HAWKER BEECHCRAFT LEARNING CENTER

BEECHCRAFT KING AIR 350 PRO LINE 21

RECURRENT CLIENT GUIDE

Copyright © 2011 by FlightSafety International, Inc.

All rights reserved.
Printed in the United States of America.
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 KING AIR 350 PRO LINE 21 RECURRENT CLIENT GUIDE

COURSE PREVIEW
RECURRENT
RECURRENT COURSE

CLIENT RESPONSIBILITIES:
1. All of the limitations in the POH/AFM.
2. All of the BOLD FACE memory items.
3. Operational knowledge of the aircraft systems.
4. Performance calculations.
5. General knowledge of the POH/AFM.
6. Knowledge of the checklist and proper use of it.
7. Always bring your simulator resource packet with you to the briefings.
8. Have a receptive attitude and get the proper amount of food, water and sleep Lets have fun
while we accomplish this challenge!

COURSE COMPLETION STANDARDS:

1. You should be able to utilize the proper checklist in a timely and sequentially acceptable man-
ner to perform normal, abnormal, and emergency operations of the aircraft.
2. You should be able to perform all procedures, tasks and maneuvers to ATP standards, with
the outcome of the maneuver never in doubt. For your reference, these acceptable perform-
ance standards are specified in the Airline Transport Pilot and Type Rating Practical Test
Standards.
3. You should be able to describe from memory any limitation listed in the limitations section
of the POH/AFM.

PROCARD RECOMMENDATION:
Your instructor will personally review the requirements of Pro Card recommendation with you.

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 KING AIR 350 PRO LINE 21 RECURRENT CLIENT GUIDE
COURSE PREVIEW
RECURRENT

SIMULATOR POWER/CONFIGURATION CHART

KING AIR 350 WITH PT6A-60A ENGINES

OPERATION IAS TORQUE RPM GEAR FLAP PITCH TRIM

Takeoff V11 90%4 1700 RAPR UP/APP 10 2
Cruise Climb Ref POH2 100% 1600 UP UP 10 2
Cruise Ref POH3 POH 1500 UP UP 0 0
Cruise Descent As required As required 1500 UP UP -2 -2
Training Cruise/High
Speed Transition 180 40% 1500 UP UP 0 1
Approach Configuration 140 40% 1500 UP Approach 1 1
ILS (3 degree) 140 23% 1700 Down Approach 1 1
Non Precision Descent 140 20% 1700 Down Approach -2 1
MDA Leveloff 140 45% 1700 Down Approach 2 1
Transition to Landing VREF Decreasing 1700 Down Full As required As required
SE Operations 180 80% 1700 UP UP As required As required
SE ILS on Glideslope 140 46% 1700 Down Approach As required As required

Note 1: Refer to the POH/AFM for proper rotation speed.

Note 2: Sea Level to 10,000’.....170 decreasing 2 KIAS per 1000’ to 35,000’
Note 3: Refer to POH/AFM for POWER tables.
Note 4: Refer to POH/AFM for STATIC TAKEOFF POWER AT 1700 RPM tables.

2 FOR TRAINING PURPOSES ONLY

 KING AIR 350 PRO LINE 21 RECURRENT CLIENT GUIDE

COURSE PREVIEW
RECURRENT
RECURRENT COURSE
SESSION ONE ASSIGNMENT
TO BE COMPLETED FOR SESSION TWO

CLIENT REVIEW:
1. All of the limitations in the POH.
2. All of the BOLD FACE memory items.
3. Knowledge of complete checklist and its proper usage.

COMPLETE THESE STATEMENTS:

4. Autofeather is required to be armed for:

5. A L FUEL QTY annunciator is illuminated by what condition?

6. Minimum speed (KIAS) in icing conditions is _______________________________________.

7. Sustained flight in icing conditions with flaps extended is prohibited unless;

8. How does the use of Engine Anti-Ice ON affect the TOFL obtained from the Takeoff Speeds
and Field Length data Tables?

9. Maximum Continuous Torque is __________________________________________________.

10. Maximum Continuous ITT is ______________________________________________________.

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COURSE PREVIEW
RECURRENT

NOTES

4 FOR TRAINING PURPOSES ONLY

 KING AIR 350 PRO LINE 21 RECURRENT CLIENT GUIDE

COURSE PREVIEW
RECURRENT
RECURRENT COURSE SESSION TWO PREVIEW
• Continue to build upon previous session events
• Night Flight
• Crew Resource Management/Single Pilot Resource Management

LESSON ELEMENTS:
• Crosswind Takeoff
• Powerplant Failure During Takeoff
• Instrument Departure
• Non-Precision Approach (OEI)—Missed Approach
• Precision Approach (OEI)
• Approach and Landing with a Powerplant Failure
• Circling Approach and Landing From a Circling Approach
• Descent and Instrument Arrival
• Crosswind Landing
• Rejected Landing
• Visual Approach and Landing

CONDITIONS:
METAR K(DEP) 200155Z (15KT X-wind) 2SM BKN006 M1/M3 A2980 RMK
TAF K(DEP) 092330Z 091818 (15KT X-wind) BKN006 FM2030 02010KT CLR FM0300
01010KT BKN030
METAR K(ARR) 200154Z (15KT X-wind) 1SM BKN006 15/10 A2983
TAF K(ARR) 092330Z 091818 (15KT X-wind) BKN008 FM0230 04010KT CLR FM0400
01010KT BKN008
TAKEOFF WEIGHT: 15000. FUEL: 3000.

ABNORMALS/EMERGENCIES:
• Fuel
• Anti-Ice/Deice Systems
• Propellers

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 KING AIR 350 PRO LINE 21 RECURRENT CLIENT GUIDE
COURSE PREVIEW
RECURRENT

RECURRENT COURSE SESSION TWO ASSIGNMENT

TO BE COMPLETED FOR SESSION THREE

COMPLETE THESE QUESTIONS:

1. How many CABIN FIRE EXTINGUISHERS are in the aircraft and what is the location of each?

2. In order to discharge the ENGINE FIRE EXTINGUISHER, what conditions must be met?

3. An illuminated CABIN ALT HI annuncitor indicates what condition?

4. Is takeoff permitted with the pilot’s instrument display in the composite mode?

5. What is the minimum autopilot engagement height for cruise flight?

6. True or False — A HYD FLOW LOW annunciator prohibits the attempt to normally extend the
landing gear.

7. True or False — The landing gear power pack motor occasionally cycles in flight due to nor-
mal hydraulic system pressure loss.

