Salinan Dari KA B200 - B200GT - 250 PL21 Pilot Training Manual

KING AIR B200/B200GT/250
WITH PRO LINE 21

PILOT TRAINING MANUAL
VOLUME 2
AIRCRAFT SYSTEMS
“The best safety device in any aircraft is a well-trained crew.”™ KING AIR B200/ Revision 1.0
B200GT/250
WITH FlightSafety International, Inc.
PRO LINE 21 Marine Air Terminal, LaGuardia Airport
PILOT Flushing, New York 11371
TRAINING (718) 565-4100
MANUAL www.flightsafety.com
Revision 1.0
FOR TRAINING PURPOSES ONLY
NOTICE
The material contained in this training manual is based on information obtained from the
aircraft manufacturer’s Airplane Flight Manual, Pilot Manual, and Maintenance Manuals.
It is to be used for familiarization and training purposes only.
At the time of printing it contained then-current information. In the event of conflict
between data provided herein and that in publications issued by the manufacturer or the
FAA, that of the manufacturer or the FAA shall take precedence.
We at FlightSafety want you to have the best training possible. We welcome any
suggestions you might have for improving this manual or any other aspect of our
training program.
NOTICE
These commodities, technology or software were exported from
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Courses for the King Air B200/B200GT/250 with Pro Line 21™ are taught at:
FlightSafety International
Wichita East Learning Center
9721 E. Central Avenue
Wichita, KS 67206
(316) 612-5300
(800) 488-3747
Fax (316) 612-5399
Copyright © 2015 by FlightSafety International, Inc.

Unauthorized reproduction or distribution is prohibited.
All rights reserved.
Printed in the United States of America.
INSERT LATEST REVISED PAGES, DESTROY SUPERSEDED PAGES
LIST OF EFFECTIVE PAGES
Original.................. 0 ........ September 2008 Revision............... 0.3 .................. May 2014

Revision............... 0.1 ....... September 2011 Revision............... 1.0 ................. June 2015
Revision............... 0.2 ......... December 2012
NOTE:
For printing purposes, revision numbers in footers occur at the
bottom of every page that has changed in any way (grammatical or
typographical revisions, reflow of pages, and other changes that do
not necessarily affect the meaning of the manual).
Dates of issue for original and changed pages are:
Page *Revision Page *Revision

No. No. No. No.
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10-1 – 10-20........................................... 1.0 WA-1 – WA-30........................................ 1.0
11-i – 11-iv.............................................. 1.0 APPA-1 – APPA-6.................................. 1.0
11-1 – 11-20........................................... 1.0 APPB-1 – APPB-2.................................. 1.0
12-i – 12-iv.............................................. 1.0 ANN-1..................................................... 1.0
*Zero in this column indicates an original page.

CONTENTS
Chapter 1 AIRCRAFT GENERAL

Chapter 2 ELECTRICAL POWER SYSTEMS
Chapter 3 LIGHTING
Chapter 4 MASTER WARNING SYSTEM
Chapter 5 FUEL SYSTEM
Chapter 6 AUXILIARY POWER SYSTEM
Chapter 7 POWERPLANT
Chapter 8 FIRE PROTECTION
Chapter 9 PNEUMATICS
Chapter 10 ICE AND RAIN PROTECTION
Chapter 11 AIR CONDITIONING
Chapter 12 PRESSURIZATION
Chapter 13 HYDRAULIC POWER SYSTEM
Chapter 14 LANDING GEAR AND BRAKES
Chapter 15 FLIGHT CONTROLS
Chapter 16 AVIONICS
Chapter 16A WIDE AREA AUGMENTATION SYSTEM (WAAS)
Chapter 17 OXYGEN SYSTEM
Chapter 18 WATER AND WASTE
Chapter 19 MANEUVERS AND PROCEDURES
Chapter 20 WEIGHT AND BALANCE
Chapter 21 FLIGHT PLANNING AND PERFORMANCE
Chapter 22 CREW RESOURCE MANAGEMENT
WALKAROUND
APPENDIX A TERMINOLOGY
APPENDIX B ANSWERS TO QUESTIONS
ANNUNCIATOR PANEL
1 AIRCRAFT GENERAL
KING AIR B200/B200GT/250 WITH PRO LINE 21 PILOT TRAINING MANUAL
CHAPTER 1
AIRCRAFT GENERAL
CONTENTS
Page
INTRODUCTION................................................................................................................... 1-1
GENERAL............................................................................................................................... 1-1
AIRCRAFT SYSTEMS........................................................................................................... 1-2
Electrical Power System................................................................................................... 1-2
Lighting............................................................................................................................ 1-2
Master Warning System................................................................................................... 1-3
Fuel System...................................................................................................................... 1-3
Powerplant........................................................................................................................ 1-3
Fire Detection and Protection........................................................................................... 1-4
Bleed-Air System............................................................................................................. 1-4
Ice and Rain Protection.................................................................................................... 1-5
Air Conditioning and Heating.......................................................................................... 1-6
Pressurization................................................................................................................... 1-6
Landing Gear and Brakes................................................................................................. 1-7
Flight Controls.................................................................................................................. 1-8
Oxygen System................................................................................................................ 1-9
AIRCRAFT STRUCTURES................................................................................................... 1-9
Fuselage.......................................................................................................................... 1-12
Doors.............................................................................................................................. 1-16
Emergency Exit.............................................................................................................. 1-18
Cabin Windows.............................................................................................................. 1-18
Control Locks................................................................................................................. 1-18
Centex HALO 250 Conversion Safety Features............................................................. 1-19
Revision 1.0 FOR TRAINING PURPOSES ONLY 1-i
1 AIRCRAFT GENERAL
ILLUSTRATIONS
Figure Title Page
1-1 External Power Socket................................................................................................. 1-2

1-2 Overhead Light Control Panel..................................................................................... 1-2
1-3 Fuel Control Panel....................................................................................................... 1-4
1-4 Bleed-Air Valves Control............................................................................................ 1-5
1-5 Ice Protection Switches—Pilot Right Subpanel.......................................................... 1-5
1-6 Windshield Wipers Control Switch............................................................................. 1-6
1-7 Parking Brake Handle.................................................................................................. 1-7
1-8 Flight Control Surfaces............................................................................................... 1-8
1-9 Trim Tab Controls and Indications.............................................................................. 1-9
1-10 Flap Control Lever....................................................................................................... 1-9
1-11 Cockpit Oxygen Handles............................................................................................. 1-9
1-12 King Air B200/B200GT Aircraft Dimensions........................................................... 1-10
1-13 King Air 250/250C Aircraft Dimensions................................................................... 1-11
1-14 Fuselage Stations and Compartments........................................................................ 1-12
1-15 Cockpit Layout (Prior to BB-1988)........................................................................... 1-13
1-16 Cockpit Layout (BB-1988 and Subsequent, and BY-1 and Subsequent)................... 1-14
1-17 Cockpit Layout (HALO 250 STC)............................................................................ 1-15
1-18 Cabin Door................................................................................................................ 1-16
1-19 Door Handles............................................................................................................. 1-16
1-20 Placard and Inspection Port....................................................................................... 1-17
1-21 Latch Bolt.................................................................................................................. 1-17
1-22 Cargo Door................................................................................................................ 1-17
1-23 Emergency Exit Release Handles.............................................................................. 1-18
1-24 Control Locks............................................................................................................ 1-18
1-25 HALO 250 Conversion Safety Features.................................................................... 1-19
Revision 1.0 FOR TRAINING PURPOSES ONLY 1-iii

1 AIRCRAFT GENERAL
TABLES
Table Title Page
1-1 Cabin Altitudes..............................................................................................................1-6
1-iv FOR TRAINING PURPOSES ONLY Revision 1.0

1 AIRCRAFT GENERAL
CHAPTER 1
AIRCRAFT GENERAL
INTRODUCTION
This training manual provides a description of the major airframe and engine systems for the
King Air B200/B200GT aircraft and the HALO 250 Commuter Category Conversion STC. This
information is intended as an instructional aid only; it does not supersede, nor is it meant to
substitute for, any of the manufacturer systems or operating manuals. All subsequent changes
in aircraft appearance or system operation will be covered during academic training and subse-
quent revisions to this manual.
GENERAL
The aircraft is an all-metal aircraft with a fully as a Normal Category Aircraft. By carrying
cantilevered, low-wing design. The aircraft required operational equipment, the aircraft can
has two Pratt & Whitney turboprop engines be used during visual flight rules and instrument
enclosed by nacelles on each wing with a T-tail flight rules and in known icing conditions.
empennage. The aircraft is certificated for flight
Revision 1.0 FOR TRAINING PURPOSES ONLY 1-1

1 AIRCRAFT GENERAL
AIRCRAFT SYSTEMS
ELECTRICAL POWER SYSTEM
The electrical system is a 28 VDC system that
receives power from a 24-volt, 42-amp/hour
lead acid gel cell battery and two 250-amp
starter-generators.
External Power
An external power socket (receptacle) is on the
underside of the right wing outboard of the engine
nacelle (Figure 1-1). The aircraft accepts 28 volts
DC power from a ground power unit (GPU) (if the
polarity is correct and the GPU voltage is below PRIOR TO BB-1988
32 volts or above 24 volts).
Figure 1-1. External Power Socket

BB-1988 AND SUBSEQUENT,
BY-1 AND SUBSEQUENT
LIGHTING Figure 1-2. Overhead Light Control Panel
Interior
An overhead light control panel controls all cock-
pit and instrument lights (Figure 1-2). Switches
controlling cabin lighting and fasten seatbelt/no
smoking signs are on the copilot left subpanel.
For those aircraft equipped with the HALO 250
conversion, the switch controlling the cabin emer-
gency lighting system is on the pilot left subpanel
next to the ESIS power switch.
1-2 FOR TRAINING PURPOSES ONLY Revision 1.0

1 AIRCRAFT GENERAL
Exterior Lights The auxiliary fuel system has a tank in the wing
inboard of the engine nacelle. The tank is filled
The control switches for exterior lights are on the separately through an overwing filler and has an
pilot right subpanel. The exterior lights are in the automatic fuel transfer system that supplies fuel
following locations: to the main system. When the auxiliary tanks
• Two landing lights and one taxi light are on contain fuel that fuel is used first, which is then
the nose gear strut. transferred automatically into the nacelle tank.
• Navigation lights are on each wingtip and A crossfeed system is available for single-engine
the tail cone. operation.
• Recognition lights are on the forward side
of each wing. Each engine drives a high-pressure fuel pump and
a low-pressure boost pump. An electrical low-
• Tail floodlights are on the underside of the pressure standby boost pump is in the bottom of
horizontal stabilizer. each nacelle tank. The standby boost pump:
• Beacon lights are on top of the vertical sta- • Serves as a backup for the engine-driven
bilizer and the underside of the fuselage. fuel boost pump.
• Wing ice lights are on the outside of each • Pumps aviation gasoline when flying above
nacelle. 20,000 feet.
• Airstair floodlight is under the left wing • Pumps fuel during crossfeed operation.
and is operated by the airstair door.
If the electric standby boost pump fails, crossfeed
is impossible from that side. If aviation gasoline
MASTER WARNING SYSTEM is used, there is a limitation of 150 hours of
The annunciator system consists of a red warning operation with avgas per engine before overhauls
annunciator panel in the center of the glareshield must be observed. The system has two firewall
and an amber caution/green advisory annunciator shutoff valves, each controlled by a red guarded
panel on the center subpanel. FIREWALL SHUTOFF VALVE–OPEN–
CLOSED switch on the fuel control panel (Figure
Two red MASTER WARNING flashers in the 1-3). The switch is guarded to the OPEN position.
glareshield (in front of each pilot) are part of the
system, as are two amber MASTER CAUTION Fuel quantity is measured by a capacitance sys-
flashers and a PRESS TO TEST button immediately tem that displays fuel quantity in pounds on
to the right of the warning annunciator panel. the left and right fuel gauges (Figure 1-3). A
FUEL QUANTITY switch between the gauges
The annunciators are of the word-readout type. allows monitoring of MAIN or AUXILIARY
Whenever a condition monitored by the annun- fuel levels.
ciator system occurs, a signal is generated and the
appropriate annunciator illuminates.
POWERPLANT
The aircraft is powered by two Pratt & Whitney
FUEL SYSTEM turbopropeller PT6A engines, each rated at 850
The aircraft fuel system has two separate tank shaft horsepower (SHP).
systems connected by a common crossfeed line.
Each tank system is divided into a main system Each engine has a three-stage, axial-flow, single-
and an auxiliary system. Each main system has a stage centrifugal flow compressor (rpm indicated as
nacelle tank, two wing leading-edge tanks, two box N1) that is driven by a single-stage reaction turbine.
section bladder tanks, and an integral wing tank, The power turbine is a two-stage reaction turbine
all of which gravity feed into the nacelle tanks. The counter rotating with the compressor turbine.
tank filler is on top of the wing near the wingtip.

1 AIRCRAFT GENERAL
Figure 1-3. Fuel Control Panel
An accessory gearbox (AGB) at the rear of the FIRE DETECTION AND

engine drives the: PROTECTION
• Fuel pumps
The fire detection system has a temperature
• Fuel control sensing cable for each engine. Each system has
• Oil pump red warning annunciators and a test function.
• Refrigerant compressor (right engine) The optional engine fire extinguisher system
(required by the HALO 250 STC) adds an
• Starter-generator extinguisher cylinder within each engine nacelle.
• N1 tachometer transmitter The system, when installed, includes glareshield
control switches and additional positions on the
Pneumatic fuel control schedules fuel flow. TEST switch (one for each extinguisher cartridge).
Propeller speed remains constant within the
governing range for any given propeller control The aircraft has two portable fire extinguish-
lever position. ers for cabin fire protection. One extinguisher is
under the copilot seat, and the other is near the
The engines provide electrical power bleed air for entrance door.
heating/cooling and pressurization.
Engine parameters are displayed at the top of the BLEED-AIR SYSTEM

multifunction display (MFD) as the engine indi- Each engine compressor supplies bleed air for
cating system (EIS). the environmental and pneumatic systems. The
bleed air used for pressurization is routed from
the engine to a flow control unit, and then into

1 AIRCRAFT GENERAL
the pressure vessel. This same air is conditioned ICE AND RAIN PROTECTION
for environmental use. The bleed air used for the
pneumatic system is routed through a shutoff Ice Protection
valve to a regulator. The pneumatic air is used for:
Ice protection is accomplished pneumatically and
• Surface deice electrically (Figure 1-5). Pneumatic ice protec-
• Rudder boost tion uses engine bleed air for surface deicing of
wing and horizontal stabilizer leading edges, and
• Door seal if installed, for hot brakes. Electrical heating ele-
• Bleed-air warning system ments are used for:
• Flight hourmeter • Windshield heating
• Brake deice (if installed) • Fuel vent heat
• Landing gear hydraulic reservoir • Propeller deicing
• Pitot mast heat
The bleed-air systems are controlled through the
INSTR/PNEU & ENVIR BLEED AIR VALVES • Stall warning vane heat
OPEN switches on the copilot left subpanel
(Figure 1-4).
PRIOR TO BB-1988
Figure 1-5. Ice Protection Switches—
Pilot Right Subpanel
The engine uses two types of anti-ice protection.

The air inlet is protected by engine exhaust gases
directed toward the air inlet lip. The engine is
protected by ice vanes that, when activated by
BB-1988 AND SUBSEQUENT
switches on the pilot left subpanel, move into
AND BY-1 AND SUBSEQUENT
the airstream, deflect the entering airflow, and
Figure 1-4. Bleed-Air Valves Control introduce a turn in the airstream.
The accelerated moisture particles enter the

A venturi vacuum is used for the pressuriza- discharge port instead of the engine. A second
tion controller operation and deice boots. One electric actuator is a backup to the normal system.
engine can supply sufficient bleed air for all
associated systems. The green L or R ENG ANTI-ICE annuncia-
tors illuminate to indicate normal operation of
ice vanes. The amber L or R ENG ICE FAIL
annunciators illuminate to indicate possible mal-
function. An optional brake deice system allows

1 AIRCRAFT GENERAL
hot bleed-air flow to the brakes. If installed, Electric Heat

operation is controlled by a switch on the pilot
right subpanel (see Figure 1-5) and indicated by a An electric heating system is available for ground
green BRAKE DEICE ON annunciator. operation only. A GPU must be used before engine
start or generator power must be used after engine
start in order to use the electric heat system.
Rain Protection
The aircraft has dual, two-speed, electric wind- The electric heat system is for ground operation
shield wipers controlled by a switch on the only and is used in conjunction with either manual
overhead light control panel (Figure 1-6). The heat or automatic temperature control. A green
PARK position on the control switch sets the wip- annunciator illuminates when power is supplied
ers to the inboard position. to the unit. Both the vent blower and aft blower
must be operating when using the electric heater.
On aircraft models BB-1978, BB-1988 and subse-

quent, and models BY-1 and subsequent, electric
heat is used by positioning the ECS switch to
ELEC HEAT. An amber annunciator illuminates
when power is supplied to the unit. The forward
blower defaults to high regardless of the cockpit
blower knob position.
PRESSURIZATION
The pressurization system provides normal
working pressure differential of 6.5 ± 0.1 psid
when flying at the following altitudes (Table 1-1).
Figure 1-6. Windshield Wipers Table 1-1. CABIN ALTITUDES

Control Switch FLIGHT ALTITUDE CABIN ALTITUDE
ALTITUDES ARE IN FEET
20,000 2,800
AIR CONDITIONING 30,000 8,600
AND HEATING 35,000 10,400
Cabin air conditioning is provided by a refrigerant
gas vapor cycle refrigeration system. The Engine bleed air from the compressor section
compressor is on the right engine accessory pad. supplies aircraft pressurization. Bleed air, which
The refrigerant is routed to the condenser coil, mixes with ambient air to form a suitable mixture,
receiver-dryer, expansion and bypass valves, and is controlled by the flow control unit and the
evaporator in the aircraft nose. BLEED AIR VALVES switches on the copilot
left subpanel (see Figure 1-4).
The compressor is deenergized any time the
ambient temperature is below 50°F and the right
engine speed is below 62% N1. Attempting to use
air conditioning when N1 is below the above val-
ues illuminates the green AIR COND N1 LOW
annunciator.

1 AIRCRAFT GENERAL
When the switches are positioned to ENVIR OFF Nosewheel Steering

or INSTR/PNEU & ENVIR OFF, the bleed-air
valve is closed. When positioned to OPEN, air The rudder pedals control nosewheel steering
is routed through a heat exchanger and a mixing when the gear is down. The nosewheel steering
plenum. The air is mixed with recirculated air, and rudder deflection each receive inputs from
routed to the outlet ducts, and introduced into rudder pedal motion, but in varying proportions
the cabin. depending on the wheel speed.
The outflow valve on the aft pressure bulkhead A greater steering effect is created when the
controls the pressurized air in the aircraft. The wheel brakes are applied during rudder pedal
pressure and rate of cabin pressure changes are deflection. During nose gear retraction, the steer-
controlled by vacuum-operated modulation of the ing is mechanically self-centered and receives no
outflow valve. A vacuum-operated safety valve further rudder pedal steering force.
next to the outflow valve:
• Provides positive pressure relief if the out- Brake System
flow valve malfunctions. Dual hydraulic brakes are operated by pressing
• Allows depressurization when the either the pilot or copilot rudder pedals. Both sets
CABIN PRESS–DUMP–PRESS–TEST of pedals operate the brakes. A parking brake
switch is positioned to DUMP. (Figure 1-7) can be used to lock the pressure
within the brake lines. Repeatedly pressing the
• Maintains an unpressurized state while toe brakes locks in a greater parking brake force.
on the ground when the left landing gear To release the parking brake, press the toe brakes
safety switch is pressed. first, and then squeeze the parking brake buttons
• Prevents negative differential. and push in the lever.
LANDING GEAR AND BRAKES

The tricycle landing gear is operated by an
electrically-driven hydraulic pump. The gear
is controlled with a landing gear control switch
handle on the pilot right subpanel. Three
hydraulic actuators provide motive power for gear
operation. Individual gear position lights provide
gear position indication and two red indicators in
the gear control handle. Additionally, a warning
horn sounds if all three gears are not down and
locked when flap position and/or power lever
settings are in the landing configuration. The
hydraulic wheel brake system is pressurized by
master cylinders actuated by the pilot or copilot
rudder pedals. Optional bleed-air deicing of the
brakes is provided for cold weather operation.
Nosewheel steering is mechanical, actuated by

the rudder pedals. Braking and differential thrust Figure 1-7. Parking Brake Handle
can be used to supplement steering.

1 AIRCRAFT GENERAL
FLIGHT CONTROLS Fowler-type flaps increase the wing area and

change the camber line when extended. This
The aircraft uses conventional ailerons and type of flap increases both the lift and drag.
rudders (Figure 1-8). A T-tail horizontal stabilizer Flaps are electrically driven. A pneumatic
and elevator are at the top of the vertical stabilizer. rudder boost system assists in directional
Interconnected conventional control columns in control if an engine fails. Rudder, elevator,
the cockpit control the ailerons and elevators. and aileron trims are adjustable with controls
Interconnected rudder pedals allow pilot or on the center pedestal. Elevator trim is manual
copilot operation of the rudder. Dual flaps are on or electrical. A position indicator is on each
each wing. The flight controls are cable-operated pedestal tab control (Figure 1-9).
and require no power assistance.
LEGEND
ELEVATORS
RUDDER
FLAPS
AILERON
TRIM TABS
Figure 1-8. Flight Control Surfaces

1 AIRCRAFT GENERAL
Figure 1-11. Cockpit Oxygen Handles
When the handle is pushed in, no oxygen is

available anywhere in the aircraft. The handle is
to be pulled out prior to engine start to ensure
available oxygen when needed.
The primary oxygen system delivers oxygen to

the two crew masks, the first aid outlet in the
Figure 1-9. Trim Tab Controls toilet area, and the passenger oxygen system
and Indications shutoff valve.
A lever on the control pedestal (Figure 1-10)

controls the two flaps on each wing. A wing flap
percentage indicator is on the pedestal next to the
AIRCRAFT STRUCTURES
cabin climb rate indicator.
The aircraft is 43 feet 9 inches, with standard
landing gear, from the nose to the aft point of
the horizontal stabilizer (Figure 1-12 and Figure
1-13). The King Air B200/B200GT have a
wingspan of 54 feet 6 inches, while the King Air
250 (with the BLR Winglets) have a wingspan of
57 feet 11 inches.
The aircraft consists of:

• Fuselage
• Nose section
• Cockpit
• Cabin
Figure 1-10. Flap Control Lever
• Foyer and aft cabin
• Aft fuselage
OXYGEN SYSTEM
• Wings—Center section and two outboard
The aircraft has an autodeployment oxygen assemblies
system for passengers and diluter-demand masks,
which are one-hand, quick-donning masks, for • Empennage—Vertical stabilizer with high
the crew. Oxygen supply is controlled by the T-tail horizontal stabilizer
PULL ON–SYSTEM READY push-pull handle
on the left side of the pedestal (Figure 1-11).

1 AIRCRAFT GENERAL
43 FT. 10 IN. (1)

43 FT. 9 IN. (2)
14 FT. 10 IN. (1)

14 FT. 6 IN. (2)
17.25 IN. (1)

16.79 IN. (2) 14 FT. 11.5 IN. (1)
32.1 IN.
14' 11.4 IN. (2)
WING AREA: 303.0 SQUARE FEET CONFIGURATION:

(1) STANDARD LANDING GEAR
(2) HIGH FLOTATION LANDING GEAR
18 FT. 5 IN.
54 FT. 6 IN.
7 FT. 9 IN. DIAMETER
17 FT. 2 IN.
Figure 1-12. King Air B200/B200GT Aircraft Dimensions

1 AIRCRAFT GENERAL
43 FT. 10 IN. (1)

43 FT. 9 IN. (2)
14 FT. 10 IN. (1)

14 FT. 6 IN. (2)
14 FT. 11 IN.
CONFIGURATION:
(1) STANDARD LANDING GEAR
(2) HIGH FLOTATION LANDING GEAR
18 FT. 5 IN.
57 FT. 11 IN.
17 FT. 2 IN.
Figure 1-13. King Air 250/250C Aircraft Dimensions

1 AIRCRAFT GENERAL
FUSELAGE
The nose section is an unpressurized equipment
storage area separated from the cockpit area by FS 30
the forward pressure bulkhead (Figure 1-14). The
cockpit is separated from the cabin by a sliding
door for privacy and to prevent light spilling
between compartments. Figure 1-15 illustrates
a typical instrument panel for aircraft prior FORWARD
to BB-1988. Figure 1-16 illustrates a typical FS 84 PRESSURE
BULKHEAD
instrument panel for BB-1988 and subsequent,
and BY-1 and subsequent. Figure 1-17 illustrates
a typical instrument panel for a HALO 250 STC.
COCKPIT
The aircraft can have various configurations of CREW: FS 129
passenger seats and couches. (For the HALO 250
STC, the maximum number of passenger seats is FS 152
nine as required by the Commuter category.) The FS 163
seat back of each occupied aft-facing seat must
be in the upright position with the headrest fully ROW 1: FS 175
extended for takeoff and landing.
CAUTION ROW 2: FS 212 CABIN
Before takeoff and landing, adjust the

headrest as required to support the
head and neck when the passenger
leans against the seatback. ROW 3: FS 259
FS 279
Couches, if installed, are not adjustable. The cabin L1: FS 293 FOYER
is separated from the foyer by another sliding
door to provide privacy for the toilet in the foyer. FS 305
When the toilet is not in use, seat cushions can be
converted to another passenger seat. AFT CABIN
AFT
The aft cabin can have one or two optional folding FS 348 PRESSURE
seats. When not needed, the seats can be folded BULKHEAD
against the cabin sidewall and baggage can be
stored in the entire aft cabin. Items stowed in this OCCUPANT CENTROID
area are easily accessible in flight. CREW FS 129
ROW 1 FS 175
ROW 2 FS 212
CAUTION ROW 3 FS 259
Use webs to secure baggage and other L1 FS 293
objects to prevent shifting under turbu-
lent air conditions. Figure 1-14. Fuselage Stations
and Compartments

1 AIRCRAFT GENERAL
Figure 1-15. Cockpit Layout (Prior to BB-1988)

1 AIRCRAFT GENERAL
Figure 1-16. Cockpit Layout (BB-1988 and Subsequent, and BY-1 and Subsequent)

1 AIRCRAFT GENERAL
Figure 1-17. Cockpit Layout (HALO 250 STC)

1 AIRCRAFT GENERAL
DOORS The plastic handrail is used when closing the

door from the inside. The door is closed against
Cabin Door an inflatable rubber seal around the opening.
When the weight of the aircraft is off the landing
The cabin door is on the left side of the fuselage gear, pneumatic air inflates the door seal through
in the foyer. The cabin door is hinged at the a 4-psi regulator.
bottom and swings out and down when opened
(Figure 1-18). The door-locking mechanism is operated by either
the outside or inside door handle, which rotate
simultaneously. A release button (Figure 1-19) is
next to each handle and must be pressed and held in
to rotate the handle. The handle requires a two-hand
operation, thereby ensuring a deliberate action.
Figure 1-18. Cabin Door Figure 1-19. Door Handles
A hydraulic damper ensures a slow opening. A The release button has a pressure-sensing
stairway is on the inboard side for entry and exit. diaphragm. If pressure differential occurs between
Two steps fold flat against the door when it is closed. the inside and outside, the pressure on the release
When the door is fully extended, it is supported button must be increased proportionally to prevent
by a plastic-encased cable that also serves as a inadvertently opening the door while pressurized.
handrail. A second handrail is along the other side
of the steps to support both sides of the door. Never attempt to check or unlock the door in flight.
If the red DOOR UNLOCKED annunciator is
illuminated, or if door security is uncertain, direct
CAUTION all occupants to remain seated with seatbelts
secured, descend as necessary, and depressurize
Only one person at a time can be on the the aircraft. After stopping the aircraft and
door stairway. depressurizing the cabin, check the door security.

1 AIRCRAFT GENERAL
When closing the door from inside, pull up on Cargo Door

the handrail until the airstair door reaches the
door frame. A large, swing-up cargo door, hinged at the top,
provides access for loading and unloading large
Rotate the door handle up as far as possible, cargo. The airstair door is an integral part of the
pulling inward on the door. The door should seal; cargo door and is to be closed and latched when
then, rotate the handle down to lock the door the cargo door is opened (Figure 1-22).
(Figure 1-19).
The cargo door latches can be operated only by
To ensure positive locking, attempt to rotate the using the two handles inside the aircraft. The
handle without pressing the release button and handle in the upper part of the door controls the
verify that the handle does not move. rotating latches in the forward and aft sides. The
handle in the lower, forward part of the door
A placard beneath the folded step below the door actuates four pin lug latches along the bottom of
handle shows how to check the locks in the inspec- the door. Once the latches are retracted, initial
tion port windows near each corner of the door pressure must be exerted outward to start the
(Figure 1-20). A green stripe on each of the four opening action. After the sequence begins, gas
latch bolts aligns with its respective black pointer springs the door open the rest of the way. The
when the door is positively closed (Figure 1-21). door is counterbalanced and remains open. The
gas springs resist the effort to close the door, and
that pressure must be overcome manually until
the door is almost closed.
When the door is almost closed, the gas spring

overcenter mechanism redirects the spring pres-
sure toward the closed position, assisting the
latching cycle. The door closes against a rubber
seal to maintain the pressure vessel integrity. The
seal inflates as cabin pressurized air seeps into
holes on the inside of the seal, allowing greater
sealing when there is a high-pressure differential.
Figure 1-20. Placard and Inspection Port
Figure 1-22. Cargo Door
Figure 1-21. Latch Bolt

1 AIRCRAFT GENERAL
EMERGENCY EXIT CABIN WINDOWS

The emergency exit window, placarded EXIT- Each cabin window pane is a sheet of polyvinyl
PULL, is at the forward right side of the passenger butyral between two transparent sheets of acrylic
compartment (Figure 1-23). plastic. Each window is stressed to withstand the
cabin pressure differential. Two dust panes, each
The window is released from the inside using the composed of polarized film, are inboard of the
pull-down handle, or from the exterior (if it is cabin window. The inboard pane can be rotated to
unlocked) using the flush-mounted, pullout handle. permit light regulation.
The window is a plug-type exit that is removed

completely from the frame and taken into the WARNING
cabin. The exit is locked from the inside. The
exit can be opened from the inside even when it Do not look directly at the sun, even
is locked. The locking mechanism is activated by through polarized windows. Doing so
pulling out a handle below the door release han- can cause eye damage.
dle (Figure 1-23).
CAUTION
When parking the aircraft in areas
exposed to intense sunlight, rotate the
polarized windows to the clear posi-
tion to prevent deterioration of the
polarized material. The aircraft has suf-
ficient ultraviolet protection to prevent
upholstery fading.
CONTROL LOCKS
The flight and engine controls are mechanically
locked by a U-shaped clamp and two pins within
the cockpit (Figure 1-24).
Figure 1-23. Emergency Exit

Release Handles Figure 1-24. Control Locks

1 AIRCRAFT GENERAL
The pins lock the primary flight controls and the CENTEX HALO 250 CONVERSION
U-shaped clamp fits around the engine control SAFETY FEATURES
levers. A pin is inserted through the control
column to lock the ailerons and elevator. A second Five new systems installed under the HALO 250
pin is inserted through a hole in the floor, which conversion provide safety functions required for
locks the rudder bellcrank. aircraft certificated in the Commuter category
(Figure 1-25).
All locks must be installed and removed
together to preclude taxiing or flying with the Below is a list of the added functions:
engine control levers released but the flight
controls locked. • Takeoff Trim Warning
• Engine Fire Extinguisher
WARNING • Stall Warning Ice Mode
Remove the locks before starting the • Emergency Cabin Lighting

engines. • Escape Path Markings
Each of these STC added systems are described

CAUTION in the appropriate systems chapter.
Remove the control locks before towing
the aircraft. Towing the aircraft with a tug
while the rudder lock is installed seri-
ously damages the steering linkage. Do
not tow the aircraft with a flat shock strut.
EMERGENCY CABIN
LIGHTING SYSTEM
ENGINE FIRE
EXTINGUISHER
SYSTEM
ESCAPE PATH
MARKINGS
ICE MODE
STALL
WARNING
SYSTEM
TAKEOFF TRIM
WARNING ENGINE FIRE
SYSTEM EXTINGUISHER SYSTEM
Figure 1-25. HALO 250 Conversion Safety Features

CHAPTER 2
ELECTRICAL POWER SYSTEMS
CONTENTS
Page
2 ELECTRICAL POWER
INTRODUCTION................................................................................................................... 2-1
SYSTEMS
DC POWER SYSTEM............................................................................................................ 2-1
Description....................................................................................................................... 2-1
Components...................................................................................................................... 2-2
Controls and Indications................................................................................................... 2-9
Operation........................................................................................................................ 2-10
AC POWER SYSTEM........................................................................................................... 2-11
Description..................................................................................................................... 2-11
Controls and Indications................................................................................................. 2-11
Operation........................................................................................................................ 2-12
LIMITATIONS....................................................................................................................... 2-12
Generator Limits............................................................................................................ 2-12
Starters............................................................................................................................ 2-12
Circuit Breakers.............................................................................................................. 2-12
EMERGENCY/ABNORMAL............................................................................................... 2-12
QUESTIONS......................................................................................................................... 2-19

ILLUSTRATIONS
Figure Title Page
2-1 Electrical Component Location................................................................................... 2-2

2-2 Hot Battery Bus........................................................................................................... 2-3
2 ELECTRICAL POWER
2-3 Volt-Loadmeters-Battery Ammeter............................................................................. 2-3
SYSTEMS
2-4 Electrical Distribution................................................................................................. 2-4
2-5 Circuit-Breaker Panels—Pilot..................................................................................... 2-5
2-6 Circuit-Breaker Panels—Copilot................................................................................. 2-6
2-7 Starter-Generator......................................................................................................... 2-7
2-8 Generator Control Circuit............................................................................................ 2-7
2-9 External Power Socket (Receptacle)............................................................................ 2-8
2-10 Electrical Control Switches......................................................................................... 2-9
2-11 Starter Switches........................................................................................................... 2-9
2-12 Avionics Power Distribution...................................................................................... 2-10
2-13 Loadmeters................................................................................................................ 2-10
2-14 Annunciators.............................................................................................................. 2-11
2-15 Inverter....................................................................................................................... 2-11
2-16 Copilot Left Subpanel................................................................................................ 2-11

TABLES
Table Title Page
2-1 Limitations—Ground Operations................................................................................2-12

2-2 Circuit Breakers...........................................................................................................2-13
2 ELECTRICAL POWER
SYSTEMS

CHAPTER 2
ELECTRICAL POWER SYSTEMS
2 ELECTRICAL POWER
SYSTEMS
INTRODUCTION
This chapter describes the electrical power systems on the King Air B200/B200GT aircraft. The
aircraft has DC and AC power systems. The DC electrical power system has DC generation, dis-
tribution, storage, control, and monitoring components. The AC system consists of an inverter
used for four in-cabin power outlets.
DC POWER SYSTEM
DESCRIPTION
The DC power is supplied by a 24-volt battery are necessary for normal operation of the aircraft.
and by two 30-volt, regulated to 28.25 ± 0.25 However, the battery, if it is the only source of
volts, 250-amp starter-generators (Figure 2-1). power, does have a limited life.
Each component of the electrical power systems
is capable of supplying power to all systems that

BATTERY
2 ELECTRICAL POWER
INVERTER
SYSTEMS
EXTERNAL
POWER
CONNECTOR STARTER–
GENERATOR
Figure 2-1. Electrical Component Location
COMPONENTS
• Lighting
Batteries
A single 24-volt, 42-amp/hour sealed lead acid °° Entry Lights (threshold, aisle, and
underwing)
gel cell battery is in the right wing center section
forward of the main spar. A hot battery bus is °° Baggage Compartment Light
provided for operation of essential equipment • Fuel System
when the battery and generators are not on (Figure
2-2). Power to the main bus from the battery is °° Firewall Shutoff Valves, Left and Right
routed via the battery relay, which is controlled • Fire Protection
by the BATT–ON–OFF switch. A BATT AMPS
gauge provides a direct reading of the charge or °° Fire Extinguishers, Left and Right
(Optional)
discharge rate of the battery (–60 to 60 amps)
(Figure 2-3 and Figure 2-4). The charge rate must • Environmental
be 0 to 10 amps for takeoff in order to have 30 °° Cockpit Blower (Electric Heat Opera-
minutes of battery power if both generators fail. tion Only)
The battery is connected to the hot battery bus, • BB-1978, BB-1988 and After
which powers: • BY-1 and After
• Electrical • Avionics
°° Battery Relay °° Ground Communications (GND COMM)
• Master Warning • Radio Tuning Unit (RTU)
°° External Power Annunciator • COM 1

BATT EXT PWR

RELAY RELAY
EXT PWR
RECEPTACLE
BATTERY
AMMETER BATT SW BATT SW
BATTERY
HOT BAT BUS
LEFT START
RELAY
2 ELECTRICAL POWER
MAIN BATTERY BUS
SYSTEMS
LEGEND
BATTERY
325 325
TO SYSTEMS ISOLATION BUS TO SYSTEMS
Figure 2-2. Hot Battery Bus
PRIOR TO BB-1988
BB-1988 AND SUBSEQUENT, BY-1 AND SUBSEQUENT

Figure 2-3. Volt-Loadmeters-Battery Ammeter

BATT EXT PWR

RELAY RELAY
TO BATTERY EXT PWR
AMMETER BATTERY RECEPTACLE
BATT SW BATT SW
2 ELECTRICAL POWER
HOT BAT BUS

SYSTEMS
LEFT LINE LEFT START RIGHT START

RELAY RIGHT LINE
CONTACTOR RELAY CONTACTOR
MAIN BATTERY BUS
LEFT GEN RIGHT GEN
SWITCH SWITCH
GENERATOR LEFT RIGHT GENERATOR

LEFT VOLT/ CONTROL STARTER/ STARTER/ CONTROL RIGHT VOLT/
LOADMETER UNIT GENERATOR GENERATOR UNIT LOADMETER
TO ANNUNCIATOR TO ANNUNCIATOR
325 325
ISOLATION BUS
60 60
50 NO. 1 DUAL-FED BUS 50
60 60
60 60
RIGHT GENERATOR BUS

LEFT GENERATOR BUS
15 10 AMP 5 ESIS BATTERY BUS

ESIS
BATTERY
60 60
40 AVIO. RELAY
30 AVIONICS BUS NO. 1
AVIO. RELAY
40
AVIONICS BUS NO. 2 30
AVIO. RELAY
40 30 AVIONICS BUS NO. 3
50 50
NO. 1 SUBPANEL BUS NO. 2 SUBPANEL BUS
Figure 2-4. Electrical Distribution

When the battery is on, power is fed to the main No. 1 and No. 2 dual-fed buses, and four are on
battery bus, which is connected through the start the fuel panel circuit-breaker bus for the No. 3 and
relays to both starter-generators. The main battery No. 4 buses. Of those items with paired circuits,
bus feeds the isolation bus, and through two 325- the distribution is such that the left circuit is on
amp current limiters, connects the left and right the No. 1 or No. 3 dual-fed bus and the right is on
generator buses. the No. 2 or No. 4.
When the battery or generators are providing With a few exceptions, dual-fed buses No. 1 and
power, the isolation bus, left generator bus, and No. 2 run in alternating rows on the copilot CB
2 ELECTRICAL POWER
right generator bus function as one unit, as long panel (excluding the avionics section). Also, with
as both current limiters are closed. a few exceptions, dual-fed buses No. 3 and No. 4
SYSTEMS
are on the pilot CB panel. Figure 2-5 shows the
The left and right generator buses both feed four pilot CB panel distribution. Figure 2-6 shows the
dual-fed subbuses (No. 1 through No. 4). Each copilot CB panel distribution.
dual-fed bus is fed from either side through a
60-amp current limiter, a 70-amp diode, and a The DC electrical system is activated by turning
50-amp circuit breaker—only the circuit breakers the BATT switch ON, then after the engines are
are accessible by the crew. stabilized, by turning the generators on. Monitor
the generator loadmeters and all electrical indica-
The generator buses have eight 50-amp feeder tions throughout the flight.
breakers. Four are on the copilot side panel for the
Figure 2-5. Circuit-Breaker Panels—Pilot

2 ELECTRICAL POWER
SYSTEMS
TAWS
PRIOR TO BB-1988, EXCEPT BB-1978, PRIOR TO BL-150
BB-1978, BB-1988 AND AFTER, BL-150 AND SUBSEQUENT, BY-1 AND AFTER
Figure 2-6. Circuit-Breaker Panels—Copilot

Generators Starter power to each starter-generator is provided

from the main battery bus through a starter relay.
Two 30-volt, regulated to 28.25 ± 0.25 volts, During an engine start, the starter-generator drives
250-amp starter-generators connected in parallel the compressor section of the engine through the
provide normal DC power (Figure 2-7). Either accessory gearing.
generator can supply the entire electrical load.
The starter-generator, in start mode, can initially
NOTE draw 1,000 amps for 5 seconds, and then drop
Optional 300-amp starter-generators rapidly to about 300 amps as the engine reaches
2 ELECTRICAL POWER
are available on some aircraft. 20% N1. When the engine reaches approximately
35%, it drives the starter.
SYSTEMS
The generator can be brought online by selecting
the appropriate generator switch (GEN 1 or GEN 2)
to the RESET position. To achieve maximum
generator output on the ground, the condition
lever should be advanced to HIGH IDLE. This
allows the generator to achieve better cooling
during ground operations.
Figure 2-8 shows that power to the bus system

from the generators is protected by generator
control units (GCUs). The GCUs operate a line
contactor relay to protect the generator if an out-
of-tolerance situation occurs.
Figure 2-7. Starter-Generator
EXT PWR
BATT
RELAY LEGEND
RELAY
EXT PWR BATTERY
RECEPTACLE GROUND
BATTERY
BATTERY
HOT BAT BUS
LEFT LINE LEFT START RIGHT START RIGHT LINE
CONTACTOR RELAY RELAY CONTACTOR
MAIN BATTERY BUS
LEFT GEN RIGHT GEN

SW SW
LEFT STARTER- RIGHT STARTER-
GENERATOR GENERATOR
LEFT VOLT/ GENERATOR GENERATOR RIGHT VOLT/
LOADMETER CONTROL CONTROL LOADMETER
UNIT UNIT
325 325
ISOLATION BUS
LEFT GENERATOR BUS
RIGHT GENERATOR BUS
Figure 2-8. Generator Control Circuit

The GCUs maintain a constant voltage during For starting, an external power source needs to
variations in engine speed and electrical load be capable of supplying up to 1,000 amps for 5
requirements. The voltage regulating circuit seconds, 500 amps for 2 minutes, and 300 amps
automatically connects or disconnects generator continuously.
output to the bus.
The load on each generator is indicated by CAUTION

the respective left and right volt-loadmeter
on the overhead panel that reads in percent of Never connect an external power
2 ELECTRICAL POWER
the generator maximum continuous capacity. source to the aircraft unless a battery
Normally, this value is 250 amps (see Figure 2-3). indicating a charge of at least 20 volts
SYSTEMS
Therefore, a loadmeter reading of 0.5, or 50%, is is in the aircraft. If the battery voltage
equal to 125 amps of generator output. is less than 20 volts, the battery must
be recharged, or replaced with a battery
NOTE indicating at least 20 volts, before con-
necting ground power.
The generators drop off line if underex-
citation, overexcitation, overvoltage, or
undervoltage conditions exist or when Observe the following precautions when using a
the starter switch is selected to start. ground power source:
• Use only a ground power source that is
External Power Socket negatively grounded.
(Receptacle) • Before connecting a GPU, turn off the
For ground operation, an external power socket AVIONICS MASTER POWER switch and
(receptacle) under the right wing outboard of the generator switches, and turn the BATT
the nacelle, is provided for connecting a ground switch on.
power unit (GPU) (Figure 2-9).
CAUTION
Voltage is required to energize the avi-
onics master power relays to remove
the power from the avionics equip-
ment. Therefore, never apply ground
power to the aircraft without first
applying battery voltage. If the bat-
tery is removed from the aircraft or if
the BATT switch is placed in the OFF
position, turn each individual radio and
other avionics equipment off.
Figure 2-9. External Power Socket
(Receptacle) After the external power plug is con-
nected and power is applied, leave the
A relay in the external power circuit closes only if: battery on during the entire ground
• BATT switch is ON. power operation to protect transis-
torized equipment against transient
• External power polarity is correct. voltage spikes.
• External power voltage is set properly
(28.0 to 28.4 volts). The aircraft is sensing
for a voltage greater than 24 volts and less
than 32 volts.

CONTROLS AND INDICATIONS

Electrical control switches are on the pilot left
subpanel (Figure 2-10). The BATT switch and the
GEN 1 and GEN 2 switches are under the hinged
MASTER SWITCH flap, commonly referred to
as a gang bar. When the flap is pressed, the BATT
and the GEN 1 and GEN 2 switches are switched
to their OFF positions. Electrical indications are
2 ELECTRICAL POWER
through the annunciator panel or meters on the
overhead panel.
SYSTEMS
BATT–ON–OFF Switch Figure 2-11. Starter Switches
The BATT–ON–OFF switch controls power from
the battery, through the battery relay, to the main The ON (up) position mechanically locks the
bus (Figure 2-10). switch; the switch must be pulled out in order to
reposition it. When held to the STARTER ONLY
(down) position, the associated engine motors, but
GEN 1 and GEN 2 Switches ignition does not occur. When released, the spring-
To activate either generator, the respective loaded switch moves to the OFF (center) position.
GEN 1 or GEN 2 control switch must be held
upward in the GEN RESET position for at least AVIONICS MASTER POWER
one second, and then released to the ON position
(Figure 2-10). Switch
The AVIONICS MASTER POWER–
IGNITION AND ENGINE START ON–OFF switch is immediately above the
MASTER SWITCH gang bar (see Figure 2-10).
Switches The avionics power relays are normally closed
The start cycle is controlled by a three-position and supply power to the buses. Note that the
IGNITION AND ENGINE START–ON–OFF– relays require DC power to open and disconnect
STARTER ONLY switch for each engine the avionics buses (Figure 2-12).
(Figure 2-11).
Figure 2-10. Electrical Control Switches

LEGEND Generator Loadmeters

BATTERY
The generator loadmeters indicate generator
GROUND amperage in percent of 250 amps per generator
(Figure 2-13). The associated meter button must
BATTERY AVIONICS AVIONICS
be pressed to indicate bus voltage.
SWITCH MASTER MASTER
POWER POWER
SWITCH
2 ELECTRICAL POWER
OFF NO. 1 DUAL-FED BUS

ON
OFF
SYSTEMS
ON
Figure 2-13. Loadmeters

NO. 1 AVIONICS
LEFT GEN BUS

L or R DC GEN Annunciator
Whenever a generator is off line, the respective
amber L or R DC GEN annunciator illuminates
NO. 3 AVIONICS (Figure 2-14).
EXT PWR Annunciator

An amber EXT PWR annunciator on the caution/
advisory annunciator panel alerts the flight crew
when a ground power plug is connected to the
aircraft (Figure 2-14).
An electronic circuit using the small pin of the

plug allows the hot battery bus to illuminate the
EXT PWR annunciator regardless of the battery
switch position and whether or not the GPU is on
or off.
NO. 2 AVIONICS RIGHT GEN BUS Illumination of the EXT PWR annunciator only
indicates the presence of a plug in the receptacle.
Figure 2-12. Avionics Power Distribution
BATT AMPS Gauge OPERATION

The BATT AMPS gauge provides a direct read- The DC electrical system is activated by turning
ing of the charge or discharge rate of the battery the BATT switch ON, then after each engine has
(–60 amps to +60 amps) (see Figure 2-3). The stabilized, by turning on the respective generator.
charge rate must be 0 to +10 amps for takeoff in Monitor the generator loadmeters and all electri-
order to have 30 minutes of battery power if both cal indicating lights throughout the flight.
generators fail.

2 ELECTRICAL POWER
SYSTEMS
Figure 2-14. Annunciators
AC POWER SYSTEM
DESCRIPTION
A single inverter in the center wing section
outboard of the right engine provides power to
four in-cabin AC outlets (Figure 2-15).
The inverter provides 115-volt, 60-Hz power

through a standard polarized three-prong recep-
tacle for the use of laptops or other electronic
devices. The four outlets are each covered by the
spring-loaded 115 VAC plate. Lifting the plate
reveals the three-prong plug hole outlet.
BB-1988 AND SUBSEQUENT

BY-1 AND SUBSEQUENT
Figure 2-15. Inverter
CONTROLS AND INDICATIONS PRIOR TO BB-1988
The FURN ON–COFFEE OFF–OFF (furnish- Figure 2-16. Copilot Left Subpanel
ings) switch on the copilot left subpanel controls
inverter input power (Figure 2-16).

OPERATION STARTERS
To allow use of the inverter, the switch must Use of the STARTER is limited to 40 seconds
be positioned to COFFEE OFF or FURN ON. ON, 60 seconds OFF, 40 seconds ON, 60 seconds
Depending on what is connected to the outlets, OFF, 40 seconds ON, and then 30 minutes OFF.
the input amperage ranges from 0.5 to 20 amps.
However, its total continuous output limit is 4 amps.
CIRCUIT BREAKERS
The inverter shuts down if its input voltage Table 2-2 shows circuit-breaker titles, values, and
2 ELECTRICAL POWER
is over or under set limits and for high inter- the circuits they control. The circuit breakers are
nal temperatures. It automatically resets when grouped by panel location.
SYSTEMS
these conditions are corrected. The inverter also

shuts down for an output short circuit, which
must be corrected manually by positioning the
FURN ON–COFFEE OFF–OFF switch to OFF, EMERGENCY/ABNORMAL
and then back to COFFEE OFF or FURN ON.
Note that only maintenance can fix the circuit For specific information on emergency/abnormal
protection that exists at the input of the inverter. procedures, refer to the appropriate abbreviated
checklists or the FAA-approved Aircraft Flight
Manual (AFM).
LIMITATIONS
GENERATOR LIMITS
Maximum sustained generator load is limited as
follows:
In Flight:
Sea level to 31,000 feet altitude........ 1.00 (100%)
Above 31,000 feet altitude.................. 0.88 (88%)
Ground operation................................ 0.85 (85%)
During ground operation, also observe the

limitations in Table 2-1.
Table 2-1. LIMITATIONS—GROUND

OPERATIONS
GENERATOR MINIMUM GAS
LOAD GENERATOR RPM—N1
WITHOUT AIR WITH AIR
CONDITIONING CONDITIONING
0 to 80% 61% 62%
80 to 85% 65% 65%

Table 2-2. CIRCUIT BREAKERS

CIRCUIT-BREAKER NAME CAPACITY PROVIDES POWER TO
FUEL CONTROL CIRCUIT-BREAKER PANEL
FUEL
FIREWALL VALVE SWITCH
FIREWALL VALVE (L & R) 5 AMP
FIREWALL VALVE
STANDBY PUMP SWITCH
STANDBY PUMP (L & R) 10 AMP
2 ELECTRICAL POWER
AUX TRANSFER PCB
TRANSFER SELECT SWITCH
NO TRANSFER LIGHT
SYSTEMS
AUX TRANSFER (L & R) 5 AMP
AUX TANK FLOAT SWITCH
MOTIVE FLOW VALVE
QTY IND (L & R) 5 AMP INDICATOR POWER
FUEL PRESS SWITCH
PRESS WARN (L & R) 5 AMP FUEL PRESS WARNING ANNUNCIATOR
AUX FUEL TRANSFER MODULE
CROSSFEED SWITCH
CROSSFEED 5 AMP CROSSFEED VALVE
AUX FUEL TRANSFER MODULE
POWERPLANT
IGNITER POWER
IGNITOR POWER (L & R) 5 AMP
FUEL PURGE VALVE
ENGINE START SWITCH
STARTER RELAY
START CONTROL (L & R) 5 AMP
IGNITOR AND FUEL PURGE VALVE CONTROL
AUTOIGNITION CONTROL SWITCH
DCU (NO. 1 & 2) 2 AMP NO. 1 & 2 DATA CONCENTRATOR UNIT
EDC (NO. 1 & 2) 2 AMP NO. 1 & 2 ENGINE DATA CONCENTRATOR
TORQUE (L & R) 5 AMP L & R TORQUE PRESSURE TRANSMITTER
OIL PRESSURE (L & R) 5 AMP L & R OIL PRESSURE TRANSMITTER
NO. 1 & 2 DATA CONCENTRATOR UNIT
DCU SEC (NO. 1 & 2) 2 AMP
(SECONDARY POWER SUPPLY)
PROP GOV 5 AMP OVERSPEED GOVERNOR TEST SWITCH
FLIGHT CONTROLS
FLAP MOTOR 20 AMP FLAP MOTOR RELAY AND MOTOR POWER
FLAP POSITION TRANSMITTER
SPLIT FLAP
FLAP CONTROL 5 AMP
FLIGHT HOURMETER
FLAP POSITION INDICATOR
ICE PROTECTION
PROP DEICE (L & R) 25 AMP MANUAL DEICE POWER
PROP DEICE CONTROL 5 AMP MANUAL SWITCH POWER
AVIONICS
ESIS BAT CHG 15 AMP ESIS BATTERY

Table 2-2. CIRCUIT BREAKERS (Cont.)

ELECTRICAL DISTRIBUTION
BUS FEEDERS (NO. 3) 50 AMP NO. 3 DUAL-FED BUS
NO. 3 POWERS THE FOLLOWING CBs:
• PILOT INST LTS CONT
• FGC SEVO NO. 1
• DBU
2 ELECTRICAL POWER
• LEFT IAPS
• PILOT PFD HEATER
SYSTEMS
R CB PANEL (NO. 3 & 4) 25 AMP NO. 4 POWERS THE FOLLOWING CBs:

• MFD HEATER
• RIGHT IAPS
• EGPWS
• FGC SERVO NO. 2
• COPLT INST LTS CONT
• PED LTS CONT
BUS FEEDERS (NO. 4) 50 AMP NO. 4 DUAL-FED BUS
RIGHT SIDE CIRCUIT-BREAKER PANEL
ENGINES
PROPELLER SYNCHRONIZER CONTROL
PROP SYNC 5 AMP
PROPELLER BALANCE CONTROL
POWER LEVER ARM SWITCHES
AUTO FEATHER 5 AMP
AUTOFEATHER ARM SWITCHES (400 & 260 FT-LB TORQUE)
L & R CHIP DETECTORS
CHIP DETR (L & R) 5 AMP
L & R CHIP DETECTOR ANNUNCIATORS
FIRE DETECTORS
FIRE DETR 5 AMP
TEST SWITCH
L & R STANDBY ENG ANTI-ICE CONTROL SWITCHES
STBY ENG ANTI-ICE (L & R) 5 AMP STANDBY ENG ANTI-ICE SENSE MODULE
STANDBY ENG ANTI-ICE ACTUATOR
L & R MAIN ENG ANTI-ICE CONTROL SWITCHES
MN ENG ANTI-ICE (L & R) 5 AMP MAIN ENG ANTI-ICE SENSE MODULE
MAIN ENG ANTI-ICE ACTUATOR
L & R FUEL CONTROL HEATER SWITCHES
FUEL CONTROL HEAT (L & R) 7½ AMP
(CONDITION LEVERS)
L ENG INST POWER POWERS THE FOLLOWING CBs:
• LEFT TORQUEMETER
• LEFT OIL PRESS
• NO. 1 DCU SEC
ENG INST POWER (L & R) 7½ AMP
R ENG INST POWER POWERS THE FOLLOWING CBs:
• RIGHT TORQUEMETER
• LEFT OIL PRESS
• NO. 2 DCU SEC
OIL PRESS WARN (L & R) 5 AMP L & R OIL PRESS ANNUNCIATORS
LIGHTS
AVIONICS ANN 5 AMP AVIONICS PUSH-BRIGHT/DIM RHEOSTAT
READING 5 AMP CABIN READING LIGHTS
NO SMK FSB & CABIN 10 AMP NO SMK & FSB SWITCH, CABIN LIGHTS SWITCH
INSTR INDIRECT 5 AMP INSTRUMENT INDIRECT LIGHTS SWITCH/RHEOSTAT
PLT FLT SIDE PNL 5 AMP PILOT FLT & SIDE PNL LIGHTS SWITCH/RHEOSTAT
COPLT FLT INSTR 5 AMP PILOT FLT LIGHTS SWITCH/RHEOSTAT
FGP 5 AMP FGP LIGHTS
SUB PNL OVHD & CONSOLE 7½ AMP SUB PNL OVHD & CONSOLE SWITCH/RHEOSTAT


LIGHTS (Cont.)
PILOT PFD & DCP 5 AMP PILOT PFD & DCP LIGHTS
COPILOT PFD & DCP 5 AMP COPILOT PFD & DCP LIGHTS
MFD & RTU 5 AMP MFD & RTU LIGHTS
PILOT INST CONT 7½ AMP PILOT INSTRUMENT PANEL POWER CONTROL
2 ELECTRICAL POWER
PED CONT 7½ AMP PEDESTAL POWER SUPPLY
COPILOT INST CONT 7½ AMP COPILOT INSTRUMENT PANEL POWER CONTROL
SYSTEMS
CDU LIGHTS 7½ AMP CDU LIGHTS
ESIS PNL 3 AMP ESIS PANEL LIGHTS
ENVIRONMENTAL
OXYGEN CONTROL 5 AMP PASSENGER OXYGEN 12,500 FT PRESSURE SWITCH
LEFT SQUAT SWITCH
PEDESTAL PRESSURE CONTROL SWITCH
PRESS CONTROL 5 AMP SAFETY VALVE DUMP SOLENOID
EVAPORATOR DOOR SOLENOID
CABIN DOOR SOLENOID
VENT BLOWER CONTROL SWITCH
LEFT SQUAT SWITCH
TEMP CONTROL 5 AMP
AMBIENT AIR VALVES AND PCB
CABIN TEMP MODE SELECTOR SWITCH
L & R BLEED AIR CONTROL SWITCH
L & R BLEED AIR OFF ANNUNCIATORS
L & R FLOW CONTROL PACKAGE
BLEED AIR CONTROL (L & R) 5 AMP
L & R PNEUMATIC SHUTOFF VALVE
RUDDER BOOST
(Electrical shutoff when either BLEED AIR VALVE switch is in INSTR & ENVIR OFF position)
FURNISHINGS
FURNISHINGS SWITCH
TOILET
MASTER POWER 10 AMP
L REFRESHMENT BAR
CABIN OUTLET INVERTER
CIGAR LIGHTER 5 AMP PEDESTAL AND CABIN CIGAR LIGHTERS
EMERG LIGHTS 5 AMP EMERGENCY CABIN LIGHTING (HALO 250 ONLY)
ESIS
RESET OF THE ESIS REMOTE CONTROL CIRCUIT BREAKER (SERIAL NUMBERS
BATT CONT ½ AMP
BB-1924 AND PRIOR)
BUS CONT 5 AMP ESIS POWER SWITCH
DISP 3 AMP ESIS DISPLAY
HDG SNSR 2 AMP ESIS MAGNETOMETER
WARNINGS
STALL WARN 5 AMP STALL WARNING LIFT COMPUTER
L & R BLEED AIR FAIL ANNUNCIATORS
BLEED AIR WARN (L & R) 5 AMP
BLEED AIR WARNING PRESSURE SWITCHES
GEAR WARNING HORN
LANDING GEAR (WARN) 5 AMP
GEAR WARNING HORN SILENCE BUTTON
GREEN GEAR DOWN LIGHTS
LANDING GEAR (IND) 5 AMP
RED GEAR HANDLE LIGHTS
28V ANNUNCIATOR CONTROL CARD
ANN POWER 7½ AMP MASTER WARNING FLASHERS
MASTER CAUTION FLASHERS


WARNINGS (Cont.)
WARNING PANEL
ANN IND 5 AMP
CAUTION/ADVISORY PANEL
FLIGHT
INTEGRATED AVIONICS PROCESSOR SYSTEM (IAPS)
FGC SERVO (NO. 1 & 2) 5 AMP
2 ELECTRICAL POWER
FLIGHT GUIDANCE PANEL (FGP)

PITCH TRIM 3 AMP ELECTRIC TRIM MOTOR
SYSTEMS
PEDESTAL RUDDER BOOST SWITCH

RUDDER BOOST 5 AMP DIFFERENTIAL PRESSURE SWITCH
RUDDER BOOST SOLENOIDS
OAT PROCESSOR
OUTSIDE AIR TEMP 5 AMP OAT INDICATOR
OAT PROBE
WEATHER
HEATER SWITCHES
FUEL VENT (L & R) 5 AMP
HEATER ELEMENTS
SURFACE DEICE SWITCH
SURF DEICE 5 AMP DEICE DISTRIBUTOR VALVE
TIME DELAY PCB
OVERHEAD PANEL WINDSHIELD WIPER SWITCH
WSHLD WIPER 10 AMP
WIPER MOTOR POWER
LEFT UPLIMIT SWITCH
BRAKE DEICE 5 AMP BRAKE DEICE SWITCH
DEICE BLEED AIR VALVES
ELECTRICAL
GENERATOR CONTROL SWITCH
GEN CONTROL (L & R) 10 AMP
GENERATOR CONTROL PANEL
BUS FEEDERS NO. 1 & 2 (2 ea) 50 AMP NO. 1 & 2 DUAL-FED BUS
AVIONICS
NO. 1 DC CONVERTER
Pilot PFD
AHC1 Secondary
DC CONV (NO. 1 & 2) 15 AMP
NO. 2 DC CONVERTER
MFD
AHC2 Secondary
VOICE RCDR 3 AMP COCKPIT VOICE RECORDER
AVIONICS MASTER 5 AMP AVIONICS MASTER SWITCH
AURAL WARN 3 AMP AVIONICS MASTER CONTROL CB
AVIONICS NO.1 30 AMP AVIONICS BUS NO.1 FEEDER
CABIN AUDIO 7½ AMP CABIN ADDRESS AMPLIFIER
PILOT AUDIO CONT 1 AMP PILOT AUDIO PANEL
PILOT AUDIO 3 AMP PILOT AUDIO AMPLIFIER
RTU 2 AMP RADIO TUNING UNIT
COPILOT AUDIO CONT 1 AMP COPILOT AUDIO PANEL
COPILOT AUDIO 3 AMP COPILOT AUDIO AMPLIFIER
PILOT PFD 10 AMP PILOT PFD


AVIONICS (Cont.)
PILOT DCP 2 AMP PILOT DCP
ATC (NO. 1 & 2) 3 AMP TRANSPONDER (NO. 1 & 2)
NAV (NO. 1 & 2)
NAV (NO. 1 & 2) 3 AMP ADF 1 is contained in NAV 1
2 ELECTRICAL POWER
ADF 2 is contained in NAV 2 (if installed)
AHC SEC (NO. 1 & 2) 2 AMP AHC (NO. 1 & 2)
SYSTEMS
COPILOT PFD 10 AMP COPILOT PFD
COPILOT DCP 2 AMP COPILOT DCP
MFD 10 AMP MFD
RADIO ALTM 2 AMP RADIO ALTIMETER
RADAR 7½ AMP WEATHER RADAR RECEIVER/ANTENNA
TCAS 5 AMP TCAS COMPUTER
PCD 3000 SERIAL PORT
DBU 2 AMP
DATABASE UNIT
EGPWS 3 AMP EGPWS COMPUTER
IAPS (L & R) 7½ AMP IAPS (L & R)
MFD HTR 10 AMP MFD HEATER
PFD HTR (PILOT & COPILOT) 10 AMP PILOT AND COPILOT PFD HEATER
NOSE EQPT COOLING 1 AMP NOSE COOLING FAN
FLIGHT INST COOLING 1 AMP FLIGHT INSTRUMENT COOLING FAN
DME (NO. 1 & 2) 2 AMP DME (NO. 1 & 2)
IEC 7½ AMP IAPS ENVIRONMENTAL CONTROL POWER
CDU (NO. 1 & 2) 3 AMP CDU (NO. 1 & 2)
GPS (NO. 1 & 2) 3 AMP GPS (NO. 1 & 2)
AHC (NO. 1 & 2) 2 AMP AHC (NO. 1 & 2)
ADC (NO. 1 & 2) 2 AMP ADC (NO. 1 & 2)
COM (NO. 1 & 2) 10 AMP COM (NO. 1 & 2)
HF COM 25 AMP RECEIVER TRANSMITTER FOR HF (HIGH-FREQUENCY) RADIO COMMUNICATIONS
HF ANT 5 AMP ANTENNA COUPLER FOR HF (HIGH-FREQUENCY) RADIO COMMUNICATIONS
SELCAL 1 AMP SELCAL (SELECTIVE CALL) DECODER FOR HF RADIO
RADIO
TRANSCEIVER AND BASE STATION FOR THE AIRCELL SATELLITE
TEL 7½ AMP
COMMUNICATIONS SYSTEM
DIALER 1 AMP AIRCELL SATELLITE COMMUNICATIONS
CCP 3 AMP CURSOR CONTROL PANEL FOR THE IFIS-5000 SYSTEM
FSU FAN 1 AMP FILE SERVER UNIT FAN FOR THE IFIS-5000 SYSTEM (ELECTRONIC CHARTS)
CMU 1 AMP COLLINS COMMUNICATIONS MANAGEMENT UNIT FOR UNIVERSAL WEATHER
FSU 3 AMP FILE SERVER UNIT FOR THE IFIS-5000 SYSTEM (ELECTRONIC CHARTS)
COM NO. 3 7½ AMP COMMUNICATIONS RADIO NO. 3 FOR UNIVERSAL WEATHER
PILOT SUBPANEL CIRCUIT BREAKER AND CIRCUIT-BREAKER-TYPE SWITCHES
LANDING GEAR CONTROL SWITCH
LANDING GEAR RELAY 2 AMP HYD FLUID LOW ANNUNCIATOR
RVS NOT READY ANNUNCIATOR


ICE PROTECTION
PITOT HEAT ELEMENTS
PITOT (L & R) 7½ AMP
L & R PITOT HEAT ANNUNCIATORS
PROP DEICE AMMETER
PROP (AUTO/OFF) 25 AMP
DEICE TIMER
2 ELECTRICAL POWER
STALL WARN 15 AMP STALL WARN HEAT CONTROL RELAY

LIGHTS
SYSTEMS
LDG (L & R) 10 AMP LANDING LIGHTS

TAXI 15 AMP TAXI LIGHT
ICE 5 AMP ICE LIGHTS
NAV 5 AMP NAV LIGHTS
RECOG 7½ AMP RECOGNITION LIGHTS
UPPER ROTATING BEACON
BEACON 10 AMP
LOWER ROTATING BEACON
STROBE POWER SUPPLY
STROBE 5 AMP
STROBE TUBES
TAIL FLOOD 15 AMP TAIL FLOODLIGHTS

QUESTIONS
1. What is the rating for the battery? 7. When a generator is off line, what indication
is present?
A. 28-volt, 24 amp/hours
B. 24-volt, 34/36 amp/hours A. An amber L or R GEN annunciator is
illuminated.
C. 28-volt, 34/36 amp/hours
B. No indications are present.
D. 24-volt, 42 amp/hours
2 ELECTRICAL POWER
C. A green DC GEN annunciator is
illuminated.
2. Where is the battery?
SYSTEMS
D. A red DC GEN annunciator is
A. In the left wing center section illuminated.
B. In the aft compartment
C. In the right wing center section 8. Where is the external power receptacle?
D. In the nose compartment A. Under the left wing
B. On the left aft fuselage
3. What is the individual generator rating?
C. Under the right wing, outboard of the
A. 30-volt, 200 amps engine nacelle
B. 24-volt, 300 amps D. On the right forward fuselage
C. 28-volt, 250 amps
D. 32-volt, 250 amps 9. How much continuous current must the
external power unit be capable of supplying?
4. Where are the generator switches? A. 100 amps
A. Under a gang bar on the overhead panel B. 300 amps
B. On the center instrument panel C. 800 amps
C. Under a gang bar on the pilot left D. 1,000 amps
subpanel
D. On the copilot subpanel 10. What indication is provided to alert the
operator that an external power plug is
connected to the aircraft?
5. How is a generator turned on?
A. An audible tone
A. Move the switch to OFF, then to ON.
B. An EXT PWR annunciator
B. Hold the switch to RESET for one
second and release to ON. C. A master warning annunciator
C. Move the switch to ON. D. Fluctuating generator meters
D. Hold the switch to ON for one second.
11. What is the minimum required battery
voltage before using an external power unit?
6. When an engine is being started, in what
position should its GEN switch be? A. 28 volts
A. RESET B. 24 volts
B. ON C. 22 volts
C. OFF D. 20 volts

12. The BATT switch must be left on during use

of external power to?
A. Charge the battery
B. Energize the GCU
C. Power the volt-loadmeters
D. Protect against voltage spikes
2 ELECTRICAL POWER
13. What are the starter limits?

A. 40 seconds ON, 60 seconds OFF,
SYSTEMS
40 seconds ON, 60 seconds OFF,

40 seconds ON, 30 minutes OFF
B. 10 seconds ON, 30 seconds OFF,
60 seconds ON, 90 seconds OFF
C. 20 seconds ON, 60 seconds OFF,
D. 15 seconds ON, 50 seconds OFF,

CHAPTER 3
LIGHTING
CONTENTS
Page
INTRODUCTION................................................................................................................... 3-1
GENERAL............................................................................................................................... 3-1
INTERIOR LIGHTING........................................................................................................... 3-2
Cabin................................................................................................................................ 3-2
Cockpit............................................................................................................................. 3-5
EXTERIOR LIGHTING.......................................................................................................... 3-7
3 LIGHTING
Landing Lights................................................................................................................. 3-7
Taxi Light......................................................................................................................... 3-8
Wing Ice Lights................................................................................................................ 3-8
Navigation Lights............................................................................................................. 3-8
Recognition Lights........................................................................................................... 3-8
Beacon Lights................................................................................................................... 3-8
Tail Floodlights................................................................................................................. 3-8
Strobe Lights.................................................................................................................... 3-8
Airstair Floodlight............................................................................................................ 3-9
Understep Lighting........................................................................................................... 3-9
QUESTIONS......................................................................................................................... 3-10

ILLUSTRATIONS
Figure Title Page
3-1 Threshold Light........................................................................................................... 3-2

3-2 Fluorescent Light Switch............................................................................................. 3-2
3-3 Passenger Warning Signs............................................................................................. 3-3
3-4 Reading Lights............................................................................................................. 3-3
3-5 Cabin Emergency Lighting System Controls (HALO 250 STC Only)....................... 3-4
3-6 Overhead Lighting Controls........................................................................................ 3-5
3-7 Copilot Left Subpanels................................................................................................ 3-5
3-8 Pilot Subpanel.............................................................................................................. 3-6
3-9 Instrument Indirect Lights........................................................................................... 3-6
3 LIGHTING
3-10 FREE AIR TEMP Gauge............................................................................................. 3-7
3-11 Landing and Taxi Lights.............................................................................................. 3-7
3-12 Exterior Lights............................................................................................................. 3-8
3-13 Airstair Floodlight....................................................................................................... 3-9
3-14 Understep Lighting...................................................................................................... 3-9
TABLES
Table Title Page
3-1 Required Charging of Emergency Escape Path Markings............................................3-4

CHAPTER 3
LIGHTING
3 LIGHTING
INTRODUCTION
This chapter describes the lighting system in the King Air B200/B200GT aircraft.
GENERAL
The cockpit panels are illuminated with back reading lights. Threshold and aisle lights operate
lighting and each avionics display is a self- from operation of the airstair door. Aft of the
illuminating liquid crystal display (LCD). airstair is the baggage light switch. The passenger
fasten seatbelt–no smoking signs are provided.
General cabin lighting consists of overhead
fluorescent lights and individual passenger

Both the airstair and baggage area are illumi-

nated. Exterior lights consist of:
• Landing
• Taxi
• Ice inspection
• Navigation
• Recognition
• Beacon
• Strobe
• Area around the airstair door
• Optional vertical tail fin lighting
INTERIOR LIGHTING
PRIOR TO BB-1988
CABIN
3 LIGHTING
Threshold and Aisle Lights

A light at floor level forward of the airstair door
illuminates the threshold (Figure 3-1). Another
light at floor level aft of the spar cover illuminates
the aisle. Both lights illuminate automatically
when the door is opened if the adjacent rocker
switch is positioned to ON. The lights extinguish
automatically when the door is closed and locked.

BY-1 AND SUBSEQUENT
Figure 3-1. Threshold Light Figure 3-2. Fluorescent Light Switch
Fluorescent Lights Passenger Warning Signs

The fluorescent cabin lights are controlled by the The three-position NO SMOKE & FSB–OFF–
START/BRIGHT–DIM–OFF switch on the copi- FSB switch on the copilot left subpanel controls
lot left subpanel (Figure 3-2). the no smoking and fasten seat belts signs
(Figure 3-3).

Cabin Emergency Lighting

System (HALO 250 STC Only)
A cabin lighting system consisting of two LED
flood lamps and a battery pack is installed to
provide lighting in the cabin in the event of a loss
of electrical power. Should the aircraft experience
deceleration beyond normal operations, such as a
crash landing, a G-switch activates the flood lamps.
Two switches—a cabin switch in the ceiling and a

Figure 3-3. Passenger Warning Signs control switch in the cockpit—control operation
The NO SMOKE & FSB position illuminates of the system (Figure 3-5). When entering the
both the no smoking and fasten seatbelts sign cabin during the preflight inspection, the charge
with accompanying chimes, while the FSB posi- level of the emergency lighting system battery
tion illuminates the fasten seatbelts portion. pack should be verified. To do this, place the
cabin switch to ON with the aircraft battery
switch OFF. The emergency cabin flood lamps
Reading Lights should illuminate. If the lamps do not illuminate,
Switches next to each overhead reading light con- the emergency lighting system batteries have
trol the individual reading lights (Figure 3-4). been discharged or there is a malfunction in the
system. Discharged batteries must be removed
and recharged or replaced.
3 LIGHTING
Baggage Area Light
A switch inside and aft of the airstair doorframe Before taxiing, place the cabin switch to ON and
controls the baggage area light. The switch is wired the control switch to ARMED.
to the hot battery bus and does not automatically
extinguish the light when the airstair is closed.
Figure 3-4. Reading Lights

3 LIGHTING
Figure 3-5. Cabin Emergency Lighting System Controls (HALO 250 STC Only)
This is the switch configuration for normal taxiing all three). Table 3-1 lists the minimum charging
and flight operations. time to ensure the markings will perform as
intended throughout the respective flight.
When shutting down and exiting the aircraft,
place both the control switch and the cabin switch Table 3-1. R
EQUIRED CHARGING OF
to OFF. EMERGENCY ESCAPE PATH
It is acceptable to utilize the flood lamps to illu- MARKINGS
minate the cabin whenever needed, such as for Duration of Acceptable
Charging Time
Luminance
boarding or to charge the photoluminescent
escape path markings. Limit the time the flood 5 minutes 1.5 hours
lamps are being powered by the emergency light- 10 minutes 2.5 hours
ing system battery to no more than 20 minutes to 20 minutes 4 hours
ensure the battery will have remaining capacity in 30 minutes 5 hours
case of an emergency.
Passenger Oxygen Switch
Emergency Escape Path
When oxygen flows into the passenger oxygen
Markings (HALO 250 STC Only) system supply line, a pressure-sensitive switch
Photoluminescent markings have been installed in the line closes a circuit, which illuminates the
on the cabin floor outlining the aisle and the paths green PASS OXY ON annunciator.
to the emergency exit door and cabin door. When
any part of a flight will be conducted in darkness, The switch also illuminates the cabin lights, vesti-
the markings must be charged during preflight bule light, and baggage compartment light to full
operations by illuminating the cabin with sunlight intensity, regardless of the position of the cabin
through the cabin windows, the cabin lights, or the lights switch.
emergency cabin flood lamp (or a combination of

COCKPIT
The instrument panel and cockpit lighting The START/BRIGHT–DIM–OFF switch on the
controls are on an overhead light control panel copilot left subpanel controls the fluorescent
in the cockpit (Figure 3-6). Each light group overhead cabin lights (Figure 3-7).
has an individual BRT–DIM/OFF rheostat. The
MASTER PANEL LIGHTS switch controls
power to all bottom row rheostats except for the
pilot and copilot displays cannot be turned off.
PRIOR TO BB-1988
PRIOR TO BB-1988
3 LIGHTING
BY-1 AND SUBSEQUENT
Figure 3-7. Copilot Left Subpanels
The pilot right subpanel has the following

switches (Figure 3-8):
• Landing lights
• Taxi light
• Ice lights
• Navigation lights
• Recognition lights
• Beacons
• Strobe lights
BY-1 AND SUBSEQUENT Another switch on the pilot right subpanel con-
trols the tail floodlights (if installed).
Figure 3-6. Overhead Lighting Controls

Pilot Instrument Panel Lights

The PILOT INSTR PNL rheostat controls the
backlighting for the:
• Audio panel
• Flight guidance panel (FGP)
• Reversionary panel
• Pilot primary flight display (PFD)
Figure 3-8. Pilot Subpanel • Multifunction display (MFD)
• Radio tuning unit (RTU)
CONTROLS AND INDICATIONS • Control display unit (CDU)
Overhead Floodlights • Electronic standby instrument system (ESIS)

The overhead floodlights illuminates the cockpit Pilot Display
area. The OVERHEAD FLOOD rheostat on the
overhead panel controls the floodlights. The pilot The PILOT DISPLAY rheostat controls LCD
and copilot floodlights are not individually con- brightness for the pilot PFD, MFD, and CDU.
trolled, but each light can be aimed where needed. Individual dimming controls are on the PFD,
MFD, and CDU for additional brightness or dim-
3 LIGHTING
ming. The dimming controls allow matching of

Instrument Indirect Lights individual intensities on the PFD, MFD, or CDU.
The instrument lights are under the glareshield
and illuminate the instrument panel (Figure 3-9).
Figure 3-9. Instrument Indirect Lights

Overhead Pedestal and

Subpanel Lights
The OVHD PED & SUB PANEL rheostat
controls the lighting for the overhead panel, ped-
estal, both pilot and copilot subpanels, and the
throttle console.
Side Panel Lights

A SIDE PANEL lights rheostat controls the lights
on the left and right side panels.
Figure 3-10. FREE AIR TEMP Gauge
COPILOT INSTR PNL Rheostat
The COPILOT INSTR PNL rheostat controls EXTERIOR LIGHTING
backlighting for the audio panel and the copilot
PFD buttons.
LANDING LIGHTS
Copilot Display Two sealed-beam landing lights are on the nose
gear (Figure 3-11). The lights are controlled by
The COPILOT DISPLAYS rheostat controls an individual circuit-breaker LANDING–LEFT–
3 LIGHTING
LCD bright/brightness for the copilot PFD. The RIGHT switch in the lighting group on the pilot
DIM rocker switch on the bottom right corner of right subpanel.
the PFD allows fine tuning of brightness if the
overhead rheostat does not illuminate the PFD to
the desired intensity.
MASTER PANEL LIGHTS

ON–OFF Switch
The MASTER PANEL LIGHTS ON–OFF switch
controls power to each bottom row rheostat on the
overhead panel except for the pilot and copilot
PFDs. These lights are adjusted with individual
rheostats, but are extinguished or illuminated
with the MASTER PANEL LIGHTS switch (see
Figure 3-6).
FREE AIR TEMP Gauge

The FREE AIR TEMP gauge is a digital display
on the sidewall. The switch indicates the free air
temperature in Celsius. When the PUSH FOR °F
is pressed, the temperature is displayed in Fahren-
heit (Figure 3-10).
Figure 3-11. Landing and Taxi Lights

TAXI LIGHT STROBE LIGHTS

The single, sealed-beam taxi light is on the nose A strobe light is in each wingtip and the tip of
gear below the landing lights (Figure 3-11). The the tail cone (Figure 3-12). A STROBE circuit
circuit-breaker TAXI switch controls the light and breaker switch on the pilot right subpanel con-
is on the pilot right subpanel. The taxi light and trols the strobe lights.
landing lights do not extinguish automatically
on gear retraction. A green advisory LDG/TAXI RECOGNITION STROBE NAVIGATION
annunciator illuminates any time gear is retracted LIGHTS LIGHT LIGHT
and either landing light or taxi light switch is on.
WING ICE LIGHTS

The ice inspection lights are on the outside of each
nacelle and illuminate the wing leading edge (Fig-
ure 3-12). The ICE circuit-breaker switch on the
pilot right subpanel controls the wing ice lights.
NAVIGATION LIGHTS
Navigation lights are in each wingtip and the hor-
izontal stabilizer tail cone (Figure 3-12).The NAV
3 LIGHTING
circuit-breaker switch on the pilot right subpanel

controls the navigation lights. BEACON
LIGHT
RECOGNITION LIGHTS
Recognition lights are located forward in each
wingtip (Figure 3-12). The RECOG circuit-
breaker switch on the pilot right subpanel controls
the lights.
BEACON LIGHTS
A beacon is on top of the vertical stabilizer and
another beacon is on the bottom of the fuse-
lage (Figure 3-12). A BEACON circuit-breaker
switch on the pilot right subpanel controls the
beacon lights.
TAIL FLOODLIGHTS
WING ICE LIGHT BEACON LIGHT
Optional tail floodlights, on the underside of the
horizontal stabilizer, illuminate the identification
on the vertical stabilizer (Figure 3-12).
The TAIL FLOOD light circuit-breaker switch on

the pilot right subpanel controls the lights. TAIL FLOODLIGHT
Figure 3-12. Exterior Lights

AIRSTAIR FLOODLIGHT NOTES

A flush-mounted floodlight forward of the flaps
in the bottom of the left wing illuminates the
bottom of the airstair door (Figure 3-13). The
floodlight is connected to the hot battery bus and
is controlled by the threshold light switch. The
floodlight extinguishes automatically whenever
the cabin door is closed.
Figure 3-13. Airstair Floodlight
UNDERSTEP LIGHTING
3 LIGHTING
A light under each step illuminates the airstair
door (Figure 3-14). The threshold light switch
controls the understep lights, which extinguish
automatically when the airstair door is closed.
Figure 3-14. Understep Lighting

QUESTIONS
1. Where are most of the cockpit lighting 6. What bus powers the airstair floodlight?
controls?
A. No. 1 dual-fed bus
A. Pilot right subpanel B. Hot battery bus
B. Overhead panel C. No. 2 dual-fed bus
C. Copilot left subpanel D. Isolation bus
D. Pilot side panel
7. After takeoff, how are the landing lights
2. Where is the baggage area light switch extinguished?
located?
A. Automatically as the gear doors close
A. Inside and aft of the airstair doorframe B. Automatically as the aircraft lifts off
B. Within the baggage compartment C. By turning off the LANDING light
C. On the overhead panel switches
D. On the pilot left subpanel D. By turning off the TAXI light switch
3. How are the threshold and aisle lights 8. Where are the ice lights mounted?
illuminated?
A. On the outside of each engine nacelle
3 LIGHTING
A. With a switch aft of the doorframe B. On the wingroot

B. Automatically, when the battery switch C. On the nose
is turned off
D. On either side of the fuselage
C. With a switch on the pilot right subpanel
D. Automatically, when the airstair door is 9. What is the MASTER PANEL LIGHTS
opened and the threshold switch is on switch used for?
A. To control bottom row of lights on the
4. Where is the switch for the strobe lights
overhead panel excluding pilot and copi-
located?
lot display rheostats
A. On the overhead panel B. To shut off all cockpit lights
B. On the copilot side panel C. To intensify all cockpit panel lights
C. On the pilot right subpanel D. To shut off all lights
D. On the pilot side panel
10. (HALO 250 Kit Only) Is it permissible to
5. Where are the recognition lights mounted? utilize the cabin emergency lighting system
to illuminate the cabin during preflight?
A. In each wingtip
B. In the nose fuselage area A. Yes
C. In each wingroot B. No
D. On the vertical stabilizer

CHAPTER 4
MASTER WARNING SYSTEM
CONTENTS
Page
INTRODUCTION................................................................................................................... 4-1
GENERAL............................................................................................................................... 4-1
COMPONENTS...................................................................................................................... 4-4
Dim Mode........................................................................................................................ 4-4
Test Mode......................................................................................................................... 4-4
Glareshield Flashers......................................................................................................... 4-4
Warning Annunciator Panel (Red)................................................................................... 4-4
Caution/Advisory Annunciator Panel (Amber/Green)..................................................... 4-6
EMERGENCY/ABNORMAL................................................................................................. 4-6
QUESTIONS........................................................................................................................... 4-8
4 MASTER WARNING SYSTEM

ILLUSTRATIONS
Figure Title Page
4-1 Component Locations.................................................................................................. 4-2

4-2 MASTER WARNING and MASTER CAUTION Flashers........................................ 4-4
4-3 Warning Annunciator Panel......................................................................................... 4-5
4-4 Caution/Advisory Annunciator Panel.......................................................................... 4-6
TABLES
Table Title Page
4-1 Warning Annuciators.....................................................................................................4-5

4-2 Caution/Advisory Annunciators....................................................................................4-7

CHAPTER 4
MASTER WARNING SYSTEM

INTRODUCTION
This chapter describes the master warning system on the King Air B200/B200GT aircraft. The
master warning system consists of a warning annunciator panel with red readouts in the center of
the glareshield, a caution/advisory annunciator panel with amber and green readouts in the cen-
ter subpanel, and two flashers in front of each pilot on the glareshield (red MASTER WARNING
and amber MASTER CAUTION). Adjacent to the warning annunciator panel on the glareshield
is a PRESS TO TEST pushbutton that illuminates the annunciators and flashers (Figure 4-1).
GENERAL
The annunciators are word readout type MASTER WARNING or MASTER CAUTION
annunciators. When a fault condition covered by flashers. The warning annunciator panel has 20
the annunciator system occurs, a signal is generated lights and 10 legends and the caution/advisory
and the appropriate annunciator illuminates. annunciator panel has 36 lights and 26 legends.
This action, in turn, illuminates either the

PRIOR TO BB-1988
Figure 4-1. Component Locations (Sheet 1 of 2)

Figure 4-1. Component Locations (Sheet 2 of 2)

COMPONENTS WARNING flasher—even if the fault is not cor-

rected. In such a case, the MASTER WARNING
flashers are reactivated if another warning
DIM MODE annunciator illuminates. When a warning fault
is corrected, the affected warning annuncia-
The warning annunciators (red), caution tor extinguishes, but the MASTER WARNING
annunciators (amber), advisory annunciators flashers continue flashing until either switchlight
(green), amber MASTER CAUTION and red is pressed to reset the circuit.
MASTER WARNING flashers each have a bright
mode and a dim mode.
Master Caution Flashers
The dim mode is selected automatically when When an annunciator-covered fault occurs that
all of the following conditions are met: a genera- requires pilot attention, the appropriate amber cau-
tor is online; the MASTER PANEL switch is on; tion annunciator illuminates and both MASTER
the OVERHEAD FLOODLIGHTS are off; the CAUTION lights flash (Figure 4-2). The flashing
PILOT INSTR lights are on; and the ambient light MASTER CAUTION flashers are extinguished
level in the cockpit (as sensed by a photoelectric by pressing either flasher to reset the circuit. Sub-
cell in the overhead light control panel) is below a sequently, when any other caution annunciator
preset value. Unless all of the conditions are met, illuminates, the MASTER CAUTION flashers are
the bright mode is selected automatically. reactivated. The illuminated caution annunciators
remain on until the fault condition is corrected, at
TEST MODE which time they extinguish. The MASTER CAU-
TION flashers continue flashing until either light
The lamps in the annunciator system must be is pressed.
tested before every flight and at any other time
the integrity of a lamp is in question. Pressing the
PRESS TO TEST button to the right of the warning
annunciator panel in the glareshield illuminates MASTER MASTER
the annunciators, both MASTER WARNING WARNING CAUTION
flashers, both MASTER CAUTION flashers, and
PRESS TO RESET PRESS TO RESET
the FIRE indication in both torque/ITT displays
on the MFD engine indicating system (EIS). Also

included in the test are the GPWS annunciators Figure 4-2. M
ASTER WARNING and
and the reversionary panel annunciators. The MASTER CAUTION Flashers
amber NO TRANSFER annunciators on the fuel
panel are not included in the test since they do
not affect the MASTER WARNING or MASTER
CAUTION flashers when a NO TRANSFER con- WARNING ANNUNCIATOR
dition exists. Any lamp that fails to illuminate PANEL (RED)
when tested must be replaced.
Description
GLARESHIELD FLASHERS When a fault indicated by an illuminated warn-
ing annunciator is cleared, the annunciator
Master Warning Flashers extinguishes automatically. Figure 4-3 shows the
If a fault requires immediate attention, the appro- warning annunciator panel.
priate red warning annunciator illuminates and
both MASTER WARNING flashers flash (Figure Illumination Causes
4-2). Illuminated lenses in the warning annun-
ciator panel remain illuminated until the fault Table 4-1 lists colors and causes for illumination
is corrected. The MASTER WARNING flashers in the aircraft.
are extinguished by pressing either MASTER

Figure 4-3. Warning Annunciator Panel
Table 4-1. WARNING ANNUCIATORS

NOMENCLATURE CAUSE FOR ILLUMINATION
FIRE IN LEFT ENGINE

COMPARTMENT
CABIN/CARGO DOOR OPEN OR

NOT SECURE
CABIN ALTITUDE EXCEEDS

12,500 FEET
FIRE IN RIGHT ENGINE

COMPARTMENT

FUEL PRESSURE LOW ON LEFT
SIDE
FUEL PRESSURE LOW ON

RIGHT SIDE
LOW OIL PRESSURE LEFT

ENGINE
LOW OIL PRESSURE RIGHT

ENGINE
MELTED OR FAILED PLASTIC

LEFT BLEED AIR FAILURE
WARNING LINE
MELTED OR FAILED PLASTIC

RIGHT BLEED AIR FAILURE
WARNING LINE

CAUTION/ADVISORY condition indicated on the illuminated lens. Fig-

ANNUNCIATOR PANEL ure 4-4 shows the annunciator panel.
(AMBER/GREEN)
Illumination Causes
Description Table 4-2 lists the aircraft warning legends
If a cautionary fault exists, the appropriate amber nomenclatures, colors, and illumination causes
annunciator illuminates. When the indicated (starting at the top left and moving to the right).
cautionary fault is cleared, the annunciator
extinguishes automatically.
The caution annunciator panel also has green

EMERGENCY/
annunciators. No master flashers are associated ABNORMAL
with green annunciators since these annunciators
indicate functional situations that do not demand For specific information on emergency/abnormal
immediate attention or reaction. A caution annun- procedures, refer to the appropriate abbreviated
ciator is extinguished only by correcting the checklists or the FAA-approved AFM.
PRIOR TO BB-1988
BB-1988 AND SUBSEQUENT, AND BY-1 AND SUBSEQUENT

Figure 4-4. Caution/Advisory Annunciator Panel

Table 4-2. CAUTION/ADVISORY ANNUNCIATORS

NOMENCLATURE CAUSE FOR ILLUMINATION NOMENCLATURE CAUSE FOR ILLUMINATION
ENGINE ANTI-ICE VANE

LEFT GENERATOR OFF LINE
EXTENDED
HYDRAULIC FLUID IN THE BRAKE DEICE HAS BEEN

LANDING GEAR SYSTEM IS LOW SELECTED
PROPELLER LEVERS ARE NOT

IN THE HIGH-RPM, LOW-PITCH LANDING LIGHT OR TAXI LIGHT
POSITION WITH LANDING GEAR ON WITH LANDING GEAR UP
EXTENDED
OXYGEN IS AVAILABLE TO THE
RIGHT GENERATOR OFF LINE PASSENGERS
CABIN ELECTRIC HEAT IS ON,

METAL CONTAMINATION IN THE
PRIOR TO BB-1988
LEFT ENGINE OIL IS DETECTED
CABIN ELECTRIC HEAT IS ON,

DUCT AIR TOO HOT
BY-1 AND SUBSEQUENT
RIGHT ENGINE ANTI-ICE VANE

METAL CONTAMINATION IN THE
EXTENDED
RIGHT ENGINE OIL IS DETECTED
LEFT STARTER/IGNITION
LEFT ENGINE ANTI-ICE
SWITCH IS IN THE ENGINE/
MALFUNCTION. ICE VANE
IGNITION MODE OR LEFT
HAS NOT ATTAINED PROPER
AUTOIGNITION SYSTEM IS
POSITION
ARMED AND LEFT ENGINE
LEFT PITOT HEAT ELEMENT IS TORQUE IS BELOW 400 FOOT-
NOT ENERGIZED (SWITCH IS POUNDS
OFF OR ELEMENT HAS FAILED)
LEFT ENVIRONMENTAL BLEED-

AIR VALVE IS CLOSED
EXTERNAL POWER CONNECTOR
IS PLUGGED IN
CROSSFEED HAS BEEN
RIGHT PITOT HEAT ELEMENT SELECTED
IS NOT ENERGIZED (SWITCH IS
OFF OR ELEMENT HAS FAILED)
RIGHT ENVIRONMENTAL BLEED-
RIGHT ENGINE ANTI-ICE AIR VALVE IS CLOSED
MALFUNCTION. ICE VANE
HAS NOT ATTAINED PROPER
RIGHT STARTER/IGNITION
POSITION
SWITCH IS IN THE ENGINE/
AUTOFEATHER ARMED WITH IGNITION MODE OR RIGHT
POWER LEVERS ADVANCED AUTOIGNITION SYSTEM IS
ABOVE APPROXIMATELY 90% N1 ARMED AND RIGHT ENGINE
POWER LEVER POSITION TORQUE IS BELOW 400 FOOT-
POUNDS
RIGHT ENGINE RPM IS TOO LOW * Optional Equipment
FOR AIR CONDITIONING LOAD
AUTOFEATHER ARMED WITH

POWER LEVERS ADVANCED
ABOVE APPROXIMATELY 90% N1
POWER LEVER POSITION

QUESTIONS
1. How are the MASTER CAUTION flashers
dimmed?
A. By using the BRT DIM switch
B. With the overhead control rheostats
C. Automatically relative to cockpit light
intensity
D. With the CAUTION switch on the copi-
lot subpanel
2. How are the annunciators tested?

