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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 200, 200C, B200 and B200C King Air Aircraft REV NO. PAGE NO(S) DESCRIPTION DATE OF APPROVAL 1 ALL Original Issue 3/14/2009 2 ALL Change 0985.00 to 0985.01 4/7/2009 3 ALL Incorporate G1000 enhancement and Class A TAWS information 12/14/2009 4 ALL Incorporate system software 0985.03 from 0985.
Log of Revisions (Continued) REV NO. PAGE NO(S) 8 ALL DESCRIPTION Revised GRS 7800 AHRS areas of operation Hawker Beechcraft 200, 200C, B200, B200C, B200GT and B200CGT King Air Page 4 of 179 DATE OF APPROVAL FAA APPROVED See Cover See Cover 190-00915-02 Rev.
Table of Contents Section 1 - General ........................................................................................................ 7 Section 2 - Limitations ................................................................................................ 19 Section 3 - Emergency Procedures ........................................................................... 38 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 G1000 GNSS (GPS/SBAS) NAVIGATION SYSTEM EQUIPMENT 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.
Specification P-RNAV (Europe) Reference Documents FAA AC 90-96A CHG 1, JAA TGL 10 Rev 1 ICAO Flight Plan Code D2 Notes This does not constitute an operational approval. 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.
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.
ELECTRONIC FLIGHT BAG The G1000 Integrated Avionics System as installed in this aircraft supports approval of AC 120-76A Hardware Class 3, Software Type B Electronic Flight Bag (EFB) electronic aeronautical chart applications when using current FliteChart or ChartView data. Additional operational approvals may be required.
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 ALT Altitude, or AFCS altitude hold mode, or ALT button on the GMC 710 AFCS Mode Controller ALTS AFCS altitude capture using
CWS Control Wheel Steering 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 Fo
GMA Garmin Audio Panel System GMC Garmin Mode Control Unit GP GPS Glide Path GPS Global Positioning System GPWS Ground Proximity Warning System GRS Garmin Reference System (AHRS) GS Glide Slope 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 P
LRU Line Replaceable Unit LTNG Lightning (XM Weather Product) M Mach MAP Missed Approach Point MAXSPD Maximum Speed, AFCS Overspeed Protection mode Mb Millibars MDA barometric minimum descent altitude MEL Minimum Equipment List MFD Multi Function Display MLS Microwave Landing System MMO Maximum operation limit speed in mach MINSPD Minimum Speed, AFCS Underspeed Protection mode MNPS Minimum Navigational Performance Specifications MSL Mean Sea Level NAT North Atlantic Track NAV
RNAV Area Navigation RNP Required Navigation Performance ROL AFCS roll mode RPM Revolutions per Minute RVSM Reduced Vertical Separation Minimums SBAS Satellite Based Augmentation System SDF Simplified Directional Facility SID Standard Instrument Departure SPD Speed button on the GMC 710 AFCS Mode Controller. Toggles the FLC speed between Mach and IAS references.
VMO Maximum operation limit speed in knots VNAV Vertical Navigation VNV Vertical Navigation button on the GMC 710 AFCS Mode Controller VOR VHF Omni-directional Range VPTH Vertical path VS Vertical Speed WAAS Wide Area Augmentation System WFDE WAAS Fault Detection/Exclusion WGS-84 World Geodetic System – 1984 WSHLD Windshield XFR Transfer button on the GMC 710 AFCS Mode Controller XM XM satellite system XPDR Transponder YD Yaw Damper 190-00915-02 Rev.
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Section 2 - Limitations INTRODUCTION The G1000 Cockpit Reference Guide for Hawker Beechcraft 200, 200C, B200 and B200C (CRG) must be immediately available to the flight crew during all phases of flight. Use the G1000 Cockpit Reference Guide for Hawker Beechcraft 200/B200 Series, GARMIN part number 190-00929-03, Revision A or later revision when system software 0985.07 is installed. The System Software Version number is displayed at the top right side of the MFD Power-up page.
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 tables. Refer to the latest Airplane Flight Manual or appropriate Airplane Flight Manual Supplement for engine and propeller limitations.
PT6A-42 ENGINES COLOR MARKINGS & RANGES Red Arc/Radial (Minimum Limit) Yellow Arc (Caution) Torque (ft-lbs) -- ITT (ºC) -- Prop N2 (rpm) Gas Generator N1 (%) OPERATING PARAMETER Oil Temp. (ºC) Oil Press. (psi) Less than 21,000’ MSL. 21,000’ MSL and above Green Arc (Normal) Yellow Arc (Caution) -- 0 to 2230 -- 2230 (1) -- 400 to 800 -- 800 (2) -- -- (3) -- (3) -- -- 61 to 101.5 -- 101.
