MCC Corflight. 01-02-2020

OPERATION MANUAL Part B
AL200 MCC Beech 200

Operation Manual Part B
AL200 MCC Beech 200
Chapter 0 INTRODUCTION
Chapter 1 OPERATING LIMITATIONS
Chapter 2 NORMAL PROCEDURES

ABNORMAL & EMERG
Chapter 3
PROCEDURES
Chapter 4 PERFORMANCE
Chapter 5 WEIGHT & BALANCE
Chapter 6 CHECK LIST
Chapter 7 SUPPLEMENTARY PROCEDURES
Chapter 8 STANDARD CALLOUTS
Chapter 9 M.E.L.
Chapter 10 PROCEDURES & TECHNIQUES
Chapter 11 COCKPIT
Chapter 12 AIRPLANE SYSTEMS

Introduction 0.00/1
AL200 MCC
Beech 200
TABLE OF CONTENTS Rev. 00
TABLE OF CONTENTS..................................................................................... 0.00/1
RECORD OF REVISIONS................................................................................. 0.00/2
GENERAL
Foreword.................................................................................................... 0.10/1
Operations Manual Part B: Contents and Arrangements ........................... 0.10/1
Index & Pagination System........................................................................ 0.10/3
Revision System ........................................................................................ 0.10/4
Definitions .................................................................................................. 0.10/5
Introduction 0.00/2
AL200 MCC
Beech 200
RECORD OF REVISIONS Rev. 00
The fact of having inserted a Revision shall be confirmed in the list below with the following details:
Number, date and name of the inserter and date of insertion.
Inserted
No. Date
By on
Introduction 0.10/1
AL200 MCC
Beech 200
GENERAL Rev. 01
0.10. 10 FOREWORD
The Operations Manual Part B AL200 MCC Beech 200 is designed to provide the flight
crew with readily accessible operational information. For optimum utilization of the manual
this introduction should be read carefully:
The purposes of the OM are:
To provide information regarding operational procedures, performance, limitations

and airplane systems.
To standardize terminology and behavioral patterns.
To provide rapid access to reference procedures
To provide reference material for self teaching.
To provide information on airplane operation that is controlled and revised.
Throughout this manual the experience of the typical crew has been recognized and for
this reason basic system principles have been omitted. For example, the text is not
intended to teach the crew how to fly an airplane, but enable the crew to operate the
AL200 MCC Beech 200 safely and proficiently.
0.10. 20 OPERATIONS MANUAL PART B: CONTENTS AND ARRANGEMENTS
The contents and arrangement of the Operations Manual Part B volume are described in
details as follows.
Chapter 1 – Introduction
Chapter 1 – Operating Limitations

It contains certification and company introduced limitations governing operation of the
airplane. Only those limitations of interesting to the flight crew will be given.
Chapter 2 – Normal Procedures

It contains detailed procedures for conducting a normal flight with all airplane systems
operational. Procedures are listed by phase of flight, starting with flight preparation and
exterior safety inspection, and extending through post flight duties after termination of
flight.
Line items define the steps to be accomplished during each phase of flight, and are
expanded to define the action required to perform the step.
Chapter 3 – Abnormal and Emergency Procedures

It contains all procedures, which can be related to foreseeable abnormal and emergency.
The procedures are presented in expanded form which describes in detail how and why
the procedure-steps are accomplished. The procedures are arranged in same sequence
and with same title as used in the QRH.
Chapter 4 – Performance
It contains certified Performance (definitions), Inflight Performance and One Engine out
performance.
Introduction 0.10/2
AL200 MCC
Beech 200
GENERAL Rev. 01
Chapter 5 – Weight & Balance

It contains weight limitations, CG limits, loading limitations and fuel loading information,
including procedures.
Chapter 6 – Checklist
It contains de reduce normal check list
Chapter 7 – Supplementary Procedures

It contains normal operating procedures which are either not related to a specific phase of
flight, or are not performed as routine daily procedures.
Chapter 8 – Standard Call Out
Chapter 9 – Minimum Equipment List (MEL)

It contains the MEL with operational information.
Chapter 10 – Procedures and Techniques

It contains illustrations and description of the techniques involved in takeoff, climb, air
work, descent, go-around, and landing for various configurations. These illustrations depict
a typical flight path and the actions required at various points in those flight paths for a
selection of normal, and abnormal procedures. Illustrations include speed schedules and
flaps, landing gear or other control settings used during each operation. Another section in
this chapter also contains background information concerning general airplane handing
characteristics for training purposes.
Chapter 11 – Cockpit
Chapter 12 – Airplane Systems

It contains a description of the airplane systems, related controls and indications and
operating instructions.
The Procedures and Performance chapters are the complete operating procedures
document.
Whenever a number to the right of the line item, immediately following the response,
indicates applicable crewmember responsibilities. A figure “1” means CM1 is involved etc.,
“B” indicates that both crewmembers are involved. This principle has not been followed if a
complete procedure is performed by only one crewmember.
The designations “CM1, CM2” refer to the crewmembers physical location. “CM1” is the
left pilot, “CM2” the right pilot. When the Pilot-In-Command (PIC) is in a position other than
the CM1 position, he will continue to execute his command authority while performing the
duties assigned to that crew position. The PIC will brief the other crewmember to ensure
that he understands the duties of his assigned position.
“PF” means that the associated action is always performed by the Pilot presently Flying
the airplane no matter if it is CM1 or CM2. “PM” has the same meaning for the Pilot Not
Flying the airplane.
Introduction 0.10/3
AL200 MCC
Beech 200
GENERAL Rev. 00
0.10. 30. INDEX & PAGINATION SYSTEM
Each O.M. Part B chapter is subdivide into sections categorized by the subject or type of
material presented. This permits issuance of small blocks of revision pages without
renumbering and reprint complete sections of the manual.
Chapter, section and subsection put together form the index:
The QRH is not subdivided by subject matter, consequently the pages are numbered in
sequence.
O.M. part B pages are designated by a Index (Chapter/Section), page and Revision
numbering system.
SAMPLE PAGINATION:
Additional identification data carried in the margin of the page are the chapter title and
subject carried in the mast head.
Blank pages are not numbered. To account for these blank pages on the List of Effective
Pages and to avoid the impression that page is missing or is a misprint, the number of the
blank page will be included with a regular page number on the preceding or following page
as follows:
The date of issue of a given page can be found out using the record of revision.
Introduction 0.10/4
AL200 MCC
Beech 200
GENERAL Rev. 00
0.10. 40. REVISION SYSTEM.
Revisions to this manual will be issued when necessary and are numbered consecutively.
Each revision should be inserted immediately and entered in the Record of Revisions.
Alterations to former pages will be identified by a strong vertical line, except when a whole
chapter or section is revised, then the reason for revision is given under revision highlights.
On the distribution list which is issued with each revision the highlights of changes are
indicated.
Editorial information:
a) Yellow pages are issued as Temporary Revisions to this manual. The T/R Record is
also printed on yellow paper.
Since TR’s are used for the OM paperback edition also, it has to be sticked over the
previous page.
b) Green pages are issued when over a longer period of time a certain modification
will be incorporated. The modified (future) state is described on white pages, while
the unmodified state is shown on the corresponding green pages. When
modification of the whole fleet has been completed, the green pages will be
removed from this manual. Green pages contain only such information which differs
from the information on the corresponding white pages.
0.10. 50. DEFINITIONS
Whenever used in the OM. The terms “Warning”, “Caution”, and “Note” are defined as
follows:
Warning: Operating procedures, techniques, etc. which may result in personal injury or
loss of life if not carefully followed.
Cautions: Operating procedures, techniques, etc. which may result in damage to

equipment if not carefully followed.
Note: An operating procedure, technique, etc. considered essential to emphasize

Operating Limitations
AL200 MCC
Beech 200
TABLE OF CONTENS Rev. 00
TABLE OF CONTENTS ....................................................................................... 1.00/1
GENERAL LIMITATIONS
Certification Status..................................................................................... 1.10/1

Type of Airplane Operation ........................................................................ 1.10/1
Flight Crew................................................................................................. 1.10/1
Performance Configuration Limitations...................................................... 1.10/1
Weight limitations....................................................................................... 1.10/1
Operational Limits...................................................................................... 1.10/1
Flight Maneuvering Load Acceleration Limits ............................................ 1.10/2
Maneuver Limits ........................................................................................ 1.10/2
Airspeed limitations.................................................................................... 1.10/2
SYSTEM LIMITATIONS
Airplane General........................................................................................ 1.20/1

Air conditioning and Pressurization............................................................ 1.20/1
Automatic Flight ........................................................................................ 1.20/1
Electrical ................................................................................................... 1.20/1
Emergency Equipment .............................................................................. 1.20/2
Fire protection............................................................................................ 1.20/2
Fuel System............................................................................................... 1.20/2
Ice and Rain Protection.............................................................................. 1.20/3
Landing Gear ............................................................................................ 1.20/3
Power Plant ............................................................................................... 1.20/3
AL200 MCC
Beech 200
GENERAL LIMITATIONS Rev. 01
1.10. 1. CERTIFICATION STATUS
This airplane is certified in the Normal Category (FAR 23) and operated according to FAR
PART 25, and JAR PART 25.
1.10. 2. TYPE OF AIRPLANE OPERATION
The airplane is approved for the following kinds of operation when the appropriate
equipment is installed and operative:
- VFR (day or night)

- IFR (day or night)
1.10. 3. FLIGHT CREW
Required minimum flight crew: One pilot / One copilot.
1.10. 4. PERFORMANCE CONFIGURATION LIMITATIONS
The airplane configuration as presented under Performance Configuration, chapter 9, must

be observed.
1.10. 5. WEIGHT LIMITATIONS
Maximum and Minimum Allowable Weights Lbs

Maximum Taxi Weight 12,590 lbs
Maximum Takeoff Weight 12,500 lbs
Maximum Landing Weight 12,500 lbs
Maximum Zero Fuel Weight 10,400 lbs
Basic Empty Weight (C.G 180) 7.000 lbs
Maximum Weights in Baggage Compartments 410 lbs
1.10. 6. OPERATIONAL LIMITS
1.10. 6.1 Takeoff and Landing Operational Limits
Temperature
Sea level to 25,000 feet pressure altitude .................................................... ISA + 37°C

Above 25,000 feet pressure altitude............................................................. ISA + 31°C
Crosswind limit is 25 kts for takeoff and landing.

AL200 MCC
Beech 200
1.10. 6.2 Maximum Operating Altitude
Normal operation.......................................................................................... 35,000 ft

Operation with yaw damp system inoperative .............................................. 17,000 ft
1.10. 7 FLIGHT MANEUVERING LOAD ACCELERATION LIMITS
Flaps up................................................................................................+ 3.17 g to - 1.27 g

Flaps down ...........................................................................................+ 2.00 g to - 1.27 g
1.10. 8 MANEUVER LIMITS
This normal category airplane is limited to normal flight maneuvers including:

Stalls (except whip stalls), lazy eights, chandelles and steep turns with max. 60º bank.
Acrobatic maneuvers, including intentional spins, are not approved.
1.10. 9 AIRSPEED LIMITATIONS
1.10.9.1 Two Engines Operating (IAS)
VMO — maximum operating speed (up to 12,000 ft ............................................ 259 kt

VA — design maneuvering speed (max. mass) ................................................... 181 kt
VFE — maximum flaps extended speed
Approach position............................................................................ 200 kt
Full down ......................................................................................... 157 kt
VLO — maximum landing gear operating speed
Gear extending................................................................................ 163 kt
Gear retracting ................................................................................ 181 kt
VLE — maximum landing gear extended speed .................................................. 181 kt
Maximum demonstrated crosswind velocity ........................................................... 25 kt
Normal climb speed (to 10,000 ft) ........................................................................ 140 kt
VY — best rate of climb speed ............................................................................. 121 kt
VX — best angle of climb speed .......................................................................... 100 kt
Normal approach speed (flaps up) ....................................................................... 160 kt
Stall speed (wings level, maximum mass)
Flaps up ............................................................................................ 99 kt
Flaps down ........................................................................................ 75 kt
Emergency descent speed (L/G down) ................................................................ 181 kt
Emergency descent speed (L/G up).................................................. Barber Pool - 10 kt
Best glide speed................................................................................................... 135 kt
AL200 MCC
Beech 200
1.10.9.2 One Engine Inoperative (IAS)
VMCA — minimum control speed with one engine inoperative.............................86 kt

One engine inoperative best rate of climb speed ..................................................121 kt
One engine inoperative best angle of climb speed................................................115 kt
Intentional one engine inoperative speed..............................................................104 kt
AL200 MCC
Beech 200
SYSTEM LIMITATIONS Rev. 00
1.20.1 AIRPLANE GENERAL
1.20.1.1 Instrument Markings

- Maximum and minimum limits : red radial line
- Caution area : yellow arc
- Normal area : green arc
1.20.2 AIRCONDITIONING & PRESSURIZATION
1.20.2.1 Pressurization Limit

Do not land when airplane cabin is pressurized above ................................ 0.3 psi
Maximum Cabin Differential Pressure .......................................................... 6.6 psi
1.20.3 AUTOMATIC FLIGHT

Minimum speed for autopilot operation......................................................... 100 KIAS
Minimum altitude for autopilot operation:
Approach Mode ................................................................................. 200 ft AGL
All Other Modes ................................................................................. 850 ft AGL
Autopilot attitude command limits:
Pitch ............................................................................................................ +18º -10º
Roll ............................................................................................................... +/- 30º
Autopilot and yaw damper must be disengaged during takeoff and landing.
One pilot must remain in the pilot’s seat with the seatbelt fastened during autopilot operation.
Do not override the autopilot to change pitch attitude
Do not engage the autopilot if the airplane is out of trim
The autopilot is certified for Category I-ILS approaches.
Instrument approaches in NAV mode are approved
NAV mode capture angles are limited to 90º or less
APPR mode capture angles are limited to 60º or less
1.20.4 ELECTRICAL
1.20.4.1 Battery Limitations

Minimum voltage for:
Batt. Start - 24 V
GPU Start - 20 V
No takeoff authorized with BAT OVR TEMP annunciator light illuminated
1.20.4.2 Generator Limits
Maximum sustained generator load is limited as follows:
In Flight:
Sea level to 31,000 feet altitude ................................................................... 100%

Above 31,000 feet altitude............................................................................ 88%
Ground operation ......................................................................................... 85%
AL200 MCC
Beech 200
During ground operation, also observe the following limitations:
Minimum Gas Generator rpm - N1

Generator load
Without Air Conditioning With air conditioning *
0 to 75% 61% 62%
75 to 80% 61% 62%
80 to 85% 65% 65%
* Right engine only
1.20.5. EMERGENCY EQUIPMENT
1.20.5.1 Oxygen Pressure

Max. Pressure .............................................................................................. 2000 psi
Min Pressure ................................................................................................ 1250 psi
Storage cylinder:
Full ............................................................................................................... 1860 psi at 21 ºC
Empty ........................................................................................................... 200 psi at 21 ºC
1.20.5.2 Emergency Battery
After 15 minutes of continuous use of the full equipment compliment on the emergency bus,
approx. 9% of the battery capacity remains.
1.20.6 FIRE PROTECTION

Fire extinguisher Ind. Pressure
385 to 440 psi............................................................................................... at + 30º C
195 to 240 psi............................................................................................... at – 10º C
1.20.7 FUEL SYSTEM
1.20.7.1 Crossfeed Limitation

Crossfeeding of fuel is permitted only when one engine is inoperative.
1.20.7.2 Maximum Fuel Imbalance
Maximum allowable fuel imbalance between wing fuel systems is 1000 pounds.
1.20.7.3 Usable Fuel
Total usable fuel......................................................... 544 gallons (3645 pounds)

Each main fuel tank system ....................................... 193 gallons (1293 pounds)
Each auxiliary fuel tank .............................................. 79 gallons (529 pounds)
1.20.7.4 Type of Fuel (may be mixed in any proportion)
Designation Freezing
Nato Specification Usage
(Old Designation) Point ºC
Jet A-1 (JP-1A) F-34/F-35 ASTM D 1655 Normal operation -47
Jet A (JP-1) ASTM D 1655 Normal operation -40
JP 5 F-44 (D.E.R.D. 2498) Normal operation -48
JP 8 F-34/F-35 MIL-T-83133C Corresp. With Jet A-1 -50
Jet B (JP 4) F-40/F-45 ASTM D 1655 Normal operation -50
AL200 MCC
Beech 200
1.20.8 ICE & RAIN PROTECTION
Minimum Ambient Temp. for Operation of De-icing Boots .............................. - 40°C

Minimum Airspeed for Sustained Icing Flight ................................................. 140 kts.
Sustained flight with flaps extended in icing conditions is prohibited. Flaps must however be
used during approach and landing.
LEFT and RIGHT ICE PROTECTIONS are to be extended during operation in

ambient temperatures of + 0°C or lower when flight free of visible moisture cannot be
assured.
LEFT and RIGHT ICE PROTECTIONS are to be retracted for take-off and flight
operations in ambient temperatures +10°C and above.
1.20. 9 LANDING GEAR

Tire speed limit................................................................................................ 139 KIAS.
1.20.10 POWER PLANT (PT 6A-61)
1.20.10.1 Starting
Use of starter limited to 40 seconds ON, 60 seconds OFF, 40 seconds ON, 60 seconds
OFF, 40 seconds on, then 30 minutes OFF.
1.20.10.2 Propellers RPM (Np)
Propeller Rotational Speed Limits
Transients not exceeding 5 seconds ............................................................ 2200 rpm

Reverse ........................................................................................................ 1900 rpm
All other conditions ....................................................................................... 2000 rpm
Minimum idle speed ..................................................................................... 1100 rpm
Propeller Rotational Overspeed Limits
The maximum propeller overspeed limit is 2200 rpm and is time-limited to five seconds.
Sustained propeller overspeeds faster than 2000 rpm indicate failure of the primary
governor. Flight may be continued at propeller overspeeds up to 2120 rpm, provided
torque is limited to 1800 foot-pounds.
AL200 MCC
Beech 200
1.20.10.3 Engine Torque

TOGA power is limited to 5 min. with two engines.
TOGA power is limited to 10 min. in single engine operation.
Green ........................................................................................................... 400 to 2240 ft-lbs
Red line ........................................................................................................ 2240 ft-lbs
1.20.10.4 Inturbine Temperature

Green ........................................................................................................... 400 to 800°C
Red line ........................................................................................................ 800°C
1.20. 10.5 Gas Generator RPM (Ng)

Red line ........................................................................................................ 101,5 %
1.20.10.6 Fuel Pressure

Green ........................................................................................................... 15 to 50 psi
Yellow........................................................................................................... 5 to 15 psi
Red line ........................................................................................................ 5 psi
1.20.10.7 Oil Pressure

Green ........................................................................................................... 100 to 130 psi
Red line (maximum) ..................................................................................... 200 psi
Red line (minimum) ...................................................................................... 60 psi
1.20.10.8 Oil Temperature

Green ........................................................................................................... 10 ºC to 99ºC
Red line ........................................................................................................ 99ºC
Normal Procedures 2.00/1
AL200 MCC
Beech 200
TABLE OF CONTENTS ....................................................................................... 2.00/1
GENERAL INFORMATION
Preface ...................................................................................................... 2.10/1
Panel Scan Sequence ............................................................................... 2.10/2
FLIGHT AND COCKPIT PREPARATION

Crew Coordination Flight and Cockpit Preparation .................................... 2.20/1
CM1 Exterior Safety Inspection ................................................................. 2.20/1
CM1 Cockpit Safety Inspection.................................................................. 2.20/1
Preliminary Cockpit Preparation ................................................................ 2.20/2
Cockpit Preparation ................................................................................... 2.20/2
ENGINE STARTING
Before Start................................................................................................ 2.30/1
Crew Coordination During Engine Start..................................................... 2.30/2
After Start................................................................................................... 2.30/3
TAXI, TAKEOFF AND CLIMB

Crew Coordination During Taxiing ............................................................. 2.40/1
Taxiing ....................................................................................................... 2.40/1
Run Up....................................................................................................... 2.40/2
Before Takeoff ........................................................................................... 2.40/3
Crew Coordination During Takeoff............................................................. 2.40/4
Takeoff....................................................................................................... 2.40/5
Crew Coordination After Takeoff and Climb Out........................................ 2.40/6
After Takeoff and Climb Out ...................................................................... 2.40/6
Climb Procedure ........................................................................................ 2.40/7
10 000 ft Climbing...................................................................................... 2.40/7
CRUISE................................................................................................................ 2.50/1
.
DESCENT, APPROACH
Descent...................................................................................................... 2.60/1
Approach ................................................................................................... 2.60/2
Precision Approach. STANDARD CALL-OUTS ......................................... 2.60/3
Non precision Approach. STANDARD CALL-OUTS.................................. 2.60/4
Final ........................................................................................................... 2.60/5
AFTER LANDING, PARKING AND LEAVING THE AIRPLANE
After Landing ............................................................................................. 2.70/1

Parking....................................................................................................... 2.70/1
Securing the aircraft................................................................................... 2.70/2
AL200 MCC
Beech 200
GENERAL INFORMATION Rev. 00
General
Normal Procedures describe actions, which are necessary for the routine operation.
While the sequence of procedures follows the natural phases of flight the sequence of
actions in a procedure follows a standardized scan of panels or equipment except when
required by the logic of actions priority.
For all actions relevant expanded information is given, if necessary.
All actions of a procedure are either required to operate the airplane safely in the related
phase of flight or to prepare the airplane for the following phase of flight. Each action is
assigned to specific crewmember to ensure coordinated operation.
Principles of Normal Procedures Application
Normal procedures are performed by recall.
Normal Checklist
Normal checklists are used to ascertain that a standard cockpit configuration is achieved
which covers all safety aspects. Additionally aspects of economic importance may be
included.
Principles of Normal Checklist Application
The normal checklist is applied after the appropriate procedure is completed.

The Pilot Flying (on the ground CM1) shall request reading of a checklist by announcing its
title.
Reading of a checklist shall include the title.

- The Normal Checklist is read by CM2 when the airplane is on the ground.
- The Normal Checklist is read by PM when the airplane is in the flight.
Normal checklists are of two types:
1. “CHALLENGE/RESPONSE”:
The appropriate CM shall respond to the challenge after having verified the existing
configuration. The other CM shall crosscheck, whenever feasible, the validity of the
response. The challenger shall wait for the response before proceeding with the
checklist. Upon completion he shall announce: “ CHECKLIST COMPLETED”.
2. “UNILATERAL”:
Reading silently, PM shall use the checklist as a reference to verify that prescribed
actions have been performed. Upon completion he shall announce: “
CHECKLIST COMPLETED”.
AL200 MCC
Beech 200
GENERAL INFORMATION Rev. 00
If the actual configuration is not in accordance with the checklist standard, corrective
action shall be initiated. If corrective action is not possible, the response must be modified
to reflect the actual situation (specific answer).
2. - GENERAL ARRANGEMENT
CM1 CM2
1 Pedals 1 Pedals
2 Pedestal 3 Overhead panel
4 Upper central panel 4 Upper central panel
5 Center and Instrument panel 6 Radio and instruments panels
7 Interphone and oxygen mask 7 Oxygen mask
Normal Procedures
2.20/1
AL200 MCC
Beech 200 FLIGHT AND COCKPIT
Rev. 01
PREPARATION
CREW COORDINATION
FLIGHT AND COCKPIT PREPARATION
PF PM
p
p p ( M
Cockpit Preparation Preliminary Cockpit Preparation
Exterior Inspection
Cockpit Preparation
PM AFETY INSPECTION
Surfaces, Tires and Chocks ...................................................................................CHECK

Visually check that all movable surfaces are clear and flaps are retracted.
Verify chocks are on place and tires in satisfactory condition.
M COCKPIT SAFETY INSPECTION
This is a check to determine if airplane systems are in a configuration to safety place

electrical power on the generator busses.
Maintenance Status.................................................................................................CHECK
Examine Technical Log Book (TLB). Verify Maintenance Status and ensure agreement
with MEL if required
Parking Brake ............................................................................................................... SET

Turn right the BRAKE Handle.
Circuit Breakers.......................................................................................................CHECK
Gear Lever ................................................................................................................ DOWN

Note: This will ensure closure of gear doors after engine start.
Transponder ................................................................................................................. OFF

Verify mode selector in OFF position.
Normal Procedures
2.20/2
AL200 MCC
Rev. 01
PREPARATION
PM PRELIMINARY COCKPIT PREPARATION
Gear Pins........................................................................................................ON BOARD

Verify gear pins are in place
Cabin Sign Switches ...................................................................................................ON

Switch NO SMOKING and SEAT BELT sign switches on
Electrical Switches................................................................................................CHECK
Check all other switches on Overhead Panels are in OFF position
BATTERY MASTER Switch...................................................................................CHECK

Mute warning horn by pushing MASTER WARN light/switch.
Check the Voltmeter for a reading between 24 and 28 V.
Note: If voltage is between 23,5 and 30 volts, a GPU start shall be performed. No start
attempt is permitted bellow 23,5 volts.
PM EXTERIOR INSPECTION
Not Available
P / PM COCKPIT PREPARATION
GRD CLEARANCE KNOB ........................................................................................... ON 1

If the battery master switch and the alternators are off, pushing the button GROUND
CLEARANCE will power up the COM2, provided the COM unit is switched on.
Interphone SW ............................................................................................ CHKD & SET 1
GPU Power................................................................................................................... ON 1
Use of Ground Power Unit it is strongly recommended to avoid battery discharge
Fuel Valves..............................................................................................RESET & OPEN 1
Fuel Crossfeed Valve ........................................................................ RESET & CLOSED 1

Normal Procedures
2.20/3
AL200 MCC
Rev. 01
PREPARATION
Auto Pilot & Yaw Damper .............................................................. DISENGAGE & OFF 1
Thrust Levers ........................................................................................................... IDLE 1
Propeller Levers ............................................................................................. FULL FWD 1
Condition Levers ...................................................................................................... IDLE 1
Trims ....................................................................................................................... ZERO 1

Checks indication at zero on the indicators for the trim settings are located on the central
panel.
Fuel Reset Knob ..................................................................................... RESET & ZERO 1
Fuel Quantity .......................................................................................................... CHKD 1

At this point establish communication with ground personnel and start refuelling operation
Annunciator Panel & Master Warning Lts........................................................ TESTED 1

All lights should be operational if not check MEL
Propeller Synchro SW............................................................................................... OFF 1
Airfield Data .........................................................................................................OBTAIN 2
Cabin Comfort & Dehumidifier................................................................AS REQUIRED 2
Avionic Master.............................................................................................RESET & ON 2
Navigation Equipment .............................................................................AS REQUIRED 2
Lights A PO O ............................................. .............AS REQUIRED 2
Rotating Beacon........................................................................................................ OFF 2
L & R Windshield Heat SWS.................................................................................... OFF 2
L & R Pitot Heat SWS ................................................................................................ OFF 2
Tail Fld (logo) Light ..................................................................................AS REQUIRED 2
L & R ICE PROTECTION ........................................................................................... OFF 2
Pressurization Controls...........................................................................AS REQUIRED 2
Oxygen System ....................................................................................................CHECK 2
Propeller Syncro SW................................................................................................. OFF 2
Altimeters..................................................................................................SET & CHECK B

Normal Procedures
2.20/4
AL200 MCC
Rev. 00
PREPARATION
Take- Off Data .............................................................................................CHKD & SET B

Both pilots have to determine speed and set speed and altitude bugs and take off power.
Safety and Take Off Briefing .................................................................. COMPLETED B

The take-off briefing should be performed by the PF at the gate when the crew workload
permits, cockpit preparation has been completed and before engine start. It should be
relevant, concise and chronological:
NORMAL OPERATION
1.- Miscellaneous 3.- Takeoff Performance.
Aircraft technical status T/O POWER
(MEL and CDL considerations). T/O CONFIGURATION
NOTAMS V1, VR, V2
Weather TRANS ALT
RWY conditions THR RED / ACC Altitude
Use of Anti Ice
Expected Taxi Clearance 4.- Flight Plan.
Minimum Safe Altitude
2.- Fuel First assigned FL
Block Fuel, Standard Instrument Departure
Estimated TOW,
Extra time at destination RAD NAV
ABNORMAL OPERATIONS
For any failure before V1:
- You will call “STOP” and simultaneously apply THRUST LEVERS IDLE and REVERSE
THRUST MAX AVAIL. I will call “BETA AMBER” or “NO REVERSE” and “DECEL” or “NO DECEL” and
Cancel any audio Warning.
When the aircraft stops:
- You will stow the REV, set the Parking brake ON and call “ATTENTION CABIN CREW AT STATIONS X2”
At the same time:
- I will call ATC “COR LIGHT RE ETEC TA E O RWY ” and I locate the “EMERGENCY/
EVACUATION” checklist. Anytime according to the situation, You may request “EMERGENCY
EVACUATION” Checklist.
In case of failure after V1:

You will say “GO”, TOGA will be available, NO action before 400ft AGL except gear up,
reaching 400ft AGL emergency paper check list.
In case of engine failure: I will fly and you will perform emergency paper check list.
When safety altitude has been reached and Engine is secured, we will accelerate the
airplane and clean it and climb to MSA at MCT. Comment EOSID.
Cabin Report................................................................................................... RECEIVED 1
After completion of CM1 will request B start . CM2 will

read the checklist.
AL200 MCC
Beech 200
ENGINE STARTING Rev. 01
BEFORE START
CM announce, while performing, “BE ORE START ITEMS”
Speed Bugs ................................................................................................................SET B

Altimeters...................................................................................................................SET B
Set current QNH and compare with field elevation.
Start Up ............................................................................................................ REQUEST 2

On CM1’s announcement. “REQUEST START UP” CM2 calls for START UP on VHF 1
BATTERY MASTER Switch......................................................................................... ON 2

Note: With the BATTERY MASTER switch on, the ground clearance function will be disabled.
Note: To prevent an unsatisfactory start attempt, the battery should read 25V. Check
voltmeter indication; 24 Volts minimum. If below, refer to “GPU START”(Supplementary
Procedures)
GRD CLEARANCE KNOB ............................................................................CHECK OFF 1
DoorsCLD/LTS........................................................................................................... OFF 2
PIC ask the purser to close the door
Inverter ....................................................................................................................... OFF 1

If used previously the inverter switch is placed to off
Avionic Master........................................................................................................... OFF 2

To avoid damages to NAV-COM equipments
ECS Master ................................................................................................................ OFF 2

Set cabin comfort master to off to reduce charges and prevent smokes
Anti Collision Lights ................................................................................................... ON 1

Place Rotating Light switch to ON position.
Perform following steps for ENG No 2 first:
After completion of Before Start Procedure CM1 will request B . CM2 will read the / .
GENERAL STEPS (BEFORE START)
N "FINAL CHECKS"
N for Start up
"BEFORE START ITEMS"
AL200 MCC
Beech 200
CREW COODINATION DURING ENGINE START
Normal Starting sequence is Eng No 2 then Eng No 1

