C12 Training Materials - Whole Package

C-12 FLIGHT TRAINING MATERIALS
DYNAMIC AVIATION FLIGHT TRAINING GUIDE

DYNAMIC AVIATION STANDARD OPERATING PROCEDURES
AIRPLANE FLIGHT MANUAL EXCERPT
NORMAL CHECKLISTS
QUICK REFERENCE HANDBOOK
GARMIN 530 SELF-STUDY GUIDE
TAXI
Brakes ........................................ Checked [BOTH]
Flight Instruments ..................... Checked [BOTH]
Taxi Checklist Complete
C12 Checklist Rev. 2 12/29/2009
BEFORE TAKEOFF
Crew and Cabin Oxygen ...................... On [PM]
Autofeather .................................. Armed [PM]
Bleed Air Valves .............................. Open [PM]
Standby Pumps ................................... On [PM]
Pressurization ..................................... Set [PM]
Avionics and Radar .............................. Set [PF]
Props .................................................... Full [PF]
Friction .............................................. Set 4 [PF]
Flaps ................................ Sel, Ind, Vis L&R [PF]
Trims ........................................Set for T/O [PF]
Autopilot/Yaw Damper........................ Off [PF]
Flight Controls............... Free,Full, Correct [PF]
Before Takeoff to the Line
Takeoff Brief ............................Completed [PF]
Transponder ....................................... ALT [CA]
Lights & Strobes .................... As Required [CA]
Pitot, Stall, Vent Heat ......................... On [PM]
Ice Protection ...................... As Required [PM]
Ice Vanes .............................. As Required [PM]
Auto-ignition ........................ As Required [PM]
ALE-47 ......................................... Manual [PM]
Safety Pin ................................. Removed [PM]
Annunciator Panel ....................... Clear [BOTH]
Before Takeoff Checklist Complete
AIRSPEEDS KCAS
VR
AFTER START
Current Limiters ............................. Checked [CA]
Cabin Temp Mode .......... As Required/Auto [CA]
AC Voltage/Freq ............................. Checked [CA]
DC Voltage/Load ............................ Checked [CA]
Bleed Air Valves........ Checked/As Required [CA]
Avionics Master ....................................... On [CA]
Inverters .......................................... Two On [CA]
Prop Feather RPM .............. Noted then Full [CA]
Engine Instruments ........................Checked [FO]
Battery Charge Light................................ On [FO]
Pneu. Pressure & Suction ..............Checked [FO]
Aux Power ................................ As Required [FO]
ALE/AAR-47 .............................. Standby/On [FO]
After Start Checklist Complete
ENGINE RUN-UP (First Flight of Day)

Autofeather ....................Checked/Armed [CA]
Overspeed Governors ................. Checked [CA]
Rudder Boost .............................. Checked [CA]
Autopilot/Yaw Damper........ Checked/Off [CA]
Electric Trim ................................ Checked [CA]
Ice Protection Test ................ As Required [CA]
Engine Run-up Checklist Complete
VREF
BEFORE START
Interior Preflight ...........................Complete [CA]
Exterior Preflight ..........................Complete [FO]
Aircraft Documents ....................... Onboard [CA]
Charts ............................................ Onboard [CA]
Before Start to the Line
Walk Around ............................. Completed [FO]
Cabin Door...................................... Secured [FO]
Cargo .............................................. Secured [FO]
Weight and Balance ...................Completed [CA]
Circuit Breakers ........................................ In [CA]
Switches ................................................. Set [CA]
Parking Brake ......................................... Set [CA]
Landing Gear Handle .......................... Down [CA]
Battery Switch ................... On/Three Green [CA]
Ice Vanes ..................................... Extended [CA]
Auxiliary Transfer Switches ..................Auto [CA]
Power Levers ......................................... Idle [FO]
Prop Levers .................................. Feathered [FO]
Condition Levers ............................. Cut-Off [FO]
Annunciator Panel ............................ Tested [FO]
Chip Detector ..................... Not Illuminated [FO]
Fuel Quantity ..................... ---- lbs Indicated [CA]
Shadin .......................................... ---- lbs Set [FO]
Beacon & Nav .......................................... On [CA]
Seats & Belts...................... Adj & Fastened [ALL]
Before Start Checklist Complete
WEIGHT
FLAPS 0
FLAPS APP
FLAPS 100
13,500 LBS
106
96
12,500 LBS
103
96
12,000 LBS
102
95
11,000 LBS
98
95
10,000 LBS
96
95
13,500 LBS
136
116
106
12,500 LBS
134
116
105
12,000 LBS
129
114
102
11,000 LBS
126
112
99
10,000 LBS
122
110
96
CLIMB
Landing Gear .......................................... Up [PM]
Flaps ....................................................... Up [PM]
Power .................................................... Set [PM]
1900 RPM/max 90% or 705
Engine Instruments .......................Checked [PM]
Pressurization ................................Checked [PM]
Standby Pumps ..................................... Off [PM]
Caps & Cowls ....................Checked L & R [BOTH]
Lights ........................................ As Required [CA]
ALE-47 ................................................ Auto [PM]
Mission Equip/Doors ............... As Required [PM]
Climb to the Line
10,000 ...............................................................
Ice Protection ............ W/S, Pitot, Stall, Vent [PF]
Transition Altitude
Altimeters .......................................29.92 [BOTH]
Climb Checklist Complete
CRUISE
Power ...................................................... Set [PF]
1700 RPM/max 70% or 6900
Fuel System .................................... Checked [PF]
Pressurization ................................. Checked [PF]
Cruise Checklist Complete
DESCENT
Altimeters .......................................... Set [BOTH]
Pressurization. ....................................... Set [PM]
Descent Checklist Complete
APPROACH
Autofeather ..................................... Armed [PM]
Ice Protection .......................... As Required [PM]
Standby Pumps ......................................On [PM]
Pressurization. ....................................... Set [PM]
Mission Equip/Doors. .............. As Required [PM]
Seats & Belts ............ Adjusted & Fastened [ALL]
Recognition Lights ................................... On [CA]
Avionics ................................................... Set [PF]
Fuel & Landing Weight .......Checked & Note [PF]
Approach Briefing ...................... Completed [PF]
Approach Checklist Complete
MAX WT (Norm/Restr)
Ramp
12500/13590
Takeoff 12500/13500
Landing 12500/12500
FUEL (Gallons/Pounds)
Total Usable . 544/3645
Main ............. 386/2586
Aux .............. 158/1059
C12 Checklist Rev. 2 12/29/2009
LANDING
Landing Gear ..................... Down/3 Green [PF]
.................................................... Verified [PM]
Prop Sync ............................................. Off [CA]
Props .................................................... Set [PF]
Brakes ..........................................Checked [PF]
Landing to the Line
Flaps ..................................................... Set [PF]
Autopilot/Yaw Damper........................ Off [PF]
ALE-47 ......................................... Manual [PM]
Landing Checklist Complete
AFTER LANDING
Transponder ......................... As Required [CA]
Lights & Strobes .................... As Required [CA]
Trim ................................................. Reset [PM]
Flaps .................................................... Up [PM]
Radar ...........................................Standby [PM]
Standby Pumps ................................... Off [PM]
Auto-ignition ....................................... Off [PM]
Ice Vanes .................................. Extended [PM]
Ice Protection ..................................... Off [PM]
Crew and Cabin Oxygen ...................... Off [PM]
ALE/AAR-47......................................... Off [PM]
Safety Pin ................................... Installed [PM]
After Landing Checklist Complete
PARKING
Parking Brake ....................................... Set [CA]
Aux Power ............................................ Off [FO]
Cabin Temp Mode ............................... Off [CA]
Autofeather ......................................... Off [CA]
Bleed Air .............................................. Off [CA]
Inverters............................................... Off [CA]
Generators ........................................... Off [CA]
Condition Levers ........................... Cut-Off [CA]
Prop Levers .............................. Feathered [CA]
Beacon ................................................. Off [CA]
Avionics Master ................................... Off [CA]
Battery/Gang Bar ................................. Off [CA]
Control Locks .............................. Installed [CA]
Parking Checklist Complete
Vmc ........................ 91
Vx ......................... 100
Vyse .................... 122
Vy ......................... 125
Vfe ........................ 146
Vfe app ................. 200
Vso .......................... 80
Vs .......................... 104
Vlo ........................ 164
Vle ........................ 182
Vturb .................... 170
Vmo ...................... 260
Directions to Simulator
2.8 mi about 5 mins
1402 Airport Rd, Bridgewater, VA 22812
Map data 2009 Google
1.Turn right out of the parking lot towards Bridgewater

About 3 mins
go 1.7 mi
total 1.7 mi
2. Turn right at Main Street/VA-42 N/Warm Springs

Pike
Continue to follow VA-42 N
About 2 mins
go 0.9 mi
total 2.6 mi
3. Turn left at N River Rd (across from Dairy Queen)

About 1 min
go 0.2 mi
total 2.8 mi
4. You will see a one story white warehouse with pipes on

the roof. You will be parking in the back of this building.
Take the 3rd right onto Dry River Rd.
go 174 ft
Take the 1st right into the Simulator Building

parking lot. Park near the door marked 'H'.
http://maps.google.com/maps?f=d&source=s_d&saddr=1402+Airport+Road&daddr=Dry+... 12/1/2009
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Training Guide
King Air A200
(C-12/RC-12)
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REVISION: 1/2010
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TABLE OF CONTENTS
1. Introduction
2. Dynamic Aviation Business Segments
3. Training Schedule
4. Company Limitations
5. Restricted Category & Public Aircraft Operations
6. Aircraft Systems
7. Chief Pilot Memos
8. Garmin GNS 530/530W Self Study Guide
9. Standard Operating Procedures
10. QRH
11. C12 Checklist
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REVISION: 1/2010
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INTRODUCTION
The purpose of this Training Guide is to prepare the candidate for the
training process. Dynamic Aviations core value is to focus on safety in the
training process. As Pilot in Command you are ultimately responsible for
the safe outcome of each flight you embark on.
It is important to know your airplane well in order to operate it in the most
safe and productive manner. In doing so, you will represent yourself and the
company well by your knowledge and your professional behavior. You will
be the face of the company to our customers and others who you may come
into contact with during your journeys. Flying for Dynamic Aviation will
offer both challenging and rewarding experiences and the goal of our
training department is to prepare you to meet those challenges and enjoy
those rewards in the future.
In preparation for training please have the following items memorized. All
memory items for emergencies, these are all the red highlighted items in the
QRH. The flows for the cockpit preflight, before start, after start, and before
take-off should be memorized at a minimum. Also be familiar with the
limitations section of the POM and have read through the systems
descriptions section. Questions regarding any of this information should be
referred to:
Dan Gleason Chief Pilot
James Esther Assistant Chief Pilot
Drew Reber Assistant Chief Pilot
Enoch Birx Check Airman
Steve Bontrager Check Airman
Paul Hildebrandt Check Airman
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REVISION: 1/2010
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REVISION: 1/2010
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DYNAMIC AVIATION BUSINESS SEGMENTS

As a crew member you may be interested to know about all the opportunities available at
Dynamic Aviation. This section outlines Dynamic Aviations business segments and
gives the name of the managers.
SIT Sterile Insect Technique

We have bases in Panama, Florida, and California.
The method is to drop sterile bugs in a target area, inhibiting reproduction.
Managers to contact if interested: Isaac Bagley
ADA Airborne Data Acquisition

Our airplanes are the platform for multiple customer sensors ranging from LIDAR
to low level Geophysical Survey and remote sensing equipment. This business
segment operates aircraft literally all over the world and offers rather unique
opportunities and experiences.
Manager to contact if interested: Lize Rose
ISR Intelligence Surveillance and Reconnaissance

This segment operates aircraft that can incorporate a variety of existing and
emerging technologies to accomplish diverse intelligence, surveillance and
reconnaissance missions. These aircraft are internationally recognized as some of
the most cost-effective manned platforms available for ISR.
Manager to contact if interested: Rick Roof
AA Arial Application
This segment of the company operates aircraft for the specific task of controlling
mosquito or other pest populations by dispersing product out of highly engineered
spray systems. These operations are accomplished at night using night vision
goggles. AA also works with the USDA on projects for controlling rabies and
other unique operations.
Manager to contact if interested: TK Rosolina
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REVISION: 1/2010
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FM Fire Management
This segment works with the US Forest Service and Bureau of Land Management
to provide lead planes for aerial fire suppression. Dynamic provides the aircraft
and mechanic for use in air fire bombing techniques. This segment does not offer
any pilot positions at this time.
Manager to contact if interested: Don Damron
You will find more details and descriptions about all Dynamic Aviation business
segments at our website: www.dynamicaviation.com
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REVISION: 1/2010
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C12 Training Schedule

*Schedule subject to change
Day 1: C12 Systems Ground School

0830-1015
Aircraft General
Engines
1030-1200
Propellers
Electrical System
1300-1500
Fuel System
Environmental System
1515-1700
Landing Gear/Brakes
Flight Instruments
Day 2: Ground School & CRM
0830-1015
Aircraft/Company Limitations
Crew Resource Management
Record Keeping
1030-1200
Procedures Intro.
Cockpit Procedures Training
1330-1500
Cockpit Procedures Training
Preflight Inspection
1515-1700
Theater Specific Airspace and Procedures
Pilot Guidance
Tactical Radio Operations
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REVISION: 1/2010
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Day 3: Simulator Sessions
0830-1130 Sim 1 - Pilot 1 (PF) Pilot 2 (PM)
1300-1600 Sim 1 - Pilot 1 (PM) Pilot 2 (PF)
Day 5: LOFT (Line Oriented Flight Training) Simulator Sessions
Day 6: Airplane Flight 1
0830-1130 Flight 1 Pilot 1
1300-1600 Flight 1 Pilot 2
Day 9: Airplane Flight 2 (Check ride)
0830-1130 Flight 2 (Check ride) Pilot 1
1300-1600 Flight 2 (Check ride) Pilot 2
Day 10: Final Day
To be used as a flight training day in case of delays and to complete required paperwork
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REVISION: 1/2010
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Company Limitations
Objective: Provide a summary of aircraft and operating limitations on which Dynamic
Aviation imposes more stringent limitations than listed by the Manufacturer or FAA.
Synopsis: Dynamic Aviation has established certain limitations to be observed in
regards to the operation of their aircraft and by their personnel that may be different than
those listed in a manufacturers publications or required by Federal Aviation Regulations
(FARs). These company limitations are always more conservative than those issued by
the Manufacturer or FAA. As with all Dynamic Aviation SOPs they are never intended,
and should never be used, to violate any laws or FARs or exceed Manufacturer
prescribed tolerances. In any instance where a Dynamic Aviation procedure or limitation
would appear to be in violation of FAR or in excess of Manufacturer limitation the pilot
must operate within the law and limits set forth by the FAA or Manufacturer.
Dynamic Aviation company limitations have been set forth with the goal of producing
the best operating practices with regard to 1) Safety, 2) Prolonged engine or equipment
life, and 3) Economical operation of the aircraft.
Dynamic Aviation conducts a few projects or contracts which for various reasons require
a deviation from their more stringent company limitations and must operate the aircraft to
the limits provided by the manufacturer or FAR. In any case the pilot is asked to exceed
company limitations there should an operation specific SOP referencing that procedure,
otherwise, or if in doubt, the pilot should contact the Chief Pilot to verify the deviation
from the limits stated in this section.
Engines
Engine Limits
Reference the Pilots Operating Manual, Section III, page 3-3 for the Manufactures
Engine Operating Limits. Below is a list of only those items that Dynamic Aviation has
elected to limit, or de-rate, below the Manufactures limits. Use Manufactures limits
for any item not listed below.
Note: During any emergency or urgent condition the manufactures Max Continuous
limitations apply and the pilot should disregard any Dynamic Aviation limitation that
might apply. The Max. Cont. Limits per POM p.3-3 are:
SHP
850
Torque &
100%
Max TGTC
750
RPM N1
101.5
Prop RPM N2
2000
Oil Press
105-135
Oil Tmp
10 - 99
The Dynamic Aviation limitations are as follows:

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REVISION: 1/2010
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Max Power (Take off):
Reduced Power (Take off):
Climb Power:
Cruise Power:
Starting:
750C TGT, 100 % Torque, Props 2,000

850C TGT
Reasoning: Turbine engines sustain exponentially more wear and deterioration at

hotter internal temperature. Dynamic Aviation de-rates the maximum allowable engine
temperatures and torque limits to prolong engine life and reduce overhaul frequency and
costs.
Starting
Minimum Battery Voltage (Battery Start):
Minimum Battery Voltage (GPU Start):
Minimum N1 prior to introducing fuel:
Maximum TGT during start:
Maximum Load before starting 2nd engine:
Minimum N1 prior to cross-generator start:
22 Volts
20 Volts
16% or stabilized above 12%
850C
50%
70%
Reasoning: Low battery voltage can result in low N1 during start; low N1 during
start can result in high internal engine temperatures during start; high internal engine
temperatures can cause engine damage, and result in shorter engine life and/or higher
overhaul costs. Lower load after starting the first engine indicates a better state of charge
on the battery (enough to attempt a start on the second engine). If N1 is too low on the
running engine during a cross-generator start it can cause excessively high TGTs on that
engine.
Shutdown
Maximum ITT:
610C for 1 minute.
The following strategies can be employed if unable to lower ITT within limit:
1) Ensure Generators are OFF
2) Retract inertial separators.
3) Increase N1 to 60%
Reasoning: To avoid shock cooling of turbine components brought on by rapid
cooling during shutdown we want to ensure the engines begin that cooling cycle from a
reasonable and stable temperature.
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REVISION: 1/2010
10
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Minimum Torque
Minimum In-flight Torque:
20% Torque
Note: On very short final, crossing the fence, power will be reduced to idle for landing
causing the torque to drop below 20 %, this is normal, however, in normal descents,
earlier in the pattern, on approach, or on extended finals power settings below this
minimum are not appropriate.
Note: Certain emergency procedures call for power to be reduced to idle. This minimum
only applies to normal operations and should be disregarded during any emergency or
urgent situation.
Reasoning: Prolonged or frequent use of power settings below 20 % during
flight can result in damage to the Reduction Gear Box, as well as not providing sufficient
bleed air to maintain pressurization.
Weather Minimums
Applicable regulations governing required weather minimums for flight will always be
observed, however, Dynamic Aviation imposes additional requirements on its pilots.
Every pilot upon completion of their captain checkout will be assigned an IFR
Category by the Dynamic Aviation Check Pilot who conducts their training or check
out, and is subject to review or change on any Annual Company Flight Review (AFR),
Instrument Proficiency Check (IPC), other type-specific checkout flight, or any other
flight with a Dynamic Aviation Check Pilot. The Categories are FAA, 1, 2, 3,
and 4, and require the pilot to add altitude and visibility to published minimums, per
the chart below, for the purposes of flight planning and procedure execution.
CATEGORY
FAA
1
2
3
4
MDA/DH
Published
Add 100 feet
Add 200 feet
Add 300 feet
Add 400 feet
VISIBILITY
Published
Add mile
Add 1 mile
Add 1 miles
Add 2 miles
Dynamic Aviation First Officers are not assigned an IFR Category and decisions
regarding required weather minimums will be made in reference to the Pilot in
Commands assigned IFR Category.
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REVISION: 1/2010
11
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Reasoning: Margins increase above and beyond legal requirements in order to
increase our margin of safety.
Fuel Minimums
Dynamic Aviation flights are to be planned for not less than 1 hour fuel reserve.
Reasoning: Margins increase above and beyond legal requirements in order to
increase our margin of safety.
Oil pressure
If oil pressure drops below 60 psi in-flight the pilot should perform a precautionary
engine shutdown.
Note: The pilot must make the safety of the flight paramount. Engine shutdown should
not be undertaken until the aircraft is in a position from which the remainder of the flight
can be safely completed on a single engine.
Reasoning: The POM recommends the same action when oil pressure drops
below 40 psi. PT-6 oil pumps run very consistent oil pressures within the engines. If oil
pressure drops even below the bottom of the green arc, 60 psi, there is a problem in the
oil system. The sooner the engine can be secured the less damage will be incurred,
resulting in lower overhaul costs.
Airspeeds
Minimum Single Engine
No full reverse below
120 knots
60 knots
Any limiting speeds (Vne, gear speeds, flap speeds, etc.) maintain a 5 knot buffer from
the limitation in order to avoid accidentally exceeding of those limits.
Flaps
Full flaps Any time full flaps has been selected the flap selector handle must be reset to
the approach detent.
Reasoning: In case of go around or any other situation that requires the flaps
being retracted, it removes the possibility of the pilot rapidly bumping the flap handle up,
only to have it go only to the approach detent, resulting in the flaps remaining fully
extended while the pilot is needing them to be retracting.
Single Engine not more than approach flaps (40%) shall be used
IMC conditions not more than approach flaps (40%) shall be used
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REVISION: 1/2010
12
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Reasoning: Higher flap settings create a significant amount of drag which can
quickly slow the aircraft below desired airspeeds or behind the power curve, from which
point it takes very high power settings to recover to normal airspeeds and/or may be
impossible to recover from, especially on a single engine. Any runway to which a single
engine approach is made, or has an MDA/DA lower than 400 AGL (see stabilized
approach) should easily be long enough to accommodate a landing with no more than
approach flaps.
Stabilized Approach
1. General
a. A stabilized approach is one in which the airplane is configured for landing
and no major configuration or attitude changes are made after reaching 400
AGL VMC, or the FAF IMC
2. Landing configuration
a. Gear extended
b. Flaps set to approach or higher
c. Props set for landing
3. Glide path
a. Established on glide path for runway in use
b. Not below VASI, PAPI or electronic glide slope
4. Descent rate
a. No more than 1,000 fpm
5. Airspeed
a. Vref +10 kts at 400 AGL gradually reduced to Vref over threshold
6. Power
a. Gradual reduction to idle at touchdown
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REVISION: 1/2010
13
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Special flight checkouts

A standard captain checkout at Dynamic Aviation allows a pilot to fly from the left seat.
Unless a pilot is has received such a check out in the specific type of aircraft they must
not fly from the left seat unless flying with an approved Dynamic Aviation check pilot.
Any exception must be authorized by the chief pilot on an individual basis.
A specific check-out or sign-off is required for any pilot to perform any of the operations
listed below:
Single Pilot Operations
All Bridgewater Airpark Operations (Day and Night)
Operations requiring Night Vision Goggles
Low Level Operations Defined as flights below 1000 feet AGL, other than take-off and
landing.
The check-out may be combined with the initial captain checkout, on a separate occasion,
or combined with an AFR or IPC. There are no specific pilot logbook entries for the
check-out, but a record is kept in the pilots file at Dynamic Aviations headquarters in
Bridgewater, Virginia.
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REVISION: 1/2010
14
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Restricted Category
Most King Airs operate in what the FAA would consider the normal category. The
airworthiness of these aircraft is determined by consulting FAR 23: Airworthiness
Standards Normal, Utility, Acrobatic, and Commuter Category Airplanes. While some of
Dynamic Aviations operations fall into the normal category, many of our operations do
not. FAR 23 is simply too restrictive to allow us to modify the aircraft with the necessary
equipment for the mission. We therefore also operate in the Restricted Category which
allows us to modify the aircraft to the extent necessary so long as they are not rendered
unsafe for the intended purpose. These rules are covered in FAR 21.25, Issue of type
certificate: Restricted category aircraft. Operations covered in this part include aerial
application and aerial survey.
A particular aircraft that is being operated in the Restricted Category can be returned to
the Normal Category by simply removing the equipment that is restrictive and
completing the appropriate paperwork. It is therefore important that the pilot determine
the Category in which the aircraft is currently certified by checking the aircraft logbook
for the last entry indicating the Category of the aircraft. Once the Category is
determined, make sure it is appropriate for the equipment installed and the operation
about to be conducted.
While the Restricted Category allows us to perform certain functions we would not be
able to otherwise, it does include some limitations, as covered in FAR 91.313. These
limitations are:
It may not be operated for anything other than the purpose it was certificated in the
Restricted Category for. In other words, it cannot be used to haul freight if it is in the
Restricted Category for Aerial Survey purposes.
It may not carry persons other than those required for the mission.
It may not be operated over a densely populated area, in a congested airway, or near a
busy airport with passenger service.
Note: Dynamic Aviation has a waiver for this limitation allowing us to operate in these areas
The aircraft must display the appropriate placards indicating it is being operated in the
Restricted Category
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REVISION: 1/2010
15
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Public Aircraft
Dynamic Aviation operates some of our aircraft under the public aircraft status, this allows us
to operate the aircraft above the weight limit of 12,500 pounds without a type rating. The term
public aircraft is further defined below and is explained in detail. The information is only an
excerpt from official regulations governing this use and will not contain the complete
description.
Title 14 1.1
Public aircraft means any of the following aircraft when not being used for a commercial
purpose or to carry an individual other than a crewmember or qualified non-crewmember:
(1) An aircraft used only for the United States Government; an aircraft owned by the
Government and operated by any person for purposes related to crew training, equipment
development, or demonstration; an aircraft owned and operated by the government of a State,
the District of Columbia, or a territory or possession of the United States or a political
subdivision of one of these governments; or an aircraft exclusively leased for at least 90
continuous days by the government of a State, the District of Columbia, or a territory or
possession of the United States or a political subdivision of one of these governments.
(i) For the sole purpose of determining public aircraft status, commercial purposes
means the transportation of persons or property for compensation or hire, but does not
include the operation of an aircraft by the armed forces for reimbursement when that
reimbursement is required by any Federal statute, regulation, or directive, in effect on
November 1, 1999, or by one government on behalf of another government under a
cost reimbursement agreement if the government on whose behalf the operation is
conducted certifies to the Administrator of the Federal Aviation Administration that the
operation is necessary to respond to a significant and imminent threat to life or
property (including natural resources) and that no service by a private operator is
reasonably available to meet the threat.
(ii) For the sole purpose of determining public aircraft status, governmental function
means an activity undertaken by a government, such as national defense, intelligence
missions, firefighting, search and rescue, law enforcement (including transport of
prisoners, detainees, and illegal aliens), aeronautical research, or biological or geological
resource management.
(iii) For the sole purpose of determining public aircraft status, qualified noncrewmember means an individual, other than a member of the crew, aboard an aircraft
operated by the armed forces or an intelligence agency of the United States
Government, or whose presence is required to perform, or is associated with the
performance of, a governmental function.
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REVISION: 1/2010
16
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The term commercial purpose is further defined by the following:
Whether used for "commercial purposes": One of the basic criteria in the current definition for
public aircraft status is that the aircraft is not being used for "commercial purposes." In view of
the fact that the term is used repeatedly throughout the new section, it is defined in subsection
(a).
The new 40125(a)(2) states:
"(2) COMMERCIAL PURPOSES--The term 'commercial purposes' means the
transportation of persons or property for compensation or hire, but does not include
the operation of an aircraft by a government under cost reimbursement required by
federal law or a cost reimbursement agreement
"(A) to undertake an inherently governmental function that is so intimately
related to the public interest as to mandate performance by the government
and require either the exercise of discretion in applying government authority
or the use of value judgment in making decisions for the government; or
"(B) to undertake other governmental functions, but only when needed to
respond to an imminent threat to life, property or natural resources, and no
service by a private operator is reasonably available to meet the threat."
Although Dynamic Aviation operates aircraft under the public aircraft status there is no
classification or registration required by the FAA as stated below:
FAA Public Order 8130.2F

20. PUBLIC AIRCRAFT.
b. Public Aircraft is NOT a status that is granted by the FAA. There is no
requirement to make a declaration in writing of this status, nor is there any
responsibility to carry any proof of this status. The burden of proof is on the
operator to establish to the FAAs satisfaction that an aircraft is a public aircraft
if its status is questioned.
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SYSTEMS
The important thing when dealing with knowledge of systems is simply to know your
airplane. If everything is working the way it should, then flying can be easy. But what
happens when a system malfunctions? Without knowledge of systems or how they
interact with each other, you might not be able to troubleshoot problems accurately or
have enough information to produce a positive outcome to a situation.
The review of systems should be studied from the Systems Operations section in the
Pilots Operating Manual. Be aware that the description of the aircraft systems in this
section of the POM is to give an overview, not necessarily in detail, of how each system
works. You are, however, given the adequate knowledge needed to understand the
operations of each system. A systems test will be given during your training.
Although all systems should be studied and reviewed, here are a few specific items to
know well for training.
Fuel System
1. Be able to draw out the fuel system and appropriate components in a block
diagram format
2. Understand the aux fuel transfer and crossfeed systems and how to test and
operate them. Know what indications to look for during these test procedures. (i.e.
what lights are you looking for.)
3. Know fuel capacity and useable fuel
Electrical System
1. Study the electrical system having the mindset of how would I manage the
airplane if _________ component or electrical system failed
2. Know what the current limiters are, how to check them, why we check them, and
where they are on the electrical system diagram in the POM.
3. Know what items are on the hot battery bus and how they apply to operations.
Propellers
1. Understand the Autofeather system and the procedure for testing the operation of
the system
2. Understand what each governor does, what speed it limits the propeller too, and
how to test the over-speed governor.
Pressurization
1. Understand how the pressurization controller is set and what to look for if the
system malfunctions and know the appropriate response.
2. Know how to do the pressurization check.
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CHIEF PILOT MEMOS

The Chief Pilot Memos are in-house publications distributed periodically to address
current pilot issues. Sometimes they draw attention to details that may not be as fully
developed in the SOPs or aircraft checklists and other times they are intended as
reminders or general information not directly related to company procedures.
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Garmin GNS 530/530W Self Study Guide

Nearly all Dynamic Aviation aircraft are equipped with either the Garmin GNS 530 or
the GNS 530W, which is the WAAS capable version of the 530. These units are the
primary source for communication, ground-based navigation, and satellite based
navigation in our aircraft. It is therefore critical to our operation that all pilots have a
thorough understanding of the unit. Additionally, some aircraft are also equipped with a
secondary unit, the Garmin GNS 430 or 430W. Because operation of all of the Garmin
units is similar, this training is geared toward the Garmin GNS 530. Differences of the
other units will be covered at the end of the packet under Differences Training.
Regardless of your level of proficiency please take the time to download the Garmin
Trainer at http://www8.garmin.com/support/download_details.jsp?id=3532 and go
through this self study.
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Intentionally Left Blank
Chapter 28.2
Standard Operating Procedures

Beech King Air A200
(C-12/RC-12)
Bridgewater, Virginia
2009
Chapter 1: Introduction and Manual Procedures

Preface
The Flight Training maneuvers and procedures described in this document will serve as the
basis for standardized instruction. They will also serve as guidelines to achieve the highest
possible level of proficiency, provide safe operation of the aircraft and serve as a guideline for
companywide standard operating procedures. At no time during flight training or operations
will the limitations of the aircraft be intentionally exceeded, nor maneuvers conducted that
would jeopardize safety.
This manual emphasizes attitude flying; pitch and power. A certain pitch attitude and power
setting for a given configuration will give a similar result every time. Varying meteorology,
aircraft loading and air density can alter the performance as read off the instrument panel;
however, this is an excellent starting place and will get the pilot very close to the desired result.
The pilot should have a high level of recall on the configurations, power settings and pitch
attitudes needed for each operation.
The Flows are not checklists. They are intended procedures for the pilot to complete needed
items before confirming them with the appropriate checklist.
There is no substitute for thinking about the given situation.
This manual is designed to provide specific guidance for a two crew environment and assign
crew duties as appropriate to the Pilot Flying, Pilot Monitoring and at the same time taking into
account seat and switch position. There are going to be some items that by virtue of location
must be associated with a particular crew position. This manual addresses who is responsible
for completing the procedures during all phases of the flight.
In a single pilot environment, the pilot completes all of the items listed in the flow and backs
his/her procedure up with the checklist items.
The following Standard Operating Procedures are mandatory.
Chapter 2: Standard Operating Procedures and Policies

GENERAL
This chapter is specific to the C12 aircraft. In cases of contradiction between this manual and
the Dynamic Aviation General Operations Manual, the pilot should follow the more restrictive
of the two and/or contact the Chief Pilot immediately to report the discrepancy and request
clarification.
CREWMEMBER ROLES
The flight crew consists of a Captain and a First Officer. The Captain must be a Dynamic
Aviation pilot. Additional crew may be required to operate equipment in the rear of the
aircraft. These additional crewmembers may or may not be Dynamic Aviation employees.
CREW COORDINATION
Pilot Flying
Pilot flying has the primary task of maintaining control and safe position of the aircraft. All
other tasks for the pilot flying are secondary. Secondary tasks for the pilot flying include
performing the PF duties as outlined in this SOP, briefing the approach, and delegating duties to
the pilot monitoring. Pilot flying is a role that is designated by the Captain, and does not
replace command authority. The role does require a certain amount of delegation and task
assignment to be done by the PF. While the Captain always maintains authority over the
aircraft, over-ruling PF decisions and delegated actions on a regular basis undermines crew
coordination and should not be done without due consideration.
Pilot Monitoring
The primary duties of the Pilot Monitoring is to monitor the flight to avoid dangerous
situations, maintain an increased situational awareness of the crew, and assist the pilot flying
by reducing the Pilot Flyings workload. This is best accomplished by focusing your available
time and resources toward maintaining a superior situational awareness while performing PM
duties as outlined in this SOP.
Changes in Navigation
Any change in navigation must be confirmed by both pilots prior to activating it. It may be as
simple as does this look good to you?, but both pilots must be in the loop as to where the
airplane is navigating.
Transfer of Controls
Any time there is a transfer of controls between pilots, the current Pilot Flying will
communicate, at a minimum, the altitude and heading/course clearance along with the words
you have the controls. The pilot receiving the controls will ensure good situational awareness
has been achieved, physically take the controls, and state I have the controls.
Sterile Cockpit
Flight crewmembers may not engage in, nor may any PIC permit, any activity during a
critical phase of flight which could distract any flight crewmember from the performance of
his/her duties or which could interfere in any way with the proper conduct of those duties.
Examples of unacceptable activities are:
Eating;
Engaging in nonessential conversations within the Flight Deck;
Nonessential communications between the cabin and Flight Deck crews; and/or
Reading publications not related to the conduct of the flight or are not required for the
safe operation of the aircraft.
For the purposes of this section, critical phases of flight include:
Outbound: From the beginning of the Before Start Checklist until 15 NM from the
departure airport
Inbound: From 15 NM from arrival airport until the completion of the Parking Checklist
CHECKLIST PROCEDURES
Introduction
Checklists are a fantastic tool, but they should not be used as an instruction card for how to fly
the airplane. A professional aviator should know all of the procedures necessary to operate the
aircraft. The checklists are designed only to ensure that in the process of accomplishing the
procedures, none of the critical items were missed. The checklist is to be used as a list of
critical items that must be re-checked after the procedures have been completed. It is not to
be used as a read-do instruction list to set up the aircraft. As such, all items included on the
checklist should be completed as part of the procedure prior to calling for the checklist. If a
switch needs to be moved during the performance of the checklist, it is an indication that the
procedure leading up to that point was incorrect.
Checklists are to be used during all appropriate phases of flight. All checklists are challenge and
response with one crewmember giving the challenge, and the appropriate crewmember
checking the item and stating the appropriate response. Checklists are not to be started until
all of the actions for that checklist have been performed. Checklists are not to be held halfway
through a checklist. If a checklist is interrupted, the last completed item should be read again,
then proceed with the remainder of the checklist. If there is any confusion, the checklist should
be started over. Single pilot operations are discussed in the differences section at the end.
When a checklist is completed, the pilot reading the challenges will announce the name of the
checklist, followed by the word complete. This will communicate to the other pilot the status
4
of the checklist. For those checklists divided by a line, the pilot will read the name of the
checklist followed by to the line. These statements are written on the checklist and should be
read aloud.
The remainder of this section provides general guidelines on how flows and checklists fit into
the overall flight. Specific procedures and checklists are located in Chapter 5: Normal
Procedures and Checklists, and in Chapter 6: Emergency Procedures and Checklists.
Checklist vs. Procedure List
The goal of the checklist is to remind the pilot of critical items, not necessarily to instruct on
procedures or even to remind the pilot of every item. With this in mind, some items that were
felt to be non-critical were omitted from the checklist. As an example, noting flight times and
OATs is not a checklist item. Those items would be covered in the flow, because a flow is a
procedure. Once the flow is completed, all of the checklist items should have been covered. At
that point the checklist is called for and is a tool to ensure all of the critical items were
completed by the procedure.
Flow
A flow is a procedure used to set up the aircraft for the appropriate phase of flight. Like every
other procedure that affects safety of flight, it is important that it be completed appropriately.
As previously stated, the flow must be completed prior to calling for the checklist. The checklist
is only used to check that the procedures are being completed appropriately.
Whenever possible, checklist items are ordered in a manner that will cause the pilot to
complete checklist items in the same order as they appear in the cockpit. Thus if two switches
are physically located next to each other, they will appear sequentially on the checklist. This
expedites completion as well as reduces omission by drawing attention to a gap in the flow if
an item is missed. All items on a given checklist must have been completed in the flow prior to
calling for the checklist. The checklist is to be used to check that all of the items have been
completed. It may not be used as a do list.
An additional function of the flow is to include items that may not necessarily warrant their
own item on a checklist. Certain functions such as crew comfort or record keeping items are
appropriate to include in a procedure, but do not affect the safety of flight. As such, these
items may be included in the flow for convenience purposes but are not contained on the
checklist.
CRM/ Division of Duties
All checklists are challenge and response. In the Before Start, After Start, and Parking
Checklists, the challenge is read by the First Officer. With the remaining checklists the
challenge is read by the Pilot Monitoring, who may be either the Captain or First Officer
depending upon who is taxiing/flying. The response is read by the person indicated in the
bracket next to the response on the checklist. In most cases the division is determined either
by physical location of the item or by appropriate person for phase of flight (i.e. Pilot Flying
completes the takeoff brief). In some cases the division is simply a matter of cross-check, such
5
as both pilots checking the annunciator panel just before takeoff. This ensures both pilots are
involved with the process. A key to the abbreviations follows:
CA - Captain
FO First Officer
PF Pilot Flying
PM Pilot Monitoring
BOTH Both Pilots

ALL All Occupants
Even though the duty is divided, both pilots should still endeavor to verify that the response of
the other pilot does indeed match the actual configuration of the aircraft. Additionally, certain
individual items may be reassigned by the Captain. For instance, if the Captain does the walkaround on a quick turn, he or she will simply read the response to that item even if it is labeled
as an FO item on the checklist. If the crew prefers, the FO may still read the response after
verifying the Captain completed the walk-around. Either way is acceptable. The only exception
there is to this rule is the items of verification where one crewmember reads the initial
response and the other crew member is required to verify the action. An example of this would
be the landing gear. The response to the challenge landing gear is 3 green by the PF and
Verified by the PM. In this case, of course, each response must be read by the appropriate
crewmember. The ability to reassign a few individual items for common sense reasons does
not mean that the Captain is allowed to completely reorder the division of duties, however.
Each crewmember is assigned specific duties during each phase of flight in order to create a
standard whereby each crewmember understands what is expected of them. It is unfair,
unsafe, and unacceptable to alter this standard.
Division of Checklists (Line Items)
A line within the checklist divides checklist items based on time of completion. The landing
checklist, for instance, places a line between items that can be completed immediately after the
gear is lowered and those items that may wait until short final. The line allows the completion
of checklist items at more appropriate times by dividing the duties into more manageable
chunks that better mesh with real world flying. The line helps comply with this idea by
allowing for some variation in the flight profiles. Sometimes you may be fully configured very
soon after extending the gear, sometimes you may leave the autopilot on to continue the
approach. In either case, you can begin the landing checklist at the same prompt every time,
namely gear down. If you are fully configured you would simply read the checklist all the way
through. If not, you would call for the Landing Checklist to the line. The PM would read the
items above the line, then state Landing checklist to the line. Notice the PM does not include
the word complete when only accomplishing those items above the line. When ready to
continue, the PF would call for Below the line and the PM would continue the checklist until
completion. Only at this point would the PM state Landing Checklist Complete.
Increased Situational Awareness
Checklists are organized to increase situational awareness during specific phases of flight. For
instance, the Taxi Checklist includes only two items, and only one of those items requires
looking inside. This is obviously to reduce distraction during a critical phase of flight. The taxi
checklist is the only ground checklist that may be completed without the parking brake set.
Generally speaking, the checklist should be held just below the level of the glareshield so as to
not cover flight critical instruments or the windshield. This is so that the pilot is able to keep his
6
or her eyes up and still use peripheral vision while reading the checklist. The pilot reading the
checklist should additionally continue to monitor surroundings to the best of their ability. At no
point should the checklist be placed in the lap or on a kneeboard while it is being referenced.
This puts the head down and takes the pilot reading the checklist completely out of the game.
As a general rule, heads up and eyes out will help maintain situational awareness, and
especially while referencing checklists.
Human Factors
Checklist is designed to be more user-friendly in order to increase actual checklist usage.
Redundancy between checklists is reduced to eliminate the feeling that we dont need to do
that checklist, it is all covered in this one.
Item Naming
Names of checklist items closely match the actual names as they are depicted in the cockpit.
For instance, Instrument and De-Ice Pressures has been renamed Suction and Pneumatic
Pressure because that is generally how the instruments are labeled in the cockpit.
As Required
Ironically, the only response that is not appropriate for an as required checklist item is as
required. Anytime you see as required as the readback, the response should be the actual
switch position(s) or configuration.
For example, the checklist item LightsAs Required *CA+. In this case the Captain would read
back landing and taxi lights on or whatever he chooses to turn on. He would not say as
required as the response.
Single Pilot Operation
The checklist may still be used in single pilot operations. In the case of single pilot operations,
the brackets indicating who is to read the response may be ignored with the exception of those
brackets labeled [ALL] because those items include all occupants, even if they are not pilots.
PROHIBITED OPERATIONS
Powerback
Using reverse to back the airplane under its own power (powering back) is prohibited.
Aerobatic Maneuvers
Aerobatic maneuvers are prohibited. For the purposes of this manual, aerobatic maneuvers are
defined as any operation in excess of 60 degrees of bank and/or 30 degrees of pitch.
7
Chapter 3: Normal Procedures, Checklists, and Maneuvers

INTRODUCTION TO NORMAL PROCEDURES AND CHECKLISTS
Procedures are the actions that must be completed to accomplish the flight. Checklists are
used to check that at least the items critical to the safety of flight have been completed.
Completing only the checklist items will not result in a satisfactory flight. Most procedures have
been incorporated into a flow pattern to ease learning and performance. These flows are
designed to sync with the checklist in a manner that reduces confusion, increases proficiency
and provides clarity on when items should be completed. In other words, the following flows
are the procedure for flying the airplane at Dynamic Aviation.
PREFLIGHT PROCEDURE
Objective:
To assure that all items in the cockpit are set for engine start and all preflight functional
checks have been completed. This flow is designed to provide guidance on a
recommended cockpit flow with the concept that this is the crews first flight of the day.
Subsequent flights by that crew can be preceded by the Before Start Checklist. An
organized preflight flow can be accomplished in a few seconds and will increase safety
and dispatch reliability.
When to Perform:
First flight of the day or whenever there is a crew change.
Beginning to Battery ON
Description
Crew and Cabin Oxygen ........................................................................................ On
Circuit Breakers ............................................................................................ Checked
Overhead Floodlight ............................................................................................ Off
The Overhead Floodlight is on the Hot Battery Bus and if left on for an extended
period of time will deplete the battery.
Cabin Temp Mode ................................................................................................ Off
Windshield Wiper ................................................................................................ Off
Pitot Heat ............................................................................................................. Off
Stall Warning Heat ............................................................................................... Off
Windshield Anti Ice .............................................................................................. Off
Auto Feather ........................................................................................................ Off
Vent Blower .......................................................................................................Auto
Aft Blower ............................................................................................................ Off
Bleed Air Valves ................................................................................................... Off
Avionics ................................................................................................................ Off
Inverters ............................................................................................................... Off
Master Panel Light Switch ................................................................................... Off
8
Navigation Lights................................................................................................... On
Beacon.................................................................................................................. Off
Ice Lights .............................................................................................................. Off
Emergency Lights ....................................................................Test, Reset then Auto
The Emergency Lights are powered by a battery system separate from the aircraft
battery system. They are then recharged as needed by the aircraft generator
system.
Interior Lights ....................................................................................................... Off
Cabin Signs ........................................................................................................... Off
Prop Heat ............................................................................................................. Off
Brake Deice .......................................................................................................... Off
Key Lock Switch ......................................................................................... Key In, On
LH Auto Ignition ................................................................................................... Off
LH Ignition Start Switch ........................................................................................ Off
Master Switch [Gang Bar] .................................................................................... Off
RH Ignition Start Switch ....................................................................................... Off
RH Auto Ignition ................................................................................................... Off
Ice Vanes ........................................................................................................ Extend
Fuel Vent Heat ..................................................................................................... Off
LH/RH Auxiliary Transfer Switches.....................................................................Auto
FUEL CROSSFEED .................................................................................................. Off
Fire Pull Handles ...........................................................................................Pull Out
Listen for Firewall Shutoff Valve Operation
(DO NOT push to Extinguish Light!)
Flight Controls .........................................................................Free, Full and Correct
Complete a full Box pattern by moving the flight controls to the full extent of
travel in each corner (full left/forward, full left/back, full right/back, full
right/forward, return to neutral). Note and resolve any tightness or binding and
note proper deflection of controls surfaces in relation to movement of the control
yoke.
Ice Vane Handles .......................................................................................... Checked
Pilots Alternate Static Source .......................................................................... Check
Parking Brake ....................................................................................................... Set
Landing Gear Handle ........................................................................................ Down
Standby Pumps ..................................................................................................... On
Listen for Pump Operation
Battery Switch ................................................................................. On/Three Green
Keep hand on gear handle until three green lights are observed
Battery ON to Completion
Master Warning/Caution Annunciators ...................................... Push to Extinguish
Landing Gear Handle Lights ................................................................................ Test
Fire Pull Handles ............................................................................................ Push In
FUEL PRESSure Annunciators ............................................................................... Off
Standby Pumps .................................................................................................... Off
FUEL PRESSure Annunciators ................................................................................ On
9
Note individual illumination of the Master Warning Fault Annunciator

Push to Extinguish Annunciator
AUX TRANSFER OVERRIDE Switches ..................................................................Auto
FUEL CROSSFEED .......................................................................................Check Left
FUEL CROSSFEED Annunciator .............................................................................. On
Crossfeed ............................................................................................................. Off
FUEL CROSSFEED Annunciator ............................................................................. Off
Note and Press to Extinguish the MASTER WARNING Annunciator after each
illumination of the FUEL PRESSure Annunciators.
FUEL CROSSFEED .................................................................................... Check Right
Fuel CROSSFEED ................................................................................................... Off
Fuel Quantity.................................................................................................... Check
SHADIN .........................................................................................................Program
LH Inverter ............................................................................................................ On
Check AC Voltage and Frequency (104-124 Volts/394-406 Hz)
LH Inverter ........................................................................................................... Off
Note Master Warning and Caution Annunciation and Press to Extinguish
RH Inverter ............................................................................................................ On
RH Inverter ........................................................................................................... Off
Power Levers ........................................................................................................Idle
Prop Levers................................................................................................ Feathered
Condition Levers ............................................................................................ Cut Off
Annunciator Panel............................................................................................... Test
Press to Test the Annunciator Panel, there are two bulbs per annunciator, note and
report any burned out bulbs.
Chip Detector ................................................................................... Not Illuminated
Stall Warning ....................................................................................................... Test
Note movement of Stall Warning Vane
Gear Warning ...................................................................................................... Test
Fire Detectors...................................................................................................... Test
The Fire Detector Test system utilizes a rotary knob on the Copilots subpanel just
left of the control yoke. Turning the knob through each Switch position will
illuminate the red MASTER WARNING light on the glareshield as well as the
illumination of a red warning light in each FIRE PULL handle. Press to Extinguish
the MASTER WARNING light between each switch position to verify that the
MASTER WARNING light will be illuminated at the subsequent position. Slow
10
steady movement of the switch between each position will ensure proper testing of
the Detector System as well as the Annunciator System.
Fire Extinguishers ................................................................................................ Test
Continue movement of the Fire Detector Test Switch as previously described
through the EXTGH test positions and note the MASTER CAUTION light as well as
the associated caution annunciators (#1/#2 EXTGH DISCH) are illuminated.
Battery.................................................................................................................. Off
OAT.................................................................................................................... Note
O2 Masks ........................................................................ Flow Checked and Secured
Crew and Cabin Oxygen .................................................................................. Closed
Interior Preflight Checklist .................................................................. Complete
11
Captain Procedures
BEFORE START PROCEDURE
Objective:
The Before Start Flow is designed to ensure that all items in the cockpit are set for
engine start, to provide redundancy in the completion of certain items that are also
checked on the preflight, and to ensure proper configuration of the aircraft prior to
engine start. The redundancy is designed into the Before Start Flow and Checklist in
order to cover the crucial items needed to properly configure the aircraft on subsequent
flights when a preflight checklist may not have been completed. A pilot shall always
verify the proper cockpit configuration before start.
When to Perform:
Immediately before engine start
Description
Captains Flow Pattern
Weight and Balance .................................................................................Completed
Captain will delegate who is to complete the weight and balance and will
ensure it has been completed correctly and that both crewmembers are
informed of the weight and balance condition of the aircraft.
Open the controls now, if you desire, they will ultimately get checked in the
Before Takeoff Checklist.
Circuit Breakers ...................................................................................................... In
Switches ............................................................................................................... Set
Assure that all cockpit switches are set appropriately prior to engine start
Apply brakes until pressure is felt, hold brakes and pull parking brake knob to set.
Ice Vanes ........................................................................................................ Extend
Auxiliary Transfer Switches ................................................................................Auto
Fuel Quantity................................................................................... ---- lbs Indicated
Captain will check the fuel quantity indicated on the aircraft gages for the Main
and Aux tanks and read aloud the total quantity indicated. This number will be
compared with the quantity set in the Shadin as read by the FO. If a discrepancy
exists, it will be corrected immediately.
Beacon & Nav........................................................................................................ On
Seats and Belts .................................................................................. Adj & Fastened
Seat is adjusted Fore/Aft and Up/Down to allow for free and full movement of all
controls and is locked in position. Seat belt and shoulder harness are fastened.
Captain will ensure all occupants have fastened their seat belts.
Before Starting Checklist ....................................................... Call For/Complete
12
C-12 Before Start (Beginning to Battery On) - Captain

O2
13
C-12 Before Start (Battery On to Completion) - Captain
14
START SEQUENCE
Objective
1. To determine that the pilot exhibits knowledge of the elements related to
recommended engine starting procedures, including the use of an external power
source, starting under various atmospheric conditions, awareness of other persons
and property during start, and the effects of using incorrect starting procedures.
2. To assure the pilot can safely and effectively start the engines on the King Air A200
using a cross generator procedure and GPU start procedure.
3. Accomplishes recommended starting procedures.
4. Completes Appropriate Checklist.
Description: Battery and Cross generator start Procedure
Engine #2 (Right Engine)
Clear
Ignition and Engine Start Switch ........................................................................... On
-Ignition Annunciation Light
-Propeller Rotation Outside
-N1 Indication Inside
- FUEL PRESSure Fail Light-Out
- Oil Pressure
N1 ....................................................................................... Stabilized 16% Minimum
- Allow N1 to peak for a quick 5 count. 16% is only the minimum, there is no
maximum. The higher the N1, the better.
Condition Lever ............................................................................................ Low Idle
-Guard the condition lever and Ignition and Engine Start Switch until start is
complete.
-Light Off within 10 Seconds
-Monitor and note Peak TGT and N1 above 52%
-Caution: If no TGT rise is observed within 10 seconds after moving the condition
lever to LOW IDLE, move the Condition Lever to CUT-OFF and the Ignition switch
OFF. Allow 30 seconds for fuel to drain; then follow the ENGINE CLEARING
procedures.
Starter/Ignition Switch ......................................................................................... Off
Oil Pressure ...................................................................................................... Check
Generator (Running Engine) ................................................................................ On
Idle N1 .............................................................................................Monitor for Drop
Battery Charge Light ............................................................................................. On
Engine #1 (Cross Generator Start)
Generator (Running Engine) ................................................................................ Off
Condition Lever (Running Engine) ............................................................. High Idle
-Note: Anytime the condition lever is moved, the pilot should monitor TGT
Starter/Ignition Switch .......................................................................................... On
15

-FUEL PRESSure Fail Light-Out
-Oil Pressure
#1 Engine N1 ............................................................................................ Above 10%
Generator (#2 Engine)........................................................................... On for Assist
- Allow N1 to peak for a quick 5 count. 16% is only the minimum, there is no
maximum. The higher the N1, the better.
#1 Condition Lever ....................................................................................... Low Idle
complete.
procedures.
N1 ................................................................................................. Stabilized/Low Idle
Ignition and Engine Start Switch .......................................................................... Off
Condition Lever (#2 Engine) ......................................................................... Low Idle
Description: GPU Start Procedure
Battery.On
GPU..Connected and On
-Make sure the GPU is hooked up by noting the External Power
annunciator and noting the Davtron voltage.
Engine #1 (Left Engine)
Clear
Ignition and Engine Start Switch ........................................................................... On
- FUEL PRESSure Fail Light-Out
-Oil Pressure
Condition Lever ............................................................................................ Low Idle
complete.
procedures.
16
Starter/Ignition Switch ......................................................................................... Off

GPU ...................................................................................................... DISCONNECT
Generator(#1 Engine) .......................................................................................... ON
Engine #2 (Cross Generator Start)
Generator (Running Engine) ................................................................................ Off
Condition Lever (Running Engine) ............................................................. High Idle
-Note: Anytime the condition lever is moved, it should be moved slowly and the
pilot should monitor TGT to prevent rapid TGT rise
Starter/Ignition Switch .......................................................................................... On
-FUEL PRESSure Fail Light-Out
-Oil Pressure
#2 Engine N1 ............................................................................................ Above 10%
Generator (#1 Engine)........................................................................... On for Assist
#2 Condition Lever ....................................................................................... Low Idle
complete.
procedures.
N1 ................................................................................................. Stabilized/Low Idle
Ignition and Engine Start Switch .......................................................................... Off
Condition Lever (#1 Engine) ......................................................................... Low Idle
17
AFTER START PROCEDURE

Objective:
To assure that the pilot effectively completes the important system and equipment
checks as well as initiating systems and components required for flight in a timely
manner.
When to Perform:
Immediately after engine start.
Description
Captains Flow Pattern
Current Limiters ........................................................................................... Checked
Current Limiter Check Procedure:
Master Warning/Caution Annunc. ...................................... Push to Extinguish
Generators .................................................................................................. Off
#1 Inverter .................................................................................................... On
Note INST AC Fail Light Out
Note #1 INVERTER Caution Light Out
Note gyros spinning up and warning flags disappear
#1 Inverter ................................................................................................... Off
Note #1 INVERTER Caution Light On
Note and Push to Extinguish MASTER CAUTION Annunciator
Note INST AC Fail Light On
Note and Push to Extinguish MASTER WARNING Annunciator
Note gyros not operating and warning flags displayed
#2 Inverter .................................................................................................... On
Note INST AC Fail Light Out
Note #2 INVERTER Caution Light Out
Note gyros spinning up and warning flags disappear
#1 Inverter .................................................................................................... On
#1 Generator ................................................................................................ On
Note #1 GEN Loadmeter indicating an electrical load
#2 Generator ................................................................................................ On
Note #1/#2 GEN Loadmeters paralleled
Cabin Temp Mode .........................................................................As Required/Auto
-When on the ground, maximum cooling efficiency can be obtained by
positioning the Bleed Air Valves in the ENVIRO OFF position.
-Observe the minimum requirement of 65% N1 when the Air Conditioning system
is activated.
AC Voltage/Freq ............................................................................................... Check
DC Voltage/Load .............................................................................................. Check
DC Voltage and Load (28 Volts/Loads paralleled)
Bleed Air Valves ......................................................................Checked/As Required
Avionics Master..................................................................................................... On
18
Inverters ................................................................................................................ On
Prop Feather RPM ............................................................................. Note, then Full
Note the Propellers are still in feather after start, then place the levers full forward.
This constitutes a feather check and no recording of RPM is required.
After Start Checklist .............................................................. Call For/Complete
19
C-12 After Start - Captain
20
TAXI PROCEDURE
Objective:
Provide guidance to the flight crew on completion of proper taxi procedures. Sterile
Cockpit procedures shall be maintained at all critical portions of aircraft surface
movement and at least one crewmember shall maintain a visual scan of the outside
environment. The taxi flow procedures are purposefully limited in scope to reduce
distractions to a minimum and allow the crew to maintain situational awareness while
the aircraft is moving. At no time should the crew begin any subsequent checklists
while taxiing and should wait until in a location and position to begin the Engine RunUp/Before Takeoff checklist. At all intersections, the crew will check to ensure the
intersecting taxiway, road, or runway is clear and verify this by announcing Clear
Left/Right.
When to Perform:
A safe and appropriate point during the taxi.
Description
Brakes ............................................................................................................... Check
Captain Checks brakes, and then First Officer checks brakes
Flight Instruments ............................................................................................ Check
Altimeter setting matches field elevation
Gyro Instruments turning in proper directions and indicating known headings
Compass Indicating known headings
Turn and Bank indicating turn in correct direction and ball opposite the direction of
turn
Crosscheck Altimeters and Heading Indicators with FOs side.
Taxi Checklist ......................................................................... Call for/Complete
Pilot Must:
1. Position controls properly, giving consideration to the wind direction and velocity.
2. Control direction and speed using Beta and nosewheel steering, with minimal use of
brakes.
3. Set the parking brake anytime the aircraft is stopped to prevent inadvertent
movement.
4. Avoid other aircraft and hazards.
5. Complete the appropriate checklist.
Note: The taxi light should be turned on from just before the aircraft leaves the block
under its own power until it comes to a stop in the block. At many FBOs the line
personnel are trained that when a pilot turns on his taxi light he is ready to move. Be
courteous to line personnel at night and turn off the taxi light as you are turning to line
up for the parking spot. In flight the taxi light should be turned off as the gear is
retracted and turned back on after the gear is down and locked.
21
ENGINE RUN UP PROCEDURE

Objective:
To determine that the pilot exhibits knowledge of the elements related to
recommended before takeoff procedures, including the reasons for checking each item
and how to detect malfunctions, positions the aircraft properly considering other
aircraft, divides attention inside and outside the cockpit and properly positions flight
controls.
When to Perform:
First flight of the day and any subsequent flights if desired by the Captain. Check may be
performed at any point along the taxi route where the airplane can be stopped and the
engine run-up can be completed with minimal affect on other operations.
Description
Nose Wheel ........................................................................................ Centered
Brakes .......................................................................................................... Set
Auto Feather ................................................................................... Checked/Armed
Cabin Temp Mode ....................................................................................... Off
-Cabin Temp. Mode may be left on if the Air Conditioner is not engaged.
Condition Levers .................................................................................. Low Idle
Test Switch .................................................................................... Hold to Test
Power Levers .................................................... Increase until lights illuminate
-Approximately 22% Torque
Power Levers ...................................................................... Retard Individually
-At 16-21% torque, opposite light extinguishes
-At 9-14% torque, both lights extinguish (propeller starts to feather)
Power Levers ...............................................................................................Idle
-Note Autofeather system disengages (both lights extinguish), feathered
propeller returns to low pitch (Idle RPM)
Autofeather Switch .................................................................................... Arm
Overspeed Governors .................................................................................. Checked
Rudder Boost ............................................................................................... Checked
Propeller Levers ............................................................................ Full Forward
Condition Levers ................................................................... Verify at Low Idle
#1 Prop Test Switch .................................................... Hold in PROP GOV TEST
#1 Power Lever .................................................................................... Increase
-Increase power until propeller is stabilized at 1,830-1,910 RPM
#1 Prop Test Switch .............................................................................. Release
-Note slight rise in RPM
-Do not increase torque excessively with switch held in test position as this
can cause torque and temperature surges.
#1 Power Lever .....................................................................Continue Increase
22
-Smoothly apply power until LH rudder movement is noted (observe TGT

and torque limits)
#1 Power Lever ............................................................................................ Idle
#2 Engine ............................................................. Repeat #1 Engine Procedure
Note:
The Overspeed Governor and Rudder Boost Checks can be combined to
increase efficiency as described in this procedure. Following this procedure
will reduce the required movement of the power levers and streamline the
checks.
Autopilot/Yaw Damper ................................................................................ Checked
Autopilot Mode Controller ......................................................................... Test
Controller Lamps Illuminate
Heading Bug .................................................................. Set to HSI Lubber Line
Autopilot Mode ........................................................................ Select Heading
Control Surfaces ..................................................................... Set to Midrange
Autopilot .............................................................................................. Engage
Note:
Due to the lack of air flow that normally opposes movement of the control
surfaces, it is possible to get a hardover control surface deflection if an
autopilot command is allowed to remain active for any appreciable time.
Move control knobs only as required to check control operation, then return
them to the center position.
-Check that the controls resist movement
-Move the heading bug right 10 degrees, then left 10 degrees
-Observe that the flight director commands a bank toward the new heading
and the control wheel responds in the appropriate direction.
-AP/YD Disconnect (Yoke Mounted Red Button)..................................... Press
-Observe that the autopilot disengages and that the flight controls operate
freely.
ELEV TRIM switch ................................................................................ Push ON
Control Yoke ...........................................................................Pull to Midrange
Control Yoke .................................................................... Push forward Lightly
-The trim wheel should move to the nose-up direction after a few seconds
and the TRIM UP Annunciator on the control unit should flash.
-Continue to hold the control wheel and press the control wheel trim
switches to the NOSE DN position. The autopilot should immediately
disengage and the AP TRIM FAIL and MASTER WARNING annunciators
should illuminate.
Note:
The AP TRIM FAIL annunciator will extinguish by depressing the AP/YD
disconnect button (Yoke Mounted Red Button) on the control yoke and the
MASTER WARNING annunciator by depressing its face.
23

Control Yoke .............................................................. Pull further aft and hold.
-The trim wheel should move to the nose-down direction after a few
seconds and the TRIM DN annunciator should flash.
-Press the control wheel trim switches to the NOSE UP position. The
autopilot should again immediately disengage and the AP TRIM FAIL and
MASTER WARNING annunciators should illuminate.
AP TRIM TEST switch ................................................................................ Press
Control Yoke ...................................................... Push lightly forward and hold
-Trim wheel should not move. Autopilot should disengage after
approximately five seconds and the AP TRIM FAIL and MASTER WARNING
annunciators should illuminate.
Lateral Mode (HDG, NAV, APPR, B/C) .................................................... Select
HDG Bug ..................................................................... Turn to Command Bank
Go-Around Button ................................................................................ Engage
-GA annunciator illuminates
-Autopilot disengages
-Flight Director commands a wings-level 7nose-up attitude
Electric Trim ................................................................................................. Checked
Elevator Trim Switch ......................................................................... PUSH ON
Pilots and Copilots PITCH TRIM Rocker Switches ................. Check Operation
-Engage Left side of split Rocker Switch and manually manipulate elevator
trim wheel. Wheel should resist movement.
-Engage Right side of split Rocker Switch and manually manipulate
elevator trim wheel. Wheel should move freely.
-Engage both Rocker Switches to operate electrical trim. Trim should
move in direction commanded.
A/P Trim Disconnect Switch ..................................................................... Press
-Electric Trim system disconnects
Elevator Trim Switch ......................................................................... PUSH ON
-Captain engage trim in one direction and hold.
-First Officer engage trim in the opposite direction.
-Note that the trim wheel stops movement.
Trim Tabs..................................................................................................... Set
Ice Protection Test ................................................................................. As Required
Required prior to flight into known icing
Power ............................................................................................... 1800 RPM
Ice Vanes ............................................................................................... Retract
-Observe torque increase
24
-Observe ICE VANE EXT lights extinguished

Ice Vanes ............................................................................................... Extend
-Observe return to original torque value
Note:
For purposes of efficiency, the order of operations during the Ice Vane check
may be altered for current operational considerations. (i.e. contaminated
runways/taxiways, temperatures, etc.)
De-ice Boots ........................................................................................ Activate
-Select Single Cycle and monitor inflation of the wing deice boots. The
wing boots will cycle for 6 seconds. Note the fluctuation of the Pneumatic
Pressure Gauge during the cycle. After the 6 second cycle, the Horizontal
Stabilizer boot will inflate for 4 seconds. Not the fluctuation of the
Pneumatic Pressure Gauge during the 4 second cycle.
Auto-Ignition ........................................................................................... Check
-Set Power to 22% torque.
-Arm Auto Ignition System
-Retard Power Levers individually below 20% torque.
-Note Auto Ignition System activates below 20% torque. (#1/#2 IGN ON
Advisory Annunciator will illuminate).
Propeller Deice System ............................................................................ Check
-Engage the Propeller Deice System and note the Prop Deice Ammeter
registering 14-18 Amps.
-Note a slight needle fluctuation every 30 seconds for 4 cycles.
-Complete a Manual check as required by placing the switch labeled
PROP-INNER-OUTER to either the inner or outer position. Note a 5%
increase of load per meter on the primary DC voltage/load meters.
(Utilizing the manual function will not register a load on the Propeller
Deice Ammeter).
Note:
The following electric heat checks may require you to turn off
one generator in order to see a load increase.
Pitot Heat ......................................................................................On, then Off
Windshield Heat .................................................................... Normal, then Off
-Look for load increase, feel windshield for heat.
Optional Checks:
These checks are not required, but may be completed at the Captains discretion.
Primary Governors
Power ....................................................................................Set to 1,800 RPM
Propeller Levers .................................................................................To Detent
-Check RPM at 1,600-1,620 RPM
25
Pressurization Test
Bleed Air Valves........................................................................................ Open
Power .................................................................................. Set to 50% Torque
Cabin Pressure Controller ..................................... Set below current elevation
Pressure Switch ................................................................................Set to Test
Cabin Rate of Climb Indicator ..............................................Check for Descent
Power ..........................................................................................................Idle
Bleed Air Valves................................................................................ Enviro Off
Cabin Pressure Controller ..................................................... Set for Departure
26
BEFORE TAKEOFF PROCEDURE

Before Takeoff Flow to the Line
Objective: To configure the aircraft so as to be ready to receive a takeoff clearance.
When to Perform: These items may be completed any time before departure when the aircraft
is stopped. The goal is to finish these items, complete the checklist, and finish the takeoff brief
just before receiving the takeoff clearance. If next for departure, the entire Before Takeoff
procedure may be completed at one time (both the above the line items and the below the line
items), but the takeoff brief must be completed prior to accomplishing the below the line items.
Description:
Pilot Monitoring
Autofeather .........................................................................................................Arm
Bleed Air Valves ................................................................................................ Open
Standby Pumps ..................................................................................................... On
Pressurization....................................................................................................... Set
Before Takeoff Checklist ................................................................ To the Line
Pilot Flying
Avionics and Radar ........................................................................................... Check
Props .................................................................................................................... Full
Friction .............................................................................................................. Set 4
Flaps .................................................................................................Sel, Ind, Vis L&R
-Selected
-Indicated
-Visual Left and Right
Trims ........................................................................................................ Set for T/O
Autopilot/Yaw Damper ........................................................................................ Off
-Controllers Disengaged
Flight Controls ............................................................................... Free, Full, Correct
note proper deflection of control surfaces in relation to movement of the control
yoke.
Before Takeoff Checklist ................................................... Call For/To the Line
27
C-12 Before Takeoff (to the line) Pilot Flying
28
C12 Before Takeoff (to the line) Pilot Monitoring

O2
29
Takeoff Brief
Objective:
To ensure both crewmembers understand the key elements related to the takeoff and
departure.
Description
The takeoff brief has nine major elements; power setting for takeoff, aircraft
configuration for takeoff, status of the Autofeather system, accelerate/stop distance,
decision speeds, type of departure, significant weather, emergency return plan, and
crew coordination. A detailed description of each item is below followed by a sample
brief at the end of this section.
1. Power Settings for Takeoff
a. Max Power Takeoff
i. This is a max torque or max temperature (whichever is reached first)
power setting. Max power is used when maximum performance is
needed for departing a runway and clearing obstacles on the climb out.
b. Reduced Power Takeoff
i. Based on normal loads and long runways, pilots may elect to use a 90%
torque setting for takeoff. The pilot must evaluate the conditions at each
airport and decide what power setting is appropriate. In an emergency
situation the pilot must use whatever power is available to get out of that
situation.
2. Flap configuration for Takeoff
a. Flaps Up
b. Flaps Approach
3. Autofeather Status
a. Autofeather Takeoff
i. The Autofeather system is armed and operational. If the aircraft
experiences a rollback and the Autofeather lights are lit (indicating N 1 at
or above 88-92%) the pilot will simply monitor the Autofeather and either
abort the takeoff (below decision/rotation airspeed) or continue the
takeoff and deal with the failure at a safe altitude. If the pilot elects to
stay in the pattern and land without completing the Engine Failure
checklist the pilot must at least move the inoperative engine prop lever
to feather.
b. Non-Autofeather Takeoff
i. The Autofeather system was either never installed or is currently
inoperative and deferred. If the Autofeather system is operational, it
must be used for the flight in accordance with the procedures in the
manual. If the aircraft experiences an engine failure after rotation (and
gear up) the pilot must identify, verify and feather. During a max power
takeoff power up is already accomplished. Clean up is complete as
soon as the gear and flaps are selected up.
4. Accelerate/Stop Distance
i. Use the tables found in the AFM/POM
30
ii. The PIC will determine Accelerate/Stop distance for the conditions of
flight.
1. For runways less than 6,000 feet and/or high density altitude,
calculate the accelerate/stop, takeoff or landing distances as
appropriate. Most situations will not result in a calculated
distance greater than this. This does not divorce the PIC from
sound judgment and the responsibility of checking calculated
distances to ensure safety in any given situation.
iii. In situations where the runway does not offer accelerate stop, such as
Bridgewater, no takeoffs will be conducted with non-Dynamic Aviation
employees on board.
5. Decision Speeds
a. Definition: A Decision speed defines the point between when the aircraft can
safely abort the takeoff, and when the aircraft can safely continue the takeoff
with an engine failure. While decision speed is primarily based on an engine
failure scenario, it also applies to most significant abnormalities. The primary
purpose of the decision speed is to provide the pilot with known and predictable
outcomes for go and no-go decisions based on proven performance data, thus
simplifying decision making during high risk and high workload operations.
Additionally, the procedures for using decision speed are trained for and
therefore familiar to the pilot. Deviations from decision speed procedures, while
sometimes necessary, place the pilot at greater risk by placing the aircraft in an
unfamiliar and unproven situation.
b. Runaway: An engine runaway (uncommanded overtorque) may not be
immediately noticed by a pilot during the takeoff roll. Additionally, there will not
be time, nor would it be appropriate to troubleshoot a runaway situation during
the takeoff roll. Therefore, the procedure for a runaway will be as follows
i. If there is an engine runaway prior to brake release, the takeoff will be
aborted, brakes will be held and the affected engine will be shut down
with the condition lever.
ii. If there is a runaway after initiating takeoff roll, the takeoff will be
continued.
1. In the event the engine subsequently fails before decision speed,
the situation will be treated as any other engine failure below
decision speed
2. If the engine remains running through the takeoff, the engine will
be secured after takeoff at a safe altitude and with proper crew
coordination
a. NOTE: an engine runaway will usually result in an engine
failure relatively quickly
c. Any Significant Abnormality on Takeoff

i. The decision/rotation speed for any Significant Abnormality (i.e. engine
failure, blown tire, incorrect engine gage reading, etc.) varies based on
weight and flap setting.
31
ii. Below the decision speed; if the pilot experiences any significant
abnormality they will abort the takeoff using the power levers and
continue straight ahead with braking as needed. Reverse on the good
engine should there be an engine failure can be used generously but
cautiously with opposite rudder input.
iii. Above the decision speed the pilot will continue the takeoff and climb
out. It is crucial that the gear be retracted in a timely manner, as the
aircraft does not perform well with the extra drag.
6. Type of Departure
i. VFR Departure
1. For VFR departures the pilot should brief the crew (or themselves
if single pilot) as to the pattern departure, initial altitude and
direction of flight. Other pertinent information may include
airspace concerns and ATC frequencies that may be required soon
after departure. Be sure to identify the airport of intended
landing in case of an emergency.
ii. IFR Departure
1. For IFR departures the pilot should brief the crew as to the
departure procedure, initial navigation fix, initial altitude and
frequencies. Airspace and terrain that could come into conflict
should be identified. Be sure to identify the airport of intended
7. Significant Weather
a. Heavy Precipitation
b. Icing Conditions
c. Possible Windshear
d. Heavy Dust Storms
e. Any other weather the pilot feels it pertinent to the flight.
8. Emergency Return Plan
a. Is a Takeoff Alternate required
b. Where will the aircraft land if an emergency occurs during takeoff phase
c. What approach is expected, do you meet minimums
d. Any other contingencies to consider
9. Crew Coordination and Consensus
a. Verify that each crewmember is aware of all aspects of the departure.
10. Example Takeoff Brief:
This is a reduced power, zero flaps, autofeather armed, takeoff. We have
accelerate stop distance, decision speed is 102 knots. If we have a runaway prior to
brake release, I will abort with the appropriate condition lever, if after brake release,
we will continue the takeoff roll. Any other significant abnormality below 102 knots,
I will abort with the power levers. Above 102 knots, we will continue the takeoff.
Emergency return will be back here to Runway 27L. We will be departing on runway
heading to 5000 feet, first fix is BUNTS, which is in the GPS. There is no significant
weather. Do you have any questions?
32
Before Takeoff below the Line

