SECTION 7 SYSTEMS DESCRIPTION - Beechcraft Ground Proximity Warning System (EGPWS) (If Installed) . . . . . .7-107 Electronic Standby Instrument System (ESIS) . . . . . . . . .

Model B300/B300C

7-1

November, 2012

SECTION 7SYSTEMS DESCRIPTION

TABLE OF CONTENTSSUBJECT PAGE

Airframe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-7Structure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-7Seating Arrangements. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-7

Flight Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-7Control Surfaces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-7Operating Mechanisms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-7Manual Elevator Trim . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-7Electric Elevator Trim . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-7Rudder Boost. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-8

Instrument Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-8

Annunciator System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-8 Warning Panel Illustration. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-10 Warning Panel Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-10 Caution/Advisory/Status Panel Illustration . . . . . . . . . . . . . . . . . . . . . . . . . . .7-11 Caution/Advisory/Status Panel Description . . . . . . . . . . . . . . . . . . . . . . . . . .7-11

Typical Illustrations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-14Instrument Panel

(FL-493, FL-500 and After, except Model B300 (350i)) (FM-14 and After) . . 7-14Instrument Panel

Model B300 (350i). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-15Control Wheels (With Clocks) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-16Control Wheels (Without Clocks). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-17Overhead Light Control Panel

(FL-493, FL-500 thru FL-543, except FL-538) . . . . . . . . . . . . . . . . . . . . . . . 7-18Overhead Light Control Panel

(FL-538, FL-544 and After, except Model B300 (350i)) (FM-14 and After) . . .7-19Overhead Light Control Panel

Model B300 (350i). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-20Fuel Control Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-21Right Circuit Breaker Panel

(FL-493, FL-500 thru FL-543, except FL-538) . . . . . . . . . . . . . . . . . . . . . . . .7-22Right Circuit Breaker Panel

(FL-538, FL-544 and After, except Model B300 (350i)) (FM-14 and After) (If EGPWS Is Installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-23

Right Circuit Breaker Panel (FL-538, FL-544 and After, except Model B300 (350i)) (FM-14 and After)(If TAWS+ Is Installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-24

Right Circuit Breaker Panel Model B300 (350i). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-25

Typical Pedestal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-26

Ground Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-27

130-590031-235A5_SEC 07TOC.fm Page 1 Thursday, November 15, 2012 2:27 PM

7-2

November, 2012

Model B300/B300C


TABLE OF CONTENTS (CONT’D)SUBJECT PAGE

Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-27

Landing Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-27Hydraulic System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-28Landing Gear Warning System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-28Landing Gear Manual Extension. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-29Brake System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-29Tires . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-29

Baggage Compartment (B300) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-30

Baggage Compartment (B300C) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-30

Seats, Seatbelts, And Shoulder Harnesses . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-30Seats . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-30

Cockpit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-30Lumbar Seats. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-31Cabin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-31

Electric Seat Heaters (350i) (If Installed) . . . . . . . . . . . . . . . . . . . . . . . . 7-32Life Vests (350i) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-32

Foyer (B300) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-32 Baggage Compartment (B300C) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-32

Seatbelts. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-32 Shoulder Harnesses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-33

Cockpit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-33Cabin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-33

Doors And Exits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-33Airstair Entrance Door (B300) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-33Airstair Entrance Door (B300C). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-34Cargo Door (B300C) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-36Emergency Exits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-37

Windows . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-38Cockpit Sun Visors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-38

Operating Instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-38Dimmable Cabin Window Shades (350i). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-38

Control Locks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-38

Engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-39Propulsion System Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-39Power Levers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-39Propeller Levers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-39Condition Levers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-39Propeller Ground Fine Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-39Propeller Reversing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-40Friction Locks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-40


Model B300/B300C

7-3

November, 2012



Engine Instrumentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-40Propeller Synchrophaser . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-41Engine Lubrication System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-41Magnetic Chip Detector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-41Starting And Ignition System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-42Induction Air System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-42Ice Protection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-42

Engine Air Inlet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-42Engine Anti-Ice System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-42

Auto Ignition. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-42Engine Compartment Fire Detection System . . . . . . . . . . . . . . . . . . . . . . . . . 7-42Engine Compartment Fire Extinguisher System . . . . . . . . . . . . . . . . . . . . . . . 7-43

Propeller System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-44Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-44Low Pitch Stops. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-44Propeller Governors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-44Autofeather System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-45

Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-45Fuel Pumps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-45Auxiliary Tank Fuel Transfer System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-46Use Of Aviation Gasoline . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-46Crossfeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-47Firewall Fuel Shutoff Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-47Fuel Drains . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-47Fuel Purge System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-47Fuel Gaging System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-48Fuel System Schematic. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-49

Electrical System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-50DC System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-50Battery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-50Power Distribution Schematic - DC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-51Avionics/Electrical Equipment Bus Connection . . . . . . . . . . . . . . . . . . . . . . . . .7-52Generators. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-57External Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-57Bus Ties. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-58Avionics Relays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-59

Lighting Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-60Cockpit Lights (350 & 350C) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-60Cabin Lights (350 & 350C) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-60Cockpit Lights (350i) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-61Cabin Lights (350i) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-61


7-4

November, 2012

Model B300/B300C



PAX Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-61DIM Mode. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-62

Entry Panel Lights (350i) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-62Exterior Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-63

Environmental System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-63Pressurization System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-63

In-Flow System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-63Cabin Pressure Control System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-64Unpressurized Ventilation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-65B300 Environmental System Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . 7-66B300C Environmental System Schematic . . . . . . . . . . . . . . . . . . . . . . . . . 7-67

Bleed Air Heating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-66Electric Heating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-66Radiant Heating (B300C) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-69

Air Conditioning System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-69Environmental Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-69

Automatic Mode Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-69Passenger Cabin Temperature Control (350i) . . . . . . . . . . . . . . . . . . . . 7-70

Manual Mode Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-70Electric Heat Mode Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-71Using Blowers for Air Recirculation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-71Fault Diagnosis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-72

Window Defog System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-72

Oxygen System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-72Oxygen System Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-74

Pitot And Static System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-75Pitot and Static System Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-75Speed Warning System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-77

Engine Bleed Air Pneumatic System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-77Bleed Air Warning System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-78

Stall Warning System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-78

Ice Protection Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-78Windshield Heat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-78Propeller Electric Deice System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-79

Propeller Electric Deice System Schematic . . . . . . . . . . . . . . . . . . . . . . . . 7-79Pitot Mast Heat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-80Surface Deice System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-80

Pneumatic Bleed Air System and Surface Deice System Schematic . . . . . 7-82Stall Warning Vane Heat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-83Fuel Vent Heat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-83Fuel Heat. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-83


Model B300/B300C

7-5

November, 2012



Brake Deice System (If Installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-83

Comfort Features . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-84Toilet (B300) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-84Toilet (B300C) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-84Relief Tubes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-84

Cabin Features . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-85Cabin Management System (CMS) (350i). . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-85

Auxiliary Panels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-85Programmable Switches (PSW). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-85

PSW Roles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-86Seat High-Definition Monitor (HDM) (If Installed) . . . . . . . . . . . . . . . . . . . . .7-86Cabin High-Definition Monitor (HDM). . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-87Media Center Device (MCD) (If Installed). . . . . . . . . . . . . . . . . . . . . . . . . . .7-87

Cabinets (350i) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-88Forward Entertainment Cabinet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-88Refreshment Cabinet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-88Midship Cabinets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-89Magazine Rack. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-89Aft Entertainment Cabinet (If Installed). . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-89Vanity Cabinet (If Installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-90

Ottomans (350i) (If Installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-90AC Power Outlets (350i) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-90AC Power Outlets (350 & 350C) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-90Fire Extinguishers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-91

B300: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-91B300C: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-91

Windshield Wipers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-91

Avionics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-92Electronic Flight Instrument System (EFIS). . . . . . . . . . . . . . . . . . . . . . . . . . . .7-92Air Data System (ADS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-93Aircell Axxess II Satellite Communication System (350i) (If Installed) . . . . . . .7-94AirCell ST 3100 Satellite Telecommunication System . . . . . . . . . . . . . . . . . . .7-95

Telephone Adapter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-96Basic Audio Panel Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-97Using The Telephone Adapter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-98 To Make A Call In The Call Mode . . . . . . . . . . . . . . . . . . . . . . . . . . .7-98 To Make A Call In The Recall Mode. . . . . . . . . . . . . . . . . . . . . . . . . .7-98 To Make A Call Using The Redial Key . . . . . . . . . . . . . . . . . . . . . . . .7-99 To Receive A Call. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-99 Edit Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-100

AirCell Cordless Handset . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-102


7-6

November, 2012

Model B300/B300C



To Make A Call . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-102To Join A Call Made From The Cockpit . . . . . . . . . . . . . . . . . . . . . . . . 7-102To Receive A Call . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-102

Airspeed Scale . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-102Attitude Heading System (AHS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-105Control Display Unit (CDU) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-105Display Control Panels (DCP). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-106Emergency Locator Transmitter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-106Engine Indicating System (EIS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-107Enhanced Ground Proximity Warning System (EGPWS) (If Installed) . . . . . . 7-107Electronic Standby Instrument System (ESIS) . . . . . . . . . . . . . . . . . . . . . . . . 7-111Flight Guidance Panel (FGP) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-112Flight Guidance System (FGS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-112Flight Management System (FMS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-112Ground Communications Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-113HF-9000 System (If Installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-113

RTU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-116CDU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-118AVTECH CSD-714 SELCAL Decoder (If Installed) . . . . . . . . . . . . . . . . . . 7-120

IFIS-5000 Integrated Flight Information System . . . . . . . . . . . . . . . . . . . . . . . 7-121Radio Tuning System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-122Terrain Awareness and Warning System Plus (TAWS+) (If Installed) . . . . . . 7-123Traffic Alert and Collision Avoidance System (TCAS I) (If Installed). . . . . . . . 7-130Traffic Alert and Collision Avoidance System (TCAS II) (If Installed) . . . . . . . 7-132

MFD Displays and Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-133PFD Displays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-134System Characteristics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-135Voice Messages. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-136

Weather Radar System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-137Audio System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-138

Transmit (XMIT) Select Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-138Transceiver and Receiver Audio Controls . . . . . . . . . . . . . . . . . . . . . . . . . 7-138Mic Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-138PA (Public Address) Audio Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-138Auto Comm Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-138Speaker (SPKR) Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-139Interphone (INPH) Audio Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-139Alternate Audio Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-139Voice - Both - Ident Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-139


Systems DescriptionSection 7

Model B300/B300C

7-11

CAUTION/ADVISORY/STATUS PANEL ILLUSTRATION

CAUTION/ADVISORY/STATUS PANEL DESCRIPTION

L DC GENL GEN TIE

OPENHYD FLUID

LOWRVS NOT READY

R GEN TIE OPEN

R DC GEN

L CHIP DETECT

L NO FUEL XFR

BAT TIE OPEN

DUCTOVERTEMP

R NO FUEL XFR

R CHIP DETECT

L ENG ICE FAIL

L FUEL QTYELEC HEAT

ONEXT PWR R FUEL QTY

R ENG ICE FAIL

L BL AIR OFFAUTOFTHER

OFF- - -

OXY NOT ARMED

RUD BOOST OFF

R BL AIR OFF

L PITOT HEAT

- - - - - -PROP GND

SOL- - -

R PITOT HEAT

L IGNITION ON

L ENGANTI-ICE

FUEL CROSSFEED

- - -R ENG

ANTI-ICER IGNITION

ON

WING DEICE* L BK DEICE

ONMAN TIES

CLOSE*TELEPHONE

*R BK DEICE ON

TAIL DEICE

L PROP PITCH

CABINALTITUDE

LDG/TAXI LIGHT

PASS OXYGEN ON

AIR CONDN1 LOW

R PROP PITCH

*Optional/If Installed

NOMENCLATURE COLOR CAUSE FOR ILLUMINATION

L DC GEN Amber Left generator off the line

L GEN TIE OPEN Amber Left generator bus isolated from center bus

HYD FLUID LOW Amber Hydraulic fluid in the power pack is low

RVS NOT READY AmberPropeller levers are not in the high rpm, lowpitch position with landing gear extended

R GEN TIE OPEN Amber Right generator bus isolated from center bus

R DC GEN Amber Right generator off the line

L CHIP DETECT AmberMetal contamination in the left engine oil isdetected

L NO FUEL XFR Amber No left auxiliary fuel transfer

BAT TIE OPEN Amber Battery isolated from generator buses

DUCT OVERTEMP Amber Duct air too hot

R NO FUEL XFR Amber No right auxiliary fuel transfer

R CHIP DETECT AmberMetal contamination in right engine oil isdetected

December, 2009

130-590031-235A5_SEC 07.fm Page 11 Thursday, November 15, 2012 2:28 PM

Section 7Systems Description Model B300/B300C

7-12

L ENG ICE FAIL AmberLeft engine selected anti-ice system isinoperative

L FUEL QTY AmberLeft fuel quantity - less than 30 minutesremaining at maximum continuous power

ELEC HEAT ON Amber Electric heat is on

EXT PWR Amber External power connector is plugged in

R FUEL QTY AmberRight fuel quantity - less than 30 minutesremaining at maximum continuous power

R ENG ICE FAIL AmberRight engine selected anti-ice systeminoperative

L BL AIR OFF Amber Left bleed air flow control valve is closed

AUTOFTHER OFF AmberAutofeather switch is not armed and landinggear is extended

OXY NOT ARMED AmberOxygen arming handle not pulled or systemfailed to charge

RUD BOOST OFF Amber Rudder Boost Switch is OFF

R BL AIR OFF Amber Right bleed air flow control valve is closed

L PITOT HEAT AmberLeft Pitot Heat inoperative or switch is in theOFF position

PROP GND SOL Amber28v is being delivered to one or both groundidle low pitch stop solenoids.

R PITOT HEAT AmberRight Pitot Heat inoperative or switch is in theOFF position

L IGNITION ON GreenLeft ignition and engine start switch is on, or leftauto ignition system is armed and left enginetorque is below 17%

L ENG ANTI-ICE GreenLeft engine anti-ice vanes in position for icingconditions

FUEL CROSSFEED Green Crossfeed valve is open

R ENG ANTI-ICE GreenRight engine anti-ice vanes in position for icingconditions

R IGNITION ON GreenRight ignition and engine start switch is on, orright auto ignition system is armed and rightengine torque is below 17%

WING DEICE Green Wing surface deice system in operation

* L BK DEICE ON Green Left brake deice system in operation

MAN TIES CLOSE Green Manually closed generator bus ties

* TELEPHONE Green Incoming telephone call

* R BK DEICE ON Green Right brake deice system in operation


November, 2012



Model B300/B300C

7-13

TAIL DEICE GreenHorizontal stabilizer surface deice system inoperation

L PROP PITCH White Left propeller is below the flight idle stop

CABIN ALTITUDE White Cabin Altitude exceeds 10,000 feet

LDG/TAXI LIGHT WhiteLanding light(s) or taxi light on with landing gearup

PASS OXYGEN ON White Passenger oxygen system charged

AIR COND N1 LOW White Right engine N1 too low for air conditioning load

R PROP PITCH White Right propeller is below the flight idle stop

* Optional/If Installed


December, 2009


Section 7

Syste Model B300/B300C

TYPI

FL07C101390AA.AI

7-14 November, 2012

ms Description

CAL ILLUSTRATIONS

INSTRUMENT PANEL(FL-493, FL-500 and After, except Model B300 (350i))

(FM-14 and After)

Section 7

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Systems Description

FL07C101392AA.AI

7-15

Model B300/B300C

INSTRUMENT PANELModel B300 (350i)

November, 2012


7-16

CONTROL WHEELS (WITH CLOCKS)

PILOT

COPILOT

FL07C101391AA.AI

November, 2012



Model B300/B300C

7-17

CONTROL WHEELS (WITHOUT CLOCKS)

PILOT

COPILOT

FL07C101552AA.AI

November, 2012


Section 7

Syste Model B300/B300C

FL07C 031492AB.AI

INSTRUMENT EMERG LIGHTS

ON

OFF

184 166 184 202 158 184

NOPERATIVE CH IS OFF. IS ERRATIC NTI-ICE AND R AND/OR AND/OR E ON.

G

AVIONICS MAINT

ON

OFF

7-18 November, 2012

ms Description

OVERHEAD LIGHT CONTROL PANEL(FL-493, FL-500 thru FL-543, except FL-538)

DC

20

10 60

0

VOLT

30 60

+

-AMP

BATT0 100

20 8040 60

DC% LOAD0 100

20 8040 60

DC% LOAD

L GEN R GEN

TPL FED

BAT

CTR

EXT PWR

VOLT METER BUS SELECT

20 30

40

10

0 PROP AMPS

MAXIMUMIAS KNOTS

GR EXTENSION GR RETRACT GR EXTENDED APPROACH FLAP FULL DN FLAP MANEUVERING

STALL WARNING IS IWHEN MASTER SWITSTANDBY COMPASSWHEN WINDSHIELD A/OR AIR CONDITIONEHIGH VENT BLOWERLANDING LIGHTS AR

WARNIN

CABIN LIGHT

BRIGHT

FURN COFFEE

ONFSB ON

OFF OFF OFF

D I M

F U R N

O N

OPERATION LIMITATIONS:

BARO IN

hPA

BARO ALT FT

M

FL180 ENABLE

DISABLE

THE MARKINGS AND PLACARDS INSTALLED IN THIS AIRPLANE CONTAIN OPERATING LIMITATIONS WHICH MUST BE COMPLIED WITH WHEN OPERATING THIS AIRPLANE IN THE COMMUTER CATEGORY. OTHER OPERATING LIMITATIONS WHICH MUST BE COMPLIED WITH WHEN OPERATING THIS AIRPLANE IN THIS CATEGORY ARE CONTAINED IN THE AIRPLANE FLIGHT MANUAL. NO ACROBATIC MANEUVERS INCLUDING SPINS ARE APPROVED. THIS AIRPLANE APPROVED FOR VFR, IFR DAY AND NIGHT OPERATION AND IN ICING CONDITIONS.

OFF

MASTER PANEL LIGHTS

ON

PILOT FLIGHT INSTR OFF

BRT

PILOT DISPLAYS

BRT

PARK SLOW

DO NOT OPERATE ON DRY GLASS

WINDSHIELD WIPER OFF

BRT BRT BRT

FAST

PILOT OVHD FLOOD

OFF

COPILOT OVHD FLOOD

OFF

INSTR INDIRECT

OFF ANN PUSH BRT

BRT BRT BRT BRT

COPILOT FLIGHT INSTR OFF

COPILOT DISPLAYS

SIDE PANEL

OFF

OVHD PED & SUPANEL

OFF

DIM

Section 7

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Systems Description

FL07C 070220AA.AI


ON

MAXIMUM IAS KNOTS

OFF

ENSION RACT ENDED ACH FLAP N FLAP VERING

184 166 184 202 158 184

RNING IS INOPERATIVE STER SWITCH IS OFF. COMPASS IS ERRATIC NDSHIELD ANTI-ICE AND ONDITIONER AND/OR T BLOWER AND/OR LIGHTS ARE ON.

WARNING

7-19

Model B300/B300C

OVERHEAD LIGHT CONTROL PANEL(FL-538, FL-544 and After, except Model B300 (350i))

(FM-14 and After)

DC

20

10 60

0

VOLT

30 60

+

-AMP

BATT0 100

20 8040 60

DC% LOAD0 100

20 8040 60

DC% LOAD

L GEN R GEN

TPL FED

BAT

CTR

EXT PWR


20 30

40

10

0 PROP AMPS

GR EXTGR RETGR EXTAPPROFULL DMANEU

STALL WAWHEN MASTANDBYWHEN WI/OR AIR CHIGH VENLANDING

CABIN LIGHT

BRIGHT

FURN COFFEE

ONFSB ON

OFF OFF OFF

D I M

F U R N

O N

OPERATION LIMITATIONS:THE MARKINGS AND PLACARDS INSTALLED IN THIS AIRPLANE CONTAIN OPERATING LIMITATIONS WHICH MUST BE COMPLIED WITH WHEN OPERATING THIS AIRPLANE IN THE COMMUTER CATEGORY. OTHER OPERATING LIMITATIONS WHICH MUST BE COMPLIED WITH WHEN OPERATING THIS AIRPLANE IN THIS CATEGORY ARE CONTAINED IN THE AIRPLANE FLIGHT MANUAL. NO ACROBATIC MANEUVERS INCLUDING SPINS ARE APPROVED. THIS AIRPLANE APPROVED FOR VFR, IFR DAY AND NIGHT OPERATION AND IN ICING CONDITIONS.

OFF

MASTER PANEL LIGHTS

ON

PILOT FLIGHT INSTR OFF

BRT

PILOT DISPLAYS

BRT

PARK SLOW



BRT BRT BRT

FAST

PILOT OVHD FLOOD

OFF

COPILOT OVHD

FLOOD OFF

INSTR INDIRECT

OFF ANN PUSH BRT

BRT BRT BRT BRT

COPILOT FLIGHT INSTR OFF

COPILOT DISPLAYS

SIDE PANEL

OFF

OVHD PED & SUPANEL

OFF

DIM

November, 2012

Section 7

Systems Description Model B300/B300C

OVERHEAD LIGHT CONTROL PANELMODEL B300 (350I)

FL07C 091723AA.AI

DC

20

10 60

0

VOLT

30 60

+

-AMP

BATT0 100

20 8040 60

DC% LOAD0 100

20 8040 60

DC% LOAD

L GEN R GEN

TPL FED

BAT

CTR

EXT PWR


20 30

40

10

0 PROP AMPS


ON

MAXIMUM IAS KNOTS

OFF

GR EXTENSION GR RETRACT GR EXTENDED APPROACH FLAP FULL DN FLAP MANEUVERING

184 166 184 202 158 184

STALL WARNING IS INOPERATIVE WHEN MASTER SWITCH IS OFF. STANDBY COMPASS IS ERRATIC WHEN WINDSHIELD ANTI-ICE AND /OR AIR CONDITIONER AND/OR HIGH VENT BLOWER AND/OR LANDING LIGHTS ARE ON.

WARNING

CABIN LIGHT PAX

OFF OFF

D I M

OPERATION LIMITATIONS:THE MARKINGS AND PLACARDS INSTALLED IN THIS AIRPLANE CONTAIN OPERATING LIMITATIONS WHICH MUST BE COMPLIED WITH WHEN OPERATING THIS AIRPLANE IN THE COMMUTER CATEGORY. OTHER OPERATING LIMITATIONS WHICH MUST BE COMPLIED WITH WHEN OPERATING THIS AIRPLANE IN THIS CATEGORY ARE CONTAINED IN THE AIRPLANE FLIGHT MANUAL. NO ACROBATIC MANEUVERS INCLUDING SPINS ARE APPROVED. THIS AIRPLANE APPROVED FOR VFR, IFR DAY AND NIGHT OPERATION AND IN ICING CONDITIONS.

OFF

PILOT INSTR PNL OFF

BRT

PILOT DISPLAYS

BRT

PARK SLOW



BRT BRT BRT

FAST

PILOT OVHD FLOOD

OFF

COPILOT OVHD

FLOOD OFF

INSTR INDIRECT

OFF ANNUN PUSH BRT

BRT BRT BRT BRT

COPILOT INSTR PNL OFF

COPILOT DISPLAYS

SIDE PANEL

OFF

OVHD PED & SUBPANEL

OFF

DIM

MASTER PANEL LIGHTS

ON

ON

ENTRY LIGHTSNO SMK

FSBO F F

FSB

INTERIOR MASTER

ON

7-20 November, 2012

Section 7

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Model B300/B300C Systems Description

FUEL CONTROL PANEL

FL07C 061077AA.AI

LEFT RIGHT

7-21November, 2012

Section 7


RIGHT CIRCUIT BREAKER PANEL(FL-493, FL-500 thru FL-543, except FL-538)

FL07C 045030AB.AI

* OPTIONAL/IF INSTALLED

7-22 November, 2012

Section 7

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RIGHT CIRCUIT BREAKER PANEL(FL-538, FL-544 and After, except Model B300 (350i))

(FM-14 and After)(IF EGPWS IS INSTALLED)

FL07C 070221AA.AI

7-23November, 2012

Section 7


RIGHT CIRCUIT BREAKER PANEL(FL-538, FL-544 and After, except Model B300 (350i))

(FM-14 and After))(IF TAWS+ IS INSTALLED)

7-24 November, 2012

Section 7

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RIGHT CIRCUIT BREAKER PANELMODEL B300 (350I)

FL07C 091726AA.AI

7-25November, 2012

Section 7


TYPICAL PEDESTAL

BY07C 084360AA.AI

PEDESTAL DBU-5000

PEDESTAL DBU-4100

7-26 November, 2012


Model B300/B300C

7-27

GROUND CONTROL

Direct linkage from the rudder pedals allows for nose wheel steering.

FLAPS

The flaps are operated by a sliding switch handle on the pedestal just below thecondition levers. Flap travel is registered on an electric indicator on top of thepedestal. Three detents provide for quick selection of UP, TAKEOFF ANDAPPROACH, and DOWN positions. The flaps cannot be stopped in an intermedi-ate position. A safety mechanism is provided to disconnect power to the electricflap motor in the event of a malfunction which would cause any flap to be three tosix degrees out of phase with the other flaps.

The flap-motor power circuit is protected by a 20-ampere flap-motor circuitbreaker placarded FLAP MOTOR, located on the right circuit breaker panel. A 5-ampere circuit breaker for the control circuit (placarded FLAP IND & CONTROL)is also located on this panel.

LANDING GEAR

The nose and main landing gear assemblies are retracted and extended hydrau-lically.

For manual extension of the landing gear, a lever is located on the floor on thepilot’s side of the pedestal.

The hydraulic landing gear is actuated by a switch placarded LDG GEAR CON-TROL - UP - DN located on the pilot’s right subpanel. The LDG GEAR CON-TROL must be pulled out of a detent prior to moving it to the UP or DN position.An overload protection circuit protects the system from electrical overload.

Safety switches on the main gear open the control circuit when the strut is com-pressed. This prevents the LDG GEAR CONTROL from being raised when theairplane is on the ground. The safety mechanism automatically disengages whenthe airplane leaves the ground, and can be overridden by pressing down on thered DOWN LOCK REL button located to the left of the LDG GEAR CONTROL.Never move the LDG GEAR CONTROL out of the DN detent while the airplane ison the ground. If it is, the landing gear warning horn will sound intermittently anda red indicator light located in the LDG GEAR CONTROL will illuminate (providedthe BAT SWITCH is ON), indicating the gear is in transit or not locked, also warn-ing the pilot to return the LDG GEAR CONTROL to the DN position. This light willalso illuminate when the landing gear warning horn is actuated. The red LDGGEAR CONTROL light may be checked by pressing the HD LT TEST buttonlocated to the right of the LDG GEAR CONTROL. The warning horn and the LDGGEAR CONTROL light are tested by actuation of the LDG GEAR WARN TEST-OFF switch.

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In flight, as the landing gear moves to the full down position, the down lockswitches are actuated and interrupt current to the pump motor. When the red in-transit light in the LDG GEAR CONTROL extinguishes, the landing gear are inthe fully retracted or extended position. Hydraulic system pressure maintains thegear in the up position.

A caution annunciator, placarded HYD FLUID LOW, in the caution/advisory/sta-tus annunciator panel will illuminate whenever the hydraulic fluid in the powerpack is low.

Visual indication of landing gear position is provided by individual green GEARDOWN annunciators NOSE - L - R on the pilot’s right subpanel. The greenannunciators may be checked by pressing the annunciator’s cap.

HYDRAULIC SYSTEM

The system is powered by an electric motor-driven pump and requires approxi-mately six seconds to operate the gear to either the up or down position. Thegear is held in the retracted position by system pressure. A recharging of theaccumulator may be expected a few minutes after retraction; additional recharg-ing may occur during the flight. When extended, the landing gear is mechanicallylocked in the down position.

LANDING GEAR WARNING SYSTEM

The landing gear warning system is provided to warn the pilot that the landinggear is not down and locked during specific flight regimes. Various warningmodes result, depending upon the position of the flaps.

With the FLAPS in either the UP or APPROACH position and either or bothpower levers retarded below approximately 85% N1, the warning horn will soundintermittently and the LDG GEAR CONTROL lights will illuminate. The horn canbe silenced by pressing the GEAR WARN SILENCE button located on the leftpower lever. The lights in the LDG GEAR CONTROL cannot be extinguished.The landing gear warning system will be rearmed if the power lever(s) areadvanced sufficiently.

With the FLAPS beyond APPROACH position, the warning horn and LDG GEARCONTROL lights will be activated regardless of the power settings, and neithercan be cancelled.

