Transcript

Super King Air B200

July 2005 ../Aeroworx Aviation ../B200POH ver. 2.0.1

Pilot’s Operating Handbook

Pilot’s Operating Handbookand

Aircraft Flight ManualVersion 2.0.1

for

Super King Air B200

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Pilot’s Operating Handbook

On a typical early morning while the sun starts to rise on the horizon the dew slides off the wings as I find myself doing the all important walk around. As I concentrate on preparing my aircraft for departure I realize that I am about to climb into one of the most beautiful aircraft I have ever flown. The King Air 200 has a certain gracefulness and at the same time possesses a ravishing design only a pilot can appreciate. Aeroworx has designed the King Air 200 where all simulator pilots can feel the same way I do about the most desired twin turbo prop of all time.

As I accelerate down the runway you can hear those invincible Pratt & Whitney engines rumble with power. I reach my rotation speed and immediately you feel that Beechcraft quality design in the King Air 200. The stability, performance, and acceleration are overwhelming. At this point you leave yourself on the ground and you realize you have found your calling. You are envied by many that stare at computer screens all day and are continually being overlooked by their superiors. Here you are your own boss and you make the decisions. As you continue to climb you are about to experience what every pilot will never get tiresome of. The plane is just below an overcast layer and as you are about to penetrate the bottoms where you will find a sense of invisibility. Here no one can see you, you are hidden. While there is always a bottom of a cloud layer there sure remains to be a top. It is here where the pilot will get that feeling you can never grow too old for. As you look up you can see the halo of the sun getting brighter and brighter. Before you know it you are halfway between the clouds that once engulfed your Aeroworx King Air to the open skies which give you the feeling of freedom which you never felt. Between this transition is where the awesome feeling of speed is sensed. Your plane skims over the cloud top at 200 knots while leaving the trace of the wingtip vortices behind you. This is where you have the MOST appreciation for your “job”. But the appreciation doesn’t end there. In fact, it never ends. To the mountains you overlook at 20,000 feet, to the sunrises and sunsets you experience from that heightened point of view, and to the trips you get to Las Vegas that are all paid for! Besides the latter (too bad), Aeroworx allows you to experience this as close as flight simming will allow you. Set the pressurization to FL350 and let the Aeroworx Beech-craft King Air 200 take you to where your heart desires. Unfortunately, the jet fuel is consumed and the fun must begin its descent. But there is nothing from stopping you from topping up the fuel tanks and continuing on that journey we all desire.

Allow me to introduce myself. My name is Jack Colwill and I am currently employed on the King Air 200. I have been flying the King Air 100’s & 200’s for the last seven years. I have been an active Flight Simulator user for a number of years. During this time I have never come across a MSFS King Air that really tickled my fancy until I was introduced to the Aeroworx Super King Air B200. The day I installed it I immediately thought I was sitting at work in the 200. Unfortunately my peripheral vision is pretty good and I could see the edges of my monitor which brought me back to reality. The Aeroworx team has worked extremely hard at bringing you the virtual version of what I fortunately get to experience in real life.

The difference is sometimes I have to spend days away from the family as you do not (the wife may not see you for days while you are flying this bird but technically you are still not away from home!). I have had hours of excitement flying this Super King Air B200 and now its time for you to experience it first hand.

Introduction by Jack ColwillChief Test Pilot

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Table of Contents

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Disclaimer .................................................................................................Overview ...................................................................................................General .....................................................................................................Aircraft Maintenance and Realism Module ...............................................2D Instrument Panel .................................................................................General Aircraft Information .....................................................................Aircraft Limitations ...................................................................................Emergency Procedures .............................................................................Normal Procedures ...................................................................................EFIS-84 and APS-65 Reference ................................................................Sperry ADI & HSI Reference .....................................................................Performance Charts (1700, 1800 & 1900 rpm’s) .....................................KLN90B Guide ..........................................................................................Virtual Cockpit Guide ................................................................................Pilot’s Operational Documentation ...........................................................

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Super King Air B200

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Disclaimer

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ALL MATERIAL CONTAINED IN THIS DOCUMENT IS FOR FLIGHT SIMULATION USE ONLY, AND HAS BEEN SPECIFICALLY WRITTEN TO BE USED WITH THIS AIRCRAFT IN MICROSOFT FLIGHT SIMULATOR.

THE AEROWORX B200 MAY NOT BE USED AS, AND IS NOT INTENDED TO BE A TRAINING SUBSTITUTE OR A FLIGHT TRAINING DEVICE.

THIS POH MAY NOT BE USED AS, AND IS NOT INTENDED TO BE USED AS A TRAINING SUBSTITUTE OR A SUBSTITUTE FOR THE REAL PILOT’S OPERATING HANDBOOK.

Illustrations, descriptions, schematic diagrams and other data serve only for explanatory purposes. They cannot be used as the basis for real flight training and/or operations. We accept no liability for conformity of the contents with international, national or local flight regulations.

This software is designed for entertainment purposes only. Although we have designed the B200 as close as possible to the real aircraft, it is not designed as a training device. Not all avionics systems have been simulated, and some of those that have been simulated may not be entirely functional.

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-------------------------------------------------------------------------------------------------------------------------This document is provided free of charge and is public domain. Aeroworx claims no copyright except for our own

original text and images. It is intended for Flight Simulation use only, and may not be used in any real world aviation applications. The authors are not responsible for any errors or omissions.

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DESIGNED FOR Compatibility:

This software has been developed specifically for use with Microsoft® Flight Simulator 2004. It will NOT work in previous versions of the simulator.

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Overview

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THE BEECHCRAFT SUPER KING AIR B200 is one of the most, if not the most, successful turbine powered aircraft in operation today. Since its introduction, the “200” has outsold every other single line of business aircraft, jet, or turboprop. The B200 has been extensively upgraded, inside and out, achieving new levels of quietness and comfort. On the ramp, they sit majestically, commanding a great deal of respect from both pilots and non-pilots. The Super King Air B200 gets your attention without being pretentious. This is more than a workhorse, but it certainly does that too.

When compared to its jet competitors, the B200 offers unmatched utility. It carries more in a more comfortable cabin, operates from shorter fields, and costs less to operate. Considered by many as the workhorse of the skies, it can operate with a maximum payload of 2,440 pounds, and can get in and out of runways many jets are unable to use. The King Air’s exclusive “vertical oval” design provides superior head and shoulder room. Cabin features include executive seating for 6, convenient refreshment storage, private aft lavatory, and in-flight accessible baggage. The combination of performance and reliability makes the Super King Air B200 the most versatile corporate aircraft in the sky. The twelve thousand five hundred pound turboprop will take-off and climb directly to 35,000 feet and land 500 miles away in less than two hours. The B200 is powered by two Pratt and Whitney PT6A-42 turboprop engines, delivering 850 shaft-horsepower each; the most reliable and efficient Pratt and Whitney engines ever built. The dynamically balanced four blade propellers are three feet in front of the cockpit and turn at a slow 1700 RPM at cruise power, making the Super King Air B200 the most quiet and vibration free cabin of all turboprop aircraft.

The Super King Air is the only real choice for a turboprop aircraft. That’s why we chose it. Chris Frishmuth, our consulting pilot, was asked what he thought of the B200, and he responded as follows: “Flying the B200 is a wonderful blend of beauty and utility. It is the ultimate all-round workhorse. Aeroworx has captured the essence of the B200 in every way, from the stunning attention to detail in the aircraft systems to the gorgeous 3D modeling of both the cockpit and external airframe.” We hope you enjoy the Super King Air B200 as much as we do.

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General

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DEVELOPMENT TEAM:-----------------------------------------------------------------------------------------Brendan Blignaut • Flight Planner Development -----------------------------------------------------------------------------------------Jack Colwill • Chief Test Pilot -----------------------------------------------------------------------------------------Mark Dirsuwei • 3D Modeling • VC Textures • Aircraft Textures • Sound recording • Photography-----------------------------------------------------------------------------------------Chris Frishmuth • Consulting Pilot • Co-pilot voice-----------------------------------------------------------------------------------------Dave Harbold • Gauge Programming-----------------------------------------------------------------------------------------Matt Kaprocki • Gauge and Application Programming-----------------------------------------------------------------------------------------Fabio Miguez • Gauge and Application Programming-----------------------------------------------------------------------------------------Shaun Robinson • VSI TCAS-----------------------------------------------------------------------------------------Gustav van Rensburg • Photography-----------------------------------------------------------------------------------------Henning van Rensburg • Project Manager • Gauge and Systems Programming • Panel Layout and Graphics • Photography • Aircraft Textures • Sound recording and editing • POH and Documentation-----------------------------------------------------------------------------------------

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BETA TESTERS & PILOTS:--------------------------------------------------------------------------------------------

We are grateful to the following beta testers and pilots who dedicated plenty of their time to help test this version of the B200. Their knowledge, patience and commitment has helped make this product what it is. Thank you!

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Brendan Blignaut

Jack Colwill

Chris Frishmuth

Kurt “Yoda” Kalbfleisch

Andreas Kroder

Kevin Michael

Bert Pieké

André Steyn

Stefan Zaaiman

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General

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GeneralTHE AIRCRAFT:

The following aircraft are included in this package:-

2) N207CM (Sperry Analogue with Medical Configuration - MedCenter Air):

3) N209CM (EFIS-84 with Medical Configuration - MedCenter Air):

1) N109GE (EFIS-84 with V.I.P. Seating Configuration):

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GeneralTHE AIRCRAFT:

The following aircraft are included in this package:-

5) ZS-OVX (Sperry Analogue with V.I.P. Seating Configuration - United Nations):

4) N210CM (Sperry Analogue with V.I.P. Seating Configuration - MedCenter Air):

IMPORTANT NOTICE:GDI+ and Microsoft® Windows 2000:

This software has been developed for the Microsoft® Windows XP operating system. Although it will work on Microsoft® Windows 2000 operating systems, you will need to have the latest version of GDI+ installed, or your EFIS-84 and TCAS instruments won’t display. This installer can be found here: C:\*your FS9 folder*\Aeroworx\gdiplus\ gdiplus_dnld.exe.

This software is not compatible with WindowsME or Windows98.

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Aircraft Maintenance and Realism Module

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Overview

In order to simulate the B200 in a more realistic way, we have added a maintenance and realism module, called the Authorized Service Centre, that gives the pilot various options in terms of tire, engine and prop wear, oil usage as well as engine, gear and flap damage. Co-pilot call-outs can also be turned on or off depending on pilot preference.

In the main menu, pilots can enable/disable wear and damage independantly, and adjust the refresh rate of the EFIS-84.

Should pilots wish to fly under normal Flight Simulator 9 realism, they can turn off all damage/failure and realism features.-------------------------------------------------------------------------------------------------------------------------Using the Authorized Service Centre

To access the Maintenance Menu, go to the Aeroworx menu item on the Flight Simulator toolbar dialogue, and select King Air B200. Select ‘Settings’, and the Authorized Service Centre dialogue box will appear:

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The Authorized Service Centre dialogue box can be seen below. Shown below, this pilot has the EFIS refresh rate set to medium, and he has Failures as well as Wear enabled. He needs to fly the aircraft properly and watch those ITT’s, or the engine might start under-performing if he runs it too hot for too long.

The Service Menu

../Continued...

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Aircraft Maintenance and Realism Module

The Service Menu (Continued...)

The refresh rate is the speed at which the EFIS-84 will redraw on-screen measured at frames per second. This is adjustable in order for pilots to be able to choose at what rate their EFIS will refresh. Should a pilot be flying on a fast, high-end computer, the refresh rate can be set to maximum. Pilots with less powerful computers can adjust the refresh rate, i.e. turn it down gradually, until they find an acceptable median where the EFIS will run at the same speed as the rest of the simulator environment.

Adjust EFIS-84 Refresh Rate

Here a pilot can turn on/off all failures as specified in the Realism menu. If all failures are turned off under Realism, and the Allow Failures checkbox is selected, no failures will occur.

Allow Failures

Here a pilot can select whether he wants wear to occur. If this checkbox is selected, prop and tire wear as well as oil usage will occur. Under the Realism menu, Engine Wear must be selected in conjunction with Allow Wear in order for it to be active.

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Allow Wear

Please ensure that you study the following sections carefully if you decide to select Allow Failures and Allow Wear under the Realism menu.

Following engine starting procedure as per the checklist is a pre-requisite. The engine starting checklist can be found under Normal Procedures in this manual, as well as under the Checklist section in the Flight Simulator kneeboard (To access the Kneeboard, Press F10 when you are in the simulator, and select the checklist button.)

NOTE:

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Aircraft Maintenance and Realism Module

The Realism Menu

../Continued...

1. Engine Wear

Engine performance will decrease as the engine builds up hours. The time-to-inspection cycle of a PT6A-42 is 3,500 hours, so you will not see a degredation in performance for quite some time. Should you operate the engines with ITT higher than 740 °C at frequent intervals and/or for long periods of time, the cost of engine repairs/overalls will be a lot higher than when the engine is operated at cooler temperatures.

2. Flap Damage

If the pilot extends Approach Flap above 200 KIAS, and Full Flap above 157 KIAS, flap damage/failure may occur. Al-though we have built in a safety buffer (just like in the real aircraft), it is advisable to keep within the prescribed speeds. Remember, if you break you pay.

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The Realism Menu (Continued...)

3. Landing Gear Damage

Should landing gear be extended above 181 KIAS or retracted above 163 KIAS, damage/failure will occur. Once again, there is a safety margin, but any good pilot will stay within the published limits.

4. Hot Start

During engine start, a hot start will occur if fuel is added too soon (if N1% is less than 10) during startup. Ahot start is an excessive rise in temperature in the combustion chamber on start.

One of the most detrimental things to a turbine engine is high ITT during start. Of the 100% of the air entering the combustion chamber, 80% is used for cooling and only 20% for combustion. Therefore cooling is of vital importance. Before we even attempt a start with the aircraft battery, we need to make sure we have a minimum of 22 volts. When the compressor starts spinning on start-up, it creates airflow. The more airflow we create before we add the fuel for combustion, the cooler the start.

To give you an idea of what this means just imagine a lighter with the palm of your hand being 2 inches above it. The lighter represents the combustion while your hand represents the liner of the combustion chamber. Now if you were to light the lighter it wouldn’t take very long before you pull your hand away from the intense heat. However, if you blow on the flame which will direct the heat away from the palm of your hand, you could probably resist the temptation of pulling your hand away for quite a bit longer. So it goes without saying that the HARDER you blow on the flame, the cooler your hand will be. This is essentially why we wait until we can spin the compressor as fast as the aircraft battery can BEFORE we add the fuel to the engine for combustion. If you add the fuel too soon, like your hand, the combustor liner will burn as well, causing a hot start.

So we want the compressor to spin as fast as we can, creating that airflow like you blowing on the flame, before we add the fuel. If we add the fuel and we do not get a light-off in the combustion chamber after 10 seconds, we abort the start. If the start sequence continues on schedule you would expect to see a light-off within 3-5 seconds. At this point, the ITT continues to rise. Upon reaching 60% we can disengage the starter since the combustion is self sustaining and no longer needs the help of the starter to spin the engine. The start sequence should stabilize at about 66-68%. At this time you can continue to start the other engine in the same sequence as the first.

5. CoPilot Call-outs

Selecting this checkbox will enable the co-pilot call-outs for flaps, landing gear and also the passenger briefing (when wheel chocks and covers are removed).

Aircraft Maintenance and Realism Module

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Aircraft Maintenance and Realism Module

The Maintenance and Repairs Menu

../Continued...

1. Airframe Hours

The total amount of hours the aircraft has flown, irrespective of current engine hours.

2. Landings

The total amount of landings that has been performed by aircraft (this includes the tyres touching the ground in SLEW mode).

3. Left Engine Hours

Total amount of hours that left engine has been running from engine start to engine shutdown.

4. Right Engine Hours

Total amount of hours that right engine has been running from engine start to engine shutdown.

5. Rate of Wear

The rate at which wear occurs; can be set to Fast, Medium or Slow.

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Aircraft Maintenance and Realism Module

The Maintenance and Repairs Menu (Continued...)

6. Perform Maintenance/Repair

• Fix Failures

If the pilot has damaged the gear, flaps or either one or both of the engines, he/she must select the ‘Fix Failures’ option from the drop-down list. The Maintenance and Repairs workshop will automatically determine what needs to be fixed.

It will inform the pilot what is wrong, what needs to be repaired, and if the repair is covered under warranty, or the cost of the repair if the warranty period of one month has expired.

• Top Off Engine Oil

If the oil levels start running low, the pilot will be able to see this (ref. No.’s 8 & 9 on Maintenance and Repairs screen - see pg. 12). He/she will then need to select Top Off Engine Oil from the drop-down list. The M&R workshop will advise the pilot of the costs involved, and give him the option to top off engine oil or not.

• Oil Change

An oil change is required every 100 hours. The M&R workshop will advise the pilot of the costs involved, and give him/her the option to perform the oil change or not.

• Tire Change

If the pilot observes that excessive tire wear has occurred, he/she will select Tire Change. The M&R workshop will advise the pilot of the costs involved, and give him the option to change the tires or not.

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Aircraft Maintenance and Realism Module

The Maintenance and Repairs Menu (Continued...)

• Propeller Change

If the propeller reaches the end of its life span (3000 hours) the pilot can have the propellers replaced at approx. $19,000 per unit.

• Engine Change

Once the engine reach the end of their inspection cycle (3,500 hours), the pilot can have the engines replaced at approx. $120,000.

-------------------------------------------------------------------------------------------------------------------------7. Tire Condition

The condition of the aircraft’s tires is displayed here in percentage, Bald being 0% and New 100%.

8. Left Engine Oil

The oil quantity of the left engine, measured in gallons is shown here. It is good practice to keep the oil levels above 1.5 gallons per engine.

9. Right Engine Oil

The oil quantity of the right engine, measured in gallons is shown here. It is good practice to keep the oil levels above 1.5 gallons per engine.

10 & 11. PT6A-42 Left and Right Engines Time to Inspection Cycle

This shows the time to inspection cycle for the left and right engines, measured in hours. The inspection cycle for the PT6A-42 is 3,500 hours per engine.

12 & 13. Hartzell HC-E4N 4-Bladed Propellers Left and Right Engines Time to Replace

This shows the time to replace cycle for the left and right propellers, measured in hours. The replacement cycle for the Hartzell HC-E4N 4-Bladed Propeller is 3,000 hours per propeller.

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INSTRUMENT PANEL REFERENCE

The B200 (EFIS-84 and Sperry Analogue versions) contains both a fully functional virtual cockpit and cabin, as well as fully functional 2D instrument panels and sub-panels. You can fly and operate the aircraft from either the virtual cockpit or the 2D panel, but most pilots still use some of the 2D sub-panels when flying in the virtual cockpit.

This section describes the 2D instrument panels and sub-panels, and the keyboard shortcuts and click spots required to access them. In order to operate the B200, we have provided eleven (11) sub-panels, most of which can be accessed with either keyboard shortcuts and click spots or sim-icons. Some of these can only be called up using the sim-icons, as FS limits us to a maximum of 9 keyboard shortcuts.

The sub-panels and pop-ups amount to 22 in total, and we suggest that you take the time to read through the rest of the POH thoroughly to familiarize yourself with the sub-panels, the pop-ups, and the hotspots used to access them.

Sim-Icons (they are located to the top left of the screen when in PIC view, and top right when in CP view):

Sim-Icons and keyboard shortcut legend:

1. PIC Switch Panel......................................................................Shift+2 2. Co-Pilot Switch Panel...............................................................Shift+3 3. PIC Fuel Panel..........................................................................Shift+4 4. Throttle Quadrant.....................................................................Shift+5 5. Radio Stack.............................................................................Shift+6 6. Autopilot..................................................................................Shift+7 7. Overhead Panel........................................................................Shift+88. KLN90B GPS..........................................................................Shift+99. Cabin Pressurization panel (no shortcut)10. OAT and ELT panel (no shortcut)

11. Chronograph/Clock panel (no shortcut)

Note: You can use the ‘Wing Fold’ command in FS (you can assign your own keyboard shortcut under ->Options|Controls|Assignments) to place the wheel chocks and install the engine intake covers. If you remove them (by using the same keyboard shortcut you have assigned) you will hear the pilot’s passenger briefing. Please make sure that you remove them prior to your next take-off....... not doing so will result in one of the longest take-off runs in history, and your co-pilot probably won’t want to be flying with you again.

2D Instrument Panel

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2D Instrument Panel - Collins EFIS-84

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• Pilot-in-Command VFR View

1. PIC Switch Panel Toggle (SHIFT+2)2. Co-pilot Switch Panel Toggle (SHIFT+3)3. PIC Fuel Panel Toggle Toggle (SHIFT+4)4. Throttle Quadrant Toggle (SHIFT+5)5. Radio Stack Toggle (SHIFT+6)6. Collins APS-65 Autopilot Toggle (SHIFT+7)7. Overhead Panel Toggle (SHIFT+8)8. GPS Toggle (SHIFT+9)9. Cabin Pressurization Panel10. OAT and ELT Panel11. Chronograph/Clock12. a) Switch from PIC VFR to PIC IFR view12. b) Switch from PIC VFR to Co-pilot VFR view13. a) Master Warning switch13. b) Master Caution switch14. Fast Erect (Show/Hide Sim-icons)15. Turn & Slip Co-ordinator16. Dual Collins MCS-65s Compass System17. EADI/EHSI Dimmer switch18. Collins dual needle RMI with VOR Switching 19. Airspeed Indicator20. Collins EFD-84 EADI21. Collins EFD-84 EHSI

22. Dual Collins DME-42s23. Honeywell CAS 66A TCAS I Collision Avoidance System24. Collins PRE-80 Encoding Altimeter w/Altitude Alerter and Preselect25. ITT °C (Interstage Turbine Temperature) L&R26. Torque FT-LBS x 100 L&R27. Prop RPM x 100 L&R28. Turbine RPM N1% L&R29. Fuel Flow PPH x 100 L&R30. Dual Collins TDR-94s Transponders31. Collins VIR-32s Nav Radio 132. Collins VHF-22As Comm Radio 133. Comm1 / Comm2 Select34. Collins PRE-80 Altitude Alerter and Preselect35. Collins WXR 270 Navigational Display36. Master Warning Panel37. Annunciator Test Switch38. Whiskey Compass39. HDG/CRS Adjust Mini Panel40. Bendix KLN90B IFR GPS (coupled)41. Engine Instruments popup42. Autopilot popup

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• Pilot-in-Command IFR View

1. PIC Switch Panel Toggle (SHIFT+2)2. Co-pilot Switch Panel Toggle (SHIFT+3)3. PIC Fuel Panel Toggle (SHIFT+4)4. Throttle Quadrant Toggle (SHIFT+5)5. Radio Stack Toggle (SHIFT+6)6. Collins APS-65 Autopilot Toggle (SHIFT+7)7. Overhead Panel Toggle (SHIFT+8)8. GPS Toggle (SHIFT+9)9. Cabin Pressurization Panel10. OAT and ELT Panel11. Chronograph/Clock12. a) Switch from PIC IFR to PIC VFR view12. b) Switch from PIC IFR to Co-pilot IFR view13. a) Master Warning switch13. b) Master Caution switch14. Fast Erect (Show/Hide Sim-icons)15. Turn & Slip Co-ordinator16. Dual Collins MCS-65s Compass System17. EADI/EHSI Dimmer switch18. Collins dual needle RMI with VOR Switching19. Airspeed Indicator

20. Collins EFD-84 EADI21. Collins EFD-84 EHSI22. Propeller Sync. switch & Synchrophaser23. Dual Collins DME-42s24. Honeywell CAS 66A TCAS I Collision Avoidance System25. Collins PRE-80 Encoding Altimeter w/Altitude Alerter and Preselect26. ITT °C (Interstage Turbine Temperature) L&R27. Torque FT-LBS x 100 L&R28. Prop RPM x 100 L&R29. Turbine RPM N1% L&R30. Fuel Flow PPH x 100 L&R31. Engine Oil Temp. & Pressure L&R32. Dual Collins TDR-94s Transponders33. Collins VIR-32s Nav Radio 134. Collins VHF-22As Comm Radio 135. Comm1 / Comm2 Select36. Master Warning Panel37. HDG/CRS Adjust Mini Panel38. Autopilot popup39. ND (Navigational Display) popup40. Bendix KLN90B IFR GPS popup

2D Instrument Panel - Collins EFIS-84

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• Co-pilot VFR View

1. PIC Switch Panel Toggle (SHIFT+2)2. Co-pilot Switch Panel Toggle (SHIFT+3)3. PIC Fuel Panel Toggle (SHIFT+4)4. Throttle Quadrant Toggle (SHIFT+5)5. Radio Stack Toggle (SHIFT+6)6. Collins APS-65 Autopilot Toggle (SHIFT+7)7. Overhead Panel Toggle (SHIFT+8)8. GPS Toggle (SHIFT+9)9. Cabin Pressurization Panel10. OAT and ELT Panel11. Chronograph/Clock12. a)Switch from Co-pilot VFR to PIC VFR view12. b)Switch from Co-pilot VFR to Co-pilot IFR view13. a) Master Warning switch13. b) Master Caution switch14. Turn & Slip Co-ordinator15. Dual Collins MCS-65s Compass System16. Analogue Vertical Speed Indicator17. Aerosonic Altimeter18. Attitude Indicator19. Collins HSI-84

20. Collins ALT-50A Radio Altimeter21. Dual Collins DME-42s22. Collins dual needle RMI with VOR Switching23. Airspeed Indicator24. Collins ADF-60A Automatic Direction Finder25. Collins VIR-32s Nav Radio 226. Collins VHF-22As Comm Radio 227. Collins PRE-80 Altitude Alerter and Preselect28. Collins WXR 270 Navigational Display29. Dual Collins TDR-94s Transponders30. Collins VIR-32s Nav Radio 131. Collins VHF-22As Comm Radio 132. Comm1 / Comm2 Select33. Master Warning Panel34. Annunciator Test Switch35. Whiskey Compass36. Bendix KLN90B IFR GPS (coupled)37. Engine Instruments popup38. Autopilot popup

2D Instrument Panel - Collins EFIS-84

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• Co-pilot IFR View

1. PIC Switch Panel Toggle (SHIFT+2)2. Co-pilot Switch Panel Toggle (SHIFT+3)3. PIC Fuel Panel Toggle (SHIFT+4)4. Throttle Quadrant Toggle (SHIFT+5)5. Radio Stack Toggle (SHIFT+6)6. Collins APS-65 Autopilot Toggle (SHIFT+7)7. Overhead Panel Toggle (SHIFT+8)8. GPS Toggle (SHIFT+9)9. Cabin Pressurization Panel10. 10. OAT and ELT Panel11. Chronograph/Clock12. a) Switch from Co-pilot IFR to PIC IFR view12. b) Switch from Co-pilot IFR to Co-pilot VFR view13. a) Master Warning switch13. b) Master Caution switch14. Turn & Slip Co-ordinator15. Dual Collins MCS-65s Compass System16. Analogue Vertical Speed Indicator17. Aerosonic Altimeter18. Attitude Indicator19. Collins HSI-84

20. Collins ALT-50A Radio Altimeter21. Dual Collins DME-42s22. Collins dual needle RMI with VOR Switching23. Airspeed Indicator24. Collins ADF-60A Automatic Direction Finder25. Collins VIR-32s Nav Radio 226. Collins VHF-22As Comm Radio 227. Collins PRE-80 Altitude Alerter and Preselect28. Collins WXR 270 Navigational Display29. Master Warning Panel30. Annunciator Test Switch31. Engine Instruments popup32. Bendix KLN90B IFR GPS (coupled)33. Autopilot popup

2D Instrument Panel - Collins EFIS-84

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The following panel map depicts the various hotspots located on the PIC VFR view. See pages 17-20 for reference on the PIC IFR, CP VFR and CP IFR panels (the CP VFR and CP IFR panels are the same in the EFIS-84 and Sperry Analogue panels, except for the GPS units).

