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GARMIN International, Inc Log of Revisions Pilot’s Operating Handbook and FAA Approved Airplane Flight Manual Supplement for G1000 Integrated Avionics System and GFC 700 AFCS In Hawker Beechcraft King Air 300/300LW Aircraft REV NO. 1 2 3 PAGE NO(S) DESCRIPTION DATE OF APPROVAL FAA APPROVED 05/11/2012 Robert G. Murray, ODA STC Unit Administrator GARMIN International, Inc. ODA-240087-CE ALL Incorporate system software 0985.
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Table of Contents Section 1 - General ........................................................................................................ 7 Section 2 - Limitations ................................................................................................ 18 Section 3 - Emergency Procedures ........................................................................... 35 Section 3A - Abnormal Procedures ...........................................................................
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Section 1 - General The information in this supplement is FAA-approved material and must be attached to the Pilot’s Operating Handbook and FAA Approved Airplane Flight Manual (POH/AFM) when the airplane has been modified by installation of the GARMIN G1000 Integrated Avionics System and GFC 700 Digital Automatic Flight Guidance System in accordance with GARMIN International, Inc. approved data. The information in this supplement supersedes or adds to the basic POH/AFM only as set forth below.
OPERATIONAL APPROVALS The Garmin G1000 Integrated Avionics GNSS navigation system installed in this airplane is a GPS system with a Satellite Based Augmentation System (SBAS) comprised of two TSO-C145a Class 3 approved Garmin GIA 63Ws, TSO-C146a Class 3 approved Garmin GDU 104X and GDU 1500 Display Units, GARMIN GA36 and GA37 antennas, and GPS software version 3.2 or later approved version. The G1000 GNSS navigation system in this airplane is installed in accordance with AC 20-138C.
Specification Reference Documents ICAO Flight Plan Code Notes Primary means of Class II navigation in oceanic and remote navigation without reliance on other long-range navigation systems when used in conjunction with the G1000 WFDE Prediction program, part number 006-A0154-01 (010-G1000-00) or later approved version. RNP 4 (Oceanic) FAA Order 8400.33 L1 Additional equipment may be required to obtain operational approval to utilize RNP-4 performance. This does not constitute an operational approval.
Specification Reference Documents ICAO Flight Plan Code Notes For airplanes with system software 0985.07 or later installed, this includes area navigation approaches titled “RNAV(GPS)” and “RNAV(GNSS)” including procedures with RF legs. LP minima are available only when within SBAS coverage.
REDUCED VERTICAL SEPARATION MINIMUMS (RVSM) This aircraft has been evaluated in accordance with 14 CFR Part 91, Appendix G, “Operations in Reduced Vertical Separation Minimum (RVSM) Airspace,” and FAA Advisory Circular 91-85, “Authorization of Aircraft and Operators for Flight in Reduced Vertical Separation Minimums Airspace,” and is qualified for RVSM operations as a group aircraft. This finding does not constitute approval to conduct RVSM operations. 190-00716-02 Rev.
ABBREVIATIONS AND TERMINOLOGY The following glossary is applicable within the airplane flight manual supplement AC Advisory Circular ADC Air Data Computer ADF Automatic Direction Finder AFCS Automatic Flight Control System AFM Airplane Flight Manual AFMS Airplane Flight Manual Supplement AGL Above Ground Level Ah Amp hour AHRS Attitude and Heading Reference System AIRAC Aeronautical Information Regulation And Control ALT Altitude, or AFCS altitude hold mode, or ALT button on the GMC 710
DA Decision Altitude DC Direct Current DG Directional Gyro DH Decision Height DL LTNG Connext Data Link Lightning DME Distance Measuring Equipment DN Down DR Dead Reckoning EC Error Correction EFB Electronic Flight Bag EIS Engine Indication System ELEC Electrical ENT Enter ESP Electronic Stability and Protection FAF Final Approach Fix FD Flight Director FLC AFCS Flight Level Change mode, or FLC button on the GMC 710 AFCS mode controller FLTA Forward Looking Terrain Awarene
GPWS Ground Proximity Warning System GRS Garmin Reference System (AHRS) GS Glide Slope GSA Garmin Servo Actuator GSR Garmin Iridium Satellite Radio GTS Garmin Traffic System GWX Garmin Weather Radar HDG AFCS heading mode or the HDG button on the GMC 710 AFCS Mode Controller HITS Highway in the Sky HPa Hectopascal HSI Horizontal Situation Indicator IAF Initial Approach Fix IAP Instrument Approach Procedure IAS Indicated Airspeed ICAO International Civil Aviation Organization IFR
MDA barometric minimum descent altitude MEL Minimum Equipment List MFD Multi Function Display MLS Microwave Landing System MMO Maximum operation limit speed in mach MNPS Minimum Navigational Performance Specifications MSL Mean Sea Level NAT North Atlantic Track NAV Navigation, or AFCS navigation mode, or NAV button on the GMC710 AFCS Mode Controller NEXRAD Next Generation Radar (XM Weather Product) NM Nautical Mile NPA Non-precision Approaches OAT Outside Air Temperature OBS Omni
speed between Mach and IAS references.
XM XM satellite system XPDR Transponder YD Yaw Damper 190-00716-02 Rev.
Section 2 - Limitations INTRODUCTION The G1000 Cockpit Reference Guide for Hawker Beechcraft King Air 300/B300 series, GARMIN part number 190-01344-01 Revision A or later, must be immediately available to the flight crew during all phases of flight when system software 0985.07 is installed. AIRSPEED LIMITATIONS AND INDICATOR MARKINGS No changes were made to the airplane’s airspeed limitations.
POWER PLANT LIMITATIONS AND INDICATOR MARKINGS No changes were made to the airplane’s engine operating limits. The engine gauges are marked as shown in the following table. Refer to the latest Airplane Flight Manual or appropriate Airplane Flight Manual Supplement for engine and propeller limitations. NOTE The gauge indicator pointer and digital display will flash inverse red/white video for 5 seconds, then remain steady red, if the indicated engine parameter exceeds its established limit.
(k) To account for power setting accuracy and steady state fluctuations, inadvertent propeller RPM excursions up to 1735 RPM are time limited to 7 minutes. (l) When within transient RPM values, the torque indicator will display green digits and a white pointer. After 7 minutes above 1735 RPM, or after 20 seconds between 1735 and 1870 RPM, the digits will flash alternating red and white background with a flashing red pointer for 5 seconds.
MANEUVER LIMITS No changes have been made to the aircraft’s maneuver limits. The Hawker Beechcraft Super King Air 300 is a Normal Category airplane. Acrobatic maneuvers, including spins, are prohibited. OPERATIONS IN RVSM AIRSPACE The airplane is not permitted to operate in RVSM airspace if the static ports are damaged, or if damage or surface irregularities are found within the RVSM critical region. The pilot and copilot PFDs must display the on-side ADC information for operations in RVSM airspace.
beginning of the teardrop segment of the course reversal. changes greater than 90°. Use of VNAV is prohibited with course The barometric altimeter must be used as the primary altitude reference for all baro VNAV operations, including instrument approach procedure step-down fixes. Use of baro VNAV to a DA is not authorized with a remote altimeter setting. A current altimeter setting for the landing airport is required.
G1000 GNSS (GPS/SBAS) NAVIGATION SYSTEM LIMITATIONS NOTE Limitations are in bolded text for this section only 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 flight, the flight crew must ensure the accuracy of navigation data, including suitability of navigation facilities used to define the routes and procedures for flight.
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.
