PCG

PILOT CLIENT GUIDE

Revision 1.0

Beechcraft
King Air B200GT
 NOTICE
Textron Aviation Inc. materials in this training program have been reproduced
with permission and are copyrighted by Textron Aviation Inc.

NOTICE
These items are controlled by the U.S. Government and authorized for export
only to the country of ultimate destination for use by the ultimate consignee or
end-user(s) herein identified. They may not be resold, transferred, or otherwise
disposed of, to any other country or to any person other than the authorized
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incorporated into other items, without first obtaining approval from the U.S.
government or as otherwise authorized by U.S. law and regulations.

Publication History:

Original.......................................... May 2015

Rev. 0.1......................................October 2016
Rev. 0.2....................................... August 2017
Rev. 0.3......................................October 2018
Rev. 1.0........................................... June 2021

Copyright © 2021 FlightSafety Textron Aviation Training, LLC. All Rights Reserved.
Unauthorized reproduction or distribution is prohibited.
 TABLE OF CONTENTS

CHAPTER 1 INITIAL TRAINING CURRICULUM

CHAPTER 2 RECURRENT TRAINING CURRICULUM

CHAPTER 3 REQUIRED KNOWLEDGE AREAS

CHAPTER 4 MEMORY ITEMS AND LIMITATIONS

CHAPTER 5 STANDARD OPERATING PROCEDURES

CHAPTER 6 CREW RESOURCE MANAGEMENT

CHAPTER 7 HANDOUTS

CHAPTER 8 ANNUNCIATORS

CHAPTER 9 SCHEMATICS
 KING AIR B200GT PILOT CLIENT GUIDE

CHAPTER 1
INITIAL TRAINING CURRICULUM

CONTENTS
Page
INITIAL GROUND TRAINING CURRICULUM................................................................ 1-1
Summary/Overview........................................................................................................ 1-1
Technical/CRM Objectives.............................................................................................. 1-1
Equipment and Materials................................................................................................ 1-1
Completion Standards..................................................................................................... 1-2
INITIAL FLIGHT TRAINING CURRICULUM................................................................... 1-3
Summary/Overview........................................................................................................ 1-3
Prerequisites.................................................................................................................... 1-3
Technical/CRM Objectives.............................................................................................. 1-3
Equipment and Materials................................................................................................ 1-3
Completion Standards..................................................................................................... 1-4
Line Oriented Simulation Training.................................................................................. 1-4
INITIAL TRAINING SCHEDULE
(AIRCRAFT EQUIPPED WITH GLASS COCKPIT)........................................................... 1-5
EASA INITIAL TRAINING SCHEDULE............................................................................ 1-8

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 KING AIR B200GT PILOT CLIENT GUIDE

INITIAL GROUND TRAINING CURRICULUM

SUMMARY/OVERVIEW
This segment of the course is designed to provide pilots with the necessary training to understand the
operation of aircraft systems, the use of the individual system controls, and the integration of aircraft
systems with operational procedures in order to sufficiently prepare them to enter the flight training
curriculum segment. At the end of the ground training curriculum segment the pilot will be able to
locate, identify, and operate all aircraft systems. The pilot will be able to perform normal, abnormal,
and emergency operating procedures. Additionally, the pilot will be able to demonstrate knowledge
of aircraft performance as well as systems and aircraft limitations.

TECHNICAL/CRM OBJECTIVES
Each day, topics will be covered from the materials listed below. Reading assignments will be given
by the instructor for the following day. Pilots will be introduced to, and will exercise in, the elements
of crew resource management (CRM) as part of the integration process including, but not limited to
such elements as: situational awareness and the error chain, crew concept, and workload assessment
and time management.

EQUIPMENT AND MATERIALS

• Aircraft Flight Manual (AFM)—Primary reference for manufacturer limitations, procedures,
and system descriptions used during ground school
• Pilot Checklist—Quick reference used during Normal/Abnormal/Emergency system discussion
• Pilot's Operating Manual (POM) or Pilot's Operating Handbook (POH)—Manufacturer's
expanded system discussion referenced during Normal system discussion
• Pilot Training Manual (PTM)—A supplement, organized by systems, that is utilized for
classroom discussion during ground school training
• Client Guide—FlightSafety overall course structure and schedule for initial and recurrent
training that includes select aircraft information used for self-study and reference
• Memory Flashcards—A summarized list of aircraft limitations and memory items presented
in a quick, flip format for ease of memorization and self-study
• Desktop Simulator (DTS)—Active cockpit in ground school used for interactive Normal/
Abnormal/Emergency system operations
• Graphical Flight Simulator (GFS)—Active touchscreen system laid out similar to the cockpit,
used during interactive System Integration lessons and client self-study
• Flight Plan Guide—Collection of select charts and flight plans used during interactive lessons
on FlightSafety DTS and GFS systems

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 KING AIR B200GT PILOT CLIENT GUIDE

COMPLETION STANDARDS
The pilot must demonstrate adequate knowledge of the aircraft systems, limitations, performance,
and flight planning by successfully completing the written examination with a minimum of 80%
(FAA and Foreign Non-EASA), corrected to 100%, and EASA examinations are graded for each
section with a minimum of 75%, corrected to 100% .

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 KING AIR B200GT PILOT CLIENT GUIDE

INITIAL FLIGHT TRAINING CURRICULUM

SUMMARY/OVERVIEW
Simulator training modules will provide instruction to develop the skills to maneuver the aircraft with
and without the automatic flight control system. The pilot will become familiar and proficient in the
use of normal, abnormal, and emergency checklist procedures and standard operating procedures.

PREREQUISITES
Review the aircraft normal procedure checklists, memory items, and limitations prior to the
simulator training.

TECHNICAL/CRM OBJECTIVES
Pilots will exercise in the elements of crew resource management (CRM) as part of the flight training
process including, but not limited to such elements as: situational awareness and the error chain, crew
concept, and workload assessment and time management.

EQUIPMENT AND MATERIALS

• Aircraft Flight Manual (AFM)—Primary reference for manufacturer limitations, procedures,
and system descriptions used during briefing and debriefing sessions
• Pilot Checklist—Quick reference used during all Normal/Abnormal/Emergency operations
• Pilot's Operating Handbook (POH)—Manufacturer's expanded system discussion referenced as
needed during briefing and debriefing sessions
• Pilot Training Manual (PTM)—FlightSafety system discussion used as needed during briefing
and debriefing sessions
• Client Guide—FlightSafety overall course structure and schedule for initial and recurrent
training that includes select aircraft information used for self-study and reference
• Memory Flashcards—A summarized list of aircraft limitations and memory items presented in a
quick, flip format for ease of memorization and self-study
• Desktop Simulator (DTS)—Active cockpit in briefing room used as needed during briefing and
debriefing sessions
• Graphical Flight Simulator (GFS)—Active touchscreen system laid out similar to the cockpit,
used in preparation for simulator session and client self-study
• Flight Plan Guide—Collection of select charts and flight plans used as needed during FlightSafety
GFS training
• SimVu—FlightSafety simulator recording system displaying aircraft cockpit, audio, avionics,
and exterior systems used during debriefing sessions

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 KING AIR B200GT PILOT CLIENT GUIDE

COMPLETION STANDARDS
The pilot must demonstrate normal, abnormal, and emergency procedures and checklists in a timely
and sequentially correct manner, and perform all the maneuvers and procedures in accordance with
the applicable Practical Test Standards.

LINE ORIENTED SIMULATION TRAINING

This training will facilitate transition from the fixed package of maneuvers in the flight simulator
module to crew-oriented flying. Pilots accomplishing all of their training/checking in a simulator
(100%) will complete Line Oriented Simulation Training (LOST).

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 KING AIR B200GT PILOT CLIENT GUIDE

INITIAL TRAINING SCHEDULE

(AIRCRAFT EQUIPPED WITH GLASS COCKPIT)
These schedules represent a general guide for what to expect during training. All subjects listed will
be covered, but the order of content is at the instructor's discretion based on client/instructor need.
FAA and EASA training requirements are identical except where noted.
TRAINING DAY GROUND SCHOOL SIMULATOR
• AIRCRAFT GENERAL
• MASTER WARNING
• ELECTRICAL
• LIGHTING
1 • AFM/AOM (NONE)
• CRM/SRM
• AVIONICS
• SYSTEMS INTEGRATION (SIT)
(7 HOURS)
• FUEL
• POWERPLANT
• POWERPLANT (APPLICABLE ONLY
TO KA250/250 STC COURSES)
• PROPELLERS
• FIRE PROTECTION
2 • PNEUMATICS (NONE)
• AIR CONDITIONING
• AFM/AOM
• CRM/SRM
(7 HOURS/8 HOURS (KA 250/250
STC COURSES))
• PRESSURIZATION
• OXYGEN
• ICE AND RAIN PROTECTION
3 • LANDING GEAR AND BRAKES (NONE)
• FLIGHT CONTROLS
• AVIONICS
(7 HOURS)
• AVIONICS
• FLIGHT PLANNING
4 • AFM/AOM (NONE)
• SYSTEMS INTEGRATION SIT)
(6 HOURS)
• STALL RECOGNITION AND
RECOVERY PROCEDURES
• PART 61/91 (FAA CLIENTS ONLY)
• WINDSHEAR
5 • CRM/SRM (NONE)
• WEIGHT AND BALANCE
• PERFORMANCE
• SYSTEMS INTEGRATION (SIT)
(5.5 HOURS)
• SYSTEMS INTEGRATION (SIT)
• AIRCRAFT GENERAL
6 • SYSTEMS REVIEW (NONE)
• WRITTEN EXAM
(6.5 HOURS WITH EXAM)

