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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 C90A and C90GT King Air Aircraft REV NO. PAGE NO(S) A ALL B ALL C 17, 24 190-00682-02 Rev. C DATE OF APPROVAL FAA APPROVED Original Issue 11/08/2007 Repaginated 11/21/2007 Robert G. Murray, DAS Administrator Garmin International, Inc. DAS-240087-CE Robert G.
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Table of Contents Section 1 – General (Not FAA Approved).................................................................... 7 Section 2 – Limitations (FAA Approved)..................................................................... 9 Section 3 - Emergency Procedures (Not FAA Approved)........................................ 19 Section 3A - Abnormal Procedures (Not FAA Approved)........................................ 27 Section 4 - Normal Procedures (Not FAA Approved)....................................
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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.
North Atlantic (NAT) Minimum Navigational Performance Specifications (MNPS) Airspace per AC 91-49 and AC 120-33. Both GPS/SBAS receivers are required to be operating and receiving usable signals except for routes requiring only one Long Range Navigation sensor. NOTE Each display computes an independent navigation solution based on the on-side GPS sensor.
Section 2 - Limitations INTRODUCTION The G1000 Cockpit Reference Guide for Hawker Beechcraft C90A/GT (CRG) must be immediately available to the flight crew. Use the G1000 Cockpit Reference Guide for Hawker Beechcraft C90A/GT, Garmin part number 190-00664-00, revision C or later approved revision when System Software Version 0636.01 is installed. The System Software Version number is displayed at the top right side of the MFD Power-up page.
GIA1 SERVICE GIA2 SERVICE MFD SERVICE GMA1 SERVICE GMA2 SERVICE GEO LIMITS Do not take off if MFD FAN FAIL is displayed in the ALERTS window AND the Outside Air Temperature is greater than 33OC (91OF). Do not takeoff if PFD1 FAN FAIL or PFD2 FAN FAIL is displayed in the ALERTS window AND the Outside Air Temperature is greater than 47OC (116OF). Ground operation of the G1000 system is limited to 25 minutes when the Outside Air Temperature is greater than 49OC (120OF) AND air conditioning is inoperative.
crew must ensure that the planned approach is in the database. RNP operations are not authorized except as noted in the Operational Approvals section. When an approach being flown requires a course reversal and is being flown referenced to GPS/SBAS navigation, the initial approach fix must be crossed at a ground speed of 200 KT or less. 190-00682-02 Rev.
AHRS AREAS OF OPERATION Flight operations with the G1000 Integrated Avionics installed are prohibited north of 70° North latitude or south of 70° South Latitude due to unsuitability of the magnetic fields near the Earth’s poles. In addition, operations are prohibited in the following two regions: North of 65° North latitude between longitude 75° W and 120° W (Northern Canada). South of 55° South latitude between longitude 120° E and 165° E (region south of Australia and New Zealand).
c) The Obstacle Database has an area of coverage that includes the United States and Europe. Use of the TAWS for navigation or terrain and/or obstacle avoidance is prohibited. NOTE The MAP - TAWS page and terrain display is intended to serve as a situational awareness tool only. It may not provide either the accuracy or fidelity, or both, on which to solely base decisions and plan maneuvers to avoid terrain or obstacles.
PLACARDS On some aircraft, placards “On Instrument Panel Adjacent to Each Gyroscopic Instrument (Except for Flight Director)” were installed to identify the power source for the instrument (ref. AFM limitations section). With the installation of the G1000, these placards are removed and not required. On Instrument Panel above the Standby Attitude Indicator: STANDBY ALT/AS ALTITUDE – FEET S.
KINDS OF OPERATION LIMITS The Hawker Beechcraft models C90A and C90GT are 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.
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 Air Conditioning System O Temperature limits reduced to 49 C O (120 F) with inoperative air condit
VFR Day VFR Night IFR Day IFR Night Icing Conditions System and/or Equipment Remarks and/or Exceptions Pilot's audio panel required for single pilot operation. Both sides required for two-crew operation.
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Section 3 - Emergency Procedures Table of Contents AUTOMATIC FLIGHT CONTROL SYSTEM ................................................................ 20 AUTOPILOT MALFUNCTION / ELEVATOR TRIM RUNAWAY............................................................ 20 MANUAL AUTOPILOT DISCONNECT .................................................................................................. 21 AUTOPILOT ABNORMAL 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 / ELEVATOR TRIM RUNAWAY If the airplane deviates unexpectedly from the planned flight path: 1. Control Wheel............................................................................................................GRIP FIRMLY 2. AP/YD DISC / TRIM INTRPT Button ...........