Note: If Engine Start with GPU assistance is required, refer to Supplementary Procedure
“ENGINE START WITH EXTERNAL ELECTRICAL POWER”
Condition CM1 CM2

BE N
Checklist completed
Obtain clearance of Maintenance Check prop area clear
Personnel (Ground) Clear right side
Announce:
Ground approval for “ENGINE No 2 START”

engine start received
Cowl Flaps - OPEN Check – Anunciator Panel
Fuel Pump – on 1 or 2 Check – Fuel Pressure
Ignition - AUTO
Momentarily push RIGHT ENGINE

GEN / switch to STARTED position. Start timing
Monitor Ng and Oil pressure rise
Ng stabilized Place No. 2 Condition Lever Check RIGHT IGN ON light
12% or more to FWD position illuminated.
Check initial fuel flow
Fuel flow indicated Monitor ITT and Ng. Monitor ITT and time
ITT rises If ITT exceeds Temperature Limits
or if Ng does not attain 52% lift
Condition Lever and set to STOP
Ng RPM 52% +/- 2% R Starter and R Igniter OFF Check starter cutout by
observing RIGHT START
ENGAGE light out.
Reset stop watch
Monitor ITT and Ng
Observe ITT decreases from peak value
Note: When a malfunction is indicated any CM announce nature of malfunction. When the
malfunction is verified, the start attempt must be discontinued.
CM1 announce, while performing, “STARTER DISENGAGE”
Apply Procedure applicable to the malfunction
AL200 MCC
Beech 200
GEN / STARTER Switch ............................................................................................GEN 1

If GPU is not used place generator No. 2 switch in GEN position
Load Meter (Gen 2)............................................................................ BELOW 100 AMPS 2
Note: During cross engine start the life the life time of the battery will be prolonged if
charge load is below 100 A
Cross-Start Procedure ................................................................................... PERFORM B

Use Crew Coordination Concept as described for Engine No 2. Verify generator of the
operating engine is ON. Verify throttle No 1 at IDLE, fuel pump ON (Nº1 or Nº2) and
ignition switch of engine No 1 in ON.
After NG RPM stabilized at idle:
GEN / STARTER Switch ............................................................................................GEN 1

Place generator No 1 switch in GEN position
AFTER START
Ground Crew Clearance (If rqd.) ......................................................................RECEIVE 1

Ground crew will indicate per hand signal that is clear to be moved. CM1 acknowledges the signal. Pin in sight.
CM1 request “After Start Items”. CM2 then perform following items:
Cabin Pressurization Control................................................................................... SET 2

Adjust the controls to normal and pressurized
Electric ..................................................................................................................CHECK 2
Check generators ON, LEFT and RIGHT GEN OFF lights out. Observe Ammeters and
Voltmeter indicate normal.
Inverters ....................................................................................................................... ON 2
Select INV to switch 1 or 2 and observe red INV FAIL light out.
Cabin Comfort Control................................................................................................ ON 2

Avionics ....................................................................................................................... ON 2
Select RADIO MASTER switch to ON
NAV Radios...........................................................................................................CHECK 2
Prior to first flight of the day perform a NAV radio Check:
VHF NAV: Tune receivable VOR frequency and check correct indication and identification.
ADF: Tune receivable NDB frequency and check correct indication and identification.
NAV Radios....................................................................................................... CHECK PF
Set VOR, ADF, DME and Inital ALT. Alerter according to planned departure.
AL200 MCC
Beech 200
VHF Communication Radios .................................................................................... SET 2

No 1 is used for primary communication during all phases of flight. No 2 is used for
ATIS and company calls. Select frequencies accordingly.
Audio Selector Panel.................................................................................................SET B

Push mike selector button according standard radio setting.
PITOT HEAT ..............................................................................................AS REQUIRED 2
Anti-Ice ......................................................................................................AS REQUIRED 2

When icing conditions exist or are anticipated: 0 C and humidiy conditions
PITOT HEAT ... ON
Place LEFT and RIGHT PITOT HEAT switches in the on position .. .. ON
WINDSHIELD HEAT . . ON
During high speed cruise in low temperature it is recommended to place L and R
WSHLD HEAT switches to LOW position.
Notes:
- Windshield heat may be on any time but distortion will be noticed especially during
night and rain operation
- For icing conditions, see “ICE AND RAIN PROTECTION”, OM-B
Supplementary Procedures.
Fuel X Feed .........................................................................................CHECK / CLOSED 2

GPU.................................................................................................................. REMOVED 1
CM1 request "after start checklist"

Taxi Clearance .................................................................................................. RECEIVE B
CM1 direct CM2 to request taxi clearance.
Taxi Area Clear ....................................................................................................VERIFY B
CM1 and CM2 verify that taxi area is free of obstructions with callout clear left side CM
and clear right side CM2.
AL200 MCC
Beech 200
TAXI, TAKEOFF AND CLIMB Rev. 01
CREW COORDINATION DURING TAXI
CM1 CM2
Announce “Request Taxi clearance” Request taxi
Check left side clear clear left side Check right side clear clear right side
TAXI Lights........................... ON
Release parking brakes and start taxi Look out for obstacles and other traffic
Check brakes brake check Check Brakes brake check
When clear of congested area:
Announced: “FULL UP”, “FULL DOWN”
TAXI ITEMS NEUTRAL / “FULL LEFT”, “FULL
Call: “FLIGHT CONTROLS CHECK” RIGHT” ,“NEUTRAL”
Check Elevator, Aileron and Rudder Check your side quietly
Check Reverse L & R Check Reverse “CHECK”

Check Feather L & R Check eather “CHECK”
Flaps – SET FOR T/O
Check instruments
Perform takeoff briefing confirmation and
verify the NAV radio set-up and Altitude Alert if " No changes" or new take-off briefing
ATC clearance changes.
Request: “ ” Read Checklist until "down to the line"
TAXI
Do not be diverted from the task of safely taxiing the airplane. Look out for obstacles and
other traffic. Caution is necessary while turning the airplane in congested areas on the
ramp. Have a good crew monitor the wing tip clearance if necessary.
Taxi information ............................................................................................... RECEIVE B

On CM1’s announcement “Taxi”, CM2 request taxi.
Ground Crew Clearance (If rqd.) ......................................................................RECEIVE 1

Ground crew will indicate per hand signal that airplane is clear to be moved. CM1
acknowledges the signal.
After taxi instructions received
TAXI Lights .................................................................................................................. ON 1
Parking Brake ...................................................................................................RELEASE 1

Apply toe pressure to the top of the rudder pedals, before releasing the BRAKE handle.
Then release the toe pressure.
AL200 MCC
Beech 200
Taxiing............................................................................................................. PERFORM 1
Normally idle power is sufficient to start taxiing. To reduce taxi speed use Beta Range.
Brakes ...................................................................................................................CHECK 1
Taxi items......................................................................................................... REQUEST 1

On CM1’s request “Taxi Items”, following items have to be performed:
Flight Controls..................................................................................................... CHECK B

CM1 move and CM2 checks in the trims panel then CM2 move and check.
Instruments ......................................................................................................... CHECK B

Check all flight instruments for normal indication and no flags.
L & R Reverse Thrust .....................................................................................CHECKED 1

CM1 must select reverse in both P/L and check L & R Beta lights ON.
L & R Propeller Levers ................................................................................... CHECKED 1

CM1 feathers first left P/L checking that torque increase and Ng decrease immediately, and
then select full FWD again, and then checks right P/L.
Flaps .......................................................................................................................... SET 2

Place FLAP lever to takeoff flap setting and check flap position indicator in agreement with
flap lever position.
After ATC departure clearance obtained:
Transponder ............................................................................................................. SET 2
Takeoff Briefing Confirmation.................................................................AS REQUIRED 1

CM1 will review the procedure to be followed during takeoff and departure If the ATC
clearance changes.
Check Altitude Alert is set.
Cabin report ......................................................................................................RECEIVE 1

Flight attendant verifies that all passengers are seated with their seatbelts fastened and
luggage secured. Then report “Cabin Ready”.
AL200 MCC
Beech 200
RUN UP
Holding short of the runway CM announce, “RUN UP ITEMS”, CM performs:
PWR LVRS .......................................................................................................... 1800 RPM
ICE PROT ................................................................................................................. TEST 1
PWR LVRS ...........................................................................................................60% Ng 1

Press. Control ........................................................................................................... SET 1
Select CABIN ALT to Sea Level, and VARIOMETER in +/- 500 fpm.
TEST Switch ON 1
Check that V/S indicates –500 fpm, that means out-Flow valve is closed, and the A/C is
pressurized, then:
TEST Switch .....................................................................................................NORMAL 1
Press. Control ........................................................................................................... SET 1

Select cruise level expected plus 1000’
PWR LVRS ............................................................................................................... IDLE 1
Before entering on the runway, CM request, “BEFORE TAKE OFF CHECKLIST, down to the line”.
BEFORE TAKEOFF
When entering runway on CM1 request, “ BE ORE TAKEOFF ITEMS”, CM2 performs:
External Lights .......................................................................................AS REQUIRED 2

Switch Wing, Landing lights and recognition LIGHTS as desired.
L&R Ignition....................................................................................................... SWS ON 2
L & R Cowl Flaps .....................................................................................AS REQUIRED 2

Monitor engine instruments and adjust cowl flaps as necessary.
L & R Ice Protection ................................................................................AS REQUIRED 2

When icing conditions exists OAT 0 C and humidity conditions
ICE PROTECTION ....... ON (Place switches for engine No 1 and No 2 in the ON position)
Annunciator Panel .................................................................................................CHKD B

Both CM’s must check that none Red Light is ON, and the other lights AS RQRD.
Transponder ............................................................................................................. ALT 2
CM request, “BELOW THE LINE”. When checklist completed CM2 " BEFORE TAKE OFF
CHECKLIST COMPLETED"
AL200 MCC
Beech 200
CREW COORDINATION DURING TAKE OFF
CM1 CM2
Takeoff or line up clearance received
When entering runway request:
“TAKEOFF ITEMS” and “ ” Perform Takeoff Items and reads “BEFORE
Align airplane on runway centerline T.O. C/L Completed”
Take control of rudder pedals and control

If CM2 is designated PF, CM1
Column only. Acknowledge by announcing:
Announces: “YOU HAVE CONTROL”
“I HAVE CONTROL”.
Maintain control of the brakes
TA E O
Advance throttles to approximately 800 ft-lbs
Check engine instruments stabilized
Release brakes (if no rolling T/O)
Adjust takeoff torque prior to 60 kts

Announce: “CHECKED”
Announce: “THRUST SET”
Start timing
Monitor engine instruments and airspeed. Monitor airspeed
Acknowledge 70 kts callout by:
Announce: “SEVENTY NOTS” “CHECKED”
CM1 maintains his hand on the throttles until reaching V1
Announce: V1
PM PF
Announce: “ROTATE” At VR smoothly rotate to proper attitude
Announce: “POSITIVE CLIMB” Acknowledge by callout: “GEAR UP”
Position gear lever up.

Check all gear lights out and announce: CM2 take control Thrust Levers
“GEAR UP”
Acknowledge by callout: At acceleration altitud:
“SPEED CHECK; FLAPS UP” Announce: “FLAPS UP”
Announce: “STD CROSS-CHECKED At Transition Altitud: Announce: “SET STD ”
PASSING L NOW CHEC
AL200 MCC
Beech 200
TAKEOFF
Takeoff Power........................................................................................................... SET 1
CM2 hold brakes if no rolling T.O. CM2 announce “TAKEOFF” and CM2 advance throttles
to approximately 800 ft-lb torque setting. Check engine instruments stabilized, then CM2
release brakes. CM1 adjust Take Off power: TQ 2230 ft lbs 2000 RPM.
Note: Caution is required when parking brake is set after the airplane has entered
the takeoff runway.
CM1 adjust throttles to obtain takeoff torque before reaching 60 kts. CM1 report
“THRUTS SET”, PF/PM start stop watch.
Note: Expect a torque increase of approx. 100 ft-lb during takeoff roll.
Takeoff Roll.................................................................................................... PERFORM B

PM monitor engine instruments, airspeed and announce “SEVENTY KNOTS”,
“V1”,“RORATE” PF monitor airspeed, acknowledge 70 kts call out by: “CHECKED”,
observe V1/VR speeds during takeoff roll.
Note: CM1 shall have is hand on the throttles until reaching V1 in case it should
become necessary to reject the takeoff.
Rotation and Liftoff ..................................................................................... PERFORM PF
PF will be prepared to rotate when his airspeed indicator reaches VR.
At VR, rotate the airplane smoothly to the liftoff attitude. Adjust pitch attitude to
maintain V2 + 10 (max pitch + 22º). PF and PM crosscheck airspeed and pitch
attitude. During Initial Climb out: “POSITIVE CLIMB”, “GEAR UP”, “GEAR UP”.
Gear Lever ............................................................................................................. UP M

PF ensure a positive rate of climb is established on the R/A and variometer, then
command “GEAR UP”.
PM acknowledge “GEAR UP”, check for positive rate of climb and lift gear handle to
UP.
Undue haste in retracting the landing gear is neither necessary nor desirable. PM
checks all gear lights out “GEAR UP”.
AL200 MCC
Beech 200
CREW COORDINATION AFTER TAKEOFF AND DURING CLIMB OUT
PF PM
Monitor engine instruments
At 1500 FT AGL may request: “SET CLIMB POWER” Set Climb Power " CLIMB POWER SET"
Accelerate to 160 kt , at 130 kt Command: Acknowledge “SPEED CHEC , FLAPS UP”
“FLAPS UP” (Recommended pitch 10º) check IAS min 130 KIAS and select LAP UP
Check flap position indicator
Request : “AFTER TAKEOFF ITEMS” Prop Syncro - On
L R IGN SWS -O
COWL LAPS - AS RE UIRED
LANDING LIGHTS - O
YAW DAMPER - ON
When passing transition-alt, set Altimeter to 1013 hPa
When passing FL 100 or staying below after Level Off:
AFTER TAKE OFF AND CLIMB OUT
Note: Local noise abatement procedures shall be adhered to. However, Climb Power shall
not be set bellow 1500 FT AGL.
Climb Power........................................................................................... REQUEST/SET B
At 1500 FT AGL or as prescribed in the local noise abatement procedure PF set “CLIMB
POWER”. Torque to 2000 ft lbs. and prop to 1900 RPM
Note: During climb out a torque decrease will be noted, readjust torque repeatedly.
Flaps............................................................................................................................ UP B
For 40% flap Takeoff PF accelerate to 130 kts and command “FLAPS UP”.
Continue acceleration to 160 kts.
Note: A torque increase of approx. 200 ft lbs. Is possible due to airspeed
increase. PM acknowledge “FLAPS UP”. Check airspeed min 130 KIAS and position
FLAP Lever to UP position. PF/PM monitor flap position indication moving to
FLAP UP position.
On PF request “AFTER TAKEOFF ITEMS” PM perform following items:
Prop. Synchro........................................................................................................ ON M
L&R Ignition SWS................................................................................................ OFF M

Do not place off in case of heavy rain or turbulence
AL200 MCC
Beech 200
Cowl Flaps .......................................................................................... AS REQUIRED M
Place switch as necessary to maintain oil temperature in green band.
Note: A torque increase of 50-70 ft-lbs and an airspeed increase of 8-10 kts may be
observed, when switching oil cooler doors from OPEN to CLOSE position.
Landing Lights...................................................................................................... OFF M
Yaw Damper........................................................................................................... ON M
Report to the PF before
Cabin Control......................................................................................... SET, CHECK M
Set cabin altitude controller 1000 ft above requested FL. Adjust the cabin rate of climb to
approx. 500 ft per min.
When passing transition altitude:
Altimeter.................................................................................................................... SET B
Set altimeter to 1013 hPa and compare altimeter reading.
CLIMB PROCEDURE
Airspeed for normal climb up to FL 100 is 160 KIAS, from FL 100 to FL 200 is 140 KIAS,
from FL 200 to FL 250 is 130 KIAS. Above FL 250 is 120 KIAS.
The PM shall call "ONE THOUSAND TO GO" ft 1000ft prior assigned altitude/FL
Climb Power ............................................................................................... READJUST PF
Readjust throttle as necessary to observe torque and ITT limits.
Recommended max. ITT is 750º C.
After STD (1013 mb) is set on ALTIMETERS, the PF request "AFTER TAKE OFF / CLIMB checklist".
CALLOUTS at Transition Alt:
PF: " SET STD"

PM: " STD CROSSCHECK, PASSING FL ___ NOW"
PF: " CHECK"
AL200 MCC
Beech 200
10.000 FT AGL CLIMBING
On PF request “ 0.000 T CLIMBING ITEMS” , PM perform following items:
Fasten Seat Belts .............................................................................. AS REQUIRED PM

Off except hope turbulence or overflight of mountain area
Wing & Tail Fld (Logo) ...............................................................................Light OFF PM
L&R Ice ProtectionAS REQUIRED PM

Ice protection must be used with temperatures between + 0 °C – 40º C and
moisture visible
When completed, PM announce 0.000 T CLIMBING ITEMS COMPLETED . P

request 0.000 T CLIMBING CHEC LIST
AL200 MCC
Beech 200
CRUISE Rev. 00
CRUISE
Cruise Procedure .......................................................................................... PERFORM B
Upon attaining assigned flight altitude, accelerate to cruise speed. Upon PF’s request:
“Cruise Power”, PM will crosscheck cruise power according to OM Performance chapter.
Check Fuel Flow against power chart value. PM set cruise power. Max cruise ITT is 750º C.
Wing &Tail Fld Lights......................................................................... AS REQUIRED PM

Wing and Logo lights switches should remain ON below FL 100.
Oil Cooler Doors................................................................................. AS REQUIRED PM

Adjust doors to attain oil temperature in green band. Usually closed.
FD Mode (interception Phase)....................................................................... MONITOR B

Note: Due to system malfunctions, FD modes “NAV ARM” and “APPR ARM” may
be cancelled without warning.
Monitor annunciation and steering commands when intercepting a VOR radial or the
localizer. If necessary, reset NAV or APPR mode.
Engine and Airplane Systems....................................................................... MONITOR PM

Check the readings of the engine instruments and compare fuel consumption with flight
planning.
Check pressurization. Adjust cabin comfort as desired.
Gain / Loss Control ........................................................................................ PERFORM PM

At checkpoints of the OFP PM determine actual fuel on board.
From this value subtract respective REFU (Required Minimum Fuel for Trip + Alt + Hold)
figure from OFP and note result to the right of REFU column in the EL OFP.
This figure determines the actual fuel reserve over the minimum required for trip +
alternate + holding.
Note 1: If deviation occur, which could be indicate of a failure of the fuel quantity
indicating system, PM crosscheck his calculation, referring to FUEL REMAINING totalize.
If discrepancy is apparent, the main FUEL QTY indicator shall be used for fuel calculation.
Note 2: OFP means Operational Flight Plan.

AL200 MCC
Beech 200
DESCENT Rev. 01
BEFORE DESCENT
See Procedures and Techniques Chapter explanation about speed schedule.

The PM shall call ONE THOUSAND TO GO prior assigned altitude/FL
Cabin Press Controls...............................................................SET TO DESCENT FL PM
L&R Ice Protection ............................................................................. AS REQUIRED PM
Ice protection must be used with temperatures between + 10 °C – 40º C and moisture
visible
Landing Speed Bugs.................................................................................................SET B

Set speed bugs - Red flaps Full, White flaps 40%, Green flaps 0º.
Minimum Enroute Altitude.................................................................................... CHKD B
Approach Briefing .................................................................................. PERFORMED PF
PF (ITEMS A ROA RE ARATIO )
N M
N N P M N N
PP (N
N
AL200 MCC
Beech 200
APPROACH Rev. 01
10.000 FT AGL DESCENDING
On PF request “ 0.000 T DESCENDING ITEMS” , PM perform following items:
FSB & No Smoking.................................................................................................ON PM
Wing & Tail Fld (Logo) Lt.......................................................................................ON PM
Minimum Sector Alt............................................................... CHKD & ANNOUNCED PM
When completed, PM announce 0.000 T DESCENDING ITEMS COMPLETED . P

request 0.000 T DESCENDING CHEC LIST
APPROACH
Pressurization ......................................................................................................CHKD PM
Check the proper functioning of the system and altitude target
Altimeters..................................................................................................QNH- X- CHKD B
Approach Briefing................................................................................... PERFORMED PF

AL200 MCC
Beech 200
APPROACH Rev. 00
PRECISION APPROACH- STANDARD CALLOUTS

Altim. Bugs: Red minimums, Green Minimums + 100’ and White 1000 AAL’
PF PM
FLIGHT PHASE
DUTY CALL-OUT DUTY CALL-OUT
Check ALT/FL Check ALT/FL
cleared and “ CHEC ” cleared and
1000 ft to level off “1000 to GO”
selected in alt/slt selected in
FGS
Passing 2100 ft R/A X-Check PSTN X-Check PSTN “R/A 2100 ft
and altitude, and and altitude MINIMUMS --”
ONLY OR CAT II
QNH MINIMUMS and announce
AND CATIII APP
minimums
LOC moving Check EHSI/ADI “LOC ALIVE” Check
“CHEC ”
EHSI/ADI
G/S moving Check EHSI/ADI “G/S ALIVE” Check “SPEED
”flaps APP” EHSI/ADI set CHEC ”
Flaps APP ”flaps APP”
G/S 1 Dot
Ask L/G GREEN
Set L/G Down LIGHTS
Reduce IAS “GEAR DOWN”
“GEAR DOWN”
G/S Captured “SET GA Altitude on “GA ALTITUDE

ALTITUDE ” ALT/ALERT SET”
OM or FAF Checking altitude Check altitude
1500 ft AAL or O.M. SET Prop./ Ls “ FLAPS ULL”
INAL ITEM
Set full flaps an SPEED CHEC
(The latest). FULL/FWD “ LANDING C/L” Reads final C/L LAPS ULL”
Approach
1000 AAL App Stabili ed “CHEC ” “1000 ft
stabilized stabilized”
1000 AAL “GO AROUND “1000 non

APP Non stabili ed
LAPS ” stabilized”
100 ft to minimums CHEC “100 ABOVE”
At minimums If visual contact
“MINIMUNS”
“CONTINUE”
If not visual “GO AROUND Set approach flaps “MINIMUNS”
contact FLAPS”
Speed deviations Check speed SPEED
CORRECTING
(-5/+10 kts)
Check VSI
Rate of descent “SINK RATE”
CORRECTING
(More than 1000 FPM
Glide slope/localizer Check EHSI
deviations (more than CORRECTING
“GLIDE
half DOT) SLOPE/ LOC”
100,50,30,20,10 R/A AT 10’ R/A P/Ls Check R/A “100,50,40,
Idle 30,20,10”
AL200 MCC
Beech 200
APPROACH Rev. 00
NON PRECISION APPROACH- STANDARD CALLOUTS

Altim. Bugs: Red minimums, Green Minimums + 100’ and White 1000 AAL’
PF PM
FLIGHT PHASE
DUTY CALL-OUT DUTY CALL-OUT
“ IAF “ X- Check ALT. “ IAF ” Checks ALT
VS. MEA “ IAF ”
Checks ALT/FL Checks ALT/FL
1000 ft to level off cleared and cleared and
“ CHEC ” “1000´ to GO
selected in alt/slct. selected in
FGS
Checks Speed
5 NM to FAF Reduce IAS ”SPEED CHEC
“ FLAPS APP“ and set Flaps
FLAPS APP”
APP
Checks Checks
Full Established on
Established on “ON COURSE” Established on “CHEC ”
final course
final course final course
On inbound Course Set L/G Down
Reduces IAS “GEAR DOWN” and checks 3 “GEAR DOWN
3NM to FAF
Greens
“FLAPS ULL” Set full flaps
1 NM to FAF Pop/Ls full fwd INAL ITEMS “SPEDD CHECKS,
and reads final
“LANDING C/L” FLAPS ULL”
C/L
Starts descent Set Go Around “GA ALTITUDE
FAF “SET GA
altitude on alt
and timing ALTITUDE " SET”
alert
Approach “1000 ft
1000 AAL App Stabili ed “CHEC ”
stabilized stabilized”
CHEC HUNDRED
100 ft to minimums ABOVE
At minimums If visual contact “CONTINUE” “MINIMUMS”

“GO AROUND “MINIMUMS” ”
If not visuaL contact Set APP flaps
FLAPS”
X-CHEC between T HIGH OR LOW
CORRECTING
CHARTS and ALT
Speed deviations Check speed
CORRECTING SPEED
(-5/+10 kts)
Check VSI
Rate of descent more
than 1000 FPM
CORRECTING “SINK RATE”
Track deviations (more Check EHSI

CORRECTING “COURSE”
than 2.5º)
100,50,30,20,10 R/A AT 10’ R/A P/Ls Check R/A “100,50,40
Idle 30,20,10”
AL200 MCC
Beech 200
APPROACH Rev. 00
A I
Landing lights............................................................................................................ON PM
L & R Ignition SWS ...................................................................................................ON PM
Annunciator Panel................................................................................................. CHKD B
Auto Pilot & Yaw Damper .................................................................... OFF & DISENG PF
Landing Gear ...................................................................................... DOWN 3 GREEN PM
Propeller synchro.....................................................................................................OFF PM
Flaps.......................................................................................................................... SET PM
Propeller Levers ............................................................................................ FULL FWD PF

AL200 MCC
Beech 200
LANDING AND PARKING Rev. 01
AFTER LANDING
PM must begin the list once abandoned runway. The list should be done in silence and
announce when it is completed
Taxi (Recognition) Lt................................................................................................... ON 1

At this point CM2 must start after landing items.
Wing & Landing Lights ............................................................................................. OFF 2
L&R Windshield Heat ................................................................................................ OFF 2
L&R Pitot Heat ........................................................................................................... OFF 2
L&R Ice Protection .................................................................................................... OFF 2
Cowl Flaps ................................................................................................AS REQUIRED 2
L&R Ignition SWS...................................................................................................... OFF 2
Transponder .............................................................................................................. OFF 2
Flaps............................................................................................................................ UP 2
PARKING
Parking Brakes ............................................................................................................ ON 1
L & R Condition Levers..................................................................................... CUT OFF 1
L & R Propeller Levers.....................................................................................FEATHER 1
L & R Thrust Levers (ITT below 610º 1 min)........................................................... IDLE 1
Exterior Lights............................................................................................... ADJUSTED 1
R/A ........................................................................................................................... ZERO 2
Avionics ..................................................................................................................... OFF 2
Generators ................................................................................................................. OFF 2
L & R Fuel Pumps...................................................................................................... OFF 2
FSB ............................................................................................................................. OFF 2
Inverter ....................................................................................................................... OFF 2

AL200 MCC
Beech 200
SECURING THE AIRCRAFT
Interphones................................................................................................................ OFF 1
Cabin Comfort & Dehumidifier ................................................................................. OFF 2
L & R Cowl Flaps .....................................................................................................CLSD 2
Exterior Lights ........................................................................................................... OFF 2
Battery master ........................................................................................................... OFF 2
Dome & Charts Lights.............................................................................................. OFF B
Personal Belongings........................................................................................... TAKEN B
N
p .
AL200 MCC
Beech 200
Intentionally Left Blank

Abnormal & Emergency Procedures 3.0/1
AL200 MCC
Beech 200
Table of Contents 3.0/1

Definitions 3.5/1
Principles 3.5/1
PREFACE Integration of Normal Check List 3.5/2
Sequence of handle a typical A & E Procedure 3.5/2
Explanation of Layout 3.5/4
Airspeeds 3.5/5
AIR SYSTEM E Emergency Descent 3.21/1
E Electrical Fire 3.24/1
A Generator Bus Tie Circuit Breaker Out 3.24/1

ELECTRICAL
A Single Generator Failure 3.24/2
E Dual Generator Failure 3.24/2
LANDING GEAR E Partial or Gear Up Landing 3.32/1
A Engine Securing Procedure 3.70/1
E Engine Fire On Ground 3.70/1
E Engine Failure Before V1 3.70/2
ENGINES E Engine Failure After V1 3.70/2
E Engine Failure During Flight 3.70/3
E Engine Fire In Flight 3.70/3
A Air Start 3.70/4
A Propeller Overspeed 3.70/5
MISCELLANEOUS E Evacuation 3.90/1

AL200 MCC
Beech 200
PREFACE Rev. 00
DEFINITIONS
An Emergency procedure describes actions, which are necessary to protect the airplane
and its occupants from impending serious or critical harm. An Abnormal procedure
describes actions to cope with an impending or affective failure of any airplane system or
component.
PRINCIPLES
The presentation of these procedures assumes a standard cockpit composition in which
CM1 is PIC and PF.
When applying one of these procedures another task distribution may be more
appropriate. It is, therefore, essential that the PIC assesses the situation and clearly
determines the task distribution for the various phases of flight.
A & E operation is non-routine; therefore all actions in A & E procedures are announced
before being performed.
The actions contained in A & E procedures are classified according to their mode of
application.
“Memory Actions”
For some procedures specific actions have been defined which must be performed as
soon as the situation permits, generally above 400’ AGL, with L/G selected UP and
airplane under control. The delay involved when referring to documents is not acceptable,
therefore, CM’s must be able to act by memory. Such actions are printed boxed and are
called “Memory Actions”.
“Read-and-Do-Actions
The majority of actions must only be performed after being read from documentation.
Some procedures contain actions, which must be synchronized with flight progress, e.g.
change of airplane configuration. These actions must only be initiate after crew
coordination.
“Monitored Actions” (M.A.)

Some emergency procedures contain actions, which are non-reversible or lead to
imminent danger when performed in a wrong manner. These actions must be monitored
and only be performed when monitoring is confirmed. They are identified within the
expanded procedures and with (M.A.) beside the action.
“Monitored actions” contained in the A & E Lists are activation of:
a) Throttle (if it leads to an engine-shutdown within the procedure)

b) Condition Levers
c) Fuel Valves Switches
d) Prop. Control
e) Fire Extinguisher
Example for performing “Monitored Actions”:
PM place hand on related component and announces action to be performed, e.g.:

“Condition Lever No 1 . . STOP”
PF verifies correct component and replies, e.g.:
“No 1 .. ..
CONFIRMED” PM performs the action and reports the execution, e.g. “STOP”
AL200 MCC
Beech 200
PREFACE Rev. 00
“Review Actions”
Essential actions for such phases of flight, where the read-and-do concept cannot be
applied, are presented in such a manner that they can be read in advance, thus enabling
CM’s to memorize them when required. They are boxed by thin lines and are called
“Review Actions” (i.e. Go-Around Review).
The expanded version of all applicable A & E procedures presented in this chapter. It
consists of the basic procedure to which background information and explanatory text is
added to facilitate learning and understanding.
INTEGRATION OF NORMAL CHECKLIST

Normal Checklist items are usually not contained within these procedures.
Some, however, require substantial deviation from normal procedures for the remainder of
the flight, therefore, normal checklist are integrated.
In these cases the relevant procedure will contain the note “Normal checklist integrated”.
The headlines APPROACH/FINAL in these procedures indicated that the normal checklist
for this specific phase or flight shall not be used.
SEQUENCE TO HANDLE A TYPICAL A & E PROCEDURE
General
- Primary objective of the flight crew is always airplane control. Simply keep it flying!
- The crew shall generally not react to technical problems unless
• vertical and lateral flight path control is established, and
• ground contact is no longer threat.
Notification / Verification of Condition

- Any CM detecting an impending or existing abnormal condition shall immediately inform
the other CM.
- If applicable
• Aural warnings shall be silenced.
• The affected system shall be rechecked for a normal set up and CB’s being “IN”
• All available indications shall be crosschecked to confirm system malfunction.
Identification of applicable Procedure

- After coordinated analysis PIC shall identify the applicable procedure (including specific
system, e.g. “Engine Fire Number 2”).
Task Sharing
- PIC designates PF
- PF should use automatic flight systems whenever their use reduces workload.
Task Assignment
Where the expediency of procedure handling or the location of controls dictates a fixed task
assignment (e.g. Evacuation, Emergency Descent) this is indicated by adding “1”, “2” or “B”
(both) behind this response.
AL200 MCC
Beech 200
PREFACE Rev. 00
Initiation of Procedure
- When ready, PF request initiation of procedure by announcing “START PROCEDURE”.
“Memory Actions”, if included are then performed by assigned CM before reference is
made to written material.
Other actions are performed following the “Read and Do “ concept.
Reading
- A & E procedures are read by PM starting with the procedure title.