When to Perform: After receiving the takeoff clearance. As a reminder, the takeoff brief
should be complete prior to receiving the takeoff clearance.
Description:
Captain
Transponder ......................................................................................................... Set
Lights and Strobes .................................................................................. As Required
Pilot Flying
Annunciator Panel............................................................................................. Clear
Before Takeoff ...................................................................... Call For/Complete
Pilot Monitoring
Pitot, Vent, Stall Heat ............................................................................................ On
Ice Protection ......................................................................................... As Required
Ice Vanes ................................................................................................ As Required
Auto Ignition .......................................................................................... As Required
ALE-47 ........................................................................................................... Manual
Safety Pin ................................................................................................... Removed
Before Takeoff ................................................................................... Complete
Note:
If the Captain is the Pilot Monitoring, he/she will perform all of the Before Takeoff
actions and the First Officer will verify that the Annunciator panel is clear. If the First
Officer is the Pilot Monitoring the Captains only responsibility in this flow is the
Transponder, Lights and verification that the Annunciator Panel is clear.
33
C-12 Before Takeoff (Below the Line) Captain and Pilot Monitoring
- Captain Only
34
Climb Checklist
Objective:
To ensure that the pilot completes the required operations during the first segment of
the climb and accomplishes the appropriate checklists.
When to Perform:
Any time above 400 AGL, after power reduction, and when workload permits. The Pilot
Monitoring may begin the procedure without direction from the Pilot Flying, but should
wait until directed to read the checklist.
Description:
After Rotation
Captain
Gear (After Positive Rate of Climb announced by PM) ....................................... Up
Landing and Taxi Lights ........................................................................................ Off
Pilot Flying
Flaps (After reaching Blue Line) ............................................................................ Up
Minimum speed to select Flaps Up is Vyse (122 KIAS), do not select flaps up below
this speed.
At 400 AGL or above
Captain
Prop Sync................................................................................................ As Required
Lights ...................................................................................................... As Required
Configure aircraft lighting as appropriate for the mission being flown.
Pilot Flying
Power ................................................................................................................... Set
Climb Checklist ...................................................................... Call For/Complete
Pilot Monitoring
Power ..................................................................... Set 1900 RPM/Max 90% or 7050
Pilot Flying may set climb power or request the PM set climb power. Either way,
the PM will check that climb power is set.
Engine Instruments .......................................................................................... Check
Pressurization................................................................................................... Check
Autopilot/Yaw Damper .......................................................................... As Required
PM will engage AP/YD as requested by PF.
Caps and Cowls ............................................................................ Check Left & Right
Pilot Monitoring challenges the Pilot Flying for a response to Caps and Cowls. This
is an item that requires involvement by both pilots.
ALE-47 ................................................................................................................Auto
35
Mission Equipment/Doors ..................................................................... As Required

Yaw Damper, Autopilot and Prop Sync may be engaged at the discretion of the
Pilot Flying at any point above 400 AGL.
Climb Checklist .............................................................................. To the Line
10,000 MSL
Captain
Recognition Lights ................................................................................................ Off
Pilot Monitoring
Ice Protection ......................................................................... W/S, Pitot, Stall, Vent
Turn Windshield Heat on to Normal if not already accomplished
Check that Pitot, Stall Vane, and Fuel Vent Heat are on. This checklist item only
ensures that certain minimum items are on for this segment of the flight even
when the aircraft is not in icing conditions. It does not relieve the Captain of any
responsibility to configure the aircraft appropriately if icing conditions are
encountered during any phase of flight.
Transition Altitude
Both
Altimeters........................................................................................................ 29.92
Climb Checklist ................................................................................... Complete
36
C-12 Climb Flow Pilot Monitoring
Caps & Cowls
37
Cruise Flight
Objective:
To ensure that the crew completes the required procedures to establish cruise flight.
When to Perform:
When established in the first cruise portion of the flight, once the power is reduced to
cruise power.
Description
Pilot Flying
Power ................................................................................................................... Set
-Power settings can vary dependent on mission requirements but should always
adhere to company operating limitations. For reposition flights set power to
maximize efficiency.
-An average Power Setting for Cruise flight is 65% torque. This will result in
approximately 240 KTAS at FL 220.
Pilot Monitoring
Fuel System ...................................................................................................... Check
-Ensure fuel is being transferred from the auxiliary tanks prior to using the main
tanks. This is a structural requirement.
-Compare aircraft gages with the Shadin Lbs. Rem.
-In the event of a failure of the motive flow valve a pressure/float switch
combination illuminates the #1 or #2 NO FUEL XFR annunciators. A manual
override is incorporated by placing the AUX TRANSFER switch to the OVERRIDE
position.
WoW/Aircraft Hobbs ....................................................................................... Check
Weight on Wheels (WoW)/Aircraft Hobbs is important for verifying that the
Aircraft Hobbs system is operational as well as verifying that the defensive
systems installed on ISR equipped aircraft are operational. Refer to the defensive
systems operational procedures if the Aircraft Hobbs is not operational.
Cruise Checklist ...................................................................... Call for/Complete
38
Descent
Objective:
To ensure that the crew completes the required procedures in preparation for descent
and arrival at the destination.
When to perform:
When descending through transition altitude. In areas where transition altitude is
below 10,000 MSL, the checklist will be completed at the Captains discretion.
Description:
Pilot Flying
Altimeter .................................................................................... Set to Local Setting
Pilot Monitoring
Descent Checklist ............................................................................... Complete
39
Approach
Objective:
When to Perform:
At the completion of the Approach Briefing
Description:
Captain
Recognition Lights ................................................................................................. On
Pilot Flying
Seats and Belts ................................................................................. Adjust & Fasten
Avionics ................................................................................................................ Set
Ensure proper approach is loaded in Garmin(s) and all frequencies are correct.
Setting the radios may be delegated to the PM, but final verification must be
performed by the PF.
Fuel & Landing Weight ........................................................................ Check & Note
Landing weight is determined to be within limits, and Vref is determined
Approach Briefing ...................................................................................... Complete
Approach Checklist ................................................................................. Call for
Pilot Monitoring
Autofeather .........................................................................................................Arm
Standby Pumps ..................................................................................................... On
Mission Equip/Doors .............................................................................. As Required
Approach Checklist ............................................................................. Complete
40
C12 Approach Flow Pilot Monitoring
41
Landing Flow to the Line

Objective:
To ensure that the crew completes the required procedures in preparation for landing.
When to Perform:
As soon as practical after extending the landing gear.
Description:
Captain
Landing Gear ......................................................................................Down/3 Green
Note 3 Green Landing Gear Lights
Note Gear Handle Red In Transit Lights are out
Note that the Nose Gear is visible in the Nacelle Mirror
Three Green, No Red, One in the Mirror
Landing and Taxi Lights .......................................................................... As Required
Prop Sync.............................................................................................................. Off
Pilot Flying
Landing Gear ......................................................................................... Verify Down
Prop Sync.............................................................................................................. Off
Props .............................................................................. Set or Request (1900 RPM)
Brakes .............................................................................................................. .Check
Landing Checklist.................................................................................... Call For
Pilot Monitoring
Landing Checklist.............................................................................. To the Line
42
Landing Flow below the Line

Objective:
To ensure that the crew completes the final required procedures in preparation for
landing.
When to Perform:
Prior to short final.
Description:
Pilot Flying
Pilot Monitoring
Flaps ..................................................................................................................... Set
ALE-47 ........................................................................................................... Manual
Landing Checklist................................................................................ Complete
43
After Landing
Objective:
To ensure that the aircraft is properly reconfigured after landing.
When to Perform:
As soon as practical after exiting the runway.
Description:
Captain
Transponder ................................................................................................. Standby
After Landing Checklist ........................................................... Call for/Complete
Pilot Monitoring
Trim .................................................................................................................. Reset
Flaps ...................................................................................................................... Up
Radar ............................................................................................................ Standby
Auto-Ignition ........................................................................................................ Off
Ice Vanes ........................................................................................................ Extend
Crew and Cabin Oxygen ....................................................................................... Off
ALE/AAR-47 .......................................................................................................... Off
Safety Pin ......................................................................................................... Install
After Landing Checklist ....................................................................... Complete
44
After Landing Pilot Monitoring
45
Parking Flow to the Line

Objective:
To ensure that the aircraft is properly shut down.
When to Perform:
As soon as practical after parking the aircraft. An abbreviated shutdown flow may be
used on a congested ramp, however the full checklist must be complied with afterward.
Description:
Captain
First Officer
Mission Power...................................................................................................... Off
Hold for Operators to complete their shutdown sequence, when given approval,
select Mission Power Off.
Captain
Cabin Temp Mode ............................................................................................... Off
Auto Feather ........................................................................................................ Off
Left Bleed Air Valve-Select Enviro Off
Note Green Annunciator L BL AIR OFF
Left Bleed Air Valve-Select Off
Note no change in Pneumatic Pressure and Suction
Right Bleed Air Valve-Select Enviro Off
Note Green Annunciator R BL AIR OFF
Right Bleed Air Valve-Select Off
Note Pneumatic Pressure and Suction goes to Zero
Note LH/RH BLEED AIR FAIL Annunciators
Push to Extinguish MASTER WARNING
Inverters ............................................................................................................... Off
Left Inverter Off
Note #1 INVERTER Annunciator
Push to Extinguish MASTER CAUTION
Right Inverter Off
Note #2 INVERTER Annunciator
Note AC FAIL Annunciator
Push to Extinguish MASTER CAUTION and MASTER WARNING
Generators ........................................................................................................... Off
Left Generator Off
Note #1 DC GEN Annunciator
Right Generator Off
46
Note #2 DC GEN Annunciator

Condition Levers ............................................................................................Cut-Off
Props ............................................................................................................. Feather
Feather the Propellers as the engines decelerate through 30% N1
Avionics Master.................................................................................................... Off
Battery/Gang Bar ................................................................................................. Off
Control Locks ................................................................................................ Installed
Parking Checklist .................................................................... Call for/Complete
47
C12 Parking - Captain
48
First Officer
PREFLIGHT PROCEDURE
Objective:
To assure that all items in the cockpit are set for engine start and all preflight functional
checks have been completed. This flow is designed to provide guidance on a
recommended cockpit flow with the concept that this is the crews first flight of the day.
Subsequent flights by that crew can be preceded by the Before Start Checklist. An
organized preflight flow can be accomplished in a few seconds and will increase safety
and dispatch reliability.
When to Perform:
First flight of the day or whenever there is a crew change.
Beginning to Battery ON
Description
Circuit Breakers ............................................................................................ Checked
Overhead Floodlight ............................................................................................ Off
The Overhead Floodlight is on the Hot Battery Bus and if left on for an extended
period of time will deplete the battery.
Cabin Temp Mode ................................................................................................ Off
Windshield Wiper ................................................................................................ Off
Pitot Heat ............................................................................................................. Off
Stall Warning Heat ............................................................................................... Off
Windshield Anti Ice .............................................................................................. Off
Auto Feather ........................................................................................................ Off
Vent Blower .......................................................................................................Auto
Aft Blower ............................................................................................................ Off
Avionics ................................................................................................................ Off
Inverters ............................................................................................................... Off
Master Panel Light Switch ................................................................................... Off
Navigation Lights................................................................................................... On
Beacon.................................................................................................................. Off
Ice Lights .............................................................................................................. Off
Emergency Lights ....................................................................Test, Reset then Auto
The Emergency Lights are powered by a battery system separate from the aircraft
battery system. They are then recharged as needed by the aircraft generator
system.
Interior Lights ....................................................................................................... Off
Cabin Signs ........................................................................................................... Off
Prop Heat ............................................................................................................. Off
49
Brake Deice .......................................................................................................... Off

Key Lock Switch ......................................................................................... Key In, On
LH Auto Ignition ................................................................................................... Off
LH Ignition Start Switch ........................................................................................ Off
Master Switch [Gang Bar] .................................................................................... Off
RH Ignition Start Switch ....................................................................................... Off
RH Auto Ignition ................................................................................................... Off
Ice Vanes ........................................................................................................ Extend
Fuel Vent Heat ..................................................................................................... Off
LH/RH Auxiliary Transfer Switches.....................................................................Auto
FUEL CROSSFEED .................................................................................................. Off
Fire Pull Handles ...........................................................................................Pull Out
Listen for Firewall Shutoff Valve Operation
(DO NOT push to Extinguish Light!)
Flight Controls .........................................................................Free, Full and Correct
note proper deflection of controls surfaces in relation to movement of the control
yoke.
Pilots Alternate Static Source .......................................................................... Check
Standby Pumps ..................................................................................................... On
Listen for Pump Operation
Battery ON to Completion
Master Warning/Caution Annunciators ...................................... Push to Extinguish
Landing Gear Handle Lights ................................................................................ Test
Fire Pull Handles ............................................................................................ Push In
Note individual illumination of the Master Warning Fault Annunciator
Push to Extinguish Annunciator
AUX TRANSFER OVERRIDE Switches ..................................................................Auto
FUEL CROSSFEED .......................................................................................Check Left
Crossfeed ............................................................................................................. Off
50
FUEL CROSSFEED .................................................................................... Check Right

Fuel CROSSFEED ................................................................................................... Off
Fuel Quantity.................................................................................................... Check
SHADIN .........................................................................................................Program
LH Inverter ............................................................................................................ On
LH Inverter ........................................................................................................... Off
RH Inverter ............................................................................................................ On
RH Inverter ........................................................................................................... Off
Condition Levers ............................................................................................ Cut Off
report any burned out bulbs.
Stall Warning ....................................................................................................... Test
Note movement of Stall Warning Vane
Gear Warning ...................................................................................................... Test
Fire Detectors...................................................................................................... Test
The Fire Detector Test system utilizes a rotary knob on the Copilots subpanel just
left of the control yoke. Turning the knob through each Switch position will
illuminate the red MASTER WARNING light on the glareshield as well as the
illumination of a red warning light in each FIRE PULL handle. Press to Extinguish
the MASTER WARNING light between each switch position to verify that the
MASTER WARNING light will be illuminated at the subsequent position. Slow
steady movement of the switch between each position will ensure proper testing of
the Detector System as well as the Annunciator System.
Fire Extinguishers ................................................................................................ Test
Continue movement of the Fire Detector Test Switch as previously described
through the EXTGH test positions and note the MASTER CAUTION light as well as
the associated caution annunciators (#1/#2 EXTGH DISCH) are illuminated.
Battery.................................................................................................................. Off
OAT.................................................................................................................... Note
O2 Masks ........................................................................ Flow Checked and Secured
Crew and Cabin Oxygen .................................................................................. Closed
Interior Preflight Checklist .................................................................. Complete
51
BEFORE START PROCEDURE

Objective:
The Before Start Flow is designed to ensure that all items in the cockpit are set for
engine start, to provide redundancy in the completion of line items and to ensure
proper configuration of the aircraft prior to engine start. Some redundancy is designed
into the Before Start Flow and Checklist in order to cover the crucial items needed to
properly configure the aircraft on subsequent flights. A pilot shall always verify the
proper cockpit configuration before start.
Description
First Officers Flow Pattern
Condition Levers ............................................................................................Cut-Off
report any burned out bulb. There are no blank annuciators, if a annunciator is not
being used, a line will be displayed. If one is inoperative, correct or defer per the MEL
or NEF.
Note that the Chip Detector lights are not illuminated, if one or both remain
illuminated after releasing the press to test switch, do not start and report the
discrepancy to maintenance.
Fuel Quantity/SHADIN .............................................................................. Check/Set
Verify proper fuel loading. Refer to the SHADIN manual for proper setting of the
SHADIN fuel management computer. During the before start sequence, the FO
should set the SHADIN and the Captain will verify the quantity on the fuel gages. The
Captain will read aloud the total quantity as indicated on the gages, and the FO will
read aloud the quantity set in the SHADIN. If any discrepancy exists, it will be
corrected immediately.
Seats and Belts ..................................................................................... Adj. & Fasten
Seat is adjusted Fore/Aft and Up/Down to allow for free and full movement of all
controls and is locked in position. Seat belt and shoulder harness are fastened.
Captain will ensure all occupants have fastened their seat belts.
Before Start Checklist ......................................................................... Complete
52
C12 Before Start First Officer
53
AFTER START FLOW

Objective:
To assure that the pilot effectively completes the important system and equipment
checks as well as initiating systems and components required for flight in a timely
manner.
Description
First Officers Flow Pattern
Battery Charge Light .................................................................................. Check On
Pneumatic Pressure & Suction......................................................................... Check
Mission Power........................................................................................ As Required
Verify Generators are On before applying Mission Power
ALE/AAR-47 ............................................................................................ Standby/On
After Start Checklist ........................................................................... Complete
54
C12 After Start First Officer
55
Taxi Flow
Objective:
Provide guidance to the flight crew on completion of proper taxi procedures. Sterile
Cockpit procedures shall be maintained at all critical portions of aircraft surface
movement and at least one crewmember shall maintain a visual scan of the outside
environment. The taxi flow procedures are purposefully limited in scope to reduce
distractions to a minimum and allow the crew to maintain situational awareness while
the aircraft is moving. At no time should the crew begin any subsequent checklists
while taxiing and should wait until in a location and position to begin the Engine RunUp/Before Takeoff checklist. At all intersections, the crew will check to ensure the
intersecting taxiway, road, or runway is clear and verify this by announcing Clear
Left/Right.
When to Perform:
A safe and appropriate point during the taxi.
Description
Brakes ............................................................................................................... Check
Captain Checks brakes, and then First Officer checks brakes
Flight Instruments ............................................................................................ Check
Altimeter setting matches field elevation
Gyro Instruments turning in proper directions and indicating known headings
Compass Indicating known headings
Turn and Bank indicating turn in correct direction and ball opposite the direction of
turn
Crosscheck Altimeters and Heading Indicators with FOs side.
Taxi Checklist ......................................................................... Call for/Complete
Pilot Must:
1. Position controls properly, giving consideration to the wind direction and velocity.
2. Control direction and speed using Beta and nosewheel steering, with minimal use of
brakes.
3. Set the parking brake anytime the aircraft is stopped to prevent inadvertent
movement.
4. Avoid other aircraft and hazards.
5. Complete the appropriate checklist.
Note: The taxi light should be turned on from just before the aircraft leaves the block
under its own power until it comes to a stop in the block. At many FBOs the line
personnel are trained that when a pilot turns on his taxi light he is ready to move. Be
courteous to line personnel at night and turn off the taxi light as you are turning to line
up for the parking spot. In flight the taxi light should be turned off as the gear is
retracted and turned back on after the gear is down and locked.
56
BEFORE TAKEOFF PROCEDURE

Before Takeoff Flow to the Line
When to Perform: These items may be completed any time before departure when the aircraft
is stopped. The goal is to finish these items, complete the checklist, and finish the takeoff brief
just before receiving the takeoff clearance. If next for departure, the entire Before Takeoff
procedure may be completed at one time (both the above the line items and the below the line
items), but the takeoff brief must be completed prior to accomplishing the below the line items.
Description:
Pilot Monitoring
Autofeather .........................................................................................................Arm
Bleed Air Valves ................................................................................................ Open
Standby Pumps ..................................................................................................... On
Before Takeoff Checklist ................................................................ To the Line
Pilot Flying
Avionics and Radar ........................................................................................... Check
Props .................................................................................................................... Full
Friction .............................................................................................................. Set 4
Flaps .................................................................................................Sel, Ind, Vis L&R
-Selected
-Indicated
-Visual Left and Right
Trims ........................................................................................................ Set for T/O
-Controllers Disengaged
Flight Controls ............................................................................... Free, Full, Correct
note proper deflection of control surfaces in relation to movement of the control
yoke.
Before Takeoff Checklist ................................................... Call For/To the Line
57
C-12 Before Takeoff (to the line) Pilot Flying
58
C12 Before Takeoff (to the line) Pilot Monitoring

O2
59
Takeoff Brief
Objective:
To ensure both crewmembers understand the key elements related to the takeoff and
departure.
Description
The takeoff brief has nine major elements; power setting for takeoff, aircraft
configuration for takeoff, status of the Autofeather system, accelerate/stop distance,
decision speeds, type of departure, significant weather, emergency return plan, and
crew coordination. A detailed description of each item is below followed by a sample
brief at the end of this section.
1. Power Settings for Takeoff
a. Max Power Takeoff
i. This is a max torque or max temperature (whichever is reached first)
power setting. Max power is used when maximum performance is
needed for departing a runway and clearing obstacles on the climb out.
b. Reduced Power Takeoff
i. Based on normal loads and long runways, pilots may elect to use a 90%
torque setting for takeoff. The pilot must evaluate the conditions at each
airport and decide what power setting is appropriate. In an emergency
situation the pilot must use whatever power is available to get out of that
situation.
2. Flap configuration for Takeoff
a. Flaps Up
b. Flaps Approach
3. Autofeather Status
a. Autofeather Takeoff
i. The Autofeather system is armed and operational. If the aircraft
experiences a rollback and the Autofeather lights are lit (indicating N 1 at
or above 88-92%) the pilot will simply monitor the Autofeather and either
abort the takeoff (below decision/rotation airspeed) or continue the
takeoff and deal with the failure at a safe altitude. If the pilot elects to
stay in the pattern and land without completing the Engine Failure
checklist the pilot must at least move the inoperative engine prop lever
to feather.
b. Non-Autofeather Takeoff
i. The Autofeather system was either never installed or is currently
inoperative and deferred. If the Autofeather system is operational, it
must be used for the flight in accordance with the procedures in the
manual. If the aircraft experiences an engine failure after rotation (and
gear up) the pilot must identify, verify and feather. During a max power
takeoff power up is already accomplished. Clean up is complete as
soon as the gear and flaps are selected up.
4. Accelerate/Stop Distance
i. Use the tables found in the AFM/POM
60
ii. The PIC will determine Accelerate/Stop distance for the conditions of
flight.
1. For runways less than 6,000 feet and/or high density altitude,
calculate the accelerate/stop, takeoff or landing distances as
appropriate. Most situations will not result in a calculated
distance greater than this. This does not divorce the PIC from
sound judgment and the responsibility of checking calculated
distances to ensure safety in any given situation.
iii. In situations where the runway does not offer accelerate stop, such as
Bridgewater, no takeoffs will be conducted with non-Dynamic Aviation
employees on board.
5. Decision Speeds
a. Definition: A Decision speed defines the point between when the aircraft can
safely abort the takeoff, and when the aircraft can safely continue the takeoff
with an engine failure. While decision speed is primarily based on an engine
failure scenario, it also applies to most significant abnormalities. The primary
purpose of the decision speed is to provide the pilot with known and predictable
outcomes for go and no-go decisions based on proven performance data, thus
simplifying decision making during high risk and high workload operations.
Additionally, the procedures for using decision speed are trained for and
therefore familiar to the pilot. Deviations from decision speed procedures, while
sometimes necessary, place the pilot at greater risk by placing the aircraft in an
unfamiliar and unproven situation.
b. Runaway: An engine runaway (uncomanded overtorque) may not be
immediately noticed by a pilot during the takeoff roll. Additionally, there will not
be time, nor would it be appropriate to troubleshoot a runaway situation during
the takeoff roll. Therefore, the procedure for a runaway will be as follows
i. If there is an engine runaway prior to brake release, the takeoff will be
aborted, brakes will be held and the affected engine will be shut down
with the condition lever.
ii. If there is a runaway after initiating takeoff roll, the takeoff will be
continued.
1. In the event the engine subsequently fails before decision speed,
the situation will be treated as any other engine failure below
decision speed
2. If the engine remains running through the takeoff, the engine will
be secured after takeoff at a safe altitude and with proper crew
coordination
a. NOTE: an engine runaway will usually result in an engine
failure relatively quickly
c. Any Significant Abnormality on Takeoff

i. The decision/rotation speed for any Significant Abnormality (i.e. engine
failure, blown tire, incorrect engine gage reading, etc.) varies based on
weight and flap setting.
61
ii. Below the decision speed; if the pilot experiences any significant
abnormality they will abort the takeoff using the power levers and
continue straight ahead with braking as needed. Reverse on the good
engine should there be an engine failure can be used generously but
cautiously with opposite rudder input.
iii. Above the decision speed the pilot will continue the takeoff and climb
out. It is crucial that the gear be retracted in a timely manner, as the
aircraft does not perform well with the extra drag.
6. Type of Departure
i. VFR Departure
1. For VFR departures the pilot should brief the crew (or themselves
if single pilot) as to the pattern departure, initial altitude and
direction of flight. Other pertinent information may include
airspace concerns and ATC frequencies that may be required soon
after departure. Be sure to identify the airport of intended
ii. IFR Departure
1. For IFR departures the pilot should brief the crew as to the
departure procedure, initial navigation fix, initial altitude and
frequencies. Airspace and terrain that could come into conflict
should be identified. Be sure to identify the airport of intended
7. Significant Weather
a. Heavy Precipitation
b. Icing Conditions
c. Possible Windshear
d. Heavy Dust Storms
e. Any other weather the pilot feels it pertinent to the flight.
8. Emergency Return Plan
a. Where will the aircraft land if an emergency occurs during takeoff phase
b. What approach is expected, do you meet minimums
c. Any other contingencies to consider
9. Crew Coordination and Consensus
a. Verify that each crewmember is aware of all aspects of the departure.
10. Example Takeoff Brief:
This is a reduced power, zero flaps, autofeather armed, takeoff. We have
accelerate stop distance, decision speed is 102 knots. If we have a runaway prior to
brake release, I will abort with the appropriate condition lever, if after brake release,
we will continue the takeoff roll. Any other significant abnormality below 102 knots,
I will abort with the power levers. Above 102 knots, we will continue the takeoff.
We will be departing on runway heading to 5000 feet, first fix is BUNTS, which is in
the GPS. There is no significant weather. Do you have any questions?
62
Before Takeoff below the Line

When to Perform: After receiving the takeoff clearance. As a reminder, the takeoff brief
should be complete prior to receiving the takeoff clearance.
Description:
Captain
Transponder ......................................................................................................... Set
Lights and Strobes .................................................................................. As Required
Pilot Flying
Before Takeoff ...................................................................... Call For/Complete
Pilot Monitoring
Pitot, Vent, Stall Heat ............................................................................................ On
Ice Vanes ................................................................................................ As Required
Auto Ignition .......................................................................................... As Required
ALE-47 ........................................................................................................... Manual
Safety Pin ................................................................................................... Removed
Before Takeoff ................................................................................... Complete
Note:
If the Captain is the Pilot Monitoring, he/she will perform all of the Before Takeoff
actions and the First Officer will verify that the Annunciator panel is clear. If the First
Officer is the Pilot Monitoring the Captains only responsibility in this flow is the
Transponder, Lights and verification that the Annunciator Panel is clear.
63
C-12 Before Takeoff (Below the Line) Captain and Pilot Monitoring
- Captain Only
64
Climb Checklist
Objective:
To ensure that the pilot completes the required operations during the first segment of
the climb and accomplishes the appropriate checklists.
When to Perform:
Any time above 400 AGL, after power reduction, and when workload permits. The Pilot
Monitoring may begin the procedure without direction from the Pilot Flying, but should
wait until directed to read the checklist.
Description:
After Rotation
Captain
Gear (After Positive Rate of Climb announced by PM) ....................................... Up
Landing and Taxi Lights ........................................................................................ Off
Pilot Flying
Flaps (After reaching Blue Line) ............................................................................ Up
Minimum speed to select Flaps Up is Vyse (122 KIAS), do not select flaps up below
this speed.
At 400 AGL or above
Captain
Prop Sync................................................................................................ As Required
Configure aircraft lighting as appropriate for the mission being flown.
Pilot Flying
Power ................................................................................................................... Set
Climb Checklist ...................................................................... Call For/Complete
Pilot Monitoring
Power ..................................................................... Set 1900 RPM/Max 90% or 7050
Pilot Flying may set climb power or request the PM set climb power. Either way,
the PM will check that climb power is set.
Autopilot/Yaw Damper .......................................................................... As Required
PM will engage AP/YD as requested by PF.
Caps and Cowls ............................................................................ Check Left & Right
Pilot Monitoring challenges the Pilot Flying for a response to Caps and Cowls. This
is an item that requires involvement by both pilots.
ALE-47 ................................................................................................................Auto
65
Mission Equipment/Doors ..................................................................... As Required

Yaw Damper, Autopilot and Prop Sync may be engaged at the discretion of the
Pilot Flying at any point above 400 AGL.
Climb Checklist .............................................................................. To the Line
10,000 MSL
Captain
Recognition Lights ................................................................................................ Off
Pilot Monitoring
Ice Protection ......................................................................... W/S, Pitot, Stall, Vent
Turn Windshield Heat on to Normal if not already accomplished
Check that Pitot, Stall Vane, and Fuel Vent Heat are on. This checklist item only
ensures that certain minimum items are on for this segment of the flight even
when the aircraft is not in icing conditions. It does not relieve the Captain of any
responsibility to configure the aircraft appropriately if icing conditions are
encountered during any phase of flight.
Transition Altitude
Both
Altimeters........................................................................................................ 29.92
Climb Checklist ................................................................................... Complete
66
C-12 Climb Flow Pilot Monitoring
Caps & Cowls
67
Cruise Flight
Objective:
To ensure that the crew completes the required procedures to establish cruise flight.
When to Perform:
When established in the first cruise portion of the flight, once the power is reduced to
cruise power.
Description
Pilot Flying
Power ................................................................................................................... Set
-Power settings can vary dependent on mission requirements but should always
adhere to company operating limitations. For reposition flights set power to
maximize efficiency.
-An average Power Setting for Cruise flight is 65% torque. This will result in
approximately 240 KTAS at FL 220.
Pilot Monitoring
Fuel System ...................................................................................................... Check
-Ensure fuel is being transferred from the auxiliary tanks prior to using the main
tanks. This is a structural requirement.
-Compare aircraft gages with the Shadin Lbs. Rem.
-In the event of a failure of the motive flow valve a pressure/float switch
combination illuminates the #1 or #2 NO FUEL XFR annunciators. A manual
override is incorporated by placing the AUX TRANSFER switch to the OVERRIDE
position.
WoW/Aircraft Hobbs ....................................................................................... Check
Weight on Wheels (WoW)/Aircraft Hobbs is important for verifying that the
Aircraft Hobbs system is operational as well as verifying that the defensive
systems installed on ISR equipped aircraft are operational. Refer to the defensive
systems operational procedures if the Aircraft Hobbs is not operational.
Cruise Checklist ...................................................................... Call for/Complete
68
Descent
Objective:
When to perform:
When descending through transition altitude. In areas where transition altitude is
below 10,000 MSL, the checklist will be completed at the Captains discretion.
Description:
Pilot Flying
Pilot Monitoring
Descent Checklist ............................................................................... Complete
69
Approach
Objective:
When to Perform:
At the completion of the Approach Briefing
Description:
Pilot Flying
Avionics ................................................................................................................ Set
Ensure proper approach is loaded in Garmin(s) and all frequencies are correct.
Setting the radios may be delegated to the PM, but final verification must be
performed by the PF.
Fuel & Landing Weight ........................................................................ Check & Note
Landing weight is determined to be within limits, and Vref is determined
Approach Briefing ...................................................................................... Complete
Approach Checklist ................................................................................. Call for
Pilot Monitoring
Autofeather .........................................................................................................Arm
Standby Pumps ..................................................................................................... On
Mission Equip/Doors .............................................................................. As Required
Approach Checklist ............................................................................. Complete
70
C12 Approach Flow Pilot Monitoring
71
Landing Flow to the Line

Objective:
To ensure that the crew completes the required procedures in preparation for landing.
When to Perform:
As soon as practical after extending the landing gear.
Description:
Pilot Flying
Prop Sync.............................................................................................................. Off
Props .............................................................................. Set or Request (1900 RPM)
Brakes .............................................................................................................. .Check
Pilot Monitoring
Landing Checklist.............................................................................. To the Line
72
Landing Flow below the Line

Objective:
To ensure that the crew completes the final required procedures in preparation for
landing.
When to Perform:
Prior to short final.
Description:
Pilot Flying
Pilot Monitoring
Flaps ..................................................................................................................... Set
ALE-47 ........................................................................................................... Manual
Landing Checklist................................................................................ Complete
73
After Landing
Objective:
To ensure that the aircraft is properly reconfigured after landing.
When to Perform:
As soon as practical after exiting the runway.
Description:
Pilot Monitoring
Trim .................................................................................................................. Reset
Flaps ...................................................................................................................... Up
Radar ............................................................................................................ Standby
Auto-Ignition ........................................................................................................ Off
Ice Vanes ........................................................................................................ Extend
Crew and Cabin Oxygen ....................................................................................... Off
ALE/AAR-47 .......................................................................................................... Off
Safety Pin ......................................................................................................... Install
After Landing Checklist ....................................................................... Complete
74
After Landing Pilot Monitoring
75
Parking Flow to the Line

Description:
First Officer
Mission Power...................................................................................................... Off
Hold for Operators to complete their shutdown sequence, when given approval,
select Mission Power Off.
76
General Procedures and Profiles

Introduction
These general profiles and descriptions are Dynamic Aviations standardized procedures. Some
of the procedures discussed here will not have visual profiles but will be descriptions of how
you as a Dynamic Aviation pilot must operate the aircraft and complete the procedure. All
procedures will be accomplished in accordance with Federal Aviation Regulations and Dynamic
Standardized Operating Procedures.
Takeoff Procedures
This is one of the most critical phases of flight. The workload is high and decisions have to be
made quickly and correctly.
Normal Takeoff: Rolling, Static, Flaps Approach, Flaps Up, Crosswind, Reduced
Visibility.
Prior to taking the runway for takeoff, complete the before takeoff checklist. The checklist is
designed so that if you are at a large airport holding short, in position and hold, or at an
uncontrolled field, the aircraft will be efficiently configured for takeoff when the appropriate
time comes. Before takeoff to the line should be completed prior to receiving your takeoff
clearance, or prior to taking the runway. Before takeoff below the line should be completed
after receiving the takeoff clearance and prior to crossing the hold short line.
When taking off into reduced visibility some careful considerations must be taken into account.
According to FAR 91.175, there are no criteria listed for takeoff minimums. If the minimums are
below the lowest usable approach minimums to your current airport, you must have an
alternate that meets the alternate minimums of FAR 91.169. The alternate must also be within
150 NM your departure airport.
At a field with accelerate stop, a rolling takeoff with flaps up and reduced power setting will be
preferred. If at an airfield without accelerate stop distance, use a static takeoff with flaps
approach profile and a full power setting. A static takeoff will be performed by holding the
brakes while increasing power. As soon as an N1 of 85% is reached, the brakes will be released
and the takeoff roll initiated.
Proper positioning of the flight controls for crosswind conditions must be used. This
demonstrates good flying technique and good situational awareness during the takeoff process.
During the standard takeoff, the PF will advance the power levers to the desired power setting.
If reduced power is selected, the PF will set the power at 90% torque. If full power, it will be set
at 100% torque or Max ITT.
77
The PIC is required to determine, prior to flight, the minimum safe altitude at which the aircraft
can safely level, if necessary, to accelerate to Blue Line when single engine. This altitude must
be a minimum of 400 AGL, but may be higher due to obstacles in the departure path.
Takeoff Call Outs

Event
Pilot Flying Call Out
Pilot Monitoring Call Out
Initial Spool-up
85% Gauges Green
Both AUTOFEATHER Lights On
Autofeather Armed
Takeoff Power Set
Power Set Left and Right
60 Knots
60 Knots, Crosschecked
Rotate Speed
(Speed) Rotate
Ex: 105, Rotate
Positive Rate
Positive Rate of Climb

Gear up
Acceleration through Blueline
Blue line
Flaps Up
Flaps Selected Up
400 AGL or higher, as

determined by PIC
Set Climb Power
Safe Altitude
Takeoff Order of Events

1. All procedures and checklists up to and including the Before Takeoff checklist to the line
have been completed and the aircraft is configured properly for the appropriate
conditions. This includes performing the Engine Run-up checklist for the first flight of
the day.
2. Aircraft is cleared for takeoff and/or the crew is ready and the airport traffic and
conditions allow for a safe departure.
3. Before Takeoff checklist below the line is completed.
4. Aircraft releases brakes and crosses the hold short line into position
5. Takeoff power is set in accordance with the type of takeoff being performed.
Static Takeoff: 85% N1 reached
PM scans engine gauges
85% Gauges Green [PM]
Brakes released, increase to 100% torque (Rolling Takeoff: Smoothly set 90%
torque)
Autofeather Armed *PM+
Power set left and right *PM+
6. 60 Knots
78
60 knots, Crosscheck *PM+

7. 5 knots prior to rotation speed
xxx knots, Rotate [PM]
8. First Segment Climb (rotation to gear fully retracted)
Rotate to Command Bars / 10 degrees up initially
Positive Rate *PM+
Gear Up *PF+
9. Second Segment Climb (gear fully retracted to Safe Altitude of at least 400 feet)
Accelerate to 122 knots (Blue Line)
Blue Line *PM+
Flaps Up *PF+
Flaps Selected Up *PM+
10. Third Segment Climb (Safe Altitude of at least 400 feet and Blue Line or greater to 140
knots)
Safe Altitude (400 feet, minimum) [PM]
Set Climb Power *PF+
Set Climb Power, 90% Torque, 1900 RPM (Maintain full power if Single Engine)
Accelerate to 140 knots
11. Final Segment Climb (140 knots to 1500 feet)
12. End of Final Segment (1500 Feet)
Max 90% Torque, up to 705 TGT
Refer to Climb performance in AFM
79
C12 Normal Takeoff Profile
7. FINAL SEGMENT CLIMB
140 kts to 1500 feet
8. DEPARTURE (ABOVE 1500)
Power increased to
85%
85%, Gauges
Green *PM+
Brakes Released
Autofeather
Armed *PM+
Power Set Left and
Right *PM+
4. TAKEOFF AND 1ST SEGMENT CLIMB
Complete Climb Procedure

Transition to Cruise Climb
2. IN POSITION ON
RUNWAY
6. 3RD SEGMENT
CLIMB
Rotate at VR
Positive Rate *PM+
Gear Up *PF+
Captain raises Gear Handle
Upon reaching
safe altitude
(min. 400)
Safe Altitude
[PM]
Set Climb
Power *PF+
PM will set climb
power and start
to accelerate to
140 kts.
3. TAKEOFF ROLL
PM monitors gauges and

crosschecks Airspeed
5. 2ND SEGMENT CLIMB
Aircraft accelerates to Blue

Line
Blue Line *PM]
Flaps Up *PF+
1. BEFORE TAKEOFF
Before Takeoff Procedures are all

completed prior to crossing the hold
short line
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APPROACH PROCEDURES
CREW COORDINATION
Duties of Pilot Flying
The Pilot Flying will be responsible for the following items:
Brief the Approach

o The Pilot Flying may not delegate this responsibility to the Pilot Monitoring,
except in emergency situations
Review the Approach as loaded in the GPS
Fly the Approach
Call for configuration changes
Assign duties to the PM
Duties of Pilot Monitoring

The Pilot Monitoring will be responsible for the following items:
Concur with the approach brief

o The Pilot Monitoring is required to review the approach procedure and concur
with the plan of action as laid out in the approach brief
Load the Approach
Monitor the approach
Make configuration changes as called for
Make Callouts
Look outside
Talk to ATC
Perform tasks as delegated by the Pilot Flying
STABILIZED FLIGHT CRITERIA

The plane should be fully configured for landing by reaching 400 AGL allowing the pilot to focus
on glide path, centerline and airspeed control; runway environment hazards; and touchdown
zone and runway exit plan; in a fully stabilized ship. High descent rates, major airspeed
corrections and airplane reconfigurations near the runway all detract from that primary focus.
Conditions may exist, such as turbulence or wind shear, which could easily require greater
power adjustments than stated below. And during the initial descent, ATC requirements or
certain higher threat environments may call for higher speeds and descent rates. However, by
reaching 400 AGL, transition to the stabilized approach should be complete. When we get
close to the ground, doing the same thing with the plane every time gives consistency across
crews, eliminates most surprises, and contributes to a predictably good outcome.
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Requirements for Stabilized Flight require all of the following by 400 feet AGL (unless otherwise
noted):
1. Aircraft Configuration
a. Landing Gear selected down no later than the FAF on a straight in instrument
approach, or 1000 feet AGL on a visual approach or circle to land.
b. No major configuration changes (e.g. flaps) below 400 feet AGL
2. Glidepath
a. Established on glide path, when available (VASI, PAPI or electronic glide slope).
3. Descent rate
a. Not more than 1,000 fpm. Descent rates in excess of 1000 fpm indicate that the
aircraft is either in an inappropriate position for the approach, or that a tailwind
is in excess of reasonable limits for the approach. Excessive tailwind on the
approach typically indicates either the aircraft will land with an unacceptable
tailwind or a strong windshear will be encountered prior to reaching the runway.
4. Airspeed
a. 130 knots, gradually reduced to Vref over threshold
5. Power
a. No sudden, major changes in power, not more than +/- 20 % torque
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NORMAL TWO ENGINE APPROACH PROCEDURES

Approach procedures are very similar for precision and non-precision approaches so both are
discussed together in the text. Where variations exist between the two, it will be noted.
Following the text are profiles for each type of approach, including all of the specific actions for
them.
Prior to beginning the approach, the Descent and Approach procedures should be completed.
The approach flaps should be extended to the approach setting and the airspeed reduced to
140 knots anytime after the initial approach fix but no later than 2 NM before the final
approach fix. At the FAF, the gear will be lowered, the props set to full, the airspeed reduced to
130 knots, and the Landing procedure completed at least to the line. In keeping with
stabilized flight criteria, flaps will only be extended beyond the approach setting if the aircraft is
VMC above 400 AGL, and the PF has briefed a full flap landing. As a result, many approaches
will not allow for the use of a full flap landing and should briefed and flown using approach
flaps only.
Instrument Approach Call Outs

Event
Pilot Flying Call Out
Pilot Monitoring Call Out
Course needle comes alive
Course Alive
AP/FD captures course

(Coupled Approaches Only)
ILS/VNAV/LPV slope alive
Course Captured
AP/FD Slope Captured

(Coupled Approaches Only)
APP/LNAV/LPV on GPS
(GPS Approaches Only)
Final Approach Fix
Slope Captured
Slope Alive
RAIM Checks
Gear Down, Landing Check
500 above minimums
500, on speed, sink 7
100 above minimums
Approaching Mins
Minimums
Runway in Sight, Go Visual

-orLights in Sight, Continue
-orGo Around
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Approach and Landing Order of Events

1. Descent and Approach Checklists are completed
2. Aircraft nears approach course
Course Alive *PM+
Autopilot captures course
Course Captured *PM+
3. No later than 2 NM from FAF
Flaps Approach *PF+
Airspeed is reduced to 140 knots
4. Aircraft nears Glideslope
Slope Alive *PM+
5. GPS switches to APP/LNAV/LNAV+V/LPV
RAIM Checks *PM+
6. FAF/Glideslope Intercept
Gear Down, Landing Checklist/Landing to the Line *PF+
o Captain lowers landing gear handle and keeps hand on gear handle until 3 green
indication
o Advance the Prop Lever to full forward
Autopilot captures slope
Slope Captured *PM+
o Check crossing altitude, if applicable. If altitude varies in excess of 100 feet, go
around and execute missed approach.
PM reads and completes Landing Checklist/Landing to the Line
PF notes crossing altitude, if applicable
7. 500 feet above minimums
500, On Speed, Sink _____
o Deviations in excess of 5 knots will be called out as speed plus five, speed minus
five, etc.
o Descent rate will be called out as a single number closest to the nearest hundred
such as sink seven for a 700 fpm descent. Momentary sink rates in excess of
1000 feet per minute must be corrected immediately. If sink rate is consistently
in excess of 1000 feet per minute, the approach must be terminated and a go
around to missed approach performed.
Approaching Minimums *PM+
o Precision: Pilot flying will maintain slope and mentally prepare for go-around
o Non-Precision: Pilot Flying will begin level off
9. Visual contact or Decision Altitude/Visual Descent Point/Missed Approach Point
Runway in sight, go visual Landing below the line procedure completed
Lights in sight, continue Landing below the line procedure completed
o Aircraft may only continue as long as (FAR 91.175):
aircraft is continuously in a position to land using normal maneuvers
required visibility is met
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o If any of the above criteria are lost at any point, a go around to missed approach
must be accomplished
o Aircraft may only continue to 100 feet above touchdown until runway, red
terminating bar, or red side row bars are visible
Go Around The PF will immediately execute a go around and transition to the
missed approach
o Either pilot may call for a go around at any point. The result will be the
immediate execution of the go around. If there is any question as to the reason
for the go around, it will be discussed later when workload permits.
10. Touchdown and Rollout
Aircraft will touchdown within the first third of the runway or go around
Flight crew will not attempt to go around once power levers are placed in reverse
60 knots *PM+
PF will begin to move power levers out of the reverse position so as to be fully out of
reverse by 40 knots
11. Exiting the Runway
Aircraft will be brought to a complete stop in order to complete the After Landing
procedure
85
C12 Two Engine Approach with Slope (ILS, LPV, LNAV/VNAV)

1. IAF INBOUND
4. GLIDESLOPE INTERCEPT OR FAF
dot, Gear Down, Landing Checklist *PF+

o Captain lowers gear handle and keeps hand
on gear handle until 3 green
Slope Captured *PM+
Check crossing altitude
RAIM checks *PM+ as appropriate
PM performs landing checklist
Allow aircraft to slow to 130 knots
Descent and Approach Procedures have

been completed
Torque..30-40%
Flaps Approach after IAF but no later
than 2 NM from the FAF
IAS.140 Knots
5a. DECISION ALTITUDE GO AROUND
Go Around *PM+
Power.Max
Pitch..........transition to 7 o - 10o nose up
Flaps Approach *PF+
Positive Rate *PM]
Gear Up *PF+
Captain raises the gear
Aircraft continues Go Around procedures
and transitions to the Missed Approach
2. LOCALIZER INTERCEPT
Verify VLOC or GPS mode in the

GNS530, as appropriate
Course Alive *PM+
Course Captured *PM+ - if on an FD
coupled approach
3. GLIDESLOPE ALIVE (typically about 2 NM from FAF)
Slope Alive *PM+

Torque..35-40%
IAS140 knots
5b. DECISION HEIGHT - LANDING
7. ROLLOUT
Select beta and use reverse as needed

Brakes as needed
60 Knots *PM+
PF brings Power Levers out of reverse by 40
knots
Clear runway and stop before performing
After Landing procedure
Landing below the line checks

IAS.transition to Vref by the
threshold
6. THRESHOLD
Airspeed..Vref
Touchdown at idle power
86
C12 Two Engine Approach Without Slope
1. IAF INBOUND
Descent and Approach Procedures have been completed

Torque..30-40%
Flaps Approach after IAF but no later than 2 NM from the FAF
IAS.140 Knots
Verify GPS mode in the GNS530, as appropriate
Course Alive *PM+
Course Captured *PM+ - if on an FD coupled approach
2. FAF INBOUND
Gear Down, Landing Checklist

[PF]
o Captain lowers gear handle
and keeps hand on gear
handle until 3 green
RAIM checks as appropriate
Allow aircraft to slow to 130
knots in the descent
3. Arrival At MDA
TorqueIncrease to 50-60%
Pitch.....As Required
IAS...130 knots
4a. VDP OR MAP GO AROUND
Go Around *PM+
Power...Max
Pitch....transition to 7 o - 10o
nose up
Flaps Approach *PF+
Positive Rate *PM+
Gear Up *PF+
Aircraft continues Go Around
procedures and transitions to the
Missed Approach
4b. VDP OR MAP - LANDING

IAS.transition to Vref by the threshold
5b. Threshold
6b ROLLOUT
Airspeed..Vref
Touchdown in first third of
runway

Brakes as needed
60 Knots *PM+
PF brings Power Levers out of reverse by
40 knots
87
VISUAL APPROACH PROCEDURES

A visual approach may only be conducted when VFR visibility and cloud clearance can be
maintained at a pattern altitude of no less than 1000 feet AGL. When required by regulation,
the traffic pattern must be flown at 1500 feet AGL. When pattern altitude is not governed by
regulation, the PIC may choose to use a 1500 feet AGL pattern or a 1000 feet AGL pattern based
on current airspace and traffic considerations.
The visual approach pattern is composed of several gates which allow the aircraft to maintain
a similar position and configuration relative to the landing runway regardless of the airport in
which it is operating. This offers the Pilot Flying the advantage of familiarity and
standardization regardless of airport.
Visual Approach Order of Events
2. No later than 2 NM from entering traffic pattern
Flaps Approach *PF]
3. Abeam Touchdown Point
Gear Down, Landing Checklist to the Line *PF+
indication
PM reads and completes Landing Checklist to the Line
4. Base Leg
Turn base at approximately 800 feet AGL
Flaps 60 *PF+
PM sets flaps to 60%
5. Final
Turn final no lower than 600 feet AGL
Flaps 100 *PF+
o Return flap handle to the approach detent in preparation for a possible goaround
Airspeed reduced to Vref +10 knots
five, etc.
88
Cross the runway threshold at Vref

Touchdown with power levers at idle
60 knots *PM+
reverse by 40 knots
procedure
89
C12 Visual Approach

7a. IF GO AROUND REQUIRED
Go Around *PM+
Power.Max
Pitch..transition to 7-10o nose up
Flaps Approach *PF+
Positive Rate *PM]
Gear Up *PF+
7b. Threshold
1. 2 NM from Pattern Entry
Descent and Approach

Procedures completed
Torque...30-40%
Flaps..Approach
Airspeed .140 knots
Airspeed..Vref
2. Entering Downwind
Min Alt1000 AGL

Airspeed.140 knots
6. Final
Gear Down, Landing Checklist to the line *PF+

o Captain lowers gear handle and keeps hand on
gear handle until 3 green
PM performs landing checklist to the line
Allow aircraft to slow to 130 knots in the descent
4. Base Leg
Altitude.800 AGL
Flaps.60%
Airspeed .130 knots
Altitude..600 AGL
Flaps 100 *PF+
o return flap handle
to the approach
detent
Airspeed ..Vref + 10
[PM]
Below the Line *PF+
PM completes Landing
Checklist below the
line
Aircraft stabilized by
400 AGL
90
CIRCLE TO LAND APPROACHES

Circle to land approaches are a combination of the instrument approaches and visual
approaches discussed above and therefore the procedure for circle to land is simply a
combination of the other two. Per Dynamic Aviation policy, circle to land approaches may only
be conducted when the ceiling is at least 1000 feet AGL and the visibility is at least 3 NM. The
Pilot Flying will brief 1000 AGL and 3 NM visibility as the minimums for the approach, unless the
approach itself is more restrictive. In cases where the approach is more restrictive, the Pilot
Flying will brief the more restrictive ceiling (1000 AGL or approach minimums) and the more
restrictive visibility (3 NM or approach mimimums). Instrument approaches that culminate in a
circle to land will transition to as close to a VFR pattern as possible once visual conditions
persist.
A circle to land approach will begin in the same manner as every other instrument approach.
All procedures and call outs will remain the same up to the point where the aircraft is in visual
meteorological conditions. If the aircraft does break out at or above 1000 feet AGL, the aircraft
will attempt enter a visual pattern consisting of downwind, base, and final legs, if possible. If it
is not practical to enter a standard pattern, the Pilot Flying will use the remaining portions of
the standard visual approach pattern as references to ensure a stable visual approach. In other
words, if the aircraft breaks out on a modified base entry, the Pilot Flying will use the base leg
criteria of the visual approach (enter base at 800 AGL, 130 knots, flaps 60%, etc.) as a gate to
maintain a stabilized approach. In every approach the aircraft must be stabilized on final no
later than 400 feet AGL or a go-around must be executed immediately.

2. Aircraft nears approach course
Course Alive *PM+
Autopilot captures course
Course Captured *PM+
3. No later than 2 NM from FAF
Flaps Approach *PF+
4. Aircraft nears Glideslope
Slope Alive *PM+
5. GPS switches to APP/LNAV/LNAV+V/LPV
RAIM Checks *PM+
6. FAF/Glideslope Intercept
Gear Down, Landing Checklist/Landing to the Line *PF+
indication
Autopilot captures slope
Slope Captured *PM+
91
o Check crossing altitude, if applicable. If altitude varies in excess of 100 feet, go

around and execute missed approach.
PM reads and completes Landing Checklist/Landing to the Line
PF notes crossing altitude, if applicable
five, etc.
Approaching Minimums *PM+
o Precision: Pilot flying will maintain slope and mentally prepare for go-around
o Non-Precision: Pilot Flying will begin level off
9. Visual contact or Missed Approach Point
Runway in sight, go visual Enter appropriate traffic pattern leg, as able
Go Around The PF will immediately execute a go around and transition to the
missed approach
o Either pilot may call for a go around at any point. The result will be the
immediate execution of the go around. If there is any question as to the reason
for the go around, it will be discussed later when workload permits.
10. Downwind (if able)
Maintain 1000 feet AGL (or slightly less to remain clear of clouds)
Airspeed of 130 knots
11. Base Leg
Turn base at approximately 800 feet AGL
Flaps 60 *PF+
Airspeed of 130 knots
12. Final
Turn final no lower than 600 feet AGL
Flaps 100 *PF+
o Return flap handle to the approach detent in preparation for a possible goaround
Airspeed reduced to Vref +10 knots
five, etc.
92
Cross the runway threshold at Vref
Touchdown with power levers at idle
60 knots *PM+
reverse by 40 knots
procedure
93
C12 Two Engine Circling Approach

1. IAF INBOUND
NOTE:

Torque..30-40%
IAS.140 Knots
Course Alive *PM]
If Go-Around/Missed Approach is
required at any time in the approach,
turn toward and circle over the
airport until able to transition to the
Missed Approach procedure
2. FAF INBOUND
Gear Down, Landing Checklist *PF+

o Captain lowers gear handle and keeps
hand on gear handle until 3 green
Allow aircraft to slow to 130 knots in the
descent
7. Threshold
Airspeed..Vref
3. Arrival At MDA (>1000 AGL)
IAS...130 knots
6. Final
Altitude600 AGL
Flaps 100 *PF+
o return flap handle
to the approach
detent
6. Final
[PM]
Flaps.....FULL
Below
the Line *PF+
completes
Vref + 10 Landing
PM
Aircraft
stabilized
Checklist
below
the line
by
400
AGL
AGL
Landing below the
400
line checks
4. Circling to Land or Missed Approach
If runway is not in sight by MAP or if

contact with runway is lost during circle,
execute go-around to missed approach
Enter a downwind, if able, or plan to enter
the appropriate leg of a visual approach
using speed and altitude references given
for the visual approach pattern.
Maintain current aircraft configuration
until on a base leg.
5. Base Leg
Maintain visual contact with

runway
Altitude..800 AGL
Flaps60%
Airspeed130 knots
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GO AROUND AND MISSED APPROACH

A go around will be initiated any time either crewmember loses confidence in the ability to
complete the approach successfully. Additionally, the following items will result in a mandatory
go around:
Full scale deflection of any course or slope indication currently in use for the approach
Loss of visual reference when that visual reference is a requirement to continue
When any flight crewmember or Air Traffic Controller calls for a go around
Go around callouts are nearly identical to the takeoff callouts after rotation with one exception,
the Pilot Flying will call for flaps approach immediately after pitching up and adding power
Go Around Call Outs

Event
Pilot Flying Callout
Go Around command
Flaps Approach
Positive Rate of Climb
Pilot Monitoring Callout
Positive Rate
Gear up
Acceleration through Blueline
Blue line
Flaps Up
Flaps Selected Up
400 AGL or higher, as

determined by PIC
Set Climb Power
Safe Altitude
Go Around and Missed Approach Order of Events

1. Go Around
Pilot Flying will press the go around button and pitch up to command bars and
advance power levers to go-around power (most likely max power)
Flaps Approach *PF+
Pilot Monitoring will select the flap selector to the up position and monitor to stop
them at roughly 40 degrees
2. First Segment Climb (go around call to gear fully retracted)
Positive Rate *PM+
Gear Up *PF+
3. Second Segment Climb (gear fully retracted to Safe Altitude of at least 400 feet)
Accelerate to 122 knots (Blue Line)
Blue Line *PM+
Flaps Up *PF+
95

4. Third Segment Climb (Safe Altitude of at least 400 feet and Blue Line or greater to 140
knots)
Safe Altitude (400 feet, minimum) *PM+
Set Climb Power *PF+
Set Climb Power, 90% Torque, 1900 RPM (Maintain full power if Single Engine)
Accelerate to 140 knots
5. Final Segment Climb (140 knots to 1500 feet)
6. End of Final Segment (1500 Feet)
Max 90% Torque, up to 705 TGT
Refer to Climb performance in AFM
96
Chapter 4: Emergency Procedures, Checklists, and Maneuvers

INTRODUCTION TO EMERGENCY PROCEDURES, CHECKLISTS, AND MANEUVERS
No two emergencies are exactly the same. It is impossible to create maneuvers, procedures,
and checklists that will encompass every possibility and yet not overburden the flight crew.
Therefore, these maneuvers, procedures, and checklists are guidelines that have been
developed to result in the greatest amount of success the greatest amount of time. They are a
good core source for dealing with the emergencies that are typically encountered in flight.
They do not replace airmanship and command authority in any emergency situation.
Priorities
Primary responsibility in all flying events, especially emergencies, is flying the airplane. Aviate
first, deal with everything else later. In a two person crew, however, you can often do both at
the same time by delegating a pilot to fly while the other pilot deals with the emergency. It is
important that the flying pilot not allow themselves to become caught up in the emergency or
be distracted beyond the very strict duties of flying the airplane. The number one event in any
emergency is to determine who is flying the airplane. All of the remaining procedures are
predicated on the fact that someone has been assigned to fly the airplane.
Checklist Usage and Memory Items
Unlike Normal Checklists, Emergency Checklists are not to be performed in a flow prior to
completing the checklist. Emergency checklists are read-do checklists, meaning you will read
the item then accomplish the task. This is to reduce the complexity as much as possible in an
emergency event.
Immediate Action Items, however, are a procedure. They are to be accomplished as a
procedure, not as a read-do checklist. History has shown that when a human being is required
to rely on memory in an emergency, the rate of failure increases dramatically. This is one
reason why we train emergencies as much as we do. This is also the reason you should review
emergency procedures as much as practical between training events. Memory items are
procedures. A professional pilot should know how to perform the emergency memory items
better than the procedure for starting an engine. The memory items have been reduced to the
bare minimum. Only those items that pose an immediate danger to flight, or that may not be
able to be performed in reference to the checklist (i.e. heavy smoke in the cockpit) are memory
items. If the pilot decides that there is not sufficient cause to perform the memory items from
memory, the items may be accomplished with reference to the checklist. This does not relieve
the pilot from knowing the memory items, however.
Quick Reference Handbook (QRH)
The Quick Reference Handbook contains all of the emergency procedures in use at Dynamic
Aviation. The emergency procedures and checklists in the QRH contain the original items of the
AFM but also include the additional equipment installed in our modified aircraft and contain
97
more restrictive procedures than the original AFM. Because of this, the emergency procedures
in the QRH supersede those found in the AFM.
Phases of Flight
The current phase of flight will be a determining factor in how an emergency is dealt with.
During critical phases of flight, dealing with the malfunction will be limited to immediate action
items. All other items will be held until the aircraft is in less critical position. As a general
guideline, a critical phase of flight is anytime the aircraft is below the minimum safe altitude for
your area of operation or inside the Final Approach Fix on an approach. Minimum safe altitude
will always be at least 400 feet AGL, and may be much higher depending on obstacles. In these
phases of flight, the crew is expected to make the attempt to exit the critical phase of flight,
usually by climbing out of it, prior to commencing emergency checklists.
Crew Coordination
The first pilot to notice an issue should call out Malfunction regardless of the malfunction
noticed. The Pilot Flying will perform the necessary immediate action items, as necessary and
attempt to exit the critical area of flight, if applicable. Once immediate action items are
complete and the aircraft is reasonably stable, the Captain will designate the person who is to
perform as the Pilot Flying. From there, the PM should make a quick determination of what is
malfunctioning. If the Master Caution or Master Warning has triggered, the PM will read out all
Caution and Warning Annunciations before cancelling the Master light. In cases where no
Caution or Warning annunciations are present, the PM will read out all pertinent indications.
Unless the malfunction is definitively determined, it is important to only read the indications
rather than jumping to conclusions. It is too easy to say engine failure when the engine
gauges are jumping around when in reality you may have a malfunctioning prop,
malfunctioning instrument, or something far less critical than a failing engine. Instead, it would
be more appropriate to read off the erratic engine indications followed by the remaining
gauges, such as Props and Torque are jumping all over the place, but N1, TGT, Oil Pres and
Temps look good. The crew should act according to the indications presented rather than
trying to fit the problem into a neat little box. During all of this, of course, the Pilot Flying will
simply be doing the best job possible of flying the aircraft in its current state and safely
navigating. The PM will take care of the issue and keep the PF informed to the greatest extent
possible.
Pilot Flying
The duties for the Pilot Flying remain essentially the same during an emergency, namely to fly
the airplane. Primary responsibility remains the safe flying and navigating of the airplane. The
PF should have the discipline to remain relatively uninvolved in the troubleshooting of the
malfunction and focus on flying the aircraft as it is presented. This means keeping the aircraft
in a stable and safe position regardless of what the malfunction is perceived to be. Even if the
aircraft shouldnt be doing this in a perceived malfunction, the PF needs to do whatever it
takes to keep the aircraft flying. The PM will discuss everything that is noticed and all actions
being performed so the PF is aware of what is going on, but the PF should not get involved in
the procedure apart from what is required of the flying pilot.
98
Immediate action items constitute a direct and immediate danger to the flight of the aircraft.
As such, immediate action items are often performed by the Pilot Flying for the purpose of
keeping the aircraft stable and safe. It is impossible to define what items in any given situation
will be immediate action items, but generally the memory items on the Emergency Checklist
will be immediate action items and will be performed by the PF. Additionally, either pilot may
perform any action during an emergency using emergency authority, but this must be
justifiable, and it does not negate the purpose of Standard Operating Procedures.
Duties that are usually performed by the PM that are transferred to the PF during an
emergency are communicating with ATC, inputting navigation commands, and performing
checklists up to the Approach Checklist. In an emergency, the PF will be primarily responsible
for the communication and navigation decisions being made during the course of the
emergency. The PM should monitor communications and advocate as time and workload
permit, but the aircraft needs to be moving in a positive direction while the malfunction is
being dealt with. If the aircraft can be safely landed at a suitable location, it should be, even if
malfunction has not been completely brought under control. In other words, the PF and PM
should have two separate primary objectives during an emergency. The PF has the objective of
safely flying and navigating the aircraft ultimately leading to a safe landing, sometimes as soon
as possible. The PM has the objective of minimizing the impact of the malfunction on the PF.
Regardless of the situation, the PM should shift priority back to flying duties once an approach
reaches the FAF. At this point, the PM will resume the duties of performing the Approach and
Landing Checklists. This is to reduce the workload on the PF in a critical phase of flight.
There seems to be a lot of gray area between Pilot Flying authority in an emergency, and
Captain command authority in an emergency. In reality, all authority is delegated by the
Captain. Some Captains may be comfortable allowing the FO to be the PF during an emergency
and having them make the decisions that come with that authority, others may prefer to
assume the role of PF during an emergency. Either choice is fine. What the Captain may not
do, however, is attempt to assume both roles. The Captain must pick a role to fill during the
emergency and remain dedicated to that role only. Additionally, regardless of who is the PF,
only the PF is to perform the immediate action items. This authority is always granted to the
PF, regardless of rank. Transferring controls for the purpose of completing immediate action
items is prohibited unless absolutely required due to the nature of the situation. In other
words, the Captain may not brief In the event of an engine failure, I will take the controls. If
the FO cannot be trusted to perform immediate actions items, this should be communicated to
the Chief Pilot immediately.
Pilot Monitoring
The primary responsibility of the Pilot Monitoring during an emergency is to minimize the
impact of the malfunction on the Pilot Flying, and thus the aircraft as a whole. This is most
often accomplished by communicating the indication to the PF and by securing the
malfunctioning system in accordance with the checklist, and by checking circuit breakers and
reading off indications and annunciations. In the event the aircraft is about to begin an
approach, the priority of the PM shifts from dealing with the malfunction to assuming normal
PM duties for the approach no later than the FAF. This is to ensure the aircraft is properly
99
monitored through the high workload environment of shooting an approach and landing. Once
again, flying the airplane always is the primary concern in an emergency.
Emergency Descent
The Emergency Descent procedure is often called for in other emergency procedures when
pressurization issues exist, or when time to landing is critical. When another checklist indicates
the Emergency Descent should be performed As Required the intent is that the Emergency
Descent procedure will be accomplished unless the aircraft is already operating at lower
altitudes which, of course, dont require any descent to be accomplished. The Emergency
Descent procedure is discussed in the next section.
100
EMERGENCY AND ABNORMAL PROCEDURES AND CHECKLISTS

The following procedures and checklists are divided into emergencies and abnormals. All of the
emergency procedures and checklists are included in this SOP to expand upon the procedures
and provide the pilot with additional guidance and knowledge. Abnormal checklists do not
have immediate action items that must be performed as a procedure from memory and should
be done in reference to the Quick Reference Handbook (QRH). As such, the abnormal checklists
are not further described in this SOP.
ENGINE FAILURE/FIRE/SEVERE DAMAGE

Major engine faults are combined into one procedure and checklist that encompasses the most
common major issues with engines. This decreases complexity, thus increasing the probability
of a positive result. In addition, an engine fire or severe damage will very quickly lead to an
engine failure (either by the nature of the malfunction or by the precautionary shutdown),
therefore the procedures are very similar anyway. An Engine Failure refers to any situation
where the engine ceases to produce commanded power. An Engine Fire is any time a fire
indication exists, whether it be an annunciation or a visual indication. Engine Severe Damage is
anything that indicates an imminent failure such as a Chip Detector light, loss of oil quantity, or
visual cues to impending failure (large amount of oil on cowl, massive vibration, etc.). This
procedure may also be used for a Precautionary Engine Shutdown and Engine Rollback (engine
reduces to idle power with no other fault indications). In the case of a precautionary shutdown,
the immediate action items may be done in reference to the checklist, unless time is critical. In
a rollback, the crew may elect to stop the checklist prior to Condition Lever Cut-Off and allow
the engine to run, thus powering the generator.
Immediate Action Items

These items may be performed any time they are required, as determined by the
Pilot Flying. As a general rule, if both engines are producing power the PF should
wait until out of a critical phase of flight to accomplish the Identify, Verify,
Feather portion.
Power .......................................................................................... Max Available [PF]
Advance both Power Levers until reaching 100% Torque or 750 TGT. Set
Props to full, if required. Advancing both power levers will arm the
autofeather system and should feather the inoperative engine propeller
automatically
Gear ................................................................................................................Up [PF]
Flaps ...............................................................................................................Up [PF]
Identify ................................................................. Malfunction on Left or Right [PF]
First pilot to notice the malfunction states Malfunction on Left (or Right).
Verify .................................................................................... Verify Left or Right [PF]
Pilot Flying will place his/her hand on the Power Lever of the
malfunctioning engine and wait for verification from the Pilot Monitoring.
101
He/She will then retard Power Lever of malfunctioning engine to idle. At

the very least, verify the decreasing power lever is not affecting the good
engine. This step will also confirm the existence of a runaway because in a
runaway situation the power lever will have not affect the engine power.
.............................................................................................................. Verified [PM]
Pilot Monitoring will verify the Pilot Flying has placed his/her hand on the
correct power lever.
Feather .............................................................................. Feather Left or Right [PF]
Pilot Flying will place his/her hand on the Prop Lever of the malfunctioning
engine and wait for verification from the Pilot Monitoring. He/She will then
pull the lever to the feather position.
.............................................................................................................. Verified [PM]
Pilot Monitoring will verify the Pilot Flying has placed his/her hand on the
correct prop lever.
Pilot Flying ............................................................................................... Assign [CA]
The Captain will designate who will become the Pilot Flying, and who will be
the person to continue dealing with the malfunction.
Checklist Items
These items should only be performed outside of a critical phase of flight unless
extenuating circumstances require otherwise. They will be performed by the
Pilot Monitoring while the Pilot Flying begins to execute a plan to land at the
nearest suitable airport. In cases of Engine Fire or Engine Severe Damage, these
actions should be the very highest priority for the Pilot Monitoring and should be
completed immediately upon reaching minimum safe altitude.
Condition Lever ..................................................................................... Verified [PF]
Pilot Monitoring will place his/her hand on the appropriate Condition Lever
and wait for the Pilot Flying to visually check and verbally verify it is the
correct one.
............................................................................................................... Cut-Off [PM]
After verification is received, the Pilot Monitoring will move the Condition
Lever to Cut-Off.
Fire Handle ............................................................................................ Verified [PF]
Pilot Monitoring will place his/her hand on the appropriate Fire Handle and
wait for the Pilot Flying to visually check and verbally verify it is the correct
one.
..................................................................................................................... Pull [PM]
After verification is received, the Pilot Monitoring will pull the Fire Handle
Crossfeed .....................................................................................................Off [PM]
Standby Pump ..............................................................................................Off [PM]
Eng Auto Ign .................................................................................................Off [PM]
Generator .....................................................................................................Off [PM]
Bleed Air Valve .............................................................................................Off [PM]
Autofeather ..................................................................................................Off [PM]
Fire Extinguisher ..............................................................Actuate As Required [PM]
102
The Fire Extinguisher should not be actuated until the possible sources of
fire have been removed, especially the fuel. This will hopefully allow the fire
to decrease to the point of allowing the fire bottle the greatest chance of
extinguishing any remaining fire.
LAND AT NEAREST SUITABLE AIRPORT
Land at the closest suitable airport in terms of time, keeping in mind the
closest suitable airport may be behind you.
Engine Fire/ Failure/ Severe Damage Checklist Complete
PRECAUTIONARY ENGINE SHUTDOWN

See ENGINE FIRE/FAILURE/SEVERE DAMAGE procedure.
SMOKE IN THE COCKPIT OR CABIN

The greatest danger smoke in the airplane poses is the insidious nature of the event. Many
times a small amount of smoke will be detected by the crew and the cause will later be
determined to have been inconsequential. Unfortunately, the sustained, intense, unsurvivable
fires begin in the same manner. Rarely does a raging fire start with a gigantic burst of flames. It
most often begins as a small smoldering fire that creates the same small hint of smoke as the
inconsequential smoke. In only a few minutes, though, this fire will turn into an intense flame
that is uncontrollable. The only way to know for certain which fire you are dealing with is to
determine the cause, and this simply cannot be done in flight in the amount of time you may
potentially have left until the airplane environment is no longer conducive to sustaining life.
Because there will always exist a certain fixed amount of time required to get the airplane on
the ground, every moment of delay and troubleshooting compounds the amount of time prior
to being able to evacuate. In other words, when you are on fire and seconds count, you are
only minutes away from evacuating. Using these assumptions, the Smoke in the Cockpit or
Cabin checklist is designed to reduce or eliminate the fire at its earliest stages before it has the
chance to accelerate, and to place the aircraft in a position in which the crew can get on the
ground and evacuate as soon as possible.
It is especially important to know and frequently review SMOKE IN THE COCKPIT OR CABIN
Immediate Action Items both due to the nature of the emergency, and due to the fact that thick
smoke can prevent viewing the checklist because of decreased vision or irritation to the eyes
from the smoke itself.
Pilot Flying.
103
Oxygen Masks and Smoke Goggles.................................................. Don 100% [ALL]

Staying alive and conscious is the most important step in dealing with this
emergency. The rest of the checklist is worthless if the crew is unconscious.
Place the mask over the nose and mouth and adjust to a tight fit. Plug the
mask in, if necessary, and select 100% oxygen if the mask has a dilution
function. Dilution allows smoky air from the cockpit into the mask, setting
100% oxygen prevents the smoke from entering. Don the smoke goggles, if
present, and tighten to fit.
Crew and Cabin Oxygen ........................................................................ Pull On [PM]
The small amount of oxygen that is added with the addition of Cabin
oxygen is inconsequential to the fire, especially in relation to lives that will
be lost to smoke inhalation in the first stages of a fire.
Mic Selector ................................................................................ Oxygen Mask [ALL]
Transfer Controls to First Officer
Once electrical power is turned off, the First Officer will be the only pilot left
with an attitude indicator. Once the First Officer assumes the controls, he
or she may immediately begin the Emergency Descent procedure, as
appropriate
Emergency Descent ....................................................................... As Required [FO]
The Emergency Descent is required to place the aircraft in a position closer
to landing, thereby decreasing the amount of time to get on the ground and
evacuate
Bleed Air .................................................................................... Both Enviro Off [CA]
This is the center position of the Bleed Air switch and cuts off bleed air to
the cabin while still allowing bleed air to power the First Officer
instruments.
Cabin Pressure Switch ............................................................................. DUMP [CA]
Landing Gear Handle ................................................................................ Down [CA]
Lower the landing gear prior to turning off electrical power to ensure the
aircraft is in a configuration for immediate landing.
Flaps ........................................................................................................... Approach
Lower the flaps to approach prior to turning off electrical power to ensure
the aircraft is in a configuration for immediate landing.
Landing Gear Indicator.......................................................................... 3 Green [CA]
............................................................................................................... Verified [FO]
This will most likely be the last chance to verify the gear is down and locked
prior to landing.
Master Switch (Gang Bar) .............................................................................Off [CA]
The crew may want declare an emergency or acquire a course to the
nearest suitable airport prior to turning off the power.
Storm Window ................................................................Open, As Required [BOTH]
Once depressurized, opening the storm window may significantly reduce
smoke in the immediate cockpit area.
104
Checklist Items
If electrical power absolutely required:
Electrical power may only be turned back on if the aircraft cannot be landed
safely without electrical power.
Cabin Temp Mode ........................................................................................Off [CA]
Vent Blowers ....................................................................................... Both Off [CA]
Avionics Master ............................................................................................Off [CA]
Mission Power ..............................................................................................Off [CA]
All remaining switches ..................................................................................Off [CA]
Battery........................................................................................................... On [CA]
Generators ...............................................................................On, As Required [CA]
closest suitable airport may be behind you. In flight fires are not something
to be taken lightly, and can potentially flare up again at any time.
Smoke in the Cockpit or Cabin Checklist Complete
RAPID DEPRESSURIZATION
Although the cause of the depressurization may be quite serious, a loss of pressurization, in and
of itself only poses one major concern, namely consciousness. Therefore, the immediate action
item is to get the oxygen mask on and flowing. Do not spend any time trying to discern the
cause or troubleshoot any other item until your consciousness has been assured. Once the
crew is breathing supplemental oxygen, proceed with the checklist at a deliberate rate. Keep in
mind the cause of the depressurization may have also caused structural damage to the aircraft.
Aggressive maneuvers should be avoided.
Pilot Flying.
Oxygen Masks .................................................................................. Don 100% [ALL]
Staying alive and conscious is the most important step in dealing with this
emergency. The rest of the checklist is worthless if the crew is unconscious.
Place the mask over the nose and mouth and adjust to a tight fit. Plug the
mask in, if necessary, and select 100% oxygen if the mask has a dilution
function.
Crew and Cabin Oxygen ........................................................................ Pull On [PM]
105
Checklist Items
These items should be performed in reference to the checklist at a deliberate pace.
Mic Selector ................................................................................ Oxygen Mask [ALL]
Emergency Descent ................................................................................ Initiate [PF]
There is a delicate balance between needing to get down to a safer altitude and
making a relatively controllable event into something hurried and uncontrolled.
Rapid Depressurization Checklist Complete
EVACUATION/ENGINE FIRE ON GROUND

The three primary goals of this checklist are to make the airplane safe for people on the ground
(rescue and evacuees), extinguish the fire, if necessary, and safely egress the aircraft. The
entire procedure consists of Immediate Action Items.
Captain.
Condition Levers .................................................................................... Cut-Off [CA]
Master Switch (Gang Bar) .............................................................................Off [CA]
Parking Brake ................................................................................................Set [CA]
Fire Handles ................................................................................... As Required [CA]
Fire Extinguisher ............................................................... Actuate as Required [CA]
Evacuation .............................................................................................. Initiate [CA]
Egress the aircraft through the most expeditious exit that can be safely used.
Always ascertain the conditions outside of an exit prior to opening. If fire or
hazardous debris exist, attempt to use a more favorable exit.
Evacuation/Engine Fire on Ground Checklist Complete
EMERGENCY DESCENT
Emergency descents are generally performed for one of two reasons. First is to descend to an
altitude for the purpose of breathing without supplemental oxygen. The second is to get the
aircraft in a position to land as soon as possible, such as a cabin fire scenario. In either scenario
the crew should be planning and moving in a positive direction during the descent to place the
aircraft in the best position for a positive outcome. Because the checklist may be critical to
survival, it is entirely made up of immediate action items. In no circumstances, however,
should the procedure be anything more than a deliberate controlled maneuver. This is
especially important in rapid depressurization situations when structural integrity is unknown.
106
When another checklist indicates the Emergency Descent should be performed As Required
the intent is that the Emergency Descent procedure will be accomplished unless the aircraft is
already operating at lower altitudes which, of course, dont require any descent to be
accomplished.
Auto Pilot ...................................................................................................... Off [PF]
Power Levers ................................................................................................ Idle [PF]
Prop Levers..................................................................................... Full Forward [PF]
Flaps ........................................................................... Approach (Max 200 KTS) [PF]
Landing Gear .....................................................................Down (Max 182 KTS) [PF]
Airspeed ................................................................................................ 175 KTS [PF]
Altitude ................................................................... Descent to 10,000 or MEA *PF+
The altitude to which descent is made is almost entirely a function of the situation
but the initial plan should be to descend to 10,000, unless obstacle clearance
and/or safe navigation require a higher altitude.
Note:
Aircraft should be turned in the direction of the nearest suitable airport and a plan
should be made for an approach and landing at that airport. The aircraft may be
put in a bank to increase descent rate if loss of altitude is more critical than
landing. If landing is more critical, the aircraft should not be put in a bank at the
expense of proceeding in a positive direction to the nearest airport.
closest suitable airport may be behind you.
Emergency Descent Checklist Complete
107
C12 Emergency Descent Procedure
1. EMERGENCY OCCURS
PROCEDURE
Perform emergency procedure for

the malfunction that is the reason
for the Emergency Descent, if
necessary.
o O2 should be considered if not
already covered in another
procedure
Autopilot..OFF *PF+
Power Levers.IDLE *PF+
Prop Levers.FULL FORWARD *PF+
FlapsAPPROACH *PF+
Landing Gear..DOWN *PF+
Initial pitch.20o Down
Airspeed.175 knots *PF+
3. LEVEL OFF
2. INITIATE THE DESCENT
DURING DESCENT
Adjust pitch so as to
maintain 175 knots
PM will contact ATC,
declare an
emergency, and state
descent intentions
PF will turn aircraft to
head in a positive
direction toward
closest suitable
airport
PM will request and
set the current
altimeter if able
PM will determine
safe altitude
Level off at 10,000 or
MEA whichever is
higher
COMPLETION OF
MANEUVER
If it is necessary to level off
before landing:
Prior to reconfiguring, slow

aircraft to below VLO
PF will call for gear up the
Captain will select gear up
below VLO
PF will call for flaps up and PM
will select flaps up
If Oxygen mask is removed, set
Mic switch to headset
Descent ChecklistComplete
108
BLEED AIR LINE FAILURE

Engine bleed air is very hot and can easily weaken and damage components or start a fire as it
comes into contact with other parts of the aircraft. The purpose of this checklist is to shut off
the bleed air source as soon as possible. There are no Immediate Action Items associated with
this procedure, but the malfunction does constitute an emergency and should be dealt with
promptly.
Checklist Items
Bleed Air Valve (affected side) .....................................................................Off [PM]
Brake Deice ..................................................................................................Off [PM]
Brake Deice uses bleed air and therefore should be turned off
Engine Instruments ............................................................................. Monitor [PM]
The Source of the malfunction may still affect the engine. If necessary,
proceed to the ENGINE FIRE/FAILURE/SEVERE DAMAGE procedure to
perform a precautionary shutdown.
Bleed Air Line Failure Checklist Complete
AUTOPILOT EMERGENCY DISCONNECT

If the autopilot cannot be disengaged, maintain control of the aircraft as much as possible
through the use of the autopilot until the Pilot Monitoring can disconnect it. The following
procedure is an escalating checklist that culminates in shutting off power to the entire airplane
if nothing else works. If the autopilot disengages at any point during the procedure the Pilot
Monitoring should discontinue the checklist and consider it complete. Once this checklist is
invoked, the autopilot may not be re-engaged.
Checklist Items
AP/YD Disconnect .................................................................................... Press [PM]
If autopilot still engaged:
AP Engage Lever .......................................................................................... DIS [PM]
Go Around Button ................................................................................... Press [PM]
Autopilot Circuit Breaker ............................................................................Pull[PM]
Flight Director Circuit Breaker ....................................................................Pull[PM]
Avionics Master............................................................................................Off [PM]
If autopilot still engaged the Master Switch will need to be turned off,
possibly depressurizing the cabin:
Oxygen Masks .................................................................................. Don 100% [ALL]
Crew and Cabin O2 ............................................................................... Pull On [PM]
MIC Selector ............................................................................... Oxygen Mask [ALL]
109
Master Switch (Gang Bar) ............................................................................Off [PM]

Emergency Descent ........................................................................ As Required [PF]
Autopilot Emergency Disconnect Checklist Complete
110
EMERGENCY MANEUVERS
The following emergency maneuvers are included as a guide to how emergencies should be
handled. Each situation will vary, but these profiles should be used to the extent possible.
REJECTED TAKEOFF
Rejected Takeoff
This is the critical phase of flight where the decision process to react to and abort a takeoff is
very important. As the aircraft accelerates, the probability of success from a rejected takeoff
decreases rapidly. At the point of any significant abnormality (engine failure, blown tire, etc...)
the aircraft will generally continue to accelerate until positive action is taken.
During the takeoff roll, either pilot may see a need to abort the takeoff prior to decision speed.
The takeoff brief should include the abort procedures detailed in the normal procedures
section for takeoff brief. If either pilot notices an event that constitutes a takeoff abort, that
pilot will call out, Abort, Abort, Abort. The PF will immediately initiate the abort by pulling
the power levers back to flight idle and apply maximum braking using reverse thrust as needed
while maintaining directional control.
The PM will notify ATC or local traffic of the abort. In the event an evacuation becomes
necessary, it is best to stop the aircraft on the centerline of the runway, if practical. This allows
emergency vehicles and personnel the best access to the aircraft. While it may seem courteous
to exit the runway for other traffic, the level of risk to you increases dramatically every second
you wait to evacuate the aircraft.
If an evacuation is not necessary, exit the runway and perform the AFTER LANDING procedure.
If another takeoff is to be attempted, perform the BEFORE TAKEOFF procedure again.
Notify the Chief Pilot of all aborts, including date, location, and reason. All aborts at controlled
fields generate a notice to the local FSDO in the United States and may lead to further inquiries
by the FAA. It is always best to be proactive and head off all future inquiries at the first point of
contact, namely the Chief Pilot.
111
C12 Rejected Takeoff
2. RECOGNITION OF SIGNIFICANT
ABNORMALITY
Abort, Abort, Abort *EITHER PILOT+

Power Levers.IDLE
Max Braking..As Required
Reverse..As Required
The PM will notify ATC or CTAF of the abort and
declare an emergency, if required
Bring aircraft to a stop on the centerline
Complete EVACUATION/ENG FIRE ON GROUND
procedure, as required
3. POST-ABORT PROCEDURES
Clear runway only if evacuation is not

required
Perform AFTER LANDING procedure
1. BEFORE TAKEOFF
Before Takeoff Procedures are all

completed prior to crossing the hold
short line
112
ENGINE FAILURE AFTER TAKEOFF FLAPS UP AND FLAPS APPROACH.