MANUAL AUTOPILOT DISCONNECT If necessary, the autopilot can 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)........
ROLL AXIS FAILURE (Red • annunciator on PFD) Indicates a failure of the roll axis of the autopilot. The autopilot will be inoperative. YAW AXIS FAILURE (Red • annunciator on PFD) Indicates a failure of the yaw axis of the autopilot. The pitch and roll axes of the autopilot will remain operative. DO NOT pull and reset the AFCS SERVOS circuit breaker. Resetting the AFCS SERVOS circuit breaker could cause the entire autopilot to become inoperative when no fault exists in the pitch and roll axes.
AUTOPILOT OVERSPEED RECOVERY (Yellow MAXSPD on PFD) 1. Throttle ...............................................................................................................................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 (226 KIAS / 0.
If Neither Generator Will Reset: 7. Avoid IFR conditions if possible and LAND AT THE NEAREST SUITABLE AIRPORT. 8. Standby Battery Switch ............................................................................... INDICATES ARM or ON 9. Non-essential equipment: a. Left and Right BOOST PUMP……………………………………………………………….OFF b. Left and Right TRANS. PUMP OVERRIDE………………………………………………..OFF c. ENG AUTO IGNITION………………………………………………………………………..OFF d. PROP ICE PROTECTION…………………………………………………………………...OFF e.
TAWS TAWS WARNING (Red on PFD and aural “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........................................................................
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Section 3A - Abnormal Procedures Table of Contents AUTOMATIC FLIGHT CONTROL SYSTEM ................................................................ 29 AILERON MISTRIM ................................................................................................................................ 29 ELECTRIC PITCH TRIM INOPERATIVE ............................................................................................... 29 ELEVATOR MISTRIM..................................................................
TAWS INHIBIT ........................................................................................................................................ 45 TAWS N/A............................................................................................................................................... 45 Hawker Beechcraft C90A and C90GT King Air Page 28 of 95 190-00682-02 Rev.
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 .....................................
IF STILL INOPERATIVE • Pitch Trim ............................................................. MANUALLY TRIM AIRPLANE IN PITCH (Using Elevator Tab Wheel) NOTE Autopilot and yaw damper may also be inoperative. IF OPERATIVE • Use as required 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.
RUDDER MISTRIM (amber or annunciation on PFD) Indicates a mistrim of the rudder while the autopilot is engaged. 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, ALT, GS) 1. Autopilot mode controls.......................................
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.................................................
NOTE When comparing indicated altitude to GPS altitude, deviations from standard temperature or pressure can cause indicated altitude to deviate from GPS altitude. These errors are largest at high altitude. Below 10,000 feet with the correct local altimeter setting set, GPS altitude will usually be within 600 feet or better of the correct indicated 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 .....................................COMPARE with Standby Airspeed Indicator.
Reference Guide for additional information. 1. Refer to STANDBY ATTITUDE indicator to determine which AHRS is providing the most accurate data. 2. Use SENSOR softkey to select the most accurate AHRS on the affected PFD. ROLL MISCOMPARE This message is displayed when the G1000 detects a difference between the pilot’s and copilot’s roll attitude (displayed in the upper right of the PFD). Refer to GARMIN G1000 Cockpit Reference Guide for additional information. 1.
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 a composite display of primary flight information and the engine instruments on the MFD: 1. DISPLAY BACKUP Button (on audio panel of affected side) ................................................PRESS The DISPLAY BACKUP button can be pressed again to return the MFD to its normal presentation.
DUAL GPS/SBAS FAILURE (AMBER “DR” OR “LOI” ON HSI) LOSS OF GPS/SBAS NAVIGATION DATA When both GPS/SBAS receivers are inoperative or GPS navigation information is not available or invalid, the G1000 system will enter one of two modes: Dead Reckoning mode (DR) or Loss Of Integrity mode (LOI). The mode is indicated on the HSI by an amber “DR” or “LOI”. Which mode is active depends on the distance from the destination airport in the active flight plan.
• The airplane symbol is removed from all maps. The map will remain centered at the last known position. “NO GPS POSITION” will be annunciated in the center of the map. GPS APPROACH ALARM LIMITS EXCEEDED During a GPS LPV, LNAV/VNAV, or LNAV+V approach, if the Horizontal or Vertical alarm limits are exceeded, the G1000 System will downgrade the approach. This will be annunciated in the ALERTS window and by an annunciation change on the HSI from LPV, L/VNAV, or LNAV+V to LNAV.