8. True or False — During a PRIMARY PROPELLER GOVERNOR failure event, the fuel-top-
ping governor will limit prop RPM?

6 FOR TRAINING PURPOSES ONLY

 KING AIR 350 PRO LINE 21 RECURRENT CLIENT GUIDE

COURSE PREVIEW
RECURRENT
COMPLETE THESE ASSIGNMENTS:
Compute the Takeoff Performance Data for the following:
6000 PA
+25°C Temperature
15,000 LBS Takeoff
FLAPS UP (A/C AND BLEED AIR ON)
V1
VR
V2
TOFL

NET TAKEOFF FLIGHT PATH — SECOND SEGMENT ___________________

FLAPS APPROACH (A/C AND BLEED AIR ON)
V1
VR
V2
TOFL

NET TAKEOFF FLIGHT PATH — SECOND SEGMENT ___________________

Oxygen Requirements For:

Crew of Two Pilots
Six Passengers
77 Cubic Foot Bottle
1500 P.S.I.
0°C (32°F)

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COURSE PREVIEW
RECURRENT

NOTES

8 FOR TRAINING PURPOSES ONLY

 KING AIR 350 PRO LINE 21 RECURRENT CLIENT GUIDE

COURSE PREVIEW
RECURRENT
RECURRENT COURSE SESSION THREE PREVIEW
• Continue to build upon previous session events
• Night Flight
• Crew Resource Management/Single Pilot Resource Management

LESSON ELEMENTS:
• Through Flight Checks
• Windshear/Microburst Takeoff
• Flaps Approach Takeoff
• High Altitude Flight
• Use of Oxygen
• Rapid Decompression
• Emergency Descent
• Instrument Arrival
• Single Engine Missed Approach
• No Flap Landing
• Windshear/Microburst Landing
• Emergency Evacuation

CONDITIONS:
METAR KXYZ 200155Z A01 00000KT 3/4SM F 15/14 A2988
TAF KXYZ 092330Z 091818 0000KT 1SM -RA BR OVC005 FM0230 02010KT OVC008
FM0500 01010KT
BKN010 PROB40 1013 00000KT 2-RA BR FM 1600 35005KT 2SM -RA BR OVC 004
BECMG 1820 35010KT
1SM BR
TAKEOFF WEIGHT: 14,000. FUEL: 2500.

ABNORMALS/EMERGENCIES:
• Landing Gear/Brakes
• Environmental and Pressurization Systems
• Flight Control Systems
• Fire Detection and Extinguisher Systems
• Aircraft and Personal Equipment
• Oxygen Systems

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COURSE PREVIEW
RECURRENT

NOTES

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 KING AIR 350 PRO LINE 21 RECURRENT CLIENT GUIDE

Quick Reference Task Sheet

ROCKWELL COLLINS FMS-3000
(Type 6)

QUICK REFERENCE
For the Beechcraft King Air 350

TASK SHEET

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NOTES
QUICK REFERENCE
TASK SHEET

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 KING AIR 350 PRO LINE 21 RECURRENT CLIENT GUIDE

TABLE OF CONTENTS
TASK Number
1) VERIFY DATABASE COVERAGE AND DATE
2) INITIALIZE POSITION
3) PLAN (Flight Plan)

QUICK REFERENCE
a. Inserting airways

TASK SHEET
4) PERFORMANCE
5) WAYPOINTS (inserting & deleting)
6) SIDS/RUNWAYS
7) STARS/APPROACHES
8) ALTERNATE AIRPORT
9) STORING/RETRIEVING FLIGHT PLANS
10) SECONDARY FLIGHT PLAN OPERATIONS
11) HOLDING (defining)
12) HOLDING (exiting)
13) DIRECT-TO (lateral)
14) DIRECT-TO (nearest airports)
15) DIRECT-TO (vertical)
16) PREDICT RAIM (receiver autonomous integrity monitoring)
17) DUAL FMS OPERATIONS
a. Synchronizing
b. Independent
18) SETTING DEFAULTS
19) UPDATING DATABASE (DBU-4100)
20) UPDATING DATABASE (DBU-5000)

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 KING AIR 350 PRO LINE 21 RECURRENT CLIENT GUIDE

1)
VERIFY DATABASE COVERAGE AND DATE
These first 4 tasks comprise a start up acronym - VIPP

The STATUS page should appear on power up. (If not visible, choose IDX Æ
STATUS)

1) If necessary, move the SECondary data base date to the ACTIVE data base
QUICK REFERENCE

line
TASK SHEET

Database date can only be changed on the ground. When accomplished it will
clear any ACTIVE or SECONDARY flight plans.

Time and date can only be changed when GPS is not updating the information.

CHOOSE “POS INIT” TO CONTINUE VIPP CHECK

2)
INITIALIZE POSITION
The FMS requires the position to be verified/initialized to be fully operational.

To verify:
1) Go to Page 2/2 using PREV or NEXT keys
2) Compare valid GPS position with FMS position
3) If positions are nearly the same, then the FMS knows where it is

To Initialize:
1) Choose the best known position from Page 1/2 or 2/2
2) Paste LAT/LONG into scratchpad
3) Paste scratchpad contents into SET POS
a) The “ ” symbols will indicate what line needs to be filled and exactly how
many characters are needed to fill the line.

A RESET INITIAL POS message will appear after maintenance on FMS and/or
last known position is >40nm from requested update.

1) To Clear Message: Re-enter appropriate lat/long into SET POS

CHOOSE “FPLN” TO CONTINUE VIPP CHECK

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KING AIR 350 PRO LINE 21 RECURRENT CLIENTBeechcraft
GUIDE King Air 350
Quick Reference Task Sheet

QUICK REFERENCE
TASK SHEET
Current Database

Old Database

Use airport
coordinates
or GPS
coordinates

POS INIT PAGE 1/2

POS INIT PAGE 2/2

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 KING AIR 350 PRO LINE 21 RECURRENT CLIENT GUIDE

3)
PLAN LOADING (Flight Plan)
Two Flight Plans can be in the FMS: an ACTive Flight Plan and a SECondary
Flight Plan (see Task 10).
Use the active for current course guidance and the secondary for a future
plan.
QUICK REFERENCE

1) Paste airport ICAO ID into ORIGIN

TASK SHEET

2) Paste airport ICAO ID into DEST

3) Complete the VIA and TO options (see below)
a) This must be filled with a waypoint / airport to create a course; cannot be
left blank
4) Press EXECute periodically to maintain changes

Changing or deleting ORIGIN airport is allowed on ground only because this

deletes the current flight plan. (Destination can be changed anytime)

Inserting airways (see right)

Enter airway beginning waypoint to “TO”
Enter airway name to “VIA”
Enter airway ending waypoint to “TO”

A discontinuity will appear when the FMS does not have a published route from
point to point. To resolve the discontinuity either insert a new waypoint into the
boxes or delete it. However the following discontinuities can not be resolved by
deleting:
1) Discontinuity preceding a radar vector leg
2) Discontinuity at the end of an airway in the FPLN pages when the next
waypoint is not on that airway.
3) Discontinuity before a leg that does not have a defined starting point (some
DME-arcs)

CHOOSE “PERF INIT” TO CONTINUE VIPP CHECK

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 KING AIR 350 PRO LINE 21 RECURRENT CLIENT GUIDE
Beechcraft King Air 350
Quick Reference Task Sheet

Flight plan with

ORIGIN loaded

1) Beginning

QUICK REFERENCE
waypoint on

TASK SHEET
airway

2) Airway name

3) Ending
waypoint on
airway

Complete flight
plan that has
been
EXECuted

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4)
PERFORMANCE INITIALIZATION
1) Enter appropriate weights
2) Enter cruise altitude (CRZ ALT)
3) Zero fuel weight (ZFW) and gross weight (GWT) are calculated automatically
4) EXECute the changes/entries
QUICK REFERENCE

This initialization is not required but must be performed for all of the FMS
TASK SHEET

activated performance features to function correctly.

