KODIAK AIM R 22 WTires Compressed

PREFACE
Preface
Airplane Information Manual
(DOCUMENT NO: AM901.201)
General
Limitations
100 SERIES AIRCRAFT
Emergency
Abnormal
WARNING/NOTICE
At the time of issuance, this information manual was an exact
Procedures
duplicate of the flight information contained within the Pilot’s
Operating Handbook and FAA Approved Airplane Flight Manual.
The information contained within this manual is to be used for
general purposes only and may NOT substitute for the official
Pilot’s Operating Handbook. The information within this manual
Performance
was current as of the date listed below, and is for reference only.
DO NOT USE THIS MANUAL FOR

Weight‑Bal
FLIGHT OPERATIONS
Revision 22
Systems
April 2019
Service
Q U E S T A I R C R A F T CO M PA N Y
1 2 0 0 Tu r b i n e D r i v e
Sandpoint, ID 83864
Phone: (208) 263-1111
Fa x : ( 2 0 8 ) 2 6 3 - 1 5 1 1
Supplements
w w w. q u e s t a i r c r a f t . c o m PREFACE_1
Preface
PREFACE_2 Pilot’s Operating Handbook

DO NOT USE FOR FLIGHT OPERATIONS
® ®
Preface
100 S er ies
Table of Sections
CONTENTS SECTION
GENERAL.........................................................................................................................................1
LIMITATIONS..................................................................................................................................2
EMERGENCY PROCEDURES......................................................................................................3
ABNORMAL PROCEDURES....................................................................................................3A
NORMAL PROCEDURES.............................................................................................................4
PERFORMANCE.............................................................................................................................5
WEIGHT & BALANCE...................................................................................................................6
AIRPLANE & SYSTEMS DESCRIPTIONS..................................................................................7
HANDLING, SERVICE & MAINTENANCE...............................................................................8
SUPPLEMENTS..............................................................................................................................9
Pilot’s Operating Handbook PREFACE_3

Preface
PREFACE_4 Pilot’s Operating Handbook

® ®
Section 1
100 S E R I E S GENERAL
SECTION 1
GENERAL
General
Table of Contents
CONTENTS PAGE
GENERAL�� 1_3
INTRODUCTION�� 1_3
THREE VIEW DRAWING�� 1_3
DESCRIPTIVE DATA�� 1_5
ENGINE��1_5
PROPELLER��1_5
FUEL��1_6
OIL��1_7
MAXIMUM CERTIFIED WEIGHTS��1_7
TYPICAL AIRPLANE WEIGHTS��1_7
CABIN, CARGO, AND ENTRY DIMENSIONS��1_8
BAGGAGE/CARGO COMPARTMENT DIMENSIONS��1_8
SPECIFIC LOADINGS��1_8
SYMBOLS, ABBREVIATIONS, AND TERMINOLOGY�� 1_9
GENERAL AIRSPEED TERMINOLOGY AND ABBREVIATIONS��1_9
METEOROLOGICAL TERMINOLOGY�� 1_10
ENGINE POWER TERMINOLOGY�� 1_10
AIRPLANE PERFORMANCE AND FLIGHT PLANNING TERMINOLOGY�� 1_12
WEIGHT AND BALANCE TERMINOLOGY�� 1_12
WARNINGS, CAUTIONS, AND NOTES DEFINED�� 1_14
MEANING OF “SHALL”, “WILL”, “SHOULD”, AND “MAY”�� 1_14
MEANING OF “LAND AS SOON AS POSSIBLE” OR “PRACTICABLE”�� 1_14
CONVERSION CHARTS��1_14
KILOGRAMS AND POUNDS�� 1_15
NAUTICAL MILES, STATUTE MILES, AND KILOMETERS�� 1_16
LITERS, IMPERIAL GALLONS, AND U.S. GALLONS�� 1_17
TEMPERATURE CONVERSION CHART�� 1_20
Pilot’s Operating Handbook 1_1

General
1_2 Pilot’s Operating Handbook

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

See “Figure 1-1” for a general arrangement drawing of the KODIAK® 100.

® ®
Section 1
GENERAL 100 SERIES
General
Figure 1-1: Three View Drawing

® ®
Section 1
1-4 DESCRIPTIVE DATA
ENGINE
General
Number of Engines: 1
Engine Manufacturer: Pratt & Whitney Canada
Engine Model Number: PT6A-34
Engine Type: The PT6A series engine is a free power, two-shaft turbine
engine. The engine uses a three-stage axial and one-stage centrifugal
compressor section, an annular reverse-flow combustion chamber,
single stage compressor turbine, single stage power turbine. The
exhaust gas is directed through an annular exhaust plenum to the
atmosphere via twin opposed exhaust ports provided in the exhaust
duct.
Horsepower Rating:
Type of Engine Power Shaft Horsepower (SHP)
Takeoff 750
Maximum Continuous Emergency 750
Maximum Normal Operating 700
Maximum Climb 700
Maximum Cruise 700
Table 1–1: Horsepower Rating
NOTE : Horsepower ratings are for 2200 RPM (propeller).
PROPELLER
Number of Propellers: 1
Propeller Manufacturer: Hartzell Propeller Inc.
Propeller Model Number: HC-E4N-3P (HC-E4N-3PY)/D9511FSB
Number of Propeller Blades: 4
Propeller Diameter: 95 - 96 inches
Propeller Type: Constant speed, full feathering, reversible, hydraulically
actuated aluminum-bladed propeller, with a feathered blade angle of
86°, a low pitch blade angle of 17.5°, and a maximum reverse pitch of
-10° (at the 30-inch radius).

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Section 1
GENERAL 100 SERIES
FUEL
The following fuels and fuel additives are FAA approved for use on the
KODIAK® 100, subject to the limitations and requirements given in
General
“Section 2” of this manual.
Issuing Authority Freezing Point

Approved Fuel Grade Color
(Specification) °C (°F)
JET A ASTM D 1655 -40 (-40) Straw
ASTM D 1655 or
JET A-1 -47 (-53) Straw
DEF STAN 91-91
JP-1 MIL-T-5616 -46 (-51) Straw
JP-5 MIL-DTL-5624 -50 (-58) Straw
JP-8 MIL-DTL-83133 -60 (-76) Straw
No. 3 Jet Fuel GB6537 (China) -47 (-53) Straw
Table 1–2: Approved Fuels
CAUTION : JP-5 and JP-8 fuels contain anti-icing additives. Do not use
additional additives with these fuels.
Icing Inhibitor Additive Name Concentration Required (% by Volume)

Diethylene Glycol Monomethyl Ether
(DIEGME) conforming to MIL-DTL-85470 or 0.10% TO 0.15%
MIL-I-85470
Table 1-2A: Approved Anti-Icing Additive
If additional biocidal protection is desired, the following additive is permitted:
Biocidal Additive Maximum Concentration allowed (% by Volume)
Biobor JF 0.02% (270 ppm)
Table 1-2B: Approved Biocidal Additive
WARNING : All fuels used must contain anti-icing fuel additive conforming
to MIL-DTL-85470 or MIL-I-85470, unless the exceptions given in “Section
2” of this manual are followed.
Fuel Capacity (in U.S. Gallons):

Both Tanks............................................................................320 U.S. Gallons (2144 lb)
Each Tank..............................................................................160 U.S. Gallons (1072 lb)
Capacity to Inboard Filler Ports (Both Tanks)...........193 U.S. Gallons (1293 lb)
Usable Fuel (Both Tanks ON)..........................................315 U.S. Gallons (2111 lb)
Unusable Fuel (Both Tanks ON)...............................................5 U.S. Gallons (34 lb)
Undrainable Fuel (Both Tanks ON)..................................... 0.15 U.S. Gallons (1 lb)

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Section 1
OIL
Oil Grade (Specification): Engine oil must conform to the current revision
of Pratt & Whitney Canada “Service Bulletin No. 1001.” Refer to “Section 8”
General
of this manual for a listing of approved oils.
Total Oil Capacity (including oil in filter, cooler, and hoses):
Approximately 13 U.S. quarts
Drain and Refill Quantity: Approximately 9 U.S. quarts
Oil Quantity Operating Range: Keep filled to within 1½ quarts of the
maximum indication on the dipstick. Graduations on the dipstick indicate
the oil level in U.S. quarts below the maximum capacity of the oil tank.
WARNING : Ensure the oil dipstick/cap is latched down securely.

Operating the engine with the dipstick/cap unlatched will result in
excessive oil loss leading to eventual engine stoppage.
NOTE : In order to obtain an accurate oil level reading, it is necessary

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

Ramp..........................................................................................................................7305 lb
Takeoff........................................................................................................................7255 lb
Landing......................................................................................................................6690 lb
Maximum Zero Fuel Weight...............................................................................7071 lb
NOTE : Refer to “Section 7” of this manual for recommended loading

arrangements.
TYPICAL AIRPLANE WEIGHTS

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

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Section 1
GENERAL 100 SERIES
CABIN, CARGO, AND ENTRY DIMENSIONS

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

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

Cargo Volume (Total, Aft of Crew Seats).................................................. 248 CU FT
Aft Cargo Shelf Volume.....................................................................................38 CU FT
Minimum Cargo Door Width........................................................................... 49.25 IN
Minimum Cargo Door Height.......................................................................... 49.25 IN
Maximum Cargo Door Sill Height........................................................................ 38 IN
SPECIFIC LOADINGS
Wing Loading.............................................................................................30.2 LB/SQ FT
Power Loading.............................................................................................. 9.67 LB/SHP
NOTE : Refer to”Section 6” of this manual for loading weight limits.

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Section 1
1-5 SYMBOLS, ABBREVIATIONS, AND TERMINOLOGY
GENERAL AIRSPEED TERMINOLOGY AND ABBREVIATIONS
General
KCAS–Knots Calibrated Airspeed: The indicated airspeed of an airplane
expressed in knots, corrected for position and instrument error.
Calibrated airspeed is equal to true airspeed in a standard atmosphere
at sea level.
GS–Ground Speed: The speed of an airplane relative to the ground.
KIAS–Knots Indicated Airspeed: The speed of an airplane as shown on
the airspeed indicator.
KTAS–Knots True Airspeed: The airspeed, expressed in knots, relative to
undisturbed air which is KCAS corrected for non-standard temperature
and altitude.
Vclimb–En Route Climb Speed: The regulatory climb speed at which the
performance data in “Section 5” of this handbook is based upon.
Vfe–Maximum Flap Extended Speed: The highest speed permissible
with the wing flaps placed in a prescribed extended position.
Vmo–Maximum Operating Speed: The speed that may not be
deliberately exceeded in normal flight operations.
Vne–Never Exceed Speed: The airspeed which should never be exceeded
during flight operations.
Vo–Maximum Operating Maneuvering Speed: The maximum speed
at which application of full or abrupt control movements may be
used without overstressing the aircraft. At speeds less than or equal
to maneuvering speed, the aircraft will stall before the maximum load
limits are reached.
Vref–Landing Reference Speed or the Threshold Crossing Speed: The
base speed used for reference and calculations.
Vs–Stalling

Speed or the Minimum Steady Flight Speed: The speed at
which the airplane is controllable in the clean configuration.
Vso–Stalling Speed or the Minimum Steady Flight Speed: The speed at
which the airplane is controllable in the landing configuration at max
weight and forward C.G.
Vx–Best Angle-of-Climb Speed: The speed which results in the greatest
gain of altitude in a given horizontal distance.
Vy -Best Rate-of-Climb Speed: The speed at which results the greatest
gain of altitude in a given time and changes with altitude.

® ®
Section 1
GENERAL 100 SERIES
METEOROLOGICAL TERMINOLOGY
ISA–International Standard Atmosphere: Atmospheric conditions in
which:
General
1. The air is a dry, perfect gas.

2. The temperature at sea level is 15° Celsius (59° Fahrenheit).
3. The pressure at sea level is 29.92 inches of mercury (1013.2 mb).
4. T he temperature gradient from sea level to the altitude at which the
temperature is -56.5° C (-69.7°F) is -0.00198°C (-0.003564°F) per foot
and zero above that altitude. This translates to -1.98°C (-3.56°F) per
thousand feet in altitude.
OAT–Outside Air Temperature: The free air static temperature, obtained
either from in-flight temperatures or ground meteorological sources,
adjusted for instrument error and compressibility effects.
Pressure Altitude: The altitude read from a pressure altimeter when the
altimeter’s barometric scale has been set to 29.92 inches of mercury or
1013.2 mb.
ENGINE POWER TERMINOLOGY

Beta Mode: The engine operational mode in which both the propeller
blade angle and the engine power are controlled by the power lever.
Beta mode may only be used during ground operations.
Flameout: The unintentional loss of combustion chamber flame during
engine operation.
Gas Generator RPM (Ng): Indicated in percent of gas generator RPM
based on a scale in which 100% equals 37,500 RPM.
Hot Start: An engine start, or an attempted engine start, which results in
an ITT that is more than 1090°C.
ITT–Inter-Turbine Temperature: A measurement of the temperature
between the compressor turbine and the power turbine stator.
Maximum Climb Power: The maximum power approved for a normal
climb. Use of this power setting is limited to climb operations. This
setting relates to the power developed at the maximum torque limit
relative to propeller RPM, ITT (765°C), or Ng limit of 101.6%, whichever
occurs first.

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

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Section 1
GENERAL 100 SERIES
AIRPLANE PERFORMANCE AND FLIGHT PLANNING TERMINOLOGY

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

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

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Section 1
MAC–Mean Aerodynamic Chord: The MAC of a wing is the chord of an
imaginary airfoil, which will have the same force vectors as those of the
actual wing, throughout the flight range.
General
Maximum Landing Weight: The maximum weight approved for the
landing touchdown.
Maximum Ramp Weight: The maximum weight approved for ground
operations. This includes the weight of fuel used for starting, taxi, and
runup.
Maximum Takeoff Weight: The maximum weight approved for the start
of takeoff roll.
Moment: The product of the weight of an item multiplied by its arm.
(The actual moment divided by a constant of 1000 is used to simplify
balance calculations by reducing the number of digits.)
MZFW–Maximum Zero Fuel Weight: The maximum allowable weight
of the airplane and all its contents, minus the total weight of the fuel
in the wings. This is a structural limitation and does not supersede
any additional Maximum Landing Weight or operational fuel reserve
requirements that may also apply.
Ramp Condition: The weight and moment of the aircraft prior to taxi.
Reference Datum: An imaginary vertical plane from which all horizontal
distances are measured for weight and balance purposes.
Residual Fuel: Another name for the undrainable fuel or the fuel
remaining when the airplane is de-fueled. Residual fuel is considered to
be a part of the empty weight of the aircraft.
Standard Empty Weight: The weight of a standard airplane including any
residual fuel, full operating fluids and full engine oil.
Station: A location along the airplane fuselage usually expressed in terms
of distance from the reference datum.
U.S.G.–US Gallon

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Section 1
GENERAL 100 SERIES
WARNINGS, CAUTIONS, AND NOTES DEFINED

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

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

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

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

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

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

® ®
Section 1
KILOGRAMS AND POUNDS
NOTE : Example of how to use the following table:
General
To convert 87 kilograms to pounds, locate the 80 in the first column and
then move right, horizontally to column number 7 and read the solution:
87 kilograms = 191.80 pounds
Converting Kilograms to Pounds

Kilograms 0 1 2 3 4 5 6 7 8 9
0 2.205 4.409 6.614 8.818 11.023 13.228 15.432 17.637 19.842
10 22.046 24.251 26.455 28.660 30.865 33.069 35.274 37.479 39.683 41.888
20 44.092 46.297 48.502 50.706 52.911 55.116 57.320 59.525 61.729 63.934
30 66.139 68.343 70.548 72.753 74.957 77.162 79.366 81.571 83.776 85.980
40 88.185 90.390 92.594 94.799 97.003 99.208 101.41 103.62 105.82 108.03
50 110.23 112.44 114.64 116.85 119.05 121.25 123.46 125.66 127.87 130.07
60 132.28 134.48 136.69 138.89 141.10 143.30 145.51 147.71 149.91 152.12
70 154.32 156.53 158.73 160.94 163.14 165.35 167.55 169.76 171.96 174.17
80 176.37 178.57 180.78 182.98 185.19 187.39 189.60 191.80 194.01 196.21
90 198.42 200.62 202.83 205.03 207.23 209.44 211.64 213.85 216.05 218.26
100 220-46 222.67 224.87 227.08 229.28 231.49 233.69 235.90 238.10 240.30
1000 2204.6 2226.7 2248.7 2270.8 2292.8 2314.9 2336.9 2359.0 2381.0 2403.0
Table 1–3: Kilograms to Pounds
NOTE : Example of how to use the following table:

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

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

® ®
Section 1
GENERAL 100 SERIES
NAUTICAL MILES, STATUTE MILES, AND KILOMETERS
Nautical Statute Nautical Statute Nautical Statute

General
Kilometers Kilometers Kilometers

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

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

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

® ®
Section 1
GENERAL 100 SERIES
Converting Liters to U.S. Gallons

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

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

® ®
Section 1
Converting Imperial Gallons to U.S. Gallons

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

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

® ®
Section 1
GENERAL 100 SERIES
TEMPERATURE CONVERSION CHART

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

given in the center °C or °F °C or °F °C or °F
columns. Odd values
may be approximated. °C < > °F °C < > °F °C < > °F
Color coding is only -50 -58 -72 -17 2 36 17 62 144
intended to assist
the user by generally -49 -56 -69 -16 4 39 18 64 147
suggesting temperature -48 -54 -65 -14 6 43 19 66 151
range: blue is at or
below freezing; yellow -47 -52 -62 -13 8 46 20 68 154
includes some cold and -46 -50 -58 -12 10 50 21 70 158
relatively moderate
to hot temperatures; -44 -48 -54 -11 12 54 22 72 162
red includes warmer -43 -46 -51 -10 14 57 23 74 165
to extremely hot
temperatures. -42 -44 -47 -9 16 61 24 76 169
• To convert from degrees -41 -42 -44 -8 18 64 26 78 172

Celsius (°C) to degrees -40 -40 -40 -7 20 68 27 80 172
Fahrenheit (°F), locate,
in the shaded columns, -39 -38 -36 -6 22 72 28 82 180
the number representing -38 -36 -33 -4 24 75 29 84 183
the temperature value
in degrees Celsius (°C) -37 -34 -29 -3 26 79 30 86 187
to be converted. The -36 -32 -26 -2 28 82 31 88 190
equivalent temperature
-34 -30 -22 -1 30 86 32 90 194
in degrees Fahrenheit is
read to the right. -33 -28 -18 0 32 90 33 92 198
Example: 38°C = 100°F -32 -26 -15 1 34 93 34 94 201
-31 -24 -11 2 36 97 36 96 205
• To convert from degrees -30 -22 -8 3 38 100 37 98 208

Fahrenheit (°F) to -29 -20 -4 4 40 104 38 100 212
degrees Celsius (°C),
locate, in the shaded -28 -18 0 6 42 108 39 102 216
columns, the number -27 -16 3 7 44 111 40 104 219
representing the
-26 -14 7 8 46 115 41 106 223
temperature value in
degrees Fahrenheit (°F) -24 -12 10 9 48 118 42 108 226
to be converted. The
-23 -10 14 10 50 122 43 110 230
equivalent temperature
in degrees Celsius is read -22 -8 18 11 52 126 44 112 234
to the left. -21 -6 21 12 54 129 46 114 237
Example: 38°F = 3°C
-20 -4 25 13 56 133 47 116 241
-19 -2 28 14 58 136 48 118 244
-18 0 32 16 60 140 49 120 248
Table 1–12: Temperature Conversion Chart

® ®
Section 2
100 S E R I E S LIMITATIONS
SECTION 2
LIMITATIONS
Table of Contents
Limitations
CONTENTS PAGE
GENERAL�� 2_3
AIRSPEED LIMITATIONS�� 2_4
AIRSPEED INDICATOR MARKINGS�� 2_4
POWER PLANT LIMITATIONS�� 2_6
PROPELLER SYSTEM OPERATING LIMITATIONS�� 2_6
ENGINE CONTROL OPERATING LIMITATION�� 2_7
ENGINE STARTING CYCLE LIMITATIONS�� 2_7
MAXIMUM AIR START ALTITUDE�� 2_7
POWER PLANT INSTRUMENT MARKINGS�� 2_9
MISCELLANEOUS INSTRUMENT MARKINGS�� 2_11
WEIGHT LIMITS�� 2_11
CENTER OF GRAVITY LIMITS�� 2_12
CENTER OF GRAVITY RANGE��2_12
MEAN AERODYNAMIC CHORD (MAC)��2_12
MANEUVER LIMITS�� 2_13
FLIGHT LOAD FACTOR LIMITS�� 2_13
FLIGHT CREW LIMITS�� 2_13
KINDS OF OPERATION LIMITS�� 2_14
FUEL LIMITATIONS�� 2_19
TOTAL FUEL CAPACITY��2_19
FUEL SYSTEM ICING INHIBITOR (FSII)��2_19
FUEL SYSTEM ICING INHIBITOR EXCEPTION��2_20
MAXIMUM OPERATING ALTITUDE LIMITATION�� 2_21
OUTSIDE AIR TEMPERATURE LIMIT�� 2_21
MINIMUM OUTSIDE AIR TEMPERATURE LIMIT��2_21
MAXIMUM OUTSIDE AIR TEMPERATURE LIMIT��2_21
MAXIMUM PASSENGER SEATING LIMIT�� 2_21
OTHER LIMITATIONS�� 2_22
FLAP LIMITATIONS��2_22
CREW SEAT BELT LIMITATION��2_22
ELECTRICAL LOAD LIMITATIONS��2_22
USB CHARGING PORTS��2_22
ANGLE OF ATTACK INDEXER��2_22
GARMIN SOFTWARE AND REFERENCE MATERIALS��2_23
GARMIN G1000® OPERATIONAL LIMITATIONS��2_24
GARMIN SYNTHETIC VISION SYSTEM (SVS) (IF EQUIPPED)��2_24
GARMIN VERTICAL SITUATION DISPLAY (VSD) (IF EQUIPPED)��2_24
FUEL INDICATION��2_25

® ®
Section 2
LIMITATIONS 100 SERIES
PLACARDS��2_26
OPTIONAL SYSTEM PLACARDS�� 2_40
Limitations

® ®
Section 2
2-1 GENERAL
This section of the Pilot’s Operating Handbook includes the operating
limitations, instrument markings, and standard placards necessary for the
safe operation of this aircraft, its engine, standard systems, and standard
equipment.
WARNING : The limitations included in this section have been approved
Limitations
by the Federal Aviation Administration. Observance of these operating
limitations is required by Federal Aviation Regulations and failure to
observe these limits could result in damage to the aircraft, injury, or
possibly death.
NOTE : Operation in countries other than the United States of

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

amendments to the operating limitations, procedures, performance data,
and other necessary information.
NOTE : The airspeeds listed in this section are based on airspeed

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

as a Quest® Aircraft Company KODIAK® 100.

® ®
Section 2
2-2 AIRSPEED LIMITATIONS

Airspeed limitations and their operational significance are provided in the
table below.
Symbol Name KIAS KCAS Remarks
Maximum Flap Extended
Speed: Do not exceed these speeds
Limitations
Vfe 0° - 10° of Flaps 138 139 with the flaps configured as

10° -20° of Flaps 120 120 listed.
20° - 35° of Flaps 108 108
Maximum Operating Do not exceed this speed in
Vmo 182 180
Speed any operation.
Maximum Operating
Do not make full or abrupt
Maneuvering Speed:
control movements
7255 lb 142 143
Vo above these speeds at the
6750 lb 137 138
corresponding aircraft
6000 lb 129 129
weight.
5000 lb 118 118
Table 2–1: Airspeed Limitations
2-3 AIRSPEED INDICATOR MARKINGS

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

® ®
Section 2
KIAS
Range
Red Band 20 to 47 The red band indicates a low airspeed warning.
Full Flap Operating Range—The lower limit represents the stall
Limitations
speed at maximum gross weight with the flaps extended (Vso). The upper
White Band 47 to 108
limit of the white band represents the maximum permissible speed with the
flaps fully extended.
Normal Operating Range —The lower limit (68) represents the
Green Band 68 to 182 stall speed at maximum gross weight, at the most forward C.G., with flaps
retracted (Vs). The upper limit is the maximum operating speed.
Red Band ≥182 The red line indicates the maximum speed for normal flight operations.
Table 2–2a: Electronic Standby Instrument Airspeed Indicator Markings
KIAS
Range
Full Flap Operating Range—The lower limit of the white arc
represents the stall speed at maximum gross weight, with the flaps extended
White Arc 47 to 108
(Vso). The upper limit represents the maximum permissible speed, with the
flaps fully extended.
Normal Operating Range—The lower limit of the green arc
represents the stall speed at maximum gross weight, at the most forward
Green Arc 68 to 182
C.G., with flaps retracted (Vs). The upper limit is the maximum operating
speed.
Red Line 182 The red line indicates the maximum speed for normal flight operations.
Table 2–3: Mechanical Airspeed Indicator Markings
NOTE : At lower airspeeds, the calibrated and indicated airspeeds diverge

(47 KIAS = 60 KCAS). KIAS values are approximate and may not be accurate
at the stall.

® ®
Section 2
2-4 POWER PLANT LIMITATIONS

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

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

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

An overspeed governor test must be performed prior to the first flight of
the day and following engine control system maintenance or adjustments.
Stabilized (approximately 15 seconds) ground operation is prohibited
between 450 and 1050 RPM. The propeller may be operated when
feathered at or below 450 RPM.

® ®
Section 2
ENGINE CONTROL OPERATING LIMITATION
Flight operation with the engine power lever retarded below idle (beta
mode) is prohibited.
WARNING : Flight operation in beta mode may result in an engine

overspeed condition and a consequent loss of engine power or loss of
airplane control. Operating in beta mode quickly produces high amounts
Limitations
of drag, which could result in a rapid loss of altitude or complete loss of
control.
ENGINE STARTING CYCLE LIMITATIONS
NOTE :
• At engine start, battery voltage should be at 24 volts minimum. Starting
the engine with less than 24 volts is not recommended due to the
potential of exceeding ITT limit.
• Voltages below 16.5 volts during start may damage the starter.
• The engine starter should accelerate the engine at a minimum of 1% Ng
per second.
• After an unsuccessful engine start, the starter must have the opportunity
to cool off as noted below.
Starting cycles shall be limited to the following intervals and sequence:

Engine start using the airplane’s batteries:
LO START: 30 seconds ON — 60 seconds OFF
LO START: 30 seconds ON — 30 minutes OFF
(Repeat the above cycle as necessary.)
HI START: 15 seconds ON — 60 seconds OFF
LO START: 30 seconds ON — 30 minutes OFF
Engine start using an external power source:
HI START: 15 seconds ON — 60 minutes OFF
MAXIMUM AIR START ALTITUDE

16,000 FT

® ®
Section 2
Oil
Gas Oil
Max Maximum Propeller Pressure SHP
Operation Generator Temp. °C
Torque ITT°C RPM PSIG (8)
RPM (%Ng) (2)
(1)
1790 750 @
Takeoff 790 101.6 2200 85 to 105 10 to 99
1970 (3) <31.0°C
Max 1670 700 @
765 101.6 2200 85 to 105 0 to 99
Limitations
Climb 1840 (3) <28.3°C

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

® ®
Section 2
2-5 POWER PLANT INSTRUMENT MARKINGS
Marking designations for the power plant instruments are provided in the
table below and the figure on the following page.
Red Line Green Arc Yellow Arc Red Line

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

® ®
Section 2
Torque Indicator Gas Generator RPM Indicator

Limitations
ITT Indicator Oil Pressure Indicator

(Normal Operation)
ITT Indicator Oil Temperature Indicator

(Engine Start)
Propeller RPM Indicator Battery 1 ( ) and

Battery 2 ( ) Voltage
Generator and Alternator Amps
Figure 2-1: Power Plant Instrument Indicators

® ®
Section 2
2-6 MISCELLANEOUS INSTRUMENT MARKINGS
Miscellaneous instrument markings and their color code significance are
provided in the table below.
Instrument Red Line Green Band Yellow Band Red Line

Minimum Limit Normal Operating Caution Range Maximum Limit
Limitations
Fuel Quantity
Empty 175 lb to 1080 lb Empty to 175 lb —
Indicators
Generator Amps — 0 to 240 A 240 to 300 A 300 A
Alternator Amps — 0 to 32 A 32 to 40 A 40 A
Low Range
Battery 1 10 V to 24 V
<10 V 24 V to 30 V —
Voltage High Range
30 V to 33 V
Low Range
Battery 2 10 V to 24 V
<10 V 24 V to 30 V —
Voltage High Range
30 V to 33 V
Oxygen Supply 400 to 2000
Empty — —
Pressure psig
Table 2–6: Miscellaneous Instrument Markings
2-7 WEIGHT LIMITS

Maximum Ramp Weight................................................................7,305 lb (3,313 kg)
Maximum Takeoff Weight.............................................................7,255 lb (3,291 kg)
Maximum Landing Weight...........................................................6,690 lb (3,035 kg)
Maximum Zero Fuel Weight.........................................................7,071 lb (3,207 kg)
Minimum Flying Weight................................................................4,070 lb (1,846 kg)
NOTE : Refer to “Section 6” of this manual for cabin zone loading limits
of the KODIAK® 100. Refer to “Section 5” of this manual for takeoff limits
based on weight, altitude, and temperature.

® ®
Section 2
2-8 CENTER OF GRAVITY LIMITS

CENTER OF GRAVITY RANGE
Forward C.G. Limit at 7255 lb.........................................71.04 inches aft of datum
(Linear variation from 5,000 lb to 7,255 lb).................................. (25.00% MAC)
Forward C.G. Limit at 5,000 lb or less..........................63.90 inches aft of datum
(14.00% MAC)
Limitations
Aft Limit, up to 7,255 lb.............................................80.78 inches aft of datum

(40.00% MAC)
Reference Datum....................................................................forward face of firewall
MEAN AERODYNAMIC CHORD (MAC)

Leading Edge MAC............................................................54.81 inches aft of datum
MAC Length.................................................................................................. 64.92 inches
Maximum Zero Fuel Weight (MZFW)
Figure 2-2: KODIAK® Loading Envelope
NOTE : Any weight above the maximum zero fuel weight of 7,071 lb must
be in the form of fuel contained in the wing tanks.

® ®
Section 2
2-9 MANEUVER LIMITS
This airplane is certified in the normal category. The normal category is
applicable to aircraft not intended for aerobatic operations. The normal
category includes maneuvers incidental to normal flying, stalls (except
whip stalls), lazy eights, chandelles, and turns, in which the bank angle
does not exceed 60°.
Limitations
WARNING : Aerobatic Maneuvers, including spins, are prohibited.
2-10 FLIGHT LOAD FACTOR LIMITS

Flight Load Factors:
Flaps Up...............................................................................................+3.49 g, -1.40 g
Flaps Full Down..................................................................................................+2.0 g
CAUTION : Zero or negative “g” maneuvers with a duration of longer

than five seconds could starve the engine oil pump of oil, resulting in
serious engine damage.
2-11 FLIGHT CREW LIMITS

One pilot required in the left crew seat.

® ®
Section 2
2-12 KINDS OF OPERATION LIMITS

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

V V I I
F F F F
R R R R
D N D N
A I A I
Y G Y G
System, Instrument, H H
Equipment and/or Function T T Comments
Placards and Markings

® 1 1 1 1 Accessible to the pilot in‑flight.
KODIAK 100 POH/AFM
Garmin G1000® Cockpit Reference Guide for the 1 1 1 1 Accessible to the pilot in‑flight.
®
Quest KODIAK 100
Autoflight
Autopilot 0 0 0 0
Yaw Damper 0 0 0 0
Flight Director 0 0 0 0
Environmental Systems
Avionics Cooling Fans 2 2 2 2

Bleed Air Defrost System 0 0 0 0

® ®
Section 2

V V I I
F F F F
R R R R
D N D N
A I A I
Y G Y G
Limitations
Communications
VHF COM 0 0 1 1
Emergency Locator Transmitter 1 1 1 1
Only one static discharge wick may be
missing from a single flight control and
Static Discharge Wicks 9 9 9 9 a maximum of three (3) total may be
missing from the airplane.
Electrical Power
24 V Main Batteries 2 2 2 2
40 Amp Alternator 0 0 1 1
300 Amp Starter/Generator 1 1 1 1
Generator Ammeter 0 1 1 1
Alternator Ammeter 0 1 1 1
Bus 1 Voltmeter 0 1 1 1
Bus 2 Voltmeter 0 1 1 1
Standby Attitude Indicator Battery 0 0 1 1
Circuit Breakers 1 1 1 1 Required for all operational equipment.
Equipment and Furnishings
Seat Belt Assembly 1 1 1 1 For each seat occupant.

Shoulder Harness 1 1 1 1 For each occupant.
Inertia Reel 1 1 1 1 For each front seat.
Fire Protection
Fire Extinguishers 3 3 3 3
Flight Controls
Flap Position Indicator 1 1 1 1
Flap Operating System 1 1 1 1
Elevator Trim System (Electric and Manual Backup) 1 1 1 1
Elevator Trim Indicator 1 1 1 1
Electric Aileron Trim System and Indicator 1 1 1 1
Electric Rudder Trim System and Indicator 1 1 1 1
Flap/Trim Compensation Function 1 1 1 1

® ®
Section 2

V V I I
F F F F
R R R R
D N D N
A I A I
Y G Y G
Limitations
Fuel System
Electric Auxiliary Fuel Pump 1 1 1 1
Ejector Fuel Pump 1 1 1 1
LH Tank Fuel Quantity Indicator 1 1 1 1
RH Tank Fuel Quantity Indicator 1 1 1 1
Fuel Selectors OFF Warning System 1 1 1 1
Ice and Rain Protection
Inertial Air Particle Separator System 1 1 1 1
Pitot/Static Heat System 1 1 2 2
Stall Warning System Heater 0 0 0 0
TKS Ice Protection System 0 0 0 0
Indicating and Recording Systems
Stall Warning System 1 1 1 1
Angle of Attack Indexer 0 0 0 0
Terrain Avoidance Warning System (TAWS) 1 1 1 1 As required by national operational rules.
Traffic Advisory System (TAS) 0 0 0 0
Traffic Information System (TIS) 0 0 0 0
XM Datalink Weather Information System 0 0 0 0
Outside Air Temperature Indicators 1 1 1 1
Lighting
PFD Bezel Lighting 0 1 0 1

PFD Backlighting 0 1 1 1
MFD Bezel Lighting 0 1 0 1
MFD Backlighting 0 1 1 1
Switch and Circuit Breaker Panel Lighting 0 1 0 1
Standby Airspeed Indicator Internal Lighting 0 1 0 1
Standby Altimeter Internal Lighting 0 1 0 1
Magnetic Compass Internal Lighting 0 1 0 1
Standby Attitude Indicator Internal Lighting 0 1 0 1
Glare-shield Flood Light 0 1 0 1

® ®
Section 2

V V I I
F F F F
R R R R
D N D N
A I A I
Y G Y G
Limitations
Lighting (Cont.)
Aircraft Position (NAV) Lights 0 3 0 3

Anticollision Strobe Lights 2 2 2 2
Red Flashing Beacon 0 0 0 0
Taxi Light 0 0 0 0
Landing Light 0 1 0 1 Operations at night for hire only.
Pulse Light System 0 0 0 0
Navigation and Pitot-Static System
G1000 Airspeed Indicator 1 1 1 1

Standby Airspeed Indicator 0 0 1 1
G1000 Altimeter 1 1 1 1
Standby Altimeter 0 0 1 1
G1000 Vertical Speed Indicator 0 0 0 0
G1000 Attitude Indicator 0 0 1 1
Standby Attitude Indicator 0 0 1 1
G1000 Directional Indicator (HSI) 0 0 1 1
G1000 Turn Coordinator 1 1 1 1
Magnetic Compass 1 1 1 1
VHF Navigation Radio 0 1 0 1
(VOR, LOC, GS) 0 0 AR AR As required per procedure.
GPS Receiver/Navigator 0 0 AR AR As required per procedure.
Marker Beacon Receiver 0 0 AR AR As required per procedure.
Altitude Encoding Transponder AR AR 1 1 As required per 14CFR 91.215.
Clock 0 0 1 1
Pitot-Static System 1 1 2 2
Propeller System
Propeller Overspeed Governor 1 1 1 1

Power Plant
Inertial Separator Actuators 1 1 1 1

® ®
Section 2

V V I I
F F F F
R R R R
D N D N
A I A I
Y G Y G
Limitations
Engine Fuel and Control
Fuel Flow Indicator 1 1 1 1

Low Fuel Pressure Switch 1 1 1 1
Fuel Pressure Indicator 0 0 0 0
Ignition System
Engine Ignition System 1 1 1 1

Engine Indicating
Torque Indicator 1 1 1 1
Inter‑Turbine Temperature Indicator 1 1 1 1
Propeller RPM Indicator 1 1 1 1
Gas Generator RPM (NG) Indicator 1 1 1 1
Oil Pressure Indicator 1 1 1 1
Oil Temperature Indicator 1 1 1 1
Low Oil Pressure Switch 1 1 1 1
Engine Oil
Engine Oil Dipstick 1 1 1 1

® ®
Section 2
2-13 FUEL LIMITATIONS
TOTAL FUEL CAPACITY
Both Tanks................................................................... 320 U.S.G. (2144 lb) (972.5 kg)
Each Tank..................................................................... 160 U.S.G. (1072 lb) (486.3 kg)
Inboard Filler Ports (Both Tanks).......................... 193 U.S.G. (1293 lb) (586.5 kg)
Usable Fuel (Both Tanks ON)................................. 315 U.S.G. (2111 lb) (957.5 kg)
Limitations
Unusable Fuel (Both Tanks ON).........................................5 U.S.G. (34 lb) (15.5 kg)
Undrainable Fuel (Both Tanks ON)..................................0.15 U.S.G. (1 lb) (0.5 kg)
NOTE : The fuel tanks are considered to be full when the fuel level in each
tank slightly covers the upper surface of the anti-siphon flapper valve in
each outboard fuel filler port.
With the FUEL LOW L–R annunciation ON, continuous operation of the
aircraft in an uncoordinated manner (with the turn coordinator “ball” more
than one-quarter ball width out of the centered position) is prohibited.
The unusable fuel quantities increase when more severe sideslips are
maintained.
• Due to the possibility of fuel starvation, the maximum allowable full
rudder sideslip duration is 30 seconds.
• Maximum Allowable Fuel Imbalance in‑flight is 250 pounds.
FUEL SYSTEM ICING INHIBITOR (FSII)

To lower the freezing temperature of water contained in the fuel while
operating in ambient temperatures below 5°C (41°F), the fuel used must
contain an anti-icing fuel additive unless the exception conditions listed
below are met.
CAUTION : JP–5 and JP–8 fuels contain anti-icing additives. Do not use
additional additive with these fuels.
NOTE : Refer to “Section 1” of this manual for tables of approved fuels,

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

fuel tanks is prohibited. Undissolved FSII can damage elastomers and other
materials on the aircraft. Refer to “Section 8” of this manual.

® ®
Section 2
FUEL SYSTEM ICING INHIBITOR EXCEPTION
WARNING : All fuels used must contain an anti-icing additive unless the
exceptions given in this section are followed.
The use of an anti-icing fuel additive is optional only when ALL THREE of
Limitations
the following conditions are satisfied:

1. For operations where the entire flight and ground profile will be
conducted in ambient temperatures at or above 5°C (41°F), AND
2. The aircraft has been continuously parked or operated at or above
5°C (41°F) since the last flight when the fuel system contained specified
concentrations of DIEGME anti-icing fuel additive, AND
3. Fuel filler port placards, shown in the placard section, comply with the
limitations given.
If fuel with DIEGME is not used, the operator is required to use a biocidal
fuel additive given in “Section 1” of this manual. Any operation with
fuel that does not contain DIEGME will require the operator to verify
appropriate concentration levels of DIEGME in the aircraft’s fuel system,
whenever this component is reintroduced.
WARNING : If the aircraft becomes exposed to temperatures below

5°C (41°F) for any length of time without an approved fuel system icing
inhibitor, the icing inhibitor must be reintroduced prior to the next flight.
After reintroducing the icing inhibitor and verifying that the appropriate
concentration levels have been achieved, the operator shall perform the
following checks prior to the next flight:
1. Inspect both fuel tanks for signs of ice and/or other contaminates.
2. Perform an engine run of at least a 20 minute duration, during which
the engine is operated for at least 3 minutes at takeoff power levels.

® ®
Section 2
2-14 MAXIMUM OPERATING ALTITUDE LIMITATION
The certificated maximum operating altitude is 25,000 feet.
2-15 OUTSIDE AIR TEMPERATURE LIMIT

MINIMUM OUTSIDE AIR TEMPERATURE LIMIT
-55°C (-67°F) from sea level, to a pressure altitude of 25,000 feet.
Limitations
NOTE : The landing lights are limited to operations at temperatures
above -40°C (-40°F). Do not operate the landing lights at temperatures
colder than -40°C (-40°F).
MAXIMUM OUTSIDE AIR TEMPERATURE LIMIT

Ground Operations: +53°C (127°F) from sea level, to 5000 feet. ISA
+37°C (98.6°F) above 5000 feet.
Flight Operations: ISA +35°C (95°F) from sea level, to 25,000 feet.
2-16 MAXIMUM PASSENGER SEATING LIMIT

Up to ten seats may be installed. The right front seat may be occupied by
either a passenger or a second crew member. Refer to “Section 6” of this
manual for seat locations.
NOTE : Cargo loading procedures and limitations apply. Crew must

refer to “Section 6” for maximum weights by cabin zone for cargo and to
“Section 7” to assure cargo is properly located and secured.

® ®
Section 2
2-17 OTHER LIMITATIONS

FLAP LIMITATIONS
Approved Takeoff Range...........................................................0 to 20 Flap Degrees
Approved Landing Range.........................................................0 to 35 Flap Degrees
Minimum Operating OAT..............................................................................See Below
• Minimum Operating OAT is -55°C (-67°F) for aircraft Serial Numbers
100-0018 and above, and for Serial Numbers 100-0001 through
Limitations
100‑0017 that have complied with Quest Service Bulletin “SB-016: FLAP
SYSTEM, Flap Drive Actuator Replacement.”
• Minimum Operating OAT is -25°C (-13°F) for aircraft Serial Numbers
100-0001 through 100-0017 that have NOT complied with Quest
Service Bulletin “SB‑016: FLAP SYSTEM, Flap Drive Actuator Replacement.”
CREW SEAT BELT LIMITATION
Crew inertia reel levers must be placed in the locked position prior to
takeoff and landing.
ELECTRICAL LOAD LIMITATIONS
The Generator and Alternator are capable of producing rated current
during flight operations. Electrical loads may need to be reduced during
extended ground operations. The reduction in electrical capacity on the
ground is a result of limited cooling to the units during ground operations.
The Generator and Alternator are capable of producing short time current
for 10 minutes, after which they must be reduced to maximum continuous
load or less.
Maximum Allowable Generator Electrical Load Limitation

Condition Max Continuous Amps Short Time (10 Minutes)
Ground 80 300
Flight 300 N/A
Maximum Allowable Alternator Electrical Load Limitation

Condition Max Continuous Amps Short Time (10 Minutes)
Ground 25 40
Flight 40 N/A
Table 2–7: Electrical Load Limitations
USB CHARGING PORTS

Passengers may not use the cabin USB charging ports during takeoff and
landing. Operation of the passenger USB ports is limited to cruise only.
Crew members may use their USB ports during the entire flight.
ANGLE OF ATTACK INDEXER
The use of the Angle of Attack (AoA) Indexer as the primary reference for
airspeed control is prohibited.

® ®
Section 2
GARMIN SOFTWARE AND REFERENCE MATERIALS
The Garmin G1000® Cockpit Reference Guide (CRG) for the Quest
KODIAK® 100 is required to be accessible to the pilot while in‑flight.
Different versions of the guide are required based on the software
currently installed in the aircraft. Software will be periodically updated
based on installed equipment options and available upgrades.
Software Title Part #
Limitations
Version
B0552.XX Garmin G1000® Cockpit Reference 190-00645-XX

Guide for the Quest KODIAK® 100
Garmin G1000® NXi Cockpit
B2633.XX 190-02101-XX
Reference Guide, Quest KODIAK® 100
Garmin G1000® NXi Cockpit
B2634.XX 190-02535-XX
Reference Guide, Quest KODIAK® 100
Table 2–8: Garmin G1000® Cockpit Reference Guides
To determine the currently installed software version and CRG Part

Number, navigate to the MFD Aux‑System Status screen.
Figure 2-3: MFD Aux-System Status Screen

® ®
Section 2
GARMIN G1000® OPERATIONAL LIMITATIONS

The pilot should be aware that, due to the variation in the earth’s magnetic
field, operating the Garmin G1000® system within the following areas
could result in the loss of reliable attitude and heading indications.
1. North of 72°N latitude, at all longitudes.
2. South of 70°S latitude, at all longitudes.
Limitations
3. North of 65°N latitude, between longitude 75°W and 120°W (Northern

Canada).
4. North of 70°N latitude, between longitude 70°W and 128°W (Northern
Canada).
5. North of 70°N latitude, between longitude 85°E and 114°E (Northern
Russia).
6. South of 55°S latitude, between longitude 120°E and 165°E (Region
south of Australia and New Zealand).
GARMIN SYNTHETIC VISION SYSTEM (SVS) (IF EQUIPPED)
Use of the SVS for navigation is prohibited. The SVS is intended as an aid
to situational awareness only and may not provide either the accuracy or
reliability upon which to solely base decisions and/or plan maneuvers to
avoid terrain, obstacles, or traffic.
GARMIN VERTICAL SITUATION DISPLAY (VSD) (IF EQUIPPED)
Use of the Vertical Situation Display for navigation is prohibited.
Use of the Vertical Situation Display for Terrain and Obstacle avoidance is
prohibited.
The VSD is intended as an aide to situational awareness only and may
not provide either the accuracy or reliability upon which to solely base
decisions and/or plan maneuvers to avoid terrain or obstacles.
Due to the constraints of creating a one-dimensional vertical depiction of
terrain from three-dimensional objects (terrain), the VSD does not provide
visual terrain avoidance cautions and warnings. Terrain depictions on the
VSD do not turn amber or red when TAWS terrain cautions or warnings are
triggered. TAWS terrain cautions and warnings are only shown on the MFD
map page, MFD TAWS page, the PFD Synthetic Vision Display, and the PFD
inset map (when enabled to do so by the pilot).
Towers and other man-made objects included in the Obstacles Database
are able to be shown on the VSD. These objects will turn amber when
they trigger a TAWS caution and will turn red when they trigger a TAWS
warning.
Refer to the Garmin G1000 Pilot’s Guide for more information on TAWS and
Synthetic Vision.

® ®
Section 2
FUEL INDICATION
The fuel quantity, fuel used, and fuel remaining functions of the G1000®
are advisory information only and must be verified by the pilot during the
preflight inspection.
Refer to the weight and balance instructions in “Section 6”; and to the
system descriptions of the Electric Fuel Quantity Indicators and the Direct
Reading Fuel Quantity Gauges in “Section 7” for further details.
Limitations

® ®
Section 2
2-18 PLACARDS
The following information must be displayed in the form of placards or
markings, in the approximate locations given.
NOTE : Certain aircraft may have slight variations in wording or location

of placards, depending on the date of manufacture.
Limitations
1. Located in full view of the pilot, on the instrument panel:

100-910-0091 OR 100-910-0007
2. Located on the Control Lock:
3. Located above the left PFD:
4. Located above the MFD or at the gas generator tachometer:

® ®
Section 2
5. Located above the MFD:
6. Located on the instrument panel and in the passenger area in clear
Limitations
view of the crew and passengers:
OR
7. Located on the instrument panel, above the overspeed governor test

button:
8. Located at the LED light on the instrument panel forward of the pilot:
WARNING!
WHEN ILLUMINATED
BOTH FUEL SELECTOR VALVES ARE
OFF
9. Located near the parking brake lever:
10. Located in the top center of the instrument panel, above the MFD:

® ®
Section 2
11. Located on the engine control pedestal:

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

® ®
Section 2
13. Located near the firewall fuel shutoff valve:
14. Located on the instrument panel near the fresh air shutoff valve:
Limitations
15. Located next to the pilot and right crew shoulder harness inertia reel
lever.
16. Located on the fuel tank selectors:

® ®
Section 2
17. Located near the forward cabin curtain:

Limitations
18. Located on each crew door and on the cargo door:
OR
19. Located on each crew door:
20. Located on each passenger seat back on airplanes without a No

Smoking light:
OR
21. Located on each cabin sidewall:
22. Emergency locator transmitter, located on the aft cabin bulkhead if

equipped with Composite interior:

® ®
Section 2
23. Located at each cockpit fire extinguisher:
23a. Located at each fire extinguisher (alternative to #23):
Limitations
24. Located on each crew seat back:
25. Located on each crew seat back on airplanes without a No Smoking

light:
OR
26. Located on each crew seat front:
27. Located in the forward cabin headliner:

® ®
Section 2
28. Located on the interior just aft of the cargo door, at a height greater
than the top of the passenger seat:
Limitations
29. Located near the cargo door exit:
30. Baggage capacity - located at the baggage area (rear stepped area) if
equipped with Kydex interior:
30a. Integrated Storage Box (if equipped) capacity - located inside each
Integrated Storage Box door panel:

® ®
Section 2
31. Located on the interior of the lower cargo door:
Limitations
32. Located on the interior of the upper cargo door:
33. Located on the interior of the lower cargo door:
34. Placard Removed:

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

Limitations
36. Located on the exterior of the cargo door:
37. Located on the exterior of the crew doors (left and right shown):

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

® ®
Section 2
41. Located on the oxygen bottle:

Limitations
42. Located on the oxygen bottle:
43. Located on the brake fluid reservoir:

® ®
Section 2
44. Located on the battery trays:
Limitations
45. Located near the ground power service receptacle:
46. Located on the nose gear strut:

® ®
Section 2
47. Located on the side of the oil-to-fuel heater near the oil filler cap:
Limitations
48. Located near the oil dipstick/filler cap, on the underside of the left
upper cowl door:
49. Oil quantity indicator: an oil dipstick, suitable calibrated, is supplied

with the engine.
50. Located adjacent to the firewall mounted fuel filter drain point:
51. Located adjacent to the EPA can drain points (one or the other,
depending on your EPA can configuration):

® ®
Section 2
52. Located on the wings, adjacent to each inboard fuel tank filler cap:
Limitations
NOTE : For airplanes equipped with alternate placard part numbers
100‑910-0063 and 100-910-0087, anti-ice additive is ALWAYS required,
with NO exceptions.
53. Located on the wings, adjacent to each outboard fuel tank filler cap:
NOTE : For airplanes equipped with alternate placard part numbers

100‑910-0062 and 100-910-0086, anti-ice additive is ALWAYS required,
with NO exceptions.
54. Located on top of the wings, near each grounding clip:
55. Located on the lower portion of each wing just outboard of the pitot
tube:

® ®
Section 2
OPTIONAL SYSTEM PLACARDS
NOTE : Refer to “Section 9” of this manual for supplemental placards

associated with optional systems.
1. Located above the Stall Warning Press to Test button on the pilot’s‑side
Limitations
instrument panel, if the aircraft is equipped with the lift transducer

type stall warning system:
2. Located in the cockpit near the Pulse Light toggle switch, if the aircraft
is equipped with Stormscope:
3. The placard and text shown below apply only to aircraft that have not
upgraded to the Garmin G1000® System Software Version 552.14 or
later.
Located on the instrument panel, above the control head of the ECS if
the aircraft is equipped with the Vapor Cycle System:

® ®
Section 3
100 S E R I E S EMERGENCY PROCEDURES
SECTION 3
EMERGENCY PROCEDURES
Table of Contents
CONTENTS PAGE
GENERAL��3_3
AIRSPEEDS FOR EMERGENCY OPERATIONS��3_4
Emergency
EMERGENCY PROCEDURES CHECKLIST��3_5
ENGINE FAILURES��3_5
AIR START��3_7
SMOKE AND FIRE��3_9
EMERGENCY DESCENT�� 3_13
GLIDE�� 3_13
LANDING EMERGENCIES�� 3_15
SYSTEM EMERGENCIES�� 3_17
Engine Emergencies�� 3_17
Fuel System Emergencies�� 3_18
INADVERTENT FLIGHT INTO ICING CONDITIONS�� 3_19
TRIM SYSTEM MALFUNCTIONS�� 3_19
AUTOPILOT MALFUNCTIONS�� 3_19
AMPLIFIED EMERGENCY PROCEDURES��3_21
ENGINE FAILURE�� 3_21
During Takeoff Roll�� 3_21
Immediately Following Takeoff�� 3_21
Engine Failure During Flight�� 3_22
Flameout During Flight�� 3_22
AIR START�� 3_23
SMOKE AND FIRE�� 3_23
Engine Fire�� 3_24
Fire or Smoke in Cabin�� 3_24
LANDING EMERGENCIES�� 3_24
Forced Landings�� 3_24
Ditching�� 3_25
Jammed or Disconnected Rudder�� 3_25
Jammed or Disconnected Ailerons�� 3_25
Loss of Elevator Control�� 3_25
ENGINE SYSTEM EMERGENCIES�� 3_26
Loss of Engine Oil Pressure�� 3_26
Fuel Control Unit Malfunctions�� 3_26
Engine Inlet Bypass Failure�� 3_27
Engine Inlet Does Not Return to Normal�� 3_27
Engine Inlet Switch Fault�� 3_27

® ®
Section 3
EMERGENCY PROCEDURES 100 SERIES
FUEL SYSTEM MALFUNCTIONS�� 3_28

Fuel Flow Interruption�� 3_28
ELECTRIC POWER SUPPLY MALFUNCTIONS�� 3_29
Loss of Electrical Power�� 3_29
INADVERTENT FLIGHT INTO ICING CONDITIONS��3_29
ICE FORMATION DETERMINATION�� 3_29
SPINS��3_31
Emergency

® ®
Section 3
3-1 GENERAL
This section of the Pilot’s Operating Handbook describes the
recommended procedures for managing various types of emergencies or
critical situations that may occur. Performing proper preflight inspections
and maintenance procedures will help prevent emergencies caused by
airplane or power plant malfunctions. In-flight weather emergencies
can be avoided with proper preflight planning and good judgement
when unexpected weather is encountered. However, if an emergency
should take place, the basic procedures outlined in this section should be
considered and applied, as required, to remedy the problem.
WARNING : There is no substitute for proper and thorough preflight
Emergency
planning action, along with the continual use of the information gathered
during the preflight process. Be thoroughly knowledgeable of possible
hazards and dangerous conditions, and be aware of the capabilities and
limitations of the airplane.
NOTE : Emergency procedures associated with optional systems or

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

® ®
Section 3
3-2 AIRSPEEDS FOR EMERGENCY OPERATIONS

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

Precautionary Landing with Engine Power:
Flaps 35°................................................................................................................... 80 KIAS
Landing without Engine Power:
Flaps 0°....................................................................................................................100 KIAS
Flaps 35°................................................................................................................... 80 KIAS
Overweight Landing:
Flaps 35°................................................................................................................... 80 KIAS
NOTE : Use normal landing procedures for an overweight landing. In

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

® ®
Section 3
3-3 EMERGENCY PROCEDURES CHECKLIST
The following checklist is provided in case of emergency malfunctions
with the airplane or power plant system. The list provides a challenge or
item of issue on the left hand and the proper response or condition for
each item on the right.
NOTE : Bold-faced items in this section are immediate action items,

which should be committed to memory in preparation for potential
emergency situations.
ENGINE FAILURES
Emergency
Engine Failure During Takeoff Roll
1. Power Lever...................................................................................BETA Range
2. Brakes......................................................................................................Apply
3. Wing Flaps........................................................................................................................Retract
If the airplane cannot be stopped on the remaining length of runway:

4. Fuel Condition Lever..................................................................................................CUTOFF
5. Firewall Fuel Shutoff.............................................................................FUEL OFF (pull out)
6. Fuel Selector Valves...........................OFF (Red LED warning light shown on panel)
7. Master Switch........................................................................................................................OFF
Engine Failure Immediately Following Takeoff

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

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

® ®
Section 3
Engine Flameout During Flight

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

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

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

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

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Section 3
Not Starter Assisted Air Start

1. Generator Switch...................................................................................................................OFF
2. Alternator Switch...................................................................................................................OFF
3. AUX BUS Switch......................................................................................................................OFF
4. Emergency Power Lever............................................................................................NORMAL
5. Power Lever.............................................................................................................................IDLE
6. Propeller Control Lever.................................................................................2000-2200 RPM
7. Fuel Condition Lever.....................................................................................................CUTOFF
8. Firewall Fuel Shutoff............................................................................................ON (push in)
9. Fuel Selector Valves....................................................................................................BOTH ON
10. Master Switch...........................................................................................................................ON
11. Auxiliary Fuel Pump................................................................................................................ON
Emergency
• Ensure the AUX PUMP ON annunciation is shown on the PFD.

12. Ignition Switch ........................................................................................................................ON
• Ensure the IGNITION ON annunciation is shown on the PFD.
13. Airspeed......................................................................................................120 KIAS minimum
14. Altitude..................................................................................................16,000 feet maximum
15. NG Indication .....................................................................................................CHECK STABLE
NOTE : The minimum demonstrated Ng speed for attempting a non

starter assisted air start is 10%.
16. Fuel Condition Lever.................................................................................................LOW IDLE

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

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

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

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Section 3
SMOKE AND FIRE
Engine Fire In‑Flight
1. Power Lever.......................................................................................................IDLE
2. Propeller Control Lever.............................................................................FEATHER
3. Fuel Condition Lever...................................................................................CUTOFF
4. Firewall Fuel Shutoff..........................................................................OFF (pull out)
5. Firewall Air Shutoff...........................................................................OFF (pull out)
6. Generator............................................................................................................OFF
7. Alternator...........................................................................................................OFF
8. AUX BUS Switch.............................................................................................................................OFF
9. Airspeed.......................................................................AS REQUIRED TO EXTINGUISH FLAMES
10. Overhead Vents..........................................................................................................................OPEN
Emergency
11. Wing Flaps.........................................................................SET APPROPRIATELY FOR AIRSPEED
12. Engine Out Emergency Landing....................................................................................EXECUTE
Electrical Fire/Smoke In‑Flight
1. Oxygen System Switch........................................................................................ON

2. Master Switch.....................................................................................................OFF
3. AVN BUS Switch..................................................................................................OFF
4. AUX BUS Switch..................................................................................................OFF
5. Generator Switch...............................................................................................OFF
6. Alternator Switch...............................................................................................OFF
7. Oxygen Mask...............................................................................................PUT ON
8. Vents.............................................................................................................CLOSED
9. Fire Extinguisher......................................................................................ACTIVATE
10. All Other Electrical Switches......................................................................................................OFF
11. Circuit Breakers.......................................CHECK FOR FAULTY CIRCUIT BUT DO NOT RESET
If the fire appears to be out and electrical power is required to safely
continue the flight, proceed with the following checks:
12. Master Switch...................................................................................................................................ON
13. Avionics Master Switch.................................................................................................................ON
14. Generator...........................................................................................................................................ON
15. Alternator...........................................................................................................................................ON
16. Other Electrical Switches...................................TURN ON MIN. REQUIRED ONE AT A TIME
• Until the short circuit is identified, then secure the offending component.
17. Vents...................................When certain that the fire is completely extinguished: OPEN
18. C
abin...........................................................................................................................VENTILATE
(Open all ventilation outlets, pilot storm window, and slightly open right crew
door.)

® ®
Section 3
Cabin Fire
1. Master Switch.......................................................................................................OFF
2. Avionics Master Switch........................................................................................OFF
3. AUX Bus Switch....................................................................................................OFF
4. Generator..............................................................................................................OFF
5. Alternator.............................................................................................................OFF
6. Vents..............................................................................................................CLOSED
7. Forward OR Aft Fire Extinguishers...........................................................ACTIVATE
CAUTION : In order to reduce exposure to toxic residue from the extinguishing

agents, do not activate all three fire extinguishers simultaneously. If the large aft fire
extinguisher is activated, do not activate either of the forward extinguishers until
the cabin has been ventilated.
Emergency
8. Emergency Descent...................................................................................PERFORM
9. Cabin.........................................................................................................VENTILATE
(Open all ventilation outlets, pilot storm window, and slightly open right crew
door.)
NOTE : Once the fire is out, oxygen masks may be put on until the smoke clears.
Wing Fire
1. Pitot-Static Heat...................................................................................................OFF
2. Stall Warning Heat...............................................................................................OFF
3. Strobe Lights........................................................................................................OFF
4. NAV Lights............................................................................................................OFF
5. Landing/Recognition Lights...............................................................................OFF
6. Taxi Lights.............................................................................................................OFF
WARNING : Perform a sideslip as necessary to keep the flames away from the
cabin and fuel bays. Land the airplane as soon as possible.

® ®
Section 3
Cabin Fire During Ground Operations

1. Power Lever.........................................................................................................IDLE
2. Brakes.....................................................................STOP THE AIRCRAFT (if taxiing)
3. Propeller Control Lever...............................................................................FEATHER
4. Fuel Condition Lever.....................................................................................CUTOFF
5. Master Switch.......................................................................................................OFF
6. Airplane.....................................................................................................EVACUATE
7. Fire........................................................................................................................................EXTINGUISH
Engine Fire During Start
1. Fuel Condition Lever.....................................................................................CUTOFF
2. Auxiliary Fuel Pump.............................................................................................OFF
3. Ignition Switch.....................................................................................................OFF
Emergency
4. Starter Switch......................................LO / MOTOR (observe starting cycle limits)
5. Firewall Fuel Shutoff...........................................................................OFF (pull out)
CAUTION : If the fire persists, indicated by continued high ITT indications,

continue motoring the engine.
6. Starter Switch..................................................................................................................................OFF
7. Master Switch.................................................................................................................................OFF
8. Airplane................................................................................................................................EVACUATE
9. Fire......................................................................................................................................EXTINGUISH

Emergency

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Section 3
EMERGENCY DESCENT
Emergency Descent (Low Altitude)
1. Propeller Lever....................................................................................MAX RPM
2. Power Lever..................................................................................................IDLE
3. Flaps................................................................................................FULL DOWN
4. Airspeed................................................................................................108 KIAS
Emergency Descent (High Altitude)
1. Propeller Lever....................................................................................MAX RPM
2. Power Lever..................................................................................................IDLE
3. Flaps...................................................................................................................0°
4. Airspeed................................................................................................182 KIAS
Emergency
GLIDE
Glide
1. Propeller...............................................................................................FEATHER
2. Flaps................................................................................................................UP
3. Airspeed..................................................................................................97 KIAS
NOTE : The glide ratio with the aircraft in this configuration is

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

Emergency

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

1. Heavy Objects in Cabin.......................................SECURE (with passenger assistance)
2. Seats/Seat Belts/Shoulder Harnesses....................................................................SECURE
3. Inertial Reel Levers.....................................................................................................LOCKED
4. Wing Flaps.................................................................................................................................10°
5. Airspeed...........................................................................................................................90 KIAS
6. Landing Area................................................FLY OVER, check terrain and obstructions
7. All Electrical Switches (except Master and Generator).......................................... OFF
8. Wing Flaps..........................................................................................FULL DOWN (on Final)
9. Airspeed...........................................................................................................................80 KIAS
10. Crew Doors..................................................................................................................UNLATCH
11. Generator Switch..................................................................................................................OFF
12. Master Switch..........................................................OFF (when landing area is assured)
13. Touchdown...............................................................................................As slow as possible
14. Fuel Condition Lever..................................................................................................CUT OFF
15. Brakes...............................................................................................APPLY HEAVY PRESSURE

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

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

• Give your location and intentions
• Transponder - SQUAWK 7700
2. Heavy Objects in Cabin................................SECURE (if passenger available to assist)
3. Seats/Seat Belts/Shoulder Harnesses......................................................................SECURE
Emergency
4. Inertial Reel Levers.......................................................................................................LOCKED

5. Wing Flaps................................................................................................................FULL DOWN
6. If Engine Power is Available..........................Establish 300 ft/min descent @ 76 KIAS
7. Final Approach:
High Winds...........................................................................................Land INTO WIND
Light Winds/Heavy Swells..........................................Land PARALLEL TO SWELLS
8. Doors...............................................................................................................................UNLATCH
9. Head....................................................................................................CUSHION at touchdown
10. Touchdown..................................................................................SLOWEST POSSIBLE SPEED
11. Airplane.........................................................................................................................EVACUATE
12. Life Vests and Raft..............................INFLATE (only after having exited the airplane)
NOTE : Life vests and rafts are optional equipment. They must be
purchased separately.

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

ON GROUND BEFORE ENGINE START:
1. DO NOT START ENGINE. Refer to the procedures listed in the KODIAK 100®
Airplane Maintenance Manual.
ON GROUND AFTER ENGINE START:
1. Return to parking area.
2. Shut down engine.
3. DO NOT RESTART ENGINE. Refer to the procedures listed in the KODIAK 100®
Airplane Maintenance Manual.
IN‑FLIGHT:
1. E ngine Gages: CAREFULLY MONITOR engine gages for abnormal oil pressure,
oil temperature, or power indications.
2. If engine gages are normal, proceed to destination and determine cause of
CHIP DETECTOR annunciation prior to next flight.
3. If the engine gages confirm gear box contamination, move the power lever
to minimum for safe flight; continue engine operation in preparation for an
emergency landing as soon as possible.
4. If the engine fails, execute the Catastrophic Engine Failure During Flight
checklist (page 3_5).

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Section 3
Fuel System Emergencies

Loss of Fuel Pressure
FUEL PRESS LOW annunciation shown on PFD:

1. AUX FUEL Pump.............................................................................................ON
2. Fuel Pressure Indication..........................................................................CHECK
• If the Fuel Pressure Indication shows approximately 20 PSI:
a. Monitor the fuel quantity gages and the cabin for fuel odor and
signs of fuel leakage.
b. Land as soon as practicable. Prior to the next flight, determine the
cause for failure of the motive flow system.
Emergency
• If the Fuel Pressure indication shows less than 5 PSI:

a. Check the fuel quantity gages for possible fuel starvation.
b. Land as soon as possible.
Interruption of Fuel Flow to Fuel Reservoir
RESERVOIR FUEL annunciation shown on PFD and aural chime sounding:

1. Fuel Selector Valves......................................ENSURE LEFT ON and RIGHT ON
2. Ignition Switch...............................................................................................ON
3. Auxiliary Fuel Pump.......................................................................................ON
4. I f RESERVOIR FUEL annunciation remains and usable fuel is available in the
wing tanks:
• Monitor the engine gages and FUEL PRESS LOW annunciation for signs
of fuel starvation.
• Attempt a steady heading sideslip for 10 seconds to the left and then to
the right, to clear the vent lines of fuel.
• Land as soon as possible to determine the cause of the problem.
• If there are signs of fuel starvation, prepare for an emergency landing as
outlined in the Engine Out Emergency Landing checklist.
NOTE : If the RESERVOIR FUEL annunciation is shown as the result of fuel

starvation, approximately 3 minutes of fuel is remaining in the reservoir at
max continuous power, or 12 minutes of fuel at flight idle (from the time
the annunciation is shown).
Fuel Tank Selectors OFF
FUEL OFF annunciation shown on PFD, LED instrument panel light

illuminated, and aural chime sounding:
1. Fuel Selector Valves............................................................................BOTH ON

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Section 3
INADVERTENT FLIGHT INTO ICING CONDITIONS
Inadvertent Icing Encounter
1. Ignition Switch........................................................................................................................ON
2. Engine Inlet.....................................................................................................................BYPASS
3. L-R Pitot Heat...........................................................................................................................ON
4. Propeller Lever...........................................................................................................MAX RPM
5. Flight...........................................................................CHANGE COURSE and/or ALTITUDE
(as necessary to exit icing conditions)
6. Cabin Heat/Defrost...............................................................................................................ON
7. Wing Flaps.................................................................................................................................UP
8. Approach to Landing................................................................................................100 KIAS
Emergency
TRIM SYSTEM MALFUNCTIONS
Pitch Trim Runaway (S-TEC)
1. If a pitch trim runaway occurs, move the Trim Disconnect Switch on the yoke
to the DISCONNECT position.
2. Bring the airplane back to trim, using the manual pitch trim wheel.
Pitch Trim Runaway (GFC 700)
1. If a pitch trim runaway occurs, depress the red AP/Trim Disconnect Button on
the yoke.
2. Bring the airplane back to trim, using the manual pitch trim wheel.
AUTOPILOT MALFUNCTIONS
Autopilot Malfunction
1. Airplane Control...........................................................MAINTAIN MANUALLY
2. Disengage Autopilot........PRESS AND HOLD AP DISC OR AP DISC/TRIM INT
3. Trim Disconnect Switch (S-TEC Only).........................................DISCONNECT
4. Manual Pitch Trim Wheel.................................ADJUST TRIM AS NECESSARY
5. Autopilot Circuit Breaker (GFC-700 Only)...............................................PULL
6. AP DISC or AP DISC/TRIM INT.............................................................RELEASE
7. Flight............................................................................CONTINUE MANUALLY

Emergency

® ®
Section 3
3-4 AMPLIFIED EMERGENCY PROCEDURES
The following Amplified Emergency Procedures elaborate upon
information contained in the Emergency Procedures Checklist portion in
this section. These amplified procedures provide information not readily
adaptable to a checklist format. Pilots should become familiar with the
amplified procedures to have a better understanding of why certain
steps are performed in the checklists and to assist in troubleshooting
emergencies.
ENGINE FAILURE
During Takeoff Roll
Emergency
If an engine failure occurs during the takeoff roll, the most important
thing to do is control the airplane and bring it to a stop on the remaining
runway. The other items included in the checklist provide additional safety
after a failure of this type occurs.
WARNING : Intentional shutdown and securing of the engine in‑flight for

training purposes is not recommended, due to the high risk involved.
Immediately Following Takeoff

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

® ®
Section 3
Engine Failure During Flight

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

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

completely failed.
Flameout During Flight

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

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

In the event of fire or smoke in the cabin, the following information will
be of assistance in dealing with the emergency as quickly and safely as
possible.
The Preflight Checklist in “Section 4” of this manual is provided as an
aid to the pilot in detecting conditions which could possibly lead to an
aircraft fire. Fires require a combustible material, oxygen, and a source of
ignition. Close attention should be given during the preflight inspection
to locate potential fire hazards, especially in the engine compartment and
underside of the wing and fuselage. Leaks in the fuel or oil systems can
lead to a ground or in-flight fire.
WARNING : Do not attempt to fly the aircraft with known fuel or oil leaks.
The presence of fuel or unusual oil stains may be an indication of system
leaks and should be remedied prior to flight.

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

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

without delay, while completing fire suppression and/or smoke
evacuation procedures. If it cannot be visually verified that the fire has
been completely extinguished, whether the smoke has cleared or not,
land immediately a the nearest suitable airfield or landing site.
LANDING EMERGENCIES
Forced Landings
If all attempts to restart the engine fail and a forced landing is imminent,
choose a suitable landing area and prepare for the landing as outlined in
the Engine Out Emergency Landing checklist.

® ®
Section 3
Prior to executing an “off airport” landing with engine power available, fly
over the landing area at a safe but low altitude and inspect the terrain for
obstructions and undesirable surface conditions. Proceed as outlined in
the Powered Precautionary Landing checklist.
NOTE : The overhead fuel selector valve handles control the fuel shutoff
valves at the outlets of the fuel tanks. To minimize fire hazards, these selectors
should be turned OFF during the final stages of an “off airport” approach to
landing. With the fuel selectors turned OFF, there will be sufficient fuel in the
reservoir tank for approximately three (3) minutes of maximum continuous
power, or approximately nine (9) minutes of operation at idle power.
Emergency
WARNING : If the precautionary landing is aborted, return the fuel tank
selectors to the ON position while initiating the Go-Around.
Ditching
For ditching (performing an emergency water landing), if possible, secure
or jettison heavy objects located in the cabin or baggage area and collect
folded coats, or other padded objects, for face protection at touchdown.
Transmit a Mayday message on 121.5 MHz providing the location and
your intentions and Squawk 7700. At night, avoid flaring the aircraft
because of possible difficulty in judging the aircraft’s height above water
surfaces.
Jammed or Disconnected Rudder
The airplane can be safely controlled to a landing by using ailerons to turn
the airplane. If possible, avoid crosswinds and select a wide runway to
compensate for any drift with crosswind. Ground control after landing can
be maintained using differential braking.
Jammed or Disconnected Ailerons
The airplane can be safely controlled to a landing by using the rudder to
turn the airplane. Maximum flap deflection of 20° is recommended for
better responsiveness. If possible, limit the maximum bank angle to 15°
and avoid crosswinds. Select a wide runway to compensate for any drift
with crosswind.
Loss of Elevator Control
Use engine power and elevator trim to produce a long shallow approach,
at approximately 300 feet per minute descent, with 20° of flaps and 85
KIAS. Control the glide path by adjusting the engine power, and use small
trim adjustments to control airspeed.
The landing flare can be accomplished with a gentle reduction of power,
accompanied by nose–up trim. With forward C.G. loadings, it may be
necessary to increase the power slightly in the final portion of the flare to
bring the nose up and prevent a nose–first landing. Following touchdown,
move the power level to IDLE.

® ®
Section 3
ENGINE SYSTEM EMERGENCIES

Loss of Engine Oil Pressure
The OIL PRESS LOW annunciation will display on the PFD when the oil
pressure falls below 45 PSI. Complete loss of engine oil pressure will read
out on the oil pressure indicator and the pilot should be aware of the
following:
• Complete loss of oil pressure will eventually result in the loss
of propeller control, since the propeller springs and centrifugal
counterweights will drive the propeller into the feathered position.
• Complete loss of oil pressure will eventually cause the engine to seize.
Therefore, it is not recommended for the pilot to continue to operate
the engine following a complete loss of oil pressure.
Emergency
• Engine and propeller operation should be monitored closely for

indications of the onset of propeller feathering and engine seizure.
The Catastrophic Engine Failure During Flight checklist should be
completed as soon as possible.
• Operating the engine at the minimum power required to sustain flight
will normally prolong the time until loss of engine and propeller thrust.
Operating the engine with the oil pressure indicating in the yellow range
is not considered to be critical, but is a definite cause for concern and
should be tolerated only for the purpose of completing the immediate
flight. Do not attempt a takeoff with the oil pressure indicating in the
yellow range.
Fuel Control Unit Malfunctions
A malfunction in the pneumatic or governing section of the fuel control
unit may cause the engine power to decrease to a low idle condition. Fuel
control unit pneumatic or governing malfunctions can be identified by:
an ITT indication in the idle range of 500° to 600°C, an Ng indication of
approximately 48-52% (this percentage increases with altitude), and the
engine not responding to power lever input. If it is determined this type
of malfunction has occurred, the emergency power lever (fuel control unit
manual override) should be used to restore power to the engine. To use
the fuel control unit manual override system, place the engine power lever
in the IDLE position and slowly move the emergency power lever forward
of its IDLE gate and advance as desired. Any time the emergency power
lever is moved forward of its NORMAL position, EMER PWR LVR will be
annunciated.
CAUTION : When using the fuel control manual override system, engine
acceleration may be more rapid than when using the engine power lever.
Additional caution should be exercised to avoid exceeding the engine
operating limitations.
NOTE : When using the emergency power lever, 100% power may not be
obtainable.

® ®
Section 3
NOTE : When using the emergency power lever, closely monitor the gas
generator RPM when reducing power to idle. Keep the Ng from decreasing
below 65% in‑flight.
Engine Inlet Bypass Failure

The INLET NOT BP annunciation will display on the PFD when the Engine
Inlet Bypass fails to reach the BYPASS position. If this annunciation
appears, move the Engine Inlet Override switch to BYPASS. The override
actuator will force the system to BYPASS and the INLET NOT BP
annunciation will disappear and the ENG INLET BP annunciation will
appear. In the unlikely event that both actuators fail to move the Engine
Emergency
Inlet to BYPASS, exit icing conditions IMMEDIATELY.
Engine Inlet Does Not Return to Normal
The INLET NOT NRM annunciation will display on the PFD when the
Engine Inlet does not reach the NORMAL position within 18 seconds after
being switched to NORMAL from BYPASS mode. If this occurs, move the
Engine Inlet back to the BYPASS position, using the Engine Inlet Override
switch, if necessary, and inspect the system after landing.
Engine Inlet Switch Fault
In the event that the INLET SW FAULT annunciation is displayed in‑flight,
the pilot must verify that the Inertial Separator is operating properly, or
take corrective action. The table below lists two scenarios that could lead
to an INLET SW FAULT annunciation, along with the corrective action.
In-Flight
Scenario Diagnosis
Corrective Action
1. Primary ENG INLET switch None. Engine inlet is in the Either one BYPASS position
in BYPASS position. BYPASS position (as indicated by sensor has failed in the OFF
2. ENG INLET BP and ENG INLET BP annunciation). position, or the NORMAL
INLET SW FAULT CAS position sensor is stuck
messages shown. (failed) in the ON position.
1. Primary ENG INLET switch 1. Move primary ENG INLET switch to One BYPASS position sensor
in NORMAL position. BYPASS position. is stuck (failed) in the ON
2. Only 2. Verify INLET SW FAULT CAS position.
INLET SW FAULT CAS message is not longer shown and
message shown. ENG INLET BP is now shown.
3. Engine inlet is now in the BYPASS
position.
Table 3–1: Engine Inlet Miscompare Troubleshooting Table

® ®
Section 3
FUEL SYSTEM MALFUNCTIONS

Fuel Flow Interruption
Fuel flows by gravity from the wing tanks, through the fuel tank shutoff/
selector valves at the inboard portion of each wing tank, to the reservoir
located under the center cabin floorboard. Once the engine is started,
the main ejector fuel pump (located inside the fuel reservoir) provides
the fuel flow to the engine-driven fuel pump, at pressures ranging from
approximately 4.5 PSI at idle to 18 PSI at maximum power.
If the main ejector fuel pump should fail, a pressure switch located near
the reservoir tank will cause the FUEL PRESS LOW annunciation to display
on the PFD. If the ejector fuel pump is inoperative, unusable fuel quantity
increases from five (5) gallons to a total of nine (9) gallons. The auxiliary
fuel pump (if the switch is placed in the STBY position) will automatically
Emergency
turn on anytime the fuel pressure falls below approximately 4 PSI.

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

will only be about three (3) minutes of fuel available in the reservoir, for
engine operation at maximum continuous power.
If the fuel selector valves have been left in the OFF position, returning
them to the ON position will quickly fill the reservoir and thus extinguish
the RESERVOIR FUEL annunciation. Once the cause of the problem has
been corrected, the ignition switch may be turned OFF and auxiliary fuel
pump switch may be returned to its STBY position.
NOTE : Another possible cause of the RESERVOIR FUEL annunciation

being shown is an air bubble being trapped in the reservoir. To help clear
out fuel from the vent lines and eliminate the air bubble in the reservoir,
attempt a steady heading sideslip for 10 seconds in each direction.
A “fuel selectors off” warning system is provided to warn the pilot if

both fuel selectors are placed in the OFF position. Included in the G1000
warning system is a red annunciation labeled FUEL OFF , and a warning
chime. In addition, a red LED warning light located near the pilot’s PFD will
illuminate. The LED warning light is labeled:
WARNING!
WHEN ILLUMINATED
BOTH FUEL SELECTOR VALVES ARE
OFF

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

Emergency

® ®
Section 3
3-6 SPINS
WARNING : This airplane is certified in the normal category and

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

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

Emergency

® ®
Section 3A
100 S E R I E S ABNORMAL PROCEDURES
SECTION 3A
ABNORMAL PROCEDURES
Table of Contents
CONTENTS PAGE
GENERAL �� 3A_3
ABNORMAL PROCEDURES CHECKLIST�� 3A_3
ABNORMAL ENGINE PROCEDURES��3A_3
ELECTRICAL POWER SUPPLY SYSTEM MALFUNCTIONS��3A_5
TRIM SYSTEM MALFUNCTIONS��3A_8
FLAP SYSTEM MALFUNCTIONS��3A_9
Flap Fail Annunciation��3A_9
ABNORMAL NAVIGATION SYSTEM FAILURES��3A_11
Abnormal
Attitude Heading Reference System (AHRS) Failures��3A_11
Pitch/Roll/Heading Miscompare��3A_11
Air Data Computer (ADC) System Failures��3A_11
Excessive Airspeed��3A_13
Low Airspeed��3A_13a
GPS/NAV Computer System Failures��3A_14
Primary Flight Display (PFD) Failure��3A_15
Multi-Function Display (MFD) Failure��3A_15
ABNORMAL LANDING PROCEDURES��3A_16
ENVIRONMENTAL SYSTEM FAILURES��3A_16
INADVERTENT OPENING OF DOORS IN‑FLIGHT��3A_17
AMPLIFIED ABNORMAL PROCEDURES��3A_19
ABNORMAL NAVIGATION SYSTEM FAILURES��3A_20
Attitude Heading Reference Systems (AHRS) Failures��3A_20
Single AHRS Failure��3A_20
Dual AHRS Failure (Red “X”—Heading and Attitude Indicators)
��3A_22
Air Data Computer (ADC) System Failure��3A_24
Single ADC Failure��3A_24
Dual ADC Failure (Red “X”—All Air Data Indications)��3A_26
GPS/NAV Computer System Failures��3A_28
#1 GPS/NAV Failure��3A_28
#2 GPS/NAV Failure��3A_30
Dual GPS/NAV Failure��3A_31
Primary Flight Display (PFD) Failure��3A_32
#1 PFD Failure��3A_32
Multi-Function Display (MFD) Failure��3A_34
INADVERTENT OPENING OF A DOOR IN‑FLIGHT��3A_34
Pilot’s Operating Handbook 3A_1

Abnormal
3A_2 Pilot’s Operating Handbook

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

The following checklist provides procedures for handling abnormal
situations that may occur with the airplane or the power plant system. This
list provides a challenge or item of issue on the left hand and the proper
response or condition for each item on the right.
ABNORMAL ENGINE PROCEDURES
Abnormal
ITT
ITT annunciation shown on PFD:
1. P ower Lever: REDUCE POWER to within limits and carefully monitor
engine gauges for abnormal oil pressure, oil temperature, or power
indications.
2. If engine gauges are normal, proceed to destination and determine if an
engine inspection is required prior to the next flight.
3. If engine gauges suggest imminent engine failure, proceed in
accordance with Catastrophic Engine Failure During Flight checklist or
at the discretion of the pilot and consistent with safety; continue engine
operation in preparation for an emergency landing as soon as possible.
NG Overspeed
1. P ower Lever: REDUCE POWER to within limits and carefully monitor
engine gauges for abnormal oil pressure, oil temperature, or power
indications.
2. Proceed to destination and determine if an engine inspection is
required prior to the next flight.
NP Overspeed
1. Propeller Lever.............................................................REDUCE Np to within limits
(If propeller RPM continues to overspeed, reduce power to minimum
possible.)
2. Airspeed..........................................................................Reduce to 100 KIAS or less
3. Aircraft...................................................................Land at nearest suitable airfield
If possible, always retain glide capability to the selected landing
airfield in case of total propeller failure. In the event of heavy
vibration or uncontrolled propeller speed runaway, be prepared to
shut down the engine.

® ®
Section 3A
ABNORMAL PROCEDURES 100 SERIES
Torque
1. P ower Lever: REDUCE POWER to within limits and carefully monitor engine
gauges for abnormal oil pressure, oil temperature, or power indications.
2. If engine gauges are normal, proceed to destination and determine if an
engine inspection is required prior to the next flight.
3. If engine gauges suggest imminent engine failure, proceed in accordance with
the Catastrophic Engine Failure During Flight checklist or at the discretion of
the pilot and consistent with safety; continue engine operation in preparation
for an emergency landing as soon as possible.
Dry Motoring Run / Engine Clearing

The following procedure should be used any time it is necessary to remove
internally trapped fuel and vapors, or if there is sign of an engine fire. The dry
motoring run is accomplished to pass fresh air through the engine to purge any
fuel, vapors, or fire from the combustion section, gas generator turbine, power
turbine, and exhaust system.
For additional information, see the final two paragraphs in Section 4-4 Amplified
Abnormal
Normal Procedures, Hot Starts.

2. Ignition Switch........................................................................................................................OFF
3. Master Switch............................................................................................................................ON
4. Auxiliary Fuel Pump
If fire is suspected.........................................................................................................OFF
If no fire, for pump lubrication..................................................................................ON
5. Starter Switch.............................................................................................................LO MOTOR
CAUTION : Do not exceed the Engine Starting Cycle Limitations set forth
in”Section 2” of this manual.
CAUTION : Should a fire persist, as indicated by sustained high ITT, close

the firewall fuel shutoff valve and continue motoring the engine.
6. Starter Switch..........................................................................................................................OFF
7. Auxiliary Fuel Pump.............................................................................................................. OFF
8. Firewall Fuel Shutoff...................................................................................................FUEL OFF
9. Master Switch..........................................................................................................................OFF
Allow the required cooling period for the starter to pass prior to attempting any
further starter operation.

® ®
Section 3A
ELECTRICAL POWER SUPPLY SYSTEM MALFUNCTIONS
Generator Failure
GEN FAIL annunciation shown on PFD:

1. Generator Switch....................................................................................................CHECK ON
2. Engine Gauges..........................................................................CHECK GENERATOR AMPS
• Check GEN AMPS to determine if Generator is offline
3. Generator Switch...............................................................................................OFF, then ON
4. If Generator is determined to be offline..................................CONTINUE CHECKLIST
5. Generator Switch..................................................................................................................OFF
6. AUX BUS Switch....................................................................................................................OFF
7. #1 PFD Display Backup Button....................................................................................PRESS
• (Reversionary Mode)
• 5 Min. total time available if conditions require it
9. Aux Fuel Pump Switch......................................................................................................STBY
10. Beacon Lights........................................................................................................................OFF
Abnormal
11. Strobe Lights...........................................................................................................................ON
12. Nav Lights.................................................................................................................................ON
13. Landing Lights.......................................................................................................................OFF
• 2 minutes total time available for landing
14. Taxi Lights...............................................................................................................................OFF
15. Cabin Lights...........................................................................................................................OFF
16. Pitot Heat Right.....................................................................................................................OFF
17. ICE PROTECTION (If Equipped):
Surface/Prop.................................................................................................................OFF
Windshield....................................................................................................................OFF
18. If Flying in Icing Conditions:
Backup Pump.................................................................................................................ON
If ENG INLET is not already in Bypass use..............................................OVERRIDE
19. Yaw Damper...........................................................................................................................OFF
20. Pull the following Circuit Breakers:
• Row 2: CB 18 (Door Seals)
• Row 4: (NO. 2 Avionics): CB 32 (MFD), CB 36 (NO. 2 COMM), CB 37 (NO. 2
AUDIO)
• Row 5 (NO. 2 Avionics/Flight): CB 41 (GDL), CB 42 (TAS),
CB 43 (Stormscope), CB 44 (WX RADAR)
21. P
ull Circuit Breakers or turn OFF any additional equipment that is not required
for safe emergency operation.

® ®
Section 3A
Alternator Failure
ALTERNATR FL annunciation shown on PFD:

1. Alternator Switch......................................................................................................CHECK ON
2. Engine Gauges..............................................................................................CHECK ALT AMPS
• Check ALT AMPS to determine if the Alternator is offline
3. Alternator Switch.................................................................................................OFF, then ON
4. If Alternator is determined to be offline
Alternator Switch..........................................................................................................OFF
Generator Load...................................................REDUCE TO LESS THAN 300 AMPS
5. Flight..........................CONTINUE with caution and discretion to destination airport
NOTE : The generator will carry the entire electrical load with the
alternator offline.
Abnormal

® ®
Section 3A
Simultaneous Failure of Generator and Alternator
GEN FAIL and ALTERNATR FL annunciations shown on PFD:

1. Generator and Alternator Switches....................................................................CHECK ON
2. Engine Gauges...........................................................................CHECK GEN and ALT AMPS
• Check GEN and ALT AMPS to determine if they are offline
3. AUX BUS Switch......................................................................................................................OFF
4. Generator Switch and Alternator Switch.....................................................OFF, then ON
5. If GEN and ALT are determined to be offline:
Generator Switch..........................................................................................................OFF
Alternator Switch..........................................................................................................OFF
6. Electrical Load...........................................................................................REDUCE as follows:
AVN BUS Switch.............................................................................................................OFF
#1 PFD Display Backup Button............................................................................PRESS
• (Reversionary Mode)
Aux Fuel Pump Switch..............................................................................................STBY
Flashing Beacon............................................................................................................OFF
Abnormal
Strobe Lights...............................................................................................AS REQUIRED
Navigation Lights.......................................................................................AS REQUIRED
Landing Lights...............................................................................................................OFF
• 2 minutes total time available for landing
Taxi Lights........................................................................................................................OFF
Cabin Lights....................................................................................................................OFF
Ice Protection Equipment (If Equipped).............................AS REQUIRED Below:
Right Pitot Heat......................................................................................................OFF
Surface/Prop............................................................................................................OFF
Left Pitot Heat......................................................................................AS REQUIRED
Backup Pump.......................................................................................AS REQUIRED
Ice Detection Light.............................................................................AS REQUIRED
• 5 minutes total time available
Engine Inlet...................................................................................AS REQUIRED
7. Flight...........................................................EXIT IMC and LAND AS SOON AS PRACTICAL
NOTE : Batteries will power essential equipment for a minimum of

30 minutes. PFD will fall off line at approximately 15 volts. The Electric
Elevator Trim will be disabled with the AVN BUS switch OFF (use the
manual elevator trim wheel).

® ®
Section 3A
TRIM SYSTEM MALFUNCTIONS

Elevator Trim Failure
Elevator trim fails to operate when commanded:

1. Manual Trim Wheel.......................................................................................................UTILIZE
If the manual trim wheel also fails to operate:
2. A irspeed...............ADJUST as required to obtain acceptable control yoke forces

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

Abnormal
1. Airspeed...............................ADJUST as required to obtain acceptable pedal forces

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

1. Fuel Selector Valve........ADJUST the appropriate valve to balance the fuel levels

® ®
Section 3A
FLAP SYSTEM MALFUNCTIONS
Flap Fail Annunciation
If the flap handle is in a different position at power-up versus power off of
the flap gearbox/controller, a FLAP FAIL annunciation will be displayed on
the G1000®. Adjust the flap handle to a different position, and then back
to the desired position. The FLAP FAIL annunciation should extinguish,
else see Abnormal procedures.
NOTE : When a FLAP FAIL is annunciated on the G1000®, the flap

gearbox/controller displays a system fault LED code corresponding to the
failure detected. It is recommended that if a Flap Fail condition is active
while on the ground that the code be observed and passed along to
maintenance personnel prior to shutting down the electrical power. If the
power is cycled before the code is observed, the troubleshooting code is
lost.
Abnormal
Flaps Fail to Extend or Retract
FLAP FAIL annunciation shown on PFD:

1. FLAPS Circuit Breaker.................................................................................................CHECK IN
2. Move Flaps in opposite direction (away from possible jam)............................CHECK
If the flaps move:
3. Flight..............................................................................................................CONTINUE FLIGHT
NOTE : Maintain awareness, regarding potential ice or other FOD, existing

in the flap system.
If the flaps do not move to their previous position:

4. Set flap handle to 20 degrees
5. FLAPS Circuit Breaker.................................................................................PULL THEN RESET
6. Move handle to desired flap position ......................................................................CHECK
(If 20° desired, move to 10°, then back to 20°)
If the flaps then function properly:
7. Flight................................................................CONTINUE USING NORMAL PROCEDURES
If the flaps still fail to move:

8. Airspeed........................................................................APPROPRIATE FOR FLAP POSITION
9. FLAPS Circuit Breaker.................................................................................PULL THEN RESET
(Wait approximately 5 minutes)
10. Return to Step 4 above

® ®
Section 3A
Flap Indication Failure or Misleading Flap Indication
A red “X” through the flap indication or erratic flap indication, but flaps
continue to operate:
1. FLAPS Circuit Breaker...............................................................................................CHECK IN
2. FLAPS Circuit Breaker..............................................................................PULL THEN RESET
3. Flap Position.................................................................................................VERIFY VISUALLY
4. Airspeed......................................................................APPROPRIATE FOR FLAP POSITION
CAUTION : The AoA Indexer (if equipped) may display an incorrect

ON‑Speed indication. The stall warning horn margin may be reduced.
Flap Overspeed
1. AIRSPEED...................................REDUCE TO BELOW CURRENT FLAP POSITION LIMIT
2. VISUALLY CHECK FLAPS AND FLAP TRACKS FOR NORMAL CONDITION
3. If flap system is normal, position the flaps as desired and continue flight.
4. If flap system appears damaged, leave the flaps in their current position,
Abnormal
maintain airspeed below the limit for the current position and land at the
nearest suitable airport for repairs.

® ®
Section 3A
ABNORMAL NAVIGATION SYSTEM FAILURES
Attitude Heading Reference System (AHRS) Failures

Single AHRS Failure
1. BOTH ON AHRS 1 OR AHRS 2......................................VERIFY ANNUNCIATED ON PFD
2. In-Flight Corrective Action..........................................................................NONE NEEDED
Dual AHRS Failure (Red “X” - Heading and Attitude Indications)
1. AHRS Circuit Breakers..............................................................................................CHECK IN
2. If Open........................................................................RESET (push in) CIRCUIT BREAKERS
3. If Circuit Breakers Open Again...................................................................DO NOT RESET
4. Standby Attitude Indicator...............................................USE for attitude information
5. Magnetic Compass.............................................................USE for heading information
Pitch/Roll/Heading Miscompare
Abnormal
This message is displayed when the G1000® detects a difference between
the #1 and #2 PFD attitude or heading information. Refer to the appropriate
Garmin G1000® Cockpit Reference Guide for the Quest KODIAK® 100 for
more information.
Pitch or Roll Miscompare Indication
PIT or PIT MISCOMP / ROL or ROL MISCOMP

annunciation shown on PFD:
1. Standby Attitude Indicator.......................REFERENCE to determine accurate AHRS
2. Discontinue use of the inaccurate attitude indication by pressing the SENSOR
softkey on that PFD and then selecting the opposite system AHRS softkey.
Heading Miscompare Indication
HDG or HDG MISCOMP annunciation shown on PFD:

1. Environmental Control System.......................................................................................OFF
2. AUX BUS...................................................................................................................................OFF
3. L & R Pitot Heat........................................................................................OFF (momentarily)
4. Magnetic Compass.......................REFERENCE to determine accurate AHRS system
5. L & R Pitot Heat.......................................................................................................................ON
6. Discontinue use of the inaccurate heading indication by pressing the SENSOR
softkey on that PFD and then selecting the opposite system AHRS softkey.
Air Data Computer (ADC) System Failures

Single ADC Failure
1. BOTH ON ADC 1 OR ADC 2..........................................VERIFY ANNUNCIATED ON PFD
2. In-Flight Corrective Action..........................................................................NONE NEEDED

® ®
Section 3A
Dual ADC Failure (Red “X” - All Air Data Indications

1. ADC Circuit Breakers..................................................................................................CHECK IN
2. If Open..........................................................................RESET (push in) CIRCUIT BREAKERS
3. If Circuit Breakers Open Again.....................................................................DO NOT RESET
4. Standby Airspeed Indicator...............................................USE for airspeed information
5. Standby Altimeter..................................................................USE for altitude information
Altitude Miscompare
ALT or ALT MISCOMP annunciation shown on PFD:

1. Altimeter Settings.............................................................................................SYNCHRONIZE
(#1 PFD, #2 PFD, and Standby Altimeter set to correct altimeter setting)
If Annunciation Does Not Clear:

2. #1 and #2 PFD Altitudes...........................................................................................COMPARE
3. Identify and use the indicated altitude that matches closest to GPS Altitude.
Abnormal
NOTE : The GPS altitude in the KODIAK® is very accurate and is therefore
an excellent source for determining true altitude. Deviations from standard
temperature or pressure can cause indicated altitude to deviate from GPS
altitude. Below 14,000 feet with the correct local altimeter setting set,
indicated altitude will normally be well within 500 feet of the GPS altitude.
Use the following guidelines to help estimate the correct indicated altitude
for non-standard conditions:
• Temperatures WARMER than standard will cause indicated altitude to
read LOWER than GPS (True) altitude.
• Temperatures COLDER than standard will cause indicated altitude to
read HIGHER than GPS (True) altitude.
4. D
iscontinue use of the indicated altitude that is least accurate and causing the
miscompare by pressing the SENSOR softkey on that PFD and then selecting
the opposite system ADC softkey.
If unable to Identify Accurate Indicated Altitude Source (problem with both the static
systems):
5. Land as soon as practical. Consider diversion to visual conditions.
6. GPS Altitude.................................................................................................................MAINTAIN
7. ATC........................................................................................ADVISE (of system malfunction)
8. If unable to descend into visual conditions, plan an Instrument Landing System
(ILS) approach with course intercept well outside Final Approach Fix (FAF).
9. Once glideslope is captured, determine most accurate altitude source when
crossing FAF.
10. Reference ILS Decision Height to most accurate altimeter based on FAF
crossing.

® ®
Section 3A
Airspeed Miscompare
IAS or IAS MISCOMP annunciation shown on PFD:

1. #1 and #2 PFD Airspeeds....................................................COMPARE (with standby ASI)
WARNING : The standby airspeed indicator uses the same pitot/static

source as the #1 Air Data Computer. Do not use the standby airspeed
indicator as the sole source in determining the correct airspeed indication.
If Standby Airspeed and #2 PFD Airspeed Agree (#1 PFD Airspeed Differs):
2. #1 PFD SENSOR softkey...................................................................................................PRESS
3. ADC2 softkey.......................................................................................................................PRESS
4. Primary Flight Displays....................................VERIFY BOTH ON ADC 2 is displayed
If Standby Airspeed and #1 PFD Airspeed Agree (#2 PFD Airspeed Differs):
5. #1 PFD and #2 PFD Altitude....................................................................................COMPARE
Abnormal
If Altitudes Agree:
6. Airspeed..........................................................110 KIAS MINIMUM (on slowest indicator)
7. Monitor all three airspeed indicators during changes in power or altitude
to determine which indicator is accurate. Indications of inaccurate airspeed
include:
• No change in indicated airspeed when power is changed and altitude is
maintained.
• Indicated airspeed increases when climbing or decreases when descending.
8. Discontinue use of the indicated airspeed that is least accurate by pressing
the SENSOR softkey on that PFD and then selecting the opposite system ADC
softkey.
If Altitudes Do Not Agree:

9. Refer to Abnormal Procedures, Altitude Miscompare checklist to determine
the most accurate ADC.
Excessive Airspeed
Overspeed Warning
1. Power Lever...............................................................................REDUCE to IDLE
2. Roll Attitude........................................................................WINGS LEVEL then,
3. Pitch Attitude......................................................................................NOSE–UP
False Overspeed Warning (Airspeed Miscompare)

1. Airspeed..........................................................110 KIAS Minimum (on slowest indicator)
2. Refer to the Airspeed Miscompare Procedure.

® ®
Section 3A
Low Airspeed
Stall Warning
STALL WARNING annunciation shown on PFD; repeated aural alert, and

horn sounding; Red Band (below 47 knots) on airspeed tape:
1. L ower the nose of the aircraft and add power as needed to recover from the
low airspeed condition.
NOTE : If your airplane is equipped with the AoA Indexer, entering a low
airspeed condition will cause the AoA Indexer to display amber and/or red
LEDs. For additional information, refer to “Section 7” of this manual.
Abnormal

Abnormal

® ®
Section 3A
GPS/NAV Computer System Failures

#1 GPS/NAV Failure
1. BOTH ON GPS 2 ..............................................................VERIFY ANNUNCIATED ON PFD

2. TAWS FAIL ..........................................................................VERIFY ANNUNCIATED ON PFD
3. In-Flight Corrective Action.............MAINTAIN VISUAL SEPARATION FROM TERRAIN
NOTE : TAWS fails because it relies on the #1 GPS for position information.
#2 GPS/NAV Failure
1. BOTH ON GPS 1 .............................................................................ANNUNCIATED ON PFD
2. In-Flight Corrective Action............................................................................NONE NEEDED
Dual GPS/NAV Failure
Annunciations Shown:
Abnormal
• NAV 1 & 2 — RED “X”

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

2. If Open..........................................................................RESET (push in) CIRCUIT BREAKERS
3. If Circuit Breakers Open Again.....................................................................DO NOT RESET
4. COM 1......................................................................................USE to transmit on 121.5 MHz
(automatically defaults to this frequency)
NOTE : Even though the COM 1 frequency box no longer displays a

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

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

® ®
Section 3A
Primary Flight Display (PFD) Failure

#1 PFD Failure
Annunciations Shown on MFD:
• NAV 1 / COM 1 — RED “X”
• TAWS FAIL
• HDG or HDG NO COMP
• ROL or ROL NO COMP
• PIT or PIT NO COMP
• IAS or IAS NO COMP
• ALT or ALT NO COMP
• BOTH ON GPS 2
• BOTH ON AHRS 2
• BOTH ON ADC 2
1. #1 PFD Circuit Breaker...............................................................................................CHECK IN
Abnormal
2. If Open.............................................................................RESET (push in) CIRCUIT BREAKER
3. If Circuit Breaker Opens Again.....................................................................DO NOT RESET
4. Multi–Function Display........................................VERIFY placed in reversionary mode
5. Multi–Function Display....................................................................Use flight instruments
6. Radio Transmissions...............................................USE COM 2 for ALL TRANSMISSIONS
NOTE : The alerts box will display GMA 1 FAILURE (audio panel). This
failure message is due to the COM 1 automatically switching to 121.5 MHz,
and the GMA 1 not being able to communicate with the #1 PFD. If COM 1 is
used, transmissions will be broadcast on 121.5 MHz.
7. Navigation................................................................................................USE NAV 2 and GPS
Multi-Function Display (MFD) Failure

MFD Failure
1. MFD Circuit Breaker....................................................................................................CHECK IN
2. If Open.............................................................................RESET (push in) CIRCUIT BREAKER
3. If Circuit Breaker Opens Again.....................................................................DO NOT RESET
4. Primary Flight Display...........................................VERIFY placed in reversionary mode
5. Primary Flight Display...................................................................Use engine instruments

® ®
Section 3A
ABNORMAL LANDING PROCEDURES

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

1. Passengers and Baggage ........................If possible, move aft (remain in CG limits)
2. Seats / Seat Belts / Shoulder Harnesses................................................................SECURE
Abnormal
3. Inertia Reel Levers........................................................................................................LOCKED

4. Approach..............................................................................................FULL FLAPS (Normal)
5. Touchdown.........................................................................................MAIN LANDING GEAR
• Hold the nose wheel off the runway as long as possible during rollout
6. Brakes.........................................................................................................Minimum Required
ENVIRONMENTAL SYSTEM FAILURES

Bleed Air Heat Malfunction
If Bleed Air Heat Will Not Turn OFF:

1. D
ecrease the set temperature for the pilot section to MAX COOL on the ECS
Touch Screen Display
2. Cycle the Power button on the pilot section of the Touch Screen Display
3. If Bleed Air remains ON, turn the AUX BUS switch OFF
4. Open the Firewall Air Shutoff Valve (push in fully)
ECS Touch Screen Display Malfunction

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

® ®
Section 3A
INADVERTENT OPENING OF DOORS IN‑FLIGHT
Right or Left Crew Door Open
1. Airspeed....................................................................................................LESS THAN 120 KIAS
2. Door...........................................................................PULL CLOSED AND LATCH PROPERLY
NOTE : If the right crew door opens in‑flight and your aircraft is equipped
with autopilot, it may help to engage the autopilot before attempting to
close the door.
Aft Passenger/Cargo Door Open

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

Abnormal

® ®
Section 3A
3A-3 AMPLIFIED ABNORMAL PROCEDURES
The following Amplified Abnormal Procedures elaborate upon the
information contained in the Abnormal Procedures Checklist portion of
this section. These amplified procedures provide information not readily
adaptable to a checklist format. Pilots should become familiar with the
amplified procedures to have a better understanding of why certain steps
are performed in the checklists and to assist in troubleshooting abnormal
malfunctions with the airplane.
Annunciations displayed on either PFD or the MFD will vary slightly,
depending on which version of the Garmin G1000® system is installed on
the airplane. For additional information, consult the appropriate Garmin
G1000® Cockpit Reference Guide.
Abnormal

® ®
Section 3A
ABNORMAL NAVIGATION SYSTEM FAILURES

Attitude Heading Reference Systems (AHRS) Failures
Single AHRS Failure
If a failure occurs in a single AHRS system, the other AHRS system will
automatically provide attitude and heading information to both displays
if the aircraft ground speed is greater than 30 Kts. If the aircraft ground
speed is less than 30 Kts, the G1000® system will not automatically revert
to the secondary source and will need to be switched manually.
Check the AHRS circuit breakers to ensure they are both pushed in
(closed). If one is out (open), try resetting (push in). If it pops back out, DO
NOT reset.
The following annunciations will display on the PFD:
HDG or HDG NO COMP — Only one source for heading information, not able to
compare to second source.
ROL or ROL NO COMP — Only one source for roll information, not able to compare
to second source.
Abnormal
PIT or PIT NO COMP — Only one source for pitch information, not able to compare
to second source.
BOTH ON AHRS 2 (or 1) — Both PFDs are receiving AHRS 2 (or 1) information.
HDG FAULT — AHRS 1 (or 2) magnetometer fault has occurred.