1a. Hotspot for popping up the HDG/CRS Mini Panel1b. The HDG/CRS Mini Panel (when popped up), else it serves as the EADI/EHSI DIM switch2. ‘Instrument Fast Erect’ in the real aircraft - Hides / Shows the Sim-icon Panel at top left of screen3. Switches to PIC IFR view (where the hotspot to switch back to PIC VFR is located in same area)4. Hotspot for popping up the EADI5. Hotspot for popping up the EHSI6. Hotspot for popping up the TCAS VSI7. Hotspot for popping up the Autopilot sub-panel (shift+7)8. Hotspot for popping up the Engine Instruments9. Switches to CP VFR view (where the hotspot to switch back to PIC VFR is located in same area)10. Hotspot for popping up the WXR-270 Navigational Display11. Hotspot for popping up the KLN90B GPS12. Sim-icons (ref. previous page)

2D Instrument Panel - Collins EFIS-84

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• Pilot-in-Command VFR View

1. PIC Switch Panel Toggle (SHIFT+2)2. Co-pilot Switch Panel Toggle (SHIFT+3)3. PIC Fuel Panel Toggle Toggle (SHIFT+4)4. Throttle Quadrant Toggle (SHIFT+5)5. Radio Stack Toggle (SHIFT+6)6. Collins APS-65 Autopilot Toggle (SHIFT+7)7. Overhead Panel Toggle (SHIFT+8)8. GPS Toggle (SHIFT+9)9. Cabin Pressurization Panel10. OAT and ELT Panel11. Chronograph/Clock12. a) Switch from PIC VFR to PIC IFR view12. b) Switch from PIC VFR to Co-pilot VFR view13. a) Master Warning switch13. b) Master Caution switch14. GPS Approach Status15. GPS/NAV Selector16. Avionics Test switch17. Turn & Slip Co-ordinator18. Collins dual needle RMI with VOR Switching19. Airspeed Indicator20. Sperry ADI21. Sperry HSI22. BFG Skywatch TCAS

23. Vertical Speed Indicator24. Sperry Encoding Altimeter w/Altitude Alerter and Preselect25. ITT °C (Interstage Turbine Temperature) L&R26. Torque FT-LBS x 100 L&R27. Prop RPM x 100 L&R28. Turbine RPM N1% L&R29. Fuel Flow PPH x 100 L&R30. Dual Collins TDR-94s Transponders31. Collins VIR-32s Nav Radio 132. Collins VHF-22As Comm Radio 133. Comm1 / Comm2 Select34. Collins PRE-80 Altitude Alerter and Preselect35. Collins WXR 270 Navigational Display36. Master Warning Panel37. Annunciator Test Switch38. Whiskey Compass39. Gyro Slaving Compass System40. Fast Erect (Show/Hide Sim-icons)41. Engine Instruments popup42. Autopilot popup43. Autopilot Annunciator Panel44. Bendix KLN90B IFR GPS Pop-up

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• Pilot-in-Command IFR View

1. PIC Switch Panel Toggle (SHIFT+2)2. Co-pilot Switch Panel Toggle (SHIFT+3)3. PIC Fuel Panel Toggle (SHIFT+4)4. Throttle Quadrant Toggle (SHIFT+5)5. Radio Stack Toggle (SHIFT+6)6. Collins APS-65 Autopilot Toggle (SHIFT+7)7. Overhead Panel Toggle (SHIFT+8)8. GPS Toggle (SHIFT+9)9. Cabin Pressurization Panel10. OAT and ELT Panel11. Chronograph/Clock12. a) Switch from PIC IFR to PIC VFR view12. b) Switch from PIC IFR to Co-pilot IFR view13. a) Master Warning switch13. b) Master Caution switch14. GPS Approach Status15. GPS/NAV Selector16. Avionics Test switch17. Turn & Slip Co-ordinator18. Collins dual needle RMI with VOR Switching19. Airspeed Indicator

20. Sperry ADI21. Sperry HSI22. Propeller Sync. switch & Synchrophaser23. BFG Skywatch TCAS24. Vertical Speed Indicator25. Sperry Encoding Altimeter w/Altitude Alerter and Preselect26. ITT °C (Interstage Turbine Temperature) L&R27. Torque FT-LBS x 100 L&R28. Prop RPM x 100 L&R29. Turbine RPM N1% L&R30. Fuel Flow PPH x 100 L&R31. Engine Oil Temp. & Pressure L&R32. Dual Collins TDR-94s Transponders33. Collins VIR-32s Nav Radio 134. Collins VHF-22As Comm Radio 135. Comm1 / Comm2 Select36. Master Warning Panel37. Gyro Slaving Compass System38. Autopilot popup39. Collins WXR 270 ND Pop-up40. Bendix KLN90B IFR GPS Pop-up

2D Instrument Panel - Sperry Analogue

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The following panel map depicts the various hotspots located on the PIC VFR view. See pages 22-23 for reference on the PIC VFR and PIC IFR panels, and pages 19-20 for reference on the CP VFR and CP IFR panels (the CP VFR and CP IFR panels are the same in the EFIS-84 and Sperry Analogue panels, except for the GPS units).

1. ‘Instrument Fast Erect’ in the real aircraft - Hides / Shows the Sim-icon Panel at top left of screen2. Switches to PIC IFR view (where the hotspot to switch back to PIC VFR is located in same area)3. Hotspot for popping up the BFG TCAS4. Hotspot for popping up the Autopilot sub-panel (shift+7)5. Hotspot for popping up the Engine Instruments6. Switches to CP VFR view (where the hotspot to switch back to PIC VFR is located in same area)7. Hotspot for popping up the WXR-270 Navigational Display8. Hotspot for popping up the KLN90B GPS9. Sim-icons (ref. previous page)

2D Instrument Panel - Sperry Analogue

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• Instrumentation

1a. & 1b. - L ENG FIRE and R ENG FIRE

The fire warning system consists of two red lenses placarded L ENG FIRE and R ENG FIRE, located in the warning annunciator panel, two red MASTER WARNING lights located on opposite sides of the glareshield, and two responder units with pneumatic sensors in the engine compartments.

2. Inverter

Illumination of the two MASTER WARNING annunciators, and the illumination of the INVERTER warning annunciator indicates inverter failure. The inverters are controlled by a switch placarded INVERTER NO. 1/ OFF / NO. 2, located on the pilot’s subpanel. See Normal Procedures (and Kneeboard checklist) for correct operation.

3. DOOR UNLOCKED Annunciator

As a safety precaution, two flashing red MASTER WARNING annunciators in the glareshield and a steadily illuminated DOOR UNLOCKED red warning annunciator on the warning annunciator panel indicate the cabin door is not closed and locked.

4. ALT WARN

A pneumatically operated outflow valve, located in the aft pressure bulkhead, maintains the selected cabin altitude and rate-of-climb commanded by the cabin rate-of-climb and altitude controller. As the aircraft climbs, the controller modulates the outflow valve to maintain a selected cabin rate of climb and increases the cabin differential pressure until the maximum cabin pressure differential is reached. At a cabin altitude of 12,500 feet, a pressure switch mounted on the back of the overhead control panel completes a circuit to illuminate a red ALT WARN warning annunciator, to warn of operation requiring oxygen.

Warning Annunciator

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• Instrumentation

5a. & 5b. - L FUEL PRESS and R FUEL PRESS Annunciator

The loss of fuel pressure due to failure of an engine driven boost pump will illuminate the MASTER WARNING an-nunciators on the glareshield, and will illuminate the respective L FUEL PRESS or R FUEL PRESS annunciator on the warning annunciator panel. Turning ON the STANDBY PUMP will extinguish the FUEL PRESS annunciator. The MASTERWARNING annunciators must be manually reset.

6 - A/P TRIM FAIL Annunciator

Should A/P Trim Aircraft more than 14.5 degrees nose-down and 16.5 degrees nose-up, the A/P TRIM FAIL annuncia-tor and the MASTER WARNING annunciators on the glareshield will illuminate. Disengage the A/P and reset trim to less than 14.5 degrees. Re-engage A/P.

7a. & 7b. - L BL AIR and R BL AIR

Right bleed air warning line has melted or failed, indicating possible leak of right engine bleed air.

Left bleed air warning line has melted or failed, indicating possible leak of left engine bleed air.

A bleed air flow control unit, located forward of the firewall in each engine nacelle, controls the flow of bleed air and the mixing of ambient air to make up the total airflow to the cabin for heating, windshield defrosting, pressurization, and ventilation. The unit is electronically controlled with an integral electric solenoid firewall shutoff valve, controlled by the BLEED AIR VALVES switches located on the copilot’s subpanel, and a normally open solenoid valve operated by the right landing gear safety switch.

The bleed air flow control unit shutoff valve and pneumatic bleed air shutoff valves are controlled by two switches, placarded LEFT and RIGHT BLEED AIR VALVES OPEN / ENVIR OFF / INSTR & ENVIR OFF, located on the copilot’s sub-panel. When set to the OPEN position, both the environmental flow control unit shutoff valve and the pneumatic shutoff valve are open. When set to the ENVIR OFF position, the environmental flow control unit shutoff valve is closed, and the pneumatic bleed air valve is open. In the INSTR & ENVIR OFF position, both are closed. For maximum cooling on the ground, place the bleed air valve switches in the ENVIR OFF position.

Warning Annunciator

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8. - A/P FAIL Annunciator

Illumination of the AP FAIL annunciator other than during PRESS TO TEST, indicates a failure. This failure annunciation will result in power being removed from the roll, pitch, yaw, pitch trim, and rudder trim servos. The flight director may remain functional depending upon the nature of the failure.

9. - PRESS TO TEST

The bulbs of all annunciator panels are tested by pressing the annunciator test push-button switch, placarded PRESS TO TEST, located on the instrument panel on the right side of the warning annunciator panel.

Warning Annunciator

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1a. & 1b. - L DC GEN and R DC GEN Generator Out Warning Annunciators

Two caution/advisory annunciator panel fault annunciators inform the pilot when either generator is not delivering cur-rent to the aircraft dc bus system. These annunciators are placarded L DC GEN and R DC GEN. Illumination of the two MASTER CAUTION annunciators and either fault annunciator indicates that either the identified generator has failed or voltage is not sufficient to keep it connected to the power distribution system.

2. - PROP SYNC ON Annunciator

A caution/advisory annunciator panel fault annunciator informs the pilot when the Propeller Synchrophaser is switched ON and the landing gear is down. This annunciator is placarded PROP SYNC ON. Illumination of the two MASTER CAU-TION annunciators and the fault annunciator indicates that it is not safe to land or take off in the current configuration.

3. - RVS NOT READY Annunciator

A caution/advisory annunciator panel fault annunciator informs the pilot when the propeller levers are not in the high RPM, low pitch position, with the landing gear extended. This annunciator is placarded RVS NOT READY. Illumination of the two MASTER CAUTION annunciators and the fault annunciator indicates that it is not safe to land or take off in the current configuration.

4a. & 4b. - AUTO FEATHER Annunciator

Autofeather annunciators consist of two green annunciators on the caution/advisory annunciator panel, placarded L AUTOFEATHER and R AUTOFEATHER. When illuminated, the annunciators indicate that the autofeather system is armed. Both annunciators will be extinguished if either propeller has been feathered, if the system is disarmed by retarding a POWER lever, or if the AUTO FEATHER switch is in the OFF position.

Caution Annunciator

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2D Instrument Panel

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5. AIR CONDITIONER N1 LOW Annunciator

The AIR COND N1 LOW annunciator consists of a green annunciator on the caution/advisory annunciator panel, plac-arded AIR COND N1 LOW. When illuminated, Right engine RPM is too low for air conditioning load.

6. LANDING/TAXI LIGHT

The LDG/TAXI LIGHT annunciator consists of a green annunciator on the caution/advisory annunciator panel, placarded LDG/TAXI LIGHT. When illuminated, it indicates that the landing gear is retracted and either the landing or taxi lights or both are on. Landing and taxi lights should be switched off when gear is retracted.

7a. & 7b. - LEFT ICE VANE and RIGHT ICE VANE Annunciator (Inertial Separator System)

While in the icing flight mode, the extended position of the vane and bypass door is indicated by green annunciator lights, L ICE VANE EXT and R ICE VANE EXT. When ice protection is not required, the vane and bypass door are re-tracted out of the airstream by placing the ice vane switches in the RETRACT position. The green annunciator lights will extinguish. Retraction should be accomplished at +15 °C and above to assure adequate oil cooling. The vanes should be either extended or retracted; there are no intermediate positions.

8a. & 8b. - LEFT IGNITION ON and RIGHT IGNITION ON Annunciator

Two lever-lock switches, placarded IGNITION AND ENGINE START LEFT / RIGHT ON / OFF STARTER ONLY, are located on the pilot’s subpanel. These switches will initiate starter motoring and ignition in the ON position, or will motor the engine in the STARTER ONLY position. The ON switch position completes the starter circuit for engine rotation, ener-gizes the igniter plugs for fuel combustion, and activates the respective L IGNITION ON or R IGNITION ON annunciator on the caution/advisory annunciator panel.

Caution Annunciator

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2D Instrument Panel

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9a. & 9b. - LEFT BLEED AIR OFF and RIGHT BLEED AIR OFF Annunciator

If Left environmental bleed air valve is closed and Right environmental bleed air valve is closed, it is indicated by green annunciator lights, L BL AIR OFF and R BL AIR OFF.

10. FUEL CROSSFEED

During crossfeed operation with firewall fuel valve closed, auxiliary tank fuel will not crossfeed. When the crossfeed mode is energized, a green FUEL CROSSFEED annunciator on the caution/advisory panel will illuminate.

Caution Annunciator

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2D Instrument Panel

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Airspeed indicators work by measuring the difference between static pressure, captured through one or more static port(s) and dynamic pressure, captured through a pitot tube. The airspeed displayed will be Indicated Airspeed. Indicated airspeed will differ from true airspeed at air densities other than some reference density. Air density is affected by temperature, moisture content, and altitude. Indicated airspeed is used in aircraft operation as the aircraft will always stall at the same indicated airspeed, regardless of its true airspeed.

The blue line on the ASI indicates Vyse - best engine-out rate of climb speed, also called ‘blueline speed’, which in this case is mostly 121 KIAS.The red line indicates Air Minimum Control Speed or Vmca, which is the lowest airspeed at which the aircraft is directionally controllable when one engine becomes inoperative and other engine is at take-off power.

Airspeed Indicator (ASI)

GPS/NAV Source and Status Panel (Sperry Analogue)Illuminates if a GPS approach is loaded and activated in the KLN90B.

Illuminates if a GPS approach is loaded and activated in the KLN90B, and the AP is disengaged.

Illuminates if a GPS approach is loaded and activated in the KLN90B, and the YD is disengaged.

Depending in what mode you are, the unit will annunci-ate either GPS or NAV.

GPS/NAV Source selector - used to switch the naviga-tional mode from NAV (default) to GPS and vice versa.

GPS/NAV Source selector test switch. If you press this switch, all lights will annunicate, as well as the lights on the Autopilot annunciator panel above the ADI. The ADI and HSI will show all flags.

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• Instrumentation

Collins PRE-80 Encoding AltimeterEncoding Altimeter with 35000 foot range. Internal encoder provides altitude signals in accordance with ICAO altitude (Mode ‘C’) code requirements (Real life version). Can be manually adjusted to variances in barometric pressure.

Altimeters inform the pilot of the altitude of the aircraft. The altimeter is a device that senses atmospheric pressure. As an aircraft climbs though the earth’s atmosphere, the pressure decreases. The altimeter detects this reduction in pressure and displays the reading by mechanical or electronic means to the pilot.

Prior to takeoff, pilots will set the local altimeter reading (current atmospheric pressure provided by a weather station on the airfield and is measured by inches of mercury (Hg)). This will set the altimeter to the Mean Sea Level (MSL) of the airfield (also referred to as true altitude). After takeoff, if the aircraft is under Instrument Flight Rules (IFR) or radar control, the pilot will use the altimeter to climb to the assigned altitude.

Sperry Encoding AltimeterEncoding Altimeter with 35000 foot range. Internal encoder provides altitude signals in accordance with ICAO altitude (Mode ‘C’) code requirements (Real life version). Can be manually adjusted to variances in barometric pressure.

Altimeters inform the pilot of the altitude of the aircraft. The altimeter is a device that senses atmospheric pressure. As an aircraft climbs though the earth’s atmosphere, the pressure decreases. The altimeter detects this reduction in pressure and displays the reading by mechanical or electronic means to the pilot.

Prior to takeoff, pilots will set the local altimeter reading (current atmospheric pressure provided by a weather station on the airfield and is measured by inches of mercury (Hg)). This will set the altimeter to the Mean Sea Level (MSL) of the airfield (also referred to as true altitude). After takeoff, if the aircraft is under Instrument Flight Rules (IFR) or radar control, the pilot will use the altimeter to climb to the assigned altitude.

Altitude display

QNH Display

Millibar Display

Altimeter Callibration Knob

Altimeter Callibration

KnobMillibar Display

Altitude display

QNH Display

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• Instrumentation

The Turn and Slip Indicator shows the rate and direction of a turn. It informs the pilot if he is performing a coordinated turn using all his controls efficiently.

If the indicator at the top turns towards ‘L’ to the left marker, then the pilot is making a standard rate coordinated turn to the left. If the indicator arm turns towards ‘R’ to the right marker, then the pilot is making a standard rate coordinated turn to the right. In the picture shown here, the plane is not turning, since the indicator is at the center marker. If the indicator goes beyond either the left or right marker, this indicates the plane is making a turn.

In the lower center of the indicator is a ball and 2 white lines. When the ball is outside the lines and to the right, the plane is slipping to the right; outside the lines and to the left, the plane is slipping to the left. Here the ball is in the center indicating no slipping.

Turn and Slip Indicator

The Turn and Slip Indicator shows the rate and direction of a turn. It informs the pilot if he is performing a coordinated turn using all his controls efficiently.

If the indicator at the top turns towards ‘L’ to the left marker, then the pilot is making a standard rate coordinated turn to the left. If the indicator arm turns towards ‘R’ to the right marker, then the pilot is making a standard rate coordinated turn to the right. In the picture shown here, the plane is not turning, since the indicator is at the center marker. If the indicator goes beyond either the left or right marker, this indicates the plane is making a turn.

In the lower center of the indicator is a ball and 2 white lines. When the ball is outside the lines and to the right, the plane is slipping to the right; outside the lines and to the left, the plane is slipping to the left. Here the ball is in the center indicating no slipping.

Turn and Slip Indicator

EFIS

Analogue

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Gyro Magnetic Compass System(Available in PIC side only in Analogue configuration - CP side is fitted with system shown above)

Two identical compass systems provide accurate directional information for the aircraft at all latitudes of the earth. For heading reference, two modes of operation are used:

1) directional gyro (FREE) mode, or 2) slaved (SLAVE) mode. In areas where magnetic references are reliable, the system is operated in the SLAVE mode. In this mode, the directional gyro is slaved to the magnetic flux valve that supplies magnetic referencefor correction of the apparent drift of the gyro. In FREE mode, the system is operated as a free gyro. In this mode, latitude corrections are made manually using the Slew Increase / Decrease switch. The slave/free mode is selected as desired using the SLAVE/FREE switch. Both compass systems (No.1 and No. 2) are AC power dependent, and are powered by the selected inverter. Gyro compass 1 provides heading information for the pilot’s HSI and pilot’s RMI. Gyro compass 2 serves the co-pilot’s HSI and the co-pilot’s RMI.

CompassSlaved/Free

Increase/DecreaseHeading

Gyro Magnetic Compass System(Available on PIC and CP sides in EFIS configuration, and CP side only in Analogue configuration)

Two identical compass systems provide accurate directional information for the aircraft at all latitudes of the earth. For heading reference, two modes of operation are used:

1) directional gyro (FREE) mode, or 2) slaved (SLAVE) mode. In areas where magnetic references are reliable, the system is operated in the SLAVE mode. In this mode, the directional gyro is slaved to the magnetic flux valve that supplies magnetic referencefor correction of the apparent drift of the gyro. In FREE mode, the system is operated as a free gyro. In this mode, latitude corrections are made manually using the Slew Left / Slew Right switches. The slave/free mode is selected as desired using the SLAVE/FREE switch. Both compass systems (No.1 and No. 2) are AC power dependent, and are powered by the selected inverter. Gyro compass 1 provides heading information for the pilot’s HSI and pilot’s RMI. Gyro compass 2 serves the co-pilot’s HSI and the co-pilot’s RMI.

CompassSlaved/Free

Slew Right

Slew Left

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2D Instrument Panel• Instrumentation

The Collins DME-42 Distance Measuring Equipment provides the high level of DME positioning accuracy required by today’s crowded virtual airways. A microprocessor-based technology allows a single unit to provide complete information from up to two DME ground stations simultaneously. This unique multichannel capability integrates more critical information on a single switchable display.

DME operates in the UHF frequency band. It’s frequency can be “paired” with VOR or ILS or localizer (LOC) frequencies. The receiving equipment provides for automatic DME selection through a coupled VOR/lLS receiver. Selection of the appropriate VOR or ILS frequency automatically tunes the DME.

The DME displays information in the form of distance to the station, the aircraft’s groundspeed and time to station. Many instrument approach procedures are based on use of VOR and DME equipment. Aircraft making this type of approach have lower minimums than when only the VOR is used.

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Distance Measuring Equipment - DME

Collins VHF-22As Comm Radio 1

The VHF-22As provides flight crews with unparalleled audio quality, ensuring clear communication even in the most crowded ATC environment. All Aeroworx Radio Units are designed to be DVC (Dynamic Virtual Cockpit) compliant.

On/OffChannel Swap

Active Frequency

Standby Frequency

On/Off Switch

1 3

2 4

1. Whole Frequency Increase2. Whole Frequency Decrease3. Decimal Frequency Increase4. Decimal Frequency Decrease

Standby Frequency Swap

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Collins VIR-32s Nav Radio 1

The VIR-32 is a fully digital NAV receiver that provides all VOR/ILS functions, including localizer, glideslope and marker beacon. All Aeroworx Radio Units are designed to be DVC (Dynamic Virtual Cockpit) compliant.

Active Frequency

Standby Frequency

1 3

2 4

1. Whole Frequency Increase2. Whole Frequency Decrease3. Decimal Frequency Increase4. Decimal Frequency Decrease

Standby Frequency Swap

On/Off Switch

Dual Collins TDR-94s Transponders

Solid-state, airborne, ATC transponder providing Mode A,C, and S operation. Accurate, instantaneous aircraft posi-tion reporting is critical for safe operations in the ATC environment. The TDR-94 serves as a modem for data link, performance, navigation and ATC transactions between the aircraft and Mode S secondary surveillance radar, as well as providing an interface to TCAS I & II systems. All Aeroworx Radio Units are designed to be DVC (Dynamic Virtual Cockpit) compliant.

Active Frequency

Standby Frequency

1 3

2 4

1. XPDR 1000 Increase/Decrease2. XPDR 100 Increase/Decrease3. XPDR 10 Increase/Decrease4. XPDR 1 Increase/Decrease

Standby Frequency Swap

On/Off Switch

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Collins VHF-22As Comm Radio 2

The VHF-22As provides flight crews with unparalleled audio quality, ensuring clear communication even in the most crowded ATC environment. All Aeroworx Radio Units are designed to be DVC (Dynamic Virtual Cockpit) compliant.

Active Frequency

Standby Frequency

On/Off Switch

1 3

2 4

1. Whole Frequency Increase2. Whole Frequency Decrease3. Decimal Frequency Increase4. Decimal Frequency Decrease

Standby Frequency Swap

2D Instrument Panel• Instrumentation

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Collins VIR-32s Nav Radio 2

The VIR-32 is a fully digital NAV receiver that provides all VOR/ILS functions, including localizer, glideslope and marker beacon. All Aeroworx Radio Units are designed to be DVC (Dynamic Virtual Cockpit) compliant.

Active Frequency

Standby Frequency

1 3

2 4

1. Whole Frequency Increase2. Whole Frequency Decrease3. Decimal Frequency Increase4. Decimal Frequency Decrease

Standby Frequency Swap

On/Off Switch

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Collins ADF-60A Automatic Direction Finder

An older type of radio navigation is the automatic direction finder (ADF), or non-directional beacon (NDB). The ADF re-ceiver is a backup system for the VHF equipment and can be used when line-of-sight transmission becomes unreliable, or when there is no VOR equipment available. It is used to identify positions, receive low and medium frequency voice communications, homing, tracking, and for navigation on instrument approach procedures.

Active Frequency

Standby Frequency

1 3

2 4

Standby Frequency Swap

On/Off Switch

1. Whole Frequency Increase2. Whole Frequency Decrease3. Decimal Frequency Increase4. Decimal Frequency Decrease

Collins RMI-30 Radio Magnetic Indicator

The Collins RMI-30 Radio Magnetic Indicators display aircraft heading information on a calibrated servo driven compass card. Bearing to either Automatic Direction Finder (ADF) or VHF Omnidirectional Radio Range (VOR) stations is provided by two pointers; each read against the compass card.

The RMI’s provide aircraft heading information on a calibrated servo driven compass card read against a fixed lubber line. A heading flag monitors servo error, compass valid and instrument power. Bearing to either ADF or VOR stations is provided by two pointers, each of which is read against the compass card. Each pointer may be switched independent of the other to a separate ADF or VOR receiver by an annunci-ated pushbutton switch.

VOR-ADFSelector

ADF-VORSelector

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Honeywell CAS 66A TCAS 1 Collision Avoidance System

TCAS Operation

TCAS monitors the airspace surrounding your aircraft by inter-rogating the transponders of appropriately equipped aircraft nearby. Should TCAS predict, using data computed from the interrogation reply, that certain safe boundaries might be violated, it will issue a Traffic Advisory (TA) to alert the crew that closing traffic is nearby.

...Continued/

TCAS I Sensitivity

Level TCAS I has two sensitivity levels (SL). SL A is invoked when the aircraft is below 2,000 feet AGL. SL B occurs under all other flight conditions. In SL A, a TA is generated if separation between your own aircraft and the intruder aircraft is less than 1,200 feet in altitude and less than 0.20 nautical miles in range. In SL B, a TA is generated if sepa-ration between your own aircraft and the intruder aircraft is less than 800 feet in altitude and less than 0.55 nautical miles in range.

Range and Altitude Tracking Volumes

The maximum forward range for TCAS is 40nm. The typical range tracking volume is pictured as an ellipse. The surveillance distance behind your aircraft is about one half of the forward distance, and the distance to either side is about two thirds of the forward distance. Within this range, TCAS is able to track aircraft that are within a relative altitude envelope of +/- 9,000 feet. TCAS will reduce the range tracking volume in high-density traffic areas in order to reduce the number of targets being tracked as well as to limit interference. TCAS can track as many as 45 targets and can display up to 30 of them.

TCAS Traffic Display Symbols

TCAS I will display three different traffic symbols on the traffic display. The type of symbol selected is based on the intruder’s location and closing rate. Relative bearing and distance to the intruder are shown by the position of the in-truder symbol in relation to the symbol representing your own aircraft. The symbols change shape and color as sepa-ration decreases to reflect increasing levels of urgency. An open white diamond indicates that an intruder’s relative altitude is greater than +/- 1,200 feet or its range is greater than 5.0 nautical miles. It is not yet considered a threat. A filled white diamond indicates that an intruder is within 1,200 feet or 5.0 nautical miles, but is still not considered a threat. A filled yellow circle indicates that an intruder is potentially hazardous. This symbol will be accompanied by the aural warning, “TRAFFIC, TRAFFIC”. This is known as a Traffic Advisory (TA). When a TA is triggered, the crew should attempt to gain visual contact with the intruder and be prepared to maneuver upon visual acquisition.

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The traffic symbols also have an associated altitude tag, which indicates relative altitude in hundreds of feet. A + sign next to the altitude indicates that the target is above your own altitude, while a – sign next to the altitude indicates that the target is below your own altitude. A trend arrow also appears if the target’s climb or descent rate is greater than 500 feet per minute.

Controls and Displays

The CAS 66A has three primary controls on the face of the unit. The knob at the bottom right of the gauge is used to adjust the brightness of the display. This knob also serves as the on/off switch for the unit. To change the brightness a little bit, single click on the knob. For larger adjustments, click and hold down the left mouse button. Above the knob are two buttons, one with an up arrow imprinted on it and the other with a down arrow. These buttons adjust the range of the traffic display. Click on the top button to increase range, or the bottom button to decrease range.

2D Instrument Panel - EFIS-84

Honeywell CAS 66A TCAS 1 Collision Avoidance System (Continued...)

Open White Diamond = No Threat Filled White Diamond = No Threat Filled Yellow Circle = THREAT

Increase Range

Decrease Range

On/Off and Dimm/Bright

Range Display

VSI Bug

Caution: This unit should NOT be used as a primary method of maneuvering to avoid conflicting traffic. You should use this unit as an aid to help you to visually identify conflicting traffic, and then maneuver to avoid the traffic via visual reference to it.

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BFG Skywatch Traffic Advisory System

Skywatch Operation

Skywatch is an airborne Traffic Advisory System (TAS) that monitors the airspace surrounding your aircraft and advises the flight crew where to look for transponder-equipped aircraft that may pose a collision threat.

Skywatch is designed for use in corporate and general aviation aircraft. Traffic and related information on the CRT display consists of green symbols and text.

Skywatch Sensitivity and TA Criteria

When your aircraft is above 2000 feet AGL, a TA will be generated by any aircraft within 0.55 nautical miles of your aircraft and within +/- 800 feet of your altitude. When your aircraft is at or below 2000 feet AGL, a TA will be generated by any aircraft within 0.2 nautical miles of your aircraft and within +/- 1200 feet of your altitude. TA aural annunciation is inhibited when your aircraft is on the ground.

Skywatch Range

The Skywatch unit will track and display up to a maximum of 30 targets. The pilot can select a horizontal range of 20, 10 or 5 nautical miles, and it has a fixed vertical range of +/- 9000 feet.