Continued on Next Page

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 KING AIR B200GT PILOT CLIENT GUIDE

INITIAL TRAINING SCHEDULE (CONT)

TRAINING DAY GROUND SCHOOL SIMULATOR
SESSION 1
• PREFLIGHT
7 • TAKEOFF AND DEPARTURE
Training Hours • INFLIGHT MANEUVERS
1 HOUR BRIEF (NONE) • INSTRUMENT PROCEDURES
• NORMAL/ABNORMAL/EMERGENCY
2 HOURS SIMULATOR PROCEDURES/OPERATIONS
0.5 HOURS DEBRIEF • LANDINGS AND APPROACHES TO
LANDINGS
• POSTFLIGHT PROCEDURES
SESSION 2
• PREFLIGHT
8 • TAKEOFF AND DEPARTURE
Training Hours • INFLIGHT MANEUVERS
1 HOUR BRIEF (NONE) • INSTRUMENT PROCEDURES
• LANDINGS AND APPROACHES
2 HOURS SIMULATOR TO LANDINGS
0.5 HOURS DEBRIEF • NORMAL/ABNORMAL/EMERGENCY
PROCEDURES
• POSTFLIGHT PROCEDURES
SESSION 3
• PREFLIGHT
9 • TAKEOFF AND DEPARTURE
Training Hours • INFLIGHT MANEUVERS
1 HOUR BRIEF (NONE) • INSTRUMENT PROCEDURES
• LANDINGS AND APPROACHES
2 HOURS SIMULATOR TO LANDINGS
0.5 HOURS DEBRIEF • NORMAL/ABNORMAL/EMERGENCY
PROCEDURES
• POSTFLIGHT PROCEDURES
SESSION 4
• PREFLIGHT
10 • TAKEOFF AND DEPARTURE
Training Hours • INFLIGHT MANEUVERS
1 HOUR BRIEF (NONE) • INSTRUMENT PROCEDURES
• LANDINGS AND APPROACHES
2 HOURS SIMULATOR TO LANDINGS
0.5 HOURS DEBRIEF • NORMAL/ABNORMAL/EMERGENCY
PROCEDURES
• POSTFLIGHT PROCEDURES
SESSION 5
• PREFLIGHT
11 • TAKEOFF AND DEPARTURE
Training Hours • INFLIGHT MANEUVERS
1 HOUR BRIEF (NONE) • INSTRUMENT PROCEDURES
• LANDINGS AND APPROACHES
2 HOURS SIMULATOR TO LANDINGS
0.5 HOURS DEBRIEF • NORMAL/ABNORMAL/EMERGENCY
PROCEDURES
• POSTFLIGHT PROCEDURES

Continued on Next Page

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 KING AIR B200GT PILOT CLIENT GUIDE

INITIAL TRAINING SCHEDULE (CONT)

TRAINING DAY GROUND SCHOOL SIMULATOR
SESSION 6
12 • PREFLIGHT
Training Hours • TAKEOFF AND DEPARTURE
• INSTRUMENT PROCEDURES
1 HOUR BRIEF (NONE) • LANDINGS AND APPROACHES
2 HOURS SIMULATOR TO LANDINGS
• NORMAL/ABNORMAL/EMERGENCY
0.5 HOURS DEBRIEF PROCEDURES
• POSTFLIGHT PROCEDURES

EASA
Competencies
During each lesson, the Instructor will select and discuss with the client at least two of the following
competencies that were observed during the flight:
• Application of Procedures
• Communication
• Aircraft flight path management—Automation
• Aircraft flight path management—Manual control
• Leadership and Teamwork
• Problem Solving and Decision Making
• Situation Awareness
• Workload Management
• Professional/Technical Knowledge

Continued on Next Page

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 KING AIR B200GT PILOT CLIENT GUIDE

EASA INITIAL TRAINING SCHEDULE

TRAINING DAY GROUND SCHOOL SIMULATOR
• AIRCRAFT GENERAL
• MASTER WARNING
• ELECTRICAL
• LIGHTING
1 • AFM/AOM (NONE)
• CRM/SRM
• AVIONICS
• SYSTEMS INTEGRATION (SIT)
(7 HOURS)
• FUEL
• POWERPLANT
• PROPELLERS
• FIRE PROTECTION
2 • PNEUMATICS (NONE)
• AIR CONDITIONING
• AFM/AOM
• CRM/SRM
(7 HOURS)
• PRESSURIZATION
• OXYGEN
• ICE AND RAIN PROTECTION
3 • LANDING GEAR AND BRAKES (NONE)
• FLIGHT CONTROLS
• AVIONICS
(7 HOURS)
• AVIONICS
• FLIGHT PLANNING
4 • AFM/AOM (NONE)
• SYSTEMS INTEGRATION SIT)
(6 HOURS)
• STALL RECOGNITION AND
RECOVERY PROCEDURES
• WINDSHEAR
• CRM/SRM
5 • WEIGHT AND BALANCE (NONE)
• PERFORMANCE
• SYSTEMS INTEGRATION (SIT)
(5.5 HOURS)
• SYSTEMS INTEGRATION (SIT)
• AIRCRAFT GENERAL
6 • SYSTEMS REVIEW (NONE)
• WRITTEN EXAM
(6.5 HOURS WITH EXAM)

Continued on Next Page

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 KING AIR B200GT PILOT CLIENT GUIDE

EASA INITIAL TRAINING SCHEDULE (CONT)

TRAINING DAY GROUND SCHOOL SIMULATOR
SESSION 1
• PREFLIGHT
7 • TAKEOFF AND DEPARTURE
Training Hours • INFLIGHT MANEUVERS
• INSTRUMENT PROCEDURES
1 HOUR BRIEF (NONE) • LANDINGS AND APPROACHES TO
2 HOUR SIMULATOR LANDINGS
• NORMAL/ABNORMAL/EMERGENCY
0.5 HOUR DEBRIEF PROCEDURES/OPERATIONS
• POSTFLIGHT PROCEDURES
• (TASE) SPECIAL EMPHASIS AREA
SESSION 2
• PREFLIGHT
8 • TAKEOFF AND DEPARTURE
Training Hours • INFLIGHT MANEUVERS
1 HOUR BRIEF (NONE) • INSTRUMENT PROCEDURES
• LANDINGS AND APPROACHES
2 HOUR SIMULATOR TO LANDINGS
0.5 HOUR DEBRIEF • NORMAL/ABNORMAL/EMERGENCY
PROCEDURES/OPERATIONS
• (TASE) SPECIAL EMPHASIS AREA
SESSION 3
• PREFLIGHT
9 • TAKEOFF AND DEPARTURE
Training Hours • INFLIGHT MANEUVERS
• INSTRUMENT PROCEDURES
1 HOUR BRIEF (NONE) • LANDINGS AND APPROACHES
2 HOUR SIMULATOR TO LANDINGS
• NORMAL/ABNORMAL/EMERGENCY
0.5 HOUR DEBRIEF PROCEDURES/OPERATIONS
• POSTFLIGHT PROCEDURES
• (TASE) SPECIAL EMPHASIS AREA
SESSION 4
• PREFLIGHT
10 • TAKEOFF AND DEPARTURE
Training Hours • INFLIGHT MANEUVERS
1 HOUR BRIEF (NONE) • INSTRUMENT PROCEDURES
• LANDINGS AND APPROACHES
2 HOUR SIMULATOR TO LANDINGS
0.5 HOUR DEBRIEF • NORMAL/ABNORMAL/EMERGENCY
PROCEDURES/OPERATIONS
• (TASE) SPECIAL EMPHASIS AREA

Continued on Next Page

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 KING AIR B200GT PILOT CLIENT GUIDE

EASA INITIAL TRAINING SCHEDULE (CONT)

TRAINING DAY GROUND SCHOOL SIMULATOR
SESSION 5
11 • PREFLIGHT
Training Hours • TAKEOFF AND DEPARTURE
• INSTRUMENT PROCEDURES
1 HOUR BRIEF (NONE) • LANDINGS AND APPROACHES
2 HOUR SIMULATOR TO LANDINGS
• NORMAL/ABNORMAL/EMERGENCY
0.5 HOUR DEBRIEF PROCEDURES/OPERATIONS
• (TASE) SPECIAL EMPHASIS AREA
SESSION 6
12 • PREFLIGHT
Training Hours • TAKEOFF AND DEPARTURE
• INFLIGHT MANEUVERS
1 HOUR BRIEF (NONE) • INSTRUMENT PROCEDURES
2 HOUR SIMULATOR • LANDINGS AND APPROACHES
TO LANDINGS
0.5 HOUR DEBRIEF • POSTFLIGHT PROCEDURES
• (TASE) SPECIAL EMPHASIS AREA

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 KING AIR B200GT PILOT CLIENT GUIDE