® ®
Section 3A
Abnormal
G1000® System
G1000® NXi System

Figure 3A-1: Single AHRS Failure (#1 PFD shown)

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

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

® ®
Section 3A
Abnormal
G1000® System
G1000® NXi System

Figure 3A-2: Dual AHRS Failure (#1 PFD Shown)

® ®
Section 3A
Air Data Computer (ADC) System Failure

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

® ®
Section 3A
Abnormal
G1000® System
G1000® NXi System

Figure 3A-3: Single ADC Failure (#1 PFD Shown, with Optional SVS System ON)

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

If both ADC systems fail, check that both ADC circuit breakers are pushed
in (closed). If one or both are out (open), try resetting (push in). If they pop
back out, DO NOT reset.
Airspeed and altitude information will not be displayed on the PFD;
therefore, the standby airspeed indicator and standby altimeter will have
to be referenced for airspeed and altitude information. Utilize the MFD for
additional situational awareness.
BOTH ON ADC 2 (or 1) — Both PFDs were only receiving ADC 2 (or 1) information,
when the other ADC failed. (This annunciation is still
shown even though both ADC units have failed.)
Abnormal
AHRS 1 & 2 TAS — AHRS 1 & 2 are not receiving airspeed information.

® ®
Section 3A
Abnormal
G1000® System
G1000® NXi System

Figure 3A-4: Dual ADC Failure (#1 PFD Shown)

® ®
Section 3A
GPS/NAV Computer System Failures

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

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

® ®
Section 3A
Abnormal
Figure 3A-5: #1 GPS/NAV Computer Failure
(#1 PFD Shown, with Optional SVS System ON)

® ®
Section 3A
#2 GPS/NAV Failure
If a failure occurs in the #2 GPS/NAV system (GIA), the other GPS/NAV
system will automatically provide GPS information to both displays.
Check the GPS/NAV circuit breakers to ensure they are both in (closed). If
one is out (open), try resetting (push in). If it pops back out, DO NOT reset.
#2 NAV and #2 COM frequency information will not be displayed on any of
the flight displays. If #2 COM is used, all transmissions will be broadcast on
121.5 MHz.
121.5 MHz is automatically selected when a failure occurs in the system.
#1 COM and #1 NAV may be used as normal.
BOTH ON GPS 1 — Both PFD units are receiving GPS data from the #1 GIA unit.
AHRS 1 GPS — AHRS 1 is not receiving backup GPS information.
TRAFFIC FAIL — Traffic device has failed.
Abnormal
Figure 3A-6: #2 GPS/NAV Computer Failure (#1 PFD Shown)

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

® ®
Section 3A
Primary Flight Display (PFD) Failure

#1 PFD Failure
If a failure occurs in the #1 Primary Flight Display (Pilot’s PFD), press the
red button on the bottom of the pilot’s audio panel to place the MFD into
Reversionary Mode. The MFD will then display a combination of critical
flight and engine instrumentation on the screen.
Check the #1 PFD circuit breaker to ensure it is pushed in (closed). If it is
out (open), try resetting (push in). If it pops back out, DO NOT reset.
The #1 COM and #1 NAV Frequency Boxes are blanked out with red X’s. If
a transmission is made on the #1 COM, it will be broadcast on 121.5 MHz.
However, #2 COM and #2 NAV may be used as normal. Use #2 NAV or GPS
for navigation.
HDG or HDG NO COMP — Only one source for heading information, not able to
Abnormal
ROL or ROL NO COMP — Only one source for roll information, not able to compare
to second source.
PIT or PIT NO COMP — Only one source for pitch information, not able to compare
to second source.
BOTH ON GPS 2 — Both PFD units are receiving GPS data from the #2 GIA unit.
BOTH ON AHRS 2 — Both PFD units are receiving AHRS 2 information.
BOTH ON ADC 2 — Both PFD units are only receiving ADC 2 information.
GMA 1 FAIL — GMA 1 is inoperative. A communication failure with GMA 1 (Pilot’s
audio panel) has occurred. If #1 COM is selected on the pilot’s audio
panel, the pilot’s transmissions will be broadcast on 121.5 MHz.
NOTE : The alerts box will display GMA 1 FAILURE (audio panel).
This failure message is due to the #1 COM automatically switching to
121.5 MHz, and GMA 1 not being able to communicate with the #1 PFD.
If the #1 COM is used, transmissions will be broadcast on 121.5 MHz.
Although GMA 1 FAILURE is annunciated, some functions of the GMA 1 will
still be operational.

® ®
Section 3A
Abnormal
Figure 3A-8: Primary Flight Display Failure (MFD Shown)

® ®
Section 3A
Multi-Function Display (MFD) Failure

If a failure occurs in the Multi-Function Display (MFD), press the red button
located at the bottom of each audio panel to enter Reversionary Mode
on the corresponding PFD. The screen of the PFD will change to display a
combination of critical flight and engine instrumentation.
Check the MFD circuit breaker to ensure it is pushed in (closed). If it is out
(open), try resetting (push in). If it pops back out, DO NOT reset.
Abnormal
Figure 3A-9: Multi-Function Display Failure (PFD Shown)
INADVERTENT OPENING OF A DOOR IN‑FLIGHT

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

® ®
Section 4
100 S E R I E S NORMAL PROCEDURES
SECTION 4
NORMAL PROCEDURES
Table of Contents
CONTENTS PAGE
GENERAL��4_3
AIRSPEEDS FOR NORMAL OPERATIONS��4_3
NORMAL PROCEDURES CHECKLIST��4_4
PREFLIGHT INSPECTION��4_4
BEFORE STARTING ENGINE��4_8
ENGINE STARTS��4_9
TAXIING�� 4_11
BEFORE TAKEOFF�� 4_11
TAKEOFF�� 4_12
EN ROUTE CLIMB�� 4_12
CRUISE�� 4_13
Procedures
DESCENT�� 4_13
BEFORE LANDING�� 4_14
LANDINGS�� 4_14
AFTER LANDING�� 4_15
ENGINE SHUTDOWN AND AIRPLANE SECURING�� 4_15
SYSTEMS CHECKS / PROCEDURE�� 4_16
OXYGEN SYSTEM�� 4_18
AIR CONDITIONING�� 4_19
AMPLIFIED NORMAL PROCEDURES��4_20
PREFLIGHT INSPECTION�� 4_20
BEFORE STARTING ENGINE�� 4_22
ENGINE STARTING�� 4_23
Recommended Start Methods�� 4_23
Checklist Procedures for Engine Starting�� 4_24
Starting with Alternate Power�� 4_25
Hot Starts�� 4_25
Engine Ignition Procedures�� 4_26
Engine Inlet—Inertial Separator Procedures�� 4_27
TAXIING�� 4_27
Propeller RPM Limitation�� 4_27
BEFORE TAKEOFF�� 4_28

® ®
Section 4
NORMAL PROCEDURES 100 SERIES
TAKEOFF�� 4_29
Takeoff Power Settings�� 4_29
Takeoff Wing Flap Settings�� 4_29
Short Field Takeoff�� 4_29
Crosswind Takeoff�� 4_30
CLIMB�� 4_30
En Route Climb�� 4_30
CRUISE�� 4_31
Stalls�� 4_32
LANDING�� 4_32
Normal Landing�� 4_32
Short Field Landing�� 4_33
Crosswind Landing�� 4_33
AFTER SHUTDOWN�� 4_33
COLD WEATHER OPERATIONS��4_34
NOISE CHARACTERISTICS��4_35
Procedures

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

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

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

® ®
Section 4
4-3 NORMAL PROCEDURES CHECKLIST

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

Fuel Quantity Indicators provide advisory information only. Refer to
“Section 7” of this manual for more detail.
18. The GEN FAIL annunciation......................................................CHECK SHOWN ON PFD

19. The FUEL PRESS LOW annunciation.....................................CHECK SHOWN ON PFD
20. The PITOT OFF L–R annunciation...........................................CHECK SHOWN ON PFD
(Displays at 4°C (39°F) or less)
21. The ALTERNATR FL annunciation...........................................CHECK SHOWN ON PFD
22. The ENG INLET NORM annunciation.....................................CHECK SHOWN ON PFD
23. FUEL LOW L–R annunciation..........................................CHECK NOT SHOWN ON PFD
24. RESERVOIR FUEL annunciation.....................................CHECK NOT SHOWN ON PFD
25. EMER PWR LVR annunciation.........................................CHECK NOT SHOWN ON PFD
26. Avionics Master Switch........................................................................................................OFF
27. Standby Instrumentation.................................................................NO FAULTS OR FLAGS
29. Trim Controls................................................................................................SET FOR TAKEOFF
30. Engine Inlet Switch.........................................................................................................BYPASS
31. Pitot/Static and Stall Warning Heat.......................................ON 30 seconds, then OFF
(Ensure pitot/static covers are removed.)
32. Stall Warning Vane....................CHECK proper function and freedom of movement
33. Stall Warning Horn System Test (if equipped)........................................PRESS TO TEST
(Ensure audible warning horn sounds.)
34. Pitot/Static Tubes.............................................................................................CHECK for heat

® ®
Section 4
Left Side
1. F uselage Floor Skin Drain Holes..................................................................................CHECK
(Check for any sign of leaks in the aircraft sidewall or sub-floor.)
NOTE : This check is especially important if your aircraft is equipped with

an External Cargo Compartment.
2. L eft Main Landing Gear..................................................................................................CHECK

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

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

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

small traces of frost, ice, or snow from the tail and control surfaces. Ensure
the control surfaces do not contain internal ice or debris accumulations.
1. Baggage and Cargo.........................................................................................CHECK SECURE

2. Aft Fire Extinguisher....................................................................CHECK for proper charge
3. Aft Door.................................................................................................CLOSED and LATCHED
(Continued on next page...)

® ®
Section 4
Empennage (continued)
4. T ail Tie Down.........................................................................................................DISCONNECT
(Ensure tail stand removed)
5. Horizontal Stabilizer.....................................CHECK for proper security and condition
6. Vertical Stabilizer...........................................CHECK for proper security and condition
7. Control Surfaces and Elevator Trim Tabs................................................................CHECK
(Check proper condition, position for takeoff, security, tab free-play, and
freedom of movement)
8. Static Wicks.......................................................CHECK for proper condition (6 required)
9. Antennas...................................................CHECK security of installation and condition
10. Aft Nav Light (if equipped)..................CHECK for proper condition and cleanliness
Right Wing Trailing Edge
1. Flap and Flap Tracks..........................................................CHECK condition and security
2. Aileron......................................................CHECK freedom of movement and condition
3. Static Wicks....................................CHECK proper condition and security (1 required)
4. Fuel Tank Vent...................................................................................CHECK for obstructions
WARNING : During cold weather operations, it is essential to remove

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

1. Navigation and Strobe Lights...................CHECK proper condition and cleanliness
2. Landing and Taxi Lights..............................CHECK proper condition and cleanliness
3. Pitot/Static Tube.....................................................CHECK for security and obstructions
4. Wing Tie Downs...................................................................................................DISCONNECT
5. Fuel Quantity..................................................................................................CHECK VISUALLY
6. Fuel Filler Caps.................................................................................................................SECURE
Right Side
1. Direct Reading Fuel Quantity Indicator..............................................CHECK QUANTITY
2. Wing Tank Fuel Sump Valve.....................................................DRAIN and SAMPLE FUEL
3. Right Main Landing Gear...............................................................................................CHECK
(Check for proper tire inflation and general condition of the landing gear and
brake systems.)
4. Fuselage Fuel Reservoir Sump Valves........................................................................DRAIN
(Check for contamination or debris. Take further samples until all
contamination or debris is removed.)
NOTE : Dispose of fuel samples in a proper manner, as turbine fuel will

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

® ®
Section 4
Nose
WARNING : During cold weather operations, it is essential to remove even

small traces of frost, ice, or snow from the propeller blades, spinner, and
engine inlets.
1. Right Engine Cowling..........................OPEN and CHECK SECURITY and CONDITION
2. Right Side of Engine.........................................CHECK for leaks and general condition
3. Right Battery.............................CHECK security and condition of battery and cables
4. Firewall Fuel Filter..........................CHECK BYPASS FLAG for proper position (FLUSH)
5. Firewall Fuel Filter........................................................................DRAIN and SAMPLE FUEL
6. Right Engine Cowling..........................................................................CLOSED and SECURE
7. Lower Cowling Outlet Vents..................................................CHECK for OBSTRUCTIONS
8. NACA Duct (Right)....................................................................CHECK for OBSTRUCTIONS
9. Nose Wheel Strut and Tire.............................................................................................CHECK
(Check for proper condition, strut extension, signs of damage, and proper
inflation.)
10. Intake/Exhaust Cover and Propeller Anchor.......................................................REMOVE
11. Exhaust Stubs.............................................................................CHECK for OBSTRUCTIONS
12. Engine Intake..............................................................................CHECK for OBSTRUCTIONS
13. Inertial Air Particle Separator.........................CHECK OPEN (BYPASS) and NO DEBRIS
14. P ropeller...............................................................................................................................CHECK
(Check blades for nicks, gouges, excessive erosion, security and cracks. Inspect
blades for lightning strike—indicated by a darkened area near the tips. Check
Procedures
the propeller for security, condition, and signs of grease or oil leaks.)
15. Propeller Spinner..........................................................CHECK for security and condition
16. Oil Cooler Inlet...........................................................................CHECK for OBSTRUCTIONS
17. Left Engine Cowling.............................OPEN and CHECK SECURITY and CONDITION
18. Oil Cooler............................................CHECK condition, security, and for obstructions
19. Engine Compartment......................................CHECK for leaks and general condition
20. Brake Fluid Reservoir..............................................................................CHECK proper level
21. Oil Dipstick/Filler Cap...............................................CHECK oil level—close and secure
(Fill to within 1½ quarts of MAX HOT or MAX COLD as appropriate for engine
condition. Markings represent U.S. quarts low if oil is hot—within 10 to 15
minutes from engine shutdown.)
WARNING : Ensure the oil dipstick/cap is latched down securely.

Operating the engine with the dipstick/cap unlatched will result in
excessive oil loss leading to eventual engine stoppage.
NOTE : In order to obtain an accurate oil level reading, it is necessary

to either check the oil within 10 to 20 minutes after engine shutdown
(referencing the max hot markings while the oil is still hot) or to reference
the max cold markings prior to the first flight of the day. If more than 10
to 20 minutes has elapsed since engine shutdown and the engine oil is
still warm, perform an engine motoring run for approximately 5 seconds
(in accordance with Section 3A-2, Abnormal Procedures Checklist, Dry
Motoring Run / Engine Clearing) before checking the oil level while
referencing the maximum hot markings.

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

Before Starting Engine
1. Preflight Inspection and Weight and Balance Checks................................COMPLETE
NOTE : Determine fuel quantity as specified in”Section 6” of this manual

during preflight inspection.
2. Passenger Briefing...................................................................................................COMPLETE
3. Cabin Doors...................................................................................LATCHED (check aft door)
4. All Seats, Seat Belts, and Shoulder Harnesses.......................ADJUSTED and SECURE
WARNING : Failure to ensure seats are securely locked in the seat tracks
and to properly utilize seat belts and shoulder harnesses could result in
Procedures
serious injury or death should an accident occur.
5. Master Switch............................................................................................................................ON
6. Avionics Master Switch..........................................................................................................ON
8. Engine Inlet...........................................................................................................AS REQUIRED
NOTE : Select BYPASS if visible moisture is present and OAT is less than
5°C (41°F)
9. Fuel Selector Valves................................................................................LEFT and RIGHT ON

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

® ®
Section 4
ENGINE STARTS
Battery Powered Engine Start
1. Bus Voltages..........................................................................................CHECK 24V minimum
2. Flashing Beacon.......................................................................................................................ON
3. Emergency Power Lever..............................NORMAL—Check EMER PWR LVR NOT
shown on PFD
CAUTION : If the emergency power lever is not secured in the NORMAL

(full aft detent) position for starting, an engine over-temperature condition
(hot-start) may result.
4. Propeller Area.....................................................................................................................CLEAR
5. Auxiliary Fuel Pump.............................................................................................................STBY
• Check AUX PUMP ON annunciation..........................................SHOWN ON PFD
• Fuel Flow....................................................................................................................ZERO
7. Ignition Switch.....................................................................................................AS REQUIRED
• ON for LO/MOTOR START
• OFF for HI START
8. Starter Switch................................................................HI or LO/MOTOR as required and:
• The IGNITION ON annunciation..................................................SHOWN ON PFD
• Engine Oil Pressure...............................................................................CHECK RISING
Procedures
• Ng.........................................................ACCELERATING THROUGH 14% MINIMUM
9. Fuel Condition Lever........................................................................................LOW IDLE and:
• Fuel Flow...............................................................................CHECK at 80 to 110 pph
• ITT...........................................MONITOR (1090°C Maximum—Limited to 2 sec.)
• Ng..............................................................................................................52% MINIMUM
CAUTION : If the ITT rises rapidly towards 1090°C, be prepared to bring

the fuel condition lever to CUTOFF to prevent a hot-start.
10. Starter Switch......................................OFF—Check STARTER ON annunciation NOT

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

® ®
Section 4
External Power Engine Start

(24-28 VOLTS, 800 AMPS Min / 1700 AMPS Max)
1. External Power...........................................................................................CONNECT then ON
2. Battery Master Switch............................................................................................................ON
3. Bus 1 Voltage........................................................................................CHECK 24V minimum
4. Flashing Beacon.......................................................................................................................ON
5. Emergency Power Lever................................NORMAL—Check EMER PWR LVR NOT
shown on PFD
CAUTION : If the emergency power lever is not secured in the NORMAL

(full aft detent) position for starting, an engine over-temperature condition
(hot-start) may result.
6. Propeller Area.....................................................................................................................CLEAR
• Check AUX PUMP ON annunciation...........................................SHOWN ON PFD
• Fuel Flow....................................................................................................................ZERO
9. Ignition Switch.....................................................................................................AS REQUIRED
• ON for LO/MOTOR START
• OFF for HI START
10. Starter Switch................................................................HI or LO/MOTOR as required and:
Procedures
• The IGNITION ON annunciation...................................................SHOWN ON PFD

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

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

shown on PFD
13. Ignition Switch...................................OFF—Check IGNITION ON annunciation NOT
shown on PFD
17. External Power......................................................................................................DISCONNECT
18. Generator....................................................................................................................................ON
19. Alternator....................................................................................................................................ON
20. Exterior Lights......................................................................................................AS REQUIRED
21. Cabin Heat, Ventilations and Defrost...........................................................AS REQUIRED
22. Radios/Avionics.......................................................................................................................SET
23. Preflight Procedure for the GMA Audio Panels................................................PERFORM

® ®
Section 4
TAXIING
Taxiing
1. Brakes....................................................................................................................................CHECK
2. Flight Controls....................................POSITIONED ACCORDING TO WIND DIRECTION
3. Flight Instruments............................................................................................................CHECK
NOTE : For improved brake life, propeller BETA range may be used during
ground operations to prevent excessive taxi speeds.
BEFORE TAKEOFF
Before Takeoff
2. All Seats, Seat Belts, and Shoulder Harnesses............................LOCKED and SECURE
3. Inertia Reel Levers..........................................................................................................LOCKED
WARNING : Failure to properly utilize the seat track locks, seat belts,
shoulder harnesses, and inertia reel locks could result in serious injury or
death should an accident occur.
4. Loose Items and Storage Compartments...................................STOWED or SECURED
Procedures
5. Flight Controls...........................................................................................FREE and CORRECT
6. Flight Instruments...........................................................................................CHECK and SET
7. Fuel Selectors........................................................................RECHECK LEFT and RIGHT ON
8. Firewall Fuel Shutoff.............................................................RECHECK FUEL ON (FULL IN)
9. Fuel Quantity...................................................................CHECK and SET FUEL TOTALIZER
10. Wing Flaps.....................................................................................................SET FOR TAKEOFF
11. Aileron and Elevator Trim (1st Flight of the Day)...............................SYSTEM CHECKS
12. Elevator, Aileron and Rudder Trim........................................................SET FOR TAKEOFF
13. Engine Inlet..........................................................SYSTEM CHECK on 1st flight of the day
14. Power Lever...................................................................................................................300 FT‑LB
• Bus Voltages.....................................................................CHECK 26 Volts minimum
• Engine Instruments.............................................................................................CHECK
15. O verspeed Governor........................................SYSTEM CHECK on 1st flight of the day
(Stabilized at 2070 ± 50 RPM)
16. Power Lever.............................................................................................................................IDLE
17. Quadrant Friction Lock.......................................................................ADJUST as necessary
18. Engine Inlet....................AS REQUIRED (verify proper annunciation shown on PFD)
19. Pitot/Static Heat ...................................ON when OAT less that 5°C (41°F) and visible
moisture present
20. Avionics Equipment........................................................................................CHECK and SET
21. CDI................................................................................................................................................SET
22. Annunciations.............................................................................................................CHECK
23. Strobe Lights.........................................................................................................AS REQUIRED
24. Parking Brake..................................................................................................................RELEASE
26. Fuel Condition Lever.................................................................................................HIGH IDLE

® ®
Section 4
TAKEOFF
Normal Takeoff
1. Wing Flaps.............................................................................................................................0°-20°
2. Elevator Trim.....................................................................................RECHECK set for takeoff
CAUTION : The automatic trim system may be disabled on the ground

through an airspeed switch*. The airspeed switch activates the automatic
trim system above approximately 35 knots. If the airplane is positioned
into winds in excess of approximately 35 knots while the flaps are being
set for takeoff, the trim will move from its previously set position and could
result in an out-of-trim condition on takeoff.
*Airspeed switches are installed on airplane serial numbers 100-0070 and
below.
3. Power.........................SET FOR TAKEOFF (observe takeoff torque, ITT, and Ng limits)

4. Annunciations....................................................................................................................CHECK
6. Rotate............................................................................................................................60-65 KIAS
7. Climb Speed...............................................................................................................85-95 KIAS
8. Wing Flaps....................................................................................RETRACT at a safe altitude
(Retract to 10° after reaching 85 KIAS and 0° after reaching 95 KIAS)
Procedures
Short Field Takeoff

1. Wing Flaps...................................................................................................................................20°
WARNING : Always visually confirm the flap position prior to takeoff.

Taking off with flaps set at 0° can increase necessary takeoff distance by
300%.
2. Elevator Trim........................................................................................................Set for takeoff

3. Power.........................SET FOR TAKEOFF (observe takeoff torque, ITT, and Ng limits)
4. Annunciations....................................................................................................................CHECK
6. Brakes................................................................................................................................RELEASE
7. Rotate..................................................................................................................................60 KIAS
8. Climb Speed........................................................................73 KIAS until clear of obstacles
9. Wing Flaps....................................................................................RETRACT at a safe altitude
(Retract to 10° after reaching 85 KIAS and 0° after reaching 95 KIAS)
EN ROUTE CLIMB
Cruise Climb
2. Pitot/Static Heat....................................ON when OAT less that 5°C (41°F) and visible
moisture present

® ®
Section 4
Cruise Climb (Cont.)

4. Airspeed..................................................................................................................110-120 KIAS
5. Torque................SET (refer to the Maximum Torque for Climb chart in “Section 5”)
6. Propeller.............................................................................................................2000-2200 RPM
7. ITT and Ng Limits..........................................................................................................OBSERVE
NOTE : Use of 740°C ITT is recommended for improved engine life.
Maximum Performance Climb (Non-Emergency)

moisture present
4. Airspeed...........................................................................................................................101 KIAS
5. Propeller.............................................................................................................2000-2200 RPM
6. Torque................SET (refer to the Maximum Torque for Climb chart in “Section 5”)
7. ITT and Ng Limits..........................................................................................................OBSERVE
CRUISE
Normal Cruise
1. P itot/Static Heat....................................ON when OAT less that 5°C (41°F) and visible
Procedures
moisture present
2. Propeller.............................................................................................................2000-2200 RPM
3. Power..........................................SET per the Cruise Performance tables in “Section 5”
of this manual (Observe Max Cruise ITT and Ng limits)
NOTE : Propeller RPM (Np) may be set as low as 1900 RPM to reduce cabin
noise. Do not exceed 1840 FT‑LB of torque, 740°C ITT, or 101.6% Ng. To
achieve optimum cruise performance, set Np at or above 2000 RPM.
DESCENT
Normal Descent
moisture present
3. Altimeter....................................................................................................................................SET
4. CDI...............................................................................................................SET APPROPRIATELY
5. Power...........................................AS REQUIRED to provide the desired rate of descent
6. All Seats, Seat Belts, and Shoulder Harnesses.......................ADJUSTED and SECURE
7. Inertial Reel Levers........................................................................................................LOCKED
WARNING : Failure to properly utilize the seat belts, shoulder harnesses,

and inertia reel locks could result in serious injury or death, should an
accident occur.
8. Loose Items and Storage Compartments...................................STOWED or SECURED

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

2. Airspeed..............................................................................................................Vref OF 74 KIAS
3. Power Lever.............................................................................SMOOTHLY REDUCE TO IDLE
from obstacles to touchdown
4. Touchdown..............................................................................................MAIN WHEELS FIRST
5. Power Lever..........................................................................BETA RANGE after touchdown
NOTE : Landing roll may be further reduced with the use of reverse thrust.
Refer to “Section 5” of this manual.
6. Brakes.................................................................................................APPLY HEAVY PRESSURE

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

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

Shutdown and Securing
1. Parking Brake...........................................................................................................................SET
Procedures
2. Environmental Control Systems.......................................................................................OFF
3. AUX BUS switch......................................................................................................................OFF
4. Power Lever.............................................................................................................................IDLE
5. Propeller Control Lever...............................................................................................FEATHER
(See “Section 9” of this manual for shutdown procedures for Pitch-Latched
Propellers, if equipped.)
6. Generator..................................................................................................................................OFF
7. Alternator..................................................................................................................................OFF
8. ITT........................STABILIZED at minimum obtainable temperature for one minute
10. Oxygen Supply Control Switch (if ON)...........................................................................OFF
11. Light Switches.........................................................................................................................OFF
12. Fuel Selector..................................................................OFF if parked on a sloped surface
(Turn off the fuel valve of the higher wing to prevent fuel transfer.)
13. Avionics Master Switch........................................................................................................OFF
15. Controls...................................................................................................................................LOCK
16. Tie-Downs and Wheel Chocks........................................................................AS REQUIRED
17. External Covers...............................................................................................................INSTALL
18. Firewall Fuel Filter.................................CHECK FILTER BYPASS FLAG (Normal—Flush)
19. Oil Dipstick/Filler Cap...............................................................................CHECK HOT LEVEL
20. Oil Dipstick/Filler Cap..........................................................................CLOSED and SECURE
NOTE : If the airplane is parked on a sloped surface, it may be desirable

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

® ®
Section 4
SYSTEMS CHECKS / PROCEDURE

Propeller Overspeed Governor Check
NOTE : Accomplish a propeller overspeed governor check prior to the first

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

2. Overspeed Governor Test Button.........................................................PRESS AND HOLD
3. P
ower Lever..................................................................................................................ADVANCE
(Propeller should stabilize at 2070 RPM ± 50 RPM.)
4. Power Lever.............................................................................................................................IDLE
5. Overspeed Governor Test Button............................................................................RELEASE
Aileron Trim System Check
NOTE : Accomplish an aileron trim system check prior to the first flight of
the day and following maintenance.
1. Forward Aileron Trim Switch...........................................................................ACTUATE and

verify that the trim tab and indicator do not move
2. Aft Aileron Trim Switch.....................................................................................ACTUATE and
verify that the trim tab and indicator do not move
Procedures
3. Both Aileron Trim Switches...............................................................ACTUATE to the LEFT

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

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

® ®
Section 4
GMA Audio Panel Preflight Procedure
NOTE : Accomplish the following procedure prior to each flight to ensure

audio function and aural annunciations will operate properly.
1. P
ILOT and COPILOT annunciations.............................................VERIFY EXTINGUISHED
(Bottom of GMA)
2. MAN SQ annunciations...................................................................VERIFY EXTINGUISHED
3. Individual Headset Volume Controls................................SET TO MAXIMUM VOLUME
4. PILOT/PASS Knobs.................................................TURN CLOCKWISE TWO FULL TURNS
NOTE : This will set the headset audio level to max volume, which will
result in clearer audio.
5. COM/NAV Radio Volume Levels.....................................ADJUST TO A SUITABLE LEVEL

6. PILOT/PASS Knobs.........................ADJUST VOLUMES TO DESIRED INTERCOM LEVEL
Entering or Modifying a Flight Plan
1. T here are multiple ways to enter a flight plan into the G1000 system. Refer
to the appropriate G1000 Cockpit Reference Guide for the KODIAK® 100 for
information on entering a flight plan.
2. If it becomes necessary to modify or enter a new flight plan into the system,
Procedures
it is required that the pilot remove the active flight plan prior to entering a
new one. This procedure is to prevent a mismatch in navigation information
displayed on the PFD and MFD. If a mismatch in navigation information occurs,
when changing or entering a new flight plan, remove the flight plan and re-
enter it into the MFD.

® ®
Section 4
Engine Inlet First Flight of the Day Check
For Aircraft with a Single Actuator (SIPS):

1. Engine Inlet.............................BYPASS and VERIFY ENG INLET BP is shown on PFD
For Aircraft with Dual Actuators (DIPS):
1. Engine Inlet.............................................................PERFORM ACTUATOR CHECK BELOW
a. PRIMARY SWITCH TO BYPASS
(Verify ENG INLET BP annunciation on PFD)
b. PRIMARY SWITCH TO NORMAL
(Verify ENG INLET NORM annunciation on PFD)
c. OVERRIDE SWITCH TO BYPASS
(Verify ENG INLET BP annunciation on PFD)
d. RETURN THE OVERRIDE SWITCH DOWN TO THE LOCKED POSITION
(Verify ENG INLET NORM annunciation on PFD)
OXYGEN SYSTEM
Preflight Inspection
1. Oxygen Control Panel.............................................ON and CHECK SUPPLY/NO FAULTS
Procedures
2. Oxygen Masks (If equipped)......................................CHECK AVAILABILITY/FUNCTION

3. Oxygen Control Panel...........................................................................................................OFF
Operation In‑Flight
When oxygen is required during flight, perform the following:
1. Oxygen Masks......................................................Refer to ”Section 7” for proper usage
2. Oxygen Control Switch..........................................................................................................ON
3. Flowmeter........................................................................CHECK at least every 10 minutes
NOTE : When the oxygen tank pressure drops below 400 psi, the green
“400 psi” light will go out, and the red “empty” light will go on. The red
light indicates that the oxygen tank pressure is below 400 psi.

® ®
Section 4
AIR CONDITIONING
The air conditioning system components should be inspected as follows:
1. Compressor......................................................................................CHECK proper condition
2. Drive Belt..........................................................................................CHECK proper condition
3. Engine Compartment Hoses.....................................................CHECK proper condition
4. Condenser Intakes and Outlets...........................................VERIFY free of obstructions
Operation on Ground
1. AUX BUS......................................................................................................................................ON
2. Fuel Condition Lever............................................................................ADVANCE to 58% Ng
3. Pilot and Passenger ACCS Enable......................................................................................ON
4. Pilot and Passenger Automatic Mode.........................................................................AUTO
5. Air Conditioning Enable........................................................................................................ON
6. “SET” Temperatures..................................................................................ADJUST as Desired
CAUTION : The use of the air conditioning will cause an increase in ITT.
To reduce the ITT, increase the Ng % to keep the ITT within idle limits.
Procedures
Operation In‑Flight
1. E ngine Limits.................................................................................................................OBSERVE
(Refer to Engine Operating Limits in ”Section 2” of this manual.)

® ®
Section 4
4-4 AMPLIFIED NORMAL PROCEDURES

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

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

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

the fuel system prior to flight. In addition to debris in the fuel, liquid
contamination must also be removed; this includes water, incorrect
fuel types, or unapproved additives. Fuel samples should be taken
from all of the fuel drain locations during each preflight inspection and
following every refueling of the aircraft.
2. T he 17 (seventeen) fuselage floor skin drain holes should also be
checked for any sign of blockage or leakage.
NOTE : This check is especially important if your aircraft is equipped with

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

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

® ®
Section 4
extent where a safe takeoff and climb may not be possible. Prior to any
flight into instrument meteorological conditions, check the pitot static
source and stall warning heaters (if equipped) for proper heating within
30 seconds of activating the proper switches.
5. F ollowing the accomplishment of major maintenance procedures on
the airplane, the preflight inspections should be modified to give extra
attention to the flight controls and trim tabs to ensure freedom of
movement and actuation in the correct direction. Also, all inspection
panels on the airplane should be checked to ensure proper security of
installation.
6. I f the airplane has been exposed to ground handling, especially in a
crowded hangar, it should be checked carefully for dents and scratches
on the wings, fuselage, propeller, flight controls, and empennage. Also
check for damage to navigation lights, strobe lights, and antennas.
If the airplane has been parked outside in high wind conditions or
exposed to propeller/jet wash, carefully inspect the flight control
surface stops, hinges, and brackets for signs of wind damage.
7. I f the airplane has been operated on an unimproved runway/taxiway,
check the propeller blade tips, the leading edges of the propeller
blades, and the horizontal tail for abrasions. Airplanes operated in and
out of unimproved strips, especially at high altitudes, are subjected to
high loads on the landing gear. Perform frequent inspections of the
landing gear, tires, and brakes.
Procedures
8. O
utside storage may result in water accumulation in the pitot/static
system and fuel tanks. Dust and dirt can also enter the engine air inlet
and exhaust areas. If any water is expected in the static line, open the
static source drain valve and drain completely. Ensure the static source
drain valve is returned to the closed position prior to flight.
9. I f any water is found to be present in the fuel system, the inboard
fuel tank sump quick drain valves, fuel reservoir quick drain valve
and the firewall fuel filter quick drain valve should all be thoroughly
drained and checked until there is no further sign of water or debris
contamination in the fuel system.
10. P
rolonged storage of the aircraft may result in considerable water
buildup in the fuel system due to water separating from the fuel
additives. This is indicated by excessive amounts of water accumulating
in the fuel tank sumps. Refer to “Section 8”of this manual and
“Chapter 12” of the KODIAK® 100 Airplane Maintenance Manual for
fuel system servicing procedures.
11. T o prevent inadvertent loss of fuel in‑flight, ensure the fuel tank filler
caps are tightly sealed following visual checks of the fuel quantity or
servicing. The fuel system vents should be inspected for obstructions,
ice, or water, especially following flights into cold weather.
12. T he interior inspection will vary according to the type of flight plan and
the optional equipment installations. Prior to flights at high altitudes,
it is important to check the oxygen supply equipment for proper
operation and availability of face masks and hose assemblies.

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

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

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

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

position prior to starting the engine. If the Emergency Power Lever is out
of its normal gate during engine start, excessive fuel will be supplied to the
engine, resulting in a hot start.
• Before starting the engine, the power lever is placed against the BETA
gate in the IDLE position; the propeller control lever is placed full aft
in the FEATHER position; and the fuel condition lever is placed full aft
in the CUTOFF position.
CAUTION : Damage could occur to the propeller reversing linkage if the

power lever is moved aft of the IDLE position and into the BETA range,
when the engine is not running and the propeller is feathered.

® ®
Section 4
ENGINE STARTING
Recommended Start Methods
Aircraft power alone................................... LO START
External power..............................................HI START
In-air restart................................................... HI START
LO START: The LO/MOTOR function of the starter switch is provided for
an alternate method of starting the engine when battery condition is poor;
clearing fuel from the engine; or dry-motoring of the engine (in accordance
with Section 3A-2, Abnormal Procedures Checklist, Dry Motoring Run/
Engine Clearing) for compressor washes and other maintenance-related
procedures. The ignition system is not automatically energized when LO/
MOTOR is selected, and the batteries remain in parallel with each other
to maintain 24 volts to the starter/generator. An advisory annunciation is
provided through the G1000®, indicating power is being supplied to the
starter. Annunciation is displayed as follows: STARTER ON
NOTE: When using battery power only, it is recommended to use the

LO/MOTOR function to start the aircraft for the first flight of the day.
HI START: Though HI START results in faster light‑off, cooler starting

temperatures, and lower stresses on the engine, it depletes the batteries
more quickly. The Master Control Unit (MCU) initiates the start with the
Procedures
two batteries in parallel and then, as the starter current decays to a pre-
determined value, the batteries are switched into series to feed the starter.
The resultant 48 volts appear only at the starter and nowhere else in the
electrical system. The inrush current and impact torque on the accessory
gears is significantly reduced and the engine acceleration is faster, which
results in reduced peak inter-turbine temperatures at startup.
If a ground power unit is available, an external power start should be
performed on the first flight of the day or if maintenance has been
performed on the aircraft involving the use of the aircraft electrical system.
Even if 24 volts is shown on the voltmeter, the battery condition may be less
than desired.
If a ground power unit is not available, a LO/MOTOR START should be
selected on the first flight of the day, or if maintenance has been performed
on the aircraft involving the use of the aircraft electrical system. LO/
MOTOR START should also be selected and is recommended if a HI START is
attempted without successful light-off, and no external power is available.
The LO START cycle does not consume as much battery power for continued
attempts to start the engine.

® ®
Section 4
Checklist Procedures for Engine Starting

The Engine Starts checklist procedures must be followed closely to assure
satisfactory starting of the engine.
• With the Battery Master Switch ON, check the bus voltages for a reading
of 24 volts minimum. If the battery voltage is lower than 24 volts, external
power should be used to start the engine. If the low-voltage problem
persists, the problem should be determined and remedied prior to
attempting an engine start.
• Verify the Emergency Power Lever is secured in its NORMAL position.
• Actuate the Auxiliary Fuel Pump switch and verify the AUX PUMP ON
annunciator is shown on the PFD, and there is no indication of fuel flow.
• The ignition switch may be placed in the OFF position when starting the
engine in HI START mode, as the igniters are automatically excited when
the starter switch is actuated. The ignition switch must be placed in the
ON position for a LO/MOTOR start.
• Actuate the starter switch to HI for a HI START or LO/MOTOR for a LO
START.
Verify the IGNITION ON annunciation is illuminated, Engine Oil Pressure
is rising and the gas generator RPM (Ng) accelerates through a minimum
of 14%. Once all of those conditions are met, bring the fuel condition lever
to the LOW IDLE position. Verify the fuel flow is approximately 100 pounds
per hour, the ITT remains below 1090°C ITT is time limited to 2 seconds)
and the Ng reaches idle RPM of approximately 52%.
Procedures
CAUTION : If the ITT rises rapidly towards 1090°C, or if no ITT rise is

observed within 10 seconds after moving the fuel condition lever to LOW
IDLE, bring the fuel condition lever to CUTOFF and perform the engine
clearing procedure described in this section to prevent a hot start.
NOTE : Typically, the ITT temperature during start will be substantially

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

® ®
Section 4
NOTE : If the STARTER ON annunciation remains shown on the PFD

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

The engine may be started with airplane battery power or with a ground
power unit (GPU). However, it is recommended that a GPU be used to start
the engine when the outside air temperatures are less than -18°C (0°F).
Refer to the Cold Weather Operations description in this section when
ambient temperatures are lower than -18°C (0°F).
CAUTION : Do not plug in the Ground Power Unit (GPU) unless the
aircraft batteries are connected to the Master Control Unit (MCU).
CAUTION : When a Ground Power Unit is used, ensure the unit is

negatively grounded and regulated at 28 volts DC. The GPU must be able
to provide a minimum of 800 amperes during the starting cycle and must
not exceed 1700 amperes.
Procedures
Hot Starts
Prior to starting the engine with battery power, check the bus voltages
for a minimum of 24 volts. As with all turbine engines, the operator must
monitor the ITT during each start to take corrective action if signs of a
“hot start” are present. The operator must be prepared to immediately
terminate the start if the ITT exceeds 1090°C or is rapidly approaching
this limit. Hot starts are not a common occurrence if the proper starting
procedures are followed. A “hot start” is an over-temperature condition
caused by excessive fuel flow at normal engine RPM or normal fuel flow
with low engine RPM. The latter is the more common situation and is
usually caused by attempting an engine start with a partially discharged
or weak battery system.
CAUTION : A minimum battery voltage of 24 volts is not always a

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

second draining period to drain off the residual fuel prior to attempting
the next start. Failure to drain all of the residual fuel from the engine could
lead to a hot start, a hot streak damaging the hot section, or torching of
residual fuel in the engine exhaust on the next successful ignition.

® ®
Section 4
After the residual fuel has drained for 30 seconds, perform a dry
motoring run for 15 seconds (in accordance with Section 3A-2, Abnormal
Procedures Checklist, Dry Motoring Run / Engine Clearing), observing
the starter limitations. This will ensure that no fuel is trapped prior to
accomplishing the next start. If the engine fails to start after attempting
a HI START, follow the Engine Starting Cycle Limitations provided in
Engine Ignition Procedures
For most engine running operations, the ignition switch should be left
in the OFF position. With the switch left in the OFF position, the igniters
will automatically be excited when the starter switch is in the HI START
position. The ignition switch should be placed in the ON position for LO
START operations, when engine start is desired.
NOTE : Leaving the ignition switch in the ON position for extended

periods of time will reduce the life of the ignition system components.
Anticipated service life of the igniters averages between 250 and 300
hours.
However, the ignition switch should be turned ON to provide a continuous

source of ignition during the following conditions:
a. Operation on water or slush covered runways.
Procedures
b. Flight into heavy precipitation.

c. D
uring inadvertent encounters of icing conditions, until the inertial
air particle separator has been moved to the bypass position for
at least 5 minutes. Refer to “Section 3” of this manual for more
information, regarding inadvertent icing encounters.
hen the RESERVOIR FUEL annunciation is illuminated, indicating
d. W
a near fuel exhaustion condition.
Refer to “Section 7” of this manual for further information regarding the
ignition system.

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Section 4
Engine Inlet—Inertial Separator Procedures
Installed in the engine air inlet duct is an inertial air particle separator
(inertial separator). The inertial separator system is provided to prevent
ice buildups on the compressor inlet screen while operating in icing
conditions, and to minimize the ingestion of foreign particles during
ground operations or takeoffs with dusty, sandy field conditions.
The inertial separator (switch labeled ENG INLET) should be placed in
BYPASS mode prior to operating the engine on the ground, or in‑flight
when the outside air temperature (OAT) is less than 5°C (41°F) and visible
moisture (clouds, rain, snow, or ice crystals) is present.
The inertial separator should also be placed in the BYPASS mode for
ground operations and takeoffs in dusty or sandy field conditions, to help
minimize engine ingestion of dust, sand, and debris.
The NORMAL mode should be selected for all other engine operating
conditions, since it provides a substantial inlet ram recovery, resulting in
more efficient engine operation. Refer to “Section 7” of this manual for
more information concerning the inertial air particle separator.
Aircraft Serial Numbers 100-0043 and up, and airplanes equipped with
Ice Protection Systems, are also equipped with an additional override
actuator, referred to as a “Dual Actuated Inertial Particle Separator.” See
“Section 7” of this manual for more information.
TAXIING
Procedures
The power lever may be placed into BETA range during taxi, to improve
brake life and increase stopping performance during landing. BETA
range is selected by lifting up on the BETA lever and moving the power
lever aft—over a gate. With the power lever moved into this BETA range
position, the propeller is at a fine pitch and produces nearly zero thrust
in a static 52% Ng idle condition. A leaf spring is installed in the control
quadrant which the power lever contacts and provides the pilot with an
indication of reaching the REVERSE range. Moving the power lever further
aft from this position in REVERSE range will result in a negative blade
angle and an increase in engine power to produce reverse thrust from the
blades.
CAUTION : The use of reverse thrust should be limited to use on

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

Stabilized ground operation is prohibited between 450 and 1050 RPM.
The propeller may be operated when feathered at or below 450 RPM. BETA
may be used to increase Np without causing excessive taxi speeds.

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

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

overspeed governor, aileron trim, elevator trim, and audio panel
equipment.
The automatic trim compensation system may be disabled on the ground
through an airspeed switch (installed on airplane serial numbers 100-0070
and below) to prevent accidental placing of the aircraft in an out-of-trim
condition before takeoff, i.e., the pilot sets the pitch trim for takeoff, then
selects the flaps to takeoff position (20°), and the auto trim system runs
the pitch trim nose–down. The airspeed switch (if installed) activates the
automatic trim system at approximately 35 knots. In high wind conditions,
the airspeed switch (if installed) may allow the auto-trim system to
operate on the ground. Before taxiing onto the runway for takeoff, double
check the elevator trim indication to ensure it is positioned properly for
takeoff.
Prior to takeoff, move the fuel condition lever forward to the HIGH IDLE
position. Leave the fuel condition lever in this position until after landing.
The HIGH IDLE gas generator speeds allow for faster engine acceleration
when adding power from an idle condition.

® ®
Section 4
TAKEOFF
Takeoff Power Settings
Refer to the Maximum Torque for Takeoff table in “Section 5” of this
manual to determine the torque value corresponding to the runway
altitude and temperature conditions. At higher altitudes and/or higher
temperatures, the maximum allowable torque is less than the instrument’s
redline. This torque should be obtainable without exceeding the 790°C ITT
and 101.6% Ng takeoff limitations.
To accomplish a smooth takeoff roll, hold the brakes while steadily
advancing the power until the propeller RPM reaches 2200. Release the
brakes evenly and continue to advance the power until the takeoff torque
derived from “Section 5” is reached.
NOTE : As the airspeed increases during takeoff, a resultant increase in

torque may be noted and is a normal condition. No reduction of torque
is required provided the torque limit of 1790 (at 2000 RPM) at low density
altitude or the limiting torque from the “Maximum Torque for Takeoff”
chart in”Section 5”is not exceeded.
Takeoff Wing Flap Settings

A flap setting of 20° is recommended for all takeoffs unless a strong
Procedures
crosswind is present, in which case 10° of flaps may be preferred. The use
of 20° of flaps is recommended due to the decreased takeoff roll, lower
liftoff speed, and a decrease in the total distance to clear obstacles (when
compared to using 10° of flaps).
A flap setting of greater than 20° is not recommended for takeoff use, due
to the increased drag with the flaps deflected to 35°.
WARNING : Always visually confirm the flap position prior to takeoff.

Taking off with flaps set at 0° can increase necessary takeoff distance by
300%.
Short Field Takeoff

If obstacles dictate the use of a steep climb angle after liftoff, accelerate
to and climb out at 73 KIAS with 20° of flaps. The takeoff performance
data outlined in “Section 5” of this manual is based on this speed and
configuration.
After clearing the obstacle, and reaching a safe operating altitude, the
flaps may be gradually retracted as the airplane accelerates to the normal
climb-out speed.
Minimum ground roll (soft field) takeoffs are accomplished by using 20°
of flaps, lifting the nose wheel off the ground as soon as practical, and
lifting off of the ground in a slightly tail low attitude. Once the airplane
is airborne, the nose should be lowered and the airplane accelerated in
ground effect to a safe climb speed.

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

2000 RPM.

® ®
Section 4
CRUISE
During the cruise phase of flight, power may be set at any desired setting,
up to the maximum cruise power. Do not exceed the maximum cruise
torque provided in the Cruise Performance charts in “Section 5” of this
manual, or the ITT, and Ng limitations.
Cruise performance tables are provided in “Section 5” of this manual
and should be utilized in conjunction with the winds aloft forecasts for
preflight planning. There are noticeable advantages to selecting higher
cruise altitudes. The cooler inlet temperatures and greater Ng speeds
attainable at higher altitudes cause an increase in specific range with
altitude, resulting in an increase in the nautical miles covered per pound
of fuel burn.
Anytime the outside air temperature is lower than 5°C (41°F) and visible
moisture is present, the pitot static heat and stall warning heat should
be turned ON. Also, the inertial air particle separator should be placed in
BYPASS mode.
The fuel tank quantity should be monitored to ensure that a fuel
unbalance condition in excess of 250 pounds does not occur. Normally,
both fuel tank selector valves should be left in the ON position and
fuel will flow equally from each tank. If the fuel loading is approaching
an unbalanced condition of 250 pounds, the fuel selector valve
corresponding to the wing with the lower fuel quantity should be turned
OFF. Once the two tanks are returned to a balanced condition, both
selector valves should be placed in the ON position.
Procedures
WARNING : The ignition switch should be turned ON when operating in
heavy precipitation. Refer to the “Ignition Procedures” in this section for
more information concerning the use of the ignition system.
CAUTION : Zero or negative “g” maneuvers with a duration of longer

than five seconds could starve the engine oil pump of oil, resulting in
serious engine damage.
Supplemental oxygen should be used by all occupants when operating

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

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

® ®
Section 4
Stalls
The stall characteristics of this airplane are conventional and an aural
stall warning horn is provided, which will sound at a minimum of 5 KCAS
prior to a stall, in all loading configurations. The application of ailerons is
recommended to counteract any wing-drop that may occur during the
stall. Idle-power stall speeds at maximum weight for forward C.G. are
provided in “Section 5” of this manual.
NOTE : Stalls should be practiced in a conservative manner and at a

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

below idle (beta mode) is prohibited. In-flight operation in beta mode may
result in an engine overspeed condition and consequent loss of engine
power or loss or airplane control. Operating in beta mode quickly produces
high amounts of drag which could result in a rapid loss of altitude or
complete loss of control.
NOTE : The use of BETA range following touchdown is recommended

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

® ®
Section 4
Short Field Landing
Short field approach to landings should be powered approaches at a
speed of 74 KIAS, with the propeller control lever positioned full forward
(Max RPM) and full flaps. Once clear of all obstacles, the power should be
slowly reduced to IDLE and the nose lowered to maintain an approach
speed of 74 KIAS. Touchdown should be accomplished with the power
lever at IDLE and on the main wheels first. Immediately after touchdown,
the nose wheel should be lowered to the runway and the power lever
brought into BETA range; apply heavy brakes as required.
For maximum brake effectiveness, the flaps may be raised and the
elevator control pulled full aft. This process allows maximum weight to
be placed on the tires to help prevent tire skidding. Additional stopping
power is available with the use of reverse thrust. Using reverse thrust on
landing rollout will normally reduce rollout distance by approximately 5%.
Bringing the propeller into reverse thrust range produces a negative blade
angle and increased power from the gas generator.
WARNING : Flight operation with the engine power lever retarded below
idle (beta mode) is prohibited. Flight operation in beta mode may result
in an engine overspeed condition and consequent loss of engine power
or loss of airplane control. Operating in beta mode quickly produces high
amounts of drag which could result in a rapid loss of altitude or complete
loss of control.
Procedures
CAUTION : In an effort to minimize propeller blade erosion or possible
blade damage, reverse thrust should only be used when necessary to
shorten ground roll. The propeller should be brought out of reverse range
prior to slowing to approximately 25 knots.
Crosswind Landing
For crosswind approaches to landing, a “crab” method may be used
to maintain runway centerline track; a transition to a wing-low slip
configuration should be made just prior to touchdown. A flap setting
between 10° and 35° is recommended depending on runway length.
After touchdown, the nose should be lowered to allow directional
control. Maintain a straight course using the steerable nose wheel, aileron
deflection into the wind, and differential braking as necessary.
AFTER SHUTDOWN
Upon completion of the last flight of the day or if dusty conditions exist,
install the engine inlet cover and exhaust covers to protect the engine
from debris. It may be appropriate to wait for the engine to cool down.
Since no oil pressure is available for the engine when the engine is not
running, the propeller blades should be secured to prevent windmilling.

® ®
Section 4
4-5 COLD WEATHER OPERATIONS

Proper preflight draining and sampling of the fuel system is especially
important during the winter season or prior to flights into cold
temperatures, in order to remove any water accumulation or to detect
frozen water in the lines, as evidenced by reduced fuel flow when
operating the drain valve. The use of a fuel anti-ice additive is required
for ice protection. Refer to “Section 2” of this manual for limitations and
requirements concerning proper use of fuel additives and “Section 8” of
this manual for information on servicing the fuel system.
Cold weather often causes adverse conditions which require special
attention prior to flight. The elevator and aileron trim tabs should be
actuated through their full range of motion to ensure proper operation
and to loosen any stiff components resulting from cold weather. Even the
slightest amounts of frost, ice, or snow must be removed from the aircraft
prior to flight. Special attention must be given to the wings, tail, and flight
control surfaces to ensure there is no accumulation of frozen moisture.
An external engine pre-heater should be utilized during cold weather
operations to reduce wear on the engine and electrical system. Preheating
the engine lowers the viscosity of the oil and allows it to flow through
the engine more freely; it also prevents it from being trapped in the oiler
cooler in extremely low temperatures.
The use of external power is recommended when ambient temperatures
drop below -18°C (0°F). Allow the engine oil temperature to reach a
Procedures
minimum of 10°C (50°F) prior to commencing takeoff.

If the runway surface is covered with snow or slush, allowances must
be made based on pilot judgment. Takeoff distances will be increased
as the snow or slush depth increases. In some instances, the depth and
consistency of the snow may prevent airplane takeoff.

® ®
Section 4
4-6 NOISE CHARACTERISTICS
An effort should be made to minimize the adverse effect of airplane noise
on the public. As pilots, we have the opportunity to build public support
for aviation and demonstrate our concern for improving the environment.
United application of the following suggested procedures can be the first
step in conquering the barriers between the aviation community and the
general public.
1. P
ilots operating aircraft under VFR, over noise–sensitive areas such
as outdoor assemblies and the recreational park areas, should,
weather permitting, make every effort to not fly less than 2000 feet
above ground level, even though the federal regulations permit such
operations.
2. W
hile operating in and out of airports, climbs and descents should be
made in a manner as to avoid prolonged flight at low altitudes near
noise–sensitive areas.
3. S hortly after takeoff, power and propeller RPM should be reduced to
allow for quieter engine/propeller operation.
4. W
henever published traffic patterns and noise abatement procedures
exist, those procedures should be followed, while not compromising
the safety of the flight.
NOTE : The above recommended procedures do not apply where they
Procedures
would interfere with air traffic control clearances, or otherwise cause an
adverse affect on the safety of the flight.
The corrected noise level of this airplane with a gross weight of 7255 lb
is 82.5 dB without the external cargo compartment and 83.3 dB with the
external cargo compartment, determined by flight tests when operated at
takeoff/maximum continuous power (1790 FT-LB torque at 2200 RPM). No
determination has been made by the Federal Aviation Administration that
the noise levels of this airplane are or should be acceptable for operation
at, into, or out of any airport.
The above statement notwithstanding, the noise level stated above has
been verified by and approved by the Federal Aviation Administration in
noise level flight tests conducted in accordance with FAR Part 36, Appendix
G, Amendment 28, Noise Standards: Airplane Type and Airworthiness
Certification. The airplane noise is in compliance with all FAR Part 36 noise
standards applicable to this type.

Procedures

® ®
Section 5
100 S E R I E S PERFORMANCE
SECTION 5
PERFORMANCE
Table of Contents
CONTENTS PAGE
GENERAL��5_3
FLIGHT PLANNING��5_3
AIRSPEED CALIBRATION��5_4
ALTITUDE CORRECTION��5_5
OUTSIDE AIR TEMPERATURE��5_6
TEMPERATURE CONVERSION CHART��5_7
STALL SPEEDS��5_8
WIND COMPONENTS��5_9
MAXIMUM ENGINE TORQUES��5_11
MAXIMUM ENGINE TORQUE FOR TAKEOFF�� 5_11
MAXIMUM ENGINE TORQUE FOR CLIMB�� 5_12
MAXIMUM ENGINE TORQUE FOR CRUISE (120 KIAS)�� 5_13
AX GENERATOR POWER DURING GROUND OPERATIONS (AC ON)��5_16
M
Performance
MAX GENERATOR POWER DURING FLIGHT OPERATIONS (AC ON)��5_17
MAXIMUM TAKEOFF WEIGHTS��5_18
OBSTACLE TAKEOFF DISTANCE��5_20
TAKEOFF RATE OF CLIMB��5_23
TAKEOFF CLIMB GRADIENT��5_25
EN ROUTE RATE OF CLIMB��5_27
EN ROUTE CLIMB GRADIENT��5_29
TIME, FUEL, AND DISTANCE TO CLIMB��5_31
FUEL CONSERVATION��5_32
FUEL RANGE RING�� 5_32
CRUISE PERFORMANCE��5_32
CRUISE PERFORMANCE (Pressure Altitude SEA LEVEL)�� 5_33
CRUISE PERFORMANCE (Pressure Altitude 1,000 FT)�� 5_34

® ®
Section 5
PERFORMANCE 100 SERIES

MAXIMUM LANDING WEIGHTS��5_58
RANGE AND ENDURANCE PROFILES��5_60
TIME, FUEL, AND DISTANCE TO DESCEND��5_62
BALKED LANDINGS��5_63
Performance
BALKED LANDING RATE OF CLIMB�� 5_63

BALKED LANDING CLIMB GRADIENT�� 5_65
OBSTACLE LANDING DISTANCE��5_67

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

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

Profile charts includes the required IFR fuel reserve of 45 minutes, at the
specified cruise power setting and altitude. When compiling information
for preflight planning, it is important to be aware of conditions, which may
affect airplane performance such as engine and propeller condition, along
with turbulent weather conditions.
Various graphs include notes concerning the approximate effects of
operating the engine with the inertial separator in BYPASS mode. The
Performance
degree of effect on performance will vary, depending upon airspeed,
temperature, and altitude. At lower altitudes, where engine power will
normally be limited by the maximum torque limits, the effect of operating
with the inertial separator in BYPASS will normally be less.
FLIGHT PLANNING
The performance tables in this section provide sufficient information to
facilitate a reasonably accurate calculations of performance data when
considering different variables. Reasonable preflight planning accuracy
can be attained from the performance numbers if conservative values are
selected from the detailed information provided in the tables. However,
variations in engine and propeller condition, air turbulence, and other
variables encountered during a particular flight may account for variations
of 10% or more in range and endurance.
NOTE: Various tables throughout this section will contain blue

numbers, which indicate performance with Air Conditioning ON, while
black numbers indicate performance with Air Conditioning OFF. Air
Conditioning may be abbreviated as “AC”.

® ®
Section 5
5-2 AIRSPEED CALIBRATION

Conditions:
Power for level flight or maximum power for descent, whichever is less.
Weight......................................................................................................................7,255 LB
Example:
Flaps...................................................................................................................................... 0°
Indicated Airspeed.............................................................................................140 KIAS
Calibrated Airspeed.......................................................................................... 141 KCAS
NOTE:
• Indicated airspeed values assume zero instrument error.
• KIAS = Knots Indicated Airspeed
• KCAS = Knots Calibrated Airspeed
• Where airspeeds have been replaced by shaded areas, the airspeed
would either be below the maximum weight stall speed or above
the maximum approved operating limits speed for the aircraft
configuration.
KCAS
KIAS
Flaps 0° Flaps 10° Flaps 20° Flaps 35°
60 69 63 63
70 78 73 72 72
80 81 80 82 82
Performance
90 91 90 91 92
100 100 100 100 101
110 110 111 110
120 120 121 120
130 130 131
140 141
150 151
160 162
170 171
180 179
Table 5–1: Airspeed Calibration

® ®
Section 5
5-3 ALTITUDE CORRECTION
Conditions:
Power for level flight or maximum power for descent, whichever is less.
Weight......................................................................................................................7,255 LB
Example:
Flaps...................................................................................................................................... 0°
Indicated Airspeed.............................................................................................100 KIAS
Desired Altitude................................................................................................. 10,000 FT
Altitude Correction.................................................................................................. -11 FT
Altitude to Fly: 9,989 FT
NOTE:
• Indicated airspeed values assume zero instrument error.
• KIAS = Knots Indicated Airspeed
• Where airspeeds have been replaced by shaded areas, the airspeed
would either be below the maximum weight stall speed or above
the maximum approved operating limits speed for the aircraft
configuration.
PRESS CORRECTION TO BE ADDED

FLAPS ALT. NORMAL STATIC SOURCE–KIAS
(FEET) 60 80 100 120 140 160 180
S. L. +7 -9 +1 +8 +2 -24
Performance
0° 10,000 +10 -11 +2 +10 +3 -38
20,000 +18 -20 +3 +18 +4 -62
S. L. +7 +1 +3 +7
10° 10,000 +8 +1 +3 +8
20,000 +9 +1 +4 +9
S. L. +11 -2 0
20° 10,000 +13 -2 0
20,000 +17 -3 0
S. L. +12 +10 +8
35° 10,000 +14 +12 +9
20,000 +18 +15 +10
Table 5–2: Altitude Correction

® ®
Section 5
5-4 OUTSIDE AIR TEMPERATURE

For ISA Conditions
Conditions:
Pressure Altitude..................................................................................................8,000 FT
Outside Air Temperature...........................................................................................48°F
ISA Condition: ISA + 10°C
PRESS ISA ISA ISA ISA ISA

ISA
ALT. -40°C -20°C +10°C +20°C +35°C
(FEET) °C °F °C °F °C °F °C °F °C °F °C °F
S. L. -25 -13 -5 23 15 59 25 77 35 95 50 122
2,000 -29 -20 -9 16 11 52 21 70 31 88 46 115
4,000 -33 -27 -13 9 7 45 17 63 27 81 42 108
6,000 -37 -34 -17 2 3 38 13 56 23 74 38 101
8,000 -41 -42 -21 -6 -1 30 10 48 20 66 34 93
10,000 -45 -49 -25 -13 -5 23 5 41 15 59 30 86
12,000 -49 -56 -29 -20 -9 16 1 34 11 52 26 79
14,000 -53 -63 -33 -27 -13 9 -3 27 7 45 22 72

Performance
16,000 -57 -71 -37 -34 -17 2 -7 20 3 38 18 65
18,000 -61 -45 -41 -25 -21 -5 -11 5 -1 15 14 58
20,000 -65 -52 -45 -32 -25 -12 -15 -2 -5 8 10 51
22,000 -69 -59 -49 -39 -29 -19 -19 -9 -9 1 6 44
24,000 -73 -67 -53 -47 -33 -27 -23 -17 -13 -7 2 36
25,000 -77 -70 -57 -50 -37 -30 -27 -20 -17 -10 -2 33
Table 5–3: Outside Air Temperature for ISA Conditions

® ®
Section 5
TEMPERATURE CONVERSION CHART
TEMP TO TEMP TO TEMP TO

CONVERT CONVERT CONVERT
°C or °F °C or °F °C or °F
• To convert from degrees °C < > °F °C < > °F °C < > °F
Celsius (°C) to degrees
Fahrenheit (°F), locate, -50 -58 -72 -17 2 36 17 62 144
in the shaded columns, -49 -56 -69 -16 4 39 18 64 147
the number representing
the temperature value in -48 -54 -65 -14 6 43 19 66 151
degrees Celsius (°C) to be -47 -52 -62 -13 8 46 20 68 154
converted. The equivalent
temperature in degrees -46 -50 -58 -12 10 50 21 70 158
Fahrenheit is read to the -44 -48 -54 -11 12 54 22 72 162
right.
-43 -46 -51 -10 14 57 23 74 165
Example: 38°C = 100°F
-42 -44 -47 -9 16 61 24 76 169
• To convert from degrees -41 -42 -44 -8 18 64 26 78 172
Fahrenheit (°F) to degrees -40 -40 -40 -7 20 68 27 80 172
Celsius (°C), locate, in
the shaded columns, the -39 -38 -36 -6 22 72 28 82 180
number representing -38 -36 -33 -4 24 75 29 84 183
the temperature value in
degrees Fahrenheit (°F) -37 -34 -29 -3 26 79 30 86 187
to be converted. The -36 -32 -26 -2 28 82 31 88 190
equivalent temperature in
degrees Celsius is read to -34 -30 -22 -1 30 86 32 90 194
the left. -33 -28 -18 0 32 90 33 92 198
Performance
• Example: 38°F = 3°C -32 -26 -15 1 34 93 34 94 201
-31 -24 -11 2 36 97 36 96 205
-30 -22 -8 3 38 100 37 98 208
-29 -20 -4 4 40 104 38 100 212
-28 -18 0 6 42 108 39 102 216
-27 -16 3 7 44 111 40 104 219
-26 -14 7 8 46 115 41 106 223
-24 -12 10 9 48 118 42 108 226
-23 -10 14 10 50 122 43 110 230
-22 -8 18 11 52 126 44 112 234
-21 -6 21 12 54 129 46 114 237
-20 -4 25 13 56 133 47 116 241
-19 -2 28 14 58 136 48 118 244
-18 0 32 16 60 140 49 120 248
Table 5–4: Temperature Conversion Chart

® ®
Section 5
5-5 STALL SPEEDS

Conditions:
C.G.............................................................................................................................Forward
Power............................................................................................................................... IDLE
Bank Angle.................................................................................................................Noted
Example:
Weight......................................................................................................................7,255 LB
Flaps........................................................................................................................................0
Bank Angle........................................................................................................................ 30
C.G.............................................................................................................................Forward
Stall Speed: 65 KIAS / 82 KCAS
NOTE:
• Maximum altitude loss during a wings level stall is approximately 500
feet.
• KIAS values are approximate and may not be accurate at stall.
BANK STALL SPEEDS

WEIGHT ANGLE FLAPS 0° FLAPS 10° FLAPS 20° FLAPS 35°
(DEG.) KIAS KCAS KIAS KCAS KIAS KCAS KIAS KCAS
0 61 77 51 66 48 61 46 60
7,255 30 65 82 55 70 51 66 49 64
LB 45 73 91 61 78 57 73 55 71
Performance
60 86 108 72 92 68 87 65 85
0 59 74 49 63 46 59 44 58
6,690 30 63 79 52 67 49 63 47 62
LB 45 70 87 58 75 55 70 53 69
60 83 104 69 89 65 83 62 81
0 55 70 46 60 44 56 42 55
6,000 30 59 74 50 64 47 60 45 58
LB 45 66 83 55 71 52 66 50 65
60 78 98 65 84 62 79 59 77
0 51 64 42 54 40 51 38 50
5,000 30 54 68 45 58 43 55 41 53
LB 45 60 76 50 65 47 61 45 59
60 71 90 60 77 56 72 54 70
Table 5–5: Stall Speeds

® ®
Section 5
5-6 WIND COMPONENTS
(Refer to the figure on the following page.)
Conditions:
Runway Heading............................................................................................................10°
Wind Direction and Velocity............................................................... 70° @ 25 knots
Example:
Angle Between Wind Direction and Flight Path.................................................60°
Crosswind Component..................................................................................... 21 knots
Headwind Component..................................................................................... 12 knots
NOTE: The maximum demonstrated crosswind is 21 knots. This value is

not limiting.
Performance

® ®
Section 5
1800
1700 TORQUE LIMIT, 1670 LBFT
1600
PERATURE, -54°C
1500 SEA LEVEL
5000
1400
MINIMUM APPROVED TEMP
10000
1300
TORQUE - LBFT
1200
15000
1100
1000 20000
900
25000
800
PRESSURE
700 ALTITUDE - FT MAXIMUM APPROVED
TEMPERATURE, ISA + 35°C
IPS NORMAL
600
IPS BYPASS
500
-70 -60 -50 -40 -30 -20 -10 0 10 20 30 40 50 60
OUTSIDE AIR TEMPERATURE - °C
Performance
Figure 5-1: Wind Components

® ®
Section 5
5-7 MAXIMUM ENGINE TORQUES
MAXIMUM ENGINE TORQUE FOR TAKEOFF
Conditions:
• 2200 RPM • 60 KIAS • Inertial Separator—Normal
NOTE:
• Torque increases approximately 30 FT-LB during takeoff ground roll.
• Torque on this chart shall be achieved without exceeding 790°C ITT or
101.6% Ng
• With the takeoff power setting specified below the 1790 FT-LB limit,
decrease the takeoff torque setting for each system as follows:
Condition Power Reduction
Inertial Separator in BYPASS 50 FT-LB
Bleed Air Heat ON 30 FT-LB
Pitot or Stall Heat ON 10 FT-LB
Electric Cabin Heat ON 20 FT-LB
Air Conditioning ON 70 FT-LB
1900
TEMPERATURE, -54°C
MINIMUM APPROVED
TORQUE LIMIT - 1790 FT–LB

1800
SEA LEVEL
Performance
1700 2000
4000
1600 6000
TORQUE - FT–LB
8000
1500
10000
1400
PRESSURE 12000
ALTITUDE - FT
1300
1200
1100 MAX APPROVED

TEMPERATURE,
ISA + 35°C
1000
-70 -60 -50 -40 -30 -20 -10 0 10 20 30 40 50 60
Figure 5-2: Maximum Torque for Takeoff

® ®
Section 5
MAXIMUM ENGINE TORQUE FOR CLIMB

Conditions:
• 2200 RPM • 101 KIAS
• Inertial Separator–Normal (Solid BLUE Line), BYPASS (Dashed GREEN
Line)
NOTE:
• Torque shall be achieved without exceeding 765°C ITT or 101.6% Ng.
• When climb performance is not critical, use of an initial climb ITT
setting of 740°C is recommended if torque and Ng limits are also
observed.
• With the climb power setting specified below the 1670 FT‑LB limit,
decrease the climb torque setting for each system as follows:
Inertial Separator in BYPASS Sea Level: 140 FT-LB / Higher Altitudes: See Below
Below 15,000 FT: 40 FT-LB
Bleed Air Heat ON
15,000 FT or Above: 60 FT-LB
1800
1700 TORQUE LIMIT, 1670 FT-LB
1600
PERATURE, -54°C
Performance
1500 SEA LEVEL
5000
1400
MINIMUM APPROVED TEMP
10000
1300
TORQUE, FT-LB
1200
15000
1100
1000 20000
900
25000
800
PRESSURE
700 ALTITUDE - FT MAXIMUM APPROVED
IPS NORMAL
600
IPS BYPASS
500
-70 -60 -50 -40 -30 -20 -10 0 10 20 30 40 50 60
Figure 5-3: Maximum Engine Torque for Climb*

* An alternate method, in lieu of using this chart, is to maintain power at or
below maximum continuous. (All engine gauges in green arc.)

® ®
Section 5
MAXIMUM ENGINE TORQUE FOR CRUISE (120 KIAS)
Conditions:
NOTE:
• With the cruise power setting specified below the 1670 FT-LB limit,
decrease the cruise torque setting for each system as follows:
Bleed Air Heat ON
1800
1600
ERATURE, -54°C
SEA LEVEL
1500
5000
Performance
1400
MINIMUM APPROVED TEMPE
10000
1300
TORQUE - FT-LB
1200 15000
1100
20000
1000
900
25000
800
PRESSURE
ALTITUDE - FT MAXIMUM APPROVED
700 TEMPERATURE, ISA + 35°C
600
500
-70 -60 -50 -40 -30 -20 -10 0 10 20 30 40 50 60
Figure 5-4: Maximum Engine Torque for Cruise (120 KIAS)

® ®
Section 5

Conditions:
NOTE:
Bleed Air Heat ON
1800
1600
RATURE, -54°C
QUE - FT-LB
SEA LEVEL
1500
5000
Performance
MINIMUM APPROVED TEMPER

TORQ
1400
10000
1300
1200 15000
1100
20000
1000
900
25000
800
PRESSURE
MAXIMUM APPROVED
700 ALTITUDE - FT
600
500
-70 -60 -50 -40 -30 -20 -10 0 10 20 30 40 50 60

® ®
Section 5
Conditions:
NOTE:
Bleed Air Heat ON
1800
TORQUE LIMIT, 1670 FT-LB

1700
MPERATURE, -54°C
1600
SEA LEVEL
QUE - FT-LB
1500
5000
Performance
1400
MINIMUM APPROVED TEM
TORQ
10000
1300
15000
1200
1100
20000
1000
900 25000
800
PRESSURE
MAXIMUM APPROVED
ALTITUDE - FT
700 TEMPERATURE, ISA + 35°C
600
500
-70 -60 -50 -40 -30 -20 -10 0 10 20 30 40 50 60

® ®
Section 5
5-8 AX GENERATOR POWER DURING GROUND

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

(Air Conditioning ON)

® ®
Section 5
5-9 AX GENERATOR POWER DURING FLIGHT
M
OPERATIONS (AC ON)
Example:
Pressure Altitude............................................................................................... 11,000 FT
Gen Amps....................................................................................................................300 A
Minimum Ng..................................................................................................................75%
Performance
Figure 5-8: Maximum Generator Power Demands for Flight Operations
(Air Conditioning ON)

® ®
Section 5
5-10 MAXIMUM TAKEOFF WEIGHTS

(Refer to the table on the following page.)
Conditions: Climb Speed—Vy

• Maximum Takeoff Power Altitude
(KIAS)
• Flaps 20°
S. L. 88
2,000 88
4,000 87
6,000 86
8,000 84
10,000 83
12,000 82
NOTE:
• These weights assure the availability of a steady gradient of climb of
at least 243 FT/NM with the flaps at 20°.
• Dashed entries correspond to outside air temperatures beyond the
aircraft operating limits.
• Yellow shaded areas correspond to weight limits below the maximum
takeoff weight.
Performance
NOTE: For temperatures below 9°C (48°F) and altitudes below 6,000 ft, the
takeoff weight limit is 7,255 lb.
NOTE: Blue numbers indicate performance with Air Conditioning ON,

black numbers indicate performance with Air Conditioning OFF.

® ®
Section 5
OAT OAT PRESSURE ALTITUDE (FEET)

(°C) (°F) 6,000 7,000 8,000 9,000 10,000 11,000 12,000
7,255
9 48 7,255 7,255 7,255 7,255 7,255 7,255
7,170
7,255
11 52 7,255 7,255 7,255 7,255 7,255 7,255
7,050
7,255
13 55 7,255 7,255 7,255 7,255 7,255 7,255
6,932
7,255 7,159
15 59 7,255 7,255 7,255 7,255 7,255
7,174 6,809
7,255 7,037
17 63 7,255 7,255 7,255 7,255 7,255
7,044 6,682
7,255 6,912
19 66 7,255 7,255 7,255 7,255 7,255
6,916 6,551
7,255 7,139 6,784
21 70 7,255 7,255 7,255 7,255
7,135 6,783 6,415
7,255 7,007 6,650
23 73 7,255 7,255 7,255 7,255
6,998 6,643 6,271
7,255 7,182 6,872 6,511
25 77 7,255 7,255 7,255
7,200 6,853 6,498 6,121
Performance
7,255 7,041 6,733 6,368
27 81 7,255 7,255 7,255
7,048 6,705 6,348 5,967
7,255 6,899 6,590
29 84 7,255 7,255 7,255 —
6,898 6,551 6,193
7,255 7,123 6,750
31 88 7,255 7,255 — —
7,072 6,740 6,392
7,255 6,970
33 91 7,255 7,255 — — —
6,904 6,577
7,255 7,123
35 95 7,255 — — — —
7,071 6,728
7,255
37 99 7,255 — — — — —
6,885
7,255
39 102 — — — — — —
7,060
Table 5–6: Maximum Takeoff Weight

® ®
Section 5
5-11 OBSTACLE TAKEOFF DISTANCE

(Refer to the tables on the following pages.)
Conditions:
Winds............................................................................................................................... Zero
Runway..........................................................................................Paved, Level, and Dry
Flaps....................................................................................................................................20°
Power................................................................ Maximum Torque (per "Figure 5-2")
Propeller.............................................................................................................. 2200 RPM
Inertial Air Particle Separator............................................................................ Normal
Example: Results:
Outside Air Temperature.................20°C Rotation Speed.............................60 KIAS
Weight............................................ 7,255 lb 50 Foot Obstacle Speed............73 KIAS
Field Pressure Altitude...................2,000 Takeoff Ground Roll....................1,022 ft
Headwind Component............12 knots Total Distance Over
Runway................ Paved, Level, and Dry 50 Foot Obstacle..........................1,572 ft
Propeller.....................................2200 RPM
NOTE:
• Obstacle takeoff technique utilized as outlined in "Section 4".
• Rotation initiated at stall speed.
• Decrease distances 10% for each 12 knots of headwind. For operation in
tailwinds up to 10 knots, increase distances by 10% for each 2 knots.
• For operation on a hard, dry, grass runway, increase distances by 20% of
the "ground roll" calculation.
• With takeoff power set below the torque limit, increase both ground roll
and total distances by 1%, for the inertial separator system in bypass.
• For operation in air colder than this table provides, use the coldest data
Performance
for takeoff distances.

• For operation in air warmer than this table provides, use extreme
caution.
• Dashed entries indicate atmospheric temperatures beyond the aircraft
operating limits.
• For each 1% of upsloped runway (up to 3% grade), increase the table
distances by:
22% of the ground roll distance at Sea Level to 4,999 feet.
30% of the ground roll distance at 5,000 to 9,999 feet.
43% of the ground roll distance at 10,000 feet or above.
• For each 1% of downsloped runway, decrease the table distances by:
7% of the ground roll distance at Sea Level to 4,999 feet.
10% of the ground roll distance at 5,000 to 9,999 feet.
14% of the ground roll distance at 10,000 feet or above.
• When Air Conditioning is ON, and takeoff power is set below the torque
limit, increase ground roll by 6.1% and total distance by 6.7%.
NOTE: Red shaded areas represent data at temperatures greater than the
maximum approved operating OAT, but may be used for the purpose of
interpolating.

Press 0°C (32°F) 10°C (50°F) 20°C (68°F) 30° C (86°F) 40°C (104°F) 50°C (122°F)
WT Alt Ground Total Feet to Ground Total Feet to Ground Total Feet to Ground Total Feet to Ground Total Feet to Ground Total Feet to
(LB) (FT) Roll (FT) Clear 50' OBS Roll (FT) Clear 50' OBS Roll (FT) Clear 50' OBS Roll (FT) Clear 50' OBS Roll (FT) Clear 50' OBS Roll (FT) Clear 50' OBS
S. L. 852 1353 906 1429 961 1506 1097 1720 1275 2002 1508 2376
1000 899 1412 956 1491 1040 1615 1197 1860 1396 2173 1656 2588
2000 950 1473 1010 1556 1135 1747 1308 2015 1526 2355 1809 2802
3000 1003 1538 1085 1655 1241 1893 1433 2187 1673 2559 1985 3047
4000 1061 1607 1187 1795 1358 2052 1568 2372 1833 2779 2179 3317
®
5000 1148 1722 1300 1948 1485 2223 1714 2569 2007 3015 — —
7,255 6000 1260 1872 1423 2113 1625 2410 1879 2790 2210 3292 — —
Pilot’s Operating Handbook

7000 1379 2032 1559 2292 1782 2619 2065 3040 2440 3603 — —
8000 1513 2208 1713 2496 1960 2856 2273 3315 2684 3927 — —
9000 1663 2404 1886 2723 2158 3115 2500 3614 2943 4266 — —
100 S E R I E S
10000 1826 2615 2072 2964 2375 3397 2757 3949 — — — —

®
11000 2010 2852 2290 3246 2619 3712 3056 4337 — — — —

12000 2215 3113 2527 3548 2893 4063 3377 4750 — — — —
S. L. 520 843 553 891 586 938 670 1072 778 1248 920 1481
1000 549 880 583 929 635 1006 730 1159 852 1354 1011 1613
2000 580 918 616 970 693 1089 799 1256 931 1468 1104 1747
3000 612 959 662 1031 757 1179 874 1363 1021 1595 1211 1899
4000 647 1001 725 1118 829 1279 957 1478 1119 1732 1330 2067
5000 701 1073 793 1214 906 1385 1046 1601 1225 1879 — —
6,000 6000 769 1167 869 1316 991 1502 1147 1739 1349 2051 — —
7000 842 1266 951 1428 1087 1632 1260 1894 1489 2245 — —
8000 923 1376 1045 1555 1196 1779 1387 2066 1638 2447 — —
9000 1015 1498 1151 1696 1317 1941 1526 2251 1796 2658 — —
10000 1115 1629 1265 1847 1449 2116 1683 2460 — — — —
11000 1227 1777 1398 2022 1598 2312 1865 2702 — — — —
12000 1352 1940 1542 2210 1766 2531 2061 2959 — — — —
Table 5–7: Obstacle Takeoff Distance

5_21
PERFORMANCE
Section 5
Performance
Performance
Press 0°C (32°F) 10°C (50°F) 20°C (68°F) 30°C (86°F) 40°C (104°F) 50°C (122°F)
WT
5_22
Alt Ground Total Feet to Ground Total Feet to Ground Total Feet to Ground Total Feet to Ground Total Feet to Ground Total Feet to
(LB) (FT) Roll (FT) Clear 50' OBS Roll (FT) Clear 50' OBS Roll (FT) Clear 50' OBS Roll (FT) Clear 50' OBS Roll (FT) Clear 50' OBS Roll (FT) Clear 50' OBS
Section 5
S. L. 324 536 344 566 365 597 417 681 484 793 573 942
1000 342 560 363 591 395 640 455 737 530 861 629 1026
PERFORMANCE
2000 361 584 384 616 431 692 497 798 580 933 687 1110
3000 381 609 412 655 471 750 544 866 636 1014 754 1207
4000 403 636 451 711 516 813 596 939 696 1101 828 1314
5000 436 682 494 771 564 880 651 1017 763 1194 — —
5,000 6000 478 741 541 836 617 954 714 1105 840 1304 — —
7000 524 804 592 908 677 1037 785 1204 927 1427 — —
8000 575 874 651 988 745 1130 863 1312 1020 1555 — —
9000 632 952 716 1078 820 1233 950 1430 1118 1689 — —
10000 694 1035 787 1173 902 1345 1047 1563 — — — —
11000 764 1129 870 1285 995 1469 1161 1717 — — — —
12000 842 1232 960 1404 1099 1608 1283 1880 — — — —
S. L. 181 309 193 326 204 343 233 392 271 456 321 541

1000 191 322 203 340 221 368 255 423 297 495 352 590
2000 202 336 215 354 241 398 278 459 325 536 385 638
3000 213 350 231 377 264 431 305 498 356 583 422 694
4000 226 366 253 408 289 467 333 540 390 633 463 756
5000 244 392 276 443 316 506 365 585 427 686 — —
4,000 6000 268 426 303 481 345 548 400 635 470 749 — —
7000 293 462 332 522 379 596 439 692 519 820 — —
8000 322 502 364 568 417 650 483 754 571 894 — —
®
9000 354 547 401 619 459 709 532 822 626 1175 — —
10000 388 595 441 674 505 773 586 898 — — — —
11000 427 649 487 738 557 844 650 986 — — — —
12000 471 708 537 807 615 924 718 1080 — — — —
100 SERIES
Table 5–7 (continued): Obstacle Takeoff Distance

®
® ®
Section 5
5-12 TAKEOFF RATE OF CLIMB
(Refer to the tables on the following page.)
Conditions:
Flaps....................................................................................................................................20°
Power.....................................................................................................Maximum Takeoff
Inertial Separator.................................................................................................. Normal
Airspeed..............................................................................................................................Vy
Air Conditioning............................................................................................................. Off
Example:
Outside Air Temp......................................................................................................... 20°C
Weight......................................................................................................................7,255 LB
Pressure Altitude........................................................................................ 4,000 FT MSL
Climb Airspeed: 87 KIAS
Rate of Climb: 991 FT/MIN
NOTE:
• Do not exceed the placarded maximum takeoff torque, ITT (790°C)
and Ng (101.6%) limits, or the charted max takeoff torque.
• This power setting is time limited to 5 minutes.

Performance
interpolating.

® ®
Section 5
7,255 POUNDS WEIGHT 6,000 POUNDS WEIGHT

PRESS CLIMB RATE OF CLIMB – FPM PRESS CLIMB RATE OF CLIMB – FPM
ALT SPEED -20°C 0°C 20°C 40°C 50°C ALT SPEED -20°C 0°C 20°C 40°C 50°C
FT KIAS (-4°F) (32°F) (68°F) (104°F) (122°F) FT KIAS (-4°F) (32°F) (68°F) (104°F) (122°F)
932 692 1349 1062
S. L. 88 1383 1364 1332 S. L. 88 1872 1856 1825
844 598 1242 948
1170 762 527 1638 1151 872
2000 88 1364 1333 2000 88 1857 1827
1078 657 404 1527 1025 723
991 595 366 1432 960 688
4000 87 1333 1298 4000 87 1829 1794
907 502 268 1330 848 568
1130 826 434 1603 1244 778
6000 86 1296 — 6000 86 1795 —
1044 728 323 1498 1125 644
1176 952 655 276 1664 1403 1052 602
8000 84 — 8000 84 —
1108 871 566 177 1582 1304 945 483
999 775 485 125 1464 1202 862 436
10000 83 — 10000 83 —
924 682 384 9 1373 1090 739 295
821 597 317 -35 1261 1001 672 257
12000 82 — 12000 82 —
748 513 225 -139 1173 899 561 131

Performance
1794 1453 2422 1999

S. L. 88 2404 2391 2360 S. L. 88 3166 3157 3123
1667 1315 2263 1827
2143 1564 1232 2859 2142 1730
2000 88 2392 2363 2000 88 3159 3129
2009 1413 1053 2692 1953 1506
1903 1343 1019 2568 1874 1473
4000 87 2366 2331 4000 87 3133 3097
1781 1209 876 2415 1707 1293
2111 1687 1135 2831 2307 1624
6000 86 2335 — 6000 86 3104 —
1986 1545 973 2674 2130 1422
2188 1882 1469 936 2931 2557 2047 1388
8000 84 — 8000 84 —
2090 1764 1340 792 2808 2408 1886 1209
1960 1654 1253 749 2657 2283 1789 1167
10000 83 — 10000 83 —
1851 1519 1106 580 2521 2115 1605 955
1727 1423 1036 545 2377 2005 1529 924
12000 82 — 12000 82 —
1621 1300 902 395 2244 1852 1363 736
Table 5–8: Takeoff Rate of Climb

® ®
Section 5
5-13 TAKEOFF CLIMB GRADIENT
Conditions:
Flaps....................................................................................................................................20°
Power.....................................................................................................Maximum Takeoff
Airspeed..............................................................................................................................Vy
Winds............................................................................................................................... Zero
Air Conditioning........................................................................................................... OFF
Example:
Weight......................................................................................................................7,255 LB
Climb Gradient: 479 FT/NM
NOTE:
• Do not exceed the maximum climb power torque, ITT, and Ng limits.
• This table represents the gain in altitude for the horizontal distance
traveled and is expressed as feet per Nautical Mile.

Performance
interpolating.

® ®
Section 5

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

PRESS CLIMB CLIMB GRADIENT – FT/NM PRESS CLIMB CLIMB GRADIENT – FT/NM
Performance
1184 938 1624 1304

S. L. 88 1807 1724 1636 S. L. 88 2461 2347 2227
1097 847 1510 1187
1427 995 767 1947 1378 1085
2000 88 1736 1645 2000 88 2365 2240
1334 896 654 1823 1251 941
1223 826 615 1678 1163 893
4000 87 1663 1571 4000 87 2267 2142
1141 742 527 1571 1056 782
1379 1053 680 1889 1459 979
6000 86 1598 — 6000 86 2182 —
1294 962 582 1775 1341 855
1466 1203 899 550 2011 1662 1265 820
8000 84 — 8000 84 —
1396 1125 818 465 1918 1559 1162 713
1279 1031 749 431 1767 1442 1078 674
10000 83 — 10000 83 —
1205 945 660 333 1670 1331 965 551
1089 859 600 305 1521 1222 892 518
12000 82 — 12000 82 —
1020 784 522 220 1431 1126 793 412
Table 5–9: Takeoff Climb Gradient

® ®
Section 5
5-14 EN ROUTE RATE OF CLIMB
Conditions:
Flaps...................................................................................................................................... 0°
Power....................................................................................................... Maximum Climb
Airspeed.......................................................................................................................Vclimb
MAXIMUM CLIMB POWER - FLAPS 0°
Example:
Outside Air Temp............................................................................................................0°C
Weight......................................................................................................................7,255 LB
NOTE:
• Do not exceed the placarded maximum climb torque, ITT (765°C)
and Ng (101.6%) limits, or the charted max climb torque from
"Figure 5-3".
• For operation in temperatures colder than provided in this table, use
the coldest data shown.
• For operation in temperatures warmer than provided in this table, use
extreme caution.
Performance
aircraft operating limits, or appreciable rate of climb for the weight
shown cannot be expected.


Performance
5_28
CLIMB RATE OF CLIMB - FPM CLIMB RATE OF CLIMB - FPM
PRESS PRESS
Section 5
SPEED -40°C -20°C 0°C 20°C 40°C 50°C SPEED -40°C -20°C 0°C 20°C 40°C 50°C
ALT FT ALT FT
KIAS (-40°F) (-4°F) (32°F) (68°F) (104°F) (122°F) KIAS (-40°F) (-4°F) (32°F) (68°F) (104°F) (122°F)
1246 727 454 1691 1070 743
PERFORMANCE
S. L. 101 1490 1482 1465 S. L. 101 1966 1963 1950

1134 599 318 1556 916 579
1444 1435 1243 815 327 1926 1923 1697 1188 605
5000 101 — 5000 101 —
1407 1395 1093 645 122 1881 1874 1516 981 357
1333 1104 788 391 1809 1540 1167 694
10000 101 — — 10000 101 — —
1232 994 673 262 1687 1408 1028 538
872 636 323 1272 996 625 158
15000 101 — — — 15000 101 — —
739 488 163 1111 816 433 —
410 173 735 458 102
20000 101 — — — — 20000 101 — — —
294 48 595 308 —
193
25000 101 — — — — — — 25000 101 — — — — —
28

PRESS PRESS
ALT FT ALT FT
2175 1435 1046 2869 1949 1465
S. L. 101 2490 2492 2481 S. L. 101 3246 3254 3246
2013 1250 849 2667 1718 1218
2455 2457 2192 1585 891 3215 3224 2898 2146 1283
Table 5–10: Enroute Rate of Climb

5000 101 — 5000 101 —
2400 2398 1974 1338 594 3146 3150 2626 1836 911
2328 2012 1570 1008 3070 2682 2136 1440
10000 101 — — 10000 101 — —
2181 1853 1403 821 2886 2483 1927 1206
®
1698 1374 937 383 2299 1902 1362 677

15000 101 — — 15000 101 — —
1506 1158 706 100 2058 1632 1073 323
1072 748 328 1534 1137 620
20000 101 — — — 20000 101 — — —
904 567 129 1324 912 372
441 142 766 401
25000 101 — — — — 25000 101 — — — —
244 — 520 100
100 SERIES

®
® ®
Section 5
5-15 EN ROUTE CLIMB GRADIENT
Conditions:
Flaps...................................................................................................................................... 0°
Airspeed.......................................................................................................................Vclimb
MAXIMUM CLIMB POWER – FLAPS 0°
Example:
Outside Air Temp............................................................................................................0°C
Weight......................................................................................................................7,255 LB
NOTE: Dashed entries correspond to outside air temperatures beyond the

aircraft's operating limits, or an appreciable climb gradient for the weight

Performance

Performance
5_30
CLIMB CLIMB GRADIENT – FT/NM CLIMB CLIMB GRADIENT – FT/NM
PRESS PRESS
Section 5
ALT FT ALT FT
737 414 254 1006 611 417
PERFORMANCE
S. L. 101 994 948 901 S. L. 101 1325 1267 1209

670 341 178 924 522 324
877 835 694 438 170 1179 1128 953 640 314
5000 101 — 5000 101 —
853 811 610 346 63 1150 1098 850 528 185
733 581 399 190 1001 814 592 338
10000 101 — — 10000 101 — —
677 523 340 127 932 743 520 262
432 303 148 632 474 286 70
15000 101 — — — 15000 101 — —
366 232 75 552 388 198 —
183 74 329 196 42
20000 101 — — — — 20000 101 — — —
131 21 266 132 —
77
25000 101 — — — — — — 25000 101 — — — — —
11

CLIMB CLIMB GRADIENT – FT/NM CLIMB CLIMB GRADIENT – FT/NM
PRESS PRESS
ALT FT ALT FT
1307 823 588 1754 1126 827
S. L. 101 1703 1630 1558 S. L. 101 2284 2185 2088
1205 715 476 1621 989 686
1520 1456 1241 858 463 2036 1952 1667 1170 669
5000 101 — 5000 101 —
1484 1419 1114 722 308 1988 1902 1501 997 474
Table 5–11: En Route Climb Gradient

1300 1070 799 493 1744 1444 1095 706
10000 101 — — 10000 101 — —
1214 984 713 401 1632 1332 985 590
®
848 656 429 169 1158 913 626 299

15000 101 — — 15000 101 — —
750 552 323 44 1033 781 492 142
480 321 135 689 489 256
20000 101 — — — 20000 101 — — —
404 243 53 594 391 153
177 55 308 154
25000 101 — — — — 25000 101 — — — —
98 — 209 38
100 SERIES

®
® ®
Section 5
5-16 TIME, FUEL, AND DISTANCE TO CLIMB
Conditions:
Weight......................................................................................................................7,255 LB
Flaps...................................................................................................................................... 0°
Power..........................................................................................Maximum Climb Power
Airspeed.......................................................................................................................Vclimb
Winds............................................................................................................................... Zero
NOTE:
• Taxi Fuel: Add 50 pounds of fuel for start, taxi, and takeoff.
• Temperature: Add 10% to calculated values for each 10°C above
standard.
Press ISA Climb Rate of Time, Fuel, & Distance –from Sea Level
Alt OAT Speed Climb Time Fuel Distance
(FT) (°C) (KIAS) (FPM) (MIN) (LB) (NM)
S. L. 15 101 1371 0 0 0
5000 5 101 1141 4.0 26.4 7.0
10000 -5 101 874 9.9 59.6 18.8
15000 -15 101 563 20.9 111.0 42.7
20000 -25 101 238 49.9 229.7 110.9
Performance
25000 -35 101 -102 367.6 1470.6 889.1
Table 5–12: Time, Fuel, and Distance to Climb

® ®
Section 5
5-17 FUEL CONSERVATION

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

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

2200 RPM 2000 RPM 2200 RPM 2000 RPM
FUEL FUEL FUEL FUEL
TRQ TAS TRQ TAS TRQ TAS TRQ TAS
PWR PWR PWR PWR
FT-LB FLOW KTS FT-LB FLOW KTS FT-LB FLOW KTS FT-LB FLOW KTS
TEMP °C (°F)
TEMP °C (°F)
PPH PPH PPH PPH
50 (122) 100% 1130 332 146 100% 1240 332 149 0 (32) 100% 1670 416 166 100% 1840 422 167
Rng 1020 313 139 Rng 1070 304 138 75% 1250 341 145 75% 1380 343 148
75% 850 284 122 75% 930 283 127 Rng 1170 327 140 65% 1190 313 138
65% 730 264 106 65% 810 264 115 65% 1090 313 134 Rng 1010 285 127
Conditions:
End 660 252 77 End 680 243 86 End 660 241 70 End 660 230 72
®
40 (104) 100% 1270 354 154 100% 1400 355 156 -10 (14) 100% 1670 414 163 100% 1840 421 165
Rng 1040 314 139 Rng 1080 305 138 75% 1250 339 143 75% 1380 341 146

75% 960 300 131 75% 1050 300 135 65% 1090 310 131 65% 1190 311 136
65% 830 278 117 65% 910 278 124 Rng 1050 304 129 Rng 1030 285 126
End 660 250 76 End 680 241 83 End 670 240 70 End 660 227 70
100 S E R I E S
30 (86) 100% 1460 384 162 100% 1610 387 164 -20 (-4) 100% 1670 412 161 100% 1840 420 163
®
75% 1100 322 141 75% 1210 322 144 75% 1250 337 141 75% 1380 338 144
Rng 1070 318 139 65% 1050 297 133 65% 1090 308 129 65% 1190 309 135
65% 950 297 128 Rng 1010 292 131 Rng 1080 308 129 Rng 1060 288 127
End 660 248 74 End 670 238 77 End 680 239 69 End 660 225 67
20 (68) 100% 1650 416 169 100% 1810 421 170 -30 (-22) 100% 1670 410 159 100% 1840 418 161
75% 1240 343 148 75% 1360 344 150 75% 1250 334 138 75% 1380 336 142
Rng 1100 319 139 65% 1180 315 141 Rng 1130 313 130 65% 1190 306 132
65% 1070 315 137 Rng 1050 295 132 65% 1090 305 127 Rng 1090 290 127
End 660 245 72 End 660 235 75 End 690 237 67 End 660 223 66
15 (59) 100% 1670 419 169 100% 1840 425 170 -40 (-40) 100% 1670 409 156 100% 1840 417 158
CRUISE PERFORMANCE (Pressure Altitude SEA LEVEL)
75% 1250 345 148 75% 1380 346 150 75% 1250 332 136 75% 1380 334 140
Rng 1120 322 140 65% 1190 317 141 Rng 1180 318 131 65% 1190 304 130
65% 1090 316 137 Rng 1060 295 132 65% 1090 303 124 Rng 1140 296 128
End 660 244 71 End 660 233 74 End 690 236 66 End 660 220 64
10 (50) 100% 1670 418 168 100% 1840 424 169 -50 (-58) 100% 1670 407 154 100% 1840 416 156
75% 1250 343 147 75% 1380 345 150 75% 1250 329 134 75% 1380 332 138
Rng 1130 323 140 65% 1190 316 140 Rng 1230 325 132 65% 1190 301 128
65% 1090 315 136 Rng 1080 298 133 65% 1090 300 121 Rng 1030 275 117
End 660 243 70 End 660 232 73 End 690 234 66 End 660 218 63
Engine Inlet.......................................................................................................... NORMAL
Weight......................................................................................................................7,255 LB

5_33
PERFORMANCE
Section 5
Performance
Performance
2200 RPM 2000 RPM
5_34
FUEL FUEL
TRQ TAS TRQ TAS
Section 5
PWR PWR 2200 RPM 2000 RPM

FT-LB FLOW KTS FT-LB FLOW KTS
TEMP °C (°F)
PPH PPH FUEL FUEL
40 (104) 100% 1240 343 154 100% 1360 344 155 TRQ TAS TRQ TAS
PWR FLOW PWR FLOW
PERFORMANCE
FT-LB KTS FT-LB KTS
TEMP °C (°F)
Rng 1020 306 139 Rng 1050 295 137 PPH PPH
75% 930 290 130 75% 1020 290 135 -10 (14) 100% 1670 411 166 100% 1840 419 167
Conditions:
65% 800 269 116 65% 880 269 123 75% 1250 335 145 75% 1380 337 148
End 660 245 77 End 680 236 86 Rng 1170 320 140 65% 1190 307 138
30 (86) 100% 1410 371 162 100% 1560 374 163 65% 1090 306 134 Rng 1010 278 126
75% 1060 311 140 75% 1170 311 143 End 660 234 70 End 660 223 72
Rng 1040 307 139 Rng 1030 289 134 -20 (-4) 100% 1670 409 163 100% 1840 418 165
65% 920 287 128 65% 1010 287 133 75% 1250 332 143 75% 1380 334 146
End 660 243 76 End 670 234 84 65% 1090 304 131 65% 1190 304 136
20 (68) 100% 1590 402 169 100% 1750 407 170 Rng 1050 297 129 Rng 1030 278 126
75% 1200 331 148 75% 1320 333 150 End 670 233 70 End 660 221 70
Rng 1060 308 139 65% 1140 305 140 -30 (-22) 100% 1670 408 161 100% 1840 417 163
65% 1040 304 136 Rng 1010 285 131 75% 1250 330 141 75% 1380 332 144

End 660 241 74 End 670 231 77 Rng 1090 302 130 65% 1190 302 134
13 (55) 100% 1670 415 171 100% 1840 421 172 65% 1090 301 130 Rng 1060 281 126
75% 1250 340 150 75% 1380 341 152 End 680 232 69 End 660 218 68
65% 1090 311 139 65% 1190 312 142 -40 (-40) 100% 1670 406 158 100% 1840 416 160
Rng 1080 311 139 Rng 1030 286 132 75% 1250 328 138 75% 1380 330 142
End 660 239 73 End 660 229 76 Rng 1140 307 131 65% 1190 300 132
CRUISE PERFORMANCE (Pressure Altitude 1,000 FT)
10 (50) 100% 1670 414 170 100% 1840 421 171 65% 1090 299 127 Rng 1090 284 126
75% 1250 339 149 75% 1380 341 151 End 680 230 69 End 660 216 66
Rng 1090 312 139 65% 1190 311 142
®
-50 (-58) 100% 1670 405 156 100% 1840 415 158
65% 1090 310 138 Rng 1040 288 132 75% 1250 325 136 75% 1380 328 140
End 660 239 73 End 660 228 76 Rng 1190 314 132 65% 1190 298 130
0 (32) 100% 1670 412 168 100% 1840 420 169 65% 1090 296 124 Rng 1140 289 127
75% 1250 337 147 75% 1380 339 150 End 690 229 68 End 660 214 64
Rng 1130 316 140 65% 1190 309 140
100 SERIES
65% 1090 308 136 Rng 990 277 127

Weight.......................................................................................................................7255 LB

®
End 660 236 70 End 660 225 73

2200 RPM 2000 RPM
FUEL FUEL
TRQ TAS TRQ TAS
PWR PWR
TEMP °C (°F)
PPH PPH 2200 RPM 2000 RPM
40 (104) 100% 1200 332 153 100% 1320 333 155 FUEL FUEL
Rng 990 296 138 Rng 1020 285 136 TRQ TAS TRQ TAS
PWR PWR
TEMP °C (°F)
75% 900 281 129 75% 990 281 134 PPH PPH
65% 780 260 115 65% 860 260 122 -10 (14) 100% 1670 408 168 100% 1840 417 169
Conditions:
End 660 239 80 End 670 231 90 75% 1250 330 147 75% 1380 333 150
®
30 (86) 100% 1370 358 161 100% 1500 361 163 Rng 1130 309 140 65% 1190 303 140
75% 1020 300 140 75% 1130 300 142 65% 1090 302 136 Rng 980 268 126

Rng 1010 297 138 Rng 1050 288 137 End 660 230 70 End 660 218 74
65% 890 277 127 65% 980 277 132 -20 (-4) 100% 1670 406 165 100% 1840 416 167
End 660 238 79 End 670 229 86 75% 1250 328 145 75% 1380 331 148
100 S E R I E S
20 (68) 100% 1540 388 168 100% 1700 393 169 65% 1090 299 134 65% 1190 300 138
Rng 1010 287 128 Rng 980 267 124
®
75% 1160 320 147 75% 1270 321 149

Rng 1030 298 138 65% 1100 294 139 End 660 228 70 End 660 216 72
65% 1000 294 136 Rng 980 275 131 -30 (-22) 100% 1670 405 163 100% 1840 415 165
End 660 236 76 End 670 227 84 75% 1250 326 143 75% 1380 329 146
11 (52) 100% 1670 411 172 100% 1840 419 173 65% 1090 297 132 65% 1190 298 136
75% 1250 335 151 75% 1380 337 154 Rng 1050 292 130 Rng 1020 271 126
65% 1090 306 141 65% 1190 307 144 End 670 227 70 End 660 214 70
Rng 1060 302 139 Rng 1000 276 131 -40 (-40) 100% 1670 404 160 100% 1840 414 162
End 660 234 75 End 670 225 80 75% 1250 324 140 75% 1380 327 144
10 (50) 100% 1670 411 172 100% 1840 419 173 Rng 1100 297 131 65% 1190 296 134
75% 1250 335 151 75% 1380 337 153 65% 1090 295 130 Rng 1060 274 126
65% 1090 306 141 65% 1190 307 143 End 680 225 69 End 660 212 68
Rng 1060 301 139 Rng 1000 276 131 -50 (-58) 100% 1670 403 158 100% 1840 414 160
End 660 234 75 End 670 224 77 75% 1250 322 138 75% 1380 325 141
0 (32) 100% 1670 409 170 100% 1840 418 171 Rng 1150 303 131 65% 1190 294 132
75% 1250 332 149 75% 1380 335 152 65% 1090 292 127 Rng 1100 279 127
Rng 1090 305 139 65% 1190 305 142 End 680 224 69 End 660 210 66
65% 1090 304 139 Rng 1030 279 131
End 660 232 73 End 660 221 76
Weight.......................................................................................................................7255 LB

5_35
PERFORMANCE
Section 5
Performance
Performance
2200 RPM 2000 RPM
5_36
FUEL FUEL
TRQ TAS TRQ TAS
Section 5
PWR FLOW PWR FLOW 2200 RPM 2000 RPM

FT-LB KTS FT-LB KTS
TEMP °C (°F)
PPH PPH
FUEL FUEL
40 (104) 100% 1160 321 153 100% 1280 322 155 TRQ FLOW TAS TRQ FLOW TAS
PERFORMANCE
PWR FT-LB KTS PWR FT-LB KTS
TEMP °C (°F)
Rng 970 288 139 Rng 1000 278 136 PPH PPH
75% 870 271 128 75% 960 271 133 -10 (14) 100% 1670 405 170 100% 1840 415 171
Conditions:
65% 760 252 114 65% 830 251 120 75% 1250 326 149 75% 1380 329 152
End 660 234 83 End 670 227 91 Rng 1090 298 139 65% 1190 299 142
30 (86) 100% 1320 346 161 100% 1450 348 162 65% 1090 297 139 Rng 960 261 126
75% 990 289 139 75% 1090 290 141 End 660 225 73 End 660 214 76
Rng 990 289 139 Rng 1020 279 136
-20 (-4) 100% 1670 404 168 100% 1840 415 169
65% 860 267 125 65% 940 267 130
75% 1250 324 147 75% 1380 327 150
End 660 233 81 End 670 225 90
65% 1090 295 136 65% 1190 297 140
20 (68) 100% 1490 374 168 100% 1640 380 169 Rng 980 277 128 Rng 980 262 126
75% 1120 309 146 75% 1230 310 149 End 660 223 70 End 650 211 74
Rng 990 288 137 65% 1060 284 138
-30 (-22) 100% 1670 403 165 100% 1840 414 167
65% 970 283 135 Rng 990 273 133