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. ¾ IF BOTH SIDES 1. Airspeed and Attitude ...................................................... MONITOR using standby indicators 2. Land as soon as practical ¾ IF ONE SIDE ONLY 1. Affected PFD SENSOR Softkey.....................................................................................PRESS 2.
NOTE The magnetic compass is erratic when either windshield anti-ice, air conditioner, or electric heat is on. With windshield anti-ice OFF, windshield may form fog or frost on the inside surface. The windshield anti-ice should be turned off only long enough to reference magnetic compass or the pilot should descent to a warmer altitude if terrain, fuel, and endurance permit. 3. ELEC HEAT .........................................................................................................................
ENGINE INDICATION SYSTEM (EIS) FAILURE (RED 'X' ON ENGINE DISPLAY) ¾ IF ALL ENGINE GAUGES ON ONE ENGINE RED ‘X’: Indicates failure of the GEA for that engine 1. Check ENG INST circuit breaker ................................................................... RESET once if tripped If unable to restore engine gauges: 2. Move both throttles together using the engine with operating engine gauges to set power. ¾ 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 for additional information. 1. PFD (displaying data from opposite ADC) SENSOR softkey ................................................PRESS 2. ADC1 or ADC 2 softkey ..........................
XSIDE ADC 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............................................................
TAWS ABNORMAL PROCEDURES TAWS CAUTION When a TAWS CAUTION occurs, take positive corrective action until the alert ceases. Stop descending or initiate either a climb or a turn, or both, as necessary, based on analysis of all available instruments and information. TAWS INHIBIT The TAWS Forward Looking Terrain Avoidance (FLTA) and Premature Descent Alerts (PDA) functions may be inhibited to stop alerting for acceptable flight conditions.
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Section 4 - Normal Procedures Table of Contents COM RADIO COMMUNICATIONS BEFORE STARTING ENGINES........................... 49 BEFORE STARTING .................................................................................................... 49 BEFORE TAXI .............................................................................................................. 49 TAXI ..............................................................................................................................
Back Course (BC) ................................................................................................................................ 63 GO AROUND (GA) ................................................................................................................................. 65 Hawker Beechcraft C90A and C90GT King Air Page 48 of 95 190-00682-02 Rev.
COM RADIO COMMUNICATIONS BEFORE STARTING ENGINES To obtain an ATC clearance before starting the engines: 1. BAT Switch (Master Switch) .........................................................................................................ON 2. Avionics Master Pwr Switch ..........................................................................................................ON Use Pilot’s Audio Panel and Com 1 to Obtain ATC Clearance, then: 3. Avionics Master Pwr Switch ..............................
2. Standby Attitude Indicator ..................................................................................................... CHECK a. PULL TO CAGE Knob ...............................................................PULL KNOB TO ERECT GYRO b. Instrument Fail Flag ................................................. NOT DISPLAYED IN INSTRUMENT FACE c. 3. PFD1, PFD2, and Standby Attitude Indicator .......................... COMPARE and CROSS CHECK Altimeters ............................................
BEFORE TAKEOFF (RUN-UP) 1. Autopilot ............................................................................................................ CHECK, THEN OFF a. PUSH the AP Button on the Mode Control Panel.................VERIFY Autopilot Engages b. Verify ROL / AP YD / PIT annunciated in green on the PFDs c. Control Wheel PULL FULL AFT ............................................. Verify Elevator Tab Wheel moves in the DN direction d. Control Wheel, PUSH FULL FORWARD.............................
• Pilot’s Trim Override.................................................................................................... CHECK Activate the copilot’s Pitch Trim Switches nose down. Verify elevator tab wheel is moving nose down. While the tab wheel is moving in the DN direction, activate the pilot’s Pitch Trim Switches nose up. Verify the elevator tab wheel begins to move in the UP direction. Release both pilot’s and copilot’s Pitch Trim switches and reset elevator tab as required.
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.
Altitude Hold (ALT) Mode, Manual Capture: 1. At the desired altitude................................................... PRESS ALT Button on Mode Controller 2. Green ‘ALT’........................................................................................................VERIFY on PFD If climbing or descending, the aircraft will overshoot the reference altitude and then return to it. The amount of overshoot will depend on the vertical speed when the ALT button is pressed.
Vertical DIRECT TO To descend from the present position to a waypoint: 1. Altitude Preselect............................................................................................................. RESET 2. VNV Button ......................................................................................................................PRESS 3. VNV D Softkey (MFD Flight Plan Page).....................................................................PRESS 4. Waypoint.........................................