CHAPTER 2
RECURRENT TRAINING CURRICULUM

CONTENTS
Page
RECURRENT GROUND TRAINING CURRICULUM....................................................... 2-1
Summary/Overview........................................................................................................ 2-1
Technical/CRM Objectives.............................................................................................. 2-1
Equipment and Materials................................................................................................ 2-1
Completion Standards..................................................................................................... 2-2
RECURRENT FLIGHT TRAINING CURRICULUM.......................................................... 2-3
Summary/Overview........................................................................................................ 2-3
Prerequisites.................................................................................................................... 2-3
Technical/CRM Objectives.............................................................................................. 2-3
Equipment and Materials................................................................................................ 2-3
Completion Standards..................................................................................................... 2-4
RECURRENT TRAINING SCHEDULE............................................................................... 2-5

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 KING AIR B200GT PILOT CLIENT GUIDE

RECURRENT GROUND TRAINING CURRICULUM

SUMMARY/OVERVIEW
This segment of the course is designed to provide pilots with the necessary training to understand the
operation of aircraft systems, the use of the individual system controls, and the integration of aircraft
systems with operational procedures in order to sufficiently prepare them to enter the flight training
curriculum segment. At the end of the ground training curriculum segment the pilot will be able to
locate, identify, and operate all aircraft systems. The pilot will be able to perform normal, abnormal,
and emergency operating procedures. Additionally, the pilot will be able to demonstrate knowledge
of aircraft performance as well as systems and aircraft limitations.

TECHNICAL/CRM OBJECTIVES
Each day, topics will be covered from the materials listed below. Reading assignments will be given
by the instructor for the following day. Pilots will be introduced to, and will exercise in, the elements
of crew resource management (CRM) as part of the integration process including, but not limited to
such elements as: situational awareness and the error chain, crew concept, and workload assessment
and time management.

EQUIPMENT AND MATERIALS

• Aircraft Flight Manual (AFM)—Primary reference for manufacturer limitations and procedures
used during ground school
• Pilot Checklist—Quick reference used during Normal/Abnormal/Emergency system discussion
• Pilot's Operating Handbook (POH)—Manufacturer's expanded system discussion referenced
during Normal system discussion
• Pilot Training Manual (PTM)—A supplement, organized by systems, that is utilized for
classroom discussion during ground school training
• Client Guide—FlightSafety overall course structure and schedule for initial and recurrent
training that includes select aircraft information used for self-study and reference
• Memory Flashcards—A summarized list of aircraft limitations and memory items presented in a
quick, flip format for ease of memorization and self-study
• Desktop Simulator (DTS)—Active cockpit in ground school used for interactive Normal/
Abnormal/Emergency system operations
• Graphical Flight Simulator (GFS)—Active touchscreen system laid out similar to the cockpit,
available for client self-study

Revision 1.0 FOR TRAINING PURPOSES ONLY 2-1

 KING AIR B200GT PILOT CLIENT GUIDE

COMPLETION STANDARDS
The pilot must demonstrate adequate knowledge of the aircraft systems, limitations, performance,
and flight planning by successfully completing the written examination with a minimum of 80%.

2-2 FOR TRAINING PURPOSES ONLY Revision 1.0

 KING AIR B200GT PILOT CLIENT GUIDE

RECURRENT FLIGHT TRAINING CURRICULUM

SUMMARY/OVERVIEW
Simulator training modules will provide instruction to develop the skills to maneuver the aircraft with
and without the automatic flight control system. The pilot will become familiar and proficient in the
use of normal, abnormal, and emergency checklist procedures and standard operating procedures.

PREREQUISITES
Review the aircraft normal procedure checklists, memory items, and limitations prior to the simu-
lator training.

TECHNICAL/CRM OBJECTIVES
Pilots will exercise in the elements of crew resource management (CRM) as part of the flight training
process including, but not limited to such elements as: situational awareness and the error chain, crew
concept, and workload assessment and time management.

EQUIPMENT AND MATERIALS

• Aircraft Flight Manual (AFM)—Primary reference for manufacturer limitations and procedures
used during briefing and debriefing sessions
• Pilot Checklist—Quick reference used during all Normal/Abnormal/Emergency operations
• Pilot's Operating Handbook (POH)—Manufacturer's expanded system discussion referenced as
needed during briefing and debriefing sessions
• Pilot Training Manual (PTM)—FlightSafety system discussion used as needed during briefing
and debriefing sessions
• Client Guide—FlightSafety overall course structure and schedule for initial and recurrent
training that includes select aircraft information used for self-study and reference
• Memory Flashcards— A summarized list of aircraft limitations and memory items presented in a
quick, flip format for ease of memorization and self-study
• Desktop Simulator (DTS)—Active cockpit in briefing room used as needed during briefing and
debriefing sessions
• Graphical Flight Simulator (GFS)—Active touchscreen system laid out similar to the cockpit,
used for client self-study
• SimVu—FlightSafety simulator recording system displaying aircraft cockpit, audio, avionics,
and exterior systems used during debriefing sessions

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 KING AIR B200GT PILOT CLIENT GUIDE

COMPLETION STANDARDS
The pilot must demonstrate normal, abnormal, and emergency procedures and checklists in a timely
and sequentially correct manner, and perform all the maneuvers and procedures in accordance with
the applicable Practical Test Standards.

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 KING AIR B200GT PILOT CLIENT GUIDE

RECURRENT TRAINING SCHEDULE

These schedules represent a general guide for what to expect during training. All subjects listed will
be covered, but the order of content is at the instructor's discretion based on client/instructor need.
FAA and EASA training requirements are identical except where noted.
TRAINING DAY GROUND SCHOOL SIMULATOR
• AIRCRAFT GENERAL SESSION 1
• MASTER WARNING
•PREFLIGHT
• WEIGHT AND BALANCE
•TAKEOFF AND DEPARTURE
• PERFORMANCE
•INFLIGHT MANEUVERS
• FLIGHT PLANNING
•INSTRUMENT PROCEDURES
1 • PART 91 GENERAL OPERATING
•NORMAL/ABNORMAL/
AND FLIGHT RULES (FAA ONLY)
EMERGENCY PROCEDURES/
• LIGHTING
OPERATIONS
• ELECTRICAL
• LANDINGS AND APPROACHES
• AVIONICS/COMMUNICATION
TO LANDINGS
(3.5 HOURS) • POST-FLIGHT PROCEDURES
• CRM/SRM SESSION 2
• WINDSHEAR
• PREFLIGHT
• FUEL
• TAKEOFF AND DEPARTURE
• POWERPLANT
• INFLIGHT MANEUVERS
• POWERPLANT (APPLICABLE ONLY
• INSTRUMENT PROCEDURES
TO KA 250/250 STC COURSE)
2 • LANDINGS AND APPROACHES
• PROPELLERS
TO LANDINGS
• FIRE PROTECTION
• NORMAL/ABNORMAL/
• PNEUMATICS
EMERGENCY PROCEDURES/
• AIR CONDITIONING
OPERATIONS
(3.5 HOURS/4 HOURS (KA 250/ • POST-FLIGHT PROCEDURES
KA250 STC COURSE))
• ICE AND RAIN PROTECTION SESSION 3
• PRESSURIZATION
•PREFLIGHT
• OXYGEN
•TAKEOFF AND DEPARTURE
• LANDING GEAR AND BRAKES
•INFLIGHT MANEUVERS
• FLIGHT CONTROLS
•INSTRUMENT PROCEDURES
3 • STALL RECOGNITION
•LANDINGS AND APPROACHES
• SYSTEM INTEGRATION (SIT)
TO LANDINGS
• WRITTEN EXAM
• NORMAL/ABNORMAL/
(4.0 HOURS WITH EXAM) EMERGENCY PROCEDURES/
OPERATIONS
• POST-FLIGHT PROCEDURES

Continued on Next Page

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 KING AIR B200GT PILOT CLIENT GUIDE

RECURRENT TRAINING SCHEDULE (CONT)

TRAINING HOURS SUMMARY
GROUND SCHOOL SIMULATOR
PAIRED CREW
3 HOURS BRIEFING*
1.5 HOURS DEBRIEFING
6 HOURS PILOT FLYING
6 HOURS PILOT MONITORING
10.5 HOURS/11 HOURS (KA 250/KA250
STC COURSE) SINGLE PILOT
3 HOURS BRIEFING*
1.5 HOURS DEBRIEFING
6 HOURS PILOT FLYING
*1.5 HOURS BRIEFING for EASA training

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 KING AIR B200GT PILOT CLIENT GUIDE

CHAPTER 3
REQUIRED KNOWLEDGE AREAS

CONTENTS
Page
REQUIRED KNOWLEDGE AREAS (RKAs)...................................................................... 3-1
Aircraft General............................................................................................................... 3-1
Electrical Power Systems................................................................................................ 3-1
Lighting........................................................................................................................... 3-2
Fuel.................................................................................................................................. 3-2
Powerplant....................................................................................................................... 3-3
Fire Protection................................................................................................................. 3-3
Ice and Rain Protection................................................................................................... 3-4
Air Conditioning............................................................................................................. 3-4
Pressurization.................................................................................................................. 3-5
Landing Gear and Brakes................................................................................................ 3-5
Flight Controls................................................................................................................. 3-6
Avionics........................................................................................................................... 3-6
Oxygen............................................................................................................................ 3-7
Propellers......................................................................................................................... 3-7
General Limitations......................................................................................................... 3-7
Engine Limitations.......................................................................................................... 3-8
System Limitations.......................................................................................................... 3-8
MEL................................................................................................................................ 3-8
Emergency Procedures.................................................................................................... 3-8
EFIS................................................................................................................................. 3-8
Servicing On Ground.................................................................................................... 3-10
Planning and Performance............................................................................................. 3-10
Weight and Balance....................................................................................................... 3-11

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 KING AIR B200GT PILOT CLIENT GUIDE

REQUIRED KNOWLEDGE AREAS (RKAs)

The required knowledge areas represent what each pilot should know and understand prior to
completion of training. These are divided into subject matter areas following the course curriculum and
will assist with the study process. Although this list contains the most critical areas of concentration,
it is only a basic guide and not intended to replace a comprehensive study of the course materials.