A. By pressing each light legend
B. By positioning the CAUTION switch
to ON
C. With the APPROACH PLATE rheostat
D. With the PRESS TO TEST switch
3. To extinguish a MASTER WARNING

flasher, what action must be taken?
A. Position the CAUTION switch to OFF
B. Press either MASTER WARNING
flasher
C. Press the PRESS TO TEST button
D. Clear the illuminating fault
4. When does a red annunciator extinguish?

A. When the indicated fault is cleared
B. When the MASTER WARNING flasher
is pressed
C. When the RESET button is pressed
D. When the TEST button is pressed

CHAPTER 5
FUEL SYSTEM
CONTENTS
Page
INTRODUCTION................................................................................................................... 5-1
GENERAL............................................................................................................................... 5-1
MAIN AND AUXILIARY FUEL SYSTEMS......................................................................... 5-2
COMPONENTS...................................................................................................................... 5-2
Firewall Shutoff Valve...................................................................................................... 5-2
Engine-Driven Boost Pump.............................................................................................. 5-4
Standby Boost Pump........................................................................................................ 5-5
Firewall Fuel Filter........................................................................................................... 5-5
Fuel Heater....................................................................................................................... 5-5
High-Pressure Engine Fuel Pump.................................................................................... 5-6
Fuel Manifold Clearing.................................................................................................... 5-6
CONTROLS AND INDICATIONS......................................................................................... 5-7
Low Fuel Pressure Switch................................................................................................ 5-7
Fuel Flow Transmitter and Indications............................................................................. 5-8
OPERATION........................................................................................................................... 5-8
Routing to the Engine....................................................................................................... 5-8
Auxiliary Fuel Transfer System....................................................................................... 5-8
Fuel Crossfeed System................................................................................................... 5-10
Fueling............................................................................................................................ 5-11
5 FUEL SYSTEM

LIMITATIONS....................................................................................................................... 5-11
Approved Fuel Grades and Operating Limitations........................................................ 5-11
Approved Fuel Additives................................................................................................ 5-12
Fueling Considerations................................................................................................... 5-13
Zero-Fuel Weight............................................................................................................ 5-13
QUESTIONS......................................................................................................................... 5-14
5 FUEL SYSTEM
5-ii FOR TRAINING PURPOSES ONLY Revision 1.0

ILLUSTRATIONS
Figure Title Page
5-1 Fuel System Schematic................................................................................................ 5-3

5-2 Fuel Pressure Warning Lights...................................................................................... 5-4
5-3 Fuel Control Panel....................................................................................................... 5-5
5-4 Fuel Purge System....................................................................................................... 5-6
5-5 Fuel Flow Indications.................................................................................................. 5-8
5-6 Auxiliary Fuel Transfer System................................................................................... 5-9
5-7 Fuel Crossfeed System.............................................................................................. 5-10
5-8 FUEL CROSSFEED Annunciator............................................................................. 5-11
5-9 Fuel Temperature (OAT) Versus Minimum Oil Temperature Graph.......................... 5-12
TABLES
Table Title Page
5-1 Drain Locations.............................................................................................................5-7
5 FUEL SYSTEM

CHAPTER 5
FUEL SYSTEM
INTRODUCTION
This chapter describes the fuel system of the King Air B200/B200GT aircraft. The fuel system
consists of two separate wing fuel systems connected by a common crossfeed line and solenoid-
operated crossfeed valve. Each wing system is further divided into a main and an auxiliary
system. The main system employs a total of 386 gallons of usable fuel; the auxiliary system, 158
gallons. At 6.7 pounds per gallon, these totals convert to 2,586 pounds in the main system and
1,058 pounds in the auxiliary system. Total usable fuel is 544 gallons, or 3,644 pounds.
GENERAL
Each main fuel system is fueled through a filler improperly or got lost in flight. The auxiliary fuel
5 FUEL SYSTEM
opening on top of each wing at the outer wingtip. system in each wing consists of a rubber bladder-
Fuel flows by gravity to the nacelle tank. Each type tank in each wing center section from which
auxiliary fuel system is fueled through its own auxiliary fuel is transferred by a jet pump to the
filler port. An antisiphon valve at each filler nacelle tank in the main fuel system.
point prevents fuel loss if the filler cap secured

Additionally, the fuel system has a fully automatic usable fuel capacity of the main fuel system is 386
vent system; a capacitance fuel gauging system on gallons. The filler cap for the main fuel system is
each side that provides separate quantity readings on top of the leading edge of the wing near the
for each main and auxiliary fuel system; and a tip. The cap has an antisiphon valve. Fuel flows
fuel filter system with a filter bypass that enables by gravity from the main tank to the nacelle tank.
fuel feed to the engine if the filter becomes iced
or clogged. The auxiliary fuel system consists of a fuel tank
in each wing center section, with a total usable
A high-pressure fuel pump and a low-pressure capacity of 79 gallons per side. Each auxiliary
boost pump are engine-driven through the fuel system is equipped with its own filler port
accessory drive section. The high-pressure fuel and antisiphon valve. While the auxiliary fuel
pump delivers fuel to the engine. system is being used, fuel is transferred from the
auxiliary tank to the nacelle tank by a jet transfer
The engine-driven boost pump delivers low- pump that is adjacent to the outlet strainer and
pressure fuel to the high-pressure fuel pump to drain in the auxiliary fuel cell.
prevent cavitation and ensure continuous fuel
flow. If the engine-driven boost pump fails, the A swing check valve in the gravity feed line pre-
electric standby boost pump must be actuated. vents reverse flow into the outboard tanks when
the auxiliary transfer system is in use. When aux-
The low-pressure standby boost pump is iliary fuel is exhausted, normal gravity flow from
electrically powered and is submerged in the the outboard tanks to the nacelle tanks begins.
bottom of the nacelle tank.
A pneumatic pressure fuel purge system delivers

fuel remaining in the engine fuel nozzle manifolds
COMPONENTS
at engine shutdown to the combustion chamber
for burning. FIREWALL SHUTOFF VALVE
A fuel crossfeed system is available for, and The fuel system has two in-line motor-driven
limited to, single-engine operation to crossfeed firewall shutoff valves, one on each side. Each is
from the main fuel system. However, if needed, controlled by a corresponding (guarded) switch
all published usable fuel in either wing system is near the circuit breakers on the fuel control panel
available for crossfeed to either engine. (see Figure 5-3). The switches are LEFT and
RIGHT FIREWALL SHUTOFF VALVE, OPEN,
Approved fuel grades, operating limitations, and CLOSED.
and fueling considerations are covered in the
“Limitations” section of this chapter. A red guard (guarded open) over each switch
prevents inadvertent activation to the closed
The fuel system is covered in this chapter up to the position. The firewall shutoff valves, like the
high-pressure, engine-driven fuel pump, at which standby boost pumps, are powered by the No. 3
point fuel system operation becomes a function left and No. 4 right dual-fed buses. The firewall
of the engine. Refer to Chapter 7—“Powerplant” shutoff valves also are powered from the hot
for additional information. battery bus.
Therefore, they can be operated with the bat-

MAIN AND AUXILIARY tery switch in any position. When the valves are
5 FUEL SYSTEM
closed, fuel is cut off from the engine.

FUEL SYSTEMS
Each fuel system is divided into a main and an
auxiliary fuel system, with a total usable fuel
capacity of 544 gallons (Figure 5-1). The total

ENGINE FUEL
MANIFOLD
Revision 1.0
FUEL FLOW TRANSMITTER AND INDICATOR
P3 BLEED-AIR LINE
ENGINE-DRIVEN HIGH PRESS FUEL PUMP

LEGEND
UNPRESSURIZED FUEL FUEL HEATER
PRESSURIZED FUEL AIR FILTER
FUEL PURGE TANK
TRANSFER JET FUEL FUEL CONTROL PURGE LINE
FIREWALL FUEL FILTER
FUEL VENT LEFT FUEL PRESSURE ANNUNCIATOR
PRESSURE SWITCH ENGINE DRIVEN BOOST PUMP
P3 BLEED AIR
CHECK VALVE
FUEL QUANTITY PROBE FIREWALL SHUTOFF VALVE
GRAVITY FLOW CHECK VALVE
STANDBY BOOST PUMP
MOTIVE FLOW VALVE
PRESSURE SWITCH FOR LEFT NO FUEL NACELLE TANK 57 GALLONS
TRANSFER LIGHT ON CAUTION PANEL
VENT FLOAT VALVE
WS 290.92
DRAIN VALVE
PRESSURE RELIEF VALVE
CROSSFEED VALVE
WING LEADING EDGE WING LEADING EDGE STRAINER, DRAIN

13 GALLONS 40 GALLONS AND FUEL SWITCH

INTEGRAL 25 GALLONS 23 GALLONS
(WET CELL) BOX SECTION BOX AUXILIARY
35 GALLONS SECTION
AIR INLET 79 GALLONS

TRANSFER
RECESSED VENT FLOAT CHECK VALVE
VENT FLOAT VALVE JET PUMP
HEATED RAM VENT DRAIN VALVE
DRAIN
FLAME ARRESTOR
Figure 5-1. Fuel System Schematic
5-3
5 FUEL SYSTEM
ENGINE-DRIVEN BOOST PUMP light illuminates when pressure decreases below

10 ± 1 psi. Activation of the standby boost pump
The low-pressure, engine-driven boost pump is on the side of the failure increases the pressure
on a drive pad on the aft accessory section of the and extinguishes the light.
engine. The boost pump delivers low-pressure
fuel to the engine high-pressure fuel pump, thus
preventing cavitation. CAUTION
The boost pump is protected against contamination Engine operation with the fuel pres-
by a strainer, and has an operating capacity of sure annunciator illuminated is limited
1,250 pph at a pressure of 25 to 30 psi. to 10 hours before overhaul or replace-
ment of the high-pressure main engine
Since it is engine driven, the pump operates fuel pump.
any time the gas generator (N1) is turning and
provides sufficient fuel to the high-pressure pump
for all flight conditions. When using aviation gas in climbs above 20,000
feet, the first indication of insufficient fuel
An exception exists with aviation gasoline pressure is an intermittent flicker of the red FUEL
where flight above 20,000 feet altitude requires PRESS switchlights.
both standby boost pumps to be operational and
crossfeed to be operational. Fuel flow and torque also can fluctuate greatly.
These conditions are eliminated by activating the
If a low-pressure engine-driven boost pump fails, standby pumps.
the L or R red FUEL PRESS light illuminates on
the warning annunciator panel (Figure 5-2). The
5 FUEL SYSTEM
Figure 5-2. Fuel Pressure Warning Lights

STANDBY BOOST PUMP FIREWALL FUEL FILTER

An electrically-driven, low-pressure standby Fuel is filtered through a 20-micron filter on the
boost pump in the bottom of each nacelle tank is firewall, which incorporates an internal bypass.
used for: The bypass opens to permit uninterrupted fuel
supply to the engine in case of filter icing or
• Backup pump for use in the event of an blockage. In addition, there is a screen strainer at
engine-driven fuel boost pump failure each tank outlet before fuel reaches the fuel boost
• Used with aviation gas above 20,000 feet and auxiliary transfer pumps.
• During crossfeed operation
FUEL HEATER
If a standby pump becomes inoperative, crossfeed
can be accomplished only from the side of the Fuel is heated prior to entering the fuel control
operative standby pump. unit by an oil-to-fuel heat exchanger. An engine
oil line is in close proximity with the fuel line
Electrical power for standby pump operation is and, through conduction, a heat transfer occurs.
controlled by the STANDBY PUMP ON–OFF The purpose of heating the fuel is to remove
lever-lock switches on the fuel control panel (see any ice formation which can have occurred or
Figure 5-3) and DC power is supplied from the preclude any ice from forming, and which can
dual fed buses. With the master switch on, power result in fuel blockage at the fuel control unit. See
is supplied from the No. 3 left or No. 4 right bus “Limitations” at the end of this chapter. The fuel
feeders through the STANDBY PUMP circuit heater is thermostatically controlled to maintain
breakers on the fuel control panel to the pumps. a fuel temperature of 70° to 90°F (21° to 32°C)
under normal conditions. If the fuel temperature
5 FUEL SYSTEM
Figure 5-3. Fuel Control Panel

rises above 90°F (32°C), the fuel automatically lever is placed in the fuel cutoff position and the
bypasses the fuel heater. fuel pressure in the fuel manifold decreases (Fig-
ure 5-4.
If the fuel is extremely cold, and the oil temper-
ature is too low, the unit can not be capable of Fuel enters the fuel manifolds in the normal
preventing icing in the FCU. If a recommended manner via the flow divider. Incorporated in the
oil temperature of 55°C is not obtained, the oil flow divider is the dump valve which functions to
vs. fuel temperature graph in the “Limitations” prevent fuel from the fuel control from entering
section specifies under what conditions icing can the purge line while the engine is in operation.
occur. The fuel heater is automatic and requires P3 air is extracted from the engine compressor
no pilot action. and sent to the airframe services (pressurization/
pneumatics) just aft of the fireseal.
HIGH-PRESSURE
At the point where the airframe services
ENGINE FUEL PUMP distribution is separated, a small line is tapped off
The high-pressure engine fuel pump is engine and P3 air is sent via a filter and check valve to
driven and is on the accessory drive in conjunc- the purge tank.
tion with the fuel control unit. The gear-type pump
supplies the fuel pressure needed for a proper The output end of the purge tank also has a check
spray pattern in the combustion chamber. Failure valve, working in conjunction with the dump
of this pump results in an immediate flameout. valve, which prevents the return of fuel or air
from the fuel manifolds to the purge tank.
FUEL MANIFOLD CLEARING In normal operation, the P3 air generated by
the engine is held within the purge tank by the
Fuel Purge System input check valve and fuel pressure which holds
The fuel purge system uses P3 bleed air to purge the dump valve shuttle closed. When the engine
the fuel manifolds of fuel when the condition
FUEL
FLOW
FUEL ENGINE
FUEL FUEL CONTROL
HEAT PUMP UNIT
FROM
DUMP P3 AIR
VALVE
POPPET
VALVE
FIRESEAL
PURGE
LINE
CHECK CHECK
VALVE VALVE
PURGE TANK
FILTER
TO
PNEUMATICS
5 FUEL SYSTEM
TO
FLOW
LEGEND PACKAGE
BOOST PUMP PRESSURE
HIGH-PRESSURE FUEL
ENGINE BLEED AIR
Figure 5-4. Fuel Purge System

is shut down, fuel pressure on the dump valve Power is supplied through the capacitance probes
shuttle decreases. to the quantity indicator.
The shuttle valve opens when P3 pressure is greater

than fuel manifold pressure. This allows P3 air to Antisiphon Valve
enter the fuel manifolds, forcing the remaining fuel An antisiphon valve at each filler port prevents
in the manifolds into the burner can. loss of fuel in the event of improper securing or
loss of the filler cap in-flight.
Since combustion has not ceased, this small
amount of fuel from the manifolds is now burned,
which can result in a small rise in ITT and N1. Vent System
Refer to Chapter 7—“Powerplant” for additional The two wing fuel systems are vented through
information on the purge system. recessed ram vents coupled to protruding heated
ram vents on the underside of the wing adjacent
Fuel Gauge System to the nacelle. One vent on each side is recessed
and aerodynamically prevents ice from forming.
A capacitance-type fuel gauge system monitors The other vent is protruding and is heated to
fuel quantity in either the main or auxiliary fuel prevent icing. Refer to Chapter 10—“Ice and
system for each side. Two fuel gauges, one for Rain Protection” for additional information.
each wing fuel system, are on the fuel control
panel (see Figure 5-3). An air inlet at the wingtip vents all seven tanks.
Quantity is read directly in pounds. An error of Fuel Drains

3% maximum can be encountered in the sys-
tem. The readings are compensated for density Each wing has five sump drains and a firewall fil-
changes caused by temperature variations. A ter drain. Table 5-1 shows the drain locations.
FUEL QUANTITY–MAIN–AUXILIARY switch
on the fuel control panel allows monitoring of
the main or auxiliary system fuel quantity. The
switch is springloaded to the main system and
CONTROLS AND
must be held in the auxiliary position for reading. INDICATIONS
The fully independent indicating system on each
side of the aircraft has eight probes:
LOW FUEL PRESSURE SWITCH
• One inboard box fuel cell
A fuel pressure-sensing switch is on top of the
• One nacelle fuel cell firewall fuel filter. If an engine-driven boost
• Two integral wet-wing cell pump fails or any other failure causing low
pressure in the fuel line occurs, the respective fuel
• Two inboard leading edge cell pressure switch closes and the red FUEL PRESS
• Two auxiliary tank switchlight illuminates (seeFigure 5-2).
Table 5-1. DRAIN LOCATIONS

DRAINS LOCATION
5 FUEL SYSTEM
Leading edge tank Outboard of nacelle underside of wing

Integral tank Underside of wing forward of aileron
Firewall fuel filter Underside of cowling forward of firewall
Sump strainer Bottom center of nacelle forward of the wheel well
Gravity feed line Outboard side of nacelle
Auxiliary tank At wing root just forward of the flap

The switchlight illuminates any time pressure Fuel is then directed through the dual fuel mani-
decreases below 10 ±1 psi. The switchlight fold to the fuel sprayer nozzles and into the
normally extinguishes when the standby boost annular combustion chamber. Fuel also is taken
pump on that side is switched on. from just downstream of the firewall fuel filter
to supply the auxiliary tank transfer system with
This switch also sends a signal to the auxiliary motive fuel flow.
fuel transfer printed circuit board advising the
system if fuel pressure is not available for aux-
iliary tank transfer with the corresponding NO AUXILIARY FUEL TRANSFER
TRANSFER annunciator illuminated. SYSTEM
When auxiliary fuel is available, the auxiliary
FUEL FLOW TRANSMITTER fuel transfer system automatically transfers fuel
AND INDICATIONS from the auxiliary tank to the nacelle tank. No
pilot action is involved. The jet transfer pump in
The fuel flow gauges readout on the engine indi- the auxiliary tank operates on the venturi prin-
cating system (EIS) indicates fuel flow in pounds ciple using the fuel and boost pump for motive
per hour (Figure 5-5). flow. The engine-driven or electric low-pressure
boost pump routes fuel through the motive flow
valve–which normally is closed, through the jet
pump, and into the nacelle tank. Fuel moving
through the jet pump venturi creates suction in
the jet pump, which draws fuel from the auxiliary
tank.
During engine start, a 30- to 50-second delay is

in the automatic transfer system and allows all
fuel pressure to be used for engine starting. At
the end of the delay, the motive flow valve opens
automatically and fuel transfer begins. Monitor
Figure 5-5. Fuel Flow Indications the NO TRANSFER annunciators on the fuel
panel to ensure that the annunciators extinguish
30 to 50 seconds after engine start. Monitor the
The fuel flow transmitters are downstream of the auxiliary fuel level at the beginning of flight to
fuel control unit to only indicate fuel used for ensure that fuel transfer is occurring.
combustion.
Fuel pressure from either the engine-driven
boost pump or the electric standby boost pump
OPERATION (normally 25 to 30 psi) opens a fuel pressure
sensing switch and extinguishes the red L or R
FUEL PRESS switchlight (see Figure 5-2). A
ROUTING TO THE ENGINE minimum pressure of 10 ± 1 psi is required to
extinguish the light.
After exiting the main fuel system, fuel passes
through the firewall shutoff valve. Immediately The same L or R FUEL PRESS switchlight
downstream of this valve is the low-pressure, also sends a signal to the auxiliary fuel transfer
5 FUEL SYSTEM
engine-driven boost pump. From this pump, fuel printed circuit board to indicate that motive flow
is routed to the firewall fuel filter and pressure is available for fuel transfer. If the auxiliary tank
switch, through a fuel heater, which uses heat has fuel, the circuit board opens the motive flow
from engine oil, to the engine fuel pump and the valve within 30 to 50 seconds. With the motive
fuel control unit (FCU), and then through the fuel flow valve open, fuel is permitted to flow through
flow transmitter. the auxiliary transfer line.

If fuel pressure in the auxiliary transfer line is at TRANSFER annunciator on the applicable side of
least 4 to 6 psi, a pressure switch, which normally the fuel control panel. The motive flow valve can
is closed, opens and extinguishes the amber NO be manually energized open by positioning the
TRANSFER annunciator on the fuel panel. When AUX TRANSFER OVERRIDE–AUTO switch to
the auxiliary tank empties, a float switch in the OVERRIDE. The switch normally is positioned
auxiliary tank transmits a signal to close the to AUTO (see Figure 5-3).
motive flow valve.
This procedure bypasses the automatic feature
The motive flow valve normally closes after a in the auxiliary transfer system and sends DC
delay of 30 to 60 seconds to prevent cycling of power directly to the motive flow valve. The
motive flow valve due to sloshing fuel. The valve amber NO TRANSFER annunciator extinguishes
closure does not illuminate the NO TRANSFER if the motive flow valve opens and fuel pressure
annunciator because no fuel is left to transfer. is sensed downstream of the valve (Figure 5-6).
If the motive flow valve or its associated circuitry The amber NO TRANSFER lights are dimmed
fails, the valve closes (normal position). Loss through the automatic dimming system.
of motive flow pressure with fuel remaining
in the auxiliary tank illuminates the amber NO
AUX TRANSFER
AUX SWITCH
TRANSFER OVERRIDE
MOTIVE FLOW
AUTO FLOAT 6-PSI PRESSURE
SWITCH SWITCH NO TRANSFER
TEST SWITCH
NOT EMPTY
EMPTY
CROSSFEED 30-60 SEC

ON AUTOMATIC
FUEL DELAY
TRANSFER
PCB JET
NC TRANSFER
PUMP TO
NACELLE
TANK
MOTIVE
FLOW VALVE
FROM
BOOST AUX TANK
PUMP 10-PSI SUMP
PRESSURE
SWITCH PRESSURE
WARNING
TO ANNUNCIATOR
FROM
TO ENGINE BOOST
PUMP
Figure 5-6. Auxiliary Fuel Transfer System

5 FUEL SYSTEM

FUEL CROSSFEED SYSTEM Positioning the CROSSFEED switch LEFT or

RIGHT directly affects four circuits and can indi-
Crossfeeding is conducted only during single- rectly cause a fifth indication:
engine operation, when it can be necessary to
supply fuel to the operative engine from the fuel • Green FUEL CROSSFEED annunciator
system on the opposite side (Figure 5-7). illuminates (Figure 5-8).
• CROSSFEED valve opens.
The simplified crossfeed control positions are • Standby boost pump on the delivery side
CROSSFEED FLOW and OFF (see Figure is activated.
5-3). The STANDBY PUMP switches must be
positioned to OFF for crossfeeding. • The motive flow valve on the receiving
side closes, stopping auxiliary tank fuel
transfer.
CAUTION • If fuel is in the receiving side auxiliary
tank, then the NO TRANSFER annuncia-
The auxiliary transfer switch must be tor illuminates as a result of the motive
positioned to AUTO on the side being flow valve closing. Note that this does not
crossfed. If auxiliary fuel supply is occur if no auxiliary fuel is available.
required from the inoperative engine
side, the firewall valve must be opened Illumination of the green FUEL CROSSFEED
provided engine shutdown was not due switchlight indicates crossfeed is selected, not
to a fuel leak or fire. that the crossfeed valve has moved. The “Before
Engine Starting” checklist includes a crossfeed
test to ensure operation of this valve.
During the test, ensure that both red FUEL PRESS

switchlights extinguish when the CROSSFEED
switch is positioned to LEFT or RIGHT, indicat-
ing the valve has opened.
10 PSI FUEL 10 PSI FUEL

PRESSURE PRESSURE
LIGHT SWITCH LIGHT SWITCH
UNPRESSURIZED FUEL
LOW-PRESSURE PRESSURIZED FUEL
ENGINE-DRIVEN
TRANSFER JET FUEL
FUEL PUMP
MOTIVE FUEL VENT
FIREWALL
FLOW
MOTIVE SHUTOFF
FIREWALL VALVE
FLOW VALVE
SHUTOFF VALVE
VALVE
STANDBY
BOOST
PUMP
CROSSFEED
VALVE
5 FUEL SYSTEM
Figure 5-7. Fuel Crossfeed System

Figure 5-8. FUEL CROSSFEED Annunciator
FUELING rate equals the number of hours to be charged

against time between overhauls (TBO).
Fuels and fueling considerations are covered in
the “Limitations” section of this chapter.The pro- The pilot must be familiar with the consumption
cedure for blending anti-icing additive with fuel rate of his aircraft and record the number of gallons
is accomplished during fueling, and is covered in taken aboard for each engine. It is recommended
the “Normal Procedures” section of the Aircraft that the pilot refer also to the “Limitations chart”
Flight Manual (AFM). in the POH concerning standby boost pumps and
crossfeed operations when aviation gasoline is
used.
LIMITATIONS Takeoff is prohibited if either fuel quantity gauge
indicates less than 265 pounds of fuel or is in the
APPROVED FUEL GRADES yellow arc. Crossfeed is used for single-engine
AND OPERATING LIMITATIONS operation only.
Commercial grades Jet A, Jet A-1, and Jet B, and Operation of either engine with its corresponding
Military grades JP-4 and JP-5 are recommended fuel pressure warning annunciator (L or R FUEL
fuels for use in the aircraft. They can be mixed in PRESS) illuminated is limited to 10 hours
any ratio. between overhaul or replacement of the high-
pressure main engine fuel pump.
Aviation gasoline Grades 80 Red (formerly 80/87),
91/98, 100LL Blue (same as 100L Green in some NOTE
countries), 100 Green (formerly 100/130), and Windmilling time is not charged
115/145 Purple are emergency fuels. Emergency against this time limit. The maximum
fuels can be mixed with recommended fuels in
5 FUEL SYSTEM
allowable fuel imbalance is 1,000

any ratio. pounds.
However, when aviation gasoline is used, operation
is limited to 150 hours between engine overhauls.
The number of gallons taken aboard for each
engine divided by the engine fuel consumption

Figure 5-9. Fuel Temperature (OAT) Versus Minimum Oil Temperature Graph
APPROVED FUEL ADDITIVES CAUTION

Anti-icing additive conforming to specifica- Anti-icing additive must be properly
tion MIL-I-27686 or MIL-I-85470 are the only blended with the fuel to avoid deteri-
approved fuel additives. oration of the fuel cells. The additive
concentration by volume shall be a
Engine oil is used to heat the fuel on entering the minimum of 0.10% and a maximum of
fuel control. Since no temperature measurement 0.15 %.
is available for the fuel at this point, it must be
assumed to be the same as the OAT. Figure 5-9 is
supplied for use as a guide in preflight planning,
based on known or forecast operating conditions, CAUTION
to allow the operator to become aware of operating Anti-icing additive per MIL-I-27686 is
temperatures at which icing of the fuel control blended in JP-4 fuel per MEL-T-5624
could occur. at the refinery, and no further treatment
is necessary. Some fuel suppliers blend
If oil temperature versus OAT indicates that ice anti-icing additive in their storage
formation can occur during takeoff or in flight, tanks. Prior to refueling, check with
anti-icing additive per MIL-I-27686 or MIL-I- the fuel supplier to determine whether
85470 must be mixed with the fuel at refueling to or not the fuel has been blended. To
ensure safe operation. assure proper concentration by volume
of fuel on board, only enough additive
5 FUEL SYSTEM
for the unblended fuel must be added.

FUELING CONSIDERATIONS
Do not put any fuel into the auxiliary tanks unless
the main tanks are full. The aircraft must be stati-
cally grounded to the servicing unit. The servicing
unit must also be grounded.
The fuel filler nozzle must not be allowed to rest

in the tank filler neck as the filler neck might be
damaged.
It is recommended that a period of three hours be

allowed to elapse after refueling so that water and
other fuel contaminants have time to settle.
A small amount of fuel must then be drained from

each drain point and checked for contamination.
In addition, fuel filters must be cleaned whenever
fuel is suspected of being contaminated.
ZERO-FUEL WEIGHT
The maximum zero-fuel weight is 11,000 pounds.
EMERGENCY/
ABNORMAL
For specific information on emergency/abnormal
procedures, refer to the appropriate abbreviated
checklists or the FAA-approved AFM.
5 FUEL SYSTEM

QUESTIONS
1. Fuel is heated prior to entering the fuel con- 5. When is crossfeed use authorized?
trol unit by:
A. For single-engine operation
A. Bleed air from the engine compressor B. For climbs above 20,000 feet when avia-
B. Engine oil, through an oil-to-fuel heat tion gas is used
exchanger C. When one standby pump is inoperative
C. The friction heating caused by the boost D. When fuel pressure decreases below 10
pump ± 1psi
D. An air-to-fuel heat exchanger prior to
the fuel control unit 6. Which of the following limitations applies
to operation with aviation gas?
2. Which of the following is not affected when
A. A maximum altitude of 20,000 feet with
the crossfeed switch is moved to the right or
both standby boost pumps operative and
left?
150 hours between overhauls
A. The override function for auxiliary fuel B. A maximum altitude of 31,000 feet with
transfer standby boost pump inoperative and 150
B. The crossfeed valve hours between overhauls
C. The standby pump on the side supplying C. A maximum altitude of 20,000 feet with
the fuel one standby pump inoperative and 150
D. The motive flow valve on the side being hours between overhauls
fed D. A maximum of 150 hours between over-
hauls
3. Which of the following is electrically pow-
ered? 7. Operation of the engine with the L or R
FUEL PRESS annunciator illuminated is
A. Engine-driven boost pump
limited to which of the following?
B. Standby boost pump
A. Ten hours of engine operation between
C. Engine fuel pump
main engine fuel pump overhauls or
D. Fuel manifold pump before replacement.
B. Ten hours of operation above 20,000
4. Which of the following is a function of the feet.
electric standby boost pump?
C. Unlimited operation below 20,000 feet.
A. It functions as a backup pump for use in D. Respective engine shutdown.
the event of boost pump failure
B. It is used with aviation gas in climbs
above 20,000 feet
C. It is used in crossfeed operation
D. All of the above
5 FUEL SYSTEM

6 AUXILIARY POWER
SYSTEM
The information normally contained in this chapter is not
applicable to this particular aircraft.

CHAPTER 7
POWERPLANT
CONTENTS
Page
INTRODUCTION................................................................................................................... 7-1
7 POWERPLANT
GENERAL............................................................................................................................... 7-1
ENGINE................................................................................................................................... 7-2
Description....................................................................................................................... 7-2
Major Sections.................................................................................................................. 7-2
Operation.......................................................................................................................... 7-5
ENGINE LUBRICATION SYSTEM...................................................................................... 7-6
Components...................................................................................................................... 7-6
Operation.......................................................................................................................... 7-7
ENGINE FUEL SYSTEM....................................................................................................... 7-9
Components...................................................................................................................... 7-9
Operation.......................................................................................................................... 7-9
ENGINE IGNITION SYSTEM............................................................................................. 7-12
Description..................................................................................................................... 7-12
Components.................................................................................................................... 7-12
Operation........................................................................................................................ 7-13

PROPELLER......................................................................................................................... 7-14
Description..................................................................................................................... 7-14
Operation........................................................................................................................ 7-17
Powerplant...................................................................................................................... 7-19
7 POWERPLANT
Engine Indicating System............................................................................................... 7-22

Propeller Feathering....................................................................................................... 7-24
Limitations..................................................................................................................... 7-28
Approved Fuels.............................................................................................................. 7-28
Propeller......................................................................................................................... 7-28
Powerplant Engine Indicating System Colors................................................................ 7-28
QUESTIONS......................................................................................................................... 7-36

ILLUSTRATIONS
Figure Title Page
7-1 King Air B200/B200GT.............................................................................................. 7-2

7-2 PT6A Engine............................................................................................................... 7-3
7-3 Engine Cutaway........................................................................................................... 7-3
7 POWERPLANT
7-4 Compressor Bleed Valve(s)......................................................................................... 7-4
7-5 Engine Stations............................................................................................................ 7-6
7-6 Oil Pressure/Temperature Indications......................................................................... 7-7
7-7 CHIP DETECT Annunciators..................................................................................... 7-7
7-8 Oil System Schematic.................................................................................................. 7-8
7-9 Fuel Low Pressure Annunciators................................................................................. 7-9
7-10 Fuel Flow Indicators.................................................................................................... 7-9
7-11 Simplified Fuel Control Schematic........................................................................... 7-10
7-12 IGNITION AND ENGINE START Switches........................................................... 7-12
7-13 ENG AUTO IGN Switches........................................................................................ 7-13
7-14 Ignition System Schematic........................................................................................ 7-13
7-15 Propeller.................................................................................................................... 7-14
7-16 PROP GOV TEST Switch......................................................................................... 7-16
7-17 Propeller Onspeed Schematic.................................................................................... 7-17
7-18 Overspeed Governor Schematic................................................................................ 7-18
7-19 Propeller Overspeed Schematic................................................................................. 7-18
7-20 Propeller Underspeed Schematic............................................................................... 7-19
7-21 Powerplant Control Levers........................................................................................ 7-20
7-22 Beta and Reverse Control.......................................................................................... 7-21
7-23 Propeller Control Lever............................................................................................. 7-21
7-24 Friction Control Knobs.............................................................................................. 7-22

7-25 Engine Indicating System.......................................................................................... 7-23

7-26 Propeller Synchroscope............................................................................................. 7-24
7-27 Propeller Synchroscope and Switches (Type II)........................................................ 7-24
7-28 Type II System Schematic......................................................................................... 7-25
7-29 AUTOFEATHER Switch........................................................................................... 7-25
7 POWERPLANT
7-30 AUTO FEATHER Annunciators............................................................................... 7-26

7-31 Autofeather System Schematic.................................................................................. 7-27
7-32 Autofeather Test Schematic....................................................................................... 7-27
TABLES
Table Title Page
7-1 Engine Operating Limits (PT6A-42 Engine)..............................................................7-30

7-2 Power Plant Instrument Markings (PT6A-42 Engine)................................................7-32
7-3 Engine Operating Limits (PT6A-52 Engine)..............................................................7-34

CHAPTER 7
POWERPLANT
7 POWERPLANT
INTRODUCTION
This chapter describes the powerplant of the King Air B200/B200GT aircraft. All values, such
as pressures, temperatures, rpm, and power are used for illustrative meanings only. Actual values
must be determined from the appropriate sections of the approved flight manual. Information in
this chapter must not be construed as being equal to or superseding any information issued by or
on behalf of the various manufacturers or the Federal Aviation Administration (FAA).
GENERAL
The aircraft is powered by two wing-mounted, incorporate full feathering and full reversing capa-
turboprop engines, manufactured by Pratt & bilities in addition to ground fine mode control
Whitney Aircraft of Canada Limited, a Division for ground operation. On the ground, the propel-
of United Technologies (Figure 7-1). The engines ler is feathered when the engine is shut down and
drive four-blade, constant-speed propellers that unfeathered when the engine is restarted.

7 POWERPLANT
Figure 7-1. King Air B200/B200GT
ENGINE MAJOR SECTIONS

For the purpose of this chapter, the engine is
DESCRIPTION divided into the following seven major sections
(Figure 7-3):
The engines used on the aircraft are designated as
PT6A-42/52. • Air intake section
• Compressor section
The PT6A is a free-turbine, reverse-flow, lightweight
turboprop engine, capable of developing 850-shaft • Combustion section
horsepower or 903 equivalent shaft horsepower • Turbine section
(ESHP) (Figure 7-2 and Figure 7-3).
• Exhaust section
PT6A engine development began about 1960. The • Reduction gear section
first certificated engine, the PT6A-6, entered ser-
vice in 1962, rated at 450-shaft horsepower. Since • Accessory drive section
then, the output of the PT6A has almost tripled to
1,300-shaft horsepower on the PT6A-68A.There
are no apparent outward changes on the engine. Air Intake Section
The air intake section consists of a circular
screen-covered, aluminum casting. Air is
directed to the air intake by the nacelle air scoop
on the lower side of the nacelle. The function of
the air intake section is to direct airflow to the
gas generator compressor.

STARTER-GENERATOR
OPTIONAL
ACCESSORY FUEL PUMP/FCU
DRIVES
TACHOMETER-
GENERATOR
7 POWERPLANT
(NG)
OIL SCAVENGE PROPELLER

PUMPS AND GOVERNOR
FUEL BOOST PUMP
AFT
TACHOMETER-
GENERATOR
(NF)
PROPELLER
TORQUE OVERSPEED
LIMITING GOVERNOR
DEVICE
FRONT
Figure 7-2. PT6A Engine
Figure 7-3. Engine Cutaway

Compressor Section stages. Looking forward, the low-pressure valve

is at the nine o’clock position and the high-
The compressor section consists of a four-stage pressure valve is at the three o’clock position.
compressor assembly made up of three axial These valves prevent compressor stalls and
stages and one centrifugal stage. The compressor surges in the low N1 rpm range.
compresses and supplies air for combustion,
combustion cooling, pressurization and At low N1 rpm, both valves (-42) are in the open
pneumatics, compressor bleed valve operation, position. At approximately 65% N1, the low-
and bearing sealing and cooling. pressure bleed valve closes. At takeoff and cruise
N1 rpm, above approximately 90%, both bleed
7 POWERPLANT
Compressor Bleed Valves valves close. For the -52 engine, the single bleed
valve closes at approximately 85% N1 rpm.
At low N1 rpm, the compressor axial stages
produce more compressed air than the centrifugal Both compressor bleed valves remaining closed
stage can use. below approximately 90% N1 results in a
compressor stall. If one or both valves remains
Compressor bleed valve(s) compensate for this open, ITT increases and torque decreases while
excess airflow at low rpm by overboarding, or N1 rpm remains constant.
bleeding axial stage air to reduce backpressure on
the centrifugal stage (Figure 7-4).
Combustion Section
The pressure relief helps prevent compressor The PT6A engine uses an annular combustion
stall of the centrifugal stage. The compressor chamber. Two, high-energy igniter plugs are in
bleed valves, one on each side of the compressor the combustion chamber as well as 14 equally-
for the -42 and only one for the -52, are spaced simplex fuel nozzles.
pneumatic pistons that reference the pressure
differential between the axial and centrifugal
AMBIENT PRESSURE
CONTROL PRESSURE
FINAL
ORIFICE
PRIMARY
ORIFICE
PISTON DAMPER
(SPRING LOAD)
DELIVERY
AIR PASSAGE
SLEEVE P3 LEGEND
AMBIENT PRESSURE
P2.5 COMPRESSOR DISCHARGE AIR
Figure 7-4. Compressor Bleed Valve(s)

Turbine Section The accessory section drives the engine and air-
craft accessories, which include:
The PT6A uses three reaction turbines:
• Fuel control unit (FCU) and high-pressure
• One single-stage compressor turbine fuel pump
• Two two-stage axial propeller (power) • Lubricating pump/scavenge pumps
turbines
• N1 tachometer-generator
The single-stage compressor turbine extracts • DC starter-generator
energy from the combustion gases to drive the
7 POWERPLANT
gas generator compressor and the accessory gear • Refrigerant compressor (right engine only)
section. This combination is defined as N1. • Low-pressure fuel boost pump
The two-stage power turbines extract energy from Other drive pads are provided for optional opera-
the combustion gases to drive the propeller and tor equipment (see Figure 7-2).
its accessories through the planetary reduction
gears. This combination is defined as NP.
OPERATION
Exhaust Section When the engine is rotating, air is inducted through
The exhaust section is immediately aft of the the nacelle air scoop to the engine air intake (Figure
reduction gear section and consists of: 7-5). Airflow is turned 180° in a forward direction
and is then progressively increased in pressure by
• Annular exit plenum a three-stage axial-flow and a single-stage centrif-
• Heat-resistant cone ugal-flow compressor. It is then directed forward
through diffuser ducts toward the forward side
• Two exhaust outlets at the nine o’clock and of the combustion chamber. The airflow is again
three o’clock positions turned 180° and enters the combustion chamber
where metered fuel is added by 14 fuel spray
• Reduction gear section nozzles.Two high-energy igniter plugs ignite the
gas mixture. The expanding gases move rearward
The reduction gear section at the front of the through the combustion chamber and turn 180°
engine is a two-stage, planetary type. The pri- forward to enter the turbine section. The com-
mary function of the reduction gear section is pressor turbine extracts sufficient energy from the
to reduce the high rpm of the free turbine to the expanding gases to drive the four-stage compres-
value required for propeller operation. The reduc- sor and the accessory gear section. The remaining
tion gear section also is used for torquemeter two stages of the free power turbine extract the
operation and consists of: maximum remaining energy from the combustion
• Drive sections for the propeller governor gases to drive the propeller and propeller accesso-
(with fuel topping governor sensing) ries through the reduction gearbox. The two-stage
power turbine is a free turbine and is only aero-
• Propeller overspeed governor dynamically (not mechanically) connected to the
• Propeller tachometer-generator gas generator. The gases from the turbine continue
(see Figure 7-2) forward into an exhaust plenum where they are
directed to the atmosphere by exhaust nozzles at
Accessory Drive Section the nine o’clock and three o’clock positions on the
exhaust section of the engine.
The accessory drive section forms the aft portion
of the engine. The accessory section is driven by
the compressor turbine through a shaft extending
aft through the oil tank to the accessory gearbox.

COMPRESSOR SECTION
7 POWERPLANT
POWER SECTION
LEGEND
COMPRESSOR SECTION
POWER SECTION
Figure 7-5. Engine Stations
ENGINE LUBRICATION Pumps

SYSTEM The oil pumps consist of a pressure element
and four scavenge elements. The pressure pump
The engine lubrication system is a completely supplies lubrication pressure to the bearings and
self-contained and fully automatic system. It the accessory system drive gears. In addition, the
provides cooling and lubrication of the engine pressure pump supplies oil to the propeller control
bearings and reduction and accessory drive gears. system, the torquemeter system, reduction gears,
It also provides for operation of the propeller con- and the torque limiter.
trol system, torquemeter system, torque limiter,
and fuel heater system. The engine oil system is Oil Cooler
a dry-sump system consisting of pressure, scav-
enge, and centrifugal air breather systems. An oil radiator is inside the lower nacelle for oil
cooling. The oil cooling system is fully automatic
and uses a thermal sensor to control the position of
COMPONENTS a door that regulates air flow through the oil cooler.
Oil Tank
Fuel Heater
The oil tank forms an integral part of the engine
between the aft end of the compressor air inlet Oil scavenged from the accessory gearcase is
and the forward end of the accessory gearbox. directed through an oil-to-fuel heater prior to its
return to the oil tank.
A filler and dipstick are at the 11 o’clock position
on the accessory case. The oil tank is vented to a
centrifugal breather to provide for air-oil separation.

CONTROLS AND INDICATIONS Chip Detection

The caution annunciator panel contains two
Engine Oil Pressure amber L and R CHIP DETECT annunciators.
Engine oil pressure is sensed by a transmitter in (Figure 7-7). The are operated by a magnetic chip
the pressure pump outlet line where the numerical detector at the bottom of each reduction gearbox.
pounds per square inch (psi) value can be seen When either annunciator illuminates, it indicates
on the engine indicating system (EIS) in the that ferrous metal particles in the oil have been
multifunction display (MFD) (Figure 7-6). The attracted to the chip detector magnets.
oil pressure system requires DC power.
7 POWERPLANT
OPERATION
When the engine is running, the oil pressure
pump draws oil from the tank, develops a higher
pressure with the oil, and directs pressurized oil
through various filters to the engine bearings, the
accessory and reduction drive gears, the propeller
governor, and the engine torquemeter system
(Figure 7-8). Oil pressure is regulated and limited
by a relief valve. Oil pressure and temperature are
sensed and transmitted to the cockpit gauges. All
oil is scavenged to the accessory gearcase except
the reduction gearcase oil that goes directly to the
Figure 7-6. Oil Pressure/Temperature oil cooler. A screened scavenge pump returns the
Indications gearcase oil to the tank through the oil-fuel heater.
Engine Oil Temperature

Oil temperature is sensed by a resistance bulb and
its numerical degree Celsius (°C) can be seen on
the EIS (Figure 7-6). The power supply for the
transmitter is from the DC power system.
Figure 7-7. CHIP DETECT Annunciators

7 POWERPLANT
7-8
FROM COOLER
OIL TANK BREATHER
PROPELLER GOVERNOR TORQUEMETER OIL OIL DIPSTICK

AND BETA CONTROL CONTROL VALVE
TO COOLER
DIVERTER
VALVE
OIL FILTER AND
CHECK VALVE OIL
TANK
FUEL
HEATER
OIL SUPPLY
TO PROPELLER BYPASS VALVE
OVERPRESSURE
RELIEF VALVE SCAVENGE
PUMP
PRESSURE
REGULATING TANK
TORQUEMETER TORQUEMETER VALVE ACCESSORY
CHIP PRESSURE DRAIN
& TORQUE LIMITER GEARBOX
DETECTOR (INDICATOR) DRAIN
TO OIL PRESSURE BYPASS

INDICATOR VALVE
TO OIL TEMPERATURE TO OIL PRESSURE

INDICATOR ANNUNCIATOR

LEGEND
PRESSURE OIL
PROPELLER SUPPLY OIL
SCAVENGE OIL
BREATHER AIR
TORQUEMETER PRESSURE
Figure 7-8. Oil System Schematic
Revision 1.0
ENGINE FUEL SYSTEM

COMPONENTS
The engine fuel system consists of:
• Engine-driven low-pressure boost pump
• Oil-to-fuel heater
• Engine-driven high-pressure fuel pump
7 POWERPLANT
• Fuel control unit (FCU)
• Flow divider Figure 7-10. Fuel Flow Indicators
• Two fuel manifolds each with seven sim-
plex fuel nozzles Fuel Flow
Fuel flow information is sensed by a transmitter
CONTROLS AND INDICATIONS in the engine fuel supply line and its numerical
pounds per hour (PPH) is displayed on the EIS
Fuel Pressure (Figure 7-10).
The L and R FUEL PRESS annunciators on the
warning panel are operated by pressure switches OPERATION
that sense outlet pressure at the engine-driven
boost low-pressure (LP) pump (Figure 7-9). The Two valves included in the FCU ensure consistent
annunciators illuminate to indicate abnormally and cool engine starts. When the ignition or start
low (10 ±1 psi) fuel pressure to the high-pressure system is energized, the purge valve is electrically
(HP) engine pump. opened to clear the FCU of vapors and bubbles.
The excess fuel flows back to the nacelle fuel tank.
The spill valve, referenced to atmospheric pressure,
adjusts fuel flow for cooler high-altitude starts.
Figure 7-9. Fuel Low Pressure Annunciators

Fuel Control Unit cockpit. In addition, the minimum pressurizing

valve prevents fuel flow to the engine until fuel
The fuel control unit (FCU) has multiple pressure increases enough to ensure proper fuel
functions, but its main purpose is to meter the atomization at the nozzles. Once the minimum
proper fuel amount to the nozzles in all modes of pressure valve has opened, fuel flows to the flow
engine operation (Figure 7-11). It is calibrated for divider and the fuel nozzles.
starting flow rates, acceleration, and maximum
power. The FCU compares gas generator speed Aside from opening and closing the fuel cutoff
(N1) with the power lever setting and regulates valve, the CONDITION lever adjusts N1 speed
fuel to the engine fuel nozzles. The FCU also from LOW IDLE to HIGH IDLE. The POWER
7 POWERPLANT
senses compressor section discharge pressure, lever, by adjusting the FCU governor position,
compares it to rpm, and establishes acceleration adjusts the fuel metering valve to allow more
and deceleration fuel flow limits. or less fuel to the spray nozzles. In summary,
the power lever controls fuel to the engine by
Fuel flow to the engine is dependent on the adjusting the governor position, which in turn
position of the fuel cutoff valve, which is manually repositions the fuel-metering valve in the FCU.
operated by the CONDITION lever in the
TORQUE LIMITER
TO GRAVITY
FEED LINE
PURGE VALVE
CONDITION LEVER
FUEL
PURGE P3
MINIMUM
N2
PRESSURIZING
VALVE
MINIMUM FLOW DIVIDER
FLOW STOP AND DUMP VALVE
FUEL CUTOFF
VALVE
POWER LEVER
ENGINE-DRIVEN
HP PUMP
PA
P3 INLET FUEL SUPPLY

N1
GOVERNOR
Figure 7-11. Simplified Fuel Control Schematic

The fuel control system for PT6A engines is essen- Downstream from the minimum pressurizing
tially a fuel governor that increases or decreases valve in the FCU is the fuel cutoff valve. The
fuel flow to the engine to maintain selected engine CONDITION lever controls this valve, either
operating speeds. At first glance, the system can open or closed. There is no intermediate position
appear quite complicated. The engine fuel control of this valve. For starting, fuel flows initially
system consists of the following: through the flow divider valve to the primary fuel
spray nozzles in the combustion chamber.
• Fuel cutoff valve
• Primary LP boost pump As the engine accelerates through approximately
40% N1, fuel pressure is sufficient to open the
7 POWERPLANT
• Oil-to-fuel heat exchanger transfer valve to the secondary fuel nozzles. At
• HP fuel pump this time all 14 nozzles are delivering atomized
fuel to the combustion chamber. This progressive
• Fuel control unit sequence of primary and secondary fuel nozzle
• Fuel flow transmitter operation provides cooler starts. On engine
startups, there is a definite surge in N1 speed
• Flow divider when the secondary fuel nozzles cut in.
• Dual fuel manifold with 14 simplex nozzles
During engine shutdown, any fuel in the manifold
The LP boost pump is engine-driven and operates is forced out through the nozzles and into the
when the gas generator shaft (N1) is turning to combustion chamber by purge tank pressure. As
provide sufficient fuel head pressure to the HP the fuel is burned, a momentary surge in N1 rpm
pump to maintain proper cooling and lubrication. is observed. The entire operation is automatic and
The oil-to-fuel heat exchanger uses warm engine requires no input from the crew.
oil to maintain a desired fuel temperature at the
fuel pump inlet to prevent icing at the pump filter. Fuel Control Unit Operation
This is done with automatic temperature sensors
and requires no action by the pilot. The pneumatic section of the FCU determines
fuel flow rate to the engine for all operations.
Fuel enters the engine fuel system through the The power levers control engine power from idle
oil-to-fuel heat exchanger, and then flows into the through takeoff power by operation of the gas
HP engine-driven fuel pump and on into the FCU. generator (N1) governor in the FCU. Increasing
N1 rpm increases engine power.
The HP fuel pump is an engine-driven gear-type
pump with an inlet and outlet filter. Flow rates and For explanation purposes, consider the N1 governor
pressures vary with gas generator (N1) rpm. Its bellows as a diaphragm. P3 air is introduced into
primary purpose is to provide sufficient pressure the bellows in a manner that sets up differential
at the fuel nozzles for a good spray pattern at pressure on each side of the diaphragm. Therefore,
all modes of engine operation. The HP pump any change in P3 pressure moves the diaphragm.
supplies fuel at approximately 800 psi to the fuel When pressure is increased, the fuel metering
side of the FCU. valve on the bellows moves in an opening direction
to increase fuel flow and N1 rpm.
Between the FCU fuel valve and the engine
combustion chamber and part of the FCU, a As P3 pressure decreases, fuel flow also decreases,
minimum pressurizing valve cuts off fuel flow which reduces the N1 rpm. The N1 governor
during starts until fuel pressure builds sufficiently increases or decreases P3 pressure in the bellows by
to maintain a proper spray pattern in the varying the opening of relief orifices in the bellows.
combustion chamber. About 70 psid is required
to open the minimum-pressurizing valve. The The FCU controls engine power by maintaining the
engine-driven HP fuel pump maintains this requested N1 rpm through the N1 governor. If actual N1
required pressure. If the pump fails, the valve rpm is lower than the desired setting, the N1 governor
closes and the engine flames out. closes the P3 orifice, allowing pressure to increase.

As the pressure increases, the diaphragm moves

to open the metering valve, which increases fuel
flow, which in turn increases the N1 rpm to the
speed requested by the governor. When N1 rpm
reaches the desired speed, the governor adjusts
the P3 orifice to reduce pneumatic pressure to
match the fuel pressure required to maintain the
desired N1 rpm.
The fuel topping (power turbine) governor

7 POWERPLANT
protects against power turbine overspeed. If an

overspeed occurs, and the propeller goes beyond
106% of the requested propeller rpm, the fuel
topping governor vents air to reduce fuel flow.
Reducing fuel flow decreases N1 speed and Figure 7-12. IGNITION AND ENGINE
decreases power turbine speed accordingly. With START Switches
propellers in reverse, the fuel topping governor
restricts fuel flow to 95% of the requested pro-
peller rpm. Autoignition
The autoignition system is controlled by the two
LEFT and RIGHT ENG AUTO IGN switches
ENGINE IGNITION with ARM and OFF positions (Figure 7-13 and
Figure 7-14). Positioning either ENG AUTO
SYSTEM IGN switch to ARM arms the igniter circuit to an
engine torque switch that normally is open when
DESCRIPTION the engine is developing more than 400 foot-
pounds of torque.
The engine ignition system is a high-energy,
capacitance-type system with a dual-circuit The system must be armed prior to takeoff and
igniter box and two igniter plugs in the combus- for all phases of flight, and must be turned off
tion chamber. The system is divided into starting only after landing. If engine torque drops to 400
ignition and autoignition. foot-pounds or less when the autoignition is
armed, the ignition system energizes to prevent
engine flameout if the power loss was caused by a
COMPONENTS momentary fuel or air interruption.
Starting Ignition
A three-position lever lock switch for each engine
controls this system. The switch is on the left Illumination of the green L and R IGNITION
switch panel (Figure 7-12). The switch has three ON annunciators indicates that the igniters are
positions: ON–OFF–STARTER ONLY. The ON receiving power (see Figure 7-7).
(up) position is lever locked and is used for engine
cranking and ignition operation.The STARTER
ONLY position is a momentary (spring-loaded
to center hold down) position that provides for
engine motoring only. In this position, the igniters
do not function.

OPERATION
Starting Ignition
When DC power is available, positioning the
IGNITION AND ENGINE START switch to ON
applies DC power to the L or R IGNITION ON
annunciator, the FCU purge valve, and the ignition
exciter (Figure 7-14). The exciter, which operates
at three cycles per second, applies high power to
7 POWERPLANT
the igniter plugs in the combustion chamber.
Figure 7-13. ENG AUTO IGN Switches
IGNITER PLUGS
IGN EXCITER
TORQUE SW
CLOSE
400 FOOT-POUNDS
IGN ON
AUTO- ARM ON
IGNITION OFF OFF
IGNITION STARTER ONLY
AND
ENGINE STARTER
L IGNITER POWER
DC POWER
Figure 7-14. Ignition System Schematic

PROPELLER speed range. A preset oil-operated overspeed

governor is provided in case of failure of the normal
propeller governor. In addition to the normal and
DESCRIPTION overspeed propeller governors, a fuel topping
function, integral with the primary governor,
The PT6A engine drives a four-blade propeller provides protection against propeller overspeed, as
mounted on the forward end of the engine well as limits rpm in the reverse ranges.
(Figure 7-15). The propeller blades for the
B200 and B200GT aircraft are constructed of
aluminium. The King Air 250 propeller blades Feathering
7 POWERPLANT
are constructed of composite material. The Feathering is a function of counterweights on each

composite propeller is available through STC blade root and of spring forces in the propeller
for B200 and B200GT aircraft. cylinder.
The propeller control system provides for constant-
speed operation, full feathering, reversing, and Unfeathering and Reversing
ground fine mode control. Feathering is induced by
propeller counterweights and concentric springs. Unfeathering and reversing functions are done
by hydraulic (engine oil) pressure developed by a
If an engine flames out in flight or if the high-pressure oil pump, which is an integral part
CONDITION lever is positioned to CUTOFF, the of the propeller primary governor.
propeller does not feather due to the windmilling
effect and governor action. Feathering in The Hartzell propeller operates in two modes:
flight must be manually selected by using the propeller-governing constant-speed mode
PROPELLER control lever. or ground fine reverse propeller blade angle
control mode.
A conventional oil-operated propeller governor
achieves normal propeller operation in the constant
Figure 7-15. Propeller

Basic Principles • Shutoff governor-boosted high oil pressure

to the propeller servo piston and connect
Constant speed propellers operate in three condi- the piston chamber to the oil sump, allow-
tions under the control of a propeller governor: ing the counterweights and propeller spring
• Onspeed—The condition in which the force to increase the blade angle to include
selected rpm and actual rpm are the same. feather if desired.
• Overspeed—The condition in which actual • When the speeder spring and flyweight
rpm is greater than selected rpm. forces are equal, the pilot valve is posi
tioned appropriately to maintain a constant
• Underspeed—The condition in which
7 POWERPLANT
blade angle.
actual rpm is less than selected rpm.
Overspeed Control
The normal rpm control range of the primary
Control governor is from 1,600 rpm to 2,000 rpm; the
latter is 100% rpm.
Speed (rpm) control is a function of the propeller
governor. This unit is engine-driven and operates If the primary governor fails to limit rpm to
on the principle of balancing two opposing 2,000, a second (overspeed) governor, driven by
forces, both of which are variables. These forces the reduction gearbox, operates in parallel with
are speeder spring force and flyweight force. the primary governor. This is called the overspeed
governor.
Speeder Spring Force The overspeed governor has a preset speeder
Speeder spring force is a function of, and varied spring tension that limits propeller rpm to the
by, the propeller control lever position. preset limit of 2,120, which is 106% of the
primary governor maximum setting.
Flyweight Force If the propeller blades are stuck or move too
Flyweight force is a function of, and varied by, slowly and fail to limit rpm, a fuel topping section
propeller rpm through a reduction gear section. of the primary governor limits rpm to 106% of the
propeller rpm selected by the propeller control
If the speeder spring force is greater than flyweight lever (2,120 being the highest setting, propeller
force, the propeller is operating in an underspeed levers full forward).
condition.
If the flyweight force is greater than speeder

Test System
spring force, the propeller is operating in an The overspeed governor incorporates a test
overspeed condition. system controlled by the two-position PROP GOV
TEST–OFF switch for both propellers (Figure
When the speeder spring and flyweight forces are 7-16). The switch is on the pilot left subpanel.
equal, the propeller is onspeed.
A solenoid valve is associated with each overspeed
Unbalance of speeder spring and flyweight forces governor. The valve is energized when the
is used to position a pilot valve to accomplish the PROP GOV TEST switch is positioned to TEST.
following: When energized, the valve applies governor
• Direct governor-boosted high oil pressure pump pressure to change the fixed value of the
to the propeller servo piston to reduce the overspeed governor as listed above to a range of
blade angle. 1,800 to 1,910 rpm.

The propeller rpm at which the FTG activates is

determined by propeller control lever position.
With the propeller locked, the FTG reduces fuel
flow when the overspeed reaches approximately
106% of the selected propeller rpm.
The FTG uses the same flyweights and pilot

valve mechanism as the primary governor. If
the primary governor fails, the FTG may not be
operational.
7 POWERPLANT
Ground Fine Mode Control

Ground fine control defines a range of operation in
which the pilot can reduce the residual idle thrust
of the propeller by reducing blade angle. This
Figure 7-16. PROP GOV TEST Switch reduction in blade angle and, therefore, propeller
thrust, is accomplished by lifting the power levers
aft into the ground fine range.
Operating Principles
With the engine running and the PROPELLER The propeller includes a beta valve that forms
control lever full forward, positioning the an integral part of the propeller governor. The
PROP GOV TEST–OFF switch to TEST opens pilot can mechanically position this valve, within
a solenoid valve and admits primary governor a limited (ground) range described above, to
pump pressure to a hydraulic reset valve on the change propeller blade angle.
overspeed governor.
Propeller servo piston movement is fed back to the
Positioning the reset valve raises the pilot valve, valve by a mechanical follow-up system to null
simulating an overspeed and allowing governor the beta valve when the blades reach the desired
pump pressure to drain to the reduction gearcase angle, and approximately 5° blade angle remains
through the pilot valve of the overspeed governor. constant until the pilot selects another angle.
If the power lever is advanced, the rpm stabilizes Reverse Operation

at the TEST reset value of the overspeed governor,
which is between 1,800 and 1,910 rpm. When full reverse is selected, the power levers
send three commands:
Fuel Topping • Spool compressor to 83% ± 5% N1 with a

fuel flow increase.
(Power Turbine) Governor
• Decrease propeller blade angle to –11.2°.
If a mechanical failure causes the propeller to
lock or stick, it does not respond to oil pressure • Reset FTG to 95% of rpm selected by pro-
changes. The primary and overspeed governors, peller lever.
although still operating normally, are unable to
control propeller rpm with oil pressure. The fuel The maximum allowable propeller speed in
topping governor (FTG), an integral part of the reverse is 1,900 rpm; however, this is not an
primary governor, acts to reduce fuel flow, which overspeed limitation for the propeller. The 1,900-
in turn reduces propeller rpm. With a locked rpm limit, which is controlled by the FTG, assures
propeller (fixed pitch propeller), a power reduction that the propeller does not attain selected rpm,
controls rpm as long as airspeed is not increased which brings the propeller onspeed and begins to
excessively. The FTG vents air pressure from interfere with the reverse operation.
the FCU, which results in a fuel flow reduction.

OPERATION the selected rpm. The increased flyweight force

raises the governor pilot valve and reduces oil
Propeller Operating pressure at the propeller piston, allowing the
counterweights and spring to increase blade angle
Principles Onspeed and to decelerate the propeller until an onspeed
When the upward force of the governor flyweights condition occurs.
is equal to the downward force of the speeder
spring, the governor pilot valve is positioned
to shut off the governor pump pressure from Underspeed
the propeller piston and isolate the propeller When an underspeed condition occurs, the
7 POWERPLANT
cylinder from the gearcase drain (Figure 7-17). propeller decelerates below the selected rpm and
This, in effect, hydraulically locks the blades at the speeder spring force overcomes the force of
a specific angle. This condition does not prevail the flyweights (Figure 7-20). As a result, the pilot
for very long as changes in altitude, temperature, valve moves down and allows the governor pump
airspeed, and inherent leakage at the prop transfer to apply oil pressure to the propeller servo piston,
sleeve require blade angle changes. In effect, in resulting in decreased blade angle. This allows
any constant-speed condition, the governor is the propeller to accelerate until the flyweight
hunting through a very narrow range to maintain force equals the speeder spring force and pressure
the selected rpm. is again restricted from the propeller servo piston.
Overspeed
When an overspeed condition occurs, the
governor flyweight force exceeds the speeder
spring force (Figure 7-18 and Figure 7-19). This
occurs when the propeller has accelerated above
OIL REVERSE
PROP HYDRAULIC
LEVER LEVER OVERSPEED
GOVERNOR
PRIMARY PROP GOVERNOR

1,600–2,000 RPM GOVERNOR 2,120 RPM
PUMP NORMAL
OVERSPEED
PILOT
VALVE
BETA TO
TO VALVE CASE
CASE
AUTOFEATHER SOLENOID (NC)
LOW PITCH
(HIGH OIL PRESSURE)
TRANSFER
GLAND
Figure 7-17. Propeller Onspeed Schematic


FAILED
OIL REVERSE
PROP HYDRAULIC
GOVERNOR
GOVERNOR APPROX. 2,120 RPM

PUMP 1,800 TO 1,910 RPM NORMAL
IN TEST MODE OVERSPEED
PILOT
VALVE
7 POWERPLANT
BETA TO
TO VALVE CASE
CASE
AUTOFEATHER SOLENOID (NC)
LOW PITCH
(HIGH OIL PRESSURE)
TRANSFER
GLAND
Figure 7-18. Overspeed Governor Schematic

OIL REVERSE HYDRAULIC
PROP
GOVERNOR
PRIMARY PROP GOVERNOR 2,120 RPM

1,600–2,000 RPM NORMAL
OVERSPEED GOVERNOR
PUMP OVERSPEED
PILOT
VALVE
BETA TO
VALVE CASE
TO
CASE AUTOFEATHER SOLENOID (NC)
LOW PITCH
(HIGH OIL PRESSURE)
TRANSFER
GLAND
Figure 7-19. Propeller Overspeed Schematic

OIL REVERSE HYDRAULIC

PROP OVERSPEED
LEVER LEVER
GOVERNOR
1,600–2,000 RPM 2,120 RPM
UNDERSPEED GOVERNOR
NORMAL
PUMP
OVERSPEED
PILOT
VALVE
7 POWERPLANT
BETA TO
TO VALVE CASE
CASE AUTOFEATHER SOLENOID (NC)
LOW PITCH
(HIGH OIL PRESSURE)
TRANSFER
GLAND
Figure 7-20. Propeller Underspeed Schematic
POWERPLANT generator, or N1 rpm. HIGH IDLE establishes

fuel flow that sustains approximately 70% N1
Power Control rpm. There is a progressive increase in fuel flow
as the CONDITION lever is moved from LOW
The engine-propeller combination is controlled IDLE to HIGH IDLE, and any N1 rpm can be
by the interaction of (Figure 7-21): selected between LOW IDLE and HIGH IDLE.
• CONDITION lever
• POWER lever POWER Levers
• PROP lever POWER levers are on the POWER lever quadrant
(the first two levers on the left side) on the center
pedestal (Figure 7-21) and they are mechanically
CONDITION Levers interconnected through a cam box to the FCU, the
The CONDITION levers are mechanically beta valve and follow-up mechanism, and the fuel
connected to the FCU to operate a fuel cutoff valve topping (NP) governor.
that shuts off metered fuel to the fuel manifold
(Figure 7-21). The POWER lever quadrant permits movement
of the POWER lever in the forward thrust (alpha)
The CONDITION levers are on the power lever range from IDLE to maximum thrust and in the
quadrant (the last two levers on the right side) GND FINE or REVERSE range from IDLE
in the center pedestal and have three positions: to maximum reverse. A detent in the power
FUEL CUTOFF, LOW IDLE, and HIGH IDLE. lever quadrant at the IDLE position prevents
The FUEL CUTOFF position shuts off fuel to the inadvertent movement of the lever into the GND
engine and the LOW IDLE position establishes FINE or REVERSE range. The pilot must lift
fuel flow that sustains approximately 61% (or the power levers up and over this detent to select
necessary to maintain 1,180 propeller rpm) gas GND FINE or REVERSE.

PROPELLER
LEVERS
POWER CONDITION
LEVERS LEVERS
7 POWERPLANT
Figure 7-21. Powerplant Control Levers
The function of the POWER levers in the forward The geometry of the POWER lever linkage
thrust (alpha) range is to establish gas generator through the cam box is such that power lever
rpm through the gas generator governor (N1) and increments from idle to full forward thrust
fuel flow that produces and maintains the selected have no effect on the position of the beta valve
N1 rpm. (Figure 7-22).
When the power lever is positioned from IDLE

Ground Fine and Reverse into the REVERSE range, which requires lifting
Control the power levers over a second gate, it positions
In the GND FINE (beta) range, the POWER levers the beta valve to direct governor pressure to the
are used to reduce the propeller blade angle, thus propeller piston, decreasing blade angle through
reducing residual prop thrust, and reset the fuel zero into a negative range (Figure 7-22).
topping governor (NP) from its normal 106% to
a range of approximately 95%. In the REVERSE The travel of the propeller servo piston is fed back
(gama) range, the power lever functions to: to the beta valve to null its position and, in effect,
provide many negative blade angles all the way to
• Select a blade angle proportionate to the aft full reverse. The opposite occurs when the power
travel of the lever. lever is positioned from full REVERSE to any
forward position up to IDLE, therefore providing
• Select a fuel flow that sustains the selected the pilot with manual blade angle control for
reverse power.
ground handling.

FX LO HI
PROP
LEVER
REV IDLE LO HI
OIL POWER/REVERSE HYDRAULIC
LEVER OVERSPEED
POWER GOVERNOR
LEVER
2,120 RPM
7 POWERPLANT
GOVERNOR NORMAL
PUMP OVERSPEED
1,600 – 2,000 RPM PILOT APPROXIMATELY
VALVE 1,870 RPM IN TEST
MODE
TO
BETA CASE
TO VALVE NC DRAIN
CASE DRAIN
LOW PITCH
(HIGH OIL PRESSURE)
TRANSFER
GLAND
Figure 7-22. Beta and Reverse Control
PROP Control Levers

The PROP control levers operate in the throttle
quadrant on the center pedestal (Figure 7-23)
and are mechanically connected to the primary
propeller governor. In the forward thrust, or
constant-speed range, the PROP control lever
selects rpm from low rpm to high rpm (1,600 to
2,000 rpm) by changing the setting of the primary
propeller governor.
The PROP control lever also is used to feather

the propeller by moving the lever aft into the
FEATHER detent position. This action positions
the primary propeller governor pilot valve to
dump oil from the propeller servo piston chamber
and allows the propeller counterweights and
springs to move the propeller blades to the full
FEATHER position. A detent at the low rpm
position prevents inadvertent movement of the
PROP lever into the FEATHER range. Figure 7-23. Propeller Control Lever

Friction Control The engine indicating system (EIS) is handled by

four units in the nose avionics bay:
Four FRICTION LOCK knobs are on the center
pedestal (Figure 7-24). Rotating the knobs • Two engine data concentrators (EDC)
clockwise or counterclockwise increases friction • Two data concentration units (DCU)
or locks the levers in any desired position.
One EDC and one DCU is responsible for the
operating parameters of each engine to provide
redundancy if either unit fails. In addition, each
DCU is dual powered from a dual-fed bus and
7 POWERPLANT
from the main isolation bus.
If an EDC and a DCU for an engine provides

different values, a flag appears next to the
appropriate engine parameter.
This is called an engine miscompare and the

Figure 7-24. Friction Control Knobs engine power must be reduced to keep values
below red line, if practical, for the current phase
PROP Control Levers of flight. The level of difference for each param-
eter is as follows:
The PROP control levers operate in the throttle
quadrant on the center pedestal (Figure 7-23) • ITT—40°C (104°F) difference
and are mechanically connected to the primary • Torque—50 foot-pound difference
propeller governor. In the forward thrust, or
constant-speed range, the PROP control lever • Prop RPM—50 rpm difference
selects rpm from low rpm to high rpm (1,600 to • N1—5% difference
2,000 rpm) by changing the setting of the primary
propeller governor. If one EDC or DCU does not receive data from
the other engine (ENG 1 or ENG 2), a white
The PROP control lever also is used to feather label appears on the primary flight display (PFD)
the propeller by moving the lever aft into the indicating this loss.
FEATHER detent position. This action positions
the primary propeller governor pilot valve to This indicates either ENG 1 or ENG 2, depending
dump oil from the propeller servo piston chamber on whether it is occurring to the left or right
and allows the propeller counterweights and engine. No in-flight action is required.
springs to move the propeller blades to the full
FEATHER position. A detent at the low rpm If both the EDC and DCU for one engine
position prevents inadvertent movement of the become unpowered or if one of the parameters
PROP lever into the FEATHER range. from both units becomes invalid, dashes replace
the displayed number and any associated needle
displays disappear.
ENGINE INDICATING SYSTEM
The EIS can be moved to the pilot and copilot
Engine Temperature (ITT) PFDs if the MFD fails. Refer to Chapter
All engine instrumentation is in the top portion 16—“Avionics” for more information.
of the MFD. This display is capable of changing
colors when values exceed operating limits. Engine operating temperature at station T5 is
sensed by eight thermocouple probes between
It also has the capability of monitoring how long the gas generator turbine and the first stage power
values have been exceeded in order to change from turbine. The probes are connected in parallel to
amber to red, indicating a more extreme condition. provide the best average reading.