Engine Failure after liftoff Flaps Approach
If no problems are noted during the takeoff roll and decision speed is reached, the aircraft has
now moved from one known realm into another known realm, which is that of flight. Any
problems will now be dealt with in the air. This is where the pre briefed acceleration altitude
comes into play. Should an engine fail or after decision speed with flaps at the approach
setting, max power should be set, directional control maintained, landing gear selected up, and
pitch maintained to achieve 105 knots. 105 knots is VXSE . If using Autofeather, do not retard
the power levers until the propeller has feathered. If Autofeather is inoperative, the PF will
identify, Verify, and Feather the inoperative engine propeller. This configuration with the
inoperative engine propeller feathered will give you the best angle of climb to make it to your
acceleration altitude. At the acceleration altitude the PM will call acceleration altitude. The
PF will reduce pitch to maintain level and accelerate to blue line. At blue line, standard callouts
will be made to raise the flaps. Continue your climb as needed at Blue Line after flaps are
retracted. Complete the engine failure checklist to secure the inoperative engine, complete the
climb checklist and contact ATC as appropriate. (Refer to figure 6-2)
Note:
If a fire handle or chip detector light illuminates immediately after liftoff,
continue climb to a minimum safe altitude prior to addressing the emergency
Engine Failure after liftoff Flaps Up
Should an engine fail or after decision speed with flaps UP, max power should be set,
directional control maintained, landing gear selected up, and pitch maintained to accelerate to
Blue Line or VYSE. The advantage of departing with flaps up is that the rotation speeds are much
closer to VYSE. If using Autofeather, do not retard the power levers until the propeller has
feathered. If Autofeather is inoperative, the PF will Identify, Verify, and Feather the inoperative
engine propeller. This configuration with the inoperative engine propeller feathered will give
you the best rate of climb to make it to your acceleration altitude. At the acceleration altitude
you are already at the appropriate speed for your altitude so there is no need to pitch to level
for acceleration. The standard callout for acceleration altitude, however, must be used.
Continue your climb as needed at Blue Line. Complete the engine failure checklist to secure the
inoperative engine, complete the climb checklist and contact ATC as appropriate.
113
C12 Engine Failure After Liftoff Flaps Approach

AND DEPARTURE
RD
5. 3 SEGMENT CLIMB
ND
4. 2
SEGMENT CLIMB
Maintain 105 knots

Pilot Flying will place hand on
affected Power Lever
Verify Left (or Right) *PF+
Verified *PM+
Pilot Flying will move the affected
Power Lever to idle
affected Prop Lever
Feather Left (or Right) *PF+
Verified *PM+
Prop Lever to the feather detent
Upon reaching safe altitude

(min. 400)
Safe Altitude [PM]
PF pitches to accelerate to
Blue Line
Blue line *PM+
Flaps up *PF+
The PM will retract the
flaps.
Maintain Blue Line (122
kts) in climb
Continue climb at Blue Line until

at least 1500
ENGINE FIRE/FAILURE/SEVERE
DAMAGE checklist *PF+
Pilot Monitoring completes the
procedure
Pilot Flying moves aircraft in a
positive direction toward landing
while PM completes procedure
Land as soon as practical
2. TAKEOFF ROLL
PM makes call outs,

monitors gauges, and
crosschecks airspeed
1. BEFORE TAKEOFF/IN POSITION
Before Takeoff Procedures are all completed

prior to crossing the hold short line
Normal power-up callouts are made
3. 1ST SEGMENT / ENGINE FAILURE
Rotate at VR
Malfunction L (or R) *PM+
Power Levers..Max Available
Positive Rate *PM+
Gear Up *PF+
Maintain pitch for airspeed of 105 knots with
flaps approach to 400 AGL.
114
C12 Engine Failure After Liftoff Flaps Up

AND DEPARTURE
4. 2ND SEGMENT CLIMB
Maintain Blue Line

Blue line *PM+
affected Power Lever
Verify Left (or Right) *PF+
Verified *PM+
Power Lever to idle
affected Prop Lever
Feather Left (or Right) *PF+
Verified *PM+
Prop Lever to the feather detent
RD
5. 3 SEGMENT CLIMB
Continue climb at Blue Line until

at least 1500
ENGINE FIRE/FAILURE/SEVERE
DAMAGE checklist *PF+
Pilot Monitoring completes the
procedure
Pilot Flying moves aircraft in a
positive direction toward landing
while PM completes procedure
Land as soon as practical
Upon reaching safe altitude

(min. 400)
Safe Altitude [PM]
Maintain Blue Line in climb
2. TAKEOFF ROLL
PM makes call outs,

monitors gauges, and
crosschecks airspeed
1. BEFORE TAKEOFF/IN POSITION
Before Takeoff Procedures are all completed

prior to crossing the hold short line
Normal power-up callouts are made
3. 1ST SEGMENT / ENGINE FAILURE
Rotate at VR
Malfunction L (or R) *PM+
Power Levers..Max Available
Positive Rate *PM+
Gear Up *PF+
Maintain pitch for Blue Line (122 kts)
115
SINGLE ENGINE APPROACHES

Single engine approach procedures are identical to normal approach procedures except for a
few differences. The following section discusses those differences.
Differences
Any time you are single engine, the prop lever on the running engine must be set to full
increase. This will give you the maximum amount of power available for that engine. No more
than 40% flap usage will be used on any single engine approach. The reason for this is in the
event of a go around minimal drag will be present. If a single engine go around needs to be
accomplished, set max power and pitch for Blue Line.
Hand flying the approach while single engine is preferred. Use of the Flight Director is advised
to aid you in task management while flying the single engine approach. If a single engine go
around needs to be accomplished, set max power and pitch for Blue Line.
Profiles for each single engine approach appear below.
116
C12 Single Engine Approach with Slope (ILS, LPV, LNAV/VNAV)

4. GLIDESLOPE INTERCEPT OR FAF
1. IAF INBOUND
dot, Gear Down, Landing Checklist *PF+

o Captain lowers gear handle and keeps hand
on gear handle until 3 green
Slope Captured *PM+
Check crossing altitude
RAIM checks *PM+ as appropriate
Allow aircraft to slow to 130 knots
Descent and Approach Procedures

have been completed
Torque..50-60%
Flaps Approach after IAF but no later
than 2 NM from the FAF
IAS.140 Knots
5a. DECISION ALTITUDE GO AROUND
Go Around *PM+
Power.Max
Pitch..........transition to 5 o - 7o nose up
Flaps Approach *PF+
Positive Rate *PM+
Gear Up *PF+
and transitions to the Missed Approach
2. LOCALIZER INTERCEPT
Verify VLOC or GPS mode in the

GNS530, as appropriate
Course Alive *PM+
Course Captured *PM+ - if on an FD
coupled approach
3. GLIDESLOPE ALIVE (typically about 2 NM from FAF)
Slope Alive *PM+

Torque..50-60%
IAS140 knots
5b. DECISION HEIGHT - LANDING

IAS.transition to Vref by the
threshold
7 ROLLOUT

Brakes as needed
60 Knots *PM+
PF brings Power Levers out of reverse by 40
knots
6. THRESHOLD
Airspeed..Vref
117
C12 Single Engine Approach without Slope

1. IAF INBOUND

Torque..50-60%
IAS.140 Knots
Course Alive *PM+
2. FAF INBOUND
Gear Down, Landing Checklist

[PF]
o Captain lowers gear handle
and keeps hand on gear
handle until 3 green
Allow aircraft to slow to 130
knots in the descent
4a. VDP OR MAP GO

AROUND
Go Around *PM+
Power...Max
Pitch....transition to 5 o 7o nose up
Flaps Approach *PF+
Positive Rate *PM+
Gear Up *PF+
Aircraft continues Go
Around procedures and
transitions to the Missed
Approach
3. ARRIVAL AT MDA
IAS...130 knots
4b. VDP OR MAP - LANDING

IAS.transition to Vref by the threshold
5. THRESHOLD
6. ROLLOUT
Airspeed..Vref
Touchdown in first third of
runway

Brakes as needed
60 Knots *PM+
PF brings Power Levers out of reverse by
40 knots
118
C12 Single Engine Visual Approach

7a. IF GO AROUND REQUIRED
Go Around *PM+
Power.Max
Pitch..transition to 5 o - 7o nose up
Flaps Approach *PF+
Positive Rate *PM+
Gear Up *PF+
7b. Threshold
1. 2 NM from Pattern Entry
Descent and Approach

Procedures completed
Torque...50-60%
Flaps..Approach
Airspeed .140 knots
Airspeed..Vref
2. Entering Downwind
Min Alt1000 AGL

Airspeed.140 knots
6. Final
Gear Down, Landing Checklist to the line *PF+

o Captain lowers gear handle and keeps hand on
gear handle until 3 green
PM performs landing checklist to the line
Allow aircraft to slow to 130 knots in the descent
4. Base Leg
Altitude.800 AGL
Airspeed .130 knots
Altitude..600 AGL
[PM]
Below the Line *PF+
Checklist below the
line
400 AGL
119
C12 Single Engine Circling Approach

1. IAF INBOUND
NOTE:

Torque..50-60%
IAS.140 Knots
Course Alive *PM+
If Go-Around/Missed Approach is
required at any time in the approach,
turn toward and circle over the
airport until able to transition to the
Missed Approach procedure
2. FAF INBOUND
Gear Down, Landing Checklist *PF+

o Captain lowers gear handle and keeps
hand on gear handle until 3 green
Allow aircraft to slow to 130 knots in the
descent
7. Threshold
Airspeed..Vref
3. Arrival At MDA (>1000 AGL)
IAS...130 knots
6. Final
Altitude600 AGL
500,
on speed, sink 7
6. Final
[PM]
Flaps.....FULL
Below the Line *PF+
Vref + 10
Aircraft stabilized
Checklist below the line
by 400 AGL
Landing below the
400 AGL
line checks
4. Circling to Land or Missed Approach
If runway is not in sight by MAP or if

contact with runway is lost during circle,
execute go-around to missed approach
Enter a downwind, if able, or plan to enter
the appropriate leg of a visual approach
using speed and altitude references given
for the visual approach pattern.
Maintain current aircraft configuration.
5. Base Leg
Maintain visual contact with

runway
Altitude..800 AGL
Airspeed130 knots
120
Chapter 5: Flight Training Maneuvers

The maneuvers outlined in this chapter are for use in FLIGHT TRAINING ONLY. These
maneuvers are not authorized in aircraft outside of company approved flight training events. All
VFR maneuvers will be performed at 5,000 AGL or above and all full engine shutdowns will be
performed at 7,000 AGL or above. Any departure from these limitations must be cleared
through the chief pilot or VP of flight operations.
STEEP TURNS
Upon reaching the appropriate altitude, the aircraft will be in a clean configuration with props
set to 1900 RPM and maintaining an airspeed of 150 knots. The heading bug should be used
for heading reference to complete the turn if available. Rolling through 30o of bank add
approximately 5-10% torque. Keep focused on the horizon directly in front of the pilots field of
view. This will eliminate climbing or descending due to visual illusions of the glareshield.
Call out 30o prior to rollout heading. As you roll out of the turn, decrease the power and release
the back pressure that was held during the turn.
121
C12 Steep Turns
MAINTAIN 45O OF BANK MIN
Adjust pitch and bank angle as

necessary
PASSING THROUGH 30O OF BANK
Add approximately 5-10% torque

Add back pressure as necessary
ROLL OUT
INITIAL CONFIGURATION
Torque..30-40%
Props...1900 RPM
Airspeed 150 knots
Heading bug...SET
Reduce Power
Release back pressure on
yolk as necessary
Trim for level flight
30O TO ROLL OUT
Call out 30o from roll

out heading
122
POWER OFF STALLS CLEAN CONFIGURATION

Aircraft configuration for this maneuver will be landing gear up, flaps up, props at 2000 RPM
and entry airspeed of VREF + 10 knots. The power will be brought back toward flight idle as
altitude is maintained. At the first sign of the stall, the Pilot Flying will recover by doing the
following:
Power up place the power levers at the 12 oclock position initially. This will get you a
good starting point without over torqueing the engines.
Pitch for level attitude
The PM will call positive rate and the Captain will confirm gear up
As the airspeed increases through blue line the PM will call out Blue Line and the PF
will call Flaps Up. The PM will confirm flaps up
Recover to cruise configuration
123
C12 Approach to Stall Clean Configuration
TorqueReduce to 20% min

Landing Gear ..UP
Flaps..UP
Props...2000 RPM
Maintain Altitude and
Direction
Set bank if directed
STALL AND RECOVERY
At first indication of the stall,

reduce pitch slightly and
simultaneously increase
power
Maintain altitude
Roll wings level if in a bank
Confirm Flaps UP
Confirm Gear UP
COMPLETION
Recover to assigned altitude

Configure aircraft as directed
124
POWER OFF STALLS LANDING CONFIGURATION

Aircraft configuration for this maneuver will be landing gear down, flaps at 100%, props at 2000
RPM, and an airspeed of VREF + 10 knots. A simulated final approach descent will be initiated
and an altitude will be selected for the stall altitude. At the selected altitude, the power will
be brought back toward flight idle as the pitch is raised to level. At the first sign of the stall, the
Pilot Flying will recover by doing the following:
Power up place the power levers at the 12 oclock position initially. This will get you a
good starting point without over torqueing the engines.
Pitch for level attitude
PF will call Flaps Approach PM will select flaps to approach position.
Warning:
If the flap handle is completely down and is just moved up to the approach detent, the flaps will
not move from the full position
The PM will call positive rate

The PF will call Gear Up and the Captain will select gear up
As the airspeed increases through blue line the PM will call out Blue Line and the PF
will call Flaps Up. The PM will select the flaps up
Recover to cruise configuration
125
C12 Approach to Stall Landing Configuration
TorqueReduce to 20% min

Flaps Approach below triangle
Landing Gear Down below VLE
Props.2000 RPM
FlapsFull below VFE
Airspeed Decrease to Vref + 10
knots
Start Descent and call out
altitude for the stall maneuver
Upon reaching set altitude
pitch for level flight and bank as
directed.
STALL AND RECOVERY
At first indication of the stall,

reduce pitch slightly and
simultaneously increase
power
Maintain altitude
Roll wings level if in a bank
Select Flaps UP
Select Gear UP with positive
rate confirmed
Stop the Flaps at the approach
setting
As airspeed increases above
blue line select Flaps Up
COMPLETION
Recover to assigned altitude

Configure aircraft as assigned
126
C-12
QUICK
REFERENCE
HANDBOOK
ENGINE FIRE/FAILURE/
SEVERE DAMAGE
Power .......................... Max Available [PF]
Gear ............................................... Up [PF]
Flaps .............................................. Up [PF]
Indentify ........... Malfunction on L or R [PF]
Verify ............................... Verify L or R [PF]
.............................................. Verified [PM]
Feather ..........................Feather L or R [PF]
.............................................. Verified [PM]
Pilot Flying ................................ Assign [CA]
Affected Engine:
Condition Lever ...................... Verified [PF]
................................................Cut-Off [PM]
Fire Handle ............................. Verified [PF]
..................................................... Pull [PM]
Crossfeed ...................................... Off [PM]
Standby Pump .............................. Off [PM]
Eng Auto Ign ................................. Off [PM]
Generator ..................................... Off [PM]
Bleed Air Valve.............................. Off [PM]
Autofeather .................................. Off [PM]
Fire Extinguisher ........ Actuate As Req [PM]
Eng Fire/Fail/Sev Damage Checklist
Complete
EVACUATION/ENG FIRE ON
GROUND
Condition Levers ....................... Cutoff [CA]
Master Switch (Gang Bar) .............. Off [CA]
Parking Brake ................................. Set [CA]
Fire Handles ..................... As Required [CA]
Fire Extinguisher ......... Actuate As Req [CA]
Evacuation ............................... Initiate [CA]
Evacuation Checklist Complete
SMOKE IN COCKPIT OR CABIN

Oxygen Masks .................... Don 100% [ALL]
Crew and Cabin O2 ................. Pull On [PM]
MIC Selector ................ Oxygen Mask [ALL]
Transfer Controls to First Officer
Emergency Descent ........ As Required [FO]
Bleed Air ..................... Both Enviro Off [CA]
Cabin Pressure Switch .............. DUMP [CA]
Landing Gear Handle ................. Down [CA]
Flaps .................................... Approach [CA]
Landing Gear Indicator ...........3 Green [CA]
................................................ Verified [FO]
Master Switch (Gang Bar) .............. Off [CA]
Storm Window .......... Open, As Req [BOTH]
If electrical power absolutely required:
Cabin Temp Mode ........................ Off [CA]
Vent Blowers ........................ Both Off [CA]
Avionics Master ............................ Off [CA]
Mission Power .............................. Off [CA]
All remaining switches ................... Off [CA]
Battery ............................................On [CA]
Generators.................On, As Required [CA]
Essential Equipment .......................On [CA]
Generators...................... As Required [CA]
Smoke in Cockpit or Cabin Checklist Complete
RAPID DEPRESSURIZATION
Emergency Descent ................. Initiate [PF]
Rapid Depressurization Checklist
Complete
EMERGENCY DESCENT
Auto Pilot ....................................... Off [PF]
Power Levers ................................ Idle [PF]
Prop Levers ..................... Full Forward [PF]
Flaps ............. Approach (Max 200 KTS) [PF]
Landing Gear....... Down (Max 182 KTS) [PF]
Airspeed ................................. 175 KTS [PF]
Altitude .... Descend to 10,000 or MEA [PF]
Emergency Descent Checklist Complete
BLEED AIR LINE FAILURE

Bleed Air Valve (affected side) ...... Off [PM]
Brake Deice .................................. Off [PM]
Engine Instruments ............... Monitor [PM]
Bleed Air Line Failure Checklist Complete
AUTOPILOT EMERGENCY
DISCONNECT
AP/YD Disconnect ...................... Press [PM]
AP Engage Lever ........................... DIS [PM]
Go Around Button ..................... Press [PM]
Autopilot Circuit Breaker ............. Pull[PM]
Flight Director Circuit Breaker ..... Pull[PM]
Avionics Master ............................ Off [PM]
If autopilot still engaged the Master Switch
will need to be turned off, possibly
depressurizing the cabin:
Master Switch (Gang Bar) ............. Off [PM]
Emergency Descent ..........As Required [PF]
Autopilot Emergency Disconnect
Checklist Complete
ENGINE RESTART
Eng Fire/Fail/Sev Damage Completed [PM]
Cabin Temp Mode ....................... Off [PM]
Vent Blowers ............................ Auto [PM]
Windshield heat ........................... Off [PM]
Radar ................................... Standby [PM]
Mission Power .............................. Off [PM]
Power Lvr (inop eng) ......Confirm Idle [PM]
Prop (inop eng) ... Confirm Feathered [PM]
Cond. Lvr (inop eng).. Confirm Cut-off [PM]
Fire Handle .............................Push In [PM]
Ign/Start Switch ......... On/Verify Light [PM]
Condition Lever ................... Low Idle [PM]
Ign/Start Switch ....Off above 52% N1 [PM]
Oil Pressure .............................. Check [PM]
Generator .....................................On [PM]
Bleed Air Valve...............................On [PM]
Electrical Equipment ...... As Required [PM]
Propeller ..........................As Required [PF]
Power Lever .....................As Required [PF]
Autofeather ................................. Arm [PF]
Engine Restart Checklist Complete
DUCT OVERTEMP
Allow 30 sec stabilization after each
change. If light extinguishes, discontinue
checklist.
Cabin Air Control .....................Full In [PM]
Cabin Temp Mode .................... Auto [PM]
Cabin Temp knob ......... Full Decrease [PM]
Cabin Temp Mode ........ Manual Cool [PM]
Manual Temp switch ... Full Decrease [PM]
Left Bleed Air Valve............ Enviro Off [PM]
If warning remains, cabin must be
depressurized.
Right Bleed Air Valve ......... Enviro Off [PM]
Emergency Descent ..........As Required [PF]
Duct Overtemp Checklist Complete
LANDING GEAR MANUAL

EXTENSION
Transfer Flight Controls to First Officer
Airspeed ............................... 130 KIAS [FO]
Landing Gear Relay C/B .............. Pull [CA]
Landing Gear Handle ................ Down [CA]
Extension Lever ...................... Unstow [CA]
Clutch Handle .. Pull & Turn Clockwise [CA]
Ext Lever ....... Pump Until 3 Green Lts [CA]
Note:
Once gear is extended, do NOT attempt to
retract again unless critical to the safety of
flight.
Landing Gear Manual Extension Checklist
Complete
GENERATOR INOPERATIVE
Generator Switch ........... Off, then On [PM]
-If Generator Will Not ResetGenerator Switch .......................... Off [PM]
Operating Generator ............ Monitor [PM]
Generator Inoperative Checklist Complete
CRACKED WINDSHIELD
Note:
This situation may lead to a
depressurization. Prepare for Rapid
Depressurization and execute as required
Altitude ................... less than 25,000 [PM]
Cabin Diff. Press ..... less than 4.0 PSID [PM]
Cabin Altitude ............. Verify Suitable [PM]
Oxygen Masks ................. As Required [ALL]
Note:
Wipers may be damaged if crack is on
external panel
Cracked Windshield Checklist Complete
CRACKED CABIN WINDOW

Note:
If crack is on inner window panel cabin will
need to be depressurized:
Altitude ... Descend to 10,000 or MEA [PM]
Cabin Pressure Switch ..............Dump [PM]
If there is no crack on inner window panel:

Altitude ................... less than 25,000 [PM]
Cabin Diff. Press ..... less than 4.6 PSID [PM]
Cabin Altitude ............. Verify Suitable [PM]
Oxygen Masks ................. As Required [ALL]
Cracked Cabin Window Checklist
Complete
CABIN DOOR WARNING LIGHT

Note:
Seat Belts ............................ Fastened [ALL]
Altitude ... Descend to 10,000 or MEA [PM]
Cabin Pressure Switch ..............Dump [PM]
Note:
Do NOT attempt to check or secure door in
flight. Remain seated with the seat belts
fastened.
Cabin Door Warning Light Checklist
Complete
CROSSFEED (Single Eng Only)

Standby Boost Pumps ................... Off [PM]
AUX XFER on Receiving Side ...... Auto [PM]
Crossfeed Switch ............ As Required [PM]
Crossfeed Fuel Light............ Verify On [PM]
Fuel Pressure Lights ..................... Out [PM]
Fuel Load .............................. Monitor [PM]
Note:
With Fire Handle Pulled, FUEL PRESS light
will remain on and Aux Fuel will not be
available on the associated side.
Note:
Crossfeed is only to be used in single engine
flight conditions when time to nearest
suitable airport will exceed fuel imbalance
limitation.
Crossfeed Checklist Complete
ENGINE BOOST PUMP FAIL

Standby Boost Pump .....................On [PM]
FUEL PRESS light ................ Verify Out [PM]
Engine Boost Pump Fail Checklist
Complete
EXCESSIVE ELECTRICAL LOAD

Indicated by a load in excess of 100%
Battery .......................................... Off [PM]
If Load is still above 100%:
Non-Essential Electrical Equip ...... Off [PM]
If load is below 100%:
Battery ...........................................On [PM]
Electrical Load....................... Monitor [PM]
Excessive Electrical Load Checklist
Complete
EXCESSIVE CABIN
DIFFERENTIAL PRESSURE
Cabin Alt Selector .... Select Higher Alt [PM]
If condition persists:
Left Bleed Valve ................. Enviro Off [PM]
If condition persists, cabin will need to be
depressurized.
Right Bleed Valve ............... Enviro Off [PM]
Emergency Descent ........ As Required [PM]
Note:
If at any time the loss of pressurization
becomes a greater risk (lack of O2 flow,
etc.) the bleed valve may be cycled to
allow a reasonable amount of
pressurization. Monitor diff. pres.
accordingly.
Excessive Cabin Differential Pressure
Checklist Complete
SHADIN PROGRAMMING
INSTRUCTIONS
FUEL TANKS FILLED
1. Hold ADD/FULL switch to FULL position
2. Press ENTER
3. Release ADD/FULL switch
PARTIAL FUEL ADDED
1. Calculate total fuel on board in pounds
2. Hold USED/REM switch in REM position
3. Hold ENTER switch down until total FOB
value is reached
4. Release USED/REM switch
-OR1. Calculate weight of fuel added
2. Hold ADD/FULL switch to ADD position
3. Hold USED/REM switch to REM position
until amount of fuel added is reached
4. Press ENTER
REMOVING FUEL
1. Hold USED/REM switch to USED position
2. Hold ENTER switch down until total FOB
value is reached
3. Release ENTER switch
STARTING LIMITATIONS
Min Dynamic Starting N1 ..............................16%
Min Dynamic N1 before cross gen on ...........10%
Max Dynamic Starting ITT ............................ 8500
Max Gen load before cross gen start ........... 0.50
AUTOFEATHER TEST
1.
2.
3.
4.
5.
Power lever - Approximately 22%

Autofeather switch - Hold to TEST (Both
annunciators illuminated)
Power levers - Retard both individually
a. At 16-21% torque - opposite
annunciator out
b. At 9-14% -both annunciators out
(propeller starts to feather)
Power levers - Retard both
a. Both annunciators out
b. Neither prop feathers
Autofeather Switch - ARM
Autofeather Test Complete
OVERSPEED GOVERNOR AND

RUDDER BOOST TEST
1.
2.
3.
4.
Rudder Boost ............................................. ON

Prop controls .............................. Full Forward
Prop Test Switch ......................................TEST
Power lever individually .... Increase until RPM
stable 1830-1910
5. Increase torque 5% ....................... RPM holds
6. Release TEST switch ................. RPM Increases
7. Continue to increase torque ...... Rudder boost
activates
Overspeed Governor and Rudder
Boost Test Complete
PRIMARY PROP GOVERNOR

TEST (OPTIONAL)
1.
2.
3.
4.
Prop Levers............................................. Full

Power Levers ..........Increase until 1800 RPM
Prop Levers............................ Retard to Stop
RPM.................................. 1600 1620 RPM
Primary Prop Governor Test Complete
AUTOPILOT TEST
1.
2.
3.
Elevator Trim Switch ON

Set heading bug to lubber line
Pull control wheel to mid-travel position and
engage AP
4. Check that controls resist movement Left,
Right, Up, Down
5. Select HDG mode
6. Command left and right with heading bug
Command bars and control yoke should
follow
7. Press AP/YD button to first detent (Big Red)
a. AP disengages
b. Yoke operates freely
8. Position yoke at mid-travel and engage AP
in HDG mode
9. Command 50 nose up with AP pitch control
a. Trim wheel moves nose up
b. TRIM UP annunciator on mode selector
flashes
10. Trim nose down using electric trim
a. AP disengages
b. AP TRIM FAIL light illuminates
11. Elevator Trim Switch ON
in HDG mode
Continued
AUTOPILOT TEST (CONT.)

13. Command 50 nose down with AP pitch
control
a. Trim wheel moves nose down
b. TRIM DN annunciator on mode selector
flashes
14. Trim nose up using electric trim
a. AP disengages
17. Engage AP TRIM TEST switch
18. Push forward on yoke and hold
a. AP disengages after 5 seconds
20. Select HDG mode
21. Set bug 200 left or right of lubber line
a. Note command bars proper movement
22. Engage AP and immediately press the Go
Around button
a. GA annunciator illuminates
b. AP disengages
c. FD commands wings level 70 nose up
Auto Pilot Test Complete
ELECTRIC TRIM TEST

1.
2.
3.
4.
5.
6.
Turn electric trim on

Check pilot & copilot trim operation
Activate left side of split switch Trim
wheel locked
Activate right side of split trim switch Trim
wheel free
Activate copilot trim - Pilot trim interrupts
Activate trim Big Red interrupts
Electric Trim Test Complete
ICE PROTECTION TEST

NOTE:
This test series requires turning off one generator which
may automatically turn off mission power
1.
2.
3.
4.
5.
6.
7.
8.
9.
Power ........................................ 30% Torque

Ice Vanes ...........................................Retract
a. Observe Torque Increase
b. Observe ICE VANE EXT annuciator light
is extinguished
Ice Vanes ........................................... Extend
a. Observe Torque Decrease
b. Observe ICE VANE EXT annuciator light
is illuminated
Auto-Ignition ......................................... Arm
Left Power Lever ............................... Retard
a. Observe #1 IGN ON annuciator light is
illuminated
Right Power Lever ............................. Retard
a. Observe #2 IGN ON annuciator light is
illuminated
Auto-Ignition ........................................... Off
Gen 1 ....................................................... Off
Propeller De-Ice.................................... Auto
a. Observe Prop Deice Ammeter registers
14-18 Amps
b. Observe needle dip every 30 seconds
for 4 cycles
Continued
ICE PROTECTION TEST (CONT.)

10. Deice (boots) ..................... Single Cycle Auto
a. Observe pneumatic gauge dip
b. Observe wing boots inflate for 6
seconds
c. Observe pneumatic gauge dip
d. Tail boots will inflate for 4 seconds
11. Deice (boots) .................................... Manual
a. Observe pneumatic gauge dip
b. Observe wing boots inflate for as long
as the Deice Boots switch is held to the
Manual position
12. Propeller De-Ice System ....................... Inner
a. Observe increase in load on Gen 2
Volt/Load meter
b. Prop Deice Ammeter should show a
zero load
13. Propeller De-Ice System ...................... Outer
Volt/Load meter
b. Prop Deice Ammeter should show a
zero load
14. Pitot Heat ................................................ On
Volt/Load meter
15. Pitot Heat ................................................ Off
Continued
ICE PROTECTION TEST (CONT.)

16. Windshield Heat ...................................... On
Volt/Load meter
17. Windshield Heat ...................................... Off
18. Gen 1 ....................................................... On
Ice Protection Test Complete
PRESSURIZATION TEST
(OPTIONAL)
1.
2.
3.
4.
5.
Bleed Air Valves ................................... Open

Cabin Pressure Controller ....................... SET
a. Cabin Altitude Set 500 below field
elevation
b. Rate Control Set index between 9 & 12
oclock
Pres. Switch ........ TEST (Note Cabin descent)
Pres. Switch ......... Release to PRESS position
Pressurization .......................... Set for flight
Pressurization Test Complete
Fuel Conversion Chart

(Based on 6.7 lbs/gal Jet A)
Gallons
10
20
30
40
50
57
60
70
79
80
90
100
110
114
120
128
130
140
150
158
160
170
180
185
190
193
200
210
220
230
240
250
256
260
270
272
370
386
544
Pounds
67
134
201
268
335
382
402
469
529
536
603
670
737
764
804
858
871
938
1,005
1,059
1,072
1,139
1,206
1,240
1,273
1,293
1,340
1,407
1,474
1,541
1,608
1,675
1,715
1,742
1,809
1,822
2,479
2,586
3,645
Liters
38
76
114
151
189
216
227
265
299
303
341
379
416
432
454
485
492
530
568
598
606
644
681
700
719
731
757
795
833
871
908
946
969
984
1,022
1,030
1,401
1,461
2,059
Kilos
30
61
91
122
152
173
182
213
240
243
274
304
334
346
365
389
395
425
456
480
486
517
547
562
577
587
608
638
669
699
729
760
778
790
821
827
1,124
1,173
1,653
AIRSPEEDS KCAS
VREF
VR
WEIGHT
FLAPS 0
13,500 LBS
106
12,500 LBS
103
12,000 LBS
102
11,000 LBS
98
10,000 LBS
96
13,500 LBS
136
12,500 LBS
134
12,000 LBS
129
11,000 LBS
126
10,000 LBS
122
Vmc ................................. 91
Vx ................................... 100
Vyse ............................. 122
Vy .................................. 125
Vfe ................................. 146
Vfe app .......................... 200
FLAPS APP
FLAPS 100
96
96
95
95
95
116
106
116
105
114
102
112
99
110
96
Vso ................................. 80
Vs ................................ 104
Vlo ............................... 164
Vle ............................... 182
Vturb ........................... 170
Vmo ............................. 260
CRUISE CLIMB
Sea Level 10,000 feet
10,000 20,000 feet
20,000 25,000 feet
25,000 28,000 feet
................................................ 160
................................................ 140
................................................ 130
................................................ 120
WEIGHTS
C12-C MAX WT (Norm/Restr)
Ramp ........... 12500/13590

Takeoff ........ 12500/13500
Landing ........ 12500/12500
C12-D MAX WT (Norm/Restr)
Ramp............12500/15090
Takeoff .........12500/15000
Landing ........12500/13500
FUEL
FUEL (Gallons/Pounds)
FUEL (Liters/Kilograms)
Total Usable ..........544/3645 Total Usable .......2059/1653
Main ..................... 386/2586 Main.................. 1461/1173
Aux ...................... 158/1059 Aux ....................... 598/480
FAA APPROVED
FOR THE
THE FAA APPROVED FLIGHT M A N U A L
MUST BE KEPT WITHIN REACH OF THE
PILOT DURING A L L FLIGHT
OPERATIONS.
F A A Approved by
k//&/
W. H. Schultz
Beech Aircraft Corporat~on
DOA CE-2
D a t e of Approval
F A A A p p r o v e d based on F A R 23 N o r m a l Category
P a r t No.
December 1, 1978
92-38287
TABLE OF C
FAA LOG OF REVISIONS
SECTION. I LIMITATIONS
ENGINE LIMITS ........................................................................................................................................
1-1
GENERATOR LIMITS ..........................................................................................................................................
- 2
TEMPERATURE LIMITS......................................................................................................................................
1-2
MINIMUM OIL TEMPERATURE REQUIRED FOR FLIGHT ............................................................................... 1-2
FUEL ................................................................................................................................................................... 1-3
USABLE FUEL ................................................................................................................................................ 1-3
FUEL MANAGEMENT ..................................................................................................................................... 1-3
OIL ......................................................................................................................................................................
1-3
STARTERS .........................................................................................................................................................
1-3
PROPELLERS ....................................................................................................................................................
1-3
PROPELLER OVERSPEED LIMIT ................................................................................................................. 1-3
INSTRUMENT MARKINGS ................................................................................................................................ 1-4
AIRSPEED INDICATOR .....................................................................................................................................1-4
AIRSPEED LIMITS .............................................................................................................................................1-4
ALTITUDE LIMITATIONS ....................................................................................................................................1-5
AUTOPILOT LIMITATIONS ................................................................................................................................. 1-5
OXYGEN REQUIREMENTS ................................................................................................................................
1-5
MANEUVERS ......................................................................................................................................................1-5
INFLIGHT PRACTICE OF VLtCA.........................................................................................................................
1-5
FLIGHT LOAD FACTORS ................................................................................................................................... 1-6
MAXIMUM WEIGHTS .........................................................................................................................................
1-6
CENTER OF GRAVITY LIMITS ........................................................................................................................... 1-6
STRUCTURAL LIMITATIONS ..............................................................................................................................
1-6
MINIMUM CREW ...............................................................................................................................................
1-6A
PASSENGER SEATS ..........................................................................................................................................
1-7
BRAKE DEICE .....................................................................................................................................................
1-7
PLACARDS ..........................................................................................................................................................
1-7
REQUIRED EQUIPMENT FOR VARIOUS CONDITIONS OF FLIGHT ............................................................ 1-11
SECTION 11. NORMAL PROCEDURES

AIRSPEED LIMITATIONS AND SAFE OPERATIONS SPEEDS........................................................................2-1
PREFLIGHT .........................................................................................................................................................
2-2
BEFORE STARTING ENGINES .......................................................................................................................... 2-5
ENGINE START ................................................................................................................................................... 2-6
ENGINE CLEARING ...........................................................................................................................................
2-8
BEFORE TAXI ...................................................................................................................................................... 2-8
. . . . . .
TAXI ...................................................................................................................................................................
2-10
ENGINE RUNUP ................................................................................................................................................2-10
BEFORE TAKEOFF ...........................................................................................................................................
2-11
LINEUP ..............................................................................................................................................................2-12
TAKE-OFF ..........................................................................................................................................................2-12
AFTER TAKE-OFF .............................................................................................................................................2-12
CRUISE ..............................................................................................................................................................
2-13
AUTOPILOT OPERATIONS .............................................................................................................................
2-13
DESCENT ..........................................................................................................................................................
2-17
BEFORE LANDING............................................................................................................................................
2-17
LANDING ............................................................................................................................................................
2-18
GO AROUND (BALKED LANDING) .................................................................................................................
2-18
AFTER LANDING...............................................................................................................................................
2-18
ENGINE SHUTDOWN .......................................................................................................................................
2-18
BEFORE LEAVING AIRPLANE .........................................................................................................................
2-19
NICKEL-CADMIUM BAmERY CONDITION CHECK .......................................................................................
2-20
ICING FLIGHT ..................................................................................................................................................
2-21
ENVIRONMENTAL CONTROLS ......................................................................................................................
2-23
OXYGEN SYSTEM ............................................................................................................................................
2-24
2-25
NOISE ABATEMENT .........................................................................................................................................
FAA Approved
Revised: August 1997
A200 Airplane Flight Manual
SECTION Ill. EMERGENCY PROCEDURES

lNTRODUCTlON .......................................................................................................................................
3-1
ANNUNCIATOR LIG'FT INDEX .............................................................................................................. 3-1
AIRSPEEDS FOR SAFE OPERATIONS ...........................................................................................
3-3
GZOUND
ENGINENACELLE FiP,E ON THE GROUND ........................................................................................
3-3
TAKEOFF
ENGINE FAILURE DUaING GROUND ROLL........................................................................................ 3-3
3-3
ABORT ...................................................................................................................................................
INFLIGHT
34
ENGINE FAILURE IMMEDIATELY AFTE3 LIFTOFF ............................................................................
ENGINE SHUTDOWN IN FLIGHT (AFFECTED ENGINE) ..................................................................... 3-4
ENGINE CLE4N UP (AFFECTED ENGINE) .......................................................................................... 3-4
ENGINE FLAMEOUT (SECOND ENGINE) ............................................................................................
3-5
,-.
LOW OIL PR=>SUP, E ............................................................................................................................
3-5
ENGINE FAILURE IN FLIGHT BELOW MINIMUM SINGLE ENGINE CONTROL S?EED ..................... 3-5
SMOKE ENTERING CABIN ................................................................................................................... 3-5
AIRSTART (INOPE3ATIVE ENGINE)....................................................................................................
3-6
3-7
PROPELLEa OVE?, SPEED (AFFECTED ENGINE) ..............................................................................
FUSEIAGE FIRESMOKE AND FUME ELIMINATION ..........................................................................
3-7
ELECTRICAL r l E E ................................................................................................................................
3-7
3-2
CROSSFEED FOR ONE ENGINE OPESATIVE ....................................................................................
ENGINE DRIVEN SOOST ?UM? FAILURE (AFFECTED ENGINE) ...................................................... 3-3
GENE3ATORANOFE3ATiVE (DC GEN ANNUNCIATOR L l G i i T ON) .................................................. 3-5
EXCESSIVE LOADIv4ETE3 INDICATION (OVE3 10096)......................................................................
3-3
INVE3TE3 FAILUEE (INVE3TE3 FAIL LIGHT ON) .............................................................................
3-3
CIRCUIT EREAKE3 TTIPC=D ............................................................................................................
2-3
BATTE3Y CHARGE ANNUNCIATOR LIG3T ILLUIJINATED .............................................................. 3-3
ELECTRIC ELEVATOR TRltil ................................................................................................................
2-2
AUTOPILOT E.'JE?,SENCY 3 3 0 C E D U i i E 3 ....................................................................................... 3-10
ELECTSOTHE?N, A L P3OFELLE3 DE-ICE SYSTEM ........................................................................
3-10
EUDDE3 3OOST FAILUSE (IF INSTALLED) ..................................................................................... 3-11
EXCESSIVE DIFFEENTIAL PFESSURE .......................................................................................... 3-11
3.11
LOSS OF PRESSUZIZATION..............................................................................................................
BLEED AIR FAILURE ...........................................................................................................................
3-11
DUCT OVEZTEMPEXATURE LIGHT (ILLUMINATED IN FLIGHT) ..................................................... 3-12
LANDING
,-.
EMERGENCY D t S C c N I ....................................................................................................................
3-12
LANDING GEAR UNSAFE INDICATION ............................................................................................. 3-12
LANDING GEAR MANUAL EXTENSION .............................................................................................
3-13
GEAR UP LANDING.............................................................................................................................
3-13
3-14
LANDING WITH AN UNSAFE LANDING GEAR ..................................................................................
LANDING WITH FLATTIRE .................................................................................................................
3-14
LANDING - ONE ENGINE INOPERATIVE ...........................................................................................
3-15
3-15
GO-AROUND - ONE ENGINE INOPERATIVE .....................................................................................
3-15
DITCHING ............................................................................................................................................
MISCELLANEOUS
SIMULATING SINGLE ENGINE ZERO THRUST ................................................................................. 3-15
PRACTICE DEMONSTRATION OF AIR MINIMUM CONTROL S?EED .............................................. 3-16
3-16
SPINS ..................................................................................................................................................
LANDING GEAR FETEACTION AFTE3 PRACTICE MANUAL EXTENSION .....................................3-17
A L T S N A T E STATIC AIR SOURCE ...................................................................................................
3-17
3-17
CABIN DOOR WAfiNlNG LIGHT .........................................................................................................
CRACKED WINDSi3IELD ....................................................................................................................
3-18
CRACKED CABIN WINDOW ............................................................................................................... 3-18
--
--
SECTION IV. FAA APPROVED PERFORMANCE

TP.BLt OF CONTENTS .............................................................................................................................
7
A200 Alrplane Flight Manual
4-1
FAA A p p r o 4
Issued: Lbamltwr 1. 19T8
TABLE OF CONTENTS
Non FAA Approved Section
SECTION V. FIELD LENGTH
Take-off Weight-Flaps 0%
To Achieve Positive Climb At Lift-off .............................................................................................. 5-3
Accelerate-Stop-Flaps 0% ................................................................................................................ 5-4
Accelerate After Lift-off Flaps 0% ......................................................................................................5-5
Single Engine Gradient of Climb-Flaps 0% ........................................................................................ 5-6
To Achieve Positive Climb at Lift-off ............................................................................................... 5-7
Accelerate-Stop-Flaps 40% ................................................................................................................ 5-8
Accelerate After Lift-off Flaps 40% .................................................................................................... 5-9
Single Engine Gradient of Climb-Flaps 40% ..................................................................................... 5-10
Landing Distance With Propeller Reversing-Flaps 100% .................................................................. 5-11
Landing Distance With Propeller Reversing-Flaps 0% ...................................................................... 5-12
Stopping Distance Factors .............................................................................................................. 5-13
SECTION VI. WEIGHT AND BALANCE 1 EQUIPMENT LIST
Weight Instructions .............................................................................................................................. 6-2
Basic Empty Weight and Balance Form .............................................................................................. 6-3
Dimensional And Loading Data
Prior to 1979 Model Year .................................................................................................................6-4
1979 Model Year and After ..............................................................................................................6-5
Loading Data (Cargo Configuration) ................................................................................................ 6-6
Cabin Arrangement Diagram
Prior to 1979 Model Year ................................................................................................................. 6-7
1979 Model Year and After .............................................................................................................. 6-8
Useful Load Weights and Moments
Occupants ......................................................................................................................................... 6-9
Baggage.........................................................................................................................................6-12
Cabinet Contents (Prior to 1979 Model Year) ................................................................................. 6-12
Cargo Compartment ......................................................................................................................
6-13
Cabinet Contents ( 1979 Model Year and After) ............................................................................ 6-13
Usable Fuel ....................................................................................................................................6-14
Density Variation of Aviation Fuel ...................................................................................................... 6-15
6-16
Loading Instructions ..........................................................................................................................
Weight and Balance Loading Forms .................................................................................................. 6-17
6-21
Weight and Balance Diagram ............................................................................................................
Moment Limits vs . Weight Graph .......................................................................................................6-22
Moment Limits vs . Weight Table ........................................................................................................6-23
6-23
Center of Gravity Limits Table ...........................................................................................................
6-24
Equipment Item Number Location Diagram .......................................................................................
Equipment List
SECTION VII. CRUISE CONTROL
Introduction to Cruise Control ..............................................................................................................
7-3
ISA Conversion ....................................................................................................................................
7-7
Cruise Climb ........................................................................................................................................
7-8
.
.
...................................................................................................................
7-9
Descent ......................
ISA -30C (1700 RPM) ............................................................................
7-10
Maximum Cruise Power .
ISA -20C (1700 RPM) ............................................................................
7-11
ISA -10C (1700 RPM) ............................................................................
7-12
ISA (1700 RPM) .......................................................................................
7-13
ISA +1O0C(1700 RPM) ...........................................................................
7-14
ISA +20C (1700 RPM) .........................................................................
7-15
ISA +30C (1700 RPM) ...........................................................................
7-16

ISA +33"C (1700 PRM) ...........................................................................7-17
Range Profile .
Maximum Cruise Power (1700 PRM) ..................................................................7-18
ISA -30C (1700 RPM) ........................................................................7-19
Maximum Range Power .
ISA -20C (1700 RPM) ........................................................................... 7-20
ISA -10C (1700 RPM) ......................................................................... 7-21
ISA (1700 RPM) ......................................................................................7-22
ISA +1O0C (1700 RPM) ...................................................................... 7-23
ISA +20C (1700 RPM) ....................................................................... 7-24
ISA +3O0C (1700 RPM) ......................................................................... 7-25
ISA +33"C (1700 RPM) ..........................................................................7-26
Range Profile .
Maximum Range Power (1700 RPM) ...................................................................... 7-27
ISA -30C (1800 RPM) ........................................................................... 7-28
ISA -20C (1800 RPM) ........................................................................... 7-29
ISA -10C (1800 RPM) ............................................................................ 7-30
ISA (1800 RPM) ...................................................................................... 7-31
ISA +lOC (1800 RPM) ........................................................................... 7-32
ISA +20C (1800 RPM) ........................................................................... 7-33
ISA +30C (1800 RPM) ........................................................................... 7-34
ISA + 3 3 T (1800 RPM) .......................................................................... 7-35
Maximum Cruise Power (1800 EPM) .................................................................... 7-36
Range Profile .
ISA -30C (1800 RPM) .......................................................................... 7-37
ISA -20C (1800 RPM) .......................................................................... 7-38
ISA -10C (1800 RPM) ........................................................................... 7-39
ISA (1800 RPM) ...................................................................................... 7-40
ISA +1O0C (1800 RPM) ........................................................................... 7-41
ISA +20C (1800 RPM) ........................................................................... 7-42
ISA +30C (1800 RPM) ........................................................................... 7-43
ISA +33"C (1800 RPM) ........................................................................... 7-44
Maximum Range Power (1800 RPM) ....................................................................7-45
Range Profile .
One Engine Inoperative. Maximum Cruise
ISA -30C (1800 RPM) .................................... 7-46

Power .
Power - ISA -20C (1800 RPM) .................................... 7-47
Power .
ISA -10C (1800 RPM) .................................... 7-48
Power - ISA (1800 RPM) ............................................... 7-49
Power .
ISA +1O0C (1800 RPM) .................................... 7-50
ISA +20C (1800 RPM) .................................... 7-51
Power .
Power .
ISA +30C (1800 RPM) .................................... 7-52
ISA +33"C (1800 RPM) .................................... 7-53
Power .
Holding Time .....................................................................................................................................

7-54
Maximum Cruise Speeds (1700 RPM) ..............................................................................................
7-55
Maximum Cruise Power (1700 RPM) ................................................................................................
7-56
Fuel Flow at Maximum Cruise Power (1700 RPM) ............................................................................
7-57
Maximum Cruise Speeds (1800 RPM) ..........................................................................................7-58
Maximum Cruise Power (1800 RPM) ................................................................................................
7-59
Fuel Flow at Maximum Cruise Power (1800 RPM) ............................................................................
7-60
7-61
Outside Air Correction -"C .................................................................................................................
7-62
Density Variation of Aviation Fuels ....................................................................................................
Pressurization Controller Setting for Landing ....................................................................................
7-63
SECTION Vlll. SYSTEMS DESCRIPTION
Ground Turning Clearance ..................................................................................................................
8-3
8-4
Three View ..........................................................................................................................................
General Specifications .........................................................................................................................
8-5
8-6, 8-7, 8-8
Instrument Panel ..................................................................................................................
PROPULSION SYSTEMS
Engine .................................................................................................................................................8-9
Overtemperature Limits .................................................................................................................8-10
Ignition ...........................................................................................................................................
8-11
Auto Ignition ...................................................................................................................................8-11
Fuel Control ...................................................................................................................................8-11
Propulsion System Controls .........................................................................................................8-11
8-11
Power Levers .................................................................................................................................
Propeller Levers ............................................................................................................................. 8-11
8-11
Condition Levers ............................................................................................................................
8-11
Propeller Reversing .......................................................................................................................
Engine Instrumentation ......................................................................................................................8-12
8-12
Annunicator System ..........................................................................................................................
Annunciator Panels
8.13. 8-14
Engine Lubrication ......................................................................................................................... 8-12
Magnetic Chip Detector ................................................................................................................. 8-14
Enaine
. Ice Protection ........................................................................................................................8-14
Fuel ............................................................................................................................................. 8-14
Engine Air Inlet............................................................................................................................... 8-14
Ice Vanes (Inertial Separator System) ........................................................................................... 8-15
Propeller System ............................................................................................................................... 8-15
Reversing Propeller ....................................................................................................................... 8-15
Low Pitch Stop ........................................................................................................................... 8-15
Propeller Governors ...................................................................................................................... 8-15
Fuel System....................................................................................................................................... 8-16
Fuel System Schematic ..................................................................................................... 8.17. 8-18
Fuel Pumps ................................................................................................................................. 8-16
Auxiliary Fuel Transfer System ...................................................................................................... 8-19
Use of Aviation Gasoline ................................................................................................................ 8-19
Crossfeed ....................................................................................................................................... 8-19
Firewall Shutoff ............................................................................................................................. 8-t9
Fuel Routing in Engine Compartment ............................................................................................ 8-19
Fuel Drain Collector System .......................................................................................................... 8-20
Fuel Drains.................................................................................................................................... 8-20
Fuel Gaging System ..................................................................................................................... 8-20
Electrical System .............................................................................................................................. 8-20
Power Distribution Schematic ............................................................................................. 8.21. 8-22
8-23
AC Generation ...............................................................................................................................
Security Keylock Switch ................................................................................................................ 8-23
8-23
External Power ...............................................................................................................................
AIRFRAME
Cabin Appointments .......................................................................................................................... 8-23
Seating ..........................................................................................................................................8-23
8-24
Cabin Equipment ...........................................................................................................................
Cargo Configuration .......................................................................................................................
8-24
8-24
Aft Cabin Area ................................................................................................................................
8-24
Optional Interior .............................................................................................................................
8-24
Shoulder Harness Installations ......................................................................................................
Airstair Entrance Door ....................................................................................................................
8-24
8-25
Emergency Exit ..............................................................................................................................
Polarized Cabin Windows ..............................................................................................................
8-25
8-25
Flight Controls ...................................................................................................................................
8-25
Control Locks .................................................................................................................................
Manual Elevator Trim .....................................................................................................................
8-26
8-26
Electric Elevator Trim .....................................................................................................................
8-26
Rudder Boost (Army only) .................................................................................................................
8-26
Yaw Damp .........................................................................................................................................
Flaps ................................................................................................................................................
8-26
8-27
Landing Gear .....................................................................................................................................
8-27
Manual Landing Gear Extension ....................................................................................................
8-28
Brake System .................................................................................................................................
8-28
Tires ..............................................................................................................................................
Engine Bleed Air Pneumatic System .................................................................................................
8-28
8-28
Bleed Air Warning System .................................................................................................................
Pitot and Static System .................................................................:.............................................. 8-28

Pitot and Static System schematic ............................................................................................... 8-29
Flight Instruments ..............................................................................................................................
8-28
8-30
Lighting ..............................................................................................................................................
8-30
Cockpit ...........................................................................................................................................
8-30
Cabin .............................................................................................................................................
8-30
Exterior ...........................................................................................................................................
Emergency Lighting System ..........................................................................................................8-30
Stall Warning System ........................................................................................................................8-30
Environmental System ....................................................................................................................... 8-31
Pressurization System ...................................................................................................................8-31
Flow Control Unit ...........................................................................................................................8-31
Environmental System Schematic ................................................................................................. 8-32
Unpressurized Ventilation ............................................................................................................ 8-33
Heating ..........................................................................................................................................
8-33
Air Conditioning System ................................................................................................................. 8-33
Environmental Controls ..................................................................................................................8-33
Automatic Mode Control .......................................................................................................... 8-34
Manual Mode Control ............................................................................................................... 8-34
Bleed Air and Vent Control ...................................................................................................... 8-34
Oxygen System .................................................................................................................................8-35
Oxygen System .............................................................................................................................. 8-36
Ice Protection System ..................................................................................................................... 8-35
Windshield Heat ............................................................................................................................. 8-35
Propeller Electric Deice System ..................................................................................................... 8-35
Propeller Electric Deice System Schematic ................................................................................... 8-37
Surface Deice System ................................................................................................................... 8-37
Surface Deice System Schematic ................................................................................................. 8-38
Pitot Mast ....................................................................................................................................... 8-39
Fire Detection System .......................................................................................................................8-39
Fire Detection System Schematic .................................................................................................. 8-39
Fire Extinguisher System ................................................................................................................. 8-40
Fire Extinguisher System Schematic ............................................................................................. 8-40
Windshield Wipers ............................................................................................................................. 8-41
Care and Handling in Cold Weather .................................................................................................. 8-41
Preflight Inspection ........................................................................................................................ 8-41
:......................................... 8-41
Taxiing .................................................................................................
Take-off and Flight .........................................................................................................................
8-41
Landing ..........................................................................................................................................
8-41
8-42
AVIONICS .........................................................................................................................................
SECTION IX. SERVICING
Introduction ..........................................................................................................................................
9-3
GROUND HANDLING
Towing .................................................................................................................................................
9-3
9-3
Parking ................................................................................................................................................
9-3
Tie Down .............................................................................................................................................
Jacking Points .....................................................................................................................................
9-3
Mooring Illustration ..............................................................................................................................
9-4
SERVICING
External Power ...................................................................................................................................
9-3
Battery ................................................................................................................................................9-5
Battery Overheat Factors ................................................................................................................
9-5
Maintenance Practices to Prevent Battery Overheating ..................................................................
9-5
Tires ..................................................................................................................................................9-6
9-6
Shock Struts .......................................................................................................................................
9-6
Nose Gear Strut ..............................................................................................................................
9-6
Main Gear Strut ...............................................................................................................................
Brake System ......................................................................................................................................

9-6
Oil System ...........................................................................................................................................
9-7
Cleaning and Inspecting the Oil Filter .............................................................................................. 9-7
Changing the Engine Oil .................................................................................................................. 9-7
9-8
Fuel System .........................................................................................................................................
Fuel Handling Practices ...................................................................................................................
9-8
Blending Anti-icing Additive to Fuel ..................................................................................................9-9
Filling the Tanks ...............................................................................................................................
9-9
Fuel Grades and Types ...................................................................................................................
9-9
Draining the Fuel System ...............................................................................................................9-10
Cleaning Fuel Filters ......................................................................................................................9-10
Changing the Fuel Pump Filter ......................................................................................................9-10
Vacuum Air ........................................................................................................................................
9-10
Servicing the Oxygen System ............................................................................................................9-10
Oxygen Components .....................................................................................................................9-10
Oxygen System Purging ................................................................................................................ 9-11
Filling the Oxygen System ............................................................................................................. 9-11
Oxygen Cylinder Retesting ............................................................................................................9-11
Servicing the Air Conditioner ............................................................................................................. 9-11
Charging the Refrigerant System ................................................................................................... 9-11
Air conditioner Air Filter Replacement ............................................................................................ 9-12
Ventilation Air Return Line Filter Replacement .............................................................................. 9-12
MISCELLANEOUS MAINTENANCE
9-12
Cleaning ............................................................................................................................................
Aircraft Finish .................................................................................................................................9-12
Windows and Windshields .............................................................................................................9-12
Polarized Cabin Windows .............................................................................................................9-12
Surface Deice Boot Cleaning .........................................................................................................9-12
Interior Care ...................................................................................................................................
9-13
Resetting Ice Vane Override Assembly ............................................................................................. 9-13
Fuel Brands and Type Designations .................................................................................................. 9-14
Bulb Replacement Guide .......................................................................................................... 9-15, 9-19
Consumable Materials .............................................................................................................. 9-20, 9-23
Lubrication Points .....................................................................................................................9-24, 9-30
9-31, 9-33
Servicing Schedule .................................................................................................................
FLIGHT MANUAL SUPPLEMENTS
LOG OF REVlSlONS
Model A200 Airplane Flight Manual, PIN 92-38287
-
3evision Number
D e s c r i ~ t i o nof Revision
Revised P a g e s
~evisedTable of Contents
.dded Mission Profile Information (WING AND
SSOCIATED STRUCTURE FATIGUE LIFE)
levised Data (FUSELAGE PRESSURE VESSEL SAFE
IFE)
ihifted Data
A black bar on a revised page shows the current change.
FAA Approved
Revised: August, 1997
Log of Revisons
LOG OF REVISIONS
Model A200 Airplane Right Manual, PIN 92-38287
Revised
Pages
De.scription of Revision
Title
Original
i and ii
Original
1-1
through
1-1 5
Original
2-1
through
2-25
Original
3-1
through
3-18
Original
4-1
through
4-21
Original
Approved:
W. H. Schultz
Beech Aircraft Corporation
DOA CE-2
A black bar on a revised page shows the current change
FAA Approved
Issued: December 1, 1978
Log of Revisions
UMITATIONS
All airspeeds quofed in this section are calibrated airspeeds (CAS)
This airplane is approved for the following type operations when the required equipment is installed and
operational as defined herein:
-1.
2.
3.
4.
VFR day and night

IF2 day and night
Icing conditions
FAR 91 operations when all perhnent lim~tationsand performance considerations are complied with.
ENGINE UMITS
The following limitations are to be observed in the operation of this airplane equipped with two Pratt and
Whitney of Canada, Ltd. PT6A-41 engines. EacCI column is a separate limitation. The limits presented do not
necessarily occur simultaneously. Whenever operang limits are exceeded, the pilots should record the value
and duration of the mndition encountered in the airplane log.
OPERATING
CONDmON
rORQUE
OPERATlNG UMITS
'ERCEM
MAXJMUM
IBSERVED
(1 1
TGPC
GAS GENERATOR
RPM Nq (10)
RPM
PROP
RPM
N2
OIL
PRESS
PSI (2)
OIL
TEMP
"C
TAKE-OFF (3)
MAX CONT AND
MAX CRUISE
CRUISE CLIMB AND
AEC CRUISE
HIGH IDLE
LOW IDLC
START1NG
TRANSIENT
MAX REVEFISE (9)
(1) Toque limit applies within range of 1600-2000 propeller

(N3). Below 1600 rprn, torque is limited to 5046.
(3) These values are time limited to 5 minutes.

(4)
Cruise toque values vary with altitude and temperature.
(5)
At approximately 7O0/0 N1.
(6)
High TGT at ground idle may be mrreaed by reducing

accessory load andlor increasing N1 rpm.
(2) Normal takeoff and maximum continuous operation oil

pressure at gas generator speeds above 72% with oil
temperature between 60 and 71"C is 105 to\ 135 psig
up to 21,000 feet.
Above 21,000 feet, the minimum oil pressure is 85
psig. Plus or minus 10 psig fluctuations are acceptable.
Oil pressure between 60 and 85 p i g should be
tolerated only for the completion of the flight at power
setting not to exceed 49% torque. Oil pressures below
60 psig are unsafe and require that either the engine
be shut down or a landing be made as soon as
possible, using the minimum power required to sustain
flight. Dunng extremely cold starts, oil pressure may
reach 200 psi.
(T) These values are time limited to 5 seconds.
(8) These values are time limited to 10 seconds.

(9) This operation is time limited to one minute.
(10) For every 5C below - 48C ambient temperature,
reduce maximum allowable N1 by 1.676.
FAA Approved
~ s 9 u d December
:
1,1978
A200 Alrplane FHgM Manual
GENERATOR LIMITS
Maximum generator load is limited to 100% for flight and 85% during ground operations. Observe the
following limits during ground operation.
-
GENERATOR LOAD
MINIMUM GAS GENERATOR RPM N1

WITHOUT AIR CONDITIONING ( 'WITH AIR CONDITIONING
'Right engine only, after stabiiized.
T E M P E R A T U R E UMlTS
Airplane shall not be operated when ambient temperatures are:
WARME3 THAN ...................................... SL to 25,000 feet............................................................ A i3PC
Abwe 25,000 feet..........................................................A + 31C
COLDEFI M A N ....................................... All Altitudes ..........................................................................-533C
Engine ice vanes shall be remcted at
15C and above.
MINIMUM OIL T E M P E R A N R E REQUIRED FOR W G W

Engine oil is used to heat the tuel on entering the fuel ccintrol. Sinca no temperature measurement is available
for the fuel at this point, it must be assumed to be the same as the OAT. The graph below is supplied for use as
a guide in preflight planning, based on known or forecast operating conditions, to allow the operator to -me
aware of operating temperatures where idng a! the fuel mrrtrol could occur. If the plot should indicate that oil
temperatures versus OAT are such that ica formation muld occur during take-off or in flight, anti-icing additive
per MIL-1-27686 should be mixed with the fuel at refueling to ensure safe operation.
Anti-icing additive must be property blended wrth the fuel to avoid deterioration
of the fuel cell. The additive concentration by volume shall be a minimum of
.060% and a maximum of .IS%.
60
C0
iU
50
e
d
40
Y
Z
W
'
30
J
-C
I:
20
10
s-
0
-50
-30
FUEL TEMPEilATURE (OAT1
.20
.lo
% OC
FAA Approved
Issued: D e c a m k 1,7978
JP4 fuel per MIL-f-5624 has anti-iang additive per MIL-1-27686 blended in the
fuel at the refinery and no further treatment is necessary. Some fuel suppliers
blend anti-icing additive in their storage tanks. Prior to refueling, check with the
fuel supplier to determine if fuel has been blended. TO assure proper
concentration by volume of fuel on b a r d , blend only enough additive for the
unblended fuel.
FUEL
Jet A, Jet A1 , Jet 8, JP-4, JP-5, JP-8 fuels and grades 80187 through 1151145 commercial aviation fuels, which
conform to PWA Specifications No. 522 and later revisions.
Operation with the fuel pressure light on is limited to 10 hours between replacement or overhaul of the
engine-driven fuel pump. Log fuel pressure light on time.
One standby boost pump may be inoperative for takeoff. (Crossfeed of fuel will not be available from the side
of the inoperative standby boost pump.)
Operation on aviation gasoline:
1. Operation is limited to 150 hours between engine overhaul.
2. Operation is limited to 20,000 feet altitude with one standby boost pump inoperative.
USABLE FUEL
The fuel system has a total of 54l gallons of u s a l e fuel.
FUEL MANAGEMENT
Auxiliary tanks are not to be filled unless the main tanks are full.
Maximum fuel imbalance between fuel systems is 1000 Ibs.
Do not take off if fuel quantity gages indicate in yellow arc or less than 265 Ibs of fuel in each main tank.
Crossfeed only during single-engme operation.
OIL
Synthetic type conforming to the current CPW 202 and PWA 521 Type 11.
STARTERS
Use is limited to 40 s a n d s ON, 60 seconds OFF, 40 secsnds ON, 60 seconds OFF, 40 seconds On, then 30
minutes OFF.
PROPELLERS
Two Hartzell full-feathering, constant speed, reversing, three-bladed propellers are equipped with TI01 7863R blades and HC-B3TN-3G hubs. Blade angles are measured at the 30 inch station: Feathered 90, Reverse
-go,set flight idle stop to obtain 36 2 3% torque at 1800 rpm (prop) at Sea Level, Standard Day conditions.
PROPELLER 0VERSPEED LIMIT

The maximum propeller overspeed limit is 2200 rpm. Propeller speeds above 2000 rpm indicate failure of the
primary governor. Propeller speeds above 2080 rpm indicate failure of both primary and secondary governors.
Toque is limited to 81% for sustained operation above 2000 p m .
FAA Approved
h u e d : ihcamber 1,19T8
A200 Alrplane N I g M Manual
INSTRUMENT MARKINGS
Tumne Gas Temperature: Green Arc 400C to 750C, Red Radial 750C Dashed Red Radial 1000C
Torque Meter: Green Arc 2046 to 100%. Reb Radial 100%
Propeller Tachometer, N2: Green Arc 1600 rprn to 2000 rpm, Red Radial 2000 rprn
Gas Generator (Turbine) Tachometer, N1: Red Radial 101.5% rprn
Oil Pressure: Red Radial 60 psi, GreenIYellow Arc 85 psi to 105 psi, Green Arc 105 psi to 135 psi, Red Radial
200 psi
Oil Temperature: Green Arc 10C to 9gC, Red Radial 99C
Propeller Deice Ammeter: Green Arc 14 to 18 amperes
Pneumatic Gage: Green Arc 12 psi to 20 psi, Red Radial 20 psi
Cabin Altimeter and Differential Pressure: Green Arc 0 psi to 6.1 psi, Red Arc 6.1 psi to 6.4 psi (end of scale)
Fuel Ouantrty Indicators: Yellow Arc
-0
Ibs to 265 Ibs, No Take-off
'
AIRSPEED INDICATOR MARKINGS"

CAS VALUE
OR RANGE
MARKING
(Knots)
IAS VALUE
OR RANGE
SIGNIFICANCE
Red Line
Air Minimum Single-Engine

Control Speed (VMCA)
White Arc
Full Rap Operating Range
White Triangle
Maximum flaps-to/at-Approach
Speed
Blue Line
One-Engine Inoperative BestRate-of-Climb Speed
Red Striped
Needle
Maximum Operating Limit Speed
' 7 h e Airspeed Indicator is marked in CAS values.
AIRSPEED UMITS
Mucimum Operating Speed Vm0 .........................................................................................................
260 knots
Maximum Operating Mach Number Mmo ........................................................................................ 0 . 5 mach
NOTE
VmdMmo may not be deliberately exceeded in any regime of flight (climb.
cruise or descent).
Maxtmurn Fiac Extension S ~ e e d :
Approach Position - 40% ..................................................................................................................
Full Down Position - 100% ................................................................................................................
A200 AIrplane Right Manual
200 knots
144 knots
FAA Appmved
Issued: December l,19T8
Maximum Gear Extended Speed ......................................................................................................... 182 knots

Maximum Gear Operating Speed
Extension .........................................................................................................................................
182 knots
Retraction .........................................................................................................................................
164 knots
Maximum Landing Lght Extension Speed ...........................................................................................
150 knots
Maximum Landing Light Extended Speed............................................................................................ 150 knots

Maximum Design Maneuvenng Speed ................................................................................................ 182 knots
ALTKUDE LIMITATIONS ............................................................................................................ 3,000feet

1. Operation with aviation gasoline
a.
Both standby boost pumps operative ............................................................................. 31 ,000 feet
b.
Elther standby boost pump inoperative ..............................................................................20,000 feet
2. Operation with inoperative Yaw Damp ................................................................................ 17,000 feet
AUTOPILOT LlMiTATiONS
1. During autopilot operations, pilot must be seated at the controls vnth seat belt fastened
2.
Maximum speed for autopilot operation is 260 knotsl0.52 Mach (VmdMmo).
3. Do not use autopilot under 200 feet above terrain.