75% 1250 322 145 75% 1380 326 148
End 660 231 79 End 670 223 86
65% 1090 293 134 65% 1190 295 138
10 (50) 100% 1640 401 173 100% 1800 410 174 Rng 1020 282 129 Rng 990 262 125
75% 1230 326 152 75% 1350 328 154 End 660 221 70 End 660 210 72
65% 1060 298 141 65% 1170 299 144
Rng 1020 291 138 Rng 970 267 130 -40 (-40) 100% 1670 402 163 100% 1840 414 164
End 660 229 77 End 670 220 84 75% 1250 320 143 75% 1380 324 145
65% 1090 291 132 65% 1190 293 136

9 (48) 100% 1650 404 173 100% 1810 412 174 Rng 1060 287 130 Rng 1020 265 125
75% 1240 327 152 75% 1360 330 154 End 670 220 69 End 660 208 70
65% 1070 299 141 65% 1180 300 144
®
Rng 1020 291 138 Rng 980 268 131 -50 (-58) 100% 1670 401 160 100% 1840 414 162
End 660 229 77 End 670 220 84 75% 1250 318 140 75% 1380 322 143
Rng 1100 290 130 65% 1190 290 134
0 (32) 100% 1670 406 172 100% 1840 416 173 65% 1090 289 129 Rng 1070 270 126
75% 1250 328 151 75% 1380 331 153 End 670 219 70 End 660 206 68
65% 1090 299 141 65% 1190 301 144
100 SERIES
Rng 1060 295 139 Rng 1000 269 131

Weight.......................................................................................................................7255 LB
End 660 227 75 End 670 217 78

®
2200 RPM 2000 RPM
FUEL FUEL
TRQ TAS TRQ TAS
FT-LB KTS FT-LB KTS
TEMP °C (°F)
PPH PPH
40 (104) 100% 1130 310 152 100% 1240 311 154
FUEL FUEL
TRQ TAS TRQ TAS
PWR FT-LB FLOW FLOW
KTS PWR FT-LB
Rng 1020 292 145 Rng 1040 280 141 KTS
TEMP °C (°F)
PPH PPH
75% 840 262 127 75% 930 262 132
-10 (14) 100% 1670 403 172 100% 1840 414 173
Conditions:
65% 730 243 111 65% 800 243 119

75% 1250 323 151 75% 1380 326 153
®
End 660 231 84 End 680 223 92

65% 1090 293 141 65% 1190 295 144
30 (86) 100% 1270 333 160 100% 1400 336 161 Rng 1060 288 139 Rng 990 263 130

Rng 970 282 139 75% 1050 279 140 End 660 221 75 End 660 211 78
75% 950 279 137 Rng 990 270 136
65% 830 257 124 65% 910 257 129 -20 (-4) 100% 1670 402 170 100% 1840 414 171
End 650 228 84 End 670 221 92 75% 1250 321 149 75% 1380 324 152
100 S E R I E S
Rng 1090 292 139 65% 1190 293 142

20 (68) 100% 1430 361 167 100% 1580 366 168
®
65% 1090 291 139 Rng 960 255 126

75% 1080 298 146 75% 1180 299 148 End 660 219 73 End 650 207 77
Rng 980 280 138 65% 1030 274 137
65% 930 273 134 Rng 1000 270 136 -30 (-22) 100% 1670 401 167 100% 1840 414 169
End 660 226 81 End 670 218 90 75% 1250 319 147 75% 1380 323 150
65% 1090 289 136 65% 1190 291 140
10 (50) 100% 1580 387 173 100% 1740 395 173 Rng 970 270 127 Rng 950 251 123
75% 1190 315 151 75% 1300 317 153 End 660 217 70 End 650 205 74
65% 1030 287 140 65% 1130 288 143
Rng 990 281 137 Rng 950 260 130 -40 (-40) 100% 1670 400 165 100% 1840 414 166
End 660 225 80 End 670 216 86 75% 1250 317 145 75% 1380 321 147
65% 1090 287 134 65% 1190 289 138

7 (45) 100% 1620 395 174 100% 1780 404 175 Rng 1010 275 129 Rng 990 256 125
75% 1220 319 152 75% 1340 322 154 End 660 215 70 End 660 204 73
65% 1050 291 142 65% 1160 292 144
Rng 1000 283 138 Rng 950 259 129 -50 (-58) 100% 1670 400 162 100% 1840 414 164
End 660 224 79 End 670 216 86 75% 1250 315 142 75% 1380 319 145
65% 1090 285 132 65% 1190 287 136
0 (32) 100% 1670 404 174 100% 1840 415 175 Rng 1060 280 130 Rng 1030 261 126
75% 1250 324 153 75% 1380 327 155 End 670 214 69 End 660 202 70
65% 1090 295 143 65% 1190 297 145
Rng 1020 285 138 Rng 970 260 130
Weight.......................................................................................................................7255 LB
End 660 223 78 End 670 214 83

5_37
PERFORMANCE
Section 5
Performance
Performance
2200 RPM 2000 RPM
5_38
FUEL FUEL
TRQ TAS TRQ TAS
Section 5

FT-LB KTS FT-LB KTS
TEMP °C (°F)
PPH PPH
FUEL FUEL
40 (104) 100% 1090 299 152 100% 1200 300 153 TRQ TAS TRQ TAS
PWR FLOW PWR FLOW
PERFORMANCE
FT-LB KTS FT-LB KTS
TEMP °C (°F)
Rng 980 280 143 Rng 1010 271 140 PPH PPH
75% 820 253 126 75% 900 253 130
-10 (14) 100% 1670 401 174 100% 1840 414 175
Conditions:
65% 710 235 109 65% 780 234 116

75% 1250 319 153 75% 1380 323 155
End 670 228 89 End 680 219 93 65% 1090 289 143 65% 1190 291 145
30 (86) 100% 1220 321 159 100% 1340 323 161 Rng 1020 278 138 Rng 960 254 130
Rng 950 275 139 75% 1010 269 139 End 660 217 78 End 670 208 83
75% 920 268 136 Rng 1000 267 138
65% 790 248 122 65% 870 248 127 -20 (-4) 100% 1670 401 172 100% 1840 414 173
End 660 225 85 End 680 217 92 75% 1250 317 151 75% 1380 321 153
65% 1090 288 141 65% 1190 289 144
20 (68) 100% 1380 348 167 100% 1520 352 168 Rng 1050 282 139 Rng 940 249 126
75% 1040 287 144 75% 1140 288 147 End 660 215 75 End 660 204 78
Rng 970 276 139 65% 990 263 136
65% 900 263 132 Rng 970 261 135 -30 (-22) 100% 1670 400 170 100% 1840 414 171

End 650 221 84 End 670 214 92 75% 1250 316 149 75% 1380 320 151
65% 1090 286 139 65% 1190 288 142
10 (50) 100% 1520 374 172 100% 1680 381 173 Rng 940 260 127 Rng 960 249 126
75% 1140 303 150 75% 1260 305 152 End 660 213 72 End 650 201 77
65% 990 277 139 65% 1090 278 142
Rng 950 270 136 Rng 980 260 134 -40 (-40) 100% 1670 399 167 100% 1840 414 169
End 650 220 83 End 670 212 90 75% 1250 314 147 75% 1380 318 149
65% 1090 284 136 65% 1190 286 140

5 (41) 100% 1590 386 174 100% 1750 396 175 Rng 980 265 128 Rng 960 247 124
75% 1190 311 153 75% 1310 314 155 End 660 211 70 End 650 199 75
65% 1030 284 142 65% 1140 285 145
®
Rng 970 273 137 Rng 940 254 130 -50 (-58) 100% 1670 399 164 100% 1840 415 166
End 660 219 81 End 670 211 88 75% 1250 312 144 75% 1380 317 147
65% 1090 282 134 65% 1190 284 138
0 (32) 100% 1660 400 176 100% 1830 412 177 Rng 1020 271 129 Rng 990 250 124
75% 1250 320 155 75% 1370 323 157 End 660 209 69 End 660 198 72
65% 1080 290 144 65% 1190 292 147
100 SERIES
Rng 980 273 136 Rng 940 252 129

Weight.......................................................................................................................7255 LB

®
End 660 218 80 End 670 210 86

2200 RPM 2000 RPM 2200 RPM 2000 RPM
FUEL FUEL FUEL FUEL
PWR FLOW PWR FLOW PWR FLOW PWR FLOW
FT-LB KTS FT-LB KTS FT-LB KTS FT-LB KTS
TEMP °C (°F)
TEMP °C (°F)
PPH PPH PPH PPH
30 (86) 100% 1170 308 158 100% 1290 311 159 -10 (14) 100% 1670 400 177 100% 1840 414 177
Rng 980 274 143 Rng 1010 265 141 75% 1250 316 156 75% 1380 320 157
Conditions:
75% 880 258 134 75% 970 258 137 65% 1090 286 145 65% 1190 288 147
®
65% 760 238 119 65% 840 238 125 Rng 980 267 136 Rng 940 246 129
End 670 221 89 End 680 213 94 End 660 212 80 End 670 204 86

20 (68) 100% 1330 334 166 100% 1460 339 167 -20 (-4) 100% 1670 400 174 100% 1840 414 175
75% 1000 276 143 75% 1090 277 145 75% 1250 314 153 75% 1380 319 155
Rng 950 269 140 Rng 960 255 135 65% 1090 284 143 65% 1190 286 145
100 S E R I E S
65% 860 253 130 65% 950 253 134 Rng 1020 273 138 Rng 960 248 130
®
End 660 218 86 End 680 211 92 End 660 211 78 End 660 202 82
10 (50) 100% 1470 360 171 100% 1620 367 172 -30 (-22) 100% 1670 399 172 100% 1840 415 173
75% 1100 292 149 75% 1210 294 152 75% 1250 313 151 75% 1380 317 153
Rng 960 267 138 65% 1050 268 141 65% 1090 282 141 65% 1190 285 143
65% 950 267 138 Rng 970 255 135 Rng 910 252 126 Rng 940 243 126
End 650 215 84 End 670 208 92 End 660 209 76 End 660 198 79
3 (37) 100% 1560 377 174 100% 1720 387 175 -40 (-40) 100% 1670 399 169 100% 1840 416 171
75% 1170 303 153 75% 1290 306 155 75% 1250 311 149 75% 1380 316 151
65% 1010 276 142 65% 1120 277 144 65% 1090 280 138 65% 1190 283 142
Rng 940 263 135 Rng 950 251 132 Rng 950 256 127 Rng 920 237 122
End 650 214 83 End 670 207 91 End 660 207 72 End 650 195 77
0 (32) 100% 1600 386 176 100% 1760 397 177 -50 (-58) 100% 1670 399 167 100% 1840 417 168
75% 1200 308 154 75% 1320 311 156 75% 1250 309 146 75% 1380 315 149
65% 1040 280 143 65% 1140 281 146 65% 1090 278 136 65% 1190 281 139
Rng 950 264 136 Rng 940 248 130 Rng 990 261 129 Rng 960 241 124
End 650 214 83 End 670 206 90 End 660 205 70 End 650 193 75
Weight.......................................................................................................................7255 LB

5_39
PERFORMANCE
Section 5
Performance
Performance
5_40
2200 RPM 2000 RPM 2200 RPM 2000 RPM
Section 5
FUEL FUEL FUEL FUEL

TEMP °C (°F)
TEMP °C (°F)
PPH PPH PPH PPH
PERFORMANCE
30 (86) 100% 1130 296 157 100% 1240 298 158 -10 (14) 100% 1650 396 178 100% 1820 411 179
Rng 930 263 141 Rng 970 255 139 75% 1240 310 157 75% 1370 315 159
Conditions:
75% 850 248 132 75% 930 248 135 65% 1080 281 146 65% 1180 283 148
65% 730 229 116 65% 810 229 122 Rng 950 258 136 Rng 910 238 128
End 670 218 92 End 690 210 95 End 650 208 83 End 670 200 90
20 (68) 100% 1270 321 165 100% 1400 325 166 -20 (-4) 100% 1670 399 176 100% 1840 415 177
Rng 960 266 142 75% 1050 266 144 75% 1250 311 155 75% 1380 316 157
75% 960 265 142 Rng 980 255 139 65% 1090 281 145 65% 1190 283 147
65% 830 243 128 65% 910 243 132 Rng 980 261 136 Rng 920 238 128
End 660 215 88 End 680 208 94 End 650 207 81 End 670 198 85
10 (50) 100% 1410 346 171 100% 1550 353 172 -30 (-22) 100% 1670 399 174 100% 1840 416 175

75% 1060 281 148 75% 1170 283 150 75% 1250 310 153 75% 1380 315 155
Rng 940 261 139 65% 1010 258 139 65% 1090 279 142 65% 1190 282 145
65% 920 257 136 Rng 950 247 134 Rng 1020 267 138 Rng 920 237 126
End 660 212 87 End 680 205 92 End 660 205 78 End 660 196 80
1 (34) 100% 1530 368 175 100% 1680 378 175 -40 (-40) 100% 1670 399 172 100% 1840 417 173
75% 1140 295 153 75% 1260 298 155 75% 1250 308 151 75% 1380 314 153
65% 990 268 141 65% 1090 269 144 65% 1090 277 140 65% 1190 280 143
Rng 920 256 135 Rng 960 248 134 Rng 920 248 127 Rng 930 235 125
End 650 209 85 End 670 203 92 End 660 203 75 End 650 192 79
®
0 (32) 100% 1540 371 175 100% 1690 382 176 -50 (-58) 100% 1670 400 169 100% 1840 419 170
75% 1160 296 153 75% 1270 299 155 75% 1250 307 149 75% 1380 313 151
65% 1000 269 142 65% 1100 271 145 65% 1090 275 138 65% 1190 279 141
Rng 920 255 135 Rng 950 246 133 Rng 950 250 127 Rng 930 233 123
End 650 209 85 End 670 203 92 End 660 201 72 End 650 189 77
100 SERIES

Weight.......................................................................................................................7255 LB

®
2200 RPM 2000 RPM 2200 RPM 2000 RPM
FUEL FUEL FUEL FUEL
TEMP °C (°F)
TEMP °C (°F)
PPH PPH PPH PPH
30 (86) 100% 1080 284 155 100% 1190 286 157 -10 (14) 100% 1590 381 178 100% 1750 395 178
Rng 910 254 140 Rng 970 251 140 75% 1200 299 156 75% 1310 303 158
Conditions:
75% 810 238 129 75% 890 238 132 65% 1040 270 145 65% 1140 272 147
®
65% 700 220 111 65% 770 220 118 Rng 910 248 134 Rng 920 236 131
End 670 214 96 End 690 207 94 End 650 203 85 End 670 197 92

20 (68) 100% 1220 308 163 100% 1340 312 164 -20 (-4) 100% 1670 399 179 100% 1840 417 180
Rng 930 257 141 75% 1010 255 142 75% 1250 309 158 75% 1380 314 159
75% 910 254 140 Rng 970 249 139 65% 1090 277 147 65% 1190 280 149
100 S E R I E S
65% 790 233 125 65% 870 234 130 Rng 950 253 136 Rng 890 230 127
®
End 670 212 92 End 690 205 95 End 650 202 84 End 670 195 89
10 (50) 100% 1360 332 170 100% 1490 339 171 -30 (-22) 100% 1670 399 176 100% 1840 419 177
75% 1020 270 147 75% 1120 272 149 75% 1250 307 155 75% 1380 313 157
Rng 920 254 139 65% 970 247 138 65% 1090 276 145 65% 1190 279 147
65% 880 247 135 Rng 960 246 137 Rng 970 256 136 Rng 920 233 128
End 660 209 89 End 680 202 94 End 650 201 81 End 660 193 84
0 (32) 100% 1480 357 174 100% 1630 367 175 -40 (-40) 100% 1670 400 174 100% 1840 420 175
75% 1110 285 152 75% 1220 288 154 75% 1250 306 153 75% 1380 313 155
65% 960 259 141 65% 1060 260 143 65% 1090 274 142 65% 1190 278 145
Rng 940 255 139 Rng 930 240 133 Rng 880 237 125 Rng 920 231 126
End 650 206 87 End 680 200 93 End 660 200 78 End 660 190 79
-1 (30) 100% 1490 358 175 100% 1640 369 175 -50 (-58) 100% 1670 401 171 100% 1840 422 173
75% 1120 286 153 75% 1230 289 154 75% 1250 305 151 75% 1380 312 153
65% 970 260 141 65% 1060 261 144 65% 1090 273 140 65% 1190 276 143
Rng 930 253 137 Rng 930 240 133 Rng 910 242 126 Rng 890 224 121
End 650 206 87 End 680 199 92 End 660 198 74 End 650 186 79
Weight.......................................................................................................................7255 LB

5_41
PERFORMANCE
Section 5
Performance
Performance
5_42
2200 RPM 2000 RPM 2200 RPM 2000 RPM
Section 5
FUEL FUEL FUEL FUEL

TEMP °C (°F)
TEMP °C (°F)
PPH PPH PPH PPH
PERFORMANCE
30 (86) 100% 1030 272 153 100% 1130 274 155 -10 (14) 100% 1530 366 177 100% 1690 380 178
Rng 920 253 143 Rng 970 247 142 75% 1150 288 155 75% 1260 292 157
Conditions:
75% 770 228 126 75% 850 228 129 65% 1000 260 144 65% 1100 262 146
End 670 211 99 65% 740 211 112 Rng 900 244 135 Rng 920 233 132
End 700 205 95 End 650 201 87 End 670 194 93
20 (68) 100% 1170 295 162 100% 1280 299 163 -20 (-4) 100% 1620 388 179 100% 1790 407 180
Rng 910 249 141 75% 960 244 140 75% 1220 299 158 75% 1340 305 159
75% 870 244 137 Rng 960 244 139 65% 1060 269 146 65% 1160 272 149
65% 760 224 122 65% 830 224 127 Rng 910 242 134 Rng 890 227 128
End 670 208 97 End 690 202 94 End 640 198 86 End 670 192 91
10 (50) 100% 1300 319 168 100% 1430 325 169 -30 (-22) 100% 1670 401 178 100% 1840 422 179

75% 970 259 145 75% 1070 261 147 75% 1250 305 157 75% 1380 312 159
Rng 920 250 140 Rng 960 242 138 65% 1090 273 147 65% 1190 277 149
65% 840 237 132 65% 930 238 135 Rng 940 247 136 Rng 890 225 127
End 660 206 91 End 690 199 95 End 650 197 84 End 660 189 88
0 (32) 100% 1420 342 173 100% 1560 352 174 -40 (-40) 100% 1670 402 176 100% 1840 424 177
75% 1060 273 151 75% 1170 276 153 75% 1250 304 155 75% 1380 311 157
Rng 920 249 139 65% 1010 250 142 65% 1090 271 144 65% 1190 275 147
65% 920 249 139 Rng 920 234 133 Rng 900 237 129 Rng 910 226 126
End 660 204 87 End 680 197 94 End 650 196 81 End 660 187 83
®
-3 (27) 100% 1450 349 174 100% 1600 359 175 -50 (-58) 100% 1670 403 174 100% 1840 426 175
75% 1090 277 152 75% 1200 280 154 75% 1250 303 153 75% 1380 311 155
65% 940 252 140 65% 1040 253 143 65% 1090 270 142 65% 1190 274 145
Rng 920 248 138 Rng 920 233 133 Rng 890 234 126 Rng 880 221 123
End 660 203 87 End 680 196 94 End 660 194 77 End 650 184 79
100 SERIES

Weight.......................................................................................................................7255 LB

®
2200 RPM 2000 RPM
2200 RPM 2000 RPM
FUEL FUEL
FUEL FUEL TRQ TAS TRQ TAS
TRQ TAS TRQ TAS PWR FLOW PWR FLOW
PWR FLOW PWR FLOW FT-LB KTS FT-LB KTS
TEMP °C (°F)
FT-LB KTS FT-LB KTS PPH PPH
TEMP °C (°F)
PPH PPH
-10 (14) 100% 1470 352 176 100% 1620 365 177
30 (86) 100% 980 260 151 100% 1080 262 152
75% 1100 276 154 75% 1210 280 156
Rng 930 251 146 Rng 960 242 142
Conditions:
65% 960 250 142 65% 1050 252 145

75% 740 218 121 75% 810 219 125
®
Rng 910 242 138 Rng 890 225 131

End 680 208 101 End 710 203 96
End 660 198 88 End 680 192 94
20 (68) 100% 1110 282 160 100% 1220 285 161

-20 (-4) 100% 1560 374 178 100% 1720 391 179
Rng 890 243 141 Rng 960 240 141
75% 1170 288 157 75% 1290 294 158
75% 830 233 134 75% 920 234 137
65% 1020 259 145 65% 1120 262 148
65% 720 214 117 65% 800 214 122
100 S E R I E S
Rng 880 234 133 Rng 910 226 131

End 670 205 98 End 700 200 95
®
End 650 195 87 End 670 189 93

10 (50) 100% 1240 305 167 100% 1370 311 168
-30 (-22) 100% 1640 395 179 100% 1810 417 181
75% 930 248 143 75% 1030 250 145
75% 1230 299 158 75% 1360 306 160
Rng 890 242 140 Rng 930 235 137
65% 1070 267 147 65% 1170 271 150
65% 810 227 129 65% 890 228 133
Rng 900 237 134 Rng 880 220 127
End 670 203 96 End 690 197 94
End 640 193 86 End 670 187 90
0 (32) 100% 1360 328 172 100% 1490 337 173
-40 (-40) 100% 1670 404 178 100% 1840 429 179
75% 1020 262 149 75% 1120 265 151
75% 1250 302 157 75% 1380 311 159
Rng 910 243 139 65% 970 240 140
65% 1090 269 146 65% 1190 274 149
65% 880 238 137 Rng 940 235 137

Rng 940 243 135 Rng 890 220 127
End 660 201 92 End 690 194 94
End 650 192 83 End 660 184 87
-5 (23) 100% 1410 339 174 100% 1550 350 175
-50 (-58) 100% 1670 405 176 100% 1840 432 177
75% 1060 269 152 75% 1170 272 153
75% 1250 301 155 75% 1380 310 157
65% 920 244 140 65% 1010 245 142
65% 1090 268 144 65% 1190 273 147
Rng 920 243 139 Rng 910 229 134
Rng 850 224 124 Rng 900 221 126
End 660 200 90 End 680 193 94
End 650 191 81 End 660 182 82
Weight.......................................................................................................................7255 LB

5_43
PERFORMANCE
Section 5
Performance
Performance
5_44
2200 RPM 2000 RPM
Section 5
FUEL FUEL
TRQ TAS TRQ TAS
PWR FLOW PWR FLOW
FT-LB KTS FT-LB KTS 2200 RPM 2000 RPM
TEMP °C (°F)
PPH PPH
PERFORMANCE
20 (68) 100% 1070 271 159 100% 1180 275 160 FUEL FUEL
TRQ TAS TRQ TAS
Rng 910 242 144 Rng 950 235 141 PWR FLOW PWR FLOW
FT-LB KTS FT-LB KTS
TEMP °C (°F)
Conditions:
75% 800 224 131 75% 880 225 134 PPH PPH
65% 700 206 111 65% 770 206 118 -20 (-4) 100% 1510 360 178 100% 1660 377 179
End 680 203 100 End 710 198 97 75% 1130 278 156 75% 1240 283 158
65% 980 249 144 65% 1080 252 147
10 (50) 100% 1200 294 166 100% 1320 300 167
Rng 880 231 135 Rng 890 221 131
75% 900 239 141 75% 990 241 144
End 650 193 88 End 680 187 94
Rng 880 236 140 Rng 930 232 139
65% 780 218 127 65% 860 219 130 -30 (-22) 100% 1590 382 179 100% 1740 403 180
End 670 200 97 End 700 195 95 75% 1190 288 158 75% 1310 296 159
65% 1030 257 146 65% 1130 261 149
0 (32) 100% 1310 315 171 100% 1440 324 172
Rng 880 230 133 Rng 880 217 129
75% 980 252 148 75% 1080 255 150

End 650 190 87 End 670 184 91
Rng 890 237 140 65% 930 231 138
65% 850 229 135 Rng 920 228 136 -40 (-40) 100% 1660 403 180 100% 1820 429 181
End 660 198 96 End 690 192 94 75% 1240 298 159 75% 1370 308 160
65% 1080 265 148 65% 1180 270 150
-7( 19) 100% 1380 331 174 100% 1520 343 175
Rng 900 233 134 Rng 870 214 126
75% 1040 262 151 75% 1140 265 153
End 640 188 86 End 670 182 88
Rng 900 237 139 65% 990 239 142
65% 900 237 139 Rng 920 228 136 -50 (-58) 100% 1670 409 178 100% 1840 438 179
End 660 196 92 End 690 190 94 75% 1250 300 157 75% 1380 310 159
®
65% 1090 265 146 65% 1190 271 149

-10 (14) 100% 1420 339 176 100% 1560 352 176
Rng 870 224 127 Rng 890 216 126
75% 1060 266 153 75% 1170 270 155
End 650 187 83 End 660 179 85
65% 920 240 141 65% 1010 242 143
Rng 900 236 138 Rng 910 225 134
End 660 196 90 End 690 189 94
100 SERIES

Weight.......................................................................................................................7255 LB

®
2200 RPM 2000 RPM
FUEL FUEL
TRQ TAS TRQ TAS
FT-LB KTS FT-LB KTS
TEMP °C (°F)
PPH PPH
20 (68) 100% 1030 261 157 100% 1130 264 158 FUEL FUEL
TRQ TAS TRQ TAS
Rng 890 237 144 Rng 940 231 141
PWR FLOW PWR FLOW
FT-LB KTS FT-LB KTS
TEMP °C (°F)
Conditions:
PPH PPH
75% 770 216 128 75% 850 216 131
®
-20 (-4) 100% 1450 347 177 100% 1600 364 178
End 680 200 102 65% 740 198 110
End 720 196 99 75% 1090 267 155 75% 1200 273 157

65% 940 240 143 65% 1040 243 145
10 (50) 100% 1150 282 165 100% 1260 288 166 Rng 900 231 138 Rng 880 216 131
Rng 890 235 143 75% 950 231 141 End 660 190 89 End 680 184 94
75% 860 230 139 Rng 940 229 140
100 S E R I E S
-30 (-22) 100% 1530 368 179 100% 1680 389 180
65% 750 210 123 65% 820 211 127
®
End 680 198 99 End 710 193 97 75% 1150 278 157 75% 1260 285 159
65% 990 248 145 65% 1090 252 148
0 (32) 100% 1260 303 170 100% 1380 312 171 Rng 850 223 132 Rng 880 214 130
75% 940 243 146 75% 1040 245 148 End 650 188 87 End 680 182 93
Rng 870 230 139 Rng 920 225 138
-40 (-40) 100% 1600 389 179 100% 1760 415 181
65% 820 220 132 65% 900 222 135
End 670 195 98 End 700 190 95 75% 1200 288 158 75% 1320 297 160
65% 1040 255 147 65% 1140 260 149
-9 (16) 100% 1350 323 174 100% 1490 335 175 Rng 880 225 133 Rng 870 211 127
75% 1010 254 151 75% 1120 258 153 End 650 185 87 End 670 179 90
Rng 880 231 139 65% 970 232 141
-50 (-58) 100% 1670 413 180 100% 1830 444 181
65% 880 230 138 Rng 910 222 135
End 660 193 95 End 690 188 95 75% 1250 299 159 75% 1380 310 161
65% 1080 263 148 65% 1190 270 150
-10 (14) 100% 1360 326 175 100% 1500 339 175 Rng 900 228 133 Rng 870 209 126
75% 1020 256 152 75% 1130 260 153 End 640 183 86 End 660 177 88
65% 890 231 139 65% 980 233 142
Rng 880 231 139 Rng 920 224 136
End 660 193 95 End 690 187 95
Weight.......................................................................................................................7255 LB

5_45
PERFORMANCE
Section 5
Performance
Performance
5_46
2200 RPM 2000 RPM
Section 5
FUEL FUEL
TRQ TAS TRQ TAS
PWR FLOW PWR FLOW
FT-LB KTS FT-LB KTS 2200 RPM 2000 RPM
TEMP °C (°F)
PPH PPH
PERFORMANCE
20 (68) 100% 990 250 155 100% 1090 253 156 FUEL FUEL
TRQ TAS TRQ TAS
Rng 880 232 144 Rng 940 228 143 PWR FLOW PWR FLOW
FT-LB KTS FT-LB KTS
TEMP °C (°F)
Conditions:
75% 740 207 123 75% 810 208 127 PPH PPH
End 690 198 103 End 730 195 102 -20 (-4) 100% 1400 334 176 100% 1540 350 177
75% 1050 257 154 75% 1150 262 155
10 (50) 100% 1100 271 163 100% 1210 276 164
65% 910 231 141 65% 1000 234 144
Rng 890 232 144 Rng 940 227 142
Rng 880 226 139 Rng 890 216 134
75% 830 220 136 75% 910 222 139
End 660 188 93 End 690 183 95
65% 720 202 117 65% 790 202 122
End 680 195 101 End 720 192 100 -30 (-22) 100% 1470 354 178 100% 1620 375 179
75% 1100 267 156 75% 1210 274 158
0 (32) 100% 1210 291 169 100% 1330 299 170
65% 960 239 144 65% 1050 242 146
75% 900 233 144 75% 990 235 146
Rng 860 221 135 Rng 860 208 129
Rng 870 227 140 Rng 920 223 139

End 660 186 89 End 680 180 94
65% 780 212 129 65% 860 213 132
End 670 193 100 End 710 189 97 -40 (-40) 100% 1540 375 179 100% 1690 400 180
75% 1150 277 157 75% 1270 286 159
-10 (14) 100% 1310 314 174 100% 1440 325 174
65% 1000 246 146 65% 1100 251 148
75% 980 246 150 75% 1080 250 152
Rng 840 216 131 Rng 860 206 127
Rng 870 225 139 65% 940 224 139
End 650 183 87 End 680 177 93
65% 850 222 137 Rng 900 217 135
End 670 190 96 End 700 185 95 -50 (-58) 100% 1610 399 180 100% 1770 430 181
75% 1210 289 158 75% 1330 299 160
®
-11 (12) 100% 1320 315 174 100% 1450 327 175
65% 1050 254 147 65% 1150 260 150
75% 990 247 150 75% 1090 251 152
Rng 870 221 132 Rng 850 205 126
Rng 870 225 139 65% 940 225 140
End 650 181 87 End 670 175 90
65% 860 223 137 Rng 900 217 135
End 670 190 96 End 700 185 95
100 SERIES

Weight.......................................................................................................................7255 LB

®
2200 RPM 2000 RPM
FUEL FUEL
TRQ TAS TRQ TAS 2200 RPM 2000 RPM
PWR FLOW PWR FLOW
FT-LB KTS FT-LB KTS
TEMP °C (°F)
PPH PPH FUEL FUEL
20 (68) 100% 950 240 153 100% 1040 243 154 TRQ TAS TRQ TAS
PWR FLOW PWR FLOW
FT-LB KTS FT-LB KTS
Conditions:
TEMP °C (°F)
Rng 910 233 148 Rng 930 224 143 PPH PPH
®
75% 710 199 115 75% 780 199 120 -20 (-4) 100% 1340 321 175 100% 1470 336 176
End 690 196 104 End 750 194 104 75% 1010 247 152 75% 1110 252 154

10 (50) 100% 1060 259 161 100% 1160 264 162 65% 870 222 139 65% 960 224 142
Rng 860 223 142 Rng 930 222 142 Rng 860 219 138 Rng 880 211 134
75% 790 211 132 75% 870 213 135 End 670 186 95 End 700 181 95
100 S E R I E S
End 690 193 103 65% 750 194 114 -30 (-22) 100% 1410 341 177 100% 1560 360 178
®
End 730 191 102 75% 1060 257 155 75% 1170 264 156
0 (32) 100% 1150 279 167 100% 1270 286 168 65% 920 229 142 65% 1010 233 145
Rng 880 226 143 75% 950 225 143 Rng 880 222 139 Rng 870 208 132
75% 870 223 141 Rng 910 219 139 End 660 183 93 End 690 178 95
65% 750 203 125 65% 830 204 129 -40 (-40) 100% 1480 361 178 100% 1630 385 179
End 680 191 101 End 720 187 100 75% 1110 267 156 75% 1220 275 158
-10 (14) 100% 1260 301 173 100% 1380 312 173 65% 960 237 144 65% 1060 241 147
75% 940 236 148 75% 1040 240 150 Rng 840 214 132 Rng 860 204 129
Rng 860 221 139 Rng 900 215 137 End 660 181 89 End 680 176 94
65% 820 213 134 65% 900 215 137 -50 (-58) 100% 1550 385 179 100% 1710 415 180
End 670 188 98 End 710 184 97 75% 1160 278 158 75% 1280 289 159
-13 (9) 100% 1280 306 173 100% 1410 318 174 65% 1010 245 146 65% 1110 251 149
75% 960 239 149 75% 1060 243 151 Rng 840 212 131 Rng 840 201 126
Rng 860 220 139 65% 920 218 138 End 650 179 87 End 680 173 92
65% 830 216 136 Rng 900 214 136
End 670 188 98 End 710 183 97
Weight.......................................................................................................................7255 LB

5_47
PERFORMANCE
Section 5
Performance
Performance
5_48
Section 5
2200 RPM 2000 RPM

FUEL FUEL 2200 RPM 2000 RPM
TRQ TAS TRQ TAS
PERFORMANCE
PWR FLOW PWR FLOW FUEL FUEL

FT-LB KTS FT-LB KTS
TEMP °C (°F)
PPH PPH TRQ TAS TRQ TAS
PWR FLOW PWR FLOW
FT-LB KTS FT-LB KTS
TEMP °C (°F)
Conditions:
20 (68) 100% 900 230 149 100% 990 232 151 PPH PPH
Rng 890 226 147 Rng 940 222 145 -20 (-4) 100% 1290 307 174 100% 1410 322 175
End 700 194 105 End 760 193 107 75% 960 237 150 75% 1060 241 152
10 (50) 100% 1010 248 159 100% 1110 253 160 Rng 860 217 139 65% 920 215 139
Rng 880 225 146 Rng 920 219 142 65% 840 213 136 Rng 890 210 136
75% 760 202 127 75% 830 203 130 End 670 184 98 End 710 180 97
End 690 192 104 End 750 190 105 -30 (-22) 100% 1360 327 176 100% 1490 346 177
0 (32) 100% 1100 267 165 100% 1210 274 166 75% 1020 247 153 75% 1120 253 155
Rng 860 220 142 Rng 930 219 142 65% 880 220 140 65% 970 224 143
75% 830 214 138 75% 910 216 140 Rng 850 214 137 Rng 870 206 133

65% 720 194 118 65% 790 195 123 End 670 181 95 End 700 177 95
End 690 189 104 End 730 186 102 -40 (-40) 100% 1420 347 178 100% 1570 370 179
-10 (14) 100% 1210 288 171 100% 1330 299 172 75% 1070 257 155 75% 1170 265 157
75% 900 226 146 75% 990 230 147 65% 930 227 143 65% 1020 232 145
Rng 860 218 141 Rng 900 213 138 Rng 850 213 135 Rng 840 199 128
65% 780 205 131 65% 860 206 133 End 660 179 93 End 690 174 94
End 680 186 102 End 720 183 100 -50 (-58) 100% 1490 371 179 100% 1640 400 180
-15 (5) 100% 1240 297 173 100% 1370 309 173 75% 1120 268 157 75% 1230 278 159
®
75% 930 231 148 75% 1030 235 150 65% 970 235 145 65% 1070 241 147
Rng 850 217 140 Rng 900 212 137 Rng 810 204 129 Rng 840 199 127
65% 810 208 134 65% 890 210 136 End 660 177 89 End 680 171 94
End 680 185 99 End 720 182 99
100 SERIES

Weight.......................................................................................................................7255 LB

®
® ®
Section 5
Conditions:
Weight.......................................................................................................................7255 LB
2200 RPM 2000 RPM
TEMP FUEL FUEL
°C (°F) PWR TRQ TAS TRQ TAS
FLOW PWR FLOW
FT-LB KTS FT-LB KTS
PPH PPH
10 (50) 100% 960 238 156 100% 1060 242 157
Rng 890 223 148 Rng 930 217 144
75% 720 194 119 75% 790 195 123
End 700 190 105 End 760 189 108
0 (32) 100% 1060 255 163 100% 1160 262 164
Rng 860 217 144 Rng 920 216 142
75% 790 205 134 75% 870 207 136
End 690 188 104 65% 760 187 113
End 750 186 106
-10 (14) 100% 1160 276 170 100% 1270 287 170
75% 870 217 143 75% 950 220 145
Rng 850 214 141 Rng 910 212 140
65% 750 196 126 65% 830 198 129
End 690 185 104 End 730 183 102
-17 (1) 100% 1210 288 172 100% 1330 301 173
75% 910 224 146 75% 1000 228 148
Rng 840 212 139 Rng 890 207 137
65% 780 201 131 65% 860 204 134
End 680 183 101 End 730 180 101
Performance
-20 (-4) 100% 1230 295 173 100% 1360 309 174
75% 920 227 148 75% 1020 232 150
Rng 850 213 140 Rng 890 208 137
65% 800 204 133 65% 880 206 136
End 680 182 100 End 720 179 100
-30 (-22) 100% 1300 314 175 100% 1430 332 176
75% 980 237 151 75% 1080 243 153
Rng 850 212 138 65% 930 215 140
65% 850 211 138 Rng 870 203 133
End 670 180 98 End 710 176 97
-40 (-40) 100% 1370 333 177 100% 1500 356 178
75% 1030 246 154 75% 1130 254 155
65% 890 218 141 65% 980 223 143
Rng 850 210 136 Rng 860 201 132
End 670 177 95 End 700 173 95
-50 (-58) 100% 1430 356 178 100% 1580 384 179
75% 1080 257 156 75% 1180 267 157
65% 930 226 143 65% 1030 232 146
Rng 820 204 131 Rng 820 193 126
End 660 175 93 End 690 170 94

® ®
Section 5

Conditions:
Weight.......................................................................................................................7255 LB
2200 RPM 2000 RPM

TEMP FUEL FUEL
FLOW PWR FLOW
FT-LB KTS FT-LB KTS
PPH PPH
10 (50) 100% 920 227 153 100% 1010 231 154
Rng 880 219 148 Rng 920 214 144
End 710 189 107 End 770 189 110
0 (32) 100% 1010 244 161 100% 1110 251 162
Rng 880 218 147 Rng 920 212 143
75% 760 196 128 75% 830 198 131
End 700 187 105 End 760 186 108
-10 (14) 100% 1110 264 168 100% 1220 274 168
Rng 840 210 141 75% 910 211 141
75% 830 208 140 Rng 910 211 141
65% 720 188 119 65% 790 189 123
End 690 184 104 End 750 182 106
-19 (-2) 100% 1170 280 171 100% 1290 292 172
75% 880 216 145 75% 970 220 146
Rng 840 209 140 Rng 890 206 138
65% 760 195 128 65% 840 197 131
End 690 181 103 End 740 179 103
-20 (-4) 100% 1180 282 171 100% 1300 295 172
Performance
75% 890 218 145 75% 970 222 147

Rng 840 209 140 Rng 880 205 137
65% 770 196 129 65% 840 198 132
End 690 181 102 End 730 179 102
-30 (-22) 100% 1250 300 174 100% 1370 318 175
75% 940 227 149 75% 1030 233 151
Rng 840 208 138 65% 890 206 137
65% 810 203 135 Rng 870 201 135
End 680 178 100 End 720 176 100
-40 (-40) 100% 1310 319 175 100% 1440 341 177
75% 980 236 152 75% 1080 244 154
65% 850 209 139 65% 940 213 141
Rng 820 203 134 Rng 850 198 132
End 670 176 98 End 710 173 97
-50 (-58) 100% 1380 342 177 100% 1510 369 178
75% 1030 247 154 75% 1140 256 156
65% 890 217 141 65% 980 222 144
Rng 830 203 134 Rng 830 192 128
End 660 174 96 End 700 170 95

® ®
Section 5
Conditions:
Weight.......................................................................................................................7255 LB
2200 RPM 2000 RPM

TEMP FUEL FUEL
FLOW PWR FLOW
FT-LB KTS FT-LB KTS
PPH PPH
10 (50) 100% 870 216 149 100% 960 220 150
End 720 189 111 Rng 930 214 145
End 790 189 111
0 (32) 100% 960 233 158 100% 1060 239 159
Rng 870 214 147 Rng 910 210 143
75% 720 187 117 75% 790 189 121
End 710 186 107 End 770 186 110
-10 (14) 100% 1060 252 165 100% 1160 262 166
Rng 860 213 146 Rng 910 208 142
75% 790 199 135 75% 870 202 137
End 700 183 105 End 760 182 108
-20 (-4) 100% 1130 270 169 100% 1240 282 170
75% 850 208 142 75% 930 212 144
Rng 820 203 139 Rng 900 206 140
65% 730 187 123 65% 810 189 127
End 690 180 105 End 750 179 106
-21 (-6) 100% 1130 271 170 100% 1250 284 170
75% 850 209 142 75% 930 213 144
Performance
Rng 830 205 140 Rng 900 206 140
65% 740 188 124 65% 810 190 127
End 690 180 104 End 750 179 106
-30 (-22) 100% 1190 287 172 100% 1310 303 173
75% 900 217 146 75% 990 223 148
Rng 830 204 139 Rng 860 199 135
65% 780 194 131 65% 850 197 134
End 690 178 103 End 730 176 103
-40 (-40) 100% 1250 305 174 100% 1380 326 175
75% 940 226 149 75% 1030 233 151
Rng 830 203 137 65% 900 204 138
65% 820 200 135 Rng 860 197 133
End 680 175 100 End 720 172 100
-50 (-58) 100% 1320 327 176 100% 1450 352 177
75% 990 236 152 75% 1090 245 154
65% 860 208 139 65% 940 213 142
Rng 820 200 134 Rng 840 193 130
End 670 173 98 End 710 169 97

® ®
Section 5

Conditions:
Weight.......................................................................................................................7255 LB
2200 RPM 2000 RPM
TEMP FUEL FUEL
FLOW PWR FLOW
FT-LB KTS FT-LB KTS
PPH PPH
10 (50) 100% 830 206 143 100% 910 209 144
End 740 189 113 End 810 190 113
0 (32) 100% 920 222 154 100% 1010 228 155
Rng 870 213 149 Rng 920 210 144
End 730 186 111 End 790 186 111
-10 (14) 100% 1010 241 162 100% 1110 249 163
Rng 850 208 144 Rng 900 206 142
75% 750 190 128 75% 830 192 130
End 720 183 109 End 780 183 110
-20 (-4) 100% 1080 257 167 100% 1180 269 168
Rng 840 204 142 Rng 910 206 142
75% 810 199 138 75% 890 203 139
End 700 180 105 65% 770 181 115
End 760 179 108
-23 (-9) 100% 1090 261 168 100% 1200 274 169
Rng 830 203 141 75% 900 205 141
75% 820 201 139 Rng 890 203 140
65% 710 180 114 65% 780 183 120
Performance
End 700 179 105 End 760 178 108

-30 (-22) 100% 1140 274 170 100% 1250 289 171
75% 850 207 143 75% 940 213 145
Rng 820 201 139 Rng 880 200 138
65% 740 185 125 65% 810 188 128
End 700 177 105 End 750 176 106
-40 (-40) 100% 1200 291 172 100% 1320 310 173
75% 900 216 147 75% 990 223 149
Rng 830 202 139 65% 860 195 134
65% 780 192 131 Rng 850 194 133
End 690 174 104 End 730 173 102
-50 (-58) 100% 1260 312 174 100% 1390 336 175
75% 940 226 150 75% 1040 234 152
65% 820 199 136 65% 900 204 138
Rng 810 197 134 Rng 840 191 131
End 680 172 102 End 720 169 100

® ®
Section 5
Conditions:
Weight.......................................................................................................................7255 LB
2200 RPM 2000 RPM
TEMP FUEL FUEL
FLOW PWR FLOW
FT-LB KTS FT-LB KTS
PPH PPH
10 (50) 100% 790 195 134 100% 860 199 135
End 750 189 117 End 820 191 117
0 (32) 100% 870 211 149 100% 960 216 150
Rng 870 211 149 Rng 920 208 145
End 740 186 113 End 810 188 113
-10 (14) 100% 960 229 159 100% 1050 237 159
Rng 850 207 146 Rng 910 206 143
End 730 183 111 End 790 184 111
-20 (-4) 100% 1020 245 164 100% 1130 256 165
Rng 830 202 142 Rng 900 204 142
75% 770 190 131 75% 840 193 133
End 720 180 109 End 780 180 110
-25 (-13) 100% 1050 252 166 100% 1160 264 167
Rng 830 202 142 Rng 890 202 141
75% 790 193 135 75% 870 197 137
End 710 178 107 End 770 179 109
-30 (-22) 100% 1090 261 168 100% 1190 275 169
Rng 820 198 139 75% 900 202 141
Performance
75% 810 198 139 Rng 880 200 139
End 710 177 105 65% 780 179 118
End 760 177 108
-40 (-40) 100% 1140 277 170 100% 1260 295 171
75% 860 206 143 75% 940 212 145
Rng 820 199 139 Rng 860 195 135
65% 740 183 125 65% 820 186 128
End 700 174 105 End 750 173 106
-50 (-58) 100% 1200 297 173 100% 1320 320 174
75% 900 215 147 75% 990 223 149
Rng 810 196 136 65% 860 194 134
65% 780 190 131 Rng 840 191 132
End 690 171 104 End 730 170 102

® ®
Section 5

Conditions:
Weight.......................................................................................................................7255 LB
2200 RPM 2000 RPM

TEMP FUEL FUEL
FLOW PWR FLOW
FT-LB KTS FT-LB KTS
PPH PPH
0 (32) 100% 830 202 144 100% 920 207 145
End 750 186 117 End 830 189 117
-10 (14) 100% 920 219 156 100% 1010 227 156
Rng 850 205 146 Rng 910 205 143
End 740 183 115 End 810 186 113
-20 (-4) 100% 980 235 162 100% 1080 245 163
Rng 840 202 143 Rng 900 203 142
75% 740 182 122 75% 810 185 124
End 730 180 111 End 790 182 111
-27 (-17) 100% 1020 245 165 100% 1120 258 165
Rng 830 199 142 Rng 900 202 142
75% 770 187 131 75% 840 191 133
End 720 178 110 End 780 179 111
-30 (-22) 100% 1040 250 166 100% 1150 264 167
Rng 830 200 142 Rng 890 201 141
75% 780 190 134 75% 860 195 136
End 720 177 109 End 780 178 110
Performance
-40 (-40) 100% 1100 267 169 100% 1210 284 170
75% 820 198 140 75% 910 204 142
Rng 820 197 139 Rng 870 195 136
65% 710 176 115 65% 780 179 121
End 710 174 105 End 760 174 108
-50 (-58) 100% 1160 287 171 100% 1270 309 172
75% 870 207 145 75% 950 215 147
Rng 810 195 137 Rng 850 191 133
65% 750 183 127 65% 830 187 130
End 700 171 104 End 750 171 106

® ®
Section 5
Conditions:
Weight.......................................................................................................................7255 LB
2200 RPM 2000 RPM

TEMP FUEL FUEL
FLOW PWR FLOW
FT-LB KTS FT-LB KTS
PPH PPH
0 (32) 100% 800 193 135 100% 880 198 135
End 770 187 121 End 840 192 120
-10 (14) 100% 880 210 151 100% 960 217 151
Rng 860 207 149 Rng 920 207 145
End 750 184 117 End 830 188 117
-20 (-4) 100% 940 225 159 100% 1040 235 159
Rng 840 202 145 Rng 900 203 142
End 740 181 115 End 810 184 114
-29 (-20) 100% 990 238 163 100% 1090 251 164
Rng 830 199 143 Rng 890 201 141
75% 740 181 123 75% 820 185 126
End 730 178 112 End 800 181 112
-30 (-22) 100% 1000 240 163 100% 1100 253 164
Rng 820 197 141 Rng 890 201 141
75% 750 182 126 75% 830 187 128
End 730 178 111 End 790 180 111
-40 (-40) 100% 1050 256 167 100% 1160 273 168
Performance
Rng 810 195 139 Rng 880 198 139
75% 790 190 135 75% 870 196 137
End 720 175 109 End 780 176 110
-50 (-58) 100% 1110 276 170 100% 1220 297 171
75% 830 200 142 75% 920 207 144
Rng 820 195 139 Rng 850 193 135
65% 720 176 120 65% 800 180 124
End 710 172 107 End 760 173 108

® ®
Section 5

Conditions:
Weight.......................................................................................................................7255 LB
2200 RPM 2000 RPM

TEMP FUEL FUEL
FLOW PWR FLOW
FT-LB KTS FT-LB KTS
PPH PPH
-10 (14) 100% 840 201 145 100% 920 207 145
End 770 186 121 End 850 191 120
-20 (-4) 100% 900 216 155 100% 990 225 155
Rng 850 203 147 Rng 910 205 144
End 750 182 118 End 830 187 118
-30 (-22) 100% 960 230 160 100% 1050 243 161
Rng 830 200 144 Rng 900 203 142
End 740 179 115 End 810 183 115
-31 (-24) 100% 960 231 161 100% 1060 244 161
Rng 830 199 144 Rng 900 202 142
End 740 179 115 End 810 183 115
-40 (-40) 100% 1010 245 164 100% 1110 261 165
Rng 810 194 139 Rng 880 199 139
75% 760 182 127 75% 830 188 130
End 730 176 111 End 790 179 111
-50 (-58) 100% 1070 265 168 100% 1180 286 169
Rng 810 194 139 75% 880 199 139
Performance
75% 800 192 137 Rng 860 194 136

End 720 173 109 End 770 175 110

® ®
Section 5
Conditions:
Weight.......................................................................................................................7255 LB
2200 RPM 2000 RPM
TEMP FUEL FUEL
FLOW PWR FLOW
FT-LB KTS FT-LB KTS
PPH PPH
-10 (14) 100% 800 191 133 100% 880 198 132
End 780 188 122 End 870 195 124
-20 (-4) 100% 860 206 149 100% 950 215 150
Rng 860 205 148 Rng 920 209 145
End 770 185 122 End 850 191 122
-30 (-22) 100% 920 220 156 100% 1010 232 157
Rng 840 201 145 Rng 900 204 143
End 760 182 118 End 830 187 118
-33 (-27) 100% 930 223 158 100% 1020 236 159
Rng 830 199 143 Rng 900 203 142
End 750 181 117 End 830 186 117
-40 (-40) 100% 970 235 161 100% 1060 250 162
Rng 820 196 141 Rng 890 202 141
End 740 178 115 End 810 183 115
-50 (-58) 100% 1020 254 166 100% 1130 274 167
Rng 810 193 139 Rng 870 197 138
75% 770 184 130 75% 840 191 133
End 730 175 111 End 790 178 111
Performance
Conditions:
Weight.......................................................................................................................7255 LB
2200 RPM 2000 RPM
TEMP FUEL FUEL
FLOW PWR FLOW
FT-LB KTS FT-LB KTS
PPH PPH
-20 (-4) 100% 820 196 140 100% 900 205 140
End 790 188 121 End 870 196 124
-30 (-22) 100% 870 210 151 100% 960 221 151
Rng 840 202 146 Rng 910 206 143
End 770 185 120 End 850 192 122
-35 (-31) 100% 900 216 154 100% 980 228 155
Rng 850 203 146 Rng 900 206 143
End 770 183 121 End 840 190 119
-40 (-40) 100% 920 224 157 100% 1010 238 158
Rng 830 199 143 Rng 900 206 143
End 760 181 118 End 830 187 118
-50 (-58) 100% 980 243 163 100% 1080 262 164
Rng 810 194 139 Rng 880 201 139
End 740 178 115 End 810 183 115

® ®
Section 5
5-19 MAXIMUM LANDING WEIGHTS

Conditions:
• Maximum Takeoff Power Available
• Flaps 35°
• Airspeed—74 KIAS (Vref)
NOTE:
• These weights assure the availability of a steady gradient of climb of
at least 152 FT/NM with the flaps at 35°.
landing weight.
NOTE: For temperatures below 15°C (59°F) and altitudes below 9000 ft,
the landing weight limit is 6,690 lb.

Performance

® ®
Section 5

(°C) (°F) 9000 10,000 11,000 12,000
6690
15 59 6690 6690 6690
6651
6690
17 63 6690 6690 6690
6515
6690
19 66 6690 6690 6690
6378
6690 6619
21 70 6690 6690
6639 6235
6690 6478
23 73 6690 6690
6492 6086
6690 6336
25 77 6690 6690
6343 5931
6690 6582 6189
27 81 6690
6590 6188 5770
6690 6432
29 84 6690 —
6434 6026
6690 6667
31 88 — —
6669 6271
6690
Performance
33 91 — — —
6503
Table 5–13: Maximum Landing Weight

® ®
Section 5
5-20 RANGE AND ENDURANCE PROFILES

Conditions:
Weight......................................................................................................................7,255 LB
Propeller.............................................................................................................. 2000 RPM
Temperature....................................................................................................................ISA
Winds............................................................................................................................... Zero
Total Fuel.................................................................................................................320 GAL
Engine Inlet............................................................................................................. Normal
External Cargo Compartment................................................................Not Installed
Example:
Power.......................................................................................................Maximum Cruise
Takeoff Press Alt....................................................................................................2,000 FT
Cruise Press Alt................................................................................................... 10,000 FT
Fuel to Climb: 49 LB
Cruise Fuel Flow: 336 LB/HR
Endurance: 5.5 hours
Range: 946 NM
True Airspeed: 172 KTAS
NOTE:
• Fuel Remaining for Cruise is equal to 2110 pounds usable, less fuel
required for climb from sea level at maximum climb power, less 153
pounds for 45 minutes IFR reserve fuel at Maximum Range Power (ISA
@ 10,000 ft PA), less fuel for descent to sea level, less 50 pounds for fuel
Performance
used prior to takeoff.

• Range and endurance values include descent to final destination at
approximately 140 KIAS above 16,000 feet and 160 KIAS below 16,000
feet.

® ®
Section 5
Maximum Cruise Power

Fuel Total
Press Climb Fuel Total
Remaining Airspeed Endurance Specific
Alt Fuel Flow Range
For Cruise (KTAS) (Hours) Range
(FT) (LB) (PPH) (NM)
(LB) (NM/LB)
S. L. 0 1907 169 420 4.5 767 0.40
2000 11 1896 170 404 4.7 798 0.42
4000 22 1885 171 387 4.9 833 0.44
6000 34 1873 172 370 5.1 871 0.46
8000 47 1860 172 354 5.3 904 0.49
10,000 60 1847 172 336 5.5 946 0.51
12,000 80 1827 172 321 5.7 979 0.54
14,000 99 1808 171 304 5.9 1017 0.56
16,000 123 1784 169 288 6.2 1047 0.59
18,000 176 1731 168 273 6.3 1065 0.62
20,000 230 1677 165 257 6.5 1077 0.64
Table 5–14: Maximum Cruise Profile
Maximum Range Power

Fuel Total
Press Climb Fuel Total
Remaining Airspeed Endurance Specific
Alt Fuel Flow Range
For Cruise (KTAS) (Hours) Range
(FT) (LB) (PPH) (NM)
Performance
(LB) (NM/LB)
S. L. 0 1907 140 314 6.1 850 0.45
2000 11 1896 141 299 6.3 894 0.47
4000 22 1885 141 283 6.7 939 0.50
6000 34 1873 141 268 7.0 986 0.53
8000 47 1860 140 254 7.3 1025 0.55
10,000 60 1847 139 238 7.8 1079 0.58
12,000 80 1827 137 225 8.1 1113 0.61
14,000 99 1808 136 214 8.4 1149 0.64
16,000 123 1784 137 207 8.6 1181 0.66
18,000 176 1731 141 207 8.4 1179 0.68
20,000 230 1677 141 202 8.3 1171 0.70
Table 5–15: Maximum Range Profile

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

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

Alt Time Fuel Distance
(FT) (MIN) (LB) (NM)
24,000 30.0 118 76.6
22,000 27.5 110 70.8
20,000 25.0 102 65.0
18,000 22.5 94 59.1
16,000 20.0 86 53.3
14,000 17.5 76 46.7
12,000 15.0 65 40.0
Performance
10,000 12.5 55 33.3

8,000 10.0 45 26.7
6,000 7.5 34 20
4,000 5.0 23 13.3
2,000 2.5 11 6.6
S. L. 0 0 0
Table 5–16: Time, Fuel, and Distance to Descend

® ®
Section 5
5-22 BALKED LANDINGS
BALKED LANDING RATE OF CLIMB
Conditions:
Power.................................................................................................................Max Takeoff
Flaps.................................................................................................................... 35° (Down)
Climb Airspeed...................................................................................................... 74 KIAS
Example:
Weight.......................................................................................................................6690 LB
Pressure Altitude...................................................................................................6000 FT
Climb Gradient: 780 FT/MIN
NOTE:
• For operation in air colder than provided in this table, use the coldest
charted data.
• This chart is based on a climb speed of 74 KIAS and Flaps at 35°.
However, significantly better performance may be achieved by
climbing at the Best Rate of Climb speeds with the flaps positioned at
20° or following the Go-Around/Balked Landing procedure outlined in
"Section 4".
Performance


® ®
Section 5

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

Performance
1542 1244 2127 1757

S. L. 74 2102 2069 2042 S. L. 74 2807 2773 2746
1431 1123 1989 1607
1844 1335 1041 2505 1876 1511
2000 74 2072 2037 2000 74 2776 2739
1725 1199 881 2356 1706 1311
1628 1129 2243 1625
4000 74 2039 2007 — 4000 74 2741 2709 —
1518 1008 2105 1475
2004 1804 1422 921 2705 2462 1993 1374
6000 74 — 6000 74 —
1994 1686 1289 777 2693 2316 1827 1194
1860 1584 1200 2532 2196 1723
8000 74 — — 8000 74 — —
1774 1476 1084 2425 2061 1579
1643 1356 973 2269 1919 1449
10000 74 — — 10000 74 — —
1539 1232 843 2140 1764 1286
1417 1121 745 1996 1634 1172
12000 74 — — 12000 74 — —
1322 1008 620 1876 1493 1017
Table 5–17: Balked Landing Rate of Climb

® ®
Section 5
BALKED LANDING CLIMB GRADIENT
Conditions:
Power.................................................................................................................Max Takeoff
Flaps.................................................................................................................... 35° (Down)
Climb Airspeed...................................................................................................... 74 KIAS
Winds............................................................................................................................... Zero
Example:
Weight.......................................................................................................................6690 LB
NOTE:
• Balked Landing Climb Gradients shown represent the gain in altitude
for the horizontal distance traveled and is expressed as Feet per
Nautical Mile.
charted data.
• This chart is required data for aircraft certification. However,
significantly better performance may be achieved by climbing at the
Best Rate of Climb speeds with the flaps positioned at 20° or following
the Go-Around/Balked Landing procedure outlined in "Section 4".
Performance


® ®
Section 5

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

Performance
1210 954 1700 1365

S. L. 74 1885 1777 1686 S. L. 74 2617 2467 2341
1121 860 1582 1243
1455 1004 767 2026 1431 1123
2000 74 1783 1680 2000 74 2474 2332
1356 900 647 1893 1295 970
1228 815 1724 1185
4000 74 1684 1589 — 4000 74 2337 2209 —
1142 727 1610 1072
1587 1364 1027 639 2206 1904 1460 959
6000 74 — 6000 74 —
1579 1271 929 537 2194 1781 1333 830
1409 1145 830 1964 1614 1205
8000 74 — — 8000 74 — —
1341 1065 749 1873 1509 1100
1189 938 646 1671 1344 968
10000 74 — — 10000 74 — —
1111 850 559 1569 1230 857
980 742 474 1399 1092 750
12000 74 — — 12000 74 — —
913 666 394 1311 994 649
Table 5–18: Balked Landing Climb Gradient

® ®
Section 5
5-23 OBSTACLE LANDING DISTANCE
(Max Weight 6690 LB, Short Field)
Conditions:
Winds............................................................................................................................... Zero
Runway..........................................................................................Paved, Level, and Dry
Propeller Lever.................................................................................................. Maximum
Flaps...................................................................................................................... 35° (FULL)
• Power for 3° descent to 50 foot obstacle, then gradual reduction to
IDLE at touchdown. BETA range (aft of stop, lever against spring) after
touchdown.
Braking................................................................................................................. Maximum
Example:
Weight.......................................................................................................................6690 LB
Headwind...................................................................................................................... Zero
Obstacle Speed (Vref): 74 KIAS
Landing Ground Roll: 760 FT
Total Distance Over 50' Obstacle: 1551
NOTE:
• Utilize the "Short Field Landing" checklist in "Section 4" of this
manual.
• Decrease distances 10% for each 14 knots of headwind.
Performance
• For operation in tailwinds up to 10 knots, increase distances by 10%
for each 2 knots.
• For operation on a hard, dry, grass runway, increase distances by 40%
of the "ground roll" calculation.
• To land with flaps up, increase approach speed by 22 KIAS and allow
for approximately 55% longer distances.
• Maximum reverse thrust after touchdown will reduce ground roll by
approximately 5%.
• For sloped runways (up to a 3% slope), increase the distances by
27% of the ground roll distance for each 1% of downslope. Decrease
distances by 9% of the ground roll distance for each 1% of upslope.
• For operation in air colder than this table provides, use the coldest
data for landing distances.
caution.
• Dashed entries indicate atmospheric temperatures beyond the
interpolating.

Performance
5_68
0°C (32°F) 10°C (50°F) 20°C (68°F) 30° C (86°F) 40°C (104°F) 50°C (122°F)
Section 5
50' Press Total Total Total Total Total Total

WT Speed Alt GRND Feet to GRND Feet to GRND Feet to GRND Feet to GRND Feet to GRND Feet to
(LB) (KIAS) (FT) ROLL (FT) Clear ROLL (FT) Clear ROLL (FT) Clear ROLL (FT) Clear ROLL (FT) Clear ROLL (FT) Clear
PERFORMANCE
50' OBS 50' OBS 50' OBS 50' OBS 50' OBS 50' OBS
S. L. 668 1381 693 1413 717 1445 742 1478 766 1511 791 1544
1000 688 1428 713 1462 738 1497 763 1531 788 1566 814 1602
2000 708 1479 734 1515 760 1551 786 1588 812 1625 837 1662
3000 729 1531 755 1570 782 1608 809 1647 835 1687 862 1726
4000 750 1587 778 1628 805 1669 833 1710 860 1752 888 1794
5000 773 1646 801 1689 829 1733 858 1776 886 1821 914 1866
6,690 74 6000 796 1708 825 1754 854 1800 883 1847 913 1894 — —
7000 820 1774 850 1823 880 1872 910 1921 940 1971 — —
8000 845 1844 876 1895 907 1947 938 2000 969 2053 — —
9000 871 1918 903 1972 935 2028 967 2083 999 2140 — —
10000 898 1996 931 2054 964 2113 997 2172 1030 2231 — —

11000 926 2079 960 2141 994 2203 1028 2266 — — — —
12000 955 2167 990 2233 1025 2299 1060 2365 — — — —
S. L. 599 1292 621 1321 643 1349 665 1378 687 1407 709 1436
1000 617 1335 639 1365 662 1395 685 1426 707 1457 730 1488
2000 635 1380 658 1412 681 1444 705 1476 728 1509 751 1542
3000 654 1427 677 1461 701 1495 725 1530 749 1564 773 1600
4000 673 1477 698 1513 722 1549 747 1586 771 1623 796 1660
Table 5–19: Obstacle Landing Distance

5000 693 1530 718 1568 744 1607 769 1645 795 1685 820 1724
®
6,000 70 6000 714 1586 740 1626 766 1667 792 1708 818 1750 — —
7000 736 1645 762 1688 789 1731 816 1775 843 1819 — —
8000 758 1707 786 1753 813 1799 841 1845 869 1892 — —
9000 781 1774 810 1822 838 1871 867 1920 896 1970 — —
10000 805 1844 835 1895 864 1947 894 1999 923 2052 — —
11000 831 1918 861 1972 891 2028 922 2083 — — — —
100 SERIES
12000 857 1997 888 2055 919 2113 951 2172 — — — —

®
0°C (32°F) 10°C (50°F) 20°C (68°F) 30° C (86°F) 40°C (104°F) 50°C (122°F)
50' Press Total Total Total Total Total Total
WT Speed Alt GRND Feet to GRND Feet to GRND Feet to GRND Feet to GRND Feet to GRND Feet to
(LB) (KIAS) (FT) ROLL (FT) Clear ROLL (FT) Clear ROLL (FT) Clear ROLL (FT) Clear ROLL (FT) Clear ROLL (FT) Clear
50' OBS 50' OBS 50' OBS 50' OBS 50' OBS 50' OBS
S. L. 499 1170 518 1193 536 1216 554 1240 573 1263 591 1287
1000 514 1206 533 1230 552 1255 570 1280 589 1305 608 1330
2000 529 1244 548 1270 568 1296 587 1322 607 1349 626 1376
3000 545 1284 565 1311 585 1339 604 1367 624 1395 644 1424
®
4000 561 1326 581 1355 602 1384 622 1414 643 1444 663 1474
5000 578 1370 599 1401 620 1432 641 1464 662 1496 683 1528

5,000 63 6000 595 1417 617 1449 638 1483 660 1516 682 1550 — —
7000 613 1466 635 1501 658 1536 680 1572 703 1608 — —
8000 632 1518 655 1555 678 1593 701 1631 724 1669 — —
100 S E R I E S
9000 651 1573 675 1613 699 1653 723 1693 746 1734 — —
®
10000 671 1632 696 1674 720 1716 745 1759 770 1803 — —
11000 692 1694 717 1738 743 1784 768 1829 — — — —
12000 714 1759 740 1807 766 1855 792 1904 — — — —
S. L. 400 1057 414 1075 429 1092 443 1111 458 1129 473 1147
1000 411 1086 426 1105 441 1124 456 1143 471 1163 486 1183
2000 423 1117 439 1137 454 1157 470 1178 485 1199 501 1220
3000 436 1150 452 1171 468 1192 484 1214 500 1236 515 1259
4000 449 1184 465 1206 481 1229 498 1253 514 1276 531 1300
5000 462 1220 479 1244 496 1268 513 1293 530 1318 547 1343
4,000 56 6000 476 1258 493 1283 511 1309 528 1336 546 1362 — —
7000 490 1298 508 1325 526 1353 544 1381 562 1409 — —
8000 505 1340 524 1369 542 1399 561 1429 579 1459 — —
Table 5–19 (continued): Obstacle Landing Distance

9000 521 1385 540 1416 559 1447 578 1479 597 1511 — —
10000 537 1432 557 1465 576 1499 596 1532 616 1567 — —
11000 554 1482 574 1518 594 1553 615 1589 — — — —
12000 571 1536 592 1573 613 1611 634 1649 — — — —

5_69
PERFORMANCE
Section 5
Performance
Performance

® ®
Section 6
100 S E R I E S WEIGHT & BALANCE
SECTION 6
WEIGHT & BALANCE
Table of Contents
CONTENTS PAGE
GENERAL��6_3
AIRPLANE WEIGHING PROCEDURES��6_4
PREPARATION��6_4
LEVELING��6_4
WEIGHING��6_4
MEASURING��6_5
AIRPLANE WEIGHING FORM��6_6
WEIGHT AND BALANCE RECORD��6_7
WEIGHT & BALANCE DETERMINATION FOR FLIGHT��6_8
CALCULATING WEIGHT AND BALANCE��6_8
PASSENGER AND CREW SEAT WEIGHT AND BALANCE�� 6_10
Seat Tracks�� 6_11
Crew Seat (with Belts)�� 6_11
Passenger Seat (with Belts)�� 6_11
WEIGHT AND BALANCE LOADING FORM (CONFIGURATION A)�� 6_12
WEIGHT AND BALANCE LOADING FORM (CONFIGURATION B)�� 6_14
WEIGHT AND BALANCE EXAMPLE FORM�� 6_15
CABIN ZONE LOADING LIMITS�� 6_17
FUEL WEIGHT AND MOMENTS�� 6_18
Weight and Moments Limits�� 6_19 Weight‑Bal
CENTER OF GRAVITY LIMITS�� 6_20
COMPREHENSIVE EQUIPMENT LIST��6_21

Weight‑Bal

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

® ®
Section 6
WEIGHT & BALANCE 100 SERIES
6-2 AIRPLANE WEIGHING PROCEDURES

PREPARATION
1. Remove all the snow, ice, or water from the airplane’s surfaces.
2. Inflate the tires to the recommended inflation pressures.
3. Drain all the fuel from the aircraft by locking open the fuel reservoir
and fuel tank sump quick drain valves. Drain the firewall fuel filter and
EPA cans.
4. Service the engine with oil to obtain a normal full indication, either
MAX HOT or MAX COLD, as appropriate, on the dipstick.
5. Move the pilot and copilot seats to their full forward position and the
passenger seats to their recommended locations, as outline in the Seat
Track Marking Example.
6. Raise the flaps to the fully retracted position.
7. Place all control surfaces in their neutral position.
8. Verify equipment installations and locations in comparison to the
equipment list.
LEVELING
(Reference the Airplane Weighing Form.)
1. Place the aircraft wheels on top of the weighing scales. The scales
should have a minimum capacity of 2000 pounds for the nose and
4000 pounds for each main wheel. The main landing gear must be
elevated approximately 2 ½ inches higher than the nose gear, with
small sheets of plywood placed beneath the scales. This initial elevated
position is to compensate for the difference in the waterline station
between the main and nose gear, and fine adjustments can be made
from this position by releasing air from the nose wheel tire.
2. Level longitudinally by placing a spirit level on the seat track, and
laterally by placing a spirit level perpendicular to (across) the seat
Weight‑Bal
tracks.
3. Deflate the nose tire to properly center the bubble in the spirit level.
WEIGHING
1. Weigh the airplane in a closed hangar to prevent errors caused by air
currents.
2. With the airplane level, doors closed, and the parking brake released,
record the weight shown on each scale. Deduct the tare weight, if any,
from each reading.

® ®
Section 6
MEASURING
(Reference the Airplane Weighing Form.)
1. Obtain measurement “A” by measuring horizontally along the airplane
centerline, from the mid point of a line stretched between the centers
of the main wheels to a plum bob lowered from the forward side of the
firewall (FS 0.00). This measurement is dimension “A” and is normally
around 94 inches.
2. Obtain measurement “B” by measuring horizontally and parallel to the
airplane centerline from the center of the nose wheel axle, on the left
side, to the line stretched between the centers of the main wheels.
Repeat this process on the right side of the nose wheel axle and
average the two measurements. Subtract this averaged measurement
from dimension “A” to obtain the nose wheel weighing point arm.
This will be a negative number since the nose wheel is forward of the
firewall datum point.
3. Determine and record the moment for the main and nose gear
weighing points, using the following formula:
Moment = Net Weight x Arm
4. Calculate and record the as-weighed weight and moment by totaling
the appropriate columns.
5. Determine and record the as-weighed Center of Gravity in inches aft of
datum, using the following formula:
C. G. = Total Moment ÷Total Weight
6. To determine the Empty Weight C. G., add or subtract any items
not included in the as-weighed condition to determine the empty
condition. Application of the above C. G. formula with empty weight
and moment values will determine the Empty Weight C. G.
7. If the airplane was weighed with the oil drained add the (negative
number) correction for engine oil. Add the correction for unusable fuel
(34.0 LB at FS 83.4) to determine the Basic Empty Weight and Moment.
Calculate and record the Basic Empty Weight C. G. by applying the
above C. G. formula.
Weight‑Bal
8. Record the new weight and C. G. values on the Weight and Balance
Record.
9. The above procedure determines the airplane’s Basic Empty Weight,
Moment and Center of Gravity, expressed as inches aft of datum. The
Center of Gravity location can also be expressed as a percentage of the
airplane’s Mean Aerodynamic Cord (MAC), using the following formula:
C. G. (%MAC) = 100 x (C. G. Inches - LEMAC) ÷ MAC
• LEMAC = 54.8073
• MAC = 64.919

® ®
Section 6
AIRPLANE WEIGHING FORM
Reference Datum
(Firewall Forward Face)
Lower Portion
STA 0.0
64.92 In. (MAC)
LEMAC FS 54.81
C. G.
A Level at pilot seat rail
DATA
A= B= A-B=
C. G. = Total Moment ÷ Total Weight
WEIGHING EQUIPMENT
Scale Number: Cal Due Date:
SCALE READING
Position Weight (LB) Arm Moment
Left Main
Weight‑Bal
Right Main
Nose
Total as Weighed:
Adjustments (+/-): Weight (LB) Arm Moment
Totals:
Empty Weight:
(Including Undrainable Fluids
and Full Oil)
Plus Drainable Unusable Fuel:
Basic Empty Weight:
Table 6–1: Airplane Weighing Form

® ®
Section 6
6-3 WEIGHT AND BALANCE RECORD
Use this form to maintain a continuous history of changes and
modifications to the airplane’s structure or equipment installations, which
may affect the weight and balance.
Registration No. Serial No. Page of
Running Basic
Item No. Added (+) or Removed (-)
Empty Weight
Date Description of Item or Modification
Wt. Arm Wt.
In Out Mom./1000 Mom./1000
(LB) (In.) (LB)
As Delivered
Weight‑Bal
Table 6–2: Weight and Balance Record

® ®
Section 6
6-4 WEIGHT & BALANCE DETERMINATION FOR FLIGHT

It is the responsibility of the pilot in command to ensure the airplane is
properly loaded and operated within the prescribed weight and center
of gravity limits. The following information is provided to assist the pilot
in calculating the total weight and moment for the aircraft as it is loaded.
The calculated weight and moment is then compared to the Weight and
Moment Limits Chart or table to determine if the aircraft is loaded within
its operating limits.
CALCULATING WEIGHT AND BALANCE
(Reference the Weight and Balance Example Form.)
Airplane loading calculations are performed using the Weight and
Balance Loading Form, the Fuel Weight and Moments, and the Weight
and Moment Limits Chart.
1. Basic Empty Weight—Enter the current basic empty weight and
moment/1000 from the Weight and Balance Record.
2. Fuel Loading—Enter the weight and moment of the usable fuel
loaded in the aircraft from the Fuel Weight and Moments chart.
NOTE: The Electric Fuel Quantity Indicators provide advisory information

only, and fuel quantity must be verified by the pilot as part of the preflight
checks. The under-wing magnetic gauge provides accurate measurement
for fuel levels below 500 pounds. To measure fuel levels greater than
500 pounds, a qualified calibrated fuel pipette inserted through the
outboard filler port is one means of providing accurate indication of the
fuel onboard. For information on calibrated fuel pipettes, contact Quest
Aircraft Company. Refer to “Section 7” of this manual for further details.
3. Pilot and Front Seat Occupants—Enter the total weight and

moment/1000 for personnel occupying the front seats.
4. Aft Passenger Seat Occupants—Enter the individual weight and
moments/1000 for each occupied aft passenger seat.
Weight‑Bal
5. Baggage/Cargo—Enter the weight and moment/1000 for the

baggage and cargo.
6. Ramp Weight and Moment—Subtotal the weights and
moments/1000, acquired in steps 1 through 5, and insert the total on
Row 4 of the Weight and Balance Loading Form.
• S ubtotal the weight and moment/1000. These values represent the
ramp condition or the weight and moment of the aircraft prior to
taxi.
• T he ramp condition must not exceed the maximum ramp weight
of 7305 pounds and must remain with the C. G. limits established
in the Weight and Moment Limits Chart.
7. Fuel used for Start, Taxi, and Runup—This value is pre–entered on
the form. Normally, fuel used for start, taxi, and runup is approximately
50 pounds at an average moment/1000 of 4.2.

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

® ®
Section 6
PASSENGER AND CREW SEAT WEIGHT AND BALANCE

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

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

Weight‑Bal
Standard Seating Positioning – (Configuration B)

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

® ®
Section 6
Seat Tracks
If equipped, seat tracks are marked with station identification markings
every 10 inches, starting at FS (Fuselage Station) 50.0. These markings
will assist the operator in quickly installing seats. Refer to the following
example of how to properly install a seat.
Example: To install a seat in Row 3 (FS 115.0), locate fuselage station
marking FS 110.0 and count 5 seat track notches AFT. Insert the seat lock
paw into FS 115.0 and move the seat ½ inch AFT and engage the seat
track lock. This is the location for the center of the seat’s track lock pin. For
figures and instructions, regarding Passenger and Crew seat installation
and removal, refer to “Section 7” of this manual.
CONFIGURATION A
EXAMPLE FIGURE:
0
12
(FS 115.0 , Row 3)
Insert seat into track and move
AFT 1/2 inch to engage lock.
0
Track Station Markings

11
(Every 10 Inches)
Note: A Black Diamond
identifies each station.
Figure 6-1: Seat Track Marking Example
If the seats are moved from the above locations, the individual seat
weights and seat C. G. locations are provided below for calculations.
Crew Seat (with Belts)
Weight......................................................... See seat weights on the Weight and Balance form
Seat Reference Point.......................Center of track lock pin and rear foot pivot Weight‑Bal
FS of Crew Seat Rear Stop.............................................. Configuration A—50.0 In.
Configuration B—44.0 In.
Seat C. G. (occupied and unoccupied).............See Weight and Balance Calculations
Minimum Seat Pitch* between Crew Seats rear stop and
Passenger Seats (second row)........................................................................... 34.0 In.
Passenger Seat (with Belts)
Weight......................................................... See seat weights on the Weight and Balance form
Seat Reference Point............................................................. Center of track lock pin
Seat C. G. (occupied and unoccupied).............See Weight and Balance Calculations
Minimum Seat Pitch* between rows.............................................................. 31.0 In.
* Seat pitch is the distance between the AFT locking mechanism of the seat, to the AFT
locking mechanism of the seat behind it. For the second row of passenger seating
(Row 2), seat pitch is the distance between the center of the Crew Seat Rear Stop and
the AFT locking mechanism of the seat behind it.

® ®
Section 6
WEIGHT AND BALANCE LOADING FORM (CONFIGURATION A)

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

Weight‑Bal
Zone 6 Cargo (200 LB Max.)
Figure 6-2: Seat Weights and Visual Aid for Weight and Balance

® ®
Section 6
NOTE: The basic weight of the aircraft is as defined by the “Installed

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

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

Installed Passenger Seats, (see seat weights) (FS 141.3) 141.3 Weight‑Bal
ZONE 6 (CARGO): MAXIMUM 200 LB
5. TOTAL RAMP WEIGHT AND MOMENT: —
Add items 1 through 3
6. STARTING, TAXI, AND RUNUP FUEL:
83.4
Normally 50 LB (moment of 4170)
7. TAKEOFF WEIGHT AND MOMENT: —
Subtract item 5 from item 4
Table 6–5: Weight and Balance Loading Form (Configuration A)

® ®
Section 6
WEIGHT AND BALANCE LOADING FORM (CONFIGURATION B)

Instructions for this form are listed on Page 6-8
NOTE: The basic weight of the aircraft is as defined by the “Installed

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

Registration No.: Date:
Serial No.: Initials:
Includes full oil and unusable fuel. Use data pertaining to your —
2. FUEL LOADING: (FS 83.4) 83.4
3. TKS FLUID

Weight‑Bal

5. TOTAL RAMP WEIGHT AND MOMENT: —
6. STARTING, TAXI, AND RUNUP FUEL: 83.4
7. TAKEOFF WEIGHT AND MOMENT: —
Table 6–6: Weight and Balance Loading Form (Configuration B)

® ®
Section 6
WEIGHT AND BALANCE EXAMPLE FORM
Seat Weights:
TUNDRA SEATS:
Crew: 31.6 LB
Passenger: 28.1 LB
TIMBERLINE SEATS:
Crew: 33.6 LB
Passenger: 29.2 LB
180 LB 200 LB
180 LB 180 LB
Seat
180 LB Only
Seats Installed,
No Occupants
Row 5
No Seats
Weight‑Bal
75 LB
Figure 6-3: Example Visual Aid for Weight and Balance (refer to “Figure 6-4”)

® ®
Section 6
EXAMPLE WEIGHT AND BALANCE FORM

Registration No.: NXXXXX Date: X/X
Serial No.: 100-00XX Initials: XX
Includes full oil and unusable fuel. Use data pertaining to your 3893 — 281.4
2. FUEL LOADING: (FS 83.4) 1100 83.4 91.7
3. TKS FLUID — — —
Included Included
In Basic In Basic
Occupants Actual Weight (FS 35.0) 380 35.0 13.3
Zone 1 Cargo, Baggage, or Equipment (FS 40.0) 0 40.0 0.0
Installed Passenger Seats, (see seat weights) (FS 79.3) 58.4 79.3 4.6
Installed Passenger Seats, (see seat weights) (FS 172.3) 0 172.3 0.0
Weight‑Bal
5. TOTAL RAMP WEIGHT AND MOMENT: 6163.2 — 465.5

6. STARTING, TAXI, AND RUNUP FUEL: 50 83.4 4.2
7. TAKEOFF WEIGHT AND MOMENT: 6113.2 — 461.3
Figure 6-4: Example Weight and Balance

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

® ®
Section 6
FUEL WEIGHT AND MOMENTS

USABLE FUEL (Jet A, Jet A-1, JP-1, JP-5, and JP-8)
WEIGHT AND MOMENT TABLE
With density of 6.7 pounds per gallon at 16°C (60°F)
Gallons Weight (LB) Moment / 1000 Gallons Weight (LB) Moment / 1000
5 33 2.8 165 1105 92.2
10 67 5.6 170 1139 95.0
15 100 8.4 175 1172 97.8
20 134 11.2 180 1206 100.6
25 167 14.0 185 1239 103.4
30 201 16.8 190 1273 106.2
35 234 19.6 195 1306 109.0
40 268 22.4 200 1340 111.8
45 301 25.1 205 1373 114.6
50 335 27.9 210 1407 117.3
55 368 30.7 215 1440 120.1
60 402 33.5 220 1474 122.9
65 435 36.3 225 1507 125.7
70 469 39.1 230 1541 128.5
75 502 41.9 235 1574 131.3
80 536 44.7 240 1608 134.1
85 569 47.5 245 1641 136.9
90 603 50.3 250 1675 139.7
95 636 53.1 255 1708 142.5
100 670 55.9 260 1742 145.3
105 703 58.7 265 1775 148.1
110 737 61.5 270 1809 150.9
115 770 64.6 275 1842 153.7
120 804 67.1 280 1876 156.5
125 837 69.8 285 1909 159.3
130 871 72.6 290 1943 162.0
Weight‑Bal
135 904 75.4 295 1976 164.8

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

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

® ®
Section 6
CENTER OF GRAVITY LIMITS

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

7500
7000
6500
WEIGHT (lb)
6000
5500
5000
4500
4000
3500
12% 16% 20% 24% 28% 32% 36% 40%
C.G. LOCATION (% MAC)
KODIAK LOADING ENVELOPE

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

® ®
Section 6
6-5 COMPREHENSIVE EQUIPMENT LIST
For a list of installed equipment, see the external document KODIAK® 100
Installed Equipment List (AM905.0)
Weight‑Bal

Weight‑Bal

® ®
Section 7
100 S E R I E S AIRPLANE & SYSTEMS DESCRIPTIONS
SECTION 7
AIRPLANE & SYSTEMS
DESCRIPTIONS
Table of Contents
CONTENTS PAGE
GENERAL��7_7
AIRFRAME��7_7
FUSELAGE��7_7
Doors and Windows��7_7
WINGS��7_9
EMPENNAGE��7_9
VORTEX GENERATORS�� 7_10
STATIC DISCHARGERS�� 7_10
FLIGHT CONTROLS��7_10
ELEVATOR SYSTEM�� 7_11
AILERON SYSTEM�� 7_11
RUDDER SYSTEM�� 7_12
CONTROL LOCK�� 7_12
WING FLAPS�� 7_12
TRIM SYSTEMS�� 7_13
Aileron Trim�� 7_13
Elevator Trim�� 7_13
Rudder Trim�� 7_13
Automatic Trim System�� 7_14
FLIGHT DECK AND INSTRUMENTATION��7_15
INSTRUMENT PANEL�� 7_15
Left (Pilot’s) Panel Layout�� 7_17
Center Panel Layout�� 7_22
Systems
Right Panel Layout��7_24a

CONTROL PEDESTAL LAYOUT�� 7_25
COOLING FANS�� 7_26
MICROPHONE/SPEAKER AND HEADSET JACKS�� 7_26
FLIGHT MANAGEMENT��7_26
GROUND OPERATION��7_27
LANDING GEAR SYSTEM��7_27

® ®
Section 7
AIRPLANE & SYSTEMS DESCRIPTIONS 100 SERIES
BAGGAGE/CARGO COMPARTMENT�� 7_28

INTEGRATED STORAGE BOX (IF EQUIPPED)��7_28
BAGGAGE AREA��7_28
CABIN LOADING CONFIGURATIONS��7_28
Acceptable Loading Configurations��7_28
Prohibited Loading Configurations��7_30
SECURING CARGO��7_30
Approved Cargo Attach Fittings��7_31
Approved Cargo Straps��7_31
Using a Strap to Secure Cargo��7_31
Loading Cargo��7_32
Tie-Down Points��7_32
General Rules for Securing Cargo��7_32
Using Wall and Ceiling Tie-Downs to Secure Cargo��7_34
Using a Net to Secure Cargo��7_36
Cargo Alongside Occupants��7_36
SEATS, SEAT BELTS, AND SHOULDER HARNESSES�� 7_37
SEATS��7_37
Pilot/Front Passenger��7_37
Aft Passenger (Utility Passenger Version)��7_37
SEAT BELTS AND SHOULDER HARNESSES��7_37
Pilot/Front Passenger��7_37
Aft Passenger—Tundra and Timberline Interiors��7_38a
SEAT REMOVAL AND INSTALLATION��7_39
Tools Required to Remove the Passenger and Crew Seats��7_39
Seat Tracks—Locating Seats��7_39
Crew Seat Removal��7_40
Crew Seat Installation��7_41
Passenger Seat Removal��7_42
Passenger Seat Installation��7_43
CABIN FEATURES�� 7_44
FIRE EXTINGUISHERS��7_44
USB PORTS (IF EQUIPPED)��7_44
ENTERTAINMENT/AUDIO OUTPUT (IF EQUIPPED)��7_45
Systems
ENGINE�� 7_45
NEW ENGINE BREAK-IN AND OPERATION��7_48
ENGINE MOUNT��7_48
POWER PLANT CONTROLS��7_48
Control Quadrant Friction Lock��7_48
Power Lever��7_48
Emergency Power Lever��7_49
Fuel Condition Lever��7_50
Propeller Control Lever��7_50

® ®
Section 7
ENGINE INSTRUMENTS�� 7_52
Torque Indicator�� 7_54
Propeller RPM Indicator�� 7_55
ITT Indicator�� 7_55
Ng % RPM Indicator�� 7_56
Fuel Flow Indicator�� 7_57
Fuel Quantity Indicator�� 7_57
Fuel Temperature Indicator (If Equipped)�� 7_57
Oil Pressure Indicator�� 7_58
Oil Temperature Indicator�� 7_58
ENGINE LUBRICATION SYSTEM�� 7_59
Pressure Oil System�� 7_59
Scavenge Oil System�� 7_60
Breather System�� 7_61
ENGINE FUEL SYSTEM�� 7_63
OIL/FUEL RESERVOIR(S) AND EJECTOR�� 7_63
AIR INDUCTION SYSTEM�� 7_63
Inertial Particle Separator System�� 7_63
IGNITION SYSTEM�� 7_66
Ignition Switch�� 7_66
STARTING SYSTEM�� 7_66
Starter Switch�� 7_67
Starter/Generator�� 7_67
EXHAUST SYSTEM�� 7_67
COOLING SYSTEMS�� 7_67
ACCESSORY GEARBOX�� 7_68
Oil Pump�� 7_68
Engine-Driven Fuel Pump�� 7_68
Ng Tachometer-Generator�� 7_69
Starter/Generator�� 7_69
Inter-Turbine Temperature Sensing System�� 7_69
PROPELLER REDUCTION GEARBOX�� 7_70
Propeller Governor�� 7_70
Propeller Overspeed Governor�� 7_70
Overspeed Governor Test Button�� 7_71
Systems
Propeller Tachometer-Generator�� 7_71

Torquemeter�� 7_71
Chip Detector�� 7_71
PROPELLER�� 7_72
OPTIONAL PITCH LATCH PROPELLER�� 7_73

® ®
Section 7
FUEL SYSTEM��7_74
FUEL TANKS��7_76
Wing Tank Fuel Sampling��7_77
Fuel Temperature Indication (If Equipped)��7_77
Fuel Quantity Indicators��7_77
Wing Tank Low Fuel Warning System��7_79
FUEL TANK SELECTORS��7_80
Fuel Selectors OFF Warning System��7_80
FUEL RESERVOIR TANK��7_80
Reservoir Fuel Low Annunciation��7_80
EJECTOR FUEL PUMP��7_81
Fuel Pressure Low Annunciation��7_81
AUXILIARY FUEL PUMP��7_81
Auxiliary Fuel Pump ON Annunciation��7_81
FIREWALL FUEL SHUTOFF VALVE��7_82
AIRFRAME FUEL FILTER��7_82
Airframe Fuel Filter Drain Valves��7_82
OIL-TO-FUEL HEATER��7_82
ENGINE‑DRIVEN FUEL PUMP��7_82
FUEL CONTROL UNIT��7_83
FUEL FLOW TRANSDUCER��7_83
FLOW DIVIDER AND DUMP VALVE��7_84
FUEL MANIFOLD ASSEMBLY��7_84
OIL/FUEL RESERVOIR(S) AND EJECTOR��7_84
DRAIN VALVES��7_85
Fuel Sampling��7_85
BRAKE SYSTEM��7_86
ELECTRICAL SYSTEM��7_88
NORMAL OPERATIONS��7_90
ABNORMAL OPERATION (GENERATOR OFFLINE)��7_91
ABNORMAL OPERATION (ALTERNATOR OFFLINE)��7_92
ABNORMAL OPERATION (GENERATOR AND ALTERNATOR OFFLINE)��7_93
CIRCUIT PROTECTION��7_94
Circuit Breakers��7_94
Fuses��7_94
Systems
MASTER CONTROL UNIT��7_96

ALTERNATOR CONTROL UNIT��7_96
BATTERY MASTER SWITCH��7_96
AVIONICS MASTER SWITCH��7_97
AUXILIARY BUS SWITCH��7_97
STARTER SWITCH��7_97
IGNITION SWITCH��7_97
GENERATOR SWITCH��7_97

® ®
Section 7
ALTERNATOR SWITCH�� 7_98
GROUND SERVICE PLUG RECEPTACLE�� 7_98
LIGHTING SYSTEMS�� 7_99
EXTERNAL LIGHTING: LED/HID CONFIGURATION�� 7_99
Navigation Lights�� 7_99
Landing Lights�� 7_99
Taxi Lights�� 7_99
Strobe Lights��7_100
Flashing Beacon Light��7_100
EXTERNAL LIGHTING: XENON/INCANDESCENT/HID CONFIGURATION��7_101
Navigation Lights��7_101
Landing Lights��7_101
Taxi Lights��7_101
Strobe Lights��7_102
Flashing Beacon Light��7_102
INTERIOR LIGHTING��7_103
Cabin Overhead Lights��7_103
Instrument Panel Lighting��7_103
Switch/Circuit Breaker Panel Lights��7_103
Control Pedestal Light��7_103
CABIN HEAT, VENTILATION, DEFROST, AND AIR CONDITIONING�� 7_104
TEMPERATURE CONTROL��7_104
AUTOMATIC CLIMATE CONTROL SYSTEM��7_104
FORWARD CABIN (COCKPIT) HEAT AND DEFROST��7_105
AFT CABIN (PASSENGER) HEAT (IF EQUIPPED)��7_106
CABIN VENTILATION��7_106
AIR CONDITIONING (VAPOR CYCLE SYSTEM) (IF EQUIPPED)��7_106
OXYGEN SYSTEM�� 7_109
OXYGEN REGULATOR/BOTTLE ASSEMBLY��7_109
COCKPIT DISPLAY/CONTROLLER��7_110
OXYGEN LINES AND OUTLETS��7_111
FILLER PORT��7_111
OVERPRESSURE BURST ASSEMBLY��7_111
OXYGEN MASKS��7_111
Systems
PREFLIGHT TESTING��7_112
BEFORE STARTING ENGINE��7_112
EN ROUTE��7_112
SYSTEM SHUTDOWN��7_112
USAGE DURATION��7_112
PITOT-STATIC SYSTEM�� 7_114
AIR DATA COMPUTER��7_114

® ®
Section 7
STALL WARNING SYSTEM��7_115

SERIAL NUMBERS 100-0001 THROUGH 100-0042 (WITHOUT TKS)�� 7_115
SERIAL NUMBERS 100-0043 AND UP OR TKS-EQUIPPED PLANES�� 7_115
ICING EQUIPMENT��7_116
AVIONICS – GARMIN G1000® INTEGRATED COCKPIT��7_117
GNSS (GPS/SBAS) NAVIGATION SYSTEM EQUIPMENT APPROVALS�� 7_117
GNSS (GPS/SBAS) NAVIGATION SYSTEM LIMITATIONS�� 7_118
Systems

® ®
Section 7
7–1 GENERAL
This section of the Pilot's Operating Handbook provides basic
descriptions and operational procedures for the standard airplane and its
systems. Optional equipment described within this section is identified as
either “optional” or “if equipped.”
NOTE: Some equipment, primarily avionics, may not be described in

this section. Descriptions and operation procedures for equipment not
provided in this section may be located in either "Section 9" of this
manual, the Garmin G1000® Pilot’s Guide for the Quest KODIAK®
100, or the Garmin G1000® Cockpit Reference Guide for the Quest
KODIAK® 100.
7–2 AIRFRAME
FUSELAGE
The KODIAK’s® semi-monocoque fuselage is constructed of aluminum
bulkheads, stringers, and skins. It is designed to be lightweight, rugged,
aerodynamically efficient, and capable of hauling nine (9) passengers
and/or cargo into remote locations. The fuselage contains forward and
aft carry-through spars, which provide connection fittings for the wings,
landing gear, and wing struts.
Doors and Windows

Entering and exiting the airplane is accomplished through crew entry
doors on each side of the forward fuselage at the pilot and front
passenger positions. A cargo door on the left side of the aft fuselage may
also be used for cabin entry.
Crew Entry Doors
CAUTION: Failure to properly close and latch the crew doors may cause them to
open in‑flight.
Both crew entry doors incorporate a conventional exterior door handle, a

key-operated door lock, a conventional interior door handle, lock override,
Systems
and a fixed window. The pilot window includes a storm window that may
be opened.
For operating instructions, see the placards affixed to the interior and
exterior of the crew doors, or reference the placards shown in "Section 2"
of this manual.
When the door handle is rotated forward to the LATCHED position, an
over-center condition holds it in that position. Both crew doors should be
in the LATCHED position prior to flight, and should not be intentionally
opened during flight, except as described in "Section 3" of this manual.

® ®
Section 7
If it is necessary to lock the aircraft when leaving it unattended, both

crew doors must be locked from the outside of the airplane with the
conventional key locks.
Inflatable Crew Door Seals (If Equipped)
Both crew doors have an inflatable seal installed along the edge of the
door, as well as a separate, feathered door seal.
If cabin temperatures are above approximately -18°C (0°F), when the
master switch is ON and a crew door handle is moved to the CLOSED
position, the door seal inflates. The door seal remains inflated, until the
door handle is moved to the OPEN position even if the temperature
drops below -18°C (0°F).
When the door is closed and the seal is inflated, the seal reduces
infiltration of exterior noise into the cabin, keeps precipitation from
entering, and acts as a weather-stripping gasket to help maintain cabin
environmental control. Whether the master switch is ON or OFF, when
the crew door handle is moved to the OPEN position, the inflatable
seal deflates and no longer seals the crew door.
NOTE: If the inflatable seal is not in operation during flight, the feather
seal alone will not be as effective as the inflatable crew door seal at
keeping out noise, precipitation, and the external climate.
Cargo/Aft Passenger Door

A cargo/aft passenger door is installed on the left side of the airplane
just aft of the wing trailing edge. The door is a clamshell-type with stairs
built into the lower half for easy access to the passenger/cargo area. A
conventional handle is installed on the exterior of the door.
For operating instructions, see the placards affixed to the interior and
exterior of the cargo door, or reference the placards shown in "Section 2"
of this manual.
With the cargo door open, the support cables for the lower half of the
door can be removed from their holders to allow the door to fully open.
The large opening facilitates the loading of bulky cargo into the cabin.
CAUTION: When loading cargo into the aft cabin, the nose of the
Systems
airplane may rise, causing the cargo door to strike the ground. Use of a
tail-stand is recommended.
As a safety feature, the airplane is equipped with a cargo door warning

system. If the cargo/aft passenger door is not properly latched,
annunciation through the G1000® will alert the pilot of the situation.

® ®
Section 7
CAUTION: Failure to properly latch the cargo door will result in

illumination of the CARGO DOOR annunciation. This annunciation will
appear in amber if the aircraft is on the ground and in red if the aircraft is
airborne (as determined by GPS groundspeed). Ignoring the amber CARGO
DOOR annunciation on the ground may result in the cargo door coming
open in‑flight.
Cabin Windows
The airplane is equipped with a two-piece acrylic windshield reinforced
with a metal center strip.
The two crew door windows are constructed of shatter-resistant acrylic.
The pilot’s door contains a storm window, which can be opened.
The six aft cabin windows and cargo/aft passenger door windows are
constructed of shatter-resistant acrylic.
WINGS
The externally braced wing structure is constructed of aluminum front
and rear spars, ribs, doublers, and stringers. The wing cross section is a
blend of several high performance airfoils. In near stall conditions, the
outboard cross section of each wing has been designed with a lower angle
of incidence to improve roll control; it also incorporates a discontinuous
lead edge, which acts as a stall fence to help maintain aileron control. The
forward spar provides wing to fuselage and wing to strut attach fittings.
The aft spar provides a wing to fuselage attach fitting.
The wings contain integral fuel bays formed by the forward and aft spars,
upper and lower skins, and the inboard and outboard closeout ribs. Each
fuel bay provides a capacity of 160 gallons.
For additional information on fuel bays, see the Fuel System description
in this section.
EMPENNAGE
The empennage consists of a horizontal stabilizer, elevator, vertical tail,
and a rudder. All of the empennage components are of conventional
construction, containing aluminum spars, ribs, and skins. A dorsal fin
is attached to the forward spar of the vertical stabilizer and the upper
structure of the fuselage. The rudder is attached to the vertical stabilizer at
Systems
three hinge points. The elevator is constructed as two pieces, connected

with a torque tube and attached to the aft spar of the horizontal stabilizer
at seven hinge points.

® ®
Section 7
VORTEX GENERATORS
Vortex Generators (VGs) improve flight control authority and lift at
lower airspeeds and higher angles of attack by delaying the onset of
aerodynamic stall. As a result, the maximum allowable gross weight of
an aircraft so equipped is increased. The fin-like VGs cause air to flow in
parallel rows of thin vortices as the air moves over the aircraft surface.
The vortices control and energize the boundary layer of air flowing over
the surface, so that the air flow does not separate as it moves over the aft
portion of the surface. The boundary layer is defined as the lower energy
layer of air that is adjacent to the aircraft surface.
VGs may be installed across the upper portion of each wing, the flaps, or
the horizontal stabilizers. It is possible for VGs to be damaged or removed
while fueling, by icing conditions, or by other FOD events. It is acceptable
to have up to one missing VG on each airfoil surface: left wing, right wing,
left flap, right flap, left horizontal stabilizer, right horizontal stabilizer.
Missing VGs should be replaced at the next scheduled maintenance
interval.
STATIC DISCHARGERS
To improve radio communications during IFR flights through dust or
various forms of precipitation, wick-type static dischargers are installed.
Under these conditions, the build-up and discharge of static electricity
from the trailing edges of wings, rudder, elevator, propeller tips and radio
antennas may result in interrupted radio signals for all communication and
navigation radio equipment.
The static dischargers are installed to reduce interference from
precipitation static, but it is possible to encounter severe precipitation
static conditions, which might cause the loss of radio signals even with
the static wicks installed. Whenever possible, avoid areas of known severe
precipitation to prevent the loss of adequate radio signals. If avoidance
is not practical, a reduction of airspeed should help reduce the degree of
precipitation static, but expect some degradation of radio performance.
7–3 FLIGHT CONTROLS

The KODIAK® uses conventional flight controls for the ailerons, rudder, and
elevator. The control surfaces are pilot actuated through input from either
of the two conventional control yokes, located directly forward of each
crew seat. The control system uses a combination of push-rods, cables,
sectors, and bell cranks to control the surfaces.
Systems
Roll, pitch, and yaw trim are available through controls mounted on the
Control Pedestal, and on the left and right control yokes. Manual elevator
trim is available through a trim wheel located on the left side of the
Control Pedestal. Electric elevator trim is operated by a switch located
on the left side of the left (pilot’s) control yoke. Electric rudder and aileron
trim are operated by switches located on the control pedestal.

® ®
Section 7
Control
Autopilot Disconnect Wheel
Switch Steering
Trim Disconnect
Switch
Autopilot Disconnect/
Trim Interrupt
Electronic Pitch
Trim Dual Switch
Figure 7-1: Control Yoke Configurations
ELEVATOR SYSTEM
The two-piece elevator provides pitch control for the aircraft. The elevator
is of conventional aluminum construction with skins, a spar, and ribs. Each
elevator is attached to the aft spar of the horizontal stabilizer at three
hinge points and to the aft fuselage with the elevator control bell crank.
Elevator motion is generated through the control yokes by sliding the
yoke tubes forward or aft. A push–pull linkage is connected to a cable
sector, from which cables are routed through a series of pulleys to a sector
located in the tail‑cone. The tail‑cone sector actuates a push–pull rod,
which is attached to the elevator sector and the bell crank on the elevator
torque-tube.
AILERON SYSTEM
The ailerons provide roll control for the airplane. The ailerons are of
conventional aluminum construction consisting of skins, spars,and ribs.
Each aileron is attached to the aft spar of the wing at two hinge points.
The left and right control columns contain control yokes, control tubes,
bearings, and sprockets. An interconnect cable attaches the left and right
control yokes. The aileron cable is divided into two loops: the low tension
loop and the high tension loop.
The low tension loop, located in the fuselage, is routed via a series of
pulleys from the left control yoke, under the floorboards, and up the left
sidewall to a loop connecting bracket in the cabin overhead. The loop
then runs from the bracket across the cabin to a second loop connecting
bracket, to the right sidewall, down the sidewall, under the floorboards,
Systems
and back to the left sprocket.

The high tension loop is located in the upper portion of the cabin and the
left and right wings. It interconnects the loop connecting brackets in the
cabin top with the left and right aileron sectors installed in the wings. Push
rods connect the wing aileron sectors to the ailerons, providing actuation.

® ®
Section 7
RUDDER SYSTEM
The rudder provides yaw control for the airplane. The rudder is of
conventional aluminum construction consisting of skins, a spar, and ribs.
The rudder is attached to the aft spar of the vertical stabilizer at three
hinge points, one attach point being the rudder sector.
Rudder motion is transferred from the pilot and copilot rudder pedals,
which are connected to each other by a pair of torque tubes. A forward
sector is connected to the rudder pedal torque tubes via two push rods.
The rudder cables are routed from the forward sector under the floorboard
via a series of pulleys to a second rudder sector mounted aft of the vertical
stabilizer. Depressing the left or right rudder pedal deflects the rudder in
the corresponding direction. For additional information, see the Ground
Operations description in this section.
CONTROL LOCK
To prevent damage to the ailerons, elevator, and rudder systems caused
by wind buffeting while the airplane is parked, a control lock is provided
to lock the ailerons, elevator, and rudder in place. The lock consists of a
steel pin, which is inserted through holes in the control tube and a locking
mechanism for the rudder pedals. The steel pin has a flag that identifies
it as a control lock and provides a warning statement for removal prior to
starting the engine.
To install the control lock, align the hole in the upper portion of the pilot’s
control yoke shaft with the hole in the shaft collar on the instrument
panel, and then insert the rod into the aligned holes. Installation of the
lock will secure the ailerons in their neutral position and the elevators in
a partial trailing edge down position. Proper installation of the lock will
place the flag directly in front of the pilot’s view of the instrument panel.
To install the rudder gust lock, position the pedal sleeves over the top of
the rudder pedals and then lock the floor anchor into the anchor point.
WING FLAPS
The electrically controlled slotted fowler flaps enhance the low speed lift
characteristics of the airplane. Each flap is connected to the wing structure
at three flap track assemblies. Each flap track assembly contains two
grooves in which the flap rollers operate. The flaps may be positioned at
0°, 10°, 20°, and 35° by selecting the desired position on the wing flap
selector.
Systems
As the flap position switch is placed in a given position, sensors in the

flap power system provide input to the gearbox/controller. The gearbox/
controller drives flexible shafts, which actuate worm gear assemblies and
position the flaps as selected in the cockpit.
One flap position sensor is installed per each flap assembly to ensure flap
symmetry. If a malfunction occurs within the flap or between the two
flaps, the gearbox/controller will immediately discontinue flap movement.
Flap position indication is provided on the multifunction display.