ITT measurement is calibrated to provide a very At a predetermined torque pressure of 2,368 to

accurate reading. This is done by a temperature 2,447 foot-pounds, the torque limiter bleeds off
trimmer on top of the engine. This temperature and changes the pneumatic servo pressures in the
trimmer is connected in parallel with the ITT fuel control unit. This action reduces metered fuel
harness, and it is factory preset. The temperature flow and thus reduces gas generator power to the
sensed by the thermocouples is sent to the EDCs preset limit of the torque limiter.
and DCUs, which in turn display the value on
the EIS. The temperature can be seen in degrees The system is designed only to protect the nose
Celsius (°C) and by a normally white T-tipped gearbox and reduction gears from excessive
needle displayed concurrently with torque torque. It does not prevent exceedance of the
7 POWERPLANT
(Figure 7-25). certified maximum torque of 2,230 foot-pounds.
Engine Power (Torque) Propeller RPM

Engine power is a measurement of that portion Propeller rpm output is sent to the DCUs and
of the power developed by the engine that EDCs, which in turn display the value on the EIS.
is transmitted to the propeller. This power is Both the actual rpms and a normally green needle
measured in foot-pounds and is designated as can be seen for each engine (Figure 7-25).
engine TORQUE. The ring gear of the first-stage
planetary reduction gearbox is fixed in rotary
direction, but it can move a limited amount Engine RPM (N1)
in axial direction because of helical splines. Engine or gas generator (N1) rpm is also sent
Therefore, the first-stage ring gear is a reaction to the DCUs and EDCs, which send the value
member that reacts to an increase or decrease of to the EIS. Both the percentage of N1 and a
applied torque by moving aft as engine torque is normally white needle can be seen for each
increased and moving forward as engine torque engine (Figure 7-25).
is decreased. The axial motion of the ring gear
is balanced by oil pressure in a metered chamber
called a torquemeter chamber. The pressure in the Synchroscope and
torquemeter chamber is sensed by a transmitter Synchrophasing
and sent to the EDCs and DCUs, which in turn
display the torque value in foot-pounds as well A synchroscope (Figure 7-26) is at the right side
as a normally green double-lined arrow displayed of the EIS below the oil temperature readout. It
concurrently with the ITT. consists of a series of open boxes that slide right
or left depending on which propeller is spinning
at the faster rpm. For instance, if the series of
Torque Limiter boxes are sliding to the right, the right propeller
has a faster rpm. This movement, however, stops
Engine torque is automatically limited to a preset when the propellers are synchronized or when an
value by a torque limiter that is supplied with engine has failed.
a torque pressure signal from the torquemeter.
Figure 7-25. Engine Indicating System

Operation
Pushing the control switch ON supplies DC
power to the electronic control box. Input signals
representing propeller rpm are received from
magnetic pickups on each propeller.
The computed input signals are corrected to a

command signal and sent to an rpm trimming
coil on the propeller governor of the slow engine
7 POWERPLANT
and its (propeller) rpm is adjusted to that of the

other propeller.
Figure 7-26. Propeller Synchroscope NOTE
If the synchrophaser is on and fails to
Type II System synchronize the propellers, turn it off,
The Type II synchrophaser system is an electronic then manually synchronize the propel-
system, certified for takeoff and landing (see lers and turn it back on.
Figure 7-28). It functions to match the rpm
of both propellers and establish a blade phase PROPELLER FEATHERING
relationship between the right and left propellers
to reduce cabin noise to a minimum. The Hartzell propellers on the aircraft are full-
feathering propellers.
The system cannot reduce the rpm of either
propeller below the datum selected by the propeller The propeller servo piston is spring-loaded to
control lever. Therefore, no warning or caution FEATHER. The counterweights attached to
annunciator is associated with the Type II system. each blade near the root are supplemented by
feathering springs. The centrifugal forces exerted
by the counterweights and spring forces tend to
Control induce high blade angles or toward feather.
The system is controlled by a two-position
pushbutton at the far left of the reversionary panel. Feathering is normally accomplished with the
When the system is on, a green ON annunciator PROP control lever (see Figure 7-21). Moving this
illuminates in the button. When the system is off, lever aft to the FEATHER position mechanically
no annunciator is seen in the button (Figure 7-27). raises the governor pilot valve and dumps oil
from the propeller cylinder. The counterweights
and springs then rapidly feather the propeller.
Also, if the engine is shut down on the ground using

the CONDITION lever, the oil pressure decreases
and the centrifugal force of the counterweights
plus the springs eventually feather the propeller.
However, this is not a recommended procedure.
The propeller must be feathered with the PROP
control lever.
Figure 7-27. Propeller Synchroscope
and Switches (Type II)

PROPELLER SPINNER
PROPELLER GOVERNOR (PRIMARY)
7 POWERPLANT
RPM SENSOR RPM SENSOR
SYNC
CONTROLLER
PROP SYNC
OFF
DC BUS
SYNCHROSCOPE
Figure 7-28. Type II System Schematic
Autofeathering Arming
An autofeather system is available in the event Positioning the switch to ARM applies power to
that an engine fails. The system rapidly feathers a microswitch in each power lever quadrant. The
the affected propeller by opening a solenoid valve switches close when the power levers are advanced
on the overspeed governor and dumping propeller to a position that produces approximately 90% N1
control oil. The counterweights and springs rpm. When this occurs, electrical power is finally
feather the propeller rapidly. transmitted to torque switches. Once engine torque
is over 400 foot-pounds, the opposite engine L or
Control R AUTO FEATHER annunciator illuminates.
Autofeather is controlled by the AUTOFEATHER
ARM–OFF–TEST switch (Figure 7-29) for both Indication
propellers. Two green L and R AUTO FEATHER annuncia-
tors on the caution/advisory panel (Figure 7-30)
and green AFX letters in the torque/ITT gauge on
the EIS illuminate if:
• Autofeather system is armed
• Power levers are advanced to approxi-
mately 90% N1 rpm or greater
Figure 7-29. AUTOFEATHER Switch • Engines are developing power in excess of
400 foot-pounds of torque

7 POWERPLANT
Figure 7-30. AUTO FEATHER Annunciators
Testing When passing through 90% N1, a green L or R

AUTO FEATHER annunciator and the green AFX
The TEST position of the AUTOFEATHER letters in the EIS for each engine must be illuminated
ARM–OFF–TEST switch is used to bypass the indicating a fully armed condition for both engines.
power lever microswitches and to induce arming at
a much lower power setting to test the integrity of:
• Torque switches
Autofeathering
If an engine fails (Figure 7-31) (for example,
• Arming relays during takeoff), a torque switch closes when
• Dump solenoid valve torque decays to 400 foot-pounds and the L or
R AUTO FEATHER annunciator and the green
• Arming lights/annunciator without high AFX letters in the EIS of the operating engine
power settings extinguish, indicating that its autofeather circuit
is disarmed.
The autofeather system is for use only during
critical power periods such as takeoff, climb, As torque on the failing engine decays to 200
approach, and landing, and must be turned off foot-pounds, a second torque switch closes. The
during cruise operations. arming relay is energized, the dump valve on
the overspeed governor opens to dump propeller
Operating Principles servo oil and to produce rapid feathering, and
the L or R AUTO FEATHER annunciator for the
Assume that the autofeather system is armed for failed engine extinguishes.
takeoff. As the power levers are advanced, the
microswitches close at a position in the quadrant
representing 90% N1 rpm. Electrical power is Autofeather Test
now applied to engine torque-sensitive switches The TEST position (Figure 7-32) of the AUTO
(two for each engine). One switch on each engine FEATHER ARM–OFF–TEST switch bypasses
is set to open at approximately 200 foot-pounds the power lever 90% N1 switches.
of torque and the second switch on each engine
opens at approximately 400 foot-pounds of torque.

TORQUE
SWITCH
TORQUE 200
SWITCH
ARMING
400 RELAY
LEFT NC
POWER
LEVER
SWITCH
DUMP
VALVE
7 POWERPLANT
C/B ARM
AUTOFEATHER
AUTOFEATHER OFF ANNUNCIATORS
TEST
NC
RIGHT
POWER
LEVER
SWITCH
DUMP
* CLOSED AT VALVE
HIGH N1
400
CONDITION: TORQUE 200

BOTH POWER LEVERS AT APPROXIMATELY SWITCH
ARMING
RELAY TORQUE
90% N1; RIGHT ENGINE HAS FAILED SWITCH
Figure 7-31. Autofeather System Schematic

TORQUE
SWITCH
TORQUE 200
SWITCH
ARMING
400
RELAY
LEFT NC
POWER
LEVER
SWITCH DUMP
VALVE
C/B
ARM
AUTOFEATHER OFF AUTOFEATHER
TEST ANNUNCIATORS
NC
RIGHT
POWER
LEVER
SWITCH * CLOSED DUMP
APPROXIMATELY VALVE
90% N1 400
TORQUE 200
CONDITION: SWITCH
LEFT POWER LEVER BELOW 200 FT-LB; TORQUE
RIGHT POWER LEVER ABOVE 400 FT-LB SWITCH
Figure 7-32. Autofeather Test Schematic

With both engines set to approximately 500 foot- Engine Operating Limits
pounds of torque, positioning the switch to TEST
and reducing power slowly on one engine, the The limitations in Table 7-1 and Table 7-3 must
opposite engine AUTO FEATHER annunciator be observed.
must extinguish at approximately 400 foot-
pounds of torque. The limits presented do not necessarily occur
simultaneously. Refer to Pratt & Whitney
Continued power reduction causes the other Maintenance Manual for specific actions required
AUTOFEATHER annunciator to extinguish at if limits are exceeded.
200 foot-pounds, and then flash as the feather/
7 POWERPLANT
unfeather cycle begins. The propeller does not APPROVED FUELS

completely feather during the test because the
engine is still producing torque. Refer to Chapter 5—“Fuel System” for more
information.
NOTE
If the CONDITION levers are not set PROPELLER
at LOW IDLE, then torque cannot be
reduced below 200 foot-pounds, which Manufacturer:
prevents propeller cycling during the • Hartzell Propeller
test.
• Diameter 93 inches
When the autofeather system is activated, a dump
valve on the overspeed governor is energized Rotational Speed Limits:
open, connecting the propeller servo piston • 2,200 rpm (Transient)—Not exceeding
chamber directly to the drain line and dumping
propeller oil into the reduction gearcase. The • 5 seconds
counterweights and springs position the blades to • 1,900 rpm—Reverse
full-feather.
• 2,000 rpm—All other conditions
Unfeathering • Up to 2,040 rpm for 7 minutes
With the PROP levers positioned full forward, Propeller Rotational Overspeed
propeller unfeathering occurs automatically with
oil pressure as the engine is started and blade angle Limits
decreases to the datum set by the beta/reverse The maximum propeller overspeed limit is
mechanism. As there are no unfeathering pumps 2,200 rpm and is limited to 5 seconds. Sustained
on the aircraft, the engine must be operating to propeller overspeed faster than 2,000 rpm indicate
unfeather the propeller. failure of the primary governor.
Flight can continued at propeller overspeed up

LIMITATIONS to 2,120 rpm provided torque is limited to 1,800
The limitations contained in Section II of the Pilot foot-pounds. Sustained propeller overspeed
Operating Handbook (POH) and FAA-approved faster than 2,120 rpm indicate failure of both the
Aircraft Flight Manual (AFM) must be observed primary governor and secondary governor, and
during operation of the aircraft. such overspeed are unapproved.
Powerplant POWERPLANT ENGINE

Manufacturer: Pratt & Whitney Aircraft of INDICATING SYSTEM COLORS
Canada LTD, Engine Model No. PT6A-42/52. The EIS colors are given in Table 7-2 and Table 7-3

Starter Limits
Use of the starter is limited to:
40 seconds............................... ON
60 seconds............................. OFF
Then, if necessary:
40 seconds............................... ON
60 seconds............................. OFF
7 POWERPLANT
Then, if necessary:
40 seconds............................... ON
30 minutes............................. OFF
EMERGENCY/
ABNORMAL
For information on emergency/abnormal

Table 7-1. ENGINE OPERATING LIMITS (PT6A-42 ENGINE) (Sheet 1 of 2)

OPERATING SHP TORQUE MAXIMUM GAS PROP OIL OIL TEMP
CONDITION FT-LBS OBSERVED GENERATOR RPM PRESS °C (3) (4)
(1) ITT °C RPM N1 N2 PSI (2)
RPM %
STARTING --- --- 1000 (5) --- --- --- --- –40 (min)
LOW IDLE --- --- 750 (6) 22,875 --- 1180 60 (min) -40 to +110
HIGH IDLE --- --- --- --- (7) --- --- -40 to +110
7 POWERPLANT
TAKEOFF & 850 2230 820 39,000 104 2000 90 to 135 0 to +110
MAX CONT (13) (11)
MAX CRUISE 850 2230 (8) 820 39,000 104 2000 90 to 135 0 to +99
(13) (11)
CRUISE 850 2230 (8) 775 39,000 104 2000 90 to 135 0 to +110
CLIMB AND (13) (11)
REC
(NORMAL)
CRUISE
MAX REVERSE (9) 800 --- 750 --- 88 1900 90 to 135 0 to +99
TRANSIENT --- 2750 850 39,000 104 2200 40 to 200 0 to +110
(5) (10) (10) (5) (10)
FOOTNOTES:
1. Torque limit applies within range of 1600 — 2000 propeller rpm (N2). Below 1600 propeller rpm, torque is
limited to 1100 ft-lbs.
2. When gas generator speeds are above 27,000 rpm (72% N1) and oil temperatures are between +60°C and
+71°C, normal oil pressures are:. 100 to 135 psi below 21,000 feet; 85 to 135 psi at 21,000 feet and above.
Oil pressure between 60 and 85 psi is undesirable; it should be tolerated only for the completion of the
flight, and then only at a reduced power setting not exceeding 1100 ft-lbs torque. Oil pressure below 60
psi is unsafe; it requires that either the engine be shut down, or that a landing be made at the nearest
suitable airport, using the minimum power required to sustain flight. Fluctuations of plus or minus 10 psi are
acceptable. During extremely cold starts, oil pressure may reach 200 psi.
3. A minimum oil temperature of +55°C is recommended for fuel heater operation at take-off power.
4. Oil temperature limits are -40°C and +99°C. However, temperatures of up to +104°C are permitted for a
maximum time of 10 minutes.
5. These values are time limited to 5 seconds.
6. High ITT at ground idle may be corrected by reducing accessory load and/or increasing N1 rpm.
7. At approximately 70% N1.
8. Cruise torque values vary with altitude and temperature.
9. This operation is time limited to 1 minute.
10. Values above +99°C are time limited to 10 minutes.
11. To account for power setting accuracy and steady state fluctuations, inadvertent propeller excursions up to
2040 rpm are time limited to 7 minutes.

FOOTNOTES (Cont):
12. To account for power setting accuracy and steady state fluctuations, inadvertent propeller
excursions up to 2040 rpm are time limited to 7 minutes.
PROP SPEED
RPM (%)
7 POWERPLANT
2200 110% TRANSIENT
EXCEEDENCE
2040 102%
TRANSIENT
2000 100%
5 10 20 300 420
15
TIME (seconds) BB07C
032534AA.AI
13. To account for power setting accuracy and steady state fluctuations, inadvertent torque
excursions up to 2275 ft-lbs are time limited to 7 minutes.
TORQUE
FT-LBS (%)
2750 123%
TRANSIENT
TRANSIENT
EXCEEDENCE
2275 102%
TRANSIENT
2230 100%
5 10 15 20 300 420
032533AA.AI

Table 7-2. POWER PLANT INSTRUMENT MARKINGS (PT6A-42 ENGINE)

INSTRUMENT GREEN DISPLAY NORMAL YELLOW DISPLAY RED DISPLAY
OPERATING RANGE CAUTION RANGE MINIMUM/MAXIMUM
ITT ≤ 800 --- ≥ 800 ≤ 850
(starting) °C or ≥ 20 sec
≥ 800 ≤ 850 or
≤ 20 sec ≥ 850 ≤ 1000
or ≥ 5 sec
≥ 850 ≤ 1000 or
≤ 5 sec ≥ 1000
7 POWERPLANT
ITT ≤ 800 ≥ 800 ≤ 850 ≥ 800 ≤ 850

(running) °C ≤ 5 sec ≥ 5 sec
or
≥ 850
Torque Ft-lbs ≤ 2230 ≥ 2275 ≤ 2750 ≥ 2275 ≤ 2750
(Prop RPM greater or ≤ 5 sec ≥ 5 sec
than 1600) ≥ 2230 ≤ 2275 or or
for ≤ 5 min ≥ 2230 ≤ 2275 ≥ 2230 ≤ 2275
for ≥ 5 min & ≤ 7 min ≥ 7 min
or
≥ 2750
Torque Ft-lbs ≤ 1100 ≥ 1100 ≤ 2750 ≥ 1100 ≤ 2750
(Prop RPM less ≤ 5 sec ≥ 5 sec or
than 1600) ≥ 2750
PROP RPM ≤ 2000 ≥ 2040 ≤ 2200 ≥ 2040 ≤ 2200
(starting) or ≤ 5 sec ≥ 5 sec
≥ 2000 ≤ 2040 or or
≤ 5 min ≥ 2000 ≤ 2040 ≥ 2000 ≤ 2040
for ≥ 5 min ≤ 7 min ≥ 7 min
or
≥ 2200
PROP RPM ≥ 1180 ≤ 2000 ≥ 2040 ≤ 2200 ≥ 2040 ≤ 2200
(running) or ≤ 5 sec ≥ 5 sec
≥ 2000 ≤ 2040 or or
≤ 5 min ≥ 2000 ≤ 2040 ≥ 2000 ≤ 2040
for ≥ 5 min ≤ 7 min ≥ 7 min
or or
≤ 1180 ≥ 2200
% N1 ≤ 101.5 ≥ 101.5 ≤ 102.6 ≥ 102.6
(starting) ≤ 10 sec or
≥ 101.5 ≤ 102.6
≥ 10 sec
% N1 ≥ 60 (or) ≥ 60* ≤ 60 (or) ≤ 60* ≥ 102.6
(running) ≤ 101.5 or or
≥ 101.5 ≤ 102.6 ≥ 101.5 ≤ 102.6
≤ 10 sec ≥ 10 sec
FUEL FLOW ≥ 0 ≤ 800 --- ---
OIL TEMP ≥ –40 ≤ 99 ≥ 99 ≤ 104 ≥ 99 ≤ 104
(starting) °C ≤ 10 minutes ≥ 10 min
or ≤ –40
or ≥ 104
OIL TEMP ≥ 0 ≤ 99 ≥ 99 ≤ 104 ≥ 99 ≤ 104
(running) °C ≤ 10 minutes ≥ 10 min
or ≤ 0 or ≥104
OIL PRESS ≥ 100 ≤ 135 ≥ 60 ≤ 100 ≤ 60
(psi) or ≥ 135 ≤ 200 or ≥ 200
The pilot is responsible for monitoring all engine limits, including transient limits not accounted for by the EIS as defined in Engine
Operating Limits.
* Dislay will vary with software version. Either display is correct.


OPERATING SHP TORQUE MAXIMUM GAS PROP OIL OIL
CONDITION FT-LBS (1) OBSERVED GENERATOR RPM PRESS TEMP
ITT °C RPM N1 N2 PSI (2) °C (3) (4)
RPM %
STARTING --- --- 1000 (5) --- --- --- --- –40 (min)
LOW IDLE --- --- 750 (6) 22,875 --- 1180 60 (min) –40 to
+110
7 POWERPLANT
HIGH IDLE --- --- --- --- (7) --- --- –40 to
+110
TAKEOFF & 850 2230 820 39,000 104 2000 90 to 135 0 to +110
MAX CONT (13) (12)
MAX CRUISE 850 2230 (8) 820 39,000 104 2000 90 to 135 10 to +99
(13) (12)
CRUISE 850 2230 (8) 775 39,000 104 2000 90 to 135 0 to +110
CLIMB AND REC (13) (12)
(NORMAL) CRUISE
(9) MAX REVERSE 800 --- 750 --- 88 1900 90 to 135 0 to +99
TRANSIENT --- 2750 850 39,000 104 2200 40 to 200 0 to +110
(5) (10) (5) (11)
FOOT NOTES:
1. Torque limit applies within range of 1600–2000 propeller rpm (N2). Below 1600 propeller rpm, torque is
limited to 1100 ft-lbs.
2. When gas generator speeds are above 27,000 rpm (72% N1) and oil temperatures are between +60°C and +71°C, normal
oilpressures are: 100 to 135 psi at 21,000 feet; 85 to 135 psi at 21,000 feet and above. Oil pressure between 60 and 85
psi is undesirable; it should be tolerated only for the completion of the flight, and then only at a reduced power setting not
exceeding 1100 ft-lbs torque. Oil pressure below 60 psi is unsafe; it requires that either the engine be shut down, or that a
landing be made a the nearest suitable airport, using the minimum power required to sustain flight. Fluctuations of plus or
minus 10 psi are acceptable. During extremely cold starts, oil pressure may reach 200 psi.
3. A miminum oil temperature of +55°C is recommended for fuel heater opeartion at take-off power.
4. Oil temperature limits are –40°C and +110°C. However, temperatures of between +99°C and +110°C are permitted for a
maximum time of 10 minutes.
6. High ITT at ground idle may be corrected by reducing accessory load and/or increasing N1 rpm.
7. At approximately 70% N1.
8. Cruise torque values vary with altitude and temperature.
9. This operation is time limited to 1 minute.
11. Values above +99°C are time limited to 10 minutes.

FOOTNOTES (Cont):
12. To account for power setting accuracy and steady state fluctuations, inadvertent propeller
excursions up to 2040 rpm are time limited to 7 minutes.
PROP SPEED
RPM (%)
7 POWERPLANT
2200 110% TRANSIENT
EXCEEDENCE
2040 102%
TRANSIENT
2000 100%
5 10 20 300 420
15
032534AA.AI
13. To account for power setting accuracy and steady state fluctuations, inadvertent torque
excursions up to 2275 ft-lbs are time limited to 7 minutes.
TORQUE
FT-LBS (%)
2750 123%
TRANSIENT
TRANSIENT
EXCEEDENCE
2275 102%
TRANSIENT
2230 100%
5 10 15 20 300 420
032533AA.AI

QUESTIONS
1. The PT6A engine power section consists of: 5. When the AUTO–ENG–IGN switch is posi
tioned to ARM, ignition is:
A. One compression stage and four turbine
stages. A. Continuous.
B. A two-stage power turbine. B. Inactive but armed if torque is greater
C. A two-stage turbine and a centrifugal than 400 foot-pounds.
compressor. C. Controlled by the stall warning system.
7 POWERPLANT
D. Twin-spool, two-stage turbines. D. Continuous when torque is greater than

400 foot-pounds.
2. The reduction gear system provides gear
reduction: 6. After lift-off, if an autofeather is initiated,
the immediate requirement is to:
A. For the propeller.
B. Between the compressor and power A. Continue flying the aircraft and allow
turbine. the propeller to feather.
C. For the aircraft accessory drive section. B. Position the POWER lever to IDLE.
D. Between the compressor and the com- C. Position the CONDITION lever to
pressor turbine. CUTOFF.
D. Reduce electrical loads.
3. What is maximum RPM in reverse?
7. Which of the following is the most accurate
A. 1,900
definition of engine torque readout?
B. 2,200
A. Power developed by the gas generator
C. 1,830
B. Thrust supplied by the propeller
D. 2,000
C. Ratio of compressor inlet to exhaust
outlet
4. During a ground start of the right engine,
the R IGNITION ON annunciator must D. Power delivered to the propeller
illuminate:
A. At 10% N1 rpm.
B. When the CONDITION lever is posi-
tioned to LOW IDLE.
C. At a stabilized 12% N1.
D. When the IGNITION AND ENGINE
START switch is positioned to IGNI-
TION and ENGINE START.

CHAPTER 8
FIRE PROTECTION
CONTENTS
Page
INTRODUCTION................................................................................................................... 8-1
FIRE DETECTION................................................................................................................. 8-2
Components...................................................................................................................... 8-2
FIRE EXTINGUISHING......................................................................................................... 8-2
8 FIRE PROTECTION
Operation.......................................................................................................................... 8-2
System Testing.................................................................................................................. 8-5
PORTABLE FIRE EXTINGUISHERS................................................................................... 8-6
LIMITATIONS......................................................................................................................... 8-6
QUESTIONS........................................................................................................................... 8-7

ILLUSTRATIONS
Figure Title Page
8-1 Fire-Detection System................................................................................................. 8-3

8-2 Fire-Extinguishing System.......................................................................................... 8-4
8-3 Gauge Location........................................................................................................... 8-5
8-4 Portable Fire Extinguisher........................................................................................... 8-6
TABLES
Table Title Page
8-1 Temperature Vs. Pressure Data......................................................................................8-5
8 FIRE PROTECTION

CHAPTER 8
FIRE PROTECTION
8 FIRE PROTECTION
INTRODUCTION
This chapter describes the fire protection system on the King Air B200/B200GT aircraft. The
two engines each have independently operating fire-detection systems. A temperature-sensing
cable turns on the appropriate warning light. Separate fire-extinguishing systems are available as
an option (standard with the HALO 250 STC). Crew activation is required to release the extin-
guishing chemical agent into the nacelle with the fire.

FIRE DETECTION CONTROLS AND INDICATIONS

A three-lens control indicator is on the glareshield
COMPONENTS when the optional extinguisher system is incorpo-
rated (Figure 8-2). The three lenses are:
The system consists of a temperature-sensing
tube for each engine; a L–R ENG FIRE TEST– • Red—L or R ENG FIRE PUSH TO EXT
DET–OFF switch on the copilot left subpanel and • Amber—DISCH
a FIRE DET circuit breaker on the right CB panel
(No. 1 dual fed bus) (Figure 8-1). • Green—OK
The red L or R ENG FIRE PUSH TO EXT lens
CONTROLS AND INDICATIONS indicates a detected fire. The three-lens control
indicator is pushed to activate the appropriate
When the temperature-sensing tube is activated extinguisher.
indicating a possible fire, the appropriate
annunciator on the red annunciator panel The amber DISCH lens indicates that the
illuminates and the red FIRE indication appears extinguisher has been discharged and the supply
on the appropriate ITT/torque display on the EIS. cylinder is empty.
Assuming the integrity of the wiring or sensor The green OK lens confirms circuit continuity
tube has not been compromised and the fire goes during the test function.
8 FIRE PROTECTION
out, the annunciator extinguishes. Both systems

can again detect the outbreak of fire.
OPERATION
Fire warning is indicated by the L or R ENG FIRE
PUSH TO EXT guarded switchlights (if installed) When a red MASTER WARNING indicates a fire
on the glareshield at each end of the warning and it is confirmed by the pilot, the appropriate (L
annunciator. Fire warning is also simultaneously or R) engine must be shut down and the L or R
indicated by the red warning annunciators and the ENG FIRE switchlight depressed.
red FIRE annunciators in the EIS.
This action fires the appropriate squib, releasing
the contents through the tubing. When the bottle
FIRE EXTINGUISHING is discharged, the amber DISCH illuminates.
Fire in either engine compartment is smothered The pressure gauges, one on each fire-extinguish-
by engulfing the nacelle compartment with ing supply cylinder, reflect the contents of the
bromotrifluoromethane (CBrF3) pressurized with bottle. They can be read only while on the ground
dry nitrogen. There are three spraybars per engine because they are in the wheel wells. Figure 8-3
compartment, each one supplied by one common and Table 8-1 show temperatures vs. pressure
fire extinguisher supply cylinder per engine. data and gauge location.
One squib per bottle incorporates a pyrotechnic
cartridge that releases the entire contents. The
squib is fired by depressing the switchlight on the
glareshield.
Each engine has its own independent system, and

both circuit breakers are fed from the hot battery
bus (Figure 8-2).

DETAIL A
L
DET
R
FIRE SENSOR
OFF ELEMENT
TEST SWITCH
ENG FIRE SYS PRINTED
CIRCUIT
DETAIL B CARDS
(WITHOUT FIRE EXTINGUISHER)
PRIOR TO BB-1988
8 FIRE PROTECTION
FIRE SENSOR
DETAIL B ELEMENT
(WITHOUT FIRE EXTINGUISHER)
BB-1978, BB-1988 AND SUBSEQUENT,
BY-1 AND SUBSEQUENT
BATT EXT PWR

RELAY RELAY
EXT PWR
RECEPTICAL
BATTERY
BATTERY
HOT BAT BUS
LEFT START
RELAY
DETAIL B MAIN BATTERY BUS
325 325
ISOLATION BUS
TO SYSTEMS TO SYSTEMS
SENSOR RESPONDER
SIMPLIFIED CIRCUIT
RESPONDER ALARM
A SWITCH (N.O.)
28 VDC
SENSOR ELEMENT
SENSOR ELEMENT
TEST SWITCH SENSOR
B RESPONDER
DETAIL C C
ISOLATOR
D
INTEGRITY SWITCH
N.C. — HELD CLOSED BY
NORMAL SENSOR PRESSURE
LEFT OR RIGHT
ENGINE FIRE
Figure 8-1. Fire-Detection System

DETAIL A
C
B
L MONITOR
MODULE
8 FIRE PROTECTION
R MONITOR
MODULE
FIRE-EXTINGUISHER
SUPPLY CYLINDER
DETAIL B
(WITH FIRE EXTINGUISHER)
BB-1978, BB-1988 AND SUBSEQUENT,
BY-1 AND SUBSEQUENT
L L
EXT DET EXPLOSIVE
SQUIB
R R
PRESSURE
GAUGE
OFF
TEST SWITCH
ENG FIRE SYS
DETAIL B
(WITH FIRE EXTINGUISHER)
PRIOR TO BB-1988
EXCEPT BB-1978 DETAIL C
Figure 8-2. Fire-Extinguishing System

8 FIRE PROTECTION
Figure 8-3. Gauge Location
Table 8-1. TEMPERATURE VS. PRESSURE DATA

–40°C/ –29°C/ –18°C/ –6°C/ 4°C/ 16°C/ 27°C/ 38°C/ 48°C/
TEMPERATURES
–40°F –20°F 0°F 20°F 40°F 60°F 80°F 100°F 120°F
PSI MINIMUM 190 220 250 290 340 390 455 525 605
PSI MAXIMUM 240 275 315 365 420 480 550 635 730
NOTE:
PRESSURES ARE EXTRACTED FROM THE BEST AVAILABLE INFORMATION AND CAN ONLY BE USED AS A GUIDE.
SYSTEM TESTING During testing, the pilot and copilot red MASTER
WARNING light flashes, and, if the optional
The TEST switches allow ground or in-flight extinguisher system is present, the red lenses
testing of the detection system (see Figure 8-1 placarded L ENG FIRE–PUSH TO EXT and
and Figure 8-2). R ENGINE FIRE–PUSH TO EXT illuminate.
Failure of the fire detection annunciators in any
When the switch is placed in the DET (L) LEFT of the test positions indicates a malfunction
or DET (R) RIGHT position, the illumination of in that system. When the annunciator fails to
the corresponding ENG FIRE annunciator and illuminate during testing, a no-go situation
appearance of the fire label in the ITT/TORQ exists. If there is no response in any position,
assures the integrity of the cable and continuity check the circuit breaker.
of the electrical wiring.

For testing the extinguishing systems, the circuitry

of the squib is checked for continuity by switching
the TEST SWITCH FIRE DET and FIRE EXT to
the (LEFT and RIGHT) EXT positions.
The amber DISCH light and the green OK light

should illuminate, indicating that the bottle
charge detector circuitry and squib-firing cir-
cuitry are operational and that the squib is in
place (see Figure 8-2).
PORTABLE FIRE
EXTINGUISHERS
The aircraft has two portable fire
extinguishers—one in the cabin and one in the
cockpit. The cabin fire extinguisher normally is
on the floor on the left side of the aircraft forward
of the airstair entrance door, just aft of the rear-
8 FIRE PROTECTION
most seat or aft of the airstair door on the sidewall

(Figure 8-4). The cockpit fire extinguisher is
underneath the copilot seat.
LIMITATIONS Figure 8-4. Portable Fire Extinguisher
The detection system is operable when electrical

power is applied to the aircraft. But the EMERGENCY/
extinguishing system can be discharged at any ABNORMAL
time since it is operated from the hot battery bus.
Therefore, even though the aircraft is parked with For specific information on emergency/abnormal
the engines off, the fire-extinguishing system procedures, refer to the appropriate abbreviated
could be discharged. checklists or the FAA-approved Aircraft Flight
Manual (AFM).
Each engine has its own self-contained
extinguishing system that can be used only once
between recharging. This system cannot be used
to extinguish a fire in the opposite engine.

QUESTIONS
1. How many times can the fire-extinguishing
system be fired between supply cylinder
recharges, per engine?
A. One
B. Two
C. Three
D. Four
2. The amber discharge (D) light, when illu-

minated (other than for test purposes),
indicates:
A. The supply cylinder is full.
B. The supply cylinder is half empty.
C. The extinguisher has been discharged,
and the supply cylinder is empty.
8 FIRE PROTECTION
D. The supply cylinder is available for
discharge.
3. The fire detection system is tested by the

flight crew using the TEST switch. The
switch:
A. Supplies an electrical signal similar to
the one that the detectors send to the
warning annunciating system.
B. Heats up an infrared source by each
detector.
C. Only checks the annunciator system
operation.
D. Directs a small amount of bleed air to
heat the detectors.

CHAPTER 9
PNEUMATICS
CONTENTS
Page
INTRODUCTION................................................................................................................... 9-1
GENERAL............................................................................................................................... 9-1
DESCRIPTION........................................................................................................................ 9-3
Pneumatic and Vacuum Systems...................................................................................... 9-3
Bleed-Air Warning System.............................................................................................. 9-4
Door Seal System............................................................................................................. 9-5
Controls And Indications.................................................................................................. 9-6
LIMITATIONS......................................................................................................................... 9-6
QUESTIONS........................................................................................................................... 9-7
9 PNEUMATICS

ILLUSTRATIONS
Figure Title Page
9-1 Pneumatic and Vacuum Systems................................................................................. 9-2

9-2 Bleed-Air Ejector......................................................................................................... 9-3
9-3 VACUUM and PNEUMATIC PRESSURE Gauges.................................................... 9-3
9-4 Bleed-Air Warning System Diagram........................................................................... 9-4
9-5 L and R BL AIR FAIL Warning Annunciators............................................................ 9-4
9-6 BLEED AIR VALVES Switches.................................................................................. 9-5
9-7 Pneumatic Plastic Tubing............................................................................................ 9-5
9-8 Cabin Door Air Seal.................................................................................................... 9-6
9-9 FLIGHT Hourmeter.................................................................................................... 9-6
9 PNEUMATICS

CHAPTER 9
PNEUMATICS
INTRODUCTION
9 PNEUMATICS
This chapter describes the pneumatics system on the King Air B200/B200GT aircraft. The
pneumatics system supplies engine bleed-air to the airstair door seal, the ice protection systems
(surface deice), the bleed-air warning system, the rudder boost, the hourmeter, and the brake
deice system. Pneumatic air that is exhausted overboard via a venturi creates a negative pressure
used by the vacuum system.
GENERAL
High-pressure bleed air regulated to 18 psi air escapes into the airframe.The cabin entrance
supplies pressure for the surface deice system and door seal inflates with air from the pneumatic
the vacuum source (Figure 9-1). The bleed-air system. The FLIGHT hourmeter indicates the
warning system indicates when hot engine bleed aircraft flight time.

PNEUMATIC PRESSURE LEGEND

GAUGE HIGH PRESSURE BLEED AIR
(IN COCKPIT)
REGULATED BLEED AIR
FLIGHT
HOURS VACUUM
GAUGE
DEICE TO
RIGHT PRESSURE DISTRIBUTOR DEICE
SQUAT SWITCH VALVE BOOTS
SWITCH
LANDING GEAR RESERVOIR EXHAUST

(HYDRAULIC GEAR ONLY) OVERBOARD
EJECTOR
VACUUM
LEFT REGULATOR
SQUAT
SWITCH
AIRSTAIR
DOOR SEAL 4 PSI
REGULATOR PRESSURIZATION VACUUM
LINE CONTROLLER, (IN COCKPIT)
CLOSED ON OUTFLOW AND
GROUND SAFETY VALVES
(NO)
15 PSI
REGULATOR L SERVO
RUDDER LEFT NC
BOOST VALVE
SYSTEM
R SERVO
LEFT BLEED-AIR RIGHT BLEED-AIR
WARNING SYSTEM WARNING SYSTEM RIGHT
NC
VALVE
18 PSI
PRESSURE
9 PNEUMATICS
REGULATOR PNEUMATIC
PNEUMATIC
AIR VALVE AIR VALVE
(NO) (NO)
CHECK VALVE CHECK VALVE
LEFT RIGHT
P3 AIR P3 AIR
P SWITCH
60 PSID
RUDDER BOOST RUDDER BOOST
LEFT BRAKE RIGHT BRAKE

DEICE DEICE
VALVE VALVE
(NC) (NC)
Figure 9-1. Pneumatic and Vacuum Systems

DESCRIPTION The brake deice system also receives bleed air,

which is tapped downstream of each pneumatic
solenoid (see Figure 9-1). Bleed air from each
PNEUMATIC AND VACUUM engine is routed through tubes to the respective
SYSTEMS left or right flow control unit on the firewall. A
pressure line from the engine bleed-air line for-
Vacuum for the pressurization system and surface ward of the firewall and flow control unit line
deice originates through a venturi that exhausts supplies pneumatic pressure as shown on the
engine bleed air overboard (Figure 9-2). One pneumatic pressure gauge to:
engine can supply sufficient bleed air for all
associated systems. • Surface deice boots
• Rudder boost
• Door seal
• Brake deice (hot brakes) system
• Landing gear hydraulic reservoir
• Flight hourmeter pneumatic switch
An ejector changes pressure to vacuum to oper-

ate the pressurization controller and outflow and
safety valves and deice boots. The flow con-
trol unit regulates engine bleed-air mixture for
pressurization with cabin and ambient air. Pres-
surization air is routed through the wings and
into the cabin for heating, cooling, and pressur-
ization. A VACUUM gauge on the copilot right
subpanel indicates vacuum in inches of mercury
Figure 9-2. Bleed-Air Ejector (Figure 9-3).
9 PNEUMATICS
Figure 9-3. VACUUM and PNEUMATIC PRESSURE Gauges

BLEED-AIR WARNING SYSTEM

The bleed-air warning system indicates when a
pressurization or pneumatic line has ruptured
and hot engine bleed air is being exhausted into
the airframe.
Figure 9-5. L
and R BL AIR FAIL
When the temperature of the ruptured line reaches Warning Annunciators
approximately 204°F (95°C) (Figure 9-4), the
plastic tubing melts, which illuminates the L A severe bleed-air leak decreases engine torque
BL AIR FAIL or the R BL AIR FAIL warning and increases interstage turbine temperature (ITT).
annunciator (Figure 9-5). When the respective BLEED AIR VALVES switch
is positioned to PNEU/INSTR & ENVIR–OFF,
R BL AIR FAIL
L BL AIR FAIL
ENGINE P3 ENGINE P3
BLEED-AIR BLEED-AIR
CONNECTOR CONNECTOR
PLUGS
AMBIENT AMBIENT
AIR ENVIRONMENTAL ENVIRONMENTAL
BLEED-AIR BLEED-AIR AIR
SHUTOFF VALVE SHUTOFF VALVE
PNEUMATIC
BLEED-AIR PNEUMATIC
SHUTOFF BLEED-AIR
VALVE SHUTOFF
ENGINE ENGINE VALVE
FIREWALL PRESSURE FIREWALL
SWITCHES
9 PNEUMATICS
PLUGS PLUGS
WHEEL
WELL
WHEEL
WELL
18 PSI PRESSURE
REGULATOR
Figure 9-4. Bleed-Air Warning System Diagram

monitor the engine instruments for increased

torque and decreased ITT to determine
if the split between engines goes away
(Figure 9-6).
Figure 9-7. Pneumatic Plastic Tubing
Excessive heat from a ruptured bleed-air line

can damage surrounding systems or weaken the
structure causing the plastic tubing to fail.
The pressure released from the plastic tubing

PRIOR TO BB-1988 closes either of two pressure switches under
the copilot floor. When either switch closes, the
applicable BL AIR FAIL annunciator illuminates.
NOTE
The bleed-air warning annunciator
does not extinguish after the bleed-
air valves close. The BLEED AIR
VALVES–OPEN position requires DC
power to open the flow control unit
shutoff valve. In the PNEU/INSTR
& ENVIR–OFF position, the switch
9 PNEUMATICS
receives power from the bleed-air cir-
cuit breaker to close the normally open
pneumatic instrument air valve. Both
BY-1 AND SUBSEQUENT positions receive power from the bleed-
air control circuit breaker.
Figure 9-6. BLEED AIR VALVES Switches
Regardless of engine instrument indications, any

DOOR SEAL SYSTEM
time the L BL AIR FAIL or the R BL AIR FAIL The cabin entrance door inflates the door seal
annunciator illuminates, position the respective with pneumatic air after lift-off (Figure 9-8).
bleed-air valve to PNEU/INSTR & ENVIR–OFF. Bleed air is tapped off the manifold downstream
of the 18 psi pressure regulator. The regulated air
The plastic tubing lies along the insulated then passes through a 4 psi regulator to a valve,
pressurization air lines and the uninsulated which normally is open. The valve is controlled
pneumatic lines (Figure 9-7). by the left landing gear safety switch.

circuit breaker. Additionally, weight must be

removed from the right landing gear strut to affect
the squat switch.
The L BL AIR FAIL or the R BL AIR FAIL

warning annunciator illuminates when the tem-
perature of a ruptured pneumatic line reaches
approximately 204°F (95°C) (see Figure 9-4 and
Figure 9-5).
Figure 9-8. Cabin Door Air Seal

LIMITATIONS
CONTROLS AND INDICATIONS The PNEUMATIC PRESSURE gauge indicates,
Two BLEED AIR VALVES switches control bleed within a green arc, the normal operating range of
air to the cabin and are used for pressurization 12 to 20 psi, and the maximum operating limit
and environmental functions. The OPEN position (red line) of 20 psi.
opens the environmental flow control unit and
pneumatic instrument air valve. The ENVIR OFF The VACUUM gauge indicates, within a narrow
position closes the environmental flow control green arc, the normal suction from 15,000 to
unit while the pneumatic air valve remains open. 35,000 feet MSL of 2.8 to 4.3 in. Hg. A wide
green arc indicates normal vacuum range from
The PNEU/INSTR & ENVIR–OFF position sea level to 15,000 feet MSL of 4.3 to 5.9 in. Hg.
closes the environmental and pneumatic flow
valves (see Figure 9-6). For additional limitations on the aircraft pneu-
matic system, refer to the Pilot’s Operating
A VACUUM gauge on the copilot right subpanel Handbook (POH).
indicates vacuum in inches of mercury (see
Figure 9-3).
EMERGENCY/
The PNEUMATIC PRESSURE gauge to the right
of the VACUUM gauge indicates air pressure ABNORMAL
in pounds per square inch (psi) available to the
9 PNEUMATICS
various aircraft systems (see Figure 9-3). For specific information on emergency/abnormal
The FLIGHT hourmeter on the copilot right checklists or the FAA-approved Aircraft Flight
subpanel indicates aircraft flight time (Figure Manual.
9-9). The hourmeter requires pneumatic bleed air
and DC power, available through the flap control
Figure 9-9. FLIGHT Hourmeter

QUESTIONS
1. To what systems does the pneumatic 4. When a BLEED AIR VALVES switch
system supply bleed air? is positioned to PNEU/INSTR &
ENVIR–OFF after a L or R BL AIR
A. Electrical and hydraulics
FAIL annunciator illuminates, the engine
B. Air data computer instruments are to be monitored for?
C. Vacuum, hourmeter, brakes deice (if
A. Increased torque; decreased ITT
installed), door seal, surface deice,
rudder boost, and hydraulic gear B. Increased ITT; decreased torque
reservoir C. Steady N1 rpm; decreased ITT
D. Windshield, radiant heat, flight controls D. Increased N1 rpm; decreased ITT
2. Where does the negative pressure for the 5. What is the maximum operating pressure
vacuum system originate? limit of the pneumatic system?
A. 18 psi regulator A. 12 psi
B. Pneumatic bleed-air venturi B. 18 psi
C. Refrigerant compressor C. 6 psi
D. Safety/dump valve D. 20 psi
3. A bleed-air leak can cause decreased 6. From sea level to 15,000 feet MSL, what
____________________ and increased is the normal vacuum range of the vacuum
______. system?
A. Engine torque, N1 A. 3.0–4.3 in. Hg
B. Engine rpm, ITT B. 3.0–4.3 psi
C. Engine temperature, N1 C. 4.3–5.9 in. Hg
D. Engine torque, ITT
9 PNEUMATICS

CHAPTER 10
ICE AND RAIN PROTECTION
CONTENTS
Page
INTRODUCTION................................................................................................................. 10-1
GENERAL............................................................................................................................. 10-1
ICE PROTECTION—PNEUMATIC SOURCE.................................................................... 10-2
Wing and Horizontal Stabilizer Deice System............................................................... 10-2
Brake Deice System....................................................................................................... 10-4
ICE PROTECTION—ELECTRICAL SOURCE.................................................................. 10-6
Windshield Heat............................................................................................................. 10-6
Propeller Heat................................................................................................................. 10-8
Pitot Heat......................................................................................................................10-10
Stall Warning Vane Heat...............................................................................................10-11
Stall Warning Ice Mode (Halo 250 STC Only)............................................................10-11
Fuel Vent Heat..............................................................................................................10-12
Fuel Control Unit Heat (Prior to BB–1988).................................................................10-12
MISCELLANEOUS SYSTEMS.........................................................................................10-12
Powerplant....................................................................................................................10-12
Controls and Indications...............................................................................................10-13
RAISBECK RAM AIR RECOVERY SYSTEM.................................................................10-14
Windshield Wipers.......................................................................................................10-14
Wing Ice Lights............................................................................................................10-15
10 ICE AND RAIN
PROTECTION
LIMITATIONS.....................................................................................................................10-15
EMERGENCY/ABNORMAL.............................................................................................10-17
QUESTIONS.......................................................................................................................10-18

ILLUSTRATIONS
Figure Title Page
10-1 Weather-Protected Aircraft Surfaces......................................................................... 10-2

10-2 Ice and Rain Protection Controls and Indications..................................................... 10-3
10-3 Wing and Horizontal Stabilizer Deice Boots System................................................ 10-5
10-4 Brake Deice System.................................................................................................. 10-6
10-5 Windshield Anti-Ice System...................................................................................... 10-7
10-6 Propeller Electrical Deice Controls and Indicators................................................... 10-9
10-7 Pitot Tubes, Stall Warning Vane, and Heat Controls.............................................. 10-10
10-8 Heated Fuel Vent and Controls............................................................................... 10-11
10-9 Stall Warning Ice Mode Switch.............................................................................. 10-11
10-10 Engine Intake Inertial Vane Positions and Bypass Door........................................ 10-12
10-11 Powerplant Intake Ice Protection............................................................................ 10-13
10-12 WINDSHIELD WIPERS Knob.............................................................................. 10-14
10-13 Wing Ice Inspection Light and Control.................................................................. 10-15
10 ICE AND RAIN

PROTECTION

CHAPTER 10
ICE AND RAIN PROTECTION
INTRODUCTION
This chapter describes the ice and rain protection systems on the King Air B200/B200GT air-
craft. Ice, rain, and frost can adversely affect a flight. The aircraft has several systems to protect
those surfaces susceptible to the effects of weather. Three sources of energy are used to prevent
or to break up ice formation on the aircraft surfaces: engine bleed air (pneumatics), electrical
power, and engine exhaust.
GENERAL
The heated pitot tubes, stall warning vane, and the electrically-heated propellers remove
windshield panes, fuel vents, and the engine accumulated ice and are considered the deice
10 ICE AND RAIN
inlet lips all prevent ice formation and are system. Also, an inertial vane separating
PROTECTION
components of the anti-ice systems. Inflatable system prevents ice accumulation on the engine
boots on the wings and horizontal stabilizer compressor intake screen.

The surfaces kept ice-free by engine bleed air

(pneumatics) are:
ICE PROTECTION—
• Wing and horizontal stabilizer leading PNEUMATIC SOURCE
edge surfaces (inflatable boots)
• Brakes WING AND HORIZONTAL
STABILIZER DEICE SYSTEM
Surfaces kept ice- and/or water-free by electrical The leading edges of the wings and horizontal
energy are: stabilizer are protected against ice accumulation.
• Propellers Boots on these surfaces are inflated when
necessary by pneumatic pressure, which breaks
• Both pitot tubes away the ice accumulation, and are deflated
• Stall warning vane by pneumatic-derived vacuum. The vacuum is
always supplied while the boots are not in use and
• Windshield panes are held tightly against the aircraft skin.
• Fuel vents
The engine exhaust gases keep the air inlets of CAUTION

both engines free of ice.
Never take off or land with the boots
Figure 10-1 illustrates the aircraft surfaces pro- inflated. Do not operate deice boots
tected. The ice and rain controls and indications when outside air temperature (OAT) is
are on the main instrument panel (Figure 10-2). below –40°C (–40°F).
10 ICE AND RAIN
PROTECTION
Figure 10-1. Weather-Protected Aircraft Surfaces

PRIOR TO BB-1988
ONLY
10 ICE AND RAIN
PROTECTION
Figure 10-2. Ice and Rain Protection Controls and Indications

Each wing has an inboard and an outboard boot. A single circuit breaker on the copilot side panel,
The horizontal section of the tail has only one receiving power from the No. 1 dual-fed bus, supplies
boot from the left and right segments of the hori- the electrical operation of both boot systems.
zontal stabilizer. The vertical stabilizer is not, nor
does it have to be, deiced. The boots operate most effectively when
approximately 1/2 to 1 inch of ice has formed.
Very thin ice cracks and can cling to the boots
Controls and Indications and/or move aft into unprotected areas.
The three-position DEICE CYCLE SINGLE–
OFF–MANUAL switch in the ICE PROTECTION When operated manually, the boots cannot be left
group controls boot operation (see Figure 10-2). inflated longer than necessary to eliminate the
ice, as a new layer of ice can begin to form on
The switch is spring-loaded to the center OFF the expanded boots and become unremovable. If
position. When approximately 1/2 to 1 inch of ice one engine is inoperative,the loss of its pneumatic
has accumulated, the switch must be selected to pressure does not affect boot operation.
the SINGLE cycle (up) position and released.
The boot system requires electrical power
Pressure-regulated bleed air from the engine to inflate the boots in either single-cycle or
compressors supply air through a distributor manual operation. If electrical power is lost, the
valve to inflate the wing boots. After an inflation vacuum holds the deice boots tightly against
period of six seconds, an electronic timer switches the leading edge.
the distributor to deflate the wing boots with
vacuum, and a four-second inflation begins in the Refer to the Limitations section in this chapter for
horizontal stabilizer boots. additional information.
After the boots inflate and deflate, the cycle is

complete and all boots are again held tightly
BRAKE DEICE SYSTEM
by vacuum against the wings and horizontal The disc brakes can freeze when they are exposed
stabilizer. The spring-loaded switch must be to water and snow because the carrier lining and
selected up again for another cycle to occur. the disc are always in contact.
If the boots fail to function sequentially, they An optional brake deice system provides engine
can be operated manually by positioning the P3 bleed air directed onto the brake assemblies by
DEICE CYCLE SINGLE–OFF–MANUAL a distributor manifold on each main landing gear.
switch to MANUAL. Pressing and holding the
switch to MANUAL inflates all the boots simul- This high-pressure and high-temperature air is
taneously. When the switch is released, it returns routed through a solenoid control valve in each
to the spring-loaded OFF position, and each boot main wheel well, through a flexible hose on the
is deflated and held by vacuum. main gear strut, and to the distribution manifold
around the brake assembly (Figure 10-4). The
brake deice system can be used on the ground or in
Operation flight to prevent or melt away any ice accumulation.
Each engine supplies a common bleed-air
manifold (Figure 10-3). To ensure the operation
of the system if one engine is inoperative, a check Controls and Indications
10 ICE AND RAIN
valve is in the bleed-air line from each engine to The BRAKE DEICE switch in the
PROTECTION
prevent loss of pressure through the compressor ICE PROTECTION group on the pilot right
of the inoperative engine. subpanel (see Figure 10-2) activates the valves,
allowing pneumatic air to enter the brake manifolds.

VACUUM
REGULATOR
ENGINE P3 ENGINE P3
BLEED AIR BLEED AIR
SOURCE SOURCE
BLEED BLEED
AIR FLOW AIR FLOW
CONTROL UNIT CONTROL UNIT
PNEUMATIC PNEUMATIC
SHUTOFF SHUTOFF
VALVE VALVE
DEICE DEICE
DEICE BOOT BOOT DEICE
BOOT BOOT
BRAKE DEICE BRAKE DEICE
VALVE PNEUMATIC VALVE
CONTROL
ASSEMBLY
DEICE BOOT DEICE BOOT
Figure 10-3. Wing and Horizontal Stabilizer Deice Boots System
When the switch is activated, the green function is cycled. The BRAKE DEICE circuit
BRAKE DEICE ON annunciator on the caution/ breaker is on the copilot CB panel.
advisory panel illuminates to advise that both
solenoids are being activated to the open position
(Figure 10-4). The annunciator does not, however, Operation
ensure that the valves have opened. With the landing gear extended, the brake deice
system can operate continuously, provided
Conversely, if the BRAKE DEICE switch is that all landing gear limitations are observed.
turned off, the BRAKE DEICE ON annunciator During ground operation, simultaneous use of
10 ICE AND RAIN
normally extinguishes. However, it is possible the hot brake system and the wing deice boots
PROTECTION
that the valves are stuck in the open position. system can cause the red L or R BL AIR FAIL
annunciators on the warning panel to flash
Confirmation that the valves are opening and momentarily because of the substantial drop
closing is made by observing a slight increase in pneumatic pressure. This is normal, and the
or decrease in ITT when the BRAKE DEICE annunciator does not remain illuminated.

18 PSI LEGEND
PNEUMATIC PRESSURE
PNEUMATIC P3 PNEUMATIC AIR
PRESSURE
VDC
PNEU 18 PSI PNEU

LEFT PRESSURE RIGHT
REGULATOR P3
P3
AIR AIR
N.C. N.C.
BRAKE DEICE
N.C. VALVES
BRAKE
DEICE C/B
GEAR DUAL-FED
UPLOCK VDC BUS NO.1
BRAKE
DEICE
10
MIN
LEFT RIGHT
BRAKE BRAKE DEICE BRAKE
DEICE TIMER PCB DEICE
MANIFOLD MANIFOLD
Figure 10-4. Brake Deice System
A minimum of 85% power on each engine is

necessary to maintain proper boot inflation if the
ICE PROTECTION—
hot brake system is on. ELECTRICAL SOURCE
A 10-minute timer is activated when the gear is WINDSHIELD HEAT
retracted, which allows sufficient time for the
brakes to dry. After 10 minutes, BRAKE DEICE Both windshields are heated by resistance wire
automatically shuts off. embedded in the glass (Figure 10-5). A thermal
sensor within the lamination monitors the glass
The system cannot be used continuously temperature and feeds a control signal into a
above 15°C (59°F) ambient temperature. Both controller unit. The controller regulates the
instrument (pneumatic) valves must be open for current flow to the embedded wire.
use of the system.
10 ICE AND RAIN
Normally, a constant temperature of 35°C to

PROTECTION
The brake deice system is the single biggest user of 40°C (95°F to 105°F) is maintained. However, at
engine bleed air. During an engine failure, the rudder cold temperatures and high airspeeds, the system
boost system can become inoperative when the cannot maintain an ice-free windshield. The
brake deice system is in use because the differential windshields can be operated at two heat levels.
pressure is insufficient to activate the system.

HEATING
WIRES
OVERTEMP
SENSOR
OVERTEMP
SENSOR
CB TEMPERATURE TEMPERATURE CB
CONTROLLER CONTROLLER
CB CB
Figure 10-5. Windshield Anti-Ice System
Normal heating supplies heat to the broadest area. inadvertent selection of the HI position when
High heating supplies a higher intensity of heat to positioning the switch from NORMAL to OFF.
a smaller, but more essential, viewing area.
The two control units receive power through two
5-amp control circuit breakers on a panel on the
CONTROLS AND INDICATIONS forward pressure bulkhead, not accessible by the
Each windshield heat system is separately crew in flight. The window heaters are each sup-
10 ICE AND RAIN
controlled by the WSHLD ANTI-ICE switch on plied by 50-amp circuit breakers in the power
PROTECTION
the pilot right subpanel (Figure 10-5). Each switch distribution panel under the floor forward of the
has three positions: OFF, NORMAL, and HI. main spar.
Each switch must be lifted over a detent before it

can be positioned to HI (down), which prevents

Operation Once the system is turned on for automatic opera-

tion, it cycles continuously. Manual bypass of the
Either or both windshields can be heated at any timer is possible. Refer to the Limitations section
time, as overheating is prevented by thermal in this chapter for additional information on pro-
sensors. Each window is fed from the left or right peller deicing.
generator bus through a circuit breaker in the
power distribution panel under the floor forward
of the main spar. Controls and Indications
The propeller deice boots are controlled by a
The panel switch closes a relay, which supplies circuit-breaker type switch and a two-position
current to the windshields, subject to the control PROP toggle switch (Figure 10-6). When the
of the temperature controller and thermal sensors. possibility of ice buildup exists, the PROP AUTO–
Windshield heat can be used at any time, but it OFF switch must be positioned to AUTO, which
causes erratic operation of the magnetic compass initiates the timer sequencing of the electric boots.
and can cause distorted visual cues.
The PROP AMPS gauge on the copilot left
PROPELLER HEAT subpanel or overhead panel indicates the current
flow to the propeller elements.
An electrically-heated boot on each blade deices
the propellers. The boot, firmly cemented in Normal current flow within the green arc is 18
place, receives current from a slip ring and brush to 24 amps. The ammeter can flicker as the timer
assembly on the propeller shaft. The slip ring sequences to the next combination of boots, but
transmits current to the deice boot. this flicker is very difficult to see. The ammeter
must be monitored to ensure that current flow is
The King Air 250 and all aircraft equipped with approximately the same for all timer positions.
the Hartzell composite propellers include a metal Variations can indicate that uneven heating is
oxide varistor (MOV) module on each engine. occurring, resulting in possible propeller vibrations.
The MOV module protects the propeller deice
wiring and electrical components in the event Note that loss of one heating element, indicated
of lightning strikes to the composite propeller by a below green arc value on the PROP AMPS
blades. The centrifugal force of the spinning gauge, does not mean that the entire system must
propeller and airblast breaks the ice particles be turned off. Refer to the appropriate section of
loose from the heated blades. the Aircraft Flight Manual (AFM).
CAUTION Operation
The aircraft has manual backup for automatic
Propeller deice must not be operated sequencing in case the timer fails to operate
when the propellers are static. properly. The PROP MANUAL–OFF switch
provides current to the boots (Figure 10-6).
The boots are heated in a preset sequence, which With the PROP AUTO switch positioned to
is an automatic function controlled by a timer. OFF, holding the PROP MANUAL switch in the
The sequence is: MANUAL position for approximately 90 seconds
deices both props at the same time, applying heat
• 90 seconds—Entire right propeller to all the boots.
10 ICE AND RAIN
• 90 seconds—Entire left propeller

PROTECTION

PRIOR TO BB-1988

BY-1 AND SUBSEQUENT
10 ICE AND RAIN

PROTECTION
Figure 10-6. Propeller Electrical Deice Controls and Indicators

The PROP AMPS gauge does not register

current flow in manual operation. The increased
load, however, can be observed on the aircraft
loadmeters. The automatic and manual deice
circuits have separate circuit breakers. A single
circuit-breaker switch is used for the automatic
operation and is on the pilot right subpanel in the
ICE PROTECTION group. The manual system
circuit breakers are on the fuel control circuit-
breaker panel, on the pilot left side panel in
the PROP DEICE group. The PROP LEFT and
PROP RIGHT circuit breakers control power to
the prop elements in manual operation.
CAUTION
Although this system is called a prop PITOT TUBES
deice system, the system must be man-
aged as an anti-ice system.
PITOT HEAT
A heating element in each pitot probe prevents
ice and moisture buildup. No thermal protection
for the heating system is provided except for its
own circuit-breaker switch (Figure 10-7).
Controls and Indications

Each pitot heater has its own circuit-breaker
switch that can be left in the ON position during
flight. The two circuit-breaker switches are fed off
separate dual-fed buses. The left is on the No. 1
and the right is on the No. 2 dual-fed bus.
STALL WARNING VANE
The amber L and R PITOT HEAT annunciators
indicate that power is unavailable downstream
of the pitot heat elements and that exiting icing
conditions can be necessary.
The annunciators can illuminate under either of

the following two conditions:
• PITOT heat switches are positioned to OFF.
10 ICE AND RAIN
• PITOT heat switches are positioned to ON

PROTECTION
and the elements or circuitry have failed.
In either condition, the appropriate L or

HEAT CONTROLS
R PITOT HEAT annunciator illuminates and the
MASTER CAUTION switchlight flashes. Figure 10-7. P
itot Tubes, Stall Warning
Vane, and Heat Controls

Operation
It is recommended that the pitot heat not be
operated on the ground except for testing or for
short intervals to remove ice or snow from the
mast. However, it must be turned on for takeoff
when icing conditions are suspected.
CAUTION
Prolonged use of pitot heat on the
ground damages the heating elements.
HEATED FUEL VENT
STALL WARNING VANE HEAT

Description
Heat is applied to both the mounting plate and
the vane. No thermal protection of the heating
element is available except its own control cir-
cuit-breaker switch.
Controls and Indications

A STALL WARN circuit breaker in the
ICE PROTECTION section on the pilot right HEAT CONTROLS
subpanel controls the heating function (Figure
10-8). Due to the left landing gear squat switch, Figure 10-8. Heated Fuel Vent and Controls
the current flow to the heater is minimal while
the aircraft is on the ground. In flight, full current
is supplied.
WARNING
The heating elements protect the lift
transducer vane and faceplate from
ice. However, ice accumulation on the
wing can change or disrupt airflow and
prevent the system from accurately
indicating an imminent stall.
STALL WARNING ICE MODE

Figure 10-9. Stall Warning Ice Mode Switch
(HALO 250 STC ONLY)
10 ICE AND RAIN
PROTECTION
The aural stall warning system is updated to add aircraft exits icing conditions and the wings are
an “ice mode” that automatically activates when free of ice. In the ice mode, stall warning occurs
the surface deice system is first operated (Figure at a lower angle-of-attack that compensates for
10-9). It remains in operation until the pilot man- the reduction in stall angle-of-attack caused by
ually switches back to the normal mode after the ice on the wings and tail.

FUEL VENT HEAT control unit (FCU) and progressing forward to

the fuel topping portion of the primary propel-
Controls and Indications ler governor and the torque limiter. The jacket
receives electric current when engine condi-
Electric heaters prevent ice formation in the fuel tion levers are moved out of fuel cutoff range,
vent system. Each wing fuel system has its own and no further action is necessary. Two fuel
anti-ice system, operated by the two FUEL VENT control heat circuit breakers are on the copilot
switches on the ICE PROTECTION section (see CB panel.
Figure 10-8). The switches must be used whenever
icing conditions are anticipated or encountered.
A fuel heater prevents ice formation in the fuel MISCELLANEOUS

control unit. An engine oil line within the fuel
heater is in proximity to the fuel lines and, through
SYSTEMS
conduction, a heat transfer occurs, melting any
ice particles that may have formed in the fuel. POWERPLANT
The engine air inlet lips are heated by engine
FUEL CONTROL UNIT HEAT exhaust gases to prevent ice formation (Figure
(PRIOR TO BB–1988) 10-10). Once the engines are running, hot engine
exhaust flows from the left stack, through the lip,
An electrically-heated jacket protects against and exits the right stack.
ice on the pneumatic line exiting each fuel
ENGINE INLET LIPS
INERTIAL VANE RETRACTED INERTIAL VANE EXTENDED

10 ICE AND RAIN
PROTECTION
INERTIAL VANE BYPASS DOOR EXTENDED
Figure 10-10. Engine Intake Inertial Vane Positions and Bypass Door

The system is automatic and does not require pilot However, the airstream makes the sudden turn
action. An inertial vane separating system prevents easier because the air is free of ice particles, which
ice accumulation on the engine compressor inlet are deflected rearward and overboard. The inertial
screen. When the ice vanes are lowered, they vane and the inertial vane bypass door are closed
deflect the airstream slightly downward, creating for normal flying conditions, thus directing the air
a venturi effect. At the same time, an inertial vane into the powerplant intake and oil cooler.
bypass door under the cowling is also opened,
allowing an exit. As the ice particles or water
droplets enter the engine inlet, the venturi effect CONTROLS AND INDICATIONS
accelerates the particles in the airstream. The The LEFT or RIGHT ENGINE ANTI-ICE–ON–
frozen moisture particles, due to the greater mass OFF switches on the pilot left subpanel are used
and, therefore, greater momentum, accelerate to extend or retract the ice vanes (Figure 10-11).
past the screen area and vent overboard through
the bypass door.
10 ICE AND RAIN

PROTECTION
Figure 10-11. Powerplant Intake Ice Protection

During ice protection operation, the extended edge the ice vane, a larger ice shedding screen,
position of the vane and bypass door is indicated and more effective seals for the inlet plenum and
by illumination of the green L and R ENG ANTI- nacelle. This system allows more air to be deliv-
ICE annunciators on the caution/advisory panel. ered to the engine in all operations than with the
standard engine anti-ice (ice vanes). This allows
When retracted, the annunciators extinguish. the engine anti-ice to be ON for takeoff and flight
Additionally, two amber L and R ENG ICE FAIL operations at temperatures up to ISA +27°C,
annunciators are on the caution/advisory panel. below 13,650 feet, provided all other engine oper-
ating limits are observed.
If either engine inertial vane and inertial vane
bypass door are not at the selected position (either
open or closed) within 33 seconds, the appropriate WINDSHIELD WIPERS
annunciator illuminates.
Controls and Operation
A backup system consists of dual actuators The dual wipers are driven by a mechanism
and controls. Illumination of the amber L and operated by a single electric motor, all forward
R ENG ICE FAIL annunciators indicates the of the instrument panel. The WINDSHIELD
system did not operate to the desired position. WIPERS knob is on the overhead control panel
(Figure 10-12).
Immediate illumination of the amber annunciators
indicates loss of electrical power; delayed
illumination indicates an inoperative actuator.
In either case, the other STANDBY or MAIN
actuator should be selected.
NOTE
Lowering the ice vanes results in a slight
increase in ITT and a significant loss of
torque at normal cruise power settings.
The circuit breakers for the ice vanes are

MN ENG ANTI-ICE and STBY ENG ANTI-ICE.
The circuit breakers are on the copilot CB panel
in the ENGINES group. The movable vane and
the bypass door must be lowered into the air-
stream when you cannot remain free of moisture
at 5°C (41°F) ambient or colder. Retraction must
be accomplished at 15°C (59°F) and above to
ensure adequate engine oil cooling. The vanes Figure 10-12. WINDSHIELD WIPERS Knob
must be either retracted or extended. There are no
intermediate positions (see Figure 10-10). The knob has a SLOW, FAST, OFF, and PARK
position. The wipers can be used either on the
ground or in flight, as required. The wipers must
not be operated on a dry windshield. The circuit-
RAISBECK RAM AIR breaker switch is on the copilot right CB panel in
10 ICE AND RAIN
RECOVERY SYSTEM the WEATHER group.

PROTECTION
The Raisbeck Ram Air Recovery System modi- CAUTION

fies the standard engine anti-ice (ice vanes) in
the engine inlet. The system adds a fixed turning Windshield wipers can be damaged if
vane in the inlet, a turning airfoil added to the aft used on a cracked outer panel.

WING ICE LIGHTS efficiency and increased gross weight. Also, the
use of the engine anti-ice (inertial ice vanes) can
Description result in lost performance.
The wing lights are on the outboard side of Abrupt maneuvering and steep turns at low
each nacelle. The circuit-breaker switch is on speeds must be avoided because the aircraft
the pilot right subpanel in the LIGHTS group stalls at higher than published speeds with ice
(Figure 10-13). accumulation. On final approach for landing,
increased airspeed must be maintained to
compensate for this increased stall speed. After
touchdown with heavy ice accumulation, landing
distances can be as much as twice the normal
distance due to the increased landing speed.
During descent, a minimum of 85% power on

each engine is necessary to maintain proper boot
inflation if the aircraft is equipped with and using
the hot brake system.
Use of the brake deice system in flight results in

WING ICE INSPECTION LIGHT
an ITT rise of approximately 20°C (68°F). ITT
limitations must be observed when setting climb
and cruise power.
The brake deice system should not be operated

continuously above 15°C (59°F) outside air
temperature (OAT).
CONTROL If the landing gear is retracted, the system must

not be operated longer than 10 minutes, which
Figure 10-13. W
ing Ice Inspection is one timer cycle. The system and annunciators
Light and Control must be monitored to ensure that the ITT recovers
and the annunciator extinguishes when the switch
is positioned to OFF.
LIMITATIONS
Both engine bleed-air sources must be in
Safe operation in icing conditions is dependent operation to use the brake deice system on both
upon pilot knowledge regarding atmospheric sides. A minimum speed of 140 KIAS (145 KIAS
conditions conducive to ice formation, for HALO STC-equipped aircraft) is necessary
familiarity with the operation and limitations to prevent ice formation on the underside of
of the equipment, and the exercise of good the wing, which cannot be adequately deiced.
judgment when planning a flight into areas where Windshield heat can be used at any time, but it
possible icing conditions might exist. When icing causes erratic operation of the magnetic compass
conditions are encountered, aircraft performance and could result in distorted visual cues.
deteriorates. Increased aerodynamic drag
increases fuel consumption, thereby reducing
10 ICE AND RAIN
CAUTION
PROTECTION
the aircraft range and making it more difficult to

maintain speed.
Windshield wipers can be damaged if
Decreased rate of climb must be anticipated, used on a cracked outer panel. Heat-
because of decreased wing and empennage ing elements can be inoperative in
efficiency, as well as possible reduced propeller area of crack.

During sustained icing conditions, 226 KIAS CAUTION

is the maximum effective airspeed due to the
limitations of the windshield heating system. Due to distortion of the wing airfoil,
stalling airspeeds can be expected to
In flight, the boots must be cycled once every time increase as ice accumulates on the
the ice accumulation is approximately 1/2 to 1 aircraft. For the same reason, stall
inch thick. If either engine fails in flight, sufficient warning devices are not accurate and
air is available for the entire deice operation cannot be relied upon. Maintain a com-
(except for hot brake operation). If automatic fortable margin of airspeed above the
boot cycling fails, the MANUAL position on normal stall airspeed when ice is on the
the DEICE CYCLE SINGLE–OFF–MANUAL aircraft. In order to prevent ice accu-
switch must be used for inflation. While in mulation on unprotected surfaces of
flight, the engine ice vanes must be extended and the wing, maintain a minimum of 140
the appropriate annunciators monitored when knots during operations in sustained
freedom from visible moisture is not assured and icing conditions. In the event of wind-
the OAT is 5°C (41°F) or below. shield icing, reduce airspeed to 226
KIAS or below to ensure maximum
If the amber L or R ENG ICE FAIL annunciators windshield heat effectiveness.
illuminate upon extension (see Figure 10-11), the
ice vanes cannot be positioned properly. NOTE
The other STANDBY or MAIN actuator must be The wing ice lights operate at a high
used to retract or to extend them. A reliable backup temperature and therefore cannot be
check on the position is to closely monitor engine used for prolonged periods while the
torque. Normal torque can be regained with the aircraft is on the ground. For flight at
power levers, observing the ITT limits. night into known or forecasted icing
conditions, both wing ice inspection
lights need to be operational.
CAUTION
If either BL AIR FAIL annunciator illuminates
If in doubt, extend the vanes. Engine in flight, the BLEED AIR VALVES switch on
icing can occur even though no surface the affected engine must be positioned to PNEU/
icing is present. If freedom from vis- INSTR & ENVIR OFF. This isolates the brake
ible moisture cannot be assured, engine deice system on that side.
ice protection must be activated. Vis-
ible moisture is moisture in any form: Therefore, the brake deice system must
clouds, ice crystals, snow, rain, sleet, be positioned to OFF. The BL AIR FAIL
hail, or any combination of these. Ice annunciators can illuminate momentarily during
vanes must be retracted at 15°C (59°F) simultaneous wing boot and brake deice operation
and above to assure adequate engine at low N1 speeds. If the annunciators extinguish
oil cooling. Operation of strobe lights immediately, they can be disregarded. The wipers
can sometimes show ice crystals not must not be operated on a dry windshield.
normally visible.
While in flight, the propeller deice system can
During flight in icing conditions, fuel vent heat, be operated continuously in automatic without
pitot heat, prop deice, windshield heat, and stall
10 ICE AND RAIN
overheating.
warning heat must all be on. The wing ice lights
PROTECTION
should be used as required in night flight to check

for wing ice accumulation.

CAUTION If propeller imbalance occurs, rpm must be

increased briefly to aid in ice removal. If the
Propeller deice must not be operated circuit-breaker switch trips, the manual backup
when the propellers are static. system must be used and the loadmeter monitored
for excessive current flow. If the manual circuit
breaker(s) trip(s), icing conditions must be
The King Air 250 and all aircraft equipped with avoided as soon as possible.
the Hartzell composite propeller have a limitation
that prohibits operation of the propeller deice NOTE
while the propellers are static (not rotating).
For manual backup, the switch is held
to the ON position for approximately
90 seconds. Manual backup can be
CAUTION repeated as required but the loadmeter
Operation of the propeller deice sys- must be monitored for a deflection of
tem without the engine running can approximately 8%.
cause severe damage to the composite
propeller blades.
EMERGENCY/
The PROP AMPS gauge must indicate 18 to 24
amps. Procedures differ for various abnormal
ABNORMAL
readings on the PROP AMPS gauge. For specific information on emergency/abnormal
If the PROP AMPS gauge indicates zero amps, checklists or the AFM.
ensure that the PROP AUTO–OFF switch is on. If
the switch is off, position it to on after 30 seconds
have elapsed.
If the switch is on, but no current is indicated, the

PROP AUTO–OFF switch must be positioned to
OFF and the manual backup system must be used
to supply current to the propellers.
For a reading below the green arc, use of the

PROP AUTO–OFF switch can be continued
even though one or more boots is probably not
heating. If propeller imbalance occurs, rpm must
be increased briefly to aid in ice removal.
For a reading higher than the green arc, normal

automatic operation can be continued unless
the circuit-breaker switch trips. If the automatic
circuit breaker does not trip, automatic deicing
can be continued.
10 ICE AND RAIN
PROTECTION

QUESTIONS
1. The wing and horizontal stabilizer leading 5. If the aircraft is flying through icing
edges are deiced by: conditions, what is the minimum speed
necessary to keep the bottom of the wing
A. Pneumatically-inflated boots.
leading edges ice-free?
B. Pneumatically-heated boots.
A. 100 knots
C. Pneumatically-inflated and heated
boots. B. 120 knots
D. Pneumatically-inflated/electrically- C. 140 knots
heated boots. D. 160 knots
2. If wing and horizontal stabilizer boots 6. If the BRAKE DEICE switch in the anti-ice
were inflated with only a thin coat of ice on group is positioned to ON and the BRAKE
them, the: DEICE annunciator panel is illuminated,:
A. System works most efficiently. A. Brake manifolds most likely are
B. Ice only cracks and cannot break loose. receiving hot bleed air.
C. Ice only begins to melt and then B. Brake manifolds definitely are receiving
refreezes. hot bleed air.
D. Cracking ice might rupture the boot. C. Brake manifolds are at operating
temperature.
3. When the deice boots are cycled D. Brake manifolds are receiving an
automatically, the timer sequence is as adequate supply of bleed air.
follows:
7. After the wheels have retracted into the
A. Wings and horizontal stabilizer
wheel wells,:
simultaneously (10 seconds)
B. Inboard boots on wings (6 seconds), A. Brake deice cannot be running at all.
outboard and horizontal stabilizer B. Brake deice cannot run more than 10
(4 seconds) minutes without extending gear again.
C. Wings and tail (6 seconds expanded, 4 C. Brake deice cannot run unless it was
seconds contracted) first turned on prior to retraction.
D. Wing (6 seconds), horizontal stabilizers D. Brake deice heat is inoperable because
(4 seconds) it can eventually cause a fire.
4. If the boots are held inflated too long, they: 8. The windshield temperature is regulated
and affected by:
A. Can form the foundation for a new
unremovable layer of ice. A. Cockpit ambient temperature.
B. Can overheat and deform. B. Outside ambient temperature.
C. Can develop a puncture. C. Heat sensors that sense glass
D. Add dangerous drag. temperature.
10 ICE AND RAIN
D. An accumulation of ice and snow.

PROTECTION

9. During icing conditions in flight, the stall 13. Just prior to brake release with the OAT
warning: 5°C (41°F) or lower and visible moisture
encountered, what action must be taken?
A. Is reliable as long as the stall warning
vane heat is on. A. The engine anti-ice must be ON.
B. Is unreliable unless the wing boots and B. The engine anti-ice must be ON just
warning vane heat boots are both on. after liftoff is achieved.
C. Is unreliable. C. The engine anti-ice must be extended
D. Indication speeds are increased only after 500 feet is reached.
automatically to compensate for ice D. The engine anti-ice must be extended
accumulation. only after maximum engine takeoff
power is achieved.
10. The engine compressor inlet screen is
protected from ice particles by: 14. The deice boots must not be operated when
the OAT is below:
A. An electrically-heated structure of
intake vanes. A. –30°C (–22°F)
B. An inertial vane system. B. –40°C (–40°F)
C. A pneumatically-heated intake C. –50°C (–58°F)
manifold. D. –55°C (–67°F)
D. Hot exhaust gases blown across the
intake. 15. For aircraft not equipped with Raisbeck
Ram Air Recovery, the engine anti-ice
11. The windshield wipers can be used under needs to be OFF for takeoff and flight
which of these circumstances? operations above what temperature?
A. On the ground or in flight on a wet A. 25°C (77°F)
windshield B. 20°C (68°F)
B. On the ground or in flight up to 200 C. 15°C (59°F)
knots on a wet windshield
D. 10°C (34°F)
C. On the ground or during takeoff on a
wet or dry windshield
16. If, during flight through icing conditions,
D. Under any circumstances the propeller deicing system draws
excessive current (higher than green arc)
12. Engine air intake lips are: but does not trip the circuit breaker,:
A. Heated by electrothermal boots. A. Disable that breaker manually.
B. Heated by exhaust gases when the B. Run the deice system only to get rid of
engine is operating. excessive vibration.
C. Heated by extracting bleed air when the C. Normal heating can be continued.
engine is operating. D. Operate the deice system in manual
D. Not heated because of new nacelle mode.
design.
10 ICE AND RAIN
PROTECTION

11 AIR CONDITIONING
CHAPTER 11
AIR CONDITIONING
CONTENTS
Page
INTRODUCTION................................................................................................................. 11-1
GENERAL............................................................................................................................. 11-1
PRIOR TO SN BB-1988........................................................................................................ 11-3
Components.................................................................................................................... 11-3
Controls And Indications................................................................................................ 11-5
Operation........................................................................................................................ 11-8
SN BB-1988 AND SUBSEQUENT, SN BY-1 AND SUBSEQUENT................................11-10
Components..................................................................................................................11-10
Controls and Indications...............................................................................................11-12
Operation......................................................................................................................11-17
LIMITATIONS.....................................................................................................................11-19
QUESTIONS.......................................................................................................................11-20

11 AIR CONDITIONING
ILLUSTRATIONS
Figure Title Page
11-1 Air Conditioning System (Prior to BB-1988)........................................................... 11-2

11-2 Condenser and Receiver-Dryer Sight Gauge............................................................. 11-3
11-3 Air Conditioner Condenser Intake............................................................................. 11-3
11-4 Floor and Ceiling Outlets.......................................................................................... 11-4
11-5 Cockpit Eyeball Outlets............................................................................................. 11-4
11-6 Air Conditioning System Control Diagram............................................................... 11-5
11-7 ENVIRONMENTAL Panel....................................................................................... 11-6
11-8 CABIN TEMP MODE Control Knob....................................................................... 11-6
11-9 MANUAL TEMP INCR–DECR Switch/ELECT HEAT–OFF Switch..................... 11-7
11-10 Annunciator Panel..................................................................................................... 11-7
11-11 Condenser and Receiver-Dryer Sight Gauge.......................................................... 11-10
11-12 Cockpit Heating Air Outlets................................................................................... 11-11
11-13 Floor and Ceiling Outlets....................................................................................... 11-11
11-14 Cockpit Eyeball Outlets.......................................................................................... 11-11
11-15 Air Conditioning System Control Diagram............................................................ 11-13
11-16 Air Conditioning System
(BB-1988 and Subsequent and BY-1 and Subsequent).......................................... 11-14
11-17 ENVIRONMENTAL Panel.................................................................................... 11-15
11-18 Environmental Control System Knob..................................................................... 11-15
11-19 COCKPIT and CABIN BLOWER Control Knobs................................................ 11-15
11-20 Annunciator Panel.................................................................................................. 11-17

11 AIR CONDITIONING
CHAPTER 11
AIR CONDITIONING
INTRODUCTION
This chapter describes the King Air B200/B200GT aircraft. The air conditioning system pro-
vides cooling, heating, and unpressurized ventilation. Electric heat is available as an option.
The air conditioning system can be operated in the heating mode or cooling mode under either
automatic mode control or manual mode control.
GENERAL
The air conditioning system provides cooling, Cabin cooling is provided by a refrigerant gas,
heating, and unpressurized ventilation inside the vapor-cycle refrigeration system. Bleed air from
aircraft (Figure 11-1). The dual zone system (BB- the compressor of each engine is delivered into
1988 and subsequent and BY-1 and subsequent) the cabin for heating and for pressurization. A
allows the cabin temperature to be controlled supplemental electric heating system is available.
independently of the cockpit temperature.

11 AIR CONDITIONING
ENVIRONMENTAL ENVIRONMENTAL BLEED–

BLEED–AIR AIR FLOW CONTROL UNIT SIDE
SHUTOFF VALVE INCLUDING MODULATING VIEW
11-2
AMBIENT AIR AND SHUTOFF VALVE DETAIL A
PNEUMATIC MODULATING FIREWALL FWD DOOR
THERMOSTAT VALVE AIR–TO–AIR
REFRIGERANT HEAT EXCHANGER TO AFT FLOOR
COMPRESSOR FLOOR DUCT OUTLETS
PNEUMATIC
BLEED–AIR TO CEILING
SHUTOFF VALVE OUTLETS
AFT
CABIN AIR HEATER
CONTROL CABIN–HEAT
AIR INLET CONTROL
RETURN AIR FILTER REFRIGERANT LINES AIR–CONDITIONED AIR
VALVE AFT FROM AFT EVAPORATOR
CEILING
RETURN AIR VALVE DUCT/FLOOR EVAPORATOR
DUCT DIVIDER DUCT AIR FILTER
FWD EVAPORATOR DOOR (COOLED AIR
COPILOT'S FORWARD OVERTEMP AFT
FWD EVAPORATOR SENSOR EVAPORATOR TO FLOOR OUTLETS)
VENT AIR HEATER CEILING
AIR FILTER
CONTROL FLAP– FLOOR OUTLET
COPILOT'S FLOOR
VENT BLOWER CEILING CABIN AIR
PER CEILING OUTLET
OUTLET
CONTROL VALVE OUTLET NORMAL
FRESH AIR VALVE OUTLET CEILING OUTFLOW
VALVE SAFETY/DUMP VALVE
(CLOSED WHEN OUTLET VALVE
PRESSURIZED)
RAM–AIR SCOOP
CONDENSER
CONDENSER
BLOWER
RECEIVER–DRYER
OUTLET
AIR FWD WINDSHIELD
MIXING PLENUM PRESSURE DEFROSTER CEILING AFT PRESSURE
BULKHEAD CONTROL FLOOR CEILING FLOOR CEILING
WINDHSHIELD DEFROSTER OUTLET OUTLETS OUTLET OUTLET BULKHEAD
OUTLET

(ON GLARESHIELD) CREW PILOT'S VENT
HEAT DUCT AIR CONTROL
ENVIRONMENTAL
BLEED–AIR FLOW INSTRUMENT PANEL
CONTROL UNIT
INCLUDING CABIN–HEAT
ENVIRONMENTAL CONTROL VALVE LEGEND
MODULATING AND BLEED–AIR
SHUTOFF VALVE SHUTOFF VALVE HOT ENGINE BLEED AIR
ENVIRONMENTAL BLEED AIR
RECIRCULATED CABIN AIR

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

PNEUMATIC PNEUMATIC INLET
BLEED–AIR HEAT
THERMOSTAT SCOOP EXCHANGER
SHUTOFF PRESSURE VESSEL
AMBIENT AIR VALVE FIREWALL
MODULATING VALVE
Figure 11-1. Air Conditioning System (Prior to BB-1988)
Revision 1.0
11 AIR CONDITIONING
PRIOR TO SN BB-1988
COMPONENTS RECIEVER-
DRYER AND
SIGHT GAUGE
The environmental system has the following main
components:
• Belt-driven compressor (right engine)
• Condenser blower
• Evaporator
• Aft evaporator
• Forward vent blower
PRIOR TO BB-1988
• Mixing plenum
Figure 11-2. C
ondenser and Receiver-
• Floor outlet ducts Dryer Sight Gauge
• Ceiling eyeball outlets
• Temperature-sensing device
• Autotemperature controller
• Flow control unit
• Pilot/copilot outlets
• Defroster
• Air-to-air heat exchangers
• Bleed air valves
• Heating air outlets
Figure 11-3. Air Conditioner
Condenser Intake
Compressor
A belt-driven compressor on the right engine Forward Evaporator and Blower
operates in either auto or manual cool modes. The
compressor has built-in safety devices that pre- The cockpit blower motor recirculates cockpit
vent its operation in cases of refrigerant over- or air through the evaporator in the right side of the
underpressure conditions. nose behind the crossover duct (also referred to as
the forward evaporator).
Condenser Blower The refrigerant flows through the evaporator and

absorbs heat from the recirculated cockpit air,
The condenser sits slightly sideways in the nose cooling the air passing through it.
crossover duct (Figure 11-2). Ram air passes
through the condenser, condenses, and then
cools the refrigerant gas passing through it Aft Evaporator and Blower
into liquid form for use in cooling the cabin air
(Figure 11-3). The condenser blower enhances The aft evaporator and blower are under the floor in
the airflow through the condenser for more the rear of the cabin. The blower draws in cabin air
efficient operation. and blows it across the evaporator to the aft floor
and ceiling outlets. It operates at high speed only.