When using the G1000 VOR/LOC/GS receivers to fly the final approach segment, VOR/LOC/GS navigation data is must be selected and presented on the CDI of the pilot flying. For airplanes that have system software 0985.07 or later installed, all VNAV altitude constraints must be manually entered by the flight crew. The system will not auto-nominate VNAV altitude constraints.
For airplanes that have GRS 7800 AHRS installed: Flight operations with the G1000 Integrated Avionics installed are prohibited in the following regions due to unsuitability of the magnetic fields near the Earth’s poles: 1. North of 84° North latitude at all longitudes 2. South of 70° South latitude at all longitudes 3.
SYNTHETIC VISION AND PATHWAYS LIMITS Use of the Synthetic Vision system display elements alone for aircraft control without reference to the G1000 primary flight instruments or the aircraft standby instruments is prohibited. Use of the Synthetic Vision system alone for navigation, or obstacle or terrain avoidance is prohibited. Use of the SVS traffic display alone to avoid other aircraft is prohibited.
TRAFFIC AVOIDANCE SYSTEM LIMITS Use of the MAP - TRAFFIC MAP, Inset Map traffic display, or the SVS display to maneuver the airplane for traffic avoidance without outside visual reference is prohibited. The Traffic Information System (TIS) or optional Skywatch TAS, Skywatch HP, Honeywell KTA-870, and Garmin GTS 820/850/8000 Traffic Systems are intended as an aid for the pilot to visually locate traffic. It is the responsibility of the pilot to see and manually maneuver the airplane to avoid other traffic.
OPTIONAL L3 COMMUNICATIONS AVIONICS SYSTEM WX-500 STORMSCOPE Stormscope lightning information displayed by the G1000 system is limited to supplemental use only. The use of the Stormscope lightning data on the MAP – NAVIGATION MAP and/or MAP – STORMSCOPE page for hazardous weather (thunderstorm) penetration is prohibited. Stormscope lightning data on the MAP - NAVIGATION MAP or MAP – STORMSCOPE page is intended only as an aid to enhance situational awareness of hazardous weather, not penetration.
KINDS OF OPERATION LIMITS The Hawker Beechcraft King Air 300 is approved for the following types of operations when the required equipment, as shown in the airplane AFM/POH Kinds of Operations Equipment List, supplemented by the Kinds of Operations Equipment List from other applicable Airplane Flight Manual Supplements, and the Kinds of Operations Equipment List contained in this Airplane Flight Manual Supplement, is installed and operable. 1. VFR Day 2. VFR Night 3. IFR Day 4. IFR Night 5.
VFR Day VFR Night IFR Day IFR Night Icing Conditions System and/or Equipment Remarks and/or Exceptions ELECTRICAL POWER Inverter 0 0 0 0 0 Removed by G1000 modification INVERTER Annunciator 0 0 0 0 0 Removed by G1000 modification Standby Battery 0 1 1 1 1 ENGINE INDICATIONS No Changes - Refer to Aircraft Flight Manual ENGINE OIL No Changes - Refer to Aircraft Flight Manual ENVIRONMENTAL No Changes – Refer to Aircraft Flight Manual EQUIPMENT/FURNISHINGS No Changes – Refer to Aircraft Fl
VFR Day VFR Night IFR Day IFR Night Icing Conditions System and/or Equipment Remarks and/or Exceptions NAVIGATION INSTRUMENTS Magnetic Compass 1 1 1 1 1 Outside Air Temperature 1 1 1 1 1 1 1 1 1 1 G1000 Integrated Avionics GARMIN G1000 Cockpit Reference Guide Required only for operations in RVSM airspace.
VFR Day VFR Night IFR Day IFR Night Icing Conditions System and/or Equipment Remarks and/or Exceptions Radar (Radio) Altimeter 0 0 0 0 0 Or as required by operating regulation. Marker Beacon Receiver 0 0 0 0 0 Or as required by operating regulation. Traffic Collision Avoidance System (TCAS I or II) 0 0 0 0 0 Or as required by operating regulation. Terrain Awareness and Warning System (TAWS) 0 0 0 0 0 Or as required by operating regulation.
VFR Day VFR Night IFR Day IFR Night Icing Conditions System and/or Equipment Remarks and/or Exceptions PROPELLER Refer to Aircraft’s POH or AFMS for any installed modifications No Changes VACUUM SYSTEM Gyro Suction Gage 0 0 0 0 1 Instrument Air System 0 0 0 0 1 Hawker Beechcraft King Air 300/300LW Page 34 of 167 190-00716-02 Rev.
Section 3 - Emergency Procedures Table of Contents AUTOMATIC FLIGHT CONTROL SYSTEM ................................................................ 36 AUTOPILOT MALFUNCTION / PITCH TRIM RUNAWAY..................................................................... 36 UNSCHEDULED RUDDER BOOST ACTIVATION ............................................................................... 37 MANUAL AUTOPILOT DISCONNECT ................................................................................................
Bolded checklist steps in the EMERGENCY PROCEDURES section indicate pilot memory action items. The pilot shall perform these items without reference to the checklist in this section. AUTOMATIC FLIGHT CONTROL SYSTEM AUTOPILOT MALFUNCTION / PITCH TRIM RUNAWAY These procedures supersede the airplane’s UNSCHEDULED ELECTRIC ELEVATOR TRIM ACTIVATION AFM checklist items. If the airplane deviates unexpectedly from the planned flight path: 1. Control Wheel ...........................................................
NOTE The maximum altitude lost during malfunction tests was: Cruise – 230 Feet Descent – 555 Feet Maneuvering – 170 Feet Glideslope/Glidepath Approach – 79 Feet Non-Precision Approach – 100 Feet UNSCHEDULED RUDDER BOOST ACTIVATION These procedures supersede the airplane’s UNSCHEDULED RUDDER BOOST ACTIVATION AFM checklist items. Rudder boost operation without a large variation of power between the engines indicates a failure of the system. 1. AP/YD DISC / TRIM INTRPT Button .................................
MANUAL AUTOPILOT DISCONNECT If necessary, the autopilot may be manually disconnected using any one of the following methods. 1. AP/YD DISC / TRIM INTRPT Button ............................................................ PRESS and RELEASE (Pilot’s or Copilot’s control wheel) 2. AP Button (Autopilot mode control panel) .............................................................................. PRESS (Yaw damper remains engaged) 3. Pitch Trim Switch (Pilot’s or, if installed, Copilot’s control wheel) .....
AUTOPILOT FAILURE (Red annunciator on PFD, Red ‘AP’ flashing on PFD, Continuous high-low aural tone) 1. AP/YD DISC / TRIM INTRPT Button ..................................................................................... PRESS (to cancel disconnect tone) If red ‘AFCS’ is displayed, the autopilot, yaw damper, and manual electric pitch trim will be inoperative. 2. Advise ATC of loss of autopilot system. NOTE A loss of the autopilot may also cause yaw damper and rudder boost to be inoperative.
PITCH AXIS FAILURE (Red annunciator on PFD) 1. Indicates a failure of the pitch axis of the autopilot. The autopilot will be inoperative. The yaw damper will be operative. NOTE If the red annunciator illuminates without the autopilot engaged, it may indicate a faulted AHRS. Monitor both PFDs and the standby attitude indicator for abnormal attitude indications. 2. Advise ATC of loss of autopilot system. 3. Yaw Damper .........................................................................................
PITCH TRIM FAILURE (Red annunciator on PFD) 1. Indicates a failure of the pitch trim servo of the autopilot. The autopilot will be inoperative. The yaw damper will remain operative. 2. Control Wheel ............................................................................................................. GRIP FIRMLY 3. AP/YD DISC / TRIM INTRPT Button ............................................................ PRESS and RELEASE (Be prepared for high elevator control forces) 4. Elevator Trim ...........