Vertical Trend Arrow

A vertical trend arrow displayed to the right of a traffic symbol indicates that the traffic is climbing (up arrow) or descending (down arrow) at a rate of greater than 500 feet per minute. No trend arrow is shown for level traffic or traffic that is changing altitude at a rate of less than 500 feet per minute. Vertical trend arrows are inhibited when multiplayer is active in flight simulator.

...Continued/

Traffic Advisory (TA) A TA consists of a visual symbol on the screen as well as an aural “Traffic, Traffic” message played over the speakers. When an intruder aircraft meets the TA criteria (described below), the corresponding symbol is this solid green circle located at a position on the screen that represents the relative bearing and range of the intruder aircraft.

Proximity Advisory (PA) A PA indicates the relative location of any traffic not generating a traffic advisory but which is within 5 nautical miles of your aircraft and is within +/- 1200 feet of your altitude.

Other Traffic This symbol represents traffic within the display range which is not proximate traffic and is not generating a TA.

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Increase Range

Decrease Range

On/Off and Dimm/BrightRange Display

2D Instrument Panel - Sperry Analogue

BFG Skywatch Traffic Advisory System (Continued...)

Caution: This unit should NOT be used as a primary method of maneuvering to avoid conflicting traffic. You should use this unit as an aid to help you to visually identify conflicting traffic, and then maneuver to avoid the traffic via visual reference to it.

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Skywatch Layout

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• Instrumentation

Collins PRE-80 Altitude Alerter and Preselect

Preselectedaltitude

300 ft.

300 ft.

1000 ft.

1000 ft.

No alert lightAltitude alert light illuminates steadyAltitude alert light flashingAural alert (c-chord tone)

Altitude Alerter Operation: The altitude alerter is the instrument where you will select the altitude to be captured by the ALT SEL mode of the autopilot. It also has an alert light that works according to the above diagram to indicate a departure from/closure to the selected altitude. To input an altitude into the altitude alerter, right click the knob to increase/decrease in thousands, and left click to increase/decrease in hundreds. The warning light can be pressed to be cancelled at any time.

Decrease Increase

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• Instrumentation

Cabin Pressurization

1. Flaps Position Indicator2. Cabin Rate of Climb/Descent3. Cabin Altitude and Pressure Differential4. Cabin Altitude Dial5. Cabin Rate Knob6. Cabin Altitude Knob7. Cabin Dump Switch8. Rudder Boost Switch (INOP - for procedural purposes only)9. Elevator Trim Switch (INOP - for procedural purposes only)

Pressurization Operation: The pressurization system in this plane is fully automatic. In order to operate it, all that is needed is to enter the landing field elevation, and the system will take care of the rest. The landing field elevation is displayed on the outer scale of the Cabin Altitude Dial. Right click on the Cabin Altitude Knob to increase/decrease the landing field elevation in increments of 1,000 feet, or left click to increase/decrease in increments of 250 feet. This should be done before takeoff.

As the aircraft climbs or descents, you can monitor the cabin climb rate (the rate at which the cabin is climbing, not the aircraft) on the Cabin Rate of Clim/Descent. This rate can be adjusted by left clicking on the Cabin Rate Knob.In emergency situations, the cabin pressure can be dumped immediately. Left click on the Cabin Dump switch to move it to the CABIN PRESS DUMP position, and watch the cabin altitude change at a very large rate, then slow down once the differential pressure between the cabin and the outside air gets smaller.

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• Instrumentation

Collins ALT-50A Radio Altimeter

Displays radio altitude information from 2500 feet to touchdown with an expanded linear scale under 500 feet.

1) Decision Height Annunciator – Lights to alert that aircraft is at or below selected DH.

2) Decision Height Bug – Triangular decision height bug is manually set by knob.

3) Failure Warning Flag – A failure warning flag in view indicates the system information may be unreliable.

4) Decision Height Set Knob – Sets the radio altimeter decision height marker to a decision height altitude.

5) TEST Button – TEST button checks indicator R/T unit and flag operation.

1) DH (Decision Height) Annunciator

3) Decision Height Bug

2) Failure Warning Flag

4) DH (Decision Height) SET Knob

5) TEST Push Button

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• PIC Switch Panel

1. Caution Annunciator2. PIC Microphone Switch3. Avionics Master Switch4. Inverter Switch5. Master Switch Cover6. Master Battery Switch7. Generator 1 Switch8. Generator 2 Switch9. Parking Brake10. Left Engine Start Switch11. Right Engine Start Switch12. Autofeather Switch13. Prop Governer Test Switch14. L & R Actuator Switches15. L & R Ice Vane Switches16. L & R Engine Auto Ignition Switches17. Pilot Air18. Defrost Air.19. L & R Landing Lights Switches

20. Taxi Light Switch21. Ice Light Switch22. Navigation Light Switch23. Recognition Light Switch24. Windshield Anti-Ice Switches25. Prop Auto Anti-Ice Switch26. Prop Manual Anti-Ice Switch27. L & R Fuel Vent Anti-Ice Switches28. Surface De-Ice Switch29. Stall Warn Anti-Ice Switch30. L & R Pitot Heat Switches31. Landing Gear Lever32. Beacon Lights Switch33. Strobe Lights Switch34. Tail Flood Lights Switch35. Landing Gear Lights36. Prop Sync Switch

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• Co-pilot Switch Panel

1. Lower Annunciator2. Coffee/Furn Switch3. Cabin Light Switch4. No Smoke & FSB Light Switch5. Manual Temp. Switch6. Vent Blower Switch7. Cabin Temp. Switch8. Cabin Temp. Mode Switch9. Prop Amps (De-Ice)10. Bleed Air Valve Switches11. Stall Warning Test Switch12. Aft Blower Switch13. Electric Heat Switch14. Cabin Air Switch15. Co-pilot Air Switch

16. Gyro Suction17. Copilot Microphone Switch18. Pneumatic Pressure19. Cabin Air20. Flight Timer21. Oxygen Supply Pressure

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• Fuel Supply System

1. Left Standby Pump2. Left Auxiliary Transfer Override3. Left No Transfer Light4. Left Fuel Quantity (Main & Aux.)5. Crossfeed Flow6. Fuel Quantity Selector7. Right Fuel Quantity (Main & Aux.)8. Right Standby Pump9. Right Auxiliary Transfer Override10. Right No Transfer Light11. Left Firewall Shutoff Valve12. Right Firewall Shutoff Valve

Standby Fuel Pumps

A submerged, electrically operated standby fuel pump, located within each nacelle tank, serves as a backup unit for the engine-driven boost pump. The standby pumps are switched off during normal system operations. A standby fuel pump will be operated during crossfeed operation to pump fuel from one nacelle tank to the opposite engine.

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• Fuel Supply System

Standby Fuel Pump Switches

Two switches on the fuel management panel, placarded STANDBY PUMP ON / OFF, individually control a submerged fuel pump located in the corresponding nacelle tank. During normal aircraft operation, both switches should be off so long as the engine-driven boost pumps are operative.

NOTE:

Both STANDBY PUMP switches shall be off during crossfeed operation. The loss of fuel pressure due to failure of an engine driven boost pump will illuminate the MASTER WARNING annunciators on the glare shield, and will illumi-nate the respective L FUEL PRESS or R FUEL PRESS annunciator on the warning annunciator panel. Turning ON the STANDBY PUMP will extinguish the FUEL PRESS annunciator. The MASTER WARNING annunciators must be manually reset.

Fuel Crossfeed Switch

The fuel crossfeed valve is controlled by a 3-position switch, placarded CROSSFEED FLOW / OFF, located on the fuel management panel. Under normal flight conditions the switch is left in the OFF position. During emergency-single engine operation, it may become necessary to supply fuel to the operative engine from the fuel system on the opposite side. The crossfeed system is placarded for fuel system selection with a simplified diagram on the fuel controlpanel.

Place the STANDBY PUMP switches in the OFF position when cross feeding. A lever lock switch, placarded CROSSFEED FLOW, is moved from the center OFF position to the left or to the right, depending on direction of fuel flow desired, to open the crossfeed valve and energize the standby pump on the side from which crossfeed is desired.During cross feed operation with firewall fuel valve closed, auxiliary tank fuel will not crossfeed. When the crossfeed mode is energized, a green FUEL CROSSFEED annunciator on the caution/advisory panel will illuminate.

NOTE: Cross feeding may only be done when one engine is inoperative.

Fuel Gauging System Control Switch

A switch on the fuel management panel, placarded FUEL QUANTITY MAIN / AUXILIARY, controls the fuel gauging system. When the switch is in the MAIN position, the fuel gauges read the total fuel quantity in the left and right main fuel systems. When the switch is in the AUXILIARY position, the fuel gauges read the fuel quantity in the left and right auxiliary tanks only.

Auxiliary Fuel Transfer Override Switches

Two switches on the fuel management panel, placarded AUX TRANSFER OVERRIDE / AUTO, individually control opera-tion of the fuel transfer pumps. During normal operation both switches are in AUTO, which allows the system to beautomatically actuated. If either transfer system fails to operate, the fault condition is indicated by the MASTER CAU-TION annunciators on the glare shield and a steadily illuminated yellow left or right NO TRANSFER indicator light on the fuel management panel.

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• Fuel Supply System

CAUTION

Do not use the fuel firewall shutoff valve to shut down an engine, except in an emergency. The engine-driven highpres-sure fuel pump obtains essential lubrication from fuel flow. When an engine is operating, this pump may be severely damaged (during cavitation) if the firewall valve is closed before the CONDITION lever is moved to the FUEL CUTOFF position.

Firewall Shutoff Valves

The fuel system incorporates a fuel line shutoff valve mounted aft of each engine firewall. Two guarded switches, placarded FIREWALL SHUTOFF VALVE OPEN / CLOSED LEFT / RIGHT, located on the left sidewall circuitbreaker panel control the firewall shutoff valves. The firewall shutoff valves receive electrical power from themain buses, and also from the hot battery bus which is connected directly to the battery.

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• Throttle Quadrant

1. Flap Indicator2. INOP3. INOP4. Left Power Lever5. Right Power Lever6. Left Prop Lever7. Right Prop Lever8. Left Fuel Condition Lever9. Right Fuel Condition Lever10. Elevator Trim Wheel and Indicator11. Aileron Trim Wheel and Indicator12. Rudder Trim Wheel and Indicator13. Flap Lever

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• Radio Stack

1. Auto Communication2. Comm 1 Audio3. Comm 2 Audio4. Nav 1 Audio5. Nav 2 Audio6. Marker Beacon 1 Audio7. Marker Beacon 2 Audio8. DME 1 Audio9. DME 2 Audio10. ADF Audio11. Comm1 / Comm2 Select12. Audio Speaker (Sound On/Off)13. Ground Comm Power (Pushback Toggle)14. Collins VHF-22As Comm Radio 115. Collins VIR-32s Nav Radio 116. Dual Collins TDR-94s Transponders17. Collins ADF-60A Automatic Direction Finder18. Collins VIR-32s Nav Radio 219. Collins VHF-22As Comm Radio 2

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• Overhead

1. Windshield Wiper Switch (Right Click to move to Slow/Fast, Left Click to move to Off/Park)2. Master Panel Lights Switch3. Pilot Flight Lights4. Engine Instrument Lights5. Avionics Panel Lights6. Overhead Sub Panel and Console Lights7. Side Panel Lights8. Co-pilot Gyro Instrument Lights9. Co-pilot Flight Lights10. INOP11. INOP12. Generator 1 Load Meter (% Load and DC Volts, click button to toggle)13. Generator 2 Load Meter (% Load and DC Volts, click button to toggle)14. Inverter Load Meter (Hz and AC Volts, click button to toggle)

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1. ELT Transmit Light2. ELT On/Off Switch3. OAT and TAT, displayed in °C and °F respectively. 4. Push blue button to switch from °C to °F and vice versa

• Outside Air Temperature and Emergency Locater Transmitter

• Chronograph and Clock

SEL

Toggle between Chrono and Clock

CTL

• Left Click to START/STOP

• Right Click to RESET

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• Engine Instruments

Interstage Turbine Temperature (ITT) Indicators

The two ITT gauges on the instrument panel are calibrated in degrees Celsius (°C). Each gauge is connected to thermocouple probes located in the hot gases between the turbine wheels.

The gauges indicate the temperature between the compressor turbine and power turbine section for the corresponding engine. Individual 5-ampere circuit breakers, placarded ITT LEFT / RIGHT, located on the left sidewall circuit breaker panel, protect the interstage turbine temperature gauge circuits.

Foot-Pound Engine Torque meters

The indicator displays the measured torque concurrently in a 3 ½ -numeric character digital display, and a 41-segment bar graph display. The indicator has a digital display range of 0 to 2600 ft-lbs. The bar graph display range is 0 to 2600 ft-lbs, with red-line at 2230 ft-lbs.

EFIS

Analogue

EFIS

AnalogueThe indicator displays the measured torque concurrently in a 39-segment bar graph display. The bar graph display range is 0 to 2500 ft-lb, with redline at 2230 ft-lb.

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• Engine Instruments

Propeller Tachometers

Two tachometers on the instrument panel register propeller speed in hundreds of RPM. Each indicator is slaved to a tachometer-generator unit attached to the corresponding engine, installed on the reduction gearbox. The indicator shall display the measured N2 in a 38-segment bar graph display. The indicator has a display range of 0 to 2300 RPM.

EFIS

AnalogueTwo tachometers on the instrument panel register propeller speed in hundreds of RPM. Each indicator is slaved to a tachometer-generator unit attached to the corresponding engine, installed on the reduction gearbox. The RPM’s are indicated by two needles, one (short) measur-ing RPM 1000’s, and another (long) measuring RPM 100’s.

Two tachometers on the instrument panel indicate compressor turbine RPM (N1) for the respective engine as a percentage of maximum gas generator RPM. Each instrument is slaved to a tachometer generator attached to the respective engine.

Turbine Tachometers (N1%)EFIS

AnalogueTwo tachometers on the instrument panel indicate compressor turbine RPM (N1) for the respective engine as a percentage of maximum gas generator RPM. Each instrument is slaved to a tachometer generator attached to the respective engine.

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• Engine Instruments

Fuel Flow Indicators

Two gauges on the instrument panel indicate the rate of flow for consumed fuel as measured by sensing units coupled into the fuel supply lines of the respective engines. The fuel flow indicators are calibrated in increments of hundreds of pounds per hour.

Oil Pressure / Oil Temperature Indicators

Two gauges on the instrument panel indicate oil pressure in psi and oil temperature in °C. Oil pressure is taken from the delivery side of the main oil pressure pump. A thermal sensor unit that senses the temperature of the oil as it leaves the delivery side of the oil pressure pump transmits oil temperature. Each gauge is connected to pressure and temperature transmitters installed on the respective engine.

EFIS

AnalogueTwo gauges on the instrument panel indicate the rate of flow for consumed fuel as measured by sensing units coupled into the fuel supply lines of the respective engines. The fuel flow indicators are calibrated in increments of hundreds of pounds per hour.

EFIS

AnalogueTwo gauges on the instrument panel indicate oil pressure in psi and oil temperature in °C. Oil pressure is taken from the delivery side of the main oil pressure pump. A thermal sensor unit that senses the temperature of the oil as it leaves the delivery side of the oil pressure pump transmits oil temperature. Each gauge is connected to pressure and temperature transmitters installed on the respective engine.

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General AircraftInformation

for

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• AIRCRAFT DATA

Engines

Number of engines: 2

Engine manufacturer: Pratt & Whitney of Canada Ltd.

Engine model number: PT6A-42

Engine type: Turbo prop engine

Number of drive shafts: 2 (1 compressor [gas generator] shaft and 1 power turbine shaft)

Compressor stages and types: 3 axial-flow stages and 1 centrifugal-flow stage

Combustion chamber type: Annular

Turbine stages and types:

• Compressor (gas generator) turbine: Single-stage axial flow reaction turbine

• Power turbine: Two-stage axial-flow reaction turbine

Engine shaft-horsepower rating: 850 SHP

Compressor (gas generator) shaft rotational speed (N1) limits:

• Max. take-off/Max. continuous/Cruise climb power: 101.5% N1 (38,100 rpm)

Propeller rotational speed (N2) limits:

• Max. take-off/Max. continuous/Cruise climb power: 2000 rpm

Propellers

Number of propellers: 2

Propeller manufacturer: Hartzell Propeller, Inc.

Number of blades: 4

Propeller diameter: 86 inches

Propeller type: Constant-speed, full feathering, reversing, counter weighted, hydraulically actuated

Pitch range (30-inch station):

• Feathered: 86.0°

• Reverse: -10.5° ../Continued...

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• AIRCRAFT DATA (Continued...)

Fuel

Recommended engine fuels: Jet A, Jet A-1, Jet B

Usable fuel:

• Main fuel system ......................................................................................................... 386 gallons

• Auxiliary fuel system ................................................................................................... 158 gallons

• Maximum usable fuel quantity ..................................................................................... 544 gallons

Maximum Certificated Weights

Maximum ramp weight ......................................................................................................... 12,590 lbs

Maximum take-off weight ..................................................................................................... 12,500 lbs

Maximum landing weight ......................................................................................................12,500 lbs

Maximum zero-fuel weight ................................................................................................... 10,400 lbs

Maximum weight in baggage compartment ............................................................................... 410 lbs

Specific Loadings

Wing loading: 41.3 lbs per square feet

Power loading: 7.4 lbs per square feet

General Airspeed Terminology

CAS

GS

IAS

KCAS

KIAS

Calibrated Airspeed (indicated airspeed of an aircraft corrected for position and instrument error).

Ground Speed (the speed of an aircraft relative to the ground).

Indicated Airspeed (the speed of an aircraft as shown on airspeed indicator when corrected for instrument error. IAS values in this POH assume zero instrument error).

Calibrated Airspeed expressed in knots.

Indicated Airspeed expressed in knots.

../Continued...

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• AIRCRAFT DATA (Continued...)

General Airspeed Terminology

M

TAS

V1

V2

Va

Vf

Vfe

Vle

Vlo

Vmca

Vmcg

Vmo/Mmo

Vr

Vs

Vso

Vsse

Mach Number (ratio of true airspeed to the speed of sound).

True Airspeed (airspeed of an aircraft relative to undisturbed air, is also CAS corrected for altitude, temperature and compressibility).

Take-off Decision Speed

Take-off Safety Speed

Maneuvering Speed (maximum speed at which full available aerodynamic control will not overstress aircraft).

Design Flap Speed (maximum speed at which flaps may be actuated). Maximum Flap Extend Speed (maximum speed at which flaps may be extended in a prescribed position).

Maximum Landing Gear Extended Speed (maximum speed at which an aircraft can safely be flown with landing gear extended).

Maximum Landing Gear Operating Speed (maximum speed at which landing gear can safely be retracted or extended).

Air Minimum Control Speed (minimum flight speed at which aircraft is directionally con-trollable as determined in accordance to FAA Regulations. Certification conditions include one engine inoperative and windmilling, a 5° bank towards operative (good) engine, take-off power on operative engine, landing gear up, flaps in take-off position, and most rearward C.G).

Ground Minimum Control Speed

Maximum Operating Limit Speed (speed limit not to be exceeded on purpose during normal flight conditions. V is expressed in knots and M in Mach Number).

Rotation Speed

Stalling Speed (minimum steady flight speed at which aircraft is controllable).

Stalling Speed (minimum steady flight speed at which aircraft is controllable in landing configuration).

Intentional One-Engine-Inoperative Speed (a speed above both Vmca and Vs, where mar-ginal control can be maintained in event of one engine becoming inoperative. Intentional failing of one engine below this speed is not recommended). ../Continued...

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• AIRCRAFT DATA (Continued...)

General Airspeed Terminology

Vx

Vy

Best-Angle-of-Climb Speed (airspeed which provides greatest gain in altitude in shortest possible horizontal distance).

Best-Rate-of-Climb Speed (airspeed which provides greatest gain in altitude in shortest possible time).

Meteorological Terminology

Altimeter Setting

Indicated Pressure Altitude

IOAT

ISA

OAT

Pressure Altitude

StationPressure

TemperatureCompressibi-lity Effects

Barometric pressure corrected to sea level.

The number read from an altimeter when barometric subscale has been set to 29.92 inches of mercury (1013.2 millibars).

Indicated Outside Air Temperature (the temperature value read from an indicator)

International Standard Atmosphere in which:1) The air is a perfect dry gas;2) Temp. at sea level is 15°Celsius (59°Fahrenheit);3) Pressure at sea level is 29.92 inches of mercury (in. HG) or 1013.2 millibars;4) Temperature gradient from sea level to altitude at which temperature is -56.5°C (-69.7°F) is -0.00198°C (-0.003566°F) per foot and zero above that altitude.

Outside Air Temperature (free air static temperature, obtained from temperature indica-tor (IOAT) adjusted for compressibility effects, or from meteorological sources on the ground).

Altitude measured from standard sea-level pressure (29.92 in. HG) using a pressure (barometric) altimeter, and is the indicated pressure altitude corrected for position and instrument error. Values published in this POH assume altimeter instrument error to be zero.

Actual atmospheric pressure at field elevation.

Error in temperature indication caused by airflow over temperature probe. This error var-ies depending on altitude and airspeed.

../Continued...

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• AIRCRAFT DATA (Continued...)

Power Terminology

Beta Range

Cruise Climb

High Idle

Low Idle

Max. Continuous Power

Max. Cruise Power

Reverse

SHP

Take-off Power

The region of the Power Lever which is aft of Idle Stop and forward of reversing range where blade pitch angle is changed without changing gas generator rpm.

Maximum power approved for normal climb, and is torque or temperature (ITT) limited.

Achieved by advancing Condition Lever into High Idle position, which limits power operation to min. of 70% N1 rpm.

Achieved by placing Condition Lever into Low Idle position, which limits power operation to min. of 52% N1 rpm.

Highest power rating not limited by time. To be used in emergency situation at discretion of the pilot.

Highest allowable power rating for cruise, and is not time limited.

Reverse thrust is achieved by lifting Power Levers and moving them aft of the Beta Range.

Shaft Horsepower

Maximum power rating for this aircraft, which is limited to a maximum of 5 minutes continuous operation.

Control and Instrument Terminology

Condition Lever (Fuel Shut-off Lever)

ITT (interstage Tur-bine Temperature)

N1 Tachometer (Gas Generator RPM)

Power Lever (Gas Generator N1 RPM)

Propeller Control Lever (N2 RPM)

Actuates valve in fuel control unit which controls flow of fuel at the fuel control outlet, and regulates idle range from Low to High Idle.

Eight probes wired in parallel indicate temperature between the compressor and power turbines.

Registers rpm of gas generator with 100% representing a gas generator speed of 37,500 rpm.

Lever modulates engine power from full reverse thrust to take-off power. Idle Position represents lowest recommended level of power for flight operation.

Lever requests control to maintain rpm at selected value. In maximum de-creased rpm position, it feathers propeller.

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Super King Air B200

July 2005 ../Aeroworx Aviation ../B200POH ver. 2.0.1

Pilot’s Operating Handbook

General Aircraft Information

8

• AIRCRAFT DATA (Continued...)

Control and Instrument Terminology

Propeller Governor

Torque Meter

Governor will maintain selected speed as requested by propeller control lever, except when reverse selection is made, during which power lever interconnec-tion to integral pneumatic area of governor will select a lower speed. Pneumatic area during normal selection will act as overspeed limiter.

Torque meter system determines shaft output torque. Torque values are ob-tained from two outlets on reduction gear case, and records differential pressure from the outlets. Relationship between torque meter pressure and propeller shaft is shown in LIMITATIONS section. Instrument readout is in foot-pounds.

Graph and Tabular Terminology

Accelerate-Go

Accelerate-Stop

AGL

Best Angle of Climb

Best Rate of Climb

Clearway

Climb Gradient

Demonstrated Crosswind

MEA

Net Gradient of Climb

Distance to accelerate to Take-off Decision Speed (V1), engine failure occurs, continue acceleration and lift-off, climb and accelerate to achieve Take-off Safety Speed (V2) at 35 feet above runway.

Distance to accelerate to Take-off Decision Speed (V1) and bring aircraft to a full stop.

Above Ground Level

Airspeed that delivers greatest gain in altitude in shortest possible horizontal distance with gear and flaps up.

Airspeed that delivers greatest gain in altitude in shortest possible time with gear and flaps up.

Area extending beyond runway, no less than 500 ft. wide, centrally located about extended runway centerline, under control of airport authorities.

The ratio of exchange in height during portion of a climb to horizontal distance traversed in same time interval.

Maximum 90° crosswind component for which adequate control of the aircraft during take-off and landing was demonstrated during certification.

Minimum Enroute Altitude

Gradient of climb with flaps in take-off position and landing gear retracted. Net indicates that actual gradient has been reduced by 0.8% to allow for turbulence and pilot technique.

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Super King Air B200

July 2005 ../Aeroworx Aviation ../B200POH ver. 2.0.1

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General Aircraft Information

9

• AIRCRAFT DATA (Continued...)

Graph and Tabular Terminology

Route Segment

Take-off Flight Path

Section or part of a route. Each section/part is identified by:1) a geographic location; and/or2) a point where a definite radio fix can be established

Minimum gradient of clim required to clear obstacles higher than 35 feet, mea-sured horizontally from reference zero, and vertically at altitude above runway. Reference zero is point where aircraft is 35 feet above runway as per Accelerate-Go graphs.

Weight and Balance Terminology

Approved Loading Envelope

Arm

Basic Empty Weight

Center of Gravity

CG Limits

Reference Datum

Empty Weight

Engine Oil

Jack Point

Landing Weight

Combination of aircraft weight and center of gravity which defines limits beyond which loading is not approved.

Distance from center of gravity of an object to a line about which moments are to be computed.

Weight of empty aircraft including full engine oil and unusable fuel = empty weight + weight of unusable fuel + weight of all engine oil required to fill lines and tanks. Basic empty weight is the basic configuration used to determine loading data.

The point where the weight of an object is concentrated for weight and balance purposes.

Extreme center of gravity locations - the aircraft must be operated within these limits to ensure safe operation.

A vertical line perpendicular to longitudal axis of aircraft from which fore and aft measurements are made for weight and balance purposes.

Weight of aircraft without any fuel and oil. Includes all permanently installed equipment, fixed ballast, full hydraulic fluid, full chemical toilet fluid, and all other operating fluids full, excluding engines, fuel tanks and fuel lines.

Any engine oil that can be drained from engine.

Points on aircraft identified by manufacturer to be suitable for supporting the aircraft for weighing.

Weight of aircraft at touchdown.

../Continue...

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Super King Air B200

July 2005 ../Aeroworx Aviation ../B200POH ver. 2.0.1

Pilot’s Operating Handbook

General Aircraft Information

10

• AIRCRAFT DATA (Continued...)

Weight and Balance Terminology

Leveling Points

Maximum Weight

Moment

Payload

PPH

Ramp Weight

Station

Take-off Weight

Tare

Unusable Fuel

Usable Fuel

Useful Load

Zero Fuel Weight

Points used to level aircraft during weighing process.

Most allowable weight by design, structural, performance or other limitations as specified by manufacturer.

A measure of rotational tendency of a weight, about a specific line, mathemati-cally equal to the product of the weight and the arm.

Weight of occupants, cargo and baggage.

Pounds Per Hour

Weight of aircraft prior to engine start. Includes take-off weight + fuel allow-ance for start, taxi, run-up and take-off ground roll to lift-off.

Longitudal distance from a point to the zero datum or zero fuselage station.

Weight of aircraft during lift-off from the runway.

Apparent weight indicated by a scale prior to any load being applied.

Fuel remaining after consumption of all usable fuel.

Portion of total fuel available for consumption as per regulatory standards.

Difference between aircraft ramp weight and basic empty weight.

Aircraft ramp weight minus weight of fuel on board.

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AircraftLimitations

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July 2005 ../Aeroworx Aviation ../B200POH ver. 2.0.1

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Aircraft Limitations

2

• AIRSPEED LIMITATIONS

SPEED KCAS KIAS REMARKS

Maneuvering Speed Va (12,500 lbs) 182 181 Do not make full or abrupt control movements above this speed.

Max. Flap Extension/Extended Speed (Vfe)Approach Position (40%)Full Down Position (100%)

200144

200146

Do not extend flaps or operate with flaps in prescribed position above these speeds.

Max. Landing Gear Operating Speed VloExtensionRetraction

182164

181163

Do not extend or retract landing gear above the published speeds.

Max. Landing Gear Extended Speed Vle 182 181

Do not exceed this speed with landing gear extended

Air Minimum Control Speed Vmca 91 86 This is the lowest airspeed at which aircraft is directionally controllable when one engine be-comes inoperative and other engine is at take-off power (See definition in Section A)

Maximum Operating Speed VmoMmo

270.48 Mach

269Do not exceed this airspeed or Mach number during any operation/circumstances.

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3

• AIRSPEED INDICATOR MARKINGS

Marking KCAS VALUEOR RANGE

KIAS VALUEOR RANGE

SIGNIFICANCE

Red Line 91 86 Air Minimum Control Speed (Vmca)

White Arc 80 to 144 75 to 146 Full-flap Operating Range

Wide White Arc 80 to 102 75 to 99 Lower Limit is stalling speed (Vso) at max. weight with Full Flaps (100%)

and idle Power.