11 AIR CONDITIONING
Mixing Plenum Ceiling Eyeball Outlets

The mixing plenum is in the right side of the nose Eyeball outlets in the headliner provide cool
cone under the copilot floorboard and aft of the air to the crew and passengers (Figure 11-4 and
forward evaporator. Within the plenum, bleed Figure 11-5).
air mixes with recirculated cabin air before it is
routed back into the cabin.
Cabin Floor Outlet Ducts

The floor outlet ducts are between the passenger
seats along the aircraft floorboards where they
contact the interior sidewall of the aircraft cabin
(Figure 11-4).
Pressurization air heated as required by the

environmental system enters the cabin through Figure 11-5. Cockpit Eyeball Outlets
these vents.
Each outlet can be adjusted to direct the airstream
as desired. The air volume can be adjusted from
full open to closed by twisting the nozzle. As the
nozzle is twisted, a damper opens or closes to reg-
ulate airflow. The cockpit has two eyeball outlets
and the cabin has seven such outlets.
Temperature-Sensing Device
The cabin temperature sensor works with the
CABIN TEMP MODE switch to achieve the
desired temperature (Figure 11-6).
A sensor in the floor ducts monitors the bleed air

temperature. If excessive temperature extreme is
sensed, the sensor activates an amber annunciator
in the cockpit.
Auto Temperature Controller

When the CABIN TEMP MODE switch is posi-
tioned to AUTO, the automatic temperature
controller uses inputs from the cabin tempera-
ture sensor and adjusts the system to maintain the
desired temperature (Figure 11-6).
Figure 11-4. Floor and Ceiling Outlets

11 AIR CONDITIONING
TO CABIN
LH BYPASS
VALVE MOTOR
MANUAL
TEMP AIR TO AIR
INCR HEAT
HEAT EXCHANGER
MANUAL
HEAT
OR COOL DECR COOL HEAT
LEFT ENGINE
AUTO BLEED AIR
AUTO TEMP
MANUAL CONTROLLER TO CABIN
COOL COOL
AIR TO AIR
HEAT
EXCHANGER
RH BYPASS
TEMP VALVE MOTOR
SENSORS
DUCT
CABIN
RIGHT ENGINE
SELECTOR
BLEED AIR
AIR CONDITIONER
LH BYPASS
VALVE MOTOR
SWITCH
Figure 11-6. Air Conditioning System Control Diagram
Flow Control Unit Bleed Air Valves

In flight, flow control units on each engine firewall The bleed air valves are in the environmental flow
mix outside ambient air with bleed air to make control units on each engine firewall. The valves
bleed-air temperature more manageable for the control bleed air flow into the aircraft and into
environmental system. the environmental, pressurization, and pneumatic
systems (see Figure 11-1).
On the ground, these flow control units supply
only bleed air to the environmental system.
Cockpit Heating Air Outlets
Two ducts under the instrument panel deliver
Defrost System warm air to the pilot and copilot. Warm air flow
Two ducts provide warm air to the defroster below through these ducts is controlled by the PILOT
the windshields where they contact the top of the AIR knob and the COPILOT AIR knob.
glareshield.
Warm air flow through the ducts is controlled by CONTROLS AND INDICATIONS
the DEFROST AIR knob.
Environmental Panel
Air-to-Air Heat Exchangers The ENVIRONMENTAL panel on the copilot
left subpanel provides automatic or manual con-
An air-to-air heat exchanger is in the center sec- trol of the air conditioning system (Figure 11-7).
tion of each wing inboard of the engines. Bleed
air passes through the air-to-air heat exchangers
to reduce the air temperature.

11 AIR CONDITIONING
MANUAL VENT OFF

INCR MAN AUTO
TEMP BLOWER HEAT
INCR HIGH
LO
MAN
DECR AUTO COOL CABIN
AIR
CABIN LIGHTS CABIN 1EMP MODE
BLEED AIR VALVES
OPEN
CABIN TEMP
ENVIRONMENTAL
LH
INSTR & ENVIR OFF
RH PULL
AFT DECR
BLOWER ELECT
ON HEAT
OFF
TEST SWITCH
OFF OFF FIRE DET
Figure 11-7. ENVIRONMENTAL Panel
BLEED AIR VALVES Switches

Two BLEEDAIR VALVES OPEN–LEFT– RIGHT
switches control the inflow of pressurization air
used for cockpit and cabin climate control. The
switches are on the ENVIRONMENTAL panel
on the copilot left subpanel (Figure 11-7).
Each switch has three positions:

• OPEN—Allows bleed air into the cabin for
pressurization and climate control.
• ENVIR OFF—Restricts bleed air from the Figure 11-8. C
ABIN TEMP MODE
respective side environmental flow control Control Knob
unit from entering the pressurization and
air conditioning systems. For maximum • MAN COOL—Air conditioning system
cooling on the ground, place the switches operates in response to manual input from
in the ENVIR OFF position. the pilot. The air conditioner operates so
• INSTR & ENVIR OFF—The respective long as system pressures are acceptable and
bleed air valve closes completely and bleed the right engine N1 speed is above 62%.
air is denied from the pressurization, air • MAN HEAT—Heating system operates in
conditioning, and pneumatic systems. response to manual input from the pilot.
CABIN TEMP MODE Knob MAN TEMP INCR–DECR Switch

The CABIN TEMP MODE knob has four posi- The MAN COOL or MAN HEAT position of
tions (Figure 11-8): the CABIN TEMP MODE switch allows manual
• OFF—The air delivery system is com adjustment of cockpit and cabin temperature.
pletely shut off and there is no bleed air Momentarily positioning the MANUAL TEMP
input to the cockpit or cabin. switch (Figure 11-9) to either INCR (increase)
or DECR (decrease) as desired repositions the
• AUTO—Air conditioning and heating sys- bleed air valves to adjust cabin and cockpit tem-
tems operate automatically to establish the perature. When released, the switch returns to the
temperature requested by the pilot. OFF position.

11 AIR CONDITIONING
Figure 11-10. Annunciator Panel

Figure 11-9. MANUAL TEMP INCR–
DECR Switch/ELECT
HEAT–OFF Switch ELEC HEAT ON Annunciator
The green ELEC HEAT ON advisory annunciator
ELECT HEAT–OFF Switch indicates that the power relays are closed to apply
power to the heating elements (Figure 11-10).
The electric heat system is operated by a solenoid
ELECT HEAT–OFF switch on the copilot left When the electric heat system is off, before the
subpanel (Figure 11-9). blowers are selected OFF, the ELEC HEAT ON
annunciator must be extinguished to indicate
The cabin can be warmed before engine start power is removed from the heating elements.
using the electric heat system concurrently with
an auxiliary power unit. Such use of the electric
heat system is only permissible during ground BL AIR OFF L–R Annunciators
operations. The system is squat switch protected Green BL AIR OFF L–R annunciators illuminate
from airborne operation. whenever the respective BLEED AIR VALVES
OPEN switch is in any position except for OPEN.
AIR COND N1 LOW Annunciator
The N1 speed switch (engine speed) prevents Airflow Control Knobs
compressor operation outside of established Four additional manual airflow push-pull knobs
limitation parameters. The N1 speed switch dis- on the subpanels regulate cockpit and cabin
engages the compressor clutch when the engine comfort. When the cockpit door is closed and the
speed is below 62% N1 and air conditioning is cabin comfort level is satisfactory, the CABIN/
requested. When the N1 speed switch opens, COCKPIT AIR push-pull knob regulates airflow
and if air conditioning is requested, the green to the cockpit and cabin.
AIR COND N1 LOW annunciator illuminates
(Figure 11-10). When fully pulled out, each knob provides maxi-
mum airflow to the cockpit area. When fully
DUCT OVERTEMP Annunciator pushed in, the knob provides minimum airflow to
the cockpit.
If the airflow in the ducts becomes too low, the
amber DUCT OVERTEMP annunciator illu-
minates, indicating that the duct temperature
has reached approximately 300°F (148°C)
(Figure 11-10).

11 AIR CONDITIONING
OPERATION air discharged from the ceiling outlets, no matter

what temperature mode is used.
Automatic Mode Control
NOTE
The AUTO position on the CABIN TEMP MODE
control knob commands the automatic tempera- All aircraft with cargo doors, a lever
ture control to modulate the bypass valves and on each floor outlet register (except the
to activate the air conditioning compressor. For forward facing register in the baggage
greater heating, bleed air bypasses the air-to-air compartment) can be moved vertically
heat exchangers in the wing center sections. For to regulate the airflow. A vane-axial
greater cooling, the bleed air passes through the blower in the nose section draws ambi-
air-to-air heat exchangers to reduce its tempera- ent air through the condenser to cool
ture. In either case, the resulting bleed air mixes the refrigerant gas when the cooling
with recirculated cabin air, which can be addition- mode is operating on the ground. This
ally cooled when the air conditioning compressor blower shuts off automatically when
is in cooling mode in the forward mixing plenum. the gear is retracted.
Cooling The receiver-dryer and sight gauge (glass) are in

the upper portion of the condenser compartment.
The plumbing from the compressor, which is on
the right engine, is routed through the right wing Aft evaporators and blowers provide additional
and then forward to the condenser coil, receiver- cooling. The blowers blow recirculated cabin air
dryer, expansion valve, bypass valve, and forward across the evaporators and route it to the aft floor
evaporator, all of which are in the aircraft nose. and ceiling outlets. The aft evaporators increase
the aircraft cooling capacity from 18,000 BTU
The forward vent blower moves recirculated (with the forward evaporator only) to 32,000
cabin air through the forward evaporator and into BTU. Refrigerant flows through the aft evaporator
the mixing plenum, the floor-outlet ducts, and the any time it flows through the forward evaporator.
ceiling eyeball outlets. Approximately 75% of the However, the additional cooling is provided only
recirculated air passes through the floor outlets when the aft blower is operating.
while approximately 25% of the air is routed
through the ceiling outlets, bypassing the mixing During flights in warm air, such as short, low-
plenum. altitude flights in the summer, all the cabin ceiling
outlets must be fully open for maximum cooling.
The forward vent blower, with the system in
AUTO, normally runs at low speed. Heating
If the cooling mode is operating, refrigerant Description
circulates through the forward evaporator,
cooling the output air. All air entering the ceiling- Bleed air from the compressor of each engine
outlet duct is cooler than the air entering the floor is delivered into the cabin for heating and
outlets if either BLEED AIR VALVES OPEN pressurization purposes. When the left landing
switch is positioned to OPEN. The air discharges gear safety switch is in the ground position, the
through the eyeball outlet in the cockpit and cabin ambient air valve in each flow control unit is
(see Figure 11-4 and Figure 11-5). closed. Therefore, only bleed air is delivered.
When airborne, bleed air is mixed with outside
Cool air also enters the floor-outlet duct, but in ambient air from the ambient air valve in each
order to provide cabin pressurization, warm bleed flow control unit until a cold air temperature
air also enters this duct any time either BLEED closes off the ambient flow. Then, only bleed air
AIR VALVES OPEN switch is in the OPEN is delivered.
position. Therefore, pressurized air discharged
from the floor outlets is always warmer than the

11 AIR CONDITIONING
Operation extinguished. This indicates the heating elements

have been sufficiently deenergized for safety.
In the cockpit, additional air can be provided
by adjusting either the pilot damper, which is
controlled by the PILOT AIR knob, or the copilot Vent Blower Control
damper, which is controlled by the COPILOT AIR
knob. Movement of these knobs affects cockpit Unpressurized Ventilation
temperature by adjusting the air volume. The Fresh air is available during unpressurized flight
CABIN/COCKPIT AIR knob controls air volume with the CABIN PRESS switch in the DUMP
to the cabin and is on the copilot left subpanel position. This ambient (ram) air is obtained
below and inboard of the control column. This through the fresh air door and the ram-air scoop
knob controls the cabin air control valve. When in the aircraft nose section (see Figure 11-3).
this knob is pulled out of its stop, a minimum This door is open only during unpressurized
amount of air passes through the valve to the flight when the switch is in the DUMP position
cabin, thus increasing the volume of air available and there is 0 psi. This allows the forward blower
to the pilot and copilot outlets and the defroster. to draw ram air into the cabin. This air is mixed
When the knob is pushed all the way in, the valve with recirculated cabin air in the plenum chamber
opens, allowing the air in the duct to be directed and then directed to both the floor registers and
into the cabin floor outlets. ceiling outlets. The air volume is regulated by the
CABIN AIR control knob.
The DEFROST AIR knob controls a valve on the
pilot/copilot heat duct which admits air to two NOTE
ducts that deliver the warm air to the defroster
vents below the windshields. A flight conducted with the bleed-air
switches placed in any position other
The rest of the air in the bleed-air duct mixes than OPEN also results in unpressurized
with recirculated cabin air and is routed aft flight, but the fresh air door is not open.
through the floor-outlet duct, which handles
75% of the total airflow.
Manual Mode Control
During high-altitude flights, cool-night flights, The MAN COOL or MAN HEAT position
and flights in cold weather, the ceiling outlets of the CABIN TEMP MODE control knob
must be closed for maximum cabin heating. allows manual control of the cabin and cockpit
temperature.
Electric Heat The MANUAL TEMP INCR–DECR switch
Operation returns to the center OFF position when released.
When held in either position, it modulates the
Positioning the ELECT HEAT switch to ON bypass valves in the bleed-air lines. Allow one
energizes the heating elements in the forward minute (30 seconds per valve) for both valves to
duct and aft evaporator plenum (see Figure move fully open or fully closed. Only one valve
11-9). The green ELEC HEAT ON annunciator moves at a time to vary the amount of bleed air
illuminates to indicate that power is being applied routed through the air-to-air heat exchanger, thus
to the heating elements (see Figure 11-10). The causing a variance in bleed-air temperature. The
electric heat system draws approximately 300 bleed air mixes with recirculated cabin air in the
amps. During electric heat operation, the forward mixing plenum and is then routed to the floor
and the aft blowers must be operating. registers. Therefore, the cabin temperature varies
according to the position of the cabin-heat con-
Before the ELECT HEAT switch is positioned to trol valves whether or not the refrigerant system
OFF and the BLOWER knob is positioned to OFF, is working.
the green ELEC HEAT ON annunciator must be

11 AIR CONDITIONING
SN BB-1988 AND
SUBSEQUENT, SN BY-1
AND SUBSEQUENT
COMPONENTS RECEIVER-
DRYER AND
The environmental system has the following main SIGHT GAUGE
components:
• Belt-driven compressor (right engine)
• Condenser blower
• Evaporator
• Aft evaporator
• Forward vent blower BB-1988 AND SUBSEQUENT,
BY-1 AND SUBSEQUENT
• Forward and aft mixing plenums
• Floor outlet ducts Figure 11-11. C
ondenser and Receiver-
Dryer Sight Gauge
• Ceiling eyeball outlets
• Temperature-sensing devices The condenser blower enhances airflow through
• Autotemperature controller the condenser for more efficient operation and
runs in the auto or manual cool modes when the
• Flow control unit air conditioner is running.
• Pilot/copilot outlets
• Defroster Forward Evaporator and Blower
• Air-to-air heat exchangers The forward evaporator blower motor recirculates
cockpit air through the forward evaporator in the
• Bleed air valves right side of the nose behind the crossover duct.
• Heating air outlets The refrigerant flowing through the evaporator
absorbs heat from the recirculated cockpit air,
cooling the air passing through it.
Compressor
A belt-driven compressor on the right engine Aft Evaporators and Blowers
operates in either auto or manual cool modes. The
compressor has built-in safety devices that pre- High speed fans blow recirculated cabin air
vent its operation in cases of refrigerant over- or through two evaporators under the floorboards in
underpressure conditions. the center aft cabin behind the main spar.
The refrigerant flowing through the evaporator

Condenser Blower tubing absorbs heat from the recirculated air,
cooling the air before its return into the cabin.
Two condensers joined together in a V are in the
The cooled air reenters the cabin through the aft
nose crossover duct. Ram air passes through the
floor and ceiling outlets. When the air condition-
condenser, condenses, and cools the refrigerant
ing system is off, the blowers provide recirculated
gas passing through it into liquid for use in
cabin air for ventilation.
cooling the cabin air (Figure 11-11).

11 AIR CONDITIONING
FWD and AFT Mixing Plenums

Bleed air coming into the aircraft is routed into
forward and aft mixing plenums beneath the
cabin floorboards. The mixing plenums combine
bleed air with recirculated cabin air to reduce
bleed air temperature for passenger comfort. The
conditioned air is then routed into the cabin.
Cockpit Heating Air Outlets

Heating air outlets are under the instrument
panel and outboard of the pilot and copilot seats
on the floor (Figure 11-12). The COCKPIT
BLOWER control knob controls air flow volume
to these outlets.
Figure 11-12. Cockpit Heating Air Outlets
The supplemental electric heat system discharges

warm air directly aft of the cockpit center pedes-
tal through a single flood outlet.
Figure 11-13. Floor and Ceiling Outlets

Cabin Floor Outlet Ducts
The floor outlet ducts are between the passenger seats
along the aircraft floorboards where they contact the
interior sidewall of the aircraft cabin (Figure 11-13).
Pressurization air heated as required by the

environmental system enters the cabin through
these vents.
Ceiling Eyeball Outlets

Eyeball outlets in the headliner provide cool air to
the crew and passengers (Figure 11-14).
Each outlet can be adjusted to direct the airstream

as desired. The air volume can be adjusted from Figure 11-14. Cockpit Eyeball Outlets
full open to closed by twisting the nozzle. As the
nozzle is twisted, a damper opens or closes to reg-
ulate airflow. The cockpit has two eyeball outlets
and the cabin has seven such outlets.

11 AIR CONDITIONING
Temperature-Sensing Devices Air-to-Air Heat Exchangers

The cockpit and cabin temperature sensors work An air-to-air heat exchanger is in the center sec-
with the following in adjusting the air to the tion of each wing inboard of the engines. Bleed
desired temperatures (Figure 11-15): air passes through the air-to-air heat exchangers
to reduce the air temperature.
• ENVIRONMENT MODE switch
• Cockpit and cabin temperature control knobs
Bleed Air Valves
A sensor in the floor ducts monitors the bleed air The bleed air valves are in the environmental flow
temperature. If excessive temperature extreme is control units on each engine firewall. The valves
sensed, the sensor activates an amber annunciator control bleed air flow into the aircraft and into the
in the cockpit. environmental, pressurization and pneumatic sys-
tems (Figure 11-15).
Auto Temperature Controller
When the ENVIRONMENT MODE switch is CONTROLS AND INDICATIONS
positioned to AUTO, the automatic temperature
controller uses inputs from the cockpit and cabin ENVIRONMENTAL Panel
temperature sensors and adjusts the system to The ENVIRONMENTAL panel on the copilot
maintain the desired temperatures (Figure 11-15). left subpanel provides automatic or manual con-
trol of the air conditioning system (Figure 11-16
Environmentally conditioned air flows constantly and Figure 11-17).
to the windshield defrost and glareshield outlets.
In auto mode, the air is regulated to a maximum BLEED AIR VALVES Switches
temperature of 70°F (21°C). In colder Two BLEED AIR VALVES OPEN LEFT–RIGHT
environments, if more heat is required, the switches control the inflow of pressurization
temperature of the outlet air is allowed to increase air and that used for cockpit and cabin climate
to 105°F (41°C). control (Figure 11-17).
In manual heat mode, glareshield and overhead The switches are on the ENVIRONMENTAL
temperatures are controlled by the COCKPIT panel on the copilot left subpanel. Each switch
TEMP knob. Airflow can be increased with the has three positions:
BLOWER knob.
• OPEN—Allows bleed air into the cabin for
pressurization and climate control purposes.
Flow Control Unit
• ENVIR OFF—Restricts bleed air from the
In flight, flow control units on each engine firewall respective side environmental flow control
mix outside ambient air with bleed air to make unit from entering the pressurization and
bleed air temperature more manageable for the air conditioning systems. For maximum
environmental system. cooling on the ground, place the switches
in the ENVIR OFF position.
On the ground, these flow control units supply
only bleed air to the environmental system. • PNEU & ENVIR OFF—The respective
bleed air valve closes completely and bleed
air is denied from the pressurization, air
Defrost System conditioning, and pneumatic systems.
Two ducts provide warm air to the defroster
below the windshields where they contact the
top of the glareshield.

Revision 1.0
COCKPIT BLOWER
DUCT TEMP
SENSOR
GLARESHIELD AC
OUTLETS EVAPORATOR
WINDSHIELD COCKPIT
DEFOG OUTLET COCKPIT ADD HEAT
TEMP VALVE
SENSOR
COCKPIT OUTSIDE
FLOOR HEAT AIR TEMP
VALVE SENSOR
COCKPIT FLOOR
HEAT OUTLETS
COCKPIT
BLEED
BYPASS
VALVE
CONTROLLER
RIGHT ENGINE
CABIN DUCT
BLEED AIR HEAT
TEMP SENSOR
EXCHANGER
BLOWER
BLEED AIR
CABIN COOL AC TEMP SENSOR
AIR OUTLETS EVAPORATOR

LEFT ENGINE
CABIN ADD BLEED AIR HEAT
HEAT VALVE EXCHANGER
CABIN CABIN FLOOR
TEMP HEAT OUTLETS
SENSOR
CABIN FLOOR
HEAT VALVE BLEED
CABIN
BYPASS
SENSOR
TO OUTFLOW VALVES
CABIN
BYPASS
VALVE
Figure 11-15. Air Conditioning System Control Diagram
11-13
11 AIR CONDITIONING
11 AIR CONDITIONING
11-14
REFRIGERANT FLOW CONTROL VALVE
COMPRESSOR
AIR INLET SCOOP
DUCT OVER TEMP HEAT EXCHANGER

SENSOR SWITCH
BLEED AIR
HIGH/LOW PRESSURE SWITCH BYPASS VALVE
ELEC GROUND
HEAT ELEMENTS AFT MIXING BOX
FWD EVAPORATOR VENTURI

AND BLOWER
CONDENSER CABIN COOL AIR
BLOWER FWD MIXING OUTLETS
BOX (6 PLACES)
CONDENSER
INLET AIR
CONDENSER
RECEIVER
DRYER AFT COMPARTMENT
CIRCUIT HEAT OUTLETS
CARD BOX AFT EVAPORATORS
AND BLOWERS
TEMP

CONTROLLER
COCKPIT COOL AIR INLET SCOOP

AIR OUTLETS
ENGINE BLEED CABIN HEAT
AIR DUCT OUTLETS
(6 PLACES)
ELEC GROUND
HEAT OUTLET
BLEED AIR BYPASS

VALVE ASSY AND
30 POSITION SWITCH
Figure 11-16. Air Conditioning System (BB-1988 and Subsequent and BY-1 and Subsequent)
Revision 1.0
11 AIR CONDITIONING

Figure 11-17. ENVIRONMENTAL Panel
Environmental Control System • MAN HEAT—Both the cabin and cock-

Knob (ECS) pit floor heat servos are opened fully and
cockpit and cabin temperatures are accom-
The environmental control system knob has five plished through the MAN TEMP switch to
positions (Figure 11-18): either INCR or DECR as desired.
• ELEC HEAT—Directs air over resistive
heater elements into the cabin. This mode
is only operative on the ground.
COCKPIT and CABIN TEMP

Control Knobs
The COCKPIT and CABIN TEMP control knobs
regulate the temperature in the AUTO and the
BB-1988 AND SUBSEQUENT, manual positions (Figure 11-19).
BY-1 AND SUBSEQUENT
Figure 11-18. Environmental Control
System Knob
• OFF—The air delivery system is com

pletely shut off and you will be unable to
change the bleed air input to the cockpit or
cabin.
• AUTO—Air conditioning and heating sys-
tems operate automatically to establish the
temperature requested by the pilot.
• MAN COOL—Air conditioning system
operates in response to manual input from BB-1988 AND SUBSEQUENT,
the pilot. The air conditioner operates so BY-1 AND SUBSEQUENT
long as system pressures are acceptable and
the right engine N1 speed is above 62%. Figure 11-19. C
OCKPIT and CABIN
BLOWER Control Knobs

11 AIR CONDITIONING
The cockpit temperature is adjusted by rotating • AUTO—Allows the environmental system

the COCKPIT TEMP control knob as required. A controller to select the flow setting auto-
temperature sensor in the cockpit, in conjunction matically as required to maintain cockpit
with the temperature setting, initiates a heat or temperature or cabin pressure requirements.
cool command to the temperature controller. The AUTO position is the recommended
position for most operations.
The cabin temperature is adjusted by rotating
the CABIN TEMP control knob. A temperature • LOW—This is the default setting except
sensor behind the first set of passenger oxygen when the system demands additional
masks, in conjunction with the temperature set- heating.
ting, initiates a heat or cool command to the
temperature controller. If the environmental control knob is positioned to
MAN HEAT, the bleed flow defaults to NORMAL.
If the flow is positioned to MAN COOL, the bleed
COCKPIT and flow defaults to LOW.
CABIN BLOWER Knobs Always monitor cabin pressurization requirements
The COCKPIT and CABIN BLOWER knobs when in MAN COOL. Manual adjustments to
control the forward and aft vent blower (Figure the ENVIR BLEED AIR flow setting may be
11-19). Each knob has two positions: required.
• AUTO—Blower operates at the required
speed if the environmental control system For maximum engine performance and/or
knob is in any position except OFF. high altitude takeoff requirements, position the
ENVIR BLEED AIR switch to LOW.
• Out of AUTO—Allows pilot to manually
set desired blower speed.
AIR COND N1 LOW Annunciator
When the VENT BLOWER switch is positioned to The N1 speed switch (engine speed) prevents com-
AUTO and the environmental control system knob pressor operation outside of established limitation
is positioned to OFF, the blower ceases operation. parameters. The green AIR COND N1 LOW
annunciator illuminates to indicate that the right
MAN TEMP INCR–DECR Switch engine speed is below 62% N1 and air condition-
ing is requested (Figure 11-20).
The MAN COOL or MAN HEAT position of
the environmental control system knob allows
manual adjustment of the cockpit and cabin tem- DUCT OVERTEMP Annunciator
perature (Figure 11-19). Momentarily positioning If the airflow in the ducts becomes too low, the
the MAN TEMP switch to INCR or DECR regu- amber DUCT OVERTEMP annunciator illu-
lates bleed air temperature as it enters the aircraft, minates, indicating that the duct temperature
but does not affect the flow rate. has reached approximately 300°F (148°C)
(Figure 11-20).
ENVIR BLEED AIR NORMAL–
AUTO–LOW Switch ELEC HEAT Position
This switch on the copilot left subpanel controls The supplemental electric heat system is oper-
bleed air flow volume (Figure 11-19). The switch ated on the ground by the ELEC HEAT position
has three positions: on the ENVIRONMENTAL control system knob
(see Figure 11-18). The system is squat-switch
• NORMAL—Used for increased heating protected from airborne operation.
or pressurization airflow. When AUTO is
not functional, use this position during
climb to ensure optimum pressurization at
higher altitude.

11 AIR CONDITIONING
Cooling
The plumbing from the compressor, which is
on the right engine, is routed through the right
wing and then forward to the condenser coil,
receiver-dryer, expansion valve, bypass valve,
and forward evaporator—all of which are in the
nose of the aircraft.
The forward vent blower moves recirculated

cabin air through the forward evaporator, into the
mixing boxes, into the cockpit distribution ducts,
Figure 11-20. Annunciator Panel then out the glareshield outlets and windshield
defrost vents.
ELEC HEAT ON Annunciator The cabin blowers provide main cabin cooling
The amber ELEC HEAT ON annunciator by routing recirculated cabin air through two
indicates that the power relays are closed to apply evaporators and on into the cabin through the
power to the heating elements (Figure 11-20). eyeball outlets in the cabin and cockpit headliner.
When the electric heat system is off, To avoid interference with the cooling process,
before the blowers are selected OFF, the when the system is commanded to provide little
ELEC HEAT ON annunciator must be extin- or no warmed air to the cabin, the majority of the
guished to indicate power has been removed warmer P3 air coming from the engines is routed to
from the heating elements. the aft of the cabin into the baggage compartment.
This warmer air is quickly evacuated overboard
by the outflow valve in the air and by the safety
BL AIR OFF L–R Annunciators valve on the ground.
Green BL AIR OFF L–R annunciators illuminate
whenever the respective BLEED AIR VALVES Protection controls built into the system prevent
OPEN switch is in any position except for OPEN compressor operation in the following conditions:
(see Figure 11-16). • Refrigerant pressure is too high or low.
• Left bleed air bypass valve has reached a
OPERATION 30° limit switch (indicates air conditioning
is not required as significant heat is being
Automatic Mode Control introduced into the system).
The AUTO position of the ENVIRONMENTAL • Right engine speed is below 62% N1 (illu-
MODE control knob allows the heating and air minates the green AIR COND N1 LOW
conditioning systems to operate automatically. annunciator).
The system adjusts bleed air temperature and • Ambient temperature below 50°F
blower speed and cycles the air conditioning
compressor as necessary to maintain the selected
temperature. The recommended setting on these Heating
knobs is the 12 o’clock (straight up) position,
which is approximately 75°F (24°C). Bleed air from the compressor of each engine
is delivered into the cabin for heating and
If a different blower speed is desired, the respec- pressurization purposes. When the left landing
tive COCKPIT or CABIN BLOWER knob can be gear safety switch is in the ground position, the
rotated from the AUTO position to the position ambient air valve in each flow control unit is
for the speed desired. closed. Therefore, only bleed air is delivered.
When airborne, bleed air is mixed with outside

11 AIR CONDITIONING
ambient air from the ambient air valve in each system is not functioning correctly. To maintain
flow control unit until a cold air temperature adequate airflow across the heating elements, the
closes off the ambient flow. Then, only bleed air ELEC HEAT position must be reselected until
is delivered. the engines have been shut down. Maintenance is
required prior to flight.
With the environmental control system knob in
the AUTO position, the temperature of condi- After deselecting the ELEC HEAT position, safety
tioned air is set to approximately 70°F (21°C). devices in the heater assembly may continue to
In colder temperature extremes where more heat temporarily operate the blower at low speed. This
would be initially demanded, this is increased to allows proper cooling of the heater elements to
approximately 105°F (41°C). avoid overheating the duct.
NOTE
Electric Heat
If, after deselecting the ELEC HEAT
When the ELEC HEAT position is selected on position and initial blower shutdown,
the environmental control system knob, air is residual element heat causes the duct
directed over several heater elements in a duct temperature to continue to rise, the
aft of the forward evaporator and into the cabin blower will automatically cycle to
(see Figure 11-18). Air is distributed through the cool the elements regardless of BATT
electric heating duct by the cockpit blower that switch position.
operates automatically when the ELEC HEAT
position is selected. The amber ELEC HEAT ON
annunciator illuminates to advise the flight Defrost
crew that power is being applied to the heating
elements (see Figure 11-20). The electric heat A constant flow of environmentally conditioned
system draws approximately 160 amps. air is provided to the windshield defrost and
glareshield outlets. In the auto mode, the temper-
Heated air enters the cabin via a single flood ature of this air is approximately 70°F (21°C). In
outlet directly aft of the cockpit pedestal. extremely cold conditions, this air is allowed to
reach 105°F (41°C).
CAUTION Vent Blower Control

The electric heat must not be operated Unpressurized Ventilation
with the cabin door closed or the ped-
estal floor outlet blocked. Fresh air is not available during unpressurized
flight with the CABIN PRESS switch in the
DUMP position. Bleed P3 air is mixed with
During electrical heat operation, the blower recirculated cabin air in the plenum chamber
operates at maximum speed regardless of the and then directed to both the floor registers and
COCKPIT BLOWER knob setting. ceiling outlets.
This electrical heat system is a supplemental NOTE
heating system and is available for ground
operation only. A flight conducted with the bleed-air
switches placed in any position other
When deselecting the ELEC HEAT position, than OPEN also results in unpressur-
the amber ELEC HEAT ON annunciator must ized flight.
be extinguished. This indicates the heating
elements have been sufficiently deenergized for
safety. If the annunciator remains illuminated, the

11 AIR CONDITIONING
Manual Mode Control

In the MAN HEAT position of the environmental
control system knob, control of the cabin and
cockpit temperatures is accomplished through
the MAN TEMP switch. Moving the switch to
either the INCR or DECR position regulates the
bleed air temperature as it enters the cabin, while
leaving flow rate unchanged.
Switch input is recommended to be 2–3 seconds

duration with a full 60 seconds in between to
avoid over- or undershooting desired temperature.
The time it takes the bleed air temperature to
response to the switch input is proportional
to the time the MAN TEMP switch is actuated
(requiring approximately 30 seconds to go from
full decrease to full increase or vice versa).
CAUTION
Switch actuation longer than 2–3
seconds with less than a 60 second
interval can result in duct overheating
and illumination of the amber DUCT
OVERTEMP annunciator.
The temperature of the air supplied to the

glareshield and windshield defrost vents is fully
controlled by the COCKPIT TEMP knob when
either the MAN HEAT or MAN COOL position
of the ENVIRONMENTAL MODE control knob
is selected.
LIMITATIONS
For specific information on limitations proce-
dures, refer to the FAA-approved Aircraft Flight
Manual (AFM).
EMERGENCY/
ABNORMAL

11 AIR CONDITIONING
QUESTIONS
1. When the engine speed falls below 62% N1, 5. When the CABIN TEMP MODE/ECS
the compressor clutch disengages. Which selector switch is positioned to MAN
advisory annunciator illuminates? COOL, how is the cabin temperature
lowered?
A. AIR COND N1 LOW
B. DUCT OVERTEMP A. Momentarily pressing the MANUAL
TEMP switch to INCR
C. AIR CND LOW
B. Momentarily pressing the MANUAL
D. ENG SPD N1 LOW
TEMP to DECR
C. Momentarily holding the CABIN
2. How is the airstream adjusted on the
TEMP level control to DECR
eyeball outlets?
D. Momentarily holding the CABIN
A. By twisting the nozzle TEMP level control to INCR
B. By pushing in the nozzle
C. By moving a sliding lever 6. How does the pilot ensure that the air-to-air
D. By positioning VENT BLOWER switch heat exchanger valves are closed?
to LO A. Turn the CABIN TEMP selector all the
way clockwise
3. What control is adjusted if the bleed-air B. Momentarily position the CABIN
mixture is too warm for the crew? (for TEMP MODE switch to MAN COOL
aircraft prior to BB-1988)
C. Select MAN COOL, then hold the
A. CREW AIR knob MANUAL TEMP switch in the DECR
B. CABIN/COCKPIT AIR knob position for 60 seconds (prior to
BB-1998) / 30 seconds (BB-1988 and
C. VENT BLOWER switch
subsequent; BY-1 and subsequent)
D. PILOT AIR or COPILOT AIR knob
D. Hold the MANUAL TEMP switch in
the INCR position for one minute
4. What is the source of fresh air during
unpressurized flight with the PRESS switch
7. What position does the cockpit blower need
positioned to DUMP? (for aircraft prior to
to be in during electric heat operations?
BB-1988)
(For aircraft BB-1988 and After; BY-1 and
A. Ram air After)
B. Ram air, bleed-air heating system A. AUTO
C. Refrigerant air, ram air B. 12 o’clock position
D. Refrigerant air, bleed-air heating C. 6 o’clock position (High)
system
D. Blower defaults to High, regardless of
switch position.

CHAPTER 12
PRESSURIZATION
CONTENTS
Page
12 PRESSURIZATION
INTRODUCTION................................................................................................................. 12-1
GENERAL............................................................................................................................. 12-1
COMPONENTS.................................................................................................................... 12-3
Flow Control Unit.......................................................................................................... 12-3
CONTROLS AND INDICATIONS....................................................................................... 12-5
BLEED AIR VALVES Switches.................................................................................... 12-5
ENVIR BLEED AIR Switch (BB-1988 and Subsequent, BY-1 and Subsequent)......... 12-5
Pressurization Controller................................................................................................ 12-5
CABIN ALT Gauge........................................................................................................ 12-6
CABIN CLIMB Gauge.................................................................................................. 12-6
CABIN PRESS DUMP Switch...................................................................................... 12-6
L–R BL AIR Annunciator.............................................................................................. 12-7
ALT WARN Annunciator............................................................................................... 12-7
OPERATION......................................................................................................................... 12-7
Preflight Operation......................................................................................................... 12-7
In-Flight Operation......................................................................................................... 12-7
Descent and Landing Operation..................................................................................... 12-7
LIMITATIONS....................................................................................................................... 12-8
QUESTIONS......................................................................................................................... 12-9

ILLUSTRATIONS
Figure Title Page
12-1 Pressurization Controls.............................................................................................. 12-2

12-2 Electronic Flow Control Unit.................................................................................... 12-3
12 PRESSURIZATION
12-3 Outflow Valve............................................................................................................ 12-4
12-4 Safety Valve............................................................................................................... 12-5
12-5 Pressurization Controller........................................................................................... 12-6
12-6 CABIN ALT Gauge................................................................................................... 12-6
12-7 CABIN CLIMB Gauge.............................................................................................. 12-6
12-8 CABIN PRESS DUMP Switch................................................................................. 12-6
12-9 ALT WARN Annunciator.......................................................................................... 12-7
TABLES
Table Title Page
12-1 Pressurization Controller Setting—Landing...............................................................12-8

CHAPTER 12
PRESSURIZATION
12 PRESSURIZATION
INTRODUCTION
This chapter describes the pressurization system on the King Air B200/B200GT aircraft. The
pressurization system provides a normal working pressure differential of 6.5 ± 0.1 psi, which
provides cabin pressure altitudes of approximately 2,800 feet at 20,000 feet, 8,600 feet at 31,000
feet, and 10,400 feet at 35,000 feet.
GENERAL
Bleed air from each engine is used to pressurize indicator. Pressurization can be dumped using
the pressure vessel (cabin and cockpit the CABIN PRESS DUMP switch. The system
areas). Pressurization is regulated through a includes a flow control unit, as well as a vacuum
pressurization controller, monitored by a cabin line drain and the outflow and safety valves
altimeter/psid indicator, and a rate-of-climb (Figure 12-1).

12 PRESSURIZATION
Figure 12-1. Pressurization Controls

COMPONENTS • Air ejector

• Flow control solenoid valve
FLOW CONTROL UNIT • Environmental shutoff valve
An electronic flow control unit (FCU) in each After engine startup when the FCU is energized,
engine nacelle controls the volume of the bleed the bleed air modulating valve closes. When
air and combines ambient air with it to provide a it is fully closed, it actuates the bleed air shaft
suitable air density for pressurization. The FCU switch, signaling the electronic controller to
12 PRESSURIZATION
controls the mass flow of both ambient and bleed open the solenoid valve. This enables P3 bleed
air into the cabin (Figure 12-2). air to pressurize the environmental shutoff valve,
causing it to open.
Each unit consists of an ambient temperature
sensor, an electronic controller, and an environ- The bleed air shaft continues to open until
mental air control valve assembly, interconnected the desired bleed-air flow rate to the cabin is
by a wire harness. The control valve assembly reached. The flow rate is sensed by the bleed-
consists of: air flow transducer and controlled by the
• Mass flow transducer electronic controller per the input of the ambient
temperature sensor.
• Ambient flow motor and modulating valve
• Check valve that prevents the bleed air As the aircraft enters a cooler environment,
from escaping through ambient air intake ambient airflow is gradually reduced and bleed-
air flow gradually increased to maintain a
• Bleed air flow transducer constant inflow and to provide sufficient heat for
• Bleed air flow motor and modulating valve the cabin. At approximately 0°F (–18°C) ambient
(including bypass line) temperature, ambient airflow is completely
BLEED AIR COCKPIT BLEED AIR

FIRESEAL FLOW TRANSDUCER VALVE SWITCH
ELECTRONIC POWER
CONTROLLER
SQUAT
AMBIENT
SWITCH
TEMPERATURE AMBIENT
SENSOR FLOW CONTROL BLEED AIR
FLOW CONTROL
MOTOR
MOTOR
AMBIENT SOLENOID (N.C.)
AIR
INLET
ENVIRONMENTAL
SHUTOFF
VALVE (N.C.)
AMBIENT TO DUCT
FLOW TRANSDUCER CHECK VALVE AIR DISTRIBUTION
(MASS FLOW EJECTOR SYSTEM
SENSOR)
BLEED AIR
LEGEND ENGINE (HIGH FLOW)
BLEED AIR BYPASS
HP BLEED AIR
CONTROL PRESSURE NO. 2
VENT AIR
Figure 12-2. Electronic Flow Control Unit

closed off and the bleed air valve bypass section on the ground with the left landing gear safety
is opened, as necessary, to allow more bleed air switch compressed.
flow past the fixed flow passage of the air ejector.
A negative pressure relief function that prevents
The FCUs regulate the rate of airflow to the outside atmospheric pressure from exceeding
pressure vessel. The bleed air portion is variable cabin pressure by more than 0.1 psi during rapid
from approximately 5 to 14 pounds per minute descents with or without bleed air flow, is also
(ppm) depending upon ambient temperature. On incorporated into both valves.
the ground, since ambient air is not available,
12 PRESSURIZATION
cabin inflow is variable and limited by ambient When the BLEED AIR VALVES switches are
temperature. In flight, ambient air provides the positioned to OPEN, the air mixture (bleed air
balance of the constant airflow volume of 12 to and ambient air) from the FCU enters the aircraft.
14 ppm. When the aircraft is on the ground, only bleed air
enters the cabin because the safety switch causes
From here, the air, which also is used for cooling the FCU to close a valve that allows ambient air
and heating, flows into the pressure vessel, to mix with the bleed air.
creating differential, and out through the outflow
valve (Figure 12-3) on the aft pressure bulkhead. At lift-off, the safety valve closes and, except for
A schrader valve prevents overpressurization. cold temperatures, ambient air begins to enter the
FCU, then the pressure vessel. As the left FCU
To the inboard side of the outflow valve is a safety ambient air valve opens, in approximately six to
valve (Figure 12-4) that provides pressure relief if eight seconds, the right FCU ambient air valve
the outflow valve fails through the schrader valve, opens. By increasing airflow volume gradually
depressurizes the aircraft whenever the CABIN (left first, then right), excessive pressure bumps
PRESS DUMP switch is positioned to DUMP, are avoided during takeoff.
and keeps the aircraft unpressurized while it is
SCHRADER
VALVE MAXIMUM
DIFFERENTIAL
DIAPHRAGM
TO CONTROLLER
CONNECTION
PLUG
UPPER
(CONTROL)
DIAPHRAGM
NEGATIVE
RELIEF
DIAPHRAGM
REAR
STATIC AIR PRESSURE
LEGEND BULKHEAD
VENT AIR
Figure 12-3. Outflow Valve

SCHRADER
VALVE MAXIMUM
DIFFERENTIAL
DIAPHRAGM
SAFETY VALVE DUMP SOLENOID
CABIN
AIR
12 PRESSURIZATION
UPPER CONTROL
DIAPHRAGM
NEGATIVE RELIEF
DIAPHRAGM
REAR
STATIC AIR PRESSURE
LEGEND BULKHEAD
Figure 12-4. Safety Valve
CONTROLS AND ENVIR BLEED AIR SWITCH

INDICATIONS (BB-1988 AND SUBSEQUENT,
BY-1 AND SUBSEQUENT)
BLEED AIR VALVES SWITCHES Refer to Chapter 11—“Air Conditioning”
for information on the ENVIR BLEED AIR
The LEFT–RIGHT BLEED AIR VALVES switch for BB-1988 and subsequent, BY-1 and
switches are in the ENVIRONMENTAL group subsequent.
on the copilot subpanel. The switches control the
FCU (see Figure 12-2).
PRESSURIZATION CONTROLLER
When either switch is positioned to ENVIR OFF An adjustable cabin pressurization controller on
or PNEU/INSTR & ENVIR OFF, the flow control the center pedestal modulates the outflow valve
unit is closed. These switch positions also illumi- (Figure 12-5).
nate the green L or R BL AIR OFF annunciators.
When either switch is positioned to OPEN, the A dual-scale dial in the center of the controller
engine bleed air and ambient air mixture tempera- indicates the cabin pressure altitude on the outer
ture permitting flows through the FCU, and then scale (CABIN ALT) and maximum aircraft
through or around the air-to-air heat exchangers. altitude on the inner scale (ACFT ALT) at which
the aircraft can fly without causing the cabin
pressure to exceed maximum differential.

12 PRESSURIZATION
Figure 12-5. Pressurization Controller Figure 12-6. CABIN ALT Gauge
The engines maintain a 6.5 ± 0.1 psi differential

that provides a nominal cabin pressure altitude of
10,400 feet at an aircraft altitude of 35,000 feet.
The RATE control knob on the pressurization

controller controls the rate at which cabin pres-
sure altitude changes from the current value to
the selected value. The selected rate of change
can be from approximately 200 to 2,000 feet per
minute (fpm).
CABIN ALT GAUGE Figure 12-7. CABIN CLIMB Gauge

The CABIN ALT gauge is on the right side of the
control panel above the throttle quadrant. It con-
tinuously monitors actual cabin pressure altitude
(outer scale) and cabin differential (inner scale)
(Figure 12-6).
CABIN CLIMB GAUGE

The CABIN CLIMB (cabin vertical speed) gauge,
which is left of the CABIN ALT indicator (Figure
12-7), continuously monitors in feet per minute
the rate of cabin climb and descent.
CABIN PRESS DUMP SWITCH

The CABIN PRESS DUMP switch is left of the
pressurization controller (Figure 12-8).
The DUMP (forward lever locked) position

opens the safety valve, allowing the cabin to
depressurize and stay unpressurized until the
switch is positioned to PRESS (center). Figure 12-8. CABIN PRESS DUMP Switch

The PRESS position closes the safety valve, IN-FLIGHT OPERATION

opens the preset solenoid, and the pressurization
controller takes command of the outflow valve. As the aircraft climbs, the cabin pressure altitude
The TEST position (aft, spring-loaded to the cen- climbs at the selected rate of change until the
ter) holds the safety valve closed, bypassing the cabin reaches the selected pressure altitude. The
landing gear safety switch to allow cabin pressur- system then maintains cabin pressure altitude at
ization tests on the ground. the selected value.
If the aircraft climbs to an altitude higher than

L–R BL AIR ANNUNCIATOR
12 PRESSURIZATION
the value indexed on the ACFT ALT scale on the
The green L–R BL AIR annunciators illuminate pressurization controller, the cabin-to-ambient
when either L–R BLEED AIR VALVES switch pressure differential reaches the pressure relief
is positioned to PNEU/INSTR & ENVIR OFF. settings of the outflow valve and the safety valve.
Illumination of either L–R BL AIR annuncia- Either or both valves then override the pressure
tors indicates that the respective flow control controller in order to limit the cabin to ambient
unit is closed. pressure differential to the normal working
pressure differential previously stated.
ALT WARN ANNUNCIATOR If the cabin pressure altitude reaches a value of

12,500 feet, a pressure-sensing switch on the for-
If cabin pressure altitude reaches a value of ward pressure bulkhead closes, illuminating the
12,500 feet, a pressure-sensing switch on the for- red ALT WARN annunciator to warn of opera-
ward pressure bulkhead closes, illuminating the tion requiring oxygen use. If the aircraft has an
red ALT WARN annunciator (Figure 12-9) to autodeployment oxygen system, then a pressure-
warn of operation requiring oxygen use. sensing switch in the copilot side of the cabin
wall forward of the emergency exit also closes,
deploying passenger oxygen masks to face level.
During cruise operation, if the flight plan requires
an altitude change of 1,000 feet or more, the
CABIN ALT dial must be readjusted.
Figure 12-9. ALT WARN Annunciator DESCENT AND LANDING

OPERATION
OPERATION During descent and in preparation for landing, set
the CABIN ALT gauge to indicate a cabin altitude
of approximately 500 feet above the landing field
PREFLIGHT OPERATION pressure altitude (Table 12-1). Adjust the RATE
control knob as required to provide a comfortable
Prior to takeoff, adjust the CABIN ALT selector cabin altitude rate of descent.
knob until the ACFT ALT (inner) scale on the
dial reads an altitude of approximately 500 feet
or 1,000 feet above the planned cruise pressure
altitude. Adjust the RATE control knob as desired.
When the index mark is set between the 9 o’clock
and 12 o’clock positions, the most comfortable
rate of climb is maintained. Position the CABIN
PRESS DUMP switch to PRESS.

Table 12-1. PRESSURIZATION LIMITATIONS

CONTROLLER SETTING—
LANDING The system has the following limitations:
CLOSEST ADD TO • CABIN DIFFERENTIAL PRESSURE
ALTIMETER SETTING AIRPORT ELEVATION GAUGE (B200)
28.00 +2,400
°° Green arc (approved operating range)
28.10 +2,300 0 to 6.6 psi
12 PRESSURIZATION
28.20 +2,200
28.30 +2,100
°° Red arc (unapproved operating range)
6.6 psi to end of scale
28.40 +2,000
28.50 +1,900 • MAXIMUM OPERATING PRESSSURE
28.60 +1,800
ALTITUDE LIMITS
28.70 +1,700 • Normal operation 35,000 feet
28.80 +1,600
28.90 +1,500
29.00 +1,400
29.10 +1,300
29.20 +1,200
29.30 +1,100
29.40 +1,000
29.50 +900
29.60 +800
29.70 +700
29.80 +600
29.90 +500
30.00 +400
30.10 +300
30.20 +200
30.30 +100
30.40 0
30.50 –100
30.60 –200
30.70 –300
30.80 –400
30.90 –500
The aircraft rate of descent is controlled so the

aircraft altitude does not catch up with the cabin
pressure altitude until the cabin pressure altitude
reaches the selected value and stabilizes. As the
aircraft descends to and reaches the cabin pres-
sure altitude, the outflow valve remains open,
keeping the vessel depressurized. As the aircraft
continues to descend below the preselected cabin
pressure altitude, the cabin remains depressur-
ized and follows the aircraft rate of descent to
touchdown.

QUESTIONS
1. The rate of change selected on the RATE 4. The ALT WARN annunciator illuminates
control knob can be from approximately: when the cabin pressure altitude reaches:
A. 100 to 1,000 fps A. 12,500 feet
B. 200 to 2,000 fpm B. 14,000 feet
C. 200 to 2,500 fps C. 10,000 feet
12 PRESSURIZATION
D. 50 to 5,000 fpm D. 35,000 feet
2. What indicator reflects the rate of cabin 5. What is the maximum cabin pressure dif-
pressure altitude change? ferential for the King Air B200/ B200GT
aircraft?
A. RATE control knob
B. CABIN CLIMB (cabin vertical speed) A. 6.1 psid
indicator B. 6.0 psid
C. CABIN ALT indicator C. 6.4 psid
D. Pressurization controller D. 6.6 psid
3. Which position on the RATE control knob

provides the most comfortable rate of climb?
A. Index mark set at MEDIUM
B. Index mark set between the 2 o’clock
and 6 o’clock positions
C. Index mark set between the 6 o’clock
D. Index mark set between the 9 o’clock

13 HYDRAULIC POWER
SYSTEM
The information normally contained in this chapter is
not applicable to this particular aircraft.

CHAPTER 14
CONTENTS
Page
INTRODUCTION................................................................................................................. 14-1
GENERAL............................................................................................................................. 14-1
LANDING GEAR................................................................................................................. 14-2
Description..................................................................................................................... 14-2
Components.................................................................................................................... 14-2
OPERATION......................................................................................................................... 14-8
Normal Retraction.......................................................................................................... 14-8
NOSEWHEEL STEERING.................................................................................................14-11
Description...................................................................................................................14-11
Operation......................................................................................................................14-11
BRAKE SYSTEM...............................................................................................................14-11
14 LANDING GEAR

Operation......................................................................................................................14-11
AND BRAKES
CARE AND HANDLING IN COLD WEATHER..............................................................14-13
Preflight........................................................................................................................14-13
Taxiing..........................................................................................................................14-13
LIMITATIONS.....................................................................................................................14-14
Airspeed Limitations....................................................................................................14-14
QUESTIONS.......................................................................................................................14-15

ILLUSTRATIONS
Figure Title Page
14-1 Hydraulic Power Pack................................................................................................ 14-2

14-2 Components Locations.............................................................................................. 14-3
14-3 Hydraulic Landing Gear System............................................................................... 14-3
14-4 Nose Gear Assembly................................................................................................. 14-4
14-5 Internal Nose Gear Lock........................................................................................... 14-4
14-6 Main Gear Assembly................................................................................................. 14-5
14-7 Main Gear Door Mechanism (Standard Gear).......................................................... 14-6
14-8 Main Gear Door Mechanism (High-Flotation Gear)................................................. 14-6
14-9 Landing Gear Control Handle and Indicator Lights.................................................. 14-7
14-10 Normal Indications, Gear Down................................................................................ 14-7
14-11 Normal Indications, Gear Up.................................................................................... 14-7
14-12 Normal Indications, Gear Down................................................................................ 14-8
14-13 Normal Indications, Gear Up.................................................................................... 14-8
14-14 Normal Retraction..................................................................................................... 14-9
14 LANDING GEAR

14-15 Normal Extension................................................................................................... 14-10
AND BRAKES
14-16 Alternate Extension................................................................................................ 14-12
14-17 Brake System Schematic........................................................................................ 14-13

CHAPTER 14
INTRODUCTION
14 LANDING GEAR

AND BRAKES
This chapter describes the landing gear and brakes on the King Air B200 and B200GT aircraft.
GENERAL
The tricycle landing gear is operated by an settings are in the landing configuration. The
electrically-driven hydraulic pump. The gear hydraulic wheel brake system is pressurized by
is controlled with a landing gear control switch master cylinders actuated by the pilot or copilot
handle on the pilot subpanel. Three hydraulic rudder pedals. Optional bleed-air deicing of the
actuators provide motive power for gear brakes is provided for cold weather operation.
operation. Individual gear position lights provide
gear position indication and two red indicators in Nosewheel steering is mechanical, actuated by
the gear control handle. Additionally, a warning the rudder pedals. Braking and differential thrust
horn sounds if all three gears are not down and can be used to supplement steering.
locked when flap position and/or power lever

LANDING GEAR Pressing the HYD FLUID SENSOR TEST but-

ton on the pilot subpanel tests the annunciator.
The landing gear is extended and retracted by the
DESCRIPTION power pack in conjunction with three hydraulic
actuators, one for each gear (Figure 14-3).
The landing gear is actuated by a hydraulic power
pack (Figure 14-1). The pack consists mainly
of a 28 VDC motor-driven hydraulic pump, a COMPONENTS
hydraulic reservoir pressurized by engine bleed
air, filters, a solenoid-operated selector valve, and Gear Assemblies
a gear up pressure switch. Adjacent to the pack is The landing gear assemblies (main and nose)
a service valve used for hand pump actuation of consist of shock struts, torque knee (scissors),
the gear during ground maintenance operations drag braces, actuators, wheels and tires, brake
(Figure 14-2). assemblies, and a shimmy damper.
The power pack reservoir, serviced with MIL-H- Brake assemblies are on the main gear assemblies;
5606 hydraulic fluid, is divided into two sections. the shimmy damper is on the nose gear assembly
One section supplies the electrically-driven (Figure 14-4 and Figure 14-5).
hydraulic pump, and the other section supplies
the hand pump. The upper end of the drag braces and two points
on the shock struts are attached to the aircraft
A fill reservoir just inboard of the left nacelle and structure. When the gear is extended, the drag
forward of the main spar (Figure 14-2) features a braces are rigid components of the gear assemblies.
cap and dipstick assembly for maintaining system
fluid level. When reservoir fluid level is low, a Aircraft weight is borne by the air charge in the
sensor on the reservoir completes a circuit, illumi- shock struts. At touchdown, the lower portion
nating the amber HYD FLUID LOW annunciator. of each strut is forced into the upper cylinder.
SYSTEM FILTER SOLENOID
SELECTOR
VALVE
TO NORMAL EXTEND
FLUID LEVEL SENSOR
SIDE OF SYSTEM
14 LANDING GEAR
RESERVOIR
GEAR UP
AND BRAKES
PRESSURE
SWITCH
FROM THE EMERGENCY

EXTEND SIDE OF SYSTEM
FILTERS
TO NORMAL
RETRACT SIDE
OF SYSTEM
TO HAND 28 VDC PUMP

PUMP MOTOR
LEGEND FROM
GEAR EXTEND PRESSURE HAND
PUMP
GEAR RETRACT PRESSURE
HAND PUMP PRESSURE
SUCTION
TO RETRACT SIDE SERVICE VALVE
RETURN OF SYSTEM
Figure 14-1. Hydraulic Power Pack

NOSE GEAR
ACTUATOR
OVERBOARD
BLEED AIR
VENT
ACCUMULATOR
CHECK
VALVE
FILL RESERVOIR
MAIN GEAR MAIN GEAR
ACTUATOR ACTUATOR
SERVICE
VALVE
POWER PACK
ASSEMBLY
BLEED AIR
REGULATOR
Figure 14-2. Components Locations
RH MAIN GEAR
ACTUATOR
NOSE
14 LANDING GEAR

GEAR
AND BRAKES
ACTUATOR HYDRAULIC
POWER
PACK
PLUMBING NETWORK
FROM POWER PACK
LH MAIN GEAR
HAND PUMP ACTUATOR
Figure 14-3. Hydraulic Landing Gear System

This moves fluid through an orifice, further

compressing the air charge, and thus absorbing
landing shock. Orifice action also reduces bounce
during landing.
At takeoff, the lower portion of the strut extends

DRAG until an internal stop engages. A torque knee con-
BRACE
nects the upper and lower portion of the shock
struts. It allows strut compression and extension but
resists rotational forces, thereby keeping the wheels
aligned with the longitudinal axis of the aircraft.
Nosewheel Steering
PIVOT
POINT Direct linkage from the rudder pedals to an arm
near the top of the shock strut mechanically
actuates nosewheel steering. The steering angle is
from 14° left-of-center to 12° right-of-center, but
ROLLER
SHIMMY (NOSEWHEEL can be considerably increased when augmented
DAMPER DOOR) by differential braking and/or differential power.
TORQUE SHOCK The shimmy damper, on the right side of the

KNEE STRUT
nose gear strut, is a balanced hydraulic cylinder
that bleeds fluid through an orifice to dampen
nosewheel shimmy.
A hydraulic actuator attached to the folding drag

brace of each gear assembly provides motive
force for gear actuation. Nose gear downlocking
Figure 14-4. Nose Gear Assembly
PISTON
PISTON
14 LANDING GEAR
AND BRAKES
INLET
PORT INLET
PORT
BALL
LOCK
ACTUATOR
DOWNLOCK
SWITCH
LOCK (LOCKED)
COLLAR BALL
LOCK
LOCK
COLLAR
ACTUATOR
DOWNLOCK
LOCK SWITCH
SPRING (UNLOCKED)
LOCK
SPRING
LOCKED UNLOCKED
Figure 14-5. Internal Nose Gear Lock

is provided by an internal lock mechanism the wheel well, a cutout in the doors allows part
(Figure 14-5) in the hydraulic actuator and by the of the wheel to protrude approximately five inches
overcenter condition of the drag brace. into the airstream.
The main gears are mechanically locked down by On aircraft so configured, the main gear doors
a notched hook and plate attachment on the main are mechanically linked to the shock strut and are
gear drag braces (Figure 14-6). opened and closed as the gear extends or retracts
(Figure 14-8).
Wheel Well Door Mechanisms Nose gear doors on aircraft with standard or high-
Gear movement during extension and retraction flotation gear are mechanically actuated in the
mechanically actuates landing gear doors. On manner previously described for standard main
aircraft configured with the standard main gear, gear doors.
rollers on the shock strut contact cams in the
wheel well during retraction (Figure 14-7).
Cam movement is transmitted through linkage to The LDG GEAR CONTROL switch handle
close the doors. During extension, roller action on the pilot right subpanel controls the landing
reverses cam movement to open the doors. When gear. Gear position is indicated by three green
the rollers have left the cams, springs drive the gear position indicators next to the switch
linkage overcenter to hold the doors open. handle and two red indicators (Figure 14-9). The
switch handle is detented in both the UP and DN
On aircraft configured with the high-flotation positions. A solenoid-operated downlock latch
gear, the main gear wheels are larger and the (J-hook) engages the handle when the aircraft is
shock strut shorter than on the standard gear. on the ground, preventing inadvertent positioning
Since the wheels do not retract completely into of the handle to UP.
ACTUATOR END CAP

ACTUATOR BEARING
SUPPORT
14 LANDING GEAR

AND BRAKES
A
LOCK LINK
LOCK HOOK
IDLER
LOCK PIN
IDLER STOP BLOCK

DRAG BRACE ASSEMBLY DETAIL A
Figure 14-6. Main Gear Assembly

CAM SPRING
Figure 14-7. Main Gear Door Mechanism (Standard Gear)
When airborne, the safety switch on the right

main gear completes circuitry to disengage the
handle latch, and the handle can be positioned to
UP approximately seven seconds.
A DOWN LOCK REL button to the left of the

handle, when pressed, releases the downlock latch
14 LANDING GEAR
whether the aircraft is on the ground or in flight

AND BRAKES
(Figure 14-9). As an additional safety factor,

control circuitry to the landing gear selector
valve is complete only when the main gear safety
switches sense an airborne condition.
Landing gear position is indicated by an assembly

of three green indicators in a single unit to the right
of the LDG GEAR CONTROL switch handle.
Two red parallel-wired indicators in the handle
illuminate when the gear is unlocked or in transit.
When the gear down cycle begins, the red

indicators illuminate the switch handle. As
each gear locks down, the corresponding green
DOOR ACTUATING LINK indicators illuminate. When all three gears are
down and locked, all three green indicators
Figure 14-8. Main Gear Door Mechanism illuminate, and the LDG GEAR CONTROL
(High-Flotation Gear) switch handle extinguishes (Figure 14-10).

RED
LIGHT
CAP
DOWN
LOCK
RELEASE
Figure 14-9. Landing Gear Control Handle and Indicator Lights

PUSH TO TEST
GEAR DOWN INDICATOR LIGHTS
14 LANDING GEAR

Figure 14-10. N
ormal Indications,
AND BRAKES
Gear Down Figure 14-11. Normal Indications, Gear Up
If any gear does not lock down during extension, The amber HYD FLUID LOW annuncia-
its corresponding green indicator does not tor illuminates when the reservoir fluid level is
illuminate, and the red handle indicators remain low. The annunciator is tested by pressing the
illuminated (Figure 14-11). HYD FLUID SENSOR TEST button on the pilot
subpanel approximately six seconds.
When the gear up cycle begins, the handle
illuminates and the three green position indicators
extinguish. The handle remains illuminated until Warning Indications
all gears are fully retracted, and then the handle The landing gear warning system consists
extinguishes (Figure 14-12). If any gear fails to of the red indicators that illuminate the
retract completely, the handle remains illuminated LDG GEAR CONTROL switch handle and a
(Figure 14-13). Pushing the indicator capsule warning horn that sounds when the gear is not
tests the green position indicators. Test the handle down and locked during certain flight regimes.
illumination by pressing the HD LT TEST switch
(Figure 14-13).

With the flaps positioned to UP or APPROACH,

and either or both power levers retarded below
OPERATION
approximately 80% N1, the warning horn sounds
intermittently and the switch handle indicators NORMAL RETRACTION
illuminate. The horn is silenced by pressing the
GEAR HORN SILENCE button on the left power With the safety switches sensing an airborne
lever; the indicators in the switch handle cannot be condition, positioning the LDG GEAR CONTROL
cancelled. The warning system rearms if the power switch handle UP completes circuits to the pump
lever(s) are advanced sufficiently. With the flaps motor relay and the up solenoid of the gear
positioned beyond APPROACH, the warning horn selector valve (Figure 14-14).
and the switch handle indicators activate regardless
of the power settings, and neither can be cancelled. Power to the pump motor relay pulls in 28 VDC
to the hydraulic pump motor in the power pack.
The gear selector valve is energized to the gear
up position, directing fluid pressure to the retract
side of all three gear actuators. In approximately
six seconds, when retraction is complete, the gear
actuators bottom out and pressure increases rapidly.
At 2,775 psi, the uplock pressure switch opens,
breaking the circuit to the pump motor relay, and
the pump motor deenergizes.
Since the aircraft has no gear uplock mecha-
nisms, pressure in the retract side holds the gear
retracted. When system leakage drops the pressure
to 2,475 psi, the uplock pressure switch closes to
reestablish the power circuit to the pump. The
pump cycles automatically to maintain pressure
to keep the gear up and locked.
Figure 14-12. Normal Indications, Gear Down
Normal Extension
Positioning the LDG GEAR CONTROL switch
14 LANDING GEAR
handle to DN completes a circuit to the down

AND BRAKES
solenoid of the gear selector valve and through

any of three gear downlock switches to the pump
motor relay (Figure 14-15). The energized relay
pulls in 28 VDC for operation of the hydraulic
pump motor in the power pack.
The gear selector valve is energized to the down
position, routing pressure to the extend side of
all three gear actuators. As each main gear fully
extends, mechanical downlock mechanisms in the
drag braces lock the gear in the extended position.
A mechanical lock within the nose gear actuator
locks the nose gear down. As each gear locks
down, its downlock switch is actuated. When
HANDLE LIGHTS the last gear locks down, the circuit to the pump
TEST SWITCH
motor relay is opened, stopping the pump. The
Figure 14-13. Normal Indications, Gear Up pump motor does not cycle after gear extension.

NOTE:
Revision 1.0
THE INTERNAL SHUTTLE VALVE IS
SPRING LOADED TO A POSITION WHICH
1
ALLOWS FLUID IN THE ACTUATOR
LEGEND TO FLOW OUT THE NORMAL
ELECTRIC POWER EXTENDED PORT.
PRESSURE FLUID PRESSURE SWITCH CIRCUIT OPENS ON

2 INCREASING PRESSURE AT 2,275 ± 55 PSIG
RETURN FLUID AND CLOSES ON DECREASING PRESSURE AT
A DIFFERENTIAL OF 300–400 PSIG.
NOSE GEAR ACTUATOR

DOWN-LOCK SWITCH POWER PACK ASSEMBLY
REGULATED
ENGINE
C14
BLEED AIR
(18 TO 20 PSI) PRIMARY
LEFT LANDING
RESERVOIR
GEAR DOWN- RIGHT LANDING
LOCK SWITCH GEAR DOWN-
LOCK SWITCH SECONDARY
LEFT LANDING C15 C13 C5
RESERVOIR
GEAR SQUAT
SWITCH
RIGHT LANDING C6 SERVICE VALVE
GEAR SQUAT SELECTOR VALVE
SWITCH
C4
C10
C12 C7
UP PRESSURE
2A SWITCH
LANDING C8
GEAR

CONTROL
CB107
DOWN
LANDING GEAR
60 CONTROL ASSY LANDING
AMP GEAR REMOTE
CB J-HOOK POWER RELAY
SOLENOID C1 C3
LEFT MAIN RIGHT MAIN
ACTUATOR ACTUATOR
C11
C2
C9 NOSE
ACTUATOR
SERVICE VALVE
Figure 14-14. Normal Retraction
14-9
14 LANDING GEAR
AND BRAKES
AND BRAKES
14 LANDING GEAR
14-10
NOTE:
THE INTERNAL SHUTTLE VALVE IS

1
LEGEND SPRING LOADED TO A POSITION WHICH
ALLOWS FLUID FROM GEAR DOWN
ELECTRIC POWER PORT OF POWER PACK TO
FLOW INTO ACTUATOR.
PRESSURE FLUID
2 FLUID PRESSURE FROM
RETURN FLUID PUMP UNLOCKS VALVE.
NOSE GEAR ACTUATOR

REGULATED
ENGINE
C14
BLEED AIR
LEFT LANDING
RESERVOIR
RESERVOIR
GEAR SQUAT
SWITCH
SWITCH
C4
C10
C12 C7
UP PRESSURE
2A SWITCH
LANDING C8
GEAR
CONTROL

CB107
DOWN
LANDING GEAR
AMP GEAR REMOTE
SOLENOID C1 C3
ACTUATOR ACTUATOR
C11
C2
C9 NOSE
ACTUATOR
SERVICE VALVE
Figure 14-15. Normal Extension
Revision 1.0
The gear selector valve is spring-loaded to the

down position for fail-safe operation in the event
NOSEWHEEL STEERING
of electrical power loss.
DESCRIPTION
Alternate Extension Direct linkage from the rudder pedals to an arm
If an electrical power loss occurs, or if the hydraulic near the top of the shock strut mechanically actu-
power pack malfunctions, a hydraulic hand pump ates nosewheel steering. The steering angle is
is available for alternate gear extension (Figure from 14° left of center to 12° right of center, but
14-16). The LANDING GEAR EMERGENCY can be considerably increased when augmented
EXTENSION hand pump is on the floor on the by differential braking and/or differential thrust.
left side of the center pedestal.
OPERATION
To use the alternate extension system, pull the
LANDING GEAR RELAY circuit breaker on Since motion of the rudder pedals is transmitted
the gear control panel, and then position the by cables and linkage to the rudder, deflection of
LDG GEAR CONTROL switch handle to DN. the rudder occurs when force is applied to any of
Remove the hand pump handle from the securing the pedals.
clip and actuate the hand pump until the three
green GEAR DOWN NOSE L–R illuminate. With the nosewheel stationary on the ground or
Place the pump handle in the down position and with the self-centering nose gear retracted, rudder
secure in the retaining clip. pedal movement compresses a spring-loaded link
in the system, but it is not sufficient to steer the
nosewheel. If the nosewheel is on the ground and
WARNING rolling, less force is required for steering; therefore,
pedal deflection results in steering the nosewheel.
If the green gear position indicators do
not illuminate, continue pumping until
heavy resistance is felt to ensure the
gear is down and locked. Then leave
BRAKE SYSTEM
the handle at the top of the stroke.
OPERATION
NOTE Either the pilot or copilot can apply the brakes.
14 LANDING GEAR

Toe pressure applied to either set of rudder pedals
AND BRAKES
The landing gear cannot be damaged by actuates two master cylinders to generate braking
continued operation of the hand pump. pressure (Figure 14-17). Pressure from the master
cylinders is applied to the brake assemblies.
After an alternate gear extension has been made
and the pump handle placed in the securing clip, do Each master cylinder supplies pressure to its
not move any other landing gear controls or reset set of brake assemblies; therefore, differential
any switches or circuit breakers until the aircraft braking is available.
is on jacks and the cause of the malfunction has
been determined and corrected. An optional brake deicing system using bleed air
is provided for cold weather operation. Refer to
The landing gear cannot be retracted with Chapter 10—“Ice and Rain Protection” for more
the alternate extension system. After a prac- information.
tice alternate extension, the gear can be
retracted hydraulically by resetting the The parking brakes are set by applying the brakes,
LANDING GEAR RELAY circuit breaker and and then pulling out on the PARKING BRAKE
positioning the LDG GEAR CONTROL switch handle on the pilot subpanel. The brakes are
handle to UP. released by applying toe pressure on the pedals, and
then pushing in the PARKING BRAKE handle.

AND BRAKES
14 LANDING GEAR
14-12
CONDITIONS:
1. LANDING GEAR CONTROL HANDLE IN
"DOWN" POSITION
2. 2-AMPERE CONTROL CIRCUIT BREAKER
LEGEND PULLED
HAND PUMP PRESSURE FLUID

NOTES:
RETURN FLUID
PRESSURE FLUID FROM HAND PUMP
HAND PUMP SUCTION
1 SHUTTLES INTERNAL SHUTTLE
VALVE TO ALLOW FLUID TO FLOW
INTO ACTUATOR.
2 HAND PUMP PRESSURE

FLUID UNSEATS VALVE.
NOSE GEAR ACTUATOR

REGULATED
ENGINE
C14
BLEED AIR
LEFT LANDING
RESERVOIR
RESERVOIR
GEAR SQUAT
SWITCH
SWITCH
C4
C10
C12 C7
UP PRESSURE
2A SWITCH
LANDING C8
GEAR

CONTROL
CB107
DOWN
LANDING GEAR
AMP GEAR REMOTE
SOLENOID C1 C3
ACTUATOR ACTUATOR
C11
C2
C9 NOSE
ACTUATOR
SERVICE VALVE
Figure 14-16. Alternate Extension
Revision 1.0
CARE AND HANDLING TAXIING

IN COLD WEATHER When possible, taxiing in deep snow or slush
should be avoided. Under these conditions
the snow and slush can be forced into the
PREFLIGHT brake assemblies. Keep flaps retracted during
Check the brakes and the tire-to-ground contact taxiing to avoid throwing snow and slush into
for freeze lockup. Anti-ice solutions can be used the flap mechanism and to minimize damage
on the brakes and tires if freeze up occurs. No to flap surfaces.
anti-ice solution, which contains a lubricant, such
as oil, can be used on the brakes. It decreases the
effectiveness of the brake friction areas. CAUTION
Do not taxi with a flat shock strut.
OVERBOARD DRAIN
RESERVOIR
PILOT COPILOT
MASTER MASTER
CYLINDER CYLINDER
PARKING BRAKE
14 LANDING GEAR

AND BRAKES
LEFT WHEEL BRAKE RIGHT WHEEL BRAKE
LEGEND
HAND PUMP PRESSURE FLUID
RETURN FLUID
Figure 14-17. Brake System Schematic

Main Gear Safety Switches EMERGENCY/

The main gear safety switches control some land-
ing gear functions in addition to functions in other
ABNORMAL
systems, as follows: For specific information on emergency/abnormal
Left Gear Safety Switch checklists or the FAA-approved Aircraft Flight
Manual.
• Preset solenoid
• Dump solenoid
• Safety valve
• Door seal solenoid
• Ambient air modulating valves
• Lift computer (stall warning)
• Stall warning heat control
• Landing gear select solenoid
Right Gear Safety Switch
• Landing gear handle lock solenoid
• Landing gear motor
• Flight hourmeter
• Electric heat
LIMITATIONS
AIRSPEED LIMITATIONS
14 LANDING GEAR
AND BRAKES
Maximum landing gear operating speed:

• VLO
°° Do not extend landing gear above 181
KIAS.
°° Do not retract landing gear above 163
KIAS.
Maximum landing gear extended speed:

• VLE
°° Do not exceed 181 KIAS with landing
gear extended.

QUESTIONS
1. When the wing flaps are beyond the 40% 4. When the PARKING BRAKE handle is
(APPROACH) position, the warning horn pulled:
sounds if:
A. Two master cylinders are mechanically
A. Both power levers are retarded below a actuated, applying the brakes.
specified setting. B. The parking brake valve is actuated to
B. Either power lever is retarded below a trap pressure from that point to brake
specified setting. assemblies.
C. Any one gear is not down and locked C. Two master cylinders, already actuated,
and power levers are below 80% N1 are mechanically held in that position.
position. D. The parking brake valve is mechani-
D. Any one gear is not down and locked, cally actuated to build pressure for
regardless of power lever setting brake application.
2. If the wing flaps are up or at 40% 5. The landing gear is held retracted by:
(APPROACH) position, the warning horn
A. Mechanical uplock mechanisms.
sounds if:
B. Continuously applied hydraulic
A. Either or both power levers are retarded pressure.
below a specified power setting.
C. Internal uplock mechanisms in all three
B. Both power levers are retarded below a gear actuators.
specified setting and any one gear is not
D. Spring tension.
down and locked.
C. Either or both power levers are retarded
6. The landing gear is locked down by:
below a specified setting and any one
gear is not down and locked. A. Continuously applied hydraulic
D. There is no other requirement. pressure.
B. Internal downlock mechanisms in all
3. If the rudder pedals are deflected with the three gear actuators.
14 LANDING GEAR

aircraft stationary: C. An internal lock in the nose gear actua-
AND BRAKES
tor and overcenter drag brace (nose
A. The nosewheel steers; the rudder does
gear) or by mechanical downlock
not move.
mechanisms on the drag braces
B. The spring-loaded link in the system (main gear).
compresses, the nosewheel does not
D. Bungees.
steer.
C. The nosewheel does not steer and the
rudder does not move.
D. The nosewheel steers and the rudder
moves.

7. With the aircraft airborne, positioning the

LDG GEAR CONTROL switch handle UP:
A. Completes a circuit to the UP solenoid
of the gear selector valve.
B. Completes a circuit to the pump motor
relay, pulling in 28 VDC to start the
pump motor.
C. A and B
D. None of the above
8. When the landing gear is fully retracted, the

electrically driven hydraulic pump:
A. Stops, and does not start again.
B. Stops, but cycles as required.
C. Operates continuously.
D. Continues to operate for five minutes,
then stops.
14 LANDING GEAR
AND BRAKES

CHAPTER 15
FLIGHT CONTROLS
CONTENTS
Page
INTRODUCTION................................................................................................................. 15-1
GENERAL............................................................................................................................. 15-1
FLIGHT CONTROLS........................................................................................................... 15-2
Components.................................................................................................................... 15-2
RUDDER BOOST SYSTEM................................................................................................ 15-3
Operation........................................................................................................................ 15-4
YAW DAMPING SYSTEM................................................................................................... 15-4
TRIM SYSTEM..................................................................................................................... 15-4
Elevator Electric Trim.................................................................................................... 15-4
Takeoff Trim Warning (HALO 250 STC Only).............................................................. 15-5
FLAPS................................................................................................................................... 15-6
Split-Flap Protection...................................................................................................... 15-6
LIMITATIONS.....................................................................................................................15-10
Airspeed Limitations....................................................................................................15-10
Overspeed Warning......................................................................................................15-10
Maneuver Limits..........................................................................................................15-11
Maximum Operating Pressure-Altitude Limits............................................................15-11
15 FLIGHT CONTROLS
Flight Load Factor Limits at 12,500 Pounds................................................................15-11

QUESTIONS.......................................................................................................................15-12

ILLUSTRATIONS
Figure Title Page
15-1 Flight Controls and Trim Tabs................................................................................... 15-2

15-2 Flight Control Locks.................................................................................................. 15-2
15-3 Rudder Boost Diagram.............................................................................................. 15-3
15-4 RUDDER BOOST Switch......................................................................................... 15-4
15-5 Autopilot and Yaw Damp Switches........................................................................... 15-4
15-6 Trim System Control................................................................................................. 15-5
15-7 E and A Indicators..................................................................................................... 15-5
15-8 Split-Flap Protection.................................................................................................. 15-6
15-9 Flap Control and Indication....................................................................................... 15-7
15-10 Stall Warning System................................................................................................ 15-8
15 FLIGHT CONTROLS

CHAPTER 15
FLIGHT CONTROLS
INTRODUCTION
This chapter describes the flight controls of the King Air B200/B200GT aircraft. The flight
controls include ailerons, elevators, rudder, and flaps. Excluding flaps and the right aileron, all
surfaces have trim tabs. The right aileron has a ground adjustable trim tab (Figure 15-1).
GENERAL
The aircraft has manual primary flight controls, the cockpit. The elevator also can be trimmed
operated through cables, bellcranks, and pushrods. electrically by the pilot or the autopilot. Two
The ailerons and rudder are conventional; the trailing-edge flaps on each wing are actuated by
15 FLIGHT CONTROLS
horizontal stabilizer and elevators are at the top an electric motor that drives flexible drive shafts
of the vertical stabilizer, conforming to the T-tail through a gearbox. A safety mechanism provides
configuration. A pneumatic rudder boost system split-flap protection. A stall warning system
assists in directional control if an engine fails or provides aural warning of an imminent stall.
if a difference in engine bleed-air pressure occurs.
All surfaces can be manually trimmed from

ELEVATORS
TRIM TABS
RUDDER
AILERON
TRIM TAB
TRIM TAB
FLAPS
FLAPS
TRIM TAB
AILERON
Figure 15-1. Flight Controls and Trim Tabs
FLIGHT CONTROLS The pin in the control column prevents control

wheel rotation and fore-and-aft movement of the
control column, locking the ailerons and elevators.
COMPONENTS The control column must be full forward and a
control wheel rotated 15° left before the pin can
Flight Control Locks be inserted.
The flight control locks have a chain, two pins, The L-shaped pin inserted through the hole in
and a U-shaped clamp (Figure 15-2). the floor aft of the pilot rudder pedals locks the
rudder. The pedals must be centered before the
pin can be inserted. The U-shaped clamp around
the power levers serves as a warning not to start
engines with the control locks installed.
NOTE
The rudder control lock must be
removed before towing the aircraft to
prevent damaging the steering linkage.
15 FLIGHT CONTROLS
Ailerons (Roll Control)

Roll control around the longitudinal axis is
maintained by conventional ailerons on the trail-
ing edge of each wing, outboard of the flaps.
Figure 15-2. Flight Control Locks Rotation of either interconnected control wheel

mechanically positions the ailerons. Aileron

travel is approximately 25° up and 17° down, lim-
RUDDER BOOST
ited by adjustable stops. SYSTEM
The rudder boost system aids in maintaining
Elevators (Pitch Control) directional control if an engine fails or if a large
Pitch control around the lateral axis is provided by variation of power occurs between the engines. Two
elevators attached to the aft edge of the horizontal pneumatic boost servos in the rudder cable system
stabilizer. Since the control columns are linked provide force for rudder boosting when required.
together, fore or aft movement of either column
transmits motion through cables, bellcranks, and A differential pressure switch, also known as a
pushrod linkage to move the elevators. Elevator Delta P switch, senses bleed-air pressure from
travel is approximately 20° up and 14° down, and each engine. If a pressure differential exists (60
is limited by adjustable stops. ±5 psi), a circuit is completed, which opens a
solenoid valve that directs regulated bleed-air
pressure to the applicable rudder boost servo.
Rudder (Yaw Control) The pressure boosts the rudder to compensate for
Yaw control around the vertical axis is maintained asymmetrical thrust (Figure 15-3).
by the rudder that extends along the entire aft
edge of the vertical stabilizer. The rudder is actu- CONTROLS AND INDICATIONS
ated through cables and bellcranks by either set of
mechanically-connected rudder pedals. Rudder The RUDDER BOOST ON–OFF switch is used
travel is approximately 15° either side of neutral to arm (ON) or disengage (OFF) the rudder
and is limited by adjustable stops. Yaw damping boost system.
and rudder boost also activate the rudder.
RIGHT GEN BUS

RUDDER RUDDER
BOOST BOOST
SWITCH
∆P SWITCH
18 PSI
LEFT PNEUMATIC RIGHT
P3 AIR PRESSURE P3 AIR
CHECK REGULATOR CHECK
VALVE VALVE
AFT PRESSURE BULKHEAD
15 PSI
PRESSURE
REGULATOR FILTER
LEFT RIGHT
RUDDER RUDDER
SERVO SERVO
N.C. N.C.
15 FLIGHT CONTROLS
Figure 15-3. Rudder Boost Diagram

The LEFT and RIGHT BLEED AIR VALVES To test the rudder boost system, during engine start
switches, when positioned to OPEN or to retard one engine to idle, and then advance the
ENVIR OFF, are used to arm the rudder boost power on the other engine until the rudder pedal
system when the RUDDER BOOST ON–OFF on the side of the high rpm engine moves forward.
switch is positioned to ON (Figure 15-4). The Reverse the procedure to test the opposite side.
INSTR & ENVIR OFF position disengages the
rudder boost system on either bleed-air valve.
YAW DAMPING SYSTEM
All aircraft models have a yaw damping system.
Yaw damping is activated either individually
with a button on the flight guidance panel (FGP)
or automatically when the autopilot is engaged
(Figure 15-5). The yaw damping system must be
operational above 17,000 feet.
TRIM SYSTEM
Trim tabs on the primary flight control surfaces
maintain trim in all three axes. A trim tab is on
the trailing edge of the rudder, each elevator, and
the left aileron.
Moving the trim wheels mechanically transmits

motion to jackscrew actuators that position the
tabs to the desired position (Figure 15-6).
Figure 15-4. RUDDER BOOST Switch ELEVATOR ELECTRIC TRIM

An electric motor in the aft fuselage actuates the
OPERATION elevator trim tabs through a system of cables.
The electric motor is activated by the pilot, copi-
To arm the rudder boost system, position lot, or autopilot.
the RUDDER BOOST ON–OFF switch
to ON and position the LEFT and
RIGHT BLEED AIR VALVES switches either to Controls and Indications
OPEN or ENVIR OFF.
Electrical power to the system is routed
To disengage the system or position the through the PITCH TRIM circuit breaker. Dual
RUDDER BOOST ON–OFF switch to OFF, PITCH TRIM thumb switches outboard of either
position either BLEED AIR VALVES switch to control wheel must be moved simultaneously to
INSTR/PNEU & ENVIR OFF. achieve pitch trim.
15 FLIGHT CONTROLS
Figure 15-5. Autopilot and Yaw Damp Switches

interrupted. Upon releasing the pushbutton,

ensure that the red TRIM indication extinguishes,
ELEVATOR indicating a normal condition.
TRIM
WHEEL The red TRIM indication also appears during
autopilot operation when electrical trim is
RUDDER inoperative. The TRIM indication indicates a
TRIM need to cautiously disconnect the autopilot in
WHEEL order to resolve or troubleshoot the electric trim
failure. Do not reengage the autopilot unless the
AILERON electric trim is operational.
TRIM
WHEEL
An amber or red E or A indication illuminates
at the top left of each primary flight display
(PFD) to indicate that the aircraft is flying in an
out-of-trim condition (Figure 15-7). The arrow
associated with the respective indication indicates
the direction in which to move the trim to correct
the problem.
Figure 15-7. E and A Indicators
Figure 15-6. Trim System Control

TAKEOFF TRIM WARNING
(HALO 250 STC ONLY)
Moving either switch alone does not actuate the The HALO 250 conversion adds a takeoff trim
trim motor. Trim inputs by the pilot override those warning system. The system detects if the elevator
made by the copilot. The PITCH TRIM switches trim tab has not been properly set before takeoff
are spring-loaded to the center (off) position when and sounds a warning when the pilot initiates a
released. The manual elevator trim wheel can be takeoff. The pilot should respond to the warning
used for trimming, even when the electrical trim by immediately aborting the takeoff run.
system is on.
The trim warning system utilizes the existing
A bilevel, push-button, momentary-on trim elevator tab position indicator to determine
interrupt switch on each control wheel is used to tab position. A microswitch actuated by the tab
interrupt the system. To initiate a trim interrupt, position indicator activates the warning horn
press and hold either switch to the second level. when the tab position is outside of the approved
15 FLIGHT CONTROLS
range for takeoff. The horn emits a constant,

A red TRIM indication appears at the top left midfrequency tone. It is beneath the lower edge
portion of each primary flight display (PFD) of the pilot instrument panel next to the console.
while the button is pressed. The TRIM indication The microswitch is on the console beneath the
indicates that the electric trim system is being elevator trim wheel.