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LANDING GEAR MANUAL EXTENSION

An alternate extension handle, placarded LANDING GEAR ALTERNATEEXTENSION, is located on the floor on the pilot’s side of the pedestal. To engagethe system, pull the LANDING GEAR RELAY circuit breaker, located to the left ofthe LDG GEAR CONTROL on the pilot’s right subpanel, and ensure that the LDGGEAR CONTROL is in the DN position. Remove the alternate extension handlefrom the securing clip and pump up and down. While pumping, do not lower thehandle below the level of the securing clip during the down stroke as this willallow accumulated hydraulic pressure to bleed off. Continue the pumping actionuntil the three green gear-down annunciators are illuminated and further resis-tance is felt, then stow the handle in the securing clip. If one or more gear-downannunciators do not illuminate, the alternate extension handle must not bestowed. Instead, leave it at the top of the up stroke. Continue to pump the handlewhen conditions permit until the gear is mechanically secured after landing.Refer to LANDING GEAR MANUAL EXTENSION in Section 3A, ABNORMALPROCEDURES. If any of the following conditions exist, it is likely that an unsafegear indication is due to an unsafe gear and is not a false indication.

1. The inoperative gear down annunciator illuminates when tested.

2. The red lights in the handle are illuminated.

3. The gear warning horn sounds when one or both power levers are retardedbelow 85% N1.

After a practice manual extension of the landing gear, the gear may be retractedhydraulically. Refer to LANDING GEAR RETRACTION AFTER PRACTICEMANUAL EXTENSION in Section 4, NORMAL PROCEDURES.

BRAKE SYSTEM

The dual hydraulic brakes are operated by depressing the toe portion of eitherthe pilot’s or copilot’s rudder pedals. The parking brake control is located belowthe pilot’s left subpanel. After the pilot’s brake pedals have been depressed tobuild up pressure in the brake lines, both valves can be closed simultaneously bypulling out the parking brake handle. This retains the pressure in the brake lines.The parking brake is released by depressing the pedals briefly to equalize thepressure on both sides of the valve, then pushing the parking brake handle in toopen the valve.

TIRES

The main gear is equipped with dual 19 x 6.75-8, 10-ply-rated, tubeless tires.

The nose gear is equipped with a 22 x 6.75-10, 8-ply-rated, tubeless tire.

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BAGGAGE COMPARTMENT (B300)

The entire aft-cabin area (which is aft of the foyer) may be utilized as a baggagecompartment. A nylon web is provided for the restraining of loose items. (See"Dimensional and Loading Data" and "Seating Configuration Payload Locations"in Section 6, WEIGHT AND BALANCE/ EQUIPMENT LIST.)

Unless authorized by applicable Department of Transporta-tion Regulations, do not carry hazardous material any-where in the airplane.

Do not carry children in the baggage compartment unlesssecured in a seat.

Baggage and other objects must be secured by webs inorder to prevent shifting in turbulent air.

BAGGAGE COMPARTMENT (B300C)

A separate baggage compartment is provided aft of the passenger compartment,and is separated from the passenger area by a partition. The toilet is located onthe aft wall of the baggage compartment. A nylon web is provided for the restrain-ing of loose items. (See "Dimensional and Loading Data" and "Seating Configu-ration Payload Locations" in Section 6, WEIGHT AND BALANCE/EQUIPMENTLIST.)

Unless authorized by applicable Department of Transporta-tion Regulations, do not carry hazardous material any-where in the airplane.

Do not carry children in the baggage compartment unlesssecured in a seat.

Baggage and other objects must be secured by webs inorder to prevent shifting in turbulent air.

SEATS, SEATBELTS, AND SHOULDER HARNESSES

SEATS

COCKPIT

The pilot and copilot seats are adjustable fore, aft, and vertically by the use ofrelease levers located beneath the seats. The angle of the seat is adjustable bydepressing the release lever on the side of the seat. The armrests incorporateboth angular adjustment and vertical stowing. To stow the armrest, release thelever on its forward end, then rotate the armrest aft to the vertical position.

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LUMBAR SEATS

The firmness of the lower seat back may be controlled by utilizing a buttonlocated on the lower inboard side of the seat back. After adjusting the seat backto a comfortable position, move forward on the seat to remove all the weight fromthe seat back. Hold the button in until the support fully inflates, release the buttonand lean back in the seat. If the support is too firm, hold the button in until thedesired degree of firmness is obtained.

CABIN

Passenger seats are installed on continuous tracks mounted on the floor and areplacarded FRONT OR AFT FACING on the horizontal leg cross brace. All pas-senger seats, whether front or aft facing, are equipped with adjustable headrestsand shoulder harnesses.

Passenger seats are adjustable fore and aft (7 inches (17.8 cm)), and laterally (21/2 inches (6.35 cm)), with seat backs that also may be adjusted for maximumcomfort. Some passenger seats may also be swiveled through approximately 45degrees for passenger comfort. All adjustments are accomplished by means of a2-position lever located on the forward face of the inboard arm rest of each seat,and a button located on the inboard side of the armrest. Moving the 2-positionlever upward releases the seat latches to allow for fore-and-aft and/or lateraladjustment. Releasing the lever locks the seat in the desired position. The seatback is adjusted by depressing the button on the armrest, placing the seat backin the desired position (by leaning against the seat back), then releasing the but-ton. When no weight is applied to the seat back and the button is depressed, theseat back will return to the upright position.

For takeoff and landing, each occupied forward-facing seatmust be located in full aft and full outboard position withseat back upright.

For takeoff and landing, each occupied aft-facing seat mustbe located in full forward and full outboard position withseat back upright and headrest extended to support occu-pant’s head.

The inboard armrest on each seat can be stowed if desired. To stow, lift the arm-rest to the full-up position, which unlatches the mechanism, then lower the arm-rest to the stowed position. To use the armrest, simply raise it to the full-upposition and allow it to settle slightly to the locked position.

NOTEIf the armrest will not lock in the up position, cycle it fullydown and back to the up position in order to reset the lock-ing mechanism.

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ELECTRIC SEAT HEATERS (350i) (IF INSTALLED)

Cabin seats are equipped with an electric heating element located inside the seatcushion and another heating element located in the lumbar area of the seat back.

Two switches, located on the outboard side of the armrest, control the tempera-ture settings (HI, MED, LO, and OFF) of the heaters. Each switch has a LightEmitting Diode (LED) image of the seat which shows the applicable heater loca-tion(s) and temperature setting(s). The Seat and Lumbar switch commands tem-perature settings for both heaters simultaneously. The Lumbar Only switchcommands temperature settings for the lumbar heater only.

The seat heaters can also be controlled by the Cabin Management System(CMS) by accessing the programmable switch (PSW) adjacent to each seat. ThePSW provides a graphical status of the activated heaters and indicates the tem-perature setting in red bars.

A control module facilitates control of the two heaters, provides thermostat feed-back, on-board self-test diagnostics, and automatically shuts off the heating ele-ments after one hour. The INTERIOR MASTER switch must be ON, for the seatheaters to operate.

LIFE VESTS (350i)

Life vests are located inside each cabin seat cushion. To access the life vest, pullup on the front of the seat cushion and slide the life vest out.

A single life vest is located in the lavatory inside a drawer below the toilet.

FOYER (B300)

A hinged seat-cushion mounted on the top of the toilet forms an extra passengerseat when the toilet is not is use.

BAGGAGE COMPARTMENT (B300C)

A hinged seat-cushion mounted on the top of the toilet forms an extra passengerseat when the toilet is not is use.

SEATBELTS

Every seat in the airplane is equipped with a seatbelt. The fore and aft facingseats also have shoulder harnesses.

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SHOULDER HARNESSES

COCKPIT

The shoulder harness installation for the pilot and copilot seats consists of a Y-strap mounted to an inertia reel located in the lower seat back. One strap is wornover each shoulder and terminates with a fitting which inserts into a rotarybuckle. The shoulder harness straps and inboard lap belt are released simultane-ously by rotating the buckle release 1/8 of a turn in a clockwise direction.

CABIN

The shoulder harness is worn diagonally and runs from the shoulder to the hiparea where it is secured by hooking the metal fastener around the securing studon the male half of the seatbelt buckle.

DOORS AND EXITS

AIRSTAIR ENTRANCE DOOR (B300)

Only one person should be on the airstair door stairway atany one time.

The door locking mechanism is operated by rotating either the outside or theinside door handle, both of which move simultaneously.

When unlocking the door, the release button adjacent to the door handle must beheld depressed before the handle can be rotated to unlock the door. As an addi-tional safety measure, a differential pressure-sensitive diaphragm is incorporatedinto the release button mechanism.

Never attempt to unlock or even check the security of thedoor in flight.

If the DOOR UNLOCKED annunciator illuminates in flight,or if the pilot has any reason to suspect that the door maynot be securely locked, the cabin pressure should bereduced to the lowest practical value (considering altitudefirst), and all occupants instructed to remain seated withtheir seatbelts fastened. After the airplane has made a full-stop landing and the cabin has been depressurized, only acrew member should check the security of the airstair door.

To close the door from outside the airplane, lift the free end of the airstair doorand push it up against the door frame as far as possible. Next, rotate the handleclockwise; this will allow the airstair door to move into the closed position. Then

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rotate the handle counterclockwise as far as it will go. The release button shouldpop out, and the handle should be pointing aft. Check the security of the airstairdoor by attempting to rotate the handle clockwise without depressing the releasebutton; the handle should not move.

To close the door from inside the airplane, grasp the handrail cable and pull theairstair door up against the door frame. Then grasp the handle and rotate it coun-terclockwise as far as possible, continuing to pull inward on the door and thusallowing the door to move into the closed position. Next, rotate the handle clock-wise as far as it will go. The release button should pop out, and the handle shouldbe pointing down. Check the security of the airstair door by attempting to rotatethe handle counterclockwise without depressing the release button; the handleshould not move. Next, lift the folded stairstep that is just below the door handle.Ensure the safety lock is in position around the diaphragm shaft when the handleis in the locked position. This area is observable by depressing a red switch nearthe window that illuminates a lamp inside the door. If the arm is properly posi-tioned around the shaft, proceed to check the indication in each of the visualinspection ports located near each corner of the door. Ensure the green stripepainted on the latch bolt is aligned with the black pointer in the visual inspectionport. Upper door hook engagement is checked by viewing the hooks through twoinspection openings in the headliner just above the fore and aft upper corners ofthe door. The hook engagement areas are illuminated by depressing the CABINDOOR HOOK, OBSV LT SW located between the two inspection openings in theheadliner. Perform the "Airstair Door Annunciator Circuitry Check" in Section 4,NORMAL PROCEDURES, prior to the first flight of the day. If any condition spec-ified in this door-locking procedure is not met, DO NOT TAKE OFF.

AIRSTAIR ENTRANCE DOOR (B300C)

The airstair door is built into the cargo door. It is hinged at the bottom, and swingsdownward when opened. It has a stairway built onto the inboard side. Two of thestairsteps fold flat against the door when the door is closed. When the door isopened, a self-storing platform automatically folds down over the door sill to pro-tect the rubber door seal. A hydraulic damper ensures that the door will swingdown slowly when it opens. While the door is open, it is supported by a plastic-encased cable, which also serves as a handrail. Additionally, this cable is utilizedwhen closing the door from inside the airplane. An inflatable rubber seal isinstalled around the perimeter of the door, and seats against the door frame asthe door is closed. When the cabin is pressurized, air seeps into the rubber sealthrough small holes in the outboard side of the seal. The higher the cabin differ-ential pressure, the more the seal inflates. This is a passive-seal system with nomechanical connection to a bleed air source. The outside door handle can belocked with a key, for security of the airplane on the ground.

Only one person should be on the airstair door stairway atany one time.

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The door locking mechanism is operated by rotating either the outside or theinside door handle, both of which move simultaneously. Three hollow, crescentlatches on each side of the door rotate to capture or release latch posts mountedin the cargo door to secure the airstair door. When latched, the airstair doorbecomes an integral part of the cargo door.

Whether unlocking the door from the outside or the inside, the release buttonadjacent to the door handle must be held depressed before the handle can berotated (counterclockwise from inside the airplane, clockwise from outside) tounlock the door. Consequently, unlocking the door is a two-hand operationrequiring deliberate action. The release button acts as a safety device to helpprevent accidental opening of the door. As an additional safety measure, a differ-ential-pressure-sensitive diaphragm is incorporated into the release-buttonmechanism. The outboard side of the diaphragm is open to atmospheric pres-sure, the inboard side to cabin air pressure. As the cabin-to-atmospheric pres-sure differential increases, it becomes increasingly difficult to depress the releasebutton, because the diaphragm moves inboard when either the outboard orinside release button is depressed.

Never attempt to unlock or even check the security of thedoor in flight.

If the DOOR UNLOCKED annunciator illuminates in flight,or if the pilot has any reason whatever to suspect that thedoor may not be securely locked, the cabin should bedepressurized (after first considering altitude), and alloccupants instructed to remain seated with their seatbeltsfastened. After the airplane has made a full-stop landingand the cabin has been depressurized, only a crew mem-ber should check the security of the airstair door and thecargo door.

To close the door from outside the airplane, lift up the free end of the airstair doorand push it up against the door frame as far as possible. Then grasp the handlewith one hand and rotate it clockwise as far as it will go. The door will then moveinto the closed position. Then rotate the handle counterclockwise as far as it willgo. The release button should pop out, and the handle should be pointing aft.Check the security of the door by attempting to rotate the handle clockwise with-out depressing the release button; the handle should not move.

To close the door from inside the airplane, grasp the handrail cable and pull theairstair door up against the door frame. Then grasp the handle with one hand androtate it counterclockwise as far as it will go, continuing to pull inward on thedoor. The door will then move into the closed position. Then turn the handleclockwise as far as it will go. The release button should pop out, and the handleshould be pointing down. Check the security of the door by attempting to rotatethe handle counterclockwise without depressing the release button; the handleshould not move. Next, lift the second folded airstep below the door handle. A

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placard adjacent to the round observation window advises the observer that thesafety lock arm should be in position around the diaphragm shaft (plunger) whenthe handle is in the locked position. The placard also presents a diagram show-ing how the arm and shaft should be positioned. A red push-button switch nearthe window turns on a lamp inside the door, which illuminates the area observ-able through the window. If the arm is properly positioned around the shaft, pro-ceed to check the orange stripe on each of the six rotary latches (three on eachside of the airstair door) and ensure each is aligned with the notch in the plate onthe door frame. Finally, turn the battery switch ON and check the warning annun-ciator panel in the cockpit; ensure that the red DOOR UNLOCKED annunciator isextinguished. It will illuminate when the battery switch is ON and the airstair dooris not closed and securely latched. With the battery switch OFF and the airstairdoor closed but not latched, the DOOR UNLOCKED annunciator will illuminate. Ifany condition specified in this door-latching procedure is not met, DO NOT TAKEOFF.

CARGO DOOR (B300C)

A large, swing-up cargo door, hinged at the top, provides access for the loadingof large items. The cargo door latch system is operated by two handles: one inthe upper aft area of the door, and the other in the lower forward area of the door.Two separate access covers must be opened in order to operate the two han-dles. In order to move the upper aft handle out of the latched position, depressthe black release button in the handle and rotate the yellow handle upward as faras it will go. This movement is transmitted via cables to two hollow, crescentlatches on the forward side and two on the aft side of the cargo door. The latchesrotate to release latch posts mounted in the cargo door frame.

In order to move the lower latch handle out of the CLOSED position (forward), liftthe orange lock hook from the stud on the yellow latch handle, and rotate thehandle aft as far as it will go. This movement is transmitted via linkage to fourlatch pins on the bottom of the cargo door. The pins move aft to disengage latchlugs mounted at the bottom of the cargo door frame.

After unlatching the bottom latch pins, close the forwardlatch handle access cover. If this cover is left open, it willrotate on its hinge until a portion of it extends below thebottom of the cargo door when the cargo door is opened.Then, when the cargo door is subsequently closed, theaccess cover will be broken.

To open the cargo door after it is unlatched, push out on the bottom of the door.After the cargo door is manually opened a few feet, gas springs take over andraise the door to the fully open position.

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To close the cargo door, pull it down and inboard. The gas springs will resist theclosing effort until the door is only open a few feet. Then, as the springs moveover center, they begin applying a closing force to the door.

An inflatable rubber seal is installed around the perimeter of the cargo door, andseats against the door frame when closed. When the cabin is pressurized, airseeps into the rubber seal through small holes in the outboard side of the seal.The higher the cabin differential pressure, the more the seal inflates. This is apassive-seal system and has no mechanical connection to a bleed air source.

There are no latch handles on the outside of the cargo door, so it can be openedand closed from inside the airplane only.

To latch the cargo door after it is closed, rotate the lower forward latch handle for-ward until the orange lock hook engages the stud on the handle. Check the secu-rity of this handle by attempting to move it aft without raising the lock hook; itshould not move. Close the access cover. Next, check the observation window atthe lower aft corner of the cargo door. Ensure that the orange stripe on the latchpin linkage is aligned with the orange pointer in the observation window.

Next, rotate the upper aft latch handle down until the black release button popsup. Check the security of this handle by attempting to pull it out and up withoutdepressing the release button; it should not move. Close the access cover. Then,ensure that the orange stripe on each of the four rotary latches (two on each sideof the cargo door) is aligned with the notch in the plate on the door frame. Finally,check the warning annunciator panel in the cockpit and ensure that the redDOOR UNLOCKED annunciator is extinguished. With the battery switch ON, itwill be illuminated if either the airstair door or the cargo door is open. With thebattery switch OFF, it will be illuminated only if the airstair door is closed but notsecurely latched. Perform the "Airstair Door/Cargo Door Circuitry Check" in Sec-tion 4, NORMAL PROCEDURES, prior to the first flight of the day. If any condi-tion specified in this door-latching procedures is not met, DO NOT TAKE OFF.

EMERGENCY EXITS

The emergency exit doors are located on the left and right side of the fuselage atthe forward ends of the passenger compartment. From the inside, the doors arereleased with a pull-down handle, placarded EXIT-PULL. From the outside, thedoors are released with a flush-mounted, pull-out handle. The nonhinged, plug-type doors can be removed completely from the frame into the cabin when thelatches are released.

The doors can be locked so that they cannot be removed or opened from the out-side using the flush-mounted pull-out handle. The doors are locked when thelock-levers (inside) are in the down or locked position. Locking the doors is forsecurity when the airplane is parked. The lock-levers should be in the up orunlocked position prior to flight, to allow removal of the doors from the outside inthe event of an emergency. Removal of the doors from the inside is possible atall times using the EXIT-PULL handles, since these handles are not locked by

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the lock-levers. Exit lock placards are placed on the lock-levers so that they canbe read when the levers are in the locked position.

WINDOWS

COCKPIT SUN VISORS

OPERATING INSTRUCTIONS 1. To Operate From Stowed Position:

a. Push straight back and allow to rotate down. Move along track todesired place and pivot out near windshield (or window), rotate knobclockwise to lock.

2. To Change Position:

a. Rotate knob counterclockwise to unlock, move to desired location andposition, then relock knob by turning clockwise.

3. To Stow:

a. Rotate knob counterclockwise to unlock, move along track to recessedarea of headliner, pivot up and press forward to allow catch to retain sunvisor assembly.

DIMMABLE CABIN WINDOW SHADES (350i)

Cabin windows are equipped with electrochromic shades that allow passengersto dim the cabin windows. The electrically dimmable panels are located betweenthe inboard dust cover and the outboard structural window system. The shadesare controlled by the Cabin Management System (CMS) and can be accessed bythe programmable switch (PSW) adjacent to each seat. The shades can be set toany five settings (Clear 0%, 25%, 50%, 75%, and Dark 100%). The shades utilizea pre-programmed settings when a Cabin Scene (Daytime, Nighttime, or Movie)is selected from the CMS.

When the CMS is powered on, the shades will default to Clear 0% setting. If theCMS is powered off (or loss of power), the shades will clear.

CONTROL LOCKS

Install the control locks in the following sequence:

1. Position the U-clamp around the engine control levers.

2. Move the control column as necessary to align the holes, then insert the L-shaped pin that is attached to the middle of the chain (approx.). The controlwheel position: full forward and rotated approximately 15° to the left.

3. Insert the L-shaped pin (attached to the end of the chain) through the holeprovided in the floor aft of the rudder pedals. The rudder pedals must becentered to align the hole in the rudder bellcrank with the hole in the floor.The pin is then inserted until the flange is resting against the floor. This willprevent any rudder movement.

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Before starting engines, remove the control locks, revers-ing the preceding procedure.

Remove the control locks before towing the airplane. Iftowed with a tug while the rudder lock is installed, seriousdamage to the steering linkage can result.

ENGINES

The Model B300/B300C is powered by two Pratt & Whitney Canada PT6A-60Aturboprop engines.

PROPULSION SYSTEM CONTROLS

The propulsion system is operated by three sets of controls; the power levers,propeller levers, and condition levers. The power levers serve to control enginepower. The condition levers control the flow of fuel at the fuel control outlet andselect fuel cutoff, low idle and high idle functions. The propeller levers are oper-ated conventionally and control the constant speed propellers through the pri-mary governor.

POWER LEVERS

The power levers provide control of engine power from idle through take-offpower by operation of the gas generator (N1) governor in the fuel control unit.Increasing N1 rpm results in increased engine power.

PROPELLER LEVERS

Each propeller lever adjusts the propeller governor, which results in an increaseor decrease of propeller rpm. For propeller feathering, each propeller leverreleases high pressure oil from the propeller allowing the counterweights andfeathering spring to change the pitch. Detents at the rear of lever travel preventinadvertent movement into the feathering range. In flight, the operating range is1450 to 1700 rpm.

CONDITION LEVERS

The condition levers have three positions; FUEL CUTOFF, LOW IDLE and HIGHIDLE. Each lever controls the fuel cutoff function of the fuel control unit and limitsidle speed at 62% N1 minimum for low idle, and 70% N1 minimum for high idle.

PROPELLER GROUND FINE OPERATION

The propeller ground fine operation is used to provide optimum deceleration onthe ground during landing by taking advantage of the maximum available propel-ler drag.

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Ground fine operation is accomplished by a gate position for the power levers inthe pedestal. The power levers must be retarded below the IDLE gate by raisingthem over the gate and retarding the levers to the GROUND FINE gate.

Power levers should not be moved to the GROUND FINEposition when the engines are not running as this willcause damage to the system.

PROPELLER REVERSING

When the power levers are lifted over the IDLE gate, they control engine powerthrough the GROUND FINE and REVERSE ranges.

Propeller reversing on unimproved surfaces should beaccomplished carefully to prevent propeller erosion fromreversed airflow and, in dusty or snowy conditions, to pre-vent obscuring the operator’s vision.

Condition levers, when set at HIGH IDLE, keep the engines operating at 70% N1

(minimum) for maximum reversing performance.

Power levers should not be moved into the reversing posi-tion when the engines are not running as this will causedamage to the reversing system.

FRICTION LOCKS

Four friction locks are located on the power quadrant of the pedestal.

ENGINE INSTRUMENTATION

Engine instrument design has incorporated currently approved green, yellow andred operating ranges and monitor time limits of each range to give the pilot avisual indication of engine parameters as they change.

Engine instruments are provided on the MFD at the top of the display. In theevent of an MFD failure, the selection of the reversionary switch to PFD will placethe engine instruments at the top of the pilot and copilot PFD.

• The ITT indicators

• The torquemeters

• The N2 (propeller) tachometers

• The N1 (gas generator) tachometers

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• The fuel flow indicators

• The oil temperature/oil pressure indicators

A propeller synchroscope is located in the upper right corner of the MFD, directlybelow the oil temperature digits. The synchroscope will translate to the right if theright engine is running faster and like wise to the left if the left engine is runningfaster. A series of non-moving white squares should be visible if the propellersare in sync.

PROPELLER SYNCHROPHASER

The propeller synchrophaser system is an electronic system certified for all oper-ations including takeoff and landing. The system automatically matches the RPMof both propellers and positions the propellers at a preset phase relationship inorder to reduce cabin noise.

Before engaging the system, manually set the RPM of each engine to within 10RPM of each other. When the prop sync switch is turned on, engagement willautomatically occur when the relative phase angle of the propellers is within 30×of the preset angle. When the system engages, both propeller speeds areincreased by one-half the holding range of the system. To maintain synchroniza-tion, the system increases the RPM of the slower propeller and simultaneouslyreduces the RPM of the faster propeller. The system will never reduce RPMbelow that selected by the propeller control lever.

To change RPM with the system ON, adjust both propeller controls by the sameamount. If the synchrophaser is ON but does not maintain synchronization, thesystem has reached the end of its range. Increasing the setting of the slow pro-peller, or reducing the setting of the fast propeller, will bring the speeds within thelimited synchrophaser range. If preferred, the synchrophaser switch may beturned OFF, the propellers re-synchronized manually, and the synchrophaserturned back ON.

ENGINE LUBRICATION SYSTEM

Engine oil, contained in an integral tank between the engine air intake and theaccessory case, cools as well as lubricates the engine. An oil radiator locatedinside the lower nacelle, keeps the engine oil temperature within the operatinglimits.

The lubrication system capacity per engine is 14 U.S. quarts or 3.5 U.S. gallons(13.2 liters). The drain and refill quantity is approximately 11 U.S. quarts (10.4liters) with 5 U.S. quarts (4.7 liters) measured on the dipstick for adding pur-poses.

MAGNETIC CHIP DETECTOR

A magnetic chip detector is installed in the bottom of each engine nose gearbox.This detector will activate an amber annunciator, L CHIP DETECT or R CHIPDETECT, to alert the pilot of possible metal contamination in the engine oil sup-ply. Illumination of a CHIP DETECT annunciator is not in itself cause for an

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7-42

engine to be shut down. Engine instruments should be monitored for abnormalindications. If parameters are abnormal, a precautionary shutdown may be madeat the pilot’s discretion. After illumination of a CHIP DETECT annunciator, causeof the malfunction should be determined and corrected prior to the next flight.

STARTING AND IGNITION SYSTEM

Each engine is started by a three-position switch located on the pilot’s left sub-panel placarded, IGNITION AND ENGINE START - LEFT - RIGHT - ON - OFF -STARTER ONLY. Moving the switch upward to the ON position activates boththe starter and ignition, and the appropriate IGNITION ON annunciator will illumi-nate. The starter drive action is stopped placing the switch in the center OFFposition. The STARTER ONLY position is used to motor the engine without igni-tion.

INDUCTION AIR SYSTEM

The PT6A-60A is a reverse-airflow engine.

ICE PROTECTION

ENGINE AIR INLET

Engine exhaust heat is utilized for heating the engine air inlet lips. Hot exhaust,picked up by a scoop inside the left exhaust stack is ducted to the inlet lip.Exhaust flows through the inside of the lip and out through the right exhauststack. The system operates whenever the engine is running.

ENGINE ANTI-ICE SYSTEM

An inertial separation system is built into each engine air duct to prevent moistureparticles from entering the engine inlet plenum under icing conditions. The sys-tem includes dual actuators and controls. The system is monitored by L and RENG ANTI-ICE (green) and L and R ENG ICE FAIL (amber) annunciators. Illumi-nation of the L and R ENG ANTI-ICE annunciators indicates that the system isactuated. Illumination of the L or R ENG ICE FAIL annunciators indicates that thesystem did not operate to the desired position. Immediate illumination of the L orR ENG ICE FAIL annunciator indicates loss of electrical power, whereas delayedillumination indicates an inoperative actuator. In either event, the STANDBYactuator should be selected.

AUTO IGNITION

The auto ignition system provides automatic ignition to prevent engine loss dueto combustion failure. This system is provided to ensure ignition during turbu-lence, and penetration of icing or precipitation conditions.

ENGINE COMPARTMENT FIRE DETECTION SYSTEM

The fire detection system is designed to provide an immediate warning in theevent of fire in either engine compartment. The system consists of a temperaturesensing cable for each engine; two red warning annunciators (located within the

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Model B300/B300C

7-43

glareshield eyebrow in the firewall fuel shutoff valve switches to the left and rightof the warning annunciator panel) placarded L and R ENGINE FIRE; two testswitches on the copilot’s left subpanel and two circuit breakers (located on theright side panel) placarded FIRE DETR. When the fire has been extinguished (ifthe integrity of the system has not been destroyed), the system will reset itself.

The test switches, on the copilot’s left subpanel, are placarded ENG FIRE TEST;DET, OFF, EXT; and LEFT and RIGHT. When either of the switches is placed inthe DET position, the corresponding ENG FIRE annunciator along with the flash-ing MASTER WARNING annunciator will illuminate and a red annunciation ofFIRE is visible in the ITT/TORQUE indicator for either engine on the MFD. Thesystem may be tested anytime, either on the ground or in flight.

ENGINE COMPARTMENT FIRE EXTINGUISHER SYSTEM

The system is powered by the LEFT and RIGHT ENG FIRE EXT circuit breakerslocated on the FUEL SYSTEM circuit breaker panel. The firewall fuel shutoffvalve switches are powered by the two FIREWALL VALVE circuit breakerslocated on the FUEL SYSTEM circuit breaker panel.