AUTOPILOT OVERSPEED RECOVERY (Amber annunciation on PFD) 1. Power Levers ..................................................................................................................... REDUCE When overspeed condition is corrected: 2. Autopilot ..................................................................... RESELECT VERTICAL MODE (if necessary) NOTE Overspeed recovery mode provides a pitch up command to decelerate the airplane at or below the maximum autopilot operating speed (259 KIAS / 0.
ENGINE FAILURE ENGINE FIRE OR FAILURE IN FLIGHT 1. AP/YD DISC / TRIM INTRPT Button .......................................................... PRESS and RELEASE 2. Engine Fire or Failure in Flight Procedure in EMERGENCY PROCEDURES Section of AFM ........................................................ COMPLETE 3. Trim Tabs .............................. MANUALLY ADJUST ELEVATOR, AILERON, AND RUDDER TABS 4. Autopilot .............................................................
LOAD MANAGEMENT TABLE This table replaces the Load Management Table published in the AFM. Use of the following equipment will reduce battery duration by the approximate times listed below. Multiple usage of the following equipment is additive.
TAWS AND GPWS TAWS OR GPWS WARNING (Red on PFD and aural “PULL UP” or “[Whoop, Whoop], PULL UP” 1. AP/YD DISC / TRIM INTRPT Button ............................................. PRESS and RELEASE (To disconnect the autopilot) 2. Aircraft Attitude ....................................................... PULL BACK ON CONTROL WHEEL 3. Power.......................................................................................... MAXIMUM ALLOWABLE 4. Airspeed ....................................................
The following procedure applies to airplanes that ARE equipped with the Garmin GTS 8000 TCAS II system. TCAS II RESOLUTION ADVISORY (GTS 8000) (Red on PFD and aural resolution advisory) If a Maneuver is Required: 1. AP/YD DISC / TRIM INTRPT Button ............................................ PRESS AND RELEASE (To Disconnect the Autopilot) 2. Aircraft Attitude .............................. PITCH AS REQUIRED TO COMPLY WITH THE RA, VERTICAL SPEED INDICATOR INSIDE THE GREEN BAND 3. Power .....................
CAUTION It is possible in some cases to have insufficient airplane performance to follow the TCAS RA command without flying into stall warning or buffet. Therefore, stall warning must be respected when following an RA. Conditions where this may occur include but are not limited to: Bank angle in excess of 15 degrees. One engine inoperative. Speeds below normal operating speeds. Failure to configure for a go-around following a climb RA in landing configuration.
ESP ENGAGEMENT For airplanes equipped with Electronic Stability and Protection (ESP): 1. Use the flight controls and power levers as required to correct the abnormal flight condition. NOTE If the airplane remains within the ESP engagement envelope for more than approximately 10 seconds, the autopilot will automatically engage in LVL mode, and will be accompanied by an aural “ENGAGING AUTOPILOT” alert.
Section 3A - Abnormal Procedures Table of Contents AUTOMATIC FLIGHT CONTROL SYSTEM ................................................................ 51 AILERON MISTRIM ................................................................................................................................ 51 ELECTRIC PITCH TRIM INOPERATIVE ............................................................................................... 52 ELEVATOR MISTRIM ..............................................................
LOSS OF NAVIGATION DATA .............................................................................................................. 73 INACCURATE FLIGHT DIRECTOR DISPLAY ...................................................................................... 73 BOTH ON ADC1, BOTH ON ADC2........................................................................................................ 74 BOTH ON AHRS 1, BOTH ON AHRS 2 .................................................................................
AUTOMATIC FLIGHT CONTROL SYSTEM AILERON MISTRIM (amber or annunciation on PFD) Indicates a mistrim of the ailerons while the autopilot is engaged. The autopilot cannot trim the airplane in roll. During large changes in airspeed, engine failure, or single engine operation, illumination of this message may occur. If the autopilot is disconnected while this message is displayed, high roll forces are possible. The following procedure should be followed: 1. Control Wheel .....................................
ELECTRIC PITCH TRIM INOPERATIVE NOTE This condition may be accompanied by a red or annunciation on the PFDs. 1. Move both halves of pilot and copilot pitch trim switches to check for stuck switch. 2. AFCS SERVOS Circuit Breaker ............................................................................ PULL and RESET (Right circuit breaker panel) The autopilot will enter Pre-Flight Test (PFT) mode when the AFCS SERVOS circuit breaker is reset.
ELEVATOR MISTRIM (amber or annunciation on PFD) Indicates a mistrim of the elevator tab while the autopilot is engaged. The autopilot will normally trim the airplane as required. However, during rapid acceleration, deceleration, or configuration changes, momentary illumination of this message may occur accompanied by minor fluctuations in flight path. If the autopilot is disconnected while this message is displayed, high elevator control forces are possible.
RUDDER MISTRIM (amber or annunciation on PFD) Indicates a mistrim of the rudder while the autopilot is engaged. The autopilot cannot trim the airplane in yaw. During large changes in airspeed, engine failure, or single engine operation, illumination of this message may occur. If the autopilot is disconnected while this message is displayed, high rudder pedal forces and yawing motion are possible. The following procedure should be followed: 1. Rudder Pedals ................................................
FLASHING AMBER MODE ANNUNCIATION NOTE Abnormal mode transitions (those not initiated by the pilot or by normal sequencing of the AFCS) will be annunciated by flashing the disengaged mode in amber on the PFD. Upon loss of a selected mode, the system will revert to the default mode for the affected axis, either ROL or PIT. After 10 seconds, the new mode (PIT or ROL) will be annunciated in green. LOSS OF SELECTED VERTICAL MODE (FLC, VS, VPTH, ALT, GS, GP) 1. Autopilot mode controls.............................
YAW AXIS FAILURE (Amber annunciator on PFD) 1. Indicates a failure of the yaw axis of the autopilot. The yaw damper will disconnect. The autopilot may be engaged and disengaged normally, but the yaw damper and rudder boost will be inoperative. 2. Autopilot .......................................................................................................... AS DESIRED WARNING DO NOT USE THE AUTOPILOT ON A COUPLED ILS, LOC, LP/LPV OR LNAV/VNAV APPROACH WITH A FAILED YAW SERVO.
G1000 INTEGRATED AVIONICS SYSTEM ALTITUDE MISCOMPARE This message is displayed when the G1000 detects a difference of 200 feet or greater between the pilot’s and copilot’s altitude information. Refer to the G1000 Cockpit Reference Guide for additional information. 1. Altimeter Settings ................................................................. VERIFY both pilot and copilot have the correct barometric altimeter setting. 2. Pilot’s and Copilot’s Altitude ................................................
If Copilot and Standby Altimeter Agree (Pilot Altimeter Differs): NOTE The standby altimeter must be corrected for position error using the Altimeter Correction – Standby System chart in the Performance section of this supplement. 3. Autopilot ALT Mode.................................................................................................... DISENGAGED 4. Pilot’s Static Air Source ..................................................................................
If Able to Identify Accurate Altitude Source: 1. Autopilot ALT Mode.................................................................................................... DISENGAGED 2. Use SENSOR softkey to select most accurate ADC on both PFD’s. 3. Confirm or annunciators are displayed on both PFDs 4. Autopilot ALT Mode...................................................................................... ENGAGE AS DESIRED In RVSM Airspace: 5. Altitude ...................................................