PT6A-52 ENGINES COLOR MARKINGS & RANGES OPERATING PARAMETER Red Arc/Radial (Minimum Limit) Yellow Arc (Caution) Green Arc (Normal) Yellow Arc (Caution) Red Arc/Radial (Maximum Limit) Torque (ft-lbs) -- -- 0 to 2230 -- 2230 (1) ITT (ºC) -- -- 400 to 820 -- 820 (2) Prop N2 (rpm) -- -- (3) -- (3) Gas Generator N1 (%) -- -- 61 to 104 -- 104 (4) -40 (5) -40 to 0 (5) 0 to 110 (5) -- 110 (5) 60 to 90 90 to 135 -- 135 (6)(7) Oil Temp. (ºC) Oil Press.
PT6A-61 ENGINES COLOR MARKINGS & RANGES OPERATING PARAMETER Red Arc/Radial (Minimum Limit) Yellow Arc (Caution) Green Arc (Normal) Yellow Arc (Caution) Red Arc/Radial (Maximum Limit) Torque (ft-lbs) -- -- 0 to 2230 -- 2230 (1) ITT (ºC) -- -- 400 to 800 -- 800 (2) Prop N2 (rpm) -- -- (3) -- (3) Gas Generator N1 (%) -- -- 61 to 104 -- 104 (4) -40 (5) -40 to 0 (5) 0 to 110 (5) -- 110 (5) 60 to 90 90 to 135 -- 135 (6)(7) Oil Temp. (ºC) Oil Press.
PROPELLER TYPES AND INDICATOR MARKINGS Manufacturer Hartzell Hartzell Hartzell Hartzell McCauley McCauley Hub HC-B3TN-3G or -3N HC-D4N-3A HC-E4N-3G HC–E4N-3A 3GFR34C702 4HFR34C771 4HFR34C754 Blades T10178()-3R D9383K Or D9515K D9390SK-1R NC9208K 100LA-2 94LA-0 Normal Operating Range – RPM (Green Arc) 1600-2000 1150-2000 1180-2000 1180-2000 1600-2000 1100-2000 Maximum Limit – RPM (Red Radial) 2000 2000 2000 2000 2000 2000 Transient Limit - RPM 2200 (1) 2200 (2) 2200 (2)
MANEUVER LIMITS No changes have been made to the airplane’s maneuver limits. The Hawker Beechcraft Super King Air 200, 200C, B200 and B200C are Normal Category airplanes. Acrobatic maneuvers, including spins, are prohibited. RVSM OPERATIONS RVSM operations are prohibited if the static ports are damaged or surface irregularities are found within the RVSM critical region. The pilot and copilot PFDs must display on-side ADC information during RVSM operations.
For airplanes with system software 0985.06 or earlier, use of VNAV is prohibited during the intermediate segment of an approach that includes a teardrop course reversal. VNAV will become ‘Unavailable’ at the beginning of the teardrop segment of the course reversal. Use of VNAV is prohibited with course changes greater than 90°. The barometric altimeter must be used as the primary altitude reference for all baro VNAV operations, including instrument approach procedure step-down fixes.
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.
SDF, MLS or any other type of approach not approved for “or GPS” navigation is prohibited. When using the G1000 VOR/LOC/GS receivers to fly the final approach segment, VOR/LOC/GS navigation data must be selected and presented on the CDI of the pilot flying. 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.
AHRS AREAS OF OPERATION For airplanes that have GRS 77 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 72° North latitude at all longitudes 2. South of 70° South latitude at all longitudes 3. North of 65° North latitude between longitude 75° W and 120° W (Northern Canada) 4. North of 70° North latitude between longitude 70° W and 128° W (Northern Canada) 5.
AUTOPILOT OPERATION LIMITS One pilot must remain seated at the controls, with seatbelt fastened, during all autopilot operations. Do not use autopilot or yaw damper during takeoff and landing. The GFC 700 AFCS preflight test must complete successfully prior to use of the autopilot, flight director or manual electric trim. The maximum fuel imbalance with the autopilot engaged is 300 pounds. Minimum speed for autopilot or flight director operation is 100 KIAS.
TAWS, GPWS, AND TERRAIN SYSTEM LIMITS Pilots are authorized to deviate from their current ATC clearance to the extent necessary to comply with TAWS or GPWS warnings. The TAWS databases have an area of coverage as detailed below: a) The terrain database has an area of coverage from North 90° Latitude to South 90° Latitude in all Longitudes. b) The obstacle database has an area of coverage that includes the United States and Europe.