The system incorporates two sets of annunciator switches for each side of thesystem. The fire extinguisher switches placarded EXTINGUISHER PUSH andDISCHARGED are in the glareshield eyebrow to the left and right of the firewallfuel shutoff valve switches. The firewall fuel shutoff valve switches are placardedF/W VALVE PUSH and contain the ENG FIRE and CLOSED annunciators.These switches are located next to the fire extinguisher switches.

When either of the ENG FIRE annunciators illuminate and a red annunciation ofFIRE is visible in the ITT/TORQUE indicator for either engine on the MFD, theplastic guard over the switch should be lifted and the switch depressed. Whenthe switch is depressed, the CLOSED and the EXTINGUISHER PUSH annuncia-tors will illuminate. This indicates the firewall valve for that side is closed and theextinguisher for that side is armed. To discharge the extinguisher, raise the plas-tic cover (this cover is safetied) from the face of the fire extinguisher switch (illu-minated EXTINGUISHER PUSH) and depress the switch. This will completelydischarge the appropriate fire extinguisher cylinder and the DISCHARGEDannunciator will illuminate. This annunciator will remain illuminated (regardless ofthe position of the battery switch) until the expended cylinder has been replaced.

The test switches on the copilot’s left subpanel are placarded ENG FIRE TEST;DET, OFF, EXT; and LEFT and RIGHT. When either of the switches is placed inthe EXT position, the corresponding EXTINGUISHER PUSH and DISCHARGEDannunciators should illuminate. The system may be tested anytime, either on theground or in flight.

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PROPELLER SYSTEM

DESCRIPTION

Each engine is equipped with a conventional four-blade, full-feathering, constant-speed, counter-weighted, reversing, variable-pitch propeller mounted on the out-put shaft of the reduction gearbox. The propeller pitch and speed are controlledby engine oil pressure, through single-action, engine-driven propeller governors.Centrifugal counterweights, assisted by a feathering spring, move the bladestoward the low rpm (high pitch) position and into the feathered position. Governorboosted engine oil pressure moves the propeller to the high rpm (low pitch)hydraulic stop and reverse position. The propellers have no low rpm (high pitch)stops; this allows the blades to feather after engine shutdown.

Propeller tie-down boots are provided for use on the moored airplane to preventwindmilling at zero oil pressure.

LOW PITCH STOPS

The propeller control systems are equipped with flight idle and ground idle lowpitch stops. The flight idle low pitch stop is a mechanically actuated hydraulicstop. The ground idle low pitch stop is an electrically actuated stop controlled bya solenoid, which resets the governor beta valve to produce the desired bladeangle. Power is normally removed from the ground idle low pitch solenoid whenthe right squat switch is activated at liftoff. If a failure occurs in the system duringflight such that one or both of the ground idle low pitch solenoids are receiving 28volts for more than 10 seconds, the amber PROP GND SOL annunciator will illu-minate. With power supplied to a ground idle low pitch solenoid, the pitch of theassociated propeller will continue to decrease from the flight idle stop to theground idle stop when the propeller is no longer controlled by the governor, caus-ing an increase in disking drag and a yawing moment if only one propeller isaffected. Power can normally be removed from the solenoids by pulling thePROP GOV TEST circuit breaker. If this removes power from the solenoids, thePROP GND SOL annunciator will extinguish. During ground operations thePROP GND SOL annunciator is inhibited by the left squat switch.

The L or R PROP PITCH annunciators are provided to inform the pilot of a bladeangle more than 8° below the flight idle low pitch stop. The difference betweenthe flight idle and ground idle blade angles is approximately 10°. Therefore, innormal ground operation, these annunciators will be illuminated. The bladeangles will be automatically reset from the ground idle low pitch stop to the flightidle low pitch stop as the power levers are advanced above 68-70% N1 speed,and the L and R PROP PITCH annunciators will extinguish.

PROPELLER GOVERNORS

Two governors, a constant speed governor and an overspeed governor, controlthe propeller rpm. The constant speed governor controls the propeller through itsentire range. The propeller control lever controls the rpm of the propeller by

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Model B300/B300C

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means of this governor. If the constant speed governor should malfunction andprop RPM exceeds 1700 rpm, the overspeed governor releases oil from the pro-peller to keep the rpm from exceeding approximately 1768 rpm.

AUTOFEATHER SYSTEM

The automatic feathering system provides a means of immediately dumping oilfrom the propeller servo to enable the feathering spring and counterweights tostart the feathering action of the blades in the event of an engine failure.

Green AFX annunciators are displayed in the ITT/TORQUE indicator for eachengine on the MFD. Illumination of this annunciation indicates the respective sys-tem is armed and that the power lever is advanced above 90% N1.

A caution annunciator, placarded AUTOFTHER OFF, in the caution/advisory/sta-tus annunciator panel, will illuminate whenever the autofeather system is notarmed and the landing gear is extended.

FUEL SYSTEM

The fuel system consists of two separate systems connected by a valve-con-trolled crossfeed line. The fuel system for each engine is further divided into amain and auxiliary fuel system. The main system consists of a nacelle tank, twowing leading edge tanks, two box section bladder tanks, and an integral (wet cell)tank, all interconnected to flow into the nacelle tank by gravity. This system oftanks is filled from the filler located near the wing tip.

The auxiliary fuel system consists of a center section tank with its own filler open-ing, and an automatic fuel transfer system to transfer the fuel into the main fuelsystem.

When the auxiliary tanks are filled, they will be used first. During transfer of auxil-iary fuel, the nacelle tanks are maintained full. A check valve in the gravity feedline from the outboard wing prevents reverse fuel flow. Upon exhaustion of theauxiliary fuel, normal gravity transfer of the main wing fuel into the nacelle tankswill begin.

An anti-siphon valve is installed in each filler port which prevents loss of fuel orcollapse of a fuel cell bladder in the event of improper securing or loss of the fillercap.

The two systems are vented through a recessed ram vent coupled to a protrud-ing heated ram vent on the underside of the wing adjacent to the nacelle. Onevent is recessed to prevent icing and the protruding vent, added as a backup, isheated to prevent icing. A secondary air inlet is located on the underside of thewing near the tip.

FUEL PUMPS

The engine driven fuel pump (high pressure) is mounted on the accessory casein conjunction with the fuel control unit. Failure of this pump results in an immedi-ate flameout. The primary boost pump (low pressure) is also engine driven. This

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pump operates when the gas generator (N1) is turning and provides sufficientfuel pressure to the high pressure pump for all flight conditions except operationwith aviation gasoline above 20,000 feet altitude, and operation with crossfeed.

An electrically driven standby fuel pump (low pressure) performs three functions;as backup pump for use in the event of a primary fuel boost pump failure, withaviation gasoline, and for crossfeed operations. In the event of an inoperativestandby fuel pump, operation on aviation gasoline is prohibited and crossfeedcan only be accomplished from the side of the operative pump.

Electrical power to operate the standby fuel pumps is controlled by lever lock tog-gle switches, placarded STANDBY PUMP - ON - OFF, located on the fuel controlpanel.

In the event of a primary boost pump failure, the respective red FUEL PRES LOannunciator in the annunciator panel will illuminate. This annunciator illuminateswith pressure decreases below 10 ± 1 psi. The annunciator will be extinguishedby switching on the standby fuel pump on that side, thus increasing pressureabove 11 ± 2 psi.

Engine operation with the fuel pressure annunciator on islimited to 10 hours between overhaul, or replacement, ofthe engine driven fuel pump.

When using aviation gasoline, during climbs above 20,000 feet, the first indica-tion of insufficient fuel pressure will be an intermittent flicker of the FUEL PRESLO annunciators. A wide fluctuation of the fuel flow indicator may also be noted.These conditions can be eliminated by turning on the standby fuel pump.

AUXILIARY TANK FUEL TRANSFER SYSTEM

The auxiliary tank fuel transfer system automatically transfers the fuel from theauxiliary tank to the nacelle tank without pilot action. Transfer occurs when thereis fuel in the auxiliary tank, there is engine fuel pressure, and engine ignition isoff. Transfer stops when the auxiliary tank is empty (L or R NO FUEL XFRannunciator does not illuminate). If transfer stops with fuel in the auxiliary tank,the L or R NO FUEL XFR annunciator will illuminate. It is normal for fuel transferto stop when the FUEL PRES LO annunciator or the L or R IGNITION ON annun-ciator is illuminated or the engine is being crossfed.

USE OF AVIATION GASOLINE

If aviation gasoline must be used as an emergency fuel, it will be necessary todetermine how many hours the engines are operated on gasoline. Since the gas-oline is being mixed with the regular fuel, it is expedient to record the number ofgallons of gasoline taken aboard for each engine. Each engine is permitted 150hours of operation on aviation gasoline between overhauls.

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Model B300/B300C

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CROSSFEED

During single engine operation, it may become necessary to supply fuel to theoperative engine from the fuel system on the opposite side. The simplified cross-feed system is placarded for fuel selection with a diagram on the fuel controlpanel. Place the standby fuel pump switches in the OFF position when cross-feeding. A lever lock switch, placarded CROSSFEED FLOW, is moved from thecenter OFF position to the left or to the right, depending on direction of fuel flow.

FIREWALL FUEL SHUTOFF VALVES

The firewall fuel shutoff valve switches placarded F/W VALVE PUSH are locatedin the glareshield to the left and right of the warning annunciator panel. Theswitches contain two annunciators: ENG FIRE and CLOSED. The valves areclosed by depressing the switches and opened by depressing the switchesagain. The CLOSED annunciator illuminates to indicate that the valve is in theclosed position; extinguishes to indicate that the valve is in the open position; andflashes to indicate that the valve is not in the selected position. When eitherswitch is actuated to the closed position, the EXTINGUISHER PUSH annunciatorin the corresponding fire extinguisher switch illuminates to indicate that the fireextinguisher is armed.

FUEL DRAINS

During each preflight, the fuel drains should be drained to check for fuel contami-nation. There are six drains in each wing. They are located as follows:

FUEL PURGE SYSTEM

Engine compressor discharge air (P3 air) pressurizes a small purge tank. Duringengine shutdown, fuel manifold pressure subsides, thus allowing the engine fuelmanifold poppet valve to open. The purge tank pressure forces fuel out of theengine fuel manifold lines, through the nozzles, and into the combustion cham-ber. As the fuel is burned, a momentary surge in (N1) gas generator rpm shouldbe observed. The entire operation is automatic and requires no input from thecrew.

DRAINS LOCATION

Flush Fuel Drain Underside of wing forward of aileron

Gravity Line Drain Outboard of nacelle underside of wing

Fuel Drain Outboard of nacelle underside of wing

Strainer Drain Filter Drain Bottom of nacelle forward of wheel well

Inboard Fuel Tank Drain Underside of wing by wing root

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7-48

FUEL GAGING SYSTEM

The airplane is equipped with a capacitance type fuel quantity indication system.A maximum indication error of 3% full scale may be encountered in the system.The system is designed for the use of Jet A, Jet A1, JP-5 and JP-8 aviation kero-sene, and compensates for changes in fuel density due to temperature changes.If other fuels are used, the system will not indicate correctly. See OTHER PRO-CEDURES in Section 4 for instructions when using Jet B, JP-4, or aviation gaso-line.

The LEFT fuel quantity indicator on the fuel control panel indicates the amount offuel remaining in the left-side main fuel system tanks when the FUEL QUANTITYswitch is in the MAIN (center) position, and the amount of fuel remaining in theleft-side auxiliary fuel tank when the FUEL QUANTITY switch is in the AUXIL-IARY (lower) position. The RIGHT fuel quantity indicator indicates the sameinformation for the right-side fuel systems, depending upon the position of theFUEL QUANTITY switch. The gages are marked in pounds. The TEST (upper)position of the switch provides a test function of the L and R FUEL QTY annunci-ators.

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FUEL SYSTEM SCHEMATIC

FA02C 970514AA.AI

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7-50

ELECTRICAL SYSTEM

The primary electrical system of the Model B300/B300C is a 28-volt direct current(vdc) system.

DC SYSTEM

The power sources for the dc system include one battery and two generators.The generators are actually starter-generators which are used for engine startingand dc power generation when the engines are running. The airplane also hasprovisions for connecting a 28-vdc external power source to the airplane duringground operation. Power from these sources is distributed to the individual elec-trical loads with a multi-bus system which is shown schematically in the DCPower Distribution diagram. Each power source is electrically connected to thedistribution system through relays and line contactors. The buses are intercon-nected with bus tie relays and individual bus relays.A color-coded ring around each circuit breaker indicates the bus the circuitbreaker is connected to. The TPL FED and BAT bus circuit breakers are color-coded Yellow; L GEN bus circuit breakers are color-coded Blue; R GEN bus cir-cuit breakers are color-coded Green; and the STBY bus circuit breakers arecolor-coded Red.

BATTERY

The airplane battery is a 42-ampere-hour, sealed, lead-acid battery. The batteryis used for engine starting and as a final redundant power source if both genera-tors should be inoperative. The battery is controlled by a battery bus switch and abattery switch located in the pilot’s left subpanel master switch arrangement. Thebattery bus switch is placarded BAT BUS - NORM/EMER OFF and the batterycontrol switch is placarded BAT - OFF/ON. With both switches OFF, the batteryis disconnected from all electrical loads. The battery bus switch controls a remotecontrol circuit breaker which functions as a battery bus contactor. In the NORMposition, battery power is applied to the battery bus. This is the normal positionsince loads such as entry lights and clocks are powered from the battery bus.When the switch is in the EMER OFF position, the battery is isolated from thebattery bus.

The battery switch controls the battery relay and the battery bus tie. When thebattery switch is ON, the battery relay closes to apply power to the triple fed busand the battery bus tie closes to apply power to the center bus. In the OFF posi-tion, the battery relay and battery bus tie open to disconnect the battery from allbuses except the battery bus.

Battery current and voltage can be monitored with the battery ammeter and volt-meter located in the overhead instrument panel. To meet the battery durationtimes noted in the Dual Generator Emergency procedure, the battery charge cur-rent must be 10 amps or less prior to takeoff. Takeoff with a battery charge cur-rent above 10 amps is permitted at the discretion of the pilot.

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POWER DISTRIBUTION SCHEMATIC - DC

7-51November, 2012


7-52

AVIONICS/ELECTRICAL EQUIPMENT BUS CONNECTION

LEFT GENERATOR BUS

AVIONICS FURNISHINGS (Cont’d)

Pilot PFD Heater ENVIR Control***

DBU MCD***

TEL XCVR (If Installed)*** Fwd/Aft Monitor***

TEL RTER (If Installed)*** Seat Monitors***

XM R (If Installed)*** Seat Heaters, L (If Installed)***

ELECTRICAL CMS***

Bus Tie Power HDAV***

ENGINES Shades***

Chip Detector, L Cabinet***

DCU 1 Interiors Master Control***

EDC 1 LIGHTS

ENVIRONMENTAL FGP Lights

Bleed Air Control, R Landing, L

Blower, Cabin Fwd MFD & RTU Lights

Radiant Heat (Cargo Door Only) Nav Lights

ESIS No Smk, FSB, & Baggage

ESIS Battery Charge Pilot Cntl Instr Lights

FLIGHT CONTROLS Pilot PFD & DCP Lights

Flap Ind & Control Plt Flt Instr & Side Pnl Lights

Flap Motor Tail Flood Lights

FURNISHINGS WEATHER

Cigar Lighter Engine Anti-Ice, Standby, L

Furnishings Master Control** Fuel Vent, L

Inverter (Cabin Outlets)** Pilot Wdshld Anti-Ice Control

Refreshment Bar** Pilot Wdshld Anti-Ice Pwr

Prop Deice, Auto

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Model B300/B300C

7-53

RIGHT GENERATOR BUS

AVIONICS LIGHTS

EGPWS (If Installed) CDU 1/CDU 2

TAWS (If Installed) Copilot Instr Cntl

MFD Heater Copilot PFD & DCP Lts

ELECTRICAL Copilot Flight Instr Lts

Bus Tie Power, R Gen Landing, R

ENGINES Pedestal Light Control

Chip Detector, R Reading Lights

DCU 2 Recognition Lights

EDC 2 Strobe Lights

Prop Gov Test Subpnl, Ovhd, Cons Lts

Prop Sync WEATHER

ENVIRONMENTAL Brake Deice (If Installed)

Air Cond Clutch Copilot Windshield Anti-Ice

Blower, Cabin Aft Engine Anti-Ice, Stby, R

Blower, Cockpit Fuel Vent, R

FLIGHT CONTROLS Pitot Heat, R

Pitch Trim Stall Warn Heat

FURNISHINGS Window Defog

Toilet

Outlet Control***

Seat Heaters, R (If Installed)***

Inverter (Cabin Outlets)***

AVIONICS/ELECTRICAL EQUIPMENT BUS CONNECTION(Continued)

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7-54

TRIPLE-FED BUS

AVIONICS FLIGHT INSTRUMENTS

AHC 2 Secondary Outside Air Temp

Aural Warn FUEL

Avionics Master Aux Fuel XFR & Warn, L & R

Cabin Audio Crossfeed

CCP* Firewall Valve, L & R

DC Converter 2 Fuel Press Warn, L & R

FGC 1 Servo Fuel Qty, L & R

FGC 2 Servo Fuel Qty Warn, L & R

IAPS, L & R Stby Pump, L & R

MFD LANDING GEAR

Pilot Audio LDG Gear Control

Pilot Audio Control LIGHTS

Voice Rcdr Cabin Lights

ELECTRICAL Instrument Indirect Lights

Bus Tie Power WARNINGS/ANNUNCIATORS

Gen Reset Annunciator Ind

ENGINES Annunciator Power

Autofeather Avionics Annunciator

DCU 1 and 2 Secondary Bleed Air Warning, L & R

Fire Detect, L & R Ldg Gear Ind

Ignitor Power, L & R Ldg Gear Warn

Oil Press, L & R Oil Press Warn, L & R

Start Control, L & R Stall Warn

Torque Meter, L & R WEATHER

ENVIRONMENTAL Eng Anti-Ice, Main, L & R

Bleed Air Control, L Manual Prop Deice Cont

Cabin Alt High Pitot Heat, L

Cabin Diff Press Surface Deice

Oxygen Control Wshd Wiper

Press Control

Temp Control


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Model B300/B300C

7-55

CENTER BUS

ELECTRICAL LANDING GEAR

Bus Tie Control Landing Gear Motor

Bus Tie Indicator LIGHTS

Bus Tie Power Beacon Lights

Test Jack Ice Lights

ENVIRONMENTAL Taxi Lights

Condenser Blower WEATHER

Elec Heat Man Prop Deice, L & R

ESIS BATTERY BUS

ESIS Bus Control ESIS Lights

ESIS Disp HDG Snsr

BATTERY BUS DUAL-FED BUS

ELECTRICAL ENGINES

Avionics Eng Fire Ext, L

Bat Relay Eng Fire Ext, R

Bat Bus Cont LIGHTS

Gnd Com Cabin Entry Lts

Gnd Heat

LEFT GENERATOR AVIONICS BUS RIGHT GENERATOR AVIONICS BUS


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7-56

AVIONICS AVIONICS

CDU 1 ADC 2

DIALER** AHC 2

DME 1 ATC 2

FSU* CDU 2 (If Installed)

FSU FAN* COM 2

GPS 1 COM 3 (If Installed)*

HF ANT (If Installed) Copilot Audio

HF COM (If Installed) Copilot Audio Control

Radar Copilot DCP

SELCAL (If Installed) Copilot PFD

TCAS Copilot PFD Heater

TEL (If Installed)** CMU (If Installed)*

ENVIRONMENTAL DME 2 (If Installed)

Nose Equipment Cooling GPS 2 (If Installed)

TRIPLE-FED AVIONICS BUS NAV 2

AVIONICS Radio Altimeter

ADC 1 XM WX (If Installed)*

AHC 1 ENVIRONMENTAL

AHC 1 Secondary Flight Instr Pnl Cooling

ATC 1 IEC

COM 1

DC Converter 1

NAV 1

Pilot DCP

Pilot PFD

RTU

* FL-538, FL-544 and after; FM-14 and after

** Not Applicable for 350i airplanes

*** Applicable for 350i airplanes only


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Model B300/B300C

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GENERATORS

The engine generators are rated at 300 amps. Individual control switches areprovided in the pilot’s left subpanel. The control switch for the left generator isplacarded L GEN - OFF/ON/GEN RESET. The control switch for the right gener-ator is placarded R GEN - OFF/ON/GEN RESET. The generators are self-excited and do not require battery power for operation. To bring the generatorson line, the generator switch should be momentarily placed in the GEN RESETposition, then released to ON. In the GEN RESET position, the generator voltagebuilds up to 28 volts and the line contactor is open. When the generator switch isreleased to ON, the line contactor is allowed to close.

The generators are controlled by generator control units which provide voltageregulation, differential voltage, reverse current protection, paralleling, cross startcurrent limiting, and over voltage protection. The voltage regulation circuit con-trols the generator to maintain a constant 28-volt output. The differential voltagecircuit senses the generator output and the center bus voltage, then controls theline contactor. When the generator voltage is within acceptable limits on the cen-ter bus voltage, the line contactor will close.

Reverse current protection circuitry opens the line contactor and disconnects thegenerator if a reverse current condition occurs. If the condition corrects itself, theline contactor will re-close automatically.

The paralleling circuit provides load equalization between the generators. Thecross start current limiting circuit limits the generator output during engine crossstart operation.

The over voltage protection circuit senses the generator output voltage and de-excites the generator and opens the line contactor if an over voltage occurs. Ifthe generator is disconnected for over voltage, it will be necessary to select GENRESET, then ON to reset the generator.

L DC GEN and R DC GEN caution annunciators are provided. Illumination of theL or R DC GEN annunciator indicates that the line contactor is open and the gen-erator is off line. Loadmeters in the overhead instrument panel indicate the loadapplied to each generator as a percent of generator rating.

EXTERNAL POWER

The external power receptacle located under the right wing outboard of thenacelle is provided to facilitate connecting a 28-vdc external power unit to the air-plane electrical system. A control switch, placarded EXT PWR - ON/OFF -RESET is located in the pilot’s left subpanel and controls the external powerrelay. The external power relay will close when the switch is in the ON position. Itis recommended that the battery be on line whenever the external power is inuse. Before selecting EXT PWR - ON, the airplane voltmeter in the overheadinstrument panel should be used to verify that the external power voltage iswithin acceptable limits (28.0 - 28.4 volts).

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7-58

Reverse polarity protection and over voltage protection are provided. Thereverse polarity protection circuit prevents the external power relay from closing ifthe external power polarity is different than the airplane electrical system. Theover voltage protection circuit opens the external power relay to electrically dis-connect the external power from the airplane if an over voltage occurs. After anover voltage disconnection occurs, it is necessary to turn off the external powercontrol switch to reset the over voltage circuit.

The EXT PWR caution annunciator is provided to indicate the state of the exter-nal power. Steady illumination of the EXT PWR caution annunciator indicatesthat the external power is electrically connected and supplying power to the air-plane electrical system. A flashing EXT PWR caution annunciator indicates thatan external power plug is connected to the airplane, but the external power out-put voltage is low or the external power is electrically disconnected from the air-plane electrical system. Either condition should be corrected to prevent depletingthe battery.

BUS TIES

The generator buses are connected to the center bus with the left and right bustie relays. A three-position generator bus tie control switch is located in the pilot’ssubpanel. It is placarded GEN TIES - MAN CLOSE/NORM/OPEN. The OPENposition causes both the left and right bus tie relays to open and isolate the gen-erator buses from the center bus. The NORM position allows the automatic clo-sure of the left and right bus tie relays when either generator, or the externalpower comes on line. If the battery is the only source on line, both generator busties open to isolate the left and right generator bus loads from the battery. Equip-ment which remains operational during battery only operation is identified with awhite ring around the control switch. Momentarily selecting the MAN CLOSEposition during battery operation closes both generator bus ties to power the gen-erator buses from the battery. However, this will severely limit the battery dura-tion.

The battery bus tie connects the battery to the center bus. This bus tie is con-trolled by the battery switch. The battery bus tie closes when the battery switch isin the ON position, making the battery available for center bus loads or forrecharging.

Bus current sensors are installed which sense current to each generator busfrom the center bus and current to the center bus from the battery. If either gener-ator bus sensor senses a high current condition, it opens the corresponding bustie to isolate the bus. If the battery bus sensor senses a high battery dischargecurrent, it opens the battery bus tie to isolate the battery. The battery bus sensoris defeated during engine starts and landing gear operation. The bus current sen-sors are controlled with the three position bus sense control switch placardedBUS SENSE - RESET/NORM/TEST. Momentarily selecting the TEST positiontests the bus current sensors which cause the generator bus ties and battery tieto open. Momentarily selecting the RESET position resets the bus current sen-

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Model B300/B300C

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sors if they have been tripped either as a result of test or an actual high currentcondition.

L GEN TIE OPEN, R GEN TIE OPEN, and BAT TIE OPEN annunciators are pro-vided to indicate the positions of the bus ties. Illumination of these annunciatorsindicate that the corresponding bus tie is open. The MAN TIES CLOSE annunci-ator indicates that the generator bus ties have been manually closed during bat-tery operation and generator bus loads are applied to the battery.

AVIONICS RELAYS

There are three avionics buses which are electrically connected to the main dis-tribution system through avionics relays. The relays are controlled by a singleavionics control switch located in the pilot’s left outboard subpanel and placardedAVIONICS MASTER POWER - OFF.

The avionics relays are normally closed relays and apply power to the avionicsbuses when the relays are relaxed. Selecting AVIONICS MASTER POWER - ONopens the control circuit, allowing the relays to return to the normally closed posi-tions and apply power to the avionics buses. The OFF position of the avionicscontrol switch applies control power to the relays to disconnect the avionicsbuses. Power to control the avionics relays is provided from the AVIONICS MAS-TER circuit breaker in the right circuit breaker panel. If the avionics busesbecome disconnected as a result of a control circuit fault, the AVIONICS MAS-TER circuit breaker can be pulled to restore power.

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LIGHTING SYSTEMS

COCKPIT LIGHTS (350 & 350C)

An overhead light control panel, easily accessible to both pilot and copilot, incor-porates a functional arrangement of the lighting system controls. The panel alsoincorporates a switch placarded FSB ON-OFF which controls the seat belt atten-dant chimes. An optional three-position switch, placarded NO SMK FSB-OFF-FSB, is available in airplanes configured for smoking.

CABIN LIGHTS (350 & 350C)

The cabin indirect lights are controlled by a three-position switch located in theoverhead light control panel, placarded CABIN LIGHT-BRIGHT-DIM-OFF. Cabinlight intensity may also be controlled by a two-section (+increase/-decrease)touch switch. The touch switch is located in the center of the cabin headlinerapproximately midway between the exit signs.

When the cabin indirect light control switch is placed in the DIM position from theOFF position, the cabin indirect lights illuminate in the full bright mode and thedim control is enabled. The intensity of the cabin indirect lights may be changedby momentarily touching the appropriate section of the touch switch.

Placing the cabin light control switch in either the BRIGHT or OFF position willoverride the dim switch.

The aft compartment is illuminated by two reading lights in the headliner whichare illuminated by placing the aft cabin light switch to the BAGGAGE position.

A threshold light is located forward of the airstair door at floor level, and sparcover lights are located at floor level fore and aft of the spar cover. A switch adja-cent to the threshold light turns these lights on and off. This switch also turns theexterior entry light on and off. When the airstair door is closed, all the lights con-trolled by the threshold light switch will extinguish.

When the master switch is on, passengers may turn the individual reading lightsalong the top of the cabin on or off with a switch in the sidewall table locations.

Two exit lights (one in the forward cabin between the emergency exits, and onein the aft cabin at the airstair door) are installed in the center of the cabin head-liner. Each light is equipped with two light sources. One light source, which is illu-minated during normal operations, is powered from the airplane’s electricalsystem. The other light source is powered by internal batteries and is controlledby a three-position rocker switch (spring-loaded to the center position) placardedON-TEST/OFF-RESET. The light illuminates when the switch is momentarilyplaced in the ON-TEST position. The light extinguishes when the switch ismomentarily placed in the OFF-RESET position. An internal "g" switch automati-cally activates the light if rapid deceleration is sensed.

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Model B300/B300C

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SYSTEMS DESCRIPTION

LIGHTING SYSTEMS

CABIN LIGHTS (350 & 350C)

In the event the cabin indirect lights shut off, place the Cabin Light switch locatedon the overhead light control panel in the OFF position and then in the DIM orBRIGHT position.

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COCKPIT LIGHTS (350i)

The Overhead Light Control Panel, easily accessible to both pilot and copilot,incorporates a functional arrangement of the lighting system controls. The panelincorporates a switch placarded FSB ON-OFF which controls the fasten seat beltsigns and chime. An optional three-position switch, placarded NO SMK FSB-OFF-FSB, is available in airplanes configured for smoking.

