Beruflich Dokumente
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KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL
16-6 FOR TRAINING PURPOSES ONLY
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ing a BARO switch on the overhead panel to
the IN (inches) or hPA (hectopascals) position
(Figure 16-12). This will affect both pilots
PFDs and cannot be done independently.
Figure 16-12. Baro Switch
Additionally, this altimeter setting can ash as
an advisory of transition altitude / level pas-
sage. For IFIS aircraft see the REFS section of
the Display Control Panel (DCP) to see how
this is accomplished. For non-IFIS aircraft, this
is accomplished by moving the FL180 switch
on the overhead panel to the ENABLE or
DISABLE position depending on whether the
advisory ash is desired. This transition point
cannot be changed to an altitude other than
18,000.
The vertical speed display consists of a moving
green line that will angle up or down depending
on the current vertical speed (Figure 16-13).
The value of climb or descent will then read at
the top of the display for a climb or bottom of
the display for a descent,when the value is
greater that 300 ft/min. Once the climb or de-
scent decreases below 100 ft/min the digital
readout will be removed.
Figure 16-13. Vertical Speed Indicator (VSI)
Displayed above the altitude tape is the pres-
elect altitude shown in cyan. This altitude is se-
lected by the pilot using the ALT knob on the
Flight Guidance Panel. The selected altitude is
then marked with a Fine Preselect Altitude
bug that brackets the altitude window when
captured (Figure 16-14). A smaller Coarse Pre-
select Altitude bug will appear on the left side
of the tape when approximately 1000 from
the selected altitude to indicate proximity to
that altitude. An aural tone will sound and the
preselected altitude will ash further indicat-
ing proximity to the chosen altitude. Once
within 200 of the preselected altitude, the
ashing will stop. This ashing can be stopped
earlier by pressing the ALT knob on the ight
guidance panel. (See the Flight Guidance sec-
tion later in this chapter). Should the aircraft
go +- 200 from the altitude, an aural tone will
sound and the preselected altitude will change
to yellow and ash. This ashing will continue
until the altitude returns to within 200 of se-
lected. This ashing can be stopped by press-
ing the ALT knob on the ight guidance panel.
1
2
4
4
2
1
300
Current V ertica l
Speed
Flight Guidance
Selected Vertical
Speed
VN A V V ertica l
Speed Required
KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL
FOR TRAINING PURPOSES ONLY
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FOR TRAINING PURPOSES ONLY 16-8
KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL
Figure 16-14. Altitude Preselect Bugs
This top display area can also contain the met-
ric altitude and metric altitude preselect (Fig-
ure 16-15). For IFIS aircraft see the REFS
section of the Display Control Panel (DCP) to
see how this is accomplished. For non-IFIS air-
craft this is accomplished by moving a BARO
ALT switch on the overhead panel to the FT
(feet) or meter (M) position (Figure 16-16) .
This action will affect both pilots and cannot
be done independently. This change does not
alter the actual altitude tape; that remains in
feet for all phases of ight.
Figure 16-15. Metric Altitude
Additionally, a magenta number can be dis-
played above the VSI (Figure 16-10). This
number is FMS generated and indicates the
crossing restriction altitude for the current leg
(this can come automatically from the FMS
database or manually by pilot input into the
FMS). If desired, this number, in addition to
the preselected altitude, allows the FMS to au-
tomatically y a vertical navigation (VNAV)
procedure and comply with all the known
step-down xes.
Figure 16-16. BARO ALT Switch
Heading and Navigation
Displays
The Heading and Navigation Displays at the
lower portion of the PFDs contain heading,
FMS navigation display, or ground based nav-
igation display, or radar and terrain imagery
(Figure 16-17).
At the top center of this area is the aircrafts
current heading. To the left of that display will
appear the cyan heading bugs current selec-
tion when the bug is moved with the Flight
Guidance Panel or the heading bug is out of
view. Additionally, an open-circle-shaped track
pointer will indicate the current aircraft
ground track. The difference between the cur-
rent heading and track pointer indicates drift
angle and is helpful in establishing the appro-
priate crab to maintain course. The track
pointer is generated from the FMS and will be
green if it is driven from the onside FMS or
yellow if it is driven from the cross-side FMS.
7
20
400
80
300
200
500
600
Fine Preselect
Altitude Bug
Coarse Preselect
Altitude Bug
7500 Preselect
Altitude
8
60
040
20
900
100
200
1
2
4
4
2
1
1018HPA
<
<
6935
4000M
2450M
METRIC
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KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL
Figure 16-17. Heading and Navigation
Display
The upper left corner of the NAV display in-
dicates the active NAV source. This will display
in green when the onside unit is selected
(e.g., NAV1 and FMS1 are green on the pilots
side; NAV2 and FMS2 are green on the copi-
lots side). If the cross-side unit is selected, it
will display in yellow (e.g., NAV2 and FMS2
are yellow on the pilots side; NAV1 and FMS1
are yellow on the copilots side). In a single
FMS aircraft, the copilot will always have a
yellow FMS color and the pilot will have a
green FMS color.
Above the active NAV source label is an area
reserved for FMS messages and annunciations.
Selected messages can appear here. However,
the majority of the messages will be displayed
on the Control Display Unit (CDU) on the
pedestal. These will be prompted by the label
MSG to instruct the pilots to look down at
the CDU and retrieve the message.
Immediately below the active NAV source
label is a list of related navigation distances
and information. When FMS is chosen, this list
contains the Desired Track (DTK), name of
the next waypoint and distance to that way-
point (Figure 16-17). When LOC or VOR is
chosen this list contains the frequency and the
current selected course. If DME is collocated
with the VOR or LOC, the identier of the sta-
tion and DME distance to the station will be
displayed. However, if DME hold is selected
the identier of the station is removed and a
distance will appear with an H indicating it
is in DME hold (Figure 16-18).
VOR Active Navigation
VOR Active Navigation With DME Hold
Figure 16-18. DME hold
Below this list is a PRESET option (Figure 16-
17). The nav source inside the blue box is on
standby. Should the PRESET LSK be pressed,
the PRESET nav source will become the ac-
tive nav source and the active nav source will
now be the PRESET (This is the same as
course transfer used in other systems). This
PRESET option cannot display a secondary
CDI and remains in standby.
The last LSK on the left side is the Elapsed
Timer (ET) (Figure 16-17). Pressing this LSK
will start, stop and reset the timer that appears
next to the ET label. This is independent of the
other pilots timer and can only count up and
not down.
PRESET
FMS1
VOR1 114.30
CRS 251
SNX
0.8NM
<
1
2
1
2
1
5
S
<
<
1
BRT
DIM
30. 16I N
< PRESET
VOR1
FORMAT >
FMS1
DTK 251
(6935)
0.8NM
25
251
W
3
0
24
2
1
ATC1 UTC RAT COM1 COM2 121.800 4336 125.250 14:41 15
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<
1
RDR
TERR
< ET 01:42
TERM
F
50
ACC .02
TERRAIN
0
RADAR ON
144
069
TCAS OFF
TFC >
>
HDG 010
PRESET
FMS1
VOR1 113.80
CRS 251
20.8H
<
1
2
1
2
1
5
S
<
<
1
16-9 FOR TRAINING PURPOSES ONLY
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FOR TRAINING PURPOSES ONLY 16-10
KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL
On the right side of the display there is a FOR-
MAT LSK. This LSK changes the display for-
mat of the lower portion of the PFD. This will
select one of three options: full compass rose,
arc and map (Figure 16-17).
The full compass rose is a 360 presentation of
heading with the ability to display a CDI and
two bearing pointers (Figure 16-19). On IFIS
aircraft, TCAS trafc can also be displayed in
this format by pressing the TFC line select key.
When this option is chosen, the range is lim-
ited to 50nm. To get a further range, the TCAS
trafc must be deselected rst. This range is
controlled by the DCP and is discussed later.
Figure 16-19. PFD Compass Rose Format
The arc format can display the same items de-
scribed for the full compass rose but only pres-
ents a 120 portion of the compass (Figure
16-20) . In this mode, the display of TCAS traf-
c does not limit the range to 50nm. The dis-
play of any overlays (discussed later in this
section) will limit the range to 300nm. If a fur-
ther range is desired, all overlays must be re-
moved and the arc format can be extended to
a 600nm range. This mode cannot display the
FMS map.
The map format is similar to the arc format
but instead of a large CDI image it displays the
FMS map (Figure 16-21). This format is only
available when FMS is the active nav source.
This mode will be automatically deselected if
a non-FMS source is made active and it will re-
vert to the arc format. Additionally, when map
format is chosen on the left PFD it forces the
MFD into present position map mode (PPOS)
and other MFD map formats are not selec-
table. It is critical to remember that following
map lines is not an alternative to CDI displays.
For navigation, a lateral deviation display will
appear at the bottom of the attitude indicator
when map mode is chosen.
Figure 16-20. PFD Arc Format
The same range limitations apply in this mode
as they did with the arc format.
Additional options for display with the FMS
map are available through the Control Display
Unit on the pedestal (see the CDU section
later in this PTM).
Below the FORMAT LSK is the TERR/RDR
LSK. This key allows for the display of either
terrain or radar images. These cannot be dis-
played simultaneously on the same display or
when the compass rose format has been se-
lected. The chosen option will be displayed in
cyan and large font. The display of these items
does NOT indicate that the unit is active (Ter-
rain and Radar must be turned ON from a dif-
ferent location). Below these labels is an area
BRT
DIM
30. 16I N
PRESET
VOR1
FORMAT >
FMS1
DTK 251
(6935)
0.8NM
ATC1 UTC RAT COM1 COM2 121.800 4336 125.250 14:41 15
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<
1
ET
TERM
V
ACC-.02
0
2
1
24
w
3
0
3
3
N
3
6
E
1
2
1
5
S
251
4.1NM
SXW
V ----NM
SXW
RDR
TERR
TCAS OFF
TFC >
<
<
BRT
DIM
9
1018HPA
< PRESET
VOR1
FORMAT >
FMS1
DTK 251
(6935)
0.8NM
25
251
W
3
0
24
2
1
ATC1 UTC RAT COM1 COM2 121.800 4336 125.250 14:41 15
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<
1
RDR
TERR
< ET 01:42
TERM
F
50
ACC-.02
TERRAIN
0
RADAR ON
144
069
TCAS OFF
TFC >
>
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reserved for detail about the selected option.
For instance, if RDR is selected, the display
will be cyan and the radar operating mode and
tilt would be displayed below RDR. If TERR
is selected, the display will be cyan and the ap-
propriate operating status for the terrain
would be displayed (e.g., TERRAIN, TER-
RAIN FAIL, TERRAIN TEST, etc.) (Fig-
ure 16-22).
Figure 16-21. PFD Map Format
Both can also be deselected from the display
and would change the respective label to
white.
For IFIS aircraft, a TFC line select key allows
the TCAS display to be turned ON or OFF on
any of the three formats. When the TCAS dis-
play is selected, TFC will be cyan. When dese-
lected, TFC will be white. Below the TFC line
is an area reserved for TCAS messages (e.g.,
TCAS TEST, TA ONLY, etc.) (Figure 16-22).
The display of cyan TFC does NOT indicate
that TCAS is actually active. TCAS is activated
with a different selection discussed later in the
TCAS section.
For non-IFIS aircraft a TCAS message-only
area exists below the TERR/RDR line select
key. This has no active caret next to it and
therefore has no control over the TCAS dis-
play (Figure 16-23). Neither of the PFDs are
able to display TCAS trafc unless they are
put into a reversionary mode as will be dis-
cussed later.
Figure 16-22. Terrain and Radar Overlay
Section
Figure 16-23. PFD TCAS Message Area
(Non-IFIS)
Lower Display Information
At the bottom of each PFD is a row of infor-
mation that continuously display these items:
COMM1, ATC squawk, UTC, RAT (ram air
temperature) and COMM2 (Figure 16-24).
Pressing the push-to-talk button on the yoke or
microphone will highlight the appropriate
COMM frequency label with a blue box. The
BRT
DIM
4
30. 16I N
< PRESET
VOR1
FORMAT >
FMS1
DTK 251
ONLOE
1.5NM
5
251
W
3
0
24
2
1
ATC1 UTC RAT COM1 COM2 121.800 4336 125.250 14:41 15
o
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<
RDR
TERR
< ET 01:42
TERM
10
ACC-.02
0
RADAR ON
TFC >
> KEGE
ONLOE
RALPE
JABAN
CUROT
106 V1
BRT
DIM
FORMAT >
F
COM2 1 125.250 1
<
1
RDR
TERR
TERRAIN
0
44
69
TCAS OFF
TFC >
>
BRT
DIM
FORMAT >
F
COM2 1 125.250 1
<
1
RDR
TERR
<
WX
T+4.5A
0
TCAS OFF
TFC >
>
BRT
DIM
FORMAT
F
COM2 1 125.250 1
< <
RDR
<
TERR
<
TERRAIN
0
44
69
TCAS OFF
1
KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL
16-11 FOR TRAINING PURPOSES ONLY
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Figure 16-25. Pilot's MFD Display
Collins
BRT
DIM
FMS
DTK 251
( 6 9 3 5)
TTG
0.8NM
251
W
3
0
24
2
1
TAS SAT GS ISA 0 0 +13
o
C 15
o
C
< <
RDR
<
TERR
F
50
WX
0
0.0
ITT
26
TORQ
0
FF
PRESS
OIL
TEMP
o
C
0
0
46
430
120
73
N I
98.5
PROP 1980
TORQ
2000
ITT
734
AFX
RW25
( 6 9 3 5)
SXW152
KBJC
0 . 0NM
0 . 8NM
4 . 4NM
198NM
- : - -
- : - -
- : - -
CLI MB
( 6 9 3 5) 6 9 3 5 A
- : - - / 0 . 8NM :
:
:
:
25
T+5.7
SXW152
( 6 9 3 5)
/ 6 9 3 5 A
KEGE
RLG
/ 1 4 0 0 0 A
-- : --
FIRE
TFC <
ABOVE
<
FF 130 750
PRESS
TORQ FIRE
ITT PROP
OIL
122 80
TEMPC 49
110.0
830
112
TORQ
ITT
3.4
516
N1 106.0
1050
62.2
1740
ATC selection will show which transponder is
chosen and whether that transponder is on
STBY or active. It does not display the differ-
ence between ON and ALT. The RAT is de-
rived from the currently selected air data
computer.
Figure 16-24. PFD Lower Display
Information
MULTIFUNCTION DISPLAY
(MFD)
The MFD displays engine indications, diag-
nostic pages, weather radar, two formats of
navigation information, and terrain informa-
tion. A typical MFD display is shown in Fig-
ure 16-25.
The MFD has the following controls and indi-
cations:
BRT
DIM
ATC1 UTC RAT COM1 COM2 121.800 4336 125.250 14:41 15
o
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<
1
< ET 01:42
RADAR ON
FOR TRAINING PURPOSES ONLY 16-12
KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL
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Bright/Dim Rocker Switch
The Bright/Dim Rocker Switch provides sec-
ondary intensity control of the MFD. The
PILOT DISPLAYS rheostat, on the overhead
panel, provides primary intensity control. This
PILOT DISPLAYS rheostat will control all
three displays: the PFD; MFD; and Control
Display Unit (CDU) on the pedestal, simulta-
neously. Each display does not have to be in-
dividually dimmed or brightened but can be
operated together. The Bright/Dim Rocker
Switch will then allow each individual display
to be ne tuned to make its brightness com-
patible with the surrounding displays.
Line Select Keys
Four line select keys (LSK) are located on
each side of the AFD. The keys are used in co-
ordination with the information being viewed
on the individual AFD display. LSKs that are
currently active are denoted by carets (< >)
displayed adjacent to the LSK.
Engine Display
The engine instrument display is shown at the
top of the MFD. This is called the Engine In-
dicating System (EIS). The EIS is always visi-
ble with aircraft power on. Refer to Chapter 7,
Powerplant, of this Pilot Training Manual for
more information.
MFD Window
The MFD Window can display the following
items: specic FMS waypoint and/or Vertical
Navigation (VNAV) information; or a check-
list.
Non-IFIS equipped aircraft
The FMS waypoint information is turned ON
or OFF with the Control Display Unit (CDU)
on the pedestal (see the CDU section for more
information).
The checklist information is turned ON or
OFF using buttons mounted on the backside
of both yokes. Once the checklist appears, the
pages are advanced using the LSKs on the left
side and chosen with the SELECT LSK on the
right side of the MFD. Each individual item is
then checked off using LINE ADV buttons
on the back of either yoke, or the caret line se-
lect keys on the MFD. To return to a higher
level menu, press the INDEX key on the MFD
(Figure 16-26).
The checklist is reset when the avionics are
shut down. However, if there is a need to reset
the checklist without turning the avionics OFF,
there is a line item on the main checklist menu
page that will reset all previously checked
off items.
IFIS equipped aircraft
The FMS waypoint information must be
turned ON by the left LSK on the MFD. When
pressed, the UPPER FORMAT menu will ap-
pear that allows selection of the checklist,
FMS-TXT or OFF (Figure 16-27) . Each re-
peated press of the UPPER FORMAT LSK
will cycle through the options. Once the FMS-
TXT is chosen, the information presented is
changed with the Control Display Unit (CDU)
(see the CDU section for more information).
The checklist can be selected either by using
the UPPER FORMAT LSK described above
and choosing CHKLST, or by using the
checklist ON / OFF button on the back of ei-
ther yoke. The pages are advanced using the
Cursor Control Panel (CCP). For IFIS check-
list operation details see the CCP section in
this PTM.
KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL
16-13 FOR TRAINING PURPOSES ONLY
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FOR TRAINING PURPOSES ONLY 16-14
KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL
MFD Checklist Index
MFD Cecklist Normal Menu
Figure 16-26. Non-IFIS MFD Checklist
Figure 16-27. MFD Upper Format (IFIS)
NAVIGATION Information
The following formats can be chosen for dis-
play on the MFD by pressing the top right line
select key (labeled FORMAT in non-IFIS air-
craft):
Plan Map Format
The Plan Map Format (MAP) is used for plan-
ning/verifying the entered FMS information.
It is displayed as a true north up, waypoint
centered display (Figure 16-28). The Plan Map
format is not intended to be used for primary
navigation nor for the duration of the ight. In
this mode the aircraft position may y off
the map since it is waypoint centered not air-
craft centered. Additionally the following
overlays cannot be displayed: terrain; radar; or
Collins
BRT
DIM
FORMAT
FMS
DTK 251
( 6 9 3 5)
TTG
0.8NM
251
W
3
0
24
2
1
TAS SAT GS ISA 0 0 +13
o
C 15
o
C
< <
RDR
<
TERR
F
50
WX
0
0.0
ITT
26
TORQ
0
FF
PRESS
OIL
TEMPoC
0
0
46
430
120
73 NI 98.5
PROP 1980
TORQ
2000
ITT
734
AFX
NORMAL CHECKLIST MENU 1/3
BEFORE ENGINE START
ENGINE STARTING (BATTERY)
BEFORE TAXI
BEFORE TAKEOFF (RUNUP)
BEFORE TAKEOFF (FINAL ITEMS)
TAKEOFF
CLIMB
-----------------------------------------------
25
T+5.7
SXW152
( 6 9 3 5)
/ 6 9 3 5 A
KEGE
RLG
/ 1 4 0 0 0 A
-- : --
FIRE
TFC <
ABOVE
>SELECT
>
>V
V
INDEX <
FF 130 750
PRESS
TORQ FIRE
ITT PROP
OIL
122 80
TEMPC 49
110.0
830
112
TORQ
ITT
3.4
516
N1 106.0
1050
62.2
1740
Checklist Line
Advance
Checklist ON/OFF
Collins
BRT
DIM
>
FMS
DTK 251
( 6 9 3 5)
TTG
0.8NM
251
W
3
0
24
2
1
TAS SAT GS ISA 0 0 +13
o
C 15
o
C
<
RDR
TERR
F
50
WX
CHECKLIST INDEX
NORMAL CHECKLIST MENU
ABNORMAL CHECKLIST MENU
EMERGENCY CHECKLIST MENU
USER CHECKLIST MENU
RESET CHECKLIST COMPLETE HISTORY - RESET
------------------------------------------
25
T+5.7
SXW152
( 6 9 3 5)
/ 6 9 3 5 A
KEGE
RLG
/ 1 4 0 0 0 A
-- : -- ABOVE
TFC >
<
>
0
0.0
ITT
26
TORQ
0
FF
PRESS
OIL
TEMPoC
0
0
46
430
120
73 N1 98.5
PROP
TORQ
2000
ITT
800
AFX FIRE
1900
FF 130 750
PRESS
TORQ FIRE
ITT PROP
OIL
122 80
TEMPC 49
110.0
830
112
TORQ
ITT
3.4
516
N1 106.0
1050
62.2
1740
Collins
BRT
DIM
FMS
DTK 251
( 6 9 3 5)
TTG
0.8NM
251
W
3
0
24
2
1
TAS SAT GS ISA 0 0 +13
o
C 15
o
C
<
RDR
<
TERR
F
50
WX
0
0.0
ITT
26
TORQ
0
FF
PRESS
OIL
TEMPoC
0
0
46
430
120
73 NI 98.5
PROP 1980
TORQ
2000
ITT
734
AFX
RW25
( 6 9 3 5)
SXW152
KBJC
0 . 0NM
0 . 8NM
4 . 4NM
198NM
- : - -
- : - -
- : - -
CLI MB
( 6 9 3 5) 6 9 3 5 A
- : - - / 0 . 8NM :
:
:
:
25
T+5.7
SXW152
( 6 9 3 5)
/ 6 9 3 5 A
KEGE
RLG
/ 1 4 0 0 0 A
-- : --
FIRE
TFC <
ABOVE
< UPPER FORMAT
CHKLIST
FMS-TXT
OFF
FORMAT
LOWER FORMAT >
PPOS
PLAN
TCAS
GWX
FORMAT
FF 130 750
PRESS
TORQ FIRE
ITT PROP
OIL
122 80
TEMPC 49
110.0
830
112
TORQ
ITT
3.4
516
N1 106.0
1050
62.2
1740
Checklist Line
Advance
Checklist ON/OFF
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KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL
TCAS. For IFIS equipped aircraft with the XM
weather option, this format can also overlay
downloaded Nexrad radar for the 48 continu-
ous states.
MFD Window ON
MFD WIndow OFF
Figure 16-28. MFD Plan Format
To see an extended image beyond the range
arc on the MFD, the MFD window option pre-
viously discussed can be turned OFF by using
the UPPER FORMAT key (IFIS aircraft) or
the CDU (non-IFIS aircraft). This will provide
50% more range above the normal navigation
display.
The currently selected range is displayed on
the edge of the range circle. This is controlled
by the DCP and will be discussed later. This
range will always be equal to the range dis-
played on the left PFD. This will limit to the
following; 50nm if TCAS trafc has been se-
lected on the left PFD; 300nm if TCAS display
is OFF and overlays have been selected on the
left PFD or MFD; or 600nm if no overlays or
TCAS are selected on the left PFD or MFD.
Further display options for the FMS map dis-
play are controlled by the Control Display
Unit on the pedestal (see the CDU section
later in this PTM).
FMS Present Position Map
Format
The FMS Present Position (PPOS) map is a
moving pictorial of the ight. The map is cen-
tered on the airplane present position with the
current heading at the top of the display.
To see an extended image beyond the range
arc, the MFD window previously discussed can
be turned OFF, either by using the UPPER
FORMAT key (IFIS aircraft), or the CDU
(non-IFIS aircraft). This provides 50% more
range above the normal navigation display
similar to the Plan Map Format discussed ear-
lier.
The current range is displayed on the two con-
centric range arcs, controlled by the DCP. The
displayed range will always be equal to the
ranges displayed on the left PFD. This will be
limited to 50nm if TCAS trafc has been se-
lected on the left PFD; 300nm if TCAS display
is OFF and overlays have been selected on the
Collins
BRT
DIM
FMS
TAS SAT GS ISA 0 0 +13
o
C 15
o
C
< <
RDR
TERR
TERRAIN
0
0.0
ITT
26
TORQ
0
FF
PRESS
OIL
TEMP
o
C
0
0
46
430
120
73
NI 98.5
PROP 1980
TORQ
2000
ITT
734
AFX
RW25
ONLOE
RALPE
KLAS
0 . 0NM
1 . 5 NM
4 . 0NM
540NM
- : - -
- : - -
- : - -
1 6 : 2 4
KEGE
FIRE
TFC <
<
- - : - -
- - : - -
- - : - -
OBLOE
RALPE
JABAN
FATPO
CUROT
N
- - - - - - - . - LB GW
10
STORE
COMPLETE
FF 130 750
PRESS
TORQ FIRE
ITT PROP
OIL
122 80
TEMPC 49
110.0
830
112
TORQ
ITT
3.4
516
N1 106.0
1050
62.2
1740
Collins
BRT
DIM
FMS
TAS SAT GS ISA 0 0 +13
o
C 15
o
C
< <
RDR
TERR
TERRAIN
0
0.0
ITT
26
TORQ
0
FF
PRESS
OIL
TEMP
o
C
0
0
46
430
120
73
NI 98.5
PROP 1980
TORQ
2000
ITT
734
AFX
KEGE
FIRE
TFC <
<
OBLOE
RALPE
JABAN
FATPO
CUROT
N
10
JESIE
FF 130 750
PRESS
TORQ FIRE
ITT PROP
OIL
122 80
TEMPC 49
110.0
830
112
TORQ
ITT
3.4
516
N1 106.0
1050
62.2
1740
16-15 FOR TRAINING PURPOSES ONLY
1
6
A
V
I
O
N
I
C
S
FOR TRAINING PURPOSES ONLY 16-16
KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL
left PFD or MFD; or 600nm if no overlays or
TCAS are selected on the left PFD or MFD.
TCAS Information
TCAS trafc may be displayed on a TCAS-
only format, or overlayed on the PPOS format.
To overlay TCAS on the PPOS format, simply
press the TFC line select key to turn it cyan. A
TCAS message-only area will be present
below this TFC key (e.g., TCAS TEST, TA
ONLY, etc.).
The TCAS-only format can be selected by the
LOWER FORMAT key or by pressing and
holding the trafc (TFC) key for more than 2
seconds (Figure 16-29). The display is a 360 ,
heading up image that only shows trafc and
initially displays with a 10nm scale. It does not
show the weather radar, terrain, or FMS map.
Figure 16-29. MFD TCAS only
Either selection will depict nearby transpon-
der-equipped airplanes who are in close prox-
imity or who are predicted collision threats
(Figure 16-30). There can be up to 30 trafc in-
dications on the display at one time.
Figure 16-30. TCAS
The TFC line select key is only a display se-
lection and does not actually turn ON the
TCAS unit. This must be accomplished with a
separate procedure (see the TCAS section of
this PTM).
Collins
BRT
DIM
FMS
TAS SAT GS ISA 0 0 +13
o
C 15
o
C
< <
RDR
TERR
TERRAIN
0
0.0
ITT
26
TORQ
0
FF
PRESS
OIL
TEMP
o
C
0
0
46
430
120
73
NI 98.5
PROP 1980
TORQ
2000
ITT
734
AFX FIRE
TFC <
<
10
251
-10
+10
FF 130 750
PRESS
TORQ FIRE
ITT PROP
OIL
122 80
TEMPC 49
110.0
830
112
TORQ
ITT
3.4
516
N1 106.0
1050
62.2
1740
Collins
BRT
DIM
251
W
3
0
24
2
1
T AS S AT GS ISA 0 0 +13
o
C 15
o
C
< <
RDR
<
TERR
F
5
WX
2.5
T+5 .7
KEGE
0
0 .0
ITT
26
T OR Q
0
FF
PRESS
OIL
TEMP
o
C
0
0
46
430
120
73
NI 98.5
PROP 1980
T OR Q
2000
ITT
734
AFX FIRE
+10
-10
-02
TFC <
TCAS TEST
KEGE
SX W 152
( 6 9 3 5 )
/ 6 9 3 5 A
R W 25
( 6 9 3 5 )
SX W 152
KBJC
0 . 0NM
0 . 8NM
4 . 4NM
198 NM
- : - -
- : - -
- : - -
C L I MB
( 6 9 3 5 ) 6 9 3 5 A
- : - - / 0 . 8NM :
:
:
:
FM S
DTK 25 1
( 6 9 3 5)
TT G
0 .8N M
- - : - -
ABOVE
BELOW
<
FF 130 750
PRESS
TORQ FIRE
ITT PROP
OIL
122 80
TEMPC 49
110.0
830
112
TORQ
ITT
3.4
516
N1 106.0
1050
62.2
1740
Collins
BRT
DIM
251
W
3
0
24
2
1
T AS S AT GS ISA 0 0 +13
o
C 15
o
C
< <
RDR
<
TERR
F
5
WX
2.5
T+5 .7
KEGE
0
0 .0
ITT
26
T OR Q
0
FF
PRESS
OIL
TEMP
o
C
0
0
46
430
120
73
NI 98.5
PROP 1980
T OR Q
2000
ITT
734
AFX FIRE
+10
-10
-02
TFC <
TCAS TEST
+02
R W 25
( 6 9 3 5 )
SX W 152
KBJC
0 . 0NM
0 . 8NM
4 . 4NM
198 NM
- : - -
- : - -
- : - -
C L I MB
( 6 9 3 5 ) 6 9 3 5 A
- : - - / 0 . 8NM :
:
:
:
SX W 152
( 6 9 3 5 )
/ 6 9 3 5 A
FM S
DTK 25 1
( 6 9 3 5)
TT G
0 .8N M
- - : - -
ABOVE
BELOW
<
FF 130 750
PRESS
TORQ FIRE
ITT PROP
OIL
122 80
TEMPC 49
110.0
830
112
TORQ
ITT
3.4
516
N1 106.0
1050
62.2
1740
1
6
A
V
I
O
N
I
C
S
Figure 16-32. Display Control Panels
RADIO CALL
N350KA
ON
+
+
DOWN
LOCK
REL
HD LT
TEST
HYD FLUID
SENSOR
STROBE
TAIL
FLOOD
OFF
BEACON
GEAR
DOWN
TEST
LANDING
GEAR
RELAY
FUEL VENT MANUAL AUTO
PROP WSHLD ANTI-ICE
NORMAL
HI
SURFACE
BRAKE
DEICE
ENG
AUTO
IGN
GEN
RESET
ON
OFF
AVIONICS
MASTER
POWER
EXT
PWR
DEICE
SINGLE
MANUAL LEFT RIGHT
STALL
WARN PITOT
RIGHT LEFT PILOT
ARM
OFF
LEFT
LEFT RIGHT
ENGINE ANTI-ICE
AUTOFEATHER PROP TEST
ON
OFF
OFF OFF
ON LEFT RIGHT
STARTER ONLY OFF
ARM GOV
GND IDLE
STOP
TEST
ON
OFF
ON
TEST
OFF
EMER
OFF
NORM
OFFRESET
ACTUATORS
STANDBY
BUS SENSE
RESET
GEN TIES
MAN CLOSE
MAIN
TEST
BAT L GEN R GEN
OPEN
RIGHT
COPILOT
LDG GEAR CONTROL
UP
DN
OFF
ICE PROTECTION
OFF
+
IGNITION AND
ENGINE START
PARKING BRAKE
ESIS
BAT BUS
2 1 DME
2 PA
XMIT
PA
T S
2
1
NORM
MIC
OXY
1 NAV
2 1 COMM
2 1 ADF AUTO
COMM
SPKR
VOICE
IDENT NORM
AUDIO
ALTN B
O
T
H
MKR
INPH
2 1 DME
2 PA
XMIT
PA
S T
2
1
NORM
MIC
OXY
1 NAV
2 1 COMM
2 1 ADF AUTO
COMM
SPKR
VOICE
IDENT NORM
AUDIO
ALTN B
O
T
H
MKR
INPH
Collins Collins
Collins Collins
M
1/2
DME-H
IDENT
Collins BRT MENU
ADV
DATA MENU
ADV
DATA
V O L
VOL
F
PRESET
TERM
TERR
RDR
FORMAT
TERRAIN
TA ONLY
0.8NM
HDG 329
(8215)
100
ACC.03
V1
103 VR
107 V2
29.92IN
MIN 10200 BARO
16000
8215
FMS
ET
COM1 118.85 COM2 121.90 ATC1 0511 UTC 20:03
12.5
25
RAT 1 C
V
DBL
13.6NM
VOR1
1
1
2
4
2
4
HDG PTCH
FMS ALTS
20
10
10
8000
60
80
800
0
138
082
7820
40
00
BRT
DIM
BRT
DIM
700
900
600
170
30
W
N
3
329
BARO
RANGE TILT
S T D
PUSH
GCS
REFS
NAV/BRG
RADAR
T I L T
AUTO PUSH
NOSE
L R
PROP
SYNC
EMER
FREQ
GND
COM
NORM
DG
FREE
NORM
DG
FREE
LDG GEAR
WARN TEST
OFF
STALL
WARN TEST
OVERSPEED
WARN TEST
OFF
WINDOW
DEFOG
LOW
MAN COOL
ENVIRONMENTAL
COCKPIT
AUTO INCR INCR
BLOWER TEMP
MODE
MAN
HEAT AUTO
OFF ELEC
HEAT
ENVIR
BLEED AIR
NORMAL
DECR
MAN TEMP
INCR
PNEU & ENVIR OFF
ENVIR
OFF
BLEED AIR VALVES
LEFT OPEN RIGHT
CABIN DIFF
WARN TEST
CABIN ALT WARN
TEST SILENCE
OFF
OFF
EXT
DET
ENG FIRE TEST
NORM
AHRS SLEW
+ 2 1
NORM NORM
ADC
2 1
NORM 2
PILOT
DISPLAY
MFD PFD STBY
SLEW
+
TUNE
RTU CDU
DISABLE
RMT TUNE
NORM
ATC
1
G/S
INHIB
ACTIVE
TERR
INHIB
ACTIVE
STEEP
APPR
ACTIVE
FLAP
OVRD
ACTIVE
BARO
RANGE TILT
S T D
PUSH
GCS
REFS
NAV/BRG
RADAR
T I L T
AUTO PUSH
29.92 in 13.6NM VOR1
057CRS
0KTS 0MIN
7500
8000
80
60
10 10
10 10
33 N 30
20
00 78
1
40
9
COM1
118. 85 123. 80
113. 00
NAV1
ATC 1 ADF
108. 50
0511 350. 0
ENG FIRE
F/W VALVE PUSH
CLOSED
ENG FIRE
F/W VALVE PUSH
CLOSED
DISCHARGED
EXTINGUISHER
PUSH
DISCHARGED
EXTINGUISHER
PUSH
L FUEL PRES LO CABIN ALT HI CABIN DIFF HI
DOOR UNLOCKED
L OIL PRES LO
R FUEL PRES LO
R OIL PRES LO
L BLEED FAIL R BLEED FAIL
CRS1
DI RECT
PUSH
CRS2
DI RECT
PUSH
SPEED
I A S / MACH
PUSH
FD VS DOWN
UP
VNAV
NAV HDG
HDG
APPR ALT FLC
1/2 BANK
YD AP
YD/AP DISC
FD
CPL
Collins
ALT
CA N C E L
P U S H SYNC
PUSH
O
F
F
A
U
T
O
O
F
F
CABIN
AUTO INCR INCR
BLOWER TEMP
DOWN
UP
20 2
1 4
2
1 4
6 0
.5
.5
80
60
FLAPS TAKEOFF AND APPROACH
CABIN CLIMB THDS FT PER MIN
0
5
10
15 20
25
30
35
40
1
2
3
4 5
6
7
ALT 1000 FT
L PROP PITCH CABIN ALTITUDE LDG/TAXI LIGHT PASS OXYGEN ON AIR COND N1 LOW R PROP PITCH
L ENG ICE FAIL L FUEL QTY ELEC HEAT ON EXT PWR R FUEL QTY R ENG ICE FAIL
L CHIP DETECT L NO FUEL XFR BAT TIE OPEN DUCT OVERTEMP R NO FUEL XFR R CHIP DETECT
L DC GEN L GEN TIE OPEN HYD FLUID LOW RVS NOT READY R GEN TIE OPEN R DC GEN
L IGNITION ON L ENG ANTI-ICE FUEL CROSSFEED R ENG ANTI-ICE R IGNITION ON
WING DEICE L BK DEICE ON MAN TIES CLOSE R BK DEICE ON TAIL DEICE
L BL AIR OFF AUTOFTHER OFF OXY NOT ARMED RUD BOOST OFF R BL AIR OFF
PROP GND SOL L PITOT HEAT R PITOT HEAT
L
I
G
H
T
S
L
I
G
H
T
S
O
F
F
N
O
R
M
O
F
F
2
LANDING TAXI ICE NAV RECOG
LEFT RIGHT
50
0 100
80 FLIGHT
HOURS 1/10
VACUUM
INCHES OF MERCURY
0
500 10001500
2000
PSI
OXYGEN SUPPLY PRESSURE MADE IN USA
USE NO OIL
PNEUMATIC
PRESSURE
0 20
10
PSI 3 4 5
6
35k
15k
MASTER CAUTION MASTER WARNING PRESS TO RESET
MASTER
CAUTION MASTER
WARNING
ACC .
PRESS
T O T E S T
Collins
BRT
DIM
1.4NM
HDG 329
(8215)
TTG
FMS
GS 0 ISA TAS 0 SAT 12 C +13 C
TERR
RDR
TA ONLY
TFC F
12.5
50
30
W
N
3
329
--:--
0.6NM KASE
CLIMB
(8215) 8215A
-:--/ 1.4NM
-:-- : 1.4NM (8215)
-:-- : 2.6NM (8700)
-:-- : 169NM KCOS
PRESS TO RESET PRESS TO RESET
PRESS TO RESET
FF 130 750
PRESS
TORQ FIRE
ITT PROP
OIL
122 80
TEMPC 49
110.0
830
112
TORQ
ITT
3.4
516
N1 106.0
1050
62.2
ON ON 121.5
CABIN AIR
SELECT
PUSH
SELECT
PUSH
DBL LINDZ
J206
J10-1
(8215)
/8215A
(INTC)
KASE (8700) JNETT
GLENO
/16000A
1740
< PRESET
CRS 057
FORMAT
ATC UTC RAT COM1 COM2 oC
< <
RDR
TERR
TERR < ET
F
2 1
2 4
w
30
33 N
3
6
E
1 2
1 5 S
ALT
ATT
IAS
AHS2
ADC2
VS
FD
RA
DCP TCAS FAIL
GPWS
FMS
PULL UP
GND PROX
LOC1
TRIM
XTLK
XAHS
XADC
ENG1
ENG2
HDG
GS LOC
HDG
IAS
V
N
V
ATT
ALT
AP
A
29.88IN
5
<
R
T
S
T
S S E R PP
<
<
DME 1 2
AV N 1
OXY
MIC
NORM
1
2
S T
PA
XMIT
PA 2
COMM 1 2
FMS
5 25
30 30 00
WWWWWWW
2255 22555 2555
V O L
10
10
2
AL
107 V
R 103 V
1
03
V
80
. C AC
100
(8215)
329 HDG
.8NM 0
TERM
2
FMS
PTCH HDG
20
0
60
170 170
WW
30
329 329
EE S
EEE
SSSE RRRE RE OO T SSS SSS SS SS EE RR P TT SSS EEE RRRE OO TT SS SS SSS EE RRRRE RE RE PP
<
Collins
8215
ATA D
ADV
MENU
BARO
38
NNN
2
TS
000 16
MIN 10200 BARO
29.92IN
4 000
2
4
2
1
1
PTCH
700
8
900
82
00 00
40 40
20 8 7
600
3
NN
HH S P H U P
DD TT D SS T
REFS
V/BRG NAAV/BRG
A
G/S
ACTIVE
INHIB IB
G/S
A
TERR
ACTIVE
INHIB B
TERR
AACTIVE
APPR PR
STEEP
AACTIVE
OVRDD
FLAP
CRS1
FD
H P S U P
T EC EEC RR I R I R DDDI
UP
DOWN VS
V VNAAV
TT
FMS
TTG
(8215) (
TTG
329 HDG
.4NM 1
W
30
KCOS
329 3 9
169NM : -:--
(8700)
(8215)
2.6NM : -:--
( )
(8700)
1.4NM : -:--
-:--/
8215A (8215)
CLIMB
KASE 0.6NM
--:--
830
10.0 1
PROP ITT
FIRE ORQ T
516
3.4
ITT
ORQ T
62.2
1050
106.0 N1
1740
H SH U P
T CCT E L EEL SSE
<
N350KA
RADIO CALL
ADV
M
IDENT
DME-H
Collins B
123. 80
BRT MENU
BARO
H S U P
D T D SS T
REFS
V/BRG NAAV/BRG
000
29.92 in
8
500 7
60
N
80
9
30 333 N 0
78000
20 40
18. 85 1
COM1
V1 NA
CRS2 SPEED
H US U PP
T EC EEC RR I R I R DDDI
AV
H P S U P
H CCCH A S AC M // M S /
AAA S
I
NNAV
HDG
HDG APPR LT A FLC
1/2 BANK
YD AP FD
DISC YD/AP
CPL
Collins
LT A
HSU S HUP
E LEE LCN C E
NA CA N
C
H
N
S U PPU
C NC Y S
S T SS T EE T O
Collins
3
N
1.4NM -:--/
8215A
2 11 49 TEMPC
80 122
OIL
FIRE
PRESS
750 130 FF
H S U P
T CCT E L EEL SSE
<
1
1
OXY
C MI
NORM
1
2 PA
T XMI
PA
1
ns
.
Colli
ATA D
BARO
VOL
HH
DD
REFS
V/BRG
T
TTT
SE SE O EE RR O TTT SS PRES ES PR
C AC
CRS 057
SE SE T RE R OO TTTO TO S S ES E RR PP
H
T CCT
P
LT VS
T
IAS
6
3
N 33
30
5
AT FD
A
LT IAS
AHS2
ADC2
RA
AIL TCAS F P DC
GND PROX
G
UP PULL
GPWS
XTLK
IM TR
LOC1
HS XA
DC XA
G1 EN
G2 EN
HDG
GS G LOC
G D H
V
N
V T T A
N
A
A
A
29.88I
<
DME 2
AV N
T S
2
COMM 2
<
ON
RIGHT
OPEN
R GEN GEN L AT B
TEST
MAIN
MAN CLOSE
TIES GEN
RESET
BUS SENSE
ANDBY ST
ORS T ACTUAT
NORM
OFF
EMER
OFF
TEST
ON
OFF
ON
TEST
OP ST
GND IDLE
GOV ARM
OFF Y ARTER ONL ST
RIGHT LEFT ON
OFF OFF
OFF
ON
TEST PROP THER OFEAT AUT
ANTI-ICE NE ENGI
RIGHT LEFT
LEFT
OFF
ARM
PWR
EXT
WER PO OW
MASTER
VIONICS AV
OFF
ON
RESET
GEN
IGN
O AUT
ENG
ART NE ST ENGI
AND IGNITION
T BUS BAT
ESIS
ARKING BRAKE PPARKING BRAKE
H
T
O
B N LT A
AUDIO
NORM IDENT
VOICE
O AUT ADF 1 2
INPH
MKR
PRESET
12.5 1112222 5555 1112222 5555 1112222..555
COMM
SPKR
F
20:03 UTC 1 051 TC1 AT 18.85 1 COM1
ET
VOR1
.6NM 13
DBL
V
M
R
O
N
OFFRESET
<
LI O
(8215) KASE (8700) (8215) (8700) AS ( KASE
DN
UP
LDG GEAR CONTROL
LOT COPI PILOT LEFT RIGHT
T O PIT W
ALL ST
RIGHT LEFT MANUAL
LE NG SI
DEICE
DEICE
BRAKE
ACE SURF FACE
HI
NORMAL
ANTI-ICE WSHLD PROP
O AUT MANUAL
Y RELA
GEAR
LANDING
TEST
DOWN
GEAR
BEACON
OFF
D FLOO
AIL T
STROBE
SENSOR
HYD FLUID
TEST
T HD L
REL
LOCK
DOWN
+
OFF
PROTECTION ICE
OFF
Y
Collins
SYNC
T
ONL A T
TERRAIN
T FORMA AT
RDR
TERR
C 1 AT R 121.90 COM2
TIL LT RANGE
GCS
RADAR
H S U P O AUT
T L I TT I
ON ON
L R
PROP
FREE
L
NOSE E
DG
NORM
+
SLEW
STBY
FLAPS
UP
DOWN
F
F
O
F
F
O
S
T
H
G
I
L
S
T
H
G
I
L
2
RIGHT
AV
FUEL VENT
RIGHT LEFT LEFT
RECOG AV NN ICE AXI T NG LANDI
ARN
AT S 0 S TA 0 GS
F
50
12.5
W
J206
(
82
82 AS 82 87
NTC)
DBL /16000A 0A
(INTC) C)
(
82
87
(INTC)
/
)
/8215A
(8700)
0 /16000A
( )
000
GGLENO LENO GLENO E NDZ
<
O
LEFT
FREQ
T
1/2
13. 00
121 21.5
EMER
COM
OO
GND
FREE
BLEED
PNEU & ENVI
NORMAL
AIR BLEED
R ENVI
HEA HEAT
ELEC OFF
O AUT HEA HEAT
MAN
MODE
TEMP BLOWER
NCR I NCR I O AUT
T COCKPI
AL RONMENT ENVI
COOL MAN
LOW
O
DG
NORM
AHRS
NORM
ADC
NORM NORM
1 2
Y DISPLAY
PILOT
2 NORM
1 2 PFD MFD STBY +
SLEW
CDU RTU
TUNE NORM
RMT TUNE
SABLE DI
1
C T AAT
TIL
GCS
RADAR
H SSH U PPU
O UT A
T LL T I TT I
1
V1 NA
TC 1 TC 1 AA ADF ADF
350. 0 1 051
108. 50
T
U
A
TEMP BLOWER
NCR I NCR I O AUT
N CABI APPROACH
THDS FT PER MIN
T F 0 0 000 1 T LLT A
7
6
5 4
3
2
1
40
35
30
25
20 15
10
5
0
CABIN CLIMB
.5
ANDFF AKEO T
60
80
20
.5
0 6
4 1
2
4 1
2
UP
DOWN
Y ONL A T
RDR
TERR
C +13 C 12 ISA
TFC
3
J10-1
JN JNETT J
<
+
+
H
T
O
B TN AL
O AUDI
NORM DENT I
CE VOI
O AUT 1
MKR
<
COM
Collins
RANGE
TEST
COMM
SPKR
OON
GND
FIRE ENG
DET
EXT
OFF
OFF
LENCE SI TEST
ARN W T AL N CABI
TEST ARN W
FF DI N CABI
RIGHT OPEN
VES AL AIR VA BLEED
OFF
R ENVI
OFF R PNEU & ENVI
NCR I
TEMP MAN
DECR T
ELEC
T
DEFOG
NDOW WI
OFF
TEST ARN W
OVERSPEED
ARN TEST W
ALL ST
OFF
ARN TEST W
GEAR LDG
GCS
RADAR
H
O
T
F
F
O
F
F
O
80
1/10 HOURS
FLIGHT 100 0
50
Y F MERCUR INCHES O
ACUUM VVACUUM
15 5k
35k
66
5 4 3
AIR CABIN
C o COM2 COM1 AT RRAT UTC C AT
T FORMA
PRESET <
F
ET < RR TE
RR TE
R RD
FMS
S1 5
1 2
E
w
2 4
2 1
5
<
O
ADF 2
NPH I
1/10 OIL
FLIGHT
USE NO
MADE IN USA PRESSURE Y SUPPLLY OXYGEN
PSI
2000
1500 1000 500
0
PSI
10
20 0
PRESSURE
TIC PNEUMA
Graphical Weather (IFIS
equipped aircraft only)
Another possible format is the dedicated
graphical weather page. The options available
here depend on the chosen weather provider.
See the aircraft documentation and the IFIS
section of this manual for more information.
Lower Display Information
At the bottom of the MFD is a line of infor-
mation that always contains the following
items: GS, TAS, SAT, ISA (Figure 16-31). The
Ground Speed (GS) indication is derived from
the FMS. Should the FMS fail, the GS indica-
tion will be removed. True Airspeed (TAS),
Static Air Temperature (SAT) and ISA devia-
tion (ISA) are all derived from the ADC.
Should the ADC fail, these indications will be
removed.
DISPLAY CONTROL
PANELS (DCP)
Display control panels are vertical panels lo-
cated adjacent to each PFD (Figure 16-32).
The DCP and the bezel mounted line select
keys on each PFD provide the primary pilot
interface to control the ight displays. The left
display control panel (DCP 1) provides con-
trol for PFD 1 and the MFD. DCP 2 controls
only PFD 2. All menus and pages controlled
by the DCP will time out after 10 seconds if
there is no activity. This will return the PFD to
the main display.
Figure 16-31. MFD Lower Display
Information
BRT
DIM
TAS SAT GS ISA 0 0 +13
o
C 15
o
C
< <
RLG
/ 1 4 0 0 0 A
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The two versions of the DCP (IFIS and non-
IFIS) are shown in Figure 16-33. (Information
for Weather Radar controls are found in this
chapter).
Figure 16-33. Display Control Panel (DCP)
BARO Knob
Rotating the BARO knob adjusts the altime-
ter setting for the on-side altimeter. The cur-
rent altimeter setting is displayed below the
PFD altitude scale. Altimeter settings are in-
dependent for each side and a yellow under-
line will appear below the altimeter setting
when they are different by more than .02Hg
(Figure 16-34). Single pilot operations will re-
quire a manual setting of each DCP baromet-
ric knob. The altimeter setting has the range of
22.00 to 32.50Hg.
In ight regions where the barometric setting
is given in hPa this setting can be changed. For
IFIS aircraft, the DCP is used to change the
units for the barometric setting using the
REFS button. In non-IFIS aircraft a switch la-
beled IN/hPa located on the overhead panel,
and can select between inches of Hg and hPa
(Figure 16-35). When using hPa units, the yel-
low underline will appear when the altimeter
settings are different by more than 1 hPa. The
range for this mode is 745 to 1100hPa.
Figure 16-34. Barometric Setting with
Yellow Underline
Figure 16-35. IN/hPa Switch
BARO PUSH STD Button
When pushed, the standard altimeter setting
QNE is selected and STD will be displayed
in lieu of the pressure setting. The cyan prese-
lect altitude above the altitude display will dis-
play a ight level (FL) format when this button
is pushed (e.g., 22,000 will be displayed as
FL220; 8,000 will be FL80) (Figure 16-36 ) . To
return the setting to normal units, turn the
Baro Knob and select the new altimeter set-
ting.
non-IFIS IFIS
14000
6
60
540
20
400
600
700
1
2
4
4
2
1
30. 16I N
<
1
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E
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Figure 16-36. Barometric Setting with STD
REFS Button
The REFS button will bring up a menu on the
respective PFD (Figure 16-37).
Figure 16-37. PFD REFS Menu Page 1 of 2
REFS Page 1
With this menu, it is possible to control the dis-
play of selected V-speeds, radio altitude height
minimums (RA MINS), and MDA/DA mini-
mums (BARO MINS) shown on the PFD.
Menus are controlled with the knob at the cen-
ter of the DCP (Figure 16-33). For IFIS air-
craft, there are two concentric knobs labeled
MENU ADV and DATA. The PUSH SE-
LECT feature of the DATA knob will enter
data or choose items from the avionics selec-
tions.
For non-IFIS aircraft, there is a single knob la-
beled MENU ADV. This knob has a button la-
beled PUSH MENU SET that will enter data
or choose items from the avionics selections.
The left side of the menu contains V-speeds.
Beginning from the bottom, the pilots can set
V1, VR, V2 and VT. Speeds will show up on
both PFDs so only one pilot needs to set the
values. Additionally, the setting of one value
will affect the remaining values in this rela-
tionship:
V2 VR V1.
VT is a general purpose target speed that is
not affected by the takeoff related V-speeds.
For IFIS equipped aircraft, the values are set
by placing the cyan box cursor around the de-
sired label. This can be accomplished by press-
ing the adjacent line select key on the PFD or
by rotating the MENU ADV knob until the
cursor covers the desired value. Once the cur-
sor is set, rotate the DATA knob to set the de-
sired value. To move to the next item, repeat
the steps listed above.
For non-IFIS equipped aircraft, the values are
set by placing the cyan box cursor around the
desired value to be changed. This can be
moved by pressing the adjacent line select key
or by rotating the MENU ADV knob. This
cursor must ash to indicate the value is set-
table. If the cursor was moved by pressing the
adjacent line select key on the PFD the cursor
will automatically begin ashing. If the cursor
was moved with the MENU ADV knob then
the PUSH MENU SET button must be
Collins
BRT
DIM
10
10
20
HDG PTCH
ALTS
14000
6
60
540
20
400
600
700
1
2
4
4
2
1
30. 16I N
FMS1
DTK 251
(6935)
0.8NM
25
251
W
3
0
24
2
1
ATC1 UTC RAT 4336 14:41 15
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<
140
80
60
6935
TERM
50
ACC-.02
0
FMS
RADAR ON
144
069
<
<
REFS1/2 REFS1/2
<
<
<
<
<
VT
V2
VR
V1
160
160
2980
VREF
BAROMIN
RAMIN
200
117
106
V2
V1
110
117
106
FL250
6
60
540
20
400
600
700
1
2
4
4
2
1
STD
<
1
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KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL
pressed to get the cursor to ash. Once it is
ashing, the MENU ADV knob can be used
to change the value inside the cursor instead
of moving the cursor. To move on to the next
V-speed press the line select key next to the
subsequent V-speed and rotate the MENU
ADV knob to change the value. Alternatively,
press the PUSH MENU SET button to stop
the cursor from ashing and move the cursor
to the desired value with the MENU ADV
knob.
For both aircraft installations, these speeds
must be cyan in order to be shown on the air-
speed display. They will turn white (dese-
lected) by pressing the PUSH SELECT
feature of the DATA knob (or by pressing and
holding the PUSH MENU SET button for
non-IFIS aircraft). Once they are cyan, a list
appears below the airspeed display while on
the ground. The display contains all but the VT
setting. V-speed settings will also appear as ref-
erence bugs on the airspeed display (Figure
16-38).
Figure 16-38. PFD V-Speeds
The right side of the menu contains the num-
bers used for landing. The barometric mini-
mum (BARO MIN) value and the radio al-
timeter minimum (RA MIN) value will be
identical on both pilots displays. Only one
pilot needs to set the values.
Setting RA MIN will create a hollow bar on
the altitude tape the length of the value cho-
sen. For instance, setting 200 feet will create a
bar starting from radio altitude Zero up 200
on the altitude tape. Radio altitude Zero is
the point where the altimeter changes from
blue to brown (Figure 16-39) .
Figure 16-39. Radio Altitude Minimum
The change of altimeter color is solely based
off of the radio altimeter. It is not dependent
on putting in the RA MIN number and will al-
ways display when the radio altimeter is oper-
ational. It would not display if the radio
altimeter were inoperative. The RA MIN ref-
erence is not used as a desired minimum ref-
erence since the King Air B350 is certied only
to CAT I minimums.
Setting BARO MIN is the desired minimum
reference altitude. This will create a cyan bar
across the altitude tape at the altitude selected
(Figure 16-40).
<
140
80
60
TERM
ACC-.02
T
117
110
106
V2
VR
V1
14000
6
60
540
20
400
600
700
30. 16I N
Radio Altitude
Zero
MI N 200 RA
RAD
Minimum
Altitude
Radio Altitude
Minimum Setting
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Figure 16-40. Barometric Minimum
An additional benet of setting BARO MIN
is that the altitude preselector can be set to the
exact BARO MIN value. For example, if
BARO MIN is set to 1830, the preselected al-
titude can now be set to 1830 to allow for au-
topilot capture at the desired MDA. The
BARO MIN can be set to the nearest ten feet
of altitude.
Both RA MIN and BARO MIN will generate
a MINIMUMS aural callout and ashing
MIN annunciator on the PFDs (Figure 16-41).
If the aircraft continues below the values, the
RA MIN hollow bar will turn yellow or the
BARO MIN altitude bar will turn yellow. The
minimum reference displayed is the last one
adjusted (e.g., if RA was set rst and then
BARO, the BARO minimums are the only
ones displayed). For non-IFIS equipped air-
craft each pilot can choose to display BARO
MIN or RA MIN independent of the other
pilot. However, if each pilot sets a different
reference (one shows BARO MIN and the
other RA MIN) the MINIMUMS aural call-
out will occur at the rst value achieved.
The last option on the right side of the menu is
VREF. This acts just like the V-speeds dis-
cussed earlier. Once one pilot adjusts the value
it will turn cyan for both pilots and will place
a bug on both airspeed tapes.
Figure 16-41. Minimums Annunciator
REFS Page 2 (IFIS-equipped aircraft)
For IFIS equipped aircraft, there is a second
page to the REFS menu (Figure 16-42). This is
accessed by pressing the REFS key a second
time.
Figure 16-42. PFD REFS Menu Page 2 of 2
6720
6
60
540
20
400
600
700
30. 16I N
MI N 6720 BARO
BARO
Minimum
Altitude
barometric
minimum
setting
10
10
20
GS
14000
6
60
540
20
400
600
700
1
2
4
4
2
1
30. 16I N
<
6935
E
350
4
w
251
MIN
MI N 6600 BARO
1
Collins
BRT
DIM
10
10
20
HDG PTCH
ALTS
14000
6
60
540
20
400
600
700
1
2
4
4
2
1
30. 16I N
FMS1
DTK 251
(6935)
0.8NM
25
251
W
3
0
24
2
1
ATC1 UTC RAT 4336 14:41 15
o
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<
140
80
60
6935
TERM
ACC-.02
0
FMS
RADAR ON
144
069
<
REFS2/2 REFS2/2
<
<
<
PRESSURE
METRICALT
FLALERT
FLTDIR
HPA IN
ON OFF
ON OFF
V-BAR X-PTR
50
117
106
V2
V1
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KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL
The PRESSURE option allows the altimeter
setting units to change from HPA (hectopas-
cals) to IN (inches of mercury). This will affect
both pilots and cannot be set independently. It
does not affect the standby unit which will
have to be adjusted separately.
The METRIC ALT selects the display of met-
ric altitudes ON or OFF above the altimeter
display (Figure 16-43). This setting does not
change the feet presentation on the actual al-
timeter tape. This action will affect both pilots
displays and cannot be set independently.
Figure 16-43. Metric Altitude
The FL ALERT turns the advisory ashing of
altimeter setting ON or OFF. The setting will
ash when passing through transition altitude
18,000, or transition level FL180. A change of
the altimeter setting or pressing the center
STD button will stop the advisory ashing.
This transition level trigger cannot be changed
to a value other than 18,000.
Finally, the FLT DIR line will change the ight
director image changing it from a v-bar pres-
entation to a cross-pointer (X-PTR) presenta-
tion (Figure 16-44). This change will affect
both pilots and cannot be set independently.
Figure 16-44. Flight Director Formats
For non-IFIS equipped aircraft this page 2
does not exist but most of the features are ac-
cessed with external switches located on the
overhead panel. How they affect the PL21 sys-
tem is discussed in the altimeter section of the
PFD.
MENU ADV Knob (IFIS)
The MENU ADV knob moves the menu cur-
sor around the displays.
DATA Knob (IFIS)
The DATA knob will change the value inside
the menu cursor.
PUSH MENU SET (IFIS)
The PUSH MENU SET feature will enter or
accept selected items in the menu cursor.
MENU ADV Knob (non-IFIS)
The MENU ADV knob accomplishes two
tasks. When the menu cursor is ashing, this
knob is used to change the value inside. When
the menu cursor is not ashing, this knob is
used to move the cursor around the display to
position it on another item.