- All applicable text shall be read loudly, including “Memory Actions” already performed
and only when PF is attentive.
Understanding should be confirmed by the PF before continuing.
Note: Under special circumstances, when loud reading conflicts with other cockpit
duties, PIC may decide that the text is read silently. In such case PM shall,
however, inform the PC about essential steps and the progress of the procedure.
Required action shall be read.
The designated CM shall act according (generally PM is assigned unless indicated

otherwise) and then report to indicate that prescribed action has been performed.
Other CM’s shall crosscheck when feasible.
- When decision making is imposed by the rhomb system ( ) the available choices shall
be read sequentially until a definite decision can be made.
Termination of Procedure
- An A & E procedure must be continued to its definite end (end of procedure list or the
word (END))
Note: If in a special situation individual termination results in a higher degree of

safety, PIC may decide to do so.
- At the end of a procedure PM shall announce: “ ....procedure completed”.

AL200 MCC
Beech 200
PREFACE Rev. 00
EXPLANATION OF LAYOUT
Due to the short number of A & E procedures of the AL-200, they are presented all together
in this chapter, but each one is easily identifiable in the Table of Contents, and in its title by
the letters A or E respectively to identify an Abnormal or Emergency procedure.
Note: This Sample Procedure has no reference to any other A or E Procedure and
will give a summary of the various layouts possible.
A SAMPLE PROCEDURE Procedure Title
Prop Control No (M.A.) . .. FEATHERED Memory Actions

(boxed)
Fire Warning Lt
On Decision Symbol
(Rhomb Symbol)
Fire Extinguisher No .. DISCHARGED
Monitored action
Press fire extinguisher button and check fire bottle discharged.
Fire Warning Lt
On and Fire visually confirmed

If fire warning remains on, check Expanded Text
engine visually for smoke or fire.
Land at nearest suitable airport
Out Return Symbol
Throttle No (M.A.) . IDLE
Auto Feather Sw .. OFF Read-and-Do Actions

Oil Cooler Door Sw No . CLOSE
Close oil cooler door to reduce drag
GO-AROUND REVIEW
Apply Power Review Actions
Attain Go-Around Attitude
Flaps up
Adjust Go-Around Power
At positive climb gear up
Speed VREF + 5 kt
Bank Angle below 130 kts: max. 15º
AB ORMA RO E URES
OM ETE
SITUATION ASSESSMENT
TECHNICAL OPERATIONAL COMMERCIAL

- FUEL - OCC
 PENALTY FACTOR - PAX COMFORT
- QRH  FUEL LEAK  COMPANY DEST
- WEATHER  COMPANY ALTN
- MA UA S
 MINIMA  SUITABLE AD
- LANDING PERF
- MEL
 RWY CONDITION
 LDG CONF
 VAPP
 N N N
DECISION
NOTIFY
- ATC
- PURSER (N.I.T.S.)
- PAX
- OCC
A ROA RE ARATIO
AL200 MCC
Beech 200
PREFACE Rev. 00
EMERGENCY AIRSPEEDS
Vmca - Minimum Control Speed in Air . 86 kt
Best Rate-of-Climb one engine out Speed (Blue line).. . 121 kt
Best Angle-of-Climb one engine out Speed 115 kt
Emergency Descent Speed (Gear & Flaps UP) . 181 kt
Intentional One-engine-inoperative Speed (Vsse) .. .. 104 kt

AL200 MCC
Beech 200
AIR SYSTEM Rev. 00
E EMERGENCY DESCENT
PF Duty
Crew Oxy Mask ........................................................................................on
Interphone ................................................................................................on
Thrust levers ......................................................................................... idle
Prop controls .............................................................................. full forward
Airspeed ....................................................................................Vmo -10 kts
Aircraft attitude......................................................... wings level, nose down
PM Duty
Crew Oxy Mask ........................................................................................on

Interphone ................................................................................................on
Sings.........................................................................................................on
Ignition ......................................................................................................on
ATC ..................................................................................... notify and 7700
MSA or MORA .................................................................................... check
AL200 MCC
Beech 200
ELECTRICAL Rev. 00
E ELECTRICAL FIRE
Flashlight (at night)........................................................................... located

Battery master .......................................................................................... off
Generator switches .................................................................................. off
As electric instruments are unreliable.
All elect. Switches .................................................................................... off

Avionics master switch ............................................................................. off
All C/B(s) ....................................................................... checked and pulled
Battery master .......................................................................................... on
Generator switches .................................................................................. on
C/B(s) and switches (one at a time to locate faulty unit)........................... on
Faulty unit C/B.................................................................................... pulled
A GENERATOR BUS TIE CIRCUIT BREAKER OUT
High-reading ammeter.................................................................. monitored

Electrical load(to get ammeter below 200 A)..................................... reduce
Generator bus tie C/B (if ammeter reads less than 200 A)................... reset
Generator switch ...................................................................................... on
If circuit breaker pops again
Generator bus tie C/B................................................................ do not reset

Generator switch ...................................................................................... off
AL200 MCC
Beech 200
ELECTRICAL Rev. 00
A SINGLE GENERATOR FAILURE
Reads zero A or GEN INOP light ON
Generator switch ...................................................................................... off

Circuit breakers ...............................................................................checked
Engine bus tie switches............................................................................ on
Nonessential bus (if load exceeds 150 A) ................................................ off
Nonessential bus (prior to landing flap extension).................................... on
E DUAL GENERATOR FAILURE
Generators ........................................................................................... reset
If emergency continues
Inop. generator switches .......................................................................... off

Non-essential bus..................................................................................... off
Electrical load ................................................................................. minimize
Circuit breakers ...............................................................................checked
Non-essential bus (prior to landing flap extension)................................... on
Land as soon as possible

AL200 MCC
Beech 200
LANDING GEAR Rev. 00
E EMERGENCY GEAR EXTENSION
Descend .......................................................................... 10.000 ft or below

Cabin ..................................................................................... depressurized
Airspeed ......................................................................................below VLE
Gear selector ....................................................................................... down
Gear breaker .......................................................................................... pull
Emergency gear extension cover ......................................................... lifted
Emergency gear extension switch ............................................................up
AL200 MCC
Beech 200
ENGINES Rev. 00
A ENGINE SECURING PROCEDURE (FEATHERING PROCEDURE)
Thrust lever ............................................................................................ idle

Propeller ....................................................................................... feathered
Condition lever .................................................................................. cut off
Generator switch ..................................................................................... off
Cowl flap ..............................................................................................close
Prop. synch ............................................................................................. off
Electrical load ................................................................................... reduce

Crossfeed........................................................................................consider
E ENGINE FIRE ON GROUND
Condition levers.................................................................................. cut off

Fuel pump ................................................................................................ off
Ignition...................................................................................................... off
Fuel selector.......................................................................................closed
Fire extinguisher switches ................................................................ actuate
If fire continue
Radio................................................................................... “MAY DAY” call
Evacuation C/L .................................................................................perform
.
AL200 MCC
Beech 200
ENGINES Rev. 01
E ENGINE FAILURE BEFORE V1
Thrust levers .......................................................................................... idle

Brakes ....................................................................................... as required
Thrust levers ...................................................................reverse as desired
Stop straight ahead.
If insufficient runway remains for a safe stop:
Condition levers .................................................................................... stop

Fuel selectors ......................................................................................close
Battery master ......................................................................................... .off
Generator switch/Generator trip switch ................................................... off
E ENGINE FAILURE AFTER V1
Airspeed ..........................................................................................V2 + 10
Directional control........................................................................... maintain
Thrust lever (operative engine) ......................................................... TOGA
Gear .................................................................................................. retract
Prop (inop. engine)........................................................................... feather
Trim ..................................................................5°towards operative engine
Climb ........................................................................................ EO ACC Alt
ENGINE SECURING PROCEDURE............................................... perform
Land as soon as practical at nearest suitable airport.

AL200 MCC
Beech 200
ENGINES Rev. 00
E ENGINE FAILURE DURING FLIGHT
Airspeed ......................................................................... minimum blue line

Directional control ..........................................................................maintain
Inop. Eng.......................................................................... identify and verify
Attempt AIR STAR

Engine securing procedure perform
NO Land at nearest suitable airport
YES
Monitor engine parameters and diversion nearest airfield.
E ENGINE FIRE IN FLIGHT
Thrust lever ................................................................................ as required

Affected engine ................................................................ identify and verify
Prop (affected engine)................................................................... feathered
Feathered engine.............................. complete Engine Securing Procedure
Condition lever ................................................................................... cut off
Fuel selector ...................................................................................... closed
Ignition ..................................................................................................... off
Fuel pump ................................................................................................ off
If fire persists Prop sync off

Bus tie switch (inop. eng.) off
NO Electrical load monitor
Crossfeed ..if required
YES
Fire extinguisher ..actuated

AL200 MCC
Beech 200
ENGINES Rev. 01
A AIR START
Ng stabilizes below 10 %
Non-essential bus . . . . . . off

NO Electrical load.. .min required
Power lever. . . . . . . . . . . idle
YES Prop control. . . . .full forward
Condition lever . . . . . . . stop
Fuel quantity. . . . . . checked
Non-essential bus ..off L&R fuel selectors . . . . open
Electrical load min required Fuel pump . . . . . . . . . . .on
Power lever idle GEN (inop.eng).. . . . . . . . off
Prop ..operating range Airspeed. . . . .min. 140 KIAS
Condition lever stop Altitude. . . . .below 20,000 ft.
Fuel quantity .checked Ignition switch . . .. . . on
L&R fuel selectors .open Ng. . . . . . . . . . . .above 10%
Fuel pump on Conditon lever . . .. . . . FWD
Ignition on Ignition light . . . . . . . . . . . on
Generator switches ..both off
Starter .on After ITT has peaked
Ng ..% min
Conditon lever .high idle Power and prop. . .as rqrd
Ignition light .... on Generator (68%Ng) . . . . . on
Generator switches ..op. eng Ignition switch . . .. . . . . . . off
Non-essential bus ... . . . . on
Ng stabilizes below 10 %............ on
Starter (at stabilized idle) ..off
Ignition switch off
Generator switches (68%Ng) ...on
Non-essential bus . .on
Power and prop controls as rqrd
AL200 MCC
Beech 200
ENGINES Rev. 00
A PROPELLER OVERSPEED
Thrust lever ......................................................................................... adjust
If prop speed exceeds maximum again
Thrust lever............................................................................................. idle

Prop control ...................................................................................... feather
Condition lever....................................................................................... stop
Engine securing procedure.............................................................. perform
AL200 MCC
Beech 200
EMERGENCY EVACUATION Rev. 00
E EMERGENCY EVACUATION
Parking brake...........................................................................................set
ATC......................................................................................................notify
Cabin Crew ........................................................................................... alert
“CABIN CREW AT STATION”
Aircraft.................................................................................... depressurized
Thrust Levers ..........................................................................................idle
Conditions........................................................................................... cut off
Fuel switches ......................................................................................cut off
ENG Fire extinguished..................................................if necessary actuate
Battery.................................................................................. if necessary off
Evaluate Situation: Evacuation Required
ATC........................................................ Notify
NO Cabin Crew ............................................ Notify
“CABIN CREW AND PASSENGER REMAIN
YES SEATED x2”
"PASSENGER EVACUATE x2”

Performance 4.00/1
AL200 MCC
Beech 200
TABLE OF CONTENTS ............................................................................................. 4.00/1
INTRODUCTION
General ............................................................................................................ 4.10/1
Performance Configuration.............................................................................. 4.10/1
TAKEOFF PERFORMANCE
Regulations...................................................................................................... 4.20/1
Definitions and Specifications .......................................................................... 4.20/1
Minimum Takeoff Field Length ........................................................................ 4.20/3
Takeoff Flight Path........................................................................................... 4.20/4
Climb Gradient Requirements ......................................................................... 4.20/6
Performance Chart Construction ..................................................................... 4.20/6
Chart Presentation........................................................................................... 4.20/7
Method for Determining Maximum Takeoff Weight .......................................... 4.20/7
LANDING
Landing Introduction ........................................................................................ 4.30/1
EXAMPLE
Exercise….. ..................................................................................................... 4.40/1
TABLES
Miscellaneous ................................................................................................... 4.50/1

Take Off ........................................................................................................... 4.50/7
Climb............................................................................................................... 4.50/22
Cruise ............................................................................................................. 4.50/28
Pressurization ................................................................................................. 4.50/39
Holding............................................................................................................ 4.50/40
Descend.......................................................................................................... 4.50/41
Landing ........................................................................................................... 4.50/42
Certified performance 4.10/1
AL200 MCC
Beech 200
INTRODUCTION Rev. 00
GENERAL
On this basis of the rules of certification an aircraft is authorized to takeoff from any
particular airport only if the takeoff weight is such to comply with the conditions listed under
following subchapters: Takeoff performance, Landing performance.
PERFORMANCE CONFIGURATION
The airplane configuration associated with the performance data in this section is shown
below. Performance conditions not shown below are on the appropriate charts.
POWER SETTING FLAP SETTING GEAR

TAKEOFF Takeoff on operating Takeoff setting as noted Down
engines on charts
1ST SEGMENT CLIMB Same as Takeoff Same as Takeoff Down
2ND SEGMENT CLIMB Same as Takeoff Same as Takeoff Up
3RD SEGMENT Same as Takeoff Takeoff setting to flaps Up
up, according to schedule
FINAL TAKEOFF Maximum continuous Up Up
power on one engine
APPROACH CLIMB Takeoff on one engine Approach setting Up
LANDING CLIMB Takeoff on both engines Landing setting Down
LANDING Idle on both engines at or Landing setting Down
before touchdown
AL200 MCC
Beech 200
TAKEOFF PERFORMANCE Rev. 00
REGULATIONS
The performance information in this section is presented in compliance with the appropriate
performance requirements of FAR Part 25 and JAR 25, other than those directly associated
with takeoff and landing weight limitations, is not implied.
DEFINITIONS AND SPECIFICATIONS
Airspeeds
All airspeed values assume a zero instrument error.
All indicated Airspeeds are based on normal static source position error.
Position error is the instrument indication error due to location of static ports.
- Indicated airspeed, IAS. The speed read from the airspeed indicator uncorrected for
static source position error.
- Calibrated airspeed, CAS. Indicated airspeed corrected for static source position
error.
- Equivalent airspeed, EAS. Indicated airspeed corrected for static source position
error and compressibility.
- True airspeed, TAS. Equivalent airspeed corrected for density deviation from sea
level standard conditions.
- Stalling speed ratios. When computing percentages above the stalling speed in any
configuration, the percentage is always based upon the equivalent stalling speed
(same as calibrated at low speeds and altitudes). The indicated airspeed is then
computed by applying the calibration correction for the applicable speed, altitude and
configuration.
- V1-Speed. The speed to be used as a reference whether to reject or continue the

takeoff.
V1-speeds are selected such, that the following applies:
a. If an engine failure is recognized before V1, the takeoff must be rejected.

Note: A stop can be made within the available accelerate-stop distance without
the aid of reverse, provided rejecting actions are initiated promptly.
b. If an engine failure is recognized at or above V1, the takeoff must be continued.

Note: A height of 35 ft will be reached within the available takeoff distance.
When the V1 value is selected such that, with an engine failure, the required takeoff
distance is equal to the required accelerate-stop distance the takeoff is called a V1
must not be less than VMCG and not greater than VR.
- Rotation Speed, VR. The speed at which rotation is initiated to the lift-off attitude to
attain the V2 climb speed at the 35 ft height with one engine inoperative. VR must not
be less than 1.05 times the air minimum control speed, VMCA.
AL200 MCC
Beech 200
- Takeoff Climb Speed, V2. The speed to be attained at the 35 ft height with one
engine inoperative. This speed must not be less than 1.2 times the stall speed in the
takeoff configuration nor less than 1.1 times the air minimum control speed.
- Ground Minimum Control Speed, VMCG. The minimum speed on the ground at which
the takeoff can be continued, using aerodynamic controls alone, when the critical
engine suddenly becomes inoperative and the remain engine is operating at takeoff
power.
- Air Minimum Control Speed, VMCA. The minimum flight speed at which the airplane is
controllable with a maximum of 5º bank when the critical engine suddenly becomes
inoperative and the remaining engine is operating at takeoff power.
- Landing Reference Speed, VREF. The speed at the 50 ft height in a normal landing.
This speed is equal to 1.3 times the stall speed in the landing configuration.
- Maneuvering Speed, VA. The maximum speed at which application of full available
aileron, rudder or elevator will not overstress the airplane.
Temperature
- ISA, International Standard Atmosphere. As accepted by the ICAO.
- OAT, Outside Air Temperature. The free air static (ambient) temperature.
Available Distances
- Runway length available is the part of the takeoff surface consisting of full strength
paved surface capable of carrying the airplane under all normal operating conditions.
- Stopway length available is the part of takeoff surface beyond the runway
designated by the airport authorities for use in decelerating the airplane during a
rejected takeoff.
To be considered as such, a Stopway must be capable of supporting the airplane
during a rejected takeoff without inducing structural damage to the airplane.
- Clearway length available is an area beyond the runway, designated by the airport
authorities as suitable to be taken into account for determining takeoff distance. A
clearway may not be used for calculation of max. allowable takeoff weights.
- Takeoff distance available is the distance given by aerodrome authorities as being

available for use as takeoff distance. It is runway length available + clearway length
available.
- Takeoff run available is the distance given by aerodrome authorities as being

available for use as takeoff run. It is equal to runway length available.
AL200 MCC
Beech 200
- Accelerate-stop distance available is the distance given by aerodrome authorities as

being available for use as accelerate-stop distance. It is runway length available +
Stopway length available.
MINIMUM TAKEOFF FIELD LENGTH
The minimum takeoff field length varies with airport altitude, ambient temperature, gross
weight, flap setting, wind, runway slope and engine bleed configurations. In addition to
these factors the takeoff field length are dependent on the selected V1, VR and V2 speeds,
the one which may be varied most easily in operation is the V1 which allows to take
advantage of existing clearway and/or stopway.
In all cases, regardless of the selected value of V1, compliance with the following
requirements must be shown when establishing takeoff performance.
The takeoff distance (required runway plus clearway) is the greater of:
- 115 percent of the distances from the start of ground roll to the point at which a 35 ft
height above the takeoff surface is reached with all the engines operating.
- The distance from the start of ground roll to the point at which a 35 ft height above
the takeoff surface is reached with an engine failure recognized at V1.
The maximum usable clearway is limited to either:

- Half the distance between lift-off and point of 35 ft with one engine out.
- 115 percent of half the distance between lift-off and point of 35 ft with all engines
operating.
The takeoff run (required runway) is the greater of:

- 115 percent of the distances from the start of ground roll to the mid-point between
lift-off and a 35 ft height above the takeoff surface with all engines operating.
- The distance from the start of ground roll to the mid-point between lift-off and 35 ft
height above the takeoff surface with an engine failure recognized at V1.
The accelerate stop distance (runway plus stopway) is:

The distance required to accelerate with all engines operating from the start of ground roll
to the engine failure speed, recognize an engine failure at V1, cut the remaining engine and
bring the aircraft to a stop on a dry hard surfaced runway.
The available runway length plus the available clearway must be equal to or greater than
the takeoff distance.
The available runway length must be equal to or greater than the takeoff run.
The available runway length plus the available stopway must be equal to or greater than
the accelerate-stop distance.
Note: When the accelerate-stop distance is equal to the takeoff distance with an
engine failure the resulting field length is called a “balanced field length”.
AL200 MCC
Beech 200
MINIMUM TAKEOFF FIELD LENGTH
TAKEOFF FLIGHT PATH
- GROSS TAKEOFF FLIGHT PATH
The takeoff path begins 35 ft above the takeoff surface at the end of the takeoff distance
and continues to a point in the takeoff where the final segment climb speed and height of
1500 ft is reached, or, after all takeoff flight path obstacles are cleared.
- NET TAKEOFF FLIGHT PATH
The net takeoff flight path is the gross takeoff flight path reduced by 0.8 percent climb
gradient capability.
The prescribed reduction in climb gradient is applied as an equivalent reduction in
acceleration along level-off part of the takeoff flight path.
AL200 MCC
Beech 200
The net takeoff flight path must clear all obstacles in the takeoff area by at least 35 ft
vertically.
In this manual net flight path charts are not included because of the complexity of using
these charts in normal operations.
The takeoff data shown on “Runway weight limitations” tables however account for obstacle
clearance.
The takeoff flight path for obstacle clearance is based on the following operating
procedures:
- The airplane climbs in the second segment configuration at V2 to the altitude used
for level acceleration.
- The airplane accelerates in level flight to the flap retraction speed.
- Flap retraction is initiated at the flap retraction speed.
- The airplane continues accelerating in level flight to the final segment climb speed.
- The airplane climbs in the final segment configuration to the end of the takeoff flight
path.
AL200 MCC
Beech 200
CLIMB GRADIENT REQUIREMENTS

A minimum climb gradient is required in each segment of the takeoff flight path as shown
below. Each segment is defined by changes in airplane configuration, speed or engine
power.
- First Segment: at least positive (without ground effect).
This segment extends from the 35 ft height to the point where the landing gear is
fully retracted at a constant V2-speed.
- Second Segment: at least 2.4% (at gear up point)

This segment starts at the point at which the landing gear is fully retracted and
continues until the airplane reaches an altitude of at least 400 feet above the runway.
It is flown at V2 speed, flaps in the takeoff position and takeoff power.
- Third Segment.
The third segment is that portion of the flight path during which the flaps are
retracted while accelerating in level flight to the “Final Segment” climb speed.
The acceleration capability must correspond to 1.2% gross climb gradient.
The takeoff flight path profile will vary during this segment depending upon obstacle
location and height.
Flap retraction speeds have been selected to provide adequate margins above the
stall speed. The acceleration in level flight with one engine inoperative will be such
that the speed will not be less than 20 percent above the stall speed during the
retraction.
- Final Segment: at least 1.2%

This segment extends from the level-off height to the end of the takeoff flight path. It
is flown at the “Final Segment” climb speed, flaps up and using maximum continuous
power.
PERFORMANCE CHART CONSTRUCTION

The performance information presented in this section compiles with Far Part 25 and JAR
25 regulations directly associated with takeoff and landing performance, and is based on
measured flight test data. Other factors, which were used in the test and construction of the
charts, are as follows:
- Full altitude and temperature effects on performance are taken into account where
applicable.
- Performance charts are constructed using only 50 percent of reported headwinds
and 150 percent of reported tailwinds measured at 10 m (33 ft)
- Performance is based on operation from dry, hard surfaced runways unless other
wise noted.
- Flaps as follows:
Flap Position
Takeoff 40º
Approach 40º
Landing Full
Certified performance 4..20/7
AL200 MCC
Beech 200
CHART PRESENTATION
Takeoff field length requirements and climb performance vary with airplane gross weight,
flap position, pressure altitude, temperature, runway slope, etc.
With so many variables to consider, several charts are required to find the maximum
allowable takeoff weight.
These charts are described bellow and are marked by a letter to simplify the description of
the method for determining the Maximum Takeoff Weight (MTOW).
- Chart A – All engine takeoff distance.

This chart shows the relationship between all engine takeoff distance and takeoff
weight as a function of airport pressure altitude, ambient temperature, wind
component and runway slope.
- Chart B – One engine out accelerate-go distance.
This chart shows the relationship between accelerate-stop distance and takeoff
weight as a function at airport pressure altitude, ambient temperature, wind
- Chart C – One engine out accelerate-stop distance
This chart shows the relationship between accelerate-stop distance and takeoff
weight as a function of airport pressure altitude, ambient temperature, wind
METHOD FOR DETERMINING MAXIMUM TAKEOFF WEIGHT
The following flow chart shows the method to determine the MTOW, V1, VR and V2.
CHART STEP PROCEDURE

Enter the chart with the OAT and Pressure Altitude from the left
side and with actual runway length corrected for slope and wind
A 1
from the right side to determine the field length limited TOW (all
engine limited)
Enter the chart as in step 1 to determine the field length limited
B 2
TOW (accelerate go limited)
Enter the chart as in step 1 or 2 to determine the field length
C 3
limited TOW (accelerate stop limited)
Compare Takeoff weights obtained in step 1, 2 and 3 and use
4
lowest value as field length limited TOW
Read V1, VR and V2 for MTOW
5
AL200 MCC
Beech 200
LANDING Rev. 00
APPROACH AND LANDING CLIMB LIMITATIONS
The landing weight shall be such as to permit the aircraft to develop following gross climb
gradients in each configuration at which go-around is foreseen:
- 2.1% in the approach configuration, with one engine inoperative, the remaining
engine takeoff power and the gear up.
- 3.2% in the landing configuration, with all engines at takeoff power and gear down.
FAR 25 approach and landing climb requirements are met all weight up to and including the
maximum landing weight of 12.500 lb and following flap configuration:
Approach
flap position 40º
Landing
flap position Full
JAR/FAR LANDING FIELD LENGTH REQUIREMENTS
The “Landing Distance” is the horizontal distance necessary to land and to come to a
complete stop from a point 50 ft above the runway surface.
The required “FAR/JAR Landing field length” is the demonstrate Landing Distance divided
by 0.6 (or multiply by 1.67).
The demonstrated Landing Distance is based on:
- a speed equal to 1.3 times the stalling speed in the landing configuration at the 50 ft
point.
- DRY, smooth, level and hard surfaced runway
- Standard day temperature
- Brakes fully applied
- Without propeller reversing.
WET “Landing field lengths” shown on the same charts are determines by multiplying the
DRY “Landing field lengths” by factor 1.15.
Increased “Landing field lengths” for WET runway conditions must be used for dispatching
a flight to a destination airport when weather forecast for landing aerodrome are such that
runways will be wet or slippery on arrival.
DETERMINATION OF MAXIMUM LANDING WEIGHT
The, maximum landing weight is the lower allowed by following requirements:
- Approach and landing climb limitations.