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 MFD From the DIRECT TO page, activate DIRECT TO a waypoint. 3. OBS Softkey ............................................................................... ON PFD, PRESS OBS softkey 4. Course Pointer............................................................................
ILS 1. Load the approach into the Active Flight Plan.................................... VERIFY the G1000 tunes the proper ILS frequency 2. Approach Minimums .............................................................................. SET on TMR/REF page 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......................
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 throttle) ............................................ PRESS, Execute Missed Approach Procedure ILS Glide Slope INOPERATIVE 1. Load the approach into the Active Flight Plan.................................... VERIFY the G1000 tunes the proper ILS frequency 2. Approach Minimums ....................
NOTE Ensure groundspeed is less than 200 KTS within 1 minute of the IAF Airplane will navigate in GPS mode throughout the intermediate portion of the approach procedure. When the airplane is inbound towards the final approach course, the CDI will automatically switch from GPS/SBAS navigation to LOC navigation. d. VERIFY ................................................................. Course pointer slews to the front course 4. Established inbound on Final Approach Course (FAF Active Waypoint) a.
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 NOTE Ensure groundspeed is less than 200 KTS within 1 minute of the IAF d. VERIFY ....................................
d. Mode Controller..................................................................................... PRESS APR Button GPS will be the active lateral mode, GP will ARM if the procedure provides vertical guidance 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.
7. Level airplane in ALT mode at MDA.............................. PRESS NAV button 200 ft above MDA If airplane is descending via GP, GP will extinguish and PIT mode will be active and airplane will capture MDA. 8. AFTER LEVELING AT MDA......................SET Missed Approach Altitude In Altitude Preselect VOR APPROACH 1. Load the approach into the Active Flight Plan.................................... VERIFY the G1000 tunes the proper VOR frequency 2. Approach Minimums ..................................
f. Mode Control Panel .......................................... PRESS APR, verify VAPP active or armed 4. Established inbound on Final Approach Course a. VERIFY Course Pointer is set to the inbound course b. VERIFY VOR is annunciated on the HSI NOTE If the Course Deviation Indicator (CDI) is greater than one dot from center, the autopilot will arm the VAPP mode and indicate VAPP in white on the PFD. The pilot must ensure that the current heading will result in a capture of the selected course.
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 ..........................................................................................................................GPS c. Mode Control Panel .................................................................... PRESS NAV (GPS Mode) NOTE Ensure groundspeed is less than 200 KTS within 1 minute of the IAF d.
GO AROUND (GA) 1. Control Wheel ................................................................................................... GRASP FIRMLY 2. GO AROUND button (left throttle) .......................................... PUSH – Verify GA / / GA on PFD in lateral and vertical mode fields 3. Rotate to Go Around attitude........................................... Follow Flight Director Command Bars 4. Balked Landing ............................................................................................
d. e. When ready to proceed to the alternate, highlight the first enroute waypoint in the route to the alternate airport. ACTIVATE a DIRECT TO that waypoint. When enroute to the alternate, a new instrument approach can now be loaded into the flight plan. Hawker Beechcraft C90A and C90GT King Air Page 66 of 95 190-00682-02 Rev.
Section 5 - Performance No Change. Refer to basic Aircraft Flight Manual or appropriate supplement. Section 6 - Weight and Balance No Change. Refer to basic Aircraft Flight Manual or appropriate supplement 190-00682-02 Rev.
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Section 7 - Systems Description Table of contents GENERAL..................................................................................................................... 70 G1000 INTEGRATED AVIONICS ................................................................................. 70 SYSTEM OVERVIEW ............................................................................................................................. 70 INSTRUMENT PANEL..............................................................
GENERAL This section supplements the Systems Description chapter in the airplanes 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.
Figure 1, Instrument Panel 190-00682-02 Rev.
Figure 2, Pilot's Control Wheel Hawker Beechcraft C90A and C90GT King Air Page 72 of 95 190-00682-02 Rev.
Figure 3, Copilot's Control Wheel With Trim Switches 190-00682-02 Rev.
Figure 4, Copilot's Control Wheel Without Trim Switches Hawker Beechcraft C90A and C90GT King Air Page 74 of 95 190-00682-02 Rev.
Figure 5, Overhead Light Control Panel 190-00682-02 Rev.
Figure 6, Left Side Circuit Breaker Panel Hawker Beechcraft C90A and C90GT King Air Page 76 of 95 190-00682-02 Rev.
Figure 7, Right Side Circuit Breaker Panel (Typical) 190-00682-02 Rev.