PUSH MENU SET (non-IFIS)
The PUSH MENU SET button will start the
menu cursor ashing on the rst press. The sec-
8
60
040
20
900
100
200
1
2
4
4
2
1
1018HPA
<
<
1
6935
4000M
2450M
METRIC
10
10
20
0
10
10
20
0
V-BAR X-PTR
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KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL
ond press will enter the information and stop
the cursor from ashing. This will also change
the value of items where they are just two op-
tions inside the cursor (e.g., ON / OFF).
NAV/BRG Button
Pressing the NAV/BRG button displays the
NAV SOURCE and BRG SOURCE menus
on the PFD (Figure 16-45). The navigation
source (NAV SOURCE) section is on the left
side of the menu and allows selection of the
appropriate active navigation source. Each
press of the left line select key will cycle the
options. For IFIS aircraft the DATA knob on
the DCP will also cycle the options. On non-
IFIS aircraft the cursor can be placed with the
MENU ADV knob and then press the PUSH
MENU SET button to select the appropriate
navigation source. Caution must be used when
manipulating this NAV SOURCE because it
will immediately change the active navigation
display.
Figure 16-45. PFD NAV BRG Menu
The bearing source (BRG SOURCE) section
is on the right side of the menu and allows se-
lection of the appropriate bearing pointers.
Two pointers can be displayed; a magenta sin-
gle-needle pointer; and a cyan double-needle
pointer. The magenta needle will only point to
the #1 navigation systems (e.g., VOR1, ADF1,
FMS1). The cyan needle will only point to the
#2 navigation systems (e.g., VOR2, ADF2,
FMS2). The exception is when there is only
one FMS installed. In this case, both needles
can be selected to that single FMS. Selection
is accomplished by pressing the appropriate
line select keys. These selections are inde-
pendent for each pilot. For IFIS aircraft, the
DATA knob will also cycle the options. For
non-IFIS aircraft the cursor can be placed with
the MENU ADV knob and then press the
PUSH MENU SET button to select the ap-
propriate bearing source.
Once the bearing pointers are chosen, an in-
formation area will appear on the bottom left
corner of the PFD (Figure 16-46). The follow-
ing labels are possible: V (VOR); F (FMS); A
(ADF). Below the V will appear the fre-
quency of the VOR. If DME is available, the
station identier will replace the frequency
once the identication is received from the
DME. Additionally, the DME to the station
will appear next to the V.DME information
will not display if the radio is on DME hold or
the active navigation source is the same VOR.
In both cases the DME will appear up by the
active navigation source.
Figure 16-46. Bearing Pointer Information
Collins
BRT
DIM
10
10
20
FMS1 VPTCH AP
ALTS
5000
5
20
100
80
000
900
200
300
1
2
4
4
2
1
300
30.16IN
MIN 200 RA
FMS 1
DTK 301
ICT
4.1NM
25
301
3
3
N
W
2
4
ATC1 UTC RAT 1200 16:42 - 4
o
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< <
185
180
160
120
V
T
DN
100
14
1
0
3200
17
NAV
SOURCE
<
<
FMS1
FMS2
LOC1
VOR2
BRG
SOURCE
OFF
FMS
ADF1
OFF
FMS
VOR2
ADF2
PRESET
VOR1
F
ATC1 UTC RAT COM1 COM2 121.800 4336 125.250 1
<
1
ET
V
E
1
2
1
5
S
4.1NM
SXW
V ----NM
SXW
<
<
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KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL
The active FMS x name and distance to that
x will appear next to the F. The ADF fre-
quency will appear next to the A.
RADAR Button
The RADAR button displays the weather
radar menus on the PFD. See the Weather sec-
tion of this manual.
GCS Button
The GCS button controls the ground clutter
suppression selection of the weather radar. See
the Weather section of this manual.
TILT Control
The TILT knob controls the weather radar an-
tenna tilt angle. See the Weather section of this
manual.
RANGE Knob
The RANGE knob controls the display range
shown on the PPOS map, North-up Planning
Map, and TCAS only Display. The selected
range annunciations are shown on the PFD
and MFD as discussed above.
INTEGRATED AVIONICS
PROCESSOR SYSTEM
(IAPS)
The Integrated Avionics Processor System
(IAPS) provides system integration and oper-
ating logic for most systems that make up the
ProLine 21 avionics. This unit is installed in the
nose of the aircraft in the avionics bay (Figure
16-47). It consists of two sections; the No. 1
(left) section monitors the No. 1 aircraft sys-
tems while the No. 2 (right) section monitors
the No. 2 systems. Each section is powered by
a dedicated power supply. Fans control the
temperature of each unit to eliminate sus-
tained overheating which would cause an au-
tomatic shutdown of the respective power
supply. Additionally, the power supply opera-
tion is inhibited in extreme cold temperatures
below -40C.
Each IAPS section contains the Flight Guid-
ance Computers (FGCs) and the Flight Man-
agement Computers (FMCs) for the
respective side.
Figure 16-47. IAPS
AIR DATA COMPUTERS
(ADC)
Two digital Air Data Computers (ADC 1 and
ADC 2) convert raw dynamic ight data into
electronic signals for use by various airplane
systems (Figure 16-48). The ADCs generate
independently and are supplied with the fol-
lowing inputs:
Ram air pressure from the onside pitot
mast
Static pressure from the static ports
Air tempe rature
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Figure 16-48. ADC
Each ADC supplies its onside systems (the
MFD is supplied from ADC 1). Reversionary
switching allows use of the cross-side ADC as
a backup. In the reversionary ADC mode, the
selected ADC supplies all systems.
Each ADC processes the data and provides
electronic signals to the following systems and
components:
EFIS
Displays the following information
Uncorrected Pressure Altitude
Baro-Corrected Altitude
Vertical Speed
Airspeed (KIAS & KCAS)
Indicated Airspeed Trend Vector
Mach Number
Maximum Airspeed (V
MO
/M
MO
)
True Airspeed
Ram Air Temperature (RAT)
Static Air Temperature (SAT)
ISA Deviation Temperature
Wind Direction and Speed Vector
Attitude and Heading Reference Sys-
tems (AHRS)
Integrated Avionics Processor Sys-
tem (IAPS)
ATTITUDE AND HEADING
REFERENCE SYSTEM
(AHRS)
The Attitude and Heading Reference System
(AHRS) provides pitch, bank, and magnetic
heading data to the onside displays (Figure 16-
49).
Figure 16-49. AHRS
Magnetic heading information is obtained
from separate magnetic sensors located in op-
posite sides of the horizontal stabilizer. Com-
pensator units automatically correct for
magnetic interference within the airplane or
due to sensor error.
Attitude information is obtained from two at-
titude and heading computers (AHC). Each
system includes an inertial measurement unit
(IMU) that monitors angular rates and accel-
erations about the airplane axes. The IMU
does not provide self generated navigation po-
sition. The AHC processes IMU data to de-
termine airplane pitch and bank attitude.
Each AHC is provided with a primary and sec-
ondary power supply for redundancy. If the
secondary power supply should fail, the pri-
mary power supply will continue powering the
AHC. After 10 minutes of operation on pri-
mary power only,the primary power supply
will cease operating. The power loss to the
AHC will result in a total failure of that AHC.
There will be no indication, except from a pos-
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sible tripped circuit breaker. This indicates a
failure of the secondary power supply. If the
primary power supply should fail, the AHC
will immediately fail. In either case, the cross-
side AHC may then be selected using the
AHRS reversionary switch to regain AHRS
information on the affected side.
The output of each AHRS is supplied to the
integrated avionics processor system (IAPS)
for distribution to the appropriate display or
component. AHRS 1 data is displayed on the
pilot displays while AHRS 2 data is displayed
on the copilot display. Each AHRS can pro-
vide reversionary support to the other. The
AHRS switch on the reversionary control
panel controls reversionary operation.
Compass controls are provided for control of
the slaving operations for the pilot and copi-
lot compass systems. The controls are labeled
DGFREENORM and SLEW + / (Figure
16-50) . The DG switch selects whether the re-
spective heading is slaved to the compass
(NORM) or acting as an unslaved, free unit
(FREE). When the FREE Mode is selected,
the pilot can manually adjust the heading by
moving the SLEW switch to either the + or
position.
Figure 16-50. Heading Slave and Slew
REVERSIONARY
OPERATIONS
AFD Reversion
The pilots PFD and the MFD are designed to
provide reversionary support to each other in
the event of a single display failure. Rever-
sionary display switching for the pilots PFD
or the MFD is accomplished via the PILOT
DISPLAY switch on the reversionary control
panel (Figure 16-51). Selecting the remaining
AFD will display a composite image.
When an AFD fails a XTLK annunciator will
appear on the remaining display. This indicates
that the other displays have lost communica-
tion with the failed display. This helps identify
Figure 16-51. AFD Reversions
FOR TRAINING PURPOSES ONLY 16-26
KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL
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PILOT DISPLAY Switch - PFD Selected
PILOT DISPLAY Switch - MFD Selected
Figure 16-52. Reversionary Modes
Collins
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FORMAT
FMS
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ATC1 UTC RAT COM1 COM2 121.800 4336 125.250 14:41 15
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< <
RDR
<
TERR
< ET
TERM
F
TERRAIN
25
251
W
3
0
24
2
1
50
144
069
10
10
20
HDG PTCH
ALTS
14000
6
60
540
20
400
600
700
1
2
4
4
2
1
140
80
60
6935
ACC-.02
0
FMS
30. 16I N
0
0.0
ITT
26
TORQ
0
FF
PRESS
OIL
TEMPoC
0
0
46
430
120
73 NI 98.5
PROP 1980
TORQ
2000
ITT
734
AFX FIRE
TFC <
SAT 15
o
C
ISA+15
o
C
ABOVE
FF 130 750
PRESS
TORQ FIRE
ITT PROP
OIL
122 80
TEMPC 49
110.0
830
112
TORQ
ITT
3.4
516
N1 106.0
1050
62.2
1740
117
110
106
V2
VR
V1
Collins
BRT
DIM
Collins
BRT
DIM
FMS
DTK 251
(6935)
0.8NM
ATC1 UTC RAT COM1 COM2 121.800 4336 125.250 14:41 15
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<
< ET
TERM
251
10
10
20
HDG PTCH
ALTS
14000
6
60
540
20
400
600
700
1
2
4
4
2
1
140
80
60
6935
ACC-.02
0
FMS
30. 16I N
0
0.0
ITT
26
TORQ
0
FF
PRESS
OIL
TEMPoC
0
0
46
430
120
73 NI 98.5
PROP 1980
TORQ
2000
ITT
734
AFX FIRE
SAT 15
o
C
ISA+15
o
C
< PRESET
VOR1
FORMAT > < <
V
21
24
w
30
3
3
N
3
6
E
1 2
1
5
S
4.1NM
SXW
V ----NM
SXW
RDR
TERR
TFC >
FF 130 750
PRESS
TORQ FIRE
ITT PROP
OIL
122 80
TEMPC 49
110.0
830
112
TORQ
ITT
3.4
516
N1 106.0
1050
62.2
1740
117
110
106
V2
VR
V1
Collins
BRT
DIM
Collins
BRT
DIM
< PRESET
VOR1
FORMAT
FMS
DTK 251
(6935)
0.8NM
ATC1 UTC RAT COM1 COM2 121.800 4336 125.250 14:41 15
o
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< <
RDR
<
TERR
< ET
TERM
F
TERRAIN
25
251
W
3
0
24
2
1
50
144
069
10
10
20
HDG PTCH
ALTS
14000
6
60
540
20
400
600
700
1
2
4
4
2
1
140
80
60
6935
ACC-.02
0
FMS
30. 16I N
0
0.0
ITT
26
TORQ
0
FF
PRESS
OIL
TEMPoC
0
0
46
430
120
73 NI 98.5
PROP 1980
TORQ
2000
ITT
734
AFX FIRE
TFC <
SAT 15
o
C
ISA+15
o
C
ABOVE
FF 130 750
PRESS
TORQ FIRE
ITT PROP
OIL
122 80
TEMPC 49
110.0
830
112
TORQ
ITT
3.4
516
N1 106.0
1050
62.2
1740
117
110
106
V2
VR
V1
Collins
BRT
DIM
10
10
20
HDG PTCH
ALTS
14000
6
60
540
20
400
600
700
1
2
4
4
2
1
30. 16I N
< PRESET
VOR1
FORMAT
FMS
DTK 251
(6935)
0.8NM
ATC1 UTC RAT COM1 COM2 121.800 4336 125.250 14:41 15
o
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< <
140
80
60
6935
< ET
TERM
V
ACC-.02
0
FMS
2
1
24
w
3
0
3
3
N
3
6
E
1
2
1
5
S
251
4.1NM
SXW
V ----NM
SXW
RDR
TERR
117
110
106
V2
VR
V1
that an actual display failure has occurred, not
a brightness control problem.
The selection of PFD or MFD is always made
toward the unit that is still functional. (e.g., if
the PFD is still operating, select PFD) If the
PFD position of the PILOT DISPLAY switch
is selected, the composite display will appear
on both the pilot and copilot PFDs. Selecting
the MFD position of the switch will result in
the composite display appearing on only the
MFD (Figure 16-52). When selecting rever-
sionary modes, all ight director and autopilot
functions should remain normal and unaf-
fected.
ADC Reversion
The Air Data Computer (ADC) switch on the
reversionary control panel provides reversion
capabilities for the ADCs. If a single ADC
fails, the red IAS, ALT, and VS failure ags
will appear on the affected PFD and a white
XADC ag will appear on the cross-side PFD
(Figure 16-53). The ADC switch should be
KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL
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Figure 16-53. ADC1 Failure
Collins
BRT
DIM
10
10
20
< PRESET
VOR1
FORMAT
FMS
DTK 251
(6935)
0.8NM
25
251
W
3
0
24
2
1
ATC1 UTC RAT COM1 COM2 121.800 4336 125.250 14:41
o
C
< <
RDR
<
TERR
< ET
TERM
F
50
ACC-.--
TERRAIN
0
RADAR ON
144
069
TCAS OFF
IAS ALT VS
FD
HDG PTCH
ALTS FMS
Collins
BRT
DIM
10
10
20
HDG PTCH
ALTS
14000
6
60
540
20
400
600
700
1
2
4
4
2
1
30. 16I N
< PRESET
VOR1
FORMAT >
FMS
DTK 251
(6935)
0.8NM
ATC1 UTC RAT COM1 COM2 121.800 4336 125.250 14:41 15
o
C
<
140
80
60
6935
< ET
TERM
V
ACC-.02
0
FMS
2
1
24
w
3
0
3
3
N
3
6
E
1
2
1
5
S
251
4.1NM
SXW
V ----NM
SXW
RDR
TERR
XADC
FD
TFC >
117
110
106
V2
VR
V1
Pilots PFD Copilots PFD
moved to the operating ADC (e.g., if ADC1 is
still working, choose ADC1).
Miscompare indications also require the use of
ADC reversion. This occurs when the pilot
and copilot systems are still functional but
have different values displayed on the PFDs.
Yellow IAS, ALT and VS ags will appear on
both PFDs (Figure 16-54). The pilots must de-
termine which system is correct and choose
the operating ADC.
Once the operative ADC has been selected, a
yellow-boxed ADC1 or ADC2 ag will appear
on both PFDs indicating they are both using
the same ADC. (Figure 16-55). When using the
reversionary mode, normal ight director and
autopilot functions will return when the ight
guidance computer is coupled to the operat-
ing ADC. See the Flight Guidance section of
this manual for the method of coupling to each
side.
Figure 16-54. ADC Miscompares
Collins
10
10
20
HDG PTCH
ALTS
14000
6
60
540
20
400
600
700
1
2
4
4
2
1
30. 16I N
251
W
24
<
140
80
60
6935
R
TERM
F
ACC-.02
T
0
FMS
HDG 010
IAS ALT
V2
VR
V1
117
110
106
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Figure 16-55. ADC Switch - ADC2 Selected
AHRS Reversion
The Attitude Heading Reference System
(AHRS) switch on the reversionary control
panel provides reversion capabilities for the
AHRS. If a single AHRS fails, the red HDG
and ATT ags will appear on the affected PFD
and a white XAHS ag will appear on the
cross-side PFD (Figure 16-56). The AHRS
switch should then be moved to the operating
AHRS (e.g., if AHRS2 is still working, choose
AHRS2).
Miscompare indications also require the use of
AHRS reversion. This occurs when the pilot
and copilot systems are still functional but
have different values displayed on the PFDs.
Yellow HDG and ATT ags will appear on
both PFDs (Figure 16-57). The pilots must de-
< <
140
80
60
TERM
ACC-.02
T
ADC2
117
110
106
V2
VR
V1
Figure 16-56. AHRS1 Failure
Collins
BRT
DIM
14000
6
60
540
20
400
600
700
1
2
4
4
2
1
30. 16I N
< PRESET
VOR1
FORMAT
FMS
DTK 251
(6935)
0.8NM
25
W
3
0
24
2
1
ATC1 UTC RAT COM1 COM2 121.800 4336 125.250 14:41 15
o
C
< <
140
80
60
6935
RDR
<
TERR
< ET
TERM
F
50
ACC-.--
TERRAIN
0
RADAR ON
TCAS OFF
ATT
HDG
HDG PTCH
ALTS FMS
117
110
106
V2
VR
V1
Collins
BRT
DIM
10
10
20
HDG PTCH
ALTS
14000
6
60
540
20
400
600
700
1
2
4
4
2
1
30. 16I N
< PRESET
VOR1
FORMAT >
FMS
DTK 251
(6935)
0.8NM
ATC1 UTC RAT COM1 COM2 121.800 4336 125.250 14:41 15
o
C
<
140
80
60
6935
< ET
TERM
V
ACC-.02
0
FMS
2
1
24
w
3
0
3
3
N
3
6
E
1
2
1
5
S
251
4.1NM
SXW
V ----NM
SXW
RDR
TERR
XAHS
TFC >
FD
117
110
106
V2
VR
V1
Pilots PFD Copilots PFD
KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL
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Stermine which system is correct and choose
the operating AHRS.
Figure 16-57. AHRS Miscompares
Once the operating AHRS has been selected,
a yellow-boxed AHS1 or AHS2 ag will ap-
pear on both PFDs indicating they are both
using the same AHRS.
If the Attitude portion of the AHRS fails, then
the autopilot will automatically disengage and
cannot be reengaged until the AHRS is re-
paired by maintenance. If only the heading
portion has failed, the autopilot will remain
engaged. If the heading failed on the side that
is coupled to the ight director or autopilot,
there will be limited lateral control and it is
recommended to select the operating AHRS
or couple to the unaffected side. See the Flight
Guidance section of this manual for the
method of coupling to each side.
PITOT AND STATIC SYSTEM
Independent pitot and static systems are pro-
vided for the pilot and copilot ight indica-
tions.
The pilot and copilot pitot masts (Figure 16-
58) are located on the forward lower nose sec-
tion of the airplane.
Figure 16-58. Pitot Tubes
Each heated mast provides ram air pressure to
its respective Air Data Computer (ADC). The
copilots mast also provides ram air pressure
to the Electronic Standby Instrument System
(ESIS) ADC.
Dual static ports are located on each side of
the aft fuselage in a vertical arrangement (Fig-
ure 16-59). The top port on the left side is con-
nected to the bottom port on the right side and
the resulting average pressure is supplied to
the pilots static air source valve, located just
below the right side circuit breaker panel. The
other two static ports are also connected and
the resulting average pressure is supplied to
the copilots ADC. The copilot does not have
an alternate static source selection. The copi-
lots static source is also attached to the ESIS
ADC. The static ports are not heated as they
are in a position that does not accumulate ice.
Figure 16-59. Static Ports
In addition, an alternate static air source is
provided to the pilots static air source valve
from the aft side of the rear pressure bulkhead.
The output from the pilots static air source
valve is manually selected by the crew and
Collins
10
10
20
HDG PTCH
ALTS
14000
6
60
540
20
400
600
700
1
2
4
4
2
1
30. 16I N
FMS1
DTK 251
(6935)
0.8NM
251
W
3
0
24
2
1
<
140
80
60
6935
R
TERM
ACC-.02
T
0
FMS
144
069
HDG
V2
VR
V1
117
110
106
ATT
FOR TRAINING PURPOSES ONLY 16-31
KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL
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provides either normal static air pressure or al-
ternate static air pressure to the pilots ADC.
During preight, the pilot should ensure the
PILOTS STATIC AIR SOURCE valve
switch is held in the NORMAL (forward) po-
sition by the spring-clip retainer (Figure 16-
60). See Figure 16-61 to see the connections
from pitot-static lines to the ADCs for pilot
and copilot and the ADC for the ESIS.
Figure 16-60. Alternate Static Source
Selection
Selecting the alternate static source will induce
errors in altitude and airspeed indications and
should only be selected when the normal static
source is blocked.
The pilots airspeed and altimeter nor-
mal indications are changed when the
alternate static air source is in use.
Refer to the Airspeed Calibration Al-
ternate System, and the Altimeter Cor-
rection Alternate System graphs in
the POH/AFM (PERFORMANCE
Section) for operations when the alter-
nate static air source is selected.
OUTSIDE AIR
TEMPERATURE
The digital outside air temperature (OAT)
gage is located on the left sidewall, and dis-
plays Indicated Outside Air Temperature
(IOAT) in Celsius (Figure 16-62). When the
adjacent button is depressed, Fahrenheit is dis-
played. The probe is located on the lower fuse-
lage under the pilots position. Indicated
Outside Air Temperature (IOAT) is a combi-
nation of Static Air Temperature (SAT) and
temperature due to air friction across the
probe. This is referred to as Ram Air Temper-
ature (RAT) or Total Air Temperature (TAT).
For determination of actual OAT, refer to the
Indicated Outside Air Temperature Correc-
tion ISA chart in the Performance section of
the POH/AFM. This sidewall OAT gage must
be used for performance computations.
The Ram Air Temperature (RAT) and Static
Air Temperature (SAT) indications are lo-
cated at the bottom of the PFD and MFD re-
spectively. Information is derived from the Air
Data Computers. This input comes from a
Rosemont probe located behind the nose gear
well area on the underside of the fuselage. This
is an unheated probe as is the OAT gauge
probe (Figure 16-62).
The term ambient temperature, when used for
Engine Anti-ice operations, refers to IOAT
corrected for ram air temperature as found in
the above listed correction chart in the POH.
WARNING
PILOT'S STATIC
AIR SOURCE
NORMAL ALTERNATE
SEE FLIGHT MANUAL PERFORM-
ANCE SECTION FOR
INSTR CAL ERROR
MASTER CIGAR DC DC
PNL
COOLING STBY ENG
ANTI ICE
FUEL
VENT COPILOT
PFD IEC
CONTROL LIGHTER CONV2 CONV2 RIGHT RIGHT
BRAKE
DEICE HEATER
RIGHT HIGH HIGH HEATER HEA
TEMP PRESS OXY LEFT NOSE WSHLD ADC2 HF
CONTROL RIGHT ANT COM
PROP
DEICE
CONTROL
P
ANTI ICE
I
MN ENG
ANTI
ICE
CABIN
DIFF
CABIN
ALT LEFT LEFT SURF
DEICE
PILOT
PFD M SELCAL
BUS
TIE
POWER
BUS
TIE
POWER
BLEED
AIR
CONTROL
EQMT
COOLING
FLT
INSTR
WIPER
ENVIRONMENTAL
FURNISHING
5 5 5 5 1 5 5 10 2
10 5 15 15 5 5 5 10
5 5 5 2 5 10 1
7
1
2
7
1
2
7
1
2
7
1
2
25 5
1 5 5
FOR TRAINING PURPOSES ONLY 16-32
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Figure 16-61. System Integration
ADC
NUMBER 2 UNITS
AHRS
IAPS
ADC
NUMBER 1 UNITS
AHRS
L PITOT
MAST
R PITOT
MAST
RAT
TEMPERATURE
PROBE
DRAIN
FWD
PRESSURE
BULKHEAD
PILOT
PFD
PILOT
MFD
STANDBY
UNIT
COPILOT
PFD
DRAIN
DRAIN
DRAIN
DRAIN
ALTERNATE
STATIC
SOURCE
PILOT'S
STATIC
SOURCE
SELECTOR
RIGHT
STATIC PORTS
LEFT
STATIC PORTS
TOP
BOTTOM
TOP
BOTTOM
CABIN DIFFERENTIAL
PRESSURE GAGE
PNEUMATIC
PRESSURE GAGE
CABIN
PRESSURE
PNEUMATIC
PRESSURE
FGC
FMC
IAPS
FGC
FMC
(Optional)
Figure 16-62. OAT Gauge
Figure 16-63. Rosemont Probe
STALL WARNING
SYSTEM
The stall warning system consists of a trans-
ducer, a lift computer, a warning horn, and a
test switch. Angle of attack is sensed by air
pressure on the transducer vane located on the
left wing leading edge (Figure 16-64).
When a stall is imminent, the transducer out-
put is sent to a lift computer. The Lift Com-
puter activates a stall warning horn at
approximately 5 to 12 knots above stall with
aps in the 40% (Approach) position, and at 8
to 14 knots above stall with the aps fully ex-
tended.
Figure 16-64. Transducer Vane
The left main-gear squat switch disconnects
the stall warning system when the aircraft is on
the ground.
The system has preight test capability
through the use of the STALL WARN TEST
switch mounted on the copilots left subpanel
(Figure 16-65). The STALL WARN TEST
switch, when held in the TEST position, raises
the transducer vane and actuates the warning
horn.
In the ICE group of switches on the pilots
right subpanel, a STALL WARN switch con-
trols electrical heating of the mounting plate
(Figure 16-66). With the squat switch in the
Ground Mode, power is limited on the mount-
ing plate to one-half the system voltage. Full
system voltage is applied to the plate with the
squat switch in the Airborne Mode. The trans-
ducer vane is heated to system voltage any-
time power is applied to the aircraft.
The formation of ice at the transducer
vane, or on the wing leading edge, re-
sults in erroneous indications in ight
WARNING
KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL
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The airspeed tape on the PFDs incorporates
an Impending Stall Speed/Low Speed Cue
(ISS/LSC) to visually indicate when the air-
speed is nearing AFM published stall speeds..
It has no connection or input from the stall
warning transducer vane. See the Airspeed
Display section of the PFD earlier in this chap-
ter.
B300 with Early Environmental System
B300 with New Environmental System
Figure 16-65. Stall Warning Test Switch
Figure 16-66. Stall Warning Heat
FLIGHT GUIDANCE
SYSTEM (FGS)
The Flight Guidance System (FGS) consists of
an integrated ight director (FD) and autopi-
lot (AP) system. It includes yaw damping and
pitch trim functions. The Flight Guidance
Panel (FGP), the SYNC and YD/AP DISC
buttons are on the control wheels, with the GA
button on the left power lever. These inputs
control the FGS (Figure 16-67).
The FGS consists of two ight guidance chan-
nels with independent computers, related
hardware, and control circuits. This provides
independent output for ight director and au-
topilot functions. AP/FD indications are dis-
played along the top of the PFDs (Figure 16-68
). Active modes are displayed in green and
armed modes are displayed in white, below the
active modes.
+
GND
COM
NORM
DG
FREE
LDG GEAR
WARN TEST
OFF
STALL
WARN TEST
OVERSPEED
WARN TEST
OFF
WINDOW
DEFOG
LOW
MAN COOL
MODE
MAN
HEAT
AUTO
OFF
ELEC
HEAT
ENVIR
BLEED AIR
NORMAL
DECR
MAN TEMP
INCR
PNEU & ENVIR OFF
ENVIR
OFF
BLEED AIR VALVES
LEFT OPEN RIGHT
CABIN DIFF
WARN TEST
CABIN ALT WARN
TEST SILENCE
OFF
OFF
EXT
DET
ENG FIRE TEST
+
ON
FOR TRAINING PURPOSES ONLY 16-34
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Figure 16-68. Flight Guidance System
Display
FLIGHT GUIDANCE
COMPUTERS (FGC)
Each FGC is supplied with input from the
AHRS, navigation data, FGP selections, servo,
and ADC computers. The coupled FGC pro-
duces control signals for yaw damping, AP/FD,
and pitch trim functions. Each FGC is supplied
data from the onside ADC, EFIS, and AHRS.
The autopilot and ight director require both
attitude portions of the AHRS to be opera-
tional.
Each FGC produces an independent AP con-
trol signal. Only one FGC may be coupled to
the autopilot at any time. AP control compu-
tations from the other FGC are continuously
compared with AP control signals from the
coupled FGC. The autopilot automatically dis-
engages when autopilot control discrepancies
are detected.
FLIGHT GUIDANCE PANEL
(FGP)
The Flight Guidance Panel (FGP) controls
both FGCs. The coupled FGC then controls
the Flight Guidance System (Figure 16-69. The
FGP is centered at the top of the instrument
panel. All AP/FD mode selections are made
on this panel.
The FGP has the following controls:
AP Button
The AP button controls autopilot engagement.
The autopilot engages if the following condi-
tions are met: (1) YD/AP DISC switch-bar is
raised; (2) no unusual attitudes/rates exist; (3)
and the ight guidance computer does not de-
tect any autopilot faults. The yaw damper is
automatically engaged when the AP button is
pushed.
Collins
20
HDG PTCH
ALTS
14000
4
<
140
80
6935
FMS
AP
1
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Figure 16-67. Flight Guidance Panel (FGP)
RADIO CALL
N350KA
ON
+
+
DOWN
LOCK
REL
HD LT
TEST
HYD FLUID
SENSOR
STROBE
TAIL
FLOOD
OFF
BEACON
GEAR
DOWN
TEST
LANDING
GEAR
RELAY
FUEL VENT MANUAL AUTO
PROP WSHLD ANTI-ICE
NORMAL
HI
SURFACE
BRAKE
DEICE
ENG
AUTO
IGN
GEN
RESET
ON
OFF
AVIONICS
MASTER
POWER
EXT
PWR
DEICE
SINGLE
MANUAL LEFT RIGHT
STALL
WARN PITOT
RIGHT LEFT PILOT
ARM
OFF
LEFT
LEFT RIGHT
ENGINE ANTI-ICE
AUTOFEATHER PROP TEST
ON
OFF
OFF OFF
ON LEFT RIGHT
STARTER ONLY OFF
ARM GOV
GND IDLE
STOP
TEST
ON
OFF
ON
TEST
OFF
EMER
OFF
NORM
OFFRESET
ACTUATORS
STANDBY
BUS SENSE
RESET
GEN TIES
MAN CLOSE
MAIN
TEST
BAT L GEN R GEN
OPEN
RIGHT
COPILOT
LDG GEAR CONTROL
UP
DN
OFF
ICE PROTECTION
OFF
+
IGNITION AND
ENGINE START
PARKING BRAKE
ESIS
BAT BUS
2 1 DME
2 PA
XMIT
PA
T S
2
1
NORM
MIC
OXY
1 NAV
2 1 COMM
2 1 ADF AUTO
COMM
SPKR
VOICE
IDENT NORM
AUDIO
ALTN B
O
T
H
MKR
INPH
2 1 DME
2 PA
XMIT
PA
S T
2
1
NORM
MIC
OXY
1 NAV
2 1 COMM
2 1 ADF AUTO
COMM
SPKR
VOICE
IDENT NORM
AUDIO
ALTN B
O
T
H
MKR
INPH
Collins Collins
Collins Collins
M
1/2
DME-H
IDENT
Collins BRT MENU
ADV
DATA MENU
ADV
DATA
V O L
VOL
F
PRESET
TERM
TERR
RDR
FORMAT
TERRAIN
TA ONLY
0.8NM
HDG 329
(8215)
100
ACC.03
V1
103 VR
107 V2
29.92IN
MIN 10200 BARO
16000
8215
FMS
ET
COM1 118.85 COM2 121.90 ATC1 0511 UTC 20:03
12.5
25
RAT 1 C
V
DBL
13.6NM
VOR1
1
1
2
4
2
4
HDG PTCH
FMS ALTS
20
10
10
8000
60
80
800
0
138
082
7820
40
00
BRT
DIM
BRT
DIM
700
900
600
170
30
W
N
3
329
BARO
RANGE TILT
S T D
PUSH
GCS
REFS
NAV/BRG
RADAR
T I L T
AUTO PUSH
NOSE
L R
PROP
SYNC
EMER
FREQ
GND
COM
NORM
DG
FREE
NORM
DG
FREE
LDG GEAR
WARN TEST
OFF
STALL
WARN TEST
OVERSPEED
WARN TEST
OFF
WINDOW
DEFOG
LOW
MAN COOL
ENVIRONMENTAL
COCKPIT
AUTO INCR INCR
BLOWER TEMP
MODE
MAN
HEAT AUTO
OFF ELEC
HEAT
ENVIR
BLEED AIR
NORMAL
DECR
MAN TEMP
INCR
PNEU & ENVIR OFF
ENVIR
OFF
BLEED AIR VALVES
LEFT OPEN RIGHT
CABIN DIFF
WARN TEST
CABIN ALT WARN
TEST SILENCE
OFF
OFF
EXT
DET
ENG FIRE TEST
NORM
AHRS SLEW
+ 2 1
NORM NORM
ADC
2 1
NORM 2
PILOT
DISPLAY
MFD PFD STBY
SLEW
+
TUNE
RTU CDU
DISABLE
RMT TUNE
NORM
ATC
1
G/S
INHIB
ACTIVE
TERR
INHIB
ACTIVE
STEEP
APPR
ACTIVE
FLAP
OVRD
ACTIVE
BARO
RANGE TILT
S T D
PUSH
GCS
REFS
NAV/BRG
RADAR
T I L T
AUTO PUSH
29.92 in 13.6NM VOR1
057CRS
0KTS 0MIN
7500
8000
80
60
10 10
10 10
33 N 30
20
00 78
1
40
9
COM1
118. 85 123. 80
113. 00
NAV1
ATC 1 ADF
108. 50
0511 350. 0
ENG FIRE
F/W VALVE PUSH
CLOSED
ENG FIRE
F/W VALVE PUSH
CLOSED
DISCHARGED
EXTINGUISHER
PUSH
DISCHARGED
EXTINGUISHER
PUSH
L FUEL PRES LO CABIN ALT HI CABIN DIFF HI
DOOR UNLOCKED
L OIL PRES LO
R FUEL PRES LO
R OIL PRES LO
L BLEED FAIL R BLEED FAIL
CRS1
DI RECT
PUSH
CRS2
DI RECT
PUSH
SPEED
I A S / MACH
PUSH
FD VS DOWN
UP
VNAV
NAV HDG
HDG
APPR ALT FLC
1/2 BANK
YD AP
YD/AP DISC
FD
CPL
Collins
ALT
CA N C E L
P U S H SYNC
PUSH
O
F
F
A
U
T
O
O
F
F
CABIN
AUTO INCR INCR
BLOWER TEMP
DOWN
UP
20 2
1 4
2
1 4
6 0
.5
.5
80
60
FLAPS TAKEOFF AND APPROACH
CABIN CLIMB THDS FT PER MIN
0
5
10
15 20
25
30
35
40
1
2
3
4 5
6
7
ALT 1000 FT
L PROP PITCH CABIN ALTITUDE LDG/TAXI LIGHT PASS OXYGEN ON AIR COND N1 LOW R PROP PITCH
L ENG ICE FAIL L FUEL QTY ELEC HEAT ON EXT PWR R FUEL QTY R ENG ICE FAIL
L CHIP DETECT L NO FUEL XFR BAT TIE OPEN DUCT OVERTEMP R NO FUEL XFR R CHIP DETECT
L DC GEN L GEN TIE OPEN HYD FLUID LOW RVS NOT READY R GEN TIE OPEN R DC GEN
L IGNITION ON L ENG ANTI-ICE FUEL CROSSFEED R ENG ANTI-ICE R IGNITION ON
WING DEICE L BK DEICE ON MAN TIES CLOSE R BK DEICE ON TAIL DEICE
L BL AIR OFF AUTOFTHER OFF OXY NOT ARMED RUD BOOST OFF R BL AIR OFF
PROP GND SOL L PITOT HEAT R PITOT HEAT
L
I
G
H
T
S
L
I
G
H
T
S
O
F
F
N
O
R
M
O
F
F
2
LANDING TAXI ICE NAV RECOG
LEFT RIGHT
50
0 100
80 FLIGHT
HOURS 1/10
VACUUM
INCHES OF MERCURY
0
500 10001500
2000
PSI
OXYGEN SUPPLY PRESSURE MADE IN USA
USE NO OIL
PNEUMATIC
PRESSURE
0 20
10
PSI 3 4 5
6
35k
15k
MASTER CAUTION MASTER WARNING PRESS TO RESET
MASTER
CAUTION MASTER
WARNING
ACC .
PRESS
T O T E S T
Collins
BRT
DIM
1.4NM
HDG 329
(8215)
TTG
FMS
GS 0 ISA TAS 0 SAT 12 C +13 C
TERR
RDR
TA ONLY
TFC F
12.5
50
30
W
N
3
329
--:--
0.6NM KASE
CLIMB
(8215) 8215A
-:--/ 1.4NM
-:-- : 1.4NM (8215)
-:-- : 2.6NM (8700)
-:-- : 169NM KCOS
PRESS TO RESET PRESS TO RESET
PRESS TO RESET
FF 130 750
PRESS
TORQ FIRE
ITT PROP
OIL
122 80
TEMPC 49
110.0
830
112
TORQ
ITT
3.4
516
N1 106.0
1050
62.2
ON ON 121.5
CABIN AIR
SELECT
PUSH
SELECT
PUSH
DBL LINDZ
J206
J10-1
(8215)
/8215A
(INTC)
KASE (8700) JNETT
GLENO
/16000A
1740
< PRESET
CRS 057
FORMAT
ATC UTC RAT COM1 COM2 oC
< <
RDR
TERR
TERR < ET
F
2 1
2 4
w
30
33 N
3
6
E
1 2
1 5 S
ALT
ATT
IAS
AHS2
ADC2
VS
FD
RA
DCP TCAS FAIL
GPWS
FMS
PULL UP
GND PROX
LOC1
TRIM
XTLK
XAHS
XADC
ENG1
ENG2
HDG
GS LOC
HDG
IAS
V
N
V
ATT
ALT
AP
A
29.88IN
5
<
R
T
S
T
S S E R PP
<
<
DME 1 2
AV N 1
OXY
MIC
NORM
1
2
S T
PA
XMIT
PA 2
COMM 1 2
FMS
5 25
330
WWWWWWW
2255 22555 2555
V O L
10
10
2
AL
107 V
R 103 V
1
03
V
80
. C AC
100
(8215)
329 HDG
.8NM 0
TERM
2
FMS
PTCH HDG
20
0
60
170 170
WW
30
329 329
EE S
EE
SSSE RRE RE RE OO T SSS SSSSS SS SS EEE RR P TT SS EE RR O RE OO TT SS SS SSS EE RRRRE RE RE PPP
<
Collins
8215
ATA D
ADV
MENU
BARO
38
NNN
2
TS
000 16
MIN 10200 BARO
29.92IN
4 000
2
4
2
1
1
PTCH
700
8
900
82
00 00
40 40
20 8 7
600
3
NN
HH S P H U P
DD TT D SS T
REFS
V/BRG NAAV/BRG
A
G/S
ACTIVE
INHIB IB
G/S
A
TERR
ACTIVE
INHIB B
TERR
ACTIVE ACTIVE
APPR PR
STEEP
AACTIVE
OVRDD
FLAP
CRS1
FD
H S U P
T EC EEC RR I R I R DDDI
UP
DOWN VS
V VNAAV
TT
FMS
TTG
(8215) (
TTG
329 HDG
.4NM 1
W
30
KCOS
329 3 9
169NM : -:--
(8700)
(8215)
2.6NM : -:--
( )
(8700)
1.4NM : -:--
-:--/
8215A (8215)
CLIMB
KASE 0.6NM
--:--
830
10.0 1
PROP ITT
FIRE ORQ T
516
3.4
ITT
ORQ T
62.2
1050
106.0 N1
1740
H
S
SH U P
T CCT E L EEL SSE
<
N350KA
RADIO CALL
ADV
M
IDENT
DME-H
Collins B
123. 80
BRT MENU
BARO
H S U P
D T D SS T
REFS
V/BRG NAAV/BRG
000
29.92 in
8
500 7
60
N
80
9
30 333 N 0
78000
20 40
18. 85 1
COM1
V1 NA
CRS2 SPEED
H US U P
T EC EEC RR I R I R DDDI
AV
H S U P
H CCCH A S AC M // M S /
AAA S
I
NNAV
HDG
HDG APPR LT A FLC
1/2 BANK
YD AP FD
DISC YD/AP
CPL
Collins
LT A
HSU S HUP
E LEE LCN C E
NA CA N
C
H
N
S U PPU
C NC Y S
S T SS T EE T O
Collins
3
N
1.4NM -:--/
8215A
2 11 49 TEMPC
80 122
OIL
FIRE
PRESS
750 130 FF
H S U P
T CCT E L EEL SSE
<
1
1
OXY
C MI
NORM
1
2 PA
T XMI
PA
1
ns
.
Colli
ATA D
BARO
VOL
HH
DD
REFS
V/BRG
T
TT
SE SE O EE RR O TTT SS PRES ES PR
C AC
CRS 057
SE SE T RE R OO TTTO TO S S ES E RR PP
H
T CCT
P
LT VS
T
IAS
6
3
N 33
30
5
AT FD
A
LT IAS
AHS2
ADC2
RA
AIL TCAS F P DC
GND PROX
G
UP PULL
GPWS
XTLK
IM TR
LOC1
HS XA
DC XA
G1 EN
G2 EN
HDG
GS G LOC
G D H
V
N
V T T A
N
A
A
A
29.88I
<
DME 2
AV N
T S
2
COMM 2
<
ON
RIGHT
OPEN
R GEN GEN L AT B
TEST
MAIN
MAN CLOSE
TIES GEN
RESET
BUS SENSE
ANDBY ST
ORS T ACTUAT
NORM
OFF
EMER
OFF
TEST
ON
OFF
ON
TEST
OP ST
GND IDLE
GOV ARM
OFF Y ARTER ONL ST
RIGHT LEFT ON
OFF OFF
OFF
ON
TEST PROP THER OFEAT AUT
ANTI-ICE NE ENGI
RIGHT LEFT
LEFT
OFF
ARM
PWR
EXT
WER PO OW
MASTER
VIONICS AV
OFF
ON
RESET
GEN
IGN
O AUT
ENG
ART NE ST ENGI
AND IGNITION
T BUS BAT
ESIS
ARKING BRAKE PPA
H
T
O
B N LT A
AUDIO
NORM IDENT
VOICE
O AUT ADF 1 2
INPH
MKR
PRESET
12.5 1112222 5555 1112222 5555 1112222..555
COMM
SPKR
F
20:03 UTC 1 051 TC1 AT 18.85 1 COM1
ET
VOR1
.6NM 13
DBL
V
M
R
O
N
OFFRESET
<
LINDZ G O
(8215) KASE (8700) (8215) (8700) 82 AS (8215) KASE
DN
UP
LDG GEAR CONTROL
LOT COPI PILOT LEFT RIGHT
T O PIT W
ALL ST
RIGHT LEFT MANUAL
LE NG SI
DEICE
DEICE
BRAKE
ACE SURF FACE
HI
NORMAL
ANTI-ICE WSHLD PROP
O AUT MANUAL
Y RELA
GEAR
LANDING
TEST
DOWN
GEAR
BEACON
OFF
D FLOO
AIL T
STROBE
SENSOR
HYD FLUID
TEST
T HD L
REL
LOCK
DOWN
+
OFF
PROTECTION ICE
OFF
Y
Collins
SYNC
T
ONL A T
TERRAIN
T FORMA AT
RDR
TERR
C 1 AT R 121.90 COM2
TIL LT RANGE
GCS
RADAR
H S U P O AUT
T L I TT I
ON ON
L R
PROP
FREE
L
NOSE E
DG
NORM
+
SLEW
STBY
FLAPS
UP
DOWN
F
F
O
F
F
O
S
T
H
G
I
L
S
T
H
G
I
L
2
RIGHT
AV
FUEL VENT
RIGHT LEFT LEFT
RECOG AV NN ICE AXI T NG LANDI
ARN
AT S 0 S TA 0 GS
F
50
12.5
W
J206
(
82
82 AS 82 87
NTC)
DBL /16000A 0A
(INTC) C)
(
82
87
(INTC)
/
)
/8215A
(8700)
0 /16000A
( 5)
000
GGLENO LENO GLENO E NDZ
<
O
LEFT
FREQ
T
1/2
13. 00
121 21.5
EMER
COM
OO
GND
FREE
BLEED
PNEU & ENVI
NORMAL
AIR BLEED
R ENVI
HEA HEAT
ELEC OFF
O AUT HEA HEAT
MAN
MODE
TEMP BLOWER
NCR I NCR I O AUT
T COCKPI
AL RONMENT ENVI
COOL MAN
LOW
O
DG
NORM
AHRS
NORM
ADC
NORM NORM
1 2
Y DISPLAY
PILOT
2 NORM
1 2 PFD MFD STBY +
SLEW
CDU RTU
TUNE NORM
RMT TUNE
SABLE DI
1
C T AAT
TIL
GCS
RADAR
H SSH U PPU
O UT A
T LL T I TT I
1
V1 NA
TC 1 TC 1 AA ADF ADF
350. 0 1 051
108. 50
T
U
A
TEMP BLOWER
NCR I NCR I O AUT
N CABI APPROACH
THDS FT PER MIN
T F 0 0 000 1 T LLT A
7
6
5 4
3
2
1
40
35
30
25
20 15
10
5
0
CABIN CLIMB
.5
ANDFF AKEO T
60
80
20
.5
0 6
4 1
2
4 1
2
UP
DOWN
Y ONL A T
RDR
TERR
C +13 C 12 ISA
TFC
3
J10-1
JN JNETT J
<
+
+
H
T
O
B TN AL
O AUDI
NORM DENT I
CE VOI
O AUT 1
MKR
<
COM
Collins
RANGE
TEST
COMM
SPKR
OON
GND
FIRE ENG
DET
EXT
OFF
OFF
LENCE SI TEST
ARN W T AL N CABI
TEST ARN W
FF DI N CABI
RIGHT OPEN
VES AL AIR VA BLEED
OFF
R ENVI
OFF R PNEU & ENVI
NCR I
TEMP MAN
DECR T
ELEC
T
DEFOG
NDOW WI
OFF
TEST ARN W
OVERSPEED
ARN TEST W
ALL ST
OFF
ARN TEST W
GEAR LDG
GCS
RADAR
H
O
T
F
F
O
F
F
O
80
1/10 HOURS
FLIGHT 100 0
50
Y F MERCUR INCHES O
ACUUM VVACUUM
15 5k
35k
66
5 4 3
AIR CABIN
C o COM2 COM1 AT RRAT UTC C AT
T FORMA
PRESET <
F
ET < RR TE
RR TE
R RD
FMS
S1 5
1 2
E
w
2 4
2 1
5
<
O
ADF 2
NPH I
1/10 OIL
FLIGHT
USE NO
MADE IN USA PRESSURE Y SUPPLLY OXYGEN
PSI
2000
1500 1000 500
0
PSI
10
20 0
PRESSURE
TIC PNEUMA
YD Button
The YD button controls yaw damper engage-
ment. The yaw damper may be engaged with-
out engaging the autopilot. Disengaging the
yaw damper with the autopilot ON will also
disengage the autopilot.
CPL Button
The CPL button controls which ight guidance
computer (FGC), right or left side, supplies
ight director commands and attitude data to
the autopilot. With the autopilot on, a green
arrow on the PFD indicates the coupled FGC
(Figure 16-70). With the autopilot off, a white
arrow on the PFD indicates which FGC is gen-
erating the ight director commands. The
cross-side ight director will be a duplicate of
coupled side. Flight director modes will default
to ROLL and PTCH modes each time the
CPL button is pushed.
Left Side Couple
RIght Side Couple
Figure 16-70. Flight Guidance Couple
Arrow
At power-up, the left side FGC is automati-
cally chosen as the computer to supply the
ight director. Autopilot commands and the
couple arrow will always point to the left after
avionics power-up.
Each PFD will display AP/FD commands
from the coupled side. They do not normally
operate independently. There are two excep-
tions: go-around mode; full-ILS approach
mode. When GA and full-ILS modes are ac-
tive, each Flight Guidance Computer (FGC)
provides independent guidance to the onside
PFD ight director. When either of these con-
ditions exist, the single pointer arrow adds an-
other barb to show that the ight directors are
now independent (Figure 16-71). For this con-
dition to exist in the full-ILS approach mode,
the same localizer frequency must be tuned on
both radios (e.g., LOC1 and LOC2) and the
glideslope must be captured. If independent
operation can not be accomplished an annun-
ciator will appear on the non-coupled side
showing that an independent mode was at-
tempted but unsuccessful.
Successful Independent Operation
Unuccessful Independent Operation
Figure 16-71. Independent Flight Director
Operation
The coupled FGC provides automatic pitch
trimming with the autopilot engaged. Pitch
Collins
20
HDG PTCH
ALTS
14000
4
4
2
<
140
80
6935
FMS
AP
1
Collins
20
HDG PTCH
ALTS
14000
4
4
2
<
140
80
6935
FMS
Collins
20
APPR LOC1 GS
14000
4
700
2
4
<
140
80
6
6935
R
AP
Collins
20
APPR LOC1 GS
14000
4
700
2
4
<
140
80
6
6935
R
AP
FD1
1
FOR TRAINING PURPOSES ONLY 16-36
KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL
1
6
A
V
I
O
N
I
C
S
Figure 16-69. Flight Guidance Panel (FGP)
CRS1
D
I REC
T
PUSH
CRS2
D
I REC
T
PUSH
SPEED
I
A
S
/ MA
C
H
PUSH
FD VS DOWN
UP
VNAV
NAV HDG
HDG
APPR ALT FLC
1/2 BANK
YD AP
YD/AP DISC
FD
CPL
Collins
ALT
C
A
N
C
E L
P U
S
H
S
YNC
PUSH
16-37 FOR TRAINING PURPOSES ONLY
trimming is disabled if a pitch trim fault occurs.
If a pitch trim fault is detected before the au-
topilot is selected ON, the autopilot will be
prevented from engaging. A pitch trim fault
detected after autopilot engagement will not
disengage the autopilot. Failures are indicated
by the appearance of a red TRIM annuncia-
tion on the PFDs (see the Flight Controls sec-
tion of this PTM).
YD/AP Disconnect Switch-Bar
The YD/AP Disconnect switch-bar removes
power from the autopilot and yaw damper
causing both to disengage. When pulled down,
a red and white band is visible to indicate the
disengage position (Figure 16-72). Raise the
switch-bar to permit autopilot/yaw damper en-
gagement.
Figure 16-72. YD/AP Disconnect Bar
FD Mode Buttons
All mode buttons on the FGC are ON / OFF
buttons. Caution should be exercised when se-
lecting each mode, as the buttons do not indi-
cate which one is already engaged. A scan of
the mode selection area on each PFD is re-
quired rst to verify current mode. When a
mode is then selected, incompatible modes are
automatically removed. Lateral modes include
HDG, ROLL, BANK, APPR, and NAV.
Vertical modes include VS, ALT, VNAV,
PTCH, FLC (or IAS), and altitude select
(ALTS).
FD Buttons
The left and right side FD buttons control dis-
play of the ight director command bars on
the respective PFD. At power-up, both ight
directors are off. Both ight directors are au-
tomatically activated when the autopilot is en-
gaged or when a ight director mode is
selected. Pushing the FD button will initially
display both ight directors in the PTCH and
ROLL modes. Either pilot can independently
remove their command bars from view by
pressing the respective FD button. The com-
mand bars will be removed from view but the
mode selections and opposite pilots command
bars will remain in view. If both pilots remove
the command bars from view, the ight direc-
tor will be completely turned off. This includes
all mode selections.
For IFIS equipped aircraft the ight director
image can be a v-bar or cross pointer (x-ptr).
See the REFS section of the DCP in this chap-
ter.
UP/DOWN Pitch Wheel
The pitch wheel controls reference values used
to set the vertical speed in the VS mode, or
pitch angle in the pitch mode. Caution must be
taken when using this control because it will
override or change active vertical modes.
There are two exceptions: glideslope (GS)
captured; GPS Vertical Glidepath (VGP) cap-
tured. This override is active during altitude
capture so care should be taken not to manip-
ulate the pitch control wheel during the dis-
play of ALT CAP on the PFD.
ROLL Mode
The ROLL mode is the basic lateral mode and
is activated automatically if no other lateral
mode is selected when the ight director is on,
or when the CPL button is pressed. ROLL an-
nunciates on the PFD when the mode is se-
lected.
In the ROLL mode, the FGC maintains the
current bank angle at engagement if the bank
angle is more than 5 degrees. The current
heading is maintained, with a bank angle limit
of 5 degrees, if the bank angle is 5 degrees or
less when the ROLL mode is activated.
SH
CEL
P
U
D
IR
EC
LT
ALT
YD
CPL
AP
YD/AP DISC
FD
CR
KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL
1
6
A
V
I
O
N
I
C
S
HDG Button
The HDG button controls selection of head-
ing mode. HDG annunciates on the PFD when
active. The FGC maintains the heading se-
lected by the heading bug.
HDG Knob
The HDG knob simultaneously controls the
heading bugs shown on both PFDs and the
MFD. If the bug is out of view on a display, a
cyan dashed line will extend from the airplane
symbol to indicate its location. A digital read-
out of the selected heading will be displayed
to the left of the current heading display (Fig-
ure 16-73). The commanded turn will take the
shortest distance to the selected heading un-
less the heading bug was rotated beyond 180
from the current heading. When rotated be-
yond 180, the turn will continue in the direc-
tion the bug was moved.
Figure 16-73. Heading Vector Line
PUSH SYNC Button
The PUSH SYNC button within the HDG
knob resets the heading bugs to the current
heading.
1/2 BANK Button
The 1/2 BANK button limits the maximum
bank angle to 15. While in this mode, a white
arc appears bellow the roll scale that spans 15
degrees either side of level (Figure 16-74).
Figure 16-74. Half Bank Mode
The half-bank mode is automatically selected
when climbing through 18,500 feet and dese-
lected when descending through 18,500 feet.
This mode is also deselected with the follow-
ing; localizer capture; go-around mode selec-
tion; or onside FMS navigation capture.
APPR Button
The APPR button controls selection of the ap-
proach mode. The type of approach is deter-
mined by the active navigation source shown
on the PFD (APPR LOC1, APPR VOR2,
APPR FMS2, etc.). The mode also arms the
glideslope capture after the front course local-
izer has captured if GS is valid. At glideslope
capture, the FGC will descend on the glides-
lope and disregard any preselected altitudes.
The FGC will not capture an altitude after the
glideslope is captured.
The displayed position of the CDI course is
signicant when APPR is pressed. If the head
of the needle is more than 110 degrees from
the present heading, then the approach mode
will assume a localizer back-course is desired
and the annunciation APPR B/C1 or APPR
B/C2 will appear. This position of the CDI will
also suppress any glideslope indications. If the
course is less than 110 degrees from the pres-
ent heading the approach mode assumes a
BRT
DIM
30. 16I N
< PRESET
VOR1
FORMAT >
FMS1
DTK 251
(6935)
0.8NM
25
251
W
3
0
24
2
1
ATC1 UTC RAT COM1 COM2 121.800 4336 125.250 14:41 15
o
C
<
1
RDR
TERR
< ET 01:42
TERM
F
50
TERRAIN
0
RADAR ON
144
069
TCAS OFF
TFC >
>
HDG 010
20
HDG PTCH
ALTS
14000
700
1
2
4
<
140
80
60
6
FMS
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KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL
normal localizer based approach and the an-
nunciation APPR LOC1 or APPR LOC2 will
appear and the GS will arm and capture nor-
mally (Figure 16-75).
Additionally, this mode will allow the FMS to
accomplish what is called a NAV-to-NAV cap-
ture. When FMS is the current active NAV
source and has been loaded with a localizer-
based procedure (ILS, LOC, LOC BC, LDA,
SDF) the FMS will automatically tune that lo-
calizer and set up a preselected course when
within 30nm of the airport. The preselected
course will appear as a cyan dual line, dashed
CDI on the PFD. This preselected course must
become the active navigation source when on
nal for the localizer procedure as it is re-
quired by limitation. This transfer will happen
automatically only if the APPR mode has
been pressed and the preselected course is
trending toward center (Figure 16-76) . This is
called NAV-to-NAV capture as the pilot does
not have to manually change navigation
sources or change ight guidance modes. It is
accomplished automatically.
The APPR button is also used when ying a
non-localizer-based approach to a DA (Deci-
sion Altitude). When established on nal for
an appropriate RNAV (GPS) approach, the
APPR button will activate the approach mode
(APPR FMS1 or APPR FMS2). When VNAV
is then pressed, it will arm the vertical glide-
path (GP) mode (Figure 16-77). This allows
the FMS to follow a glidepath down to a pub-
lished decision altitude (DA) minimum. This
approach descent is based on barometric alti-
tudes and does not consider a ground based
antenna. Like the ILS glideslope, however, the
GPS GP will disregard any preselected alti-
tudes. Reference the VNAV section of this
chapter for more information.
Figure 16-75. APPR Mode Selection
Collins
10
20
APPR B/C1 ALTS
14000
60
600
700
1
2
4
<
140
80
60
6935
E
BRT
DIM
30. 16I N
PRESET
VOR1
FORMAT >
LOC1 109.75
B/C 055
IESJ
0.8NM
ATC1 UTC RAT COM1 COM2 121.800 4336 125.250 14:41 15
o
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<
1
ET
TERM
V
2
1
24
w
3
0
3
3
N
3
6
E
1
2
1
5
S
251
4.1NM
SXW
RDR
TERR
TCAS OFF
TFC >
<
<
Localizer Back Course Localizer Front Course
Collins
10
20
APPR LOC1 GS
14000
60
5
4
600
700
1
2
4
<
6935
E
185
180
160
1
DN
1
1
BRT
DIM
4
30. 16I N
FORMAT >
LOC1 109.75
CRS 235
IEJC
0.8NM
ATC1 UTC RAT COM1 COM2 121.800 4336 125.250 14:41 15
o
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<
6
ET
V
2
1
24
w
3
0
3
3
N
3
6
E
1
2
1
5
S
251
4.1NM
SXW
RDR
TERR
TCAS OFF
TFC >
<
< PRESET
FMS1
1
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Figure 16-76. Localizer Nav-to-Nav Capture
FMS with Localizer Preselect Localizer Capture
Collins
BRT
DIM
10
10
20
APPR FMS1 ALTS
GS
14000
6
60
540
20
400
600
700
1
2
4
4
2
1
30. 16I N
LOC1
109.75 FORMAT >
FMS1
DTK 235
CHARL
0.8NM
ATC1 UTC RAT COM1 COM2 121.800 4336 125.250 14:41 15
o
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<
140
80
60
6935
ET
TERM
V
ACC-.02
0
APPR LOC1
2
1
24
w
3
0
3
3
N
3
6
E
1
2
1
5
S
251
4.1NM
SXW
RDR
TERR
TCAS OFF
TFC >
<
117
110
106
V2
VR
V1
Collins
BRT
DIM
10
10
20
APPR LOC1 GS
14000
6
60
540
20
400
600
700
1
2
4
4
2
1
30. 16I N
FORMAT >
LOC1 109.75
CRS 235
IEJC
0.8NM
ATC1 UTC RAT COM1 COM2 121.800 4336 125.250 14:41 15
o
C
<
6935
ET
V
850
2
1
24
w
3
0
3
3
N
3
6
E
1
2
1
5
S
251
4.1NM
SXW
RDR
TERR
TCAS OFF
TFC >
<
< PRESET
FMS1
185
180
160
120
DN
100
14
1
0
Figure 16-77. VNAV Glidepath (GP) Mode
Collins
10
10
20
APPR FMS VPTCH
3000
6
60
540
20
400
600
700
1
2
4
4
2
1
30. 16I N
251
W
24
<
4000
TOD
185
180
160
120
DN
100
14
1
0
1000
GP
Collins
10
10
20
APPR FMS VGP
3000
6
60
540
20
400
600
700
1
2
4
4
2
1
30. 16I N
V
251
W
24
<
4000
TOD
185
180
160
120
DN
100
14
1
0
1000
GP Armed GP Active
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NAV Button
The NAV button controls selection of the nav-
igation mode. Heading mode remains active
until course intercept. After intercept, the
FGC maintains the selected course. The active
NAV identier annunciates on the PFD (FMS,
VOR1, LOC2, etc.). The NAV mode should be
used during the enroute phase of ight, for ap-
propriate terminal procedures and when y-
ing an approach to an MDA. This excludes an
FMS NAV-to-NAV capture as referenced in
the APPR section. Refer to the VNAV section
of this chapter for more information on how
this mode interacts with FMS vertical naviga-
tion.