- FAR/JAR landing field length requirements
- Design structural limit.
AL200 MCC
Beech 200
Example Rev. 00
INTRODUCTION TO PERFORMANCE AND FLlGHT PLANNING
The graphs and tables in this Section present performance information for takeoff, climb,
landing, and flight planning at various parameters of weight, power, altitude, and
temperature. All FAA-approved performance information is included within this Section.
Examples have been presented on al! performance graphs.
The following example presents calculations for flight time, block speed, and fuel required
for a proposed flight from Denver to Reno using the conditions listed below:
CONDITIONS
At Stapleton International (DEN):
Outside Air Temperature..…...................... ...............................28°C (82°F)

Field Elevation ....................................................................... .......5333 feet
Altimeter Setting ....... ............................................................ ...29.82 in. Hg
Wind ...................................................................................330° at 10 kno ts
Runway 35L Length.................................................... ...............11,500 feet
Route of Trip:
DEN - J116 - EKA - J173 - SLC - J154. BAM - J32 - RNO
Route Segment Data:
WIND AT OAT AT AL TIMETER

ROUTE MAGNETIC MAGNETIC DIST ANCE OAT AT
FL 260 18,000 FT SETTING
SEGMENT COURSE VARIATION NM FL 260°C
DlR/KNOTS °C IN. HG
DEN - EKA 265° 13°E 143 350°/40 -10 -6 29.82
EKA - SLC 270° 15°E 192 350°/40 -10 -7 29.82
SLC - BVL 249° 16°E 81 340°/35 -20 0 29.75
BVL - BAM 250. 16°E 145 340°/35 -20 0 29.75
BAM RNO 227. 17° 146 290°/45 -20 -4 29.60
At Cannon International (RNO):
Outside Air Temperature ......................................................... ……..32°C (90°F)

Field Elevation……………………………………………………………….4412 feet
Altimeter Setting.. ............................................................................ .29.60 in. Hg
Wind ............................................................................................270° at 5 knots
Runway 25 Length………………………………………………………… ..6101 feet
AL200 MCC
Beech 200
Example Rev. 00
To determine the pressure altitude at origin and destination airports, add 1000 feet to field
elevation for each 1.00 in. Hg that the reported altimeter setting value is below 29.92 in.
Hg, and subtract 1000 feet for each 1.00 in. Hg above 29.92 in. Hg. First, find the
difference between 29.92 in. Hg and the reported altimeter setting. Then multiply the
answer by 1000 to find the difference in feet between field elevation and pressure altitude.
Pressure Altitude at DEN:

29.92 in. Hg - 29.82 in. Hg = 0.10
0.10 X 1 000 feet = 100 feet
The pressure altitude at DEN is 100 feet above field elevation.
Pressure Altitude at DEN = 5333 + 100 = 5433 feet.
Pressure Altitude at RNO:

29.92 in.Hg - 29.60 in.Hg = 0.32
0.32 X 1000 teet = 320 feet
The pressure altitude at RNO is 320 feet above field elevation.
Ppressure Altitude at RNO = 4412 + 320 = 4732 feet.
PERFORMANCE-EXAMPLE
TAKE-OFF WEIGHT
Maximum take-off weight limit (from LIMITATIONS Section) = 12,500 pounds.
A summary of graphs provided in this handbook to restrict take-off weight is presented

below:
1. MAXIMUM TAKE-OFF WEIGHT PERMITTED BY ENROUTE CLlMB

REQUIAEMENT (No Restriction)
2. TAKE-OFF WEIGHT TO ACHIEVE POSITIVE ONE-ENGINE-INOPERATIVE

CLIMB AT LIFT-OFF (Separate graphs for Flaps UP and Flaps APPROACH)
(Optional)
3. MAXIMUM ENROUTE WEIGHT (FAR 135 OPERATIONS) (Required for FAR

Part 135 Operations)
4. TAKE-OFF WEIGHT TO MEET FAR 25 TAKE-OFF CLlMB REQUIREMENTS

(separate graphs for Flaps UP and Flaps APPROACH) (Optional).
MAXIMUM TAKE-OFF WEIGHT PERMITTEO BY ENROUTE CLlMB REQUIREMENT
There is no weight restriction to meet Enroute Climb

Requirements.
Maximum allowable take-off weight = 12,500 pounds.
AL200 MCC
Beech 200
Example Rev. 00
TAKE-OFF WEIGHT TO ACHIEVE POSITIVE ONE-ENGINE-INOPERATIVE CLlMB A T

LlFT-OFF.
Enter the graphs at 5433 feet and 28°C to determine the maximum weight at which the
accelerate-go procedures should be attempted.
Maximum Accelerate-Go Weight {Flaps UP)........... ...................... .12,500 pounds
Maximum Accelerate-Go Weight (Flaps APPROACH).................. ..12,450 pounds
MAXIMUM ENROUTE WEIGHT (FAR 135 OPERATlONS)
To determine the maximum take-off weight, the weight of the fuel used to reach the MEA
is added to the maximum enroute weight.
From the TIME, FUEL, AND DISTANCE TO CLlMB Graph, the time, fuel, and distance
required to climb from 5433 feet (28°C) to 18,000 f eet (-6°C) are:
Time................................. .......………………………………….…....7 minutes

Fuel………………………………………………………………….….103 pounds
Distance..........…………………………………………….. ..... 22 nautical miles
Enter the MAXIMUM ENROUTE WEIGHT (FAR 135 OPERATIONS) graph at the
conditions for the worst route segment oft the trip, i.e., 0°C, 18,000 feet, and 29.75 in. Hg:
Maximum Enroute Weight to Meet FAR 135 Requirements……….12,550 pounds
Since this weight is greater than the Maximum Take-off Weight Limitation of 12,500
pounds, there is no limitation to meet FAR 135 Enroute Weight Requirements. Take-off
Weight must not exceed 12,500 pounds.
TAKE-OFF WEIGHT TO MEET FAR 25 TAKE-OFF ANO CLlMB CRITERIA
The following information has been presented to provide the option of limiting weight to
obtain the performance specifications of FAR 25 during the critical take-off and initial climb
flight segments. Their use is not mandatory and fuIl compliance with other regulations
applicable to FAR 25 is not implied.
The criteria for limiting weight involves the selection from the Take-off Weight graphs of
the most adverse conditions of:
1. One-engine-inoperative climb
2. Field length to accelerate-stop
3. Field length to accelerate-go
4. The take-off flight path required lo clear known obstacles beyond the runway
AL200 MCC
Beech 200
Example Rev. 00
The performance graphs associated with the above conditions are:
! TAKE-OFF WEIGHT- TO MEET FAR 25 TAKE-OFF CLlMB REQUIREMENTS

! ACCELERATE-STOP Graphs
! ACCELERATE.GO Graphs
! NET GRADIENT OF CLlMB Graphs
! TAKE-OFF FLlGHT PATH Graphs
(Reference FAR 25.109, 25.111, 25.115, and 25.121)
The performance presented using this criteria is predicated on the autofeather system
being armed and operable. The Ground Minimum Control Speed (Vmca) has been
determined to be 84 knots. At this speed, control within 25 feet of the runway center line is
possible.
The following example iIIustrates the procedures required to obtain a take-off weight value
using the CONDITIONS specified below,-and illustrated by the TAKE-OFF FLlGHT PATH
Diagram.
CONDITIONS (These conditions do not pertain to any particular airport location):
Outside Air Temperature ............................................. .. .............................. ..28°C

Field Elevation.......................................................................................... 5330 feet
Altimeter Setting................ ......................................................... ...... ..29.82 in. Hg
Surface Wind.................... …………………………………………….140° at 11 knots
Runway 17 Length ................................ .................................................. 6486 feet
Pressure Altitude (29.92 - 29.82:; 0.10 in. Hg) 5330 + 100 ...................... 5430 feet
Headwind Component (From WIND COMPONENTS Graph) ...................9.5 knots
Obstacles (Height above runway):
20-foot-high wires 300 feet beyond end of

runway
175-foot-high ridge 3000 feet beyond end of runway
AL200 MCC
Beech 200
Example Rev. 00
TAKE-OFF FLlGHT PATH
1. From the TAKE-OFF WEIGHT - TO MEET FAR 25 TAKE-OFF CLlMB

REQUIREMENTS Graphs, determine that the maximum take-off weights to meet FAR
25 climb requirements are 12.500 pounds with flaps at UP, and 12.300 pounds with
flaps at APPROACH.
2. From the ACCELERATE-STOP Graphs, using 12,500 pounds with flaps at UP, and
12,300 pounds with flaps at APPROACH. determine that the resulting distances are
less than the runway length. Therefore, accelerate-stop is not a limiting factor.
3. From the ACCELERATE-GO Graphs, using 12,500 pounds with flaps at UP, and
12,300 pounds with flaps at APPROACH, determine that the resulting distances are
greater than the available accelerate-go distance of 6786 feet.(Refer to the TAKE-OFF
FLlGHT PATH Diagram.)
4. Using the ACCELERATE.GO Graphs, enter in reverse using the 6786 feet value and
determine the weight for which this accelerate-go distance is possible.
a. Take-off weight ot 10,650 pounds with flaps at UP
b. Take-off weight 01 11,700 pounds with flaps at APPROACH
5. Enter the TAKE-OFF FUGHT PATH Graph to determine the minimum gradient oft
climb which will result in a flight path clear of the 175-100t-high ridge 3000 feet beyond
the end of the runway. (Refer to the TAKE-OFF FLlGHT PATH Diagram above.)
a. Ridge = 175 feet AGL
b. From Reference Zero (9486 - 6786) = 2700 feet
c. Minimum gradient of Climb = 5.2%
6. Enter the NET GRADlENT OF CLlMB - FLAPS UP Graph at 10,650 pounds, and the
NET GRADIENT OF CLlMB - FLAPS APPROACH Graph at 11,700 pounds.
- Both resulting gradients are less than 5.2%.
7. Enter in reverse the NET GRADIENT OF CLlMB Graphs using the 5.2% net gradient
of climb value to determine the weights for which a climb at this value is possible.
a. Flaps UP = 9900 pounds
b. Flaps APPROACH= 9250 pounds
8. Using the weight of 9900 pounds with the 11aps at UP, and 9250 pounds with the flaps
at APPROACH, the accelerate-go distance will be shortened. This in turn will decrease
the minimum gradient of climb value required to clear the ridge. The allowable take-off
weights to meet these requirements are between 10,650 pounds and 9900 pounds with
flaps at UP, or between 11,700 pounds and 9250 pounds with the flaps at APPROACH.
Exact weight can be determined by an iterative process of assuming new weight
halfway between these weights and using the procedures outlined in Steps 3, 5, 6, 7,
and 8.
AL200 MCC
Beech 200
Example Rev. 00
Determine new weights for first iteration as follows:

a. Flaps UP: 10.650 - 9900 = 750 + 2 =375 + 9900 = 10,275 pounds
b. Flaps APPROACH: 11,700 - 9250 = 2450 + 2 =1225 + 9250 = 10,475 pounds
9. (Step 3 procedures): From the ACCELERATE-GO Graphs. using 10,275 pounds for flap
s at UP, and 10,475 pounds for flaps at APPROACH, the resulting distances are within the
available accelerate-go distance of 6786 feet.
a. 6100 feet with flaps at UP
b. 5050 feet with flaps at APPROACH
10. (Step 5 procedure): Enter the TAKE-OFF FLlGHT PATH Graph and adjust the
horizontal distance from Reference Zero and determine minimum gradient of climb.
a. Flaps UP - From Reference Zero (9486 - 6100) = 3386 feet
Minimum Gradient of Climb = 4.1 %
b. Flaps APPROACH - From Re1erence Zero (9486 - 5050) = 4436 1eet
Minimum Gradient of Climb = 3.2%
11. (Step 6 procedures): Enter the NET GRADIENT OF CLlMB - FLAPS UP Graph at
10,275 pounds for a 4.7% net gradient of climb. Enter the NET GRADIENT OF CLlMB -
FLAP S APPROACH Graph at 10,475 pounds for a 3.5% net gradient of climb.
a. Since these results are greater than the mínimum value, the take-off weights of
10,275 pounds with flaps at UP or 10,475 pounds with flaps at APPROACH may be
used.
b. If an exact value is required, complete the next step and repeat Steps 3, 5, 6, 7, and
8.
12. (Step 7 procedures): Enter in reverse the NET GRADIENT OF CLlMB - FLAPS UP
Graph using minimum gradient of climb of 4.1% for a take-off weight 01 10,825 pounds,
and the NET GRADIENT OF CLlMB - FLAPS APPROACH Graph using minimum
gradient of climb of 3.2% for a take-off weight of 10,550 pounds.
13. (Step 8 procedures): Use the weights of Step 8 and Step 12 to obtain a new
assumed weight.
a. Flaps UP
10,825 - 10,275 = 550 + 2 = 275 + 10,275 = 10,550 pounds
b. Flaps APPROACH
10,725 - 10,475 = 250 + 2 = 125 + 10,475 = 10,600 pounds
Use these assumed weights for second iteration.
14. After several additional iterations, the exact weights which will satisfy all the given
conditions are:
a. Flaps UP = 10,470 pounds with a 4.5% Net Gradient of Climb.
b. Flaps APPROACH = 10,625 pounds with a 3.3% Net Gradient of Climb.
The fuel quantity required for start and taxi can be added to these weights.
AL200 MCC
Beech 200
Example Rev. 00
TAKE-OFF DISTANCE
Enter the TAKE-OFF DISTANCE Graphs at 28°C, 5433 fe et pressure altitude 12,500
pounds and 9,5 knots headwind component and obtain the following results:
Ground Roll………………………………………..Flaps 0% 2870 feet …Flaps 40% 2700 feet

Total Distance Over 50-foot Obstacle…………. Flaps 0% 4900 feet… Flaps 40% 3750 feet
Take-oft Speed:
At Rotation .......................................... Flaps 0% 95 knots…. Flaps 40% 94 knots
At 50 Feet. ...........................................Flaps 0% 121 knots…. Flaps 40% 106
knots
FLlGHT PLANNING
The following calculations provide information for flight planning at various parameters of
weight, power, altitude, and temperature. Graphs and tables are included for: TIME, FUEL.
AND DISTANCE TO CLlMB; TIME, FUEL, AND DISTANCE TO DESCEND; NORMAL
CRUISE POWER AT 1700 RPM; MAXIMUM CRUISE POWER AT 1700 RPM; NORMAL
CRUISE POWER AT 1800 RPM; MAXIMUM CRUISE POWER AT 1800 RPM; MAXIMUM
RANGE POWER AT 1700 RPM; and HOLDING TIME.
Calculations for flight time block speed and fuel requirements for a proposed flight are
detailed below.
Enter the ISA CONVERSION Graph at the conditions indicated:
DEN
Pressure Altitude ................................................... ............... ...... .5433 feet
OA T................................. ……………………………… . ..................... .28°C
ISA Condition…………….…………………………………………….lSA +23°C
DEN - SLC
Pressure Altitude …………………………………………………….26,000 feet
OA T ....................................................................................................-10°C
ISA Condition... ......... …………………………………………………ISA +27°C
SLC - RNO
Pressure Altitude……………………………………………………...26,000 feet
OAT................................................................................................…... -20°C
ISA Condition ... ......................... ............... ................. …………..ISA + 17°C
RNO
Pressure Altitude …………………………………………………..…..4732 feet
OAT…………………………………………………………………..………..32°C
ISA Condition…………………………………………………………..ISA +27°C
AL200 MCC
Beech 200
Example Rev. 00
Enter the TIME, FUEL, AND DISTANCE TO CLlMB graph at 28°C, to 5433 feet, and to
12,500 pounds and enter at -10.C, to 26,000 feet and to 12,500 pounds and read:
Time to Climb............................................................" .......... 21 - 3 = 18 min
Fuel Used to Climb ................................................... 250 - 47 = 203 pounds
Distance Traveled................. ............................... 62 - 8 = 54 nautical miles
Enter the TIME, FUEL, ANO DISTANCE TO OESCENO graph at 26,000 feet, and enter
again at 4732 feat, and read:
Time to Descend................................................................... 17 - 3 = 14 min
Fuel Used to Descend .............................................. 164 - 36 = 128 pounds
Descent Distance................................................. 82 -13 = 69 nautical miles
The estimated average cruise weight is approximately 11,600 pounds.
Enter the tables for NORMAL CRUISE POWER at 1800 RPM for ISA + 10ºC, ISA +20ºC,
and for ISA +30°C, and read the cruise speeds for 2 6,000 fee1 a1 12,000 pounds and
11,000 pounds.
CRUISE TRUE AIRSPEEDS AT FL 260

12,000 POUNDS 11,000 POUNDS
ISA + 10.C ISA + 20.C ISA + 30°C ISA + 10.C ISA + 2 0°C ISA + 30°C
277 275 272 281 279 277
Interpolate between these speeds for ISA + 27.C and ISA + 17°C at 11,600 pounds.
Cruise True Airspeed (ISA + 27°C)................. ...............................275 knots
Cruise True Airspeed (ISA + 17°C)................. ......... ....................278 knots
Enter the NORMAL CRUISE POWER a1 1800 RPM graph at 26,000 fee1 and read 1he
recommended torque settings for ISA +27°C ( -3°C IO An and ISA + 17°C ( -13°C IOAT):
ISA + 27°C (-3°C IOAT)............................ ...... 1450 ft-Ibs torque per engine
ISA + 17°C (.13°C IOAT) ........................... ..... 1515 ft-Ibs torque par engine
Enter the *FUEL FLOW AT NORMAL CRUJSE POWER at 1800 RPM Graph at 26,000
feet and read the fuel flow for ISA +27°C ( -3°C IO AT) and ISA +17°C ( -13°C IOAT):
ISA + 27°C (-3°C IOAT)

Fuel Flow Per Engine………...265 Ibs/hr
Total Fuel Flow ... ............... . ..530 Ibs/hr
ISA + 17°C (-13°C IOAT)

Fuel Flow Per Engine ……….276 Ibs/hr
Total Fuel Flow....... …………..552Ibs/hr
*NOTE: For flight planning, enter these graphs at the forecasted ISA condition; for enroute
power settings and fuel flow, enter the graphs at the actual IOAT.
Time and Fuel used were calculated at Normal Cruise Power at 1800 RPM as follows:
AL200 MCC
Beech 200
Example Rev. 00
Results are as follows:
ESTIMATED TIME AT CRUISE FUEL USED FOR

DISTANCE
ROUTE GROUND SPEED ALTlTUDE CRUISE
NM
KNOTS HRS: MIN LBS
DEN - EKR 89* 260 :21 181
EKR - SLC 192 256 :45 398
SLC - BVL 81 267 :18 167
BVL - BAM 145 266 :33 301
BAM - RNO 77* 245 :19 173
*Distance required to climb or descend has been subtracted from segment distance.
TIME - FUEL. DISTANCE
TIME
ITEM FUEL POUNDS DISTANCE NM
HRS : MINS
Start, Runup, Taxi, and
00: 00 90 0
Take-Off aceleration
Climb 00: 18 203 54
Cruise 2: 16 1220 584
Deseent 00: 14 128 69
Total 2: 48 1641 707
Block Speed: 707 NM + 2 hours, 48 minutes = 253 knots
RESERVE FUEL
Reserve Fuel (45 minute at Maximum Range Power): Assume weight at end of cruise to
be 11,000 pounds. Enter 1he tables for MAXIMUM ,RANGE POWER at 1700 RPM for ISA
+ 10°C and ISA +20°C. and read the fuel flow for 26 ,000 feet at 11,000 pounds:
ISA +10°C......................................... ............................ 380 lbs/hr Total Fuel Flow

ISA +20°C......................................... ............................ 390 Ibs/hr Total Fuel Flow
Interpolate to find fuel flow at ISA + 17°C:

Total fuel flow for reserve = 380 + 7 = 387 Ibs/hr Reserve Fuel = 45 minutes X 387
Ibs/hr = 291 lbs
TOTAL FUEL REQUIREMENT
1641 lbs + 291 lbs = 1932 lbs

AL200 MCC
Beech 200
Example Rev. 00
ZERO FUEL WEIGHT LIMITATlON
For this example, the following conditions were assumed:

Ramp Weight ......................................................…12,590 pounds
Weight of Usable Fuel Onboard................................ 1932 pounds
Zero Fuel Weight = Ramp Weight - Weight of Usable Fuel Onboard

Zero Fuel Weight '" 12,590 - 1932 = 10,658 pounds
Maximum Zero Fuel Weight (from LIMIT ATIONS Section) ................= 11,000 pounds
Maximum Zero Fuel Weight Limitation has not been exceeded.
Anytime the Zero Fuel Weight exceeds the Maximum Zero Fuel Weight Limit by X amount,
at least X pounds of payload must be off-Ioaded. If desired, additional fuel may then be
added until the maximum ramp weight limitation of 12,590 pounds is again reached.
LANDING INFORMATION
The estimated Landing Weight is determined by subtracting the fuel required for the trip
from the Ramp Weight:
Ramp Weight ....................................................... 12,590 pounds

Fuel Required for Total Trip ..........................…………..-1641 lbs
Landing Weight (12,590 - 1641)……………………10,949 pounds
NOTE: For the remainder of this example, a landing weight of 10,937 pounds has been
assumed.
Enter the NORMAL LANDING DISTANCE WITHOUT PROPELLER REVERSING - FLAPS

DOWN Graph at 32°C, 4732 feet, 10,937 pounds, and 4 .7 knots headwind component:
Ground RolI ................... . ............................................ .............. ...1850 teet

Total Over 50-foot Obstacle............... ........................................... 3000 feet
Approach Speed....... ................... ......................... .................... ,...99 knots
Enter the CLlMB - BALKED LANDING Graph at 32°C, 473 2 feet, and 10,937 pounds
Rate of Climb…………………………………………………1450 feet per minute
Climb Gradient………………………………………………………………..12.8%
AL200 MCC
Beech 200
Example Rev. 00
COMMENTS PERTINENT TO THE USE OF PERFORMANCE GRAPHS
1. In addition to presenting the answer for a particular set of conditions, the example on
the graph also presents the order in which the various scales on the graph should be
used. For instance, jf the first item in the example is CAT, then enter the graph at the
known OAT.
2. The reference lines indicate where to begin following the guidelines. Always project to
the reference line first, then follow the guidelines to the next known ¡tem by maintaining
the same PROPORTIONAL DISTANCE between the guideline above and guideline
below the projected line. For instance, if the projected line intersects the reference line in
the ratio of 3UP down l 7UP up between the guidelines, then maintain this same
3UP/7UP relationship between the guidelines all the way to the next known item or
answer.
3. The associated conditions define the specific conditions from which performance
parameters have been determined. They are not intended to be used as instructions;
however, performance values determined from charts can only be achieved if the
specific conditions exist.
4. Indicated airspeeds (lAS) were obtained using the Airspeed Calibration – Normal System
graph.
5. The full amount of usable fuel is available for all approved flight conditions.
6. Notes have been provided on various graphs and tables to approximate performance
with ice vanes extended. The effect will vary, depending upon airspeed, temperature,
altitude, and ambient conditions. At lower altitudes, where operation on the torque limit is
possible, the effect of ice vane extension will be less, depending upon how much power
can be recovered after the ice vanes have been extended.
AL200 MCC Certified performance
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Loading, Balance and Fuel 5.00/1
AL200 MCC
Beech 200
WEIGHT AND BALANCE

Dimensional and Loading data ........................................................................ 5.10/1
Cabin Diagram ................................................................................................. 5.10/2
Load Occupants ............................................................................................... 5.10/3
Load Fuel ......................................................................................................... 5.10/5
W & B Diagram ................................................................................................ 5.10/7
Moment Limits ................................................................................................. 5.10/8
W & B Form ................................................................................................... 5.10/10
AL200 MCC
Beech 200
WEIGHT AND BALANCE Rev. 00
AL200 MCC
Beech 200
AL200 MCC
Beech 200
AL200 MCC
Beech 200
AL200 MCC
Beech 200
AL200 MCC
Beech 200
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AL200 MCC
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Beech 200
7000 12.600
AL200 MCC
Beech 200

AL200 MCC 6.00/1
CHECK LIST
Beech 200
Rev. 01
FO A BEFORE TAKE OFF
GRD CLEARANCE KNOB .............AS REQUIRED Position & Taxi LTS...........................................ON

Interphone SW..................................................SET Flaps & Stabilizer TO ...........................ADJUSTED
GPU Power.....................................AS REQUIRED Flight Controls .............................................. CHKD
Fuel Valves....................................................OPEN Instruments....................................................CHKD
Fuel Crossfeed Valve................................CLOSED ENG. parameter ...............................GREEN ARC
A/P & Yaw Damper.................DISENGAGE & OFF L & R Propeller Lever .....................................FWD
Thrust Levers...................................................IDLE L & R Reverse Lever.................................... CHKD
Propeller Levers.....................................FULL FWD Engine Control Friction Lock ............... ADJUSTE
Condition Levers..............................................IDLE Altitude Alert ................................................... SET
Trims ..............................................................ZERO ICE PROTECTION....................................... CHKD
Fuel Reset Knob............................................ZERO
Fuel Quantity .................................................CHKD PRESURIZATION.................................... TESTED
Annuc. Panel & Master Warning Lts..........TESTED
Propeller Synchro SW......................................OFF Wings & Land Lights .........................................ON
Cabin Comfort & Dehum. ...............AS REQUIRED
Avionic Master ...................................RESET & ON L & R Ignition SWS ............................................ON
Navigation Equipment.......................................SET L & R Cowl Flaps .......................... AS REQUIRED
Exit Lights.......................................AS REQUIRED L & R Ice Protection ...................... AS REQUIRED
Rotating Beacon ..............................................OFF
L & R Windshield Heat SWS ...........................OFF Annunciator Panel.......................... CHKD (
L & R Pitot Heat SWS ......................................OFF ATC Transponder .......................................... ALT
Tail Fld (logo) Light .........................AS REQUIRED
L & R ICE PROTECTION.................................OFF Cabin Report ....................................... RECEIVED
Pressurization Controls...................AS REQUIRED
Oxygen System ..........................................CHECK
Takeoff Briefing...................COMPLETED (
Cabin Report .........................................RECEIVED
AFTER TAKE OFF IMB
Climb PWR.......................................................SET
Rotating (Beacon) Lights.................................... N Landing Gear.....................................................UP
Doors CLD/LTS ................................................OFF Yaw Damper......................................................ON
Inverter .............................................................OFF Propeller Synchro .............................................ON
Avionic Master ..................................................OFF Flaps .................................................................UP
Cabin Comfort & Dehum. .................................OFF Cabin pressurization ....................................CHKD
GRND & ATC Clearance.......................REC IVED Taxi & Land Lights ..........................................OFF
L & R Ignition SWS ........................AS REQUIRED
Altimeters (Trans. Alt!)..................X-CHKD (
AFTER START
Cabin Pressurization Control........................... SET

10.000 FT CLIMBING
L & R Windshield Heat SWS .........................LOW
L & R Pitot Heat SWS ....................AS REQUIRED
Inverters .................................................Nº1 or Nº2 Fasten Seat Belts...........................AS REQUIRED
NAV / COM Radios........................................CHKD Wing & Tail Fld (Logo) Light.............................OFF
Cabin Comfort Control .......................................ON L&R Ice Protection..........................AS REQUIRED
Fuel X Feed...............................................CLOSED
GPU .......................................................REMOVED
BEFORE DESCENT
Cabin Press Controls ...............SET TO APT ELEV

L&R Ice Protection..........................AS REQUIRED
Engine Parameters Bugs .....................ADJUSTED
Landing Speed Bugs..........................SET (
Minimum Enroute Altitude ...............CHKD (
APP Briefing .................................... PERFORMED
AL200 MCC 6.00/2
CHECK LIST
Beech 200
Rev. 01
TAKE OFF SPEED

10.000 FT DESCENDING FLAPS O FLAPS 40
TOW
V1 VR V2 V1 VR V2
FSB & No Smoking...........................................ON 12500 90 95 121 90 94 106
Wing & Tail Fld (Logo) Lt ..................................ON 12000 90 95 119 90 94 105
Minimum Sector Alt........... CHKD & ANNOUNCED 11000 90 95 115 90 94 103
10000 90 95 111 90 94 101
APPROACH 9000 90 95 108 90 94 99
Pressurization............................................... CHKD
Altimeters .........................QNH- X- CHKD ( LANDING SPEED (Vref)
M m ..................................................... FLAPS POSITION
LW
0 40 FULL
12500 160 138 119
A I 12000 160 136 117
Landing lights ....................................................ON 11000 160 134 115
L & R ignition SWS ............................................ON 10000 160 132 113
Annunciator Panel............................CHKD ( 9000 160 130 111
A/P & Yaw Damper........................ OFF
Landing Gear................................................DOWN
Propeller synchro..............................................OFF CLIMB
Flaps ................................................................SET 0’ to FL100 160 Kts
Propeller Levers.....................................FULL FW FL100 to FL200 140 Kts
FL200 to FL250 130 Kts
AFTER LANDING FL250 to FL350 120 Kts
Taxi (Recognition) Lt..........................................ON

Wing & Landing Lights .....................................OFF DESCEND
L&R Windshield Heat.......................................OFF FL 350 to FL 150 1.500 FPM /Barber Pool - 10 kt
L&R Pitot Heat.................................................OFF FL 150 to FL 100 1.100 FPM / 220 Kts
L&R Ice Protection...........................................OFF FL 100 to IAF 1.000 FPM / 160 Kts
Cowl Flaps......................................AS REQU RED
L&R Ignition SWS.............................................OFF
Transponder ....................................................OFF VMO — maximum operating speed.............. 259 kt
Flaps ..................................................................UP VA — design maneuvering speed .................. 81 kt
PARKING VFE — maximum flaps extended:

40% .................................................. 200 kt
Parking brakes...................................................ON Full.................................................... 157 kt
L & R Condition Levers ........................... CUT OFF
L & R Propeller Levers...........................FEATHER VLO — maximum landing gear operating speed
L & R Thrust Levers....................................... IDLE Gear extending................................ 163 kt
Exterior Lights................................ AS REQUIRED Gear retracting ................................ 181 kt
R/A ............................................................... ZERO
Avionics........................................................... OFF VLE — maximum gear extended speed ....... 181 kt
Generators...................................................... OFF Maximum demonstrated crosswind ................ 25 kt
L & R Fuel Pumps........................................... OFF VY — best rate of climb speed ..................... 121 kt
FSB ................................................................. OFF VX — best angle of climb speed................... 100 kt
Inverter ............................................................ OFF Emergency descent ..................................... 181 kt
Best glide..................................................... 135 kt
SECURING THE AIRCRAFT
VMCA — minimum control speed N-1 ............ 86 kt
Interphones...................................................... OFF N-1 Vy .......................................................... 21 kt
Cabin Comfort & Dehumidifier......................... OFF N-1 Vx ......................................................... 115 kt
L & R Cowl Flaps........................................... CLSD Intentional N-1 speed ................................... 104 kt
Exterior Lights.................................................. OFF
Battery master ................................................. OFF
Dome & Charts Iights..........................OFF (B
Personal Belongings........................TAKEN (
Supplementary Procedures 7.00/1
AL200 MCC
Beech 200
PREFACE .................................................................................................................. 7.00/2
AUTOMATIC FLIGHT
FCS Functional Checks ................................................................................... 7.10/1
AP-Mode Cancellation ..................................................................................... 7.10/2
Crew Task Sharing .......................................................................................... 7.10/2
FUEL SYSTEM
Refueling.......................................................................................................... 7.20/1
ICE & RAIN PROTECTION

Engine Anti-Ice Operation................................................................................ 7.30/1
Pitot Heat Operation ........................................................................................ 7.30/2
Windshield Heat Operation .............................................................................. 7.30/2
Surface De-Ice Operation ................................................................................ 7.30/3
POWER PLANT
GPU Start ........................................................................................................ 7.40/1
Communication Procedure for GPU Starts ....................................................... 7.401
Aborted Engine Starts...................................................................................... 7.40/2
ADVERSE WEATHER
Cold Weather Operation / De – and Anti-Icing................................................. 7.50/1
Flying in Severe Turbulence ............................................................................ 7.50/6
MISCELLANEOUS
Crew Coordination during Rejected Takeoff .................................................... 7.60/1
Crew Coordination during Go-Around.............................................................. 7.60/1
AL200 MCC
Beech 200
PREFACE Rev. 00
PREFACE
This chapter contains procedures of different nature:
- Normal Procedures not related to a specific phase of flight (Engine Anti-ice

Operation)
- Normal Procedures for the operation of complex airplane systems, the use of which
is either optional (RNAV Operation) or “On Condition” (Cat I Operation)
- Operating Procedures which are not used routinely (GPU Start)
- Procedures coping with minor systems irregularities (CB Reset Procedure)
Some of the above mentioned procedures “should preferably be” performed with reference
to the O.M.B. They are identified by the following title layout.
XXX XXXXXXXXXXXXXXXXXX
In the Table of contents bold types display these titles.