AIRCRAFT GENERAL ELECTRICAL POWER SYSTEMS

1. The emergency exit is by the first passenger 1. The external power port is under the right
seat on the right side of the aircraft. wing, outboard of the engine nacelle.
2. The emergency exit is a non-hinged, plug 2. The cabin entry lights are powered by the
type hatch. hot battery bus.
3. If the emergency exit is locked, it may be 3. The baggage area light is powered by the
opened from the inside. hot battery bus.
4. Only one person on the cabin door at 4. The minimum battery voltage for battery
a time. start is 23 volts.
5. The hydraulic damper assists the door to 5. The minimum battery voltage for
open slowly. application of external power is 20 volts.
6. To verify the door is locked, the four latch 6. The battery should be ON before
bolts should be checked so that the green connecting external power.
line aligns with the index mark in the 7. Prior to takeoff, the battery charge rate
indicator window. should be 10 amps or less. This is one of
7. Prior to takeoff and landing, the seats should the requirements to achieve a 30 minute
be positioned outboard. battery duration in the event of a dual
generator failure.
8. The knife valve should be open at all times
except for servicing. 8. Generator loads should be parallel
within 10%.
9. The turbulence penetration speed is 170 KIAS.
9. Before starting the second engine, the
10. Abrupt control movements above 181 KIAS
operating generator loadmeter should
should be avoided.
indicate less than 50% load.
10. The normal loadmeter indication after the
second engine start is 28 volts on both
loadmeters.

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 KING AIR B200GT PILOT CLIENT GUIDE

11. The EXT PWR annunciator indicates that MASTER WARNING

an external power plug has been inserted
into the external power port in the right 1. Warning annunciators are red.
wing of the aircraft. 2. Caution annunciators are amber.
12. The maximum generator load in flight above 3. Advisory annunciators are green.
31,000 feet is 88%.
4. The NO TRANSFER light on the Fuel Panel
13. The maximum generator load in flight at or will not cause a MASTER CAUTION to
below 31,000 feet is 100%. illuminate.
14. The maximum generator load on the 5. The pilot should know how to dim the
ground is 85%. annunciators. The most commonly forgotten
15. An external power unit should be set to a item is to have the OVERHEAD FLOOD in
voltage of 28.0 to 28.4 volts. the OFF position.

16. An external power unit should be set to 6. The autofeather annunciators are duplicated
provide a momentary output of 1,000 amps. on the Engine Indication System as AFX.

17. An external power unit should be set to 7. The pilot should know how to dim the
provide a continuous output of 300 amps. EGPWS/TAWS+ control lights.

LIGHTING FUEL
1. The cabin entry light switch is forward of 1. The main tank has a usable fuel capacity of
the cabin door near the floor. 193 gallons.

2. The cabin lighting switch is on the copilot 2. The auxiliary tank has a usable fuel
left subpanel. capacity of 79 gallons.

3. The cockpit lighting controls are on the 3. The fuel in the nacelle tank is included in
overhead panel. the MAIN tank capacity.

4. The external lighting switches are on the 4. During normal operations, fuel from the
pilot right subpanel. auxiliary tank is used before fuel from the
wing tanks.
5. The landing and taxi lights only turn off
when the switches are turned off. 5. Fuel is transferred from the wing tanks to
the nacelle tank by gravity.
6. The MASTER PANEL LIGHTS switch is
required to be ON for the backlighting of 6. Fuel is transferred from the auxiliary tank
the panels to be adjusted. to the nacelle tank by motive flow through
a jet pump.
7. The cabin entry lights are ON when the
switch is ON and the cabin door open. 7. During normal operations, the auxiliary
transfer switches should be positioned
8. Both ice lights are required to be operative to AUTO.
for flight at night in known or forecast icing
conditions. 8. During normal operations, the standby
pump switches should be positioned to OFF.

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 KING AIR B200GT PILOT CLIENT GUIDE

9. There are two fuel filler ports per side of 9. When the engines are not running, the
the aircraft. power levers should not be moved to
10. There are six fuel sumps/drains per side of GROUND FINE or REVERSE or the
the aircraft. BETA linkage will be damaged.

11. The main tanks are required to be full, prior 10. One of the methods to decrease ITT is to
to loading fuel into the auxiliary tanks. increase the N1 speed. This can be done
easily by selecting HIGH IDLE with the
12. Crossfeeding fuel is only allowed when one condition levers.
engine is inoperative.
11. One of the methods to decrease oil
13. Approved Emergency Fuels are: temperatures is to switch the Engine Anti-
80 Red, 100LL Blue, 100 Green. ice to OFF. This is due to the oil cooler
14. Approved Normal Use Fuels (Commercial) residing in the rear of the engine inlet.
are: Jet A, Jet A1, Jet B, Chinese Jet Fuel 12. After setting MAXIMUM CRUISE power
No. 3. from the tables or graphs, the pilot should
ensure that the ITT remains below 820°C.
POWERPLANT 13. After setting NORMAL CRUISE power
1. The maximum time to observe an indication from the tables or graphs, the pilot should
of ignition is 10 seconds. ensure that the ITT remains below 775°C.
2. During the engine start, the pilot should
select LOW IDLE. FIRE PROTECTION
3. The minimum N1 for introducing fuel is 1. The portable fire extinguishers are in the
13% N1. cockpit under the copilot seat and aft of the
cabin door.
4. The minimum N1 for disengaging the
starter is 50%. 2. The fire extinguishers are in the main
landing gear wheel well.
5. Engine Anti-ice should be operated on
the ground to minimize ingestion of 3. The portable fire extinguishers utilize
ground debris. Halon to extinguish a fire.

6. Without a sufficient setting of the power 4. The fire extinguisher may only be used one
lever friction locks, the power levers can time before it must be recharged.
move on their own. 5. Once a fire extinguisher has been
7. The operating range of the oil system is discharged, the DISCH annunciator is
from FULL to 4 quarts low. illuminated in the cockpit.

8. When Auto-Ignition is armed, do not 6. Both the DISCH and OK annunciators

reduce power less than 500 ft-lbs of torque illuminate during a fire extinguisher test.
to avoid excessive use of the ignition system.

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 KING AIR B200GT PILOT CLIENT GUIDE

7. Fire detection is accomplished through ICE AND RAIN PROTECTION

temperature sensing cables that are routed
through strategic areas of the engine and 1. When using MANUAL PROP deice, the
nacelle. PROP Ammeter will indicate zero amps
and the proper operation is observed on
8. Fire fire detection system may be tested at both DC loadmeters.
anytime, either on the ground or in flight.
2. The wing deice boots should be activated
when there is 1/2" to 1" of ice on the
PNEUMATICS wing boots.
1. The PNEUMATIC PRESSURE gauge is 3. Brake deice will operate for 10 minutes
on the copilot right subpanel. after gear retraction, then shutoff.
2. The BLEED AIR VALVE switches are on 4. The engine air inlets are heated with exhaust
the copilot left subpanel. gases continuously.
3. The VACUUM gauge is on the copilot 5. Extending the landing gear will allow brake
right subpanel. deice to run continuously.
4. The regulated pressure of the pneumatic 6. The PROP AMPS meter is the indicator for
system is 18 psi. AUTO prop deice.
5. Vacuum is created by pneumatic bleed air 7. The brake deice should be cycled once
routed through an ejector. per day to avoid the control valves
6. The deice boots use pneumatic air to inflate. becoming inoperative.

7. The pressure controller uses vacuum 8. The windshield heat should be activated
to operate. before takeoff (if required for icing
penetration) or in the climb.
8. The bleed air valves turn off pneumatic air
in the PNEU & ENVIR OFF position. 9. The prop deice cycle in AUTO is 90 seconds.

9. Effected brake deice and rudder boost are 10. The propeller deice must not be operated
not available with one of the bleed air valves while the propellers are static.
in the PNEU & ENVIR OFF positions. 11. The windshield wipers should not be used
10. The "L BL AIR FAIL" or "R BL AIR FAIL" on dry glass.
annunciators illuminate when there is
AIR CONDITIONING
melted or failed plastic on the bleed air
warning line. 1. As required by the environmental system,
11. The "L BL AIR OFF" or "R BL AIR OFF" the cabin floor outlets provide heated air.
annunciator illuminates when the BLEED 2. The air conditioning refrigerant compressor is
AIR VALVE is closed. The valve has failed on the right engine.
or the switch is in the ENVIR OFF or 3. While air conditioning is in operation, ceil-
PNEU & ENVIR OFF position. ing eyeball outlets in the head liner provide
the crew and passengers with cool air.