Narrow White Arc 102 to 144 99 to 146 Lower Limit is stalling speed (Vs) at max. weight with Flaps Up (0%) and idle power. Upper Limit is max.

speed permissible with flaps extended beyond Approach Flap.

White Triangle 200 200 Max. Flaps-to/at-Approach Speed

Blue Line 122 121 One-Engine-Inoperative Best Rate-of-Climb Speed.

Barber Pole 260 KCAS (269equal to .48 Mach,

KIAS) or value whichever is lower.

Max. Speed for any operation.

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July 2005 ../Aeroworx Aviation ../B200POH ver. 2.0.1

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4

• POWER PLANT LIMITATIONS

Number of engines: 2

Engine manufacturer: Pratt & Whitney of Canada Ltd.

Engine model number: PT6A-42

Power Levers Do not lift power levers in flight. Lifting the power levers in flight, or moving them below flight idle posi-tion whilst in flight, may result in a nose-down pitch and a descent rate that will be extremely difficult to recover from. This could lead to aircraft damage and injury to flight crew and/or passengers.

Engine Operating Limits

The following limitations must be observed. Each column presents limitations. These limits do not neces-sarily occur simultaneously.

OPERATING CONDITION

SHP TORQUE FT-LBS

MAXIMUMOBSERVED

ITT°C

GAS RPM

RPM

GENERATORN1

%

PROPRPMN2

OILPRESS.PSI(3)

OILTEMP.

°C

STARTING --- --- 650 --- --- --- --- -40(min)

LOW IDLE --- --- 516 19,500 52(min) --- 60(min) -40to99

HIGH IDLE --- --- --- --- --- --- -40to99

TAKEOFF 850 2230 745 38,100 101.5 2000 105to135 10to99

MAX. CONT. ANDMAX. CRUISE

850 2320 798 38,100 101.5 2000 105to135 10to99

CRUISE CLIMB & REC. CRUISE

850 2320 773 38,100 101.5 2000 105to135 0to99

MAX REVERSE --- --- 650 --- 88 1900 105to135 0to99

TRANSIENT --- 2550 850 38,500 102.5 2200 --- 0to104

• FUEL PRESSURE

Operating Left or Right engine with corresponding fuel pressure light (L FUEL PRESS or R FUEL PRESS annunciator) illuminated, is limited to 10 hours before replacement of engine-driven fuel pump.

NOTEWindmilling time is not charged against this time limit.

Aircraft Limitations

GAS GENERATORRPM N1

RPM %

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Super King Air B200

July 2005 ../Aeroworx Aviation ../B200POH ver. 2.0.1

Pilot’s Operating Handbook

• FUEL MANAGEMENT

1. Do not put any fuel into auxiliary tanks unless main tanks are full.2. Max. allowable fuel imbalance between wing fuel system is 1000 lbs.3. Do not take off if fuel gauge/s indicate in yellow arc or less than 265 lbs. of fuel in each main tank.4. Crossfeeding may only be done when one engine is inoperative.

WARNINGThis aircraft is approved for take-off with one standby boost pump inoperative. In such a case, crossfeed of fuel will not be available from the side of inoperative standby boost pump.

• PROPELLER LIMITS

Propeller Diameter:

86 inches

Propeller Blade Angles at 30-inch Station:

• Feathered: +86.0°

• Reverse: -10.5°

Propeller Rotational Speed Limits:

Transients not exceeding 5 seconds ................................................................................... 2200 rpmReverse ............................................................................................................................. 1900 rpmAll other conditions ............................................................................................................ 2000 rpm

Propeller Rotational Overspeed Limits:

Maximum propeller overspeed limit is 2200 rpm. This is time-limited to 5 seconds. Sustained over-speed faster than 2000 rpm indicates failure of primary governor. Flight can be continued at propeller overspeeds up to 2080 rpm, in which case torque must be limited to 1800 foot-pounds. Sustained overspeeds of 2080 rpm and higher indicates failure of both primary and secondary governor. Such overspeeds are unapproved.

5

Aircraft Limitations

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July 2005 ../Aeroworx Aviation ../B200POH ver. 2.0.1

Pilot’s Operating Handbook

Aircraft Limitations

6

• POWER PLANT INSTRUMENT MARKINGS

INSTRUMENT RED LINE MINIMUM LIMIT

GREEN ARC NORMAL OPERATING

RED LINE MAXI-MUM LIMIT

Interstage Turbine Temperature --- 400°C to 750°C 800°C

Torque Meter --- 60 ft-lbs to 2230 ft-lbs 2230 ft-lbs

Propeller Tachometer (N2) --- 1600 rpm to 2000 rpm 2000 rpm

Gas Generator Tachometer (N1) --- --- 101.5%

Oil Temperature --- 10°C to 99°C 99°C

Oil Pressure 60 psi 105 psi to 135 psi 200 psi

• MISCELLANEOUS INSTRUMENT MARKINGS

Fuel Quantity Indicators:Yellow Arc (No take-off range) ............................................................................................ 0 to 265 lbs.

Cabin Differential Pressure Gauge:Green Arc (Approved Operating range) ................................................................................. 0 to 6.0 psiRed Arc (Unapproved Operating range) ................................................................ 6.1 psi to end of scale

Pneumatic Gauge:Green Arc (Normal Operating range) ................................................................................... 12 to 20 psiRed Line (Maximum Operating Limit) ........................................................................................... 20 psi

Vacuum Suction Gauge:Green Arc (Normal 35,000 ft. to 15,000 ft. MSL) ......................................................... 3.0 to 4.3 in. HgWide Green Arc (Normal 15,000 ft. to Sea Level) ......................................................... 4.3 to 5.9 in. Hg

Propeller De-ice Ammeter:Green Arc (Normal Operating Range) ........................................................................ 14 to 18 amperes

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July 2005 ../Aeroworx Aviation ../B200POH ver. 2.0.1

Pilot’s Operating Handbook

Aircraft Limitations

7

• WEIGHT LIMITS

Maximum Ramp Weight ........................................................................................................ 12,590 lbs.Maximum Take-off Weight ..................................................................................................... 12,500 lbs.Maximum Landing Weight ..................................................................................................... 12,500 lbs.Maximum Zero Fuel Weight ................................................................................................... 10,400 lbs.Maximum Weight in Baggage Compartment ............................................................................... 410 lbs.

• CENTER OF GRAVITY LIMITS

Aft Limit:196.4 inches aft of datum at all weights

Forward Limits:185.0 inches aft of datum at 12,500 lbs., with straight line variation to 181.0 inches aft of datum at 11,279 lbs.

Datum:83.5 inches forward of center of front jack

Mean Aerodynamic Chord (MAC):MAC leading edge is 171.23 inches aft of datumMAC length is 70.41 inches

Maneuver Limits:The Beechcraft Super King Air B200 and B200C are normal category aircraft. All acrobatic maneuvers including spins and (intentional) stalls are strictly prohibited.

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Super King Air B200

July 2005 ../Aeroworx Aviation ../B200POH ver. 2.0.1

Pilot’s Operating Handbook

Aircraft Limitations

8

• FLIGHT LOAD FACTOR LIMITS AT 12,500 LBS

Flaps Up:3.17 positive g’s1.27 negative g’s

Flaps Down:2.00 positive g’s1.27 negative g’s

• MINIMUM FLIGHT CREW

FAR Part 91 Operations ........................................................................................................... One PilotFAR Part 135 Operations • VFR ................................................................................................................................... One Pilot • IFR ......................................................... Two Pilots, or One Pilot with Approved Three-axis Autopilot

• MAXIMUM OPERATING PRESSURE-ALTITUDE LIMITS

Normal Operation:35,000 ft.

Operation with Yaw Damper System Inoperative:17,000 ft.

• MAXIMUM OUTSIDE AIR TEMPERATURE LIMITS Do NOT operate aircraft if OAT is above the following limits:

Sea Level to 25,000 ft. pressure altitude ................................................................ ISA + 37°C (98.6°F)Above 25,000 ft. pressure altitude ......................................................................... ISA + 31°C (87.8°F)

• CABIN PRESSURIZATION LIMIT

Maximum Cabin Pressure Differential .......................................................................................... 6.1 psi

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Super King Air B200

July 2005 ../Aeroworx Aviation ../B200POH ver. 2.0.1

Pilot’s Operating Handbook

Aircraft Limitations

9

• MAXIMUM OCCUPANCY LIMITS

FAR Part 91 Operations ........................................................................................................ Fifteen (15)FAR Part 135 Operations ........................................................................ Nine (9) Passengers Plus Crew

• ICING LIMITATIONS

Minimum Ambient Temp. for Operation of De-icing Boots ............................................................. - 40°CMinimum Airspeed for Sustained Icing Flight .............................................................................. 140 kts.

Sustained flight with flaps extended in icing conditions is prohibited. Flaps must however be used during approach and landing.

LEFT and RIGHT ICE VANES are to be extended during operation in ambient temperatures of +5°C or lower when flight free of visible moisture cannot be assured.

LEFT and RIGHT ICE VANES are to be retracted for take-off and flight operations in ambient temperatures +15°C and above.

• STARTERS

Use of starter limited to 40 seconds ON, 60 seconds OFF, 40 seconds ON, 60 seconds OFF, 40 seconds on, then 30 minutes OFF.

• FLIGHT IDLE STOP

Flight idle stop must be set to 800 (+-60) ft-lbs torque @ 1800 rpm (N2) at MSL, Standard Day condi-tions.

• AUTOPILOT LIMITATIONS

FAR Part 135 establishes the follwing:

• Enroute: 500 ft. above terrain (AGL)

• Coupled Approach: Observe Decision Height (DH) or Minimum Descent Altitude (MDA)

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Super King Air B200

July 2005 ../Aeroworx Aviation ../B200POH ver. 2.0.1

Pilot’s Operating Handbook

Aircraft Limitations

10

• STRUCTURAL LIMITS

Maximum Cabin Pressure Differential ........................................................................................... 6.1 psiCabin Door Forward and Aft side Latches Safelife (B200 only) .............................................. 6000 hoursCabin Door upper latch hooks and attaching hardware (B200 only) .................................... 12,000 hoursCargo Door cam-lock actuator cable safelife (200C only) .......................................................9000 hoursWing and associated structure fatigue safelife .................................................................... 30,000 hoursWindshield frame screws ................................................................................................... 12,000 hoursWing attach bolts, nuts and barrel nut assemblies: • Steel components ............................... Replace every 6 calendar years of installed bolt and nut time • Inconel components ......................... Replace every 15 calendar years of installed bolt and nut time

• CARGO LIMITATIONS

1. All cargo has to be secured properly using FAA-approved cargo restraint system.2. Cargo is to be arranged in such a way that free access to all exits and emergency exits are possible.

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Super King Air B200

July 2005 ../Aeroworx Aviation ../B200POH ver. 2.0.1

Pilot’s Operating Handbook

1

EmergencyProcedures

for

Super King Air B200

July 2005 ../Aeroworx Aviation ../B200POH ver. 2.0.1

Pilot’s Operating Handbook

• ENGINE FAILURE 1. Fuel Condition Lever ...............................................................................................................CUT-OFF2. Prop Lever .............................................................................................................................FEATHER3. Fuel Firewall Valve ...................................................................................................................CLOSED4. Fire Extinguisher ..................................................................................................ACTUATE (If Present)5. Engine Auto Ignition .......................................................................................................................OFF6. Generator ......................................................................................................................................OFF7. Prop Synchrophaser ......................................................................................................................OFF

8. Electrical Load ......................................................................................................................MONITOR

• ENGINE FIRE ON GROUND Affected Engine

1. Fuel Condition Lever .............................................................................................................. CUT-OFF2. Fuel Firewall Valve .....................................................................................................................CLOSE3. Starter switch ................................................................................................................ STARTER OFF4. Fire extinguisher .................................................................................................. ACTUATE (If Present)

Emergency Procedures

• EMERGENCY AIRSPEEDS (12,500 lbs.) All airspeeds are indicated (IAS) assuming zero instrument error.

Single engine best angle of climb (Vx) ...........................................................................................115 ktsSingle engine best rate of climb (Vy) .............................................................................................121 ktsAir minimum control speed (Vmca) ................................................................................................86 ktsSingle engine en route climb .........................................................................................................121 ktsEmergency descent ......................................................................................................................181 ktsSingle engine landing • Approach - flaps set to approach ............................................................................................113 kts • During landing - full flaps ........................................................................................................103 ktsIntentional single engine operation (Vsse) ......................................................................................104 kts

Maximum Range Glide ................................................................................................................. 135 kts

2

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Super King Air B200

July 2005 ../Aeroworx Aviation ../B200POH ver. 2.0.1

Pilot’s Operating Handbook

• ENGINE FAILURE DURING GROUND ROLL 1. Power Levers ...............................................................................................................................IDLE2. Brakes ...........................................................................................................................AS REQUIRED3. Good Engine ........................................................................................................MAXIMUM REVERSE

WARNING

Exercise extreme caution when applying single-engine reverse on surfaces with reduced traction.

In the event of insufficient runway for stopping:

4. Fuel Condition Levers ............................................................................................................ CUT-OFF5. Fuel Firewall Valves ................................................................................................................ CLOSED6. Master Switch ..................................................................................................... OFF (Gangbar down)

• ENGINE FAILURE AFTER TAKE-OFF (If conditions prevent immediate landing) 1. Power setting ................................................................................................. MAXIMUM ALLOWABLE2. Airspeed ...................................................................................... MAINTAIN (Take-off speed or above)3. Landing Gear .................................................................................................................................. UP

NOTE

If autofeather is enabled, do not retard failed engine power lever until autofeather system has completely stopped propeller rotation. Should the power lever be retarded, it will cause autofeather to deactivate and automatic feathering

will be prevented.

4. Propeller (dead engine) ........................................................................................................ FEATHER5. Airspeed ........................................................... BEST RATE-OF-CLIMB (including obstacle clearance.)6. Flaps ............................................................................................................................................. UP7. Clean-up (dead engine) a. Condition Lever.................................................................................................................. CUT-OFF b. Fuel Firewall Valve .............................................................................................................. CLOSED c. Engine. Auto Ignition ................................................................................................................. OFF d. Autofeather Switch ................................................................................................................... OFF e. Generator ................................................................................................................................. OFF8. Electrical Load .................................................................................................................... MONITOR

Emergency Procedures

3

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Super King Air B200

July 2005 ../Aeroworx Aviation ../B200POH ver. 2.0.1

Pilot’s Operating Handbook

• ENGINE FAILURE IN FLIGHT BELOW AIR MINIMUM CONTROL SPEED (Vmca) 1. Reduce power on good engine as necessary to maintain control2. Lower nose and accelerate above Vmca3. Adjust power settings as required4. Secure dead engine as per EMERGENCY ENGINE SHUTDOWN

4

• ENGINE FLAMEOUT (Second engine) 1. Power Lever .................................................................................................................................IDLE2. Propeller ..................................................................................................................DO NOT FEATHER3. Fuel Condition Lever ...............................................................................................................CUT-OFF4. Conduct Air Start Procedures

NOTEPropeller will not unfeather if engine is not operating.

• AIR START STARTER ASSIST

CAUTION

Pilot must determine cause of engine failure prior to attempting an air start. Above 20,000 ft starts seem to be hotter. During engine acceleration to idle speed, it might be necessary to periodically move fuel condition lever to CUT-OFF to avoid over-temp.

1. Cabin Temp Mode, Aft Blower ....................................................................................................... OFF2. Blower ....................................................................................................................................... AUTO3. Radiant Heat ................................................................................................................................. OFF4. Windshield Heat ............................................................................................................................ OFF5. Power Lever ................................................................................................................................ IDLE6. Fuel Condition Lever .............................................................................................................. CUT-OFF7. Fuel Firewall Valve ...................................................................................................................... OPEN

../Continued...

Emergency Procedures

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Super King Air B200

July 2005 ../Aeroworx Aviation ../B200POH ver. 2.0.1

Pilot’s Operating Handbook

NOTEIn permitting conditions, retard good engine ITT to 700 °C or less to reduce possibility of exceeding ITT limit. Reduceelectrical load to within minimum of current flight conditions.

8. Engine Start Switch ......................................................... ON (up) check annunciator light illuminated 9. Condition Lever ................................................................................................................. LOW IDLE10. Engine Start Switch ........................................................................................... OFF (N1 above 50%)11. Propeller Lever ............................................................................................................ AS REQUIRED12. Power Lever ................................................................................................................ AS REQUIRED13. Generator ..................................................................................................................................... ON14. Engine Auto Ignition ................................................................................................................... ARM15. Electrical Equipment .................................................................................................... AS REQUIRED

• EMERGENCY DESCENT

1. Power Levers .............................................................................................................................. IDLE2. Propeller Levers ...................................................................................................... FULL FORWARD3. Flaps ............................................................................................................................... APPROACH4. Landing Gear .................................................................................................................... EXTENDED5. Airspeed ...................................................................................................... 181 KNOTS MAXIMUM

• GLIDE 1. Landing Gear .................................................................................................................................. UP2. Wing Flaps ............................................................................................................................. UP (0%)

WARNINGEnsure that conditions for re-starting first and second engines are not effective prior to feathering second engine propeller.

3. Propellers ......................................................................................................................... FEATHERED4. Airspeed .................................................................................................................................. 135 kts

Emergency Procedures

5

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Super King Air B200

July 2005 ../Aeroworx Aviation ../B200POH ver. 2.0.1

Pilot’s Operating Handbook

• SINGLE ENGINE LANDING When confirmed that the field can be reached.

1. Flaps ................................................................................................................................. APPROACH2. Landing Gear ............................................................................................................................ DOWN3. Propeller Control ........................................................................................................ FULL FORWARD4. Airspeed .................................................................... 10 KTS Above Normal Landing Approach Speed

When confirmed that no possibility for go-around exists.

5. Flaps ................................................................................................................................. APPROACH6. Airspeed ........................................................................................... Normal Landing Approach Speed 7. Execute Normal Landing

NOTE Use of reverse thrust on good engine can be used with caution on dry paved, gravel and grass surfaces.

• SINGLE ENGINE GO-AROUND 1. Power ............................................................................................................ MAXIMUM ALLOWABLE2. Landing Gear .................................................................................................................................. UP3. Flaps .............................................................................................................................................. UP4. Airspeed ............................................................................... ONE ENGINE INOP. BEST RATE OF CLIMB

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Super King Air B200

July 2005 ../Aeroworx Aviation ../B200POH ver. 2.0.1

Pilot’s Operating Handbook

• PRESSURIZATION SYSTEM When differential pressure goes into Red Arc:

1. Cabin Altitude Controller ............................................................................. SELECT HIGHER SETTING

Should condition persist:

2. Bleed Air Valves .................................................................................................... ENVIR OFF position3. Cabin Pressure Switch .................................................................... DUMP (after cabin depressurized)4. Bleed Air Valves ......................................................................................................................... OPEN

• LOSS OF PRESSURIZATION During loss of pressurization at high altitude, USE OXYGEN AND DESCEND AS REQUIRED

NOTEThis table shows average time of useful consciousness (time from start of hypoxia until loss of effective performance) at shown altitudes.

35,000 ft. .................................................................................................................... ½ to 1 minute 30,000 ft. ..................................................................................................................... 1 to 2 minute 28,000 ft. .................................................................................................................. 2½ to 3 minute 25,000 ft. ..................................................................................................................... 3 to 5 minute 22,000 ft. ................................................................................................................... 5 to 10 minute 12-18,000 ft. ...................................................................................................... 30 minutes or more

• SPINS

Should a spin be entered inadvertently:

Move control column full forward immediately, apply full rudder opposite to direction of the spin, and pull both power levers into idle position. All these actions should ideally be done as close to simultaneously as possible; continue to hold described control position until spin subsides, and then neutralize all controls, after which a smooth pullout must be executed. During the recovery, ailerons must remain in neutral position.

FAA Regulations do not require spin demonstration of aircraft of this weight and/or category. No spin tests have been conducted, and the recovery techniques are based on best available information.

Emergency Procedures

7

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Super King Air B200

July 2005 ../Aeroworx Aviation ../B200POH ver. 2.0.1

Pilot’s Operating Handbook

• SIMULATING ONE-ENGINE-INOPERATIVE (Zero Thrust)

NOTEWhen zero thrust operation is being established, power setting below should be used. This will avoid the inherent delays of restarting a shut down engine and near instant power is preserved, countering any attendant hazard.

1. Propeller ............................................................................................................................ 1600 RPM2. Power Lever ...................................................................................................... SET 120 ft-lbs torque

NOTEThe above setting will approximate Zero Thrust at low altitudes using the prescribed One-Engine-Inoperative Climb Speeds as published.

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Emergency Procedures

8

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Super King Air B200

July 2005 ../Aeroworx Aviation ../B200POH ver. 2.0.1

Pilot’s Operating Handbook

1

NormalProcedures

for

Super King Air B200

July 2005 ../Aeroworx Aviation ../B200POH ver. 2.0.1

Pilot’s Operating Handbook

Normal Procedures

• AIRSPEEDS FOR SAFE OPERATION (12,500 lbs) Maximum Demonstrated Crosswind Component ........................................................................... 25 ktsTakeoff (flaps 0%): Rotation .................................................................................................................................. 95 kts 50-ft Speed ........................................................................................................................... 121 ktsTwo-engine Best-Angle-of-Climb (Vx) ......................................................................................... 100 ktsTwo-engine Best-Rate-of-Climb (Vy) ........................................................................................... 125 ktsCruise Climb: Sea level to 10,000 ft. ............................................................................................................ 160 kts 10,000 to 20,000 ft. ............................................................................................................... 140 kts 20,000 to 25,000 ft. ............................................................................................................... 130 kts 25,000 to 35,000 ft. ............................................................................................................... 120 ktsMaximum Airspeed for Effective Windshield Anti-Icing .................................................................. 226 ktsTurbulent Air Penetration .............................................................................................................. 170 ktsLanding Approach: Flaps 100% ............................................................................................................................ 103 kts Flaps 0% ................................................................................................................................ 132 ktsBalked Landing Climb .................................................................................................................. 100 ktsIntentional One-Engine-Inoperative Speed (Vsse) ......................................................................... 104 ktsAir Minimum Control Speed (Vmca) .............................................................................................. 86 kts

CAUTIONDo not use abrupt control inputs above 181 knots. For turbulent air penetration, use an airspeed of 170 kts. or less. Make power changes slowly and avoid over-action on power levers. Turn off autopilot altitude hold. Maintain wings level, maintain attitude, and avoid using trim. Do not chase airspeed and altitude. Turbulent air penetration should be at an altitude that provides adequate maneuvering margins when severe turbulence is encountered.

2

NOTE All quoted airspeeds are indicated airspeed (IAS) and assume zero instrument error.

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Super King Air B200

July 2005 ../Aeroworx Aviation ../B200POH ver. 2.0.1

Pilot’s Operating Handbook

Normal Procedures

•PRE-FLIGHT INSPECTION- COCKPIT 1. Control locks ........................................................................................................................ REMOVE2. Elevator trim .......................................................................................................................SET TO “0”

CAUTIONDo not force the elevator trim system past the indicated limits (red markers).

- LEFT WING 1. Flaps ...................................................................................................................................... CHECK 2. Fuel sump (aft of wheel well) ................................................................................................... DRAIN 3. Aileron and Tab ....................................................................................................................... CHECK 4. Outboard wing fuel sump ......................................................................................................... DRAIN 5. Lights ..................................................................................................................................... CHECK 6. Main fuel tank ....................................................................................................... CHECK; cap secure 7. Stall warning ........................................................................................................................... CHECK 9. Outboard de-ice boot ............................................................................................................... CHECK10. Ram scoop fuel vent ............................................................................................................... CLEAR11. Heated fuel vent ...................................................................................................................... CLEAR12. Wing fuel sump ....................................................................................................................... DRAIN13. Fire extinguisher pressure ..................................................................................... CHECK (If present)14. Landing gear and doors .......................................................................................................... CHECK15. Fuel sump (forward of wheel well) ........................................................................................... DRAIN16. Engine oil ........................................................................................... CHECK QUANTITY; Cap secure17. Propeller ................................................................................................................................ CHECK18. Engine air intake ...................................................... CLEAR; Ice vane and bypass door - RETRACTED19. Firewall fuel filter ..................................................................................................................... DRAIN20. Cowling, doors and panels ..................................................................................................... CHECK21. Auxiliary fuel tank ................................................................................................ CHECK; Cap secure22. Inboard de-ice boot ................................................................................................................ CHECK23. Heat exchanger inlet ............................................................................................................... CLEAR24. Inboard fuel tank sump ............................................................................................................ DRAIN25. Lower antennas and beacon .................................................................................................. CHECK

3

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Super King Air B200

July 2005 ../Aeroworx Aviation ../B200POH ver. 2.0.1

Pilot’s Operating Handbook

Normal Procedures

- NOSE SECTION 1. Access panels ....................................................................................................................... SECURE2. Air conditioner ducts ................................................................................................................ CLEAR3. Nose gear and doors ............................................................................................................... CHECK4. Landing and taxi lights ............................................................................................................. CHECK5. Pitot covers ........................................................................................................................... REMOVE6. Windshield wipers .................................................................................................................... CHECK

- RIGHT WING 1. Inboard fuel tank sump.............................................................................................................. DRAIN 2. Inboard de-ice boot ................................................................................................................. CHECK 3. Heat exchanger inlet ................................................................................................................ CLEAR 4. Battery air inlet ........................................................................................................................ CLEAR 5. Auxiliary fuel tank ................................................................................................. CHECK; Cap secure 6. Engine oil ............................................................................................ CHECK QUANTITY; Cap secure 7. Propeller ..................................................................................................................................CHECK 8. Engine air intake ....................................................... CLEAR; Ice vane and bypass door - RETRACTED 9. Firewall fuel filter ...................................................................................................................... DRAIN10. Cowling, doors and panels ..................................................................................................... CHECK11. Fuel sump (forward of wheel well) ........................................................................................... DRAIN12. Fire extinguisher pressure ..................................................................................... CHECK (If present)13. Landing gear and doors .......................................................................................................... CHECK14. Heated fuel vent ...................................................................................................................... CLEAR15. Ram scoop fuel vent ............................................................................................................... CLEAR16. Wing fuel sump ....................................................................................................................... DRAIN17. Outboard de-ice boot .............................................................................................................. CHECK18. Tie-down and chocks .........................................................................................................REMOVED19. Main fuel tank ...................................................................................................... CHECK; cap secure20. Lights .................................................................................................................................... CHECK21. Aileron ................................................................................................................................... CHECK22. Flush outboard wing tank sump ............................................................................................... DRAIN23. Flaps ...................................................................................................................................... CHECK24. Fuel sump (aft of wheel well) ................................................................................................... DRAIN

4

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Super King Air B200

July 2005 ../Aeroworx Aviation ../B200POH ver. 2.0.1

Pilot’s Operating Handbook

Normal Procedures

- TAIL SECTION 1. Oxygen door ........................................................................................................................ SECURE 2. Emergency Locator Transmitter ................................................................................................. ARM 3. Static ports ............................................................................................................................ CLEAR 4. Tie-down .......................................................................................................................... REMOVED 5. Access panels ...................................................................................................................... SECURE 6. Dei-ce boots .......................................................................................................................... CHECK 7. Control surfaces and rudder tab ............................................................................................. CHECK 8. Elevator trim tab ................................................................................. VERIFY “0” (Neutral) POSITION

NOTENeutral position is determined by ensuring that trailing edge of elevator trim tab aligns with trailing edge of the elevator

when elevator is resting against downstops.

9. Lights .................................................................................................................................... CHECK10. Static ports ............................................................................................................................ CLEAR

5

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Super King Air B200

July 2005 ../Aeroworx Aviation ../B200POH ver. 2.0.1

Pilot’s Operating Handbook

Normal Procedures

• BEFORE ENGINE STARTING 1. Cabin/Cargo door ............................................................................................................... LOCKED (Ensure that Cabin door is secured by turning handle towards unlocked position without pressing the release button.)

WARNINGOnly a flight crew member shall close and lock the door.