DATA LINK WEATHER (XM OR CONNEXT WEATHER) Datalink weather information displayed by the G1000 system is limited to supplemental use only. XM or Garmin Connext weather data is not a source of official weather information. Use of the NEXRAD, PRECIP, XM LTNG and DL LTNG (Datalink Lightning) data on the MAP – NAVIGATION MAP, MAP – WEATHER DATA LINK (XM) or MAP – WEATHER DATA LINK (CNXT) pages for hazardous weather, e.g., thunderstorm penetration is prohibited.
KINDS OF OPERATION LIMITS The Hawker Beechcraft model 200, 200C, B200, B200C, B200GT, and B200CGT 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.
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 Magnetic Compass 1 1 1 1 1 Outside Air Temperature 1 1 1 1 1 GARMIN G1000 Cockpit Reference Guide 1 1 1 1 1 Autopilot 0 0 1 1 0 ENGINE INDICATIONS No Changes - Refer to Aircraft Flight Manual ENGINE OIL No Chan
VFR Day VFR Night IFR Day IFR Night Icing Conditions System and/or Equipment Remarks and/or Exceptions Yaw Damper 0 0 0 0 0 Control Wheel Autopilot Disconnect/Trim Interrupt Switches 1 1 1 1 1 Left side is required. Both sides required for two-crew operation. VHF Communications System 0 0 1 1 1 Or as required by operating regulation. Audio Control Panel 1 1 1 1 1 Pilot's audio panel required for single pilot operation. Both sides required for two-crew operation.
VFR Day VFR Night IFR Day IFR Night Icing Conditions System and/or Equipment Weather Radar 0 0 0 0 0 XM or Connext Datalink Weather 0 0 0 0 0 GSR 56 Satellite Receiver 0 0 0 0 0 GDU Cooling Fans (3 total) 2 2 2 2 2 GIA Cooling Fans (2 total) 0 0 0 0 0 GPS/SBAS receiver with GPS Software 3.
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Section 3 - Emergency Procedures Table of Contents AUTOMATIC FLIGHT CONTROL SYSTEM ................................................................ 40 AUTOPILOT MALFUNCTION / PITCH TRIM RUNAWAY..................................................................... 40 MANUAL AUTOPILOT DISCONNECT .................................................................................................. 41 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 / 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: Climb – 0 Feet Cruise – 120 Feet Descent – 450 Feet Maneuvering – 0 Feet Glideslope/Glidepath Approach – 80 Feet Non-Precision Approach – 120 Feet One-engine inoperative approach – 80 Feet 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 ............................................................
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, ESP (If installed), 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 the yaw damper to be inoperative.
NOTE The standby altimeter must be corrected for position error using the Altimeter Correction – Standby System chart in the Performance section of this supplement. 5. Perform appropriate RVSM contingency procedures outlined in the operator’s RVSM manual for the loss of automatic altitude hold capability. ROLL AXIS FAILURE (Red annunciator on PFD) 1. Indicates a failure of the roll axis of the autopilot. The autopilot and ESP (if installed) will be inoperative. The yaw damper will be operative.
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 re-engaged and disengaged normally, but the yaw damper will remain inoperative. 2. Autopilot .......................................................................................................... AS DESIRED WARNING DO NOT USE THE AUTOPILOT TO FLY A COUPLED ILS, LOC, LP/LPV OR LNAV/VNAV APPROACH WITH AN INOPERATIVE YAW DAMPER.
If Red Message Remains 5. Autopilot ........................................................................................................ DO NOT RE-ENGAGE 6. Elevator Trim .......................................................... CONTINUE TO USE ELEVATOR TAB WHEEL 7. Yaw Damper ............................................................................................. ENGAGE AS REQUIRED In RVSM Airspace: 8. Advise ATC of loss of autopilot system. 9. Altitude .......................................
AUTOPILOT UNDERSPEED PROTECTION ACTIVATION AND RECOVERY (ESP-Equipped Aircraft Only) (Red Warning Annunciator on the PFDs on ESP-equipped aircraft. May also be accompanied by an amber annunciator above the airspeed tape display and aural “AIRSPEED” alert) 1. Power Levers ..................... INCREASE POWER AS REQUIRED TO CORRECT UNDERSPEED 2. Aircraft Attitude and Altitude .........................................................................................