4.
Autopilot and yaw damper must not be used during take-off or landing.
5. Do not use propeller in the range of 1750-1850 RPM during coupled ILS approach.
6. Autopilot preflight check must be conducted and found satisfactory prior to each flight on which the
autopilot is to be used.
OXYGEN REQUIREMENTS
1. One mask per crew member and one mask per passenger with a 10 minute supply of oxygen when
operating above 15,000 feet to 25,000 feet.
2. One mask per occupant coupled to the outlet and immediately available with a 10 minute supply of
oxygen for each occupant when operating above 25,000 feet.
MANEUVERS
This a normal category airplane. Acrobatic maneuvers, including spins, are prohibited.
INFLIGHT PRACTICE OF
, , ,V
lnflight engine cuts below the safe one-engine inoperative speed (VSe) are prohibited.
FAA Approved
Lssued: December 1,1978
A200 Alrplane Flight Manual
FLIGHT LOAD FACTORS

At the desqnz3 gross weignl
0 1 12,500pounds:
Flaps Up
Flaps D o w n
3.17 G - Positive
1.27 G - Negative
2.0 G -Positive
1.27 G
Negative
Do not use controls abruptly above 182 knots.

For turbulent air penetration, use an airspeed of 171 knots. Avoid over-action on
power levers. Tum off autopilot altitude hold. Keep wings level, maintain atiitude
and avoid use of trim. Do not chase airspeed and altitude. Penetration should be at
an altitude which provides adequate maneuvering margins when severe turbulence
is encountered.
MAXIMUM W E I G H T S
Maximum Take-off Weight ........................................................................................................
12.500pounds
Maximum Landing Weight ........................................................................................................
12,500pounds
Maximum Ramp Weight ........................................................................................................... 12,500pounds

Maximum Zero Weight .............................................................................................................
10,400pounds
C E N T E R O F G R A V I N LIMITS (Landing g e a r e x t e n d e d )
Aft Limit: 105.4inches aft of datum at all weights. Forward Limits: at 12.500Ibs. 1E5.0inches att of datum;
at 11,279Ibs or less, 181 inches att of datum. Straight line variation between all p m t s given.
S T R U C T U R A L LlhllTATlONS
Maximum cabin pressure difierential is 6.1 psi.
Wing and Associated Structure Fatigue Life ..............................................................................20.000Hours
The preceding flight hour limit is based on the majority of the flights being above 10,000feet. Should the
flight or mission profile of a particular airplane call for a majority of the flights to be below 10,000feet, such
as Air Taxi, Commuter Air Service, Pipeline Surveillance, Search and Rescue or Navigation Aids Inspection,
the above iigures are not appropriate. In such instances or for further information, contact the Customer
Support Department of Rayiheon Aircrafl Company.
Fuselage Pressure Vessel Saie Life ................................................. The life of the cabin fuselage structure
(pressure vessel) is not limited; however,
inspections in the Continuous Inspection
Procedures Manual PIN: 98-36783Mand the
replacement items below are required for
continued airworthiness.
1. Replace all windshield screws ............................................................................................. 12,000hours
2. Replace the cabin airstair door forward and att side latch bolts ............................................ 6 0 0 hours
3. Replace the cabin airstair door upper hook mechanism
(including pins, brackets, spring, arm and hooks) ...............................................................
12,000hours
If crack occurs in outer cabin window:

25,000feet
Maximum oxrating altitude
Maximum cabin pressure aiiferential ................................................................................................. 4.6psi
Maximum oserating time after crack occurs .................................................................................. 20 hours
F A A Approved
Revised: Auqust 1997
M I N I M U M CREW
One Pilot.
PASSENGER SEATS
The cabin passenger seats may be used in the aft facing position provided the occupant does not exceed
the placarded weight limitation of 1'70 pounds. The headrest and seat back, when occupied, must be in the
fully upright position for takeoff and landing.
FAA Approved
BRAKE DEICE
1.
The brake deice system is not to be operated at ambient temperatures above 15C.
2. The brake deice system is not to be operated longer than 10 minutes (one timer cycle) with the landing
gear retracted. If operation does not automatically terminate approximately 10 minutes after gear retramon,
turn the brake deice switch OFF.
3. Maintain 85% N1 or higher during simultaneous operation of the brake deice and surface deice systems.
If adequate pneumatic pressure cannot be provided for simultaneous operation of the brake deice and surface
deice systems, turn off the brake deice system.
4. In order to maintain an adequate supply of systems pneumatic bleed air, the brake deice system must be
turned off during single engine operation.
PLACARDS
On Overhead Control Panel in Pilot's Compartment:
OPERATION
mIs
L l M IT'ATlONS
LYRPLANE MUST BE O P E R A ~ DAS A NORMAL C~TEBOKYAJRPLPHEIN C~MPUANCEw

m
THE OPERAnNG LIMiTATlOHS STATED INTHE FORM OF PLACARDS hURKINGS AND UANUALS
NO ACRGBATIC MANEUVERS I K L U D I N G SPMS A R E APPRQMD
THIS AIRPLANE APPROVED FDR VFRnFR ON { NICKTOPERATKINf IN ICING CWITIONS
CAUTION
STALL WARNNO IS I m m n x WHEN MASER

s w r r c H ISOFF
STWOW C O W S IS ERRATlC WHEN WINDSHIELD ANTI-KE AND
/OR AIR-CONDITXX(E3 IS ON
AIRSPEEDS
MAX GEAR EMEHSKIN
MAX E A R RtiKnCT
MAX GEAR EXTENDED
MA% LDG LlWT EXTENSION
182 K
184 KHOTS
182 KHOTS
I50 KNOTS
hlAX APPRQPM FLAP

MAX NU W H FLAP
MAX MANEWERING
MAX LOG LIGHT EXTENDED
Aft of Overhead Circuit Breaker Panel:
I -
200 KW7Y
144 KNOTS
182 K W T S
l5OKHOrS
On Forward Partiton Door:
SYSTEM
PULL-ON
C R E W READY
PULL- ON
PASS READY
NOTE A B O V E & P O O ~ MASKS

~ ~ ~ MU&
~ ~
BE PLUGGED IN AND IMMEDlATElY AVAILABLE
FAA Approved
Issusd: Decarnber 1,197'8
A2W Airplane Flight Manual
EVACUATION
PLACARDS (Continued)
On Floor Adjacent to Pilot's Seat:
LANDING
On Main Instrument Panel:
PROP SYN
GEAR
ALTERNATE
ON
OFF
FOR Y. 0.
EXTENSION
I . L l F T ANDTURN
HANDLE TO
ENGAGE.
2 . PUMP HANDLE
UP AND DOWN
UNTIL THREE
0 GREEN GEAR
LIGHTS ILLUM.
LDG
On Pilot's Subpanel:
SEE MANUAL PERFORMANCE

SECTION FOR lNST CALBR E R R O R
--
3 n Gverhead Fuel Panel:
On C m e d Pedestal Adjacent :o Power Levers.
.- -
CAUTION
SEE FLT MANUAL

FOR CAPACiTY
REVERSE
ONLY WITH
ENGINES
RUNNING
On Copilot's Main Instrument Panel:
CABIN
PRESS
DUMP
\
INC)
1
/
9EST
WARNING
DEPRESSURZE
CABIN
BEFORE 0
LANDING
A200 Ahplane RlgM Manual
On Pilot's and Copilot's Window Frames:
Below Each Passenger Oxygen Outlet:
DO NOT SMOKE WHILE

OXYGEN IS IN USE. PULL
CONNECTING PLUG TO
,
STOP OXYGEN FLOW.
On Emergency Exlt Handle:
In Cabin Headliner:
On Each Chair Horizontal Cross Brace:
BEECH AIRCRAFT CORP-WICHITA, K A N S S

PART N U M B E R
PNDFACINGONLY a
DATE
FWD OR AFT FACING
MAX.170LBAFTFAC
A200 Airplane Rig& Manual
PLACARDS (Continued)
On Center Front of ;?-Place Couch:
NOT TO EXCEED 3 4 0 LBS

M A X WT OF DRAWER CONTENTS
3 0 LBS PER DRAWER
in Lavatory and on Af? Compartment Headliner
THING ONLY 11
Inside , A mfair Door Between Folding Steps:
W H E N HANDLE IS IN LOCKED
POSITION-ARM SHOULD BE
A R O U N D PLUNGER AS S H O W N
@Inside Airstair Door Behind Handle:
WHEN CABIN IS
PRESSURIZED
CAUTION
DO NOT A T E M P T TO CHECK SECURITY
OF CABIN DOOR BY MOVING DOOR
HANDLE UNLESS CABIN IS DEPRESSURIED
AND AIRCRAFT IS ON M E GROUND
I-
OPEN DOOR
A200 Airplane Flight Msnual
FAA Approved
Issued: Decambsr l,l9T8
On Aft Partition Adjacent to Cabin Foyer:
STEN SAFETY B E L T
DURING T
A N D LANDING
On
Center of Ah Bulkhead:
/
REQUIRED
EQUIPMENT FOR VARIOUS CONDITIONS OF FLIGHT
Fede~alAviation Regulations (23.785,91.3(a), 91.24, 91.25, 9; .32,91.33, 91 .%. 91 .go,91.97, 91 .t7O)

specify the minimum numbers and typas of airplane instruments and equipment which must be installed and
operable for various kinds of flight conditions. This includes VFP, day, VFR night, IFF3 day, IF2 night, and flight
~ n t oicing conditions.
'iegulations also require that all airplanes be certificated by the manufacturer for operations under various
fiight conditions. At certification, all required equipment must be in operating condition and s h ~ u i ~be
d
mainteined to assure continued airworthiness. If deviations from the installed equiprent were no: permitted, or
if the operating rules did no: provide for various flight conditions, the airplane could not be flown unless a!;
equipment was operable. With appropriate limitations, the operaticn of every system or component installed in
the airplane is not necessary, when the remaining operative instruments and equipment provide for continued
safe operation. Operation in accordance with limitations es!abiished to maintain airworthiness, can permi:
continued or uninterrupted operation of the airplane.
For the sake of brevity, the Required Equipment Listing does not inciude obviously required items such 2s
wlncs. rudders, flaps, engines. landing sear, etc. Also the list does no! include items which dc not affect the
~ ! ~ o : ~ n i n eofs sthe airplane such as galley equipment, entertainment systems, passenger convenienre
!:ems. ctc. However, it is important !o note that ALL ITEMS WHICH ARE RELATED TO THE AIRWOSTHIN-.SS OF THE AIRPLANE ,AND NOT INCLUDED ON THE LIST ARE AUTOMATICALLY REQUIRED TO
BE OPERATIVE.
-I o enable the
pilot to rapidly determix the FAA equipment reqairements necessary for a fligh! into sp%
cifi
conditions, the following equipment requirements and exceptions are presented. It is the final responsibility of
the pilot to determine whether the lack or inoperative status of a piece of equipment on his airplane will limit the
conditions under which he may operate the airplane.
)
indicates item may be inoperative for the specified flight condition
( )
refer to remarks and!or exceptions column for explicit dorma at ion or reference
SYSTEM
and/or
COMPONENT
REMARKS and/or EXCEPTIONS
ATA 21
AIR CONDmONlNG
Bleed Air Fail tight

Pressurization Controller
Safety Valve
Outflow Valve
Altitude Warning
Cabin Rate of Climb
Differential PressureICabin Altitude
Pressurization Air Source
Duct Overtemp tight
May be inoperative provided airplane

remains unpressurized.
May be inoperatrve provided bleed

air is not used.
ATA 23
COMMUNlCATlONS
Interphone System
VHF Communications System
Static Discharge WI&
Battery
Battery Charge tight
DC Generator
DC Loadmeter
I
1
Provided bleed air is not used from

side of failed light.
DC Generator Caution tight

Inverter
Inverter Warning Light
'Per FAR 91.33

Minimum required - one wick at the
outboard end of each conrrol surface
plus top of verttcal stabilizer.
One may be inoperative provided corresponding generator caution light

is monitored.
One may be inoperative provided ccrresponding loadmeter is monitored.
May be inoperative provided both
inverterj are operative.
ATA 25
EQUIPMUIT FURNISHINGS
Seat Bslts
Shoulder Harness; Pilot and Co-Pilot
Lnergency Locator Transmitter
1''One
per installed seat.
'Per FAR 91.52
ATA 26
FIRE PROTECnON
Fire Detector System

Engine Fire Exbnguisher
Portable Ere Exhnguisher
FAA Approved
,r of items installed
SYSTEM
I
Dav
and/or
COMPONENT
Conditions
REMARKS andlor EXCEPTIONS

ATA n
FUGHT CONTROLS
Trim Tab Indicators - Rudder,

Aileron, and Elevator
May b e inoperative provided that the

tabs are visually checked in the
neutral position prior to each take-off
and checked for full range of operation.
May b e inoperative pmvided that the
flap travel is visually inspected
prior to take-off.
Flap Position Indicator

Rap System
Rudder Boost
Yaw Damp
May b e inoperative for flight at and

below 17,000 feet
Stall Warning
ATA 28
FUEL EQUIPMENT
Standby Fuel E b s t Pump
Both required for operation on

aviation gasoline above 20,000 feet.
Engine Driven Boost Pump

Erewall Shutoff Valve
Fuel Quantrty Indicator
O n e may be inoperative provided

other side is operational and amount
of fuel on board can be established
to be adequate for intended flight
Fuel flow on affected side must be
operational and monitored.
Required for (1) operation with
aviation gasoline above 20,000 feet.
(2) When operating with aviation
kerosene when o n e standby boost
pump is inoperative.
May be inoperative provided proper
operation of crossfed system is
checked prior to take-off. Both fuel
pressure lights must be operative.
O n e may b e inoperative provided fuel
quantity g a g e s a r e operative.
O n e may be inoperative provided standby
b s t pump operation is ascertained using
opposite light with msfeed prior to
engine start. Standby h o s t pump on side
of failed light must be operated in flight
to assure fuel pressure, should the
engine driven boost pump fail.
Required if Aux Tanks contain fuel.
Required if Aux Tanks contain fuel.
May b e inoperative provided MAIN
quantity indicators are operational.
Crassfeed Valve
Fuel Pressure Warning Light
Motive Flow Valve

Jet Transfer Pump
Fuel Quantity Gage Selector Switch
FAA Approved
-:Decamber1,197a
A290 Airplane fllght Manual
!r of items installed
SYSTEM
f";9 Dav
and/or
COMPONENT
Conditions
REMARKS andior EXCEPTIONS
ATA 30
ICE AND RAIN PROTECTION
Airfoil Deice System (W~ngand

Horizontal Stabilizer)
Engine Inertial Ice Vanes
Ice Vane tights
May b e inoperative provided manual

ice vane controls are operational and used.
Right side may be inoperative.
Windshield Heat, Left and Right

Windshield Wiper
Auto ignition System and Lights
Pitot Heater
Altemaie Static Air Source
Propeller D e b System (Auto)
Propeller Deice System (Manual)
Heated Fuel Vent
Stall Warning Heater
Brake Deicer System
ATA 32
LANDING GEAR
h d i n g Gear Motor
I
I
Gear Handle LigM

Landing Gear Aural Warning
I
I
May be inoperative provided operations

are m b n u e d only to a point where
repairs can be accomplished.
O n e of three may be inopx&ve provided gear handle light is momtored.
Landing Gear Position Indication LigM
ATA 33
UGHTS
'Lights must illuminate all instruments and c o m l s .
Cockpit and Instrument tights
Landingflaxi LgM
Strobe B e a w n
Position Lights
Wing Ica tights
Pzssenger Notice System (Fasten
Seat Belt and No Smoking)
Per FAR 91.33

'One required for night iang flight
'May be inoperative pmvided adequate

passenger briefing h a s been accomplished.
M v t e r Fautt Warning tight

Master Fault Caution Lights
'May be inoperative provided visual indicators are checked prior to each take-&.
FAA Approved
A200 Airplane RlgM Manual
m s installed
SYSTEM
7 Condlbons
COMPONENT
REMARKS and/or EXCEPTIONS

ATA 34
NAVlGATlON INSTRUMENTS
Altmeter
Airspeed lndrcator
Verhcal Speed lndrcator
Standby Magnebc Compass
Honzon lnd~cator
Outside Alr Temperature
Turn and Bank lndicator
Directional Gyro
Clock
Transponder
Distance Measunng Equipment
Nav~gahonEqu~pment


'Per FAR 91.24, 91.go, 91.97
'Per FAR 91.33
'Per FAR 91.33
ATA 35
OXYGEN
Oxygen System
Oxygen Mask
Per FAR 91.32

'Refer to Oxygen Requirements this
section.
ATA 61
PROPELLERS
Propeller Ovenpeed Governor
Propeller Governor Test Switch
Autofeathering System
Autofeathering Armed tight
Reverse Not Ready tight
May be inoperative provided propeller

controls are in FULL INCREASE RPM
position for reversing.
Propeller Synchrophaser
ATA
ENGINE INDICATING INSTRUMENTS
Propeller Tachometer lndicator
Propeller Synchrosmpe
Gas Generator Tachometer lndicator
TGT lndicator
Toque lndicator
ATA 79
ENGINE OIL INDICATORS
Oil Pressure lndicztor
Oil Temperature lndicator
Chip Detector Ugnt
FAA Appmved
Issued: DecarnbeK 1,1978
A2W Airplane Flight Manual
AIRWORTHINESS DIRECTIVE
REGULATORY SUPPORT DIVISION
P.O. BOX 26460
OKLAHOMA CITY, OKLAHOMA 73125-0460
U.S. Department
of Transportation
Federal Aviation
Administration
The f o l l w ~ n gArwofthmas O i r e d ~ eusued by the Federal Aviat~onAdrninisVat~onm acmrdanca w t h the pmv8slons d Federal Aviat~onRegulaMnr. Parl 39, applmr to an e
m
model of whlch our records i n d a t e you may be the registered owner Arworthiness D i r e d ~ a safled avmtlon safety and are reguletrons w h m requre mrnedmte atlenbcm Y w era
cautened that no person may operate an eiroah to which an Avuwlhiness 01reQNe applms, excapt n acmrdanrs w t h the requrements of the krwwthlnesl Diredwe (relwencs
FAR Subpart 39 3)
RAYTHEON AIRCRAFT COMPANY (formerly Beech Aircraft Corporation): Amendment

39-10226; Docket No. 97-CE-20-AD.
Applicability: Models 65-90, 65-A90, 65-A90-1, 65-A90-3, 65-A90-4, B90, C90, C90(SE), C90A, C90B,
E90, F90, H90, 99, 99A, A99, A99A, B99, C99, 100, A100, AlOOA, AlOOC, B100, 200, 200C, 200CT, 200T,
A200, A200C, A200CT, B200, B200C, B200T, B200CT, 300, B300, B300C, 1900, 1900C, 1900D, and 2000
airplanes, all serial numbers, certifkated in any category.
NOTE 1: This AD applies to each airplane identified in the preceding applicability provision, regardless of
whether it h a s been modified, altered, or repaired in the area subject to the requirements of this AD. For
airplanes that have been modified, altered, or repaired so that the performance of the requirements of this AD
is affected, the owner/operator must request approval for an alternative method of compliance in accordance
with paragraph (e) of this AD. The request should include a n assessment of the effect of the modification,
alteration, or repair on the unsafe condition addressed by this AD; and, if the unsafe condition h a s not been
eliminated, the request should include specific proposed actions to address it.
Compliance: Required within the next 3 0 days after the effective date of this AD, unless already
accomplished.
To prevent nose down pitch and a descent rate leading to aircraft damage and injury to personnel caused
by the pbwer levers being positioned below the flight idle stop or the power levers being lifted while the auplane
is in flight, accomplish the following:
(a) Amend the Limitations Section of the airplane flight manual (AFM) by inserting the following
language:
"Do not lift the power levers in flight. Lifting the power levers in flight or moving the power levers
in flight bebw the flight idle poaitix cculd resxlt LI ncse dc-.xT pitch ar.2 a d s c e n t rate !eadizg to
aircraft damage and injury to personnel."
(b) This action may be accomplished by incorporating a copy of this AD into the Limitations Section of
the AFM.
(c) Amending the AFM, a s required by this AD, may be performed by the owner/operator holding a t
least a private pilot certificate a s authorized by section 43.7 of the Federal Aviation Regulations (14 CFR 43.7),
and must be entered into the aircraft records showing compliance with this AD in accordance with section
43.9 of the Federal Aviation Regulations (14 CFR 43.9).
(d) Special flight pennits may be issued in accordance with sections 2 1.197 and 2 1.199 of the Federal
Aviation Regulations (14 CFR 2 1.197 and 2 1.199) to operate the airplane to a location where the requirements
of this AD can be accomplished.
(e) An alternative method of compliance or adjustment of the compliance time that provides a n
equivalent level of safety may be approved by the Manager, Wichita Aircraft Cedcation
Office (ACO), FAA,
1801 Airport Road, Wichita, Kansas. The request shall be forwarded through a n appropriate FAA
Maintenance Inspector, who may add comments and then send it to the Manager, Wichita ACO.
NOTE 2: Information concerning the existence of approved alternative methods of compliance with this
AD, if any, may be obtained from the Wichita ACO.
(f) Information related to this AD may be examined a t the FAA, Central Region, Office of the Regional
Counsel, Room 1558, 60 1 E. 12th Street, Kansas City, Missouri 64 106.
(g) This amendment (39-10226) becomes effective on January 2 1, 1998.
97-25-03
FOR FURTHER INFORMATION CONTACT:

William Schinstock, Aerospace Engineer, Wichita Aircraft Certification Office, FAA, 180 1 Airport Road, Wichita,
Kansas 67209; telephone (316) 946-4162; facsimile (316) 946-4407.
(1) Rev~sethe FAA-approved Airplane Fl~ghtManual (AFM) by incorporating the follow~nginto

the Limitations Section of the AFM. This may be accomplished by inserting a copy of t h ~ sAD i n
the AFM.
"Warning
Severe icing may result from environmental conditions outside of those for which the airplane
is certificated. Flight in freezing rain, freezing drizzle, or mixed icing conditions (supercooled
liquid water and ice crystals) may result in ice build-up on protected surfaces exceeding the
capability of the ice protection system, or may result in ice forming aft of the protected surfaces.
This ice may not be shed using the ice protection systems, and may seriously degrade the
performance and controllability of the airplane.
* During flight, severe icing conditions that exceed those for which the airplane is certificated
shall be determined by the following visual cues. If one or more of these visual cues exists,
immediately request priority handling from Air Traffic Control to facilitate a route or an altitude
change to exit the icing conditions.
--Unusually extensive ice accumulation on the airframe and windshield in areas not normally
observed to collect ice.
--Accumulation of ice on the upper surface of the wing, aft of the protected area.
--Accumulation of ice on the engine nacelles and propelles spinners farther aft than nosmally
observed.
* Since the autopilot, when installed and operating, may mask tactile cues that indicate adverse
changes in handling characteristics, use of the autopilot is prohibited when any of the visual cues
specified above exist, or when unusual lateral trim requirements or autopilot trim warnings are
encountered while the airplane is in icing conditions.
* All wing icing inspection lights must be operative prior to flight into known or fosecast icing
conditions at night. [NOTE: This supersedes any relief provided by the Master Minimum
Equipment List (MMEL).]"
Page I of 3
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39 [63 FR 51805 No. 188 09/29/98]
Docket No. 98-CE-17-AD; Amendment 39-10806; AD 98-2
Airworthiness Directives; Raytlieon Aircraft Company 200 Series Airplanes

PDF Copy (If Available):
RAYTHEON A I R C U F T COMPANY: Amendment 39-1 0806; Docket No. 98-CE- 17-AD

Applicability: The following airplane models, all serial numbers, certificated in any category
Models 200 (A1 00- 1 (U-2 1J)); 200C; 200CT; 200T; A200 (C- 12A) or (C- 12C); A200C (UC-12B); A200CT (C-12D),
(FWC-12D), (RC-12D), (C-12F), (RC-12G), (RC-12H), (RC-12K), or (RC-12P); B200; B200C (C-12F), (UC-12F), (UC12M), or (C-12R); B200CT; and B200T.
NOTE 1: This AD applies to each airplane identified in the preceding applicability provision, regardless of whether it has
been modified, altered, or repaired in the area subject to the requirements of this AD. For airplanes that have been
modified, altered, or repaired so that the performance of the requirements of this AD is affected, the owiier/operator must
request approval for an alternative method of compliance in accordance with paragraph (e) of this AD. The request should
include an assessment of the effect of the modification, alteration, or repair on the unsafe condition addressed by this AD:
and, if the unsafe condition has not been eliminated, the request should include specific proposed actions to address it.
Compliance: Required as indicated in the body of this AD, unless already accomplished.
To minimize the potential hazards associated with operating the airplane in severe icing conditions by providing more
clearly defined procedures and limitations associated with such conditions, accomplish the following:
(a) Within 30 days after the effective date of this AD, accomplish the requirements of paragraphs (a)(l) and (a)(2) of this
'47
NOTE 2: Operators should initiate action to notify and ensure that flight crewmeinbers are apprised of this change.
Page 2 of 3
(1) Revise the FAA-approved Airplane Flight Manual (AFM) by incorporating the following into the Limitations Section
oC AFM. This may be accomplished by inserting a copy of this AD in the AFM.
"WARNING
Severe icing may result from environmental conditions outside of those for which the airplane is certificated. Flight in
freezing rain, freezing drizzle, or mixed icing conditions (supercooled liquid water and ice crystals) may result in ice
build-up on protected surfaces exceeding the capability of the ice protection system, or may result in ice forming aft of the
protected surfaces. This ice may not be shed using the ice protection systems, and may seriously degrade the performance
and controllability of the airplane.
0 During flight, severe icing conditions that exceed those for which the airplane is certificated shall be determined by the
following visual cues. If one or more of these visual cues exists, immediately request priority handling from Air Traffic
Control to facilitate a route or an altitude change to exit the icing conditions.
- Unusually extensive ice accumulation on the airframe and windshield in areas not normally observed to collect ice.
- Accumulation of ice on the upper surface of the wing, aft of the protected area.
Accumulation of ice on the engine nacelles and propeller spinners farther aft than normally observed.
0 Since the autopilot, when installed and operating, may mask tactile cues that indicate adverse changes in handling
characteristics, use of the autopilot is prohibited when any of the visual cues specified above exist, or when unusual lateral
trim requirements or autopilot trim warnings are encountered while the airplane is in icing conditions.
0 All wing icing inspection lights must be operative prior to flight into known or forecast icing conditions at night.
[NOTE: This supersedes any relief provided by the Master Minimum Equipment List (MMEL).]"
-
(2, ,evise the FAA-approved AFM by incorporating the following into the Normal Procedures Section of the AFM. This
may be accomplished by inserting a copy of this AD in the AFM.
"THE FOLLOWING WEATHER CONDITIONS MAY BE CONDUCIVE TO SEVERE IN-FLIGHT ICING:
0 Visible rain at temperatures below 0 degrees Celsius ambient air temperature.
Droplets that splash or splatter on impact at temperatures below 0 degrees Celsius ambient air temperature.
PROCEDURES FOR EXITING THE SEVERE ICING ENVIRONMENT:
These procedures are applicable to all flight phases from takeoff to landing. Monitor the ambient air temperature. While
severe icing may form at temperatures as cold as - 18 degrees Celsius, increased vigilance is warranted at temperatures
around freezing with visible moisture present. If the visual cues specified in the Limitations Section of the AFM for
identifying severe icing conditions are observed, accomplish the following:
0 Immediately request priority handling from Air Traffic Control to facilitate a route or an altitude change to exit the
severe icing conditions in order to avoid extended exposure to flight conditions more severe than those for which the
airplane has been certificated.
Avoid abrupt and excessive maneuvering that may exacerbate control difficulties.
Do not engage the autopilot.
0 If the autopilot is engaged, hold the control wheel firmly and disengage the autopilot.
If an unusual roll response or uncommanded roll control movement is observed, reduce the angle-of-attack.
s Do not extend flaps when holding in icing conditions. Operation with flaps extended can result in a reduced wing
angle-of-attack, with the possibility of ice forming on the upper surface f~lrtheraft on the wing than normal, possibly aft
of
protected area.
.he flaps are extended, do not retract them urnti1 the airframe is clear of ice.
0 Report these weather conditions to Air Traffic Control."
"'-0
Page 3 of 3
(b) As an alternative method of compliance to the actions required by paragraph (a)(2) of this AD, revise the Abnormal
dures Section or Emergency Procedures Section ofthe AFM instead of the Normal Procedures section of the AFM.
Inb-, c the information presented in paragraph (a)(2) of this AD into the applicable AFM section.
(c) Incorporating the AFM revisions, as required by this AD, may be performed by the ownerloperator holding at least a
private pilot certificate as authorized by section 43.7 of the Federal Aviation Regulations (14 CFR 43.7), and must be
entered into the aircraft records showing compliance with this AD in accordance with section 43.9 of the Federal Aviation
Regulations (14 CFR 43.9).
(d) Special flight pennits may be issued in accordance with sections 2 1.197 and 2 1.199 of the Federal Aviation
Regulations (14 CFR 21.197 and 21.199) to operate the airplane to a location where the requirements of this AD can be
accomplished.
(e) An alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety
may be used if approved by the Manager, Small Airplane Directorate, FAA, 1201 Walnut, suite 900, Kansas City,
Missouri 64106. The request shall be forwarded through an appropriate FAA Maintenance Inspector, who may add
comments and then send it to the Manager, Small Airplane Directorate.
NOTE 3: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may
be obtained from the Small Airplane Directorate.
(f) All persons affected by this directive may examine information related to this AD at the FAA, Central Region, Office
of the Regional Counsel, Room 1558, 601 E. 12th Street, Kansas City, Missouri 64106.
(g' "5s amendment becomes effective on November 4, 1998.
TABLE OF CONTENTS
Comments Pertinent To The Use Of Performance Graphs .........................................................................................................
4-2
AirspeeC Calibratton .Normal System ........................................................................................................................................
4-3
Airspeed Calibration .Normal System .Take-off Ground Roll ....................................................................................................
4-4
Airsped Calibration .Alternate System .....................................................................................................................................
4-5
Alhmeter Correction .Normal System .........................................................................................................................................
4-6
Altimeter Correction .Alternate System ......................................................................................................................................
4-7
-I emperature Conversion ............................................................................................................................................................
4-8
Wind Components ......................................................................................................................................................................
4-9
Minimum I ake-off Power ..........................................................................................................................................................
4-10
Minimum Take-off Power With Ice Vanes Extended .................................................................................................................
4-11
Maximum T a k e 4 W e i ~ h Permitted
t
By Ennuie Climb Requirement ......................................................................................
4-12
-ake-off D i ~ a n c e
.Raps 0% ....................................................................................................................................................
4-i3
Take-off Distance .n a p s 4096 ..................................................................................................................................................
4-14
Climb -Two Engines .Raps 046 ...............................................................................................................................................
4-15
,-.
Climb -Two Engines .rlaps $046
.............................................................................................................................................
4-16
Climb .One Engine inoperative ................................................................................................................................................
4-17
Climb .Balked Landing .............................................................................................................................................................
4-18
Landing DiSance Without Propeller Reversing .Flzps 100% ...................................................................................................
4-19
Lmding DiSance Without Propeller Reversing .Raps 0% .......................................................................................................
4-20
Stall S p e d s .Power Idle ..........................................................................................................................................................
4-21
F A A Approved
Issued: December 1. 1978
A200 Airplane Right Manual
COMMEMS P E W I N E M T O THE USE O F PEflFORMANCE GRAPHS:

1. The example, in addition to presenting an a m e r for a particular set of conditions, also presents the
order in which the graphs should normally b e used, i.e., if the first item in the exampie is OAT, then enter
the graph at the known OAT.

2. The reference lines indicate where to begin following cuidelines. Always project to the reference line first,
then follow the guidelines to the next known item.

3. Indicated airspeeds (IAS) were obtained by using the AIRSPEED CALIBRATION-NORMAL SYSTEM.
The AIRSPEED CALIBRATION-NORMAL SYSTEM TAKE-OFF GiiOUNO ROLL is u s e d for rotanon
speeds.
4. The v s o c i a t e d conditions define the spx5iic conditions from which pehorrnance parameters have k
determined. They are not intended to be ie as i n s m c i o n s .

5. The full amount of usable fuei is available for all approved flight mnditions.
6. Notes have been provided to approximate performance with ice vanes extended. The effect is estimat&
by entering the graph at a ternwrure higher t h a the achlal tempemure. The e f f e c is approximate and
will vary depending upon airspeed, temperature, altitude and ambient unditions. Existing TGT and
t o q u e limits still apply.
7. Operdtions with ice v a n e s extended should be a n d u c e d only when the t e r n p e r m r e is below

and flight fres of visible moisium a n c t be assured.
15'C
ENGiNE FAILURE PRIOR TO Um-OFF

fails prior to liftdff the Abcrt p&ure
should b e performed. Diredonal a n v c l wnde
identrfying 2nd feathering the i r a p e ~ t i v eengine and distance requirw to t c e ! e r , t e may nct h
sufficient to u n t i n u e take-aff.
1 . If an encine
ENGINE FAILURE A T LIFT-OFF

1. If an engine fails at or immediateb after liftoff, dimb to 50 feet may be cn'tial. Positive pilot s c i o n s wiil be
r e q u i r d to maintain aircraft u n t r o l and the distance to attzin 54 feet will b e sicnificant

Onencjne-inoperative climb performance p r e d i d o n s can onfy b e redized in a zero side-slip. Tnis is
acmrnplished by maintaining a 3" to 5' bank angle and 'h ball off e n t e r towards the operating ensine.
FAA Approved
Issued: December 1,1978
E-P
CAS. CALIBRATED AIRSPEED
.r
KNOTS
T A K E - O F F G R O U N D ROLL
IAS - INDICATED AIRSPEED
FAA Approved
Issued: December I,1978
KNOTS
FAA Approved
Issued: ~ecernberI , 1978
FAA Approved
Issued:December 1,1978
4-6
FAA Approved
FAA Approved
4-8
I-
C3 I-I
LL
EXAMPLE:
-ANGLE
WIND SPEED
BETWEEN WIND DIRECTION AND FLIGHT PATH
10 KNOTS
20"
60
50
40
wl
30
Z
Y
2
Iz
W
Z
0
20
z
-
n
a
10
-10
-20
CROSSWIND COMPONENT % KNOTS
FAA Approved
FAA Approved
issued: December 1,1978
FAA Approved
MAXIMUM TAK -3FF WEIGHT

PERMITTED BY ENROUTE CLIMB REQUIREMENT
FOR OPE3ATlON WITH ICE VANES W E N D E D ,
NO OFF LOADING IS REQUIRE3
NOTE:
STWCTURAL LIMIT
NO OFF LOADING IS
-20
-10
. .
10
OUSTIDE AIR
FAA Approved
20
. . .
30
TEMPEZATURE
40
OC
If
GI
70
I~
81
L L t C a ) dV
100 Airplane Flight Manual
FAA Appr oved

Issued: December I,1978
....
...
..
....
,.
..
;!
i
:
:
.,,.
,.,
,.
,
,,,
.,
..
...
..
..
.
...
..
'.
...
,
...
.
...
.,
'if'
;g ;
i
..
.:
:: +
< :i
:+
:gn
;
itjag;
3$$C
w < ;
0 0 .
0 t-
FAA Approved
FAA Approved
MAXIMUM CONTINUOUS
UP
40%
- U3S
9000
12.500
12.000
11.000
10.m
WEIGHT
118
115
CLIMB SPEED
10
- "C
20
OUTSIDE AIR TEMPERATURE
4 0 - 3 0 - 2 0 - 1 0
30
40
50
80
- KTS
12,oo
FOR OPERATION WrrH ICE VANES EXTENDED, ADD 15C TO THE ACTUAL OAT BEFORE
ENTERING GRAPH.
-60-50
NOTE.
POWER .............................
FLAPS ...............................
LANDING GEAR ................
ASSOCIATED CON0ITK)NS:
10,000
- WNDS
11.coo
WEIGHT
goo0
RATE-OFCLIMB ...................................... 850 FTRJllN

CLIMB GRADIENT.................................... 5.1%
CLIMB SPEED .......................................... 124 KTS
OAT...........................................................
-10C
PRESSURE ALTITUDE ............................ 17,000 FT
W ~ G H T....................................................
12,186 LBS
EXAMPLE:
FAA Approved
FAA Approved
F A A Approved
ASSOCIATED CONDITIONS
EXAMPLE
FLAPS 100"/0 LANDING DISTANCE

OVER 50 FT.OBSTACLE ................
LANDING WEIGHT ....................... ... ....
POWER ................
RETARDED TO MAINTAIN
900 FTIMIN ON FINAL
APPROACH
FLAPS .................. UP
RUNWAY............... PAVED, LEVEL. DRY
SURFACE
BRAKING ............. MAXIMUM
FLAPS UP LANDING DISTANCE

OVER 50 FT. OBSTACLE ................ 38W FT
APPROACH SPEED ........................... 126 KTS
IWEIGHT - LBS a APPROACH
NOTE
27M) FT
11.180 LBS
SPEED
- KTS 1
1. TO DETERMINE FLAPS UP LANDING DISTANCE. READ THE FLAPS 1M)% LANDING
DISTANCE APPROPRIATE TO THE OAT. ALTITUDE. WEIGHT AND WIND FROM THE LANDING
DISTANCE GRAPH WITHOUT REVERSING - FLAPS 1000/-. ENTER THE FLAPS UP LANDING
DISTANCE GRAPH AND READ THE DISTANCE.
2. ADD OR SUBTRACT 4% OF TOTAL GROUND R O U FOR EACH 1% RUNWAY SLOPE ( W W N ADD. UP SUBTRACT).
1000
2000
3000
FLAPS 100% LANDING DISTANCE OVER 50 FT OBSTACLE
FAA Approved
6000
5000
4000
FT
4-20
FAA Approved
Issued: December 1, 1978
FIELD LENGTH
TABLE OF CONTENTS
To Achieve Positive Climb At Lift-off
......................................................................................................... 5-3
Accelerate-Stop-Flaps 0% ...............................................................................................................................5-4
5-5
Accelerate After Lift-off Flaps 0% ...................................................................................................................
5-6
Single Engine Gradient of Climb-Flaps 0% .....................................................................................................
5-7
To Achieve Positive Climb at Lift-off ..........................................................................................................
Accelerate-Stop-Flaps 40% .............................................................................................................................
5-8
Accelerate After Lift-off Flaps 40% ...........................................................................................................5-9
Single Engine Gradient of Climb-Flaps 40% ....................................................................................................
5-10
Landing Distance With Propeller Reversing-Flaps 100% ...............................................................................5-11
Landing Distance With Propeller Reversing-Flaps 0% ...................................................................................5-12
Stopping Distance Factors ............................................................................................................................ 5-13
HT-FLAPS
TO ACHEIVE POSITIVE SINGLE ENGINE CLIMB AT LIFT-OFF

ASSOCIATED CONDITIONS:
EXAMPLE:
. . . . . . . . . .
. . . . . . . . . . .
. . . . . . . . . . . .
AIRPLANE
AIRBORNE
POWER.
TAKE-OFF
FLAPS
UP
INOPERATIVE PROPELLER
FEATHERED
NOTE : FOR OPERATION WITH ICE VANES
. . . .
. . . . L. . .
. . . . . . . . . . . . .
*
TAKE-OFF WEIGHT . . . . . . . .
PRESSURE ALTITUDE
OAT.
3966 FT
25'~
12,500 LBS
EXTENDED, NO OFF LOADING IS REQUIRED.
50
S.L.
WEIGHT Q POUNDS
AP 001 100
APW1101
-50
-40
-30
-20
10
20
WEIGHT % LBS
ENGINE FAILURE
SPEED 2. KTS
0%
FIELD LENGTH.
ENGINE FAILURE SPEED.
30
40
50
60
11,000
10.000
WEIGHT % POUNDS
11.000
9000
10
20
30
WIND COMPONENT % KNOTS
25'C
3966 FT
12,500LBS
9.5 KTS
. . . . . . . . . . . . . 5890 FT
. . . . . . . . . 113KTS
OAT. . . . . . . . . . . . . . . . . . .
PRESSURE ALTITUDE . . . . . . . . . . .
WEIGHT . . . . . . . . . . . . . . . . . .
HEADWIND COMPONENT. . . . . . . . . .
EXAMPLE:
NOTE: 1. FOR OPERATION WITH ICE VANES EXTENDED, PERFORMANCE IS NOT AFFECTED.
2. ADD OR SUBTRACT 2% OF TOTAL DISTANCE FOR EACH 1% OF RUNWAY SLOPE (DOWN SUBTRACT. UP
ADD).
OUTSIDE AIR TEMPERATURE X o C
-10
CAUTION: LIMIT RPVERSING, AS REQ:JIRED,

TO MAINTAIN DIRECTIONAL CONTROL.
POWER
1. TAKE-OFF POWER SET BEFORE

BRAKE RELEASE
2. BOTH POWER LEVERS IDLE AT
ENGINE FAILURE SPEED AND
REVERSE OPERATIVE ENGINE
FLAPS. . . . . . . . 0%
BRAKING . . . . . . . MAXIMUM
RUNWAY . . . . . . . PAVED. LEVEL, DRY SURFACE
. . . . . . .
ACCELERATE-STOP-FLAPS
TAKE-OFF POWER SET BEFORE

BRAKE RELEASE
UP
RETRACT AFTER LIFT-OFF
PAVED. LEVEL, DRY SURFACE
OUTSIDE AIR TEMPERATURE ^v "C
NOTE: 1. DISTANCES ASSUME AN ENGINE FAILURE AT LIFT-OFF SPEED AND

ENGINE FAILURE AFTER LIFT-OFF EMERGENCY PROCEDURES INITIATED.
2. LIFT-OFF SPEED IS ASSUMED EQUAL TO ENGINE FAILURE SPEED ON
ACCELERATE-STOP GRAPH.
3. WEIGHTS IN SHADED AREA MAY NOT PROVIDE POSrTlVE GEAR
DOWN SINGLE ENGINE CLIMB GRADIENT. REFER TO TAKE-OFF
WEIGHT GRAPH FOR THE MAXIMUM WEIGHT AT WHICH THE ACCELERATE AFTER LIFT-OFF PROCEDURE SHOULD BE ATTEMPTED.
4. FOR OPERATION WITH ICE VANES EXTENDED, ADD 6C TO THE ACTUAL OAT BEFORE ENTERING THE GRAPH.
5. ADD OR SUBTRACT 5% OF TAKE-OFF GROUND ROLL FOR EACH 1%
. . .
...
.......
. . . . . . .
FLAPS
LANDING GEAR
RUNWAY . . .
POWER
- FLAPS 0%
..
OBSTACLE HEIGHT ?. FEET
..
......
..........
.............
WEIGHT (FOR SINGLE ENGINE

CLIMB CAPABILITY)
GROUND ROLL.
TOTAL DISTANCE OVER 50 FT OBSTACLE
TAKE-OFF SPEED AT ROTATION
AT 50 FT . . . . . . .
~~m1102
12.5W LBS
4750 FT
9950 FT
1lOKTS
121 KTS
2VC
. . . . . . . . . . . 3966 FT
. . . . . . . . . . 9.5 KTS
..................
OAT
PRESSURE ALTITUDE
HEADWIND COMPONENT
EXAMPLE:
WIND COMPONENT 2. KNOTS
r%G4-G-A
TAKE-OFF SPEED % KTS
WEIGHT ?. POUNDS
WEIGHT ?. LBS
ACCELERATE AFTER LIFT-OFF
NOTE:
TAKE-OFF MAINTAINED
ON OPERATIVE
ENGINE
UP
UP
FEATHERED
SINGLE ENGINE GRADIENT OF CLIMB -
-40
-30
-20
10
20
30
OUTSIDE AIR TEMPERATURE s C
-10
40
50
60
12,000
1. FOR OPERATION WITH ICE VANES EXTENDED, ADD 10C TO THE ACTUAL OAT BEFORE ENTERING GRAPH.
2. ESTABLISH 3" TO 5" BANK AND MAlKTAlN HALF BALL FROM CENTER TOWARDS THE OPERATING ENGINE.
.
.
. . . . . . . .
LANDINGGEAR . . . .
FLAPS . . . . . . . .
INOPERATIVE PROPELLER
POWER
POUNDS
10.000
AP 001103
3.3 %
121 KTS
25OC
3966 FT
12,500 LBS
9000
.
.
.
GRADIENT OF CLIMB .
CLIMBSPEED . . . .
OAT. . . . . . .
PRESSURE ALTITUDE
WEIGHT . . . . .
EXAMPLE:
WEIGHT
11,000
0%
TO ACHEIVE POSITIVE SINGLE ENGINE AT LIFT-OFF

. . . . . . .
. . . . . . . . .
. . . . . . . . .
.
AIRPLANE
POWER
FLAPS
INOPERATIVEPROPELLER
EXAMPLE:
.
.
.
.
.
.
.
.
.
.
.
.
AIRBORNE
TAKE-OFF
40%
FEATHERED
. . . . . . .^
. . . . . . . . . . . . .
TAKE-OFF WEIGHT . . . . . . . .
PRESSURE ALTITUDE
OAT.
3966 FT
25'~
12,150 LBS
'OR OPERATION WITH ICE VANES EXTENDED, ADD 10C TO ACTUAL OAT BEFORE ENTERING GRAPH
14.000
9000
10,000
11,000
WEIGHT %POUNDS
12,000
AP 001 104
. . . . . .
-50
~~001105
-40
-30
-20
-10
0
10
20
30
OUTSIDE AIR TEMPERATURE 2. o c
40
50
60
12,000
WEIGHT
11,000
2.
10.000
POUNDS
9000
.
.
.
.
.
.
.
.
.
.
.
.
10
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
20
.
.
.
.
.
.
WIND COMPONENT
.
.
.........
.
FIELD LENGTH . . . . . .
ENGINE FAILURE SPEED. .
OAT . . . . . . . . .
PRESSURE ALTITUDE . .
WEIGHT
HEADWIND COMPONENT
EXAMPLE:
- STOP - FLAPS 40%
NOTE: 1. FOR OPERATION WITH ICE VANES EXTENDED, PERFORMANCE IS NOT AFFECTED.
2. ADD OR SUBTRACT 2% O F TOTAL DISTANCE FOR EACH 1% O F RUNWAY SLOPE
(DOWN - SUBTRACT, U P - ADD).
CAUTION: LIMIT REVERSING, AS REQUIRED, TO MAINTAIN DIRECTIONAL CONTROL.
1. TAKE-OFF POWER SET BEFORE

BRAKE RELEASE
2. BOTH POWER LEVERS IDLE A T
ENGINE FAILURE SPEED AND
REVERSE OPERATING ENGINE
FLAPS . . . . . . 40%
BRAKING . . . . . .
MAXIMUM
PAVED, LEVEL, DRY SURFACE
RUNWAY . . . . . .
POWER
ACCELERATE
4800 F T
101 KTS
25C
3966 F T
12,150 LBS
9.5 KTS
30
.
.
.
.
.
.
2. KNOTS
.
.
.
.
.
.
-50
. . . . . .
RETRACT AFTER LIFT-OFF

-40
LIFT-OFFSPEED IS ASSUMED EQUAL TO ENGINE FAILURE SPEED ON
-30
-20
-10
10
20
30
OUTSIDE AIR TEMPERATURE %"C
40
50
60
ACCELERATE-STOP GRAPH.
3. WEIGHTS IN SHADED AREA MAY NOT PROVIDE POSITIVE GEAR
DOWN SINGLE ENGINE CLIMB GRADIENT. REFER TO TAKE-OFF
WEIGHT GRAPH FOR THE MAXIMUM WEIGHT AT WHICH THE ACCELERATE AFTER LIFT-OFF PROCEDURE SHOULD BE AlTEMPTED.
4. FOR OPERATION WITH ICE VANES EXTENDED, ADD 6% TO THE ACTU- .
AL OAT BEFORE ENTERING THE GRAPH.
5. ADD OR SUBTRACT 5% OF TAKE-OFF GROUND ROLL FOR EACH 1%
OF RUNWAY SLOPE (DOWN SUBTRACT, UP ADD).
2.
NOTE: 1. DISTANCES ASSUME AN ENGINE FAILURE AT LIFT-OFF SPEED AND

ENGINE FAILURE AFTER LIFT-OFF EMERGENCY PROCEDURES INITIATED.
RUNWAY
40%
TAKE-OFF POWER SET

BEFORE BRAKE RELEASE
12,WO
11,000
WEIGHT
10,MX)
POUNDS
9000
10
20
30
9.5 KTS
25C
3966 FT
OBSTACLE HEIGHT % FEET
50
APmIlffi
105 KTS
. . . . . . . . . . . 12,150 LBS
. . . . . . . . . . . . . 3500 FT
. . . . . . . . . . . . 8350 FT
. . . . . . 99KTS
WEIGHT (FOR SINGLE ENGINE

CLIMB CAPABILITY
GROUND ROLL.
TOTAL DISTANCE OVER
50 FT OBSTACLE
TAKE-OFF SPEED AT ROTATION
ATSOFT . .
. . . . . .
...........
.........
OAT
PRESSURE ALTITUDE
HEADWIND COMPONENT
..................
EXAMPLE:
F L A P S 40%
POWER . . . . . . .
FLAPS. . . . . . . .
LANDING GEAR . . .
ACCELERATE A F T E R L I F T - O F F
-50
-40
NOTE:
TAKE-OFF
UP
40%
FEATHERED
WEIGHT + LBS
-30
-20
10
20
30
OUTSIDE AIR TEMPERATURE s a c
-10
2. ESTABLISH 3" TO 5" BANK AND MAINTAIN HALF BALL FF
1. FOR OPERATION WITH ICE VANES EXTENDED, ADD 10C
POWER
LANDING GEAR . . .
FLAPS
INOPERATIVEPROPELLER
. . . . . . . . . . .
. . . . .
. . . . . . . . . . . .
.. . .
SINGLE ENGINE GRADIENT OF CLIMB
WEIGHT +POUNDS
FLAPS 40%
AP 001107
?
'
-A
-10
10
WEIGHT
LBS
I
APPROACH SPEED
- KTS 1
20
30
40
50
60
12,000
11.000
10.000
WEIGHT % POUNDS
9000
10
20
30
0
OBSTACLE HEIGHT
FEET
.............
. . . . . . .
............
GROUND ROLL.
TOTAL OVER 50 FT OBSTACLE
APPROACH SPEED
15'C
50
AP001108
99 KTS
1200 FT
2100 FT
. . . . . . . . . . . 5650 FT
. . . . . . . . . 11.263 LBS
. . . . . . . . . 10 KTS
..................
OAT.
PRESSURE ALTITUDE
LANDING WEIGHT . . .
HEADWIND COMPONENT.
EXAMPLE:
- FLAPS 100%
NOTE: ADD OR SUBTRACT 5% FROM TOTAL GROUND ROLL FOR EACH 1% RUNWAY SLOPE (DOWN -ADD. UP
SUBTRACT).
RETARDED TO MAINTAIN
800 FTIMIN ON FINAL APPROACH
100%
IAS AS TABULATED
MAXIMUM
OUTSIDE AIR TEMPERATURE % - C
-40
-20
..
-30
. .
......
.......
.......
FLAPS.
RUNWAY
APPROACH SPEED
BRAKING . . . .
POWER
LANDING DISTANCE WITH PROPELLER REVERSING
OPELL
POWER
EXAMPLE:
. . . . . . . . . RETARDED TO
. . . . . . . . .
. . . . . . . .
FLAPS
RUNWAY
. . .
BRAKING. . . . . . .
CONDITION LEVERS. . .
PROPELLER CONTROLS .
POWER LEVERS . . . .
APPROACH SPEED.
NOTE:
.
.
.
.
.
MAINTAIN 1000
FT/MIN
F I N A-L
......... ON
- ........
APPROACH
UP
PAVED, LEVEL,
DRY SURFACE
IAS AS
TABULATED
MAXIMUM
HIGH IDLE
FULL FORWARD
MAXIMUM REVERSE
AFTER TOUCHDOWN
FLAPS 100% LANDING DISTANCE

OVER50FOOTOBSTACLE. .
LANDING WEIGHT. . . . . .
FLAPS UP LANDING DISTANCE
OVER 50FOOTOBSTACLE.
APPROACH SPEED.
. . .
. . .
. . . .
. . . . . . . .
2100FT
11,263 LBS
2670FT
126 KTS
1. TO DETERMINE FLAPS UP LANDING D l

DISTANCE APPROPRIATE TO THE OAT, ALTITUDE, WEIGHT, AND WIND FROM THE
LANDING DISTANCE GRAPH WITH REVERSING FLAPS loo%, ENTER THE F M P S UP
LANDING DISTANCE GRAPH AND READ THE DISTANCE.
2. ADD OR SUBTRACT 5% FROM TOTAL GROND ROLL FOR EACH 1% RUNWAY SLOPE
(DOWN ADD, UP SUBTRACT).
6000
I-
LL
w5000
-1
V)
m
0
I-
LL
51
4000
>
0
W
z
a
I-
%? 3000
0
Z
0
z
2
-1
2OOo
LL
1000
0
1000
2000
3000
4000
5MX)
FLAPS 100% LANDING DISTANCE OVER 50 FT OBSTACLE ?, FT
6000
AP 001109
STOPPING DISTANCE FACTORS

EXAMPLE:
1. LANDING DISTANCE (FLAPS 100% NO RCJ)
......................................
......................
.....................
............................................
gTOPPMO FMSTOR......................................... 1.62
GROUND ROLL (DRY)

TOTAL OVER 50 FT OBSTACLE
RUNWAY CONDITION READING
LANMNO WEIGHT
UWolNG DISTANCE (FACTORED)

GROUND ROLL (1580 x 1.62) ...........................
AIR DISTANCE (zoo I s o ) .........................
TOTAL OVER 50 FT OBSTMXE ......................
-m
ACCELERATE AFER LlFTClFF
GROUND ROU-...............................................
2560
Iim
3880
2. ACCELERATE
W A N C E (FUPS 0% NO FEv)
ACCELERATE STOP DISTANCE...................
5890 FT
RUNWAY CONDITION READING.....................

TAKE-OFFWEIGHT..........................................
SrOPPINO FACTWl.........................................
STOPP(F(G DISTANCE
[(ma- 4750) X 1.341.......................................
ACCELERATE DISTANCE................................
ACCELERATE STOP DISTANCE ...................
(1528 4750) .................................................
NOTE
1.
2.
4750 FT
10.0
12,500LBS
1.34
1528 t 7
4750 FT
6278 R
IF RCR READING IS NOT AVAILABLE. ASSUME ICY RUNWAY RCR = 5 0 AND WET RUNWAY RCR = 12.0
ONE ENGINE INOPEPATIVE STOPPING DISTANCES WILL NOT ACCOUNT FOR REVERSING
RCR
WEIGHT LBS
Am2723
BEECHCRAFT
Super King Air 200
DATE
SERIAL
REGISTRATION NO.
TABLE
OF CONTENTS
SUBJECT
PAGE
Weighing Instructions .............................

.
.
.
..............................................................................................
6-2
.
.
.....
.
..........................................
6-3
Basic Empty Weight and Balance Form..............................................
Dimensional And Loading Data
Prior to 1979 Model Year ...................................................... .. ..............................................................
6-4
1979 Model Year and After ..................................................................................................................
6-5
6-6
Loading Data (Cargo Configuration)...........................................................................................................
Cabin Arrangement Diagram
Prior to 1979 Model Year .......................
.
.
.............................................................................................
6-7
1979 Model Year and After ..................................................................................................................... 6-8

Useful Load Weights and Moments
.
........................................................... 6-9
Occupants............................................................................ .
Baggage.................................................................................................................................................6-12
..........................................................
Cabinet Contents (Prior to 1979 Model Year) ...........................
6-12
Cargo Compartment............................................................................................................................
6-13
Cabinet Contents (1 979 Model Year and After) ....................................................................................
6-13
6-14
Usable Fuel ............................................................................................................................................
Density Variation of Aviation Fuel ............................................................................................................. 6-15
6-16
Loading Instructions.....................................................................................................................................
Weight and Balance Loading Forms ..........................................................................................................
6-17
Weight and Balance Diagram ..........................................
.
........................................................................
6-21
Moment Limits vs . Weight Graph ...............................................................................................................
6-22
Moment Limits vs . Weight Table ........................
.
.
..................................................................................
6-23
Center of Gravity Limits Table ..............
.......
........................................................................................
6-23
6-24
Equipment Item Number Location Diagram .................................................................................................
Equipment List ...........................................................................
October, 1978
Prepared on an Individual Airplane Basis
BEECHCRAFT
Super King Air 200
Section VI
Wt & BalIEquip List
NOTE
The 1979 Model Year began with airplane serials 88-310, 88-343, 88-383,
BB-415, 88-416, BB-418 thru BB-448, 88-450 and after.
WEIGHING INSTRUCTIONS
Periodic weighing of the airplane may be required to keep the Basic Empty Weight current. Frequency of
weighing is to be determined by the operator. All changes to the airplane affecting weight andlor balance are
the responsibility of the airplane operator.
Airplane may be weighed on wheels or jack points. Three jack points are provided: one on the nose
section of the fuselage at station 83.5, and one on each wing center section rear spar at station 225.5.
Wheel reaction locations should be measured as described in paragraph 6 below.
Fuel should be drained preparatory to weighing. Tanks are drained from the regular drain ports with the
airplane in static ground attitude. When tanks are drained, 10.5 pounds of unusable fuel remains in the
airplane at an arm of 188.0 inches. The remainder of the unusable fuel to be added to a drained system is
33.5 pounds at station 164.0. If the airplane is weighed with full fuel the fuel specific weight (poundsigallon) should be determined by using a hydrometer. Compute total fuel weight and moment using fuel
tables.
Engine oil must be at the full level in each tank. Total engine oil aboard when both tanks are full is 62
pounds at an arm of 131.0 inches.
To determine airplane configuration at time of weighing, installed equipment IS checked against the
airplane equipment list or superseding forms. All equipment must be in its proper place during weighing.
The airplane is placed on the scales in level attitude Leveling screws are located on the fuselage
entrance door frame. Leveling is accomplished with a plumb bob. Jack pad leveling may require the nose
gear shock to be secured in the static position to prevent its extension. Wheel weighings can be leveled
by varying the amounts of air in the shocks and tires.
Measurement of the reaction arms for a wheel weighing is made using the nose jacking point for a
reference. Using a steel measuring tape, measurements are taken with the airplane level on the scales
from the reference (a plumb bob hung from the center of the nose jacking point) to the axle center line of
the nose gear and then from the nose gear axle center line to the main wheel axle center line. The main
wheel axle center line is best located by stretching a string across from one main wheel to the other. All
measurements are to be taken with the tape level with the hangar floor and parallel to the fuselage center
line. The locations of the wheel reactions will be approximately at an arm of 209 inches for main wheels
and 30 inches for the nose wheel.
The Basic Empty Weight and Moment are determined from the scale readings. Items weighed which are
not part of the empty airplane are subtracted, i.e., usable fuel. Unusable fuel and engine oil are added if
not already in the airplane.
Weighing should always be made in an enclosed area which is free from air currents. The scales used
should be properly calibrated and certified in accordance with the Bureau of Standards
October, I978
Section VI
W t & BalIEquip List
BEECHCRAFT
Super King Air 200
SIC EMPTY WE1

SERIAL N O :
DATE:
REGISTRATION N O :
PREPARED BY:
STRUT POSITION
EXTENDED
COMPRESSED
NOSE
MAlN
29.4
30.8
208.5
210.5
REACTION
WHEEL - JACK POINTS
SCALE
READING
JACK POINT L O C A T I O N
83.5
FORWARD
AFT
225.5
1 ,",A
STATION
TARE
NET WEIGHT
MOMENT
RIGHT M A l N
pp
SUB TOTAL
NOSE
TOTAL (AS WEIGHED)
SPACE BELOW PROVIDED FOR ADDITIONS A N D SUBTRACTIONS 13 AS WEIGHED C O N D I T I O N
EMPTY WEIGHT
ENGINE OIL
UNUSABLE FUEL
-1
>
; BASIC EMPTY WEIGHT

2
October, 1978
BEECHCRAFT
Super King Air 200
Section VI
Wt & BaliEquip List
DING DATA
(PRIOR TO 1979 MODEL YEAR)
I *
525 0
REFERENCE
DATUM
FS 00
L E V E L I N G POINTS
F S 2 7 7 25
STANDARD SEATING
COCKPIT
CABIN
FOYER
AFT
GURATION I & II
OCCUPANT
CREW
iiow I
HOW I I
HOW l i l
L1
L2
CONFIGURATION
I - S I D E PASSENGER S E A T
A N D TOILET
---
BAGGAGE COMPARTMENT
BAGGAGE CAPACITY
CENTROID
L_
FOYER
AFT CABIN FOYEI?
AFT CABIN
Ill
CENTROID
A F T PASSENGER SEA1
A N D TOILET
NOTE
Loa(liirg (laid for s i d i r ~ l ~ ~~ or i li l i i j i i r ~ f i o i(>illy

is
I i ~ i r ~ a safr
l ' 11,iyg~ge ro 370 jioiiix/s w i w i <o,iij,~,iirr,v~iis ,,or ol c i i p i c ~bl y .I p.~sySYilgt'rcoyer is
n o t e ~ j o , l ~ j i eftol r l o o w h,t~gy,,yc i iorliiiig irr, l i , ~ i r y riii,,y
~ ~ in liiiiig fioizi ilre r o i l i ~ r o v i d t ~ l
Z O O 603 8
October. 1978
BEECHCRAFT
Super King Air 200
Section VI
Wt & BalIEquip List
(1979 MODEL YEAR A N D AFTER)
M O L D LINE
M A I N SPAR
REFERENCE
DATUM
F.S. 0.0
b
-
POINT F.S. 83.5

179.5"
4
-
REAR JACl< POINTS

M O L D L l N E REAR
SPAR F.S. 225.5
L E V E L I N G POINTS
F.S. 277.25
S T A N D A R D SEATING
COCKPIT
CREW
CABIN
ROW l
FOYER
ROW I l l
OCCUPANT
CENTROID
F.S 129.0
F.S. 176 0
F S. 2 1 5 0
F.S 259.0
F.S 292.0
CREW
ROW l
ROW I I
ROW I l l
L1
CONFIGURATION
SIDE PASSENGER SEA1
A N D TOILET
AFT
BAGGAGE COMPARTMENT
BAGGAGE CAPACITY
h
-
*FOYER
AFT CABIN -
NOTE:*Loading data for standard configurations only.

Foyer is n o t equipped for loose bag gag^, clothing on hangers may be hung from the rod provided.
October, 1978
-I
CENTROID
F.S 292 0
F.S. 325.0
Section Vl
Wt & BaliEquip List
BEECHCRAFT
Super King Air 200
CARGO CONFIGURATION
.D LINE M A I N SPAR)
SECTION
--
MAXIMUM----
CENTROID A R M
----
October, 1979
Section VI
Wt & BaliEquip List
BEECHCRAFT
Super King Air 200
CABIN ARRANGEMENT DIAGRAM

(PRIOR TO 1979 MODEL YEAR)
LEFT SIDE
RIGHT SIDE
FWD CLUB (WITH SPACE F W D )
w
FRONT F A C I N G TOILET
FWD CLUB (WITH SPACE AFT)
AFT CLUB (WITH SPACE AFT)
SIDE F A C I N G TOILET
AFT CLUB AND 2 PLACE COUCH FWD
L=
2 CHAIRS AFT, 2 PLACE COUCH FWD
CHAIR FWD AND AFT, 2 PLACE COUCH CENTER
F W D CLUB, 2 PLACE COUCH AFT
CHAIR. 4
1 CHAIR, 4
PLACE COUCH FWD
PLACE COUCH
s ,
AFT
,,
<
.,,,
:,,,
~
,
,,:,
',,::,,
,,:,>
/,A,,
r
1j
NOTES
0
2W 605 1
The cabin seating may be arranged in d~fferenlcombinations. The diagrams marked

above represent the seating arrangement established for this airplane prior to
delivery. The passenger locations shown on the designated diagram are averages.
Additional data for modified arrangements are noted. No dlagrams are included for
Hi-density versions.
October, 1978
Section VI
Wt & BalIEquip List
BEECHCRAFT
Super King Air 200
CABIN ARRANGEMENT D I A G R A M
(1979 M O D E L YEAR A N D AFTER)
0 SlDE FACING TOILET
r---u
SlDE FACING TOILET
WITH VANITY
AFT FOLD UP SEATS
0 FRONT FACING TOILET
The c a b n seatlng may be arranged ~nd~fferenlcombinat~ons The d~agrarnsmarked

[A] above represent the seatlng arrangement established for thls a~rplaneprror to
dellvery The passenger locations shown on the des~gnatedd~agramare averages
Addltlonal data for modified arrangements are noted No diagrams are ~ncludedfor
HI-densltv verslons
200-603-29
October. 1978
BEECHCRAFT
Super King Air 200
Section VI
Wt & BalIEquip List
USEFUL LOAD WEIGHTS AND MOMENTS

OCCUPANTS
C H A I R POSITIONS
100
110
120
130
140
150
160
170
180
190
200
21 0
220
230
240
129
142
155
168
181
194
206
21 9
232
24 5
258
27 1
284
297
310
169
186
203
220
237
254
270
287
304
321
338
355
372
389
406
174
191
209
226
244
26 1
278
296
313
331
348
365
383
400
41 8
OCCUPANTS
October, 1978
204
224
245
265
286
306
326
347
367
388
408
428
449
469
490
220
242
2 64
286
308
330
352
374
396
4 18
440
462
484
5 06
528
2 50
275
300
325
350
375
400
425
4 50
475
500
525
550
575
6 00
2 54
279
305
3 30
356
381
406
432
457
483
508
533
559
584
610
Section VI
Wt & BalIEquip List
BEECHCRAFT
Super King Air 200
USEFUL LOAD WEIGHTS AND MQMEMTS

OCCUPANTS
OCCUPANTS
USE
COLUMNS
MARKED
X
FORWARD
TWO PLACE COUCH

CENTER
I
F.S. 162
F.S. 180
F.S. 203
F.S. 221
AFT
1
F.S. 244
F.S. 262
WEIGHT
October, 1978
BEECHCRAFT
Super K i n g Air 200
Section VI
Wt & BallEquip List

OCCUPANTS
USE
COLUMNS
MARKED
WEIGHT
80
CREW
CHAIR POSITIONS
F.S. 171
F.S. 129
103
F.S. 176
F.S. 215
LAVATORY SEAT
F.S. 259
F.S. 293
F S . 335
MOMENT1100
OCCUPANTS
USE
COLUMNS
MARKED
WEIGHT
80
TWO PLACE COUCH

FORWARD POSITION
F.S. 163 1
F.S. 183
1
F.S. 208
FOUR PLACE COUCH

AFT P
F.S. 228
VIOMENTII o
130
I82
205
228
251
274
296
31 9
342
365
388
410
433
456
479
502
524
547
5 70
October, 1978
FOLD^
AFT
UP SEATS
BEECHCRAFT
Super King Air 200
Section VI
Wt & BalIEquip List
BAGGAGE
(Clothing on Hangers)
FOYER
F.S. 292
AFT CABIN
FS. 325
CONFIGURATIONS 1 & I1 *
MOMENT1100
I
I
AFTCABIN
F.S. 332
CONFIGURATION 111 '
* SEE CABIN ARRANGEMENT DIAGRAM
CABINET CONTENTS
,.
WEIGHT
CHART
CASES
F.S. 145
FORWARD
CABINET
FS. 155
AFT
CABINET
F.S. 270
FOYER
CABINET
F.S. 284
F.S. 171
COUCH DRAWERS
F.S. 212
F.S. 253
MOMENT/100
10
20
30
40
50
60
70
80
90
100
NOTE: Weight and Mornent/100 of Cabinet Contents must be incli~dedin all loading computations.
October, 1978
BEECHCRAFT
Super King Air 200
Section VI
Wt & BalIEquip List
CARGO COMPARTMENT'
A
F.S. 143-190
B
F.S. 190-230
F.S. 167
F.S. 210
17
33
50
67
84
100
117
134
150
167
334
50 1
668
685
835
919
1002
1169
1336
1386
1436
1470
21
42
63
84
105
126
147
168
189
21 0
420
630
840
861
1050
1155
1260
1470
1680
1743
1806
WEIGHT
10
20
30
40
50
60
70
80
90
100
200
300
400
4 10
500
5 50
600
700
800
830
860
880
C
F.S. 230-270
CENTROID
F. S. 250
MOMENT/100
25
50
75
100
125
1 50
175
200
225
250
500
750
1000
1025
1250
1375
1500
1750
2000
207 5
D
F.S. 270-310
F.S. 290
29
58
87
116
145
174
203
232
261
290
580
870
1160
1189
1450
1595
F.S. 325
33
65
98
130
163
195
228
260
293
325
650
975
1300
1333
NOTE: AD cargo must be

supported by the seat tracks
in a uniform distribution and
tied down to the tracks by an
F A A approved method.
"Refer to LOADING DATA CARGO CONFIGURATION,
CABINET CONTENTS
NOTE: Weight and Moment1100 of Cabinet Contents must be included in all loading computations.
October, 1978
E
F. S. 3 10-348-
BEECHCRAFT
Super King Air 200
Section VI
Wt & BalIEquip List

USABLE FUEL
GALLONS
%/GAL
MOMEN'
100
%/GAL
MOMENT
100
- /GAL
MOMENT
6.6 1
WEIGHT
6.7 L
WEIGHT
100
66
132
198
264
330
39 6
462
528
594
660
726
79 2
858
924
990
1056
1122
1188
1254
1320
1386
1452
151 8
1584
1650
171 6
1782
1848
1914
1980
2046
2112
2178
2244
231 0
2376
2442
2508
2548
2640
2706
2772
2838
2904
2970
3036
37 02
31 68
3234
3300
3366
3432
3498
3564
3590
October. 1978
I
AVERAGE SPECIFIC
-40
-30
-20
TEMPERATURE
-10
0
OC
10
20
30
40
Jet A1. When using other fuels, multiply

the indicated fuel quantity in pounds bv .99 for Jet B (JP-4) or by .98 for Aviation Gasoline (1001130) to obtain actual fuel quantity in pounds.
-E: The Fuel Quantity Indicator is calibrated
B A S E D ON A V E R A G E SPECIFIC G R A V I T Y
DENSITY V A I A T I O N O F A V I A T I O N FUEL
BEECHCRAFT
Super King Air 200
Section VI
Wt & BalIEquip List
LOADING INSTRUCTIONS
It is the responsibihty of the airplane operator to ensure that the airplane is properly loaded. At the time of
delivery, Beech Aircraft Corporation provides the necessary weight and balance data to compute individual
loadings. All subsequent changes in airplane weight and balance are the responsibility of the airplane owner
and/or operator
The basic empty weight and moment of the airplane at the time of delivery are shown on the Basic Empty
Weight and Balance form. Useful load items w h ~ c hmay be loaded into the airplane are shown on the Useful
Load Weight and Moment tables. The minimum and maximum moments approved by the FAA are shown on
the Moment Limits vs Weight graph or table. These moments correspond to the forward and aft center of
gravity flight limits (landing gear down) for a particular weight. All moments are divided by 100 to simplify
computations
COMPUTING PROCEDURE
1.
Record the basic empty weight and moment from the Basic Empty Weight and Balance form (or from the
latest superseding forms). The moment must be divided by 100 to correspond to Useful Load Moments.
Record the we~ghtand corresponding moment of each Item to be carried These values are found on the
Useful Load Weight and Moment tables.
Total the we~ghtcolumn and moment column The total we~ghtw~thoutusable fuel must not exceed the
Max~mumZero Fuel We~ghtlim~tat~on
of 10,400 pounds All we~ghtIn excess of t h ~ sl m t a t ~ o nmust be
fuel The auxlhary tanks may be used only when the maln tanks are completely f~lledThe total take-off
we~ghtmust not exceed the maxlmum allowable take-off we~ghtand the total moment must be w ~ t h ~
the
n
mlnlmum and maximum moments shown on the Moment L ~ m ~Vs
t s We~ghttable or graph
Using the page tltled Useful Load Welghts and Moments - Usable Fuel, determine the we~ghtand
correspondmg moment of fuel to be used by subtractmg the amount on board on landmg from the
amount on board at takeoff
For landmg conflgurat~onwe~ghtand balance subtract the we~ghtand moment of fuel to be used from
the take-off weight and moment The landmg moment must be with~nthe mlnlmum and maximum
moments shown on We~ghtand Moment L~mitstable for that weight If the total moment IS less than the
mlnlmum moment allowed, useful load Items must be shifted aft, or forward load Items reduced If the
total moment is greater than the maxlmum moment allowed, useful load items must be sh~ftedforward,
or aft load Items reduced If the quant~tyor locatlon of load items IS changed, the calculat~onsmust be
revlsed and the moments rechecked
6.
Loadings may be made on the Weight and Balance Loading Form
October, 1978
Section VI
Wt & BalIEquip List
BEECWCRAFT
Super King Air 200
WEIGHT A N D
SERIAL NO:
FO
REGISTRATION NO:
PAY LOAD COMPUTATIONS

1.1 BASIC EMPTY COND.
ZERO FUEL COND. DO

NOT EXCEED 10,400 LBS
RAMP CONDlTiON
9. "LESS FUEL FOR START,
TAXI, AND TAKE OFF
TAKE OFF CONOlTlON
DESTINATION
"Fuel for start, taxi and take-off is normally 90 Ibs at an average momentIlO0 of 177
October, 1978
BEECHCRAFT
Super King Air 200
Section VI
REGISTRATION NO:

1.1
BASIC EMPTY COND,
PASSENGERS OR CARGO
NOT EXCEED 10,4QO LBS

7.
FUEL. L O A D I N G
1-ESS FUEL. TO
DESTINATION
T O T A L PAY L O A D
"Fuel for start, t a x i and rake-off I S normally 90 Ibs at an average moment1100 o f 1 7 7
October, 1978
BEECHCRAFT
Super King Air 200
Section VI
Wt & BaliEquip List
HT A N D
0
PASSENGERS OR CARGO
1.
WEIGH-
BASIC EMPTY COND.
t
2.
PILOT
3.
PILOT'S BAGGAGE
4.
EXTRA EQUIPMENT
5.1 TOTAL PAY LOAD
ZERO FUEL CQND. aa

NOT EXCEED 10,400 l S !
7.
FUEL LOADING
8. SUB T07AL
RAMP CONDITION
9. * L E S SFUEL FOR START,

TAXI, AND TAKE OFF
*.I
1.
SUB TOTAL
TAKE OFF CONDITION
LESS FUEL TO
DESTINATION
2. LANDING CONDtTlON
"Fuel for start, taxi and take-off i s normally 90 Ibs a t an average moment/100 of 177
October, 1978
BEECHCRAFT
Super King Air 200
Section VI
Wt & BaliEquip List
HT A N D
DING FO
PAY L O A D COMPUTATIONS
ITEM
PASSENGERS OR CARGO
1 0 . LOCATION (ROW, F.S.,ETC
1.
WEIGHT
2.
BASIC EMPTY COND.
PILOT
3.1 PILOT'S BAGGAGE

4.
EXTRA EQUIPMENT
5.
T O T A L PAY LOAD
6.
St,JBTOYAL
ZERO FUEL COND.

NOT EXCEED 10,400 LB!
7.
8.
FUEL LOADING
SUBTOTAL
RAMP CONDITION
9. " L E S S FUEL F O R START,

TAXI, AND TAKE OFF
--
0. SUSTOTAt
AGGAGE
1.
ABINET CONTENTS
OTAL PAY LOAD
2.
TAKE OFF CQNDlTlON

LESS FUEL TO
DESTINATION
LANDING CONDITION
"Fuel for start, taxi and take-off i s normally 90 Ibs a t an average moment1100 o f 1 7 7 .
October, 1978
Section VI
Wt & BaliEquip List
BEECHCRAFT
Super King Air 200
WEIGHT A N
ng Weight
180
182
1W 186
CENTER OF G R A V I T Y
October, 1978
188 190 192 194 196

INCHES A F T OF D A T U M
Section VI
Wt & BaliEquip List
BEECHCRAFT
Super King Air 200
OMENT
180
182
LI
1R4 186
CENTER OF G R A V I T Y
188 190 192 194 196 ,

INCHES A F T O F D A T U M
October, 1978
BEECHCRAFT
Super King Air 200
Section VI
Wt & BalIEquip List
MOMENT LIMITS VS. WEIGHT
WEIGHT
MINIMUM
MOMENT1100
MAXIMUM
MOMENT11OC
WEIGHT
MAX
ZERO
FUEL
WEIGHT
MINIM\
MOMENT
CENTER OF GRAVITY LIMITS (LANDING GEAR DOWN)
12,500 LBS (MAX. TAKE-OFF OR LANDING)

1 1,279 LRS OR LESS
October, 1978
MAXIMUM
MOMENT1101
Section VI
Wt & BaliEquip List
BEECHCRAFT
Super King Air 200
WEIGHT AND BALANCE-
EQUIPMENT ITEM NUMBER

LOCATION DIAGRAM
'1979 Model Year and After
E Q U I P M E N T LIST
FS
190 0
MOLD LINE
M A I N SPAR
Locations shown for avionic items installed in the

nose & aft bays are approximately the center of the
bay. When replacing or relocating equipment actual
location dimensions s h o ~ ~ be
l d used.
October, 1978
Introduction to Cruise Control . . . . . . . . . . . . . . . . .