Power to the elevator trim warning system comes

through the autofeather system switch when it is
FLAPS
in the ARMED position. Power must also pass Two flaps on each wing are driven by an electric
through the weight-on-wheels switch and the 90% motor through a gearbox and four flexible drive
N1 switch associated with the left engine power shafts connected to screwjacks at each flap. The
lever. The system becomes fully operational motor has a dynamic braking system through two
once the autofeather system is ARMED and the sets of field windings. Lowering the flaps initially
left power lever is advanced to the 90% N1, or results in nose pitch-up, lowered stall speed, and
higher, position. The takeoff trim warning system reduced airspeed. The switches for the flaps limit
is deactivated through the weight-on-wheels and the flaps position transmitter are under the
switch after lift-off so no misleading warnings right inboard flap.
occur during flight. Note the HALO 250 STC
conversion requires the autofeather system to be
operative for takeoff. SPLIT-FLAP PROTECTION
The aircraft has a split-flap sensing system that
The warning system should be tested before the uses a cam/switch arrangement to protect the
first flight of each day, as specified in Section 4, flaps if any flap panel is out of phase with the
Normal Procedures, in the AFM. other panel (Figure 15-8).
15 FLIGHT CONTROLS
Figure 15-8. Split-Flap Protection

The switch is rigged such that if either flap on that Positioning the FLAP handle from UP to
side splits 3° to 6° during travel up or down, the APPROACH (40%) connects No. 3 dual-fed bus
circuit is interrupted and the motor stops. Once the power through the FLAP MOTOR circuit breaker
motor stops because of a split-flap condition, the to the flap motor (Figure 15-9).
flaps cannot be moved until the failure is corrected.
The flaps are driven to the 40% (14° ± 1°) position,
The split-flap sensing system is on the side of the as indicated on the FLAPS position indicator.
aircraft. The sensing system protects each pair of The flaps cannot be stopped at any intermediate
flaps on its respective side of the aircraft. Split- point during this travel. Positioning the handle to
flap protection between the left pair of flaps from DOWN results in full 100%, (35° +1°, –2°) flap
the right is not provided. extension. Only the UP, APPROACH (or takeoff),
and DOWN positions can be selected. Follow-up
flaps allow the flap extension or retraction to
CONTROLS AND INDICATIONS achieve the selected flap position. The flaps
The FLAP–UP–FLAP–APPROACH–DOWN cannot be stopped in any intermediate position.
handle is on the copilot side of the center pedestal.
Flap movement is initiated by positioning the The FLAPS position indicator on the center panel
FLAP handle to the desired position (Figure 15-9). indicates flap position (Figure 15-9).
FLAP MOTOR
CB
DUAL−FED
BUS NO. 3 UP
FLAP CONTROL 20
CB FLAPS
POSITION TAKEOFF
AND
TRANSMITTER APPROACH
60
RH
80
SPLIT DOWN
FUSES OR FLAP
CAM SWITCHES PROTECTION POSITION
LH INDICATOR
LIMIT SWITCHES
UP
FLAP
DYNAMIC
APP BRAKE
P
FLA RELAY
UP
H DOWN
ROAC
APP DO
WN
FLAP
STALL MOTOR
WARNING
BIAS
15 FLIGHT CONTROLS
RELAYS
LIFT
COMPUTER
Figure 15-9. Flap Control and Indication

A safety mechanism disconnects power to the the leading edge of the left wing (Figure 15-10).
electric flap motor if a malfunction occurs and Angle of attack from the lift transducer and flap
causes any flap to be 3° to 6° out of phase with position signals are processed by the lift computer
the other flaps. to sound the stall warning horn on the copilot side.
The flap motor power circuit is protected by a The stall warning horn sounds when the follow-
20-amp FLAP MOTOR circuit breaker on the ing conditions are present:
left CB panel below the fuel control panel. A
5-amp FLAP CONTROL circuit breaker is also • Airspeed is 5 to 13 knots above stall, flaps
on this panel. are fully retracted.
• Airspeed is 5 to 12 knots above stall, flaps
are positioned to APPROACH (40%).
Stall Warning System
• Airspeed is 8 to 14 knots above stall, flaps
The stall warning system senses angle-of-attack are fully extended.
through a lift transducer actuated by a vane on
COPILOT LEFT SUBPANEL

(PRIOR TO BB-1988)
15 FLIGHT CONTROLS
COPILOT LEFT SUBPANEL

(BB-1988 AND SUBSEQUENT,
LIFT TRANSDUCER VANE BY-1 AND SUBSEQUENT)
Figure 15-10. Stall Warning System

The STALL WARN TEST switch on the copilot not already changed appearance) and the digi-
left subpanel is used to test the stall warning tal airspeed readout flashes red for five seconds.
system prior to the flight. When lifted, the switch Normal appearance and colors return when the
causes the stall transducer vane to lift, simulating airspeed is at or greater than the LSC ISS value
a stall condition and causing the stall warning and the trend vector is at or greater than the LSC
horn to activate. ISS value. If the flap lever input becomes invalid,
a yellow, double-line default LSC begins at 99
knots and runs down to 75 knots. Below 75 knots,
WARNING the line appears as an expanded checkerboard bar
that extends to the bottom of the airspeed scale.
The heating elements protect the lift
transducer vane and faceplate from
ice. However, a buildup of ice on the Stall Warning Ice Mode
wing can change or disrupt the airflow (HALO 250 STC Only)
and prevent the system from accurately
The King Air 200 series stall warning system
indicating an imminent stall. The stall
does not have the capability to adjust for the
speed increases whenever ice accumu-
effect that icing has on stall speed. Ice accretion
lates on the aircraft.
causes the wing to stall at a lower angle-of-attack
and can result in a 15% to 20% increase in stall
The airspeed display on each PFD issues speed. The HALO 250 conversion adds additional
preliminary warnings when the indicated airspeed capability so a reliable and accurate stall warning
approaches published stall speeds. is available in icing conditions. This stall warning
functionality is called the “ice mode.”
The impending stall speed (ISS) low speed cue
(LSC) is intended only as an advisory and is not a The stall warning system will activate the warning
substitute for the aural stall warning. horn when the output of the lift transducer reaches
a preset voltage. The system has three different
The LSC ISS indication appears at the bottom of voltage settings, one for each flap position, that
the airspeed scale at a calculated airspeed value. enable it to provide accurate warning at each
This value depends on the flap positions. A thin flap setting. The HALO 250 conversion adds
red bar begins at the calculated value and con- components to the stall warning system that allow
tinues down to the zero (0) knots speed. The three different preset voltages to become active
breakdown of the beginning value is as follows: when it is in the ice mode. These voltage settings
are uniquely selected so that the effect of ice on
• Flaps UP............................. 99 knots the wings is considered. With wing flaps up, the
• Flaps APP........................... 85 knots stall warning activates at approximately 20 knots
higher airspeed in the ice mode.
• Flaps DN............................ 75 knots
The initial sound of the stall warning horn
A prewarning occurs if the airspeed trend vector in the ice mode is a 1-Hertz pulsing tone. If
indicates three knots below this value for five angle-of-attack increases further, the duration
seconds. The LSC ISS bar doubles in width of the pulsing increases until the tone becomes
and changes to a red and black checkerboard continuous. The pilot should respond to the initial
appearance. At the same time, the airspeed digital warning by pitching the aircraft nose down until
readout changes to yellow and flashes for five
15 FLIGHT CONTROLS
the warning ceases, leveling the wings to orient

seconds. The prewarning ends if the airspeed trend lift vector for recovery, and adding power to assist
vector goes above or equal to the LSC ISS value. in the recovery. The pilot’s failure to respond to a
stall warning can result in a stall and subsequent
The warning occurs when airspeed is three knots loss of control of the aircraft.
or more below the LSC ISS value. The LSC ISS
bar doubles in width and changes to a red and
black checkerboard appearance (if the bar has

Switching to the ice mode occurs automatically Maximum Landing Gear Operating Speed:
when the pilot selects either SINGLE or
MANUAL on the DEICE CYCLE SINGLE– • VLO
OFF–MANUAL switch. The STALL WARNING °° Do not extend landing gear above 181
ICE MODE annunciator in the glareshield in KIAS/182 KCAS
front of the pilot will illuminate whenever the ice
mode is active. °° Do not retract landing gear above 163
KIAS/164 KCAS
The ice mode will stay active until it is manually
deactivated by the pilot pressing the illuminated Maximum Landing Gear Extended Speed:
annunciator. This should be done when the aircraft • VLE
is outside of icing conditions and is free of ice.
Pressing the annunciator when it is extinguished °° Do not exceed 181 KIAS/182 KCAS
has no effect. Note the stall warning heat must be with landing gear extended
operating when flying in icing conditions to keep
the lift transducer free of ice. Air Minimum Control Speed:
• VMCA
When testing the stall warning system, the
mode in operation when the test is performed °° The lowest airspeed at which the aircraft
is the mode that is tested. A constant tone will is directionally controllable when one
be heard if the system is functioning properly. engine suddenly becomes inoperative
These system components are inside the aft end and the other engine is at takeoff power
of the console. is 86 KIAS/91 KCAS.
Maximum Operating Speed:

LIMITATIONS • VMO
• MMO
For complete limitations information, refer to the
Limitation section of the FAA-approved Pilot's °° Do not exceed 259 KIAS/260 KCAS
Operating Handbook (POH). (.52 Mach) in any operation
AIRSPEED LIMITATIONS OVERSPEED WARNING

Maneuvering Speed: The B200GT and B200 (BB-1843 and after) is
equipped with Rockwell Collins Proline 21 inte-
• VA (12,500 pounds) grated avionics. The Proline 21 system provides
• Do not make full or abrupt control move- an aural overspeed warning. The aural warning
ments above 181 KIAS automatically alerts the pilot whenever airspeed
is greater than VMO or Mach number is greater
Maximum Flap Extension/Extended Speeds: than MMO. This system provides a backup to the
function provided by the airspeed tape on the
• VFE (Approach position—40%) primary flight displays (PFDs). The pilot should
• Do not extend flaps or operate with 40% respond to a warning by immediately taking the
flaps above 200 KIAS/200 KCAS necessary action to reduce airspeed. This aural
15 FLIGHT CONTROLS
warning is not required for those aircraft in the

• Full DOWN position—100% normal category but is required for those in the
• Do not extend flaps or operate with 100% commuter category (HALO STC).
flaps above 157 KIAS/155 KCAS (King
Air B200)

MANEUVER LIMITS
The aircraft is a Normal Category aircraft. Acro-
batic maneuvers, including spins, are prohibited.
MAXIMUM OPERATING
PRESSURE-ALTITUDE LIMITS
Do not exceed 17,000 feet with yaw damper
inoperative.
FLIGHT LOAD FACTOR LIMITS

AT 12,500 POUNDS
Flaps Up:
• Do not exceed 3.17 positive Gs, or 1.27
negative Gs.
Flaps Down:
• Do not exceed 2.00 positive Gs, or 0 nega-
tive Gs.
EMERGENCY/
ABNORMAL
Manual.
15 FLIGHT CONTROLS

QUESTIONS
1. What is the maximum allowable altitude 4. Why must the rudder control lock be
with yaw damping inoperative? removed prior to towing the aircraft?
A. 10,000 feet A. So the aircraft can be steered with the
B. 17,000 feet rudder pedals
C. 20,000 feet B. So the brakes can be applied
D. 25,000 feet C. To prevent damage to the steering linkage
D. It is not necessary to remove the rudder
2. What happens when the FLAP handle is control lock prior to towing
positioned from DOWN to APPROACH?
5. How can the rudder boost system be checked
A. The flaps bypass the APPROACH posi-
for proper operation during engine runup?
tion and retract fully.
B. The flaps do not retract. A. Increasing power on an engine until the
rudder pedal on the same side moves
C. The flaps retract to the APPROACH
forward
position.
B. Increasing power on an engine until
D. The flaps retract completely, then return
the rudder pedal on the opposite side
to the APPROACH position.
moves forward
C. Rudder boost operation cannot be
3. How is electric trim initiated?
checked during engine runup
A. Either the pilot or copilot moves either D. Reducing power on an engine and noting
element of the respective PITCH TRIM that neither rudder pedal moves forward
switch.
B. Both the pilot and the copilot simul- 6. How is the stall warning system normally
taneously move both elements of the tested prior to flight?
respective PITCH TRIM switches in the
same direction. A. By manually actuating the lift transducer
vane
C. Either the pilot or the copilot moves
both elements of the respective PITCH B. By manually actuating the lift transducer
TRIM switch simultaneously. vane and simultaneously positioning the
STALL WARN TEST switch to TEST
D. Both the pilot and copilot simulta-
neously move either element of the C. The system cannot be tested prior to
respective PITCH TRIM switches in the flight
same direction. D. By positing the STALL WARN TEST
switch to TEST
15 FLIGHT CONTROLS

16 AVIONICS
CHAPTER 16
AVIONICS
CONTENTS
Page
INTRODUCTION................................................................................................................. 16-1
ELECTRONIC FLIGHT INSTRUMENT SYSTEM............................................................ 16-1
Primary Flight Display................................................................................................... 16-2
Multifunction Display..................................................................................................16-13
DISPLAY CONTROL PANELS..........................................................................................16-16
INTEGRATED AVIONICS PROCESSOR SYSTEM.........................................................16-23
AIR DATA COMPUTERS..................................................................................................16-23
ATTITUDE AND HEADING REFERENCE SYSTEM.....................................................16-24
REVERSIONARY OPERATIONS......................................................................................16-25
PITOT AND STATIC SYSTEM..........................................................................................16-28
OUTSIDE AIR TEMPERATURE ......................................................................................16-29
STALL WARNING SYSTEM.............................................................................................16-30
FLIGHT GUIDANCE SYSTEM.........................................................................................16-31
Flight Guidance Computers.........................................................................................16-32
Flight Guidance Panel..................................................................................................16-32
Control Wheel Switches...............................................................................................16-38
CONTROL DISPLAY UNIT...............................................................................................16-40
FLIGHT MANAGEMENT SYSTEM.................................................................................16-44
FMS Initialization........................................................................................................16-45
Vertical Navigation.......................................................................................................16-46
Global Positioning System...........................................................................................16-48
INTEGRATED FLIGHT INFORMATION SYSTEM........................................................16-49
Cursor Control Panel....................................................................................................16-53
Electronic Charts (Optional)........................................................................................16-56
Graphical Weather (Optional)......................................................................................16-59

16 AVIONICS
COMMUNICATION/NAVIGATION SYSTEMS...............................................................16-64
Radio Sensor System....................................................................................................16-64
VHF Communications System.....................................................................................16-64
VHF Navigation System..............................................................................................16-64
Distance Measuring Equipment...................................................................................16-65
ATC Transponder.........................................................................................................16-66
AUDIO SYSTEM................................................................................................................16-67
Radio Tuning Unit........................................................................................................16-69
HF Operation (Optional)..............................................................................................16-73
TCAS II Operation (Optional).....................................................................................16-73
CDU Tuning.................................................................................................................16-73
ELECTRONIC STANDBY INSTRUMENT SYSTEM......................................................16-78
WEATHER RADAR SYSTEM...........................................................................................16-80
COCKPIT VOICE RECORDER.........................................................................................16-84
EMERGENCY LOCATOR TRANSMITTER.....................................................................16-85
ENHANCED GROUND PROXIMITY WARNING SYSTEM..........................................16-85
Basic Ground Proximity Warning System...................................................................16-85
Enhanced Ground Proximity Warning System.............................................................16-87
TERRAIN AWARENESS AND WARNING SYSTEM (TAWS+).....................................16-89
Basic Ground Proximity Warnings (Reactive).............................................................16-89
Enhanced Ground Proximity Warnings (Predictive)....................................................16-91
TRAFFIC COLLISION AND AVOIDANCE SYSTEM (TCAS I) ....................................16-93
TRAFFIC COLLISION AND AVOIDANCE SYSTEM (TCAS II) (OPTIONAL)............16-96
APPENDIX A—AVIONICS EQUIPMENT LOCATIONS..............................................16-101
APPENDIX B—FLIGHT GUIDANCE MODES.............................................................16-103
APPENDIX C—AVIONICS ACRONYMS......................................................................16-105
QUESTIONS.....................................................................................................................16-108

16 AVIONICS
ILLUSTRATIONS
Figure Title Page
16-1 Adaptive Flight Displays....................................................................................... 16-2

16-2 Primary Flight Display.......................................................................................... 16-3
16-3 Attitude Display..................................................................................................... 16-4
16-4 Airspeed Display.................................................................................................... 16-4
16-5 Trend Vector........................................................................................................... 16-4
16-6 Low-Speed Cue...................................................................................................... 16-5
16-7 High-Speed Cue..................................................................................................... 16-5
16-8 Airspeed Bug......................................................................................................... 16-5
16-9 Acceleration Display.............................................................................................. 16-6
16-10 Altimeter Display................................................................................................... 16-6
16-11 Altitude Negative................................................................................................... 16-6
16-12 BARO Switch........................................................................................................ 16-7
16-13 Vertical Speed Indicator......................................................................................... 16-7
16-14 Altitude Preselect Bugs......................................................................................... 16-7
16-15 Metric Altitude....................................................................................................... 16-8
16-16 BARO ALT Switch................................................................................................ 16-8
16-17 Heading and Navigation Display........................................................................... 16-8
16-18 DME Hold............................................................................................................. 16-9
16-19 PFD Compass Rose Format................................................................................ 16-10
16-20 PFD Arc Format.................................................................................................. 16-10
16-21 PFD Map Format................................................................................................ 16-10
16-22 Terrain and Radar Overlay Section..................................................................... 16-11
16-23 PFD TCAS Message Area (Non-IFIS)............................................................... 16-11
16-24 PFD Lower Display Information........................................................................ 16-11

16 AVIONICS
16-25 Pilot MFD Display.............................................................................................. 16-12

16-26 Non-IFIS MFD Checklist................................................................................... 16-14
16-27 MFD Upper Format (IFIS)................................................................................. 16-14
16-28 MFD Plan Format............................................................................................... 16-15
16-29 MFD TCAS Only................................................................................................ 16-16
16-30 MFD Lower Display Information....................................................................... 16-16
16-31 Display Control Panels....................................................................................... 16-17
16-32 Display Control Panel......................................................................................... 16-17
16-33 Barometric Setting with Yellow Underline......................................................... 16-17
16-34 IN/hPA Switch.................................................................................................... 16-17
16-35 Barometric Setting with STD............................................................................. 16-18
16-36 PFD REFS Menu Page 1 of 2............................................................................. 16-18
16-37 PFD V-Speeds..................................................................................................... 16-19
16-38 Radio Altitude Minimum.................................................................................... 16-19
16-39 Barometric Minimum......................................................................................... 16-20
16-40 Minimums Annunciator...................................................................................... 16-20
16-41 PFD REFS Menu Page 2 of 2............................................................................. 16-20
16-42 Metric Altitude.................................................................................................... 16-21
16-43 Flight Director Formats...................................................................................... 16-21
16-44 PFD NAV/BRG Menu........................................................................................ 16-22
16-45 Bearing Pointer Information............................................................................... 16-22
16-46 IAPS.................................................................................................................... 16-23
16-47 ADC.................................................................................................................... 16-23
16-48 AHRS.................................................................................................................. 16-24
16-49 Heading Slave and Slew..................................................................................... 16-25
16-50 AFD Reversions.................................................................................................. 16-25

16 AVIONICS
16-51 Reversionary Modes........................................................................................... 16-25
16-52 ADC1 Failure...................................................................................................... 16-26
16-53 ADC Miscompare............................................................................................... 16-26
16-54 ADC Switch—ADC 2 Selected.......................................................................... 16-26
16-55 AHRS1 Failure.................................................................................................... 16-27
16-56 AHRS Miscompare............................................................................................. 16-27
16-57 AHRS Switch—AHRS 2 Selected..................................................................... 16-27
16-58 Pitot Tubes.......................................................................................................... 16-28
16-59 Static Ports.......................................................................................................... 16-28
16-60 Alternate Static Source Selection....................................................................... 16-28
16-61 System Integration.............................................................................................. 16-29
16-62 OAT Gauge......................................................................................................... 16-30
16-63 Rosemont Probe.................................................................................................. 16-30
16-64 Transducer Vane.................................................................................................. 16-30
16-65 STALL WARN TEST Switch............................................................................. 16-30
16-66 Stall Warning Heat.............................................................................................. 16-31
16-67 Flight Guidance Panel......................................................................................... 16-31
16-68 Flight Guidance System Display........................................................................ 16-31
16-69 Flight Guidance Couple Arrow........................................................................... 16-32
16-70 Independent Flight Director Operation............................................................... 16-33
16-71 YD/AP Disconnect Bar...................................................................................... 16-33
16-72 Heading Vector Line........................................................................................... 16-34
16-73 Half Bank Mode................................................................................................. 16-34
16-74 APPR Mode Selection........................................................................................ 16-35
16-75 Localizer Nav-to-Nav Capture............................................................................ 16-35
16-76 VNAV Glidepath Mode...................................................................................... 16-36
Revision 1.0 FOR TRAINING PURPOSES ONLY 16-v

16 AVIONICS
16-77 APPR Mode Selection........................................................................................ 16-37

16-78 Flight Level Change Mode................................................................................. 16-37
16-79 Left Yoke............................................................................................................. 16-38
16-80 Pilot PFD with SYNC......................................................................................... 16-39
16-81 GO AROUND Button......................................................................................... 16-39
16-82 PFD Go-Around Mode....................................................................................... 16-39
16-83 Control Display Unit........................................................................................... 16-40
16-84 Active Flight Plan Page...................................................................................... 16-41
16-85 Active Legs Page................................................................................................ 16-42
16-86 DIRECT-TO Pages.............................................................................................. 16-42
16-87 Hold FLPN Mode............................................................................................... 16-43
16-88 MFD Menu Key (CDU)...................................................................................... 16-43
16-89 MFD Advance Key (CDU)................................................................................. 16-44
16-90 MFD Text Page................................................................................................... 16-44
16-91 Database Units.................................................................................................... 16-45
16-92 Active Legs Page with VNAV Altitudes............................................................. 16-46
16-93 VNAV Top of Descent........................................................................................ 16-47
16-94 VNAV Modes...................................................................................................... 16-47
16-95 GPS CONTROL Page........................................................................................ 16-48
16-96 PROGRESS Page............................................................................................... 16-49
16-97 IFS Block Diagram............................................................................................. 16-50
16-98 Ethernet Database Unit....................................................................................... 16-51
16-99 USB Database Unit (DBU-5000)....................................................................... 16-51
16-100 MCDU Menu...................................................................................................... 16-51
16-101 IFS Dataload Block Diagram............................................................................. 16-52
16-102 Cursor Control Panel.......................................................................................... 16-53
16-vi FOR TRAINING PURPOSES ONLY Revision 1.0

16 AVIONICS
16-103 MFD Store Complete.......................................................................................... 16-53
16-104 Geo-Political Overlay......................................................................................... 16-54
16-105 Airspace Overlay................................................................................................ 16-54
16-106 Airways Overlay................................................................................................. 16-55
16-107 Database Effectivity (STAT Key)........................................................................ 16-55
16-108 STAT Menu......................................................................................................... 16-56
16-109 Chart Subscription (STAT Key).......................................................................... 16-56
16-110 MFD Chart Display............................................................................................ 16-56
16-111 MFD Chart Menu............................................................................................... 16-57
16-112 MFD Chart Approach Index............................................................................... 16-57
16-113 MFD Chart Zoom Chart..................................................................................... 16-58
16-114 MFD Chart Geo-Reference Symbols................................................................. 16-58
16-115 MFD PLAN Map Weather Overlay.................................................................... 16-59
16-116 MFD Dedicated Graphical Weather Format (XM Weather)............................... 16-60
16-117 MFD XM Weather Menu.................................................................................... 16-60
16-118 MFD Metar Display............................................................................................ 16-60
16-119 Graphical Weather Overlay Selections (IFIS v 6.0)............................................ 16-61
16-120 Overlay Legends................................................................................................. 16-61
16-121 MFD Graphical Weather Time Stamps............................................................... 16-61
16-122 MCDU Datalink Pages (Universal Weather)...................................................... 16-62
16-123 Datalink Weather Selections (Universal Weather)............................................... 16-62
16-124 MFD Plan Map Weather Overlay....................................................................... 16-63
16-125 MFD Dedicated Graphical Weather Format (Universal Weather)...................... 16-63
16-126 Universal Weather Menu..................................................................................... 16-63
16-127 RTU/CDU TUNE Switch................................................................................... 16-64
16-128 Emergency Frequency Button............................................................................. 16-64
Revision 1.0 FOR TRAINING PURPOSES ONLY 16-vii

16 AVIONICS
16-129 Antennas............................................................................................................. 16-65

16-130 RMT Tune Switch............................................................................................... 16-65
16-131 PFD DME Displays............................................................................................ 16-66
16-132 DME Hold Selection and Images....................................................................... 16-66
16-133 ATC Transponder Switch.................................................................................... 16-66
16-134 Flight ID Selection.............................................................................................. 16-67
16-135 Audio Panels....................................................................................................... 16-67
16-136 Audio System Components................................................................................ 16-68
16-137 Control Wheel (PTT) Switches.......................................................................... 16-69
16-138 Radio Tuning Unit............................................................................................... 16-70
16-139 RTU in Preset Tuning Mode............................................................................... 16-70
16-140 RTU COMM Pages............................................................................................. 16-71
16-141 RTU NAV Pages................................................................................................. 16-71
16-142 RTU ADF Pages................................................................................................. 16-72
16-143 RTU ATC Page................................................................................................... 16-72
16-144 RTU HF Pages.................................................................................................... 16-73
16-145 RTU TCAS II Pages............................................................................................ 16-73
16-146 CDU Tune with TCAS I...................................................................................... 16-74
16-147 CDU Frequency Data.......................................................................................... 16-74
16-148 CDU COMM Page............................................................................................. 16-74
16-149 CDU NAV Page.................................................................................................. 16-75
16-150 CDU ATC Page................................................................................................... 16-75
16-151 CDU ADF Page.................................................................................................. 16-76
16-152 CDU TUNE with TCAS II.................................................................................. 16-76
16-153 MFD TCAS Display........................................................................................... 16-76
16-154 CDU TCAS II Control........................................................................................ 16-77
16-viii FOR TRAINING PURPOSES ONLY Revision 1.0

16 AVIONICS
16-155 CDU HF Control................................................................................................ 16-77
16-156 Radio Tuning Unit Switch.................................................................................. 16-77
16-157 Static Wicks........................................................................................................ 16-78
16-158 ESIS Display....................................................................................................... 16-78
16-159 ESIS Power Switch............................................................................................. 16-79
16-160 ESIS Menu.......................................................................................................... 16-80
16-161 PFD Radar Menu................................................................................................ 16-81
16-162 Test Mode........................................................................................................... 16-81
16-163 Radar Ground Map Mode................................................................................... 16-81
16-164 Radar Display with Path Attenuation Bar........................................................... 16-82
16-165 Radar Display Turbulence Mode........................................................................ 16-82
16-166 Turbulence Only Display.................................................................................... 16-82
16-167 Radar Gain Display............................................................................................. 16-83
16-168 Pilot PFD with TGT............................................................................................ 16-83
16-169 Radar Ground Clutter Supression....................................................................... 16-84
16-170 Radar Tilt Display............................................................................................... 16-84
16-171 CVR Controllers................................................................................................. 16-85
16-172 ELT Manual Switch............................................................................................ 16-85
16-173 PFD GND PROX and PULL UP Annunciators.................................................. 16-86
16-174 GPWS Failure Annunciators............................................................................... 16-86
16-175 EGPWS Buttons................................................................................................. 16-87
16-176 EGPWS Terrain Display..................................................................................... 16-88
16-177 EGPWS Terrain Fail and TERR Annunciators................................................... 16-88
16-178 PFD GND PROX and PULL UP Annunciators.................................................. 16-90
16-179 TAWS Failure Annunciators............................................................................... 16-90
16-180 TAWS Buttons.................................................................................................... 16-91
Revision 1.0 FOR TRAINING PURPOSES ONLY 16-ix

16 AVIONICS
16-181 TAWS Terrain Display........................................................................................ 16-92

16-182 Terrain Advisory Line......................................................................................... 16-92
16-183 Avoid Terrain Warning........................................................................................ 16-93
16-184 Terrain Fail and TERR Annunciations................................................................ 16-93
16-185 TCAS I TEST..................................................................................................... 16-94
16-186 Operating Mode Button...................................................................................... 16-94
16-187 TCAS II Test....................................................................................................... 16-96
16-188 Overview of Avionics Units.............................................................................. 16-101
TABLES
Table Title Page
16-1 GPWS Cautions and Warnings............................................................................. 16-87

16-2 EGPWS Buttons................................................................................................... 16-87
16-3 EGPWS Cautions and Warnings........................................................................... 16-89
16-4 Basic Cautions and Warnings............................................................................... 16-90
16-5 TAWS Buttons...................................................................................................... 16-91
16-6 TAWS+ Cautions and Warnings........................................................................... 16-92
16-7 TCAS Messages................................................................................................... 16-97
16-8 TCAS II Annunciators.......................................................................................... 16-97
16-9 TCAS II Traffic Advisory..................................................................................... 16-98
16-10 TCAS II Resolution Advisories............................................................................ 16-99
16-x FOR TRAINING PURPOSES ONLY Revision 1.0

16 AVIONICS
CHAPTER 16
AVIONICS
INTRODUCTION
The Super King Air B200 utilizes the Collins Pro Line 21 avionics system. The Pro Line 21
avionics system is an integrated flight instrument, autopilot, and navigation system. All func-
tions have been combined into a compact, highly reliable system designed for ease of operation,
seamless communication between systems, and reduced pilot workload.
ELECTRONIC FLIGHT
INSTRUMENT SYSTEM
The electronic flight instrument system (EFIS) these are called adaptive flight displays (AFDs).
consists of computers and data collectors that, Compared to conventional instrumentation, an
when coupled with other subsystems, results EFIS system permits much more information
in the display of flight, navigation, and engine to be presented to the pilot with a minimum of
indicating on liquid crystal displays (LCDs); operating complexity, maintenance, and weight.

16 AVIONICS
he LCD AFDs (Figure 16-1) contain all the

T PRIMARY FLIGHT DISPLAY
flight and navigation information previously
indicated on separate “round dial” instruments. The primary flight display (PFD) displays
Three AFDs are in the King Air B200, and they aircraft attitude and dynamic flight data. Flight
are all interchangeable. When the IFIS system director indications, autopilot annunciations,
is installed, the multifunction display (MFD) is and navigation information are also shown
modified to receive additional information. It is in a centralized location, including during
no longer interchangeable and carries a different reversionary format. A typical PFD display is
part number. The left AFD functions as the pilot shown in Figure 16-2.
primary flight display (PFD 1) on which aircraft
attitude, heading, altitude, vertical speed, etc., The PFD has the following controls and
are shown. The center AFD functions as the indications:
MFD on which engine indications, diagnostic
pages, checklists, navigation data, etc., are
shown. The MFD receives much of the same Bright–Dim Rocker Switch
data as PFD 1. The right AFD functions as The PILOT DISPLAYS rheostat on the over-
the copilot primary flight display (PFD 2) and head panel provides primary intensity control.
operates independently of PFD 1. The BRT–DIM rocker switch on the PFD pro-
vides secondary intensity control of the PFD. The
The temperature of LCDs must stay within PILOT DISPLAYS rheostat controls three dis-
appropriate limits to provide normal operation. plays simultaneously: the PFD, MFD, and control
Should these temperature extremes be exceeded, display unit (CDU) on the pedestal. This allows
each AFD has its own temperature monitor. all three displays to be brightened together. The
Depending on what is needed, this monitor has BRT–DIM rocker switch then allows each display
control of integral heaters and cooling fans. to be fine-tuned to make its brightness even with
the surrounding displays.
In the event of a display failure on PFD 1, the
MFD can display PFD 1 images in what is called
a reversionary composite mode. However, there is Line Select Keys
no reversionary backup to PFD 2. Four line select keys (LSKs) are on each side of
the AFD. These keys are used in conjunction with
the information being viewed on the AFD. LSKs
that are currently active are denoted by carets (< >)
displayed adjacent to the LSK.
Figure 16-1. Adaptive Flight Displays

16 AVIONICS
Figure 16-2. Primary Flight Display
Attitude Display
The primary function of the PFD is to show A rectangular-shaped slip/skid indicator is at the
aircraft attitude. The PFD additionally base of the “sky-pointer” bank index. This is used
shows the following: flight director steering like the fluid-filled slip-skid indicator in other
commands, flight guidance system status/mode aircraft (e.g., half of the rectangle to the right
annunciations, vertical/lateral deviation, marker equals half ball to the right) (Figure 16-3).
beacon annunciations, and radio altitude.

16 AVIONICS
Figure 16-4. Airspeed Display
The end of the vector indicates expected airspeed

in 10 seconds. A trend vector moving into a
warning bar, in either the overspeed or low-speed
area, causes the airspeed number to flash yellow.
(Figure 16-5).
Figure 16-3. Attitude Display
Airspeed Display
The airspeed display on the PFD is of a moving
tape design (Figure 16-4). A large “pointer” at
the center of the display is the current aircraft
airspeed. The digital readout at this pointer acts
like a rolling drum where each knot of airspeed
increase or decrease rolls over to show the next
digit. The tape and rolling drum begin indicating
as the airspeed is above 40 knots.
This display area can also show current Mach,

indicated airspeed (IAS) markers (bugs), IAS Figure 16-5. Trend Vector
trend vector, low/high speed cues, and acceleration
rates. The trend vector is a magenta line that
extends either above or below the pointer to
indicate the rate of airspeed increase or decrease.

16 AVIONICS
The low-speed cue/impending stall speed (LSC/
ISS) bar is displayed at the AFM value for stall
at a maximum gross weight, power idle, and no
bank condition (Figure 16-6).
OVERSPEED OVERSPEED
PRE-WARNING WARNING
Figure 16-7. High-Speed Cue
the overspeed, it begins to pitch the aircraft up
LOW-SPEED LOW-SPEED until achieving an airspeed just below the current
PRE-WARNING WARNING VMO or MMO.
Figure 16-6. Low-Speed Cue Displayed above the airspeed tape is a speed
reference that the pilot can set using the speed knob
This speed is adjusted for flap position as listed here: on the flight guidance panel. A bug will appear on
• 0% Flaps—99 knots the tape next to the selected speed (Figure 16-8).
• 40% Flaps—85 knots

• 100% Flaps—75 knots
SPEED BUG
SETTING
It is important to note that these speeds are not
adjusted for the current g-forces, power settings,
or maneuvers. They should be used as reference
only and not as the primary indication of a stall.
The true indication of a stall is in the form of a
stall horn, or aerodynamic buffet. The autopilot SPEED BUG
will not stop the aircraft airspeed from getting
into the low-speed cue, but once the stall warning
horn sounds, the autopilot disconnects. See the
Stall Warning section later in this chapter.
Figure 16-8. Airspeed Bug
The high-speed cue consists of a red bar starting at
the current VMO or MMO, whichever is appropriate Below the airspeed tape two different digital read-
(Figure 16-7). Should the aircraft actual airspeed outs may be displayed. While on the ground, the
enter this red bar area, an overspeed warning horn current acceleration rate is displayed in “g.” This
sounds until the speed is reduced to below the red can indicate from .00 to + or ‒ .99g. While air-
overspeed bar. If the autopilot is engaged during borne, the current Mach number is displayed in

16 AVIONICS
drum and the hundreds and thousands follow

when needed. At lower altitudes, green striped
shutters cover the appropriate ten thousand and
thousand digits. (Figure 16-10).
OVERSPEED OVERSPEED
PRE-WARNING WARNING
Figure 16-9. Acceleration Display
lieu of the acceleration display (Figure 16-9). The Figure 16-10. Altimeter Display
Mach indication appears only if the current speed
is greater than .450 Mach. The display is then
removed when the Mach is less than .400. Should a negative altitude exist, a vertically
positioned NEG legend replaces the ten thousands
position. (Figure 16-11).
Overspeed Warning
The Pro Line 21 system provides an aural over-
speed warning. The aural warning automatically
alerts the pilot whenever airspeed is greater than
VMO or Mach number is greater than MMO. This
system provides a backup to the function pro-
vided by the airspeed tape on the PFDs. The pilot
should respond to a warning by immediately tak-
ing the necessary action to reduce airspeed. This
aural warning is not required for those aircraft in
the normal category but is required for those in
the commuter category (HALO STC).
Altitude and Vertical Speed

Displays
The altitude and vertical speed displays indicate
the altitude and vertical speed. The altitude data
is a moving tape design with a central “pointer.”
This pointer contains a digital readout with a Figure 16-11. Altitude Negative
rolling drum appearance just like the airspeed
display. Each 20 feet of altitude is on a single

16 AVIONICS
The altimeter setting is displayed below the
altitude tape. This can be changed between inches
and hectopascals. (For IFIS aircraft, see the REFS
section of the display control panel (DCP) to see
how this is accomplished.) For non-IFIS aircraft,
FLIGHT
this is accomplished by moving a BARO switch GUIDANCE CURRENT
on the overhead panel to the IN (inches) or hPA SELECTED VERTICAL
(hectopascals) position (Figure 16-12). This affects VERTICAL SPEED
both pilot PFDs and cannot be done independently. SPEED
VNAV VERTICAL
SPEED REQUIRED
Figure 16-13. Vertical Speed Indicator
Displayed above the altitude tape is the preselect

altitude shown in cyan. This altitude is selected
by the pilot using the ALT knob on the flight
guidance panel. The selected altitude is then
marked with a fine preselect altitude bug that
“brackets” the altitude window when captured
(Figure 16-14). A smaller coarse preselect
altitude bug appears on the left side of the tape
when approximately 1000 feet from the selected
altitude to indicate proximity to that altitude. An
aural tone sounds and the preselected altitude
Figure 16-12. BARO Switch flashes, further indicating proximity to the chosen
altitude. Once within 200 feet of the preselected
Additionally, this altimeter setting can flash as altitude, the flashing stops. This flashing can be
an advisory of transition altitude/level passage.
For IFIS aircraft, see the REFS section of the
DCP to see how this is accomplished. For non-
IFIS aircraft, this is accomplished by moving
the FL180 switch on the overhead panel to the
ENABLE or DISABLE position depending FINE
on whether the advisory flash is desired. This COARSE
PRESELECT
ALTITUDE BUG
transition point cannot be changed to an altitude PRESELECT
other than 18,000 feet. ALTITUDE BUG
The vertical speed indicator (VSI) consists of a

moving green line that angles up or down depending
on the current vertical speed (Figure 16-13).
The value of climb or descent reads at the top of

the display for a climb or bottom of the display for
a descent when the value is greater than 300 feet/
minute. Once the climb or descent decreases below
100 feet/minute, the digital readout is removed. Figure 16-14. Altitude Preselect Bugs

16 AVIONICS
stopped earlier by pressing the ALT knob on the

flight guidance panel. (See the Flight Guidance
section later in this chapter.) Should the aircraft
go ± 200 feet from the altitude, an aural tone will
sound and the preselected altitude will change
to yellow and flash. This flashing continues until
the altitude returns to within 200 feet of selected.
This flashing can be stopped by pressing the ALT
knob on the flight guidance panel.
This top display area can also contain the metric

altitude and metric altitude preselect (Figure
16-15). For IFIS aircraft, see the REFS section
of the DCP to see how this is accomplished. For
non-IFIS aircraft, this is accomplished by moving
a BARO ALT switch on the overhead panel to the
FT (feet) or meter (M) position (Figure 16-16).
Figure 16-16. BARO ALT Switch

preselected altitude, allows the FMS to automatically
fly a vertical navigation (VNAV) procedure and
comply with all the known step-down fixes.
The heading and navigation displays at the lower

portion of the PFDs contain heading, FMS
navigation display, or ground based navigation
display, or radar and terrain imagery (Figure
16-17). At the top center of this area is the aircraft’s
current heading. To the left of that display is the
cyan heading bug’s current selection when the
bug is moved with the flight guidance panel or
the heading bug is out of view. Additionally, an
open-circle-shaped track pointer indicates the
Figure 16-15. Metric Altitude
This action affects both pilots and cannot be done

independently. This change does not alter the
actual altitude tape; that remains in feet for all
phases of flight.
Additionally, a magenta number can be displayed

above the VSI (see Figure 16-10). This number is
flight management system (FMS)-generated and
indicates the crossing restriction altitude for the
current leg (this can come automatically from the
FMS database or manually by pilot input into the Figure 16-17. Heading and
FMS). If desired, this number, in addition to the Navigation Display

16 AVIONICS
current aircraft ground track. The difference
between the current heading and track pointer
indicates drift angle and is helpful in establishing
the appropriate crab to maintain course. The track
pointer is generated from the FMS and is green if
it is driven from the onside FMS or yellow if it is
driven from the cross-side FMS.
The upper left corner of the navigation (NAV)
display indicates the active NAV source. This
displays in green when the “onside” unit is selected
(e.g., NAV1 and FMS1 are green on the pilot side;
NAV2 and FMS2 are green on the copilot side).
If the “cross-side” unit is selected, it displays in
yellow (e.g., NAV2 and FMS2 are yellow on the
pilot side; NAV1 and FMS1 are yellow on the
copilot side). In a single FMS aircraft, the copilot VOR ACTIVE NAVIGATION
always has a yellow FMS color and the pilot has
a green FMS color.
Above the active NAV source label is an area
reserved for FMS messages and annunciations.
Selected messages can appear here. However,
the majority of the messages are displayed on the
CDU on the pedestal. These will be prompted by
the MSG label to instruct the pilots to look down
at the CDU and retrieve the message.
Immediately below the active NAV source
label is a list of related navigation distances
and information. When FMS is chosen, this list
contains the desired track (DTK), name of the
next waypoint, and distance to that waypoint
(Figure 16-17). When localizer (LOC) or VHF
omnidirectional radio range (VOR) is chosen, VOR ACTIVE NAVIGATION
this list contains the frequency and the current WITH DME HOLD
selected course. If distance measuring equipment Figure 16-18. DME Hold
(DME) is collocated with the VOR or LOC, the
identifier of the station and DME distance to the
station is displayed. However, if DME hold is The last LSK on the left side is the elapsed timer
selected, the identifier of the station is removed (ET) (see Figure 16-17). Pressing this LSK starts,
and a distance appears with an H indicating it is stops, and resets the timer that appears next to the
in DME hold (Figure 16-18). ET label. This is independent of the other pilot’s
timer and can only count up and not down.
Below this list is a PRESET option (see Figure
16-17). The navigation source inside the blue box On the right side of the display, there is a FORMAT
is on standby. Should the PRESET LSK be pressed, LSK. This LSK changes the display format of the
the PRESET navigation source will become the lower portion of the PFD. This selects one of three
active navigation source and the active navigation options: full compass rose, arc, or map. The full
source will now be the PRESET. (This is the same compass rose is a 360° presentation of heading
as course transfer used in other systems.) This with the ability to display a CDI and two bearing
PRESET option cannot display a secondary course pointers (Figure 16-19).
deviation indicator (CDI) and remains in standby.

16 AVIONICS
The map format is similar to the arc format but

instead of a large CDI image it displays the FMS
map (Figure 16-21). This format is only available
when FMS is the active navigation source. This
mode is automatically deselected if a non-FMS
source is made active and it reverts to the arc
format. Additionally, when map format is chosen
on the left PFD, it forces the MFD into present
position map mode (PPOS) and other MFD
map formats are not selectable. It is critical to
remember that following map lines is not an
alternative to CDI displays. For navigation, a
lateral deviation display appears at the bottom of
Figure 16-19. PFD Compass Rose Format the attitude indicator when map mode is chosen.
On IFIS aircraft, traffic alert collision avoidance

system (TCAS) traffic can also be displayed in
this format by pressing the traffic (TFC) LSK.
When this option is chosen, the range is limited
to 50 NM. To get a further range, the TCAS traffic
must be deselected first. This range is controlled
by the DCP and is discussed later.
The arc format can display the same items

described for the full compass rose but only
presents a 120° portion of the compass (Figure
16-20). In this mode, the display of TCAS traffic
does not limit the range to 50 NM. The display
of any overlays (discussed later in this section) Figure 16-21. PFD Map Format
limits the range to 300 NM. If a further range is
desired, all overlays must be removed and the arc
format can be extended to a 600 NM range. This The same range limitations apply in this mode as
mode cannot display the FMS map. they did with the arc format.
Additional options for display with the FMS map

are available through the CDU on the pedestal
(see the CDU section later in this manual).
Below the FORMAT LSK is the TERR/

RDR LSK. This key allows for the display of
either terrain or radar images. These cannot be
displayed simultaneously on the same display or
when the compass rose format has been selected.
The chosen option is displayed in cyan and large
font. The display of these items does NOT indicate
that the unit is active. (Terrain and radar must be
turned ON from a different location.) Below these
labels is an area reserved for detail about the
Figure 16-20. PFD Arc Format selected option. For instance, if RDR is selected,
the display is cyan and the radar operating mode
and tilt are displayed below RDR. If TERR is
selected, the display is cyan and the appropriate

16 AVIONICS
operating status for the terrain is displayed (e.g.,
TERRAIN, TERRAIN FAIL, TERRAIN TEST,
etc.) (Figure 16-22). Both can also be deselected
from the display and this would change the
respective label to white.
Figure 16-23. P
FD TCAS Message
Area (Non-IFIS)
Lower Display Information

At the bottom of each PFD is a row of information
Figure 16-22. T
errain and Radar that continuously displays these items: COMM1,
Overlay Section air traffic control (ATC) squawk, coordinated uni-
versal time (UTC), ram air temperature (RAT),
For IFIS aircraft, a TFC LSK allows the TCAS and COMM2 (Figure 16-24). Pressing the
display to be turned ON or OFF on any of the push-to-talk button on the yoke or microphone
three formats. When the TCAS display is selected, highlights the appropriate COMM frequency
TFC is cyan. When deselected, TFC is white. label with a blue box. The ATC selection shows
Below the TFC line is an area reserved for TCAS which transponder is chosen and whether that
messages (e.g., TCAS TEST, TA ONLY, etc.) transponder is on STBY or active. It does not
(Figure 16-22). The display of cyan TFC does display the difference between ON and ALT. The
NOT indicate that TCAS is actually active. TCAS RAT is derived from the currently selected air
is activated with a different selection discussed data computer.
later in the TCAS section.
For non-IFIS aircraft, a TCAS message-only area

exists below the TERR/RDR LSK. This has no
active caret next to it and therefore has no control
over the TCAS display (Figure 16-23). Neither of Figure 16-24. P
FD Lower Display
the PFDs are able to display TCAS traffic unless Information
they are put into a reversionary mode, as will be
discussed later.

16 AVIONICS
Figure 16-25. Pilot MFD Display

16 AVIONICS
MULTIFUNCTION DISPLAY Non-IFIS-Equipped Aircraft
The MFD displays engine indications, diagnostic The FMS waypoint information is turned ON or
pages, weather radar, two formats of navigation OFF with the CDU on the pedestal (see the CDU
information, and terrain information. A typical section for more information).
MFD display is shown in Figure 16-25.
The checklist information is turned ON or OFF
The MFD has the following controls and using buttons on the backside of both yokes. Once
indications: the checklist appears, the pages are advanced
using the LSKs on the left side and chosen with
the SELECT LSK on the right side of the MFD.
Bright–Dim Rocker Switch Each individual item is then “checked off” using
The BRT–DIM rocker switch provides sec- LINE ADV buttons on the back of either yoke
ondary intensity control of the MFD. The or the caret LSKs on the MFD. To return to a
PILOT DISPLAYS rheostat on the overhead higher level menu, press the INDEX key on the
panel provides primary intensity control. The MFD (Figure 16-26). The checklist is reset when
PILOT DISPLAYS rheostat controls all three dis- the avionics are shut down. However, if there is
plays: the PFD, MFD, and CDU on the pedestal, a need to reset the checklist without turning the
simultaneously. Each display does not have to be avionics OFF, there is a line item on the main
individually dimmed or brightened but can be checklist menu page that resets all previously
operated together. The BRT–DIM rocker switch “checked off” items.
will then allow each individual display to be fine-
tuned to make its brightness compatible with the IFIS-Equipped Aircraft
surrounding displays.
The FMS waypoint information must be turned
ON by the left LSK on the MFD. When pressed,
Line Select Keys the UPPER FORMAT menu will appear that
Four LSKs are on each side of the AFD. The keys allows selection of the checklist, FMS-TXT,
are used in coordination with the information or OFF (Figure 16-27). Each repeated press
being viewed on the individual AFD. LSKs that of the UPPER FORMAT LSK cycles through
are currently active are denoted by carets (< >) the options. Once the FMS-TXT is chosen, the
displayed adjacent to the LSK. information presented is changed with the CDU.
The checklist can be selected either by using the

Engine Display UPPER FORMAT LSK described above and
choosing CHKLST, or by using the checklist
The engine instrument display is shown at the top
ON/OFF button on the back of either yoke. The
of the MFD. This is called the engine indicating
pages are advanced using the cursor control panel
system (EIS). The EIS is always visible with air-
(CCP). For IFIS checklist operation details, see
craft power on. Refer to Chapter 7—Powerplant
the CCP section in this manual.
for more information.
MFD Window NAVIGATION Information

The following formats can be chosen for dis-
The MFD window can display specific FMS
play on the MFD by pressing the top right LSK
waypoint and/or vertical navigation (VNAV)
(labeled FORMAT in non-IFIS aircraft):
information or a checklist.

16 AVIONICS
CHECKLIST
MFD CHECKLIST INDEX
LINE ADVANCE
CHECKLIST
ON/OFF
Figure 16-27. MFD Upper Format (IFIS)
Plan Map Format

The plan map format is used for planning/
MFD CHECKLIST NORMAL MENU verifying the entered FMS information. It is
displayed as a true north up, waypoint-centered
display (Figure 16-28). The plan map format is
CHECKLIST not intended to be used for primary navigation
LINE ADVANCE
nor for the duration of the flight. In this mode,
the aircraft position may fly “off” the map since
it is waypoint-centered, not aircraft-centered.
Additionally, the following overlays cannot be
displayed: terrain, radar, or TCAS. For IFIS-
equipped aircraft with the XM weather option,
CHECKLIST this format can also overlay downloaded Nexrad
ON/OFF radar for the 48 contiguous states.
To see an extended image beyond the range arc

on the MFD, the MFD window option previously
discussed can be turned OFF by using the
Figure 16-26. Non-IFIS MFD Checklist UPPER FORMAT key (IFIS aircraft) or the CDU

16 AVIONICS
(non-IFIS aircraft). This provides 50% more
range above the normal navigation display.
The currently selected range is displayed on the

edge of the range circle. This is controlled by
the DCP and will be discussed later. This range
is always equal to the range displayed on the
left PFD. This limits to the following; 50 NM if
TCAS traffic has been selected on the left PFD;
300 NM if TCAS display is OFF and overlays
have been selected on the left PFD or MFD; or
600 NM if no overlays or TCAS are selected on
the left PFD or MFD.
Further display options for the FMS map display

are controlled by the CDU on the pedestal (see
the CDU section later in this manual).
FMS Present Position Map Format

The FMS present position (PPOS) map is a
moving pictorial of the flight. The map is centered
on the aircraft present position with the current
MFD WINDOW ON heading at the top of the display (see Figure 16-2).
To see an extended image beyond the range arc,

the MFD window previously discussed can be
turned OFF, either by using the UPPER FORMAT
key (IFIS aircraft) or the CDU (non-IFIS aircraft).
This provides 50% more range above the normal
navigation display similar to the plan map format
discussed earlier.
The current range is displayed on the two con-

centric range arcs, controlled by the DCP. The
displayed range is always equal to the ranges dis-
played on the left PFD. This will be limited to 50
NM if TCAS traffic has been selected on the left
PFD; 300 NM if TCAS display is OFF and over-
lays have been selected on the left PFD or MFD;
or 600 NM if no overlays or TCAS are selected on
the left PFD or MFD.
TCAS Information
TCAS traffic may be displayed on a TCAS-only
format or overlayed on the PPOS format. To
overlay TCAS on the PPOS format, simply press
MFD WINDOW OFF the TFC LSK to turn it cyan. A TCAS message-
only area will be present below this TFC key (e.g.,
Figure 16-28. MFD Plan Format TCAS TEST, TA ONLY, etc.).

16 AVIONICS
The TCAS-only format can be selected by the Lower Display Information

LOWER FORMAT key or by pressing and
holding the TFC key for more than two seconds At the bottom of the MFD is a line of informa-
(Figure 16-29). The display is a 360°, heading up tion that always contains the following items:
image that only shows traffic and initially displays GS, TAS, SAT, and ISA (Figure 16-30). The
with a 10 NM scale. It does not show the weather ground speed (GS) indication is derived from
radar, terrain, or FMS map. the FMS. Should the FMS fail, the GS indi-
cation will be removed. True airspeed (TAS),
static air temperature (SAT), and ISA deviation
(ISA) are all derived from the air data computer
(ADC). Should the ADC fail, these indications
will be removed.
Figure 16-30. M
FD Lower Display
Information
DISPLAY CONTROL
PANELS
Display control panels (DCP) are vertical panels
located adjacent to each PFD (Figure 16-31). The
DCP and the bezel-mounted line select keys on
each PFD provide the primary pilot interface to
control the flight displays. The left display control
panel (DCP 1) provides control for PFD 1 and
Figure 16-29. MFD TCAS Only the MFD. DCP 2 controls only PFD 2. All menus
and pages controlled by the DCP “time out” after
Either selection depicts nearby transponder- 10 seconds if there is no activity. This returns the
equipped aircraft that are in close proximity or PFD to the main display.
are predicted collision threats. There can be up to
30 traffic indications on the display at one time. The two versions of the DCP (IFIS and non-
IFIS) are shown in Figure 16-32. (Information for
The TFC line select key is only a display selec- Weather Radar controls are found in this chapter.)
tion and does not actually turn ON the TCAS
unit. This must be accomplished with a separate
procedure (see the TCAS section of this manual). BARO Knob
Rotating the BARO knob adjusts the altimeter
Graphical Weather setting for the on-side altimeter. The current
altimeter setting is displayed below the PFD
(IFIS-Equipped Aircraft Only) altitude scale. Altimeter settings are independent
Another possible format is the dedicated graphi- for each side and a yellow underline appears
cal weather page. The options available here below the altimeter setting when they are different
depend on the chosen weather provider. See the by more than .02”Hg (Figure 16-33). Single-pilot
aircraft documentation and the IFIS section of operations require a manual setting of each DCP
this manual for more information. barometric knob. The altimeter setting has the
range of 22.00 to 32.50”Hg.

16 AVIONICS
Figure 16-33. Barometric Setting
with Yellow Underline
In flight regions where the barometric setting is

given in hPA, this setting can be changed. For IFIS
aircraft, the DCP is used to change the units for
the barometric setting using the REFS button. In
Figure 16-31. Display Control Panels non-IFIS aircraft, a switch labeled IN/hPA on the
overhead panel can select between inches of Hg
and hPA (Figure 16-34). When using hPA units,
the yellow underline appears when the altimeter
settings are different by more than 1 hPA. The
range for this mode is 745 to 1100 hPA.
NON-IFIS IFIS
Figure 16-32. Display Control Panel Figure 16-34. IN/hPA Switch

16 AVIONICS
BARO PUSH STD Button

When pushed, the standard altimeter setting
QNE is selected and STD is displayed in lieu of
the pressure setting. The cyan preselect altitude
above the altitude display displays a flight level
(FL) format when this button is pushed (e.g.,
22,000 will be displayed as FL220; 8,000 will
be FL80) (Figure 16-35). To return the setting to
normal units, turn the BARO knob and select the
new altimeter setting.
Figure 16-36. PFD REFS Menu Page 1 of 2
For non-IFIS aircraft, there is a single knob

labeled MENU ADV. This knob has a button
labeled PUSH MENU SET that enters data or
Figure 16-35. Barometric Setting with STD chooses items from the avionics selections.
The left side of the menu contains V-speeds.
Beginning from the bottom, the pilots can set
REFS Button V1, VR, V2, and VT. Speeds show up on both
The REFS button brings up a menu on the respec- PFDs so only one pilot needs to set the values.
tive PFD (Figure 16-36). Additionally, the setting of one value affects the
remaining values in this relationship.
REFS Page 1 V2 ≥ VR ≥ V1.
With this menu, it is possible to control the
display of selected V-speeds, radio altitude height VT is a general purpose “target” speed that is not
minimums (RA MINS), and minimum descent affected by the takeoff related V-speeds. For IFIS-
altitude/decision altitude (MDA/DA) minimums equipped aircraft, the values are set by placing
(BARO MINS) shown on the PFD. the cyan box cursor around the desired label. This
can be accomplished by pressing the adjacent line
Menus are controlled with the knob at the center select key on the PFD or by rotating the MENU
of the DCP (see Figure 16-32). For IFIS aircraft, ADV knob until the cursor covers the desired
there are two concentric knobs labeled MENU value. Once the cursor is set, rotate the DATA
ADV and DATA. The PUSH SELECT feature of knob to set the desired value. To move to the next
the DATA knob enters data or chooses items from item, repeat the steps listed above.
the avionics selections.

16 AVIONICS
For non-IFIS-equipped aircraft, the values are The right side of the menu contains the numbers
set by placing the cyan box cursor around the used for landing. The barometric minimum (BARO
desired value to be changed. This can be moved MIN) value and the radio altitude minimum (RA
by pressing the adjacent line select key or by MIN) value are identical on both pilot displays.
rotating the MENU ADV knob. This cursor Only one pilot needs to set the values.
must flash to indicate the value is settable. If the
cursor was moved by pressing the adjacent line Setting RA MIN creates a hollow bar on the
select key on the PFD, the cursor automatically altitude tape the length of the value chosen. For
begins flashing. If the cursor was moved with instance, setting 200 feet creates a bar starting from
the MENU ADV knob, then the PUSH MENU radio altitude “zero” up 200 feet on the altitude
SET button must be pressed to get the cursor to tape. Radio altitude “zero” is the point where the
flash. Once it is flashing, the MENU ADV knob altimeter changes from blue to brown (Figure
can be used to change the value inside the cursor 16-38). The change of altimeter color is solely
instead of moving the cursor. To move on to the based off of the radio altimeter. It is not dependent
next V-speed, press the line select key next to the on putting in the RA MIN number and always
subsequent V-speed and rotate the MENU ADV displays when the radio altimeter is operational.
knob to change the value. Alternatively, press the It would not display if the radio altimeter were
PUSH MENU SET button to stop the cursor from inoperative. The RA MIN reference is not used as
flashing and move the cursor to the desired value a desired minimum reference since the King Air
with the MENU ADV knob. B200 is certified only to CAT I minimums.
For both aircraft installations, these speeds must be

cyan in order to be shown on the airspeed display.
They will turn white (deselected) by pressing the
PUSH SELECT feature of the DATA knob (or
by pressing and holding the PUSH MENU SET RADIO RADIO
button for non-IFIS aircraft). Once they are cyan, MINIMUM ALTITUDE
a list appears below the airspeed display while on ALTITUDE ZERO
the ground. The display contains all but the VT
setting. V-speed settings also appear as reference
bugs on the airspeed display (Figure 16-37).
RADIO
ALTITUDE
MINIMUM
SETTING
Figure 16-38. Radio Altitude Minimum
Setting BARO MIN is the desired minimum

reference altitude. This creates a cyan bar across the
altitude tape at the altitude selected (Figure 16-39).
An additional benefit of setting BARO MIN is

that the altitude preselector can be set to the exact
BARO MIN value. For example, if BARO MIN
is set to 1830, the preselected altitude can now be
set to 1830 to allow for autopilot capture at the
Figure 16-37. PFD V-Speeds desired MDA. The BARO MIN can be set to the
nearest ten feet of altitude.

16 AVIONICS
minimums are the only ones displayed). For non-

IFIS-equipped aircraft, each pilot can choose to
display BARO MIN or RA MIN independent
of the other pilot. However, if each pilot sets a
BARO
different reference (one shows BARO MIN and
MINIMUM the other RA MIN), the “MINIMUMS” aural
ALTITUDE callout occurs at the first value achieved.
The last option on the right side of the menu is VREF.

This acts just like the V-speeds discussed earlier.
Once one pilot adjusts the value, it turns cyan for
BAROMETRIC
both pilots and places a bug on both airspeed tapes.
MINIMUM
SETTING REFS Page 2 (IFIS-Equipped Aircraft)
For IFIS-equipped aircraft, there is a second
page to the REFS menu (Figure 16-41). This is
Figure 16-39. Barometric Minimum accessed by pressing the REFS key a second time.
Both RA MIN and BARO MIN generate a

“MINIMUMS” aural callout and flashing MIN
annunciator on the PFDs (Figure 16-40). If the
aircraft continues below the values, the RA
MIN hollow bar turns yellow or the BARO
MIN altitude bar turns yellow. The minimum
reference displayed is the last one adjusted (e.g.,
if RA was set first and then BARO, the BARO
Figure 16-41. PFD REFS Menu Page 2 of 2

The PRESSURE option allows the altimeter
setting units to change from hPA (hectopascals)
to IN (inches of mercury). This affects both pilots
and cannot be set independently. It does not affect
the standby unit that has to be adjusted separately.
The METRIC ALT selects the display of metric

altitudes ON or OFF above the altimeter display
(Figure 16-42). This setting does not change the
feet presentation on the actual altimeter tape.
Figure 16-40. Minimums Annunciator This action affects both pilot displays and cannot
be set independently.

16 AVIONICS
V-BAR
Figure 16-42. Metric Altitude
The FL ALERT turns the advisory flashing of

altimeter setting ON or OFF. The setting flashes
when passing through transition altitude 18,000
feet, or transition level FL180. A change of the
altimeter setting or pressing the center STD
button stops the advisory flashing. This transition
level trigger cannot be changed to a value other
than 18,000 feet.
Finally, the FLT DIR line changes the flight

director image from a v-bar presentation to a
cross-pointer (X-PTR) presentation (Figure
16-43) This change affects both pilots and cannot
be set independently. X-PTR
For non-IFIS-equipped aircraft, this page 2 does Figure 16-43. Flight Director Formats
not exist, but most of the features are accessed
with external switches on the overhead panel. PUSH MENU SET (IFIS)
How they affect the PL21 system is discussed in
the altimeter section of the PFD. The PUSH MENU SET feature enters or accepts
selected items in the menu cursor.
MENU ADV Knob (IFIS)

MENU ADV Knob (Non-IFIS)
The MENU ADV knob moves the menu cursor
around the displays. The MENU ADV knob accomplishes two tasks.
When the menu cursor is flashing, this knob is
used to change the value inside. When the menu
DATA Knob (IFIS) cursor is not flashing, this knob is used to move
The DATA knob changes the value inside the the cursor around the display to position it on
menu cursor. another item.

16 AVIONICS
PUSH MENU SET (Non-IFIS)

The PUSH MENU SET button starts the menu
cursor flashing on the first press. The second
press enters the information and stops the cur-
sor from flashing. This also changes the value of
items where there are just two options inside the
cursor (e.g., ON/OFF).
NAV/BRG Button
Pressing the NAV/BRG button displays the NAV
SOURCE and BRG SOURCE menus on the PFD
(Figure 16-44). The navigation source (NAV
SOURCE) section is on the left side of the menu
and allows selection of the appropriate active
navigation source. Each press of the left line select
key will cycle the options. For IFIS aircraft, the
DATA knob on the DCP also cycles the options. On
non-IFIS aircraft, the cursor can be placed with the
MENU ADV knob. Then, press the PUSH MENU Figure 16-44. PFD NAV/BRG Menu
SET button to select the appropriate navigation
source. Caution must be used when manipulating
this NAV SOURCE because it immediately
changes the active navigation display.
The bearing source (BRG SOURCE) section is

on the right side of the menu and allows selection
of the appropriate bearing pointers. Two pointers
can be displayed: a magenta single-needle pointer
and a cyan double-needle pointer. The magenta
needle only points to the #1 navigation systems
(e.g., VOR1, ADF1, FMS1). The cyan needle only
points to the #2 navigation systems (e.g., VOR2,
ADF2, FMS2). The exception is when there is
only one FMS installed. In this case, both needles
can be selected to that single FMS. Selection is
accomplished by pressing the appropriate line
select keys. These selections are independent
for each pilot. For IFIS aircraft, the DATA knob Figure 16-45. Bearing Pointer Information
also cycles the options. For non-IFIS aircraft, the
cursor can be placed with the MENU ADV knob.
Then, press the PUSH MENU SET button to from the DME. Additionally, the DME to the
select the appropriate bearing source. station appears next to the V. DME information
will not display if the radio is on DME hold or
Once the bearing pointers are chosen, an the active navigation source is the same VOR.
information area appears on the bottom left In both cases, the DME appears up by the active
corner of the PFD (Figure 16-45). The following navigation source.
labels are possible: V (VOR); F (FMS); A (ADF).
Below the V appears the frequency of the VOR. The active FMS fix name and distance to that fix
If DME is available, the station identifier replaces appears next to the F. The ADF frequency appears
the frequency once the identification is received next to the A.

16 AVIONICS
RADAR Button
The RADAR button displays the weather radar
menus on the PFD. See the Weather section of
this manual.
GCS Button
The GCS button controls the ground clutter sup-
pression selection of the weather radar. See the
Weather section of this manual.
TILT Control Figure 16-46. IAPS

The TILT knob controls the weather radar antenna
tilt angle. See the Weather section of this manual.
AIR DATA COMPUTERS
RANGE Knob Two digital air data computers (ADC 1 and
The RANGE knob controls the display range ADC 2) convert raw dynamic flight data into elec-
shown on the PPOS map, North-up Planning tronic signals for use by various aircraft systems
Map, and TCAS-only Display. The selected range (Figure 16-47). The ADCs generate indepen-
annunciations are shown on the PFD and MFD as dently and are supplied with the following inputs:
discussed above. • Ram air pressure from the on-side pitot mast
• Static pressure from the static ports
INTEGRATED AVIONICS • Air temperature
PROCESSOR SYSTEM Each ADC supplies its on-side systems. (The
MFD is supplied from ADC 1.) Reversionary
The integrated avionics processor system (IAPS) switching allows use of the cross-side ADC as
provides system integration and operating logic a backup. In the reversionary ADC mode, the
for most systems that make up the Pro Line 21 selected ADC supplies all systems.
avionics. This unit is in the nose of the aircraft
in the avionics bay (Figure 16-46). It consists of
two sections; the No. 1 (left) section monitors
the No. 1 aircraft systems while the No. 2
(right) section monitors the No. 2 systems.
Each section is powered by a dedicated power
supply. Fans control the temperature of each
unit to eliminate sustained overheating that
would cause an automatic shutdown of the
respective power supply. Additionally, the
power supply operation is inhibited in extreme
cold temperatures below –40°C.
Each IAPS section contains the flight guidance

computers (FGCs) and the flight management
computers (FMCs) for the respective side. Figure 16-47. ADC

16 AVIONICS
Each ADC processes the data and provides Magnetic heading information is obtained from
electronic signals to the following systems and separate magnetic sensors in opposite sides of
components: the horizontal stabilizer. Compensator units
automatically correct for magnetic interference
• EFIS (Displays the following information): within the aircraft or sensor error.
°° Uncorrected Pressure Altitude
Attitude information is obtained from two attitude
°° Baro-Corrected Altitude and heading computers (AHC). Each system
°° Vertical Speed includes an inertial measurement unit (IMU) that
monitors angular rates and accelerations about
°° Airspeed (KIAS & KCAS) the aircraft axes. The IMU does not provide
°° Indicated Airspeed Trend Vector self-generated navigation position. The AHC
processes IMU data to determine aircraft pitch
°° Mach Number and bank attitude.
°° Maximum Airspeed (VMO/MMO)
Each AHC is provided with a primary and
°° True Airspeed secondary power supply for redundancy. If the
secondary power supply should fail, the primary
°° Ram Air Temperature (RAT)
power supply continues powering the AHC. After
°° Static Air Temperature (SAT) 10 minutes of operation on primary power only,
• ISA Deviation Temperature the primary power supply ceases operating. The
power loss to the AHC results in a total failure
• Wind Direction and Speed Vector Attitude of that AHC. There is no indication, except from
and Heading Reference Systems (AHRS) a possible tripped circuit breaker. This indicates
a failure of the secondary power supply. If the
°° Integrated Avionics Processor System primary power supply should fail, the AHC
(IAPS)
immediately fails. In either case, the cross-side
AHC may then be selected using the AHRS
reversionary switch to regain AHRS information
ATTITUDE AND HEADING on the affected side.
REFERENCE SYSTEM The output of each AHRS is supplied to the
IAPS for distribution to the appropriate display
The attitude and heading reference system or component. AHRS 1 data is displayed on the
(AHRS) provides pitch, bank, and magnetic pilot displays while AHRS 2 data is displayed
heading data to the on-side displays (Figure on the copilot display. Each AHRS can provide
16-48). reversionary support to the other. The AHRS
switch on the reversionary control panel controls
reversionary operation.
Compass controls are provided for control of

the slaving operations for the pilot and copilot
compass systems. The controls are labeled DG–
FREE–NORM and SLEW + / – (Figure 16-49)
The DG switch selects whether the respective
heading is “slaved” to the compass (NORM) or
acting as an unslaved, free unit (FREE). When the
FREE mode is selected, the pilot can manually
adjust the heading by moving the SLEW switch
to either the + or – position.
Figure 16-48. AHRS

16 AVIONICS
When an AFD fails, an XTLK annunciator
appears on the remaining display. This indicates
that the other displays have lost communication
with the failed display. This helps identify that
an actual display failure has occurred, not a
brightness control problem.
The selection of PFD or MFD is always made
toward the unit that is still functional. (e.g., if the
PFD is still operating, select PFD) If the PFD posi-
tion of the PILOT DISPLAY switch is selected, the
composite display appears on both the pilot and
copilot PFDs. Selecting the MFD position of the
switch results in the composite display appearing
on only the MFD (Figure 16-51). When selecting
reversionary modes, all flight director and autopi-
Figure 16-49. Heading Slave and Slew lot functions should remain normal and unaffected.
REVERSIONARY
OPERATIONS
AFD Reversion
The pilot PFD and the MFD are designed to
provide reversionary support to each other in the
event of a single display failure. Reversionary PILOT DISPLAY SWITCH—PFD SELECTED
display switching for the pilot PFD or the MFD
is accomplished via the PILOT DISPLAY switch
on the reversionary control panel (Figure 16-50).
Selecting the remaining AFD will display a
composite image.
PILOT DISPLAY SWITCH—MFD SELECTED

Figure 16-51. Reversionary Modes
ADC Reversion
The air data computer (ADC) switch on the
reversionary control panel provides reversion
capabilities for the ADCs. If a single ADC fails,
the red IAS, ALT, and VS failure flags appear on
the affected PFD and a white XADC flag appears
on the cross-side PFD (Figure 16-52). The ADC
Figure 16-50. AFD Reversions switch should be moved to the operating ADC
(e.g., if ADC1 is still working, choose ADC1).

16 AVIONICS
Miscompare indications also require the use of

ADC reversion. This occurs when the pilot and
copilot systems are still functional but have
different values displayed on the PFDs. Yellow
IAS, ALT, and VS flags appear on both PFDs
(Figure 16-53). The pilots must determine which
system is correct and choose the operating ADC.
Figure 16-53. ADC Miscompare
Once the operative ADC has been selected, a yel-

PILOT PFD low-boxed ADC1 or ADC2 flag appears on both
PFDs indicating they are both using the same
ADC (Figure 16-54). When using the reversion-
ary mode, normal flight director and autopilot
functions return when the flight guidance com-
puter is coupled to the operating ADC. See the
Flight Guidance section of this manual for the
method of coupling to each side.
Figure 16-54. ADC Switch—ADC

2 Selected
COPILOT PFD
Figure 16-52. ADC1 Failure

16 AVIONICS
AHRS Reversion Miscompare indications also require the use of
AHRS reversion. This occurs when the pilot
The attitude heading reference system (AHRS) and copilot systems are still functional but have
switch on the reversionary control panel provides different values displayed on the PFDs. Yellow
reversion capabilities for the AHRS. If a single HDG and ATT flags appear on both PFDs (Figure
AHRS fails, the red HDG and ATT flags appear 16-56). The pilots must determine which system
on the affected PFD and a white XAHS flag is correct and choose the operating AHRS.
appears on the cross-side PFD (Figure 16-55).
The AHRS switch should then be moved to the
operating AHRS (e.g., if AHRS2 is still working,
choose AHRS2).
Figure 16-56. AHRS Miscompare
Once the operating AHRS has been selected, a

yellow-boxed AHS1 or AHS2 flag appears on
both PFDs indicating they are both using the
same AHRS (Figure 16-57).
AFFECTED PFD
Figure 16-57. AHRS Switch—

AHRS 2 Selected
If the attitude portion of the AHRS fails, then the

autopilot automatically disengages and cannot be
reengaged until the AHRS is repaired by mainte-
CROSS-SIDE PFD nance. If only the heading portion has failed, the
autopilot remains engaged. If the heading failed
Figure 16-55. AHRS1 Failure on the side that is coupled to the flight director or

16 AVIONICS
autopilot, there will be limited lateral control and

it is recommended to select the operating AHRS
or couple to the unaffected side. See the Flight
Guidance section of this manual for the method
of coupling to each side.
PITOT AND STATIC

SYSTEM
Independent pitot and static systems are provided
for the pilot and copilot flight indications. Figure 16-59. Static Ports
The pilot and copilot pitot masts (Figure 16-58) are
on the forward lower nose section of the aircraft. output from the pilot static air source valve is
manually selected by the crew and provides
either normal static air pressure or alternate static
air pressure to the pilot ADC. During preflight,
the pilot should ensure the PILOT’S STATIC
AIR SOURCE valve switch is held in the
NORMAL (forward) position by the spring-clip
retainer (Figure 16-60). Figure 16-61 shows the
connections from pitot-static lines to the ADCs
for pilot and copilot and the ADC for the ESIS.
Selecting the alternate static source induces

errors in altitude and airspeed indications and
should only be selected when the normal static
Figure 16-58. Pitot Tubes source is blocked.
Each heated mast provides ram air pressure to its

respective ADC. The copilot mast also provides
ram air pressure to the electronic standby
instrument system (ESIS) ADC.
Dual static ports are on each side of the aft fuselage

in a vertical arrangement (Figure 16-59). The top
port on the left side is connected to the bottom port
on the right side and the resulting average pressure
is supplied to the pilot static air source valve, just
below the right side circuit-breaker panel. The other
two static ports are also connected and the resulting
average pressure is supplied to the copilot ADC.
The copilot does not have an alternate static source
selection. The copilot static source is also attached
to the ESIS ADC. The static ports are not heated as
they are in a position that does not accumulate ice.
In addition, an alternate static air source is

provided to the pilot static air source valve from Figure 16-60. Alternate Static
the aft side of the rear pressure bulkhead. The Source Selection

16 AVIONICS
L PITOT RAT TEMPERATURE R PITOT
MAST PROBE MAST
No 1 UNITS No 2 UNITS
FGC FGC
AHRS AHRS
FMC FMC
(OPTIONAL)
ADC ADC
IAPS IAPS
DRAIN DRAIN
FWD PRESSURE
BULKHEAD STANDBY
PILOT PILOT UNIT COPILOT
PFD MFD PFD
DRAIN
DRAIN
CABIN DIFFERENTIAL
PRESSURE GAUGE
DRAIN
CABIN PNEUMATIC PILOT'S
PRESSURE PRESSURE ALT. STATIC
AFT PRESSURE PNEUMATIC STATIC SOURCE
BULKHEAD PRESSURE GAUGE SOURCE SELECTOR
TOP TOP
BOTTOM BOTTOM
LEFT STATIC PORTS RIGHT STATIC PORTS
Figure 16-61. System Integration
air temperature (IOAT) in Celsius (Figure

WARNING 16-62). When the adjacent button is depressed,
The pilot airspeed and altimeter nor- Fahrenheit is displayed. The probe is on the lower
mal indications are changed when the fuselage under the pilot’s position. IOAT is a
alternate static air source is in use. combination of static air temperature (SAT) and
Refer to the Airspeed Calibration— temperature due to air friction across the probe.
Alternate System, and the Altimeter This is referred to as ram air temperature (RAT)
Correction—Alternate System graphs or total air temperature (TAT). For determination
in the POH/AFM (PERFORMANCE of actual OAT, refer to the Indicated Outside
Section) for operations when the alter- Air Temperature Correction—ISA chart in
nate static air source is selected. the Performance section of the POH/AFM.
The sidewall OAT gauge must be used for
performance computations.
OUTSIDE AIR RAT and SAT indications are located at the bottom
TEMPERATURE of the PFD and MFD respectively. Information is
derived from the ADCs. This input comes from a
Rosemont probe behind the nose gear well area on
The digital outside air temperature (OAT) gauge
the underside of the fuselage. This is an unheated
on the left sidewall displays indicated outside
probe as is the OAT gauge probe (Figure 16-63).

16 AVIONICS
When a stall is imminent, the transducer output

is sent to a lift computer. The lift computer
activates a stall warning horn at approximately
5 to 12 knots above stall with flaps in the 40%
(Approach) position, and at 8 to 14 knots above
stall with the flaps fully extended.
The left main-gear squat switch disconnects the stall

warning system when the aircraft is on the ground.
Figure 16-62. OAT Gauge The system has preflight test capability through
the use of the STALL WARN TEST switch on the
copilot left subpanel (Figure 16-65). The STALL
WARN TEST switch, when held in the TEST
position, raises the transducer vane and actuates
the warning horn.
Figure 16-63. Rosemont Probe
The term ambient temperature, when used for

engine anti-ice operations, refers to IOAT cor-
rected for ram air temperature as found in the BB-1988 AND
above listed correction chart in the POH. PRIOR TO SUBSEQUENT;
BB-1988;
BL-150 AND
PRIOR TO SUBSEQUENT;
BL-150
STALL WARNING SYSTEM BY-1 AND
SUBSEQUENT;
BZ-150 AND
The stall warning system consists of a transducer, SUBSEQUENT
a lift computer, a warning horn, and a test switch.
Angle of attack is sensed by air pressure on the
transducer vane on the left wing leading edge
(Figure 16-64)
Figure 16-65. STALL WARN TEST Switch
In the ICE PROTECTION group of switches on

the pilot right subpanel, a STALL WARN switch
controls electrical heating of the mounting plate
(Figure 16-66). With the squat switch in the
ground mode, power is limited on the mounting
plate to one-half the system voltage. Full system
voltage is applied to the plate with the squat
switch in the airborne mode. The transducer vane
Figure 16-64. Transducer Vane is heated to system voltage any time power is
applied to the aircraft.

16 AVIONICS
FLIGHT GUIDANCE
SYSTEM
The flight guidance system (FGS) consists of
an integrated flight director (FD) and autopilot
(AP) system. It includes yaw damping and pitch
trim functions. The flight guidance panel (FGP),
SYNC, and YD/AP DISC buttons are on the
control wheels, with the go-around (GA) button
on the left power lever. These inputs control the
FGS (Figure 16-67).
The FGS consists of two flight guidance channels

with independent computers, related hardware,
and control circuits. This provides independent
output for flight director and autopilot functions.
Figure 16-66. Stall Warning Heat AP/FD indications are displayed along the top of
the PFDs (Figure 16-68). Active modes are dis-
played in green and armed modes are displayed
WARNING in white, below the active modes.
The formation of ice at the transducer
vane, or on the wing leading edge,
results in erroneous indications in flight.
The airspeed tape on the PFDs incorporates an

impending stall speed/low speed cue (ISS/LSC)
to visually indicate when the airspeed is nearing
AFM published stall speeds. It has no connection Figure 16-68. Flight Guidance
or input from the stall warning transducer vane. System Display
See the Airspeed Display section of the PFD ear-
lier in this chapter.
Figure 16-67. Flight Guidance Panel

16 AVIONICS
FLIGHT GUIDANCE COMPUTERS CPL Button

Each flight guidance computer (FGC) is supplied The CPL button controls which FGC, right or
with input from the AHRS, navigation data, left side, supplies flight director commands and
FGP selections, servo, and ADC computers. attitude data to the autopilot. With the autopilot
The coupled FGC produces control signals for on, a green arrow on the PFD indicates the
yaw damping, AP/FD, and pitch trim functions. coupled FGC (Figure 16-69). With the autopilot
Each FGC is supplied data from the onside off, a white arrow on the PFD indicates which
ADC, EFIS, and AHRS. The autopilot and flight FGC is generating the flight director commands.
director require both attitude portions of the The cross-side flight director will be a duplicate
AHRS to be operational. of coupled side. Flight director modes default
to ROLL and PTCH modes each time the CPL
Each FGC produces an independent AP control button is pushed.
signal. Only one FGC may be coupled to the auto-
pilot at any time. AP control computations from
the other FGC are continuously compared with
AP control signals from the coupled FGC. The
autopilot automatically disengages when autopi-
lot control discrepancies are detected. LEFT SIDE COUPLE
FLIGHT GUIDANCE PANEL

The flight guidance panel (FGP) controls both
FGCs. The coupled FGC then controls the FGS
(see Figure 16-67). The FGP is centered at the RIGHT SIDE COUPLE
top of the instrument panel. All AP/FD mode
selections are made on this panel. Figure 16-69. Flight Guidance
Couple Arrow
The FGP has the following controls:
At power-up, the left side FGC is automatically
chosen as the computer to supply the flight
AP Button director. Autopilot commands and the couple
The AP button controls autopilot engagement. arrow always point to the left after avionics
The autopilot engages if the following conditions power-up.
are met: (1) YD/AP DISC switch-bar is raised; (2)
no unusual attitudes/rates exist; (3) and the flight Each PFD displays AP/FD commands from
guidance computer does not detect any autopilot the coupled side. They do not normally operate
faults. The yaw damper is automatically engaged independently. There are two exceptions: go-around
when the AP button is pushed. mode and full-ILS approach mode. When GA and
full-ILS modes are active, each FGC provides
independent guidance to the onside PFD flight
YD Button director. When either of these conditions exist, the
The YD button controls yaw damper engage- single pointer arrow adds another barb to show that
ment. The yaw damper may be engaged without the flight directors are now independent (Figure
engaging the autopilot. Disengaging the yaw 16-70). For this condition to exist in the full-ILS
damper with the autopilot ON will also disen- approach mode, the same localizer frequency must
gage the autopilot. be tuned on both radios (e.g., LOC1 and LOC2) and
the glide slope must be captured. If independent
operation cannot be accomplished, an annunciator
appears on the non-coupled side showing that an
independent mode was attempted but unsuccessful.