CRS Knobs
The CRS knobs select the course to be own
on the respective PFD. This knob is not active
when FMS is the active navigational source.
PUSH DIRECT Button
The PUSH DIRECT button within the CRS
knob automatically selects a direct course to
the active VOR, and centers the CDI on the
respective PFD. This button is not active when
either FMS or LOC is the active navigational
source.
Pitch Mode
Pitch mode is a basic vertical operating mode.
It activates when no other vertical mode is ac-
tive and the ight director is on. The annunci-
ation PTCH displays on the PFD. When active,
the FGC maintains the pitch attitude which
existed when the pitch mode was engaged.
This will occur when the previously selected
vertical mode is pressed again (deselected) or
when the UP/DOWN Pitch Wheel is moved
and VS mode is not active.
Rotating the UP/DOWN pitch wheel changes
the pitch reference value. When the autopilot
is not engaged, pushing the SYNC button on
the control wheel synchronizes the pitch ref-
erence to the current attitude.
VS Button
The VS button controls selection of the verti-
cal speed mode. When VS is activated, the
FGC initially maintains the current aircraft
vertical speed when the mode is selected. Ro-
tating the UP/DOWN pitch wheel changes the
vertical speed reference value. When the au-
topilot is not engaged, pressing the SYNC but-
ton on the control wheel synchronizes the VS
reference to the current vertical speed.
VS and the vertical speed reference value ap-
pear on the PFD (Figure 16-78). An up arrow
appears for climbs and a down arrow appears
for descents. A reference arrow (bug) appears
on the vertical speed scale adjacent to the se-
lected vertical speed.
Figure 16-78. Vertical Speed (VS) Mode
VNAV Mode
The VNAV button controls Vertical Naviga-
tion mode selection and is annunciated on the
PFD as a V located in front of the active ver-
tical mode (e.g., VPTCH, VVS, VALTS, etc).
The ight management computer (FMC) de-
termines the VNAV capture point and pro-
vides vertical steering commands to waypoints
that contain altitude restraints in the FMS. See
the VNAV section and the Flight Guidance
Mode Annunciations table for more informa-
tion.
Collins
10
10
20
HDG VS
ALTS
14000
6
60
540
20
4
600
700
1
2
4
4
1
3
<
140
80
60
6935
R
FMS
R
1100
117
1
V2
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FLC Button
The FLC button controls the Flight Level
Change mode. The FLC mode will climb or de-
scend the airplane towards the preselected al-
titude at the IAS or Mach speed reference
located above the airspeed display. FLC indi-
cations are modied by the SPEED Knob
(Figure 16-79). It is important to note that
when the autopilot is engaged after the FLC
mode is selected, the present speed of the air-
craft will be indicated as the active speed, not
the one dialed in with the SPEED knob. The
pilot can reset the desired speed by rotating
the SPEED knob.
Figure 16-79. Flight Level Change (FLC)
Mode
The FLC mode controls the pitch of the air-
craft and requires pilot manipulation of power
to establish a climb or descent. If the power is
set inappropriately or the speed is unachiev-
able, the aircraft will not be allowed to devi-
ate further from the preselected altitude to
achieve the selected speed. As an example, if
an altitude of 5000 is preselected and FLC
mode is chosen for a 160kt climb and the
power is not increased, the aircraft will initially
begin to pitch up. If this results in a speed
below 160kts, the aircraft will then lower the
pitch until the VSI indicates a climb of ap-
proximately 100 ft/min and stay there regard-
less of what speed that generates. It will not
allow the aircraft to pitch down and deviate
away from the preselected altitude to achieve
the selected speed. This same procedure will
occur if a lower altitude is preselected but the
power is left too high. In this situation the air-
craft will initially pitch to achieve the selected
speed. If this results in a speed faster than se-
lected, the aircraft will begin to pitch back up
until it maintains a descent of approximately
100 ft/min, regardless of what speed that gen-
erates.
SPEED Knob
The SPEED knob selects the IAS or Mach ref-
erence value, as appropriate, to be used by the
FLC mode. This value displays at the top of the
Airspeed Tape. When the FLC mode is se-
lected, the selected speed will also be annun-
ciated adjacent to the FLC mode annunciation
at the top of the attitude display.
IAS/MACH Button
The IAS/MACH button within the SPEED
knob, when pushed, selects Mach mode or IAS
mode for the FLC Speed Bug and FLC refer-
ence. The system automatically changes from
IAS to Mach or Mach to IAS when climbing
or descending through 20,517 feet.
ALT Button
The ALT button is used to hold the aircraft at
the current barometric altitude. The ALT but-
ton is used to level at an altitude other than a
preselected altitude. ALT will annunciate on
the PFD when this is pressed. If the autopilot
is not engaged, pressing the SYNC button on
the control wheel synchronizes the altitude
reference to the current altitude. As with all
ight guidance modes, pressing the ALT but-
ton when ALT is already annunciated on the
PFD will remove the altitude capture.
Altitude Preselect Mode
The altitude preselect mode permits the pilot
to select a target altitude for automatic level
off by the autopilot or FD command. The
Collins
20
HDG FLC 160
ALTS
14000
700
2
4
4
2
<
160
80
6935
FMS
Collins
20
HDG FLC M.31
ALTS
14000
700
2
4
4
2
<
M.31
80
6935
FMS
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ALTS armed mode annunciates in white on
the PFD.
The altitude preselect mode is automatically
selected with the following: the ALT knob is
turned; go-around mode is cleared or the ight
director is turned on. Altitude preselect is au-
tomatically deselected when glideslope ap-
proach mode becomes active, the VNAV
glidepath approach mode (VGP) becomes ac-
tive, altitude hold mode is selected, or the al-
titude capture mode (ALT CAP) is
annunciated.
If a descent or climb is desired, a new altitude
must be preselected. The appropriate vertical
mode must then be selected to climb or de-
scend. Changing the altitude preselector alone
does not cause the aircraft to climb or descend.
If the ALT knob is turned while ALT CAP is
annunciated, the pitch mode is selected and
the altitude preselect mode rearms.
Altitude capture (ALT CAP) occurs when the
airplane altitude approaches the selected alti-
tude. The capture point depends on the closure
rate. When within 1000 of the selected alti-
tude a single aural tone will sound and the pre-
selected altitude will ash. The ashing will
stop when within 200 of the selected altitude.
Should the aircraft subsequently deviate by
more than 200 from the selected altitude the
single aural tone will sound and the prese-
lected altitude will ash yellow. The ashing
will stop with an input by the pilot (pressing
the altitude selector knob) or the aircraft re-
turns to within 200 of selected altitude. In ei-
ther case the number will stop ashing and
return cyan in color.
ALTS shows in yellow if the capture is inhib-
ited due to invalid data and ALTS CAP shows
in yellow if the capture is cleared without a
subsequent selection of altitude hold or glides-
lope/glidepath capture.
ALT Preselect Knob
The ALT knob selects the desired altitude for
level off (displayed on the PFD). Rotating the
knob while in its default position will select
thousands of feet. Pressing the knob IN while
rotating will select hundreds of feet. See the
Altitude Display section of the PFD for more
information on the bugs that appear on the al-
titude tape.
PUSH CANCEL Button
The PUSH CANCEL button within the ALT
knob cancels the ashing visual altitude alerts
on the Altitude Display section of the PFD as
described earlier.
CONTROL WHEEL SWITCHES
The following control wheel switches affect
FGS operation:
DISC TRIM AP/YD Button
The DISC TRIM AP/YD button is located on
the outboard horn of each control wheel. It is
used for disengagement of the autopilot and
yaw damper (Figure 16-80). Pushing the but-
ton to the rst detent will disconnect the au-
topilot and/or yaw damper. Pushing the button
to the second detent will interrupt electric trim
operation. Releasing the button will reset the
trim and allow continued operation.
Figure 16-80. Left Yoke
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SSYNC Button
The SYNC button is located on the outboard
horn of each control wheel. It is used to syn-
chronize the PTCH, FLC, VS, ALT and ROLL
modes of the ight director to the current pa-
rameters if the autopilot is not engaged (Fig-
ure 16-81). Inputs known as Control Wheel
Steering (CWS) or Touch Control Steering
(TCS) features are not installed on this system.
Figure 16-81. Pilot's PFD with SYNC
Electric Pitch Trim Switches
The electric pitch trim switch is comprised of
two segments. The trim switch is located on the
outboard horn of each control wheel. The trim
switch applies electric pitch trim commands.
Both segments of the switch must be actuated
to operate the electric pitch trim. The seg-
mented pitch trim switch reduces the potential
of trim runaway or inadvertent activation.
When moved in either direction, the electric
pitch trim switches will disconnect the autopi-
lot while leaving the yaw damper engaged.
See the Flight Controls section of this PTM for
further discussion of electric pitch trim and its
annunciations.
GA Button
The GA button is located on the outboard
side, in the center, of the left power lever (Fig-
ure 16-82). The G/A button selects the go-
around (GA) mode of the ight director.
Selecting GA mode will disengage the autopi-
lot, but not yaw damper and clear all other
ight director modes. The ight director will
display approximately +7 degree pitch up atti-
tude. ROLL mode will be selected and head-
ing will be held if bank angle is less than 5
degrees. (Figure 16-83). The heading being
held is independent of the heading bug. This
mode will not follow any lateral or vertical
commands and will not capture the prese-
lected altitude. During go-around mode, the
ight directors are independent and the fail-
ure of one will not affect the other. This allows
for redundancy during a critical ight maneu-
ver. The independent ight director capability
also occurs during a full ILS and provides the
same redundancy.
Figure 16-82. Go-Around Button
Collins
10
10
20
HDG PTCH
ALTS
14000
6
60
540
20
400
600
700
1
2
4
4
2
1
30. 16I N
251
W
24
<
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80
60
6935
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ACC-.02
T
0
FMS
SYNC
117
110
106
V2
VR
V1
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It is necessary to reselect a desired mode after
the aircraft is congured in the go-around to
regain full ight director control.
See the Flight Guidance Mode Annunciations
table at the end of this chapter.
Figure 16-83. PFD Go-Around (GA) Mode
CONTROL DISPLAY UNIT
(CDU)
The Control Display Unit (CDU-3000) serves
as a control of the communication and navi-
gation radios, Flight Management System
(FMS) and limited display control for the
PFDs and MFD (Figure 16-84). The pedestal
can contain either one or two CDUs. The sec-
ond CDU is an option. If two are installed,
each CDU will communicate only with the re-
spective FMS. In the optional two CDU in-
stallation, reversionary mode is not available
should one fail. The remaining CDU will be
capable of communicating with the on-side
FMS only.
The CDU has a normal operating temperature
range of -20C to +70C. Should the unit tem-
perature get below -20C the CDU will turn
ON but the LCD display will delay indications
Collins
10
10
20
GA GA
14000
6
60
540
20
400
600
700
1
2
4
4
2
1
30. 16I N
251
W
24
<
140
80
60
6935
TERM
ACC-.02
T
0
117
110
106
V2
VR
V1
Figure 16-84. Control Display Unit (CDU)
EXEC
NEXT PREV
MFD
D A T A
MFD
A D V
CLR
DEL
B R T
DIM
DEP
ARR
PERF LEGS FPLN DIR
MSG
TUN
IDX
MFD
MENU
A B C D F G
H I J K L M
O P Q R T U
V X Y Z
SP
/
E
N
S
W
1 2 3
4 5 6
7 8 9
+ -
/ 0 /
ACT FPLN
KICT
ORIGIN
1/4
DIST DEST
ROUTE ALTN
ORIG RWY
VIA TO
<COPY ACTIVE
<SEC FPLN
[ [
PERF INIT>
KDEN 452
KAPA PLANT2
ICT DIRECT
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Sby a power-up timer. During this time the
CDU will monitor its internal temperature.
With extreme unit temperatures of -30C and
colder, this timer can take as much as 10 min-
utes to illuminate the display.
The CDU has the following controls and dis-
plays:
BRIGHT/DIM Button
This button provides secondary control of the
display intensity. The PILOT DISPLAYS rheo-
stat on the overhead panel provides primary
control.
Title Line
This line displays the page title and page num-
ber. The page number is formatted as the cur-
rent page number followed by a slash and the
total number of pages.
Line Select Keys
These keys activate functions displayed on the
CDU adjacent to the line select key. The line
functions depend on which page is displayed.
Label/Data Line Pairs
Two display lines are associated with each line
select key. The top line is normally a label for
the information that is shown on the data line
Displayed on the second (bottom) line.
The data line can display large or small char-
acters. When the system has entered informa-
tion the text will be in a smaller size. When the
operator has entered information the text will
be larger in size.
Scratchpad Line
The scratchpad line displays data entered by
the alphanumeric keys, or data selected for
transfer by a line key. Brackets identify this
line and it is the only place where the operator
can input information from the keypad. Once
input data is displayed on this line it should be
veried before transferring to a selected eld.
Should an entry occur that is not compatible
with the selected item, the scratchpad will mo-
mentarily display a message to indicate details
about the error. This message will time out and
the previously entered information will return,
so that it may be corrected.
Message Line
A single message line is reserved along the
bottom line of every page to annunciate con-
ditions requiring operator attention or simply
to provide information. If more than one mes-
sage is active the message key (MSG) may be
used to display additional messages as dis-
cussed later in this section.
Alphanumeric Keys
These keys enter data in the scratchpad line of
the display. The data entry keys are as follows;
the 0-9 number keys; the A-Z letter keys; the
period key; the +/- (plus/minus) key; the SP
(space) key; the / (slash) key; and the
CLR/DEL (clear/delete) key. The compass
cardinal headings of N, E, S, and W are high-
lighted with a white box to ease entry of items
requiring direction inputs. Care must be exer-
cised not to confuse the letter O with the
number 0 on the keypad.
IDX Key
The IDX (index) key controls display of items
that do not have a dedicated function key. It
also is a central location for setup and cong-
uration pages for FMS and GPS operations.
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FPLN Key
The FPLN (ight plan) key controls display of
the active ight plan (Figure 16-85). This page
will give an overview of the entered ight plan,
not each individual waypoint.
Figure 16-85. Active Flight Plan Page
LEGS Key
The LEGS key controls display of the way-
point-to-waypoint detail contained in the ac-
tive ight plan. The display includes the lateral
information from waypoint-to-waypoint and
vertical information when applicable. Page 1
always contains the current FROM waypoint
in cyan at the top and the current TO waypoint
in green (Figure 16-86). Page 1 also contains
the selection of AUTO sequencing or IN-
HIBIT sequencing when the progression of
waypoints is desired (AUTO) or not desired
(INHIBIT).
Figure 16-86. Active Legs Page
DIR Key
The DIR (direct) key controls display of the
active direct-to page. Navigating backward
through these pages will lead to a HISTORY
page of all the previous waypoints in the ight
plan (Figure 16-87).
Figure 16-87. Direct to Pages
EXEC
NEXT PREV
MFD
D A T A
MFD
A D V
CLR
DEL
B R T
DIM
DEP
ARR
PERF LEGS FPLN DIR
MSG
TUN
IDX
MFD
MENU
A B C D F G
H I J K L M
O P Q R T U
V X Y Z
SP
/
E
N
S
W
1 2 3
4 5 6
7 8 9
+ - / 0 /
ACT FPLN
KICT
ORIGIN
1/4
DIST DEST
ROUTE ALTN
ORIG RWY
VIA TO
<COPY ACTIVE
<SEC FPLN
[ [
PERF INIT>
KDEN 452
KAPA PLANT2
ICT DIRECT
-------------------
EXEC
NEXT PREV
MFD
DATA
MFD
ADV
CLR
DEL
BRT
DIM
DEP
ARR
PERF LEGS FPLN DIR
MSG
TUN
IDX
MFD
MENU
A B C D F G
H I J K L M
O P Q R T U
V X Y Z
SP
/
E
N
S
W
1 2 3
4 5 6
7 8 9
+ - / 0 /
ACT LEGS
KICT
1/6
SEQUENCE
- - - - - - - - - - - - - - - - - - - - - - -
[ [
LEG WIND>
AUTO/INHIBIT
ICT
WUKOL
MUGER
WUKUS
309
o
12NM
307
o
9.2NM
307
o
3.3NM
307
o
0.5NM / /
/
/
/
---/-----
---/-----
---/-----
---/-----
EXEC
NEXT PREV
MFD
DATA
MFD
ADV
CLR
DEL
BRT
DIM
DEP
ARR
PERF LEGS FPLN DIR
MSG
TUN
IDX
MFD
MENU
A B C D F G
H I J K L M
O P Q R T U
V X Y Z
SP
/
E
N
S
W
1 2 3
4 5 6
7 8 9
+ - / 0 /
ACT DIRECT-TO 1/1
[ [
<SXW152
<(6935)
<KIRLE
250
o
215
o
R322
o
/
------------------------
HISTORY
KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL
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DEP ARR Key
The DEP ARR key controls display of the de-
parture/arrival pages. The selectable proce-
dures are those related to the current active
ight plan ORIGIN and DESTination airports
or the current secondary ight plan ORIGIN
and DESTination airports. If diversion to a dif-
ferent airport is desired, the identier for that
airport must be placed in the DEST slot on the
FPLN page to retrieve departures / arrivals for
that airport.
PERF Key
The PERF key controls display of the per-
formance menu page. These pages contain
manually entered loading data, fuel advisory
pages, and some VNAV advisory pages.
MSG Key
The MSG (message) key controls display of
the system message page. This is necessary
when more than one message is active. Should
multiple messages be active pressing the MSG
key will allow additional messages to be
viewed. To return to the last viewed page sim-
ply press the MSG key again.
TUN Key
The TUN (tune) key controls display of the
radio tuning page. These pages are used to
tune the communication, navigation and ATC
transponder equipment in conjunction with
the Radio Tuning Unit (RTU). If two CDUs
are installed, the right CDU will not have this
page active.
PREV Key
The PREV (previous) key is used to display
the previous page when the current CDU
function has more than one page.
NEXT Key
The NEXT key is used to display the next
page when the current CDU function has
more than one page.
EXEC Key
The EXEC (execute) key activates modica-
tions made to the active ight plan. The label
EXEC annunciates on the CDU when the ac-
tive ight plan has been modied and the
changes have not been activated (Figure 16-88).
Pushing the EXEC key activates the modied
ight plan. If this key is not pressed the changes
will not take effect. A CANCEL MOD option
is available when the modication to the ight
plan has not yet been executed. It will erase the
modication and return the FMS to the original
ight plan.
Figure 16-88. Hold FPLN Mode
MFD MENU Key
The MFD MENU key opens the display of the
MFD menu page on the CDU (Figure 16-89).
The MFD menu page displays a menu of the
EXEC
NEXT PREV
MFD
DATA
MFD
ADV
CLR
DEL
BRT
DIM
DEP
ARR
PERF LEGS FPLN DIR
MSG
TUN
IDX
MFD
MENU
A B C D F G
H I J K L M
O P Q R T U
V X Y Z
SP
/
E
N
S
W
1 2 3
4 5 6
7 8 9
+ - / 0 /
MOD FLPN HOLD
WUKOL
FIX
1/1
ENTRY HOLD SPD
/
QUAD/RADIAL MAX KIAS
FIX ETA
LEG TIME EFC TIME
- - - - - - - - - - - - - - - - - - - - - - -
[ [
<CANCEL MOD
NEW HOLD>
INBD CRS/DIR
LEG DIST
FAA/ICAO
307
o
/R TURN
/
/
DIRECT
1.0 MIN /
3.0 NM /
14:16
EXEC
--/---
o
02:00 / //
200
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possible MFD display options, or available text
pages for display on the MFD when the MFD
Data Key has been pressed. A L/R is dis-
played on the lower right corner of this page.
The left (L) selection will be all the options for
the left PFD and the MFD; the right (R) se-
lection will be all the options for the right PFD
only. For each menu the items in green are se-
lected and the items in white are not selected.
MFD ADV Key
The MFD ADV key controls display of the
MFD Advance page on the CDU (Figure 16-
90). The MFD advance page displays a menu
enabling a move to the next or previous way-
point on the FMS plan map display on the
MFD. It will also control advancing through
the pages within a selected MFD DATA text
page.
MFD DATA Key
The MFD DATA key controls the display of
text data pages on the MFD (Figure 16-91).
The text data page displayed is the last one se-
lected from the MFD menu page. Other pages
can be accessed through the MFD MENU
Key.
Figure 16-89. MFD Menu Key (CDU)
EXEC
NEXT PREV
MFD
DATA
MFD
ADV
CLR
DEL
BRT
DIM
DEP
ARR
PERF LEGS FPLN DIR
MSG
TUN
IDX
MFD
MENU
A B C D F G
H I J K L M
O P Q R T U
V X Y Z
SP /
E
N
S
W
1 2 3
4 5 6
7 8 9
+ - / 0 /
LEFT DISPLAY MENU
NEAREST APTS
[ [
SPEED
ETA
HI NAVAIDS
LO NAVAIDS
INTERS
ALTITUDE
APTS
TERM WPTS MISS APPR
L/R>
1/2
MAP DISPLAY
OFF/ON/VNAV
WINDOW SIDE
EXEC
NEXT PREV
MFD
DATA
MFD
ADV
CLR
DEL
BRT
DIM
DEP
ARR
PERF LEGS FPLN DIR
MSG
TUN
IDX
MFD
MENU
A B C D F G
H I J K L M
O P Q R T U
V X Y Z
SP /
E
N
S
W
1 2 3
4 5 6
7 8 9
+ - / 0 /
LEFT DISPLAY MENU
NDBS
[ [
RNG: ALT SEL
LRN POS
ALTN FPLN
L/R>
2/2
MAP DISPLAY
SIDE
EXEC
NEXT PREV
MFD
DATA
MFD
ADV
CLR
DEL
BRT
DIM
DEP
ARR
PERF LEGS FPLN DIR
MSG
TUN
IDX
MFD
MENU
A B C D F G
H I J K L M
O P Q R T U
V X Y Z
SP /
E
N
S
W
1 2 3
4 5 6
7 8 9
+ - / 0 /
LEFT DISPLAY MENU
FPLN PROG
[ [
NAV STATUS
POS SUMMARY
POS REPORT
VOR STATUS
L/R>
TEXT DISPLAY
LRN STATUS
SIDE
Page with Text on MFD Pages with Map on MFD
KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL
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Figure 16-91. MFD Text Page
FLIGHT MANAGEMENT
SYSTEM (FMS)
The FMS provides multiple ight management
functions. These functions include lateral nav-
igation, (LNAV) using multiple navigation re-
ceivers, and vertical navigation (VNAV).
Navigation input includes GPS, DME and
VOR receivers. Vertical navigation (VNAV) is
provided by a computed vertical output from
the FMS using these receivers. The system also
provides course-tracking signals to the ight
guidance system. The Flight Management
Computers (FMCs) are housed in the IAPS
unit located in the nose avionics bay.
The FMS uses a blended combination of GPS
and VOR/DME data to construct a three di-
mensional position of the aircraft in space. To
achieve this blend, the NAV1 radio and NAV2
radio must be receiving a valid signal. This can
be accomplished by manually tuning the re-
ceiver or setting a feature called auto-tuning
which will be discussed later.
Collins
BRT
DIM
FORMAT
TAS SAT GS ISA 0 0 +13
o
C 15
o
C
< <
0
0.0
ITT
26
TORQ
0
FF
PRESS
OIL
TEMP
o
C
0
0
46
430
120
73
NI
98.5
PROP 1980
TORQ
2000
ITT
734
WPT DIST ETA FUEL (LB)
KICT 3.6NM 20:07 0
ICT 7.4NM 20:11 2450
MUGER 16.6NM 20:15 2390
WUKOL 19.8NM 20:16 2370
WUKUS 20.4NM 20:16 2370
HUT 29.8NM 20:20 2310
OATHE 218NM 21:32 1170
SELLS 283NM 21:56 760
TFC <
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
FMS ACT PROGRESS 1/3
DEST
KDEN 415NM 22:47 0
ALTN
KAPA 435NM 22:54 0
RESERVE 0
EXTRA 0
FF 130 750
PRESS
TORQ FIRE
ITT PROP
OIL
122 80
TEMPC 49
110.0
830
112
TORQ
ITT
3.4
516
N1 106.0
1050
62.2
1740
Figure 16-90. MFD Advance Key (CDU)
EXEC
NEXT PREV
MFD
DATA
MFD
ADV
CLR
DEL
BRT
DIM
DEP
ARR
PERF LEGS FPLN DIR
MSG
TUN
IDX
MFD
MENU
A B C D F G
H I J K L M
O P Q R T U
V X Y Z
SP
/
E
N
S
W
1 2 3
4 5 6
7 8 9
+ -
/ 0 /
LEFT DISPLAY ADVANCE
<PREV WPT
[ [
<NEXT WPT
<TO WPT
ACT PLAN MAP CENTER
CTR WPT
<-----
SIDE
L/R>
EXEC
NEXT PREV
MFD
DATA
MFD
ADV
CLR
DEL
BRT
DIM
DEP
ARR
PERF LEGS FPLN DIR
MSG
TUN
IDX
MFD
MENU
A B C D F G
H I J K L M
O P Q R T U
V X Y Z
SP
/
E
N
S
W
1 2 3
4 5 6
7 8 9
+ -
/ 0 /
LEFT DISPLAY ADVANCE
<PREV PAGE
[ [
<NEXT PAGE
L/R>
TEXT DISPLAY
SIDE
With Map Displayed on MFD With Text Displayed on MFD
FOR TRAINING PURPOSES ONLY 16-51
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The CDU is the primary interface with the
FMS. Each CDU will communicate with the
on-side FMS (e.g., Left CDU for No.1 FMS,
Right CDU for No.2 FMS). The FMSs can be
synchronized so that selected operations on
one CDU (and its related FMS) will automat-
ically be transferred to the cross-side CDU
(and its related FMS). (See FMS quick refer-
ence guides and other handouts for informa-
tion on how to synchronize the units).
The FMS database is updated using the Data-
base Unit (DBU). This system can consist of a
3.5-inch high-density oppy disk drive (DBU-
4100) located on the center pedestal and ei-
ther an additional computer port located on
the lower right sidewall of the center pedestal
or an Ethernet port on top of the pedestal on
IFIS equipped aircraft. Optionally, a unit
called the DBU-5000, which consists solely of
two USB ports on top of the pedestal may be
installed. The installed system is used to up-
load data to the aircraft or download data
from the aircraft. This can include avionics
malfunction reports (Figure 16-92).
All update methods require the aircraft bat-
tery and avionics to be ON. It is strongly rec-
ommended that a ground power unit be
applied to the aircraft for this operation. If a
laptop is required during the update, make
sure the battery has sufcient power to last the
whole process or have it connected to an ex-
ternal power supply.
To use the oppy disk drive, the FMS database
must rst be loaded onto a computer and then
written onto the disks. These disks are then in-
serted into the disk drive and prompts and the
CDU will provide the necessary prompts for
the update.
To use the computer port (PCD-3000) located
on the sidewall of the pedestal, the FMS data-
base must rst be loaded onto a laptop com-
puter. The laptop computer and a special cable
are then connected through this port to either
upload or download information. The use of
Rockwell Collins software titled PCD Soft-
ware is required for this operation.
Figure 16-92. Database Units
To use the Ethernet port located on top of the
pedestal, the FMS database must rst be
loaded onto a laptop computer. This port will
also accept IFIS information such as Jeppesen
charts, airways, airspace, etc. This information
must be on the laptop computer or in the lap-
top CD-ROM drive. The laptop computer and
standard Ethernet cable are then connected
through this port to either upload or download
information. The use of Rockwell Collins soft-
ware is required for this operation (CPAS-
3000).
To use the USB port (DBU-5000), the FMS
data and IFIS data must rst be loaded onto a
computer and then moved to a USB drive. The
USB device must not have preinstalled soft-
ware which manages passwords or security, as
this can interfere with the proper loading of
KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL
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Sthe database. If Jeppesen charts are involved,
it is recommended to have a device at least
1GB in size. This drive is then plugged into the
USB port in the aircraft. The generated
prompts are displayed on the CDU. In this
case the laptop does not need to be connected
to the aircraft.
FMS INITIALIZATION
The FMS must be initialized prior to each
ight. The initialization may be accomplished
using the following acronym:
V Verify FMS database coverage and
effective dates
I Initialize FMS position
P Plan the ight (build the ight plan)
P Performance initialization
For further explanation of these steps, refer to
the FMS quick reference guides and FMS
manuals.
VERIFY
Verify the coverage of the database and verify
the currency of the database. Flight with an
out of date database is allowed, but the use of
FMS / GPS dependent procedures are not au-
thorized.
INITIALIZE
Initialize the FMS position, or verify that the
current position is correct. This position needs
to be in a latitude / longitude format and can
be retrieved / veried using airport reference
point (ARP), a pilot dened point or the
GPS.The GPS should be able to update the
system quickly unless the aircraft was moved a
signicant distance (>40nm) with the FMS in-
operative or the FMS was removed and re-
placed. This step will consist primarily of
verifying the known position as opposed to ac-
tively entering the position.
PLAN
The ight plan will be loaded on the FPLN
page. ORIGIN, DESTination, and xes along
the route of ight may be entered. Instrument
Departures or Arrivals may be loaded as nec-
essary.
PERFORMANCE INITIALIZATION
Performance is initialized by entering the de-
sired weights for passengers, cargo, fuel, etc.
The CRZ ALT is an optional entry and helps
the unit forecast a descent point later in the
ight. CRZ ALT does not change any fuel cal-
culations when changed or updated.
VERTICAL NAVIGATION
The FMS-3000 is capable of creating and dis-
playing a descent prole or a glidepath to com-
ply with crossing altitude restrictions issued by
ATC, or an associated instrument procedure.
The Flight Guidance System is able to use this
information to capture and track the com-
puted glidepath.
VNAV altitude restrictions are displayed in
magenta along the right side of the LEGS
page (Figure 16-93). A VNAV altitude will be
automatically entered if it is part of a database
derived procedure. The pilot can manually in-
sert an altitude associated with any waypoint.
Once an altitude restriction is inserted either
automatically or manually, the FMS will gen-
erate the associated glidepath. The glidepath
will be displayed at the appropriate point. As
long as the proper conditions are met, the FGS
will capture and track the vertical glidepath.
The conditions are as follows:
The altitude must be entered into the
LEGS page
The VNAV mode of the FGS must be
selected (indicated by a V prior to the
active vertical mode)
The Preselected Altitude must be set at,
or beyond, the VNAV altitude
FOR TRAINING PURPOSES ONLY 16-53
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Figure 16-93. Active Legs Page with
VNAV Altitudes
The default VNAV glidepath is a 3.0 descent
angle unless otherwise published in an instru-
ment procedure. The pilot has the ability to
modify this angle on every leg except for the
nal approach segment between the Final Ap-
proach Fix (FAF) and the Missed Approach
Point (MAP). The FMS may create an angle
other than 3.0, if required. The glidepath is
based on aircraft position relative to the asso-
ciated waypoint, a commanded vertical direct-
to, or the associated waypoints position relative
to a prior waypoint with an altitude restriction.
When two or more waypoints in a ight plan
have altitude restrictions, and they are suf-
ciently close in proximity to each other the
FMS will compute the best glidepath to meet
the requirements of all altitude restrictions. In-
stead of ying a 3.0 path to a waypoint, level-
ing off, and then ying another 3.0 path to the
next waypoint, the FMS will adjust the paths
to varying angles resulting in a continuous de-
scent. This is sometimes called smoothing
the descent.
A magenta Top Of Descent (TOD) circle will
appear on the display maps to indicate the
projected point where this descent will occur.
The TOD point will indicate when the vertical
deviation indicator nears the center position
on the vertical deviation scale (Figure 16-94).
This indicator is sometimes called the
snowake or star. As with Glideslope op-
erations, these GPS Glidepath operations will
only capture VNAV when initially below the
projected angle. If the aircraft is already
passed the descent point, manual intervention
is required to place the aircraft in a position
where the FGS can capture the glidepath.
When the FGS captures a glidepath, the verti-
cal mode will be annunciated as VPATH when
NAV is selected or VGP when APPR is se-
lected (Figure 16-95).
VPATH will allow the FGS to level at either
the preselected altitude or VNAV altitude,
whichever it encounters rst. It is necessary to
be aware of the armed altitude mode when ac-
complishing this maneuver. ALTS indicates
that VNAV will reach and level off at the pre-
selected altitude even though there may be
multiple step downs in between. This indicates
that smoothing the descent is possible and an
intermediate level off is not required. ALTV
indicates that VNAV will reach and level off
at the next VNAV altitude posted in magenta
above the VSI. This indicates that smoothing
the descent is not possible and the aircraft
must accomplish an intermediate level off. An-
other TOD will appear indicating where the
descent will begin if there is another altitude in
the FMS. The use of NAV and VNAV should
be used when ying enroute VNAV and when
ying an approach to MDA This selection
does not include localizer based procedures
which are own with a NAV-to-NAV capture
function of the FMS. These approaches re-
quire the APPR mode for the NAV-to-NAV
function to operate correctly.
EXEC
NEXT PREV
MFD
DATA
MFD
ADV
CLR
DEL
BRT
DIM
DEP
ARR
PERF LEGS FPLN DIR
MSG
TUN
IDX
MFD
MENU
A B C D F G
H I J K L M
O P Q R T U
V X Y Z
SP
/
E
N
S
W
1 2 3
4 5 6
7 8 9
+ - / 0 /
ACT LEGS
HUT
2/6
[ [
LEG WIND>
---/ 3100A
---/ 3600A CEPGA
FEBIT
FAXIM
THEN
054
o
6.0NM
144
o
6.0NM /
/ /
- DISCONTINUITY -
---/ 3600A
3.0
o
0.0
o
3.0
o
//
//
//
/
/ /
/
307
o
9.5NM /
---/-----
------------------------
KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL
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Figure 16-94. VNAV Top of Descent
Additionally, VNAV can be used during an al-
titude restricted climb. The FGS will be in
NAV and VNAV modes and never in APPR
mode. The same three conditions mentioned
for a VNAV descent apply here too. The initial
climb from the airport will be accomplished by
any manually chosen vertical mode (VS or
FLC). When VNAV is selected, the altitude
preselector is then placed at the highest au-
thorized altitude and the FGS will level off at
each intermediate VNAV altitude. Once lev-
eled off at the intermediate altitude, FLC will
arm indicating there is another climb. Passing
the altitude restricted x, FLC will become the
active vertical mode at the aircrafts current in-
dicated speed. The pilot must now change the
FLC speed and aircraft power for the climb.
The aircraft will level off at the next altitude
restricted x and FLC will arm again. This
process will be repeated until the aircraft lev-
els at the altitude shown on thepreselector.
The aircraft is not allowed to go beyond the
preselector setting.
NAV +VNAV
APPR + VNAV
Figure 16-95. VNAV Modes
GLOBAL POSITIONING
SYSTEM (GPS)
The global positioning system (GPS) provides
worldwide navigation via signals received
from orbiting satellites. The GPS receiver is lo-
cated in the nose avionics bay and is labeled
GPS-4000( ) (The parentheses will contain ei-
ther an A for standard GPS or an S for
WAAS GPS). Using an antenna mounted on
the top of the fuselage, it will track and moni-
tor up to 12 satellites to provide a three di-
mensional position for the FMS and the
Terrain Awareness and Warning System
(TAWS). The GPS 1 and optional GPS 2 sys-
tems are controlled by the CDU(s).
Collins
BRT
DIM
ALTS
10
10
20
FMS VPATH
3000
6
60
540
20
400
600
700
1
2
4
4
2
1
30. 16I N
< PRESET
VOR1
FORMAT >
FMS1
DTK 251
RALPE
5.2NM
5
251
W
3
0
24
2
1
ATC1 UTC RAT COM1 COM2 121.800 4336 125.250 14:41 15
o
C
<
4000
RDR
TERR
< ET 01:42
10
TFC >
>
RALPE
JABAN
TOD
TOD
185
180
160
120
DN
100
14
1
0
Collins
BRT
DIM
10
10
20
FMS VPATH
3000
6
60
540
20
400
600
700
1
2
4
4
2
1
30. 16I N
< PRESET
VOR1
FORMAT >
FMS1
DTK 251
RALPE
2.5NM
5
251
W
3
0
24
2
1
ATC1 UTC RAT COM1 COM2 121.800 4336 125.250 14:41 15
o
C
<
4000
RDR
TERR
< ET 01:42
10
TFC >
>
RALPE
JABAN
TOD
TOD
185
180
160
120
DN
100
14
1
0
1000
ALTS
Collins
ALTS
FMS VPATH
3000
4
4
<
4000
R
185
Collins
APPR FMS VGP
3000
4
4
<
4000
R
185
FOR TRAINING PURPOSES ONLY 16-55
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The FMSs will default to GPS navigation
sources as the primary reference for their po-
sition. Whether they are still enabled and part
of the navigation can be seen with a few pages
in the CDU Index (IDX) page. The GPS Con-
trol page will indicate whether the GPS sen-
sors are enabled for navigation use, and will
indicate the difference between the GPS posi-
tion and the calculated FMS position (Figure
16-96). The PROGESS page on the CDU dis-
plays the current navigation sources used by
the FMS to determine current position (Fig-
ure 16-97). The PROGRESS page shows a
label on the bottom titled NAVIGATION. In
this example the NAVIGATION area indi-
cates that the system is using VOR, DME and
GPS. Should the GPS malfunction or lose its
Receiver Autonomous Integrity Monitoring
(RAIM) the GPS label would be removed
from the NAVIGATION line. If the GPS por-
tion of the position begins to malfunction, a
message will appear on the CDU. Some ex-
amples of GPS messages are as follows:
GPS FMS Disagree (indicates the computed
FMS position is different than the GPS posi-
tion by a selected amount)
GPS Not Available (indicates the FMS is not
using the GPS for position information)
NO GPS RAIM (indicates the FMS is using
the GPS but the GPS position is degraded)
As with any approved GPS navigation re-
ceiver, this system allows the check of integrity
and accuracy through certain pages in the
CDU. For a RAIM prediction it is necessary
to navigate to the Index page of the CDU and
choose GPS CNTL. On this page it is possible
to enter a desired airport and ETA. The
RAIM system will then indicate RAIM avail-
ability 15 minutes before to 15 minutes after
that entered time. The default entry for the air-
port line will automatically contain the DES-
Tination airport. ETA will be an active
number based on the loaded ight plan and
current ground speed.
Figure 16-96. GPS CONTROL
Figure 16-97. PROGRESS
EXEC
NEXT PREV
MFD
DATA
MFD
ADV
CLR
DEL
BRT
DIM
DEP
ARR
PERF LEGS FPLN DIR
MSG
TUN
IDX
MFD
MENU
A B C D F G
H I J K L M
O P Q R T U
V X Y Z
SP
/
E
N
S
W
1 2 3
4 5 6
7 8 9
+ - / 0/
GPS CONTROL
GPS1 <ENABLED>
[ [
322 /0.4
KDEN
POS DIFF
<INDEX
/
DEST ETA
SAT DESELECT
APPR RAIM
12:16 AVAILABLE
GPS2 <ENABLED> 322 /0.3 /
--
------------------------
EXEC
NEXT PREV
MFD
DATA
MFD
ADV
CLR
DEL
BRT
DIM
DEP
ARR
PERF LEGS FPLN DIR
MSG
TUN
IDX
MFD
MENU
A B C D F G
H I J K L M
O P Q R T U
V X Y Z
SP
/
E
N
S
W
1 2 3
4 5 6
7 8 9
+ - / 0 /
PROGRESS
KIRLE
LAST
TO
[ [
NEXT
ETE
1/2
DIST
KDEN
VOR/DME1 GPS
NAVIGATION
DEST
ALTN
FUEL-LB
DBL
BASEE
2.3 0
19.6 0:04 2440
72.3
193
0:16
0:42
2300
1980
/
/
/
//
/
/ /
---- --- -:-- -----
/
KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL
16-56 FOR TRAINING PURPOSES ONLY
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INTEGRATED FLIGHT
INFORMATION SYSTEM
(IFIS)
The Integrated Flight Information System
IFIS-5000 is a part of the ProLine 21 architec-
ture to provide extra information storage, in-
creasing the available display features. The
added items known as Enhanced Maps (E-
Maps) are displayed only on the MFD and in-
clude geographic / political boundaries, airways
(high and low), and airspace. Optionally, the
IFIS system can also display downloaded
graphical weather (GWX), and Electronic
Charts (E-Charts).
The main storage unit is the File Server Unit
(FSU-5000) located in the empennage avion-
ics shelf. This contains the memory needed for
all the display options and outputs information
only to the MFD via a fast Ethernet bus. This
unit also receives inputs from a graphical
weather system, FMS(s), database update unit
and the pilots Cursor Control Panel (CCP)
(Figure 16-98).
There are two kinds of database update units.
One form of database update allows for the
update of all Collins related items including
FMS(s), E-charts, E-maps, graphical weather
and maintenance items. Alternately, a disk
drive may be used to update only the FMS(s).
This DBU-4100 contains an Ethernet port and
two switches that are used to prepare the air-
craft to accept the data (Figure 16-99). The
switch labeled FMC Load will chose whether
to update the FMS data via this Ethernet port
or via the original oppy disk drive located at
the aft end of the pedestal. If DATABASE
UNIT is selected, the oppy disk drive can
now accept diskettes and the CDU is used to
update the FMS.
If IFIS DATA is chosen, then the disk drive is
not active and the database loads must occur
through the Ethernet port. Once IFIS DATA
is selected, the switch labeled ENABLE / DIS-
ABLE must be enabled to prepare the aircraft
avionics to accept data. A laptop is used and
an Ethernet cable is connected between the
computer and the covered IFIS DATA port.
Software from Rockwell Collins will organize
and coordinate the upload of data from the
laptop to the aircraft. Refer to the CPAS-3000
Collins software manual for appropriate dat-
aload order and instructions.
Another type of database unit, the DBU-5000,
uses two USB ports located at the aft end of
the pedestal (Figure 16-100). Either port is
used to update the FMS(s), E-charts, E-maps,
graphical weather and/or maintenance items.
Once the databases are loaded onto the USB
device from a computer it is connected to one
of these ports. The remainder of the database
load is controlled through the MCDU MENU
line key on the CDU Index (Figure 16-101).
Pressing the DBU option will allow the CDU
to query the aircraft and the USB device to see
what les are available for loading. After the
load is complete the CDU can be exited to the
main Index page and the USB device can be
disconnected and used for the next database
cycle. The two USB ports are to be used only
for database loading and will not support ex-
ternal USB devices.
FOR TRAINING PURPOSES ONLY 16-57
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Figure 16-98. IFIS Block Diagram
CCP
ins Coll
T KEGE 11-1 AIRPOR
0 .0 0
0
26
ITT
0
FIRE TORQ
73
120
430
46
0
0
C o MP TE
OIL
PRESS
FF
.5 98 NI
1980 P PRO
2000
RQ TO
734
ITT
AFX
CCP ADV
MENU
-------------------
DIRECT ICT
PLANT2 KAPA
452 KDEN
PERF INIT>
[
SEC FPLN <
COPY ACTIVE <
TO VIA
ORIG RWY
ALTN ROUTE
DEST DIST
1/4
ORIGIN
KICT
FPLN ACT
Collins
ATA
T
H
CCT E L E SS E
H S P SH U P
D
ICT
KAPA
KDEN
[
TO
ALTN
DEST
1/4
FMC 1
<
< <
BRT
DIM
-------------------
DIRECT
PLANT2
452
[
SEC FPLN <
COPY ACTIVE <
VIA
ROUTE
DIST ORIGIN
KICT
FPLN ACT
FMC 2
MFD
-------------------
ICT
KAPA
452 KDEN
PERF INIT>
[
TO
ORIG RWY
ALTN
DEST DIST
1/4
CDU
ETHERNET
ETHERNET
TS E-CHAR
FSU-5010
ETHERNET
TS
FSU-5010
C
DU
CMU-4000
LOAD AA LOADER TTA DAAT
CMU-4000
LOADER
GWX
E-MAPS
TS E-CHAR
TS
RIU-40X0
CMU-4000
(VHF
COMMUNICA
RIU-40X0
OR
CMU-4000
RF LINK
, ETC.) , HFF, ETC.) FF, HF
TION SYSTEM ICAATION SYSTEM
OR
XMWR-1000
Antenna
XM Satellite
XMWR-1000
XM Satellite
TION INFORMAATION PROVIDER (Universal)
ALINK P TTALINK PROVIDER (ARINC) DAAT
(GWX-5000)
UNIVERSAL
RF LINK
TION PROVIDER (Universal)
ALINK PROVIDER (ARINC)
(GWX-5000)
THER WEAATHER UNIVERSAL
TION PROVIDER (Universal)
(GWX-3000)
TH XM WEA ATHER
(GWX-3000)
THER
KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL
16-58 FOR TRAINING PURPOSES ONLY
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Figure 16-99. Ethernet Database Unit
Regardless of which dataloader is installed, the
available subscriptions are listed in Figure 16-
102. Collins will provide the FMS and En-
hanced Map (E-Map) databases through
internet download or a shipment of CDs.
Jeppesen will provide the Electronic Chart (E-
Chart) database through a shipment of CDs
only (no internet download). Finally, Hawker
Beechcraft will provide the electronic check-
list through an internet download. Although
not specically a part of the IFIS system, the
electronic checklist will be uploaded through
the same dataloader units discussed earlier.
With each revision of the aircraft AFM that af-
fects the checklist, it is the operators respon-
sibility to update the electronic checklist
manually or download a new version from
Hawker Beechcraft.
Figure 16-100. USB Database Unit
(DBU-5000)
Figure 16-101. MCDU Menu.
CURSOR CONTROL PANEL (CCP)
The primary pilot interface with the IFIS sys-
tem is accessed through the Cursor Control
Panel (CCP) located on the pedestal (Figure
16-103). The left most section is used to enter
and manipulate menus that appear on the
MFD. The center section is used to store MFD
display options to more quickly retrieve a de-
sired display setup. The right most section con-
tains a joystick and input buttons to control
the E-Charts and downloaded weather.
The memory keys are used to store the main
MFD line select key format options. They do
not store IFIS related map selections such as
E-Maps or E-Charts. The selected Upper For-
mat, Lower Format, Terrain or Radar, and
TCAS options are stored. When the appropri-
ate selections are made, press and hold the de-
sired memory key until STORE is indicated
on the MFD. Releasing the memory key will
display a STORE COMPLETE (Figure 16-
104). This can be repeated for each of the three
memory keys. To retrieve the selected options
EXEC MSG
INDEX
<STATUS
[ [
FIX>
GPS POS>
<POS INIT
<VOR CTL
<GPS CTL
HOLD>
PROG>
<FMS CTL SEC FPLN>
1/2
<MCDU MENU
FREQUENCY>
EXEC MSG
MCDU MENU
<DBU
[ [
GPS POS> <FMS 1
FOR TRAINING PURPOSES ONLY 16-59
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Figure 16-102. IFIS Dataload Block Diagram
FMC 1
ETHERNET BUS
FILE SERVER UNIT (FSU)
JEPPESEN
E-CHARTS (CD) - 14 DAYS
COLLINS
E-MAPS (DOWNLOAD) - 28 DAYS
GEO-POLITICAL (DOWNLOAD) - AS REQUIRED
GRAPHICAL WX DATABASE (DOWNLOAD) - AS REQUIRED
FMC 2
DATALOADER
DATABASE UNIT (DBU) -
diskettes
INDIVIDUALLY
MAINTENANCE DIAGNOSTIC
COMPUTER (MDC)
HAWKER BEECHCRAFT
MFD CHECKLIST (DOWNLOAD) -
AS REQUIRED
SIMULTANEOUS
FLIGHT MANAGEMENT
COMPUTER (FMC)
COLLINS
FMS NAV DATABASE (DOWNLOAD) -
28 DAYS
Not Applicable with DBU-5000
KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL
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Spress and release the desired memory key and
the MFD will change to the stored settings.
Figure 16-103. CCP
Figure 16-104. MFD Store Complete
Enhanced Maps (E-MAPS)
The IFIS system contains Collins provided
data with certain enhanced map features.
These include geographic / political bound-
aries, airspace and airways (high and low).
The geographic / political option (GEO -
POL) will overlay state and country bound-
aries on the MFD display. The location of in-
ternational boundaries on the overlay must
not be used as an accurate representation of
true boundary position. The GEO-POL over-
lay should only be used for information. This
overlay is accessed by pressing the MENU
button on the CCP when a PPOS map or
PLAN map is in view on the MFD. Moving the
cursor to the GEO-POL option will allow
turning the overlay ON or OFF (Figure 16-
105) The cursor can be moved by pressing the
adjacent line select key or by rotating the
MENU ADV knob on the CCP. After the cur-
sor is at the desired position, another press of
the line select key will change the value as will
rotating the DATA knob on the CCP.
Figure 16-105. Geo-Politcal Overlay
The airspace option will overlay certain air-
space boundaries. The airspace boundaries in-
clude Class A and B airspace along with CTA
and TMA/TCA airspace. Airport related
boundaries are shown with a solid magenta
outline. Additionally, restricted and prohibited
airspace is shown with a dashed magenta out-
line. The vertical limits and identifying marks
of the airport or restricted/prohibited areas are
not shown on the MFD. They must be used as
information only and not to navigate or stay
clear of these areas. The overlay is accessed
with the MENU button on the CCP with the
PPOS map or PLAN map displayed on the
MFD. As discussed earlier, moving and ma-
nipulating the cursor to the Airspace option
will allow turning the overlay ON or OFF.
(Figure 16-106).
Collins
PUSH
S
E
L EC
T
MENU
ADV
DATA
MENU ESC STAT MEM 1
MEM 2
MEM 3
CHART
ZOOM
FMS
<
<
10
STORE
COMPLETE
F
Collins
FMS1
DTK 275
ICT
TTG
17.5NM
21
2
4
S
1
5
TAS SAT ISA 0 +13
o
C 25
o
C
<
50
25
--:--
ABOVE
KBEC
ICT
191
BRT
DIM
GEO-POL
ONOFF
PPOS PPOS
<
AIRSPACE
ONOFF
<
AIRWAYS
HI LOOFF
<
MAP SRC
FMS1
FMS2
<
0
0.0
ITT
26
TORQ
0
FF
PRESS
OIL
TEMP
o
C
0
0
46
430
120
73
NI 98.5
PROP 1980
TORQ
2000
ITT
734
AFX FIRE
FF 130 750
PRESS
TORQ FIRE
ITT PROP
OIL
122 80
TEMPC 49
110.0
830
112
TORQ
ITT
3.4
516
N1 106.0
1050
62.2
1740
FOR TRAINING PURPOSES ONLY 16-61
KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL
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Figure 16-106. Airspace Overlay
The airway feature will superimpose all the se-
lected airways on top of the current MFD map
to help orient their positions. Only the airway
is labeled and not the intersections. Once the
airway is loaded in the FMS the intersection
names will appear for that airway only. This
overlay is accessed by pressing the MENU
button on the CCP when a PPOS map or
PLAN map is in view on the MFD (Figure 16-
107). As discussed earlier, moving and manip-
ulating the cursor to the Airway option will
allow selection of HI / LO / OFF.
The overlay selections are the same for the
PLAN map with the exception of a Graphical
Weather (GWX) option. The GWX overlay
will be discussed later.
Figure 16-107. Airways Overlay
STATUS PAGES
The File Server Unit (FSU) contains status
pages that indicate settings and congurations
for the IFIS system. Pressing the STAT key on
the CCP will display the last viewed page (Fig-
ure 16-108). The DATABASE EFFECTIV-
ITY page indicates the current dates of each
installed item. If a database is out of date the
affected line will be yellow. The CCP MENU
ADV and PUSH SELECT knobs are used to
move the cursor and display more information
for the selected database in the lower box.
Pressing the CCP MENU key will display the
status menu options (Figure 16-109). Using the
CCP MENU ADV and PUSH SELECT
knobs allows for the selection of another sta-
tus page. One example, is the optional Elec-
tronic Chart subscription page (Figure 16-110).
On this page the pilot can enter a Jeppesen
provided Access Code and be able to instantly
retrieve more charts. This capability can be
used when a one-time ight is planned outside
the current chart coverage. It is important to
note that electronic chart coverage is a sepa-
Collins
FMS1
DTK 275
ICT
TTG
17.5NM
21
2
4
S
1
5
TAS SAT ISA 0 +13
o
C 25
o
C
<
50
25
--:--
ABOVE
KBEC
ICT
191
BRT
DIM
GEO-POL
ONOFF
PPOS PPOS
<
AIRSPACE
ONOFF
<
AIRWAYS
HI LOOFF
<
MAP SRC
FMS1
FMS2
<
0
0.0
ITT
26
TORQ
0
FF
PRESS
OIL
TEMP
o
C
0
0
46
430
120
73
NI 98.5
PROP 1980
TORQ
2000
ITT
734
AFX FIRE
FF 130 750
PRESS
TORQ FIRE
ITT PROP
OIL
122 80
TEMPC 49
110.0
830
112
TORQ
ITT
3.4
516
N1 106.0
1050
62.2
1740
Collins
FMS1
DTK 275
ICT
TTG
17.5NM
21
2
4
S
1
5
TAS SAT ISA 0 +13
o
C 25
o
C
<
50
25
--:--
ABOVE
KBEC
ICT
191
BRT
DIM
V516
V
3 V140
V
3
5
4
V
7
4
-7
V
7
7
V
7
7
V190
V
7
7
-5
3
2
V
7
7
-5
3
2
V
7
7
V12
V12
V350
V350
V
354
V
354
V12
V77
V77
V12
V
5
3
2
V10-234
V502
V
1
3
2
V280
V234
V
5
3
2
V
5
3
2
V
7
3
V
7
3
V280
V280
V
7
4
V190-256
V256
V190
V190
V
7
4 V
7
3
-2
5
6
V
7
3
V
7
7
-5
3
2
GEO-POL
ONOFF
PPOS PPOS
<
AIRSPACE
ONOFF
<
AIRWAYS
HI LOOFF
<
MAP SRC
FMS1
FMS2
<
0
0.0
ITT
26
TORQ
0
FF
PRESS
OIL
TEMP
o
C
0
0
46
430
120
73
NI 98.5
PROP 1980
TORQ
2000
ITT
734
AFX FIRE
FF 130 750
PRESS
TORQ FIRE
ITT PROP
OIL
122 80
TEMPC 49
110.0
830
112
TORQ
ITT
3.4
516
N1 106.0
1050
62.2
1740
KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL
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Srate subscription than the FMS database and
may not cover the same regions.
Figure 16-108. Database Effectivity
(STAT Key)
Figure 16-109. STAT Menu
Figure 16-110. Chart Subscription
(STAT Key)
Other STAT pages are the Flight Control Sys-
tem (FCS) Diagnostics, Maintenance Main
Menu, and File Server Conguration. These
pages mainly contain maintenance related in-
formation and are not necessary to be ac-
cessed by the pilot.
To return to an MFD map display press the
STAT key again or one of the line select keys
on the MFD bezel.
ELECTRONIC CHARTS
(E-CHARTS) [Optional]
The IFIS system can optionally contain Jeppe-
sen created instrument charts. These charts are
loaded to the FSU through the dataloader dis-
cussed earlier. It is important to note that the
chart coverage chosen is a different subscrip-
tion than the FMS coverage. The charts will
come from Jeppesen while the FMS database
will come from Collins. See the dataloader sec-
tion for more database information.
Once a ight plan is entered in the FMS, the
E-Chart feature will automatically be linked
Collins
<
BRT
DIM
<
RDR
<
TERR
TFC <
<
DATABASE EFFECTIVITY
DATABASE BEGIN END STATUS
FMS 1 NAV 11 MAY 06 07 JUN 06 NOT CURRENT
CHARTS 16 JUN 06 05 JUL 06 CURRENT
AIRSPACE 08 JUN 06 05 JUL 06 CURRENT
AIRWAYS 08 JUN 06 05 JUL 06 CURRENT
GEOGRAPHIC 25 JUL 05 30 SEP 06 CURRENT
POLITICAL 25 JUL 05 30 SEP 06 CURRENT
GRAPHICAL WX 01 MAY 06 N/A CURRENT
CHARTS
DATE 27 JUN 06
DATABASE
NAME: RCPL0612
COVERAGE
REGIONS: LATIN AMERICA
SOUTH AMERICA
USA - 48 STATES
EUROPE
0
0.0
ITT
26
TORQ
0
FF
PRESS
OIL
TEMP
o
C
0
0
46
430
120
73
NI 98.5
PROP 1980
TORQ
2000
ITT
734
AFX FIRE
FF 130 750
PRESS
TORQ FIRE
ITT PROP
OIL
122 80
TEMPC 49
110.0
830
112
TORQ
ITT
3.4
516
N1 106.0
1050
62.2
1740
Collins
<
BRT
DIM
<
RDR
<
TERR
TFC <
<
DATABASE EFFECTIVITY
DATABASE BEGIN END STATUS
FMS 1 NAV 11 MAY 06 07 JUN 06 NOT CURRENT
CHARTS 16 JUN 06 05 JUL 06 CURRENT
AIRSPACE 08 JUN 06 05 JUL 06 CURRENT
AIRWAYS 08 JUN 06 05 JUL 06 CURRENT
GEOGRAPHIC 25 JUL 05 30 SEP 06 CURRENT
POLITICAL 25 JUL 05 30 SEP 06 CURRENT
GRAPHICAL WX 01 MAY 06 N/A CURRENT
CHARTS
DATE 27 JUN 06
DATABASE
NAME: RCPL0612
COVERAGE
REGIONS: LATIN AMERICA
SOUTH AMERICA
USA - 48 STATES
EUROPE
0
0.0
ITT
26
TORQ
0
FF
PRESS
OIL
TEMP
o
C
0
0
46
430
120
73
NI 98.5
PROP 1980
TORQ
2000
ITT
734
AFX FIRE
STAT MENU
DATABASE EFFECTIVITY
CHART SUBSCRIPTION
FCS DIAGNOSTICS
MAINTENANCE MAIN MENU
FILE SERVER CONFIGURATION
FF 130 750
PRESS
TORQ FIRE
ITT PROP
OIL
122 80
TEMPC 49
110.0
830
112
TORQ
ITT
3.4
516
N1 106.0
1050
62.2
1740
Collins
<
BRT
DIM
<
TFC <
<
CHART SUBSCRIPTION
LATIN AMERICA
SOUTH AMERICA
USA - 48 STATES
EUROPE
0
0.0
ITT
26
TORQ
0
FF
PRESS
OIL
TEMP
o
C
0
0
46
430
120
73
NI 98.5
PROP 1980
TORQ
2000
ITT
734
AFX FIRE
SUBSCRIPTION NUMBER VNX12ABCD5AB3A1C
REGIONS ENABLED
ADD REGIONS
ACCESS CODES ----------
----------
----------
----------
----------
----------
----------
FF 130 750
PRESS
TORQ FIRE
ITT PROP
OIL
122 80
TEMPC 49
110.0
830
112
TORQ
ITT
3.4
516
N1 106.0
1050
62.2
1740
FOR TRAINING PURPOSES ONLY 16-63
KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL
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to the airports in the Origin, Destination, and
Alternate airport elds. To retrieve the desired
charts, press the CHART key on the CCP (Fig-
ure 16-111). The MFD stores the last viewed
image and will display that chart every time
the CHART key is pressed until manually
changed with the MFD chart menu . There are
two items to note for this process. Even if the
FMS procedure has changed, pressing the
CHART key will display the last viewed chart
not the new procedures chart. The pilot must
change the chart manually to agree with the
procedure in the FMS. Secondly, if the avion-
ics have just been turned on, no chart will ap-
pear (the MFD does not have a chart stored in
memory yet) and the pilot will have to choose
the desired chart.