ELECTRICAL SYSTEM DUAL GENERATOR FAILURE [L DC GEN] [R DC GEN] This procedure supersedes the AFM procedure in its entirety. 1. Gen1 and Gen 2 Generator Switches ............................................................... RESET, THEN ON If Either Generator Will Reset: 2. Operating Generator Loadmeter .................................................DO NOT EXCEED 100% LOAD (88% above 31,000 ft) 3. Inoperative Generator Switch ................................................................................
p. Master Panel Lights…………………………………………………………………………..OFF q. Left and Right Fuel Control Heat CB’s (right panel)……………………………………..PULL r. Reading Light CB (right panel) ..................................................................................... PULL NOTE The following step will cause the autopilot, yaw damper, and electric trim to become inoperative. Both flight directors will continue to function normally.
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 ....................................................
TCAS II Refer to the GARMIN Pilot’s Guide, P/N 190-00928-04 Rev. A or later FAA approved revision for a detailed description of the TCAS II display and control elements as implemented in the G1000. TCAS II RESOLUTION ADVISORY (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 ..............................
WARNING NONCOMPLIANCE WITH A CROSSING RA BY ONE AIRPLANE MAY RESULT IN REDUCED VERTICAL SEPARATION; THEREFORE, SAFE HORIZONTAL SEPARATION MUST ALSO BE ASSURED BY VISUAL MEANS. 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.
WINDSHEAR ENCOUNTER For airplanes equipped with Electronic Stability and Protection (ESP): 1. AP/YD DISC / TRIM INTRPT Button .................................................... PRESS and HOLD (To prevent automatic autopilot engagement) 2. Perform established windshear escape procedures. After Exiting Windshear: 3. AP/YD DISC / TRIM INTRPT Button ................................................................... RELEASE 4. Autopilot/Yaw Damper ..............................................................
Section 3A - Abnormal Procedures Table of Contents AUTOMATIC FLIGHT CONTROL SYSTEM ................................................................ 55 AILERON MISTRIM ................................................................................................................................ 55 ELECTRIC PITCH TRIM INOPERATIVE ............................................................................................... 56 ELEVATOR MISTRIM .................................................................
BOTH ON AHRS 1, BOTH ON AHRS 2 ................................................................................................. 78 BOTH ON GPS 1, BOTH ON GPS 2 ...................................................................................................... 78 USING ADC1 or ADC2 ........................................................................................................................... 79 USING AHRS1 or AHRS2 ..............................................................................
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 SERVO Circuit Breaker .............................................................................. PULL and RESET (Right circuit breaker panel) The autopilot will enter Pre-Flight Test (PFT) mode when the AFCS SERVO 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.............................
ELECTRONIC STABILITY AND PROTECTION MANUAL ESP DISENGAGEMENT If necessary, ESP may be manually disconnected using any one of the following methods. 1. AP/YD DISC / TRIM INTRPT Button ................................................................... PRESS and HOLD (Pilot’s or Copilot’s control wheel) 2. CWS Button (Pilot’s or Copilot’s control wheel) ................................................... PRESS and HOLD 3. AFCS SERVOS Circuit Breaker ............................................................
If Pilot and Standby Altimeter Agree (Copilot 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. SENSOR Softkey (Copilot PFD) ............................................................................................ PRESS 4. ADC1 Softkey ......................................................................................................................... PRESS 5.
If no change in rate-of-climb, airspeed, or altitude is observed: 7. Pilot’s Static Air Source ........................................................................................SELECT NORMAL 8. Compare indicated altitude to GPS altitude on MFD AUX-GPS STATUS page to aid in determining which primary system is most accurate. NOTE When comparing indicated altitude to GPS altitude, deviations from standard temperature or pressure can cause indicated altitude to deviate from GPS altitude.
If Unable to Identify Accurate Altitude Source: 1. Avoid IFR conditions if possible; consider diversion to visual conditions and LAND AS SOON AS PRACTICAL. 2. Maintain altitudes based on LOWEST indicated altitude. 3. ATC – Advise of inability to verify correct altitude. If in RVSM airspace, perform appropriate RVSM contingency procedures for loss of all primary altimetry systems and accurate altitude reporting capability. 4.
If Pilot and Standby Airspeed Indicator Agree (Copilot Airspeed 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. 2. SENSOR Softkey (Copilot’s PFD) ......................................................................................... PRESS 3. ADC1 Softkey .........................................................................................................................
PITCH 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 pitch attitude of more than 5 degrees. Refer to GARMIN G1000 Cockpit 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.