5) WAYPOINTS (inserting & deleting)

Inserting
1) Type new waypoint name into scratchpad
OR
2) Paste preexisting waypoint into scratchpad
3) Touch line select key on desired LEGS page to insert
a) Always touch the key after the waypoint it is to follow (see example at
right)
4) EXECute after confirmation

Deleting
1) Ensure an empty Scratchpad
2) Press CLR/DEL key
a) "DELETE" will appear in scratchpad
3) Touch line key next to desired waypoint

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Beechcraft King Air 350
Quick Reference Task Sheet

BOW can only

be set on
DEFAULTS
page
(see Task 18)

QUICK REFERENCE
TASK SHEET
Touch after
MUGER to
insert GIGER
after MUGER

Adding Waypoints

Touch MUGER
to delete
MUGER

Deleting Waypoints

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 KING AIR 350 PRO LINE 21 RECURRENT CLIENT GUIDE

6) SIDS/RUNWAYS

1) Press DEP/ARR button (if desired departure page does not appear press
button again to display the DEP/ARR INDEX)
2) Choose a SID, AND the desired Transition
3) Choose a RWY
4) Verify LEGS page or MFD MAP to ensure proper information
5) EXECute after confirmation
QUICK REFERENCE
TASK SHEET

How the info is chosen will be guided by these two qualifiers:

1) If a SID is chosen first, the runway list will change to show only those
applicable to the selected SID.
2) If a runway is chosen first, the SID list will change to show only those
applicable to the selected runway.

Choosing a runway (this is mandatory if the SID is runway dependent) will create
a course from the departure end to the first waypoint instead of from the airport
reference point (ARP).

7) STARS/APPROACHES

1) Press DEP/ARR button (if desired arrival page does not appear press button
again to get the DEP/ARR INDEX)
2) Choose a STAR, AND the desired transition
3) Choose an APPRoach, and the desired transition (VECTOR is always
default)
4) Verify LEGS page or MFD MAP to ensure proper information
5) EXECute after confirmation

Once a STAR is selected the approach list will change to show only those
approaches applicable to the selected STAR.

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Beechcraft King Air 350
Quick Reference Task Sheet

QUICK REFERENCE
TASK SHEET
OTHER - used
to look at
airport
procedures but
not load them

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Reentering/changing a STAR will delete the previous procedure and insert

current STAR in its place.
1) If aircraft is already on a leg of the old STAR that leg will remain active
and be followed by a DISCONTINUITY and the new STAR.

2) If the destination airport is already the active waypoint it will remain so

even after STAR loading (a direct to will be necessary to join the STAR).
QUICK REFERENCE
TASK SHEET

VISUAL APPROACH CAUTION

Standard visual guidance on airports (e.g. VASI, PAPI, etc.) protects only the
area specified on the airport chart (or ~5nm if not specified). The automatically
generated final approach point (see right) can be altered in position.

However, do NOT create long visual approach paths if the area is not familiar
due to potential inadequate terrain/obstacle clearances!

8) ALTERNATE AIRPORT

1) Paste Airport ID into ALTN

2) Insert forecasted route into alternate airport pages (at end of FPLN or LEGS)

The MFD MAP will display the alternate route in blue when it has been selected
for display with the MFD MENU button.

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Beechcraft King Air 350
Quick Reference Task Sheet

QUICK REFERENCE
TASK SHEET
See Visual
Approach
Caution

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 KING AIR 350 PRO LINE 21 RECURRENT CLIENT GUIDE

Initiating the Alternate Flight Plan

1) Go direct to the desired waypoint on the alternate flight plan waypoint list
(see right).

This list is at the end of the direct to pages but before the history - read title
carefully.
QUICK REFERENCE
TASK SHEET

CAUTION
These items occur when going direct to an alternate waypoint:
1) The alternate airport becomes the DESTination airport, deleting the old
destination
2) The alternate waypoints replace the active flight plan waypoints (They are not
stored in the HISTORY pages. It is a complete replacement.)
3) The LEGS/FPLN pages now contain only the alternate flight plan waypoints

9) STORING/RETRIEVING FLIGHT PLANS

STORING
1) Option: Enter unique name in FPLN page 1/x under ROUTE (see task 3)
2) Press IDX Æ ROUTE MENU
3) Choose PILOT ROUTE LIST (see right)
4) If a name was entered as in Step 1 then that name appears at the bottom left
(ACT STORE - active flight plan) or bottom right (SEC STORE - secondary
flight plan)
5) If no name was entered as in Step 1, the unit automatically calls it by the
ORIGIN and DEST airport id's
a) You can accept this name or type a new name into scratchpad and paste
to ACT STORE or SEC STORE.
6) Press either bottom left or right line key for ACT STORE or SEC STORE
(name will appear on upper list in alphabetical order)

RETRIEVING
a) On FPLN page 1, enter unique name or airport ID's (e.g. "KBTVKPIT")
into ROUTE line [This will find that stored route and overwrite the current
plan after an EXECute]
OR
b) On PILOT ROUTE LIST page (picture at right) press line key next to
desired route
This will enter the stored flight plan into the SECondary flight plan

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 KING AIR 350 PRO LINE 21 RECURRENT CLIENT GUIDE
Beechcraft King Air 350
Quick Reference Task Sheet
Note title!

Flight Plan –
Alternate
pages

QUICK REFERENCE
TASK SHEET
Legs –
Alternate
pages

Direct To –
Alternate
pages

These are
previously
stored flight
plans

Press ACT Press SEC

STORE to add STORE to add
flight plan to list flight plan to list

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10) SECONDARY FLIGHT PLAN OPERATIONS

1) Choose SEC FPLN from ACT FPLN page 1/x OR

2) IDX Æ SEC FPLN
3) Entry of information is identical to the Active flight plan except that each entry
is not EXECuted: it is entered immediately
4) To make it ACTive, press ACTIVATE key and EXECute
a. The previous ACT FPLN is entered into the SEC FPLN
QUICK REFERENCE
TASK SHEET

NOTE: The MFD MAP display will disappear and ONLY the SECondary Flight
Plan image will be shown. Aircraft will still fly the ACTive Flight Plan but will not
display ACTive Flight Plan map.