Figure 8, Right Side Circuit Breaker Panel (Optional Configuration) Hawker Beechcraft C90A and C90GT King Air Page 78 of 95 190-00682-02 Rev.
Figure 9, Pedestal 190-00682-02 Rev.
Figure 10, GFC 700 System Interface Hawker Beechcraft C90A and C90GT King Air Page 80 of 95 190-00682-02 Rev.
FLIGHT CONTROLS AFCS, AUTOPILOT AND FLIGHT DIRECTOR 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.
CAUTION Turning OFF the Avionics Master Power Switch will cause the autopilot to abnormally disconnect and the yaw damper to disconnect. An abnormal autopilot disconnect is normally annunciated visually by a red flashing ‘AP’ in the PFD FD mode window and a continuous high-low tone. However, when the Avionics Master Power Switch is turned OFF, electrical power is removed from the audio panels preventing the autopilot disconnect tone from being heard.
AFCS LATERAL MODES Lateral Mode TO Maximum Roll Command Limit 25O Left Bank 25O Right Bank 15O Left Bank 15O Right Bank 25O Left Bank 25O Right Bank 25O Left Bank 25O Right Bank 25O Left Bank 25O Right Bank 25O Left Bank 25O Right Bank 25O Left Bank 25O Right Bank 25O Left Bank 25O Right Bank 25O Left Bank 25O Right Bank 25O Left Bank 25O Right Bank Wings Level GA Wings Level Control Annunciation Roll Mode (default) ROL Low Bank BANK Key * HDG Key HDG Heading Select Navigation, GPS Arm/Captu
ELECTRIC ELEVATOR TRIM The electric elevator trim is standard with the G1000 system installation. The electric elevator trim can be operated manually by the pilot using the pitch trim switches on the control wheel, or, automatically by the autopilot. Electric Elevator trim switches are optional on the copilot’s control wheel.
FLIGHT INSTRUMENTS G1000 FLIGHT INSTRUMENTS The flight instruments are an integrated part of the G1000 system. For system descriptions, operating instructions, and abnormal failure indication refer to the Cockpit Reference Guide. STANDBY FLIGHT INSTRUMENTS There are three 2 ¼ inch standby instruments that are located directly to the right of the pilot’s Primary Flight Display arranged vertically, standby attitude indicator, standby altimeter, and standby airspeed indicator.
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 with 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) CENTER BUS ENVIRONMENTAL ENVIRONMENTAL R Bleed Air Control Air Conditioner Motor Vent Blower Normal Heat (Electric) RIGHT GENERATOR BUS (GEN No.
LEFT GENERATOR BUS (GEN No. 1) TRIPLE FED BUS RIGHT GENERATOR BUS (GEN No. 2) (1) The circuit breaker in this circuit is not accessible to the pilot in flight.
TRIPLE FED BUS HOT BATTERY BUS ENGINE ENGINE Autofeather (Optional) L Engine Fire Extinguisher (Optional) Fire Detector (Optional) R Engine Fire Extinguisher (Optional) STANDBY BATTERY L Igniter Power L Start Control R Igniter Power R Starter Control FLIGHT INSTRUMENTS FLIGHT INSTRUMENTS Standby Attitude Indicator Gyro Standby Attitude Indicator Gyro Standby Altimeter Vibrator Standby Altimeter Vibrator FUEL FUEL L Fuel Qty Indicator L Fuel Boost Pump L Fuel Transfer Pump R Fuel Boost Pu
TRIPLE FED BUS HOT BATTERY BUS STANDBY BATTERY PROPELLERS Propeller Governor Test WARNING/ANNUNCIATORS Annunciator Indicator Annunciator Power L Oil Pressure Warning Landing Gear Position Indicator Landing Gear Warning Horn R Oil Pressure Warning Stall Warning L Fuel Pressure Warning R Fuel Pressure Warning L Auxiliary Fuel Quantity Warning R Auxiliary Fuel Quantity Warning WEATHER L Pitot Heat STANDBY BATTERY POWER SUPPLY The G1000 installation incorporates a 24 vdc, 5 Ah JET model PS-835 Standby Batte
During normal operations, the standby battery is kept in a fully charged state by its own trickle charger powered from the triple-fed bus through the STBY AUX BAT circuit breaker located on the right side circuit breaker panel. 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.
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 source 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).
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Section 8 – Handling, Service, and Maintenance Refer to Garmin G1000 Instructions For Continued Airworthiness, P/N 190-00682-01 Rev. A or later FAA approved revision for maintenance requirements for the G1000 system and components. 190-00682-02 Rev.