2. Load/Baggage ................................................................................................................... SECURE 3. Weight and CG ................................................................................................................ CHECKED 4. Emergency exit ............................................................................................ SECURE AND LOCKED 5. Control locks .................................................................................................................. REMOVED 6. Seats ................ POSITIONED; Seatbacks UPRIGHT; Lateral-tracking seats in OUTBOARD POSITION 7. Seat belts and shoulder harnesses ................................................................................. FASTENED 8. Brakes ..................................................................................................................................... SET 9. Switches .................................................................................................................................. OFF 10. Landing gear switch handle .................................................................................................. DOWN 11. Power levers ........................................................................................................................... IDLE 12. Propeller levers ..................................................................................................... FULL FORWARD 13. Condition levers ................................................................................................................ CUT-OFF 14. Cabin sign ............................................................................................................................. BOTH 15. Cabin temp mode ..................................................................................................................... OFF 16. Vent blower ........................................................................................................................... AUTO 17. Aft blower ................................................................................................................................ OFF 18. Radiant heat ............................................................................................................................. OFF*19. Microphone switches ....................................................................................................... NORMAL*20. Oxygen supply pressure ...................................................................................................... CHECK*21. Pilot’s static air source ..................................................................................................... NORMAL*22. Fuel firewall valves ............................................................................................................. CLOSED*23. Standby pumps ......................................................................................... ON (Listen for operation)*24. Battery switch ................................................................................. ON (FUEL PRESSure lights ON)*25. Fuel firewall valves ......................................................................OPEN (FUEL PRESSure lights OFF)*26. Standby pumps ............................................................................. OFF (FUEL PRESSure lights ON)*27. Crossfeed .. ALTERNATIVELY LEFT AND RIGHT FUEL X-FEED LIGHT ON; FUEL PRESSure lights OFF*28. Crossfeed ................................................................................................................................ OFF*29. Auxiliary transfer switches ..................................................................................................... AUTO

../Continue...

6

Super King Air B200

July 2005 ../Aeroworx Aviation ../B200POH ver. 2.0.1

Pilot’s Operating Handbook

Normal Procedures

• BEFORE ENGINE STARTING (Continued...) *30. NO TRANSFER lights ............................................................................................. PRESS TO TEST 31. Fuel quantity ........................................................................................ CHECK (Main and Auxiliary) 32. DC Volt/Loadmeters ............................................................................................................ CHECK 33. Stall warning .......................................................................................................................... TEST 34. Fire detectors and fire extinguishers ....................................................................... NOT INSTALLED 35. Annunciator lights .................................................................................................................. TEST 36. Rotating beacon switch ............................................................................................................. ON

NOTE* May be omitted at pilot’s discretion in event of quick turn-around.

7

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Super King Air B200

July 2005 ../Aeroworx Aviation ../B200POH ver. 2.0.1

Pilot’s Operating Handbook

Normal Procedures

• ENGINE STARTING 1. Right Ignition and Engine start switch .................................................. ON (R FUEL PRESS light OFF) 2. Right condition lever ............................................ LOW IDLE (after N1 rpm stabilizes; 12% minimum) 3. ITT and N1 ......................................................................................... MONITOR (1000 °C maximum) 4. Right oil pressure .................................................................................................................. CHECK 5. Right condition lever ......................................................................................................... HIGH IDLE 6. Right Ignition and Engine start switch ........................................................ OFF (at 60% N1 or above) 7. Right generator ................................................................................. ON until positive load, then OFF 8. Left Ignition and Engine start switch ..................................................... ON (L FUEL PRESS light OFF) 9. As left N1% accelerates through 11%: a) Left Condition Lever ...................................................................................................... LOW IDLE b) Right Generator ....................................................................................................................... ON10. ITT and N1 ......................................................................................... MONITOR (1000 °C maximum)11. Left oil pressure ................................................................................................................... CHECK12. Left Ignition and Engine start switch ......................................................... OFF (at 60% N1 or above)13. Left generator ............................................................................................................................. ON14. Right condition lever ..................................................................................... REDUCE TO LOW IDLE

NOTEIn order to avoid excessive ITT, adjust fuel condition levers to higher N1 speed (approx. 60% N1) when operating in

high ambient temperatures, at high elevation, and when high generator load is observed.

CAUTIONIf ITT does not start rising within 10 seconds after the fuel condition lever/s have been moved to LOW IDLE, the fuel

condition lever/s should be moved to CUT-OFF. Wait 60 seconds for fuel to drain and starter to cool, then follow ENGINE CLEARING procedures.

8

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Super King Air B200

July 2005 ../Aeroworx Aviation ../B200POH ver. 2.0.1

Pilot’s Operating Handbook

Normal Procedures

• ENGINE CLEARING 1. Fuel Condition Lever ........................................................................................................... CUT-OFF 2. Ignition and Engine start switch ..................................... STARTER ON for a minimum of 15 seconds

CAUTIONDo not exceed starter limits - refer to LIMITATIONS section

3. Ignition and Engine start switch .................................................................................................. OFF

9

• AFTER START AND TAXI 1. Inverter ....................................................................................................................................... ON 2. DC Voltage and Loadmeters .................................................................................................. CHECK 3. AC Voltage and Frequency .................................................................................................... CHECK 4. Avionics Master ...........................................................................................................................ON 5. Lights ........................................................................................................................ AS REQUIRED 6. Cabin Temp. and mode .............................................................................................. AS REQUIRED 7. Instruments ......................................................................................................................... CHECK 8. Brakes ................................................................................................................................. CHECK

NOTEPropeller Beta Range can be used during taxi. Minimum blade erosion will occur up to the point where N1 increases. Take extra care when taxiing on unimproved surfaces. Wherever possible, do engine check-out on hard surface that is preferably gravel and/or sand free. This will avoid pitting of propeller blades and aircraft surfaces.

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Super King Air B200

July 2005 ../Aeroworx Aviation ../B200POH ver. 2.0.1

Pilot’s Operating Handbook

Normal Procedures

• BEFORE TAKE-OFF (RUN UP) 1. Avionics, TCAS and WXR 270 Navigational Display (where applicable)................... CHECK AND SET 2. Pressurization ........................................................................................SET Landing Field Elevation

10

a. Cabin altitude selector knob - Adjust inner scale (ACFT ALT) to indicate planned cruise altitude plus 500 ft. or maximum operating pressure altitude, whichever is lower. (If setting does not result in outer scale (CABIN ALT) indication of min. of 500 ft above take-off field pressure altitude, adjust as necessary).

3. Autopilot ...............................................................................................................................CHECK 4. Elevator Trim Tab.................................................................... SET to approx. 6.8-7.5° Nose Up Trim 5. Engine control friction locks ...................................................................................................... SET 6. Flaps .............................................................. CHECK AND SET - APPR. Flap is used for normal TO 7. Flight controls ........... CHECK FOR PROPER DIRECTION OF TRAVEL AND FREEDOM OF MOVEMENT *8. Instrument vacuum/De-ice pressure system ................................................... CHECK (at 1800 rpm)

a. Both Bleed air valves ..................................................................................... INSTR & ENVIR OFF(1) Pneumatic pressure gauge ........................................................................... ZERO PRESSURE(2) Both BL AIR FAIL Annunciators ............................................................................ ILLUMINATE

b. Both Bleed air valves ...................................................................................... ENVIR OFF or OPEN

(1) Pneumatic pressure gauge ............................................................................... IN GREEN ARC(2) Gyro suction gauge .......................................................................................... IN GREEN ARC(3) Both BL AIR FAIL Annunciators ........................................................................ EXTINGUISHED

*9. Engine ice vanes ........................... CHECK (at 1800 rpm) - EXTEND (check torque drop) - RETRACT (retain original torque) - MONITOR Ice Vane annunciators during check*10. Autofeather .......................................................................................................................... CHECK a. Power levers ................................................................................... APPROX. 500 ft-lbs TORQUE b. Autofeather switch ............................................... ON (both autofeather annunciators illuminated) c. Power levers ................................................... RETARD (both lights out, propellers not feathered)

NOTE* May be omitted at pilot’s discretion in event of quick turn-around.

11. Autofeather switch ................................................................................................................... ARM 12. Propeller feathering (manual) ................................................................................................ CHECK 13. Fuel quantity, Flight and Engine Instruments .......................................................................... CHECK

Super King Air B200

July 2005 ../Aeroworx Aviation ../B200POH ver. 2.0.1

Pilot’s Operating Handbook

Normal Procedures• BEFORE TAKE-OFF (FINAL ITEMS) 1. Bleed air valves ...................................................................................................................... OPEN 2. Annunciator lights .................................................................................................... EXTINGUISHED 3. Transponder ............................................................................................................................... ON 4. Ice protection ............................................................................................................ AS REQUIRED 5. Engine auto-ignition ............................................................................................................. ARMED

• ON TAKE-OFF ROLL 1. Autofeather annunciators ........................................................................................... ILLUMINATED 2. Ignition ................................................................................ ON (ensure annunciators extinguished)

• TAKE-OFF - Refer to PERFORMANCE SPECIFICATIONS for minimum take-off power and speed, as well as distance and climb data. - ITT and engine torque must be monitored closely. Torque and ITT will increase as airspeed increases. - When haze, fog or clouds are present, pilot should turn off strobe lights, rotating beacons and tail flood lights at his/her own discretion.

• CLIMB 1. Landing gear ............................................................................................................................. UP 2. Flaps .......................................................................................................................................... UP 3. Yaw damper ............................................................................................................................... ON 4. Climb power ........................................................... SET (check max. ITT, torque and N1 rpm limits) 5. Propeller RPM ................................................................................................................ 1900 RPM 6. Propeller synchrophaser ............................................................................................................. ON 7. Autofeather ............................................................................................................................... OFF 8. Engine instruments .......................................................................................................... MONITOR 9. Cabin sign ................................................................................................................. AS REQUIRED 10. Cabin pressurization ............................................................................................................. CHECK 11. Aft blower ................................................................................................................................. OFF

11

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Super King Air B200

July 2005 ../Aeroworx Aviation ../B200POH ver. 2.0.1

Pilot’s Operating Handbook

Normal Procedures

• CRUISE

WARNINGDo not lift power levers in flight under any circumstances.

1. Cruise power ........................................................................... SET as per CRUISE POWER TABLES 2. Engine instruments .......................................................................................................... MONITOR 3. Auxiliary fuel gauges ..... MONITOR (in order to ensure that fuel is being transferred from main tanks)

• DESCENT 1. Altimeter ................................................................................................................................... SET 2. Cabin sign ................................................................................................................. AS REQUIRED 3. Windshield anti-ice ............. AS REQUIRED (set to NORMAL or HIGH prior to descent into warm, moist air to ensure de-fogging of windshield). 4. Power .............................................................................. AS REQUIRED for desired rate of descent 5. Fuel Condition Levers .............................................................................................SET to LOW IDLE

NOTEDuring DESCENT, approx. 75% N1 is required to maintain pressurization schedule.

12

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Super King Air B200

July 2005 ../Aeroworx Aviation ../B200POH ver. 2.0.1

Pilot’s Operating Handbook

Normal Procedures

• APPROACH

CAUTIONAvoid propeller operation in the 1750 - 1850 rpm range, as this might cause ILS glideslope interference.

Propeller control levers must be in FULL INCREASE RPM position in order to ensure constant reversing characteristics.

NOTEWhen operating in low visibility conditions, landing and taxi lights should be switched off in order to prevent distracting light reflections.

Determine crosswind component from PERFORMANCE section before initiating a crosswind landing. Just before touchdown, lower the up-wind wing and align the fuselage with the runway. After touchdown (main gear and nose gear), apply aileron control into the wind whilst maintaining directional control with rudder and brakes. Propeller reverse to be used at pilot’s discretion.

1. Pressurization ....................................................................................................................... CHECK 2. Cabin sign .................................................................................................................................. ON 3. Autofeather switch ................................................................................................................... ARM 4. Flaps ............................................................................................................................. APPROACH 5. Landing gear ......................................................................................................................... DOWN 6. Landing and taxi lights ............................................................................................... AS REQUIRED 7. Propeller synchrophaser ............................................................................................................ OFF

13

• WHEN LANDING IS CONFIRMED 1. Flaps .......................................................................................................................... LAND (100%) 2. Yaw damper .............................................................................................................................. OFF 3. Propeller levers ............................................................... ENSURE FULL FORWARD after touchdown 4. Power levers ...................................................................... BETA RANGE OR REVERSE (as required)

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Super King Air B200

July 2005 ../Aeroworx Aviation ../B200POH ver. 2.0.1

Pilot’s Operating Handbook

Normal Procedures

• MAXIMUM REVERSE THRUST LANDING

1. Condition levers .............................................................................................................. HIGH IDLE 2. Propeller levers ...................................................................................................... FULL FORWARD 3. Power levers ................................................................... LIFT AND REVERSE AFTER TOUCHDOWN 4. Condition levers .............................................................................................................. LOW IDLE

CAUTIONIn order to minimize propeller erosion, propeller levers should be moved out of reverse at approximately 40 kts. Take extra care when reversing on runways with loose sand or dust on the surface. Flying stones/gravel can damage the propeller blades, whilst excessive dust may obscure the pilot’s forward field of vision at low speeds.

14

• BALKED LANDING

1. Power ........................................................................................................ MAXIMUM ALLOWABLE 2. Airspeed ............................... ESTABLISH 100 KTS (establish normal climb when clear of obstacles) 3. Flaps .......................................................................................................................................... UP 4. Gear ........................................................................................................................................... UP

• AFTER LANDING

1. Landing and taxi lights ............................................................................................... AS REQUIRED 2. Ice protection ............................................................................................................................ OFF 3. Engine auto-ignition ................................................................................................................... OFF 4. Electrical load ....................................................................................................... OBSERVE LIMITS 5. Trim .......................................................................................................................... SET NEUTRAL 6. Flaps .......................................................................................................................................... UP

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Super King Air B200

July 2005 ../Aeroworx Aviation ../B200POH ver. 2.0.1

Pilot’s Operating Handbook

Normal Procedures

• SHUTDOWN AND SECURING

1. Parking brake ............................................................................................................................ SET 2. Inverter ..................................................................................................................................... OFF 3. Avionics master ........................................................................................................................ OFF 4. Autofeather switch .................................................................................................................... OFF 5. Lights ....................................................................................................................................... OFF 6. Cabin temp mode ...................................................................................................................... OFF 7. Vent blower ............................................................................................................................ AUTO 8. Aft blower ................................................................................................................................ OFF 9. Radiant heat ............................................................................................................................. OFF 10. ITT ............................................................. STABILIZED AT MIN. TEMPERATURE FOR ONE MINUTE 11. Condition levers ................................................................................................................ CUT-OFF 12. Propellers .................................................................................................................... FEATHERED

CAUTIONITT to be monitored during shutdown. Should pilot observe sustained combustion, ENGINE CLEARING procedure must be followed immediately. Ensure that compressors decelerate freely during shutdown. The fuel firewall shutoff valves must not be closed for normal engine shutdown.

13. DC Volt/Loadmeters ............................................ CHECK VOLTAGE (no voltage indicates limiter out) 14. Overhead panel switches .......................................................................................................... OFF 15. Battery and generator switches ................................................................................................. OFF 16. Control locks ..................................................................................................................... INSTALL 17. Wheel chocks .................................................................................................................... INSTALL 18. Parking brakes ............................................................................................................... RELEASED 19. Tiedowns .................................................................................................................. AS REQUIRED 20. External covers .................................................................................................................. INSTALL

CAUTIONThe fuel crossfeed and standby boost pumps are connected to the battery bus. Should pilot fail to turn these off, the battery will discharge.

15

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Super King Air B200

July 2005 ../Aeroworx Aviation ../B200POH ver. 2.0.1

Pilot’s Operating Handbook

Normal Procedures

• PRESSURIZATION SYSTEM (Functional Check During Runup)

1. Bleed air valves ...................................................................................................................... OPEN 2. Cabin pressure controller .......................................................................................................... SET a. Cabin altitude selector knob ..................... ADJUST (Cabin Alt dial must indicate an altitude 500 ft. below field pressure altitude) b. Rate control selector knob................................. SET (index between 9 and 12-o’-clock positions) 3. Pressurization switch .......................................................................................................TEST INOP 4. Cabin altitude indicator dial ............................................................... CHECK (for descent indication) 5. Pressurization switch ........................................................................................................TEST INOP 6. Pressurization ...................................................................... SET (see BEFORE TAKEOFF procedure)

16

• HEATING/COOLING SYSTEM

1. Bleed air valves .................................................. OPEN (closed for more efficient cooling on ground) 2. Cabin temp mode ................................................................................................................... AUTO 3. Vent blower ............................................................................................................................ AUTO 4. Radiant heat or Aft blower ....... AS REQUIRED (radiant heat system to be used in conjunction with manual temp control mode only) 5. Temperature control ................................................................................................... AS REQUIRED 6. Cabin air control ................................................... AS REQUIRED (to divert cabin air flow to cockpit)

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Super King Air B200

July 2005 ../Aeroworx Aviation ../B200POH ver. 2.0.1

Pilot’s Operating Handbook

Normal Procedures

• FLYING IN ICING CONDITIONS

NOTEThis aircraft is approved for flight in moderate icing conditions. This does NOT include (nor was it tested in) all icing conditions (e.g. freezing rain, freezing drizzle, mixed conditions, severe conditions). In some instances, icing conditions may produce hazardous ice accumulation, which can lead to failure of the aircraft’s ice protection equipment. It can also lead to poor aircraft performance. Flight into known icing conditions is not prohibited, however, the pilot must be prepared to divert immediately in the event of hazardous ice accumulation.

WARNINGExcessive ice accumulation can lead to distortion of the wing airfoil. Ice accumulation on the leading edges may cause significant loss in rate of climb and speed performance, during which time stall speed will increase. During icing condi-tions, the aural stall warning may not be accurate and should not be relied upon. During sustained icing conditions, a minimum of 140 kts. should be maintained to minimize ice accumulation on unprotected surfaces of the wing. Should windshield icing occur, airspeed must be reduced to 226 kts. or below. Before executing a landing approach, the de-icing boots must be cycled in order to shed any accumulated ice.

1. Surface De-ice System a. Preflight: Check de-icing boots for damage and cleanliness b. Before takeoff: De-ice switch ................... CHECK BOTH POSITIONS (SINGLE - up, MANUAL - down) c. In flight: (If ice accumulation is ½ to 1 inch) De-ice switch ..................... SINGLE (repeat as re-quired)

CAUTIONPermanent damage can be caused to de-ice boots if surface de-ice system is operated in ambient temperatures below -40 °C.

NOTESufficient air pressure for de-ice operation can be supplied by either of the engines. If SINGLE cycle fails, use MANUAL cycle.

2. Engine Anti-ice Before Take-off a. Power- 1800 RPM - Extend Engine Ice Vane Controls - Check for drop in torque. Monitor ice vane annunciators - Retract Engine Ice Vane Controls - Check for increase in torque to normal (previous) reading - Monitor ice vane annunciators b. Power - Reduce to idle

../Continue...

17

Super King Air B200

July 2005 ../Aeroworx Aviation ../B200POH ver. 2.0.1

Pilot’s Operating Handbook

Normal Procedures

• FLYING IN ICING CONDITIONS (Continued...)

3. Engine Anti-ice In Flight a. Before visible moisture is encountered at +5 °C and below or; b. At night when pilot cannot visually confirm moisture/accumulation at +5 °C and below 1) Engine ice vanes - EXTEND (ice vane annunciators illuminated)

NOTEShould yellow ICE VANE annunciate, ice vanes did not extend fully. Use manual control to retract or extend.

2) Confirm proper operation by observing torque drop c. Observe ITT limits when operating Engine Ice Vanes

18

CAUTIONIf you are in doubt, extend the ice vanes. Engine icing may occur without surface icing being present. If you cannot confirm freedom from visible moisture, engine ice protection must be activated. Visible moisture consists of one of (or a combination of) the following: clouds, ice crystals, snow, rain, sleet, hail. When operating in conditions at and above +15 °C, ice vanes must be retracted in order to ensure adequate engine cooling. By operating the strobe lights, you may see ice crystals that are otherwise not visible.

4. Electrothermal Propeller De-ice

CAUTIONDo not operate PROP De-ice when propellers are static.

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Super King Air B200

July 2005 ../Aeroworx Aviation ../B200POH ver. 2.0.1

Pilot’s Operating Handbook

Normal Procedures

• PRACTICE DEMONSTRATION OF Vmca (Air Minimum Control Speed - 86 kts.)

NOTEVmca is required for multi-engine pilot certification. The described procedure must be followed at a safe minimum altitude of 5000 ft. AGL (Above Ground Level) in clear air only.

WARNINGIN-FLIGHT ENGINE CUT BELOW Vsse (Intentional One-Engine-Inoperative) SPEED OF 104 KTS.

IS STRICTLY PROHIBITED.

1. Landing gear ............................................................................................................................. UP 2. Flaps ......................................................................................................................................... UP 3. Airspeed ................................................................................................... ABOVE 104 KTS. (Vsse) 4. Propeller levers ........................................................................................ HIGH RPM (Full forward) 5. Power lever ............................................................................. (Simulated inoperative engine) IDLE 6. Power lever .........................................................................(Other engine) MAXIMUM ALLOWABLE 7. Airspeed .......... Reduce approx. 1 knot per second until Vmca is reached or stall warning is audible

CAUTIONRudder is used to maintain directional control (heading), whilst ailerons should be used to maintain a 5° bank towards the operative engine (lateral attitude). When Vmca is reached or stall warning is audible (indicators are: inability to maintain heading or lateral attitude, stall buffeting or stall warning sound), initiate immediate recovery by reducing power on operative engine to idle and lowering nose until Vsse is reached.

19

• NOISE CHARACTERISTICS

Avoidance of prolonged flight at low altitude over noise-sensitive areas, if practical, is preferred. During VFR operations, pilots should make every effort to fly no less than 2000 ft. AGL, weather permitting.

This recommendation does not apply to conditions where it would conflict with Air Traffic Control clearances, or where an altitude of less than 2000 ft. AGL is necessary to avoid other aircraft.

The flyover noise level established in compliance with FAR 36 is:

79.2 dB(A)

No determination has been made by the FAA that the noise level of this aircraft is or should be acceptable or unac-ceptable for operation at, into, or out of any airport.

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Super King Air B200

July 2005 ../Aeroworx Aviation ../B200POH ver. 2.0.1

Pilot’s Operating Handbook

EFIS-84 and APS-65Reference

for

1

Super King Air B200

July 2005 ../Aeroworx Aviation ../B200POH ver. 2.0.1

Pilot’s Operating Handbook

• EFIS-84 DISPLAY FORMATS

EADI Display:The EADI shows the familiar blue-and-brown attitude display, pitch scale, and autopilot mode annuncia-tion. A flight director is available to provide pitch and roll cues to follow a desired flight path. A radar altimeter and decision height readouts are also shown.

HDG - Heading ModeNAV/GPS - VOR or GPS Mode ALT - Altitude Mode

AP - Autopilot engagedYD - Yaw damper engaged

Vertical Deviation Indicator

Lateral Deviation Indicator: Localizer VOR

Radar Altitude

Decision Height

APPR - Approach Mode

Flight Director

Bank Angle Indicator

Outer Marker Middle Marker Inner Marker

OMMM

Pitch Angle Scale

Aircraft Symbol

Bank Angle Scale

2

EFIS-84 and APS-65 Reference

Super King Air B200

July 2005 ../Aeroworx Aviation ../B200POH ver. 2.0.1

Pilot’s Operating Handbook

Radar Altitude: Shown from 0 to 2,500 feet, in increments of 1 foot.

Decision Height: Shown from 0 to 999 feet, in increments of 50 feet between 0 and 950 feet. If set higher than 100 feet, the decision height readout and a bigger “DH” readout on the left part of the EADI (normally not visible) will flash when the aircraft is between the selected DH and DH+50 feet.

Bank Angle Scale: Shows from 0 to 30º in increments of 10º, a triangular mark at 45º, and a last tickmark at 60º.

Pitch Angle Scale: Shows from +/-5º to +/-90º in increments of 5º. Large bars indicate tens, small bars tens plus 5º.

Vertical Autopilot Mode: ALT is the only mode possible, and is shown when either ALT or ALT SEL are selected on the autopilot.

Lateral Autopilot Modes: HDG if autopilot is following the heading bug, NAV if autopilot is configured to follow a VOR radial, or GPS if configured to follow a GPS-entered flight plan.

Autopilot Mode: AP if the autopilot is engaged, YD if the yaw damper is engaged.

Flight Director: Shown in magenta when in the “ON” position on the Autopilot Control Panel. Provides visual cues to follow lateral and vertical paths selected on autopilot. Autopilot does not have to be on for flight director to indicate correct pitch and bank angles to follow those paths.

Aircraft Symbol: Static, serves the purpose of showing aircraft’s relative pitch and bank to horizon. Also used to follow flight director, since the two shapes are compatible (upper portion of aircraft symbol with lower part of flight director symbol).

Lateral Deviation Indicator: Automatically changes symbol to depict localizer or VOR, de-pending on frequency selected. Not visible without VOR or ILS frequency tuned and in range.

Vertical Deviation Indicator: Indicates aircraft’s relative position to vertical flight path when on ILS. Not visible without ILS frequency tuned and in range.

3

EFIS-84 and APS-65 Reference

Super King Air B200

July 2005 ../Aeroworx Aviation ../B200POH ver. 2.0.1

Pilot’s Operating Handbook

EHSI Display:The EHSI uses information from different sources to provide aircraft horizontal position as seen from above. It shows aircraft heading, displacement from VORs, localizer and glideslope deviation indicators, and some flight data. The EHSI is divided in three different graphical modes, and not all information of one mode is available in another.

HSI Format:• 360º heading rose, with aircraft on center• VOR1 ID and distance• VOR1 course and needle• Digital course readout• Wind speed and direction• Heading bug• Single bearing pointer for VOR1, VOR2, ADF1, and GPS• Double bearing pointer for VOR1, VOR2, ADF1, and GPS• Preset Course for VOR1

VOR Distance and Identification

Heading BugWind Speed and Direction

Digital Course Readout

Active Course Needle and CDI

Double Bearing Pointer

Single Bearing Pointer

NAV1 Source

NAV2 Source

Bearing Pointer Sources

Course Deviation Scale

4

EFIS-84 and APS-65 Reference

Super King Air B200

July 2005 ../Aeroworx Aviation ../B200POH ver. 2.0.1

Pilot’s Operating Handbook

Heading Bug: Indicates heading as selected on the EFIS-84 Control Panel.

VOR1 Distance And Identification: Shown only when a NAV1 frequency is tuned and in range. Indicates distance to station and, when available, the station’s three-letter identifier (four for some ILSs).

Wind Speed And Direction: Speed is shown in knots, and direction is relative to aircraft’s heading (i.e. arrow straight down means headwind).

Active Course Needle, CDI, and Deviation Scale: Green, solid single-line arrow. Depicts the course selected in the EFIS-84 Control panel. The Deviation Scale shows deviation from selected NAV1 source course, with each dot (small white circle) representing 5º.

Digital Course Readout: A digital readout of the selected course.

Single and Double Bearing Pointers: Show azimuth of VOR1, VOR2, ADF, or GPS Waypoint in relation to aircraft heading (i.e. if pointing straight up, selected station is straight ahead). Their source is controlled by the EFIS-84 Control Panel and indicated on the bottom left side of the EHSI.

NAV1 and NAV2 Sources: Shows what source is being used to drive the CDI on the course needle (deviation).

Preset Course (not shown above): Represented by a cyan, dashed double-line arrow. Preset course provides deviation from a certain radial in the same manner as the green Active Course arrow, for the same NAV1 source, permitting therefore a second, independent CDI, for the same VOR. This is useful when, for example, performing a VOR instrument approach, when arriving at the VOR to initiate this approach at a different radial than the one depicted for the outbound leg of the approach. By having Preset Course set to the outbound radial, and the Active Course set to the radial you are tracking inbound, you can have a graphical depiction of the ammount of degrees you will have to turn when over the station (for more, please read the Example Flight tutorial).

5

EFIS-84 and APS-65 Reference

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Super King Air B200

July 2005 ../Aeroworx Aviation ../B200POH ver. 2.0.1

Pilot’s Operating Handbook

ARC Format:• 100º heading compass, with aircraft on bottom (+/- 50º from current heading)• VOR1/Waypoint distance• VOR1/Waypoint Course and Needle• VOR1 Graphical Depiction• Range Ring• Digital course readout• Data Field• Heading Bug with digital readout• Single bearing pointer for VOR1, VOR2, ADF1, and GPS• Double bearing pointer for VOR1, VOR2, ADF1, and GPS

VOR Distance and Identification

NAV1 Source

NAV2 Source

Bearing Pointer Sources

VOR1 Graphical Depiction

VOR1 TO/FROM Indication

Digital Course Readout

Range

Heading Digital Depiction

Data FieldGyro Source

Single Bearing Pointer

Double Bearing Pointer

Active Course Needle and CDI

Heading Bug Leader

6Aircraft Symbol

EFIS-84 and APS-65 Reference

Super King Air B200

July 2005 ../Aeroworx Aviation ../B200POH ver. 2.0.1

Pilot’s Operating Handbook

Heading Bug: Indicates heading as selected on the EFIS-84 Control Panel. If heading is outside of the 100º coverage of the heading compass, a magenta heading bug leader line depicts the di-rection of the current heading bug position, and a digital readout is also displayed, either on the left or right side of the EHSI, according to the heading bug’s relative position to the aircraft’s heading.

VOR1/Waypoint Distance: Shown only when a NAV1 frequency is tuned and in range, or when a flightplan is loaded and the navigational source is set to GPS on the Autopilot Control Panel.

Data Field: Displays Ground Speed (GSP), Time To Go (TTG), and Elapsed Time (ET). TTG is to the tuned VOR or the next waypoint in the flightplan. ET is controlled by the EFIS-84 Control Panel.