16 AVIONICS
FD Mode Buttons
All mode buttons on the FGC are ON/OFF but-
tons. Caution should be exercised when selecting
each mode, as the buttons do not indicate which
SUCCESSFUL INDEPENDENT OPERATION one is already engaged. A scan of the mode selec-
tion area on each PFD is required first to verify
current mode. When a mode is then selected,
incompatible modes are automatically removed.
Lateral modes include HDG, ROLL, ½ BANK,
APPR, and NAV. Vertical modes include VS,
UNSUCCESSFUL INDEPENDENT OPERATION ALT, VNAV, PTCH, FLC (or IAS), and altitude
select (ALTS).
Figure 16-70. I ndependent Flight
Director Operation
FD Buttons
The coupled FGC provides automatic pitch The left and right FD buttons control display of
trimming with the autopilot engaged. Pitch trim- the flight director command bars on the respective
ming is disabled if a pitch trim fault occurs. If a PFD. At power-up, both flight directors are off.
pitch trim fault is detected before the autopilot is Both flight directors are automatically activated
selected ON, the autopilot will be prevented from when the autopilot is engaged or when a flight
engaging. A pitch trim fault detected after autopi- director mode is selected. Pushing the FD button
lot engagement will not disengage the autopilot. initially displays both flight directors in the PTCH
Failures are indicated by the appearance of a red and ROLL modes. Either pilot can independently
TRIM annunciation on the PFDs (see the Flight remove his/her command bars from view by
Controls section of this manual). pressing the respective FD button. The command
bars are removed from view but the mode
selections and opposite pilot’s command bars
YD/AP Disconnect Switch-Bar remain in view. If both pilots remove the command
The YD/AP disconnect switch-bar removes power bars from view, the flight director is completely
from the autopilot and yaw damper causing both turned off. This includes all mode selections.
to disengage. When pulled down, a red and white
band is visible to indicate the disengage position For IFIS-equipped aircraft, the flight director
(Figure 16-71). Raise the switch-bar to permit image can be a v-bar or cross pointer (x-ptr). See
autopilot/yaw damper engagement. the REFS section of the DCP in this chapter.
UP/DOWN Pitch Wheel

The pitch wheel controls reference values used
to set the vertical speed in the VS mode or pitch
angle in the pitch mode. Caution must be taken
when using this control because it overrides or
changes active vertical modes. There are two
exceptions: glideslope (GS) captured and GPS
vertical glidepath (VGP) captured. This override
is active during altitude capture so care should be
taken not to manipulate the pitch control wheel
during the display of ALT CAP on the PFD.
Figure 16-71. YD/AP Disconnect Bar

16 AVIONICS
ROLL Mode PUSH SYNC Button

The ROLL mode is the basic lateral mode and is The PUSH SYNC button within the HDG knob
activated automatically if no other lateral mode resets the heading bugs to the current heading.
is selected when the flight director is on, or when
the CPL button is pressed. ROLL annunciates on
the PFD when the mode is selected. 1/2 BANK Button
The 1/2 BANK button limits the maximum
In the ROLL mode, the FGC maintains the cur- bank angle to 15°. While in this mode, a white
rent bank angle at engagement if the bank angle arc appears bellow the roll scale that spans ±15
is more than five degrees. The current heading degrees either side of level (Figure 16-73).
is maintained, with a bank angle limit of five
degrees, if the bank angle is five degrees or less
when the ROLL mode is activated.
HDG Button
The HDG button controls selection of heading
mode. HDG annunciates on the PFD when active.
The FGC maintains the heading selected by the Figure 16-73. Half Bank Mode
heading bug.
The half-bank mode is automatically selected
when climbing through 18,500 feet and dese-
HDG Knob lected when descending through 18,500 feet.
This mode is also deselected with the following:
The HDG knob simultaneously controls the head-
localizer capture, go-around mode selection, or
ing bugs shown on both PFDs and the MFD. If the
on-side FMS navigation capture.
bug is out of view on a display, a cyan dashed line
extends from the airplane symbol to indicate its
location. A digital readout of the selected head- APPR Button
ing is displayed to the left of the current heading
display (Figure 16-72). The commanded turn The APPR button controls selection of the approach
takes the shortest distance to the selected heading mode. The type of approach is determined by
unless the heading bug was rotated beyond 180° the active navigation source shown on the PFD
from the current heading. When rotated beyond (APPR LOC1, APPR VOR2, APPR FMS2, etc.).
180°, the turn continues in the direction the bug The mode also arms the glide-slope capture after
was moved. the front course localizer has captured if GS is
valid. At glide-slope capture, the FGC descends
on the glide slope and disregards any preselected
altitudes. The FGC will not capture an altitude
after the glide slope is captured.
The displayed position of the CDI course is
significant when APPR is pressed. If the head of the
needle is more than 110 degrees from the present
heading, then the approach mode assumes a localizer
back-course is desired and the annunciation APPR
B/C1 or APPR B/C2 appears. This position of the
CDI also suppresses any glide-slope indications. If
the course is less than 110 degrees from the present
heading, the approach mode assumes a normal
Figure 16-72. Heading Vector Line localizer based approach and the annunciation
APPR LOC1 or APPR LOC2 appears and the GS
arms and captures normally (Figure 16-74).

16 AVIONICS
LOCALIZER BACK COURSE
FMS WITH LOCALIZER PRESELECT
LOCALIZER FRONT COURSE

Figure 16-74. APPR Mode Selection
Additionally, this mode allows the FMS to

accomplish what is called a NAV-to-NAV
capture. When FMS is the current active NAV
source and has been loaded with a localizer-based
procedure (ILS, LOC, LOC BC, LDA, SDF),
the FMS automatically tunes that localizer and
sets up a preselected course when within 30 NM
of the airport. The preselected course appears
as a cyan dual line, dashed CDI on the PFD.
This preselected course must become the active
navigation source when on final for the localizer
procedure as it is required by limitation. This
transfer happens automatically only if the APPR
mode has been pressed and the preselected
course is trending toward center (Figure 16-75).
This is called NAV-to-NAV capture as the pilot
does not have to manually change navigation LOCALIZER CAPTURE
sources or change flight guidance modes. It is
accomplished automatically. Figure 16-75. Localizer Nav-to-Nav Capture

16 AVIONICS
The APPR button is also used when flying a non- terminal procedures and when flying an approach
localizer-based approach to a decision altitude to an MDA. This excludes an FMS NAV-to-NAV
(DA). When established on final for an appro- capture as referenced in the APPR section. Refer
priate RNAV (GPS) approach, the APPR button to the VNAV section of this chapter for more
activates the approach mode (APPR FMS1 or information on how this mode interacts with FMS
APPR FMS2). When VNAV is then pressed, it vertical navigation.
arms the vertical glidepath (GP) mode (Figure
16-76). This allows the FMS to follow a glidepath
down to a published DA minimum. This approach CRS Knobs
descent is based on barometric altitudes and does The CRS knobs select the course to be flown on
not consider a ground based antenna. Like the the respective PFD. This knob is not active when
ILS glide slope, however, the GPS GP disregards FMS is the active navigational source.
any preselected altitudes. Reference the VNAV
section of this chapter for more information.
PUSH DIRECT Button
The PUSH DIRECT button within the CRS knob
automatically selects a direct course to the active
VOR and centers the CDI on the respective PFD.
This button is not active when either FMS or LOC
is the active navigational source.
Pitch Mode
Pitch mode is a basic vertical operating mode. It
activates when no other vertical mode is active
and the flight director is on. The annunciation
GP ARMED PTCH displays on the PFD. When active, the FGC
maintains the pitch attitude that existed when the
pitch mode was engaged. This occurs when the
previously selected vertical mode is pressed again
(deselected) or when the UP/DOWN pitch wheel
is moved and VS mode is not active.
Rotating the UP/DOWN pitch wheel changes the

pitch reference value. When the autopilot is not
engaged, pushing the SYNC button on the control
wheel synchronizes the pitch reference to the cur-
rent attitude.
GP ACTIVE
Figure 16-76. VNAV Glidepath Mode VS Button
The VS button controls selection of the vertical
speed mode. When VS is activated, the FGC
NAV Button initially maintains the selected vertical speed
The NAV button controls selection of the navi- (reference) existing when the mode is selected.
gation mode. Heading mode remains active Rotating the UP/DOWN pitch wheel changes the
until course intercept. After intercept, the FGC vertical speed reference value. When the autopilot
maintains the selected course. The active NAV is not engaged, pressing the SYNC button on the
identifier annunciates on the PFD (FMS, VOR1, control wheel synchronizes the VS reference to
LOC2, etc.). The NAV mode should be used dur- the current vertical speed.
ing the enroute phase of flight for appropriate

16 AVIONICS
VS and the vertical speed reference value appear
on the PFD (Figure 16-77). An up arrow appears
for climbs and a down arrow appears for descents.
A reference arrow (bug) appears on the vertical
speed scale adjacent to the selected vertical speed.
Figure 16-78. Flight Level Change Mode
Figure 16-77. APPR Mode Selection is preselected and FLC mode is chosen for a 160
knot climb and the power is not increased, the air-
craft initially begins to pitch up. If this results in a
VNAV Mode speed below 160 knots, the aircraft then lowers the
pitch until the VSI indicates a climb of approxi-
The VNAV button controls vertical navigation mately 100 feet/min and stays there regardless of
mode selection and is annunciated on the PFD what speed that generates. It will not allow the
as a V in front of the active vertical mode (e.g., aircraft to pitch down and deviate away from the
VPTCH, VVS, VALTS, etc.). The flight manage- preselected altitude to achieve the selected speed.
ment computer (FMC) determines the VNAV This same procedure occurs if a lower altitude is
capture point and provides vertical steering preselected but the power is left too high. In this
commands to waypoints that contain altitude con- situation, the aircraft initially pitches to achieve
straints in the FMS. See the VNAV section and the selected speed. If this results in a speed faster
the Flight Guidance Mode Annunciations table than selected, the aircraft begins to pitch back up
for more information. until it maintains a descent of approximately 100
feet/min, regardless of what speed that generates.
FLC Button
The FLC button controls the flight level change SPEED Knob
mode. The FLC mode will climb or descend the The SPEED knob selects the IAS or Mach ref-
aircraft toward the preselected altitude at the erence value, as appropriate, to be used by the
IAS or Mach speed reference located above the FLC mode. This value displays at the top of the
airspeed display. FLC indications are modified by airspeed tape. When the FLC mode is selected,
the SPEED knob (Figure 16-78). It is important the selected speed is also annunciated adjacent
to note that when the autopilot is engaged after to the FLC mode annunciation at the top of the
the FLC mode is selected, the present speed of the attitude display.
aircraft is indicated as the active speed, not the one
dialed in with the SPEED knob. The pilot can reset
the desired speed by rotating the SPEED knob. IAS/MACH Button
The IAS/MACH button within the SPEED knob,
The FLC mode controls the pitch of the aircraft when pushed, selects Mach mode or IAS mode
and requires pilot manipulation of power to for the FLC speed bug and FLC reference. The
establish a climb or descent. If the power is set system automatically changes from IAS to Mach
inappropriately or the speed is unachievable, the or Mach to IAS when climbing or descending
aircraft will not be allowed to deviate further from through 15,345 feet.
the preselected altitude to achieve the selected
speed. As an example, if an altitude of 5000 feet

16 AVIONICS
ALT Button ALTS shows in yellow if the capture is inhib-

ited due to invalid data, and ALTS CAP shows
The ALT button is used to hold the aircraft at the in yellow if the capture is cleared without a sub-
current barometric altitude. The ALT button is sequent selection of altitude hold or glide-slope/
used to level at an altitude other than a preselected glidepath capture.
altitude. ALT annunciates on the PFD when this is
pressed. If the autopilot is not engaged, pressing
the SYNC button on the control wheel synchro- ALT Preselect Knob
nizes the altitude reference to the current altitude. The ALT knob selects the desired altitude for
As with all flight guidance modes, pressing the level off (displayed on the PFD). Rotating the
ALT button when ALT is already annunciated on knob while in its default position will select thou-
the PFD removes the altitude capture. sands of feet. Pressing the knob IN while rotating
will select hundreds of feet. See the Altitude Dis-
Altitude Preselect Mode play section of the PFD for more information on
the bugs that appear on the altitude tape.
The altitude preselect mode permits the pilot to
select a target altitude for automatic level off by
the autopilot or FD command. The ALTS armed PUSH CANCEL Button
mode annunciates in white on the PFD. The PUSH CANCEL button within the ALT
knob cancels the flashing visual altitude alerts
The altitude preselect mode is automatically on the altitude display section of the PFD as
selected with the following: the ALT knob described earlier.
is turned, go-around mode is cleared, or the
flight director is turned on. Altitude preselect
is automatically deselected when glide-slope CONTROL WHEEL SWITCHES
approach mode becomes active, the VNAV
glidepath approach mode (VGP) becomes active, The following control wheel switches affect FGS
altitude hold mode is selected, or the altitude operation:
capture mode (ALT CAP) is annunciated.
If a descent or climb is desired, a new altitude must

DISC TRIM AP/YD Button
be preselected. The appropriate vertical mode must The DISC TRIM AP/YD button is on the out-
then be selected to climb or descend. Changing the board horn of each control wheel. It is used
altitude preselector alone does not cause the aircraft for disengagement of the autopilot and yaw
to climb or descend. If the ALT knob is turned damper (Figure 16-79). Pushing the button to
while ALT CAP is annunciated, the pitch mode is the first detent disconnects the autopilot and/
selected and the altitude preselect mode rearms. or yaw damper. Pushing the button to the sec-
ond detent interrupts electric trim operation.
Altitude capture (ALT CAP) occurs when the Releasing the button resets the trim and allows
aircraft altitude approaches the selected altitude. continued operation.
The capture point depends on the closure rate.
When within 1000 feet of the selected altitude,
a single aural tone sounds and the preselected
altitude flashes. The flashing stops when within
200 feet of the selected altitude. Should the aircraft
subsequently deviate by more than 200 feet from
the selected altitude, the single aural tone will sound
and the preselected altitude will flash yellow. The
flashing stops with an input by the pilot (pressing
the altitude selector knob) or if the aircraft returns
to within 200 feet of selected altitude. In either case,
Figure 16-79. Left Yoke
the number stops flashing and returns cyan in color.

16 AVIONICS
SYNC Button
The SYNC button is on the outboard horn of
each control wheel. It is used to synchronize the
PTCH, FLC, VS, ALT, and ROLL modes of the
flight director to the current parameters if the
autopilot is not engaged (Figure 16-80). Inputs
known as control wheel steering (CWS) or touch
control steering (TCS) features are not installed
on this system.
Figure 16-81. GO AROUND Button
attitude. ROLL mode is selected and heading

is held if bank angle is less than five degrees.
(Figure 16-82). The heading being held is
independent of the heading bug. This mode will
not follow any lateral or vertical commands
and will not capture the preselected altitude.
Figure 16-80. Pilot PFD with SYNC During go-around mode, the flight directors are
independent and the failure of one will not affect
the other. This allows for redundancy during a
Electric Pitch Trim Switches critical flight maneuver. The independent flight
The electric pitch trim switch is comprised of two director capability also occurs during a full ILS
segments. The trim switch is on the outboard horn and provides the same redundancy.
of each control wheel and applies electric pitch
trim commands. Both segments of the switch must
be actuated to operate the electric pitch trim. The
segmented pitch trim switch reduces the potential
of trim runaway or inadvertent activation.
When moved in either direction, the electric pitch

trim switches disconnect the autopilot while
leaving the yaw damper engaged.
See the Flight Controls section of this manual for

further discussion of electric pitch trim and its
annunciations.
Figure 16-82. PFD Go-Around Mode
GA Button It is necessary to reselect a desired mode after the

The GA button is on the center, outboard side aircraft is configured in the go-around to regain
of the left power lever (Figure 16-81). The GA full flight director control.
button selects the go-around (GA) mode of the
flight director. Selecting GA mode disengages See the Flight Guidance Mode Annunciations
the autopilot, but not yaw damper, and clears all table at the end of this chapter.
other flight director modes. The flight director
will display approximately +7 degree pitch up

16 AVIONICS
CONTROL DISPLAY UNIT by a power-up timer. During this time, the

CDU monitors its internal temperature. With
The control display unit (CDU-3000) serves as extreme unit temperatures of -30°C and colder,
a control of the communication and navigation this timer can take as much as 10 minutes to
radios, flight management system (FMS), illuminate the display.
and limited display control for the PFDs
and MFD (Figure 16-83). The pedestal can The CDU has the following controls and displays:
contain either one or two CDUs. The second
CDU is an option. If two are installed, each BRIGHT–DIM Button
CDU communicates only with the respective
FMS. In the optional two CDU installation, This button provides secondary control of the dis-
reversionary mode is not available should play intensity. The PILOT DISPLAYS rheostat on
one fail. The remaining CDU is capable of the overhead panel provides primary control.
communicating with the on-side FMS only.
The CDU has a normal operating temperature

Title Line
range of -20°C to +70°C. Should the unit This line displays the page title and page num-
temperature get below -20°C, the CDU will turn ber. The page number is formatted as the current
ON but the LCD display will delay indications page number followed by a slash and the total
number of pages.
Figure 16-83. Control Display Unit

16 AVIONICS
Line Select Keys must be exercised not to confuse the letter “O”
with the number “0” on the keypad.
These keys activate functions displayed on the
CDU adjacent to the line select key. The line
functions depend on which page is displayed. IDX Key
The IDX (index) key controls display of items
Label/Data Line Pairs that do not have a dedicated function key. It also
is a central location for setup and configuration
Two display lines are associated with each line pages for FMS and GPS operations.
select key. The top line is normally a label for
the information that is shown on the data line
displayed on the second (bottom) line. FPLN Key
The FPLN (flight plan) key controls display of the
The data line can display large or small charac- active flight plan (Figure 16-84). This page gives
ters. When the system has entered information, an overview of the entered flight plan, not each
the text is in a smaller size. When the operator individual waypoint.
has entered information, the text is larger in size.
Scratchpad Line
The scratchpad line displays data entered by the
alphanumeric keys or data selected for transfer by
a line key. Brackets identify this line and it is the
only place where the operator can input informa-
tion from the keypad. Once input data is displayed
on this line, it should be verified before transfer-
ring to a selected field. Should an entry occur
that is not compatible with the selected item, the
scratchpad will momentarily display a message to
indicate details about the error. This message will
time out and the previously entered information
returns so that it may be corrected.
Message Line
A single message line is reserved along the bot-
tom line of every page to annunciate conditions
requiring operator attention or simply to provide Figure 16-84. Active Flight Plan Page
information. If more than one message is active, the
message key (MSG) may be used to display addi-
tional messages as discussed later in this section. LEGS Key
The LEGS key controls display of the waypoint-
Alphanumeric Keys to-waypoint detail contained in the active flight
plan. The display includes the lateral information
These keys enter data in the scratchpad line of the from waypoint-to-waypoint and vertical informa-
display. The data entry keys are as follows; the tion when applicable. Page 1 always contains the
0-9 number keys; the A-Z letter keys; the period current FROM waypoint in cyan at the top and
key; the +/- (plus/minus) key; the SP (space) key; the current TO waypoint in green (Figure 16-85).
the / (slash) key; and the CLR/DEL (clear/delete) Page 1 also contains the selection of AUTO
key. The compass cardinal headings of N, E, S, sequencing or INHIBIT sequencing when the
and W are highlighted with a white box to ease progression of waypoints is desired (AUTO) or
entry of items requiring direction inputs. Care not desired (INHIBIT).

16 AVIONICS
DEP ARR Key

The DEP ARR key controls display of the depar-
ture/arrival pages. The selectable procedures
are those related to the current active flight plan
ORIGIN and DESTination airports or the current
secondary flight plan ORIGIN and DESTina-
tion airports. If diversion to a different airport
is desired, the identifier for that airport must be
placed in the DEST slot on the FPLN page to
retrieve departures/arrivals for that airport.
PERF Key
The PERF key controls display of the perfor-
mance menu page. These pages contain manually
entered loading data, fuel advisory pages, and
some VNAV advisory pages.
Figure 16-85. Active Legs Page

MSG Key
The MSG (message) key controls display of the
system message page. This is necessary when
DIR Key more than one message is active. Should mul-
The DIR (direct) key controls display of the tiple messages be active, pressing the MSG key
active direct-to page. Navigating backward will allow additional messages to be viewed. To
through these pages will lead to a HISTORY return to the last viewed page, simply press the
page of all the previous waypoints in the flight MSG key again.
plan (Figure 16-86).
TUN Key
The TUN (tune) key controls display of the radio
tuning page. These pages are used to tune the
communication, navigation, and ATC transpon-
der equipment in conjunction with the radio
tuning unit (RTU). If two CDUs are installed, the
right CDU will not have this page active.
PREV Key
The PREV (previous) key is used to display the
previous page when the current CDU function
has more than one page.
NEXT Key
The NEXT key is used to display the next page
when the current CDU function has more than
one page.
Figure 16-86. DIRECT-TO Pages

16 AVIONICS
EXEC Key
The EXEC (execute) key activates modifications
made to the active flight plan. The label EXEC
annunciates on the CDU when the active flight
plan has been modified and the changes have not
been activated (Figure 16-87). Pushing the EXEC
key activates the modified flight plan. If this key
is not pressed, the changes will not take effect.
A CANCEL MOD option is available when the
modification to the flight plan has not yet been
executed. It will erase the modification and return
the FMS to the original flight plan.
Figure 16-87. Hold FLPN Mode
MFD MENU Key

The MFD MENU key opens the display of the PAGES WITH MAP ON MFD
MFD menu page on the CDU (Figure 16-88). The
MFD menu page displays a menu of the possible
MFD display options or available text pages for
display on the MFD when the MFD data key has
been pressed. An L/R is displayed on the lower
right corner of this page. The left (L) selection is
all the options for the left PFD and the MFD; the
right (R) selection is all the options for the right
PFD only. For each menu, the items in green are
selected and the items in white are not selected.
MFD ADV Key

The MFD ADV key controls display of the MFD
advance page on the CDU (Figure 16-89). The
MFD advance page displays a menu enabling a
move to the next or previous waypoint on the PAGES WITH TEXT ON MFD
FMS plan map display on the MFD. It also
controls advancing through the pages within a Figure 16-88. MFD Menu Key (CDU)
selected MFD DATA text page.

16 AVIONICS
PAGES WITH MAP DISPLAYED ON MFD
Figure 16-90. MFD Text Page
these receivers. The system also provides course-

tracking signals to the flight guidance system.
The FMS uses a blended combination of GPS and

PAGES WITH TEXT DISPLAYED ON MFD VOR/DME data to construct a three dimensional
position of the aircraft in space. To achieve this
Figure 16-89. MFD Advance Key (CDU) blend, the NAV1 radio and NAV2 radio must be
receiving a valid signal. This can be accomplished
MFD Data Key by manually tuning the receiver or setting a feature
called “auto-tuning,” which will be discussed later.
The MFD DATA key controls the display of text
data pages on the MFD (Figure 16-90). The text The CDU is the primary interface with the FMS.
data page displayed is the last one selected from Each CDU communicates with the “on-side”
the MFD menu page. Other pages can be accessed FMS (e.g., Left CDU for No.1 FMS, Right CDU
through the MFD MENU key. for No.2 FMS). The FMSs can be synchronized
so that selected operations on one CDU (and its
related FMS) will automatically be transferred to
FLIGHT MANAGEMENT the cross-side CDU (and its related FMS). (See
FMS quick reference guides and other handouts
SYSTEM for information on how to synchronize the units).
The FMS provides multiple flight management The FMS database is updated using the database
functions. These functions include lateral unit (DBU). This system can consist of a 3.5-
navigation (LNAV), using multiple navigation inch high-density floppy disk drive (DBU-4100)
receivers, and vertical navigation (VNAV). on the center pedestal and either an additional
Navigation input includes GPS, DME, and VOR computer port on the lower right sidewall of the
receivers. Vertical navigation (VNAV) is provided center pedestal or an Ethernet port on top of the
by a computed vertical output from the FMS using pedestal for IFIS-equipped aircraft. Optionally, a

16 AVIONICS
unit called the DBU-5000, which consists solely To use the Ethernet port on top of the pedestal, the
of two USB ports on top of the pedestal, may be FMS database must first be loaded onto a laptop
installed. The installed system is used to upload computer. This port also accepts IFIS information
data to the aircraft or download data from the such as Jeppesen charts, airways, airspace, etc.
aircraft. This can include avionics malfunction This information must be on the laptop computer
reports (Figure 16-91). or in the laptop CD-ROM drive. The laptop
computer and standard Ethernet cable are then
connected through this port to either upload or
download information. The use of Rockwell
Collins software is required for this operation
(CPAS-3000).
To use the USB port (DBU-5000), the FMS data

and IFIS data must first be loaded onto a com-
DBU-400 (PAS-3000 SYSTEM) puter and then moved to a USB drive. The USB
device must not have preinstalled software that
manages passwords or security, as this can inter-
fere with the proper loading of the database. If
Jeppesen charts are involved, it is recommended
to have a device at least 1GB in size. This drive
is then plugged into the USB port in the aircraft.
The generated prompts are displayed on the CDU.
DBU-5000 In this case, the laptop does not need to be con-
nected to the aircraft.
Figure 16-91. Database Units
FMS INITIALIZATION
All update methods require the aircraft battery and The FMS must be initialized prior to each flight.
avionics to be ON. It is strongly recommended The initialization may be accomplished using the
that a ground power unit be applied to the aircraft following acronym:
for this operation. If a laptop is required during the
update, make sure the battery has sufficient power V—Verify FMS database coverage
to last the whole process or have it connected to and effective dates
an external power supply.
I—Initialize FMS position
To use the floppy disk drive, the FMS database must
first be loaded onto a computer and then written P—Plan the flight (build the flight plan)
onto the disks. These disks are then inserted into
the disk drive and prompts and the CDU provides P—Performance initialization
the necessary prompts for the update.
For further explanation of these steps, refer to the
To use the computer port (PCD-3000) on the FMS quick reference guides and FMS manuals.
sidewall of the pedestal, the FMS database must
first be loaded onto a laptop computer. The laptop
computer and a special cable are then connected Verify
through this port to either upload or download
Verify the coverage of the database and verify the
information. The use of Rockwell Collins
currency of the database. Flight with an out-of-
software titled “PCD Software” is required for
date database is allowed, but the use of FMS/GPS
this operation.
dependent procedures are not authorized.

16 AVIONICS
Initialize
Initialize the FMS position, or verify that the
current position is correct. This position needs
to be in a latitude/longitude format and can be
retrieved/verified using airport reference point
(ARP), a pilot-defined point, or the GPS. The
GPS should be able to update the system quickly
unless the aircraft was moved a significant dis-
tance (> 40 NM) with the FMS inoperative or the
FMS was removed and replaced. This step con-
sists primarily of verifying the known position as
opposed to actively entering the position.
Plan
The flight plan is loaded on the FPLN page. ORI-
GIN, DESTination, and fixes along the route of
flight may be entered. Instrument departures or
arrivals may be loaded as necessary.
Figure 16-92. A
ctive Legs Page
with VNAV Altitudes
Performance Initialization
Performance is initialized by entering the desired The conditions are as follows:
weights for passengers, cargo, fuel, etc. The
CRZ ALT is an optional entry and helps the • The altitude must be entered into the LEGS
unit forecast a descent point later in the flight. page
CRZ ALT does not change any fuel calculations • The VNAV mode of the FGS must be
when changed or updated. selected (indicated by a V prior to the
active vertical mode)
VERTICAL NAVIGATION • The preselected altitude must be set at, or
beyond, the VNAV altitude
The FMS-3000 is capable of creating and
displaying a descent profile or a glidepath to The default VNAV glidepath is a 3.0° descent
comply with crossing altitude restrictions issued angle unless published otherwise in an instrument
by ATC, or an associated instrument procedure. procedure. The pilot has the ability to modify this
The FGS is able to use this information to capture angle on every leg except for the final approach
and track the computed glidepath. segment between the final approach fix (FAF) and
the missed approach point (MAP). The FMS may
VNAV altitude restrictions are displayed in create an angle other than 3.0°, if required. The
magenta along the right side of the LEGS page glidepath is based on aircraft position relative to
(Figure 16-92). VNAV altitude is automatically the associated waypoint, a commanded vertical
entered if it is part of a database derived procedure. direct-to, or the distance between two altitude
The pilot can manually insert an altitude associated restricted fixes.
with any waypoint. Once an altitude restriction
is inserted either automatically or manually, the When two or more waypoints in a flight plan have
FMS generates the associated glidepath. The altitude restrictions and they are sufficiently close
glidepath is displayed at the appropriate point. As in proximity to each other, the FMS computes
long as the proper conditions are met, the FGS the best glidepath to meet the requirements of
captures and tracks the vertical glidepath. all altitude restrictions. Instead of flying a 3.0º

16 AVIONICS
path to a waypoint, leveling off, and then flying
another 3.0º path to the next waypoint, the FMS
adjusts the paths to varying angles resulting in
a continuous descent. This is sometimes called
“smoothing” the descent.
NAV +VNAV
A magenta top of descent (TOD) circle appears
on the display maps to indicate the projected point
where this descent will occur. The TOD point
indicates when the vertical deviation indicator
nears the center position on the vertical deviation
scale (Figure 16-93). This indicator is sometimes APPR +VNAV
called the “snowflake” or “star.” As with glide-
slope operations, these GPS glidepath operations Figure 16-94. VNAV Modes
only capture VNAV when initially below the
projected angle. If the aircraft is already passed VPATH allows the FGS to level at either the
the descent point, manual intervention is required preselected altitude or VNAV altitude, whichever
to place the aircraft in a position where the FGS it encounters first. It is necessary to be aware of
can capture the glidepath. the armed altitude mode when accomplishing
this maneuver. ALTS indicates that VNAV will
When the FGS captures a glidepath, the vertical reach and level off at the preselected altitude
mode is annunciated as VPATH when NAV even though there may be multiple step-downs
is selected or VGP when APPR is selected. in between. This indicates that smoothing the
(Figure 16-94). descent is possible and an intermediate level off
Figure 16-93. VNAV Top of Descent

16 AVIONICS
is not required. ALTV indicates that VNAV will GLOBAL POSITIONING SYSTEM
reach and level off at the next VNAV altitude
posted in magenta above the VSI. This indicates The global positioning system (GPS) provides
that smoothing the descent is not possible and the worldwide navigation via signals received from
aircraft must accomplish an intermediate level off. orbiting satellites. The GPS receiver is in the nose
Another TOD will appear indicating where the avionics bay and is labeled GPS-4000( ). (The
descent will begin again if there is another altitude parenthesis will contain either an “A” for standard
in the FMS. The use of NAV and VNAV should be GPS or an “S” for WAAS GPS.) Using an antenna
used when flying enroute VNAV and when flying on the top of the fuselage, it tracks and monitors
an approach to MDA. This selection does not up to 12 satellites to provide a three dimensional
include localizer based procedures that are flown position for the FMS and the terrain awareness and
with a NAV-to-NAV capture function of the FMS. warning system (TAWS). The GPS 1 and optional
These approaches require the APPR mode for the GPS 2 systems are controlled by the CDU(s).
NAV-to-NAV function to operate correctly.
The FMSs default to GPS navigation sources as
When the APPR and VNAV modes have been the primary reference for their position. Whether
selected during a final approach segment, the they are still enabled and part of the navigation can
annunciation is VGP. VGP causes the FGS to be seen with a few pages in the CDU index (IDX)
“ignore” the preselected altitude and VNAV page. The GPS control page indicates whether the
altitudes. This allows it to follow the glidepath all GPS sensors are enabled for navigation use and
the way to DA. This can be verified by the lack the difference in position to the calculated FMS
of an armed altitude mode on the PFD. Caution position (Figure 16-95).
must be used when operating in this mode
because it will not level off at any altitude. The
APPR and VNAV modes should be used when
flying an approach to a DA. The exception is a
localizer-based approach procedure that uses the
NAV-to-NAV capture function even though it may
only have MDA minimums published.
Additionally, VNAV can be used during an alti-

tude restricted climb. The FGS will be in NAV
and VNAV modes and never in APPR mode. The
same three conditions mentioned for a VNAV
descent apply here too. The initial climb from the
airport is accomplished by any manually chosen
vertical mode (VS or FLC). The altitude preselec-
tor can be placed at the highest authorized altitude
and the FGS levels off at each intermediate VNAV
altitude. Once leveled off at the intermediate alti-
tude, FLC arms, indicating there is another climb.
Passing the altitude restricted fix, FLC becomes
the active vertical mode at the aircraft’s current
indicated speed. The pilot must now change the
FLC speed and aircraft power for the climb. The
aircraft levels off at the next altitude restricted Figure 16-95. GPS CONTROL Page
fix and FLC arms again. This process is repeated
until the aircraft levels at the altitude preselector.
The aircraft is not allowed to go beyond the pre-
selector setting.

16 AVIONICS
The PROGRESS page on the CDU displays the a RAIM prediction, it is necessary to navigate
current navigation sources used by the FMS to to the Index page of the CDU and choose GPS
determine current position (Figure 16-96). The CNTL. On this page, it is possible to enter a
PROGRESS page shows a label on the bottom desired airport and ETA. The RAIM system then
titled NAVIGATION. In this example, the indicates RAIM availability 15 minutes before to
NAVIGATION area indicates that the system is 15 minutes after that entered time. The default
using VOR, DME, and GPS. Should the GPS entry for the airport line automatically contains
malfunction or lose its receiver autonomous the DESTination airport. ETA will be an active
integrity monitoring (RAIM), the GPS label number based on the loaded flight plan and cur-
would be removed from the NAVIGATION rent groundspeed.
line. If the GPS portion of the position begins to
malfunction, a message will appear on the CDU.
INTEGRATED FLIGHT
INFORMATION SYSTEM
The integrated flight information system IFIS-
5000 is a part of the Pro Line 21 architecture
to provide extra information storage increasing
the available display features. The added items,
known as enhanced maps (E-Maps), are displayed
only on the MFD and include geographic/
political boundaries, airways (high and low), and
airspace. Optionally, the IFIS system can also
display downloaded graphical weather (GWX)
and electronic charts (E-Charts).
The main storage unit is the file server unit (FSU-

5000) in the empennage avionics shelf. This
contains the memory needed for all the display
options and outputs information only to the MFD
via a fast Ethernet bus. This unit also receives
inputs from a graphical weather system, FMS(s),
database update unit, and the pilot cursor control
Figure 16-96. PROGRESS Page panel (CCP) (Figure 16-97).
Some examples of GPS messages are as follows: There are two kinds of database update units. One
form of database update allows for the update
GPS—
FMS Disagree (indicates the computed of all Collins related items including FMS(s),
FMS position is different than the GPS E-charts, E-maps, graphical weather, and
position by a selected amount) maintenance items or alternately, a disk drive to
update only the FMS(s). The DBU-4100 contains
GPS Not Available (indicates the FMS is not an Ethernet port and two switches that are used
using the GPS for position information) to prepare the aircraft to accept the data (Figure
16-98). The switch labeled FMC LOAD chooses
NO GPS RAIM (indicates the FMS is using the whether to update the FMS data via this Ethernet
GPS but the GPS position is degraded) port or via the original floppy disk drive at the
aft end of the pedestal. If DATABASE UNIT is
As with any approved GPS navigation receiver, selected, the floppy disk drive can now accept
this system allows the check of integrity and diskettes and the CDU is used to update the FMS.
accuracy through certain pages in the CDU. For

16 AVIONICS
CCP
MFD
FMC 1 FMC 2
ETHERNET
CDU CDU
FSU-5010
ETHERNET
E-CHARTS
E-MAPS
DATA LOADER GWX
CMU-4000
OR OR XMWR-1000
RIU-40X0
COMMUNICATION SYSTEM
(VHF, HF, ETC.) XM SATELLITE
ANTENNA
RF LINK
DATALINK PROVIDER (ARINC)

INFORMATION PROVIDER (Universal)
UNIVERSAL WEATHER XM WEATHER

(GWX-5000) (GWX-3000)
Figure 16-97. IFS Block Diagram

16 AVIONICS
Figure 16-98. Ethernet Database Unit
If IFIS DATA is chosen, then the disk drive is not

active and the database loads must occur through
the Ethernet port. Once IFIS DATA is selected,
the switch labeled ENABLE/DISABLE must be
enabled to prepare the aircraft avionics to accept
data. A laptop is used and an Ethernet cable is
connected between the computer and the covered
IFIS DATA port. Software from Rockwell Collins
organizes and coordinates the upload of data from
the laptop to the aircraft. Refer to the CPAS-3000
Collins software manual for appropriate dataload
order and instructions.
Another kind of database unit, the DBU-

5000, uses two USB ports at the aft end of the
pedestal (Figure 16-99). Either port is used to
update the FMS(s), E-charts, E-maps, graphical
weather, and/or maintenance items. Once the
databases are loaded onto the USB device from
a computer, it is connected to one of these ports. Figure 16-100. MCDU Menu
The remainder of the database load is controlled
through the MCDU MENU line key on the CDU
Regardless of which dataloader is installed,
Index (Figure 16-100). Pressing the DBU option
the available subscriptions are listed in Figure
allows the CDU to query the aircraft and the
16-101. Collins provides the FMS and enhanced
USB device to see what files are available for
map (E-Map) databases through internet down-
loading. After the load is complete, the CDU can
load or a shipment of CDs. Jeppesen provides
be exited to the main Index page and the USB
the electronic chart (E-Chart) database through
device can be disconnected and used for the next
a shipment of CDs only (no internet download).
database cycle. Both USB ports are to be used
Finally, Hawker Beechcraft provides the elec-
only for database loading and will not support
tronic checklist through an internet download.
external USB devices.
Although not specifically a part of the IFIS sys-
tem, the electronic checklist is uploaded through
the same dataloader units discussed earlier. With
each revision of the aircraft AFM that affects the
checklist, it is the operator’s responsibility to
update the electronic checklist manually or down-
load a new version from Hawker Beechcraft.
Figure 16-99. USB Database Unit (DBU-5000)

16 AVIONICS
FILE SERVER UNIT (FSU)
JEPPESEN
E-CHARTS (CD)—14 DAYS
COLLINS
E-MAPS (DOWNLOAD)—28 DAYS
GEO-POLITICAL (DOWNLOAD)—AS REQUIRED
GRAPHICAL WX DATABASE (DOWNLOAD)—AS REQUIRED
ETHERNET BUS
DATALOADER
FLIGHT MANAGEMENT MAINTENANCE DIAGNOSTIC

COMPUTER (FMC) COMPUTER (MDC)
COLLINS HAWKER BEECHCRAFT

FMS NAV DATABASE MFD CHECKLIST
(DOWNLOAD)—28 DAYS (DOWNLOAD)—AS REQUIRED
SIMULTANEOUS
FMC 1 FMC 2
INDIVIDUALLY
DATABASE UNIT
NOT APPLICABLE WITH DBU-5000
(DBU)—DISKETTES
Figure 16-101. IFS Dataload Block Diagram

16 AVIONICS
CURSOR CONTROL PANEL Enhanced Maps (E-MAPS)
The primary pilot interface with the IFIS system The IFIS system contains Collins provided
is through the cursor control panel (CCP) on the data with certain enhanced map features. These
pedestal (Figure 16-102). The left most section is include geographic/political boundaries, airspace
used to enter and manipulate menus that appear and airways (high and low).
on the MFD. The center section is used to store
MFD display options to more quickly retrieve The geographic/political option (GEO-POL)
a desired display setup. The right most section overlays state and country boundaries. The
contains a joystick and some input buttons to location of international boundaries on the overlay
control the E-Charts and downloaded weather. must not be used as an accurate representation of
true boundary position. The GEO-POL overlay
should only be used for information. This overlay
is accessed by pressing the MENU button on
the CCP when a PPOS map or PLAN map is
in view on the MFD. Moving the cursor to the
GEO-POL option allows turning the overlay ON
or OFF (Figure 16-104). The cursor can be moved
by pressing the adjacent line select key or by
Figure 16-102. Cursor Control Panel rotating the MENU ADV knob on the CCP. After
the cursor is at the desired position, another press
The memory keys are used to store the main MFD of the line select key changes the value as will
line select key format options. They do not store rotating the DATA knob on the CCP.
IFIS related map selections such as E-Maps or
E-Charts. The selected Upper Format, Lower For-
mat, Terrain or Radar, and TCAS options are stored. NOTES
When the appropriate selections are made, press
and hold the desired memory key until STORE is
indicated on the MFD. Releasing the memory key
displays a STORE COMPLETE message (Figure
16-103). This can be repeated for each of the three
memory keys. To retrieve the selected options,
press and release the desired memory key and the
MFD changes to the stored settings.
Figure 16-103. MFD Store Complete

16 AVIONICS
IFIS v.6.o IFIS v.6.o

Figure 16-104. Geo-Political Overlay Figure 16-105. Airspace Overlay
The airspace option overlays certain airspace cursor to the Airspace option allows turning the
boundaries. The airspace boundaries include overlay ON or OFF (Figure 16-105).
Class A and B airspace along with CTA and TMA/
TCA airspace. Airport related boundaries are The airway feature superimposes all the selected
shown with a solid magenta outline. Additionally, airways on top of the current MFD map to help
restricted and prohibited airspace is shown with orient their positions. Only the airway is labeled,
a dashed magenta outline. The vertical limits and and not the intersections. Once the airway is
identifying marks of the airport or restricted/ loaded in the FMS, the intersection names appear
prohibited areas are not shown on the MFD. for only that airway. This overlay is accessed by
They must be used as information only and not to pressing the MENU button on the CCP when a
navigate or stay clear of these areas. The overlay is PPOS map or PLAN map is in view on the MFD
accessed with the MENU button on the CCP with (Figure 16-106). As discussed earlier, moving
the PPOS map or PLAN map showing on the MFD. and manipulating the cursor to the Airway option
As discussed earlier, moving and manipulating the allows selection of HI/LO/OFF.

16 AVIONICS
Figure 16-107. Database Effectivity
(STAT Key)
to move the cursor and display more information

for the selected database in the lower box.
Pressing the CCP MENU key displays the

status menu options (Figure 16-108). Using the
CCP MENU ADV and PUSH SELECT knobs
allows for the selection of another status page.
One example is the optional Electronic Chart
subscription page (Figure 16-109). On this page,
IFIS v.6.o
the pilot can enter a Jeppesen provided access
Figure 16-106. Airways Overlay code and be able to instantly retrieve more charts.
This capability can be used when a one-time flight
The overlay selections are the same for the PLAN map is planned outside the current chart coverage. It is
with the exception of a graphical weather (GWX) important to note that electronic chart coverage
option. The GWX overlay will be discussed later. is a separate subscription than the FMS database
and may not cover the same regions.
STATUS Pages Other STAT pages are the Flight Control System
The file server unit (FSU) contains status pages (FCS) Diagnostics, Maintenance Main Menu, and
that indicate settings and configurations for the File Server Configuration. These pages mainly
IFIS system. Pressing the STAT key on the CCP contain maintenance related information and are
displays the last viewed page (Figure 16-107). The not necessary to be accessed by the pilot.
DATABASE EFFECTIVITY page indicates the
current dates of each installed item. If a database To return to an MFD map display, press the STAT
is out of date, the affected line is yellow. The CCP key again or one of the line select keys on the
MENU ADV and PUSH SELECT knobs are used MFD bezel.

16 AVIONICS
ELECTRONIC CHARTS
(OPTIONAL)
The IFIS system can optionally contain Jeppesen
created instrument charts. These charts are
loaded to the FSU through the dataloader
discussed earlier. It is important to note that the
chart coverage chosen is a different subscription
than the FMS coverage. The charts come from
Jeppesen while the FMS database comes from
Collins. See the dataloader section for more
database information.
Once a flight plan is entered in the CDU, the

E-Chart feature automatically links to the airports
in the Origin, Destination, and Alternate airport
fields. To retrieve the desired charts, press the
CHART key on the CCP (Figure 16-110). The
MFD stores the last viewed image and displays
that chart every time the CHART key is pressed.
There are two items to note due to this process.
Even if the FMS procedure has changed, pressing
the CHART key displays the last viewed chart, not
Figure 16-108. STAT Menu the new procedure’s chart. The pilot must change
the chart manually to agree with the procedure in
the FMS. Secondly, if the avionics have just been
turned on, then no chart will appear (the MFD
Figure 16-109. C
hart Subscription
(STAT Key)
Figure 16-110. MFD Chart Display

16 AVIONICS
does not have a chart stored in memory yet) and The cursor is moved with the CCP MENU
the pilot will have to choose the desired chart. ADV knob. Once over the desired entry, two
actions are possible with the PUSH SELECT
Choosing the desired chart is accomplished feature on the CCP DATA knob. A single press
by first pressing the CHART key and then the chooses the indicated chart for display on the
MENU key on the CCP (Figure 16-111). The MFD (e.g., the ILS Rwy 29R in the previous
CHART Main index is divided into these areas: figure). Secondly, pressing and holding the
ORIGIN, DESTINATION, ALTERNATE, and PUSH SELECT feature brings up a selection
OTHER AIRPORT. Only the OTHER AIRPORT menu allowing the choice of every chart in that
can be changed from this page. All other airport category (e.g., all airport diagram charts, all
identifiers are retrieved from the FMS flight plan. departure procedure charts, or all instrument
Procedures loaded in the FMS automatically link approach charts, etc.) (Figure 16-112).
to this menu and the shortcut field updates with
the new procedure and shows in magenta. There
are airports where multiple charts exist for one
runway (e.g., ILS Rwy 01 and Converging ILS
Rwy 01). For these airports, the shortcut field
is a white SELECT CHART and the pilot must
press the PUSH SELECT key and choose the KEGE 11-1 AIRPORT
APPROACH - KBJC
appropriate chart. It is important to note that the ALL PRECISION APPROACHES
FMS only contains one approach type for each 21-1 ILS RWY 29R
ALL NON-PRECISION APPROACHES
runway. Even though the Converging ILS Rwy 01 23-1 VOR DME RWY 29L/R
may be chosen for chart display, that procedure 28-1

28-2
GPS RWY 29R
GPS RWY 29L
will not be in the FMS database. Charts that have 29-1 VOR DME RWY 29R
been manually selected show in cyan. To exit out

of the menu, press the CCP ESC key.
Figure 16-112. MFD Chart Approach Index
After the chart is displayed, it is moved as needed

using the CCP joystick to display areas that
may be off the screen. An orientation button on
the CCP turns the chart clockwise 90 degrees.
Pressing the orientation key again returns the
chart to its original state. Additionally, there are
two levels of zoom using the CCP ZOOM key.
The first press zooms into the area bounded by
the green box (Figure 16-113). Another press of
the ZOOM key returns the chart to the original
size. To return to the MFD map imagery, press the
CHART key again or one of the line select keys
Figure 16-111. MFD Chart Menu on the MFD bezel.

16 AVIONICS
OR
Figure 16-113. MFD Chart Zoom Chart
If the chart is geo-referenced, the aircraft position

and orientation is displayed using a magenta
aircraft icon. (Figure 16-114). This indicates that
the latitude/longitude positions on the chart agree
with the GPS coordinate system, known as WGS-
84. When the aircraft icon does not appear, two Figure 16-114. M
FD Chart Geo-
possible symbols will appear at the upper right Reference Symbols
corner of the chart. A magenta symbol indicates
the chart is not geo-referenced. A yellow symbol to retrieve the desired charts. This feature can be
indicates the chart is geo-referenced but GPS1 used to view airport or airport chart information
present position data is not available. when it is not part of the FMS flight plan or the
link between FMS and FSU has failed.
Chart NOTAMS are also available from the Chart
Main Index when applicable. Caution should be At the bottom of the Chart Main Index is a
exercised since these NOTAMS were loaded at two level Chart Dimming control. Setting the
the last database update that may have been 14 DAY option displays charts in a standard white
days earlier. This information does not receive background color. Setting the NIGHT option
updates from an active datalink. changes the white background to a cyan hue
reducing the intensity of the MFD image during
To enter the OTHER AIRPORT information, the dark conditions.
cursor must be moved to that airport and then
press PUSH SELECT. This allows for manual After a chart is displayed, it can be changed using
entry of the identifier by spinning the CCP DATA the procedures described earlier or by using the
knob and advancing the cursor to the next letter DATA knob shortcut. By rotating the DATA knob
with the MENU ADV knob. After the identifier clockwise or counterclockwise, all the charts
is entered, pressing PUSH SELECT enters the linked for the current airport can be viewed with-
airport and allows the use of ANY CHART fields out having to navigate to the Chart Main Index.

16 AVIONICS
For instance, if the ILS Rwy 29R for KBJC is in format first and then press MENU on the CCP
view from (see Figure 16-111), one click coun- (Figure 16-115). The lower right option allows
terclockwise displays the RAMMS 5, TOMSN for graphical weather (GWX) to be turned ON
4 ARR chart or one click clockwise displays or OFF. This overlay depicts the FMS course
the Airport diagram. This is useful after landing along with NEXRAD returns to help anticipate
where a single click clockwise from the approach radar returns along the route of flight. The age of
chart displays the airport diagram and help with NEXRAD information is displayed at the upper
taxiway orientation. right portion of the PLAN map and should update
every time a new NEXRAD download is received.
Changing the range is accomplished with the DCP
GRAPHICAL WEATHER range knob. Changing the position of the map is
(OPTIONAL) accomplished using the MFD ADV key on the
CDU to advance the map to each FMS waypoint.
There are two weather providers that allow for
the display of select weather maps. These two
providers are not compatible and the aircraft is
configured for only one version. The XM weather
provider uses a satellite downlink system and is
available only for weather images within the US 48
contiguous states. The universal weather provider
uses a COMM3 VHF datalink and is available for
weather images for many parts of the world.
As with all satellite or radio-based weather, the

data provided should be used only with reference
to onboard radar and appropriate preflight plan-
ning. All downloaded information is a view of past
weather conditions and is not instantaneous. Some
information may be more than 15 minutes old and
unusable for appropriate weather avoidance.
XM Weather (GWX-3000)
The XM weather provider is labeled as the GWX-
3000 system for the Collins IFIS. XM weather
uses a satellite antenna collocated within the GPS
antenna housing on top of the aircraft. The antenna
is then connected to the XMWR-1000 unit in the
empennage avionics shelf. The XMWR-1000
receives the XM provided weather data and images
on a continuous basis and sends the information to
the file server unit (FSU) for potential display on
the MFD. Refer to the IFIS-5000 Operator’s Guide
for more detailed information.
Once images are available, they are displayed in

two MFD formats. For NEXRAD radar, weather
returns can be displayed on a dedicated weather
format or overlayed with the PLAN Map format. IFIS v6.0
All other images can only be displayed on the
dedicated weather format. To overlay NEXRAD Figure 16-115. M
FD PLAN Map
on the PLAN Map format, choose the PLAN Map Weather Overlay

16 AVIONICS
The dedicated weather format is chosen from the

FORMAT line select key on the MFD by choosing
GWX (Figure 16-116). This format is used for
NEXRAD and all other XM weather images and
information. The CCP is used to control all the
overlays and position of this format.
Figure 16-116. M
FD Dedicated
Graphical Weather
Format (XM Weather)
Pressing the CCP MENU key displays the XM

graphical weather menu (Figure 16-117). The
MENU ADV, DATA, and PUSH SELECT knobs IFIS v6.0
on the CCP are used to choose the applicable
options. The TAF/METAR reports are textual Figure 16-117. MFD XM Weather Menu
only and are chosen by pressing the PUSH
SELECT knob (Figure 16-118). Rotating the
DATA knob cycles through multiple pages if they
exist as indicated by “Page 1 of 2” in the figure.
The Origin, Destination, and Alternate airports
are chosen from the FMS flight plan. The Other
airport can be manually inserted as described
earlier in the Chart Main Index. To exit out of the
textual pages, press the CCP ESC key.
The NATIONAL METerological REPORTS are

also text only and are chosen with the PUSH
SELECT knob. Figure 16-118. MFD Metar Display
The Animated NEXRAD selection is available The available Overlays have ON or OFF selections
only after the XM system has downloaded at least that are controlled with the CCP. For version 6.0
three NEXRAD images. These are delivered IFIS aircraft, the Overlay selections appear in a
approximately every 6 minutes indicating that separate menu (Figure 16-119). The METAR
for the first 18 minutes of flight the NEXRAD overlay changes the airport symbols to visually
cannot be animated on the display. Once the indicate weather conditions. The SIGMET overlay
animation is possible, the AVAILABLE message indicates areas of SIGMET coverage with different
appears on the menu. colored boxes corresponding with the coordinates

16 AVIONICS
The graphical weather page can be moved using
the CCP joystick to the full extent of the United
States borders and is not limited by aircraft
position or FMS waypoints. Additionally, each
press of the CCP ZOOM key provides three levels
of zoom. Each level of zoom is indicated above
the weather map (Figure 16-121). Each level is
indicated with these labels: x1=Entire CONUS;
x4 = ¼ of CONUS; x16 = 1/16 of CONUS.
Figure 16-119. G
raphical Weather Overlay
Figure 16-121. MFD Graphical
Selections (IFIS v 6.0)
Weather Time Stamps
affected. The A/C FLIGHT INFO displays or
removes the aircraft icon to help orient present Time entries are also displayed above the weather
position with displayed weather. The FMS course map. The current UTC time is used to provide a
line is not viewable on the dedicated weather page. reference for the age of each chosen overlay. Once
an affected overlay exceeds a set age, the time
The last item, OVERLAY LEGENDS, defines below the label turns yellow with a yellow box.
what the colors and symbols represent on The pilot cannot request a specific update since
the dedicated weather page (Figure 16-120). XM weather is designed to continuously receive
Additionally, the ECHO TOPS overlay includes weather information. Caution should be exer-
textual descriptions of storm intensity that are cised when referencing the yellow label overlay
defined on this page. for weather information. If an overlay is selected
OFF, then the label and time stamp are removed.
Universal Weather (GWX-5000)

The Universal weather provider is labeled as the
GWX-5000 system for the Collins IFIS. Universal
weather uses an additional VHF COM3 radio and
an additional VHF antenna. The antenna is under
the empennage of the aircraft and is attached to
a Collins Communications Management Unit
(CMU-4000) in the aft avionics shelf. The CMU
handles all outbound and inbound COM3 VHF
transmissions that are requested from the pilot
through an additional CDU page. The COM3
Figure 16-120. Overlay Legends system is not connected to the audio panels or
audio controls in the cockpit. Optionally, the
CMU unit is capable of datalink communications
Finally, the RADIO ID field is the XM subscription (e.g., ACARS or AFIS) using an HF, SATCOM,
number needed when the XM feature needs to be and/or VHF radio.
turned ON initially or reinstated after it fails to
communicate with the satellite system. The universal weather provider is a request-only
system. Each weather image or weather data is first
Each press of the CCP ESC key removes one requested by the pilot through the CDU datalink
submenu at a time until all menus are removed and page. If the aircraft is within radio coverage of
the dedicated graphical weather page is in view.

16 AVIONICS
an appropriate ground-based tower, the image or The images shown only contain the graphical
information is sent via VHF communication to weather selection, but each page may contain
the CMU unit. A CDU and MFD message appears other optional items such as textual weather,
when the image is available for view. digital ATIS, received ATC messages, etc.
Selecting the REQ field for GRAPHICAL WX
To access the CDU graphical weather page, displays the available weather products (Figure
press IDX ± MCDU MENU. On this page, a 16-123). Navigating between the two available
Datalink (DL) option is available that shows the pages allows selection of the desired weather
Graphical Weather request page (Figure 16-122). image. Pressing the left side keys selects the
main image and turns it green. Pressing the right
side keys displays a new page where the desired
Region, Altitude, or Forecast time options can be
set for the selected image. Once the selections
are complete, pressing the SEND line select
key initiates the CMU communication with an
available VHF datalink tower. The REQUEST
STATUS option can be used to identify which
images are still downloading and which images
have been received. If the CDU is used for other
Figure 16-122. M
CDU Datalink Pages Figure 16-123. D
atalink Weather Selections
(Universal Weather) (Universal Weather)

16 AVIONICS
functions while the information is downloading,
a GWX RCVD message appears on the CDU
message line. This message remains active until
all the new images are viewed.
Once images are available, they are displayed in

two MFD formats. For United States NEXRAD
radar weather, returns can be displayed on a
dedicated weather format or overlayed with the
PLAN Map format. All other images can only
be displayed on the dedicated weather format.
To overlay NEXRAD on the PLAN Map format,
choose the PLAN Map format first and then
press MENU on the CCP (Figure 16-124). The
lower right option allows for graphical weather Figure 16-125. M
FD Dedicated Graphical
(GWX) to be turned ON or OFF. This overlay Weather Format
depicts the FMS course along with NEXRAD (Universal Weather)
returns to help anticipate radar returns along the
route of flight. The age of NEXRAD information weather image. To change the selection, press
is displayed at the upper right portion of the the CCP MENU key to display the Universal
PLAN map and should update every time a new weather menu page (Figure 16-126). The menu is
NEXRAD download is received. Changing the organized with the most recently received image
range is accomplished with the DCP range knob. at the top. Older items may be on the next page
Changing the position of the map is accomplished with up to 50 total stored images. Once an image
using the MFD ADV key on the CDU to advance is past a selected effective time, the entry turns
the map to each FMS waypoint. yellow to better indicate its age.
Figure 16-126. Universal Weather Menu
Use the CCP MENU ADV and PUSH SELECT

knobs to move the cursor and select the desired
weather image from the menu. The displayed
Figure 16-124. M
FD Plan Map image and corresponding time of effectiveness
Weather Overlay appears on the MFD. The image is static and can-
not be zoomed in or moved around. If weather
The dedicated weather format is chosen from from an adjacent area is desired, the appropriate
the FORMAT line select key on the MFD by image needs to be requested from the CDU and
choosing GWX (Figure 16-125). This format is then viewed when received.
used for NEXRAD and all other universal weather
images. The image that appears is the last viewed

16 AVIONICS
COMMUNICATION/ If the RTU is the only one still operating, then

selecting RTU allows that unit to tune both the
NAVIGATION SYSTEMS #1 and #2 radios. If the CDU is the only one still
operating, then selecting CDU allows that unit to
The Pro Line 21 avionics system uses either the tune both the #1 and #2 radios.
control display unit (CDU) or the radio tuning unit
(RTU) to tune the communication and navigation If radio tuning capability is lost from both the
radios and the transponder. The CDU and RTU RTU and the CDU, the EMER TUNE annunci-
provide redundant control of all devices. Rever- ator-switch on the reversionary panel may be
sionary control is provided should one unit fail. pushed to tune the No. 1 COM to the emergency
frequency 121.5 MHz (Figure 16-128). Activa-
tion of the switch is indicated by the illumination
RADIO SENSOR SYSTEM of the annunciator, 121.5, located on the switch.
The radio sensor system provides the
control, displays, and sensors for VHF voice
communication, HF voice communication (if
installed), VOR/ILS/DME, ADF, transponder
tuning, and TCAS II (if installed). The system
consists of the radio tuning unit (RTU-4220) in
the center instrument panel and the control display
unit (CDU) in the pedestal. The RTU is considered
to be the primary method of tuning, with the CDU
functioning as the secondary method of tuning.
The tuning capabilities of the CDU are accessed
by using the TUNE page as described earlier. Figure 16-128. Emergency
If Dual CDUs are installed, only the left CDU Frequency Button
(CDU 1) has radio tuning capabilities.
A RTU/CDU TUNE switch is on the reversionary VHF COMMUNICATIONS

panel (Figure 16-127). When this switch is in the SYSTEM
NORM position, radios may be tuned using either
the RTU or the CDU. Should the RTU become Two VHF-4000 communication transceivers
inoperable, tuning the #1 radios (COM1, NAV1, (COM 1 and COM 2) provide two-way
ADF1, etc) will not be possible. If the CDU should communications in the frequency range of
become inoperable, tuning the #2 radios (COM2, 118.000 through 136.975 MHz in 25 or 8.33
NAV2, ADF2, etc.) will not be possible. Moving kHz increments. These units are in the forward
the RTU/CDU TUNE switch to the operating avionics compartment. (See Appendix A.)
unit (CDU or RTU) returns full tuning capability.
The COM 1 antenna is on the top of the fuselage
while the COM 2 antenna is on the lower fuselage
(Figure 16-129).
VHF NAVIGATION SYSTEM

One NAV-4000 and one NAV-4500 navigation
receivers (NAV 1 and NAV 2) provide VOR and
Localizer navigation capabilities in the frequency
range of 108.00 through 117.95 MHz in 25 kHz
increments. The NAV-4000 also contains the
ADF receiver. As an option, the aircraft may be
Figure 16-127. RTU/CDU TUNE Switch equipped with two NAV-4000 units for a dual—
ADF installation.

16 AVIONICS
The NAV 1 and NAV 2 antennas are on either side
of the vertical stabilizer.
The CDU has the capability of automatically tun-

ing the VHF NAV receivers in order to improve
the calculation of aircraft position by the FMS.
This feature has no effect on current procedural
navigation aids and chooses only those VORs or
ILSs that provide the best signal reception and
position information. This auto tune function is
selected from the navigation portion of the CDU
TUNE page. The auto tune function is automati-
cally cancelled if any of the following occur.
Figure 16-130. RMT Tune Switch
• DME HOLD is selected
• A NAV receiver is manually tuned using
either the RTU or the CDU DISTANCE MEASURING
EQUIPMENT
• The FMS is deselected as a NAV source
The DME-4000 receiver determines slant-range
• A NAV receiver fails distance, groundspeed, and time-to-station for
the navaid tuned on the respective Nav receiver.
If a malfunction occurs when the auto tune func- A single DME-4000 is standard, but it contains
tion is active, it may be manually disabled using three channels. Channel 1 is the DME for NAV 1,
the RMT TUNE switch on the reversionary panel Channel 2 is the DME for NAV 2, and Channel 3
(Figure 16-130). Moving this switch from the is a “blind” channel that the FMS can use to tune
NORMAL position to the DISABLE position dis- any frequency it chooses. Should the optional
ables the auto tuning function of the CDU. This second DME-4000 be installed, Channel 1 for
includes the auto tune feature discussed here and each unit will be the DME for NAV 1 and NAV
localizer auto tuning after loading an approach. 2. Channels 2 and 3 for each DME-4000 will be
In other words, having the RMT TUNE switch “blind” channels that the FMS can use to tune any
selected to DISABLE requires the pilot to tune the frequency it selects.
NAV radios manually for all subsequent operations.
SKYWATCH
ANTENNA ELT ANTENNA
SATELLITE
(RIGHT SIDE OF FIN)
TCAS II (OPT)/ PHONE
TRANSPONDER (OPT) COMM 1 ANT LH,
RH
GPS
NAV
ANTENNA
ANT
GLS COMM 3
DME NO. 1 ANT (OPT)
ANT MKR
TRANSPONDER ANTENNAS
ANTENNA DME
TCAS II NO. 2
ANT ADF
ANT (OPT) RADIO
COMM 2 ANTENNA
ANT ALTIMETER
Figure 16-129. Antennas

16 AVIONICS
DME information is shown on the PFD (Figure

16-131) when the ground-based navigation source
is selected for display. If only FMS is selected,
then DME will not be displayed in the active NAV
location. In that case, a bearing pointer will have
to be displayed to get ground-based DME. The
DME receivers are tuned using the CDU tune
page or RTU. Each DME receiver can also be
automatically tuned by the FMS as described in
the VHF Navigation section. The DME antenna
is on the lower fuselage.
LOCALIZER
DME
VOR BEARING
POINTER DME
VOR BEARING
POINTER DME
NOT RECEIVED
DME DME WITH FMS

WITHOUT FMS
Figure 16-131. PFD DME Displays
A DME hold function allows retention of the cur-

rently tuned DME frequency after changing the
active frequency on the respective VHF Nav radio
(Figure 16-132). This can be selected by the DME
HOLD button on the RTU or the DME HOLD Figure 16-132. D
ME Hold Selection
option in the CDU. and Images
ATC TRANSPONDER
Dual TDR-94 Mode S transponders provide ATC
secondary radar returns. The transponder code
selection is done through either the CDU tune page
or the RTU. To activate the transponder, the ATC
switch must be moved to either 1 or 2 as desired
(Figure 16-133). This switch must be moved prior
to departure since this operation is not controlled
by weight on wheels. The Mode S does provide an
“on-ground” or “in-air” message for other TCAS
operators and ground-based ATC radar, but this
does not control the actual mode of the transponder. Figure 16-133. ATC Transponder Switch
Additionally, elementary or enhanced surveillance
transponders are available as options including

16 AVIONICS
Flight ID that can be entered with the RTU or
CDU (Figure 16-134). The antenna is on the lower
fuselage. In the optional TCAS II installations,
Dual TDR-94D Diversity Mode S transponders
are installed indicating that they have an antenna
on the top and bottom for each transponder.
AUDIO SYSTEM
The all-digital audio system manages the
communication and navigation systems. An audio
control panel adjacent to each pilot PFD enables
individual audio control (Figure 16-135).
A press-to-transmit (PTT) button on the outboard

horn of each control wheel facilitates com-
munication transmissions. A microphone jack
on each sidewall allows connection of headset
microphones. Two speakers in the cockpit ceil-
ing repeat audio heard through the headphones
(Figure 16-136). The speaker volume for audible
warnings cannot be muted. Additionally, each
pilot oxygen mask contains a microphone.
Passenger Address System

The passenger address (PA) system facilitates
amplified broadcasts to the cabin for passenger Figure 16-135. Audio Panels
announcements and seat belt and no smoking
chimes. The XMIT knob on the respective audio
panel controls PA broadcasts from the crew.
Figure 16-134. Flight ID Selection

16 AVIONICS
PUSH-TO-TALK
BUTTON
Audio Control Knobs
The audio control knobs control the volume of
the associated radio. Pushing the knob in turns
the audio off and pulling it out turns it on. These
controls are independent of AUTO COMM oper-
ation. Rotating the knob adjusts the volume.
COMM
1—Controls the COM 1 audio volume
2—Controls the COM 2 audio volume
SPEAKERS NAV
(ONE ON EACH SIDE)
1—Controls the NAV 1 audio volume
2—Controls the NAV 2 audio volume
DME
1—Controls the DME 1 audio volume
2—Controls the DME 2 audio volume
ADF
1—Controls the ADF 1 audio volume
2—Controls the ADF 2 audio volume (this knob
exists only if the optional 2nd ADF is installed)
HAND MIC AND
HEADSET HF
CONNECTION
Controls HF radio audio volume
Figure 16-136. Audio System Components
Audio Control Panels MKR

The audio control panels contain the follow- Controls the marker beacon audio volume
ing controls:
TEL
XMIT Controls the AirCell telephone volume
Selects the transmitter to be used and its associ-
ated audio if the AUTO COMM switch is on. INPH
Controls interphone communications. The knob
1—Selects COM 1 transceiver on the pilot’s audio panel can be pulled out and
2—Selects COM 2 transceiver pushed in to turn on and off the interphone sys-
tem and then rotated to control the pilot side
PA—Selects the PA system interphone volume. The copilot INPH knob is a
TEL—Selects the optional AirCell Phone volume control only.
HF—Selects the optional HF transceiver

16 AVIONICS
MIC COM and the PA. The pilot can transmit
and receive on COMM 1 using a hand
OXY—Selects the microphone in the associated mic or boom mic and cockpit speaker or
oxygen mask as the active microphone. headphones. The volume of radio recep-
Automatically turns ON the on-side tions is not controllable. Transmissions
cockpit overhead speaker. may be made on COMM 2 and the PA,
NORM—Selects the headset or hand microphone but COMM 2 receptions are not possible.
as the active microphone
Control Wheel (PTT) Switches
AUTO COMM Each control wheel has the following PTT
Controls operation of the auto comm system. switches and functions (Figure 16-137):
On—Allows audio from the selected transmit- MIC Button—
Controls COM radio and PA
ter on the XMIT knob to automatically be transmissions.
received without having to pull ON the
respective control knob. IDENT—Controls the transponder identification
Off—
Inhibits auto comm control and requires function.
the desired control knob to be pulled ON to
PUSH-TO-TALK
receive the audio. (MIC) BUTTON
SPKR
Controls the on-side cockpit overhead speaker.
IDENT
BUTTON
VOICE/BOTH/IDENT
Controls the NAV audio filter.
VOICE—Removes morse code identification and
allows only voice communications on
the NAV audios.
Figure 16-137. Control Wheel (PTT) Switches
BOTH—Voice communications and Morse code
identification are both heard on the NAV
audios.
RADIO TUNING UNIT
IDENT—
Only Morse code identifications are
audible on the NAV audios. As with the CDU, the radio tuning unit (RTU) can
be used for all radio tuning. Also similar to the
CDU is that all green frequencies are the active
AUDIO frequencies and all white frequencies are the
Controls reversionary operation of the on-side standby or unused frequencies (Figure 16-138).
audio control panel.
RTU Tuning
NORM—Places the on-side audio control panel
in normal mode. There are three methods of RTU radio tuning:
direct tuning, recall tuning, and tuning from the
ALTN—Places the on-side audio control panel preset pages.
in reversionary operation. This bypasses
the on-side audio amplifier and utilizes
the preset amplifier associated with each

16 AVIONICS
frequencies) and then swapping the active and recall

frequencies by pressing the recall line select key.
Preset Tuning
Preset tuning (i.e., stored frequencies) is enabled
when the TUNE MODE on the COM PRESET
PAGE is set to PRESET. The tuning knobs are then
used to select the desired preset memory number
instead of tuning a frequency (Figure 16-139).
Figure 16-138. Radio Tuning Unit
Direct Tuning
The radios are directly tuned by changing the
active frequency. This is accomplished when the
white cursor (hollow white box) is over the green
active frequency. Figure 16-139. RTU in Preset Tuning Mode
Recall Tuning Line Select Keys

Recall tuning is accomplished through tuning a The line select keys (LSK) are used to place the
frequency in the recall position (white color fre- cursor, navigate to a subpage, and make selections.
quencies) and then swapping the active and recall Pressing the line select keys once places the cursor
frequencies by pressing the recall line select key. (a hollow white box) around the frequency at that
location. Pressing the LSK next to active frequen-
RTU Tuning cies twice navigates to the appropriate menu display
page. Pressing the LSK next to standby frequencies
There are three methods of RTU radio tuning: twice swaps the active and recall frequencies.
direct tuning, recall tuning, and tuning from the
preset pages.
COM Operation
Direct Tuning The COM section of the RTU top-level page
provides tuning functions for the COM radio.
The radios are directly tuned by changing the Other COM control functions are handled on the
active frequency. This is accomplished when the dedicated COM main page and COM preset page.
white cursor (hollow white box) is over the green
active frequency. The active and recall frequency can be tuned from
either the COM section of the top-level page or
the COM main display page. The COM squelch,
Recall Tuning 8.33 and 25 kHz tuning, COM self-test and COM
Recall tuning is accomplished through tuning preset page access are controlled from the COM
a frequency in the recall position (white color main display page (Figure 16-140).

16 AVIONICS
Figure 16-141. RTU NAV Pages
Figure 16-140. RTU COMM Pages
The NAV preset page allows for storing known
frequencies. Once they are entered, the RTU pre-
The COM preset page allows for storing known set tuning option can be activated and frequencies
frequencies. Once they are entered, the RTU pre- are chosen simply by selecting the memory num-
set tuning option can be activated and frequencies ber rather than tuning the frequency. In this preset
are chosen simply by selecting the memory num- tuning mode, however, only the active frequency
ber rather than tuning the frequency. In this preset on the RTU top-level page can be tuned directly if
tuning mode, however, only the active frequency a different navigation source is required.
on the RTU top-level page can be tuned directly if
ATC gives a different frequency to contact.
ADF Operation
NAV Operation The ADF section on the RTU top-level page
provides tuning functions for the ADF radio.
The NAV section on the RTU top-level page Other ADF control functions are handled on the
provides tuning functions for the NAV radios. ADF main display page and ADF preset page.
Other NAV control functions are handled on the
NAV main display page and NAV preset page. The active frequency can be tuned from the ADF
section of the top-level page and both the active
The active and recall frequency can be tuned and the recall frequencies can be tuned from the
from either the NAV section of the top-level page ADF main display page. The ADF or ANT modes,
or the NAV main display page. Marker beacon BFO feature, ADF self-test, and ADF preset page
sensitivity, NAV self-test, and NAV preset page access are controlled from the ADF main display
access are controlled from the NAV main display page (Figure 16-142).
page (Figure 16-141).

16 AVIONICS
Figure 16-143. RTU ATC Page
Transponder Code Display

This display shows the selected transponder code.
IDENT Line Select Key and

Annunciation
The IDENT line select key controls the transpon-
der IDENT function. The IDENT annunciation
enlarges and changes to cyan during ident func-
Figure 16-142. RTU ADF Pages tions (approximately 18 seconds).
ATC Operation Altitude Source Annunciator

The ATC section on the RTU top-level page When Mode-C is enabled, the altitude data source
provides tuning functions for the ATC code. (ADC 1 or ADC 2) is shown in cyan below the
Other ATC control functions are handled on the altitude readout.
ATC main display page.
The active code can be selected from the ATC Mode-C Control
section of the top-level page and both the active
The ALT line select key controls altitude report-
and the recall codes can be set from the ATC main
ing. ALT is shown in larger cyan when altitude
display page. The Mode-C operation and self-test
reporting is selected. When selected off, only
initiation are also controlled on the ATC main
mode A replies are transmitted.
page display (Figure 16-143).
ATC Control Page Reporting Altitude Display

The Mode-C pressure altitude readout is shown
The ATC CONTROL page annunciations are
when altitude reporting is selected.
shown below:
ATC Source Annunciation Flight ID Display

The Flight ID, if option is installed, is displayed
The ATC source annunciation indicates which
and adjusted on the RTU top-level page and the
transponder the CDU and RTU are controlling.
ATC Control page.
Only one transponder is active at a time.

16 AVIONICS
TEST Function TCAS II OPERATION (OPTIONAL)
The TEST line select key initiates the transpon- The Rockwell Collins TCAS-4000 TCAS II is an
der self-test. The TEST annunciator enlarges in option that can be installed in the aircraft. This
cyan while the test is active (approximately 10 option replaces the standard ADF frequency on
seconds). page 1 and moves it to page 2 (Figure 16-145).
This allows for quick selection of the desired
TCAS mode from the main level page. Additional
XPDR FAIL Annunciator control is available on the TCAS main page.
XPDR FAIL appears in yellow to the right of the
ATC legend when a transponder fails.
HF OPERATION (OPTIONAL)
The Rockwell Collins HF-9000 is an option that
can be installed in the aircraft. This creates a sec-
ond page in the RTU. Pressing the NEXT PAGE
LSK on the top-level page accesses the optional
HF subdisplay (Figure 16-144). This display pro-
vides tuning functions for the HF radio. Refer to
the Aircraft Flight Manual and HF-9000 opera-
tors guide for more information.
Figure 16-145. RTU TCAS II Pages
CDU TUNING
TUNE PAGE Display
The TUNE PAGE has the following controls/dis-
plays. Similar to the RTU, all green frequencies
are the active frequencies and all white frequen-
cies are the standby or unused frequencies (Figure
16-146). For installations that have a second CDU,
this TUNE feature is not active on the right CDU
Figure 16-144. RTU HF Pages

16 AVIONICS
Figure 16-146. CDU Tune with TCAS I Figure 16-147. CDU Frequency Data
COM Display COM CONTROL Page

COM radio tuning is accomplished by entering The COM 1 or COM 2 CONTROL page is
the desired frequency in the scratchpad and then selected by pushing the respective COM 1 or
by touching either the first or second line select COM 2 line select key (the scratch pad must be
keys on either side. The second position serves as empty) (Figure 16-148). The top portion of this
the RECALL or PRESET frequency (i.e., standby display allows for turning the squelch ON or OFF
frequency) and is the standard method of entry. and for testing the COM radio.
Pressing the RECALL or PRESET key again
swaps the frequencies. If a frequency is inserted
in the first line, it will immediately be the active
frequency and the previous one moves to the
second line. For all frequencies, the decimal is
assumed and does not need to be inserted (e.g.,
123.4 can be entered as 1234). Additionally, the
active frequencies are always identical between
the RTU and CDU. Use caution when working
with the standby frequencies as they are handled
differently between the CDU and RTU.
For IFIS-equipped aircraft, there is another option

for tuning. The CDU contains a FREQUENCY
selection under the IDX (index) page (Figure
16-147). This page contains frequencies for those
airports entered into the flight plan. Press the Figure 16-148. CDU COMM Page
line select key next to the desired frequency and
it enters into the scratchpad. The pilot can then The lower section of this display contains
navigate to the TUNe page and the frequency is numbered COM PRESETS. This can contain
still in the scratchpad for use. up to 20 preset COM frequencies. Push the
NEXT or PREV function keys to select the next
The SQ OFF annunciation beside the COM leg- or previous preset page. To create or modify a
end appears when squelch has been disabled. TX COM PRESETS frequency, enter the desired
annunciates when the radio is transmitting. frequency into the scratchpad. Then push the
appropriate left line select key to transfer this
frequency to the numbered preset frequency

16 AVIONICS
field. If the frequency is valid, it displays in radio, and changing marker beacon sensitivity
the data field. Once this is done, a label can be (NAV1 CONTROL page only). See the VHF
applied by simply typing in the desired name Navigation System section discussed earlier for
and pressing the left line select key again. more information on AUTO vs MANual tuning.
To use these stored frequencies, press either the The lower section of this display contains the
left or right line select key from the COM PRE- NAV PRESETS. This section operates exactly
SETS page and it will immediately become the like the COM PRESETS discussed earlier.
active frequency. Another method is to simply
enter the corresponding memory number (1 thru
20) into the scratchpad and then insert that into ATC CONTROL Page
a COM tuning line. The associated frequency is The ATC CONTROL page is selected by pressing
entered automatically. the ATC line select key (the scratchpad must be
empty). (Figure 16-150). This page allows for
transponder code entry, altitude reporting selection,
NAV Display testing the transponder, and optionally entering a
NAV radio tuning is accomplished by inserting Flight ID. With the altitude reporting turned ON,
the nav frequency in the scratchpad and then the automatically selected ADC is displayed along
touching the appropriate NAV1 or NAV2 line with its corrected barometric pressure. Should
select key. Additionally, the nav radio identifier an ADC fail, the opposite ADC is automatically
can be typed into the scratch pad and selected by selected. Additionally, the selected code is always
touching the NAV line select key. The CDU tun- identical between the RTU and CDU.
ing will search the nearest frequency associated
with that identifier and enter it along with the nav
frequency. Additionally, the active frequencies
are always identical between the RTU and CDU.
NAV CONTROL Page

The NAV1 or NAV2 CONTROL page is selected
by pressing the respective NAV1 or NAV2 line
select key (the scratchpad must be empty) (Figure
16-149). The NAV CONTROL page then allows
for auto or manual tuning, DME hold, testing the
Figure 16-150. CDU ATC Page
The Flight ID field should contain only the

ATC given identifier or the aircraft registration
as appropriate.
To turn the transponder ON or OFF and to select

STBY, a separate switch on the reversionary panel
must be moved. See the ATC Transponder section
earlier in this chapter.
Figure 16-149. CDU NAV Page

16 AVIONICS
ADF CONTROL Page The TCAS display allows for TCAS mode
selection without having to enter a menu (Figure
The ADF control page is selected by pressing 16-152). Each press of the TCAS MODE line
the ADF line select key (the scratchpad must be select key cycles through the available modes.
empty) (Figure 16-151). The selected mode is then displayed on the PFD
and MFD on the lower right corner advisory
section (Figure 16-153). This selection works
together with the RTU, and either unit can change
the TCAS mode.
Figure 16-151. CDU ADF Page
From here, the ADF can be tuned, the beat

frequency oscillator (BFO) can be turned ON or
OFF, the mode selected, or the ADF can be tested. Figure 16-152. CDU TUNE with TCAS II
The BFO selection should only be used for an
NDB that cannot produce a typical Morse code
identifier. The ANT mode provides only an audio
output and does not create bearing-to-the-station
signals. The bearing pointer “parks” at the three
o’clock position. Both of these selections are
abnormal and the CDU annunciates on the main
level TUNe page when chosen.
The lower section of the display contains the ADF

PRESETS display. Just like the COM and NAV
radios, this can contain up to 20 preset ADF fre-
quencies. This section operates exactly like the
COM PRESETS discussed earlier.
Figure 16-153. MFD TCAS Display

TCAS Display and CONTROL
Page (Only with Optional TCAS II) The TCAS CONROL page is selected by pressing
The TCAS display and control pages allow for the TCAS line select key (Figure 16-154). This
manipulation of the Rockwell Collins TCAS- page allows for mode selection, altitude tag selec-
4000 TCAS II. When this option is installed, the tion (relative or absolute), turning “other” traffic
external TCAS buttons on the reversionary panel on or off, testing the TCAS system, or doing an
are removed and all control is accomplished extended test and choosing the altitude volume.
through the RTU or CDU. See the TCAS section later in this chapter for
more detail.

16 AVIONICS
HF Communications System
One HF communication radio, available as an
option, provides worldwide communications
capability. The Collins HF radio operates in the
HF band of 2.0000 to 29.9999 MHz in 100-Hz
steps. Operating emission modes include upper
sideband voice (UV), lower sideband voice (LV),
and amplitude modulation equivalent (AM). The
AM Emission Mode has a frequency bandwidth
of 15 KHz. Thus, radio stations with frequen-
cies separated by 15 KHz or less may be received
simultaneously. Both Simplex and Half-Duplex
Tuning Modes are available. Refer to the AFM and
HF-9000 operator's guide for more information.
Figure 16-154. CDU TCAS II Control
Ground Communications Power
HF Display and CONTROL Page When the battery switch is in the off position,
When the optional HF system is installed, the CDU the ground communications electric bus provides
HF display and HF control page allow for selec- electric power directly from the main aircraft
tion of frequencies, emission modes, power output battery when selected by the pilot. Control of the
selections, and squelch selections (Figure 16-155). system consists of a push on/push off solenoid-
Refer to the Aircraft Flight Manual and Collins held annunciator switch labeled GND COM
HF-9000 operator's guide for more information. and is located on the reversionary panel (Figure
16-156). Selection provides operation of COM 1
through the RTU utilizing the headsets or the hand
mic and cockpit speakers. No other radios are
available during ground comm operations. An ON
annunciation illuminates when ground comm has
been selected and extinguishes when deselected.
Figure 16-156. Radio Tuning Unit Switch
Figure 16-155. CDU HF Control

16 AVIONICS
Subsequent activation of the main battery switch

results in an automatic disconnect of the ground
ELECTRONIC STANDBY
communications bus from the com system; how- INSTRUMENT SYSTEM
ever, the normal method for deactivation of the
system is accomplished by pressing the GND The L3 avionics GH-3100 electronic standby
COM switch. This switch does not have a timer instrument system (ESIS) provides backup
and remains selected unless turned off, or the bat- attitude, heading, airspeed, and altitude
tery is turned on, or the voltage is depleted. information in a single display should a failure
with the Pro Line 21 system occur (Figure
16-158). The ESIS can also provide lateral and
Static Discharging vertical deviation information from NAV 1, with
A static electrical charge builds up on the surface of some limitations as discussed later in this section.
an airplane while in flight and causes interference
in radio and avionics equipment operation. The
charge is also dangerous to persons disembarking
after landing, as well as to persons performing
maintenance on the airplane. Static wicks (Figure
16-157) are installed on the training edges of
the flight surfaces and the wingtips and assist
discharging of the static electrical charge.
Figure 16-158. ESIS Display
The ESIS has the following controls:
ESIS Switch
The ESIS switch on the pilot left subpanel controls
power to the unit (Figure 16-159). During normal
operations, the ESIS is powered from the aircraft
electrical system. A 30-minute backup battery is
provided to power the ESIS should the aircraft
electrical input fail.
The TEST position tests the charge of the backup

battery in the avionics nose section. A green light
adjacent to the switch illuminates if a sufficient
Figure 16-157. Static Wicks charge is indicated.