AMBER HEADING DISPLAY (GRS 7800 AHRS Only) The PFD heading display will turn amber when: • • Unreliable heading data exists as detected by the system. Operating in DG FREE Mode when the system detects reliable heading data is available. If Heading Display is Amber When Operating in DG SLAVE Mode: 1. Autopilot (If Engaged) ...................................................................................... SELECT ROL MODE 2. HDG MODE Softkey on PFD ........................................................
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. The static source error correction is effective only above 18,000 feet MSL. The following advisory messages will post: ADC1 ALT EC - ADC1 altitude error correction is unavailable. and/or ADC2 ALT EC - ADC2 altitude error correction is unavailable.
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) ......................................
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.
LOSS OF INTEGRITY (LOI) MODE - ACTIVE WHEN THE AIRPLANE IS WITHIN 30NM OF THE DESTINATION OR DEPARTURE AIRPORT (AS CALCULATED FROM THE PREVIOUS GPS OR DR POSITION): 1. Navigation - Fly towards known visual conditions. Use ATC or other information sources as possible. NOTE • All information derived from GPS or DR will be removed from the displays. • TAWS is inoperative. • The airplane symbol is removed from most maps. The map will remain centered at the last known position.
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.
LOSS OF ALTITUDE ALERTER IN RVSM AIRSPACE 1. Autopilot ALT Mode......................................................................................................... ENGAGED. 2. Altitude ......................................................MONITOR AND MAINTAIN ASSIGNED ALTITUDE 3. Perform appropriate RVSM contingency procedures for the loss of altitude alerting, outlined in the operator’s RVSM procedures manual.
If in RVSM airspace: 6. Altitude ........................................ MONITOR AND MAINTAIN ASSIGNED ALTITUDE MANUALLY Record each altimeter reading for contingency procedure use NOTE The standby altimeter must be corrected for position error using the Altimeter Correction – Standby System chart in the Performance section of this supplement. 7. Advise ATC of loss of the autopilot system.
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 .....................................................
TAWS AND GPWS TAWS or GPWS CAUTION When a TAWS or GPWS 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. GPWS CAUTION advisories may also be generated when the airplane’s flaps and landing gear are not in the landing position at low altitudes at groundspeeds less than 157 knots.
NOTE The GPWS INHIBIT feature will not inhibit altitude voice callouts or Glideslope/Glidepath deviation alerting. FLAP OVERRIDE (TAWS-A Only) For airplanes equipped with TAWS-A, the GPWS flap configuration alerting function may be inhibited to stop alerting if desired. Refer to GARMIN G1000 Cockpit Reference Guide for additional information. To Override Flap Altering: 1. Display the MAP – TAWS A page 2. FLAP OVR Softkey ......................................................................................
TAWS N/A and TAWS FAIL 1. If the amber status annunciator is displayed on the PFDs and MFD, the system will no longer provide TAWS alerting or display relative terrain and obstacle elevations. The crew must maintain compliance with procedures that ensure minimum terrain and obstacle separation. 2. If the amber status annunciator is displayed on the PFDs and MFD, the system will no longer provide TAWS alerting or display relative terrain and obstacle elevations.
TCAS II SYSTEM FAILURE If the amber status annunciator is displayed on the PFDs and “FAIL”, “NO DATA,” DATA FAILED,” or “FAILED” is displayed on the traffic map displays, the system will no longer provide traffic information including Traffic or Resolution Advisories. The crew must visually acquire and maintain separation from other aircraft.
Section 4 - Normal Procedures Table of Contents COM RADIO COMMUNICATIONS BEFORE STARTING ENGINES........................... 87 PREFLIGHT INSPECTION ........................................................................................... 87 BEFORE ENGINE STARTING ..................................................................................... 89 BEFORE TAXI .............................................................................................................. 89 TAXI ..........................
ILS GLIDE SLOPE INOPERATIVE ................................................................................................... 100 RNAV (GPS) or RNAV (GNSS) - (LPV or LNAV/VNAV) ................................................................... 101 RNAV (GPS) or RNAV (GNSS) - (LNAV, LP, LNAV + V) ................................................................. 103 VOR APPROACH ..............................................................................................................................
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 200, 200C, B200, B200C, B200GT and B200CGT King Air Page 88 of 179 190-00915-02 Rev.
BEFORE ENGINE STARTING These procedures should be conducted after completing the airplane’s AFM BEFORE ENGINE STARTING checklist items. 1. Standby Battery Switch ............................................................................................................ PUSH [ON] illuminated if Aircraft Battery is OFF, [ARM] illuminated if Aircraft Battery is ON 2. Standby Attitude Gyro Fail Flag ............................................................................