AIRSPEED MISCOMPARE This message is displayed when the G1000 detects a difference of 7 KIAS or greater between the pilot’s and copilot’s airspeed indicators (10 KIAS difference during takeoff or landing roll). Refer to the G1000 Cockpit Reference Guide for additional information. 1. Pilot’s and Copilot’s Airspeed ......................................
If Pilot’s and Copilot’s Altitude Agree: 3. Airspeed 120 KIAS MINIMUM on slowest indicator. 4. Monitor all three airspeed indicators during changes in power or altitude to determine which indicators are inaccurate. Indications of inaccurate airspeed include: No change in indicated airspeed when power change and altitude maintained. Indicated airspeed increases when climbing or decreases when descending. 5. Use SENSOR softkey to select most accurate ADC on the affected PFDs. 6.
HEADING MISCOMPARE This message is displayed in the upper right corner of the PFD when the G1000 detects a difference between the pilot’s and copilot’s heading information. Refer to the GARMIN G1000 Cockpit Reference Guide for additional information. 1. WSHLD ANTI-ICE Switches (PILOT and COPILOT) ................................................................. OFF 2. CABIN TEMP MODE selector ..................................................................................................... OFF 3.
LOSS OF ALTITUDE REPORTING IN RVSM AIRSPACE If ATC is not receiving altitude reporting information while in RVSM airspace: 1. XPDR Softkey ............................................................................SELECT OTHER TRANSPONDER 2. Verify selected transponder is in ALT mode. LOSS OF ALTITUDE ERROR CORRECTION Loss of altitude (static source) error correction in the air data computers is indicated by an advisory message in the alerts window of the PFD.
DISPLAY UNIT FAILURE PFD FAILURE PFD failure is indicated by a complete loss of image on a display. The pilot should use the cross side PFD and the standby flight instruments for information to fly the airplane. If only individual elements of the display are failed, refer to appropriate procedures for the individual failures. To display composite primary flight information and the engine instruments on the MFD: 1. DISPLAY BACKUP Button (on audio panel of affected side) ......................................
MFD FAILURE MFD failure is indicated by a complete loss of image on the center display. A failed MFD will auto-revert to PFD 1 to display engine data on PFD 1. Engine data may be displayed on PFD 2 by pressing the Copilot’s Audio Panel DISPLAY BACKUP button. If MFD auto-reversion does not occur, or to manually revert the PFD 2 display: 1. Audio Panel DISPLAY BACKUP Button ................................................................................ PRESS 2.
If No Alternate Navigation Sources Are Available: DEAD RECKONING (DR) MODE - ACTIVE WHEN THE AIRPLANE IS GREATER THAN 30 NM FROM THE DESTINATION AIRPORT: 1. Navigation - Use the airplane symbol, magenta course line on the map display and the amber CDI for course information. NOTE ALL INFORMATION NORMALLY DERIVED FROM GPS TURNS AMBER. ALL OF THIS INFORMATION WILL BECOME LESS ACCURATE OVER TIME. TAWS is inoperative.
ILS DATABASE FREQUENCY AND/OR COURSE MISMATCH In some rare instances, the actual course and/or frequency for an ILS localizer may not match the course or frequency stored in the G1000 database. This occurs most often when an ILS course or frequency change is made by the FAA in between Jeppesen database update cycles. Manual course or frequency changes can be made to override the auto-loaded values in the G1000 database whenever an ILS approach is loaded into the G1000 via the FMS.
LOSS OF TEMPERATURE INPUT ON BARO VNAV APPROACHES (VDI NO COMP on PFD) Airplanes that have system software 0985.07 or later installed have the capability of flying an automatically generated and temperature compensated glidepath on certain GPS approaches when SBAS is not available. This automatically generated glidepath depends upon temperature input from the air data computers to function properly.
VDI MISCOMPARE ON BARO VNAV APPROACHES (VDI MISCOMP on PFD) If a difference in temperature compensated altitudes from the two air data computers differs by more than 50 feet, an amber VDI MISCOMP annunciation will be displayed on both PFDs. If a VDI MISCOMP Annunciation is Observed on the PFDs: 1. Altimeter Settings .................................................................
FAILED AIRSPEED, ALTITUDE, AND/OR VERTICAL SPEED (RED "X" ON PFD AIRSPEED, ALTITUDE, AND/OR VERTICAL SPEED INDICATORS) This indicates a loss of valid air data computer information to the respective system. If Both Sides: 1. Airspeed, Altitude and Attitude ................................................ MONITOR using standby indicators NOTE The standby altimeter must be corrected for position error using the Altimeter Correction – Standby System chart in the Performance Section of this Supplement. 2.
FAILED ATTITUDE AND/OR HEADING (ATTITUDE FAIL AND/OR RED "X" OVER HEADING DISPLAY ON PFD) This indicates a loss of pitch, roll, and/or heading information from AHRS. Refer to GARMIN G1000 Cockpit Reference Guide and Pilot’s Guide for additional information. Interference from GPS repeaters operating inside nearby hangars or magnetic anomalies caused by nearby structures can cause an intermittent loss of attitude and heading displays while the aircraft is on the ground.
NOTE The autopilot will disconnect and will not re-engage. ESP (if installed) will be inoperative. Reference the GPS track on MFD/PFD map to improve situational awareness. GPS will continue to display correct GPS based map, position, and track. Magnetic compass is influenced by windshield anti-ice and/or air conditioner operation. These items must be turned OFF prior to referencing magnetic compass heading. Leave these items OFF when maneuvering the aircraft by reference to the magnetic compass.
ENGINE INDICATION SYSTEM (EIS) FAILURE (RED 'X' ON ENGINE DISPLAY) If All Engine Gauges on One Engine Red ‘X’: Indicates failure of the GEA for that engine 1. Check GEA circuit breakers ........................................................................... RESET once if tripped If unable to restore engine gauges: 2. Move both power levers together using the engine with operating engine gauges to set power. If One or More Engine Parameter Indications Are Flagged On Only One Engine: 1.
BOTH ON ADC1, BOTH ON ADC2 This message is displayed on both PFDs and indicates that both pilot and copilot PFDs are displaying data from the same Air Data Computer. Normally the pilot’s side displays ADC 1 information and the copilot’s side displays ADC 2 information. Refer to GARMIN G1000 Cockpit Reference Guide and Pilot’s Guide for additional information. 1. PFD (displaying data from opposite ADC) SENSOR softkey ................................................ PRESS 2. ADC1 or ADC 2 softkey .........
USING ADC1 or ADC2 This message is displayed on both PFDs and indicates that both PFDs are displaying data from the opposite side air data computer. Normally the pilot’s side displays ADC 1 and the copilot’s side displays ADC 2. Refer to GARMIN G1000 Cockpit Reference Guide for additional information. 1. PILOT’S PFD SENSOR Softkey ............................................................................................ PRESS 2. PILOT’S PFD ADC1 Softkey ....................................................
SYNTHETIC VISION If SVS displays information inconsistent with G1000 primary flight instrumentation, or if operating in GRS 7800 DG FREE mode: On the PFD: 1. PFD softkey ............................................................................................................................ PRESS 2. SYN VIS softkey..................................................................................................................... PRESS 3. SYN TERR key .....................................................
To Enable TAWS If Inhibited: 1. Display the MAP – TAWS-A or MAP – TAWS-B page. 2. TAWS INH or INHIBIT Softkey .............................................................................................. PRESS 3. Verify the annunciations are removed from both PFDs and the MFD. GPWS INHIBIT (TAWS-A Only) For airplanes equipped with TAWS-A, some GPWS functions may be inhibited to stop alerting if desired. Refer to GARMIN G1000 Cockpit Reference Guide for additional information. To Inhibit GPWS: 1.