11) HOLDING (defining)

The unit will know most published holding patterns for approach procedures
(including the missed approach holding, if applicable).

1) Press IDX button

2) Choose HOLD
3) Choose from options (see right)
a. ACT HOLD LIST will show if holding patterns are already loaded
b. ACT LEGS page will show if no holding patterns are loaded
4) Choose NEW HOLD to show ACT LEGS page, if required
5) From ACT LEGS page copy desired holding fix into scratchpad
6) Paste holding fix into HOLD AT label in line select key L6 (open boxes)

MFD MAP holding pattern imagery will change scale as winds change to show
calculated path (only scale changes: it will not show crosswind correction angles)

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 KING AIR 350 PRO LINE 21 RECURRENT CLIENT GUIDE

OR

QUICK REFERENCE
TASK SHEET
Press ACTIVATE
FPLN button will to make SEC
always show FPLN the ACT
ACTive flight FPLN
plan, not
SECondary

OR

Stored Holding patterns No stored Holding patterns

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 KING AIR 350 PRO LINE 21 RECURRENT CLIENT GUIDE

Holding Definition Page

1) Change values as needed (see picture at right)
2) Press EXECute when confirmed
a. Holding pattern will now be in the LEGS pages
QUICK REFERENCE
TASK SHEET

12) HOLDING (exiting)

Exit HOLDING
1) Choose direct to a fix
OR
2) Choose EXIT HOLD option on LEGS pages
3) EXECute

The EXIT HOLD option will immediately create a course directly back to the
holding fix (e.g. If aircraft is just turning outbound, it will continue one long turn
back to the fix). The MFD holding picture will now be erasing behind the aircraft
symbol to indicate the exit.

Continue HOLDING (after EXIT is ARMED)

1) Choose CANCEL EXIT on LEGS pages
2) EXECute

Use CANCEL EXIT to return back to holding after the EXIT has already been
manually or automatically selected (e.g. holding pattern-in-lieu-of procedure
turns are automatically armed to exit)

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Beechcraft King Air 350
Quick Reference Task Sheet

QUICK REFERENCE
TASK SHEET

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13) DIRECT-TO (lateral)

METHOD 1
1) Press DIR
2) Choose a waypoint from the list
OR
3) Type a new waypoint into the scratchpad and paste into top left line key
4) Confirm LEGS page sequence
QUICK REFERENCE

5) OPTION: Choose an INTC CRS to get to the waypoint (very useful to set up
TASK SHEET

an extended centerline on an approach)

6) EXECute

The waypoint will always be inserted in the "TO" spot on LEGS page 1/x (see
right).

METHOD 2
1) Choose desired direct-to waypoint from LEGS pages
2) Paste waypoint into "TO" spot on LEGS page 1/x
3) Confirm LEGS page sequence
4) OPTION: Choose an INTC CRS to get to the waypoint (very useful to set up
an extended centerline on an approach)
5) EXECute

14) DIRECT-TO (nearest airports)

1) Choose NEAREST APTS from DIR page (see Task 13)

2) Choose left side (airport) or right side (longest runway) options

This does not enter the airport into the DESTination slot on the ACT FPLN. In
other words, an instrument approach procedure cannot be loaded with this
option. Operator would have to manually enter the airport ID into the
DESTination slot on the ACT FPLN to load instrument approaches.

CAUTION
Executing this selection will erase all previous fixes and course information and
provide only the course to the selected nearest airport

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Beechcraft King Air 350
Quick Reference Task Sheet

QUICK REFERENCE
TASK SHEET
The second
waypoint on Page
1/x is always the
“TO” fix

As aircraft
progresses this
page will need to
be updated to get
closest airports

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 KING AIR 350 PRO LINE 21 RECURRENT CLIENT GUIDE

15) DIRECT-TO (vertical)

1) Press DIR button

2) Enter new altitude adjacent to the desired waypoint
OR
3) Press right line select key next to preexisting altitude
4) EXECute
QUICK REFERENCE

To follow this vertical direct-to the operator must select VNAV on the flight
TASK SHEET

guidance panel.

CAUTION
This feature will permanently eliminate altitude restrictions and angle of descents
on the current waypoint and all intermediate fixes up to the vertical direct-to
waypoint. (Information will have to be reentered to return to the previous altitude
restrictions and angle of descents!) Lateral navigation will continue normally to
each fix as the aircraft descends.

16) PREDICT RAIM (receiver autonomous integrity monitoring)

1) Press IDX
2) Choose GPS CONTROL (see right)
3) Quality of RAIM will be shown under the "APPR RAIM" label
a) Enter new DEST and/or ETA to see APPR RAIM with different
parameters

These are the possible outcomes of approach RAIM prediction:

AVAILABLE
UNAVAILABLE (don’t do GPS dependent procedures)
REQ PENDING
INIT GPS (initialize GPS first)

Approach RAIM is also indicated as "GPS APPR" above the FMS nav source (on
PFD). This will occur about 2nm outside of the FAF on FMS-based approaches.

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Beechcraft King Air 350
Quick Reference Task Sheet

QUICK REFERENCE
TASK SHEET

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 KING AIR 350 PRO LINE 21 RECURRENT CLIENT GUIDE

17) DUAL FMS OPERATIONS

Synchronizing
1) Press IDX Æ FMS CTL
2) Press SYNC/INDEP line select key
3) Select FMS that contains the FPLN’s to keep
a) The other FMS will be overwritten
QUICK REFERENCE
TASK SHEET

Once synched, either FMS will now transfer information to the other (e.g. neither
will be a master or slave). The master is chosen only for the initial
synchronization process.

The King Air dual FMS system will always start in an independent mode. They
must be synchronized, if desired, every flight.

Independent
1) Press IDX Æ FMS CTL
2) Press SYNC/INDEP line select key
3) Confirm the INDEPendent request

Both FMS’s will now operate as separate units (e.g. flight plans will be different,
holding patterns will be different, etc.)

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Beechcraft King Air 350
Quick Reference Task Sheet

QUICK REFERENCE
TASK SHEET
SYNCHRONIZING

INDEPENDENT

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18) SETTING DEFAULTS

1) Press IDX Æ DEFAULTS

Changing the Basic Operating Weight (BOW) will immediately affect both ACTive
and SECondary flight plan performance calculations. Changing the other options
will not unless a new flight plan is created or loaded.
QUICK REFERENCE
TASK SHEET

19) UPDATING DATABASE

This procedure is for the DBU-4100 using floppy diskettes.