Active Course Needle, CDI, and Deviation Scale: Green, solid single-line arrow. Depicts the course selected in the EFIS-84 Control panel. The Deviation Scale shows deviation from se-lected NAV1 source course, with each dot (small white circle) representing 5º. If a VOR is tuned, a TO/FROM indication is given on the bottom right of the EHSI.

Digital Course Readout: A digital readout of the selected course.

Single and Double Bearing Pointers: Show azimuth of VOR1, VOR2, ADF, or GPS Waypoint in relation to aircraft heading (i.e. if pointing straight up, selected station is straight ahead). Their source is controlled by the EFIS-84 Control Panel and indicated on the bottom left side of the EHSI.

NAV1 and NAV2 Sources: Shows what source is being used to drive the CDI on the course needle (deviation).

Range: Controlled by the EFIS-84 Control Panel, the range depicts half of the range the EHSI is set to, both numerically and by a dashed semi-circle

VOR1 Graphical Depiction: Displays position of tuned VOR in relation to the aircraft. This indication is calculated using DME and radial information, so it requires a VOR/DME in order to be shown.

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Super King Air B200

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Pilot’s Operating Handbook

MAP Format:• 100º heading compass, with aircraft on bottom (+/- 50º from current heading)• VOR1/Waypoint distance• VOR1 Graphical Depiction with Active and Preset Course leader lines• Waypoints Graphical Depiction• Range Ring• Digital course readout• Data Field• Heading Bug with digital readout• Single bearing pointer for VOR1, VOR2, ADF1, and GPS• Double bearing pointer for VOR1, VOR2, ADF1, and GPS• Flight plan depiction

VOR/GPS Distance and Identification

NAV1 Source

NAV2 Source

Bearing Pointer Sources

Flightplan Depiction

Digital Course Readout

Range

Data FieldGyro Source

Single Bearing Pointer

Double Bearing Pointer

Heading Bug

8

EFIS-84 and APS-65 Reference

Super King Air B200

July 2005 ../Aeroworx Aviation ../B200POH ver. 2.0.1

Pilot’s Operating Handbook

Heading Bug: Indicates heading as selected on the EFIS-84 Control Panel. If heading is outside of the 100º coverage of the heading compass, a magenta heading bug leader line depicts the di-rection of the current heading bug position, and a digital readout is also displayed, either on the left or right side of the EHSI, according to the heading bug’s relative position to the aircraft’s heading.

VOR1/Waypoint Distance: Shown only when a NAV1 frequency is tuned and in range, or when a flightplan is loaded and the navigational source is set to GPS on the Autopilot Control Panel.

Data Field: Displays Ground Speed (GSP), Time To Go (TTG), and Elapsed Time (ET). TTG is to the tuned VOR or the next waypoint in the flightplan. ET is controlled by the EFIS-84 Control Panel.

Digital Course Readout: A digital readout of the selected course.

Single and Double Bearing Pointers: Show azimuth of VOR1, VOR2, ADF, or GPS Waypoint in relation to aircraft heading (i.e. if pointing straight up, selected station is straight ahead). Their source is controlled by the EFIS-84 Control Panel and indicated on the bottom left side of the EHSI.

NAV1 and NAV2 Sources: Shows what source is being used to drive the CDI on the course needle (deviation).

Range: Controlled by the EFIS-84 Control Panel, the range depicts half of the range the EHSI is set to, both numerically and by a dashed semi-circle

VOR1 Graphical Depiction with Active and Preset Course leader lines: Displays posi-tion of tuned VOR in relation to the aircraft. This indication is calculated using DME and radial information, so it requires a VOR/DME in order to be shown. Two leader lines, a green one for ac-tive course and a cyan one for preset course, are superimposed over the VOR station (not shown above). The solid side of the line indicates the opposite radial as the selected one. The dashed side indicates the selected radial.

Flight Plan Depiction: Shows an FS2004 flight plan as white waypoints connected by white lines. Each waypoint’s name/ID is shown to their right.

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Super King Air B200

July 2005 ../Aeroworx Aviation ../B200POH ver. 2.0.1

Pilot’s Operating Handbook

Collins WXR-270 MAP/Navigational Display:

This batch of Super King Air B200’s are not equipped with working weather radars. You are of course welcome to retrofit it on delivery. The navigational information of this unit is functional though. It is basi-cally a MAP mode like the one found in the EHSI of the EFIS-84, and receives it’s navigational data from the KLN90B as well as the FS9 Flight Planner. It cannot be changed to ARC or HSI modes. The unit is off by default, and must be turned on by using the ON/OFF + Brightness knob on its lower left.

If you load a direct-to into the KLN90B, it will show up on the WXR-270. If you load a flight plan using the built-in FS flight planner, it will show on the map of the WXR-270.

Legend:

10

EFIS-84 and APS-65 Reference

ON/OFF + Brightness Knob

VOR/GPS Distance and Identification

NAV1 Source

Flightplan Depiction

Digital Course Readout

Range

Data FieldGyro Source

Super King Air B200

July 2005 ../Aeroworx Aviation ../B200POH ver. 2.0.1

Pilot’s Operating Handbook

• EFIS-84 CONTROL PANEL

This unit controls the information displayed on the EHSI. It allows the user to interact with the following functions:

• Data Field• Selected Course Mode• Elapsed Time Timer (Left Mouse button or Scroll for Increase/Decrease, Right mouse button for Start/Stop/Reset).• Decision Height• EHSI Mode• Range• Single Bearing Pointer• Double Bearing Pointer• Heading• Course

Single Bearing Pointer

Double Bearing Pointer

Selected Course Mode

EHSI Mode Range Decision Height CourseHeading

Data Field

11

Timer

EFIS-84 and APS-65 Reference

Super King Air B200

July 2005 ../Aeroworx Aviation ../B200POH ver. 2.0.1

Pilot’s Operating Handbook

• APS-65 AUTOPILOT

This aircraft is equipped with the Collins APS-65 Autopilot. This unit provides lateral and vertical modes, and is integrated to the EFIS-84 for annunciations, and the Altitude Alerter for selected altitude inputs. The system is divided in three different modules: Autopilot Power Unit, Autopilot Mode Unit, and Autopilot Control Panel.

Autopilot Power Unit:This unit controls the Autopilot power, flight director, and test function.

Autopilot Power

Flight Director ON/OFF Test Button Test Light

Autopilot Power: Toggles Autopilot power on and off. Power needs to be on for any functions of the autopilot to work.

Flight Director ON/OFF: Toggles flight director power on and off.

Test Button: Momentarily enables test function. All autopilot annunciators turn on, and both the ADC TEST light and the TEST light (Autopilot Mode Unit) illuminate.

12

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Super King Air B200

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Pilot’s Operating Handbook

Autopilot Mode Unit:This unit controls the Autopilot modes.

Heading Mode

Heading Mode: Toggles Heading mode on and off.

Nav Mode: Toggles Nav mode on and off.

Approach Mode: Toggles Approach mode on and off.

Back Course Mode: Toggles Back Course mode on and off.

Climb Mode: When Vertical Speed Mode is engaged, sets vertical speed to 1,000 fpm.

Altitude Mode: Toggles Altitude mode on and off. Will maintain altitude aircraft was at when pressed.

Selected Altitude Mode: Toggles Selected Altitude mode on and off. Will maintain altitude as set on Altitude Alerter.

Vertical Speed Mode: Toggles Vertical Speed mode on and off. Will follow vertical speed bug.

Descent Mode: When Vertical Speed Mode is engaged, sets vertical speed to -1,000 fpm.

Annunciator: Displays selected modes.

Nav Mode

Approach Mode

Back Course Mode

Climb Mode

Altitude Mode

Altitude Select Mode

Vertical Speed Mode

Descent Mode

Annunciator

Test Light

13

EFIS-84 and APS-65 Reference

Super King Air B200

July 2005 ../Aeroworx Aviation ../B200POH ver. 2.0.1

Pilot’s Operating Handbook

Autopilot Control Panel:This unit controls the Autopilot modes.

Yaw Damper Toggle

Autopilot Toggle

GPS/NAV Toggle

Increase/Decrease Heading

Increase/Decrease Vertical Speed

Annunciator

Yaw Damper Toggle: Toggles Yaw Damper on and off.

Autopilot Toggle: Toggles Autopilot on and off.

Increase/Decrease Heading: Increments or declines the Heading Bug by one degree at a time.

GPS/NAV Toggle: Toggles between NAV and GPS modes. This affects what input the Autopilot will follow when in NAV Mode, as well as the Distance to VOR1/Waypoint field.

Increase/Decrease Vertical Speed: Increases or decreases the Vertical Speed Bug by 100 fpm a click.

Annunciator: Displays Autopilot current settings.

14

-- END OF SECTION --

EFIS-84 and APS-65 Reference

Super King Air B200

July 2005 ../Aeroworx Aviation ../B200POH ver. 2.0.1

Pilot’s Operating Handbook

SperryADI and HSIReference

for

1

Super King Air B200

July 2005 ../Aeroworx Aviation ../B200POH ver. 2.0.1

Pilot’s Operating Handbook

Sperry ADI and HSI Reference

• SPERRY DISPLAY FORMATS

ADI Display:The ADI shows the familiar blue-and-brown attitude display and pitch scale. A flight director is available to provide pitch and roll cues to follow a desired flight path. A radar altimeter and decision height readouts are also shown, and the DH can be adjusted by scrolling the lower right knob.

Vertical Deviation Scale & Glide Slope Indicator

Lateral Deviation Scale

Radar Altitude

Decision Height

Flight Director

Bank Angle Indicator

Pitch Angle Scale

Aircraft Symbol

Bank Angle Scale

2

LOC (Rising Runway )Symbol

VOR Symbol

Turn ‘n Slip Indicator

Decision Heigh (DH)Annunciator

Decision HeightAdjust Knob

Super King Air B200

July 2005 ../Aeroworx Aviation ../B200POH ver. 2.0.1

Pilot’s Operating Handbook

HSI Display:The HSI uses information from different sources to provide aircraft horizontal position as seen from above. It shows aircraft heading, displacement from VORs, localizer and glideslope deviation indicators, and some flight data. The HSI has, aside from the normal VOR1 (Active Course Needle and CDI), an ADF/NAV2 combo needle. The pilot can toggle between the two modes using the ADF1/VOR2 swap button to the middle right of the unit.

HSI Format:• 360º heading rose, with aircraft and TO/FROM pointers on center• VOR1/GPS WPT digital distance display• VOR1/GPS digital course display• Heading bug• Single bearing pointer for VOR1 and GPS• Single bearing pointer (magenta) for ADF1 and VOR2• Glide slope scale and indicator

VOR1/GPS Waypoint DistanceHeading Bug

Digital Course Readout

Active CourseNeedle and CDI(VOR1 and GPS)

Single Bearing Pointer (ADF1 and VOR2)

Course Deviation Scale

3

Vertical Deviation Scale & Glide Slope Indicator

TO/FROM Pointers

Heading Bug Adjust Course Adjust

ADF1 and VOR2Swap

Sperry ADI and HSI Reference

Super King Air B200

July 2005 ../Aeroworx Aviation ../B200POH ver. 2.0.1

Pilot’s Operating Handbook

Autopilot Annunciators

4

AUTOPILOT ANNUNCIATORS:

The Autopilot Annunciators are located right above the ADI, and displays the following annunciations:

AP Annunciations:• HDG - Heading mode engaged• NAV - Navigation mode engaged• ALT H - Altitude Hold mode engaged• ALT S - Altitude Pre-Select mode engaged• APPR - Approach mode armed or active• BC - Back Course mode armed or active• LOC - Localizer intercepted• GS - Glideslope intercepted• AP - Autopilot engaged• YD - Yaw Damper engaged

-- END OF SECTION --

Sperry ADI and HSI Reference

Super King Air B200

July 2005 ../Aeroworx Aviation ../B200POH ver. 2.0.1

Pilot’s Operating Handbook

PerformanceCharts

(1700, 1800 & 1900 rpm’s)for

Super King Air B200

July 2005 ../Aeroworx Aviation ../B200POH ver. 2.0.1

Pilot’s Operating Handbook

Performance

2

Pressure Altitude OAT

Torque Per

Engine

Fuel Flow Per

Engine

Total Fuel Flow

Airspeed Knots

@ 12,000 Lbs @ 11,000 Lbs @ 10,000 Lbs

FEET ºC Ft*Lbs Lbs/Hr Lbs/Hr IAS TAS IAS TAS IAS TAS

SL -15 2230 419 838 245 229 247 231 248 232

2,000 -19 2230 415 830 243 233 246 236 247 237

4,000 -23 2230 411 822 242 239 244 241 246 243

6,000 -27 2230 408 816 241 244 243 247 244 248

8,000 -31 2230 404 808 238 249 241 251 242 252

10,000 -35 2230 400 800 238 256 239 257 239 257

12,000 -39 2230 397 794 234 259 236 261 237 262

14,000 -43 2230 393 786 232 265 233 266 234 267

16,000 -47 2230 390 780 229 269 230 270 231 271

18,000 -51 2230 384 768 226 275 227 276 228 277

20,000

22,000

24,000

26,000

28,000

29,000

31,000

33,000

35,000

RECOMMENDED CRUISE POWER

ISA -30ºC

1700 RPM

Note: The Super King Air B200 is limited to an OAT of -54ºC, hence the missing data above, as 20,000 feet or higher would yield OATs lower than that.

Super King Air B200

July 2005 ../Aeroworx Aviation ../B200POH ver. 2.0.1

Pilot’s Operating Handbook

Performance

3

Pressure Altitude

OATTorque

Per Engine

Fuel Flow Per

Engine

Total Fuel Flow

Airspeed Knots

@ 12,000 Lbs @ 11,000 Lbs @ 10,000 Lbs

FEET ºC Ft*Lbs Lbs/Hr Lbs/Hr IAS TAS IAS TAS IAS TAS

SL -5 2230 419 838 245 234 246 235 247 236

2,000 -9 2230 415 830 244 239 245 240 246 241

4,000 -13 2230 412 824 243 244 244 245 246 247

6,000 -17 2230 408 816 241 250 242 251 243 252

8,000 -21 2230 404 808 239 255 240 256 239 255

10,000 -25 2230 401 802 236 260 237 261 238 262

12,000 -29 2230 397 794 234 264 235 265 236 266

14,000 -33 2230 394 788 230 268 232 270 233 271

16,000 -37 2230 389 778 229 274 229 275 230 276

18,000 -41 2230 385 770 224 278 225 279 226 280

20,000 -45 2228 380 760 220 282 221 283 221 283

22,000 -49 2164 368 736 214 283 215 284 216 286

24,000 -52 2049 348 696 207 283 208 285 209 286

26,000

28,000

29,000

31,000

33,000

35,000

RECOMMENDED CRUISE POWER

ISA -20ºC

1700 RPM

Note: The Super King Air B200 is limited to an OAT of -54ºC, hence the missing data above, as 26,000 feet or higher would yield OATs lower than that.

Super King Air B200

July 2005 ../Aeroworx Aviation ../B200POH ver. 2.0.1

Pilot’s Operating Handbook

Pressure Altitude OAT

Torque Per

Engine

Fuel Flow Per

Engine

Total Fuel Flow

Airspeed Knots

@ 12,000 Lbs @ 11,000 Lbs @ 10,000 Lbs

FEET ºC Ft*Lbs Lbs/Hr Lbs/Hr IAS TAS IAS TAS IAS TAS

SL 5 2230 418 836 246 239 248 240 250 242

2,000 1 2230 415 830 245 244 245 244 246 245

4,000 -3 2230 411 822 243 250 244 250 245 252

6,000 -7 2230 408 816 240 254 241 255 242 256

8,000 -11 2230 404 808 238 259 239 260 240 261

10,000 -15 2230 401 802 235 264 236 264 237 266

12,000 -19 2230 397 794 233 269 234 270 235 271

14,000 -23 2230 394 788 230 273 230 274 231 276

16,000 -27 2230 390 780 226 278 227 279 228 279

18,000 -31 2230 384 768 221 281 222 282 223 283

20,000 -35 2206 377 754 217 284 218 285 218 286

22,000 -39 2134 363 726 209 284 211 286 212 287

24,000 -42 1996 339 678 203 285 204 286 204 286

26,000 -46 1870 318 636 194 281 196 284 197 285

28,000 -50 1716 292 584 186 280 187 282 188 283

29,000 -52 1644 280 560 181 277 182 278 183 280

31,000

33,000

35,000

RECOMMENDED CRUISE POWER

ISA -10ºC

1700 RPM

Note: The Super King Air B200 is limited to an OAT of -54ºC, hence the missing data above, as 31,000 feet or higher would yield OATs lower than that.

Performance

4

Super King Air B200

July 2005 ../Aeroworx Aviation ../B200POH ver. 2.0.1

Pilot’s Operating Handbook

Performance

Pressure Altitude

OATTorque

Per Engine

Fuel Flow Per

Engine

Total Fuel Flow

Airspeed Knots

@ 12,000 Lbs @ 11,000 Lbs @ 10,000 Lbs

FEET ºC Ft*Lbs Lbs/Hr Lbs/Hr IAS TAS IAS TAS IAS TAS

SL 15 2230 420 840 245 242 246 243 247 244

2,000 11 2230 416 832 243 247 244 248 245 249

4,000 7 2230 413 826 241 252 242 253 243 254

6,000 3 2230 408 816 239 258 240 259 241 260

8,000 -1 2230 405 810 237 262 238 263 239 264

10,000 -5 2230 402 804 234 267 235 268 236 269

12,000 -9 2230 399 798 230 271 231 272 232 273

14,000 -13 2230 395 790 227 276 228 277 229 278

16,000 -17 2230 390 780 223 280 224 281 225 282

18,000 -21 2230 383 766 219 284 220 285 221 286

20,000 -25 2201 376 752 214 287 215 288 216 289

22,000 -29 2075 354 708 207 286 208 287 209 288

24,000 -32 1946 331 662 199 285 200 286 201 287

26,000 -36 1807 308 616 191 283 192 284 193 285

28,000 -40 1656 282 564 182 280 183 281 184 282

29,000 -42 1583 270 540 177 278 178 279 179 280

31,000 -46 1451 248 496 168 275 169 276 170 277

33,000 -50 1347 230 460 159 270 160 271 161 272

35,000 -54 1245 213 426 150 265 151 266 152 267

RECOMMENDED CRUISE POWER

ISA

1700 RPM

5

Super King Air B200

July 2005 ../Aeroworx Aviation ../B200POH ver. 2.0.1

Pilot’s Operating Handbook

Performance

Pressure Altitude OAT

Torque Per

Engine

Fuel Flow Per

Engine

Total Fuel Flow

Airspeed Knots

@ 12,000 Lbs @ 11,000 Lbs @ 10,000 Lbs

FEET ºC Ft*Lbs Lbs/Hr Lbs/Hr IAS TAS IAS TAS IAS TAS

SL 25 2230 430 860 245 247 246 248 247 249

2,000 21 2230 416 832 244 252 245 253 246 254

4,000 17 2230 412 824 241 256 242 257 243 258

6,000 13 2230 409 818 238 261 239 262 240 263

8,000 9 2230 406 812 236 266 237 267 238 268

10,000 5 2230 402 804 233 272 234 273 235 274

12,000 1 2230 399 798 230 276 231 277 232 278

14,000 -3 2230 396 792 226 280 227 281 228 282

16,000 -7 2230 389 778 221 283 222 284 223 285

18,000 -11 2227 382 764 217 286 218 287 219 288

20,000 -15 2153 369 738 211 288 212 289 213 290

22,000 -19 2024 346 692 203 287 204 288 205 289

24,000 -22 1898 324 648 195 286 196 287 197 288

26,000 -26 1747 298 596 186 283 187 284 188 285

28,000 -30 1602 273 546 177 280 178 281 179 282

29,000 -32 1531 261 522 173 277 174 278 175 279

31,000 -36 1422 243 486 165 275 166 276 167 277

33,000 -40 1326 227 454 155 269 156 270 157 271

35,000 -44 1175 201 402 142 258 143 259 144 260

RECOMMENDED CRUISE POWER

ISA +10ºC

1700 RPM

6

Super King Air B200

July 2005 ../Aeroworx Aviation ../B200POH ver. 2.0.1

Pilot’s Operating Handbook

Performance

Pressure Altitude

OATTorque

Per Engine

Fuel Flow Per

Engine

Total Fuel Flow

Airspeed Knots

@ 12,000 Lbs @ 11,000 Lbs @ 10,000 Lbs

FEET ºC Ft*Lbs Lbs/Hr Lbs/Hr IAS TAS IAS TAS IAS TAS

SL 35 2230 418 836 244 253 245 254 246 255

2,000 31 2230 417 834 243 255 244 256 245 257

4,000 27 2230 413 826 240 259 241 260 242 261

6,000 23 2230 409 818 236 263 237 264 238 265

8,000 19 2230 406 812 235 269 236 270 237 271

10,000 15 2230 403 806 230 273 231 274 232 275

12,000 11 2230 399 798 228 278 229 279 230 280

14,000 7 2230 394 788 224 282 225 283 226 284

16,000 3 2230 389 778 219 285 220 286 221 287

18,000 -1 2217 381 762 215 289 216 290 217 291

20,000 -5 2102 360 720 208 287 209 288 210 289

22,000 -9 1977 339 678 200 286 201 287 202 288

24,000 -12 1839 315 630 191 282 192 283 193 284

26,000 -16 1692 289 578 183 278 184 279 185 280

28,000 -20 1553 265 530 173 277 174 278 175 279

29,000 -22 1499 256 512 169 274 170 275 171 276

31,000 -26 1399 239 478 161 268 162 269 163 270

33,000 -30 1303 223 446 151 256 152 257 153 258

35,000 -34 1065 196 382 136 248 137 249

RECOMMENDED CRUISE POWER

ISA +20ºC

1700 RPM

Note: The Super King Air B200 is unable to operate higher than 33,000 feet at ISA +20ºC when heavier than 11,000 lbs.

7

Super King Air B200

July 2005 ../Aeroworx Aviation ../B200POH ver. 2.0.1

Pilot’s Operating Handbook

8

Pressure Altitude

OATTorque

Per Engine

Fuel Flow Per

Engine

Total Fuel Flow

Airspeed Knots

@ 12,000 Lbs @ 11,000 Lbs @ 10,000 Lbs

FEET ºC Ft*Lbs Lbs/Hr Lbs/Hr IAS TAS IAS TAS IAS TAS

SL 45 2230 421 842 238 254 239 255 240 256

2,000 41 2230 418 836 241 257 242 258 243 259

4,000 37 2230 415 830 236 260 236 261 237 262

6,000 33 2230 411 822 234 265 235 266 236 267

8,000 29 2230 407 814 232 271 233 272 234 273

10,000 25 2230 404 808 229 276 230 277 231 278

12,000 21 2230 401 802 225 280 226 281 227 282

14,000 17 2230 394 788 222 284 223 285 224 286

16,000 13 2230 388 776 217 287 218 288 219 289

18,000 9 2167 373 746 210 289 211 290 212 291

20,000 5 2056 353 706 203 289 204 290 205 291

22,000 1 1930 331 662 197 288 198 289 199 290

24,000 -3 1782 305 610 188 286 189 287 190 288

26,000 -7 1641 281 562 179 282 180 283 181 284

28,000 -11 1521 260 520 170 279 171 280 172 281

29,000 -12 1472 252 504 166 278 167 279 168 280

31,000 -16 1395 239 478 153 268 154 269 155 270

33,000 -20 1224 210 420 142 257 143 258 144 259

35,000 -24 980 185 370 128 243

RECOMMENDED CRUISE POWER

ISA +30ºC

1700 RPM

Performance

Note: The Super King Air B200 is unable to operate higher than 33,000 feet at ISA +30ºC when heavier than 10,000 lbs.

Super King Air B200

July 2005 ../Aeroworx Aviation ../B200POH ver. 2.0.1

Pilot’s Operating Handbook

Pressure Altitude OAT

Torque Per

Engine

Fuel Flow Per

Engine

Total Fuel Flow

Airspeed Knots

@ 12,000 Lbs @ 11,000 Lbs @ 10,000 Lbs

FEET ºC Ft*Lbs Lbs/Hr Lbs/Hr IAS TAS IAS TAS IAS TAS

SL 52 2230 419 838 244 259 245 260 246 261

2,000 48 2230 417 834 245 263 246 264 247 265

4,000 44 2230 414 828 241 267 242 268 243 269

6,000 40 2230 410 820 237 272 238 273 239 274

8,000 36 2230 407 814 235 277 236 278 237 279

10,000 32 2330 404 808 229 280 230 281 231 282

12,000 28 2330 400 800 225 283 226 284 227 285

14,000 24 2330 393 786 222 287 223 288 224 289

16,000 20 2230 388 776 215 289 216 290 217 291

18,000 16 2134 368 736 208 289 209 290 210 291

20,000 12 2020 349 698 200 288 201 289 202 290

22,000 8 1892 326 652 193 287 194 288 195 289

24,000 4 1746 300 600 185 285 186 286 187 287

26,000 0 1608 276 552 176 282 177 283 178 284

28,000 -4 1510 259 518 165 277 166 278 167 279

29,000 -5 1455 249 498 164 268 165 269 166 270

31,000 -9 1380 236 472 147 261 148 262 149 263

33,000 -13 1168 201 402 136 251 137 252 128 253

35,000

RECOMMENDED CRUISE POWER

ISA +37ºC

1700 RPM

9

Performance

Note: The Super King Air B200 is unable to operate higher than 33,000 feet at ISA +30ºC.

Super King Air B200

July 2005 ../Aeroworx Aviation ../B200POH ver. 2.0.1

Pilot’s Operating Handbook

RECOMMENDED CRUISE SPEEDS

11,000 LbsNote: For operation with ice vanes extended, TAS will be 20-25 kts slower

1700 RPM

10

Performance

35,000

30,000

25,000

20,000

15,000

10,000

5,000

SL

230 240 250 260 270 280 290 300

Pres

ure

Altit

ude

(feet

)

True Airspeed (kts)

ISA -30ISA -20ISA -10

ISAISA +10ISA +20

ISA +30ISA +37

Super King Air B200

July 2005 ../Aeroworx Aviation ../B200POH ver. 2.0.1

Pilot’s Operating Handbook

Pressure Altitude OAT

Torque Per

Engine

Fuel Flow Per

Engine

Total Fuel Flow

Airspeed Knots

@ 12,000 Lbs @ 11,000 Lbs @ 10,000 Lbs

FEET ºC Ft*Lbs Lbs/Hr Lbs/Hr IAS TAS IAS TAS IAS TAS

SL -15 2230 439 878 248 234 249 235 250 236

2,000 -19 2230 436 872 249 238 250 239 251 240

4,000 -23 2230 431 862 248 243 249 244 250 245

6,000 -27 2230 428 856 246 249 247 250 248 251

8,000 -31 2230 424 848 244 254 245 255 246 256

10,000 -35 2230 420 840 243 260 244 261 245 262

12,000 -39 2230 416 832 240 265 241 266 242 267

14,000 -43 2230 412 824 238 271 239 272 240 273

16,000 -47 2230 409 818 235 276 236 277 237 278

18,000 -51 2230 405 810 231 279 232 280 233 281

20,000

22,000

24,000

26,000

28,000

29,000

31,000

33,000

35,000

RECOMMENDED CRUISE POWER

ISA -30ºC

1800 RPM

Note: The Super King Air B200 is limited to an OAT of -54ºC, hence the missing data above, as 20,000 feet or higher would yield OATs lower than that.

11

Performance

Super King Air B200

July 2005 ../Aeroworx Aviation ../B200POH ver. 2.0.1

Pilot’s Operating Handbook

Pressure Altitude OAT

Torque Per

Engine

Fuel Flow Per

Engine

Total Fuel Flow

Airspeed Knots

@ 12,000 Lbs @ 11,000 Lbs @ 10,000 Lbs

FEET ºC Ft*Lbs Lbs/Hr Lbs/Hr IAS TAS IAS TAS IAS TAS

SL -5 2230 440 880 245 236 246 237 247 238

2,000 -9 2230 437 874 247 241 248 242 249 243

4,000 -13 2230 434 868 244 245 245 246 246 247

6,000 -17 2230 430 860 243 252 244 253 245 254

8,000 -21 2230 426 852 242 258 243 259 244 260

10,000 -25 2230 422 844 241 264 242 265 243 266

12,000 -29 2230 419 838 238 268 239 269 240 270

14,000 -33 2230 415 830 235 274 236 275 237 276

16,000 -37 2230 411 422 232 279 232 280 232 281

18,000 -41 2230 405 810 229 284 230 285 231 286

20,000 -45 2230 398 796 225 287 226 288 227 289

22,000 -49 2141 337 674 220 290 221 291 222 292

24,000 -53 2007 268 536 212 289 213 290 214 291

26,000

28,000

29,000

31,000

33,000

35,000

RECOMMENDED CRUISE POWER

ISA -20ºC

1800 RPM

Note: The Super King Air B200 is limited to an OAT of -54ºC, hence the missing data above, as 25,000 feet or higher would yield OATs lower than that.