GLIDESLOPE/GLIDEPATH DEVIATION INHIBIT (TAWS-A Only) or For airplanes equipped with TAWS-A, the glideslope or glidepath deviation alerting function may be inhibited to stop alerting if desired. Refer to GARMIN G1000 Cockpit Reference Guide for additional information. To Inhibit Glideslope or Glidepath Alerting: 1. Display the MAP – TAWS A page 2. GS INH or GP INH Softkey .................................................................................................... PRESS 3. Verify a of the MFD.
TCAS II TCAS II TRAFFIC ADVISORY (Amber on PFD and aural “TRAFFIC, TRAFFIC” advisory) Conduct a visual search for the intruder. If successful, maintain visual acquisition to ensure safe separation. The pilot should not initiate evasive maneuvers using information from the traffic map display only on a traffic advisory (TA) without visually sighting the traffic.
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Section 4 - Normal Procedures Table of Contents COM RADIO COMMUNICATIONS BEFORE STARTING ENGINES........................... 83 PREFLIGHT INSPECTION ........................................................................................... 83 BEFORE ENGINE STARTING ..................................................................................... 85 BEFORE TAXI .............................................................................................................. 86 TAXI ......................
NAVIGATION (GPS OBS Mode) ......................................................................................................... 94 APPROACHES ....................................................................................................................................... 94 ILS ........................................................................................................................................................ 94 ILS GLIDE SLOPE INOPERATIVE ....................................
COM RADIO COMMUNICATIONS BEFORE STARTING ENGINES To obtain an ATC clearance before starting the engines: 1. BAT Switch (Master Switch) ......................................................................................................... ON Use Pilot’s Audio Panel and Com 1 to Obtain ATC Clearance, then: 2. BAT Switch (Master Switch) .......................................................................................................
FWD 12 INCHES STATIC PORTS 12 INCHES 14 INCHES 10 INCHES Figure 1, RVSM Critical Region Hawker Beechcraft King Air 300/300LW Page 84 of 167 190-00716-02 Rev.
BEFORE ENGINE STARTING These procedures should be conducted during the airplane’s AFM BEFORE ENGINE STARTING checklist items, after the battery has been turned on and both AHRS have aligned. NOTE Autopilot preflight test will not begin until both AHRS have aligned. Autopilot Pre-Flight test begins when the white PFT message is displayed on each PFD. Autopilot Pre-Flight test has successfully completed when the white PFT message extinguishes and the autopilot disconnect tone sounds.
BEFORE TAXI These procedures should be conducted after completing the airplane’s AFM BEFORE TAXI checklist items before brake release. 1. Standby Attitude Indicator ..................................................................................................... CHECK a. PULL TO CAGE Knob ............................................................... PULL KNOB TO ERECT GYRO b. Instrument Fail Flag ................................................. NOT DISPLAYED IN INSTRUMENT FACE c. 2.
NOTE The standby compass is erratic during windshield anti-ice and/or air conditioner operation. Windshield anti-ice and air conditioner must be OFF for heading verification check. e. Verify turn rate and slip indicator display appropriately. BEFORE TAKEOFF (RUN-UP) The following procedures supersede the same procedures in the airplane’s AFM BEFORE TAKEOFF (RUNUP) checklist items. 1. Yaw Damp ..................................................................................................................
b. Copilot’s Control Wheel (If Installed) Left and Right Segments .............................................................. ACTUATE INDIVIDUALLY (Verify there is no elevator tab wheel movement) Left and Right Segments ................................................................... ACTUATE TOGETHER (Verify proper elevator tab wheel movement) With Elevator Tab Wheel in Motion, AP/YD DISC / TRIM INTRPT Button.......................................................
CRUISE WITHIN RVSM AIRSPACE 1. Altimeters ................................................................................................................ CROSS-CHECK Maximum Difference: 200 Feet Ensure Matched barometric pressure settings (29.92 inHg, STD BARO, or 1013 mb). 2. Altitude ...........................................................................................................
OTHER PROCEDURES GTX 3000 TRANSPONDER For airplanes equipped with GTX 3000 Transponders: The GTX 3000 ADS-B OUT system has been shown to meet the requirements of 14 CFR 91.227. The ADS-B OUT system should be operational during all phases of flight, including airport surface movement operations. The ADS-B OUT system is operational when the active transponder is in the ON or ALT modes. This will be indicated in the transponder window in the lower right corner of each PFD.
AUTOPILOT OPERATION Autopilot/Flight Director mode annunciations on the PFDs displayed in green indicate active autopilot/flight director modes. Annunciations displayed in white indicate armed autopilot/flight director modes. Normal mode transitions will flash inverse video green/black for 10 seconds before becoming steady green. Abnormal mode transitions will flash amber for 10 seconds before the default mode is annunciated as the active mode.
ENROUTE AND TERMINAL VERTICAL NAVIGATION (VNAV) VNAV Descent Vertical navigation will only function when the navigation source is GPS navigation. VNAV will not function if the navigation source is VOR, Localizer, or ADF. The airplane’s heading must be within 75° of the desired GPS course and within 10 NM cross track error in order for VNAV to function. VNAV functions only for enroute and terminal descents.
LATERAL MODES HEADING MODE (HDG) 1. HDG Knob ....................................................... PUSH to synch heading bug to current heading 2. HDG BUTTON ......................................................................... PUSH , HDG mode annunciated 3. HDG Knob ........................................................... Rotate to set heading bug to desired heading NAVIGATION (VOR) 1. Navigation Source. ................................... SELECT VOR1 or VOR2 using CDI softkey on PFD 2.
NAVIGATION (GPS OBS Mode) 1. Navigation Source ................................................ SELECT GPS using the CDI softkey on PFD 2. Select Waypoint .................................................. PRESS the D button on the PFDs or GCU From the DIRECT TO page, activate DIRECT TO a waypoint. 3. OBS Softkey ............................................................................... ON PFD, PRESS OBS softkey 4. Course Pointer .........................................................................
If Flying Vectors-To-Final: 3. Airplane on Vectors-To-Final a. Mode Control Panel .................................................. PRESS HDG to fly ATC radar vectors b. PROC button on PFDs or MFD.......................SELECT ‘ACTIVATE VECTORS-TO-FINAL’ NOTE SUSP may annunciate on the HSI when Vectors-To-Final is selected. The flight plan will automatically un-suspend when the airplane intercepts and turns inbound on the final approach course.
7. At Decision Altitude (DA), a. A/P Y/D DISC TRIM INTRPT Switch ........................................................................ PRESS Continue visually for a normal landing Or b. GO AROUND button (on left power lever) ...............................................
If Flying Full Approach Including Transition: 3. Airplane cleared to an initial approach fix a. ACTIVATE THE APPROACH from the PROC page, Or ACTIVATE a DIRECT TO ( D ) the IAF b. HSI CDI ...................................................................................... SELECT GPS Nav Source c. Mode Control Panel ....................................................................
RNAV (GPS) or RNAV (GNSS) (LPV or LNAV/VNAV) 1. Load the approach into the Active Flight Plan. 2. Approach Minimums ...............................................SET ON TMR/REF page (if not already set) If Flying Vectors-To-Final: 3. Airplane on Vectors-To-Final a. Mode Control Panel .................................................. PRESS HDG to fly ATC radar vectors b. PROC button on PFDs or MFD.......................