If two FMS's are installed they must be updated INDIVIDUALLY.

1) Press IDX Æ DB DISK OPS

a. Insert Disk #1 in the DBU-4100
b. Press READ DISK
c. Follow instructions to load each successive diskette

Rockwell Collins also has update software using a PC laptop. This is connected
through one of these 2 methods (This allows the FMS’s to be updated
simultaneously).
1) non-IFIS – PCD port and PCD-3000 software
2) IFIS – Ethernet port and CPAS-3000 software

- Note: To use this software follow the instructions that came with the program
or updated material from Rockwell Collins.

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Beechcraft King Air 350
Quick Reference Task Sheet

QUICK REFERENCE
TASK SHEET

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20) UPDATING DATABASE

This procedure is for the DBU-5000 using a USB device.

If two FMS’s are installed they can be updated simultaneously.

1) Press IDX Æ MCDU MENU

a. Choose DBU
QUICK REFERENCE

2) Insert USB device into one of the DBU slots

TASK SHEET

Note: The FMS line select key will take the CDU back into standard FMS pages

FMS DATABASE LOADING

1) From DBU MENU, choose AVAILABLE LRU (line replaceable unit)
2) Choose UPDATE LIST
a. This will always be the first step in the database load

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QUICK REFERENCE
TASK SHEET

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3) Once list appears, choose FMS x on AVAILABLE LRU page (where ‘x’
represents multiple FMS numbers)
a. If the USB device does not have the appropriate file or has corrupt
files, an error message will appear on the CDU
b. If everything is OK, the FMS’s can be selected back to back to
generate near simultaneous load
4) Once loads appear, choose database from the AVAILABLE LOADS page
QUICK REFERENCE

5) The file is checked on the USB drive then begins to load

TASK SHEET

6) If another database needs to be loaded

a. Press AVAIL LRU and choose from the list
b. This can be done even as the other file is still loading

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QUICK REFERENCE
TASK SHEET

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IFIS / FSU LOAD

1) Press FSU L28 from AVAILABLE LRU page
a. If this is the first load from the USB then follow steps #1 and #2
under the FMS load to get the AVAILABLE LRU page
OR
b. Press AVAIL LRU from DATA LOAD PROGRESS page
2) Once loads appear, choose database from the AVAILABLE LOADS page
QUICK REFERENCE

3) A percent status will appear to show completion

TASK SHEET

4) DO NOT REMOVE the USB device during the load process

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Beechcraft King Air 350
Quick Reference Task Sheet

QUICK REFERENCE
TASK SHEET

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 KING AIR 350 PRO LINE 21 RECURRENT CLIENT GUIDE

VERTICAL GUIDANCE DISPLAY

King Air
ProLine 21 Study Aid
(Vertical Guidance Displays)

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Level Flight
FMS – Active lateral mode
VERTICAL GUIDANCE DISPLAY

AP – Autopilot engaged and using “left side” Flight Director

ALTS – Active vertical Mode – captured at altitude select of
5000’

Manual Descent
VS - Active Vertical Mode
ALTS - Armed vertical mode – will capture altitude selected of
3000’

Note: PTCH or VS or FLC must be used to start descent

FOR TRAINING USE ONLY

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Level Flight with VNAV selected

VALTS – Active vertical Mode – captured at altitude select of

VERTICAL GUIDANCE DISPLAY

5000’ with VNAV selected (“V”)
Same as before, only now “VNAV” has been selected. VNAV is not
affecting the flight director operation here.

Level Flight with VNAV selected

VALTS – Active vertical Mode – captured at altitude select of
5000’ with VNAV selected (“V”)
Same conditions as above, however 3200’ has been inserted into the
“LEGS” page of the CDU adjacent to a waypoint. With the pre-selected
altitude still at 5000’, the flight director cannot command a descent to
3200’

FOR TRAINING USE ONLY

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Level Flight Waiting for Top of Descent

VERTICAL GUIDANCE DISPLAY

VALT - Active vertical mode with VNAV selected

PATH - Armed vertical mode

With 3200’ displayed (VNAV altitude loaded in the CDU) the flight
director will establish a top of descent (TOD) to start a 3o descent path
to reach 3200’ at its associated flight plan waypoint (if no flight plan
“discontinuities”)

However, with the altitude preselector set to 3400’ the aircraft will
descend but stop at 3400’. The aircraft will always honor the
preselector setting.

FOR TRAINING USE ONLY

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Descending using VNAV to level at Preslected Altitude

VPATH - Active vertical mode commanding 3o path descent

VERTICAL GUIDANCE DISPLAY

ALTS - Armed vertical mode (“altitude select”).
Preselector is higher than the VNAV altitude so the aircraft will level at
the preselected altitude. VSI pointer is indicating stabilized VSI equal
to the magenta vertical speed rate required bug (o).

Descending using VNAV to level at VNAV Altitude

VPATH - Active vertical mode
ALTV - Armed vertical mode (“VNAV altitude”).
Preselector is lower than the VNAV altitude of 3200’ and aircraft will
level off at the VNAV altitude.

FOR TRAINING USE ONLY

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Manual Descent using Vertical Speed (VNAV still selected)

VERTICAL GUIDANCE DISPLAY

VVS - Active vertical mode

ALTS - Armed mode.
In this case, the VPATH (3° path) was not desired and the manual VS
mode was selected to override the descent path. If a VNAV altitude is
still active, the aircraft will level at the VNAV altitude.

Level off at Preselected Altitude

VALTS - Active vertical mode
Level off at the preselected altitude. VNAV is still ready to descend the
aircraft if a subsequent TOD is generated and preselector is reset.

FOR TRAINING USE ONLY

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KING AIR 300/350

SIMULATORS FLIGHT PROFILES

SIMULTOR FLIGHT PROFILES

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 KING AIR 350 PRO LINE 21 RECURRENT CLIENT GUIDE

ROLLOUT
1. RETURN TO AND HOLD
ENTRY PARAMETERS

HOLD 45° BANK

1. SMALL PITCH CORRECTIONS
2. MAINTAIN AIRSPEED

THROUGH 30° BANK

1. ADD APPROX. 10% TORQUE
2. ONE UNIT NOSE UP TRIM
3. SMALL PITCH INCREASE

THROUGH 30° BANK

ROLL INTO TURN 1.REDUCE TORQUE 10%
2. REDUCE PITCH
1. MAINTAIN INITIAL 3. TAKE OUT TRIM
SIMULTOR FLIGHT PROFILES

ALTITUDE

ROLL OUT OF TURN

1. START ROLLOUT 25° PRIOR
TO ROLLOUT HEADING

INITIAL ENTRY
1. AIRSPEED—180 KIAS
2. TORQUE—APPROX. 40%
3. HEADING BUG—SET
4. FD—OFF
5. CHECK ADI PITCH REFERENCE

300/350 Steep Turn

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BEGINNING OF MANEUVER APPROACH AND RECOVERY COMPLETION OF MANEUVER

INITIAL CONDITION: AT FIRST SIGN OF IMPENDING STALL: COMPLETION:

1. YAW DAMP—AS REQUIRED 1. SIMULTANEOUSLY ADVANCE 1. AT 140 KIAS—RESET CRUISE
POWER TO MAXIMUM AND POWER
2. PROPELLERS—1,500 RPM ADJUST PITCH ATTITUDE TO 2. MAINTAIN ASSIGNED ALTITUDE
MAINTAIN ALTITUDE
3. TORQUE—10%
2. AS AIRSPEED INCREASES,
4. MAINTAIN INITIAL HEADING REDUCE PITCH ATTITUDE TO
MAINTAIN ALTITUDE
5. MAINTAIN INITIAL ALTITUDE

SIMULTOR FLIGHT PROFILES

HORN
OR BUFFET
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

Approach to Stall—Clean Configuration

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BEGINNING OF MANEUVER STALL AND RECOVERY COMPLETION OF MANEUVER

1. YAW DAMPER—AS REQUIRED RECOVER AT HORN OR BUFFET COMPLETION:

2. TORQUE—40% 1. SIMULTANEOUSLY SET MAXIMUM 1. RESET CRUISE POWER
POWER, ADJUST PITCH ATTITUDE
3. MAINTAIN INITIAL ALTITUDE TO 7° (GA), AND ROLL WINGS LEVEL 2. MAINTAIN ASSIGNED ALTITUDE

4. FLAPS—APPROACH 2. ESTABLISH A POSITIVE RATE OF CLIMB

5. GEAR—DOWN 3. ACCELERATE TO VREF + 10 KT—

FLAPS APPROACH
6. PROPELLERS—1,700 RPM
4. POSITIVE RATE—GEAR UP
7. FLAPS—DOWN
5. ACCELERATE TO 125 KIAS—FLAPS UP
8. TORQUE—REDUCE TO 15%
6. RECOVER WITH MINIMAL LOSS OF
9. MAINTAIN INITIAL ALTITUDE ALTITUDE

10. MAINTAIN 15% TORQUE

SIMULTOR FLIGHT PROFILES

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 KNOTS ABOVE STALL SPEED

Approach to Stall—Landing Configuration

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BEGINNING OF MANEUVER STALL AND RECOVERY COMPLETION OF MANEUVER

HORN
OR BUFFET

INITIAL CONDITION: RECOVERY AT HORN OR BUFFET: COMPLETION:

1. YAW DAMPER—AS REQUIRED 1. SIMULTANEOUSLY ROLL THE WINGS 1. RESET CRUISE POWER
LEVEL AND REDUCE THE PITCH
2. PROPELLERS—1,700 RPM ATTITUDE, AS NECESSARY, TO STOP 2. MAINTAIN ALTITUDE/HEADING,
THE STALL WARNING (APPROX. 10°) OR AS DIRECTED
3. TORQUE—10%
2. RECOVER WITH MINIMAL LOSS OF
4. MAINTAIN INITIAL HEADING ALTITUDE, AIRSPEED, AND
HEADING DEVIATION
5. MAINTAIN INITIAL ALTITUDE
3. FLAPS—UP AT OR ABOVE VYSE
6. FLAPS—APPROACH (BLUE LINE)
(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

SIMULTOR FLIGHT PROFILES

8. THIS MANEUVER MAY BE
PERFORMED WHILE
MAINTAINING A 15 - 30°
ANGLE OF BANK OR
WHILE MAINTAINING A
HEADING

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

Approach to Stall—Takeoff Configuration

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EMERGENCY OR MALFUNCTION
AT OR BELOW V1
1. RECOGNIZE REASON FOR
REJECTING TAKEOFF
2. POWER LEVERS—GROUND FINE
3. BRAKING—AS NECESSARY
4. MAINTAIN RUNWAY HEADING

CLEAR OF RUNWAY
1. COMPLETE AFTER LANDING
CHECKLIST

BEFORE TAKEOFF
SIMULTOR FLIGHT PROFILES

1. FOLLOW NORMAL TAKEOFF

PROCEDURES UNTIL INITIATING
ABORT AT OR BELOW V1

WARNING NOTE:
DO NOT USE REVERSE THRUST WITH ONE IF REJECTED TAKEOFF IS DUE TO REASONS
ENGINE INOPERATIVE. CARE MUST BE OTHER THAN ONE ENGINE POWER LOSS,
EXERCISED WHEN USING SINGLE-ENGINE REVERSE IS MOST EFFECTIVE AT HIGH SPEEDS;
GROUND FINE ON SURFACES WITH BRAKING IS MOST EFFECTIVE AT LOW SPEEDS
REDUCED TRACTION.

Rejected Takeoff

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AREA DEPARTURE /
CLIMB PROFILE
1. 170 KIAS TO 10,000'
2. 160 KIAS 10,000' - 15,000'
CRUISE 3. 150 KIAS 15,000' - 20,000'
1. ACCELERATE TO CRUISE SPEED 4. 140 KIAS 20,000' - 25,000'
2. SET CRUISE POWER 5. 130 KIAS 25,000' - 30,000'
3. COMPLETE CRUISE CHECKLIST 6. 120 KIAS 30,000' - 35,000'

CLIMB-OUT
1. ACCELERATE TO 170 KIAS
2. COMPLETE CLIMB CHECKLIST

TAKEOFF
1. ROTATE AT VR TO APPROX.
10° NOSE UP
2. ESTABLISH POSITIVE RATE
OF CLIMB
3. LANDING GEAR—UP
4. LANDING/TAXI LIGHTS—OFF
TAKEOFF ROLL 5. AIRSPEED—V35 UNTIL
CLEAR OF OBSTACLES
1. OBSERVE TORQUE
AND ITT LIMITS
IN POSITION VYSE OR ABOVE
1. BRAKES—HOLD
1. FLAPS—UP

SIMULTOR FLIGHT PROFILES

2. SET STATIC TAKEOFF
2. YAW DAMP—ON
POWER
3. CLIMB POWER—SET
3. PROP RPM—1,700
4. AUTOFEATHER
ANNUNCIATORS—ON
5. BRAKES—RELEASE