Figure 16-111. MFD Chart Display
Choosing the desired chart is accomplished by
rst pressing the CHART key and then the
MENU key on the CCP (Figure 16-112). The
CHART Main index is divided into the fol-
lowing areas; Origin; Destination; Alternate;
Other airport. Only the OTHER AIRPORT
can be changed from this page. All other air-
port identiers are retrieved from the FMS
ight plan. Procedures loaded in the FMS will
automatically link to this menu and the short-
cut eld will update with the new procedure
and will show in magenta. There are airports
where multiple charts exist for one runway
(e.g., ILS Rwy 01 and Converging ILS Rwy
01). For these airports the shortcut eld will
be a white SELECT CHART and the pilot
must press the PUSH SELECT key and
choose the appropriate chart. It is important
to note that the FMS will only contain one ap-
proach type for each runway. Even though the
Converging ILS Rwy 01 may be chosen for
chart display, that procedure will not be in the
FMS database. Charts that have been manu-
ally selected will show in cyan. To exit out of
the menu press the CCP ESC key.
Figure 16-112. MFD Chart Menu
The cursor is moved with the CCP MENU
ADV knob. Once the cursor is over the de-
sired entry two actions are possible with the
PUSH SELECT feature on the CCP DATA
BRT
DIM
Collins
TFC <
< <
KBJC 21-1 ILS RWY 29R
BRT
DIM
0
0.0
ITT
26
TORQ
0
FF
PRESS
OIL
TEMP
o
C
0
0
46
430
120
73
NI 98.5
PROP 1980
TORQ
2000
ITT
734
AFX FIRE
FF 130 750
PRESS
TORQ FIRE
ITT PROP
OIL
122 80
TEMPC 49
110.0
830
112
TORQ
ITT
3.4
516
N1 106.0
1050
62.2
1740
516
ITT PROP
62.2
1050
106.0 N1
1740
830
49
122
ITT 130
Collins
2 11 TEMPC
80 122
OIL
PRESS
750 130 FF
KBJC 21-1 ILS R
3.4
ORQ T
WY 29R KBJC 21-1 ILS R
62.2 106.0 N1
10.0 1
49
FIRE ORQ T
2 11 TEMPC
< <
BRT
M
C C F T T T C T C TFC <
BRT
DIM
Collins
< <
KEGE 11-1 AIRPORT
CHART MAIN INDEX
ORIGIN - KEGE
FMS1
DESTINATION - KBJC
ALTERNATE - KDEN
OTHER AIRPORT - KHUT
AIRPORT [AIRPORT]
DEPARTURE [GYPSUM 3 DEP]
ARRIVAL --
APPROACH []
ANY CHART []
CHART NOTAMS --
ARRIVAL [RAMMS 5, TOMSN 4 ARRS]
APPROACH [ILS RWY 29R]
AIRPORT [AIRPORT, AIRPORT INFO, TAKEOFF MNMS]
DEPARTURE []
ANY CHART []
CHART NOTAMS --
ANY CHART []
ANY CHART []
CHART NOTAMS ALL
ANY CHART [GPS RWY 4]
ANY CHART []
CHART NOTAMS ALL
CHART DIMMING DAY NIGHT
BRT
DIM
0
0.0
ITT
26
TORQ
0
FF
PRESS
OIL
TEMP
o
C
0
0
46
430
120
73
NI 98.5
PROP 1980
TORQ
2000
ITT
734
AFX FIRE
< TFC
FF 130 750
PRESS
TORQ FIRE
ITT PROP
OIL
122 80
TEMPC 49
110.0
830
112
TORQ
ITT
3.4
516
N1 106.0
1050
62.2
1740
KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL
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Sknob. A single press will choose the indicated
chart for display on the MFD (e.g., the ILS
Rwy 29R in the previous gure). Secondly,
pressing and holding the PUSH SELECT fea-
ture will bring up a selection menu allowing
the choice of every chart in that category. (e.g.,
all airport diagram charts, or all departure pro-
cedure charts, or all instrument approach
charts, etc.) (Figure 16-113).
Figure 16-113. MFD Chart Approach Index
After the chart is displayed, it is moved as
needed using the CCP joystick to display areas
that may be off the screen. An orientation but-
ton on the CCP will turn the chart clockwise
90 degrees. Pressing the orientation key again
will return the chart to its original state. Addi-
tionally, there are two levels of zoom using the
CCP ZOOM key. The rst press will zoom into
the area bounded by the green box (Figure 16-
114). Another press of the ZOOM key will re-
turn the chart to the original size. To return to
the MFD map imagery, press the CHART key
again or press one of the line select keys on the
MFD bezel.
Figure 16-114. MFD Chart Zoom Box
If the chart is geo-referenced, the aircraft po-
sition and orientation will be displayed using a
magenta aircraft icon. (Figure 16-115). This in-
dicates that the latitude / longitude positions
on the chart agree with the GPS coordinate
system, known as WGS-84. When the aircraft
icon does not appear, two possible symbols
will appear at the upper right corner of the
chart. A magenta crossed-out aircraft symbol
indicates the chart is not geo-referenced. A
yellow crossed-out aircraft symbol indicates
the chart is geo-referenced but GPS1 present
position daa is not available.
Chart NOTAMS are also available from the
Chart Main Index when applicable. Caution
should be exercised since these NOTAMS
were loaded at the last database update which
may have been 14 days earlier. This informa-
tion does not receive updates from an active
datalink.
To enter the OTHER AIRPORT information,
the cursor must be moved to that airport and
then press PUSH SELECT. This allows for
manual entry of the identier by turning the
516
ITT PROP
62.2
1050
106.0 N1
1740
830
49
122
ITT 130
106.0
1740
Collins
2 11 TEMPC
80 122
OIL
PRESS
750 130 FF
KBJC 21-1 AIRPOR
21-1 ILS R
A O APPR
ALL PRECISION APPR
ALL NON-PRECISION APPR
3.4
ORQ T
T
WY 29R
CH - KBJC A
CHES A O ALL PRECISION APPR
CHES
21-1 ILS R
A O ALL NON-PRECISION APPR
KBJC 21-1 AIRPOR
62.2 106.0 N1
10.0 1
49
FIRE ORQ T
106.0
2 11 TEMPC
29-1
28-2 GPS R
28-1 GPS R
23-1
WY 29R V R VOR DME RNA
WY 29L 28-2 GPS R
WY 29R 28-1 GPS R
WY 29L/R VOR DME R
< <
TF F <
BRT
DIM
Collins
TFC <
< <
KEGE 11-1 AIRPORT
BRT
DIM
0
0.0
ITT
26
TORQ
0
FF
PRESS
OIL
TEMP
o
C
0
0
46
430
120
73
NI 98.5
PROP 1980
TORQ
2000
ITT
734
AFX FIRE
FF 130 750
PRESS
TORQ FIRE
ITT PROP
OIL
122 80
TEMPC 49
110.0
830
112
TORQ
ITT
3.4
516
N1 106.0
1050
62.2
1740
FOR TRAINING PURPOSES ONLY 16-65
KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL
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CCP DATA knob and advancing the cursor to
the next letter with the MENU ADV knob.
After the identier is entered, pressing PUSH
SELECT will enter the airport and allow the
use of ANY CHART elds to retrieve the de-
sired charts. This feature can be used to view
airport or airport chart information when it is
not part of the FMS ight plan or when the
link between FMS and FSU has failed.
Figure 16-115. MFD Chart Geo-Reference
Symbols
At the bottom of the Chart Main Index is a
two level Chart Dimming control. Setting the
DAY option will display charts in a standard
white background color. Setting the NIGHT
option will change the white background to a
cyan hue reducing the intensity of the MFD
image during dark conditions.
After a chart is displayed it can be changed
using the procedures described earlier or using
the DATA knob shortcut. By rotating the
DATA knob clockwise or counterclockwise all
the charts linked for the current airport can be
viewed without having to navigate to the
Chart Main Index. For instance, if the ILS Rwy
29R for KBJC is in view from Figure 16-116
one click counterclockwise will display the
RAMMS 5, TOMSN 4 ARR chart or one click
clockwise will display the Airport diagram.
This is useful after landing where a single click
clockwise from the approach chart will display
the airport diagram and help with taxiway ori-
entation.
Figure 16-116. MFD Chart Menu
Graphical Weather (GWX)
[Optional]
There are two weather providers that will
allow for the display of select weather maps.
These two providers are not compatible and
the aircraft will be congured for only one ver-
sion. The XM weather provider uses a satellite
downlink system and is available only for
weather images within the US 48 Contiguous
States. The Universal weather provider uses a
COMM3 VHF datalink and is available for
weather images for many parts of the world.
As with all satellite or radio-based weather,
the data provided should be used only with
reference to onboard radar and appropriate
preight planning. All downloaded informa-
tion is a view of past weather conditions and is
not instantaneous. Some information may be
Collins
TFC <
< <
KEGE 11-1 AIRPORT
BRT
DIM
0
0.0
ITT
26
TORQ
0
FF
PRESS
OIL
TEMPoC
0
0
46
430
120
73 NI 98.5
PROP 1980
TORQ
2000
ITT
734
AFX FIRE
FF 130 750
PRESS
TORQ FIRE
ITT PROP
OIL
122 80
TEMPC 49
110.0
830
112
TORQ
ITT
3.4
516
N1 106.0
1050
62.2
1740 PROP ITT
516
ITT 1050 40 17
Collins
830
ITT 750 130 FF
T KEGE 11-1 AIRPOR
1
ORQ T
516
3.4
ORQ T
62.2 106.0 N1 2 11
830
10.0
49 TEMPC
80 122
OIL
FIRE ORQ
PRESS
<
<
<
BRT
DIM
Collins
< <
KEGE 11-1 AIRPORT
CHART MAIN INDEX
ORIGIN - KEGE
FMS1
DESTINATION - KBJC
ALTERNATE - KDEN
OTHER AIRPORT - KHUT
AIRPORT [AIRPORT]
DEPARTURE [GYPSUM 3 DEP]
ARRIVAL --
APPROACH []
ANY CHART []
CHART NOTAMS --
ARRIVAL [RAMMS 5, TOMSN 4 ARRS]
APPROACH [ILS RWY 29R]
AIRPORT [AIRPORT, AIRPORT INFO, TAKEOFF MNMS]
DEPARTURE []
ANY CHART []
CHART NOTAMS --
ANY CHART []
ANY CHART []
CHART NOTAMS ALL
ANY CHART [GPS RWY 4]
ANY CHART []
CHART NOTAMS ALL
CHART DIMMING DAY NIGHT
BRT
DIM
0
0.0
ITT
26
TORQ
0
FF
PRESS
OIL
TEMP
o
C
0
0
46
430
120
73
NI 98.5
PROP 1980
TORQ
2000
ITT
734
AFX FIRE
< TFC
FF 130 750
PRESS
TORQ FIRE
ITT PROP
OIL
122 80
TEMPC 49
110.0
830
112
TORQ
ITT
3.4
516
N1 106.0
1050
62.2
1740
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Smore than 15 minutes old and unusable for ap-
propriate weather avoidance.
XM WEATHER (GWX-3000)
The XM weather provider is labeled as the
GWX-3000 system for the Collins IFIS. XM
weather uses a satellite antenna collocated
within the GPS antenna housing on top of the
aircraft. The antenna is then connected to the
XMWR-1000 unit located in the empennage
avionics shelf. The XMWR-1000 receives the
XM provided weather data and images on a
continuous basis and sends the information to
the File Server Unit (FSU) for potential dis-
play on the MFD. Refer to the IFIS-5000 Op-
erators Guide for more detailed information.
Once images are available they are displayed
in two MFD formats. For NEXRAD radar,
weather returns can be displayed on a dedi-
cated weather format or overlayed with the
PLAN Map format. All other images can be
displayed only on the dedicated weather for-
mat. To overlay NEXRAD on the PLAN Map
format, rst choose the PLAN Map format,
then press MENU on the CCP (Figure 16-117).
The lower right option allows for graphical
weather (GWX) to be turned ON or OFF. This
overlay depicts the FMS course along with
NEXRAD returns to help anticipate radar re-
turns along the route of ight. The age of
NEXRAD information is displayed at the
upper right portion of the PLAN map and
should update every time a new NEXRAD
download is received. Changing the range is
accomplished with the DCP range knob.
Changing the position of the map is accom-
plished using the MFD ADV key on the CDU
to advance the map to each FMS waypoint.
The dedicated weather format is chosen from
the FORMAT line select key on the MFD by
choosing the GWX selection (Figure 16-118
). This format is used for NEXRAD and all
other XM weather images and information.
The CCP is used to control all the overlays and
position of this format.
Figure 16-117. MFD PLAN Map Weather
Overlay
Figure 16-118. MFD Dedicated Graphical
Weather Format (XM
Weather)
Collins
TAS SAT GS ISA 0 0 +13
o
C 15
o
C
BRT
DIM
<
50 GEO-POL
ONOFF
PLAN PLAN
<
AIRSPACE
ONOFF
<
AIRWAYS
HI LOOFF
<
GWX
ONOFF
<
MAP SRC
FMS1
FMS2
<
0
0.0
ITT
26
TORQ
0
FF
PRESS
OIL
TEMP
o
C
0
0
46
430
120
73
NI 98.5
PROP 1980
TORQ
2000
ITT
734
AFX FIRE
STORE
COMPLETE
FF 130 750
PRESS
TORQ FIRE
ITT PROP
OIL
122 80
TEMPC 49
110.0
830
112
TORQ
ITT
3.4
516
N1 106.0
1050
62.2
1740
Collins
TAS SAT GS ISA 0 0 +13
o
C 15
o
C
BRT
DIM
LOWER FORMAT >
PPOS
PLAN
GWX
FORMAT
0
0.0
ITT
26
TORQ
0
FF
PRESS
OIL
TEMP
o
C
0
0
46
430
120
73
NI 98.5
PROP 1980
TORQ
2000
ITT
734
AFX FIRE
FF 130 750
PRESS
TORQ FIRE
ITT PROP
OIL
122 80
TEMPC 49
110.0
830
112
TORQ
ITT
3.4
516
N1 106.0
1050
62.2
1740
FOR TRAINING PURPOSES ONLY 16-67
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Pressing the CCP MENU key will display the
XM graphical weather menu (Figure 16-119).
The MENU ADV, DATA and PUSH SE-
LECT knobs on the CCP are used to choose
the applicable options. The TAF/METAR re-
ports are textual only and are chosen by press-
ing the PUSH SELECT knob (Figure 16-120).
Rotating the DATA knob will cycle through
multiple pages, if they exist, as indicated by
Page 1 of 2 in the gure. The Origin, Desti-
nation, and Alternate airports are automati-
cally retrieved from the FMS ight plan. The
Other airport can be manually inserted as de-
scribed earlier in the Chart Main Index. To exit
out of the textual pages press the CCP ESC
key.
Figure 16-119. MFD XM Weather Menu
The NATIONAL METerological REPORTS
are also text only and are chosen with the
PUSH SELECT knob.
The Animated NEXRAD selection is avail-
able only after the XM system has down-
loaded at least three NEXRAD images. These
are delivered approximately every 6 minutes
indicating that for the rst 18 minutes of ight
the NEXRAD cannot be animated on the dis-
play. Once the animation is possible the
AVAILABLE message will appear on the
menu.
Figure 16-120. MFD Metar Display
The available Overlays have ON or OFF se-
lections that are controlled with the CCP. The
METAR overlay will change the airport sym-
bols to visually indicate weather conditions.
The SIGMET overlay will indicate areas of
SIGMET coverage with different colored
boxes corresponding with the coordinates af-
fected. The A/C FLIGHT INFO will display
or remove the aircraft icon to help orient pres-
ent position with displayed weather. The FMS
course line is not viewable on the dedicated
weather page.
The last item, OVERLAY LEGENDS, denes
what the colors and symbols represent on the
dedicated weather page (Figure 16-121). Ad-
ditionally, the ECHO TOPS overlay will in-
clude textual descriptions of storm intensity
that are dened on the LEGENDS page.
Collins
TAS SAT GS ISA 0 0 +13
o
C 15
o
C
BRT
DIM
0
0.0
ITT
26
TORQ
0
FF
PRESS
OIL
TEMP
o
C
0
0
46
430
120
73
NI 98.5
PROP 1980
TORQ
2000
ITT
734
AFX FIRE
GRAPHICAL WEATHER
TAF/METAR REPORTS
ORIGIN KBEC
DESTINATION KDAB
ALTERNATE KICT
OTHER [ KHUT ]
NATIONAL MET REPORTS
SIGMET
AIRMET
ANIMATED NEXRAD - AVAILABLE
OVERLAYS
NEXRAD OFF ON
ECHO TOPS OFF ON
METAR OFF ON
AIRPORT IDENTS OFF ON
SIGMETS OFF ON
A/C FLIGHT INFO OFF ON
OVERLAY LEGENDS
TFC <
FF 130 750
PRESS
TORQ FIRE
ITT PROP
OIL
122 80
TEMPC 49
110.0
830
112
TORQ
ITT
3.4
516
N1 106.0
1050
62.2
1740
Collins
TAS SAT GS ISA 0 0 +13
o
C 15
o
C
BRT
DIM
>
0
0.0
ITT
26
TORQ
0
FF
PRESS
OIL
TEMP
o
C
0
0
46
430
120
73
NI 98.5
PROP 1980
TORQ
2000
ITT
734
AFX FIRE
GRAPHICAL WEATHER
OTHER - KICT
METAR
METAR KICT O71456Z COR 15O1OKT 1OSM FEWO5O OVC25O
26/18 A3OO5 RMK AO2 SLP163 TO256O178 51O1O
METAR KICT O71356Z 13OO8KT 1OSM FEWO41 OVC25O 24/18
A3OO4 RMK AO2 SLP16O TO244O183
METAR KICT O71256Z 13OO7KT 1OSM FEW25O 22/18 A3OO3
RMK AOK SLP156 TO222O178
PAGE 1 OF 2
TFC >
FF 130 750
PRESS
TORQ FIRE
ITT PROP
OIL
122 80
TEMPC 49
110.0
830
112
TORQ
ITT
3.4
516
N1 106.0
1050
62.2
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Figure 16-121. Overlay Legends
Finally, the RADIO ID eld is the XM sub-
scription number. This is needed when the XM
feature needs to be turned ON initially or re-
instated after it fails to communicate with the
satellite system.
Each press of the CCP ESC key will remove
one submenu at a time until all menus are re-
moved and the dedicated graphical weather
page is in view.
The graphical weather page can be moved
using the CCP joystick to the full extent of the
US borders and is not limited by aircraft posi-
tion or FMS waypoints. Additionally, each
press of the CCP ZOOM key will provide
three levels of zoom. Each level of zoom is in-
dicated above the weather map (Figure 16-
122). The zoom levels are indicated with these
labels: x1=Entire CONUS; x4 = of CONUS;
x16 = 1/16 of CONUS.
Time entries are also displayed above the
weather map. The current UTC time is used to
provide a reference for the age of each chosen
overlay. Once an affected overlay exceeds a set
age, the time below the label will turn yellow
with a yellow box. The pilot cannot request a
specic update since XM weather is designed
to continuously receive weather information.
Caution should be exercised when referencing
the affected overlay for weather information.
If an overlay is selected OFF then the label
and time stamp are removed.
Figure 16-122. MFD Graphical Weather
Time Stamps
UNIVERSAL WEATHER
(GWX-5000)
The Universal weather provider is labeled as
the GWX-5000 system for the Collins IFIS.
Universal weather uses an additional VHF
COM3 radio and an additional VHF antenna.
The antenna is located under the empennage
of the aircraft and is attached to a Collins
Communications Management Unit (CMU-
4000) in the aft avionics shelf. The CMU han-
dles all outbound and inbound COM3 VHF
transmissions that are requested from the pilot
through an additional CDU page. The COM3
system is not connected to the audio panels or
audio controls in the cockpit. Optionally, the
CMU unit is capable of datalink communica-
tions (e.g., ACARS or AFIS) using an HF,
SATCOM and/or VHF radio.
The Universal weather provider is a request
only system. Each weather image or weather
data is rst requested by the pilot through the
CDU datalink page. If the aircraft is within
radio coverage of an appropriate ground-
based station, the image or information is sent
via VHF communication to the CMU unit. A
CDU and MFD message will appear when the
image is available for view.
To access the CDU graphical weather page,
press IDX MCDU MENU. On this page, a
Collins
TAS SAT GS ISA 0 0 +13
o
C 15
o
C
BRT
DIM
0
0.0
ITT
26
TORQ
0
FF
PRESS
OIL
TEMP
o
C
0
0
46
430
120
73
NI 98.5
PROP 1980
TORQ
2000
ITT
734
AFX FIRE
GRAPHICAL WEATHER
OVERLAY LEGENDS
METAR
NO DATA
VFR
MARGINAL VFR
IFR
LOW IFR
TFC <
SIGMET
ECHO TOPS NEXRAD
VOLCANIC ASH
CONVECTIVE
TURBULENCE
ICING
DUST STORMS
OTHER
PROBABLE HAIL
MESOCYCLONIC
TORNADIC
RAIN PRECIP
MIXED PRECIP
SNOW PRECIP
RADIO ID OQ8N5OCU
HAIL
MESO
TVS
HAIL
35O
2O
FF 130 750
PRESS
TORQ FIRE
ITT PROP
OIL
122 80
TEMPC 49
110.0
830
112
TORQ
ITT
3.4
516
N1 106.0
1050
62.2
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Datalink (DL) option is available that will
show the Graphical Weather request page
(Figure 16-123). The images shown only con-
tain the graphical weather selection, but each
page may contain other optional items such as
textual weather, digital ATIS, received ATC
messages, etc. Selecting the REQ eld for
GRAPHICAL WX, will display the available
weather products (Figure 16-124). Navigating
between the two available pages allows selec-
tion of the desired weather image. Pressing the
left side keys will select the main image and
turn it green. Pressing the right side keys will
display a new page where the desired Region,
Altitude, or Forecast time options can be set
for the selected image. Once the selections are
complete pressing the SEND line select key
will initiate the CMU communication with an
available VHF datalink station. The RE-
QUEST STATUS option can be used to iden-
tify which images are still downloading and
which images have been received. If the CDU
is used for other functions while the informa-
tion is downloading a GWX RCVD message
will appear on the CDU message line. This
message will remain active until all new im-
ages are viewed.
Once images are available they are displayed
in two MFD formats. For U.S. NEXRAD
radar, weather returns can be displayed on a
dedicated weather format or overlayed with
the PLAN Map format. All other images can
be displayed only on the dedicated weather
format. To overlay NEXRAD on the PLAN
Map format, rst choose the PLAN Map for-
mat and then press MENU on the CCP (Fig-
ure 16-125) The lower right option allows for
graphical weather (GWX) to be turned ON or
OFF. This overlay depicts the FMS course
along with NEXRAD returns to help antici-
pate radar returns along the route of ight. The
age of NEXRAD information is displayed at
the upper right portion of the PLAN map and
should update every time a new NEXRAD
download is requested. Changing the range is
accomplished with the DCP range knob.
Changing the position of the map is accom-
plished using the MFD ADV key on the CDU
to advance the map to each FMS waypoint.
Figure 16-123. MCDU Datalink Pages (Universal Weather)
EXEC
NEXT PREV
MFD
DATA
MFD
ADV
CLR
DEL
BRT
DIM
DEP
ARR
PERF LEGS FPLN DIR
MSG
TUN
IDX
MFD
MENU
A B C D F G
H I J K L M
O P Q R T U
V X Y Z
SP /
E
N
S
W
1 2 3
4 5 6
7 8 9
+ - / 0 /
MCDU MENU
<DL
GPS POS> <FMS 1
EXEC
NEXT PREV
MFD
DATA
MFD
ADV
CLR
DEL
BRT
DIM
DEP
ARR
PERF LEGS FPLN DIR
MSG
TUN
IDX
MFD
MENU
A B C D F G
H I J K L M
O P Q R T U
V X Y Z
SP /
E
N
S
W
1 2 3
4 5 6
7 8 9
+ - / 0 /
DL DATALINK
<WEATHER
<RETURN
EXEC
NEXT PREV
MFD
DATA
MFD
ADV
CLR
DEL
BRT
DIM
DEP
ARR
PERF LEGS FPLN DIR
MSG
TUN
IDX
MFD
MENU
A B C D F G
H I J K L M
O P Q R T U
V X Y Z
SP /
E
N
S
W
1 2 3
4 5 6
7 8 9
+ - / 0 /
DL
<REQ GRAPHICAL WX
WEATHER
RCVD
KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL
16-70 FOR TRAINING PURPOSES ONLY
1
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Figure 16-125. MFD_Plan Map Weather
Overlay
The dedicated weather format is chosen from
the FORMAT line select key on the MFD by
choosing the GWX selection (Figure 16-126).
This format is used for NEXRAD and all
other Universal weather images. The image
that appears will be the last viewed weather
image. To change the selection, press the CCP
MENU key to display the Universal weather
menu page (Figure 16-127). The menu is or-
ganized with the most recently received image
at the top. Older items may be on the next
page with up to 50 total stored images. Once
an image is past a selected effective time the
entry will turn yellow to better indicate its age.
Use the CCP MENU ADV and PUSH SE-
LECT knobs to move the cursor and select the
desired weather image from the menu. The
displayed image and corresponding time of ef-
fectiveness will appear on the MFD. The image
is static and cannot be zoomed in or moved
around. If weather from an adjacent area is de-
sired the appropriate image needs to be re-
quested from the CDU and then viewed when
received.
Collins
TAS SAT GS ISA 0 0 +13
o
C 15
o
C
BRT
DIM
<
50 GEO-POL
ONOFF
PLAN PLAN
<
AIRSPACE
ONOFF
<
AIRWAYS
HI LOOFF
<
GWX
ONOFF
<
MAP SRC
FMS1
FMS2
<
0
0.0
ITT
26
TORQ
0
FF
PRESS
OIL
TEMP
o
C
0
0
46
430
120
73
NI 98.5
PROP 1980
TORQ
2000
ITT
734
AFX FIRE
STORE
COMPLETE
FF 130 750
PRESS
TORQ FIRE
ITT PROP
OIL
122 80
TEMPC 49
110.0
830
112
TORQ
ITT
3.4
516
N1 106.0
1050
62.2
1740
Figure 16-124. Datalink Weather Selections (Universal Weather)
EXEC
NEXT PREV
MFD
DATA
MFD
ADV
CLR
DEL
BRT
DIM
DEP
ARR
PERF LEGS FPLN DIR
MSG
TUN
IDX
MFD
MENU
A B C D F G
H I J K L M
O P Q R T U
V X Y Z
SP
/
E
N
S
W
1 2 3
4 5 6
7 8 9
+ - / 0 /
DL
WINDS/TEMPS
2/2
N AMERICA
FL340
42HR
<RETURN
SEND*
RCVD
REGION>
ALTITUDE>
TURBULENCE
<REQUEST STATUS
FORECAST>
ICING
REQ GWX
/
EXEC
NEXT PREV
MFD
DATA
MFD
ADV
CLR
DEL
BRT
DIM
DEP
ARR
PERF LEGS FPLN DIR
MSG
TUN
IDX
MFD
MENU
A B C D F G
H I J K L M
O P Q R T U
V X Y Z
SP
/
E
N
S
W
1 2 3
4 5 6
7 8 9
+ - / 0 /
DL
NEXRAD
1/2
NE US
<RETURN
SEND*
RCVD
REGION>
WX DEPICTION
<REQUEST STATUS
TOPS/MOVE
REQ GWX
FOR TRAINING PURPOSES ONLY 16-71
KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL
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Figure 16-126. MFD Dedicated Graphical
Weather Format(Universal
Weather)
Figure 16-127. Universal Weather Menu
COMMUNICATION/
NAVIGATION SYSTEMS
The Pro Line 21 avionics system uses either
the Control Display Unit (CDU), or the Radio
Tuning Unit (RTU) to tune the communica-
tion and navigation radios and the transpon-
der. The CDU and RTU provide redundant
control of all devices. Reversionary control is
provided should one unit fail.
RADIO SENSOR SYSTEM
The Radio Sensor System provides the control,
displays, and sensors for VHF voice communi-
cation, HF voice communication (if installed),
VOR/ILS/DME, ADF, transponder tuning,
and TCAS II (if installed). The system consists
of the Radio Tuning Unit (RTU-4220) located
in the center instrument panel, and the Con-
trol Display Unit (CDU) which is located in
the pedestal. The RTU is considered to be the
primary method of tuning, with the CDU func-
tioning as the secondary method of tuning. The
tuning capabilities of the CDU are accessed by
using the TUNE page as described earlier. If
Dual CDUs are installed, only the left CDU
(CDU 1) has radio tuning capabilities.
A RTU/CDU TUNE switch is located on the
reversionary panel (Figure-128). When this
switch is in the NORM position, radios may be
tuned using either the RTU or the CDU.
Should the RTU become inoperable, tuning
the #1 radios (COM1, NAV1, ADF1, etc) will
not be possible. If the CDU should become in-
operable, tuning the #2 radios (COM2, NAV2,
ADF2, etc.) will not be possible. Moving the
RTU / CDU TUNE switch to the operating
unit (CDU or RTU) will return full tuning ca-
pability. If the RTU is the only unit still oper-
ating, selecting RTU will allow that unit to
tune both the #1 and #2 radios. If the CDU is
the only unit still operating, selecting CDU
will allow that unit to tune both the #1 and #2
radios.
Collins
TAS SAT GS ISA 0 0 +13
o
C 15
o
C
BRT
DIM
0
0.0
ITT
26
TORQ
0
FF
PRESS
OIL
TEMP
o
C
0
0
46
430
120
73
NI 98.5
PROP 1980
TORQ
2000
ITT
734
AFX FIRE
< UPPER FORMAT LOWER FORMAT >
TFC >
PPOS
PLAN
GWX
FORMAT
UK WINDS/TEMPS VAL 30JUL/1200Z ISSUED 30JUL/1000Z
NEW GWX
FF 130 750
PRESS
TORQ FIRE
ITT PROP
OIL
122 80
TEMPC 49
110.0
830
112
TORQ
ITT
3.4
516
N1 106.0
1050
62.2
1740
Collins
TAS SAT GS ISA 0 0 +13
o
C 15
o
C
BRT
DIM
0
0.0
ITT
26
TORQ
0
FF
PRESS
OIL
TEMP
o
C
0
0
46
430
120
73
NI 98.5
PROP 1980
TORQ
2000
ITT
734
AFX FIRE
GRAPHICAL WEATHER
IMAGES
<-- PREVIOUS IMAGES <--
N-PAC WINDS/TEMPS FL15O 3OHR 31OCT 2OOOZ O1NOV O1OOZ
USA TURBULENCE FL15O 12Z 31OCT 12OOZ 31OCT 23OOZ
NW-US NEXRAD 3OOCT 15O6Z 3OOCT 1512Z
SW-US NEXRAD 3OOCT 1454Z 3OOCT 15OOZ
NW-US TOPS/MOVE 3OOCT 143OZ 3OOCT 144OZ
USA ICING FL15O 3O HR 29OCT O95OZ 29OCT 12OOZ
W-PAC WINDS/TEMPS FL15O 3OHR 28OCT 2OOOZ 29OCT O1OOZ
W-PAC TURBULENCE FL15O 12Z 28OCT 12OOZ 28OCT 23OOZ
NE-US NEXRAD 27OCT 15O6Z 27OCT 1512Z
SE-US NEXRAD 27OCT 1454Z 27OCT 15OOZ
NE-US TOPS/MOVE 27OCT 143OZ 27OCT 144OZ
NE-US ICING FL15O 3OHR 26OCT O95OZ 26OCT 12OOZ
S-PAC WINDS/TEMPS FL15O 3OHR 25OCT 2OOOZ 26OCT O1OOZ
NC-US NEXRAD 24OCT 15O6Z 24OCT 1512Z
SC-US NEXRAD 24OCT 1454Z 24OCT 15OOZ
NC-US TOPS/MOVE 24OCT 143OZ 24OCT 144OZ
NC-US ICING FL15O 3OHR 23OCT O95OZ 23OCT 12OOZ
--> MORE IMAGES -->
2/3
TFC <
VALID NEXT AVAIL
<
<
FF 130 750
PRESS
TORQ FIRE
ITT PROP
OIL
122 80
TEMPC 49
110.0
830
112
TORQ
ITT
3.4
516
N1 106.0
1050
62.2
1740
KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL
16-72 FOR TRAINING PURPOSES ONLY
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Figure 16-128. RTU / CDU TUNE switch
If radio tuning capability is lost from both the
RTU and the CDU, the EMER TUNE an-
nunciator-switch, located on the reversionary
panel, may be pushed to tune the No. 1 COM
to the emergency frequency 121.5 MHz (Fig-
ure 16-29). Activation of the switch is indicated
by the illumination of the annunciator, 121.5,
located on the switch.
Figure 16-129. Emergency Frequency
Button
VHF Communications System
Two VHF-4000 communication transceivers
(COM 1 and COM 2) provide two-way com-
munications in the frequency range of 118.000
through 136.975 MHz in 25 or 8.33 kHz incre-
ments. These units are located in the forward
avionics compartment (See Appendix A).
The COM 1 antenna is mounted on the top of
the fuselage while the COM 2 antenna is
mounted on the lower fuselage (Figure 16-
130).
VHF Navigation System
One NAV-4000 and one NAV-4500 navigation
receivers (NAV 1 and NAV 2) provide VOR
and Localizer navigation capabilities in the
frequency range of 108.00 through 117.95 MHz
in 25 kHz increments. The NAV-4000 also con-
tains the ADF receiver. As an option, the air-
craft may be equipped with two NAV-4000
units for a dual ADF installation.
The NAV 1 and NAV 2 antennas are located
on either side of the vertical stabilizer.
The CDU has the capability of automatically
tuning the VHF NAV receivers in order to im-
prove the calculation of airplane position by
the FMS. This feature has no effect on current
procedural navigation aids and will choose
only those VORs or ILSs that provide the best
signal reception and position information. This
auto tune function is selected from the navi-
gation portion of the CDU TUNE page. The
auto tune function is automatically cancelled if
any of the following occur.
DME HOLD is selected
A NAV receiver is manually tuned using
either the RTU or the CDU
The FMS is deselected as a NAV source
A NAV receiver fails
If a malfunction occurs when the auto tune
function is active, it may be manually disabled
using the RMT TUNE switch located on the
reversionary panel (Figure 16-131). Moving
this switch from the NORMAL position to the
DISABLE position will disable the auto tun-
ing function of the CDU. This includes the
auto tune feature discussed here and localizer
auto tuning after loading an approach. In
other words, having the RMT TUNE switch
selected to DISABLE requires the pilot to
tune the NAV radios manually for all subse-
quent operations.
FOR TRAINING PURPOSES ONLY 16-73
KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL
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Figure 16-131. RMT Tune Switch
Automatic Direction Finder
(ADF)
The automatic direction nder (ADF) allows
navigation using non-directional beacons
(NDBs). As mentioned in the VHF Navigation
section, the ADF is part of the NAV-4000 unit
and does not have a separate line replaceable
unit (LRU). Magnetic bearing to NDB sta-
tions is displayed on the PFD and MFD with
selectable bearing pointers. ADF receivers are
tuned using the CDU tune page or the RTU.
The ADF antenna is mounted on the lower
fuselage. A second ADF receiver is optional.
Distance Measuring Equipment
(DME)
The DME-4000 receiver determines slant-
range distance, groundspeed, and time-to-sta-
tion for the navaid tuned on the respective
Nav receiver. A single DME-4000 is standard
but it contains three channels. Channel 1 is the
DME for NAV 1, Channel 2 is the DME for
NAV 2 and Channel 3 is a blind channel that
the FMS can use to tune any frequency it
chooses. Should the optional second DME-
4000 be installed, Channel 1 for each unit will
be the DME for NAV 1 and NAV 2. Channels
2 and 3 for each DME-4000 will be blind
channels that the FMS can use to tune any fre-
quency it selects.
DME information is shown on the PFD (Fig-
ure 16-132) when the ground-based navigation
source is selected for display. If only FMS is se-
lected, then DME will not be displayed in the
active NAV location. In that case, a bearing
Figure 16-130. Antennas
DME NO. 1 ANT
TRANSPONDER ANTENNAS
RADIO ALTIMETER
GLIDESLOPE
ANTENNA
MKR ANTENNA
TCAS II ANT (OPT)
DME NO. 2 ANT
COMM 2 ANT
LH, RH
NAV ANTENNA
ELT ANTENNA
SKYWATCH
ANTENNA
COMM 1 ANT
COMM 3
(OPT)
GPS
ANTENNA
TCAS II (OPT) /
TRANSPONDER (OPT)
ADF
ANTENNA
(RIGHT SIDE OF FIN)
SATELLITE
PHONE
KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL
16-74 FOR TRAINING PURPOSES ONLY
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Spointer will have to be displayed to get
ground-based DME. The DME receivers are
tuned using the CDU tune page or RTU. Each
DME receiver can also be automatically tuned
by the FMS as described in the VHF Naviga-
tion section. The DME antenna is mounted on
the lower fuselage.
Figure 16-132. PFD DME Displays
A DME hold function allows retention of the
currently tuned DME frequency after chang-
ing the active frequency on the respective
VHF Nav radio (Figure 16-133). This can be
selected by the DME HOLD button on the
RTU or the DME HOLD option in the CDU.
ATC Transponder
Dual TDR-94 Mode S transponders provide
ATC secondary radar returns. The transpon-
der code selection is done through either the
CDU tune page or the RTU. To activate the
transponder the ATC switch must be moved
to either 1 or 2 as desired (Figure 16-134). This
switch must be moved prior to departure since
this operation is not controlled by weight on
wheels. The Mode S does provide an on-
ground or in-air message for other TCAS
operators and ground based ATC radar, but
this does not control the actual mode of the
transponder. Additionally, Elementary or En-
hanced surveillance transponders are available
as options including Flight ID which can be
entered with the RTU or CDU (Figure 16-
135). The antenna is located on the lower fuse-
lage. In the optional TCAS II installations,
Dual TDR-94D Diversity Mode S transpon-
ders are installed indicating that they have an
antenna on the top and bottom for each
transponder.
Figure 16-133. DME Hold Selection and
Images
PRESET
VOR1
LOC1 109.75
CRS 235
IESJ
0.8NM
A COM1 121.800 4336 125.250 1
<
1
ET
V
1
5
S
4.1NM
SXW
<
<
1
PRESET
VOR1
FMS1
DTK 251
(6935)
0.8NM
A COM1 121.800 4336 125.250 1
<
1
ET
TERM
V
1
5
S
4.1NM
SXW
V ----NM
SXW
<
<
1
Localizer DME
DME Without FMS DME With FMS
VOR Bearing
Pointer DME
VOR Bearing
Pointer DME -
Not Received
VOR1 113.80
CRS 251
20.8H
<
1
2
1
24
w
3
0
3
S
122.875
C
RECALL RECALL
MK-HI NAV2
DME1 DME2
[ [
412.5
NAV1
ATC1
121.700
123.875
113.80/ICT
/
/
HOLD 116.80
3144
110.30
134.250
ADF
/
/
/ /
HOLD /
COM 1
NAV 1
ATC 2 ADF
126 . 700 118 . 200
110 . 20 113 . 80
4 1 7 6 3 3 2 .0
Collins
BRT
IDENT
DME--H
1/2
116.80H
MK-HI
25 SEL
ANT
BFO
FOR TRAINING PURPOSES ONLY 16-75
KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL
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Figure 16-134. ATC Transponder Switch
Figure 16-135. Flight ID Selection
AUDIO SYSTEM
The all-digital audio system manages the com-
munication and navigation systems. An audio
control panel, adjacent to each pilots PFD, en-
ables individual audio control (Figure 16-136).
A press-to-transmit (PTT) button on the out-
board horn of each control wheel facilitates
communication transmissions. A microphone
jack on each sidewall allows connection of
headset microphones. Two speakers in the
cockpit ceiling repeat audio heard through the
headphones (Figure 16-137). The speaker vol-
ume for audible warnings cannot be muted.
Additionally, each pilots oxygen mask con-
tains a microphone.
Passenger Address System
The passenger address (PA) system facilitates
amplied broadcasts to the cabin for passen-
ger announcements, and seat belt and no
smoking chimes. The XMIT knob on the re-
spective audio panel controls PA broadcasts
from the crew.
Audio Control Panels
The audio control panels contain the follow-
ing controls:
XMIT
Selects the transmitter to be use and its asso-
ciated audio if the AUTO COMM switch is on.
1 Selects COM 1 transceiver
2 Selects COM 2 transceiver
PA Selects the PA system
TEL Selects the optional AirCell Phone
HF Selects the optional HF transceiver
Audio Control Knobs
The audio control knobs control the volume
of the associated radio. Pushing the knob in
turns the audio off and pulling it out turns it
on. These controls are independent of AUTO
COM 1
NAV 1
ATC 2 ADF
126 . 700 118 . 200
110 . 20 113 . 80
4 1 7 6 3 3 2 .0
Collins
BRT
IDENT
DME--H
1/2
116.80H
MK-HI
25 SEL
ALT OFF
ID
N218KA
EXEC
NEXT PREV
MFD
DATA
MFD
ADV
CLR
DEL
BRT
DIM
DEP
ARR
PERF LEGS FPLN DIR
MSG
TUN
IDX
MFD
MENU
A B C D F G
H I J K L M
O P Q R T U
V X Y Z
SP
/
E
N
S
W
1 2 3
4 5 6
7 8 9
+ - / 0 /
ATC CONTROL
5211
ATC1 ALT REPORT
ALT 14000FT
[ [
ON/OFF
TEST IDENT
RPLY
ADC1
///
FLIGHT ID
N218KA
KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL
16-76 FOR TRAINING PURPOSES ONLY
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Figure 16-136. Audio Panels
RADIO CALL
N350KA
ON
+
+
DOWN
LOCK
REL
HD LT
TEST
HYD FLUID
SENSOR
STROBE
TAIL
FLOOD
OFF
BEACON
GEAR
DOWN
TEST
LANDING
GEAR
RELAY
FUEL VENT MANUAL AUTO
PROP WSHLD ANTI-ICE
NORMAL
HI
SURFACE
BRAKE
DEICE
ENG
AUTO
IGN
GEN
RESET
ON
OFF
AVIONICS
MASTER
POWER
EXT
PWR
DEICE
SINGLE
MANUAL LEFT RIGHT
STALL
WARN PITOT
RIGHT LEFT PILOT
ARM
OFF
LEFT
LEFT RIGHT
ENGINE ANTI-ICE
AUTOFEATHER PROP TEST
ON
OFF
OFF OFF
ON LEFT RIGHT
STARTER ONLY OFF
ARM GOV
GND IDLE
STOP
TEST
ON
OFF
ON
TEST
OFF
EMER
OFF
NORM
OFFRESET
ACTUATORS
STANDBY
BUS SENSE
RESET
GEN TIES
MAN CLOSE
MAIN
TEST
BAT L GEN R GEN
OPEN
RIGHT
COPILOT
LDG GEAR CONTROL
UP
DN
OFF
ICE PROTECTION
OFF
+
IGNITION AND
ENGINE START
PARKING BRAKE
ESIS
BAT BUS
2 1 DME
2 PA
XMIT
PA
T S
2
1
NORM
MIC
OXY
1 NAV
2 1 COMM
2 1 ADF AUTO
COMM
SPKR
VOICE
IDENT NORM
AUDIO
ALTN B
O
T
H
MKR
INPH
2 1 DME
2 PA
XMIT
PA
S T
2
1
NORM
MIC
OXY
1 NAV
2 1 COMM
2 1 ADF AUTO
COMM
SPKR
VOICE
IDENT NORM
AUDIO
ALTN B
O
T
H
MKR
INPH
Collins Collins
Collins Collins
M
1/2
DME-H
IDENT
Collins BRT MENU
ADV
DATA MENU
ADV
DATA
V O L
VOL
F
PRESET
TERM
TERR
RDR
FORMAT
TERRAIN
TA ONLY
0.8NM
HDG 329
(8215)
100
ACC.03
V1
103 VR
107 V2
29.92IN
MIN 10200 BARO
16000
8215
FMS
ET
COM1 118.85 COM2 121.90 ATC1 0511 UTC 20:03
12.5
25
RAT 1 C
V
DBL
13.6NM
VOR1
1
1
2
4
2
4
HDG PTCH
FMS ALTS
20
10
10
8000
60
80
800
0
138
082
7820
40
00
BRT
DIM
BRT
DIM
700
900
600
170
30
W
N
3
329
BARO
RANGE TILT
S T D
PUSH
GCS
REFS
NAV/BRG
RADAR
T I L T
AUTO PUSH
NOSE
L R
PROP
SYNC
EMER
FREQ
GND
COM
NORM
DG
FREE
NORM
DG
FREE
LDG GEAR
WARN TEST
OFF
STALL
WARN TEST
OVERSPEED
WARN TEST
OFF
WINDOW
DEFOG
LOW
MAN COOL
ENVIRONMENTAL
COCKPIT
AUTO INCR INCR
BLOWER TEMP
MODE
MAN
HEAT AUTO
OFF ELEC
HEAT
ENVIR
BLEED AIR
NORMAL
DECR
MAN TEMP
INCR
PNEU & ENVIR OFF
ENVIR
OFF
BLEED AIR VALVES
LEFT OPEN RIGHT
CABIN DIFF
WARN TEST
CABIN ALT WARN
TEST SILENCE
OFF
OFF
EXT
DET
ENG FIRE TEST
NORM
AHRS SLEW
+ 2 1
NORM NORM
ADC
2 1
NORM 2
PILOT
DISPLAY
MFD PFD STBY
SLEW
+
TUNE
RTU CDU
DISABLE
RMT TUNE
NORM
ATC
1
G/S
INHIB
ACTIVE
TERR
INHIB
ACTIVE
STEEP
APPR
ACTIVE
FLAP
OVRD
ACTIVE
BARO
RANGE TILT
S T D
PUSH
GCS
REFS
NAV/BRG
RADAR
T I L T
AUTO PUSH
29.92 in 13.6NM VOR1
057CRS
0KTS 0MIN
7500
8000
80
60
10 10
10 10
33 N 30
20
00 78
1
40
9
COM1
118. 85 123. 80
113. 00
NAV1
ATC 1 ADF
108. 50
0511 350. 0
ENG FIRE
F/W VALVE PUSH
CLOSED
ENG FIRE
F/W VALVE PUSH
CLOSED
DISCHARGED
EXTINGUISHER
PUSH
DISCHARGED
EXTINGUISHER
PUSH
L FUEL PRES LO CABIN ALT HI CABIN DIFF HI
DOOR UNLOCKED
L OIL PRES LO
R FUEL PRES LO
R OIL PRES LO
L BLEED FAIL R BLEED FAIL
CRS1
DI RECT
PUSH
CRS2
DI RECT
PUSH
SPEED
I A S / MACH
PUSH
FD VS DOWN
UP
VNAV
NAV HDG
HDG
APPR ALT FLC
1/2 BANK
YD AP
YD/AP DISC
FD
CPL
Collins
ALT
CA N C E L
P U S H SYNC
PUSH
O
F
F
A
U
T
O
O
F
F
CABIN
AUTO INCR INCR
BLOWER TEMP
DOWN
UP
20 2
1 4
2
1 4
6 0
.5
.5
80
60
FLAPS TAKEOFF AND APPROACH
CABIN CLIMB THDS FT PER MIN
0
5
10
15 20
25
30
35
40
1
2
3
4 5
6
7
ALT 1000 FT
L PROP PITCH CABIN ALTITUDE LDG/TAXI LIGHT PASS OXYGEN ON AIR COND N1 LOW R PROP PITCH
L ENG ICE FAIL L FUEL QTY ELEC HEAT ON EXT PWR R FUEL QTY R ENG ICE FAIL
L CHIP DETECT L NO FUEL XFR BAT TIE OPEN DUCT OVERTEMP R NO FUEL XFR R CHIP DETECT
L DC GEN L GEN TIE OPEN HYD FLUID LOW RVS NOT READY R GEN TIE OPEN R DC GEN
L IGNITION ON L ENG ANTI-ICE FUEL CROSSFEED R ENG ANTI-ICE R IGNITION ON
WING DEICE L BK DEICE ON MAN TIES CLOSE R BK DEICE ON TAIL DEICE
L BL AIR OFF AUTOFTHER OFF OXY NOT ARMED RUD BOOST OFF R BL AIR OFF
PROP GND SOL L PITOT HEAT R PITOT HEAT
L
I
G
H
T
S
L
I
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H
T
S
O
F
F
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O
R
M
O
F
F
2
LANDING TAXI ICE NAV RECOG
LEFT RIGHT
50
0 100
80 FLIGHT
HOURS 1/10
VACUUM
INCHES OF MERCURY
0
500 10001500
2000
PSI
OXYGEN SUPPLY PRESSURE MADE IN USA
USE NO OIL
PNEUMATIC
PRESSURE
0 20
10
PSI 3 4 5
6
35k
15k
MASTER CAUTION MASTER WARNING PRESS TO RESET
MASTER
CAUTION MASTER
WARNING
ACC .
PRESS
T O T E S T
Collins
BRT
DIM
1.4NM
HDG 329
(8215)
TTG
FMS
GS 0 ISA TAS 0 SAT 12 C +13 C
TERR
RDR
TA ONLY
TFC F
12.5
50
30
W
N
3
329
--:--
0.6NM KASE
CLIMB
(8215) 8215A
-:--/ 1.4NM
-:-- : 1.4NM (8215)
-:-- : 2.6NM (8700)
-:-- : 169NM KCOS
PRESS TO RESET PRESS TO RESET
PRESS TO RESET
FF 130 750
PRESS
TORQ FIRE
ITT PROP
OIL
122 80
TEMPC 49
110.0
830
112
TORQ
ITT
3.4
516
N1 106.0
1050
62.2
ON ON 121.5
CABIN AIR
SELECT
PUSH
SELECT
PUSH
DBL LINDZ
J206
J10-1
(8215)
/8215A
(INTC)
KASE (8700) JNETT
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1740
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CRS 057
FORMAT
ATC UTC RAT COM1 COM2 oC
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1
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5 25
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WWWWWWW
2255 22555 2555
V O L
10
10
2
AL
107 V
R 103 V
1
03
V
80
. C AC
100
(8215)
329 HDG
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0
60
170 170
WW
30
329 329
EE S
EEE
SSSE RRRE RE OO T SSS SSSSS SS SS EE RR P TT SSS EEE RR O RE OO TT SS SS SSS EE RRRRE RE RE PPP
<
Collins
8215
ATA D
ADV
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BARO
38
NNN
2
TS
000 16
MIN 10200 BARO
29.92IN
4 000
2
4
2
1
1
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700
8
900
82
00 00
40 40
20 8 7
600
3
NN
HH S P H U P
DD TT D SS T
REFS
V/BRG NAAV/BRG
A
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INHIB IB
G/S
A
TERR
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INHIBB
TERR
AC ACTIVE
APPR PR
STEEP
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OVRDD
FLAP
CRS1
FD
H S U P
T EC EEC RR I R I R DDDI
UP
DOWN VS
V VNAAV
TT
FMS
TTG
(8215) (
TTG
329 HDG
.4NM 1
W
30
KCOS
329 3 9
169NM : -:--
(8700)
(8215)
2.6NM : -:--
( )
(8700)
1.4NM : -:--
-:--/
8215A (8215)
CLIMB
KASE 0.6NM
--:--
830
10.0 1
PROP ITT
FIRE ORQ T
516
3.4
ITT
ORQ T
62.2
1050
106.0 N1
1740
H
S
SH U P
T CCT E L EEL SSE
<
N350KA
RADIO CALL
ADV
M
IDENT
DME-H
Collins B
123. 80
BRT MENU
BARO
H S U P
D T D SS T
REFS
V/BRG NAAV/BRG
000
29.92 in
8
500 7
60
N
80
9
30 333 N 0
78000
20 40
18. 85 1
COM1
V1 NA
CRS2 SPEED
H US U P
T EC EEC RR I R I R DDDI
AV
H S U P
H CCH A S AC M // M S /
AAA S
I
NNAV
HDG
HDG APPR LT A FLC
1/2 BANK
YD AP FD
DISC YD/AP
CPL
Collins
LT A
HSU S HUP
E LEE LCN C E
NA CA N
C
H
N
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C NC Y S
S T SS T EE T O
Collins
3
N
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2 11 49 TEMPC
80 122
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FIRE
PRESS
750 130 FF
H S U P
T CCT E L EEL SSE
<
1
1
OXY
C MI
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1
2 PA
T XMI
PA
1
ns
.
Colli
ATA D
BARO
VOL
HH
DD
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V/BRG
T
TTT
SE SE O EE RR O TTT SS PRES ES PR
C AC
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SE SE T RE R OO TTTO TO S ES E RR PP
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T CCT
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A
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ADC2
RA
AIL TCAS F P DC
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UP PULL
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HS XA
DC XA
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G2 EN
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V
N
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N
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A
A
29.88I
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AV N
T S
2
COMM 2
<
ON
RIGHT
OPEN
R GEN GEN L AT B
TEST
MAIN
MAN CLOSE
TIES GEN
RESET
BUS SENSE
ANDBY ST
ORS T ACTUAT
NORM
OFF
EMER
OFF
TEST
ON
OFF
ON
TEST
OP ST
GND IDLE
GOV ARM
OFF Y ARTER ONL ST
RIGHT LEFT ON
OFF OFF
OFF
ON
TEST PROP THER OFEAT AUT
ANTI-ICE NE ENGI
RIGHT LEFT
LEFT
OFF
ARM
PWR
EXT
WER POOW
MASTER
VIONICS AV
OFF
ON
RESET
GEN
IGN
O AUT
ENG
ART NE ST ENGI
AND IGNITION
T BUS BAT BUS
ESIS
ARKING BRAKE PPARKING BRAKE
H
T
O
B N LT A
AUDIO
NORM IDENT
VOICE
O AUT ADF 1 2
INPH
MKR
PRESET
12 5 1112222 5555 1112222 5555 1112222..555
COMM
SPKR
F
20:03 UTC 1 051 TC1 AT 18.85 1 COM1
ET
VOR1
.6NM 13
DBL
V
M
R
O
N
OFFRESET
<
LINDZ G O
(8215) KASE (8700) (8215) (8700) AS ( KASE
DN
UP
LDG GEAR CONTROL
LOT COPI PILOT LEFT RIGHT
T O PIT W
ALL ST
RIGHT LEFT MANUAL
LE NG SI
DEICE
DEICE
BRAKE
ACE SURFFACE
HI
NORMAL
ANTI-ICE WSHLD PROP
O AUT MANUAL
Y RELA
GEAR
LANDING
TEST
DOWN
GEAR
BEACON
OFF
D FLOO
AIL T
STROBE
SENSOR
HYD FLUID
TEST
T HD L
REL
LOCK
DOWN
+
OFF
PROTECTION ICE
OFF
Y
Collins
SYNC
T
ONL A T
TERRAIN
T FORMA AT
RDR
TERR
C 1 AT R 121.90 COM2
TIL LT RANGE
GCS
RADAR
H S U P O AUT
T L I TT I
ON ON
L R
PROP
FREE
L
NOSEE
DG
NORM
+
SLEW
STBY
FLAPS
UP
DOWN
F
F
O
F
F
O
S
T
H
G
I
L
S
T
H
G
I
L
2
RIGHT
AV
FUEL VENT
RIGHT LEFT LEFT
RECOG AV NN ICE AXI T NG LANDI
ARN
AT S 0 S TA 0 GS
F
50
12.5
W
J206
(
82
82 AS 82 87
NT
DBL /16000A 0A
(IN C)
(
82
87
(INTC)
/
)
/8215A
(8700)
0 /16000A
( )
000A
GGLENO LENO GLENO E NDZ
<
O
LEFT
FREQ
T
1/2
13. 00
121.5 21.5
EMER
COM
OO
GND
FREE
BLEED
PNEU & ENVI
NORMAL
AIR BLEED
R ENVI
HEA HEAT
ELEC OFF
O AUT HEA HEAT
MAN
MODE
TEMP BLOWER
NCR I NCR I O AUT
T COCKPI
AL RONMENT ENVI
COOL MAN
LOW
O
DG
NORM
AHRS
NORM
ADC
NORM NORM
1 2
Y DISPLAY
PILOT
2 NORM
1 2 PFD MFD STBY +
SLEW
CDU RTU
TUNE NORM
RMT TUNE
SABLE DI
1
C T AAT
TIL
GCS
RADAR
H SSH U PPU
O UT A
T LL T I TT I
1
V1 NA
TC 1 TC 1 AA ADF ADF
350. 0 1 051
108. 50
T
U
A
TEMP BLOWER
NCR I NCR I O AUT
N CABI APPROACH
THDS FT PER MIN
T F 0 0 000 1 T LLT A
7
6
5 4
3
2
1
40
35
30
25
20 15
10
5
0
CABIN CLIMB
.5
ANDFF AKEO T
60
80
20
.5
0 6
4 1
2
4 1
2
UP
DOWN
Y ONL A T
RDR
TERR
C +13 C 12 ISA
TFC
3
J10-1
JNETT JNETT J
<
+
+
H
T
O
B TN AL
O AUDI
NORM DENT I
CE VOI
O AUT 1
MKR
<
COM
Collins
RANGE
TEST
COMM
SPKR
OON
GND
FIRE ENG
DET
EXT
OFF
OFF
LENCE SI TEST
ARN W T AL N CABI
TEST ARN W
FF DI N CABI
RIGHT OPEN
VES AL AIR VA BLEED
OFF
R ENVI
OFF R PNEU & ENVI
NCR I
TEMP MAN
DECR T
ELEC
T
DEFOG
NDOW WI
OFF
TEST ARN W
OVERSPEED
ARN TEST W
ALL ST
OFF
ARN TEST W
GEAR LDG
GCS
RADAR
H
O
T
F
F
O
F
F
O
80
1/10 HOURS
FLIGHT 100 0
50
Y F MERCUR INCHES O
ACUUM VVA
15k 5k
35k
66
5 4 3
AIR CABIN
C o COM2 COM1 AT RRA UTC C AT
T FORMA
PRESET <
F
ET < RR TE
RR TE
R RD
FMS
S1 5
1 2
E
w
2 4
2 1
5
<
O
ADF 2
NPH I
1/10 OIL
FLIGHT
USE NO
MADE IN USA PRESSURE Y SUPPLLY OXYGEN
PSI
2000
1500 1000 500
0
PSI
10
20 0
PRESSURE
TIC PNEUMA
Figure 16-137. Audio System Components
Push to Talk Button
Hand Mic and Headset Connection
Speakers (one on each side)
FOR TRAINING PURPOSES ONLY 16-77
KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL
1
6
A
V
I
O
N
I
C
S
COMM operation. Rotating the knob adjusts
the volume.
