Airplane Flight Manual Supplement

190-00915-02 Rev. 8 Hawker Beechcraft 200, 200C, B200, B200C,
FAA APPROVED B200GT and B200CGT King Air
Page 63 of 179
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 unable to descend in visual conditions, plan an ILS, LPV, or RNAV (GPS or GNSS) LNAV/VNAV
approach with course intercept well outside the Final Approach Fix (FAF).
5. Once glideslope or glidepath is captured, determine most accurate altitude source when crossing
FAF.
6. Reference ILS Decision Altitude or GPS based approach Minimum Descent Altitude to most
accurate altimeter based on FAF crossing.
VARIOUS TAWS ALERTS ARE BASED ON GPS ALTITUDE AND POSITION INFORMATION.
TAWS WARNINGS AND CAUTIONS ARE INDEPENDENT OF ADC DATA. IF A TAWS
WARNING OR CAUTION IS RECEIVED, CONSIDER IT ACCURATE AND TAKE IMMEDIATE
AVOIDANCE ACTION.
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
THE STANDBY AIRSPEED INDICATOR USES THE SAME PITOT-STATIC SOURCES AS THE
COPILOT’S SIDE AIR DATA COMPUTER (ADC2). DO NOT USE STANDBY AIRSPEED
INDICATOR OR STANDBY ALTIMETER AS SOLE SOURCE IN DETERMINING CORRECT AIR
DATA INFORMATION.
WARNING
WARNING