If Flying Full Approach Including Transition: 3. Airplane cleared to an initial approach fix a. ACTIVATE THE APPROACH from the PROC page, Or ACTIVATE a DIRECT TO ( D ) the IAF b. HSI CDI ...................................................................................... SELECT GPS Nav Source c. Mode Control Panel .............................. PRESS APR, Verify GPS mode active, GP armed d. Pathways .........................................................................................................
RNAV (GPS) or RNAV (GNSS) - (LNAV, LP, LNAV + V) 1. Load the approach into the Active Flight Plan. 2. Approach Minimums ...............................................SET ON TMR/REF page (if not already set) If Flying Vectors-To-Final: 3. Airplane on Vectors-To-Final a. Mode Control Panel .................................................. PRESS HDG to fly ATC radar vectors b. PROC button on PFDs or MFD.......................
5. Airspeed.................................................MAINTAIN 120 KIAS OR GREATER (Recommended) NOTE Some RNAV (GPS) or (GNSS) approaches provide a vertical descent angle as an aid in flying a stabilized approach. These approaches are NOT considered Approaches with Vertical Guidance (APV). Approaches that are annunciated on the HSI as LNAV or LNAV+V are considered Nonprecision Approaches (NPA) and are flown to an MDA even though vertical glidepath (GP) information may be provided.
VOR APPROACH 1. Load the approach into the Active Flight Plan .................................... VERIFY the G1000 tunes the proper VOR frequency 2. Approach Minimums ...............................................SET ON TMR/REF page (if not already set) If Flying Vectors-To-Final: 3. Airplane on Vectors-To-Final a. Mode Control Panel .................................................. PRESS HDG to fly ATC radar vectors b. PROC button on PFDs or GCU ......................
If Flying Full Approach Including Transition: 3. Airplane cleared to an initial approach fix: a. ACTIVATE THE APPROACH from the PROC page, Or ACTIVATE a DIRECT TO ( D ) the IAF b. HSI CDI .......................................................................................................... SELECT GPS c. Mode Control Panel .................................................................... PRESS NAV (GPS mode) d. Pathways ................................................................................
BACK COURSE (BC) 1. Load the approach into the Active Flight Plan .................................... VERIFY the G1000 tunes the proper LOC frequency 2. Approach Minimums ...............................................SET ON TMR/REF page (if not already set) If Flying Vectors-To-Final: 3. Airplane on Vectors-To-Final a. Mode Control Panel .......................................................... PRESS HDG to fly radar vectors b. PROC button on PFDs or MFD.......................
NOTE If the Course Deviation Indicator (CDI) is greater than one dot from center, the autopilot will arm the BC mode and indicate BC in white on the PFD. The pilot must ensure that the current heading will result in a capture of the selected course. If the CDI is one dot or less from center, the autopilot will enter the capture mode when the APR button is pressed and annunciate BC in green on the PFD. 5. Airspeed.................................................MAINTAIN 120 KIAS OR GREATER (Recommended) 6.
NOTE When the GA button is pressed, the Flight Director command bars will command 8° nose up and wings level, the HSI nav source automatically switches to GPS, the flight plan sequences to the first published missed approach leg, and automatic leg sequencing resumes. The autopilot will disconnect if the ESP option is not installed. If ESP is installed, the autopilot will not disconnect with a GA button press.
AUTOPILOT COUPLED GO AROUND (GA) (ESP Equipped Airplanes Only) 1. Control Wheel ................................................................................................... GRASP FIRMLY 2. GO AROUND button (left power lever) .................................. PUSH – Verify GA / / GA on PFD in lateral and vertical mode fields, autopilot will not disengage. 3. Autopilot ............................. VERIFY airplane pitches up following flight director command bars 4. Balked Landing ....................
SYNTHETIC VISION Use of Pathways If Synthetic Terrain is displayed on the PFD, the Pathways may be used to assist the pilot’s awareness of the programmed lateral and vertical navigation path. The following sections describe the basic use of the Pathways in various flight segments. For more detailed information, consult the G1000 Pilot’s Guide.
Leg 2 Leg 3 TOD Leg 1 VPTH displayed by Pathway Climb NOT displayed by Pathway Enroute Pathway Altitude Display Approach During an approach transition with the GPS CDI active, the Pathway will be displayed along the lateral path defined by the flight plan, at the altitude selected on the G1000 altitude selector. Pathway will be displayed at least up to the Final Approach Fix on all instrument approach procedures.
FAF ALTITUDE MAP Heading Pathway NOT displayed on heading and turn segments MAHP Missed Approach Pathway Display Hawker Beechcraft King Air 300/300LW Page 110 of 167 190-00716-02 Rev.
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Section 6 - Weight and Balance No Change. Refer to basic Aircraft Flight Manual or appropriate supplement. 190-00716-02 Rev.
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Section 7 - Systems Description Table of Contents GENERAL................................................................................................................... 116 G1000 INTEGRATED AVIONICS ............................................................................... 116 SYSTEM OVERVIEW ........................................................................................................................... 116 INSTRUMENT PANEL .............................................................
GENERAL This section supplements the Systems Description chapter in the aircraft’s original Pilot’s Operating Handbook and FAA Approved Airplane Flight Manual. This section will follow the format and layout of the chapter in the original manual. Only topics changed by the installation of the G1000 integrated avionics system will be addressed in this supplement.
80 60 100 40 150 300 200 250 2992 1013 ALT 1 000 Figure 2, Instrument Panel 190-00716-02 Rev.
Figure 3, Pilot's Control Wheel Hawker Beechcraft King Air 300/300LW Page 118 of 167 190-00716-02 Rev.
Figure 4, Copilot's Control Wheel With Trim Switches 190-00716-02 Rev.
Figure 5, Copilot's Control Wheel Without Trim Switches Hawker Beechcraft King Air 300/300LW Page 120 of 167 190-00716-02 Rev.
Figure 6, Overhead Panel 190-00716-02 Rev.
Figure 7, Right Side Circuit Breaker Panel Hawker Beechcraft King Air 300/300LW Page 122 of 167 190-00716-02 Rev. 3 AVIONICS L GEN TPL FED TPL FED R GEN L GEN TPL FED TPL FED IND IND 5 IND & CONTROL 20 MOTOR 15 2 ALTM SMS 5 RADIO RIGHT 5 BLEED AIR CONTROL 5 TEMP 5 OUTSIDE AIR 5 2 2 R GEN 5 LIGHTER 10 CONTROL DME 15 CABIN 5 RIGHT RIGHT STBY ENG ANTI-ICE 5 0.5 POWER DEICE 5 SURF WIPER 10 DEICE 5 PILOT WSHLD ANTI-ICE BRAKE 0.
Figure 8, Pedestal Configuration 190-00716-02 Rev.
GMC 710 AFCS Mode Controller GDU 1500 Multi-Function Display GDU 1040A PFD1 GDU 1040A PFD2 GSA 80 Roll Servo No. 1 GIA 63W GSA 80 Pitch Servo No. 2 GIA 63W AFCS Mode Logic AFCS Mode Logic Flight Director Flight Director GSA 9000 Yaw Servo Servo Mgt Servo Mgt GSA 80 High-Speed Pitch Trim Servo Pilot’s Control Wheel Copilot’s Control Wheel Figure 9, GFC 700 System Interface Hawker Beechcraft King Air 300/300LW Page 124 of 167 190-00716-02 Rev.
FLIGHT CONTROLS AFCS, AUTOPILOT, FLIGHT DIRECTOR AND RUDDER BOOST The GFC 700 is a digital Automatic Flight Control System (AFCS), fully integrated within the G1000 System avionics architecture. The GFC 700 is a three-axis autopilot and flight director system which provides the pilot with the following features: Autopilot (AP) — Autopilot operation occurs within the pitch, roll, and pitch trim servos.