The two pilot reading lights are controlled by the PILOT OVHD FLOOD and theCOPILOT OVHD FLOOD knobs. Rotating the control knobs increases ordecreases light intensity. Both pilot reading lights may be directionally adjustedby maneuvering the bezels. Rotating the bezels opens and closes an iris, whichadjusts the size of the light beam.

The panel also incorporates a switch placarded ENTRY LIGHTS. When pressed,the ON legend illuminates and the two baggage lights, the vestibule light, and theRH Fwd table light illuminates. The ENTRY LIGHTS switch is also controlled bythe Entry Light Panel located on the sidewall, aft of the airstair door.

CABIN LIGHTS (350i)

The cabin Light Emitting Diode (LED) lights are controlled by a three-positionswitch located in the Overhead Light Control Panel, placarded CABIN LIGHTPAX-DIM-OFF.

PAX MODE

Placing the CABIN LIGHT switch in the PAX mode when the CMS is not on, turnsoff all cabin lights.

Placing the CABIN LIGHT switch in the PAX mode during CMS operations, ren-ders functional control of the following cabin lights to the passengers via theCMS:

• Reading Lights (8)

• Table Lights (4)

• Cabin Downwash Lights

• Lavatory Light

The reading lights can be turned on and off by accessing the PSW adjacent toeach seat. All reading lights may be controlled in unison by any PSW in theCabin role. Reading light brightness levels can only be adjusted by initiating aCabin Scene. At CMS startup, the reading lights will default to off.

The table lights can be turned on and off by accessing either PSW adjacent toeach table. When the table lights are turned on, they will illuminate at the bright-est level possible. The brightness of all table lights may be controlled by initiatinga Cabin Scene. At CMS startup, the table lights will default to off (except for RHFwd table light). The RH Fwd table light is used by the Entry Light feature andcannot be overridden until that feature is turned off.

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The cabin downwash lights, located in the left and right sides of the headliner,can be turned on and off by any PSW in the Cabin role. The PSW(s) in the Cabinrole will display the current status (On/Off) of the lights and will allow adjustmentsto the brightness level. A scale with an arrow will show the current brightnesslevel on the Cabin PSW and will allow adjustments across the 16 settings. Whenturned on, the lights will default to full bright. The cabin downwash lights may becontrolled by the selection of a Cabin Scene (Daytime, Nighttime, or Movie). Theleft and right cabin downwash lights do not operate independently. At CMSstartup, the cabin downwash lights default to off.

The accent lights, located in the floor along each side of the aisle, will turn on atCMS startup and will remain on until the INTERIOR MASTER switch is turnedOFF. They are not adjustable by the PSWs.

The lavatory light is controlled by a switch panel located on the sidewall abovethe toilet. When pressed, the status indicator and the light are illuminated. Thestatus of the light and control of the light is available from all PSWs. The bright-ness of the lavatory light is not adjustable by the CMS.

DIM MODE

Placing the CABIN LIGHT switch in the DIM mode will adjust the brightness levelof the cabin downwash lights to the dim setting.

Additionally, placing the CABIN LIGHT switch in the DIM mode during CMS oper-ation, initiates the Night Landing Cabin Scene, with the following lighting condi-tions:

• Reading Lights (8) - if on, dimmed to medium-low intensity

• Table Lights (4) - extinguished

• Lavatory Light - if on, dimmed to medium-low intensity

• Vestibule Light - remains at last commanded state

• Baggage Lights (2) - extinguished

After the Night Landing Cabin Scene is established, only the reading lights andtable lights may be turned on or off using the PSW(s), and will be limited tomedium intensity. Other Cabin Scenes may be selected (by any PSW in theCabin role), but the cabin downwash lights will remain dim.

ENTRY PANEL LIGHTS (350i)

Airplane entrance lights are controlled by a switch panel on the sidewall, aft ofthe airstair door. The switch has three buttons for various light configurations(Baggage, Vestibule, and Entry) with status indicators that illuminate when theapplicable button is pressed.

When the Baggage button is pressed the two lights in the baggage compartmentare illuminated. The INTERIOR MASTER switch, in the Overhead Light ControlPanel, must be On for the button to operate. The baggage lights may be con-trolled by selection of a Cabin Scene. At CMS startup, the baggage light shallkeep its status (On/Off) prior to CMS startup.

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When the Vestibule button is pressed the vestibule light is illuminated. The INTE-RIOR MASTER switch, in the Overhead Light Control Panel, must be On for thebutton to operate. The vestibule light may be controlled by selection of a CabinScene. At CMS startup, the vestibule light shall keep its status (On/Off) prior toCMS startup.

The Entry button controls the two baggage lights, the vestibule light, the RH Fwdtable light, and illuminates the ON legend of the ENTRY LIGHTS switch in thecockpit Overhead Light Control Panel. The Entry button is constantly poweredvia the hot battery bus. When generator power is not available, and the Entry but-ton is pressed, battery power is supplied for 10 minutes. After 10 minutes thelights will turn off and the button may be pushed to initiate the timer again. Thebattery timer is not activated when on generator power. The Entry button canalso be controlled in the cockpit using the ENTRY LIGHTS switch in the Over-head Light Control Panel. At CMS startup, the entry panel lights shall keep theirstatus (On/Off) prior to CMS startup. The entry panel lights are not controlled bya Cabin Scene.

EXTERIOR LIGHTS

Switches for the landing lights, taxi light, wing ice lights, navigation lights, recog-nition lights, beacons, strobe lights, and tail flood lights are located on the pilot’sright subpanel.

ENVIRONMENTAL SYSTEM

The environmental system consists of pressurization, ventilation, heating andcooling systems, and their associated controls.

PRESSURIZATION SYSTEM

The cabin pressurization system consists of two separate systems: the pressur-ization air inflow system and the cabin pressure control system. The pressuriza-tion system is designed to provide a normal working pressure differential of 6.5 ±.1 psi, which will provide cabin pressure altitudes of approximately 2800 feet at anairplane altitude of 20,000 feet; 8600 feet at 31,000 feet; and 10,380 feet at 35,000feet.

IN-FLOW SYSTEM

The pressurization air in-flow system consists of a bleed air flow control valve foreach engine that is controlled by 2 three-position switches placarded BLEED AIRVALVES - LEFT - RIGHT in the ENVIRONMENTAL controls group on the copi-lot’s left subpanel. The three switch positions are placarded OPEN - ENVIR OFF- PNEU & ENVIR OFF. When a switch is in either the ENVIR OFF or the PNEU &ENVIR OFF position, the respective right or left environmental air valve is closed.When a switch is in the OPEN position, the air mixture will flow through the valvetoward the cabin.

Environmental bleed air flow volume is controlled by the switch placarded ENVIRBLEED AIR - NORMAL-AUTO-LOW in the ENVIRONMENTAL controls group on

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the copilot’s left subpanel. The LOW position reduces the bleed air extractedfrom the engines for environmental purposes to approximately half the normalamount. This position may be used during operations in ambient temperaturesabove 10°C to ensure takeoff power is available. The NORMAL position may beused for increased heating or if increased pressurization airflow is required. Thisposition should be selected during the climb phase of flight to ensure optimumperformance of the pressurization system at higher altitudes. The AUTO positionis the recommended setting, and it allows the environmental system controller toautomatically select the flow setting based upon the heat demanded to maintaincabin/cockpit temperature or cabin pressure requirements. The default flow set-ting will be LOW in all environmental cases except when the system is demand-ing additional heat. In order for the Bleed Air AUTO position to function properlyin response to the heating/cooling requirements as commanded by the controller,the Environmental Mode control must be selected to the AUTO position. If thewhite CABIN ALTITUDE annunciator is detected as illuminated by the controllerand after a five second time delay, the flow setting will switch to NORMAL untilthe annunciator is extinguished and a pre-set time-delay has expired. When thecontroller switches from LOW flow to NORMAL, the controller will monitor bleedduct temperature and make corrections to the heat exchanger bypass valves toprevent any duct over temperatures. If the environmental control knob is selectedto MAN HEAT, the bleed flow defaults to NORMAL. If the flow is selected to MANCOOL, the bleed flow defaults to LOW.

Always monitor cabin pressurization requirements if inMAN COOL. Manual adjustments to the ENVIR BLEEDAIR flow setting may be required.

For maximum engine performance and/or high altitude take-off requirements, theENVIR BLEED AIR switch should be manually selected to LOW.

CABIN PRESSURE CONTROL SYSTEM

The cabin pressure control system consists of an outflow valve and a safetyvalve, which are vented overboard to preclude moisture build-up in the aft fuse-lage, and a pressurization controller.

The pressurization controller, mounted in the pedestal, controls modulation of theoutflow valve. The outer scale (CABIN ALT) of the dual-scale indicator dial indi-cates the cabin pressure altitude which the controller is set to maintain. The innerscale (ACFT ALT) indicates the maximum ambient pressure altitude at which theairplane can fly without causing the cabin pressure altitude to exceed the valueselected on the outer scale (CABIN ALT) of the dial.

The rate control selector knob is placarded RATE - MIN - MAX. The rate at whichthe cabin pressure altitude changes is controlled by rotating the rate controlselector knob. The rate of change selected may be from a minimum of approxi-mately 200 to a maximum of approximately 2000 feet per minute.

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The actual cabin pressure altitude is continuously indicated by the cabin altime-ter, which is mounted in the right side of the panel that is co-located with the cau-tion/advisory/status annunciator panel. Immediately to the left of the cabinaltimeter is the cabin vertical speed (CABIN CLIMB) indicator, which continu-ously indicates the rate at which the cabin pressure altitude is changing.

The cabin pressure switch, located on the pedestal, is placarded CABIN PRESS- DUMP - PRESS - TEST. When this switch is in the DUMP (forward) position,the cabin will depressurize up to approximately 13,500 feet. Above that altitude, itwill maintain approximately 13,500 feet. When it is in the PRESS (center) posi-tion, the cabin may be pressurized in flight, depending on the controller setting.The TEST (aft) position allows the pressurization control system operation to beverified on the ground before takeoff.

Prior to takeoff, the cabin altitude selector knob should be adjusted so that theACFT ALT scale on the indicator dial indicates an altitude approximately 1000feet above the planned cruise pressure altitude, or the CABIN ALT scale indi-cates an altitude at least 500 feet above the take-off field pressure altitude. Therate control selector knob should be adjusted as desired; setting the index markat the 12-o’clock position will provide the most comfortable cabin rate of climb.The cabin pressure switch should be checked to ensure that it is in the PRESSposition. As the airplane climbs, the cabin pressure altitude climbs at the selectedrate of change until the cabin reaches the selected pressure altitude. The systemthen maintains cabin pressure altitude at the selected value. If the airplaneclimbs to an altitude higher than the value indexed on the ACFT ALT scale of thedial on the face of the controller, the cabin-to-ambient pressure differential willreach the pressure relief setting of the outflow valve and safety valve (6.5 psicabin-to-ambient differential). The CABIN DIFF HI warning annunciator will illumi-nate at 6.9 ± .3 psi cabin-to-ambient differential pressure. Refer to the DifferentialPressure (CABIN DIFF HI annunciator) procedure in Section 3, EMERGENCYPROCEDURES, for corrective action.

The white CABIN ALTITUDE annunciator will illuminate and an aural warningtone will sound if the cabin pressure altitude should reach a value of 10,000 feet.The aural warning tone may be cancelled by depressing the CABIN ALT WARNSILENCE button located on the copilot’s sub-panel. If the cabin pressure altitudeshould reach a value of 12,000 feet, the red CABIN ALT HI annunciator will illu-minate, the MASTER WARNING flashers will illuminate, and the aural warningtone will sound. The aural warning tone may again be cancelled as before, butthe CABIN ALTITUDE and CABIN ALT HI annunciators will remain illuminated aslong as the cabin pressure altitude remains above their respective actuation alti-tudes. At 12,500 feet, the oxygen masks will drop out. During cruise operation, ifthe flight plan calls for an altitude change of 1000 feet or more, reselect the newaltitude plus 1000 feet on the CABIN ALT dial. During descent and in preparationfor landing, the cabin altitude selector should be set to indicate a cabin altitude ofapproximately 500 feet above the landing field pressure altitude.

UNPRESSURIZED VENTILATION

Fresh air ventilation is provided from the pressurization inflow system, which isavailable during both the pressurized and the unpressurized mode.

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Section 7


B300 ENVIRONMENTAL SYSTEM SCHEMATIC

HEATED AIR

COOLED AIR

AMBIENT AIR

RECEIVER DRYER

CONDENSER BLOWER

OUTLET AIR

CONDENSER

INLET AIR

REFRIGERANT SERVICE VALVES

PRESSURIZATION CONTROLLER

ENGINE BLEED AIR

TEMP BULB & EXPANSION VALVE

FWD EVAPORATOR

MIXING PLENUM

R.H. SUBPANEL

DUCT OVERTEMP SENSOR SWITCH

R.H. C.B. PANEL

HEAT OUTLETELEC GROUND

REFRIGERANT COMPRESSOR

ENGINE BLEED AIR

AMBIENT TEMP SENSOR

AMBIENT AIR INLET

FIREWALL SHUTOFF VALVE

BLEED AIR SHUTOFF VALVE

FLOW CONTROL VALVE

(FIREWALL)

HEAT EXCHANGER

BLEED AIR BYPASS VALVE

VENTURI

MUFFLER

HIGH / LOW PRESSURE SWITCH

AIR INLET SCOOP

CABIN COOL AIR OUTLETS (8 PLACES)

TEMP CONTROLLER

CHECK VALVE

OVERBOARD DUCTS

OUTFLOW VALVE

LIMIT CONTROLLERS & DRAW VALVES

PRESSURE SOLENOID VALVE

SAFETY VALVE

AFT COMPARTMENT COOL AIR OUTLET

AFT COMPARTMENT HEAT OUTLETS

AFT EVAPORATORS AND BLOWERS

CABIN HEAT OUTLETS(8 PLACES)

DC POWER DISTRIBUTION PANEL

HEAT EXCHANGER

FLOW CONTROL VALVE

FIREWALL



AMBIENT AIR INLET

COCKPIT COOL AIR OUTLETS

CIRCUIT CARD BOX

AIR INLET SCOOP

ENGINE BLEED AIR DUCT

AND BLOWERREFRIGERANT

LINES

HEAT ELEMENTSELEC GROUND

FL07C 061262AA.AI

COCKPIT HEAT & DEFROST AIR

7-66 November, 2012

Section 7

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B300C ENVIRONMENTAL SYSTEM SCHEMATIC

HEATED AIR

COOLED AIR

AMBIENT AIR

RECEIVER DRYER

CONDENSER BLOWER

OUTLET AIR

CONDENSER

INLET AIR

REFRIGERANT SERVICE VALVES

PRESSURIZATION CONTROLLER

ENGINE BLEED AIR

TEMP BULB & EXPANSION VALVE

FWD EVAPORATOR

MIXING PLENUM

R.H. SUBPANEL

DUCT OVERTEMP SENSOR SWITCH

R.H. C.B. PANEL

HEAT OUTLETELEC GROUND

REFRIGERANT COMPRESSOR

ENGINE BLEED AIR

AMBIENT TEMP SENSOR

AMBIENT AIR INLET



FLOW CONTROL VALVE

(FIREWALL)

HEAT EXCHANGER

BLEED AIR BYPASS VALVE

VENTURI

MUFFLER

HIGH / LOW PRESSURE SWITCH

AIR INLET SCOOP

CABIN COOL AIR OUTLETS (8 PLACES)

TEMP CONTROLLER

CHECK VALVE

OVERBOARD DUCTS

OUTFLOW VALVE

LIMIT CONTROLLERS & DRAW VALVES

PRESSURE SOLENOID VALVE

SAFETY VALVE

AFT COMPARTMENT COOL AIR OUTLET

AFT COMPARTMENT HEAT OUTLETS

AFT EVAPORATORS AND BLOWERS

CABIN HEAT OUTLETS(8 PLACES)

DC POWER DISTRIBUTION PANEL

HEAT EXCHANGER

FLOW CONTROL VALVE

FIREWALL



AMBIENT AIR INLET

COCKPIT COOL AIR OUTLETS

CIRCUIT CARD BOX

AIR INLET SCOOP

ENGINE BLEED AIR DUCT

AND BLOWERREFRIGERANT

LINES

HEAT ELEMENTSELEC GROUND

FL07C 061263AA.AI

COCKPIT HEAT & DEFROST AIR

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BLEED AIR HEATING

Engine bleed air, through the Bleed Air Valves, is utilized to warm the cockpit andcabin.

Heating air outlets are provided for each pilot under the instrument panel, and inthe floor, outboard of the pilot’s seats. The COCKPIT TEMP control knob, locatedin the ENVIRONMENTAL group on the copilot’s left subpanel, regulates the tem-perature of the air supplied to these outlets while in the AUTO mode. A constantflow of conditioned air is supplied to the glareshield outlets and the windshielddefrost outlets. In AUTO mode, this temperature is regulated to a maximumdefault temperature of approximately 70°F. In colder applications when moreheat is initially demanded, this outlet duct temperature is allowed to reachapproximately 105°F. In MAN HEAT, the overhead and glareshield duct tempera-tures are fully controllable by the COCKPIT/CABIN TEMP knobs, which regulatethe amount of heat added to the recirculated air exiting these outlets.

If the bleed air temperature in the ducts supplying the floor outlets becomesexcessive, the amber DUCT OVERTEMP annunciator will illuminate. Refer to theDUCT OVERTEMPERATURE procedure in Section 3A, ABNORMAL PROCE-DURES, for corrective action.

ELECTRIC HEATING

A supplemental electric heating system is available for cabin conditioning. It isoperated by rotating the MODE knob in the ENVIRONMENTAL group on thecopilot’s left subpanel, to the ELEC HEAT position. The supplemental electricheating system can only be used on the ground.

Do not operate the electric heat with the pedestal floor out-let blocked or the cockpit door closed.

This system utilizes a heater assembly containing six heating elements located ina duct aft of the forward evaporator. The cockpit blower is used to distribute airthrough the electric heating duct, and will operate automatically when the ELECHEAT mode is selected. Heated air is directed into the cabin through a singlefloor outlet located directly aft of the cockpit pedestal. The blower will operate atmaximum speed regardless of the indication of the COCKPIT BLOWER knob. Anamber ELEC HEAT ON caution annunciator is provided to indicate that the elec-tric heat power relay is closed and applying power to the electric heat power con-trol relay for the heating elements. When the ELEC HEAT mode is deselectedthe ELEC HEAT ON annunciator must extinguish to verify that power is removedfrom the heating elements. If it remains illuminated, the system is not operatingproperly and maintenance is required prior to flight. In order to maintain airflowacross heating elements, ELEC HEAT should be re-selected until airplane isshutdown.

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Safety devices built into the heater assembly may continue to temporarily powerthe blower at a low speed to cool the heater elements and avoid overheating theduct. In the event that residual heat in the elements causes the duct temperatureto rise after the blower has initially shutdown, the blower will automatically cycleto cool the elements regardless of Battery switch position. When the airplane isnot powered, this blower is powered through the GND HEAT circuit breakerlocated in the LH Fuel Panel circuit breaker panel.

NOTEThe electric heat system will draw approximately 160amps.

RADIANT HEATING (B300C) On the B300C, a radiant heater element is installed in the cargo door. It is con-trolled by the Mode switch and operates in all heating modes. This unit providessupplemental heat to the cabin for additional passenger comfort.

AIR CONDITIONING SYSTEM Cabin/Cockpit air conditioning is provided by a vapor-cycle refrigeration system.The compressor, driven by the right engine, will operate as required in the AUTOor MAN COOL control modes, provided operation is not prohibited by the systemprotection controls. System protection controls will prevent compressor operationif refrigerant pressure is too high or too low, if the bleed air bypass valve hasreached a limit switch (indicating significant heat is being introduced), or if right en-gine is below 62% N1. If operation is prevented due to low N1 speed, the white AIRCOND N1 LOW annunciator will illuminate.

The cockpit blower assembly recirculates cockpit air through the forward evapo-rator and into the 4 cockpit distribution ducts which supply glareshield outlets andwindshield defrost. Two cabin blower assemblies provide cooling to the main cab-in by recirculating cabin air through two evaporators and into ducting which sup-plies the 9 eyeball air outlets in the cabin headliner, and the 2 eyeball air outletsin the cockpit headliner.

ENVIRONMENTAL CONTROLS The ENVIRONMENTAL control section on the copilot’s left subpanel provides forautomatic or manual control of the system. The system is a dual zone design, al-lowing for independent control to the temperature in the cabin and cockpit.

AUTOMATIC MODE CONTROL When the MODE selector switch is set to the AUTO position, the heating and airconditioning systems operate automatically. The system will automatically adjustblowers speed, bleed air temperature and compressor clutch on/off state to main-tain the temperature setpoints selected via the TEMP knobs. The recommendedtemperature setting is straight up at the 12 o’clock position which equates to ap-proximately 75°F. In addition, the controller will modulate 4 servo-operated airflowvalves in the bleed air heat ducting that direct bleed air into the various sectionsof the airplane on an “on demand” basis in order to help maintain the desired tem-

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perature setpoints. When there is little or no demand for bleed air heat in the cabinor cockpit, the majority of the conditioned bleed air is directed aft to the baggagecompartment. Temperature sensing devices in the cockpit and cabin, in conjunc-tion with the TEMP settings, signal the controller to make the necessary adjust-ments to maintain the setpoint temperature. If at any time the operator wishes tomanually select a different blower speed, the BLOWER control can be rotated outof the AUTO detent to the desired speed. User patience should be practiced withthe temperature control setpoint. The controller will maintain setpoint over time.This slow transition is purposefully built-in to eliminate unwanted temperature vari-ations.

PASSENGER CABIN TEMPERATURE CONTROL (350i)

When the MODE selector switch is set to the AUTO position and the INTERIORMASTER switch is On, the CABIN TEMP control can be turned counterclockwise(CCW) and placed in the CMS detent. This allows passengers to access cabintemperature controls in the Cabin Management System (CMS) by using the pro-grammable switch (PSW) adjacent to each seat, through the Cabin role.

The PSW displays an arrow that moves across a thermometer graphic. Thegraphic ranges from blue (65°F coldest) and gradually transitions to red (85°Fhottest), across 16 temperature settings.

At CMS startup, or when CMS power is cycled, the temperature setting in thecabin will default to 75°F. Once the temperature setting is adjusted by the PSW,the CMS will maintain the last commanded temperature setting until the CMS ispowered off.

When the actual cabin temperature and the commanded temperature from thePSW differ significantly (i.e. cold-soaked cabin with 85°F requested on PSW), thesystem will control the heating and air conditioning systems to aggressivelyapproach the commanded temperature. Therefore, it is recommended to placethe CABIN BLOWER in the AUTO position during CMS operation. When theCABIN BLOWER is not in AUTO (i.e. low), it will limit how quickly the systemapproaches the commanded temperature.

During CMS operation, if the CMS looses power, the air conditioning system willacquire a target temperature of approximately 62°F (full cold), unless the CABINTEMP control is rotated out of the CMS detent to a desired temperature.

When the CABIN TEMP control is rotated out of the CMS detent, passengers willno longer have access to cabin temperature controls on their PSW.

MANUAL MODE CONTROL

When the MODE selector is set to the MAN HEAT position, the Cockpit andCabin floor heat servos are fully opened and regulation of the cabin and cockpittemperatures is accomplished by actuating the MAN TEMP switch to either theINCR or DECR position as desired. When released, this switch will return to thecenter (no change) position. This regulates the temperature of the bleed airentering the airplane, while the flow rate remains unchanged. Bleed air tempera-

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ture response is proportional to the length of time the MAN TEMP switch is actu-ated with approximately 30 seconds required to go from full increase to fulldecrease or vice versa, Actuations should be 2-3 seconds in duration withapproximately 60 seconds in between to avoid temperature over/undershoots.

Longer than 2-3 second switch actuations and shorter than60 seconds in between may result in a duct overheat situa-tion. Refer to the DUCT OVERTEMPERATURE procedurein Section 3A, ABNORMAL PROCEDURES if this occurs.

The COCKPIT TEMP control knob can then be used to manually select the tem-perature of the glareshield and windshield defrost outlets. The CABIN TEMPcontrol works similarly. When the TEMP control is rotated to full counterclockwise(CCW), the air out of the cabin and cockpit overhead outlets is the coolest (recir-culated air without added bleed air heat). The CABIN and COCKPIT BLOWERcontrols can be used in this mode to control the amount of recirculated air comingout of the appropriate outlets for air recirculation.

When the MODE selector switch is set to the MAN COOL position, the air condi-tioner system will operate, provided the speed of the right engine is above 62%N1, and the system pressures are within range. To prevent the evaporator coilsfrom freezing, the blowers will default to a preset minimum speed. In this mode,the TEMP setting knobs operate the same as in MAN HEAT and blower speedcan be changed by varying the CABIN and COCKPIT BLOWER controls.

In either manual modes, it is the responsibility of the pilot toactively monitor the temperature and flow of the bleed airentering the cabin.

ELECTRIC HEAT MODE CONTROL

When the MODE selector switch is set to the ELEC HEAT position, air is directedover resistive heater elements and into the cabin as described above under theELECTRIC HEATING section. This mode is only operative on the ground.

USING BLOWERS FOR AIR RECIRCULATION

COCKPIT and CABIN BLOWER speed may be manually adjusted to obtain thedesired amount of flow exiting the outlets for air recirculation in any mode exceptELEC HEAT, where the cockpit blower defaults to a high setting.

When the blower switches are in the AUTO detent (full CCW), and the Environ-mental Mode control is in AUTO, blower speed will be adjusted automatically bythe controller. When predominantly cooling the cockpit/cabin, the further theactual cockpit/cabin temperature is away from the selected setpoint, the higherthe blower speed will be. As the actual temperature approaches the setpoint tem-

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perature, the controller will begin to reduce the blower speed until the setpointtemperature is achieved. At this point the blower speed will be maintained at adefault minimum speed. When predominantly heating the cockpit/cabin, theblower will default to a minimum speed.

FAULT DIAGNOSIS

If the environmental controller detects an open or erratic reading on one or moreof the temperatures sensors throughout the airplane and the Environmental Con-trol knob and COCKPIT BLOWER are selected to AUTO, the cockpit blower willpulse between high and low setting within a time period of approximately 5 sec-onds. If this occurs, it is recommended not to operate the environmental controlsystem in AUTO until the problem is rectified. The blowers can be operated out ofLOW speed as desired/required if this fault is detected.

WINDOW DEFOG SYSTEM

NOTEThe Model B300 (350i) window defog system includescockpit side “D” windows only.

The window defog system is designed to prevent fog or frost from blocking visionthrough the cockpit side “D” windows and the cabin windows (optional). The sys-tem consists of bleed air tubes which direct flow onto the windows, plus an anti-fog coating applied to the inside surface of both cockpit side “D” windows. Whenthe airplane is in flight and the WINDOW DEFOG switch on the copilot’s sub-panel is in the ON position, warm engine bleed air flows to the windows. TheWINDOW DEFOG switch should be selected ON well before descent into warm,moist air, or any other time there is fog or frost on the windows. The defog sys-tem is deactivated whenever the airplane is on the ground.

OXYGEN SYSTEM

The oxygen system provides adequate oxygen flow for crew and passengers fora cabin pressure altitude of up to 35,000 feet. The oxygen duration chart (Section4, NORMAL PROCEDURES) is based on a flow rate of 3.9 LPM-NTPD permask. Each diluter demand crew mask should be counted as two masks at 3.9LPM-NTPD if it is being used in the 100% or EMERG mode. Before each flight,check the oxygen supply pressure gage on the copilot’s right subpanel and verifythat sufficient oxygen is available for the flight.

A push/pull handle (PULL ON SYSTEM READY) located on the left side of thepedestal arms the oxygen system and should be pulled out prior to every flight toensure that oxygen will be immediately available anytime it is needed. When thehandle is pulled out, the primary oxygen supply line is charged and oxygen issupplied to the two crew outlets in the cockpit, to the first aid outlet in the toiletarea, and to the passenger oxygen system shutoff valve. An amber OXY NOTARMED annunciator, located on the caution/advisory/status panel, will be illumi-

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nated whenever (1) the oxygen arming handle has not been pulled out, or (2)pulling the oxygen arming handle failed to charge the system.

The crew is provided with diluter-demand, quick-donning oxygen masks whichare located in the overhead. The crew masks should always be plugged in andstowed so that oxygen will be immediately available when required. This will notcause a loss of oxygen since the diluter demand masks deliver oxygen only uponinhalation. To don the mask, grasp the red levers protruding from the stowagecompartment and pull the mask down. Inflate the mask harness by depressingthe red lever on the left side of the regulator and then don the mask and releasethe lever. Three modes of operation are available to the crew: NORMAL (dilutedoxygen), 100% and EMERG. NORMAL or 100% can be used at any altitude atthe user’s discretion and is controlled by a selector lever on the bottom right sideof the regulator. The EMERG mode supplies a positive pressure to the face pieceand should be used if smoke or fumes are present in the cabin. To use the maskin the EMERG mode, turn the emergency knob located on the bottom of the reg-ulator. After donning the mask, check the flow indicator in the oxygen supplyhose to ensure oxygen is being supplied to the regulator (RED - no flow; WHITE- flow). The crew masks also contain integral microphones.