BEFORE TAKEOFF
1. CHECKLIST—COMPLETED
2. TAKEOFF BRIEFING—COMPLETED
3. CONFIRM V1, VR, AND V2

Normal Takeoff and Departure—Model 350

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REJECTED/BALKED LANDING
1. POWER—MAXIMUM ALLOWABLE
2. PITCH—10° NOSE UP
INITIAL 3. AIRSPEED—VREF
1. OBTAIN ATIS 4. ESTABLISH NORMAL CLIMB
2. DESCENT CHECKLIST— WHEN CLEAR OF OBSTACLES:
COMPLETE 5. FLAPS—APPROACH AT OR
ABOVE VREF +10 KT
6. GEAR—UP (WHEN POSITIVE
CLIMB IS ESTABLISHED)
7. FLAPS—UP AT OR ABOVE
VYSE (BLUE LINE)

THRESHOLD
1. GEAR—RECHECK
DOWN
2. AIRSPEED—VREF
3. POWER—IDLE

ARRIVAL
1. TORQUE—APPROX. 30%
2. 150 - 175 KIAS (TYPICAL)
3. START BEFORE LANDING
CHECKLIST
LANDING
1. GROUND FINE OR REVERSE
2. BRAKES—AS NECESSARY

DOWNWIND
1. FLAPS—APPROACH
2. 130 - 140 KIAS

FINAL
ABEAM TOUCHDOWN POINT
1. 130 - 140 KIAS (VYSE MIN)
1. GEAR—DOWN WHEN LANDING ASSURED:
2. BEFORE LANDING
SIMULTOR FLIGHT PROFILES

2. FLAPS—DOWN
CHECKLIST—COMPLETE 3. TRANSISTION TO VREF
4. YAW DAMP—OFF
5. PROPS—FULL FORWARD
BASE
1. 130 KIAS (MIN REC)

CAUTION CAUTION

TO ENSURE CONSTANT REVERSING CHARACTERISTICS, IF POSSIBLE, PROPELLERS SHOULD BE MOVED OUT OF

THE PROPELLER CONTROL MUST BE IN FULL INCREASE REVERSE AT APPROXIMATELY 40 KNOTS TO MINIMIZE
RPM POSITION. BLADE EROSION. CARE MUST BE EXERCISED WHEN
REVERSING ON RUNWAYS WITH LOOSE SAND, DUST,
NOTE: OR SNOW ON THE SURFACE. FLYING GRAVEL WILL
REVERSE IS MOST EFFECTIVE AT HIGHER SPEEDS; DAMAGE PROPELLER BLADES, AND DUST OR SNOW
BRAKING IS MOST EFFECTIVE AT LOWER SPEEDS. MAY IMPAIR THE PILOT'S VISIBILITY.

Visual Approach and Landing—Model 350

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OM
INITIAL
1. OBTAIN ATIS
2. BRIEF APPROACH AND
MISSED APPROACH
3. FMS/NAV AIDS—SET UP/IDENT
4. DESCENT CHECKLIST—
COMPLETE
GLIDE SLOPE INTERCEPT
1. TORQUE—20% - 30%
2. 130 - 140 KIAS (VYSE MIN)

MM
DH-MISSED APPROACH
1. POWER—MAXIMUM ALLOWABLE
2. PITCH—7° NOSE UP (FD-GA)
3. GEAR—UP ARRIVAL
4. FLAPS—UP
5. COMPLETE MISSED-APPROACH 1. TORQUE—30% - 40%
PROCEDURE (SNAP) 2. 150 - 175 KIAS (TYPICAL)
3. FD—AS DESIRED
4. START BEFORE LANDING
CHECKLIST

DH APPROACH INBOUND
1. FLAPS—APPROACH
2. AIRSPEED—130 - 140 KIAS
3. RESET ALTITUDE PRESELECT
TO M.A.P. ALTITUDE

APPROACHING GLIDE SLOPE

1. GEAR—DOWN
2. PROPS—FULL FORWARD
3. COMPLETE BEFORE LANDING CHECKLIST

DH-VISUAL AND LANDING ASSURED

SIMULTOR FLIGHT PROFILES

1. FLAPS—DOWN
2. TRANSITION TO VREF
3. YAW DAMP—OFF
4. PROPS—CONFIRM FULL FORWARD

THRESHOLD
LANDING 1. GEAR—RECHECK DOWN
2. AIRSPEED—VREF
1. GROUND FINE OR REVERSE 3. POWER—IDLE
2. BRAKES—AS NECESSARY

CAUTION CAUTION
TO ENSURE CONSTANT REVERSING CHARACTERISTICS, IF POSSIBLE, PROPELLERS SHOULD BE MOVED OUT OF
THE PROPELLER CONTROL MUST BE IN FULL INCREASE REVERSE AT APPROXIMATELY 40 KNOTS TO MINIMIZE
RPM POSITION. BLADE EROSION. CARE MUST BE EXERCISED WHEN
REVERSING ON RUNWAYS WITH LOOSE SAND, DUST, OR
NOTE: SNOW ON THE SURFACE. FLYING GRAVEL WILL DAMAGE
REVERSE IS MOST EFFECTIVE AT HIGHER SPEEDS; PROPELLER BLADES, AND DUST OR SNOW MAY IMPAIR
BRAKING IS MOST EFFECTIVE AT LOWER SPEEDS THE PILOT'S VISIBILITY.

ILS Approach—Landing Sequence from an ILS

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PROCEDURE TURN OUTBOUND

INITIAL
1. START TIMING
1. OBTAIN ATIS 2. FLAPS—APPROACH
2. BRIEF APPROACH AND 3. AIRSPEED—130 - 140 KIAS
MISSED APPROACH
3. FMS/NAV AIDS—SETUP/IDENT
4. DESCENT CHECKLIST— FAF
COMPLETE
PROCEDURE TURN INBOUND
1. FD—AS DESIRED
2. RESET ALTITUDE PRESELECT

ARRIVAL
1. TORQUE—30% - 40%
2. AIRSPEED—
150 - 175 KIAS (TYPICAL)
3. FD—AS DESIRED
4. START BEFORE
LANDING CHECKLIST STATION PASSAGE
1. START TIMING
2. SET ALTITUDE PRESELECT
MAP-MISSED APPROACH
1. POWER—MAX (100% / 820°)
2. PITCH—7° NOSE UP (FD-GA)
3. GEAR—UP INTERCEPT FINAL APPROACH
4. FLAPS—UP
5. COMPLETE MISSED-APPROACH 1. COURSE INBOUND
PROCEDURE (SNAP)
MAP APPROACH INBOUND
1. RESET ALTITUDE PRESELECT
TO APPROACH MINIMUMS
FAF 2. GEAR—DOWN
3. PROPS—FULL FORWARD