COMM
1 Controls the COM 1 audio volume
2 Controls the COM 2 audio volume
NAV
1 Controls the NAV 1 audio volume
2 Controls the NAV 2 audio volume
DME
1 Controls the DME 1 audio volume
2 Controls the DME 2 audio volume
ADF
1 Controls the ADF 1 audio volume
2 Controls the ADF 2 audio volume (this
knob exists only if the optional 2nd ADF
is installed)
HF
Controls HF radio audio volume
MKR
Controls the marker beacon audio volume
TEL
Controls the AirCell telephone volume
INPH
Controls interphone communications. The
knob on the pilots audio panel can be pulled
out and pushed in to turn on and off the inter-
phone system and then rotated to control the
pilots side interphone volume. The copilots
INPH knob is a volume control only.
MIC
OXY Selects the microphone in the associ-
ated oxygen mask as the active microphone.
Automatically turns ON the on-side cockpit
overhead speaker.
NORM Selects the headset or hand micro-
phone as the active microphone
AUTO COMM
Controls operation of the auto comm system.
On Allows audio from the selected trans-
mitter on the XMIT knob to automatically be
received without having to pull ON the re-
spective control knob .
Off Inhibits auto comm control and requires
the desired control knob to be pulled ON to
receive the audio.
SPKR
Controls the on-side cockpit overhead
speaker.
VOICE/BOTH/IDENT
Controls the NAV audio lter.
VOICE Removes morse code identication
and allows only voice communications on the
NAV audios.
BOTH Voice communications and Morse
code identication are both heard on the NAV
audios.
IDENT Only Morse code identications are
audible on the NAV audios.
AUDIO
Controls reversionary operation of the on-side
audio control panel.
KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL
16-78 FOR TRAINING PURPOSES ONLY
1
6
A
V
I
O
N
I
C
SNORM Places the on-side audio control
panel in normal mode.
ALTN Places the on-side audio control
panel in reversionary operation. This bypasses
the on-side audio amplier and utilizes the
pre-set amplier associated with each COM
and the PA. The pilot can transmit and receive
on COMM 1 using a hand mic or boom mic,
and cockpit speaker or headphones. The vol-
ume of radio receptions is not controllable.
Transmissions may be made on COMM 2 and
the PA, but COMM 2 receptions are not pos-
sible.
Control Wheel (PTT) Switches
Each control wheel has the following PTT
switches and functions (Figure 16-138):
MIC Button Controls COM radio and PA
transmissions.
IDENT Controls the transponder identica-
tion function.
RADIO TUNING UNIT (RTU)
As with the CDU, the radio tuning unit (RTU)
can be used for all radio tuning. Also similar
to the CDU is that all green frequencies are
the active frequencies and all white frequen-
cies are the standby or unused frequencies
(Figure 16-139).
RTU Tuning
There are three methods of RTU radio tuning:
direct tuning, recall tuning, and tuning from
the preset pages.
Direct Tuning
The radios are directly tuned by changing the
active frequency. This is accomplished when
the white cursor (hollow white box) is over the
green active frequency.
Recall Tuning
Recall tuning is accomplished by tuning a fre-
quency in the recall position (white color fre-
quencies) and then swapping the active and
recall frequencies by pressing the recall line se-
lect key.
Figure 16-138. Control Wheel (PTT) Switches
FOR TRAINING PURPOSES ONLY 16-79
KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL
1
6
A
V
I
O
N
I
C
S
Preset Tuning
Preset tuning (i.e. stored frequencies) is en-
abled when the TUNE MODE on the COM
PRESET PAGE is set to PRESET. The tuning
knobs are then used to select the desired pre-
set memory number instead of tuning a fre-
quency (Figure 16-140).
Figure 16-140. RTU in Preset Tuning Mode
Line Select Keys
The line select keys (LSK) are used to place
the cursor, navigate to a subpage, and make se-
lections. Pressing the line select keys once
places the cursor (a hollow white box) around
the frequency at that location. Pressing the
LSK next to active frequencies twice navigates
to the appropriate menu display page. Press-
ing the LSK next to standby frequencies twice
swaps the active and recall frequencies.
COM Operation
The COM section of the RTU top-level page
provides tuning functions for the COM radio.
Other COM control functions are handled on
the dedicated COM main page and COM pre-
set page.
The active and recall frequency can be tuned
from either the COM section of the top-level
page or the COM main display page. The
COM squelch, 8.33 and 25 kHz tuning, COM
self-test and COM preset page access are con-
trolled from the COM main display page
(Figure 16-141).
COM 1
NAV 1
ATC 2 ADF
126 . 700 118 . 200
110 . 20 113 . 80
4 1 7 6 3 3 2 .0
Collins
BRT
IDENT
DME--H
1/2
116.80H
MK-HI
25 SEL
ALT OFF
ID
3
4
2
1
Figure 16-139. Radio Tuning Unit (RTU)
RADIO CALL
N350KA
ON
+
+
DOWN
LOCK
REL HD LT
TEST
HYD FLUID
SENSOR
STROBE
TAIL
FLOOD
OFF
BEACON
GEAR
DOWN
TEST
LANDING
GEAR
RELAY
FUEL VENT MANUAL AUTO
PROP WSHLD ANTI-ICE
NORMAL
HI
SURFACE
BRAKE
DEICE
ENG
AUTO
IGN
GEN
RESET
ON
OFF
AVIONICS
MASTER
POWER
EXT
PWR
DEICE
SINGLE
MANUAL LEFT RIGHT
STALL
WARN PITOT
RIGHT LEFT PILOT
ARM
OFF
LEFT
LEFT RIGHT
ENGINE ANTI-ICE
AUTOFEATHER PROP TEST
ON
OFF
OFF OFF
ON LEFT RIGHT
STARTER ONLY OFF
ARM GOV
GND IDLE
STOP
TEST
ON
OFF
ON
TEST
OFF
EMER
OFF
NORM
OFFRESET
ACTUATORS
STANDBY
BUS SENSE
RESET
GEN TIES
MAN CLOSE
MAIN
TEST
BAT L GEN R GEN
OPEN
RIGHT
COPILOT
LDG GEAR CONTROL
UP
DN
OFF
ICE PROTECTION
OFF
+
IGNITION AND
ENGINE START
PARKING BRAKE
ESIS
BAT BUS
2 1 DME
2 PA
XMIT
PA
T S
2
1
NORM
MIC
OXY
1 NAV
2 1 COMM
2 1 ADF AUTO
COMM
SPKR
VOICE
IDENT NORM
AUDIO
ALTN B
O
T
H
MKR
INPH
2 1 DME
2 PA
XMIT
PA
S T
2
1
NORM
MIC
OXY
1 NAV
2 1 COMM
2 1 ADF AUTO
COMM
SPKR
VOICE
IDENT NORM
AUDIO
ALTN B
O
T
H
MKR
INPH
Collins Collins
Collins Collins
M
1/2
DME-H
IDENT
Collins BRT MENU
ADV
DATA MENU
ADV
DATA
V O L
VOL
F
PRESET
TERM
TERR
RDR
FORMAT
TERRAIN
TA ONLY
0.8NM
HDG 329
(8215)
100
ACC.03
V1
103 VR
107 V2
29.92IN
MIN 10200 BARO
16000
8215
FMS
ET
COM1 118.85 COM2 121.90 ATC1 0511 UTC 20:03
12.5
25
RAT 1 C
V
DBL
13.6NM
VOR1
1
1
2
4
2
4
HDG PTCH
FMS ALTS
20
10
10
8000
60
80
800
0
138
082
7820
40
00
BRT
DIM
BRT
DIM
700
900
600
170
30
W
N
3
329
BARO
RANGE TILT
S T D
PUSH
GCS
REFS
NAV/BRG
RADAR
T I L T AUTO PUSH
NOSE
L R
PROP
SYNC
EMER
FREQ
GND
COM
NORM
DG
FREE
NORM
DG
FREE
LDG GEAR
WARN TEST
OFF
STALL
WARN TEST
OVERSPEED
WARN TEST
OFF
WINDOW
DEFOG
LOW
MAN COOL
ENVIRONMENTAL
COCKPIT
AUTO INCR INCR
BLOWER TEMP
MODE
MAN
HEAT AUTO
OFF ELEC
HEAT
ENVIR
BLEED AIR
NORMAL
DECR
MAN TEMP
INCR
PNEU & ENVIR OFF
ENVIR
OFF
BLEED AIR VALVES
LEFT OPEN RIGHT
CABIN DIFF
WARN TEST
CABIN ALT WARN
TEST SILENCE
OFF
OFF
EXT
DET
ENG FIRE TEST
NORM
AHRS SLEW
+ 2 1
NORM NORM
ADC
2 1
NORM 2
PILOT
DISPLAY
MFD PFD STBY
SLEW
+
TUNE
RTU CDU
DISABLE
RMT TUNE
NORM
ATC
1
G/S INHIB
ACTIVE
TERR INHIB
ACTIVE
STEEP APPR
ACTIVE
FLAP OVRD
ACTIVE
BARO
RANGE TILT
S T D
PUSH
GCS
REFS
NAV/BRG
RADAR
T I L T AUTO PUSH
29.92 in 13.6NM VOR1 057CRS
0KTS 0MIN
7500
8000
80
60
10 10
10 10
33 N 30
20
00 78
1
40
9
COM1
118. 85 123. 80
113. 00
NAV1
ATC 1 ADF
108. 50
0511 350. 0
ENG FIRE
F/W VALVE PUSH CLOSED
ENG FIRE
F/W VALVE PUSH CLOSED DISCHARGED
EXTINGUISHER PUSH
DISCHARGED
EXTINGUISHER PUSH
L FUEL PRES LO CABIN ALT HI CABIN DIFF HI
DOOR UNLOCKED
L OIL PRES LO
R FUEL PRES LO
R OIL PRES LO
L BLEED FAIL R BLEED FAIL
CRS1
DI RECT
PUSH
CRS2
DI RECT
PUSH
SPEED
I A S / MACH
PUSH
FD VS DOWN
UP
VNAV
NAV HDG
HDG
APPR ALT FLC
1/2 BANK
YD AP
YD/AP DISC
FD
CPL
Collins
ALT
CA N C E L
P U S H SYNC
PUSH
O
F
F
A
U
T
O
O
F
F
CABIN
AUTO INCR INCR
BLOWER TEMP
DOWN
UP
20 2
1 4
2
1 4
6 0
.5
.5
80
60
FLAPS TAKEOFF AND APPROACH
CABIN CLIMB THDS FT PER MIN
0
5
10
15 20
25
30
35
40 1
2
3
4 5
6
7
ALT 1000 FT
L PROP PITCH CABIN ALTITUDE LDG/TAXI LIGHT PASS OXYGEN ON AIR COND N1 LOW R PROP PITCH
L ENG ICE FAIL L FUEL QTY ELEC HEAT ON EXT PWR R FUEL QTY R ENG ICE FAIL
L CHIP DETECT L NO FUEL XFR BAT TIE OPEN DUCT OVERTEMP R NO FUEL XFR R CHIP DETECT
L DC GEN L GEN TIE OPEN HYD FLUID LOW RVS NOT READY R GEN TIE OPEN R DC GEN
L IGNITION ON L ENG ANTI-ICE FUEL CROSSFEED R ENG ANTI-ICE R IGNITION ON
WING DEICE L BK DEICE ON MAN TIES CLOSE R BK DEICE ON TAIL DEICE
L BL AIR OFF AUTOFTHER OFF OXY NOT ARMED RUD BOOST OFF R BL AIR OFF
PROP GND SOL L PITOT HEAT R PITOT HEAT
L
I
G
H
T
S
L
I
G
H
T
S
O
F
F
N
O
R
M
O
F
F
2
LANDING TAXI ICE NAV RECOG
LEFT RIGHT
50
0 100
80 FLIGHT
HOURS 1/10
VACUUM
INCHES OF MERCURY
0
500 10001500
2000
PSI
OXYGEN SUPPLY PRESSURE MADE IN USA
USE NO OIL
PNEUMATIC
PRESSURE
0 20
10
PSI 3 4 5 6
35k
15k
MASTER CAUTION MASTER WARNING PRESS TO RESET
MASTER
CAUTION MASTER
WARNING
ACC .
PRESS
T O T E S T
Collins
BRT
DIM
1.4NM
HDG 329
(8215)
TTG
FMS
GS 0 ISA TAS 0 SAT 12 C +13 C
TERR
RDR
TA ONLY
TFC F
12.5
50
30
W
N
3
329
--:--
0.6NM KASE
CLIMB
(8215) 8215A
-:--/ 1.4NM
-:-- : 1.4NM (8215)
-:-- : 2.6NM (8700)
-:-- : 169NM KCOS
PRESS TO RESET PRESS TO RESET
PRESS TO RESET
FF 130 750
PRESS
TORQ FIRE
ITT PROP
OIL
122 80
TEMPC 49
110.0
830
112
TORQ
ITT
3.4
516
N1 106.0
1050
62.2
ON ON 121.5
CABIN AIR
SELECT
PUSH
SELECT
PUSH
DBL LINDZ
J206
J10-1
(8215)
/8215A
(INTC)
KASE (8700) JNETT
GLENO
/16000A
1740
< PRESET
CRS 057
FORMAT
ATC UTC RAT COM1 COM2 oC
< <
RDR
TERR
TERR < ET
F 2 1
2 4
w
30
33 N
3
6
E
1 2
1 5 S
ALT
ATT
IAS
AHS2
ADC2
VS
FD
RA
DCP TCAS FAIL
GPWS
FMS
PULL UP
GND PROX
LOC1
TRIM
XTLK
XAHS
XADC
ENG1
ENG2
HDG
GS LOC
HDG
IAS
V
N
V
ATT
ALT
AP
A
29.88IN
5
<
R
T
S
T
S S E R P
<
<
DME 1 2
AV N 1
OXY
MIC
NORM
1
2
S T
PA
XMIT
PA 2
COMM 1 2
FMS
55
333
WWWWWWW
55555555
V O L
10
10
2
AL
107 V
R 103 V
1
03
V
80
. C AC
100
(8215)
329 HDG
.8NM 0
TERM
2
FMS
PTCH HDG
20
0
60
170 17
W
3
W
30
329 329
EE S EEE SSE EEE RRREEE OOO T SSS SSSSSS EEE RRR PPR PR TT SS EE RR O RE OO TT SSSS SSSS EE RRRRE RE RE PPP
<
Collins
8215
ATA D
ADV
MENU
BARO
38
NNN
2
TS
000 16
MIN 10200 BARO
29.92IN
4 000
2
4
2
1
1
PTCH
700
8
900
82
00 00
40 40
20 8 7
600
3
NN
HH SSH U P
DD TT SS T
REFS
V/BRG NA AV
A
G/S
ACTIVE
INHIB IB G/S
A
TERR
ACTIVE
INHIB IB TERR
AACTIVE
APP PR STEEP
AACTIVE
OVRRD FLAP
CRS1
FD
H P S U P
T EC EEC RR I R I R DDDI
UP
DOWN VS
V VNAAV
TT
FMS
TTG
(8215) (
TTG
329 HDG
.4NM 1
W
30
KCOS
329 329
169NM : -:--
(8700)
(8215)
2.6NM : -:-- (8700)
1.4NM : -:--
-:--/
8215A (8215)
CLIMB
KASE 0.6NM
--:--
830
10.0 1
PROP ITT
FIRE ORQ T
516
3.4
ITT
ORQ T
62.2
1050
06.0 N1
1740
H SSH U P
T CCT E L EEL SSE
<
N350KA
RADIO CALL
ADV
M
IDENT
DME-H
Collins B
123. 80
BRT MENU
BARO
H S U P
D TT D SS T
REFS
V/BRG NAAV
000
29.92 in
8
500 7
60
N
80
9
30 33 33 3 N 0
78000
20 40
18. 85 1
COM1
V1 NA
CRS2 SPEED
H US U PP
T EC EEC RR I R I R DDDI
AV
H P S U P
H CCCH A S AC M // M SS / AAA S I
NNAV
HDG
HDG APPR LT A FLC
1/2 BANK
YD AP FD
DISC YD/AP
CPL
Collins
LT A
HHSU S HUP
E LEE LCN C E
NA CA N
C
H
N
S U PP
C NNC Y S
S T S EE T O
Collins
3
N
1.4NM -:--/
8215A
2 11 49 TEMPC
80 122
OIL
FIRE
PRESS
750 130 FF
H S U P
T CCT E L EEL SSE
<
1
1
OXY
C MI
NORM
1
2 PA
T XMI
PA
1
ns
.
Colli
ATA D
BARO
VOL
HH
DD
REFS
V/BRG
TTT TTT
SE SE O EE RR O TTT SS PRES ES PR
C AC
CRS 057
SE SE T RE R OO TTOO S S ES E RR PP
H
T CCT
P
LT VS
T
IAS
6
3
N 33
30
5
AT FD
A
LT IAS
AHS2
ADC2
RA
AIL TCAS F P DC
GND PROX
G
UP PULL
GPWS
XTLK
IM TR
LOC1
HS XA
DC XA
G1 EN
G2 EN
HDG
GS G LOC
GG D H
V
N
V T T A
N
A
A
A
29.88I
<
DME 2
AV N
T S
2
COMM 2
<
ON
RIGHT
OPEN
R GEN GEN L AT B
TEST
MAIN
MAN CLOSE
TIES GEN
RESET
BUS SENSE
ANDBY ST
ORS T ACTUA AT
NORM
OFF
EMER
OFF
TEST
ON
OFF
ON
TEST
OP ST
GND IDLE
GOV ARM
OFF Y ARTER ONL ST
RIGHT LEFT ON
OFF OFF
OFF
ON
TEST PROP THER OFEA AT AUT
ANTI-ICE NE ENGI
RIGHT LEFT
LEFT
OFF
ARM
PWR
EXT
WER POW
MASTER
VIONICS AAVIONICS
OFF
ON
RESET
GEN
IGN
O AUT
ENG
ART NE ST ENGI
AND IGNITION
T BUS BA AT BUS
ESIS
ARKING BRAKE PPARKING BRAKE
H
T
O
B N LT A
AUDIO
NORM IDENT
VOICE
O AUT ADF 1 2
INPH
MKR
PRESET
12.5 11112222 5555 11112222 55555 111222 5 .555
COMM
SPKR
F
20:03 UTC 1 051 TC1 AAT 18.85 1 COM1
ET
VOR1
.6NM 13
DBL
V
M
R
O
N
OFFRESET
<
LINDZ G O
(8215) KASE (8700) (8215) (8700) 82 AS (8215) KASE
DN
UP
LDG GEAR CONTROL
LOT COPI PILOT LEFT RIGHT
T O PIT W
ALL ST
RIGHT LEFT MANUAL
LE NG SI
DEICE
DEICE
BRAKE
ACE SURFA
HI
NORMAL
ANTI-ICE WSHLD PROP
O AUT MANUAL
Y RELA
GEAR
LANDING
TEST
DOWN
GEAR
BEACON
OFF
D FLOO
AIL T
STROBE
SENSOR
HYD FLUID
TEST
T HD L REL
LOCK
DOWN
+
OFF
PROTECTION ICE
OFF
Y
Collins
SYNC
T
ONL AA T
TERRAIN
T FORMAAT
RDR
TERR
C 1 AT R 121.90 COM2
TIL LT RANGE
GCS
RADAR
H S U P O AUT T L I TT I
ON ON
R
PROP
FREE
L
NOSEE
DG
NORM
+
SLEW
STBY
FLAPS
UP
DOWN
F
F
O
F
F
O
S
T
H
G
I
L
S
T
H
G
I
L
2
RIGHT
AV
FUEL VENT
RIGHT LEFT LEFT
RECOG AV NN ICE AXI T NG LANDI
ARN
AT S 0 S TA 0 GS
F
50
12.5
W
J206
(
82
82 AS 82 87
NTC)
DBL /16000A 0A
(INTC) C)
(
82
87
(INTC)
/
)
/8215A
(8700)
0 /16000A
( 5)
000
GGLENO LENO GLENO E NDZ
<
LEFT
FREQ
T
1/2
13. 00
121.5 21.5
EMER
COM
OO
GND
FREE
BLEED
PNEU & ENVI
NORMAL
AIR BLEED
R ENVI
HEA HEAT
ELEC OFF
O AUT HEA HEAT
MAN
MODE
TEMP BLOWER
NCR I NCR I O AUT
T COCKPI
AL RONMENT ENVI
COOL MAN
LOW
O
DG
NORM
AHRS
NORM
ADC
NORM NORM
1 2
Y DISPLA AY
PILOT
2 NORM
1 2 PFD MFD STBY +
SLEW
CDU RTU
TUNE NORM
RMT TUNE
SABLE DI
1
C T AAT
TIL
GCS
RADAR
H SSH U PPU
O UT A T LL I TT I
1
V1 NA
TC 1 TC 1 AA ADF ADF
350. 0 1 051
108. 50
T
U
A
TEMP BLOWER
NCR I NCR I O AUT
N CABI APPROACH
THDS FT PER MIN
T F 0 0 000 1 T LLT A
7
6
5 4
3
2
1 40
35
30
25
20 15
10
5
0
CABIN CLIMB
.5
ANDFF AKEO T
60
80
20
.5
0 6
4 1
2
4 1
2
UP
DOWN
Y ONL A T
RDR
TERR
C +13 C 12 ISA
TFC
3
J10-1
JNETT JNETT J
<
+
+
H
T
O
B TN AL
O AUDI
NORM DENT I
CE VOI
O AUT 1
MKR
<
COM
Collins
RANGE
TEST
COMM
SPKR
ON ON
GND
FIRE ENG
DET
EXT
OFF
OFF
LENCE SI TEST
ARN W T AL N CABI
TEST ARN W
FF DI N CABI
RIGHT OPEN
VES AL AIR V VAL BLEED
OFF
R ENVI
OFF R PNEU & ENVI
NCR I
TEMP MAN
DECR T
ELEC
T
DEFOG
NDOW WI
OFF
TEST ARN W
OVERSPEED
ARN TEST W
ALL ST
OFF
ARN TEST W
GEAR LDG
GCS
RADAR
H
OT
F
F
O
F
F
O
80
1/10 HOURS
FLIGHT 100 0
50
Y F MERCUR INCHES O
ACUUM VVACUUM
15k 15k
35k
66 5 4 3
AIR CABIN
C o COM2 COM1 AT RA UTC C AT
T FORMA
PRESET <
F
ET < RR TE
RR TE
R RD
FMS
S1 5
1 2
E
w
2 4
2 1
5
<
O
ADF 2
NPH I
1/10 OIL
FLIGHT
USE NO
MADE IN USA PRESSURE Y SUPPLLY OXYGEN
PSI
2000
1500 1000 500
0
PSI
10
20 0
PRESSURE
TIC PNEUMA
KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL
16-80 FOR TRAINING PURPOSES ONLY
1
6
A
V
I
O
N
I
C
S
Figure 16-141. RTU COMM Pages
The COM preset page allows for storing
known frequencies. Once they are entered, the
RTU preset tuning option can be activated
and frequencies are chosen simply by select-
ing the memory number rather than tuning the
frequency. In this preset tuning mode however,
only the active frequency on the RTU top
level page can be tuned directly if ATC gives a
different frequency to contact.
NAV Operation
The NAV section on the RTU top-level page
provides tuning functions for the NAV radios.
Other NAV control functions are handled on
the NAV main display page and NAV preset
page.
The active and recall frequency can be tuned
from either the NAV section of the top-level
page or the NAV main display page. Marker
beacon sensitivity, NAV self-test and NAV pre-
set page access are controlled from the NAV
main display page (Figure 16-142).
Figure 16-142. RTU NAV Pages
The NAV preset page allows for storing
known frequencies. Once they are entered, the
RTU preset tuning option can be activated
and frequencies are chosen simply by select-
ing the memory number rather than tuning the
frequency. In this preset tuning mode however,
only the active frequency on the RTU top
level page can be tuned directly if a different
navigation source is required.
ADF OPERATION
The ADF section on the RTU top-level page
provides tuning functions for the ADF radio.
Other ADF control functions are handled on
the ADF main display page and ADF preset
page.
COM 1
126 . 700 118 . 200
TEST
RETURN
Collins
BRT
IDENT
DME--H
1/2
ON OFF
SQUELCH KNOB SEL
8.33 25
PRESET
PAGE
TX
COM 1
126 . 725 118 . 250
PAGE
RETURN
Collins
BRT
IDENT
DME--H
1/2
19 EMER
TUNE MODE
17 18
118 . 275 121.500
FREQ PRESET
5
125.500
ACTIVE
SQ OFF
25 SEL
NAV1
113.80
RETURN
Collins
BRT
IDENT
DME--H
1/2
MKR SENS
116.80 DMEH
PRESET
PAGE
HI LO
TEST
NAV 1
116.80 109.50
PAGE
RETURN
Collins
BRT
IDENT
DME--H
1/2
3
TUNE MODE
1 2
110.50 110.80
FREQ PRESET
1
108.80
ACTIVE
MK-HI
4
AUTO
FOR TRAINING PURPOSES ONLY 16-81
KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL
1
6
A
V
I
O
N
I
C
S
The active frequency can be tuned from the
ADF section of the top-level page and both
the active and the recall frequencies can be
tuned from the ADF main display page. The
ADF or ANT modes, BFO feature, ADF self-
test and ADF preset page access are con-
trolled from the ADF main display page
(Figure 16-143).
Figure 16-143. RTU ADF Pages
ATC OPERATION
The ATC section on the RTU top-level page
provides the setting functions for the ATC
code. Other ATC control functions are han-
dled on the ATC main display page.
The active code can be selected from the ATC
section of the top-level page and both the ac-
tive and the recall codes can be set from the
ATC main display page. The Mode-C opera-
tion and self-test initiation are also controlled
on the ATC main page display (Figure 16-144).
Figure 16-144. RTU ATC Page
ATC CONTROL Page
The ATC CONTROL page annunciations are
shown below:
ATC Source Annunciation
The ATC source annunciation indicates which
transponder the CDU and RTU are control-
ling. Only one transponder is active at a time.
Transponder Code Display
This display shows the selected transponder
code.
IDENT Line Select Key and
Annunciation
The IDENT line select key controls the
transponder IDENT function. The IDENT an-
nunciation enlarges and changes to cyan dur-
ing ident functions (approximately 18
seconds).
Altitude Source Annunciator
When Mode-C is enabled, the altitude data
source (ADC 1 or ADC 2) is shown in cyan
below the altitude readout.
ADF 1
404.0 320.0
TEST
RETURN
Collins
BRT
IDENT
DME--H
1/2
ANT ADF
MODE BFO
OFF ON
PRESET
PAGE
ADF 1
404.0 390.0
PAGE
RETURN
Collins
BRT
IDENT
DME--H
1/2
3
TUNE MODE
1 2
566.0 304.0
FREQ PRESET
1
404.0
ACTIVE
ANT
4
BFO
ATC1
1200
5322
TEST
RETURN
Collins
BRT
IDENT
DME--H
1/2
ALT
ON OFF
ID
RPLY
ADC1 3000FT
XPNDR FAIL
KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL
16-82 FOR TRAINING PURPOSES ONLY
1
6
A
V
I
O
N
I
C
S
Mode-C Control
The ALT line select key controls altitude re-
porting. ALT is shown in larger cyan when al-
titude reporting is selected. When selected off,
only mode A replies are transmitted.
Reporting Altitude Display
The Mode-C pressure altitude readout is
shown in green when altitude reporting is se-
lected.
Flight ID Display
The Flight ID, if option is installed, is displayed
and adjusted on the RTU top-level page and
the ATC Control page.
TEST Function
The TEST line select key initiates the
transponder self-test. The TEST annunciator
enlarges in cyan while the test is active (ap-
proximately 10 seconds).
XPDR FAIL Annunciator
XPDR FAIL appears in yellow to the right of
the ATC legend when a transponder fails.
HF Operation (OPTIONAL)
The Rockwell Collins HF-9000 is an option
that can be installed in the aircraft. This cre-
ates a second page in the RTU. Pressing the
NEXT PAGE LSK on the top-level page ac-
cesses the optional HF sub-display (Figure 16-
145). This display provides tuning functions for
the HF radio. Refer to the Aircraft Flight Man-
ual and HF-9000 operators guide for more in-
formation.
Figure 16-145. RTU HF Pages
TCAS II OPERATION (OPTIONAL)
The Rockwell Collins TCAS-4000 TCAS II is
an option that can be installed in the aircraft.
HF
ADF
2.0000 5.0000
1330.5 410.0
Collins
BRT
IDENT
DME--H
1/2
AM
RETURN
SQ3 UV
HF
2.0000 5.0000
TEST
RETURN
Collins
BRT
IDENT
DME--H
1/2
LO MED HI
POWER
SIMPLEX
DUPLEX
PRESET
PAGE
SQ2 AM AM
HF
15.0000
PAGE
RETURN
Collins
BRT
IDENT
DME--H
1/2
6
TUNE MODE
4 5
20.0000
FREQ PRESET
2
10.0000
ACTIVE
SQ1 AM
R 10.0000
T 10.0000
AM UV
AM
EMER MAR
SIMPLEX
DUPLEX
FOR TRAINING PURPOSES ONLY 16-83
KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL
1
6
A
V
I
O
N
I
C
S
This option will replace the standard ADF fre-
quency on page 1 and moves it to page 2
(Figure 16-146). This allows for quick selection
of the desired TCAS mode from the main level
page. Additional control is available on the
TCAS main page. See the TCAS section later
in this chapter for more information.
Figure 16-146. RTU TCAS II Pages
CDU TUNING
TUNE PAGE Display
The TUNE PAGE has the following con-
trols/displays. Similar to the RTU all green fre-
quencies are the active frequencies and all
white frequencies are the standby or unused
frequencies (Figure 16-147). For installations
that have a second CDU this TUNE feature is
not active on the right CDU.
Figure 16-147. CDU Tune with TCAS I
COM Display
COM radio tuning is accomplished by enter-
ing the desired frequency in the scratchpad
and then touching either the rst or second
line select keys on either side. The second po-
sition serves as the RECALL or PRESET fre-
quency (i.e. standby frequency) and is the
standard method of entry. Pressing the RE-
CALL or PRESET key again will then swap
the frequencies. If a frequency is inserted in
the rst line it will immediately be the active
frequency and the previous one will move to
the second line. For all frequencies, the deci-
mal is assumed and does not need to be in-
serted (e.g., 123.4 can be entered as 1234).
COM 1
NAV 1
ATC 2 TCAS
126 . 700 118 . 200
110 . 20 113 . 80
4 1 7 6
Collins
BRT
IDENT
DME--H
1/2
116.80H
MK-HI
25 SEL
ALT OFF
ID TA ONLY
NEXT PAGE ADF 410.0
HF
ADF
2.0000 5.0000
1330.5 410.0
Collins
BRT
IDENT
DME--H
1/2
AM
RETURN
SQ3 UV
TCAS
TA/RA STBY
TEST
RETURN
Collins
BRT
IDENT
DME--H
1/2
ABS REL
ALT
NORM
BELOW
TRAFFIC
ABOVE
TA ONLY
ON OFF
EXEC
NEXT PREV
MFD
DATA
MFD
ADV
CLR
DEL
BRT
DIM
DEP
ARR
PERF LEGS FPLN DIR
MSG
TUN
IDX
MFD
MENU
A B C D F G
H I J K L M
O P Q R T U
V X Y Z
SP
/
E
N
S
W
1 2 3
4 5 6
7 8 9
+ - / 0 /
TUNE
122.875
COM1 COM2
RECALL RECALL
MK-HI NAV2
DME1 DME2
[ [
412.5
NAV1
ATC1
121.700
123.875
113.80/ICT
/
/
HOLD 116.80
3144
110.30
134.250
ADF
/
/
/ /
HOLD /
KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL
16-84 FOR TRAINING PURPOSES ONLY
1
6
A
V
I
O
N
I
C
SAdditionally, the active frequencies are always
identical between the RTU and CDU. Use
caution when working with the standby fre-
quencies as they are handled differently be-
tween the CDU and RTU.
For IFIS equipped aircraft there is another op-
tion for tuning. The CDU contains a FRE-
QUENCY selection under the IDX (index)
page (Figure 16-148). This page contains fre-
quencies for those airports entered into the
ight plan. Press the line select key next to the
desired frequency and it will enter into the
scratchpad. The pilot can then navigate to the
TUNe page and the frequency will still be in
the scratchpad for use.
Figure 16-148. CDU Frequency Data
The SQ OFF annunciation beside the COM
legend appears when squelch has been dis-
abled. TX annunciates when the radio is trans-
mitting.
COM CONTROL Page
The COM 1 or COM2 CONTROL page is se-
lected by pushing the respective COM1 or
COM2 line select key (the scratch pad must be
empty) (Figure 16-149). The top portion of this
display allows for turning the squelch ON or
OFF and for testing the COM radio.
Figure 16-149. CDU COMM Page
The lower section of this display contains
numbered COM PRESETS. This can contain
up to 20 preset COM frequencies. Push the
NEXT or PREV function keys to select the
next or previous preset page.
To create or modify a COM PRESETS fre-
quency, enter the desired frequency into the
scratchpad. Then push the appropriate left line
select key to transfer this frequency to the
numbered preset frequency eld. If the fre-
quency is valid, it displays in the data eld.
Once this is done, a label can be applied by
simply typing in the desired name and pressing
the left line select key again.
To use these stored frequencies press either
the left or right line select key from the COM
PRESETS page and it will immediately be-
come the active frequency. Another method is
to simply enter the corresponding memory
number (1 thru 20) into the scratchpad and
then insert that into a COM tuning line. The
associated frequency will be entered automat-
ically.
EXEC
NEXT PREV
MFD
DATA
MFD
ADV
CLR
DEL
BRT
DIM
DEP
ARR
PERF LEGS FPLN DIR
MSG
TUN
IDX
MFD
MENU
A B C D F G
H I J K L M
O P Q R T U
V X Y Z
SP
/
E
N
S
W
1 2 3
4 5 6
7 8 9
+ - / 0 /
FREQUENCY DATA
KICT/KSLN/KHUT/
SEL APT
1/1
ATIS
UNICOM
[ [
FSS
CLNC DEL
<MULTIPLE
/
122.950/
125.700
GND
TWR
DEP
MULTIPLE>
121.900
118.200
/
/ 125.150
MULTIPLE>
------------------------
APP
<INDEX
/
//
/
EXEC
NEXT PREV
MFD
DATA
MFD
ADV
CLR
DEL
BRT
DIM
DEP
ARR
PERF LEGS FPLN DIR
MSG
TUN
IDX
MFD
MENU
A B C D F G
H I J K L M
O P Q R T U
V X Y Z
SP
/
E
N
S
W
1 2 3
4 5 6
7 8 9
+ - / 0 /
COM1 CONTROL
122.875
COM1 SQUELCH
RECALL
[ [
119.500
ON/OFF
TEST
121.750 ICT GND /
118.200 ICT TWR
126.700 ICT DEP
1
134.250/
2 / /
//
//
1/5
3
4
------ COM PRESETS -----##
FOR TRAINING PURPOSES ONLY 16-85
KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL
1
6
A
V
I
O
N
I
C
S
NAV Display
NAV radio tuning is accomplished by insert-
ing the nav frequency in the scratchpad and
then touching the appropriate NAV1 or NAV2
line select key. Additionally, the nav radio
identier can be typed into the scratch pad and
selected by touching the NAV line select key.
The CDU tuning will search the nearest fre-
quency associated with that identier and
enter it along with the nav frequency. Addi-
tionally, the active frequencies are always
identical between the RTU and CDU.
NAV CONTROL Page
The NAV1 or NAV2 CONTROL page is se-
lected by pressing the respective NAV1 or
NAV2 line select key (the scratchpad must be
empty) (Figure 16-150). The NAV CONTROL
page will then allow for auto or manual tun-
ing, DME hold, testing the radio, and chang-
ing marker beacon sensitivity (NAV1
CONTROL page only). See the VHF Naviga-
tion System section discussed earlier for more
information on AUTO vs MANual tuning.
Figure 16-150. CDU NAV Page
The lower section of this display contains the
NAV PRESETS. This section operates exactly
like the COM PRESETS discussed earlier.
ATC CONTROL Page
The ATC CONTROL page is selected by
pressing the ATC line select key (the scratch-
pad must be empty). (Figure 16-151). This
page allows for transponder code entry, alti-
tude reporting selection, testing the transpon-
der and optionally entering a Flight ID. With
the altitude reporting turned ON the auto-
matically selected ADC will be displayed
along with its corrected barometric pressure.
Should an ADC fail the opposite ADC will au-
tomatically be selected. Additionally, the se-
lected code is always identical between the
RTU and CDU
Figure 16-151. CDU ATC Page
The Flight ID eld should contain only the
ATC given identier or the aircraft registra-
tion as appropriate.
To turn the transponder ON or OFF and to se-
lect STBY, a separate switch on the reversion-
ary panel must be moved. See the ATC
Transponder section earlier in this chapter.
EXEC
NEXT PREV
MFD
DATA
MFD
ADV
CLR
DEL
BRT
DIM
DEP
ARR
PERF LEGS FPLN DIR
MSG
TUN
IDX
MFD
MENU
A B C D F G
H I J K L M
O P Q R T U
V X Y Z
SP
/
E
N
S
W
1 2 3
4 5 6
7 8 9
+ - / 0 /
NAV1 CONTROL
113.00/DBL
NAV1 NAV TUNING
DME1
[ [
111.50
AUTO/MAN
TEST
LO/HI
113.80 ICT
116.70 HUT
HOLD
1 /
/
/
1/7
2
3
------ NAV PRESETS -----##
MKR SENS
/ /
EXEC
NEXT PREV
MFD
DATA
MFD
ADV
CLR
DEL
BRT
DIM
DEP
ARR
PERF LEGS FPLN DIR
MSG
TUN
IDX
MFD
MENU
A B C D F G
H I J K L M
O P Q R T U
V X Y Z
SP
/
E
N
S
W
1 2 3
4 5 6
7 8 9
+ - / 0 /
ATC CONTROL
5211
ATC1 ALT REPORT
ALT 14000FT
[ [
ON/OFF
TEST IDENT
RPLY
ADC1
///
KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL
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ADF CONTROL Page
The ADF control page is selected by pressing
the ADF line select key (the scratchpad must
be empty) (Figure 16-152). From here the
ADF can be tuned, Beat Frequency Oscillator
(BFO) can be turned ON or OFF, the mode
selected, or the ADF can be tested. The BFO
selection should only be used for an NDB that
cannot produce a typical Morse code identi-
er. The ANT mode provides only an audio
output and does not create bearing-to-the-sta-
tion signals. The bearing pointer will park at
the 3 oclock position. Both of these selections
are abnormal and the CDU will annunciate on
the main level TUNe page when chosen.
Figure 16-152. CDU ADF Page
The lower section of the display contains the
ADF PRESETS display. Just like the COM
and NAV radios this can contain up to 20 pre-
set ADF frequencies. This section operates ex-
actly like the COM PRESETS discussed
earlier.
TCAS Display and CONTROL
Page (only with Optional TCAS II)
The TCAS display and control pages allow for
manipulation of the Rockwell Collins TCAS-
4000 TCAS II. When this option is installed,
the external TCAS buttons on the reversion-
ary panel are removed and all control is ac-
complished through the RTU or CDU.
The TCAS display allows for TCAS mode se-
lection without having to enter a menu (Fig-
ure 16-153). Each press of the TCAS MODE
line select key will cycle through the available
modes. The selected mode is then displayed on
the PFD and MFD on the lower right corner
advisory section (Figure 16-154). This selection
works together with the RTU and either unit
can change the TCAS mode.
Figure 16-153. CDU TUNE With TCAS II
The TCAS CONROL page is selected by
pressing the TCAS line select key (Figure 16-
155). This page allows for mode selection, alti-
tude tag selection (relative or absolute),
turning other trafc on or off, testing the
TCAS system or doing an extended test and
choosing the altitude volume. See the TCAS
section later in this chapter for more detail.
EXEC
NEXT PREV
MFD
DATA
MFD
ADV
CLR
DEL
BRT
DIM
DEP
ARR
PERF LEGS FPLN DIR
MSG
TUN
IDX
MFD
MENU
A B C D F G
H I J K L M
O P Q R T U
V X Y Z
SP
/
E
N
S
W
1 2 3
4 5 6
7 8 9
+ - / 0 /
ADF CONTROL
404.0
ADF BFO
MODE
[ [
280.0
ON/OFF
TEST
390.0 /
304.0
404.0
1
ADF/ANT
/
2
/
/ /
/ /
/
1/5
3
4
------ ADF PRESETS -----##
/
/
EXEC
NEXT PREV
MFD
DATA
MFD
ADV
CLR
DEL
BRT
DIM
DEP
ARR
PERF LEGS FPLN DIR
MSG
TUN
IDX
MFD
MENU
A B C D F G
H I J K L M
O P Q R T U
V X Y Z
SP
/
E
N
S
W
1 2 3
4 5 6
7 8 9
+ - / 0 /
TUNE
122.875
COM1
1/2
COM2
RECALL RECALL
MK-HI NAV2
DME1 DME2
[ [
412.5
TA/RA/STBY
NAV1
ATC1
121.700
123.875
116.30
/
/
HOLD
3144
110.30
134.250
ADF
/
/
/ /
111.70 HOLD /
TCAS MODE
REL
TCAS>
FOR TRAINING PURPOSES ONLY 16-87
KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL
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Figure 16-154. MFD TCAS Display
Figure 16-155. CDU TCAS II Control
HF Display and CONTROL PAGE
When the optional HF system is installed, the
CDU HF display and HF control page allow
for selection of frequencies, emission modes,
power output selections and squelch selections
(Figure 16-156). Refer to the Aircraft Flight
Manual and HF-9000 operators guide for
more information.
Figure 16-156. CDU HF Control
HF Communication Systems
One HF communication radio, available as an
option, provides worldwide communications
capability. The HF radio operates in the HF
band of 2.0000 to 29.9999 MHz in 100-Hz
steps. Operating emission modes include
upper sideband voice (UV), lower sideband
voice (LV), and amplitude modulation equiv-
alent (AM). The AM Emission Mode has a
BRT
DIM
ISA 0 +13
o
C
C
< <
RDR
<
TERR
o
-10
TFC <
TA ONLY
R
(
EXEC
NEXT PREV
MFD
DATA
MFD
ADV
CLR
DEL
BRT
DIM
DEP
ARR
PERF LEGS FPLN DIR
MSG
TUN
IDX
MFD
MENU
A B C D F G
H I J K L M
O P Q R T U
V X Y Z
SP
/
E
N
S
W
1 2 3
4 5 6
7 8 9
+ - / 0 /
TCAS CONTROL
TA/RA/STBY
MODE ALT TAG
EXT TEST
ALT LIMITS
[ [
NORM
TRAFFIC
REL/ABS
TEST
ON/OFF ON/OFF
ABOVE
BELOW
EXEC
NEXT PREV
MFD
DATA
MFD
ADV
CLR
DEL
BRT
DIM
DEP
ARR
PERF LEGS FPLN DIR
MSG
TUN
IDX
MFD
MENU
A B C D F G
H I J K L M
O P Q R T U
V X Y Z
SP
/
E
N
S
W
1 2 3
4 5 6
7 8 9
+ - / 0 /
HF CONTROL
2.0000
HF1 POWER
SQ 3 VOL 7
[ [
<PRESETS
MODE
LO/MED/HI
TEST
FREQ/EMER/MAR
//// <UV
LV
AM
EXEC
NEXT PREV
MFD
DATA
MFD
ADV
CLR
DEL
BRT
DIM
DEP
ARR
PERF LEGS FPLN DIR
MSG
TUN
IDX
MFD
MENU
A B C D F G
H I J K L M
O P Q R T U
V X Y Z
SP
/
E
N
S
W
1 2 3
4 5 6
7 8 9
+ - / 0 /
HF1 PRESETS
2.0000
HF1 POWER
[ [
<CONTROL
LO/MED/HI
1
5.2140
/ / / <UV
LV
AM
1/5
0421MAR
2EMER
13.2140 /
UV
UV
UV
2
3
4
------------**
LV
/
/
/
KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL
16-88 FOR TRAINING PURPOSES ONLY
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Sfrequency bandwidth of 15 KHz. Thus, radio
stations with frequencies separated by 15 KHz
or less may be received simultaneously. Both
Simplex and Half-Duplex Tuning Modes are
available. Refer to the AFM and HF-9000 op-
erators guide for more information.
Ground Communications Power
When the Battery Bus switch is in the normal
position, the ground communications electric
bus provides electric power directly from the
main aircraft battery when selected by the
pilot. Control of the system consists of a push
on/push off solenoid-held annunciator switch
labeled GND COM and is located on the re-
versionary panel (Figure 16-157). Selection
provides operation of COM 1 through the
RTU utilizing the headsets or the hand mic
and cockpit speakers. No other radios are
available during ground comm operations. An
ON annunciation will illuminate when
ground comm has been selected and extin-
guish when deselected.
Figure 16-157. GND COMM Button
Subsequent activation of the main battery
switch will result in an automatic disconnect
of the ground communications bus from the
com system; however, the normal method for
deactivation of the system is accomplished by
pressing the GND COM switch. This switch
does not have a timer and will remain selected
unless turned off, or the battery is turned on,
or the Battery Bus switch is turned off.
Static Discharging
A static electrical charge builds up on the sur-
face of an airplane while in ight and causes
interference in radio and avionics equipment
operation. The charge is also dangerous to per-
sons disembarking after landing, as well as to
persons performing maintenance on the air-
plane. Static wicks (Figure 16-158) are in-
stalled on the training edges of the ight
surfaces and the wing tips and assist discharg-
ing of the static electrical charge.
Figure 16-158. Static Wicks
ELECTRONIC STANDBY
INSTRUMENT SYSTEM
(ESIS)
The L3 Avionics GH-3100 Electronic Standby
Instrument System (ESIS) provides backup at-
titude, heading, airspeed and altitude infor-
mation in a single display should a failure with
the ProLine 21 system occur (Figure 16-159).
FOR TRAINING PURPOSES ONLY 16-89
KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL
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The ESIS can also provide lateral and vertical
deviation information from NAV 1, with some
limitations as discussed later in this section.
Figure 16-159. ESIS Display
The ESIS has the following controls:
ESIS Switch
The ESIS switch on the pilots left subpanel
controls power to the unit (Figure 16-160).
During normal operations, the ESIS is pow-
ered from the aircraft electrical system. A 30-
minute backup battery is provided to power
the ESIS should the aircraft electrical input
fail.
The TEST position tests the charge of the
backup battery located in the avionics nose
section. A green light adjacent to the switch il-
luminates if a sufcient charge is indicated.
The ON position powers the ESIS from either
the aircraft electrical system or the ESIS bat-
tery. An amber light adjacent to the switch il-
luminates if only the ESIS battery is powering
the unit. The ESIS battery will not provide
backup power to NAV 1 if it has lost power
from the aircraft electrical system. Loss of air-
craft electrical, will prevent its display on the
ESIS.
Adjustment Knob
The Adjustment knob on the bezel of the ESIS
is used to set the barometric pressure setting
or make selections within a menu. Pushing the
knob selects standard pressure or selects the
highlighted item on the menu when the menu
is displayed.
Figure 16-160. ESIS Power Switch
RADIO CALL
N350KA
ON
+
+
DOWN
LOCK
REL HD LT
TEST
HYD FLUID
SENSOR
STROBE
TAIL
FLOOD
OFF
BEACON
GEAR
DOWN
TEST
LANDING
GEAR
RELAY
FUEL VENT MANUAL AUTO
PROP WSHLD ANTI-ICE
NORMAL
HI
SURFACE
BRAKE
DEICE
ENG
AUTO
IGN
GEN
RESET
ON
OFF
AVIONICS
MASTER
POWER
EXT
PWR
DEICE
SINGLE
MANUAL LEFT RIGHT
STALL
WARN PITOT
RIGHT LEFT PILOT
ARM
OFF
LEFT
LEFT RIGHT
ENGINE ANTI-ICE
AUTOFEATHER PROP TEST
ON
OFF
OFF OFF
ON LEFT RIGHT
STARTER ONLY OFF
ARM GOV
GND IDLE
STOP
TEST
ON
OFF
ON
TEST
OFF
EMER
OFF
NORM
OFFRESET
ACTUATORS
STANDBY
BUS SENSE
RESET
GEN TIES
MAN CLOSE
MAIN
TEST
BAT L GEN R GEN
OPEN
RIGHT
COPILOT
LDG GEAR CONTROL
UP
DN
OFF
ICE PROTECTION
OFF
+
IGNITION AND
ENGINE START
PARKING BRAKE
ESIS
BAT BUS
2 1 DME
2 PA
XMIT
PA
T S
2
1
NORM
MIC
OXY
1 NAV
2 1 COMM
2 1 ADF AUTO
COMM
SPKR
VOICE
IDENT NORM
AUDIO
ALTN B
O
T
H
MKR
INPH
2 1 DME
2 PA
XMIT
PA
S T
2
1
NORM
MIC
OXY
1 NAV
2 1 COMM
2 1 ADF AUTO
COMM
SPKR
VOICE
IDENT NORM
AUDIO
ALTN B
O
T
H
MKR
INPH
Collins Collins
Collins Collins
M
1/2
DME-H
IDENT
Collins BRT MENU
ADV
DATA MENU
ADV
DATA
V O L
VOL
F
PRESET
TERM
TERR
RDR
FORMAT
TERRAIN
TA ONLY
0.8NM
HDG 329
(8215)
100
ACC.03
V1
103 VR
107 V2
29.92IN
MIN 10200 BARO
16000
8215
FMS
ET
COM1 118.85 COM2 121.90 ATC1 0511 UTC 20:03
12.5
25
RAT 1 C
V
DBL
13.6NM
VOR1
1
1
2
4
2
4
HDG PTCH
FMS ALTS
20
10
10
8000
60
80
800
0
138
082
7820
40
00
BRT
DIM
BRT
DIM
700
900
600
170
30
W
N
3
329
BARO
RANGE TILT
S T D
PUSH
GCS
REFS
NAV/BRG
RADAR
T I L T AUTO PUSH
NOSE
L R
PROP
SYNC
EMER
FREQ
GND
COM
NORM
DG
FREE
NORM
DG
FREE
LDG GEAR
WARN TEST
OFF
STALL
WARN TEST
OVERSPEED
WARN TEST
OFF
WINDOW
DEFOG
LOW
MAN COOL
ENVIRONMENTAL
COCKPIT
AUTO INCR INCR
BLOWER TEMP
MODE
MAN
HEAT AUTO
OFF ELEC
HEAT
ENVIR
BLEED AIR
NORMAL
DECR
MAN TEMP
INCR
PNEU & ENVIR OFF
ENVIR
OFF
BLEED AIR VALVES
LEFT OPEN RIGHT
CABIN DIFF
WARN TEST
CABIN ALT WARN
TEST SILENCE
OFF
OFF
EXT
DET
ENG FIRE TEST
NORM
AHRS SLEW
+ 2 1
NORM NORM
ADC
2 1
NORM 2
PILOT
DISPLAY
MFD PFD STBY
SLEW
+
TUNE
RTU CDU
DISABLE
RMT TUNE
NORM
ATC
1
G/S INHIB
ACTIVE
TERR INHIB
ACTIVE
STEEP APPR
ACTIVE
FLAP OVRD
ACTIVE
BARO
RANGE TILT
S T D
PUSH
GCS
REFS
NAV/BRG
RADAR
T I L T AUTO PUSH
29.92 in 13.6NM VOR1 057CRS
0KTS 0MIN
7500
8000
80
60
10 10
10 10
33 N 30
20
00 78
1
40
9
COM1
118. 85 123. 80
113. 00
NAV1
ATC 1 ADF
108. 50
0511 350. 0
ENG FIRE
F/W VALVE PUSH CLOSED
ENG FIRE
F/W VALVE PUSH CLOSED DISCHARGED
EXTINGUISHER PUSH
DISCHARGED
EXTINGUISHER PUSH
L FUEL PRES LO CABIN ALT HI CABIN DIFF HI
DOOR UNLOCKED
L OIL PRES LO
R FUEL PRES LO
R OIL PRES LO
L BLEED FAIL R BLEED FAIL
CRS1
DI RECT
PUSH
CRS2
DI RECT
PUSH
SPEED
I A S / MACH
PUSH
FD VS DOWN
UP
VNAV
NAV HDG
HDG
APPR ALT FLC
1/2 BANK
YD AP
YD/AP DISC
FD
CPL
Collins
ALT
CA N C E L
P U S H SYNC
PUSH
O
F
F
A
U
T
O
O
F
F
CABIN
AUTO INCR INCR
BLOWER TEMP
DOWN
UP
20 2
1 4
2
1 4
6 0
.5
.5
80
60
FLAPS TAKEOFF AND APPROACH
CABIN CLIMB THDS FT PER MIN
0
5
10
15 20
25
30
35
40 1
2
3
4 5
6
7
ALT 1000 FT
L PROP PITCH CABIN ALTITUDE LDG/TAXI LIGHT PASS OXYGEN ON AIR COND N1 LOW R PROP PITCH
L ENG ICE FAIL L FUEL QTY ELEC HEAT ON EXT PWR R FUEL QTY R ENG ICE FAIL
L CHIP DETECT L NO FUEL XFR BAT TIE OPEN DUCT OVERTEMP R NO FUEL XFR R CHIP DETECT
L DC GEN L GEN TIE OPEN HYD FLUID LOW RVS NOT READY R GEN TIE OPEN R DC GEN
L IGNITION ON L ENG ANTI-ICE FUEL CROSSFEED R ENG ANTI-ICE R IGNITION ON
WING DEICE L BK DEICE ON MAN TIES CLOSE R BK DEICE ON TAIL DEICE
L BL AIR OFF AUTOFTHER OFF OXY NOT ARMED RUD BOOST OFF R BL AIR OFF
PROP GND SOL L PITOT HEAT R PITOT HEAT
L
I
G
H
T
S
L
I
G
H
T
S
O
F
F
N
O
R
M
O
F
F
2
LANDING TAXI ICE NAV RECOG
LEFT RIGHT
50
0 100
80 FLIGHT
HOURS 1/10
VACUUM
INCHES OF MERCURY
0
500 10001500
2000
PSI
OXYGEN SUPPLY PRESSURE MADE IN USA
USE NO OIL
PNEUMATIC
PRESSURE
0 20
10
PSI 3 4 5 6
35k
15k
MASTER CAUTION MASTER WARNING PRESS TO RESET
MASTER
CAUTION MASTER
WARNING
ACC .
PRESS
T O T E S T
Collins
BRT
DIM
1.4NM
HDG 329
(8215)
TTG
FMS
GS 0 ISA TAS 0 SAT 12 C +13 C
TERR
RDR
TA ONLY
TFC F
12.5
50
30
W
N
3
329
--:--
0.6NM KASE
CLIMB
(8215) 8215A
-:--/ 1.4NM
-:-- : 1.4NM (8215)
-:-- : 2.6NM (8700)
-:-- : 169NM KCOS
PRESS TO RESET PRESS TO RESET
PRESS TO RESET
FF 130 750
PRESS
TORQ FIRE
ITT PROP
OIL
122 80
TEMPC 49
110.0
830
112
TORQ
ITT
3.4
516
N1 106.0
1050
62.2
ON ON 121.5
CABIN AIR
SELECT
PUSH
SELECT
PUSH
DBL LINDZ
J206
J10-1
(8215)
/8215A
(INTC)
KASE (8700) JNETT
GLENO
/16000A
1740
< PRESET
CRS 057
FORMAT
ATC UTC RAT COM1 COM2 oC
< <
RDR
TERR
TERR < ET
F 2 1
2 4
w
30
33 N
3
6
E
1 2
1 5 S
ALT
ATT
IAS
AHS2
ADC2
VS
FD
RA
DCP TCAS FAIL
GPWS
FMS
PULL UP
GND PROX
LOC1
TRIM
XTLK
XAHS
XADC
ENG1
ENG2
HDG
GS LOC
HDG
IAS
V
N
V
ATT
ALT
AP
A
29.88IN
5
<
R
T
S
T
S S E R PP
<
<
DME 1 2
AV N 1
OXY
MIC
NORM
1
2
S T
PA
XMIT
PA 2
COMM 1 2
FMS
55
330
WWWWWWW
55555555
V O L
10
10
2
AL
107 V
R 103 V
1
03
V
80
. C AC
100
(8215)
329 HDG
.8NM 0
TERM
2
FMS
PTCH HDG
20
0
60
170 17
W
3
W
30
329 329
EE S EEE SS EEE RRREEE OOO T SSS SSSSSS EE RR PPR PR TT SSS EE RR O RE OO TT SSSS SSSS E RRRRE RE R PPP
<
Collins
8215
ATA D
ADV
MENU
BARO
8
NNN
2
TS
000 16
MIN 10200 BARO
29.92IN
4 000
2
4
2
1
1
PTCH
700
8
900
82
00 00
40 40
20 8 7
600
3
NN
HH S P SH U P
DD TT D SS T
REFS
V/BRG NA AV/BRG
A
S
ACTIVE
INHIB I G/S
A
TE
ACTIVE
INHIB IB TERR
AACTIVE
APPR PR STEEP
AACTIVE
OVRD RD FLAP
CRS1
FD
H P S U P
T EC EEC RR I R I R DDDI
UP
DOWN VS
V VNAAV
TT
FMS
TTG
(8215) (
TTG
329 HDG
.4NM 1
W
30
KCOS
329 329
169NM : -:--
(8700)
(8215)
2.6NM : -:--
( )
(8700)
1.4NM : -:--
-:--/
8215A (8215)
CLIMB
KASE 0.6NM
--:--
830
10.0 1
PROP ITT
FIRE ORQ T
516
3.4
ITT
ORQ T
62.2
1050
106.0 N1
1740
H SH U P
T CCT E L EEL SSE
<
N350KA
RADIO CALL
ADV
M
IDENT
DME-H
Collins B
123. 80
BRT MENU
BARO
H S U P
D TT D SS T
REFS
V/BRG NAV
000
29.92 in
8
500 7
60
N
80
9
30 33 33 3 N 0
78000
20 40
18. 85 1
COM1
V1 NA
CRS2 SPEED
H US U PP
T EC EEC RR I R I R DDDI
AV
H P S U P
H CCCH A S AC M // M SS / AAA S I
NNA
HDG
HDG APPR LT A FLC
1/2 BANK
YD AP FD
DISC YD/AP
CPL
Collins
LT A
HHSU S HUP
E LEE LCN C E
NA C
N
C
H
N
S U PP
C NNC Y S
S T S T E T O
Collins
3
N
1.4NM -:--/
8215A
2 11 49 TEMPC
80 122
OIL
FIRE
PRESS
750 130 FF
H S U P
T CCT E L EEL SSE
<
1
1
OXY
C MI
NORM
1
2 PA
T XMI
PA
1
ns
.