® ®
Section 7
TRIM SYSTEMS
Aileron, elevator, and rudder trim systems are provided as standard
equipment and the current calibrated position is displayed on the G1000®.
As with any electric trim system, a trim disconnect (ON/Disconnect or
PUSH–to–Disconnect) switch is provided for disabling all trim systems on
the aircraft (including the automatic trim system and autopilot).
If a trim runaway condition occurs, move (or push) the trim disconnect
switch to the DISCONNECT position (aft). The airplane may then only be
trimmed in the pitch direction using the manual trim wheel located on the
Control Pedestal.
If equipped with S-TEC 55X Autopilot, a trim disconnect switch is located
on both yokes. If either switch is in the disconnect position, the trim/
automatic trim systems will not function.
Aileron Trim
Aileron trim is accomplished by an electrically operated aileron trim tab
installed on the left aileron. Dual (split) aileron trim switches are installed
on the upper surface of the control pedestal. When both switches are
depressed simultaneously to the right, the right wing will be trimmed
down; conversely, depressing the trim switches to the left will trim the
left wing down. To provide additional redundancy in preventing a trim
runaway, a 1–second timer is incorporated, which limits continuous
operation of the aileron trim system to one (1) second. If more than one
(1) second’s worth of trim is needed, cycle the switches OFF and ON as
necessary.
Elevator Trim
Elevator trim is accomplished through two elevator trim tabs by operating
the vertically–mounted elevator trim control wheel on the upper left side
of the control pedestal. Forward rotation of the trim wheel will result in
trimming towards a nose–down attitude. Aft rotation of the trim wheel
will result in trimming the airplane towards a nose–up attitude. The
airplane is also equipped with an electric elevator trim system. The electric
elevator trim is controlled by a dual switch installed on the left side of the
left (pilot’s) control yoke. The purpose of the dual switch is to lessen the
chances of a trim runaway condition. Both halves of the switch must be
pressed in order to activate the trim.
Rudder Trim
Systems
Rudder trim is accomplished through the nose wheel steering bungee

spring connected to the rudder control system, an electric bungee
adjuster assembly, and a rudder trim switch installed on the aft face of
the Control Pedestal. The rudder trim switch may be pressed either left
or right to achieve the desired yaw trim position. Pressing the rudder trim
switch to the right, will trim the nose to the right; pressing it to the left, will
trim the nose to the left. The KODIAK® incorporates design features that
reduce the need for rudder trim during climbs and descents.

® ®
Section 7
Automatic Trim System

To compensate for pitch trim changes when varying flap position, an
automatic trim system is provided. The automatic trim system consists of a
pitch trim servo, either a squat switch or an airspeed pressure switch, and
the current pitch trim and flap position from potentiometers.
On airplanes equipped with the S-TEC 55X Autopilot, a stand-alone unit
for pitch trim compensation is provided. For airplanes equipped with
the GFC 700 Autopilot, the logic for pitch trim compensation is built into
the G1000® system. This system automatically engages the electric pitch
trim servo in the appropriate direction when the flaps are in transit. For
example, when the flaps are transitioning from 20° to 10°, nose-up trim
is applied automatically. Also, when the flaps are transitioning in the
opposite direction, 10° to 20°, nose-down trim is automatically applied.
The automatic trim system is active when the flaps are in transit between
5° and 35°.
CAUTION: On aircraft equipped with the GFC 700 Autopilot, the manual
Electric Pitch Trim Switch and the Flap Configuration Trim feature will not
operate when the Avionics switch is OFF.
The automatic trim system may be overridden by manual electrical inputs

of pitch trim in the opposite direction of the automatic trim. For example,
if the automatic trim system is trimming the aircraft nose–down, and the
pilot selects nose–up trim with the electric trim switch on the control
yoke, the servo will operate in the nose–up direction and will override the
automatic trim system. The automatic trim system may also be manually
overridden by grasping the trim wheel by hand.
The automatic trim system is disabled any time the autopilot system is
engaged, to prevent the two systems from interfering with each other. The
autopilot has its own automatic trim system to compensate for pitch trim
changes with varying flap settings. The automatic trim system references
flap position through the flap position indicator signal coming from the
flap gearbox/controller. The flap position indicator signal is a variable
voltage signal, which varies from approximately 0.0-3.5 volts. Zero volts
represents a flap position of 0° and 3.5 volts represents 35° of flaps.
The automatic trim system is disabled on the ground through either a
squat switch or an airspeed switch to prevent accidental placing of the
aircraft in an out-of-trim condition before takeoff, i.e., the pilot sets the
pitch trim for takeoff, then selects the flaps to takeoff position (20°) and
the auto trim system runs the pitch trim nose–down. If equipped, the
Systems
airspeed switch activates the automatic trim system at approximately 35

knots.
The automatic trim system operates the elevator trim tab through a range
of 7° nose–up trim to full nose–down trim tab deflection (15°). The aircraft
does not require any trim compensation with varying flap position beyond
this range of elevator trim tab travel.

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Section 7
7–4 FLIGHT DECK AND INSTRUMENTATION
The following paragraphs and illustrations provide a description of the
flight deck, instruments, and controls. Additional information concerning
the switches, circuit breakers, and controls on the instrument panel and
control pedestal can be found within the individual descriptions of the
related system.
INSTRUMENT PANEL
The instrument panel is of all metal construction installed in sections to
allow equipment to be easily removed-and-replaced for maintenance.
Undesirable reflections on the windshield, from lighted equipment and
displays mounted in the instrument panel, are limited by a glare‑shield.
The KODIAK® 100 instrument panel contains both standby flight
instrumentation and a G1000® Integrated Cockpit System. Refer to
Figure 7-3: G1000®LRU Block Diagram for a schematic overview.
Primary flight instrument indications are shown on two Garmin Primary
Flight Displays (PFD #1 and #2) and a Garmin Multi-Function Display
(MFD). Conventional audio selector operations for microphones and
receiver audio selection is provided through two GMA audio panels.
While designed and certified for piloting from the left seat, the
configuration of a PFD in front of each crew seat and the MFD between
them does allow for piloting from either position.
For details regarding the Non–Garmin switches and controls on the
instrument panel, refer to the related topics in this section. For all Garmin
instrumentation, refer to the Garmin G1000® Cockpit Reference Guide
for the Quest KODIAK® 100 and the Garmin G1000® Pilot’s Guide for
the Quest KODIAK® 100.
Eyeball Air Vents Audio Panels
(4 ea.)
Standby
Overspeed Instruments
Governor Pilot Side Panel Center Panel Right Panel
Test Button
PFD #1 MFD PFD #2
Display Display
Backup Flight Time (Flight) Backup
Stall Test Button TAWS Button
Hobbs Meter Inhibit
Button
Switch
Systems
Block Time Oxygen ECS Right

Left Parking Control System Firewall
Headset Left Switch Brake (Engine) Headset
Panel Control Fresh
Jacks Handle Hobbs Meter Air Shutoff Jacks
ELT Panel
Right Switch Switch
Panel
NOTE: Instrument panel configurations vary based upon selected options.
Figure 7-2: Instrument Panel Layout

® ®
Section 7
S-TEC
(Autopilot)
or
GMC
(AFCS
Controller)
GWX
GTS (Weather Radar)
(TAS)
GDL SXM
GDU #1 GDU #3 (Sirius XM Datalink) GDU #2
(PFD #1) (MFD) (PFD #2)
GMA #1 GMA #2
(Audio (Audio
Panel #1) Panel #2)
GIA #1 GIA #2
(Integrated GMU #1 GMU #2 (Integrated
Avionics Unit) (Magnetometer) (Magnetometer) Avionics Unit)
GRS #1 GRS #2
(AHRS) (AHRS)
VHF COM VHF COM

GDC #1 GDC #2
(Air Data (Air Data
GPS/SBAS Computer) Computer) GPS/SBAS
VOR/LOC VOR/LOC
G/S G/S
AFCS Mode GSA’s AFCS Mode
Logic (Pitch, Yaw, Roll, Logic
Pitch Trim)
Flight Director Flight Director
Servo GEA Servo

Management (Engine & Management
Airframe)
GTX
(Transponder)
Systems
Legend - Color Codes L–3 WX 500

ELT (Stormscope)
Garmin LRUs (standard
installation)
Garmin LRUs L–3 Skywatch
(optional installation) SKY497 (TAS)
Non–Garmin Units
(optional installation)
Figure 7-3: G1000® LRU Block Diagram

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Section 7
Left (Pilot’s) Panel Layout
Garmin PFD #1 is centered on the instrument panel in front of the pilot,
displaying the primary flight instruments, during normal operation.
Refer to the Garmin G1000® Cockpit Reference Guide for the Quest
KODIAK® 100 and the Garmin G1000® Pilot’s Guide for the Quest
KODIAK® 100 for additional operating information on PFD #1 and the
corresponding instrumentation.
Standby instrumentation is located on the left portion of the pilot-
side instrument panel. Standby instrumentation will consist of either a
conventional (mechanical type) airspeed indicator, an electric powered
attitude indicator, and a sensitive aneroid altimeter; or a 3-in-1 Electronic
Standby Instrument System. All standby instrumentation shares the left
pitot–static tube with the #1 GDC Air Data Computer.
Refer to the Pitot-Static System in this section for additional information.
The battery master switch is located on the lower left portion of the pilot
instrument panel. To the right of the battery master switch are switches for
the airplane’s electrical systems and equipment. Each switch is labeled for
its function and is ON when the switch handle is in the up position.
Refer to the Electrical System descriptions in this section for further
information about the various switches located on the left side panel
layout.
Systems

® ®
Section 7
31
29
30
7 8 9
Figure 7-4: Left Panel Layout
NOTE: Instrument panel configurations will vary based upon selected

options.
1. Mechanical Airspeed Indicator 19. L anding Lights Switch or

2. Attitude Indicator Landing/Pulse Lights Switch
3. Aneroid Altimeter 20. Taxi Pulse Light Switch (if LED)
4. Overspeed Governor Test Button Taxi Light Switch (if incandescent)
5. Stall Warning System Test Button 21. Cabin Lights Switch
6. Pilot’s Headset Jacks, Standard 22. Instrument Panel Lighting Rheostat
7. Battery Master Switch (Dual)
8. Avionics Bus Switch 23. Switch/Circuit Breaker Panel
Lighting Rheostat
9. Auxiliary Bus Switch
24. Engine Inlet Override
10. Auxiliary Fuel Pump Switch
25. Engine Inlet Inertial Separator
Systems
11. Ignition Switch Switch

12. Starter Switch 26. Left Pitot Heat Switch
13. Generator Switch 27. Right Pitot Heat Switch
14. Alternator Switch
28. Fuel Selectors OFF Warning Light
15. Parking Brake Handle
16. Flashing Beacon Switch 29. Pilot's Headset Jack, Powered
17. Strobe Lights Switch 30. Integrated Storage Box
18. Navigation Lights Switch 31. Electronic Standby Instrument
System

® ®
Section 7
Standby Instrumentation
Electronic Standby Instrument System (If Equipped)
Bank Angle Barometric
Setting
160
Slip/Skid 140 Metric Altitude

Readout
Airspeed
120
Altitude
100
80 Vertical
Pitch Angle Speed
Figure 7-4a: ESI System Display
The Electronic Standby Instrument System (ESI) is located on the left

side in the upper portion of the pilot-side instrument panel.
The ESI is a 3-in-1 standby instrument, which incorporates airspeed,
altitude, and attitude in one digital display comparable to the display
on the G1000® PFD. Various functions can be accessed using the
"Menu" button located on the lower left of the bezel or the rotational
knob located on the lower right. Refer to the KODIAK® 100 Pilot’s
Guide for the ESI-500 Electronic Standby Instrument System for
additional operating information.
In the event of an airplane power interruption, the independent
battery pack automatically powers the ESI System for five (5) minutes.
During this five (5) minutes interval, an annunciation shows on the
display: PRESS MENU KEY FOR BATTERY POWER
To startup in battery backup mode, press and hold the "Menu" button
for approximately 10 seconds. The ESI will begin normal startup
and the battery discharge icon will show in the upper left corner of
the display. The ESI will continue operation until the battery pack is
exhausted, approximately one (1) hour.
CAUTION: To prevent damage to the ESI System, do not insert a micro-

Systems
SD card in the slot available on the ESI bezel, during normal operations.
Airspeed information is provided on the left‑hand side of the ESI

display. There is an indicated airspeed tape, airspeed digital readout,
and an airspeed awareness color bar calibrated in knots.
If invalid airspeed is detected, all airspeed information is removed from
the display and replaced with an airspeed failure annunciation: IAS
Baro‑corrected altitude information is provided on the right‑hand side
of the ESI display. There is an altitude tape, altitude digital readout,

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Section 7
vertical speed digital readout, barometric pressure digital readout, and

an optional metric digital readout. If invalid altitude date is detected,
all altitude information is removed from the display and replaced with
an altitude failure annunciation: ALT
Attitude information is shown as an artificial horizon, pitch ladder,
roller indicator, slip/skid indicator, and an airplane reference symbol.
The attitude background is shown as an upper blue sky and lower
brown ground divided by a horizon line where the two backgrounds
meet. The attitude background moves around the bore‑sight of
the airplane reference symbol in relation to the pitch and roll of the
airplane.
If normal air data source information is lost for three (3) minutes, or
if the Pitch or Roll value is greater than 35° for three (3) minutes, the
ESI displays attitude information at a lesser performance. A degraded
mode of operation annunciation is shown: ATT
DEGRADED
If invalid attitude data is detected, all information is removed from the
display and replaced with an attitude failure annunciation: ATT FAIL
Mechanical Airspeed Indicator (If Equipped )

The backup mechanical airspeed indicator is of standard configuration
and is calibrated in knots. It is located at the top of the standby
instrument cluster located on the left side of the pilot-side
instrument panel.
Attitude Indicator (If Equipped)

A backup electric powered attitude indicator is located in the center
of the standby instrument cluster located on the left side of the
pilot-side instrument panel. In the event aircraft electrical power
is lost, the indicator will switch to a dedicated backup power source
(rechargeable sealed lead acid battery) mounted on the rear of the
instrument to permit continued operation of the indicator. If aircraft
electrical power is lost, the attitude indicator will automatically
operate on battery power with the amber status LED flashing rapidly,
indicating a Power Loss Warning. With no further action from the pilot,
the unit will turn OFF automatically (Gyro Warning Flag in view) after
approximately one minute. This is to prevent battery discharge at the
end of a flight when the master power switch is placed in the OFF
position.
Systems
When the instrument switches to Power Loss Warning, the amber LED
flashes for approximately one minute. This is intended to attract the
pilot’s attention and indicate that there has been a loss of primary
face of the instrument will allow the unit to continue operating on
the standby battery until battery power is exhausted. A full capacity
standby battery will power the instrument for approximately one (1)
hour, depending on conditions.
Any time aircraft power is absent, with the unit in either Power Loss
Warning or shut off, pushing the STBY PWR button will put the unit in
standby power mode. The unit will run on standby power until the

® ®
Section 7
standby battery is exhausted. Restoring aircraft power will clear any
standby operation and resume automatic battery charging.
The standby attitude indicator contains a symbolic airplane
adjustment knob. The symbolic airplane adjustment knob may be
used to manually position the symbolic airplane in the pitch direction.
This feature enables the pilot to align the symbolic airplane with the
horizon for ease of use.
The standby attitude indicator also contains a caging knob which,
when pulled, manually erects the gyro vertical to the case orientation.
The indicator is equipped with a red Gyro Warning Flag which will
come into view if loss of operating voltage should occur.
The control panel on the front of the instrument incorporates a manual
test feature. This test feature places the dedicated battery under load
for approximately one minute while displaying either a red or green
light under the word TEST on the front panel.
Initiating the Standby Battery Test
1. T urn the indicator ON with aircraft power and allow the unit to
spin up for a minimum of three (3) minutes.
2. P
ress and hold the STBY PWR button. After several seconds, the
amber LED will start flashing, indicating the unit has entered into
Battery Test Mode. The test runs for approximately one minute,
during which time the amber LED flashes continuously and either
a red or green light is displayed under the word TEST.
3. V
isually monitor the test lights until the amber LED stops flashing,
signaling the end of the test.
4. A
green light throughout the test indicates the standby battery
pack is healthy and should be able to function normally. A red light
at any time during the test means that the standby battery is in
need of charging, and possibly replacement.
NOTE: A green light throughout this short test does not guarantee that a
full hour of operation time is available. Actual battery operation time may
vary considerably depending on temperature, charge status, and battery
condition.
Systems
Figure 7-5: Standby Attitude Indicator

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Section 7
Aneroid Altimeter (If Equipped)

A backup aneroid altimeter is located at the bottom of the standby
instrument cluster located on the left side of the pilot-side
instrument panel.
A barometric scale is incorporated in the altimeter. The scale is
calibrated in inches of mercury and is manually adjusted by a knob
located on the lower left corner of the instrument. The adjustable
altimeter setting is displayed in a small window on the right side of the
instrument.
Dial indicator pointers are calibrated to provide an indication in feet
of altitude above a reference altitude, usually sea level. The dial is
calibrated so that each written number indicates 100 feet and each
hash mark indicates 20 feet. There are three pointers on the altimeter:
• The long pointer makes one revolution for every gain of 1,000 feet
in altitude.
• The short pointer makes one revolution for every gain of 10,000
feet in altitude.
• The pointer with a triangle on the tip makes one revolution for
every 100,000 feet gain in altitude and is used to reference the
numbers on the instrument as tens of thousands.
Center Panel Layout

The Garmin MFD is located on the center instrument panel. The MFD
depicts Engine Indication System (EIS) information along the left portion
of the display and shows navigation, terrain, weather, lightning, and traffic
data on the moving map. Flight management or display configuration
information can be shown on the MFD in place of the moving map pages.
Installed on either side of the MFD are two GMA audio panels. Pressing
the red DISPLAY BACKUP button, located at the bottom of each GMA
Audio Panel, places the MFD and the corresponding PFD into Reversionary
Mode.
Refer to the Garmin G1000® Cockpit Reference Guide for the Quest
KODIAK® 100 and the Garmin G1000® Pilot’s Guide for the Quest
KODIAK® 100 for additional operating information on the MFD, the uses
of Reversionary Mode, and the GMA audio panels.
The Emergency Locator Transmitter (ELT) mode switch is located on the
lower center instrument panel beneath the MFD. The Flight Time (or
Systems
Flight) and Block Time (or Engine) Hobbs Meters are located to the left
of the ELT mode switch. The oxygen supply pressure gauge and Oxygen
System switch are located to the right of the Hobbs Meters.
Flight and Block Time Hobbs Meters

The Flight Time (or Flight) and Block Time (or Engine) Hobbs Meters are
located to the left of the ELT mode switch on the center instrument
panel. The Block Time (or Engine) Hobbs Meter records the hours of
engine use, and is activated by an oil pressure switch in the engine
compartment. The Flight Time (or Flight) Hobbs Meter records the hours

® ®
Section 7
of flight time. The meter is activated by either an airspeed switch (airplane
serial numbers 100-0070 and below) or a squat switch (airplane serial
numbers 100-0071 and above).
TAWS Inhibit Button (If Equipped)

If your airplane is equipped with GDU software version 12.03 or higher,
an optional center instrument panel-mounted, illuminated button is
available that allows single-action inhibit of Premature Descent Alerting
and Forward Looking Terrain Avoidance TAWS annunciations.
Angle of Attack Indexer (If Equipped)

The Angle of Attack (AoA) Indexer is mounted on top of the glare‑shield
near the center windshield post. The AoA Indexer receives power and
signal input from the stall warning computer and provides a visual
indication of low airspeed (amber or red LEDs at the top of the AoA
Indexer display) for increased situational awareness. It also provides a
visual verification of being ON‑Speed (a cluster of five green LEDs) for
approach to landing. See Figure 7-5a: AoA Indexer.
The AoA Indexer automatically powers on when the Master Switch
is placed in the ON position and performs a self-test. When power is
supplied, all lights should initially illuminate, then display one or more LED
lights. Failure of the self-test is indicated by no illuminated lights on the
indexer.
For brightness control, the AoA Indexer display is automatically dimmed
when the navigation lights are placed in the ON position. Normal and dim
modes are also manually available by pressing and holding the bottom
button on the right side of the AoA Indexer.
As a target airspeed reference point, the reference marker may be moved
up or down by tapping the Top button to move the marker up or the
Bottom button to move the marker down. The AoA Indexer will place the
reference mark at the center "On-Speed" position upon power‑up. It is
recommended to leave the reference mark at the center position so that
the pilot has a consistent point of reference.
The AoA Indexer is protected by the stall warning system circuit breaker
labeled STALL WARN.
Low Airspeed
Awareness (LAA)
...••
_f: :.
Top
Systems
AoA > Approach AoA Button
-[rl:
(SLOW)
ON-SPEED
Approach AoA : Reference
Markers
•
FAST ON-SPEED SLOW
AoA < Approach AoA
(FAST) •• •
•
•
Bottom
Button
Figure 7-5a: AoA Indexer

® ®
Section 7
Emergency Locator Transmitter

The Emergency Locator Transmitter (ELT) is an Artex ELT automatic fixed
beacon. It is independently powered by a lithium battery pack that is
capable of at least 50 hours of continuous operation.
The ELT unit is installed in the tail of the aircraft, aft of the oxygen tank,
on the left sidewall. The ELT antenna is located on top of the fuselage, on
the copilot’s side, just forward of the vertical tail. The device can be set
to either “ARM” (normal ready mode), or ON (activated mode), using the
mode switch positioned on the lower center instrument panel beneath
the MFD or by utilizing the main switch attached to the ELT unit.
When in “ARM” mode, the ELT will automatically activate in the event of a
crash. An uninterrupted standard sweep tone will transmit at 121.5 MHz
for a minimum of 50 hours and will continue until the batteries are
exhausted. In approximately 50 second intervals, a 406 MHz transmitter
will turn ON and broadcast an encoded signal. The 406 MHz transmitter
will function in this mode for 24 hours before automatically terminating.
Upon recognition of the 406 MHz signal by the SAR satellite system, a
position will be determined and the 121.5 MHz signal will be used to
locate the crash site.
In the event the ELT does not automatically activate, it may be manually
activated by placing either the mode switch (on the cockpit instrument
panel) or the ELT main switch in the ON position. If the ELT is activated
accidentally, reset it by moving either the mode switch or the main ELT
switch to the ON position, and then moving it back to the “ARM” position.
NOTE: For aircraft equipped with the model C406-N Emergency Locator
Transmitter, the ELT simultaneously transmits an uninterrupted standard
sweep tone at both 121.5 and 243.0 MHz for a minimum of 50 hours and
continues until the batteries are exhausted. In addition, at approximately
50 second intervals, a 406 MHz transmitter turns ON and broadcasts an
encoded signal. The 406 MHz transmitter functions in this mode for 24
hours before automatically terminating.
NOTE: The ELT cannot be reset if either the mode switch on the cockpit
instrument panel or the ELT main switch is in the ON position.
NOTE: The ELT cannot be disarmed or disabled using the cockpit

Systems
instrument panel mode switch. The mode switch is restricted to activating

and resetting the ELT.
NOTE: The ELT’s internal firmware keeps a continuous tally of the beacon’s
run time, writing the data to a memory IC located in the battery pack. Per
FAA regulations, any ELT battery that has accumulated an hour or more of
operational time must be replaced.

® ®
Section 7
Right Panel Layout
Garmin PFD #2 is centered on the instrument panel in front of the right
crew seat, displaying the primary flight instruments during normal
operation. Refer to the Garmin G1000® Cockpit Reference Guide for
the Quest KODIAK® 100 and the Garmin G1000® Pilot’s Guide for the
Quest KODIAK® 100 for additional operating information on PFD #2 and
corresponding instrumentation.
A fresh air shutoff valve is installed on the lower portion of the right panel
just below the right control yoke. The shutoff valve is provided primarily
for the emergency shutoff of fresh air that enters the cabin from forward
of the firewall. This would be used if an engine fire should occur or if
smoke is entering the cabin through the firewall–mounted fresh air inlet.
The fresh air shutoff valve should be left in the normal (pushed in) position
for all normal operations.
Systems
Pilot’s Operating Handbook 7_24a

Systems
7_24b Pilot’s Operating Handbook

® ®
Section 7
CONTROL PEDESTAL LAYOUT
A control pedestal is installed between the seats for the pilot and front
passenger. The control pedestal contains the elevator trim wheel, aileron
and rudder trim switches, emergency power lever, power lever, propeller
control lever, fuel condition lever, wing flap selector, firewall fuel shutoff
valve control, microphone, circuit breaker panel, and the engine control
lever friction knob.
2
10
1 7
12
8
4
5 11
Figure 7-6: Control Pedestal Layout
Systems
1. Elevator Trim Wheel 7. Fuel Condition Lever

2. Aileron Trim Switches 8. Wing Flap Selector
3. Rudder Trim Switch 9. Firewall Fuel Shutoff Valve Control
4. Emergency Power Lever 10. Microphone
5. Power Lever 11. Circuit Breaker Panel
6. Propeller Control Lever 12. Engine Control Lever Friction Knob

® ®
Section 7
COOLING FANS
An avionics cooling fan system is installed in the airplane to supply cooling
air to the avionics equipment. This supply of cooling air prolongs the life
of the avionics equipment and prevents overheating in certain conditions.
One cooling fan is turned ON when the Master Switch is turned ON to
cool PFD #1 and the LRUs that are powered at the same time. A Separate
cooling fan is turned ON when the Avionics switch is turned ON to cool
the additional LRUs, the MFD, and PFD #2. The avionics cooling fans are
protected by separate one (1) amp fuses located within the main wiring-
harness. If the avionics cooling fans should malfunction or any of the
equipment becomes too hot, an alert will be displayed on the G1000®.
For additional information on alerts, refer to the appropriate Garmin
G1000® Cockpit Reference Guide for the Quest KODIAK® 100.
MICROPHONE/SPEAKER AND HEADSET JACKS

Primarily, radio communications are accomplished with a headset
and microphone plugged into the headset jacks on the left side of the
instrument panel for the pilot and the right side of the instrument panel
for the copilot/front passenger. Headset jacks are also provided for each
passenger seat.
Headset jacks are available in two configurations:
• Two standard jacks, non-powered, for a headphone and
microphone assembly unit
• Single six-pin, powered, headset jack
The powered headset jack is powered when the Avionics Bus Switch
is moved to the ON position. In the event of a power failure, headsets
connected to the powered jack lose their noise-canceling capability. All
other headset features remain operational with power loss. The powered
headset jack is protected by a circuit breaker labeled NOISE CNCL HS.
Radio communications may be performed, using a microphone that
plugs into a microphone jack and stows on a hanger located on the left
side of the Control Pedestal. When the button on the control pedestal
microphone is keyed, all headset microphones on the same COM line
become muted. The corresponding airplane speakers are located above
the crew seats in the overhead panel.
7–5 FLIGHT MANAGEMENT

The Garmin G1000® is equipped with a tool that allows the crew to quickly
Systems
determine the gross weight of the KODIAK® 100. For more information on
the G1000® displays and operations, refer to the Garmin G1000® Cockpit
Reference Guide for the Quest KODIAK® 100 and the Garmin G1000®
Pilot’s Guide for the Quest KODIAK® 100.

® ®
Section 7
7–6 GROUND OPERATION
Steering control while taxiing is accomplished through nose wheel
steering by using the rudder pedals. The left rudder pedal is pressed to
steer left and the right rudder pedal is pressed to steer right. When a
rudder pedal is depressed, a spring-loaded steering bungee (which is
connected to the nose wheel steering bell crank and rudder torque tubes)
will turn the nose wheel through an arc of approximately 17.5 degrees
each side of center. By applying either the left or right brake, the degree of
turn may be increased up to approximately 55 degrees each side of center.
Figure 7-7: Nose Wheel Steering System
Moving the airplane by hand is most easily accomplished by attaching a

tow bar to the nose gear tow pins. If a tow bar is not available, or pushing
is required, use the wing struts as push locations. Do not use the propeller
blades or spinner to push or pull the airplane. If the airplane is to be towed
by a vehicle, use caution to avoid exceeding the turning limits marked on
the nose gear shock strut.
Systems
7–7 LANDING GEAR SYSTEM

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

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Section 7
7–8 BAGGAGE/CARGO COMPARTMENT

Three main areas are provided for the storage of cargo within the airplane.
Two Integrated Storage Boxes (if equipped) located one on each side of
the instrument panel, the raised baggage area aft of the cargo door to
the aft cabin bulkhead, and the cabin when seats have been removed.
WARNING: Any material that could possibly be hazardous to the airplane

or its occupants should not be placed anywhere in the airplane.
INTEGRATED STORAGE BOX (IF EQUIPPED)

An Integrated Storage Box is located on each side of the instrument panel.
Do not store anything in these compartments that can affect the airplane's
magnetic instrumentation. The hinged door panels are push-to-open and
push-to-close. The hinged door panels shall be securely closed prior to
takeoff and landing.
BAGGAGE AREA
In the passenger configuration, the space normally used for carrying
baggage is the raised area aft of the cargo door to the aft cabin bulkhead.
Access to the baggage area is gained through the cargo door or from
within the cabin. Quick-release cargo tie-down straps and a cargo net may
be used for securing baggage and are attached to the anchor points. Refer
to "Section 6" of this manual for loading limits and "Section 1" of this
manual for dimensions.
CABIN LOADING CONFIGURATIONS

With the exception of the cockpit, each of the six loading zones is
equipped with tie-down points, just behind the forward edge of the zone.
The sixth zone also has tie-down points at the rear of the zone, in the aft
cabin bulkhead. These tie-down points, along with the seat tracks in the
floor, allow the operator to fasten straps to the interior of the fuselage.
Refer to "Section 6" of this manual for information on cargo loading
zones.
Acceptable Loading Configurations

The acceptable loading configurations for the KODIAK® were established
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to provide occupant safety in‑flight and to permit simultaneous

emergency exiting through both sides of the plane, either through the
two crew doors or the right side crew door and the cargo door. The
illustrations below represent different loading scenarios by showing an
overhead view of the fuselage, with grey areas representing areas where
cargo is loaded.

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Section 7
WARNING: There may be configurations that are geometrically possible

and allowed as shown in the following illustrations, but care must be
taken to also observe the loading rules regarding strap and tie-down use.
It is likely that the availability of tie-down points will limit the cargo to be
carried—particularly for heavy loads that span multiple zones.
The rear zone (Zone 6) may be used for cargo with any seating
configuration. The KODIAK® 100 TC has no allowance for seats on the aft
cargo step.
1. When the aircraft is loaded with a combination of cargo and
passengers, as illustrated in the figure below, seats must be removed
beginning at the rear of the cabin to make room for cargo. There must
be at least eight (8") inches of clearance between cargo and the back of
seats.
Figure 7-8: Placement of Cargo Aft of Passengers
2. Placement of cargo alongside passengers is acceptable as long as a

12 inch aisle is left for passengers to exit to the crew doors. This general
configuration is illustrated below.
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Figure 7-9: Loading and Securing Cargo Next to Passengers

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Section 7
3. A combination of aft and side placement of cargo is also permissible.

Examples of this are shown in the figure below. As with side loading,
the combination of aft and side placement of cargo must allow for a
12 inch passenger exit aisle forward to the crew doors.
Figure 7-10: Combination Side/Aft Cargo Placement
Prohibited Loading Configurations

Cargo may not be placed in front of passengers. This would block the
access to the right side emergency exit.
Figure 7-11: Prohibited Loading Configuration
SECURING CARGO
It is the responsibility of the operator to use approved cargo straps and
cargo attach fittings to ensure that cargo is properly restrained. The use of
the approved cargo straps and cargo attach fittings must be in accordance
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with the strap usage requirements listed below.

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Section 7
Approved Cargo Attach Fittings
The following cargo attach fittings are the ONLY fittings approved for use
on the KODIAK®:
APPROVED CARGO ATTACH FITTINGS
MANUFACTURER PART NO. ATTACH TYPE
Ancra International, LLC 40340-20 Single-Stud
Ancra International, LLC 47556-10 Double-Stud
Cargo Systems, INC 78101 Double-Stud
Approved Cargo Straps

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

There must be one dedicated strap for every:
• 100 lb of cargo: to restrain the cargo from shifting forward.
• 800 lb of cargo: to restrain the cargo from shifting upward.
• 1000 lb of cargo: to restrain the cargo from sideward shifting.

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Section 7
For example, an article of cargo that weighs 800 pounds will require: Eight
(8) straps restraining forward movement, One (1) strap restraining upward
movement, and Two (2) straps restraining sideward movement (one (1)
in each direction), for a total of 11 straps. The method of calculating the
number of straps required is shown in the following equations:
800 lb
Strap Calculation for Forward Restraint: = 8 Straps
100 lb
800 lb
Strap Calculation for Upward Restraint: = 1 Strap
800 lb
Strap Calculation for Sideward Restraint:

800 lb
= .8 1 Strap (in each direction)
1000 lb
Loading Cargo
When loading cargo, take care to protect the aluminum seat tracks. An
appropriate protective covering, such as wood planks or cardboard, may
need to be placed over the seat tracks when loading or unloading cargo
from the rear of the cabin, to prevent damage from occurring.
Tie-Down Points
The ratings for the tie-down points in the fuselage of the KODIAK® are
provided in the table below:
Tie-Down Location and Type Rating (Pounds)

Ceiling 75
Floor, Zone 6 75
Walls 100
Floor, Single Lug 100
Table 7–1: KODIAK® Tie-Down Point Ratings

The number of tie-down points required for the previous example of an
800 pound article of cargo (see previous Section Using a Strap to Secure
Cargo) will depend upon which tie-down points are used. If the minimum
of 13 straps are used and two (2) tie-down points are utilized for each
strap for a total of 26 tie-down points, the operator will need to ensure
that the capacity of the tie-down points sum to at least 800 pounds as
shown in the equation below. The equation calculates the total capacity
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of the 26 tie-down points, assuming the use of 10 wall tie-down points,

16 floor tie‑down points, and the individual ratings taken from the table
above.
(10 ea Wall) X (100 LB) + (16 ea Floor) X (100 LB) = 2,600 LB => Adequate Tie-Down Points
General Rules for Securing Cargo

There are several rules in place to protect the occupants from free or
shifting cargo during all phases of ground and flight operations. While
operating according to the previous guidelines, the operator will be

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required to abide by the following rules when securing cargo in the
aircraft.
WARNING: These rules are intended to ensure safe transport of

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

straps and tie-down points of adequate strength.
• The number of tie-down points must be selected so that the sum of
their capacity is equal to, or greater than, the weight of the article of
cargo.
• Loads must be secured in a “down and back” manner
(see Figure 7‑12: Securing Stacked Cargo).
• Straps must be attached and secured in a manner that prevents them
from becoming unfastened, opened, or released unintentionally.
• Multiple straps securing common cargo must all be securely
tightened to the same tension to ensure the load is carried by all
straps. When tightening multiple straps, care must be taken to ensure
that tightening one strap (or set of straps) does not loosen another
strap (or set).
• If multiple straps are used to restrain an article of cargo in a particular
direction, the straps shall be spaced evenly about the center of gravity
of the cargo.
• Only one strap may be attached to each cargo tie-down fitting.
• Fittings installed in the seat tracks must be spaced at least eight
inches (8”) apart.
• There must be at least four inches (4”) of clearance between the sides
of the fuselage (or windows) and articles of cargo.
• There must be at least eight inches (8”) of clearance between cargo
and seat backs.
• Cargo spanning more than one zone may have a total weight of the
added zones, but care must be taken to ensure that the maximum
zone ratings are not violated in any individual zone.
• Items that are difficult to bundle or stack with other cargo must be
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secured separately using adequate straps and tie-down points.

• All equipment used to secure cargo must be in proper condition to
perform its function, with no damage or weakened components that
could adversely affect its performance.
Figure 7-12: Securing Stacked Cargo

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Section 7
Using Wall and Ceiling Tie-Downs to Secure Cargo

The walls and ceiling of the fuselage are less capable of restraining cargo
than the seat tracks, and therefore require the following considerations:
• When securing cargo to prevent upward movement, the cargo must
be positioned so that the straps create an angle of at least 45° with
the floor (viewed from front or rear), when using tied-down points in
the walls of the fuselage. This is illustrated in
Figure 7‑13: Upward Restraint with Straps.
Figure 7-13: Upward Restraint with Straps

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Section 7
• When securing cargo to prevent forward movement, the cargo must
be positioned so that the straps create an angle of at least 45° with
the leading edge of the cargo (when viewed from above), when
using tie-down points in the walls of the fuselage. This is illustrated
in Figure 7‑14: Forward Restraint with Straps. The exception is
when two straps are used together to prevent forward movement
and pass over the top of the cargo as well as in front of the cargo. See
Figure 7‑15: Combination Forward and Upward Restraint.
Figure 7-14: Forward Restraint with Straps
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Figure 7-15: Combination Forward and Upward Restraint

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Section 7
Using a Net to Secure Cargo

If a cargo net is used, tie it securely to itself along the front and sides so
that cargo cannot escape from under the net. While the net bundles the
load together, straps shall be added in accordance with the total weight of
the cargo, following the previous rules.
Do not fasten cargo nets to tie-downs or seat tracks under or at the rear
of seats. This would give minimal protection for the occupants if the strap
stretches during flight. The net should be pulled under the cargo and tied
back—pulling the load away from the seats with at least eight inches (8")
between the cargo and the back of a seat.
While it is permissible for straps to be weaved into nets (to prevent the
net from sliding under the strap), each end of a strap that is being used to
secure the load must be fastened to tie-down points in the aircraft.
Cargo Alongside Occupants

When it is necessary to have cargo alongside an occupant, it must be
secured away from the occupant, as well as down and back.
When the pilot is the only occupant, and the copilot seat has been
removed to carry cargo, the cargo must be at least six inches (6") in any
direction from the copilot flight controls, when in their most aft position
(including rudder pedals), and must not be higher than the door handle.
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Section 7
7–9 SEATS, SEAT BELTS, AND SHOULDER HARNESSES
Standard seating for the airplane consists of a six-way adjustable pilot seat
and front passenger seat. Additional seating is available in the passenger
versions. The utility configuration consists of four rows of single-place,
fixed position collapsible seats on each side of the cabin.
All seat positions are equipped with seat belts and shoulder harnesses.
SEATS
WARNING: None of the standard equipment airplane seats are approved

for installation facing aft.
Pilot/Front Passenger
The pilot seat and the front passenger seat are adjustable in six directions.
They may be moved forward or aft, adjusted up or down, and the seat
back angle may be changed.
Position the seat forward and aft by raising one of the small levers on the
outboard or inboard sides of the seat. Once a lever is raised, position the
seat as desired and release the lever. Ensure the seat is properly locked
into position by trying to move the seat forward and aft. The seat may be
raised or lowered by rotating the crank under the front center of the seat.
The seat back angle may be adjusted by raising the lever on the outboard
or inboard aft side of the seat and positioning the seat back as desired.
Ensure the seat back is properly locked into position by trying to move the
seat back forward and aft.
The seats for the pilot and the front passenger are equipped with non-
adjustable headrests.
Aft Passenger (Utility Passenger Version)

Individual collapsible seats are available for the eight aft passenger
stations. The seats are equipped with quick-release fasteners, which allow
them to be readily fastened into the seat tracks. When not in use, the seats
may be folded compactly and stowed in the aft baggage area.
SEAT BELTS AND SHOULDER HARNESSES

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WARNING: Failure to properly utilize the seat belts, shoulder harnesses,

and inertia reels could result in serious injury or death in the event of an
accident.
Pilot/Front Passenger
Both the pilot seat and the front passenger seat are equipped with a
four‑point restraint system, which combines the function of conventional
lap-belts with a double strap shoulder harness attached to an inertia reel
in a single assembly. The lap belts attach to fittings on each side of the
lower aft portion of the seat frames. The shoulder harness and inertia

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Section 7
reel assemblies attach to the upper portion of the forward carry-through

spar. The inertia reels are equipped with levers mounted overhead of the
pilot and front passenger seats to lock the reels and prevent any upper
body movement whatsoever. Pushing the inertia reel lever to the forward
position, locks the inertia reel. Placing the inertia reel lever in its full aft
position, unlocks the inertia reel and allows freedom of movement of the
upper body except in the event of sudden deceleration, in which case,
the inertia reel will automatically engage and prevent movement. The
inertia reel levers must be placed in the locked position prior to takeoff or
landing.
Figure 7-15a: Buckle and Tighten Crew Seat Belts
The inboard half of the lap belt contains the buckle, which is the
connection point for the outboard half of the lap belt, and both shoulder
harness straps. The outboard lap belt and shoulder harness straps are
fitted with links, which insert into the buckle. Both halves of the seat belt
and shoulder harness have adjusters with narrow straps to enable the
halves to be lengthened or shortened as necessary. The shoulder harness
straps must be routed between the headrest supports.
To use the restraint system, place the inertia reel lever in the unlocked
position. Lengthen each half of the seat belt, as required, by pulling the
buckle or connecting link towards the lap with one hand while pulling
outward on the narrow adjuster strap with the other hand. Insert the
outboard seat belt connecting link into the lower outboard slot of
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the buckle. Position each shoulder harness strap over the appropriate
shoulder and insert the link into the corresponding upper slot of the
buckle. Refer to Figure 7-15a: Buckle and Tighten Crew Seat Belts.
Tighten the lap seat belt first; it must remain low and snug across the lap.
Grasp the free end of each belt, pulling it away from the buckle to tighten.
The shoulder harness straps should be tightened to rest comfortably over
each shoulder by pulling down on the narrow straps. If desired, place the
inertia reel lever in the locked position.

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Section 7
To release the lap belt and shoulder harness, simply twist the front section
of the buckle in either direction and pull all the connecting links free. Refer
to Figure 7-15b: Release Crew Seat Belts.
Figure 7-15b: Release Crew Seat Belts
Aft Passenger—Tundra and Timberline Interiors

All lap and shoulder straps attach to fittings installed on the seat frame.
The lap belt consists of a buckle-half and a link-half. The upper portion of
the shoulder straps are sewn into the seat back and the lower section is
riveted into the corresponding lap belt buckle section.
To use the seat belts, as necessary, lengthen each side of the lap belt
by grasping the sides of the link or buckle and pulling against the belt.
The shoulder harness straps are equipped with narrower straps to aid in
lengthening the main strap. Simply pull on the narrow strap to lengthen
the main strap as required.
Position each shoulder harness strap over the appropriate shoulder. Insert
the seat belt connecting link into the slot of the buckle.
The lap seat belt should be tightened first to a snug-fit across the lap by
grasping the free end of each section and pulling it away from the buckle.
Then, the shoulder harness straps should be snugged by adjusting the
narrow strap attached to the main belt. Refer to Figure 7-15c: Tightening
Passenger Seat Belts.
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Figure 7-15c: Tightening Passenger Seat Belts
Pilot’s Operating Handbook 7_38a

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Section 7
To release the lap belt and shoulder harness, lift the buckle clasp. Refer to
Figure 7-15d: Release Passenger Seat Belts.
Figure 7-15d: Release Passenger Seat Belts

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7_38b Pilot’s Operating Handbook

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Section 7
SEAT REMOVAL AND INSTALLATION
NOTE: The Passenger and Crew Seat installation and removal

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

The passenger and crew seats can be removed using the following tool(s):
1. Standard Flat head Screw Driver (Passenger Seats)
2. Standard Phillips Head Screw Driver (Crew Seats)
Seat Tracks—Locating Seats

If equipped, seat tracks are marked with station identification markings
every 10 inches, starting at FS (Fuselage Station) 50.0. These markings will
assist the operator in quickly installing seats.
Refer to the following example of how to properly install a seat.
Example: To install a set in Row 3 (FS 115.0), locate fuselage station
marking FS 110.0 and count five (5) seat track notches AFT. Insert the seat
lock paw into FS 115.0 and move the seat ½ inch AFT and engage the seat
track lock. This is the location for the center of the seat’s track lock pin.
CONFIGURATION A
EXAMPLE FIGURE:
0
12
(FS 115.0 , Row 3)

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

11
(Every 10 Inches)
Note: A Black Diamond
identifies each station.
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Figure 7-16: Seat Track Marking Example
For weight and balance calculations, the individual seat weights and seat
C. G. locations are provided in "Section 6" of this manual.

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Section 7
Crew Seat Removal

1. Using a Phillips head screw driver, locate and remove the seat stops.
50
2. Slide the seat AFT which will allow the AFT portion of the seat to clear
through the removal notch in the seat track.
3. After the seat has been removed, unhook the shoulder harness from
the inertia reel using the quick disconnect.
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4. Update the aircraft weight and balance using the procedures defined
in "Section 6" of this manual.

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Section 7
Crew Seat Installation
1. Connect the shoulder harness to the inertia reel using the quick
connect (shown on previous page).
2. Place the seat in the cockpit, inserting the FWD frame tracks into the
seat tracks as shown.
3. Slide the seat forward and insert the AFT seat frame tracks into the seat
tracks as shown.
4. Install the seat stops forward of the seat removal notch as shown.
Using the procedures defined in "Section 6" of this manual, ensure
that the weight and balance for the next flight reflects the current seat
configuration.
Seat Removal 3 Track Spaces

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Notch (Station Identifier FS 50.0)

50

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Section 7
Passenger Seat Removal

1. Using a flat head screwdriver, locate and loosen the cable tensioners
(x2) by rotating away from the roll pin just over ½ a turn.
~½ Turn
2 Locations
2. Using a flat head screwdriver, locate and unlock the seat foot by
rotating it 90 degrees, as shown below.
Turn 90°
2 Locations
3. Once the feet are unlocked, slide the seat AFT ½ of a track notch to
allow the feet to exit the track. Once moved AFT, lift up the seat and
the seat will clear the rails. The seat is now ready for storage. Seats will
fold for ease of storage.
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AFT ½ Seat Track
4. Update the aircraft weight and balance for flight, using the procedures
defined in "Section 6" of this manual.

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

the seat based on the approved
configurations in this manual. To
determine the correct position FS 178.00
for the seat, locate the station
identification markings on the
seat tracks and use them to
quickly locate the seat position Count Forward
by counting forward or AFT to Determine
of the seat track identification Seat Location or
markings. Locate Seat Track
Identification
Markings
2. Unfold the seat and insert all four
feet into the seat tracks, aligning
the rear foot locks with the
position identified in Step 1.
3. Using a flat head screwdriver, Turn 90°
lock the seat foot by rotating the
lock 90 degrees (x2) (see figure
at right).
4. Using a flat head screwdriver,
locate and tighten the cable
tensioners (x2) by rotating the
cable tensioner until the roll pin
contacts the stop (see the figure
below). Ensure that the tensioner
is in contact with the stop.
~½ Turn
2 Locations
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5. Update the aircraft weight and balance for flight, using the procedures
defined in "Section 6" of this manual.

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Section 7
7–10 CABIN FEATURES
FIRE EXTINGUISHERS
A portable fire extinguisher is installed in each crew door, then either
the aft bulkhead or just aft of the cargo door. The crew fire extinguishers
are readily accessible to the crew in case of a fire and the aft fire
extinguisher may be used by aft passengers or another crew member.
The extinguishers should be checked periodically to ensure their bottle
pressure is within limits and the operating lever lock pin is in place and
secure.
To operate the fire extinguisher:
1. Loosen the retaining clamp/clamps and remove the extinguisher from
the mounting bracket.
2. Hold the extinguisher upright, pull the lock pin, and press the lever
while directing the discharge at the base of the fire near the edge.
Sweep the discharge back and forth across the edge of the fire,
progressing to the back of the fire as it extinguishes.
3. Use caution as to not direct the initial discharge directly at the burning
material at close range (less than 5-8 feet). The high velocity of the
extinguishing agent may cause splashing and/or scattering of the
burning material.
4. Discharge duration of approximately ten seconds may be expected for
each of the crew extinguishers and the aft bulkhead extinguisher.
WARNING: Promptly ventilate the cabin with fresh air and open the storm
window after successfully extinguishing the fire, to reduce inhalation of
toxic by-products.
NOTE: Fire extinguishers should be recharged by a qualified fire

extinguisher agency after each use. After recharging the extinguisher,
secure it to the mounting bracket. Do not allow the fire extinguisher to lie
loose on the floor or seats.
USB PORTS (IF EQUIPPED)

Two USB ports are installed in the cockpit on the aft side of the pedestal
to supply power to external devices (iPads, tablets, etc.) that support
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charging via USB.

Four USB ports are available for passenger use in the cabin. They are
located at Fuselage Station 108 near the headset jacks.
Power is provided through the “Cabin Lights” circuit breaker. The
charging ports are limited to use during cruise only.
The USB ports have several protective features built in that can affect use.
If the aircraft voltage supplied to the ports is reduced significantly or if a
high amount of current is supplied, the ports will stop working until the
voltage or current returns to proper levels. The rate at which the external

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Section 7
devices are being charged by the ports can decrease if the temperature of
the ports becomes elevated. Once the temperature of the ports reduces to
normal limits, the rate of charge will return to normal.
ENTERTAINMENT/AUDIO OUTPUT (IF EQUIPPED)

A mini-audio jack is installed in the cockpit on the aft side of the Control
Pedestal to allow use of external devices to provide audio entertainment
or pre-recorded messages over the headsets and speakers throughout the
aircraft. Any audio being played through this jack will be automatically
muted for the pilots when avionics annunciations are sounded or the
COMs are being used.
7–11 ENGINE
The Pratt & Whitney Canada PT6A-34 power plant is a lightweight, reverse
flow, free power turbine engine. It utilizes two independent turbines; one
turbine drives the compressor in the gas generator section and the second
drives the propeller through a reduction gearbox.
Inlet air enters near the rear of the engine through an annular plenum
chamber formed by the compressor inlet case where it is directed to
the compressor section. The compressor consists of three axial stages
and a single centrifugal stage, all assembled as an integral unit. A row of
stator vanes, located between each stage of compression, diffuses the air,
raises its static pressure and directs it to the next stage of compression.
The compressed air passes through the diffuser tubes, which turn the
air through ninety degrees in direction and converts velocity to static
pressure. The resultant compression ratio of the engine is 7:1.
The diffused air then passes through straightening vanes to the annulus
surrounding the combustion chamber liner. The combustion chamber
liner consists of an annular weldment that has perforations of various
sizes, allowing entry of compressor delivery air. The flow of air changes
direction 180 degrees as it enters and mixes with fuel. The fuel/air mixture
is ignited and the resultant expanding gases are directed to the turbines.
The location of the liner eliminates the need for a long shaft between the
compressor and the compressor turbine, thus reducing the overall length
and weight of the engine.
Fuel is supplied through a dual manifold, consisting of primary and
secondary transfer tubes and adapters. It is injected into the combustion
chamber liner through primary and secondary simplex nozzles for ease
of starting. The fuel/air mixture is initially ignited, during start, by two
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spark igniters, which protrude into the liner. The resultant gases expand
from the liner, reverse direction in the exit duct zone and pass through
the compressor turbine inlet guide vanes to the compressor turbine. The
guide vanes ensure that the expanding gases impinge on the turbine
blades at the correct angle, with minimum loss of energy. The still-
expanding gases are then directed forward to drive the power turbine.
The compressor and power turbines are located in the approximate center
of the engine with their respective shafts extending in opposite directions.
This feature provides for simplified installation and inspection procedures.
The exhaust gas from the power turbine is directed through an annular

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Section 7
exhaust plenum to the atmosphere via twin opposed exhaust ports

provided in the exhaust duct.
The accessory gearbox located at the rear of the engine is driven by
the compressor turbine with a coupling shaft, which extends from the
compressor section through a conical tube in the center of the oil tank.
Inter-Turbine Temperature (ITT) is monitored by a cold junction
thermocouple system comprising a bus-bar, probes, and harness
assembly, installed between the compressor and power turbines, with the
probes projecting into the gas path. A terminal block mounted in the gas
generator case provides a connection point to cockpit instrumentation
and to an ITT trim thermocouple mounted externally in the air inlet zone.
The power turbine drives the propeller shaft through a two-stage
planetary reduction gearbox on the front of the engine. The gearbox
incorporates an integral torquemeter device, which provides an accurate
indication of the engine power output to the cockpit.
The engine is self-sufficient since its gas generator driven oil system
provides lubrication for all areas of the engine, pressure for the
torquemeter, and power for propeller pitch control. The engine oil supply
is contained in an integral tank which forms part of the compressor inlet
case. The integral tank has a capacity of 9.2 US quarts (6.0 US quarts
usable) and is equipped with a dipstick/filler cap and drain plug.
NOTE: Refer to "Section 1" for total installed lubrication system oil
capacity.
The engine is rated at 750 shaft horsepower for takeoff and maximum
continuous emergency power (1790 FT-LB of torque at 2200 RPM, varying
linearly to 1970 FT-LB of torque at 2000 RPM; below 2000 RPM, the
maximum takeoff/emergency power torque setting remains constant at
1970 FT-LB).
The engine is rated at 700 shaft horsepower for maximum climb and
maximum cruise (1670 FT-LB of torque at 2200 RPM, varying linearly to
1840 FT-LB of torque at 2000 RPM; below 2000 RPM, the maximum climb
and cruise power torque setting remains constant at 1840 FT-LB).
The gas generator (compressor) turbine speed is 37,500 RPM at 100% Ng.
The maximum permissible gas generator speed is 38,100 RPM or 101.6 Ng.
The power turbine speed is 33,000 RPM at a propeller shaft speed of 2200
RPM (a reduction gear ratio of 0.0663:1).
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Section 7
29
1. Propeller Shaft 16. Gearbox Coupling Shaft

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

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Section 7
NEW ENGINE BREAK-IN AND OPERATION

There are no specific break-in procedures required for the Pratt & Whitney
Canada PT6A-34 turboprop engine. The engine may be operated safely
throughout the normal ranges established by the manufacturer at the
time the airplane is delivered.
ENGINE MOUNT
The engine mount is a 13–Element welded frame fabricated from 4130
steel. The frame attaches to the firewall at four points and contains an
engine mounting bracket providing three engine attach points.
POWER PLANT CONTROLS

The power plant is operated using four separate controls consisting of
a power lever, an emergency power lever, a fuel condition lever, and
a propeller control lever. The power and fuel condition levers directly
control the engine. The propeller control lever regulates propeller speed
and feathering.
Control Quadrant Friction Lock

A quadrant friction lock is installed on the right side of the control
pedestal. It is provided to help minimize creeping of the engine controls
once they have been set. The lock is a knurled knob which increases
friction on the engine controls when it is rotated clockwise.
Power Lever
The power lever is connected, through linkages, to a cam assembly
mounted on the Fuel Control Unit at the rear of the engine. The power
lever controls engine power through its full range from maximum takeoff
to full reverse. The power lever also controls the pitch of the propeller
when placed in the BETA range.
The power lever has MAX, IDLE, BETA, and REVERSE range positions. The
range from the MAX position through IDLE allows selection of the desired
engine power output. The BETA range enables control of propeller blade
angle from idle thrust, through a zero thrust condition, to maximum
reverse thrust.
Systems

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Section 7
Emergency Power Lever
The emergency power lever is connected, through linkages, to the
manual override lever on the Fuel Control Unit and allows direct control
of engine fuel flow should a malfunction occur in the fuel control unit’s
pneumatic governing system.
CAUTION: When the fuel control manual override system is in use, engine
response may be more rapid as compared to using the normal power
lever. Additional care should be taken during engine acceleration to avoid
exceeding the engine limitations.
When the engine is operating, a failure of any fuel control unit pneumatic
governing signal input will result in the fuel flow decreasing to minimum
idle (approximately 48% Ng at Sea Level and increasing with altitude). The
emergency power lever allows restoration of engine power in the event of
such a failure.
NORMAL and MAX positions are provided for the emergency power lever.
The NORMAL position is used for all normal engine operations when the
fuel control unit is functioning normally and engine power is selected
through the power lever. The range from NORMAL to MAX governs engine
power when the power lever is ineffective.
A mechanical stop in the lever slot requires that the emergency power
lever be moved to the left to clear the stop before it can be moved
forward, out of the NORMAL (full aft) position, and into the override
position.
Whenever the lever is moved from the NORMAL/stowed position, an
EMER PWR LVR annunciation will be displayed on the G1000®.
CAUTION: The emergency power lever/manual override system is

considered an emergency system and should only be used in the event of a
fuel control unit governing malfunction. When attempting a normal start,
ensure the emergency power lever is in the NORMAL (full aft) position;
otherwise, an over-temperature (hot-start) condition may result.
NOTE: When using the emergency power lever, 100% power may not be
obtainable.
Systems

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Section 7
Fuel Condition Lever

The fuel condition lever in the cockpit is connected through airframe
linkage to a combined lever and stop mechanism at the top of the Fuel
Control Unit (FCU); this is connected by the FCU linkage to the cut-off
lever on the side of the unit. The lever and stop also function as a hi-idle
stop. The fuel condition lever performs the function of CUTOFF, LOW-IDLE,
and FLIGHT-IDLE. The CUTOFF position shuts off all fuel to the engine’s
fuel nozzles. LOW-IDLE positions the control rod stop to provide a gas
generator RPM of approximately 54% Ng. FLIGHT IDLE positions the
control rod stop to provide a gas generator RPM of approximately 68% Ng.
Propeller Control Lever

The propeller control lever is connected, through linkages, to the
propeller governor mounted on top of the propeller reduction
gearbox. The propeller control lever controls the governor settings
from the maximum RPM position to full feather. The lever has two main
positions: MAX and FEATHER. The MAX position is used when a high RPM
is desired and governs the propeller speed at 2200 RPM. The FEATHER
position is used during normal shutdown of the engine to assist in
stopping the rotation of the power turbine and front section of the
engine. Rotation of the forward section of the engine is not desirable
when the engine is shutdown, since lubrication is not available after the
gas generator section of the engine comes to a stop. With the propeller
feathered when the engine is shut down, propeller windmilling in gusty
wind conditions can also be minimized. A mechanical stop built into the
pedestal slot of the propeller control lever makes it necessary to move the
propeller lever to the left prior to moving the lever into or out of FEATHER.
Systems

Systems

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Section 7
ENGINE INSTRUMENTS
The G1000® Engine Indication System (EIS) provides the pilot with
graphical indicators and numeric values for engine, oil, fuel, electrical, flap,
and trim system parameters. During normal operation, the EIS is shown
in a vertical strip on the left side of the MFD display. In all cases, green
indicates normal operation, yellow indicates caution, and red indicates
warning.
If the MFD is OFF or FAILS, press the red DISPLAY BACKUP button located
at the bottom of each GMA audio panel. The EIS information will be shown
on the corresponding PFD display. Refer to the Garmin G1000® Cockpit
Reference Guide for the Quest KODIAK® 100 and the Garmin G1000®
Pilot’s Guide for the Quest KODIAK® 100 for additional information on
the EIS or placing the system into Reversionary Mode.
The EIS consists of three pages that are selected using the ENGINE softkey.
The default ENGINE page provides indicators for Engine Torque,
Inter‑Turbine Temperature (ITT), Propeller RPM, Gas Generator RPM,
Fuel Flow, Oil Pressure, Oil Temperature, Ammeters, Voltmeters, and Fuel
Quantity Indicators. Aileron Trim, Rudder Trim, Elevator Trim, and Flap
Position are shown on each EIS page.
Systems
Figure 7-18: Default ENGINE Page

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Section 7
The SYSTEM page provides numerical The FUEL page shows numerical values
values for the electrical system: for FUEL Temperature (if equipped
Generator Amps, Alternator Amps, with sensor), Fuel Flow, Fuel Pressure,
Main Bus Voltage, and Essential Bus and Fuel Quantity (in pounds). A fuel
Voltage. Indication for the quantity in totalizer (“fuel calc.”) provides the
Gallons of Ice Protection fluid is shown following fuel calculations based on
(if equipped). Pressing the SYSTEM initial manual entering of fuel quantity
softkey displays the SYSTEM engine into the calculator: Fuel Remaining
page. (Pounds), Fuel Used (Pounds),
Endurance (Hours:Minutes), and Range
(Nautical Miles). Pressing the FUEL
softkey displays the FUEL engine page.
Systems
Figure 7-19: SYSTEM Engine Page Figure 7-20: FUEL Engine Page
NOTE: When the fuel quantity is less than 175 pounds, the title and digits
are highlighted in amber.

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Section 7
Torque Indicator
Engine torque (TRQ) is shown by the Torque Indicator, which is displayed
in the same configuration and location on the ENGINE, SYSTEM and FUEL
pages.
The torque indicator uses a circular scale with a moving pointer and a
digital value, indicating the torque being produced by the engine. The
pointer moves through a range of 0 to 2100 FT-LB.
The PT6A-34 engine is limited to 750 SHP for takeoff and emergencies, and
700 SHP for climb and cruise. Shaft horsepower is determined using the
following equation:
SHP = Torque x Propeller RPM
5252
For Example:
750 SHP = 1790 (TRQ) x 2200 (RPM)
5252
The red line on the torque indicator is a dynamic marking depending

upon propeller RPM and represents 751 SHP. If engine torque reaches the
red line limit for longer than five (5) seconds or greater than 2100 FT-LB
at any time, the pointer, digital value, and label (TRQ) turn red to show
engine torque is more than the established limits. The digital value and
label (TRQ) will flash.
The amber arc on the torque indicator is also a dynamic marking
depending upon propeller RPM and represents a shaft horsepower range
from 701 SHP to the upper limit of 750 SHP. If the engine torque and
propeller RPM are generating between 700 SHP and 750 SHP, the torque
indicator title, pointer, and digits will be amber.
The top of the green arc on the torque indicator is also a dynamic marking,
depending upon propeller RPM and represents 700 SHP.
The indicator operates in conjunction with the Torquemeter transmitter
located on the top of the reduction gearbox front case. The transmitter
senses the difference between the engine torque pressure and the
pressure in the engine case. The transmitter relays this data to the GEA
Engine/Airframe Interface Unit, which processes and outputs torque data
to the EIS. A red “X” through the torque indicator shows the indicating
system is inoperative.
Systems
Figure 7-21: Torque Indicator

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Section 7
Propeller RPM Indicator
Propeller RPM is shown by the Np RPM indicator, which is displayed in
the same configuration and location on the ENGINE, SYSTEM, and FUEL
pages. The propeller RPM indicator uses a circular scale with a moving
pointer and a digital value indicating propeller revolutions per minute in
increments of 10 RPM. The pointer moves through a range from 0 to 2300
RPM with an amber range from 450 to 1050 RPM, a green arc from 1900 to
2200 RPM, and a red radial line at 2200 RPM. When propeller RPM reaches
the red line limit, the pointer, digital value, and label (NP RPM) turn red
to show propeller RPM is more than the limit. The digital value and label
(NP RPM) will flash. The amber range represents the propeller operating
limitation, prohibiting stabilized ground operation between 450 and 1050
RPM.
With some G1000® software configurations (Reference Quest SN 15-01),
in the event that the G1000® detects the propeller RPM has stabilized
between the range of 450 and 1050 RPM, the pointer, digital value, and
label (NP RPM) will turn red, and the annunciation PROP RPM will be
shown, indicating the need to advance the power lever and move out of
the prohibited stabilized range.
The indicator operates in conjunction with a speed sensor and transmitter
within the electrically operated Propeller Tachometer-Generator
attached to the right side of the propeller reduction gearbox. The speed
sensor provides a signal to the tachometer-generator converter box
located on the firewall (if equipped), which provides the translated signal
to the GEA that then processes and outputs propeller RPM data to the
EIS. A red “X” through the Np RPM Indicator shows the indicating system is
inoperative.
Figure 7-22: Propeller RPM Indicator
ITT Indicator
Inter-Turbine Temperature (ITT or T5) is shown by the ITT indicator, which
is displayed in the same configuration and location on the ENGINE,
SYSTEM, and FUEL pages. The instrument shows the gas temperature
between the compressor and the power turbines. The ITT indicator uses a
circular scale with a moving pointer and a digital value indicating Inter-
Systems
Turbine Temperature in degrees Celsius with 1°C increments. The pointer

moves through a range from 200° to 1200°C.
During engine start, the instrument markings indicate a normal operating
range (green arc) from 200°C to 925°C, caution range (yellow arc) from
926°C to 1090°C, and a red radial line at >1090°C. The indicator also shows
“STRT” directly above the ITT digits, signifying the indicator is in start
mode. If the ITT is greater than 1090°C, the title, pointer, and digits will
flash red. If the ITT is between 926°C and 1090°C, the title, pointer, and
digits will flash amber. Otherwise, the title and pointer are white and the
digits are green.

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Section 7
During normal operation, the instrument markings indicate a normal

operating range (green arc) from 400°C to 740°C, caution range (yellow
arc) from 741°C to 790°C, and a red radial line at >790°C (max takeoff ITT).
If the ITT is >790°C for longer than 2 seconds, the title, pointer, and digits
flash red. When the ITT is between 741°C and 790°C, the title, pointer, and
digits are amber. Otherwise, the title and pointer are white and the digits
are green.
The indicator operates in conjunction with the Inter-Turbine
Temperature Sensing System described later in this section.
200˚C to 925˚C
Engine Start
Normal Operation
Figure 7-23: ITT Indicator
Ng % RPM Indicator
The gas generator RPM is shown by the Ng % RPM Indicator, which is
displayed in the same configuration and location on the ENGINE, SYSTEM,
and FUEL pages. The instrument shows the percent of gas generator
RPM based on a percentage of 100% at 37,500 RPM. The indicator uses
a circular scale with a moving pointer and a digital value indicating gas
generator percent RPM in increments of 0.1%. The pointer moves through
a range of 0.0% to 110.0%.
The instrument markings indicate a normal operating range (green arc)
from 52.0% to 101.6%, and a red line at 101.6%. If the Ng speed is greater
than 101.6% for longer than 2 seconds, the title, pointer, and digits will
flash red. Otherwise, the title and pointer are white and the digits are
green.
The indicator operates in conjunction with a speed sensor and transmitter
within the electrically operated NG Tachometer-Generator mounted on
the lower right portion of the engine accessory gearbox. The speed sensor
provides a signal to the tachometer-generator converter box located on
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the firewall (if equipped), which provides the translated signal to the GEA
Engine and Airframe Interface Unit that then processes and outputs gas
generator percent RPM data to the EIS. A red “X” through the Ng % RPM
Indicator shows the indicating system is inoperative.
Figure 7-24: Ng % RPM Indicator

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Section 7
Fuel Flow Indicator
A digital value for FFLOW PPH is displayed on both the ENGINE and FUEL
EIS pages.
The fuel flow transducer is located in the fuel line between the fuel control
unit and the flow divider. Electrical pulses from the fuel flow transducer
corrected by a calibration factor indicate the amount of fuel being
consumed by the engine.
For additional information, see the Fuel Flow Transducer, in this section.
Figure 7-25: Fuel Flow Indicator
Fuel Quantity Indicator

Fuel quantity is displayed on both the ENGINE and FUEL EIS pages.
Two capacitive-type or float–type fuel level probes measure fuel in each
wing tank.
The indicator on the ENGINE EIS page shows a horizontal gage, presenting
left and right fuel quantity. When an individual tank quantity reaches 175
pounds or less, the title, pointer and digits become amber in color. If the
fuel quantity is less than 10 pounds the title, pointer, and digits flash red.
Otherwise, the title, and pointer are white and the digits are green.
The FUEL EIS page shows the fuel quantity in pounds as digits.
Figure 7-26: Fuel Quantity Indicators
Fuel Temperature Indicator (If Equipped)

A digital value for the FTEMP °C is included on the FUEL EIS page. The fuel
Systems
temperature sensor is integrated in to the right wing inboard float‑type

fuel sensor. It has a range of -55° to + 55°C.
At fuel temperatures from -40° to -55°C, the digits will be displayed
in amber. This is to caution the pilot that operating at these fuel
temperatures requires the use of fuels certified for temperatures below
-40°C. See fuel limitations listed in "Section 2" of this manual.
Figure 7-27: Fuel Temperature Indicator

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Section 7
Oil Pressure Indicator

Oil pressure is displayed digitally on the SYSTEM and FUEL EIS pages.
On the default ENGINE page, Oil pressure is displayed by the OIL PSI
horizontal bar indicator.
The indicator range is 0-120 PSI with a red line at 40 PSI, an amber band
from 40 to 85 PSI (caution range), a green band from 85 to 105 PSI (normal
operating range), and a red line at 105 PSI.
A pointer indicates actual oil pressure. Oil pressure is also indicated
adjacent to the horizontal bar indicator digitally. When oil pressure is less
than 40 PSI or greater than 105 PSI, the title, pointer, and digits flash red.
When oil pressure is between 40 and 85 PSI, the title, pointer, and digits
are amber. Otherwise, the title and pointer are white and the digits are
green.
Oil pressure information is received from the oil pressure transducer
located on the oil line attached to the engine mount just inside the right
cowling.
Figure 7-28: Oil Pressure Indicator
NOTE: When starting a cold-soaked engine, it is normal for the oil PSI to
exceed the normal operating range for approximately three (3) minutes,
while the engine oil warms up. Pressures as high as 150-200 PSIG may be
observed at startup; this is not detrimental to the engine and does not
need to be monitored. Maintain ground idle speed until oil pressure drops
back within the normal operating range.
Oil Temperature Indicator

Oil temperature is displayed digitally on the SYSTEM EIS page.
On the default ENGINE page, oil temperature is displayed, in degrees
Celsius, by the OIL °C horizontal bar indicator.
The oil temperature sensor is located near the upper right portion of
the engine accessory gearbox. The instrument markings illustrate the
Systems
minimum operating temperatures (red line) of -40°C, a caution range

(yellow band) from -40°C to +10°C, a normal operating range (green band)
from 10°C to 99°C and a maximum temperature (red line) at 99°C.
Figure 7-29: Oil Temperature Indicator

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Section 7
ENGINE LUBRICATION SYSTEM
With components rotating at speeds of over 37,500 RPM, the engine
lubrication system is vital to proper engine operation. The lubrication
system consists of a pressure system, scavenge system, and a breather
system. The main components of the lubrication system include:
• An integral oil tank at the rear of the engine.
• An oil pressure pump at the bottom of the oil tank.
• An external double-element scavenge pump located on the back
of the accessory gearbox.
• An internal double-element scavenge pump located inside the
accessory gearbox.
• An oil-to-fuel heater located on the upper portion of the accessory
gearbox.
• An oil filter located on the right side of the oil tank.
• A large-capacity oil cooler mounted on the left side of the engine.
Pressure Oil System

Oil is drawn from the bottom of the oil tank through a filter screen,
where it passes through a pressure relief valve for oil pressure regulation.
Pressure oil is delivered from the main oil pump to the oil filter where
foreign matter is removed from the oil, precluding further circulation. Oil
then exits the oil filter outlet and divides into several paths.
Lubrication of the accessory drives and bearings is accomplished through
cored passages in the compressor inlet case, accessory diaphragm, and
gearbox housing, and into the gearbox bearing areas. The No. 1 bearing
is lubricated by pressure oil from the filter outlet through a cored passage
in the compressor inlet case, to a nozzle at the center-bore and to the
rear of the compressor rear hub. The nozzle, containing a fine strainer,
directs the calibrated oil flow into a collector ring mounted on the rear
of the compressor rear hub, and through passes in the split inner race
to the bearing. A cored passage at the main oil filter outlet conducts a
portion of the pressure oil to a minimum pressurizing valve installed in
the compressor inlet case at the two o’clock position. Oil is then applied
to the oil-to-fuel heater where, depending upon temperature of the fuel,
the oil is utilized to preheat the fuel. Oil from the heater is returned to the
oil tank via a check valve and adapter at the twelve o’clock position on the
compressor inlet case.
Systems
A common supply is provided to lubricate the No. 2 bearing, the reduction

gearbox and front accessories, power turbine No. 3 and 4 bearings, and
the propeller installation. Oil from the filter outlet is directed through
a cored passage and transfer tube to an outlet boss at the four o’clock
position on the compressor inlet case. An external oil transfer tube
connected to the boss directs the oil forward to a tee coupling at the gas
generator case. An internal oil transfer tube directs the oil to an oil transfer
gallery in the No. 2 bearing compartment. The gallery houses two nozzles
which are protected by a fine strainer. The nozzles direct the oil flow onto
the front and rear faces of the bearing. A second external oil transfer tube

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

The scavenge system incorporates two double-element gear-type pumps
contained in cast housings, and are driven by the accessory gearbox drive
shafts. One pump is mounted within the accessory gearbox, while the
other is externally mounted at the rear of the gearbox. Oil from the No. 1
Systems
bearing compartment is returned by gravity via an internal cored passage

to the bottom of the compressor inlet case. From there, it is directed
through the oil tank compartment by a transfer tube and a port in the
accessory diaphragm and is then discharged into the gearbox. The No. 2
bearing oil drains via internal tubes to a boss at the five o’clock position on
the gas generator case. A flanged transfer tube directs the oil rearward to
a boss at the six o’clock position on the compressor inlet case; the oil then
passes through cored passages and a transfer tube to the front element of
the internal scavenge pump. Scavenged oil is dumped into the accessory
gearbox. Oil from the No. 3 and 4 bearings drains into the power turbine

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

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Section 7
Systems
Figure 7-30: Engine Lubrication Schematic

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Section 7
ENGINE FUEL SYSTEM
The engine fuel system provides the necessary fuel to accommodate the
speed and power demands of the engine.
For additional information, refer to the Fuel System in this section.
OIL/FUEL RESERVOIR(S) AND EJECTOR

An oil/fuel reservoir(s) (EPA-Can) is mounted on the lower left portion
of the firewall or directly to the lower cowling. This reservoir(s) collects
engine oil seepage and fuel discharge.
For additional information, refer to the Fuel System in this section.
NOTE: If the oil/fuel reservoir is not drained on a regular basis, the

contents will overflow onto the ground.
AIR INDUCTION SYSTEM

The engine air inlet is located at the lower forward section of the
engine nacelle. Ram air entering the inlet flows through ducting and an
inertial air particle separator system, then enters the engine through a
circular plenum chamber where it is directed by inlet guide vanes to the
compressor section. A screen is installed on the compressor air inlet which
prevents larger debris from entering the engine, but does not filter the
inlet air.
Inertial Particle Separator System

An inertial air particle separator system (Inertial Separator) is installed in
the air inlet duct to prevent moisture and dust particles from entering the
engine when placed in BYPASS mode. The inertial separator consists of
two electrically actuated vanes and a fixed airfoil which, during NORMAL
operation, route the inlet air through a gentle turn into the compressor air
inlet plenum. When operating in dusty or moisture filled environments,
the BYPASS mode may be selected. When the inertial separator is placed
in the BYPASS mode, the moveable vanes are placed in a position to force
the air to make a sharp turn prior to entering the inlet plenum. This sharp
turn causes moisture or debris to separate from the inlet air and discharge
overboard through two outlets on the lower portion of the engine nacelle.
Operation of the inertial separator system is controlled by a switch
Systems
mounted on the right switch panel in the ice protection cluster of

switches. The switch is labeled ENG INLET and has positions for NORMAL
and BYPASS. The inertial separator should be placed in BYPASS prior
to operating the engine when visible moisture is present (clouds, rain,
snow, ice crystals, etc.) and outside air temperatures are below 5°C (41°F).
The inertial separator system may also be used for ground operations or
takeoffs from dusty, sandy field conditions to minimize the ingestion of
foreign particles and debris into the compressor. The NORMAL position
should be used for all other operations as cruise performance is reduced
by approximately 5 KTAS when the engine inlet is in BYPASS.

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Section 7
An advisory annunciation is provided through the G1000® to indicate

whether the inertial separator system is in the NORMAL or BYPASS
position as follows:
ENG INLET NORM
ENG INLET BP
NOTE: When the BYPASS mode is selected, a slight reduction of engine

torque occurs.
Manual Actuator Override Switch for Dual Actuated IPS (If Equipped)
(This section applies to Serial Numbers 100-0043 and subsequent, OR
airplanes equipped with the KODIAK® TKS Ice Protection System.)
The actuator override allows the pilot to advance the system to BYPASS in
the event of a failure of the normal engine inlet BYPASS function.
ENGINE INLET PRIMARY INLET

OVERRIDE OPERATION
Figure 7-31: Dual Actuated IPS
3.
FIGURE KEY:
1. Primary Actuator
2. Override Actuator 6.
3. Three position switches,
Systems
one limit switch

4. Interconnecting Rod
5. Adjustable FOD Door
Actuating Arm
6. Adjustable length Bypass 4.
Door Actuating Arm
7. Two-Piece Ice Shedder
8. Slider Mechanism 7.
1. 5. 2.
8.
Figure 7-32: Dual Actuated IPS

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Section 7
NORMAL
BYPASS
Systems
Figure 7-33: Engine Airflow

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Section 7
IGNITION SYSTEM
The ignition system consists of two spark igniters, an ignition exciter,
two high tension leads, an ignition switch, a starter switch, and an
®
IGNITION ON annunciation through the G1000 .
Ignition is controlled by an ignition switch and a starter switch located
on the lower left portion of the instrument panel. Normally, the ignition
system is only energized during engine start.
For more information, see "Section 4", Normal Procedures Checklist,
Engine Starts; or "Section 4", Amplified Normal Procedures, Engine
Starting.
Ignition Switch
The ignition switch has two positions, ON and OFF. When the switch is
placed in the OFF position, the ignition system will only be activated
when HI START is selected on the starter switch. In this mode of starting,
the ignition system is automatically activated. The ignition system may be
manually activated by selecting the ON position on the ignition switch for
LO START operations.
For more information, see "Section 4", Amplified Normal Procedures,
Engine Ignition Procedures.
STARTING SYSTEM
The starting system consists of a starter/generator, a starter switch, and a
®
STARTER ON annunciation through the G1000 .
The starter is controlled by a three position starter switch. The starter/
generator functions as a motor for engine starting and motors the gas
generator section until the engine stabilizes at idle speed and the starter
switch is returned to the OFF position.
During LO/MOTOR start the following sequence occurs:
• The K6 relay is open. The K5 relay closes, which connects Battery
#2 to the Primary Bus for engine starting. Both batteries are
connected in parallel by the MCU, during the entire start sequence.
During HI START the following sequence occurs:
• The K6 relay is open. The K5 relay closes, which connects Battery
#2 to the Primary Bus for engine starting. Both batteries are
connected in parallel by the MCU, during initial start sequence.
Systems
The MCU monitors the “D” terminal voltage. Once the generator
starting current has dropped to approximately 400 amps, the MCU
connects the batteries in series, which boosts the starting voltage
to 48 volts.
For more information, see "Section 4", Normal Procedures Checklist,
Engine Start; or "Section 4", Amplified Normal Procedures, Engine
Starting.

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Section 7
Starter Switch
The starter switch is located on the lower left portion of the instrument
panel. The main function of the starter switch is to operate the starter.
However, it can also control ignition during starting operations.
The starter switch has three positions: OFF, HI START, and LO/MOTOR.
Except when starting or motoring the engine, the switch’s normal position
is spring loaded to the OFF position. When selected, the HI START position
automatically energizes the ignition system.
Starter/Generator
The starter/generator is installed on the top of the accessory gearbox at
the rear of the engine. The starter/generator is a 28 volt, 300 amp direct
drive unit that acts as a motor for engine starting and as a generator
for the airplane electrical system. The starter/generator is cooled by an
internal fan in addition to ram air ducted from the right side of the engine
cowling.
EXHAUST SYSTEM
The exhaust system consists of two exhaust stubs attached to the left and
right sides of the forward section of the engine. The exhaust stubs are
designed to provide the most efficient removal of exhaust gas possible.
COOLING SYSTEMS
No external cooling systems are incorporated on the PT6A-34 engine
installation. However, the engine incorporates an extensive internal air
system, which provides for sealing of the bearing compartments, and for
compressor and power turbine disk cooling.
Systems

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Section 7
ACCESSORY GEARBOX
Positioned at the rear of the engine, the accessory gearbox assembly is
comprised of two magnesium alloy castings bolted together at their outer
flanges and installed on the compressor air inlet case.
The front casting forms an oil-tight diaphragm between the oil tank
compartment in the compressor inlet case and the accessory gearing. The
oil pump and pressure relief valve assembly are bolted to the forward face
of the accessory diaphragm.
The rear casting forms the gearbox housing and provides support bosses
for the accessory drive gear rear bearings and seals. Roller bearings
attached to the gearbox rear casting and the diaphragm at the center
give support for the gearbox input gearshaft. The input gearshaft uses an
external spline at its front end to connect with the corresponding internal
spline on the input coupling shaft.
Studded mounting pads are built into the external face of the gearbox
housing for the Fuel Control Unit, Engine-Driven Fuel Pump, Starter-
Generator, and the Ng Tachometer Generator. All main accessory drives
are supported on identical roller bearings. With the exception of the front
bearing of the Starter-Generator gearshaft, all drives are fitted with garter-
type oil seals. Accessories are driven from the compressor turbine by a
coupling shaft extending through a conical tube in the center section of
the integral oil tank.
A combined filler cap and dipstick/gauge assembly is installed at the
11 o’clock position of the accessory gear box housing. The assembly is
attached to a removable filler tube, which projects forward and downward
through the accessory gearbox and diaphragm into the oil tank to form a
seal between the tank and gearbox.
An oil tray in the lower section of the gearbox next to the scavenge pump
drive gears minimizes oil foaming during engine operation.
Oil Pump
Pressure oil is circulated from the integral oil tank through the engine
lubrication system by a self-contained, gear-type pressure pump located
in the low point of the oil tank. The oil pump is installed in a cast housing
which is bolted to the forward face of the accessory diaphragm, and
is driven by the accessory gear drive shaft. The body of the oil pump
incorporates a circular mounting boss to accommodate a check valve,
located in the end of the filter housing. A second mounting boss on the
pump includes a pressure relief valve.
Systems
Engine-Driven Fuel Pump

The engine-driven fuel pump is mounted on the engine accessory
gearbox at the two o’clock position. The pump is driven through an
accessory drive shaft and splined coupling.
For additional information, see the Fuel System in this section.

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Section 7
Ng Tachometer-Generator
The Ng tachometer‑generator produces an electric frequency, which
is used by the Ng % RPM indicator to indicate gas generator RPM. The
Ng tachometer‑generator drive and mount pad is located at the five
o’clock position on the accessory gearbox and is driven from the internal
scavenge pump. Rotation is counterclockwise with a drive ratio of
0.1121:1.
For additional information, see the NG % RPM Indicator in this section.
Starter/Generator
The starter/generator is installed on the top of the accessory gearbox at
the rear of the engine. The unit acts as a motor for engine starting and as a
generator for the airplane electrical system.
For additional information, see the Starting System in this section.
Inter-Turbine Temperature Sensing System

The inter-turbine temperature sensing system is designed to provide the
pilot with an accurate indication of the engine operating temperatures
taken between the compressor turbine disk and power turbine stator.
The system consists of two bus bars, twin leads and eight individual
chromel‑alumel thermocouple probes connected in parallel. Each probe
protrudes through a threaded boss on the power turbine stator housing
into an area adjacent to the leading edge of the power turbine vanes.
The probe is secured to the boss by means of a floating, threaded fitting
which is an integral part of the thermocouple probe assembly. Shielded
leads connect each bus bar assembly to a terminal block. From the
terminal block, one chromel-alumel set of wires is routed to the GEA,
corrected to ambient air temperature in the GEA backshell thermocouple,
and displayed on the G1000®.
For additional information, see the ITT Indicator in this section.
Systems

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Section 7
PROPELLER REDUCTION GEARBOX

The reduction gears and propeller shaft are housed in two magnesium
alloy castings which are bolted together at the exhaust duct flange. The
gearbox contains a two-stage planetary gear train, three accessory drives
and the propeller shaft. The first-stage reduction gear is in the rear case,
while the second-stage reduction gear, accessory drives and propeller
shaft are contained in the front case. Torque from the power turbine is
transmitted to the first-stage reduction gear, from there to the second-
stage reduction gear, and then to the propeller shaft. The reduction ratio
of 0.0663:1 provides a maximum propeller speed of 2200 RPM from a
power turbine speed of approximately 33,200 RPM.
The accessories, located on the front case of the propeller reduction
gearbox, are driven by a bevel gear mounted at the rear of the propeller
shaft thrust bearing assembly. Drive shafts from the bevel gear transmit
rotational power to the three pads located at the twelve, three, and nine
o’clock positions.
Propeller thrust loads are absorbed by a flanged ball bearing assembly
located in the center bore at the forward face of the propeller reduction
gearbox. The bevel drive gear adjusting spacer, thrust bearing, and seal
runner are stacked and secured to the propeller shaft by a key-washer and
spanner nut. A thrust bearing cover assembly is secured by bolts at the
front flange of the propeller reduction gearbox front case.
Propeller Governor
The propeller governor is located at the twelve o’clock position on the
front case of the propeller reduction gearbox. Under normal conditions,
the governor acts as a constant speed unit and maintains the propeller
speed selected at the propeller RPM control by varying the propeller blade
angle to match the propeller load to the engine torque.
The propeller governor also contains an integral power turbine governor
section. Its function is to protect the engine against a possible power
turbine overspeed condition in the event of a propeller governor failure.
If such an overspeed condition should occur, a governing orifice in the
propeller governor is opened by flyweights to bleed off compressor
discharge pressure through the governor and computing section of the
fuel control unit. When this occurs, compressor discharge pressure acting
on the fuel control unit bellows decreases and brings the metering valve
to a closed direction and reduces fuel flow to the flow divider.
Propeller Overspeed Governor

Systems
The propeller overspeed governor is installed at the ten o’clock position

on the front case of the propeller reduction gearbox. The governor acts as
a backup to the propeller governor, preventing an overspeed condition
should the main propeller governor fail to properly limit propeller RPM.
The propeller overspeed governor regulates the oil flow to the propeller
pitch-change mechanism by means of a flyweight and speeder spring
arrangement similar to the primary propeller governor. Since it has no
mechanical controls, the overspeed governor is equipped with a test
solenoid to reset the overspeed governor below its normal overspeed

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Section 7
setting for ground testing of the unit. The overspeed governor test button
is located on the upper left portion of the cockpit instrument panel.
Overspeed Governor Test Button

An overspeed governor test button is installed on the upper left portion
of the cockpit instrument panel. The button is a push-to-test type and
is used to test the overspeed governor during engine run-up. When the
button is depressed, a solenoid is actuated on the propeller overspeed
governor, which restricts propeller RPM when the power lever is advanced.
To check for proper operation of the overspeed governor, during engine
run-up, press and hold the push-to-test button and advance the power
lever until the propeller RPM stabilizes. The propeller RPM should stabilize
at 2070 ± 50 RPM.
Propeller Tachometer-Generator
The propeller tachometer‑generator produces an electric frequency,
which is used by the Propeller RPM Indicator to denote propeller RPM.
The propeller tachometer-generator drive and mount pad is located on
the right side of the propeller reduction gearbox case and has a clockwise
rotation at a ratio of 0.1264:1.
For additional information, see the Propeller RPM Indicator in this
section.
Torquemeter
The torquemeter is a hydro-mechanical torque measuring device located
inside the first stage of reduction gear housing. The torquemeter provides
an accurate indication of engine power output in FT-LB of torque.
The difference between the torquemeter pressure and the reduction
gearbox internal pressure accurately indicates torque production. The
two pressures are routed to a pressure transducer which is electrically
connected to the G1000®, which provides an accurate indication of engine
torque pressure.
For additional information, see the Torque Indicator in this section.
Chip Detector
An optional chip detector may be installed on the bottom of the propeller
reduction gearbox and/or the accessory gearbox.
The G1000® software will show an annunciation if there are any metallic
Systems
chips detected in either gearbox. The chip detection annunciation will

appear as:
CHIP DETECTOR
If the chip detection annunciation appears, follow the procedures
described in "Section 3" of this manual.

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Section 7
7–12 PROPELLER
The KODIAK® is equipped with a Hartzell aluminum four-bladed, reversing
single-acting governor-regulated propeller. The propeller control lever
establishes the propeller speed through the governor and uses a single oil
supply from the governor to hydraulically actuate a change in blade angle.
A two piece aluminum hub retains each propeller blade on a thrust
bearing. A cylinder is attached to the hub and contains a feathering spring
and piston. The hydraulically actuated piston transmits linear motion
through a pitch change rod and fork to each blade, resulting in a change
of blade angle.
While the propeller is operating, the following forces are constantly
present: spring force, counterweight force, centrifugal twisting moment
of each blade, and blade aerodynamic twisting forces. The spring and
counterweight forces attempt to bring the blades to a higher blade angle
(low RPM or feather), while the centrifugal twisting moment of each blade
attempts to bring the blades to a lower blade angle (high RPM). Blade
aerodynamic twisting force is very slight in comparison to the other forces
and will generally tend to increase the propeller blade angle.
This combination of the propeller forces results in the propeller blades
being brought to a higher pitch (Lower RPM or feather) and is opposed
by a variable force toward a low pitch (high RPM); the variable force is
engine oil, under pressure from the propeller governor’s integral oil boost
pump. The engine-driven propeller governor is mounted on an accessory
mounting pad at the twelve o’clock position of the propeller reduction
gearbox. The oil from the governor is supplied to the propeller and
hydraulic piston through a hollow engine/propeller shaft. Increasing the
volume of oil within the piston and cylinder, will decrease the blade angle
and increase propeller RPM. By changing the blade angle, the governor
can maintain a constant RPM independent of where the power lever is
set and with variances in engine loads. The governor uses engine speed-
sensing mechanisms to determine if oil should be supplied or drained, as
necessary to maintain constant engine speed (RPM).
If governor supply oil is lost during operation, the propeller will increase
pitch to the feather position. Feathering occurs because the summation
of internal propeller forces causes the oil to drain out of the propeller until
the feather stop position is reached.
Normal in-flight feathering is accomplished when the pilot retards
the propeller control lever beyond the FEATHER tab. When this is
accomplished the oil is allowed to drain from the propeller and return to
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the engine sump. The engine is normally shut down with the propeller in
feather.
Normal in-flight unfeathering is accomplished by positioning the propeller
control lever forward of the FEATHER tab with the engine started.
As engine speed increases, the governor supplies oil pressure to the
propeller, resulting in a decrease in blade angle.
Reverse propeller pitch is available for decreasing ground roll during
landing. In the reverse mode of operation, the governor operates in an
underspeed condition to act strictly as a source of pressurized oil, without

® ®
Section 7
directly controlling propeller RPM. Control of the propeller blade angle in
reverse is accomplished with the power lever, beta valve, beta ring, and
carbon block.
The propeller is reversed by manually positioning the power lever deep
into beta range, causing the beta valve to supply oil from the governor
pump to the propeller. Several external propeller mechanisms, including
the beta ring and carbon block assembly, communicate propeller blade
angle position to the beta valve.
When the propeller reaches its desired reverse position, movement of the
beta ring and carbon block assembly initiated by the propeller piston,
causes the beta valve to shut off the flow to the propeller. Any additional
unwanted movement of the propeller toward reverse, or any forward
movement of the power lever to bring the propeller out of feather, will
cause the beta valve to drain oil from the propeller and increase pitch.
CAUTION: The propeller reversing linkage may be damaged if the

power lever is moved aft of the IDLE position when the propeller is in the
feathered position.
OPTIONAL PITCH LATCH PROPELLER

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

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Section 7
7–13 FUEL SYSTEM

The airplane fuel system consists of two vented and integral fuel tanks,
fuel shutoff valves and selectors, a fuel selectors OFF warning system, fuel
reservoir tank, ejector fuel pump, auxiliary fuel pump, firewall fuel shutoff
valve, airframe fuel filter, oil-to-fuel heater, engine‑driven fuel pump,
fuel control unit, flow divider, engine fuel nozzle manifolds, and an oil/
fuel reservoir drain(s). Refer to "Section 2" of this manual for fuel system
capacity data.
WARNING: Unusable fuel levels were determined for this airplane in

accordance with the Federal Aviation Regulations. Failure to operate the
airplane according to the Fuel Limitations outlined in "Section 2"of this
manual may further reduce the amount of fuel available for flight.
Fuel system ventilation is critical to system operation. Complete blockage

of the vent system will result in a decrease in fuel flow and eventual
stoppage of the engine.
Fuel gravity‑feeds from the tanks through the two fuel tank shutoff/
selector valves to a single fuel reservoir tank.
When the engine is running, the ejector fuel pump, located inside the
fuel reservoir tank, is driven by motive flow from the engine–driven fuel
pump and provides fuel from the fuel reservoir tank to the airframe fuel
manifold.
The auxiliary fuel pump, installed just forward of the fuel reservoir tank,
is used to supply fuel during engine start. When the auxiliary fuel pump
is placed in standby mode, if the low fuel pressure switch senses that
fuel pressure just forward of the ejector fuel pump has dropped below
approximately four (4) psi, the auxiliary fuel pump will engage and send
fuel from the fuel reservoir tank into the airframe fuel manifold.
From the fuel manifold, fuel flows through a firewall fuel shutoff valve
located on the aft side of the firewall. The fuel is then directed through an
airframe fuel filter mounted on the forward side of the firewall.
Fuel leaving the airframe fuel filter continues to the oil-to-fuel heater and
then to the engine-driven fuel pump where the fuel is pressurized and
delivered to the fuel control unit.
The fuel control unit meters the fuel and directs it to the flow divider,
which distributes the fuel to the engine fuel nozzle manifolds located in
the combustion chamber.
Systems
At shutdown, fuel remaining in the engine fuel nozzle manifolds drains

into an oil/fuel reservoir(s) located on the lower, forward left portion of the
firewall or on the lower left cowl. The reservoir(s) should be drained prior
to the first flight of the day and at intervals not exceeding three engine
shutdowns to prevent overflow.

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Section 7
FUEL MANIFOLD
ASSEMBLY
OIL/FUEL
RESERVOIR
& EJECTOR
FLOW DIVIDER
& DUMP VALVE
OUT
FUEL CONTROL
FUEL FLOW
UNIT
TRANSDUCER
FWD IN
ENGINE-DRIVEN
OIL-TO-FUEL FUEL PUMP
HEATER
MOTIVE FLOW
AIRFRAME
FUEL
FUEL PRESSURE FILTER
TRANSDUCER
FIREWALL
LOW FUEL
PRESSURE SWITCH LOW FUEL LEVEL
AUXILIARY OPTICAL SWITCH
FUEL PUMP
LEGEND
CHECK VALVE
DRAIN
FILTER
FUEL LEVEL SENSOR
ORIFICE FITTING
EJECTOR
FUEL PUMP FUEL SCREEN
RESERVOIR
TANK SHUTOFF VALVE
SWITCH
TRANSDUCER
FUEL DELIVERY
MOTIVE FLOW
VENT
DRAIN LINE
VENT CROSSOVER
FLOAT VALVE
& FRESH AIR
VENT
(2 PLACES)
FILLER
PORT
(2 PER WING)
Systems
FUEL SHUTOFF
INDICATION SWITCH
(2 PLACES)
LEFT WING LOW RIGHT WING
TANK FUEL LEVEL TANK
OPTICAL
SWITCH
(2 PLACES)
Figure 7-34: Fuel System Schematic

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Section 7
FUEL TANKS
The wings contain vented, integral fuel bays formed by the forward and
aft spars, upper and lower skins, and the inboard and outboard closeout
ribs; each tank has a capacity of 160 gallons.
Discontinuous Leading Edge /

Outboard Closeout Rib
Inboard
Fuel Filler
Port
Outboard
Fuel Filler
Port
Inboard Closeout Rib
Figure 7-35: Vented, Integral Fuel Tank
There are two fuel filler ports per wing (inboard and outboard). Fueling
should be done in accordance with "Section 8" of this manual. Fuel port
filling caps are tightly sealed to prevent leakage. When opening the filling
cap, if necessary to break the seal, use a smooth, flat-edged plastic or
phenolic tool. An anti-siphon flapper valve is installed in each fuel filler
port to prevent the siphoning of large quantities of fuel. However, if the
fuel port filler cap is improperly closed, fuel spillage will still occur.
CAUTION: To prevent excessive spillage, the inboard fueling port must

not be opened when wing fuel quantities exceed 96.5 U.S.G. or 640 LB.
Fuel gravity‑feeds from the tanks, passing through contaminate screens

and the two fuel tank shutoff/selector valves, located at the inboard
portion of each wing tank, to a single fuel reservoir tank.
Systems
The right and left tanks are vented together via lines routed through the
wing leading edge and the overhead cabin. The vent lines are equipped
with check and pressure valves to help prevent fuel from flowing out of
the vent lines during maneuvering of the aircraft. The vent lines protrude
from the lower outboard portion of the wings just forward of the ailerons.
A small NACA scoop located on the lower wing surface just outboard of
the integral fuel tank provides venting to the upper outboard corner of
each fuel tank.

® ®
Section 7
Wing Tank Fuel Sampling
A fuel tank sump quick drain valve is located inboard aft on the lower
surface of each wing. Prior to each flight and following each refueling, use
a clear sampler and drain fuel to determine if contamination is present in
the system, and to verify the aircraft was fueled with the appropriate fuel.
For additional information, see Drain Valves and Fuel Sampling in this
section.
Fuel Temperature Indication (If Equipped)

The float-type fuel sensors have an integrated fuel temperature sensor
in the right wing inboard sensor. This indication is shown on the Fuel EIS
page and is displayed in degrees Celsius.
Fuel Quantity Indicators
Indirect Reading of Fuel Quantity

Fuel Flow Indicator
Fuel flow is measured downstream from the fuel control unit as it
passes through the fuel flow transducer prior to being routed to the
flow divider.
The indicator shows on the ENGINE and Fuel EIS pages as
FFLOW PPH , providing a digital indication of engine fuel consumption
in pounds per hour based on Jet-A fuel.
Electric Fuel Quantity

Fuel quantity is measured in each wing fuel tank by two capacitive-
type fuel level probes, one at the inboard and one at the outboard
portion of each tank, or by two float-type fuel sensors, which are
mounted to the inboard and outboard ribs of each tank.
The fuel quantity indicator on the default ENGINE EIS page
shows a horizontal gage. The indicator on the Fuel EIS page shows
the fuel quantity as digits.
Systems

® ®
Section 7
NOTE: While capacitive-type fuel systems have been the industry

standard for several decades, it remains critically important for operators
to be aware of system limitations associated with their use. Capacitive-
type fuel systems are affected by a variety of environmental factors.
Fuel density variations alone can lead to significant effects. For example
a wing tank with full fuel at -40°C (-40°F) may contain as much as 180
pounds more usable fuel than a full wing tank at 50°C (122°F). Such
density variation is not reflected in the indicated fuel quantity. Other
environmental factors can further affect the indicated fuel quantity.
For this and other reasons, it is imperative that operators perform
thorough preflight planning to verify the quantity of fuel prior to
departure, and maintain a suitable fuel reserve on every flight. The Pilot’s
Handbook of Aeronautical Knowledge (FAA-H-8083-25A) provides the
following pilot guidance concerning fuel indicators:
Fuel Gauges
The fuel quantity gauges indicate the amount of fuel measured by a
sensing unit in each fuel tank and is displayed in gallons or pounds.
Aircraft certification rules require accuracy in fuel gauges only when
they read “empty.” Any reading other than “empty” should be verified.
Do not depend solely on the accuracy of fuel quantity gauges.
Always visually check the fuel level in each tank during the preflight
inspection, and then compare it with the corresponding fuel quantity
indication.
To aid the pilot in verifying fuel quantity the KODIAK® 100 is equipped with
under-wing magnetic gauges, which allow direct measurement of fuel
levels up to approximately 75 gallons (500 lb) in each wing. In addition,
a qualified, calibrated fuel pipette can be inserted through the outboard
filler port to take direct measurements of fuel levels greater than 75
gallons (500 lb).
The KODIAK® 100 also provides pilots with a fuel totalizer function, which
is driven by a fuel flow meter. Properly used, the fuel totalizer can provide
even more accurate total fuel quantity indication than the capacitive
fuel indicators , as it is relatively immune to water or fuel contamination
and is less affected by temperature changes. However, the fuel totalizer
requires proper manual entry of the initial fuel quantity in order to provide
accurate indication. The totalizer cannot be used to assess wing imbalance
and does not account for fuel loss due to leaks.
Systems

® ®
Section 7
Direct Reading of Fuel Quantity
CAUTION: To obtain accurate measurements from a direct reading fuel

quantity gauge, the airplane must be parked on a level surface.
Under-Wing Magnetic Gauges

The airplane is equipped with two under-wing magnetic gauges,
one installed on each wing, providing a method for checking the fuel
quantity up to approximately 75 gallons (500 lb), during the preflight
inspection of the aircraft. The under-wing magnetic gauges are
installed on the inboard portion of the wings on the lower surfaces,
and operate with a float and magnet mechanism to provide a direct
indiction of fuel quantity for use during preflight inspection.
NOTE: Due to wing dihedral, the under-wing magnetic gauges are limited
to indicating a maximum of 75 gallons.
Under-Wing Magnetic Gauge Instructions

1. P
ush and turn the gauge stick either direction ¼ turn, using a
flat-head screwdriver or similar tool to release the stick from the
housing.
2. O
nce the stick is accessible, pull briskly downward on the stick to
disconnect the magnetic stick from the float inside the tank. Once
the stick is disconnected, it should feel light and easy to slide up
and down.
3. S lowly lift the magnetic stick until it snaps upwards and reattaches
to the float.
4. R
ead the fuel level by comparing the markings on the stick with
the lower-most flat surface of the Magnetic Gauge housing.
Fuel Pipette
To measure fuel levels greater than 75 gallons (500 lb), a qualified,
calibrated fuel pipette inserted through the outboard filler port is one
means of providing accurate indication of the fuel onboard.
Wing Tank Low Fuel Warning System
The wing tank low fuel warning system consists of two low fuel level
optical switches (one in each wing tank) which provide visual and aural
Systems
annunciation through the G1000®. The warning system activates when

the fuel level in either wing tank falls below approximately 100 pounds.
Visual annunciation is shown as follows:
FUEL LOW L - Indicates the fuel level in the left wing tank is below
approximately 100 pounds.
FUEL LOW R Indicates the fuel level in the right wing tank is below
-
approximately 100 pounds.
FUEL LOW L–R - Indicates the fuel level in each wing tank is below
approximately 100 pounds each.