12

Performance

Super King Air B200

July 2005 ../Aeroworx Aviation ../B200POH ver. 2.0.1

Pilot’s Operating Handbook

Pressure Altitude

OATTorque

Per Engine

Fuel Flow Per

Engine

Total Fuel Flow

Airspeed Knots

@ 12,000 Lbs @ 11,000 Lbs @ 10,000 Lbs

FEET ºC Ft*Lbs Lbs/Hr Lbs/Hr IAS TAS IAS TAS IAS TAS

SL 5 2230 440 880 247 242 248 243 249 244

2,000 1 2230 438 876 244 243 245 244 246 245

4,000 -3 2230 435 870 241 247 242 248 243 249

6,000 -7 2230 431 862 241 255 242 256 243 257

8,000 -11 2230 427 854 240 261 241 262 242 263

10,000 -15 2230 424 848 237 265 238 266 239 267

12,000 -19 2230 419 838 237 273 238 274 239 275

14,000 -23 2230 416 832 234 278 235 279 236 280

16,000 -27 2230 412 824 230 281 231 282 232 283

18,000 -31 2230 402 804 225 285 226 286 227 287

20,000 -35 2200 397 794 223 292 224 293 225 294

22,000 -39 2123 382 764 217 293 218 294 219 295

24,000 -43 1989 358 716 209 292 210 293 211 294

26,000 -47 1858 334 668 201 291 202 292 202 293

28,000 -51 1711 308 616 190 285 191 286 192 287

29,000 -52 1637 295 590 185 282 186 283 187 284

31,000

33,000

35,000

RECOMMENDED CRUISE POWER

ISA -10ºC

1800 RPM

Note: The Super King Air B200 is limited to an OAT of -54ºC, hence the missing data above, as 31,000 feet or higher would yield OATs lower than that.

13

Performance

Super King Air B200

July 2005 ../Aeroworx Aviation ../B200POH ver. 2.0.1

Pilot’s Operating Handbook

Pressure Altitude

OATTorque

Per Engine

Fuel Flow Per

Engine

Total Fuel Flow

Airspeed Knots

@ 12,000 Lbs @ 11,000 Lbs @ 10,000 Lbs

FEET ºC Ft*Lbs Lbs/Hr Lbs/Hr IAS TAS IAS TAS IAS TAS

SL 15 2230 440 880 246 245 247 246 248 247

2,000 11 2230 438 876 246 250 247 251 248 252

4,000 7 2230 435 870 244 254 245 255 246 256

6,000 3 2230 430 860 244 262 245 263 246 264

8,000 -1 2230 427 854 241 266 242 267 243 268

10,000 -5 2230 423 846 239 272 240 273 241 274

12,000 -9 2230 419 838 236 277 237 278 238 278

14,000 -13 2230 416 832 232 281 233 282 234 283

16,000 -17 2230 411 422 230 287 231 288 232 289

18,000 -21 2228 403 806 225 291 226 292 227 293

20,000 -25 2197 397 794 219 293 220 294 221 295

22,000 -29 2069 373 746 212 293 213 294 214 295

24,000 -33 1938 349 698 205 293 206 294 207 295

26,000 -37 1799 324 648 196 290 197 291 198 292

28,000 -41 1655 298 596 184 283 185 284 186 285

29,000 -42 1584 285 570 178 279 179 280 180 281

31,000 -46 1456 263 526 169 275 170 276 171 277

33,000 -50 1348 244 488 160 270 161 271 162 272

35,000 -54 1243 225 450 154 270 153 269

RECOMMENDED CRUISE POWER

ISA

1800 RPM

14

Performance

Super King Air B200

July 2005 ../Aeroworx Aviation ../B200POH ver. 2.0.1

Pilot’s Operating Handbook

Pressure Altitude

OATTorque

Per Engine

Fuel Flow Per

Engine

Total Fuel Flow

Airspeed Knots

@ 12,000 Lbs @ 11,000 Lbs @ 10,000 Lbs

FEET ºC Ft*Lbs Lbs/Hr Lbs/Hr IAS TAS IAS TAS IAS TAS

SL 25 2230 442 884 243 247 244 248 245 249

2,000 21 2230 439 878 243 251 244 252 245 253

4,000 17 2230 436 872 242 256 243 257 244 258

6,000 13 2230 431 862 242 265 242 266 243 267

8,000 9 2230 428 856 238 268 239 269 240 270

10,000 5 2230 425 850 236 274 237 275 238 276

12,000 1 2230 421 842 234 280 234 281 235 282

14,000 -3 2230 418 836 230 284 231 285 232 286

16,000 -7 2230 410 820 226 288 227 289 228 290

18,000 -11 2223 403 806 223 293 224 294 225 295

20,000 -15 2147 388 776 217 295 218 296 219 297

22,000 -19 2015 363 726 209 294 210 295 211 296

24,000 -22 1889 340 680 201 293 202 294 203 294

26,000 -26 1738 313 626 192 290 193 291 214 291

28,000 -30 1594 288 576 182 285 283 286 184 287

29,000 -32 1526 276 552 176 281 177 282 178 283

31,000 -36 1423 257 514 166 276 167 277 168 278

33,000 -40 1323 239 478 156 270 157 271 258 272

35,000 -44 1171 213 426 144 259 145 259

RECOMMENDED CRUISE POWER

ISA +10ºC

1800 RPM

15

Performance

Super King Air B200

July 2005 ../Aeroworx Aviation ../B200POH ver. 2.0.1

Pilot’s Operating Handbook

Pressure Altitude

OATTorque

Per Engine

Fuel Flow Per

Engine

Total Fuel Flow

Airspeed Knots

@ 12,000 Lbs @ 11,000 Lbs @ 10,000 Lbs

FEET ºC Ft*Lbs Lbs/Hr Lbs/Hr IAS TAS IAS TAS IAS TAS

SL 35 2230 441 882 243 251 244 252 245 252

2,000 31 2230 439 878 244 255 245 256 246 257

4,000 27 2230 436 872 242 261 243 262 244 263

6,000 23 2230 432 864 240 267 241 268 242 269

8,000 19 2230 428 856 239 273 240 274 241 275

10,000 15 2230 425 850 235 278 236 279 237 280

12,000 11 2230 422 844 233 284 234 285 235 286

14,000 7 2230 416 832 229 289 230 290 231 291

16,000 3 2230 409 818 225 293 226 294 227 295

18,000 -1 2211 401 802 221 296 222 297 223 298

20,000 -5 2095 380 760 213 296 214 297 215 298

22,000 -9 1969 356 712 206 295 207 296 208 297

24,000 -12 1830 330 660 197 293 198 294 199 295

26,000 -16 1685 304 608 187 289 188 290 189 291

28,000 -20 1541 279 558 176 283 177 284 178 285

29,000 -22 1495 270 540 172 281 173 282 174 283

31,000 -26 1393 252 504 164 278 165 279 166 280

33,000 -30 1300 235 470 155 270 156 271 157 272

35,000 -34 1082 196 392 140 257

RECOMMENDED CRUISE POWER

ISA +20ºC

1800 RPM

Note: The Super King Air B200 is unable to operate higher than 33,000 feet at ISA +20ºC.

16

Performance

Super King Air B200

July 2005 ../Aeroworx Aviation ../B200POH ver. 2.0.1

Pilot’s Operating Handbook

Pressure Altitude

OATTorque

Per Engine

Fuel Flow Per

Engine

Total Fuel Flow

Airspeed Knots

@ 12,000 Lbs @ 11,000 Lbs @ 10,000 Lbs

FEET ºC Ft*Lbs Lbs/Hr Lbs/Hr IAS TAS IAS TAS IAS TAS

SL 45 2230 443 886 238 255 239 256 240 257

2,000 41 2230 441 882 239 256 240 257 241 258

4,000 37 2230 436 872 241 265 242 266 243 267

6,000 33 2230 432 864 240 272 241 273 242 274

8,000 29 2230 429 858 236 275 237 276 238 277

10,000 25 2230 425 850 235 283 236 284 237 285

12,000 21 2230 422 844 231 287 232 288 233 289

14,000 17 2230 415 830 228 292 229 293 230 294

16,000 13 2230 408 816 223 295 224 296 225 297

18,000 9 2160 393 786 217 297 218 298 219 299

20,000 5 2047 372 744 210 297 211 298 212 299

22,000 1 1922 348 696 208 296 209 297 210 298

24,000 -3 1774 321 642 193 294 194 295 165 296

26,000 -7 1631 295 590 185 291 186 292 187 293

28,000 -11 1511 273 546 176 288 177 289 178 290

29,000 -12 1464 264 528 171 284 172 285 173 286

31,000 -16 1368 247 494 161 279 162 280 163 281

33,000 -20 1204 219 438 150 271 151 272 152 273

35,000 -24 1003 183 366 133 250

RECOMMENDED CRUISE POWER

ISA +30ºC

1800 RPM

17

Performance

Note: The Super King Air B200 is unable to operate higher than 33,000 feet at ISA +37ºC if heavier than 10,000 lbs.

Super King Air B200

July 2005 ../Aeroworx Aviation ../B200POH ver. 2.0.1

Pilot’s Operating Handbook

Pressure Altitude OAT

Torque Per

Engine

Fuel Flow Per

Engine

Total Fuel Flow

Airspeed Knots

@ 12,000 Lbs @ 11,000 Lbs @ 10,000 Lbs

FEET ºC Ft*Lbs Lbs/Hr Lbs/Hr IAS TAS IAS TAS IAS TAS

SL 52 2230 441 882 246 261 247 262 248 263

2,000 48 2230 439 878 246 265 247 266 248 267

4,000 44 2230 436 872 243 269 244 270 245 271

6,000 40 2230 432 864 240 275 241 276 242 277

8,000 36 2230 429 858 237 280 238 281 239 282

10,000 32 2330 425 850 234 285 235 286 236 287

12,000 28 2330 421 842 231 290 232 291 233 292

14,000 24 2330 414 828 227 294 228 295 229 296

16,000 20 2230 408 816 222 297 223 298 224 299

18,000 16 2126 387 774 215 297 216 298 217 299

20,000 12 2017 367 734 207 297 208 298 209 299

22,000 8 1884 342 684 199 295 200 296 201 297

24,000 4 1732 313 626 194 292 195 293 196 294

26,000 0 1599 289 578 181 290 182 291 183 292

28,000 -4 1493 269 538 173 288 174 289 175 290

29,000 -5 1438 260 520 172 285 173 286 174 287

31,000 -9 1353 245 490 159 279 160 280 161 281

33,000 -13 1203 221 242 123 229 124 230 125 231

35,000

RECOMMENDED CRUISE POWER

ISA +37ºC

1800 RPM

Note: The Super King Air B200 is unable to operate higher than 33,000 feet at ISA +37ºC.

18

Performance

Super King Air B200

July 2005 ../Aeroworx Aviation ../B200POH ver. 2.0.1

Pilot’s Operating Handbook

19

Performance

RECOMMENDED CRUISE SPEEDS

11,000 LbsNote: For operation with ice vanes extended, TAS will be 20-25 kts slower

1800 RPM

35,000

30,000

25,000

20,000

15,000

10,000

5,000

SL

230 240 250 260 270 280 290 300

Pres

ure

Altit

ude

(feet

)

True Airspeed (kts)

ISA -30ISA -20ISA -10

ISAISA +10ISA +20

ISA +30ISA +37

Super King Air B200

July 2005 ../Aeroworx Aviation ../B200POH ver. 2.0.1

Pilot’s Operating Handbook

20

Performance

Pressure Altitude OAT

Torque Per

Engine

Fuel Flow Per

Engine

Total Fuel Flow

Airspeed Knots

@ 12,000 Lbs @ 11,000 Lbs @ 10,000 Lbs

FEET ºC Ft*Lbs Lbs/Hr Lbs/Hr IAS TAS IAS TAS IAS TAS

SL -15 2230 462 924 249 235 250 236 251 237

2,000 -19 2230 460 920 248 238 249 239 250 240

4,000 -23 2230 456 912 244 240 245 241 246 242

6,000 -27 2230 453 906 240 244 241 245 242 246

8,000 -31 2230 449 898 238 248 239 249 240 250

10,000 -35 2230 445 890 237 255 238 256 239 257

12,000 -39 2230 439 878 239 264 240 265 241 266

14,000 -43 2230 436 872 236 269 237 270 248 271

16,000 -47 2230 432 864 233 274 234 275 235 276

18,000 -51 2230 427 854 232 280 233 281 234 282

20,000

22,000

24,000

26,000

28,000

29,000

31,000

33,000

35,000

RECOMMENDED CRUISE POWER

ISA -30ºC

1900 RPM

Note: The Super King Air B200 is limited to an OAT of -54ºC, hence the missing data above, as 20,000 feet or higher would yield OATs lower than that.

Super King Air B200

July 2005 ../Aeroworx Aviation ../B200POH ver. 2.0.1

Pilot’s Operating Handbook

21

Performance

Pressure Altitude

OATTorque

Per Engine

Fuel Flow Per

Engine

Total Fuel Flow

Airspeed Knots

@ 12,000 Lbs @ 11,000 Lbs @ 10,000 Lbs

FEET ºC Ft*Lbs Lbs/Hr Lbs/Hr IAS TAS IAS TAS IAS TAS

SL -5 2230 440 880 245 236 246 237 247 238

2,000 -9 2230 437 874 247 241 248 242 249 243

4,000 -13 2230 434 868 244 245 245 246 246 247

6,000 -17 2230 430 860 243 252 244 253 245 254

8,000 -21 2230 426 852 242 258 241 259 242 260

10,000 -25 2230 422 844 241 264 240 265 241 266

12,000 -29 2230 419 838 238 268 239 269 240 270

14,000 -33 2230 415 830 235 274 236 275 237 276

16,000 -37 2230 411 822 232 279 233 280 234 281

18,000 -41 2230 405 810 229 284 230 285 231 286

20,000 -45 2208 398 796 225 287 226 288 227 289

22,000 -49 2156 337 774 220 290 221 291 222 292

24,000 -53 2048 268 536 212 289 213 290 214 291

26,000

28,000

29,000

31,000

33,000

35,000

RECOMMENDED CRUISE POWER

ISA -20ºC

1900 RPM

Note: The Super King Air B200 is limited to an OAT of -54ºC, hence the missing data above, as 25,000 feet or higher would yield OATs lower than that.

Super King Air B200

July 2005 ../Aeroworx Aviation ../B200POH ver. 2.0.1

Pilot’s Operating Handbook

22

Performance

Pressure Altitude OAT

Torque Per

Engine

Fuel Flow Per

Engine

Total Fuel Flow

Airspeed Knots

@ 12,000 Lbs @ 11,000 Lbs @ 10,000 Lbs

FEET ºC Ft*Lbs Lbs/Hr Lbs/Hr IAS TAS IAS TAS IAS TAS

SL 5 2230 468 936 246 241 247 242 248 243

2,000 1 2230 460 920 247 246 248 247 249 248

4,000 -3 2230 456 912 245 250 246 251 247 252

6,000 -7 2230 452 904 244 257 245 258 246 259

8,000 -11 2230 448 896 243 264 245 265 246 266

10,000 -15 2230 444 888 243 272 244 273 245 274

12,000 -19 2230 440 880 242 279 243 280 244 281

14,000 -23 2230 436 872 239 284 240 285 241 286

16,000 -27 2230 432 864 236 289 237 290 238 291

18,000 -31 2230 424 848 232 293 233 294 234 295

20,000 -35 2200 416 832 227 296 228 297 229 298

22,000 -39 2122 401 802 219 295 220 296 221 297

24,000 -43 1988 377 754 211 294 212 295 213 296

26,000 -47 1858 353 706 202 291 203 292 204 293

28,000 -51 1708 325 650 192 288 193 289 194 290

29,000 -52 1621 309 618 189 287 190 288 191 289

31,000

33,000

35,000

RECOMMENDED CRUISE POWER

ISA -10ºC

1900 RPM

Note: The Super King Air B200 is limited to an OAT of -54ºC, hence the missing data above, as 31,000 feet or higher would yield OATs lower than that.

Super King Air B200

July 2005 ../Aeroworx Aviation ../B200POH ver. 2.0.1

Pilot’s Operating Handbook

23

Performance

Pressure Altitude OAT

Torque Per

Engine

Fuel Flow Per

Engine

Total Fuel Flow

Airspeed Knots

@ 12,000 Lbs @ 11,000 Lbs @ 10,000 Lbs

FEET ºC Ft*Lbs Lbs/Hr Lbs/Hr IAS TAS IAS TAS IAS TAS

SL 15 2230 463 926 245 244 246 245 247 246

2,000 11 2230 461 922 244 247 245 248 246 249

4,000 7 2230 458 916 241 252 242 253 243 254

6,000 3 2230 454 908 239 257 240 258 241 259

8,000 -1 2230 451 902 238 264 239 265 240 266

10,000 -5 2230 447 894 237 270 238 271 239 272

12,000 -9 2230 443 886 235 277 236 278 237 279

14,000 -13 2230 439 878 233 283 234 284 235 285

16,000 -17 2230 433 866 231 289 232 290 233 291

18,000 -21 2230 425 850 227 293 228 294 229 295

20,000 -25 2194 417 834 223 297 224 298 225 299

22,000 -29 2063 390 780 217 298 218 299 219 300

24,000 -33 1933 367 734 208 297 209 298 210 299

26,000 -37 1792 340 680 200 295 201 296 202 297

28,000 -41 1643 312 624 190 290 191 291 192 292

29,000 -42 1571 299 598 184 287 185 288 186 289

31,000 -46 1440 274 548 174 282 175 283 176 284

33,000 -50 1336 255 510 164 276 165 277 166 278

35,000 -54 1201 231 462 153 268 154 269 155 270

RECOMMENDED CRUISE POWER

ISA

1900 RPM

Super King Air B200

July 2005 ../Aeroworx Aviation ../B200POH ver. 2.0.1

Pilot’s Operating Handbook

24

Performance

Pressure Altitude OAT

Torque Per

Engine

Fuel Flow Per

Engine

Total Fuel Flow

Airspeed Knots

@ 12,000 Lbs @ 11,000 Lbs @ 10,000 Lbs

FEET ºC Ft*Lbs Lbs/Hr Lbs/Hr IAS TAS IAS TAS IAS TAS

SL 25 2230 463 926 246 250 247 251 248 252

2,000 21 2230 461 922 246 253 247 254 248 255

4,000 17 2230 457 914 246 261 247 262 248 263

6,000 13 2230 453 906 245 267 246 268 247 269

8,000 9 2230 449 898 244 274 245 275 246 276

10,000 5 2230 445 890 242 281 243 282 244 283

12,000 1 2230 441 882 240 286 241 287 242 288

14,000 -3 2230 438 876 236 291 237 292 238 293

16,000 -7 2230 430 860 233 296 234 297 235 298

18,000 -11 2216 423 846 228 299 229 300 230 301

20,000 -15 2141 407 814 222 301 223 302 224 303

22,000 -19 2011 382 764 213 299 214 300 215 301

24,000 -22 1889 358 716 203 296 204 297 205 298

26,000 -26 1740 330 660 192 291 193 292 194 293

28,000 -30 1595 303 606 183 287 184 288 185 289

29,000 -32 1527 291 582 176 282 177 283 178 284

31,000 -36 1420 270 540 168 279 169 280 170 281

33,000 -40 1351 257 514 147 256 148 257 149 258

35,000 -44 1194 228 456 136 246 137 247 138 248

RECOMMENDED CRUISE POWER

ISA +10ºC

1900 RPM

Super King Air B200

July 2005 ../Aeroworx Aviation ../B200POH ver. 2.0.1

Pilot’s Operating Handbook

25

Performance

Pressure Altitude

OATTorque

Per Engine

Fuel Flow Per

Engine

Total Fuel Flow

Airspeed Knots

@ 12,000 Lbs @ 11,000 Lbs @ 10,000 Lbs

FEET ºC Ft*LbsLbs/

Hr464Lbs/Hr IAS TAS IAS TAS IAS TAS

SL 35 2230 464 928 244 253 245 254 246 255

2,000 31 2230 462 924 244 256 245 257 246 258

4,000 27 2230 458 916 241 261 242 262 243 263

6,000 23 2230 454 908 242 269 243 270 244 271

8,000 19 2230 451 902 238 274 239 275 240 276

10,000 15 2230 447 894 238 282 239 283 240 284

12,000 11 2230 443 886 235 287 236 288 237 289

14,000 7 2230 438 876 232 292 233 293 234 294

16,000 3 2230 430 860 229 297 230 298 231 299

18,000 -1 2210 422 844 224 301 225 302 226 303

20,000 -5 2090 398 796 218 303 219 304 220 305

22,000 -9 1963 373 746 210 302 211 303 212 304

24,000 -12 1824 346 692 201 299 202 300 203 301

26,000 -16 1679 319 638 201 295 202 296 203 297

28,000 -20 1539 293 586 181 289 182 290 183 291

29,000 -22 1485 283 566 177 288 178 289 179 290

31,000 -26 1383 264 528 168 285 169 286 170 287

33,000 -30 1285 245 490 159 280 160 281 161 282

35,000 -34 1166 220 440 132 263 133 264 134 265

RECOMMENDED CRUISE POWER

ISA +20ºC

1900 RPM

Super King Air B200

July 2005 ../Aeroworx Aviation ../B200POH ver. 2.0.1

Pilot’s Operating Handbook

26

Performance

Pressure Altitude

OATTorque

Per Engine

Fuel Flow Per

Engine

Total Fuel Flow

Airspeed Knots

@ 12,000 Lbs @ 11,000 Lbs @ 10,000 Lbs

FEET ºC Ft*Lbs Lbs/Hr Lbs/Hr IAS TAS IAS TAS IAS TAS

SL 45 2230 463 926 248 256 249 257 250 258

2,000 41 2230 461 922 247 259 248 260 249 261

4,000 37 2230 457 914 245 264 246 264 247 265

6,000 33 2230 454 908 243 270 244 271 245 272

8,000 29 2230 450 900 243 278 244 279 245 280

10,000 25 2230 446 892 241 284 242 285 243 286

12,000 21 2230 443 886 237 288 238 289 239 290

14,000 17 2230 437 874 233 293 234 294 235 295

16,000 13 2230 429 858 231 299 232 300 233 301

18,000 9 2206 421 842 226 303 227 304 228 305

20,000 5 2001 397 794 220 304 221 305 222 306

22,000 1 1966 374 748 210 301 211 302 212 303

24,000 -3 1825 346 692 201 300 202 301 203 302

26,000 -7 1679 319 638 191 295 192 296 193 297

28,000 -11 1541 293 586 180 289 181 290 182 291

29,000 -12 1492 284 568 175 286 176 287 177 288

31,000 -16 1393 265 530 165 280 166 281 167 282

33,000 -20 1325 251 502 151 269 152 270 153 271

35,000 -24 1103 211 422 130 242 131 243 132 244

RECOMMENDED CRUISE POWER

ISA +30ºC

1900 RPM

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27

Performance

Pressure Altitude OAT

Torque Per

Engine

Fuel Flow Per

Engine

Total Fuel Flow

Airspeed Knots

@ 12,000 Lbs @ 11,000 Lbs @ 10,000 Lbs

FEET ºC Ft*Lbs Lbs/Hr Lbs/Hr IAS TAS IAS TAS IAS TAS

SL 52 2230 464 928 245 256 246 257 247 258

2,000 48 2230 462 924 243 258 244 259 245 260

4,000 44 2230 456 912 240 263 241 264 242 265

6,000 40 2230 455 910 238 268 239 269 240 270

8,000 36 2230 451 902 237 276 238 277 239 278

10,000 32 2330 447 894 235 281 236 282 237 283

12,000 28 2330 445 890 233 287 234 288 235 289

14,000 24 2330 437 874 228 292 229 293 230 294

16,000 20 2230 430 860 225 297 226 298 227 299

18,000 16 2230 415 830 221 301 222 302 223 303

20,000 12 2057 392 784 215 302 216 303 217 304

22,000 8 1932 368 736 208 302 209 303 210 304

24,000 4 1784 339 678 199 299 200 300 201 301

26,000 0 1641 312 624 189 295 190 296 191 297

28,000 -4 1515 288 576 179 291 180 292 181 293

29,000 -5 1475 281 562 171 283 172 284 173 285

31,000 -9 1354 256 512 158 279 159 280 160 281

33,000 -13 1168 222 444 137 252 138 253 139 254

35,000 -17 998 192 384

RECOMMENDED CRUISE POWER

ISA +37ºC

1900 RPM

Note: The Super King Air B200 is unable to operate higher than 33,000 feet at ISA +37ºC.

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Performance

RECOMMENDED CRUISE SPEEDS

11,000 LbsNote: For operation with ice vanes extended, TAS will be 20-25 kts slower

1900 RPM

35,000

30,000

25,000

20,000

15,000

10,000

5,000

SL

230 240 250 260 270 280 290 300

Pres

ure

Altit

ude

(feet

)

True Airspeed (kts)

ISA -30ISA -20ISA -10

ISAISA +10ISA +20

ISA +30ISA +37

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KLN90B IFR GPS

KLN90BPilot’s Guide

for

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• The Global Positioning System (GPS)

The Global Positioning System (GPS) is a satellite-based navigation system consisting of a network of 24 satellites placed into orbit by the U.S. Department of Defense. GPS was originally intended for military use, but in the 1980s, the government made the system available for civilian use. GPS works in all weather conditions, anywhere in the world, 24 hours a day. -------------------------------------------------------------------------------------------------------------------------• Usage of the KLN90B

The KLN90B can assist the pilot with the following:

• Determine current position.

• Determine destination.

• Determine route from current location to destination.

• Find airport, intersection, NDB, and VOR information.

• Locate the nearest airport, intersection, NDB, VOR, or airspace.

• Proceed direct to any airport, intersection, NDB, or VOR.

• Follow VFR or IFR flight plan.

• Fly instrument procedures.

• Receive warning messages of airspace boundaries in aircraft’s vicinity.-------------------------------------------------------------------------------------------------------------------------• Displaying the KLN90B

The KLN90B is a panel mounted unit, and is located in the center of the radio panel of the B200, just below the Collins WXR-270 Navigational Display (ND). The pilot can pop up the unit by clicking on the display screen area, and it will ap-pear on top of the main instrument panel. You can access the unit using either the mouse or the keyboard (SHIFT+9), and you can move, resize, and undock it just like any other Flight Simulator window.

This guide will describe the functions/features that are available in the unit. Please note that this unit uses the default FS9 airport, navaid and terrain databse.

NOTE: Due to the small size of the actual viewable area, we have not included a map view in the KLN90B. Any naviga-tional info that is entered into the unit, is linked (automatically transferred) to the Navigational Display in the WXR-270, as well as the MAP mode in the EFIS-84 EHSI

APPROACH IN EHSI MAP MODE: If you load an approach into the KLN90B, it will NOT display in the WXR-270 or the EHSI MAP Mode. All other navigational data (like direct-to’s) will display in the EHSI MAP Mode and the the WXR-270.

2

KLN90B IFR GPS

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• KLN90B Legend - Functions of the buttons and knobs:

1. The Power ON/OFF Switch (Left Click switches unit ON, right Click switches unit OFF)

2. The Cursor is used to change the page information like Airport, VOR and NDB Idents as well as the DTO (Direct-To) information. Click on the cursor, then use #4 to move the cursor to the item you want to change. When the cursor is on the item, click #6 once to enable type-in mode, and enter ID via your keyboard.

3. Changes mode to and from NAV to the other main page groups (WPT & NRST), and is also used to move cursor between items.

4. Changes mode to and from NAV to the other main page groups (WPT & NRST), and is also used to move cursor between items.

5. Same as #6 - #6 cycles forward between pages, #5 cycles backward between pages.

6. Changes pages within page groups, e.g.: If you are on the default NAV page (same as in the image above), you click #4 once, and you will be in WPT mode, and on the Airport Location Page (which is part of the WPT group). Now use #5 & #6 to flip between the pages in the WPT group. They are: 1) Airport Location Page; 2) Airport Runway Page; 3) Airport Freq. Page; 4) Airport Approach Page; 5) Intersection Page; 6) NDB Page; 7) VOR Page; When you are on any of the above pages, you can switch to the NRST (Nearest) page group by simply clicking once on #4, and to go back to the WPT group, click on #3.

3

KLN90B IFR GPS

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• KLN90B Legend - Functions of the buttons and knobs (Continued...):

4

7. The Enter button is used to approve an operation or to complete data entry.

8. Clear - Cancel Entry / Return to Default NAV Page.

9. The Direct-to button allows you to enter a destination waypoint and establishes a direct course to the selected destination - use #6 to enable the cursor, and then type in the desired aiport ID. Then click Enter (#7) until the cursor highlights Activate? - click Enter (#7) once more, and you will go back to the Default Navigation Page, with the recently entered identifier as the Active WayPoint (AWP).

10. Toggles between ALT (Altitude (pressure alt., which is displayed by default)) and FL - Left Mouse Button will display FL (Flight Level) readout, and Right Mouse Button will switch display back to ALT (pressure alt.)