AL200 MCC
Beech 200
AUTOMATIC FLIGHT Rev. 00
AFCS FUNCTIONAL CHECKS
If there is any doubt of proper operation of the Flight Control System perform following
checks after engines have been started.
EADI ……………………………………………………………………….….………..…. CHECK

Verify Attitude Gyro is erected, ATT and FD flags are out of view.
EHSI ……………………………………………………………………….………………. CHECK
Verify HDG flag out of view.
AP Turn Knob ……………………………………………………………….. CENTER DETENT
AP Engage Button ……………………………………………..………………….. PUSH
Note: An internal test sequence must be completed satisfactory before AP will
engage.
Observe momentary activation of AP and Trim failure annunciations during shell
test, followed by the illumination of AP and YAW annunciation after AP
engagement.
AP Overpower Forces ………………………………………………..…………. CHECK
Check that the controls can be overpowered in the roll, pitch and yaw axis.
Heading Mode ……………………………………………………...………….. ENGAGE
Push HDG button on the FCP and observe FD command bars drop into sight on
CM1 EADI. Check HDG mode annunciated.
Heading Commands ……………………………………..……………………… CHECK
Position heading bug on CM1 EHSI under the lubber line, which should result in
a wings level display by the command bars.
Rotate the heading bug 10º left and right of the lubber line, which causes the
flight director to command correspondingly.
Observe the AP attempt to follow these commands resulting in the control wheel
turning in the corresponding directions.
Roll Attitude Commands ……………………………...………………………… CHECK
Move the AP turn knob to the left and right. Verify that the HDG annunciator
extinguishes. Observe FD commands and AP operation correspond in the
popper direction. Then return the knob to the center position.
Auto trim ………………………………………………………..………………… CHECK
Move the control wheel back and verify that the trim runs in the nose down
direction. For forward control wheel movement verify nose up trimming.
Navigation Mode …………………………………………..…………………….. CHECK
Tune CM1 VOR to an active frequency for a station within the receiving range.
Center the lateral deviation bar on the CM1 EHSI. Confirm that the flight director
commands a turn in the direction of the course indicated by the EHSI and that
autopilot attempts to follow the commands.
Autopilot Disengagement ……………………………………….………. CHECK
Press the AP DISC/TRIM INT. switch and verify that the autopilot disengages.
Re-engage the AP, activate CM1 manual electric trim switch and verify that the
AP disengages.
Repeat test for CM2 trim switch.
Engage AP and verify that when the AP ENG button is pushed a second time the
AP disengages but the yaw damper remains engaged.
AL200 MCC
Beech 200
AUTOMATIC FLIGHT Rev. 00
AP MODE CANCELLATION
During autoflight operation the disengagement of the selected mode (such as GA or Test) might
be unsuccessful.
To cancel any undesired mode:

AP-DISC/TRIM-INT and TEST Button simultaneously ………………………………… PUSH
At the same time AP-DISC button at the control wheel and the Test button on the
Flight Control Panel (FCP) has to be pushed.
DESIRED MODE ………………………………………………………………….……. RESELECT

Again, select desired mode on the FCP
Technical Log Book ……………………………………………………………………….. ENTER

Make a TBL entry to state whether this procedure was successful or not.
Note: This preliminary procedure has to be applied until further notice
CREW TASK SHARING
Manual Flight A/P and F/D ON

Request selection of FD Modes, Engaging AP PF
HDG Bug and Altitude Alert by PF
FCP, CHP and Altitude PF
appropriate wording
Alerted Selection perform
Perform selection PM
Set HDG Bug and Altitude Alert PM

when heading and altitude changes
are advised by ATC
Cross check correct selections * Both
* Altitude Alerted selections performed by PF should verified PM before read back to ATC
AL200 MCC
Beech 200
FUEL SYSTEM Rev. 00
REFUELING
Note: Refueling is not allowed with crew or passengers on board unless immediate
evacuation is assured.
When filling the airplane fuel tanks, the following procedures shall be applied:
Airplane …………………………………………….……………… STATICALLY GROUNDED

Connect the airplane statically to the servicing unit
Note: It is recommended to fill 15 l in each tip tank first in order to prevent water
accumulations on the tip tank capacity probes, which result in erratic quantity
indication.
Nacelle Tanks ………………………………………………………………………….. REFUEL

Fill through the nacelle tanks filters. Close and secure filter caps after refueling.
Tip Tanks ……………………………………………………………………………….. REFUEL

Final filling must be done through the tip tanks filters.
Note: For fuel drainage refer to Suppl. Proc. “ADITIONAL PREFILGHT

CHECK”.
AL200 MCC
Beech 200
ICE AND RAIN PROTECTION Rev. 00
Icing conditions exist when the OAT on ground or the OAT Inflight is º C or below
and visible moisture in any form is present. This occurs in:
- clouds - ice crystals

- fog with visibility of 1,5 km or less - standing water slush
- shallow fog - ice or snow on the ramps, taxi or runways
- rain (This may be ingested by the engines or
- snow freeze on engine nacelles or propellers.)
- sleet
ENGINE ANTI-ICE OPERATION
Engine ice protection must be ON during all ground and flight operations when icing
conditions exist or are anticipated.
Note: Neither engine air intake lip nor prop boots are heated on ground.
Ice-Protection ………………………………………………………………………………….. ON
Place switches for engines No 1 and No 2 to ICE PROTECTION ON position and observe
the same amount in torque drop on both engines up to 250 lbs ft. Check LEFT and RIGHT
ICE DOOR lights illuminate.
Engine Ice Protection System Test:
Test the Engine Ice Protection System on ground if proper operation is in doubt.
Throttles ……………………………………………………………………………….. 1800 RPM

With the prop levers in full forward position, adjust throttles to obtain a prop RPM of 1800
for cooling purpose.
ENG DE-ICE TEST Button ………………………………………………………………. PUSH

Check ammeter range, annunciator panel light and torque drop, then release test button.
PROP / INLET DE-ICE ……………………………….……………………… OTHER ENGINE

Place switch on left sidewall panel to the other position.
ENG DE-ICE TEST Button ………………………………………………………………. PUSH

Check same indication as above.
Ice-Protection ……………………………………………………………………….………. OFF
Throttles ………………………………………………………………………………...…… IDLE
.
AL200 MCC
Beech 200
Torque ………………………………………………………….…………………….. READJUST

When ice protection is switches on, the lowering of the deflector doors may cause a torque
drop of up to 250 ft lbs. Advance throttles as required to regain desired power setting.
Monitor oil temperature and ITT
Ammeter …………………………………………………………………...……….. READJUST

Check ammeter occasionally (left, then right) for in-green range to check for timer
operation.
If ammeter reading is below 37,5 amps for a long time, a portion of the engine ice
protection system is inoperative, thus icing are should be departed.
Note: If propeller imbalance due to ice accumulation occurs try to remove it by

changing RPM briefly. Repeat as required.
Ice Protection …………………………………………………………………….………….. OFF

If operating at torque limits decrease torque by 250 lbs ft before switching ice protection
OFF.
Observe torque increase and check lights out.
PITOT HEAT OPERATION
Pitot heat must be on during all ground and flight operations when icing conditions exist or
are anticipated.
Cautions:
- The airplane is not approved for flight in know icing conditions at temperatures
below –30ºC
- At cruise speed in visible precipitation at very low temperatures (below –30ºC)
the stall-warning vane will pack with ice, rending it inoperative.
PITOT Heat …………………………………………………….………………. ON
WINDSHIELD HEAT OPERATION
Windshield heat must be on during all ground and flight operations when icing conditions
exist or are anticipated.
Windshield Heat Switch …………………………………………………..….. LOW OR HIGH

The L and R WSHLD HEAT switches are place to the LOW position for defogging purpose
during normal operation. Use HIGH position when LOW is inadequate or severe icing
conditions are anticipated.
Proper Operation ……………………………………………………………………..…. CHECK

The ammeter may be checked, showing an increase of approx. 10 amps when switching
from OFF to LOW and approx. 15 amps on HIGH position.
AL200 MCC
Beech 200
Operation Check
When icing conditions are anticipated or if proper operation is in doubt check the system.
Throttles ……………………………………………...……………………………... 1800 RPM

Adjust throttles to obtain approx. 65% Ng min. to achieve full pneumatic pressure required
for boot inflation check.
SURFACE DEICE Switch ………………………………………………………………….. ON

Press switch and hold for 2 seconds.
WING and TAIL Lights …………………………………………………………. ILLUMINATE
Deicer Boots ………………………………………..………………………………….. CHECK

Visual check for inflation and hold-down.
Note: Ice build-up is noticeable by a slightly slower response to roll inputs and a
significant increase in power required to maintain a specific cruise speed.
When wing leading edge accumulates approximately 2 cm. of ice:
SURFACE DEICE Switch ……………………………………………………………………. ON

Press switch and hold for 2 seconds. Boots will perform one complete cycle.
Caution: Do not cycle boots with less than 0,5 to 1 cm of accumulation. Continuous
cycling of boots during some type of ice encounters may result in failure to remove
ice.
Operation of deicer boots below –40ºC is not approved.
During night flight:
WING Lights Switch …………………………………………………………… AS REQUIRED

This switch operates two-wing inspection lights located on the outboard side of both
nacelles.
Note: Stall speed is higher when ice has accumulated on the airplane due to
distortion of the wing airfoil and a higher airplane weight. Keep a reasonable margin
of airspeed above the normal stall speed with ice on the airplane.
AL200 MCC
Beech 200
POWER PLANT Rev. 00
GPU START
Caution: GPU Start not permitted below 20 V on airplane battery.

Note: The GPU used for engine start should have a minimum starting current of
1200 amps at 28 V DC (when available a GPU with soft start equipment limiting the
maximum current should be used).
BATTERY MASTER Switch ……………………………………………………………. OFF 1
When external power is plugged in and applied:
EXT PWR Light …………………………………………………………………. CHECK ON 1

Check voltmeter indication between 27 and 30 Volts.
BATTERY MASTER Switch …………………………….…...………………………….. ON 1
Note: If GPU amperemeter reads more than 50 amps battery damage can be
expected.
In this case do not attempt an engine start.
Engine Start Procedure (Engine No 2) …………………………………..………. APPLY B

Refer to “Engine Start Procedure” O.M.-B Chapter 2
Note: Before starting engine No 1 ensure GPU disconnected (plug pulled).
After Engine No 2 has been started:
GPU DISCONNECT ………………………………………………………………….. CHECK 1

Have the GPU disconnected by ground crew and wait for hand signal.
Check EXT PWR light is out.
GEN / STARTED Switch No 2 …………………………………………………………. GEN 2

When engine No 2 has stabilized press right switch to GEN position.
Load Meter (Gen 2) …………………………………..……………….. BELOW 100 AMPS 2
Cross-Start Procedure …………………………………………………………. PERFORM B

Refer to “Engine Start Procedure” O.M.-B chapter 2
AL200 MCC
Beech 200
POWER PLANT Rev. 00
COMMUNICATION PROCEDURE FOR GPU STARTS
COCKPIT: GROUND:
Ground from cockpit Go ahead
Connected external power External power connected
When ready for engine start
Ready to start engine No 2 Engine No 2 clear
When engine No 2 has been started
Remove external power External power removed
Prior engine start No 1 receive hand signal
AL200 MCC
Beech 200
POWER PLANT Rev. 00
ABORTED ENGINE STARTS
Immediate action by recall should be taken to abort the engine start for any of the following
indications:
- No Ng indication
- No oil pressure increase
- No ITT rise within 10 sec after Condition Lever is moved to FWD
- No Ignition Light
Notes:
- A wet start is indicated by no ITT rise within 10 sec after moving condition lever to
FWD
- A hung start is indicated by Ng RPM remaining at or below 46% after moving
condition lever to FWD
- A hot start is indicated if ITT Time Limits are exceeded.
Before Started Cutout:
Condition Lever ……………………………………………………………………….. STOP 1

Check fuel flow decreasing to zero. Continue motoring for 15 sec for fuel drainage, but
observe started limitations.
Note: Since average engine started engagement is 27 sec, normally 1 minute

cooling period is required before motoring can be initiated.
STARTED DISENGAGE Button …………………………………………………….. PUSH 1
Notes:
1) If a wet start has occurred a further start may be attempted.
2) To prevent power plant destruction by overhead gases after hot start, continue
motoring until ITT within limits
When started limits have been exceeded, inspection or started change by
maintenance personnel is required further engine starts may be attempted.
3) After hot start no further start attempt is permissible.
4) Is started does not disengage Switch Battery, Generator and External Power off.
Verify voltmeter indicates zero.
AL200 MCC
Beech 200
ADVERSE WEATHER Rev. 00
Airplane operation in adverse weather conditions present’s additional problems due to the
effects of extreme temperatures, slippery runways with crosswinds, contaminated
runways, and extreme turbulence. The following additional instructions are intended to
supplement the normal operating procedures and should be observed when applicable.
COLD WEATHER OPERATION

DE- AND ANTI-ICING
GENERAL
The problems associated with cold weather operation are primarily those concerned with
low temperatures and with ice and snow on the airplane, ramps, taxiways and runways.
The majority of operating difficulties are encountered in the ground. The main effect in
avoiding icing problems is the complete de-icing and the usage of an ice protection fluid.
De-/anti-icing procedures have been established based on AEA (Association of European
Airlines) recommendations.
Generally de-/anti-icing is performed at the last possible time prior to taxi to takeoff
position; If, however, an earlier de-/anti-icing is performed in the line of an established
sequence, this may be performed provided due consideration is taken in regard to the
duration of holdover times under prevailing meteorological conditions.
RESPONSIBILITY
The PIC/SW shall determine weather airplane de-/anti-icing is required.

As the final decision rests with the PIC, his request will supersede the ground crew
member’s judgment.
The SW or his deputy is responsible for the correct and complete accomplishment of de-
/anti-icing of the airplane
The correct accomplishment has to be entered into the TLB
The PIC is responsible for the anti-icing of the airplane prior takeoff.
Warning: Taking into account weather conditions, taxi conditions, taxi-times,

holdover time and other relevant factors the PIC shall when in doubt about the aero
dynamical cleanliness of the airplane have a visual inspection performed to return to
the ramp.
DEFINITIONS
De-icing: De-icing is a procedure by which frost, ice or snow is removed from the airplane.
To preserve holdover time the process should be continuous and as short as
possible. The de-icing agent is applied preferably in a hot state, to assure
maximum efficiency.
AL200 MCC
Beech 200
A. One step de-icing:

One step de-icing is done with a mixture of fluid/water in regard to ambient
temperature, this includes the anti-icing in regard to weather condition
(holdover time)
B. Two step de-icing:

The 1st step, de-icing, is done with hot water or a hot mixture of fluid/water in
regard to ambient temperature followed by the 2nd step, anti-icing, an over spray
with a mixture fluid/water or 100% fluid in regard to ambient temperature and
weather condition (holdover time). The 2nd step must be performed within 3
minutes of the beginning of step 1, if necessary area by area.
Anti-icing: The anti-icing is a precautionary measure, which prevents frost, ice or snow to
from or accumulate on so protected surfaces of an airplane.
Caution: An airplane treated by surfaces shall not be treated by anti-icing

again without preceding de-icing in order to clear the airplane from the fluid
applied before.
TYPES OF FLUIDS APPROVED:
AEA Type I Fluids (Unthickened Fluids)

AEA Type I fluids provide protection against refreezing. Under precipitation conditions the
time of protection will be shortened considerably (see guideline for holdover times).
AEA Type II Fuids (Thickened Fluids)

AEA Type II fluids provide protection against refreezing also under precipitation (see
guideline for holdover times).
HOLDOVER TIME
Holdover time is the estimated time anti-icing fluid will prevent frost, ice or snow to form or
accumulate on the protected surfaces of an airplane, under average weather conditions
mentioned in the guidelines for holdover times.
Caution: The time of protection will be shortened in heavy conditions. High wind
velocity (AEA Type I fluids only) and jet blast may be cause a degradation of the
protective film. If these conditions occur the time of protection can be shortened
considerably.
Note: The beginning of the holdover time is defined as the average value of start
and end de-/anti-icing.
AL200 MCC
Beech 200
Following is a list of variables that will have influence on holdover times:
- Ambient Temperature
- Airplane Surface Temperature
- Fuel Temperature significantly lower than OAT (∆>10ºC)
- Presence of De-/Anti-icing Fluid
- De-/Anti-icing Fluid Type
- De-/Anti-icing Fluid Aqueous Solution (Strength)
- Precipitation Type and Rate
- De-/Anti-icing Fluis Application Procedure
- Relative Humidity
- Solar Radiation
- Operation in Close Proximity to other Airplane, Equipment, and Structures
- Operation on Snow, Slush, or Wet Surfaces
- Wind Velocity and Direction
- Airplane Component Inclination Angle, Contour, and Surface Roughness.
DE-/ANTI-ICING TABLE FOR AEA TYPE I FLUIDS
GUIDELINE FOR HOLDOVER TIMES
HOLDOVER TIMES
WEATHER CONDITIONS
TO BE EXPECTED
RAIN
OAT FREEZING STEADY FREEZING (on cold
FROST AEA TYPE I FLUIDS
ºC FOG SNOW RAIN soaked
wings)
• ¾ hour
+0
• ½ hour
and
above • • 15 min.
• 5 min.
• ¾ hour
-0
• 15 min.
to
-7 • 15 min.
• 3 min.
-8 • ½ hour
and • 15 min.
below • 15 min.
1) The De-/Anti-icing Table:

The table gives the respective holdover time depending on temperature and
weather conditions for AEA Type I fluids. Holdover times are applicable for all
fluid/water mixtures, between 10% and 50% fluid concentration, as long as certain
freezing point limitations are observed. The organization/department being charged
with the accomplishment of de-/anti-icing is responsible for using correct
concentrations and must observe their freezing point limitations.
AL200 MCC
Beech 200
2) TLB Entry:
After de-/anti-icing the anti-icing code (Anti-icing, AEA, Type I, UTC), date and the
place of application has to be entered into the TBL by the SW/PIC
3) Examples:
a) Weather Conditions : Outside Temperature –9ºC, Steady Snow
Holdover time : 15 minutes
Anti-Icing Code : Anti-Icing, AEA Type I, 07:30
b) The time elapsed since last anti-icing has exceeded holdover times:
Procedure : Perform completely new de-icing and anti-icing. The fluid
Applied with the first de-icing/anti-icing must be removed
completely.
DE-/ANTI-ICING TABLE FOR AEA TYPE II FLUIDS

GUIDELINE FOR HOLDOVER TIMES
HOLDOVER TIMES TO BE
WEATHER CONDITIONS
EXPECTED
RAIN AEA TYPE II FLUIDS
OAT FREEZING STEADY FREEZING
FROST (on cold (Fluid Water)
ºC FOG SNOW RAIN
soaked wings) 100/0 75/25 50/50
• 12 6 4
+0
• 3 2 1½
and
above • • 1 ¾ ½
• 20 Min 10 Min 5 Min
• 8 5 3
-0
• 1½ 1 ¾
to
-7 • ¾ ½ 15 Min
• 20 Min 10 Min 3 Min
-8 • 8 5
NO
to • 1½ 1 MORE
14 • ¾ 1/2
-15 • 8 APPLICABLE
to • 1½ see temperature
-25 • 3/4 Limits
1) The De-/Anti-icing Table:

The table gives respective holdover time depending on temperature and weather
conditions for the three fluid concentrations (100/0; 75/27; 50/50)
The organization/department being charged with the accomplishment of the de-
/anti-icing is responsible for using correct concentrations and must observe their
freezing point limitations.
2) TLB Entry:
After de-/anti-icing the anti-icing code (AEA Type II/Concentration, UTC), date and
place of application has to be entered into TLB by the SW/PIC
The correct accomplishment of a de-/anti-icing shortly before departure or an
additional de-/anti-icing has to be reported to the PIC for entry into TLB.
AL200 MCC
Beech 200
Anti-Icing AEA Type II/100 : 100% fluid/ 0% water

Anti-Icing AEA Type II/ 75 : 75% fluid/25% water
Anti-Icing AEA Type II/ 50 : 50% fluid/50% water
3) Examples:
a) Weather Conditions : Outside Temperature –3ºC, Steady Snow
Concentration : 75% fluid/25% water
Holdover time : ½ hour
Anti-Icing Code : Anti-icing AEA Type II/75, 07:30
b) The time elapsed since last anti-icing has exceeded holdovertime:

Procedure : Perform completely new de-icing and anti-icing.
The
Fluid applied with the first de-icing/anti-icing must
be Removed completely
4) Temperature Limitations:
AEA Type II fluids shall never be used at temperatures below –25º C
For anti-icing concentration 75/25 shall not be used at temperatures at or below –
15ºC
For anti-icing, concentration 50/50 shall not be used at temperatures at or below
AL200 MCC
Beech 200
FLYING IN SEVERE TURBULENCE
Attitude
Flying under extremely turbulent conditions requires techniques, which may be contrary to
a pilot’s natural reactions. Rapid and large aileron control inputs are permissible to hold
the wings level, but in extreme turbulence pitch attitude must be controlled using only
small to moderate elevator control inputs to avoid over controlling or overstressing airplane
structure. The natural stability of the airplane will work in a direction to minimize the loads
imposed by turbulence.
Power
A power setting is desired which will provide level flight at the recommended penetration
speed in smooth air. For a speed of 177 kts IAS as recommended for the AL-200 as a
maximum this power setting is approximately 950 ft lbs. Once this power setting is
achieved, it is generally undesirable to make power changes during severe turbulence.
Altitude
Because of the strong updrafts and downdrafts in severe turbulence regions, large
variations in altitude are almost certain to occur. Too much concern about these variations
will merely lead to excessive control inputs causing large g-loads and unwanted airspeed
excursions. Altitude should be allowed to vary within reasonable limits.
Autopilot
The autopilot maintains the airplane in trimmed condition at all times, and immediately
counteracts any attitude changes which are undesirable in severe turbulence.
Procedure Summary
1. Seat Belts – TURN ON the fasten seat belt sign and fasten seat belts and shoulder
harnesses.
2. Airspeed – Maximum 177 kts (up to an altitude of 20.000 ft). Above 20.000 ft reduce
airspeed by 2 kts / 1.000 ft. Severe turbulence will cause large and often rapid
variations in indicated airspeed. DO NOT CHASE AIRSPEED.
3. Autopilot – basic Modes
MANUAL FLYING:
4. Attitude – Maintain wings level and smoothly control pitch attitude. Use attitude
indicator as the primary instrument. In extreme drafts, large attitude changes may
occur. DO NOT USE SUDDEN LARGE ELEVATOR CONTROL INPUTS.
5. Pitch Trim – maintain control of the airplane with the elevators. After establishing
the trim setting for penetration speed, DO NOT CHANGE ELEVATOR TRIM.
6. Altitude – Allow altitude to vary. Large altitude variations are possible in severe
turbulence. Sacrifice altitude in order to maintain the desired attitude and airspeed.
DO NOT CHASE ALTITUDE.
7. Power – Make an initial power setting of approximately 950 ft lbs for a target speed
of 177 KIAS.
8. Flaps – Do not extended.
9. Flights in severe Turbulence must be entered in the Maintenance Log Book.
AL200 MCC
Beech 200
MISCELLANEOUS Rev. 00
CREW COORDINATION
DURING REJECTED TAKEOFF
Rejected takeoff is required when engine failure or fire warning is recognized before V1.
Note: Additionally consider rejecting takeoff in case of severe malfunctions such as

tire failure or bird strike.
Upon recognition of failure or warning either pilot will call “engine failure” or “engine fire”.
The CM1 has to decide to reject the takeoff by announcing: “STOP”
CM1 CM2
Simultaneously: When slowed down to 60 kts.
Throttles – CLOSE Announce “SIXTY”
Brakes – APPLY OPTIMUM WHEEL BRAKES
Monitor engine instruments.
Advise of any engine limit or abnormality
Stop the airplane Advise ATC
Evaluate the problem
If conditions permit,
Taxi clear of the runway.
• Note: Reverse thrust is not recommended during engine malfunction.
Rejected the takeoff solely for any other annunciator light, once takeoff power has been set
and takeoff roll has been established, is not recommended.
CREW COORDINATION DURING GO AROUND
PF P
Announce “GO AROUND P ” * Acknowledge ”FLAPS PP” and position
Advance throttles to approx. 1400 ft lb Rotate flap lever accordingly
to G/A attitude
Adjust G/A Power, then report “GO
AROUND POWER SET”
sitive rate of climb, request “GEAR

UP” “GEAR UP”
At 1500 ft AGL request “ CLIMB POWER” Set Climb Power M P
Accelerate to 160 kt at 130 kt Acknowledge “ P FLAPS UP”
Command: “FLAPS UP” and position Flap lever accordingly
* Note: The final decision for a G/A rests with the PIC. In case CM2 is PF, CM1 shall
confirm the decision by acknowledging “GO AROUND” prior execution.
Standard Callouts 8.00/1
AL200 MCC
Beech 200

Minimum Equipment List 9.00/1
AL200 MCC
Beech 200
PREAMBLE................................................................................................................ 9.10/1
DESCRIPTION ........................................................................................................... 9.10/3
Annex MMEL
AIR CONDITIONING........................................................................................................ 21
AUTOMATIC FLIGHT CONTROL .................................................................................... 22
COMMUNICATIONS........................................................................................................ 23
ELECTRICAL POWER..................................................................................................... 24
EQUIPMENT / FURNISHING........................................................................................... 25
FIRE PROTECTION......................................................................................................... 26
FLIGHT CONTROLS........................................................................................................ 27
FUEL ................................................................................................................................ 28
ICE & RAIN PROTECTION .............................................................................................. 30
FLIGHT INSTRUMENTS.................................................................................................. 31
LANDING GEAR .............................................................................................................. 32
LIGHTS ............................................................................................................................ 33
NAVIGATION ................................................................................................................... 34
OXYGEN .......................................................................................................................... 35
DOORS ............................................................................................................................ 52
WINDOWS ....................................................................................................................... 56
ENGINE INDICATION...................................................................................................... 77
OIL ................................................................................................................................... 79
STARTING ....................................................................................................................... 80
AL200 MCC
Beech 200
DESCRIPTION Rev. 00
INTRODUCTION
By approval of the MINIMUM EQUIPMENT LIST (MEL), the DGAC permits dispatch of the
airplane for revenue and training flights with certain items or components inoperative
provided an acceptable level of safety is maintained by appropriate operation, by a transfer
of the function to another operating component, or by reference to other instruments or
components providing the required information.
Note: The provisions of the MEL are applicable until the airplane commences the
flight. The flight crew taking into account the MEL shall carefully assess failures
occurring between “Off Blocks and Brake Release” and all other relevant factors
related to the intended flight.
CONTENTS OF MEL
The MEL contains only those items of airworthiness significance, which may be
inoperative prior to dispatch, provided limitations, and appropriate procedures are
observed.
Equipment obviously basic to airplane airworthiness such as wings, rudders, flaps,

engines, landing gear, etc, is not listed and must be operative for all flights. It is important
to note that:
ALL ITEMS WHICH ARE RELATED TO THE AIRWORTHINESS OF THE AIRPLANE

AND NOT INCLUDED ON THE LIST ARE AUTOMATICALLY REQUIRED TO BE
OPERATIVE.
Equipment obviously not required for safe operation of the airplane such as galley
equipment, passenger convenience items, etc, is not listed.
CRITERIA FOR DISPATCH

The decision of the PIC of the flight to have allowable inoperative items corrected prior to
flight will take precedence over the provisions contained in the MEL. The PIC may request
requirements above the minimum listed, whenever in his judgment such added equipment
is essential to the safety of a particular flight under the special conditions prevailing at the
time, however, he shall never accept requirements below.
Before dispatching an airplane with multiple MEL items inoperative, it must be checked
that any interface or interrelationship between inoperative items will not result in
degradation in the level of safety and/or an undue increase in crew workload. It is
particularly in this area of multiple discrepancies and especially discrepancies in related
systems, that good judgment, based on the circumstances of the case including climatic
and enroute conditions must be used.
AL200 MCC
Beech 200
DESCRIPTION Rev. 00
MAINTENANCE ACTION
Every effort shall be made by maintenance to correct all technical irregularities as early as
practicable and that the airplane be released from maintenance base in fully operational
condition. The decision of the PIC to comply with the appropriate MEL requirement and to
postpone maintenance activity will supersede any other intention. The captain must be
informed by maintenance as soon as practicable, should it be impossible to repair the
inoperative item prior to departure.
Whenever an airplane is released by maintenance for dispatch with items inoperative, the
following is required:
The technical log book (TBL) aboard the airplane must contain a detailed description of the
inoperative item(s), special advice to the flight crew, if necessary, information about
corrective action taken.
When they are accessible to the crew in flight, the control(s) and/or indicator(s) related to
inoperative unit(s) or component(s) must be clearly placarded.
In advertent operation could procedure a hazard such equipment must be rendered

inoperative (physically).
FERRY FLIGHTS
Ferry flights may be dispatches with less than the equipment specified in this MEL provided
all the equipment expected to be utilized in flight is operable. The permission for such a
flight, however, must be request from the MEL Control Board.
The MEL Control Board shall be contacted through BRE OS 1.
DEFINITIONS
For the purpose of these regulations the following definitions shall apply:
1) VMC (Visual Meteorological Conditions) and IMC (Instrument Meteorological

Conditions) refer to actual visibility conditions expected in flight, and not to type of
flight plan filed.
2) DAY operation is any flight conducted from the point of takeoff to landing between 30
minutes before sunrise and 30 minutes after sunset.
3) Icing Condition – the atmospheric environment is such that ice can form on the
airplane or in the engine.
4) Inoperative – any time a system and/or component malfunctions to the extent that is
does not accomplish is intended purpose and/or is not consistently functioning within
its designed operation limit(s) or tolerance(s).
AL200 MCC
Beech 200
DESCRIPTION Rev. 00
DESCRIPTION
In this list, the items of equipment are classified in systems according to the ATA 100
specification. Individual items within a given ATA classification are numbered sequentially.
"Item" (Column 1): The equipment, system, components or function as listed in Column 1
“(If Installed)”: Indicates the listed item of equipment is not applicable to all models or
configurations. It does not imply that the aircraft may be operated in accordance with this
MMEL with the item removed.
Note: Items annotated in UPPER CASE letters indicates the precise flight deck
legend used.
"Rectification Intervals" (Column 2): Inoperative items or components, deferred in

accordance with the MEL, must be rectified at or prior to the rectification intervals
established by the following letter designators given in the "Rectification Interval" column
(2) of the MMEL.
Category A
No standard interval is specified, however, items in this category shall be rectified in
accordance with the conditions stated in the Remarks column (5) of the MMEL.
Where a time period is specified it shall start at 00:01 on the calendar day following
the day of discovery.
Category B
Items in this category shall be rectified within three (3) consecutive calendar days,
excluding the day of discovery. For example, if it was recorded at 10 am on January
26th, the three day interval would begin at midnight on the 26th and end at midnight
on the 29th.
Category C
Items in this category shall be rectified within ten (10) consecutive calendar days,
excluding the day of discovery. For example, if it was recorded at 10 am on January
26th, the 10 day interval would begin at midnight on the 26th and end at midnight on
February 5th.
Category D
Items in this category shall be rectified within one hundred and twenty (120)
consecutive calendar days, excluding the day of discovery.
"Number Installed" (Column 3): The number of the specified items normally installed in
the aircraft. This number identifies the aircraft configuration considered in developing the
MMEL.
Note: The operator's MEL should list the number installed in a particular aircraft.
AL200 MCC
Beech 200
DESCRIPTION Rev. 00
"Number Required for Despatch" (Column 4): The minimum number of the specified
items required for operation provided the conditions defined in Column 5 are met.
"Remarks or Exceptions" (Column 5): This column includes a statement prohibiting

operation or permitting operation with a specific number of items inoperative, provisos
(conditions and limitations) for such operation and appropriate notes.
A note in column 5 indicates additional information and references for crew and/or
maintenance personnel consideration; they are not part of the provisos.
Where references are stated in column 5 these are to identify certain inter-relationships
between the subject item and other MMEL items, AFM material etc. These references are
intended to assist, but not relieve, an operator of the responsibility for determining such
inter-relationships as stated in the Preamble.
Dash (-): This symbol indicates a variable quantity when used in Columns 3 or 4.
Note: The operator's MEL should list the numbers appropriate to his particular
aircraft in Columns 3 and 4.
Asterisk (*): Each inoperative item must be placarded to inform and remind the crew
members and maintenance personnel of the equipment condition. To the extent
practicable, placards should be located adjacent to the control or indicator for the item
affected such that it is clear to the operating crew that it or its associated system is
inoperative.
"Inoperative": A system or item of equipment is deemed inoperative if it malfunctions

such that it does not accomplish its intended purpose and/or is not consistently functioning
within itsdesigned operating limit(s) or tolerance(s).
"(O)": The use of this symbol in Column 5 indicates that an appropriate operating
procedure (or change to an existing procedure) must be established, published and
utilised to maintain the required level of safety while operating under the terms of the
(M)MEL.
Normally, these procedures are accomplished by the flight crew. However, other personnel
may be qualified and authorised to perform certain functions.
"(M)": The use of this symbol in Column 5 indicates that an appropriate maintenance
procedure must be established, published and utilised prior to the first flight undertaken
following discovery of the defect and, if necessary, repeated at specified intervals during
operation under the terms of the (M)MEL to maintain the required level of safety.
Normally, these procedures are accomplished by maintenance personnel. However, other

personnel may be qualified and authorised to perform certain functions.
Note: Where an item is annotated (O)/(M), the "/" is defined as "and/or", which
shows that there may be different options available in respect of the MEL
procedures.
AL200 MCC
Beech 200
DESCRIPTION Rev. 00