16 AVIONICS
ALTITUDE—The aircraft altitude is displayed in
a tape format along the right hand
side. The present altitude is depicted
in a digital format within a box in
the center of the altitude tape. The
barometric pressure (shown at the top
of the altitude tape) is adjusted with
the adjustment knob. The ESIS ADC
generates this information. However,
the ADC retrieves air input from the
copilot’s static source and does not
have an independent port. This ESIS
altitude is not RVSM certified.
Figure 16-159. ESIS Power Switch
AIRSPEED—The aircraft airspeed is displayed in a
The ON position powers the ESIS from either the tape format along the left hand side.
aircraft electrical system or the ESIS battery. An The present airspeed is displayed in
amber light adjacent to the switch illuminates if a digital format within a box in the
only the ESIS battery is powering the unit. The center of the airspeed tape. A red band
ESIS battery will not provide backup power to is displayed at VMO/MMO and VSO.
NAV 1 if it has lost power from the aircraft elec- These indications are not associated
trical system. Loss of aircraft electrical prevents with any aural alerts. The ESIS ADC
its display on the ESIS. generates this information. The ADC
receives air input from the copilot’s
pitot source and does not have an
Adjustment Knob independent input.
The adjustment knob on the bezel of the ESIS
is used to set the barometric pressure setting or PITCH—Aircraft pitch is displayed on the attitude
make selections within a menu. Pushing the knob display through the use of a pitch "ladder"
selects standard pressure or selects the highlighted and an aircraft reference symbol. An
item on the menu when the menu is displayed. "excessive attitude" display provides
assistance in determining the direction the
pilot needs to pitch the aircraft to return to a
ESIS Display level pitch attitude. The excessive attitude
The ESIS display incorporates aircraft heading, display consists of red chevrons within the
altitude, airspeed, pitch, and roll data into a pitch ladder. During an excessive attitude
compact display. Nav data from NAV 1 is also condition, the NAV data is removed to
capable of being displayed provided NAV 1 declutter the display. The data is removed
is receiving power from the aircraft electrical when roll attitude exceeds 65° left or
system. A dedicated internal AHRS and an right bank or the pitch attitude exceeds
internal ADC provide data to the ESIS. 20° nosedown or 30° noseup. The ESIS
AHRS generates this information.
HEADING—
The aircraft heading is displayed
along the bottom in a tape format. ROLL—Aircraft roll attitude is depicted through
The compass “slides” horizontally the use of a sky pointer-type roll pointer
with a lubber line placed in the center and roll scale. A rectangular shaped slip/
denoting the current heading. This skid indicator is below the roll pointer
reference comes from the internal similar to the main Pro Line 21 displays.
AHRS and from a magnetometer The indicator moves with the roll pointer
at the base of the aircraft T-tail, and “slides” left and right to depict slip/
dedicated to the ESIS AHRS. skid information. The ESIS AHRS
generates this information.

16 AVIONICS
See the Pitot and Static System discussed earlier Nav On or Nav Off
in this chapter for the air source connections.
Displays or removes from the display the nav data
derived from NAV 1.
MENU Button
The MENU button on the bezel of the ESIS is used Set Crs
to configure the display. Once the button is pressed,
use the adjustment knob to move the cursor up or Provides selection of the course to be displayed
down the display (Figure 16-160). At the appropri- for the nav data. Rotating the adjustment knob
ate item, press the adjustment knob to enter that adjusts the course.
selection. A “…” placed at the end of the menu
selection indicates the presence of a submenu. The ILS BC or ILS Normal
following are available on the ESIS menu: Provides for normal or back course sensing of the
course needle in reference to the type of approach
being flown.
NAV Displays
Submenu allows selection of the DME speed (On
or Off) and DME time (On or Off) to be displayed
(Note that this information is from DME only and
not the FMS).
Baro Type
Allows selection of the barometric pressure to be
displayed in inHg, hPA, or MB.
Menu item selections are restored to the last

selected values after power is cycled.
MENU BUTTON
Figure 16-160. ESIS Menu

WEATHER RADAR
Set Brightness Offset SYSTEM
Provides for manual adjustment of the display The Collins WXR-852 radar system is installed
intensity. Rotating the adjustment knob adjusts in the Pro Line 21 King Air B200. The WXR-852
the brightness. provides precipitation-based turbulence detection
and has sector scan and autotilt functions.
Fast Align Weather radar controls are on the display control
Provides for realignment of the ESIS AHRS. panels (DCPs). Weather radar display is shown on
the MFD or PFD, depending on display selections.
The weather radar is operated in a split mode with
Set Heading independent radar scans shown on each PFD.
Provides for manual control of the compass. This
places the compass in the “free” mode. The following weather radar controls are on the
display control panel:

16 AVIONICS
RADAR Button Test Mode (TEST)
The RADAR button controls display of the The system self-test is initiated by selecting the
weather radar menus on the PFD (Figure 16-161). TEST mode of operation. A test pattern made up
of six rainbow-like arcs shows on the display(s)
when the TEST mode is active (Figure 16-162).
NON-IFIS
Figure 16-162. Test Mode
Map Mode (MAP)

The MAP mode allows the weather radar to pro-
vide the most detailed ground returns. The signal
processing and target display colors are changed
to accentuate ground features. Ground targets
show in cyan, green, yellow, and magenta (Fig-
ure 16-163). This mode should not be used for
weather avoidance.
IFIS
Figure 16-161. PFD Radar Menu
The following modes are selected with the

MODE line select key and are displayed on the
PFD’s weather radar status field.
Standby Mode (STBY)

The STBY (standby) mode inhibits the radar
transmitter and antenna scan drive. Selecting
STBY or TEST affects both pilot radar displays.
The other three modes (WX, WX+T, or MAP)
can be independently chosen. This STBY mode is
automatically selected 60 seconds after weight on Figure 16-163. Radar Ground Map Mode
wheels. However, once on the ground the radar can
be turned ON again by reselecting a desired mode.

16 AVIONICS
Weather Mode (WX)

Puts the weather radar in the basic weather
detection mode. The weather mode displays
precipitation-based returns in one of four colors:
green, yellow, red, or magenta. The highest
precipitation rates show in red (Figure 16-164).
ATTENUATION
BAR
Figure 16-165. R
adar Display Turbulence Mode
Turbulence Only Mode (TURB)

The turbulence only mode shows precipitation-
related turbulence targets only in their magenta
color (Figure 16-166).
Figure 16-164. R
adar Display with
Path Attenuation Bar
Should a significant return cause a potential
masking of the radar image, a yellow path
attenuation bar will appear on the display
bordering the outer range ring. This indicates a
potential radar “shadow,” and flight should not
be conducted into that region until the pilot is
assured it is clear of precipitation.
On IFIS-equipped aircraft, a small cyan indicator

sweeps along the outer range ring helping assure
that radar is ON even though the display may Figure 16-166. Turbulence Only Display
remain black (e.g., no returns).
This is useful for closely analyzing areas of
Weather + Turbulence Mode precipitation-related turbulence that have been
detected while in the WX+T mode. TURB mode
(WX + T) is automatically deselected in ranges greater
Detects precipitation and precipitation-related than 50 NM.
turbulence targets. The colors of the displays
remain unchanged from those of the weather
mode, with the addition of turbulence being dis-
Gain Control
played as magenta (Figure 16-165). The WX+T The current GAIN setting is displayed in a
mode is only active out to 50 NM. When a dis- box next to the GAIN legend (Figure 16-167).
play range greater than 50 NM is selected, the Turn the DATA knob (the MENU SET knob for
turbulence feature is automatically disabled. non-IFIS aircraft) on the DCP to set the gain
The turbulence detection is reactivated once the at NORM, ±1, ±2, or ±3. Use caution when
selected range is 50 NM or less. selecting a setting other than NORM as this will

16 AVIONICS
Figure 16-167. Radar Gain Display
Figure 16-168. Pilot PFD with TGT
change the purpose of the standard radar colors.
(i.e., a green area may actually be yellow or red Cyan TGT—
indicates the target function is
in NORM setting and should be avoided). selected when the PFDs and MFD
are not displaying radar. This
indicates the system is working
Sector Scan Function appropriately.
The sector scan function limits the sweep of the
radar to ± 30° sweep (60° total), providing for White TGT—
indicates the target function
faster updates. When this is not selected, the stan- is selected but both PFDs are
dard sweep is ± 60° (120° total). displaying TERRain. In this
orientation, the target function does
not work. At least one display must
Antenna Stabilization have terrain deselected.
The ability to manually remove antenna stabilization
is only available on non-IFIS aircraft. The antenna Yellow TGT—
indicates the target function has
stabilization function enables or disables automatic detected a significant return and
stabilization of the radar antenna. When enabled, radar should be selected for display
the antenna sweep maintains a constant angle to see the area of interest. This
relative to the earth’s surface as the aircraft’s pitch does not cause the radar display to
and bank change. This eliminates ground returns auto “pop up.”
when banking the aircraft and allows for a precise
left and right sweep. The target alert function searches in a ±15° sector in
front of the aircraft within a range of 7 to 200 NM.
For IFIS-equipped aircraft, this feature is always
selected and cannot be manually deselected. GCS Button
The GCS button controls ground clutter sup-
Target Alert Function pression. When selected, the system suppresses
The target alert function allows radar display ground returns (clutter) in the WX and WX+T
to be deselected while the system continues modes to help identify precipitation targets. GCS
monitoring the intensity of radar returns. The is only active for 30 seconds. GCS annunciates on
following annunciations on the PFD indicate how the PFD and MFD when the radar mode is on and
this feature is working (Figure 16-168): the GCS button has been pressed (Figure 16-169).

16 AVIONICS
Figure 16-170. Radar Tilt Display
RANGE Knob
The RANGE knob controls the scanning range
Figure 16-169. R
adar Ground shown on the MFD map and radar pictorial.
Clutter Supression Range annunciations are shown on the displays
as discussed earlier.
TILT Control
The TILT knob controls the antenna tilt angle. COCKPIT VOICE
The selected angle (-15 to +15 degrees) is dis-
played with the letter T on the displays (Figure RECORDER
16-170). Since each pilot has a tilt control, the
radar produces an image on only one sweep. This The typical cockpit voice recorder (CVR) is the
enables the pilot’s tilt to be shown on the clock- Fairchild FA2100, which simultaneously records
wise sweep while the copilot’s tilt can be shown audio from each audio panel, PA system, and
on the counterclockwise sweep. the cockpit area microphone. Depending on the
selected option, this can be a recording of 30
minutes or 2 hours on the solid-state recorder.
PUSH AUTO TILT Button An impact switch stops further recording when
sufficient g-force is encountered.
The PUSH AUTO TILT button in the center of the
TILT/RANGE knob selects automatic antenna tilt There are two styles of controller versions installed
control. The letter A adjacent to the tilt angle indi- on the pedestal of the aircraft (Figure 16-171).
cates that autotilt is selected. The autotilt function Refer to the Aircraft Flight Manual supplement for
compensates for aircraft attitude changes and necessary test procedures of the installed CVR.
range changes by adjusting the tilt angle to main-
tain the selected reference to ground. This causes
the tilt number to change when pitching up, pitch-
ing down, or changing the range.

16 AVIONICS
Figure 16-172. ELT Manual Switch
Figure 16-171. CVR Controllers An amber light is adjacent to the switch that
illuminates any time the ELT has been acti-
EMERGENCY LOCATOR vated, either manually or automatically. The ELT
automatically activates, with the “G” switch,
TRANSMITTER regardless of the position of the remote switch.
The emergency locator transmitter (ELT) is

designed to provide beacon location to the
aircraft after a crash. The ELT automatically
ENHANCED GROUND
activates during a crash and transmits a sweeping PROXIMITY WARNING
tone on 121.5 MHz, 243 MHz, and 406 MHz,
through a system of satellites. This activation SYSTEM
is independent of the remote switch setting or
availability of aircraft power. The ability of the (Applicable to aircraft serials: BB-1834,
ELT to transmit on 406 MHz requires that the BB-1843 thru BB-2000, BL-148 thru
ELT be activated with the National Oceanic and BL-151, and BL-158, BY-1 thru BY-57,
Atmospheric Association (NOAA) as the beacon except BY-42)
provides a unique identifier code traceable to a The Honeywell Mark VIII enhanced ground prox-
specific aircraft and operator. The registration is imity warning system (EGPWS) provides visual
free, good for two years, and can be done online and aural cautions and warnings to the pilot of
at www.beaconregistration.noaa.gov. potential collision with terrain or obstructions,
other potentially unsafe conditions, as well as
The remote switch on the left-hand sidewall of altitude awareness callouts. The EGPWS has two
the cockpit is installed to perform the following versions of operation: basic GPWS and enhanced
functions (Figure 16-172): GPWS (EGPWS).
• Test the ELT
• Deactivate the ELT if it has been inadver- BASIC GROUND PROXIMITY
tently activated by the “G” switch WARNING SYSTEM
• Activate the ELT in an in-flight emergency The following operating modes generate cautions
if an off-airport landing is anticipated and warnings that are part of the basic GPWS.
The cautions generate a GND PROX PFD
• Activate the ELT after an off-airport landing, message while the warnings generate a PULL
if the impact did not automatically activate it

16 AVIONICS
UP PFD message. (Figure 16-173). Each caution The following equipment is required to be opera-
and warning is also accompanied by an aural tional for the proper function of Modes 1 through
command as shown in Table 16-1. This portion of 6 of the Mark VIII system:
the MK VIII system is solely related to the radio
altimeter. If the radio altimeter were to fail, an 1. Enhanced ground proximity warning
appropriate GPWS annunciator would appear on computer (EGPWC)
the PFDs indicating that all the following modes 2. Radio altimeter
are inoperative (Figure 16-174).
3. Vertical speed from the air data computer
4. Airspeed from the air data computer
5. Glide-slope deviation
6. Landing gear position
7. Flap position
8. Roll attitude from pilot’s attitude system (for
BANK ANGLE voice message)
9. Decision height system (for MINIMUMS
voice message)
The following Mode 6 advisory callouts are

enabled for altitude awareness:
1. Five hundred (classified as a smart callout)
2. Two hundred
3. One hundred
4. Fifty
5. Forty
6. Thirty
7. Twenty
Figure 16-173. P
FD GND PROX and
PULL UP Annunciators 8. Ten
9. Minimums
Three push-button switch annunciators are

directly in front of the pilot between the pilot PFD
and the MFD (Figure 16-175 and Table 16-2).
These pushbuttons allow the pilot to desensitize
modes 1, 4b, and 5, and the enhanced modes for
abnormal operations.
Figure 16-174. GPWS Failure Annunciators

16 AVIONICS
Table 16-1. GPWS CAUTIONS AND WARNINGS
PFD CAUTION PFD WARNING AURAL
MODE FUNCTION AURAL CAUTION
MESSAGE MESSAGE WARNING
1 Excessive Descent Rate GND PROX Sink Rate PULL UP Pull Up
2 Excessive Closure on Terrain GND PROX Sink Rate PULL UP Pull Up
Don’t Sink,
3 Altitude Loss After Takeoff GND PROX
Don’t Sink
4a Unsafe Terrain Clearance GND PROX Too Low, Gear
4b Unsafe Terrain Clearance GND PROX Too Low, Flaps
4c Unsafe Terrain Clearance GND PROX Too Low, Terrain
Excessive Glide-Slope Glide Slope,
5 GND PROX Glide Slope GND PROX
Deviation Glide Slope
6 Bank Angle Bank Angle
Smart 500, 200, 100,
Altitude Callouts
50, 40, 30, 20, 10
Minimums,
Minimums
Minimums
Table 16-2. EGPWS BUTTONS

SWITCH/
COLOR FUNCTION
ANNUNCIATOR
Pressing the switch disables
the TOO LOW FLAPS
GPWS portion of the GPWS Mode
FLAP AMBER 4b alert and desensitizes the
OVRD Mode 1 alert boundaries.
The annunciator illuminates
when the switch is pressed.
Illuminates to indicate the
GPWS Mode 5 glide-slope
alert has been inhibited. While
G/S the airplane is on the ground,
AMBER
INHIBIT this switch is used to initiate
the EGPWS system self-test.
The annunciator illuminates
when the switch is pressed.
Pressing the switch deselects
all enhanced functions of
Figure 16-175. EGPWS Buttons TERR
GREEN the EGPWS system. The
INHIBIT
annunciator illuminates when
the switch is pressed.
ENHANCED GROUND
PROXIMITY WARNING SYSTEM database is Honeywell specific and contained
within the ground proximity unit in the nose of the
The enhanced features of the EGPWS include aircraft. It is not mandatory to update this database;
terrain (or obstacle) alerting and display (TAD) however, it helps eliminate nuisance alerts by
and the terrain clearance floor (TCF). Terrain updating airport and obstacle information.
for the whole world and obstacles of 100 feet or
more are contained in a database that covers the The TCF creates an increasing terrain clearance
United States, parts of Canada, the Caribbean, and envelope around the nearest airport runway
gradually the rest of the world. These functions and generates alerts based on current aircraft
require GPS1 latitude/longitude, aircraft altitude, location, the nearest runway center point, and
and the terrain/airport database. Note that the radio altitude. TCF protection is provided in all

16 AVIONICS
aircraft configurations and protects from those

conditions where the airport may be located on
higher terrain than what is currently under the
aircraft. The nominal airport altitude is extended
outward from the airport area and a caution will
alert the aircraft even though it is not close to the
immediate terrain.
The TAD algorithms continuously compute

terrain clearance envelopes ahead of the aircraft.
Two envelopes are computed, one corresponding
to a Terrain Caution Alert (roughly 60 seconds
prior to impact) and the other corresponding to a
Terrain Warning Alert (roughly 30 seconds prior Figure 16-176. EGPWS Terrain Display
to impact). If the boundaries of these envelopes
conflict with terrain or obstacle elevation data, Selection of weather radar and terrain display are
alerts are issued. The Caution and Warning mutually exclusive.
envelopes use the terrain clearance floor as a
baseline, and look ahead of the aircraft in a volume The following equipment is required to be opera-
that is calculated as a function of groundspeed, tional for the proper functioning of the enhanced
flight path angle, and track. features of the Mark VIII EGPWS system:
If terrain or obstacle data penetrates the caution or 1. Enhanced ground proximity warning com-
warning envelopes, then the corresponding aural puter (EGPWC)
and visual alerts are generated. Additionally, the 2. Heading from the No. 1 compass system
terrain display will automatically pop up on the
MFD and display any terrain penetrating the 3. GPS position from the FMS (if GPS position
warning envelope in solid red with a 10 NM range. is not available/reliable, the TERR INHIB
If the display has been automatically changed to switch/annunciator must be pushed)
terrain by the pop up feature, the original display 4. Terrain and obstacle database
needs to be manually reselected after the terrain
conflict has been resolved. Should a failure of one of these items occur, a
TERR and TERRAIN FAIL annunciator will
It is important to note that the EGPWS system appear on the AFDs and the terrain/obstacle
does not account for performance degradation display will be removed (Figure 16-177). Once
or actual climb capability of the aircraft. This
requires good situational awareness of the
surrounding terrain to help define the best escape
route should it become necessary.
Terrain display can be selected manually at any

time. Areas of terrain sufficiently close to the
aircraft that do not penetrate the terrain caution
or warning envelopes are depicted by areas of
red, yellow, or green dot patterns (Figure 16-176).
The color and dot density vary based on terrain
elevation relative to the aircraft. Magenta coloring
is used to indicate areas where terrain information
is unavailable.
Figure 16-177. E
GPWS Terrain Fail and
EGPWS terrain display overlay is available TERR Annunciators
only on present position map and arc formats.

16 AVIONICS
the accuracy of the enhanced features is reduced
or has failed, the TERR INHIB switch should be
TERRAIN AWARENESS
pushed to eliminate any misleading information. AND WARNING SYSTEM
This causes the ground proximity system to
revert to a basic GPWS and use only the radio (TAWS+)
altimeter for further callouts. EGPWS cautions
and warnings are listed in Table 16-3. (Applicable to aircraft serials: BB-2001 and
After, BL-152 and After, except BL-158,
The following enhanced features are available: BY-42, BY-58 and After, BZ-1 and After)
The Aviation Communication and Surveillance
1. A visual display of terrain on the PFDs
Systems (ACSS) TAWS+ system uses a ground
and/or the MFD which is configured for:
collision avoidance module (GCAM) to provide
a. Peaks Display both predictive and reactive alerts. These alerts
consist of visual and aural cautions and warn-
b. Pop-Up feature 10 NM range (MFD only) ings to the pilot of potential collision with terrain
or obstructions, other potentially unsafe condi-
NOTE tions, as well as altitude awareness callouts. The
The autoranging feature affects the TAWS+ has two areas of operation: basic ground
pilot PFD and MFD. proximity (reactive) and enhanced ground prox-
imity (predictive).
2. Forward Looking Terrain and Obstacle
Cautions and Warnings BASIC GROUND PROXIMITY
3. Envelope Modulation of GPWS
WARNINGS (REACTIVE)
Modes 1, 2, 3, 4, 5, and 6. The following operating modes generate cautions
4. Runway Field Clearance Floor (RFCF) and warnings that are part of the basic ground
proximity warnings. The cautions generate a GND
5. Terrain Clearance Floor (TCF) PROX PFD message while the warnings generate
(Also requires a radio altitude input) a PULL UP PFD message (Figure 16-178). Each
caution and warning is also accompanied by
an aural command as shown in Table 16-4. This
Table 16-3. EGPWS CAUTIONS AND WARNINGS

Terrain,
Terrain Alerting Caution Terrain, Terrain,
and Display Caution Terrain Pull Up
TAD Or GND PROX Or PULL UP Or
Obstacle Alerting Caution Obstacle, Obstacle,
and Display Caution Obstacle Obstacle,
Pull Up
Terrain,
TCF Terrain Clearance Floor GND PROX Too Low, Terrain PULL UP Terrain,
Pull Up

16 AVIONICS
Figure 16-179. TAWS Failure Annunciators
The following equipment is required to be opera-

tional for the proper function of Modes 1 through
6 of the TAWS+ system:
1. TAWS+ Warning System Computer
2. Radio Altimeter
3. Vertical Speed from the Air Data Computer
4. Airspeed from the Air Data Computer
Figure 16-178. P
FD GND PROX and 5. Glideslope Deviation
PULL UP Annunciators 6. Localizer Deviation
7. Landing Gear Position
portion of the TAWS+ system is solely related
to the radio altimeter. If the radio altimeter were 8. Flap Position
to fail, an appropriate TAWS annunciator would 9. Roll Attitude from Pilot’s Attitude System
appear on the PFDs indicating that the basic ground (for BANK ANGLE voice message)
proximity modes are inoperative (Figure 16-179).
10. Decision Height System (for MINIMUMS
voice message)
Table 16-4. BASIC CAUTIONS AND WARNINGS

1 Excessive Descent Rate GND PROX Sink Rate PULL UP Pull Up
2 Excessive Closure on Terrain GND PROX TERRAIN, TERRAIN PULL UP Pull Up
Don’t Sink,
3 Altitude Loss After Takeoff GND PROX
Don’t Sink
4a Unsafe Terrain Clearance GND PROX Too Low, Gear
4b Unsafe Terrain Clearance GND PROX Too Low, Flaps
5 Excessive Glideslope Deviation GND PROX Glideslope
6 Bank Angle Bank Angle
500, 200, 100, 50,
Altitude Callouts
40, 30, 20, 10
Minimums,
Minimums
Minimums

16 AVIONICS
The following Mode 6 advisory callouts are
Table 16-5. TAWS BUTTONS
enabled for altitude awareness:
SWITCH/
1. Five Hundred ANNUNCIATOR
COLOR FUNCTION
2. Two Hundred Pressing the switch

disables the TOO LOW
3. One Hundred FLAPS portion of the
TAWS+ Mode 4b alert
4. Fifty FLAP AMBER boundaries and also
desensitizes the Mode 2
5. Forty envelope. The annunciator
illuminates when the switch
6. Thirty is pressed.
Illuminates to indicate the
7. Twenty TAWS+ Mode 5 glideslope
alert has been inhibited.
8. Ten While the airplane is on
the ground, this switch
9. Minimums is used to initiate the
TAWS+ system selftest.
The “ACTIVE” annunciator
Three push-button switch annunciators are illuminates amber
directly in front of the pilot between the pilot PFD G/S AMBER
momentarily when pressed
and the MFD (Figure 16-180). These pushbuttons and then extinguishes
when released. However,
allow the pilot to desensitize the following listed the glideslope alerting will
modes (Table 16-5) and remove the enhanced remain inhibited although
ground proximity feature when necessary. the “ACTIVE” legend will
be extinguished. The inhibit
function is enabled below
2000ft AGL and disabled at
30ft AGL or after climbing
above 2000ft AGL.
Pressing the switch
deselects all enhanced
functions of the TAWS+
TERR AMBER
system. The annunciator
illuminates when the switch
is pressed.
Terrain for the entire world and obstacles of 250 feet

or more in height are contained in the TAWS+ unit
(the obstacle coverage is primarily US and parts of
Canada and Mexico but is gradually expanding).
These functions require GPS1 latitude/longitude,
airplane altitude, and the terrain/airport database.
Note that the database is ACSS specific and

Figure 16-180. TAWS Buttons contained within the ground proximity unit in the
nose of the aircraft. It is not mandatory to update
this database; however, it will help eliminate
ENHANCED GROUND PROXIMITY nuisance alerts by updating airport and obstacle
information. The update procedure requires access
WARNINGS (PREDICTIVE) to the aircraft nose avionics section and must
The enhanced features of the TAWS+ system allows be accomplished by qualified personnel. After
look-ahead protection for terrain and obstacles that downloading the database from the ACSS website,
are currently within the flight path or expected to be a compact flash (CF) card is used to transport
in the flight path due to current descent profile. This data to the aircraft. A series of lights on the unit
is referred to as collision prediction alerting (CPA). indicate successful or unsuccessful loading.

16 AVIONICS
Terrain display can be selected manually at any aural and visual alerts are generated (Table 16-6).
time. Areas of terrain sufficiently close to the The terrain display will not automatically pop up
aircraft that do not penetrate the terrain caution on the displays, however, the TERR line select
or warning envelopes are depicted by areas key will be highlighted with a cyan box. If the
of red, yellow, or green dot patterns (Figure TERR line select key is pressed, the terrain image
16-181). The color and dot density vary based on appears automatically scaled at a 10 NM range.
terrain elevation relative to the aircraft. Magenta This range cannot be changed as long as the
coloring is used to indicate areas where terrain TAWS+ cautions or warnings are still active.
information is unavailable. The TAWS+ terrain
display overlay is available only on present A feature called the terrain advisory line (TAL) is
position map and arc formats. Additionally, used to alert the pilot where the first aural callout will
weather radar and terrain cannot be selected be heard if the current aircraft path is maintained.
simultaneously on the same display. This appears as small, amber arcs between the
aircraft present position and the terrain (Figure
If terrain or obstacle data penetrates the caution 16-182). Should the aircraft path be maintained or a
or warning envelopes, then the corresponding climb not initiated, the first aural alert occurs when
the aircraft position arrives at the TAL arc.
Figure 16-181. TAWS Terrain Display Figure 16-182. Terrain Advisory Line
Table 16-6. TAWS+ CAUTIONS AND WARNINGS

MODE/FUNCTION AURAL CAUTION
Terrain,
Terrain,
Pull Up,
Pull Up
Or
Terrain Alerting Caution Terrain,
Obstacle,
and Display (TAD) Caution Terrain
Obstacle,
Or GND PROX Or PULL UP Pull Up,
Pull Up
Obstacle Alerting Caution Obstacle,
and Display Caution Obstacle Or
"Avoid
Obstacle"
Or
"Avoid Terrain"
Premature Descent
GND PROX Too Low, Terrain N/A N/A
Alerting (PDA)

16 AVIONICS
Another TAWS+ feature uses a generic Should a failure of one of these items occur, a
performance model to alert the pilot in situations TERR and TERRAIN FAIL annunciator will
where the terrain cannot be climbed over. Instead appear on the AFDs and the terrain/obstacle
of the usual “PULL UP, PULL UP” callouts, the display is removed (Figure 16-184). Once the
aural alert will be “AVOID TERRAIN, AVOID accuracy of the enhanced features is reduced or
TERRAIN.” This indicates a maneuver other has failed, the TERR INHIB switch should be
than a straight ahead climb is needed to clear pushed to eliminate any misleading information.
the terrain. Using judgment of the surrounding This causes the enhanced ground proximity
environment, this may involve a climbing right system to revert to a basic ground proximity
or left turn. If the terrain display is selected, the warning system and use only the radio altimeter
“AVOID TERRAIN” area will contain a red and for further callouts.
black checkerboard pattern to help further decide
which direction to turn (Figure 16-183).
Figure 16-184. T
errain Fail and
Figure 16-183. Avoid Terrain Warning TERR Annunciations
It is important to note that this installation

of the TAWS+ system does not account for TRAFFIC COLLISION
performance degradation or current climb
capability of the aircraft. It contains a generic AND AVOIDANCE
climb model only. This requires good situational SYSTEM (TCAS I)
awareness of the surrounding terrain to avoid
getting into unrecoverable positions. The The L3 Communications SKYWATCH HP
following annunciators, voice alerts, and voice Traffic Collision and Avoidance System (TCAS),
warnings are provided for the enhanced features Model SKY899, is to be used for aiding visual
of the TAWS+ system. acquisition of conflicting traffic. The system
includes a transmitter-receiver computer (TRC)
The following equipment is required to be opera- and a directional antenna on the top of the fuselage.
tional for the proper functioning of the enhanced The installation receives pressure altitude
features of the TAWS+ system: information from the pilot’s or copilot’s encoding
1. TAWS+ Warning Computer altimeter through the No. 1 or No. 2 transponder.
The system also receives inputs from the right
2. Heading from the No. 1 Compass System weight-on-wheels switch, the right landing gear
3. GPS position downlock switch, and heading input from the
No. 1 compass. The system is powered from the
4. Terrain and Airport Data Base left generator avionics bus and is protected by a
5-amp circuit breaker, placarded TCAS.

16 AVIONICS
The display of traffic can selected on the MFD

by pressing and holding the TFC line key for
more than one second or by navigating through
the lower format key (Figure 16-185). For IFIS-
installed aircraft, TCAS is also available for
display on the PFDs by using the TFC line key.
However, if TCAS is selected for display on the
HSI format, this limits the range to 50 NM. The
TCAS must be deselected from the PFD or the
PFD must be placed in the ARC or MAP formats
for the range to extend beyond 50 NM.
The SKY899 has the following controls:
Operating Mode Button

This switch/light is placarded ON/STBY
(Figure 16-186). ON is illuminated when the
system is in the operating mode. The switch/
light is blank when the system is in the standby
mode. On the ground, this switch can be used
to change the operating mode between ON and
STBY. In flight, this switch is inactive and the
system is continuously ON due to inputs from
the squat switch.
Figure 16-185. TCAS I TEST
The SKY899 TAS is an active system that

operates as an aircraft-to-aircraft interrogation Figure 16-186. Operating Mode Button
device. The system can interrogate up to 35
different aircraft transponders in a 35 NM radius
in the same way ground-based radar interrogates Display Range Knob
aircraft transponders. When the SKY899 receives
replies to its interrogations, it computes the The display range is controlled through the range
responding aircraft’s range, relative bearing, knob on the display control panel (DCP).
relative altitude, and closure rate. The SKY899
then predicts collision threats and plots the eight
most threatening aircraft locations.

16 AVIONICS
Vertical Display Mode/Test Button Data Tag (Example +04)
This pushbutton is placarded TEST/ALT. On the A two-digit number representing the relative
ground, pressing this button initiates an internal altitude, in hundreds of feet, of the intruder aircraft
self-test. This test should be conducted before the is shown above or below the traffic symbol. A
first flight of the day. When the TCAS is turned positive data tag will be shown above the traffic
ON, this button acts as a vertical display mode symbol representing that the intruder is located
control, allowing the pilot to toggle the display above your aircraft. A negative data tag will be
between ABOVE, BELOW, ABOVE/BELOW, shown below the traffic symbol representing that
and Normal. the intruder is located below your aircraft. If the
intruder is located at the same altitude as your
The SKY899 displays the following features: aircraft, 00 is displayed above the traffic symbol.
Four altitude display modes are available:

Solid Yellow Circle
This is the traffic advisory (TA) symbol that
depicts an intruder aircraft that may pose a colli-
Look-Up Mode (ABOVE)
sion threat. This is accompanied by the aural alert Displays traffic detected within +9,000 feet to
“TRAFFIC, TRAFFIC.” Additionally, the PFD –2,700 feet of your aircraft.
annunciates a flashing TRAFFIC below the atti-
tude indicator.
Normal Mode (blank)
Displays traffic detected within ±2,700 feet of
Solid Cyan Diamond your aircraft.
This is the proximate traffic symbol that is gener-
ated when intruder traffic is detected within 6 NM
and 1200 feet, but does not pose a threat. Look-Down Mode (BELOW)
Displays traffic detected within +2,700 feet to
–9,000 feet of your aircraft.
Open Cyan Diamond
This is the symbol for other traffic and is gener-
ated to represent an intruder aircraft that has been Unrestricted Mode
detected but it outside of the proximate traffic (ABOVE/BELOW)
boundary. Displays traffic detected within ±9,000 feet of
your aircraft.
Solid Yellow Semicircle
When the TCAS self-test is conducted, the fol-
This is a traffic advisory (TA) symbol that is lowing test pattern is displayed on the MFD:
generated when an intruder aircraft may pose a
collision threat but is out of the current display • Traffic Advisory (solid yellow circle) will
range. appear at 9 o’clock, range 2 miles, 200 feet
below and climbing.
Vertical Trend Arrow • Proximate Traffic (solid cyan diamond)
will appear at 1 o’clock, range 3.6 miles,
The vertical trend arrow appears to the right of 1000 feet below and descending.
the traffic symbol to indicate that the intruder air-
craft is climbing or descending at a rate greater • Other Traffic (open cyan diamond) will
than 500 fpm. The arrow will be pointing up or appear at 11 o’clock, range 3. 6 miles,
down as appropriate for the climb or descent. The flying level 1000 feet above, and in level
vertical trend arrow will not be displayed for non- flight.
altitude reporting aircraft.

16 AVIONICS
The SKY899 has the following automatic features: If the intruder gets within 20 to 35 seconds
(depending upon altitude) of the CPA, it is con-
Using the right weight-on-wheels switch, the sidered a threat, and a resolution advisory (RA) is
system automatically switches from the STBY issued. This RA provides a recommended vertical
mode to the ON mode in the 6 NM range and maneuver using modified instantaneous vertical
ABOVE mode approximately 8 to 10 seconds speed indicators (IVSIs) and voice messages to
after takeoff. provide adequate vertical separation from the
threat aircraft (a corrective RA) or prevents initia-
Using the right weight-on-wheels switch, the tion of a maneuver that would place the TCAS II
system automatically switches from the ON mode aircraft in jeopardy (a preventive RA). In addition
to the STBY mode approximately 24 seconds to the voice messages, e.g., CLIMB, CLIMB, the
after landing.
Using the radio altimeter, the system inhibits

aural traffic alerts below 400 feet AGL to mini-
mize pilot distraction.
TRAFFIC COLLISION AND

AVOIDANCE SYSTEM
(TCAS II) (OPTIONAL)
The Collins TCAS-4000 is a TCAS II system
designed to protect a volume of airspace around the
TCAS II-equipped aircraft by warning the pilot of
the threat of other transponder-equipped airplanes
penetrating that airspace. The system interrogates
Mode C and Mode S transponders in nearby
airplanes and analyzes their replies to identify
potential and predicted collision threats. The system
advises the pilot when to climb, descend, or maintain
altitude to avoid passing too close to, or colliding
with, the threat aircraft. When an intruder aircraft
is equipped with TCAS II, the system coordinates
avoidance maneuvers with this aircraft using data
link capability of the Mode S transponders.
If traffic gets within 25 to 45 seconds (depending on

altitude) of the projected closest point of approach
(CPA), it is considered an intruder and a traffic
advisory (TA) is issued. This TA calls attention
to what may develop into a collision threat using
visual and aural alerts. The visual alert consists
of a solid yellow circle depicting the intruder on
the traffic map and a yellow flashing TRAFFIC
message on the PFDs. The aural alert consists of
the voice message, TRAFFIC, TRAFFIC. These
alerts promote mental and physical preparation
for a possible maneuver that may follow, and
assists the pilot in achieving visual acquisition of Figure 16-187. TCAS II Test
the intruding aircraft (Figure 16-187).

16 AVIONICS
threat aircraft is depicted as a solid red square on
the traffic map and a flashing red TRAFFIC mes- Table 16-7. TCAS MESSAGES
sage is displayed on the PFDs. If the Absolute Altitude Mode is selected
ABS INOP and the airplane is below 18,000 feet P.A.
this display is presented
MFD Displays and Controls If the Absolute Altitude Mode is selected
and the airplane is above 18,000 feet P.A.
The TCAS Traffic Only Map may be selected by ALT XXX this display will show airplane altitude
pressing the TFC line select key for more than in thousands and hundreds of feet.
Example: 23,000 feet = 230.
one second. The TCAS Traffic Only Map will be
displayed in the 10 NM range. The range of the These messages indicate the operating
altitude volume of the TCAS system.
display may be adjusted from 5 NM to 50 NM These messages will be shown as ABOVE,
using the RANGE knob on the DCP. The TFC ABOVE BELOW, BELOW, or will be blank.
key may also be used to select the TCAS Traffic ABOVE/ The operating volume of each display is
BELOW as follows:
Display on or off.
ABOVE = -2700 ft to +9900 ft
BELOW = -9900 ft to +2700 ft
Once the Traffic Only Map has been selected ABOVE/BELOW = -9900 ft to +9900 ft
using the TFC key, the FORMAT key may be Blank = -2700 ft to +2700 ft
used to select the Plan Map, the Present Position This message indicates that the OTHER
± OFF
Map, or the TCAS Only Map. TRAFFIC symbol has been selected off.
TFC This legend indicates that the TCAS II
Table 16-7 shows the messages that appear along or system has been selected for display
the right side of the display when appropriate. TFC (cyan), or has been selected off (white).
They are listed, as they would appear, from top TCAS TEST This message indicates that the TCAS II is
to bottom: or in the Test Mode. (Color is white if TCAS
TCAS TEST has not been selected.)
When the TCAS self-test is conducted, the This message indicates that the Standby
Mode of the TCAS system has been selected,
following test pattern is displayed on the MFD: TCAS OFF
the standby mode of the transponder has
or been selected, or that the Mode C has been
TCAS OFF
Traffic Advisory (solid yellow circle) appears selected Off. (Color is white if TCAS display
has not been selected.)
at 9 o’clock, range 2 miles, 200 feet below and
climbing. This message indicates that the TA Only Mode
TA ONLY has been selected. It will always be displayed on
the ground. The message will change color from
or
Proximate Traffic (solid cyan diamond) appears TA ONLY
cyan to yellow and flash when a TA is issued by
at 1 o’clock, range 3.6 miles, 1000 feet below and the TCAS. (Color is white if TCAS display has not
been selected.)
descending.
This message indicates a TCAS fault has
TCAS FAIL been detected.
Other Traffic (open cyan diamond) appears at 11
Two lines are provided for the first two
o’clock, range 3. 6 miles, flying level 1000 feet detected TAs or RAs without valid bearing
TA or RA
above, and in level flight. (with no
data. Each line of data will include the range
of the intruder followed by the relative or
bearing data) absolute altitude, if available, and a rate-of-
Resolution Advisory Traffic (solid red square) climb or descent direction arrow if applicable.
appears at 3 o’clock, range 2 miles, 200 feet
above, and in level flight.
PFD Displays Table 16-8. TCAS II ANNUNCIATORS

For non-IFIS aircraft, the PFD does not display TRAFFIC This message will be yellow for a TA and
traffic unless in the reversionary mode. For IFIS or red for an RA. It will flash approximately 6
aircraft, the PFD can show traffic any time by TRAFFIC times and then become steady.
selecting the TFC line key. TCAS messages and TCAS FAIL
This message is identical to the one
displays are provided just below the lower right shown on the MFD.
corner of the EADIs (Table 16-8).

16 AVIONICS
The following messages will be displayed on EGPWS voice alerts have priority over TCAS
the right side of the PFD opposite the third line II voice messages. During such occasions, the
select key. They are identical to those shown on TCAS II will automatically switch to the TA Only
the MFD. Mode with no TCAS voice messages.
• TCAS TEST (white) The TCAS II surveillance may not function at
• TCAS OFF (white) distances less than 900 feet.
• TA ONLY (white) CLIMB and INCREASE CLIMB RAs are
inhibited with flaps extended beyond the
During a Resolution Advisory, red or red and Approach position.
green bands will be displayed on the IVSIs . There
are two types of RAs; corrective and preventive. CLIMB and INCREASE CLIMB RAs are
inhibited above 32,000 feet P.A.
If a corrective RA is issued, red and green bands
will be displayed. The green band indicates the When below approximately 1000 feet, the TCAS
rate-of-climb or descent required for the pilot II will automatically revert to the TA Only Mode.
to obtain in response to the RA. The red bands
indicate the rate-of-climb or descent required for All RA and TA voice messages are inhibited
the pilot to obtain in response to the RA. The red below 600 feet AGL while climbing and 400 feet
bands indicate the rate-of-climb and descent the AGL while descending.
pilot is to avoid during the response to the RA.
DESCEND RAs are inhibited below 1200 feet
If a preventive RA is issued, normally only a single AGL while climbing and below 1000 feet AGL
red band will be displayed indicating the vertical while descending.
speeds to be avoided. If intruders exist above and
below the airplane, it is possible to have a green INCREASE DESCENT RAs are inhibited below
band covering the lower rates-of-climb and/or 1450 feet AGL.
descent followed by two red bands indicating the
higher rate-of-climb and descent to avoid.
Voice Messages
During the TCAS self-test, the IVSIs will display
the following test pattern. Table 16-9 shows the voice message that
accompanies a TCAS II Traffic Advisory (TA).
• A red band will extend from 0 fpm to the
bottom of the display. Table 16-9. TCAS II TRAFFIC ADVISORY
• A green band will extend from 0 fpm to VOICE MESSAGE PILOT RESPONSE
+300 fpm.
Gain visual contact with traffic.
• A red band will extend from +2000 fpm to Check the TCAS II display for
range and bearing of the traffic if
the top of the display. TRAFFIC, TRAFFIC necessary. assess the threat and
prepare to execute the evasive
System Characteristics maneuver if a Resolution Advisory
is subsequently issued.
Only the TA ONLY Mode is available during
ground operations. The RA Mode is available Table 16-10 shows the voice messages that
after takeoff above approximately 1150 feet. accompany TCAS II Resolution advisory
Traffic (RAs).
The traffic Display may be overlaid on the radar
or EGPWS display on the MFD.
EGPWS and radar displays are not available on

the TCAS Traffic Only Map.

16 AVIONICS
Table 16-10. T
CAS II RESOLUTION 16-10 T
CAS II RESOLUTION
ADVISORIES ADVISORIES (Cont.)
VOICE MESSAGE PILOT RESPONSE VOICE MESSAGE PILOT RESPONSE
Change vertical speed to A flight path crossing
CLIMB, CLIMB, CLIMB 1500 fpm climbing, or as is predicted, but being
(corrective) indicated by the green band MAINTAIN VERTICAL monitored by the TCAS II.
on the IVSI. SPEED, CROSSING, Maintain present vertical
MAINTAIN (preventive) speed and direction. Ensure
Same as previous except that
CLIMB, CROSSING CLIMB, that the IVSI needle does not
this message indicates that
CLIMB, CROSSING CLIMB enter the area of the red band.
flight paths will cross at some
(corrective)
altitude. Indicates a weakening of the
ADJUST VERTICAL SPEED, RA. This allows the pilot to
This follows a CLIMB voice
ADJUST (preventive) start returning to an assigned
INCREASE CLIMB, message. The climbing vertical
altitude.
INCREASE CLIMB speed is typically increased to
(corrective) 2500 fpm as shown by the
green band on the IVSI.
ADJUST VERTICAL SPEED, Reduce climbing vertical speed

ADJUST (corrective) to that shown on the IVSI.
This follows a CLIMB voice

message. This message
DESCEND, DESCEND NOW indicates that a reversal of
(corrective) vertical speed from a climb
to a descent is needed to
provide adequate separation.
Change vertical speed to
DESCEND, DESCEND, 1500 feet descending, or as
DESCEND (corrective) indicated by the green band
on the IVSI.
DESCEND, CROSSING Same as previous except that
DESCEND, DESCEND, this message indicates that
CROSSING DESCEND flight paths will cross at some
(corrective) altitude.
This follows a DESCENT voice
message. The descending
INCREASE DESCENT,
vertical speed is typically
INCREASE DESCENT
increased to 2500 fpm as
(corrective)
shown by the green band on
the IVSI.
ADJUST VERTICAL SPEED, Reduce descending vertical
ADJUST (corrective) speed to that shown on the IVSI.
This follows a DESCEND
voice message. This message
CLIMB, CLIMB NOW indicates a reversal of vertical
(corrective) speed from a descent to a
climb is needed to provide
adequate separation.
Resume normal flight.
CLEAR OF CONFLICT Apparent conflict of airspace
has been resolved.
Be alert for approaching
MONITOR VERTICAL SPEED traffic. Ensure that the IVSI
(preventive) needle does not enter the
area of the red band.
Maintain present vertical
MAINTAIN VERTICAL SPEED speed and direction. Ensure
(preventive) that the IVSI needle does not
enter the area of the red band.

16 AVIONICS
INTENTIONALLY LEFT BLANK

16 AVIONICS
APPENDIX A—AVIONICS EQUIPMENT LOCATIONS
AFT AVIONICS:
AIR CELL SATELLITE PHONE
CVR
ELT
FSU
HF (AND HF SELCAL, IF INSTALLED)
TCAS I OR II
TRANSPONDER 1/2
UNIVERSAL WEATHER (COMM 3 AND CMU)
XM WEATHER
NOSE AVIONICS:
ADC 1 / 2
AHRS 1 / 2
COMM, NAV, DME: 1 / 2
EGPWS
GPS 1 / 2
IAPS
STANDBY BATTERY
WEATHER RADAR
Figure 16-188. Overview of Avionics Units

16 AVIONICS
INTENTIONALLY LEFT BLANK

16 AVIONICS
APPENDIX B—FLIGHT GUIDANCE MODES
MODE PFD ANNUNCIATION
(FGP MODE DEFINITION
BUTTON) ARMED ACTIVE
LATERAL MODES
Holds bank angle present at the time it is selected or holds existing heading if the
Roll Hold bank angle is 5o or less without reference to the heading bug. Default mode for the
N/A ROLL
FD flight director if no other modes are selected, if flight guidance is transferred or if
current lateral mode is deselected.
Holds the heading as selected by the Heading Bug. HDG is automatically selected
Heading Hold
N/A HDG when no other lateral mode is active and any other lateral or vertical mode is
HDG
selected.
FMS Lateral FMS FMS Tracks the active course generated by the selected FMS. A single-FMS installation
Navigation FMS1, FMS1, annunciates FMS. A dual-FMS installation annunciates FMS1 or FMS2, as
NAV FMS2 FMS2 appropriate.
VOR Lateral
VOR1, VOR1, Tracks the selected VOR course from the selected NAV radio with a VOR frequency
Navigation
VOR2 VOR2 tuned. Annunciates VOR1 or VOR2 as appropriate to the selected radio.
NAV
Localizer
Lateral LOC1, LOC1, Tracks the selected Localizer course from the selected NAV radio with a localizer
Navigation LOC2 LOC2 frequency tuned. Annunciates LOC1 or LOC2 as appropriate to the selected
NAV
FMS APPR FMS, APPR FMS, Tracks the active course generated by the selected FMS. A single-FMS installation
Approach APPR FMS1, APPR FMS1, annunciates FMS. A dual-FMS installation annunciates FMS1 or FMS2, as
APPR APPR FMS2 APPR FMS2 appropriate.
VOR
APPR VOR1, APPR VOR1, Tracks the selected VOR course from the selected NAV radio with a VOR frequency
Approach
APPR VOR2 APPR VOR2 tuned. Annunciates VOR1 or VOR2 as appropriate to the selected radio.
APPR
Localizer Tracks the selected Localizer course from the selected NAV radio with a localizer
APPR LOC1, APPR LOC1,
Approach frequency tuned and enables GS mode. Annunciates LOC1 or LOC2 as appropriate
APPR LOC2 APPR LOC2
APPR to the selected radio.
Go Around button on the left power lever pressed. Maintains the existing heading
Go Around N/A GA
with a 5o bank limit. Does not reference the heading bug.
Maintains the pitch present at the time the mode is selected. Default mode for the
Pitch Hold flight director if no other modes are selected, if flight guidance is transferred, or if
N/A PTCH
FD current vertical mode is deselected. Can be adjusted with the UP/DN Wheel or the
SYNC button.
Vertical Maintains the vertical speed present at the time the mode is selected. Can be
Speed Hold N/A VS 1500 adjusted with the UP/DN Wheel or the SYNC button. Selected vertical speed is
VS annunciated adjacent to VS.
Flight Level FMS Maintains the Indicated Airspeed at the time the mode is selected. Can
Change FMS1, FLC 160 be adjusted with the SPEED knob or the SYNC button. Selected speed is
FLC FMS2 annunciated adjacent to FLC.
Altitude Hold VOR1, Maintaining an altitude other than the Preselected or VNAV altitude. Maintains the
ALT
ALT VOR2 altitude present at the time the mode is selected. Can be adjusted with the SYNC button.
Preselect
ALTS ALTS Preselected altitude is being maintained or will be maintained (if armed).
Altitude Hold
The APPR LOC mode has been selected and the flight director will, or has,
Glide Slope
GS GS intercepted the localizer glide slope. This mode will not recognize any Preselected
APPR
or FMS generated altitudes.
Commands a +7° pitch attitude. Selected with the Go Around button on the left
Go Around N/A GA
power lever.

16 AVIONICS
MODE PFD ANNUNCIATION

(FGP MODE DEFINITION
BUTTON) ARMED ACTIVE
VNAV MODES
VNAV—Pitch
Pitch Hold Mode has been selected with VNAV enabled. Can be adjusted with the
Hold PTCH VPTCH
SYNC button. Armed mode exists if next leg does not have a VNAV path.
VNAV
VNAV—
Vertical Speed Hold Mode has been selected with VNAV enabled. Selected vertical
Vertical
N/A VVS 1500 speed is shown adjacent to VVS. Can be adjusted with the UP/DN Wheel or the
Speed Hold
SYNC button.
VS + VNAV
VNAV—Flight Flight Level Change Mode has been selected (or armed by the FMS during a VNAV
Level Change FLC VFLC 160 climb) with VNAV pressed. Selected speed is annunciated adjacent to VFLC. Can
FLC + VNAV be adjusted with the SPEED Knob or the SYNC button.
VNAV— Maintaining an altitude other than the Preselected or VNAV altitude. Maintains
Altitude Hold N/A VALT the altitude present at the time the mode is selected. Can be adjusted with the
ALT + VNAV SYNC button.
VNAV—
Preselected Preselected altitude is being maintained or will be maintained (if armed) with
ALTS VALTS
Altitude Hold VNAV enabled.
VNAV
VNAV—
FMS VNAV FMS VNAV altitude is being maintained or will be maintained with the altitude
ALTV VALTV
Altitude Hold preselector set at a different altitude.
VNAV
FMS has captured the manually or automatically generated descent angle to the
VNAV—PATH
PATH VPATH next waypoint. Aircraft must stay within lateral deviation limits (cross-track error or
VNAV
track angle error) to remain active.
VNAV—
The APPR Mode has been selected and the FMS generated VNAV Glide Path is, or
Glide Path GP VGP
will be, captured. Ignores the Preselected altitude or FMS altitudes.
APPR + VNAV

16 AVIONICS
APPENDIX C—AVIONICS ACRONYMS
A D
ACP—Audio Control Panel DA—Decision Altitude
ACSS—Aviation Communication and DBU—Database Unit
Surveillance Systems DCP—Display Control Panel
ADC—Air Data Computer DCU—Data Concentrator Unit
ADF—Automatic Direction Finder DME—Distance Measuring Equipment
ADI—Attitude Direction Indicator DTK—Desired Track
AFD—Adaptive Flight Display
AFCS—Automatic Flight Control E
System E-Chart—Electronic Charts
AHC—Attitude Heading Computer E-Maps—Enhanced Maps
AHRS—Attitude and Heading Reference EDC—Engine Data Concentrator
System
EFIS—Electronic Flight Instrument System
AHS—Attitude Heading System
EGPWS—Enhanced Ground Proximity
AM—Amplitude Modulation Warning System
AP—Autopilot EIS—Engine Indicating System
ARP—Airport Reference Point ET—Elapsed Timer
ATC—Air Traffic Control
F
B FAF—Final Approach Fix
BFO—Beat Frequency Oscillator FD—Flight Director
FGC—Flight Guidance Computer
C FGP—Flight Guidance Panel
CCP—Cursor Control Panel
FGS—Flight Guidance System
CCW—Counterclockwise
FL—Flight Level
CDI—Course Deviation Indicator
FLC—Flight Level Change
CDU—Control Display Unit
FMC—Flight Management Computer
CMU—Communication Management Unit
FMS—Flight Management System
CPA—Collision Prediction Alerting
FSA—File Server Application
CPL—Couple
FSU—File Server Unit
CVR—Cockpit Voice Recorder
CW—Clockwise

16 AVIONICS
G M
GA—Go-Around MAP—Missed Approach Point
GCAM—Ground Collision Avoidance Module MCDU—Maintenance Control Display Unit
GCS—Ground Clutter Suppression MDA—Minimum Descent Altitude
GP—Glidepath MDC—Maintenance Diagnostic Computer
GPS—Global Positioning System MFD(1)—Multifunction Display
GPWS—Ground Proximity Warning System MFD(2)—Multifunction Display
GWX—Graphical Weather MFD(3)—Multifunction Display
H N
HF—High Frequency Radio NAV—Navigation
NDB—Non-Directional Beacon
I
IAPS—Integrated Avionics Processor System O
IAS—Indicated Airspeed OAT—Outside Air Temperature
IEC—IAPS Environmental Controller
IFIS—Integrated Flight Information System P
IMU—Inertial Measurement Unit PA—Passenger Address
IND—Indicators PFD—Primary Flight Display
IOC—Input/Output Concentrator PPOS—Present Position
IVSI—Instantaneous Vertical Speed Indicator PTT—Press-to-Talk
J Q
K R
RA—Resolution Advisory
L RAIM—Receiver Autonomous Integrity
LCD—Liquid Crystal Display Monitoring
LNAV—Lateral Navigation RAT—Ram Air Temperature
LOC—Localizer RIU—Radio Interface Unit
LSC/ISS—Low Speed Cue/Impending Stall RSS—Radio Sensor System
Speed RTU—Radio Tuning Unit
LSK—Line Select Keys
LV—Lower Sideband Voice

16 AVIONICS
S
SAT—Static Air Temperature
SELCAL—Selective Call
SFDS—Secondary Flight Display System
T
TA—Traffic Advisory
TAD—Terrain Alerting and Display
TAL—Terrain Advisory Line
TAT—Total Air Temperature
TAWS—Terrain Awareness and Warning
System
TCAS—Traffic Alert Collision Avoidance
System
TCF—Terrain Clearance Floor
TFC—Traffic
TOD—Top of Descent
TRC—Transmitter-Receiver Computer
U
USTB—Unstabilized (Weather Radar)
UV—Upper Sideband Voice
V
VGP—Vertical Glidepath
VNAV—Vertical Navigation
VOR—VHF Omnidirectional Radio Range
VSI—Vertical Speed Indicator

16 AVIONICS
QUESTIONS
1. The airplane attitude is displayed on the 6. The MFD provides the pilot with ______
_____________ during normal operation. information in the normal operating mode.
A. Pilot MFD A. Airspeed
B. Pilot CDU B. ADI
C. Copilot MFD C. Decision height
D. Pilot PFD D. Engine parameter
2. If one of the AFDs becomes unusable due 7. The display control panel is located
to a failure, the same display can be moved ______________________.
to a different display unit by using the
A. Between the PFD and MFD
reversion controls, which are located on the
______________________. B. Above the PFD and MFD
C. On the left side of the pilot instrument
A. EFIS control panel
panel
B. AFCS control panel
D. Next to the CDU
C. Reversionary control panel
D. Audio control panel 8. During normal operation, decision height
can be seen on the ______________.
3. Selection and deselection of a flight
A. MFD
guidance mode is accomplished by pressing
the appropriate mode select switch on the B. PFD
______________________. C. CDU
A. Flight guidance panel D. Standby unit
B. Autopilot control panel
9. In the event of failure of either the PFD
C. Display control panel
or MFD, after selecting the appropriate
D. Mode select panel (MSP) position of the Pilot Display switch,
the engine information system (EIS)
4. The following is not a lateral mode of the indications are:
flight guidance system:
A. Displayed at the top of the remaining
A. Roll mode display unit.
B. Flight level change (FLC) B. Displayed at the bottom of the
C. Lateral navigation remaining display unit.
D. Localizer Back Course (LOC/BC) C. Not displayed on the remaining unit.
D. Moved to the standby unit.
5. Selections of VHF radio functions are all
completed through the audio control panel,
with the exception of _________________.
A. Frequency selection
B. Audio level
C. Reception mode
D. Transmission mode

16 AVIONICS
10. Initialization of FMS present position is 15. Pressing the TERR INHIB button:
accomplished by:
A. Deselects enhanced functions of the
A. Navigating to the flight plan page and EGPWS/TAWS+ system.
pressing PPOS. B. Deselects the radio altimeter to prevent
B. Entering FMS position on the LEGS nuisance alerts.
page. C. Must be accomplished when the FMS
C. Navigating to the POS INIT page and database is out of date.
choosing the most accurate position. D. Cancels all ground proximity system
D. The FMS automatically and never callouts.
requires pilot input.
16. What is the correct switch and position for
11. The output of the No. 1 AHRS provides a copilot (#2, right) ADC failure?
pitch, roll, and heading display on the
A. Press the pilot ADC reversion button.
_____________.
B. Press the copilot AHS reversion button.
A. PFD
C. Press the pilot AHS reversion button.
B. EID
D. The ADC switch moved to #1 ADC
C. ND position
D. MFD
17. For VNAV to operate correctly:
12. Control of weather radar functions
A. An altitude must be entered on the
is accomplished through the
flight plan page.
______________.
B. The Preselect Altitude display must be
A. Weather radar control panel turned off.
B. MFD control panel C. The Preselect Altitude must be set at or
C. PFD control panel beyond VNAV altitude.
D. Display control panel D. The NAV button on the flight guidance
panel must be used.
13. For TCAS traffic symbol displays, which
of the following indicates a Resolution 18. A Wide Area Augmentation System
Advisory (RA)? (WAAS) capable FMS is required before
descending to which minimum?
A. The open cyan diamond
B. The solid red square A. LPV
C. The solid yellow circle B. LNAV/VNAV
D. The solid cyan diamond C. LNAV
D. GLS
14. The weather radar provides the following
information to the pilot:
A. Cloud buildup
B. Precipitation intensity
C. Clear Air Turbulence
D. All the above

16 AVIONICS
CHAPTER 16A
WIDE AREA AUGMENTATION SYSTEM (WAAS)
CONTENTS
Page
INTRODUCTION.............................................................................................................. 16A-1
GENERAL.......................................................................................................................... 16A-1
OPERATION...................................................................................................................... 16A-4
Integrity....................................................................................................................... 16A-4
Departures................................................................................................................... 16A-4
Enroute........................................................................................................................ 16A-4
Arrivals........................................................................................................................ 16A-5
Approaches.................................................................................................................. 16A-5
Degraded SBAS Integrity During LPV Approach...................................................... 16A-9
Missed Approach....................................................................................................... 16A-10
Lateral Guidance....................................................................................................... 16A-10
FMS QUICK REFERENCE ............................................................................................ 16A-11
Select SBAS Provider................................................................................................ 16A-11
Load LPV Approach.................................................................................................. 16A-11
Failure of SBAS During LPV Approach................................................................... 16A-12
Failure of SBAS During LNAV/VNAV Approach.................................................... 16A-14
Load LNAV/VNAV Approach with WAAS (RARE)................................................ 16A-15
Load Non-GPS Approach.......................................................................................... 16A-15
Navigation Integrity.................................................................................................. 16A-16
Raim Prediction......................................................................................................... 16A-16
ROCKWELL COLLINS FMS DIFFERENCES.............................................................. 16A-17
QUESTIONS.................................................................................................................... 16A-18
Revision 1.0 FOR TRAINING PURPOSES ONLY 16A-i

16 AVIONICS
ILLUSTRATIONS
Figure Title Page
16A-1 Worldwide SBAS Providers................................................................................ 16A-2

16A-2 Rockwell Collins WAAS FMS (Version 4.0)..................................................... 16A-3
16A-3 SBAS Service Providers..................................................................................... 16A-5
16A-4 Check SBAS Provider......................................................................................... 16A-5
16A-5 Approach Loading.............................................................................................. 16A-6
16A-6 Approach Selection............................................................................................. 16A-6
16A-7 Arrival Data........................................................................................................ 16A-7
16A-8 NON-WGS-84 Airport....................................................................................... 16A-7
16A-9 WAAS Channel Number..................................................................................... 16A-7
16A-10 PFD Annunciations LPV Approach.................................................................... 16A-8
16A-11 Course To Final Approach Message................................................................... 16A-8
16A-12 SBAS Failure Messages...................................................................................... 16A-9
16A-13 VNAV Flag......................................................................................................... 16A-9
16A-14 Changing VNAV Guidance............................................................................... 16A-10
16A-15 PFD Annunciations LPV Approach.................................................................. 16A-10
16A-16 Loss of Nonprecision Approach RAIM............................................................ 16A-11
16A-17 Select SBAS Provider....................................................................................... 16A-11
16A-18 LPV Approach (Sheet 1 of 2)........................................................................... 16A-12
16A-19 Failure of SBAS During LPV Approach (Sheet 1 of 3).................................... 16A-13
16A-20 Load LNAV/VNAV or LNAV Approach.......................................................... 16A-14
16A-21 RAIM Failure after SBAS Failure................................................................... 16A-15
16A-22 LNAV/VNAV Approach with WAAS............................................................... 16A-15
16A-23 Load Non-GPS Approach................................................................................. 16A-16
16A-24 Navigation Integrity.......................................................................................... 16A-16
16A-25 RAIM Prediction.............................................................................................. 16A-17
Revision 1.0 FOR TRAINING PURPOSES ONLY 16A-iii

16 AVIONICS
TABLES
Table Title Page
16A-1 Loss of Integrity....................................................................................................16A-4

16A-2 Non-WAAS/WAAS Differences.........................................................................16A-17
16A-iv FOR TRAINING PURPOSES ONLY Revision 1.0

16 AVIONICS
CHAPTER 16
WIDE AREA AUGMENTATION
SYSTEM (WAAS)
INTRODUCTION
For the standard GPS system to provide lower minimums on an approach, the GPS signal needed
to be corrected. The correction was primarily needed to increase the accuracy of vertical naviga-
tion, but lateral navigation was also improved.
GENERAL
Two forms of correction have been implemented aircraft using VHF radios. The special equipment
to achieve this goal: ground-based augmentation requirements for this system have limited its
systems (GBAS) and satellite-based augmentation implementation to a small number of airports and
systems (SBAS). GBAS uses towers in the vicinity operators [the FAA has termed this as a local area
of an airport that correct the GPS signal locally augmentation system (LAAS)].
and send the correction message back to the
Revision 1.0 FOR TRAINING PURPOSES ONLY 16A-1

16 AVIONICS
SBAS is much more widely implemented. In the Collins-equipped aircraft (Figure 16A-22). This
United States, over 2,000 runway ends are served FMS is used with an SBAS-capable receiver
by SBAS approaches. The FAA has termed this labeled GPS-4000S. The FMS uses the corrected
as a wide area augmentation system (WAAS) signal to create appropriate vertical and lateral
because it does not rely on airport-specific towers navigation displays during all phases of flight
to correct the signal and send the correction to include WAAS approaches. SBAS and other
message. Instead, it uses data from stations software/equipment upgrades are included with
throughout North America and a correction signal FMS v4.0 and this addendum highlights the most
from geo-stationary satellites. SBAS-approved critical. Refer to the appropriate Collins FMS
units are able to receive correction messages from user guide, AFM or AFM supplement for a more
these satellites and create a very accurate vertical complete listing of limitations.
and lateral navigation unit. (See gps.faa.gov and
the Aeronautical Information Manual (AIM) for The FMS v4.0 upgrade includes a new flight
more information). management computer (FMC) and processor. This
allows for the increased rate of error checking and
Other countries label SBAS differently when it is position updates that occur during WAAS flight
implemented as shown in Figure 16A-1. and approaches. Additionally, updating the FMS
database should be faster through the DBU-5000
The Rockwell Collins FMS version 4.0 is since the communication speed has increased.
the unit needed to use the SBAS system in
EGNOS MSAS
WAAS
GAGAN
Figure 16A-1. Worldwide SBAS Providers
16A-2 FOR TRAINING PURPOSES ONLY Revision 1.0

16 AVIONICS
Figure 16A-2. Rockwell Collins WAAS FMS (Version 4.0)

16 AVIONICS
OPERATION operations. If the RAIM error gets too large, the

FMS posts the LOSS OF INTEGRITY message
as previously discussed.
INTEGRITY
WAAS geo-stationary satellites provide integrity DEPARTURES
messages for the FMS v4.0. When the FMS
detects a navigational problem, LOSS OF During RNAV departures, CDI deflection
INTEGRITY shows on the CDU and MFD. The values will match the navigational performance
PFD also shows an LOI or LOI TERM message requirements of the procedure. United States
depending on the phase of flight (Table 16A-1). RNAV departures and Europe P-RNAV
departures are labeled RNAV 1 and the CDI is ± 1
NM for the entire procedure. This is annunciated
Table 16A-1. LOSS OF INTEGRITY as TERM on the PFD.
TERMINAL ENROUTE
(WITHIN 31NM OF (OUTSIDE OF 31NM CDI deflection values change according to the
ORIGIN AIRPORT OF ORIGIN AND following:
OR ON A RNAV NOT ON A RNAV
DEPARTURE) DEPARTURE) • ± 1 NM: On a departure procedure OR
within 31 NM of an airport
CDU • ± 2 NM: Outside of 31 NM from an airport
AND not on a departure
ENROUTE
PFD
During the enroute phase of flight, CDI deflection
values are ± 2 NM unless on a RNAV departure
or RNAV arrival. If those procedures are active,
the CDI deflection is ± 1 NM as discussed earlier.
MFD United States RNAV airways labeled “Q” and
“T”-routes are labeled as RNAV 2 procedures.
Once the RNAV departure is finished, the CDI
deflection is ± 2 NM on these airways and
remains that way until joining an RNAV arrival
When the LOSS OF INTEGRITY message is active, or arriving within a 31 NM ring around the
the FMS must not be used as primary navigation. destination airport. Europe B-RNAV routes are
labeled as RNAV 5 procedures, but the CDI
If only the WAAS signal is degraded but the GPS remains at ± 2 NM as discussed.
signal is unaffected (for instance, a loss of geo-
stationary satellites or being outside of WAAS The PFD will not show an annunciator when in
ground station coverage), no messages appear for the enroute scale.
non-SBAS procedures since they do not require
WAAS. The FMS automatically begins using When the aircraft is beyond ground-based navaid
what is called receiver autonomous integrity services volumes, CDI deflection changes. Deflec-
monitoring (RAIM). RAIM is the error checking tion values are ±4 NM and the label OCEANIC
technique used by all non-SBAS units or in SBAS annunciates on the PFD. This continues until the
units after SBAS has failed. aircraft is back inside navaid service volumes and
the enroute or terminal mode is automatically
The aircraft position will not be as accurate but is reselected, as appropriate.
still well within the boundaries of standard RNAV

16 AVIONICS
ARRIVALS
During RNAV arrivals, CDI deflection values
match the navigational performance requirements
of the procedure. United States RNAV arrivals
and Europe P-RNAV arrivals are labeled RNAV
1 and the CDI is ± 1 NM for the entire procedure.
This is annunciated as TERM on the PFD.
Navigational integrity and messages on the CDU,

PFD, and MFD are the same as discussed in the
Departures section.
APPROACHES
The most significant changes for the Collins
FMS v4.0 are in the approach phase of flight.
The FMS is now capable of flying RNAV (GPS)
or RNAV (GNSS) approaches to the Localizer
Performance with Vertical (LPV) guidance mini-
mums. If airport marking and approach lighting
standards are met, some LPV DA minimums can
be 200 feet above the runway surface. However,
LPV approaches are part of the group labeled
Approaches with Vertical guidance (APV) and
are not considered Precision approaches.
Figure 16A-3. SBAS Service Providers
SBAS Provider As each area develops LPV minimum approaches,
The appropriate SBAS providers are chosen on the the FMS database will contain the required SBAS
SBAS SERVICE PROVIDERS CDU page. This provider for that approach. (Only one SBAS provider
can be found on the GNSS control page under the is actively used by the FMS at any one time.) If the
main index [IDX]. The GNSS control page shows appropriate SBAS provider is not enabled once the
how many are enabled as shown in Figure 16A-3. approach is loaded, a CHK SBAS SVC PRVDR
message appears on the CDU when within the
Each provider on the SBAS Service Providers terminal area (Figure 16A-4). The approach cannot
page can be manually enabled or disabled by be continued to LPV minimums until the required
pressing the appropriate left line select key. The provider is enabled. The approach can still be
following providers are on this page: flown to LNAV/VNAV or LNAV minimums since
1. Wide Area Augmentation System these do not require SBAS.
(WAAS) for the United States;
The SBAS Service Providers page does not have a
2. European Geostationary Navigational default selection and once the appropriate SBAS
Overlay System (EGNOS) for Europe; is enabled, it remains that way for every flight.
3. MTSAT Satellite based Augmentation
System (MSAS) for Japan; and
4. GPS-Aided GEO Augmented Navigation
(GAGAN) for India.
Enabling an SBAS provider allows the FMS to use Figure 16A-4. Check SBAS Provider
it should the aircraft fly into that region of the world.

16 AVIONICS
Loading the Approach

The DEP/ARR key is used to load an SBAS
approach. The instrument approach listing is
labeled APPROACHES and the visuals are
labeled RUNWAYS (Figure 16A-5). The FMS is
able to load multiple named approaches such as
the RNAV (GPS) Y 10L and RNAV (GPS) Z 10L
as shown in the figure.
Figure 16A-6. Approach Selection
Pressing the Execute key loads the approach

into the active flight plan. Colors for the selected
approach are the same before and after the Exe-
cute key is pressed.
Arrival Data Page

Figure 16A-5. Approach Loading The ARR DATA line select key is a shortcut
to the Active Arrival Data page. This page can
also be accessed from the main index [IDX]
Pressing next to the desired approach turns the (Figure 16A-7).
label green and displays available transitions
(Figure 16A-6). The VECTORS option is always For non-SBAS approaches, this page is only
chosen by default and initially displays in green. informational and not required to be viewed. For
Selecting another transition turns its label green SBAS approaches, it provides information for the
and changes VECTORS to white. approach and is the only page where the pilot can
change approach VNAV guidance: LPV or BARO
Additionally, VNAV guidance for the selected (discussed later in this section).
approach and the required SBAS provider (if
appropriate) displays at the 5R key. In the example, The following paragraphs provide a brief
WAAS LPV indicates the United States WAAS description of the Arrival Data page. The GNSS
system is required and the approach will use LPV label indicates whether the approach can be flown
vertical guidance. It must be understood that as a GPS overlay.If NO, ground-based navaids that
this label does not indicate the actual navigation define the approach must be tuned, in view during
integrity available but is only database information. the approach, and must be used as final authority

16 AVIONICS
The Channel number only displays on approaches
with SBAS guidance. This number is a unique
identifier for that approach and can be referenced
from the approach chart. Every SBAS approach
has a Channel number assigned (Figure 16A-9)
(used with permission from Jeppesen).
Figure 16A-9. WAAS Channel Number
The Required Provider label is derived from the

FMS database and indicates which SBAS pro-
vider must be enabled as discussed earlier in
this section.
Figure 16A-7. Arrival Data
Approach VNAV Selection
to determine whether to continue or execute a
missed approach. If YES, the procedure may be Before discussing approaches, it is necessary to
flown using only the FMS. The World Geodetic review Collins vertical navigation.
System (WGS-84) indicates if the airport is
referenced to standard GNSS coordinates. If the Non-SBAS FMS units accomplish VNAV by
WGS-84 label is NO, the FMS must not be used using barometric inputs (baro-VNAV) from the
as primary navigation or reference navigation altimeter system. This is used during enroute and
when it is using GPS. The location of fixes and terminal operations. It is also used on LNAV/
airports could be very different than their actual VNAV approaches to DA minimums. Baro-
positions. If an approach is loaded at an airport VNAV, however, is only as accurate as the altimeter
not referenced to WGS-84, a CDU message system on board the aircraft and is affected by
NON-WGS-84 AIRPORT indicates the need to normal barometric errors (temperatures colder
rely on ground-based navigation (Figure 16A-8). and hotter than ISA, inappropriate barometric
settings, etc.)
SBAS FMSs use two forms of VNAV; Baro-

VNAV and GPS altitude VNAV (LPV VNAV).
Figure 16A-8. NON-WGS-84 Airport Baro-VNAV is used for select procedures where

16 AVIONICS
highly accurate vertical navigation is not required. the approach, and the course leg to the FAF is within
GPS altitude VNAV is used where highly accu- 45 degrees of the inbound course, LPV APPR
rate vertical navigation is required. GPS altitude annunciates in green on the PFD (Figure 16A-10).
VNAV does not rely on altimeter indications and The FACF is the fix immediately prior to the FAF.
is not affected by altimeter errors because it is The change from LPV TERM to LPV APPR
created by the SBAS signal. This vertical naviga- occurs at the FACF because the aircraft transitions
tion is similar to an ILS glide slope because it is from baro-VNAV to LPV VNAV. Baro-VNAV is
unaffected by temperatures or inappropriate baro- affected by the surrounding temperature and the
metric settings. SBAS FMS units use baro-VNAV two glidepaths may not coincide. The glidepath
for enroute procedures, terminal procedures, and indicator (snowflake) may appear to move suddenly
non-LPV approaches. GPS altitude VNAV is only when transitioning from baro-VNAV to LPV
used for LPV approaches. VNAV, and more time is needed to be established
on glidepath before crossing the final approach fix
(FAF). If VNAV is already selected on the flight
Flying the LPV Approach guidance panel, the aircraft will smoothly increase
Once an LPV approach is loaded in the CDU, or decrease the rate of descent as required to center
the integrity of SBAS is monitored continuously. the new LPV glidepath.
Within 31 NM of the destination airport,
LPV TERM annunciates in white on the PFD Once LPV APPR is annunciated, lateral and
(Figure 16A-10). During this phase of flight, vertical guidance is angular and becomes more
CDI deflection will be ± 1 NM. Baro-VNAV is and more sensitive to course deviations during
used with a vertical deviation indicator (VDI) the approach descent. (This is similar to ILS and
deflection of ± 500 feet. glide-slope guidance). Lateral CDI deflections
start at ± 1 NM and decrease to approximately
When the aircraft is past the final approach course ± 350 feet at the runway end. Vertical VDI
fix (FACF), the SBAS integrity is appropriate for deflections start at ± 500 feet and decrease to the
appropriate scale needed for that approach.
The amber message CRS TO FAF>45 DEG

appears on the CDU if a “Direct-to” the FAF
creates a leg more than 45 degrees to the inbound
(Figure 16A-11). Sequencing to LPV APPR is
Figure 16A-11. C
ourse To Final
Approach Message
delayed until the “Direct-to” leg is fixed.

Descent on the LPV approach is accomplished
using the APPR and VNAV modes on the
flight guidance panel. FMS APPR and VGP are
annunciated on the PFD.
Missed approach operations are the same as non-

Figure 16A-10. P
FD Annunciations LPV approaches.
LPV Approach

16 AVIONICS
DEGRADED SBAS INTEGRITY of vertical integrity. Active VNAV modes are
DURING LPV APPROACH removed (change to VPTCH) and armed VNAV
modes are lined out as seen in the figure (Figure
The following messages appear any time SBAS 16A-13). Further descent can only be accom-
integrity degrades during an LPV approach. plished using non-VNAV modes (e.g., VS, FLC).
LPV NOT AVAILABLE displays on the CDU
and, if applicable, USE LNAV MINIMUM
displays on the CDU and MFD (Figure 16A-12).
Additionally, the PFD displays a flashing amber
MSG indicating the CDU has an active message.
Figure 16A-13. VNAV Flag
Prior to the FAF

Prior to the FAF, baro-VNAV can be manually
selected to recover vertical guidance after the
LPV VNAV has failed. VNAV is then available to
continue to LNAV/VNAV minimums or LNAV
Figure 16A-12. SBAS Failure Messages minimums, as appropriate. This is accomplished
on the Active Arrival Data page by pressing
LPV NOT AVAILABLE indicates SBAS integrity DEP/ARR and choosing ARR DATA (Figure
is not sufficient for the LPV approach. Similar to 16A-14). Pressing the APPR VNAV GP selects
an ILS with glide-slope failure, a decision can be between GPS altitude VNAV (LPV) and baro-
made to continue the approach but descending VNAV (BARO).
only to the published LNAV minimum, or
executing a missed approach. Once BARO is selected, the change in VNAV
must be executed. VNAV returns and the
USE LNAV MINIMUM appears only if the approach can continue to LNAV/VNAV
approach has an LNAV minimum published. For minimums or LNAV minimums. It is critical to
approaches that do not have LNAV minimums understand that LPV minimums are not to be
published, an APPR NOT AVAILABLE message flown during this operation.
appears and a missed approach must be flown.
PFD annunciations display TERM and GPS APPR
If the label LPV APPR was already present on instead of LPV TERM and LPV APPR (Figure
the PFD, this label remains even though the 16A-15). Additionally, LPV NOT AVAILABLE
integrity is degraded. The amber messages must and USE LNAV MINIMUM messages are removed
be acknowledged and the appropriate changes from the displays and the CDU message page.
made to the approach briefing.
With SBAS integrity degraded, the vertical devia-

tion indicator is removed when inside the FACF
and a red VNV label appears indicating the loss

16 AVIONICS
Figure 16A-15. PFD Annunciations

LPV Approach
MISSED APPROACH
Pressing the go-around button allows the FMS
to sequence to missed approach fixes after reach-
ing the missed approach point. Lateral guidance
remains in approach mode while on final and then
sequences to terminal mode, as appropriate, when
past the missed approach point. PFD annuncia-
tions change to TERM to indicate when the CDI
scale has changed.
LATERAL GUIDANCE
SBAS corrections for lateral guidance are used
on all GPS approaches. If SBAS lateral integrity
fails or the aircraft is outside SBAS coverage,
the FMS automatically begins using RAIM as
Figure 16A-14. Changing VNAV Guidance discussed earlier.
Should RAIM fail, NO NPA RAIM will annunci-

After the FAF ate on the CDU when inside the 31 NM terminal
If SBAS guidance fails after the FAF, the area with an approach loaded (NPA = Nonpre-
descent may be continued to the LNAV mini- cision Approach). The FMS must not be used
mum or a missed approach can be flown. If a as primary navigation with this message active
descent is continued, it can only be done using (Figure 16A-16). Additionally, if a LOSS OF
VS, FLC, or PTCH mode since baro-VNAV is INTEGRITY message posts at any time before or
not selectable at this point and VNAV deviation during an approach, the approach must be aban-
is flagged inoperative. doned and the FMS must no longer be used as
primary navigation.

16 AVIONICS
Figure 16A-16. L
oss of Nonprecision
Approach RAIM
FMS QUICK
REFERENCE
SELECT SBAS PROVIDER
Choose the appropriate SBAS provider for world
region (Figure 16A-17):
WAAS = North America
EGNOS = Europe Figure 16A-17. Select SBAS Provider
GAGAN = India 1. Confirm desired airport is in ORIGIN or

MSAS = Japan DESTination on the active flight plan page.
1. Press IDX GNSS Control 2. Choose an APPRoach and the desired
transition (VECTOR is always default).
2. Choose SELECT SBAS (R5)
3. WAAS LPV is displayed at R5
3. Press left line select key to enable the
desired provider a. In Europe, EGNOS LPV
b. In Japan, MSAS LPV
If appropriate provider is not chosen, a CHK
SBAS SVC PRVDR message appears on the CDU c. This label only indicates the selected
message line when loading an LPV approach. approach has an LPV minimum pub-
lished. It is NOT real-time display of
If no SBAS providers are chosen, the FMS will system capability.
not use augmented signals. 4. Verify LEGS page or MFD MAP to
ensure proper information.
LOAD LPV APPROACH 5. EXECute after confirmation.
Procedures for loading an LPV approach are the The PFD displays LPV TERM in white when
same as loading a non-LPV approach (Figure within 31 NM of the desired airport (Figure 16A-
16A-18, Sheet 1 of 2). 18, Sheet 2 of 2). The PFD displays LPV APPR in
green after passing the final approach course fix
(FACF) if the SBAS system is operational.

16 AVIONICS
RAIM prediction and RAIM checking is

automatically used by the FMS as in non-SBAS
units.
If the whole GPS system fails, then a non-GPS

approach has to be flown as per AFM or AFM sup-
plement guidance (Figure 16A-19, Sheet 1 of 3).
Inside 31 NM to airport but prior to FAF:
Prior to FAF
1. These messages appear on the CDU:
a. LPV NOT AVAILABLE
Figure 16A-18. LPV Approach (Sheet 1 of 2)
b. Also, if LNAV minimums are pub-
lished, USE LNAV MINIMUM
2. If LNAV minimums are published, this
message appears on the MFD:
a. USE LNAV MINIMUM
3. An amber MSG flashes on the PFD
4. The VNAV deviation has a red VNV flag
with the deviation indicator removed
5. Aircraft can be descended with non-
VNAV (VS, FLC, etc.) modes to the
LNAV minimum
OR
5. Aircraft can be descended using VNAV
with manual selections (Figure 16A-19,
Sheet 2 of 3):
a. Press DEP / ARR ARR DATA or Press
Figure 16A-18. LPV Approach (Sheet 2 of 2) IDX page 2 ARR DATA
b. Choose BARO (L4) as the APPR
Baro-VNAV is used up until LPV APPR is VNAV GP
annunciated, at which time GPS-corrected VNAV c. EXECute VNAV change
(LPV VNAV) is used for the remainder of the d. Verify VNAV indications have returned
approach. A slight jump in the vertical deviation on the PFD
indicator may be noticeable during this transition.
e. Use baro-VNAV to descend to appropri-
Baro-VNAV temperature restrictions do NOT ate minimums (LNAV/VNAV or LNAV)
apply to LPV VNAV. The PFD displays TERM in white when within 31
NM of the desired airport.
FAILURE OF SBAS DURING
The PFD displays GPS APPR in green when
LPV APPROACH within 2 NM of the FAF.
The following procedures assume only the
SBAS system has failed. The GPS system is still
operating normally.

16 AVIONICS
Figure 16A-19. F
ailure of SBAS During LPV
Approach (Sheet 2 of 3)
Figure 16A-19. Failure of SBAS During LPV

Approach (Sheet 1 of 3)
Inside the FAF

1. These messages will appear on the CDU:
a. LPV NOT AVAILABLE
b. Also, if LNAV minimums are pub-
lished USE LNAV MINIMUM
2. If LNAV minimums are published, this
message appears on the MFD:
a. USE LNAV MINIMUM
3. An amber MSG flashes on the PFD (Fig- Figure 16A-19. F
ailure of SBAS During LPV
ure 16A-19, Sheet 3 of 3) Approach (Sheet 3 of 3)

16 AVIONICS
4. The VNAV deviation has a red VNV flag

with the deviation indicator removed
5. Depending on aircraft altitude, aircraft
may be descended with non-VNAV (VS,
FLC, etc.) modes to the LNAV minimum
OR
5. Execute published missed approach
Selections back to baro-VNAV guidance are NOT
allowed inside the FAF.
Load LNAV/VNAV or LNAV Approach:

1. Confirm desired airport is in ORIGIN or
DESTination on the active flight plan page
2. Choose an APPRoach and the desired
transition (VECTOR is always default)
3. GNSS BARO is displayed at R5 (Fig-
ure 16A-20)
a. This label only indicates the selected
approach will be using baro-VNAV.
It is NOT real-time display of system
capability.
4. Verify LEGS page or MFD MAP to
ensure proper information
5. EXECute after confirmation
The PFD displays TERM in white when within
31 NM of the desired airport. Figure 16A-20. Load LNAV/VNAV
or LNAV Approach
The PFD displays GPS APPR in green when
within 2 NM of the FAF. RAIM prediction and RAIM checking is
automatically used by the FMS as in non-SBAS
Baro-VNAV is used for the entire procedure. units.
Baro-VNAV temperature restrictions apply to Inside 31 NM to airport (Figure 16A-21):
LNAV/VNAV minimums.
1. If RAIM is insufficient for the approach,
this message appears on the CDU
FAILURE OF SBAS DURING
a. NO NPA RAIM
LNAV/VNAV APPROACH
2. An amber MSG flashes on the PFD
No messages appear if the SBAS signal fails
during an LNAV/VNAV or LNAV approach 3. Accomplish a non-GPS approach as per
provided the navigation integrity from the GPS AFM or AFM supplement
remains within limits.