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Section 7
FUEL TANK SELECTORS

Two fuel tank selectors are located on the overhead panel between the
front crew seats. By actuating the controls, the pilot can select either the
left or right fuel tank, or both at the same time.
The selectors are labeled “LEFT: ON and OFF” and “RIGHT: ON and OFF”, and
provide mechanical position control of the two fuel tank shutoff valves
at the inboard root of each wing tank. When placed in the ON position,
both shutoff valves in that tank are open, allowing fuel from that wing
tank to flow freely to the fuel reservoir tank. When a fuel tank selector is
placed in the OFF position, the shutoff valves for the tank are closed, and
prevent fuel from flowing to the fuel reservoir tank. Normal operations are
conducted with both selector valves in the ON position.
NOTE: Detents are provided on the fuel selector valve ON and OFF
positions to give tactile confirmation of the selected valve position.
Movement of the selector valve handle beyond the detent positions is
possible with aggressive control movement, but is not recommended as
selector handle over-travel has no further effect on the valve position.
Fuel Selectors OFF Warning System

A Fuel Selectors OFF warning system is provided to alert the pilot if the
fuel selector valves for both the left and right wing tanks are placed in the
OFF position. If both selector valves are placed in the OFF position, a red
LED light installed directly above PFD #1 will illuminate, FUEL OFF L–R
will be displayed in the annunciation windows of the PFDs, and an aural
warning chime will sound through the aircraft speakers and headsets.
FUEL RESERVOIR TANK

The fuel reservoir tank is a nitrile-impregnated fabric bladder located in
the bilge area of the fuselage, aft of the firewall, at the low point of the fuel
system. Venting occurs through both wing tank vent lines.
Fuel gravity‑feeds from the wing tanks through the fuel tank shutoff/
selector valves to the fuel reservoir tank. The fuel reservoir tank maintains
a head of fuel around the ejector fuel pump, helping to prevent
engine‑driven fuel pump cavitation in low-fuel quantity situations, or
while maneuvering the aircraft in‑flight.
Fuel leaves the fuel reservoir tank assisted by either the ejector fuel pump
Systems
or the auxiliary fuel pump, moving fuel into the airframe fuel manifold.
Reservoir Fuel Low Annunciation

A reservoir fuel low warning system is provided and consists of one low
fuel level optical switch in the fuel reservoir tank which provides visual and
aural annunciations through the G1000®. The warning system is activated
when the fuel level decreases below the switch. Visual annunciation is
displayed as follows: RESERVOIR FUEL

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Section 7
EJECTOR FUEL PUMP
The ejector fuel pump is located inside the fuel reservoir tank.
When the engine is running during cruise, fuel is pushed into the ejector
fuel pump at approximately 80 PSI driven by motive flow from the fuel
control unit. Fuel exits the ejector fuel pump at approximately 16 PSI,
flowing past a low fuel pressure switch into the airframe fuel manifold.
Fuel Pressure Low Annunciation

A fuel pressure low warning system notifies the pilot if the fuel pressure,
which passes a low fuel pressure switch installed between the ejector fuel
pump and the airframe fuel manifold, falls below approximately four (4)
PSI.
Visual and aural annunciation is provided through the G1000®. Visual
annunciation is displayed as follows: FUEL PRESS LOW
AUXILIARY FUEL PUMP

The electric powered auxiliary fuel pump is installed just forward of the
fuel reservoir tank and is used to supply fuel during engine start. Power
for the auxiliary fuel pump is supplied via a circuit breaker located in the
circuit breaker panel on the control pedestal.
An auxiliary fuel pump switch, located on the lower left portion of the
instrument panel, is labeled AUX FUEL PUMP and has three positions: OFF,
STBY, and ON.
When the switch is placed in the OFF position, the auxiliary fuel pump is
rendered inoperative.
When the switch is placed in the STBY position, the auxiliary fuel pump is
armed. If the low fuel pressure switch determines that the fuel pressure
just forward of the ejector fuel pump has fallen below approximately
four (4) PSI, a relay is triggered, and the auxiliary fuel pump automatically
draws fuel from the fuel reservoir tank to feed the airframe fuel manifold.
The STBY switch position is used during normal engine operations, when
the main flow of fuel is provided by the ejector fuel pump.
When the auxiliary fuel pump switch is placed in the ON position, the
auxiliary fuel pump operates continuously, drawing power directly
through the circuit breaker on the control pedestal panel. This position
is used for engine start. If the auxiliary fuel pump continuously cycles
on‑and‑off with the switch placed in the STBY position, move the switch to
Systems
the ON position.
Auxiliary Fuel Pump ON Annunciation

An AUX PUMP ON advisory annunciation displays on the G1000®. The
annunciator will illuminate any time power is supplied to the auxiliary fuel
pump. When on the ground and power is supplied, the pressure indication
will be approximately 30 psi. In the event that all display capability is lost
for the G1000®, the auxiliary fuel pump continues to work as it is operated
on an independent circuit.
Visual annunciation is displayed as follows: AUX PUMP ON

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Section 7
FIREWALL FUEL SHUTOFF VALVE

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

An airframe fuel filter is installed on the forward side of the firewall. Fuel
exits the airframe fuel manifold, moves through the firewall fuel shutoff
valve, and enters the airframe fuel filter.
The airframe fuel filter incorporates a bypass feature, which allows fuel
to bypass the filter, in the event the filter becomes clogged with foreign
debris. If the airframe fuel filter is in bypass mode, a red filter‑bypass flag
on top of the filter protrudes upward.
Fuel exits the airframe fuel filter and enters the oil‑to‑fuel heater.
Airframe Fuel Filter Drain Valves
The airframe fuel filter drain valve consists of a drain pipe, which can be
depressed upward to drain fuel from the airframe fuel filter. A fuel sampler
can be used in conjunction with this drain valve for fuel sampling and
purging debris from the system. For additional information, see Drain
Valves or Fuel Sampling in this section.
OIL-TO-FUEL HEATER
An oil-to-fuel heater is located in line between the airframe fuel filter,
installed on the forward side of the firewall, and the engine‑driven fuel
pump.
Fuel exiting the airframe fuel filter moves through the oil-to-fuel heater,
which utilizes heat from the engine lubricating oil system to preheat the
fuel, prior to entering the engine-driven fuel pump. A bypass valve in
the heater, utilizing thermal elements, regulates the fuel temperature by
either allowing oil to flow through the heater or bypassing it back to the
engine oil tank.
ENGINE‑DRIVEN FUEL PUMP

Systems
The engine-driven fuel pump is mounted on the engine accessory

gearbox at the two o’clock position. The pump is driven through an
accessory drive shaft and splined coupling. The coupling splines are
lubricated by an oil mist from the auxiliary gearbox through a hollowed-
out section of the accessory gear drive shaft. Another splined coupling
extends the drive to the fuel control unit, which is installed on the rear
face of the engine‑driven fuel pump.
Fuel is routed from the oil‑to‑fuel heater into the engine‑driven fuel pump
through a 74–micron inlet screen. The inlet screen is spring loaded to
allow unfiltered fuel to flow into the pump chamber should the filter

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Section 7
become blocked. Fuel enters the pump gear chamber where it is boosted
to a high pressure and delivered to the fuel control unit through a 10–
micron pump outlet filter. A bypass valve and cored passages in the
pump casing allow unfiltered high pressure fuel to flow from the pump
to the fuel control unit should the outlet filter become clogged. An
internal passage, beginning at the mating surface with the fuel control
unit, returns bypass fuel from the fuel control unit to the pump inlet,
downstream of the inlet screen. A pressure regulating valve is installed
in this internal passage to accomplish pressurization of the pump gear
bushings.
Excess fuel not consumed by the Fuel Control Unit is routed through
the motive flow orifice and sent back through a check valve to the fuel
reservoir tank.
FUEL CONTROL UNIT

The fuel control unit is installed on the rear face of the engine‑driven fuel
pump. Pressurized fuel exits the engine‑driven fuel pump and enters the
fuel control unit.
CAUTION: Blue dye or fuel leakage from the vent hole on the underside of
the fuel control unit indicates possible damage to the unit and immediate
service is required.
The fuel control unit consists of a fuel metering section, a temperature

compensating section, and a gas generator pneumatic governor. The
fuel control unit determines the proper fuel flow to provide the required
power as selected by input from the power lever. This is accomplished
by controlling the speed of the compressor turbine. For additional
information, refer to the description of the Power Lever in this section.
The temperature compensating section alters the fuel flow to compensate
for changes in fuel density and compressor inlet temperature, when fuel
flow must be altered to prevent compressor stall and/or excessive ITT,
especially during engine start.
An integral cutoff valve located at the top of the fuel control unit provides
a means of restricting or shutting off fuel flow to the engine. For additional
information, refer to the description of the Fuel Condition Lever in this
section.
In the event that a malfunction occurs in the fuel control unit’s pneumatic
governing system, an override lever on the fuel control unit allows for
Systems
manual control of the engine fuel flow. For addition information, refer to
the description of the Emergency Power Lever in this section.
Metered fuel exiting the fuel control unit passes through the fuel flow
transducer and enters the flow divider, which schedules the flow between
the primary and secondary fuel manifolds.
FUEL FLOW TRANSDUCER

The fuel required to meet the power lever input request to the engine
passes from the fuel control unit, through the fuel flow transducer, to the
flow divider/dump valve on the engine.

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Section 7
Fuel flow turns the transducer’s internal wheel. The wheel rotations are
translated into electrical pulses, which are sent to the G1000® to be
adjusted by a calibration factor, then displayed on the Engine and Fuel EIS
pages.
The calibration factor is determined by the specific fuel flow transducer
installed on the aircraft and is entered into the G1000® during
maintenance. A properly calibrated fuel flow transducer is an accurate
method for determining how much fuel is being consumed by the engine.
The G1000® weight and balance calculations use the fuel flow transducer
input to determine the fuel range circle displayed on the MFD. Refer
to the Garmin G1000® Pilot’s Guide for the Quest KODIAK® 100 for
more information on the indication. Fuel flow can periodically (or after
maintenance) be checked for accuracy by comparing the performance of
the engine to the takeoff and cruise performance values found in "Section
5" of this manual.
CAUTION: Although a properly calibrated fuel flow transducer is an

accurate method to determine fuel consumption, it does not account for
fuel loss due to a system leak, loss of or improperly installed fuel filler cap,
errors due to EMI, or other extraneous items.
FLOW DIVIDER AND DUMP VALVE

The flow divider is mounted on the fuel inlet manifold adapter located at
the six o’clock position on the gas generator case.
Metered fuel from the fuel control unit passes through the fuel flow
transducer and enters the flow divider, which schedules the flow between
the primary and secondary fuel manifolds as required during startup and
aircraft operation.
At engine shutdown, when the fuel condition lever is moved to the
CUTOFF position, the dump valve on the flow divider moves to the closed
position and the remaining fuel in the fuel manifold is allowed to drain
into the EPA‑Can.
FUEL MANIFOLD ASSEMBLY

The fuel manifold assembly consists of a primary and secondary fuel
manifold. Each manifold contains fuel nozzle adapters interconnected by
paired transfer tubes that encircle the exterior of the gas generator case
and deliver fuel to the combustion chamber.
Systems
During engine start, metered fuel is delivered initially to the primary fuel
nozzles. The secondary fuel nozzles are enabled above a preset value. All
of the fuel nozzles become operative at and above idle power.
OIL/FUEL RESERVOIR(S) AND EJECTOR

An oil/fuel reservoir(s) (EPA‑Can) is mounted on the lower left portion
of the firewall or directly to the lower cowling. This reservoir(s) collects
anticipated engine oil seepage from seals and pads and residual fuel
discharge from the fuel manifold.

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Section 7
The reservoir(s) should be drained prior to the first flight of the day and
at intervals not exceeding three engine shutdowns. A drain valve(s) on
the bottom left side of the engine cowling allows the reservoir(s) to be
drained easily into a suitable container for proper disposal.
NOTE: If the fuel and oil residuals are not drained on a regular basis, the
contents will flow overboard through the engine breather ejector mast.
DRAIN VALVES
Depending on the configuration for the oil/fuel reservoir(s), a total of ten
or eleven drain valves are installed on the airplane.
A combination of nine drain valves are located on the lower portion
of the wings near the root, on the lower surface of the fuselage, and
at the firewall-mounted fuel filter. These drain valves provide a means
for the examination of fuel in the system, for proper grade and signs of
contamination.
CAUTION: Prolonged storage of the airplane will result in a buildup of

water in the fuel tank, which leaches out additives (anti-icing, etc.). This
condition is indicated by excessive amounts of water accumulating in the
fuel tank sumps. For information regarding fuel additive concentrations,
refer to "Section 1"of this manual.
Based on the oil/fuel reservoir(s) configuration, an additional one or two

drain valves may be found on the lower left side of the cowling. These
valves are for draining the oil/fuel reservoir(s) to prevent overflow of oil
seepage and residual fuel from the engine onto the ground.
The wing tank drain valves, fuel bladder drain valve, fuselage fuel line
low spot drain valves, and cowl-mounted oil/fuel reservoir drain valve
(if equipped) are constructed in such a way that a screwdriver (or similar
tool) may be used to depress the valve and release fuel. For normal fuel
sampling from the drain valves, the valve merely needs to be pushed in to
draw enough fuel from the sumps as required for sampling purposes. For
draining larger quantities of fuel, the valve should be pushed in, and then
twisted either direction to lock it in the open position.
The fuel filter drain valve consists of a drain pipe that can be depressed
upward to drain fuel from the filter.
Systems
Fuel Sampling
Prior to each flight and following each refueling, use a clear sampler and
drain fuel from all nine fuel drain valves to determine if contamination
is present in the fuel system and to verify the aircraft was fueled with
the proper fuel. If contamination is present, repeatedly take samples
from all nine of the fuel drain valves until all of the contamination has
been removed. If after repeated sampling there is still evidence of
contamination, the fuel tanks must be completely drained and the fuel
system must be cleaned. DO NOT fly the aircraft with contaminated or
unapproved fuel.

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Section 7
7–14 BRAKE SYSTEM

The airplane is equipped with single disc, hydraulically-actuated brakes
on each main landing gear wheel. Each brake is connected, via a hydraulic
line, to a master cylinder attached to each of the pilot’s rudder pedals.
Since the rudder pedals are interconnected, the brakes may be operated
by applying pressure to the upper portion of either the pilot’s or front
passenger’s rudder pedals. A single clear acrylic brake fluid reservoir is
installed on the forward left side of the firewall and provides additional
brake fluid for both brake master cylinders. The reservoir has a placard
attached to the side that indicates the proper level.
When the airplane is parked, the parking brake maybe set by applying
brake pressure and pulling the parking brake handle aft. The parking
brake handle is installed on the lower portion of the instrument panel, in
front of the pilot seat, just below the control yoke. A parking brake release
button is located on the face of the parking brake handle. To release the
parking brake, press and hold the release button in and push the handle
forward completely.
The brake system should be properly maintained to ensure maximum
brake life. The KODIAK® is equipped with metallic brake linings which have
different brake maintenance techniques from brakes with organic linings.
When conditions permit, hard application of the brakes is beneficial
in that the resulting higher brake temperatures tend to maintain the
proper brake glazing and will actually prolong the life expectancy of the
brakes. Conversely, consistent light and conservative brake application is
detrimental to the metallic-type brakes.
Some of the symptoms of impending brake failure are: a gradual decrease
in braking action when applying brake pressure, noisy or dragging
brakes, a soft or spongy feel to the brake pedals, and excessive travel with
weak braking action. If any of these conditions exist, the brake system
needs immediate servicing. If braking action decreases during taxi or
landing rollout, release pressure on the brake pedals and the re-apply the
brakes with heavy pressure. If the brakes become spongy or pedal travel
increases, pumping the brakes should build‑up brake pressure. If one
brake becomes weak or fails completely, use light brake pressure on the
effective brake while applying opposite rudder pedal input, as required, to
offset the turning tendency produced by the good brake.
Systems

Systems

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Section 7
7–15 ELECTRICAL SYSTEM

The following major components make up the KODIAK® 100 electrical
system:
• Two, 24 volt Concorde Maintenance Free Model RG24-15 valve
regulated lead acid batteries mounted on the firewall on the left
(#1) side and right (#2) side of the engine compartment
• A Starter/Generator (300 amp)
• An Alternator (40 amp)
• An Alternator Control Unit (ACU) mounted on the firewall in the
left hand forward cabin
• A Master Control Unit (MCU) mounted on the forward left side
of the firewall, which contains: Contactors (Main Bus 1 and 2,
Auxiliary Bus, Start, Ground Power, Battery #1, and Generator);
buses; fuses; circuit breakers (battery hot bus, Generator field);
Generator Control Unit; and Function Module
• Two Relays K5 and K6 mounted near Battery #2
• An external power receptacle for conservation of aircraft batteries
during ground operations and engine start
• A circuit breaker panel mounted on the aft side of the CControl
Pedestal
• A circuit breaker/fuse panel mounted on the aft side of the forward
Environmental Control System (ECS) plenum
• A Battery Master Switch
• An Avionics Switch
• An Auxiliary Bus Switch
NOTE: A regulated 28 volt Ground Power Unit (GPU) should be used when
performing maintenance or ground operations, requiring extended power
up time. See "Section 4" for engine starting, using a GPU.
NOTE: A GPU only supplies power to the electrical system when the
Battery Master Switch is in the ON position. No battery charging takes
place if the Battery Master Switch is in the OFF position.
Systems
Power is supplied to the system by activating the Battery Master Switch.

Battery #1 supplies power to the MCU’s Primary bus, Main bus 1, and Main
bus 2. Battery #2 supplies power to the Essential bus via the K6 relay. The
Avionics Switch activates the avionics relay, which supplies power to the
Avionics bus from Main bus 2. The Auxiliary bus is fed directly from the
MCU and is activated by the Auxiliary Bus Switch.
On the ENGINE EIS page, the Volts Indicator shows Main Bus (M) and
Essential Bus (E) on a horizontal gage. On the SYSTEMS EIS page, Main
and Essential Bus voltages are displayed digitally.

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Section 7
When the Battery Master Switch is moved to the ON position, the Essential
Bus, Main Bus 1, and Main Bus 2 supply power to all systems except the
ECS and the following:
• #2 PFD • #2 AHRS
• MFD • #2 ADC,
• #2 GPS Nav • Autopilot
• #2 COM • C406-N ELT
• #2 Audio (if equipped)
Upon activation of the Avionics Switch, power is supplied to the Avionics

Bus, which supplies power to the above listed components and systems.
Activation of the Auxiliary Switch supplies power to the ECS. Circuit
breakers and fuses for all ECS circuits are located on a panel on the aft side
of the forward ECS plenum, mounted forward of the control pedestal. Two,
fifty-amp circuit breakers located in the lower right corner of the pedestal
circuit breaker panel feed the right and left cabin heater buses and the
individual heater fuses located on the forward ECS plenum.
Systems

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Section 7
NORMAL OPERATIONS
The electrical system is a dual source split bus diode isolated system.
The Essential Bus is capable of receiving power from any power source.
The normal power source for the Essential Bus is from Battery #2 and the
alternator via the K6 relay.
The abnormal power source to the Essential Bus is through the Main
Bus/Essential Bus power diode. Whenever the Essential Bus voltage is
approximately 0.7 volts below the Main Bus, power from Main Bus 1 will
be supplied to the Essential Bus.
Battery #1 and the generator supply power to Main Bus 1 and 2, and the
Auxiliary Bus.
Figure 7-36: Electrical Power-Normal Operation

Systems

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Section 7
ABNORMAL OPERATION (GENERATOR OFFLINE)
• Indicated by a visual annunciation displayed as follows: GEN FAIL
• No Generator Amps
• “M” Bus voltage reading battery voltage 20-26 volts.
The Essential Bus receives power from its normal source and will operate
normally.
The Primary Bus, Main Bus 1 and 2, and the Auxiliary Bus will be powered
only by Battery #1. Battery #1 will power the systems until energy is
depleted.
Figure 7-37: Electrical Power-Abnormal Operation (Generator Offline)

Systems

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Section 7
ABNORMAL OPERATION (ALTERNATOR OFFLINE)

• Indicated by a visual annunciation displayed as follows:
ALTERNATR FL
• No Alternator Amps
• “E” Bus voltage will be approximately 0.7 volts below “M” Bus
approximately 26.8 volts nominal.
The Essential Bus receives power from its abnormal source and will
operate normally.
The Primary Bus, Main Bus 1 and 2, and the Auxiliary Bus are powered from
their normal sources and will operate normally.
Figure 7-38: Electrical Power-Abnormal Operation (Alternator Offline)

Systems

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Section 7
ABNORMAL OPERATION (GENERATOR AND ALTERNATOR OFFLINE)
• Indicated by a visual annunciation displayed as follows:
GEN FAIL and ALTERNATR FL
• No Generator or Alternator Amps
• “E” Bus and “M” Bus voltage will read battery voltage.
The Essential Bus can receive power from Battery #1 and #2.
As the Essential Bus will have a greater load once Avionics and Auxiliary
Bus are shed, Battery # 2 will deplete faster than Battery #1.
At the point when Battery # 2 voltage is approximately 0.7 Volts below
that of Battery # 1, Battery #1 will provide power. This can be observed by
monitoring the “E” and “M” Bus voltage.
The Primary Bus, Main Bus 1 and 2, and the Auxiliary Bus is powered from
Battery #1. Systems will continue to be powered until Battery # 1 energy is
depleted or loads are shed.
Systems
Figure 7-39: Electrical Power-Abnormal Operation

(Generator and Alternator Offline)

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Section 7
CIRCUIT PROTECTION
Protection of the electrical system in the airplane is provided by the design
of the systems, wiring, fuses, circuit breakers, relays, and switches.
Circuit Breakers
Push/Pull circuit breakers are used in the airplane to protect the wiring
if an overload were to occur, to reset some systems, or to shed load as
required during a component or system failure. Circuit breakers that are
permitted to be reset in‑flight are located on the aft face of the Control
Pedestal (between the two front seats in the airplane). Should an
overload occur in any circuit, the corresponding circuit breaker will trip,
causing an “open” in the circuit. After allowing the circuit breaker to cool
for approximately three minutes, it may be reset (pushed in). If the circuit
breaker repeatedly trips when reset, there is likely a fault in the system and
the circuit breaker should be left in the open (pulled) position.
WARNING: Verify all circuit breakers are engaged (IN) prior to making
any flight. Never operate the aircraft with disengaged (OUT) circuit
breakers without a thorough knowledge of the problem and possible
consequences.
The MCU houses two circuit breakers. The Generator field circuit breaker is
located on the outboard side. The battery hot bus circuit breaker is located
on the inboard side of the MCU. When open (pulled), it will prevent the
Flight Hobbs Meter, Engine Heat Relay, and, when the battery master
switch is OFF, the aft cargo door light switch (just forward of the cargo
door) from operating.
There are a series of circuit breakers located on the aft side of the forward
evaporator box between the two front seats. If equipped with side kick
panels, the pilot side kick panel includes a small access cover secured
with hook/loop tape and a lanyard that can be temporarily pulled loose
to verify the condition of the circuit breakers (and fuses) located on the
evaporator prior to flight.
One additional circuit breaker is located on the flap gearbox/controller
and trips if a flap asymmetry condition is detected and is not resettable
during flight.
Fuses
Systems
Cabin heaters (if equipped) are protected by fuses located on the aft side
of the forward evaporator box between the two front seats. Although not
replaceable during flight, spare fuses are installed in either positions one
(1) and two (2) or positions nine (9) and eleven (11).
An additional 12 fuses are installed in the airframe:
• F1 protects the Essential Bus and is powered from Main Bus 1. It’s
located inside the control pedestal.
• F2 protects the Essential Bus and is powered from the alternator
and Battery #2. It’s located inside the control pedestal.

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Section 7
• F3 - F6 protect the alternator and generator shunts located on the
forward side of the firewall. The fuses are located just below the
shunts.
• F7- F8 protect the left and right pitot heat annunciations. The fuses
are located behind the right-hand switch panel on the pilot’s‑side
portion of the instrument panel.
• F9 - F10 protect Avionics Fan # 1 and # 2. The fuses are located
inside the control pedestal.
• F11 protects the K6 relay and is located near Battery #2.
• F12 protects the K5 relay and is located on the left side of the MCU.
Systems
Figure 7-40: Circuit Breaker Panel

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Section 7
MASTER CONTROL UNIT

The Master Control Unit (MCU) is installed on the forward left portion of
the firewall. The MCU provides the electrical control functions necessary
for operation of the starter/generator. It controls the LO/MOTOR function
of the starter/generator and the sequencing of the HI/START function. The
MCU provides voltage regulation, over-voltage protection and reverse-
current protection. In the event of an over-voltage or reverse-current
condition, the starter/generator is automatically disconnected from the
buses. The Generator Control Unit (GCU), contained in and controlled by
the MCU, connects the generator output to the airplane buses. If any MCU
function causes the GCU contactors to de-energize, disconnecting the
generator from the system, visual and aural annunciation will be provided
through the G1000®. Visual annunciation is displayed as follows: GEN FAIL
Figure 7-41: Master Control Unit
ALTERNATOR CONTROL UNIT

The Alternator Control Unit (ACU) is installed on the aft left portion of the
firewall. The ACU controls the output of the alternator. Alternator failure
is detected through the ACU or by low current draw as detected by the
G1000® and is annunciated as follows: ALTERNATR FL
Systems
BATTERY MASTER SWITCH

The red, two-position battery master switch is located on the lower left
corner of the instrument panel and is labeled MASTER. The battery
master switch is ON when the upper portion of the switch is pushed in.
Conversely, the battery master switch is OFF when the lower portion of
the switch is pushed in. When the battery master switch is placed in the
ON position, battery power is supplied to the two main buses and the
Essential Bus. The OFF position cuts off battery power to all buses.

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Section 7
AVIONICS MASTER SWITCH
The white, two position avionics master switch is located on the lower left
corner of the instrument panel adjacent to the Battery Master Switch
and is labeled AVN BUS. The avionics master switch is ON when the
upper portion of the switch is pushed in. Conversely, the avionics master
switch is OFF when the lower portion of the switch is pushed in. When
the MASTER and AVN BUS switches are placed in the ON position, battery
power is supplied to the avionics bus.
AUXILIARY BUS SWITCH

The white, two position auxiliary bus switch is located on the lower left
corner of the instrument panel adjacent to the Avionics Master Switch
and is labeled AUX BUS. The auxiliary bus switch is ON when the upper
portion of the switch is pushed in. Conversely, the auxiliary bus switch is
OFF when the lower portion of the switch is pushed in. When the MASTER
and AUX BUS switches are placed in the ON position, battery power is
supplied to the auxiliary bus. The environmental control systems are
powered by the auxiliary bus. The AUX BUS switch is provided for ease of
load shedding should an electrical power failure occur.
STARTER SWITCH
The starter switch is a three-position toggle-type switch labeled STARTER
and is located on the lower left corner of the instrument panel. The switch
provides positions for OFF, LO/MOTOR, and HI START.
For additional information, see the Starting System description contained
in this section.
IGNITION SWITCH
The ignition switch is a two-position toggle-type switch labeled IGNITION
and is located on the lower left corner of the instrument panel. The switch
has position for OFF and ON.
For additional information, see the Ignition System description contained
in this section.
GENERATOR SWITCH
The generator switch is a two-position toggle-type switch labeled
GENERATOR and is located on the lower left corner of the instrument
panel. The switch has positions for OFF and ON. When the generator
Systems
switch is placed in the ON position, the Master Control Unit will

automatically control the generator line contactor for normal operation of
the generator. When the switch is placed in the OFF position, the Master
Control Unit will disconnect the generator from the electrical system.

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Section 7
ALTERNATOR SWITCH
The alternator switch is a two-position toggle-type switch labeled
ALTERNATOR and is located on the lower left corner of the instrument
panel adjacent to the GENERATOR switch. The switch has positions for
OFF and ON. When the alternator switch is placed in the ON position, the
Alternator Control Unit will automatically control the line contactor for
normal operation of the alternator, and the alternator will supply power
to the Essential Bus. When the switch is placed in the OFF position, the
Alternator Control Unit will disconnect the alternator from the Essential
Bus.
Figure 7-42: Left Switch Panel
GROUND SERVICE PLUG RECEPTACLE

A ground service plug receptacle is provided on the lower left portion of
the engine cowling, near the firewall. The ground service plug receptacle
allows for the use of an external power source for starting the engine in
cold environments and during maintenance procedures requiring lengthy
work on the electrical and avionics equipment.
The MCU provides circuit protection against polarity reversal and over
voltage conditions from external power sources. If the plug is accidentally
connected backwards or the ground power voltage is too high, no power
will be connected to the electrical system, thereby protecting electrical
equipment from possible damage.
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Figure 7-43: Ground Service Receptacle

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Section 7
7–16 LIGHTING SYSTEMS
EXTERNAL LIGHTING: LED/HID CONFIGURATION

External lighting is provided through four types of navigation lights, two
landing/recognition lights, two taxi lights, two strobe lights, and a flashing
beacon. All of the external lights are controlled by toggle switches located
on the lower portion of the instrument panel, forward of the pilot seat.
The lighting toggle switches are ON when placed in the up position and
OFF in the down position.
Navigation Lights
LED navigation lights are installed on the wing tips. The navigation lights
are protected by a circuit breaker labeled NAV LIGHTS.
Landing Lights
Two high intensity discharge (HID) xenon landing lights are installed on
the airplane, one in each outboard wing leading edge. The lights provide
illumination forward and downward for accomplishing night takeoffs and
landings. The lights are protected by a circuit breaker labeled LANDING
LIGHTS.
The landing lights are limited to an operating temperature range of -40°C
to +85°C (-40°F to +185°F )and should not be turned ON outside of that
temperature range.
NOTE: Use common courtesy when operating the landing lights. The
landing lights may cause temporary loss of night vision for other pilots.
The landing lights should be turned off when directed toward other
approaching aircraft, especially aircraft approaching to land.
Taxi Lights
Two LED taxi lights are installed on the airplane, one in each outboard
wing leading edge. The lights are positioned to provide adequate lighting
for taxi operations. The taxi lights are protected by a circuit breaker
labeled TAXI LIGHTS.
The taxi lights are also utilized as pulsing recognition lights. When the taxi
light switch is placed in the PULSE (middle) position, the taxi lights initiate
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an alternating pulsing sequence, providing visual recognition by other

aircraft.

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Section 7
Strobe Lights
A high intensity LED strobe light system is installed on the airplane. The
system includes two white strobe lights, one on each wing tip. The lights
enhance the anti-collision protection for the airplane and meet the FAA
requirements for night operations. The strobe lights are protected by a
circuit breaker, labeled STROBE.
WARNING: The strobe lights should be turned off when taxiing.

Utilization of the high intensity strobe lights while performing ground
operations at night can be of considerable nuisance and distraction to
ground personnel and other pilots. Do not operate the strobe lights while
in fog, clouds, or haze. The reflection of the beams of light can cause
vertigo or disorientation.
Flashing Beacon Light

An aviation red LED flashing beacon is installed on the top of the fuselage
near the vertical tail. The flashing beacon is utilized as an additional source
for anti-collision protection in‑flight and for recognition during ground
operations. The flashing beacon is protected by a circuit breaker, labeled
NAV LIGHTS.
WARNING: The flashing beacon should not be used when flying through
fog, clouds, or haze. The reflection of the light may cause vertigo or
disorientation.
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Figure 7-44: Right Switch Panel: LED/HID System

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Section 7
EXTERNAL LIGHTING: XENON/INCANDESCENT/HID CONFIGURATION
External lighting is provided through four types of navigation lights: two
landing/recognition lights, two taxi lights, two strobe lights, and a flashing
beacon. All of the external lights are controlled by toggle switches located
on the lower portion of the instrument panel, forward of the pilot seat.
The lighting toggle switches are ON when placed in the up position and
OFF in the down position.
Navigation Lights
LED navigation lights are installed on the wing tips and the tail‑cone
stinger. The navigation lights are protected by a circuit breaker labeled
NAV LIGHTS.
Landing Lights
Two high intensity discharge (HID) xenon landing lights are installed on
the airplane, one in each outboard wing leading edge. The xenon lamps
operate at half the power draw of a standard 100 watt landing light, and
the light intensity is over seven times brighter with 750,000 candle power.
The lights provide illumination forward and downward for accomplishing
night takeoffs and landings. The lights are protected by a circuit breaker
labeled LANDING LIGHTS.
The landing lights are also utilized as pulsing recognition lights. When
the landing light switch is placed in the PULSE position, the landing lights
initiate an alternating pulsing sequence, providing great visual recognition
by other aircraft.
NOTE: Pulse landing lights will not begin their strobe function until about
30 seconds after being turned ON.
NOTE: Use common courtesy when operating the landing lights. The
landing lights may cause temporary loss of night vision for other pilots.
The landing lights should be turned off when directed toward other
approaching aircraft, especially aircraft approaching to land.
The landing lights are limited to an operating temperature range of -40°C

to +85°C (-40°F to +185°F )and should not be turned ON outside of that
temperature range.
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Taxi Lights
Two incandescent taxi lights are installed on the airplane, one in each
outboard wing leading edge. The lights are positioned to provide
adequate lighting for taxi operations. The taxi lights are protected by a
circuit breaker labeled TAXI LIGHTS.

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Section 7
Strobe Lights
A high intensity LED strobe light system is installed on the airplane. The
system includes two white strobe lights, one on each wing tip. The lights
enhance the anti-collision protection for the airplane and meet the FAA
requirements for night operations. The strobe lights are protected by a
circuit breaker, labeled STROBE.
WARNING: The strobe lights should be turned off when taxiing.

Utilization of the high intensity strobe lights while performing ground
operations at night can be of considerable nuisance and distraction to
ground personnel and other pilots. Do not operate the strobe lights while
in fog, clouds, or haze. The reflection of the beams of light can cause
vertigo or disorientation.
Flashing Beacon Light

An aviation red LED flashing beacon is installed on the top of the fuselage
near the vertical tail. The flashing beacon is utilized as an additional source
for anti-collision protection in‑flight and for recognition during ground
operations. The flashing beacon is protected by a circuit breaker, labeled
NAV LIGHTS.
WARNING: The flashing beacon should not be used when flying through
fog, clouds, or haze. The reflection of the light may cause vertigo or
disorientation.
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Figure 7-45: Right Switch Panel: Xenon/Incandescent/HID System

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Section 7
INTERIOR LIGHTING
Lighting for the interior of the airplane consists of cabin overhead lights,
instrument panel lights, backlit switch panels, and backlit circuit breaker
panels. The interior lights are controlled by switches located on the right
switch panel.
Cabin Overhead Lights

Cabin overhead lighting consists of four main cabin lights and two cockpit
reading lights. The cabin overhead lights are controlled by a three-position
switch (ON-NORM-OFF) labeled CABIN. In addition to the cockpit switch,
a rocker switch is provided on the interior of the forward door post of
the aft passenger/cargo door. The rocker switch has two positions;
pressing up on the switch will turn ON the cabin lights. When the cabin
lights have been turned ON using the cargo door rocker switch, they will
automatically turn OFF after 15 minutes of operation, when the engine
is started, when the cargo door is closed, or when the bottom portion of
the rocker switch (OFF) is pressed. When the CABIN light switch is placed
in the NORM position, the optional cabin overhead reading lights may be
turned ON at each individual reading light throughout the cabin.
NOTE: On aircraft equipped with No Smoking/Fasten Seatbelt lights, the

lights will be illuminated any time the battery master switch is placed in
the ON position.
Instrument Panel Lighting

The instrument panel light consists of an LED-type rope light mounted
on the lower surface of the glare‑shield and is controlled by a variable
rheostat labeled INSTRUMENT PANEL. The instrument panel light switch
also controls the backlighting for the G1000® softkeys and the standby
flight instrumentation.
Switch/Circuit Breaker Panel Lights

The circuit breaker panel and switch panels are backlit to provide the
desired panel lighting while operating at night or in low light conditions.
The circuit breaker panel and switch panel lighting are controlled by a
variable (potentiometer) switch labeled SWITCH/CB PANEL.
Control Pedestal Light

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A Control Pedestal light is installed in the crew overhead panel to

illuminate the control pedestal. The light is controlled by a dimmer knob
on the overhead panel just aft of the light.

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Section 7
7–17 CABIN HEAT, VENTILATION, DEFROST, AND AIR

CONDITIONING
The Environmental Control System (ECS) for the aircraft consists of
forward cabin bleed air heat/defrost, aft cabin electric heat, and a forced
air ventilation system. All environmental control systems are activated
and controlled through a touch screen located on the instrument panel
below the right audio panel. The control head receives input information
from the operator and the electronic control unit displays the information.
Fault codes will also be displayed on the LCD screen for troubleshooting
purposes.
TEMPERATURE CONTROL
The Electronic Control Unit (ECU) receives input data from the
environmental control systems and controls the environmental systems
accordingly.
All environmental control systems are activated and controlled through
a touch screen display located on the instrument panel below the right
audio panel. This touch screen controller/display receives signals from the
two thermostats in the cabin. The operator sets the desired temperature
using the temperature selector and the controller will activate either
the blower or the heat as appropriate to maintain the set temperatures
within five (5) degrees. If no air conditioning is installed, the system will
continue to activate the blowers, but may not be able to maintain the set
temperature.
The Outside Air Temperature (OAT) sensor for the Environmental Control
System (ECS) is located in the fresh air inlet on the right side of the cowling
and is exposed to ambient airflow. The sensor continually measures the
temperature of the air entering the cabin, setting a basic variable for
temperature regulation within the aircraft.
AUTOMATIC CLIMATE CONTROL SYSTEM

The Automatic Climate Control System (ACCS) used in the KODIAK® 100
is a fully automatic system with manual operation capabilities. The
operator may choose between manual or automatic operation, and the
system offers 11 choices for heater and air conditioning blower speed.
Air distribution and temperature regulation is accomplished with a
combination of air distribution actuator position, blower speed setting,
and the use of either fresh, engine bleed, recirculated air, or cold air.
Additionally, the heater temperature door actuator utilizes a feedback
Systems
potentiometer. These actuators move the air distribution doors to the

proper position according to information sent by the ECU.
When the NAV light switch is placed in the ON position, the backlight on
the ACCS panel display dims.
When in the ON position, the Air Conditioning (AC) switch (if equipped),
indicates that the compressor is available if the ACCS determines that its
operation is required. Pressing the switch “toggles” the AC ON and OFF.

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Section 7
NOTE: When the air conditioning ON mode is activated, it does not

indicate that the air conditioning is operating, only that it is available for
use by the ACCS if required.
The ACCS has self-diagnostic capabilities which will be displayed on the

screen of the control head to alert the operator, should a system fault
occur.
See the table below for definitions of terms and symbols with the
ACCS. Refer to Figure 7‑46: ECS Touch Screen Controls Overview and
Figure 7‑47: ECS Configuration Screen/Aft Heat for breakouts of system
operation controls.
ECU Electronic Control Unit
ACCS Automatic Climate Control System
AUTO Automatic mode ON when indicator light is illuminated
ACCS enable. Toggles the ACCS between ON/OFF; ON when indicator light is illuminated
Defrost mode ON when indicator light is illuminated
Air Conditioning (AC) is ON (compressor is available) when button is illuminated.
ECS Environmental Control System-Heater/Ventilation System

CCSECU Cabin Climate System Electronic Control Unit
OAT Outside Air Temperature
R-134a Refrigerant, CFC-Free used in the VCS
VCS Vapor Cycle System - A sealed mechanical refrigeration (air conditioning) system used to
lower the temperature of the air in the aircraft cabin.
Table 7–2: ACCS Terms and Symbols
FORWARD CABIN (COCKPIT) HEAT AND DEFROST

Forward cabin heat and defrost is provided through bleed air from the
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engine, mixed with fresh air from the outside of the aircraft, or recycled
air from the cabin (depending on what source would provide the best air
for the function being performed). During heater operation, heated air
is distributed approximately 90% to the floor ducts, with the remaining
air being diverted to the windscreen defrost ducts. When the Defrost
mode is selected, the majority of the air is distributed to the windscreen.
Temperature selection on the ECS touch screen regulates the temperature
of the defrost air.

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Section 7
NOTE: The temperature of the defrost air can only be reduced to the
ambient levels since the air conditioning is not active during the heat or
defrost modes.
An emergency firewall fresh air shutoff valve is provided for shutting

off the supply of fresh air forward of the firewall. The valve is controlled
by a red knob located on the instrument panel just below the right
control yoke. To shut off the supply of firewall forward fresh-air to the
cabin, pull the red knob out fully. The knob may also be pulled out slightly
to decrease the amount of fresh air entering the system. This allows for
a warmer outlet temperature for operating in cold environments. For
airplanes equipped with a bleed air silencer, push the knob all the way in
(open) for normal operation of the bleed air heat system.
AFT CABIN (PASSENGER) HEAT (IF EQUIPPED)

When additional heat is required in the aft cabin, the flight crew may
select the operation of individual electric heaters located in the side
panels of the aft cabin. Each heater can be individually activated as
necessary, by accessing the Heater zone section of the Temperature
Configuration display. These heaters are not subject to temperature
regulation by the ACCS - they are either selected as ON or OFF.
CABIN VENTILATION
Cabin ventilation is provided through two external fresh air inlets. One
inlet is located on the right side of the engine cowling and the other is
located on the right side of the dorsal fin, just forward of the vertical tail.
Each source of ventilation contains a blower unit to provide forced air
primarily for ground operations.
Air is distributed throughout the cockpit and cabin via rigid and flexible
ducting. The amount distributed to each individual is controlled by vents
with eyeball valves.
AIR CONDITIONING (VAPOR CYCLE SYSTEM) (IF EQUIPPED)

When air conditioning is necessary, the aft and/or forward evaporator
blowers are actuated and air is distributed through the overhead ceiling
console vents in the aft cabin, and through the instrument panel vents
and foot well vents in the forward cockpit.
The air conditioning compressor will be commanded ON or OFF
based upon the temperature needed in the cockpit area. If the cockpit
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temperature setting does not need the AC, then the compressor is shutoff
and is NOT available for the aft cabin (even if the set temperature for the
aft cabin is lower than the current temperature).

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Section 7
Defrost Mode
Figure 7-46: ECS Touch Screen Controls Overview
NOTE: To reduce forward blower wear, the fan speed may be adjusted to
the smallest value during cruise phase. The fan must remain ON to ensure
that the flapper valve remains open.
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Section 7
Figure 7-47: ECS Configuration Screen/Aft Heat

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Section 7
7–18 OXYGEN SYSTEM
The oxygen system for the aircraft consists of either a 50 or 115 cubic foot
oxygen bottle, a regulator/valve assembly with an integral filler port and
overpressure protection device, a display/logic controller, and associated
lines, fittings and sensors to provide supplemental oxygen throughout the
cabin.
Oxygen is required to be used by the pilot for flight time in excess of
30 minutes above 12,500 feet and above 14,000 feet for the duration of
the flight above 14,000 feet. If climbing to an altitude where oxygen is
required, it is recommended that at approximately 10,000 feet, the pilot
should begin using oxygen. Passengers are required to be supplied with
oxygen above 15,000 feet.
NOTE: When the oxygen tank pressure drops below 400 psi, the green
“400 psi” light will go out, and the red “empty” light will go ON. The red
light indicates oxygen tank pressure below 400 psi.
OXYGEN REGULATOR/BOTTLE ASSEMBLY

The regulator/bottle assembly is located in the aft fuselage and may
be accessed by removing the aft bulkhead panel or door (if equipped).
Depending upon the configuration, a 50 cubic foot or a 115 cubic foot
bottle may serve the standard 2-place oxygen system, and a 115 cubic
foot bottle is used for the 10-place oxygen system. The bottles consist of a
composite wrapped construction and are manufactured to DOT-3AL/2015
with a maximum cylinder pressure of 1850 PSI at room temperature
(24°C (76°F)). The high pressure side of the regulator includes the charging
valve, pressure gauge, pressure transducer, and the overpressure burst
disc assembly. The low pressure side of the regulator includes a valve
assembly for reducing bottle pressure to low pressure for distribution.
An ON/OFF switch is provided on the oxygen display panel to electrically
activate, through a solenoid, the valve assembly for turning ON and
OFF the flow of oxygen to the cabin low pressure dispensing systems.
A pressure transducer is attached to the high pressure manifold of the
regulator. This pressure transducer is electrically connected to the oxygen
control panel pressure indication.
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Section 7
COCKPIT DISPLAY/CONTROLLER
The control panel/display pressure indication indication shows bottle
oxygen pressure, which is directly related to the quantity of oxygen
available for use. The cockpit display allows the pilot to monitor the
system performance and oxygen quantity. The display/control includes a
two-position master switch with ON/OFF modes. The ON position engages
the regulator solenoid to enable use of the oxygen system; bottle pressure
is displayed on the indicator when the switch is in the ON position. The
OFF position disengages the solenoid which shuts off the supply of
oxygen to the cabin outlets and nothing will be displayed on the gauge.
The O2 REQ’D LED will light when the aircraft is at a pressure altitude
greater than 12,000 feet until the oxygen system is turned ON.
The fault LED annunciation light indicates potential problems with the
oxygen system directly relating to the delivery of oxygen to the cabin.
A steady light indicates low power (below 4.0 Volts) to the system or
possible grounding/shorting conditions. When a steady fault indication
is present, the system is disabled and will not reset until power is cycled
to the controller. A flashing FAULT LED indication specifies an oxygen
pressure fault to the distribution manifold.
NOTE: When the system is first engaged, the FAULT light may briefly flash
until proper pressure is sensed at the overhead distribution manifold. This
is normal, as pressure may bleed off when not in use.
NOTE: In the event of an electrical failure on Main Bus 2, oxygen will

remain ON in the cabin. Aircraft electrical power is required ONLY to turn
the System ON and OFF. The system is designed to remain ON during an
electrical failure, but oxygen quantity indication will be lost. Disconnecting
the lines from the manifold will prevent the free flow of oxygen in the
cabin.
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Figure 7-48: Oxygen Control Panel/Display

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Section 7
OXYGEN LINES AND OUTLETS
Low pressure oxygen lines are routed, above the headliner, from the low
pressure port off of the regulator to the cabin area where the dispensing
systems are attached to deliver the supplemental oxygen. Oxygen outlet
ports are installed in the aircraft’s headliner. Depending on what option is
installed either two or ten ports may be provided. To engage the mask into
the outlet, simply align the bayonet plug with the slots in the outlet, press
the plug completely into the outlet and rotate the plug clockwise a ¼ turn
and ensure the plug locks in place. To remove the plug from the outlet,
press the plug in and rotate it counterclockwise a ¼ turn and remove it
from the outlet.
FILLER PORT
The oxygen filler port is attached directly to the bottle regulator and can
be accessed by removing the aft bulkhead panel or door (if equipped). A
pressure gauge is provided on the bottle/regulator assembly for reference
while servicing the oxygen system.
OVERPRESSURE BURST ASSEMBLY

To prevent the high pressure side of the oxygen system from reaching
a dangerously high value, an emergency burst assembly is provided
which dumps the oxygen overboard if the pressure reaches 3000 PSI. This
assembly utilizes a single burst disk mounted in the regulator assembly.
The burst disk will bleed all the oxygen into the aft fuselage and overboard
if high pressure fails the disk due to over-filling or pressure increases
due to extreme temperature changes. If the burst assembly releases the
oxygen no oxygen will be available for flight.
OXYGEN MASKS
All masks have attached placarding for the proper method of donning,
use, and safety precautions. When using nasal cannula devices, breathing
exclusively through the mouth, extremely light breathing, or nasal
blockage will inhibit proper flow of oxygen.
WARNING: Do not handle or use oxygen when wearing lipstick, lip balm,
petroleum jelly, or any other product containing oil or grease. These
substances become highly flammable in oxygen rich environments.
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NOTE: Breathing through the nose, and limiting conversations is required

in order to achieve proper oxygenation when using nasal cannula
breathing devices.

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Section 7
PREFLIGHT TESTING
Verify the oxygen valve opens and the system delivers appropriate low
pressure oxygen by checking the system annunciations on the oxygen
control panel. The low pressure reading should be in the green—normal
operating range. Verify the appropriate quantity of oxygen is available for
the flight. Verify the proper flow of oxygen is delivered to each mask prior
to the flight. When the preflight check of the oxygen system is complete,
the oxygen system may be turned OFF and then turned back ON as
required during flight.

When departing on a flight which requires the use of supplemental
oxygen, brief any passengers on the proper method of donning masks,
adjusting flowmeters, and connecting the mask line to the oxygen outlet.
EN ROUTE
Check the flowmeter at intervals of less than every 10 minutes to ensure
proper settings. The flowmeter must be held vertically when adjusting
flow rate or reading. The reading is taken at the midpoint of the ball.
The pilot and the passengers should limit their conversation to conserve
oxygen. When wearing either a face mask or a cannula, the user should
breathe through their nose for most effective use of the oxygen.
SYSTEM SHUTDOWN
To turn the oxygen system off, place the oxygen control switch in the OFF
position. Leave the flow-meters open until the low pressure side is relieved
(in approximately 5-10 seconds) and stow the lines, flow-meters, and
masks in a safe place.
NOTE: The master switch must be in the ON position to actuate the

oxygen regulator solenoid (to the ON or OFF position).
CAUTION: If the oxygen control switch is left in the ON position when

the master switch is turned OFF, the regulator will remain open and
oxygen will flow out of the masks until the bottle is emptied.
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USAGE DURATION
Oxygen duration charts are provided for the 50 and 115 cubic foot bottles.
Refer to these charts for flight planning purposes.

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Section 7
Oxygen System Usage Duration

115 Cubic Foot Bottle Serviced To 1800 PSIG
24
22
1 Pilot
20
1 Pilot + 1 Pax
Altitude (Ft x 1000)
1 Pilot + 2 Pax
1 Pilot + 3 Pax
18 1 Pilot + 4 Pax
1 Pilot + 5 Pax
1 Pilot + 6 Pax
16 1 Pilot + 7 Pax
1 Pilot + 8 Pax
1 Pilot + 9 Pax
14
12
10
0 4 8 12 16 20 24 28 32 36 40 44 48 52 56 60 64 68
Hours of Available O2
Figure 7-49: Oxygen Usage Duration Chart (115 Cu Ft Bottle)
Oxygen System Usage Duration

50 Cubic Foot Bottle Serviced to 1800 PSIG
24
22
20
Altitude (Ft x 1000)
18 1 Pilot
1 Pilot + 1 Pax
16
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14
12
10
0 5 10 15 20 25 30
Hours of Available O2
Figure 7-50: Oxygen Usage Duration Chart (50 Cu Ft Bottle)

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Section 7
7–19 PITOT-STATIC SYSTEM

The pitot-static system supplies dynamic (ram) pressure to the airspeed
indicator and static pressure to the airspeed indicator, altimeter, and
vertical speed indicator. Refer to the Flight Deck and Instrumentation
descriptions in this section for additional information.
The system contains dual heated pitot-static tubes mounted on the
leading edge of each wing, two Air Data Computers (ADC), and the
associated plumbing required to connect the instruments to their sources.
Each system works independent of the other. The left pitot-static routes to
ADC #1 and the right pitot-static routes to ADC #2.
Ram air enters the pitot tube and is routed through lines to the airspeed
indicator and the air data computers. Static pressure is routed from the
static ports on the probes through lines to the altimeter, the air data
computers, and the airspeed indicators.
When the pitot-static heat is turned ON, the element in the pitot-static
tube is heated electrically to allow proper operation in potential and
actual icing conditions. Refer to the Icing Equipment description in this
section for additional information on pitot-static heat.
On airplanes equipped with an airspeed switch, the pitot system is used to
activate the flight Hobbs meter and the flap/trim compensation system.
Refer to the Flight and Block Time Hobbs Meters and the Automatic
Trim System descriptions in this section for additional information.
A pitot drain valve and a static drain valve (one for each system) are
located on the cabin sidewall, just forward of each crew door. These drain
valves are located at the low point of each system and provide a drain
point for each system. To operate the drain valve, simply press the spring-
loaded valve upward, and any moisture trapped at the low point of the
system will drain out.
AIR DATA COMPUTER

An Air Data Computer (ADC) for the Garmin G1000® system is installed
behind each PFD. The left unit is powered by the Essential Bus. The right
unit is powered by the Avionics Bus.
The Air Data Computer receives the standard inputs from the pitot-static
system as well as Outside Air Temperature (OAT) inputs from the probes
located on top of the fuselage. The ADC allows the system to automatically
perform most E6B calculations including true airspeed, winds aloft and
density altitude.
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Section 7
7–20 STALL WARNING SYSTEM
SERIAL NUMBERS 100-0001 THROUGH 100-0042 (WITHOUT TKS)

For the serial numbers listed above, the aircraft is equipped with a
vane‑type stall warning sensor, installed in the leading edge of the
left wing. The vane is connected to a stall warning horn located in the
overhead panel above the pilot seat. The vane in the wing senses the
change in airflow over the wing occurring at or near stall. The warning
horn will activate at airspeeds between 5 and 10 knots above the stall in
all airplane configurations for wings level unaccelerated stalls.
The stall warning system should be checked during the preflight
inspection of the aircraft by actuating the vane in the wing while the
battery master switch is ON. The system is functioning properly if the
warning horn sounds as the vane is pushed upward.
The stall warning system is protected by a circuit breaker labeled STALL
WARN. The circuit breaker may be pulled to deactivate the stall warning
horn should the vane stick in the ON position.
SERIAL NUMBERS 100-0043 AND UP OR TKS-EQUIPPED PLANES

For the serial numbers listed above, and for airplanes equipped with the
TKS Ice Protection System, the airplane has a Safe Flight Lift Transducer
Stall Warning system which consists of a lift transducer mounted on the
left wing and a stall warning computer which is mounted overhead in the
forward cabin, above the left pilot’s seat, along with a stall warning horn.
The stall warning computer monitors the signal from the vane and the
flap position signal and schedules the stall warning to provide consistent
warning margins to the stall regardless of the flap setting. The flap 0°
setting is on one schedule and flaps 10°-35° are on a separate schedule.
This provides approximately 6 KCAS of stall warning margin at all flap
settings.
The vane and sensor unit in the leading edge of the wing is equipped
with a heating element which is only activated in aircraft which have the
optional TKS Ice Protection System installed. For information regarding the
heating element, refer to the TKS Ice Protection System supplement.
The airplane is equipped with a weight on wheels switch. This switch
prevents the stall warning horn from sounding while performing ground
operations.
The Safe Flight Lift Transducer Stall Warning system is equipped with a
Systems
press-to-test button which will test functionality of the system during any
phase of operation. The press-to-test button is located on the left side of
the pilot's‑side instrument panel. If the system is functioning normally
and the press-to-test is engaged, for a minimum of five seconds, the
stall warning horn will sound. If the stall warning horn is not heard while
pressing the press-to-test button, the Safe Flight Lift Transducer Stall
Warning system is not functioning properly and is considered inoperative.

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Section 7
7–21 ICING EQUIPMENT

The aircraft is standard equipped with dual heated pitot/static tubes and
an inertial separator for the engine inlet. Both left and right pitot/static
heat are protected by separate circuit breakers (Labeled: LEFT PITOT HEAT
and RIGHT PITOT HEAT) and are controlled by individual switches located
on the right switch panel. The inertial separator is controlled by a two
position switch labeled ENG INLET. The switch places the inertial separator
in bypass when it is moved up to the BYPASS position and places it in the
normal condition when moved down to the NORMAL switch position.
The pitot heat should be turned ON anytime the outside air temperature
is less than 5°C (41°F) and visible moisture is present to prevent the
formation of ice on the probes. As required by Federal Regulations, amber
annunciation is provided to notify the pilot when the pitot heat is turned
OFF and the OAT is less than 5°C (41°F). The annunciation is displayed
through the G1000® as follows: PITOT OFF L–R
Also, PITOT FL L–R annunciation is provided through the G1000® to alert
the pilot if the pitot heat switch is turned ON but no current is getting to
the pitot/static heating element. A current sensing device, located behind
the right switch panel, detects current flow in the system. If a pitot heat
switch is placed in the ON position and no current is flowing in the circuit,
PITOT FL L–R will be shown on the PFD.
Refer to the Pitot-Static System description in this section for additional
information.
The inertial separator should be placed in BYPASS prior to operating the
engine when visible moisture is present (clouds, rain, snow, ice crystals,
etc.) with outside air temperatures below 5°C (41°F). The inertial separator
system may also be used for ground operations or takeoffs from dusty,
sandy field conditions to minimize the ingestion of foreign particles and
debris into the compressor. The NORMAL position should be used for all
other operations.
An advisory annunciation is provided through the G1000® to indicate
whether the inertial particle separator system is in the NORMAL or BYPASS
position as follows:
ENG INLET NORM
ENG INLET BP
Refer to the Inertial Particle Separator System description in this section
for additional information.
Systems
NOTE: When the BYPASS mode is selected, a slight reduction of engine

torque occurs. Refer to "Section 5"of this manual for those specifications.

® ®
Section 7
7–22 AVIONICS – GARMIN G1000® INTEGRATED COCKPIT
For operating instructions on the features of the G1000® system, refer
to the appropriate Garmin G1000® Cockpit Reference Guide for the
KODIAK® 100. This reference must be available to the pilot in‑flight.
GNSS (GPS/SBAS) NAVIGATION SYSTEM EQUIPMENT APPROVALS

The Garmin Global Navigation Satellite System (GNSS) is a GPS system
with a Satellite Based Augmentation System (SBAS) comprised of two
TSO-C 145a Class 3 approved Garmin GIA, three TSO-C146a Class 3
approved Garmin Display Units (GDU), and GPS software version 3.2 or
later approved version. The Garmin GNSS navigation system in this aircraft
is installed in accordance with AC 20-138A.
The Garmin GNSS navigation system as installed in this aircraft complies
with the requirements of AC 20-138A and has airworthiness approval for
navigation using GPS and SBAS (within the coverage of a Satellite Based
Augmentation System complying with ICAO [International Civil Aviation
Organization] Annex 10) for IFR en route, terminal area, and non-precision
approach operations (including those approaches title “GPS”, “or GPS”,
and “RNAV (GPS)” approaches). The Garmin GNSS navigation system is
approved for approach procedures with vertical guidance including “LPV”
(Localizer Performance with Vertical Guidance) and “LNAV/VNAV” (Lateral
Navigation/Vertical Navigation) and without vertical guidance including
“LNAV”, within the U.S. National Airspace System.
The Garmin GNSS navigation system complies with the equipment
requirements of AC 90-105 and meets the equipment performance and
functional requirements to conduct RNP terminal departure and arrival
procedures and RNP approach procedures without RF (radius to fix) legs.
Part 91 subpart K, 121, 125, 129, and 135 operators require operational
approval from the FAA.
The Garmin GNSS navigation system complies with the equipment
requirements of AC 90-100A for RNAV 2 and RNAV 1 operations. In
accordance with AC 90-100A, Part 91 operators (except subpart K)
following the aircraft and training guidance in AC 90-100A are authorized
to fly RNAV 2 and RNAV 1 procedures. Part 91 subpart K, 121, 125, 129, and
135 operators require operational approval from the FAA.
The Garmin GNSS navigation system has been found to comply with
the requirements for GPS Class II oceanic and remote navigation
(RNP-10) without time limitations in accordance with AC 20-138A and
FAA Order 8400.12B. The Garmin GNSS navigation system can be used
Systems
without reliance on other long-range navigation systems. This does not

constitute an operational approval.
The Garmin GNSS navigation system has been found to comply with the
navigation requirements for GPS Class II oceanic and remote navigation
(RNP-4) in accordance with AC20-138A and FAA Order 8400.33. The
Garmin GNSS navigation system can be used without reliance on other
long range navigation systems. Additional equipment may be required to
obtain operational approval to utilize RNP-4 performance. This does not
constitute an operational approval.

® ®
Section 7
The Garmin GNSS navigation system complies with the accuracy, integrity,
and continuity of function, and contains the minimum system functions
required for P-RNAV operations in accordance with Joint Aviation
Authority (JAA) Administrative and Guidance Material Section One:
General Part 3: Temporary Guidance Leaflets, Leaflet No 10 (JAA TGL-10
Rev 1). The GNSS navigation system has two ETSO-C145/TSO‑C145a Class
3 approved Garmin GIA, and ETSO-C146/TSO‑C146a Class 3 approved
Garmin Display Units (GDU). The Garmin GNSS navigation system
complies with the accuracy, integrity, and continuity of function, and
contains the minimum system functions required for B-RNAV operations
in accordance with EASA AMC 20-4. The Garmin GNSS navigation system
complies with the equipment requirements for P-RNAV and B-RNAV/RNAV
5 operations in accordance with AC90-96A CHG 1. This does not constitute
an operational approval.
Garmin International holds an FAA Type 2 Letter of Acceptance (LOA) in
accordance with AC 20-153 for database integrity, quality, and database
management practices for the navigation database. Flight crew and
operators can view the LOA status at FlyGarmin.com then select “Type 2
LOA Status”.
Navigation information is referenced to the WGS-84 reference system.
GNSS (GPS/SBAS) NAVIGATION SYSTEM LIMITATIONS

The flight crew must confirm at system initialization that the navigation
database is current. The navigation database is expected to be current for
the duration of the flight. If the AIRAC cycle will change during the flight,
the flight crew must ensure the accuracy of the navigation data, including
suitability of navigation facilities used to define the routes and procedures
for flight. If an amended chart affecting navigation data is published for
the procedure, the database must not be used to conduct the procedure.
GPS/SBAS based IFR en route, oceanic, and terminal navigation is
prohibited unless the flight crew verifies and uses a valid, compatible, and
current navigation database or verifies each waypoint for accuracy by
reference to current approved data.
Discrepancies that invalidate a procedure must be reported to Garmin
International. The affected procedure is prohibited from being flown
using data from the navigational database until a new navigation
database is installed in the aircraft and verified that the discrepancy has
been corrected. Navigation database discrepancies can be reported at
FlyGarmin.com, then select “Aviation Data Error Report”. Flight crew and
operators can view navigation data base alerts at FlyGarmin.com then
Systems
select “NavData Alerts”.

For flight planning purposes, in areas where SBAS coverage is not
available, the flight crew must check RAIM availability.
• Within the United States, RAIM availability can be determined
using the Garmin WFDE (WAAS RAIM/FDE) Prediction program,
(part number 006-A0154-01 [included in G1000® trainer] software
version 3.00 or later approved version with GARMIN GA36 and
GA37 anntennas selected), or the FAA’s en route and terminal RAIM
prediction website: www.raimprediction.net, or by contacting a
Flight Service Station.

® ®
Section 7
• Within Europe, RAIM availability can be determined using the
Garmin WFDE Prediction program or Europe’s AUGER GPS RAIM
Prediction Tool at http://augur.ecacnav.com/augur/app/home.
• For other areas, use the Garmin WFDE Prediction program.
This RAIM availability requirement is not necessary if SBAS coverage is
confirmed to be available along the entire route of the flight. The route
planning and WFDE prediction program may be downloaded from the
GARMIN website on the internet. For information on using the WFDE
Prediction Program, refer to GARMIN WAAS FDE Prediction Program part
number 190-00643-01, ‘WFDE Prediction Program Instructions’.
For flight planning purposes, when operating within the U.S. National
Airspace System on RNP and RNAV procedures and SBAS signals are not
available, you must confirm the availability of GPS RAIM for the intended
route of flight. In the event of a predicted continuous loss of RAIM of
more than five minutes for any part of the intended route of flight, the
flight should be delayed, canceled, or rerouted on a track where RAIM
requirements can be met.
For flight planning purposes, operations within European B-RNAV/RNAV‑5
and P-RNAV airspace, if more than one satellite is scheduled to be out
of service, then the availability of GPS RAIM shall be confirmed for the
intended flight (route and time). In the event of a predicted continuous
loss of RAIM of more than five minutes for any part of the intended flight,
the flight should be delayed, canceled, or rerouted on a track where RAIM
requirements can be met.
For flight planning purposes on operations where the route requires Class
II navigation, the aircraft’s operator or flight crew must use the Garmin
WFDE Prediction program to demonstrate that there are no outages
on the specified route that would prevent the Garmin GNSS navigation
system from providing GPS Class II navigation in oceanic and remote areas
of operation that requires RNP-10 or RNP-4 capability. If the Garmin WFDE
Prediction program indicates fault exclusion (FDE) will be unavailable for
more than 34 minutes in accordance with FAA Order 8400.12B for RNP-10
requirements, or 25 minutes in accordance with FAA Order 8400.33 for
RNP-4 requirements, then the operation must be rescheduled when FDE is
available.
Both Garmin GPS navigation receivers must be operating and providing
GPS navigation guidance to their respective PFD for operations requiring
RNP-4 performance.
North Atlantic (NAT) Minimum Navigational Performance Specifications
Systems
(MNPS) Airspace operations per AC 91-49 and AC 120-33 require both

GPS/SBAS receivers to be operating and receiving usable signals except
for routes requiring only one Long Range Navigation sensor. Each display
computes an independent navigation solution based on the on-side GPS
sensor. However, either display will automatically revert to the cross-side
sensor if the on-side sensor fails or the cross-side sensor is determined to
be more accurate. [On G1000® installations a “BOTH ON GPS1” or “BOTH
ON GPS2” message does not necessarily mean that one GPS has failed.
Refer to the MFD AUX-GPS STATUS page to determine the state of the
unused GPS].

® ®
Section 7
Whenever possible, RNP and RNAV routes, including Standard Instrument

Departures (SIDs), Standard Terminal Arrivals (STARs), and en route RNAV
“Q” and RNAV “T” routes, should be loaded into the flight plan from the
database in their entirety, rather than loading route waypoints from
the database into the flight plan individually. Selecting and inserting
individual named fixes from the database is permitted, provided all fixes
along the published route to be flown are inserted. Manual entry of
waypoints using latitude/longitude or place/bearing is prohibited.
“GPS”, “or GPS”, and “RNAV (GPS)” instrument approaches using the Garmin
navigation systems are prohibited unless the flight crew verifies and uses
the current navigation database. GPS based instrument approaches must
be flown in accordance with an approved instrument approach procedure
that is loaded from the navigation database.
Not all published Instrument Approach Procedures (IAP) are in the
navigation database. Flight crew planning on flying an RNAV instrument
approach must ensure that the navigation database contains the planned
RNAV Instrument Approach Procedure and that approach procedure must
be loaded from the navigation database into the FMS flight plan by its
name.
IFR non-precision approach approval using the GPS/SBAS sensor is
limited to published approaches within the U.S. National Airspace
System. Approaches to airports in other airspace are not approved unless
authorized by the appropriate governing authority.
The navigation equipment required to join and fly an instrument approach
procedure is indicated by the title of the procedure and notes on the
IAP chart. Use of the Garmin GPS/SBAS receivers to provide navigation
guidance during the final approach segment of an ILS, LOC, LOC-BC,
LDA, SDF, MLS, or any other type of approach not approved for “or GPS”
navigation is prohibited. When using the Garmin VOR/LOC/GS receivers
to fly the final approach segment, VOR/LOC/GS navigation data must be
selected and presented on the CDI of the pilot flying the aircraft.
Navigation information is referenced to the WGS-84 reference system,
and should only be used where the Aeronautical Information Publication
(including electronic data and aeronautical charts) conform to WGS-84 or
equivalent.
Systems

® ®
Section 8
100 S E R I E S HANDLING, SERVICE, & MAINTENANCE
SECTION 8
HANDLING, SERVICE
& MAINTENANCE
Table of Contents
CONTENTS PAGE
GENERAL��8_3
IDENTIFICATION PLATE��8_3
QUEST AIRCRAFT OWNER NOTIFICATIONS��8_4
PUBLICATIONS��8_4
AIRPLANE FILE��8_5
AIRPLANE INSPECTION PERIODS��8_6
PROGRESSIVE INSPECTION PROGRAM��8_6
ENGINE CONDITION TREND MONITORING��8_6
ALTERATIONS OR REPAIRS��8_7
GROUND HANDLING��8_7
TOWING��8_7
PARKING��8_7
TIE-DOWN��8_8
JACKING��8_8
LEVELING��8_8
SERVICING��8_9
LUBRICATING SYSTEM��8_9
Oil Specifications��8_9
Oil System Servicing Intervals�� 8_10
FUEL�� 8_10
Fuel On-Loading�� 8_10
Manual Blending of DIEGME Fuel Anti-Icing Additive�� 8_12
Procedure for Checking Fuel Additive Concentration Levels�� 8_12
Fuel Contamination�� 8_13
LANDING GEAR�� 8_13
Nose Wheel Cold Tire Pressure�� 8_13
Main Wheel Cold Tire Pressure�� 8_13
Nose Gear Shock Strut�� 8_13
Service
Brakes�� 8_13
OXYGEN�� 8_14
Refilling Procedure�� 8_14

® ®
Section 8
HANDLING, SERVICE, & MAINTENANCE 100 SERIES
CLEANING AND CARE��8_16

CLEANING EXTERIOR SURFACES�� 8_16
INTERIOR CARE�� 8_17
Instrument Panel and Electronic Display Screens�� 8_17
Headliner and Trim Panels�� 8_18
Leather Upholstery and Seats�� 8_18
Carpets�� 8_18
WINDSHIELD AND WINDOWS�� 8_19
ENGINE CARE�� 8_19
Engine Compartment Cleaning�� 8_19
Engine Compressor Wash�� 8_19
Compressor Turbine Blade Wash�� 8_20
Service

® ®
Section 8
8–1 GENERAL
This section of the Pilot’s Operating Handbook contains information
regarding the factory-recommended procedures for proper ground
handling, routine care, and servicing of your KODIAK®. It also outlines
certain inspection and maintenance requirements which must be followed
if your airplane is to retain its performance and reliability. It is wise to
adhere to a planned lubrication and routine maintenance schedule, based
on climatic and operating conditions encountered day-to-day.
WARNING: The airplane must be regularly inspected and maintained

in accordance with information contained in the KODIAK® 100 Airplane
Maintenance Manual and the Quest Aircraft Company issued Service
Notifications. All recommendations for product improvements called
out by Service Bulletins should be accomplished and the airplane should
receive the required inspections. Quest Aircraft Company does not
condone modifications to the aircraft, whether by Supplemental Type
Certificate or otherwise, unless these certificates are held and/or approved
by Quest Aircraft Company. Other modifications may void airplane
warranties since Quest Aircraft has no way of knowing the full effect on
the airplane. Operating a modified airplane may impose a risk to the
occupants. The operating procedures and performance data outlined
in the operating handbook may no longer be considered accurate
information for a modified airplane.
IDENTIFICATION PLATE
All correspondence and record keeping regarding your airplane should
include the serial number. The Serial Number, Model Number, Type
Certificate Number (TC), Production Certificate Number (PC), and Date of
Manufacture can all be found on the Identification Plate, located on the
left side of the tail‑cone, below the horizontal stabilizer.
Service

® ®
Section 8
QUEST AIRCRAFT OWNER NOTIFICATIONS

Quest Aircraft Owner Notifications are sent to owners of Quest airplanes
at no charge, to inform them about mandatory and/or beneficial aircraft
service requirements and product improvements.
PUBLICATIONS
Various publications and flight operation tools are furnished or made
available for the airplane when it is delivered from the factory. These items
may include:
Document Title Part Number

Pilot’s Operating Handbook and FAA Approved AM901.0
Airplane Flight Manual
Electronic Airplane Maintenance Manual AM902.0
Electronic Illustrated Parts Catalog AM906.0
®
Garmin G1000 Cockpit Reference Guide for the Quest 190-00645-XX
KODIAK® 100
Garmin G1000® NXi Cockpit Reference Guide, Quest 190-02101-XX
KODIAK® 100
Garmin G1000® NXi Cockpit Reference Guide, Quest 190-02535-XX
KODIAK® 100
Garmin G1000® Pilot’s Guide for the Quest 190-00590-XX
KODIAK® 100
Garmin G1000® NXi Pilot’s Guide for the Quest 190-02100-XX
KODIAK® 100
Garmin G1000® NXi Pilot’s Guide for the Quest 190-02534-XX
KODIAK® 100
Hartzell® Propeller Owner’s Manual and Logbook Manual No. 149
Mid Continent Instruments® Pilot’s Guide Series Electric 9015834
Attitude Indicator
KODIAK® 100 Pilot’s Guide for the ESI-500 Electronic AM901.301
Standby Instrument System
Table 8–1: Publications List
NOTE: If your “Pilot’s Operating Handbook and FAA Approved Airplane

Flight Manual” should become lost or destroyed, a replacement may be
ordered by contacting Quest Aircraft Company. An affidavit containing the
owner’s name, airplane serial number and registration number must be
Service
included in the replacement request form, since the POH/AFM is identified

for specific airplanes only.

® ®
Section 8
AIRPLANE FILE
The airplane file is composed of miscellaneous data, information, and
licenses. The following is a checklist for that file. In addition, a periodic
check should be made of the latest Federal Aviation Regulations, to verify
that all the file requirements are met.
NOTE: Owners of aircraft registered outside of the United states should

check with the registering authority for additional requirements specific to
that country.
Required
Note
Documents
Airworthiness Certificate Must be displayed in the aircraft
A FAA Form 8100-2 at all times.
Registration Certificate Must be displayed in the aircraft
R FAA Form 8050-3 at all times.
Required only for flight operations
R Radio Station License outside the United States.
The Pilot’s Operating Handbook
and FAA Approved Airplane Flight
O Operating Limitations Manual fulfills this requirement
and must be accessible to the
pilot at all times.
Included in the Pilot’s Operating
Handbook and FAA Approved
W Weight and Balance Data Airplane Flight Manual. The data
must include the current empty
weight, CG, and equipment list.
Other Documents Note

Airplane Logbook Must be made available upon request.
Engine Logbook Must be made available upon request.
Propeller Logbook Must be made available upon request.
Pilot’s Checklist Must be accessible to the pilot in‑flight.
®
Garmin G1000 Cockpit Reference Must be accessible to the pilot in‑flight.
Guide for the Quest KODIAK® 100
Table 8–2: Document Checklists

Service

® ®
Section 8
8–2 AIRPLANE INSPECTION PERIODS

14 CFR Part 91.409 requires that all aircraft must undergo a thorough
annual inspection, meeting the requirements set forth in 14 CFR Part 43.
Annual inspections are based upon calendar months and are due on
the last day of the twelfth month, following the last annual inspection
accomplished. For example, if an annual inspection was performed
on May 19, 2005, the next annual inspection will be due May 31, 2006.
Annual inspections must be accomplished regardless of the number of
hours it was flown in the previous year and may only be performed by a
licensed Airframe and Power Plant (A&P) mechanic holding an Inspection
Authorization (IA). All Quest Authorized Service Centers are capable of
performing annual inspections. The inspection items are outlined, in
detail, in Chapter 5 of the KODIAK® 100 Airplane Maintenance Manual.
If the airplane is operated commercially, the regulations require the
airplane to undergo a 100–Hour inspection for every 100 hours of
flight operation, in addition to the annual inspection. The 100–Hour
inspection may be performed by an A&P mechanic without an Inspection
Authorization. The 100–Hour interval may be exceeded by no more than
10 flight hours in order to reach a location where the inspection may be
performed. Any flight hours used to reach the location of inspection must
be deducted from the next 100–Hour interval.
In place of the 100–Hour and Annual inspection requirements, an airplane
may be inspected in accordance with a progressive inspection schedule.
A progressive inspection program must be approved by the FAA Flight
Standards District Office (FSDO), having jurisdiction over the area in which
the applicant is located.
PROGRESSIVE INSPECTION PROGRAM

Under the Progressive Inspection Program, your airplane is inspected
and maintained in four basic operations. The four operations are recycled
every 400 hours and are recorded in a special Aircraft Inspection Logbook
as each operation is accomplished.
Quest Aircraft Company recommends the Progressive Inspection Program
for aircraft being operated for more than 400 hours per year and the
100‑Hour/Annual Inspection for all other aircraft. The procedures for the
Progressive Inspection Program and the 100–Hour inspection have been
determined by the factory and are followed by Quest Aircraft Company
KODIAK® 100 Service Stations. The highest level of service is attained by
Quest Approved Service Stations utilizing factory/approved procedures,
tools, and equipment.
ENGINE CONDITION TREND MONITORING

Pratt & Whitney Canada’s New Generation Engine Condition Trend
Monitoring System is a system of recording engine instrument readings,
Service
correcting the readings for ambient conditions, and comparing actual

engine operation to typical engine operating characteristics.
Engine instrument recording is provided through the Garmin G1000®. The
G1000® records the following engine parameters:

® ®
Section 8
• Inter‑Turbine Temperature (ITT)
• Torque
• Gas Generator RPM (Ng)
• Propeller RPM (Np)
• Fuel Flow
• Indicated Outside Air Temperature
• Altitude
• Indicated Airspeed (KIAS)
The recorded engine parameters may be downloaded periodically from
the top card slot of the MFD and uploaded to the Pratt & Whitney Canada’s
WebECTM System for trend monitoring.
For more information concerning engine condition trend monitoring, refer
to the Pratt & Whitney Canada “Service Information Letter No. PT6A-122.”
8–3 ALTERATIONS OR REPAIRS

It is important that the FAA is contacted prior to any alterations on the
airplane, to ensure that the airworthiness is not violated. Major alterations
or repairs to the airplane must be accomplished by FAA authorized
personnel.
8–4 GROUND HANDLING
TOWING
The airplane is most easily and safely maneuvered by hand with the tow
bar attached to the nose wheel. The tow bar may be stowed in the aircraft
cabin baggage compartment. Moving the airplane by hand requires one
individual to steer the airplane with the tow bar, assisted by personnel
pushing at the wing struts.
CAUTION: Do not push or pull the airplane using the propeller blades or
flight control surfaces.
During any towing operation, especially when conducted with assistance

of a powered vehicle, do not exceed the nose gear turning limits of 55°
either side of center, as shown by the steering limit marks.
PARKING
When parking the airplane, face the aircraft into the wind and set the
Service
parking brake. Do not set the parking brake during cold weather, when
accumulated moisture may freeze the brakes, or when the brakes are
overheated. Install the control yoke and rudder gust locks, and chock the

® ®
Section 8
wheels (if the parking brake is not utilized) to prevent airplane movement.
In severe weather or high wind conditions, secure the airplane as outlined
below:
CAUTION: Any time the airplane is loaded heavily, the footprint

pressure (pressure of the tires on the ramp or runway) will be extremely
high. Surfaces such as hot asphalt or sod may not support the airplane
adequately. Precautions should be taken to avoid parking or moving the
airplane in these areas.
TIE-DOWN
The best precaution against damage to the aircraft when it is parked in
gusty or strong winds is to follow proper tie-down procedures. To securely
tie-down the airplane, proceed with the following directions:
1. If possible, point the aircraft into the wind.
2. Set the parking brake (or chock the wheels).
3. Install the control yoke and rudder gust locks.
4. Set the aileron and elevator trim tabs in the neutral position, so the
tabs are even with the control surfaces.
5. Install the pitot tube cover, if available.
6. Securely attach anchored tie-down ropes or chains to the wing and tail
tie-down fittings.
7. If the last flight of the day has been completed or if dusty conditions
are present or forecasted, install the engine inlet covers to protect the
engine from debris. The covers should be installed after the engine has
cooled.
8. To prevent propeller wind-milling, install the propeller anchor on one
of the propeller blades and secure its anchor strap around the nose
gear.
JACKING
A series of jack adapters are provided as a tool kit for jacking the airplane.
One adapter fits into the drag brace fitting on the fuselage for lifting the
nose gear. Two adapters (one for each main wheel) fit onto the existing
axle assemblies for lifting the main wheels. Two adapters screw onto the
belly of the airplane at the main landing gear carry through structure to
lift the airplane to remove the main landing gear. For airplanes equipped
with an external cargo compartment, two additional adapters are placed
under the outboard aft trunnion bolt and used to jack the airplane.
LEVELING
Longitudinal leveling of the airplane is required for weighing and
Service
determining the empty weight center of gravity. Refer to “Section 6” of

this manual for leveling procedures.

® ®
Section 8
8–5 SERVICING
LUBRICATING SYSTEM
Oil Specifications
Oil conforming to the current revision or supplement of the Pratt &
Whitney Canada “Service Bulletin Number 1001” must be used. The
following table lists some of the approved synthetic engine lubricating oils
for the PT6A‑34.
Brand Specification/Type Temperature Limits

Aeroshell Turbine Oil 750 CPW202/Type 1 Above -18°C (0°F)
Royco Turbine Oil 750 CPW202/Type 1 Above -18°C (0°F)
Castrol 98 CPW202/Type 1 Above -18°C (0°F)
BP Turbo Oil 274 CPW202/Type 1 Above -18°C (0°F)
Turbonycoil 35M CPW202/Type 1 Above -18°C (0°F)
PWA 521/Type 2
Aeroshell Turbine Oil 500 Above -40°C (-40°F)
MIL-PRF-23699F
PWA 521/Type 2
Royco Turbine Oil 500 Above -40°C (-40°F)
MIL-PRF-23699F
PWA 521/Type 2
Mobile Jet Oil II Above -40°C (-40°F)
MIL-PRF-23699F
PWA 521/Type 2
Castrol 5000 Above -40°C (-40°F)
MIL-PRF-23699F
PWA 521/Type 2
BP Turbo Oil 2380 Above -40°C (-40°F)
MIL-PRF-23699F
PWA 521/Type 2
Turbonycoil 525-2A Above -40°C (-40°F)
MIL-PRF-23699F
PWA 521/Type 2
Turbonycoil 600 Above -40°C (-40°F)
MIL-PRF-23699F
Table 8–3: Approved Engine Oils
NOTE: The Type 2 oils should be used when operation of the aircraft
results in frequent cold soaking at ambient temperatures of -18°C (0°F) or
less. Refer to the current revision of the Pratt & Whitney Canada “Service
Bulletin No. 1001” for additional oils that may be approved.
Service
CAUTION: Do not intermix different viscosities or specifications of oil, as

their different chemical structures can make them incompatible. Refer to
the Pratt & Whitney Canada “Service Bulletin No. 1001” for information
concerning changing brands, viscosities, or specifications of oils.

® ®
Section 8
If one or more of the following conditions exist, the accessory gearbox

scavenge pump inlet screen and any drained oil should be inspected
for the presence of carbon particles, as outlined in the airplane and
engine maintenance manuals procedures and the engine manufacturer’s
applicable engine and oil service bulletins:
1. The engine oil was accidentally switched to a “third generation”
lubricant, at any time other than an engine overhaul.
2. Abnormally high oil consumption.
3. Oil leaking from the engine intake.
If carbon particles are found, refer to the above referenced maintenance
manuals and service bulletins for the corrective actions to be taken.
Oil System Servicing Intervals

Regular oil changes are not necessary. For information on oil capacities
refer to “Section 1” of this manual.
WARNING: Oil contamination from extraneous matter such as hydraulic

fluid, sand, etc. require the oil system to be drained, flushed, and
replenished with new oil of an approved brand.
FUEL
Refer to the list of approved fuels in “Section 1” of this manual.
Fuel On-Loading
CAUTION: Verify that the proper grade and type of fuel is being used to
service the aircraft.
NOTE: When utilizing a proportioner installed on refueling equipment,

follow the directions provided by the manufacturer.
Tank Filling Procedure:

The fuel tanks should be refilled after each flight, when practical, in an
effort to minimize condensation in the fuel tanks.
1. Connect the fueling nozzle ground to the tie-down ring on the
aircraft’s strut.
2. Place a protective mat on the wing near the fuel filler and remove the
filler cap.
Service
CAUTION: To prevent excessive spillage, the inboard fueling port must

not be opened when wing fuel quantities exceed 96.5 U.S.G. or 640 LB.

® ®
Section 8
3. Service with fuel as follows:
a. If the Jet Fuel is premixed with icing inhibitor, fill the wing tanks
with the required amount.
b. If the Jet Fuel does not contain premixed icing inhibitor, select a
fuel system icing inhibitor complying with MIL-DTL-85470 (DIEGME)
and blend manually, as outlined in the following section.
WARNING: All fuels used must contain compliant anti-icing fuel additive.
Refer to “Section 2” of this manual.
CAUTION: JP-5 and JP-8 fuels contain anti-icing additives. Do not use
additional additives with these fuels.
4. Remove the fuel nozzle, protective-pad, and ground-cable; install the

fuel filler cap. Check to ensure the filler cap is installed securely.
5. Sample fuel to verify aircraft was fueled with the proper grade of fuel
and no contaminants are present. For information regarding fuel
sampling, refer to “Section 7” of this manual.
WARNING: It is the responsibility of the pilot in command to ensure the

airplane’s fuel supply is clean prior to initiating flight. Any traces of solid
or liquid contaminants must be considered hazardous and properly
removed from the fuel system.
Service

® ®
Section 8
Manual Blending of DIEGME Fuel Anti-Icing Additive
CAUTION: It is extremely important to attain the proper mixture ratio of

anti-icing within the fuel. A concentration in excess of that recommended
(0.15% maximum by volume) will result in detrimental effects to the
fuel tanks. Damage could occur to the fuel system components, such
as deterioration of the protective primer and sealants, and damage to
the O-rings and seals. Use only manufacturer recommended blending
equipment to obtain proper proportioning.
When the airplane is being refueled, use the following procedure to blend
anti-icing additive with fuels not already containing anti-icing additive:
1. Attach the additive to the refueling nozzle; ensure the blender tube
discharges into the refueling stream.
2. Begin refueling while simultaneously fully depressing and slipping the
ring over the trigger of the blender.
CAUTION:
• Diethylene Glycol Monomethyl Ether (DIEGME) is combustible. Eye
contact may cause redness, swelling, and irritation. The additive
is toxic if swallowed. Before using this product, refer to all safety
information provided on the container.
• Assure the additive is directed into a stream of flowing fuel. The
stream of fuel must be started prior to introducing anti-icing additive,
and the flow of additive must be stopped prior to ending the flow of
fuel from the refueling nozzle.
• Do not allow the concentrated additive to come in contact with the
coated interior of the fuel tank or painted surfaces of the airplane.
• Do not use less than 20 fluid ounces of additive per 156 gallons of fuel
or more than 20 fluid ounces of additive per 104 gallons of fuel.
• If the fuel additive concentration falls below 0.035% by volume,
the airplane should be defueled and refueled with the proper
concentration level of anti-ice additive prior to flying into any
situation where the ambient temperature falls below 5°C (41°F).
Procedure for Checking Fuel Additive Concentration Levels

Prolonged storage of the airplane will result in a buildup of water in the
fuel tanks which leaches out the additive. This condition is indicated by
excessive amounts of water accumulating in the fuel tank sumps.
Verify anti-icing additive concentration levels by using test equipment
meeting ASTM D5006 specifications for test kits.
WARNING: It is imperative that the instructions for the anti-icing test kit
Service
be followed closely, when checking the concentration level of the additive.
For information regarding appropriate additive concentration by volume

for DIEGME, refer to “Section 1” of this manual.

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Section 8
Fuel Contamination
Contamination in the fuel system is usually caused by the presence
of foreign material such as water, corrosion, sand, dirt, microbes,
bacterial growth, or by additives not compatible with fuel or fuel system
components. An additional threat of contamination has developed with
the increased use of bio-component fuels (commonly referred to as fatty
acid methyl esters, or FAME) in ground-based vehicles, since the same fuel
supply lines and shipping containers used to deliver jet fuel are typically
also used for the transportation of ground-based fuels. FAME fuels are
distinct from traditional ground-based fuels in that they are surface-active
materials that can adhere to pipe and tank walls, and then release from
the walls into the following product, which may be jet fuel.
CAUTION: At high enough concentrations, FAME can impact the thermal

stability of the fuel, leading to coke deposits in the fuel system. FAME
contamination can also impact the freezing point of jet fuel resulting
in gelling of the fuel. These conditions can result in engine operability
problems, and possible engine flameout. Pratt & Whitney Canada has
agreed to accept no more than 5 ppm FAME contamination in jet fuel at
this time. Contact your fuel supplier to verify that they have implemented
quality control and inspection procedures to ensure that the fuel they
deliver does not contain more than 5 ppm of FAME.
NOTE: Refer to FAA Special Airworthiness Information Bulletin

NE‑09‑25R1, “Fuel: Jet Fuel Containing FAME (Fatty Acid Methyl Ester),” and
to the Pratt & Whitney Canada Service Information Letter No. GEN-091,
“Jet Fuel Quality,” for more information about FAME contamination.
LANDING GEAR
NOTE: The standard and optional sizes of tires may not be intermixed. For
example, when the optional large main tires are installed on the airplane
the optional large nose tire must also be installed.
Nose Wheel Cold Tire Pressure

51 ± 3 PSI on 6.50 x 8, 8–Ply Rated Tire
35 ± 3 PSI on 22 x 8.0-8, 6–Ply Rated Tire
Main Wheel Cold Tire Pressure
40 ± 3 PSI on 8.5 x 10, 8–Ply Rated Tire
27 ± 3 PSI on 29 x 11.00-10, 10–Ply Rated Tire
Nose Gear Shock Strut
Maintain 45 ± 1 PSI air pressure in shock strut. (Use only clean, dry
compressed air or nitrogen when servicing.)
Service
Brakes
Service the brake fluid reservoir with MIL-H-5606 hydraulic fluid within the
placarded limits posted on the reservoir. Maintain the fluid level between
the MIN and MAX markings.

® ®
Section 8
OXYGEN
Aviator’s Breathing Oxygen: MIL-O-27210
Maximum Cylinder Pressure (temperature stabilized after filling):
1850 PSI at
21.1°C (70°F)
Refilling Procedure
CAUTION: The bottle is equipped with a burst disk that may rupture and
prevent the oxygen bottle from holding pressure. If the bottle does not
maintain pressure when filled, perform maintenance in accordance with
the KODIAK® 100 Airplane Maintenance Manual.
1. Ensure the Oxygen Cockpit Controller and Display (OCCD) is OFF.

2. Turn the Master Switch OFF.
3. Remove the aft bulkhead panel in the tail‑cone.
4. Remove the HIRF Shield (If Equipped).
5. Access the filler port and pressure gauge and remove the cap using a
back-up wrench to ensure that the tank fitting doesn’t rotate.
CAUTION: Ensure the oxygen supply line and the filler port are clear of
dirt, grease, and oils that may create a fire hazard during refilling. Check
threads and ensure the filler port fitting threads are not damaged.
6. Briefly open the oxygen supply valve on the oxygen fill cart to purge
the filler line. Flow for approximately 10 seconds at a low flow rate.
7. Connect the oxygen supply line to the fill port and tighten the nut
using a back-up wrench to ensure that the tank fitting doesn’t rotate.
CAUTION: Excessive fill rates create heat build‑up in the high pressure
parts of the system, especially the bottle. Excessive heat build‑up will result
in damage and may lead to fire. Care must be taken not to surpass the
maximum fill rate of 200 PSI per minute during filling. If excessive heating
is noticed (the bottle is too hot to hold), reduce the fill rate.
8. Open the oxygen supply valve and slowly, at a maximum rate of

200 PSI per minute, fill the bottle to 1,850 PSI at 21.1°C (70°F).
CAUTION: The Maximum Fill Pressure is 1,850 PSI at 21.1°C (70°F). Due to
varying temperatures, it will be necessary to fill the oxygen bottle using the
corrected temperatures presented in the table below.
Service

® ®
Section 8
Temperature During Filling Temperature Corrected Pressure

°F (°C) (PSI)
Above 100 (37.8) Do not exceed 2000
100 (37.8) 1998
95 (35.0) 1961
90 (32.2) 1943
85 (29.4) 1924
80 (26.7) 1906
75 (23.9) 1869
70 (21.1) 1850
65 (18.3) 1832
60 (15.6) 1813
55 (12.8) 1776
50 (10.0) 1758
45 (7.2) 1739
40 (4.4) 1721
Table 8–4: Fill Pressure Based on Temperature
9. Turn the Master Switch and OCCD ON.
10. Verify that the Quantity indicator on the OCCD matches the amount on
the gauge at the bottle/regulator assembly.
11. Turn the OCCD and Master Switch OFF.
CAUTION: The oxygen supply line is highly pressurized and must be

discharged prior to disconnecting from the fill port.
12. S lowly loosen the oxygen supply line nut at the fill port until pressure
begins to bleed. Use a back-up wrench to support the filler port when
disconnecting the line. Allow pressure to completely bleed down
before disconnecting the oxygen supply line from the fill port.
13. Disconnect the oxygen supply line from the fill port.
14. Refit the cap to the fill port using a back-up wrench to ensure that the
tank fitting doesn’t rotate.
15. Replace the HIRF Shield (If Equipped).
16. Reinstall the aft bulkhead panel in the tail‑cone.
Service

® ®
Section 8
8–6 CLEANING AND CARE
CLEANING EXTERIOR SURFACES
CAUTION: For airplanes equipped with flight into known‑icing

equipment, do not wax the leading edge porous panels. Refer to
“Section 9” of this manual for specific servicing information concerning
the known‑icing system.
NOTE: Equal substitutes may be used in place of the items listed in the
table below.
Cleaning Product Application Supplier

Available Commercially
Prist Acrylic, Plastic and Glass or Prist Aerospace
Windshield and Windows
Window Cleaner www.nexeosolutions.com/
prist
Removing grease/
Naphtha Available Commercially
stubborn stains
Simple Green Aircraft and Precision Aircraft Exterior and Available Commercially
Cleaner General Cleaning www.simplegreen.com
Dawn Ultra-Concentrated Dish Soap General Exterior Cleaning Available Commercially
Table 8–5: Acceptable Exterior Cleaning Products
The airplane should be washed with a solution of mild soap and water.
Harsh abrasives or alkaline soaps and detergents could create surface
scratches, or facilitate corrosive action. Areas of the aircraft where cleaning
solutions could cause damage should be covered. To wash the airplane,
use the following procedure.
1. Flush away loose dirt with water.
2. Apply cleaning solution with a soft cloth, sponge or soft bristle brush.
3. To remove exhaust soot, allow the solution to remain on the surface for
a longer period of time prior to scrubbing.
4. To remove stubborn grease or oil stains, use a cloth dampened with
naphtha.
5. Thoroughly rinse all surfaces.
Any high quality silicone-free automotive wax may be used to preserve
painted surfaces. Soft cleaning cloths or a chamois should be used to
prevent scratches when cleaning or polishing. A heavier coating of wax on
the leading surfaces will reduce abrasion problems in these areas.
Service

® ®
Section 8
INTERIOR CARE
The seats, carpet, upholstery panels, and headliners should be vacuumed
at regular intervals to remove surface dirt and dust. While vacuuming, use
a fine bristle nylon brush to help loosen particles.
CAUTION: Remove any sharp objects from pockets or clothing to avoid causing
damage to the interior panels or upholstery.
NOTE: Equal substitutes may be used in place of the items listed below.
Cleaning Product Application Supplier

Prist Acrylic, Plastic and Glass Interior Windscreen and Prist Aerospace
Window Cleaner Windows http://csdinc.org/prist/
OptiMax Flight Display Screens PhotoDon - www.photodon.com
Leather Care Kit Leather Upholstery Quest Aircraft Company
Leather Cleaner Leather Upholstery Quest Aircraft Company
Ink Remover Leather Upholstery Quest Aircraft Company
Leather Conditioner Leather Upholstery Quest Aircraft Company
Spot and Stain Remover Leather Upholstery Quest Aircraft Company
Vinyl Finisher Cleaner Vinyl Panels Quest Aircraft Company
Vinyl and Leather
Vinyl and Leather cleaner Quest Aircraft Company
Upholstery
Table 8–6: Acceptable Interior Cleaning Products
Instrument Panel and Electronic Display Screens

The instrument panel, control knobs, and plastic trim only require cleaning
with a soft damp cloth. The primary flight displays and multi-function
display, and other electronic display screens, should be cleaned with an
eyeglass cleaning solution as follows:
CAUTION:
• To avoid dripping solution on the display and possibly damaging internal
portions of the component, apply the cleaning solution to the cloth, not
directly on the display screen.
• Use only a lens cloth or nonabrasive cotton cloth to clean the display screens.
Paper towels, tissue, or camera lens paper may scratch the display screens.
• Clean the display screens with the power OFF.
1. Gently wipe the display with a clean, dry, cotton cloth.

Service
2. Moisten the clean, cotton cloth with the cleaning solution.

3. Wipe the soft cotton cloth across the display in one direction, moving
from the top of the display to the bottom. Do not rub harshly.
4. Gently wipe the display with a clean, dry, cotton cloth.

® ®
Section 8
Headliner and Trim Panels

The airplane interior may be cleaned with a mild detergent or soap and
water. Harsh abrasives, alkaline soaps, or detergents should be avoided.
Solvents and alcohols may damage or discolor vinyl or urethane parts and
should also be avoided. Cover areas where cleaning solutions could cause
damage. Use the following procedures for cleaning the headliners and
trim panels:
CAUTION: Solvent cleaners and alcohol should not be used on interior

surfaces. If cleaning solvents are used on cloth, cover the areas where
cleaning solvents could cause damage.
• Clean the headliner and side panels with a stiff bristle brush, and
vacuum where necessary.
• Soiled upholstery may be cleaned using quality upholstery
cleaner suitable for the type of material. Carefully follow the
manufacturer’s recommendations. Avoid soaking or harsh rubbing.
Leather Upholstery and Seats

For routine maintenance, leather upholstery should be wiped with a soft,
damp cloth. For more thorough cleaning, begin with a solution of mild
detergent and water then, if necessary, utilize one of the more potent
products available from Quest to remove the more stubborn marks and
stains. Do not use soaps, as they contain alkaline which will alter the pH
balance of the leather, causing it to age prematurely. Cover areas that the
cleaning solution could damage. Use the following procedure for cleaning
leather:
CAUTION: Solvent cleaners and alcohol should not be used on leather

upholstery.
• Clean leather upholstery with a soft bristle brush, and vacuum

where necessary.
• Wipe the leather upholstery with a soft, damp cloth.
• Soiled upholstery may be cleaned with the approved products
available from Quest Aircraft Company. Avoid soaking or harsh
rubbing.
Carpets
To clean carpets, first remove loose dirt by use of a vacuum. For soiled
spots and stubborn stains, use a nonflammable, dry cleaning fluid. Floor
carpeting may be cleaned in the same manner as any household carpet.
Service

® ®
Section 8
WINDSHIELD AND WINDOWS
CAUTION:
• When cleaning acrylic or polycarbonate windows, use only solvent-
free, nonabrasive, anti-static cleaners. Do not use gasoline, alcohol,
benzene carbon tetrachloride, thinners, acetone, or glass window
cleaning sprays.
• Never dry rub the surfaces of interior or exterior acrylic or
polycarbonate windows. Dull or scratched windows may be polished
using a special acrylic polishing compound.
• Use only nonabrasive cotton cloth or genuine chamois to clean
acrylic or polycarbonate windows. Newspaper-type products, and
some paper towels, are highly abrasive and will cause fine scratches.
1. Prior to cleaning, allow window surfaces to cool.

2. When cleaning the exteriors of acrylic or polycarbonate windows, rinse
away all dirt particles before applying a cloth or chamois. Remove
grease or oil using a soft cloth saturated with kerosene, then rinse with
clean, fresh water.
3. Using a moist cloth or chamois, gently wipe window surfaces clean of
all contaminates.
4. Apply acrylic/polycarbonate cleaner to one area at a time, then wipe
away with a soft, cotton cloth.
5. Dry the windows using a dry, nonabrasive cotton cloth or chamois.
NOTE:
• Wiping with a circular motion may cause glare rings. Wipe in the
same direction as the normal flow of wind to help prevent this
condition.
• To prevent scratching from dirt accumulated on the cloth, fold the
cloth to expose a clean area after each pass.
ENGINE CARE
Engine Compartment Cleaning

The engine compartment may be cleaned using a suitable solvent. The
most efficient cleaning is accomplished by using a spray-type cleaner.
Prior to performing a spray cleaning, ensure that protection is provided
for components which might be adversely affected by the solvent. Refer
to the KODIAK® 100 Airplane Maintenance Manual of proper lubrication of
controls and components after engine cleaning.
Service
Engine Compressor Wash

Instituting a regular compressor wash program will result in an increase in
performance and service life of the hot section components. A compressor

® ®
Section 8
wash ring is installed on the top of the engine adjacent to the air inlet
screen to facilitate regular washing of the compressor section.
Compressor washes may be performed by motoring the engine with the
starter. Depending on the nature of the operating environment and the type
of deposits in the engine gas path, different compressor wash methods may
be used to remove salt, dirt or other baked-on deposits which accumulate
over a period of time and cause deterioration in engine performance. A
desalination wash is performed solely for the purpose of removing salt
deposits. A performance recovery wash removes baked-on deposits
and improves engine performance. A motoring wash is performed at a
gas generator RPM of 14% Ng. The water, cleaning solution, and rinsing
solution are injected at different pressures, depending on the ambient
temperature and the type of wash method being accomplished.
The frequency and method of washing is determined by the operating
environment. If the aircraft is operated in a continuous salt‑laden
environment, a desalination wash is recommended following the last
flight of the day and should be accomplished as a motoring wash.
Occasional operation in salt‑laden environments may necessitate a
weekly desalination wash accomplished with the motoring method. Less
severe and more general operating environments are not as conducive
to rapid buildup of deposits, but may eventually lead to deterioration in
performance, necessitating a performance recovery wash at intervals of
100-200 hours.
A variety of cleaning agents are recommended for mixing with water to
form the cleaning solution to be used for compressor washes. The mixture
proportion is not identical for all cleaning solutions. Depending on the
prevailing ambient temperature, aviation kerosene and methanol must
be added to the cleaning solution in varying proportions. Quality drinking
water should be used when performing a motoring wash. For more
information concerning compressor washes, refer to the Pratt & Whitney
Canada PT6A-34 Maintenance Manual.
Compressor Turbine Blade Wash

Pratt & Whitney Canada has developed a procedure for performing a
compressor turbine blade motoring wash. This technique facilitates the
removal of contaminants from the compressor turbine blade surfaces,
which increases the blade service life. With this method, a water (or water
and methanol) solution is injected directly into the combustion chamber
through a special spray tube installed in one of the igniter plug ports.
This method of engine wash does not replace the need for accomplishing
regular engine compressor washes for performance recovery or
desalination purposes.
Compressor turbine blade washing is accomplished using potable water
at ambient temperatures of 2°C (36°F) and greater. Water/methanol
solutions may be used at temperatures lower than 2°C (36°F). Refer to
the Pratt & Whitney Canada PT6A-34 Maintenance Manual for solution
Service
strengths, washing procedures, and limitations.

® ®
Section 9
100 S E R I E S SUPPLEMENTS
SECTION 9
SUPPLEMENTS
GENERAL
This section of the Pilot’s Operating Handbook contains FAA Approved
Supplements necessary to safely and efficiently operate the KODIAK®
when it is equipped with optional systems or equipment not provided
with the standard airplane, or for special operations not included in the
Pilot’s Operating Handbook. Supplements are miniature versions of the
main POH and contain information corresponding to most sections of the
manual. Information contained in a supplement adds to, supersedes, or
replaces similar data in the basic manual.
LOG OF SUPPLEMENTS
A Log of Supplements is provided and may be used as a “Table of
Contents” for this section. It is the owner’s responsibility to ensure any
equipment installed on the airplane is accomplished in accordance
with an approved STC, or other approval method, and that the proper
supplement, if applicable, is contained in the handbook and properly
recorded in the Log of Supplements.
Supplement status can be found at www.questaircraft.com.
Supplements

Supplements

® ®
Section 9
100 S er ies LOG OF SUPPLEMENTS
Log of Supplements
It is the owner’s responsibility to ensure that the supplements applicable to their airplane
are contained in this manual and properly recorded in the Log of Supplements. Not all
supplements included with your POH/AFM, or those listed below, may be applicable to
your airplane.
Supplement status can be found at www.questaircraft.com.
Supplement Release
Title Equipped?
Number Date
AM901.001 S-TEC Autopilot and Yaw Damper 08/31/09 □
AM901.002 Hartzell Pitch–Latch Equipped Propeller 08/31/09 □
AM901.003 Parachute Operations 08/31/09 □
AM901.004 TKS Ice Protection System 12/14/09 □
AM901.005 Cargo Doors Removed Kit 01/28/11 □
AM901.006 External Cargo Compartment 05/08/14 □
AM901.007 Garmin GWX Weather Radar 09/10/13 □
AM901.008 Oversized Tires and Landing Weight 01/10/14 □
AM901.009 Garmin GFC 700 AFCS 08/29/14 □
AM901.010 Voice Data Recorder 07/07/15 □
AM901.011 Third Independent Static Port 06/07/18 □
AM901.012 Equipment Box Mount 02/11/16 □
AM901.014 KHF 1050, HF Communication System 04/10/19 □
AM901.015 Honeywell KN 63, Distance Measuring Equipment 04/10/19 □
AM901.101 Brazilian Certified Airplanes 02/27/12 □
AM901.102 Mexican Certified Airplanes 04/16/12 □
AM901.103 Chinese Certified Airplanes 09/23/13 □
AM901.104 Venezuelan Certified Airplanes 11/29/13 □
AM901.105 IAC AR Certified Airplanes 10/13/14 □
AM901.106 Japanese Registered Airplanes 02/10/15 □
AM901.107 EASA Certified Airplanes 05/18/17 □
AM901.108 Chilean Certified Airplanes 08/09/16 □
Log of Supp.
Pilot’s Operating Handbook AM901.1_1

Log of Supp.
AM901.1_2 Pilot’s Operating Handbook

Section 9
S-Tec Autopilot
100 SERIES S -T EC AU TO PI LOT
S-TEC AUTOPILOT AND YAW DAMPER

KODIAK 100 POH/AFM Supplement AM901.001
INTRODUCTION
When the S-TEC System Fifty Five X (55X) Autopilot and yaw damper is
installed in the KODIAK 100, this Supplement is applicable and must be
inserted in the Supplement section (Section 9) of the KODIAK 100 Pilot’s
Operating Handbook and FAA Approved Airplane Flight Manual. This
document must be carried in the airplane at all times. Information in this
supplement adds to, supersedes, or deletes information contained in the
basic KODIAK 100 POH/AFM.
Pilot’s Operating Handbook Supplement 9.1_1

Section 9
S-Tec Autopilot
S -T EC AU TO PI LOT 100 SERIES
This Page Intentionally Left Blank
9.1_2 Pilot’s Operating Handbook Supplement

Section 9
S-Tec Autopilot
S-TEC Autopilot and Yaw Damper Supplement

Table of Contents
CONTENTS PAGE
GENERAL��9.1_5
LIMITATIONS��9.1_8
EMERGENCY PROCEDURES��9.1_9
AUTOPILOT MALFUNCTION�� 9.1_9
YAW DAMPER MALFUNCTION��9.1_10
ALTITUDE LOSS��9.1_10
SYSTEM FAILURE AND CAUTION ANNUNCIATIONS��9.1_10
NORMAL PROCEDURES��9.1_12
GENERAL��9.1_12
AUTOPILOT PREFLIGHT TESTS��9.1_12
IN-FLIGHT PROCEDURES��9.1_13
HEADING MODE��9.1_13
ALTITUDE HOLD MODE��9.1_14
VERTICAL SPEED MODE��9.1_14
ALTITUDE PRE-SELECT��9.1_15
GPS TRACKING AND GPS APPROACH��9.1_16
GPS Approach (With Vertical Guidance) (WAAS)��9.1_17
VOR TRACKING AND VOR-LOC APPROACH��9.1_17
ILS INTERCEPT AND TRACKING��9.1_18
YAW DAMPER OPERATION��9.1_19
FLIGHT DIRECTOR OPERATION��9.1_19
DISENGAGING THE AUTOPILOT��9.1_20
PERFORMANCE��9.1_20
WEIGHT AND BALANCE��9.1_20
AIRPLANE & SYSTEMS DESCRIPTIONS��9.1_20
AUTOPILOT��9.1_20
FLIGHT DIRECTOR ��9.1_21
AUTOPILOT ON - G1000 ANNUNCIATIONS ��9.1_23
FLIGHT DIRECTOR ONLY - G1000 ANNUNCIATIONS��9.1_23
FD/AP OFF - G1000 ANNUNCIATIONS ��9.1_23
YAW DAMPER��9.1_27
HANDLING, SERVICE & MAINTENANCE��9.1_28

Section 9
S-Tec Autopilot

Section 9
S-Tec Autopilot
9.1-1 GENERAL
The System Fifty Five X is a rate based autopilot. A turn coordinator hidden
behind the instrument panel provides turn rate. When in control of the roll
axis, the autopilot senses roll/yaw rate, as well as closure rate to the selected
course, and the non-rate quantities of heading error, course error, and course
deviation indication. When in control of the pitch axis, the autopilot senses
vertical speed, acceleration, and closure rate to the selected glideslope,
along with the non-rate quantities of altitude and glideslope deviation
indication. These sensed data provide feedback to the autopilot, which
processes them in order to control the aircraft through the use of servos
coupled to the control system. The roll servo is coupled to the ailerons. The
pitch servo is coupled to the elevator. Activation of roll axis control must
always precede activation of pitch axis control.
The pitch auto-trim function senses when the airplane needs to be trimmed
about the pitch axis and responds by driving the trim servo in the proper
direction to provide trim. The trim servo is coupled to the elevator trim wheel
in the cockpit and thereby to the elevator trim tabs.
The yaw damper senses lateral acceleration at the tail, and responds by
driving the yaw servo in the proper direction to provide damping. The yaw
servo is coupled to the rudder.
Refer to the S-TEC Pilot’s Operating Handbook – Fifty Five X dated
November 30, 2007 or later for full operational procedures and descriptions
of implemented modes. The System 55X POH also contains detailed
procedures for accomplishing GPS and VOR course tracking, front course
and back course localizer approaches, and glideslope tracking.
NO T E : The KODIAK 100 implementation of the System 55X Autopilot

does not utilize the CWS (Control Wheel Steering).