. . . . . . . . . . . .
7-3
ISA Conversion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-7
Cruise Climb . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . 7-8
Descent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-9
30C (1700 RPM) .
Maximum Cruise Power .ISA .
20C (1700 RPM) .
10C (1700 RPM) .
Maximum Cruise Power .ISA (1700 RPM) . . . .
Maximum Cruise Power .ISA 10C (1700 RPM) .
Maximum Cruise Power .ISA + 20C (1700 RPM) .
Range Profile .Maximum Cruise Power (1700 RPM)
. . . . . . . . . . . . . . . . . . . . . . . 7-10
. . . . . . . . . . . . . . . . . . . . . . . 7-11
. . . . . . . . . . . . . . . . . . . . . . . 7-12
. . . . . . . . . . . . . . . . . . . . . . .7-13
. . . . . . . . . . . . . . . . . . . . . . . 7-14
. . . . . . . . . . . . . . . . . . . . . . . 7-15
7-16
. . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . 7-17
. . . . . . . . . . . . . . . . . . . . . . . 7-18
30C (1700 RPM) .

Maximum Range Power .ISA .
Maximum Range Power .ISA -- 20C (1700 RPM) .
10C (1700 RPM) .
Maximum Range Power .ISA (1700 RPM) . . . .
Maximum Range Power .ISA + 10C (1700 RPM) .
Maximum Range Power .ISA 30C (1700 RPM) .
Maximum Range Power .ISA + 33C (1 700 RPM) .
Range Profile .Maximum Range Power (1700 RPM)
30C (1800 RPM) .

20C (1800 RPM) .
10C (1800 RPM) .
Maximum Cruise Power .ISA (1800 RPM) . . . .
Range Profile .Maximum Cruise Power (1800 RPM)
MaximumRangePower-ISA -3OoC(1800RPM) .
20C (1800 RPM) .
10C (1800 RPM) .
Maximum Range Power .ISA (1800 RPM) . . . .
Range Profile .Maximum Range Power (1800 RPM)
.
.
.
.
. . . .
. . . .
.
.
.
.
.
.
.
.
.
.
.
.
.7-19
.
.
.
.
.
.
.
.
7-30
. 7-31
.7-32
7-33
.
.7-34
.
.
.
.
7-28
.
. 7-29
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
7.20
7-21
.
. . . . . . . . . . .
7-22
. . . . . . . . . . . . . .7-23
. . . . . . . . . .
7-24
. . . . . . .
. . . . . 7-25
. . . . . . . . . . . . . . .7-26
. . . . . . . . . . . . . . 7-27
.
.
.
.
.
.
.
.
.
.7-35
.7-36
One Engine Inoperative. Maximum Cruise Power .ISA - 30C (1800 RPM) .
One Engine Inoperative, Maximum Cruise Power .ISA (1800 RPM) . . .
One Engine Inoperative, Maximum Cruise Power .ISA + 10C (1800 RPM) .
One Engine Inoperative. Maximum Cruise Power .ISA + 33C (1800 RPM) .
. . . . . . . . . . . . 7-46
.
.
.
.
. 7-47
. 7-48
Holding Time . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7-51
.
.
7-49
. 7-50
.
.
.
.
. 7-52
. 7-53
. . .
7-54
Maximum Cruise Speeds (1700 RPM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-55

Maximum Cruise Power (1 700 RPM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-56
Fuel Flow at Maximum Cruise Power (1700 RPM) . . . . . . . . . . . . . . . . . . . . . . . . 7-57
7-58
Maximum Cruise Speeds (1800 RPM) . . . . . . . . . . . . . . . . . . . . . . . . . . .
Maximum Cruise Power (1800 RPM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-59
. . . . . . . . . . . . . . . .7 8 0
Fuel Flow at Maximum Cruise Power (1800 RPM) . . . . .
Outside Air Correction .
"C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-61
. . . . . . . . 7-62
Density Variation of Aviation Fuels . . . . . . . . . . . . . . . . .
Pressurization Controller Setting for Landing
. . . . . . . . . . . . . . . . . . . . . . .7-63
This section contains performance information for the A200.

The graphs and tables in this section present performance information for flight planning a t various parameters of weight,
power, altitude and temperature. Graphs and/or tables are included for Cruise Climb, Descent, Cruise a t Maximum Cruise
Power, Maximum Range Power, One Engine Inoperative, Maximum Cruise Power and Holding Time.
Calculations for flight time, block speed and fuel requirements for a proposed flight are detailed below using the same
conditions as presented on page 4-3.
CONDITIONS
A t Billings
Outside Air Temperature
. . .
Field Elevation
. .
Altimeter Setting
. . . . .
Wind
Runway 34 Length
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
. . . . . . . . . . 3606 f t
. . . . . . . . . . . 29.56
. . . . . . . . 360" a t 10 knots
. 2 5 " ~( 7 7 " ~ )
5585ft
Route of Trip:
BIL - V 1 9 - CZI - V 2 4 7 - DGW - V I S E - C Y S - V l 9 - DEN
Weather conditions IFR for cruise altitude of 17,000 feet
Reference: Enroute L o w A l t i t u d e Charts L - 8 and L - 9

At Denver
Outside Air Temperature
. . .
Field Elevation
. .
Altimeter Setting
. . . . .
Wind
.
Runway 26L Length
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
. . . . . . . . . . . . . . . . 1 5 ' ~(5gF)
. . . . . . . . . . . . . . . . . 5331 f t
. . . . . . . . . . . . . . . . . . 29.60
. . . . . . . . . . . . . . . 270' a t 10 knots
The pressure altitude a t BIL is 3966 ft.

The pressure altitude a t DEN is 5650 ft.
. 10,010 f t
Enter the graph for ISA Conversion, page 7-7, at the condit~onindicated:
BIL:
Pressure Altitude
OAT
ISA Condition
Enroute:
Pressure Altitude (Approx.)

OAT
ISA Condition
DEN:
17,000ft
=
=
-loOc
ISA + 9 " C
Pressure Altitude
OAT
ISA Condition
Enter the graph for Two Englne Cruise Climb, page 7-8 at 3966 f t and 25 C, and at 17,000 f t and
10 C
Time t o Climb
Fuel Used t o Climb
Distance Traveled
Enter the graph for Descent, page 7-9. at 17,000 arid 5650 feet.
Time to Descent
Fuel Used t o Descent
Descent Distance
11.3 - 3.8 = 7.5 min

121 - 44 = 77 1bs
= 5 2 - 1 7 = 35 NM
=
?.
8 min
The estimated crulse weight is approximately 11 850 pounds

10C pages 7 22 and 7 23 respectively
Enter the tables for Maximum Cruise Power at ISA and ISA
Read cruise speeds at 16 000 and 18 000 feet 11 000 and 12 000 pounds
CRUISE TRUE A I R S P E E D
Interpolate between these speeds for 17,000 feet, ISA + 9C and 11,850 pounds.
Cr-uise True Airspeed
= 249 knots
Enter the graph for Maximum Cruise Power at ISA + gC and 17,000 feet pressure altitude:
(Note: For flight planning, enter this graph at the forecasted ISA condition. For enroute power settings, enter the graph at
the indicated O A T )
Percent torque sctting per engine
Indicated Outside Air Temperature
Enter the graph for Fuel Flow at Maximum Cruise Power at ISA
17,0!10 feet pressure altitude:
Fuel flow per engine
Total fuel flow
+ g O c (or
indicated outside air temperature of - 4C) and
Time and Fuel used were calculated at Maximum Cruise Power as follows:
Time
Distance
Ground Speed
Fuel used
(Time) (Total Fuel Flow)
Results are as follows:
ESTIMATED
GROUND
DISTANCE
TlME AT
CRUISE
ALTITUDE
:
MIN
HRS
FUEL
USED FOR
CRUISE
LBS
CZI - DGW
DGW - CYS
"Distance t o climb or descend subtracted from distance.
DETERMINATION OF FLIGHT TlME

BLOCK SPEED AND FUEL REQUIREMENTS
HRS
TlME
:
MIN
Start, Runup, Taxi and

Take-off acceleration
Climb
Cruise
Descent
Total Flight Time: 1 Hours, 56 Minutes

Block Speed: 414 NM + 1 Hr, 56 Min = 214 Knots
l
here t o be 45 minutes a t Maximum Cruise Power):
Reserve F ~ l e (Assumed
45 Min X 628 lblhr = 471 Ibs
Total Fuel: 1318
471 = 1789 Ibs (274 Gal JP-4)
FUEL
POUNDS
DISTANCE
NM
Check for Zero Fuel Weight Requirement Note

Ramp We~ght Fuel Welght
Zero Fuel Weight cannot exceed 10.400 lbs
12,585 - 1789 = 10,796 Ibs
The requirement is not satisfled Two opt~onsexlst
Add at least 396 lbs additional fuel (the d~fferencebetween 10,796 and 10 400 lbs) or
Load to a ramp weight of 12,189 Ibs (10,400 Ibs plus 1789 Ibs).
COMMENTS PERTINENT TO THE USE OF CRUISE GRAPHS AND TABLES

1
The notes pertaming to the operation with Ice vanes extended on the crulse graphs and tables have been developed
assuming flight at high altitudes and TAS The effect of ice vane extension at lower altltudes, where operation is possible on
the torque I l m ~ lwill
, be less depending on how much power can be recovered after vanes are extended
2. The effect of extending the ice vanes assumes that power has been reduced so as to achieve the TGT which existed prior to
extension. Depending on the condition of the engines, these effects could be reduced by allowing TGT to increase. TGT
limits, however, must be observed.
EXAMPLE:
GEAR
FLAPS
INITIAL ALTITUDE
FINAL ALTITUDE .
AS REQUIRED TO DESCEND
@ 1500 FTIMIN
UP
UP
POWER
10
20
30
40
.
.
. . . . .
. . . . .
TIME TO DESCEND . .
FUELTO DESCEND . .
DISTANCE TO DESCEND
50
60
70
80
40
DISTANCE TO DESCEND Q NAUTICAL MILES
9 4 1
110
17,OOO FT
5650 FT
7.5 MlN
77 LBS
35 NM
For effect of ice vane extension, refer to Recommended Cruise Speeds, Recommended Cruise Power and Fuel Flow at
Recommended Cruise Power graphs.
TAS
21 6
220
A For effect of ice vane extension, refer to Recommended Cruise Speeds, Recommended Cruise Power and Fuel Flow at
I
For effect of ice vane extension, refer to Recommended Cru~seSpeeds, Recommended Cruse Power and Fuel Flow at
GAS
222
220
For effect of ice vane extenson, refer to Recommended Cruise Speeds, Recommended Cruise Power and Fuel Flow at
I
4For effect of ice vane extension, refer to Recommended Cruise Speeds, Recommended Cruise Power and Fuel Flow at
200
400
GOO
WEIGHT .................................. 12585 LBS BEFORE ENGINE START

FUEL ....................................... AVIATION KEROSENE
FUEL DENSITY ....................... 6.7 LBSIGAL
ICE VANES..
.................. RETRACTED
RANGE
800
1000
1200
NAUTICAL MILES
1400
1GOO
1800
AP m~o-lii
2000
NOTE: RANGE INCLUDES START, TAXI. TAKE-OFF,

CLIMB, DESCENT AND 45 MINUTES RESERVE
FUEL AT MAXIMUM RANGE POWER 1700 RPM
FEET
NOTE: Missing values indicate either exceeding mimimum temperature or that maximum cruise power should be used for maximum range
PRESSURE
ALTITUDE
~ o r ' o ~ e r a t i owith
n ice vanes extended, maintain same power as with ice vanes retracted and increase total fuel flow by 15O/0
NOTE.
12000 POUNDS
Missing values indicate either exceeding minimum ternperature or that maximum cruse power should be used for maximum range
II
For operation with ice vanes extended, maintain same power as with ice vanes retracted and increase total fuel flow by 15%
ALTITUDE
FUEL
FLOW
FUEL
FLOW
TOTAL
OTS
(1
%
I
LBIH
OTSI/
For operation with ice vanes extended, maintain same power as with ice vanes retracted and increase total fuel flow by 15%.
FEET
FUEL
FLOW
FUEL
FLO
NOTE: Missing values indicate either exceeding minimum temperature or that maximum cruise power should be used for maximum range
FUEL
FLOW
TOTAL
For operatton with ice vanes extended, maintain same power as with ice vanes retracted and increase total fuel flow by 15%
TAS
FEET
ALTITUDE
NOTE:
Missing values indicate either exceeding minimum temperature or that maximum cruise power should be used for maximum range.
TAS
NOTE
PAESSUW E
II
II
Missing values lndtcate either exceeding mlntmum temperature or that maxlmum cruise power should be used for maxlmum range
TORQUE
12000 POUNDS
FUEL
FLOW
PER EN6
NOTE: M~ssmgvalues rnd~cateeither exceedmg mlnlmum temperature or that maxlmum crulse power should be used for maxlmum range
(I)
(I)
LL
t4:
LL
111
t-
WEIGHT. . . . . . . . . . . . . . . . . . . . . .I2585 LBS BEFORE ENGINE START

FUEL. . . . . . . . . . . . . . . . . . . . . . . . . .AVIATION KEROSENE
FUEL DENSITY ...................6.7 LBSIGAL
ICE VANES ...
RANGE
NAUTICAL MILES
STANDARD DAY (ISA)
AP 003049
NOTE: RP{NGE INCLUDES START, T AXI, T AKE-OFF,

FUEL AT MAXIMUM RANGE POWER
For effect of ice vane extension, refer to Maximum Cruise Speeds, Maximum Cruise Power and Fuel Flow at Maximum Cruise
Power graphs
FEET
TAS
SL
222
2000
226
Power graphs.
FUEL FLOW
Power graphs.
ALTITUDE
TAS
226
230
Power graphs
ALT l l b s
FEET
C
I
OC
TOTAL
Power graphs.
+
Power graphs.
FEET
/ / I
"C
OF
Oh
CAS
TAS
CAS
TAS
For effect of ice vane extension, refer to Maximum Cruise Speeds, Maximum Cruise Power -,nd Fuel Flow at Maximum Cruise
Power graphs.
For effect of ice vane extension, refer to Maximum Cruise Speeds, Maximum Cruise Power and Fuel Flow at Maximum Crulse
Power graphs.
FUEL FLO
TORQUE
FEET
/ / I
"C
OF
Oh
cas
WEIGHT .................................
12585 LBS BEFORE ENGINE START
AVIATION KEROSENE
FUEL ......................................
FUEL CENSITY .......................6.7 LBSIGAL
ICE VANES..
RANGE
NAUTICAL MILES
STANDARD DAY (Isa)

ZERO WIND
AP 003050
NOTE: RANGE INCLUDES START, TAXI, TAKE-OFF,

FEET
NOTE:
ALTITUDE
Missing values indicate either exceeding minimum temperature
r r that maximum cruise power should be used for maximum range
NOTE
M~sslngvalues md~catee~therexceedmg rnrnlmum temperature or that maxlmum crulse power should be used for maxlmum range
ISA
- 10C
WER - 1800 RPM
54
52
51
19
12
5
-2
-9
-31
-36
-44
-51
-11
-15
-19
-23
-27-17
-24
-7
-31
-35
-38
-42
-46
-48-55
8000
10000
12000
14000
16000
18000
20000
22000
24000
26000
28000
29000
---
54
54
55
56
58
60
62
65
68
---
---
---
-----
---
---
202
20 1
200
197
198
---
179
44
220
386
193
48
22 1
406
203
182
44
220
392
196
49
22 1
41 4
207
187
44
21 6
402
20 1
49
22 1
428
21 4
193
44
21 2
41 4
207
49
21 8
442
22 1
198
44
208
424
21 2
49
21 4
452
226
204
44
204
436
21 8
49
21 0
462
231
21 7
46
201
i
448
224
48
206
476
238
230
48
20 1
472
236
50
203
492
246
52
514
245
50
200
500
250
257
261
53
200
530
265
54
542
271
279
56
200
564
282
57
574
287
297
58
199
600
300
59
199
608
304
31 3
59
197
632
316
60
198
642
32 1
333
62
197
672
336
63
682
341
355
65
197
720
360
66
730
365
68
197
768
384
70
199
782
391
---
379
LBiHR
Oh
KNOTS
LBIHR
LBIHR
KNOTS
LBIHR
LBIHR
FUEL
FLOW
PER ENG
TORQUE
PER ENG
197
197
198
710
666
626
21 4
---
---
21 3
364
358
210
206
202
198
200
374
386
396
408
434
200
460
-200
200
20 1
490
522
558
200
196
758
594
KNOT:
TAS
LBIHR
FUEL
FLOW
TOTAL
10000 POUNDS
TAS
FUEL
FLOW
TOTAL
FUEL
FLOW
PER ENG
TORQUE
PER ENG
TAS
FUEL
FLOW
TOTAL
FUEL
FLOW
PER ENG
11000 POUNDS
---
54
27
-3
6000
---
54
34
4000
31000
54
41
2000
72
48
SL
Oo
/
OF
TORQUE
PER ENG
"C
!OAT
FEET
PRESSURE
ALTITUDE
12000 POUNDS
IMUM RAN
ISA
- 1
I
LBIHR
FUEL
FLOW
TOTAL
I
KNOTS
TAS
11
11
TORQUE
PER ENG
I
LBIHR
FUEL
FLOW
PER ENG
1
LBIHR
FUEL
FLOW
TOTAL
11000 POUNDS
KNOTS
1
5
TORQUE
PER ENG
LBlHR
FUEL
FLOW
PER ENG
LBIHR
FUEL
FLOW
TOTAL
10000 POUNDS
NOTE: Missing values indicate either exceeding minimum temperature or that maximum cruise power should be used for maximum range.
LBIHR
FUEL
FLOW
PER ENG
12000 POUNDS
NGE
KNOT
TAS
FEET
FEET
NOTE:
ALTITUDE
Missing values indicate either exceeding minimum temperature or that maximum cruise power should be used for maximum range.
A c
NOTE: Missing vlaues indicate either exceeding minimum temperature or that maximum cruise power should be used for maximum range
FEET
NOTE:
Missing values indicate either exceeding minimurr
mperature or that maximum cruise power should be used for maxlmum range
For operation with ice vanes extended, maintain same power as with Ice vanes retracted and increase total fuel flow by 1 5 O l O
200
400
600
WEIGHT ..............................12585 LBS BEFORE ENGiNE STAR7

FUEL . . . . . . . . . . . . . . . . . . . . . . . ..AVIATION KEROSENE
FUEL DENSITY ....................6.7LBSiGAL
ICE VANES. . . . . . . . . . . . . . . . . . . RETRACTED
RANGE
800
1000
1230
NAUTICAL MILES
1600
1800
AP 0030ji
2000
NOTE: RANGE INCLUDES START, TAXI, TAKE-OFF,

For operation with ice vanes extended, decrease fuel flow and TAS by 7% and establish the limit power which is available by
observing maximum cruise engine limits
observing maximum cruise engine limits.
CAS
For operation with ice vanes extended, decrease fuel flow and TAS by 7% and estabhsh the limit power which is available by
FEET
TAS
TAS
168
170
OC
171
TAS
172
175
For operation w ~ t hice vanes extended, decrease fuel flow and TAS by 7% and establish the limit power which is available by
For operation with Ice vanes extended, decrease fuel flow and TAS by
FEET
OC
?O/O
and establish the limit power which is avadable by
200
1000
F U E L REQUIRED %POUNDS
42
16
AP 001114
WEIGHT 11,000 LBS
NOTE: FOR OPERATION WITH ICE VANES EXTENDED, PAS WILL BE REDUCED BY APPROXIMATELY 25 KNOTS.
TRUE AIRSPEED
- KNOTS
AP 003052
N: :"E:
FOR OPERATION WITH ICE VANES EXTENDED, ADD 40C TO THE ACTUAL OR
INDICATED TEMPERATURE BEFORE ENTERING GRAPH.
2. ISA DEVIATION LINES REFLECT ACTUAL TEMPERATURES (FLIGHT PLANNING) AND

INDICATED TEMPERATURES SHOULD BE USED FOR INFLIGHT CRUISE POWER
SETTINGS.
-80
-70
-60
-50
-40
-30
-20
-10
10
20
30
INDICATED OUTSIDE AIR TEMPERATURE -"C
40
50
60
70
80
AP 003053
NOTE:
1. FOR OPERATION WITH ICE VANES EXTENDED, ADD 30C TO THE ACTUAL OR INDICATED
TEMPERATURE BEFORE ENTERING GRAPH.
2. ISA DEVIATION LINES REFLECT ACTUAL TEMPERATURES (FLIGHT PLANNING) AND INDICATED
TEMPERATURES SHOULD BE USED FOR INFLIGHT CRUISE POWER SEUINGS.
-80-70-60-50-40-30-20-10
10
20
30
INDICATED OUTSIDE AIR TEMPERATURE
50
40
-"
60
70
80
AP ~~13054
WEIGHT 11000 LBS

NOTE: FOR OPERATION WITH ICE \JANES EXTENDED, TAS WILL BE REDUCED BY APPRC
200
220
240
TRUE AIRSPEED
260
- KNOTS
AATELY 25 KNOTS
280
300
AP 003055
NOTE: 1. FOR OPERATION WITH ICE VANES EXTENDED, ADD 40C TO THE ACTUAL OR
INDICATED TEMPERATURE BEFORE ENTERING GRAPH.
2. ISA DEVIATION LINES REFLECT ACTUAL TEMPERATURES (FLIGHT PLANNING) AND
INDICATED TEMPERATURES SHOULD BE USED FOR INFLIGHT CRUISE POWER
SETTINGS
80
-70
-60
-50
-40
-30
-20
-10
10
20
30
INDICATED OUTSIDE AIR TEMPERATURE -
40
'C
50
60
70
80
AP 003056
NOTE:
1 . FOR OPERATION WITH ICE VANES EXTENDED, ADD 30C TO THE ACTUAL OR INDICATED
TEMPERATURE BEFORE ENTERING GRAPH.
ISA DEVl
TEFAPER
-80-70-60-50-40-30-20-10
10 20 30 40 50 60 70 80
INDICATED OUTSIDE AIR TEMPERATURE
- "C
AP GO3357
NOTE:
SUBTRACT A T FROM INDICATED (GAGE) O A T T O

OBTAIN TRUE OAT. ( A T ASSUMES A RECOVERY
FACTOR OF 0.7)
ATTEMPERATURE CORRECTION
Oc
NOTE: The Fuel Quantitv Indicator is calibrai:ed for correct indication when using Aviation Kerosene Jet A and Jet A l . When using other fuels, multiply
EXAMPLE:
. . .
ALTIMETERSETING .
LANDING FIELD ELEVATION . .
CABIN ALTITUDE SETTI-IG
28.50
29.6 IN. HG
5330 FT
. .
. . .
29.00
6100 FT
29.50
30100
ALTIMETER SETTING -- IN. HG
30.50
31:00
SYSTEMS DESCRlPTl
TABLE OF CONTENTS
Ground Turning Clearance ....................................................................................................
Three View ............................................................................................................................
General Specifications ..........................................................................................................
Instrument Panel .................................................................................................... 8.6. 8.7.
8-3
8-4
8-5
8-8
PROPULSION SYSTEMS
Engine .................................................................................................................................. 8-9

Overtemperature Limits ................................................................................................... 8-10
8-11
Ignition .............................................................................................................................
Auto Ignition .....................................................................................................................
8-11
Fuel Control .................................................................................................................... 8-11
Propulsion System Controls ................................................................................................ 8-11
Power Levers .................................................................................................................. 8-11
Propeller Levers............................................................................................................... 8-11
Condition Levers ............................................................................................................. 8-11
Propeller Reversing ......................................................................................................... 8-11
Engine Instrumentation ....................................................................................................... 8-12
8-12
Annunicator System ............................................................................................................
Annunciator Panels ................................................................................................. 8.13. 8-14
Engine Lubrication............................................................................................................. 8-12
8-14
Magnetic Chip Detector .......................................................................................................
Engine
Ice Protection .......................................................................................................... 8-14
.
Fuel.................................................................................................................................. 8-14
Engine Air Inlet ................................................................................................................
8-14
Ice Vanes (Inertial Separator System) ............................................................................. 8-15
Propeller System ................................................................................................................. 8-15
Reversing Propeller ......................................................................................................... 8-15
Low Pitch Stop ................................................................................................................. 8-15
Propeller Governors ......................................................................................................... 8-15
Fuel System ........................................................................................................................ 8-16
Fuel System Schematic ......................................................................................... 8.17. 8-18
Fuel. .Pumps .................................................................................................................. 8-16
Auxllrary Fuel Transfer System ........................................................................................ 8-19
Use of Aviation Gasoline ................................................................................................. 8-19
Crossfeed ........................................................................................................................8-19
Firewall Shutoff ................................................................................................................ 8-19
Fuel Routing in Engine Compartment .............................................................................. 8-19
Fuel Drain Collector System ............................................................................................ 8-20
Fuel Drains ...................................................................................................................... 8-20
Fuel Gaging System .................................................................................................... 8-20
Electrical System ..............................................................................................................8-20
8-21, 8-22
Power Distribution Schematic .................................................................................
AC Generation .................................................................................................................
8-23
8-23
Security Keylock Switch ...................................................................................................
8-23
External Power ................................................................................................................
AIRFRAME
8-23
Cabin Appointments ............................................................................................................
8-23
Seating ............................................................................................................................
8-24
Cabin Equipment .............................................................................................................
Cargo Configuration .............. :..........................................................................................
8-24
8-24
Aft Cabin Area .................................................................................................................
8-24
Optional Interior ...............................................................................................................
Shoulder Harness Installations ..................................................................................... 8-24

Airstair Entrance Door .................................................................................................. 8-24
Emergency Exit............................................................................................................. 8-25
Polarized Cabin Windows ................................................................................................ 8-25
Flight Controls ..................................................................................................................... 8-25
Control Locks ................................................................................................................... 8-25
Manual Elevator Trim ....................................................................................................... 8-26
Electric Elevator Trim ....................................................................................................... 8-26
Rudder Boost (Army only) ................................................................................................... 8-26
Yaw Damp ........................................................................................................................... 8-26
Flaos ................................................................................................................................ 8-26
Landing Gear .................................................................................................................... 8-27
Manual Landing Gear Extension .................................................................................... 8-27
Brake System ................................................................................................................ 8-28
Tires ................................................................................................................................. 8-28
Engine Bleed Air Pneumatic System ................................................................................... 8-28
Bleed Air Waming System .................................................................................................. 8-28
Pitot and Static System ....................................................................................................... 8-28
Pitot and Static System Schematic .................................................................................. 8-29
8-28
Flight Instruments ................................................................................................................
Lighting ..............................................................................................................................
8-30
Cockpit ........................................................................................................................ 8-30
Cabin ............................................................................................................................... 8-30
Exterior ............................................................................................................................ 8-30
Emergency Lighting System ............................................................................................ 8-30
Stall Warning System .......................................................................................................... 8-30
Environmental System ........................................................................................................ 8-31
Pressurization System ..................................................................................................... 8-31
Flow Control Unit ............................................................................................................. 8-31
Environmental System Schematic .................................................................................. 8-32
Unpressurized Ventilation ............................................................................................... 8-33
Heating ............................................................................................................................ 8-33
Air Conditioning System .................................................................................................. 8-33
8-33
Environmental Controls ...................................................................................................
Automatic Mode Control .............................................................................................
8-34
Manual Mode Control .................................................................................................8-34
Bleed Air and Vent Control .........................................................................................8-34
8-35
Oxygen System ..................................................................................................................
8-36
Oxygen System ...............................................................................................................
Ice Protection Systems ..................................................................................................... 8-35
Windshield Heat............................................................................................................... 8-35
Propeller Electric Deice System ....................................................................................... 8-35
Propeller Electric Deice System Schematic ..................................................................... 8-37
Surface Deice System ................................................................................................... 8-37
Surface Deice System Schematic ................................................................................. 8-38
Pitot Mast .........................................................................................................................
8-39
Fire Detection System .................................................................................................... 8-39
Fire Detection System Schematic ............................................................................... 8-39
Fire Extinguisher System ................................................................................................. 8-40
Fire Extinguisher System Schematic ..............................................................................8-40
8-41
Windshield Wipers ...............................................................................................................
Care and Handling in Cold weather .....................................................................................8-41
8-41
Preflight Inspection .....................................................................................................
8-41
Taxiing .............................................................................................................................
8-41
Take-off and Flight ...........................................................................................................
Landing ............................................................................................................................
8-41
8-42
AVIONICS ...........................................................................................................................
O U N D TURNING C L E A R A N C E
Radius for
Radius for
Radius for
Radius for
Inside Gear
Nose Wheel
Outside Gear
Wing Tip
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.4
.19
.21
.39
feet
feet
feet
feet
6 inches
1 inch
10 inches
TURNING RADII ARE PREDICATED ON THE USE O F P A R T I A L BRAKING ACTION AND DIFFERENTIAL
POWER.
THREE VIEW
GENERAL SPECIFICATIONS
WEIGHTS
Maximum Take-off Weight ...................................................................................
Maximum Ramp Weight .......................................................................................
Maximum Landing Weight ....................................................................................
Maximum Zero Fuel Weight .................................................................................
12,500 Ibs
12,585 Ibs
12.500 Ibs
10,400 Ibs
WING AREA AND LOADING

Wing Area ..................................................................................................... 303.0 sq ft
Wing Loading ...................................................................................................... 41.3 Ibkq ft
Power Loading ........................................................................................................ 7.4 Iblhp
DIMENSIONS
Wing Span .............................................................................................................. 54 ft 6 in.
43 ft 10 ~ n .
Length ...................................................................................................................
Height to Top of Fin ................................................................................................
15 ft .5 ~ n .
CABIN DIMENSIONS
Total Pressurized Length ..................................................................................... 264 in.
Cabin Length, partition to partition .......................................................................... 128 in.
Cabin Height ................................................................................................................
57 in.
Cabin Width ................................................................................................................. 54 in.
Entrance Door ............................................................................................. 51.5 in. x 26.7 in.
Compartment Volumes
Pressurized Compartment .............................................................................393 cu ft
Rear Baggage Compartment ........................................................................ 53.5 cu ft
Nose Electronics Compartment .......................................................................... 16 cu ft
~ a b i n ~ o m p a r t m e(Excluding
nt
Pilot and Baggage Compartment) ..................... 253 cu ft
USABLE FUEL
Main Tank System ..................................................................................................
Auxiliary System (If installed) ............................................................................
Total ........................................................................................................................
386 gals
158 gals
544 gals
OIL CAPACITY
Each Engine ...........................................................................................................
3.5 gals
PILOT'S COtVTROL WHEEL
INSTRUMENT PANEL
COPILOT'S CONTROL WHEEL

A P 001053
u1m
=;T=\
B?P1m
PEDESTAL (TYPICAL)
OVERHEAD FUEL, CONTROL, CIRCUIT

BREAKER AND OXYGEN PANELS
NOTE: Seciirity ke ylock and rudder boost

installed only on Army aircraft,
"M.
0 VERHEAD CIRCUIT BREAKER PANEL
N C LWAMTITY
STANDBY
STANDBY
m NP
R*P
0
ar
Q1
OM
AUX T R A N W E R
OVERRIDE
U I X TRANSFER
OMRRIOE
0
AUTO
AUTO
ENGINE
FUEL
FUEL MANAGEMENT PANEL
Panels Installed on Aircraft Equipped with Auxiliary Fuel System
,/
PROPULSION SYSTEMS
ENGINE
The PT6A-38 engine has a three stage axial, single stage
centrifugal compressor, driven by a single stage reaction
turbine. The power turbine, a two stage reaction turbine,
counter-rotating with the compressor turbine, drives the
output shaft. Both the compressor turbine and the power
turbine are located in the approximate center of the engine
with their shafts extending in opposite directions. Being a
reverse flow engine, the ram air supply enters the lower
portion of the nacelle and is drawn in through the aft
protective screens. The air is then routed into the
compressor. After it is compressed, it is forced into the
annular combustion chamber, and mixed with fuel that is
sprayed in through 14 nozzles mounted around the gas
generator case. A capacitance discharge ignition unit and
two spark igniter plugs are used to start combustion. After
combustion, the exhaust passes through the compressor
turbine and two stages of power turbine and is routed through
two exhaust ports near the front of the engine. A pneumatic
fuel control system schedules fuel flow to maintain the power
set by the gas generator power lever. Propeller speed within
the governing range remains constant at any selected
propeller control lever position through the action of a
propeller governor, except in the beta range where the
maximum propeller speed is controlled by the pneumatic
section of the propeller governor.
The accessory drive at the aft end of the engine provides
power to drive the fuel pumps, fuel control, the oil pumps, the
refrigerant compressor (right engine), the starterlgenerator,
EXHAUST
and the tachometer transmitter. At this point, the speed of the

drive (N1 is the true speed of the compressor stde of the
engine, 37,500 rpm (which corresponds to 100% N,).
Maximum continuous speed of the engine is 38,100 rprn,
which equals 101.5% N1, with a:transient overspeed of
38,500 rpm, which equals 102.6 N 1 .
The reduction gearbox forward of the powerturbine provides
gearing for the propeller and drives the propeller tachometer
transmitter, the propeller overspeed governor, and the
propeller governor. Prior to gear reduction, the turbine speed
on. the power side of the engine is 30,000 rprn at 2000
propeller rpm.
Propeller torque value IS measured by a hydro-mechanical
device located inside the first stage reduction gear housing to
provide an accurate indication of engine power output. The
mechanism consists of a torquemeter cylinder, a piston,
valve plunger and spring. Rotation of the first stage ring gear
in the reduction gearbox is resisted by the helical splines
which impart an axial movement to the ring gear and
therefore to the torquemeter piston. A torquemeter valve
regulates the input of engine oil into the torque cylinder to
stabilize the piston position. The pressure created in the
torque cylinder is plumbed to the torquemeter transminer to
give a relative reading of torque.
Deceleration on the ground is achieved by bringing t k
propeller blades through the Beta range into a reversing pitch
by utilizing the pitch change mechanism. The power levers
must be retarded below the IDLE position by raising them
over a detent. Reversing power is available in direct
proportion to the retarding of the levers in the reversing
range.
COMBUSTION CHAMBER
E N G I N E CUTAWAY
ENGINE INLET
A
AREA A
DETERMINE AND CORRECT CAUSE OF

OVERTEMPERATURE
RECORD IN ENGINE LOG BOOK
AREA 6
PERFORM HOT SECTION INSPECTION
AREA C
RETURN ENGINE TO OVERHAUL
10
15
20
25
30
TIME-SECONDS
NOTE
TURBINE GAS TEMPERATURES SHOWN MAKE NO ALLOWANCE
FOR CORRECTlON FACTORS OR INSTRUMENT ERRORS. BUT
DO ALLOW FOR SOME TYPICAL INSTRUMENT LAG
ENGINE OVERTEMPERATURE LlMlTS
(ALL CONDITIONS EXCEPT STARTING)
~~002730
IGNITION
The battery master switch and security keylock switch (Army
only) must be on before attempting to start the engine.
Number 1 and 2 engines are started by separate, three
position switches located on the overhead control panel,
placarded IGNITION AND ENGINE START - STARTER
ONLY - OFF - ON. Each switch may be moved aft to the
STARTER ONLY position to motor the engine for the
purpose of clearing it of fuel without the ignition circuit on.
The switch is spring loaded and will return to the center OFF
position when released. Moving the switch forward to the ON
position activates both the starter and ignition, causing the
appropriate IGN ON light on the annunciator to illuminate.
When engine speed has accelerated through 50% N1 or
above on starting, the switch must be manually placed in the
center OFF position to stop the starter drive action.
AUTO IGNITION
The auto ignition system provides automat~c ignition to
prevent engine loss due to combustion failure. This system is
provided to ensure ignition during take-off, landing,
turbulence, and penetration of icing or precipitation
conditions. The practice of arming the system prior to take-off
and turning the system off after landing is recommended to
assure the system being armed in the required condit~on.To
arm the system, move the switches, placarded ENG AUTO
IGN, located on the overhead control panel, to ARM. If for
any reason the engine torque falls below 20 percent, the
igniter will automatically energize and the appropriate IGN
ON light on the cautioniadvisory annunciator panel will
illuminate. For extended ground operation, the system
should be turned off (aft position) to prolong the life of the
igniter units.
the power levers, propeller levers, and condition levers. The

power levers serve to control engine power. The condition
levers control the flow of fuel at the fuel control outlet and
select fuel cut off, low idle and high idle functions. The
propeller levers are operated conventionally and control the
constant speed propellers through the primary governor.
POWER LEVERS
The power levers provide control of engine power from idle
through take-off power by operation of the gas generator
(N,) governor in the fuel control unit. Increasing N1 rprn
results in increased engine power.
PROPELLER LEVERS
Each propeller lever operates a speeder sprlng inside the
primary governor to reposition the pilot valve, w h c h results II?
an increase or decrease of propeller rpm. For propeller
feathering, each propeller lever manually lifts the pilot valve
to a position which causes complete dumping of high
pressure 011. ,3etents at the rear of lever trave! prevent
inadvertent movement into the feather~ngrange. Operatmg
range is 1600 to 2000 rpm.
CONDITION LEVERS
The cond~tlonlevers have three p o s ~ t ~ o nFUEL
s
CUTOFF
LOW IDLE and HlGH IDLE Each lever controls the ~ d l ecut
off funct~onof the fuel control unit and I m t s Idle speed at
52% N1 for low idle, and 70% N1 for hlgh idle
PROPELLER REVERSING
When the power levers are lifted over the IDLE detent, they
control engine power through the Beta and reverse ranges.
CAUTION
FUEL CONTROL
The basic engine fuel system conzists of an engine driven
fuel pump, a fuel control unit, a fuel flow divider, a dual fuel
manifold and fourteen fuel nozzles. The fuel flow divider acts
as a drain valve to clear residual fuel after engine shutdown.
The engine fuel control unit supplies information to the engine fuel control system. This fuel control unit is a hydromechanical computing and meterlng device wh~chdetermines the proper fuel qchedule for the engine to provide the
power required, as established by the position of the power
levers. This is accomplisheci by controlling the speed of the
compressor turbine.
PROPULSION SYSTEM CONTROLS

The propulsion system is operated by three sets of controls;
Propeller reversing on unimproved surfaces

should be accomplished carefully to prevent
propeller erosion from reversed airflow and, in
dusty conditions, to prevent obscuring the
operator's vision.
Condition levers, when set at HlGH IDLE, keep the engines

operating at 70% N1 high idle speed for maximum reversing
performance.
Power levers should not be moved into the

reversing position when the engines are not
running because the reversing system will be
damaged.
ENGINE INSTRUMENTATION
The engine instruments are located near the center portion of
the instrument panel to provide easy viewing by both pilots.
Designed for quick scan and uniform indication during normal
cruise flight, the instruments are arranged in two vertical
columns which correspond to the number one and number
two engine.
The torquemeters give an indication of the amount of torque
(read in percent) being applied to the propeller. Transient
torque of 110/~ is limited to 5 seconds. Refer to the UACL
Maintenance Manual for overtorque procedures.
The propeller tachometer is read directly in revolutions per
minute.
The turbine gas temperature (TGT) gives an instantaneous
reading of engine gas temperature between the compressor
turbine and the power turbines.
The N1 or turbine tachometer is read in percent of rpm.
based on a figure of 37.500 rpm at 10046. Maximum
continuous gas generator speed is lim~tedto 38,100 rpm or
101.596 N1.
The fuel flow indrcator
IS
read directly In pounds per hour
Whenever a fault occurs that requires the pilot's attention but

not immediate reaction, master fault caution lights in the
glareshield will illuminate. The master fault caution lights may
be extinguished by pressing the face of the lens to reset the
circuit. At the same time the glareshield master fault caution
light illuminates, the apprpriate fault light will illuminate on the
cautioniadvisory panel. The fault light on the caution/advisory
panel will not extinguish until the fault has been corrected.
The caution indications are arranged on the top portion of the
caution/advisory annunciator panel.
The advisory indications are arranged on the bottom portion
of the caution/advisory annunciator panel. There is no fault
warning light associated with the advisory functions. The
advisory lights are to indicate a functional situation.
The annuncrator system hghts may be tested by the swltch
located to the rrght of the cautlon advtsory annuncrator
Placlng
the
switch
~n the
momentary
panel
ANNUNCIATOR TEST pos~tionw ~ l lcause all the l~ghts ~n
the glareshield fault warnlng and cautlon ind~cators
warning and the cautlon adv~soryannunc~atorpanel to 1 1 luminate
The annunciator system lights are dimmed when the master
panel lights sw~tchIS actuated and the p~lots flrght Instrument
llghts are on The llghts are automatically reset to maxtmum
brightness when
The combination oil indicator provides pressure and

temperature of engine oil.
1. The main airplane power (both DC generators) off
Proper observation and lnterpretatron of these Instruments
prov~dean rnd~cat~on
of engine performance and cond~tlon
2. The instrument indirect lights are ON

3. The master panel lights swrtch is OFF
ANNUNCIATOR SYSTEM
The annunciator system consists of a warning annunciator
panel (with red readout) located on the pilot's instrument
panel, and a cautionladvisory annunciator panel (caution yellow, Advisory - Green) located on the center subpanel.
Mounted on the glareshield, directly in front of the pilot, is a
yellow master fault caution light. A red master fault warning
light and a yellow master fault caution light are mounted ~n
the glareshield on the copilot's side.
Individual function lights are of the word readout type. In the
event of a fault, a signal is generated and applied to the
respective channel in the appropriate annunciator panel. If
the fault requires the immediate attention of the pilot, the
master fault warning light on the right side of the glareshleld
will illuminate. The master fault warning light may be
extinguished by pressing the face of the light to reset the
c~rcuit. The illuminated fault indication on the warning
annunciator panel will remain on if the fault is not, or cannot
be, corrected. If an additional fault occurs, the appropriate
hght on the annunciator panel will illuminate and the master
fault warning light will again illuminate.
4. The master panel lights switch is ON and the pilot's

flight instrument lights switch is OFF.
ENGINE LUBRICATION
Engine oil, conta~ned~nan integral tank between the engine

arr intake and the accessory case, cools as well as lubricates
the engine. An 011 radiator located ins~dethe lower nacelle.
keeps the englne oil temperature with~nthe operatrng limits.
A thermal element is used to regulate 011flow through the
radiator. Englne oil also operates the propeller pitch change
mechan~smand the engine torquernenter system.
The lubrication system capacity per englne 1s 3.5 U.S. gallons. The 011tank capacity is 2.3 gallons w ~ t h5 quarts measured on the dipst~ckfor adding purposes. Recommended
011sand oil changing procedures are listed in the SERVICING
section.
ANNUNCIATOR PANELS
WARNING ANNUNCIA TOR

NOMENCLATURE
COLOR
CAUSE FOR ILLUMINATION
# 1 FUEL PRESS
Red
Fuel pressure failure on left side
# 2 FUEL PRESS
Red
Fuel pressure failure on right side
L BL AIR FAIL
Red
Left bleed air warning line has melted or failed.

indicating possible loss of # I engine bleed air
R BL AIR FAIL
Red
Right bleed air warning line has melted or failed.

indicating possible loss of # 2 engine bleed air
AL T WARN
Red
Cabin altitude exceeds 12.500 feel
INST AC
Red
Both 26v AC transformers inoperative; no power

to torquemeters or fuel flow instruments.
AP TRIM FAIL
Red
Trim won 7 run or running opposite direction

commanded
# 1 CHIP DETR
Red
Contamination of # 1 engine oil

detected
# 2 CHIP DETR
Red
Contaminahon of # 2 engine oil

detected
CAUT/ON/ADVISORY ANNUNCIA TOR

# I DC GEN
Yellow
# 1 engine generator off the line
# 1 INVERTER
Yellow
# 1 inverter is inoperative
REV NOT READY
Yellow
Propeller levers are not in the high rpm, low

pitch position, with the landing gear extended
# 2 INVERTER
Yellow
# 2 inverter is inoperative
# 2 DC GEN
Yellow
# 2 engine generator off the line
# 1 EXTGH DISCH
Yellow
# I engine fire extinguisher discharged
# 7 NAC LOW
Yellow
# I engine has 20 minutes fuel remaining at sea

level, normal cruise power ccnsumption rate
CABIN DOOR
Yellow
Cabin door open or not secure
# 2 NAC LOW
# 2 engine has 20 minutes fuel remaining at sea

level, normal cruise power consumption rate
# 2 EXTGH DISCH
Yellow
# 2 engine fire extinguisher discharges
# 1 VANE FAIL
Yellow
# I engine ice vane malfunction. Ice vane has not
attained proper position

BA TTERY CHARGE
Yellow
Excessive charge rate on battery
8-13
# 2 VANE FAIL
Yellow
# 2 engine ice vane malfunction. Ice vane has not

attained proper posit~on
DUCT 0 VERTEMP
Yellow
Excessive bleed air temperature in .environmenlal

heat ducts
IFF
Yellow
Transponder fails to reply to a valid mode 4 interrogation
# I NO FUEL XFR
Yellow
The auxiliary fuel tank on the side of the # 7

engine is not transferring fuel into the nacelle tank
# 2 NO FUEL XFR
Yellow
The auxiliary fuel tank on the side of the # 2

engine is not transferring fuel into the nacelle tank
# 7 VANE EXT
Green
Ice vane extended
FUEL CROSSFEED
Green
Crossfeed valve is open
AIR CON0 N1 LOW
Green
# 2 engine rpm is loo low for air conditioning load
# 2 VANE EXT
Green
Ice vane extended
# 7 IGN ON
Green
# I engine ignition:siart switch is on or # 1 engine

auto ignition switch is armed and the engine torque
is below 20 percent
L EL AIR OFF
Green
Left environmental bleed air valve closed
EXTERNAL POWER
Green
External power connector is plugged in
R EL AIR OFF
Green
Right environmental bleed a1r valve closed
# 2 IGN ON
Green
# 2 engine ignitioion~startswitch is on or # 2 engine

auto ignition switch is armed and the engine iorque
is below 20 percent
MAGNETIC CHlP DETECTOR

A magnetic chip detector is installed in the bottom of each
engine nose gearbox. This detector will activate a red light on
the annunciator panel, # I CHlP DETR or #2 CHlP DETR, to
alert the pilot of oil contamination indicating possible or pending engine failure.
Each pneumatic fuel control line is protected against ice by

an electrically heated jacket. Power is supplied to each fuel
control air line jacket heater by two switches actuated by
moving the condition levers in the pedestal out of the fuel
cutoff range. Fuel control heat is automatically turned on for
all engine operations.
ENGINE AIR INLET
ENGINE ICE PROTECTION

FUEL
An oil-to-fuel heat exchanger, located on the engine accessory case, operates continuously and automatically to heat
the fuel sufficiently to prevent ice from collecting in the fuel
control unit.
Engine exhaust heat is utilized for heating the engine air inlet
lips. Hot exhaust IS picked up by a scoop inside each englne
exhaust stack and plumbed downward to connect into each
end of the inlet lip. Exhaust flows through the inside of the lip
downward to the bottom where it is plumbed out through the
bottom of the nacelle. No shut-off or temperature indicator is
necessary for this system.
ICE VANES (INERTIAL SEPARA TOR SYSTEM)

An inertial separation system is built into each engine air inlet
to prevent moisture particles from entering the engine inlet
plenum under icing conditions. A movable vane and a bypass door are lowered into the airstream when operating in
visible moisture at + 5C or colder, by energizing electrical
REactuators with the switches, placarded ICE VANE
TRACT - EXTEND, located on the overhead control panel. A
mechanical backup system is provided, and is actuated by
pulling the T-handles just below the pilot's subpanel
placarded ICE VANE #1 ENG #2 ENG. Decrease airspeed to 160 knots or less to reduce forces for manual extension. Normal airspeed may then be resumed.
The vane deflects the ram airstream slightly downward to

introduce a sudden turn in the airstream to the engine, causing the moisture particles to continue on undeflected, because of their greater momentum, and to be discharged
overboard.
While in the icing flight mode. the extended position of the
vane and by-pass door is indicated by green annunciator
lights, #1 VANE EXT and # 2 VANE EXT.
In the non-ice protection mode, the vane and by-pass door
are retracted out of the airstream by placing the ice vane
switches in the RETRACT position. The green annunciator
lights will extinguish. Retraction should be accomplished at
+ 15'C and above to assure adequate oil cooling. The vanes
should be either extended or retracted; there are no intermediate positions.
If for any reason the vane does not attain the selected position within 15 seconds, a yellow # 1 VANE FAlL or #2 VANE
FAlL light illuminates on the caution/advisory panel. In this
event, the manual backup system should be used. When the
vane is successfully positioned with the manual system, the
yellow annunciator lights will extinguish. Refer to the Ser~icing section for resetting the vane actuator linkage after a
manual extension.
ENGINE INLET SCOZEN
EXHAUST
EXHAUST HEATED
ENGINE AIR
EXHAUST GAS
SCREEN
ROUTE O f AIR
rn
SCREEN
INERTIAL VANE
BYPASS D O O R
ENGINE ICE PROTECTION
PROPELLER SYSTEM
REVERSING PROPELLER
The Hartzell propeller is of the full feathering, constant

speed, counter-weighted, reversing type, controlled by engine oil pressure through single action, engine driven propeller governors. The propeller is three bladed and flange
mounted to the engine shaft. Centrifugal counterweights.
assisted by a feathering spring, move the blades toward the
low rpm (high pitch) position and into the feathered position.
Governor boosted engine oil pressure moves the propeller to
the high rprn (low pitch) hydraulic stop and reverse position.
The propellers have no low rpm (high pitch) stops; this allows
the blades to feather after engine shutdown.
PRIMARY LOW PITCH STOP

Low pitch propeller position is determined by the low pitch
stop which is a mechanically actuated, hydraulic stop. Beta
and reverse blade angles are controlled by the power levers
in the Beta and reverse range.
PROPELLER GOVERNORS
Two governors, a constant speed governor, and an overspeed governor, control the. propeller rpm. The constant
speed governor, mounted on top of the reduction housing,
controls the propeller through its entire range. The propeller
control lever operates the propeller by means of this governor. If the constant speed governor should malfunction and
request more than 2000 rpm, the overspeed governor cuts in
at 2080 rpm and dumps oil from the propeller to keep the rpm
from exceeding approximaLely 2080 rpm. A solenoid, actuated by the PROP GOV TEST switch located on the overhead control panel, is provided for resetting the overspeed
governor to approximately 1830 to 1910 rpm for test purposes.
If the propeller sticks or moves too slowly during a transient
condition causing the propeller governor to act too slowly to
prevent an overspeed condition, the power turbine governor,
contained within the constant speed governor housing, acts
as a fuel topping governor. When the propeller reaches 2120
rpm, the fuel topping governor limits the fuel flow to the gas
generator, reducing N1 rpm, which in turn prevents the propeller rpm from exceeding approximately 2200 rpm. During
operation in the reverse range, the power turbine governor is
reset to approximately 95% propeller rpm before the propeller reaches a negative pitch angle. This ensures that the
engine power is limited to maintain a propeller rpm somewhat
less than that of the constant speed governor setting. The
constant speed governor therefore, will always sense an
underspeed condition and direct oil pressure to the propeller
servo piston to permit propeller operation in Beta and reverse
ranges.
FUEL SYSTEM
The fuel system consists of two separate systems connected
by a valve-controlled crossfeed line. Each system consists of
a nacelle tank, two wing leading edge tanks, two box section
bladder tanks, and an integral (wet cell) tank, all interconnected to flow into the nacelle tank by gravity. This system of
tanks is filled from the filler located near the wing tip.
The auxiliary fuel system, installed on some airplanes, consists of a center section tank with its own filler opening and an
automatic fuel transfer system to transfer the fuel into the
main system.
When the auxiliary tanks are filled, they will be used first.
During transfer of auxiliary fuel, which is automatically controlled, the nacelle tanks are maintained full. A swing check
valve in the gravity feed line from the outboard wing prevents
reverse fuel flow. Upon exhaustion of the auxiliary fuel, normal gravity transfer of the main wing fuel into the nacelle
tanks will begin.
An anti-siphon valve is installed at each filler port which
prevents loss of fuel or collapse of a fuel cell bladder in the
event of improper securing or loss of the filler cap.
Each fuel system is vented through two ram vents located on
the underside of the wmg adjacent to the nacelle. To prevent
icmg of the vent system, one vent is recessed into the wing
and the backup vent protrudes out from the w~ngand contams a heatmg element. The vent line at the nacelle contains
an inline flame arrestor.
All fuel is filtered with firewall-mounted 20 micron filter. These
filters incorporate an internal bypass which opens to permit
uninterrupted fuel supply to the engine in the event of filter
icing or blockage. In addition, a screen strainer is located at
each tank outlet before the fuel reaches the boost pump.
Integral strainers protect the main engine driven fuel pump
and the fuel drain collector pump.
Provisions for a fuselage mounted extended range fuel system are included in the system. These provisions consists of
manually operated shutoff valves in each wheel well, a fuel
drain and fuel lines which are routed from each wing gravity
feed line into the fuselage. The fuel connections in the fuselage are capped off when not in use. The fuel drain, located
on the underside of the wing center section adjacent to the
fuselage, should be drained after each use of the extended
range system.
FUEL PUMPS
The engine driven fuel pump (high pressure) is mounted on
the accessory case in conjunction with the fuel control unit.
Failure of this pump results in an immediate flameout. The
primary boos: pump (low pressure) is also engine driven and
is mounted on a drive pad on the aft accessory section of the
engine. This pump operates when the gas generator (N1) is
turning and provides sufficient fuel pressure to prevent cavi-
except operatat~ondur~ngstart, takeoff, all fl~ghtcond~t~ons

t ~ o nw~thhot avlat~ongasoline above 20.000 feet alt~tude,and
operation wlth crossfeed.
An electrically driven standby boost pum6 (low pressure)
located in the bottom of each nacelle tank performs three
functions; it is a backup pump for use in the event of a
primary fuel boost pump failure, it is for use with hot aviation
gasoline above 20,000 feet, and it is used during crossfeed
operations. In the event of an inoperative standby pump,
crossfeed can only be accomplished from the side of the
operative pump.
Electrical power to operate the'standby boost pumps is controlled by toggle switches, placarded STANDBY PUMP ON,
located on the overhead fuel control panel and is supplied
power from two independent sources. One source of power
for either the 1 or 2 standby pump is provided through the
number 1 or number 2 feeder buses and is protected by a
10-ampere circuit breaker located on the overhead circuit
breaker panel. This power is only available when the master
switch is turned on. Another source of power comes directly
from the banery through the hot battery bus and is protected
by dual 5-ampere circuit breakers located in the rlght wlng
center section. The circuit breaker panel may be serviced
through the access plate on the underside of the wing. outboard of the battery. This power source makes power available for the pumps at all times. regardless of the battery
master switch position. These circuits are protected by
diodes to prevent the failure of one circuit from disabling the
other circuit. During shutdown, make certain both standby
pump switches are off to prevent banery discharge.
Each standby fuel pump has an inertia switch included in the

power supply circuit. When subjected to a 5 to 6 G shock
loading, as in a crash situation, the inertia switch will remove
electrical power from the standby fuel pump.
In the event of a primary boost pump failure, the respective
red FUEL PRESS light in the warning annunciator panel w~ll
illuminate. This light illuminates when pressure decreases
below 9 to 11 psi. The light will be extinguished by switching
on the standby fuel pump on that side, thus increasing pressure above 9 to 11 psi.
Engine driven fuel pump operation without either

the engine driven boost pump or a standby pump
supplying fuel under pressure to the pump
(FUEL PRESS light on) is limited to 10 hours.
The pilot should record unboosted engine driven
fuel pump operation.
When using aviation gasoline, during climbs above 20,000

feet, the first indication of insufficient fuel pressure will be an
intermittent flicker of the FUEL PRESS lights. A wide fluctuation of the fuel flow indicator may also be noted. These
LIGHT
FUEL GAGE
LL
'
@
I
FUEL RETURN
VENT
FUEL SUPPLY
CROSSFEED
GRAVITY FLOW ANTI SURGE VALVE
PROBE AND DEfUELlNG
FlLltR DRAIN
NOISE FlLlER
OUTLET STRAINER
FUEL CONTROL
PURGE VALVE
FIREWALL
SUMP D R A I N
FLAME ARRESTOR
AND INDICATOR
FUEL FLOW TRANSMITTER
FUEL DRAIN COLLECTOR PUMP-
fUFL DRAIN COLLECTOR I A N K
FLOW DIVIDER
A N D DUMP VALVE
FUEL SYSTEM SCHEMATIC; - MAIN SYSTEM
I N D E R FUEL AND BOOST PUMP PRESSURE
FUEL OUANTITY PROBE
(q
-
FILLER CAP
CHECK VALVE
SUCTION RELIEF VALVE
'
SWITCH
FUStLA
FIREWALL SHUTOFF VALVE
ENGINE-DRIVEN
BOOST PUMP
FIREWALL FUEL FILTER
TO D R A I N M A N I F O L D
,PRESSURE
FUEL HEATER
ENGINE DRIVEN FUEL PUMP
FUEL CONTROL UNIT
FLOAT SWITCH
T FLOAT VALVE
CHECK VALVE
FUEL
FUEL VENT
FUEL RETURN
FUEL CROSSFEED
FUEL UNDER PUMP PRESSURE
FUEL AT STRAINER OR FILTER
SUCTION RELIEF VALVE
PRODES
@ FILLER
J &.#/A
AVIATION
WING LEADING EDGE
G R A V I l Y FLOW A N T I - S U R G I
TRANSFER CONTROL MOTIVE FLOW V A L V E
OUTLET STRAINER. D R A I N V A L V E
PROBE & DEFULL ADAPTER
FUEL CONTROL PURGE V A L V E
FUEL FLOW TRANSMITTER L INOICATO
ENGINE FUEL PUMP
FUEL ORAINCOLLECTOR TANK
-----
,FROM
CROSSFEEO V A L V E
VENT F L O A T V A L V E
STANDBY BOOST PUMP. INLET

STRAINER. D R A I N
FIREWALL SHUTOFF V A L V E
FIREWALL FUEL FILTER
PRESSURE SWITCH AND LIGHT
COLLECTOR PUMP
F L O A T SWITCH
FUEL CONTROL U N I T
FUEL NOZZLE MANIFOLD
conditions can be eliminated by turning on a standby pump.

An electrically driven fuel drain collector pump is located
below the aft engine accessory section in each nacelle. This
pump provides the automatic transfer of accumulated fuel,
dumped from the engine during start and shutdown, back to
the nacelle tank.
.
AUXILIARY FUEL TRANSFER SYSTEM (IF INSTAL LED). .

The auxiliary tank fuel transfer system automatically transfers the fuel from the auxiliary tank to the nacelle tank without
pilot action. Motive flow to a jet pump mounted in the.auxiliary
tank sump is obtained from the engine fuel plumbing system
downstream from the engine driven boost pump and routed
through the transfer control motive flow valve. The motive
flow valve is energized to the openposition by the control
system to transfer auxiliary fuel to the nacelle tank to be
consumed by the engine during the initial portion of the flight.
When an engine is started, pressure at the engine driven
boost pump closes a pressure switch which, after a 30 to 50
second time delay to avoid depletion of fuel pressure during
starting, energizes the motive flow valve. When auxiliary fuel
is depleted, a low level float switch de-energizes the motive
flow valve after a 30 to 60 second time delay provided to
prevent cycling of the motive flow valve due to sloshing fuel.
In the event of a failure of the motive flow valve or the
associated control circuitry, the loss of motive flow pressure
when there is still fuel remaining in the auxiliary fuel tank is
sensed by a pressure switch and float switch, respectively,
which illuminates a light placarded #1 or #2 NO FUEL XFR
on the annunciator panel. During engine start, the pilot
should note that the NO FUEL XFR lights extinguish 30 to 50
seconds after engine start. A manual override is incorporated
as a backup for the automatic transfer system- This is initiated by placing the AUX TRANSFER switch, located in the
fuel control panel to the OVERRIDE position.
NOTE
In turbulence or during maneuvers the No Fuel
Transfer Lights may momentarily illuminate after
the aux fuel has completed transfer.
USE OF A VIATION GASOLINE

If you find you must top off the fuel tanks with aviation
gasoline as an alternate fuel, you will need to determine how
many hours the airplane is operated on gasoline. Since the
gasoline is being mixed with the regular fuel, it is expedient to
record the number of gallons of gasoline taken aboard. A
good rule to follow for determining the number of hours of
operation on aviation gasoline is:
Each engine will consume approximately 50 gallons of fuel per hour. Divide the number of gallons of gasoline pumped into each side by 50
gallons to get the number o l hours of operation
on gasoline. Example: If 150 gallons of gasoline
are pumped into one side, divide by 50 and the
total is 3 hours. This means that the engine
should have 3 hours charged against it toward
the maximum of 150 hours between-overhaul
limit. Maintain a record of hours charged against
each engine.
NOTE
Crossfeed capability is required for operation
with aviation gasoline above 20.000 feet altitude.
CROSSFEED
During emergency single engine operation, it may become
necessary to supply fuel to the operative engine from the fuel
system on the opposite side. The simplified crossfeed system is placarded for fuel selection with a diagram on the
overhead fuel control panel. Place the standby pump
switches in the OFF position when crossfeeding. A lever lock
switch, placarded CROSSFEED, is moved from the center
OFF position to the lee or to the right, depending on direction
of fuel flow. This opens the crossfeed valve and energizes
the standby pump on the side from which crossfeed is desired. When the crossfeed mode is energized, a green FUEL
CROSSFEED light on the cautioniadvisory panel will illurnlnate.
FIRE WALL SHUTOFF

The fuel system incorporates a fuel line shutoff valve
mounted on each engine firewall. The firewall shutoff valves
close automatically when the fire extinguisher T handles on
the instrument panel are pulled out. The circuit breakers for
the firewall shutoff valves are placarded FIRE WALL VALVE
- #1 - #2, and are located in the fuel section of the overhead
circuit breaker panel. Like the boost pumps, the firewall
shutoff valves receive electrical power from the main buses
and also from the hot battery bus which is connected directly
to the battery.
FUEL ROUTING IN ENGINE COMPARTMENT

Just forward of the firewall shutoff valve is the prlmary boost
pump. From the primary boost pump, the fuel is routed to the
main fuel filter, the fuel flow indicator transmitter, through a
fuel heater that utilizes heat from the engine oil to warm the
fuel, through the engine driven fuel pump, then to the fuel
control unit. From there it is directed through the dual fuel
manifold to the fuel outlet nozzles and into the annular combustion chamber. Fuel at the engine fuel control unit is returned to the nacelle tank by a fuel purge line. Fuel dumped
from the engine during starting and shutdown operations is
accumulated and returned to the nacelle tank by the fuel

drain collector system.
FUEL DRAIN COLLECTOR SYSTEM

Each engine is provided with a fuel drain collector system to
return fuel, dumped from the engine during clearing and
shutdown operations, back into its respective nacelle tank.
The system draws power from the #4 feeder bus and fuel
transfer is completely automatic. Fuel from the engine flow
divider drains into a collector tank mounted below the aft
engine accessory section. An internal float switch actuates
an electric scavenger pump which delivers the fuel to the fuel
purge line just aft of the fuel purge shutoff valve. A check
valve in the line prevents the backflow of fuel during engine
purging. The circuit breaker for both pumps is located in the
fuel section of the overhead circuit breaker panel; placarded
SCAVENGER PUMP. A vent line, plumbed from the top of
the collector tank, is routed through an inline flame arrestor
and then downward to a drain manifold on the underside of
the nacelle.
FUEL DRAINS
During each prefhght, the fuel sumps on the tanks and filters
should be bled to check for fuel contammation A sump dra~n
wrench IS prov~dedIn the airplane loose tools to simplify
draining a small amount of fuel from the sump drain. There
are four sump drams (f~ve,if aux~liarysystem installed) and
one f~lterdrain in each wmg They are located as follows
NUMBER
DRAINS
LOCATION
Leading edge tank
Outboard of nacelle
underside of wing
Integral tank
Underside of wing
forward of aileron
Firewall fuel filter
Underside of cowling
forward of firewall
Sump strainer
Bottom center of nacelle

forward of wheel well
Gravity feed line
Aft of wheel well
Aux tank (if

installed)
At wing root just forward

of the flap
An additional drain for the extended range fuel system line

extends through the bottom of the wing center section adjacent to the fuselage. Anytime the extended range system is
in use, a part of the preflight inspection would consist of
draini~ga small amount of fuel from this drain to check for
fuel contarninatlon. Whenever the extended range system is
removed from the airplane and the fuel line is capped off in
the fuselage, the remaining fuel in the line must be drained.
FUEL GAGING SYSTEM

Fuel quantity in the fuel system is monitored by a capacitance fuel gaging system. Quantity is read directly in pounds.
A maximum 3% error may be encountered I n the system.
However, the system is compensated for density changes
due to temperature excursions. A graph is provided in the
CRUISE CONTROL section to allow more accurate readings
for all approved jet fuels and for aviation gasoline. If the
auxiliary fuel system is installed, a selector switch on the fuel
control panel, placarded FUEL QUANTITY MAIN - AUXILIARY, allows display of fuel level in either the main or auxiliary fuel system. There are two gages, one for each side. In
addition to the fuel gages, yellow #1 or # 2 NAC LOW lights
on the cautionladvisory annunciator panel illuminate when
there'is 20 minutes fuel remaining, based on sea level, normal cruise power consumption rates.
ELECTRICAL SYSTEM
The airplane electrical system is a 28 VDC (nominal) system
w ~ t hthe negative lead of each power source grounded to the
main arplane structure DC electrical power is prov~dedby
one 34 ampere-hour, atr cooled, 20 cell, nickekadm~um
battery and two 250-ampere starterlgeneraors connected in
parallel. The system IS capable of supplying power to all
subsystems that are necessary for normal operation of the
airplane. A hot battery bus IS prov~dedfor emergency operation of certain essent~alequipment and the cabin entry
threshold light circuit. Power to the maln bus from the battery
is through the battery relay controlled by a security keylock
sw~tch(Army only) and a master sw~tch,placarded B A l T ON
OFF. Both are located on the overhead control panel
Power to the bus system from the generators is through
generator line contactors. The voltage regulators prevent the
generators from absorb~ngpower from the bus when the
generator voltage is less than the bus voltage by opening the
hne contactors. The generators are controlled by master
sw~tchesplacarded #1 GEN and #2 GEN located on the
overhead control panel.
Starter power to each individual starter!generator IS provided

from the main bus through a starter relay. The start cycle is
controlled by a three position switch for each starter.
placarded IGNITION AND ENGINE START, on the overhead
control panel. The starter:generator drives the compressor
section of the engine through the accessory gearing. The
starterlgenerator initially draws approximately 1100 amperes
and then drops rapidly to about 300 amperes as the engine
reaches 20% of the gas generator speed.
Power is supplied from three sources; the battery, the right
generator, and the left generator. The generator busses are
interconnected by two 325-ampere current limiters. The entire bus system operates as a single bus with power being
supplied by the battery and both generators. There are six
dual fed sub-busses. Each sub-bus is supplied power from
either generator main bus through a 50-ampere circuit breaker, a 70-ampere diode, and a 35-ampere circuit breaker. All
NO. 2
INVERTER
--O
__d
115 V A C BUS N O . 2
NO. 2 T O W E METER
NO. 2 FUEL R O W
NO. 1 TOROUE M R E R
NO. 1 FUEL R O W
-'&
-
1 6 VAC BUS N O . 2 ,
VOLTFREQUENCY
METER
N O . 2 2 6 VAC
INVERTER
SELECT RELAY
N O . 1 2 6 VAC
INVERTER
SELECT RELAY
VERTQYRO
&:
I
115 VAC BUS N O . 1
NO. 1 VOLTFREQUENCY METER
AC POWER DISTRIBUTION SCHEMATIC
N O . 2 115 V A C
INVERTER
SELECT RELAY
b N SELECT
INVERTER
0 . . 115
RELAY
VAC
airplane loads are divided between these busses except as

noted on the accompanying electrical schematic. The equipment on the busses is arranged so that any items with duplicate functions, such as right and left landing lights, are connected to separate busses.
The generators are controlled by individual solid state voltage regulators which allow a constant voltage to be presented to the busses during variations in engine speed and
electrical load requirements. The load on the generators is
indicated by voltiloadmeters located in the overhead control
panel.
The generators are paralleled by utilizing the voltage developed between the "D" terminal of the generator and
ground. This terminal of each generator is connected from its
respective voltage regulator to that of the opposite generator
through the intervening voltage regulators. The paralleling
circuit also includes the paralleling relay. The field power of
the generator carrying the higher current is reduced while
that of the generator carrying the lower current is increased
until the load on each is equal. When one generator is on the
line and the other is off the line at the same voltage, the
voltage of the former is depressed and that of the latter is
increased through the paralleling circuit until both generators
are on the line. Should an overvoltage condition occur, the
paralleling circuit acts to lower the trip voltage on the overloaded generator to take the overloaded unit off the line.
leaving the other generator to supply the entire load.
Nickel-cadmium battery overheating will cause the battery
charge current to increase if thermal runaway is imminent.
The airplane has a charge current sensor which will indicate a
charge current increase. The charge current system senses
battery current through a shunt in the negative lead of the
battery. Any time the battery current charge exceeds approximately 7 amperes for 6 seconds or longer, the yellow BATTERY CHARGE annunciator light and the master fault caution light will illuminate.
Following a battery engine start, the warning light will illuminate approximately six seconds after the generator switch is
placed in the ON positim. The light will normally extinguish
within two to five minutes, indicating that the battery is approaching a full charge. The time interval will increase if the
battery has a low state of charge, the battery temperature is
very low, or if the battery has previously been discharged at a
very low rate (i.e. battery operation of radios or lights for
prolonged periods). The warning light may also illuminate for
short intervals after landing gear and/or flap operation. If the
warning light should iiiuminate during normal steady-state
cruise, it indicates that conditions exist that may cause a
battery thermal runaway. If this occurs, the battery switch
should be turned OFF and turned back ON only for gear and
flap extension and approach to landing.
A C GENERA TION
AC electrical power for the avionics and electrical systems is
provided by two solid state 400 Hz, single phase 750 VA
inverters. The inverter operation is controlled by two inverter

select switches on the overhead control panel. During normal
operation, the #Iinverter supplies 1 15 VAC and 26 VAC to
the #1 avionics and NAV systems and the left engine AC
instruments. The #2 inverter suppl&s AC power to the #2
avionics and NAV systems and the right engine AC instruments. Should either inverter fail, the total AC load i s
switched to the remaining inverter automatically unless a
ground fault exists. If an inverter should fail, an INVERTER
FAIL light in the annunciator panel will illuminate. Should the
engine instruments AC buses fail, and INST AC light in the
warning annunciator panel will illuminate.
Two volt-frequency meters are mounted in the overhead
control panel to provide monitoring capability for both 115
VAC buses. Normal display on the meter is shown in frequency (hertz). To read voltage, press the button located in
the lower left corner of the meter. Normal output of the
inverters will be indicated by 115 VAC and 400 Hz on the
meters.
SECURITY KEYLOCK SWITCH (ARMY ONLY)