11. The Message button is used to view Airspace Alerts.

12. Toggles between Split Screen and Full Screen CDI/Info Display. Note: When using Full Screen, less information is displayed on-screen.

13. Toggles the Active Flight Plan Page - only when you have a flight plan loaded or dialed in a direct-to, will any information be displayed in the various columns.

14. The Procedures button allows you to add instrument approaches to your flight plan. When using a flight plan, available procedures for your arrival airport are offered automatically. Otherwise, you may select the desired airport, then the desired procedure.

KLN90B IFR GPS

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• KLN90B Legend - Functions of the buttons and knobs (Continued...):

5

15. Use this area to pop up the KLN90B. This will ensure better readibility when working in the sub- pages or when navigating and/or flying approaches.

Lost in the KLN90B’s pages?

Press and hold the CLR button to immediately display the Default NAV page, regardless of which page is currently displayed.

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KLN90B IFR GPS

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6

KLN90B IFR GPS• Procedures Page

Note: Not all approaches in the database are approved for GPS use. As you select an approach, a GPS designation to the right of the procedure name indicates the procedure can be flown using the KLN90B. Some procedures will not have this designation, meaning the KLN90B may be used for supplemental navigation guidance only. ILS approaches, for example, must be flown by tuning the external VOR/ILS receiver to the proper frequency and using the external CDI (or HSI) for guidance.

If you’re flying a GPS approach, or a nonprecision approach approved for GPS, and you plan on using the aircraft’s VOR 1 indicator to fly the approach, make sure the NAV/GPS switch on the aircraft instrument panel is set to GPS. If, however, you want to fly the approach using data from the Nav 1 radio, and plan to use the GPS only for situational awareness, then make sure the NAV/GPS switch is set to NAV.

The KLN90B allows you to fly nonprecision approaches to airports with published instrument approach procedures. Display the Procedures page by pressing the PROC button. The Procedures page provides direct access to approaches based upon the active flight plan or direct-to destination. In either case, the destination airport must have published procedures associated with it.

To select the Procedures page:

Press the PROC button (14).

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KLN90B IFR GPS• Procedures Page (Continued...)

To select an approach:

• Press the PROC button to display the Procedures page. • Rotate the ‘#3 or #4’ knob to highlight Select Approach? and press the ENT button.• Rotate ‘#4’ knob to change the cursor to the APPROACH field.• Roatate the ‘#6’ knob to call up a window listing the available approaches.• Rotate the ‘#3 or #4’ knob to highlight the desired approach and press the ENT button. • A second window will appear listing the available transitions. • Rotate the ‘#3 or #4’ knob to highlight the desired transition waypoint and press the ENT button. (The Approach Vectors option assumes you will receive vectors to the final course segment of the approach and will provide navigation guidance relative to the final approach course.) • Rotate the ‘#3 or #4’ knob to highlight Load? or Activate? and press the ENT button. • Load? will add the approach to the flight plan without immediately using it for navigation guidance. This allows you to continue navigating the original flight plan, but keeps the procedure available on the Active Flight Plan page for quick activation when needed.

To activate a departure or arrival, follow the steps later in this section.

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• Procedures Page (Continued...)

Once you select an approach, you may activate it for navigation from the Procedures page. Activating the approach overrides the en route portion of the active flight plan, proceeding directly to the approach portion (for a full approach, directly to the initial approach fix).

To activate a previously loaded approach:

• Press the PROC button to display the Procedures page. • Rotate the ‘#3 or #4’ knob to highlight Activate Approach? • Press the ENT button. Another Procedures page option allows you to activate the final course segment of the approach. This op-tion assumes you will receive vectors to the final approach fix (FAF) and guides you to intercept the final course, before reaching the FAF.

To activate the previously loaded approach, with vectors to final:

• Press the PROC button to display the Procedures page. • Rotate the ‘#3 or #4’ knob to highlight Activate Vectors-To-Final? • Press the ENT button. In many cases, it may be easiest to load the full approach while still some distance away, en route to the destination airport. Later, if vectored to final, use the steps above to select Activate Vectors-To-Final, which makes the inbound course to the FAF waypoint active. Otherwise, activate the full approach using the Activate Approach? option.

8

KLN90B IFR GPS

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• Procedures Page (Continued...)

Points to Remember for All Approaches:

The KLN90B is designed to complement your printed approach plates and vastly improve situational awareness throughout the approach. However, you must always fly an approach as it appears on the approach plate.

As you fly the approach, the KLN90B will automatically sequence through each leg of the approach.

As you pass the MAP, the KLN90B will sequence to the first missed approach waypoint. Land, or fly the published missed approach procedure.

-------------------------------------------------------------------------------------------------------------------------

• Frequently Asked Questions

How do I turn off the airspace alert messages on the KLN90B?

If you’re distracted by near-constant flashing of the message annunciator when flying in an area with lots of controlled airspace, it’s easy to temporarily disable the airspace alert messages. To disable airspace alert messages, press and hold the MSG button for two seconds. The message annunciator will display an OFF message until such time that you press the MSG button again to re-enable airspace alert mes-sages.

Can I connect the KLN90B to the Nav 1 indicator (or HSI) and/or an autopilot or flight director?

Yes. If you’re flying the EFIS version of the B200, there will be a NAV/GPS switch on the Autopilot panel. If you’re flying the Analogue version of the B200, there will be a NAV/GPS switch on the Autopilot panel as well as the main instrument panel.

If you want the KLN90B to provide data to the Nav 1 indicator (or HSI) and the autopilot or flight direc-tor, make sure the NAV/GPS switch on the aircraft’s instrument panel is in the GPS position. The Nav 1 indicator (or HSI) needle will indicate the course to follow to track the active flight plan or direct-to in the KLN90B, and the autopilot or flight director will follow this course when in NAV mode. (Remember to switch to Heading mode during the vectoring phase of a vectors-to-final approach.)

If the NAV/GPS switch is set to NAV, the needle will indicate the course to or from the VOR radial selected with the OBS, and tuned on the Nav 1 radio. The autopilot or flight director will follow that course. In this case, the KLN90B is just used for situational awareness.

9

KLN90B IFR GPS

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• Frequently Asked Questions (Continued...):

Why won’t my KLN90B automatically sequence to the next waypoint?

For automatic sequencing to occur, you must cross the “bisector” of the turn you are navigating, and be within 10 nm of the active waypoint. The bisector is a perpendicular line between two flight plan legs which crosses through the waypoint common to both legs.

How do I skip a waypoint in an approach, departure, or arrival? The KLN90B allows you to manually designate any approach, departure, or arrival leg as the active leg of your flight plan. From the Active Flight Plan page, highlight the desired waypoint and press the FPL button, then ENT to activate the leg. The GPS will then provide navigation along the selected flight plan leg, so be sure you have clearance to that position.

How do I reselect the same approach, or activate a new approach, after a missed approach?

After flying all missed approach procedures, you may reactivate the same approach from the Procedures page for another attempt. Once you have been given clearance for another attempt, activate the ap-proach from the Procedures page by highlighting Activate Approach? and then pressing the ENT button. The KLN90B will provide navigation along the desired course to the waypoint and rejoin the approach in sequence from that point on.

To activate a new approach for the same airport, select the new procedure from the Procedures page.

To activate a new approach to a different airport, create a direct-to.

Note: Do not attempt to reactivate the same approach you’re currently executing prior to crossing the missed approach point (MAP). If you attempt to do so, the KLN90B will direct you back to the transition waypoint and will not take into consideration any missed approach procedures.

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10

KLN90B IFR GPS

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-- END OF SECTION ---------------------------------------------------------------------------------------------------------------------------

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Virtual Cockpit Guide

for

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Pilot’s Operating Handbook

• The main exit

2

You can click anywhere on the seal of the main exit door to open or close it. Here we are showing a view out of the main exit of N207CM (medical configuration).

Virtual Cockpit and Cabin

Moving around in the VC and Cabin:

Please note that all screenshots were taken using ActiveCamera 2 for FS9.1. You will require either that or the F1View Utility, available from Flight1.com (http://www.flight1software.com/files/F1View.zip). This small module installs into FS2004 and supplies simple mouse-based movements, panning, and more, using the center mouse wheel/button. You can also move past the default view limits of FS2004 (good for strolling through virtual cabins).

NOTE:All switches and levers in the virtual cockpit are functional, and the aircraft can be flown from startup to shutdown without having to revert to the 2D panel.

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Virtual Cockpit and Cabin

• The mid and forward section of the medical configuration cabin:

• The rear section of the medical configuration cabin:

Tooltip informing user what type of interactivity is being required: “Cabin door (Click to Open)”.

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Virtual Cockpit and Cabin

• View from the cabin into the cockpit:

• Cockpit door opened:

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• In the pilot’s seat, with the yoke visible

5

The yokes in the VC are hideable via click spotsin order for the pilot to access the switches on the lower switch panel area.

Virtual Cockpit and Cabin

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• Yoke clickspot:

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• In the pilot’s seat, with the yoke hidden:

6

The yokes can be brought back into view by clicking on the control column.

Virtual Cockpit and Cabin

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NOTE:

All switches and levers in the virtual cockpit are functional, and the aircraft can be flown from startup to shutdown without having to revert to the 2D panel.

-------------------------------------------------------------------------------------------------------------------------

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• Interactive areas in the VC:

7

The red mark-ups show areas of interactivity when sitting in the pilot’s seat. Note that there is an area marked on the glare shield just to the left of the master warning panel. This is a hotspot that will pop up the 2D Autopilot sub-panel. Although the AP is fully functional in the VC, it is easier accessible and work-able when you pop up the 2D sub-panel.

Although there are some differences between the EFIS and analogue VC’s, the above should give you a pretty good idea of the level of interactivity.

Virtual Cockpit and Cabin

NOTE:

We strongly advsie that you have tooltips enabled when starting out in the B200 VC. All clickable/working parts have tooltips associated, and it will make the learning processes much easier.

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• Throttle quadrant, Autopilot and Cabin Pressurization:

8

Cabin Pressurization

Virtual Cockpit and Cabin

Autopilot Control Panel

Throttle Quadrant

NOTE:

The throttle quadrant, autopilot control panel and cabin pressurization panel is fully interactive.

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• PIC Fuel Panel, OAT and ELT Panel:

9

PIC Fuel Panel

Virtual Cockpit and Cabin

OAT Panel

ELT (Emergency Locator Transmitter) Panel

NOTE:

The OAT and ELT and the fuel panel is fully interactive.

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• The Overhead Panel:

10

Windscreen Wiper Switch

Virtual Cockpit and Cabin

Instrument Light Switches

• Generator 1 Load Meter (% Load and DC Volts, click button to toggle)• Generator 2 Load Meter (% Load and DC Volts, click button to toggle)• Inverter Load Meter (Hz and AC Volts, click button to toggle)

NOTE:

Load meters, instrument light switches and windscreen wiper switch is fully functional.

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Pilot’s OperationalDocumentation

for

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2

Pilot’s Operational Documentation

LOAD MANIFEST

A/C Type: N Number of Passengers:

Date:

Pilot in command: Lt RT Co-Pilot Lt Rt

Origin: Destination: Total Weight: Loaded CG:

Maximum Allowable Take-Off Weight: C.G. Limits Fwd. All

LOAD MANIFEST

A/C Type: N Number of Passengers:

Date:

Pilot in command: Lt RT Co-Pilot Lt Rt

Origin: Destination: Total Weight: Loaded CG:

Maximum Allowable Take-Off Weight: C.G. Limits Fwd. All

LOAD MANIFEST

A/C Type: N Number of Passengers:

Date:

Pilot in command: Lt RT Co-Pilot Lt Rt

Origin: Destination: Total Weight: Loaded CG:

Maximum Allowable Take-Off Weight: C.G. Limits Fwd. All

LOAD MANIFEST

A/C Type: N Number of Passengers:

Date:

Pilot in command: Lt RT Co-Pilot Lt Rt

Origin: Destination: Total Weight: Loaded CG:

Maximum Allowable Take-Off Weight: C.G. Limits Fwd. All

LOAD MANIFEST

A/C Type: N Number of Passengers:

Date:

Pilot in command: Lt RT Co-Pilot Lt Rt

Origin: Destination: Total Weight: Loaded CG:

Maximum Allowable Take-Off Weight: C.G. Limits Fwd. All

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Pilot’s Operational Documentation

Section 5 Remarks I certify the information above isaccurate to the best of my knowledge

Section 5 Deferrals Maintenance Deferrals:

(0) Proceedures complied with - PIC Initial: Captain’s Signature

SECTION 1-Flight Times AIRCRAFT REPORTING FORM Maintenance status checked by: (Including LRN databasecurrency check) (PIC Initials):

FORM PHA-ARF Original 03-15-04

DATE From To Leg Code Ramp Out Takeoff Landing Ramp In FlightTime

BlockTime

HOBBS #PAX4 letter ICAO Outside US 91, 135 (z) (z) (z) (z) Beginning Ending

: : : : : :

: : : : : :

: : : : : :

: : : : : :

: : : : : :

: : : : : :

: : : : : :

: : : : : :

Totals : :

Customer: Captain:

“N” Number: First Officer:

Other:

SECTION 2Aircraft & Engine Times

ENGINE 1 ENGINE 2 ENGINE 3 APU LandgsSECTION 3Duty Times

Hobbs ACTT Hours Cycles Hours Cycles Hours Cycles Hours Cycles PIC On: (z)

Beginning PIC Off: (z)

This Trip SIC On: (z)

Total Time SIC off: (z)

Section 4Currency Log 1 Log 2 Log 3 Log 4 Log 5 Log 6 Log 7 Log 8 VOR CHECK

Pilot Flying (Initials) Date:

IFR Flight(hh:mm) : : : : : : : : Location:

IFR Approach (Type) Error:

Night Takeoff/Landing / / / / / / / / By:

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Pilot’s Operational Documentation

Mission# Flight Following LogFlight Date: Acft# Ending Hobbs:

PIC: On Duty: Off Duty:

SIC: On Duty: Off Duty:

Med Crew

Leg 1 2 3 4 5 6 7 8 Total

Date:

135 or 91:

From:

To:

ETD:

ETA:

Miles (SM):

Time - Out:

Time - In:

Block Time (minutes):

Hobbs - beginning:

Hobbs - ending

Hobbs Total:

Pilot Flying:

IFR Flight:

Type IFR Approach:

Night Takeoffs:

Night Landings:

Lndg & Pkg Fees:

Catering Meals:

No. of People:

Location - FBO Gal CLT Lodging:

BEST Transportation:

Other Other:

Total

Remarks:

Time until Inspection Cycles Credit Cards

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Pilot’s Operational Documentation

6.7 Lb/Gal.

Weight MOMENT/100

67 103134 206201 319268 443335 567402 693469 819536 946536 946603 1071

670 1196737 1319804 1443871 1566938 1690

1005 18151072 19391139 20641206 21881206 21881273 2313

1340 24271407 25621474 26871541 28121608 29381675 31631742 31881809 33121876 34371943 3562

2010 36862077 38112144 39362211 40622278 41872345 43122312 44432479 45702546 47002586 4776

2680 49632747 50972814 52312881 53662948 55013015 55013082 57733149 59093216 60463283 6184

3350 63233417 64623484 66023551 67433618 68813645 6936

Min. MaxWeight Mom/100 Mom/1009000 17919 194449950 18010 19542

10000 18100 1964010050 18190 1973810100 18281 1983610150 18372 1993510200 18462 2003310250 18552 2013110300 18643 2022910350 18743 2032710400 18824 2042610450 18914 2052410500 19005 2062210550 19096 2072010600 19186 2081810650 19276 2091710700 19376 2091710750 19458 2111310800 19548 2121110850 19638 2130910900 19729 2140810950 19820 2150811000 19910 2160411050 20000 2170211100 20091 2180011150 20182 2189911200 20272 2199711250 20362 2209511300 20461 2219311350 20570 2229111400 20679 2239011450 20789 2248811500 20898 2258611550 21008 2268411600 21118 2278211650 21228 2288111799 21338 2297911750 21449 2307711800 21559 2317511850 21670 2327311900 21781 2337211950 21892 2347012000 21892 2347012050 22003 2356812100 22226 2376412150 22338 2386312200 22450 2396112250 22562 2405912300 22674 2415712350 22787 2425512400 22899 2435412450 23012 2445212500 23125 24550

WEIGHT CONDITION FWD CG LIMIT AFT

12,500 LBS (MAX T/O or LDG) 185.0 196.4

11279 LBS OR LESS 181 196.4

Weight arm Moment/100

BEW 8432 15670

SUPPLIES 50 75

CAPTAIN 129

FIRST OFFICER 129

AFT FACING 171

AFT FACING 171

AFT FACING 210

AFT FACING 210

FWD FACING 264

FWD FACING 264

BAGGAGE (AFT) 330

Zero Fuel Weight

FUEL

Take-Off Weight

Fwd and Aft C.G. Limits

FUEL (2nd)

Take-Off Weight (2nd)

C.G. Limits (2nd)

Maximum Ramp Weight 12,590 lbsMaximum Take of Weight 12,500 lbs

Zero Fuel Weight 10,400 lbs

Full Main Fuel 386 gal. = 2586 lbs. = 4776 MomentMain + Aux Tanks 544 gal. = 3645 lbs. = 6936 Moment

WEIGHT and BALANCEBE200 King Air

WORKSHEET UPDATED 07/05

N109GE/BB1476

Super King Air B200

July 2005 ../Aeroworx Aviation ../B200POH ver. 2.0.1

Pilot’s Operating Handbook

6

Pilot’s Operational Documentation

6.7 Lb/Gal.

Weight MOMENT/100

67 103134 206201 319268 443335 567402 693469 819536 946536 946603 1071

670 1196737 1319804 1443871 1566938 1690

1005 18151072 19391139 20641206 21881206 21881273 2313

1340 24271407 25621474 26871541 28121608 29381675 31631742 31881809 33121876 34371943 3562

2010 36862077 38112144 39362211 40622278 41872345 43122312 44432479 45702546 47002586 4776

2680 49632747 50972814 52312881 53662948 55013015 55013082 57733149 59093216 60463283 6184

3350 63233417 64623484 66023551 67433618 68813645 6936

Min. MaxWeight Mom/100 Mom/1009000 17919 194449950 18010 19542

10000 18100 1964010050 18190 1973810100 18281 1983610150 18372 1993510200 18462 2003310250 18552 2013110300 18643 2022910350 18743 2032710400 18824 2042610450 18914 2052410500 19005 2062210550 19096 2072010600 19186 2081810650 19276 2091710700 19376 2091710750 19458 2111310800 19548 2121110850 19638 2130910900 19729 2140810950 19820 2150811000 19910 2160411050 20000 2170211100 20091 2180011150 20182 2189911200 20272 2199711250 20362 2209511300 20461 2219311350 20570 2229111400 20679 2239011450 20789 2248811500 20898 2258611550 21008 2268411600 21118 2278211650 21228 2288111799 21338 2297911750 21449 2307711800 21559 2317511850 21670 2327311900 21781 2337211950 21892 2347012000 21892 2347012050 22003 2356812100 22226 2376412150 22338 2386312200 22450 2396112250 22562 2405912300 22674 2415712350 22787 2425512400 22899 2435412450 23012 2445212500 23125 24550

WEIGHT CONDITION FWD CG LIMIT AFT

12,500 LBS (MAX T/O or LDG) 185.0 196.4

11279 LBS OR LESS 181 196.4

Weight arm Moment/100

BEW 8432 15670

SUPPLIES 50 75

CAPTAIN 129

FIRST OFFICER 129

AFT FACING 171

AFT FACING 171

AFT FACING 210

AFT FACING 210

FWD FACING 264

FWD FACING 264

BAGGAGE (AFT) 330

Zero Fuel Weight

FUEL

Take-Off Weight

Fwd and Aft C.G. Limits

FUEL (2nd)

Take-Off Weight (2nd)

C.G. Limits (2nd)

Maximum Ramp Weight 12,590 lbsMaximum Take of Weight 12,500 lbs

Zero Fuel Weight 10,400 lbs

Full Main Fuel 386 gal. = 2586 lbs. = 4776 MomentMain + Aux Tanks 544 gal. = 3645 lbs. = 6936 Moment

WEIGHT and BALANCEBE200 King Air

WORKSHEET UPDATED 07/05

N207CM/BB1246

Super King Air B200

July 2005 ../Aeroworx Aviation ../B200POH ver. 2.0.1

Pilot’s Operating Handbook

7

Pilot’s Operational Documentation

6.7 Lb/Gal.

Weight MOMENT/100

67 103134 206201 319268 443335 567402 693469 819536 946536 946603 1071

670 1196737 1319804 1443871 1566938 1690

1005 18151072 19391139 20641206 21881206 21881273 2313

1340 24271407 25621474 26871541 28121608 29381675 31631742 31881809 33121876 34371943 3562

2010 36862077 38112144 39362211 40622278 41872345 43122312 44432479 45702546 47002586 4776

2680 49632747 50972814 52312881 53662948 55013015 55013082 57733149 59093216 60463283 6184

3350 63233417 64623484 66023551 67433618 68813645 6936

Min. MaxWeight Mom/100 Mom/1009000 17919 194449950 18010 19542

10000 18100 1964010050 18190 1973810100 18281 1983610150 18372 1993510200 18462 2003310250 18552 2013110300 18643 2022910350 18743 2032710400 18824 2042610450 18914 2052410500 19005 2062210550 19096 2072010600 19186 2081810650 19276 2091710700 19376 2091710750 19458 2111310800 19548 2121110850 19638 2130910900 19729 2140810950 19820 2150811000 19910 2160411050 20000 2170211100 20091 2180011150 20182 2189911200 20272 2199711250 20362 2209511300 20461 2219311350 20570 2229111400 20679 2239011450 20789 2248811500 20898 2258611550 21008 2268411600 21118 2278211650 21228 2288111799 21338 2297911750 21449 2307711800 21559 2317511850 21670 2327311900 21781 2337211950 21892 2347012000 21892 2347012050 22003 2356812100 22226 2376412150 22338 2386312200 22450 2396112250 22562 2405912300 22674 2415712350 22787 2425512400 22899 2435412450 23012 2445212500 23125 24550

WEIGHT CONDITION FWD CG LIMIT AFT

12,500 LBS (MAX T/O or LDG) 185.0 196.4

11279 LBS OR LESS 181 196.4

Weight arm Moment/100

BEW 8432 15670

SUPPLIES 50 75

CAPTAIN 129

FIRST OFFICER 129

AFT FACING 171

AFT FACING 171

AFT FACING 210

AFT FACING 210

FWD FACING 264

FWD FACING 264

BAGGAGE (AFT) 330

Zero Fuel Weight

FUEL

Take-Off Weight

Fwd and Aft C.G. Limits

FUEL (2nd)

Take-Off Weight (2nd)

C.G. Limits (2nd)

Maximum Ramp Weight 12,590 lbsMaximum Take of Weight 12,500 lbs

Zero Fuel Weight 10,400 lbs

Full Main Fuel 386 gal. = 2586 lbs. = 4776 MomentMain + Aux Tanks 544 gal. = 3645 lbs. = 6936 Moment

WEIGHT and BALANCEBE200 King Air

WORKSHEET UPDATED 07/05

N209CM/BB1613

Super King Air B200

July 2005 ../Aeroworx Aviation ../B200POH ver. 2.0.1

Pilot’s Operating Handbook

8

Pilot’s Operational Documentation

6.7 Lb/Gal.

Weight MOMENT/100

67 103134 206201 319268 443335 567402 693469 819536 946536 946603 1071

670 1196737 1319804 1443871 1566938 1690

1005 18151072 19391139 20641206 21881206 21881273 2313

1340 24271407 25621474 26871541 28121608 29381675 31631742 31881809 33121876 34371943 3562

2010 36862077 38112144 39362211 40622278 41872345 43122312 44432479 45702546 47002586 4776

2680 49632747 50972814 52312881 53662948 55013015 55013082 57733149 59093216 60463283 6184

3350 63233417 64623484 66023551 67433618 68813645 6936

Min. MaxWeight Mom/100 Mom/1009000 17919 194449950 18010 19542

10000 18100 1964010050 18190 1973810100 18281 1983610150 18372 1993510200 18462 2003310250 18552 2013110300 18643 2022910350 18743 2032710400 18824 2042610450 18914 2052410500 19005 2062210550 19096 2072010600 19186 2081810650 19276 2091710700 19376 2091710750 19458 2111310800 19548 2121110850 19638 2130910900 19729 2140810950 19820 2150811000 19910 2160411050 20000 2170211100 20091 2180011150 20182 2189911200 20272 2199711250 20362 2209511300 20461 2219311350 20570 2229111400 20679 2239011450 20789 2248811500 20898 2258611550 21008 2268411600 21118 2278211650 21228 2288111799 21338 2297911750 21449 2307711800 21559 2317511850 21670 2327311900 21781 2337211950 21892 2347012000 21892 2347012050 22003 2356812100 22226 2376412150 22338 2386312200 22450 2396112250 22562 2405912300 22674 2415712350 22787 2425512400 22899 2435412450 23012 2445212500 23125 24550

WEIGHT CONDITION FWD CG LIMIT AFT

12,500 LBS (MAX T/O or LDG) 185.0 196.4

11279 LBS OR LESS 181 196.4

Weight arm Moment/100

BEW 8432 15670

SUPPLIES 50 75

CAPTAIN 129

FIRST OFFICER 129

AFT FACING 171

AFT FACING 171

AFT FACING 210

AFT FACING 210

FWD FACING 264

FWD FACING 264

BAGGAGE (AFT) 330

Zero Fuel Weight

FUEL

Take-Off Weight

Fwd and Aft C.G. Limits

FUEL (2nd)

Take-Off Weight (2nd)

C.G. Limits (2nd)

Maximum Ramp Weight 12,590 lbsMaximum Take of Weight 12,500 lbs

Zero Fuel Weight 10,400 lbs

Full Main Fuel 386 gal. = 2586 lbs. = 4776 MomentMain + Aux Tanks 544 gal. = 3645 lbs. = 6936 Moment

WEIGHT and BALANCEBE200 King Air

WORKSHEET UPDATED 07/05

N210CM/BB621

Super King Air B200

July 2005 ../Aeroworx Aviation ../B200POH ver. 2.0.1

Pilot’s Operating Handbook

WEIGHT and BALANCEBE200 King Air

WORKSHEET UPDATED 07/05

ZS-OVX/BB1327

9

Pilot’s Operational Documentation

6.7 Lb/Gal.

Weight MOMENT/100

67 103134 206201 319268 443335 567402 693469 819536 946536 946603 1071

670 1196737 1319804 1443871 1566938 1690

1005 18151072 19391139 20641206 21881206 21881273 2313

1340 24271407 25621474 26871541 28121608 29381675 31631742 31881809 33121876 34371943 3562

2010 36862077 38112144 39362211 40622278 41872345 43122312 44432479 45702546 47002586 4776

2680 49632747 50972814 52312881 53662948 55013015 55013082 57733149 59093216 60463283 6184

3350 63233417 64623484 66023551 67433618 68813645 6936

Min. MaxWeight Mom/100 Mom/1009000 17919 194449950 18010 19542

10000 18100 1964010050 18190 1973810100 18281 1983610150 18372 1993510200 18462 2003310250 18552 2013110300 18643 2022910350 18743 2032710400 18824 2042610450 18914 2052410500 19005 2062210550 19096 2072010600 19186 2081810650 19276 2091710700 19376 2091710750 19458 2111310800 19548 2121110850 19638 2130910900 19729 2140810950 19820 2150811000 19910 2160411050 20000 2170211100 20091 2180011150 20182 2189911200 20272 2199711250 20362 2209511300 20461 2219311350 20570 2229111400 20679 2239011450 20789 2248811500 20898 2258611550 21008 2268411600 21118 2278211650 21228 2288111799 21338 2297911750 21449 2307711800 21559 2317511850 21670 2327311900 21781 2337211950 21892 2347012000 21892 2347012050 22003 2356812100 22226 2376412150 22338 2386312200 22450 2396112250 22562 2405912300 22674 2415712350 22787 2425512400 22899 2435412450 23012 2445212500 23125 24550

WEIGHT CONDITION FWD CG LIMIT AFT

12,500 LBS (MAX T/O or LDG) 185.0 196.4

11279 LBS OR LESS 181 196.4

Weight arm Moment/100

BEW 8432 15670

SUPPLIES 50 75

CAPTAIN 129

FIRST OFFICER 129

AFT FACING 171

AFT FACING 171

AFT FACING 210

AFT FACING 210

FWD FACING 264

FWD FACING 264

BAGGAGE (AFT) 330

Zero Fuel Weight

FUEL

Take-Off Weight

Fwd and Aft C.G. Limits

FUEL (2nd)

Take-Off Weight (2nd)

C.G. Limits (2nd)

Maximum Ramp Weight 12,590 lbsMaximum Take of Weight 12,500 lbs

Zero Fuel Weight 10,400 lbs

Full Main Fuel 386 gal. = 2586 lbs. = 4776 MomentMain + Aux Tanks 544 gal. = 3645 lbs. = 6936 Moment


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