MDA
FINAL APPROACH FIX
SIMULTOR FLIGHT PROFILES

1. START TIMING
2. GEAR—CONFIRM DOWN
3. TORQUE—APPROX. 15%
4. COMPLETE BEFORE
LANDING CHECKLIST
5. AIRSPEED—130 - 140 KIAS
THRESHOLD
1. GEAR—RECHECK DOWN
2. AIRSPEED—VREF MINIMUM DESCENT ALTITUDE (MDA)
3. POWER—IDLE 1. LEVEL OFF AT MDA, AT LEAST 1 MILE
PRIOR TO MAP, IF POSSIBLE
LANDING 2. TORQUE—40%
1. GROUND FINE OR REVERSE MAP-LANDING ASSURED 3. AIRSPEED—130 - 140 KIAS (VYSE MIN)
2. BRAKES—AS NECESSARY
1. FLAPS—DOWN
2. TRANSITION TO VREF
3. YAW DAMP—OFF
4. PROPS—CONFIRM FULL FORWARD

CAUTION CAUTION
TO ENSURE CONSTANT REVERSING CHARACTERISTICS, IF POSSIBLE, PROPELLERS SHOULD BE MOVED OUT OF
THE PROPELLER CONTROL MUST BE IN FULL INCREASE REVERSE AT APPROXIMATELY 40 KNOTS TO MINIMIZE
RPM POSITION. BLADE EROSION. CARE MUST BE EXERCISED WHEN
REVERSING ON RUNWAYS WITH LOOSE SAND, DUST,
NOTE: OR SNOW ON THE SURFACE. FLYING GRAVEL WILL
REVERSE IS MOST EFFECTIVE AT HIGHER SPEEDS; DAMAGE PROPELLER BLADES, AND DUST OR SNOW
BRAKING IS MOST EFFECTIVE AT LOWER SPEEDS MAY IMPAIR THE PILOT'S VISIBILITY.

Non-Precision Approach with Procedure Turn

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ARRIVAL NOTE:
THIS IS A CATEGORY B AIRCRAFT, BUT
1. PLAN CIRCLING MANEUVER AIRSPEEDS OF 121 THROUGH 140 KIAS
2. FOLLOW NORMAL APPROACH REQUIRE CATEGORY C MINIMUMS
PROCEDURES TO MDA

MDA
MAP

THRESHOLD FINAL
1. GEAR—RECHECK DOWN 1. 130 - 140 KIAS (VYSE MIN)
2. AIRSPEED—VREF WHEN LANDING ASSURED:
3. POWER—IDLE 2. FLAPS—DOWN
MINIMUM DESCENT ALTITUDE (MDA) 3. TRANSITION TO VREF
1 NM 4. YAW DAMP—OFF
1. LEVEL OFF AT MDA AT LEAST 1 MILE
5. PROPS—FULL FORWARD
PRIOR TO MAP, IF POSSIBLE
2. TORQUE—40%
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

SIMULTOR FLIGHT PROFILES

APPROACH, OR INITIATE A MISSED APPROACH
2. MAINTAIN MDA DURING CIRCLING MANEUVER

BASE
1. COMMENCE DESCENT FROM
A POINT WHERE A NORMAL
CAUTION LANDING CAN BE MADE

TO ENSURE CONSTANT REVERSING CHARACTERISTICS,

THE PROPELLER CONTROL MUST BE IN FULL INCREASE
RPM POSITION.
CAUTION
NOTE:
REVERSE IS MOST EFFECTIVE AT HIGHER SPEEDS; IF POSSIBLE, PROPELLERS SHOULD BE MOVED OUT OF
BRAKING IS MOST EFFECTIVE AT LOWER SPEEDS. 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.

Circling Approach and Landing

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NOTE:
DO NOT RETARD FAILED ENGINE 1,500' AGL
POWER LEVER UNTIL THE AUTO- 1. COMPLETE ENGINE FAILURE
FEATHER SYSTEM HAS COMPLETELY CHECKLIST CLEAN-UP ITEMS
STOPPED PROPELLER ROTATION. 2. LAND AS SOON AS PRACTICAL

CLIMB
1. VYSE (BLUE LINE)
2. APPROX. 9 - 10° PITCH

V2
1. CHECK MAX POWER (100% / 820°)
2. AIRSPEED AT V2
3. VERIFY PROP FEATHERED

ENGINE LOSS
1. MAINTAIN RUNWAY HEADING

TAKEOFF 400' AGL (CLEAR OF OBSTACLES)

1. ROTATE AT VR TO APPROX. 1. REDUCE PITCH TO 5° PITCH TO
10° NOSE UP ACCELERATE TO VYSE (BLUE LINE)
2. ESTABLISH POSITIVE RATE 2. V2 + 9 KT—FLAPS UP
OF CLIMB
3. LANDING GEAR—UP
SIMULTOR FLIGHT PROFILES

NOTE:
BEFORE TAKEOFF IT MAY BE NECESSARY TO BANK AS MUCH AS
5° INTO THE GOOD ENGINE TO MAINTAIN
1. FOLLOW NORMAL TAKEOFF RUNWAY HEADING. IT MAY REQUIRE ALMOST FULL
PROCEDURES UNTIL AT OR RUDDER ON THE SIDE OF THE GOOD ENGINE
ABOVE V1 TO KEEP THE BALL SLIGHTLY OFF CENTER.

Engine Loss at or Above V1—Model 350

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INITIAL
1. OBTAIN ATIS
2. DESCENT CHECKLIST—COMPLETE
GO-AROUND
1. POWER—MAXIMUM ALLOWABLE
2. LANDING GEAR—UP
3. AIRSPEED—INCREASE TO 125 KIAS
4. FLAPS—UP

THRESHOLD
1. GEAR—RECHECK DOWN
2. AIRSPEED—VREF
3. POWER—IDLE

ARRIVAL
1. TORQUE—APPROXIMATELY 80%
2. AIRSPEED—150 - 175 KIAS (TYPICAL)
3. START ONE-ENGINE-INOPERATIVE
APPROACH AND LANDING CHECKLIST
LANDING
1. GROUND FINE—AS NECESSARY
2. BRAKES—AS NECESSARY

DOWNWIND
1. FLAPS—APPROACH
2. AIRSPEED—130 - 140 KIAS

FINAL
ABEAM TOUCHDOWN POINT
1. AIRSPEED—VREF + 15 KT

SIMULTOR FLIGHT PROFILES

1. GEAR—DOWN WHEN IT IS CERTAIN THERE IS
2. PROP—FULL FORWARD NO POSSIBILITY OF GO-AROUND:
2. FLAPS—DOWN
3. AIRSPEED—VREF
4. YAW DAMP—OFF
5. ONE-ENGINE-INOPERATIVE
BASE APPROACH AND LANDING
1. AIRSPEED—VREF + 15 KT CHECKLIST—COMPLETE

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.

One Engine Inop Visual Approach and Landing—Model 350

FOR TRAINING PURPOSES ONLY 63