Anytime the primary oxygen supply line is charged, oxygen can be obtained fromthe first aid oxygen mask located in the toilet area by manually opening the over-head access door and opening the ON-OFF valve inside the box.

The passenger oxygen system is of the constant-flow type. Anytime the cabinpressure altitude exceeds approximately 12,500 feet, the passenger oxygen sys-tem shutoff valve will open and oxygen will flow into the passenger supply line,causing the passenger masks to automatically drop out of their containers in theoverhead. The lanyard pin at the top of the oxygen mask hose must be pulled outin order for oxygen to flow from the mask. The pin is connected to the oxygenmask by a cord; when the mask is pulled down for use, the cord pulls the pin outof the lanyard valve. The lanyard pin must be reinserted into the valve in order tostop the flow of oxygen to the mask. When oxygen flows into the passenger oxy-gen supply line, the white PASS OXYGEN ON annunciator in the caution/advi-sory/status annunciator panel will illuminate and the cabin lights will automaticallyilluminate in the full bright mode. The passenger oxygen system can be manuallyactivated by pulling the (PASSENGER MANUAL DROP OUT) push/pull handlelocated on the right side of the pedestal. Passenger oxygen can be shut off andthe remaining oxygen isolated to the crew and first aid outlet by pulling the oxy-gen control circuit breaker in the ENVIRONMENTAL group on the right sidepanel, providing the PASSENGER MANUAL DROP OUT handle is pushed in tothe OFF position.

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OXYGEN SYSTEM SCHEMATIC

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PITOT AND STATIC SYSTEM

PITOT AND STATIC SYSTEM SCHEMATIC

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Independent pitot and static systems are provided for the pilot’s flight indicatorsand the copilot’s flight indicators.

The pilot’s and copilot’s pitot masts are located on the nose section of the air-plane. Each mast provides total air pressure to its respective air data computer(ADC). The copilot’s mast also provides total air pressure to the ElectronicStandby Instrument System (ESIS).

Dual static air ports are located on each side of the aft fuselage in a verticalarrangement. The top port on the left side is connected to the bottom port on theright side and the resulting average pressure is supplied to the pilot’s static airsource valve. In addition, an alternate static air source is provided to the pilot’sstatic air source valve from the aft side of the rear pressure bulkhead. The outputfrom the pilot’s static air source valve is manually selected by the crew and pro-vides either normal static air pressure or alternate static air pressure to the pilot’sADC. The bottom static port on the left side of the fuselage is connected to thetop static port on the right side of the fuselage and the resulting average pressureis supplied to the copilot’s ADC and the ESIS.

In addition to pitot and static air pressure inputs, the pilot’s and copilot’s ADCsalso receive separate inputs of air temperature. With these inputs, each ADC iscapable of supplying digital air data to the pilot’s and copilot’s PFDs and the MFDvia data buses for the display of the following information.

Uncorrected Pressure Altitude

Baro-Corrected Altitude

Vertical Speed

Airspeed (KIAS & KCAS)

Indicated Airspeed Trend Vector

Mach Number

Maximum Airspeed (VMO/MMO)

True Airspeed

Total Air Temperature (TAT)

Static Air Temperature (SAT)

ISA Delta Temperature

The pilot’s static air source valve is located on the right side panel in the cockpit.The alternate static air source is selected by lifting a spring-loaded retaining clipand moving the valve handle aft from the NORMAL position to the ALTERNATEposition.

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The pilot’s airspeed, altitude and vertical speed indications willchange when the alternate static air source is activated. Refer to theAirspeed Calibration - Alternate System, and the Altimeter Correc-tion - Alternate System graphs in Section 5, PERFORMANCE, foroperations when the alternate static air source is selected.

When the alternate static air source is no longer needed, ensure that the static airsource valve is returned to the NORMAL position.

Three petcocks are provided to drain moisture from the static air lines. They arelocated behind an access cover below the circuit breakers on the right sidepanel. The drain valves should be opened to release any trapped moisture duringeach phase inspection and during any other ground inspection when contamina-tion of the static lines is suspected.

SPEED WARNING SYSTEM

The Speed Warning System is a dynamic pressure-sensing device which pro-vides an aural cockpit warning in the event the airplane exceeds VMO/MMO limits.The system consists of a pressure switch tied into the pilot’s Pitot-Static systemand a cockpit aural warning with test switch. The system will provide an over-speed warning independent of the airspeed displayed on the PFD/MFD. In theevent the Speed Warning sounds, reduce airspeed immediately until the warningcancels.

ENGINE BLEED AIR PNEUMATIC SYSTEM

High-pressure bleed air from each engine compressor, routed through the fire-wall shutoff valves and regulated at 18 psi, supplies pressure for various systemsand a vacuum source. Vacuum is derived from a bleed air ejector. One enginecan supply sufficient bleed air for these systems.

During single-engine operation, a check valve in the bleed air line from eachengine prevents flow back through the line on the side of the inoperative engine.A vacuum gage calibrated in inches of mercury, located on the copilot’s right sub-panel, indicates vacuum. To the right of the vacuum gage is a pneumatic pres-sure gage, calibrated in pounds per square inch, which indicates air pressureavailable to the deice distributor valve.

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BLEED AIR WARNING SYSTEM

A Bleed Air Warning System is provided to warn of excessive heat caused bybleed air line rupture or leakage. A failure is indicated by the illumination of the LBL AIR FAIL or R BL AIR FAIL annunciator in the warning annunciator panel.With the indication of bleed air line failure, the bleed air for that side should beturned off by placing the respective lever-lock BLEED AIR VALVE switch on thecopilot’s left subpanel in the PNEU & ENVIR - OFF position. The ECS switchshould be placed in MAN HEAT position and MAN TEMP switch held in DECRposition for 30 seconds and then increased to maintain cabin/cockpit tempera-ture. The bleed air warning system consists of pressurized plastic tubing that willmelt when exposed to excessive heat. Therefore, the bleed fail annunciators willnot extinguish when the bleed air valve is turned off.

STALL WARNING SYSTEM

Angle of attack is sensed by aerodynamic pressure on the lift transducer vanelocated on the left wing leading edge. When a stall is imminent, an aural stallwarning activates.

The system has preflight checkout capability through the use of a switch plac-arded STALL WARN TEST - OFF - LDG GEAR WARN TEST on the copilot’s leftsubpanel. Holding this switch in the STALL WARN TEST position activates thestall warning system.

ICE PROTECTION SYSTEMS

WINDSHIELD HEAT

Two levels of heat are provided for each windshield. When the switches are inthe NORMAL (up) position, heat is supplied to the major portion of the wind-shields. When they are in the HIGH (down) position, a higher level of heat is sup-plied to a smaller area of the windshields. Each switch must be lifted over adetent before it can be moved into the HIGH position. This lever-lock feature pre-vents inadvertent selection of the HIGH position when moving the switches fromNORMAL to the OFF (center) position.

NOTEErratic operation of the magnetic compass will occur whilewindshield heat is being used.

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Model B300/B300C

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PROPELLER ELECTRIC DEICE SYSTEM

PROPELLER ELECTRIC DEICE SYSTEM SCHEMATIC

The propeller electric deice system includes: electrically heated deice boots, sliprings and brush block assemblies, a timer for automatic operation, ammeter, cir-cuit breaker located on the right side panel for deice control circuit protection,and two switches located on the pilot’s right subpanel for automatic or manualcontrol of the system.

A circuit breaker switch located on the pilot’s right subpanel, placarded PROP-AUTO, is provided to activate the system timer. The timer switches every 90seconds resulting in a complete cycle in approximately 3 minutes.

A manual prop deice system is provided as a backup to the automatic system. Acontrol switch located on the pilot’s right subpanel, placarded PROP - MANUALcontrols the manual override relay. When the manual position is selected, poweris supplied to the heating elements of both propellers simultaneously. This switchis of the momentary type and must be held in position for approximately 90 sec-onds. The prop deice ammeter will not indicate a load while the propeller deicesystem is being utilized in the manual mode. However, the loadmeters will indi-cate an approximate 10% increase of load per meter while the manual prop deicesystem is operating.

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PITOT MAST HEAT

Heating elements are installed in the pitot masts located on the nose. Each heat-ing element is controlled by an individual circuit breaker switch placarded PITOT- LEFT - RIGHT, located on the pilot’s right subpanel. A failure is indicated by illu-mination of the L PITOT HEAT or R PITOT HEAT annunciator, located on thecaution/advisory/status panel. Illumination of these annunciators indicates thatpitot mast heat is inoperative. The annunciators will also illuminate anytime thePITOT switches are in the OFF position. It is not advisable to operate the pitotheat system on the ground except for testing or for short intervals of time toremove ice or snow from the masts.

SURFACE DEICE SYSTEM

The surface deice system removes ice accumulations from the leading edges ofthe wings and horizontal stabilizers. Ice removal is accomplished by alternatelyinflating and deflating the deice boots. Pressure-regulated bleed air from theengines supplies pressure to inflate the boots. A venturi ejector, operated bybleed air, creates vacuum to deflate the boots and hold them down while not inuse. To assure operation of the system in the event of failure of one engine, acheck valve is incorporated in the bleed air line from each engine to prevent lossof pressure through the compressor of the inoperative engine. Inflation and defla-tion phases are controlled by a distributor valve.

Operation of the surface deice system in ambient tempera-tures below -40°C can cause permanent damage to thedeice boots.

A three-position switch on the pilot’s right subpanel placarded: SURFACE DEICE- SINGLE - OFF - MANUAL, controls the deicing operation. The switch is spring-loaded to return to the OFF position from SINGLE or MANUAL. When the SIN-GLE position is selected, the distributor valve opens to inflate the wing boots.After an inflation period of approximately 6 seconds, an electronic timer switchesthe distributor to deflate the wing boots, and a 4-second inflation begins in thehorizontal stabilizer boots. When these boots have inflated and deflated, thecycle is complete.

When the switch is held in the MANUAL position, all the boots will inflate simulta-neously and remain inflated until the switch is released. The switch will return tothe OFF position when released. After the cycle, the boots will remain in the vac-uum hold-down condition until again actuated by the switch.

System operation can be monitored with the WING DEICE and TAIL DEICEannunciators. These annunciators illuminate during the period the boots areinflated to indicate proper operation.

For most effective deicing operation, allow at least 1/2 inch (1.27 cm) of ice toform before attempting ice removal. Very thin ice may crack and cling to the

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Model B300/B300C

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boots instead of shedding. Subsequent cyclings of the boots will then have a ten-dency to build up a shell of ice outside the contour of the leading edge, thus mak-ing ice removal efforts ineffective.

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PNEUMATIC BLEED AIR SYSTEMAND

SURFACE DEICE SYSTEM SCHEMATIC

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Model B300/B300C

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STALL WARNING VANE HEAT

The lift transducer is equipped with anti-icing capability on both the mountingplate and the vane. The heat is controlled by a switch located on the pilot’s rightsubpanel placarded STALL WARN. The level of heat is reduced for ground oper-ation, but is automatically increased for flight operation through the left landinggear safety switch.

The heating elements protect the lift transducer vane andface plate from ice. However, a buildup of ice on the wingmay change or disrupt the airflow and prevent the systemfrom accurately indicating an imminent stall. Rememberthat the stall speed increases whenever ice accumulateson any airplane.

FUEL VENT HEAT

Heating elements are installed in the fuel vents located on the underside of eachwing. Each heating element is controlled by an individual circuit breaker switchplacarded FUEL VENT-LEFT-RIGHT, located on the pilot’s right subpanel.

FUEL HEAT

An oil-to-fuel heat exchanger, located on the engine accessory case, operatescontinuously and automatically to heat the fuel sufficiently to prevent ice from col-lecting in the fuel control unit.

BRAKE DEICE SYSTEM (IF INSTALLED)

High temperature engine compressor bleed air is directed onto the brake assem-blies by a distributor manifold on each main landing gear. This high pressure airis supplied by the standard bleed air pneumatic system which also provides reg-ulated pressure to the surface deice system and vacuum source. High tempera-ture air from the pneumatic system is routed through a solenoid control valve ineach main wheel well through a flexible hose on the main gear strut, and to thedistribution manifold around the brake assembly.

A switch on the pilot’s right subpanel, placarded BRAKE DEICE, controls thebrake deice system. When this switch is activated, both solenoid control valvesare opened and L and R BK DEICE ON annunciators on the caution/advisorystatus panel are illuminated to advise the system is in operation.

The brake deice system may be operated as required on a continuous basis withthe landing gear extended, provided the appropriate limitations are observed. Toavoid excessive wheel well temperatures with the landing gear retracted, a timeris incorporated to automatically terminate system operation approximately tenminutes after the landing gear is retracted. The system annunciators should bemonitored and the control switch selected OFF when the annunciators extin-guish, or if brake deice operation has not automatically terminated within approx-

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imately ten minutes. The landing gear must be extended before the timer is resetand the system can be activated again.

Brake deice valves will give better service and have longer service life if they arecycled on some regular basis throughout the year. Long periods of valve inactiv-ity can cause accumulation of contaminants around the valve mechanism, caus-ing it to seize, or preventing complete closure. The brake deice system should becycled as part of the maintenance engine runups, and once during each flightoperation. Besides keeping the valves functional, this procedure will give you theassurance that the system will work properly when it is needed.

COMFORT FEATURES

TOILET (B300)

The side facing toilet is installed in the foyer and faces the airstair door. Access isgained to the toilet by raising the hinged lid.

If a Monogram electrically flushing toilet is installed, thesliding knife valve should be open at all times, except whenactually servicing the unit. The cabinet below the toiletmust be opened in order to gain access to the knife valveactuator handle.

TOILET (B300C)

The forward facing toilet is installed in the baggage compartment. Access isgained to the toilet by raising the hinged lid.

If a Monogram electrically flushing toilet is installed, thesliding knife valve should be open at all times, except whenactually servicing the unit. The cabinet below the toiletmust be opened in order to gain access to the knife valveactuator handle.

RELIEF TUBES

A relief tube is provided in the seat shroud of the side facing toilet (B300), or onthe baggage compartment wall forward of the forward facing toilet (B300C). Anoptional relief tube may also be installed in the cockpit and stowed under thepilot’s seat.

A valve lever is located on the side of the relief tube horn. This valve lever mustbe depressed at all times while the relief tube is in use.

NOTEThe relief tubes are for use during flight only.

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Model B300/B300C

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CABIN FEATURES

CABIN MANAGEMENT SYSTEM (CMS) (350i)

The Cabin Management System is an integrated cabin entertainment and envi-ronmental control system. The system uses auxiliary panels, programmableswitches (PSWs), seat High-Definition Monitors (HDMs), cabin HDM(s), and anoptional Media Center Device (MCD) to access and display multiple sources ofdata, audio, and video media. The system also provides various cabin environ-mental functions including control of cabin temperature, seat heaters, windowshades, and cabin lighting.

AUXILIARY PANELS

Four auxiliary panels in the cabin interface with the CMS to control audio, video,and digital output for carry-on devices.

Two panels on the left side of the cabin are designated as the FWD LH and AFTLH panels. Each panel includes:

• (2) HDM receptacles

• (2) USB ports (mp3 files only)

• (1) 1/8” (3.5mm) stereo audio input

• (1) USB port (powered)

Two panels on the right side of the cabin are designated as the FWD RH andAFT RH panels. Each panel includes:

• (2) HDM receptacles

• (2) USB ports (mp3 files only)

• (1) 1/8” (3.5mm) stereo audio input

• (1) USB port (powered)

• (1) VGA video input

• (2) Analog audio inputs (Red = right, White = left)

• (1) Composite video port (Yellow)

• (1) High-Definition Multimedia Interface (HDMI)

PROGRAMMABLE SWITCHES (PSW)

Eight PSWs located adjacent to each seat allow passengers to control cabinentertainment and cabin management services. Each PSW has a small videodisplay screen and a series of buttons to control audio, video, and environmentalsystems.

An ambient light sensor allows the PSW to sense the cabin light and dim orbrighten the video screen accordingly. As the cabin light decreases, the videoscreen light intensity and the buttons’ backlight intensity will decrease.

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After 60 seconds of dormancy, an automatic screensaver displays the airplaneflight data on the video screen. The PSW can turn the screensaver on or off, aswell as individual flight data parameters on the screensaver. The PSW providesselection of English or Metric measuring units, and 12-hour or 24-hour time for-mats. The default flight data parameters include:

• Estimated Time of Arrival

• Time Enroute

• Outside Air Temperature

• Air Speed

• Ground Speed

• Altitude

• Distance to Destination

• True Heading

After the flight data screensaver has been dormant for three minutes, the videoscreen powers down.

PSW ROLES

NOTEPSWs are identified by cabin seat numbers, which rangefrom 3 through 10. Odd numbered seats are on the left andall even numbered seats are on the right (i.e. FWD LH seatis number 3, AFT RH seat is number 10).

At CMS startup, PSWs #3 through #9 are assigned the Personal Passenger roleand PSW #10 defaults to Cabin role. The Personal Passenger role providesaccess to comfort and entertainment options for the individual passenger or clubarea.

The Cabin role provides additional privileges to control the cabin temperature,cabin downwash lights, cabin HDM and settings, cabin scenes (Daytime, Night-time, and Movie), and CMS maintenance. This role can also view the status of allseat heaters and window shades, and change them in unison.

Any PSW can be changed (“promoted”) from Personal Passenger to Cabin roleat any time. In the event of multiple commands from multiple Cabin PSWs, theCMS will execute the last command entered.

SEAT HIGH-DEFINITION MONITOR (HDM) (IF INSTALLED)

The airplane is equipped with up to six 10.6-inch wide screen Liquid Crystal Dis-play (LCD) HDMs that plug into the receptacles in the auxiliary panels. The seatHDMs are controlled by the PSWs next to them. Seat HDMs can view videomedia from carry-on devices plugged into auxiliary panels next to them, and fromthe optional Media Center Device, in the forward entertainment cabinet.

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The seat HDMs can be installed or removed at any time, regardless of CMSoperation (stowed for takeoff and landing). To install a seat HDM, slide themounting arm of the seat HDM into the receptacle. Using light pressure, rotatethe unit left or right until the connector pins align with the receptacle, then usemoderate pressure to push down on the mounting arm until the unit latches.Once installed, the mounting arm can swivel and the screen can be rotated ortilted. To remove a seat HDM, press and hold the button at the top of the mount-ing arm, and lift the unit out of the receptacle.

The seat HDM has four Light Emitting Diode (LED) buttons on the back of thescreen. The Power button can be used to cycle between stand-by mode andvideo mode. The brightness increase/decrease buttons change the backlightbrightness. The scaling button selects between four modes (Normal Mode, WideMode, Full Mode, and Cinema Mode).

CABIN HIGH-DEFINITION MONITOR (HDM)

The airplane is equipped with a 15.3-inch wide screen LCD HDM in the forwardentertainment cabinet that swings out into the aisle for cabin viewing. The cabinHDM may view media from video inputs or HDMIs in the right auxiliary panels.PSWs in the Cabin role may control the HDM aspect ratio, brightness, or powerOn/Off.

If the optional MCD is installed in the forward entertainment cabinet, the cabinHDM can view media directly from the MCD and the HDM can be controlled byusing the buttons (play, stop, pause, rewind, fast forward, etc.) on the front panelof the MCD.

A second cabin HDM is included with the optional aft entertainment cabinet. Theoptional cabin HDM is forward facing to provide viewing for aft-facing passen-gers.

MEDIA CENTER DEVICE (MCD) (IF INSTALLED)

The optional MCD is installed in the second drawer of the forward entertainmentcabinet and is capable of playing CD’s, photo slide shows, digital home movies,audio play lists, standard DVDs and Blu-RayTM Disc DVDs. The MCD has a Uni-versal Serial Bus (USB) port on the front panel that can be used to load musicalbums, play lists, and video media onto the MCD. The MCD provides direct con-trol of the cabin HDM by using the buttons on the front panel of the MCD (play,stop, pause, rewind, fast forward, or select up, down, left, and right). The back-light of the buttons and LED status indicator on the front panel are always onwhen the MCD is on. The MCD may also be accessed through the PSWs, wherePSWs in the Personal Passenger role can select audio and video to their seatHDM and headset connection, and PSWs in the Cabin role can select audio andvideo to the cabin HDM(s) and cabin speakers.

The MCD is equipped with Airshow which can be viewed on seat HDMs and thecabin HDM(s). The Airshow can display English or Metric units and 12-hour or24-hour time display. The Airshow has the following system modes:

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• Autoplay

• My Flight

• Map

• Logo

While in cruise, the My Flight mode presents two flight information pages and sixadjustable flight parameters.

CABINETS (350i)

FORWARD ENTERTAINMENT CABINET

The forward entertainment cabinet is specially designed to deliver High-DefinitionAudio/Video (HDAV) video and Audio-on-Demand. The cabinet is located on theforward right side of the cabin.

The top door opens to access a 15.3-inch wide screen LCD, HDM that swingsout into the aisle for cabin viewing. The cabin HDM is controlled by one or morePSWs in the Cabin role. Behind the HDM is a data port for CMS softwareupdates.

The second drawer is illuminated by LED lights when opened, and contains anHDMI and an AC outlet.

Optionally, the second drawer may be equipped with a MCD.

REFRESHMENT CABINET

The refreshment cabinet consists of five drawers which are opened by push but-ton latches on the of front each drawer. The refreshment cabinet is located on theforward, left side of the cabin. All drawers are illuminated by LED lights whenopened.

The top drawer houses one of four insert trays to store various mini-bottles, waterbottles, and wine glasses.

The second drawer houses a carafe and a removable beverage serving tray. Anadditional stationary beverage tray is located below the drawer, and pulls outfrom the cabinet.

The third drawer houses one of two trays to store a wine bottle in an insulatedliner, or various mini-bottles and snacks.

The fourth drawer houses one of two trays to store an ice container with dual-wine bottles, or an ice container with an ice-drain.

The bottom drawer houses a fire-proof trash container and lid.

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MIDSHIP CABINETS

The midship cabinets consists of two drawers which are opened by push buttonlatches on the front of each drawer. The midship cabinets are located on the leftand right side of the cabin, between the second and third row seats. Both draw-ers are illuminated by LED lights when opened. The top drawer provides addi-tional cabin storage. The bottom drawer also provides additional storage, or canbe equipped with a removable ice tray.

The top of each cabinet features either an iPodTM docking station, a storage tray,or an optional Aircell Axxess II wireless SATCOM phone.

The iPodTM docking station accepts most iPodTM devices including iPod clas-sicTM, iPod nanoTM, iPod touchTM, and iPhoneTM and provides 5 vdc for devicecharging. The docking station is interfaced to the CMS to access audio and videomedia only (games, custom applications, calender etc., are not supported).When a unit is plugged in, the PSW will report when it is docked and authenti-cated (“not available” may be indicated if authentication failed). After the unit isauthenticated, the contents will be accessible by any PSW, however, the CMSwill limit control to one passenger at a time. The PSW will report when the unit isbeing controlled by another passenger. When accessing the unit, the PSW willpresent menus that are based on the iPod classicTM menu structure and flow.The CMS will not permanently alter any settings in the device. PSWs in the Per-sonal Passenger role can select both audio and video to their seat HDM andheadset connection, and PSWs in the Cabin role can select video (only) to thecabin HDM(s).

The optional wireless telephone(s) is the same type and model as the cockpittelephone. Refer to manufacturer’s user guide for operating instructions.

MAGAZINE RACK

The magazine rack is located on the forward side of the aft left partition.

AFT ENTERTAINMENT CABINET (IF INSTALLED)

The optional aft entertainment cabinet is specially designed to deliver HDAV. Thecabinet is located on the aft right-hand side of the cabin.

The top door opens to access a 15.3-inch wide screen LCD HDM that swings outinto the aisle for cabin viewing. The cabin HDM is controlled by one or morePSWs in the Cabin role.

The second drawer is illuminated by LED lights when opened, and contains anHDMI and an AC outlet.

The third and fourth drawers are used for storage.

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VANITY CABINET (IF INSTALLED)

The optional vanity cabinet is located aft of the toilet. LED lights illuminate as thedoor opens to a lavatory sink, mirror, and several storage trays. The sink is oper-ated by two silk-screen touch buttons that activate the water supply switch andthe drain valve switch. When the water supply button is pressed, water will run forapproximately 2 seconds. When the drain valve button is pressed, the sink willdrain for approximately 4 seconds. The INTERIOR MASTER switch, in the Over-head Light Control Panel, must be ON for the touch buttons to operate.

The first and second drawers are storage areas (second drawer is LED-lighted)and the third drawer is equipped with a fire-proof trash container and lid.

OTTOMANS (350i) (IF INSTALLED)

The optional ottomans can only be installed in the aft club area (seats in row 3and 4). A storage area is located under the ottoman cushion which is securedwith a latch. The ottoman has four primary anchor fittings and two redundantstuds that secure the ottoman in the seat tracks, and a tracking lever that allowsthe ottoman to slide forward and aft.

To install the ottoman remove the two snap-on panels at the base of the ottoman.Pull up on the tracking lever and set the four primary anchor fittings into the seattracks. Slide the ottoman forward or aft until the two redundant studs drop intoplace. Use an allen wrench to tighten the redundant studs and replace the twosnap-on panels. Refer to Section 2 - LIMITATIONS for takeoff and landing con-figuration.

AC POWER OUTLETS (350i)

The airplane is equipped with up to seven universal AC power outlets to provide115 vac (60Hz), or an optional 230 vac (50 Hz), in the cockpit and cabin. TheINTERIOR MASTER switch, in the Overhead Light Control Panel must be On, forthe outlets to operate. As a safety feature, no power is sent to the outlets whenthey are not in use. Once a device is plugged into the outlet, a controller will allowpower to flow to the outlet.

The cockpit outlet is located in the Jeppesen case behind the copilot’s seat. Fourcabin outlets are located under the cabin tables near the floor. Another outlet islocated in the Forward Entertainment Cabinet, in the second drawer from the top.If the optional Aft Entertainment Cabinet is installed, another outlet will be locatedin the second drawer from the top. To access the outlets, lift up on the cover. Thecovers will be placarded 115 VAC (or optional 230 VAC).

AC POWER OUTLETS (350 & 350C)

The airplane is equipped with four AC power outlets to provide 115 vac to beused to supply power for laptop computers. The outlets are located on each sideof the cabin beneath the cabin tables. Lift the cover placarded 115 VAC toaccess the outlets.

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Model B300/B300C

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One 115-volt, 60-Hz inverter provides the power for the outlets. The inverter islocated in the right center section wing just outboard of the nacelle. Input power(28 vdc) comes from the left generator bus through a circuit breaker placardedINVERTER located in the DC Power Distribution Panel under the center aislefloor. The inverter output is protected with a circuit breaker placarded 115 VAC -5 AMP adjacent to the inverter.

The Furnishings switch in the overhead panel controls the inverter input power.The standard switch has two positions and is placarded FURN ON - OFF. Anoptional three-position switch is placarded FURN COFFEE ON - FURN ON -OFF. The inverter operates when the Furnishings switch is in the FURN ON orFURN COFFEE ON position.

For normal operation, input current to the inverter can vary from approximately0.5 amperes to approximately 20 amperes depending on the load connected tothe outlets. The inverter is capable of providing a continuous output of 4amperes. The total electrical load connected to the four outlets must not exceed4 amperes. Excess load may cause the inverter input circuit breaker to open.

The inverter will shutdown for input over voltage, under voltage and high internaltemperature conditions. It will automatically reset when the conditions are cor-rected. The inverter will also shutdown for an output short circuit. Following ashort circuit shutdown, the inverter can be manually reset by turning the Furnish-ings switch OFF and ON.

FIRE EXTINGUISHERS

B300:

Two portable fire extinguishers are installed, one under the copilot’s seat and onelocated on the interior cabin wall just aft of or near the airstair door.

B300C:

Two portable fire extinguishers are installed, one under the copilot’s seat and onemounted on the airstair door.

WINDSHIELD WIPERS

The dual windshield wiper installation has two speeds, one for light and one forheavy precipitation. After the control is moved to PARK to bring the wiper arms totheir most inboard position, spring-loading returns the control to the OFF posi-tion.

Do not operate windshield wipers on dry glass.

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AVIONICS

ELECTRONIC FLIGHT INSTRUMENT SYSTEM (EFIS)

The system consists of three 8” x 10” color composite Adaptive Flight Displays(AFD). These AFD’s are provided as two Primary Flight Displays (PFD) and oneMultifunction Display (MFD).

Each PFD displays airplane attitude, heading, airspeed, altitude, vertical speed,flight guidance system annunciations and navigation data on a single integrateddisplay. The PFD also provides engine display information when selected inreversionary mode.