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 KING AIR B200GT PILOT CLIENT GUIDE

4. For most efficient cooling on the ground, 4. If the cruise altitude changes by 1000 feet
the BLEED AIR VALVE switches should or more, a new setting on the CABIN ALT
be selected to ENVIR OFF. dial of the pressurization controller should
5. The TEMP INCR/DECR knob manually be selected.
changes the temperature of the bleed air 5. When testing the pressurization system on
entering the cabin, not the temperature the ground, the controller should be set to
setpoint of the controller. 1000 feet below field elevation on the outer
6. The recommended position for the scale of the dial.
COCKPIT TEMP and CABIN TEMP knobs 6. The pressurization controller should be set
for a temperature point of approximately 75° to a minimum of field elevation plus 500
F (24° C) in AUTO mode, is straight up at feet adjusted for pressure altitude on the
the 12 o’clock position. outer scale of the dial for takeoff.
7. For increased heating, the ENVIR 7. The pressurization controller should be
BLEED AIR switch should be selected set to 1000 feet above cruise altitude on
to NORMAL. the inner scale of the dial (ACFT ALT) for
8. To ensure maximum engine performance high altitude flight.
may be achieved, the ENVIR BLEED AIR 8. The illumination of the red ALT WARN
switch should be selected to LOW. annunciator indicates cabin altitude has
9. During normal operations, the ENVIR exceeded approximately 12,500 feet.
BLEED AIR switch should be selected
to AUTO. LANDING GEAR AND BRAKES
10. The electric heat must be off for 2 minutes 1. The brakes systems allows both pilots to
prior to and during the engine start. brake simultaneously.
11. When in MAN COOL or MAN HEAT, the 2. The landing gear is held in the UP position
pilot should not activate the INCR selection by hydraulic pressure.
for more than 2-3 seconds within a 60
3. The landing gear is locked in the DOWN
second interval.
position by mechanical down locks.
PRESSURIZATION 4. The red lights in the landing gear handle
indicates that the gear is in transit.
1. In order to achieve cabin pressurization, the
BLEED AIR VALVE switches should be in 5. If the gear horn sounds from a flap position,
the OPEN position. it may only be silenced by retracting flaps
or lowering the gear. The GEAR HORN
2. The DUMP position of the CABIN PRESS SILENCE will not function when the flaps
switch depressurizes the cabin and allows it are beyond APPROACH and the landing
to remain depressurized. gear is UP.
3. The TEST position of the CABIN PRESS 6. If the gear horn sounds from a power lever
switch allows cabin pressurization tests on position, it may be silenced with the GEAR
the ground. HORN SILENCE on the left power lever.

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 KING AIR B200GT PILOT CLIENT GUIDE

7. When the landing gear handle is moved to 6. The yaw damper will automatically engage
the UP or DN position in flight, the landing with the autopilot system.
gear system utilizes hydraulic pressure to
7. When the flap handle is selected from the
move the gear.
FULL DOWN to the APPROACH position,
8. When the pilot presses on the toe portion of the flaps move to the APPROACH position.
the rudder pedals, the brakes are actuated
8. The aileron and rudder can be manually
by hydraulic pressure.
trimmed with the autopilot on.
9. The parking brake is set by pressing on
the toe brakes and pulling out the parking AVIONICS
brake control.
1. The AHRS provides attitude and heading
10. To test the landing gear indicator lights, press information.
the gear position annunciator cube light.
2. The ADC or air data computer, provides
11. The gear down indications are three green airspeed, altitude, vertical speed and
gear down indicators illuminated and the temperature information to the displays.
red lights in the landing gear handle are
extinguished. 3. The ADCs receive inputs from the pitot/
static systems.
12. The HYD FLUID LOW annunciator
indicates that the hydraulic fluid in the 4. The ESIS uses the copilot pitot static source.
landing gear reservoir is low. 5. The pilot pitot static system supplies input to
13. The parking brake should not be used as ADC No. 1.
a chock. 6. Selecting ground communication (GND
COM) on the reversionary panel allows the
FLIGHT CONTROLS pilot to use COMM 1 through the RTU,
only when the battery switch is OFF.
1. The PITCH TRIM circuit breaker is on the
right circuit breaker panel. 7. The minimum autopilot use height after
takeoff is 400 feet AGL.
2. The rudder boost activates when there is a
difference in pneumatic pressure. 8. The minimum autopilot use height during
approach is 79 feet AGL.
3. The primary flight controls are manually
controlled. 9. Before reaching 15 NM from an airport
not in the EGPWS/TAWS+ database, the
4. The rudder boost may be disabled with TERR INHIB switch/annunciator needs to
the RUDDER BOOST switch as well as be pressed.
moving a bleed air valve switch to PNEU
& ENVIR OFF. 10. If the FMS goes into FMS DR mode, the
TERR INHIB switch/annunciator needs to
5. Flap asymmetry protection is provided for a be pressed.
difference in flap position on the same side of
the aircraft. 11. The Electronic Standby Instrument System
(ESIS) receives navigation information
from NAV 1.

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 KING AIR B200GT PILOT CLIENT GUIDE

OXYGEN 6. With a propeller overspeed (up to 2,120),

the torque limit is 1,800 ft-lbs.
1. The first aid mask is located in the ceiling,
above the lavatory. 7. The propellers should be brought out of
reverse at 40 knots to minimize blade erosion.
2. For the first aid mask to receive oxygen, the
crew SYSTEM READY handle must be ON.
GENERAL LIMITATIONS
3. Positive pressure oxygen is delivered to the
mask in the EMER position. 1. For a standard equipped airplane,
the maximum weight in the baggage
4. Prior to flight, the crew should ensure that compartment is 550 lbs.
the masks are set to 100%.
2. The maximum landing gear extension speed
5. Each crew mask is counted as 2 for oxygen (VLO) is 181 KIAS.
duration computations.
3. The maximum landing gear retraction
6. For oxygen to flow from the mask, after the speed (VLO) is 163 KIAS.
passenger mask drops down, the passenger
must pull down on the mask to remove the 4. The maximum operating speed (MMO) is
lanyard pin from the valve. 0.52 Mach.

7. The passenger oxygen masks will 5. The maximum operating speed (VMO) is
automatically deploy when the cabin reaches 259 KIAS.
an altitude of approximately 12,500 feet. 6. The maximum outside air temperature
8. Be able to calculate oxygen duration from limitation below 25,000 feet is ISA +37° C.
the Oxygen Duration chart. 7. The maximum outside air temperature
9. The green PASS OXY ON indicates that limitation above 25,000 feet is ISA +31° C.
the passenger oxygen system is receiving 8. The maximum permitted speed with the
oxygen pressure. flaps set to the APPROACH position (VFE-
APPROACH) is 200 KIAS.
PROPELLERS 9. The maximum permitted speed with the
1. Manual propeller feathering can be flaps set to the DOWN position (VFE-DN)
accomplished by placing the propeller lever is 157 KIAS.
back to the FEATHER position. 10. The maximum ramp weight is 12,590 pounds.
2. During ground operation, the prohibited 11. The maximum takeoff weight is 12,500
range is 500 to 1180 RPM. pounds.
3. Autofeather must be operable for all flights. 12. The maximum zero fuel weight is 11,000
4. Autofeather must be armed for takeoff, pounds.
climb, approach, and landing. 13. The minimum speed for sustained flight in
5. The RVS NOT READY annunciator icing conditions is 140 KIAS.
extinguishes when the pilot pushes the 14. Including crew, the maximum occupancy
propellers full forward. limit of the King Air B200GT is ll.

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 KING AIR B200GT PILOT CLIENT GUIDE

ENGINE LIMITATIONS 4. The maximum allowable fuel imbalance

between the left and right wing fuel
1. A minimum oil temperature of -40° C is systems is 1000 lbs.
required for engine starting.
5. The maximum permitted cabin pressure
2. During engine start, the observed ITT shall differential is 6.6 psi.
not exceed 1000° C.
6. The minimum outside air temperature
3. Maximum allowed torque for takeoff is allowed when using the wing surface deice
2230 ft-lbs. system is -40°C.
4. Maximum continuous propeller RPM for 7. With the yaw damp system inoperative,
takeoff is 2000 RPM. maximum allowable altitude is 17,000 feet.
5. Oil pressure below 60 psi is unsafe.
6. Propellers may be kept in maximum reverse MEL
for one minute. 1. Be able to read and interpret the MMEL to
7. Use of the starter is limited to 40 seconds ON, determine the following:
60 seconds OFF, 40 seconds ON, 60 seconds a. The number of components that may be
OFF, 40 seconds ON, 30 minutes OFF. inoperative for a flight
8. When flight free of visible moisture cannot b. Any required operational or maintenance
be assured, the engine anti-ice system shall items that allow deferment of the repair
be ON for flight in ambient temperatures of
5° C or below. c. The number of days that the item
may be deferred until the repaired is
9. Max continuous ITT is 820° C for the accomplished
B200GT.
10. When performing the Before Takeoff (Final EMERGENCY PROCEDURES
Items) checklist, the engine anti-ice system
shall be OFF in ambient temperatures 1. Be able to identify, recall, and execute all
above 15° C. of the emergency procedures listed in the
Airplane Flight Manual.
SYSTEM LIMITATIONS 4. The best glide airspeed is 135 KIAS.
1. Prior to start, electric heat must be off for at 5. The emergency descent airspeed is 181 KIAS.
least two minutes. 6. The one-engine inoperative (OEI) best
2. The landing gear may be cycled 1 time(s) rate-of-climb speed (VYSE) is 121 knots.
(up and down) within a five minute period.
3. The landing gear may be cycled 6 time(s) EFIS
(up and down) before a 15-minute cool 1. In normal operations, the engine indicating
down is required. system (EIS) is at the top of the MFD.
2. The active navigation source is displayed
on the left side of the PFD.