The Army arrplane has a secur~tykeylock sw~tchmsialled on
the overhead control panel, placarded OFF - ON The swltch
is connected lnto the battery relay clrcutt and must be on
when energmng the battery master power switch. The key
cannot be removed from the lock when in the ON pos~tron
The keyset (two keys) wrll not fit the keylocks on other Army
arrplane.
EXTERNAL POWER
For ground operation, an external power socket. located
under the r~ghtwing outboard of the nacelle, is provided for
the use of auxiliary power units. A relay in the external power
crcuit will close only if the external source polarity is correct.
The security keylock switch (Army only) and battery switch
must be on when applying external power. For starting, external power sources capable of up to 1000-amperes (400amperes maximum continuous) should be used. A green
advisory light on the cautioniadvisory annunciator panel, EXTERNAL POWER, is provided to alert the operator when the
external DC power plug is connected to the airplane. Placing
the avionics master power switch in the EXT PWR position
will allow the use of an auxiliary power unit for avionics
checkout.
AIRFRAME
CABIN APPOINTMENTS
SEA TlNG
The prlot and cop~lotseats are separated from the cabrn by a
removable partition with sliding, lockable doors. The controls
for vertical height adjustment and fore and aft travel are
located under each seat. Both seats have adiustable head-
rests and armrests which will raise and lower for access to
the cockpit. Handholds on either side of the overhead panels
and a fold-away protective pedestal step are provided for
pilot and copilot entry into the cockpit. Each pilot and copilot
seat is equipped with a lap-type seat belt and shoulder harness connected to an inertia reel. A survival radio is mounted
on the partition directly aft of the pilot's seat. The pilot and
copilot compartment have individual ashtrays, a cigarette
lighter and a hand fire extinguisher mounted under the pilot's
seat.
lation air and reading lights are located at each Seat position.
The aisle facing toilet is located opposite the cabin entrance
door and is separated from the rest of the cabin by a partition
and lockable door. The toilet area is provided with lighting.
ventilation air and oxygen. The aft compartment is equipped
with tiedowns and storage for personal baggage up to 410
pounds. Two lights installed in the headliner ihJminate the aft
compartment.
Eight passenger seats are installed in the cabin area. All

seats are placarded on the horizontal leg cross brace as
FWD or AFT FACING and MAX 170 LB. AFT FACING. The
seats may be used in a club seating arrangement, provided
the occupant of an aft facing seat does not weigh more than
170 pounds. These seats are mounted on full length sea;
tracks to provide quick removal and various seat spacing.
The armrests adjacent to the aisle can be lowered to allow
ease of entry. The seats have reclining backs which can be
adjusted by a lever on the side for individual comfort. All seat
backs must be in the full upright position for take-off and
landing. Each seat is equipped with a lap-type seat belt and
an adjustable headrest
Shoulder harness installations are provided for the pilot and

copilot seats only. The belt is in the "Y" configuration with the
single strap being contained in an inertia reel attached to the
base of the seatback. The two straps are worn with one strap
over each shoulder and fastened by metal loops into the seat
belt buckle. The spring loading at the inertia reel keeps the
harness snug but will allow normal movement required during flight operations. The inertia reel is designed with a locking device that will secure the harness in the event of sudden
forward movement or an impact actton.
CABIN EQUIPMENT
Each basic seat posit~onhas an ashtray. air vent, overhead
readlng light and an oxygen outlet. Included in the cabin are
four paging speakers, a coat rod, a hand fire extingusher and
a survival radio, located adjacent to the cabin entrance door
Cabin overhead fluorescent lights and NO SMOKING/FASTEN SEAT BELTS signs and chime are provided. Opposlte
the entrance door, a partial partition with elast~cwebbing
provldes storage for 150 pounds of baggage.
CARGO CONFIGURA TION

The cabin area can be quickly converted for a combination
passengerlcargo or all cargo use by removing the seats and
partial partition. Cargo containers are secured with tie-down
fittings attached to the seat tracks.
AFT CABIN AREA

The aft cabin area is separated from the cabin by a permanent partition and a door which is lockable from within. A low
profile, removeable, electric flush toilet is installed in the aft
compartment. Light, vent~lationair and oxygen are provided.
The toilet area is placarded NOT TO BE OCCUPIED DURING TAKEOFF AND LANDING. The baggage area on the
right side of the aft compartment allows 350 Ibs. for baggage,
survival kit and raft storage. Elastic webbing is installed across the storage area to secure the baggage in flight.
OPTIONAL INTERIOR
An optional interior arrangement, consisting of five executive
cabin chairs, a two place couch and an aisle facing toilet, is
installed on some Army airplanes. Individual ash trays, venti-
SHOULDER HARNESS INSTALLA TIONS
AIRS TAlR ENTRANCE DOOR

A swing-down door, hinged at the bonom, prov~despositive
cabm securlty for flight and a convenient stairway for entry
and exit. Two of the three steps are movable and automatlcally fold flat agamst the door in the closed positton A plastic
encased cable provides support for the door in the open
position, a handhold for passengers, and a convenience for
closing the door from the insrde. An mflatable rubber door
seal around the cabm door expands to pos~twelyseal the
pressure vessel while the alrplane IS in fl~ght.Engine bleed
alr prov~desthe source of pressure to tnflate the seal.
The door locking mechanism is operated by the handle in the
center of the door. The inside and outside handles are mechanically interconnected. When the handle is rotated per
placard instructions, two latches hook into the door frame at
the top, and two lock bolts on each side of the door lock into
the frame on the sides. There are four sight openings on the
inner facing of the door: one opening over each locking bolt.
A green stripe, painted on the locking bolt, aligns with a black
pointer in the sight opening when the door is in a locked
condition.
A button adjacent to the door handle, both inside and outside
the cabin, must be depressed before the handle can be
rotated to open the door. This acts as an addit~onalsafety to
aid in preventing accidental openmg.
Another safety device is a small round window just above the
second step which permits observation of the pressurization
safety lock bellows. A placard adjacent to the window instructs the operator to make certain the safety lock arm is ~n
position around the bellows shaft. Pushing the red button
switch adjacent to the window illuminates the mechanism
inside the door. For security of the airplane on the ground.
the door can be locked with a key.
NOTE
CAUTION
Two keys are provided in the loose tools and

equipment bag. Both keys will fit the locks on the
main access door, emergency exit door. aft belly
access door and the right and left nose avionics
doors. Key sets which have a part number ending in a -1 fit all Air Force airplanes: key sets
ending in a -3 fit all Army airplanes. An additional
k e y set (2 keys) is provided for the security
keylock on each Army airplane. This key set is
n o t interchangeable with other Army airplane
security keylock sets.
Do not look directly at the sun through the

p o l a r ~ z e dwindows as poss~bleeye damage
could result
EMERGENCY EXIT
The emergency exit door, placarded EXIT-PULL. is located
on the right cabin sidewall just an of the copilot's seat. From
the inside, the door is released with a pull-down handle, and
on the outside the door may be released with a flush
mounted pull-out handle. The door is of the non-hinged, plug
type which removes completely from the frame when the
latches are released. From the inside, the door can be key
locked to prevent opening from the outside. The inside handle will unlatch the door whether or not it is locked, by overriding the locking mechanism. The keylock should be unlocked prior to flight to allow removal of the door from the
outside in the event of an emergency. The key remains in the
lock when the door is locked and can be removed only when
the door is unlocked. The key slot is in the vertical position
when the door is unlocked. Removal of the key from the lock
before flight assures the pilot that the door can be removed
from the outside if necessary.
FLIGHT CONTROLS
The airplane is provided with conventional dual controls for
the pilot and copilot. The ailerons and elevators are operated
b y conventional control wheels interconnected by a Tcolumn. The rudder pedals are interconnected by a linkage
below the floor. These systems are connected to the control
surfaces through closed cable bellcrank systems. Rudder.
elevator, and aileron t r ~ mare adjustable w ~ t hcontrols
mounted on the center pedestal. Position indicators for each
of the trim tabs are integrated with their respective controls.
The rudder pedals may be individually adjusted in either a
forward or aft position to provide adequate legroom for the
pilot and copilot. Adjustment is accomplished by depressing
the lever alongside the rudder pedal arm and moving the
pedal forward or aft until the locking pin engages in the
selected position.
CONTROL LOCKS
The control lock consists of a U-shaped clamp and two pins
connected by a chaln The plns lock the prlmary flight ccntrols and the U-shaped clamp flts around the engine power
control levers and serves to warn the pilot not to start the
englne wlth the control locks ~nstalled.It is important that the
locks be installed or removed together to preclude the possibility of an attempt to taxi or fly the a~rplanew ~ t hthe power
A wiper type disconnect for the air duct that supplies the air
to the eyeball outlet in the emergency exit door is located on
the upper aft edge of the door. As the door is removed, the
duct is disconnected since it is an integral part of the door.
An electrical disconnect, located on the lower forward edge
of the door, will unplug as the door is being removed. On
reinstalling the door, the electrical disconnect should be reconnected before moving the door into the closed position.
POLARIZED CABIN WINDOWS

The outer cabin windows, of three-ply, fail-safe construction.
are the pressure type and are integral parts of the pressure
vessel. Inboard of each pressure cabin window are two inner
windows of bonded laminate construction. Each consists of a
tinted neutral gray polarizing film between two pieces of clear
acrylic. These windows are designed into a sealed unit. The
innermost w~ndowthat faces the inside of the cabin has a
protruding knob near the edge and turns freely in its frame.
By rotating this window, the polarized windows may be so
aligned as to permit varying degrees of light to pass, thereby
regulating light intensity.
A P 0004iB
CONTROL L O C K I N S T A L L A T I O N
levers released and the pins still installed in the flight con.
trols. Install the control locks in the following sequence:
1.
Position the U-clamp around the engine power controls.
2.
Insert the small pin in the column.
3. Insert the L-shaped pin through the hole provided in the

floor aft of the rudder pedals. The rudder pedals must be
centered to align the hole in the rudder bellcarnk with the hole
in the floor. The pin is then inserted until the flange is resting
against the floor. This will prevent any rudder movement.
Remove the locks in reverse order, i.e., rudder pin, control
column pin, and power control clamp. The control locks
should be removed before towing, as serious damage could
result in the steering linkage if towed by a tug with the rudder
lock installed.
RUDDER BOOST (ARMY ONLY)

A rudder boost system is prov~dedto aid the pilot in mainta~ning directional stability resulting from an engine failure or a
large variation of power between the englnes. hcorporated in
the rudder cable system are two pneumatic rudder boosting
servos that actuate the cables to provide rudder pressure to
help compensate for asymmetrical thrust.
During operation, a differentral pressure valve accepts bleed
air pressure from each englne. When the pressure varles
between the bleed air systems, the shuttle in the differentla1
pressure valve moves toward the low pressure side. As the
pressure difference reaches a preset tolerance, a switch
closes on the low pressure side which activates the rudder
boost system. This system is designed only to help compensate for asymmetrical thrust. Appropriate trimming is to be
accomplished by the pilot. Moving erther or both of the bleed
air valve switches on the overhead control panel to PNEU 8
ENVIRO
OFF position will disengage the rudder boost
system.
MANUAL ELE VA TOR TRIM

Manual control of the elevator trim is accomplished with a
handwheel located on the left side of the pedestal. It is a
conventional trim wheel which IS rolled forward for nose down
trim and aft for nose up.
ELECTRIC ELEVA TOR TRIM

The electric elevator trim system is controlled by an ELEV
TRIM - PUSH ON - PUSH OFF switch located on the pedestal, dual element thumb switches on the control wheels, a
trim disconnect switch on each control wheel and a circuit
breaker on the overhead circuit breaker panel. The PUSH
ON - PUSH OFF switch must be in the ON positlon to operate
the system. The dual element thumb switch IS moved forward
fortrimming nose down, aft for nose up, and when released
returns to the center (off) position. Any activation of the trim
system through the copilot's trim switch can be cancelled by
activation of the pilot's switch. Operating the pilot's a n d
copilot's switches in opposing directions simultaneously results in no trim action. A preflight check of the switches
should be accomplished during the before take-off check by
moving the swllches individually on both control wheels. No
one switch alone should operate the system; operation of
elevator trim should occur only by movement of pairs of
switches.
The trim system disconnect is a bi-level, push button,

momentary type switch, located on the outboard grip of each
control wheel. Depressing the switch to the first of two levels
disconnects the autopilot and yaw damp system, and the
second level disconnects the electric trim system. The system can be reset by pressing the ON - OFF switch on the
pedestal to ON again. The manual trim control wheel can be
used for trrrn changes when the electric trim system has been
drsconr1ec:ed.
The system IS controlled by a switch located on the extended

pedestal below the rudder trim wheel, placarded RUDDER
BOOST - O N - OFF, and IS to be turned on before flight A
preflight check of the system can be performed during the run
up by retarding the power on one engine to idle and advancrng power on the opposite engine untll the power difference
between the engines is great enough to activate the switch to
turn on the rudder boost system. Movement of the appropriate rudder pedal (lefl engine ~dling, right rudder pedal
moves forward) will be noted when the switch closes. indicating the system is functlonrng properly for low engrne power
on that side. Repeat the check with opposite power settings
to check for movement of the opposite rudder pedal The
system IS protected by a 5-ampere circurt breaker on the
overhead circult breaker panel
YAW DAMP
A yaw damp system is provided to aid the pilot in mardarning
drrectlon stability and increase ride comfort. The system may
be used at any altitude and IS required for flight above 17,000
feet. It must be deactivated for take-off and landing.
A yaw damp system is a part of the autopilot. Operating
instructions for thls system w ~ l lbe contained in the appropriate PROCEDURES section.
The system is controlled by a YAW DAMP swrtch adjacent to

the ELEV TRIM swrtch on the extended ~ e d e s t a l .
FLAPS
The flaps, two on each wlng, are drlven by an electric motor
through a gearbox mounted on the forward side of the rear
spar. The motor incorporates a dynamlc braking system,
through the use of two Sets of motor windings, which helps to

prevent overtravel of the flaps. The gearbox drives four flexible driveshafts connected to jackscrews at each flap. A
safety mechanism is provided to disconnect power to the
electric motor in the event of a failure which would cause any
flap to be three to five degrees out of phase with the other
flaps.
The flaps, are operated by a sliding lever located just below
the condition levers on the pedestal. Flap travel, from 0% (full
up) to 100% (full down) is registered on an electric indicator
on the pilot's subpanel. A side detent provides for quick
selection of APPROACH position (40% Flaps). From the UP
position to the APPROACH position, the flaps cannot be
stopped at an intermediate point. Between the APPROACH
position and DOWN, the flaps may be stopped as desired by
moving the handle to the DOWN position until the flaps have
moved to the desired position, then moving the flap handle
back to APPROACH. In like manner, the flaps may be raised
to any position between DOWN and APPROACH by raising
the handle to UP until the desired setting is reached, then
returning the handle to APPROACH. The APPROACH detent acts as a stop for any position greater than 4046.
The flap motor power circuit is protected by a 20-ampere flap
motor circuit breaker placarded FLAP MOTOR located on the
overhead circuit breaker panel. A 5-ampere circuit breaker,
placarded FLAP CONTR, for the control circuit is also located
on this panel.
With the flaps extended beyond the APPROACH position.
the landing gear warning horn will sound unless the landing
gear is down and locked. Power lever position has no effect
on this condition.
LANDING GEAR
A 28-volt split field motor, located on the forward side of the
center section main spar, extends and retracts the landing
gear. The landing gear r o t o r is cmtrolled by a switch located
on the pilot's subpanel which must be pulled out of a detent to
initiate extension or retraction. The motor incorporates a
dynamic braking system, through the use of two motor windings, which prevents overtravel of the gear.
NOTE
Excessive operation of the gear motor, such as
during landing gear door adjustment or landing
gear rigging, may cause the motor to overheat.
Torque shafts drive the main gear actuators, and duplex

chains drive the nose gear actuator. A spring-loaded friction
type overload clutch incorporated in the gearbox prevents
damage to the structure and to the torque shafts in the event
of mechanical malfunction. A 150 ampere current limiter.
located on the DC distribut~onbus under the center flcorboard, protects the system from electrical overload.
The Beech air-oil type shock struts are filled with compressed
air and hydraulic fluid. Spring loade'd linkage from the rudder
pedals permits nose wheel steering. When the rudder control
is augmented by a main wheel brake, the nose wheel deflection can be considerably increased. As the nose wheel retracts after lift off, it is automatically centered and the steering
linkage becomes inoperative.
A safety switch on the right main strut opens the control
circuit when the strut is compressed. The safety switch also
actuates a solenoid-operated downlock hook on the landing
gear control switch located on the pilot's subpanel. This
mechanism prevents the landing gear handle from being
raised when the airplane is on the ground. The hook automatically unlocks when the airplane leaves the ground and
can be manually overr~ddenby pressing down on the red
button, placarded DN LCK REL, in the event of a malfunction
of the downlock solenoid.
Visual indication of landing gear position is provided by individual green GEAR DOWN ind~catorlrghts arranged in a
triangle on the center subpanel. Two red. parallel-wired indrcator lights located in the control handle illurnmate to snow
that the gear is in transit or not locked. They also illuminate
when the landing gear warnrng horn is actuated. Located to
the right of the landmg gear handle IS a press to test button
placarded HDL LT TEST whlch glves a visual lndicalion that
the lights in the handle will illuminate
When either or both power levers are retarded below an
englne setting sufficient to malntarn flight with the gear not
down and locked, a warnlng horn will sound rntermrttently
The land~nggear warning horn may be tested by the test
sw~tchon the coprlot's subpanel. The switch, placarded
STALL WARNJEST - OFF - LANDING GEAR WARN TEST
will sound the landing gear warning horn when moved to the
momentary LANDING GEAR WARN TEST position
MANUAL LANDING GEAR EXTENSlON

Manual landing gear extension is provided through a manually powered system as a backup to the electrically operated system. Before manually extending the gear, make certain that the landing gear handle is in the down position with
the landing gear relay circuit breaker pulled. Pulling up on the
alternate engage handle, located on the floor, and turning it
clockwise will lock it in that position. When the alternate
engage handle is pulled, the motor is electrically disconnected from the system and the alternate drwe system IS
locked to the gearbox and motor. When the alternate drive is
locked in, the chain is driven by a continuous action ratchet
which is act~vatedby pumping the ratchet handle adjacent to
the alternate engage handle. Do not continue pumping the
ratchet handle after the GEAR DOWN lights illuminate. Excessive pumping may damage the gear drive mechanism
and bind the clutch so that the handle will not release it.
After a manual landlng gear extension has been made, do

not stow the ratchet handle, move any landing gear controls.
or reset any switches or circuit breakers. The gear cannot be
retract?:' manually.
After a practice manual extension, the alternate handle may
be stowed and the landing gear retracted electrically. Rotate
the alternate engage handle counterclockwise and push it
down. Stow the ratchet handle, push in the landing gear relay
circuit breaker on the overhead circuit breaker panel, and
retract the gear in the normal manner with the landing gear
handle switch.
BRAKE S YS TEM
The dual hydraulic brakes are operated by depressing the
toe portion of either the pilot's or copilot's rudder pedals.
Shuttle valves permit braking by either pilot or copilot.
Dual parking brake valves are Installed adjacent to the rudder
pedals between the master cylinders o f the pilot s rudder
pedals and the wheel brakes A control for the valves
placarded PARKING BRAKE. IS located below the pdot s
subpanel After the pilot's brake pedals have been depressed
to b u ~ l dup pressure in the brake lines. both valves can be
closed srmultaneously by pulling out the parking brake handle T h ~ sretams the pressure in the brake lrnes The parklng
brake IS released by depress~ngthe pedals brrefly to equalize
the pressure on both sides of the valve, then pushing the
parkmg brake handle to open the valve
BLEED AIR WARNING SYSTEM

The bleed air lines from the engines to the cabin are shielded
with insulation to protect other components from heat. Heat is
also dissipated in the air-to-air heat exchanger in the center
wing section. The bleed air lines are accompanied in close
proximity by plastic tubing from the engines to the cabin. One
end of the tubing is plugged off and the other is connected to
a bleed air source in the cabin to supply the line with pressure. Excessive heat on the plastic tubing caused by a ruptured bleed air line will cause the tubing to fail. Upon release
of pressure in the tubing, a normally open switch in the line.
located under the copdot's floor in the fuselage, will close.
causing a circuit to be completed to the respective BL AIR
FAIL light in the warning annunciator panel. When the indication of bleed air line failure becomes evident, the bleed air for
that side should be turned off by placing the respective lever
lock bleed air valve switch on the overhead control panel
to the PNEU 8 ENVIRO - OFF position.
PlTOT AND STATIC SYSTEM

The p ~ t oand
t
statrc system provides a source of Impact air
and static air for the operatron of flight Instruments A heated
prtot mast IS located on each s d e on the lower portion of the
nose. Tubing from each mast extends rnto the cabln to Ihe
instrument panel for the lnslruments
The normal static system provides two sources of static alr to
the fl~ghtInstruments through two stat~cair f~ttingson each
slde of the aft fuselage. Each statlc system utrlizes one static
button o n each srde of the fuselage
TIRES
The airplane is equipped with dual 18 x 5.5, 8 ply rating.
tubeless, rim inflation tires on each rnaln gear and a 6.50 x
10, 6 ply rating, tubeless tire on the nose wheel.
Maintaining proper tire inflation pressure will help to prolong
tire service life. Check tires frequently to maintain pressures
within recommended limits and maintain equal pressures on
the tires on any one dual wheel installation.
ENGINE BLEED AIR PNEUMATIC SYSTEM

High pressure engine compressor bleed air, routed through
the firewall shutoff valves and regulated at 18 psi, supplies
pressure for the surface deice system and vacuum source.
Vacuum for the pressurization controller and deice boot holddown is derived from a bleed alr ejector. One engine can
supply sufficient bleed air for all these systems.
During single englne operation, a check valve in each bleed
air line from the engine prevents flow back through the line on
the side of the inoperatiive engine. A pneumatic pressure
gage calibrated in psi indicates air pressure available to the
deice distr~butorvalve.
An alternate statlc air line which terminates lust aft of Ihe

rear pressure bulkhead provides a source of static alr for the
pilot s lnstruments ~n the event of source farlure from the
pilot s statrc arr line A control on the prlot's subpanel
placarded PILOTS STATIC AIR SOURCE may be actuated
to select either NORMAL or ALTERNATE arr source by a two
position selector valve. The valve is secured in the NORMAL
posit~onby a spring clip Alt~meterand alrspeed information
graphs are provlded in the FAA PERFORMANCE section for
computation when operating on normal or alternate stat~cair
There are three drain petcocks for draining the static air lines
located on the right lower sidewall. These a e protected by an
access cover placarded STATIC AIR LINE DRAIN. These
drain petcocks should be opened to release any trapped
moisture at each 100-hour inspect~on,or more often if condiIrons warrant, and must be closed after draining.
FLIGHT INSTRUMENTS
The floatrng instrument panel design allows the flight instruments to be arranged ~n a group drrectly in front of the pilot
and the copilot Complete p~lotand c o p ~ l o tflrght i n s t r u mentatlon is installed, rncluding dual navigation systems. two
course indicators, dual sens~tweahmeters dual a~rspeed
indicators and dual turn and slip indicators
LIGHTING
COCKPIT
An overhead light control panel, easily accessible to both
pdot and copilot, incorporates a functional arrangement of all
lighting systems in the cockpit. Each light group has its own
rheostat switch placarded BRT OFF. The MASTER PANEL
LIGHTS switch controls the overhead panel lights, englne
instrument lights, instrument indirect lights, subpanel and
console lights and pilot, copllot instrument lights. The OAT
gage lights are controlled by a press-to-light switch mounted
next to the gage.
CABIN
A !nree p o s i t ~ o nswitch o n the overhead control panel.
placarded INTR LIGHTS - OFF - DIM - BRT START, controls
the cabin fluorescent lights. The switch must be placed in the
BRT START positlon to illuminate the cabin lights. Light
intensity c a n b e selected by leaving the sw~tchin BRT
START or moving to the DIM position.
The swltch to the rlght of the lnterior hght s w ~ t c hactivates the
c a b ~ nN O SMOKING/FASTEN SEAT BELT s~gnsand accompanying chimes This three position swltch IS placarded
CABIN SIGNS - FASTEN SEAT BELT - OFF - BOTH.
A baggage area light in the top of the aft cabin area is
controlled by a two position switch just b e s ~ d ethe light. This

light is on the hot battery bus. Two dome lights are installed in
the optional interior arrangement.
A threshold light (at floor level to the left of the airstair door),
the three step lights, and the spar cover light, may be turned
on and off with a two position light switch adjacent to the
threshold light. If these lights are not turned off, they will
extinguish automatically when the door is closed.
When the master switch is on, the individual reading lights
along the top of the cabin may be turned on or off by the
passengers with a push button switch adjacent to each light.
EXTERIOR
Dual filament, retractable landing!taxi lights are installed in
e a c h w i n g tip. Left and right three position switches,
placarded LIGHTS, are located on the pllot's subpanel.
A switch placarded LANDING LIGHTS - DEICE - OFF is

located below the landing light switches. Placing the switch ln
the DEICE position will illurnmate the lights in the retracted
pos~tion.The heat generated from the llghts wlll melt any ice
accumulation and allow the lights to be extended by the
landing light switches.
The 5-ampere landing light control circuit breakers are located on the overhead circuit breaker panel. The landing light
power circuit is protected by 35-ampere circuit breakers on
the DC power distribution panel.
Switches for the navigation lights, beacon lights, wing ice
lights and the emergency lighting system override are located in the exterior lighting group on the overhead control
panel. Placing the NAV s w ~ t c hin the O N position will act~vate
the wing tip and upper tail-cone navigation lights. Dual, bilevel intensity strobe lights are installed in the belly and on
top of the horizontal stabilizer. Placing the BEACON switch In
the center DAY position activates hlgh intens~tywhite strobe
lights for greater visibility during daytime operation. The
NIGHT position activates red strobe lights of lower rntensity.
When placed in the O N position, the switch placarded ICE
allows examination of the w ~ n gleading edge for Ice accumulation. Prolonged use o f the wlng Ice l~cjhtdurlng ground
operation may generate enough heat to damage the lens.
EMERGENCY LIGH T/NG SYSTEM

An independent. battery-operated emergency l~ghtlngsystem IS installed in the airplane. The system IS actuated automatically by shock, such as a forced landmg, providing adequate lighting inslde and outside Ihe fuselage to permit crew
and passengers to read instruction placards and locate exlts.
An inertla switch.. when subjected to a 2 - 3 G shock, wlil
illurnmate interior lights in the cockplt, forward and afl cabm
areas and exterlor lights at the overwing emergency exlt and
the cabin door. The battery power source IS automatically
recharged by the a~rplaneelectrical system.
An emergency lights override switch, located on the overhead control panel, is provided to turn off the system ~f it IS
inadvertentally activated. This swltch is placarded OFF RESET - AUTO -TEST. Should the emergency lights system
activate, placing the switch in the momentary OFF - RESET
position w ~ l lextinguish the lights. To functionally test the
emergency lighting system, place the switch in the momentary TEST position; the lights should illuminate. M o v ~ n gthe
switch to the momentary OFF-RESET pos~tionw ~ i turn
i
off
.s lights and reset the system.
STALL WARNING SYSTEM

When placed ~n the TAXI position, one filament illurnmates
and the light extends to a pre-set position. In the LANDING
position. both hlaments will illuminate and the light extends to
a pre-set pos~tionwhich wlll give best illuminat~onin a landing
attitude. The landing lights may be extended any time the
airspeed IS 150 knots or less. Placing the switch in the down
(off) poslt~onturns off and retracts the lights.
The stall warnlng system cons~stsof a transducer, a lhft

computer, a warnlng horn and a test swilch Angle of attack
IS sensed by aerodynamic pressure on the hft transducer
vane located on the left wing leading edge When a stall IS
Imminent, the output of the transducer activates a stall warn~ng
horn
The system has preflight test capability through the use of a

switch placarded STALL WARN TEST - OFF - LANDING
GEAR W A R N TEST on the right subpanel. Holding this
switch in the STALL WARN TEST position actuates the
warning horn by moving the tranducer vane.
The lift transducer is equipped with anti-icing capability on
both the mounting plate and the vane. The heat is controlled
by a switch located on the overhead control panel placarded
STALL WARN. The level of heat is minimal for ground operation but is automatically increased for flight operation through
the landing gear safety switch. Circuit breakers for the stall
warning horn and the stall vane heat are located on the
overhead circuit breaker panel in their respective weather
and warning groups.
CAUTION
The heating elements protect the lift transducer
vane and face plate from ice, however, a buildup
of ice on the wing may change or disrupt the
airflow and prevent the system from accurately
indicating an imminent stall. Maintain a comfortable margin of airspeed with ice on the airplane.
ENVIRONMENTAL SYSTEM
The environmental system consists of the bleed air pressurization, heating and cooling systems, and their associated
controls.
which is controlled by a solenoid valve operated by the cabm

pressure dump switch adjacent to the controller. It is also
wired through a landing gear safety switch. If either of these
switches is open, or the vacuum source or electrical power is
lost, the safety valve will close to atmosphere except at
maximum differential pressure of 6.0 2 .1 psi. A screen in the
safety valve should be cleaned at 1000 hour intervals.
Before take-off, the safety valve is open with equal pressure
between the cabin and the outside air. The safety valve
closes on lift off if the CABIN PRESS switch on the instrument panel is in the PRESS mode. As the airplane climbs.
the controller modulates the outflow valve to maintain a
selected cabin rate of climb and increases the cabin differential pressure until the maximum cabin pressure differential is
reached. At a cabin altitude of 12.500 feet. a pressure switch
mounted on the back of the overhead control panel completes a circuit to illuminate a red warning annunciator light.
ALT WARN, to warn of operation requiring oxygen.
A negative pressure relief diaphram is also incorporated into

the outflow and safety valves to prevent outside atmospheric
pressure from exceeding cabin pressure d u r ~ n grapid
descent.
A dram tn the outflow valve static control line IS prov~dedfor
removal of accumulated moisture. The drain is located beh ~ n dthe lower sidewall upholstery access panel in the baggage sect~onof the aft compartment. The line should be
dra~nedat 100 hour intervals
FLOW CONTROL UNIT

PRESSURIZ4 TlON SYSTEM
The pressure vessel is designed for a normal working pressure differential of 6.0 psi, which will provide a cabin pressure
altitude of 3870 feet at an airplane altitude of 20,000 feet, and
a nominal cabin altitude of 9840 feet at an airpiane altitude of
31,000 feet.
A mixture of bleed air from the engines, and ambient air, is
available for pressurization to the cabin at a rate of approximately 10 to 17 pounds per minute. The flow control unit of
each engine controls the bleed air from the engine to make it
usable for pressurization by mixing ambient air with the bleed
air depending upon airplane altitude and ambient temperature. On take-off, excessive pressure bumps are prevented
by landing gear safety sw~tchactuated solenoids incorporated in the flow contrd units. These solenoids, through a
time delay, stage the input of ambient air flow by allowing
ambient air flow introduction through the left flow control unit
first, then 4 seconds later, air flow through the right flow
control unit. A pneumatically operated outflow valve, located
on the aft pressure bulkhead, maintains the selected cabin
altitude and rate-of-climb commanded by the cabin rate-ofclimb and altitude controller on the copilot's instrument panel.
The safety valve adjacent to the outflow valve provides pressure relief in the event of failure of the outflow valve. This
valve is also used as a dump valve and is opened by vacuum
A flow control u n ~ tforward of the firewall In each nacelle

controls bleed air flow and the mlxing of ambient alr to make
up the total air flow to the cabm for pressurization, heating.
and ventilat~on.
This unit is fully pneumatic except for an integral electric
solenoid firewall shutoff valve controlled by the BLEED AIR
VALVE switches on the overhead control panel and a normally open solenoid operated by the landing gear safety
sw~tchwhich controls the introduction of ambient air flow to
the cabin on take-off.
The unit receives bleed air from the engine into an ejector
which draws ambient air into the ventur~of the nozzle. The
mixed air is then forced mto the bleed air line routed to the
cabin.
Bleed air flow is modulated by a flow control actuator wh~chis
controlled by ambient temperature and altitude. The flow
control actuator is controlled by pneumatic signals from a
pneumatic thermostat and an aneroid valve. Ambient air flow
is modulated by an ambient air valve which is also controlled
by pneumatic signals from the pneumatic thermostat. When
the airplane is on the ground, the landing gear safety switch
prevents ambient air from entering the flow control unit to
provide maximum heating.
/CONDENSER
A M B I E N T AIR UNPRESSURIZEO
RECIRCULATED AIR P R E s s u R l z E D m
AIR
FLOOROUTLET
PRESSURE B U L K H E A D
ENVIRONMENTAL SYSTEM SCHEMATIC
The bleed air firewall shutoff valve in the control unit is a

spring loaded, bellows operated valve that is held in the open
position by bleed air pressure. When the electric solenoid is
shut off, or when bleed air diminishes on engine shutdown (in
both cases the pressure to the firewall shutoff valve is cut
off), the firewall valve closes.
evaporator whrch are located rn the nose of the arrplane

The high and low pressure limlt sw~tchesand N1 englne
speed switch are provided to prevent compressor operatron
beyond required operational limits. The N1 speed switch wrll
prevent electrrcal power from being delivered to the compressor clutch when engine rpm is below 65% rpm.
UNPRESSURIZED VENTILATION
Ventilation is provided by two sources. One source is through
the bleed air heating system in both the pressurized and
unpressurized mode. The second source of ventilation is
obtained from ram air through the condenser section in the
nose through a check valve in the vent blower plenum. Ventilation from this source is in the unpressurized mode only. The
check valve closes during pressurized operation. Ram air
ventilation is distributed through the main ducting system to
all outlets. Ventilation air, ducted to each individual eyeball
cold air outlet, can be directionally controlled by moving the
ball in the socket. Volume is regulated by twisting the outlet to
open or close the valve.
When the N1 speed switch is open and there is a demand for

refrigeration, a green light on the cautioniadvisory annunciator panel, AIR COND N1 LOW, will illurn~nate.
The high and low pressure limit switches are rnstalled in the
center section leading edge. Blowrng the fuse rn the protective circuit will disconrinue compressor clutch control
whenever the low pressure or over-pressure switches that
protect the system are activated. This fuse IS access~ble
through an access panel below the wing leading edge, outboard of the battery. When the fuse is blown, the system
should be thoroughly checked before return~ngrt to service.
The compressor clutch crrcu~tbreaker, placarded AIR COND
CONTR, is located ~nthe overhead crrcuit breaker panel
HEA TING
Bleed air is extracted from both engines and is combrned with
amb~entair through the pressur~zationand heating flow control unit in each nacelle and is ducted into the cabin. On the
ground, a solencid actuated portion of the flow control unit
closes off the ambient air to provide only warm bleed air to
the cabin. The landing gear safety switch allows the solenoid
valve to open during flight, providing a mixture of bleed air
and ambient air up to an altitude of approximately 19,000 to
20,000 feet where only bleed air is used.
If the mixed bleed air is too warm for cabin comfort, it is
further cooled by routing it through the air-to-air heat exchanger located in each wing center section. An air intake on
the leading edge of the inboard wing brings ram air into the
heat exchanger to cool the bleed air. After leaving the heat
exchanger, the ram air is ducted overboard through louvers
on the underside of the wing.
After the bleed air passes through (or around) the heat exchangers, it is ducted to a mixing plenum where it is mixed
with cabin recirculated air. The arr is then ducted to the pilot
and copilot outlets, defroster, and through the main ducting
system to the floor outlets.
A second evaporator and blower lnstallatron IS located ~nthe

fuselage center alsle equrpment bay aft of the rear spar
Envrronmental alr IS crrculated through each evaporator automatlcally ~nelther manual or automatrc control mode The
forward evaporator blower has a hrgh speed whrch can be
selected by the VENT BLOWER switch on the overhead
control panel A 33'F thermal sense swrtch IS installed on the
forward evaporator This sense switch actuates a hot gas
bypass valve whlch bleeds off a portron of the refrrgerant
from the forward evaporator, thereby preventing lcrng of the
evaporator The forward evaporator and blower will supply
the cockprt, forward ce~lrngoutlets, and forward floor outlets
wh~lethe rear evaporator and blower supply the aft cerlrng
outlets, rear floor outlets and tollet compartment Both blower
crrcult breakers are located tn the DC power d~str~bution
panel ~nthe lower equ~pmentbay A vane-axial blower draws
air throuah the condenser on the ground as weTas in flrght.
The limiter for this blower IS located on the DC distrrbutron
panel in the lower equipment bay
The receiver-drier and sight gage are located h ~ g hin the
condenser compartment and can be viewed through the
compartment upper access door.
ENVIRONMENTAL CONTROLS
AIR CONDITIONING SYSTEM
Cabin air conditioning is provided by a refrigerant gas vapor
cycle refrigeration system consisting of a belt driven engine
mounted compressor, installed on the # 2 engine accessory
pad, refrigerant plumbing, N1 speed switch, high and low
pressure protection switches, condenser coil, condenser
blower, forward and aft evaporator, receiver dryer, expansion
valve, and a bypass valve. The plumbing from the compressor is routed through the right inboard wing leading edge to
the fuselage and then forward to the condenser coil, receiver
dryer, expansion valve, b y p a s s v a l v e , a n d f o r w a r d
An environmental control section on the overhead control

panel provides for automatrc or manual control of the system.
This section contains all the major controls of the environmental function including bleed air valve switches, a vent
blower control switch, an aft vent blower switch, a manual
temperature sw~tchfor control of the heat exchanger valves,
a cabin temperature level control, and the cabin temp mode
selector sw~tchfor select~ngautomatrc heat~ngor cooling or
manual heating or cooling.
Four additional manual controls on the main instrument sub-
panels may be utilized for partral regulation of cockpit comfort

when the cockpit partition door is closed and the c a b ~ ncomfort level is satisfactory.
Heating Mode
If the cockpit is too cold:
1 . Determine that PILOT and COPILOT AIR knobs are
pulled fully out (or as required).
2. Pull DEFROST AIR knob fully out (or as required)
3. Pull CABIN AIR out in small increments (allow 3

minutes after each adjustment for system to stabilize).
If the cockpit is too hot:

1 . Determine CABIN AIR knob is pushed fully in (or as
required).
the control box which is located in the cabin overhead. When

the temperature of the cabin has reached the selected setting, the automatic temperature control modulates the
bypass valves to allow heated alr to bypass the air-to-air
exchangers in the wing center section. The warm bleed arr is
mixed with the cooled air ~nthe forward mix~ngplenum. The
rear evaporator picks up recirculated cabm air only.
When the automatic control drives the environmental system
from a heat mode to a cooling mode, the bypass valves
close. When the left bypass valve reaches a fully closed
position, the refrigeration system will begin cooling, prov~ded
the right engine N 1 speed is above 65?6 rpm. When the
bypass valve is opened to approximately the 3 0 ; position the
refrigeratron system will turn off.
The CABIN TEMP - INCR control prov~desregulat~onof the
temperature level ~n the automatic mode A temperature
sensing unit in the cabin ~n conlunct~onw ~ t hthe control
settmg, init~atesa heat or cool command to the temperature
controller for desired cockplt and cabln environment
2. Push PILOT and COPILOT AIR knobs fully rn (or as

required).
MANUAL MODE CONTROL

3 . Push DEFROST AIR knob fully in (or as required)
W ~ t hthe cabin temperature mode selector in the MAN HEAT
or MAN COOL posrtion, regulation of the cabin temperature
IS accornplrshed manually with the MANUAL TEMP switch
Cooling Mode
If the cockpit is too cold:
Push PILOT and COPILOT AIR knob fully in (or as
required).
1.
2 . Push DEFROST AIR knob fully in (or as required).

3. Close overhead cockpit eyeball outlets as required
In the MAN HEAT mode, the automat~csystem is overrrdden

and the system is controlled by openlng or closing the bypass
valves with the MAN HEAT - INCR - DECR switch. To ~ n crease cabrn temperature, open the bypass valves: to decrease cabin temperature, close the bypass valves. Allow
approximately 30 seconds per valve to drwe the bypass
valves to the fully open or fully closed posit~on.Only one
valve moves at a time
If the cockpit i s i o o hot:

1. Pull PILOT and COPILOT AIR knobs fully out (or as
required).
2 . Push CABIN AIR knob closed ~nsmall increments (allow
3 - 5 minutes after each adjustment for system to stabilize).
NOTE
If CABIN AIR knob is completely closed before
obtaining satisfactory cockpit comfort, it may be
necessary to place the aft vent blower switch in
the ON position to activate the aft evaporator to
recirculate cabin air.
AUTOMATIC MODE CONTROL

When the AUTO mode is seiected on the cabm temp mode
selector sw~tch,the heating and air conditioning systems are
automatically controlled through a balanced bridge circuit by
With the cabin temperature selector switch in the MAN COOL

position, the automatic temperature control system is bypassed. In the manual cooling mode, the refrigeration system is
on, providing the right englne N1 speed IS above 65"L rpm.
however, the bypass valves may be manually positioned for
the desired temperature. Hold the MANUAL TEMP switch in
the DECR position approximately one minute to d r ~ v ethe
air-to-air heat exchanger bypass valves to the fully closed
position.
BLEED AIR AND VENT CONTROL

Bleed air enterlng the cabln IS controlled by bleed arr valve
sw~tchesplacarded BLEED AIR VALVE - OPEN - ENVIRO
OFF - PNEU & ENVIRO OFF When the switch IS in the
n , environmental flow control u n ~ and
t
the
OPEN p o s ~ t ~ o the
pneumatic Instrument alr valve are open When the sw~tchIS
in the ENVIRO OFF posit~on,the env~ronmentalflow control
unit is closed and the pneumatic bleed alr vaive is open, In
the PNEU & ENVIRO OFF posrtron both are closed For
maximum coolrng on the ground turn the bieed air valve
switches to the ENVIRO OFF position.

The forward vent blower is controlled by a switch placarded
VENT BLOWER - AUTO - LOW - HI. The HI and LOW
positions regulate the blower to two speeds of operation. In
the AUTO position, the fan will run at low speed except when
the cabin temperature mode selector switch is placed in the
OFF position. In the OFF position, the blower will not operate.
The aft vent blower is controlled by a switch placarded AFT
VENT BLOWER - OFF - AUTO - ON. The single speed
blower operates automatically through the cabin temperature
mode selector when the aft vent blower switch is placed in
the AUTO position. The blower runs continuously when the
switch is placed in the O N position. In the OFF position, the
blower will not operate.
OXYGEN SYSTEM
The oxygen system provides a sufficient supply of oxygen for
the pilot, copilot and nine cabin outlets to permit a descent
from 31,000 feet down to 13,000 feet pressure altitude. The
system is a constant flow-type for the nine passenger outlets
and the pilot and copilot utilize diluter-demand!lOOaA masks.
A 49 cubic foot, lightweight supply cylinder is installed behind
the aft pressure bulkhead. The oxygen gage on the copilot's
subpanel gives direct readout of cylinder pressure. The pressure regulator and control valve are adjacent to the supply
cylinder and are activated by a remote push-pull knob located in the pilot's compartment, immediately aft of the overhead circuit breaker panel. Pulling the knob placarded SYSTEM - PULL-ON - CREW READY supplies oxygen to the
pilot, copilot and aft toilet compartment outlets. Adjacent to
the system control knob is another push-pull knob placarded
CABIN - PULL-ON PASS READY. This actuates the on-off
valve supplying oxygen to the eight cabin outlets. The cabin
and aft toilet compartment outlets are located on individual
overhead service panels at each seat station.
The passenger masks are kept in sidewall and seat back

pockets in the cabin and in the sidewall pocket in the aft toilet
compartment. All masks are easily connected by pushing the
plug firmly into the outlet and turning clockwise approximately one quarter turn. Unplugging is accomplished by reversing
the motion. When stowing the mask, coil the breathing line
around the mask to avoid any sharp kinks or bends in the
line.
The p i l o t a n d c o p i l o t o x y g e n m a s k s a r e d i l u t e r demandllOOO/o regulator masks which provide the proper
dilution of oxygen with csoin air to conserve oxygen at lower
altitudes. Placing the diluter control lever on the mask regulator in the NORMAL position permits the regulator to
automatically schedule a proportional increase in oxygen as
the altitude increases. When not in use, the masks should be
stowed with the lever in the 100% position. While in use, at
altitudes below 20,000 feet, the lever may (at the crews
discretion) be placed in the NORMAL position to conserve
oxygen.
Each diluter-demand mask has a pressure detector in the

oxygen supply line to provide a visual mdication of oxygen
pressure. A red signal viewed in the window of the detector
indicates low pressure and a green s~gnalindicates adequate
pressure.
A placard on the overhead oxygen control panel indicates
that all masks must be plugged in and immed~atelyavailable
for flights above 25.000 feet. An exception to this is the crew
masks, which will be plugged in and hung on the cockpit
sidewall hooks at all times, ready for immediate use.
Each passenger mask plug has its own regulating orifice.
Since the orifice is in the mask plug, the Oxygen Duration
Chart (Normal Procedures) is based on a flow rate of 3.70
SLPM (Standard Liters Per Minute). The only exception is the
diluter-demand crew mask when used in the 10096 mode.
For oxygen duration computation, each diluter-demand mask
used in the 100?/0mode is considered to double (7.40 SLPM)
the consumption rate.
ICE PROTECTION SYSTEMS
WINDSHIELD HEA T
Individual pilot and copdot wmdshield heat prov~dedby heaiing elements lammated in the windshield IS controlled by two
switches on the overhead control panel placarded WSHLD
ANTI-ICE - PILOT - COPILOT Two levels of heat are provided through the three posit~onswitches placarded NORMAL in the aft position. OFF in the center position, and H I
after lrfting the swltch over a detent and moving 11 to the
forward position In the NORMAL positlon, heat is provided
for the malor portion of each wmdshield In the HI postion.
heat is prov~dedat a hlgher watt dens~tyto a smaller port~on
of the wmdshleld The lever lock feature prevents inadvertent
s w ~ t c h ~ ntog the HI positlon during system shutdown
Controllers wlth temperature sensing units provide for proper
heat at the wmdshield surfaces Five-ampere circuit breakers, located on a panel on the forward pressure bulkhead
protect the control circuits The power circu~tof the system IS
protected by 50-ampere circult breakers located in the power
distrlbut~onpanel under the floor ahead of the main spar
Errat~coperat~onof the magnetic compass may

occur while windshield heat is being used.
NOTE
Blurring of objects viewed through the windshield
can occur during the use of windshield heat.
PROPELLER ELECTRIC DEICE SYSTEM

The propeller electric delce system includes: an electrically
heated boot w ~ t htwo elements, Inner and outer, for each
propeller blade, brush assemblies, slip rlngs, an ammeter,
----
SUPPLY PRESSURE G A G E
SHUTOFF VALVE
TOILET C O M P A R T M E N T OUTLET
AIR VENT.
DETAIL
PASSENGER OUTLET
OUTLET
::j
PASSENGER OUTLET
SHUTOFF VALVE
CORRECT M A S K S T O W A G E
PASSENGER OUTLET
DETAIL
PILOT'S OUTLET
y,
f'
COPILOT'S OUTLET
SUBPANEL
\I
CABIN
SYSTEM
PULL-ON
PULL-ON
H I G H PRESSURE LlNE
DETAIL
L O W PRESSURE LlNE
D
A P 000.125
O X Y G E N SYSTEM
timer for automatic operation, and a circuit for manual control

for backup.
A control switch on the overhead control panel placarded
PROP - OFF - AUTO is provided to activate the automatic
system. A deice ammeter on the right subpanel registers the
amount of current (14 to 18 amperes) passing through the
system being used. During AUTO operation, power to the
timer will be cut off if the current rises above the 20-ampere
circuit breaker rating. Current flows from the timer to the
bursh assembly and then to the slip rings installed on the
spinner backing plate. The slip rings carry the current to the
deice boots on the propeller blades. Heat from the boots
reduces the grip of the ice which is then thrown off by centrifugal force, aided by the air blast over the propeller surfaces. Power to the two heating elements on each blade, the
inner and outer element, is cycled by the timer in the following sequence: right propeller outer element, right propeller
inner element, left propeller outer element, left propeller inner
element. Loss of one heating element circuit on one side
does not mean that the entire system must be turned off.
Proper operatlon can be checked by noting the correct level
of current usage on the ammeter. An intermittent flicker of the
needle approximately each 30 seconds indicates switching to
the next group of heating elements by the timer.
The manual prop deice system is provided as a backup lo the

automatic system. A control switch located on the overhead
control panel, placarded PROP INNER - OUTER, controls
the manual override relays. When the switch is in the OUTER
position, the automatic timer is overlidden and power is supplied to the outer heating elements of both propellers
simulatneously. The switch is of the momentary type and
must be held in position until the ice has been dislodged from
the propeller surface. After deicing with the outer elements,
the switch is to be held in the INNER posltion to perform the
same function for the inner elements of both propellers. The
loadmeters will indicate approximately a 5% increase of load
per meter when manual prop deice is operating. The prop
deice ammeter will not indicate any load in the manual mode
of operation.
SURFACE DEICE SYSTEM

The surface deice system removes ice accumulation from
the leading edges of the wings and horizontal stabilizers. Ice
removal is accomplished by alternately inflating and deflating
the deice boots. Pressure regulated bleed air from the engines supplies pressure to inflate the boots. A venturl ejector,
operated by bleed air, creates vacuum to deflate the boots
and hold them down whde not in use. To assure operatlon of
the system in the event of fallure of one engtne, a check valve
DEICE BOOTS
OVERHEAD
CONTROL A N D
'CIRCUIT
BREAKER
PANEL
.RIGHT DEICE
R E L A Y A N D DIODE
PROPELLER ELECTRIC D E I C E SYSTEM SCHEMATIC
is incorporated in the bleed air line from each engine to

prevent loss of pressure through the compressor of the inoperatrve engine. Inflation and deflation phases are controlled by a distributor valve.
A three position switch on the overhead control panel

placarded DEICE MANUAL - OFF - SINGLE CYCLE AUTO.
controls the deicing operat~on.The switch is spring loaded to
return to the OFF posrt~onfrom SINGLE CYCLE AUTO or
E N G I N E BLEED AIR
DEICE B O O T
BLEED AIR
PRESSURE LlNE
SHUTOFF V A L V E
BLEED AIR
PRESSUR E LINE
SHUTOFF V A L V E
PRESSURE.-------.
VACUUM----PRESSURE OR VACUUM-
1 0 VACUUM
REAR >PAR
10 PNlUMAllC CAGE
M A I N $PAR
1 0 PNLUMII~C
e l l s SPIS
-LlNf
ARMY AIRCRAFT
DETAIL
GAGE
DETAIL
8ifEO A ~ P
retr$URl
'tcul*ros
B
A P 000340
SURFACE DEICE SYSTEM SCHEMATIC
MANUAL. When the SINGLE CYCLE AUTO position i s

selected, the distributor valve opens to inflate the wing boots.
After an inflation period of approximately 6 seconds, an electronic timer switches the distributor to deflate the wing boots
and a 4 second inflation begins in the horizontal stabilizer
boots. When these boots have inflated and deflated, the
cycle is complete.
If the switch is held in the MANUAL position, the boots w ~ l l
inflate simultaneously and remain inflated until the switch is
released. The switch will return to the OFF position when
released. After the cycle, the boots will remain in the vacuum
hold down condition until again actuated by the switch.
The most effective deicing operation is to allow at least 112
inch of ice to form before attempting ice removal. Very thin
ice may crack and cling to the boots instead of shedding.
Subsequent cyclings of the boots will then have a tendency
to build up a shell of ice outside the contour of the leading
edge, thus making ice removal efforts ineffective.
PlTOT MAST
Heatmg elements are installed in the p ~ t o masts
t
located on
the nose. Each heating element is controlled by an individual

switch placarded PlTOT - ON - LEFT or RIGHT, located on
the overhead control panel. It is not advisable to operate the
pitot heat system on the ground except for testing or for short
intervals of tune to remove ice or snow from the mast.
FlRE DETECTION SYSTEM

A fire detection system is installed to provide immediate
warning in the event of fire at the engine compartment. The
system consists of three photo-conductive cells in each engine nacelle, control amplifiers in the center section leading
edge, red warning lights i n the fire control T handles
placarded # 1 FlRE PULL and # 2 FIRE PULL, a rotary fire
protection test switch on the copilot's subpanel and a 5 ampere FIRE DETR circuit breaker on the overhead circuit
breaker panel. Flame detectors, sensitive to infrared rays.
are positioned in the engine compartments to receive direct
and reflected rays, thus covering the ent~recompartment with
three cells. Heat level and rate of heat rise are not factors ~n
the sensing method. The cell e m ~ t san electr~calsignal proportional to the infrared lnlensity and ratlo of the radiation
vtriking the cell. To prevent stray light rays from signaling a
FlRE DETECTION SYSTEM SCHEMATIC
false alarm, the control amplifier acl~vatesonly when the

signal reaches a preset alarm level, which illuminates the
appropriate warning lights in the fire control T handles and
the master fault warning light on the glaresh~eld.When the
fire has been extinguished, the cell output voltage drops
below the alarm level and the control amplifier resets. No
m a n u a l resetting is required to reactivate the detection
system.
A rotary switch, placarded FlRE PROTECTION TEST, is
located on the copilot's subpanel. The right side of the switch.
placarded DETR - 1-2-3 provides a means of testing the
detection system circuitry. The system may be tested any
time on the ground or in flight by rotating the switch from OFF
to any of the three positions to activate a corresponding set of
flame detectors in each engine compartment. As the selector
is rotated through each of the three positions, the lights in the
fire control T handles and the master fault warning light will
illuminate. Failure of a light to illuminate in any one position
indicates trouble in that particular detector circuit.
FIRE EXTINGUISHER SYSTEM

The fire extinguisher system utilizes an explosive squib a n d
valve which, when opened, allows the distribution of the
pressurized extinguishing agent through a plumbing network
of spray nozzles strategically located in the fGe zones of the
engines.
The fire control T handles used to arm the extinguisher
system are centrally located on the pilot's instrument pane!.
immediately below the glareshield. These controls receive
power from the hot battery bus. The fire detection system w ~ l l
indicate an engine fire by illuminating the master fault warning light on the copilot's glareshield and the respective # 1 or
# 2 FlRE PULL lights in the fire control T handles. Pulling the
fire control T handle will electrically arm the extinguisher
system and close the fuel firewall shut off valve for that
particular engine. This will cause the red light in the PUSH
TO EXTINGUISH switch and the respective red # 1 or ," 2
FUEL PRESS light in the warning annunciator panel to ~lluml-
DETAIL
FlRE EXTINGUISHER SYSTEM SCHEMATIC
nate. Pressing the lens of the PUSH TO EXTINGUISH switch

will fire the squib, expelling all the agent in the cylinder at one
time. The respective yellow caution light, # 1 or # 2 EXTGH
DlSCH on the caution/advisory annunciator panel and the
master fault caution lights on the glareshield will illuminate
and remain illuminated, regardless of the master switch position, until the squib is replaced.
The fire protection rotary test switch is located on the
copilot's subpanel. The test functions, placarded EXTGH - #
1 - # 2, are arranged on the left side of the switch and provide
a test of the pyrotechnic cartridge circuitry. During preflight,
the pilot should rotate the test switch through the two
positions and verify the illumination of the green SQUIB OK
light o n the PUSH T O EXTINGUISH switch a n d t h e
corresponding yellow # 1 or # 2 EXTGH DlSCH light on the
caution!advisory annunciator panel.
A gage, calibrated in psi, is mounted on each supply cylinder
for determining the level of charge and should be checked
during preflight.
WINDSHIELD WIPERS
The dual windshield wiper installation consists of a motor.
arm assemblies, drive shafts, and converters, all located
forward of the instrument panel. The system includes a control switch, located on the overhead control panel. The system circuit breaker is located in the overhead c~rcuitbreaker
panel. Windshield wipers may be operated for flight and
ground operations. Do not use them on dry glass. The control
knob, placarded PARK-OFF-SLOW-FAST, controls the wipers with two speeds for light or heavy precipitation. After the
control is turned to PARK to bring the wipers to their most
inboard position, sprlng loading returns the control to the
OFF position.
CARE AND HANDLING IN COLD WEATHER
PREFLIGHT INSPECTION
Check the brakes and tire-to-ground contact for freeze lockup. Anti-ice solutions may be used on the brakes or tires if
freeze-up occurs. No anti-ice solution which contains a lubricant, such as oil, should be used on the brakes. It will
decrease the effectiveness of the brake friction areas. In
addition to the normal preflight exterior inspection, special
attention should be given all vents, openings, control surfaces, hinge points, and wing, tail and fuselage suriaces for
accumulation of ice or snow. Removal of these accumulations is necessary prior to take-off. The wing contour may be
sufficiently altered by the ice and snow that its lift qualities are
seriously impaired. Complete the normal preflight procedures
including a check of the flight controls for complete freedom
of movement.
Inspect the propeller blades and hubs for ice or snow. Unless
engine inlet covers have been installed during snow and
freezing rain conditions, the propellers should be turned (in

the direction of normal rotation) by hand to make sure they
are free to rotate prior lo starting the engines.
NOTE "
A f t e r englne start, exercise the propellers
through low and high pitch, beta range, and into
reverse range l o flush any congealed oil through
the oil system.
TAXIING
When possible, taxiing in deep snow or slush should be
avoided. Under these conditions the snow and slush can be
forced into the brake assemblies. If it becomes necessary to
taxi in ice or snow; caution should be exercised to ensure the
spray pattern of slush is not being ingested into the engine or
inter cooler intakes. Keep flaps retracted during taxiing to
avoid throwing snow or slush into the flap mechanisms and to
minimize damage to flap surfaces. When parking the airplane, it will be of some help to refrain from setting the
parking brakes immediately. Chocks or sandbags can be
used to prevent the a~rplanefrom rolling.
Spotty ice cover IS diff~cultto see. therefore tax1 slowly ?nd
allow more clearance in maneuvermg the alrplane
Before take-off, ensure the runway IS free from hazards. such
as snow drifts, glazed ice and ruts.
TAKE-OFF AND FLIGHT

Allow additional take-off distance i f encountering snow or
slush on the runway. After take-off it is recommended that
when flight considerations permit, the pilot keep the landing
gear down long enough without braking the wheels so that
the rotational forces and forward speed can remove most of
the moisture, snow or slush. Extra cycling of the landing gear
retraction system shortly after take-off could help dislodge
any moisture on moving parts of the retraction system.
During take-off in ice or snow conditions the inertial seperator
ice vanes should be extended to preclude the possibility of
ice being ingested into the engine air inlet.
When encountering icing conditions, in flight, it should be
kept in mind that with ice loads; stalling occurs at a higher
speed than normal, turns should be wide and shallow, and.
approach and landing speeds may have to be increased
somewhat.
LANDING
Due to the variety of possible winter conditions, the pilot must
be especially alert in landing. He may encounter unpredictable circumstances, such as swirling wind conditions, poor
visibility, ice on the runway or on the landlng gear mechan-
ism. It is recommended that just prior to landing, and with

gear down, brake pressure be applied several times to alleviate any brake freeze-up caused by ice in the brake assembly.
Braking and steerlng are less effective under slick runway
conditions. Also hydroplaning may occur under wet runway
conditions at higher speeds. Use of the rudder to maintam
directional control until the tires make solid contact with the
runway surface may be necessary. Applying reverse pitch to
the propellers can effectively reduce stopping distances on
slick runways. However, caution should be used in instances
when reversing pitch may cause snow to be thrown forward
reducing the pilots visibility.
nose landing gear strut for use by ground personnel. The jack
is connected mlo the airplane interphone system.
The following controls are provided for operation of the
system:
1. Pilot's ( # 1 ICS) Audio Control Panel.
CONTROL
FUNCTION
Transmitter
selector switch
Controls operation of selected system.
Permits reception of audio from the HF

transceiver and routes key and mic s ~ g nals to the HF transceiver.
AVIONICS
UHF
Permits reception o f audio from the

UHF transceiver and routes key and
mlc signals to the UHF transceiver.
AUDIO AND INTERPHONE

An audio fail-safe system is provided for use in the event of
an audio amplifier failure. If an audio amplifier falls, recelver
audio bypasses the amplifier and is applied directly to the
headsets and no audio will be available to the overhead
speakers. An external headset mic jack is provided on the
P e r n l t s rece~ptionof a u d ~ ofrom the

VHF-1 transceiver and routes key and
mlc s8gnalsto the VHF-1 transcewer
Permits receDt~onof audio from 'he
Transmitter Selector Switch

Pilot's AUDIO-OFF Switches
SPKR-PHONE Switch
NORM-EMER Switch
FILTER Switches
CABIN ADF-1IADF-2 Switch
M K R BCN V O L Control
MKR BCN HI-LO Switch
H F VOL Control
PILOT'S ( # 1
AI'
ooio~o
ICS)AUDIO CONTROL PANEL
VHF-2 transceiver and routes key and

mlc signals to the VHF-2 transceiver.
Permits transmission and reception of
interphone signals.
CABIN
PILOTS AUDIO.
OFF switches
Removes ADF audio from cabin speakers and allows pilot to talk to cabin occupants.
Permits monitoring of selected audio
regardless of position of transmitter
selector switch.
HF
Permits monitoring of H F audio.
UHF
Permits monitoring of UHF audio.
VHF-1
Permits monitoring of VHF-1 audio.
VHF-2
Permits monitoring of VHF-2 audio.
VOR- 1
Permits monitoring of VOR-1 aud~o.
VOR-2
Permits monitoring of VOR-2 audio.
ADF-1
Permits momtoring of ADF-1 aud~o.
ADF-2
Permits monitoring of ADF-2 audio
INTPH
Permits monilormg of ~nterphoneaudio
AUDIO SPKRPHONE switch
Determines where selected audio will

be heard.
SPKR
Allows selected audio lo be heard via

the speaker.
PHONE
Allows selected aud~oto be heard vla

the headphone.
AUDIO NORMEMER switch
NORM routes amplifier signal to speakers and headset.

EMER deletes the amplifier s~gnal;
headsets must be t!sed.
FILTER V-OFF
sw~tch
Selects whether voice f~lterwill be used

with ADF aud~o.
FILTER R-OFF
switch
Selects whe!her range f~itersvdl be

used with ADF and VOR audio.
HF VOL
control
Adlusts volume of k F audio
1.
2.
3.
4.
5.
Transmitter Selector Switch

AUDIO-OFF Switches
F l LTE R Switches
NORM-EMER Switch
SPKR-PHONE Switch
COP1 LOT'S ( # 2 ICS) AUDIO C O N T R O L PANEL
OXYGEN MASK Ut~lizesmicrophone in oxygen mask assembly with audio system.
MKR BCN
HI-LO switch
Selects either HI or L O marker beacon

sensit~vity
MKR BCN
VOL control
A d j u s t s volume of marker b e a c o n
audio.
MIC HEADSET
jack
Provides a means of connecting microphone headset assembly to audio

system.
CABIN ADF-1.
OFF, ADF-2
switch
Selects desired ADF audio for use with

c a b ~ nspeakers.
MIC jack
Provides a means of connectmg handheld microphone with p u s h - l o - t a l k

capability to the audio system.
ADF-1
Selects ADF-1 audio for use.
ADF-2
Selects ADF-2 audio for use
2. Copilot's ( # 2 ICS) Audio Control Panel.
The copilot's audio control panel is identical with the pilot's

panel with the following exceptions:
CONTROL
FUNCTION
HF VOL
control
Deleted.
MKR BCN
HI-LO switch
Deleted.
MKR BCN
\IOL control
Deleted.
CABIN ADF-1.
OFF. ADF-2
switch
Deleted.
UHF (Provisions Only)

The U H F (UHF-719A) is a line-of-sight radio transceiver
which provides transmission and recept~onof amplitude
modulated signals in the ultra h ~ g hfrequency range of 225.00
to 399.95 MHz for a distance range of approximately 50
miles. Audio signals are applied through the pllot and copilot
transmitter selector switches and through the pilot and copdot
UHF AUDIO switches to their respectwe headsets.
The follow~ngcontrols are prov~dedfor operat~onof the set
1.
Audio Control Panel
CONTROL
FUNCTION
Transmitter
selector
switch
Applies audio from se!ected source to

headset and mic and key s ~ g n a lto
selected source.
UHF AUDIO
switch
A p p l i e s U H F a u a i o to respective
headset.
Control Wheel
2.
CONTROL
FUNCTION
MIC tNTPHXMlT switch
Keys selected facility.
INTPH
XMlT
4.
When depressed to f~rstdetent, keys

interphone fac~lltyregardless of position
of transmitter selector switch.
When depressed fully, keys facility indicated on transmitter selector switch.
Instrument Panel
U H F Control Panel
CONTROL
FUNCTION
DIM-TEST
switch
Adjusts light intens~tyof readout. Tests

readout when swltch IS set on TEST
VOL control
Adjusts volume of recelved audio
Frequency
control
switches
Selects des~redoperatmg frequency of

set if Mode Selector switch is in MANUAL position.
Frequency
indicator
lndicates operatmg frequency of set ~f

mode switch is in either MANUAL or
R E A D position. Indicates channel
number i f mode switch is in PRESET
position.
CONTROL
FUNCTION
MIC HEADSET
OXYGEN MASK
Selects which microphone will be connected to audlo system.
TONE switch
When pressed, keys the sel and transmits a 1020 Hz lone.
Utilizes either hand-held m~crophoneor

headset-microphone assembly with audio system.
SQUELCH OFF
O N control
Turns squelch off and adjusts level of

squelch.
MIC HEADSET
Function sw~tch
Selects type of operatlon and turns set

off.
OFF
Turns set off.
MAIN
Turns set on.
BOTH
Enables guard recelver in addition to

normal operation.
ADF
Not used in this installation.
PRESET switch
Selects one of twenty preset channels

when mode switch is in PRESET position.
Mode switch
Determmes operating mode.
GUARD
MANUAL
PRESET
Displays frequency of selected preset

channel on frequency indicators.
READ
The UHF (ARC-164) is a line-of-slght radio transceiver which

provides transmission and reception of amplitude modulated
signals in the ultra hlgh frequency range of 225.000 to
399.975 MHz for a distance range of approximately 50 mlles.
Channel selection is spaced at 0.025 MHz. Audio signals are
applied through the pilot and copilot transmitter selector
switches and through the pdot and copilot UHF AUDIO
switches to their respective headsets. A separate receiver is
incorporated to provide monitormg capability for the UHF
guard frequency (243.0 MHz).
The following controls are provided for operatlon of the set:
Tunes set to guard frequency. Displays

guard frequency or readout.
Permits frequency selection by means
of manual frequency control switches.
F r e q u e n c y i n d i c a t o r s w ~ l ldisplay
selected frequency.
Permits select~onof one of 20 preset
channels. Displays selected channel
number on frequency indicators.
1. Audlo Control Panel.
CONTROL
FUNCTION
Tm~mltter
selector
sw~tch
Apphes audlo from selected source to

headset and mlc and key sianal to
se!ected source.
UHF AUDIO
A p p l i e s U H F a u d l o to respective
headset.
switch
1.
2.
3.
4.
5.
6.
7.
8.
9.
A P 001058
UHF CONTROL PANEL (UHF 719A)
VOL Control
Frequency Selector
Frequency Indicator
TONE Pushbutton
SQUELCH Switch
PRESETSwitch
Function Switch
Mode Switch
DIM-TEST Switch
2. UHF Control Panel
MANUAL
Any one of 7,000 frequencres can be

manually selected using the five manual selectors.
CONTROL
FUNCTION
Preset channel
indrcator
Displays preset channel selected
PRESET
Frequency is selected &rng the preset

channel selector to select any one of 20
preset channels.
Preset channel
selector
Selects one of 20 preset channel frequencies.
GUARD
The main receiver and transmitter are

automatically tuned to the guard frequency and the guard receiver is disabled.
Selects hundreds digit of frequency

Manual frequency
selector (hundreds) (either 2 or 3) in MHz.
Manual frequency
selector (tens)
S e l e c t s tens digit of frequency ( 0

through 9) in MHz.
SQUELCH switch
Turns main receiver squelch circuit on

or oif.
Manual frequency
selector (units)
Selects units d i g ~ tfor frequency (0

through 9) in MHz.
Volume control
Adjusts volume
TONE pushbutton
Manual frequency
selector (tenths)
Selects tenths digit of frequency (0

through 9) in MHz.
When pressed. transrn~tsa 1020 Hz

tone on the selected frequency.
Selects hundredths or thousandths diManual frequency

selector (hundredths gits of frequency (00. 25. 50. or 75) in
or thousandths)
MHz.
Selects method of frequency selection.
Mode switch
Function selector
Selects operatrng functrons.
OFF
Turns set off
MAIN
Turns set on.
1. Preset Channel Indicator
2.
3.
4.
5.
6.
7.
8.
UHF CONTROL PANEL (ARC-164)
Preset Channel Selector

Frequency Selectors & lndrcators
Mode Switch
SQUELCH Switch
Volume Control
TONE Pushbutton
Functron Selector
BOTH
Selects main receiver, transm~tterand

guard receiver.
ADF
VHF-1
AUDIO
sw~tch
Applles VHF-1 audio to respective

headset.
COMM 1
2. COMM 1 Control Panel.
The VHF (VHF-20) is a line-of-sight radio transce~verwhich
provides transmission and reception of amplitude modulated
s~gnalsin the very high frequency range of 117.000 to
135.975 MHz for a distance range of approximately 50 miles.
Beginning with tail number 76-22545, Army a~rplaneshave a
very high frequency range of 116.000 to 151.975 MHz. Audio
signals are applied through the pilot and copilot transmitter
selector switches and through the pilot and copilot VHF-1
audio switches to their respective headsets.
The following controls are provided for operat~onof the set:
CONTROL
Left Control
Frequency
indicator
Indicates operating frequency of set if

control transfer switch is in left posit~on.
Frequency
control
sw~lches
Selects des~redoperating frequency of

set if control transfer switch is in left
pos~tion.
VOL control
1 . Audio Control Panel.
Control indicator
CONTROL
FUNCTION
Transrn~tter
selector
swrtch
Appl~esaudio from selected source to

headset and mic and key slgnal to
selected source.
FUNCTION
TRANS
Adjusts volume of recerved audio

Illurnmates ~f control transfer sw~tchis in
left posltion
Se!ects w h ~ c hof two coniroi heads deterrnmes operating frequency of se!.
1.
2.
3.
4.
5.
6.
COMM 1 C O N T R O L P A N E L
Frequency Indicator
CONTROL Indicator
COMM TEST Switch
Frequency Selec~or
TRANS Switch
VOL Control
Right Control
Frequency
indicators
lndlcates operating frequency of set i f

control transfer switch is in right positton
(USB) modulation. The d~stancerange of the set IS approxlrnately 2.500 miles. and varies with altitude. Keying the HF
radio set whde operating the ADF # 2 set causes unreliable
ADF signals.
The following controls are provided for operation of the set:
Frequency
control
switches
Selects desired operating frequency of

set if control transfer switch is in right
positton.
Control indicator
Illuminates if control transfer sw~tchis in

right position.
COMM TEST
switch
Overrides automatic squelch circuit
1.
Audio Control Panel.
CONTROL
FUNCTION
Transmitter
selector
switch
Applies audio from selected source to

headset and rnic and key signal to
selected source
HF AUDIO
switch
Applies HF
headset.
HF VOL
control
Adjusts level of received audio.
audio
to
respective
COMM 2
COMM 2 is identical w ~ t hCOMM 1 except that audio is routed
through VHF-2 AUDIO switches and transmitter selector
switches.
The HF SSB-AM (718U-5) set provides lono -ange volce

comrnunicattons within the frequency range of 2 0000 to
29 9909 MHz The set employs e~therstandard amplitude
modulation (AM), lower srdeband (LSB), or upper sideband
2.
H F Control Panel.
CONTROL
FUNCTION
Frequency
controls
Adjusts operating frequency of se!.
Frequency
indtcators
lndlcates operallng freauency of set
3
AP 0 0 1 0 s ~
COMM 2 CONTROL PANEL
3.
4.
5.
6.
Frequency 1 1~ d i c a t o r
CONTROL l ndicator
COMM TEST Switch
Frequency Selector
TRANS Switch
VOL Control
Turns set off and determines operating

mode.
PILOT INSTRUMENTS
OFF
Turns set off.
RMI
USB
Places set in Upper Sideband mode.
LSB
Places set in Lower Sideband mode
The radio magnetic indicator (RMI) is a navigational aid

which provides airplane heading and radio bearing
information. The following controls are provided for operation
of the RMI:
AM
Places set in amplitude modulation

mode.
Function
switch
1. Instrument Panel.
Not used in this installation
CONTROL
FUNCTION
SVU
SVL
Not used in this installation
Copilot's
COMPASS
# I . #2
switch
Selects desired source for magnetic

heading information for display on
compass card.
RF TEST
indicator
Illuminated
Blinking
Extrnguished
SOL control
lndicates operational status of set.
lndicates
portion.
fault
in
# 1
Selects compass system

display.
1 for
# 2
Selects compass system

display.
2 for
receiver-exciter
Indicates
fault
amplifier-coupler.
in
power
2.
Radio Magnetrc Indicator
System is operational
CONTROL
FUNCTION
Adjusts level of squelch.
Compass Card
Indicates airplane heading at top of d ~ a l
1 . Frequency Selector
2. Frequency Indicator
3. SQL Control
4. RF Test lndicator
5. Mode Selector
A P 001057
HF CONTROL PANEL
Single needle
pointer
lndicates bearing selected by single

needle switch.
Double needle
pointer
lndicates bearing selected by double

needle switch.
Single needle
switch
Selects desired signal to be displayed

on single needle pointer.
ADF position
Selects ADF # 1 bearing information.
VOR position
Selects VOR # 1 bearing inforrnation.
Double needle
switch
Selects desired signal to be displayed

on double needle pointer.
ADF position
Selects ADF # 2 bearing information.
VOR position
Selects VOR # 2 bearing information.
Warning flag
lndicates loss of heading signal or that

heading information is unreliable.
The following controls are prov~ded for operation of the

instrument:
1.
Instrument Panel.
CONTROL
FUNCTION
Pilot's VOR
#1, #2
switch
Controls course select and display

circuits of the CDI.
# 1
Circuits are connected to VOR # 1

receiver.
receiver.
Pilot's COMPASS
#1, # 2
switch

heading informat~on for display on
compass card of ~ndicator.
COURSE DEVIATION INDICA TOR

The course dewation indicator (CDI) provides heading,
course deviation, and glideslope deviation inforrnation.
Information from this instrument is also fed to the automatic
flight control system.
Selects compass
display.
system
1 for
Selects compass
display.
system
2 for
1. Double Needle Pointer

2. Compass Card
3. Warning Flag
4. Double Needle Switch
5. Single Needle Pointer
6. Single Needle Switch
PILOT'S RADIO MAGNETIC INDICATOR (RMI)
2 . Course Deviat~onIndicator.
CONTROL
FUNCTION
Compass card
lndicates airplane magnetic heading

supplied by system selected on pilot's
COMPASS # 1, # 2 switch.
HEADING flag
lndicates loss
information.
of
Used to select desired heading.
GS flag
Covers glideslope pointer when not receiving glideslope information when ILS
frequency is selected.
Glideslope
pomter
Displays
deviation
from
correct
glideslope during ILS approach.
reliable heading
HORIZON REFERENCE INDICA TOR
COURSE readout
Presents a digital readout of course

selected by the COURSE knob.
Course arrow
Positioned by COURSE
selected VOR radial.
Heading marker
HDG knob
knob
to
The following controls are provided on the instrument for
operation:
Positioned by HDG knob to selected

heading.
Course deviation
bar
lndicates lateral course deviation

selected by the pilot's VOR # 1, # 2
switch.
TO-FROM
arrow
lndicates direction toward the VOR

station along the course selected by the
COURSE knob. The arrow is not visible
when a localizer frequency is selected.
or
The horizon reference indicator is the pilot's basic attitude

horizon indicator and the attitude direction instrument for the
flight director system.
NAV flag
lndicates
loss of
navigation signal.
unreliable
COURSE
knob
Used to select desired VOR course.
CONTROL
FUNCTION
Crossed needles
Display computed
autopdot.
Lateral deviation
ind~cator
Displays localizer deviation dormation

from VOR No. 1 receiver.
Vertical deviation
indicator
Displays
glideslope
deviation
informallon from VOR No 1 recewer
Bank angle
pointer
lndicates airplane bank angle
Bank angle
index
Reference indicating zero-degree b a n k
commands
1. Compass Card
2. Heading Marker
3. Course Arrow
4. HEADING Flag
5. COURSE Readout
6. N A V Flag
7. COURSE Knob
8. Course Deviation Bar
9. TO-FROM Arrow
10. HDG Knob
11. GS Flag
12. Glideslope Pointer
PILOT'S COURSE DEVIATION INDICATOR (CDI)
to
Bank angle
scale
Allows measurement of airplane bank

angle from zero to 60 degrees.
ENCODING AL TIMETER
Horizon line
Affixed to sphere, remains parallel to

the earth's horizon at all times.
Miniature
airplane
lndicates attitude of airplane with

respect to the earth's horizon.
The encoding altimeter provides the p~lotwith an ind~cationof

his present altitude above sea level and also provides
altitude information to the transponder for use in Mode C
operation. The following controls, located on the ahmeter.
are provided for operation of the instrument:
Sphere
Remains oriented with the earth's axis

at all times.
CONTROL
FUNCTION
MILLIBARS
Indicates local barometric pressure in

millibars. Adjusted by use of set knob
IN HG
Indicates local barometric pressure ~n

inches of mercury. Adjusted by use of
set knob.
GYRO flag
Presence indicates loss of power to, or

low rotational speed of, vertical gyro.
CMPTR flag
Presence indicates a malfunction within

the autopilot computer.
GS flag
Presence indicates glideslope information is not being presented on indicator

when ILS frequency is selected.
Drum indicator
Indicates airplane altitude in ten

thousands, thousands, and hundreds of
feet above sea level.
TEST push
button
When pressed, display indicates an

additional 10" nose up and 20" right roll
and the GYRO flag is visible.
Needle indicator
lndicates airplane alt~tudein hundreds

of feet with subdivisions at fifty foot
intervals.
Crossed Needles
Bank Angle Pointer
Bank Angle Index
Bank Angle Scale
Horizon Line
CMPTR Flag
Horizontal Reference
Lateral Deviation Indicator
Sphere
GYRO Flag
TEST Pushbutton
GS Flag
Vertical Deviation l ndicator
HORIZON REFERENCE INDICATOR
CODE flag
(Pilot only)
Presence indicates loss of power to

instrument.
COPILOT INSTRUMENTS
TURN AND SLIP INDICA TOR

RMI
The pilot's turn and slip indicator is used to provide automatic
yaw damping information to the autopilot.
CONTROL
FUNCTION
Turn rate
indicator
Deflects to indicate rate of turn.
2-minute
turn marks
Fixed markers indicate 2 minute turn

rate when covered by turn rate
indicator.
The copilot's RMI is identical in operation to the pllot's RMI

except that the pilot's COMPASS # 1, # 2 switch is used to
select information for display on the compass card of the
indicator.
.,
GYRO
warning
flag
Indicates when power is not applied to

turn gyro.
Inclir.ometer
Indicates lateral acceleration (side slip)

of airplane.
COURSE DEVIATION INDICATOR

The course deviation indicator provides heading, course
deviation, and glideslope deviation information. It also
switches to back localizer sensing whenever a localizer
frequency is tuned and the selected course and airplane
heading differ by more than 105 degrees.
The following controls are provided for operat~onof the
instrument:
1. CODE OFF Flag (Pilot only)

2. MILLIBARS Indicator
3. I N HG lndicator
4. Needle lndicator
5. Drum lndicator
APOOlOG2
ENCODING ALTIMETER
Heading ~ a r k e r
COMPASS Flag
Course Arrow
Compass Card
COURSE Readout
VOR-LOC Flag
COURSE K n o b
Course Deviation Bar
TO-FROM A r r o w
HDG Knob
GS Flag
Glideslope Pointer
COPILOT'S COURSE DEVIATION INDICATOR (CDI)

1 . Instrument Panel.
CONTROL
FUNCTION
Copdot's VOR
#1, #2
swltch

circuits of the CDI.
# 1
Circu~ts are connec:ed

rece!ver.
# 2
Circults are connected to VOR # 2

receiver.
1.
2.
3.
4.
AP001064
PILOT'S TURN AND SLIP INDICATOR
to Vor f
2-Minute Turn Marks

Turn Rate Indicator
GYRO Warning Flag
Inclinometer
NOTE
COMPASS flag
lndicates loss
information.
COURSE
readout
Presents a digital readout of course

selected by the COURSE knob.
Course arrow
Positioned by COURSE
selected VOR radial.
Heading marker
Positioned by HDG knob to selected

heading.

compass card of indicator.
Course deviation
bar
lndicates lateral course deviation

selected by the copilot's VOR # 1, # 2
switch.
# 1
Selects compass system #

display.
TO-FROM
arrow
Indicates direction toward the VOR

station along the course selected by the
COURSE knob.
#2
Selects compass system # 2 for

display.
VOR LOC
flag
Indicates loss of
navigation signal.
COURSE knob
Used to select desired VOR course.
HDG knob
Used to select desired heading.
GS flag
Covers glideslope pointer when not receiving glideslope information when ILS
frequency is selected.
If the pilot and copilot VOR # I , # 2 switches are

in the same position, the pilot has control of the
course selected circuits of the receiver selected
and the copilot can only monitor deviation
information from the selected receiver. A PILOT
SELECT indicator will illuminate to notify the
copilot that he has selected the same receiver as
the pilot.
Copilot's
COMPASS
# I , #2,
switch
1 for
of
reliable heading
or
knob
to
unreliable
2. Course Deviation Indicator.