Section 9
S-Tec Autopilot
The following modes are provided in the KODIAK 100 installation of the
S-TEC 55X Autopilot:
Annunciation
Mode Task
on Computer
Roll Axis Control
Heading Mode Turn to heading HDG
Hold heading
Navigation Mode Intercept and track: NAV
VOR course
GPS course
Navigation LOC approach front course inbound NAV APR
Approach Mode VOR approach inbound
Reverse Mode Outbound leg of VOR approach REV
Reverse Approach Mode LOC approach back course inbound REV APR
Navigation GPS Steering GPS steer along course NAV GPSS
Mode
Pitch Axis Control
Altitude Hold Mode Hold present altitude ALT
Altitude Capture Capture a selected altitude ALT VS
Vertical Speed Mode Hold vertical speed VS
Glideslope Mode Intercept and track ILS glideslope GS
Electric Pitch Trim Reduce load on autopilot servos when TRIM
needed (a separate electric pitch trim servo
is installed and connected to the pitch trim
wheel)
Yaw Axis Control
Yaw Damper Yaw damping function Switch position
Table 9.1-1 – Autopilot Modes

Section 9
S-Tec Autopilot
Figure 9.1-1 – S-TEC 55X System Diagram

Section 9
S-Tec Autopilot
9.1-2 LIMITATIONS
1. Autopilot operation is prohibited above 18,000 feet MSL.
2. Autopilot operation is prohibited below 100 KIAS.
3. The autopilot must be disengaged for missed approach, go-around, and
balked landing.
4. The autopilot must be disengaged for flap transitions.
5. Maximum Flap deflection is limited to 20° while the autopilot is engaged.
6. The autopilot must be disengaged for takeoff and landing.
7. The Yaw Damper must be disengaged for approach, takeoff, and landing.
8. The following limitations apply for VOR, GPS, and ILS Glideslope and
localizer intercept, capture, and tracking:
a. The autopilot must be disengaged for operations below the Decision
Height or the Minimum Descent Altitude.
b. The autopilot must be disengaged for operations below 300 feet AGL.
c. The autopilot must be disconnected during the approach if the course
deviation exceeds 50%. The approach should only be continued by
hand-flying the airplane.
d. The ILS is to be flown at 100 KIAS and 20° flaps, or at 110 – 130 KIAS
and 0° flaps.
e. The flaps should be configured to 20° with the autopilot disengaged
and prior to the Outer Marker.
9. The S-TEC Pilot’s Operating Handbook – Fifty Five X dated March 15,
2007 or later must be carried in the airplane and available to the pilot while
in flight.

Section 9
S-Tec Autopilot
9.1-3 EMERGENCY PROCEDURES

AUTOPILOT MALFUNCTION
Any failure or malfunction of the electric trim or autopilot can be overridden
by use of the control yoke. If any type of runaway occurs, disengage the
autopilot by pressing the autopilot disconnect button on the yoke and
disengage the trim systems by placing the trim disconnect switch on the
yoke to the DISCONNECT position (aft). The autopilot disconnect switch
may be pressed using the left thumb and the trim disconnect switch may be
disconnected by using the left forefinger.
1. Airplane Control................................................... MAINTAIN MANUALLY
2. Autopilot (if engaged)...........................................................DISENGAGE
3. Trim Disconnect Switch.................................................... DISCONNECT
4. Manual Pitch Trim Wheel................................RETRIM AS NECESSARY
5. Flight.................................................................. CONTINUE MANUALLY
CAUT I ON : The flap trim compensation will not operate with the trim
disconnect switch disconnected. Utilize the manual pitch trim wheel to
compensate for trim changes caused by flap transitions.
Autopilot Disconnect
Switch
Trim Disconnect
Switch
Electronic Pitch
Trim Dual Switch
Figure 9.1-2 – Autopilot and Trim Disconnect Switches

Section 9
S-Tec Autopilot
YAW DAMPER MALFUNCTION

Any failure or malfunction of the yaw damper can be overridden by use of the
rudder pedals. If a yaw damper runaway occurs, disengage the yaw damper
by turning the yaw damper master switch to OFF. The yaw damper master
switch is located just below the autopilot computer on the instrument panel.
1. Airplane Control................................................... MAINTAIN MANUALLY
2. Yaw Damper Master Switch...............................................................OFF
3. Flight............................... CONTINUE WITHOUT USING YAW DAMPER
ALTITUDE LOSS
Maximum altitude lost during a roll, pitch, or yaw axis autopilot or yaw
damper malfunction is as follows:
Flight Phase Bank Angle Change Altitude Loss

Climb 59 600
Cruise 60 500
Descent 60 800
Maneuvering 40 100
Approach 29 100
Table 9.1-2 – Altitude Loss
SYSTEM FAILURE AND CAUTION ANNUNCIATIONS

Annunciations for the autopilot are shown on both the G1000 (top center
of the PFD) and the S-Tec 55X autopilot computer. If “FAIL” annunciation
is shown in the G1000 Autopilot Annunciation Block (see the figure below),
immediately disengage the autopilot and execute a go-around or missed
approach as appropriate. Do not attempt to troubleshoot the problem until
a safe altitude and maneuvering area are reached or a safe landing is
completed.
Figure 9.1-3 – G1000 Autopilot Annunciations
NO T E : The G1000 Annunciation block will also display the following

annunciations when activated: AP (Autopilot), FD (Flight Director), and YD
(Yaw Damper).

Section 9
S-Tec Autopilot
Figure 9.1-4 – S-Tec 55X Autopilot Computer Annunciations
Annunciation Condition Action

Flashing RDY for 5 Autopilot disconnected. All None.
seconds with audible annunciations except RDY are
tone. cleared.
Flashing RDY with Hidden turn coordinator gyro speed Check power to autopilot turn
audible tone then is too low. Autopilot disengages and coordinator.
annunciator goes out. cannot be re-engaged.
Flashing NAV, REV Off navigation course by 50% Use HDG mode until problem
or APR needle deflection or more (if is corrected.
previously less than 50% needle
deflection).
Flashing NAV, REV, Invalid radio navigation signal. Check NAV radio for proper
or APR with steady reception and identification.
FAIL Use HDG mode until problem
is corrected.
Flashing VS Excessive vertical speed error Reduce commanded VS as
compared to selected vertical appropriate.
speed. Usually occurs in climb
when the airplane is not able to
maintain the selected vertical speed.
Flashing GS Off glideslope centerline by 50% Check attitude and power.
needle deflection or more (if Adjust power as appropriate
previously less than 50% needle to maintain glideslope.
deflection).
Flashing GS with Invalid glideslope radio navigation Disconnect autopilot and
steady FAIL signal. initiate go-around or missed
approach procedure. Inform
ATC.
Flashing GS plus ALT GS mode manually disabled by Re-enable (if desired) by
pressing the APR button after the pressing the APR mode
GS mode was active. button.
Table 9.1-3 – System Failure and Caution Annunciations

Section 9
S-Tec Autopilot
9.1-4 NORMAL PROCEDURES

GENERAL
NO T E : Refer to the “Airplane and System’s Descriptions” section of this
supplement for a description of the autopilot and yaw damper.
The autopilot is integrated with the Garmin G1000 to allow altitude preselect
using the G1000 altitude bug and knobs. The vertical speed is selected
at the autopilot computer. The altitude preselect feature is activated by
selecting the desired level-off altitude in the G1000, simultaneously pressing
the ALT and VS buttons on the autopilot computer, and then selecting the
desired Vertical Speed using the selector knob on the autopilot computer.
WARNI NG : The pilot must properly monitor and control the engine power
to avoid stalling the airplane while using altitude hold or vertical speed
modes. The minimum operating speed with the autopilot engaged is 100
KIAS.
AUTOPILOT PREFLIGHT TESTS

1. Master Switch......................................................................................ON
2. Avionics Bus Switch.............................................................................ON
3. Autopilot Master Switch....................................................ON and NOTE:
All autopilot annunciators illuminate for 5 seconds on both the G1000 and
the autopilot computer. When the hidden turn coordinator gyro has reached
operational RPM, the RDY annunciator appears.
4. Heading Mode........................................................TEST AS FOLLOWS:
a. Center the HDG bug on the G1000 by pressing the HDG knob on the
PFD.
b. Select HDG mode on the autopilot computer and note that HDG is
annunciated on the G1000 and the autopilot computer.
c. Rotate the HDG knob on the G1000 and note that the control wheels
follow the movement of the knob and heading bug.
d. Re-center the heading bug and note that the control wheels stop
moving.
5. Vertical Speed.........................................................TEST AS FOLLOWS:
a. Press the VS button on the autopilot computer and note that VS and +0
are annunciated on the autopilot computer. Only VS is annunciated on
the G1000.
b. Rotate the control knob on the autopilot computer to select 500 FPM up
(+5). After a short delay, verify the control yoke moves aft.
c. Rotate the VS control knob to 500 FPM down (-5). After a short delay,
verify the control yoke moves forward.
6. Altitude Hold...........................................................TEST AS FOLLOWS:
a. Press the ALT button on the autopilot computer and note that ALT is
annunciated on the G1000 and the autopilot computer. Verify the VS
annunciations are no longer shown and the yokes do not move.

Section 9
S-Tec Autopilot
7. Auto-Trim Test................................................PERFORM AS FOLLOWS:

a. While still in altitude hold, pull aft of the control yoke and verify the
TRIM is annunciated on the G1000 and the autopilot computer and the
automatic trim system drives the elevator trim wheel and indicator nose
down.
b. Push forward on the control yoke and verify TRIM is annunciated on
the G1000 and the autopilot computer and the automatic trim system
drives the elevator trim wheel and indicator nose up.
8. Overpower Test..............................................PERFORM AS FOLLOWS:
a. .Grasp the control yoke and input left aileron, right aileron, nose up, and
nose down to overpower the autopilot. Overpower action should be
smooth in each direction with no noise or jerky feel.
9. Radio Navigation Check................................PERFORM AS FOLLOWS:
a. Tune a valid frequency into the NAV 1 radio and select VOR 1 using
the CDI softkey on the PFD.
b. Select NAV mode on the autopilot computer and move the OBS knob
on the G1000 so that the VOR deviation needle moves left or right.
Note that the control yokes follow the direction of needle movement.
10. Autopilot Disconnect Test.............................PERFORM AS FOLLOWS:
a. Press the Autopilot Disconnect Switch on the control yoke and note that
the autopilot disengages and the aural tone is present.
b. Move the control yoke to verify that it moves freely with no control
restriction or binding.
IN-FLIGHT PROCEDURES
1. The RDY annunciation........SHOWN on G1000 and Autopilot Computer
2. Airplane................................................ TRIM for existing flight conditions
HEADING MODE
1. Begin by selecting a heading on the HSI within 10° of the current aircraft
heading.
2. Press the HDG button on the autopilot computer. The HDG annunciation
will be shown on the G1000 and the autopilot computer and the airplane
will turn to the selected heading.
3. Use the HSI heading bug to make heading changes as desired.

Section 9
S-Tec Autopilot
ALTITUDE HOLD MODE

1. Manually fly the airplane to the desired altitude and level off.
NO T E : For the smoothest transition to altitude hold, the airplane rate

of climb or descent should be less than 100 FPM when “Altitude Hold” is
selected.
2. Press HDG or NAV to engage a roll mode. The associated annunciation

will be shown on the G1000 and the autopilot computer.
NO T E : A roll mode must be engaged prior to engaging a pitch mode.
3. Press the ALT button on the autopilot computer. The ALT annunciation
will be shown on the G1000 and the autopilot computer. The autopilot will
hold the present altitude.
NO T E : Do not manually fly the airplane off the selected altitude, as

the autopilot will not disengage altitude hold mode and the autopilot will
command a pitch change to recapture the altitude when the control input
is released. Also, the automatic trim will run while manually flying off the
selected altitude, thus causing the aircraft to be in an out-of-trim condition
when the autopilot is disengaged or the controls are released.
4. The set altitude can be modified by rotating the VS/Modifier knob on the
autopilot computer. Clockwise rotation will increase and counterclockwise
rotation will decrease altitude approximately 20 feet for each “click.” The
maximum adjustment is ±360 feet. Adjustments greater than 360 feet can
be made by selecting VS mode and flying the airplane to the new altitude,
then re-engaging ALT mode at the desired altitude.
VERTICAL SPEED MODE
1. Begin by manually establishing the airplane at the desired vertical speed.
2. Press HDG or NAV to engage a roll mode. The associated annunciation
will be shown on the G1000 and autopilot computer.
NO T E : A roll mode must be engaged prior to engaging a pitch mode.
3. Press the VS button on the autopilot computer to engage the vertical

speed mode. When the mode is engaged, the autopilot will synchronize to
and hold the vertical speed at the time the mode was engaged.
NO T E : The vertical speed is displayed in 100-foot increments at the far

right of the autopilot computer display next to the VS annunciation. A plus
(+) value indicates a climb and a negative (-) value indicates a descent.

Section 9
S-Tec Autopilot
4. Vertical speed can be adjusted by rotating the VS knob on the autopilot

computer. Clockwise rotation increases and counterclockwise rotation
decreases the selected rate of climb or descent 100 FPM for each “click.”
The maximum selectable vertical speed is ±3000 FPM.
NO T E : A flashing VS mode annunciator indicates excessive error

between the actual vertical speed and the selected vertical speed (usually
in a climb). The pilot should adjust power or reduce the commanded
vertical speed as appropriate to remove the error. The minimum operating
speed with the autopilot engaged is 100 KIAS.
ALTITUDE PRE-SELECT
1. The G1000 altitude bug may be used to preselect an altitude for the
autopilot to level off. The altitude can be above or below the current
altitude and the vertical speed selected through the autopilot should be
appropriate for the desired altitude change. Once the altitude is selected
using the altitude knobs on the G1000, the altitude and vertical speed
can be coupled by the autopilot by simultaneously pressing the ALT and
VS buttons on the autopilot computer. ALT and VS will be displayed on
the G1000 and the autopilot computer. The ALT annunciation is shown
as white on the G1000 because it is armed, but not active. The VS
annunciation is shown as green on the G1000 because it is active. When
the autopilot captures the selected altitude and levels off, VS disappears
and ALT will be shown as green because it is now the active mode.
NO T E : If an altitude is selected that requires an opposite vertical

speed from that which is selected, the VS annunciation will flash but the
airplane will follow the selected vertical speed and will not level off since
the selected vertical speed is taking the airplane away from the selected
altitude.
2. As the airplane nears the selected altitude, the system automatically

reduces vertical speed command in 100 FPM increments to provide a
smooth and slow transition to the selected altitude.

Section 9
S-Tec Autopilot
GPS TRACKING AND GPS APPROACH

1. Ensure the GPS satellite signal and RAIM are available.
2. Ensure the CDI is set to GPS on the G1000.
3. Select the desired course on the HSI and establish a desired intercept
heading.
4. Press the NAV button on the autopilot computer twice. The NAV and
GPSS mode annunciators will illuminate.
NO T E : If the course needle is at full-scale deviation, the autopilot will

establish the airplane on a heading for a 45° intercept with the selected
course. As the airplane approaches the course, the autopilot will smoothly
shallow the intercept angle. The pilot may select an intercept angle other
than the standard 45° by setting the desired intercept heading with the
HDG bug, pressing and holding HDG on the autopilot computer, and then
pressing NAV twice also on the autopilot computer (HDG, NAV and GPSS
will be displayed). When the on-course intercept turn begins, the HDG
mode will disengage and the annunciator will disappear.
NO T E : During the intercept sequence, the autopilot operates at maximum

gain and sensitivity (130% of standard rate turn). When the selected
course is intercepted and the course deviation needle is centered, the
autopilot will transition into course tracking mode. The system will remain
at maximum sensitivity for approximately 15 seconds while the wind
correction angle is established. The maximum turn rate is then reduced
to 45% standard rate. Approximately 60 seconds later, the maximum turn
rate is reduced to 15% standard rate.
5. Use the HDG mode to accomplish procedure turns and holds. Reengage
GPSS to complete the approach when exiting a hold or procedure turn.
CAUT I O N: If HDG mode is not used to accomplish the procedure turn

or hold, and the autopilot is left in GPSS mode, it will intercept the inbound
holding leg course on the CDI and continue to fly that course without
holding as published.

Section 9
S-Tec Autopilot
GPS APPROACH (WITH VERTICAL GUIDANCE) (WAAS)

When conducting a WAAS approach with the NAV GPSS mode engaged, the
autopilot will execute the entire lateral approach sequence (i.e., intercept and
track front outbound course, complete procedure turn, intercept and track
front inbound course).
In addition, the autopilot will execute the following vertical approaches:

1. LPV (precision and LNAV/VNAV)
2. LNAV+V (non-precision)
Once on the front inbound course, the NAV APR mode must be engaged
in order to intercept and track either GPS glideslope listed above. The
remainder of the approach should be flown like a Straight-In ILS.
CAUT I O N : The aircraft will not automatically level off at the Decision
Height (DH) or Minimum Descent Altitude (MDA). The pilot must maintain
an awareness of their altitude at all times, and disconnect the autopilot at
DH or MDA for either a landing or Go-Around (GA).
VOR TRACKING AND VOR-LOC APPROACH

1. Begin with a reliable VOR or LOC signal selected on NAV 1 or 2 of the
G1000.
2. Select VOR 1 or 2 as appropriate on the G1000 CDI.
3. Select the desired course on the HSI and establish a desired intercept
heading.
4. Press the NAV button on the autopilot computer. NAV will be annunciated
on the G1000 and the autopilot computer.
NO T E : For station passage, it is recommended to switch to HDG mode

when 1 mile or less from the station with the HDG set as desired to
maintain a steady track on the course.
NO T E : Another method which provides smooth changes in course while

enroute (flying airways) is to program the route as a flight-plan in the
G1000 and utilize the GPSS mode of the autopilot.
5. For increased sensitivity during an approach, press the APR button on the
autopilot computer. Both NAV and APR annunciations will be shown on
the G1000 and the autopilot display.

Section 9
S-Tec Autopilot
ILS INTERCEPT AND TRACKING

1. Begin with a reliable ILS signal selected on NAV 1 or NAV 2 of the G1000.
2. Select LOC 1 or 2 as appropriate using the G1000 CDI softkey.
3. Verify the inbound course is selected on the HSI
4. Establish an intercept heading using the G1000 heading bug and the HDG
mode on the autopilot computer.
5. Establish an intercept altitude using the ALT mode of the autopilot.
6. Using the autopilot computer, press and hold HDG and then press APR
(HDG, NAV, APR, and ALT annunciated).
7. Once the aircraft is within 50% needle deflection of the localizer centerline
and more than 10% needle deflection below the glideslope the GS
(glideslope) mode will automatically arm (GS).
NO T E : The armed glideslope mode can be subsequently disabled by

pressing the APR mode selector switch. The GS annunciation will flash
to acknowledge this. To then re-arm the glideslope mode, press the
APR mode selector switch again. The GS annunciation will immediately
extinguish, but reappear after one second.
NO T E : With the glideslope armed, once the aircraft reaches 5%

Glideslope Deviation Indication (GDI) needle deflection below the
glideslope, the ALT annunciation will extinguish to indicate engagement
of the glideslope mode and the Glideslope Mode annunciation will change
from white (armed) to green (active).
NO T E : If the approach positions the aircraft slightly above the glideslope,

then manual engagement of the glideslope mode can be instantly achieved
by pressing the ALT button on the autopilot computer.
CAUT I O N: Manual engagement of the glideslope mode when the

aircraft is positioned above the GS centerline will cause a more aggressive
intercept toward the glideslope. Do not manually engage the glideslope
mode if the glideslope needle deflection is greater than 10% above center.
8. The GS annunciation will flash whenever the needle deflection exceeds

50% or the glideslope signal is lost. If the glideslope signal is lost, the
FAIL annunciation will also be shown.
9. At the decision height or 300 feet AGL (whichever occurs first), disengage
the autopilot to land or execute a missed approach.

Section 9
S-Tec Autopilot
YAW DAMPER OPERATION

1. Trim the aircraft for the current phase of flight using the rudder trim switch
located on the control pedestal.
2. Place the yaw damper master switch in the ON or AUTO position. The
AUTO position will engage the yaw damper only if the autopilot is also
engaged.
3. Center the slip skid indication on the G1000 using the Trim Knob on the
yaw damper switch panel.
4. Disengage the yaw damper prior to approach and landing. To disengage
the yaw damper, place the yaw damper master switch in the OFF position.
NO T E : It is recommended that the yaw damper be turned off and the

airplane re-trimmed using the rudder trim switch on the control pedestal
after transitioning to a different phase of flight (climb, cruise, and descent),
and then reengaging the yaw damper. This will help unload the yaw
servo and also prevent an out-of-trim condition when the yaw damper is
disengaged.
NO T E : The yaw damper trim knob is sensitive and only requires small
movements to center the displaced slip/skid indication. The trim feature
is designed to “zero out” the accelerometer. For best results from the yaw
damper, it is recommended to trim the airplane with the yaw damper turned
off using the rudder trim switch on the control pedestal, and then engage
the yaw damper and zero out the yaw damper accelerometer using the yaw
damper trim knob (center the slip/skid indication).
FLIGHT DIRECTOR OPERATION

Engaging FD Only
1. Engage Flight Director only by selecting FD on the three-way autopilot
master switch.
2. S-TEC AUTOPILOT : Select a roll mode (HDG, NAV, NAV APR, REV, REV
APR, NAV GPSS)
3. S-TEC AUTOPILOT : Engage a pitch mode (ALT, VS)
NO T E : The Flight Director Command Bars will not appear unless a roll
mode (HDG, NAV, NAV APR, REV, REV APR, NAV GPSS) AND a pitch
mode (ALT, VS) are selected.
Engaging AP/FD from the FD Switch Position

1. Autopilot three-way switch: Toggle switch to FD/AP
2. Operate Autopilot

Section 9
S-Tec Autopilot
Engaging FD Only from the FD/AP Switch Position

1. S-TEC AUTOPILOT: Select a roll mode (HDG, NAV, NAV APR, REV, REV
APR, NAV GPSS)
2. S-TEC AUTOPILOT: Engage a pitch mode (ALT, VS)
3. Autopilot Three-Way Master Switch: Toggle switch to FD (audible alert will
sound)
WARNI NG : When disengaging the autopilot, the pilot must be prepared

to assume aircraft control. Out-of-trim forces could be present that will
require immediate pilot action.
4. Pilot the aircraft according to the Flight Director Steering Command Bars
(as desired).
DISENGAGING THE AUTOPILOT

1. Disconnect the autopilot using either:
• Autopilot Disconnect Switch
• OFF position on the three-way autopilot switch
WARNI NG : When disengaging the autopilot, the pilot must be prepared

to assume aircraft control. Out-of-trim forces could be present that will
require immediate pilot action.
2. Manually pilot the aircraft.
9.1-5 PERFORMANCE
No change.
9.1-6 WEIGHT AND BALANCE

No change.
9.1-7 AIRPLANE & SYSTEMS DESCRIPTIONS

AUTOPILOT
The airplane is equipped with an S-Tec System 55 X two-axis Automatic
Flight Control System (Autopilot). The autopilot programmer/computer is
installed in the instrument panel just below the Multi Function Display.

Section 9
S-Tec Autopilot
The autopilot roll axis uses an inclined gyro in a turn coordinator which
is installed behind the instrument panel and is not visible for use in flight.
The autopilot uses this turn coordinator as the primary turn and roll rate
sensor. In addition to the turn coordinator instrument, the roll axis computer
computes steering commands for turns, navigation intercepts, and tracking.
Roll axis steering is accomplished by autopilot steering commands to the roll
servo which is installed in the left wing.
The pitch computer receives altitude data from the altitude encoder pressure
transducer which is plumbed into the static system, acceleration information
from an accelerometer, and glideslope information from the HSI and both
NAV radios. Pitch axis command for altitude hold, vertical speed hold, and
glideslope tracking is accomplished by pitch computer commands to the
autopilot pitch servo which is installed in the aft fuselage.
The pitch servo contains a switch to engage the pitch trim servo (auto-trim)
whenever the forces at the pitch servo exceed a set value. The auto-trim
function will not work if the trim disconnect switch (located just forward of the
control yoke) is in the disconnect position. The TRIM annunciation flashing
without any movement of the elevator trim wheel would be an indication of
this.
Altitude preselect is provided through the G1000. An altitude may be
selected using the G1000 Altitude Knobs, the selected altitude is shown
in the window and the altitude bug will be positioned along the altitude
tape. The autopilot will automatically level the airplane off at the selected
altitude when both the VS mode is engaged and the ALT mode is armed.
To accomplish this, simultaneously press the ALT and VS buttons on the
autopilot computer. On the G1000, active modes are annunciated in green
and armed modes are annunciated in white. Therefore, the annunciations
will be shown as ALT and VS on the G1000.
All autopilot mode selection is accomplished using the mode select
buttons and VS/modifier knob on the autopilot computer. Annunciations
for the autopilot system are displayed on both the G1000 and the autopilot
computer. Refer to “Figure S1-3” and “Figure S1-4” for illustrations of the
G1000 annunciations and the autopilot computer annunciations.
FLIGHT DIRECTOR
The flight director is a navigational aid that is overlaid on the Attitude
Indicator. This overlay will provide the pilot with visual cues of the suggested
aircraft attitude based on the autopilot mode the pilot has selected (i.e.
heading, altitude, Glideslope). Refer to “Figure S1-6” for detailed mode
information.
Figure 9.1-5 – Flight Director Bars (Magenta)

Section 9
S-Tec Autopilot
FD (Flight Director) FD/AP (Flight Director / Autopilot)

If the Autopilot is engaged and When the Autopilot Master Switch is set to the FD/AP
Autopilot Master Switch is set to position and a roll mode (HDG, NAV, NAV APR, REV,
the FD position, an audible alert REV APR, NAV GPSS) AND pitch mode (ALT, VS) are
will sound, the roll servo and pitch selected (as shown in “Figure S1-6”), the autopilot will
servo will disengage, and the FD steer the aircraft toward the Steering Command Bars,
annunciation will appear on the until the ARS is tucked into them. The FD bars provides a
Remote Annunciator (as shown in visual indication of how accurately the autopilot is track-
“Multiple Modes” of “Figure S1-9”) ing its own roll and pitch commands.
to acknowledge that the FD mode
is engaged. The pilot must steer the
aircraft toward the Steering Com-
mand Bars, until the ARS is tucked FD/AP
into them. The FD provides a visual
indication of how accurately the
pilot is tracking the autopilot’s roll FD
and pitch commands. A typical
view of the FD with the FD mode
engaged is shown in “Figure S1-7.” OFF
Figure 9.1-6 – AP Master Switch,

FD/AP Mode Engaged
Autopilot
Autopilot HDG ALT
Computer
Annunciation
Block
FD Bars
Displayed
Figure 9.1-7 – G1000 PFD With FD Bars Present

Section 9
S-Tec Autopilot
AUTOPILOT ON - G1000 ANNUNCIATIONS

The autopilot mode of operation is determined by referencing the entire
annunciation block. When the autopilot master switch is in the AP/FD
position, the mode of operation is shown in the annunciation block as follows:
FD/AP
RDY FD/AP
No Modes Selected
AP HDG ALT FD
FD
One Mode (Heading) Selected
AP HDG ALT
Multiple Modes (Heading and Altitude) Selected
OFF
OFF
Figure 9.1-8 – AP Master Switch, FD/AP Mode Engaged
FLIGHT DIRECTOR ONLY - G1000 ANNUNCIATIONS

When the autopilot master switch is placed in the FD position, the autopilot
servos are disengaged and the pilot must now manually steer the aircraft
to match the flight director command bars as signaled by FD being shown
on the annunciation block and an aural autopilot disconnect tone. The
annunciation block for this condition is as follows:
RDY FD/AP
No Modes Selected
HDG ALT
FD
One Mode (Heading) Selected
FD HDG ALT
Multiple Modes (Heading and Altitude) Selected, OFF
Flight Director Command Bars Displayed
Figure 9.1-9 – AP Master Switch, FD Mode Engaged
NO T E : The Flight Director Command Bars and the FD Annunciation will

not appear unless a roll mode (HDG, NAV, NAV APR, REV, REV APR, NAV
GPSS) AND a pitch mode (ALT, VS) are selected.
FD/AP OFF - G1000 ANNUNCIATIONS

When the AP/FD master switch is in the OFF position, the annunciation block
OFF
is shown as follows: FD/AP
FD FD
Flight Director and Autopilot OFF

OFF
FD/AP
Figure 9.1-10 – AP Master Switch, All Modes OFF

Section 9
S-Tec Autopilot
RDY (Ready)
Illuminates when the autopilot is ready for engagement. When the airplanes
Master Switch, Avionics Bus Switch and the Autopilot Master Switch are
turned on and the rate gyro RPM is correct, the RDY annunciation will be
shown indicating the autopilot is ready for the functional check and operation.
The autopilot cannot be engaged unless the RDY annunciation is shown and
the G1000 initial AHRS alignment is complete.
HDG (Heading) Mode

When HDG is selected, the autopilot will engage the HDG mode, fly the
airplane to, and hold the heading set on the HSI. For the smoothest
transition to HDG mode, it is recommended that the airplane be aligned to
within 10° of the selected heading before engaging HDG. The HDG mode
is also used in combination with the NAV mode to set up a pilot selected
intercept angle to a course.
GPSS (GPS Steering) Mode

When navigating using GPS, pressing NAV twice will cause the autopilot
to enter GPSS for smoother tracking and transitions between waypoints.
When GPSS is selected, the autopilot computer receives ground speed
and bank angle signals that are calculated and converted to a commanded
turn rate. The turn rate is then scaled and converted to a DC heading error
signal that is compatible with the autopilot. The end result is an autopilot that
can be directly coupled to the roll steering commands produced by the GPS
Navigation signal.
REV (Reverse Course) Mode

When REV is selected, the autopilot will automatically execute high
sensitivity gain for an approach where tracking the front course outbound
or tracking the back course inbound is required. The APR and REV
annunciations will be shown on the G1000 and the autopilot computer when
REV is selected.
APR (Approach) Mode

When APR is selected, the autopilot provides increased sensitivity for
approaches.

Section 9
S-Tec Autopilot
GS (Glideslope) Mode
The autopilot glideslope function will capture and track an ILS glideslope.
The following conditions must be met for at least 1 second to automatically
arm the GS mode:
1. The appropriate NAV receiver must be tuned to the appropriate ILS
frequency.
2. The ILS signal must be valid – no NAV or GS failure annunciations shown
on the PFD.
3. The CDI must be set to LOC 1 or LOC 2 as appropriate.
4. The autopilot must be in NAV/APR/ALT modes.
5. The aircraft must be within 50% CDI needle deflection of the Localizer
centerline.
6. The aircraft must be more than 10% below center on the glideslope
indicator.
If it is necessary to disable the glideslope mode after it has been

automatically armed, press the APR mode button on the autopilot computer.
The GS annunciation will flash to acknowledge this. To then re-arm the
glideslope mode, press the APR mode button on the autopilot computer
again. The GS annunciation will immediately extinguish, and then reappear
after one second if all of the above conditions (1-5) are still met.
With the glideslope mode armed, once the aircraft arrives at 5% below center
on the glideslope indicator, the ALT annunciation will disappear to indicate
engagement of the glideslope mode.
To manually engage the GS mode the following conditions must be met:
1. The appropriate NAV receiver must be tuned to the appropriate ILS
frequency.
2. The ILS signal must be valid – no NAV or GS failure annunciations shown
on the PFD.
3. The CDI must be set to LOC 1 or LOC 2 as appropriate.
4. The autopilot must be in NAV/APR/ALT modes.
5. Ensure the aircraft is not greater than 10% above the glideslope
centerline.
6. Press the ALT button on the autopilot computer.
CAUT I O N : Manual engagement of the glideslope mode when the

aircraft is positioned above the GS centerline will cause a more aggressive
intercept toward the glideslope. Do not manually engage the glideslope
mode if the glideslope needle deflection is greater than 10% above center.
The GS annunciation will flash whenever the glideslope indicator needle

deflection exceeds 50%, or a glideslope failure occurs. Whenever a
glideslope failure occurs the FAIL annunciation will also be displayed.

Section 9
S-Tec Autopilot
ALT (Altitude Hold) Mode

When ALT is selected, the autopilot will hold the altitude at the time the
mode was selected. Altitude hold will not engage if an autopilot roll mode
is not engaged. Altitude correction for enroute barometric changes may be
made by rotating the VS/Modifier knob on the autopilot computer. Clockwise
rotation will increase and counterclockwise rotation will decrease altitude
approximately 20 feet for each “click”. The maximum adjustment is ±360
feet. Adjustment greater than 360 feet can be made by selecting the VS
mode and flying the airplane to the new altitude and then reengaging ALT
mode.
The G1000 altitude bug may be used to preselect an altitude for the autopilot
to level off at. The altitude can be above or below the current altitude and
the vertical speed selected through the autopilot should be appropriate for
the desired altitude change. Once the altitude is selected using the altitude
knobs on the G1000, the altitude and vertical speed can be coupled by the
autopilot by simultaneously pressing the ALT and VS buttons on the autopilot
computer. ALT and VS will be displayed on the G1000 and the autopilot
computer. The ALT annunciation is shown as white on the G1000 because
it is armed, but not active. The VS annunciation is shown as green on
the G1000 because it is active. When the autopilot captures the selected
altitude and levels off, VS disappears and ALT will be shown as green
because it is now the active mode.
NO T E : If an altitude is selected that requires an opposite vertical

speed from that which is selected, the VS annunciation will flash but the
airplane will follow the selected vertical speed and will not level off since
the selected vertical speed is taking the airplane away from the selected
altitude.
As the airplane nears the selected altitude, the system automatically reduces
vertical speed command in 100 FPM increments to provide a smooth and
slow transition to the selected altitude.
VS (Vertical Speed) Mode

When VS is selected, the autopilot will synchronize to and hold the vertical
speed at the time the mode was selected. Vertical Speed mode will not
engage if an autopilot roll mode is not engaged. The vertical speed selection
is displayed in 100 foot increments at the far right of the autopilot computer
display next to the VS annunciation. A plus (+) value indicates a climb and
a negative (-) value indicates a descent. The selected vertical speed can
be adjusted by rotating the VS/Modifier knob on the autopilot computer.
Clockwise rotation increases and counterclockwise rotation decreases the
rate of climb or descent 100 FPM for each “click”. The maximum selectable
vertical speed is ±3000 FPM.

Section 9
S-Tec Autopilot
YAW DAMPER
The yaw damper serves to dampen excessive adverse yaw by sensing
lateral acceleration at the tail and applying rudder inputs through the yaw
servo. Prior to turning the yaw damper on, ensure the aircraft is trimmed in
the yaw axis (slip/skid indication centered) using the rudder trim switch on
the control pedestal.
The yaw damper will operate anytime the yaw damper master switch is place
in the ON position and is not dependent on the autopilot being engaged in
this mode. If the switch is placed in the AUTO position, the yaw damper will
only operate when the autopilot is engaged (any mode except RDY). When
the yaw damper is operating, the YD annunciation will be present in the
annunciation block of the G1000 system.
The yaw damper trim knob is used to center the slip/skid indication when
the yaw servo is engaged. Rotate the trim knob clockwise to center the slip/
skid indication if the indicator is displaced to the right. Rotate the trim knob
counterclockwise to center the slip/skid indication if the indicator is displaced
to the left.
NO T E : The yaw damper trim knob is sensitive and only requires small
movements to center the displaced slip/skid indication. The trim feature
is designed to “zero out” the accelerometer. For best results from the yaw
damper, it is recommended to trim the airplane with the yaw damper turned
off using the rudder trim switch on the control pedestal, and then engage
the yaw damper and zero out the yaw damper accelerometer using the yaw
damper trim knob (center the slip/skid indication).
NO T E : It is recommended that the yaw damper be turned off and the

airplane re-trimmed using the rudder trim switch on the control pedestal
after transitioning to a different phase of flight (climb, cruise, and descent),
and then reengaging the yaw damper. This will help unload the yaw
servo and also prevent an out-of-trim condition when the yaw damper is
disengaged.
Figure 9.1-11 – Yaw Damper Master Switch Figure 9.1-12 – Yaw Damper Trim Knob

Section 9
S-Tec Autopilot
9.1-8 HANDLING, SERVICE & MAINTENANCE

No change.

Section 9
100 SERIES PI TC H - L ATC H PRO PE L L E R
HARTZELL PITCH–LATCH EQUIPPED PROPELLER

Pitch-Latch Prop
INTRODUCTION
When the optional HC-E4N-3PY / D9511FSB pitch-latch equipped propeller
is installed in the KODIAK 100, this Supplement is applicable and must be
inserted in the Supplement section (Section 9) of the KODIAK 100 Pilot’s
Operating Handbook and FAA Approved Airplane Flight Manual. This
basic KODIAK 100 POH/AFM.

Section 9
PI TC H - L ATC H PRO PE L L E R 100 SERIES
Pitch-Latch Prop

Section 9
Hartzell Pitch–Latch Equipped Propeller

Table of Contents
Pitch-Latch Prop
CONTENTS PAGE
GENERAL��9.2_5
DESCRIPTIVE DATA�� 9.2_5
POWERPLANT LIMITATIONS�� 9.2_5
PROPELLER SYSTEM OPERATING LIMITATIONS�� 9.2_5
ENGINE CONTROL OPERATING LIMITATION�� 9.2_5
POWERPLANT INSTRUMENT MARKINGS�� 9.2_6
CHECKLIST PROCEDURES�� 9.2_6
BEFORE STARTING�� 9.2_6
STARTING�� 9.2_6
ENGINE SHUTDOWN�� 9.2_7
PROPELLER�� 9.2_8

Section 9
Pitch-Latch Prop

Section 9
9.2-1 GENERAL
DESCRIPTIVE DATA
Number of Propellers.................................................................................. 1
Propeller Manufacturer................................................Hartzell Propeller Inc.
Pitch-Latch Prop
Propeller Model Number..................................... HC-E4N-3PY / D9511FSB
Number of Propeller Blades........................................................................ 4
Propeller Diameter....................................................................95-96 inches
Propeller Type: Constant speed, full feathering, reversible, hydraulically

actuated aluminum-bladed propeller.
Blade Angles (measured at the 30 inch radius)

Feathered Blade Angle............................................................... 86.1° ± 0.5°
Low Pitch Blade Angle............................................................... 17.5° ± 0.1°
Maximum Reverse Pitch.............................................................. -10° ± 0.5°
Start Lock Blade Angle................................................................. 1.4° ± 0.2°
9.2-2 LIMITATIONS
POWERPLANT LIMITATIONS
Propeller Diameter
Maximum........................................................................................96 inches
Minimum.........................................................................................95 inches
Blade Angles (measured at the 30 inch radius)

Feathered Blade Angle............................................................... 86.1° ± 0.5°
Low Pitch Blade Angle............................................................... 17.5° ± 0.1°
Maximum Reverse Pitch.............................................................. -10° ± 0.5°
Start Lock Blade Angle................................................................. 1.4° ± 0.2°
PROPELLER SYSTEM OPERATING LIMITATIONS

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

Flight operation with the engine power lever retarded below idle (beta
mode) is prohibited. Flight operation in beta mode may result in an engine
overspeed condition and consequent loss of engine power or loss of airplane
control. Operating in beta mode quickly produces high amounts of drag
which could result in a rapid loss of altitude or complete loss of control.

Section 9
POWERPLANT INSTRUMENT MARKINGS

Red Line Green Arc Yellow Arc Red Line
Instrument (Minimum (Normal (Caution (Maximum
Limit) Operating) Range) Limit)
Pitch-Latch Prop
Propeller RPM 1900 to 2200 450 to 1050 2200

––
Indicator RPM RPM RPM
Table 9.2-1 – Powerplant Instrument Markings

No change.

CHECKLIST PROCEDURES
BEFORE STARTING
Note the position of the propeller blades:
1. If Feathered:
Propeller Lever..............................................................................FEATHER
Power Lever.......................................................................................... IDLE
CAUT I O N: If the propeller is feathered and the propeller control is in the

forward position when the engine is started, the aircraft may surge forward
uncontrolled as the propeller blades move from feathered to flat pitch (if
the airplane is a floatplane version and on the water).
2. If Flat Pitch:
Propeller Lever............................................................................. MAX RPM
Power Lever.......................DO NOT MOVE from engine shutdown position
STARTING
1. Perform normal starting procedures.
2. If the propeller is in flat pitch before starting, the propeller blades will
be held in the flat pitch position by the start-locks with the power lever
positioned aft of the IDLE position. The power lever must be moved slightly
further aft into REVERSE to unlatch the blades before moving the power
lever forward to IDLE.
CAUT I O N: If the power lever is moved forward out of BETA and into the
forward thrust range with the start locks still engaged, damage to the lock
mechanisms may occur.
3. If the propeller is feathered and the propeller lever is in the FEATHER

position, perform normal starting procedures.

Section 9
ENGINE SHUTDOWN
Predetermine the desired position of the propeller blades when the engine
is stopped. The propeller blades may be placed in either flat pitch or the
feathered position.
Pitch-Latch Prop
1. To Shut Down with the Blades Feathered:
Power Lever.......................................................................................... IDLE
Propeller Lever..............................................................................FEATHER
Condition Lever...............................................................................CUTOFF
2. To Shut Down with the Blades in Flat Pitch:
Propeller Lever............................................................................. MAX RPM
Power Lever.......................... AFT of IDLE approximately 1 inch to peak Np
NO T E : Do not move the power lever from this position after the engine
stops.
Fuel Condition Lever.......................................................................CUTOFF
CAUT I ON : If the propeller fails to engage the start locks (due to

misalignment of the power lever) the blades will slowly move into the
feather position. The propeller control must be moved to the FEATHER
position prior to starting the engine or considerable thrust will be produced
upon engine start as the propeller unfeathers rather than the anticipated
zero thrust.
9.2-5 PERFORMANCE
No change.

The Equipment List and Empty Weight and Balance data must reflect this
propeller installation.

Section 9

PROPELLER
For water operations, it may be undesirable to feather the propeller when
the engine is stopped after landing the aircraft. If the engine is subsequently
Pitch-Latch Prop
started with the propeller in the feathered position, residual thrust

complicates docking and handling of the aircraft.
To prevent feathering the propeller, as during normal engine shutdown, this
propeller incorporates spring-energized latch pins, called auto high pitch stop
units. Two units are installed on the propeller cylinder. When the propeller
RPM is approximately 800 or above, centrifugal force disengages the latch
pins from the piston allowing it to move as needed between the reverse and
feather stops. When the RPM falls below this value, a spring in each auto
high pitch stop unit overcomes the centrifugal force on the latch pin, causing
it to retract into the cylinder and engage the piston, preventing it from moving
in the feather direction. To engage the stop units upon engine shutdown,
the power control must be placed into the reverse thrust position before
stopping the engine. Upon stopping, a large spring in the propeller moves it
toward the feathered position, but as the RPM decays below approximately
800, the retracted latch pins engage the piston, preventing the propeller from
feathering.
Upon starting the engine, the propeller is already in flat pitch. What little
thrust is generated while starting the engine does not present a handling
problem for the aircraft. To disengage the latches before taxi and flight, the
power lever must be placed momentarily in the reverse thrust position while
at low power. This removes the lateral friction force from the latch pins and
prevents them from being damaged by application of power. After adding
sufficient power to advance the RPM above 800, the latch pins move to an
outward position and remain there, allowing full control of the propeller.
Other than the operations utilizing the pitch latch pins, the propeller operates
identically to the standard HC-E4N-3P / D9511FSB propeller. Consult the
basic Pilot’s Operating Handbook and FAA Approved Airplane Flight Manual
for a brief description of the propeller’s functional characteristics.

Refer to Hartzell Manual No. 149 “Propeller Owner’s Manual” for general
maintenance applicable to this propeller.

Section 9
100 SERIES PA R AC H U T E O PE R AT I O N S
PARACHUTE OPERATIONS
INTRODUCTION
When the optional Parachute Operations Kit is installed on the KODIAK
100, this Supplement is applicable and must be inserted in the Supplement
section (Section 9) of the KODIAK 100 Pilot’s Operating Handbook and FAA
Approved Airplane Flight Manual. This document must be carried in the
airplane at all times. Information in this supplement adds to, supersedes, or
Parachute Ops
deletes information contained in the basic KODIAK 100 POH/AFM.

Section 9
PA R AC H U T E O PE R AT I O N S 100 SERIES

Parachute Ops

Section 9
Parachute Operations
Table of Contents
CONTENTS PAGE
GENERAL��9.3_5
INTRODUCTION�� 9.3_5
WITH MANUAL ACTIVATION OF PARACHUTE�� 9.3_6
Parachute Ops
WITH AUTOMATIC (STATIC LINE) ACTIVATION OF PARACHUTE�� 9.3_6
ALL TYPES OF JUMP OPERATIONS�� 9.3_6
WEIGHT AND BALANCE LIMITATIONS�� 9.3_7
REQUIRED PLACARDS�� 9.3_8
ENGINE EMERGENCIES��9.3_11
BRACE FOR IMPACT POSITION��9.3_11
ABNORMAL PROCEDURES��9.3_11
CHECKLIST PROCEDURES��9.3_12
BEFORE STARTING��9.3_12
BEFORE TAKEOFF��9.3_12
APPROACHING DROP ZONE��9.3_12
DESCENT��9.3_13
LOADING PARACHUTISTS��9.3_13
DROPPING PARACHUTISTS��9.3_13
INTRODUCTION��9.3_15
VERTICAL SLIDING JUMP DOOR��9.3_16
WIND DEFLECTOR��9.3_16
INTERNAL GRAB BAR��9.3_16
EXTERNAL GRAB BAR��9.3_16
JUMP STEP��9.3_16
PARACHUTIST RESTRAINTS��9.3_17
JUMP LIGHTS AND SWITCHES��9.3_17
VIDEO CAMERA AND MONITOR��9.3_18
PARACHUTE STATIC LINE ATTACHMENT��9.3_18

Section 9

Parachute Ops

Section 9
9.3-1 GENERAL
INTRODUCTION
The Parachute Operations Installation is designed to accommodate
parachute jumping operations by manual or automatic deployment. The
installation includes the following items:
• Transparent vertical sliding door made of polycarbonate
• Wind deflector – installed inside the fuselage at the aft edge of the cargo
door
• Internal grab bar
• External grab bar
• Step – located aft of the cargo door outside of the fuselage
Parachute Ops
• Jump signal lights and switches
• Video camera – mounted on the lower aft portion of the left wing
• Video monitor and recorder – located on the left interior sidewall aft of
the cargo door
• Static line attachment – located on the right interior sidewall across from
the cargo door
• Rear view mirror – located just below the magnetic compass
The following figure outlines the four allowable combinations of the above
items:
Item/System
Static Line Attachment
Jump Video System

Jump Signal Lights
External Grab Bar
Internal Grab Bar
Rear View Mirror
Configuration
Wind Deflector
Jump Door
Jump Step
A X X X X X X X X X
B X X X X X X X X
C X X X X X X X X
D X X X X X X X
Table 9.3-1 – Allowable Combinations
As shown by the above figure, the jump video system and static line
attachment are not required to be installed for parachute operations.

Section 9
9.3-2 LIMITATIONS
WITH MANUAL ACTIVATION OF PARACHUTE
1. Due to space constraints, the maximum number of jumpers aft of red line
at FS 111 at one time is 5.
2. Due to space constraints, the maximum number of jumpers at fwd part of
jump door (FS 146) at one time is 2.
3. Due to space constraints, the maximum number of jumpers at aft part of
jump door (FS 163) at one time is 2.
4. Only 1 jumper may utilize the external jump step at a time.
Parachute Ops
WITH AUTOMATIC (STATIC LINE) ACTIVATION OF PARACHUTE

1. For jumper safety, the maximum number of jumpers aft of red line at FS
111 at one time is 3 (2 jumpers and 1 jumpmaster).
2. The static line length must not exceed 135 inches and must allow a
minimum of 2 inches clearance between the open end of the deployment
bag and the leading edge of the horizontal tail.
3. The external grab bar and foot step must not be used during static line
parachuting.
4. Outside and inside handholds must not be used for static line attachment.
ALL TYPES OF JUMP OPERATIONS

1. The maximum number of parachutists to be carried is 15. This number
may be further limited by the weight and cg envelope and the provision of
approved parachutist restraints.
2. The transient cg limit must be observed during all jump operations
regardless of the number of jumpers allowed aft of the red line.
3. All passenger seats must be removed.
4. Parachutist restraints rated at 1500 pounds conforming to TSO-C22f
must be installed and used for each jumper during taxi, takeoff, and
landing (if applicable). These restraints shall include the following
features:
• Restraint length adjustment mechanism
• An anchor compatible with the KODIAK 100 seat tracks
• A quick release mechanism for attachment to the parachute harness
5. Parachutist restraints shall be used in accordance with the guidance
provided in Report DOT/FAA/AM-98/11.
6. Jump door must be closed during takeoff, climb, descent and landing.
7. Parachutes must be worn by the crew during the entire parachute
operation.

Section 9
8. Dropping is only allowed during straight, horizontal, coordinated, and

unaccelerated flight, with the flaps at 20°.
9. Maximum operating airspeed with cargo door removed (jump door open)
is 120 KIAS.
10. Minimum airspeed with the jump door open is 70 KIAS.
11. Maximum indicated airspeed during parachute dropping (green jump
signal light ON) is 80 KIAS.
12. Maximum bank angle while maneuvering with the jump door open (amber
jump signal light ON) is 10 degrees.
13. Intentional stalls are prohibited with the jump door open.
Parachute Ops
14. All loose equipment in the cabin must be secured or stowed.
15. If rapid descents are used that will achieve Vmo airspeed, they shall be
accomplished with the jump door closed and in coordinated flight only.
WEIGHT AND BALANCE LIMITATIONS
Center of Gravity Range

Forward C.G. Limit (5,000 lb or less)....................63.90 inches aft of datum
(14.00% MAC)
Forward C.G. Limit (6,750 lb)................................69.42 inches aft of datum
(Linear variation from 5,000 lb to 6,750 lb) (22.50% MAC)
Aft Limit, up to 6,750 lb.........................................80.78 inches aft of datum
(40.00% MAC)
Aft Transient Limit.................................................84.02 inches aft of datum
(45.00% MAC)
WARNIN G: The aft transient limit of 45.00% MAC is ONLY allowed

while the airplane is in the jump condition (75 KIAS, 20° Flaps, Maximum
Bank Angle of 10°, level and coordinated flight). Flight tests have been
accomplished up to this transient CG limit to ensure safe operation of the
aircraft in a limited flight envelope (jump condition only). DO NOT exceed
the aft transient limit of 84.02 inches aft of datum (45.00% MAC) as the
aircraft will become unstable and loss of control may occur.
Mean Aerodynamic Chord (MAC)

Leading Edge MAC...............................................54.81 inches aft of datum
MAC Length..............................................................................64.92 inches
Reference Datum.....................................................Forward face of firewall

Section 9
PARACHUTE OPERATIONS CG ENVELOPE

7000
6500
6000
WEIGHT (LB)
5500
5000
4500
4000
Parachute Ops
3500
3000
12 14 16 18 20 22 24 26 28 30 32 34 36 38 40 42 44 46
CG LOCATION % MAC
CG ENVELOPE TRANSIENT LIMIT
Figure 9.3-1 – Parachute Operations Center of Gravity Envelope
REQUIRED PLACARDS
1. Located on interior and exterior of the vertical sliding door:
LIFT DOOR TO OPEN
OPEN
CLOSED
1 SLIDE FINGERS UNDER SEAL
2 AND LIFT DOOR UNTIL OPEN
100-750-2603

Section 9
2. Located centered on the red CG Limit Line:
MANUAL PARACHUTE STATIC LINE PARACHUTE

ACTIVATION ACTIVATION
MAXIMUM (5) JUMPERS MAXIMUM (3) JUMPERS AFT

AFT OF RED LINE OF RED LINE
100-750-2601
3. Located centered on the red CG Limit Line and on the wind deflector:
MAXIMUM RATED LOADS:
Parachute Ops
EXTERNAL STEP 260 LB (118 kg)
EXTERNAL HOLD 613 LB (278 kg)
4. Located on the wind deflector:
NOT A HAND RAIL.

DO NOT GRASP WIND
DEFLECTOR. 100-750-2609
5. Located centered between the aft two windows on the right cabin sidewall
and on the aft cabin bulkhead:
PARACHUTIST RESTRAINTS
REQUIRED DURING TAXI,
TAKEOFF, AND LANDING
(FOR JUMP OPERATIONS ONLY)
100-750-2606

Section 9
6. Located on the interior of the sliding door:
DOOR TO REMAIN CLOSED

DURING TAXI, TAKEOFF,
AND LANDING
(FOR JUMP OPERATIONS ONLY)
100-750-2607
7. Located adjacent to the handle of the door closing mechanism (if

Parachute Ops
equipped):
8. Located on the instrument panel:

Section 9

ENGINE EMERGENCIES
Engine Failure or Engine Fire During Takeoff Roll
Follow the instructions provided in the main body of this manual and in
addition, if possible, all parachutists shall brace for impact until the aircraft
has come to a complete stop. Evacuate the aircraft through the nearest
available exit. Exit the immediate area around the aircraft in the direction of
the tail.
Engine Failure or Engine Fire Shortly After Takeoff
Parachute Ops
addition, if possible, all parachutists shall bail out if height above ground and
the nature of the emergency allows for a deployment of parachutists. Take
into consideration that during an emergency jump, the last parachutist must
leave the aircraft at a minimum height of 600 feet AGL.
Otherwise, all parachutists shall retain their seat position and brace for
impact to help prevent injuries. Once the aircraft has come to a stop,
evacuate the aircraft through the nearest exit, in the planned order of
jumping. Exit the immediate area around the aircraft in the aft direction.
Engine Failure or Engine Fire During Flight
addition, if possible, all parachutists shall bail out if height above ground and
the nature of the emergency allows for a deployment of parachutists. Take
into consideration that during an emergency jump, the last parachutist must
leave the aircraft at a minimum height of 600 feet AGL.
Any parachutists who have not evacuated the aircraft while it is passing
a height of 600 feet AGL must ensure their restraint is secured and brace
for impact to help prevent injuries. Once the aircraft has come to a stop,
evacuate the aircraft through the nearest exit in the planned order of
jumping. Exit the immediate area around the aircraft in the aft direction.
BRACE FOR IMPACT POSITION

Since the parachutists will be facing aft, the proper brace for impact position
for parachutists is to lean toward the front of the aircraft onto the person or
barrier behind them.
ABNORMAL PROCEDURES
Jump Door Fails to Close After Parachutist Deployment
1. Flaps......................................................................................................0°
2. Airspeed..............................................................................100-120 KIAS
3. Approach...................................................................................NORMAL
4. Landing......................................................................................NORMAL
NO T E : Airspeeds below 100 KIAS with the flaps at 0° may result in

increased cabin buffeting and/or exhaust fumes.

Section 9

CHECKLIST PROCEDURES
BEFORE STARTING
In addition to the normal checklist items:
1. Parachutist Operation brief........................................................COMPLETED
2. Parachutist Emergency Evacuation brief...................................COMPLETED
3. Red Jump Light..........................................................................................ON
4. Jump Door........................................................................................ CLOSED
5. Parachutist Restraints...................................ANCHORED TO TRACKS AND
SECURED TO PARACHUTES
Parachute Ops
6. Tail Stand.......................................................................................REMOVED
BEFORE TAKEOFF
In Addition to the Normal Checklist Items:
1. Pilot’s Parachute..................................................................................CHECK
APPROACHING DROP ZONE

1. Minimum 5 minutes prior to dropping....................................... ATC REPORT
2. After clearance received............................................. AMBER JUMP LIGHT ON
3. 8 nm from Drop Zone...................................................... PROCEED DIRECT
4. Flaps...........................................................................................................20°
5. Power Lever............................................................................ 400-800 FT LB
6. Propeller......................................................................................... 2000 RPM
7. Airspeed.............................................................................................75 KIAS
8. Overhead Drop Zone.................................................. GREEN JUMP LIGHT ON
CAUT I O N: Observe altitude and airspeed. No climb allowed. Maintain

75 KIAS.
9. After drop completed................................................................ ATC REPORT

10. Jump Door.......................................................................... VERIFY CLOSED
NO T E : Due to air loads on the jump door while in flight, the door may
not close completely at airspeeds greater than 80 KIAS. If an inadvertent
attempt is made to close the door at an airspeed greater than 80 KIAS and
the door does not close completely, reduce airspeed to 70-80 KIAS to allow
the door to close on its own.

Section 9
DESCENT
Recommended Rapid Descent procedure:
1. Jump Door........................................................................................ CLOSED
2. Flaps.............................................................................................................0°
3. Power Lever............................................................................................ IDLE
4. Propeller Lever............................................................................... MAX RPM
5. Airspeed....................................AT PILOT’S DISCRETION (Up to 182 KIAS)
(Coordinated Flight Only)
WARNI N G: If parachutists remain in cabin during descent, make sure

their Automatic Activation Device (AAD) is disabled. Also, limit the rate of
descent to a maximum of 2000 ft/min.
Parachute Ops
LOADING PARACHUTISTS
1. Position the aircraft on level ground and set the parking brake to prevent
inadvertent rolling.
2. Install the tail stand and load the parachutists through the cargo door one at
a time and ensure each jumper reaches their correct position before loading
the next parachutist.
3. The jumpmaster removes the tail stand and enters the aircraft last.
4. After the loading procedure is complete, the jumpmaster shall ensure the
jumpers are in the correct seating position and the safety restraints are
secured properly.
5. The jumpmaster then closes the jump door.
DROPPING PARACHUTISTS
1. Prior to illumination of the amber jump signal light, the pilot reduces the
airspeed to 75 KIAS and positions the flaps to 20°.
2. Once the amber jump signal light is illuminated, the jumpmaster removes
his or her restraint and opens the jump door.
3. Upon reaching the drop zone, the pilot illuminates the green jump signal
and the jumpers, commanded by the jumpmaster, take their jump position.
The final dropping point is determined by the jumpmaster.
4. During the drop process, the pilot maintains unaccelerated, coordinated,
straight and level flight.

Section 9
9.3-5 PERFORMANCE
There is no change in the aircraft’s takeoff, climb, cruise, or landing
performance with the parachutist operations installation installed and the
jump door closed.

The actual weight and balance of the aircraft must be calculated for all
flights, including the takeoff, intended jump positions and landing. The arms
of the jumpers in jump position are as follows:
Parachute Ops
Parachutist in forward part of door............................................146 Inches

Parachutist in aft part of door....................................................163 Inches
Parachutist on jump step...........................................................190 Inches
An aft transient CG limit of 45% MAC is permitted for the jump condition only
(75 KIAS, 20° Flaps, Maximum Bank Angle of 10°, level and coordinated
flight).
WARNI NG : The aft transient limit of 45.00% MAC is ONLY allowed

while the airplane is in the jump condition (75 KIAS, 20° Flaps, Maximum
aircraft in a limited flight envelope (jump condition only). DO NOT exceed
the aft transient limit of 84.02 inches aft of datum (45.00% MAC) as the
aircraft will become unstable and loss of control may occur.

Section 9
Figure 9.3-3 – Parachute Operations Fuselage Stations
Parachute Ops
INTRODUCTION
The Parachute Operations Installation is designed to accommodate
parachute jumping operations by manual or automatic deployment. The
installation includes the following items:
• Transparent vertical sliding door made of polycarbonate
• Wind deflector – installed inside the fuselage at the aft edge of the cargo
door
• External grab bar
• Step – located aft of the cargo door outside of the fuselage
• Jump signal lights and switches
• Video camera – mounted on the lower aft portion of the left wing
• Video monitor and recorder – located on the left interior sidewall aft of
the cargo door
• Static line attachment – located on the right interior sidewall across from
the cargo door
The cargo door and the passenger seats are removed for parachute
operations. To return the aircraft to a configuration where a pilot and nine
passengers may be carried in the aircraft, the cargo door and passenger
seats must be installed, the jump door secured in the open position, and the
following Parachute Operations items must be removed:
• Wind deflector
• Static line attachment cable

Section 9
VERTICAL SLIDING JUMP DOOR

The original cargo door is replaced by a vertical sliding door made from
transparent polycarbonate panels and aluminum hinges which are guided
in UHMW (plastic) rails. The door is opened by the jumpmaster and is
closed in flight by the pilot by pulling an overhead handle located at the flight
compartment overhead panel. The door remains in the closed position by
the weight of the door alone. The door must remain closed for all phases of
flight except for when the parachutists are preparing to jump or while jumping
(amber or green jump lights illuminated).
WIND DEFLECTOR
Parachute Ops
A wind deflector is installed just aft of the jump door to minimize airflow
buffeting within the cabin with the jump door open.
INTERNAL GRAB BAR

An internal grab bar is installed just inside of the jump door on the upper left
side of the fuselage. The grab bar is provided as a stabilizing hand hold for
parachutists.
EXTERNAL GRAB BAR

An external grab bar is installed outside of the jump door on the upper left
side of the fuselage. The external grab bar is provided as a stabilizing hand
hold for parachutists.
JUMP STEP
An external jump step is installed on the left side of the fuselage just aft of
the jump door.

Section 9
PARACHUTIST RESTRAINTS
Parachutist restraints are required for securing parachutists, during taxi,
takeoff, and landing (if necessary) and shall conform to TSO C22f. The
restraints are anchored to the seat rails and then looped around the
parachute horizontal back straps. The restraints shall be utilized as outlined
in FAA report number DOT/FAA/AM-98/11. An example of an acceptable
parachutist restraint is shown in the figure below.
Parachute Ops
Figure 9.3-4 – Parachutist Restraint
JUMP LIGHTS AND SWITCHES

A light panel with red, amber and green lights is installed in the rear of the
aircraft on the aft bulkhead to facilitate communications from the pilot to the
jumpmaster and parachutists. The lights are controlled by a three position
switch located on the upper left portion of the instrument panel. The signals
from the pilot to the jumpmaster are as follows:
Red Light....................................................................................... NO JUMP
(Parachutists Remain Seated with Jump Door Closed)
Amber Light..................................................................PREPARE TO JUMP
(Open Door)
Green Light......................................................................................... JUMP
(Overhead Drop Zone)
NO T E : The pilot/jumpmaster signal lights do not absolve the jumpmaster

and/or pilot of the responsibility to ensure the area is clear below the
aircraft.

Section 9
An additional jump light panel with green, white and red lights is installed on
the upper left portion of the instrument panel to facilitate communications
from the jumpmaster to the pilot. The lights are controlled by like colored
buttons located on the aft portion of the cargo door post. The signals from
the jumpmaster to the pilot are as follows:
Green Light............................................................................ Turn Right 10°
White Light.............................................. Hold Heading, Speed and Altitude
Red Light.................................................................................. Turn Left 10°
VIDEO CAMERA AND MONITOR

Parachute Ops
For debriefing purposes, an external camera is mounted on the underside of

the left wing to provide video of the jump door and the parachutists exiting
the airplane.
Also located on the aft portion of the jump door post is a video monitor/
recorder. The monitor displays and records video from the externally
mounted camera. Both the video camera and monitor are protected by a
circuit breaker on the circuit breaker panel labeled VIDEO.
To operate the video camera and monitor:
• Verify the video monitor electrical connections are connected (power to
USB connector on monitor and video input to the AV IN connector on
the monitor).
• Insert a memory card by opening the LCD monitor, slide open the SD
card cover and gently push the card into the SD slot until the card
reaches the bottom of the slot.
• Turn on aircraft power.
• Turn on the video monitor by opening the LCD monitor and pressing
and holding the power button for 1 second.
• Press the record button to start recording.
• Press the record button again to stop recording.
• Turn the monitor off by pressing the power button.
Refer to the camcorder “User’s Manual” for information on playing back
recordings.
PARACHUTE STATIC LINE ATTACHMENT

The parachute static line attachment is a horizontal fixture mounted to the
upper cabin structure on the right side of the cabin. The static lines are
hooked to a horizontal cable on the fixture and slide aft along the cable. The
static lines will trail across the floor to the door opening and then along the
side of the airplane as parachutists exit the cabin.

No change.

® ®
Section 9
100 SERIES TKS ICE PROTECTION
TKS ICE PROTECTION SYSTEM

KODIAK® 100 POH/AFM Supplement AM901.004
INTRODUCTION
When the TKS Ice Protection System is installed in the KODIAK® 100,
this Supplement is applicable and must be inserted in the Supplement
Section (Section 9) of the KODIAK® 100 Pilot’s Operating Handbook and
FAA Approved Airplane Flight Manual (POH/AFM). This document must be
carried in the airplane at all times. Information in this supplement adds to,
supersedes, or deletes information contained in the basic KODIAK® 100
POH/AFM.
TKS Ice Protection

TKS Ice Protection

® ®
Section 9
TKS ICE PROTECTION SYSTEM

Table of Contents
CONTENTS PAGE
GENERAL��9.4_5
OUTSIDE AIR TEMPERATURE LIMIT�� 9.4_5
ENVIRONMENTAL CONDITIONS�� 9.4_5
AIRSPEED LIMITATIONS�� 9.4_6
FLAP LIMITATIONS�� 9.4_6
MAXIMUM OPERATING ALTITUDE�� 9.4_6
TKS Ice Protection

AUTOPILOT�� 9.4_7
KINDS OF OPERATION EQUIPMENT LIST�� 9.4_7
APPROVED ICE PROTECTION FLUIDS�� 9.4_8
MINIMUM DISPATCH FLUID LEVEL�� 9.4_8
ICE PROTECTION FLUID LIMITS�� 9.4_8
MAXIMUM AVAILABLE SYSTEM OPERATING TIME�� 9.4_8
WINDSHIELD PUMP�� 9.4_8
INERTIAL SEPARATOR�� 9.4_8
Failure of TKS Ice Protection System��9.4_11
Low Pressure, TKS Ice Protection System��9.4_11
High Pressure or Low Quantity, Ice Protection Fluid��9.4_11
Low Flow Rate, TKS Ice Protection System��9.4_12
High Flow Rate, TKS Ice Protection System��9.4_12
Inadvertent Icing Encounter at Altitudes Above 20,000 FT��9.4_12
Inertial Separator Malfunction��9.4_12
Propeller TKS Ice Protection System Malfunction��9.4_13
Windshield TKS Ice Protection System Malfunction��9.4_13
Pitot Static Heat Failure��9.4_13
Stall Warning Heating Failure��9.4_13
High or Low Icing Speed��9.4_13
AIRSPEED FOR NORMAL OPERATIONS��9.4_14
PREFLIGHT INSPECTION��9.4_15
BEFORE TAKEOFF��9.4_16
ICE FORMATION DETERMINATION��9.4_17

® ®
Section 9
TKS ICE PROTECTION 100 SERIES
IN‑FLIGHT��9.4_17
AUTOPILOT��9.4_18
APPROACH AND LANDING��9.4_19
STALL SPEEDS WITH ICE ACCUMULATION��9.4_20
ENROUTE CLIMB GRADIENT WITH ICE ACCUMULATION��9.4_21
ENROUTE RATE OF CLIMB WITH ICE ACCUMULATION��9.4_22
LANDING DISTANCE��9.4_23
WEIGHT AND MOMENT TABLES��9.4_23
WEIGHING PROCEDURES��9.4_24
SYSTEM OPERATION��9.4_24
POROUS PANELS��9.4_26
PROPELLER PROTECTION��9.4_26
WINDSHIELD SPRAYERS AND PUMP��9.4_26
TKS Ice Protection
RESERVOIR TANK��9.4_26
FLUID QUANTITY INDICATION��9.4_27
MODES OF OPERATION��9.4_27
ICE INSPECTION LIGHTS��9.4_27
STALL WARNING SYSTEM��9.4_28
ANGLE OF ATTACK INDEXER (IF EQUIPPED)��9.4_28
LOW / HIGH AIRSPEED CAUTION SYSTEM��9.4_28
SWITCH FUNCTIONS��9.4_28
SYSTEM ANNUNCIATIONS��9.4_31
STORAGE��9.4_31
SERVICING��9.4_31

® ®
Section 9
9.4–1 GENERAL
The optional TKS Ice Protection System allows flight into known icing
conditions as defined by 14 CFR Part 25, Appendix C, Envelopes for
Continuous Maximum and Intermittent Maximum Icing. In icing conditions,
the airplane must be operated as described in the “Normal Procedures”
section of this supplement. Where specific operational speeds and
performance information have been established for such conditions, this
information must be used.
9.4–2 LIMITATIONS
OUTSIDE AIR TEMPERATURE LIMIT
Minimum outside air temperature limit for TKS fluid...................................-40°C
Do not activate the TKS system at temperatures less than -40°C.
ENVIRONMENTAL CONDITIONS
At the first sign of a TKS Ice Protection System malfunction, the aircraft
TKS Ice Protection

must immediately exit icing conditions.
In-flight icing conditions are defined as:
• Visually detected ice or the presence of visible moisture in any
form at an outside air temperature of 5°C (41°F) or less.
• Visible rain at temperatures below 5°C (41°F) OAT.
• Droplets that splash or splatter on impact at temperatures below
5°C (41°F) OAT.
• Accumulation of ice on the upper or lower surface of the wing, aft
of the protected area.
Known icing conditions are defined by 14 CFR Part 25, Appendix C (for IAC
AR certified airplanes, IAC AR Aviation Regulations Part 25, Appendix C).
These conditions do not include, nor were tests conducted in, all icing
conditions that may be encountered (e.g., freezing rain, freezing drizzle,
mixed conditions, or conditions defined as severe).
Pilots who encounter icing conditions which are outside the FAR defined
conditions must divert the flight promptly. Inadvertent operation in these
conditions may be detected by unusually extensive ice accumulating on
the airframe in areas not normally observed to collect ice.
If the airplane encounters conditions that are determined to contain
freezing rain or freezing drizzle, immediately exit the conditions by
changing altitude, turning back or, if clear air is known to be immediately
ahead, continuing on course.
NOTE : The National Weather Service’s Automated Surface Observing

Systems (ASOS) program does not provide reports of freezing drizzle. It
is the pilot’s responsibility to evaluate and understand weather along
the intended route and identify any potential weather hazards through
evaluation of current observations, Pilot Reports, Area Forecasts, AIRMETS,
SIGMETS, NOTAMS, etc.

® ®
Section 9
During ground icing conditions, takeoff must be accomplished within 5

minutes of completing the exterior surface inspection, unless the airplane
is operated in accordance with 14 CFR 135.227(b)(3).
Ground icing conditions are defined as:
• An outside air temperature of 5°C (41°F) or less with visible
moisture present (i.e. rain, drizzle, sleet, snow, fog, etc.).
• When operating on ramps, taxiways, or runways where surface
snow, ice, standing water, or slush may be ingested by the engine
or freeze on the engine, nacelle or engine sensor probes, or may
adhere to the aerodynamic surfaces.
• When conditions are conducive to active frost formation, for
example, a clear night with a dew point temperature/outside air
temperature difference of 3°C (5°F) or less.
AIRSPEED LIMITATIONS
The minimum airspeeds for operations in icing conditions with a fully
functional TKS Ice Protection System operating are:
TKS Ice Protection
Flaps 0°......................................................................................................110 KIAS

Flaps 10–20°.............................................................................................. 85 KIAS
Minimum holding speed:
Flaps 0°......................................................................................................120 KIAS
WARNING : Holding in icing conditions for longer than 45 minutes may

reduce margins and could result in inadequate handling and control
characteristics.
The maximum airspeed for operations in icing conditions with a fully

functional TKS Ice Protection System operating is:
Flaps 0°....................................168 KIAS or 190 KTAS, whichever is slower
FLAP LIMITATIONS
The flap settings for operations in icing conditions with a fully functional
TKS Ice Protection System operating are:
Climb............................................................................................................Flaps 0°
Cruise...........................................................................................................Flaps 0°
Landing............................................................................ Flaps 20° (Maximum)
Do not extend the flaps beyond 20° for landing with ice suspected on the
airframe or when operating in icing conditions.
MAXIMUM OPERATING ALTITUDE

The maximum operating altitude in icing conditions, or any flight
conditions with ice on the airplane, is 20,000 feet.

® ®
Section 9
AUTOPILOT
Autopilot operation is prohibited when operating in icing conditions that
are outside the 14 CFR 25, Appendix C (for IAC AR certified airplanes, IAC
AR Aviation Regulations Part 25, Appendix C) defined conditions in the
“Environmental Conditions” section of this supplement.

In addition to all equipment required for flight into Instrument
Meteorological Conditions (IMC), the following equipment must be
installed and fully operational for flight into known or forecast icing
conditions:
Kinds of Operation Equipment List
K
N
V I O
F F W
V R I R N
F F
R N R N I
TKS Ice Protection

I I C
D G D G I
System, Instrument, A H A H N
Equipment and/or Function Y T Y T G Comments

POH/AFM Supplement for the TKS Ice Accessible to the pilot
1 1 1 1 1
Protection System in flight.
Ice and Rain Protection
TKS Ice Protection leading edge
0 0 0 0 15
porous panels
Reservoir Tank, ice protection fluid 0 0 0 0 1
Pumps, TKS Ice Protection System 0 0 0 0 3
Propeller fluid slinger assembly 0 0 0 0 1
Windshield spray nozzles 0 0 0 0 3
Lift Transducer Heated Stall Warning
0 0 0 0 1
System
Pitot/Static Heat System 1 1 2 2 2
Dual Actuator Inertial Air Particle
1 1 1 1 1
Separator
Bleed Air Defrost System 0 0 0 0 1
Garmin G1000® Software
Configuration Option for TKS Ice 0 0 0 0 1
Protection System
Lighting
Ice Inspection Lights 0 0 0 0 2

® ®
Section 9
APPROVED ICE PROTECTION FLUIDS

The TKS Ice Protection System reservoir tank must be serviced with Kilfrost
TKS Sustain or with ice protection fluid conforming to British Specification
DTD 406B.
MINIMUM DISPATCH FLUID LEVEL

Dispatch into known or forecast icing conditions with less than 9.0 gallons
of ice protection fluid is prohibited. The pilot must ensure adequate
fluid quantity before each flight. Duration times for 9.0 gallon minimum
dispatch fluid level:
NORM................................................................................................... 90 Minutes
HIGH...................................................................................................... 45 Minutes
MAX....................................................................................................22.5 Minutes
ICE PROTECTION FLUID LIMITS
Usable Capacity..............................................................................16.0 Gallons
Tank Total Capacity........................................................................16.0 Gallons
TKS Ice Protection
MAXIMUM AVAILABLE SYSTEM OPERATING TIME

With the TKS Ice Protection System fluid reservoir tank full, the following
maximum operating times are available:
NORM Flow Duration....................................................160 Minutes (6 GPH)
HIGH Flow Duration......................................................80 Minutes (12 GPH)
MAX Flow Duration.......................................................40 Minutes (24 GPH)
CAUTION : Use of the TKS Ice Protection System windshield pump will
reduce the maximum available operating time of the system.
Continuous operation of the aircraft in conditions that promote ice

accumulation is prohibited.
WINDSHIELD PUMP
The windshield pump is rated for intermittent use only. Continuous
operation may damage the pump. Do not operate the windshield pump
longer than 10 seconds. Allow 10 seconds between operations.
WARNING : Use of the TKS Ice Protection System windshield pump may
obstruct your view due to residual ice protection fluid on the windshield.
Do not operate the TKS Ice Protection System windshield pump within 30
seconds of landing.
INERTIAL SEPARATOR
If the inertial separator is set to BYPASS at any point due to suspected or
actual icing conditions, do not return it to the NORMAL position until the
inertial separator door has been visually inspected and verified free of ice.

® ®
Section 9
REQUIRED PLACARDS
The following placards must be installed.
1. Located according to the reservoir tank configuration:
CONSOLE CONFIG. EXTERNAL CARGO COMPARTMENT

(ECC) CONFIG.
Placard located on the inside of OR Placard located inside the ECC on
the console arm rest above the TKS the TKS Ice Protection reservoir tank,
Ice Protection reservoir tank. beside the filler port.
TKS ICE PROTECTION

ANTI-ICE FLUID FILLER PORT
USE AL-5 (CONFORMING TO DTD 406B) OR
KILFROST TKS SUSTAIN ANTI-ICING FLUID
CAPACITY: 16.0 US GAL (60.6 LITERS)
TKS Ice Protection

MAXIMUM FILL
NOTE: ANY FLUID ABOVE THIS MARK
MAY OVERFLOW INTO CABIN
100-910-0118
2. Located in the upper left portion of the center instrument panel:
3. Located on the upper left portion of the pilot‑side instrument panel:
4. Located near the Anti-Ice Fluid Drain:
ANTI-ICE
FLUID DRAIN 100-910-0093

® ®
Section 9
5. Located under the left and right wings near the TKS panels, and in front
of the horizontal tail TKS panels:
CAUTION!
TKS ANTI-ICING PANELS MAY
BE DAMAGED BY CERTAIN
SOLVENTS. REFER TO THE TKS
POH/AFM SUPPLEMENT FOR
SOLVENTS THAT WILL NOT
DAMAGE PANELS.
100-910-0092
6. Located on the instrument panel in plain view of the pilot (replaces the
non-Flight into Known Icing placard):
This aircraft is certified in the Normal Category. The
markings and placards installed in this airplane must be
complied with when operating this airplane. Additional
operating limitations which must also be complied with
when operating this airplane are contained in the FAA
TKS Ice Protection
Approved Flight Manual and Pilot’s Operating Handbook.

Aerobatic maneuvers, including spins, are PROHIBITED.
This airplane is certified for the following flight
operations as of the date of issuance of the original
airworthiness certificate:
DAY - NIGHT - VFR - IFR
Flight into known ice is approved only if optional TKS anti-icing
equipment is installed and operating. See the TKS POH/AFM
Supplement for details 100-910-0091
9.4–3 EMERGENCY PROCEDURES

A failure of the TKS Ice Protection System is defined as any condition,
observed or suspected, in which the system fails to remove ice from
protected surfaces, including the propeller, in addition to any TKS Ice
Protection System CAS failure annunciations. An unobserved failure
may be indicated by a decrease in airspeed, anomalous handling
characteristics, or airframe vibrations. It is normal for small accumulations
of ice to build and shed from the protected areas of the aircraft.
WARNING : With ice accumulations on the horizontal stabilizer leading

edge, do not extend the flaps. Perform a flaps-up landing.
NOTE : Significant loss in cruise or climb performance may be an

indication of propeller ice accumulations that are not visible to the naked
eye. Operation of the engine at 2200 (maximum) RPM will help shed ice in
severe icing conditions.

® ®
Section 9
NOTE : During TKS Ice Protection System operation, occasional

TKS LOW PRESS annunciations are normal during system mode changes,
operation at temperatures above freezing, or with warm ice protection
fluid.
NOTE : A continuous low pressure indication can be expected if the

system is operated in temperatures above +10°C.
Failure of TKS Ice Protection System

(or ice accumulation, observed or suspected,
on protected airplane surfaces)
1. ENG INLET Switch...................................................................VERIFY BYPASS
2. Pitot Heat Switches (L and R).........................................................VERIFY ON
3. SURFACE/PROP Switch............................................................................HIGH
4. BACKUP PUMP Switch.................................................................................ON
5. WINDSHIELD Switch................................................ON (Momentary Switch)
TKS Ice Protection

Repeat operation of windshield pump to verify system is primed properly, as
evidenced by ice protection fluid exiting the windshield nozzles.
6. AUX BUS Switch.....................................................................................................................ON
7. ECS............................................................INCREASE SET TEMP TO ABOVE CABIN TEMP
8. Defrost......................................................................................................................SELECT ON
9. Propeller Lever..........................................................................................................MAX RPM
10. ICE LIGHT Switch..............................................................................................AS REQUIRED
11. Airspeed.............................................................................MAINTAIN 110 KIAS MINIMUM
12. Flaps.........................................................................0° (KEEP RETRACTED FOR LANDING)
13. Icing Conditions....................................................................EXIT AS SOON AS POSSIBLE
Low Pressure, TKS Ice Protection System
(TKS LOW PRESS CAS MESSAGE SHOWN)
1. BACKUP PUMP Switch.........................................................................................................ON
2. SURFACE/PROP Switch...................................................................................................HIGH
3. TKS Ice Protection System....................................................................................MONITOR
4. Airspeed.............................................................................MAINTAIN 110 KIAS MINIMUM
5. Flaps.........................................................................0° (KEEP RETRACTED FOR LANDING)
High Pressure or Low Quantity, Ice Protection Fluid
(TKS LOW QTY , TKS LOW QTY , OR TKS HI PRESS CAS MESSAGES)

® ®
Section 9
Low Flow Rate, TKS Ice Protection System

(TKS LOW FLOW CAS MESSAGE SHOWN)
1. ICE PROT and STBY ICE PROT circuit breakers..............................RESET, if necessary
2. Windshield Switch................................................................................................................ON
Repeat operation of windshield pump to verify system is primed properly, as
evidenced by ice protection fluid exiting the windshield nozzles.
If warning annunciation is no longer shown:
If warning annunciation remains or is intermittent:
1. BACKUP PUMP Switch.........................................................................................................ON
2. SURFACE/PROP Switch......................................................................................................OFF
3. Icing Conditions...................................................................................................AVOID/EXIT
High Flow Rate, TKS Ice Protection System
(TKS HI FLOW CAS MESSAGE SHOWN WITHOUT A
LOW PRESSURE TKS LOW PRESS ANNUNCIATION)
TKS Ice Protection

2. Ice Protection Fluid Quantity...............................................................................MONITOR
3. Icing Conditions...................................................................................................AVOID/EXIT
Inadvertent Icing Encounter at Altitudes Above 20,000 FT
1. IGNITION Switch....................................................................................................................ON
2. SURFACE/PROP Switch................................................NORM (Select HIGH if required)
3. WINDSHIELD Switch............................................................................................................ON
4. Left and Right Pitot Heat Switches.................................................................................ON
5. Engine Inlet Inertial Separator.................................................................................BYPASS
6. Cabin Heat/Defrost..............................................................................................................ON
7. Airspeed.................................................................................................190 KTAS MAXIMUM
8. Altitude............................DESCEND TO 20,000 FEET (or lower as soon as practical)
9. IGNITION Switch.............................................OFF (when icing conditions are exited)
Inertial Separator Malfunction
(INLET NOT BP CAS MESSAGE SHOWN)
1. Primary ENG INLET Switch.........................................................................VERIFY BYPASS
2. Override ENG INLET Switch......................................................................................BYPASS
If inertial separator fails to move to BYPASS (INLET NOT BP CAS message still
shown):
1. IGNITION Switch....................................................................................................................ON

® ®
Section 9
Propeller TKS Ice Protection System Malfunction

If uneven or inadequate anti-icing of the propeller blades is indicated by
vibration:
1. TKS NRM MODE or TKS HI MODE CAS message VERIFY SHOWN ON PFD
(SURFACE PROP Switch in NORM or HIGH position)
1. Propeller Lever...................................................................EXERCISE (Then to MAX RPM)
If excessive propeller vibration continues:
1. SURFACE/PROP Switch.....................................................................................................MAX
Windshield TKS Ice Protection System Malfunction
If windshield pump or sprayers do not deliver fluid to the windshield:
1. ICE PROT Circuit Breaker...................................................................CHECK (Verify CB in)
2. WINDSHIELD Switch............................................................................................................ON
If windshield pump or sprayers continue to not deliver fluid to the windshield:
2. Icing Conditions................................................................EXIT AS SOON AS PRACTICAL
TKS Ice Protection

NOTE : Plan a straight in approach if possible. Execute a forward slip as
required for visibility through the left portion of the windshield.
Pitot Static Heat Failure

(PITOT FL CAS MESSAGE SHOWN)
1. PITOT HEAT Circuit Breakers (L and R)...............................................................CHECK IN
2. Icing Conditions......................................................................................EXIT IMMEDIATELY
3. SENSOR Softkey...............................................................................................................PRESS
4. ADC 1/2 Softkey...........................................SELECT OPPOSITE (functioning) SYSTEM
(BOTH ON ADC 1 or 2 displayed on both PFDs)
Stall Warning Heating Failure
(STALL HT FL CAS MESSAGE SHOWN)
If ice is observed forming on the stall warning vane or mounting plate:
1. STALL HEAT Circuit Breaker....................................................................................CHECK IN
2. Airspeed.......................................................................................................................MONITOR
CAUTION : With continued ice accumulation, expect no stall warning

while operating at slow speeds. Maintain airspeed in accordance with the
“Airspeed Limitations” section of this supplement.
High or Low Icing Speed

(HI ICE SPEED OR LO ICE SPEED CAS MESSAGE SHOWN)
1. Airspeed...........................................MAINTAIN 110-168 KIAS and less than 190 KTAS

® ®
Section 9
9.4–4 NORMAL PROCEDURES
WARNING : Do not delay activation of the TKS Ice Protection System with
ice forming on the airplane.
WARNING : In order to minimize ice accumulations on the lower surface

of the wing, maintain a minimum airspeed of 110 KIAS with the flaps up
during operations in icing conditions. If unable to maintain altitude at
110 KIAS and maximum continuous power, change altitude and/or course
to exit the icing conditions (while maintaining 110 KIAS minimum).
WARNING : The efficiency of the TKS Ice Protection System must be

monitored. The leading edge of the wing must be maintained free of ice
during the system operation. If icing is observed building on the leading
edge of the wing with the SURFACE/PROP Switch in NORM position,
change it to HIGH. If icing is observed building on the leading edge of the
TKS Ice Protection
wing with the SURFACE/PROP Switch in HIGH position, change it to MAX.
NOTE : If there is an inadvertent delay in activating the TKS Ice Protection

System, select MAX on the SURFACE/PROP Switch until all ice is removed,
then select whichever mode is required to prevent ice accumulation.
AIRSPEED FOR NORMAL OPERATIONS

En route Climb (Flaps Up):
Cruise Climb..........................................................................................................115 KIAS
Holding:
Flaps 0°....................................................................................................................120 KIAS
Approach to Landing:
Normal Approach—Flaps 20°........................................................................... 85 KIAS
Normal Approach—Flaps 0°...........................................................................115 KIAS
Balked Landing/Go Around:
Takeoff Power—Flaps 20°.................................................................................. 85 KIAS
Takeoff Power—Flaps 0°...................................................................................115 KIAS

® ®
Section 9
Preflight Inspection Warnings

Use of a ladder may be necessary to gain access to the wing for visual of
the stall warning heat, and pitot/static system heat.
In cold weather, it is essential to remove even the smallest accumulations
of frost, ice, snow, or slush from the wing, tail, control surfaces,
propeller blades, and the power plant air inlets. To assure complete
removal of contamination, conduct a visual and tactile inspection
of all critical surfaces. Also, ensure the control surfaces contain no
internal accumulations of ice or debris. If these requirements are not
accomplished, aircraft performance will be degraded to a point where a
safe takeoff and climb may not be possible.
Cabin
1. Circuit Breakers.......................................................................................................................SET
2. MASTER Switch........................................................................................................................ON
3. DISPLAY/BACKUP Button.....................................................................PRESS (Button Out)
TKS Ice Protection

4. Cabin Doors........................................................................................................................CLOSE
5. WINDSHIELD Switch.....................................................................ON (Momentary Switch)
(Verify presence of ice protection fluid from the spray nozzles.)
6. SURFACE/PROP Switch...................................................................................................NORM
7. TKS NRM MODE Annunciation.............................................................................SHOWN
8. Pump Duty Cycle.................................................................VERIFY 30 sec ON, 90 sec OFF
(Both Pumps)
9. INLET NOT BP Annunciation..................................................................................SHOWN
NOTE : The TKS LOW PRESS Annunciation may appear if the system has
not been activated recently and/or if the OAT and fluid temperature is
relatively warm (lower viscosity).
10. ENG INLET BP Switch...................................................................................................BYPASS

11. INLET NOT BP Annunciation..........................................................................NOT SHOWN
12. SURFACE/PROP Switch........................................................................................................OFF
13. BACKUP PUMP Switch...........................................................................................................ON
14. TKS BACKUP Annunciation.....................................................................................SHOWN
15. Metering Pump...................................................................VERIFY RUNS CONTINUOUSLY
16. BACKUP PUMP Switch.........................................................................................................OFF
17. ICE LIGHT Switch......................................................................................ON, VERIFY L and R
18. PITOT HEAT Switches (L and R)..........................................ON 30 SECONDS, THEN OFF
19. SURFACE/PROP Switch..............................................................................MAX and then HI
20. TKS MAX MODE Annunciation...............................................................................SHOWN
21. Metering Pumps.........................................................................VERIFY BOTH PUMPS RUN
22. Pump Duty Cycle.............................................................VERIFY 2 minutes ON and then:
23. TKS HI MODE Annunciation....................................................................................SHOWN
24. Metering Pump...................................................................VERIFY RUNS CONTINUOUSLY

® ®
Section 9
External Inspection
To assure complete removal of frost, ice, snow, or slush from the wing and
control surfaces, as a minimum, conduct a visual and tactile inspection up to
two feet behind the protected surfaces, at one location along the wing span.
Also, ensure the control surfaces contain no internal accumulations of ice or
debris.
1. Wings.................................................................................................................................CHECK
2. Horizontal Stabilizer.................................................................................................... CHECK
3. Vertical Stabilizer.......................................................................................................... CHECK
4. Windshield...................................................................................................................... CHECK
5. Porous Panels........................................................... CHECK CONDITION and SECURITY
(Verify evidence of ice protection fluid along the length of all the panels.)
6. Pitot/Static Tubes
(Verify left and right pitot/static tubes are perceptibly warm)
7. Stall Warning Vane...............................................................................................VERIFY HOT
8. Stall Warning Mounting Plate......................................................................... VERIFY HOT
9. Propeller.........................................................CHECK FOR FLUID FLOW FROM SPINNER
10. Engine Inlet...............................................CHECK CONDITION and PROPER POSITION
TKS Ice Protection
11. Windshield Spray Nozzles................................................................. CHECK CONDITION
In the Cabin:
12. Fluid Quantity.................................................................VERIFY 9.0 GALLONS MINIMUM
14. Flaps..............................................................................0—20° AS DESIRED FOR TAKEOFF
15. MASTER Switch....................................................................................................................OFF
BEFORE TAKEOFF
Anticipated Icing Conditions Immediately After Takeoff
1. ENG INLET Switch.........................................................................................................BYPASS
2. PITOT HEAT Switches (L and R)........................................................................................ON
3. SURFACE/PROP Switch....................................................NORM or HIGH AS REQUIRED
4. AUX BUS Switch.....................................................................................................................ON
(Verify airframe is free of contamination immediately before takeoff.)

® ®
Section 9
ICE FORMATION DETERMINATION

Typically, ice will accumulate more efficiently on a leading edge with a small
radius than on a leading edge with a large radius. With relatively small leading
edge radii, the wing strut and flap tracks are good locations to monitor for ice
build‑up, but may not be as visible to the pilot as the wing leading edges. It is
recommended to monitor for ice build‑up in the following areas:
1. Wing Leading Edge
2. Wing Struts
3. Leading Edge of Flap Tracks (unprotected surface)
4. Lower Portion of Windshield
IN‑FLIGHT
If Icing Conditions Exist
1. ENG INLET Switch.........................................................................................................BYPASS
2. Pitot Heat Switches (L and R)............................................................................................ON
3. WINDSHIELD Switch........................................................................................AS REQUIRED
4. AUX BUS Switch.....................................................................................................................ON
TKS Ice Protection

8. Monitor ice accumulation:
At first sign of ice accretion:
SURFACE/PROP Switch..........................................NORM or HIGH AS REQUIRED
If ice continues to accrete on wing leading edge:
SURFACE/PROP Switch...............................................................................HIGH/MAX
If ice continues to accrete on wing leading edge or does not shed:
BACKUP PUMP Switch...............................................................................................ON
Perform Failure TKS Ice Protection System Checklist.
Inadvertent Icing Encounter

1. ENG INLET Switch..........................................................................................VERIFY BYPASS
2. Pitot Heat Switches (L and R).............................................................................VERIFY ON
3. SURFACE/PROP Switch.....................................................................................................MAX
To initially dissipate ice accumulation, then:
SURFACE/PROP Switch.......................................................................HIGH or NORM
If ice accumulation occurs, then:
SURFACE/PROP Switch...........................................................................................MAX
4. WINDSHIELD Switch..................................................................ON (Momentary Switch)
5. AUX BUS Switch.....................................................................................................................ON
8. Airspeed...........................................MAINTAIN 110-168 KIAS and less than 190 KTAS
If ice does not shed, perform Failure TKS Ice Protection System Checklist.

® ®
Section 9
While in Icing Conditions

1. Flaps..................................................................................0°, maintain 110 KIAS minimum
5. Ice Protection Fluid Quantity...............................................................................MONITOR
(Ensure adequate quantity to complete flight.)
After Exiting Icing Conditions
2. Airspeed........................................................................AS FLIGHT CONDITIONS DICTATE
4. Bleed Air Heat................................................................................................... AS REQUIRED
5. Defrost................................................................................................................. AS REQUIRED
6. ENG INLET Switch......................................................................................LEAVE IN BYPASS
7. WINDSHIELD Switch................................ON as required, to remove windshield ice
AUTOPILOT
TKS Ice Protection
During icing conditions in cruise, increase engine power (up to maximum

continuous power) to maintain cruise speed as ice accumulates on the
unprotected areas and causes the aircraft to slow down.
The autopilot may be used in icing conditions within the icing envelope
defined in 14 CFR 25 Appendix C (for IAC AR certified airplanes, IAC AR
Aviation Regulations Part 25, Appendix C). However, every 30 minutes the
autopilot should be disconnected to detect any out‑of‑trim conditions
caused by ice build‑up. If significant out‑of‑trim or other anomalous
conditions are detected, the autopilot shall remain off for the remainder of
the flight.
When disconnecting the autopilot with ice accretions on the airplane, the
pilot should be alert for out‑of‑trim control forces.

® ®
Section 9
APPROACH AND LANDING

Approach and Landing
If Icing conditions exist or are anticipated, or at first sign of ice accretion:
1. ENG INLET Switch..........................................................................................VERIFY BYPASS
2. Pitot Heat Switches (L and R).............................................................................VERIFY ON
4. Monitor ice accumulation:
If ice accretion rate is low:
SURFACE/PROP Switch.......................................................................................NORM
If ice is not shedding:
SURFACE/PROP Switch...........................................................................................MAX
If ice accretions do not shed:
Perform Failure TKS Ice Protection System Checklist.
5. WINDSHIELD Switch........................................ON AS REQUIRED (Momentary Switch)
CAUTION : To prevent an obstructed view due to residual ice protection

fluid on the windshield, do not activate WINDSHIELD Switch within 30
TKS Ice Protection

seconds of landing.
6. ICE LIGHT Switch.................................................................................................AS REQUIRED

7. Flaps..............................................................................................................................................20°
8. Airspeed.......................................................................................................85 KIAS MINIMUM
9. Airspeed on Short Final................................................................................................80 KIAS
Balked Landing
1. Power Lever...............................................................ADVANCE to MAX TAKEOFF POWER
2. Airspeed.......................................................................................................85 KIAS (Flaps 20°)
3. Flaps.................................................................................................RETRACT (95 KIAS to 10°)
4. Airspeed.......................................................................................................95 KIAS (for climb)
CAUTION : If a significant amount of ice has accumulated on the leading

edge of the flaps, a FLAP FAIL may occur if the flaps are retracted all the
way to 0°. Do not attempt to retract the flaps to 0° until stabilized at a safe
altitude and airspeed. Refer to “Section 3” of this manual if a flap failure
occurs when retracting the flaps to 0°.

® ®
Section 9
9.4–5 PERFORMANCE
Airplane performance and stall speeds without ice accumulation are
essentially unchanged with the installation of the TKS Ice Protection
System.
Significant climb and cruise performance degradation, range reduction,
and stall speed increase can be expected if ice accumulates on the
airframe. Residual ice on the protected areas and ice accumulation on
the unprotected areas of the airplane can cause noticeable performance
losses and stall speed increases even with the TKS Ice Protection System
operating.
STALL SPEEDS WITH ICE ACCUMULATION

Conditions:
CG...................................................................................................................Most Forward
Power............................................................................................................................... IDLE
NOTE : Maximum altitude loss during a wings level stall is approximately

TKS Ice Protection
500 feet. KIAS values are approximate and may not be accurate at the stall.
The following stall speeds are with approximately three (3) inches of ice
build‑up on the unprotected portions of the wing leading edges.
BANK STALL SPEEDS

WEIGHT
ANGLE FLAPS 0° FLAPS 10° FLAPS 20°
(LB)
(DEG.) KIAS KCAS KIAS KCAS KIAS KCAS
0 63 78 51 68 47 62
30 67 83 55 73 50 66
7,255
45 75 93 61 81 56 74
60 89 110 72 96 66 87
0 60 74 49 63 45 59
30 65 79 52 67 48 63
6,690
45 72 87 58 75 54 70
60 85 104 69 89 64 83
0 57 71 46 62 43 56
30 61 76 50 66 46 60
6,000
45 68 84 55 74 51 67
60 81 100 65 87 60 80
0 52 65 42 56 39 51
30 56 69 45 60 42 55
5,000
45 62 77 50 67 46 61
60 74 91 60 80 55 73
Table 9.4–1: Stall Speeds

® ®
Section 9
ENROUTE CLIMB GRADIENT WITH ICE ACCUMULATION
Conditions:
Propeller Speed................................................................................................ 2200 RPM
Flaps...................................................................................................................................... 0°
Engine Inlet............................................................................................................. BYPASS
Airspeed.................................................................................................................115 KIAS
NOTE :
• Climb gradients shown are the gain in altitude for the horizontal
distance traveled and is expressed as Feet Per Nautical Mile.
• Do not exceed the placarded maximum climb torque, ITT (765°C), and
Ng (101.6%) limits or the charted max climb torque from “Section 5” of
this manual.
• Dashed entries represent a negative climb rate.
• Significantly improved climb performance may be attained using
Vy when clear of icing conditions and no longer using the TKS Ice
Protection System.
TKS Ice Protection

CLIMB GRADIENT
WEIGHT PRESS ALT. (Feet Per Nautical Mile)
(LB) (FT)
-40° C -20° C 0° C
S.L. 678 640 581
5,000 576 523 380
10,000 421 277 106
7,255
15,000 142 19 —
20,000 — — —
25,000 — — —
S.L. 912 866 794
5,000 787 722 548
10,000 597 422 215
6,000
15,000 258 110 —
20,000 — — —
25,000 — — —
S.L. 1174 1116 1029
5,000 1020 941 730
10,000 789 577 327
5,000
15,000 378 201 —
20,000 45 — —
25,000 — — —
Table 9.4–2: Enroute Climb Gradient

® ®
Section 9
ENROUTE RATE OF CLIMB WITH ICE ACCUMULATION

Conditions:
Propeller Speed................................................................................................ 2200 RPM
Flaps...................................................................................................................................... 0°
Engine Inlet............................................................................................................. BYPASS
Airspeed.................................................................................................................115 KIAS
NOTE :
• Rate of climb shown is the gain in altitude in feet per unit of time and
is expressed as Feet Per Minute.
• Do not exceed the placarded maximum climb torque, ITT (765°C), and
Ng (101.6%) limits or the charted max climb torque from “Section 5” of
this manual.
• Dashed entries represent a negative climb rate.
• Significantly improved climb performance may be attained using
Vy when clear of icing conditions and no longer using the TKS Ice
Protection System.
TKS Ice Protection
ENROUTE RATE OF CLIMB

WEIGHT PRESS ALT. (Feet Per Minute)
(LB) (FT)
-40° C -20° C 0° C
S.L. 1162 1143 1080
5,000 1084 1025 766
10,000 872 599 238
7,255
15,000 325 46 —
20,000 — — —
25,000 — — —
S.L. 1556 1540 1469
5,000 1476 1412 1117
10,000 1235 913 483
6,000
15,000 591 263 —
20,000 — — —
25,000 — — —
S.L. 1987 1972 1892
5,000 1902 1830 1482
10,000 1626 1245 735
5,000
15,000 867 479 —
20,000 116 — —
25,000 — — —
Table 9.4–3: Enroute Rate of Climb

® ®
Section 9
LANDING DISTANCE
When the aircraft has encountered icing conditions, flap deflection is
limited to a maximum deflection of 20° and the approach speed is 85 KIAS.
To calculate landing distance in icing conditions, multiply the total landing
distance by 1.5, using the applicable Landing Distance chart in the main
body of this manual.
9.4–6 WEIGHT AND BALANCE

Refer to “Section 6” of this manual for current weight and balance data.
Use the following tables to determine the weight and moment/1000 for
the TKS Ice Protection System fluid to complete the Loading Form from
Reservoir Capacity........................................................... 16.0 gallons (60.567 liters)
TKS Sustain Fluid Weight........................................................8.5 pounds per gallon
DTD 406B Fluid Weight...........................................................9.2 pounds per gallon
Console Reservoir Arm....................................................... 48.4 inches aft of datum
External Cargo Compartment Reservoir Arm...............7.1 inches aft of datum
TKS Ice Protection

CAUTION : Since the TKS Ice Protection System fluid reservoir tank is
located forward of the aircraft center of gravity, it is possible to end up
outside the aft center of gravity limit as ice protection fluid is used in
flight. This should be considered when performing weight and balance
calculations.
WEIGHT AND MOMENT TABLES
GALLONS WEIGHT (LB) MOMENT/1000 GALLONS WEIGHT (LB) MOMENT/1000

1.0 9.2 0.45 1.0 9.2 0.07
2.0 18.4 0.89 2.0 18.4 0.13
3.0 27.6 1.34 3.0 27.6 0.20
4.0 36.8 1.78 4.0 36.8 0.26
5.0 46.0 2.23 5.0 46.0 0.33
6.0 55.2 2.67 6.0 55.2 0.39
7.0 64.4 3.12 7.0 64.4 0.46
8.0 73.6 3.56 8.0 73.6 0.52
9.0 82.8 4.01 9.0 82.8 0.59
10.0 92.0 4.45 10.0 92.0 0.65
11.0 101.2 4.90 11.0 101.2 0.72
12.0 110.4 5.21 12.0 110.4 0.78
13.0 119.6 5.34 13.0 119.6 0.85
14.0 128.8 5.79 14.0 128.8 0.91
15.0 138.0 6.68 15.0 138.0 0.98
16.0 147.2 7.12 16.0 147.2 1.05
Table 9.4–4: TKS Ice Protection Fluid: Table 9.4–5: TKS Ice Protection Fluid:
Console Reservoir External Cargo Compartment Reservoir

® ®
Section 9
WEIGHING PROCEDURES
In preparation for weighing and calculating the empty weight of the TKS
Ice Protection System equipped KODIAK® 100, the TKS Ice Protection
System must be drained of all fluid.
Console Reservoir Tank Configuration

Drain the fluid from the reservoir tank through the drain valve, which is
located on the right side of the aircraft under the aft fuselage.
External Cargo Compartment Reservoir Tank Configuration

Drain the fluid from the reservoir tank through the quick‑drain valve
located on the reservoir sump, which is accessed by removing the access
cover in the protecting bulkhead. A short length of flexible tubing will be
necessary to direct the fluid out of the external cargo compartment door.
When drained, no appreciable amount of fluid will remain in the tank.
After this procedure, follow the preparations and weighing instructions
contained in “Section 6” of this manual.
TKS Ice Protection
9.4–7 AIRPLANE & SYSTEMS DESCRIPTIONS
SYSTEM OPERATION
During normal system operation, the metering pumps pull ice protection
fluid from the reservoir tank. Both metering pumps are controlled by the
pump control unit, which controls the operation of the windshield pump
and both metering pumps when NORMAL, HIGH, and MAX modes are
selected and/or the WINDSHIELD switch is selected via the switch panel.
The selected operating mode is annunciated on the PFD. In the event of
a pump control unit failure, the pump control unit may be bypassed by
placing the BACKUP Switch in the ON position.
From the metering pumps, the fluid flows through a high pressure switch
and then to an in‑line filter. The location of the high pressure switch is
intended to send a high pressure signal to the G1000® in the event of a
clogged filter. From the filter, the fluid flows through a flow transducer,
which provides fluid flow rate to the G1000®. The fluid then continues
to a tee that splits the flow between the forward and aft portions of the
system.
The forward line runs to a three‑port proportioning unit, which divides the
flow into specific volumetric requirements for each gear leg porous panel
and to the propeller slinger ring.
The aft line provides fluid to the wings, wing struts, vertical stabilizer, and
horizontal stabilizer. The aft line tees twice to supply three proportioning
units (one for each wing/wing strut and one for the empennage).
The windshield pump, located between the main landing gear cross tubes,
supplies the windshield sprayers with fluid and also acts as a priming
pump for the main metering pumps in case air gets trapped in the system.