These procedures should be conducted after completing the airplane’s AFM BEFORE TAXI checklist items. 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. PFD1, PFD2, and Standby Attitude Indicator .........
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. Electric Elevator Trim ....................................................................................................
BEFORE TAKEOFF (FINAL ITEMS) These procedures should be conducted after completing the airplane’s AFM BEFORE TAKEOFF (FINAL ITEMS) checklist. 1. PFD Attitude and Heading ..................................................................................................NORMAL 2. GPS Position .................................................................. VALID, ‘LOI’ NOT ANNUNCIATED on HSI 3. Standby Attitude Indicator ..........................................
ICING CONDITIONS WARNING DUE TO DISTORTION OF THE WING AIRFOIL, ICE ACCUMULATION ON THE LEADING EDGES CAN CAUSE A SIGNIFICANT LOSS IN RATE OF CLIMB AND IN SPEED PERFORMANCE, AS WELL AS INCREASES IN STALL SPEED. EVEN AFTER CYCLING THE DEICE BOOTS, THE ICE ACCUMULATION REMAINING ON THE BOOTS AND UNPROTECTED AREAS OF THE AIRPLANE CAN CAUSE LARGE PERFORMANCE LOSSES. FOR THE SAME REASON, THE AURAL STALL WARNING SYSTEM MAY NOT BE ACCURATE AND SHOULD NOT BE RELIED UPON.
TCAS II For airplanes equipped with the GTS 8000 TCAS II system: The GTS 8000 TCAS II system will normally transition between the appropriate STANDBY, TA ONLY and TA/RA modes automatically. During airport surface movement operations, the GTS 8000 will normally be in STANDBY Mode. The TCAS II should not be manually placed into TA ONLY or TA/RA mode during surface movement operations. The TCAS II should be tested as part of cockpit preparation during preflight inspection.
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.
NOTE If the Course Deviation Indicator (CDI) is greater than one dot from center, the autopilot will arm the NAV mode and indicate GPS 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 NAV button is pressed and annunciate GPS in green on the PFD.
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 NAV (GPS Mode) d. Mode Control Panel .............................................
ILS GLIDE SLOPE INOPERATIVE 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 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 ......................
4. Established inbound on Final Approach Course (FAF Active Waypoint) a. VERIFY ................................................ Course Pointer is set to the final approach course b. VERIFY ............................................................................. LOC is annunciated on the HSI 5. Airspeed ..................................................MAINTAIN 120 KIAS OR GREATER (Recommended) 6. At the FAF ..................................
4. Established inbound on Final Approach Course a. VERIFY ................................................ Course Pointer is set to the final approach course b. VERIFY .......................................... LPV,LNAV + V, or L/VNAV is annunciated on the HSI c. VERIFY ............................................................................................ GP Indicator Displays d. VERIFY ............................................................................... SUSP is not displayed on HSI e.
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.......................
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. Approaches that are annunciated on the HSI as LP will not have vertical glidepath (GP) information provided. 6.
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 200, 200C, B200, B200C, B200GT and B200CGT King Air Page 112 of 179 190-00915-02 Rev.
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Section 6 - Weight and Balance No Change. Refer to basic Aircraft Flight Manual or appropriate supplement. 190-00915-02 Rev.
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Section 7 - Systems Description Table of Contents GENERAL................................................................................................................... 118 G1000 INTEGRATED AVIONICS ............................................................................... 118 SYSTEM OVERVIEW ........................................................................................................................... 118 INSTRUMENT PANEL ................................................................
GENERAL This section supplements the Systems Description chapter in the airplane’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 60 100 150 40 300 200 250 2992 1013 ALT 1000 Figure 2, Instrument Panel 190-00915-02 Rev.
Figure 3, Pilot's Control Wheel Hawker Beechcraft 200, 200C, B200, B200C, B200GT and B200CGT King Air Page 120 of 179 190-00915-02 Rev.
Figure 4, Copilot's Control Wheel With Trim Switches 190-00915-02 Rev.
Figure 5, Copilot's Control Wheel Without Trim Switches Hawker Beechcraft 200, 200C, B200, B200C, B200GT and B200CGT King Air Page 122 of 179 190-00915-02 Rev.
Figure 6, Overhead Panel (Airplanes BB-1632 and after; BL141 and after) 190-00915-02 Rev.