Procedures and Techniques 10.00/1
AL200 MCC
Beech 200
TABLE OF CONTENTS ........................................................................................... 10.00/1
GENERAL
Definitions ...................................................................................................... 10.10/1
NORMAL OPERATION
Preface .......................................................................................................... 10.20/1
Preflight procedures ....................................................................................... 10.20/1
Taxiing ........................................................................................................... 10.20/1
Normal Takeoff ............................................................................................. 10.20/2
Departure, Climb and Holding ........................................................................ 10.20/5
Cruise ............................................................................................................ 10.20/5
Descent .......................................................................................................... 10.20/6
Visual Approach ............................................................................................. 10.20/8
Instrument Approach .................................................................................... 10.20/10
Precision Approach ...................................................................................... 10.00/11
DME ARC Approach .................................................................................... 10.20/13
Non-Precision Approach .............................................................................. 10.20/15
Low Visibility Circling Approach ................................................................... 10.20/17
Normal Landing ............................................................................................ 10.20/19
Crosswind Landings ..................................................................................... 10.20/20
Bounced Landing Recovery ......................................................................... 10.20/21
EMERGENCY AND ABNORMAL OPERATION

Training Objectives For A&E List Application ................................................. 10.30/1
Handling of Electrical Malfunctions ................................................................ 10.30/2
Handling of Throttle during One Engine Out Operation ................................. 10.30/2
Departure, Climb and Cruise ......................................................................... 10.30/2
One Engine out Discussion ........................................................................... 10.30/3
One Engine Out Familiarization .................................................................... 10.30/3
Takeoff – Engine Failure After V1 .................................................................. 10.30/6
Emergency Descent ....................................................................................... 10.30/5
AL200 MCC
Beech 200
GENERAL Rev. 00
DEFINITIONS
Speeds
VFO - Flaps operating speed limitation

VFE - Maximum Flaps extended speed
VLE - Maximum landing gear extended speed is the is the maximum speed at which an
airplane can be safely flown with the landing gear extended
VLO - Maximum landing gear operating speed
VMO - Maximum operating speed limit. Airspeed which must not be exceeded.
VS - Stall: the speed at which airflow separation over the entire wing occurs. Speed
depends on weight, configuration, center of gravity and power setting
VTGT - VREF plus wind additions
Target Speed = VREF + ½ steady Wind + Gust Factor, max. 20 kts.
Gust Factor = Gust minus Wind
VY - The best rate of climb speed
VYSE - The best rate of climb speed with one engine inoperative
VX - The best angle of climb speed
VXSE - The best angle of climb speed with one engine inoperative
VM - Clean Maneuvering speed, which is VS x 1,6 in clean configuration at MTOW.
AL200 MCC
Beech 200
NORMAL OPERATION Rev. 00
PREFACE
This section is a pictorials summary and discussion of the training presented in the
simulator and airplane phases. It provides you with a quick reference summary of operating
procedures and training maneuvers for the AL200 Beech 200 airplane.
Conditions beyond the control of the flight crew may preclude following an illustrated
maneuver exactly. The maneuvers are not intended to replace good judgment and logic.
During training the maneuver will be accomplished as illustrated. However, due to conflict
traffic at training airports, ATC traffic separation requirements, and radar vector advisories,
modifications may be necessary.
In order to present optimum training effect to the student for the jet airplane to be flown
after AL-200 training, the procedures are adjusted to jet performance, although turbo-prop
performance would have made different procedures necessary.
PREFLIGHT PROCEDURES
Emergency Equipment and Procedure

The student must be familiar with the use of emergency equipment, the emergency escape
procedures and escape routes.
Familiarization before Flight Training

Location and use of personal equipment such as headsets, smoke mask will be discussed.
Seat adjustments, door operation, use of oxygen equipment will be demonstrated.
Airplane Exterior Preflight Inspection

The exterior inspection as outline in the preflight check serves as guide during training and
line flights to perform the outside check.
Dispatch
Check NOTAMS, weather, file Flight Plan, and check airplane loading. Coordinate fuel
loading if necessary. Inform perations about your departure. Make the necessary entries
at dispatch.
TAXIING
After completing a turn, and before stopping, straighten the nose wheel, relieving tire and
structural twisting stresses.
At idle power, the airplane may accelerate to higher taxi speed than desired. Do not ride the
brakes to prevent high taxi speed. Allow the airplane to accelerate, and then use idle
reverse smoothly to slow down, release reverse smoothly and repeat the sequence.
AL200 MCC
Beech 200
AL200 MCC
Beech 200
NORMAL TAKE OFF
General
Takeoff characteristics of Turbo-prop airplanes are somewhat different from those of
piston engine types. The acceleration of piston engine airplanes decreases during takeoff
run, whereas a Turbo-prop exhibits a nearly constant acceleration. The AL200 Beech 200
needs a more pronounced rotation and a steeper body angle during climb out.
The normal takeoff is usually performed as a noise abatement takeoff. Therefore, in this
section the noise abatement takeoff is described as normal takeoff.
Takeoff Roll
The normal takeoff roll from static position is normal for training flights. When the takeoff
roll is started with brake release, keep the airplane on centerline with rudder pedal
steering. Due to power asymmetry, right rudder input is required.
Note: Caution is required when parking brake is set after the airplane has entered the
take off runway.
After familiarization with static T/O technique a rolling takeoff is recommended.
Rolling takeoffs are performed without stopping on the runway. As the airplane rolls onto
the runway, smoothly advance the throttles to 800 ft lbs to allow the engines to stabilize
and proceed as above.
On a normal take-off, to counteract the pitch up moment during thrust application, apply
forward pressure for a smooth riding nose wheel at the start of the take-off roll until
reaching 60 kt.
Once the thrust levers are set, the CM1 checks that the thrust is set by 60 kt, and calls
"TAKE OFF POWER SET".
The “SEVENTY KNOTS” call by the CM1 requires the CM2 to crosscheck speed on his
instrument and respond “CHECK”. This response also serves as an incapacitation check.
The CM1 calls ”V1". At V1, the Captain removes his hand from the thrust levers. The CM1
calls “ROTATE”.
Rotation and Liftoff

As the airspeed approaches VR, the control column is moved from neutral position slightly
back. The PF will rotate the airplane at VR steadily and smoothly to approximately 7
degrees nose up. After liftoff continue rotation to ~ 15 degrees nose up. The pitch attitude
has to be adjusted after liftoff to maintain V2 + 15 kts or the desired climb and acceleration
rates.
In case of an engine failure, the pitch attitude is approximately 7º
AL200 MCC
Beech 200
Thrust Reduction Altitude
At the thrust reduction altitude, select the thrust levers to 1900 RPM TQ 2000. The PF will
have to pitch down depends on the amount of thrust decrease.
Acceleration Altitude
At the acceleration altitude, accelerate the aircraft and select flaps 0%.The minimum
speed for moving the flap lever to 0% is 130 kts. The PM positively cross checks that the
speed is above the minimum before moving the flap lever. Then accelerate to 160 kt.
Once the aircraft is in the clean configuration and workload permits, PF call for the After
Take-off checklist
Crosswind Takeoff
The student pilot should preset aileron into the wind. Maintain a crosswind correction until
after liftoff as required to hold the wings level. Use rudder to stay on centerline.
During rotation hold the control wheel and rudder in the displaced position to keep the
wings level during liftoff. The airplane is in a sideslip with crossed controls at this point. A
slow, smooth recovery from this sideslips is accomplished after liftoff.
AL200 MCC
Beech 200
DEPARTURE, CLIMB AND HOLDING
Condition Climb Performance IAS

Turn after Takeoff (at or
above 400 ft AGL max. --- V2 + 15 kts
bank 25º)
Area Departure and Up to FL 100 – 160 kts
TWO ENGINES
Enroute Climb Speeds FL 100-200 – 140 kts *
---
FL 200-250 – 130 kts *
Above FL 250 – 125 kts *
Turbulence --- 177 kts
Holding --- 163 kts
* Bank limit 15º
DEPARTURE, CLIMB AND HOLDING
Maneuvering after Takeoff

The target speed after takeoff is V2 + 15 kts. This speed provides a safe margin above the
stall speed for 30º bank angle with a 15º bank overshoot.
If a close-in-turn is necessary after takeoff, make the turn before initiating flap retraction
using V2 + 15 kts. V2 + 15 will provide the minimum radius of turn.
Follow flap retraction speed schedule when close-in-turn is completed.
Climb Power Setting

Determine FL (Recommended Cruise Power Chart) to which max torque is permissible.
Monitor ITT.
It is recommended to adjust climb power up to this level. Then leave the throttle at this
position. Keep monitoring ITT.
At level off the resulting torque will correspond to the value of the Recommended Cruise
Power Chart.
CRUISE
Airplane Trim Technique

During acceleration at 130 kts rudder trim may be set to NEUTRAL. Aileron trim input may
be necessary during further acceleration.
Caution: To prevent unwanted roll at autopilot disconnected, do not apply aileron trim
with the autopilot engaged.
To correct an out-of-trim condition:
Disengage autopilot! The required input cannot be determined while AP is engaged.

Check, and if necessary, set same torque value on both engines.
Set aileron and rudder trim to zero.
AL200 MCC
Beech 200
Level the wings with the control wheel, using bank reference on the attitude indicator,
natural horizon or a combination of both. DO NOT TRIM.
With wings held level, check the ball. Center the ball with smooth rudder application and
apply rudder trim to relive rudder pedal force.
Trim off wheel force with aileron trim. The wheel should be approximately centered for a
normal airplane.
Engage autopilot.
NAV Setting
To reduce work load, it is desirable to use all facilities the AL-200 NAV system offers.
Following basic NAV setup is recommended:
EHSI BRG pointer best on ADF

CRS select actual desired course (VOR or RNAV).
RMI both pointers on VOR (1 and 2)
DME Receiver on N. 1 or N. 2.
Additional Settings:
EHSI CRS 2-3 NM before VOR / WAYPOINT select next desired course (previously
select HDG mode on F/D)
DME DME-HOLD for airport DME during approach only.
DESCENT
Speed Schedule
Normal Descent: 1.500 FPM and VMO – 10 KIAS above 15.000 ft
1.100 FPM and 220 KIAS from 15.000 ft to 10.000 ft
1.000 FPM and 160 KIAS from 10.000 ft to IAF
Turbulence penetration: 177 KIAS up to 20.000 ft

For each 1.000 ft above 20.000 ft decrease speed by 2 kts
Enroute Descent
Maintain cruise altitude till the proper Top of Descent (TOD) (distance/or time out) for the
planned descent is reached. Then descend according to the selection airspeed schedule.
Recommended Descent Procedure

Rate of descent is primarily dependent upon power, drag, airspeed schedule and gross
weight. Operational factors and/or terminal area procedures may not permit to follow the
optimum descent schedule. Terminal area requirements should be incorporated into the
basic flight planning, but ATC, weather conditions, turbulence and other traffic may require
adjustments to meet the new requirements.
AL200 MCC
Beech 200
If possible plan for a continuous descent approach (CDA). To determine the top of descent
calculate the track miles to the airport including the desired approach procedure for the
runway in use. Calculations should be based on a 3º glide path angle.
Wind correction per 10.000 ft:
Add/subtract 2 NM per 10 kts average tail/headwind component.

Example: Airplane in FL 200
Average tailwind component 15 kts.
Add 6 NM to still air TOD calculation.
A correction of 3-5 NM has to be made for deceleration and configuration change.

X-check your descent profile with own NAV-aids or radar assistance using following
method:
Height to loose x 3 = track miles to go (plus addition for configuration change).
For example: For airport at MSL:

FL 100 x 3 = 30 NM track distance plus addition.
AL200 MCC
Beech 200
VISUAL APPROACH
AL200 MCC
Beech 200
VISUAL APPROACH
General
The recommended landing approach path appr. 2½ º to 3º is based on the instrument
landing system (ILS). Once the final approach is established, the airplane configuration
remains fixed and only small adjustments need to be made to stay on glide path, approach
speed and trim. This results in the same approach profile nearly under all conditions.
Power
The throttles must be thought of as a primary speed control in coordination with elevator to
control attitude, rate of descent, and approach profile. When on final keep one hand on the
throttles. This will result in automatic reaction to small power requirements and no large
changes should be necessary except when performing a go-around. No reduction is
required when extending landing gear or when extending flaps to 40% or Full. On final
when prop is set to high RPM, the resulting torque drop has to be adjusted for by a slight
power increase.
Downwind and Base Leg

Complete the APPROACH checklist prior to arriving over the initial approach fix, or when
entering downwind. Fly at an altitude of 1.500 ft above the runway elevation and enter
downwind with flaps 40º (see flight pattern diagram), maintaining a track parallel to the
landing runway approximately 1 ½ NM. When abeam threshold extend gear. Retrim to
maintain zero elevator forces at all times. When turning onto the base leg, maintain Speed
Vref + ½ wind + gust factor while descending on the base leg with 600 to 700 ft/min.
Extended the flaps to Full when turning final, reduce to target speed, request final checks.
During extension of flaps, maintain the flight profile with pitch control; allowing the speed to
decrease to target speed and trimming elevator force to zero.
Final Approach
Mentally determine the target airspeed suitable for existing conditions. Allow airspeed to
decrease to target speed. Make power changes as required to hold target speed and the
desired rate of descent.
Retrim the elevator to maintain zero elevator force on final. Stabilize the airplane on the
selected approach airspeed with a constant rate of descent 600 ft/min on the desired glide
path, in trim.
For a normal straight in approach, the landing configuration (gear down and Full flaps) is
established early on final approach (at above 1.000 ft AGL)
Stabilize on VTGT and descent profile with airplane in trim.
High, low, or offset corrections should be made as early in the approach as possible, in
order to be in stabilized condition through the last 1.000 ft of the approach.
Maintain a constant glide path profile and proper rate of descent coordinating pitch attitude
with power changes.
AL200 MCC
Beech 200
INSTRUMENT APPROACH
General
All instrument approaches require certain basics in common. These are good descent
planning, careful review of the IAL chart, accurate flying and good crew coordination.
The APPROACH checklist should be completed prior starting the instrument approach due
to workload considerations.
Wind and Speed Consideration
The target speed is the speed that should be flown when in landing configuration.
The recommended approach speed wind correction is ½ the steady wind plus all of the gust
value, based on tower reported winds. The maximum wind correction should not exceed 20
knots.
It is recognized that the actual wind encountered on the approach may vary from that
reported by the tower due to terrain or weather related factors. However, unless actual
conditions are know, i.e. reported wind shears or know terrain induced turbulence areas, it
can be considered reasonable for convenience of operation and to avoid additional cockpit
workload to adjust the approach speed by the “1/2 steady wind plus gust factor” values
as reported by the tower. Wind corrections are made for any steady wind in the forward
180º arc (+90 on each side of the runway heading).
When the wind is reported calm or light and variable, and no wind shear exists, VREF + 5
knots is the recommended target speed on final, bleeding off the 5 knots as the airplane
approaches threshold.
AL200 MCC
Beech 200
PRECISION APPROACH
AL200 MCC
Beech 200
PRECISION APPROACH
General
Flight patterns and procedures as given on preceding pages may be modified to suit local
traffic and ATC requirements.
Raw Data
The EHSI is the primary navigational instrument used during a raw data ILS approach. All
ILS navigational references are displayed on the EHSI. The airplane is maneuvered so as
to place the symbolic airplane on the center of the EHSI. The course deviation bar will
represent the ILS localizer inbound magnetic course is selected using the course selector.
When inbound in the procedure turn, the localizer intercept angle can be easily determined
by the relationship of the symbolic airplane to the course deviation bar. Keep the nose of
the symbolic airplane pointed to the top of the course deviation bar. This will place the
airplane on the correct intercept angle.
The bearing to the locator beacon/VOR on final shows the position, at which you will
intercept, the localizer. So, when vectored, x-check the bearing pointer and adjust the
intercept angle if necessary.
Localizer
As the course deviation bar starts to center, bank the airplane to keep the nose of the
symbolic airplane pointed to the top of the course deviation bar. This technique will provide
a very smooth intercept and roll out on course. In a strong crosswind it will be necessary to
adjust the heading a few degrees into the wind. After capture, keep the localizer deviation
bar centered.
When tracking inbound, only small bank angles up to 10º will be required to stay on the
localizer.
Glide Slope (and Airspeed)

With GS captures select Go Around altitude on “Altitude ALERT”.
Establish the airplane on the glide slope and get in trim. For the final approach, use power
to hold the airspeed. Use the elevator to maintain or correct back the glide slope. If the
desired airspeed is established early, the elevator only may be used for staying on glide
path while the airspeed to change +/- 5 kts before moving the throttles. The rate of descent
will vary with the glide slope angle and ground speed.
AL200 MCC
Beech 200
DME ARC APPROACH
General
During approaches and departures, a DME arc is sometimes flown around the station at a
specific distance
Arc Interceptions
The arc will be intercepted from a radial, inbound or outbound at a specific DME indication
(Distance of Lead).
1 NM (≤ 180 KT)
DOL 0 DME Arc +/- (X) NM X = 1,5 NM ( ≤ 210 KT)
2 NM (≤ 250 KT)
Initiate the turn at DOL and monitor the RMI indication, to roll out 5º before wingtip position
is reached.
Maintaining Arcs
Maintain heading until RMI indication has changed by 10º (5º behind wingtip position). Turn
towards the station to place the bearing pointer again 5º ahead of the wingtip position.
Distance Correction
Under wind conditions an additional heading change is necessary to correct the offset.
For each 0,5 NM deviation away from the desired arc turn 10º towards the station. If the
offset is towards the station maintain heading until the correct distance is reached.
Note: Depending on size of the arc, ground speed, airplane position, position
relatively to the arc, etc. the rates of deviation will change. Vary the amount of
correction accordingly.
AL200 MCC
Beech 200
Radial Interception from an Arc

Determine the Angle of Lead (OAL) by the rule of thumb:
TAS
AOL = : DME Arc
3
To find the lead point, where to start intercepting the desired radial
AL200 MCC
Beech 200
NON PRECISION APPROACH

AL200 MCC
Beech 200
NON PRECISION APPROACH
General
Common non-precision approaches are based on VOR, NDB, ILS w/o GP or SRE, at most
airfields combined with a DME station.
The initial approach is the same as for precision approaches.
At the FAF, set the Go Around Altitude on ALTITUDE ALERT and start your final descent
with the pre-calculated rate of descent.
Note: If DME is not available calculate your ROD by 5 x GS prior starting the
approach.
Check your rate of descent by using the GS Mode on the DME indicator. Try to establish a
continuous descent following the nominal glide path down to MDA. Use DME for descent
control (1 NM/300 ft)
When approaching MDA prepare for level flight.
When visual contact can be established early enough to execute a normal approach, leave
MDA for landing, otherwise initiate GA/MA upon reaching MAPt.
Lateral Offset Approach
For an offset correction, the following procedure is recommended:
Estimate a point on the extended centerline of the landing runway halfway from runway,
and use this as a point-of-aim. Steer towards this points, maintaining TGT and way, and
descent profile, avoiding large bank angles. Start a rollout onto the centerline of the
runway when passing extended runway edge line. This is necessary to compensate the
airplane’s turn-radius.
If an alignment correction cannot be safety performed, execute a go-around.

AL200 MCC
Beech 200
LOW VISIBILITY CIRCLING APPROACH

AL200 MCC
Beech 200
LOW VISIBILITY CIRCLING APPROACH
General
The published instrument approach procedure shall be followed down to the circling
altitude, using circling configuration, (i.e. Gear down, flaps 40%, final checklist read to
flaps).
At MDA, with the runway in sight, turn 45º when level off, start time, after 30 seg, turn
downwind heading.
Drift correction on downwind will be necessary ; position abeam landing threshold must be
checked visually.
The downwind extension is 3 sec per 100 ft circling height above aerodrome minus ½ TWC
in sec for wind compensation prior turning base.
Target of pattern arrangement on base leg is to achieve a standard final descent with a
minimum of controls inputs.
From a point 90º relative to runway heading the remaining flight time to touchdown is 60
seconds, which would require an average sink rate in the range of 600 to 900 ft/min. Final
flap selection is performed prior to start of descent to allow for proper speed reduction
without significant change of power setting.
Descent below circling altitude shall not be initiated unless
The airplane remains clear of clouds, and

Adequate clearance from terrain and obstructions is assured, and
The airplane has arrived at a position from which a normal approach profile can be
followed to the runway-in-use, and
Either the approach threshold of such runway or the approach lights or markings
identifiable with such runway are clearly visible.
If sight of the aerodrome is lost for more than few seconds, or if adequate visual reference
to the ground cannot be maintained, or if a safe landing cannot be performed, the pilot shall
join the missed approach procedure for the instrument runway.
If required, make initial climbing turn towards the runway. Remain within the circling area
until obstacles are cleared, and contact ATC. (Doc. 8168 ICAO)
AL200 MCC
Beech 200
NORMAL LANDING
Final
Arrive over the threshold at a speed of VREF + Wind Correction
Passing 50 ft height, reduce power smoothly, slowly lift the airplane nose. This gradually
decreases rate of descent. Take advantage of the ground effect and bleed off speed.
As the airplane approach the touchdown point, throttle should be retarded to idle and
maintain the descent profile to touchdown. Landing flare should be performed by use of
steady elevator input.
Note: Over controlling or oscillating elevator and trim lead to a bounced landing
Do not trim for touchdown. Combined elevator and trim inputs might lead to over
controlling.
Landing Roll
Use rudder to hold the airplane on centerline. Displacing the aileron into the wind will assist
in directional control. The aileron and rudder controls are effective down to approximately
60 kts.
Expect an extreme weather vaning effect crosswind conditions
Reverse Power
After touchdown immediately lower the nose by pushing the control wheel forward.
Note: The reverse lockout system prevents reverse power application while
airborne by nose and/or left main gear switch actuation.
Apply reverse power as required by operational circumstances.

At 40 kts gradually reduce to the idle reverse power.
Note: Maintain this throttle position because moving the throttles fast to the idle
position will cause acceleration again.
AL200 MCC
Beech 200
CROSSWIND LANDINGS
“Crab” and “Sideslip”
After passing threshold, change smoothly from “crab” to the “sideslip” method (low wing).
Touchdown may be made with the upwind wheel touching down first. Thereafter, lower the
downwind and nose wheel. Then hold the required aileron into the wind and increase
deflection as speed decreases.
Lateral and Directional Control

Use rudder to hold the airplane on centerline. Aileron deflection will assist in directional
control.
With either method of performing a crosswind landing, oscillation, over control or under
control laterally can cause difficulties. Hold a relatively steady control wheel input. Any
downwind lateral control inputs or control oscillations can allow the wind to get under and
raise the upwind wing.
Caution: Expect and extreme weather vaning effect in crosswind condition. Use of
reverse thrust is not recommended.
Apply differential power to assist in directional control.
Brakes
Optimum braking is achieved with the airplane weight equally distributed on the wheels.
Reverse Power
On a slippery runway reverse power and a crosswind can drive the airplane off centerline.
Once the airplane veers into the wind the reverse power component force adds to the
crosswind component force and aids in skidding the airplane off the runway. To correct this,
reset all engines to idle power and return to centerline. Use differential braking as
necessary. After turning to centerline use symmetrical reverse power and brakes as
necessary.
AL200 MCC
Beech 200
BOUNCED LANDING RECOVERY
During training, a bounced landing might occur. A bounced landing will not be performed
deliberately. This section is intended for discussion only.
Recovery
Hold or re-establish normal landing attitude and add power as necessary to control the rate
of descent. If only a shallow bounce (skip) occurs, do not increase power.
Do not push over, as this will only cause another bounce and possibly damage the nose
gear.
Do not increase the pitch attitude above normal as this only increases the height of the
bounce and may cause entry into a stall. This results in a second hard touchdown. As the
airplane touches down the second time, use the normal landing procedures.
If a hard high bounce occurs and excessive runway is used, a go-around is mandatory.
Apply go-around power and use normal go-around procedures. A second touchdown may
occur during the go-around.
Caution: Do not retract the landing gear until a positive rate of climb is established.
Discussion
Poor approaches will often result in poor landings.
A smooth touchdown can occasionally be made out of a poor approach. However, good
landings are made consistently only from proper approach.
Hard or bounced landings are generally made from high approaches at higher than normal
rate of descent with excessive and/or late rotation. Plan ahead and monitor the approach
angle so that steeping the glide path is not necessary.
If the airplane is below the glide path, any excessive speed above VREF must be used to
bring the airplane back into the slot by raising the nose and allowing the speed to reduce
towards VREF. Add power as necessary to prevent the airspeed from dropping below
VREF.
When approaching high on glide slope, extra airspeed above VREF must be maintained.
This combined with an early and smooth rotation should result in a smooth landing. This
sequence requires very good judgment of the amount of excessive speed and height at
which to start the rotation. Any error results in a poor landing. Steep approaches are not
recommended. Intercept the normal glide path and establish a normal approach.
A normal approach in conjunction with an early rotation might result in a hard but rarely
bounced landing.
AL200 MCC
Beech 200
EMERG. & ABNORMAL OPERATION Rev. 00
TRAINING OBJECTIVES FOR EMERGENCY AND ABNORMAL LIST APPLICATION
Sample for Crew Coordination during Initiation and Application of Emergency and
Abnormal List
(Engine fire or damage)
MONITORED ACTIONS
PF PM
When ready, request initiation of procedure
by announcing “START PROCEDURE”
Place hand on related lever and announce

“FUEL SHUTOFF LEVER No __ OFF”
Verify that the correct Fuel Shutoff Lever is Move the Fuel Shutoff Lever and announce
selected and announce “No ___ “OFF” when this position is reached
CONFIRMED”
READ-AND-DO ACTIONS
PF M
Read the required action, when PF is
attentive: “Bleed Air Sw. No __ CLOSE”.
Pay attention to procedure progress. Place switch to assigned position, then report
“CLOSE”
AL200 MCC
Beech 200
HANDLING OF ELECTRICAL MALFUNCTIONS
Check of CB’s is a recommended first action in case of system malfunctions. It is not

mentioned in the abnormal procedures.
For “CIRCUIT BREAKER RESET PROCEDURE” refer to supplementary procedures.
TRAINING CONDITIONS FOR SIMULATED ONE ENGINE OUT OPERATION
IN PREPARATION
HANDLING OF THROTTLE DURING ONE ENGINE OUT OPERATION
It is recommended to move the throttle of the “dead engine” parallel to the throttle of the
operative engine to avoid flying with the deactivated throttle related gear warning system.
DEPARTURE, CLIMB AND CRUISE
Condition Performance IAS

Takeoff Climb
V2 Speed Cursor
(max. bank 15º)
ONE ENGINE
Area Departure
-- 130 kt
Or Enroute Climb
BOTH ENGINES Prop feathered

Best Glide Speed 135 kt
FLAMEOUT Clean Configuration
AL200 MCC
Beech 200
ONE ENGINE OUT DISCUSSION
Airplane response
If an engine failure occurs on the ground during takeoff, yaw is the first noticeable airplane
reaction. In flight, roll towards the failed engine is the first indication of an asymmetric
condition. In instrument flight conditions, roll (resulting from yaw) is usually the first
noticeable airplane response.
Flight Instrument indications In-flight

Until corrective action is initiated, the attitude indicator will show a roll towards the failed
engine, the “ball” will be deflected opposite to the failed engine.
Pilot Reaction
Any engine failure should trigger the same sequence of actions. Apply aileron and rudder to
counter the power asymmetry, center the ball, control flight path and airspeed. After the
airplane is stabilized and trimmed, accomplish the appropriate engine failure procedure.
Rudder and lateral Control

To counter the power asymmetry due to an engine failure in flight, aileron input is applied
first to hold the wings level. Then, rudder pressure is required on the side of the operating
engine to maintain directional control.
If the power loss occurs in a turn at minimum flap speed, the bank angle can be held it the
airspeed is maintained. If the airspeed bleeds off below the proper flap speed the bank
must be decreased to 15º.
Power and Airspeed

If not at climb or takeoff power, apply additional power to control the airspeed.
If the failure occurs at an engine limit, lower the nose to maintain airspeed.
Rudder Trim
Lateral control requires high rudder pedals forces by the pilot. The proper way to apply trim
is to hold constant rudder pedal displacement and trim until pedal forces are reduced.
ONE ENGINE OUT FAMILIARIZATION
Objective
The objective of this maneuver is to train the pilot in the recognition of engine failure and
the recommended procedures and techniques for control.
Procedure
As introductory exercise for one engine out establish a speed in clean configuration and
level flight. When established reduce power on one engine to 150 ft-lbs. The PF shall now
maintain at least minimum clean speed, heading and altitude by applying power to
remaining engine and rudder input. To demonstrate correct rudder input, the PF shall hold
the altitude with elevator control and the heading with rudder.
AL200 MCC
Beech 200
To demonstrate the effect of changes in power and airspeed on the required rudder
deflection extended flaps and gear according schedule down to approach speed.
Increasing power at a constant speed requires more rudder deflection and vice versa.
Increasing speed with a constant power setting requires less rudder deflection and vice versa.
TAKEOFF – ENGINE FAILURE AFTER V1
Standard Engine Failure Procedure (Pattern)

AL200 MCC
Beech 200
AL200 MCC
Beech 200
TAKEOFF – ENGINE FAILURE AFTER V1 DISCUSSION
After Liftoff
With an engine inoperative, the initial climb attitude of approx. 4º pitch up will result in a
speed near V2 after liftoff. Indicated airspeed is the primary reference for pitch control,
consequently, the initial climb attitude should be immediately adjusted to maintain V2. If an
engine failure occurs prior to V2, accelerate to V2 and maintain up to 1.000 ft AGL.
If an engine failure occurs between V2 and V2 + 10 kts, maintain speed reached at time of
the engine failure. If an engine failure occurs at a speed higher than V2 + 10 kts, increase
pitch attitude to reduce speed to and maintain V2 + 10 kts up to level off height.
To maintain directional control bank 5º towards the operative engine, using rudder for yaw
control.
Retract the landing gear after a positive rate of climb and FEATHER* the propeller of the
inop engine (Monitored action), then pitch approx. 7º ANU
* 1st PWR Lever – Idle and 2nd PROP LVR – Feather
Standard Engine Failure Procedure