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 KING AIR B200GT PILOT CLIENT GUIDE

3. The Flight Guidance System mode 15. For terrain information to display on the
annunciation panel is at the top of both PFDs. MFD, the TERR selection on the MFD must
4. Active lateral and vertical flight guidance be cyan in color.
mode annunciations are green. 16. A failure of the MFD is presented to the
5. Armed lateral and vertical flight guidance pilot as a blank, and the pilot should use
mode annunciations are white. the PILOT DISPLAY switch to select the
composite mode.
6. To increase the brightness of the MFD
only, the pilot may use the Bright/Dim
FMS
rocker switch on bottom right corner of
the MFD. 1. The color of the FROM waypoint on the
7. To dim the pilot PFD, MFD and the left LEGS pages of the CDU is cyan.
CDU at the same time, the pilot should 2. The color of the TO waypoint in the LEGS
adjust the PILOT DISPLAYS rheostat on pages of the CDU is green.
the overhead panel.
3. The color of the VNAV altitudes in the
8. The BARO knob on the Display Control LEGS pages of the CDU are magenta.
Panel (DCP) is used to set barometric
4. When viewing the STATUS page of the
pressure / QNH.
CDU, if the active database is current, the
9. In order for the barometric minimums text will appear as a white color.
(BARO MIN) to be displayed on the 5. When viewing the STATUS page of the
altitude tape, the value must be selected as CDU, if the active database is expired, the
cyan in the REFS Menu. text will appear as a yellow color.
10. DA/MDA is input using BARO MIN in the 6. Prior to crossing the Final Approach
REFS menu. Fix (FAF) on a RNAV (GPS) Approach,
11. When FMS is selected on the pilot PFD, the pilot should observe the GPS APPR
the CDI needle will be green. annunciation on the left side of the PFD.
12. If LOC2 or VOR2 is selected as the active 7. The first waypoint that the pilot is intending
navigation source on the pilot PFD, the to utilize for navigation should be placed in
CDI needle will display as yellow. the TO field in the FPLN menu.
13.The slip/skid indicator is located on the 8. The radios can be controlled through the
bottom of the sky pointer, at the top of the FMS by pressing the TUN key.
attitude indicator. 9. The waypoints that make up the flight plan
14. In order for takeoff V-Speeds to be displayed are displayed on the LEGS page of the FMS.
on the airspeed tape, the value must be 10. To begin loading a departure procedure,
selected as cyan in the REFS Menu. press the DEP/ARR key.
11. To begin loading a flight plan, the pilot
should use the FPLN menu.

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 KING AIR B200GT PILOT CLIENT GUIDE

12. To load an approach, the pilot should SERVICING ON GROUND

access the departures and arrivals pages
with the DEP/ARR button on the CDU. 1. The pilot should be able to find the
pressure for the nose wheel tire in the
13. In order to load procedures (departures, Handling, Servicing, and Maintenance
arrivals, or approaches) for a particular section of the AFM.
airport, the airport must be specified in
either the ORIGIN or DEST field of the 2. The propellers should be tied down to
FLPN menu. prevent damage to the engine bearings.

14. To remove a single waypoint from the 3. If the oil system is overfilled, the oil will
active flight plan, the pilot should use the discharge to a satisfactory level.
LEGS page. 4. Medical or industrial oxygen should not be
15. VNAV altitudes can be modified on the used to service the oxygen system because
LEGS page of the FMS. they may contain moisture.

16. While conducting a GPS Approach, GPS 5. The maximum amount of hours aviation
Integrity Monitoring (RAIM) must be gasoline may be used in operation is 150
available at the final approach fix. hours between overhauls.

17. When flying a localizer-based approach, 6. The control locks should be removed
the pilot must use LOC1 or LOC2 as before towing the aircraft to avoid damage
the active navigation source from the to the steering linkage.
Final Approach Fix (FAF) to the Missed 7. Jet fuel at 35°C weighs 6.7 lbs/gallon.
Approach Point (MAP).
8. Jet fuel at 5°C weights 6.9 lbs/gallon.
18. The current page title is displayed at the
9. After refueling the aircraft, a pilot should
top of the CDU display.
allow a three hour settle period before
19. The current page number and total pages draining fuel from the fuel sumps/drains.
available is displayed on the top of the
CDU display. PLANNING AND PERFORMANCE
20. When loading an airway into the FPLN
1. Calculate minimum takeoff power. To
menu, the pilot enters the airway identifier
achieve the performance values, the
into the VIA field.
minimum takeoff power must be achieved
21. When modifying a flight plan, either in by 65 knots.
FPLN or LEGS, to activate a modification,
2. Calculate wind components.
the pilot should verify the change and press
the EXEC button on the CDU. 3. Determine compensation for performance
values for use of engine anti-ice.
4. Calculate takeoff speeds and distance.
5. Calculate accelerate-stop and -go distances.
6. Calculate flaps down approach speed and
landing distance.

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 KING AIR B200GT PILOT CLIENT GUIDE

7. Calculate net gradient of climb. WEIGHT AND BALANCE

8. Calculate one-engine inoperative climb rate. 1. Determine the moment for cabinet contents.
9. Determine required engine parameters to 2. Determine the maximum allowable fuel per
meet time, fuel, and distance to climb. scenario.
10. Calculate a time, fuel, and distance to climb. 3. Determine the moment for fuel.
10. Calculate a time, fuel, and distance to 4. Determine fuel for start, taxi, and takeoff.
descend.
5. Find the moment limits for a given weight.
11. Calculate a cruise performance.
6. Find the moment limits for a scenario weight.
12. Calculate maximum outside air
temperature at a specific elevation. 7. Determine if a given condition is within
C.G. Limits.
13. Calculate a change in cruise performance
due to change in conditions. 8. Calculate fuel remaining at landing.

14. Calculate a flaps up approach speed and 9. Calculate landing weight.

landing.
15. Determine a reduction in OEI service
ceiling.
16. Understand the effects of engine anti-ice on
power, performance, fuel flow.

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 KING AIR B200GT PILOT CLIENT GUIDE

CHAPTER 4
MEMORY ITEMS AND LIMITATIONS

CONTENTS
Page
KING AIR B200GT MEMORY ITEMS CARD.................................................................... 4-1
KING AIR B200GT LIMITATIONS CARD.......................................................................... 4-3

Revision 1.0 FOR TRAINING PURPOSES ONLY 4-i

King Air B200GT Memory Items
Based on Rev. 0.4 of Memory Flash Cards

EMERGENCY AIRSPEEDS ENGINE FAILURE DURING TAKEOFF

(KIAS AT 12,500 LB) (AT OR BELOW V1)—TAKEOFF ABORTED
One-Engine-Inoperative Best Angle-of-Climb (VXSE) ................ 115 KIAS 1. Power Levers ..............................................................GROUND FINE
One-Engine-Inoperative Best Rate-of-Climb (VYSE) 2. Brakes ............AS REQUIRED TO ACHIEVE STOPPING DISTANCE
AND One-Engine-Inoperative Enroute Climb ......... 121 KIAS (Blue Line) 3. Operative Engine .............................................. MAXIMUM REVERSE
Air Minimum Control Speed (VMCA).......................... 86 KIAS (Red Line)
Emergency Descent .................................................................. 181 KIAS
Maximum Range Glide .............................................................. 135 KIAS ENGINE FAILURE IN FLIGHT BELOW
AIR MINIMUM CONTROL SPEED (VMCA)
1. Power .............. REDUCE AS REQUIRED TO MAINTAIN CONTROL
2. Nose ................................. LOWER TO ACCELERATE ABOVE VMCA
EMERGENCY ENGINE SHUTDOWN
OR
ENGINE FLAMEOUT (2ND ENGINE)
1. Unscheduled Torque Increase in Flight
(Not Responsive to Power Lever Movement) 1. Power Lever ............................................................................... IDLE
2. Engine Failure in Flight 2. Prop Lever ........................................................... DO NOT FEATHER
3. Engine Fire in Flight 3. Condition Lever .......................................................... FUEL CUTOFF
4. Conduct Air Start Procedure in ABNORMAL PROCEDURES.
Affected Engine:
1. Condition Lever .......................................................... FUEL CUTOFF
2. Prop Lever ........................................................................... FEATHER FUEL PRESSURE LOW
3. Firewall Shutoff Valve .............................................................. CLOSE
If Fire Warning Persists: OR
4. Fire Extinguisher (if installed).............................................. ACTUATE
1. Standby Pump (failed side) ........................................................... ON