DO NOT OPERATE ON DRY GLASS OVERHEAD FLOOD LIGHTS WINDSHIELD WIPERS OFF PARK SLOW OFF BRT INSTRUMENT INDIRECT LIGHTS BRT OFF FAST MASTER PANEL LIGHTS STANDBY INSTRUMENT LIGHTS PILOT PFD ON BRT OFF BRT OFF OVERHEAD SUBPANEL & CONSOLE LIGHTS MFD BRT OFF BRT OFF SIDE PANEL LIGHTS BRT COPILOT PFD CLOCKS OFF BRT OFF OFF BRT OFF % LOAD DC VOLTS AIRSPEEDS (IAS) % LOAD DC VOLTS MAX MAX MAX MAX MAX MAX GEAR EXTENSION GEAR RETRACT GEAR EXTENDED APPROACH FLAP FULL DOWN FLAP MANUEVERING
Figure 8, Left Side Circuit Breaker Panel 190-00915-02 Rev. 8 Hawker Beechcraft 200, 200C, B200 , B200C, B200GT and B200CGT King Air Page 125 of 179 PROP DEICE 25 RIGHT 50 NO.4 25 50 BUS FEEDERS LEFT NO.3 CLOSED FIREWALL SHUTOFF VALVE OPEN CONTROL 5 GOV 5 PROP CONTROL 5 10 STANDBY PUMP FLAP MOTOR PROP DEICE 20 5 FIRE WALL VALVE 5 LEFT LEFT 5 QTY IND 50 NO.3 5 PRESS WARN RIGHT 5 RIGHT 5 NO.
Figure 9, Right Side Circuit Breaker Panel (Airplanes BB-1 Thru BB-665, BL-1 Thru BL-8) Hawker Beechcraft 200, 200C, B200, B200C, B200GT and B200CGT King Air Page 126 of 179 190-00915-02 Rev.
Figure 10, Right Side Circuit Breaker Panel (Airplanes BB-666 Thru BB-1443, Except BB-1439; BL-9 Thru BL-138) 190-00915-02 Rev.
Figure 11, Right Side Circuit Breaker Panel (Airplanes BB-1439, BB-1444 Thru BB-1485, Except BB-1484; BL-139 And BL-140) Hawker Beechcraft 200, 200C, B200, B200C, B200GT and B200CGT King Air Page 128 of 179 190-00915-02 Rev.
Figure 12, Right Side Circuit Breaker Panel (Airplanes BB-1484, BB-1486 And After, BL141 And After) 190-00915-02 Rev.
Figure 13, Pedestal Configuration Options Hawker Beechcraft 200, 200C, B200, B200C, B200GT and B200CGT King Air Page 130 of 179 190-00915-02 Rev.
GMC 710 AFCS Mode Controller GDU 1040A PFD1 GDU 1500 Multi-Function Display 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 80 Yaw Servo Servo Mgt Servo Mgt GSA 80 High-Speed Pitch Trim Servo Figure 14, GFC 700 System Pilot’s Control Wheel 190-00915-02 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.
The following conditions will cause the autopilot to disconnect: • Electrical power failure, including pulling the AFCS SERVO circuit breaker • Electrical power failure to the GMC 710 Autopilot Mode Controller, including pulling the MODE CTL circuit breaker • Internal autopilot system failure • Malfunction of either AHRS (two fully functional AHRS are required for the autopilot to function) • Failure of the on-side PFD • Depressing the red A/P Y/D DISC/TRIM INTRPT button on the pilot’s or copilot
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 airplane 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 airplane’s normal pitch, roll and airspeed envelopes. Additionally, ESP uses the airplane’s stall warning system, and the aircraft’s lift computer on certain airplanes, to predict and protect against exceeding stall angles of attack.
PFD display symbology implemented for ESP is illustrated in Figures 16 through 19. 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. 1. 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. The opposite roll limit remains at the engagement limit. Figure 17 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 airplane 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.
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.
NO. 1 DUAL FEED BUS L Main Engine Anti-Ice (1) NO.
NO. 1 DUAL FEED BUS Standby Instrument Overhead and Side Panel Lighting NO. 2 DUAL FEED BUS NO. 4 DUAL FEED BUS Reading Light Beacon Lights Ice Lights L Landing Lights Navigation Lights Strobe Lights Recognition Lights Tail Flood Lights NO.