Climb straight ahead to 1.000 ft above aerodrome elevation. Level off and accelerate to 130
kts select flaps up and set MCT power. Climb with 130 kt and advise ATC about further
intentions. Request the Abnormal List. Read the AFTER T.O. C/L. Climb to desired altitude
(e.g. MSA, MGA, MIM HLD ALT).
CREW COORDINATION ENGINE FAILURE AFTER V1
PF PM
Maintain directional control, rotate to takeoff With RA and Variometer increasing,
attitude at VR announce: “POSITIVE CLIMB”
FLY THE AIRPLANE.
Command “GEAR UP” & “FEATHER PROP” Acknowledge “GEAR UP” “FEATHER No__”
Position gear lever up & Feather inop
propeller. (Monitored action).
Check all gear lights out
Climb at V2, limit bank angle to 15º. Monitor engine and flight instruments and
Ask “Memory actions” for Engine Fire or perform “Memory actions”
Damage at 400 ft
Inform ATC (PAN-PAN or MAY DAY)
At 1000 ft AGL accelerate in level flight to Acknowledge “FLAPS UP” and position flap
130kt and command “FLAPS UP” lever accordingly
Command “MCT POWER”
Set MCT power (1.900 TQ & 2.000 RPM)
Maintain climb with 130 kt
Determine next course of action Advise ATC of CM1’s intentions
Request: Appropriate Abnormal List & Read and perform Abnormal List
AFTER TAKEOFF Checklist Read A. T/O Checklist
AL200 MCC
Beech 200
EMERGENCY DESCENT
Loss of cabin pressure will be indicated by a rapid increase in cabin altitude. In severe
cases, unaccustomed noise, fogging due to rapid cooling of the air, ear distress and an
outrushing of air in the lungs will be noticeable. When the cabin altitude exceeds
approximately 11.500 ft, the cabin altitude warning will illuminate.
The most critical need after a depressurization in oxygen. At 25.000 ft, following a rapid
decompression, the crew has about 2-4 minutes time of useful consciousness.
The autopilot may be engaged while donning the oxygen masks. After oxygen masks are
on, and communications are established, determine the cause of pressure loss, if possible.
There are two possible causes of rapid decompression: a malfunctioning pressurization

control system, or airframe damage in the fuselage’s pressurized area, indicated with a
rapid loss of cabin pressure at continued high rate, evidenced by the cabin rate of climb
indication and prolonged ear distress.
Pilots must be familiar with the entire procedure. The success of this maneuver depends to
a great extend upon the crew’s ability to communicate and coordinate while wearing an
oxygen mask.
If structural integrity is in doubt, limit speed as much as possible, preferably at or below the
existing speed at the time of the problem and avoid high maneuvering loads.
PM will re-check minimum enroute altitude (MEA) or minimum grid altitude (MGA). Notify
ATC. If necessary, obtain altimeter setting and call out altitudes approaching level off.
Level off at 10.000 ft or MEA/MGA, whichever is higher.
At approximately 2.000 ft above level off altitude, smoothly raise the nose of the airplane to
reduce the rate of descent to approximately 2.500 fpm. At 1.000 ft above set power to
approx. 250 ft lbs. Perform normal level off. As speed decreases to 181 kts raise gear, if
extended, and apply power as necessary to continue the desired flight profile.
After Level Off.
Re-check pressurization system and evaluate the situation.
Do not remove the crew oxygen masks if cabin altitude remains above 13.000 ft.
Determine new course of action based on weather, oxygen, fuel remaining and available
airport. Obtain new ATC clearance.
Cockpit 11.00/1
AL200 MCC
Beech 200
Flight Deck Rev. 00
Cockpit 11.00/2
AL200 MCC
Beech 200
Flight Deck Rev. 00
Cockpit 11.00/3
AL200 MCC
Beech 200
Overhead Panel Rev. 00
Cockpit 11.00/4
AL200 MCC
Beech 200
Pedestal Rev. 00
Airplane systems
AL200 MCC
Beech 200
TABLE OF CONTENTS............................................................................................ 12.00/1
AIRCRAFT GENERAL.............................................................................................. 12.10/1
AIR CONDITIONING AND PRESSURIZATION....................................................... 12.21/1
AUTOMATIC FLIGHT ............................................................................................... 12.22/1
COMMUNICATIONS ................................................................................................ 12.23/1
ELECTRICAL POWER ............................................................................................. 12.24/1
FIRE DETECTION AND PROTECTION .................................................................. 12.26/1
FLIGHT CONTROLS ............................................................................................... 12.27/1
FUELING .................................................................................................................. 12.28/1
ICE AND RAIN PROTECTION ................................................................................ 12.30/1
LANDING GEAR AND BRAKES.............................................................................. 12.32/1
LIGHTS .....................................................................................................................12.33/1
NAVIGATION............................................................................................................ 12.34/1
OXYGEN ................................................................................................................. 12.35/1
POWER PLANT........................................................................................................ 12.70/1
MISCELLANEOUS ................................................................................................... 12.80/1

Airplane systems
AL200 MCC
Beech 200
AIRCRAFT GENERAL Rev. 00
GENERAL
The AL200 Beech 200 airplanes are pressurized, all-metal, low-wing, twin-engine, turboprop
airplanes with retractable landing gear. They are powered by 850 shp Pratt and Whitney
PT6A series engines. They seat six to eight people including the crew.
STRUCTURES
General
Most of the airplane structures are fabricated of high-strength aluminium alloy, with steel,
glass fibre, and other materials used as needed. The airplane structure consists of fuselage,
wings, and empennage. The discussion on the fuselage includes the doors and windows.
Airplane systems
AL200 MCC
Beech 200
CABIN DOOR
CAUTION
Structural damage may occur if more than one person is present on the airstair cabin
door at one time. The door is weight limited to 300 pounds.
An airstair cabin door, hinged at the bottom, provides a stairway, for normal and emergency
entrance and exit. Refer to Figure 2-8. In the closed position, the door becomes an integral
part of the cargo door. The cabin door is provided with steps, two of which fold flat against
the door in the closed position. A step folds down over the doorsill when the door opens to
provide a platform (step) for door seal protection.
A plastic-encased cable provides a handhold and support for the door in the open
position and a convenience for closing the door from inside. R Two plastic-encased cables
provide a handhold and support for the door in the open position and a convenience for
closing the door from inside.
A hydraulic damper permits the door to lower gradually during opening. A rubber seal
around the door seals the pressure vessel while the aircraft is in flight. The door locking
mechanism is by either of the two mechanically interconnected handles, one inside and
the other outside the door. When either handle is rotated, three rotating cam-type latches on
either side of the door capture posts mounted on the cargo door.
A button adjacent to the door handle must be pressed before the handle can be rotated to
open the door. A bellows behind the button is inflated when the aircraft is pressurized to
prevent accidental unlatching and/or opening of the door. A placard adjacent to the window
instructs the operator that the safety lock arm is in position around the bellows shaft that
indicates a properly locked door. Pushing the red button adjacent to the window will
illuminate the inside door mechanism. T3
A DOOR UNLOCKED annunciator on the caution/advisory panel will illuminate if the door
is not closed and all latches fully locked.
A DOOR UNLOCKED warning light on the caution/advisory panel will illuminate if the door
is not closed and all latches fully locked. The cabin door opening is 21.5 inches wide by 46.0
inches high
CARGO DOOR.
A swing-up cargo door, hinged at the top, provides access for loading cargo or bulky items.
Refer to Figure 2-8. The cargo door opening is 52.0 inches wide by 52.0 inches high. After
initial opening force is applied, gas springs will completely open the cargo door
automatically. The door is counter-balanced and will remain in the open position.
A door support rod is used to hold the door in the open position, and to aid in overcoming
the pressure of the gas spring assemblies when closing the door. Once closed, the gas
springs apply a closing force to assist in latching the door. A rubber seal around the door
seals the pressure vessel while in flight. The door locking mechanism is operated only from
inside the aircraft, and is operated by two handles, one in the bottom forward portion of the
Airplane systems
AL200 MCC
Beech 200
door and the other in the upper aft portion of the door. When the upper aft handle is
operated per placard instructions, cam-type latches (two on the forward side of the door and
two on the aft side) rotate, capturing posts mounted on the fuselage side of the door
opening. The bottom handle, when operated per placard instructions, actuates four
pin-lug latches across the bottom of the door. A button on the upper aft handle must be
pressed before the handle can be released to open or latch the door. A latching lever on the
bottom handle must be lifted to release the handle before the lower latches can be
opened. These act as additional aids in preventing accidental opening or unlatching of the
door. The cabin and cargo doors are equipped with dual sensing circuits to provide the crew
with remote indication of cabin/cargo door security.
An annunciator, placarded DOOR UNLOCKED, will illuminate if the cabin or cargo door is
open and the battery switch is on. If the battery switch is off, the annunciator will illuminate
only if the cabin/cargo door is not securely closed and latched. The cabin/cargo door
sensing circuit receives power from the hot battery bus.
Airplane systems
AL200 MCC
Beech 200
WINDOWS.
Cockpit Windows. The pilot and copilot have side windows, a windshield, and storm
windows, which provide visibility from the cockpit. The storm windows may be opened on
the ground or during unpressurized flight.
Cabin Windows. The outer cabin windows, constructed of two-ply stretched acrylic, are of
the pressure type and are an integral part of the pressure vessel. Each cabin window is
equipped with a pull down shade that allows individual adjustment of outside light
transmission.
Airplane systems
AL200 MCC
Beech 200 AIR CONDITIONING AND
Rev. 00
PRESSURIZATION
ENVIRONMENT CONTROL
Cabin Comfort
The cabin comfort

control panel is
located to the left of
the copilot’s control
wheel. None of the
buttons have any
effects.
In an aircraft, they
would work as follows:
• MASTER (bottom left): Switches the whole system on or off.
• MODE (top left): In position MAN, heating or air conditioning are controlled manually by
means of the MANUAL two position switch. In position AUTO the temperature selected by
means of the TEMP encoder will be set automatically.
• MANUAL (top right): In position A/C, cooling is on; in position HTR, heating is on.
• DEHUMIDIFIER (bottom right): In position ON it removes excess humidity from the cabin.
• TEMP: Serves to select the desired temperature.
Cabin Pressurization
Obviously, the simulated pressurization system does not

change the conditions in the flight trainer; but instruments will
react to the chosen settings and system failures can be
simulated.
The indicators are located on the overhead panel, the controls

to the right of the indicators.
The TEST switch serves:
• to test the system (TEST),
• to evacuate air from the cabin rapidly (DUMP). The cabin is

no longer pressurised: cabin pressure = outside pressure.
• or to have the system operate normally (NORMAL).

The lower of the three-position toggle switches serves
• to switch on the system (PRESSURIZED AIR),

Airplane systems
AL200 MCC
Beech 200 AIR CONDITIONING AND
Rev. 00
PRESSURIZATION
• to switch it off and supply the cabin with outside air (OUTSIDE AIR)
• or to have air circulate within the cabin, for example to prevent exhaust fumes from
entering the cabin while on the ground (RECIRCULATED AIR).
The rotary encoder VARIOMETER serves to determine the

permitted variation in cabin pressure.
It changes the position of the cabin variometer’s triangle-tipped

needles. If the system works correctly, the changes in cabin
pressure will remain within the range limited by these needles. The
cabin variometer’s thick needle shows the actual change in cabin
pressure.
The rotary encoder ALTITUDE serves to determine the desired

pressure altitude in the cabin. The selected setting will be indicated on
the instrument CABIN CONTROLLER. The flight altitude selected with
the rotary switch is indicated on the lower scale, the upper scale
indicates the cabin altitude that can be maintained inside the aircraft
for the selected altitude.
The actual cabin altitude will be displayed on the cabin altimeter:
The outer scale shows the pressure altitude within the cabin in
feet. The scale is graduated from 0 to 25,000 ft (numerals on the
scale x 1000) with an increment of 100. The green arc goes from 0
to 10,000 ft, the yellow arc from 10,000 to 25,000 ft.
The inner scale shows the difference between the pressure in the
cabin and the outside pressure in psi. The scale is graduated from
0 psi to 6 psi with an increment of 1. The green arc goes from 0 psi
to 5.2 psi, the red radial indicating maximum difference is at 5.2 psi and the yellow arc goes
from 5.2 psi to 6 psi.
Airplane systems
AL200 MCC
Beech 200 AUTOMATIC FLIGHT
Rev. 00
AUTOMATIC FLIGHT
The autopilot is a 3-axis system with flight director and yaw damper. The flight director can
be active without the autopilot.
Flight Director
The flight director is engaged by means of the push buttons on the autopilot control panel
situated on the pedestal:
FLT
The flight director offers visual information on the attitude indicator, which helps the pilot to
guide the aircraft.
The flight director’s guidance bars can be displayed either as a cross or as an inverted V.
Which mode is active depends on the setting in the instructor station’s “Aircraft Window”.
Depending on which mode has been selected, the flight director works slightly differently:
In mode V-bars, pushing FLT DIR displays information in the form of orange bars that helps
the pilot to maintain the aircraft’s current state, i. e. heading and altitude or vertical speed.
You need to keep the orange triangle that symbolizes the aircraft just under the FD’s
guidance bars to maintain the current state.
Automatic Flight
In mode crossbars, pushing FLT DIR only prepares the system. You need to push ALT to
display the horizontal line that gives pitch information. If you push HDG SEL the vertical line
for heading information will be displayed as well. So, in order to have the complete cross,
FLT DIR, ALT and HDG SEL need to be engaged.
Autopilot
Autopilot Control Panel

The autopilot control panel is
situated on the pedestal.
CONNECTED TO
HSI 1 HSI 2
UP
DOWN
HDG
HDG
Airplane systems
AL200 MCC
Rev. 00
It consists of the following elements:
• Toggle switch CONNECTED TO HSI 1/HSI 2:

Depending on the position of this switch,
the autopilot in NAV and APPR mode works either
with the information received from the
pilot’s HSI (HSI 1) or the copilot’s HSI (HSI 2).
• Rotary switch HDG: It serves to set the heading

select bug (the orange marker in position “north” on
the picture below) on the HSI. It does not make any
difference whether you set the bug with the switch
on the autopilot panel or the switch on the HSI.
• Switch DOWN/UP for the autopilot’s pitch trim: This switch allows you to change the
aircraft’s pitch attitude with the autopilot engaged. If the autopilot is in altitude maintain
(ALT) mode, you need to disengage this mode before using the trim switch.
• Push buttons for setting the autopilot’s modes (see next section.)
Autopilot Modes When one of the modes is being engaged, an aural signal will sound. When
a mode is active, the corresponding push button on the pedestal is illuminated and there will
be an indicator above the attitude indicator.
This is the complete indicators’ panel:
The following modes are available:
• FLT DIR: This button activates the flight director (FD).
• AP: This button activates the autopilot (AP) as well as FD and yaw damper (YD) if they
have not been active before. If no other mode is engaged, the AP will maintain the current
pitch attitude and the wings level.
• YD: This button activates the yaw damper.
• HDG SEL: In heading select mode the autopilot searches and follows the heading set with
the orange heading bug on the HSI. To use heading select mode, set the heading bug to the
desired heading, then engage AP (if not yet active) and HDG SEL. You can also set the bug
with the AP engaged.
Airplane systems
AL200 MCC
Rev. 00
• ALT: In altitude maintain mode the autopilot keeps the aircraft on its current altitude. To
use it, bring the aircraft manually (or, if AP engaged, by means of the pitch trim switch)
to the desired altitude, then activate AP (if not yet the case) and ALT. The autopilot will
maintain the altitude at which the aircraft is when ALT mode is engaged.
• APPR: In approach mode the autopilot follows an ILS’s localizer and glideslope. Use it as
follows:
o Set the aircraft on a course that intercepts localizer and glideslope.

o Set the ILS frequency on one of the NAVs and verify that the autopilot is connected to
o the HSI which is connected to this NAV.
o Activate AP and APPR. APPR ARMED will illuminate while the aircraft is not on the
ILS.
o When the localizer has been captured, HDG SEL will disengage (if engaged before),
APPR ARMED will disappear and APPR CPLD will illuminate.
o When the glideslope has been captured, ALT will disengage (if engaged before), GS
CPLD will illuminate.
o Disconnect the autopilot at 200 feet AGL.
• VS: This mode maintains the vertical speed which you have set either manually or by
means of the autopilot’s pitch trim switch. The autopilot will maintain the vertical speed at
which the aircraft is when VS mode is engaged.
• NAV: In NAV mode the autopilot follows a VOR signal. Use it as follows:
o Set the VOR frequency on one of the NAVs and verify that the autopilot is connected
to the HSI which is connected to this NAV.
o Search the VOR by means of the course pointer on the HSI and set the heading bug
in the desired position.
o Engage the AP, mode HDG and NAV. NAV ARM will illuminate.
o When the VOR signal has been captured, HDG disengages (if engaged before), NAV
o ARM will disappear and NAV CPLD illuminate.
• IAS: In IAS mode the autopilot maintains the aircraft’s current speed (the aircraft’s speed
at the moment of IAS mode engagement).
When one of the modes is being engaged, an aural signal will sound.
Altitude Selector The altitude selector system offers a second method for choosing an
altitude to maintain (in addition to the autopilot panel’s ALT button).
Above the pilot’s altimeter and above the copilot’s airspeed indicator there is an altitude
selector button (marked ALTITUDE SELECT). The altitude arm button (unmarked push
button) is right next to it.
ALTITUDE SELECT
The altitude selected with the altitude selector button is displayed in digital form on the
central panel.
Airplane systems
AL200 MCC
Rev. 00
In order to have the autopilot maintain the selected altitude, turn the altitude selector button
until the display shows the desired value. Then push the altitude arm button. The ALT ARM
annunciator will illuminate. Adjust the aircraft’s pitch attitude in such a way that it aims
towards the selected altitude. When the selected altitude is reached, the aircraft will level out
and remain at this altitude. The ALT HOLD annunciator will be lit.
There are the following aural warnings:
• When climbing, at 1000 feet under the selected altitude.

• At 150 feet above the selected altitude.
• When descending, at 150 feet under the selected altitude.
Airplane systems 12.23/1
AL200 MCC
Beech 200
COMMUNICATIONS Rev. 00
Pilot’s audio control switches
• TRANSMIT three position switch:

• Position 1: The messages are transmitted through the frequency selected on COM1
(the GNS — this is shown by a “TX” that appears when a PTT switch is pushed).
• Position 2: The messages are transmitted through the frequency selected on COM2.
This is shown by a “T” that appears above the display’s decimal point when a PTT
switch is pushed.
• Position off: Turns off the microphone - there is no “T” on either COM display when a
PTT switch is pushed.
• SPK: This button has no effect. (In an aircraft, with the switch in position OFF, the
messages or morse codes chosen with the next switches would be transmitted only in the
headsets and not on the speakers.)
The next switches serve to choose which message or morse code is heard in the cockpit.
• COM1: This button has no effect. (In an aircraft, with the switch on COM 1, the messages
received on the COM 1 frequency could be heard.)
• COM2: This button has no effect. (In an aircraft, with the switch on COM 2, the messages
received on the COM 2 frequency could be heard.)
• NAV1: When set on NAV1 the morse code of the beacon selected on NAV1 can be heard.
• NAV2: When set on NAV2 the morse code of the beacon selected on NAV2 can be heard.
• DME1 and DME2: When set on DME1/2 the morse code of the beacon selected by means
of the DME three-position toggle switch can be heard. As there is only one DME receiver
simulated, both switches have the same effect.
• ADF1: When set on ADF the morse code of the beacon selected on the ADF can be
heard.
Ground Clearance
The ground clearance annunciator button is located on the central

panel. If the battery master switch and the alternators are off, pushing
the button GROUND CLEARANCE will power up the COM2, provided
the COM unit is switched on
Airplane systems
AL200 MCC
Beech 200
ELECTRICAL POWER Rev. 00
ELECTRICAL POWER
The diagram below shows the simulated aircraft’s electrical system with breakers.
The following list shows which system is connected to which bus as well as the respective
current requirements:
• Non-essential bus: Wing light (10A), Tail light (10A), Propeller synchronization (1A),
Airconditioning, Autopilot (2A)
• Hot bus: Exit light (1A), Dome light (low: 0.5A, high: 1A).
• Left ice: Left windshield heat (low: 10A, high: 14A)
• Right ice: Right windshield heat (low: 10A, high: 14A)
• Left main bus: Taxi lights (10A), Taxi + recognition lights (20A), Left pitot heat (5A), Left
ignition (3A), Right ignition (3A).
• Right main bus: “No Smoking” sign (0.5A), “Fasten Seat Belts” sign (0.5A), Landing lights
(10A), Rotating lights (2A), Position lights (2A), Right pitot heat (5A),
• No. 1 avionics bus: Avionics memory (0.1A), DME receiver (1A), COM1 transceiver (1A),
COM2 transceiver (1A), NAV1 receiver (1A), NAV2 receiver (1A), RNAV receiver (1A), ADF
receiver (1A), Transponder (1A), Marker signal reception (1A)
Airplane systems
AL200 MCC
Beech 200
Electrical Controls And Indicators
The battery and both generator switches are located on the

overhead panel.
The battery master switch controls the battery. If the engines

are not running and the master
switch is off, the engines cannot start and all electric
equipment is shut down.
The generator is switched on when the starter switch is in

position GEN.
With both generators out, the battery’s charge will be depleted after approximately 5 minutes
if the non-essential breaker is not pulled and after approx. 15 minutes with the non-essential
breaker pulled. Switching off individual systems will not prolong battery life.
Electrical load for the left and right generator is indicated by ammeters
situated on the overhead panel.
The voltmeter indicates the battery charge. The

normal operation range (green arc) goes from 23.5 to 30 Volts
The inverter power switch is located on the left-hand side of the

overhead panel.
It is a three-position toggle switch. In the middle position none of the inverters is used. On
position 1, the inverter no. 1 produces the power for the instruments, on position 2, the
inverter no. 2.
Next to the inverter power switch is the two-position gyro inverter switch. Depending on its
position, the instruments are connected to the right or left main bus.
Alternator And Ammeter
Electrical load for the left and right generator is indicated by ammeters
situated on the overhead panel.
The voltmeter indicates the battery charge. The normal operation range
(green arc) goes from 23.5 to 30 Volts.
Airplane systems
AL200 MCC
Beech 200
Breakers
• PITCH TRIM (2): Disables the electric pitch trim.
• LANDING GEAR: Gear motor disabled.
• LEFT GENERATION (6): Left generator disconnected from electrical system
• LEFT ICE (4): Not active.
• NON ESSENTIAL (1): Non-essential bus disconnected
• RIGHT ICE (5): Not active.
• BATTERY (3): Battery disconnected. If both generators are off, none of the electric
systems in the simulator work.
• RIGHT GENERATION (7): Right generator disconnected
• LEFT GENE FEED:

o LEFT MAIN (8): Left main bus disconnected from left distribution bus
o N 1 AVIONIC (12): Not active
o RIGHT MAIN (10): Right main bus disconnected from left distribution bus.
• RIGHT GENE FEED:

o LEFT MAIN (9): Left main bus disconnected from right distribution bus
o N 2 AVIONIC (11): Not active
o RIGHT MAIN (13): Right main bus disconnected from right distribution bus
Airplane systems
AL200 MCC
Beech 200
FIRE DETECTION AND PROTECTION Rev. 00
FIRE DETECTION AND EXTINGUISHING SYSTEM
In case of engine fire (simulated by means of the instructor station’s failure window), the cor-
responding annunciator(s) on the warning panel will begin to flash and the master warning
will engage. If the master warning is acknowledged, it will extinguish and the fire annunciator
will remain constantly illuminated until the fire is out.
A fire extinguisher is simulated for each engine. The buttons are located on the overhead
panel. In order to prevent indadvertent use of the extinguishers, the buttons are protected by
a plastic cover which needs to be lifted before pushing the button.
Once a fire extinguisher has been used, it becomes inoperative and the corresponding
annunciator will illuminate on the warning panel.
The second fire extinguisher will always discharge into the same engine as the first one.
Airplane systems
AL200 MCC
Beech 200
FLIGHT CONTROLS Rev. 00
FLIGHT CONTROLS
The flight control system consists of primary and secondary controls.
PRIMARY FLIGHT CONTROLS
The Aircraft is equipped with wheel, stick and pedals for both pilot and copilot. The systems
are interconnected.
Wheel Turning the wheel controls roll (i. e. the simulated aircraft’s movement about the
longitudinal axis).
On the wheel there are buttons for disconnecting the autopilot (red) and starting, stopping,
resetting the stopwatch (black) as well the electric pitch trim switch. On the wheel’s back
there is the PTT(push to talk) — the transmission switch for the communications system.
The picture below shows the pilot’s wheel — the copilot’s wheel is its mirror image.
Stick
Moving the stick for and aft controls pitch (i. e. the simulated aircraft’s movement about the
lateral axis). Pushing the stick forward lowers the simulated aircraft’s nose, pulling the wheel
back raises it.
Pedals
The pedals control the simulated aircraft’s rudder and thus its yaw (movement about the
vertical axis) when the aircraft is in the air. On ground the pedals control nose wheel
steering.
The wheel brakes are activated by pressing the upper part of the pedal with one’s toes.
Airplane systems
AL200 MCC
Beech 200
SECONDARY FLIGHT CONTROLS
The secondary flight controls consist of roll trim, pitch trim, yaw trim and the wing flaps.
The manual trim controls are located on the pedestal:
UP
DOWN
PITCH TRIM
PARKING BRAKE
RELEASED
ONW TRIM
The indicators for the trim settings are located on the central panel, just above the fuel
gauge.
Roll Trim
Turn the wheel to the right to trim the aircraft to the right and vice versa.
The green line represents the roll trim’s position, the white line represents the wheel’s
position.
Pitch Trim
Turn the wheel aft to increase the aircraft’s attitude (nose up) and vice versa.
ITCH TRIM
The electric pitch trim switch is on the wheel. Pushings both parts of the switch
simultaneously forward has the same effect as turning the trim wheel forward and vice
versa.
Yaw Trim
Turn the wheel to the right to trim the aircraft to the right and vice versa.
YAW TRIM
Airplane systems
AL200 MCC
Beech 200
LEFT RIGHT
Wing Flaps
The flaps lever is located on the central panel, just below

the flaps indicator. There are three
positions: up, approach and down.
The lever must be pulled before it can be moved up or

down. When the lever is put in one of the positions, the
flaps will move into the corresponding position
UP 20
TAKEOFF
AND
APPROACH
Airplane systems
AL200 MCC
Beech 200
FUELING Rev. 00
FUEL SYSTEM
In the AL200 Beech 200 MCC the fuel system consists of the left and right tank which are
monitored by one fuel quantity gauge, the fuel totaliser, the fuel flow and fuel pressure
gauges, the fuel selector switches and the electric fuel pump switches.
The left-hand fuel system and the right-hand fuel system are independent of each other but
can be connected by means of the crossfeed switch. Unless this is done, each system feeds
the corre-sponding engine.
The fuel tanks are filled by means of the instructor station’s “Aircraft Window”.
Fuel Quantity Indicator
The fuel gauge on the central panel shows the amount of fuel in the
tanks. It is devided in two dials, one for each tank. The left-hand dial
indicates the fuel in the left tank, the right-hand dial is for the right tank.
Fuel Totaliser
The fuel totaliser is on the central flight deck and shows the
amount of fuel used. The totaliser must be set to zero before
starting the engines. To set the totaliser to zero, push the button
next to the totaliser’s screen.
The button must be pushed for five seconds before it resets the totaliser to zero
Fuel Selectors
The fuel selectors are located on the lower

part of the pedestal.
There are three selectors: for the left main

tank, the right main tank and crossfeed.
During normal operation, the crossfeed is

closed. It is only opened in case of an
engine shutdown in order to use the fuel in
the inoperative engine’s tank and to
balance the fuel tanks. In this case, with crossfeed open and the operative engine’s tank
closed, the operative engine will be fed by the opposite tank
Airplane systems
AL200 MCC
Beech 200
FUELING Rev. 00
Electric Fuel Pumps
The fuel pump switches are located on the overhead panel, between the cowl flap control
switch and ignition switch of each engine. There are two fuel pumps per engine. The left fuel
pump switch is for the left engine, the right one for the right engine. There are three
positions per switch:
• The neutral position switches off the fuel

pumps.
• The position one feeds the engine with the fuel
pumps one.
• The position two feeds the engine with the fuel
pump two.
ON OPEN 1 ON GEN
ICE PROTEC
OFF
COWL FLAPS
Airplane systems
AL200 MCC
Beech 200
ICE PROTECTION
The following ice protection systems are installed on the AL200 MCC:
• Engine and propeller ice protection
• Pitot heat
• Wing surface de-ice
• Windshield heat
The control switches for these systems are located on the overhead panel.
Engine And Propeller Ice Protection
The engine and propeller ice protection switches

are located on the overhead panel just by the
cowl flap switches. There is one switch per
engine. Each of them are two-position switches,
with an on and off position.
A green signal (one per engine de-ice

system) will illuminate on the warning
panel when the system is on.
Ice Protection
The effect of the ice protection switch is visible on the ammeter located on the left-hand side
of the overhead panel. Its normal operation range (green arc) goes from 19 to 21 A. Once
on, the ice protection system will follow the following cycle: 19 A during a few seconds, then
20 A during a few seconds, then back to zero A.
Although there is only one ammeter for both engine de-ice systems, each system can be
checked by means of the two-position toggle switch which is located on the right-hand side
of the overhead panel.
• LEFT: the ammeter shows the current requirement of the left engine’s de-ice system.
• RIGHT: the ammeter shows the current requirement of the right engine’s de-ice system.
Pitot Heat
Two pitot heat switches are installed on the overhead panel, one for each wing. Each has
two positions: on and off.
The effect of the pitot heat switches is directly visible on the ammeters located on the
overhead panel on each side of the voltmeter.
Airplane systems
AL200 MCC
Beech 200
Wing Surface De-Ice

The wing surface de-ice switch is located on the overhead panel next to the R. pitot heat
switch.
When he decides to use the wing surface de-ice, the pilot has to keep on pressing the
switch on position ON, otherwise the switch goes back to position off. This button does not
have any effect.
Windshield Heat
Two windshield heat switches are installed on the overhead panel. Each has three positions:
HIGH, LOW, and OFF (in neutral position).
The effect of the windshield heat switches is directly visible on the ammeters located on the
overhead panel on each side of the voltmeter.
AL200 MCC
Beech 200
LANDING GEAR AND BRAKES Rev. 00
LANDING GEAR
Normal Operation
The landing gear control is located on the lower right-hand part of the pilot’s deck.
The landing gear lever needs to be pulled away from the flight deck before it can be raised
or lowered. The gear cannot be retracted on ground.
Annunciators
The landing gear annunciators are located on the left-hand side of the landing gear lever.
The three green annunciators form a triangle. The right-hand light represents the right main
gear, the left-hand light the left main gear, the top light the nose gear.
When none of the annunciators are lit, the landing gear is retracted. When three greens are
lit, the landing gear is extended and locked. When the red warning light is lit, the gear is on
its way up or down. The landing gear extension (or retraction) time should not exceed 7.5
seconds.
If the red warning light stays lit longer, then:
• If no green light is lit, none of the gears are locked in the correct position.
• If one or two green lights are lit, only the gear(s) corresponding to the lights is (are) locked
in the correct position.
Gear Warning System
There is a gear warning horn which will sound and the red annunciator will blink when the
gear is not down and locked and:
• power is set to idle on either engine