® ®
Section 9
TKS Ice Protection
Figure 9.4-1: System Schematic

® ®
Section 9
POROUS PANELS
The KODIAK® TKS Ice Protection System is a system that exudes a filmy ice
protection fluid from porous panels on the leading edges of the aircraft.
The fluid minimizes ice formation on all lifting surfaces, propeller blades,
wings, wing struts, and horizontal and vertical stabilizers. When the system
is activated in flight, the ice protection fluid flows back over the upper
and lower surfaces of the area being protected and protects the leading
edges from ice build-up.
PROPELLER PROTECTION
A fluid slinger on the propeller provides anti-ice protection for
the propeller and for the fuselage forward surfaces. Two positive
displacement, constant volume metering pumps supply fluid to the panels
and propeller. Single and combined pump operation and timed pumping
provide a range of flow rates for varied icing conditions.
WINDSHIELD SPRAYERS AND PUMP

The TKS Ice Protection System includes windshield protection through
TKS Ice Protection
the installation of windshield sprayers located at the base of the left

windshield. Ice protection fluid is supplied to the sprayers by an
on‑demand gear pump, which is installed beneath the floor between
the main landing gear cross tubes. When the momentary spring loaded
WINDSHIELD Switch is activated, the pump runs for 4 seconds. In addition
to providing flow for windshield ice protection, the pump also acts as
a priming pump for the main metering pumps. In the event of a loss of
system prime, the windshield pump may be activated to purge the system
of any air between the main metering pumps and the fluid reservoir. See
the Handling, Service and Maintenance section of this supplement for
more information.
RESERVOIR TANK
The fluid reservoir tank for the known icing system has a total capacity of
16.0 gallons.
For the Console Reservoir Tank configuration, the fluid reservoir tank is
located in the center console between the two crew seats. The filler port
for the Console Reservoir Tank is located on top of the center console and
is accessed by lifting the armrest.
For the External Cargo Compartment Reservoir configuration, the fluid
reservoir tank is located in the forward end of the forward bay of the
External Cargo Compartment and is accessed by opening the forward bay
access door, extending the flexible filler tube, and removing the filler cap.

® ®
Section 9
FLUID QUANTITY INDICATION
The ice protection fluid quantity indication is provided through the
G1000® on the Engine Indication System (EIS) on the SYSTEM page. Fluid
quantity is measured by a float type quantity sensor installed in the ice
protection fluid reservoir tank.
Figure 9.4-2: Fluid Quantity Indicator
MODES OF OPERATION
The system is designed for flight into known icing conditions, as defined
by 14 CFR Part 23 and for use in continuous maximum and maximum
intermittent icing envelopes, as defined by 14 CFR Part 25, Appendix C
(for IAC AR certified airplanes, IAC AR Aviation Regulations Part 25,
TKS Ice Protection

Appendix C). The HIGH mode provides 100% anti‑icing protection
to all leading edge surfaces for all conditions found in the Maximum
Continuous Icing Envelope. NORMAL mode produces cycled flow 30
seconds on and 90 seconds off. During the 30 seconds on time, the flow
rate is two times that of the HIGH mode, but since it runs on a 25% duty
cycle, total fluid usage is 50% of the HIGH flow setting. MAXIMUM has two
times the flow rate of HIGH mode and therefore has 200% of the anti-ice
flow needed to provide a clean leading edge in the Maximum Continuous
Icing Envelope. BACKUP mode is the equivalent of HIGH mode, but uses a
separate pump than the HIGH mode.
ICE INSPECTION LIGHTS

To provide visual verification of icing conditions and confirmation of fluid
flow, Ice Inspection Lights are flush mounted to the right and left crew
doors. The Ice Inspection Lights illuminate the leading edge of the wings,
pitot/static tubes, stall warning lift transducer, and the upper portion of
the wing struts. System components include the LED light assemblies and
a two position switch labeled ICE LIGHT.
The Ice Inspection Lights operate on 28 VDC and are protected by a 5 amp
circuit breaker labeled ICE INSP LIGHTS. The Ice Inspection Lights switch is
located on the right hand side switch panel.

® ®
Section 9
STALL WARNING SYSTEM

The known icing stall warning system adds a heated stall warning lift
transducer relay to heat the transducer and “Ice Mode” logic to the G1000®
system. The stall warning lift transducer is heated by the relay when the
left‑hand pitot heat is commanded to the ON position.
If a failure is detected in the power draw from the stall warning lift
transducer heater, the following G1000® annunciation is shown:
STALL HT FL
Ice mode provides an additional stall warning margin of 9‑13 KIAS above
the normal margin. The G1000® commands the stall warning computer
to enter Ice Mode when the aircraft is airborne and Max, High, Norm, or
Backup Mode for the ice protection fluid has been selected. Once one
of these functions are selected, the G1000® will continue to command
the stall warning computer to be in Ice Mode until the G1000® is
powered‑down.
ANGLE OF ATTACK INDEXER (IF EQUIPPED)

The Angle of Attack (AoA) Indexer will display the corrected “On Speed”
TKS Ice Protection
indication to match the speeds listed in this supplement when “Ice Mode”
is commanded from the G1000®. Refer to the Stall Warning System in this
section for additional information on “Ice Mode”. The minimum airspeed
shall be 85 KIAS independent of the AoA Indexer indication. Refer to the
Airspeed Limitations in this supplement for additional information.
LOW / HIGH AIRSPEED CAUTION SYSTEM

This system is equipped with an airspeed caution system to alert the
pilot when airspeed is outside the designed operating envelope with the
TKS Ice Protection System operating in any mode (NORM, HIGH, MAX, or
BACKUP). Cautions are provided when the airspeed is less than 110 KIAS,
greater than 168 KIAS, or greater than 190 KTAS.
The low speed caution is shown on the G1000® as: LO ICE SPEED
The high speed caution is shown on the G1000® as: HI ICE SPEED
To prevent nuisance alerts during takeoff and landing, the low speed
alerts are inhibited during the following conditions:
• Inhibited while the flaps are extended for takeoff (10° or 20°) and
for one (1) minute after takeoff. This one (1) minute of time is to
allow for the transition from takeoff to enroute climb and exiting
of the airport environment.
• Inhibited while the flaps are extended for approach and landing
(10° or 20°). A minimum airspeed of 85 knots shall be used while in
this configuration, but no low speed caution will be provided.
SWITCH FUNCTIONS
All functions of the known icing equipment are controlled by switches
located on the lower section of the instrument panel on the Right Switch
Panel. They are grouped together in one row labeled ICE PROTECTION.

® ®
Section 9
Figure 9.4-3: Ice Protection—Right Switch Panel
Engine Inlet Switches

(Override and Primary)
The ENGINE INLET switches are located on the bottom left of the Right
Switch Panel.
The OVERRIDE switch has a position for BYPASS (up) and the stowed
position (down). A detent prevents accidental movement of the switch
into BYPASS mode. To move the switch to the BYPASS position, pull out on
the OVERRIDE switch before moving the switch up to BYPASS. The switch
TKS Ice Protection

controls the override actuator and is only used to move the Inertial Particle
Separator (IPS) to BYPASS in the event of a Primary Actuator system failure.
If an IPS actuator is commanded to the BYPASS position, but the IPS fails to
move, the following G1000® annunciation appears: INLET NOT BP
If the IPS does not engage into BYPASS mode, exit icing conditions as soon
as possible.
The PRIMARY ACTUATOR switch is located to the right of the OVERRIDE
switch. It controls the position of the primary actuator for the IPS and has
positions for NORMAL and BYPASS. The position of the IPS is indicated by
the following G1000® annunciations: ENG INLET NRM and ENG INLET BP .
Pitot Heat Switches

(L and R with Positions for ON and OFF)
The PITOT HEAT switches are located to the right of the ENGINE INLET
switches on the Right Switch Panel.
The left and right PITOT HEAT switches control the heat to the left and
right pitot/static probes respectively. If the PITOT HEAT switches are turned
off and the outside air temperature is less than 5°C (41°F), the following
G1000® annunciation is shown: PITOT OFF L-R
If a failure is detected in the power to the pitot/static heat, the following
G1000® annunciation is shown: PITOT FL
The left PITOT HEAT switch also controls the Stall Warning Heat. So,
any time the left PITOT HEAT switch is on, the stall warning heat is also
activated.

® ®
Section 9
Surface/Prop Switch
(Positions for OFF, NORM, HI, and MAX)
The SURFACE/PROP switch is located to the right of the PITOT HEAT
switches on the Right Switch Panel.
NORM mode supplies the system’s lowest fluid flow rate. The flow rate is
achieved by operating the two metering pumps on a continuous repeat
cycle. The two metering pumps operate for approximately 30 seconds,
then stop for 90 seconds. This ON‑OFF cycle of operation continues until
OFF is selected on the SURFACE/PROP switch.
HI mode operates one metering pump continuously.
MAX mode is available for heavy or extreme icing conditions. In MAX
mode, the two metering pumps operate continuously for a period of
two (2) minutes. The MAX mode switch position is spring‑loaded, when
released the SURFACE/PROP switch goes back to the HI mode position.
When the two (2) minute MAX mode cycle is complete, the flow rate will
change to the mode selected on the SURFACE/PROP switch.
If a TKS Ice Protection System operational mode is selected on the
TKS Ice Protection
SURFACE/PROP switch, but the IPS is not in the BYPASS position, the
following G1000® annunciation appears: INLET NOT BP
Windshield Switch
(Positions for ON and OFF)
The WINDSHIELD switch is located to the right of the SURFACE/PROP
switch on the Right Switch Panel.
The WINDSHIELD switch is spring‑loaded to the OFF position. When ON is
selected, the windshield pump operates for four (4) seconds and supplies
ice protection fluid through three (3) spray nozzles.
Backup Pump Switch
The BACKUP PUMP switch is located to the right of the WINDSHIELD
switch on the Right Switch Panel.
The BACKUP PUMP switch operates the second metering pump in the TKS
Ice Protection System continuously. This metering pump is not the same
metering pump operated while in HI mode.
The BACKUP PUMP switch functions independently and provides
redundant capability in the event the normal operational modes of the
TKS Ice Protection System are rendered inoperable.
Ice Light Switch
The ICE LIGHT switch is located to the right of the BACKUP PUMP switch
on the Right Switch Panel.
The ICE LIGHT switch operates the Ice Detection Lights mounted in each
crew door. The Ice Detection Lights are aimed along the leading edge of
each wing for easy detection of ice at night.

® ®
Section 9
SYSTEM ANNUNCIATIONS
The following annunciations are provided with the TKS Ice Protection
System:
Annunciation
Annunciation Description
Window Text
TKS LOW PRESS Low TKS Fluid Pressure.
TKS HI PRESS High TKS Fluid Pressure.
TKS LOW QTY TKS fluid quantity critically low. Less than 1.5 gallons fluid quantity.
TKS LOW QTY TKS fluid quantity low. Less than 23 minutes duration at current flow rate.
TKS LOW FLOW Low TKS flow rate.
TKS HI FLOW High TKS flow rate.
STALL HT FL Stall/AoA vane heater failure.
HI ICE SPEED Ice protection airspeed high.
TKS Ice Protection

LO ICE SPEED Ice protection airspeed low.
TKS BACKUP Backup TKS pump selected.
INLET NOT BP Engine inlet in normal position. Select bypass.
TKS NRM MODE TKS normal mode selected.
TKS HI MODE TKS high mode selected.
TKS MAX MODE TKS max mode selected.
9.4–8 HANDLING, SERVICE & MAINTENANCE
STORAGE
During long periods of non-use, the porous panel membranes may dry
out, which could cause uneven fluid flow during subsequent operation.
Perform the Pre-Flight Inspection every 30 days to keep the porous panel
membranes wetted.
To prepare the TKS Ice Protection System for flyable storage, fill the fluid
reservoir and operate the system on MAX to ensure all air is completely
purged from components and plumbing. Refill the fluid reservoir after
purging the system.
SERVICING
CAUTION :
• Use only approved ice protection fluids, “Kilfrost TKS Sustain” or fluid
conforming to British Specification “DTD 406B”.
• Certain solvents may damage the panel membranes. Use only soap
and water, isopropyl alcohol, or ethyl alcohol to clean the panels. Do
not wax the leading edge porous panels.

® ®
Section 9
TKS Ice Protection System Console Tank

The fluid reservoir is serviced through the filler cap in the console between
the two crew seats. The tank is drained by removing the threaded plug
located on the bottom of the fuselage. The reservoir is vented through the
filler cap. The fluid level is shown on a level indicator within the tank.
TKS Ice Protection System Cargo Compartment Tank

The fluid reservoir is serviced through the filler tube and cap on the
tank located in the forward end of the forward bay of the External Cargo
Compartment. The tank is drained by pushing and turning the quick-drain
valve located on the reservoir sump, which is accessed by removing the
access cover in the protecting bulkhead. A short length of flexible tubing
will be necessary to convey the fluid out of the cargo compartment door.
The fluid level is shown on the sight-tube on the left-hand side of the tank.
CAUTION : Do not fill beyond the MAX FILL mark. Spillage may occur.
TKS Ice Protection
Porous Panels
Periodically clean the porous panels with mild soap and water using
a clean lint-free cloth. Isopropyl alcohol may be used to remove oil or
grease.
System Priming
In the event of loss of prime, the windshield pump may be activated to
purge the system of any air between the main metering pumps and the
fluid tank. It is unlikely that the system will experience a loss of prime
except when the fluid tanks are intentionally run dry. If, after multiple
purging attempts, insufficient ice protection fluid is evident during the
Pre-Flight Inspection, the TKS Ice Protection System must be purged in
accordance with the KODIAK® 100 Airplane Maintenance Manual.

Section 9
100 SERIES CA RG O D O O R S R E M OV E D
CARGO DOORS REMOVED KIT

INTRODUCTION
When the Cargo Doors Removed Kit is installed in the KODIAK 100, this
Supplement is applicable and must be inserted in the Supplement section
(Section 9) of the KODIAK 100 Pilot’s Operating Handbook and FAA
Approved Airplane Flight Manual. This document must be carried in the
airplane at all times. Information in this supplement adds to, supersedes, or
deletes information contained in the basic KODIAK 100 POH/AFM.
Cargo Door Remove

Section 9
CA RG O D O O RS R E M OV E D 100 SERIES

Cargo Door Remove

Section 9
CARGO DOORS REMOVED KIT

Table of Contents
CONTENTS PAGE
GENERAL��9.5_5
WEIGHT AND BALANCE LIMITS�� 9.5_6
REQUIRED EQUIPMENT�� 9.5_7
EMERGENCY DESCENT�� 9.5_9
ABNORMAL PROCEDURES�� 9.5_9
BEFORE STARTING�� 9.5_9
DROPPING CARGO�� 9.5_9
DESCENT�� 9.5_9
Cargo Door Remove

AIRPLANE SYSTEMS & DESCRIPTION��9.5_10
INTRODUCTION��9.5_10
VERTICAL SLIDING DOOR��9.5_11
WIND DEFLECTOR��9.5_11
INTERNAL GRAB BAR��9.5_11
PARACHUTE STATIC LINE ATTACHMENT (IF EQUIPPED)��9.5_12
SIGNAL LIGHTS AND SWITCHES (IF EQUIPPED)��9.5_12
JUMP EXHAUST STACKS (IF EQUIPPED)��9.5_12

Section 9

Cargo Door Remove

Section 9
9.5-1 GENERAL
NO T E : This supplement does not pertain to operations for skydiving/
parachute operations. For those operations, refer to the “Parachute
Operations” supplement.
The Cargo Doors Removed Kit is designed to improve passenger comfort

and facilitate passenger-to-pilot communications during special purpose
operations such as emergency air drops and aerial photography. The kit
consists of the following required equipment:
• Wind Deflector: Installed in the aft part of the cargo door opening
to minimize airflow buffeting within the cabin with the cargo doors
removed.
• Internal Grab Bar: Installed in the upper part of the cargo door opening
to provide mounting structure for the wind deflector and as a location to
hold onto while the vertical sliding door is open.
• Vertical Sliding Door: Installed in the cargo door opening to keep wind
from entering the cabin during taxi, takeoff, climb, descent and landing.
The following additional equipment may be installed as an option (not

required) for operations with the cargo doors removed:
• Signal Lights and Switches: To provide a method for the pilot to signal
commands to crewmembers performing drops from the door.
Cargo Door Remove

• Static line attachment: Located on the right interior sidewall across
from the cargo door. This provides a method to perform cargo drops of
supplies with automatic parachute deployment and may be used as a
tether attach point for passengers
• Sill Protector: Recommended to be installed in the cargo door opening
to protect the frame of the cargo door when performing cargo drops.
• Door Closing Mechanism: Provides a pilot actuated handle which allows
the pilot to close the vertical sliding door.
• Jump Exhaust Stacks: Positions the exhaust plume further away from
the side of the fuselage.
9.5-2 LIMITATIONS
1. Intentional stalls are prohibited with the vertical sliding door open.
2. Vertical sliding door must be closed during takeoff, climb, descent and
landing.
3. Dropping is only allowed during straight, horizontal, coordinated, and
unaccelerated flight with the flaps at 20°.
4. Maximum operating airspeed with vertical sliding door open is 120 KIAS.
5. Minimum operating airspeed with the vertical sliding door open is 70 KIAS.
6. Maximum operating airspeed with vertical sliding door closed is 182 KIAS.
7. Maximum operating airspeed while performing cargo drops is 80 KIAS.

Section 9
8. All loose equipment in the cabin must be secured or stowed during taxi,
takeoff, and landing.
9. Static line length (if used) must not exceed 135 inches and must allow a
minimum of 2 inches clearance between the open end of the deployment
bag and the leading edge of the horizontal tail.
10. To ensure head clearance from the internal grab bar, no passenger seats
may be installed on the left side of the aircraft aft of FS 123.
11. To ensure head clearance from the static line attachment (if equipped), no
passenger seats may be installed on the right side of the aircraft aft of the
crew seats.
12. While the door is open, safety harnesses must be worn by any passenger/
crewmember who is not seated with their seatbelts and shoulder harness
fastened. The safety harness must be tethered to a location in the aircraft
which would prevent the person from exiting the cargo door opening.
WEIGHT AND BALANCE LIMITS
Center of Gravity Range

Forward C.G. Limit (5000 lb or less).....................63.90 inches aft of datum
(14.00% MAC)
Forward C.G. Limit (7255 lb).................................71.04 inches aft of datum
(Linear variation from 5000 lb to 7255 lb) (25.00% MAC)
Aft Limit, up to 7255 lb..........................................80.78 inches aft of datum
(40.00% MAC)
Cargo Door Remove
Aft Transient Limit, up to 6750 lb...........................84.02 inches aft of datum

(45.00% MAC)
WARNI NG : The aft transient limit of 45.00% MAC is ONLY allowed

while the airplane is in the cargo drop condition (75 KIAS, 20° Flaps,
Maximum Bank Angle of 10°, level and coordinated flight). Flight tests
have been accomplished up to this transient CG limit to ensure safe
operation of the aircraft in a limited flight envelope (cargo drop condition
only). DO NOT exceed the aft transient limit of 84.02 inches aft of datum
(45.00% MAC) as the aircraft will become unstable and loss of control
may occur. The extended 45% CG limit for cargo drop operations applies
only at weights of 6750 lb and below. Cargo drop operations at weights
above 6750 lb must not exceed the 40% CG limit.
Mean Aerodynamic Chord (MAC)

Leading Edge MAC...............................................54.81 inches aft of datum
MAC Length..............................................................................64.92 inches
Reference Datum.....................................................Forward face of firewall

Section 9
REQUIRED EQUIPMENT
• Wind Deflector
Cargo Door Remove

• Internal Grab Bar
• Vertical Sliding Door
REQUIRED PLACARDS
1. Located on the vertical sliding door:
LIFT DOOR TO OPEN
OPEN
CLOSED
1 SLIDE FINGERS UNDER SEAL
2 AND LIFT DOOR UNTIL OPEN
100-750-2603

Section 9
2. Located on the instrument panel:
OPERATING LIMITATIONS
WITH DOOR OPEN:
Vmax 120 KIAS
Vmin 70 KIAS
INTENTIONAL STALLS PROHIBITED.
TAXI, TAKEOFF, LANDING PROHIBITED.
DURING DROPPING:
MAX BANK ANGLE 10°
COORDINATED LEVEL FLIGHT ONLY.
VFR CONDITIONS ONLY.
FLAPS 20°
Vmax 80 KIAS
3. Located on the wind deflector:
NOT A HAND RAIL.

DO NOT GRASP WIND
DEFLECTOR.
Cargo Door Remove
100-750-2609
4. Located adjacent to the handle of the door closing mechanism (if

equipped):

Section 9

EMERGENCY DESCENT
Vertical Sliding Door....................................................................... CLOSED
Flaps...........................................................................................................0°
Airspeed.........................................................................................182 KIAS
ABNORMAL PROCEDURES
Jump Door Fails to Close After Parachutist Deployment
1. Flaps......................................................................................................0°
2. Airspeed..............................................................................100-120 KIAS
3. Approach...................................................................................NORMAL
4. Landing......................................................................................NORMAL
NO T E : Airspeeds below 100 KIAS with the flaps at 0° may result in

increased cabin buffeting and/or exhaust fumes.

BEFORE STARTING
Cargo Door Remove

DROPPING CARGO
Flaps.........................................................................................................20°
Airspeed...........................................................................................75 KIAS
Vertical Sliding Door............................................................................OPEN
Maximum Bank Angle..............................................................................10°
Flight Path......................................................... Straight and Unaccelerated
DESCENT
9.5-5 PERFORMANCE
No change.

Section 9

The actual weight and balance of the aircraft must be calculated for all
flights, including the takeoff, in flight operations, and landing.
An aft transient CG limit of 45% MAC is permitted while in the cargo drop
condition only (75 KIAS, Flaps 20°, Maximum Bank Angle 10°, Straight and
Unaccelerated Flight).
WARNI NG : The aft transient limit of 45.00% MAC is ONLY allowed while
the airplane is in the cargo drop condition (75 KIAS, 20° Flaps, Maximum
aircraft in a limited flight envelope (cargo drop condition only). DO NOT
exceed the aft transient limit of 84.02 inches aft of datum (45.00% MAC)
as the aircraft will become unstable and loss of control may occur. The
extended 45% CG limit for cargo drop operations applies only at weights of
6750 lb and below. Cargo drop operations at weights above 6750 lb must
not exceed the 40% CG limit.
CARGO DROP OPERATIONS CG ENVELOPE

Cargo Door Remove
Figure 9.5-2 – Cargo Drop Operations Center of Gravity Envelope
9.5-7 AIRPLANE SYSTEMS & DESCRIPTION

INTRODUCTION
The Cargo Doors Removed Kit is designed to improve passenger comfort
and facilitate passenger-to-pilot communications during special purpose
operations such as emergency air drops and aerial photography. The kit
consists of the following required equipment:
• Wind Deflector: Installed in the aft part of the cargo door opening
to minimize airflow buffeting within the cabin with the cargo doors
removed.

Section 9
• I.nternal Grab Bar: Installed in the upper part of the cargo door opening
to provide mounting structure for the wind deflector and as a location to
hold onto while the vertical sliding door is open.
• Vertical Sliding Door: Installed in the cargo door opening to keep wind
from entering the cabin during taxi, takeoff, climb, descent and landing.
The following additional equipment may be installed as an option (not

required) for operations with the cargo doors removed:
• Signal Lights and Switches: To provide a method for the pilot to signal
commands to crew members performing drops from the door.
• Static line attachment: Located on the right interior sidewall across
from the cargo door. This provides a method to perform cargo drops of
supplies with automatic parachute deployment.
• .Sill Protector: Installed in the cargo door opening to protect the frame of
the cargo door when performing cargo drops.
• Door Closing Mechanism: Provides a pilot actuated handle which allows
the pilot to close the vertical sliding door.
• Jump Exhaust Stacks: Positions the exhaust plume further away from
the side of the fuselage.
VERTICAL SLIDING DOOR

The original cargo door is replaced by a vertical sliding door made from
Cargo Door Remove

transparent polycarbonate panels and aluminum hinges which are guided
in UHMW (plastic) rails. The door is opened by lifting up on the bottom of
the unit and sliding it upward until it reaches its stop. To close the door, pull
down on the bottom of the door until it rests on the floor of the aircraft. If the
aircraft is equipped with an optional door closing mechanism, the pilot may
close the door by pulling the handle located in the cockpit headliner. The
door remains closed by its own weight.
WIND DEFLECTOR
A wind deflector is installed just aft of the cargo door opening to minimize
airflow buffeting within the cabin with the vertical sliding door open.
INTERNAL GRAB BAR

An internal grab bar is installed just inside the cargo door on the upper left
side of the fuselage. The grab bar is provided as a stabilizing hand hold for
operations with the cargo doors removed.

Section 9
PARACHUTE STATIC LINE ATTACHMENT (IF EQUIPPED)

A static line attachment may be installed. It is a horizontal fixture mounted to
the upper cabin structure on the right side of the cabin. Static lines may be
hooked to the horizontal cable on the fixture. The arrangement allows the
static lines to slide aft along the cable. The static lines will trail across the
floor to the door opening and then along the side of the airplane as cargo is
dropped. The static line attachment may also be used to tether crew during
cargo drop operations.
SIGNAL LIGHTS AND SWITCHES (IF EQUIPPED)

A Signal system may be installed in the aircraft. A light panel with red, amber
and green lights is installed in the rear of the aircraft on the aft bulkhead to
facilitate communications from the pilot to other crew members. The lights
are controlled by a three position switch located on the upper left portion of
the instrument panel. The signals from the pilot to the crew member are as
follows:
Red Light........................ NO DROPPING (remain seated with door closed)
Amber Light............................................. PREPARE TO DROP (open door)
Green Light..................................................... DROP (overhead drop zone)
NO T E : The signal lights do not absolve the crew of the responsibility to

ensure the area is clear below the aircraft.
An additional jump light panel with green, white and red lights is installed on
Cargo Door Remove
the upper left portion of the instrument panel to facilitate communications

from the jumpmaster to the pilot. The lights are controlled by like colored
buttons located on the aft portion of the cargo door post. The signals from
the jumpmaster to the pilot are as follows:
Green Light............................................................................ Turn Right 10°
White Light.............................................. Hold Heading, Speed and Altitude
Red Light.................................................................................. Turn Left 10°
JUMP EXHAUST STACKS (IF EQUIPPED)

The Jump Exhaust Stacks may be installed to improve crew comfort during
operations with the vertical sliding door open. These exhaust stacks are
turned out and point away from the fuselage, which positions the exhaust
plume further outboard and considerably reduces the amount of exhaust
fumes in the cabin while operating with the door open.

No change.

® ® Section 9
100 SERIES E X T E R N A L CA RG O C O M PA R T M E N T
EXTERNAL CARGO COMPARTMENT

KODIAK POH/AFM Supplement AM901.006
INTRODUCTION
When the External Cargo Compartment (ECC) is installed on the KODIAK®
100, this Supplement is applicable and must be inserted in the Supplement
section (Section 9) of the KODIAK® 100 Pilot’s Operating Handbook and FAA
Approved Airplane Flight Manual (POH). This document must be carried in
the airplane at all times. Information in this supplement adds to, supersedes,
or deletes information contained in the basic POH.
ECC

Section 9 ® ®
E X T E R N A L CA RG O C O M PA R T M E N T 100 SERIES

ECC

® ® Section 9
EXTERNAL CARGO COMPARTMENT

Table of Contents
GENERAL��9.6_5
ECC DIMENSIONS��9.6_5
REQUIRED PLACARDS��9.6_5
NORMAL PROCEDURES CHECKLIST��9.6_8
LEFT SIDE��9.6_8
AFT SECTION��9.6_8
RIGHT SIDE��9.6_8
RIGHT FRONT��9.6_8
LEFT FRONT��9.6_8
AMPLIFIED NORMAL PROCEDURES��9.6_8
MAXIMUM TAKEOFF WEIGHTS WITH ECC��9.6_9
OBSTACLE TAKEOFF DISTANCE WITH ECC�� 9.6_11
TAKEOFF RATE OF CLIMB WITH ECC�� 9.6_14
TAKEOFF CLIMB GRADIENT WITH ECC�� 9.6_16
EN ROUTE RATE OF CLIMB WITH ECC�� 9.6_18
EN ROUTE CLIMB GRADIENT WITH ECC��9.6_20
CRUISE PERFORMANCE WITH ECC��9.6_22
CRUISE PERFORMANCE W/ECC (Press. Alt. SEA LEVEL)��9.6_23
CRUISE PERFORMANCE W/ ECC (Press. Alt. 1000 FT)��9.6_24
ECC

CRUISE PERFORMANCE W/ ECC (Press. Alt. 10,000 FT)��9.6_33

Section 9 ® ®

MAXIMUM LANDING WEIGHTS WITH ECC��9.6_48
BALKED LANDING RATE OF CLIMB WITH ECC��9.6_50
BALKED LANDING CLIMB GRADIENT WITH ECC��9.6_52
EXTERNAL CARGO COMPARTMENT BAY LOADING LIMITS��9.6_54
AIRPLANE AND SYSTEMS DESCRIPTIONS��9.6_54
HANDLING, SERVICE, AND MAINTENANCE��9.6_55
JACKING��9.6_55
ECC

® ® Section 9
9.6-1 GENERAL
The KODIAK 100 may be equipped with an External Cargo Compartment
(ECC) that attaches to the bottom of the fuselage and provides an additional
cargo volume of 63 cubic feet (or 750 pound capacity). The ECC is
comprised of the nose fairing and the body of the pod, which are separated
by a stainless steel firewall. The ECC has three separate compartments
that are accessible through three doors on the left side of the aircraft. Once
installed, the ECC and its components will increase the empty weight of the
aircraft by approximately 175 pounds.
The External Cargo Compartment is attached to the bottom of the aircraft
using screws and nutplates and is fabricated from a gel coat, fiberglass,
resin, and foam core composite, also containing ground plane mesh. Ventral
fins, strakes, and aerodynamic fences are installed to provide additional
directional stability. Fuel drains and vents are routed to a common drain
manifold on the right side. Jacking of the nose gear is accomplished with
a column jack point, which extends below the aircraft firewall, through the
ECC.
ECC DIMENSIONS
ECC Volume...................................................................................63 CU FT
Maximum Floor Loading.......................................................65 LBS / SQ FT
Bay One Door Dimensions......................................................25.5 x 13.5 IN
Bay Two Door Dimensions.........................................................29.5 x 14 IN
Bay Three Door Dimensions............................................... 39 x 4.5 to 11 IN
9.6-2 LIMITATIONS
REQUIRED PLACARDS
1. Located on the ECC oil and fuel reservoir access door:
EPA OIL & FUEL RESERVOIRS

LOCATED INSIDE DOOR
ECC
DRAIN DAILY & PROPERLY DISPOSE

100-910-0076
NOTE: Placard #100-910-0076 is valid only on airplanes equipped with

Nose Bowl part # 100-250-2100. The placard was removed with the update
to Nose Bowl part # 100-250-2110 and 100-250-2120. The part number
marking is located on the interior surface of the nose bowl assembly, which
is visible by opening the access doors and looking inside.

Section 9 ® ®
2. Located on the ECC fuel filter access door:
FUEL FILTER
LOCATED INSIDE DOOR
DRAIN DAILY
100-910-0075
3. Located on the fuel sump drain control panel:
FUEL LINE DRAIN FUEL LINE DRAIN VENT LINE DRAIN VENT LINE DRAIN FUEL RESERVOIR FUEL LINE DRAIN
AFT RIGHT AFT LEFT LEFT RIGHT BLADDER DRAIN FORWARD PUMP BAY
PUSH TO DRAIN; PUSH AND TURN TO LOCK 100-910-0089
4. Located on the ECC fuel drain access door:
FUEL DRAIN ACCESS

DRAIN DAILY
100-910-0100
NOTE: Placard 100-910-0100 supersedes 100-910-0023 (“Fuel Filter

Drain Daily”) on ECC-equipped airplanes.
5. Located on each ECC door:
OPEN
ECC
100-910-0074
CLOSE

® ® Section 9
6. Located on the inside of the ECC Bay 1 door:
POD BAY 1
MAX WEIGHT 290 LBS
MAX FLOOR LOADING
65 LBS PER SQ FT
NO SHARP EDGES
100-910-0081
POD BAY 2
MAX WEIGHT 280 LBS
MAX FLOOR LOADING
65 LBS PER SQ FT
NO SHARP EDGES
100-910-0082
POD BAY 3
MAX WEIGHT 180 LBS
MAX FLOOR LOADING
65 LBS PER SQ FT
NO SHARP EDGES
ECC
100-910-0083
9. Located on the forward main landing gear frame on both sides of the
aircraft.

Section 9 ® ®

No change.
9.6-3A ABNORMAL PROCEDURES

No change.
NORMAL PROCEDURES CHECKLIST

LEFT SIDE
1. Fuselage Floor Skin Drain Holes..............................................CHECK
(Check for any sign of leaks in the aircraft sidewall or sub-floor.)
2. Ensure cargo is secure and within the weight limits of each bay.
3. Ensure the three ECC doors are closed and latched.
AFT SECTION
Ensure strakes and ventrals are secure and in good condition.
RIGHT SIDE
Open Fuel Drain Manifold Access Door and sump fuel out of flexible plastic
tube into a suitable container by pressing each of the fuel drain manifold
buttons.
RIGHT FRONT
1. Sump Firewall Mounted Fuel Filter by opening access door and
pushing up onto drain sleeve. Drain fuel into a suitable container.
2. Remove engine inlet bypass outlet plugs if installed.
LEFT FRONT
Sump EPA Can drain is located on bottom of pod fairing.
ECC
AMPLIFIED NORMAL PROCEDURES

The seventeen (17) fuselage floor skin drain holes should be checked for
any sign of blockage or leakage. Care should be taken to open the cargo
compartment doors and confirm all sidewall and sub-floor drain holes are
clean.

® ® Section 9
9.6-5 PERFORMANCE
MAXIMUM TAKEOFF WEIGHTS WITH ECC

(Refer to the table below)
Climb Speed – Vy
Altitude
Conditions: (KIAS)
• Maximum Takeoff Power S.L. 87
• Flaps 20° 2000 87
4000 86
6000 85
8000 83
10000 82
12000 81
NOTES:
• These weights assure the availability of a steady gradient of climb of at
least 243 FT/NM with the flaps at 20°.
• Dashed entries correspond to outside air temperatures beyond the aircraft
operating limits.
takeoff weight.
NO T E : For temperatures below 3°C and altitudes below 5000 ft, the
takeoff weight limit is 7,255 lb.
NO T E : Blue numbers indicate performance with Air Conditioning

ON, black numbers indicate performance with Air Conditioning OFF.

(°C) (°F) 5000 6000 7000 8000 9000 10000 11000 12000
7255
ECC
3 37 7255 7255 7255 7255 7255 7255 7255

7205
7255
5 41 7255 7255 7255 7255 7255 7255 7255
7099
7255
7 45 7255 7255 7255 7255 7255 7255 7255
6990
7255 7204
9 48 7255 7255 7255 7255 7255 7255
7235 6880
7255 7093
11 52 7255 7255 7255 7255 7255 7255
7119 6765
Table 9.6-1 – Maximum Takeoff Weight with External Cargo Compartment

Section 9 ® ®

(°C) (°F) 5000 6000 7000 8000 9000 10000 11000 12000
7255 6982
13 55 7255 7255 7255 7255 7255 7255
7003 6648
7255 7212 6868
15 59 7255 7255 7255 7255 7255
7228 6883 6528
7255 7092 6750
17 63 7255 7255 7255 7255 7255
7103 6759 6404
7255 6972 6628
19 66 7255 7255 7255 7255 7255
6977 6631 6276
7255 7182 6848 6503
21 70 7255 7255 7255 7255
7182 6846 6501 6144
7255 7054 6720 6374
23 73 7255 7255 7255 7255
7044 6712 6365 6005
7251 6924 6588 6241
25 77 7255 7255 7255 7255
6907 6572 6223 5861
7255 7114 6789 6453 6105
27 81 7255 7255 7255
7100 6762 6427 6078 5714
7255 6975 6650 6313
29 84 7255 7255 7255 —
6946 6613 6277 5927
7255 7150 6832 6506
31 88 7255 7255 — —
7128 6786 6459 6122
7255 6996 6683
33 91 7255 7255 — — —
6959 6621 6301
7255 7158 6833
35 95 7255 — — — —
7140 6783 6450
7255 6985
ECC
37 99 7255 — — — — —
6961 6601
7255 7158
39 102 — — — — — —
7138 6774
7255
41 106 — — — — — — —
6948
Table 9.6-1 (continued) – Maximum Takeoff Weight with External Cargo Compartment

® ® Section 9
OBSTACLE TAKEOFF DISTANCE WITH ECC

(Refer to the tables on the following pages)
Conditions:
Winds.....................................................................................................Zero
Runway...............................................................Paved, Level, Dry Runway
Flaps.........................................................................................................20°
Power..............................................Maximum Torque (per POH Figure 5-2)
Propeller....................................................................................... 2200 RPM
Inertial Air Particle Separator.............................................................Normal
Example: Results:
Outside Air Temperature...............20°C Rotation Speed.....................60 KIAS
Weight............................. 7255 pounds 50 Foot Obstacle Speed.......73 KIAS
Field Pressure Altitude................. 4000 Takeoff Ground Roll............. 1508 feet
Headwind Component............ 12 knots Total Distance Over
Runway..................... Level, Dry Grass 50 Foot Obstacle................. 2245 feet
NO T E S:
• Obstacle takeoff technique utilized as outlined in “Section 4.”
• Rotation initiated at stall speed.
• Decrease distances 10% for each 12 knots headwind. For operation in
tailwinds up to 10 knots, increase distances by 10% for each 2 knots.
• For operation on a hard dry grass runway, increase distances by 15%
of the “ground roll” calculation.
• With takeoff power set below the torque limit, increase both ground
roll and total distances by 1%, for the inertial separator system in
bypass.
• For operation in air colder than this table provides, use the coldest
data for takeoff distances.
caution.
• Dashed entries indicate atmospheric temperatures beyond the aircraft
operating limits.
• For each 1% of upsloped runway (up to 3% grade), increase the table
distances by:
ECC
22% of the ground roll distance at Sea Level to 4,999 feet

30% of the ground roll distance at 5,000 to 9,999 feet
43% of the ground roll distance at 10,000 feet or above
• For each 1% of downsloped runway, decrease the table distances by:
7% of the ground roll distance at Sea Level to 4,999 feet
10% of the ground roll distance at 5,000 feet to 9,999 feet
14 % of the ground roll distance at 10,000 feet or above
• When Air Conditioning is ON, and takeoff power is set below the
torque limit, increase ground roll by 6.1% and total distance by 6.7%.
NO T E : Red shaded areas represent data at temperatures greater than

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

ECC
Press 0°C 10°C 20°C 30°C 40°C 50°C

WT
Alt
(LB) Ground Total Feet to Ground Total Feet to Ground Total Feet to Ground Total Feet to Ground Total Feet to Ground Total Feet to
9.6_12
(FT)
Roll (FT) Clear 50’ OBS Roll (FT) Clear 50’ OBS Roll (FT) Clear 50’ OBS Roll (FT) Clear 50’ OBS Roll (FT) Clear 50’ OBS Roll (FT) Clear 50’ OBS
S.L. 914 1502 972 1586 1031 1671 1177 1908 1368 2222 1618 2637
Section 9
1000 965 1567 1026 1654 1116 1792 1284 2063 1497 2411 1777 2872
2000 1019 1635 1083 1726 1218 1938 1404 2235 1637 2613 1941 3110
3000 1077 1707 1164 1835 1332 2099 1537 2426 1795 2839 2129 3382
4000 1138 1783 1274 1991 1457 2276 1682 2631 1967 3083 2338 3681
5000 1232 1910 1395 2160 1593 2466 1839 2850 2153 3345 — —
7255 6000 1351 2077 1527 2343 1743 2673 2016 3095 2372 3652 — —
7000 1480 2253 1673 2542 1911 2904 2216 3371 2618 3997 — —
8000 1623 2449 1838 2768 2103 3167 2438 3677 2880 4356 — —
9000 1784 2666 2023 3019 2315 3454 2682 4007 3158 4731 — —
10000 1959 2900 2223 3287 2548 3767 2958 4379 — — — —
E X T E R N A L CA RG O C O M PA R T M E N T
11000 2157 3162 2457 3599 2810 4115 3278 4809 — — — —

12000 2377 3452 2711 3934 3104 4504 3623 5266 — — — —

S.L. 558 938 593 990 629 1043 718 1191 835 1386 987 1646
1000 589 978 626 1032 681 1118 784 1287 914 1504 1084 1793
2000 622 1021 661 1077 743 1209 857 1395 999 1630 1185 1941
3000 657 1065 710 1145 813 1310 938 1513 1095 1772 1299 2110
4000 694 1112 777 1242 889 1420 1027 1641 1200 1924 1427 2297
5000 752 1192 851 1348 972 1538 1122 1778 1314 2087 — —
6000 6000 825 1296 932 1462 1064 1668 1230 1931 1447 2278 — —
7000 903 1406 1021 1586 1166 1812 1352 2103 1598 2493 — —
®
8000 991 1527 1122 1727 1283 1975 1488 2293 1757 2717 — —
9000 1089 1663 1235 1883 1413 2155 1637 2500 1927 2951 — —
10000 1196 1809 1357 2050 1555 2349 1805 2731 — — — —
11000 1316 1972 1500 2245 1715 2567 2001 3000 — — — —
12000 1451 2153 1654 2454 1894 2809 2211 3285 — — — —
100 SERIES
Pilot’s Operating Handbook Supplement

®
Table 9.6-2 – Obstacle Takeoff Distance with ECC

Press 0°C 10°C 20°C 30°C 40°C 50°C
WT
Alt
(LB) Ground Total Feet to Ground Total Feet to Ground Total Feet to Ground Total Feet to Ground Total Feet to Ground Total Feet to
(FT)
Roll (FT) Clear 50’ OBS Roll (FT) Clear 50’ OBS Roll (FT) Clear 50’ OBS Roll (FT) Clear 50’ OBS Roll (FT) Clear 50’ OBS Roll (FT) Clear 50’ OBS
S.L. 347 597 369 630 392 663 447 758 520 882 615 1048
1000 367 623 390 657 424 711 488 819 569 957 675 1141
2000 387 650 412 685 463 769 533 887 622 1038 737 1235
3000 409 678 442 729 506 833 584 963 682 1127 809 1343
4000 432 708 484 790 554 904 639 1044 747 1224 888 1462
®
5000 468 758 530 857 605 979 699 1131 818 1328 — —
5000 6000 513 824 580 930 662 1061 766 1228 901 1450 — —
7000 562 894 635 1009 726 1153 842 1338 995 1586 — —
8000 617 972 698 1098 799 1256 926 1459 1094 1729 — —
9000 678 1058 769 1198 880 1371 1019 1590 1200 2274 — —
100 SERIES
10000 744 1151 845 1304 968 1494 1124 1737 — — — —

®
11000 819 1255 933 1428 1068 1633 1245 1908 — — — —

12000 903 1369 1030 1561 1179 1787 1376 2089 — — — —
S.L. 194 344 207 363 219 382 250 436 291 508 344 603
1000 205 359 218 378 237 409 273 472 318 551 378 657
2000 217 374 230 395 259 443 299 511 348 597 413 711
3000 229 390 248 419 283 480 327 554 382 649 453 773
4000 242 407 271 455 310 520 358 601 418 705 497 842
5000 262 436 297 493 339 563 391 651 458 764 — —
4000 6000 287 474 325 535 371 611 429 707 504 834 — —
7000 315 515 356 581 406 663 471 770 557 913 — —
8000 345 559 391 632 447 723 519 840 612 995 — —
9000 379 609 430 689 492 789 570 915 672 1081 — —
10000 417 662 473 750 542 860 629 1000 — — — —
11000 459 722 523 822 598 939 697 1098 — — — —
12000 505 788 577 898 660 1028 771 1202 — — — —

9.6_13
Section 9
Table 9.6-3 (continued) – Obstacle Takeoff Distance with ECC
ECC
Section 9 ® ®
TAKEOFF RATE OF CLIMB WITH ECC

(Refer to the tables on the following page)
Conditions:
Flaps.........................................................................................................20°
Power................................................................................ Maximum Takeoff
Inertial Separator................................................................................Normal
Airspeed.................................................................................................... Vy
Air Conditioning........................................................................................ Off
Example:
Outside Air Temp................................................................................... 20°C
Weight...................................................................................... 6000 pounds
Pressure Altitude......................................................................4000 FT MSL
NO T E S :
• Do not exceed the placarded maximum takeoff torque, ITT (790°C)
and Ng (101.6%) limits, or the charted max takeoff torque.
• This power setting is time limited to 5 minutes.


interpolating.
ECC

® ® Section 9
7255 POUNDS WEIGHT 6000 POUNDS WEIGHT

PRESS CLIMB RATE OF CLIMB - FPM PRESS CLIMB RATE OF CLIMB - FPM
ALT SPEED ALT SPEED
FT KIAS -20°C 0°C 20°C 40°C 50°C FT KIAS -20°C 0°C 20°C 40°C 50°C
859 619 1276 991

S.L. 87 1313 1288 1258 S.L. 87 1802 1780 1751
773 527 1173 879
1094 688 453 1562 1079 800
2000 87 1288 1261 2000 87 1780 1756
1005 584 331 1454 954 652
915 518 292 1357 886 617
4000 86 1263 1221 4000 86 1760 1719
832 427 193 1256 776 497
1053 748 356 1528 1168 703
6000 85 1220 — 6000 85 1721 —
968 651 247 1425 1051 571
1100 871 573 196 1589 1323 973 526
8000 83 — 8000 83 —
1031 792 487 97 1506 1227 868 406
917 694 403 42 1384 1124 783 356
10000 82 — 10000 82 —
846 602 302 - 73 1297 1013 661 217
741 516 232 -117 1185 924 591 179
12000 81 — 12000 81 —
668 430 142 -221 1097 820 482 54

ALT SPEED ALT SPEED
1721 1381 2344 1922

S.L. 87 2333 2313 2284 S.L. 87 3090 3072 3043
1596 1247 2188 1755
2065 1492 1160 2775 2066 1654
2000 87 2312 2291 2000 87 3071 3052
1935 1342 982 2614 1878 1431
1827 1269 949 2488 1797 1400
4000 86 2297 2255 4000 86 3060 3015
1707 1137 806 2337 1631 1221
2035 1611 1061 2751 2228 1547
6000 85 2260 — 6000 85 3024 —
1912 1471 902 2596 2053 1349
2113 1802 1389 860 2852 2472 1963 1309
8000 83 — 8000 83 —
2014 1687 1264 717 2728 2327 1806 1130
ECC
1878 1575 1174 670 2571 2201 1707 1085

10000 82 — 10000 82 —
1775 1442 1028 503 2441 2034 1525 876
1651 1346 956 470 2299 1926 1447 848
12000 81 — 12000 81 —
1545 1222 825 320 2166 1771 1284 661
Table 9.6-3 – Takeoff Rate of Climb with ECC

Section 9 ® ®
TAKEOFF CLIMB GRADIENT WITH ECC

Conditions:
Flaps.........................................................................................................20°
Power................................................................................ Maximum Takeoff
Airspeed.................................................................................................... Vy
Winds.....................................................................................................Zero
Example:
Weight...................................................................................... 6000 pounds
Pressure Altitude..............................................................................2000 FT
NO T E S :
• Do not exceed the maximum climb power torque, ITT and Ng limits.
• This table represents the gain in altitude for the horizontal distance
traveled and is expressed as feet per nautical mile.


interpolating.
ECC

® ® Section 9

ALT SPEED ALT SPEED
565 401 845 643

S.L. 87 970 915 861 S.L. 87 1346 1277 1210
508 341 775 570
722 437 284 1039 689 501
2000 87 919 865 2000 87 1284 1217
663 371 207 966 608 408
586 320 178 874 549 375
4000 86 876 814 4000 86 1232 1156
532 264 118 808 480 302
683 467 215 999 733 425
6000 85 826 — 6000 85 1175 —
628 407 149 930 659 345
729 554 351 116 1062 847 598 311
8000 83 — 8000 83 —
683 504 298 58 1005 784 533 241
594 432 242 24 902 702 471 207
10000 82 — 10000 82 —
548 374 181 - 42 845 632 397 126
467 312 135 - 66 749 560 345 101
12000 81 — 12000 81 —
420 260 83 -125 693 497 281 31

ALT SPEED ALT SPEED
1148 901 1589 1268

S.L. 87 1772 1685 1601 S.L. 87 2426 2307 2192
1063 812 1477 1153
1389 958 730 1908 1342 1048
2000 87 1694 1610 2000 87 2320 2205
1298 860 616 1787 1215 904
1188 790 579 1644 1127 859
4000 86 1632 1537 4000 86 2238 2109
1106 706 491 1537 1021 747
1345 1018 643 1856 1426 943
6000 85 1564 — 6000 85 2149 —
1260 927 546 1743 1308 820
1429 1163 858 511 1974 1621 1225 781
8000 83 — 8000 83 —
1358 1086 779 425 1879 1520 1124 673
ECC
1236 991 708 389 1723 1402 1038 632

10000 82 — 10000 82 —
1165 905 619 292 1630 1291 924 510
1052 821 560 265 1485 1186 852 480
12000 81 — 12000 81 —
982 744 483 181 1394 1087 754 373
Table 9.6-4 – Takeoff Climb Gradient with ECC

Section 9 ® ®
EN ROUTE RATE OF CLIMB WITH ECC

Conditions:
Flaps...........................................................................................................0°
Power.................................................................................. Maximum Climb
Airspeed.............................................................................................. Vclimb
Maximum Climb Power – Flaps 0°
Example:
Outside Air Temp..................................................................................... 0°C
Weight...................................................................................... 6000 pounds
Pressure Altitude............................................................................10000 FT
NO T E S :
• Do not exceed the placarded maximum climb torque, ITT (765°C) and
Ng (101.6%) limits, or the charted max climb torque from Figure 5-3 of
the main POH.
• For operation in temperatures colder than provided in this table, use
the coldest data shown.
• For operation in temperatures warmer than provided in this table, use
extreme caution.
aircraft operating limits, or appreciable rate of climb for the weight

ECC

PRESS PRESS
SPEED SPEED
ALT FT -40°C -20°C 0°C 20°C 40°C 50°C ALT FT -40°C -20°C 0°C 20°C 40°C 50°C
KIAS KIAS
1195 674 401 1637 1014 687
S.L. 101 1445 1434 1416 S.L. 101 1919 1914 1898
1083 547 265 1502 861 523
1395 1384 1189 759 270 1875 1869 1641 1129 544
5000 101 — 5000 101 —
1357 1343 1039 589 65 1829 1820 1460 923 296
1278 1047 729 330 1752 1481 1105 630
10000 101 — — 10000 101 — —
1177 938 614 201 1630 1349 966 474
®
812 574 258 1209 931 558 88

15000 101 — — — 15000 101 — —
680 425 99 1048 751 365 —
344 104 666 386 27
20000 101 — — — — 20000 101 — — —
228 — 526 236 —
116
100 SERIES
25000 101 — — — — — — 25000 101 — — — — —

—
®

PRESS PRESS
SPEED SPEED
KIAS KIAS
2118 1376 985 2804 1881 1396
S.L. 101 2439 2439 2425 S.L. 101 3188 3194 3183
1956 1191 788 2602 1650 1150
2399 2399 2131 1523 826 3151 3157 2829 2074 1210
5000 101 — 5000 101 —
2344 2340 1914 1275 529 3083 3084 2557 1765 838
Table 9.6-5 – En route Rate of Climb with ECC

2266 1948 1504 939 3000 2609 2061 1362
10000 101 — — 10000 101 — —
2119 1789 1336 752 2816 2411 1852 1128
1631 1304 864 308 2222 1822 1279 591
15000 101 — — 15000 101 — —
1438 1088 632 24 1982 1552 990 237
998 670 247 1450 1050 529
20000 101 — — — 20000 101 — — —
830 490 49 1240 824 280
359 56 673 304
25000 101 — — — — 25000 101 — — — —

9.6_19
162 — 427 —
Section 9
ECC
Section 9 ® ®
EN ROUTE CLIMB GRADIENT WITH ECC

Conditions:
Flaps...........................................................................................................0°
Power.................................................................................. Maximum Climb
Airspeed.............................................................................................. Vclimb
Maximum Climb Power – Flaps 0°
Example:
Outside Air Temp..................................................................................... 0°C
Weight...................................................................................... 7255 pounds
Pressure Altitude............................................................................10000 FT
NO T E : Dashed entries correspond to the outside air temperatures beyond

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

ECC

CLIMB CLIMB GRADIENT - FT/NM CLIMB CLIMB GRADIENT - FT/NM
PRESS PRESS
SPEED SPEED
KIAS KIAS
706 384 224 974 579 385
S.L. 101 963 917 870 S.L. 101 1292 1234 1176
640 311 148 892 491 293
846 805 664 408 140 1146 1095 921 608 282
5000 101 — 5000 101 —
823 781 579 316 34 1117 1065 818 496 154
703 551 369 161 969 783 560 307
10000 101 — — 10000 101 — —
®
646 493 310 98 900 712 489 231

403 273 118 601 443 255 39
15000 101 — — — 15000 101 — —
337 202 45 521 357 167 —
154 45 298 166 11
20000 101 — — — — 20000 101 — — —
102 — 235 101 —
100 SERIES
47
25000 101 — — — — — — 25000 101 — — — — —
®

CLIMB CLIMB GRADIENT - FT/NM CLIMB CLIMB GRADIENT - FT/NM
PRESS PRESS
SPEED SPEED
KIAS KIAS
1271 788 553 1711 1086 787
S.L. 101 1665 1593 1521 S.L. 101 2237 2140 2043
1170 681 442 1579 949 647
1483 1420 1206 823 429 1992 1908 1625 1130 630
5000 101 — 5000 101 —
1447 1383 1079 687 274 1944 1859 1460 957 435
Table 9.6-6 – En route Climb Gradient with ECC

1264 1035 765 459 1701 1403 1055 667
10000 101 — — 10000 101 — —
1179 949 678 367 1590 1292 945 552
814 622 396 136 1118 874 587 261
15000 101 — — 15000 101 — —
716 518 289 11 993 742 454 104
447 288 102 651 451 218
20000 101 — — — 20000 101 — — —
371 210 20 556 354 116
144 22 270 117
25000 101 — — — — 25000 101 — — — —

9.6_21
Section 9
65 — 171 —
ECC
Section 9 ® ®
CRUISE PERFORMANCE WITH ECC

(Refer to the tables on the following pages)
The following information is applicable to all External Cargo Compartment

(ECC) Cruise Performance Charts contained in this section, if your airplane
is equipped with an ECC.
CAUT I O N: With the inertial air particle separator placed in BYPASS,

maximum cruise speed is reduced by up to 10 knots.
NO T E S :
• The highest torque value for each temperature and RPM value
represents the maximum allowable cruise power. Do not exceed this
torque value: 740°C ITT, or 101.6% Ng, whichever occurs first.
• With the inertial air particle separator placed in BYPASS and the
power set below the cruise torque limit of 1840 foot-pounds, decrease
the maximum cruise torque by 55 foot-pounds. Do not exceed 740°C
ITT or 101.6% Ng.
• When the Air Conditioning is ON, and power is set below the cruise
torque limit of 1840 foot-pounds, decrease the maximum cruise torque
by 80 foot-pounds. Do not exceed 740°C ITT or 101.6% Ng.
• Propeller RPM (Np) may be set as low as 1900 RPM to reduce cabin
noise. Do not exceed 1840 foot-pounds of torque, 740 degrees C ITT,
or 101.6% NG. To achieve optimum cruise performance, set Np at or
above 2000 RPM.
NO T E : Green numbers indicate performance numbers for standard

temperatures at that altitude.
ECC

2200 RPM 2000 RPM 2200 RPM 2000 RPM
TEMP FUEL FUEL TEMP FUEL FUEL
°C TRQ TAS TRQ TAS °C TRQ TAS TRQ TAS
LBFT KTS LBFT KTS LBFT KTS LBFT KTS
PPH PPH PPH PPH
50 100% 1130 332 145 100% 1240 332 147 0 100% 1670 416 164 100% 1840 422 165
Rng 1040 316 139 Rng 1070 305 137 75% 1250 341 144 75% 1380 343 146
75% 850 284 121 75% 930 283 126 Rng 1170 328 139 65% 1190 313 137
Conditions:
65% 730 264 105 65% 810 264 114 65% 1090 313 132 Rng 1030 287 127
®
End 660 252 76 End 680 243 86 End 660 241 70 End 660 230 71
40 100% 1270 354 152 100% 1400 355 154 -10 100% 1670 414 162 100% 1840 421 163
Rng 1040 315 138 Rng 1060 301 134 75% 1250 339 142 75% 1380 341 144
75% 960 300 129 75% 1050 300 134 65% 1090 310 130 65% 1190 311 135
65% 830 278 116 65% 910 278 123 Rng 1050 305 128 Rng 1020 283 124
End 660 249 75 End 680 241 82 End 670 239 70 End 660 227 69
100 SERIES
30 100% 1460 384 160 100% 1610 387 162 -20 100% 1670 412 159 100% 1840 420 161
®
75% 1100 322 140 75% 1210 322 142 75% 1250 337 140 75% 1380 338 143

Rng 1060 316 137 65% 1050 297 132 Rng 1090 308 128 65% 1190 309 133
65% 950 297 127 Rng 1020 292 130 65% 1090 308 128 Rng 1050 286 125
End 660 247 73 End 670 238 76 End 680 238 68 End 660 225 67
20 100% 1650 416 167 100% 1810 421 168 -30 100% 1670 410 157 100% 1840 418 159
75% 1240 343 147 75% 1360 344 149 75% 1250 334 137 75% 1380 336 141
Rng 1100 320 138 65% 1180 315 139 Rng 1130 313 130 65% 1190 306 131
65% 1070 315 136 Rng 1050 295 131 65% 1090 305 126 Rng 1100 291 126
End 660 245 72 End 660 235 74 End 680 237 66 End 660 223 65
15 100% 1670 419 167 100% 1840 425 168 -40 100% 1670 409 155 100% 1840 417 157
75% 1250 345 147 75% 1380 346 149 75% 1250 332 135 75% 1380 334 138
Rng 1130 323 139 65% 1190 317 139 Rng 1180 319 130 65% 1190 304 129
65% 1090 316 136 Rng 1060 296 131 65% 1090 303 123 Rng 1140 295 126
End 660 244 70 End 660 233 73 End 690 236 65 End 660 220 64
10 100% 1670 418 166 100% 1840 424 167 -50 100% 1670 407 152 100% 1840 416 154
Table 9.6-7 – Cruise Performance with External Cargo Compartment

75% 1250 343 146 75% 1380 345 148 75% 1250 329 132 75% 1380 332 136
Rng 1140 324 139 65% 1190 316 138 Rng 1230 326 131 65% 1190 301 127
65% 1090 315 135 Rng 1070 296 131 65% 1090 300 120 Rng 1030 275 116
CRUISE PERFORMANCE W/ECC (Press. Alt. SEA LEVEL)
End 660 243 69 End 660 232 72 End 690 234 65 End 660 218 63
Weight...................................................................................... 7255 pounds
Engine Inlet....................................................................................NORMAL

9.6_23
Section 9
ECC
ECC
2200 RPM 2000 RPM
9.6_24
TEMP FUEL FUEL
°C TRQ TAS TRQ TAS
Section 9
LBFT KTS LBFT KTS

PPH PPH
TEMP FUEL FUEL
40 100% 1240 343 152 100% 1360 344 154 °C TRQ TAS TRQ TAS
PWR FLOW PWR FLOW
Rng 1030 307 138 Rng 1060 296 136 LBFT KTS LBFT KTS
PPH PPH
75% 930 290 129 75% 1020 290 133
Conditions:
65% 800 269 115 65% 880 269 122 -10 100% 1670 411 164 100% 1840 419 165
End 660 244 77 End 680 236 86 75% 1250 335 144 75% 1380 337 146
Rng 1170 321 139 65% 1190 307 137
30 100% 1410 371 160 100% 1560 374 162 65% 1090 306 132 Rng 1010 278 126
75% 1060 311 139 75% 1170 311 142 End 660 234 70 End 660 223 71
Rng 1030 305 137 Rng 1010 287 132
65% 920 287 127 65% 1010 287 131 -20 100% 1670 409 162 100% 1840 418 163
End 660 242 75 End 680 234 83 75% 1250 332 142 75% 1380 334 144
65% 1090 304 130 65% 1190 304 135
20 100% 1590 402 167 100% 1750 407 168 Rng 1050 297 128 Rng 1020 276 124
75% 1200 331 146 75% 1320 333 148
End 670 233 70 End 660 220 69

Rng 1060 309 138 65% 1140 305 139
65% 1040 304 135 Rng 1000 283 129 -30 100% 1670 408 159 100% 1840 417 161
75% 1250 330 139 75% 1380 332 142

End 660 240 73 End 670 231 76
Rng 1090 303 129 65% 1190 302 133
13 100% 1670 415 169 100% 1840 421 170 65% 1090 301 128 Rng 1060 281 125
75% 1250 340 148 75% 1380 341 150 End 680 232 69 End 660 218 67
Rng 1090 311 138 65% 1190 312 141
65% 1090 311 138 Rng 1020 285 130 -40 100% 1670 406 157 100% 1840 416 159
End 660 239 72 End 660 229 75 75% 1250 328 137 75% 1380 330 140
Rng 1140 308 130 65% 1190 300 131
10 100% 1670 414 168 100% 1840 421 169 65% 1090 299 126 Rng 1100 284 125
75% 1250 339 148 75% 1380 341 150 End 680 230 68 End 660 216 65
Rng 1100 313 138 65% 1190 311 140
65% 1090 310 137 Rng 1030 286 130 -50 100% 1670 405 154 100% 1840 415 156
Table 9.6-8 (continued) – Cruise Performance with ECC

®
End 660 238 72 End 660 227 75 75% 1250 325 134 75% 1380 328 138
Rng 1180 312 130 65% 1190 298 129
0 100% 1670 412 166 100% 1840 420 167 65% 1090 296 123 Rng 1150 290 126
75% 1250 337 146 75% 1380 339 148 End 690 229 67 End 660 213 64
CRUISE PERFORMANCE W/ ECC (Press. Alt. 1000 FT)
Rng 1130 317 139 65% 1190 309 139

65% 1090 308 135 Rng 1010 280 127
End 660 236 70 End 660 225 73
100 SERIES
Weight...................................................................................... 7255 pounds


®
2200 RPM 2000 RPM
TEMP FUEL FUEL
°C TRQ TAS TRQ TAS
LBFT KTS LBFT KTS
PPH PPH
TEMP FUEL FUEL
40 100% 1200 332 152 100% 1320 333 154 °C TRQ TAS TRQ TAS
PWR FLOW PWR FLOW
PPH PPH
75% 900 281 128 75% 990 281 133
Conditions:
65% 780 260 114 65% 860 260 121 -10 100% 1670 408 166 100% 1840 417 167
75% 1250 330 146 75% 1380 333 148
®
End 660 239 79 End 670 231 89

Rng 1130 310 139 65% 1190 303 139
30 100% 1370 358 160 100% 1500 361 161 65% 1090 302 135 Rng 990 271 126
75% 1020 300 138 75% 1130 300 141 End 660 229 70 End 650 218 73
Rng 1000 295 136 Rng 1040 287 135
65% 890 277 126 65% 980 277 130 -20 100% 1670 406 164 100% 1840 416 165
End 660 237 78 End 670 229 86 75% 1250 328 144 75% 1380 331 146
65% 1090 299 132 65% 1190 300 137
100 SERIES
20 100% 1540 388 167 100% 1700 393 168 Rng 1010 287 127 Rng 980 267 123
®
75% 1160 320 146 75% 1270 321 148 End 660 227 70 End 660 216 71

Rng 1030 299 137 65% 1100 294 138
65% 1000 294 134 Rng 970 274 129 -30 100% 1670 405 161 100% 1840 415 163
End 660 236 75 End 670 227 83 75% 1250 326 141 75% 1380 329 144
65% 1090 297 130 65% 1190 298 135
11 100% 1670 411 171 100% 1840 419 171 Rng 1060 292 129 Rng 1020 270 124
75% 1250 335 150 75% 1380 337 152 End 670 226 70 End 660 214 70
65% 1090 306 139 65% 1190 307 142
Rng 1060 302 138 Rng 1000 277 130 -40 100% 1670 404 159 100% 1840 414 161
End 660 234 74 End 670 224 76 75% 1250 324 139 75% 1380 327 142
Rng 1090 295 129 65% 1190 296 133
10 100% 1670 411 170 100% 1840 419 171 65% 1090 295 128 Rng 1060 275 125
75% 1250 335 150 75% 1380 337 152 End 680 225 69 End 660 212 67
65% 1090 306 139 65% 1190 307 142
Rng 1060 302 138 Rng 1000 276 129 -50 100% 1670 403 156 100% 1840 414 158

End 660 234 74 End 670 224 76 75% 1250 322 136 75% 1380 325 140
Rng 1140 301 130 65% 1190 294 131
0 100% 1670 409 168 100% 1840 418 169 65% 1090 292 125 Rng 1110 280 126
75% 1250 332 148 75% 1380 335 150 End 680 223 69 End 660 210 65
Rng 1100 306 138 65% 1190 305 140
65% 1090 304 137 Rng 1030 279 130

End 660 232 72 End 660 220 75
Weight...................................................................................... 7255 pounds

9.6_25
Section 9
ECC
ECC
2200 RPM 2000 RPM
9.6_26
TEMP FUEL FUEL
°C TRQ TAS TRQ TAS 2200 RPM 2000 RPM
PWR FLOW PWR FLOW
Section 9
LBFT KTS LBFT KTS

PPH PPH TEMP FUEL FUEL
°C TRQ TAS TRQ TAS
40 100% 1160 321 151 100% 1280 322 153 PWR FLOW PWR FLOW
LBFT KTS LBFT KTS
Rng 990 291 139 Rng 990 276 134 PPH PPH
75% 870 271 127 75% 960 271 132 -10 100% 1670 405 168 100% 1840 415 169
Conditions:
65% 760 252 113 65% 830 251 119 75% 1250 326 148 75% 1380 329 150
End 650 234 81 End 680 227 90 Rng 1100 299 138 65% 1190 299 140
30 100% 1320 346 159 100% 1450 348 160 65% 1090 297 137 Rng 980 264 126
Rng 1010 292 139 75% 1090 290 140 End 660 225 72 End 650 214 75
75% 990 289 137 Rng 1010 277 134 -20 100% 1670 404 166 100% 1840 415 167
65% 860 267 124 65% 940 267 129 75% 1250 324 146 75% 1380 327 148
End 660 233 80 End 670 225 89 65% 1090 295 135 65% 1190 297 139
20 100% 1490 374 166 100% 1640 380 167 Rng 980 277 127 Rng 980 262 125
75% 1120 309 145 75% 1230 310 147 End 660 223 70 End 650 211 73
Rng 1000 288 136 65% 1060 284 137 -30 100% 1670 403 163 100% 1840 414 165
65% 970 283 133 Rng 980 271 131 75% 1250 322 143 75% 1380 326 146

End 660 231 78 End 670 223 85 65% 1090 293 132 65% 1190 295 137
10 100% 1640 401 171 100% 1800 410 172 Rng 1010 280 127 Rng 980 261 123
75% 1230 326 150 75% 1350 328 152 End 660 221 70 End 660 210 72
65% 1060 298 140 65% 1170 299 142 -40 100% 1670 402 161 100% 1840 414 163
Rng 1030 292 137 Rng 970 267 129 75% 1250 320 141 75% 1380 324 144
End 660 229 76 End 670 220 83 65% 1090 291 130 65% 1190 293 135
9 100% 1650 404 171 100% 1810 412 172 Rng 1050 285 128 Rng 1030 265 124
75% 1240 327 151 75% 1360 330 153 End 670 220 69 End 660 208 69
65% 1070 299 140 65% 1180 300 143 -50 100% 1670 401 159 100% 1840 414 160
Rng 1030 292 137 Rng 970 267 129

75% 1250 318 139 75% 1380 322 142
®
End 660 229 76 End 670 220 83 Rng 1100 291 129 65% 1190 290 132
0 100% 1670 406 170 100% 1840 416 171 65% 1090 289 128 Rng 1070 270 125
75% 1250 328 150 75% 1380 331 152 End 670 218 69 End 660 206 67
65% 1090 299 139 65% 1190 301 142

Rng 1060 295 138 Rng 1000 270 130
End 660 227 74 End 660 217 77
100 SERIES
Weight...................................................................................... 7255 pounds


®
2200 RPM 2000 RPM
TEMP FUEL FUEL
°C TRQ TAS TRQ TAS
LBFT KTS LBFT KTS
PPH PPH
TEMP FUEL FUEL
40 100% 1130 310 151 100% 1240 311 152 °C TRQ TAS TRQ TAS
PWR FLOW PWR FLOW
PPH PPH
75% 840 262 126 75% 930 262 131
Conditions:
65% 730 243 110 65% 800 243 117 -10 100% 1670 403 170 100% 1840 414 171
75% 1250 323 150 75% 1380 326 152
®
End 660 231 84 End 680 223 91

65% 1090 293 139 65% 1190 295 142
30 100% 1270 333 158 100% 1400 336 160 Rng 1060 289 138 Rng 960 257 126
Rng 990 284 139 75% 1050 279 139 End 660 221 74 End 660 211 77
75% 950 279 136 Rng 980 268 133
65% 830 257 123 65% 910 257 128 -20 100% 1670 402 168 100% 1840 414 169
End 650 228 83 End 680 221 90 75% 1250 321 148 75% 1380 324 150
65% 1090 291 137 65% 1190 293 140
100 SERIES
20 100% 1430 361 166 100% 1580 366 167 Rng 940 267 126 Rng 970 258 126
®
75% 1080 298 144 75% 1180 299 146 End 660 219 72 End 650 207 76

Rng 970 279 136 65% 1030 274 136
65% 930 273 132 Rng 1010 271 134 -30 100% 1670 401 166 100% 1840 414 167
End 660 226 80 End 670 218 89 75% 1250 319 145 75% 1380 323 148
65% 1090 289 135 65% 1190 291 138
10 100% 1580 387 171 100% 1740 395 172 Rng 970 270 126 Rng 950 252 122
75% 1190 315 150 75% 1300 317 152 End 660 217 70 End 650 205 73
65% 1030 287 139 65% 1130 288 142
Rng 980 280 135 Rng 950 260 129 -40 100% 1670 400 163 100% 1840 414 165
End 660 224 79 End 670 216 85 75% 1250 317 143 75% 1380 321 146
65% 1090 287 132 65% 1190 289 136
7 100% 1620 395 172 100% 1780 404 173 Rng 1020 275 128 Rng 990 256 124
75% 1220 319 151 75% 1340 322 153 End 660 215 70 End 650 203 72
65% 1050 291 140 65% 1160 292 143
Rng 990 281 136 Rng 950 259 128 -50 100% 1670 400 161 100% 1840 414 162

End 660 224 79 End 670 216 85 75% 1250 315 141 75% 1380 319 144
65% 1090 285 130 65% 1190 287 134
0 100% 1670 404 173 100% 1840 415 173 Rng 1060 281 129 Rng 1020 259 124
75% 1250 324 152 75% 1380 327 154 End 670 214 69 End 660 202 69
65% 1090 295 141 65% 1190 297 144

Rng 1010 283 136 Rng 970 261 129
End 660 223 76 End 670 214 83
Weight...................................................................................... 7255 pounds

9.6_27
Section 9
ECC
ECC
2200 RPM 2000 RPM
9.6_28
TEMP FUEL FUEL
°C TRQ TAS TRQ TAS
LBFT KTS LBFT KTS
Section 9
PPH PPH
TEMP FUEL FUEL
40 100% 1090 299 150 100% 1200 300 152 °C TRQ TAS TRQ TAS
PWR FLOW PWR FLOW
PPH PPH
75% 820 253 125 75% 900 253 129
Conditions:
65% 710 235 108 65% 780 234 115 -10 100% 1670 401 173 100% 1840 414 173
End 670 228 88 End 680 220 91 75% 1250 319 152 75% 1380 323 154
65% 1090 289 141 65% 1190 291 144
30 100% 1220 321 157 100% 1340 323 159 Rng 1010 277 136 Rng 950 252 128
Rng 970 277 139 75% 1010 269 137 End 660 217 76 End 670 208 82
75% 920 268 134 Rng 990 266 136
65% 790 248 121 65% 870 248 126 -20 100% 1670 401 170 100% 1840 414 171
End 660 224 84 End 680 217 91 75% 1250 317 150 75% 1380 321 152
65% 1090 288 139 65% 1190 289 142
20 100% 1380 348 165 100% 1520 352 166 Rng 1060 283 138 Rng 960 251 126
75% 1040 287 143 75% 1140 288 145
End 660 215 75 End 660 204 77

Rng 970 276 138 65% 990 263 134
65% 900 263 131 Rng 980 262 134 -30 100% 1670 400 168 100% 1840 414 169
75% 1250 316 148 75% 1380 320 150

End 650 221 83 End 670 215 91
65% 1090 286 137 65% 1190 288 140
10 100% 1520 374 170 100% 1680 381 171 Rng 940 261 126 Rng 950 247 124
75% 1140 303 149 75% 1260 305 151 End 660 213 72 End 650 201 76
65% 990 277 138 65% 1090 278 141
Rng 950 270 135 Rng 970 258 131 -40 100% 1670 399 165 100% 1840 414 167
End 650 220 81 End 670 212 89 75% 1250 314 145 75% 1380 318 148
65% 1090 284 135 65% 1190 286 138
5 100% 1590 386 172 100% 1750 396 173 Rng 980 266 127 Rng 950 246 122
75% 1190 311 151 75% 1310 314 153 End 660 210 70 End 650 199 74
65% 1030 284 140 65% 1140 285 143
Rng 970 273 136 Rng 930 252 128 -50 100% 1670 399 163 100% 1840 415 164

®
End 650 219 80 End 670 211 87 75% 1250 312 143 75% 1380 317 146
65% 1090 282 132 65% 1190 284 136
0 100% 1660 400 174 100% 1830 412 175 Rng 1030 271 128 Rng 990 250 123
75% 1250 320 154 75% 1370 323 155 End 660 209 69 End 650 198 71
65% 1080 290 143 65% 1190 292 145

Rng 980 273 135 Rng 940 252 128
End 660 218 79 End 670 210 85
100 SERIES
Weight...................................................................................... 7255 pounds


®
2200 RPM 2000 RPM 2200 RPM 2000 RPM
PPH PPH PPH PPH
Conditions:
30 100% 1170 308 156 100% 1290 311 158 -10 100% 1670 400 175 100% 1840 414 176
Rng 970 272 141 Rng 1000 264 138 75% 1250 316 154 75% 1380 320 156
®
75% 880 258 133 75% 970 258 136 65% 1090 286 143 65% 1190 288 146
65% 760 238 118 65% 840 238 123 Rng 980 267 135 Rng 920 244 127
End 670 221 88 End 680 214 93 End 650 212 79 End 670 204 85
20 100% 1330 334 164 100% 1460 339 165 -20 100% 1670 400 172 100% 1840 414 173
75% 1000 276 142 75% 1090 277 144 75% 1250 314 152 75% 1380 319 154
Rng 960 269 138 65% 950 253 133 65% 1090 284 141 65% 1190 286 144
100 SERIES
65% 860 253 129 Rng 950 253 133 Rng 1010 271 136 Rng 940 245 127
®
End 660 218 86 End 680 211 91 End 660 211 77 End 660 202 82

10 100% 1470 360 170 100% 1620 367 170 -30 100% 1670 399 170 100% 1840 415 171
75% 1100 292 148 75% 1210 294 150 75% 1250 313 150 75% 1380 317 152
65% 950 267 137 65% 1050 268 139 65% 1090 282 139 65% 1190 285 142
Rng 950 266 136 Rng 960 254 133 Rng 910 252 125 Rng 950 245 126
End 650 215 83 End 670 209 91 End 660 209 75 End 660 198 78
3 100% 1560 377 173 100% 1720 387 173 -40 100% 1670 399 167 100% 1840 416 169
75% 1170 303 151 75% 1290 306 153 75% 1250 311 147 75% 1380 316 150
65% 1010 276 140 65% 1120 277 143 65% 1090 280 137 65% 1190 283 140
Rng 940 263 134 Rng 940 249 130 Rng 950 257 126 Rng 920 238 121
End 650 214 82 End 670 207 90 End 660 207 71 End 650 195 76
0 100% 1600 386 174 100% 1760 397 175 -50 100% 1670 399 165 100% 1840 417 166

75% 1200 308 153 75% 1320 311 154 75% 1250 309 145 75% 1380 315 148
65% 1040 280 142 65% 1140 281 144 65% 1090 278 134 65% 1190 281 138
Rng 950 264 135 Rng 920 246 128 Rng 980 260 127 Rng 960 242 123
End 650 214 82 End 670 206 89 End 650 204 70 End 650 193 74
Weight...................................................................................... 7255 pounds


9.6_29
Section 9
ECC
ECC
9.6_30
2200 RPM 2000 RPM 2200 RPM 2000 RPM
Section 9

PPH PPH PPH PPH
Conditions:
30 100% 1130 296 155 100% 1240 298 157 -10 100% 1650 396 176 100% 1820 411 177
Rng 940 263 140 Rng 970 255 138 75% 1240 310 155 75% 1370 315 157
75% 850 248 131 75% 930 248 134 65% 1080 281 145 65% 1180 283 147
65% 730 229 115 65% 810 229 120 Rng 950 259 135 Rng 910 238 127
End 670 218 92 End 690 210 93 End 650 208 82 End 670 200 89
20 100% 1270 321 163 100% 1400 325 164 -20 100% 1670 399 175 100% 1840 415 176
75% 960 265 140 75% 1050 266 143 75% 1250 311 154 75% 1380 316 156
Rng 940 262 139 Rng 970 254 136 65% 1090 281 143 65% 1190 283 146
65% 830 243 127 65% 910 243 131 Rng 980 262 135 Rng 920 238 127
End 660 215 87 End 680 208 93 End 650 206 80 End 670 198 84
10 100% 1410 346 169 100% 1550 353 170 -30 100% 1670 399 172 100% 1840 416 173
75% 1060 281 147 75% 1170 283 149 75% 1250 310 152 75% 1380 315 154

Rng 960 263 139 65% 1010 258 138 65% 1090 279 141 65% 1190 282 144
65% 920 257 135 Rng 930 246 132 Rng 880 243 124 Rng 940 239 126
End 660 212 86 End 680 205 91 End 660 205 77 End 660 196 80
1 100% 1530 368 173 100% 1680 378 174 -40 100% 1670 399 170 100% 1840 417 171
75% 1140 295 151 75% 1260 298 153 75% 1250 308 149 75% 1380 314 152
65% 990 268 140 65% 1090 269 143 65% 1090 277 139 65% 1190 280 142
Rng 910 254 133 Rng 950 246 132 Rng 910 246 125 Rng 920 234 123
End 650 209 84 End 670 203 91 End 660 203 75 End 650 192 78
0 100% 1540 371 173 100% 1690 382 174 -50 100% 1670 400 167 100% 1840 419 169

®
75% 1160 296 152 75% 1270 299 154 75% 1250 307 147 75% 1380 313 149
65% 1000 269 141 65% 1100 271 143 65% 1090 275 137 65% 1190 279 140
Rng 910 254 133 Rng 940 244 131 Rng 950 251 126 Rng 920 232 121
End 650 209 84 End 670 203 91 End 660 201 71 End 650 189 76
100 SERIES
Weight...................................................................................... 7255 pounds


®
2200 RPM 2000 RPM 2200 RPM 2000 RPM
PPH PPH PPH PPH
Conditions:
30 100% 1080 284 153 100% 1190 286 155 -10 100% 1590 381 176 100% 1750 395 176
Rng 910 255 139 Rng 970 251 139 75% 1200 299 155 75% 1310 303 156
®
75% 810 238 128 75% 890 238 131 65% 1040 270 144 65% 1140 272 146
65% 700 220 110 65% 770 220 116 Rng 910 248 133 Rng 910 235 128
End 670 214 95 End 690 207 94 End 650 203 84 End 670 197 91
20 100% 1220 308 162 100% 1340 312 163 -20 100% 1670 399 177 100% 1840 417 178
Rng 940 258 140 75% 1010 255 141 75% 1250 309 156 75% 1380 314 158
75% 910 254 138 Rng 960 248 137 65% 1090 277 145 65% 1190 280 147
100 SERIES
65% 790 233 124 65% 870 234 128 Rng 950 253 135 Rng 900 231 126
®
End 670 212 91 End 690 205 94 End 650 202 83 End 670 195 88

10 100% 1360 332 168 100% 1490 339 169 -30 100% 1670 399 174 100% 1840 419 175
75% 1020 270 145 75% 1120 272 147 75% 1250 307 154 75% 1380 313 156
Rng 940 257 139 65% 970 247 136 65% 1090 276 143 65% 1190 279 146
65% 880 247 133 Rng 950 244 134 Rng 980 257 135 Rng 920 233 127
End 660 209 87 End 680 202 93 End 650 201 80 End 660 193 83
0 100% 1480 357 172 100% 1630 367 173 -40 100% 1670 400 172 100% 1840 420 173
75% 1110 285 151 75% 1220 288 152 75% 1250 306 151 75% 1380 313 154
65% 960 259 139 65% 1060 260 142 65% 1090 274 141 65% 1190 278 144
Rng 930 254 136 Rng 930 240 132 Rng 880 237 124 Rng 920 232 125
End 650 206 86 End 680 200 91 End 660 200 77 End 660 190 79
-1 100% 1490 358 173 100% 1640 369 174 -50 100% 1670 401 169 100% 1840 422 171

75% 1120 286 151 75% 1230 289 153 75% 1250 305 149 75% 1380 312 151
65% 970 260 140 65% 1060 261 142 65% 1090 273 139 65% 1190 276 142
Rng 920 251 135 Rng 930 240 132 Rng 920 242 125 Rng 890 224 120
End 650 206 87 End 680 200 91 End 660 198 73 End 650 186 79
Weight...................................................................................... 7255 pounds


9.6_31
Section 9
ECC
ECC
9.6_32
2200 RPM 2000 RPM 2200 RPM 2000 RPM
Section 9

PPH PPH PPH PPH
Conditions:
30 100% 1030 272 152 100% 1130 274 153 -10 100% 1530 366 175 100% 1690 380 176
Rng 910 251 141 Rng 970 248 141 75% 1150 288 154 75% 1260 292 155
75% 770 228 124 75% 850 228 128 65% 1000 260 142 65% 1100 262 145
End 670 211 98 65% 740 211 111 Rng 890 242 133 Rng 920 233 131
End 700 205 95 End 650 201 86 End 680 194 91
20 100% 1170 295 160 100% 1280 299 161 -20 100% 1620 388 177 100% 1790 407 178
Rng 910 249 139 75% 960 244 138 75% 1220 299 156 75% 1340 305 158
75% 870 244 136 Rng 950 242 137 65% 1060 269 145 65% 1160 272 147
65% 760 224 121 65% 830 224 125 Rng 910 243 133 Rng 900 227 127
End 670 209 95 End 690 202 94 End 640 198 85 End 670 192 90
10 100% 1300 319 167 100% 1430 325 168 -30 100% 1670 401 177 100% 1840 422 178
75% 970 259 144 75% 1070 261 146 75% 1250 305 156 75% 1380 312 158

Rng 920 250 139 Rng 960 242 137 65% 1090 273 145 65% 1190 277 147
65% 840 237 131 65% 930 238 134 Rng 950 248 134 Rng 890 226 126
End 660 206 91 End 690 199 94 End 650 197 83 End 670 189 87
0 100% 1420 342 171 100% 1560 352 172 -40 100% 1670 402 174 100% 1840 424 175
75% 1060 273 149 75% 1170 276 151 75% 1250 304 154 75% 1380 311 155
Rng 940 251 139 65% 1010 250 140 65% 1090 271 143 65% 1190 275 146
65% 920 249 138 Rng 910 233 131 Rng 850 229 123 Rng 920 228 126
End 660 204 87 End 680 197 93 End 650 196 80 End 660 187 82
-3 100% 1450 349 173 100% 1600 359 173 -50 100% 1670 403 172 100% 1840 426 173

®
75% 1090 277 151 75% 1200 280 152 75% 1250 303 151 75% 1380 311 153
65% 940 252 139 65% 1040 253 142 65% 1090 270 141 65% 1190 274 144
Rng 920 248 137 Rng 900 232 130 Rng 880 232 124 Rng 880 219 121
End 660 203 87 End 680 196 93 End 660 194 76 End 650 184 79
100 SERIES
Weight...................................................................................... 7255 pounds


®
2200 RPM 2000 RPM
2200 RPM 2000 RPM
TEMP FUEL FUEL
TEMP FUEL FUEL TRQ TAS TRQ TAS
TRQ TAS TRQ TAS °C PWR FLOW PWR FLOW
°C PWR FLOW PWR FLOW LBFT KTS LBFT KTS
LBFT KTS LBFT KTS PPH PPH
PPH PPH
Conditions:
-10 100% 1470 352 174 100% 1620 365 175

30 100% 980 260 149 100% 1080 262 151
75% 1100 276 152 75% 1210 280 154
®
Rng 920 249 143 Rng 960 242 141

65% 960 250 141 65% 1050 252 143
75% 740 218 120 75% 810 219 124
Rng 900 240 136 Rng 900 226 130
End 680 208 100 End 710 203 95
End 660 198 88 End 680 192 93
20 100% 1110 282 158 100% 1220 285 159
-20 100% 1560 374 176 100% 1720 391 177
Rng 900 244 140 Rng 960 241 140
75% 1170 288 155 75% 1290 294 157
75% 830 233 133 75% 920 234 135
65% 1020 259 144 65% 1120 262 146
100 SERIES
65% 720 214 116 65% 800 214 121

Rng 880 235 132 Rng 890 224 129
®
End 670 206 97 End 700 200 95

End 650 195 87 End 680 189 91

10 100% 1240 305 165 100% 1370 311 166
-30 100% 1640 395 178 100% 1810 417 179
75% 930 248 142 75% 1030 250 144
75% 1230 299 157 75% 1360 306 158
Rng 900 242 138 Rng 930 235 136
65% 1070 267 146 65% 1170 271 148
65% 810 227 128 65% 890 228 131
Rng 910 238 133 Rng 880 220 126
End 670 203 94 End 690 197 94
End 640 193 85 End 670 187 89
0 100% 1360 328 170 100% 1490 337 171
-40 100% 1670 404 176 100% 1840 429 177
75% 1020 262 148 75% 1120 265 149
75% 1250 302 156 75% 1380 311 157
Rng 920 245 139 65% 970 240 138
65% 1090 269 145 65% 1190 274 147
65% 880 238 135 Rng 930 234 135
Rng 930 241 133 Rng 890 221 126
End 660 201 90 End 690 194 94
End 650 192 82 End 660 184 86
-5 100% 1410 339 172 100% 1550 350 173
-50 100% 1670 405 174 100% 1840 432 175
75% 1060 269 150 75% 1170 272 152

75% 1250 301 153 75% 1380 310 155
Rng 920 244 138 65% 1010 245 141
65% 1090 268 143 65% 1190 273 145
65% 920 244 138 Rng 900 228 131
Rng 850 224 123 Rng 900 219 124
End 660 200 88 End 680 193 94
End 650 191 80 End 660 182 81
CRUISE PERFORMANCE W/ ECC (Press. Alt. 10,000 FT)
Weight...................................................................................... 7255 pounds


9.6_33
Section 9
ECC
ECC
9.6_34
2200 RPM 2000 RPM
Section 9
TEMP FUEL FUEL

°C TRQ TAS TRQ TAS
LBFT KTS LBFT KTS
PPH PPH
TEMP
Conditions:
FUEL FUEL
20 100% 1070 271 157 100% 1180 275 158 °C TRQ TAS TRQ TAS
PWR FLOW PWR FLOW
PPH PPH
75% 800 224 130 75% 880 225 133
65% 700 206 110 65% 770 206 116 -20 100% 1510 360 176 100% 1660 377 177
End 680 203 99 End 710 198 95 75% 1130 278 154 75% 1240 283 156
65% 980 249 143 65% 1080 252 145
10 100% 1200 294 164 100% 1320 300 165 Rng 870 229 132 Rng 890 221 130
75% 900 239 140 75% 990 241 142 End 650 193 86 End 680 187 93
Rng 880 237 139 Rng 940 232 137
65% 780 218 126 65% 860 219 129 -30 100% 1590 382 177 100% 1740 403 178
75% 1190 288 156 75% 1310 296 158
End 670 200 97 End 700 195 95

65% 1030 257 145 65% 1130 261 147
0 100% 1310 315 169 100% 1440 324 170 Rng 880 230 132 Rng 870 216 126
75% 980 252 146 75% 1080 255 148

End 650 190 87 End 670 184 90
Rng 900 237 139 65% 930 231 136
65% 850 229 133 Rng 920 228 135 -40 100% 1660 403 178 100% 1820 429 179
End 660 198 94 End 690 192 94 75% 1240 298 157 75% 1370 308 159
65% 1080 265 146 65% 1180 270 148
-7 100% 1380 331 172 100% 1520 343 173 Rng 910 233 132 Rng 880 216 126
75% 1040 262 150 75% 1140 265 151 End 640 188 85 End 670 182 88
Rng 910 239 139 65% 990 239 140
65% 900 237 138 Rng 910 226 133 -50 100% 1670 409 176 100% 1840 438 177
End 660 196 91 End 690 190 94 75% 1250 300 155 75% 1380 310 157
65% 1090 265 145 65% 1190 271 147
-10 100% 1420 339 174 100% 1560 352 174 Rng 850 221 124 Rng 890 216 125

®
75% 1060 266 151 75% 1170 270 153 End 650 187 82 End 660 179 84
65% 920 240 139 65% 1010 242 142
Rng 910 238 138 Rng 900 223 131
End 660 195 89 End 690 189 94
100 SERIES
Weight...................................................................................... 7255 pounds


®
® ® Section 9

Conditions:
Weight...................................................................................... 7255 pounds
2200 RPM 2000 RPM
TEMP FUEL FUEL
°C TRQ TAS TRQ TAS
PWR FLOW PWR FLOW
LBFT KTS LBFT KTS
PPH PPH
20 100% 1030 261 155 100% 1130 264 156
Rng 890 237 143 Rng 950 233 141
75% 770 216 127 75% 850 216 130
End 680 200 101 65% 740 198 109
End 720 196 97
10 100% 1150 282 163 100% 1260 288 164
Rng 880 233 140 75% 950 231 140
75% 860 230 138 Rng 940 229 139
65% 750 210 122 65% 820 211 126
End 680 198 99 End 710 193 96
0 100% 1260 303 168 100% 1380 312 169
75% 940 243 145 75% 1040 245 146
Rng 880 232 139 Rng 910 224 135
65% 820 220 131 65% 900 222 134
End 670 195 96 End 700 190 95
-9 100% 1350 323 172 100% 1490 335 173
75% 1010 254 149 75% 1120 258 151
Rng 890 231 138 65% 970 232 139
65% 880 230 137 Rng 910 222 134
End 660 193 94 End 690 188 95
-10 100% 1360 326 173 100% 1500 339 174
75% 1020 256 150 75% 1130 260 152
65% 890 231 138 65% 980 233 140
Rng 880 231 138 Rng 910 222 134
End 660 193 93 End 690 187 95
-20 100% 1450 347 175 100% 1600 364 176
75% 1090 267 153 75% 1200 273 155
65% 940 240 142 65% 1040 243 144
Rng 890 230 136 Rng 870 214 129
End 660 190 88 End 690 185 94
ECC
-30 100% 1530 368 177 100% 1680 389 178

75% 1150 278 155 75% 1260 285 157
65% 990 248 144 65% 1090 252 146
Rng 840 221 130 Rng 880 215 129
End 650 188 86 End 680 182 92
-40 100% 1600 389 178 100% 1760 415 179
75% 1200 288 156 75% 1320 297 158
65% 1040 255 145 65% 1140 260 148
Rng 880 225 132 Rng 870 211 126
End 650 185 87 End 670 179 90
-50 100% 1670 413 178 100% 1830 444 179
75% 1250 299 157 75% 1380 310 159
65% 1080 263 147 65% 1190 270 149
Rng 880 225 130 Rng 870 209 124
End 640 183 85 End 660 177 87

Section 9 ® ®

Conditions:
Weight...................................................................................... 7255 pounds
2200 RPM 2000 RPM
TEMP FUEL FUEL
°C TRQ TAS TRQ TAS
PWR FLOW PWR FLOW
LBFT KTS LBFT KTS
PPH PPH
20 100% 990 250 153 100% 1090 253 154
Rng 880 232 143 Rng 940 229 142
75% 740 207 122 75% 810 208 126
End 690 198 103 End 730 195 101
10 100% 1100 271 161 100% 1210 276 162
Rng 880 230 142 Rng 930 225 139
75% 830 220 135 75% 910 222 137
65% 720 202 116 65% 790 202 121
End 680 195 101 End 720 192 99
0 100% 1210 291 167 100% 1330 299 168
75% 900 233 143 75% 990 235 144
Rng 870 227 139 Rng 910 221 137
65% 780 212 128 65% 860 213 131
End 670 193 98 End 710 189 96
-10 100% 1310 314 172 100% 1440 325 173
75% 980 246 149 75% 1080 250 150
Rng 880 228 139 65% 940 224 138
65% 850 222 136 Rng 900 218 134
End 670 190 95 End 700 185 95
-11 100% 1320 315 172 100% 1450 327 173
75% 990 247 149 75% 1090 251 150
Rng 880 228 139 65% 940 225 138
65% 860 223 136 Rng 900 217 134
End 670 190 95 End 700 185 95
-20 100% 1400 334 175 100% 1540 350 175
75% 1050 257 152 75% 1150 262 154
65% 910 231 140 65% 1000 234 142
Rng 880 227 138 Rng 900 216 133
End 660 188 92 End 690 183 95
-30 100% 1470 354 176 100% 1620 375 177
ECC
75% 1100 267 154 75% 1210 274 156

65% 960 239 143 65% 1050 242 145
Rng 850 220 132 Rng 860 208 128
End 660 185 88 End 680 180 94
-40 100% 1540 375 177 100% 1690 400 178
75% 1150 277 156 75% 1270 286 157
65% 1000 246 144 65% 1100 251 147
Rng 840 216 130 Rng 860 207 126
End 650 183 87 End 680 177 92
-50 100% 1610 399 178 100% 1770 430 179
75% 1210 289 157 75% 1330 299 159
65% 1050 254 146 65% 1150 260 148
Rng 880 221 131 Rng 870 207 126
End 650 181 87 End 670 175 89

® ® Section 9

Conditions:
Weight...................................................................................... 7255 pounds
2200 RPM 2000 RPM
TEMP FUEL FUEL
°C TRQ TAS TRQ TAS
PWR FLOW PWR FLOW
LBFT KTS LBFT KTS
PPH PPH
20 100% 950 240 151 100% 1040 243 152
Rng 900 231 146 Rng 930 224 142
75% 710 199 113 75% 780 199 119
End 690 196 104 End 750 194 104
10 100% 1060 259 160 100% 1160 264 160
Rng 860 224 141 Rng 940 225 142
75% 790 211 131 75% 870 213 134
End 690 193 103 65% 750 194 113
End 730 191 101
0 100% 1150 279 166 100% 1270 286 166
Rng 870 224 141 75% 950 225 142
75% 870 223 140 Rng 920 219 138
65% 750 203 124 65% 830 204 127
End 680 191 100 End 720 187 99
-10 100% 1260 301 171 100% 1380 312 171
75% 940 236 147 75% 1040 240 148
Rng 870 223 139 Rng 900 215 136
65% 820 213 133 65% 900 215 135
End 670 188 97 End 710 184 96
-13 100% 1280 306 172 100% 1410 318 172
75% 960 239 148 75% 1060 243 149
Rng 870 222 139 65% 920 218 137
65% 830 216 134 Rng 900 214 135
End 670 188 97 End 710 183 95
-20 100% 1340 321 174 100% 1470 336 174
75% 1010 247 150 75% 1110 252 152
65% 870 222 138 65% 960 224 140
Rng 860 220 137 Rng 890 212 133
End 670 186 95 End 700 181 95
-30 100% 1410 341 175 100% 1560 360 176
ECC
75% 1060 257 153 75% 1170 264 155

65% 920 229 141 65% 1010 233 143
Rng 870 221 136 Rng 860 206 129
End 660 183 92 End 690 178 95
-40 100% 1480 361 176 100% 1630 385 178
75% 1110 267 155 75% 1220 275 156
65% 960 237 143 65% 1060 241 145
Rng 830 212 130 Rng 860 204 128
End 660 181 88 End 680 176 94
-50 100% 1550 385 177 100% 1710 415 178
75% 1160 278 156 75% 1280 289 158
65% 1010 245 145 65% 1110 251 147
Rng 840 212 129 Rng 850 203 126
End 650 179 87 End 680 173 91

Section 9 ® ®

Conditions:
Weight...................................................................................... 7255 pounds
2200 RPM 2000 RPM
TEMP FUEL FUEL
°C TRQ TAS TRQ TAS
PWR FLOW PWR FLOW
LBFT KTS LBFT KTS
PPH PPH
20 100% 900 230 148 100% 990 232 149
Rng 890 227 146 Rng 940 223 143
End 700 194 105 End 760 193 106
10 100% 1010 248 157 100% 1110 253 158
Rng 870 223 143 Rng 930 221 142
75% 760 202 126 75% 830 203 129
End 690 192 104 End 750 190 104
0 100% 1100 267 164 100% 1210 274 164
Rng 850 218 140 Rng 920 217 140
75% 830 214 137 75% 910 216 139
65% 720 194 117 65% 790 195 122
End 690 189 102 End 730 187 101
-10 100% 1210 288 169 100% 1330 299 170
75% 900 226 144 75% 990 230 146
Rng 860 218 140 Rng 890 212 136
65% 780 205 129 65% 860 206 132
End 680 187 100 End 720 183 99
-15 100% 1240 297 171 100% 1370 309 172
75% 930 231 146 75% 1030 235 148
Rng 870 219 140 Rng 900 212 136
65% 810 208 132 65% 890 210 135
End 680 185 98 End 720 182 98
-20 100% 1290 307 172 100% 1410 322 173
75% 960 237 149 75% 1060 241 150
Rng 860 217 138 65% 920 215 138
65% 840 213 135 Rng 880 208 133
End 670 184 97 End 710 180 96
-30 100% 1360 327 174 100% 1490 346 175
75% 1020 247 152 75% 1120 253 153
65% 880 220 139 65% 970 224 141
ECC
Rng 850 214 135 Rng 870 206 132

End 670 181 94 End 700 177 95
-40 100% 1420 347 176 100% 1570 370 177
75% 1070 257 153 75% 1170 265 155
65% 930 227 141 65% 1020 232 144
Rng 840 211 133 Rng 840 199 127
End 660 179 92 End 690 174 94
-50 100% 1490 371 177 100% 1640 400 178
75% 1120 268 155 75% 1230 278 157
65% 970 235 144 65% 1070 241 146
Rng 810 204 127 Rng 840 199 126
End 660 177 88 End 680 171 92

® ® Section 9

Conditions:
Weight...................................................................................... 7255 pounds
2200 RPM 2000 RPM
TEMP FUEL FUEL
°C TRQ TAS TRQ TAS
PWR FLOW PWR FLOW
LBFT KTS LBFT KTS
PPH PPH
10 100% 960 238 155 100% 1060 242 155
Rng 880 221 145 Rng 930 217 142
75% 720 194 118 75% 790 195 122
End 700 190 105 End 760 189 106
0 100% 1060 255 162 100% 1160 262 162
Rng 850 216 141 Rng 920 216 141
75% 790 205 133 75% 870 207 135
End 690 188 104 65% 760 187 112
End 750 186 104
-10 100% 1160 276 168 100% 1270 287 168
75% 870 217 142 75% 950 220 143
Rng 850 214 140 Rng 910 212 139
65% 750 196 125 65% 830 198 128
End 690 185 102 End 740 183 101
-17 100% 1210 288 170 100% 1330 301 171
75% 910 224 145 75% 1000 228 147
Rng 850 214 139 Rng 890 208 135
65% 780 201 130 65% 860 204 133
End 680 183 100 End 730 180 100
-20 100% 1230 295 171 100% 1360 309 172
75% 920 227 146 75% 1020 232 148
Rng 850 213 138 Rng 890 208 136
65% 800 204 132 65% 880 206 135
End 680 182 99 End 720 179 99
-30 100% 1300 314 173 100% 1430 332 174
75% 980 237 150 75% 1080 243 151
65% 850 211 137 65% 930 215 139
Rng 840 210 136 Rng 870 203 132
End 670 180 97 End 710 176 96
-40 100% 1370 333 175 100% 1500 356 176
ECC
75% 1030 246 152 75% 1130 254 154

65% 890 218 140 65% 980 223 142
Rng 850 211 135 Rng 850 199 129
End 670 177 94 End 700 173 95
-50 100% 1430 356 176 100% 1580 384 177
75% 1080 257 154 75% 1180 267 156
65% 930 226 142 65% 1030 232 144
Rng 820 204 130 Rng 830 195 126
End 660 175 92 End 690 170 94

Section 9 ® ®

Conditions:
Weight...................................................................................... 7255 pounds
2200 RPM 2000 RPM
TEMP FUEL FUEL
°C TRQ TAS TRQ TAS
PWR FLOW PWR FLOW
LBFT KTS LBFT KTS
PPH PPH
10 100% 920 227 151 100% 1010 231 152
Rng 880 219 147 Rng 920 214 143
End 710 189 106 End 770 189 110
0 100% 1010 244 159 100% 1110 251 160
Rng 870 216 144 Rng 920 213 141
75% 760 196 127 75% 830 198 129
End 700 187 105 End 760 186 106
-10 100% 1110 264 166 100% 1220 274 166
Rng 840 210 140 75% 910 211 140
75% 830 208 138 Rng 900 209 139
65% 720 188 117 65% 790 189 121
End 700 184 104 End 750 182 104
-19 100% 1170 280 169 100% 1290 292 170
75% 880 216 143 75% 970 220 145
Rng 840 209 139 Rng 890 206 136
65% 760 195 127 65% 840 197 130
End 690 182 103 End 740 180 101
-20 100% 1180 282 170 100% 1300 295 170
75% 890 218 144 75% 970 222 146
Rng 840 209 139 Rng 890 205 136
65% 770 196 128 65% 840 198 131
End 690 181 101 End 740 179 101
-30 100% 1250 300 172 100% 1370 318 173
75% 940 227 148 75% 1030 233 149
Rng 850 210 138 65% 890 206 136
65% 810 203 133 Rng 870 202 133
End 680 178 99 End 720 176 99
-40 100% 1310 319 174 100% 1440 341 175
75% 980 236 150 75% 1080 244 152
65% 850 209 137 65% 940 213 140
ECC
Rng 820 203 133 Rng 840 196 129

End 670 176 97 End 710 173 96
-50 100% 1380 342 175 100% 1510 369 176
75% 1030 247 152 75% 1140 256 154
65% 890 217 140 65% 980 222 143
Rng 830 204 133 Rng 830 192 127
End 660 174 95 End 700 169 95

® ® Section 9

Conditions:
Weight...................................................................................... 7255 pounds
2200 RPM 2000 RPM
TEMP FUEL FUEL
°C TRQ TAS TRQ TAS
PWR FLOW PWR FLOW
LBFT KTS LBFT KTS
PPH PPH
10 100% 870 216 147 100% 960 220 148
End 720 189 109 Rng 930 214 144
End 790 189 111
0 100% 960 233 157 100% 1060 239 157
Rng 860 212 144 Rng 910 210 141
75% 720 187 116 75% 790 189 120
End 710 186 107 End 780 186 110
-10 100% 1060 252 164 100% 1160 262 164
Rng 860 211 143 Rng 920 210 142
75% 790 199 134 75% 870 202 135
End 700 183 105 End 760 182 107
-20 100% 1130 270 168 100% 1240 282 168
75% 850 208 141 75% 930 212 142
Rng 830 205 139 Rng 890 205 138
65% 730 187 122 65% 810 189 125
End 700 180 103 End 750 179 105
-21 100% 1130 271 168 100% 1250 284 169
75% 850 209 141 75% 930 213 143
Rng 830 205 139 Rng 890 204 137
65% 740 188 123 65% 810 190 126
End 690 180 103 End 750 179 104
-30 100% 1190 287 170 100% 1310 303 171
75% 900 217 145 75% 990 223 147
Rng 840 206 139 Rng 860 199 133
65% 780 194 129 65% 850 197 132
End 690 178 101 End 730 176 101
-40 100% 1250 305 172 100% 1380 326 173
75% 940 226 148 75% 1030 233 150
Rng 820 201 134 65% 900 204 137
65% 820 200 134 Rng 850 195 131
ECC
End 680 175 99 End 720 172 99

-50 100% 1320 327 174 100% 1450 352 175
75% 990 236 151 75% 1090 245 152
65% 860 208 138 65% 940 213 140
Rng 820 200 133 Rng 840 193 129
End 670 173 97 End 710 169 96

Section 9 ® ®

Conditions:
Weight...................................................................................... 7255 pounds
2200 RPM 2000 RPM
TEMP FUEL FUEL
°C TRQ TAS TRQ TAS
PWR FLOW PWR FLOW
LBFT KTS LBFT KTS
PPH PPH
10 100% 830 206 141 100% 910 209 142
End 740 189 111 End 810 190 111
0 100% 920 222 153 100% 1010 228 153
Rng 860 211 146 Rng 920 210 143
End 730 186 110 End 790 186 111
-10 100% 1010 241 161 100% 1110 249 161
Rng 850 208 143 Rng 910 208 142
75% 750 190 126 75% 830 192 128
End 720 183 107 End 780 183 110
-20 100% 1080 257 165 100% 1180 269 166
Rng 840 204 140 Rng 900 204 139
75% 810 199 136 75% 890 203 138
End 700 180 104 65% 770 181 114
End 760 179 107
-23 100% 1090 261 166 100% 1200 274 167
Rng 830 204 140 75% 900 205 140
75% 820 201 138 Rng 890 203 138
65% 710 180 113 65% 780 183 119
End 700 179 105 End 760 179 106
-30 100% 1140 274 168 100% 1250 289 169
75% 850 207 142 75% 940 213 143
Rng 830 203 139 Rng 880 200 136
65% 740 185 123 65% 810 188 127
End 700 177 103 End 750 176 105
-40 100% 1200 291 170 100% 1320 310 172
75% 900 216 145 75% 990 223 147
Rng 830 202 137 65% 860 195 133
65% 780 192 130 Rng 850 195 132
End 690 174 102 End 730 173 101
-50 100% 1260 312 173 100% 1390 336 173
ECC
75% 940 226 148 75% 1040 234 150

65% 820 199 134 65% 900 204 137
Rng 810 197 133 Rng 840 191 129
End 680 172 100 End 720 169 99

® ® Section 9

Conditions:
Weight...................................................................................... 7255 pounds
2200 RPM 2000 RPM
TEMP FUEL FUEL
°C TRQ TAS TRQ TAS
PWR FLOW PWR FLOW
LBFT KTS LBFT KTS
PPH PPH
10 100% 790 195 132 100% 860 199 133
End 750 189 115 End 830 191 115
0 100% 870 211 148 100% 960 216 148
Rng 870 211 147 Rng 920 208 143
End 740 186 112 End 810 188 112
-10 100% 960 229 157 100% 1050 237 158
Rng 850 207 145 Rng 910 206 142
End 730 183 110 End 790 184 111
-20 100% 1020 245 162 100% 1130 256 163
Rng 830 202 141 Rng 900 204 141
75% 770 190 130 75% 840 193 131
End 720 180 108 End 780 180 110
-25 100% 1050 252 164 100% 1160 264 165
Rng 830 202 141 Rng 900 203 139
75% 790 193 133 75% 870 197 135
End 710 178 105 End 770 179 109
-30 100% 1090 261 166 100% 1190 275 167
Rng 830 200 139 75% 900 202 139
75% 810 198 137 Rng 890 201 138
End 710 177 104 65% 780 179 116
End 760 177 107
-40 100% 1140 277 168 100% 1260 295 169
75% 860 206 142 75% 940 212 144
Rng 820 199 138 Rng 860 195 134
65% 740 183 124 65% 820 186 127
End 700 174 103 End 750 173 105
-50 100% 1200 297 171 100% 1320 320 172
75% 900 215 145 75% 990 223 147
Rng 810 196 135 65% 860 194 133
65% 780 190 130 Rng 840 191 131
ECC
End 690 171 102 End 730 170 101

Section 9 ® ®

Conditions:
Weight...................................................................................... 7255 pounds
2200 RPM 2000 RPM
TEMP FUEL FUEL
°C TRQ TAS TRQ TAS
PWR FLOW PWR FLOW
LBFT KTS LBFT KTS
PPH PPH
0 100% 830 202 142 100% 920 207 143
End 750 186 116 End 830 189 116
-10 100% 920 219 154 100% 1010 227 154
Rng 850 205 145 Rng 910 205 142
End 740 183 113 End 810 186 112
-20 100% 980 235 160 100% 1080 245 161
Rng 840 202 142 Rng 910 205 142
75% 740 182 120 75% 810 185 123
End 730 180 110 End 790 182 111
-27 100% 1020 245 163 100% 1120 258 164
Rng 830 199 140 Rng 890 201 139
75% 770 187 129 75% 840 191 131
End 720 178 108 End 780 179 110
-30 100% 1040 250 164 100% 1150 264 165
Rng 820 198 139 Rng 890 201 139
75% 780 190 132 75% 860 195 134
End 720 177 108 End 780 178 110
-40 100% 1100 267 167 100% 1210 284 168
Rng 830 199 139 75% 910 204 140
75% 820 198 138 Rng 870 195 135
65% 710 176 113 65% 780 179 119
End 710 174 105 End 760 175 108
-50 100% 1160 287 170 100% 1270 309 171
75% 870 207 143 75% 950 215 145
Rng 810 195 136 Rng 840 190 131
65% 750 183 126 65% 830 187 129
End 700 171 104 End 750 171 104

ECC

® ® Section 9

Conditions:
Weight...................................................................................... 7255 pounds
2200 RPM 2000 RPM
TEMP FUEL FUEL
°C TRQ TAS TRQ TAS
PWR FLOW PWR FLOW
LBFT KTS LBFT KTS
PPH PPH
0 100% 800 193 134 100% 880 198 134
End 770 188 120 End 850 192 118
-10 100% 880 210 150 100% 960 217 150
Rng 870 208 148 Rng 920 207 144
End 750 184 116 End 830 188 116
-20 100% 940 225 157 100% 1040 235 158
Rng 840 202 144 Rng 910 205 142
End 740 181 114 End 810 184 114
-29 100% 990 238 161 100% 1090 251 162
Rng 820 197 140 Rng 890 201 140
75% 740 181 122 75% 820 185 125
End 730 178 110 End 800 181 110
-30 100% 1000 240 162 100% 1100 253 163
Rng 820 197 139 Rng 890 201 139
75% 750 182 124 75% 830 187 127
End 730 178 110 End 790 180 111
-40 100% 1050 256 165 100% 1160 273 166
Rng 820 197 139 Rng 870 197 137
75% 790 190 134 75% 870 196 136
End 720 175 108 End 780 176 110
-50 100% 1110 276 168 100% 1220 297 169
75% 830 200 140 75% 920 207 142
Rng 820 195 138 Rng 860 193 134
65% 720 176 118 65% 800 180 123
End 710 172 105 End 760 173 108
Table 9.6-8 (continued) – Cruise Performance with ECC ECC

Section 9 ® ®

Conditions:
Weight...................................................................................... 7255 pounds
2200 RPM 2000 RPM
TEMP FUEL FUEL
°C TRQ TAS TRQ TAS
PWR FLOW PWR FLOW
LBFT KTS LBFT KTS
PPH PPH
-10 100% 840 201 143 100% 920 207 143
End 770 186 120 End 850 191 118
-20 100% 900 216 153 100% 990 225 154
Rng 850 203 145 Rng 910 205 142
End 760 183 116 End 830 187 116
-30 100% 960 230 159 100% 1050 243 159
Rng 840 200 142 Rng 900 203 141
End 740 180 114 End 810 183 114
-31 100% 960 231 159 100% 1060 244 160
Rng 830 197 141 Rng 900 203 141
End 740 179 114 End 810 183 114
-40 100% 1010 245 162 100% 1110 261 163
Rng 820 196 139 Rng 880 199 138
75% 760 182 126 75% 830 188 129
End 730 176 110 End 790 179 111
-50 100% 1070 265 166 100% 1180 286 167
Rng 820 196 139 75% 880 199 138
75% 800 192 136 Rng 860 195 135
End 720 173 108 End 780 175 110

ECC

® ® Section 9

Conditions:
Weight...................................................................................... 7255 pounds
2200 RPM 2000 RPM
TEMP FUEL FUEL
°C TRQ TAS TRQ TAS
PWR FLOW PWR FLOW
LBFT KTS LBFT KTS
PPH PPH
-10 100% 800 191 131 100% 880 198 130
End 780 188 121 End 870 195 122
-20 100% 860 206 148 100% 950 215 148
Rng 860 205 147 Rng 920 209 144
End 770 185 120 End 850 191 120
-30 100% 920 220 155 100% 1010 232 155
Rng 830 199 143 Rng 910 206 143
End 760 182 116 End 830 187 116
-33 100% 930 223 156 100% 1020 236 157
Rng 830 199 142 Rng 910 205 142
End 750 181 116 End 830 186 116
-40 100% 970 235 159 100% 1060 250 160
Rng 820 196 140 Rng 890 202 140
End 740 179 114 End 810 183 114
-50 100% 1020 254 164 100% 1130 274 165
Rng 810 194 138 Rng 860 195 135
75% 770 184 129 75% 840 191 132
End 730 175 110 End 790 178 111

Conditions:
Weight...................................................................................... 7255 pounds
2200 RPM 2000 RPM
TEMP FUEL FUEL
°C TRQ TAS TRQ TAS
PWR FLOW PWR FLOW
LBFT KTS LBFT KTS
PPH PPH
ECC
-20 100% 820 196 139 100% 900 205 139

End 790 188 121 End 870 196 123
-30 100% 870 210 149 100% 960 221 150
Rng 840 202 144 Rng 910 208 143
End 770 185 120 End 850 192 120
-35 100% 900 216 152 100% 980 228 153
Rng 840 201 143 Rng 910 206 141
End 770 183 119 End 840 190 118
-40 100% 920 224 155 100% 1010 238 156
Rng 830 199 141 Rng 900 206 141
End 760 182 116 End 830 188 116
-50 100% 980 243 161 100% 1080 262 162
Rng 820 196 139 Rng 870 199 137
End 740 178 114 End 810 183 114

Section 9 ® ®
MAXIMUM LANDING WEIGHTS WITH ECC

(Refer to the table on the following page)
Conditions:
• Maximum Takeoff Power
• Flaps 35°
• Airspeed – 74 KIAS (VREF)
NO T E S :
landing weight.
NO T E : For temperatures below 11°C and altitudes below 7000 ft, the
landing weight limit is 6,690 lb.