Colli
ATA D
BARO
VOL
HH
DD
REFS
V/BRG
TTT TTT
SE SE O EE RR O TTT SS PRES ES PR
C AC
CRS 057
SE SE T RE R OO TTOO S S ES E RR PP
H
T CCT
P
LT VS
T
IAS
6
3
N 33
30
5
AT FD
A
LT IAS
AHS2
ADC2
RA
AIL TCAS F P DC
GND PROX
UP PULL
GPWS
XTLK
IM TR
LOC1
HS XA
DC XA
G1 EN
G2 EN
HDG
GS G LOC
GG D H
V
N
V T T A
N
A
A
A
29.88I
<
DME 2
AV N
T S
2
COMM 2
<
ON
RIGHT
OPEN
R GEN GEN L AT B
TEST
MAIN
MAN CLOSE
TIES GEN
RESET
BUS SENSE
ANDBY ST
ORS T ACTUAAT
NORM
OFF
EMER
OFF
TEST
ON
OFF
ON
TEST
OP ST
GND IDLE
GOV ARM
OFF Y ARTER ONL ST
RIGHT LEFT ON
OFF OFF
OFF
ON
TEST PROP THER OFEA ATHER AUT
ANTI-ICE NE ENGI
RIGHT LEFT
LEFT
OFF
ARM
PWR
EXT
WER POW
MASTER
VIONICS AAVIONICS
OFF
ON
RESET
GEN
IGN
O AUT
ENG
ART NE ST ENGI
AND IGNITION
T BUS BA AT BUS
ESIS
ARKING BRAKE PPARKING BRAKE
H
T
O
B N LT A
AUDIO
NORM IDENT
VOICE
O AUT ADF 1 2
INPH
MKR
PRESET
12.5 11112222 5555 11112222 5555 111222 5 .555
COMM
SPKR
F
20:03 UTC 1 051 TC1 AATC1 18.85 1 COM1
ET
VOR1
.6NM 13
DBL
V
M
R
O
N
OFFRESET
<
LI O
(8215) KASE (8700) (8215) (8700) 8215) KASE (8215) KASE
DN
UP
LDG GEAR CONTROL
LOT COPI PILOT LEFT RIGHT
T O PIT W
ALL ST
RIGHT LEFT MANUAL
LE NG SI
DEICE
DEICE
BRAKE
ACE SURFA
HI
NORMAL
ANTI-ICE WSHLD PROP
O AUT MANUAL
Y RELA
GEAR
LANDING
TEST
DOWN
GEAR
BEACON
OFF
D FLOO
AIL T
STROBE
SENSOR
HYD FLUID
TEST
T HD L REL
LOCK
DOWN
+
OFF
PROTECTION ICE
OFF
Y
Collins
SYNC
T
ONL AA ONL T
TERRAIN
T FORMAAT
RDR
TERR
C 1 AT R 121.90 COM2
TIL LT RANGE
GCS
RADAR
H S U P O AUT T L I TT I
ON ON
L R
PROP
FREE
L
NOSE E
DG
NORM
+
SLEW
STBY
FLAPS
UP
DOWN
F
F
O
F
F
O
S
T
H
G
I
L
S
T
H
G
I
L
2
RIGHT
AV
FUEL VENT
RIGHT LEFT LEFT
RECOG AV NN ICE AXI T NG LANDI
ARN
AT S 0 S TA 0 GS
F
50
12.5
W
J206
(
82
8215) KASE 8215) (8700)
NT
DBL /16000A 0A
(INTC) C)
(
82
87
(INTC)
/
)
/8215A
(8700)
0 /16000A
5)
000
GGLENO EN GLENO E NDZ
<
O
LEFT
FREQ
T
1/2
13. 00
121 21.5
EMER
COM
OO
GND
FREE
BLEED
PNEU & ENVI
NORMAL
AIR BLEED
R ENVI
HEA HEAT
ELEC OFF
O AUT HEA HEAT
MAN
MODE
TEMP BLOWER
NCR I NCR I O AUT
T COCKPI
AL RONMENT ENVI
COOL MAN
LOW
O
DG
NORM
AHRS
NORM
ADC
NORM NORM
1 2
Y DISPLA AY
PILOT
2 NORM
1 2 PFD MFD STBY +
SLEW
CDU RTU
TUNE NORM
RMT TUNE
SABLE DI
1
C T AAT
TIL
GCS
RADAR
H SSH U PPU
O UT A T LL T I TT I
1
V1 NA
TC 1 TC 1 AA ADF ADF
350. 0 1 051
108. 50
T
U
A
TEMP BLOWER
NCR I NCR I O AUT
N CABI APPROACH
THDS FT PER MIN
T F 0 0 000 1 T LLT A
7
6
5 4
3
2
1 40
35
30
25
20 15
10
5
0
CABIN CLIMB
.5
ANDFF AKEO T
60
80
20
.5
0 6
4 1
2
4 1
2
UP
DOWN
Y ONL A T
RDR
TERR
C +13 C 12 ISA
TFC
3
J10-1
JN JNETT J
<
+
+
H
T
O
B TN AL
O AUDI
NORM DENT I
CE VOI
O AUT 1
MKR
<
COM
Collins
RANGE
TEST
COMM
SPKR
ON ON
GND
FIRE ENG
DET
EXT
OFF
OFF
LENCE SI TEST
ARN W T AL N CABI
TEST ARN W
FF DI N CABI
RIGHT OPEN
VES AL AIR V VAL BLEED
OFF
R ENVI
OFF R PNEU & ENVI
NCR I
TEMP MAN
DECR T
ELEC
T
DEFOG
NDOW WI
OFF
TEST ARN W
OVERSPEED
ARN TEST W
ALL ST
OFF
ARN TEST W
GEAR LDG
GCS
RADAR
H
OT
F
F
O
F
F
O
80
1/10 HOURS
FLIGHT 100 0
50
Y F MERCUR INCHES O
ACUUM VVACUUM
15k 15k
35k
66 5 4 3
AIR CABIN
C o COM2 COM1 AT RRAT UTC C AT
T FORMA
PRESET <
F
ET < RR TE
RR TE
R RD
FMS
S1 5
1 2
E
w
2 4
2 1
5
<
O
ADF 2
NPH I
1/10 OIL
FLIGHT
USE NO
MADE IN USA PRESSURE Y SUPPLLY OXYGEN
PSI
2000
1500 1000 500
0
PSI
10
20 0
PRESSURE
TIC PNEUMA
KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL
16-90 FOR TRAINING PURPOSES ONLY
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ESIS Display
The ESIS display incorporates aircraft head-
ing, altitude, airspeed, pitch, and roll data into
a compact display. Nav data from NAV 1 is
also capable of being displayed provided NAV
1 is receiving power from the aircrafts electri-
cal system. A dedicated internal AHRS and an
internal ADC provide data to the ESIS.
HEADING The aircraft heading is displayed
along the bottom in a tape format. The com-
pass slides horizontally with a lubber line
placed in the center denoting the current
heading. This reference comes from the inter-
nal AHRS and from a magnetometer located
at the base of the aircraft T-tail, dedicated to
the ESIS AHRS.
ALTITUDE The aircraft altitude is dis-
played in a tape format along the right hand
side. The present altitude is depicted in a digi-
tal format within a box in the center of the al-
titude tape. The barometric pressure (shown at
the top of the altitude tape) is adjusted with
the Adjustment knob. The ESIS ADC gener-
ates this information. However the ADC re-
trieves air input from the copilots static source
and does not have an independent port. This
ESIS altitude is not RVSM certied.
AIRSPEED The aircraft airspeed is dis-
played in a tape format along the left hand
side. The present airspeed is displayed in a dig-
ital format within a box in the center of the air-
speed tape. A red band is displayed at
VMO/MMO and VSO. These indications are
not associated with any aural alerts. The ESIS
ADC generates this information. The ADC re-
ceives air input from the copilots pitot source
and does not have an independent input.
PITCH Aircraft pitch is displayed on the at-
titude display through the use of a pitch lad-
der and an Aircraft Reference Symbol. An
Excessive Attitude display provides assis-
tance in determining the direction the pilot
needs to pitch the aircraft to return to a level
pitch attitude. The Excessive Attitude display
consists of red chevrons located within the
pitch ladder. During an excessive attitude con-
dition, the NAV data will be removed to de-
clutter the display. The data will be removed
when roll attitude exceeds 65 left or right
bank or the pitch attitude exceeds 20 nose-
down or 30 nose-up. The ESIS AHRS gener-
ates this information.
ROLL Aircraft roll attitude is depicted
through the use of a sky pointer-type roll
pointer and roll scale. A rectangular shaped
slip/skid indicator is located below the roll
pointer similar to the main ProLine 21 dis-
plays. The indicator moves with the roll
pointer and slides left and right to depict
slip/skid information. The ESIS AHRS gener-
ates this information.
See the Pitot and Static System discussed ear-
lier in this chapter for the air source connec-
tions.
MENU Button
The MENU button on the bezel of the ESIS is
used to congure the display. Once the button
is pressed use the adjustment knob to move
the cursor up or down the display (Figure 16-
161). At the appropriate item press the adjust-
ment knob to enter that selection. A
placed at the end of the menu selection indi-
cates the presence of a sub-menu. A period
placed at the end of the menu selection indi-
cates an action selection with no sub-menu.
The following are available on the ESIS menu:
Set Brightness Offset Provides for manual
adjustment of the display intensity. Rotating
the Adjustment knob will adjust the bright-
ness.
Fast Align Provides for realignment of the
ESIS AHRS system and will initiate another
90 second count down timer.
FOR TRAINING PURPOSES ONLY 16-91
KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL
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Figure 16-161. ESIS Menu
Set Heading Provides for manual control of
the compass. This places the compass in the
Free mode.
Nav On or Nav Off Displays or removes
from the display the nav data derived from
NAV 1.
Set Crs Provides selection of the course to
be displayed for the nav data. Rotating the Ad-
justment knob adjusts the course.
SILS BC or ILS Normal Provides for normal
or back course sensing of the course needle in
reference to the type of approach being own.
Nav Displays Submenu allows selection of
the DME Speed (On or Off) and DME Time
(On or Off) to be displayed (Note that this in-
formation is from DME only and not the
FMS).
Baro Type Allows selection of the baro-
metric pressure to be displayed in inHg or HPa
or MB.
Menu item selections will be restored to the
last selected values after power is cycled
WEATHER RADAR
SYSTEM
The WXR-852 radar system is installed in the
Pro Line 21 King Air B350. The WXR-852 pro-
vides precipitation-based turbulence detection
and has sector scan and auto-tilt functions.
Weather radar controls are located on the dis-
play control panels (DCP). Weather radar dis-
play is shown on the MFD or PFD, depending
on display selections. The weather radar is op-
erated in a split mode with independent radar
scans shown on each PFD.
The following weather radar controls are lo-
cated on the display control panel:
Radar Button
The RADAR line select key controls display
of the weather radar menus on the PFD (Fig-
ure 16-162).
The following modes are selected with the
MODE line select key and are displayed on
the PFDs weather radar status eld.
Standby Mode (STBY)
The STBY (standby) mode inhibits the radar
transmitter and antenna scan drive. Selecting
STBY or TEST will affect both pilots radar
displays. The other three modes (WX, WX+T,
or MAP) can be independently chosen. This
STBY mode will automatically be selected 60
seconds after weight on wheels. However,
once on the ground the radar can be turned
ON again by reselecting a desired mode.
10
10
10
10
33 N 03
120
140
160
180
100
136
7
5
22 20
40
00
2
000
2
500
29.88 in
Fast Align
Fast Erect
Set Brightness Ofset...
Set Heading...
M
KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL
16-92 FOR TRAINING PURPOSES ONLY
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Non-IFIS
IFIS
Figure 16-162. PFD Radar Menu
Test Mode (TEST)
The system self-test is initiated by selecting the
TEST mode of operation. A test pattern made
up of six rainbow-like arcs show on the dis-
play(s) when the TEST mode is active (Figure
16-163).
Map Mode (MAP)
The MAP mode allows the weather radar to
provide the most detailed ground returns. The
signal processing and target display colors are
changed to accentuate ground features. Ground
targets show in cyan, green, yellow, and ma-
genta (Figure 16-164). This mode should not be
used for weather avoidance.
Figure 16-163. Test Mode
Figure 16-164. Radar Ground Map Mode
BRT
DIM
300
30.16IN
MIN 200 RA
FMS 1
DTK 301
ICT
4.1NM
25
301
3
3
N
W
2
4
ATC1 UTC RAT 1200 16:42 - 4
o
C
< <
17
RADAR RADAR
<
<
<
<
SEC SCAN
ON OFF
GAIN
NORM
TARGET
ARM OFF
STBY
TEST
MAP
WX
WX+T
STAB
ON OFF
MODE
BRT
DIM
300
30.16IN
MIN 200 RA
FMS 1
DTK 301
ICT
4.1NM
25
301
3
3
N
W
2
4
ATC1 UTC RAT 1200 16:42 - 4
o
C
< <
17
RADAR RADAR
<
<
<
SEC SCAN
ON OFF
GAIN
NORM
TARGET
ARM OFF
STBY
WX
WX+T
TURB
MAP
TEST
MODE
Collins
BRT
DIM
10
10
20
HDG PTCH
ALTS
14000
6
60
540
20
400
600
700
1
2
4
4
2
1
30. 16I N
< PRESET
FMS
FORMAT >
VOR1 113.85
251
W
3
0
24
2
1
ATC1 UTC RAT COM1 COM2 121.800 4336 125.250 14:41 15
o
C
<
140
80
60
6935
RDR
TERR
< ET
10
ACC-.02
TEST
T+4.0
0
FMS
RADAR ON
TCAS OFF
TFC >
>
SYNC
CRS 229
5
117
110
106
V2
VR
V1
Collins
BRT
DIM
FMS
DTK 251
( 6 9 3 5)
TTG
0.8NM
251
W
3
0
24
2
1
TAS SAT GS ISA 0 0 +13
o
C 15
o
C
< <
RDR
<
TERR
50
MAP
0
0.0
ITT
26
TORQ
0
FF
PRESS
OIL
TEMP
o
C
0
0
46
430
120
73
NI 98.5
PROP 1980
TORQ
2000
ITT
734
AFX
KTCT
R W ! $
- - - -
KBJC
0 . 0NM
0 . 8NM
4 . 4NM
198NM
- : - -
- : - -
- : - -
6 9 3 5 A
- : - - / 0 . 8NM :
:
:
:
25
T+5.7
-- : --
FIRE
TFC <
ABOVE
<
:
:
:
: 0 . 0NM
0 . 8NM
4 . 4NM
198NM
FF 130 750
PRESS
TORQ FIRE
ITT PROP
OIL
122 80
TEMPC 49
110.0
830
112
TORQ
ITT
3.4
516
N1 106.0
1050
62.2
1740
FOR TRAINING PURPOSES ONLY 16-93
KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL
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Weather Mode (WX)
Puts the weather radar in the basic weather
detection mode. The weather mode displays
precipitation-based returns in one of four col-
ors: green, yellow, red, or magenta. The highest
precipitation rates show in red (Figure 16-165).
Should a signicant return cause a potential
masking of the radar image a path attenuation
bar will appear on the display. This indicates a
potential radar shadow and ight should not
be conducted into that region until the pilot is
assured it is clear of precipitation.
Figure 16-165. Radar Display with Path
Attenuation Bar
On IFIS equipped aircraft a small cyan indica-
tor sweeps across the display helping assure
that radar is ON even though the display may
remain black (e.g., no returns).
Weather + Turbulence Mode
(WX + T)
Detects precipitation and precipitation-related
turbulence targets. The colors of the displays
remain unchanged from those of the weather
mode, with the addition of turbulence being
displayed as magenta (Figure 16-166). The
WX+T mode is only active out to 50 NM.
When a display range greater than 50 NM is
selected, the turbulence feature is automati-
cally disabled. The turbulence detection is re-
activated once the selected range is 50nm or
less.
Figure 16-166. Radar Display Turbulence
Mode
Turbulence Only Mode (TURB)
The turbulence only mode shows precipita-
tion-related turbulence targets only in their
magenta color (Figure 16-167). This is useful
for closely analyzing areas of precipitation-re-
lated turbulence that have been detected
while in the WX+T mode. TURB mode is au-
tomatically deselected in ranges greater than
50 NM.
Gain Control
The current GAIN setting is displayed in a box
next to the GAIN legend (Figure 16-168). Turn
the DATA knob ( the MENU SET knob for
non-IFIS aircraft) on the DCP to set the gain
Collins
BRT
DIM
FMS
DTK 251
( 6 9 3 5)
TTG
0.8NM
251
W
3
0
24
2
1
TAS SAT GS ISA 0 0 +13
o
C 15
o
C
< <
RDR
<
TERR
F
50
WX
0
0.0
ITT
26
TORQ
0
FF
PRESS
OIL
TEMP
o
C
0
0
46
430
120
73
NI 98.5
PROP 1980
TORQ
2000
ITT
734
AFX
RW25
( 6 9 3 5)
SXW152
KBJC
0 . 0NM
0 . 8NM
4 . 4NM
198NM
- : - -
- : - -
- : - -
CLI MB
( 6 9 3 5) 6 9 3 5 A
- : - - / 0 . 8NM :
:
:
:
25
T+5.7
SXW152
( 6 9 3 5)
/ 6 9 3 5 A
KEGE
RLG
/ 1 4 0 0 0 A
-- : --
FIRE
TFC <
ABOVE
<
FF 130 750
PRESS
TORQ FIRE
ITT PROP
OIL
122 80
TEMPC 49
110.0
830
112
TORQ
ITT
3.4
516
N1 106.0
1050
62.2
1740
Collins
BRT
DIM
FMS
DTK 251
( 6 9 3 5)
TTG
0.8NM
251
W
3
0
24
2
1
TAS SAT GS ISA 0 0 +13
o
C 15
o
C
< <
RDR
<
TERR
50
WX+T
0
0.0
ITT
26
TORQ
0
FF
PRESS
OIL
TEMP
o
C
0
0
46
430
120
73
NI 98.5
PROP 1980
TORQ
2000
ITT
734
AFX
RW25
( 6 9 3 5)
SXW152
KBJC
0 . 0NM
0 . 8NM
4 . 4NM
198NM
- : - -
- : - -
- : - -
6 9 3 5 A
- : - - / 0 . 8NM :
:
:
:
25
T+5.7
SXW152
KEGE
-- : --
FIRE
TFC <
ABOVE
<
:
:
:
: 0 . 0NM
0 . 8NM
4 . 4NM
198NM
FF 130 750
PRESS
TORQ FIRE
ITT PROP
OIL
122 80
TEMPC 49
110.0
830
112
TORQ
ITT
3.4
516
N1 106.0
1050
62.2
1740
KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL
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Sat NORM, 1, 2, or 3. Use caution when se-
lecting a setting other than NORM as this will
change the purpose of the standard radar col-
ors. (i.e. a green area may actually be yellow
or red in NORM setting and should be
avoided)
Figure 16-167. Turbulence Only Display
Figure 16-168. Radar Gain Display
Sector Scan Function
The sector scan function limits the sweep of
the radar to +/- 30 sweep (60 total) providing
for faster updates. When this is not selected,
the standard sweep is +/- 60(120total).
Antenna Stabilization
This selection is only available on non-IFIS
aircraft. The antenna stabilization function en-
ables or disables automatic stabilization of the
radar antenna. When enabled, the antenna
sweep will maintain a constant angle relative
to the earths surface as the aircrafts pitch and
bank change. This eliminates ground returns
when banking the aircraft and allows for a pre-
cise left and right sweep.
For IFIS equipped aircraft this feature is al-
ways selected and cannot be manually dese-
lected.
The target alert function allows radar display
to be deselected while the system continues
monitoring the intensity of radar returns. The
following annunciations on the PFD indicate
how this feature is working (Figure 16-169).
Figure 16-169. Pilot's PFD with TGT
Cyan TGT: indicates the target function is se-
lected when the PFDs and MFD are not dis-
playing radar. This indicates the system is
working appropriately.
White TGT: indicates the target function is se-
lected but both PFDs are displaying TER-
Rain. In this orientation the target function
does not work. At least one display must have
terrain deselected.
Collins
BRT
DIM
FMS
DTK 251
( 6 9 3 5)
TTG
0.8NM
251
W
3
0
24
2
1
TAS SAT GS ISA 0 0 +13
o
C 15
o
C
< <
RDR
<
TERR
50
TURB
0
0.0
ITT
26
TORQ
0
FF
PRESS
OIL
TEMP
o
C
0
0
46
430
120
73
NI 98.5
PROP 1980
TORQ
2000
ITT
734
AFX
RW25
( 6 9 3 5)
SXW152
KBJC
0 . 0NM
0 . 8NM
4 . 4NM
198NM
- : - -
- : - -
- : - -
6 9 3 5 A
- : - - / 0 . 8NM :
:
:
:
25
T+5.7
SXW152
KEGE
-- : --
FIRE
TFC <
ABOVE
<
:
:
:
: 0 . 0NM
0 . 8NM
4 . 4NM
198NM
FF 130 750
PRESS
TORQ FIRE
ITT PROP
OIL
122 80
TEMPC 49
110.0
830
112
TORQ
ITT
3.4
516
N1 106.0
1050
62.2
1740
>
ISA +13
o
C
<
RDR
TERR
WX G+3
T+5.7
TFC >
>
4
30. 16I N
<
FORMAT >
F
W
3
0
<
1
144
069
TGT
FOR TRAINING PURPOSES ONLY 16-95
KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL
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Yellow TGT: indicates the target function has
detected a signicant return and radar should
be selected for display to see the area of inter-
est. This does not cause the radar display to auto
pop up.
The target alert function searches in a 15 sec-
tor in front of the aircraft within a range of 7 to
200 NM.
GCS Button
The GCS button controls ground clutter sup-
pression. When selected, the system sup-
presses ground returns (clutter) in the WX and
WX+T modes to help identify precipitation
targets. GCS is only active for 30 seconds. GCS
annunciates on the PFD and MFD when the
radar mode is on and the GCS button has
been pressed (Figure 16-170).
TILT Control
The TILT knob controls the antenna tilt angle.
The selected angle (-15 to +15 degrees) is dis-
played with the letter T on the displays (Fig-
ure 16-171). Since each pilot has a tilt control
the radar produces an image on only one
sweep. This enables the pilots tilt to be shown
on the clockwise sweep while the copilots tilt
can be shown on the counterclockwise sweep.
PUSH AUTO TILT Button
The PUSH AUTO TILT button located in the
center of the TILT / RANGE knob selects au-
tomatic antenna tilt control. The letter "A" ad-
jacent to the tilt angle indicates that auto-tilt is
selected. The auto tilt function compensates
for airplane attitude changes and range
changes by adjusting the tilt angle to maintain
the selected reference to ground. This will
cause the tilt number to change when pitching
up, pitching down, or changing the range.
Figure 16-170. Radar Ground Clutter
Supression
Collins
BRT
DIM
FMS
DTK 251
( 6 9 3 5)
TTG
0.8NM
251
W
3
0
24
2
1
TAS SAT GS ISA 0 0 +13
o
C 15
o
C
< <
RDR
<
TERR
50
WX
0
0.0
ITT
26
TORQ
0
FF
PRESS
OIL
TEMP
o
C
0
0
46
430
120
73
NI 98.5
PROP 1980
TORQ
2000
ITT
734
AFX
RW25
( 6 9 3 5)
SXW152
KBJC
0 . 0NM
0 . 8NM
4 . 4NM
198NM
- : - -
- : - -
- : - - - : - - / 0 . 8NM :
:
:
:
25
T+5.7
FMS DR
RLG
-- : --
FIRE
TFC <
ABOVE
<
:
:
:
: 0 . 0NM
0 . 8NM
4 . 4NM
198NM
FF 130 750
PRESS
TORQ FIRE
ITT PROP
OIL
122 80
TEMPC 49
110.0
830
112
TORQ
ITT
3.4
516
N1 106.0
1050
62.2
1740
Collins
BRT
DIM
FMS
DTK 251
( 6 9 3 5)
TTG
0.8NM
251
W
3
0
24
2
1
TAS SAT GS ISA 0 0 +13
o
C 15
o
C
< <
RDR
<
TERR
50
GCS
0
0.0
ITT
26
TORQ
0
FF
PRESS
OIL
TEMP
o
C
0
0
46
430
120
73
NI 98.5
PROP 1980
TORQ
2000
ITT
734
AFX
RW25
( 6 9 3 5)
SXW152
KBJC
0 . 0NM
0 . 8NM
4 . 4NM
198NM
- : - -
- : - -
- : - - - : - - / 0 . 8NM :
:
:
:
25
T+5.7
FMS DR
RLG
-- : --
FIRE
TFC <
ABOVE
<
:
:
:
: 0 . 0NM
0 . 8NM
4 . 4NM
198NM
FF 130 750
PRESS
TORQ FIRE
ITT PROP
OIL
122 80
TEMPC 49
110.0
830
112
TORQ
ITT
3.4
516
N1 106.0
1050
62.2
1740
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Figure 16-171. Radar Tilt Display
RANGE Knob
The RANGE knob controls the scanning
range shown on the MFD map and radar pic-
torial. Range annunciations are shown on the
displays as discussed earlier.
COCKPIT VOICE
RECORDER (CVR)
The typical CVR is the Fairchild FA2100
which simultaneously records audio from each
audio panel, PA system, and the cockpit area
microphone. Depending on the selected op-
tion this can be a recording of 30 minutes or 2
hours on the solid-state recorder. An impact
switch stops further recording when sufcient
G-force is encountered.
There are 2 styles of controllers installed on
the pedestal of the aircraft (Figure 16-172).
Refer to the Aircraft Flight Manual supple-
ment for necessary test procedures of the in-
stalled CVR.
EMERGENCY LOCATOR
TRANSMITTER (ELT)
The Emergency Locator Transmitter (ELT) is
designed to provide beacon location to the air-
craft after a crash. The ELT will automatically
activate during a crash and transmit a sweep-
ing tone on 121.5 MHz, 243 MHz, and 406
MHz, through a system of satellites. This acti-
vation is independent of the remote switch set-
ting or availability of aircraft power. The
ability of the ELT to transmit on 406 MHz re-
quires that the ELT be activated with the Na-
tional Oceanic and Atmospheric Association
(NOAA) as the beacon provides a unique
identier code traceable to a specic aircraft
and operator. The registration is free, good for
two years, and can be done on-line at
www.beaconregistration.noaa.gov.
Figure 16-172. CVR Controllers
The remote switch located on the left-hand
sidewall of the cockpit, is installed to perform
the following functions (Figure 16-173):
Test the ELT
Deactivate the ELT if it has been inad-
vertently activated by the G switch
Activate the ELT in an in-ight emer-
gency if an off-airport landing is antici-
pated
Activate the ELT after an off-airport
landing, if the impact did not automati-
cally activate it
BRT
DIM
ISA 0 +13
o
C
< <
RDR
<
TERR
WX
T+5.7
TFC <
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An amber light is located adjacent to the
switch that will illuminate any time the ELT
has been activated, either manually or auto-
matically. The ELT will automatically activate,
with the G switch, regardless of the position
of the remote switch.
Figure 16-173. ELT Manual Switch
ENHANCED GROUND
PROXIMITY WARNING
SYSTEM (EGPWS)
The Honeywell Mark VIII Enhanced Ground
Proximity Warning System (EGPWS) provides
visual and aural cautions and warnings to the
pilot of potential collision with terrain or ob-
structions, other potentially unsafe conditions,
as well as altitude awareness callouts. The
EGPWS has two versions of operation: basic
GPWS and Enhanced GPWS (EGPWS).
BASIC GROUND PROXIMITY
WARNING SYSTEM (GPWS)
The following operating modes generate cau-
tions and warnings that are part of the basic
GPWS. The cautions will generate a GND
PROX PFD message while the warning will
generate a PULL UP PFD message (Figure
16-174). Each caution and warning is also ac-
companied by an aural command as shown in
the following table. This portion of the MK
VIII system is solely related to the radio al-
timeter. If the radio altimeter were to fail an
appropriate GPWS annunciator would appear
on the PFDs indicating that all the following
modes are inoperative. (Figure 16-175).
Figure 16-174. PFD GND PROX and PULL
UP Annunciators
Figure 16-175. GPWS Failure Annunciators
Collins
10
10
20
APPR FMS VGP
3000
6
60
540
20
400
600
700
1
2
4
4
2
1
30. 16I N
251
W
24
<
4000
R
TOD
185
180
160
120
DN
100
14
1
0
1000
GND PROX
700
Collins
10
10
20
APPR FMS VGP
3000
6
60
540
20
400
600
700
1
2
4
4
2
1
30. 16I N
251
W
24
<
4000
R
TOD
185
180
160
120
DN
100
14
1
0
1000
PULL UP
550
Collins
10
10
20
APPR FMS VGP
3000
6
60
540
20
400
600
700
1
2
4
4
2
1
30. 16I N
251
W
24
<
4000
R
TOD
185
180
160
120
DN
100
14
1
0
1000
GPWS
RA
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The following equipment is required to be op-
erational for the proper function of Modes 1
through 6 of the Mark VIII system:
1. Enhanced Ground Proximity Warning
Computer (EGPWC)
2. Radio Altimeter
3. Vertical Speed from the Air Data Com-
puter
4. Airspeed from the Air Data Computer
5. Glideslope Deviation
6. Landing Gear Position
7. Flap Position
8. Roll Attitude from Pilots Attitude Sys-
tem (for BANK ANGLE voice message)
9. Decision Height System (for MINI-
MUMS voice message)
The following Mode 6 advisory callouts are
enabled for altitude awareness:
1. Five Hundred
(classied as a Smart Callout)
2. Two Hundred
3. One Hundred
4. Fifty
5. Forty
6. Thirty
7. Twenty
8. Ten
9. Minimums
Three push-button switch annunciators are lo-
cated directly in front of the pilot between the
pilots PFD and the MFD (Figure 16-176).
Table 16-1. GPWS CAUTIONS AND WARNINGS
Mode Function PFD Caution
Message
Aural Caution PFD Warning
Message
Aural
Warning
1 Excessive Descent
Rate
GND PROX Sink Rate PULL UP Pull Up
2 Excessive Closure on
Terrain
GND PROX Sink Rate PULL UP Pull Up
3 Altitude Loss After
Takeoff
GND PROX Dont Sink,
Dont Sink
4a Unsafe Terrain
Clearance
GND PROX Too Low, Gear
4b Unsafe Terrain
Clearance
GND PROX Too Low, Flaps
4c Unsafe Terrain
Clearance
GND PROX Too Low, Terrain
5 Excessive Glideslope
Deviation
GND PROX Glideslope GND PROX Glideslope,
Glideslope
6 Bank Angle Bank Angle
Altitude Callouts Smart 500, 200, 100,
50, 40, 30, 20, 10
Minimums Minimums,
Minimums
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Figure 16-176. EGPWS Buttons
These push-buttons allow the pilot to desensi-
tize modes 1, 4b, and 5 and the Enhanced
modes for abnormal operations.
ENHANCED GROUND
PROXIMITY WARNING SYSTEM
(GPWS)
The enhanced features of the EGPWS include
Terrain (or Obstacle) Alerting and Display
(TAD) and the Terrain Clearance Floor
(TCF). Terrain for the entire world and obsta-
cles of 100 feet or more are contained in a
database that covers the United States, parts
of Canada, the Caribbean and gradually the
rest of the world. These functions require
GPS1 latitude / longitude, airplane altitude,
and the terrain / airport database.
Note that the database is Honeywell specic
and contained within the ground proximity
unit located in the nose of the aircraft. It is not
mandatory to update this database however it
will help eliminate nuisance alerts by updating
airport and obstacle information. The update
procedure requires access to the aircraft nose
avionics section and must be accomplished by
qualied personnel. A Honeywell specic
cable and a PCMCIA card will be attached to
Table 16-2. EGPWS BUTTONS
Switch/
Annunciator Color Function
GPWS
FLAP
OVRD
AMBER Pressing the switch disables the TOO LOW FLAPS portion of the GPWS Mode 4b alert
and desensitizes the Mode 1 alert boundaries. The annunciator illuminates when the
switch is pressed.
G/S
INHIBIT
AMBER Illuminates to indicate the GPWS Mode 5 glideslope alert has been inhibited. While the
airplane is on the ground, this switch is used to initiate the EGPWS system self-test. The
annunciator illuminates when the switch is pressed.
TERR
INHIBIT
GREEN Pressing the switch deselects all enhanced functions of the EGPWS system. The an-
nunciator illuminates when the switch is pressed
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Sthe EGPWS unit. A series of lights on the unit
will indicate successful or unsuccessful load-
ing.
The TCF creates an increasing terrain clear-
ance envelope around the nearest airport run-
way and generates alerts based on current
airplane location, the nearest runway center
point and radio altitude. TCF protection is pro-
vided in all airplane congurations and pro-
tects from those conditions where the airport
may be located on higher terrain than what is
currently under the aircraft. The nominal air-
port altitude is extended outward from the air-
port area and a caution will alert the aircraft
even though it is not close to the immediate
terrain.
The TAD algorithms continuously compute
terrain clearance envelopes ahead of the air-
plane. Two envelopes are computed, one cor-
responding to a Terrain Caution Alert
(roughly 60 seconds prior to impact) and the
other corresponding to a Terrain Warning
Alert (roughly 30 seconds prior to impact). If
the boundaries of these envelopes conict
with terrain or obstacle elevation data, alerts
are issued. The Caution and Warning envelops
use the terrain clearance oor as a baseline,
and look ahead of the airplane in a volume
that is calculated as a function of groundspeed,
ight path angle, and track.
If terrain or obstacle data penetrates the cau-
tion or warning envelopes, then the corre-
sponding aural and visual alerts are generated.
Additionally, the terrain display will automat-
ically pop up on the MFD and display any ter-
rain penetrating the warning envelope in solid
red with a 10 nm range. If the display has been
automatically changed to terrain by the pop
up feature, the original display will need to be
manually reselected after the terrain conict
has been resolved.
It is important to note that the EGPWS sys-
tem does not account for performance degra-
dation or actual climb capability of the aircraft.
This requires good situational awareness of
the surrounding terrain to help dene the best
escape route should it become necessary.
Terrain display can be selected manually at
any time. Areas of terrain sufciently close to
the airplane that do not penetrate the terrain
caution or warning envelopes are depicted by
areas of red, yellow or green dot patterns (Fig-
ure 16-177). The color and dot density vary
based on terrain elevation relative to the air-
plane. Magenta coloring is used to indicate
areas where terrain information is unavailable.
Figure 16-177. Terrain Display
EGPWS Terrain Display Overlay is available
only on Present Position Map and Arc formats.
Selection of weather radar and Terrain Display
are mutually exclusive.
The following equipment is required to be op-
erational for the proper functioning of the en-
hanced features of the Mark VIII EGPWS
System:
1. Enhanced Ground Proximity Warning
Computer (EGPWC)
2. Heading from the No. 1 Compass System
3. GPS position from the Flight Manage-
ment System (if GPS position is not avail-
able/reliable, the TERR INHIB
switch/annunciator must be pushed)
4. Terrain and Obstacle Data Base
BRT
DIM
30. 16I N
< PRESET
VOR1
FORMAT >
FMS1
DTK 251
(6935)
0.8NM
25
251
W
3
0
24
2
1
ATC1 UTC RAT COM1 COM2 121.800 4336 125.250 14:41 15
o
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<
1
RDR
TERR
< ET 01:42
TERM
F
50
ACC-.02
TERRAIN
0
RADAR ON
144
069
TCAS OFF
TFC >
>
TGT
1
FOR TRAINING PURPOSES ONLY 16-101
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Should a failure of one of these items occur a
TERR and TERRAIN FAIL annunciator will
appear on the AFDs and the terrain / obstacle
display will be removed (Figure 16-178). Once
the accuracy of the Enhanced features is re-
duced or has failed the TERR INHIB switch
should be pushed to eliminate any misleading
information. This causes the ground proximity
system to revert to a basic GPWS and use only
the radio altimeter for further callouts.
Figure 16-178. Terrain Fail and TERR
Annunciators
The following enhanced features are available:
1. A visual display of terrain on the PFDs
and/or the MFD which is conFigured for:
a. A Peaks Display
b. Pop-Up feature 10nm range
(MFD only)
NOTE
The auto-ranging feature will affect
the pilots PFD and MFD
2. Forward Looking Terrain and Obstacle
Cautions and Warnings
3. Envelope Modulation of GPWS
Modes 1, 2, 3, 4, 5, and 6.
4. Runway Field Clearance Floor (RFCF)
5. Terrain Clearance Floor (TCF) (Also
requires a radio altitude input)
BRT
DIM
< PRESET
VOR1
FORMAT >
FMS1
DTK 251
RALPE
2.5NM
5
251
W
3
0
24
2
1
ATC1 UTC RAT COM1 COM2 121.800 4336 125.250 14:41 15
o
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<
4
RDR
TERR
< ET 01:42
10
TFC >
>
RALPE
JABAN
TOD
TOD
1
TERRAIN FAIL
TERR
101
Table 16-3. EPGWS CAUTIONS AND WARNINGS
Mode Function
PFD
Caution
Message Aural Caution
PFD Warning
Message
Aural
Warning
TAD Terrain Alerting
and Display
Or
Obstacle Alerting
and Display
GND PROX Caution Terrain,
Caution Terrain
Or
Caution Obstacle,
Caution Obstacle
PULL UP Terrain,
Terrain,
Pull Up
Or
Obstacle,
Obstacle,
Pull Up
TCF Terrain Clearance
Floor
GND PROX Too Low, Terrain PULL UP Terrain,
Terrain, Pull Up
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TRAFFIC COLLISION
AND AVOIDANCE
SYSTEM (TCAS I)
The L3 Communications SKYWATCH HP
Trafc Collision and Avoidance System
(TCAS), Model SKY899, is to be used for aid-
ing visual acquisition of conicting trafc. The
system includes a transmitter-receiver com-
puter (TRC), and a directional antenna
mounted on the top of the fuselage. The in-
stallation receives pressure altitude informa-
tion from the pilots or copilots encoding
altimeter through the No. 1 or No. 2 transpon-
der. The system also receives inputs from the
right weight-on-wheels switch, the right land-
ing gear downlock switch, and heading input
from the No. 1 compass. The system is powered
from the Left Generator Avionics Bus, and is
protected by a 5-amp circuit breaker, plac-
arded TCAS.
The SKY899 TAS is an active system that op-
erates as an aircraft-to-aircraft interrogation
device. The system can interrogate up to 35 dif-
ferent aircraft transponders in a 35 nm radius
in the same way ground based radar interro-
gates aircraft transponders. When the SKY899
receives replies to its interrogations, it com-
putes the responding aircrafts range, relative
bearing, relative altitude, and closure rate. The
SKY899 then predicts collision threats and
plots the eight most threatening aircraft loca-
tions.
The display of trafc can selected on the MFD
by pressing and holding the TFC line key for
more than 1 second or by navigating through
the lower format key (Figure 16-179). For IFIS
installed aircraft, TCAS is also available for
display on the PFDs by using the TFC line key.
However, if TCAS is selected for display on
the HSI format this will limit the range to
50nm. The TCAS must be deselected from the
PFD or the PFD must be placed in the ARC
or MAP formats for the range to extend be-
yond 50nm.
Figure 16-179. TCAS I TEST
The SKY899 has the following controls:
Operating Mode Button
This switch/light is placarded ON/STBY (Fig-
ure 16-180). ON is illuminated when the sys-
Collins
BRT
DIM
10
10
20
HDG PTCH
ALTS
14000
6
60
540
20
400
600
700
1
2
4
4
2
1
30. 16I N
< PRESET
VOR1
FORMAT >
FMS1
DTK 251
(6935)
0.8NM
25
251
W
3
0
24
2
1
ATC1 UTC RAT COM1 COM2 121.800 4336 125.250 14:41 15
o
C
<
140
80
60
6935
RDR
TERR
< ET
TERM
F
50
ACC-.02
TERRAIN
0
FMS
RADAR ON
144
069
TFC >
TRAFFI C
>
TCAS TEST
117
110
106
V2
VR
V1
Collins
BRT
DIM
251
W
3
0
24
2
1
T AS S AT GS ISA 0 0 +13
o
C 15
o
C
< <
RDR
<
TERR
F
5
WX
2.5
T+5 .7
KEGE
0
0 .0
ITT
26
T OR Q
0
FF
PRESS
OIL
TEMP
o
C
0
0
46
430
120
73
NI 98.5
PROP 1980
T OR Q
2000
ITT
734
AFX FIRE
+10
-10
-02
TFC <
TCAS TEST
KEGE
SX W 152
( 6 9 3 5 )
/ 6 9 3 5 A
R W 25
( 6 9 3 5 )
SX W 152
KBJC
0 . 0NM
0 . 8NM
4 . 4NM
198 NM
- : - -
- : - -
- : - -
C L I MB
( 6 9 3 5 ) 6 9 3 5 A
- : - - / 0 . 8NM :
:
:
:
FM S
DTK 25 1
( 6 9 3 5)
TT G
0 .8N M
- - : - -
ABOVE
BELOW
<
FF 130 750
PRESS
TORQ FIRE
ITT PROP
OIL
122 80
TEMPC 49
110.0
830
112
TORQ
ITT
3.4
516
N1 106.0
1050
62.2
1740
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tem is in the operating mode. The switch/light
will be blank when the system is in the standby
mode. On the ground, this switch can be used
to change the operating mode between ON
and STBY. In ight, this switch is inactive and
the system is continuously ON due to inputs
from the squat switch.
Figure 16-180. Operating Mode Button
Display Range Knob
The display range is controlled through the
range knob on the Display Control Panel
(DCP).
Vertical Display Mode/Test Button
This push-button is placarded TEST/ALT. On
the ground, pressing this button will initiate an
internal self-test. This test should be conducted
before the rst ight of the day. When the
TCAS is turned ON, this button acts as a Verti-
cal Display Mode control, allowing the pilot to
toggle the display between ABOVE, BELOW,
ABOVE/BELOW AND Normal.
The SKY899 will display the following fea-
tures:
Solid Yellow Circle
This is the Trafc Advisory (TA) symbol that
depicts an intruder aircraft that may pose a
collision threat. This is accompanied by the
aural alert TRAFFIC, TRAFFIC. Addition-
ally, the PFD will annunciate a ashing TRAF-
FIC below the attitude indicator.
Solid Cyan Diamond
This is the Proximate Trafc symbol that is
generated when intruder trafc is detected
within 6 nm and 1200 feet, but does not pose a
threat.
Open Cyan Diamond
This is the symbol for Other Trafc and is gen-
erated to represent an intruder aircraft that
has been detected but it outside of the Proxi-
mate Trafc boundary.
Solid Yellow Semicircle
This is a Trafc Advisory (TA) symbol that is
generated when an intruder aircraft may pose
a collision threat but is out of the current dis-
play range.
Vertical Trend Arrow
The vertical trend arrow appears to the right
of the trafc symbol to indicate that the in-
truder aircraft is climbing or descending at a
rate greater than 500 fpm. The arrow will be
pointing up or down as appropriate for the
climb or descent. The vertical trend arrow will
not be displayed for non-altitude reporting air-
craft.
Data Tag (Example +04)
A two-digit number representing the relative
altitude, in hundreds of feet, of the intruder
aircraft is shown above or below the trafc
symbol. A positive data tag will be shown
above the trafc symbol representing that the
intruder is located above your aircraft. A neg-
ative data tag will be shown below the trafc
symbol representing that the intruder is lo-
cated below your aircraft. If the intruder is lo-
cated at the same altitude as your aircraft, 00
is displayed above the trafc symbol.
Four altitude display modes are available:
Look-up Mode (ABOVE)
Displays trafc detected within +9,000 feet to
2,700 feet of your airplane.
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SNormal Mode (blank)
Displays trafc detected within 2,700 feet of
your airplane.
Look-down Mode (BELOW)
Displays trafc detected within +2,700 feet to
9,000 feet of your airplane.
Unrestricted Mode (ABOVE/BELOW)
Displays trafc detected within 9,000 feet of
your airplane
TCAS Self-Test Mode
When the TCAS self-test is conducted, the fol-
lowing test pattern will be displayed on the
MFD:
Trafc Advisory (solid yellow circle) will ap-
pear at 9 oclock, range 2 miles, 200 feet below
and climbing.
Proximate Trafc (solid cyan diamond) will
appear at 1 oclock, range 3.6 miles, 1000 feet
below and descending.
Other Trafc (open cyan diamond) will appear
at 11 oclock, range 3. 6 miles, ying level 1000
feet above, and in level ight.
The SKY899 has the following automatic fea-
tures:
Using the right weight-on-wheels switch, the
system will automatically switch from the
STBY mode to the ON mode in the 6 nm
range and ABOVE mode approximately 8 to
10 seconds after takeoff.
Using the right weight-on-wheels switch, the
system will automatically switch from the ON
mode to the STBY mode approximately 24
seconds after landing.
Using the radio altimeter, the system will in-
hibit aural trafc alerts below 400 feet AGL to
minimize pilot distraction.
TRAFFIC COLLISION
AND AVOIDANCE
SYSTEM (TCAS II)
(OPTIONAL)
The Collins TCAS-4000 is a TCAS II system
designed to protect a volume of airspace
around the TCAS II-equipped airplane by
warning the pilot of the threat of other
transponder equipped airplanes penetrating
that airspace. The system interrogates Mode C
and Mode S transponders in nearby airplanes
and analyzes their replies to identify potential
and predicted collision threats. The system ad-
vises the pilot when to climb, descend, or
maintain altitude to avoid passing too close to,
or colliding with, the threat airplane. When an
intruder airplane is equipped with TCAS II,
the system coordinates avoidance maneuvers
with this airplane using data link capability of
the Mode S transponders.
If trafc gets within 25 to 45 seconds (depend-
ing on altitude) of the projected Closest Point
of Approach (CPA), it is considered an in-
truder and a Trafc Advisory (TA) is issued.
This TA calls attention to what may develop
into a collision threat using visual and aural
alerts. The visual alert consists of a solid yel-
low circle depicting the intruder on the trafc
map and a yellow ashing TRAFFIC message
on the PFDs. The aural alert consists of the
voice message, TRAFFIC, TRAFFIC. These
alerts promote mental and physical prepara-
tion for a possible maneuver that may follow,
and assists the pilot in achieving visual acqui-
sition of the intruding aircraft (Figure 16-181).
FOR TRAINING PURPOSES ONLY 16-105
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Figure 16-181. TCAS II Test
If the intruder gets within 20 to 35 seconds
(depending upon altitude) of the CPA, it is
considered a threat, and a Resolution Advi-
sory (RA) is issued. This RA provides a rec-
ommended vertical maneuver using modied
instantaneous vertical speed indicators
(IVSIs) and voice messages to provide ade-
quate vertical separation from the threat air-
craft (a Corrective RA) or prevents initiation
of a maneuver that would place the TCAS II
aircraft in jeopardy (a Preventive RA). In ad-
dition to the voice messages, e.g., CLIMB,
CLIMB, the threat aircraft is depicted as a
solid red square on the Trafc Map, and a
ashing red TRAFFIC message is displayed
on the PFDs.
The TCAS II system consists of a TCAS II re-
ceiver-transmitter, and two mode S transpon-
ders. The TCAS II transponders contain
dual-element antennas and are called diversity
transponders. One element is on top of the
fuselage and one element is on the bottom of
the fuselage to help reduce the chance of los-
ing aircraft targets while maneuvering. The
system also receives altitude and vertical
speed information from the pilots Air Data
Computer (ADC1). If that system fails, the
copilots Air Data Computer (ADC2) auto-
matically provides information. Radio altitude
information is provided from the radio al-
timeter, and heading information from the
pilots AHRS. The system also receives inputs
from the right weight-on-wheels switch and
right landing gear downlock switch.
The TCAS II system generates vertical guid-
ance commands that are displayed on the pi-
lots and copilots IVSIs in the form of vertical
red and green bands. Vertical speeds located
next to the red band are to be avoided. The
vertical speed associated with the green band
(either descending or climbing) is the vertical
speed the pilot should attain. Intruder targets
are displayed on the MFD on the TCAS Only
Map, or may be overlaid on the Present Posi-
tion Map. Aural alerts are sounded over the
speakers, whether or not they are selected on,
and also over the headsets. Controls for the
Collins
BRT
DIM
10
10
20
HDG PTCH
ALTS
14000
6
60
540
20
400
600
700
1
2
4
4
2
1
30. 16I N
< PRESET
VOR1
FORMAT >
FMS1
DTK 251
(6935)
0.8NM
2.5
251
W
3
0
24
2
1
ATC1 UTC RAT COM1 COM2 121.800 4336 125.250 14:41 15
o
C
<
140
80
60
6935
RDR
TERR
< ET
TERM
F
5
ACC-.02
TERRAIN
0
FMS
RADAR ON
144
069
TFC >
TRAFFI C
>
TCAS TEST
117
110
106
V2
VR
V1
Collins
BRT
DIM
FORM A T
251
W
3
0
24
2
1
T AS S AT GS ISA 0 0 +13
o
C 15
o
C
< <
RDR
<
TERR
F
5
WX
2.5
T+5 .7
KEGE
0
0 .0
ITT
26
T OR Q
0
FF
PRESS
OIL
TEMP
o
C
0
0
46
430
120
73
NI 98.5
PROP 1980
T OR Q
2000
ITT
734
AFX FIRE
+10
-10
-02
TFC <
TCAS TEST
+02
R W 25
( 6 9 3 5 )
SX W 152
KBJC
0 . 0NM
0 . 8NM
4 . 4NM
198 NM
- : - -
- : - -
- : - -
C L I MB
( 6 9 3 5 ) 6 9 3 5 A
- : - - / 0 . 8NM :
:
:
:
SX W 152
( 6 9 3 5 )
/ 6 9 3 5 A
FM S
DTK 25 1
( 6 9 3 5)
TT G
0 .8N M
- - : - -
ABOVE
BELOW
FF 130 750
PRESS
TORQ FIRE
ITT PROP
OIL
122 80
TEMPC 49
110.0
830
112
TORQ
ITT
3.4
516
N1 106.0
1050
62.2
1740
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STCAS II system are integrated into the RTU
and the CDU. Either unit may be used to con-
trol the TCAS system. The TCAS II system is
powered by the Left Generator Avionics Bus
and is protected by a 5-amp TCAS circuit
breaker located on the right circuit breaker
panel. Power is applied to the system when the
Avionics Master switch is turned on.
MFD Displays and Controls
The TCAS Trafc Only Map may be selected
by pressing the TFC line select key for more
than 1 second. The TCAS Trafc Only Map
will be displayed in the 10 nm range. The range
of the display may be adjusted from 5 nm to
50 nm using the RANGE knob on the Display
Control Panel (DCP). The TFC key may also
be used to select the TCAS Trafc Display on
or off.
Once the Trafc Only Map has been selected
using the TFC key, the FORMAT key may be
used to select the Plan Map, the Present Posi-
tion Map, or the TCAS Only Map.
The following messages appear along the right
side of the display when appropriate. They are
listed, as they would appear from top to bot-
tom:
Table 16-4. TCAS MESSAGES
ABS INOP
(white)
If the Absolute Altitude Mode is selected and the airplane is below 18,000 feet P.A. this display is presented
ALT XXX
(cyan)
If the Absolute Altitude Mode is selected and the airplane is above 18,000 feet P.A. this display will show air-
plane altitude in thousands and hundreds of feet
Example: 23,000 feet = 230.
ABOVE/BELOW
(white)
These messages indicate the operating altitude volume of the TCAS system. These messages will be shown as
ABOVE, ABOVE BELOW, BELOW, or will be blank. The operating volume of each display is as follows:
ABOVE = -2700 ft to +9900 ft
BELOW = -9900 ft to +2700 ft
ABOVE/BELOW = -9900 ft to +9900 ft
Blank = -2700 ft to +2700 ft
OFF
(cyan)
This message indicates that the OTHER TRAFFIC symbol has been selected off.
TFC
(white or cyan)
This legend indicates that the TCAS II system has been selected for display (cyan), or has been selected off
(white)
TCAS TEST
(cyan)
This message indicates that the TCAS II is in the Test Mode. (Color is white if TCAS has not been selected.)
TCAS OFF
(cyan)
This message indicates that the Standby Mode of the TCAS system has been selected, the standby mode of the
transponder has been selected, or that the Mode C has been selected Off. (Color is white if TCAS display has
not been selected.)
TA ONLY
(cyan)
This message indicates that the TA Only Mode has been selected. It will always be displayed on the ground. The
message will change color from cyan to yellow and flash when a TA is issued by the TCAS. (Color is white if
TCAS display has not been selected.)
TCAS FAIL
(yellow)
This message indicates a TCAS fault has been detected.
TA or RA
with no
bearing data
Two lines are provided for the first two detected TAs or RAs without valid bearing data. Each line of data will in-
clude the range of the intruder followed by the relative or absolute altitude, if available, and a rate-of-climb or
descent direction arrow if applicable
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When the TCAS self-test is conducted, the fol-
lowing test pattern will be displayed on the
MFD.
Trafc Advisory (solid yellow circle)will
appear at 9 oclock, range 2 miles, 200
feet below and climbing.
Proximate Trafc (solid cyan diamond)
will appear at 1 oclock, range 3.6 miles,
1000 feet below and descending.
Other Trafc (open cyan diamond) will
appear at 11 oclock, range 3. 6 miles, y-
ing level 1000 feet above, and in level
ight.
Resolution Advisory Trafc (solid red
square) will appear at 3 oclock, range 2
miles, 200 feet above, and in level ight.
PFD Displays
For non-IFIS aircraft, the PFD does not dis-
play trafc unless in the reversionary mode.
For IFIS aircraft the PFD can show trafc any
time by selecting the TFC line key. The fol-
lowing TCAS messages and displays are pro-
vided just below the lower right corner of the
EADIs.
Table 16-5. TCAS II ANNUNCIATORS
The following messages will be displayed on
the right side of the PFD opposite the third
Line Select Key. They are identical to those
shown on the MFD.
TCAS TEST (white)
TCAS OFF (white)
TA ONLY (white)
During a Resolution Advisory, red or red and
green bands will be displayed on the IVSIs .
There are two types of RAs; corrective and
preventive.
If a corrective RA is issued, red and green
bands will be displayed. The green band indi-
cates the rate-of-climb or descent required for
the pilot to obtain in response to the RA. The
red bands indicate the rate-of-climb or descent
required for the pilot to obtain in response to
the RA. The red bands indicate the rate-of-
climb and descent the pilot is to avoid during
the response to the RA.
If a preventive RA is issued, normally only a
single red band will be displayed indicating the
vertical speeds to be avoided. If intruders exist
above and below the airplane, it is possible to
have a green band covering the lower rates-of-
climb and/or descent followed by two red
bands indicating the higher rate-of-climb and
descent to avoid.
During the TCAS self-test, the IVSIs will dis-
play the following test pattern.
A red band will extend from 0 fpm to
the bottom of the display.
A green band will extend from 0 fpm to
+300 fpm.
A red band will extend from +2000 fpm
to the top of the display.
TRAFFIC
(yellow or red)
This message will be yellow for
a TA and red for an RA. It will
flash approximately 6 times and
then become steady.
TCAS FAIL
(yellow)
This message is identical to the
one shown on the MFD.
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SSystem Characteristics
Only the TA ONLY Mode is available during
ground operations. The RA Mode is available
after takeoff above approximately 1150 feet.
The trafc Display may be overlaid on the
radar or EGPWS display on the MFD.
EGPWS and radar displays are not available
on the TCAS Trafc Only Map.
EGPWS voice alerts have priority over TCAS
II voice messages. During such occasions, the
TCAS II will automatically switch to the TA
Only Mode with no TCAS voice messages.
The TCAS II surveillance may not function at
distances less than 900 feet.
CLIMB and INCREASE CLIMB RAs are in-
hibited with aps extended beyond the Ap-
proach position.
CLIMB and INCREASE CLIMB RAs are in-
hibited above 32,000 feet P.A.
When below approximately 1000 feet, the
TCAS II will automatically revert to the TA
Only Mode.
All RA and TA voice messages are inhibited
below 600 feet AGL while climbing and 400
feet AGL while descending.
DESCEND RAs are inhibited below 1200
feet AGL while climbing and below 1000 feet
AGL while descending.
INCREASE DESCENT RAs are inhibited
below 1450 feet AGL.
Voice Messages
The following voice message accompanies a
TCAS II Trafc Advisory (TA).
Table 16-6. TCAS II TRAFFIC ADVISORY
VOICE MESSAGE PILOT RESPONSE
TRAFFIC, TRAFFIC Gain visual contact with traffic. Check the TCAS II display for range and bearing of the
traffic if necessary. Assess the threat and prepare to execute the evasive maneuver if a
Resolution Advisory is subsequently issued.
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The following voice messages accompany TCAS II Resolution Advisory Trafc (RAs).
Table 16-7. TCAS II RESOLUTION ADVISORIES
VOICE MESSAGE PILOT RESPONSE
CLIMB, CLIMB, CLIMB
(corrective)
Change vertical speed to 1500 fpm climbing, or as indicated by the green band on
the IVSI.
CLIMB, CROSSING CLIMB, CLIMB,
CROSSING CLIMB
(corrective)
Same as previous except that this message indicates that flight paths will cross at
some altitude.
INCREASE CLIMB, INCREASE CLIMB
(corrective)
This follows a CLIMB voice message. The climbing vertical speed is typically in-
creased to 2500 fpm as shown by the green band on the IVSI.
ADJUST VERTICAL SPEED, ADJUST
(corrective)
Reduce climbing vertical speed to that shown on the IVSI.
DESCEND, DESCEND NOW
(corrective)
This follows a CLIMB voice message. This message indicates that a reversal of verti-
cal speed from a climb to a descent is needed to provide adequate separation.
DESCEND, DESCEND, DESCEND
(corrective)
Change vertical speed to 1500 feet descending, or as indicated by the green band
on the IVSI.
DESCEND, CROSSING DESCEND,
DESCEND, CROSSING DESCEND
(corrective)
Same as previous except that this message indicates that flight paths will cross at
some altitude.
INCREASE DESCENT,
INCREASE DESCENT
(corrective)
This follows a DESCENT voice message. The descending vertical speed is typically
increased to 2500 fpm as shown by the green band on the IVSI.
ADJUST VERTICAL SPEED, ADJUST
(corrective)
Reduce descending vertical speed to that shown on the IVSI.
CLIMB, CLIMB NOW
(corrective)
This follows a DESCEND voice message. This message indicates a reversal of verti-
cal speed from a descent to a climb is needed to provide adequate separation.
CLEAR OF CONFLICT Resume normal flight. Apparent conflict of airspace has been resolved.
MONITOR VERTICAL SPEED
(preventive)
Be alert for approaching traffic. Ensure that the IVSI needle does not enter the area
of the red band.
MAINTAIN VERTICAL SPEED
(preventive)
Maintain present vertical speed and direction. Ensure that the IVSI needle does not
enter the area of the red band.
MAINTAIN VERTICAL SPEED,
CROSSING, MAINTAIN
(preventive)
A flight path crossing is predicted, but being monitored by the TCAS II. Maintain
present vertical speed and direction. Ensure that the IVSI needle does not enter the
area of the red band.
ADJUST VERTICAL SPEED, ADJUST
(preventive)
Indicates a weakening of the RA. This allows the pilot to start returning to an as-
signed altitude.