ENGINE FIRE ON GROUND ELECTRICAL SMOKE OR FIRE

OR 1. Oxygen Mask(s)........................................................................... DON
2. Mask Selector Switch ............................................ EMER POSITION
Affected Engine: 3. MIC Switch(es) ............................................................................ OXY
1. Condition Lever ......................................................... FUEL CUTOFF
2. Firewall Shutoff Valve ............................................................. CLOSE
3. Ignition and Engine Start ......................................... STARTER ONLY ENVIRONMENTAL SYSTEM SMOKE OR FUMES
If Fire Warning Persists:
4. Fire Extinguisher (if installed)............................................. ACTUATE 1. Oxygen Mask(s).......................................................................... DON
2. Mask Selector Switch ........................................... EMER POSITION
3. MIC Switch(es) ............................................................................ OXY

EMERGENCY ENGINE SHUTDOWN ON THE GROUND AIRSTAIR DOOR/CARGO DOOR UNLOCKED

1. Condition Levers ........................................................ FUEL CUTOFF
2. Prop Levers ........................................................................ FEATHER
3. Firewall Shutoff Valves ........................................................... CLOSE
4. Master Switch (gang bar) ............................................................. OFF If the [DOOR UNLOCKED] illuminates, or if an Unlatched Airstair Door/
5. ESIS Power .................................................................................. OFF Cargo Door is Suspected:
1. All Occupants ........................................ SEATED WITH SEAT BELTS
SECURELY FASTENED
ENGINE FAILURE DURING TAKEOFF
(AT OR ABOVE V1)—TAKEOFF CONTINUED
EMERGENCY DESCENT
1. Power ........................................................ MAXIMUM ALLOWABLE 1. Power Levers .............................................................................. IDLE
2. Airspeed ................................ MAINTAIN (take-off speed or above) 2. Prop Levers ............................................................ FULL FORWARD
3. Landing Gear (when positive climb established) ........................... UP 3. Flaps (200 knots maximum) ............................................ APPROACH
4. Propeller (inoperative engine) ........................... VERIFY FEATHERED 4. Landing Gear (181 knots maximum) .............................................. DN
5. Airspeed (after obstacle clearance altitude is reached) .............. VYSE 5. Airspeed ....................................................... 181 KNOTS MAXIMUM

K I N G A I R B 2 0 0 G T M E M O RY I T E M S — F O R T R A I N I N G P U R P O S E S O N LY
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 GLIDE SPINS
1. Landing Gear ..................................................................................... UP 1. Control Column ................ FULL FORWARD, AILERONS NEUTRAL
2. Flaps .................................................................................................. UP 2. Full Rudder ........................... OPPOSITE THE DIRECTION OF SPIN
3. Propellers .......................................................................... FEATHERED 3. Power Levers .............................................................................. IDLE
4. Airspeed .............................................................................. 135 KNOTS 4. Rudder ............................. NEUTRALIZE WHEN ROTATION STOPS
5. Execute a smooth pull out.
NOTE
DUAL GENERATOR FAILURE The Federal Aviation Administration does not recommend the spin-testing
of multi-engine airplanes. The recovery technique presented above is based
AND upon the best available information, but shall not be construed as any assur-
ance that the airplane can, in fact, be recovered from a spin. In accordance
1. Generators ............................................................ RESET, THEN ON with the industry practice, no spin tests have been conducted on this airplane.
NOTE
Ensure the IGNITION AND ENGINE START switches are selected OFF, AUTOPILOT FAILURES
otherwise it will not be possible to reset the generators. AUTOPILOT MISTRIM [E] OR [A]

1. Flight Controls ............................................................ HOLD FIRMLY

FLIGHT CONTROLS (Control forces may exceed 25 pounds)
UNSCHEDULED ELECTRIC ELEVATOR TRIM ACTIVATION 2. AP.................................................................................. DISENGAGE

1. Airplane Attitude.............. MAINTAIN USING ELEVATOR CONTROL

2. A/P Trim Disconnect ................................ DEPRESS FULLY & HOLD
[TRIM]—ILLUMINATED on PFDs AUTOPILOT FAILURES
AUTOPILOT TRIM FAIL [TRIM]
1. Flight Controls ............................................................ HOLD FIRMLY
UNSCHEDULED RUDDER BOOST ACTIVATION 2. AP................................................................................. DISENGAGE
1. Directional Control ................ MAINTAIN USING RUDDER PEDALS
2. Rudder Boost ............................................................................... OFF
AUTOPILOT FAILURES
If Condition Persists:
3. Rudder Boost Circuit Breaker ................................................... PULL
AUTOPILOT AUTOMATIC DISENGAGEMENT
1. Maintain Airplane Control.
ENVIRONMENTAL SYSTEM 2. AP/TRIM Disconnect .................................. DEPRESS TO 1st LEVEL
TO CANCEL HORN
USE OF OXYGEN
1. Oxygen Mask(s)........................................................................... DON
2. MIC Switch(es) ............................................................................ OXY ENHANCED GROUND PROXIMITY WARNING SYSTEM (EGPWS)
(BY-1 THRU BY-57, EXCEPT BY-42)
GPWS WARNING (RED [PULL UP] ON PFD AND
PRESSURIZATION LOSS CONTINUOUS “PULL UP, PULL UP” VOICE WARNING)
OR
EGPWS TERRAIN WARNING (RED [PULL UP] ON PFD AND
“TERRAIN, TERRAIN, PULL UP” OR
1. Oxygen Mask(s)........................................................................... DON “OBSTACLE, OBSTACLE, PULL UP” VOICE WARNING)
2. Mic Switch(es) ............................................................................. OXY
3. Passenger Manual Drop-Out .............................................. PULL ON In IMC or at Night:
[PASS OXY ON]—ILLUMINATED 1. Wings ....................................................................................... LEVEL
4. Descend ..................................................................... AS REQUIRED 2. Power .................................................................. MAX ALLOWABLE
3. Pitch ................................................................................. INCREASE
• Promptly and smoothly increase pitch towards an initial pitch
attitude of 20°– 25°.
HIGH DIFFERENTIAL PRESSURE • Adjust as required to avoid continuous buffeting and/or stall warning.
• Adjust to maintain 100 KIAS.
If Cabin Differential Pressure exceeds 6.6 PSI: 4. Gear and Flaps ............................................................................... UP
1. Bleed Air Valves ............................................................... ENVIR OFF
2. Oxygen (Crew and Passengers) ................................. AS REQUIRED
3. Descend ..................................................................... AS REQUIRED TERRAIN AWARENESS WARNING SYSTEM PLUS (TAWS+)
(BY-42, BY-58 & AFTER)
TAWS+ WARNING (RED [PULL UP] ON PFD AND
AUTO-DEPLOYMENT OXYGEN SYSTEM FAILURE CONTINUOUS “PULL UP, PULL UP” VOICE WARNING)
OR
AND TAWS+ TERRAIN WARNING (RED [PULL UP] ON PFD AND
“TERRAIN, TERRAIN, PULL UP” OR
ILLUMINATED EXTINGUISHED
“OBSTACLE, OBSTACLE, PULL UP” VOICE WARNING)
1. Passenger Manual Drop-Out .............................................. PULL ON In IMC or at Night:
1. Autopilot ...................................................................... DISCONNECT
2. Wings ....................................................................................... LEVEL
3. Power .................................................................. MAX ALLOWABLE
BLEED AIR FAIL 4. Pitch ................................................................................. INCREASE
• Promptly and smoothly increase pitch towards an initial pitch
OR
attitude of 20°– 25°.
• Adjust as required to avoid continuous buffeting and/or stall warning.
1. Bleed-Air Valve (affected engine) ...................... PNEU & ENVIR OFF • Adjust to maintain 100 KIAS.
[L BL AIR OFF] or [R BL AIR OFF]—ILLUMINATED 4. Gear and Flaps ............................................................................... UP

K I N G A I R B 2 0 0 G T M E M O RY I T E M S — F O R T R A I N I N G P U R P O S E S O N LY
 NOTICE

King Air B200GT Limitations These commodities, technology or software were exported from the United States in accordance
with the Export Administration Regulations. Diversion contrary to U.S. law is prohibited.