CONTROL
Compass Card
FUNCTION
Indicates airplane magnetic heading

supplied by system selected on
copilot's COMPASS # 1, # 2 switch.
Bank Angle Scale

Bank Angle Pointer
Bank Angle Index
Horizon Line
Sphere
Inclinometer
Miniature Airplane
G Flag
8
AP001074
COPILOT'S GYRO HORIZON
Glideslope
pointer
Displays deviation from

correcr
glideslope during ILS approach.
The following controls on the instrument panel are provided

for operation of the systems:
GYRO HORIZON
CONTROL
FUNCTION
The gyro horizon is a flight aid which indicates the airplane

attitude. The indicator is designed to operate through all
attitudes and need not be caged for any maneuver.
Pilot's
COMPASS
# I , #2 switch

pilot's CDI and copilot's RMI.
The following controls are provided on the instrument for

operation:

display.
1 for
CONTROL
FUNCTION

display.
2 for
Bank angle
index
Reference indicating zero-degree bank.
Bank angle
pointer
Indicates airplane bank angle.
Bank angle
scale
Allows measurement of airplane bank

angle from zero to 90 degrees with
marks at 10, 20, 30, 45, 60, and 90
degrees.
Copilot's
COMPASS
#1, #2
switch
Horizon line
Affixed to sphere, remains parallel to

the earth's horizon at all times.
Miniature
airplane
lndicates attitude of airplane with

respect to the earth's horizon.
G flag
Presence indicates loss of power.
Sphere
Remains oriented with the earth's axis

at all times.
Inclinometer
Assists
the
copilot
coordinated turns.

display.
1 for

display.
2 for
COMPASS
SLAVE
annunciator
Presents a visual indication of system

synchronization operation.
GYRO
SLAVE!FREE
switch
Controls system mode of operat~on.
Places system in SLAVE mode.

FREE
in

copdot's CDI and pilot's RMI.
Places system in FREE mode
making
COMPASS
Dual identical compass systems provide accurate directional
information for the airplane at all latitudes of the earth. As a
heading reference, two modes of operation are used:
directional gyro (FREE) mode, or slaved (SLAVE) mode.
In polar regions of the earth where magnetic heading
references are not reliable, the system is operated in the
FREE mode. In this mode, the system furnishes an inertial
heading reference, with latitude corrections introduced
manually. In areas where magnetic heading references are
reliable, the system is operated in the SLAVE mode. In this
mode, the directional gyro is slaved to the magnetic azimuth
detector, which supplies long-term magnetic reference for
correction of the apparent drift of the gyro. Magnetic heading
information from both systems is applied to various airplane
systems through pilot and copilot COMPASS switches.
INCREASE/
DECREASE
switch
Provides manual fast synchronizat~on

for the system.
INCREASE
Causes gyro
increase.
heading
output
to
DECREASE
Causes gyro
decrease.
heading
output
to
The
VOR-1
(VIR-30
AGM)
is
an
airborne
navigation-communication radio whose function is to receive
and interpret VHF omnidirectional radio range (VOR) and
localizer (LOC) signals in the frequency range of 108.00 to
117.95 MHz, glideslope slgnals in the frequency range of
329.15 to 335.00 MHz, and marker beacon signals to 75
MHz. Signal reception is limited to line of sight and by the
power of the transmitter with a maximum range of 120 miles.
2. Aud~oControl Panels

VOR-LOC portion:
CONTROL
FUNCTION
AUDIO VOR
switch
Applies VOFj
headsets.
.
1. Instrument Panel.
CONTROL
FUNCTION
Pilot's VOR
#1, # 2
switch

circuits of the pilot's CDI.
audio
to
respectwe
3. NAV Control Panel.

CONTROL
FUNCTION
# 1

receiver.
Frequency
indicator
Indicates operating frequency of set
# 2

receiver.
Frequency
control
Selects desired operating frequency

circuits of the copilot's CDI.
OFFIVOL
control
Turns set on and adjusts volume
NAV TEST
pushbutton
When pressed, the following indications

are presented:
Copilot's VOR
#1, # 2
switch
# 1

receiver.
# 2

receiver.
VOR Test
Move the OBS bearing selec!or to approxlmate!y 5 degrees. A speclfic channel is not required for test - only
that the radio be tuned to a VOR frequency. A strong
station on frequency will not interfere with the test.
NOTE
If the pilot and copilot VOR # 1. # 2 switches are
in the same position, the pilot has control of the
course select circuits of the receiver selected
and the copilot can only monitor deviation
information from the selected receiver. A PILOT
SELECT indicator will illuminate to notify the
copilot that he has selected the same receiver as
the pilot.
VOR S~gnalPresent
l
out of vlew, the course mdicator
The flag w ~ l stay
lateral devlatlon bar wtll approx~matelycenter, and
the ~ n s t ~ m e w
n~
t l md~cate
l
TO The RMI pomters
connected to the VIR-30 w ~ lmd~cate
l
0 to 5 degree
rnagnetlc bearmg When the self-test control IS rel
lnto vrew and the RMI
leased, the flag w ~ l come
1.
2.
3.
4.
A P 001069
NAV CONTROL PANEL
Frequency Indicator
Frequency Control
N A V TEST Pushbutton
OFFIVOL Control
GLIDESLOPE
The glideslope is tested simultaneously with the localizer. The flag action is similar to the localizer except that
the flag delays are approximately one-half as long as
those in the localizer. The course indicator glideslope
pointer will indicate down approximately one dot.
pointers will park in approximately 1 second. Approximately 5 seconds later the flag will go out of
view and the RMI pointers will point to the station.
No VOR Signal Present:
The flag will go out of view after approximately 3
seconds, the course indicator lateral deviation bar
will approximately center, and the instrument will
indicate TO. The RMI pointers connected to the
VIR-30 will indicate 0 to 5 degree magnetic bearing. When the self-test control is released, the flag
will come into view and the RMI pointers will park in
approximately 1 second.
MARKER BEACON
This assembly is tested automatically when the NAV
TEST pushbutton and either a VOR or a localizer channel is selected. The indication of proper operation will be
all three marker lights flashing at a 30-Hz rate. A 30-Hz
tone is audible in the marker audio output.
Localizer Test
Tune to any localizer frequency.
LOC Signal Present:
The flag will stay out of view and the course indicator lateral deviation bar will deflect right approximately one dot. When the self-test control is released, the flag will come into view in 1 second and
will go out of view in approximately 5 seconds.
No LOC Signal Present:
The flag will go out of view after approx~mately3
seconds. and the course indicator lateral dev~at~on
bar wdl deflect right approximately one dot. When
l
the self-test control IS released, the flag w ~ lcome
into vlew ~napproxmately 1 second.

marker beacon portion:
1.
Instrument Panel.
CONTROL
FUNCTION
A indicator
lllum~nateswhen passlng over always

marker station.
0 ~nd~cator
lllurnlnates when passing over outer

marker stat~on.
M indicator
Illuminates when passing over middle

marker station.
2. Pilot's Audio Control Panel.
1.
ADF Control Panel
CONTROL
FUNCTION
LOOP control
Operative only when the function switch

is the LOOP or ADF position. Center
position removes rotation signals from
the loop antenna and the ADF pointer
on the RMl's. First position L(left) or R
(right) of center applies slow speed
rotation signals to loop antenna and
ADF pointer on RMl's for 360 degree
rotation left or right. Second position
L(left) or R (right) of center applies
fast-speed rotation signals to loop
antenna and ADF pointer on RMl's for
360 degree rotation left or right.
BFO-OFF switch
Turns BFO on or off.
Tuning meter
Indicates relative strength of received

signals.
Range switch
Selects operating frequency band
TUNE control
Tunes recewer
FREQUENCY
indicator
lndrcates the operat~ngfrequency
Mode selector
Determines operating mode
CONTROL
FUNCTION
MKR BCN
HI-LO switch
Controls sensitivity of marker beacon

receiver.
MKR BCN
VOL control
Adjusts volume of received signal.
The VOR-2 (VIR-30AG) is identical in operation to VOR-1

except that no marker beacon section is provided and during
NAV test, the double bearing pointer indicates 0" to 5".
The ADF-1 (DF-203) is an airborne radio direction finder

which operates in the frequency range of 190 to 1750 kHz to
provide a visual and aural indication of the airplane's bearing
in relation to the ground station. The set can also be used for
homing and position fixing. Reception distance of reliable
signals depends on the power output of the transmitting
station and atmospheric condition.
system:
OFF
Turns set off.
1.
2.
3.
4.
5.
6.
7.
ADF CONTROL PANEL
LOOP Control
BFO-OFF Switch
Tuning Meter
TUNE Control
FREQUENCY Indicator
Mode Selector
GAIN Control
ADF
Allows homing or automatic direction

finding operation.
ANT
Allows reception using sense antenna.
LOOP
Allows aural-null homing and manual

direction finding operations.
The ADF-2 (DF-203) is identical in operation with ADF-1.

Keying the H F radlo set while operating the ADF # 2 set w ~ l l
cause a momentar~lyunreliable ADF signal.
DME
GAIN control
Adjusts volume of received signals.
2. Audio Control Panel.
The DME (DME-40) system measures the slant range (lineof-sight) distance from the airplane to a ground statron and
displays a continuous distance readout in nautical miles. The
system also displays airplane ground speed in knots or timeto-station in minutes. The ground speed and time-to-station
are accurate only if the airplane is flying directly toward the
ground station at a sufficient distance that the slant range
and ground range are nearly equal.
CONTROL
FUNCTION
AUDIO ADF
switch
Applies ADF
headsets.
FILTER V-OFF
switch
Selects whether voice filter will be used

with ADF audio.
FILTER R-OFF
switch
Selects whether range filter will be used

with ADF audio.
CONTROL
FUNCTION
CABIN ADF-1.
Se!ects desired ADF audio for use with

cabin speakers.
DME SEL
swttch
Controls ooeration of the sys:em
OFF,ADF-2
audio
to
respective
The following controls are provided on the DME control panel

for operation of the system:
sw~tch(Pilot
only)
Places system ~nstandby
1.
DME SEL Switch
AP 001067
DME CONTROL PANEL
VOR-1
Allows channel selection using frequency controls for VOR-1.
HOLD
System will remain tuned to previous

channel if ihe VOR is tuned to a new
frequency.
Allows channel selection using frequency controls for VOR-2.
VOR-2
The following controls are provided on the DME indicator for

operation:
CONTROL
FUNCTION
TEST pushbutton
Initiates self-test of DME system. When

pressed, upper display indicates 0.0 or
0.1 and lower display indicates dashes
if control switch is in MIN position.
When button is released, both upper
and lower displays will indicate 8 in every digit for several seconds. If the DME
SEL switch is set for VOR-1, the LIN
DEV light will illuminate on the flight
director annunciator panel when the
TEST button is pushed.
DME MILES
indicator
Digital display of slant-range distance

from airplane to ground station in nautical miles.
Knotshinutes
display
Digital display of time to station in

minutes or ground speed of airplane in
knots. This information is accurate only
if the airplane is flying directly toward
the ground stat~on.
1
I*
Control switch
Controls operation of the DME system
OFF
Turns system off
MIN
Selects time tp station in minutes for

display on bottom readout.
KTS
Selects airplane ground speed In knots

for display on bottom readout.
DIM control
Controls intensity of digital readouts
TRANSPONDER
- APX-101
The transponder (APX-101) system is an ident~fication,posltion tracking, altitude reporting, and emergency tracking device. This set receives, decodes, and responds to intenogations by search radar. Range of the set is normally limited to
line-of-sight.
The following controls are provided for operat~onof the set:
1. Transponder Control Panel.
CONTROL
FUNCTION
CODE control
Selects dialed in Mode 4 code of the

day.
REPLY light
Indicates valid mode 4 interrogations

and replies when MODE 4 AUDIO
LIGHT switch is in AUDIO or LIGHT
positions.
1. TEST Pushbutton
2. DME MILES Display
3. Control Switch
4. KnotsIMinutes Display
5. DIM Control
DME INDICATOR
TEST light
Indicates the proper response has been

generated when the M-1, M-2, M-3/A,
or M-C switches are placed in TEST
position. Also illuminates when RAD
TEST-MON switch is in MON position
and replies are made to SIF interrogations.
Permits set to reply ~n the selected

mode.
OUT
Disables replies.
TEST
Permits selftest in the selected mode.

The transponder set can also reply to
ground interrogations in Ihe selected
mode while being tested.
MASTER control
0FF
Turns set off.
STBY
Places set in warm-up (standby) condition.
LOW
Places set at low sensitivity.
NORM
Operates set at normal sensitivity.
EMER
Transmits emergency replay.
M-1, M-2. M-3iA

and M-C switches
RAD TEST-MON
switch
RAD TEST
Enables an appropriately equipped

transponder to reply TEST mode interrogations from an ANI'UPM-92, or sirnilar test set.
MON
Turns on SIF monltorlng circuits in the

transponder test set.
OUT
Disables both test features
CODE Control
REPLY Light
TEST Light
MASTER Control
M 3 l A Switch
M-C Switch
RAD TEST-MON Switch
IDENT-MIC Switch
MODE 3 l A Code Selectors
MODE 1 Code Selectors
MODE 4 ON-OUT Switch
MODE 4 AUDIO-LIGHT SI tch
M-1 Switch
M-2 Switch
10
R P 001077
TRANSPONDER C O N T R O L P A N E L
IDENT-MIC switch
DENT
MODE 1 and
MODE 31A
code selectors
Allows d~versityoperation using both

antennas.
LOWER
Connects lower transponder antenna to

set.
Activates identification features.

Enables either control wheel POS
IDENT button to actlvate transmission
of ident signal from transponder.
MIC
BOTH
Selects the desired reply codes for

modes 1 and 3lA.
fl
3. Control Wheel.
CONTROL
FUNCTION
POS DENT
pushbutton
When pressed, transponder transm~ts

identification reply to ground.
TRANSPONDER
- APX-100
NOTE
The transponder computer must be installed in
order for the traponder set to make a reply to a
mode 4 interrogation.
Permits transponder to decode a mode

4 interrogation.
The transponder (APX-100) system is an identification, position tracking, altitude reporting, and emergency tracking device. It is installed on Army C-12A Airplane Serial Number
76-22545 and after. This set receives. decodes. and responds to interrogat~onsby search radar. Range of the set IS
normally limited to line-of-sight.
Dlsables mode 4 decoding.
The following controls are provided for operation of the set:
MODE 4 ON-OUT
switch
OUT
1. Transponder Control Panel.
MODE 4 AUDIO
LIGHT switch
CONTROL
FUNCTION
AUDIO
Permits aural and reply light monitoring

of valid mode 4 interrogations and
replies.
TEST GO indicator
llluminatlon indicates successful cornpletlon of bullt-in-test (BIT).
LIGHT
Permits only REPLY light monitoring.
TESTJMON indicator
Illumination indicates unit has malfunctioned.
2. Transponder Antenna Control Panel.
ANT switch
CONTROL
FUNCTION
IFF ANTENNA
switch
Corltrols which antenna is used with

set.
DIv
Connects upper transponder antenna

to set.
BOT
UPPER
-.
TOP
Selects use of top antenna.

..
Selects diversity operation uslng both

antennas.
Selects use of bottom antenna
1. I F F ANTENNA Switch
APOO1DIB
TRANSPONDER ANTENNA CONTROL PANEL
RAD TEST OUT

switch
Enables an appropriately equipped

transponder to reply TEST mode interrogations from an ANIUPM-92 or similar test set.
STATUS KIT
indicator
llluminat~onindicates the BIT or MON

failure is due to external computer.
STATUS ALT
indicator
lllurnination indicates the BIT or MON

failure is due to Altitude Dig~tizer.
MASTER control
IDENT MIC switch
OFF
Turns set off.
STL ,
Places set in warm-up (standby) condition.
NORM
Operates set at normal sensitivity.
EMER
Transmits emergency reply code.
STATUS ANT
indicator
lllurnination indicates the BIT or MON

failure is due to high VSWR in antenna.
IDENT
Activates transmission of identif~cat~on

(IP) pulse.
MIC
Enables either control wheel POS

IDENT button to activate transmission
of ident signal from transponder.
MODE 4 REPLY
indicator
lllurnination indicates that a reply has

been made to a valid MODE 4 interrogation.
TEST GO ~ndrcator
TESTIMON Indicator
ANT swrtch
RAD TEST OUT swrtch
MASTER mntrol
STATUS ANT indicator
STATUS KIT indrcator
STATUS ALT rndicator
DENT MIC swrtch
MODE 4 REPLY indrcator
MODE 4 AUDIO OUT sw~tch
MODE 31A code selectors
MODE 1 code selectors
MODE 4 TEST OUT swltch
MODE 4 CODE control
M-C TEST switch
M-31A TEST sw~tch
M-2 TEST sw~tch
M-1 TEST sw~tch
MODE 2 code selectors
TRANSPONDERCONTROLPANEL
MODE 4 CODE
control
MODE 4 AUDIO
OUT switch
AUDIO
Permits aural and reply light monltorlng

of valid Mode 4 interrogations and
replies.
M-C, M-3A, M-2.

and M-1 switches
Permits REPLY indicator only monitoring.
OUT
Disables monitoring capability
MODE 3iA code

selectors
Select the desired reply codes for Mode

3lA.
MODE 1 code
selectors
Select the desired reply code for Mode
Permlts self-test in the selected mode.

The transponder set can also reply to
ground interrogations in the selected
mode whlle being tested.
TEST
LIGHT
Selects dialed in Mode 4 code of the

day.
Permits set to reply in the selected

mode.
Disables replies
OUT
MODE 2 code
selectors
Select the deslred reply codes for Mode

2.
MODE 4 TEST
OUT switch
TEST
ln~tiatesbuilt-in-test of Mode 4 operation.
0N
Enables Mode 4 operation.
OUT
Disables Mode 4 operation.
NOTE
The cover over the mode se!ect swltches must
be slid forward to d~splaythe selected Mode 2
code
1. Mode Switch
2. Wx/GAIN Control
3. Wx Pushbutton
4. BRT Control
5. Scanistab Selector
6. Antenna Tilt Control
APWlOtS
RADARCONTROLPANEL
light condit~ons. During ground mappmg mode, adjusted in conlunction w ~ l h

GAIN control for best presentation.
2. Control Wheel.
CONTROL
FUNCTION
POS IDENT
pushbutton
When pressed, transponder transmits

identification reply to ground.
ScanlStab
selector
Provides 60, 120" and HOLD scan presentations on indicate;. Also controls
onloff operation of antenna stab~lrzatlon.
RADAR
The radar (RDR-1200) system provides a visual presentation
of the general sky area of approximately 120" around the
nose of the airplane and extending to a distance of 200
nautical miles. The presentation on the screen of the indicator shows the location of potentially dangerous areas, such
as thunder storms and hailstorms, in terms of distance and
azimuth with respect to the airplane. In addition to its primary
purpose of weather mapping, the system can be used, day or
night, for ground mapping under adverse weather conditions.
60"
Provides for 60 degree scan presentation.
HOLD
Weather or ground mapping information last presented is retained on indicator for longer evaluation.
120"
Provides for 120 degree scan presentation.
STAB ON
Antenna stab~lizatlonoperates normalIY-
WARNING
STAB OFF
Do not turn radar on within 15 feet of ground
personnel or containers holding flammable or
explosive material. The radar should never be
operated during refueling operations.
Antenna tilt
control
The followmg controls are provlded on the radar lnd~catorfor

operat~onof the system
CONTROL
FUNCTION
Mode switch
Controls operating mode of the system.
OFF
Turns system off.
STBY
Places system in standby condition during warmup per~odand whensystem is

not in use.
Antenna pitch and roll rnputs are d ~ s abled. The manual antenna t~ltcontrol
remarns operatrve.
Eiec:ricaIly adjusts the antenna to move
the radar beam up to 15 degrees up or
down from hor~zontal
FLIGHT CONTROL SYSTEM

The flight control system is a fully integrated autoprlotfi~~nt
director/compass system that provides the follow~ng
Heading mode
Navigation mode
Approach mode with automatic glideslope capture and track
TEST
Places system in test mode to determine operability of system. No transmission is made in test mode.
Altitude hold mode

Back course localizer mode
WLGAIN
Selects operating range in nautical

miles of system.
Go-around mode
Controls type of information presented.
Synchronized control wheel steering
control
Indicated airspeed hold mode
Presents normal weather display.
All angle adaptive capture for VOR, LOC, and LOC B C
MAXIMIN
Five levels of gain for MAX to MIN may

be selected during ground mapping operation.
Attitude display
Heading display
Wx pushbutton
BRT control
When pressed and held, eliminates

contour (Storm cell) presentation.
Navigation displays
Adjusts intensity of display for cockpit
Computed steering display
Mode selection indicators
IAS sw~tch
Engages alrspeed hold mode. Commands a~rplaneto malntain a~rspeed.
BIC switch
Engages backcourse mode. Cornmands airplane to mtercept back

course ILS.
ENG-DIS
switch
Controls coupling of the automatic pilot.
ENG
Engages autopilot and illuminates engaged indicator.
DIS
Disengages autopllot and illurnmates

disengaged indicator.
TRlM UP
indicator
Illuminates when autopllot is drwing

trim servo in up direction or, if autopilot
is disengaged, when manual up trim is
required.
TRlM DN
indicator
lllum~nates when autop~lot is drlvmg

trim servo in down direct~onor, if autopilot is disengaged, when manual down
trlm is reauired.
Trim indicators
sys'tem integrity warning flags
Automatic yaw damping
Turn and slip indicator
system:
1. Autopilot Mode Selector
CONTROL
FUNCTION
HDG switch
Engages heading mode. Commands

airplane to acquire the heading indicated by heading marker on HSI.
NAV switch
Engages navigation mode. Commands

airplane to intercept and track VOR radial selected by COURSE knob of HSI.
APPR switch
Engages approach mode. Commands

airplane to intercept and track ILS inbound course.
Self-test
sw~tch
Tesls drsplay and selector rndlcator clrcults when depressed
Engages altitude hold mode. Cornrnands airplane to maintain pressure alt~tude.
AUTO PILOT
TRlM TEST
switch
Used to simulate a no trrm condrtron lo

test trlm mon~torsystem.
ALT swltch
1. HOG Switch-Indicator
2. N A V Switch-Indicator
3. APPR Switch-Indicator
4. B / C Switch-Indicator
5. IAS Switch-Indicator
6. Self-Test Switch
7. TRlM DN Indicator
8. T R l M UP lndicator
9
9. ENG-DIS Switch
10. A L T Switch-Indicator
11.AUTO PILOT T R l M T'EST
switch
AUTO PILOT MODE SELECTOR

8-67
2. PitchITurn Control.
Flight Dlrector Annunc~ator
CONTROL
FUNCTION
CONTROL
FUNCTION
Turn control
knob
Supplies rollrate commands to autopilot. Spring loaded to center detent .
NAV ARM
indictor
lllurn~nateswhen computer is armed to

accept navigat~onslgnals.
Pitch control
thurnbwheel
Supplies pitch rate commands to autopilot. Spring loaded to center detent.
NAV CAP
indicator
lllurn~nateswhen selected radlal

tured.
IS
N A V ARM lndicator
GS ARM lndicator
GA lndicator
A L T lndicator
AP ENG Indicator
HDG lndicator
LIN DEV lndicator
IAS lndicator
AP DISC lndicator
BACK LOC lndicator
GS CAP lndicator
N A V CAP lndicator
AW01072
FLIGHT DIRECTOR ANNUNCIATOR
Turn Control Knob

Pitch Control Thumbwheel
AUTOPI LOT PITCH-TURN PANEL
cap-
turned OFF. When pressed to the second detent, the electric trlm is turned
OFF.
GS ARM
indicator
lllurninates when approach mode is

selected.
GS CAP
indicator
Illuminates when glideslope is captured.
GA indicator
llluminates when go around mode is

selected.
BACK LOC
indicator
lllurninates when back course mode is

selected.
ALT Indicator
llluminates when altitude hold mode is

selected.
AP DISC
indicator
lllurninates when autopilot is disengaged.
AP ENG
indicator
llluminates when autopilot is engaged.
IAS indicator
llluminates when airspeed hold mode is

selected.
HDG indicator
llluminates when heading mode

selected.
LIN DEV
indicator
Illurnmates when distance and bearmg

data is received from VORTAC.
CONTROL
FUNCTION
DIM BRT
control
Adjusts intensity of illumination of the

flight director annunciator.
ONiOFF ARM
switch
Controls operatton of the set
4.
IS
Control Wheel.
CONTROL
FUNCTION
DIS-TRIMIAP-YD
When pressed to first detent, autopllot
System pushbutton system is disengaged and yaw damp is
-
EMERGENCY LOCATOR TRANSMITTER
An emergency locator transmitter is provided to assist tn

tracking and recovery of an airplane and crew in the event an
emergency landing is necessitated. The output frequency is
121.5 and 243 MHz simultaneously. Range is approximately
line of sight.
In the event the impact swltch has been madvertently actuated, the beacon can be reset by firmly pressing the RESET switch on the front of the case. Access to the beacon is
through the door on the bottom of the aft right fuselage.
The following controls located on the emergency locator

transmitter (aft right fuse!age), are provtded for operat~onof
the set:
ON
Turns set on for test purposes
OFF
Turns set off
ARM
Arms set so that 11 will turn on automattcally ~nan ~mpact
SERVICING
TABLE OF CONTENTS
Introduction .........................................................................................................................9-3
GROUND HANDLING
Towing .................................................................................................................................9-3
Parking ................................................................................................................................9-3
Tie Down ............................................................................................................................. 9-3
Jacking Points ..................................................................................................................... 9-3
Mooring Illustration ..............................................................................................................
9-4
SERVICING
External Power .................................................................................................................... 9-3

Battery .................................................................................................................................
9-5
Battery Overheat Factors ........................................................................................... 9-5
Maintenance Practices to Prevent Battery Overheating ...............................................9-5
9-6
Tires ....................................................................................................................................
Shock Struts ........................................................................................................................
9-6
Nose Gear Strut ....................................................................................................... 9-6
Main Gear Strut ............................................................................................................
9-6
9-6
Brake System ......................................................................................................................
Oil System ...........................................................................................................................
9-7
Cleaning and Inspecting the Oil Filter
..........................................................................9-7
Changing the Engine Oil ..............................................................................................

9-7
Fuel System ........................................................................................................................

9-8
9-8
Fuel Handling Practices ...............................................................................................
Blending Anti-icing Additive to Fuel ............................................................................ 9-9
Filling the Tanks ...........................................................................................................9-9
Fuel Grades and Types ................................................................................................
9-9
Draining the Fuel System ...........................................................................................
9-10
Cleaning Fuel Filters ..................................................................................................9-10
Changing the Fuel Pump Filter................................................................................ 9-10
Vacuum Air ................................................................................................................... 9-10
Servicing the Oxygen System ...........................................................................................9-10
Oxygen Components .................................................................................................9-10
9-11
Oxygen System Purging ............................................................................................
Filling the Oxygen System ....................................................................................... 9-11
Oxygen Cylinder Retesting
..................................................................................... 9-11
Servicing the Air Conditioner ............................................................................................ 9-11

Charging the Refrigerant System ............................................................................... 9-11
Air Conditioner Air Filter Replacement .......................................................................9-12
Ventilation Air Return Line Filter Replacement .......................................................... 9-12
9-12
Cleaning ............................................................................................................................
Aircraft Finish .........................................................................................................
9-12
9-12
Windows and Windshields .........................................................................................
Polarized Cabin Windows ........................................................................................9-12
Surface Deice Boot Cleaning ................................................................................9-12
Interior Care ...............................................................................................................
9-13
Resetting Ice Vane Override Assembly .............................................................................
9-13
9-14
Fuel Brands and Type Designations ...........................................................................
9.15. 9-19
Bulb Replacement Guide ........................................................................................
9.20. 9-23
Consumable Materials..............................................................................................
Lubrication Points ....................................................................................................
9.24. 9-30
Servicing Schedule................................................................................................... 9.31. 9-33
The purpose of this sect~onis to supply you with information for servicing the airplane when operating away from your home
station. A listing of consumable Materials, Approved Fuels and Oils, Lubrication Points, and br~efservic~nginformation is
included as a ready reference should the need arise.
WARNING
T h ~ sis a pressurized airplane. Drilling, modification, or any type of work which creates a
break in the pressure vessel is considered the responsibility of the facility performing the
work. Obtaining approval of the work is, therefore, their responsibility.
GROUND HANDLING
TOWING
The tow bar connects to the upper torque knee fitting of the
nose strut. The airplane is steered w ~ t hthe tow bar when
movmg the airplane by hand, or it can be connected to a tug
to tow the airplane. Although the tug will control the steermg
of the airplane, someone should be positioned in the pilot's
seat to operate the brakes in case of an emergency.
WARNING
Always ascertain that the control locks a;e removed before towing the a~rplaneSerious damage can result to the steerlng linkage i f towed
with a tug w ~ t hthe rudder locks installed
NOTE
Avoid settlng the parking brake when the brakes
are hot from severe usage, or when molsture
conditions and freezmg temperatures could form
ice locks.
TIE-DOWN
Three moorlng eyes are provlded one underneath each wing
and one in the ventral fin To moor the airplane chock the
wheels fore and aft, install the control locks, and t ~ ethe
arplane down at all three points If extreme weather IS anticipated. it IS advisable to nose the airplane mro the wing before
tymg it down. When mooring the airplane, install propeller
restraints and the covers on the pitot masts, engine Intake
and exhaust, and the heat exchanger leading edge ~nlets
JACKING POINTS
The nose gear strut has turn limit warnlng marks to warn the
tug driver when turnmg limits of the gear will be exceeded.
Damage will occur to the nose gear and linkage if the turn
hm~tis exceeded. The maximum nose wheel turn angle is 48'
left and right. When ground handling the airplane, do not use
the propellers or control surfaces as hand holds to push or
move the airplane.
The a~rplaneis provided with three jacking points to ralse the

airplane for servlclng. The forward point IS on the left s ~ d eof
the wheel well openmg near the aft end of the nose wheel
doors. The main gear points are on the rear spar just inboard
of the nacelle fairing. All three points are easily identified by
the placarding JACK PAD adjacent to the jack points. The
areas around the jack pads are unobstructed to facilitate the
use of jacks. All adapters extend .7 inch or more below the
structure surface.
PARKING
The parking brake may be set by pulling out the parking
brake control, located on the extreme left side, below the
pllot's subpanel, and depressing :he toe portion of the pilot's
rudder pedals. The parking control closes dual valves in the
brake lines that trap the pressure applied to the brakes and
keep it from returnmg through the master cylinders. To release the parking brake, depress the pilot's brake pedals to
equalize the pressure on both sides of the parking brake
valves and push the parking brake control fully in.
SERVICING
EXTERNAL POWER
The airplane is equipped with an external power receptacle
located just outboard of the r~ghtengme in the lower side of
the wing center section and will accept a standard AN 2552
9-3
DETAIL
A-
DETAIL
N O S E AND M A I N
DETAIL
MOORING THE AIRPLANE
type plug. The airplane electrical and avionics systems are

automatically isolated from the ground power unit if the unit
has reverse polarity or a potential of 32 volts DC or greater.
T h e DC generation system is automatically locked out
whenever external power is applied to the airplane DC electrical busses. The security keylock switch (Army only) and
battery master switch must be ON to apply external power to
the airplane electrical busses. A green advisory light, EXTERNAL POWER, in the caution/advisory annunciator panel.
will illuminate when the external power plug is engaged.
External power can be used for starting the engines, or to
supply the airplane electrical loads during ground operation
without running the engines. The external power circuit is
capable of accepting 400 amperes continuously and can
withstand current surges of 1100 amperes for short durations
of 100 milliseconds which is required for engine starting.
nents and equalizing the cells. For detailed servicing of the

battery, refer to the Maintenance Manual.
The electrolyte in the nickel-cadmium battery is

an alkali solution. Use equipment reserved for
nickel-cadmium batteries only. Even minute
traces of acid can damage a nickel-cadmium
battery.
Add only distilled water when liquid level is low. The battery
electrolyte level is related to the amount of electrical charge
stored in the battery. When the charge is low, the electrolyte
will appear to be low, therefore the distilled water should only
be added when the battery is fully charged.
BA TTERY 0 VERHEAT FACTORS

Set auxiliary power unit voltage at 28.25 V t .25
V. Do not exceed 400 amperes continuous power load.
Battery overheating can be caused or accelerated by the

follow~ngfactors:
1.
Frequent englne starts and excessive englne cranking.
2. Airplane generator bus voltage too h~gh.

The following precautions must be observed when using an
external power source:
1.
Set the auxiliary power unit output for 28.25 V
3. Improper charging and infrequent battery recondit~oning.
.25
2. Turn off the auxiliary power unit before plugging into the
external power receptacle.
3. Turn on the keylock switch (Army only) and the battery
switch located under the gang bar on the overhead control
panel. The battery w ~ ltend
l
to absorb transients that may be
present in some auxiliary power units.
4. Unnecessary use of the airplane batter~esto run auxiliary equipment such as lights, avionics equipment, ventilation
system, etc. during ground operations.
5. Poor or no ventilation of the battery compartment during

h ~ g hambient temperatures particularly during ground operations.
6. Loose cell-to-cell connectors (links).
4. Turn on the auxiliary power unit.
5. If the auxiliary power unit is not equipped with a standard AN plug, check the polarity with a voltmeter. Connect
the positive lead to the large center post of the receptacle
and ground to the remaining large post. The small pin is the
polarizing pin and requires a positive voltage of 18 to 29 volts
to close the external power relay.
6. Selecting the EXT PWR position of the avionics master
power sw~tchwill allow the use of an auxiliary power unit for
avionics checkout.
7. Current leakage between cell and battery container and

airframe ground.
8. Cells low on electrolyte.

9. Ground operations using power units with voltage settings higher than the recommended airplane bus voltage, cr
power units with poor regulation.
10. Cell imbalance
MAINTENANCE PRACTICES TO PREVENT BA TTERY O VERHEA T/NG
BATTERY
Servicing the 24 volt, 34 ampere-hour, air cooled nickelcadmium battery is normally limited to checking the electrolyte level, cleaning the battery box and associated compo-
1 . Service the batteries at the interval recommended in the

maintenance manual; however more frequent servlclng may
be necessary, depending upon the type of operation to which
the airplane is subjected.
9-5
2. The voltage regulator should be checked periodically for

proper callbration, thereby reducing the possibility of overcharging and concurrent rise in battery temperature.
3. K e e p battery loads to a minimum during extended
ground operation. Provide for adequate ventilation of the
battery if conditions are conductive to battery temperature
rise.
4. Reduce the probability of localized heating of the cells
by checking torque values of the cell-to-cell connectors.
5. Keep battery clean. Spillage of electrolyte causes high

leakage currents, and short circuits, which results in heating.
inspection procedure. If 11 becomes necessary to servlce the

shock struts due to the leakage of either the hydraulic oil or
the air, the following procedures should be followed:
NOSE GEAR STRUT

1. Release all of the air from the strut by depressing the
core of the air valve on top of the strut.
2. Remove the air valve and wipe clean. With the strut fully
compressed, the end of the filler neck on the air valve should
touch the oil. If the oil is below this level, add MIL-H-5606
hydraulic oil. Reinstall and safety the air valve.
6. Cell electrolyte level should be checked often to reduce

the possibility of localized cell overheating.
3. With the airplane empty except for full fuel and 011.
inflate the nose gear until the inner cylinder is extended 3 to
3.5 inches.
7. When charging the battery with an auxiliary power unit

observe the following:
MAIN GEAR STRUT
Provide adequate ventilation for the battery coma.

partment.
1. Release all the air from the strut through the air valve
and remove the core from the valve.
The auxllrary power unit voltages should not exb

d
voltage Make certaln the unit is
ceed the s p e c ~ f ~ ealrplane
well regulated and that ~ t sammeters are accurate
2. Fully compress the strut and attach a small hose over

the alr valve and immerse the other end of the hose ~n
MIL-H-5606 hydraulic 011. Slowly extending the strut will vacuum the od into the cylinder. Cycling the strut slightly as it IS
extended will expel any trapped air. Return the strut slowly to
the fully compressed position; this wdl force the excess oil
back into the container and the strut will be properly filled wlth
011.
c
Open the battery cavlty durlng chargmg to allow
vlsual mon~torlngand Increase ventilat~on.
TIRES
The airplane is equipped with 18 x 5.5, 8-ply rating tubeless
tires on the maln landing gears and a 6.50 x 10. 6-ply rating
tubeless tlre on the nose landing gear.
3. With the airplane empty except for full fuel and 011.
inflate the strut until the inner cylinder IS extended 3.93 to
4.19 inches.
BRAKE SYSTEM
CAUTION
Brake servicing is limited to maintalnlng adequate fluid ~nthe
l,
fluid or
Tires that have picked up a f ~ ~ ehydraulic
oil film should be wsshed down as soon as possible with a detergent solution to prevent deterioration of the rubber.
INSULATOR
SEGMENTED C A R R I E R
A N D LINING
PISTON
Maintaining proper tire inflation will help to avoid damage

from landlng shock and contac: with sharp stones and ruts.
and will minimize tread wear. When inflating the tires, inspect
for cuts, cracks, breaks and tread wear.
Inflate the main wheel tires ( 1 8 x 5.5) to 92 psi (unloaded) or
96 psi (full weight). The nose wheel tire should be inflated
between 55 to 60 psi.
SHOCK STRUTS
Servicing the shock struts is normally part of each 100 hour
PACKING
BRAKES
PISTON
DIRECTION O f
MOVEMENT
NOTE- A P P L Y B R A K E S B E F O R E
C H E C K I N G W E A R TOLERANCE.
BRAKE WEAR TOLERANCE
reservoir mounted on the bulkhead in the upper left corner ot

the nose avionics compartment. A dipstick is provided as part
of the reservoir lid to measure the fluid level. When the fluid is
low, add sufficient quantity of MIL-H-5606 hydraulic fluid to
raise the level to the full mark on the dipstick.
Each wheel cylinder is provided with a means of conveniently
checking brake wear. The distance between the piston housing and the lining carrier will increase with lining wear. When
the distance exceeds .20 inch (as indicated by the accompanying illustration) the brakes should be replaced. This
check should be accomplished with brake pressure applied.
For more detail on servicing of the wheels and brakes, refer
to the Maintenance Manual.
CLEANING AND INSPECTING THE OIL FILTER

The engine oil filter is located under the square cover plate at
the three o'clock position of the compressor inlet case and
just behind the aft fire seal. The filter may be cleaned as
follows:
1. Remove the four self-locking nuts and plain washers
securing the filter cover to the compressor inlet case. Remove the cover and withdraw the element from the filter
housing.
2. Hand flush the element in clean, unused solvent to
remove light contaminants on the external protective screen.
3. Dry the element with clean, filtered air or allow to stand
until dry.
OIL SYSTEM
Servicing the engine oil system primarily involves maintaining the engine oil at the proper level, cleaning and replaclng
the filter element, and changing !he oil at the proper intervals.
The filter element should be cleaned at 100-hour intervals.
The interval for changing the oil is dependent upon airplane
utilization. For typical utilization (50 hours per month or less)
change the oil each 400 hours or 9 months, whichever occurs
first. For high utilization (more than 50 hours per month)
change the oil each 400 hours (1200 hours using 5 Centistoke oils) or 9 months, whichever occurs first.
CAUTION
Do not mix different brands of oil when adding oil
between oil changes. Different brands or types of
oil may be incompatible because of the difference in their chemical structure.
The oil tank is provided with an oil filler neck and quantity
dipstick cap which protrude through the accessory gearcase
at the eleven o'clock position. The dipstick is marked in U.S.
quarts and indicates the last five quarts required to bring the
system up full. Access to the dipstick cap is gained through
an access door on the aft engine cowl. Service the oil system
with oil as specified in Consumable Materials. Do not mix
different oil brands together. Total oil tank capacity is 2.3 U.S.
gallons. When a dry engine is first serviced it will require
approximately 5 quarts, in addition to tank capacity, to fill the
lines and cooler, giving a total system capacity of 14 quarts.
The engine will trap approximately 1.5 quarts which cannot
be drained; therefore, when performing an oil change, refill
the system with 12 quarts and add additional oil based on the
dipstick reading.
4. Visually inspect and repeat the cleaning process if required. The filter should be cleaned at 100-hour intervals and
replaced at 1000 hours or sooner if oil system be-~ o m e s
contaminated. Each time the filter is removed for cleaning or
inspection, the "0" ring seal inside the perforated flange
must be replaced.
CHANGING THE ENGINE OIL
When changmg to a different brand of oil, completely drain the airplane oil system as indicated
in'the procedure below. Remove the oil filter and
immerse it in the brand of oil to be used. Reinstall
the oil filter and drain plugs. Fill the system to the
proper level, and ground run the engines for 20
minutes to thoroughly circulate the new brand of
oil throughout the system. Completely drain the
airplane oil system and again remove the oil filter
and immerse it in the new brand of oil. Refill the
airplane oil system as indicated below. This will
thoroughly purge the system of the old oil to
prevent chemical interaction between it and the
new brand.
CAUTION
Spilled oil should be removed immediately to
prevent possible tire contamination or damage.
OIL FILTER
cowling.
14. Ground run engines for 20 minutes, if changing brands

of oil, or sufficiently long enough to distribute new oil and
check for possible leaks.
2. Unsafety and remove the drain plug from the oil cooler
and drain the oil into a container.
15. Thoroughly check the engine for oil leaks
1. To gain access to the oil drain plug, remove the aft lower
3. Remove the drain plug from the tube connected to the

engine oil tank drain port. Allow all oil to drain from the
engine.
4. Remove the forward engine cowling and unsafety and
remove the drain plug from the nose case. Refer to the
Maintenance Manual for removal of the lower forward
cowling.
5. Remove drain plug from fuel heater and drain the oil into
a container.
6. With all the drain plugs removed, motor the engine over
with the starter only (no ignition) to permit the scavenge
pumps to clear the engine.
CA UTION
Limit motoring to the time required to accomplish
the above because of the limited lubrication available to the engine during this operation. To
prevent damage to the fuel control unit, leave the
condition lever in IDLE CUT-OFF while motoring
the engine.
7. Install a new oil filter element as described in CLEANING AND INSPECTING OIL FILTER.
8. Coat a new "0" ring seal with engine oil and install it on
the engine drain plug.
9.
Insert the drain plug into the engine and safety it
10. Reinstall and safety the oil cooler drain plug

11. Reinstall and safety the fuel heater drain plug.
12. Reinstall and safety the nose case drain plug. Reinstall
the cowlings.
CAU TlON
Damage to the threads will result if the fuel heater drain plugs are tightened to a torque exceeding 15 to 20 inch-pounds. Apply MIL-P-17232,
Type A, Class 2, anti-seize compound to the
drain prior to reinstallation.
13. Fill the engine with the correct amount and type of oil as
specified in CONSUMABLE MATERIALS.
16. Check dipstick for proper engine oil level.
FUEL SYSTEM
FUEL HANDLING PRACTICES
All hydrocarbon fuels contain some dissolved, suspended
water. The quantity of water contained in the fuel depends on
temperature and the type of fuel. Kerosene, with its higher
aromatic content, tends to absorb and suspend more water
than aviation gasoline. Along with the water, it will suspend
rust, lint, and other foreign materials longer. Given sufficient
time, these suspended contaminants will settle to the bottom
of the tank. However, the settling time for kerosene is five
times that of aviation gasoline. Due to thls fact, jet fuels
required good fuel handling practices to assure that the airplane is serviced with clean fuel. If recommended ground
procedures are carefully followed, solid contaminants will
settle and free water can be reduced to 30 parts per million
(PPM), a value that is currently accepted by the major airlines. Since most suspended matter can be removed from
the fuel by sufficient settling time and proper filtration, it is not
a major problem. Dissolved water has been found to be the
major fuel contamination problem. Its effects are multiplied in
airplanes operating primarily in humid regions and warm
climates.
Dissolved water cannot be filtered from the fuel with micronic
type filters, but can be released by lowering the fuel temperature, such as will occur in flight. For example, a kerosene fuel
may contain 65 ppm (8 ounces per 1000 gallons) of dissolved
water at 80F. When the fuel temperature is lowered to 15'F,
only about 25 ppm will remain in solution. The difference of
40 ppm will have been released as super cooled water droplets which need only a piece of solid contaminant or an
impact shock to convert them to ice crystals. Tests indicate
that these water droplets will not settle slnce the specific
gravity of ice is approximately equal to that of kerosene. The
40 ppm of suspended water seems like a very small quantity,
but when added to suspended water in the fuel at the time of
delivery, is sufficient to ice a filter. While the critical fuel
temperature range is from 0" to -20F, which produces severe system icing, water droplets can freeze at any temperature below 32F.
Water in jet fuel also creates an environment favorable to the
growth of microbiological sludge in the settlement areas of
the fuel cells. This sludge, plus other contaminants in the
fuel, can cause corrosion of metal parts in the fuel system as
well as clogging of the fuel filters.
Since fuel temperature and settling tune affect total water
content and foreign matter suspension, contamination can be
minimized by keeping equipment clean. Use adequate filtration equipment and careful water drainage procedures, store
the fuel in the coolest areas possible, and allow adequate
settling time. Underground storage is r e c o m m e n d e d . f o r
fuels. Filtering the fuel each time it is transferred will minimize
the quantity of suspended contaminants carried by the fuel.
The primary means of contamination control is careful handling. This applies not only to fuel supply, but to keeping the
airplane system clean. The following is a list of steps that
may be taken to prevent and recognize contamination problems.
1. Know your supplier. It is impractical to assume that fuel
free from contaminants will always be available, but it is
feasible to exercise precaution and be watchful for signs of
fuel contamination.
2. Assure, as much as possible, that the fuel obtained has

been properly stored, filtered as it is pumped to the truck, and
filtered again as it is pumped from the truck to the airplane.
3. Perform filter inspections t o determine i f sludge is
present.
4. Periodically flush the fuel tanks and systems. The frequency of flushing should be determined by the climate and
the presence of sludge.
5. Use only clean fuel servicing equipment.
6. Start flow of additive when refueling beglns. (Refueling

should be at 30 galimin minimum, 60 galimin maximum. A
rate of less than 30 gallmin may be used when topping off
tanks.)
Assure that the additive is directed into the flowing fuel stream and that additive flow is started
after fuel flow starts and is stopped before fuel
flow stops. Do not allow concentrated additive to
contact coated interior of fuel cells or airplane
painted surfaces. Use not less than 20 fl oz of
additive per 260 gallons of fuel or more than 20 11
oz of additive per 104 gallons of fuel.
FILLING THE TANKS

When filling the alrplane fuel tanks, always observe the following:
I Make sure the fuel nozzle IS grounded at the filler cap

grounding jack and that both the alrpiane and servlclng unrt
are grounded
2 The main filler caps are located on top of each outboard
wlng sectlon. The auxiliary fuel filler caps (11~nstalled)are
located on top of the wmg center sectlon.
6. After refueling, allow a three hour settle p e r i o d ,

whenever possible, then drain a small amount of fuel from
each drain.
CAUTION
CAUTION
Do not fill auxiliary fuel tanks unless mam tanks

are full.
Fuel spills on tires have a deteriorating effect and

the tires should be cleaned promptly.
3. Allow a three hour settle period whenever possible, then
drain a small amount of fuel into a container from each drain
point. Check fuel at each drain point for contamination.
BLENDING ANTI-ICING ADDITIVE TO FUEL

FUEL GRADES AND TYPES
The following procedure will be used when blending antiicing additive complying with MIL-L-27686 as the airplane is
being refueled through the tank fillers.
1. Using "HI-FLO PRIST" blender (Model PHF-204), remove cap containing the tube and clip assembly.
2. Attach pistol grip on collar.
3. Press tube into button.

4. C l ~ ptube end to fuel nozzle.
5. Pull trigger firmly to assure full flow and lock in piace.
Jet A, Jet A-1. Jet B, and JP-4, JP-5 fuels may be mixed in
any ratio. Aviation gasoline, grades 80 87 and 115 1 4 5 are
alternate fuels and may be mixed in any ratio with the normal
fuels when necessary. However, use of the lowest octane
rating available is suggested. Engine operation shall be limited to 150 hours during each time-between-overhaul
(TBO) perlod.
A FUEL BRAND AND TYPE DESIGNATION chart is included in this section and gives the fuel refiner's brand name
along with the corresponding designation established by the
American Petroleum Institute (API) and the American Society
of Testing Material (ASTM). The brand names are listed for
ready reference and are not specified by Beech Aircraft Corporation as the only acceptable products. Any product conforming to the recommended specifications may be used.
CHANGJNG THE FUEL PUMP FIL TER

At intervals of 100 operating hours, clean the fuel pump filter
as follows:
DRAINING THE FUEL SYSTEM

The airplane fuel system can be drained by either of two
methods. Both methods involve removing the access cover
plate on the lower aft cowling. Cut the safety wire and remove
the plug from the defuel fitting. A standard AN 832-12 union
is installed in the defuel fitting and tightened until fuel flows
out of the adapter. The fuel can be gravity drained from the
nacelle into a suitable container. Total time to gravity drain
the system will be approximately 28 minutes per side.
The system can also be evacuated by a fuel truck connected
to the defueling adapter. Total defueling time, based on a 20
gpm flow rate for the fuel truck pump, will be approximately
ten minutes per side.
The auxiliary fuel system (if installed) can be drained by
either transferring it to the main system with the transfer
system, or by draining it into a container by removing the
drain plug located in the bottom of the auxiliary tank sump
strarner.
The aux~liarytank need not be drained to replace the standby
fuel pump
The fuel pump filter is housed in the engine driven pump

located on the right side of the engine accessory case.
1. Remove the lockwire and the four retaining screws in
the cover of the filter.
2. Use a CPWA 30443 puller to remove the filter assembly
from the fuel pump housing.
3. Disassemble the filter by removing the long bolt in the

center of the filter.
4. Clean the filter element by sloshing it in solvent, and
blowing it with compressed air regulated to 15 psi. Check the
filter for broken screen, loose brazing or corrosion. Replace
the filter element if any of these conditions exist.
5. Reassemble the clean or new filter element on the cover

plate with the spring, washer, and teflon packing ring and
torque the long bolt 25 to 30 inch-pounds.
6 . Install a new packing and ' 0" ring on the cover flange
and install the f~lterassembly into the pump body Install and
torque the four retaining screws 40 to 46 inch-pounds and
lockwrre.
CLEANING FUEL FIL TERS

VACUUM AIR
Clean the firewall filters every 100 hours as follows:
Open the access door on the aft b w e r cowling to gain
access to the firewall filter.
1.
2 . Remove the drain tube from the firewall filter.
3. Cut the lockwire securing the filter housing retaining nut

and remove the nut.
4. Remove the filter housing from the filter body by inserting a No. 10 (32 UNF-36) screw in the filter removal hole in
the cover assembly.
Vacuum for the pressurization controller and deicer boot

holddown is obtained by operating an ejector wrth bleed air
from the engines. During operation, the elector creates a
vacuum within the plumbing until it is relieved at a preset
level by the vacuum relief regulator.
The vacuum relief regulator valve, located on the forward
pressure bulkhead in the radio compartment, I S protected by
a foam sponge type filter which should be cleaned in solvent
at least every 100 hours.
SERVICING THE OXYGEN SYSTEM

5.
Remove the preformed packings.
OXYGEN COMPONENTS
6. Inspect the filter pack for forergn material and microbiological sludge.
7. Plug the open ends of the center tube and wash the unit
in solvent.
8. Remove the plugs and reinstall the assembled filter and

cover in the pump housing and torque the attaching bolts to
40 to 60 inch-pounds. Safety the cover bolts with lockwire.
9 . Reattach the drain tube to the firewall filter.
Oxygen for unpressurized high altitude flight is supplied by a

cylinder located in the compartment behind the aft pressure
bulkhead. A 49 cubic foot light weight cylinder is installed in
the airplane. The oxygen system is serviced by a filler valve
accessible by removing an access plate on the right side of
the aft fuselage. The system has two pressure gages, one
located on the right subpanel in the crew compartment for
in-flight use, and one adjacent to the filler valve for checking
system pressure during filling. A shutoff valve and regulator,
located on the cylinder, controls the flow of oxygen to the
crew and toilet compartment. A separate shutoff valve controls oxygen flow to the passenger outlets. Both shutoff
valves are actuated by push-pull type controls located aft of
the overhead circuit breaker panel in the crew compartment.
The pilot and copilot have diluter-demand masks and the
passengers have plug-in, constant flow masks.
OXYGEN SYSTEM PURGING

Offensive odors may be removed from the oxygen system by
purging. The system should also be purged any time system
pressure drops below 50 psi or a line in the system is
opened. Purging is accomplished simply by connecting a
recharging cart into the system and permitting oxygen to flow
through the lines and outlets until any offensive odors have
been carried away. The following precautions should be observed when purging or servicing the oxygen system:
1. Avoid any operation that could create sparks. Keep all
burning cigarettes or fire away from the vicinity of the yirplane
when the outlets are in use.
2. Inspect the filler connection for cleanliness before attaching it to the filler valve.
SERVICING THE AIR CONDITIONER

Servicing the air conditioner system consists of checkmg and
maintcining the correct refrigerant level, compressor oil level,
belt tension and condition, system leak detection, and replacement of the evaporator air filters. It is imperative that the
maintenance of the air conditioning system, except for filter
replacement, be accomplished only by qualified refrigerant
system technicians. The following information should be considered a guide only to aid qualified personnel in repairing,
overhauling, or replacing the refrigeration system components.
CHARGING THE REFRIGERANT SYSTEM

The system should be recharged when
1. The refrigerant level is insufficient. The refrigerant level
may be observed through the sight glass, located under an
inspection plate on the nose, In the receiver-dryer. The level
is insufficient if it contains bubbles or appears milky
2. Leaks have been detected in the system.

3. Air has entered the system
3. Make sure that your hands, tools, and clothing are

clean, particularly of grease or oil stains, for these contaminants are extremely dangerous in the vicinity of pure oxygen.
4. As a further precaution against fire, open and close all
oxygen valves slowly during filling.
FILLING THE OXYGEN SYSTEM

When filling the oxygen system, use Aviator's Breathing Oxygen, MIL-0-27210 only. DO NOT use Medical Oxygen since
this type contains moisture which may cause the oxygen
valve to freeze.
Fill the oxygen system slowly by adjusting the recharging rate
with the pressure regulating valve on the servicing cart, because the oxygen, under high pressure, will cause excessive
heating of the filler valve. The 49 cubic foot cylinder may be
charged to a pressure of 1850 i 50 psi at a temperature of
70F. This pressure may be increased an additional 3.5 psi
for each degree of increase in temperature; similarly, for
each degree of drop in temperature, reduce the pressure for
the cylinder by 3.5 psi. The oxygen system, after filling, will
need to cool and stabilize for a short period before an accurate reading on the gage can be obtained. When the system
is properly charged, disconnect the filler hose from the filler
valve and replace the protective cap on the filler valve.
O X Y G E N CYLINDER RETESTING
Light weight oxygen cylinders, stamped "3HT" on the side
plate, must be hydrostatically tested every three years and
the test date stamped on the cylinder. This bottle has a
service life of 4380 pressurizations or fifteen years,
whichever occurs first, and then must be discarded.
Components carrying refrlgerant have been replaced
WARNING
Refrigerant and oil are under pressure within the
refrigeration system. Injury to personnel or damage to the system could occur if the maintenance
is not performed properly. The refrigerant system
should be serviced only by qualified air condit~onertechnicians.
The total capacity of the system is 152 ounces of refrlgerant.

Access to the air conditioner servicing connections is gained
through the left cowling door of the right nacelle just forward
of the firewall. Attach the service unit to the connections on
the compressor. The compressor discharge service connection is the connection nearest to the access opening. If only
part of the refrigerant has been lost, which is indicated by
bubbles in the sight glass when the system is in operation,
the system may be fully charged by introducing refrigerant
into the suction service connection. The refrigerant should be
added in a vapor form to prevent liquid "slugging", which may
cause damage to the compressor. Operate the compressor
until all bubbles are gone from the sight glass on the receiverdryer. If all of the refrigerant has been lost, the system should
be purged by evacuating with a vacuum pump to an absolute
pressure level of 125 microns, then break the vacuum with
refrigerant, start the compressor and charge as previously
described.
Frigidaire 525 viscosity refrigerant oil, or equivalent, is recommended for use in the air condit~onercompressor. Since
the refrigerant-oil mixture in the compressor is under pressure, extreme caution must be used when adding oil to the
compressor. Frigidaire 525 viscosity refrigerant oil is distributed in an aerosol pressure can which delivers the oil into
the compressor connection under pressure. The suction service connection on the compressor is the recommended
location for adding oil to the compressor. Disconnect the
suction service connection and apply four ounces of oil, then
connect the suction service connection. Operate the compressor after addition of oil to check the oil level. Except
when the system has been totally evacuated (a total recharge of oil is 26 ounces), no more than four ounces of oil
should be added at one time.
AIR CONDITIONER AIR FILTER REPLACEMENT

The air conditioner filters are flexible, fiberglass type filters
that cover the evaporator coils and should be replaced each
300 hours of operation.
Forward evaporator filter replacement:
1. Remove the access door in the nose wheel well keel
under the refrigerant plumbing.
2. Pull the filter down and out of the retaining springs on

the evaporator coil.
3 Fold the new f~lterto insert ~tthrough the access doors

l
The filter must be carefully ~nsertedbetween the c o ~assembly and the refugerant plumbing under the reta~nmgsprings
4.
Replace the access doors
CLEANING
AIRPLANE FINISH
Urethane paint is used on the airplane because it is impervious to synthetic oil and most solvents and has excellent
abrasion resistance. This paint finish gives a very lustrous
sparkle. In hot weather, oxidation will occur faster than in cold
weather, so it is recommended that a good grade of wax or
good automotive polish be used to aid in preserving the
finish. Hangaring the airplane while not in use is good insurance against deterioraticn from sun and weather.
WIND0WS AND WINDSHIELDS

The wmdshield and plastic windows should be kept clean
and waxed To prevent scratches, wash the w~ndowscarefully with plenty of mild soap and water, using the palm of the
hand to dislodge dirt and mud Flood the surface with clean
water to rinse away dirt and soap After rlnsing, dry the
w~ndowsw ~ t ha clean, mo~stchamois Rubbing the surface of
the plastlc w ~ t ha dry cloth should be avoided, as it builds up
an electrostatc charge on the surface which attracts dust
particles
If oil or grease IS present on the surface of the plastlc, remove
w ~ t hkerosene before washmg it with
it with a cloth mo~stened
soap and water. Never use gasoline, benzine, alcohol,
acetone, carbon tetrachloride, f r e extinguisher or antl-ice
flu~d,laquer th~nneror glass cleaner These materials w ~ l l
soften the plastic and may cause it to craze
Aft evaporator filter replacement:

1. Remove the carpet and floor panel behind the rear spar,
and remove the cover of-the evaporator plenum.

2. Remove the old filter from behind the retaining springs
on the evaporator coil.
3. Insert the new filter between the retainer springs and the
evaporator coil.
4.
Replace the plenum cover, floor panel, and carpet.
VENTILA TION AIR RETURN LINE FILTER REPLACEMENT

Effective Army airplane number 22267 and Air Force number
22259, a filter is installed in the evaporator vent blower air
return line. This filter is located at floorboard level adjacent to
the forward pressure bulkhead. Replace the filter each 300
hours of vent blower operation or whenever condition dictates. Replacement is accomplished by installing the appropriate sized filter material on the support screen inside the air
return line.
After thoroughly cleaning,_wax the surface with a good grade

of commercial wax provided it does not have an acrylic base.
The wax will fill in minor scratches and help prevent further
scratching. Apply a thin, even coat of wax and bring it to a
high polish by rubbing lightly with a clean, dry, soft flannel
cloth. Do not use a power buffer; the heat generated by the
buffing pad may soften the plastic.
POLARIZED CABIN WIND0WS

The polarized cabin windows consist of two plastic window
panes installed with the polarized surfaces facing each other
in a sealed assembly. To clean the interior exposed surface
of the window requires only careful application of the practices for cleaning plastic windows. If it should become necessary to clean the inner surface of the sealed assembly and
the inside of the pressure glass, the sealed assembly may be
removed by removing the escutcheon, four screws, and the
sealed assembly. Clean the interior windows and reinstall the
sealed assembly and escutcheon.
SURFACE DEICE BOOT CLEANING

The deice boots are made of soft, flexible stock, which may
be damaged if gasoline hoses are dragged over the surface

of the boots or if ladders and platforms are rested against
them. KEEP DEICE BOOTS FREE OF OIL, FUEL, PAINT
REMOVER, SOLVENTS, AND OTHER INJURIOUS SUBSTANCES. Deice boots should be cleaned regularly with a
mild soap and water solution not to exceed 180F.
tioned in the article on care of plastic windows, should never

be used since they soften and craze the plastic
ICE VANES (INERTIAL SEPARATOR SYSTEM) RESETTING OVERRIDE ASSEMBLY
INTERIOR CARE
To remove dust and loose dirt from the upholstery, headliner,
and carpet, clean the interior regularly with a vacuum
cleaner.
Once the electrical actuator has been disengaged by the

manual override the actuator will remain inoperative until the
override is manually disengaged as follows:
1. Open the forward cowling.
Blot up any spilled liquid promptly with cleansing tissue or

rags. Do not pat the spot. Press the blotting material firmly
and hold it for several seconds. Continue blotting until no
more liquid is taken up. Scrape off sticky materials with a dull
knife, then spot clean the area.
Oily spots may be cleaned with housegold spot removers.
used sparingly. Before using any solvent, read the instructions on the container and test it on an obscure place on the
fabric to be cleaned. Never saturate the fabric with a volatile
solvent; it may damage the padding and backing materials.
Soiled upholstery and carpet may be cleaned with foam-type
detergent, used according to the manufacturer's instructions.
To minimize wetting the fabric, keep the foam as dry as
possible and remove it with a vacuum cleaner.
The plastic trim, instrument panel, and control knobs need
only be wiped with a damp cloth. Oil and grease on the
control wheel and control knobs can be removed with a cloth
moistened with kerosene. Volatile solvents, such as men-
2. Push up on the latch where it protrudes into the slot

in the override assembly until the clevis bolt on end of the
manual override arm is free to travel forward in slot.
3. If necessary, center the clevis bolt on the end of
the actuator arm in the semicircular slot in the override assembly. This will align the clevis bolt w ~ t hthe pin in the
override assembly. When in this position, the actuator arm
clevis engages the cam slot and is properly locked in plact
for the extent of travel required to operate the inertial vane
Do not operate actuator when the actuator and

mechanical arms are disengaged Failure to properly posit~onthe end of the actuator arm in the
semicircular slot of the override assembly w ~ l l
prevent full travel of the actuator and result in
damage to the electrical actuator
A N D T Y P E DESIGNATIONS
PRODUCT NAME
DESIGNATION
PRODUCT NAME
DESIGNATION
AMERICAN O I L COMPANY
American Jet Fuel Type A
American Jet Fuel Type A-1
Jet A
Jet A-1
RICHFIELD PETROLEUM COMPANY

Richfield Turbine Fuel A
Richfield Turbine Fuel A-1
Jet A
Jet A - 1
ATLANTIC REFINING COMPANY

Arcojet-A
Arcojet-A-1
Arcojet-B
Jet A
Jet A-1
Jet B
SHELL O I L COMPANY
Aeroshell Turbine Fuel 640
Aeroshell Turbine Fuel 650
Aeroshell Turbine Fuel JP-4
Jet A
Jet A-1
Jet B
BP TRADING COMPANY
BP A.T.K.
BP A.T.G.
Jet A-1
Jet B
SlNCLAl R O I L COMPANY
Sinclair Superjet Fuel
Sinclair Superjet Fuel
Jet A
Jet A-1
CALIFORNIA TEXAS COMPANY

Caltex Jet A-1
Caltex Jet B
Jet A-1
Jet B
STANDARD O I L OF CALIFORNIA
Chevron T F - 1
Chevron JP-4
Jet A-1
Jet B
CITIES SERVICE COMPANY

Turbine Type A
Jet A
CONTINENTAL O I L COMPANY
Conoco J e t 4 0
Conoco Jet-50
Conoco Jet-60
Conoco J P 4
STANDARD O I L OF KENTUCKY
Standard JF A
Standard JF A - 1
Standard JF B
Jet A
Jet A-1
Jet B
Jet A
Jet A
Jet A-1
Jet B
STANDARD O I L OF OHIO
Jet A Kerosene
Jet A-1 Kerosene
Jet A
Jet A - 1
GULF O I L COMPANY
Gulf Jet A
Gulf Jet A-1
Gulf Jet B
Jet A
Jet A-1
Jet B
TEXACO
Texaco Avjet K 4 0
Texaco Avjet K-58
Texaco Avjet JP-4
Jet A
Jet A - 1
Jet B
EXXON O I L COMPANY
Exxon TL-bo Fuel A
Exxon T!..-jo Fuel 1-A
Exxon TI.: bo Fuel 4
Jet A
Jet A-1
Jet B
UNION O I L COMPANY
76 Turbine Fuel
Union JP-4
Jet A-1
Jet B
NOTE
MOBIL O i L COMPANY
Mobil Jet A
Mobil Jet A-1
Mobil Jet B
Jet A
Jet A-1
Jet B
Jet A - Aviation Kerosene type fuel with

- 4 0 " ~( - 4 0 " ~ Freeze
)
Point.
Jet A-1 - Aviation Kerosene type fuel with
- 5 8 ' ~( - 5 0 " ~Freeze
)
Point.
PHILLIFS PETROLEUM COMPANY

Philjet A-50
Philjet JP-4
Jet A
Jet B
PURE O I L COMPANY
Purejet Turbine Fuel Type A
Purejet Turbine Fuel Type A-1
Jet A
Jet A-1
Jet B - Aviation wide-cut gasoline type

fuel similar to MIL-T-5624 grade JP-4, but
may have a Freeze Point of - 6 0 " ~( - 5 1 " ~instead
)
of - 7 6 ' ~( - 6 0 " ~Freeze
)
Point of JP-4.
ULB R E P L A C E M E N T
LOCATION
A f t Dome Light
303
. . . . . . . . . . . . . . .
327
. . . . . . . . . . . . . . . . . .
7341
1864
Annunciator Panel Light (Caution/Advisory)

Annunciator Panel Light (Warning)
1864
Cabin Door Observer Light

Cabin Door Step Light
Cabin Sign Light
313
Compass Light
327
Emergency Exit Light (Interior and Exterior)
. 7341
Engine Fire Extinguisher "Push t o Extinguish" Light
387
387
Engine Fire Extinguisher Handle Light
Engine Fire Extinguisher "Squib OK" Light

Fluorescent Light Tube
MS 15570-81
PW-BMA 200-2
PW-BMA-200-1
PW.BMA.200.3
5108WW
Indirect Instrument Light

Right
Left
Center
.
.
.
.
Landing Gear Control Handle Light
Landing Gear Position Indicator Light
Master Fault Caution Switch Light
Master Fault Warning Switch Light
Landingnaxi Light
Map Light . Control Wheel
Marker Beacon Light
Outside Air Temperature Light
Reading Light
Spar Cover Light
Overhead Floodlight
Post Light
BULB NUMBER
LOCATION
Tail and Belly Beacon Flashtube

Day
Night
. .
Tail Navigation Light

Threshold Light
. . . .
Wheatlight for Edgelite Panels

Wing Ice Light
Wing Navigation Light
. .
CONTROL WHEEL LIGHTS
F l R E PULL H A N D L E LIGHTS
n
#1 F l R E PULL
PILOT AND COPILOT
1. Remove two screws i n center piece

2. Remove map light f r o m interior
COMPASS LIGHT
1. Unscrew cap filter assembly

2. Remove lamp
WARNING ANNUNCIATOR PANEL LIGHTS
1. Depress left side of indicator panel

to rotate i n direction shown
1.
2.
Swing shield ( 1) up
Remove lamp ( 2 )
SCREW I N LIGHTS
1. Unscrew cap filter assembly ( 2 )

2. Remove lamp
2. Pull bulb from rear of indicator panel
I N D I C A T O R LIGHTS
1. Pull light shield (1) from light assembly

2. Remove lamp
AP000468.1
INTERIOR EMERGENCY LIGHTS
1. Pull light shield (1 ) from light assembly

2. Remove lamp
1. Remove screws securing lens retaining ring.
2. Remove lens retaining ring and lens.

3. Remove bulb and replace with new bulb.
CAUTION/ADVISORY ANNUNCIATOR PANEL LIGHT
1. Depress light
3. Rotate clockwise 180'
2. Pull light out.
4. Drop down and

replace light.
AP001052
LANDING A N D T A X I LIGHTS
1. Remove retaining ring.