• or/and the flaps are lowered
Breaker
The landing gear system is protected by a breaker located on the
breaker panel. If the breaker is disengaged, moving the gear lever will
not move the landing gear.
Emergency Landing Gear Operation
The emergency gear lever is located on the lower part of the pedestal.
It consists of a switch protected by a cover to prevent accidental
actuation of the lever.
AL200 MCC
Beech 200
LANDING GEAR AND BRAKES Rev. 00
WHEEL BRAKES
Toe Brakes
The wheel brakes are activated by pressing the upper part of the pedal with one’s toes.
Parking Brake
The parking brake is located on the pedestal .It is set by turning a quarter turn to the right
(clock-wise) and released by turning a quarter turn to the left (anti-clockwise) - compare the
markings on the pedestal.
AL200 MCC
Beech 200
LIGHTS Rev. 00
LIGHTS
External Lights
The following light switches are installed on the AL200 MCC and located on the overhead
panel:
• Wing lights (would illuminate the wings in order to check the wing icing state)
• Landing lights
• Taxi lights (three-position switch: neutral position switches off the taxi lights, taxi position
turns on the landing lights, taxi + recogn turns on the taxi and recognition lights)
• Rotating lights
• Position lights
• Tail flood lights
Internal Lights
In an aircraft, the switch FSB would switch on and off the sign “Fasten Seat Belts”.
In an aircraft, the switch NO SMOKING would switch on and off the sign “No Smoking”.
In an aircraft, this switch, located in the row of light switches at the overhead panel’s fore
edge, would switch on the exit and emergency exit illumination.
AL200 MCC
Beech 200
NAVIGATION Rev. 00
FLIGHT INSTRUMENTS
Airspeed Indicator
The airspeed indicator installed for the flight model Beech 200 shows the airspeed in knots.
Its scale is graduated in 5-knot increments from 40 to 300. The red radial for minimum
control speed with one engine inoperative is at 86 knots.
The white arc (flaps extended range) goes from 75 to 157 knots and consists of a wide white
arc from 75 to 99 knots and a narrow white arc from 99 to 157 knots. The lower limit of the
wide wide arc indicates stalling speed at max. weight with idle power and full flaps, the lower
limit of the narrow white arc indicates stalling speed at max. weight with idle power and flaps
up. The upper limit of the narrow white arc is maximum speed permissible with flaps
extended beyond approach position. The white trinagle at 200 knots indicates maximum
speed permissible with flaps in approach position.
The blue radial for best climbing speed with one engine inoperative is at 121 knots. The
maximum speed for any operation is indicated by the red and white hash-marked pointer
which is at 259 knots or 0.52 Mach — whichever is lower.
Three speed bugs can be set on the airspeed indicator. In order to activate the first one, put
the “bug selector switch” (see below) on “SPEED BUG 1”. Then turn the rotary switch
marked “ROTATE” until the bug is in the desired position. To activate the second bug, put
the selector on “SPEED BUG 2”, and so on.
SPEED
BUG
Vertical Speed Indicator
The vertical speed indicator has a graduated scale above and below a horizontal zero
reference. The first 1000 feet for both climb and descent are graduated in 100-ft increments.
From 1000 to 3500 ft the scale is graduated in 500-ft increments.
Turn And Bank Indicator
The ball indicates sideslip (i. e. the aircraft’s longitudinal axis is not aligned with its heading),
the needle indicates direction and rate of bank. If the needle is aligned with one of the white
markers next to “L” or “R”, the turn is at the standard rate of 2 minutes for 360°.
Altimeter
There are three altimeters installed: one on the pilot’s panel, the other on the copilot’s panel,
the third one also on the copilot’s panel.
The altimeter’s scale is graduated from 0 to 1000 feet with increments of 20 feet. Altitude is
displayed by means of three pointers. A long pointer (hundreds of feet), a short pointer
(thousands of feet) and a triangle-tipped thin pointer (ten thousands of feet).
AL200 MCC
Beech 200
NAVIGATION Rev. 00
Three bugs can be set on the pilot’s and copilot’s altimeter. In order to activate the first one,
put the “bug selector switch” (see below) on “ALTI BUG 1”. Then turn the rotary switch
marked “ROTATE” until the bug is in the desired position. To activate the second bug, put
the selector on “ALTI BUG 2”, and so on.
Radio Altimeter
The radio altimeter is located on the pilot’s panel’s right-hand side.
The radar altimeter shows the precise height above ground from 0 to 2000 ft. Its scale is
graduated in 10 ft-increments from -20 to 500 ft and in 100-ft increments from 500 to 2100 ft.
The decision height selector (rotary encoder on the instrument’s frame) moves the yellow
bug to the desired decision height. When the selected height is reached, the DH light in the
dial will illuminate. The amber decision height annunciators on the upper edge of pilot’s and
copilot’s flight deck will illuminate as well.
Attitude Indicator
There are two attitude indicators installed: one on the pilot’s panel, the other on the co-pilot’s
panel.
The roll attitude index on the instrument’s outside has fixed reference marks at 0°(yellow
triangle), 10 and 20°(white rectangles), 30°(white square), 45°(white single line) and
60°(green double line). The white triangle at the i nstrument’s inside symbolizes the aircraft.
Pitch attitude marks are in five degree increments from 0 to 25 degrees. The aircraft is
symbolized by either black angles (cross-bars chosen in the Instructor Station’s “Aircraft
Menu”) or black V-bars.
EADI
The ADI can also be displayed as an electronic attitude director indicator (EADI).
You switch to the EADI display by bringing the bug selector switch to the position “EHSI-
mode” and turning the rotate button one step clockwise.
ADI
The EADI works like the classical attitude

indicator with a roll attitude index on the
instrument’s outside and an aircraft symbol
(white triangle) at the instrument’s inside.
The aircraft is symbolized by either black V-
bars (V-bars chosen in the Instructor
Station’s “Air- craft Menu”) or black angles.
Compared to the normal ADI, the EADI

offers some additional information:
AL200 MCC
Beech 200
NAVIGATION Rev. 00
• The decision height selected on the radar altimeter is displayed in the bottom left-hand
corner.
• 100 ft before reaching the decision height (when descending), an empty rectangle will
appear in the bottom right-hand corner. This rectangle will be filled with DH in yellow upon
reaching the decision height.
• Also in the bottom right-hand corner there is a little square in which the marker beacon
signals are blinking when received (O, M or I).
• The radio altitude is also indicated in the bottom right-hand corner.
• On the left-hand edge of the instrument, a green rectangle indicates the deviation of the
current speed to the target speed selected by means of the target speed bug on either the
pilot’s or copilot’s airspeed indicator. If the rectangle is between the middle and “F” (fast),
the current speed is too high; in the rectangle is between the middle and “S” (slow), the
current speed is too low.
• When an ILS frequency is received, the glideslope pointer and scale are in view on the
EADI’s sides and the localizer pointer and scale are displayed on the instrument’s bottom.
RMI
The RMI comprises two needles (one single and one double yellow pointer) which can be
set to indicate either a NDB or a VOR beacon by means of the two push buttons at the
bottom of the instrument.
The button on the left-hand side will make the single needle point to a VOR or a NDB. A little
arrow, located inside the instrument, right over the button, will show which beacon the thin
needle is indicating. If the VOR display is selected, then the single needle will indicate the
information received by the NAV 1.
When the GNS, which acts as NAV 1, is in mode GPS, the RMI will not work on the NAV 1
frequency.
The button on the right-hand side will make the double needle point to a VOR or a NDB. A
little arrow, located inside the instrument, right over the button, will show which beacon the
double needle is indicating. If the VOR display is selected, then the double needle will
indicate the information received by the NAV 2.
In case of a gyro failure — the pilot’s RMI is driven by the gyro 2 (switch on copilot’s side),
the copilot’s RMI is driven by the gyro 1 (switch on pilot’s side) — a red flag HDG will be
displayed. When no valid frequency is received, the corresponding needle points to a 3
o’clock position.
HIS
The HSI is located in the center of the pilot’s and copilot’s deck.
A HDG warning flag is displayed when the instrument is inoperative.

AL200 MCC
Beech 200
NAVIGATION Rev. 00
The NAV warning flag disappears when the NAV information is valid.
Note: When the GNS — which acts as NAV1 — is in mode GPS, there is no
valid NAV 1 information for the HSI.
The lubber line (white line on the top part of the HSI) is a fixed reference mark for the
compass card. It represents the nose of the aircraft.
The compass card indicates the aeroplane magnetic heading with reference to the lubber
line.
The heading select knob positions the heading bug on the compass card. The knob shows
an orange symbol representing the heading bug and is located on the right-hand side under
the HSI.
A digital display indicates the selected heading and is located in the upper right corner of the
HSI.
The course select knob positions the course selector on the compass card. The knob shows
a yellow arrow representing the course arrow and is located on the left-hand side under the
HSI. A digital display indicates the selected course and is located in the upper left corner of
the HSI.
NAV 2 ADF VOR 2
The HSI is driven by the GNS (= NAV 1) or the NAV 2, depending on the position of the left-
hand switch located above the ADI (compare picture above).
The lateral deviation indicator shows the deviation from the selected VOR radial, localizer
beam or track with respect to aircraft location. The maximum deviation is 10°on each side
for a VOR and 2.5°on each side for an ILS localizer .
The glideslope deviation indicator indicates the aircraft position related to the selected
glideslope path. The pointer will be centered when the aircraft is on the glidepath beam,
deflected up (0.5°maximum) when the aircraft is bel ow, and down (0.5°maximum) when the
aircraft is above the glidepath beam.
The TO/FROM indicator indicates whether the aircraft is flying to or from a selected VOR
station.
It is represented on the instrument as a white triangle pointing either in the same direction
as the course arrow (moving to the beacon) or in the opposite direction (from the beacon).
The green arrow indicates the heading to a beacon. Depending on the position of the switch
ADF/VOR1/VOR2 located above the ADI, the beacon will be the one selected on the ADF
receiver or on the selected NAV receiver.
AL200 MCC
Beech 200
NAVIGATION Rev. 00
EHSI
The HSI can also be displayed as an electronic horizontal situation indicator (EHSI).
You switch to the EHSI display by bringing the bug selector switch to the position “EHSI-
mode” and turning the rotate button one step clockwise. This will display the EHSI in full
compass format.
ADI
When you turn the rotate knob one single step more, the EHSI will change to a partial
compass format.
The information displayed in the instrument’s corners is the same in both cases.
• top left: position of the yellow course pointer or DTK if instrument is connected to GNS
• bottom left: position of the heading bug (blue “M”)
• top right: Selected receiver (GNS, NAV 2) and DME distance, as well as the beacon the
DME bases its calculation on:
• 1: NAV 1 is active
• 1H: NAV 1 is on hold
• H2: NAV 2 is on hold
• 2: NAV 2 is active
• bottom right: DME groundspeed
• left edge: beacon the blue needle is connected to
• right edge: glideslope indications
If the selected receiver is the NAV, the lateral deviation indicator (yellow bar) represents the
centerline of the selected VOR or localizer course — both in full and partial compass format.
The aircraft symbol in the intrument’s center shows the actual aircraft’s position in relation to
AL200 MCC
Beech 200
NAVIGATION Rev. 00
the selected course. Maximum deviation is 10°for a VOR (5°per dot) and 2°for an ILS (1°per
dot).
The bearing pointer indicates relative bearing to the selected navaid. Which navaid is
selected depends on the position of the ADF/VOR1/VOR2 switch over the artificial horizon.
A violet arrowhead in the middle of the instrument indicates whether the selected course is
“to” or “from” the station or waypoint. When the selected frequency is an ILS, the to/from
indicator disappears.
The blue needle indicates the heading to the beacon chosen with the ADF/VOR1/VOR2
switch located above the ADI.
In partial-compass format there is a digital display of the current course on top of the
instrument.
You can change the scale of EHSI in partial-compass format: Set the bug selector switch to
the position “EHSI-scale” and change the range indicated on the display’s inner ring from 5
to 12.5,
25, 50, 100 and finally 150 by means of the “rotate” knob.
If the EHSI is connected to the GNS (= NAV 1), the top left corner will display “DTK” and the
desired track calculated by the GNS. The course arrow will be inactive in this case. In partial
compass format the EHSI will display the flight plan entered into the GNS. The figure on the
bottom of the display next to “L” or “R” is the deviation from the desired track in nautical
miles but the biggest deviation that can be displayed is 2 nm.
When the instrument is not working, a red “HDG FAIL” flag is displayed.
The red cross on the lateral deviation scale will disappear and the deviation pointer will
appear only when there is valid NAV information.
Gyro System
In case of a failure of the directional gyro system, the trainer is equipped with a heading
correction system on both pilot and co-pilot sides on the flight deck:
In normal operation the gyro switch will be in position SLAVE. In case of a failure of the
directional gyro system, setting the switches to position FREE will allow heading corrections
on the HSI and RMI by means of the +/- switch. The switches on the pilot’s side control the
pilot’s HSI and co-pilot’s RMI; the switches on the copilot’s side control the co-pilot’s HSI
and pilot’s RMI.
AL200 MCC
Beech 200
NAVIGATION Rev. 00
Magnetic Compass
Magnetic compass
The magnetic compass is located on top of the central panel.
With the gyro in mode SLAVE, there is no deviation between the magnetic compass and the
HSI.
Yet when the heading is changed suddenly, there will be a small delay until the magnetic
compass shows the correct indication.
DME
The DME indicator is located in the center of the pilot’s and copilot’s panel, over the HSI.
It consists of three aligned digital display indicators:
• The distance from the selected VOR/DME or the selected ILS/DME is displayed on the left.
• The calculated groundspeed is displayed in the center.
• On the right is displayed:
! if the aircraft’s is below 1000 ft AGL, it’s altitude
! if the aircraft’s is above 1000 ft AGL, the time remaining to the beacon in
minutes
The DME three position switch determines the NAV receiver from which the DME display
takes its information:
DME
NAV 1DNAV 2
• Position NAV 1: The displayed values are based on the beacon selected on NAV1. The
DME displays 1 behind the NM.
• Position NAV 2: The displayed values are based on the beacon selected on NAV2. The
DME displays 2 behind the NM.
• Position HOLD: The DME display keeps the latest frequency selected (on NAV1 or on
NAV2) in memory, and another frequency can be selected on the receiver. The display will
still show the information transmitted on the frequency stored in memory. The DME displays
1H or H2 behind the NM.
GNS 430
The GNS installed in the trainer are original Garmin GNS 430 or 530, but all information
regarding the aircraft’s position and speed are received from Alsim’s flight model program.
Therefore the GNS displays as the aircraft’s current position the same position as shown on
the instructor station’s map.
For switching on the GNS, turn the encoder marked “C” in the device’s top left corner. When
the self test has been completed, “ENT” (on the right) must be pushed twice to activate the
GNS.
The GNS includes, amongst others, the NAV 1 and COM 1 functions.
AL200 MCC
Beech 200
NAVIGATION Rev. 00
The button “CDI” (on the bottom) changes between the modes GPS and VLOC (the active
mode is indicated just above the button). In mode VLOC the GNS works like a NAV receiver
with really existing beacons. In mode GPS the GNS works with points selected in its
database, the NAV function is not active and the HSI will be flagged if connected to NAV1.
The EHSI, if connected to the GNS, will copy the GNS’s deviation indication.
The autopilot will no longer work reliably in mode APPROACH and NAV when it is
connected to an HSI/EHSI driven by the GNS in mode GPS.
See Garmin’s GNS Pilot’s Guide and Reference for a complete description of the GNS.
ADF
This instrument replicates the ADF KR 87 from Bendix King.
It consists of a digital display, five white push buttons (from left to right marked: ADF, BFO,
FREQ, FLT/ET, SET/RST), a rotary OFF/ON switch and a double encoder for frequency
selection.
Rotating the power switch clockwise from the OFF position switches the instrument ON and
vice versa.
! ADF: Switches between ANT mode and ADF mode. In ANT mode the RMI’s orange
double needle points to “3 o’clock”, indicating that the ADF is not working and the
ADF’s display shows “ANT”. In ADF mode the ADF is working and its display shows
“ADF”.
As the frequency display shows only 3 digits whereas NDB frequencies can use half
kilohertz, an inaccuracy of +/- 0.5 kHz has been built into the system. Example: When
the frequency 369 kHz has been selected, the following frequencies will be received:
368.5, 369 and 369.5. If more than one of these three frequencies should be within
reception range, the closest will be chosen.
! BFO: Does not work except for showing BFO in the display.
! FREQ: Switches the standby frequency to active and returns to frequency mode from
FLT/ET mode.
! FLT/ET: In mode FLT (flight time) the display shows the total time since the
instrument was
! switched on and an indicator “FLT”. In mode ET (elapsed time) the timer works as a
stopwatch and can be reset with the SET button. The display indicates “ET”.
! SET/RST: With the timer in mode ET, this button resets the timer to zero. The timer
will restart automatically when the button is released.
! Frequency encoder: The outer knob, when turned clockwise, increases the frequency
by 10 KHz, the inner knob by 1 KHz.
AL200 MCC
Beech 200
NAVIGATION Rev. 00
Transponder
This system replicates the Bendix King KT 76 transponder.
It consists of a five-position rotary switch (OFF, STBY, ON, ALT, TEST), an IDENT switch to
the right of it, a digital display and four encoders under it.
With the rotary switch on OFF, the display is dark and the transponder does not work. With
the switch on STBY, the code is displayed but not transmitted and the transponder’s
annunciator is off. With the switch on ON or STBY, when pressing IDENT, the annunciator
stays illuminated for five seconds. With the switch on ALT, the annunciator blinks
irregularily. With the switch on TEST, the annunciator stays illuminated until the switch is put
to another setting.
The encoders under the display augment the figure displayed directly above when turned
clockwise and decrease it when turned anti-clockwise (figures are available from 0 to 7).
Marker Annunciators
The marker annunciators are located on the pilot’s and copilot’slight deck (over the bug
selector switch).
The blue annunciator will be lit when the aircraft passes over an outer marker.
The amber annunciator will be lit when the aircraft passes over a middle marker.
The white annunciator will be lit when the aircraft passes over an inner marker.
The switches for the markers are the two right-hand switches in the pilot’s and copilot’sow of
audio switches.
The marker’s morse code can be heard by putting the left-hand switch in the position
MARKER.
The three position MKR TEST switch can be set to the following positions:
• TEST: lights all the annunciators

• HIGH: the marker signal is received a short while before and after flying over the marker
• LOW: the marker signal is only received when flying above the marker
GROUND
CLEARANCE
AL200 MCC
Beech 200
OXYGEN Rev. 00
Oxygen Masks
The oxygen masks, which are stored on hooks behind the pilot’s and copilot’s seats, are not
connected to an oxygen supply. However, they include a microphone and can be plugged
into either of the audio control panels.
The two-position toggle switch OXYGEN on the overhead panel erves to switch the virtual
oxygen supply on or off.
The available oxygen supply is shown on the following instrument.
If the switch is in position OPEN, the needle on the indicator will descend.
AL200 MCC
Beech 200
POWER PLANT Rev. 00
APS
This chapter is not concerned with the type of engine and propeller installed on the aircraft
being simulated, nor with how they function. This chapter only deals with how to actuate the
controls and how to read the instruments in the trainer’s cockpit.
Engine And Propeller Controls
The power levers (black handles), propeller levers (blue handles) and condition levers (red
handles) are located on the pedestal. The left-hand levers control the left engine, the right-
hand levers the right engine.
Pushing the power levers forward increases engine RPM and torque. The position IDLE
offers 52 % Ng; full forward position results in 101.5 % Ng. Aft of IDLE is the beta position
for ground operation. In order to put the power lever into the GROUND and REVERSE
range (marked red), the lever needs to be lifted before being pulled back.
When the power lever is in the GROUND range, the BETA annunciator will illuminate:
There is a go-around button on the side of both power lever handles. Pushing this button will
• disengange the autopilot
• display the flight director guidance

bars for a 7°-climb
• display “GO AROUND” above the

ADI
Pushing the propeller levers forward

increases the desired propeller RPM.
Pulling the levers allthe way back will
feather the propellers
The condition lever has two positions:

high idle or fuel cut-off. The position
LOW IDLE is not to be used.
OFF
POWER
PROPELLER
AL200 MCC
Beech 200
POWER PLANT Rev. 00
The resistance of the levers can be adjusted by means of the friction control on the
pedestal’s right-hand side panel: turning the wheel forward (=clockwise) will increase
friction, turning it aft will reduce friction.
Engine Cooling System Controls
The cowl flap switches are located on the overhead panel as shown below. There is one
switch per engine.
In order to open a cowl flap, push the switch in the position “open” until the corresponding
cowl flaps annunciator illuminates.
In order to close a cowl flap, continue pushing the switch in the position “close” for 5
seconds after the annunciator has extinguished.
Engine Instruments
Interstage Turbine Temperature (ITT) Indicator
This instrument shows the temperature between the first and

second stage turbine wheels in degrees Celsius. The scale
is graduated from 200 to 1200°C (numerals on scale x 100)
with an increment of 20°C and numerals at full hund reds.
The green arc goes from 400 to 800 °C, the red radi al for
maximum temperature is at 800 °C and there is an
interrupted red radial line at 1000°that indicates maximum
ITT at engine start.
There is one indicator per engine.
Torque Indicator
The torque indicator shows the torque between engine and

propeller in lb-ft. The scale is graduated from 0 to 2500
(numerals on scale x 100) with numerals at even hundreds
and an increment of 20 lb-ft. The green arc goes from 400
to 2230 lb-ft. There is a long red radial at 2230 lb-ft to
indicate maximum torque.

AL200 MCC
Beech 200
POWER PLANT Rev. 00
Propeller RPM Indicator
This tachometer shows the propeller’s speed of rotation. There

is a small pointer which indicates propeller speed in 1000
revolutions per minute and a large pointer which indicates
propeller speed in 100 rpm. The scale is graduated from 0 to 9
with an increment of 20. The green arc for the large pointer
(outer scale) goes from 600 to 1000 and the green arc for the
small pointer (inner green arc) goes from 1600 to 2000 rpm.
The red radial for maximum propeller speed is at 2000 rpm.
Engine RPM Indicator
This tachometer shows the engine speed in percent. The

scale is graduated from 0 to 100 with an increment of 2 and
numerals at full tens.
The red radial line is at 101.5 %. A smaller scale set into the
main dial serves to facilitate reading the indication by
displaying the value’s last digit.
0
Fuel Flow Indicator
This instrument shows fuel flow in lbs per hour. The scale is
graduated from 50 to 600 (numerals on the scale x 100) with
an increment of 10 and numerals at full hundreds.
Oil Temperature and Oil Pressure Indicator
. This is a dual instrument which shows the oil temperature on

the left and the oil pressure on the right. Oil temperature is
indicated in degrees Celsius. The scale is graduated from 0 to
160 with an increment of 10 and numerals at 0, 40, 80, 120
and 160. The green arc goes from 10°to 100°, the re d radial
line for maximum temperature is at 100°C.
Oil pressure is indicated in psi. The scale is graduated from 0

to 200 with an increment of 10 and numerals at 0, 50, 100,
150 and 200. The red radial for minimum is at 60 psi and the
red radial for maximum is at 200 psi. The green arc goes from 100 to 135 psi. A dual-band
yellow/green arc extends from 85 to 100 psi, indicating the extended range of normal oil
pressure for operation at, or above, 21,000 feet.
There is one indicator per engine
0
AL200 MCC
Beech 200
POWER PLANT Rev. 00
STARTER
The starters and ingnition switches for the left and right engine
are located on the overhead panel.
There is one ignition switch per engine and each has two
positions (on or off).
The starters for each engine are located between the two ignition
switches. They consist of a three-position switch, with a left (or
right) engine start position, a neutral position and a “Generator
on” position.
Warning panel annunciators
Three annuciators for each engine indicate the state of the starting system on the warning
panel located on the central panel.
• IGN is a yellow annunciator light that illuminates when

the ignition switch is engaged and
the condition lever pushed forward
• START is a yellow annunciator light that illuminates

when the starter switch is engaged on
position LEFT (or RIGHT) STARTER.
• GENE INOP is a red annunciator light that illuminates when the starter switch is not
engaged on position GENE.
ERGENCY
Before engaging the emergency gear lever, make sure your gear lever is down. Then pull
the gear breaker. Finally lift the security cover and raise the switch.
OFF
COWL FLAPS
CLOSE
FUEL PUMP
2
L.IGN_
OFF
L.STARTER
LEFT ENGINE
AL200 MCC
Beech 200
WARNING SYSTEM
Annunciator Panel
The AL200 Beech 200 is equipped with a warning panel located on the central panel:
• ENG FIRE: Fire in left engine (simulated failure)
• ENG FUEL PRESS: Neither of the left engine’s fuel pumps is working correctly
• ENG OIL PRESS: Oil pressure is lower than 10 psi
• ENG OIL TEMP: Oil temperature is too high (simulated failure)
• ENG OIL TEMP: Oil temperature is too high (simulated failure)
• ENG OIL PRESS: Oil pressure is lower than 10 psi
• ENG FUEL PRESS: Neither of the right engine’s fuel pumps is working correctly
• ENG FIRE: Fire in right engine (simulated failure)
• IGN: Left engine’s ignition ON, condition lever forward
• START: left engine’s starter ON
• BETA: Left power lever in beta (GROUND or REVERSE) range
• OIL DOOR ENG: Left cowl flap open
• OIL DOOR ENG: Right cowl flap open
• BETA: Right power lever in beta (GROUND or REVERSE) range
• START: Right engine’s starter ON
• IGN: Left engine’s ignition ON, condition lever forward
• GENE INOP: Left generator does not work (simulated failure)

AL200 MCC
Beech 200
• FIRE EXT INOP: Left engine’s fire extinguisher system does not work (because it has
already been used)
• FLAPS: Not active
• BATT OVR TEMP: The battery’s temperature is too high (simulated failure)
• CABIN PRESS: Either the difference between the cabin and outside pressure is over 5.2
PSI or the cabin pressure is over 10 000 ft (simulated failure)
• NOSE/BAG DR AJAR: Not active
• FIRE EXT INOP: Right engine’s fire extinguisher system does not work (because it has
already been used)
• GENE INOP: Right generator does not work (simulated failure)
• ENG DEICE: Left engine’s de-ice system ON
• TRIM: Auto trim power out (simulated failure)
• INV PWR: Inverters off (eiter the switch is in neutral position or the simulated failure was
activated on the instructor station)
• ANN POWER: Not active
• CABIN DR UNSAFE: Not active
• SAS: Not active
• EXT PWR: Simulated aircraft connected to the ground power unit (activated through the
instruction station, aircraft menu)
• ENG DEICE: Right engine’s de-ice system ON
On the upper edge of pilot’s and copilot’s flight deck there are two MASTER WARNING
annunciators and push buttons. In the case of a warning, the annunciator will flash and an
aural warning will sound. Pushing the master warning button will stop the aural warning and
extinguish the master warning annuniator, but the annunciator in the warning panel will stay
illuminated.
Next to the MASTER WARNING annunciators there are two test buttons. Pushing one of
them will illuminate all the annunciators.

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OPERATION MANUAL Part B

AL200 MCC Beech 200

Chapter 1 OPERATING LIMITATIONS

Chapter 2 NORMAL PROCEDURES

Chapter 5 WEIGHT & BALANCE

Chapter 6 CHECK LIST

Chapter 7 SUPPLEMENTARY PROCEDURES

Chapter 8 STANDARD CALLOUTS

Chapter 10 PROCEDURES & TECHNIQUES

Chapter 12 AIRPLANE SYSTEMS

TABLE OF CONTENTS..................................................................................... 0.00/1

RECORD OF REVISIONS................................................................................. 0.00/2

The purposes of the OM are:

To provide information regarding operational procedures, performance, limitations

0.10. 20 OPERATIONS MANUAL PART B: CONTENTS AND ARRANGEMENTS

Chapter 1 – Operating Limitations

Chapter 2 – Normal Procedures

Chapter 3 – Abnormal and Emergency Procedures

Chapter 5 – Weight & Balance

Chapter 7 – Supplementary Procedures

Chapter 8 – Standard Call Out

Chapter 9 – Minimum Equipment List (MEL)

Chapter 10 – Procedures and Techniques

Chapter 12 – Airplane Systems

0.10. 30. INDEX & PAGINATION SYSTEM

0.10. 40. REVISION SYSTEM.

0.10. 50. DEFINITIONS

Cautions: Operating procedures, techniques, etc. which may result in damage to

Note: An operating procedure, technique, etc. considered essential to emphasize

TABLE OF CONTENTS ....................................................................................... 1.00/1

Certification Status..................................................................................... 1.10/1

Airplane General........................................................................................ 1.20/1

1.10. 1. CERTIFICATION STATUS

1.10. 2. TYPE OF AIRPLANE OPERATION

- VFR (day or night)

1.10. 3. FLIGHT CREW

Required minimum flight crew: One pilot / One copilot.

1.10. 4. PERFORMANCE CONFIGURATION LIMITATIONS

The airplane configuration as presented under Performance Configuration, chapter 9, must

1.10. 5. WEIGHT LIMITATIONS

Maximum and Minimum Allowable Weights Lbs

1.10. 6. OPERATIONAL LIMITS

1.10. 6.1 Takeoff and Landing Operational Limits

Sea level to 25,000 feet pressure altitude .................................................... ISA + 37°C

Crosswind limit is 25 kts for takeoff and landing.

1.10. 6.2 Maximum Operating Altitude

Normal operation.......................................................................................... 35,000 ft

1.10. 7 FLIGHT MANEUVERING LOAD ACCELERATION LIMITS

Flaps up................................................................................................+ 3.17 g to - 1.27 g

1.10. 8 MANEUVER LIMITS

This normal category airplane is limited to normal flight maneuvers including:

1.10. 9 AIRSPEED LIMITATIONS

1.10.9.1 Two Engines Operating (IAS)

VMO — maximum operating speed (up to 12,000 ft ............................................ 259 kt

1.10.9.2 One Engine Inoperative (IAS)

VMCA — minimum control speed with one engine inoperative.............................86 kt

1.20.1 AIRPLANE GENERAL

1.20.1.1 Instrument Markings

1.20.2 AIRCONDITIONING & PRESSURIZATION

1.20.2.1 Pressurization Limit

1.20.3 AUTOMATIC FLIGHT

1.20.4.1 Battery Limitations