Electric Pitch Trim — The pitch trim servo provides manual electric pitch trim capability when the autopilot is not engaged. Pilot commands to the AFCS are entered through the GMC 710 Autopilot Mode Controller mounted in the center of the cockpit under the airplane’s glareshield. The GMC 710 controller also controls the heading bug, navigation course selector on each PFD, and the altitude preselect.
The following tables list the available AFCS vertical and lateral modes with their corresponding controls and annunciations. The mode reference is displayed next to the active mode annunciation for Altitude Hold, Vertical Speed, and Flight Level Change modes. The NOSE UP/DN Wheel can be used to change the vertical mode reference while operating under Pitch Hold, Vertical Speed, or Flight Level Change Mode.
AFCS LATERAL MODES Lateral Mode Roll Mode Level Low Bank Heading Select Approach, ILS Arm/Capture/Track (Glideslope Mode Automatically Armed) Takeoff (on ground) Go Around (in air) Wings Level ROL ** LVL BANK Key * HDG Key HDG GPS NAV Key VOR LOC BC Key Approach, GPS Arm/Capture/Track (Glidepath Mode Automatically Armed, if available) Approach, VOR Arm/Capture/Track GA (default) Navigation, LOC Arm/Capture/Track (No Glideslope) Backcourse Arm/Capture/Track TO Annunciation Navigation, GPS
The Flight Director is not designed to perform unusual attitude recoveries from attitudes outside the following range: Pitch 50° nose up to 50° nose down Roll ±75° If the above pitch or roll limits are exceeded with the flight director displayed on either PFD or the MFD, the flight director will be removed (de-cluttered) from the display until the aircraft is within display limits. ELECTRIC ELEVATOR TRIM Electric elevator trim is standard with the G1000 system installation.
ELECTRONIC STABILITY & PROTECTION (ESP) Electronic Stability and Protection (ESP) is an optional function on a GFC-700-equipped airplane that uses the autopilot servos to assist the pilot in maintaining the airplane in a safe flight condition within the aircraft’s normal pitch, roll and airspeed envelopes. Additionally, ESP uses the aircraft’s existing lift computer and stall warning system to protect against stalling the aircraft.
PFD display symbology implemented for ESP is illustrated in Figures 11 through 13. All other indications on the GDU displayed in the examples are to provide position reference for the ESP system symbology. The values indicated are not representative of a condition required to activate ESP. When the GDU receives information from the GIA indicating that ESP is not armed, the GDU will not display ESP indications.
Once ESP becomes active in roll, the engagement limit indication that was crossed (either left or right) will move to the lower disengagement limit indication over a period of 1 second. The opposite roll limit remains at the engagement limit. Figure 12 shows the engagement limit indication just prior to ESP activation (left image) and just after ESP activation (right image 1 second after ESP activation).
The ESP roll limit indications are not de-cluttered when the aircraft is in an extreme attitude. ESP roll limit indications are not shown when ESP is not configured for a given installation, ESP is not available as determined by the active GIA, or the autopilot is engaged. Autopilot Underspeed Protection For aircraft that have ESP installed, the AFCS is able to detect and protect against underspeed situations while the autopilot is engaged.
FLIGHT INSTRUMENTS G1000 FLIGHT INSTRUMENTS Flight instruments are an integrated part of the G1000 system. For system descriptions, operating instructions, and abnormal failure indication refer to the Cockpit Reference and Pilot’s Guides.
ENGINE INSTRUMENTATION Engine instruments, located in a window on the left side of the MFD, are grouped according to their function. The G1000 engine gauges are constructed and arranged to emulate the mechanical gauges they replaced. At the top, the ITT (Interstage Turbine Temperature) indicators and torquemeters are used to set take-off power. Climb and cruise power are established using the torquemeters and propeller tachometers while observing ITT limits.
PROPELLER SYNCHROPHASER A push button ON/OFF switch is located on the instrument panel below the pilot’s PFD that turns the propeller synchrophaser ON and OFF. To turn the propeller synchrophaser ON, push the PROP SYNC switch. A green ON annunciator will illuminate when the system is on. To turn the propeller synchrophaser OFF, push the PROP SYNC switch.
LEFT GENERATOR BUS (GEN No. 1) Flight Inst (Pilot) & Side Panel Lights CENTER BUS RIGHT GENERATOR BUS (GEN No.
TRIPLE FED BUS Bus Tie Power, TPL FED Cabin Audio Cabin Lights Cabin Pressurization Control Cabin Temperature Control COM 1 Eng Anti-Ice, L & R Main Fan – PFD/GIA, L & R Fire Detection L & R Firewall Valve L & R (Alternate) FMS Control GEA, L & R GIA 1 Primary Power GIA 2 GSD Ignitor Power L & R Instrument Indirect Lights Landing Gear Control Landing Gear Indication Landing Gear Relay Landing Gear Warning MFD MFD Fan Mode Control Oil Pressure, L & R Oil Pressure Warning, L & R Outside Air Temperature (OAT)
TRIPLE FED BUS Surface Deice Torquemeter, L & R Voice Recorder Windshield Wiper 190-00716-03 Rev.
STANDBY BATTERY POWER SUPPLY The G1000 installation incorporates a 24 vdc, 5 Ah L-3 Avionics model PS-835 Standby Battery that provides electrical power for the standby attitude gyro, standby altimeter vibrator, and internal lighting for the three standby instruments and magnetic compass for a minimum of 30 minutes following a total loss of aircraft power including the aircraft’s battery. A push button switch located directly below the standby airspeed indicator controls the standby battery power system.
LIGHTING SYSTEMS COCKPIT An overhead light control panel, accessible to both pilots, incorporates a functional arrangement of all lighting systems. Each light group has its own rheostat switch placarded BRT – OFF. The MASTER PANEL LIGHTS – ON – OFF switch is the master switch for: PILOT PFD, STANDBY INSTRUMENT LIGHTS, MFD, OVERHEAD PED & SUBPANEL LIGHTS, SIDE PANEL, CLOCKS, and COPILOT PFD. PILOT PFD – Controls the brightness of the pilot’s PFD.
STATIC The normal static system has two separate sources of static air. One source is connected to the pilot’s Air Data Computer (ADC1), and the other is connected to the copilot’s Air Data Computer (ADC2) and the standby instruments. Each of the normal static air lines opens to the atmosphere through two static air ports—one on each side of the aft fuselage, four ports total. An alternate static air line is also provided for the pilot’s Air Data Computer (ADC1).
SYNTHETIC VISION General The SVS sub system is dependent upon terrain data provided by the underlying G1000 system. If, for some reason, the terrain data is not available from the G1000, all of the components of the SVS system will be unavailable. The flight path marker, horizon heading, and airport signs are all sub-components of the Synthetic Terrain display and are only available when Synthetic Terrain is enabled. Those features are selected or de-selected using the PFD softkeys on the SVS menu.
The Terrain/Obstacle/Airport databases have an area of coverage as detailed below: The terrain database has an area of coverage from North 90° Latitude to South 90° Latitude in all longitudes. The obstacle database has an area of coverage that includes the United States and Europe. NOTE The area of coverage may be modified, as additional terrain data sources become available.
Pathway If PATHWAY is enabled on the SVS menu of the PFD and a defined navigation path has been entered on the G1000, the SVS system will display a pathway, sometimes called a “highway in the sky” or HITS. The pathway is a perspective representation of the programmed flight path. When the aircraft is well off course, the pathway will be displayed as a number boxes floating in the sky along the programmed lateral and vertical path.