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APPENDIX A AVIONICS EQUIPMENT LOCATIONS
Figure 16-182. Overview of Avionics Units
Aft Avionics:
Air Cell Satellite Phone
CVR
ELT
FSU
HF (and HF SelCal, if installed)
TCAS I or II
Transponder 1/2
Universal Weather (COMM 3 and CMU)
XM Weather
Nose Avionics:
ADC 1 / 2
AHRS 1 / 2
COMM, NAV, DME: 1 / 2
EGPWS
GPS 1 / 2
IAPS
Standby Battery
Weather Radar
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APPENDIX B FLIGHT GUIDANCE MODES
Table 16-8. FLIGHT GUIDANCE MODES
MODE
(FGP Mode Button)
PFD ANNUNCIATION
DEFINITION
ARMED ACTIVE
LATERAL MODES
Roll Hold
FD
N/A ROLL Holds bank angle present at the time it is selected or holds ex-
isting heading if the bank angle is 5 or less without reference to
the heading bug. Default mode for the flight director if no other
modes are selected, if flight guidance is transferred or if current
lateral mode is deselected.
Heading Hold
HDG
N/A HDG Holds the heading as selected by the Heading Bug. HDG is au-
tomatically selected when no other lateral mode is active and
any other lateral or vertical mode is selected.
FMS Lateral
Navigation
NAV
FMS
FMS1, FMS2
FMS
FMS1, FMS2
Tracks the active course generated by the selected FMS. A sin-
gle-FMS installation annunciates FMS. A dual-FMS installation
annunciates FMS1 or FMS2, as appropriate.
VOR Lateral Navigation
NAV
VOR1, VOR2 VOR1, VOR2 Tracks the selected VOR course from the selected NAV radio
with a VOR frequency tuned. Annunciates VOR1 or VOR2 as
appropriate to the selected radio.
Localizer Lateral Naviga-
tion
NAV
LOC1, LOC2 LOC1, LOC2 Tracks the selected Localizer course from the selected NAV
radio with a localizer frequency tuned. Annunciates LOC1 or
LOC2 as appropriate to the selected radio.
FMS Approach
APPR
APPR FMS,
APPR FMS1,
APPR FMS2
APPR FMS,
APPR FMS1,
APPR FMS2
Tracks the active course generated by the selected FMS. A sin-
gle-FMS installation annunciates FMS. A dual-FMS installation
annunciates FMS1 or FMS2, as appropriate.
VOR Approach
APPR
APPR VOR1,
APPR VOR2
APPR VOR1,
APPR VOR2
Tracks the selected VOR course from the selected NAV radio
with a VOR frequency tuned. Annunciates VOR1 or VOR2 as
appropriate to the selected radio.
Localizer Approach
APPR
APPR LOC1,
APPR LOC2
APPR LOC1,
APPR LOC2
Tracks the selected Localizer course from the selected NAV
radio with a localizer frequency tuned and enables GS mode.
Annunciates LOC1 or LOC2 as appropriate to the selected
radio.
Go Around N/A GA Go Around button on the left power lever pressed. Maintains
the existing heading with a 5 bank limit. Does not reference the
heading bug.
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STable 16-8. FLIGHT GUIDANCE MODES (Cont)
MODE
(FGP Mode Button)
PFD ANNUNCIATION
DEFINITION
ARMED ACTIVE
VERTICAL MODES
Pitch Hold
FD
N/A PTCH Maintains the pitch present at the time the mode is selected.
Default mode for the flight director if no other modes are se-
lected, if flight guidance is transferred, or if current vertical
mode is deselected. Can be adjusted with the UP/DN Wheel or
the SYNC button.
Vertical Speed Hold
VS
N/A VS 1500 Maintains the vertical speed present at the time the mode is se-
lected. Can be adjusted with the UP/DN Wheel or the SYNC
button. Selected vertical speed is annunciated adjacent to VS.
Flight Level Change
FLC
FMS
FMS1, FMS2
FLC 160 Maintains the Indicated Airspeed at the time the mode is se-
lected. Can be adjusted with the SPEED Knob or the SYNC
button. Selected speed is annunciated adjacent to FLC.
Altitude Hold
ALT
VOR1, VOR2 ALT Maintaining an altitude other than the Preselected or VNAV alti-
tude. Maintains the altitude present at the time the mode is se-
lected. Can be adjusted with the SYNC button.
Preselect Altitude Hold ALTS ALTS Preselected altitude is being maintained or will be maintained (if
armed).
Glide Slope
APPR
GS GS The APPR LOC mode has been selected and the flight director
will, or has, intercepted the localizer glide slope. This mode will
not recognize any Preselected or FMS generated altitudes.
Go Around N/A GA Commands a +7
o
pitch attitude. Selected with the Go Around
button on the left power lever.
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Table 16-8. FLIGHT GUIDANCE MODES (Cont)
MODE
(FGP Mode Button)
PFD ANNUNCIATION
DEFINITION
ARMED ACTIVE
VNAV MODES
VNAV Pitch Hold
VNAV
PTCH VPTCH Pitch Hold Mode has been selected with VNAV enabled. Can
be adjusted with the SYNC button. Armed mode exists if next
leg does not have a VNAV path.
VNAV Vertical
Speed Hold
VS + VNAV
N/A VVS 1500 Vertical Speed Hold Mode has been selected with VNAV en-
abled. Selected vertical speed is shown adjacent to VVS. Can
be adjusted with the UP/DN Wheel or the SYNC button.
VNAV Flight
Level Change
FLC + VNAV
FLC VFLC 160 Flight Level Change Mode has been selected (or armed by
the FMS during a VNAV climb) with VNAV pressed. Selected
speed is annunciated adjacent to VFLC. Can be adjusted
with the SPEED Knob or the SYNC button.
VNAV Altitude Hold
ALT + VNAV
N/A VALT Maintaining an altitude other than the Preselected or VNAV
altitude. Maintains the altitude present at the time the mode
is selected. Can be adjusted with the SYNC button.
VNAV Preselected
Altitude Hold
VNAV
ALTS VALTS Preselected altitude is being maintained or will be maintained
(if armed) with VNAV enabled.
VNAV FMS VNAV
Altitude Hold
VNAV
ALTV VALTV FMS VNAV altitude is being maintained or will be maintained
with the altitude preselector set at a different altitude.
VNAV PATH
VNAV
PATH VPATH FMS has captured the manually or automatically generated
descent angle to the next waypoint. Aircraft must stay within
lateral deviation limits (cross-track error or track angle error)
to remain active.
VNAV Glide Path
APPR + VNAV
GP VGP The APPR Mode has been selected and the FMS generated
VNAV Glide Path is, or will be, captured. Ignores the Prese-
lected altitude or FMS altitudes.
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A
ACP Audio Control Panel
ADC Air Data Computer
ADF Automatic Direction Finder
ADI Attitude Direction Indicator
AFD Adaptive Flight Display
AFCS Automatic Flight Control System
AHC Attitude Heading Computer
AHRS Attitude and Heading Reference
System
AHS Attitude Heading System
AM Amplitude Modulation
AP Autopilot
B
BFO Beat Frequency Oscillator
C
CCW Counterclockwise
CDU Control Display Unit
CMU Communication Management Unit
CPL Couple
CVR Cockpit Voice Recorder
CW Clockwise
D
DBU Database Unit
DCP Display Control Panel
DCU Data Concentrator Unit
E
E-Chart Electronic Charts
E-Maps Enhanced Maps
EDC Engine Data Concentrator
EFIS Electronic Flight Instrument System
EGPWS Enhanced Ground Proximity
Warning System
EIS Engine Indicating System
F
FD Flight Director
FGC Flight Guidance Computer
FGP Flight Guidance Panel
FGS Flight Guidance System
FMC Flight Management Computer
FMS Flight Management System
FSA File Server Application
FSU File Server Unit
G
GCS Ground Clutter Suppression
GPS Global Positioning System
GPWS Ground Proximity Warning System
GWX Graphical Weather
H
HF High Frequency Radio
APPENDIX C AVIONICS ACRONYMS
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I
IAPS Integrated Avionics Processor
System
IEC IAPS Environmental Controller
IFIS Integrated Flight Information
System
IMU Inertial Measurement Unit
IND Indicators
IOC Input / Output Concentrator
J
K
L
LCD Liquid Crystal Display
LSC/ISS Low Speed Cue/Impending Stall
Speed
LSK Line Select Keys
LV Lower Sideband Voice
M
MCDU Maintenance Control Display Unit
MDC Maintenance Diagnostic Computer
MFD(1) Multifunction Display
MFD(2) Multi-Function Display
MFD(3) Multifunctional Flight Display
N
NDB Non-Directional Beacon
O
P
PA Passenger Address
PFD Primary Flight Display
PTT Press-to-Talk
Q
R
RA Resolution Advisory
RAT Ram Air Temperature
RIU Radio Interface Unit
RSS Radio Sensor System
RTU Radio Tuning Unit
S
SAT Static Air Temperature
SELCAL Selective Call
SFDS Secondary Flight Display System
T
TA Traffic Advisory
TAWS Terrain Awareness and Warning
System
TCAS Traffic Alert Collision Avoidance
System
TFC Traffic
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U
USTB Unstabilized (Weather Radar)
UV Upper Sideband Voice
V
W
X
Y
Z
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1. The minimum autopilot use height
during an approach is _______ feet.
A. 79
B. 100
C. 400
D. 1000
2. A copilot side heading failure can be
corrected by placing the:
A. AHRS switch to No. 1.
B. ADC switch to No. 2
C. PILOT DISPLAY to MFD.
D. PILOT DISPLAY to PFD.
3. The active No. 2 bearing pointers are:
A. Magenta.
B. Cyan.
C. Amber.
D. Green.
4. ISA deviation can be found on the:
A. RTU.
B. Pilot PFD.
C. Copilot PFD.
D. MFD.
5. In order for the BARO MINS to be
displayed, the values on the REFS page
must be:
A. White.
B. Magenta.
C. Cyan.
D. Amber.
6. The composite mode is activated by
selecting the _______ reversion switch.
A. PILOT DISPLAY
B. AHRS
C. ADC
D. RMT TUNE
7. Pres s i ng t he BARO knob on t he
display control panel (DCP) will:
A. Di spl ay the on-si de barometri c
minimums.
B. Display the on-side and off-side
barometric minmums.
C. Set Flight Level altitudes on the
altitude preselector display.
D. Cycle the altimeter setting between
inches of mercury and hectopas-
cals.
8. The color of the to-waypoint on the
CDU is:
A. White.
B. Blue.
C. Magenta.
D. Green.
9. Ai r s peed t rend i nf or mat i on i s
available:
A. On the MFD.
B. On the CDU.
C. From a magenta indicator on the
airspeed indicator.
D. From a cyan i ndi cat or on t he
airspeed indicator.
10. The minimum autopilot use height
during an approach is _______ feet.
A. 79
B. 100
C. 400
D. 1000
11. An FMS preflight includes:
A. Loading a SID.
B. Checking the Database.
C. Designating an alternate departure
airport.
D. Testing the TCAS I or TCAS II (as
installed).
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QUESTIONS
12. Using the FMS for guidance is not
authorized:
A. For WASS approaches.
B. For a missed approach procedure.
C. Out si de t he f i nal approach f i x
(FAF) on a localizer approach.
D. I ns i de t he FAF on a l ocal i zer
approach.
13. For an FMS preflight procedure, the I
in VIPP stands for:
A. Initialize.
B. Instrument.
C. IFIS.
D. Integrated.
14. For an FMS preflight procedure, the
second P in VIPP stands for:
A. Preflight.
B. Performance.
C. Plan.
D. Precision.
15. APPR must be pressed:
A. When cleared for any approach.
B. Before cleared for any approach.
C. When VNAV to a decision altitude
is desired.
D. To sequence the waypoints on a
missed approach procedure.
16. VNAV guidance is:
A. Required inside the final approach
fix (FAF).
B. Prohibited inside the FAF.
C. Required to fly a missed approach.
D. Prohi bi t ed dur i ng a mi s s ed
approach.
17. If GPS APPR is not displayed inside
the final approach fix:
A. The GPS must not be used for flight
guidance.
B. A di f f erent approach mus t be
selected.
C. The approach may be continued if
the aircraft is in instrument meteor-
ological conditions (IMC).
D. The approach must be flown to a
minimum descent altitude.
18. Magenta color text on the CDU LEGs
page indicates _______ information.
A. Bearing and distance
B. Airspeed and altitude
C. Course and wind
D. Airspeed and distance
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CHAPTER 16A
WIDE AREA AUGMENTATION SYSTEM (WAAS)
CONTENTS
Page
INTRODUCTION............................................................................................................. 16A-1
GENERAL........................................................................................................................ 16A-1
OPERATION .................................................................................................................... 16A-3
Integrity ..................................................................................................................... 16A-3
Departures ................................................................................................................. 16A-3
Enroute ...................................................................................................................... 16A-4
Arrivals ...................................................................................................................... 16A-4
Approaches................................................................................................................ 16A-4
Degraded SBAS Integrity During LPV Approach.................................................... 16A-9
Missed Approach..................................................................................................... 16A-10
Lateral Guidance ..................................................................................................... 16A-11
QUICK REFERENCE ROCKWELL COLLINS WAAS FMS (Version 4.0) ............... 16A-12
Select SBAS Provider ............................................................................................. 16A-13
Load LPV Approach ............................................................................................... 16A-13
Failure of SBAS During LPV Approach................................................................. 16A-15
Load LNAV/VNAV or LNAV Approach ................................................................ 16A-17
Failure of SBAS During LNAV/VNAV Approach.................................................. 16A-18
Load LNAV/VNAV Approach with WAAS (Rare)................................................. 16A-19
Load Non-GPS Approach ....................................................................................... 16A-20
Navigation Integrity ................................................................................................ 16A-21
RAIM Prediction..................................................................................................... 16A-22
ROCKWELL COLLINS FMS DIFFERENCES............................................................ 16A-23
16A-i
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ILLUSTRATIONS
Figure Title Page
16A-1 Worldwide SBAS Providers............................................................................. 16A-2
16A-2 SBAS Service Providers .................................................................................. 16A-5
16A-3 Check SBAS Provider...................................................................................... 16A-5
16A-4 Approach Loading ........................................................................................... 16A-5
16A-5 Approach Selection.......................................................................................... 16A-6
16A-6 Arrival Data ..................................................................................................... 16A-6
16A-7 Non-WGS-84 Airport ...................................................................................... 16A-7
16A-8 WAAS Channel Number.................................................................................. 16A-7
16A-9 PFD Annunciations LPV Approach................................................................. 16A-8
16A-10 Course to Final Approach Message................................................................. 16A-8
16A-11 SBAS Failure Messages................................................................................... 16A-9
16A-12 VNAV Flag ...................................................................................................... 16A-9
16A-13 Changing VNAV Guidance............................................................................ 16A-10
16A-14 PFD Annunciations Non-SBAS..................................................................... 16A-11
16A-15 Loss of Nonprecision Approach RAIM........................................................ 16A-11
16A-16 Select SBAS Provider.................................................................................... 16A-13
16A-17 LPV Approach............................................................................................... 16A-13
16A-18 Failure of SBAS During LPV Approach....................................................... 16A-15
16A-19 Load LNAV/VNAV or LNAV Approach....................................................... 16A-17
16A-20 RAIM Failure after SBAS Failure ................................................................. 16A-18
16A-21 LNAV/VNAV Approach with WAAS............................................................ 16A-19
16A-22 Load Non-GPS Approach.............................................................................. 16A-20
16A-23 Navigation Integrity....................................................................................... 16A-21
16A-24 RAIM Prediction ........................................................................................... 16A-22
16A-iii
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TABLE
Table Title Page
16A-1 Loss of Integrity................................................................................................. 16A-3
16A-v
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16A-1
FOR TRAINING PURPOSES ONLY
INTRODUCTION
For the standard GPS system to provide lower minimums on an approach the GPS sig-
nal needed to be corrected. The correction was primarily needed to increase the accu-
racy of vertical navigation but lateral navigation was also improved.
CHAPTER 16A
WIDE AREA AUGMENTATION
SYSTEM (WAAS)
GENERAL
Two forms of correction have been imple-
mented to achieve this goal: Ground-based
Augmentation Systems (GBAS) and Satellite-
based Augmentation Systems (SBAS). GBAS
uses towers in the vicinity of an airport that
correct the GPS signal locally and send the cor-
rection message back to the aircraft using
VHF radios. The special equipment require-
ments for this system have limited its imple-
mentation to a small number of airports and
operators [the FAA has termed this as a Local
Area Augmentation System (LAAS)].
SBAS is much more widely implemented. In the
US, over 2,000 runway ends are served by SBAS
approaches. The FAA has termed this as a Wide
Area Augmentation System (WAAS) because it
does not rely on airport specific towers to cor-
rect the signal and send the correction message.
Instead, it uses data from stations throughout
North America and a correction signal from geo-
stationary satellites. SBAS approved units are able
to receive correction messages from these satel-
lites and create a very accurate vertical and lat-
eral navigation unit. (See gps.faa.gov and the
Aeronautical Information Manual (AIM) for
more information).
Other countries will label SBAS differently when
it is implemented as shown in Figure 16A-1.
The Rockwell Collins FMS version 4.0 is the
unit needed to use the SBAS system in Collins
equipped aircraft. This FMS is used with a
SBAS capable receiver labeled GPS-4000S.
The FMS uses the corrected signal to create
appropriate vertical and lateral navigation dis-
plays during all phases of flight to include
WAAS approaches. SBAS and other software/
equipment upgrades are included with FMS
v4.0 and this addendum will highlight the
most critical. Refer to the appropriate Collins
FMS user guide, AFMor AFMsupplement for
a more complete listing of limitations.
The FMS v4.0 upgrade includes a new Flight
Management Computer (FMC) and proces-
sor. This allows for the increased rate of error
checking and position updates that occur dur-
ing WAAS flight and approaches. Additionally,
updating the FMS database should be faster
through the DBU-5000 since the communica-
tion speed has increased.
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16A-2
FOR TRAINING PURPOSES ONLY
Figure 16A-1. Worldwide SBAS Providers
OPERATION
INTEGRITY
WAAS geo-stationary satellites provide in-
tegrity messages for the FMS v4.0. When the
FMS detects a navigational problem LOSS OF
INTEGRITY will show on the CDU and MFD.
The PFD will also show an LOI or LOI
TERM message depending on the phase of
flight (see Table 16A-1).
When the LOSS OF INTEGRITY message
i s act i ve t he FMS mus t not be us ed as
primary navigation.
If only the WAAS signal is degraded but the
GPS signal is unaffected (for instance, a loss
of geo-stationary satellites or being outside of
WAAS ground station coverage) no messages
will appear for non-SBAS procedures since
they do not require WAAS. The FMS will au-
tomatically begin using what is called Receiver
Autonomous Integrity Monitoring (RAIM).
RAIM is the error checking technique used by
all non-SBAS units or in SBAS units after
SBAS has failed.
The aircraft position will not be as accurate but
is still well within the boundaries of standard
RNAV operations. If the RAIM error gets too
large, the FMS will post the LOSS OF IN-
TEGRITY message as previously discussed.
DEPARTURES
During RNAV departures CDI deflection val-
ues will match the navigational performance
requirements of the procedure. US RNAV de-
partures and Europe P-RNAV departures are
labeled RNAV 1 and the CDI will be 1nm for
the entire procedure. This will be annunci-
ated as TERM on the PFD.
CDI deflection values will change according
to the following:
1 nm: On a departure procedure OR
within 31nm of an airport
2 nm: Outside of 31nm from an airport
AND not on a departure
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16A-3
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CDU PFD MFD
Terminal
(within 31nm of origin
airport or on a RNAV
departure)
Enroute (outside of 31nm
of origin and not on a
RNAV departure)
Table 16A-1. LOSS OF INTEGRITY
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ENROUTE
During the enroute phase of flight CDI de-
flection values will be 2nm unless on a
RNAV departure or RNAV arrival. If those
procedures are active the CDI deflection will
be 1nm as discussed earlier.
US RNAV airways labeled Q and T-routes
are labeled as RNAV 2 procedures. Once the
RNAV departure is f inished, the CDI deflec-
tion will be 2nm on these airways and remain
that way until joining an RNAV arrival or ar-
riving within a 31nm ring around the destina-
t i on ai r por t . Europe B-RNAV rout es are
labeled as RNAV 5 procedures but the CDI will
remain at 2nm as discussed.
The PFD will not show an annunciator when
in the enroute scale.
When the aircraft is beyond ground-based
navaid services volumes, CDI deflection will
change. Deflection values will be 4nm and
the label OCEANIC will annunciate on the
PFD. This will continue until the aircraft is
back inside navaid service volumes and the en-
route or terminal mode is automatically rese-
lected, as appropriate.
ARRIVALS
During RNAV arrivals CDI deflection values
will match the navigational performance re-
quirements of the procedure. US RNAV ar-
rivals and Europe P-RNAV arrivals are labeled
RNAV 1 and the CDI will be 1nm for the en-
tire procedure. This will be annunciated as
TERM on the PFD.
Navigational integrity and messages on the
CDU, PFD, and MFD are the same as dis-
cussed in the Departures section.
APPROACHES
The most signif icant changes for the Collins
FMS v4.0 will be in the approach phase of
flight. The FMS is now capable of flying RNAV
(GPS) or RNAV (GNSS) approaches to the
Localizer Performance with Vertical (LPV)
guidance minimums. If airport marking and ap-
proach lighting standards are met, some LPV
DA mi ni mums can be 200 feet above t he
runway surface. However, LPV approaches
are part of the group labeled Approaches with
Vertical Guidance (APV) and are not consid-
ered Precision approaches.
SBAS Provider
The appropriate SBAS providers are chosen on
the SBAS SERVICE PROVIDERS CDU
page. This can be found on the GNSS Control
page under the main index [IDX]. The GNSS
control page will show how many are enabled
as shown on the Figure 16A-2.
Each provider on the SBAS Service Providers
page can be manually enabled or disabled by
pressing the appropriate left line select key.
The following providers are on this page:
1. Wi de Ar ea Augment at i on Syst em
(WAAS) for the US;
2. European Geostationary Navigational
Overlay System (EGNOS) for Europe;
3. MTSAT Satellite based Augmentation
System (MSAS) for Japan; and
4. GPS-Aided GEO Augmented Naviga -
tion (GAGAN) for India.
Enabling an SBAS provider will allow the
FMS to use it should the aircraft fly into that
region of the world.
As each area develops LPV minimum ap-
proaches, the FMS database will contain the re-
quired SBAS provider for that approach (only
one SBAS provider is actively used by the FMS
at any one time). If the appropriate SBAS
provider is not enabled once the approach is
loaded, a CHK SBAS SVC PRVDR message
will appear on the CDU when within the termi-
nal area (Figure 16A-3). The approach cannot
be continued to LPV minimums until the re-
quired provider is enabled. The approach can
still be flown to LNAV/VNAV or LNAV mini-
mums since these do not require SBAS.
The SBAS Service Providers page does not
have a default selection and once the appro-
priate SBAS is enabled it will remain that way
for every flight.
Loading The Approach
The DEP/ARR key is used to load a SBAS ap-
proach. The instrument approach listing is la-
beled APPROACHES and the visuals are
labeled RUNWAYS (Figure 16A-4). The
FMS is able to load multiple named approaches
such as the RNAV (GPS) Y 10L and RNAV
(GPS) Z 10L as shown in the f igure.
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Figure 16A-2. SBAS Service Providers
Figure 16A-3. Check SBAS Provider Figure 16A-4. Approach Loading
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Pressing next to the desired approach will turn
the label green and display available transitions
(Figure 16A-5). The VECTORS option is al-
ways chosen by default and will initially dis-
play in green. Selecting another transition will
turn its label green and change VECTORS
to white.
Additionally, VNAV guidance for the selected
approach and the required SBAS provider (if
appropriate) will display at the 5R key. In the
exampl e, WAAS LPV i ndi cat es t he US
WAAS system is required and the approach
will use LPV vertical guidance. It must be un-
derstood that this label does not indicate the
actual navigation integrity available but is
only database information.
Pressing the Execute key will load the ap-
proach into the active flight plan. Colors for
the selected approach are the same before and
after the execute key is pressed.
Arrival Data Page
The ARR DATA line select key is a shortcut
to the Active Arrival Data page. This page can
also be accessed from the main index [IDX]
(Figure 16A-6).
For non-SBAS approaches this page is only in-
formational and not required to be viewed. For
SBAS approaches it provides information for
the approach and is the only page where the pilot
can change approach VNAV guidance: LPV or
BARO (discussed later in this section).
Figure 16A-5. Approach Selection
SBAS APPROACH
NON-SBAS APPROACH
Figure 16A-6. Arrival Data
The following paragraphs provide a brief de-
scription of the Arrival Data page. The GNSS
label indicates whether the approach can be
flown as a GPS overlay.If NO, ground-based
navaids that define the approach must be tuned,
in view during the approach, and must be used
as final authority to determine whether to con-
tinue or execute a missed approach. If YES, the
procedure may be flown using only the FMS. The
World Geodetic System (WGS-84) will indicate
if the airport is referenced to standard GNSS co-
ordinates. If the WGS-84 label is NO, the FMS
must not be used as primary navigation or ref-
erence navigation when it is using GPS. The lo-
cation of f ixes and air ports could be very
different than their actual positions. If an ap-
proach is loaded at an airport not referenced to
WGS-84, a CDU message NON-WGS-84 AIR-
PORT will indicate the need to rely on ground
based navigation (Figure 16A-7).
The Channel number will only display on ap-
proaches with SBAS guidance. This number is
a unique identifier for that approach and can be
referenced from the approach chart. Every SBAS
approach will have a Channel number assigned
(Figure 16A-8). (Used with permission from
Jeppesen.)
The Required Provider label is derived from
the FMS database and indicates which SBAS
provider must be enabled as discussed earlier
in this section.
Approach VNAV Selection
Before discussing approaches it is necessary
to review Collins vertical navigation.
Non-SBAS FMS units accomplish VNAV by
using barometric inputs (baro-VNAV) from
the altimeter system. This is used during enroute
and terminal operations. It is also used on
LNAV/VNAV approaches to DA minimums.
Baro-VNAV, however, is only as accurate as the
altimeter system on board the aircraft and is
affected by normal barometric errors (temper-
atures colder and hotter than ISA, inappropri-
ate barometric settings, etc.)
SBAS FMSs will use two forms of VNAV; Baro-
VNAV and GPS altitude VNAV (LPV VNAV).
Baro-VNAV will be used for select procedures
where highly accurate vertical navigation is not
required. GPS altitude VNAV will be used where
highly accurate vertical navigation is required.
GPS altitude VNAV does not rely on altimeter
indications and is not affected by altimeter er-
rors because it is created by the SBAS signal. This
vertical navigation is similar to an ILS glides-
lope because it is unaffected by temperatures or
inappropriate barometric settings. SBAS FMS
units will use baro-VNAV for enroute proce-
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Figure 16A-7. NON-WGS-84 Airport
Figure 16A-8. WAAS Channel Number
dures, terminal procedures and non-LPV ap-
proaches. GPS altitude VNAV will only be used
for LPV approaches.
Flying the LPV Approach
Once an LPV approach is loaded in the CDU the
integrity of SBAS is monitored continuously.
Within 31nm of the destination airport LPV
TERM will annunciate in white on the PFD
(Figure 16A-9). During this phase of flight CDI
deflection will be 1nm. Baro-VNAV will be
used with a Vertical Deviation Indicator (VDI)
deflection of 500 ft.
When the aircraft is past the Final Approach
Course Fix (FACF), the SBAS integrity is ap-
propriate for the approach, and the course leg
to the FAF is within 45 degrees of the inbound
course, LPV APPR will annunciate in green
on the PFD (Figure 16A-9). The FACF is the
f ix immediately prior to the FAF. The change
from LPV TERM to LPV APPR occurs at the
FACF because the aircraft will transition from
baro-VNAV to LPV VNAV. Baro-VNAV will
be affected by the surrounding temperature
and the two glidepaths may not coincide. The
glidepath indicator (snowflake) may appear
to move suddenly when transitioning from
baro-VNAV to LPV VNAV and more time is
needed to be established on glidepath before
crossing the Final Approach Fix (FAF). If
VNAV is already selected on the flight guid-
ance panel the aircraft will smoothly increase
or decrease the rate of descent as required to
center the new LPV glidepath.
Once LPV APPR is annunciated, lateral and
vertical guidance is angular and will get more
and more sensitive to course deviations dur-
ing the approach descent. (This is similar to
ILS and glideslope guidance). Lateral CDI
deflections start at 1nm and will decrease to
approximately 350 ft at the runway end.
Vertical VDI deflections start at 500 ft and
will decrease to the appropriate scale needed
for that approach.
The amber message CRS TO FAF>45 DEG
will appear on the CDU if a Direct-to the FAF
creates a leg more than 45 degrees to the inbound
(Figure 16A-10). Sequencing to LPV APPR
will be delayed until the Direct-to leg is fixed.
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Figure 16A-9. PFD Annunciations LPV Approach
Figure 16A-10. Course To Final Approach
Message
Descent on the LPV approach is accomplished
using the APPR and VNAV modes on the flight
guidance panel. FMS APPR and VGP will be an-
nunciated on the PFD.
Missed approach operations are the same as
non-LPV approaches.
DEGRADED SBAS INTEGRITY
DURING LPV APPROACH
The following messages will appear any time
SBAS integrity degrades during an LPV ap-
proach. LPV NOT AVAILABLE will display
on the CDU and, if applicable, USE LNAV
MINIMUM will display on the CDU and MFD
(Figure 16A-11). Additionally, the PFD will
display a flashing amber MSG indicating the
CDU has an active message.
LPV NOT AVAILABLE indicates SBAS in-
tegrity is not sufficient for the LPV approach.
Similar to an ILS with glideslope failure, a de-
cision can be made to continue the approach but
descending only to the published LNAV mini-
mum, or executing a missed approach.
USE LNAV MINIMUM will appear only if the
approach has an LNAV minimum published.
For approaches that do not have LNAV mini-
mums published, an APPR NOT AVAILABLE
message will appear and a missed approach
must be flown.
If the label LPV APPR was already present on
the PFD, this label will remain even though the
integrity is degraded. The amber messages must
be acknowledged and the appropriate changes
made to the approach briefing.
With SBAS integrity degraded, the vertical de-
viation indicator will be removed when inside
the FACF and a red VNV label will appear in-
dicating the loss of vertical integrity. Active
VNAV modes will be removed (will change to
VPTCH) and armed VNAV modes will be lined
out as seen in the figure (Figure 16A-12). Further
descent can only be accomplished using non-
VNAV modes (e.g., VS, FLC).
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Figure 16A-11. SBAS Failure Messages
Figure 16A-12. VNAV Flag
Prior to the FAF
Prior to the FAF, baro-VNAV can be manually
selected to recover vertical guidance after the
LPV VNAV has failed. VNAV will then be avail-
able to continue to LNAV/VNAV minimums or
LNAV minimums, as appropriate. This is accom-
plished on the Active Arrival Data page by press-
ing DEP/ARR and choosing ARR DATA (Figure
16A-13). Pressing the APPR VNAV GP will se-
lect between GPS altitude VNAV (LPV) and
baro-VNAV (BARO).
Once BARO is selected the change in VNAV
must be executed. VNAV will return and the
approach can continue to LNAV/VNAV mini-
mums or LNAV minimums. It is critical to un-
derstand that LPV minimums are not to be flown
during this operation.
PFD annunciations will display TERM and
GPS APPR instead of LPV TERM and
LPV APPR (Figure 16A-14) Additionally,
LPV NOT AVAILABLE and USE LNAV
MINIMUM messages will be removed from
the displays and the CDU message page.
After the FAF
If SBAS guidance fails after the FAF, the descent
may be continued to the LNAV minimum or a
missed approach can be flown. If a descent is
continued it can only be done using VS, FLC,
or PTCH mode since baro-VNAV is not selec-
table at this point and VNAV deviation will be
flagged inoperative.
MISSED APPROACH
Pressing the go-around button will allow the
FMS to sequence to missed approach fixes after
reaching the missed approach point. Lateral
guidance will remain in approach mode while
on f inal and then sequence to terminal mode,
as appropriate, when past the missed approach
poi nt . PFD annunci at i ons wi l l change t o
TERM to indicate when the CDI scale has
changed.
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16A-10
FOR TRAINING PURPOSES ONLY
Figure 16A-13. Changing VNAV Guidance
LATERAL GUIDANCE
SBAS corrections for lateral guidance will be
used on all GPS approaches. If SBAS lateral in-
tegrity fails or the aircraft is outside SBAS cov-
erage, the FMS will automatically begin using
RAIM as discussed earlier.
Should RAIM fail NO NPA RAIM will an-
nunciate on the CDU when inside the 31nm ter-
minal area with an approach loaded (NPA
=Nonprecision Approach). The FMS must not be
used as primary navigation with this message ac-
tive (Figure 16A-15). Additionally, if a LOSS
OF INTEGRITY message posts at any time be-
fore or during an approach the approach must be
abandoned and the FMS must no longer be used
as primary navigation.
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FOR TRAINING PURPOSES ONLY
Figure 16A-14. PFD Annunciations Non-SBAS
Figure 16A-15. Loss of Nonprecision
Approach RAIM
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16A-12
FOR TRAINING PURPOSES ONLY
QUICK REFERENCE
ROCKWELL COLLINS WAAS
FMS (VERSION 4.0)
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16A-13
FOR TRAINING PURPOSES ONLY
SELECT SBAS PROVIDER
Choose the appropriate SBAS provider for
world region (Figure 16A-16):
WAAS = North America
EGNOS = Europe
MSAS = Japan
1. Press IDX GNSS Control
2. Choose SELECT SBAS (R5)
3. Press left line select key to Enable the
desired provider
If appropriate provider is not chosen, a CHK
SBAS SVC PRVDR message will appear on
the CDU message line when loading an LPV
approach.
If no SBAS providers are chosen, the FMS
will not use augmented signals.
LOAD LPV APPROACH
Procedures for loading an LPV approach are
the same as loading a non-LPV approach
(Figure 16A-17, Sheet 1 of 2).
1. Conf irm desired airport is in ORIGIN
or DESTination on the active flight
plan page
2. Choose an APPRoach, and the desired
transition (VECTOR is always default)
Figure 16A-16. Select SBAS Provider
Figure 16A-17. LPV Approach (Sheet 1 of 2)
3. WAAS LPV is displayed at R5
a. In Europe, EGNOS LPV
b. In Japan, MSAS LPV
c. This label only indicates the se-
lected approach has an LPV mini-
mum published. It is NOT real-time
display of system capability.
4. Verify LEGS page or MFD MAP to
ensure proper information
5. EXECute after conf irmation
The PFD will display LPV TERM in white
when wi t hi n 31nm of t he desi red ai r por t
(Figure 16A-17, sheet 2 of 2). The PFD will
display LPV APPR in green after passing the
Final Approach Course Fix (FACF) if the SBAS
system is operational.
Baro-VNAV is used up until LPV APPR is an-
nunciated at which time GPS corrected VNAV
(LPV VNAV) will be used for the remainder
of the approach. A slight jump in the vertical
deviation indicator may be noticeable during
this transition.
Baro-VNAV temperature restrictions do NOT
apply to LPV VNAV.
NOTES
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FOR TRAINING PURPOSES ONLY
Figure 16A-17. LPV Approach (Sheet 2 of 2)
FAILURE OF SBAS DURING
LPV APPROACH
The following procedures assume only the
SBAS system has failed. The GPS system is
still operating normally.
RAIM prediction and RAIM checking will
automatically be used by the FMS as in non-
SBAS units.
If the whole GPS system fails then a non-GPS
approach would have to be flown as per AFM
or AFM supplement guidance (Figure 16A-18,
Sheet 1 of 3). Inside 31nm to airport but prior
to FAF:
Prior to FAF
1. These messages will appear on the CDU:
a. LPV NOT AVAILABLE
b. Also, if LNAV minimums are pub-
lished USE LNAV MINIMUM
2. If LNAV minimums are published, this
message will appear on the MFD:
a. USE LNAV MINIMUM
3. An amber MSG will flash on the PFD
4. The VNAV deviation will have a red
VNV flag with the deviation indicator
removed
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FOR TRAINING PURPOSES ONLY
Figure 16A-18. Failure of SBAS During LPV Approach (Sheet 1 of 3)
10
10
20
APPR FMS VALT
3000
6
60
540
20
400
600
700
1
2
4
4
2
1
30. 16I N
FMS1
DTK 251
RALPE
2.5NM
251
W
3
0
24
2
1
4000
185
180
160
120
DN
100
14
1
0
1000
GP
LPV APPR
MSG
5. Aircraft can be descended with non-
VNAV (VS, FLC, etc.) modes to the
LNAV minimum
OR
5. Aircraft can be descended using VNAV
with manual selections (Figure 16A-18,
Sheet 2 of 3):
a. Press DEP / ARR ARR DATA or
Press IDX page 2 ARR DATA
b. Choose BARO (L4) as t he APPR
VNAV GP
c. EXECute VNAV change
d. Verify VNAV indications have re-
turned on the PFD
e. Use baro-VNAV to descend to appropri-
ate minimums (LNAV/VNAV or LNAV)
The PFD will display TERM in white when
within 31nm of the desired airport.
The PFD will display GPS APPR in green
when within 2nm of the FAF.
Inside the FAF
1. These messages will appear on the CDU:
a. LPV NOT AVAILABLE
b. Also, if LNAV minimums are pub-
lished USE LNAV MINIMUM
2. If LNAV minimums are published, this
message will appear on the MFD:
a. USE LNAV MINIMUM
3. An amber MSG will flash on the PFD
(Figure 16A-18, Sheet 3 of 3)
4. The VNAV deviation will have a red
VNV flag with the deviation indicator
removed
5. Depending on aircraft altitude, aircraft
may be descended with non-VNAV
(VS, FLC, etc.) modes to the LNAV
minimum
OR
5. Execute published missed approach
Selections back to baro-VNAV guidance are
NOT allowed inside the FAF.
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FOR TRAINING PURPOSES ONLY
Figure 16A-18. Failure of SBAS During LPV
Approach (Sheet 2 of 3)
Figure 16A-18. Failure of SBAS During LPV
Approach (Sheet 3 of 3)
LOAD LNAV/VNAV OR LNAV
APPROACH
1. Conf irm desired airport is in ORIGIN
or DESTination on the active flight
plan page
2. Choose an APPRoach, and the desired
transition (VECTOR is always default)
3. GNSS BARO i s di spl ayed at R5
(Figure 16A-19)
a. This label only indicates the se-
lected approach will be using baro-
VNAV. It is NOT real-time display
of system capability.
4. Verify LEGS page or MFD MAP to en-
sure proper information
5. EXECute after conf irmation
The PFD will display TERM in white when
within 31nm of the desired airport.
The PFD will display GPS APPR in green
when within 2nm of the FAF.
Baro-VNAV is used for the entire procedure.
Baro-VNAV temperature restrictions apply to
LNAV/VNAV minimums.
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16A-17
FOR TRAINING PURPOSES ONLY
Figure 16A-19. Load LNAV/VNAV or LNAV Approach
EXEC MSG
MOD KICT ARRIVAL
NONE
[ [
VECTORS
RNV 01L
BACAY
CUTIK
- - - - - - -
<CANCEL MOD LEGS>
STARS APPROACHES
1/2
TRANS
EXEC
ARR DATA>
GNSS BARO
FAILURE OF SBAS DURING
LNAV/VNAV APPROACH
No messages will appear if the SBAS signal
fails during an LNAV/VNAV or LNAV ap-
proach provided the navigation integrity from
the GPS remains within limits.
RAIM prediction and RAIM checking will
automatically be used by the FMS as in non-
SBAS units.
Inside 31nm to airport (Figure 16A-20):
1. If RAIM is insufficient for the approach
this message will appear on the CDU
a. NO NPA RAIM
2. An amber MSG will flash on the PFD
3. Accomplish a non-GPS approach as
per AFM or AFM supplement
NOTES
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16A-18
FOR TRAINING PURPOSES ONLY
EXEC MSG
ACT LEGS
KICT
1/6
SEQUENCE
-------------
[ [
LEG WIND>
AUTO/INHIBIT
ICT
WUKOL
MUGER
WUKUS
309
o
12NM
307
o
9.2NM
307
o
3.3NM
307
o
0.5NM / /
/
/
/
---/-----
---/-----
---/-----
---/-----
NO NPA RAIM
Figure 16A-20. RAIM Failure after SBAS
Failure
LOAD LNAV/VNAV APPROACH
WITH WAAS (RARE)
The following images and information are avail-
able in the Collins FMS but no procedures have
been designed, as of this printing, by the FAA.
1. Confirm desired airport is in ORIGIN
or DESTination on the active flight
plan page
2. Choose an APPRoach, and the desired
transition (VECTOR is always default)
3. SBAS L/V is displayed at R5 (Figure
16A-21)
a. This label only indicates the se-
lected approach will be using SBAS
VNAV. It is NOT real-time display
of system capability.
4. Verify LEGS page or MFD MAP to en-
sure proper information
5. EXECute after conf irmation
The FMS will use any available SBAS provider
for lateral navigation.
The PFD will display L/V TERM in white
when within 31nm of the desired airport.
The PFD will display L/V APPR in green
when within 2nm of the FAF.
The FMS will use baro-VNAV until the FACF
and then transition to SBAS VNAV just like
LPV approaches.
Baro-VNAV temperature restrictions do not apply
when using SBAS VNAV. For failure of SBAS in-
tegrity, see the LPV approach section.
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16A-19
FOR TRAINING PURPOSES ONLY
Figure 16A-21. LNAV/VNAV Approach with WAAS
LOAD NON-GPS APPROACH
1. Conf irm desired airport is in ORIGIN
or DESTination on the active flight
plan page
2. Choose an APPRoach, and the desired
transition (VECTOR is always default)
3. BARO is displayed at R5 (Figure
16A-22)
a. This label only indicates the se-
lected approach will be using baro-
VNAV. It is NOT real-time display
of system capability.
4. Verify LEGS page or MFD MAP to en-
sure proper information
5. EXECute after conf irmation
A NO APPR label will appear on the PFD.
An APPR FOR REF ONLY will appear on
the CDU.
Verify AFMor AFMsupplement limitations for
navigation guidance requirements.
NOTES
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FOR TRAINING PURPOSES ONLY
Figure 16A-22. Load Non-GPS Approach
NAVIGATION INTEGRITY
If the navigation integrity falls outside of tol-
erance for the phase of flight (enroute or ter-
minal) a message will be displayed on the
CDU and PFD. This message is a total FMS in-
tegrity message and will appear whether SBAS
is being received or not (Figure 16A-23).
1. A LOSS OF INTEGRITY message
will appear on the CDU
2. A LOI or LOI TERM will appear
on the PFD depending on the 31nm
distance from the airport
3. Use another source of navigation
NOTES
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16A-21
FOR TRAINING PURPOSES ONLY
Figure 16A-23. Navigation Integrity
RAIM PREDICTION
RAIM predi ct i on wi l l only be necessar y
when outside the coverage of SBAS or during
SBAS NOTAMs i ndi cat i ng an out age of
signal integrity.
1. Press IDX GNSS CONTROL
2. Choos e NPA RAI M ( L5) ( Fi gur e
16A-24)
3. Destination airport will automatically
be f illed with flight plan destination
airport
4. Ent er s at el l i t es t hat have been
NOTAMd out of service in the dese-
lect option in L3
5. The ETA will automatically be f illed
when inflight or it can be manually en-
tered in R2 (i. e. , when still on the
ground)
These are the possible outcomes of approach
RAIM prediction:
AVAILABLE
UNAVAILABLE
REQ PENDING
NOTES
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16A-22
FOR TRAINING PURPOSES ONLY
Figure 16A-24. RAIM Prediction
ROCKWELL COLLINS FMS DIFFERENCES
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16A-23
FOR TRAINING PURPOSES ONLY
Non-WAAS WAAS (v4.0)
GPS label on applicable pages
No Space Based Augmentation System (SBAS)
VNAV
Enroute / Terminal
Uses Baro-VNAV only ( 500 FT)
Approaches
Uses Baro-VNAV only ( 250 FT)
RNAV SID / RNAV STAR
1nm CDI within 30nm of ARPT
5nm CDI outside of 30nm
Must do RAIM prediction
Q Routes / T Routes
1nm CDI within 30nm of ARPT
5nm CDI outside of 30nm
Must do RAIM prediction
Approaches
Cannot choose multiple label approaches
GPS APPR mode ~2nm from FAF
GNSS label on applicable pages
Uses Space Based Augmentation System (SBAS)
US = WAAS
Europe = EGNOS
Japan = MSAS
India =GAGAN
VNAV
Enroute / Terminal
Uses Baro-VNAV only ( 500 FT)
Approaches
LPV minimums
WAAS only (Angular)
LNAV / VNAV minimums
Baro-VNAV ( 250 FT)
WAAS when FAA certifed (Angular)
LNAV minimums
Baro-VNAV only ( 250 FT)
RNAV SID / RNAV STAR
1nm CDI for entire procedure (TERM)
1nm CDI when off procedure
within 31nm of ARPT
2nm CDI when off procedure
outside 31nm of ARPT
RAIM prediction only when WAAS fails
Q Routes / T Routes
1nm CDI within 31nm of ARPT
2nm CDI outside 31nm
RAIM prediction only when WAAS fails
Approaches
Can choose multiple label approaches
e.g., RNAV (GPS) Y Rwy 10 / RNAV (GPS) Z Rwy 10
LPV APPR mode after FACF
L/V APPR mode after FACF
GPS APPR mode ~2nm from FAF
Non-GPS approaches will have
APPR FOR REF ONLY CDU message
NO APPR PFD message
All stepdown fxes inside FAF (non-ILS) No stepdown fxes inside FAF
Non-GPS approches can be fown
without messages
17-i
CHAPTER 17
OXYGEN SYSTEM
CONTENTS
Page
INTRODUCTION ............................................................................................................ 17-1
GENERAL......................................................................................................................... 17-1
OXYGEN SYSTEM.......................................................................................................... 17-2
Components................................................................................................................. 17-2
Controls and Indicators............................................................................................... 17-4
Operation..................................................................................................................... 17-6
OXYGEN DURATION................................................................................................... 17-8
Time of Useful Consciousness .................................................................................. 17-8
SERVICING....................................................................................................................... 17-9
Purging ....................................................................................................................... 17-10
Cylinder Retesting.................................................................................................... 17-10
QUESTIONS.................................................................................................................... 17-11
FOR TRAINING PURPOSES ONLY
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17-iii
ILLUSTRATIONS
Figure Title Page
17-1 Oxygen Supply Cylinder .................................................................................... 17-2
17-2 Crew Oxygen Masks ........................................................................................... 17-3
17-3 Passenger Masks.................................................................................................. 17-3
17-4 First-Air Oxygen Mask....................................................................................... 17-4
17-5 Oxygen System Controls .................................................................................... 17-5
17-6 Oxygen System Annunciators ........................................................................... 17-5
17-7 Pressure Gauge.................................................................................................... 17-6
17-8 Oxygen System Schematic ................................................................................. 17-7
17-9 Oxygen Duration with Partially Full Bottle..................................................... 17-8
17-10 Oxygen Duration................................................................................................. 17-9
17-11 Oxygen Fill Valve and Gauge............................................................................ 17-9
TABLE
Table Title Page
17-1 Time of Useful Consciousness........................................................................... 17-8
FOR TRAINING PURPOSES ONLY
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INTRODUCTION
Pilot and passenger comfort and safety are of prime importance in operating this
aircraft. Understanding the proper use of oxygen is crucial for both. Federal
Aviation Regulations (FARs) require that any time an aircraft flies above 25,000
feet, oxygen must be immediately available to the crew and passengers. This chapter
presents a discussion of the oxygen system. Operation, controls, and procedures
along with oxygen duration charts are included.
GENERAL
The Ki ng Ai r 350 ai rcraf t provi des
adequate oxygen flow for crew and passen-
gers for a cabin pressure altitude of up to
35,000 feet.
The system consists of an oxygen bottle
mounted in the aircraft tail section, crew
masks, passenger oxygen masks, and a first-
aid mask.
CHAPTER 17
OXYGEN SYSTEM
The crew has two push-pull controls, a
pressure gauge, and appropiate annuncia-
tors in the cockpit.
The normal mask flow rate is 3.9 liters per
minute (liters per minute-normal temper-
ature/pressure differential). The cockpit
diluter-demand masks used by the flight
crew use twice the normal amount in 100%
or EMERG selection.
Before each flight, check that the crew
masks are in the 100% mode.
OXYGEN SYSTEM
COMPONENTS
Oxygen Supply Cylinder
A cylinder mounted behind the aft pressure
bulkhead (Figure 17-1) supplies the oxygen
for unpressurized, high-altitude flight. The
cylinder can come in three sizes: 50, 77, or 115
cubic foot.
A shutoff valve and regulator is attached to
the end of the oxygen cylinder, The regula-
tor is constant flow and supplies low pressure
oxygen through plumbing to the outlets in
the aircraft.
A push/pull lever in the cockpit controls
the shutoff valve and regulator.
Fill the cylinder through a valve accessible
through an access door on the right side of
the aft fuselage.
Crew Oxygen Masks
The crew has di l ut er- demand, qui ck-
donni ng oxygen masks st owed i n t he
cockpit overhead between the pilot and
copilot seats (Figure 17-2).
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Figure 17-1. Oxygen Supply Cylinder
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Even while stowed, these masks are always
plugged into the oxygen system. They can
be donned eas i l y and qui ckl y wi t h
one hand.
The diluter-demand crew masks deliver
oxygen to the user only upon inhalation.
A small switch on each mask permits two
modes of operation: NORMAL and 100%.
In the NORMAL position, air from the
cockpit is mixed with the oxygen supplied
through the mask. This reduces the rate of
depletion of the oxygen supply. It is also
more comfortable to use than 100% aviator
breathing oxygen.
However, if smoke or fumes fill the cockpit,
use the 100% position to prevent breath-
ing contaminated air. For this reason, the
selector levers should be left in the 100%
position when the masks are not in use so
they are always ready for emergency use.
A red pushbutton/knob on the mask is for
testing and selecting the EMERG position.
For certain emergencies, the crew masks
must be selected to EMERG. When the red
knob is turned to the EMERG position, a
small constant, positive flow of oxygen
flows to the mask. In EMERG, the crew
mask is considered a constant-flow type
until a small amount of pressure builds in
the face mask.
Donning Masks
Squeeze the red finger grip control switch
on the face of the mask to inflate the elastic
straps with oxygen pressure. Fit the inflated
straps over the head. Hold the mask over the
nose and mouth as the grip is released. The
elastic straps then deflate and hold the mask
tightly against the face.
Testing Masks
Push the red pushbutton/knob on the crew
mask to test the mask. When the pushbut-
ton is depressed, oxygen flows.
Passenger Masks
The pressure of oxygen in the passenger
oxygen system supply line automatically
extends a pl unger agai nst each of the
passenger mask dispenser doors. This forces
the doors open. The masks then drop to
hang about nine inches below the dispensers
(Figure 17-3).
The lanyard valve pin at the top of the mask
hose must be pulled out so oxygen can flow
to the masks. The pin is connected to the
oxygen mask via a flexible cord. When the
oxygen mask is pulled down for use, the
cord pulls the pin out of the lanyard valve.
The lanyard valve pin must be manually
reinserted into the valve in order to stop
the flow of oxygen when the mask is no
longer needed.
Figure 17-2. Crew Oxygen Masks
Figure 17-3. Passenger Masks
First-Aid Oxygen Mask
Whenever the primary oxygen supply line
is charged (PULL ON SYSTEM READY
control knob pulled), oxygen is available to
the first-aid mask in the toilet compart-
ment in the aft fuselage (Figure 17-4). A
manual ON/OFF valve in the overhead
container box releases oxygen to the mask.
CONTROLS AND INDICATORS
The crew has two controls for the oxygen
system. One arms the system. The second
one is an override handle to ensure passen-
ger masks deploy.
PULL-ON Handle
The PULL ON- SYSTEM READY handle
on the left side of the center pedestal arms
t he oxygen syst em (Fi gure 17- 5). The
handle operates a cable that opens and
closes the shutoff valve at the oxygen supply
cylinder. When the handle is pushed in,
oxygen is unavailable in the aircraft.
When the handle is pulled out, the primary
oxygen supply line is charged with oxygen
as long as the cylinder is not empty.
Pull the handle out prior to engine starting
to ensure oxygen is immediately available
any time it is needed.
Passenger Handle
A PASSENGER MANUAL DROP OUT
push-pull control handle is on the right
si de of the center pedestal . Thi s i s an
override handle that manually opens the
passenger oxygen shutoff valve. This action
pressurizes the passenger oxygen system
whenever the primary oxygen supply line
is armed.
Electrical power is not required for the
manual system to operate.
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Figure 17-4. First-Air Oxygen Mask
Annunciators
An oxygen pressure switch at the passenger
system shutoff valve senses pressure in the
pri mary oxygen suppl y l i ne. When the
system is not armed and there is no pressure
in the primary oxygen supply line, the switch
illuminates the amber OXY NOT ARMED
annunciator (Figure 17-6). If sufficient
pressure i s i n the l i ne, the OXY NOT
ARMED annunciator extinguishes.
A second oxygen pressure switch is in the
ceiling in the aft passenger compartment.
Oxygen pressure activates the switch, which
then illuminates the PASS OXYGEN ON
annunciator. This advises the crew that the
masks are deployed and oxygen is available
to the passengers.
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Figure 17-5. Oxygen System Controls
Figure 17-6. Oxygen System Annunciators
Pressure Gauges
The oxygen system has two pressure gauges:
one on the copilot right subpanel and one
adjacent to the filler valve to check system
pressure while servicing (Figure 17-7). Refer
to Servicing section.
OPERATION
If decompression at altitude occurs, the
body s pri mary need i s f or oxygen t o
prevent hypoxia. Hypoxia is a lack of the
oxygen needed to keep the brain and other
body tissues functioning properly.
Early symptoms such as an increased sense
of well-being quickly give way to slow
reactions, impaired thinking ability, unusual
fatigue, and a dull headache. The crew,
therefore, must act quickly to don oxygen
masks and provide oxygen to the passen-
gers before the onset of hypoxia.
The PULL ON SYSTEM READY control
in the crew compartment must be on to
supply oxygen to the crew and passengers.
Oxygen then flows from the cylinder bottle
through the plumbing to the various outlets
(Figure 17-8).
Passenger Autodeployment
The barometric pressure switch (sensor)
in the upper sidewall forward of the right
emergency exit automatically deploys the
pas s enger oxygen mas ks when cabi n
altitude reaches 12,500 feet.
When activated, oxygen pressure is released
to the container boxes. A plunger extends
to open the doors and drop the masks. The
oxygen valve lanyard pin must be pulled for
oxygen to flow to each mask.
When oxygen flows into the passenger
oxygen system supply line, a pressure switch
illuminates the green PASS OXYGEN ON
annunciator. This switch also causes the
cabin indirect lights to illuminate bright
regardl es s of t he CABI N LI GHTS
BRIGHT-DIM-OFF switch position. In
addition, the NO SMOKING and FASTEN
SEAT BELT s i gns i l l umi nat e and a
chime sounds.
When the cabin descends below 12,500 feet
or electrical power is removed from the
circuit, the shutoff valve closes to terminate
oxygen flow to the passenger masks. When
the masks are no longer required, reinsert-
ing the lanyard pin stops the flow of oxygen.
The OXY CONTROL ci rcui t breaker
on t he copi l ot CB panel power s t he
automatic sensor.
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Figure 17-7. Pressure Gauge
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FORWARD PRESSURE BULKHEAD
TO COCKPIT
OXYGEN
PRESSURE
GAGE
DILUTER DEMAND
CREW MASK
OXYGEN PRESSURE
SENSE SWITCH
PASSENGER SINGLE
MASK OUTLET
FIRST AID OXYGEN MASK STOWED
IN MANUALLY OPERATED BOX
CONTROL CABLE
PRESSURE REGULATOR
AND SHUTOFF VALVE
COMPOSITE
OXYGEN
CYLINDER
HIGH PRESSURE
OVERBOARD RELIEF
AFT PRESSURE
BULKHEAD
OXYGEN MASK
CONTAINER, LINES AND
OUTLET FOR FOLD-UP SEATS
PASSENGER 2 MASK OUTLET
(TYPICAL 5 PLACES)
TO ANNUNCIATOR
PASS OXYGEN ON
PASSENGER MANUAL
OVERRIDE SHUTOFF
VALVE
SOLENOID
OFF
ON
BAROMETRIC
PRESSURE
SWITCH
CONTROL
CABLE
CREW MASK
LEGEND
HIGH PRESSURE LINE
LOW PRESSURE LINE
OXYGEN CYLINDER
Figure 17-8. Oxygen System Schematic
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Manual Deployment
If the barometric pressure switch malfunc-
ti ons, the pi l ot may manual l y arm the
system by pulling out on the PASSENGER
MANUAL DROP OUT handle.
Crew Only Usage
To shut off passenger oxygen and isolate the
remaining oxygen to the crew and first-aid
out l et s, pus h i n t he PASSENGER
MANUAL DROP OUT handle. Then pull
the OXY CONTROL circuit breaker in the
ENVIRONMENTAL group on the copilot
CB panel.
OXYGEN DURATION
TIME OF USEFUL
CONSCIOUSNESS
The Time of Useful Consciousness (Table
17-1) shows the average time of useful
consciousness available at various altitudes.
This is the time from the onset of hypoxia
unt i l l os s of ef f ect i ve per f or mance.
Individual reactions may differ from those
shown in the table.
Using the Emergency Descent procedure
i n t he POH can mi ni mi ze t he eff ect s
of hypoxia.
Preflight Requirement
It is a preflight requirement to check the
oxygen available for the crew and passen-
gers to ensure it is sufficient for descent to
12,500 feet or until loss of pressure in the
aircraft can be corrected and cabin altitude
pressure restored. Ful l oxygen system
pressure is 1,800 50 psi at 21C.
For al l oxygen durati on computati ons,
count each diluter-demand crew mask in
use in the 100% mode as two people. For
example, to compute oxygen duration for
four passengers and two crewmembers,
consider it as eight people using oxygen.
In order to determine if sufficient oxygen
is available:
1. Note pressure on oxygen pressure
gauge
2. Use Oxygen Available with a Partially
Full Bottle graph (Figure 17-9) to find
the percent of usable capacity
3. To obtain duration in minutes, find
durat i on f or a f ul l bott l e f or t he
number of persons aboard from the
Oxygen Duration chart (Figure 17-10)
TIME OF USEFUL CONSCIOUSNESS
ALTITUDE
35,000 FEET
30,000 FEET
28,000 FEET
25,000 FEET
22,000 FEET
12 TO 18,000 FEET
1/2 TO 1 MINUTE
1 TO 2 MINUTES
2 1/2 TO 3 MINUTES
3 TO 5 MINUTES
5 TO 10 MINUTES
30 MINUTES OR MORE
TIME
Table 17-1. TIME OF USEFUL
CONSCIOUSNESS
Figure 17-9. Oxygen Duration with
Partially Full Bottle
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4. Multiply full bottle duration by the
percent of usable capacity
Thi s i s t he avai l abl e oxygen durat i on
in minutes.
SERVICING
Refer to the manufactuters Pilot Operating
Handbook and Maintenance Manual prior
to purging or servicing the oxygen system.
Service the system through the filler valve.
Remove the access plate on the right side
of the aft fuselage. A pressure gauge is
adjacent to the filler valve to check system
pressure during filling (Figure 17-11).
Remove the protective cap from the filler
valve. Attach the hose from an oxygen
recharging unit. Make sure that both the
aircraft oxygen system and the servicing
equipment are properly grounded before
servicing the system.