ECC

® ® Section 9

(°C) (°F) 7000 8000 9000 10000 11000 12000
6690
11 52 6690 6690 6690 6690 6690
6470
6690
13 55 6690 6690 6690 6690 6690
6354
6690 6572
15 59 6690 6690 6690 6690
6606 6231
6690 6452
17 63 6690 6690 6690 6690
6478 6104
6690 6329
19 66 6690 6690 6690 6690
6352 5973
6690 6566 6202
21 70 6690 6690 6690
6591 6220 5838
6690 6437 6071
23 73 6690 6690 6690
6454 6083 5696
6664 6304 5932
25 77 6690 6690 6690
6318 5940 5549
6690 6528 6167 5793
27 81 6690 6690
6543 6174 5792 5396
6690 6390 6026
29 84 6690 6690 —
6399 6026 5639
6690 6605 6247
31 88 6690 — —
6608 6249 5871
6690 6456
33 91 6690 — — —
6450 6093
6690 6645
ECC
35 95 — — — —
6653 6286
6690
37 99 — — — — —
6479
Table 9.6-8 – Maximum Landing Weights with ECC

Section 9 ® ®
BALKED LANDING RATE OF CLIMB WITH ECC

Conditions:
Power.........................................................................................Max Takeoff
Flaps............................................................................................ 35° (Down)
Climb Airspeed.................................................................................74 KIAS
Example:
Weight...................................................................................... 6690 pounds
Pressure Altitude............................................................................ 6000 feet
NO T E S :
charted data.
• For operation in air warmer than provided in this table, use extreme
caution.
the Go-Around/Balked Landing procedure outlined in “Section 4.”

ECC

® ® Section 9

ALT SPEED ALT SPEED
795 567 1034 781

S.L. 74 1250 1213 1181 S.L. 74 1526 1490 1459
713 477 942 681
1020 627 402 1285 852 603
2000 74 1215 1176 2000 74 1492 1454
931 526 282 1186 739 470
845 460 1096 671
4000 74 1179 1142 — 4000 74 1457 1421 —
763 370 1004 571
1139 976 677 290 1418 1242 914 488
6000 74 — 6000 74 —
1132 888 578 182 1410 1144 804 367
1018 798 497 1289 1049 719
8000 74 — — 8000 74 — —
954 717 410 1217 959 622
842 613 312 1098 848 519
10000 74 — — 10000 74 — —
764 520 215 1012 745 411
658 421 125 899 641 317
12000 74 — — 12000 74 — —
587 337 32 820 547 214

ALT SPEED ALT SPEED
1463 1163 2056 1685
S.L. 74 2031 1995 1966 S.L. 74 2743 2706 2677
1352 1043 1918 1535
1765 1253 958 2434 1802 1436
2000 74 1998 1960 2000 74 2709 2670
1645 1117 798 2285 1632 1236
1546 1044 2169 1549
4000 74 1963 1928 — 4000 74 2673 2638 —
1436 924 2031 1399
1925 1721 1337 833 2634 2388 1916 1295
6000 74 — 6000 74 —
ECC
1915 1604 1204 689 2621 2242 1750 1114

1778 1499 1111 2458 2119 1644
8000 74 — — 8000 74 — —
1692 1391 996 2351 1984 1499
1558 1267 882 2192 1839 1366
10000 74 — — 10000 74 — —
1454 1143 751 2063 1684 1204
1329 1029 649 1916 1551 1086
12000 74 — — 12000 74 — —
1233 916 525 1797 1410 931
Table 9.6-9 – Balked Landing Rate of Climb with ECC

Section 9 ® ®
BALKED LANDING CLIMB GRADIENT WITH ECC

Conditions:
Power.........................................................................................Max Takeoff
Flaps............................................................................................ 35° (Down)
Climb Airspeed.................................................................................74 KIAS
Winds.....................................................................................................Zero
Example:
Weight...................................................................................... 6690 pounds
Pressure Altitude............................................................................ 6000 feet
NO T E S :
for the horizontal distance traveled and is expressed as Feet per
Nautical Mile.
charted data.
• For operation in air warmer than provided in this table, use extreme
caution.
• This chart is required for aircraft certification. However, significantly
better performance may be achieved by climbing at the Best Rate of
Climb speeds with the flaps positioned at 20° or following the Go-
Around/Balked Landing procedure outlined in “Section 4.”

ECC

® ® Section 9

ALT SPEED ALT SPEED
615 431 803 595

S.L. 74 1087 1014 951 S.L. 74 1338 1254 1183
551 362 730 518
789 467 294 999 636 442
2000 74 1018 946 2000 74 1258 1178
719 391 206 920 551 344
628 329 818 482
4000 74 949 884 — 4000 74 1181 1106 —
567 265 748 409
883 725 484 200 1105 927 655 337
6000 74 — 6000 74 —
877 659 413 126 1098 852 575 253
757 569 341 963 751 495
8000 74 — — 8000 74 — —
709 511 282 908 686 428
601 420 206 786 583 343
10000 74 — — 10000 74 — —
545 356 142 723 511 271
451 277 79 617 423 202
12000 74 — — 12000 74 — —
402 221 20 562 360 136

ALT SPEED ALT SPEED
1146 891 1639 1306
S.L. 74 1815 1709 1619 S.L. 74 2547 2398 2274
1057 797 1522 1185
1389 941 705 1962 1371 1066
2000 74 1714 1612 2000 74 2406 2265
1291 837 586 1831 1236 914
1164 753 1663 1127
4000 74 1616 1523 — 4000 74 2271 2143 —
1078 665 1550 1015
1521 1299 964 577 2140 1842 1401 902
6000 74 — 6000 74 —
ECC
1513 1207 867 476 2129 1719 1274 774

1344 1082 768 1901 1554 1147
8000 74 — — 8000 74 — —
1276 1002 687 1810 1449 1043
1125 875 584 1611 1285 912
10000 74 — — 10000 74 — —
1048 788 498 1509 1173 801
918 681 413 1340 1034 694
12000 74 — — 12000 74 — —
850 605 334 1253 938 593
Table 9.6-10 – Balked Landing Climb Gradient with ECC

Section 9 ® ®
EXTERNAL CARGO COMPARTMENT BAY LOADING LIMITS

The following figure defines the loading limits for the various External Cargo
Compartment zones, if equipped.
Bay FS (inches) Maximum Load (pounds)

1 26.0 290
2 75.25 280
3 110.75 180
Figure 9.6-1 – External Cargo Compartment Bay Loading Limits
9.6-7 AIRPLANE AND SYSTEMS DESCRIPTIONS

The ECC, with a 63-cubic-foot area and a 750 pound capacity, may be
installed on KODIAK® 100 airplanes. The ECC is constructed of two pieces –
the nose fairing and the main pod – which are separated by a stainless steel
firewall.
ECC
The ECC and its doors have a foam composite core, strips of a nonwoven
metallic lightning and shielding mesh, a layer of ground plane mesh, and an
outer layer of fiberglass.
Two bulkheads divide the pod into three compartments. Each compartment
may be accessed through a separate door located in the left side of the pod.
Ventral fins, strakes, and aerodynamic fences are installed to provide
additional stability about the yaw axis. A fuel drain system enables exterior
access to the fuel drain lines.

® ® Section 9
9.6-8 HANDLING, SERVICE, AND MAINTENANCE
JACKING
A series of jack adapters are provided as a tool kit for jacking the airplane.
One adapter fits into the drag brace fitting on the fuselage for jacking the
nose gear. Two adapters (one for each main wheel) fit onto the existing axle
assemblies for jacking the main wheels. Two additional adapters screw into
the belly of the airplane at the main landing gear carry through structure, for
jacking the airplane to remove the main landing gear. For airplanes equipped
with an external cargo compartment, two additional adapters are placed
under the outboard aft trunnion bolt and used to jack the airplane.
ECC

Section 9 ® ®

ECC

® ®
Section 9
100 SERIES GARMIN WEATHER RADAR
GARMIN WEATHER RADAR

INTRODUCTION
When the Garmin GWX Airborne Color Weather Radar is installed in the
KODIAK® 100, this Supplement is applicable and must be inserted in
the Supplement Section (Section 9) of the KODIAK® 100 Pilot’s Operating
Handbook and FAA Approved Airplane Flight Manual (POH/AFM). This
basic KODIAK® 100 POH/AFM.
Weather Radar

Weather Radar

® ®
Section 9
GARMIN WEATHER RADAR

Table of Contents
CONTENTS PAGE
GENERAL��9.7_5
DESCRIPTIVE DATA�� 9.7_5
KINDS OF OPERATION EQUIPMENT LIST�� 9.7_5
PLACARDS�� 9.7_5
GENERAL�� 9.7_6
GARMIN GWX 68 AIRBORNE COLOR WEATHER RADAR SYSTEM�� 9.7_6
GARMIN GWX 70R AIRBORNE COLOR WEATHER RADAR SYSTEM�� 9.7_7
ANTENNA�� 9.7_7
Weather Radar

Weather Radar

® ®
Section 9
9.7–1 GENERAL
DESCRIPTIVE DATA
The optional Garmin GWX Airborne Color Weather Radar is a pulsed radar
system used to detect precipitation.
The Quest KODIAK® 100 uses an underwing, pod mounted 10 inch phased
array antenna stabilized to accommodate 30° of pitch and roll.
The radar data is displayed on the G1000® Multi-Function Display (MFD).
The radar functions are controlled through the MFD buttons and controls.
Refer to the appropriate Garmin G1000® Pilot’s Guide, Airborne Color
Weather Radar section for further information.
9.7–2 LIMITATIONS

V I
F F
V R I R
F F
R N R N
I I
D G D G
System, Instrument, A H A H
Equipment and/or Function Y T Y T Comments

POH/AFM Supplement for the Garmin
1 1 1 1 Accessible to the pilot in flight
Weather Radar
Indicating and Recording Systems
Garmin GWX Airborne Color Weather
0 0 0 0
Radar System
Garmin G1000® Software
Configuration Option for Weather 0 0 0 0
Radar
PLACARDS
The following placard must be displayed when the Garmin GWX Airborne
Weather Radar
Color Weather Radar System is installed.

On the instrument panel in clear view of the pilot:
WARNING
DO NOT OPERATE RADAR WITH
PERSONNEL WITHIN 10 FT OF POD DOME
100-910-0119

® ®
Section 9
GARMIN WEATHER RADAR 100 SERIES

No Change.

Refer to the appropriate Garmin G1000® Pilot’s Guide, Airborne Color
Weather Radar section for operating procedures.
9.7–5 PERFORMANCE
Airplane performance and stall speeds are essentially unchanged with the
installation of the Garmin GWX Airborne Color Weather Radar System.
The following approximate performance effects due to the radar pod
installation should be noted:
Stall speeds......................................................................................................No Change
Climb performance.......................................................................................No Change
Cruise performance.................................................................1 to 2 knot decrement
No Change.
9.7–7 AIRPLANE & SYSTEMS DESCRIPTIONS
GENERAL
The Garmin GWX Airborne Color Weather Radar is a pulsed radar system
used to detect precipitation. Sector Scanning supplies crew-adjustable
horizontal scan angles of 20°, 40°, 60°, or a full 90° scan to direct radar
scanning on specified areas. The vertical scan function aids in analyzing
storm tops, gradients, and cell build-up activity at various altitudes.
The Garmin GWX Airborne Color Weather Radar includes an antenna,
receiver, and transmitter in one assembly. The system is enclosed in a
dome and mount fairing and is supported by a steel fixture mounted
beneath the wing. The system is electrically protected by a 5 amp circuit
breaker located on the Circuit Breaker Panel.
The radar data is displayed on the G1000® Multi-Function Display (MFD),
and functions are controlled through the MFD buttons and controls.
Available operational modes are Standby, Weather, Ground Map, and
Weather Radar
Vertical Scan.
GARMIN GWX 68 AIRBORNE COLOR WEATHER RADAR SYSTEM

The Garmin GWX 68 Airborne Color Weather Radar is a four-color digital
pulsed radar with 6500 watts of output power. The pulse width is four (4)
microseconds at all ranges, except the 2.5 nm range, to provide adjustable
scanning profiles with high-definition target display. Within the 2.5 nm
range, the GWX 68 uses a one (1) microsecond pulse width to produce
better target definition at close range.

® ®
Section 9
See the Garmin G1000® Integrated Avionics System Pilot’s Guide for
the Quest KODIAK® 100, Section 6.2 Airborne Color Weather Radar for
additional information.
GARMIN GWX 70R AIRBORNE COLOR WEATHER RADAR SYSTEM

The Garmin GWX 70R Airborne Color Weather Radar is a solid-state pulsed
radar with 40 watts of output power. The GWX 70R has an effective pulse
length of 27.31 microseconds. The system optimizes the pulse length to
maximize resolution at each range setting.
See the Garmin G1000® NXi Pilot’s Guide for the Quest KODIAK® 100,
Section 6.3 Airborne Color Weather Radar for additional information.
ANTENNA
The KODIAK® 100 uses an underwing, pod mounted 10 inch phased array
antenna stabilized to accommodate 30° of pitch and roll.
Pulsed radar finds targets by transmitting a microwave pulse beam that,
upon finding a target, is reflected back to the radar receiver as a return
echo. The same antenna is used for both transmitting and receiving
microwave pulses. The GWX Airborne Color Weather Radar System
processes the returned signal and displays it on the MFD.

No Change.
Weather Radar

Weather Radar

Section 9
100 SERIES OV E RS I Z E D T I R E S
OVERSIZED TIRES AND LANDING WEIGHT

KODIAK ® 100 POH/AFM Supplement AM901.008
INTRODUCTION
When large tires are installed on the KODIAK® 100 and landing weights are
increased (up to the limit defined by this Supplement), this Supplement is
applicable and must be inserted in the Supplement section (Section 9) of
the KODIAK® 100 Pilot’s Operating Handbook and FAA Approved Airplane
Flight Manual. This document must be carried in the airplane at all times.
Information in this supplement adds to, supersedes, or deletes information
contained in the basic KODIAK® 100 POH/AFM.
FAA Approved:
Seattle Aircraft Certification Office

Federal Aviation Administration
Oversized Tires
P i l o t ’s O p e r a t i n g H a n d b o o k S u p p l e m e n t 9 . 8 -1
Revision 00
Section 9
OV E RS I Z E D T I R E S 100 SERIES
List of Effective Pages
Dates of issue for original and changed pages:

Original......00......01/10/2014
NOTE: Revision dates may not reflect the date of approval indicated in the Log of Revisions.
PAGE REVISION
9.108-1 — 9.108-26........... 00
Oversized Tires
9.8 -2 P i l o t ’s O p e r a t i n g H a n d b o o k S u p p l e m e n t
Revision 00 D a t e: 01/10/2014
Section 9
Log of Revisions
Revision Pages
Description of Revision
No. Affected
00 All Initial Release
Oversized Tires
P i l o t ’s O p e r a t i n g H a n d b o o k S u p p l e m e n t 9.8 -3
D a t e: 01/10/2014 Revision 00
Section 9

Oversized Tires
9.8 - 4 P i l o t ’s O p e r a t i n g H a n d b o o k S u p p l e m e n t
Revision 00 D a t e: 01/10/2014
Section 9
OVERSIZED TIRES AND LANDING WEIGHT

Table of Contents
CONTENTS PAGE
GENERAL...........................................................................................................9.8-7
LIMITATIONS......................................................................................................9.8-7
EMERGENCY PROCEDURES...........................................................................9.8-8
NORMAL PROCEDURES..................................................................................9.8-8
PERFORMANCE................................................................................................9.8-9
WEIGHT AND BALANCE................................................................................9.8-24
AIRPLANE & SYSTEMS DESCRIPTION........................................................9.8-26
HANDLING, SERVICE & MAINTENANCE......................................................9.8-26
Oversized Tires
P i l o t ’s O p e r a t i n g H a n d b o o k S u p p l e m e n t 9.8 - 5
D a t e: 01/10/2014 Revision 00
Section 9

Oversized Tires
Revision 00 D a t e: 01/10/2014
Section 9
9.108-1 GENERAL
DESCRIPTIVE DATA
Maximum Certificated Weights
Landing............................................................................................7255 lb
Tires
Nose....................................................................22 x 8.00, 6-ply, tube type
Main.................................................. 29 x 11.0, 10-ply, tubeless (with tube)
9.108-2 LIMITATIONS
GENERAL LIMITATIONS
In order to operate with increased weights, the KODIAK® airplane must
be equipped with wing and flap vortex generators through either a factory
configuration or a field retrofit completed in accordance with Quest Field
Service Instruction FSI-007, Vortex Generator Clip Installation. Reference
Quest Service Notice SN-025 for details.
Tire Sizes and Pressures

Aircraft must be equipped with the factory optional large tires on all three
wheels.
Nose....................................................................22 x 8.00, 6-ply, tube type
Cold, unloaded tire pressure: 35 psi
Main.................................................. 29 x 11.0, 10-ply, tubeless (with tube)
Cold, unloaded tire pressure: 27 psi
Weight Limits
Maximum Landing Weight................................................................7255 lb
CENTER OF GRAVITY (CG) LIMITS

Loading Envelope for Landing
Forward CG Limit at 7,255......................................72.60 in. (27.41% mac)
(Linear variation between 6,690 lb and 7,255 lb)
Forward CG Limit at 6,690......................................69.25 in. (22.24% mac)
(Linear variation between 5,000 lb and 6,690 lb)
Forward CG Limit at 5,000 lb or less.......................63.90 in. (14.00% mac)
Aft Limit, up to 7,255 lb...........................................80.78 in. (40.00% mac)
Reference Datum.....................................................forward face of firewall
Oversized Tires
D a t e: 01/10/2014 Revision 00
Section 9
KODIAK LOADING ENVELOPE FOR LANDING

7500
7000
6500
WEIGHT (lb)
6000
5500
5000
4500
4000
3500
12% 16% 20% 24% 28% 32% 36% 40%
Figure 9.108-1 – Center of Gravity Envelope

No change.
Approach to Landing
Short Field Approach Flaps 35° (Vref) ...........................................76 KIAS
All other procedures remain the same.
Oversized Tires
Revision 00 D a t e: 01/10/2014
Section 9
9.108-5 PERFORMANCE
MAXIMUM LANDING WEIGHTS
Conditions:
• Flaps 35°
• Airspeed 76 KIAS (VREF)
NO T E S :
landing weight.
NO T E : For temperatures below 5°C and altitudes below 5000 ft pressure

altitude, the landing weight limit is 7,255 lb.

Oversized Tires
P i l o t ’s O p e r a t i n g H a n d b o o k S u p p l e m e n t 9.8 - 9
D a t e: 01/10/2014 Revision 00
Section 9

(°C) (°F) 5000 6000 7000 8000 9000 10000 11000 12000
7255
5 41 7255 7255 7255 7255 7255 7255 7255
7169
7255
7 45 7255 7255 7255 7255 7255 7255 7255
7044
7255
9 48 7255 7255 7255 7255 7255 7255 7255
6923
7255 7157
11 52 7255 7255 7255 7255 7255 7255
7203 6794
7255 7030
13 55 7255 7255 7255 7255 7255 7255
7071 **
7255 6905
15 59 7255 7255 7255 7255 7255 7255
6940 **
7255 7170 6772

17 63 7255 7255 7255 7255 7255
7205 6801 **
7255 7032 **
19 66 7255 7255 7255 7255 7255
7063 ** **
7255 6897 **
21 70 7255 7255 7255 7255 7255
6921 ** **
7255 7148 6754 **

23 73 7255 7255 7255 7255
7173 6773 ** **
7255 6999 ** **
25 77 7255 7255 7255 7255
7019 ** ** **
7243 6854 ** **
27 81 7255 7255 7255 7255
6866 ** ** **
7255 7091 6701 **

29 84 7255 7255 7255 ---
7103 6706 ** **
7255 6936 **
31 88 7255 7255 7255 --- ---
6935 ** **
7255 7149 6775

33 91 7255 7255 --- --- ---
7165 6760 **
7255 6978
35 95 7255 7255 --- --- --- ---
6982 **
7255 7182
37 99 7255 --- --- --- --- ---
7215 6792
7255
39 102 7255 --- --- --- --- --- ---
7021
7255
41 106 --- --- --- --- --- --- ---
7249
Oversized Tires
**These weights are less than or equal to 6690 lb. Refer to the chart in the main body of the manual for these conditions.
Table 9.108-1 – Maximum Landing Weight
9 . 8 -10 P i l o t ’s O p e r a t i n g H a n d b o o k S u p p l e m e n t
Revision 00 D a t e: 01/10/2014
Section 9
MAXIMUM LANDING WEIGHTS WITH ECC

Conditions:
• Flaps 35°
• Airspeed 76 KIAS (Vref)
NO T E S :
landing weight.
NO T E : For temperatures below 5°C and altitudes below 5000 ft pressure

altitude, the landing weight limit is 7,255 lb.

Oversized Tires
D a t e: 01/10/2014 Revision 00
Section 9

(°C) (°F) 3000 4000 5000 6000 7000 8000 9000 10000 11000 12000
7255
-3 27 7255 7255 7255 7255 7255 7255 7255 7255 7255
7145
7255
-1 30 7255 7255 7255 7255 7255 7255 7255 7255 7255
7040
7251
1 34 7255 7255 7255 7255 7255 7255 7255 7255 7255
6938
7255 7147
3 37 7255 7255 7255 7255 7255 7255 7255 7255
7212 6830
7255 7040
5 41 7255 7255 7255 7255 7255 7255 7255 7255
7100 6719
7255 6933
7 45 7255 7255 7255 7255 7255 7255 7255 7255
6988 **
7255 7193 6823

9 48 7255 7255 7255 7255 7255 7255 7255
7247 6871 **
7255 7077 6708

11 52 7255 7255 7255 7255 7255 7255 7255
7128 6751 **
7255 6962 **
13 55 7255 7255 7255 7255 7255 7255 7255
7003 ** **
7209 6844 **
15 59 7255 7255 7255 7255 7255 7255 7255
6881 ** **
7255 7085 6720 **

17 63 7255 7255 7255 7255 7255 7255
7125 6753 ** **
7255 6961 ** **
19 66 7255 7255 7255 7255 7255 7255
6995 ** ** **
7255 7194 6832 ** **

21 70 7255 7255 7255 7255 7255
7243 6861 ** ** **
7255 7060 6699 ** **

23 73 7255 7255 7255 7255 7255
7103 6723 ** ** **
7255 6927 ** ** **
25 77 7255 7255 7255 7255 7255
6960 ** ** ** **
7255 7152 6789 ** ** **

27 81 7255 7255 7255 7255
7195 6811 ** ** ** **
7255 7003 ** ** **
29 84 7255 7255 7255 7255 ---
7038 ** ** ** **
7224 6856 ** **
31 88 7255 7255 7255 7255 --- ---
6881 ** ** **
Oversized Tires
Table 9.108-2 – Maximum Landing Weights with External Cargo Compartment
Revision 00 D a t e: 01/10/2014
Section 9

(°C) (°F) 3000 4000 5000 6000 7000 8000 9000 10000 11000 12000
7255 7065 6700 **
33 91 7255 7255 7255 --- --- ---
7101 6715 ** **
7255 6904 **
35 95 7255 7255 7255 --- --- --- ---
6935 ** **
7255 7115 6734

37 99 7255 7255 --- --- --- --- ---
7145 6762 **
7255 6946
39 102 7255 7255 --- --- --- --- --- ---
6974 **
7255 7153
41 106 7255 --- --- --- --- --- --- ---
7148 6794
7255
43 109 7255 --- --- --- --- --- --- --- ---
6970
7255
45 113 --- --- --- --- --- --- --- --- ---
7141
**These weights are less than or equal to 6690 lb. Refer to the chart in the main body of the manual for these conditions.
Table 9.108-2 (continued) – Maximum Landing Weights with External Cargo Compartment
Oversized Tires
D a t e: 01/10/2014 Revision 00
Section 9
BALKED LANDING CLIMB GRADIENT

(Refer to the table on the following page)
Conditions:
Power................................................................................ MAX TAKEOFF
Flaps......................................................................................... 35° (Down)
Climb Airspeed..............................................................................76 KIAS
Winds...................................................................................................Zero
Air Conditioning..................................................................................... Off
Example:
Outside Air Temp................................................................................ 20°C
Weight................................................................................7255 POUNDS
Pressure Altitude...................................................................... 6000 FEET
NO T E S :
for the horizontal distance traveled and are expressed as Feet per
Nautical Mile.
charted data.
the Go-Around / Balked Landing procedure outlined in “Section 4.”
• The 6690 lb chart is provided for interpolation only. For landing weights
of 6690 lb or less, use the tables found in the main body of the manual
along with a climb speed of 74 KIAS.

Oversized Tires
Revision 00 D a t e: 01/10/2014
Section 9
7255 POUNDS WEIGHT 6690 POUNDS WEIGHT*

ALT SPEED ALT SPEED
543 373 666 482

S.L. 76 968 903 845 S.L. 76 1132 1061 998
483 311 602 414
693 398 239 830 508 336
2000 76 899 837 2000 76 1057 998
636 338 168 768 443 258
555 282 680 382
4000 76 846 786 — 4000 76 998 933 —
499 224 619 319
637 414 156 769 526 245
6000 76 780 — 6000 76 926 —
583 359 97 710 466 181
681 502 291 817 622 392
8000 76 — — 8000 76 — —
629 450 236 761 565 333
532 361 163 654 468 253
10000 76 — — 10000 76 — —
480 308 108 598 410 194
397 234 53 507 330 134
12000 76 — — 12000 76 — —
346 182 -1 452 274 75
* The 6690 lb chart is provided for interpolation only. For landing weights of 6690 lb or less, use the tables found in the main
body of the manual along with a climb speed of 74 KIAS.
Table 9.108-3 – Balked Landing Climb Gradient
Oversized Tires
D a t e: 01/10/2014 Revision 00
Section 9
BALKED LANDING CLIMB GRADIENTWITH ECC

Conditions:
Power...................................................................................... Max Takeoff
Flaps......................................................................................... 35° (Down)
Climb Airspeed.............................................................................. 76 KIAS
Winds................................................................................................... Zero
Air Conditioning......................................................................................Off
Example:
Weight.....................................................................................7255 pounts
Pressure Altitude..........................................................................6000 feet
NO T E S :
for the horizontal distance traveled and are expressed as Feet per
Nautical Mile.
charted data.
the Go-Around / Balked Landing procedure outlined in Section 4.

Oversized Tires
Revision 00 D a t e: 01/10/2014
Section 9

ALT SPEED ALT SPEED
467 298 595 411

S.L. 76 891 826 769 S.L. 76 1058 987 925
408 236 530 343
617 323 164 758 437 265
2000 76 822 760 2000 76 983 915
560 263 93 696 372 188
479 207 608 312
4000 76 769 710 — 4000 76 925 860 —
424 149 547 249
561 339 81 697 455 175
6000 76 704 — 6000 76 854 —
507 284 22 639 395 111
605 426 216 745 550 321
8000 76 — — 8000 76 — —
553 375 161 689 494 262
456 286 88 583 397 183
10000 76 — — 10000 76 — —
405 233 34 527 340 124
322 159 -21 436 259 63
12000 76 — — 12000 76 — —
271 108 -75 381 204 5
Table 9.108-4 – Balked Landing Climb Gradient with ECC
Oversized Tires
D a t e: 01/10/2014 Revision 00
Section 9
BALKED LANDING RATE OF CLIMB

Conditions:
Power...................................................................................... Max Takeoff
Flaps......................................................................................... 35° (Down)
Climb Airspeed.............................................................................. 76 KIAS
Winds................................................................................................... Zero
Air Conditioning......................................................................................Off
Example:
Weight....................................................................................7255 pounds
NO T E S :
charted data.
• This chart is based on a climb speed of 76 KIAS and flaps at 35°.
However, significantly better performance may be achieved by climbing
at the Best Rate of Climb speeds with the flaps positioned at 20°
or following the Go-Around / Balked Landing procedure outlined in
Section 4.

Oversized Tires
Revision 00 D a t e: 01/10/2014
Section 9

ALT SPEED ALT SPEED
720 504 883 650

S.L. 76 1145 1112 1080 S.L. 76 1334 1301 1270
642 420 798 559
920 548 335 1100 700 471
2000 76 1106 1070 2000 76 1294 1259
846 466 235 1019 611 363
767 404 937 548
4000 76 1081 1045 — 4000 76 1270 1235 —
690 321 854 457
881 595 232 1061 755 365
6000 76 1036 — 6000 76 1226 —
807 516 144 981 669 269
941 722 435 1126 893 585
8000 76 — — 8000 76 — —
870 648 353 1049 812 497
765 541 253 940 701 393
10000 76 — — 10000 76 — —
691 461 169 860 614 301
595 365 86 760 514 216
12000 76 — — 12000 76 — —
519 284 -1 677 427 122
Table 9.108-5 – Balked Landing Rate of Climb
Oversized Tires
D a t e: 01/10/2014 Revision 00
Section 9
BALKED LANDING RATE OF CLIMB WITH ECC

Conditions:
Power......................................................................................Max Takeoff
Flaps......................................................................................... 35° (Down)
Climb Airspeed..............................................................................76 KIAS
Air Conditioning..................................................................................... Off
Example:
Weight................................................................................... 7255 pounds
Pressure Altitude......................................................................... 6000 feet
NO T E S :
charted data.
• This chart is based on a climb speed of 76 KIAS and flaps at 35°.
However, significantly better performance may be achieved by climbing
at the Best Rate of Climb speeds with the flaps positioned at 20°
or following the Go-Around / Balked Landing procedure outlined in
Section 4.

Oversized Tires
Revision 00 D a t e: 01/10/2014
Section 9

ALT SPEED ALT SPEED
621 403 789 555

S.L. 76 1056 1019 984 S.L. 76 1249 1213 1179
542 319 704 464
820 445 230 1006 603 372
2000 76 1013 974 2000 76 1206 1168
746 363 131 925 513 264
663 297 840 447
4000 76 984 945 — 4000 76 1179 1141 —
586 214 756 356
777 487 120 963 654 450
6000 76 937 — 6000 76 1132 —
703 408 33 883 568 165
837 614 323 1029 792 480
8000 76 — — 8000 76 — —
766 540 242 952 711 392
658 429 138 838 595 284
10000 76 — — 10000 76 — —
584 349 53 758 509 192
483 249 -35 654 405 102
12000 76 — — 12000 76 — —
407 168 -121 572 317 8
Table 9.108-6 – Balked Landing Rate of Climb with ECC
Oversized Tires
P i l o t ’s O p e r a t i n g H a n d b o o k S u p p l e m e n t 9 . 8 - 21
D a t e: 01/10/2014 Revision 00
Section 9
OBSTACLE LANDING DISTANCE

(Max Weight 7255 lb)
Conditions:
Winds................................................................................................... Zero
Runway.......................................................................... Dry, Level, Paved
Flaps.............................................................................................35° (Full)
Approach Airspeed........................................................................ 76 KIAS
• Power for 3° descent to 50 foot obstacle, then gradual reduction
to IDLE at touchdown. BETA range (lever against spring) after
touchdown.
Example:
Weight....................................................................................7255 pounds
Headwind.............................................................................................zero
Obstacle Speed (Vref): 76 KIAS
Landing Ground Roll: 824 FT
Total Distance Over 50 Foot Obstacle: 1641 FT
NOTES:
• Short field technique utilized as outlined in Section 4 of the Pilot’s
Operating Handbook.
• Decrease distances 10% for each 14 knots headwind.
• For operation in tailwinds up to 10 knots, increase distances 10% for
each 2 knots.
• For operation on a hard, dry, grass runway, increase distances by 20%
of the ground roll calculation.
• To land with the flaps up, increase approach speed by 22 KIAS and
allow for approximately 55% longer distances.
• Use of maximum reverse thrust after touchdown will reduce ground roll
by approximately 5%.
• For sloped runways (up to 3% slope), increase the distances by 27% of
the ground roll distance for each 1% of downslope. Decrease distances
by 9% of the ground roll distance for each 1% of upslope.
data for landing distances.

interpolating.
Oversized Tires
Revision 00 D a t e: 01/10/2014
0°C 10°C 20°C 30°C 40°C 50°C
50’ Press Total Total Total Total Total Total
WT GRND GRND GRND GRND GRND GRND
Speed Alt Feet to Feet to Feet to Feet to Feet to Feet to
(LB) ROLL ROLL ROLL ROLL ROLL ROLL
(KIAS) (FT) Clear Clear Clear Clear Clear Clear
(FT) (FT) (FT) (FT) (FT) (FT)
50' OBS 50' OBS 50' OBS 50' OBS 50’ OBS 50’ OBS
S.L. 725 1456 751 1491 778 1526 804 1562 831 1599 857 1635
1000 746 1507 773 1545 800 1582 828 1620 855 1659 882 1698
D a t e: 01/10/2014
2000 768 1562 796 1601 824 1641 852 1682 880 1722 908 1764
3000 790 1619 819 1661 848 1703 877 1746 906 1789 935 1833
4000 814 1680 843 1724 873 1769 903 1815 933 1860 963 1907
5000 838 1744 869 1791 899 1839 930 1887 961 1935 — —
7255 76 6000 863 1812 895 1862 926 1912 958 1963 990 2015 — —
7000 889 1883 922 1936 954 1990 987 2044 1020 2099 — —
100 SERIES
8000 917 1959 950 2015 984 2072 1017 2130 1051 2188 — —
9000 945 2039 979 2099 1014 2160 1048 2221 1083 2282 — —
10000 974 2125 1010 2188 1045 2252 1081 2317 — — — —
11000 1004 2215 1041 2282 1078 2350 1115 2419 — — — —
12000 1036 2311 1074 2382 1112 2454 1150 2527 — — — —
P i l o t ’s O p e r a t i n g H a n d b o o k S u p p l e m e n t
S.L. 668 1381 693 1413 717 1445 742 1478 766 1511 791 1544
1000 688 1428 713 1462 738 1497 763 1531 788 1566 814 1602
2000 708 1479 734 1515 760 1551 786 1588 812 1625 837 1662
3000 729 1531 755 1570 782 1608 809 1647 835 1687 862 1726
4000 750 1587 778 1628 805 1669 833 1710 860 1752 888 1794
Table 9.108-7 – Obstacle Landing Distance

5000 773 1646 801 1689 829 1733 858 1776 886 1821 — —
6690 74 6000 796 1708 825 1754 854 1800 883 1847 913 1894 — —
7000 820 1774 850 1823 880 1872 910 1921 940 1971 — —
8000 845 1844 876 1895 907 1947 938 2000 969 2053 — —
9000 871 1918 903 1972 935 2028 967 2083 999 2140 — —
10000 898 1996 931 2054 964 2113 997 2172 — — — —
11000 926 2079 960 2141 994 2203 1028 2266 — — — —
12000 955 2167 990 2233 1025 2299 1060 2365 — — — —
OV E RS I Z E D T I R E S
Revision 00
9.8 -23
Section 9
Oversized Tires
Section 9

WEIGHT AND MOMENT LIMITS
Use the following chart to determine if the weight and moment calculations
from the Weight and Balance Loading Form are within limits.
WEIGHT AND MOMENT LIMITS FOR LANDING

7500
7000
6500
WEIGHT (lb)
6000
5500
5000
4500
4000
3500
200 250 300 350 400 450 500 550 600
Moment/1000
Figure 9.108-2 – Weight and Moment Limits Chart

Oversized Tires
Revision 00 D a t e: 01/10/2014
Section 9
CENTER OF GRAVITY LIMITS

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

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

7500
7000
6500
WEIGHT (lb)
6000
5500
5000
4500
4000
3500
63 65 67 69 71 73 75 77 79 81
C.G. LOCATION (Inches Aft of Datum)
Figure 9.108-3 – Center of Gravity Limits

Oversized Tires
P i l o t ’s O p e r a t i n g H a n d b o o k S u p p l e m e n t 9.8 -25
D a t e: 01/10/2014 Revision 00
Section 9
9.108-7 AIRPLANE & SYSTEMS DESCRIPTION

FUEL (LB) ENTRY SECTION
NO T E : If the aircraft is on the ground or a destination way point has not

been entered, the estimated landing weight field displays invalid values
consisting of six dashes.
Estimated Landing Weight (Calculation Field) - When the aircraft is in the

air and a destination way point has been entered, the fuel calculations
can be completed. Landing weight is automatically calculated based on
the following information: [ Estimated landing weight = zero fuel weight
+ estimated landing fuel]. If the estimated landing weight is greater than
6,690 pounds, the estimated landing weight will be displayed in amber.
Landing weights up to 7,255 pounds are acceptable if accomplished in
accordance with the limitations of this supplement.

No change.
Oversized Tires
Revision 00 D a t e: 01/10/2014
Garmin GFC 700
® ®
Section 9
100 SERIES GARMIN GFC 700 AFS
GARMIN GFC 700

AUTOMATIC FLIGHT CONTROL
SYSTEM
INCLUDING ELECTRONIC STABILITY AND PROTECTION (ESP)
AND UNDERSPEED PROTECTION (USP) FUNCTIONS
INTRODUCTION
When the Garmin GFC 700 Automatic Flight Control System is installed in
the KODIAK® 100, this Supplement is applicable and must be inserted in
the Supplement Section (Section 9) of the KODIAK® 100 Pilot’s Operating
Handbook and FAA Approved Airplane Flight Manual. This document must
be carried in the airplane at all times. Information in this supplement adds
to, supersedes, or deletes information contained in the basic KODIAK® 100
POH/AFM.

Garmin GFC 700

Garmin GFC 700
® ®
Section 9
Garmin GFC 700

Automatic Flight Control System
Table of Contents
CONTENTS PAGE
GENERAL��9.9_5
AUTOPILOT ENGAGEMENT LIMITS (INCLUDING LVL MODE ENGAGEMENT)�� 9.9_5
AUTOPILOT COMMAND LIMITS�� 9.9_5
ESP ENGAGEMENT LIMITS�� 9.9_5
KINDS OF OPERATION LIMITS�� 9.9_6
Autopilot Malfunction�� 9.9_7
Underspeed Protection Recovery�� 9.9_8
PRE-FLIGHT INSPECTION�� 9.9_9
Before Takeoff�� 9.9_9
Enabling/Disabling ESP�� 9.9_9
Temporary Interrupt of ESP�� 9.9_9
VNAV PROCEDURES��9.9_10
Vertical Direct-To Autopilot Coupling��9.9_10
GPS APPROACHES��9.9_10
COLD WEATHER OPERATIONS��9.9_10
PRIMARY OPERATING FUNCTIONS��9.9_11
GMC 710 AFCS MODE CONTROLLER��9.9_12
ROLL, PITCH, AND YAW SERVOS��9.9_14
INTEGRATED AVIONICS UNITS��9.9_14
AUTOPILOT DISCONNECT/TRIM INTERRUPT SWITCH��9.9_14
TAKE OFF/GO AROUND BUTTON��9.9_15
PITCH TRIM SERVO��9.9_15
ELECTRIC PITCH TRIM SWITCH��9.9_15
LVL BUTTON��9.9_15
ELECTRONIC STABILITY AND PROTECTION��9.9_16
UNDERSPEED PROTECTION MODE��9.9_20

Garmin GFC 700
® ®
Section 9
GARMIN GFC 700 AFS 100 SERIES
ANNUNCIATION SYSTEM��9.9_22
AUTOMATIC FLAP CONFIGURATION TRIM��9.9_24

Garmin GFC 700
® ®
Section 9
9.9–1 GENERAL
The airplane is equipped with a Garmin GFC 700 Automatic Flight Control
System (AFCS), which is fully integrated within the Garmin G1000®. Refer
to the Garmin G1000® Integrated Avionics System Pilot’s Guide for the
Quest KODIAK® 100 for additional description of the AFCS and operating
procedures.
9.9–2 LIMITATIONS
1. Minimum Autopilot speed.......................................................................... 80 KIAS
2. Maximum Autopilot speed.......................................................................182 KIAS
3. Autopilot Minimum-Use Height
• Takeoff and Climb .......................................................................400 feet AGL
• Enroute and Descent............................................................... 1000 feet AGL
• Approach (GP or GS Mode)..................................Higher of 200 feet AGL
or Approach MDA, DA, DH
• Approach (FLC, VS, PIT, or ALT Mode)...............Higher of 400 feet AGL
or Approach MDA
4. Yaw Damper must be turned off for takeoff and landing.
5. The Autopilot may not be engaged beyond the Engagement Limits.
If the Autopilot is engaged beyond the Command Limits (up to
engagement limits), it will be rolled or pitched to within the Command
Limits and an altitude loss of 1000 feet or more can be expected while
attitude is established in the selected mode.
6. The Autopilot and Flight Director will not command pitch or roll
beyond the Command Limits.
7. If Stall Warning is inoperative, Autopilot Underspeed Protection will not
be provided in Altitude Critical Modes (ALT, GS, GP, TO and GA).
8. Flap transitions are limited to one increment at a time.
AUTOPILOT ENGAGEMENT LIMITS (INCLUDING LVL MODE ENGAGEMENT)

1. Pitch .........................................................................................................± 50°
2. Roll............................................................................................................ ± 75°
AUTOPILOT COMMAND LIMITS

1. FD Pitch Command Limits ......................................................+16°, -15°
2. FD Roll Command Limits ..................................................................± 30°
3. Vertical Speed Hold Limit................................................. ±4000 Ft/Min
4. Takeoff and Go-around Pitch...............................................................+9°
ESP ENGAGEMENT LIMITS

1. Pitch .........................................................................................................± 21°
2. Roll ............................................................................................................± 45°

Garmin GFC 700
® ®
Section 9
KINDS OF OPERATION LIMITS

When equipped with the Garmin GFC 700 Autopilot, the following items
shall be applicable to the Kinds of Operation Equipment List (KOEL).
This KOEL supplements the one found in the main body of the AFM/
POH and identifies equipment required to be operational in the kind of
operations listed for airplane airworthiness, according to 14 CFR Part 23.
These equipment items must be installed and in proper condition for the
particular type of operation desired. The equipment list for the airplane
should be referenced for additional equipment information. The pilot
in command is the final authority for determining the airworthiness of
the airplane for each flight and for assuring compliance with the Federal
Aviation Regulations.
Deviations from the KOEL may be approved for the operation of a specific
aircraft if a proper MEL (Minimum Equipment List) has been authorized by
the appropriate regulatory agency.
Since the automatic flap configuration trim is provided through the
GFC 700 when it is installed, the KOEL is modified as follows:

V V I I
F F F F
R R R R
D N D N
A I A I
System, Instrument, Y G
H
Y G
H
Autoflight
Roll Servo 0 0 0 0
Pitch Servo 0 0 0 0
Yaw Servo 0 0 0 0
Pitch Trim Servo 1 1 1 1
GMC 710 Mode Controller 1 1 1 1
AP DISC/TRIM INT 2 2 2 2
Takeoff/Go Around Button 0 0 0 0
LVL Button 0 0 0 0
Electric Manual Pitch-Trim Switch 0 0 0 0
No FLAP TRIM FAIL annunciation
Automatic Flap Configuration Trim Function 1 1 1 1
shown after PFT complete
Autopilot Function 0 0 0 0
Flight Director Function 0 0 0 0
Yaw Damper Function 0 0 0 0

Garmin GFC 700
® ®
Section 9
Autopilot Malfunction
Autopilot malfunction may be identified by any one of the following cues:
1. Warning, Caution, or Advisory CAS Messages (see Table 9.9-1)
2. Deviation from flight path
3. Abnormal control movement
4. 3° per second pitch rate
5. Greater than 5° per second roll rate
6. 4° deviation from a stabilized pitch attitude
7. 15° deviation from stabilized roll attitude
8. Glideslope or Glidepath deviation equivalent to 25% scale (1/2 dot) on
approach
9. Localizer or other CDI deviation equivalent to 25% scale (1/2 dot) on approach
10. Automatic autopilot disconnect
If any of the above cues are seen, disengage the autopilot immediately (if not
already automatically disconnected) and hand-fly the airplane. Do not reengage
the autopilot until the malfunction has been identified and corrected.
Disconnect the autopilot as follows:

1. Firmly grasp the control wheel.
2. Press and hold the AP DISC/TRIM INT Switch on the control yoke. The
autopilot will disconnect and power is removed from the trim motor. Power is
also removed from all primary servos and engaged solenoids. Note the visual
and aural alerting indicating autopilot disconnect.
3. Re-trim the airplane as needed using the manual trim wheel. Substantial trim
adjustment may be required.
4. Pull the AUTO PILOT circuit breaker on AVIONICS BUS NO 2.
5. Release the AP DISC/TRIM INT Switch.

Garmin GFC 700
® ®
Section 9
Alert Condition Annunciation Description

Pitch Trim Failure or Pitch Trim is inoperative
stuck Manual Electric PTRIM OR
Pitch Trim (MEPT) Switch one of the MEPT switches is stuck
Yaw Damper Failure YAW YD control failure
Roll Failure ROLL Roll axis control failure; AP inoperative
Pitch Failure PTCH Pitch axis control failure; AP inoperative
AP and MEPT are unavailable; Flight Director (FD) may still be
System Failure AFCS
available
Performing preflight system test; aural alert sounds at
completion.
PFT Do not press the AP DISC Switch during servo power-up and
Preflight Test preflight system tests as this may cause the preflight system
test to fail or to never start (if servos fail their power-up tests).
Power must be cycled to the servos to remedy the situation.
PFT Preflight system test failed; aural alert sounds at failure.
Table 9.9–1: AFCS Status Alerts
9.9–3A ABNORMAL PROCEDURES

Underspeed Protection Recovery
UNDERSPEED PROTECT ACTIVE Warning

(Autopilot engaged, and airspeed has fallen below minimum threshold.)
Recovery may be initiated in one of three ways:
1. Power Lever........................INCREASE as required to correct underspeed condition.
OR
2. Autopilot AP DISC/TRIM INT Switch................................PRESS and hand-fly airplane
OR
3. Autopilot ........CHANGE MODES to one in which the AFCS can maintain airspeed

Garmin GFC 700
® ®
Section 9
CAUTION : Turning the ALT SEL or ALT knob while in Altitude Hold
Mode changes the selected altitude, but not the Flight Director’s altitude
reference, and does not cancel the mode.
NOTE : Detailed normal operating procedures for the GFC 700 AFCS are
described in the Garmin G1000® Integrated Avionics System Pilot’s Guide
for the Quest KODIAK® 100.
PRE-FLIGHT INSPECTION
A self–test is performed upon power application to the AFCS. A
boxed AFCS annunciator will appear on the PFD in white text on a red
background, followed by a boxed PFT in black text on a white background.
Successful completion is identified by the aural disconnect tone being
heard. Additionally, FLAP TRIM FAIL and FLAP TRIM INHIBIT will be
annunciated until the self–test is completed successfully.
Before Takeoff
1. Manual Electric Trim............................................................................................................TEST
Press the TRIM INT button down and hold while commanding trim.
Trim should not operate either nose up or nose down.
2. Autopilot..............................................................................................ENGAGE (press AP key)
3. Autopilot Override...............................................................................................................TEST
Move flight controls fore, aft, left, and right to verify that the Autopilot and Yaw
Damper can be overpowered.
4. Autopilot..................................................DISENGAGE (press AP DISC/TRIM INT button)
5. Flight Director..............................................................................DISENGAGE (Press FD key)
Enabling/Disabling ESP
1. Turn the large FMS Knob to select the AUX page group.
2. Turn the small FMS Knob to select the System Setup Page.
3. Press the SETUP 2 Softkey.
4. Press the FMS Knob momentarily to activate the flashing cursor.
5. Turn the large FMS Knob to highlight the ‘Status’ field in the Stability and
Protection Box.
6. Turn the small FMS Knob to select ‘ENABLED’ or ‘DISABLED’.
7. Press the FMS Knob momentarily to remove the flashing cursor.
Temporary Interrupt of ESP
Although Electronic Stability and Protection (ESP) is only provided when AFCS
Autopilot is disengaged, the AFCS and its servos are the source of ESP guidance.
When the AP DISC/TRIM INT button is pressed and held, the servos will provide no
ESP control force feedback. Upon release of the AP DISC/TRIM INT button, ESP will
be restored.
1. AP DISC/TRIM INT.....................................PRESS and HOLD until maneuver complete.

Garmin GFC 700
® ®
Section 9
VNAV PROCEDURES
Vertical Direct-To Autopilot Coupling
While on course and navigating on a flight plan to a waypoint via GPS:
1. VNV key on Autopilot.............................................................................PRESS to arm VPTH
2. Altitude Knob...................................................................................SELECT desired altitude
3. MFD FPL key.........................................................................................................................PRESS
4. FMS knob to activate the cursor...............................................PRESS to activate cursor
5. FMS knob...................................................................TURN to highlight desired waypoint
6. VNV D→ Softkey.................................................................................................................PRESS
7. ENT key..................................................................PRESS to activate the Vertical Direct-To
NOTE : When the VNAV path is changed by a flight plan modification,

the vertical path must be recalculated by the G1000® in order to prevent
following a path that may no longer be appropriate. During the
recalculation time, the pathways are reset to the selected altitude. This
issue is only seen transiently if the flight plan is modified while on a VNAV
descent. The issue is the subject of an active Garmin change request to
determine how the operation might be improved.
GPS APPROACHES
To supplement the procedures outlined in the Garmin G1000® Integrated
Avionics System Pilot’s Guide for the Quest KODIAK® 100, the following
should be noted:
While flying any GPS approach, the APR mode should be used, since it
provides more precise tracking of the lateral approach guidance. When
this mode is selected on the autopilot, GP will automatically be armed
and will capture the glidepath (if one is provided for the approach). On an
LNAV GPS approach, the GP function will still be armed on the autopilot
(white GP annunciation) even though a glidepath may not be provided for
this type of approach.
On these LNAV approaches with no glidepath, the vertical navigation
function may be used with the autopilot to fly a stabilized approach.
However, VNV mode (as well as the Pathways, Vertical Deviation Indicator,
and the Required Vertical Speed Indicator) is only available to the
Final Approach Fix (FAF). From the final approach fix inbound, another
vertical mode must be selected on the autopilot (FLC or VS modes are
recommended) if it is to remain engaged for the approach, or the aircraft
may be hand-flown.
COLD WEATHER OPERATIONS

In temperatures below -40°C (-40°F), twenty minutes are required from
initial power-on to when the autopilot should first be engaged.

Garmin GFC 700
® ®
Section 9
9.9–5 PERFORMANCE
CAUTION : The Autopilot may not be able to maintain all selectable
vertical speeds. Selecting a vertical speed that exceeds the aircraft’s
available performance may cause the underspeed protection to activate
and reduce the selected vertical speed.

Refer to Section 6, Weight and Balance, of the basic POH.
9.9–7 AIRPLANE AND SYSTEMS DESCRIPTIONS

PRIMARY OPERATING FUNCTIONS
This airplane is equipped with a GFC 700—a three axis, fully digital, dual
channel, fail passive Automatic Flight Control System (AFCS). The system
consists of the GMC 710 AFCS Mode Controller, Roll Servo, Pitch Servo,
Yaw Servo, Integrated Avionics Units, Pitch Trim Servo, Pitch Trim Adapter,
AP DISC/TRIM INT Switch, Take Off / Go Around Button, LVL Button, and
Electric Manual Pitch-Trim Switches. The GFC 700 AFCS with Yaw Damper
can be divided into three primary operating functions—Flight Director,
Autopilot, and Yaw Damper.
Flight Director
The Flight Director provides pitch and roll commands to the AFCS and
displays them on the PFD. With the Flight Director activated, the pilot can
hand-fly the airplane to follow the path shown by the command bars.
Flight Director operation takes place within the #1 Integrated Avionics
Unit and provides:
• Mode annunciation
• Vertical reference control
• Pitch and roll command calculation
• Pitch and roll command display
Autopilot
The Autopilot controls the airplane pitch, roll, and yaw attitudes, while
following commands received from the Flight Director. Autopilot
operation occurs within the servos and provides:
• Autopilot engagement and annunciation
• Autopilot command and control
• Auto-trim operation
• Manual and automatic electric elevator trim
• Two axis airplane control (pitch and roll), including approaches
• Level (LVL) mode engagement command of zero roll and zero
vertical speed.
Yaw Damper
Yaw Damper operation is provided by the yaw servo, and it supplies the
following:
• Yaw Damper engagement and annunciation
• Yaw axis airplane control

Garmin GFC 700
® ®
Section 9
GMC 710 AFCS MODE CONTROLLER

The GMC 710 AFCS Mode Controller, located just below the MFD, provides
primary control of Autopilot modes and yaw damper engagement. A pitch
wheel is included for adjustment of pitch mode reference. 28 VDC for GFC
700 AFCS is supplied through a 5-amp circuit breaker labeled AUTO PILOT
(located 5 rows down and 5 circuit breakers in from the left). All Autopilot
mode selection is performed by using the mode select buttons and pitch
wheel on the controller.
Refer to Figure 9.9-1 and Table 9.9-2 on the following page.

Garmin GFC 700
® ®
Section 9
Annunciator Light
1 2 3 4 5 6 7 8
HDG APR NAV FD XFR ALT VS DN FLC
HDG CRS1 ALT SEL CRS2
BC BANK AP YD VNV SPD

UP
PUSH SYNC PUSH DIR PUSH DIR
19 18 17 16 15 14 13 12 11 10 9
Figure 9.9-1: GMC 710 AFCS Control Unit
1 HDG Key Selects/deselects Heading Select Mode
2 APR Key Selects/deselects Approach Mode
3 NAV Key Selects/deselects Navigation Mode

Activates/deactivates the flight director only. Pressing once turns on the selected Flight Director in
4 FD Key the default vertical and lateral modes. Pressing again deactivates the Flight Director and removes
the Command Bars. If the autopilot is engaged, the key is disabled.
Transfers between the pilot and copilot Flight Directors and controls which Flight Director the
5 XFR Key autopilot is tracking.
6 ALT Key Selects/deselects Altitude Hold Mode
7 VS Key Selects/deselects Vertical Speed Mode
8 FLC Key Selects/deselects Flight Level Change Mode

Adjust the Selected Course (while in VOR, LOC< or OBS Mode) in 1° increments on the Horizontal
Situation Indicator (HSI) of the corresponding PFD.
9 17 CRS Knobs Press to re-center the Course Deviation Indicator (CDI) and return course pointer directly TO the
bearing of the active waypoint/station.
10 SPD Key Not used on the KODIAK® 100
NOSE UP/DN
11 Wheel
Adjusts the reference in Pitch Hold, Vertical Speed, and Flight Level Change modes
12 VNV Key Selects/deselects Vertical Path Tracking Mode for Vertical Navigation flight control
Controls the Selected Altitude in 100 ft increments (a finer resolution of 10 ft is available under
13 ALT SEL Knob approach conditions)
14 YD Key Engages/disengages the yaw damper
15 AP Key Engages/disengages the autopilot
16 BANK Key Selects/deselects Low Bank Mode
18 BC Key Selects/deselects Backcourse Mode

Adjusts the Selected Heading and bug in 1° increments on the HSI (both PFDs).
19 HDG Knob Press to synchronize the Selected Heading to the current heading on the pilot-side PFD.
Table 9.9–2: Garmin AFCS Controls

Garmin GFC 700
® ®
Section 9
Flight Director Mode Step Value

Pitch Hold (PIT) 0.5 degree
Vertical Speed (VS) 100 feet per minute
Flight Level Change (FLC) 1 knot
Altitude Hold (ALT) 100 feet
Table 9.9–3: Flight Director Mode
ROLL, PITCH, AND YAW SERVOS

The Roll Servo, located in the left wing, and the Pitch and Yaw Servos, both
located in the empennage, position the aircraft flight controls in response
to commands generated by the Integrated Avionics Unit’s Autopilot
calculations. 28 VDC for Roll, Pitch, and Yaw Servo operation is supplied
through the 5-amp AUTO PILOT circuit breaker (located 5 rows down and 5
circuit breaker positions from the left).
INTEGRATED AVIONICS UNITS

The Integrated Avionics Units located behind each PFD function as the
main communication hubs to the Avionics System and GFC 700, linking
the systems to the PFD and MFD displays. Each Integrated Avionics Unit
receives air and attitude data parameters from the Air Data Computers and
Attitude and Heading Reference Systems. Each Integrated Avionics Unit
contains a GPS WAAS receiver, VHF COM/NAV/GS receivers, and system
integration microprocessors. The AFCS function within the Integrated
Avionics Units controls the active and armed modes for the Flight Director,
as well as Autopilot engagement. The Flight Director commands for the
active modes are calculated and sent to the PFD for display and mode
annunciation. The sensor data and Flight Director commands are also
sent to the servos over a common serial data bus. 28 VDC for Integrated
Avionics Unit 1 operation is supplied through the 7.5–amp NO 1 COMM
(located 3 rows down and 6 circuit breaker positions from the left) and
5–amp NO 1 GPS/NAV circuit breakers (located 3 rows down and 5 circuit
breaker positions from the left). 28 VDC for Integrated Avionics Unit 2
operation is supplied through the 7.5–amp NO 2 COMM (located 4 rows
down and 6 circuit breaker positions from the left) and 5–amp NO 2 GPS/
NAV circuit breakers (located 4 rows down and 5 circuit breaker positions
from the left).
AUTOPILOT DISCONNECT/TRIM INTERRUPT SWITCH

The yoke mounted Autopilot Disconnect/Trim Interrupt (AP DISC/TRIM
INT) Switch disengages the Autopilot, interrupts the electric trims (pitch,
roll, and yaw), and may also be used to mute the aural alert associated
with an Autopilot Disconnect. The Switch will also temporarily suspend
the servos from providing ESP correction forces, thus having an ESP
“interrupt” function. This may be useful to alleviate control forces if
intentional maneuvers are necessary beyond the ESP engagement
threshold (i.e., isolated training maneuvers).

Garmin GFC 700
® ®
Section 9
TAKE OFF/GO AROUND BUTTON
The remote TO/GA switch, located on the left side of the power lever,
selects the Takeoff or Go Around mode on the Flight Director. When the
aircraft is on the ground, pressing the TO/GA switch engages the Flight
Director command bars in Takeoff (TO) mode. When the aircraft is in the
air, pressing the TO/GA switch engages the Flight Director command bars
in Go Around (GA) mode and cancels all armed modes except ALT ARM
(ALTS).
NOTE : Selection of TO/GA switch will not change autopilot engagement

(i.e., if initially engaged, autopilot will remain engaged; if initially not
engaged, autopilot will remain not engaged). After TO/GA engagement,
other roll modes may be selected and Autopilot engagement is allowed.
However, an attempt to modify the pitch attitude with the Pitch Wheel
will result in a reversion to PIT mode. Additionally, if in Approach mode,
pressing the TO/GA switch resumes automatic sequencing of waypoints
by deactivating the “SUSP” mode. If power is insufficient to maintain go-
around attitude, the Autopilot will enter Underspeed Protection Mode.
PITCH TRIM SERVO

The Pitch Trim Servo, located in the center pedestal, takes input from the
trim switch and Integrated Avionics Units to adjust pitch trim. Power is
supplied through the 5–amp AUTO PILOT circuit breaker (located 5 rows
down and 5 circuit breaker positions in from the left).
ELECTRIC PITCH TRIM SWITCH

The yoke mounted Electric Pitch Trim Switch allows the pilot to manually
adjust aircraft trim when the Autopilot is not engaged. The pitch trim
switch may also be used to disengage the autopilot without disengaging
the yaw damper.
LVL BUTTON
The LVL button is separate from the GMC 710 Autopilot Mode Controller
and is installed just below it. The LVL button engages the autopilot in the
Level Mode and brings the airplane to zero vertical speed and wings level.
NOTE : Pressing the LVL button will not engage the autopilot in Level
Mode if the airplane is beyond the autopilot engagement limits specified
on page 9.9_7 of this supplement.

Garmin GFC 700
® ®
Section 9
ELECTRONIC STABILITY AND PROTECTION

ESP assists the pilot in maintaining the airplane in a safe flight condition.
Through the use of the GFC 700 AFCS sensors, processors, and servos,
ESP provides control force feedback, i.e. a “soft barrier,” to maintain the
aircraft within the pitch, roll, and airspeed flight envelope by automatically
engaging one or more servos when the aircraft is near the defined
operating limit. This feature is active only when in flight and when the
GFC 700 Autopilot is off. The ESP engagement envelope is the same as
the Autopilot engagement envelope and is not provided beyond the
Autopilot engagement limits. The pilot can interrupt ESP by pressing and
holding the Autopilot Disconnect (AP DISC/TRIM INT) switch. If frequent
maneuvers are necessary beyond the engagement threshold, such as
commercial pilot training, the system can be disabled from the AUX/SETUP
2 page. Disabling ESP will cause the ESP OFF advisory to annunciate. The
system can be enabled from the same page, or is automatically enabled at
the next system power-up.
To enable or disable ESP:
1. Turn the large FMS Knob to select the AUX Page Group.
2. Turn the small FMS Knob to select the System Setup Page.
3. If necessary, select the SETUP 2 Softkey to display the AUX-SYSTEM
SETUP 2 Page. If the AUX-SYSTEM SETUP 2 is already displayed, proceed
to step 4.
4. Press the FMS Knob to activate the cursor.
5. Turn the large FMS Knob to place the cursor in the STABILITY &
PROTECTION field.
6. Turn the small FMS Knob to select ‘ENABLE’ or ‘DISABLE’.
7. Press the FMS Knob to remove the cursor.
ESP is automatically enabled on system power up.
ESP Pitch and Roll Modes

When the aircraft reaches the pitch and/or roll engagement limit, the
system commands the servos to apply a supplemental stick force back
toward the nominal attitude range. If the aircraft continues to pitch and/
or roll away from the nominal attitude range, stick forces will increase with
increasing attitude deviation until the maximum Autopilot engagement
limits are reached—at which point ESP will disengage.
ESP attempts to return the aircraft to the nominal attitude range, not to
a specific attitude. As the attitude returns to the nominal range, the stick
forces and attitude rate change are reduced until the aircraft reaches
the disengagement threshold and ESP becomes inactive. Roll protection
engagement limits are annunciated on the PFD as double ticks at 45°
roll attitude (see Figure 9.9-2 and 9.9-3). If the aircraft exceeds 45° roll
attitude, ESP becomes engaged and these indicators migrate to 30° roll
attitude denoting the disengagement threshold—the point at which stick
forces will be removed. No PFD annunciation is provided during pitch ESP
engagement.

Garmin GFC 700
® ®
Section 9
ESP Roll Engagement
Roll Limit Indicators are displayed on the roll scale at 45° right and left,
indicating where ESP will engage (see Figure 9.9-3). As roll attitude
exceeds 45°, ESP will engage and the on-side Roll Limit Indicator will move
to 30°, as shown in Figure 9.9-4. The Roll Limit is now showing where ESP
will disengage as roll attitude decreases.
Roll Limit Roll Limit

Indicator Indicator
ESP Engage ESP Engage
(45°) (45°)
Figure 9.9-2: ESP Roll Engagement Indication (ESP NOT Engaged)
ESP Engage (45°) ESP Disengage (30°)

Aircraft Roll Attitude = 44° Aircraft Roll Attitude = 46°
Figure 9.9-3: Roll Increasing to ESP Engagement

Garmin GFC 700
® ®
Section 9
Once engaged, ESP force will be applied between 30° and 75°, as
illustrated in Figure 9.9-4. The force increases as roll attitude increases,
and decreases as roll attitude decreases. The applied force is intended to
encourage pilot input that returns the airplane to a more normal roll attitude.
As roll attitude decreases, ESP will disengage at 30°.
Figure 9.9-4: ESP Roll Operating Range When Engaged
ESP is automatically disengaged if the airplane reaches the autopilot roll

engagement attitude limit of 75° (Figure 9.9-5).
Figure 9.9-5: Roll Attitude Autopilot Engagement Limit (ESP Engaged)

Garmin GFC 700
® ®
Section 9
Pitch Engagement
ESP engages at 21° nose-up, and 21° nose-down. Once ESP is engaged,
it will apply opposing force between 19° and 50° nose-up, and between
19° and 50° nose-down, as indicated in Figure 9.9-6. Maximum opposing
force is applied between 25° and 50° nose-up and between 25° and 50°
nose-down. This force is intended to encourage movement in the pitch
axis in the direction of the normal pitch attitude range for the aircraft.
There are no indications marking the pitch ESP engage and disengage
limits in these nose-up/nose-down conditions.
Figure 9.9-6: ESP Pitch Operating Range When Engaged

(Force increases as pitch increases, and decreases as pitch decreases)

Garmin GFC 700
® ®
Section 9
Roll Protection Limits

Engagement Limit:................................................................................................. 45°
Maximum Stick Force attained at......................................................................50°
Disengagement Threshold (Zero Stick Force) ..............................................30°
Pitch Protection Limits
Engagement Limit: ..............................................................................................±21°
Maximum Stick Force attained at:..................................................................±25°
Disengagement Threshold (Zero Stick Force):.......................................... ±19°
High Airspeed Mode
To protect against an overspeed condition, the High Airspeed Mode
uses engagement limits, thresholds, and stick forces similar to those
used for the pitch and roll modes, but is instead triggered by airspeed
and controlled by pitch attitude. When the aircraft reaches the ESP
engagement limit, the system commands the pitch servo to apply a
supplemental stick force back toward the nominal airspeed range.
UNDERSPEED PROTECTION MODE

The GFC 700 Autopilot on the KODIAK is equipped with an underspeed
protection mode. This feature prevents the autopilot from stalling the
airplane by sacrificing altitude for airspeed if needed. Underspeed
Protection has the following features:
• “Airspeed” Aural Callout: This is triggered when the airspeed trend
vector reaches 80 knots with the autopilot engaged. If this aural
callout is heard, the pilot shall correct the decreasing airspeed by
applying sufficient power as necessary.
• MINSPD Annunciation: Shown above the airspeed tape when
the airspeed is 80 knots or less with the flight director active (does
not require autopilot engagement to be shown). This annunciation
is shown to caution the pilot that the current airspeed is below
the minimum autopilot engagement speed. If this annunciation
appears, the pilot shall take action in one of the following
manners:
°° If the autopilot is engaged, apply sufficient power to increase
airspeed above the minimum autopilot speed of 80 knots.
°° If the FD only is active, do not engage the autopilot until
the airspeed is increased above the minimum autopilot
engagement speed of 80 knots. Or, if landing, deactivate the
Flight Director by pressing the FD key on the GMC 710 Mode
Controller. This will remove the annunciation from above the
airspeed tape.
• UNDERSPEED PROTECT ACTIVE CAS Message: Triggered when
the aircraft’s stall warning system is activated and the autopilot
is engaged in an altitude-critical mode (ALT, GS, GP, TO and GA).
When this annunciation is shown, the autopilot will begin pitching
the nose of the aircraft down in order to gain airspeed and prevent
a stall. The pilot shall increase power as required (up to Maximum
Takeoff Power) to regain altitude and airspeed.

Garmin GFC 700
® ®
Section 9
Altitude-Critical Mode Underspeed Protection (ALT, GS, GP, GA, TO)
Upon stall warning system activation, the AFCS will abandon its Flight
Director and Autopilot reference modes and sacrifice altitude for airspeed.
The system will hold wings level, and airspeed will progressively increase
until stall warning becomes inactive. If the airplane is not wings-level
when the stall warning system activates, the airplane will achieve and
maintain wings-level flight until stall warning becomes inactive, then
resume its pre-warning lateral heading or track mode. The system will then
increase airspeed an additional +2 knots above the speed at which the
stall warning discontinued. Recovery may be initiated in one of three ways:
1. Add sufficient power to recover to a safe flight condition. If a small
power addition is made, the AFCS will pitch the aircraft to maintain
speed reference. If a large power addition is made, the AFCS recognizes
it via acceleration, and the AP/FD will transition to a nose-up pitch to
aggressively return to original altitude or glidepath/slope.
2. Disengage Autopilot via TRIM INT and hand-fly.
3. Change Autopilot modes to one in which the AFCS can maintain
airspeed (such as VS with a negative rate).
Non-Altitude Critical Mode Underspeed Protection (VS, PIT, VNAV, LVL, FLC)
For all non-altitude critical modes, the Autopilot will maintain its original
reference (VS, PIT, etc.) until airspeed decays to a minimum airspeed
(MINSPD). Crew alert and annunciation during a non-altitude critical
underspeed event are similar to an altitude-critical event, except that:
• Stall warning may not be active. Depending on load tolerances,
the AP/FD may reach the minimum airspeed reference and take
underspeed corrective action before stall warning occurs. If
stall warning does coincide or precede the aircraft reaching its
minimum airspeed reference, it has no influence—only airspeed
affects the AP/FD in non-altitude critical events.
• The originally selected lateral mode remains active. Upon
reaching minimum airspeed, the AFCS will abandon its Flight
Director and Autopilot reference modes and maintain this
airspeed until recovery. As with altitude-critical modes, available
options for recovery are add power, decouple/hand-fly, or change
Autopilot modes. When adding power, unlike the altitude-critical
modes, which performs an aggressive recovery, the AP/FD will
maintain MINSPD until the original reference can be maintained.
Non‑altitude critical modes will maintain the originally selected
lateral mode (HDG, NAV, etc.).
Coupled Go-Around
The autopilot is capable of flying fully coupled go-around maneuvers.
Pressing the GA button on the power lever will not disengage the
Autopilot. Instead, the Autopilot will attempt to capture and track the
Flight Director command bars. If insufficient airplane performance is
available to follow the commands, the AFCS will enter Altitude-Critical
Mode when the stall warning sounds.

Garmin GFC 700
® ®
Section 9
ANNUNCIATION SYSTEM
NOTE : Refer to the Garmin G1000® Integrated Avionics System Pilot’s

Guide for the Quest KODIAK® 100 for a detailed description of the
annunciator system and all warnings, cautions, and advisories.
Crew Alerting System

AFCS alerts are displayed in the Crew Alerting System (CAS) window
located to the right of the altimeter and VSI. AFCS annunciations are
grouped by criticality and sorted by order of appearance with the most
recent message on top. The color of the message text is based on its
urgency and required action:
• Warning (red)—Immediate crew awareness and action required.
• Caution (amber)—Immediate crew awareness and future
corrective action required.
• Advisory (white)—Crew awareness required and subsequent
action may be required.
In combination with the CAS Window, the system issues an audio alert
when specific system conditions are met and an expanded description of
the condition is displayed in the Alerts Window located in the lower RH
corner of the PFD.

Garmin GFC 700
® ®
Section 9
Alert Condition Annunciation Description

Rudder Mistrim Right RUD
Yaw servo providing sustained force in the indicated direction.
Rudder Mistrim Left RUD
Aileron Mistrim Right AIL

Roll Servo providing sustained force in the indicated direction.
Aileron Mistrim Left AIL
Elevator Mistrim Down ELE

Pitch Servo providing sustained force in the indicated
direction.
Elevator Mistrim Up ELE
Airspeed reached 80 If deceleration continues, Underspeed Protection becomes
MINSPD
knots IAS active.
AFCT Failure FLAP TRIM FAIL See description on following page.
Decelerated to stall UNDERSPEED Pitch down force continues until reaching a pitch attitude at
warning PROTECT ACTIVE which stall warning turns off, plus two knots.
Pitch Trim is inoperative
Pitch Trim Failure (or
PTRIM OR
stuck MEPT Switch)
One of the MEPT switches is stuck.
Yaw Damper Failure YAW YD Control Failure.
Roll Failure ROLL Roll axis control failure; AP inoperative.
Pitch Failure PTCH Pitch axis control failure; AP inoperative.
System Failure AFCS AP and MEPT are unavailable; FD may still be available.
Advanced AP features AFCS ESP configuration error. Configuration service required.
haven’t been enabled CONFIG
Performing preflight system test; aural alert sounds at
completion.
Do not press the AP DISC Switch during servo power-up and
PFT
preflight system tests as this may cause the preflight system
Preflight Test test to fail or never to start (if servos fail their power-up tests).
Power must be cycled to the servos to remedy the situation.
PFT Preflight system test failed; aural alert sounds at failure.
Table 9.9–4: AFCS Status Alerts

Garmin GFC 700
® ®
Section 9
AFCS Status Box and Mode Annunciation

Flight Director mode annunciations are displayed on the PFD when the
Flight Director is active. Flight director selection and Autopilot and yaw
damper statuses are shown in the center of the AFCS Status Box. Lateral
Flight Director modes are displayed on the left and vertical on the right.
Armed modes are displayed in white and active in green. AFCS status
annunciations are displayed on the PFD above the Airspeed and Attitude
indicators.
AUTOMATIC FLAP CONFIGURATION TRIM

Automatic Flap Configuration Trim (AFCT) functionality is provided
through the GFC 700 autopilot. This feature automatically adjusts the pitch
trim when the flap settings are changed—even when the autopilot is not
engaged. The pitch trim runs in the appropriate direction at a fixed rate to
help compensate for pitch force changes when the flaps are transitioning
and in turn helps reduce pilot workload. Automatic Flap Configuration
Trim can be inhibited by pressing and holding the AP DISC/TRIM INT
switch. The system will again become active once the switch is released.
To prevent the trim from running when the pilot selects the flaps for
takeoff and causing a possible out-of-trim condition, AFCT is inhibited on
the ground by the G1000®. The ground inhibit of AFCT can be overridden
by pressing and holding the ground inhibit interrupt button located on
the upper left portion of the control pedestal behind the instrument
panel. This feature is provided for maintenance checks of the AFCT
function while on the ground.
The G1000® monitors the AFCT system and if any of the required
components are not operating correctly, a FLAP TRIM FAIL annunciation
will be shown. This annunciation is also shown at system power-up as the
G1000® performs its Pre-Flight Test, and will disappear if the system passes
the Pre-Flight Test.
9.9–8 HANDLING, SERVICE, AND MAINTENANCE

No change.

Section 9
100 SERIES
VO I C E DATA R EC O R D E R
VOICE DATA RECORDER

Voice Data Recorder

INTRODUCTION
When the L3 Communications Model LDR1000 Voice Data Recorder is
installed in the KODIAK® 100 airplane, this supplement is applicable and
must be inserted in the supplement section (Section 9) of the KODIAK
100 Pilot’s Operating Handbook and FAA Approved Airplane Flight Manual
(POH/AFM). This document must be carried in the airplane at all times.
Information in this supplement adds to, supersedes, or deletes information
contained in the basic KODIAK 100 POH/AFM.

Section 9
VO I C E DATA R EC O R D E R 100 SERIES
Voice Data Recorder

Section 9
100 SERIES
Contents
Voice Data Recorder

CONTENTS PAGE
GENERAL��9.10_5
GENERAL��9.10_5
PRE-FLIGHT FUNCTIONAL CHECK��9.10_5
GENERAL��9.10_6
ADVISORY ANNUNCIATIONS��9.10_7

Section 9
Voice Data Recorder

Section 9
100 SERIES
9.1-1 GENERAL
No change.
Voice Data Recorder

9.1-2 LIMITATIONS
No change.

No Change.

No change.

GENERAL
The Model LDR1000 has no controls or switches and is completely
automatic upon airplane power-up. The Voice Data Recorder (VDR) is
powered any time the essential bus is powered, unless the system has been
disabled by the manually re-settable inertia switch or the one amp CVDR
circuit breaker.
PRE-FLIGHT FUNCTIONAL CHECK

Verify that the CVDR RECORDING message is displayed in the alerts window.
This message verifies that both the data and voice recording capabilities are
working correctly.
If an internal fault to the recorder occurs, the system may display a fault
indication, but continue to record in a reduced manner. If the fault indication
is displayed, the system should be serviced.
9.1-5 PERFORMANCE
No change.

The L3 Communications VDR installation adds approximately the following
weight to the airplane:
• 8.5 pounds for a single recorder
• 13.0 pounds for a dual recorder

Section 9

GENERAL
The optional L3 Communications LDR1000 VDR is a crash-protected audio
and flight data recorder. Depending upon the option chosen, one or two
Voice Data Recorder
recorders are installed. The first VDR is installed on the aft avionics tray. If a
second VDR is installed, it is located below the cargo step floor.
When the VDR and its software are installed on the airplane, the recorder(s)
captures various data parameters from the Garmin G1000 System, including
the following:
• All audio transmitted to the pilot and co-pilot headsets, including voice
communications, G1000 audio alerts, and navigation aids.
• Audio in the cabin through a cockpit area microphone.
• Selected data used in the G1000 software suite and provided through
ARINC 429 high speed data protocol, such as:
- Airspeed
- Engine torque
- GPS position
- Altitude
- Trim positions
Data on the recorder is accessible only through ground support equipment.
The VDR Ground Support Interface is provided through a series of web

pages hosted within the VDR unit. These webpages are used for the read-
out of recorded data, system configuration, and maintenance. These web
pages can be accessed through the use of an Ethernet crossover cable
connected to the VDR unit and a laptop or personal computer.
For additional information, refer to L3 Communications publication

165E4866-00, Installation and Operation Instruction Manual: Model
LDR1000 Lightweight Data Recorder.
The Cockpit Voice Recorder function records a minimum of two hours of

high quality audio from the Cockpit Area Microphone (CAM), located in the
center instrument panel, and all pilot and co-pilot audio sent to the headsets.
The cockpit data recorder functions continuously when power is supplied to
the unit, and records 25 hours of flight data. Audio and flight data are both
stored in a crash-protected flash memory partition.

Section 9
100 SERIES
ADVISORY ANNUNCIATIONS
The LDR 1000 system adds annunciations to the G1000. The G1000
indicates when the system is operating and when there are issues. The
Voice Data Recorder

status messages are shown in the table.
Annunciation
Annunciation Description
Window Text
FAULT CVDR CVDR #1 or CVDR #2 is outputting a Fault.
NOT RECORDING
CVDR #1 or #2 is outputting a status of Not Recording.
CVDR
CVDR CVDR #1 and #2 (if equipped) is outputting a status of Recording
RECORDING and there are no Faults.

The coin battery in the LDR1000 must be replaced as needed. Refer to
L3 Communications publication 165E4866-00, Installation and Operation
Instruction Manual: Model LDR1000 Lightweight Data Recorder, for
information.
No routine inspection or servicing of the LDR1000 is required.

Section 9
Voice Data Recorder

® ®
Section 9
100 SERIES THIRD INDEPENDENT STATIC PORT
THIRD INDEPENDENT
STATIC PORT
IND. STATIC PORT

INTRODUCTION
When a Third Independent Static Port is installed in the KODIAK® 100, this
Supplement is applicable and must be inserted in Section 9, Supplements,
of the KODIAK® 100 Pilot’s Operating Handbook and FAA Approved Airplane
Flight Manual (POH/AFM). This document must be carried in the airplane
at all times. Information in this supplement adds to, supersedes, or deletes
information contained in the basic KODIAK® 100 POH/AFM.

IND. STATIC PORT

® ®
Section 9
Third Independent Static Port

Table of Contents
IND. STATIC PORT

CONTENTS PAGE
GENERAL��9.11_5
FLAP LIMITATIONS��9.11_5
PLACARDS��9.11_5
AIRPLANE SYSTEMS & DESCRIPTIONS��9.11_6
PITOT-STATIC SYSTEM��9.11_6

IND. STATIC PORT

® ®
Section 9
9.105–1 GENERAL
No Change.
9.105–2 LIMITATIONS
FLAP LIMITATIONS
IND. STATIC PORT

When a third independent static pressure source for IFR flight is installed,
the following flap limitations apply to flight in Instrument Meteorological
Conditions (IMC):
• Flaps 20° — Airspeed below 100 KIAS only
• Flaps 35° — Prohibited
PLACARDS
The following information must be displayed in the form of a placard or a
marking, in the approximate location given.
Located on the left side of the outer fuselage aft of the cargo door near
the static port:

No Change.

No Change.

Empennage
1. Fuselage Static Port.............................................CHECK for security and obstructions
9.105–5 PERFORMANCE
No Change.

® ®
Section 9
THIRD INDEPENDENT STATIC PORT 100 SERIES

No Change.
9.105–7 AIRPLANE SYSTEMS & DESCRIPTIONS
PITOT-STATIC SYSTEM
IND. STATIC PORT
When a third independent static pressure source is installed on the

KODIAK® 100, it takes the form of an aerodynamically compensated static
port on the left side of the fuselage aft of the cargo door. If equipped with
mechanical standby instruments, this static port provides static pressure
to the standby altimeter. If equipped with digital ESI 3‑in‑1 standby
instrumentation, this static port provides pressure for both airspeed
and altitude information. The third static port is not connected to the
mechanical standby airspeed indicator (if equipped) or any of the primary
instruments.
The third static port meets IFR accuracy requirements for all flight
conditions with flaps up or extended to 10°. It also meets IFR accuracy
requirements for all flight conditions with flaps extended to 20° when
the external cargo compartment is installed. If the external cargo
compartment is not installed, the IFR accuracy requirements are met
with 20° of flap deflection at airspeeds below 100 KIAS. The third static
port is accurate for VFR flight only with the flaps extended to 35° in the
normal approach airspeed band. With the flaps at 35° and at airspeeds
approaching the upper limit of 108 KIAS, the standby altimeter may read
up to 100 ft high.

No Change.

Section 9
100 SERIES
E Q U I PM E N T B OX M O U N T
EQUIPMENT BOX MOUNT
Equipment Box Mount

INTRODUCTION
When the Equipment Box Mount is installed in the KODIAK® 100 airplane,
this supplement is applicable and must be inserted in the supplement
section (Section 9) of the KODIAK 100 Pilot’s Operating Handbook and
FAA Approved Airplane Flight Manual (POH/AFM). This document must be
carried in the airplane at all times. Information in this supplement adds to,
supersedes, or deletes information contained in the basic KODIAK 100
POH/AFM.

Section 9
E Q U I PM E N T B OX M O U N T 100 SERIES
Equipment Box Mount

Section 9
100 SERIES
Contents
Equipment Box Mount

CONTENTS PAGE
GENERAL��9.12_5
REMOVAL��9.12_5
INSTALLATION��9.12_6

Section 9
Equipment Box Mount

Section 9
100 SERIES
9.1-1 GENERAL
The customer-supplied equipment box, when installed with the Quest
Aircraft Equipment Box Mount Assembly, provides a secure location to store
Equipment Box Mount

approved optional equipment.
9.1-2 LIMITATIONS
The Equipment Box Mount Assembly weighs 2.0 pounds. The total weight of
the equipment box, contents of the equipment box, and the Equipment Box
Mount Assembly must not exceed 17.0 pounds.
When the optional Equipment Box Mount Assembly is installed, the final
aircraft seat configuration must be arranged with both passenger seats
installed in seat row 5 within either Configuration A or Configuration B in
accordance with the Passenger and Crew Seat section of the basic POH,
Section 6.
PLACARDS
Located on the left hand side of the Equipment Box Mount Plate:
100-910-7042

No Change.

No change.

For figures and instructions regarding passenger seat removal and
installation, refer to the basic POH, Section 7, Airplane and Systems
Descriptions.
REMOVAL
Remove both passenger seats in row 5. Lift the forward feet of the
Equipment Box Mount Assembly out of the seat tracks, slide the assembly
forward 0.5 inch, and lift the aft feet out of the seat tracks.

Section 9
INSTALLATION
Install the Equipment Box Mount Assembly in the seat tracks such that it
becomes captured by both row 5 passenger seats when they are installed in
either Configuration A or Configuration B in accordance with the
POH/AFM, Section 6. To install, insert the aft feet into the seat tracks, slide
Equipment Box Mount
the assembly aft 0.5 inch, and insert the forward feet into the seat tracks.
This will result in the seat tracks capturing the aft feet vertically and capturing
the forward feet laterally.
Once the Equipment Box Mount Assembly is secured in place, install both
passenger seats in row 5 in accordance with the POH/AFM, Section 6,
Passenger and Crew Seat Weight and Balance.
9.1-5 PERFORMANCE
No change.

The Equipment Box Mount Assembly weighs 2.0 pounds. The combined
weight of the equipment box, equipment box contents, and the Equipment
Box Mount Assembly may add up to 17.0 pounds in Zone 5 of the airplane.

No Change.

No Change.

® ®
Section 9
100 SERIES HF Communication System
KHF 1050
HF COMMUNICATION SYSTEM
INTRODUCTION
When the KHF 1050 HF Communication System is installed in the
KODIAK® 100, this Supplement is applicable and must be inserted in
Section 9, Supplements, of the KODIAK® 100 Pilot’s Operating Handbook
and FAA Approved Airplane Flight Manual. This document must be carried
in the airplane at all times. Information in this supplement adds to,
supersedes, or deletes information contained in the basic KODIAK® 100
POH/AFM.
HF COMM.

HF COMM.

® ®
Section 9
KHF 1050
HF Communication System
Table of Contents
CONTENTS PAGE
GENERAL��9.14_5
FUELING��9.14_5
TRANSMISSIONS��9.14_5
KINDS OF OPERATION LIMITS��9.14_5
HF COMM.
WEIGHT & BALANCE��9.14_6
AIRPLANE & SYSTEMS DESCRIPTION��9.14_7
GENERAL��9.14_7
HANDLING SERVICE & MAINTENANCE��9.14_7
FUEL ON-LOADING��9.14_7

HF COMM.

® ®
Section 9
9.14–1 GENERAL
No Change
FUELING
The HF system must not be powered during fueling.
TRANSMISSIONS
WARNING : If the airplane is on the ground and an HF transmission is

required, you must be sure that:
1. No one is entering or exiting the airplane.
2. No one on the ground is touching any part of the airplane.
3. No one is within 10 feet of the antenna’s exit from empennage.
HF COMM.
KINDS OF OPERATION LIMITS
V I
F F
V R I R
F F
R N R N
I I
D G D G
System, Instrument, A H A H
Equipment and/or Function Y T Y T Comments

Honeywell KHF 1050/PS440 HF
Accessible to the pilot
Communications Systems Pilot’s 1 1 1 1
in‑flight.
Guide

® ®
Section 9
HF Communication System 100 SERIES
PLACARDS
1. Located above the HF Control Display on the pilot-side instrument
panel.
WARNING!
POTENTIAL HAZARDS WHEN TRANSMITTING
HF RADIO ON THE GROUND; REFER TO POH
100-820-2709

No Change

No Change

HF COMM.
External Inspection
1. Left Wing Trailing Edge, Wire Antenna...........................................CHECK for security
Maximum cruise speed is reduced by 3 to 5 KIAS.
9.14–6 WEIGHT & BALANCE

No Change

® ®
Section 9
9.14–7 AIRPLANE & SYSTEMS DESCRIPTION
GENERAL
The KHF 1050 System is a solid-state high frequency (HF) single sideband
(SSB) transceiver system, providing voice communications. The system
consists of a standalone HF Control Display located on the pilot’s side of
the airplane below PFD#1. The HF Control Display is dimmed by using the
lighting rheostat knob located on the instrument panel.
The system is powered through the Avionics Bus and protected by the
HF AMP and HF Controller (HF CONT) circuit breakers located in the main
circuit breaker panel. At the rear of the airplane are a Receiver/Exciter and
Power Amplifier, which are located behind the aft bulkhead of the interior.
The 30 feet of wire antenna is attached to the right of the empennage,
extends up to the Vertical Tail, and then over the left side wing.
The system has “stuck‑mic” protection. If the Push‑to‑Talk button (PTT) has
failed in the engaged position or a transmission is made for more than 120
seconds on the HF radio, the HF system will discontinue the transmission.
The sidetone will no longer be heard and the TX indication on the HF Cont
HF COMM.
will go away. Releasing and pressing the PTT button again will allow for
continued transmission. If the PTT button is inoperative, the HF system will
remain inoperative and maintenance must be performed to correct the
condition.
SYSTEM OPERATION
Communications on the system are made by selecting the desired mode
and frequency from the HF Control Display, then, depending on the audio
panel version, selecting the COM 3 or AUX receive and transmit button on
the Garmin Audio Panel. The transmit button located on either yoke, when
selected, transmits on the selected frequency. HF communications can
occur from either audio panel and from either piloting position.
Refer to the Honeywell Pilots Guide for more information.
9.14–8 HANDLING SERVICE & MAINTENANCE
FUEL ON-LOADING
CAUTION : Failure to properly ground the airplane to the fueling

equipment may result in an electrical arc at the fuel nozzle if the radio
becomes active.

HF COMM.

® ®
Section 9
100 SERIES HONEYWELL KN63 DME
HONEYWELL KN 63
DISTANCE MEASURING EQUIPMENT
INTRODUCTION
When the Honeywell KN63 Distance Measuring Equipment (DME) is
installed in the KODIAK® 100, this Supplement is applicable and must be
inserted in Section 9, Supplements, of the KODIAK® 100 Pilot’s Operating
Handbook and FAA Approved Airplane Flight Manual. This document must
be carried in the airplane at all times. Information in this supplement adds
to, supersedes, or deletes information contained in the basic KODIAK® 100
POH/AFM.
KN 63 DME

KN 63 DME

® ®
Section 9
Distance Measuring Equipment

Table of Contents
CONTENTS PAGE
GENERAL��9.15_5
WEIGHT & BALANCE��9.15_5
AIRPLANE & SYSTEMS DESCRIPTION��9.15_6
GENERAL��9.15_6
HANDLING SERVICE & MAINTENANCE��9.15_7
KN 63 DME

KN 63 DME

® ®
Section 9
9.15–1 GENERAL
No Change
No Change

No Change

No Change
External Inspection
1. Left Wing Lower Surface, Antenna..................................................CHECK for security
KN 63 DME
No Change
9.15–6 WEIGHT & BALANCE

No Change

® ®
Section 9
HONEYWELL KN63 DME 100 SERIES
9.15–7 AIRPLANE & SYSTEMS DESCRIPTION
GENERAL
The KN 63 DME System consists of a KN 63 DME transceiver installed in the
empennage and an antenna located on the lower side of the outboard
section of the left-hand wing, which integrates with the navigation radio
system installed in the airplane.
The DME transceiver is powered through the Avionics Bus and protected
by the DME circuit breaker located in the main circuit breaker panel.
SYSTEM OPERATION
The G1000® System tunes the KN 63 transceiver. The Ultra High Frequency
(UHF) DME frequency is tuned by pairing with a Very High Frequency
(VHF) Navigation (NAV) frequency. DME frequency pairing is automatic
and only the VHF NAV frequency is shown.
Pressing the DME button on either audio panel turns the DME audio on
and off.
Pressing the DME softkey on either PFD switches the DME tuning window
on and off. Refer to Figure 9.15-1: DME Information.
KN 63 DME
DME
NAV1 Tuning Mode
110.70 Frequency
12.2 NM Distance
DME Information Window
PFD Opt DME DME Tuning
Figure 9.15-1: DME Information
When the KN 63 DME feature is enabled on the G1000®, by selecting the

PFD Opt softkey, the Primary Flight Display (PFD) configuration softkeys
are updated to include two (2) DME softkeys. Refer to Figure 9.15-2: PFD
Configuration Softkeys.
Once selected from the PFD Options Page and tuned from the navigation
radios, DME information is presented on the PFD to the left of the
Horizontal Situation Indicator (HSI) in the lower right corner of the PFD .
Refer to Figure 9.15-1: DME Information.

® ®
Section 9
Figure 9.15-2: PFD Configuration Softkeys
DME Tuning
1. Press the DME softkey to display the DME tuning window.
2. Turn the small FMS knob to select the desired DME frequency.
3. Press the ENT key to complete the selection.
The following DME transceiver pairing can be selected:

• NAV1: Pairs the DME frequency from the selected NAV1 frequency.
KN 63 DME
• NAV2: Pairs the DME frequency from the selected NAV2 frequency.
• HOLD: When in the HOLD position, the DME frequency remains
paired with the last selected NAV frequency.
9.15–8 HANDLING SERVICE & MAINTENANCE

No Change

KN 63 DME


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PREFACE

DO NOT USE THIS MANUAL FOR

PREFACE_2 Pilot’s Operating Handbook

Pilot’s Operating Handbook PREFACE_3

PREFACE_4 Pilot’s Operating Handbook

Pilot’s Operating Handbook 1_1

1_2 Pilot’s Operating Handbook

1-3 THREE VIEW DRAWING

Pilot’s Operating Handbook 1_3

Figure 1-1: Three View Drawing

1_4 Pilot’s Operating Handbook

NOTE : Horsepower ratings are for 2200 RPM (propeller).

Pilot’s Operating Handbook 1_5

“Section 2” of this manual.

Issuing Authority Freezing Point

Icing Inhibitor Additive Name Concentration Required (% by Volume)

Fuel Capacity (in U.S. Gallons):

1_6 Pilot’s Operating Handbook

WARNING : Ensure the oil dipstick/cap is latched down securely.

NOTE : In order to obtain an accurate oil level reading, it is necessary

MAXIMUM CERTIFIED WEIGHTS

NOTE : Refer to “Section 7” of this manual for recommended loading

TYPICAL AIRPLANE WEIGHTS

Pilot’s Operating Handbook 1_7

CABIN, CARGO, AND ENTRY DIMENSIONS

Cabin Length (Forward Door Post to Aft Bulkhead)....................................190 IN

BAGGAGE/CARGO COMPARTMENT DIMENSIONS

NOTE : Refer to”Section 6” of this manual for loading weight limits.

1_8 Pilot’s Operating Handbook

Pilot’s Operating Handbook 1_9

1. The air is a dry, perfect gas.

ENGINE POWER TERMINOLOGY

1_10 Pilot’s Operating Handbook

Pilot’s Operating Handbook 1_11

AIRPLANE PERFORMANCE AND FLIGHT PLANNING TERMINOLOGY

WEIGHT AND BALANCE TERMINOLOGY

1_12 Pilot’s Operating Handbook

Pilot’s Operating Handbook 1_13

WARNINGS, CAUTIONS, AND NOTES DEFINED

CAUTION : An operating procedure, technique, note, or maintenance

NOTE : An operating procedure, technique, note, or maintenance

MEANING OF “SHALL”, “WILL”, “SHOULD”, AND “MAY”

MEANING OF “LAND AS SOON AS POSSIBLE” OR “PRACTICABLE”

1-6 CONVERSION CHARTS

1_14 Pilot’s Operating Handbook

NOTE : Example of how to use the following table:

Converting Kilograms to Pounds

NOTE : Example of how to use the following table:

Converting Pounds to Kilograms

Pilot’s Operating Handbook 1_15

NAUTICAL MILES, STATUTE MILES, AND KILOMETERS

Nautical Statute Nautical Statute Nautical Statute

Kilometers Kilometers Kilometers

1_16 Pilot’s Operating Handbook

Converting Liters to Imperial Gallons

Converting Imperial Gallons to Liters

Pilot’s Operating Handbook 1_17

Converting Liters to U.S. Gallons

Converting U.S. Gallons to Liters

1_18 Pilot’s Operating Handbook

Converting Imperial Gallons to U.S. Gallons

Converting U.S. Gallons to Imperial Gallons

Pilot’s Operating Handbook 1_19

TEMPERATURE CONVERSION CHART