The upper area of the PFD is used to present the basic “T” instruments, an Atti-tude Director Indicator (ADI), altitude scale, airspeed scale and vertical speedscale. Flight guidance system mode information displays in the area above theADI.

The lower area of the PFD is used to present a Horizontal Situation Indicator(HSI) with a full or partial compass arc or map format, as selected by the pilot.Weather radar or EGPWS information can be overlaid on the partial arc format ormap format. The space to either side of the HSI format is used to present a lat-eral navigation data field, a weather radar mode field, EGPWS mode field, sys-tem messages and selected menus.

The area along the bottom of the PFD is used to present radio tuning, time andtemperature displays. Normal control, reversion and warning annunciations arealso presented. In the case of a failed AFD, either the PFD or the MFD can bemanually reverted to a composite MFD/PFD format. This format presentationincludes Engine Indicating System (EIS) displays across the top of the formatand the basic “T” information presented below.

The MFD can be used to present a variety of information, including: PresentPosition Map, TCAS, and FMS based textual data, navigation data, weatherradar and EGPWS. Engine data and the electronic checklist are also presentedon the MFD.

Line select keys are provided on each side of the displays and are used to con-trol the basic display formats. The bezel mounted line select keys along with theDisplay Control Panel (DCP) and Flight Guidance Panel (FGP) provide primarypilot interface to control the PFD and MFD. Control of the radar, NAV sourcesand bearing pointers is through the DCP and the PFD line select keys. Control ofthe course, preselect heading, altitude and speed references is through the FGP.

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Model B300/B300C

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AFD display dimming is provided through an External Dimming control locatedon the overhead panel, as well as a Trimmer located on each AFD. The followingprocedure is to be used to set up the minimum display brightness for each AFD.

1. Cover the AFD light sensor located on the lower left corner of the displayand keep covered during this procedure. Wait 20 seconds before proceed-ing.

2. Adjust the External Dimming control to the full dim position.

3. Adjust the Trimmer on the AFD until the display is barely discernible.

4. Adjust the External Dimming control to achieve the desired level of bright-ness.

NOTEIn extremely dark or bright ambient conditions, ExternalDimming control adjustment may be end limited prior toreaching the desired display intensity. In this event, theTrimmer(s) should be used to make the final intensityadjustment.

AIR DATA SYSTEM (ADS)

Dual ADSs sense and process data obtained from the air mass around the air-plane. The two Air Data Computers (ADC) connect to the pitot and static air inputports and to a temperature sensor. The ADCs process air data and provide out-put parameters to the PFD/MFD, AHCs and the IAPS concentrators.

Serials FL-493, FL-500 thru FL-543 except FL-538:

Three switches, located on the top left portion of the overhead switch panel,allow various altitude display and alert functions on the PFD’s. When the switchplacarded BARO ALT FT - M is in the FT position, English units only will be dis-played on the PFD’s. When this switch is moved to the M position, Metric unitswill also be displayed in a box adjacent to it’s English equivalent on the PFD’s.The second switch, placarded BARO IN - hPA, allows the pilot to toggle dis-played units of pressure on the PFD’s to English or Metric. The third switch, plac-arded FL180 ENABLE - DISABLE, will cause the altimeter setting to flash whenenabled under the following conditions:

• When entering FL180 from below 17,800 feet.

• When descending through FL180, from above 18,500 feet.

For further information regarding the function and operation of these switchesrefer to the latest version of the Collins Pro Line 21 Pilot’s Guide.

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AIRCELL AXXESS II SATELLITE COMMUNICATION SYSTEM(350i) (IF INSTALLED)

The Aircell Axxess II is a multi-channel satellite communication (SATCOM)phone system using the Iridium Satellite Network of 66 low-earth orbit satellitesand operates in the frequency range of 1616 MHz to 1625.5 MHz. The systemhas two built-in channels of communications for quality, worldwide voice service,and narrowband data services with full private branch exchange (PBX) function-ality.

The airplane may have up to two wireless handsets in the cabin, located on topof the midship cabinets, and one corded handset in the cockpit mounted on thepartition behind the co-pilot. Channel 1 of the system is dedicated to the RHcabin handset, and channel 2 is dedicated to the cockpit handset as well as theLH cabin handset. Simultaneous phone calls are possible on the separate chan-nels.

The handsets in the cabin will alert passengers of an incoming call through aringer. Incoming calls will be alerted to the crew by a green “TELEPHONE”annunciator, on the instrument panel. A data port is located on the cockpit phonebase for software updates to the phone system.

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Model B300/B300C

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AIRCELL ST 3100 SATELLITE TELECOMMUNICATION SYS-TEM

The AirCell ST 3100 system provides worldwide voice and data communicationusing the Iridium satellite network of 66 low-earth orbit satellites and operates inthe frequency range of 1616 to 1625.5 MHz. Communications are available onthe ground, provided line-of-sight is maintained with the satellites, and in the air.

NOTEThis system is not considered a portable system and thus14 CFR Part 91.21, Portable Electronic Devices, does notapply. In addition, the FCC has issued a limited waiverwhich exempts the system from the requirements of 47CFR Part 22.925.

The AirCell ST 3100 system includes the following equipment:

• An AirCell Satellite Transceiver with RS 232 Modem installed in the aft avi-onics compartment

• An AirCell Cordless Handset mounted on a base station in the cabin

• A serial port located next to each table in the cabin to support laptop com-puters

• A Northern Airborne Technology PTA12-100 POTS Telephone Adapter,located in the cockpit pedestal

• An Iridium Patch antenna, located on top of the fuselage

• Two circuit breakers (TEL and DIALER) located on the right circuit breakerpanel

The pilot’s and copilot’s audio panels include a TEL position on the Mic Selectswitch and a TEL audio ON-OFF switch and volume control. These controls,along with the Telephone Adapter, allow the pilot and copilot to make and receivecalls in the cockpit using headsets or speakers, and boom mics or hand mics. Inaddition, the crew can join a telephone conversation that was initially received inthe cabin.

Power to the transceiver and base station for the cordless phone is provided bythe Left Generator Avionics Bus through the 7 1/2-amp TEL circuit breaker.Power to the Telephone Adapter is provided by the same Avionics bus throughthe 1-amp DIALER circuit breaker. Power to both units is controlled by the Avion-ics Master switch.

Lighting to the Telephone Adapter is controlled by the Master Panel Lights switchand the OVHD PED & SUBPANEL rheostat. The brightness of the display is con-trolled by the BRT key on the Telephone Adapter.

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TELEPHONE ADAPTER

The following is a basic description of the controls on the Telephone Adapter.

CONTROL DESCRIPTION

HOOK Key This key is pressed to initiate or receive a call. Each time thekey is pressed the hook switch toggles on and off. When theswitch is “off-hook” the condition is similar to lifting a telephonehandset off the hook, and is indicated by the illumination of thegreen LED above the HOOK key and the message Call Modeshown on the display. The push-to-talk switches on the controlwheels are not required to transmit over the telephone.

HOOK LED (green)

When the Telephone Adapter is inactive, or on-hook, the LEDwill blink to indicate an incoming call. When the HOOK key ispressed to answer a call, the LED will illuminate steady.

HOLD Key The HOLD key is used to mute the mic and audio when theTelephone Adapter is active. Each push of the key cyclesbetween the Mute Mode and the un-muted mode.

HOLD LED (green)

The LED illuminates steady when the HOLD key is pressed tomute the mic and audio during a call.

REDIAL Key This key is used to recall and redial the last number dialed.The last number is stored in non-volatile memory and thus willbe retained when the system is powered down.

FLASH Key This key has no function on this installation

Key

This key increases () and decreases () the output volumeof the phone when the HOOK switch is active or when theRinger Detect circuit is active (i.e. the phone is ringing.)Volume increments can be adjusted from 1 (lowest) to 32(highest). When the HOOK switch is inactive, the key is usedto enter the Recall Mode and cycles through the 16 (01 - 16)available addresses which can be programmed with namesand telephone numbers.

BRT Key This key is used to control the brightness of the display.Brightness levels from 1 (dimmest) to 8 (brightest) areavailable.

ENTR Key Pressing the ENTR key sends a number dialed from thedefault or Recall Mode. It is also used to select the Edit Mode.This mode is used to program up to 16 names and telephonenumbers.

ESC Key In the Default Mode this key will cancel the current key activity.In the Edit Mode pressing the key returns the system to theDefault Mode.

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Model B300/B300C

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BASIC AUDIO PANEL OPERATION

1. Interphone Control - This control may be either on or off when using thetelephone.

2. Speaker Control - If the speakers are selected on, the telephone audio willbe heard over the speakers.

3. AUTO COMM Switch - This switch interacts with the TEL position of theTransmit switch and the TEL audio control as follows:

a. With the AUTO COMM Switch on, selecting the TEL position of theTransmit switch will take the telephone Off Hook unless the other side ofthe cockpit has both the TEL mic select switch and AUTO COMMSwitch on.

b. Deselecting the TEL position of the Transmit switch or turning theAUTO COMM Switch off will place the telephone back ON HOOK (dis-connect the phone call) unless the opposite side has selected the TELtransmit switch and the AUTO COMM Switch.

c. With the pilot and copilot AUTO COMM Switches off, the mic key on thecontrol wheel or the hand mic can be used to transmit over the tele-phone. This mode of operation is not recommended.

• The TEL audio control must be on.

• The mic key must be continuously held down.

• If the mic key is released, the phone will hang up.

• With either AUTO COMM Switch on, neither the pilot’s nor the copilot’smic switch will activate the telephone Hook switch.

d. Transmissions cannot be made on the phone unless the AUTO COMMSwitch is selected on either the pilot’s panel or the copilot’s panel. Withat least one switch selected on, both pilot and copilot can transmit onthe phone. Neither mic switch is required to talk, even on the side withthe AUTO COMM Switch off.

4. When the telephone has been taken Off Hook using the TEL transmitswitch or AUTO COMM Switch, the telephone can be placed ON Hook bypressing the HOOK key on the telephone adapter.

5. If either crew member wishes to leave a phone conversation without dis-connecting a call, the other crew member should ensure that the TEL micswitch and AUTO COMM Switch are selected.

6. The Interphone switch does not have to be on for both crew members totalk on the phone.

7. The TEL Audio Control and the master volume control (located on the micselect switch) may be used to modulate the output volume set on the tele-phone adapter. The master volume control cannot increase the volumeabove the level set on the Telephone Adapter.

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USING THE TELEPHONE ADAPTER

The following abbreviated procedures can be used to operate the Northern Air-borne Technology PTA12-100 (POTS) Telephone Adapter. For more detailedinformation refer to the PTA12-100 POTS Telephone Adapter Operator’s Man-ual, obtained from Northern Airborne Technology Ltd.

TO MAKE A CALL IN THE CALL MODE

1. Mic Select Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TEL

2. AUTO COMM Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .ON

• If the opposite side has the TEL mic switch and the AUTO COMM Switchselected on, the above two steps will not take the phone OFF HOOK.

3. Hook Key (if required) . . . . . . . . . . PRESS TO TAKE PHONE OFF HOOK

• The green HOOK LED will illuminate

• Call Mode will be displayed

• A dial tone will be heard

4. Type in Phone Number

• 1 + Area Code + Telephone Number(US and Canada)

• 00 + Country Code + Area Code + Telephone Number(Outside US and Canada)

5. ENTR Key . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS

• Phone Number will be dialed

• A series of short tones will be heard

• The number called will ring

6. Use Boom mic (or hand mic) and headsets (or speakers) to communicate

7. HOOK Key . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS TO END CALL

TO MAKE A CALL IN THE RECALL MODE

1. Mic Select Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TEL

2. AUTO COMM Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .ON

• If the above steps take the phone OFF HOOK, press the HOOK key on thetelephone adapter to place the phone back ON HOOK.

3. Key in valid address for a stored number (01 - 16) or press the p or q keysto scroll through the list.

4. HOOK Key . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS


• The phone number will be displayed


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Model B300/B300C

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5. ENTR Key . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS





7. HOOK Key . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .PRESS TO END CALL

TO MAKE A CALL USING THE REDIAL KEY

1. Mic Select Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .TEL

2. AUTO COMM Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON

• If the above steps take the phone OFF HOOK, press the HOOK key on thetelephone adapter to place the phone back ON HOOK.

3. REDIAL Key . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS

• Last number called will be displayed

4. HOOK Key . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS


• The phone number will be displayed


5. ENTR Key . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS






TO RECEIVE A CALL

The green HOOK LED will blink and the ringer will sound in the headset if theTEL audio switch is pulled on. If the speaker(s) are on, the ringer will soundthrough the speaker(s).

1. Mic Select Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .TEL

2. AUTO COMM Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON

3. HOOK Key . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS (if required)

• The green HOOK LED will steadily illuminate

• Call Mode will be displayed



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7-100

EDIT MODE

NOTEPressing the ESC key during any portion of the Edit Modewill return the Telephone Adapter to the Default Mode indi-cated by the display PTA12-100 X.XX.X.

Storing A New Name And Phone Number

1. ESC Key (if required) . . . . . . . PRESS TO RETURN TO DEFAULT MODE

2. ENTR Key . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS Edit Mode message appears for 2 - 3 sec followed by hi or Address message

3. Select empty address by:

a. Pressing the p or q keys to select address (01 - 16) or,

b. Keying in address directly (01 - 16)

c. Empty! message indicates empty address

4. ENTR Key . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS Enter Name message is displayed

5. Press the appropriate key repeatedly until the desired letter or numberappears. For example, pressing the “3 DEF” key once = D, twice = E, threetimes = F and 4 times = the number 3.

6. To correct an entry, use the f or g keys. This will activate a cursor whichcan be placed over the character that requires a change.

7. To enter a space, press the “0 Space” key.

8. If two successive letters and/or numbers are on the same key, the g keywill need to be pressed to advance to the next space before entering thenext letter/number.

9. ENTR Key . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS TO STORE NAME Enter Number message is displayed

10. Press the appropriate keys to enter the phone number using the aboveprocedures. (Alpha characters are not active in this mode. Press each keyonly once to enter a number. Press the “0 Space” key twice to enter aspace.)

11. ENTR Key . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS TO STORE NUMBER Stored! message is displayed

12. ESC Key . . . . . . . . . . . . . . . . . PRESS TO RETURN TO DEFAULT MODE

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Model B300/B300C

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Editing An Occupied Address


2. ENTR Key . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS Edit Mode message appears for 2 - 3 sec followed by h i or Address message

3. Select desired address by:



4. ENTR Key . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS Del f or Edit g message is displayed

5. Press the g key to edit the name in a selected address. The address nameis displayed.

6. Press the f or g key to place the cursor over the character to be edited,then press the desired key to change the character.

7. ENTR Key . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS TO STORE NAME The telephone number will be displayed

8. Press the f or g key to place the cursor over the number to be edited, thenpress the desired key to change the number.

9. ENTR Key . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS TO STORE NUMBER Stored! message is displayed

10. ESC Key. . . . . . . . . . . . . . . . . PRESS TO RETURN TO DEFAULT MODE

Deleting An Occupied Address


2. ENTR Key . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS Edit Mode message appears for 2 - 3 sec followed by h i or Address message

3. Select desired address by:



4. ENTR Key . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS Del f or Edit g message is displayed

5. Press the f key to delete the name and number in the selected address. ENTR to Delete message is displayed

6. ENTR Key . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS Deleted! message is displayed

7. ESC Key. . . . . . . . . . . . . . . . . PRESS TO RETURN TO DEFAULT MODE

For more detailed information, refer to the PTA12-100 POTS Telephone AdapterOperator’s Manual, obtained from Northern Airborne Technology Ltd.

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AIRCELL CORDLESS HANDSET

Refer to the AirCell ST 3100 Satellite Telecommunication System Users Manual,P/N 810-10680, Rev. F or later revision, for information concerning the cordlesshandset installed in the cabin.

TO MAKE A CALL

1. Remove handset from cradle.

2. Verify Iridium appears in the display.

3. Verify the message No Serv does not appear in the display.

4. Dial Telephone Number

• 1 + Area Code + Telephone Number(US and Canada)

• 00 + Country Code + Area Code + Telephone Number(Outside US and Canada)

5. Press the SND key.

6. In Use message appears and Iridium disappears in the display.

7. Volume can be adjusted using the p or q key.

8. Press the END key to end the call.

TO JOIN A CALL MADE FROM THE COCKPIT


2. Verify Iridium appears in the display.

3. Mute message appears in the display.

4. Press the FCN key followed by the 7 key to unmute the handset.

5. Press the SND key.

TO RECEIVE A CALL


2. Press the SND key to answer the phone.

3. In Use message appears in the display.

4. Volume can be adjusted using the p or q key.

5. Press the END key to end the call.

AIRSPEED SCALE

Overspeed Alerts

The VMO/MMO marker is a solid red bar that is constantly positioned from the topof the airspeed scale to the current value of VMO/MMO. The marker becomesemphasized and the airspeed digital readout changes color if the airspeed trendvector exceeds VMO/MMO (Overspeed Pre-alert) and/or the airspeed exceedsVMO/MMO (Overspeed Alert). These changes occur as follows:

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Model B300/B300C

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The overspeed pre-alert will occur when the airspeed trend vector exceeds VMO/MMO by 3 knots for 5 seconds or more. The overspeed pre-alert symbology con-sists of the following indications.

1. The VMO/MMO marker will be emphasized by changing to a wide, red-out-lined, red-and-black checkerboard pattern.

2. The airspeed digital readout will change color to yellow, flash for 5 sec-onds, then become steady.

3. If the MACH readout is displayed, the readout will change color to yellow,flash for 5 seconds, then become steady.

4. The overspeed pre-alert symbology will cease when the airspeed trendvector is less than or equal to VMO/MMO.

The overspeed alert will occur when the current airspeed exceeds VMO/MMO by 3knots. The overspeed alert symbology and aural alert consists of the followingindications.

1. The PFD’s overspeed aural alert will sound.

2. The VMO/MMO marker will be emphasized by changing to a wide, red-out-lined, red-and-black checkerboard pattern.

NOTEActivation of the overspeed pre-alert will typically havealready placed the checkerboard pattern into view.

3. The airspeed digital readout will change color to red, flash for 5 seconds,then become steady.

4. If the MACH readout is displayed, the readout will change color to red,flash for 5 seconds, then become steady.

5. The overspeed alert symbology and the aural alert will cease when the air-speed is less than or equal to VMO/MMO.

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Low Speed Warnings

The Impending Stall Speed (ISS) Low Speed Cue (LSC) Marker is a solid red barthat is constantly positioned from the bottom of the airspeed scale to the currentheavy weight stall speed as defined by the existing flap position. The ISS LSC isadvisory in nature and is not a substitute for the stall warning system. The ISSLSC is not displayed until the weight-on-wheels switch is in the “air” position forat least 6 seconds. The following table defines the ISS LSC value for each flapposition.

When a new flap position is selected, the ISS LSC value will change to the newISS LSC value at the following rates:

1. When the flap lever is selected to an extend position (i.e. from UP toAPPROACH, or from APPROACH to DOWN) the rate-of-change will be1.5 knots per second.

2. When the flap lever is selected to a retract position (i.e. from DOWN toAPPROACH, or from APPROACH to UP) the rate-of-change will be 3.5knots per second.

The ISS LSC pre-warning occurs when the airspeed trend vector extends belowthe current ISS LSC value for at least 5 seconds. The ISS LSC pre-warning sym-bology consists of the following indications.

1. The ISS LSC marker will be emphasized by changing to a wide, red-out-lined, red-and-black checkerboard pattern.

2. The airspeed digital readout will change color to yellow, flash for 5 sec-onds, then become steady.

3. If the MACH readout is displayed, the readout will change color to yellow,flash for 5 seconds, then become steady.

4. The ISS LSC pre-warning symbology will cease when the airspeed trendvector is greater than or equal to the ISS LSC value.

The ISS LSC warning will occur when the current airspeed becomes less than ISSLSC value. The ISS LSC warning symbology consists of the following indications.

1. The ISS LSC marker will be emphasized by changing to a wide, red-out-lined, red-and-black checkerboard pattern.

NOTEActivation of the pre-warning will typically have alreadyplaced the checkerboard pattern into view.

Flap Position ISS LSC (KIAS)

UP 96

APPROACH 89

DOWN 81

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2. The airspeed digital readout will change color to red, flash for 5 seconds,then become steady.

3. If the MACH readout is displayed, the readout will change color to red,flash for 5 seconds, then become steady.

4. The ISS LSC warning symbology will cease when the airspeed is greaterthan or equal to the ISS LSC value.

If the flap lever input becomes invalid, a default ISS LSC is displayed. This dis-play consists of the checkerboard bar with a yellow bar on top. The junction ofthe checkerboard bar with the yellow bar represents the flaps-down ISS LSCvalue, while the top of the yellow bar represents the flaps-up ISS LSC value. TheISS LSC warning function will continue to work as previously described, exceptthe default ISS LSC marker will already be in view.

ATTITUDE HEADING SYSTEM (AHS)

The AHS is a dual reference system consisting of two AHC-3000 Attitude Head-ing Computers (AHC), two FDU-3000 Flux Detector Units (FDU) and two Exter-nal Compensation Units (ECU).

The AHS supplies attitude, stabilized magnetic or free gyro heading and linearacceleration data to the Flight Guidance System, Electronic Flight InstrumentSystem, Integrated Avionics Processor System and Weather Radar System.

The AHCs are functionally and physically isolated from each other and replacethe conventional vertical gyro, directional gyro, three rate gyros, and three linearaccelerometers. The AHS has two operation modes, slaved and Directional Gyro(DG) mode.

CONTROL DISPLAY UNIT (CDU)

A CDU is installed in the pedestal. The CDU is a color LCD-based display unitwith an integrated keyboard having 16 keys and a full alphanumeric keypad. Inaddition to the integrated keyboard, the CDU has six line select keys located inthe bezel on each side of the color LCD display.

The pilot’s CDU is used to control the Radio Sensor System (RSS) and provideintegrated control of several combinations of airplane communications (includinga normal means of radio tuning) and navigation radio subsystems.

The CDU also provides the following functions:

• Control display from the Flight Management System (FMS).

• Back-up display for Global Positioning System (GPS) data.

• MFD menus

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DISPLAY CONTROL PANELS (DCP)

Two dedicated DCPs control the display and menu functions of the PFDs/MFD.

The DCPs are located adjacent to the respective PFD/MFD they normally con-trol. The DCP, when combined with the line select keys on the PFD, providescontrol of the weather radar, NAV sources, bearing pointers, V speeds, BAROminimums (Barometric Altitude-based Minimum Descent Altitude) and RA Mini-mums (Radio Altitude-based Decision Height Minimums).

EMERGENCY LOCATOR TRANSMITTER

The ARTEX 110-4-002 Emergency Locator Transmitter (ELT) System isdesigned to meet the requirements of TSO C91a. The system consists of theELT transmitter, located in the aft fuselage area, an antenna mounted on the aftfuselage, and a remote switch with a yellow transmit light, located on the leftcockpit sidewall next to the OAT gage. The switch is lever-locked in the ARM andthe ON positions. Neither this switch, nor the switch on the ELT transmitter, canbe positioned to prevent the automatic activation of the ELT transmitter. The sys-tem is independent from other airplane systems except for the transmit light,which is directly wired to the airplane battery, and the edge lit panel which is con-trolled by the side panel lights rheostat located on the overhead panel.

The ELT will automatically activate during a crash and transmit a sweeping toneon 121.5 and 243.0 MHz. This activation is independent of the remote switch set-ting or availability of aircraft power. The remote switch is installed to perform thefollowing functions:

• Test the ELT.

• Deactivate the ELT if it has been inadvertently activated by the “G” switch.

• Activate the ELT in an in-flight emergency if an off-airport landing is anticipated.

• Activate the ELT after an off-airport landing, if the impact did not automaticallyactivate it.

The ELT should be tested every three months. The test consists of turning theunit on and then resetting it using the following procedures:

• Tests should be conducted between the times of on-the-hour until 5 minutesafter the hour.

• Notify any nearby control towers.

• Provide power to an airplane radio and tune it to 121.5 MHz.

• Place the ELT remote switch to ON. Wait for at least 3 sweeping tones on theairplane radio, which will take about 1 second, then return the switch to ARM.

• The test is successful if the sweeping tones are heard and the transmit lightnext to the switch illuminates immediately. If there is a delay in the illuminationof the transmit light, the system is not working properly.

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If the ELT should be inadvertently activated by the “G” switch, the transmit lightnext to the switch will blink. The ELT can be deactivated by momentarily placingthe remote switch ON and then back to ARM.

ENGINE INDICATING SYSTEM (EIS)

The EIS digitizes airplane engine data for input to the avionics system while con-verting avionics digital data into outputs that drive airplane annunciators andaural horns.

The EIS consists of four Data Concentration Units (DCUs). Two units are wiredas DCUs and two units are wired as Engine Data Concentrators (EDCs).

The DCUs transfer airplane sensor information (analog fuel flow, strut status,etc.) to the IAPS concentrators while transferring caution/warning advisory infor-mation from the Flight Control Computers to the annunciators. The EDUs alsoprovide redundant engine data to the displays.

ENHANCED GROUND PROXIMITY WARNING SYSTEM(EGPWS) (IF INSTALLED)

Refer to the following pilot’s guides:

Honeywell EGPWS Mark VI and MK VIII Enhanced Ground Proximity WarningSystem Pilot’s Guide, P/N 060-4314-000, Revision B, dated February 2002, orlater revision.

Operator’s Guide, Collins Pro Line 21 Avionics System for the Raytheon King Air,P/N 523-0790065-003117, dated August 27, 2003, or later revision.

The following information supplements those pilot’s guides:

The EGPWS is powered from the Right Generator Avionics Bus and is protectedby a 3-amp circuit breaker, placarded EGPWS, located on the copilot’s circuitbreaker panel.

The following equipment must be operational for the proper functioning of Modes1 through 6 of the GPWS:

1. Enhanced Ground Proximity Warning Computer (EGPWC)

2. Radio Altimeter

3. Vertical Speed from the Air Data Computer

4. Airspeed from the Air Data Computer

5. Glideslope Deviation

6. Landing Gear position

7. Flap position

8. Roll attitude from Pilot’s Attitude System (for “BANK ANGLE” voice mes-sage)

9. Decision Height System (for “MINIMUMS” voice message)

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The following equipment must be operational for the proper functioning of theenhanced features of the EGPWS.

1. Enhanced Ground Proximity Warning Computer (EGPWC)

2. Heading from the No. 1 Compass System

3. GPS position from the Flight Management System

4. Terrain and Obstacle Database

The following enhanced features are available:

1. Terrain (or obstacle) Alerting and Display TAD. The display is configuredfor the Peaks Display option and the Pop-Up feature (MFD only) option.

2. Envelope modulation of GPWS Modes.

3. Terrain Clearance Floor (TCF).

4. Runway Field Clearance Floor (RFCF).

The following four switches for the GPWS and the EGPWS are located above thepilot’s DCP. When a switch is pressed to activate a function, the annunciatorACTIVE is displayed below the switch placard in the color noted.

Switch Color Function

FLAPOVRD

ACTIVE AMBER

Pressing the switch disables the GPWS Mode4b alert, TOO LOW FLAPS, and desensitizesthe Mode 1 alert boundaries.

STEEPAPPR

ACTIVE GREEN

Pressing the switch desensitizes the GPWSMode 1 alert boundaries to permit steeperapproach angles without the unwanted alerts.

G/SINHIB

ACTIVE AMBER

Pressing the switch disables the Mode 5glideslope alert, GLIDESLOPE, anytime theairplane is below 2,000 feet AGL, theglideslope flag is pulled, and the gear is down.(While the airplane is on the ground, thisswitch is used to initiate system self-test.)

TERRINHIB

ACTIVE GREEN

Pressing the switch deselects all enhancedfunctions of the EGPWS system.

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The following annunciators, voice alerts, and voice warnings are provided forModes 1 - 6 of the GPWS. See Section 3, Emergency Procedures, and Section3A, Abnormal Procedures, for the appropriate procedure associated with eachalert and warning.

* The “500” callout is configured as a Smart 500 callout.

Mode Function PFD Caution Message(Yellow)

Voice Alert PFD Warning Message

(Red)

Voice Warning

1 Excessive Descent Rate

GND PROX “Sink Rate” PULL UP “Pull Up”

2 Excessive Closure on

Terrain

GND PROX “Terrain, Terrain”

PULL UP “Pull Up”

3 Altitude Loss After Takeoff

GND PROX “Don’t Sink, Don’t Sink”

N/A N/A

4a Unsafe Terrain Clearance

GND PROX “Too Low Gear”

N/A N/A

5 Excessive Glideslope Deviation

GND PROX “Glideslope” N/A N/A

6 Excessive Bank Angle

N/A “Bank Angle” N/A N/A

6 Altitude Callouts N/A “500*, 200, 100, 50, 40, 30, 20, 10”

N/A N/A

6 Minimums Approach Altitude

(RA/BARO MIN)

N/A “Minimums, Minimums”

N/A N/A

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The following annunciators, voice alerts, and voice warning are provided for theEnhanced portion of the EGPWS. See Section 3, Emergency Procedures, andSection 3A, Abnormal Procedures, for the appropriate procedure associated witheach alert and warning.