Figure 17-10. Oxygen Duration
Figure 17-11. Oxygen Fill Valve and Gauge
To prevent overheating, fill the
oxygen system slowly by adjusting
t he rechargi ng rat e wi t h t he
pressure regulating valve on the
rechargi ng uni t . Al l oxygen
cylinders should be filled to 1,800
psi at a temperature of 21C. This
pressure may be i ncreased an
additional 3.5 psi for each degree
above 21C; similarly, for each
degree below 21C, reduce the
pressure for the cylinder by 3.5
psi. When the oxygen system is
properly charged, disconnect the
filler hose from the filler valve,
and replace the protective cap.
When s er vi ci ng, purgi ng, or
replacing the oxygen cylinder, if it
becomes necessary to disconnect
a fitting, the threads of the fitting
should be wrapped with MIL-T-
27730 anti -sei ze tape pri or to
being reconnected to the system.
The following precautions should
be observed when purgi ng or
servicing the oxygen system:
Avoid any operation that could create
sparks. Keep all burning cigarettes or
fire away from the vicinity of the
aircraft when the outlets are in use.
Inspect t he f i l l er connect i on f or
cleanliness before attaching it to the
filler valve.
Make sure that your hands, tools, and
clothing are clean, particularly of
grease or oil stains, for these contam-
inants are extremely dangerous in the
vicinity of oxygen.
As a further precaution against fire,
open and cl ose al l oxygen val ves
slowly during filling.
Use onl y Avi at ors Breat hi ng
Oxygen (MIL-0-27210) for servic-
ing the oxygen system. Do not use
oxygen i nt ended f or medi cal
purposes or such industrial uses as
welding. Such oxygen may contain
excessi ve moi st ure t hat coul d
freeze in the valves and lines of the
oxygen system.
PURGING
Purge t he oxygen s ys t em t o remove
offensive odors. The system should also be
purged any time system pressure drops
below 50 psi or lines are left open.
To accomplish purging, connect a recharg-
ing unit into the system. Permit oxygen to
flow through the lines and outlets until any
offensive odors have been carried away.
If any offensive odor lingers, continue
purging the system for an additional hour.
If such odors still remain, replace the supply
cyl i nder. Af t er t he s ys t em has been
adequately purged, return it to its normal
operation position, and service the system.
CYLINDER RETESTING
Oxygen cylinders are of two types: 3HT or
3A/3AA.
Lightweight cylinders marked 3HT on the
side plate must be hydrostatically tested
every three years. The test date is on the
cylinder. The bottle has a service life of
4,380 pressurizations or 24 years, whichever
occurs first. It then must be discarded.
Regular weight cylinders are stamped 3A
or 3AA. They must be hydrostati cal l y
tested every five years. Service life on these
cyl i nders i s not l i mi t ed. Ref er t o t he
manufacturers maintenance manual for
more details.
CAUTION WARNING
WARNING
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1. Deployment of the passenger oxygen
masks is indicated by illumination of
the _________ annunciator.
A. Red [PASS OXYGEN ON] warning
B. Red [CABIN ALT HI] warning
C. Amber [CABIN OXYGEN ON]
caution
D. Whi t e [ PASS OXYGEN ON]
system status
2. Manual deployment of the passenger
oxygen masks is available by _______
the control handle on the _______ side
of the center console.
A. Pulling out; left
B. Pulling out; right
C. Pushing in; left
D. Pushing in; right
3. The amber [ OXY NOT ARMED]
caution annunciator illuminates when
the:
A. Main oxygen system is not armed.
B. Crew oxygen system is not armed.
C. Passenger oxygen system is being
used.
D. Crew oxygen system is being used.
4. Crew oxygen is provided by a _________
oxygen mask.
A. Constant-flow
B. Pressure-demand
C. Constant-flow quick-donning
D. Diluter-demand quick-donning
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CHAPTER 19
MANEUVERS AND PROCEDURES
CONTENTS
INTRODUCTION............................................................................................................. 19-1
GENERAL......................................................................................................................... 19-1
MANEUVERS................................................................................................................... 19-2
One Engine Inoperative............................................................................................. 19-2
Stalls.............................................................................................................................. 19-3
Flutter ........................................................................................................................... 19-4
Turbulent Weather ...................................................................................................... 19-4
Windshear .................................................................................................................... 19-5
Flight in Icing Conditions .......................................................................................... 19-5
Wake Turbulence......................................................................................................... 19-6
Takeoff and Landing Conditions .............................................................................. 19-6
FLIGHT PROFILES......................................................................................................... 19-6
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ILLUSTRATIONS
Figure Title Page
19-1 Normal Takeoff and Departure......................................................................... 19-7
19-2 Engine Loss at or above V
1
............................................................................... 19-8
19-3 Rejected Takeoff.................................................................................................. 19-9
19-4 Approach to StallLanding Configuration Model 350............................... 19-10
19-5 Approach to StallEn Route Configuration ............................................... 19-11
19-6 Approach to StallTakeoff Configuration ................................................... 19-12
19-7 Approach to StallApproach Configuration............................................... 19-13
19-8 Visual Approach and Landing......................................................................... 19-14
19-9 Visual ApproachNo Flaps............................................................................ 19-15
19-10 One Engine InoperativeVisual Approach and Landing .......................... 19-16
19-11 ILS Approach .................................................................................................... 19-17
19-12 Nonprecision Approach ................................................................................... 19-18
19-13 Circling ............................................................................................................... 19-19
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INTRODUCTION
The crew must be thoroughly familiar with all information published by the
manufacturer about the aircraft. In additional to maintenance inspections and
preflight information required by federal regulations, a complete, careful preflight
inspection is imperative before each flight.
GENERAL
Maintain center of gravity (CG) within the
approved envelope throughout the planned
flight. Ensure the aircraft is loaded so it
does not exceed weight and CG limitations.
Refer to the manufacturers Pilot Operating
Handbook (POH) and Ai rpl ane Fl i ght
Manual (AFM).
In addition to maintaining the altitude
appropriate for the direction of flight,
pilots flying VFR at night should maintain
a safe minimum altitude as dictated by
terrain, obstacles such as TV towers, or
communi ti es i n the area. Thi s appl i es
especially in mountainous terrain where
there is usually very little ground reference.
CHAPTER 19
MANEUVERS AND PROCEDURES
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Minimum clearance is 2,000 feet above the
highest obstacle enroute. Do not depend on
the ability to see obstacles in time to miss
them. Flight on dark nights over sparsely
populated country can be the same as IFR.
During normal two-engine operations,
always fly the published takeoff speeds on
initial climb out. Then accelerate to your
crui se cl i mb ai rspeed af t er you have
obtained a safe altitude. Use cruise climb
airspeed to give you increased in-flight
visibility and better fuel economy.
MANEUVERS
ONE ENGINE INOPERATIVE
Safe flight with one engine out requires an
understanding of basic aerodynamics and
proficiency in engine-out procedures.
Climb Performance
Loss of power from one engine affects both
climb performance and controllability.
Climb performance depends on an excess
of power normally required for level flight.
With twin engine aircraft and one engine
inoperative, power loss is even more than
50%. Climb performance is reduced by at
least 80%. Consult charts in the manufac-
turers POH and the FAA-approved AFM
for confirmation.
Single-engine climb performance depends
on four factors:
AirspeedToo little or too much
decreases climb performance
DragGear, flaps, and windmilling
prop
PowerAmount available in excess
of that needed for level flight
WeightPassengers, baggage, and
fuel load
Asymmetric Thrust
Loss of one engine creates yaw because of
the asymmetric thrust. To compensate,
balance yaw forces with the rudder.
With only a single engine, airflow over the
wing is also reduced. Yaw also affects the
lift distribution over the wing. This causes
a rol l t oward t he i noperat i ve engi ne.
Balance these forces by banking slightly
(up to 5) into the operating engine.
Airspeed
Airspeed is the key to safe single-engine
operat i ons. At f i r s t i ndi cat i on of an
engine failure during climb out or while
on approach, establ i sh V
YSE
or V
XSE
,
whichever is appropriate.
V
MCA
V
MCA
, t he ai r s peed bel ow whi ch
directional control cannot be maintained,
i s desi gnated by the red radi al on the
airspeed indicator. Adhering to the practice
of never flying at or below the published
V
MCA
vi r t ual l y el i mi nat es l os s of
directional control issues.
V
YSE
V
YSE
, the airspeed that gives the best single
engine rate of climb with an engine out, is
desi gnat ed by t he bl ue radi al on t he
ai rspeed i ndi cator. V
YSE
del i vers the
greatest gain in altitude in the shortest
possible time.
It is based on the following criteria:
Cr i t i cal engi ne i noperat i ve; i t s
propeller in minimum drag position
Operating engine at not more than
maximum continuous power
Landing gear retracted
Wing flaps in most favorable (i.e.,
best lift-drag ratio) position
Ai rcraf t f l own at recommended
bank angle
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Drag caused by a windmilling propeller,
extended l andi ng gear, or fl aps i n the
l andi ng posi ti on severel y degrades or
destroys single-engine climb performance.
Since climb performance varies widely with
weight, temperature, altitude, and aircraft
configuration, the climb gradient (altitude
gain or loss per mile) may be marginal or
even negative under some conditions. Study
the POHand AFMto know what perform-
ance to expect.
V
XSE
V
XSE
, the airspeed that gives the steepest
angle of climb with an engine out, is only
for clearing obstructions during initial
climbout. It gives the greatest altitude gain
per unit of horizontal distance. It requires
more rudder control input than V
YSE
.
Single Engine Service Ceiling
The single engine service ceiling is the
maximum altitude at which the aircraft
climbs at a rate of at least 50 feet per minute
in smooth air. Use the single-engine service
ceiling graph during flight planning to
determine whether the aircraft, as loaded,
can maintain the minimum enroute altitude
(MEA) if IFR, or terrain clearance if VFR,
following an engine failure.
Single Engine Procedures
Know and follow to the letter the single-
engine emergency procedures specified in
your POH and AFM. All the procedures
have the same basic fundamental steps:
1. Mai nt ai n ai rcraf t cont rol and
airspeed at all times.
2. Normally apply 100% torque to the
operating engine. If the engine failure
occur s at a s peed bel ow V
MCA
,
however, or during cruise or a steep
turn, the crew may elect to use only
enough power to mai ntai n a safe
speed and al ti tude. If the fai l ure
occurs on final approach, use power
only as necessary to complete the
landing.
3. Reduce drag to an absolute minimum.
4. Secure failed engine and related sub-
systems.
The first three steps are completed from
memory wi thout consul ti ng the POH.
Consult the checklist for step 4 and beyond.
The aircraft must be banked about 5 into
the operating engine with the slipskid ball
slightly out of center toward the operating
engine to achieve rated performance.
Be sure to identify the inoperative engine
positively before securing it. Verify with
cautious throttle movement.
STALLS
The s t al l war ni ng s ys t em mus t be
operational at all times. This is especially
important in all high performance multi-
engine aircraft during engineout practice or
stall demonstrations.
The single-engine stall speed of a twin-engine
aircraft is generally slightly below the power
off (engines idle) stall speed for a given
weight condition. Single-engine stalls in
multi-engine aircraft are not recommended.
Do not attempt V
MCA
demonstrations
when altitude and temperature are such
that the engine-out minimum control speed
i s known or di scovered to be cl ose to
stalling speed. Loss of directional or lateral
control just as a stall occurs is potentially
hazardous.
Low altitude stalls have not been approved
by the Department of Transportation.
Spins
A major cause of fatal accidents in general
aviation aircraft is a spin. Stall demonstra-
tions and practice are a means for a pilot
to acquire the skills to recognize when a
stall is about to occur and to recover as
soon as the first signs are evident. If a stall
does not occur, a spin cannot occur.
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The King Air 350 has not been tested for
spin recovery characteristics. Intentional
spins are prohibited.
If application of stall recovery controls is
delayed, a rapid rolling and yawing motion
may develop even against full aileron and
r udder . Thi s r es ul t s i n t he ai r c r af t
becoming inverted during the onset of a
spi nni ng moti on. The l onger the pi l ot
delays before taking corrective action, the
more difficult recovery becomes.
Always remember that extra alertness and
good pilot techniques are required for slow
flight maneuvers, including the practice or
demonstration of stalls or V
MCA
. Ensure
that the CG is as far forward as possible.
Forward CG ai ds st al l recovery, spi n
avoidance, and spin recovery. An aft CG
can create a tendency for a spin to flatten
out. This delays recovery.
FLUTTER
Flutter is a phenomenon that can occur
when an aerodynami c surf ace begi ns
vi brat i ng. The energy t o s us t ai n t he
vibration is derived from airflow over the
surface. The amplitude of the vibration can
decrease if airspeed is reduced, remain
constant if airspeed is held constant with
no failures, or increase to the point of self-
destruction, especially if airspeed is high
and/or is allowed to increase.
Flutter can lead to an in-flight break up of the
aircraft. Aircraft are designed so flutter does
not occur in the normal operating envelope
as long as the aircraft is properly maintained.
Decreasing the damping and stiffness of
the structure or increasing the trailing edge
weight of control surfaces tends to cause
flutter. If a combination of those factors is
sufficient, flutter can occur within the
normal operating envelope.
A t horough pref l i ght i ns pect i on can
eliminate things that might cause flutter.
Improper tension on control cables or any
other loose condition in the flight control
system can cause or contribute to flutter.
Pay particular attention to control surface
attachment hardware including tab pushrod
attachment. Rectify any looseness of fixed
surfaces or movement of control surfaces
other than in the normal direction of travel.
Control surface drain holes must be open to
prevent freezing of accumulated moisture.
This also could create an increased trailing
edge heavy control surface and flutter.
If excessive vibration, particularly in the
cont rol col umn and rudder pedal s, i s
encountered in flight, this could be the onset
of flutter.
Immediately reduce airspeed; lower
landing gear if necessary
Restrain controls of the aircraft until
vibration ceases
Fly at reduced airspeed; land at the
nearest suitable airport.
Have aircraft thoroughly inspected
TURBULENT WEATHER
A complete and current weather briefing
is a requirement for a safe trip. Updating
of weather information enroute is also
essential. Plan the flight to avoid areas of
reported severe turbulence.
Regard thunderstorms, squall lines, and
violent turbulence as extremely danger-
ous and avoid. Thunderstorms also pose
the possibility of a lightning strike. A roll
cloud ahead of a squall line or thunder-
s t or m i s vi s i bl e evi dence of vi ol ent
turbulence. The absence of a roll cloud,
however, shoul d not be i nterpreted as
turbulence free.
It is not always possible to detect individ-
ual storm areas or find the in-between clear
areas. I f t ur bul ence i s unexpect edl y
encountered, note the following.
Proper airspeed answers two basic problems
when flying through turbulent air.
19-5
FOR TRAINING PURPOSES ONLY
KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL
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If the crew maintains an excessive airspeed,
structural damage or failure may occur. If
the airspeed is too low, a stall could occur.
Reduce speed to the turbulent air penetra-
tion speed or to maneuvering speed in the
limitations of the POH and AFM. These
speeds present t he best assurance of
avoiding excessive stress loads and provid-
ing the proper margin against inadvertent
stalls due to gusts.
Beware of over controlling in an attempt to
correct for changes in attitude. Applying
control pressure abruptly builds up G-forces
rapidly. This could cause structural damage
or even failure. Watch angle of bank. Make
turns as wide and shallow as possible.
Be equally cautious in applying forward
or back pressure to keep the aircraft level.
Maintain straight and level attitude in
either up or down drafts. Use trim sparingly
to avoid being grossly out of trim as the
vertical air columns change velocity and
di rect i on. Lower t he l andi ng gear, i f
necessary, to avoid excessive airspeeds.
WINDSHEAR
Windshears are rapid, localized changes in
wind direction. They can occur vertically or
horizontally. Windshear is very dangerous,
particularly on approach to landing when
airspeeds are slow.
A horizontal wind shear is a sudden change
in wind direction or speed that can transform
a headwind into a tailwind. This produces a
sudden decrease in airspeed because of the
inertia of the aircraft. A vertical wind shear
i s a sudden updraf t or downdraf t .
Microbursts are intense, highly localized
severe downdrafts.
The prediction of windshear is far from an
exact science. Monitor airspeed carefully
when fl yi ng i n storms, parti cul arl y on
approach. Be mentally prepared to add
power and go around at the first indication
of encountering a windshear.
FLIGHT IN ICING CONDITIONS
Carefully review the POH and AFM to
ascertain the required operable equipment for
fl i ght i n i ci ng condi ti ons. In addi ti on,
understand the limits of approval or certifi-
cation for the aircraft for flight in icing
conditions. Observe procedures in the POH
and AFM for operation in icing conditions.
Activate deice and anti-icing systems before
entering an area of moisture where the aircraft
is likely to go through a freezing level.
When icing is detected, the pilot must
immediately divert by flying out of the area
of visible moisture or go to an altitude
where icing is not encountered. Maintain
the minimum speed for operation in icing
conditions. If airspeed deteriorates below
this minimum, the angle of attack increases
to the point where ice may build up on the
under s i de of t he wi ngs af t of areas
protected by deicing/anti-icing equipment.
Ice build up and its extent in unprotected
areas may not be directly observable from
the cockpit.
As ice accumulates on the aircraft, distortion
of the wing airfoil increases drag and reduces
lift. Stalling speeds increase. In addition, stall
warning devices are not accurate and cannot
be relied upon in icing conditions.
The pilot must remain sensitive to any
indication such as observed ice accumula-
tion, loss of airspeed, need for increased
power, reduced rate of climb, or sluggish
response t hat i ce i s accumul at i ng on
unprotected surfaces.
In icing conditions, disengage the autopilot
at an altitude sufficient to permit the pilot to
gain the feel of the aircraft prior to landing.
The most important ingredients to safe
flight in icing conditions are a complete
and current weather briefing, sound pilot
judgment, close attention to rate and type
of ice accumulations, and knowledge that
severe icing is beyond the capability of
modern aircraft. React promptly.
WAKE TURBULENCE
Every aircraft generates wake turbulence
while in flight. Part of this is from the
propeller or jet engine and part is from the
wing tip vortices. The larger and heavier the
ai rcraf t , t he more pronounced and
turbulent the wake is. In tests, vortex veloci-
ties of 133 knots have been recorded.
Encountering the rolling effect of wing tip
vortices within two minutes after passage
of large aircraft is extremely hazardous to
small aircraft. The roll effect can exceed the
maximum counter roll obtainable in a small
aircraft. Turbulent areas may remain for
three minutes or more.
Pl an t o f l y s l i ght l y above and t o t he
windward side of other aircraft. There is no
set rul e to fol l ow because of the wi de
variety of conditions that can exist. For a
thorough discussion of this, consult the
Airmans Information Manual and Advisory
Circular 90-23, Aircraft Wake Turbulences.
TAKEOFF AND LANDING
CONDITIONS
The landing gear should remain extended
for approximately 10 seconds longer than
normal when taking off on runways covered
with water or freezing slush. This allows
t he wheel s t o spi n and di ssi pat e t he
freezing moisture.
Cycle the landing gear up, then down. Wait
approximately five seconds and then retract
again. Ensure the entire operation occurs
below the maximum landing gear operat-
ing airspeed.
Exercise caution when taking off or landing
during gusty wind conditions. Be aware of
the speci al wi nd condi ti ons caused by
buildings or other obstructions near the
runway in a crosswind pattern.
FLIGHT PROFILES
Speci fi c fl i ght profi l es are graphi cal l y
depicted on the following pages (Figure
19-1 through 19-13).
19-6
FOR TRAINING PURPOSES ONLY
KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL
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19-7
FOR TRAINING PURPOSES ONLY
KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL
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BEFORE TAKEOFF
V
YSE
OR ABOVE
CLIMB-OUT
1. CHECKLISTCOMPLETED
2. TAKEOFF BRIEFINGCOMPLETED
3. CONFIRM V
1,
V
R,
AND V
2
IN POSITION
1. BRAKESHOLD
2. SET STATIC TAKEOFF
POWER
3. PROP RPM1,700
4. AUTOFEATHER
ANNUNCIATORSON
5. BRAKESRELEASE
TAKEOFF ROLL
1. OBSERVE TORQUE
AND ITT LIMITS
TAKEOFF
1. ROTATE AT V
R
TO APPROX.
10 NOSE UP
2. ESTABLISH POSITIVE RATE
OF CLIMB
3. LANDING GEARUP
4. LANDING/TAXI LIGHTSOFF
5. AIRSPEEDV
35
UNTIL
CLEAR OF OBSTACLES
1. FLAPSUP
2. YAW DAMPON
3. CLIMB POWERSET
1. ACCELERATE TO 170 KIAS
2. COMPLETE CLIMB CHECKLIST
1. 170 KIAS TO 10,000'
2. 160 KIAS 10,000' - 15,000'
3. 150 KIAS 15,000' - 20,000'
4. 140 KIAS 20,000' - 25,000'
5. 130 KIAS 25,000' - 30,000'
6. 120 KIAS 30,000' - 35,000'
AREA DEPARTURE /
CLIMB PROFILE
1. ACCELERATE TO CRUISE SPEED
2. SET CRUISE POWER
3. COMPLETE CRUISE CHECKLIST
CRUISE
Figure 19-1. Normal Takeoff and Departure
19-8
FOR TRAINING PURPOSES ONLY
KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL
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ENGINE LOSS
TAKEOFF
CLIMB
400' AGL (CLEAR OF OBSTACLES)
BEFORE TAKEOFF
1. FOLLOW NORMAL TAKEOFF
PROCEDURES UNTIL AT OR
ABOVE V
1
1. MAINTAIN RUNWAY HEADING
V
2
1. CHECK MAX POWER (100% / 820)
2. AIRSPEED AT V
2
3. VERIFY PROP FEATHERED
1,500' AGL
1. V
YSE
(BLUE LINE)
2. APPROX. 9 - 10 PITCH
1. REDUCE PITCH TO 5 PITCH TO
ACCELERATE TO V
YSE
(BLUE LINE)
2. V
2
+ 9 KTFLAPS UP
NOTE:
DO NOT RETARD FAILED ENGINE
POWER LEVER UNTIL THE AUTO-
FEATHER SYSTEM HAS COMPLETELY
STOPPED PROPELLER ROTATION.
NOTE:
IT MAY BE NECESSARY TO BANK AS MUCH AS
5 INTO THE GOOD ENGINE TO MAINTAIN
RUNWAY HEADING. IT MAY REQUIRE ALMOST FULL
RUDDER ON THE SIDE OF THE GOOD ENGINE
TO KEEP THE BALL SLIGHTLY OFF CENTER.
1. ROTATE AT V
R
TO APPROX.
10 NOSE UP
2. ESTABLISH POSITIVE RATE
OF CLIMB
3. LANDING GEARUP
1. COMPLETE ENGINE FAILURE
CHECKLIST CLEAN-UP ITEMS
2. LAND AS SOON AS PRACTICAL
Figure 19-2. Engine Loss at or above V
1
19-9
FOR TRAINING PURPOSES ONLY
KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL
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BEFORE TAKEOFF
CLEAR OF RUNWAY
1. FOLLOW NORMAL TAKEOFF
PROCEDURES UNTIL INITIATING
ABORT AT OR BELOW V
1
EMERGENCY OR MALFUNCTION
AT OR BELOW V
1
1. RECOGNIZE REASON FOR
REJECTING TAKEOFF
2. POWER LEVERSGROUND FINE
3. BRAKINGAS NECESSARY
4. MAINTAIN RUNWAY HEADING
1. COMPLETE AFTER LANDING
CHECKLIST
NOTE:
IF REJECTED TAKEOFF IS DUE TO REASONS
OTHER THAN ONE ENGINE POWER LOSS,
REVERSE IS MOST EFFECTIVE AT HIGH SPEEDS;
BRAKING IS MOST EFFECTIVE AT LOW SPEEDS
WARNING
DO NOT USE REVERSE THRUST WITH ONE
ENGINE INOPERATIVE. CARE MUST BE
EXERCISED WHEN USING SINGLE-ENGINE
GROUND FINE ON SURFACES WITH
REDUCED TRACTION.
Figure 19-3. Rejected Takeoff
19-10
FOR TRAINING PURPOSES ONLY
KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL
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BEGINNING OF MANEUVER
STALL AND RECOVERY
HORN OR BUFFET
COMPLETION OF MANEUVER
1. TORQUE30%
2. MAINTAIN 500' AGL
3. FLAPSAPPROACH
4. GEARDOWN
5. PROPELLERS1,700 RPM
6. FLAPSDOWN
7. TORQUEREDUCE TO 15%
8. MAINTAIN 500' AGL, LEVEL
TURN TO FINAL
9. MAINTAIN 15% TORQUE
AT FIRST SIGN OF IMPENDING STALL:
1. SIMULTANEOUSLY SET MAXIMUM
POWER, ADJUST PITCH ATTITUDE
TO 7 (GA), AND ROLL WINGS LEVEL
2. ACCELERATE TO V
REF
+ 10 KT
FLAPS APPROACH
3. POSITIVE RATEGEAR UP
4. ACCELERATE TO 125 KIASFLAPS UP
5. MAINTAIN HEADING AND CLIMB TO
PATTERN ALTITUDE OF 1,500' AGL
COMPLETION:
1. LEVEL AT 1,500' AGL
2. ACCELERATE TO 140 KIAS
VMC CONDITIONS500' AGLBASE LEG (SIMULATOR TRAINING ONLY)
NOTES:
1. DECREASE SPEED APPROXIMATELY 1 KT PER SECOND
2. PITCH ATTITUDE PRIOR TO STALL MAY BE APPROXIMATELY 12 NOSE UP
3. HORN SHOULD SOUND APPROXIMATELY 10 KTS ABOVE STALL SPEED
Figure 19-4. Approach to StallLanding Configuration Model 350
19-11
FOR TRAINING PURPOSES ONLY
KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL
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BEGINNING OF MANEUVER APPROACH AND RECOVERY COMPLETION OF MANEUVER
HORN
OR BUFFET
INITIAL CONDITION:
1. YAW DAMPAS REQUIRED
2. PROPELLERS1,500 RPM
3. TORQUE10%
4. MAINTAIN INITIAL HEADING
5. MAINTAIN INITIAL ALTITUDE
AT FIRST SIGN OF IMPENDING STALL:
1. SIMULTANEOUSLY ADVANCE
POWER TO MAXIMUM AND
ADJUST PITCH ATTITUDE TO
MAINTAIN ALTITUDE
2. AS AIRSPEED INCREASES,
REDUCE PITCH ATTITUDE TO
MAINTAIN ALTITUDE
COMPLETION:
1. AT 140 KIASRESET CRUISE
POWER
2. MAINTAIN ASSIGNED ALTITUDE
NOTES:
1. DECREASE SPEED APPROXIMATELY 1 KT PER SECOND
2. PITCH ATTITUDE PRIOR TO STALL MAY BE APPROXIMATELY 12 NOSE UP
3. HORN SHOULD SOUND APPROXIMATELY 10 KTS ABOVE STALL SPEED
Figure 19-5. Approach to StallEn Route Configuration
19-12
FOR TRAINING PURPOSES ONLY
KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL
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BEGINNING OF MANEUVER STALL AND RECOVERY COMPLETION OF MANEUVER
INITIAL CONDITION:
1. YAW DAMPER REQUIRED
2. PROPELLERS1,700 RPM
3. TORQUE10%
4. MAINTAIN INITIAL HEADING
5. MAINTAIN INITIAL ALTITUDE
6. FLAPSAPPROACH
(BELOW TRIANGLE)
7. AT 110 KIAS OR LESS,
SIMULTANEOUSLY SET THE
TORQUE TO 50% (SIMULATED
100% TORQUE), ESTABLISH
A BANK ANGLE OF 20 (NO
MORE THAN 30), RAISE THE
NOSE, AND CLIMB
8. THIS MANEUVER MAY BE
PERFORMED WHILE
MAINTAINING A 15 - 30
ANGLE OF BANK OR
WHILE MAINTAINING A
HEADING
RECOVERY AT HORN OR BUFFET:
1. SIMULTANEOUSLY ROLL THE WINGS
LEVEL AND REDUCE THE PITCH
ATTITUDE, AS NECESSARY, TO STOP
THE STALL WARNING (APPROX. 10)
2. MAINTAIN ALTITUDE AND ALLOW
AIRSPEED TO INCREASE
3. FLAPSUP AT OR ABOVE VYSE
(BLUE LINE)
COMPLETION:
1. RESET CRUISE POWER
2. MAINTAIN ALTITUDE/HEADING,
OR AS DIRECTED
NOTES:
1. DECREASE SPEED APPROXIMATELY 1 KT PER SECOND
2. PITCH ATTITUDE PRIOR TO STALL MAY BE APPROXIMATELY 20 NOSE UP
3. HORN SHOULD SOUND APPROXIMATELY 10 KTS ABOVE STALL SPEED
HORN
OR BUFFET
Figure 19-6. Approach to StallTakeoff Configuration
19-13
FOR TRAINING PURPOSES ONLY
KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL
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BEGINNING OF MANEUVER
STALL AND RECOVERY
HORN OR BUFFET
COMPLETION OF MANEUVER
1. TORQUE30% - 40%
2. MAINTAIN 1,500' AGL
3. FLAPSAPPROACH
4. GEARDOWN
5. PROPELLERS1,700 RPM
6. TORQUEREDUCE TO 15%
7. DESCEND TO 1,000' AGL
8. LEVEL AT 1,000' AGL
9. MAINTAIN 15% TORQUE
AT FIRST SIGN OF IMPENDING STALL:
1. SIMULTANEOUSLY SET MAXIMUM
POWER AND ADJUST PITCH
ATTITUDE TO 7 (GA)
2. POSITIVE RATEGEAR UP
3. ACCELERATE TO 125 KIAS (BE-350) /
122 KIAS (BE-300)FLAPS UP
4. MAINTAIN HEADING AND CLIMB TO
PATTERN ALTITUDE OF 1,500' AGL
COMPLETION:
1. LEVEL AT 1,500' AGL
2. ACCELERATE TO 140 KIAS
IMC CONDITIONS1,500' AGL (SIMULATOR TRAINING ONLY)
NOTES:
1. DECREASE SPEED APPROXIMATELY 1 KT PER SECOND
2. PITCH ATTITUDE PRIOR TO STALL MAY BE APPROXIMATELY 20 NOSE UP
3. HORN SHOULD SOUND APPROXIMATELY 10 KTS ABOVE STALL SPEED
Figure 19-7. Approach to StallApproach Configuration
19-14
FOR TRAINING PURPOSES ONLY
KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL
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INITIAL
1. OBTAIN ATIS
2. DESCENT CHECKLIST
COMPLETE
ARRIVAL
1. TORQUEAPPROX. 30%
2. 150 - 175 KIAS (TYPICAL)
3. START BEFORE LANDING
CHECKLIST
DOWNWIND
1. FLAPSAPPROACH
2. 130 - 140 KIAS
ABEAM TOUCHDOWN POINT
1. GEARDOWN
2. BEFORE LANDING
CHECKLISTCOMPLETE
BASE
1. 130 KIAS (MIN REC)
FINAL
1. 130 - 140 KIAS (VYSE MIN)
WHEN LANDING ASSURED:
2. FLAPSDOWN
3. TRANSISTION TO VREF
4. YAW DAMPOFF
5. PROPSFULL FORWARD
LANDING
1. GROUND FINE OR REVERSE
2. BRAKESAS NECESSARY
THRESHOLD
1. GEARRECHECK
DOWN
2. AIRSPEEDVREF
3. POWERIDLE
REJECTED/BALKED LANDING
1. POWERMAXIMUM ALLOWABLE
2. PITCH10 NOSE UP
3. AIRSPEEDVREF
4. ESTABLISH NORMAL CLIMB
WHEN CLEAR OF OBSTACLES:
5. FLAPSAPPROACH AT OR
ABOVE V
REF
+10 KT
6. GEARUP (WHEN POSITIVE
CLIMB IS ESTABLISHED)
7. FLAPSUP AT OR ABOVE
VYSE (BLUE LINE)
CAUTION
TO ENSURE CONSTANT REVERSING CHARACTERISTICS,
THE PROPELLER CONTROL MUST BE IN FULL INCREASE
RPM POSITION.
NOTE:
REVERSE IS MOST EFFECTIVE AT HIGHER SPEEDS;
BRAKING IS MOST EFFECTIVE AT LOWER SPEEDS.
CAUTION
IF POSSIBLE, PROPELLERS SHOULD BE MOVED OUT OF
REVERSE AT APPROXIMATELY 40 KNOTS TO MINIMIZE
BLADE EROSION. CARE MUST BE EXERCISED WHEN
REVERSING ON RUNWAYS WITH LOOSE SAND, DUST,
OR SNOW ON THE SURFACE. FLYING GRAVEL WILL
DAMAGE PROPELLER BLADES, AND DUST OR SNOW
MAY IMPAIR THE PILOT'S VISIBILITY.
Figure 19-8. Visual Approach and Landing
19-15
FOR TRAINING PURPOSES ONLY
KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL
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INITIAL
1. OBTAIN ATIS
2. DESCENT CHECKLIST
COMPLETE
ARRIVAL
1. TORQUEAPPROX. 30%
2. 150 - 175 KIAS (TYPICAL)
DOWNWIND
1. FLAPSUP (INOPERATIVE)
2. AIRSPEED140 KIAS
3. START FLAPS UP LANDING
CHECKLIST
4. COMPUTE FLAPS UP APPROACH
SPEED AND LANDING DISTANCE
ABEAM TOUCHDOWN POINT
1. GEARDOWN
2. PROPSFULL FORWARD
3. FLAPS UP LANDING CHECKLIST
COMPLETE UP TO LANDING ASSURED
BASE
1. AIRSPEED140 KIAS
FINAL
1. AIRSPEED140 KIAS
WHEN LANDING ASSURED:
2. FLAPSUP
3. TRANSITION TO FLAPS UP
APPROACH SPEED
VREF + 20 KT
4. YAW DAMPOFF
5. PROPSCONFIRM FULL
FORWARD
LANDING
1. GROUND FINE OR REVERSE
2. BRAKESAS NECESSARY
THRESHOLD
1. GEARRECHECK DOWN
2. AIRSPEEDFLAPS UP APPROACH
SPEEDVREF + 20 KT
3. POWERIDLE
CAUTION
TO ENSURE CONSTANT REVERSING CHARACTERISTICS,
THE PROPELLER CONTROL MUST BE IN FULL INCREASE
RPM POSITION.
NOTE:
REVERSE IS MOST EFFECTIVE AT HIGHER SPEEDS;
BRAKING IS MOST EFFECTIVE AT LOWER SPEEDS.
CAUTION
IF POSSIBLE, PROPELLERS SHOULD BE MOVED OUT OF
REVERSE AT APPROXIMATELY 40 KNOTS TO MINIMIZE
BLADE EROSION. CARE MUST BE EXERCISED WHEN
REVERSING ON RUNWAYS WITH LOOSE SAND, DUST,
OR SNOW ON THE SURFACE. FLYING GRAVEL WILL
DAMAGE PROPELLER BLADES, AND DUST OR SNOW
MAY IMPAIR THE PILOT'S VISIBILITY.
NOTE:
FLAPS UP APPROACH SPEED IS V
REF
+ 20 KT
Figure 19-9. Visual ApproachNo Flaps
19-16
FOR TRAINING PURPOSES ONLY
KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL
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INITIAL
1. OBTAIN ATIS
2. DESCENT CHECKLISTCOMPLETE
ARRIVAL
1. TORQUEAPPROXIMATELY 80%
2. AIRSPEED150 - 175 KIAS (TYPICAL)
3. START ONE-ENGINE-INOPERATIVE
APPROACH AND LANDING CHECKLIST
DOWNWIND
1. FLAPSAPPROACH
2. AIRSPEED130 - 140 KIAS
ABEAM TOUCHDOWN POINT
1. GEARDOWN
2. PROPFULL FORWARD
BASE
1. AIRSPEEDV
REF
+ 15 KT
WHEN IT IS CERTAIN THERE IS
NO POSSIBILITY OF GO-AROUND:
2. FLAPSDOWN
3. AIRSPEEDVREF
4. YAW DAMPOFF
5. ONE-ENGINE-INOPERATIVE
APPROACH AND LANDING
CHECKLISTCOMPLETE
LANDING
1. GROUND FINEAS NECESSARY
2. BRAKESAS NECESSARY
THRESHOLD
1. GEARRECHECK DOWN
2. AIRSPEEDVREF
3. POWERIDLE
GO-AROUND
1. POWERMAXIMUM ALLOWABLE
2. LANDING GEARUP
3. AIRSPEEDINCREASE TO 125 KIAS
4. FLAPSUP
1. AIRSPEEDV
REF
+ 15 KT
FINAL
WARNING:
DO NOT USE REVERSE THRUST WITH ONE ENGINE
INOPERATIVE. CARE MUST BE EXERCISED WHEN
USING SINGLE-ENGINE GROUND FINE ON SURFACES
WITH REDUCED TRACTION.
Figure 19-10. One Engine InoperativeVisual Approach and Landing
19-17
FOR TRAINING PURPOSES ONLY
KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL
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INITIAL
ARRIVAL
1. OBTAIN ATIS
2. BRIEF APPROACH AND
MISSED APPROACH
3. FMS/NAV AIDSSET UP/IDENT
4. DESCENT CHECKLIST
COMPLETE
1. TORQUE30% - 40%
2. 150 - 175 KIAS (TYPICAL)
3. FDAS DESIRED
4. START BEFORE LANDING
CHECKLIST
APPROACH INBOUND
1. FLAPSAPPROACH
2. AIRSPEED130 - 140 KIAS
3. RESET ALTITUDE PRESELECT
TO M.A.P. ALTITUDE
APPROACHING GLIDE SLOPE
1. GEARDOWN
2. PROPSFULL FORWARD
3. COMPLETE BEFORE LANDING CHECKLIST
DH-VISUAL AND LANDING ASSURED
1. FLAPSDOWN
2. TRANSITION TO VREF
3. YAW DAMPOFF
4. PROPSCONFIRM FULL FORWARD
DH
MM
OM
THRESHOLD
1. GEARRECHECK DOWN
2. AIRSPEEDVREF
3. POWERIDLE
LANDING
1. GROUND FINE OR REVERSE
2. BRAKESAS NECESSARY
DH-MISSED APPROACH
1. POWERMAXIMUM ALLOWABLE
2. PITCH7 NOSE UP (FD-GA)
3. GEARUP
4. FLAPSUP
5. COMPLETE MISSED-APPROACH
PROCEDURE (SNAP)
GLIDE SLOPE INTERCEPT
1. TORQUE20% - 30%
2. 130 - 140 KIAS (VYSE MIN)
CAUTION
TO ENSURE CONSTANT REVERSING CHARACTERISTICS,
THE PROPELLER CONTROL MUST BE IN FULL INCREASE
RPM POSITION.
NOTE:
REVERSE IS MOST EFFECTIVE AT HIGHER SPEEDS;
BRAKING IS MOST EFFECTIVE AT LOWER SPEEDS
CAUTION
IF POSSIBLE, PROPELLERS SHOULD BE MOVED OUT OF
REVERSE AT APPROXIMATELY 40 KNOTS TO MINIMIZE
BLADE EROSION. CARE MUST BE EXERCISED WHEN
REVERSING ON RUNWAYS WITH LOOSE SAND, DUST, OR
SNOW ON THE SURFACE. FLYING GRAVEL WILL DAMAGE
PROPELLER BLADES, AND DUST OR SNOW MAY IMPAIR
THE PILOT'S VISIBILITY.
Figure 19-11. ILS Approach
19-18
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FAF
FAF
INITIAL
1. OBTAIN ATIS
2. BRIEF APPROACH AND
MISSED APPROACH
3. FMS/NAV AIDSSETUP/IDENT
4. DESCENT CHECKLIST
COMPLETE
ARRIVAL
1. TORQUE30% - 40%
2. AIRSPEED
150 - 175 KIAS (TYPICAL)
3. FDAS DESIRED
4. START BEFORE
LANDING CHECKLIST
STATION PASSAGE
1. START TIMING
2. SET ALTITUDE PRESELECT
1. START TIMING
2. FLAPSAPPROACH
3. AIRSPEED130 - 140 KIAS
PROCEDURE TURN OUTBOUND
1. FDAS DESIRED
2. RESET ALTITUDE PRESELECT
PROCEDURE TURN INBOUND
INTERCEPT FINAL APPROACH
1. COURSE INBOUND
APPROACH INBOUND
1. RESET ALTITUDE PRESELECT
TO APPROACH MINIMUMS
2. GEARDOWN
3. PROPSFULL FORWARD
FINAL APPROACH FIX
1. START TIMING
2. GEARCONFIRM DOWN
3. TORQUEAPPROX. 15%
4. COMPLETE BEFORE
LANDING CHECKLIST
5. AIRSPEED130 - 140 KIAS
MINIMUM DESCENT ALTITUDE (MDA)
1. LEVEL OFF AT MDA, AT LEAST 1 MILE
PRIOR TO MAP, IF POSSIBLE
2. TORQUE40%
3. AIRSPEED130 - 140 KIAS (VYSE MIN)
MDA
MAP
MAP-MISSED APPROACH
1. POWERMAX (100% / 820)
2. PITCH7 NOSE UP (FD-GA)
3. GEARUP
4. FLAPSUP
5. COMPLETE MISSED-APPROACH
PROCEDURE (SNAP)
MAP-LANDING ASSURED
1. FLAPSDOWN
2. TRANSITION TO V
REF
3. YAW DAMPOFF
4. PROPSCONFIRM FULL FORWARD
THRESHOLD
1. GEARRECHECK DOWN
2. AIRSPEEDVREF
3. POWERIDLE
LANDING
1. GROUND FINE OR REVERSE
2. BRAKESAS NECESSARY
CAUTION
TO ENSURE CONSTANT REVERSING CHARACTERISTICS,
THE PROPELLER CONTROL MUST BE IN FULL INCREASE
RPM POSITION.
NOTE:
REVERSE IS MOST EFFECTIVE AT HIGHER SPEEDS;
BRAKING IS MOST EFFECTIVE AT LOWER SPEEDS
CAUTION
IF POSSIBLE, PROPELLERS SHOULD BE MOVED OUT OF
REVERSE AT APPROXIMATELY 40 KNOTS TO MINIMIZE
BLADE EROSION. CARE MUST BE EXERCISED WHEN
REVERSING ON RUNWAYS WITH LOOSE SAND, DUST,
OR SNOW ON THE SURFACE. FLYING GRAVEL WILL
DAMAGE PROPELLER BLADES, AND DUST OR SNOW
MAY IMPAIR THE PILOT'S VISIBILITY.
Figure 19-12. Nonprecision Approach
19-19
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CAUTION
TO ENSURE CONSTANT REVERSING CHARACTERISTICS,
THE PROPELLER CONTROL MUST BE IN FULL INCREASE
RPM POSITION.
NOTE:
REVERSE IS MOST EFFECTIVE AT HIGHER SPEEDS;
BRAKING IS MOST EFFECTIVE AT LOWER SPEEDS.
CAUTION
IF POSSIBLE, PROPELLERS SHOULD BE MOVED OUT OF
REVERSE AT APPROXIMATELY 40 KNOTS TO MINIMIZE
BLADE EROSION. CARE MUST BE EXERCISED WHEN
REVERSING ON RUNWAYS WITH LOOSE SAND, DUST,
OR SNOW ON THE SURFACE. FLYING GRAVEL WILL
DAMAGE PROPELLER BLADES, AND DUST OR SNOW
MAY IMPAIR THE PILOT'S VISIBILITY.
1 NM
MDA
MAP
ARRIVAL
1. PLAN CIRCLING MANEUVER
2. FOLLOW NORMAL APPROACH
PROCEDURES TO MDA
MINIMUM DESCENT ALTITUDE (MDA)
1. LEVEL OFF AT MDA AT LEAST 1 MILE
PRIOR TO MAP, IF POSSIBLE
2. TORQUE40%
3. 130 - 140 KIAS (VYSE MIN)
4. MANEUVER WITHIN VISIBILITY CRITERIA
5. MAINTAIN MDA
MAP AND DURING CIRCLING MANEUVER
1. DETERMINE THAT VISUAL CONTACT WITH THE
RUNWAY CAN BE MAINTAINED AND A NORMAL
LANDING CAN BE MADE FROM A CIRCLING
APPROACH, OR INITIATE A MISSED APPROACH
2. MAINTAIN MDA DURING CIRCLING MANEUVER
BASE
1. COMMENCE DESCENT FROM
A POINT WHERE A NORMAL
LANDING CAN BE MADE
1. 130 - 140 KIAS (VYSE MIN)
WHEN LANDING ASSURED:
2. FLAPSDOWN
3. TRANSITION TO VREF
4. YAW DAMPOFF
5. PROPSFULL FORWARD
FINAL
THRESHOLD
1. GEARRECHECK DOWN
2. AIRSPEEDVREF
3. POWERIDLE
NOTE:
THIS IS A CATEGORY B AIRCRAFT, BUT
AIRSPEEDS OF 121 THROUGH 140 KIAS
REQUIRE CATEGORY C MINIMUMS
Figure 19-13. Circling
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CHAPTER 20
WEIGHT AND BALANCE
CONTENTS
Page
INTRODUCTION............................................................................................................. 20-1
GENERAL......................................................................................................................... 20-1
Weighing....................................................................................................................... 20-2
LOADING.......................................................................................................................... 20-2
Cargo Loading............................................................................................................. 20-4
COMPUTING.................................................................................................................... 20-5
Procedure..................................................................................................................... 20-5
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ILLUSTRATIONS
Figure Title Page
20-1 Dimensional and Loading Data........................................................................ 20-2
20-2 Passenger Seating Configurations Payload Locations.................................... 20-3
20-3 Loading Data (Cargo Configuration) .............................................................. 20-3
20-4 Useful Load Weights and Moments Cargo...................................................... 20-4
20-5 Weight and Balance Loading Form.................................................................. 20-6
20-6 Cabnet Contents and Baggage.......................................................................... 20-7
20-7 Useful Load Weights and MomentsUseable Fuel ...................................... 20-8
20-8 Moment Limits Vs. Weight ................................................................................ 20-9
20-9 Center of Gravity.............................................................................................. 20-10
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INTRODUCTION
Maintaining center of gravity (CG) within the approved envelope throughout the
planned flight is an important safety consideration. The aircraft must be loaded
so it does not exceed the weight and CG limitations. This chapter presents an
overview on how this is accomplished.
GENERAL
Aircraft loaded above the maximum takeoff
or l andi ng wei ght l i mi tati ons have an
overall lower performance level. Refer to
the Performance secti on of the Pi l ot ' s
Operating Handbook and FAA-approved
Airplane Flight Manual.
If the aircraft is loaded above maximum
takeoff weight, takeoff distance and landing
distance are longer. Stalling speeds are
higher. Rate of climb, cruising speed, and
range are lower.
If an aircraft is loaded so that the CG is
forward of the forward limit, additional
control movements for maneuvering the
ai rcraft are requi red as wel l as hi gher
control forces. The crew may experience
di ff i cul t y duri ng t akeoff and l andi ng
because of the elevator control limits.
CHAPTER 20
WEIGHT AND BALANCE
If an aircraft is loaded aft of the aft CG, the
crew experiences a lower level of stability.
These are characterized by lower control
forces, difficulty in trimming, lower control
forces for maneuvering with the danger of
structural overload, decayed stall charac-
t er i s t i cs, and l ower l evel of l at eral
directional damping.
WEIGHING
Periodic weighing of the aircraft may be
required to keep the basic empty weight
current . The operat or det ermi nes t he
frequency of weighing.
LOADING
It is the responsibility of the operator to
ensure that the aircraft is properly loaded.
At the time of delivery, Raytheon Aircraft
Company provides the necessary weight
and balance to compute individual loadings.
Al l subsequent changes i n wei ght and
balance are the responsibility of the owner
and/or operator.
Different charts are available for the 350,
350C, 350ER, and 350CER. Samples of
these for the 350 are depicted in Figures 20-
1 and 20-2. Figure 20-3 is for cargo aircraft.
20-2
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Figure 20-1. Dimensional and Loading Data
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Figure 20-3. Loading Data (Cargo Conguration)
Figure 20-2. Passenger Seating Congurations Payload Locations
CARGO LOADING
Determine the method of loading cargo,
its placement in the aircraft, and method
of restrai nt before starti ng the actual
loading.
For loads that are evenly distributed in a
given section, use the Useful Load Weights
and MomentsCargo tables (Figure 20-
4). These are available in both pounds
and kilograms.
For any load that cannot be located at the
centroid of a section or that extends over
more than one section, determine the CG
and its location in the aircraft.
Determine CG arm (fuselage station)
by measuring in inches from a known
location in the cabin to CG of the
load
Next, multiply weight by CG arm to
determine moment for the load
Di vi de the moment by 100 to be
compatible with other loading data
20-4
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Figure 20-4. Useful Load Weights and Moments Cargo
COMPUTING
The f ol l owi ng t abl es and char t s are
necessary f or l oadi ng and comput i ng
weight and balance:
Basic Empty Weight and Balance
f ormCont ai ns t he basi c empt y
weight and moment of the aircraft at
the time of delivery
Useful Load Weights and Moments
tablesContains load items that may
be l oaded i nto the ai rcraft; these
include tables for occupants, cabinet
contents and baggage, cargo, and fuel
Moment Limits vs. Weight graph or
tableDisplays the minimum and
maximum moments approved by the
FAA; these moments correspond to
the forward and aft CG flight limits
(landing gear down) for a particular
weight
Divide all moments by 100 to simplify
computations. Ensure that all cargo and
baggage is properly secured before takeoff.
A sudden shift in balance at rotation can
cause controllability problems.
PROCEDURE
1. Record basic empty weight and moment
f rom t he Bas i c Empt y Wei ght and
Balance form (Figure 20-5). Divide the
moment by 100 to correspond to the
Us ef ul Load Wei ght and Moment s
tables.
2. Record wei ght and cor res pondi ng
moment/100 of each item. These values
are in the Useful Load Weights and
Moments tables (Figure 20-6).
3. Subtotal weight column and moment
column. The weight without usable fuel
must not exceed the maximum zero fuel
weight limitation of 12,500 pounds. All
weight in excess of this limitation must be
fuel. The auxiliary tanks may be used only
when main tanks are completely filled.
4. Enter fuel weight and moment/100 from
t he Us ef ul Load Wei ght s and
MomentsUsable Fuel table (Figure
20-7).
5. Subtotal weight column and moment
column. Check to ensure weight and
moment are within ramp weight limits
(Figure 20-8 and 20-9).
6. Subtract start, taxi, and takeoff fuel
wei ght and moment / 10 0, whi ch i s
normal l y 100 pounds at an average
moment/100 of 277 pound per inches,
t o det er mi ne t akeof f wei ght and
moment. Check to ensure weight and
moment does not exceed maxi mum
takeoff limits.
7. Compl et e l i nes 23 t hrough 27 t o
determine landing weight.
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WEIGHT AND BALANCE LOADING FORM
SERIAL NO.________________REG NO.________________DATE_________________
LINE ITEM
WEIGHT
*( )
F.S.
(IN)
MOM/100
*( )
1 Basic Empty Weight
2 Pilot
3 Copilot
4 Passenger 1 or Cargo in Section A
5 Passenger 2 or Cargo in Section B
6 Passenger 3 or Cargo in Section C
7 Passenger 4 or Cargo in Section D
8 Passenger 5 or Cargo in Section E
9 Passenger 6
10 Passenger 7
11 Passenger 8
12 Passenger 9
13 Passenger 10
14 Total Cabinet Contents
15 Baggage
16 Baggage
17 Baggage
18
Subtotal - Zero Fuel Weight.
DO NOT EXCEED 12,500 LBS. (5670 KG)
19 Fuel Loading
20
Subtotal - Ramp Weight
DO NOT EXCEED 15,100 LBS. (6349 KG)
21 Less Fuel for Start, Taxi and Take-off**
22
Total - Take-Off Weight.
DO NOT EXCEED 15,000 LBS. (6804 KG)
* Enter units used. Lbs and Lb-In. or Kg and Kg-In.
** Fuel for start, taxi and take-off is normally 100 lbs (45 kg) at an average moment/100 of 227 Lb-
In. (103 Kg-In.).
LANDING WEIGHT DETERMINATION
23 Fuel Loading from Line 19
24
Less Fuel used to Destination (including fuel
for start, taxi and take-off)
25
Total Fuel Remaining.
Moment/100 from Usable Fuel Weights and
Moments Table
26 Zero Fuel Weight from Line 18
27 Total Landing Weight (line 25 + 26)
NOTE: Shaded areas in the above tables indicate values that are not required to arrive at a final
weight and balance.
Figure 20-5. Weight and Balance Loading Form
20-7
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Figure 20-6. Cabinet Contents and Baggage
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2 0 W E I G H T A N D B A L A N C E
USEFUL LOAD WEIGHTS AND MOMENTS - USABLE FUEL (GALLONS)
GAL
6.3 LB/GAL 6.5 LB/GAL 6.7 LB/GAL 6.9 LB/GAL
10 63 115 65 118 67 122 69 126
20 126 230 130 238 134 245 138 252
30 189 347 195 358 201 369 207 380
40 252 464 260 478 268 493 276 508
50 315 581 325 600 335 618 345 636
60 378 699 390 721 402 743 414 765
70 441 825 455 851 469 877 483 903
80 504 952 520 982 536 1012 552 1042
90 567 1079 585 1114 603 1148 621 1182
100 630 1208 650 1247 670 1285 690 1323
110 693 1335 715 1378 737 1420 759 1462
120 756 1463 780 1510 804 1556 828 1602
130 819 1591 845 1641 871 1692 897 1743
140 882 1721 910 1775 938 1830 966 1885
150 945 1849 975 1907 1005 1966 1035 2025
160 1008 1973 1040 2035 1072 2098 1104 2161
170 1071 2098 1105 2164 1139 2231 1173 2298
180 1134 2222 1170 2292 1206 2363 1242 2434
190 1197 2346 1235 2421 1273 2495 1311 2569
200 1260 2472 1300 2551 1340 2629 1380 2707
210 1323 2606 1365 2688 1407 2771 1449 2854
220 1386 2732 1430 2818 1474 2905 1518 2992
230 1449 2860 1495 2951 1541 3042 1587 3133
240 1512 2985 1560 3079 1608 3174 1656 3269
250 1575 3107 1625 3205 1675 3304 1725 3403
260 1638 3232 1690 3334 1742 3437 1794 3540
270 1701 3357 1755 3463 1809 3570 1863 3677
280 1764 3482 1820 3592 1876 3703 1932 3814
290 1827 3612 1885 3726 1943 3841 2001 3956
300 1890 3740 1950 3858 2010 3977 2070 4096
310 1953 3869 2015 3992 2077 4115 2139 4238
320 2016 3995 2080 4122 2144 4249 2208 4376
330 2079 4124 2145 4255 2211 4386 2277 4517
340 2142 4251 2210 4386 2278 4521 2346 4656
350 2205 4382 2275 4521 2345 4660 2415 4799
360 2268 4512 2340 4655 2412 4798 2484 4941
370 2331 4643 2405 4791 2479 4938 2553 5085
380 2394 4779 2470 4930 2546 5082 2622 5234
390 2457 4912 2535 5068 2613 5224 2691 5380
400 2520 5048 2600 5208 2680 5368 2760 5528
410 2583 5187 2665 5351 2747 5516 2829 5681
420 2646 5324 2730 5493 2814 5662 2898 5831
WEIGHT WEIGHT WEIGHT WEIGHT MOMENT/100 MOMENT/100 MOMENT/100 MOMENT/100
Figure 20-7. Useful Load Weights and MomentsUseable Fuel
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Figure 20-8. Moment Limits Vs. Weight
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Figure 20-9. Center of Gravity
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CHAPTER 21
FLIGHT PLANNING AND PERFORMANCE
CONTENTS
Page
INTRODUCTION............................................................................................................. 21-1
GENERAL FLIGHT PLANNING................................................................................. 21-1
PERFORMANCE............................................................................................................. 21-2
Limitations................................................................................................................... 21-2
Factors Affecting Performance.................................................................................. 21-2
Using Graphs............................................................................................................... 21-3
Calculations ................................................................................................................. 21-8
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ILLUSTRATIONS
Figure Title Page
21-1 Airspeed Calibration.......................................................................................... 21-4
21-2 Maximum Takeoff Weight to Achieve Takeoff Climb Requirements .......... 21-6
21-3 Maximum Landing Weight ................................................................................ 21-7
21-4 Takeoff Path Profile............................................................................................ 21-8
21-5 ISA Conversions ............................................................................................... 21-10
21-6 FahrenheitCelsius Temperature Conversion ............................................... 21-11
21-7 FeetMeters Conversion.................................................................................. 21-12
21-8 U.S. GallonsLiters Conversion...................................................................... 21-13
21-9 PoundsKilograms Conversion....................................................................... 21-14
21-10 InchesMillimeters Conversion ...................................................................... 21-15
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INTRODUCTION
The pilot must be completely familiar with the performance of the aircraft and
performance data in the Pilot's Operating Handbook (POH) and the FAA-approved
Airplane Flight Manual (AFM). Aircraft performance depends on the effects of
temperature and pressure altitude. The AFMmust be aboard the aircraft at all times.
GENERAL FLIGHT PLANNING
The pilot-in-command should be familiar
with all available information concerning
a flight. Obtain a current and complete
preflight briefing. This should consist of
the following:
Local , enrout e, and des t i nat i on
weather
Enroute navaid information
Enroute terrain and obstructions
Alternate airports
Airport runways active
Length of runways
Takeoff and landing distances for
conditions expected
CHAPTER 21
FLIGHT PLANNING AND
PERFORMANCE
The pilot reviews his planned enroute track
and stations and makes a list for quick
reference. A flight plan filed with Flight
Service Stations is also recommended even
if it is VFR. Also, advise Flight Service
Stations of changes or delays of one hour
or more.
Remember t o cl os e t he f l i ght pl an
at destination.
PERFORMANCE
LIMITATIONS
The maxi mum operat i ng wei ght s are
limited by the manufacturers perform-
ance criteria. Compliance is mandatory.
For Par t 91 and Par t 135 operat i ons,
these include:
Maximum takeoff weight to achieve
takeoff climb requirements
Maximum takeoff weight as limited
by tire speed
Takeoff field length
Maximum landing weight to achieve
climb requirements
Normal landing distance-flaps down
Addi ti onal l i mi tati ons for 14 Part 135
operations include:
Ser vi ce cei l i ng f or one engi ne
inoperative
Takeoff flight path requirements to
1,500 ft AGL
FACTORS AFFECTING
PERFORMANCE
Tables in the AFM detail variables affect-
ing performance. Assumptions that relate
to all performance calculations, unless
otherwise stated, are the following:
Cabin pressurized
Humi di t y cor rect i ons t o power
according to applicable regulations
Winds taken as tower winds (30 feet
above r unway s ur f ace) ; f act or s
applied as prescribed in applicable
regulations. In the tables, negative
represent s t ai l wi nd and posi t i ve
represents headwind.
Icing Flight
Degradati ons i n performance are al so
determined for selected conditions. The
performance information for icing flight is
for reference onl y; i t was obtai ned i n
controlled conditions with simulated ice
shapes attached to the ai rcraft. These
accumulations, referred to as "normal ice
accumulations," include the following:
Leading edges of boots (simulated
ice that may accumulate by the time
the pilot activates the boots (i. e. ,
one inch)
Fol l owi ng unprot ect ed s ur f aces
(simulate ice that may accumulate
dur i ng a 45- mi nut e hol di ng
condition):
Nose radome