Airport Signs and runway highlight If APTSIGNS is selected, a “sign post” along with a representation of the runways will be plotted on the SVS display for nearby airports that are contained in the G1000 airport database. The signpost will become visible when you are within approximately 15nm of the airport. The text identifier for the airport will be displayed inside the airport sign when the aircraft reaches approximately 8 nm from the airport. Once the aircraft reaches approximately 4.
TAWS AND GPWS Refer to the GARMIN Pilot’s Guide and Cockpit Reference Guide, P/N 190-01343-01 and 190-01344-01 Rev. A or later FAA accepted revision for complete detailed descriptions of the GARMIN G1000 TAWS and GPWS system functions and operating instructions. Most of the G1000 Class A TAWS and GPWS functions depend upon either GPS or radar (radio) altitude to function properly. The Altitude Voice Callout (VCO) GPWS function is one of the few that may use both altitudes for normal operation.
GTS 8000 TCAS II Refer to the GARMIN Pilot’s Guide and Cockpit Reference Guide, P/N 190-01343-01 and 190-01344-01 Rev. A or later FAA accepted revision for complete detailed descriptions of the GARMIN GTS 8000 TCAS II system function and operating instructions. System Description The TCAS II is an on-board collision avoidance system that identifies and displays aircraft that are potential collision threats.
Because of these requirements and the rate limits of the autopilots, all RA responses must be hand-flown and not with the autopilot engaged. Modified advisories are posted after the response to an initial advisory has been completed and the TCAS II airplane is projected to have adequate altitude separation from the intruder. The initial RA is said to weaken, indicating a return towards the original flight path or clearance is allowed.
The following voice messages annunciate enhanced TCAS II maneuvers when initial RA does not provide sufficient vertical separation. The tone and inflection indicate increased urgency: “INCREASE CLIMB, INCREASE CLIMB”-- climb at the rate depicted by the green (fly-to) arc on the VSI, nominally between 2,500 and 3,000 fpm. Received after “CLIMB” advisory, and indicates additional climb rate is required to achieve safe vertical separation from a maneuvering aircraft.
Display and Controls Threat Depiction The G1000 and GTS 8000 depict aircraft on the system displays as follows: Non-Threat Traffic – Open white diamond. feet relative altitude or beyond 5 nm distance. Indicates intruding aircraft is greater than +1200 Proximity Advisory (PA) – opaque white diamond. Indicates intruding aircraft is within +1200 feet and within a 6 nm range but still not considered a threat. Resolution Advisory (RA) – red box.
Vertical Speed Display RAs may be categorized into preventative and corrective RAs. The system issues a preventative RA to prevent vertical maneuvers. During an RA, vertical guidance indications appear on the Vertical Speed indicators of the PFD to provide visual pitch cues for the flight crew to use to achieve (or maintain) vertical separation from intruding traffic (Figure 15). The flight direction will NOT provide guidance necessary to satisfy the RA command.
Annunciations The GTS 8000 provides the following annunciations. PFD annunciations are located in the upper left of each PFD, to the right of the airspeed indicator tape. Traffic Map modes and center banner annunciations are displayed on the PFD Inset Traffic Maps, and the MFD MAP – TRAFFIC MAP. Refer to Figures 16 and 17 for the locations of the PFD and MFD traffic display element locations.
Figure 16, PFD TCAS II Display Elements Figure 17, MFD TCAS II Display Elements Hawker Beechcraft King Air 300/300LW Page 154 of 167 190-00716-03 Rev.
PFD Controls The GTS 8000 can be controlled by softkeys on each PFD. The table below outlines the GTS 8000 controls available on the PFD. A green colored mode in the transponder window signifies that the transponder is in an in-flight mode. White colored transponder modes signify an on-ground status. The transponder should be left in ALT mode in flight and on ground unless directed by ATC to do otherwise.
MFD Controls GTS 8000 controls are available via softkeys or page menu selections on the MFD. The table below outlines the GTS 8000 softkey controls available on the MAP – TRAFFIC MAP. Softkey Control Function REL Used to display traffic relative to own altitude. ABS Used to display traffic based on Absolute Altitude. TFC STBY Places the GTS 8000 into STANDBY Mode. TA ONLY Selects TA ONLY Mode. No RAs will be generated in this mode. TA/RA Selects TA/RA Mode. All TCAS II functions are on.
APPROACH BARO VNAV General All G1000 equipped King Air 300/300LW aircraft have enroute and terminal VNAV capability. Airplanes that have system software 0985.07 or later installed have additional ability to conduct barometric based VNAV operations while conducting certain GPS approaches using an automatically generated temperature compensated glidepath. It should be noted that the Approach Baro VNAV functionality is separate and distinct from enroute and terminal descent VNAV functions.
In Figure 19 below, the approach plate notes for the same approach indicate it was designed to allow the approach to be safely flown within a temperature range of 2°F to 114°F. Outside of this temperature range, LNAV/VNAV minimums could not be used with uncompensated baro-VNAV systems.
Displayed waypoint altitudes should remain constant. Because the compensation may originally be computed when the aircraft is at a much higher altitude than the approach waypoint altitudes, compensation of published waypoint altitudes on the active flight plan page is based on the temperature reported at the field elevation (rather than using the measured static air temperature at the aircraft altitude).
Display of Compensated Altitudes To differentiate altitude values that have been adjusted for temperature compensation from uncompensated altitudes and user-entered altitudes, small slant text is used by the G1000 system (Figure 21) on altitude constraints that have temperature compensation applied. Temperature-compensated altitudes may be white, cyan, or subdued cyan to indicate reference altitudes, altitudes used for vertical guidance, and invalid altitudes respectively.
Temperature Compensation of Approach Minimums To enable temperature compensation of the minimum altitude, a new option, “TEMP COMP”, has been added when selecting the minimum altitude reference type (in addition to “OFF”, “BARO”, and “RAD ALT”). The temperature at the destination airport is used for this purpose. The compensated value is displayed below the entered, uncompensated value (Figure 22).
Figure 23 - Approach Window Temperature Compensated Minimum Altitude Hawker Beechcraft King Air 300/300LW Page 162 of 167 190-00716-03 Rev.
Vertical Deviation Display The vertical deviation for baro-VNAV approaches is displayed using a solid magenta symbol and “V” label (Figure 24), compared to the magenta diamond and “G” label used for SBAS approaches. Figure 24 - Vertical deviation display with barometric approach vertical guidance The full-scale deflection (FSD) for the vertical deviation indicator (VDI) used for approach baro-VNAV is the same as the full-scale used for an SBAS LNAV/VNAV approach and is shown in Figure 25.
Figure 25 – VDI Scale for Baro-Altitude Based LNAV/VNAV Approach Figure 26 – Display of VDI Range Exceeding ±75 feet Hawker Beechcraft King Air 300/300LW Page 164 of 167 190-00716-03 Rev.
Autopilot Interface The GFC700 autopilot uses the GP mode via the APR button to follow approach baro-VNAV guidance as opposed to the VNAV mode via the VNV button. When coupled in GP mode, the autopilot will not capture a preselected altitude while tracking a baro-VNAV glidepath. Approach Downgrades For approaches with minimums that support both SBAS and baro altitude vertical guidance, downgrading or reverting to barometric altitude guidance is allowed prior to one minute before the FAF.
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Section 8 – Handling, Service, and Maintenance Refer to the G1000/GFC 700 System Maintenance Manual (contains Instructions for Continued Airworthiness) P/N 190-00716-01 Rev. 1 or later FAA approved revision for maintenance requirements for the G1000 system and components. 190-00716-02 Rev.