Function PFD Caution Message (Yellow)

Voice Alert PFD Warning Message

(Red)

Voice Warning

Terrain Alerting and Display

GND PROX “Caution Terrain, Caution Terrain”

PULL UP “Terrain, Terrain, Pull

Up”

Obstacle Alerting and Display

GND PROX “Caution Obstacle, Caution

Obstacle”

PULL UP “Obstacle, Obstacle, Pull Up”

Terrain ClearanceFloor GND PROX

“Too Low, Terrain”

N/A N/A

Runway Field ClearanceFloor

GND PROX“Too Low, Terrain”

N/A N/A

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ELECTRONIC STANDBY INSTRUMENT SYSTEM (ESIS)

The Goodrich Model GH-3100 Electronic Standby Instrument System is locatedin the center of the instrument panel. The ESIS is a full-color, active matrix LCDwhich provides the following information:

• Attitude

• Altitude

• Airspeed

• Heading

• Barometric Pressure

• NAV 1 (NOTE: This information will be available until the airplane battery isdepleted. DME 1 will not be available if power is lost to the Left Generator Avi-onics Bus. This bus is manually shed after a dual generator failure.)

The system consists of the display, a standby battery, a magnetometer, and aconfiguration module. The display is protected by a 3-amp circuit breaker, plac-arded, ESIS DISP. A switch, placarded ESIS-ON-OFF-TEST, is located on thepilot’s outboard subpanel. Two indicator lights are installed immediately adjacentto the switch. During normal operation, this switch is in the ON position and bothlights are extinguished. In the event that power is lost from the Left GeneratorBus, the standby battery will provide power to the ESIS system causing anamber light to illuminate. Illumination of this light indicates the ESIS system isusing the standby battery. During operations with the amber light illuminated thestandby battery is not being recharged by the airplane system.

The ESIS standby battery can be tested prior to powering up the airplane bymomentarily holding the ESIS-ON-OFF-TEST switch in the TEST position. Agreen light will illuminate indicating a successful standby battery test.

The ESIS system does not incorporate an aural warning if the red VMO/MMO

marker on the airspeed scale is exceeded.

The altitude display is corrected for Static System errors in the same manner asthe pilot and copilot altitude displays.

The altitude display is not approved for use in RVSM airspace.

Refer to the latest version of the Goodrich GH-3100 ESIS Pilot’s Guide P/N TP-560 for further information.

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FLIGHT GUIDANCE PANEL (FGP)

The FGP is used to control the Flight Guidance System and is located in the cen-ter of the glareshield.

Command of the Flight Guidance System is accomplished by using the lateraland vertical mode select switches, VS/pitch wheel, autopilot switches, FDswitches and various control knobs of the FGP along with the control wheelmounted synchronization (SYNC), autopilot disconnect (AP DISC) switches, anda left power lever mounted go-around (GA) switch.

Attitude reference, heading reference, airspeed reference, vertical speed refer-ence and VS pitch reference are also controlled from the FGP.

FLIGHT GUIDANCE SYSTEM (FGS)

The FGS provides autopilot and dual flight guidance functions by utilizing twoidentical computers, three primary servos, a pitch trim servo and a flight guidancepanel.

The Flight Guidance Computers (FGC) receive AHS data directly from the AHCto provide independent flight guidance computation while operating together toprovide 3-axis autopilot, pitch trim and yaw damper functions.

The two FGSs apply differential autopilot command drive to each primary servoto move the airplane elevator, aileron and rudder control surfaces.

FLIGHT MANAGEMENT SYSTEM (FMS)

The Flight Management System provides flight plan management, multisensornavigation, and radio tuning. The FMS consists of a Flight Management Com-puter (FMC), a CDU used to control the FMS and a Data Base Unit (DBU).

The FMC is a lateral and vertical navigator used by the autopilot to fly a pro-grammed flight plan and processes coupled VNAV, NAV-to-NAV capture, navaiddatabase storage and several control/planning functions. The FMS will providenavigation solutions if it is receiving suitable navigation information from one ormore of the following:

• One VOR/DME.

• Two DMEs.

• One GPS.

The DBU-4100 or DBU-5000 is a data loader used primarily to load monthlydata- base updates to the FMC and load and download maintenance data fromthe MDC maintenance computer.

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GROUND COMMUNICATIONS POWER

The ground communications electric bus provides electric power directly from thebattery when selected by the pilot. Control of the system consists of a push on/push off solenoid-held annunciator switch located on the instrument panel. Cir-cuit protection is provided by the GND COM circuit breaker. Activation of the sys-tem allows operation of the comm system connected to the GND COM circuitbreaker. Audio is provided in the headphones, with speaker audio selectable.Subsequent activation of the battery switch will result in automatic disconnectionof the ground communications bus from the comm system; however, the normalmethod for deactivation of the system is accomplished by pressing the GNDCOM switch.

HF-9000 SYSTEM (IF INSTALLED)

The Collins HF-9000 High-Frequency Communications System provides a world-wide communications capability. The system consists of an HF-9031A Receiver-Transmitter and a HF-9041 Antenna Coupler, both located in the aft avionicscompartment. An HF wire antenna is located on the top of the fuselage andextends back to the vertical stabilizer. All functions of the HF radio can be con-trolled through the pilot’s CDU and/or the Radio Tuning Unit (RTU). The HF radiois powered from the Left Generator Avionics Bus. Two circuit breakers arelocated on the right circuit breaker panel, one placarded HF COM (25 amps) toprotect the receiver-transmitter, and one placarded HF ANT (5 amps) to protectthe antenna coupler. Power is applied to the HF radio when the Avionics Masterswitch is turned on.

The HF radio operates in the HF band of 2.0000 to 29.9999 MHz in 100-Hzsteps. Operating Emission modes include upper sideband voice (UV), lower side-band voice (LV) and amplitude modulation equivalent (AM). Both Simplex andHalf-Duplex Tuning Modes are available.

NOTEThe AM Emission Mode has a frequency band width of 15KHz. Thus, radio stations with frequencies separated by 15KHz or less may be received simultaneously.

Four HF Tuning Modes are available; a Frequency Tuning Mode, an EmergencyTuning Mode, a Maritime (ITU) Tuning Mode, and a Preset Tuning Mode. TheFrequency Tuning Mode allows any valid frequency (either Simplex or Half-Duplex) and its emission mode to be manually set in the Active frequency win-dow or the Recall frequency window of the RTU, or the Active frequency windowof the CDU. The Emergency Tuning Mode consists of 6 emergency channels(stored in non-volatile memory) which may be set into the Active or Recall fre-quency window of the RTU, or the Active frequency window of the CDU. TheMaritime Tuning Mode consists of 249 ITU (International TelecommunicationsUnion) public correspondence channels that are stored in non-volatile memory.These channels may also be set into the Active or Recall frequency windows of

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the RTU or the Active frequency window of the CDU. A listing of the availablepublic correspondence channels may be found in the Collins HF-9000 Operator’sManual. The Preset Tuning Mode consists of twenty user-defined channels. The20 available channels in the RTU are independent from the 20 available chan-nels in the CDU. Thus, a total of 40 different preset frequencies are available; 20in the RTU and 20 in the CDU. The 20 channels in the RTU can only be filled withSimplex or Half-Duplex frequencies and their emission modes. Maritime andEmergency channels cannot be stored in this unit. The CDU can be filled withSimplex and Half-Duplex frequencies and their emission modes as well as Emer-gency channels and Maritime channels.

A TEST mode is available for testing the system on the ground or in the air. Thetest may be conducted from the RTU or the CDU. No HF setting can be changedduring the test.

Three levels of transmission power are available; LO (approximately 15 Wattsaverage), MED (approximately 30 Watts average), and HI (approximately 50Watts average.)

Because HF radio transmissions can interfere with ADF signal reception, theADF receiver freezes the existing bearing indication whenever the HF transmitteris keyed.

The RTU contains three pages that can be used for control of the HF radio; theNEXT page of the Top Level Display Page, the HF Main Display page (HF) andthe HF Preset pages (HF).

The CDU also contains three pages that can be used for control of the HF radio;page 2 of the TUNE page, the HF1 Control Page and the HF1 Presets page.

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The following table shows which HF features can be set on each page of theRTU and the CDU:

The following procedures are a basic guide to operating the HF radio using theRTU and the CDU. A short hand is used to denote key positions. For example,the third Line Select Key on the Right side of the display will appear as LSK R3.

Function Top Level Display, Next Page

HF1 Main Display Page (HF1

Control)

HF1 Presets Page (HF1 Presets)

RTU CDU RTU CDU RTU CDU

Tune Active f X X X X X

Tune Recall f X X

Change Squelch X X X X

Change Emission Mode (UV, LV, AM)

X X X X X

Change Transmission Power (LO, MED, HI)

X X

Access HF1 Preset page

X X

Conduct SELF TEST

X X

Select Simplexor Duplex

X X X X X

Change Tuning Mode(FREQ, PRESET, EMER, MAR)

X

Program Preset f’s X X

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RTU1. From the Top Level Display page, select the NEXT PAGE using LSK L4 to

access the Top Level HF Display Page which shows the Active and RecallHF frequencies.

2. The display of HF Active and Recall frequencies will vary depending on theTuning Mode of the HF radio (FREQ, PRESET, EMER, or MAR) andwhether or not Simplex or Half-Duplex frequencies are being used.

a. FREQ Mode. In this mode frequencies from 2.0 to 29.9999 MHz may beset in the Active or Recall display. If the Half-Duplex mode has beenselected, both a receive (R) and a transmit (T) frequency may be set ineither display.

b. PRESET Mode. In this mode a preset channel from 1 to 20 can beselected. A preset channel may contain a Simplex frequency, or a Half-Duplex frequency. Emergency and Maritime channels can not be pro-grammed into a preset channel of the RTU.

c. EMER Mode. In the Emergency Mode one of six emergency channelsmay be selected.

d. MAR Mode. In the Maritime Mode, one of 249 ITU public correspon-dence channels may be selected. (0401 - 429, 0601 - 0608, 0801 -0837, 1201 - 1241, 1601 - 1656, 1801 - 1815, 2202 - 2253, and 2501 -2510.)

3. The Active and Recall HF frequencies and corresponding Emission modesmay be set on the Top Level HF Display page as well as the Squelch set-ting.For example, to set the active frequency window:

a. Push LSK L1 to activate the tuning window.

b. Rotate the large knob to position the window at the location where achange needs to be made.

c. Rotate the small knob to change the value.

d. Rotate the large knob to the next position and repeat the process.

e. The Squelch can be adjusted in increments from 0 to 3 using the smallknob.

f. The Emission source can be set at UV, LV or AM using the small knob.

4. The Recall frequency and Emission mode is set on the Top Level HF Dis-play page in a similar manner.

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5. Press the LSK L1 twice (if tuning window has not been selected) to accessthe HF Main Display page.

a. Use LSKs L1 and R1 and the control knobs to set Active and Recall HFfrequencies in the same manner used on the Top Level Display.

b. Use LSK L2 to set the transmission power to LO, MED, or HI. Eachpress of the key will cycle the radio to the next power level.

c. Use LSK L3 to select the Preset page.

d. Use LSK L4 to return to the Top Level Display page.

e. Use LSK R2 to select the SIMPLEX or DUPLEX Mode. The DUPLEXMode refers to Half-Duplex operation where the transmit frequency isdifferent from the receive frequency. For this key to be active, the tuningwindow must be selected in either the Active frequency display bypressing key L1, or selected in the Recall frequency display by pressingkey R1. Each press of key R2 cycles the radio between SIMPLEX andDUPLEX.

f. Press and release LSK R3 to run the HF self-test. The white TEST leg-end will enlarge and change color to cyan. The Active frequency will bereplaced with the cyan message IN TEST, both on this page, the TopLevel Display page, and the Preset page. The test lasts approximately40 seconds. If successful, the page returns to normal. If unsuccessful, asix digit code will appear on the RTU. This code may be interpretedfrom the RTU installation manual, P/N 523-0780424-041116.

NOTEThe Active frequency will be inoperative after a self-testhas been conducted. To reactivate the frequency, cycle itto the Recall window, then back to the Active window.

6. Press the LSK L3 to select the Preset page.

a. Seven Preset pages are available for setting up to 20 preset frequen-cies. Press LSK R3 to select the tune window, then rotate either thelarge or small control knob to change the page number from 1 to 7.

b. Press LSK L1, L2, or R1 to activate the tuning window for the channel tobe preset.

c. Press LSK R2 to select either the SIMPLEX or DUPLEX mode for thefrequency to be preset.

d. Then use the large and small knobs to set the frequency and Emissionmode.

e. The LSK L3 may be used to change the tuning mode of the radio(FREQ, PRESET, EMER, and MAR). Each press of the key selects thenext mode.

f. Press LSK L4 to return to the HF Main Display page.

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CDU1. Press the Tune Function Key to select the Tune page.

2. Select page 2 of the Tune page by pressing the NEXT key.

3. The active HF frequency is shown in the HF sub-display opposite LSK L4along with the associated Emission mode.

4. The Squelch setting is shown between LSKs 5 and 6. These LSKs may beused to adjust the squelch from 0 to 3.

5. The HF frequency may be tuned by entering it in the scratch pad and thenpressing LSK L4. The following procedures are used to enter the desiredfrequency or channel.

a. Enter the frequency in MHz in the scratch pad using up to 6 digits, fol-lowed by the desired Emission mode (e.g. 10.2345AM). The decimalpoint is optional if no decimal digits are required; however, if a decimalpoint is not used, add the letter F after the digit to distinguish is from anemergency channel.Example: 5F may be entered for the frequency 5.0000. (If the FREQTuning Mode of the radio has been selected, the F is not required.)

b. If only the Emission mode of the existing frequency needs to bechanged, enter only the desired mode in the scratch pad (e.g. UV, LV orAM).

c. If a Half-Duplex operating mode is required, enter either the Transmit-ting or Receiving frequency, preceded by the letter T or R. Enter aspace using the SP key, then enter the second frequency preceded byT or R. The Emission mode follows the last frequency with no space.Example: T10.1234(space)R15.1234UV.

d. When entering an Emergency or Maritime (ITU) channel, the letter E orM must follow the channel unless the Tuning Mode of the preset fre-quency matches the existing Tuning Mode of the radio.For example, the following channels would be entered as shown: 6E =Emergency channel 6 and 408M = Maritime channel 0408.

6. Press LSK L4 to select the HF1 Control page.

a. The active HF frequency and Emission mode is displayed adjacent toLSK L1 and may be changed as described in item 5.

b. The squelch may be adjusted using LSKs L3 and L4 as previouslydescribed.

c. The Tuning Mode may be changed using LSK L5. Each push of the LSKcycles the Tuning Mode between FREQ, EMER, and MAR.

d. The HF1 Presets page is selected using LSK L6.

e. The transmission power of the HF radio is set using LSK R1. Each pushof the LSK cycles the power between LO, MED, and HI.

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f. Press LSK R2 to activate the self-test.

1) The white TEST legend changes to cyan and enlarges.

2) After approximately 14 seconds, the cyan TEST legend is replacedby a green PASS message. This message will remain unless the fre-quency, power level, or Tuning Mode is changed. However, it is notnecessary to clear the PASS message in order to run another self-test or use the radio.

NOTEThe Active frequency will be inoperative after a self-testhas been conducted. To reactivate the frequency, cycle itto the Recall window, then back to the Active window usingthe RTU.

7. Press LSK L6 to select the HF1 Presets page.

a. The active frequency can be changed using LSK L1 as previouslydescribed in step 5.

b. Twenty preset frequencies and/or channels can be set on five presetpages. Pages are selected using the NEXT or PREV keys.

c. A preset frequency may be entered as a Simplex frequency, Half-Duplex frequency, Emergency channel, or a Maritime channel using theprocedures previously described.

d. An identifier can be associated with a preset frequency or channel. Theidentifier can be up to 12 characters long, must begin with a letter, butmay contain digits. If sufficient space is available in the scratch pad, theidentifier may be included as the last portion of the frequency entry, witha space separating the two. If sufficient space is not available, the iden-tifier may be added as a separate entry after the frequency has beenentered.The general format is: T(freq)spaceR(freq)(emission mode)space(iden-tifier). The identifier will be displayed in cyan to the right of the presetfrequency.

e. To load a preset frequency into the active window, use either the left orright LSK associated with the desired frequency. The frequency will beloaded into the CDU and RTU active frequency window.

More detailed information may be found in the following documents.

Collins HF-9000 High-Frequency Communications System Operator’s Manual,P/N 523-0774344-008217

Collins RTU-4200/4210/4220 Radio Tuning Unit Pilot’s Guide, 2nd edition, datedMay 1, 1996, or later edition

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AVTECH CSD-714 SELCAL DECODER (IF INSTALLED)

The SELCAL (Selective Call) Decoder system consists of a CSD-714 decodermounted in the aft avionics compartment and a control panel mounted on thepedestal in the cockpit. The decoder is powered by the Left Generator AvionicsBus through a 1-amp circuit breaker, placarded SELCAL, located on the right cir-cuit breaker panel. The control panel, placarded SELCAL, consists of a PUSHOFF switch/annunciator, and a red test button placarded SELF TEST. Backlight-ing of the control panel is adjusted using the OVHD PED & SUBPANEL rheostatlocated on the overhead panel. The white HF SELCAL annunciator on the switchis illuminated when a SELCAL code is received. The annunciator may be testedusing the annunciator PRESS TO TEST button located on the glareshield. Theillumination of the annunciator is adjusted using the ANNUN PUSH-BRT rheostatlocated on the overhead panel. The decoder is capable of receiving 16 tonecodes.

When a SELCAL code is received by the decoder, the HF SELCAL annunciatoron the control panel will begin to blink and a single tone will be heard over thespeakers (speaker switch on or off) and the headsets. The annunciator can beextinguished by pressing the switch/annunciator.

The SELCAL decoder may be manually tested by pressing the SELF TEST but-ton on the control panel. When the button is pressed, a single tone will be heardover the speakers and headsets and the white HF SELCAL annunciator will blinkfor approximately 5 seconds, then extinguish.

The SELCAL decoder can function in normal operation only when the HF radio isset to the AM Emission Mode.

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IFIS-5000 INTEGRATED FLIGHT INFORMATION SYSTEM

The Rockwell Collins IFIS-5000 Integrated Flight Information System (IFIS) sup-plements the EFIS-3000 Electronic Flight Instrument System portion of the ProLine 21 system in the Model B300/B300C by providing advanced display func-tions to aid the pilot in charting and weather information. Features which may beused with the IFIS-5000 are as follows:

• Electronic Charts - Provides Jeppesen approach, departure and airportscharts. This function requires a subscription from Jeppesen.

• Graphical Weather (optional) - Provides current and forecasted weatherfrom either XM Radio or Universal Weather. This function requires a sub-scription service from XM Radio or Universal Weather.

• Enhanced Map Overlays - Provides additional overlays on the FMS plan-ning map (PLAN) and present position map (PPOS). These overlaysinclude Geographic features, Geo-Political boundaries, Airways, and Air-space.

The following line replaceable units comprise the IFIS-5000 System:

• FSU-5010 File Server Unit provides the processing and storage for all IFISfunctions.

• AFD-3010E Adaptive Flight Display MFD (part of EFIS-3000) displays IFISfunctions.

• Weather Data Interface (optional):

• XM Weather - XM radio receiver and top-mounted satellite antenna toreceive and process satellite-based weather from XM Radio or,

• Universal Weather - Collins Communications Management Unit (CMU),Collins VHF com and bottom-mounted VHF blade antenna to receiveand process weather data from Universal Weather.

• CCP-3000 Cursor Control Panel located in the pedestal controls the IFISfunctions via MFD on-screen menus. Dedicated controls are provided forchart selection, quick MFD format access keys and MFD menu controls. Ajoystick is used for panning across the charts.

More detailed information may be found in the following documents.

Collins IFIS-5000 Integrated Flight Information System Operator’s Guide, Docu-ment 523-0806347-003117, dated 7 June 2005, or later revision.

Collins Corporate Datalink System CMU-4000 / RIU-40X0 Operator’s Guide,Document 523-07090499, dated 14 July 2003, or later revision.

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RADIO TUNING SYSTEM

The Radio Tuning System provides the control, displays, and sensors for VHFvoice communication, HF voice communication (if installed), VOR/ILS/DME,ADF, transponder tuning, and TCAS II (if installed). The system consists of theRadio Tuning Unit (RTU) located in the center instrument panel, and a radio tun-ing unit contained in the CDU which is located in the pedestal. The RTU is con-sidered the primary method of tuning and the CDU as the secondary method oftuning. The tuning capabilities of the CDU are accessed using the TUNE page. IfDual CDU’s are installed, only the left CDU (CDU 1) has radio tuning capabilities.

An RTU/CDU TUNE reversionary switch is located on the reversionary panel.With this switch in the NORM position radios may be tuned using either the RTUor the CDU. Should the RTU become inoperable, the RTU/CDU TUNE switchmust be placed to the CDU position, and the radios tuned using the CDU. Like-wise, if the CDU should become inoperable, the RTU/CDU TUNE switch must beplaced in the RTU position and the radios tuned using the RTU.

If radio tuning capability is lost from both the RTU and the CDU, the EMER TUNEswitch, located on the reversionary panel, may be pushed to tune the No. 1 Comto the emergency frequency of 121.5 MHz. Activation of the switch is denoted bythe illumination of the annunciator, 121.5, located on the switch.

The radio tuning unit in the CDU has the capability of automatically tuning theVHF NAV receivers in order to improve the calculation of airplane position by theFMS. This auto tune function is selected on the NAV CONTROL page of theCDU. The auto tune function is automatically cancelled if any of the followingoccur.

DME HOLD is selected

A NAV receiver is manually tuned using either the RTU or the CDU

The FMS is deselected as a NAV source

A NAV receiver fails

If a malfunction occurs in the auto tune function, it may be manually disabledusing the RMT TUNE switch which is located on the reversionary panel. Movingthis switch from the NORMAL position to the DISABLE position will disable theauto tuning function of the CDU.

The RTU is protected by a 2-amp circuit breaker, placarded RTU, located on theright circuit breaker panel. The CDU (and it’s radio tuning unit) is protected by a3-amp circuit breaker, placarded CDU NO. 1.

For further information, refer to the Collins Pro Line 21 Avionics and Flight Man-agement System Pilot’s Guides.

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TERRAIN AWARENESS AND WARNING SYSTEM PLUS(TAWS+) (IF INSTALLED)

Refer to Operator’s Guide Collins Pro Line 21 Avionics System with optional IFISfor Beechcraft King Air, P/N 523-0808535, dated June 1, 2007, or later version.

Refer to Aviation Communication and Surveillance Systems (ACSS) TAWS+Pilot’s Pilot’s Guide, Document No. 8006772-001, dated March 2007, or laterrevision.

The information in the ACSS Pilot’s Guide is applicable except in the four areasnoted below:

1. The radio altitude of 245 feet depicted in the “Too Low Flaps” envelopeshown in Figure 1-16 (Too Low Terrain/Gear/Flaps Envelope for Mode 4)on page 1-29 of the ACSS Pilot’s Guide should read 195 feet.

2. The terrain display patterns shown in Figure 2-2 (Terrain Display Patternsfor Various Terrain Elevations) on page 2-5 of the ACSS Pilot’s Guideshould be as follows:

BB07C084547AA.AI

LOW DENSITYYELLOW

HIGH DENSITYRED

HIGH DENSITYYELLOW

HIGH DENSITYGREEN

LOW DENSITYGREEN

BLACK

+ 2000 FT

+ 1000 FT

FPAREF. ALT.

- MTCD FT

- 1000 FT

- 2000 FT

30 SEC.

TERRAIN COLORATION

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3. The following table replaces Table 2-1 (Terrain Display Patterns for Vari-ous Terrain Elevations) on page 2-7 of the ACSS Pilot’s Guide:

Terrain Elevation(typical values)

Terrain Color Dot Density

2000 ft or more above the airplane’s reference altitude

Red High

1000 ft to 2000 ft above theairplane’s reference altitude

Yellow High

Maximum of 500 ft (MTCD) below the airplane’s referencealtitude to 1000 ft above the airplane’s reference altitude

Yellow Low

Maximum of 500 ft (MTCD) to1000 ft below the airplane’sreference altitude

Green High

1000 ft to 2000 ft below theairplane’s reference altitude

Green Low

2000 ft or greater below theairplane’s reference altitude

Black N/A

Invalid terrain cell Magenta Solid

Terrain Caution Yellow Solid

Terrain Warning Red Solid

Avoid Terrain Red/Black Black with redcross-hatch

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4. The following table replaces Table 2-2 (Obstacle Display Patterns for Vari-ous Obstacle Elevations) on page 2-9 of the ACSS Pilot’s Guide:

The following information supplements the two documents listed above:

The TAWS+ is powered from the Right Generator Avionics Bus and is protectedby a 3-amp circuit breaker, placarded TAWS and located on the copilot’s circuitbreaker panel.

The system operates by accepting a variety of airplane parameters as inputs,applying alerting algorithms, and providing the flight crew with data (aural alertmessages, visual annunciations and displays) in the event that the boundaries ofany alerting envelope are exceeded. The system performs the following func-tions:

1. Processes inputs from airplane systems.2. Correlates current airplane position to terrain and airport databases.3. Projects the terrain hazards along the projected flight path ahead of the air-

plane.4. Generates an image of potential terrain hazards for display to the flight

crew.

5. Generates applicable alerts and warnings, both aurally and visually, to theflight crew.

Obstacle Elevation(typical values)

Obstacle Color Dot Density

2000 ft or more above the airplane’s reference altitude

Red High

1000 ft to 2000 ft above theairplane’s reference altitude

Yellow High

Maximum of 500 ft (MTCD) below the airplane’sreference altitude to 1000 ft above the airplane’s reference altitude

Yellow Low

Maximum of 500 ft (MTCD) to 1000 ft below the airplane’s reference altitude

Green High

1000 ft to 2000 ft below theairplane’s reference altitude

Green Low

2000 ft or greater below theairplane’s reference altitude

Black N/A

Obstacle Caution Yellow Solid

Obstacle Warning Red Solid

Avoid Obstacle Red/Black Black with redcross-hatch

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The TAWS+ is designed to be fully compatible with airplane operations.Unwanted alerts will be very rare if the pilot maintains a situational awarenesswith respect to terrain. There is normally no requirement for the pilot to input tothe system, except for preflight self-testing.

Basic Ground Proximity Warnings

The following operating modes generate the following cautions and warnings aspart of the basic (non-enhanced) ground proximity warning system. Several ofthe modes present an initial caution to alert the crew of a developing problem thatrequires their attention. If the situation worsens, a warning is generated to alertthe crew to provide increased correction.

The following messages and aurals are provided for TAWS+ Modes 1 - 6. SeeSection 3, EMERGENCY PROCEDURES, and Section 3A, ABNORMAL PRO-CEDURES, for the appropriate procedure associated with each caution andwarning alert.

Mode Function PFD Caution Message(Yellow)

Caution Aural

PFD Warning Message

(Red)

WarningAural

1 Excessive Descent

Rate

GND PROX “SINK RATE” PULL UP “PULL UP”

2 Excessive Closure on

Terrain

GND PROX “TERRAIN TERRAIN”

PULL UP “PULL UP”

3 Altitude Loss After Takeoff

GND PROX “DON’T SINK, DON’T SINK”

N/A N/A

4a Unsafe Terrain

Clearance

GND PROX “TOO LOW GEAR”

N/A N/A

4b UnsafeTerrain

Clearance

GND PROX “TOO LOW FLAPS”

N/A N/A

5 Excessive Glideslope Deviation

GND PROX “GLIDESLOPE” N/A N/A

6a Excessive Bank Angle

N/A “BANK ANGLE”

N/A N/A

6b Altitude Callouts

N/A “500, 200, 100, 50, 40, 30, 20,

10”

N/A N/A

6f Selected MDA

N/A “MINIMUMS, MINIMUMS”

N/A N/A

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GPWS Functions

The following equipment is required to be operational for the proper functioningof Mode 1 through 6 of the ACSS TAWS+ system:

1. TAWS+ Warning System Computer.

2. Radio Altimeter.

3. Vertical Speed from the Air Data Computer.

4. Airspeed from the Air Data Computer.

5. Glideslope and Localizer Deviation.

6. Landing Gear Position.

7. Flap Position.

8. Roll attitude from Pilot’s Attitude System (for “BANK ANGLE” aural mes-sage).

9. Decision Height System (for “MINIMUMS” aural message).

The following Mode 6 advisory callouts are enabled: “FIVE HUNDRED”, “TWOHUNDRED”, “ONE HUNDRED”, “FIFTY”, “FORTY”, “THIRTY”, “TWENTY”,“TEN”, and “MINIMUMS”.