LEFT GENERATOR BUS RIGHT GENERATOR BUS Condenser Blower Pwr Aft Electric Heat Fwd Electric Heat Aft Evaporator Blower HOT BATTERY BUS STANDBY BATTERY BUS Air Conditioner Clutch Vent Blower FLIGHT INSTRUMENTS Standby Altimeter Vibrator DC Test Jack Standby Attitude Indicator FUEL Left Firewall Shutoff Valve Right Firewall Shutoff Valve FURNISHINGS MOD LANDING GEAR Landing Gear Motor LIGHTS Entry Light LIGHTS Standby Instrument Internal Lighting Clock Light WEATHER Pilot Windshield Anti-Ice ESSEN
ESSENTIAL BUS AVIONICS BUS 1 AVIONICS BUS 2 WEATHER L Pitot Heat ISOLATION BUS AVIONICS Standby Instrument Bus Primary Pwr STANDBY INSTRUMENT BUS AVIONICS Standby Altimeter Vibrator Standby Attitude Indicator Standby Battery 190-00915-02 Rev.
AVIONICS/ELECTRICAL EQUIPMENT BUS CONNECTION A/C SERIAL NUMBER BB-1484, 1486 AND AFTER, BL-141 AND AFTER NO. 1 DUAL FEED BUS AVIONICS Avionics Master Switch NO. 2 DUAL FEED BUS AVIONICS Cabin Audio Aural Warning PFD/GIA 2 Fan Autopilot Mode Controller AHRS 2 Essential Bus Secondary Power Air Data 2 PFD/GIA 1 Fan GIA 2 Voice Recorder PFD 2 NO. 3 DUAL FEED BUS NO.
NO. 1 DUAL FEED BUS NO. 2 DUAL FEED BUS NO. 3 DUAL FEED BUS NO.
NO. 1 DUAL FEED BUS NO. 2 DUAL FEED BUS NO. 3 DUAL FEED BUS NO.
LEFT GENERATOR BUS WEATHER Pilot Windshield Anti-Ice ESSENTIAL BUS RIGHT GENERATOR BUS HOT BATTERY BUS STANDBY BATTERY BUS WEATHER Copilot Windshield Anti-Ice AVIONICS BUS 1 AVIONICS BUS 2 AVIONICS AVIONICS AVIONICS AHRS 1 Primary Pwr AFCS Servos Weather Data Link (GDL69) Air Data 1 Primary Pwr Audio Panel 2 Traffic GIA 1 Primary Pwr NAV/COM 2 Stormscope PFD 1 Primary Pwr Transponder 2 ADF Transponder 1 Radar Radio Altimeter Audio Panel 1 DME NAV/COM 1 WIFI (GDL 59) MFD Iridiu
STANDBY BATTERY POWER SUPPLY The G1000 installation incorporates a 24 vdc, 5 Ah JET 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 the internal lighting of the magnetic compass on certain airplanes) for a minimum of 30 minutes following a total loss of aircraft power including the airplane’s battery.
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 SUBPANEL & CONSOLE LIGHTS, SIDE PANEL LIGHTS, 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 airplane 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 airplane reaches approximately 8 nm from the airport. Once the airplane reaches approximately 4.
TAWS AND GPWS Refer to the GARMIN Pilot’s Guide and Cockpit Reference Guide, P/N 190-00928-04 and 190-00929-04 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 190-00928-04 and 190-00929-04 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. relative altitude or beyond 5 nm distance. Indicates intruding aircraft is greater than +1200 feet 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 21). 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 22 and 23 for the locations of the PFD and MFD traffic display element locations.
Figure 22, PFD TCAS II Display Elements Figure 23, MFD TCAS II Display Elements Hawker Beechcraft 200, 200C, B200, B200C, B200GT and B200CGT King Air Page 166 of 179 190-00915-02 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 200/B200 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 25 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.
Rather than adjusting the measured altitude (displayed as uncompensated barometric altitude on the altimeter), temperature compensation is applied to each published approach waypoint altitude shown in the active flight plan. This includes approach waypoints in the initial, intermediate, final, and missed approach segments.
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 27) 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 28).
Figure 29 - Approach Window Temperature Compensated Minimum Altitude Hawker Beechcraft 200, 200C, B200, B200C, B200GT and B200CGT King Air Page 174 of 179 190-00915-02 Rev.
Vertical Deviation Display The vertical deviation for baro-VNAV approaches is displayed using a solid magenta symbol and “V” label (Figure 30), compared to the magenta diamond and “G” label used for SBAS approaches. Figure 30 - 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 31.
Figure 31 – VDI Scale for Baro-Altitude Based LNAV/VNAV Approach Figure 32 – Display of VDI Range Exceeding ±75 feet Hawker Beechcraft 200, 200C, B200, B200C, B200GT and B200CGT King Air Page 176 of 179 190-00915-02 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 190-00915-01 Rev. 1 or later FAA approved revision for maintenance requirements for the G1000 system and components. 190-00915-02 Rev.