2. Remove and replace lamp.
EXTERIOR EMERGENCY LIGHTS
W l N G ICE LIGHT
1. Remove access door

2. Remove bulb
TAIL N A V I G A T I O N LIGHT
1
1
1. Remove screws securing lens retaining ring.

2. Remove lens retaining ring and lens.
3. Remove bulb and replace w i t h new bulb.
W l N G N A V I G A T I O N LIGHT
1. Remove. retaining screws.
2. Remove bulb and replace with new bulb.
UPPER8LOWER
STROBE BEACON LIGHTS
1. Remove transparent cover (1)

and shield ( 2 ) .
2. Remove bulb.
1. Loosen retainer band.

2. Disconnect module.
3. Remove flashtube.
AP001051
CONSUMABLE
MATERIAL
SPEC1FlCATlON
Recommended
Engine Fuel
Jet A (NATO F-30, F-34)

Jet A-1 (JP-5, NATO F-42)
Jet B (JP4, NATO F-40)
Alternate (Limited t o
150 hours between each
overhaul period)
80187
91 196
1001130
1151145
Engine Oil
5 CENTISTOK E OILS
ATERIALS
PRODUCT
"VENDOR
Monsanto Skylube 450
,Jonsanto Co.
800 N. Linbergh Blvd
St. Louis Mo. 631 66
Chevron Jet Engine Oil 5
Chevron International Oil Co. Inc.,

555 Market St.,
San Francisco, Calif. 941 20
Turbo Oil 2380
Exxon lnternational Co.,

1257 Ave. of the Americas.
New York, New York 10020
Exxon Company, U.S.A.. Box 2180,
Houston. Texas 77001
Aeroshell Turbine Oil 500
Shell Oil Co., One Shell Plaza,

P. 0. Box 2463,
Houston, Texas, U.S.A. 77001
Castrol 205
Castrol Oil Canada Ltd., P.O. Box 3.

New Toronto Postal Station, Toronto,
Ontario
Sinclair Turbo S Oil Type I I
Sinclair Refining Co., 600 Fifth Ave.,

Stauffer Jet I I
Stauffer Chemical Co., 299 Park Ave.,

Caltex Sato 7730

Caitex RPM Jet
Engine Oil 5
California Texas Oil Corp.,

380 Madison Ave.,
Texaco Sato 7730
Texaco Inc., 135 East 42nd St.,

Mobil Jet Oil I I
Mobil Oil Corporation,

150 East 42nd Street,
BP Enerjet 51
BP(North America)Ltd., 620 Fifth Ave.,

New York. New York 10020
CONSUMABLE MATERIALS (Continued)

MATERIAL
SPECIFICATION
PRODUCT
'VENDOR
Lubricating Grease,
Airplane and Instruments,
Gear and Actuator Screw
MIL-G-23827
Supermil Grease No. A72832
American Oil Company.

165 N. Canal,
Chicago, Illinois 60606
Royco 27A
Royal ~ubrlcantsCo., River Road,

Hanover, New Jersey 07934
Aeroshell 7 Grease
Shell Oil Co., 50 West 50th,

Socony Mobil Oil Co.. Inc.,
Washington 5 D.C.
Lubricating Grease,
General Purpose Wide
Temperature Range
Lubricating Grease,
High Temperature
MIL-G-81322
MIL-G-3545
Castrolease A1
Castrol Oils Inc.,

Newark, New Jersey
Mobilgrease 28
Mobil Oil Corporation,

Shoreham Bldg.,
Washington, D.C. 20005
Royco 22s
Royal Lubricants Co.. Rwer Road,

Hanover. New Jersey 07934
Aeroshell Grease 22
Shell Oil Company, 50 West 50th..

New York. N.H. 10020
Aeroshell Grease 5
Shell Oil Company, 50 West 50th.,

New York. N.Y. 10020
BP Aero Grease 35
BP Tradlng Llmlted.
Br~tannicHouse, Moore Lane.
London E.C. 2. England
Castrolease
AHT
Castrol Oils Inc.,

Castrol Limlted,
254-266 Doremus Avenue.
Newark, New Jersey 07105
Beacon 265
Imperial 011
Enterprises, Ltd.,
P.O. Box 3022, Sarnia, Ontarlo
-.
International Lubricants Co.,

New Orleans, La. 70150
Royal Lubricants Co.,
River Road,
Lubrication Grease
Molybdenum
Disulfide
Hudarulic Fluid
(Brakes and Shock
Struts)
MIL-G-21164
MIL-H-5606
1955 Aircraft Starter Grease
Caltex 011Products Co.,

Aircraft Starter Grease
Texaco lnc., 135 East 42nd.,

3126 Hydarulic 011
Exxon Company, U.S.A., Box 2180

Houston, Texas 770011
Aeroshell Fluid 4
Shell 011
Co., 50 West 50th.,
9-21

MATERIAL
SPEC1FlCATlON
PRODUCT
Hydraulic Fluid
(Brakes and Shock
Struts) (Continued)
M I L-H-5606
PED 3337
Standard Oil of California,

225 Bush St.,
San Francisco, California 94120
Solvent
PD680
Varsol
Exxon Company, U.S.A.,

1251 Ave. of the Americas,
Molybdenum Disulfide,
Technical, Lubrication Grade
M I L-M-7866
Molykote Z
Haskel Engineering and Supply Co.,

100 East Graham Plate,
Burbank, California 91 502
Molykote Z
Wilco Co., 4425 Bandini Blvd.,

Los Angeles, California 90023
Moly-Paul No. 4
K.S. Paul Products Ltd.,

London, England
Lubrication Grease,
Molybdenum Disulfide
Soap Solution, Oxygen

System Leak Testing
MIL-G-21164 or mix
TG-4727
30 grams of M I L-M-7866
per pound of MI L-G23827 for landing gear
Aeroshell Grease 17
actuator threads
Texaco Inc., 135 East 42nd..

New York, New York
Shell Oil Co., 50 West 50th.,
PED 3350
Standard Oil of California,

225 Bush St.,
San Francisco, California 941 20
Frigidaire Refrigerant
Oil (525 viscosity)
Frigidaire Division of General

Motors
Dayton, Ohio 45401
Texaco Capella E
(500 viscosity)
Texaco Inc., 135 East 42nd.,

New York, New York
M I L-L-25567
Oil (Air Conditioner

Compressor)
Marvel Mystery Oil
Marvel Oil Company, Inc.,

331-337 N. Main St.,
Port Chester, New York 10573
Lubricating Oil
Aeroshell No. 12
Shell Oil Co., 50 West 50th.,

Lubricating Oil
M I L-0-6086,
Grade M
Trojan Gear Oil 6086M
Cities Service Oil Co.,

New York, New York
Lubricating Grease,
Pneumatic Systems
M I L-G-4343
Cosmolube 61 5
E.F. Houghton and Co.,

303 West Lehigh Ave.,
Philadelphia, Pennsylvania 19133
Templube No. 124
National Engineering Products Company,

Washington Building,
Washington, D.C.
Royco 43
Royal Lubricants Company, River Road,


MATERIAL
SPEC1FlCATlON
PRODUCT
*VENDOR
Air Conditioning
Refrigerant
Dichlorodifluoromethane
Racon 12
Racon Inc.,
Wichita, Kansas
Genetron 12
Allied Chemical,
Speciality Chemicals Division,
Morristown, New Jersey
Freon 12
DuPont Inc., Freon Products Division,

Wilmington, Delaware 19898
Aviator's Breathing
Oxygen
MI L-0-27210
Door-Ease
American Grease Stick Company,

2651 Hoyt,
Muskegon, Michigan 49443
Molykote 505 Paste
Grease
Anti-Seize Compound
MI L-P-16232
Type M, Class 2
Anti-ice Additive
MI L-1-27686
Lubricating Oil,
Heavy Duty
MIL-L-2104
Toilet (Flush
Type) Cleaner
Engine Fire Extinguisher

Agent
Monogram
MI L-0-12218
solution'^^-19
Bromotrifluormethane
Dow Corning, S. Saginaw Road,

Midland, Michigan 4864 1
Monogram Solution Division,

3226 Thatcher,
Venies, California 90251
H T L Industries, Inc.
-.
1900 Walker Ave.,
Monorovia, California 9101 6
"Vendors listed as meeting Federal and Military Specifications are provided as reference only and are n o t
specifically recommended by Beech Aircraft Corporation. Any product conforming to the specification
may be used.
LUBRICATION POINTS
INDEX NUMBER
1
2
LOCATION
Control Rod Ends
Cam Plates and
Pins
LUBRICANT
MI L-G.23827
Lubriplate No. 130A
Check to ascertain that the rod ends rotate freely
INTERVAL I N HOURS
100
100
LUBRICATION POINTS
ENGINE CONTROLS
Linkage ( A l l moving parts)
INDEX NO.
As required for proper

operation
MIL-G.21164 Grease
LOCATION
LUBRICANT
I N T E R V A L I N HRS.
I
PROPELLER
Propeller Blade Bearings ( 2 zerks per blade)
Low Pitch Stop Rods (3 per propeller)
LUBRICANT
LOCATION
INDEX NO.
MIL-G-23827
Marvel Mystery Oil
L U B R I C A T I O N POINTS
INDEX NO.
1
2
3
4
INDEX NO.
7
8
LOCATION
AILERON CONTROL SYSTEM
Aileron Quadrant
Aileron Bell Cranks
Trim Tab Actuator
Aileron Tab Cable Seals
Aileron Cable Seals
LOCATION
FLAP CONTROL SYSTEM
Flap Actuator Pistons
Flap Actuator 900 Drives
Flap Motor Gearbox
LUBRICANT
MIL-L-7870 Oil
MI L-L-7870 011
MI L-G-23827 Grease
MI L-G-23827 Grease
MI L.G-23287 Grease
LUBRICANT
MIL-L-10324A Oil
MI L-G-21164 Grease
MI L-G-10924 Grease
INTERVAL I N HRS.
200
200
200
loo0
loo0
INTERVAL I N HRS.
As required
loo0
loo0
TlON POINTS
INDEX NO.
1
2
3
Rudder T r ~ mTab Tube

Rudder Trim Tab Actuator
Rudder Trim Hinge
Rudder Trim Tab Cable Seal

Rudder Cable Seals
LOCATION
INDEXNO.
LOCATION
INTERVAL IN iiRS.
LUBRICANT
100
200
MIL-L-7870Oil
MIL.G.23827 Grease
Mix molykote Z with
naphtha into a paste and apply
with a brush.
MI L-G.23827 Grease
MI L-G.23827 Grease
100
1000
1000
LUBRICANT
INTERVAL IN HRS.
LANDING GEAR RETRACT SYSTEM

Retract Chains
Emergency Extension Mechanism
Lubricate
sparingly
with
Petrochem Chain Life, taking
care to avo~d overspray on
adjacent rubber parts.
VV.L-800 Oil
1
100
A ? 001083
9-27
LUBRICATION POINTS
INDEX NO.
LUBRICANT
LOCATION
INTERVAL IN HRS.
NOSE LANDING GEAR
1
2
3
4
5
Wheel Bearings
Grease Fittings
Retract Actuator Jackscrew
Nose Wheel Steering Mechanism
Door Hinges and Retract Linkage
MIL.G.3545 (Aeroshell Grease5 Preferred)

MI L.G-81322 Grease
M1L.G-21164 Grease
MI L-G-81322 Grease
MI L-L-7870Oil
100
100
loo0
50
100
NOTE
When lubricating the lower or upper strut bushing.
jack the nose wheel up and turn the wheel from
side to side t o assure that the lubricant penetrates
to the contacting surfaces of the bushing
NOTE
To lubricate the center attachment bolts and bushings of both the main and
nose gear drag leg, replace the set screw in the bolt with the lubrication fitting
included i n the loose tools and accessories of the aircraft, then reinstall the set
r r e w when lubrication i s completed.
INDEX NO.
LOCATION
LUBRICANT
MAIN LANDING GEAR

Retract Actuator Jackscrew
Grease Fittings
Door Hinges and Retract Linkage
Wheel Bearings
MI L-G-21164 Grease
MI L-G-81322 Grease
MI L-L-7870 Oil
MI L.G-3545 (Aeroshell
Grease 5 Preferred)
INTERVAL IN HRS.
LUBRICATION POINTS
INDEX NO.
1
INDEX NO
LOCATION
CONTROL COLUMN
Linkage
LOCATION
RUDDER PEDALS AND BELLCRANKS
Pedal and Bellcrank Linkage
LUBRICATION
MIL-L.7870 Oil
LUBRICATION
M I L-L.7870 Oil
E L E V A T O R CONTROL SYSTEM
Elevator T r i m Tab Actuator
Elevator T r i m Tab Tube
Elevator T r i m Hinges
Elevator T r i m Tab Cable Seal
Elevator Cable Seal
')
naphtha into a paste and

apply with a brush.
M I L.G-23827
M I L-G-23827
200
LUBRICATION POINTS
1
2
3
LUBRICANT
LOCATION
INDEX NO.
EMERGENCY EXIT DOOR

Track
Guide
Latch
INTERVAL IN HRS.
I
Molykote 505 Paste Product

MI L-L-8937 Form A
MI L-L-8937 Form A
500
500
500
100 Hrs
Preflight
INTERVAL
Dry compressed air
Clean with solvent and blow dry with

compressetl air
Access panel in upholstery a t right

lower corner of aft compartment
Right side of engine accessory
section
Lower forward side of firewall
Below aft engine accessory section
Static Line Outflow

Control Line Drain
Engine Driven Fuel
Pump Screen (Clean)
Firewall Fuel
Filter (Clean)
Fuel Drain Collector
pump Screen

compressed air
Clean in solvent to remove

light contaminants, replace
at 1000 hours
Lower wing center section

adjacent to fuselage
Extended Range Fuel

Line Drain (If system
i s installed)
3 o'clock position of compressor

inlet case
Underside of wing forward of aileron
Integral Tank Flush

Drain
Engine Oil Filter

(Clean)
Drain valve on underside of outboard

wing just forward of the main spar
Wing Fuel Tank Drains
See Refrigerant in Consumable Materials
Drain valve in the manifold located

aft of the main wheel well
Gravity Feed Line Drain
Sight gage window, in upper fuselage

nose under cover plate
Drain valve on undersicle of nacelle

just forward of the main wheel well
Sump Strainer Drain
See Engine Oil in Consumable Materials
MATERIALS
Refrigerant Level
(Check)
Open and close drain valve on

lower forward side of firewall
Firewall Fuel
Filter Drain
LOCATION
11 o'clock position of accessory
gear case
Engine Oil Level (Check)
ITEM
SERVICING SCHEDULE
Electronic module box in fuselage
Battery Charge Sensor

(Check)
Each 100 hrs or 30 days.
MIL-H-5606 Hydarulic Fluid
MIL-H-5606 Hydraulc Fluid
MIL-H-5606 Hydraulic Fluid
Access panel in righthand

sidewall upholstery of cockpit
Filler plug at the lop 01 each

strut of main landing gear
Fdler plug at top of nose gear
strut
Mounted at upper knee of nose
Landing gear
Access panel in the right side of the
nose wheel well (forward evaporator).
Under floor all of rear spar (aft
evaporalor).
Floorboard adjacent to forward
pressure bulkhead
Remove cowlings to gain access l o
nose case drain and oil cooler draln.
Refill at 11 o'clock posil~onon the
accessory gear case.
Static Line Drains
Main Landing Gear

Struts (Service)
Nose Landing Gear
Strut (Service)
Shimmy Damper
(Sewice)
Evaporator Filter
(Replace)
Vent Air Return

Line Filter (Replace)
Engine Oil (Change)
100 hrs and after

exposure to vislble
moisture, In the air
or on the ground.
Each 100 hrs or as

required
800 hrs (1200 hrs

using 5 Centistoke
oils) or 9 months,
whichever occurs first
(if operating over 50
hrs per month)
400 hrs or 9 months.

whichever occurs first
(11operating 50 hrs
per month or less).
See Engine Oil in Consumable Materials
See Maintenance Manual
Right wing center section, forward

of main spar
Battery Air Valve

Control (Service)
300 Hrs
See Aircraft Battery Care Manual
Right wing center section forward

compressed air
MATERIAL
Battery, Air Cooled

(Service)
whichever occurs flrst
Mounted in nose cornpartment on

pressure bulkhead
Suct~onRehef Valve
Fllter (Clean)
LOCATION
100 Hrs. (Continued)
INTERVAL
FAA AIRPLANE FLIGHT MANUAL

SUPPLEMENTS
TABLE OF CONTENTS
SUPPLEMENTS ...........................................................................................................................................
1
LOG OF REVISIONS ..................................................................................................................................

3
INTENTIONALLY LEFT BLANK
Airplane Fli ht Manual Supplements

LOG OF' REVISIONS
King Air A200
FAA Approved Airplane Flight Manual,
FAA Supplement must be in the airplane forflight operation when subjec,t equipment is installed.
Revision
Part Number
Subject
Date
Number
Woodward Electronic Propeller Synchrophaser (Type
1 System
Collins ANS-3 1/3 1A Area Navigation System or
Collins NCS-3 1131A Navigation Control System
Brake Deice System
Flight With Cabin Entrance Door Removed
BendixiKing 90B GPS /Navigation System
Revision 3
Revision 2
Revision 5
Revision 3
Original
NOTE: Supplements applicable to equipment other than that installed may, at the discretion of the owner
operator, be removed from the manual.
A200 Ailplane Flight Manual
BEECHCRAFT SUPER KING AIR 200, 2006, 200T, 200CT
8200, B200C, B200T, AND B200CT LANDPLANES

P l L o r s OPERATING HANDBOOK AND FAA APPROVED
AIRPLANE FLIGHT MANUAL SUPPLEMENT
for the
WOODWARD ELECTRONIC PROPELLER SYNCHROPHASER
(TYPE I SYSTEM)
The information in this document is FAA Ap'proved material which, together with the basic Airplane Flight
Manual is applicable and must be attached to the basic manual when the airplane is modified by the
installation of the Woodward Electronic Propeller Synchrophaser in accordance with STC SA250CE.
The information in this document supersedes the basic manual only where covered in the items contained
herein. For Limitations, Procedures, and Performance not contained in the supplement, consult the basic
Airplane Flight Manual.
When the Type / System is installed the following placard must be mounted on or near the synchrophaser
control switch:
PROP SYN
OFF FOR T.O. LDG
NORMAL PROCEDURES
1. Synchronize the engines manually.
2. Position control switch to ON position.
3. If a change in rpm setting is desired, move both master (left) and slave propeller governor control
4.
levers together.
If synchronization is not maintained with the switch ON, indicating the actuator has reached the end
of its travel, turn switch OFF and repeat procedures above. With the switch in the OFF pos~tion,the
actuator is returned to the center of its travel.
PERFORMANCE
No change in the airplane performance results from the installation of the synchrophaser
FUNCTIONAL TEST
The rpm range of the synchrophaser may be checked in cruise by slowly moving only the master propeller
control toward both high and low rpm until propellers are no longer synchronized.
Note the range of rpm over which the slave engine remains synchronized with the master engine. This is
the limited range provided for safety and is the maximum speed adjustment range beyond which the slave
engine cannot be adjusted by the synchrophaser.
Approved:
%L
FAA Approved
Revised: January, 1981
PIN 101 -590010-23
&&
W. H. Schultr
DOA CE-2
Al
CHC
AIRPLANE FLIGHT MANUAL SUPPLEME

for the
COLLINS AP-106 AUTOMATIC FLIGHT CONTROL SYSTEM
CATEGORY l
GENERAL
The information in this supplement is FAA-approved material and must be attached to the SuperKingAir200
FAA Approved Airplane Right Manual when the airplane has been modified by installation of the Collins
AP-106 Automatic Flight Control System in accordance with Beechcraft Drawing 101-500004.
The information in this supplement supersedes or adds to the basic FAA Approved Airplane flight Manual
only as set forth within this document. Users of the manual are advised always to refer to the supplement for
possibly superseding information and placarding applicable to operation of the airplane.
LIMITATIONS
1. During autopilot operations, pilot must be seated at the controls with seat belt fastened.
2. Maximum speed limit for autopilot operation is unchanged from the airplane maximum airspeed limit
(VM~MMO).
3. Do not use autopilot under 200 feet above terrain
4. Do not use autopilot or yaw damper during takeoff or landing
5. Do not use propeller in the range of 1750 - 1850 rpm during coupled ILS approach.
6. Autopilot preflight check must be conducted and found satisfactory prior to each flight on which the
autopilot is to be used.
NORMALPROCEDURES
The autopilotiflight director modes are selected on the system control unit by momentary action, pushonlpush-off switches. The lateral modes are HOG, NAV, APPR, and BIC. When not in a lateral mode, the flight
director comrvand bars are biased out of view. The vertical modes are ALT, IAS, and pitch. These are all hold
modes. The pitch hold mode is automatically operational when none of the vertical modes are selected.
Selection of a mode causes that pushbutton to illuminate along the edges. Switch lighting intensity of the
selected mode is adjusted by the dimmer control on the lower right of the system control unit. The dimmer
control also acts as a lamp test when turned fully counter clockwise. For operation at night, the switches have
an overall illumination as adjusted by the OVERHEAD, SUBPANEL AND CONSOLE light control.
The autopilot incorporates its own annunciator panel located just above the flight director display on the
instrument panel. The modes and indications given on the annunciator panel are placarded on the face of the
plastic lenses and illuminate when the respective conditions are indicated. Dimming of the annunciators is
provided for by a switch located adjacent to the annunciator panel.
PREFLIGHT CHECK
The preflight check assures the pilot that the safety and failure warning features of the system are operating
properly.
FAA Approved
Revised: June 17,1977
PIN 101-590010-83
1. Turn on airplane power, an inverter, and the avionics master switch. Check that the vertical gyro has
erected and that the gyrostabilized magnetic compass is slaved (flags out of view). Set the heading
marker under the lubber line, and select HDG mode.
NOTE
The pressure of air flow that normally opposes movement of control surfaces
i s absent during any preflight check. It is possible t o get a hardover control
surface deflection i f an autopilot command is allowed t o remain active for
any appreciable time. I f it is desired t o check operation of the pitchlturn
control knobs, move them only as required t o check control operation, and
then return them t o the center position.
2. Engage the autopilot. Check that the controls resist movement. Move the heading marker t o 10 degrees
right, then 10 degrees left of the lubber line. Observe that the flight director commands a bank toward
the new heading and the control wheel responds in the appropriate direction.
3. Press the AP/YD disconnect button on the control wheel. Observe that the autopilot disengages and
that the flight controls operate freely.
4. Depress the pedestal mounted E LEV TR lM push-switch.
5. Pull the control wheel aft t o mid-travel and engage the autopilot. Push forward lightly on the control
wheel and hold. The trim wheel should move t o the nose-up direction after a few seconds and the
T R l M UP annunciator on the control unit should flash. Continue t o hold the control wheel and press
the control wheel trim switches t o the NOSE DN position. The autopilot should immediately disengage
and the AP T R l M F A I L and MASTER WARNING annunciators should illuminate.
NOTE
The AP TRlM F A l L annunciator will extinguish by depressing the AP/YD
disconnect button on the control wheel and the MASTER WARNING
annunciator by depressing its face.
6. Pull the control wheel aft t o mid-travel and reengage the autopilot. Pull further aft and hold. The trim
wheel should move t o the nose-down direction after a few seconds and the T R l M DN annunciator
should flash. Press the control wheel trim switches to the NOSE UP position. The autopilot should
again immediately disengage and the AP T R l M F A l L and MASTER WARNING annunciators should
illuminate.
7. Pull the control wheel aft t o mid-travel and reengage the autopilot. Depress the pedestal mounted AP
T R l M TEST :witch. Push forward lightly on the control wheel and hold. The t r i m wheel should not
move. The a u ~ s p i l o tshould disengage after approximately five seconds and the AP TRlM F A I L and
MASTER WARNING annunciators should illuminate.
8. Select any lateral mode (HDG, NAV, APPR, BIC), and move the heading marker so that the flight
director commands a bank. Engage the autopilot. Press the go-around button on the left power lever
and observe the GA annunciator illuminates, the autopilot disengages, and the flight director
commands a wings-level, '
7 nose-up attitude.
ENGAGING AUTOPILOT
1. Move the engage-disengage switch lever on the system control unit t o the ENG position.
NOTE
The autopilot and flight director are coupled when both units are engaged.
When coupled, the autopilot accepts guidance commands from the flight
director. When the flight director i s not engaged, the autopilot accepts pitch
and roll commands from the pitchlturn control knobs as selected by the
pilot.
FAA Approved
Revised: June 17, 1977
PIN 101-590010-83
2. The autopilot may be engaged i n any reasonable attitude and i n either the coupled or uncoupled mode.
The autopilot will smoothly acquire the command attitude. When uncoupled, the autopilot will
maintain the bank and pitch attitude at the time of engagement.
MANEUVERING
1. To change flight functions, press the desired mode button on the control unit. The selected mode
button will illuminate along the edges and the autopilot annunciator lights on the instrument panel will
illuminate, indicating the respective modes in operation.
2. In any function except "after glideslope capture", use the autopilot pitch control for climbing and
descending. Movement of the pitch control determines a pitch rate that is proportional to knob
displacement. If any vertical mode button has been selected, it will automatically release when the AP
pitch control knob i s rotated.
3. When the HDG mode i s selected, the autopilot will command the airplane t o turn and maintain the
heading set on the heading marker.
4. Use the autopilot t u r n control t o command a roll rate when the autopilot is engaged. A t the time the
control i s returned t o detent, the autopilot maintains the bank angle (up t o approximately 30 degrees).
Rotating the turn control when the autopilot i s engaged and a lateral mode i s selected (except APPR
and GA modes) will cause the selected lateral modes to release.
CONTROL WHEEL SYNCHRONIZATION

The PlTCH SYNC & CWS button on the pilot's control wheel can be used instead of the pitchlturn control
t o establish the airplane in a desired attitude. Depressing the button causes the autopilot servos to disengage
from the control surfaces. The pilot manually flies the airplane t o the desired attitude. Releasing the PlTCH
SYNC & CWS button reengages the servos and the system then will maintain that attitude.
The ALT or IAS mode will immdiately disengage (if selected) when the PlTCH SYNC & CWS button i s
depressed. I f the autopilot i s coupled to the HDG, NAV, or BIC modes, upon release of the PlTCH SYNC &
CWS button, the autopilot will couple t o the previously selected lateral mode.
NOTE
The APPR mode will not disengage when the PlTCH SYNC & CWS button i s
depressed. When the button i s released, the airplane will return t o the
localizer course and glideslope.
YAW DAMPER OPERATION

1. The rudder channel o f the autopilot may be selected separately for yaw damping by depressing the
YAW DAMP switch on the pedestal. The switch face will illuminate when the yaw damper is engaged.
2. To disengage the yaw damper, press the disconnect button on the pilot's or copilot's control wheel t o
the first detent or press the YAW DAMP switch on the pedestal.
3. Refer t o EMERGENCY PROCEDURES for other means of disconnecting the yaw damper.
DISCONNECTING AUTOPILOT
1. Press the release button on the outboard horn of either control wheel t o the first detent or manually
move the engage-disengage switch lever t o the DIS position to disengage the autopilot for transition t o
manual control.
FAA Approved
PIN 101-590010-83
NOTE
After assuming manual control, f l y the airplane using the same heading,
course, and attitude displays used t o monitor autopilot operation prior to
assuming manual control.
VOR FLYING
1. Tune N A V receiver t o the appropriate frequency.
2. Set the desired course t o or from the station on the pilot's Course Indicator by turning the course
knob.
3. Set the desired beam intercept heading with the HDG knob. The intercept angle with respect t o the
radio beam may be any angle of 90 degrees or less.
4. Depress the N A V button on the system control unit. The system i s then armed t o capture the beam as
indicated by the N I L ARM annunciator light on the instrument panel. A t the point of capture the NIL
CAP annunciator light will some on, indicating that the system has captured the selected course.
Correction for proper tracking of the radial i s automatically provided.
NOTE
Except as described below, do not select a different VOR frequency or course
once a course and intercept have been programmed or capture achieved. To
select a different course or VOR frequency, return t o the HDG mode, select
the course or frequency, return t o the NAV mode, and reset the desired
beam.
5. Radio course may be changed over a VOR station when operating in NAV mode as long as the course
change i s not more than 30 degrees. I f the course change i s more than 30 degrees, HDG mode should be
selected t o establish a new intercept and then N A V mode reselected to s e t up a new capture.
6. The system features linearized VOR deviation when the airplane i s DME equipped and a VORTAC i s
being used. The lateral deviation bar indicates the distance in nautical miles from the selected radial
regardless of how close the airplane is t o the ground station.
For enroute operation i n the NAV mode, full scale deflection of the lateral deviation bar equals 10
miles from the selected radial. For VOR approach operation, the APPR mode should be selected. This
provides linear deviation with the sensitivity limits of the computer increased so that full scale
deflection o f the lateral deviation bar equals 1 mile from the selected radial. APPR mode should be
selected when within 10 miles of the final approach fix. Capture is the same as in N A V mode.
7. Conventional angular deviation of g 0 degrees will be presented on the lateral deviation bar if a DME
signal is not being received or the DME selector is not in the NAV 1 position.
AUTOMATIC APPROACH - FRONT COURSE

NOTE
The localizer and glideslope are captured automatically on the ILS front
course approach. The localizer must be captured before glideslope capture
can occur. The localizer is always captured from a selected heading, but the
glideslope may be captured from any of the vertical modes and from above
(not recommended) or below the glideslope.
1. To intercept the localizer beam, turn the N A V receiver t o the correct ILS frequency. Set the course
selector t o the inbound runway heading, set the heading marker to the desired intercept angle, and
select HDG on the control unit. Any vertical mode may be used. Program DH if installed.
FAA Approved
PiN 101-590010-83
2. Press the APPR button on the control unit. The N I L ARM annunciator light will appear on the
annunciator panel indicating the system i s armed for localizer capture. As the airplane approaches the
localizer beam, the N / L CAP annunciator light will illuminate, indicating the system has captured the
localizer course. When localizer track occurs, the GS ARM annunciator illuminates to verify that the
system is armed for glideslope capture. A t the point of glideslope intercept, the G/S CAP annunciator
light will appear and all vertical modes preselected will be cleared, indicating the system i s in glideslope
operation.
3. The DH lights on the pilot's and copilot's instrument panels will illuminate when the airplane reaches
the decision height previously selected by the pilot on the radio altimeter, i f installed.
4. Go-around mode may be activated by pressing the GA button on the left power lever, and may be
actuated from any lateral mode (HDG, NAV, APPR, B/C) with the following results:
a.
Illuminates the GA light on the autopilot annunciator panel.
b.
Disengages the autopilot.
c.
Gives command presentation for wing level 7' nose up climb attitude.
NOTE
The heading marker may be preset t o the go-around heading after the
localizer i s captured. After go-around airspeed and power settings are
established, select the HDG mode t o clear the go-around mode. Pitch attitude
will remain at that used for go-around until changed with the PITCH SYNC &
CWS button or the selection of a vertical mode.
5. To assume manual control of the airplane for landing, press the disengage button on the control wheel.
B A C K COURSE A P P R O A C H
As in a front course approach, the localizer i s captured automatically. The airplane should be manuevered
into the approach area by setting the heading marker and functioning in the HDG mode.
1. Tune the NAV receiver t o localizer frequency.
2. Set course selector t o front course inbound localizer bearing.
3. Set heading marker for desired intercept heading. Program DH i f installed.

4. Select B/C on the control unit. The N I L ARM and BACK LOC annunciator light will illuminate
indicatinp the system i s armed for the back course localizer approach. Capture and tracking i s the same
as front course.
5. Use the pitch control on the autopilot controller t o establish and maintain the desired rate of descent.
NOTE
The HDG mode should be used within one mile of the runway due to the
largo radio deviations encountered when flying over the localizer transmitter.
6. The DH lights on the pilot's and copilot's instrument panels will illuminate when the airplane reaches
the decision height previously selected by the pilot on the radio altimeter, if installed.
7. If minimum altitude is attained before visual contact i s achieved, the A L T HOLD mode may be used t o
hold altitude until time t o a missed approach has elapsed.
8. Go-around mode may be activated by pressing the GA button on the left power lever, with the results
as specified in the AUTOMATIC APPROACH-FRONT COURSE procedure.
FAA Approved
PIN 101-590010-83
SPEClA L NOTES
1. The command bars on the flight director indicator will be biased out of view when all lateral modes are
cleared.
2. When the autopilot engage lever i s in the DIS position, the system may be used as a manual flight
director system by selecting the desired mode of operation on the control unit.
3. To synchronize the vertical command t o airplane attitude while in flight director function, depress the
PITCH SYNC & CWS button on the pilot's control wheel.
4. Altitude hold information is displayed on the command bars in flight direction function by pushing the
ALT button on the mode selector.
5. To maintain a desired indicated airspeed, press the IAS button on the control unit.
6. After selection of APPR mode, test functions for Nav, Marker Beacons and Radio Altimeter are locked
out.
EMERGENCY PROCEDURES
The autopilot can be disengaged by any of the following methods:
1. Press the A P R D disconnect switch on the pilot's or copilot's control wheel.
2. Move the engage lever to the DIS position.

3.
4.
5.
6.
Engage the go-around mode (Yaw damper will remain on).

Pull the flight director/autopilot circuit breaker out (off).
Turn off the airplane master switch.
Turn off the avionics master switch.
The following conditions will cause the autopilot to disengage automatically:

1. Any interruption or failure of power.
2. Vertical gyro failure indication.

3. Flight control system power or circuit failure.
4. Autopilot trim failure.
In the event of an engine failure:

1. Disengage the autopilot, retrim the airplane, and re-engage the autopilot. Maintain 120 KIAS for single
engine approach speed until landing is assured.
Maximum altitude losses during malfunction tests were:
CONFIGURATION
Climb . . . . . . . . .
. . . . . . . .
Cruise
. . . . . . .
Maneuvering
. . . . . . . .
Descent
. . . .
Approach/l LS Coupled
Single Engine Approach11LS Coupled
ALTITUDE LOSS
. . . . . . . . . . . . . . . . . 30 ft.
. . . . . . . . . . . . . . . . ,350ft.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
. . .
. . .
. . .
. . .
. . .lo0ft.
. . .530ft.
. . . 60 ft.
. . . 60 ft.
Approved :
Chester A. Rembleske
DOA CE-2
FAA Approved
PIN 101-590010-83
Super King Air@200, 200C, 200T, 200CT, 9200, B200C, 9200T & B200CT
Landplanes
Pilot's Operating Handbook and
FAA Approved Airplane Flight Manual Supplement
for the
Brake Deice System
This Supplement is applicable to the following manual(s):

101-590010-127, 101-590010-147, 101-590037-3, 1 01 -590037-29 & 1 01-590037-57
Airplane Serial Number:

Airplane Registration Number:
FAA Approved:
DOA CE-2
COPYRIGHT
FAA Approved
P/N 101590010-107
BEECH 1993
CONTENTS
GENERAL ............................................................................................................................................................................
Page 2
LIMITATIONS .......................................................................................................................................................................
P a2
EMERGENCY PROCEDURES............................................................................................................................................Page 2
NORMAL PROCEDURES .................................................................................................................................................... Page 2
PERFORMANCE. .................................................................................................................................................................P
a3
WEIGHT & BALANCEIEQUIPMENT LIST .......................................................................................................................... Page 3

SYSTEMS DESCRIPTION ..................................................................................................................................................
a
3
HANDLING, SERVICING AND MAINTENANCE .................................................................................................................Page 3
GENERAL
The information in this supplement is FAA-approved material and must be attached to the Pilot's Operating Handbook and FAA
Approved Airplane Flight Manual (POHIAFM) when the airplane has been modified by installation of a Brake Deica System in
accordance with Beech-approved data.
The information in this supplement supersedes or adds to the basic POHIAFM only as set forth within this document. Users
of the manual are advised always to refer to the supplement for possibly superseding information and placarding applicable t o
operation of the airplane.
LIMITATIONS
1 The brake de~cesystem is not to be operated above 15C ambient temperature
2 The brake d e l e system is not to be operated longer than 10 minutes (one deice timer cycle) wrth the landmg gear
retracted If operation does not automatically termmate 10 mlnutes after gear retract~on,the system must be manually
selected off
3 Ma~nta~n
85% N, or hlgher during periods of simultaneous brake d e w and wing boot operation If inadequate pneumatic
pressure is developed for proper wing boot rnflation, select brake d e m system M.
4. Both sources of instrument bleed air must be in operation. Select brake deice system off during single engine operation.
EMERGENCY PROCEDURES
RUDDER BOOST OPERATION
The rudder boost system may not operate when the brake deice system is in use. Consequently, increased rudder-pedal forces
should be anticipated in the event of single-engine operation. Availability of the rudder boost system will be restored to normal
when the brake deice system is turned off.
lLLUMlNATlON OF BLEED AIR FAlL ANNUNCIATOR

If either BLEED AIR FAlL light illuminates in flight, shut off the INSTR & ENVlR bleed air valves on the affected engine. Select
brake deice system off.
NOTE
BLEED AIR FAlL lights may momentarily illuminate during simultaneous wing boot and brake
deice operation at low N1 speeds. if lights immediately extinguish, they may be disregarded.
NORMAL PROCEDURES
AFTER STARTING
I f Brakes Require Deicing:
1. Bleed Air Valves
- OPEN
2. Brake Deice - ON (check annunciator illuminated; check for operation)
FAA Approved
P/N 101 590010-107
NOTE
Brake deicx? control valves may become inoperative if valves are not cyded pericdidly. One
cycle of operation is required daily regardless of weather conditions.
3. Condition Levers HIGH IDLE
NOTE
Once brakes have been deiced, the condition levers may be returned to LOW IDLE.
BEFORE LANDING
If it is pssible that brakes may be reslrided by ice accumulations from previous ground operation or inflighl ia'ng conditions:
1. Brake Deice - ON (check annunciator illuminated)
NOTE
If automatic timer has terminated brake deice operation after last retraction of the landing gear,
the landing gear must be extended to obtain further operation of the system.
PERFORMANCE
Use of the brake deice system during certain ambient conditions may reduce available engine power. Consult the MINIMUM
TAKE-OFF POWER chart in the FAA Performance Section of the POHIAFM to determine the minimum torque value permitted for take-df. If this value cannot be obtained, without exceeding engine limitations, the brake deice system must be selected
uff until after the take-off has been completed.
Use of the bake deice system in flight will resutt in an ITT rise of approximately 20C. Observe ITT limitations when setting
climb and cruise power.
WEIGHT AND BALANCEjEQUIPMENT LIST

No change.
SYSTEMS DESCRIPTION
H i g temperature engine compressor bleed air is directed onto the brake assemblies by a distributor manifold on each main
landing gear. This high pressure air is supplied by the standard bleed air pneumatic system which also provides regulated
pressure to the surface deice system and vacuum source. High temperature air from the pneumatic system is routed through
a solenoid contra valve in each main wheel well, through a flexible hose on the main gear strut, and to the distribution manifold around the brake assembly.
A switch on the pilot's subpanel, placarded BRAKE DEICE, controls the brake deice system. When this switch is activated,
both solenoid control valves are opened and an indicator light, BRAKE DEICE ON, on the lower annunciator panel is illumlnated to advise the system is in operation.
The brake deice system may be operated as required on a continuous basis with the landing gear extended provided the
appropriate LIMITATIONS are observed. To avoid excessive wheel well temperatures with the landing gear retracted, a timer
is incorporatedto automatically terminate system operation approximately ten minutes after the landing gear is retracted. The
system indicator light should be monitored and the control switch selected OFF when the light extinguishes or if brake deice
operation has not automatically terminated within approximately ten minutes. The landing gear must be extended before the
timer is reset and the system can be activated again.
HANDLING, SERVICING AND MAINTENANCE

No change.
FAA Approved
P/N 101-590010-107
THIS PAGE INTENTIONALLY LEFT BLANK
FAA Approved
P/N 101-590010-107
GARMIN GNS 530/530W SELF

STUDY GUIDE
INTRODUCTION
Nearly all Dynamic Aviation aircraft are equipped with either the Garmin GNS 530 or the GNS 530W,
which is the WAAS capable version of the 530. These units are the primary source for
communication, ground-based navigation, and satellite based navigation in our aircraft. It is
therefore critical to our operation that all pilots have a thorough understanding of the unit.
Additionally, some aircraft are also equipped with a secondary unit, the Garmin GNS 430 or 430W.
Because operation of all of the Garmin units is similar, this training is geared toward the Garmin GNS
530. Differences of the other units will be covered at the end of the packet under Differences
Training.
COURSE OBJECTIVE
This course is designed to assist the pilot in becoming proficient in the use of the Garmin 530 using
the GNS 530 Pilots Guide and Reference, the PC based trainer and AIM Section 1-1-19 and 1-1-21.
COURSE RESOURCES
Dynamic Aviation Garmin GNS 530/530W Self-Study Guide (This Training Packet)
AIM Section 1-1-19 and 1-1-21 (Included as Appendix A of this packet)
GNS 530 Quick Reference
GNS 530 Pilots Guide and Reference
GNS 530 PC Simulator
The Quick Reference, Guide, and the PC Simulators are available as free downloads.
GNS 530:
https://buy.garmin.com/shop/shop.do?pID=119
GNS 530W: https://buy.garmin.com/shop/shop.do?cID=194&pID=8052
COURSE METHOD
The pilot will be directed through simulated flight scenarios using the PC simulator with reference to
the GNS 530 Quick Reference and Pilots Guide and Reference. To be effective, the Garmin PC
Simulator for the GNS 530 (not the 530W) must be running on your computer while using this study
guide.
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PART I: GARMIN QUICK REFERENCE GUIDE

As you read through the Garmin GNS530 Quick Reference Guide, make note of how to accomplish
the following items:
Tune 121.5 and place it in the active com window with one keystroke.
Return to the Default Nav page from any other page with one keystroke.
Under what circumstances should you expect a FROM flag.
Know the significance of the CDI button. Know what mode it should be in during any phase of
navigation.
Know how to change the data fields on the Default Nav Page, Map Page, Flight Plan page, and
the window beneath the VLOC frequency window.
How is the level of clutter indicated?
How to adjust the clutter level of the Default Nav and Map pages.
How to enter waypoints into a flight plan.
How to create, save and modify flight plans.
Know when to load an approach as opposed to activating it.
Know what RAIM is.
How to get METARS.
How to get radar images from any location in the US.
PART II: DYNAMIC AVIATION SELF STUDY MATERIAL

By the completion of the self study material, you should know how to accomplish the following items:
Know what the Active Leg Line is and why it is significant.

What is BRG and how do you use it?
What is DTK and how do you use it?
What is TKE and how do you use it?
What is TRK and how do you use it?
What is VSR and how do you use it?
What is XTK and how do you use it?
When should you check RAIM?
Is there a DME receiver built into the GNS 530?
Under what conditions is GPS generated distance substitutable for DME?
What limitations are placed on substituting GPS for ADF?
Regarding CDI sensitivity
o What are the three levels?
o How do you know what level is in use?
o What triggers the automatic changes?
o How do you manually set sensitivity?
How do you know your cross track error using the Default Nav page when XTK is not set in one
of the data fields?
Give three features available when pressing the OBS button.
How do you set up a runway centerline at an airport for which there is no straight in
instrument approach?
How do you activate nav guidance for a missed approach on a GPS approach?
How do you activate nav guidance for a missed approach on a non-GPS approach?
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Know all the differences between the Default Nav page and the Map page.
How do you activate nav guidance for a missed approach on a GPS approach?
How do you activate nav guidance for a missed approach on a non-GPS approach?
How do you change from magnetic to true?
How do you create, store and delete user waypoints?
How do you determine bearing and distance from present position to any point on the Map
page?
How do you measure the distance between any two points on the Map page?
How do you change map datum?
How do you know your cross track error using the Default Nav page when XTK is not set in one
of the data fields?
Know how to change the lat/long position format.
Know how to turn off or on airspace alarms.
Know how to compute DA, TAS and winds.
Know the difference between fly over and fly by waypoints.
What are LPV, LNAV/VNAV and LNAV? How do you know which applies to you?
Where is DTK supplied to the pilot when activating a waypoint other than in a data field on
the Default Nav page?
Where is DTK supplied to the pilot when activating a flight plan, other than in a data field on
the Default Nav page?
What determines whether a departure procedure is in the 530 or not?
What airport identifiers must start with K?
What airport identifiers cannot start with K?
DEFINITIONS
Active Leg The leg that is currently being used for navigation. The Active Leg is defined by the
current FROM and TO waypoints and sequences to the next waypoint. The Active Leg Line displays
the Active Leg as a magenta line on the screen.
BRG (bearing) - The compass direction from the present position to a destination waypoint.
DTK (desired track) - The course between the active FROM and TO waypoints.
TKE (track angle error) - The angle difference between the desired track and the current track. An
arrow indicates the proper direction to turn to reduce TKE to zero.
TRK (track) - The direction of movement relative to a ground position. Also referred to as ground
track.
VSR (vertical speed required) - The vertical speed necessary to descend/climb from current position
and altitude to a defined target position and altitude, based upon the current ground speed.
XTK (crosstrack error) - The distance the aircraft is off a desired course in either direction, left or
right.
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ADDITIONAL POINTS TO REMEMBER

The following items are not mentioned in the Garmin Quick Reference Guide, but are important
points to remember.
RAIM (Receiver Autonomous Integrity Monitoring) is automatic on the GNS 530, but can also
be checked manually. This is accomplished on the page. RAIM should be checked if you
expect to need the GPS to complete the approach at your arrival airport. Since RAIM is simply
a function of satellite position versus aircraft position at a specific time and place (your
destination at your ETA), it can easily and accurately be predicted by the unit prior to
departure.
While the Garmin GNS 530 is able to identify DME fixes with the GPS, there is not a DME
receiver built into the unit. As such, GPS fixes are determined by along track distances (ATD)
to a fix instead of slant range distances of a traditional DME receiver. It is therefore necessary
for an approach procedure to be published with a GPS overlay if a DME was previously
required for the approach. This is designated on the Approach Plate with or GPS in the title
of the approach (ex: VOR/DME or GPS RWY 15).
A GPS unit must be IFR approved and have a current database to be used in lieu of an ADF or
DME. Another specific approval is required to use a GPS for Approaches. (All Dynamic GNS
530 aircraft are approved for approaches assuming equipment is operable and the database is
current) Finally, for the purposes of filing an alternate the GPS may not be substituted for an
ADF if the ADF is required for the approach.
The Default Nav page includes important information that is not found on the Map page. This
includes:
o The Active Leg Line
o The CDI
o Additional Data Field
Unlike the angular limits used on a mechanical CDI coupled to a VOR or ILS receiver, full scale
limits for this CDI are defined by a GPS-derived distance (0.3, 1.0, or 5.0 nm), as indicated at
both ends of the CDI. By default, the CDI scale automatically adjusts to the desired limits
based upon the current phase of flight: oceanic, enroute, terminal area, or approach. In
automatic operation, the GNS 530 switches from enroute to terminal mode within 30 NM
of the destination airport. It then switches from terminal to approach mode within 2 NM of
the FAF. CDI Mode can be read in the lower left hand side of the GNS 530 screen.
Enroute
Terminal
Approach
Garmin GNS 530 CDI scaling modes
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The function of the OBS key is probably one of the most important concepts to grasp on the
GNS 530. For most phases of flight the GNS 530 is in an auto-sequencing mode which means
that when reaching a waypoint on the flight plan the GPS automatically proceeds to the next
waypoint. This function is relatively intuitive and is what most pilots are used to when using a
GPS. However, during an approach the GPS will not auto-sequence past the Missed Approach
Point (MAP). Therefore when the aircraft reaches the MAP, the GNS 530 will go into
Suspend mode, and will stop the navigation at the MAP. In order to fly the missed approach
procedure the pilot is required to re-activate the auto-sequencing to continue navigation
past the MAP. This is accomplished on the GNS 530 by pressing the OBS button. Another
function of the OBS button is to create a straight-in approach line on the GPS. Press the OBS
button to place the GPS in OBS mode and turn the nav needle to the inbound course of the
runway.
The CDI will also display your distance off-course, called your cross-track error (XTK). While
within the scale of the CDI it can be determined using the scale range. Once you exceed the
scale range, cross track error will be displayed as a digital readout in miles and tenths of a
mile.
ADDITIONAL DATA AND SETUP ITEMS ON THE GNS 530
Garmin organizes the GNS 530 information into Page Groups which are selected using the
large (outer) right knob. Each Page Group is then further separated into individual pages
which are selected using the small (inner) right knob. In order to select an item on a page,
push in the small right knob to get the cursor to appear, turn the knob to the desired data
field and press the ENT button. The next item has an example of this. Subsequent items will
simply be denoted as: Group pg. # TITLE OF PAGE -> Name of Item.
The pilot may manually select the desired CDI scale setting. From any page, press and hold
the CLR Key to select the Default NAV Page. Turn the large right knob to select the AUX Page
Group. AUX appears along the bottom of the screen. Turn the small right knob to select the
SETUP page. Push the small knob in to put the cursor on CDI/Alarms and hit enter (AUX pg.
3 SETUP -> CDI/ Alarms).
Default NAV Page
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Aux Pg. 1 (Flight Planning)
Aux Pg. 3 (Setup)
CDI/Alarms Page
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Density Altitude, True Airspeed, and Winds can be determined using the Flight Planning page
(AUX pg. 1 FLIGHT PLANNING -> Density Alt/ TAS/ Winds).
Default NAV Page
Density Alt/ TAS/ Winds Page
Airspace alarms can be turned on and off on the CDI/ Alarms page (AUX pg. 3 SETUP ->
CDI/ Alarms).
Default NAV Page
Aux Pg. 3 (Setup)
CDI/Alarms Page
The GNS 530 can be configured to display tracks and bearings in either magnetic or true. This
is accomplished on the UNITS/POSITION page (AUX pg. 3 SETUP -> Units/ Position). The
unit has three settings, AUTO, TRUE, and USER. AUTO adjusts unit information to
magnetic by using a computation. TRUE sets the unit to use true heading. USER allows the
user to adjust the variation manually.
Default NAV Page
Aux Pg. 3 (Setup)
Units/Position Page
If the lat/long position format needs to be changed, it is accomplished on the

UNITS/POSITION page (AUX pg. 3 SETUP -> Units/ Position).
Default NAV Page
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Aux Pg. 3 (Setup)
Units/Position Page
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The default Map Datum for our GNS 530 is WGS 84. Certain missions may require the use of
a different datum. If the units map datum needs to be changed, it is accomplished on the
UNITS/POSITION page (AUX pg. 3 SETUP -> Units/ Position).
Default NAV Page
Aux Pg. 3 (Setup)
Units/Position Page
You can measure the distance between any two points on the MAP page (NAV page 2) by
pressing the MENU button and selecting Measure Dist?. Press the ENT button and a
cursor will appear. Move the cursor with the right knob. The outer (big) knob moves the
cursor horizontally and the inner (small) knob moves it vertically. Bearing and distance from
aircraft present position is read in the upper left corner of the display. To measure between
two points on the map (other than present position) move the cursor to the first point and
press the ENT button. Then move the cursor to the second point. Bearing and distance from
the first point to the second point will be displayed in the upper left corner of the display. To
exit the Measure Dist function, press the right knob (labeled PUSH CRSR)
When activating a waypoint or flight plan
FLYING APPROACHES
Intentionally Blank for now.
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PART III: COURSE EXERCISES

As you complete the course exercises make sure you can accomplish the following:
Using BRG and TRK how can you determine whether you will stay on course; get off course; or
get back on course before, at or after the active waypoint?
Be able to predict what the GPS will do in any flight plan or key stroke sequence.
General Instructions and Information:

o The PC trainer will not simulate VOR or localizer frequencies, therefore there will not be a
valid CDI indication with VLOC mode selected
o Fly all exercises using the HDG or NAV feature of the simulated autopilot.
o Since high speeds complicate turn advisories, set airspeed to typical King Air speeds unless
you need to save time on long legs
o Pause by setting airspeed to zero
o Reset the upper left data field on the Default Nav page to BRG. DTK is supplied in other places
that do not require the use of a data field. BRG is much more helpful than DTK in that data
field in almost all cases.
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Exercise 1: RNAV (GPS) RWY 5 at KTRI (GPS stand alone approach)

This first exercise will be guided with screen shots.
Set up:
o Initialize position to Elizabethton, TN (0A9)
o Press D to KTRI
o Refer to the GPS 5 approach at Tri Cities (KTRI) included in the following pages
Options Menu -> Initialize Position
Press FPL button
Turn Sm. Rt. Knob
Enter 0A9 to KTRI
Enter 0A9and press ENT
Verify 0A9 to KTRI shown above CDI
Fly
o ATC: Depart Elizabethton on a heading of 2400 , Maintain 5000
Set heading to 2400 (Place cursor over the heading knob on the HSI, press and hold
the left mouse button and move the mouse to the left or right) and select HDG
mode.
Set Airspeed to 150 kts
Set Altitude to 5000
Set heading to 240
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Select HDG mode, 5000, 150 kt
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o ATC: Upon reaching 5000, you are cleared for the Tri Cities GPS 5 approach via direct
HOSEM intersection.
Load and Activate Approach
ATC expects a course reversal at HOSEM unless you have specifically
worked out a straight in with them. Understand the SELECT HOLD option
that pops up when selecting HOSEM. Selecting YES will yield one complete
hold circuit. Selecting NO will sequence you straight in.
Approach can be activated because you are cleared to a fix on the approach
(HOSEM). If you were only told to expect the approach, you would select
Load instead of Activate in order to continue navigating to the next fix on
your flight plan (in this case, KTRI).
Press PROC button
Select HOSEM
Choose Select Approach?
Select Yes?
Choose RNAV 05
Select Activate?
Fly the approach

Once the approach is activated, the GNS 530 should be navigating to
HOSEM. Set your CDI in the simulator HSI in order to match the GNS 530
desired track (DTK), which is 2690 in the sample picture below. Select NAV
in the simulator autopilot and the aircraft should turn toward HOSEM.
Note DTK (269 )
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Set 269 on your HSI
Select NAV
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The GNS 530 will not navigate an aircraft through a hold or a procedure
turn. This must be done manually using HDG. As you near HOSEM set your
heading bug to the appropriate hold/procedure turn heading, in this case
2280. When you see a HOLD PARALLEL flash in the lower right corner
select HDG mode in the simulator autopilot.
Set Heading to 228
Watch for HOLD PARALLEL
Select HDG
Entering the hold, OBS mode will automatically switch to SUSP mode as
denoted over the OBS button. A timer will begin to count up after entering
the hold. Once established in the hold, you can begin your descent to
3600. Set the HSI to the inbound course, 0480. At 1 min +/- for wind
correction, set heading bug to begin the left turn inbound.
Note Timer begins
Begin descent
Set inbound course
Once selected on an intercept course, select NAV on the simulator

autopilot. The GNS 530 will capture the inbound course and auto sequence
to the remainder of the approach.
Parallel hold intercepting inbound
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On intercept hdg, course set
Select NAV
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Approaching HOSEM inbound, the GNS 530 will display NEXT DTK 048.
Double check the inbound course on your HSI. After passing HOSEM, you
can descend to 3400 for AYABU. Be certain to watch for the CDI scale to
change to APR at 2 nm from the FAF (AYABU). This signifies RAIM is
acceptable and should be a call-out by the crew. If the CDI scale does NOT
change, RAIM is assumed unacceptable and a missed approach MUST be
initiated no later than the FAF.
Approaching HOSEM
Descend after HOSEM
Note APR mode 2 nm from FAF
Passing AYABU descent may begin to the MDA of 2260. For this training
exercise, this approach will end in a missed approach. The RNAV (GPS)
RWY 5 includes a Visual Descent Point 2.3 NM from Runway 5. The GNS
530 does not include the VDP in the approach procedure. Therefore the
GNS 530 will not end the approach until it reaches the MAP. As you near
the MAP, the GNS 530 will display APPROACHING WPT.
Passing AYABU, Leg Line turns magenta, begin descent to MDA
Nearing MAP
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VDP (2.3nm) not depicted on GNS 530
Passing MAP, note SUSP mode, FROM

flag, No Active Leg Line
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The GNS 530 does not auto-sequence to the missed approach procedure at
the MAP. Instead, it goes into Suspend mode (SUSP) at the MAP. This is
verified by the lack of an active leg line (white dashed line instead of
magenta solid line), a FROM indication, SUSP displayed above the OBS
button, and the ETE and DIS start counting up.
No Active Leg Line
FROM flag
SUSP mode
In order to activate the missed approach procedure the pilot is required to

press the OBS button to change the SUSP mode back to auto-sequencing of
the missed approach procedure. Once correct missed approach sequencing
is initiated, you will see the active leg line appear, the TO/FROM flag shift to
a TO indication, the SUSP indication will disappear and NEXT DTK 0490 will
appear in the lower right corner.
Press OBS
SUSP disappears
Active Leg Line appears
TO indication
NEXT DTK 049 appears

Make sure the CDI is set to the NEXT DTK provided, in this case 049 0
Enter the hold at BUYBA just like you did at HOSEM. Advise ATC of intent.
Questions:
What approach category applies to your plane? (See the Aircraft Approaches Category
section on page A2 of a Terminal Procedures book)
Which minimums apply to your nav equipment?
What does the V in the profile view indicate?
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Exercise 2: ILS 23 TRI (Non-GPS approach)

Set up:
o Initialize position to Elizabethton, TN (0A9)
o Press D KTRI
o Refer to the ILS RWY 23 approach at Tri Cities (KTRI) below
Fly
o ATC: Depart Elizabethton on a heading of 0600 , Maintain 7000
mode.
o ATC: Upon reaching 7000, proceed direct Holston Mountain (HMV). You are cleared for
the Tri Cities ILS 23 approach via Holston Mountain Transition.
Notes:
o If you are doing a different approach at the same airport there is no need to re-enter the
airport as a waypoint. Simply open the PROC group to access the new approach
o Note that the localizer frequency (109.9) is supplied to the NAV standby bin when the
approach is either loaded or activated
o En route to HMV the CDI should be set to the DTK given on the Flight Plan page. If DTK is
not a data field on the flight plan page, reset a data field to DTK. There is no need to
waste a data field on the Default Nav page with DTK. Alternatively, if the CDI is centered,
you can simply set your CDI needle to the BRG
o When reaching MOCCA IAF follow the turn advisory. Set the CDI to the NEXT DTK and
leave the CDI in GPS mode. Outbound from MOCCA is a GPS navigation leg. There is no
point in flying the localizer back course here since the outbound course is provided in the
GPS flight plan. This is one of only several times that you will navigate with the GPS
showing a FROM flag. The FROM flag will indicate on the HSI and on the internal CDI at
the bottom of the Default Nav page
o Remember to wait for the active leg to shift at MOCCA before beginning the descent to
4000
o When outbound from MOCCA there is no need to start a timer. Use the ETE in the lower
right data field as a pseudo-timer. Its not exact, but its a reasonable substitute and
requires no pilot action. Do not increase your workload or scan requirements unless
absolutely necessary.
o The GNS 530 will prompt START PROC TURN at an ETE of approximately 50-55 seconds but
will not offer the heading unless you are WAAS enabled. Turn to 0930 based on your
readiness, but do not go outside the 10 nm ring which is indicated graphically with a
magenta arc and digitally in the DIS data field.
o The left turn back to 2730 need not be timed. When the XTK indicated on the internal CDI
reaches 2.0 begin the turn. This is a great trick because its already in your scan and is
much more accurate than using time. The internal CDI conveniently transitions from
analog to digital when it pegs. The internal CDI is not available on the Map Page, which is
another reason to use the Default Nav page for most operations.
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o The method of navigation during the PT offset is via published vectors, therefore this is the
time to make sure the localizer frequency is active and identified if you have not already
done so; CDI is selected to VLOC; and the CDI needle is set to the inbound course. Dont
rely on the auto setting feature to make any of these changes for you. The previous pilot
may have disabled them. Be the pilot.
o The pc trainer will not provide VLOC data to the HSI. If you want proper HSI indications
you will need to leave the CDI in GPS mode for these exercises only. IMPORTANT: In the
plane you may not navigate on the final approach course on a non-GPS approach in GPS
mode.
o The final approach course supplied by the GNS 530 may differ from the published course
by a few degrees. Use the GNS 530 supplied course; its more accurate.
o Since this is not a GPS approach you will not get the APR annunciation, however the
internal CDI sensitivity will ramp down to 0.3 nm.
o To activate missed approach navigation press the OBS button to reactivate automatic
flight plan sequencing to the missed approach waypoint and scan for the NEXT DTK
advisory in the lower right corner. Thats the course you will intercept to fly to the missed
approach waypoint, so set the CDI to that course. You must also press the CDI button to
select GPS nav data to the HSI since navigation to the missed approach hold point is
always supplied by the GPS regardless of the type of approach.
Questions:
o How do you know from the Default Nav page whether you are crossing MOCCA as an
initial approach fix or a final approach fix? On some approaches the same fix can also be
the missed approach hold fix. I would think one should know these things.
o Do you begin the missed approach at the decision height or when the SUSP annunciator
illumines?
o How can you use TRK and BRG on an ILS approach to enhance your ability to fly an
awesome localizer course?
o If your glide slope is inoperative, can you use the EAVER minimums for the localizer?
o When holding, always set the CDI to the inbound course, just as you did in the dark ages
before GPS existed.
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Exercise 3: GPS-A VBW (Overlay approach with circle to land)

Set up:
o Initialize position to Staunton, VA /Shenandoah Valley Regional (KSHD)
o Press D to KVBW
o Refer to the NDB or GPS-A approach at Bridgewater (KVBW) below
Fly
o ATC: Depart Shenandoah on runway heading. Maintain 5000
mode.
o ATC: Upon reaching 5000, proceed direct Bridgewater NDB (VBW). You are cleared for
the GPS-A approach into Bridgewater.
Notes:
o Since KVBW is close by, try activating it as follows:
Press D
Using the right outer knob move the cursor to the NRST window
Using the right inner knob scroll down to KVBW
Enter
Enter
o This is called a vector to altitude clearance since you are assigned to fly a heading until
reaching an assigned altitude. When reaching the assigned altitude your clearance is
direct to VBW. Some pilots think they will receive vectors to final in this instance, but
since the clearance takes you to VBW, which is an initial approach fix, you should expect to
do the published course reversal
o Some pilots will wait to activate the approach until reaching 5,000, but in this case you
actually have more data available if you activate the approach before taking off
o BRG provides situational awareness and allows the pilot to proceed directly to the fix
without having to manipulate the GPS, which should be avoided at critical times when
possible.
o When reaching 5,000 note the BRG and turn the plane to track that direction, then press
PROC, ENTER, ENTER to reactivate the approach from your current position. Set your CDI
to BRG since your CDI should be centered at this time.
o Alternatively, you can press D , set your CDI to the course indicated in the CRS window on
the bottom right side of the screen, then ENTER, ENTER. This is another way of
reactivating the approach from present position.
o You will be doing the PT. Although the clearance began with a vector, you navigate to the
IF on your own once reaching 5,000. What starts with a vector does not always end with
vectors to final.
o ICNAK is a Computer Navigation Fix (CNF), or Capture Fix. The GPS needs it to transition
CDI scaling to APR sensitivity
o In a TAWS equipped plane you will get terrain warnings if you descend below 3,600
before reaching ICNAK. You should heed them. Leaving 3,600 for MDA at ICNAK still
allows a reasonable descent rate.
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Questions:
o If your approach speed is 121 kts or more, what MDA is applicable?
o Do you need to do the procedure turn if you are cleared via the Montebello (MOL)
transition?
o Does the NDB have to be operational in order to execute this approach?
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Exercise 4: GPS 23 SHD (Straight in approach)

Set up:
Initialize position to KVBW
Set heading to 1500

ATC: You are cleared to the Shenandoah airport via the Bridgewater departure procedure (Climb
in VBW holding pattern, SW, 0350 inbound, to 4,000 before proceeding on course), direct ASGOF,
cleared for the GPS 23 approach
Notes:
So far there has been no need to use the Flight Plan group. You could, but it would have
added keystrokes. Stroke fewer keys and fly more is what I say. When you are cleared to
your destination via direct with no intermediate waypoints there is no need to use a Flight
Plan. If your clearance involves more than one waypoint or you suspect more will be
added to your clearance, then it pays to construct a flight plan
In this case you will need to build a flight plan so that you can include VBW for the DP
followed by the approach at SHD
There is no need to enter your starting point in the flight plan. The GPS knows where it is.
Enter VBW as the first waypoint
Enter KSHD as the next waypoint
Open the PROC group and select the GPS 23 approach via ASGOV. Load, dont activate.
Now look at the magenta indication on the left side of the Flight Plan page to determine
the active leg
If it is not direct to VBW, turn the cursor on, highlight VBW, press D, ENTER, ENTER
VBW is now the active waypoint via direct.
To select the 0350 course for the hold on the departure procedure simply press the OBS
button enabling manual course selection via the HSI and also disabling automatic
waypoint sequencing. Then select the holding course using the OBS knob on the HSI
Select the Default Nav page and note the Active Leg Line. It should indicate that you have
manually selected the 0350 course to VBW
Since this is not a published hold the GPS will not offer a hold entry and will not supply a
timer. Make your own decision on the hold entry and use ETE as a pseudo-timer
Once airborne and turned to the outbound (i.e., the tail of the CDI needle), monitor ETE
and turn inbound at approximately 1:15. This will roughly account for diagonal distance
and provide a reasonable inbound time.
The departure procedure specifies on course when reaching 4,000. When you determine
that you will not need another holding pattern to reach 4,000 simply push the OBS button
to reactivate automatic waypoint sequencing. The inbound course will remain the active
leg until the turn anticipation feature determines that the turn is immanent. It will then
offer NEXT DTK and TURN TO advisories for the remainder of the flight plan up to the
missed approach point.
It can be difficult or even impossible to land from a straight in non-precision approach if
you dont reach the MDA until the missed approach point. The pilot should be aware of
the requirements to descend from the MDA to the runway using normal maneuvers. Here
is a simple method I have come up with for determining how far out from the missed
approach point I need to reach the MDA. Its easier than you might think.
From the minimums section of the approach procedure determine the AGL value for
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MDA. For the SHD GPS 23 approach procedure below you will see that it is 379 for
approach category C.
Drop the final digit and use the remaining digits in seconds from missed approach
point. In this case drop the 9, leaving you with 37
Plan your descent to reach MDA no later than 37 seconds before the missed approach
point by referencing ETE and your VSI
Heres the math:
o
379 ft
=
x ft = 615 feet per minute
37 seconds 60 seconds
Using this method, regardless of the AGL value, will yield a descent rate on the order
of 600 fpm
Questions:
Where do you find textual departure procedure?
What indication is required before descending inside ELVOJ?
What should the HSI be set to during the hold?
If you are cleared for the approach via the LURAY IAF will you expect to do a procedure
turn?
Are you allowed to do a procedure turn?
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Exercise 5: Non-published en route hold

Set up:
Initialize position to KVBW
Set heading to 1500

ATC Instructions: You are cleared to the Shenandoah airport via the Bridgewater transition,
STAUT, direct. Expect ILS 5
Notes:
You were not cleared for the DP

When you hear the word transition, dont try to manually enter that waypoint, simply go
to the approach and look for the transition
The flight plan page doesnt help in this situation
Activate KSHD via the D button
Open PROC
Activate the approach via the VBW transition
You must fly the actual flight plan leg provided from VBW to SH rather than reactivating
SH after airborne to center the needle since you are cleared for the transition, not direct
to SH
ATC Instructions: There is an IFR departure off Shenandoah. Hold NW of SH on your present
course, maintain 5,000, EFC 2120Z
Notes:
The GPS will sequence to the PT outbound if you take no action

To disable automatic waypoint sequencing push the OBS button
Now you are set up for the hold
This is not a published hold, so it is not in the data base. Sorry, slugger, there will be no
hold depicted on the GPS, there will be no entry suggested, and there will be no pop up
timer
Who needs the picture? Figure the entry out on your own. And use ETE for a timer
When cleared to continue with the approach push the OBS button again to reactivate
automatic waypoint sequencing
Questions:
What defines a transition?
What other transitions are depicted on the SHD ILS 5 approach?
When would you switch the CDI to VLOC if you were cleared for the approach via MOL?
If the GPS fails but you still have valid localizer and glide slope information, can you do the
approach? Explain
Rev. 1 04-03-2008
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Rev. 1 04-03-2008
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Exercise 6: DME Arc

Set up:
Initialize position to KMKJ
Set heading to 0720

ATC: You are cleared to the Dublin airport (PSK) via direct OYUYU, direct Dublin, expect the GPS 6
approach via the DME arc
Notes:
Follow the advisories in the lower right hand corner of the display
Set the CDI as per the advisories and hold a heading that will yield a track that will keep
the course centered
Since BRG always give the direction from the airplane to the active waypoint, it will not be
useful while on an arc since the GPS computes small segments to track
ATC Instructions: Lets assume you had to divert for weather or traffic and now ATC offers you a
vector to join the arc
Notes:
Open the Flight Plan

Turn on the cursor
Highlight the dme arc line
Push D
You will be offered an option to ACTIVATE LEG
Press ENTER
Fly the vector until joining the arc
Questions:
How far out (ETE) from the missed approach point should you arrive at MDA in order to
execute a landing using normal maneuvers?
Is the GPS distance data (DIS) fully substitutable for DME on this approach?
Rev. 1 04-03-2008
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Rev. 1 04-03-2008
- 27 -
CONCLUDING REMARKS: The Garmin 530 is a complex computer and will gladly eat your lunch if you
let it. These remarks are intended to equip you to eat your own lunch.
1. Know the box better than you think you need to know it.
2. Think about where you are and where you should be going before asking it to tell you those
things
3. Dont trust the data until you have confirmed it
4. Anticipate every indication on the GPS to prevent being led along in ignorance
5. Plan ahead so that youre not tempted to push buttons and twist knobs when you should be
flying the plane
6. When changing the planes attitude, stabilize the plane in the new attitude (pitch, bank and
yaw; airspeed, altitude, VSI and heading) before looking at or manipulating the box. If youre
entering a turn, complete the roll in and stabilize the plane in pitch and bank before looking at
the GPS. If youre initiating a descent, stabilize the plane on heading, airspeed, and descent
rate before looking at the GPS.
7. Allow yourself only three actions (twist, twist, push, or some variation on that theme) on the
box before resuming instrument or outside scan
8. If lost in the myriad of pages, get back to the default nav page and start over
Rev. 1 04-03-2008
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C12 Training Materials - Whole Package

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C12 Training Materials - Whole Package

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C-12 FLIGHT TRAINING MATERIALS

DYNAMIC AVIATION FLIGHT TRAINING GUIDE

ENGINE RUN-UP (First Flight of Day)

C12 Checklist Rev. 2 12/29/2009

1402 Airport Rd, Bridgewater, VA 22812

Map data 2009 Google

1.Turn right out of the parking lot towards Bridgewater

Map data 2009 Google

2. Turn right at Main Street/VA-42 N/Warm Springs

Map data 2009 Google

3. Turn left at N River Rd (across from Dairy Queen)

Map data 2009 Google

4. You will see a one story white warehouse with pipes on

Take the 1st right into the Simulator Building

Map data 2009 Google

DYNAMIC AVIATION BUSINESS SEGMENTS

SIT Sterile Insect Technique

ADA Airborne Data Acquisition

ISR Intelligence Surveillance and Reconnaissance

C12 Training Schedule

Day 1: C12 Systems Ground School

Synopsis: Dynamic Aviation has established certain limitations to be observed in

The Dynamic Aviation limitations are as follows:

750C TGT, 100 % Torque, Props 2,000

Reasoning: Turbine engines sustain exponentially more wear and deterioration at

610C for 1 minute.

Special flight checkouts

FAA Public Order 8130.2F

CHIEF PILOT MEMOS

Garmin GNS 530/530W Self Study Guide

Intentionally Left Blank

Standard Operating Procedures

Chapter 1: Introduction and Manual Procedures

Chapter 2: Standard Operating Procedures and Policies

BOTH Both Pilots

Chapter 3: Normal Procedures, Checklists, and Maneuvers

Note individual illumination of the Master Warning Fault Annunciator

C-12 Before Start (Beginning to Battery On) - Captain

C-12 Before Start (Battery On to Completion) - Captain

-N1 Indication Inside

Starter/Ignition Switch ......................................................................................... Off

AFTER START PROCEDURE

C-12 After Start - Captain

ENGINE RUN UP PROCEDURE

-Smoothly apply power until LH rudder movement is noted (observe TGT

Control Yoke ...........................................................................Pull to Midrange

-Observe ICE VANE EXT lights extinguished

BEFORE TAKEOFF PROCEDURE

C-12 Before Takeoff (to the line) Pilot Flying

C12 Before Takeoff (to the line) Pilot Monitoring

c. Any Significant Abnormality on Takeoff

Before Takeoff below the Line

Mission Equipment/Doors ..................................................................... As Required

C-12 Climb Flow Pilot Monitoring

Caps & Cowls

C12 Approach Flow Pilot Monitoring

Landing Flow to the Line

Landing Flow below the Line

After Landing Pilot Monitoring

Parking Flow to the Line

Note #2 DC GEN Annunciator

C12 Parking - Captain

Brake Deice .......................................................................................................... Off

FUEL CROSSFEED .................................................................................... Check Right