The following three pushbutton switch/annunciators for TAWS+ are locateddirectly in front of the pilot:

Switch/AnnunciatorColor

ACTIVEState

Function

FLAPOVRD

AMBER

Pressing the switch disables the “TOO LOWFLAPS” portion of the GPWS Mode 4b alertboundaries and also selects the Mode 2benvelope. The “ACTIVE” annunciatorilluminates when the switch is pressed.

G/SINHIB

AMBER

Illuminates to indicate the GPWS Mode 5glideslope alert has been inhibited. Pressingthe switch on the ground initiates self-test.The “ACTIVE” annunciator illuminates ambermomentarily when pressed and thenextinguishes when released. However, theglideslope alerting will remain inhibitedalthough the “ACTIVE” legend will beextinguished. The inhibit function is enabledbelow 2000 ft AGL and disabled at 30 ft AGLor after ascending above 2000 ft AGL.

TERRINHIB

AMBER

Pressing the switch deselects all CPAfunctions of the TAWS+ system. The“ACTIVE” annunciator illuminates when theswitch is pressed.

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If terrain data penetrates the caution or warning envelopes, then the correspond-ing aural and visual alerts are generated.

Terrain display can be selected manually anytime. Areas of terrain sufficientlyclose to the airplane, that do not penetrate the terrain caution or warning enve-lopes are depicted by areas of red, yellow or green dot patterns. The color anddot density vary based on terrain elevation relative to the airplane. Magenta col-oring is used to indicate areas where terrain information is unavailable.

NOTEIf the terrain is within 15 NM of the nearest airport, terrainwith an elevation of less than the nearest runway elevation+ 400 feet is displayed as black.

The following annunciators, aural alerts, and aural warnings are provided for theCPA function of TAWS+. See Section 3, EMERGENCY PROCEDURES, andSection 3A, ABNORMAL PROCEDURES, for the appropriate procedure associ-ated with each alert and warning.

Function/Mode PFD Caution Message (Yellow)

Caution Aural

PFD Warning Message

(Red)

WarningAural

Terrain Alerting and Display (TAD)

GND PROX “CAUTION TERRAIN, CAUTION TERRAIN”

PULL UP “TERRAIN, TERRAIN, PULL UP PULL UP”

GND PROX “CAUTIONOBSTACLE,CAUTION

OBSTACLE”

PULL UP “OBSTACLE,OBSTACLE,

PULL UPPULL UP”

GND PROX “CAUTION TERRAIN”

OR“CAUTION

OBSTACLE”

PULL UP “AVOIDOBSTACLE”

OR“AVOID

TERRAIN”

Premature Descent Alerting (PDA)

GND PROX “TOO LOW, TERRAIN”

N/A N/A

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TAWS+ Functions

The following equipment must be operational for the proper functioning of thepredictive features of the TAWS+:

1. TAWS+ Warning Computer.

2. Heading from the No. 1 Compass System (used for Terrain display only).

3. GPS position.

4. Terrain and Airport Database.

The following predictive features are available:

1. Terrain Display.

2. Collision Prediction and Alerting (CPA).

Obstacles

Obstacles in the database are defined as those man-made obstacles such astowers, buildings and antennas. An obstacle has a height of at least 250 ft. If acti-vated, the obstacle database has the same alert displays as the terrain database(“CAUTION OBSTACLE”, “OBSTACLE AHEAD, PULL UP”, “AVOID OBSTA-CLE”) and can be inhibited by selection of the TERR IHNIB switch/annunciator.

NOTEWith Terrain selected to be displayed on any cockpit dis-play, usually when display ranges of 200 NM or greater areselected, it may be possible for a short line of red pixels toappear in front of the wing of the displayed aircraft symbol.These red pixels are not associated with a TERRAIN orOBSTACLE warning and have a different appearance tothe solid red square associated with a TERRAIN orOBSTACLE warning. This display anomaly may disappearand reappear at random intervals. If this occurs, select alower range display and ensure the red area disappearsfrom the display. If any red is displayed and a TERRAIN orOBSTACLE warning is issued, suitable avoiding actionmust be taken.

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TRAFFIC ALERT AND COLLISION AVOIDANCE SYSTEM(TCAS I) (IF INSTALLED)The Goodrich or L3 Communications Skywatch HP Traffic Alert and CollisionAvoidance System, Model SKY899, is to be used for aiding visual acquisition ofconflicting traffic. The system includes a transmitter-receiver computer (TRC)and a directional antenna mounted on the top of the fuselage. The installationreceives pressure altitude from the pilot’s or copilot’s encoding altimeter throughthe No. 1 or No. 2 transponder. The system also receives inputs from the rightweight-on-wheels switch, the right landing gear downlock switch, radio altimeter,and heading input from the No. 1 compass. The system is powered from the LeftGenerator Avionics Bus, and is protected by a 5-amp circuit breaker, placardedTCAS.

The SKY899 is an active system that operates as an aircraft-to-aircraft interroga-tion device. The system interrogates up to 35 different aircraft transponders in a35 nm radius in the same way ground based radar interrogates aircraft transpon-ders. When the SKY899 receives replies to its interrogations, it computes theresponding aircraft’s range, relative bearing, relative altitude, and closure rate.The SKY899 then predicts collision threats and plots the eight most threateningaircraft locations.

The SKY899 is controlled with the following:

• Operating Mode Button: This switch/light is placarded ON/STBY. ON is illumi-nated when the system is in the operating mode. The switch/light will be blankwhen the system is in the standby mode. On the ground, this switch can beused to change the operating mode between ON and STBY. In flight, thisswitch is inactive and the system is continuously in the ON mode.

• Display Range Knob: The display range is controlled through the range knoblocated on the DCP.

• Vertical Display Mode/Test Button: This push-button is placarded TEST/ALT.On the ground, pressing this button will begin an internal self-test. This testshould be conducted in accordance with Section 4, NORMAL PROCEDURES,before the first flight of the day. In flight, this button acts as a Vertical DisplayMode control, allowing the pilot to toggle the display between ABOVE, BELOW,ABOVE/BELOW and Normal.

The SKY899 will display the following features:

• Solid Yellow Circle: This is the Traffic Advisory (TA) symbol that the SKY899generates when it predicts that an intruder aircraft may pose a collision threat.This is accompanied by the aural alert “TRAFFIC TRAFFIC”.

• Solid Cyan Diamond: This is the Proximate Traffic symbol that is generatedwhen intruder traffic is detected within 6 nm and ±1200 feet, but does not posea threat.

• Open Cyan Diamond: This is the symbol for Other Traffic and is generated torepresent an intruder aircraft that has been detected but has not generated atraffic alert.

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• Solid Yellow Semicircle: This is the Traffic Advisory (TA) symbol that theSKY899 generates when it predicts than an intruder aircraft may pose a colli-sion threat but is out of the current display range.

• Vertical Trend Arrow: A vertical trend arrow will be shown to the right of the traf-fic symbol to indicate that traffic is ascending or descending at a rate greaterthan 500 fpm. An arrow is not shown for non-altitude reporting aircraft.

• Data Tag (Example +04): A two-digit number representing the relative altitude,in hundreds of feet, of the intruder aircraft. A positive data tag is displayedabove the traffic symbol and a negative data tag is displayed below the trafficsymbol. If the intruder aircraft is at the same altitude as your airplane, 00 is dis-played above the traffic symbol.

• Four altitude display modes are available:

• Look-up Mode (ABOVE): Displays traffic detected within +9,000 feet to -2,700 feet of your airplane.

• Normal Mode: Displays traffic detected within ± 2,700 feet of your airplane.

• Look-down Mode (BELOW): Displays traffic detected within +2,700 feet to -9,000 feet of your airplane.

• Unrestricted Mode (ABOVE/BELOW): Displays traffic detected within ±9,000 feet of your airplane.

When the TCAS self-test is conducted as described in the Normal Procedures,the following test pattern will be displayed on the MFD:

• Traffic Advisory (solid yellow circle) will appear at 9 o’clock, range 2 miles, 200feet below and climbing.

• Proximate Traffic (solid cyan diamond) will appear at 1 o’clock, range 3.6 miles,1000 feet below and descending.

• Other Traffic (open cyan diamond) will appear at 11 o’clock, range 3.6 miles,flying level 1000 feet above.

The SKY899 has the following automatic features:

• Using the right weight-on-wheels switch, the SKY899 will automatically switchfrom STBY Mode to Operate Mode in the 6 nm range and ABOVE Mode will beselected approximately 8 to 10 seconds after takeoff.

• Using the right weight-on-wheels switch, the SKY899 will automatically switchfrom Operate Mode to STBY Mode approximately 24 seconds after landing.

• Using the radio altimeter input, the SKY899 will inhibit the aural alerts below400 feet AGL to minimize pilot distraction.

Refer to the Pilot’s Guide for the Skywatch HP Traffic Alert/Advisory System,Model SKY899, Goodrich or L3 Communications PN 009-11901-001, Rev A,dated August 29, 2001, or later revision.

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TRAFFIC ALERT AND COLLISION AVOIDANCE SYSTEM(TCAS II) (IF INSTALLED)

The Collins TCAS-4000 is a TCAS II system designed to protect a volume of air-space around the TCAS II-equipped airplane by warning the pilot of the threat ofother transponder equipped airplanes penetrating that airspace. The systeminterrogates Mode C and Mode S transponders in nearby airplanes and analyzestheir replies to identify potential and predicted collision threats. The systemadvises the pilot when to climb, descend, or maintain altitude to avoid passingtoo close to, or colliding with, the threat airplane. When an intruder airplane isequipped with TCAS II, the system coordinates avoidance maneuvers with thisairplane using the data link capability of the Mode S transponders.

If traffic gets within 25 to 45 seconds (depending upon altitude) of the projectedClosest Point of Approach (CPA), it is considered an intruder and a Traffic Advi-sory (TA) is issued. This TA calls attention to what may develop into a collisionthreat using visual and aural alerts. The visual alert consists of a solid yellow cir-cle depicting the intruder on the traffic map and a yellow flashing TRAFFIC mes-sage on the PFDs. The aural alert consists of the voice message, “TRAFFIC,TRAFFIC”. These alerts promote mental and physical preparation for a possiblemaneuver that may follow, and assists the pilot in achieving visual acquisition ofthe intruding aircraft.

If the intruder gets within 20 to 35 seconds (depending upon altitude) of the CPA,it is considered a threat, and a Resolution Advisory (RA) is issued. This RA pro-vides a recommended vertical maneuver using modified instantaneous verticalspeed indicators (IVSIs) and voice messages to provide adequate vertical sepa-ration from the threat aircraft (a Corrective RA) or prevents initiation of a maneu-ver that would place the TCAS II aircraft in jeopardy (a Preventive RA). Inaddition to the voice messages, e.g. CLIMB, CLIMB, the threat aircraft isdepicted as a solid red square on the Traffic Map, and a red flashing TRAFFICmessage is displayed on the PFDs.

The TCAS II system consists of a TCAS II receiver-transmitter, two TCAS direc-tional antennas, and two diversity Mode S transponders with antennas. The sys-tem receives altitude and vertical speed information from the pilot’s Air DataComputer (ADC1). If that system fails, information is provided by the copilot’s AirData Computer (ADC2). Radio altitude information is provided from the radioaltimeter, and heading information from the pilot’s AHS. The system alsoreceives inputs from the right weight-on-wheels switch and right landing geardownlock switch. The TCAS II system generates vertical guidance commandsthat are displayed on the pilot’s and copilot’s IVSIs in the form of vertical red andgreen bands. Vertical speeds located next to the red band are to be avoided. Thevertical speed associated with the green band (either descending or climbing) isthe vertical speed the pilot should attain. Intruder targets are displayed on theMFD on the TCAS Only Map, or may be overlaid on the Present Position Map.Aural alerts are sounded over the speakers, whether or not they are selected on,and also over the headsets. Controls for the TCAS II system are integrated into

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SYSTEMS DESCRIPTION

AVIONICS

TRAFFIC ALERT AND COLLISION AVOIDANCE SYSTEM(TCAS II) (IF INSTALLED)

SYSTEM CHARACTERISTICS

For airplanes with Rockwell Collins, Inc. TCAS II System (Version 7.1) installed,all RAs are inhibited below 1100 feet AGL while climbing and below 900 feet AGLwhile descending and will revert to TA only mode.

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the RTU and the CDU. Either unit may be used to control the TCAS system. TheTCAS II system is powered by the Left Generator Avionics Bus and is protectedby a 5-amp TCAS circuit breaker located on the right circuit breaker panel. Poweris applied to the system when the Avionics Master switch is turned on.

MFD DISPLAYS AND CONTROLS

The TCAS Traffic Only Map may be selected by pressing the TFC line select keyfor more than 1 second. The TCAS Traffic Only Map will be displayed in the 10nm range. The range of the display may be adjusted from 5 nm to 50 nm usingthe RANGE knob on the Display Control Panel. The TFC key may also be usedto select the TCAS Traffic Display on or off.

Once the Traffic Only Map has been selected using the TFC key, the FORMATkey may be used to select the Plan Map, the Present Position Map, or the TCASOnly Map.

The following messages appear along the right side of the display when appropri-ate. They are listed as they would appear from top to bottom:

ABS INOP(white)

If the Absolute Altitude Mode is selected and the airplane isbelow 18,000 feet P.A. this display is presented.

ALT XXX(cyan)

If the Absolute Altitude Mode is selected and the airplane isabove 18,000 feet P.A. this display will show airplane pressurealtitude in thousands and hundreds of feet.Example: 23,000 feet = 230.

ABOVE/BELOW(white)

These messages indicate the operating altitude volume of theTCAS system. These messages will be shown as ABOVE,ABOVE BELOW, BELOW, or will be blank. The operatingvolume of each display is as follows:ABOVE = -2700 ft to +9900 ftBELOW = +2700 ft to -9900 ftABOVE/BELOW = -9900 ft to +9900 ftBlank = -2700 ft to + 2700 ft

OFF(cyan)

This message indicates that the OTHER TRAFFIC symbol hasbeen selected off.

TFC(cyan or white)

This legend indicates that the TCAS II system has beenselected for display (cyan), or has been selected off (white).

TCAS TEST(cyan)

This message indicates that the TCAS II is in the Test Mode.(Color is white if TCAS display has not been selected.)

TCAS OFF(cyan)

This message indicates that the Standby Mode of the TCASsystem has been selected, the standby mode of thetransponder has been selected, or that the Mode C has beenselected Off. (Color is white if TCAS display has not beenselected.)

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When the TCAS self-test is conducted as described in the Normal Procedures,the following test pattern will be displayed on the MFD.

• Traffic Advisory (solid yellow circle) will appear at 9 o’clock, range 2 miles, 200feet below, and climbing.

• Proximate Traffic (solid cyan diamond) will appear at 1 o’clock, range 3.6 miles,1000 feet below, and descending.

• Other Traffic (open cyan diamond) will appear at 11 o’clock, range 3.6 miles,1000 feet above, and in level flight.

• Resolution Advisory Traffic (solid red square) will appear at 3 o’clock, range 2miles, 200 feet above, and in level flight.

PFD DISPLAYS

The PFD does not display traffic unless in the reversionary mode. The followingTCAS messages and displays are provided.

The following messages will be displayed, one at a time, just below the lower

right corner of the EADIs:

The following messages will be displayed on the right side of the PFD oppositethe third Line Select Key. They are identical to those shown on the MFD.

• TCAS TEST (white)

• TCAS OFF (white)

• TA ONLY (white)

TA ONLY(cyan)

This message indicates that the TA Only Mode has beenselected. It will always be displayed on the ground. Themessage will change color from cyan to yellow and flash whena TA is issued by the TCAS. (Color is white if TCAS display hasnot been selected.)

TCAS FAIL(yellow)

This message indicates a TCAS fault has been detected.

TA or RA with nobearing data

Two lines are provided for the first two detected TAs or RAswithout valid bearing data. Each line of data will be yellow forTA data or red for RA data. The format of each line will includethe range of the intruder followed by the relative or absolutealtitude, if available, and a rate-of-climb or descent directionarrow if applicable.

TRAFFIC(yellow or red)

This message will be yellow for a TA and red for an RA. It willblink approximately 6 times and then become steady.

TCAS FAIL(yellow)

This message is identical to the one shown on the MFD.

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VOICE MESSAGES

For airplanes with Rockwell Collins, Inc. TCAS II System (Version 7.1) installed,the following resolution advisory (RA) will be annunciated aurally and visually asappropriate.

VOICE MESSAGE PILOT RESPONSE

“CLIMB, CLIMB” Climb at the rate depicted by the green (fly to) arcor line on the IVSI or other suitable indicator.

“DESCEND, DESCEND” Descend at the rate depicted by the green (fly to)arc or line on the IVSI or other suitable indicator.

“MONITOR VERTICAL SPEED”

Ensure that vertical speed is out of the illuminatedIVSI red arc or line, or other suitable indication.

“LEVEL OFF, LEVEL OFF” Reduce vertical speed to zero feet per minute. Agreen arc or line will be illuminated beginning atzero feet per minute.

“CLEAR OF CONFLICT” Expeditiously return to the applicable clearance,unless otherwise directed by ATC.

“CLIMB, CROSSING CLIMB, CLIMB, CROSSING CLIMB”

Climb at the rate depicted by the green (fly to) arcor line on the IVSI or other suitable indicator.

“DESCEND, CROSSING DESCEND, DESCEND, CROSSING DESCEND”

Descend at the rate depicted by the green (fly to)arc or line on the IVSI or other suitable indicator.

“MAINTAIN VERTICAL SPEED, MAINTAIN”

Maintain the existing climb or descent rate asdepicted by the green (fly to) arc or line on the IVSIor other suitable indicator.

“MAINTAIN VERTICAL SPEED, CROSSING MAINTAIN”

Maintain the existing climb or descent rate asdepicted by the green (fly to) arc or line on the IVSIor other suitable indicator.

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For airplanes with Rockwell Collins, Inc. TCAS II System (Version 7.1) installed,the following voice messages annunciate enhanced TCAS II maneuvers whenthe initial RA does not provide sufficient vertical separation. The tone andinflection connotes increased urgency.


“INCREASE CLIMB, INCREASE CLIMB”

Increase climb at the rate depicted by the green (flyto) arc or line on the IVSI or other suitable indicator.

“INCREASE DESCENT, INCREASE DESCENT”

Increase descent at the rate depicted by the green(fly to) arc or line on the IVSI or other suitableindicator.

“CLIMB — CLIMB NOW, CLIMB — CLIMB NOW”

Immediately climb at the rate depicted by the green(fly to) arc or line on the IVSI or other suitableindicator.

“DESCEND — DESCEND NOW, DESCEND — DESCEND NOW”

Immediately descend at the rate depicted by thegreen (fly to) arc or line on the IVSI or other suitableindicator.

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During a Resolution Advisory, red or red and green bands will be displayed onthe IVSI. There are two types of RAs; corrective and preventive.

If a corrective RA is issued, red and green bands will be displayed. The greenband indicates the rate-of-climb or descent required for the pilot to obtain inresponse to the RA. The red bands indicate the rate-of-climb and descent thepilot is to avoid during the response to the RA.

If a preventive RA is issued, normally only a single red band will be displayedindicating the vertical speeds to be avoided. If intruders exist above and belowthe airplane, it is possible to have a green band covering the lower rates-of-climband/or descent followed by two red bands indicating the higher rate-of-climb anddescent to avoid.

During the TCAS self-test, the IVSI will display the following test pattern:• A red band will extend from 0 fpm to the bottom of the display.• A green band will extend from 0 fpm to +300 fpm.

• A red band will extend from +2000 fpm to the top of the display.

SYSTEM CHARACTERISTICS

Only the TA Only Mode is available during ground operations. The RA Mode isavailable after takeoff above approximately 1150 feet.

The Traffic Display may be overlaid on the radar or EGPWS display on the MFD.

EGPWS and radar displays are not available on the TCAS Traffic Only map.

EGPWS voice alerts have priority over TCAS II voice messages. During suchoccasions, the TCAS II will automatically switch to the TA Only Mode with noTCAS voice messages.

The TCAS II surveillance may not function at distances less than 900 feet.

CLIMB and INCREASE CLIMB RAs are inhibited with flaps extended beyond theApproach position.

CLIMB and INCREASE CLIMB RAs are inhibited above 32,000 feet P.A.

When below approximately 1000 feet, the TCAS II will automatically revert to theTA Only Mode.

All RA and TA voice messages are inhibited below 600 feet AGL while climbingand below 400 feet AGL while descending.

DESCEND RAs are inhibited below 1200 feet AGL while climbing and below1000 feet AGL while descending.

INCREASE DESCENT RAs are inhibited below 1450 feet AGL.

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VOICE MESSAGES

The following voice message accompanies a TCAS II Traffic Advisory (TA):

The following voice messages accompany TCAS II Resolution Advisory Traffic

(RAs):


“TRAFFIC, TRAFFIC” Gain visual contact with traffic. Check the TCAS II displayfor range and bearing of the traffic if necessary. Assessthe threat and prepare to execute the evasive maneuver ifa Resolution Advisory is subsequently issued.


“CLIMB, CLIMB, CLIMB” (corrective)

Change vertical speed to 1500 fpm climbing, or asindicated by the green band on the IVSI.

“CLIMB, CROSSING CLIMB, CLIMB, CROSSING CLIMB”(corrective)

Same as previous except that this messageindicates that flight paths will cross at somealtitude.

“INCREASE CLIMB, INCREASE CLIMB”(corrective)

This follows a CLIMB voice message. The climbingvertical speed is typically increased to 2500 fpm asshown by the green band on the IVSI.

“ADJUST VERTICAL SPEED, ADJUST”(corrective)

Reduce climbing vertical speed to that shown onthe IVSI.

“DESCEND, DESCEND NOW”(corrective)

This follows a CLIMB voice message. Thismessage indicates that a reversal of vertical speedfrom a climb to a descent is needed to provideadequate separation.

“DESCEND, DESCEND, DESCEND”(corrective)

Change vertical speed to 1500 fpm descending, oras indicated by the green band on the IVSI.

“DESCEND, CROSSING DESCEND, DESCEND, CROSSING DESCEND”(corrective)

Same as previous except that this messageindicates that flight paths will cross at somealtitude.

“INCREASE DESCENT, INCREASE DESCENT”(corrective)

This follows a DESCENT voice message. Thedescending vertical speed is typically increased to2500 fpm as shown by the green band on the IVSI.

“ADJUST VERTICAL SPEED, ADJUST”(corrective)

Reduce descending vertical speed to that shownon the IVSI.

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WEATHER RADAR SYSTEM

The Weather Radar System is a fully integrated system that detects precipitation,moisture-based turbulence and ground feature returns in front of the airplane,which can be displayed on the PFDs or the MFD and features the following oper-ating modes:


“CLIMB, CLIMB NOW”(corrective)

This follows a DESCEND voice message. Thismessage indicates that a reversal of vertical speedfrom a descent to a climb is needed to provideadequate separation.

“CLEAR OF CONFLICT” Resume normal flight. Apparent conflict of airspacehas been resolved.

“MONITOR VERTICAL SPEED”(preventive)

Be alert for approaching traffic. Ensure that the IVSIneedle does not enter the area of the red band.

“MAINTAIN VERTICAL SPEED”(preventive)

Maintain present vertical speed and direction.Ensure that the IVSI needle does not enter the areaof the red band.

“MAINTAIN VERTICAL SPEED, CROSSING, MAINTAIN”(preventive)

A flight path crossing is predicted, but beingmonitored by the TCAS II. Maintain present verticalspeed and direction. Ensure that the IVSI needledoes not enter the area of the red band.

“ADJUST VERTICAL SPEED, ADJUST”(preventive)

Indicates a weakening of the RA. This allows thepilot to start returning to an assigned altitude.

MODE DESCRIPTION

WX (Weather) Mode The basic weather detection mode. Depicts areas ofprecipitation with four different colors, determined byreflectivity strength.

MAP Mode Used to depict the display colors on the PFD/MFD asaccentuated ground features.

WX+T (Weather Plus Turbulence) Mode

Contains WX mode features and includes detection ofprecipitation-related turbulence targets, including windshifts that contain precipitation.

TURB (Turbulence) Mode

Shows areas of precipitation-related turbulence within50 nautical miles.

TARGET (Target/Turbulence Alert) Mode

Used as an alert for precipitation and/or precipitation-related turbulence.

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AUDIO SYSTEM

The audio system consist of dual DB-700 audio amplifiers, a crew interphonesystem, cabin PA, and a pilot and copilot audio control panel. The audio controlpanels are located on the instrument panel adjacent to each PFD and havealmost identical functions as described in the following. Refer to the INSTRU-MENT PANEL illustration earlier in this section for a layout of the switches.

TRANSMIT (XMIT) SELECT SWITCH

The XMIT select switch has corresponding positions for selecting the Commtransceiver to be used for transmissions and includes 1 (for COMM 1), 2 (forCOMM 2), PA (for the cabin public address), HF (if installed), and TEL. Theswitch also incorporates a master VOL control knob.

TRANSCEIVER AND RECEIVER AUDIO CONTROLS

Each Comm transceiver and Nav receiver has an audio control incorporating apull-on/ push-off switch and a rotary volume control. The audio controls are usedto enable the audio of incoming radio receptions and include COMM 1, COMM 2,NAV 1, NAV 2, DME 1, DME 2 (if installed), TEL (for telephone), ADF, HF (ifinstalled), and MKR (for marker beacon). When the audio control is pulled out,the audio for the selected transceiver or receiver can be heard over the head-phones and speaker, if selected on. (When the audio control is pushed in, its vol-ume level remains fixed at the last setting.) Rotating the audio control after it hasbeen pulled out increases or decreases the volume. The audio controls include awhite band that becomes visible when the control is pulled on to indicate theactive position.

NOTEIf only one DME is installed, the DME 2 control monitors channel 2of DME 1. If two DMEs are installed, the DME 2 control monitorschannel 1 of DME 2.

MIC SWITCH

In the NORM position, the hand mic and boom mic are active. In the OXY position,the mic in the oxygen mask is active and the cockpit speakers are automaticallyselected on.

PA (PUBLIC ADDRESS) AUDIO CONTROL

This control functions in a manner nearly identical to the Comm and Nav audiocontrols. The only difference is that the control does not incorporate a pull-on/pushoff feature, but instead is always on. When transmissions are made using the PAfunction of the XMIT select switch, rotating this control increases or decreases thevolume of the audio from the cabin speakers.

AUTO COMM SWITCH

The Auto Comm switch works in conjunction with the XMIT switch and the AudioControls of the radio transceivers. If the Auto Comm switch is selected, the AudioControl associated with the radio selected with the XMIT switch does not have to

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be on (pulled out) in order to hear incoming audio. If the Auto Comm switch is notselected, the Audio Control associated with the radio selected with the XMITswitch must be pulled out in order to hear incoming audio.

SPEAKER (SPKR) SWITCH

When the SPKR switch is selected, the pilot and copilot overhead speakers areenabled. The audio volume from the speakers is controlled by the master VOLknob located on the XMIT switch and the Audio Controls.

NOTEThe volume controls adjust the audio volume from both the speak-ers and the headsets. It is not possible to adjust the volume of thespeakers independently of the volume of the headset.

INTERPHONE (INPH) AUDIO CONTROL

This control functions in a manner similar to the Comm and Nav audio controls.Pulling the control out enables the cockpit interphone system. Pushing the controlin disables the system. Rotating the control increases and decreases the volumeof the interphone system.

NOTEThe same control on the copilot’s audio panel does not incorporatethe pull-on/push-off switch. Only the pilot’s control can turn the sys-tem on or off.

ALTERNATE AUDIO SWITCH

The Alternate Audio switch is normally left in the NORM position. If the audio am-plifier fails, the audio panel will not function normally and the Alternate Audioswitch must be placed to the ALTN position. When the ALTN mode is selected,the pilot can transmit and receive on COMM 1 using a boom mic, cockpit speakeror headphones. The volume of radio receptions is not controllable.

NOTETransmissions may be made on COMM 2 and the PA, but COMM 2receptions are not possible.

VOICE - BOTH - IDENT SWITCHThis switch controls the input filtering of the NAV 1, NAV 2, ADF 1, and ADF 2 (ifinstalled) controls. In the VOICE position, Morse codes are filtered out and onlyvoice transmissions are heard. In the BOTH position, both voice and Morse codetransmissions will be heard. In the IDENT position, only Morse code transmissionswill be heard.

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Documents

SECTION 7 SYSTEMS DESCRIPTION - Beechcraft Ground Proximity Warning System (EGPWS) (If Installed) . . . . . .7-107 Electronic Standby Instrument System (ESIS) . . . . . . . . .