FAA Approved Airplane Flight Manual Supplement

190-00716-02 Rev. 2 Hawker Beechcraft King Air 300/300LW
FAA APPROVED Page 19 of 135
For flight planning purposes for operations within European B-RNAV and P-RNAV airspace, if
more than one satellite is scheduled to be out of service, then the availability of GPS integrity
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 re-routed on a track where RAIM requirements can be met.
For flight planning purposes, 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 G1000 from providing primary means
of 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) is 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 GIA 63Ws 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 (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 if the cross-side sensor is
determined to be more accurate. 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.
Whenever possible, RNP and RNAV routes including Standard Instrument Departures (SIDs) and
Obstacle Departure Procedures (ODPs), Standard Terminal Arrival (STAR), and enroute 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 G1000 System are
prohibited unless the pilot 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. Pilots
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.
When operating under instrument flight rules, flight plan selection of any required alternate airport must
not be based on an RNAV (GPS) LP/LPV or LNAV/VNAV approach. Alternate airport selection must be
based upon an LNAV approach or an available ground-based approach for which the aircraft is equipped
to fly.
The navigation equipment required to join and fly an instrument approach procedure is indicated by the