16 AVIONICS
Figure 16A-21. RAIM Failure after
SBAS Failure
LOAD LNAV/VNAV APPROACH

WITH WAAS (RARE)
The following images and information are avail-
able in the Collins FMS but no procedures have
been designed, as of this printing, by the FAA.
1. Confirm desired airport is in ORIGIN or
2. Choose an APPRoach and the desired
3. SBAS L/V is displayed at R5 (Figure
16A-22)
approach will be using SBAS VNAV. Figure 16A-22. LNAV/VNAV
It is NOT real-time display of system Approach with WAAS
capability.
Baro-VNAV temperature restrictions do not apply
4. Verify LEGS page or MFD MAP to when using SBAS VNAV. For failure of SBAS
ensure proper information integrity, see the LPV approach section.
The FMS uses any available SBAS provider for LOAD NON-GPS APPROACH
lateral navigation. 1. Confirm desired airport is in ORIGIN or
The PFD displays L/V TERM in white when
within 31 NM of the desired airport. 2. Choose an APPRoach and the desired
The PFD displays L/V APPR in green when
within 2 NM of the FAF. 3. BARO is displayed at R5 (Figure 16A-23)
The FMS uses baro-VNAV until the FACF and approach will be using baro-VNAV.
then transitions to SBAS VNAV just like LPV It is NOT real-time display of system
approaches. capability.

16 AVIONICS
Figure 16A-23. Load Non-GPS Approach
4. Verify LEGS page or MFD MAP to

ensure proper information
A NO APPR label appears on the PFD.
An APPR FOR REF ONLY appears on the CDU.
Verify AFM or AFM supplement limitations for Figure 16A-24. Navigation Integrity
navigation guidance requirements.
RAIM PREDICTION
NAVIGATION INTEGRITY RAIM prediction is only necessary when outside
If the navigation integrity falls outside of toler- the coverage of SBAS or during SBAS NOTAMs
ance for the phase of flight (enroute or terminal), indicating an outage of signal integrity.
a message is displayed on the CDU and PFD. This
message is a total FMS integrity message and 1. Press IDX GNSS CONTROL
appears whether SBAS is being received or not 2. Choose NPA RAIM (L5) (Figure 16A-25)
(Figure 16A-24).
3. Destination airport is automatically filled
1. A LOSS OF INTEGRITY message
with flight plan destination airport
appears on the CDU
4. Enter satellites that have been NOTAM’d
2. A LOI or LOI TERM appears on the PFD
out of service in the deselect option in L3
depending on the 31 NM distance from
the airport 5. The ETA is automatically filled when in
flight or it can be manually entered in R2
3. Use another source of navigation
(i.e., when still on the ground)

16 AVIONICS
These are the possible outcomes of approach
RAIM prediction:
ROCKWELL COLLINS
AVAILABLE
FMS DIFFERENCES
UNAVAILABLE
Table 16A-2. NON-WAAS/WAAS DIFFERENCES
REQ PENDING
NON-WAAS WAAS (V4.0)
GPS label on applicable pages GNSS label on applicable pages
No Space Based Uses Space Based
Augmentation System (SBAS) Augmentation System (SBAS)
US = WAAS
Europe = EGNOS
Japan = MSAS
India =GAGAN
VNAV VNAV
Enroute/Terminal Enroute/Terminal
Uses Baro-VNAV only (± 500 FT) Uses Baro-VNAV only (± 500 FT)
Approaches Approaches
Uses Baro-VNAV only (± 250 FT) LPV minimums
WAAS only (Angular)
LNAV/VNAV minimums
Baro-VNAV (± 250 FT)
WAAS when FAA certified
(Angular)
LNAV minimums
Baro-VNAV only (± 250 FT)
RNAV SID/RNAV STAR RNAV SID/RNAV STAR
± 1 NM CDI within 30 NM of ± 1 NM CDI for entire
ARPT procedure (TERM)
± 5 NM CDI outside of 30 NM ± 1 NM CDI when off
Must do RAIM prediction procedure within 31 NM of
ARPT
± 2 NM CDI when off
procedure outside 31 NM
of ARPT
RAIM prediction only when
WAAS fails
Q Routes/T Routes Q Routes/T Routes
Figure 16A-25. RAIM Prediction ± 1 NM CDI within 30 NM of ±1 NM CDI within 31 NM of
ARPT ARPT
± 5 NM CDI outside of 30 NM ± 2 NM CDI outside 31 NM
Must do RAIM prediction RAIM prediction only when
WAAS fails
Approaches Approaches
Cannot choose multiple label Can choose multiple label
approaches approaches, e.g., RNAV
(GPS) Y Rwy 10/RNAV (GPS)
GPS APPR mode ~2 NM Z Rwy 10
from FAF
LPV APPR mode after FACF
Non-GPS approches can be L/V APPR mode after FACF
own without messages GPS APPR mode ~2 NM
No stepdown Xs inside FAF from FAF
Non-GPS approaches will have
APPR FOR REF ONLY CDU
message
NO APPR PFD message
All stepdown Xs inside FAF
(non-ILS)

16 AVIONICS
QUESTIONS
1. Loss of integrity (LOI) messages indicate: 5. Descending to LPV minimums after the
FAF requires:
A. FMS can be used for enroute naviga-
tion only. A. The green APPR label on the PFD.
B. FMS can be used for terminal naviga- B. The green GPS APPR label on the PFD.
tion only. C. The green LPV APPR label on the
C. FMS can be used up to the final PFD.
approach fix (FAF) but not further. D. The white or green LPV APPR label on
D. FMS cannot be used as primary naviga- the PFD.
tion for any phase of flight.
6. Failure of SBAS during an LPV approach:
2. Space-Based Augmentation System (SBAS)
A. Is not displayed on the PFD and
service providers are:
requires the pilot to monitor the CDU
A. Selected automatically by the FMS flight plan pages.
when flying to LPV minimums. B. Is displayed on the MFD with the mes-
B. Selected manually on the SBAS Service sage USE LNAV MINIMUMS.
Providers page. C. Still allows flight down to LPV
C. Not selectable by either the FMS or the minimums as long as the autopilot is
pilot since all providers are selected all engaged.
the time. D. Will not be annunciated inside the FAF.
D. Not required for any SBAS opera-
tion but provide for extra accuracy if 7. With a failure of SBAS prior to the FAF on
selected. an LPV approach, the crew:
A. Must abandon the approach and load a
3. Multiple named approaches such as RNAV
non-GPS based procedure.
(GPS) Y Rwy 13 and RNAV (GPS) Z Rwy 13:
B. Can only descend to LNAV minimums.
A. Are selectable in the FMS.
C. Must completely reload the approach
B. Are not selectable in the FMS and a dif- procedure from the DEP/ARR pages
ferent approach must be used. for the FMS to automatically choose
C. Are selectable in the FMS but not BARO as the APPR VNAV GP.
allowed to be flown. D. Can select BARO as the APPR VNAV
D. Are not displayed in the FMS until GP on the ARR DATA page and
within the 30 NM terminal area. continue descent to the LNAV/VNAV
minimum.
4. Barometric-VNAV (baro-VNAV) can be used:
A. For LPV, LNAV/VNAV, and LNAV
minimums.
B. For only LPV minimums.
C. For LNAV/VNAV and LNAV minimums.
D. Only in the enroute and terminal areas
but not approaches.

CHAPTER 17
OXYGEN SYSTEM
CONTENTS
Page
17 OXYGEN SYSTEM

INTRODUCTION................................................................................................................. 17-1
GENERAL............................................................................................................................. 17-1
CREW OXYGEN.................................................................................................................. 17-3
FIRST AID OXYGEN........................................................................................................... 17-3
PASSENGER OXYGEN....................................................................................................... 17-4
LIMITATIONS....................................................................................................................... 17-5
QUESTIONS......................................................................................................................... 17-7

ILLUSTRATIONS
Figure Title Page
17-1 Oxygen System.......................................................................................................... 17-2

17-2 Oxygen Mask Stowed................................................................................................ 17-3
17 OXYGEN SYSTEM

17-3 Oxygen Mask Selector.............................................................................................. 17-3
17-4 First Aid Mask Access Panel..................................................................................... 17-4
17-5 Oxygen System Push-Pull Handles........................................................................... 17-4
17-6 Oxygen Bottle and Shutoff Valve.............................................................................. 17-4
17-7 Passenger Oxygen Mask Deployed........................................................................... 17-5
17-8 Oxygen System Annunciators................................................................................... 17-5
17-9 Oxygen Available with Partially Full Bottle.............................................................. 17-6
TABLES
Table Title Page
17-1 Average Time of Useful Consciousness......................................................................17-3

17-2 Oxygen Duration.........................................................................................................17-6

CHAPTER 17
OXYGEN SYSTEM
17 OXYGEN SYSTEM

INTRODUCTION
This chapter describes the oxygen system in the King Air B200/B200GT aircraft. The system
provides for crew oxygen, first aid oxygen, and passenger oxygen.
GENERAL
The aircraft has an automatic deployment oxygen The masks deliver oxygen only upon inhalation;
system for the passengers and a diluter-demand no oxygen loss occurs when the masks are
oxygen system for the crew (Figure 17-1). connected and the oxygen system is armed.
The crew uses diluter-demand, quick-donning Table 17-1 gives the average time of useful
oxygen masks that are held in the overhead panel consciousness (time from onset of hypoxia until
(Figure 17-2). loss of effective performance) at various altitudes.

FORWARD PRESSURE BULKHEAD COCKPIT OXYGEN

PRESSURE GAUGE
PASSENGER
DILUTER-DEMAND MANUAL
ANNUNCIATOR PASS OXYGEN ON OVERRIDE
CREW MASK
SHUTOFF VALVE
DILUTER-DEMAND CREW MASK
17 OXYGEN SYSTEM
SOLENOID
OFF
ON
CONTROL
LEGEND BAROMETRIC CABLE
HIGH-PRESSURE LINE PRESSURE
SWITCH
LOW-PRESSURE LINE
OXYGEN CYLINDER
FLEXIBLE HOSE
CONTROL CABLE
OXYGEN PRESSURE SENSE SWITCH
PASSENGER SINGLE MASK OUTLET
PASSENGER 2 MASK OUTLET

(TYPICAL 5 PLACES)
OPTIONAL OXYGEN MASK FIRST AID OXYGEN MASK STOWED

CONTAINER, LINES, AND IN MANUALLY OPERATED BOX
OUTLET FOR FOLD-UP SEATS
AFT PRESSURE BULKHEAD
HIGH-PRESSURE OVERBOARD RELIEF CONTROL CABLE
COMPOSITE OXYGEN CYLINDER
PRESSURE REGULATOR OXYGEN FILL

AND SHUTOFF VALVE PRESSURE VALVE
GAUGE
Figure 17-1. Oxygen System

Table 17-1. A
VERAGE TIME OF USEFUL
CONSCIOUSNESS
ALTITUDE AVERAGE TIME
35,000 FEET 1/2 TO 1 MINUTE
30,000 FEET 1 TO 2 MINUTES
28,000 FEET 2 1/2 TO 3 MINUTES
17 OXYGEN SYSTEM

12,000−18,000 FEET 30 MINUTES OR MORE
CREW OXYGEN
Figure 17-3. Oxygen Mask Selector
This crew oxygen system is based on an adequate
flow for an altitude of 35,000 feet. The dura- PULL ON–SYSTEM READY
tion chart and masks are based on a flow rate of
3.9 LPM-NTPD (liters per minute-normal tem- Handle
perature pressure differential). The crew uses The PULL ON–SYSTEM READY handle is used
diluter-demand, quick-donning oxygen masks that to arm the oxygen system. The handle, which is
are held in the overhead panel (Figure 17-2). left of the power quadrant, must be pulled out in
order to arm the system.
WARNING
The PULL ON–SYSTEM READY
handle must be pulled out to arm the
oxygen system before flight. If the
cable or linkage freezes when the han-
dle is positioned to OFF (pushed in),
the handle cannot be pulled out and
oxygen is unavailable.
Figure 17-2. Oxygen Mask Stowed

FIRST AID OXYGEN
CONTROLS AND INDICATIONS First aid oxygen is available from the first aid
oxygen mask in the toilet area when the primary
Crew Mask Controls oxygen supply line is charged.
The crew mask has three modes—EMER, 100%,
and NORM (Figure 17-3). The EMER position CONTROLS AND INDICATIONS
supplies positive pressure to the face piece and
The first aid mask is actuated by manually opening
is used if smoke and/or fumes are in the cabin.
the overhead access FIRST AID OXYGEN–
When 100% is selected, only oxygen directly
PULL panel, and then opening the ON–OFF
from the oxygen bottle is inhaled by the pilot or
valve inside the box (Figure 17-4) A placard on
copilot. This mode increases the rate of oxygen
the box states: NOTE: CREW SYS MUST BE
depletion. The NORM position mixes cockpit air
ON as a reminder that the PULL ON–SYSTEM
with oxygen supplied through the mask.
READY handle in the cockpit must be armed
before oxygen flows through the first aid mask.

Figure 17-6. O
xygen Bottle and
17 OXYGEN SYSTEM
Shutoff Valve
If the oxygen bottle is not empty when the handle

is pulled out, the primary oxygen supply line
charges with oxygen. The charged supply line
delivers oxygen to the two crew oxygen outlets,
to the first aid oxygen mask, and to the manual
override shutoff valve.
The OXYGEN gauge on the copilot right sub-

Figure 17-4. First Aid Mask Access Panel panel indicates the oxygen bottle pressure.The
filler gauge also indicates oxygen bottle and oxy-
The PULL ON–SYSTEM READY push-pull gen system pressure.
handle is left of the power quadrant (Figure
17-5).The PASSENGER MANUAL DROPOUT
(override) push-pull handle is on the right side of PASSENGER OXYGEN
the power quadrant (Figure 17-5). Both handles
are operated the same way. Pushing in the handle The passenger oxygen system is the constant flow
deactivates the selected function; pulling out the type. Any time cabin pressure altitude exceeds
handle actuates the desired function. approximately 12,500 feet, a barometric pressure
switch automatically energizes a solenoid that
opens the passenger oxygen manifold.
Automatic deployment of the passenger constant-

flow oxygen masks occurs when oxygen pressure
in the supply line causes a plunger to extend against
each mask dispenser door, forcing the door open
(Figure 17-7). When the doors open, the masks
drop approximately nine inches below the doors.
Figure 17-5. Oxygen System NOTE

Push-Pull Handles
The lanyard valve pin at the top of the oxy-
The PULL ON–SYSTEM READY handle gen mask hose must be pulled out in order
operates a cable that opens and closes the shutoff for oxygen to flow through the mask.
valve on the oxygen bottle in the aft fuselage
behind the aft pressure bulkhead (Figure 17-6). A lanyard valve pin is connected to the mask with
When the handle is pushed in, no oxygen supply a flexible cord. When the mask is pulled down,
is available anywhere in the aircraft. The handle the cord pulls the pin from the lanyard valve and
must be pulled out before starting the engine to oxygen flows continuously from the mask until
ensure oxygen availability when needed. the passenger shutoff valve closes.

The switch also sounds the no smoke/fasten

seatbelt chime and illuminates the cabin lights
to full brightness, including all fluorescent
lights, the vestibule light, and the center baggage
compartment light, regardless of the position of
the CABIN START/BRIGHT– DIM–OFF switch.
If the PASSENGER MANUAL DROPOUT

handle is pushed in and cabin altitude is below
17 OXYGEN SYSTEM

12,500 feet, or if the OXYGEN CONTROL circuit
breaker is pulled regardless of cabin altitude, then
the remaining oxygen is isolated for the crew and
first aid outlets.
Refer to Table 17-2 for oxygen duration and

Figure 17-9 for oxygen bottle capacity.
NOTE
For duration time with the crew using
Figure 17-7. Passenger Oxygen diluter-demand, quick-donning oxygen
Mask Deployed masks at 100%, increase the computa-
tion of NUMBER OF PEOPLE USING
portion of Table 17-2 for the crew by a
CONTROLS AND INDICATIONS factor of two (e.g., with four passengers,
The crew can manually open the manifold any enter the table at eight).
time by pulling out the PASSENGER MANUAL
DROPOUT handle (see Figure 17-5). Once the NOTE (B200)
shutoff valve opens, either automatically or
manually, oxygen flows into the passenger oxygen Oxygen duration is computed for an
supply line. autodeployed mask, 3.9 liters per min-
ute (LPM-NTPD), color-coded orange
A pressure sensitive switch in the supply line and white, and approved for altitudes
illuminates the PASS OXY ON annunciator up to 35,000 feet, however, not ade-
(Figure 17-8). quate above 25,000 feet.
LIMITATIONS
For specific information on the oxygen system
limitations, refer to the Pilot's Operating
Handbook (POH).
EMERGENCY/
ABNORMAL
Figure 17-8. Oxygen System Annunciators Manual (AFM).

Table 17-2. OXYGEN DURATION

CYLINDER NUMBER OF PEOPLE USING
VOLUME 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 **16 **17
CUBIC FEET DURATION IN MINUTES
22 144 72 48 36 28 24 20 18 16 14 13 12 11 10 * * *
50 317 158 105 79 63 52 45 39 35 31 28 26 24 22 21 19 18
77 488 244 162 122 97 81 69 61 54 48 44 40 37 34 32 30 28
17 OXYGEN SYSTEM
115 732 366 244 183 146 122 104 91 81 73 66 61 56 52 48 45 43

* Will not meet oxygen requirements.
** For oxygen duration computations, count each diluter-demand crew mask in use as 2
(e.g., with 4 passengers and a crew of 2, enter the table at 8 people using).
Figure 17-9. Oxygen Available with Partially Full Bottle

QUESTIONS
1. Where are the crew oxygen masks stowed in 4. The autodeployment system operates at
the autodeployment system? which cabin pressure altitude?
A. In the side panels A. 10,500 feet
B. In the overhead compartment B. 12,500 feet
C. Under the pilot and copilot seats C. 20,000 feet
17 OXYGEN SYSTEM

D. On the aft partition, outboard and behind D. 31,000 feet
the crew seats
5. When selected to 100%, the number of crew
2. When do the crew diluter-demand, quick- masks in use to be used for computing oxy-
donning masks deliver oxygen, when set to gen duration is:
100%?
A. Counted once
A. At all times B. Tripled
B. Upon exhalation C. Halved
C. Upon inhalation D. Doubled
D. When the hose is plugged-in
3. Why must the PULL ON–SYSTEM READY

handle be pulled out, prior to flight, arming
the system?
A. To have oxygen available immediately
any time it is needed
B. To prevent oxygen mask icing
C. To prevent freezing of the fill valve
D. To deenergize the barometric pressure
switch

CHAPTER 18
WATER AND WASTE
CONTENTS
Page
INTRODUCTION................................................................................................................. 18-1
TOILET.................................................................................................................................. 18-2
RELIEF TUBES.................................................................................................................... 18-2
QUESTIONS......................................................................................................................... 18-3
18 WATER AND WASTE

ILLUSTRATIONS
Figure Title Page
18-1 Toilet.......................................................................................................................... 18-2

18-2 Relief Tube................................................................................................................. 18-2
18 WATER AND WASTE

CHAPTER 18
WATER AND WASTE
18 WATER AND WASTE

INTRODUCTION
This chapter describes the miscellaneous systems in the King Air B200/B200GT aircraft, which
include the toilet and relief tubes.

TOILET RELIEF TUBES

The side-facing toilet is in the foyer and faces A relief tube is in a slide-open compartment on
the airstair door (Figure 18-1). The foyer can the face of the toilet (Figure 18-2). A relief tube is
be closed off from the cabin by sliding the two also installed in the cockpit and stowed under the
partition door panels to the center of the fuselage, pilot seat. The hose on the cockpit relief tube is
where they are held closed by magnetic strips. The long enough for use by either the pilot or copilot.
forward-facing toilet, when installed, is in the aft
cargo area and is enclosed by the cargo partition.
18 WATER AND WASTE
Figure 18-2. Relief Tube
A valve lever is on the side of the relief tube horn.

The lever must be pressed at all times while the
relief tube is in use.
Figure 18-1. Toilet Each tube drains into the atmosphere through
its own drain port on the bottom of the fuselage.
Each drain port atomizes the discharge to keep it
The toilet can be either the chemical-type or away from the skin of the aircraft.
the electrically-flushing-type. In either case, the
hinged seat must be raised to access the toilet. A NOTE
toilet tissue dispenser is in a slide out compartment
The relief tubes are for use during
on the forward side of the toilet cabinet.
flight only.
CAUTION
EMERGENCY/
With the Monogram electrically-flush-
ing toilet, the sliding knife valve is to
ABNORMAL
be open at all times, except when ser- For information on emergency/abnormal
vicing the unit. The cabinet below the procedures, refer to the appropriate abbreviated
toilet must be opened to access the checklists or the FAA-approved Aircraft Flight
knife valve handle. Manual.

QUESTIONS
1. The sliding-knife valve on a Monogram toi-
let is to be open:
A. At all times except when servicing
the unit.
B. At all times including when
servicing the unit.
C. Only when servicing the unit.
D. Only when in actual use.
18 WATER AND WASTE

Maneuvers and Procedures information is located in supplemental material.
AND PROCEDURES
19 MANEUVERS

CHAPTER 20
WEIGHT AND BALANCE
CONTENTS
Page
INTRODUCTION................................................................................................................. 20-1
WEIGHT AND BALANCE................................................................................................... 20-2
Weight and Balance Computation.................................................................................. 20-2
QUESTIONS.......................................................................................................................20-14
20 WEIGHT AND BALANCE

ILLUSTRATIONS
Figure Title Page
20-1 Basic Empty Weight and Balance Form.................................................................... 20-3

20-2 Weight and Balance Loading Form........................................................................... 20-4
20-3 Loading Data (Passenger).......................................................................................... 20-5
20-4 Cabin Loading........................................................................................................... 20-6
20-5 Loading Data Cargo Configuration........................................................................... 20-7
20-6 Density Variation of Aviation Fuel............................................................................ 20-8
20-7 Useful Load Weights and Moments Usable Fuel...................................................... 20-9
20-8 Moment Limits vs. Weight..................................................................................... 20-10
20-9 Moment Limits vs. Weight with CG....................................................................... 20-11
20-10 HALO Commuter Category STC Weight and Balance Diagram........................... 20-12
TABLES
Table Title Page
20-1 Center Of Gravity Limits, Landing Gear Down (Normal Category)....................... 20-13
20-2 Center Of Gravity Limits, Landing Gear Down (Halo Commuter Category).......... 20-13

CHAPTER 20
WEIGHT AND BALANCE
INTRODUCTION
It is the responsibility of the aircraft operator to ensure that the aircraft is properly loaded. At the
time of delivery, the manufacturer provides the necessary weight and balance data to compute
individual loading. All subsequent changes in aircraft weight and balance are the responsibility
of the aircraft owner and/or operator. Weight and balance computation and considerations are
covered in the first portion of this chapter.
The weight and balance covers loading a typical aircraft and uses data to complete a typical
computation. Additional information is provided in the Aircraft Flight Manual.

WEIGHT AND BALANCE Fuel to destination is computed during the

performance functions of flight planning. This
A current record of aircraft basic weight and fuel figure is used in lines 21 and 22 to compute
balance must be maintained at all times. This can landing condition. The moment/100 for fuel
require periodic weighing. The need for weighing to destination is computed by subtracting the
is determined through maintenance procedures moment/100 for the fuel remaining (at landing)
and practices. from the fuel moment/100 used for fuel loading.
Use Figure 20-7 for this computation.
A Basic Empty Weight and Balance form is pro-
vided by the aircraft manufacturer to maintain Landing condition is computed by subtracting
the record in a current condition (Figure 20-1). A the fuel to be used from takeoff condition. The
careful check must be made each time this form is moment/100 for landing condition must be
used to ensure the information is current. A sam- checked using Figure 20-8 to verify that it is
ple basic empty weight and moment of a typical within limits.
aircraft is used in this chapter.
WEIGHT AND BALANCE

COMPUTATION
Another form is provided by the aircraft
manufacturer to compute weight and balance
(Figure 20-2). This computation must be
completed before each flight to ensure proper
aircraft operation.
The Zero-Fuel Condition is the total of weights

and moments/100 in lines 1 through 14. This
weight must not exceed 11,000 pounds.
Fuel is added by first referring to the Density

Variation of Aviation Fuel chart (Figure 20-6)
to determine the fuel density (Note: For aircraft
flight manual purposes 1kg/L = 8.345 lb/gal).
Then the weight and moment of the fuel loaded
is determined from the Useful Load Weights and
Moments Useful Fuel chart (Figure 20-7).
The total weight and moment/100 for ramp

condition is the sum of zero fuel condition plus
the fuel loading. The fuel weight and moment/100
for start, taxi, and takeoff is listed at the bottom
of the form. The total weight for takeoff condition
must not exceed 12,500 pounds. The computed
takeoff condition moment/100 must be checked

to be within limits (Figure 20-8 and Figure 20-9).
When using the Moment Limits vs. Weight
Graph, move horizontally with the weight of the
aircraft to the point where it meets the aircraft
moment/100 which is presented diagonally. The
point where the two meet shows the center of
gravity in inches aft of the datum.

Facility: Serial No.:

Scales: Date:
REFERENCE DIMENSIONS IN FUSELAGE STATIONS (INCHES AFT OF DATUM)

Wheel Axle Centerlines: Nose Main Jack Point Locations:
Extended Strut 29.4 208.5 Forward 83.5
Compressed Strut 30.8 210.5 Aft 225.5
REACTION SCALE NEW

Wheel or Jack Point READING TARE WEIGHT ARM MOMENT
(lb) (lb) (lb) (in.) (lb-in.)
Left Main
Right Main
Sub Total – Mains
Nose
Total - As Weighed
Additions and Subtractions to As Weighed Condition:
Add: Drainable Unusable Fuel 34.0 --- 5576
BASIC EMPTY WEIGHT (BEW)

Note: The Basic Empty Weight includes full engine oil and unusable fuel.
Prepared By:
Title:
Figure 20-1. Basic Empty Weight and Balance Form

WEIGHT AND BALANCE LOADING FORM

SERIAL NO. _________________REG NO._________________ DATE __________________
WEIGHT F.S. MOM/100
LINE ITEM
(LB) (IN) (LB-IN)
1 Basic Empty Weight
2 Pilot
3 Copilot
4 Passenger 1 or Cargo in Section A
5 Passenger 2 or Cargo in Section B
6 Passenger 3 or Cargo in Section C
7 Passenger 4 or Cargo in Section D
8 Passenger 5 or Cargo in Section E
9 Passenger 6
10 Passenger 7
11 Passenger 8
12 Passenger 9
13 Total Cabinet Contents
14 Total Baggage
Subtotal - Zero Fuel Weight.
15
DO NOT EXCEED 11,000 LBS.
16 Fuel Loading
Subtotal - Ramp Weight
17
Less Fuel for Start, Taxi and Take-
18
off*
Total - Take-Off Weight.
19
* Fuel for start, taxi and take-off is normally 90 lbs at an average moment/100 of 177.
LANDING WEIGHT DETERMINATION
20 Fuel Loading from Line 16
Less Fuel used to Destination
21 (including fuel for start, taxi and
take-off)
Total Fuel Remaining.
22 Moment/100 from Usable Fuel
Weights and Moments Table

23 Zero Fuel Weight from Line 15
24 Total Landing Weight (line 22 + 23)
NOTE: Shaded areas in the above tables indicate values that are not required to arrive at a
final weight and balance.
Figure 20-2. Weight and Balance Loading Form

FS 30
FS 84
COCKPIT
CREW
FS 129
FS 152
FS 163
ROW 1
FS 175
ROW 2 CABIN
FS212
ROW 3
FS 259
FS 279
L1
FS 293 FOYER
FS 305
AFT
CABIN
FS 348
Figure 20-3. Loading Data (Passenger)

PASS (NOTE)
FS 183
PASS PASS PASS PASS PASS PASS
FS 171 FS 212 FS 259 FS 163 FS 212 FS 259
PASS PASS PASS PASS PASS PASS

FS 175 FS 212 FS 259 FS 175 FS 212 FS 259
NOTE:
LAVATORY
AFT COUCH LOCATION NOT TO
USE CREW CABIN CHAIRS SEAT BE OCCUPIED DURING TAKEOFF
COLUMNS F.S. F.S. F.S. F.S. F.S. F.S. F.S. AND LANDING
MARKED 129 171 175 212 259 293 335
X
WEIGHT MOMENT/100
80 103 137 140 170 207 234 268
90 116 154 158 191 233 264 302
100 129 171 175 212 259 293 335
110 142 188 193 233 285 322 369
120 155 205 210 254 311 352 402
130 168 222 228 276 337 381 436
140 181 239 245 297 363 410 469
150 194 257 263 318 389 440 503
160 206 274 280 339 414 469 536
170 219 291 298 360 440 498 570
180 232 308 315 382 466 527 603
190 245 325 333 403 492 557 637
200 258 342 350 424 518 586 670
210 271 359 368 445 544 615 704
220 284 376 385 466 570 645 737
230 297 393 403 488 596 674 771
240 310 410 420 509 622 703 804
(CLOTHING ON HANGERS) AFT CABIN CHART FORWARD COUCH AFT COUCH

FOYER F.S. 325 WEIGHT CASES CABINET CABINET CABINET DRAWERS
WEIGHT F.S. 292 F.S. 148 F.S. 158 F.S. 196 F.S. 272 F.S. 173
MOMENT/100
MOMENT/100
10 29 33
20 58 65 10 15 16 20 27 17
30 88 98 20 30 32 39 54 35
117 130 30 44 47 59 82 52
40
50 146 163 40 59 63 78 109
60 175 195 50 74 79
70 204 228 60 95
80 234 260 70 111
90 263 293 80 126
100 292 325 90 142
100 158
200 650
300 975 NOTE: Weight and Moment/100 of Cabinet Contents must be included in all
370 1203 loading computations.
400 1300
500 1625
510 1658
550 1788
See DIMENSIONAL AND LOADING DATA.
Figure 20-4. Cabin Loading

FS 0.0
CENTROID
FS 30.0 SECTION MAXIMUM ARM
A 880 LB FS 171
EQUIP B 860 LB FS 210
COMPT C 830 LB FS 250
D 550 LB FS 288
FS 84.0 E 550 LB FS 325
COCKPIT
FS 129.0
FS 152.0
USEFUL LOAD WEIGHTS AND MOMENTS
SECTION A CARGO
COMPARTMENT *
FS 190.0
A B C D E
(MOLD LINE
MAIN SPAR) F.S. 152–190 F.S. 190–230 F.S. 230–270 F.S. 270–305 F.S. 305–348
SECTION B WEIGHT CENTROID
F.S. 171 F.S. 210 F.S. 250 F.S. 288 F.S. 325
FS 230.0 MOMENT/100
10 17 21 25 29 33
SECTION C 20 34 42 50 58 65
30 51 63 75 86 98
FS 270.0 40 68 84 100 115 130
50 86 105 125 144 163
SECTION D 60 103 126 150 173 195
70 120 147 175 202 228
FS 305.0 80 137 168 200 230 260
90 154 189 225 259 293
SECTION E 100 171 210 250 288 325
200 342 420 500 576 650
FS 347.75 300 513 630 750 864 975
EQUIP 400 684 840 1000 1152 1300
COMPT 500 855 1050 1250 1440 1625
510 872 1071 1276 1469 1658
550 940 1155 1375 1584 1788
600 1026 1260 1500 NOTE: All cargo must be
700 1197 1470 1750 supported by the seat tracks
in a uniform distribution and
800 1368 1680 2000 tied down to the tracks by
830 1419 1743 2075 an FAA approved method.
860 1471 1806
880 1505
* Refer to LOADING DATA CARGO CONFIGURATION
Figure 20-5. Loading Data Cargo Configuration

20-8
DENSITY VARIATION OF AVIATION FUEL
BASED ON AVERAGE SPECIFIC GRAVITY
FUEL AVERAGE SPECIFIC GRAVITY

JET A (JP-5) (JP-8) AND JET A1 .819 AT 15°C
JET B (JP-4) .764 AT 15°C
AV GAS GRADE 100/130 .705 AT 15°C
AVIATION
7 KER OSENE JE
T A (JP-5)
(JP-8) & J
ET A1
JET B (JP
-4)
AVIATION
G ASOLINE
GRADE 100
6 /130

SPECIFIC WEIGHT ~ POUNDS/GALLON
5
–50 –40 –30 –20 –10 0 10 20 30 40 50 60
TEMPERATURE ~ °C
Figure 20-6. Density Variation of Aviation Fuel
Revision 1.0
USEFUL LOAD WEIGHTS AND MOMENTS

USABLE FUEL
10 63 97 65 100 67 103 69 106 71 109

20 126 194 130 200 134 206 138 212 142 218
30 189 300 195 309 201 319 207 329 213 338
40 252 417 260 430 268 443 276 456 284 469
50 315 533 325 550 335 567 345 584 355 601
60 378 652 390 672 402 693 414 714 426 734
70 441 770 455 795 469 819 483 843 497 868
80 504 890 520 918 536 946 552 974 568 1002
90 567 1007 585 1039 603 1071 621 1103 639 1135
100 630 1125 650 1160 670 1196 690 1232 710 1267
110 693 1240 715 1280 737 1319 759 1358 781 1398
120 756 1357 780 1400 804 1443 828 1486 852 1529
130 819 1473 845 1519 871 1566 897 1613 923 1659
140 882 1589 910 1640 938 1690 966 1740 994 1791
150 945 1707 975 1761 1005 1815 1035 1869 1065 1923
160 1008 1823 1040 1881 1072 1939 1104 1997 1136 2055
170 1071 1941 1105 2002 1139 2064 1173 2126 1207 2187
180 1134 2057 1170 2123 1206 2188 1242 2253 1278 2319
190 1197 2175 1235 2244 1273 2313 1311 2382 1349 2451
200 1260 2292 1300 2364 1340 2437 1380 2510 1420 2582
210 1323 2409 1365 2486 1407 2562 1449 2638 1491 2715
220 1386 2527 1430 2607 1474 2687 1518 2767 1562 2847
230 1449 2644 1495 2728 1541 2812 1587 2896 1633 2980
240 1512 2763 1560 2850 1608 2938 1656 3026 1704 3113
250 1575 2880 1625 2972 1675 3063 1725 3154 1775 3246
260 1638 2998 1690 3093 1742 3188 1794 3283 1846 3378
270 1701 3114 1755 3213 1809 3312 1863 3411 1917 3510
280 1764 3232 1820 3334 1876 3437 1932 3540 1988 3642
290 1827 3349 1885 3456 1943 3562 2001 3668 2059 3775
300 1890 3466 1950 3576 2010 3686 2070 3796 2130 3906
310 1953 3583 2015 3697 2077 3811 2139 3925 2201 4039
320 2016 3701 2080 3819 2144 3936 2208 4053 2272 4171
330 2079 3819 2145 3941 2211 4062 2277 4183 2343 4305
340 2142 3937 2210 4062 2278 4187 2346 4312 2414 4437
350 2205 4055 2275 4183 2345 4312 2415 4441 2485 4569
360 2268 4178 2340 4310 2412 4443 2484 4576 2556 4708
370 2331 4297 2405 4434 2479 4570 2553 4706 2627 4843
380 2394 4419 2470 4560 2546 4700 2622 4840 2698 4981
386 2432 4491 2509 4633 2586 4776 2663 4919 2741 5061
400 2520 4667 2600 4815 2680 4963 2760 5111 2840 5259
410 2583 4793 2665 4945 2747 5097 2829 5249 2911 5401
420 2646 4919 2730 5075 2814 5231 2898 5387 2982 5543
430 2709 5046 2795 5206 2881 5366 2967 5526 3053 5686
440 2772 5173 2860 5337 2948 5501 3036 5665 3124 5829
450 2835 5301 2925 5470 3015 5638 3105 5806 3195 5975
460 2898 5428 2990 5601 3082 5773 3174 5945 3266 6118
470 2961 5556 3055 5733 3149 5909 3243 6085 3337 6262
480 3024 5685 3120 5866 3216 6046 3312 6226 3408 6407
490 3087 5815 3185 5999 3283 6184 3381 6369 3479 6553
500 3150 5946 3250 6134 3350 6323 3450 6512 3550 6700
510 3213 6076 3315 6269 3417 6462 3519 6655 3621 6848
520 3276 6208 3380 6405 3484 6602 3588 6799 3692 6996
530 3339 6340 3445 6542 3551 6743 3657 6944 3763 7146
540 3402 6470 3510 6676 3618 6881 3726 7086 3834 7292
544 3427 6522 3536 6729 3645 6936 3754 7143 3862 7350
BB06C
060576AA.AI
Figure 20-7. Useful Load Weights and Moments Usable Fuel

MOMENT LIMITS vs WEIGHT

NORMAL CATEGORY
MINIMUM MAXIMUM MINIMUM MAXIMUM
WEIGHT MOMENT/ MOMENT/ WEIGHT MOMENT/ MOMENT/
100 100 100 100
7200 13032 14141 9950 18010 19542
7250 13122 14239 10000 18100 19640
7300 13213 14337 10050 18190 19738
7350 13304 14435 10100 18281 19836
7400 13394 14534 10150 18372 19935
7450 13484 14632 10200 18462 20033
7500 13575 14730 10250 18552 20131
7550 13666 14828 10300 18643 20229
7600 13756 14926 10350 18734 20327
7650 13846 15025 10400 18824 20426
7700 13937 15123 10450 18914 20524
7750 14028 15221 10500 19005 20622
7800 14118 15319 10550 19096 20720
7850 14208 15417 10600 19186 20818
7900 14299 15516 10650 19276 20917
7950 14390 15614 10700 19367 21015
8000 14480 15712 10750 19458 21113
8050 14570 15810 10800 19548 21211
8100 14661 15908 10850 19638 21309
8150 14752 16007 10900 19729 21408
8200 14842 16105 MAX 10950 19820 21506
8250 14932 16203 ZERO 11000 19910 21604
8300 15023 16301 FUEL 11050 20000 21702
8350 15114 16399 WEIGHT 11100 20091 21800
8400 15204 16498 11150 20182 21899
8450 15294 16596 11200 20272 21997
8500 15385 16694 11250 20362 22095
8550 15476 16792 11300 20461 22193
8600 15566 16890 11350 20570 22291
8650 15656 16989 11400 20679 22390
8700 15747 17087 11450 20789 22488
8750 15838 17185 11500 20898 22586
8800 15928 17283 11550 21008 22684
8850 16018 17381 11600 21118 22782
8900 16109 17480 11650 21228 22881
8950 16200 17578 11700 21338 22979
9000 16290 17676 11750 21449 23077
9050 16380 17774 11800 21559 23175
9100 16471 17872 11850 21670 23273
9150 16562 17971 11900 21781 23372
9200 16652 18069 11950 21892 23470
9250 16742 18167 12000 22003 23568
9300 16833 18265 12050 22115 23666
9350 16924 18363 12100 22226 23764
9400 17014 18462 12150 22338 23863
9450 17104 18560 12200 22450 23961
9500 17195 18658 12250 22562 24059
9550 17286 18756 12300 22674 24157
9600 17376 18854 12350 22787 24255
9650 17466 18953 12400 22899 24354
9700 17557 19051 12450 23012 24452
9750 17648 19149 12500 23125 24550
9800 17738 19247
9850 17828 19345
9900 17919 19444
BT03769
Figure 20-8. Moment Limits vs. Weight

MOMENT LIMITS VS WEIGHT

12600
MAX. TAKE-OFF/LANDING WEIGHT
12400
225
00
12200 MO 240
ME 00
NT 220
/10 00
0
12000
235
215 00
POUNDS
00
11800
210 230
00 00
11600
WEIGHT ~
11400 205
00
11200 200
00
MAX ZERO
11000
FUEL WEIGHT
195
00
10800
10600 190
00
10400
185
00
10200
180
10000 00
9800 175
00
9600
170
00
9400
9200 165
00
9000
160
00
8800
155
8600 00
8400 150
00
8200
145
00
8000
7800 1400
0
7600
180 182 184 186 188 190 192 194 196

CENTER OF GRAVITY ~ INCHES AFT OF DATUM
Figure 20-9. Moment Limits vs. Weight with CG

Figure 20-10. HALO Commuter Category STC Weight and Balance Diagram

Table 20-1. Center Of Gravity Limits, Landing Gear Down (Normal Category)
WEIGHT CONDITION FORWARD CG LIMIT AFT CG LIMIT
12,500 LB (MAXIMUM TAKEOFF OR LANDING) 185.0 196.4
11,279 LB OR LESS 181.0 196.4
Table 20-2. Center Of Gravity Limits, Landing Gear Down (Halo Commuter Category)
WEIGHT CONDITION FORWARD CG LIMIT AFT CG LIMIT
13,420 LB (MAXIMUM TAKEOFF OR LANDING) 188.0 195.8
11,279 LB OR LESS 181.0 196.4

QUESTIONS
1. What is the maximum takeoff weight of the GIVEN:
aircraft?
An aircraft with basic weight of 8,500
A. 12,590 pounds pounds and moment/100 of 15,477. The
B. 12,500 pounds aircraft is loaded with two 170-pound
pilots, four 170-pound passengers (two
C. 12,350 pounds
in seats at F.S. 212 and two in seats at
D. 12,200 pounds F.S. 259), 200 pounds of baggage, and
40 pounds of refreshments in the forward
2. What is the maximum zero fuel weight for cabinet.
the aircraft?
A. 10,800 pounds 4. What is the zero-fuel weight and moment/100
of the given aircraft?
B. 10,960 pounds
C. 11,100 pounds
5. If the fuel gauges indicate a total of 600
D. 11,000 pounds
pounds after the previous flight, how much
fuel, in gallons, can be added for flight?
3. What moment/100 figure is to be checked
within limits on each flight?
6. Will the takeoff weight and moment/100 be
A. Takeoff, zero fuel within limits with the fuel loading in Ques-
B. Takeoff, ramp tion 5?
C. Takeoff, landing
D. Takeoff, in flight

21 FLIGHT PLANNING
AND PERFORMANCE
Please refer to the OEM Airplane Flight Manual applicable to
this particular aircraft. King Air 250 operators refer to the BLR
performance supplement. Operators of aircraft equipped with the
HALO 250 STC refer to the HALO 250 Airplane Flight Manual.

CHAPTER 22
CREW RESOURCE MANAGEMENT (CRM)
CONTENTS
Page
RESOURCE MANAGEMENT
INTRODUCTION................................................................................................................. 22-1
22 CREW
CREW CONCEPT BRIEFING GUIDE................................................................................ 22-3
Description..................................................................................................................... 22-3
COMMON TERMS............................................................................................................... 22-3
PRETAKEOFF BRIEFING (IFR/VFR)................................................................................ 22-3
Crew Coordination Approach Sequence........................................................................ 22-3

ILLUSTRATIONS
Figure Title Page
22-1 Situational Awareness in the Cockpit........................................................................ 22-2

22-2 Command and Leadership......................................................................................... 22-2
RESOURCE MANAGEMENT
22-3 Communication Process............................................................................................ 22-4
22 CREW
22-4 Decision-Making Process.......................................................................................... 22-4
22-5 Error Management Process....................................................................................... 22-4
22-6 Crew Performance Standards.................................................................................... 22-6
TABLES
Table Title Page
22-1 Altitude Callouts—Enroute.........................................................................................22-8

22-2 Altitude Callouts—Approach (Precision)...................................................................22-8
22-3 Altitude Callouts—Approach (Nonprecision).............................................................22-8
22-4 Altitude Callouts—Callouts Of Significant Deviation................................................22-8

CHAPTER 22
CREW RESOURCE
MANAGEMENT (CRM)
RESOURCE MANAGEMENT
22 CREW
INTRODUCTION
This chapter describes crew resource management program. Information is provided on the crew
concept briefing guide and altitude callouts between pilots.

SITUATIONAL AWARENESS IN THE COCKPIT
Events that
PILOT PILOT may happen
FLYING MONITORING
(PF) (PM)
SA
RESOURCE MANAGEMENT
COLLECTIVE Events that Events that

S/A have are
happened happening
now
22 CREW
CLUES TO IDENTIFYING:
• Loss of Situational Awareness
• Links In the Error Chain
1. FAILURE TO MEET TARGETS

OPERATIONAL
2. UNDOCUMENTED PROCEDURE
3. DEPARTURE FROM SOP
4. VIOLATING MINIMUMS OR LIMITATIONS
5. FAILURE TO MONITOR
6. COMMUNICATIONS
7. AMBIGUITY
8. UNRESOLVED DISCREPANCIES
HUMAN
9. PREOCCUPATION OR DISTRACTION
10. CONFUSION OR EMPTY FEELING
11. NEED TO HURRY / LAST MINUTE CHANGES
12. FATIGUE
Figure 22-1. Situational Awareness in the Cockpit
COMMAND AND LEADERSHIP

LEADERSHIP STYLES
VARY WITH SITUATION
LAISSEZ-
AUTOCRATIC AUTHORITARIAN DEMOCRATIC
FAIRE
PARTICIPATION
LOW HIGH
Command — Designated by Organization
— Cannot be Shared
Leadership — Shared among Crewmembers
— Focuses on “What’s right,” not “Who’s right”
Figure 22-2. Command and Leadership

CREW CONCEPT PRETAKEOFF BRIEFING

BRIEFING GUIDE (IFR/VFR)
NOTE
DESCRIPTION The following briefing is to be con-
Experience has shown that adherence to SOPs ducted by the pilot flying prior to
helps to enhance individual and crew cockpit calling the tower after completing the
Before Takeoff Checklist. The pilot fly-
RESOURCE MANAGEMENT
situational awareness and will allow a higher
performance level to be attained. Our objective ing will accomplish the briefing.
is for standards to be agreed upon prior to flight
22 CREW
and then adhered to, such that maximum crew 1. Review the departure procedure (route and
performance is achieved. These procedures are altitude, type of takeoff, significant terrain
not intended to supercede any individual com- features, etc.).
pany SOP, but rather are examples of good
operating practices. 2. Review anything out of the ordinary.
3. Review required callouts, unless standard
calls have been agreed upon, in which case a
COMMON TERMS request for “Standard Callouts” may be used.
4. Review the procedures to be used in case of
PIC Pilot in Command an emergency on departure.
Responsible for conduct and safety of the 5. As a final item, ask if there are any questions.
flight. Designates pilot flying and pilot not
6. State that the pretakeoff briefing is complete.
flying duties.
PF Pilot Flying CREW COORDINATION

Controls the aircraft with respect to APPROACH SEQUENCE
assigned airway, course, altitude, airspeed,
etc., during normal and emergency NOTE
conditions. Accomplishes other tasks as
directed by the PIC. The following crew coordination
approach sequence should be com-
PM Pilot Monitoring pleted as early as possible, prior to
initiating an IFR approach. These
Maintains ATC communications, copies items are accomplished during the
clearances, accomplishes checklists and “APPROACH” checklist.
other tasks as directed by the PIC.
B Both

COMMUNICATION PROCESS
ASSERTION:
OPERATIONAL • Reach a conclusion
NEED SEND RECEIVE GOAL
ADVOCACY:
• Increase collective S/A
INQUIRY:
• Increase individual S/A
RESOURCE MANAGEMENT
FEEDBACK
• Support Conclusions with Facts
• State Position, Suggest Solutions
22 CREW
• Clear, Concise Questions

— THINK—
• Solicit and give feedback • Maintain focus on the goal
• Listen carefully • Verify operational outcome is achieved
• Focus on behavior, not people • Be aware of barriers to communication
— REMEMBER —
Questions enhance communication flow
Don’t give in to the temptation to ask questions when Assertion is required
Use of Inquiry or Advocacy should raise a “red flag”.
Figure 22-3. Communication Process
DECISION MAKING PROCESS
HINTS: EVALUATE
RESULT
• Identify the problem: RECOGNIZE
– Communicate it NEED
– Achieve agreement
– Obtain commitment IDENTIFY
AND
• Consider appropriate SOP’s IMPLEMENT DEFINE
PROBLEM
• Think beyond the obvious alternatives RESPONSE
• Make decisions as a result of the process ACCELERATED
RESPONSE COLLECT
• Resist the temptation to make an immediate FACTS
decision and then support it with facts
SELECT A IDENTIFY
RESPONSE ALTERNATIVES
WEIGH IMPACT
OF ALTERNATIVES
Figure 22-4. Decision-Making Process
ERROR MANAGEMENT
ERROR
CONTAINMENT
• IDENTIFY AREAS OF
MITIGATE VULNERABILITY
ERROR
PREVENTION DETECT & TRAP • USE SOPs, CHECKLISTS AND
EFFECTIVE MONITORING TO
ESTABLISH LAYERS OF
ANTICIPATE & AVOID
DEFENSE
Figure 22-5. Error Management Process

NOTE
During the following sequence, the terms PF and PM have not been reversed during the time
that transfer of control occurs.
PF—Requests the pilot monitoring to obtain destination weather—Transfer of communication duties to
RESOURCE MANAGEMENT
the pilot flying may facilitate the accomplishment of this task.
PM—Advises the pilot of current destination weather, approach in use, and special information pertinent
22 CREW
to the destination.
PF—Requests the pilot monitoring to perform the approach setup.
PM—Accomplishes the approach setup and advises of frequency tuned, identified and course set.
PF—Transfers control of the aircraft to the pilot monitoring, advising, “You have control, heading
________________ , altitude _________________ ” and special instructions. (Communications
duties should be transferred back to the pilot monitoring at this point.)
PM—Responds, “I have control, heading _________________ , altitude _________________ .”
PF—Advises, "Approach briefing."
PF—At the completion of the approach briefing, the pilot flying advises, “Approach briefing complete.”
PF—Advises, “I have control, heading _________________ , altitude _________________ .”
PM—Confirms “You have control, heading _________________ , altitude _________________ .”
PF—“Before Landing checklist.”
PM—“Before Landing checklist complete.”

SITUATIONAL AWARENESS
a. Accomplishes appropriate preflight planning.
b. Sets and monitors targets.
c. Stays ahead of the aircraft by preparing for expected or contingency

situations.
d. Monitors weather, aircraft systems, instruments, and ATC communications.

RESOURCE MANAGEMENT
e. Shares relevant information with the rest of the crew.
f. Uses advocacy/inquiry to maintain/regain situational awareness.

22 CREW
g. Recognizes error chain clues and takes actions to break links in the chain.
h. Communicates objectives and gains agreement when appropriate.
i. Uses effective listening techniques to maintain/regain situational awareness.
STRESS
a. Recognizes symptoms of stress in self and others.
b. Maintains composure, calmness, and rational decision making under stress.
c. Adaptable to stressful situations/personalities.
d. Uses stress management techniques to reduce effects of stress.
e. Maintains open, clear lines of communications when under stress.
f. Manages low stress situations to prevent complacency and boredom.
COMMUNICATION
a. Establishes open environment for interactive communication.
b. Conducts adequate briefings to convey required information.
c. Recognizes and works to overcome barriers to communications.
d. Operational decisions are clearly stated to other crewmembers and acknowledged.
e. Crewmembers are encouraged to state their own ideas, opinions, and recommendations.
f. Crewmembers are encouraged to ask questions regarding crew actions.

Decisions and answers are provided openly and non-defensively.
g. Assignments of blame is avoided. Focuses on WHAT is right, and not WHO is right.
h. Keeps feedback loop active until operational goal/decision is achieved.
i. Conducts debriefings to correct substandard/inappropriate performance and to

reinforce desired performance.
Figure 22-6. Crew Performance Standards (Sheet 1 of 2)

SYNERGY AND CREW CONCEPT

a. Ensures that group climate is appropriate to operational situation.
b. Coordinates flight crew activities to achieve optimum performance.
c. Uses effective team building techniques.
d. Demonstrates effective leadership and motivation techniques.
e. Uses all available resources.
RESOURCE MANAGEMENT
f. Adapt leadership style to meet operational and human requirements.
g. Encourages input/participation from all crewmembers.
22 CREW
WORKLOAD MANAGEMENT
a. Communicates crew duties and receives acknowledgement.
b. Sets priorities for crew activities.
c. Recognizes and reports overloads in self and in others.
d. Eliminates distractions in high workload situations.
e. Maintains receptive attitude during high workload situations.
f. Uses other crewmember.
g. Avoids being a "one man show."
DECISION MAKING
a. Anticipates problems in advance.
b. Uses SOPs in decision making process.
c. Seeks information from all available resources when appropriate.
d. Avoids biasing source of information.
e. Considers and weighs impact of alternatives.
f. Selects appropriate courses of action in a timely manner.
g. Evaluates outcome and adjusts/reprioritizes.
h. Recognizes stress factors when making decisions and adjusts accordingly.
i. Avoids making a decision and then going in search of facts that support it.
ADVANCED/AUTOMATED COCKPITS
a. Follows automation related SOPs.

b. Specifies pilot and copilot duties and responsibilities with regard to automation.
c. Verbalizes and acknowledges entries and changes in flight operation.
d. Verifies status and programming of automation.
e. Selects appropriate levels of automation.
f. Programs automation well in advance of maneuvers.
g. Recognizes automation failure/invalid output indications.
Figure 22-6. Crew Performance Standards (Sheet 2 of 2)

Table 22-1. ALTITUDE CALLOUTS—ENROUTE

CALLOUT POINT PILOT MONITORING (PM) PILOT FLYING (PF)
1,000 feet prior to level-off “State altitude leaving and assigned level-off altitude” “Roger”
100 feet prior to level-off “100 above/below” “Leveling”
Table 22-2. ALTITUDE CALLOUTS—APPROACH (PRECISION)

RESOURCE MANAGEMENT

At 1,000 feet above minimums “1,000 feet above minimums” “DH ____ ”
22 CREW
At 500 feet above minimums “500 feet above minimums” “No Warnings”
At 100 feet above minimums “100 feet above minimums” “Approaching minimums”
At decision height (DH) “Minimums, approach lights at (clock position)” or “Continuing”
“Minimums, runway at (clock position)” or “Continuing”
“Minimums, runway not in sight” “Go around”
Table 22-3. ALTITUDE CALLOUTS—APPROACH (NONPRECISION)

At 1,000 feet above minimums “1,000 feet above minimums” “MDA _______ ”
At 500 feet above minimums “500 feet above minimums” “Cross check, no flags”
At 100 feet above minimums “100 feet above minimums”
Minimum decent altitude “Minimums” “Continuing”
Missed approach point “Lights at ________ continuing” “Visual landing”
Missed approach point “Speed and rate” “Missed approach point”
OR
Missed approach point “Runway not in sight” “Go around”
Table 22-4. ALTITUDE CALLOUTS—CALLOUTS OF SIGNIFICANT DEVIATION

FACTOR PILOT MONITORING (PM) PILOT FLYING (PF) DEVIATION
IAS “Vref ± ____” “Correcting to ____” ±5 KIAS
HEADING “Heading ____ degrees left/right” “Correcting to ____” ±10° enroute, 5° on approach
ALTITUDE “Altitude ____ high/low” “Correcting to ____” ±100 feet enroute, +50/-0 feet on final approach
CDI “Left/right of course ____ dot” “Correcting” Left or right one dot
BEARING POINTER “Left/right of course ____ degrees” “Correcting” Left or right ±5°
DESCENT RATE “Sink rate ____” “Correcting” Greater than 1,000 fpm on final approach
BANK “Bank ____ degrees” “Correcting” Greater than 30°

WALKAROUND
A C
WALKAROUND
F D
LEGEND
A LEFT WING AND NACELLE
B NOSE
C RIGHT WING AND NACELLE
D RIGHT AFT FUSELAGE
E TAIL
F LEFT AFT FUSELAGE
Revision 1.0 FOR TRAINING PURPOSES ONLY WA-1

LEFT WING AND NACELLE

2 1
10
9
8
7 5 4 3
6
WALKAROUND
12 11
16 15
14 13
17
18
19
WA-2 FOR TRAINING PURPOSES ONLY Revision 1.0

2. CABIN WINDOWS—CHECK
1. CABIN DOOR SEAL, STEP EXTENSION

CABLE, LIGHT WIRE, DAMPER, AND
HANDRAILS—CHECK
WALKAROUND
3. AUXILIARY FUEL TANK CAP—SECURE
4. FLAPS (Condition, Asymmetry protection AND
flap tracks)—CHECK (For BB Serials this procedure
still contains a check of the Position Transmitter.)
5. OIL BREATHER VENT—CLEAR 6. BRAKE LINES, BRAKE WEAR, BRAKE DEICE

LINES (IF INSTALLED)—CHECK

10
7. FIRE EXTINGUISHER (IF INSTALLED)—CHECK 8. AILERON AND TAB—CHECK

PRESSURE 10. STATIC WICKS (4)—CHECK
WALKAROUND
9. FLUSH OUTBOARD WING FUEL TANK 11. NAVIGATION, RECOGNITION, STROBE

SUMP—DRAIN LIGHTS—CHECK
12. MAIN FUEL TANK CAP—SECURE 13. STALL WARNING VANE—CHECK

14. TIEDOWN—REMOVED 15. OUTBOARD DEICE BOOTS AND STALL

STRIP—CHECKED
WALKAROUND
16. ICE LIGHT—CHECK 17. HEATED FUEL VENT—CLEAR
18. RAM SCOOP FUEL VENT—CLEAR
19. GRAVITY LINE DRAIN—DRAIN

25
28
20
27 26 22
24
WALKAROUND
21
23
29 30
33
32
33
37
34 35
36 39
31
41 40
42 38

WALKAROUND
20. INVERTER COOLING LOUVERS—CLEAR
(Items #20 & #37 on SN prior to BB-1988) 24. FUEL FILTER AND FUEL STRAINER
21. WING LEADING EDGE TANK SUMP—DRAIN DRAINS—DRAIN
22. LANDING GEAR (doors, wheel well, strut, tires,

brakes)—CHECK
23. CHOCK—REMOVE 25. ENGINE OIL—CHECK QUANTITY, CAP SECURE

26. ENGINE COMPARTMENT DOOR (OUTBD)— 27. EXHAUST STACK (OUTBD)—CHECK FOR
SECURE BLEED VALVE EXHAUST—CLEAR CRACKS
(Applicable to aircraft prior to BB-1988)
WALKAROUND
28. TOP COWLING LOCKS (OUTBD)—SECURE

29. NACELLE COOLING RAM AIR INLETS—CLEAR
30. PROPELLER—CHECK FOR NICKS, DEICE BOOT

31. ENGINE INTAKE—CLEAR SECURE

32. TOP COWLING LOCKS (INBOARD)—SECURE 34. GENERATOR COOLING INLET—CLEAR

33. EXHAUST STACK (INBOARD)—CHECK FOR 35. ENGINE COMPARTMENT DOOR (INBOARD)—
CRACKS SECURE, BLEED VALVE EXHAUST CLEAR
WALKAROUND
37. HYDRAULIC LANDING GEAR SERVICE
DOOR—SECURE
36. HEAT EXCHANGER INLET—CLEAR

39. HEAT EXCHANGER OUTLET—CLEAR
38. INBOARD DEICE BOOTS—CHECKED

40. HYDRAULIC LANDING GEAR VENT 41. AUXILIARY FUEL TANK SUMP—DRAIN
LINES—CLEAR
WALKAROUND
42. LOWER ANTENNAS AND BEACON—CHECK

NOTES
WALKAROUND

NOSE
13
3
12
4
7 6
WALKAROUND
11
a
8 2
10

NOSE
1. OAT PROBE/RELIEF TUBE VENT—CHECK 2. BRAKE RESERVOIR VENT—CLEAR
WALKAROUND
3. LEFT AVIONICS ACCESS PANEL—SECURE 5. WINDSHIELD AND WIPERS—CHECK
4. AIR CONDITIONING CONDENSER EXHAUST 6. RADOME—CHECK
DUCT—CLEAR
7. PITOT MASTS—CLEAR 8. LANDING AND TAXI LIGHTS—CHECK

NOSE
9. NOSE GEAR (SHIMMY DAMPER, STOP BLOCK, 9. NOSE GEAR—(STOP BLOCK)

TORQUE KNEE, STRUT, TIRE)—CHECK
WALKAROUND
10. CHOCKS—REMOVE 11. NOSE GEAR DOORS AND WHEEL WELL—CHECK
12. AIR CONDITIONER CONDENSER INTAKE 13. RIGHT AVIONICS ACCESS PANEL—SECURE
DUCT—CLEAR

NOTES
WALKAROUND

RIGHT WING AND NACELLE
33 32
10
7
29
9
8 6 5
31
30
4
3 2 1
20 19
WALKAROUND
21
14 11
28 17
12
22 23 24 25 26 27 13
18 16 15

2. AUXILIARY FUEL TANK SUMP—DRAIN

1. EJECTOR EXHAUST—CLEAR
WALKAROUND
3. BATTERY DRAIN—CLEAR
4. HEAT EXCHANGER OUTLET—CLEAR

6. HEAT EXCHANGER INLET—CLEAR
5. INBOARD DEICE BOOT—CHECK 7. ENGINE OIL—CHECK QUANTITY, CAP SECURE

8. ENGINE COMPARTMENT DOOR (INBD)— 10. TOP COWLING LOCKS (INBD)—SECURE

SECURE, BLEED VALVE EXHAUST CLEAR, 14. TOP COWLING LOCKS (OUTBD)—SECURE
(Applicable to aircraft prior to BB-1988)
9. EXHAUST STACK (INBD)—CHECK FOR CRACKS
WALKAROUND
11. NACELLE COOLING RAM AIR INLETS—CLEAR 12. PROP—CHECK FOR NICKS, DEICE BOOT
SECURE
13. ENGINE INTAKE—CLEAR 15. EXHAUST STACK (OUTBD)—CHECK FOR

CRACKS

16. GENERATOR COOLING INLET—CLEAR 17. ENGINE COMPARTMENT DOOR

(OUTBD)—SECURE,
18. BLEED VALVE EXHAUST—CLEAR
WALKAROUND
19. LANDING GEAR (DOORS, STRUT, TIRES, WHEEL
WELL)—CHECK
21. CHOCK—REMOVE
18. FUEL FILTER AND FUEL STRAINER 20. FIRE EXTINGUISHER (IF INSTALLED)—CHECK
DRAINS—DRAIN PRESSURE

22. HEATED FUEL VENT—CLEAR 24. GRAVITY LINE DRAIN—DRAIN

23. RAM SCOOP FUEL VENT—CLEAR
WALKAROUND
25. INVERTER COOLING LOUVERS—CLEAR 26. WING LEADING EDGE TANK SUMP—DRAIN
(Items #25 & #37 on SN Prior to BB-1988)
27. EXTERNAL POWER DOOR—CLOSED 28. ICE LIGHT—CHECK

29. OUTBOARD DEICE BOOT AND STALL 30. TIEDOWN—REMOVE

STRIP—CHECK
WALKAROUND
31. FLUSH OUTBOARD WING FUEL TANK 32. MAIN FUEL TANK CAP—SECURE
SUMP—DRAIN
33. NAVIGATION, RECOGNITION, AND STROBE

LIGHTS—CHECK

40
39
WALKAROUND
34
35
36
38
37

34. STATIC WICKS (4)—CHECK

35. AILERON AND BENDABLE TAB—CHECK
36. FLAPS (CONDITION, ASYMMETRY PROTECTION,
WALKAROUND
FLAP TRACKS, LIMIT SWITCHES, AND POSITION
TRANSMITTER)—CHECK
37. BRAKE LINES, BRAKE WEAR, BRAKE DEICE 38. OIL BREATHER VENT—CLEAR
LINES (IF INSTALLED)—CHECK photo missing
39. AUXILIARY FUEL TANK CAP—SECURE 40. CABIN WINDOWS—CHECK

RIGHT AFT FUSELAGE
6 5
8 7 2 4 3
WALKAROUND

RIGHT AFT FUSELAGE
1. LOWER ANTENNAS—CHECK 2. VENTRAL FIN DRAIN HOLES—CLEAR

4. TIEDOWN—REMOVED
WALKAROUND
3. LOWER AFT CABIN ACCESS DOOR—SECURE 5. OXYGEN SERVICE ACCESS DOOR—SECURE
6. RIGHT STATIC PORTS—CLEAR
7. CABIN AIR EXHAUST—CLEAR 8. ACCESS PANEL—SECURE

TAIL
5
6 5
4
4
6 6
2 2
WALKAROUND

TAIL
1. VENTRAL FIN AND STATIC WICK (1)—CHECK 2. VOR ANTENNAS (RIGHT AND LEFT)—CHECK
WALKAROUND
3. RUDDER, RUDDER TAB, STINGER, AND STATIC 4. HORIZONTAL STABILIZER, BOOTS, AND STATIC
WICKS (4)—CHECK WICKS (RIGHT AND LEFT)—CHECK
5. ELEVATOR, TAB, AND STATIC WICKS (3 EACH 6. POSITION LIGHT, TAIL FLOODLIGHTS (LEFT AND
SIDE)—CHECK, VERIFY TABS ARE IN “0” RIGHT)—CHECK
(NEUTRAL) POSITION

LEFT AFT FUSELAGE
2 1
WALKAROUND

LEFT AFT FUSELAGE
1. ACCESS PANEL—SECURE 2. STATIC PORTS—CLEAR
WALKAROUND
3. OXYGEN OVERPRESSURE DISCHARGE AND AFT 4. RELIEF TUBE—CLEAR
COMPARTMENT DRAIN TUBES—CLEAR

NOTES
WALKAROUND

APPENDIX A
TERMINOLOGY
GENERAL AIRSPEED VLE—Maximum landing gear extended speed is
the maximum speed at which an aircraft can be
TERMINOLOGY safely flown with the landing gear extended.
The following glossary is applicable within this VLO—Maximum landing gear operating speed is
manual. the maximum speed at which the landing gear can
be safely extended or retracted.
CAS—Calibrated airspeed is the indicated
airspeed of an aircraft corrected for position and VLOF—Lift-off speed.
instrument error. Calibrated airspeed is equal to
true airspeed in standard atmosphere at sea level. VMCA—Air minimum control speed is the
minimum flight speed at which the aircraft
GS—Ground speed is the speed of an aircraft is directionally controllable as determined in
relative to the ground. accordance with Federal Aviation Regulations.
The aircraft certification conditions include one
IAS—Indicated airspeed is the speed of an aircraft engine becoming inoperative and windmilling (or
as shown on the airspeed indicator when corrected inoperative with the autofeather system armed
APPENDIX A
for instrument error. IAS values published in this when equipped with Hartzell propellers), a 5°
handbook assume zero instrument error. bank towards the operative engine, takeoff power
on operative engine, landing gear up, flaps in
KCAS—Calibrated airspeed expressed in knots. takeoff position, and most rearward CG. For some
conditions of weight and altitude, stall can be
KIAS—Indicated airspeed expressed in knots. encountered at speeds above VMCA as established
by the certification procedure described above, in
M—Mach number is the ratio of true airspeed to which event stall speed must be regarded as the
the speed of sound. limit of effective directional control.
TAS—True airspeed is the airspeed of an VMCG—Ground minimum control speed.

aircraft relative to undisturbed air, which is the
CAS corrected for altitude, temperature, and VMO/MMO—Maximum operating limit speed
compressibility. is the speed limit that cannot be deliberately
exceeded in normal flight operations. V is
V—Takeoff decision speed. expressed in knots and M in Mach number.
V2—Takeoff safety speed. VR—Rotation speed.
VA—Maneuvering speed is the maximum speed VS—Stalling speed or the minimum steady flight
at which application of full available aerodynamic speed at which the aircraft is controllable.
control will not overstress the aircraft.
VSO—Stalling speed or the minimum steady
VF—Design flap speed is the highest speed flight speed at which the aircraft is controllable in
permissible at which wing flaps can be actuated. the landing configuration.
VFE—Maximum flap extended speed is the VSSE—Intentional one-engine-inoperative speed

highest speed permissible with wing flaps in a is speed above both VMCA and stall speed,
prescribed extended position. selected to provide a margin of lateral and
Revision 1.0 FOR TRAINING PURPOSES ONLY APPA-i

directional control when one engine is suddenly OAT—Outside air temperature is the free air static
rendered inoperative. Intentional failing of one temperature obtained either from the temperature
engine below this speed is not recommended. indicator (IOAT) adjusted for compressibility
effects or from ground meteorological sources.
VX—Best angle-of-climb speed is the airspeed
which delivers the greatest gain of altitude in the Pressure altitude—Altitude measured from
shortest possible horizontal distance with gear standard sea-level pressure (29.92 in Hg) by a
and flaps up. pressure (barometric) altimeter. It is the indicated
pressure altitude corrected for position and
VXSE—One-engine-inoperative best angle-of- instrument error. In this handbook, altimeter
climb speed is the airspeed, which delivers the instrument errors are assumed to be zero.
greatest gain in altitude in the shortest possible Position errors can be obtained from the altimeter
horizontal distance with one engine inoperative. correction graphs.
Vy—Best rate-of-climb speed is the airspeed Station pressure—Actual atmospheric pressure

which delivers the greatest gain in altitude in the at field elevation.
shortest possible time with gear and flaps up.
Temperature compressibility effects—An error
VYSE—One-engine-inoperative best rate-of- in the indication of temperature caused by airflow
climb speed is the airspeed which delivers the over the temperature probe. The error varies,
greatest gain in altitude in the shortest possible depending on altitude and airspeed.
time with one engine inoperative.
Wind—The wind velocities recorded as variables
APPENDIX A
METEOROLOGICAL on the charts of this handbook are understood

as the headwind or tailwind components of the
TERMINOLOGY reported winds.
Altimeter setting—Barometric
corrected to sea level.
pressure POWER TERMINOLOGY
Beta range—The region of the power lever
Indicated pressure altitude—The number control aft of the IDLE stop and forward of
actually read from an altimeter when the reversing range where blade pitch angle can be
barometric subscale has been set to 29.92 inches changed without a change of gas generator rpm.
of mercury (1,013.2 millibars).
Cruise climb—Is the maximum power approved
IOAT—Indicated outside air temperature is the for normal climb. These powers are torque or
temperature value read from an indicator. temperature (ITT) limited.
ISA—International standard atmosphere in HIGH IDLE—Obtained by positioning the
which: CONDITION lever to HIGH IDLE, which limits
power operation to a minimum of 70% of N1 rpm.
• The air is a dry perfect gas
• The temperature at sea level is 15°C (59°F) LOW IDLE—Obtained by positioning the
CONDITION lever to LOW IDLE, which limits
• The pressure at sea level is 29.92 inches of power operation to a minimum of 61% of N1 rpm.
mercury (1,013.2 millibars)
• The temperature gradient from sea level Maximum continuous power—The highest
to the altitude at which the temperature is power rating not limited by time. Use of this
–56.5°C (–69.7°F) is –0.00198°C (–.003, rating is intended for emergency situations at the
566°F) per foot and zero above that altitude discretion of the pilot.
APPA-ii FOR TRAINING PURPOSES ONLY Revision 1.0

Maximum cruise power—Is the highest power PROP control lever (N2 rpm)—This lever
rating for cruise and is not time limited. requests the control to maintain rpm at a selected
value and, in the maximum decrease rpm position,
Propeller ground fine—Propeller ground fine feathers the propeller.
operation is used to provide deceleration on
the ground during landing and accelerate-stop Propeller governor—This governor maintains
conditions by taking advantage of the maximum the selected speed requested by the PROP control
available propeller drag without creating negative lever, except on reverse selection where the power
thrust. lever interconnection to the integral pneumatic
area of the governor selects a lower speed. The
Reverse—Reverse thrust is obtained by lifting pneumatic area during normal selection acts as an
the power levers and moving them aft of the Beta overspeed limiter.
range.
Torquemeter—The torquemeter system
SHP—Shaft horsepower. determines the shaft output torque. Torque values
are obtained by tapping into two outlets on the
Takeoff power—Is the maximum power rating reduction gear case and recording the differential
and is limited to a maximum of 5 minutes pressure from the outlets. The relationship
operation. Use of this rating must be limited between torquemeter pressure and propeller
to normal takeoff operations and emergency shaft power is shown in the Limitations section.
situations. Instrument readout is in foot-pounds.
CONTROL AND GRAPH AND TABULAR
APPENDIX A
INSTRUMENT TERMINOLOGY
TERMINOLOGY Accelerate-go—The distance to accelerate to
takeoff decision speed (V1), experience an engine
Condition lever (FUEL CUTOFF lever)—The failure, continue accelerating to lift-off speed,
FUEL CUTOFF lever actuates a valve in the fuel (VLOF) then climb and accelerate in order to
control unit, which controls the flow of fuel at the achieve takeoff safety speed (V2) at 35 feet above
fuel control outlet and regulates the idle range the runway.
from LOW to HIGH IDLE.
Accelerate-stop—The distance to accelerate to
ITT (interstage turbine temperature)—Eight takeoff decision speed (V1) and stop, using brakes
probes wired in parallel indicate the temperature and propeller reversing on the operative engine.
between the compressor and power turbines. V1 speed is equal to the takeoff rotation speed
(VR).
N1 tachometer (gas generator rpm)—The
tachometer registers the rpm of the gas generator AGL—Above ground level.
with 100% representing a gas generator speed of
37,500 rpm. Best angle-of-climb speed—The best angle-of-
climb speed is the airspeed which delivers the
Power lever (gas generator N1 rpm)—This lever greatest gain of altitude in the shortest possible
serves to modulate engine power from full reverse horizontal distance with gear and flaps up.
thrust to takeoff. The position for idle represents
the lowest recommended level of power for flight Best rate-of-climb speed—The best rate-of-
operation. climb speed is the airspeed which delivers the
greatest gain of altitude in the shortest possible
time with gear and flaps up.
Revision 1.0 FOR TRAINING PURPOSES ONLY APPA-iii

Clearway—A clearway is an area beyond the

airport runway not less than 500 feet wide,
WEIGHT AND BALANCE
centrally located about the extended centerline of TERMINOLOGY
the runway, and under the control of the airport
authorities. The clearway is expressed in terms Approved loading envelope—Those
of a clear plane, extending from the end of the combinations of aircraft weight and center of
runway with an upward slope not exceeding gravity which define the limits beyond which
1.25%, above which no object nor any terrain loading is not approved.
protrudes. However, threshold lights can protrude
above the plane if their height above the end of Arm—The distance from the center of gravity
the runway is 26 inches or less and if they are on of an object to a line about which moments are
to each side of the runway. computed.
Climb gradient—The ratio of the change in Basic empty weight—The weight of an empty
height during a portion of a climb, to the horizontal aircraft including full engine oil and unusable
distance traversed in the same time interval. fuel. This equals empty weight plus the weight of
unusable fuel, and the weight of all the engine oil
Demonstrated crosswind—The maximum 90° required to fill the lines and tanks. Basic empty
crosswind component for which adequate control weight is the basic configuration from which
of the aircraft during takeoff and landing was loading data is determined.
actually demonstrated during certification.
Center of gravity—A point at which the weight
MEA—Minimum enroute altitude. of an object can be considered concentrated for
APPENDIX A
weight and balance purposes.

Net gradient of climb—The gradient of climb
with the flaps in the takeoff position, and the CG limits—The extreme center of gravity
landing gear retracted. Net indicates that the locations within which the aircraft must be
actual gradients of climb have been reduced by operated at a given weight.
.8% to allow for turbulence and pilot technique.
The Net Gradient of Climb graphs are constructed Datum—A vertical plane perpendicular to the
so the value(s) obtained using the airport pressure aircraft longitudinal axis from which fore and aft
altitude and outside air temperature is the average (usually aft) measurements are made for weight
gradient from 35 feet above the runway up to and balance purposes.
1,500 feet above the runway.
Empty weight—The weight of an empty aircraft
Route segment—A part of a route. Each end of before any oil or fuel has been added. This
that part is identified by either: includes all permanently installed equipment,
fixed ballast, full hydraulic fluid, full chemical
• A geographic location toilet fluid, and all other full operating fluids,
except that the engines, tanks, and lines do not
• A point at which a definite radio fix can be contain any engine oil or fuel.
established.
Takeoff flight path—The minimum gradient of Engine oil—That portion of the engine oil which
climb required to clear obstacles in excess of 35 can be drained from the engine.
feet, measured horizontally from reference zero
and vertically at the altitude above the runway. Jack point—Points on the aircraft identified by
Reference zero is the point where the aircraft has the manufacturer as suitable for supporting the
reached 35 feet above the runway as determined aircraft for weighing or other purposes.
from the Accelerate-Go graphs.
Landing weight—The weight of the aircraft at
landing touchdown.
APPA-iv FOR TRAINING PURPOSES ONLY Revision 1.0

Leveling points—Those points which are used

during the weighing process to level the aircraft.
Maximum weight—The largest weight allowed

by design, structural, performance, or other
limitations.
Moment—A measure of the rotational tendency

of a weight, about a specified line, mathematically
equal to the product of the weight and the arm.
Payload—Weight of occupants, cargo, and

baggage.
PPH—Pounds per hour.
Ramp weight—The aircraft weight at engine

start assuming all loading is completed.
Standard empty weight—The basic empty

weight of a standard aircraft as specified by the
manufacturer.
APPENDIX A
Station—The longitudinal distance from some
point to the zero datum or zero fuselage station.
Takeoff weight—The weight of the aircraft at lift

off from the runway.
Tare—The weight which can be indicated by

scales before any load is applied.
Unusable fuel—The fuel remaining after

consumption of usable fuel.
Usable fuel—That portion of the total fuel which

is available for consumption as determined in
accordance with applicable regulatory standards.
Useful load—The difference between aircraft

ramp weight and basic empty weight.
Zero fuel weight—The aircraft ramp weight

minus the weight of fuel on board.
Revision 1.0 FOR TRAINING PURPOSES ONLY APPA-v

APPENDIX B
ANSWERS TO QUESTIONS
Chapter 2 Chapter 7 Chapter 11 7. A
1. D 1. B 1. A 8. B
2. C 2. A 2. A 9. A
3. C 3. A 3. D 10. C
4. C 4. D 4. A 11. A
5. B 5. B 5. B 12. D
6. C 6. A 6. C 13. B
7. A 7. D 7. D 14. B
8. C 15. A
Chapter 8 Chapter 12
9. B 1. A 1. B 16. D
10. B 2. C 2. B 17. C
11. D 3. A 3. D 18. A
12. D 4. A
Chapter 9 Chapter 16A
13. A 5. D 1. D
1. C
Chapter 3 2. B Chapter 14 2. B
1. B 3. D 1. D 3. A
2. A 4. A 2. C 4. C
3. D 5. D 3. B 5. C
4. C 6. C 4. C 6. B
5. A 5. B 7. D
6. B Chapter 10
1. A 6. C Chapter 17
7. C 7. C 1. B
8. A 2. B
3. D 8. B 2. C
9. A
APPENDIX B
4. A Chapter 15 3. A
10. A 4. B
5. C 1. B
Chapter 4 6. A 2. C 5. D
1. C 7. B 3. C Chapter 18
2. D 8. C 4. C 1. A
3. B 9. C 5. A
4. A Chapter 20
10. B 6. D 1. B
Chapter 5 11. A
Chapter 16 2. D
1. B 12. B 1. D 3. C
2. A 13. A 2. C 4. 9,760 weight/
3. B 14. B 3. A 18,228 mom
4. D 15. C 4. B 5. Approximately
5. A 16. C 5. A 332 gallons
6. C 6. D 6. Yes
7. A
Revision 1.0 FOR TRAINING PURPOSES ONLY APPB-i
11 AIR CONDITIONING
BB-1988 AND SUBSEQUENT AND BY-1 AND SUBSEQUENT
PRIOR TO BB-1988
Revision 1.0 FOR TRAINING PURPOSES ONLY ANN-1

Salinan Dari KA B200 - B200GT - 250 PL21 Pilot Training Manual

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KING AIR B200/B200GT/250

WITH PRO LINE 21

FOR TRAINING PURPOSES ONLY

Copyright © 2015 by FlightSafety International, Inc.

Original.................. 0 ........ September 2008 Revision............... 0.3 .................. May 2014

Page *Revision Page *Revision

*Zero in this column indicates an original page.

Chapter 1 AIRCRAFT GENERAL

1-1 External Power Socket................................................................................................. 1-2

Revision 1.0 FOR TRAINING PURPOSES ONLY 1-iii

KING AIR B200/B200GT/250 WITH PRO LINE 21 PILOT TRAINING MANUAL

1-1 Cabin Altitudes..............................................................................................................1-6

1-iv FOR TRAINING PURPOSES ONLY Revision 1.0

Revision 1.0 FOR TRAINING PURPOSES ONLY 1-1

KING AIR B200/B200GT/250 WITH PRO LINE 21 PILOT TRAINING MANUAL

Figure 1-1. External Power Socket

LIGHTING Figure 1-2. Overhead Light Control Panel

1-2 FOR TRAINING PURPOSES ONLY Revision 1.0

Revision 1.0 FOR TRAINING PURPOSES ONLY 1-3

KING AIR B200/B200GT/250 WITH PRO LINE 21 PILOT TRAINING MANUAL

Figure 1-3. Fuel Control Panel

An accessory gearbox (AGB) at the rear of the FIRE DETECTION AND

Engine parameters are displayed at the top of the BLEED-AIR SYSTEM

1-4 FOR TRAINING PURPOSES ONLY Revision 1.0

The engine uses two types of anti-ice protection.

The accelerated moisture particles enter the

Revision 1.0 FOR TRAINING PURPOSES ONLY 1-5

KING AIR B200/B200GT/250 WITH PRO LINE 21 PILOT TRAINING MANUAL

hot bleed-air flow to the brakes. If installed, Electric Heat

On aircraft models BB-1978, BB-1988 and subse-

Figure 1-6. Windshield Wipers Table 1-1. CABIN ALTITUDES

1-6 FOR TRAINING PURPOSES ONLY Revision 1.0

When the switches are positioned to ENVIR OFF Nosewheel Steering

LANDING GEAR AND BRAKES

Nosewheel steering is mechanical, actuated by

Revision 1.0 FOR TRAINING PURPOSES ONLY 1-7

KING AIR B200/B200GT/250 WITH PRO LINE 21 PILOT TRAINING MANUAL

FLIGHT CONTROLS Fowler-type flaps increase the wing area and

Figure 1-8. Flight Control Surfaces

1-8 FOR TRAINING PURPOSES ONLY Revision 1.0

Figure 1-11. Cockpit Oxygen Handles

When the handle is pushed in, no oxygen is

The primary oxygen system delivers oxygen to

A lever on the control pedestal (Figure 1-10)

The aircraft consists of:

Revision 1.0 FOR TRAINING PURPOSES ONLY 1-9

KING AIR B200/B200GT/250 WITH PRO LINE 21 PILOT TRAINING MANUAL

43 FT. 10 IN. (1)

14 FT. 10 IN. (1)

17.25 IN. (1)

WING AREA: 303.0 SQUARE FEET CONFIGURATION:

7 FT. 9 IN. DIAMETER

Figure 1-12. King Air B200/B200GT Aircraft Dimensions

1-10 FOR TRAINING PURPOSES ONLY Revision 1.0

43 FT. 10 IN. (1)

14 FT. 10 IN. (1)

Figure 1-13. King Air 250/250C Aircraft Dimensions

Revision 1.0 FOR TRAINING PURPOSES ONLY 1-11

KING AIR B200/B200GT/250 WITH PRO LINE 21 PILOT TRAINING MANUAL

CAUTION ROW 2: FS 212 CABIN

Before takeoff and landing, adjust the

1-12 FOR TRAINING PURPOSES ONLY Revision 1.0

Figure 1-15. Cockpit Layout (Prior to BB-1988)

Page Revision Page Revision

Figure 1-6. Windshield Wipers Table 1-1. CABIN ALTITUDES

Figure 1-23. Emergency Exit