Based on Rev. 0.4 of Memory Flash Cards

AIRSPEED LIMITATIONS POWERPLANT LIMITATIONS EXTERNAL POWER LIMITS FUEL LIMITS

Maneuvering Speed (VA) (KIAS at 12,500 lb) .......... 181 KIAS Volts....................................................................... 28.0 – 28.4 Approved Engine Fuels
Do not make full or abrupt control POWER LEVERS Commercial Grades ......................... Jet A, Jet A-1, Jet B,
Minimum Amperage ............................... 1000 (Momentarily)
movements above this speed. 300 (Continuous) Chinese Jet Fuel No. 3
Do not lift power levers in flight. Lifting the power levers in
flight, or moving the power levers in flight below the flight idle Military Grades ........................................ JP-4, JP-5, JP-8
Maximum Flaps Speeds (VFE) (KIAS at 12,500 lb)
Approach ............................................................ 200 KIAS position, could result in a nose-down pitch and a descent rate Emergency Engine Fuels ............... 80 Red (Formerly 80/87),
Full Down ............................................................ 157 KIAS leading to aircraft damage and injury to personnel. 100LL Blue,
GENERATOR LIMITS 100 Green (Formerly 100/130)
Do not extend flaps or operate with flaps
extended above these speeds. Maximum sustained generator load is limited as follows: Limitations on the Use of Aviation Gasoline:
In-Flight Operation: 1. Operation is limited to 150 hours between engine overhauls.
Maximum Landing Gear Speeds (VLO/VLE)
Sea Level to 31,000 Feet Altitude ............................. 100% 2. Operation is limited to 20,000 feet pressure altitude (FL 200)
Retraction ........................................................... 163 KIAS
or below if either standby pump is inoperative.
Extension ............................................................ 181 KIAS ENGINE OPERATING LIMITATIONS Above 31,000 Feet Altitude ........................................ 88%
3. Crossfeed capability is required for climbs above 20,000
Extended ............................................................. 181 KIAS Ground Operation ........................................................... 85%
Torque (FT-LB) feet pressure altitude (FL 200).
Do not extend or retract
Takeoff and Maximum Continuous ............................. 2230 4. Operation above 31,000 feet (FL 310) is prohibited.
landing gear above the speeds given.
Transient...................................................................... 2750
Air Minimum Control Speed (VMCA)
Maximum Observed ITT (°C)
(KIAS at 12,500 lb)..................................................... 86 KIAS
Starting ....................................................................... 1000
This is the lowest airspeed at which the airplane is FUEL MANAGEMENT PROPELLER SPEED LIMITS (RPM)
Takeoff and Maximum Continuous ............................... 820
directionally controllable when one engine suddenly
becomes inoperative and the other engine is at Cruise Climb and Recommended (Normal) Cruise ....... 775 Usable Fuel (Gallons x 6.7 = Pounds) Ground Operations in Feather....................................... < 500
takeoff power. (See definition in AFM Section 1.) Transient........................................................................ 850 Total Usable Fuel Quantity .................. 544 gallons (3,645 lb) Ground Prohibited Range (Red Arc) ....................... 500 - 1180
N1 RPM (%) • Each Main Fuel Tank System.......... 193 gallons (1,293 lb) Minimum Idle Speed ........................................................1180
Maximum Operating Speeds
Solid Red Bar (at the top of the airspeed scale) Takeoff and Maximum Continuous ............................ 104.0 • Each Auxiliary Fuel Tank .................... 79 gallons (529 lb) Normal Governing Range ..................................... 1600 - 2000
VMO ..................................................................... 259 KIAS Transient..................................................................... 104.0 Maximum Imbalance ................................................ 1,000 LB Reverse ............................................................................1900
MMO .................................................................. 0.52 Mach Oil Pressures and Temperatures Fuel Crossfeed ................. Permitted only when one engine
Do not exceed this airspeed or Mach Number Starting: is inoperative.
in any operation. Oil Temperature ......................................................... -40°C Takeoff is not allowed with: PROPELLER OVERSPEED LIMITS
Lo-Idle: Indication ............................................ IN THE YELLOW ARC
Minimum Oil Pressure .............................................. 60 psi Sustained above 2000 RPM (Primary Governor Failure):
Amount of Fuel ........................................ LESS THAN 265 LB Torque Limit ..................................................... 1800 FT-LB
Oil Temperature ....................................... -40°C to +110°C in each main tank system
Takeoff and Maximum Continuous: Sustained above 2120 RPM (Not Approved)
Auxiliary Fuel
Oil Pressure ................................................... 90 to 135 psi Do not put any fuel into the auxiliary tanks unless the main (Primary Governor & Overspeed Governor Failure):
Oil Temperature ........................................... 0°C to +110°C tanks are full. Maximum Overspeed........................................ 2200 RPM
Cruise Climb and Recommended (Normal) Cruise: Time Limit ......................................................... 5 Seconds
Operating With Low Fuel Pressure
AIRSPEED INDICATOR MARKINGS Oil Pressure ................................................... 90 to 135 psi
Oil Temperature ........................................... 0°C to +110°C
Solid Red Bar (at bottom of airspeed scale) OR
Based on Maximum Weight Maximum Cruise:
PROPELLER AUTOFEATHER
VS1 (Flaps up and idle power) ............................... 99 KIAS Oil Pressure ................................................... 90 to 135 psi
VS1 (Flaps approach and idle power) .................... 85 KIAS Oil Temperature ......................................... +10°C to +99°C Time until overhauling or replacement of The propeller autofeather system must be operable for all flights
VS0 (Flaps down and idle power) .......................... 75 KIAS Temperatures above +99°C are limited to 10 minutes. the affected engine driven fuel pump...................... 10 Hours and must be armed for takeoff, climb, approach and landing.

K I N G A I R B 2 0 0 G T L I M I TAT I O N S — F O R T R A I N I N G P U R P O S E S O N LY
Copyright © 2018 FlightSafety International, Inc. Unauthorized reproduction or distribution is prohibited. All rights reserved.
 WEIGHT LIMITS ICING LIMITATIONS FLIGHT MANAGEMENT SYSTEM (FMS) TERRAIN AWARENESS WARNING SYSTEM PLUS
(TAWS+) (BY-42, BY-58 & AFTER)
Maximum Zero Fuel Weight ....................................11,000 LB Minimum Ambient Temperature 1. IFR enroute and terminal navigation is prohibited unless
for Operation of Deicing Boots ......................................–40°C the pilot verifies either the currency of the database or the Terrain Inhibit (TERR INHIBIT) must be used when:
Maximum Ramp Weight ..........................................12,590 LB
Minimum Airspeed for Sustained Icing Flight ............ 140 KIAS accuracy of each selected waypoint and navaid by refer- 1. Within 15 NM of an airport not listed in the database
Maximum Takeoff Weight - ence to current approved data. during:
All Except 14 CFR Part 135 Operations ..................12,500 LB Maximum Airspeed for
2. The FMS position must be checked for accuracy prior to a. Takeoff
Maximum Landing Weight.......................................12,500 LB Effective Windshield Anti-icing................................. 226 KIAS
use as a means of navigation. b. Approach
Maximum Weight in the Baggage Compartment .........550 LB Sustained flight in icing conditions with flaps extended is c. Landing
3. GPS instrument approaches must be conducted with GPS
prohibited except for approach and landings. 2. FMS is operating in the DR mode.
integrity monitoring (RAIM) and must be available by the
Final Approach Fix.
MAXIMUM OPERATING Engine Anti-Ice
PRESSURE-ALTITUDE LIMITS When flight free of visible moisture cannot be assured: 4. During FMS instrument approaches, the FMS annunciator
ON............................................................... +5°C or below APPR (green) or the FMS annunciator GPS APPR (green)
Normal Operation ................................................. 35,000 Feet Takeoff and Flight Operations:
must be displayed on the PFD at the FAF to indicate that NORMAL OPERATIONS
the FMS is in the Approach Mode.
Operation With Yaw Damp OFF ............................................................... Above +15°C
System Inoperative .............................................. 17,000 Feet 5. Use of FMS guidance for conducting instrument approach AIRSPEEDS FOR SAFE OPERATION
procedures is prohibited with the FMS annunciator NO
APPR (white or amber) displayed on the PFD. Turbulent Air Penetration Speed ............................. 170 KIAS
MAXIMUM OUTSIDE AIR TEMPERATURE LIMITS 6. Fuel management parameters are advisory only and must Maximum Demonstrated Crosswind
not replace the primary fuel quantity indications. Component ........................................................... 25 KNOTS
Sea Level to 25,000 Feet Pressure Altitude .......... ISA + 37°C
Maximum Demonstrated Wind Components
Above 25,000 Feet Pressure Altitude .................... ISA + 31°C
AVIONICS
IFIS-5000 INTEGRATED FLIGHT for Coupled Approaches:
INFORMATION SYSTEM Crosswind ......................................................... 16 KNOTS
GENERAL
Tailwind ............................................................. 10 KNOTS
CABIN PRESSURIZATION LIMIT 1. The use of the airplane symbol on the Electronic Charts is
1. Operating in the composite mode is limited to training and Cruise Climb Speeds:
prohibited for navigation.
Maximum Cabin Pressure Differential .......................... 6.6 psi display failure conditions. SL to 10,000 FT .................................................. 160 KIAS
2. The database utilized for the Electronic Charts must
2. The pilot’s and copilot’s Air Data Computers must be 10,000 to 20,000 FT ............................................ 140 KIAS
incorporate the current update cycle.
operative for takeoff. 20,000 to 25,000 FT ............................................ 130 KIAS
STARTER LIMITS 3. When using the Electronic Charts, a paper equivalent (or
3. AHRS 1 and 2 must be operative for takeoff. 25,000 to 35,000 FT ............................................ 120 KIAS
electronic flight bag) must be on board and accessible to
Duration ON/OFF ............. 40 seconds ON; 60 seconds OFF 4. The pilot PFD and MFD and copilot PFD must be installed the pilot.
40 seconds ON; 60 seconds OFF and operational in the normal mode for takeoff.
40 seconds ON; 30 minutes OFF 5. The MFD must be operational prior to engine start.
VNAV

1. VNAV altitudes must be displayed on the MFD map page

SYSTEMS AND EQUIPMENT LIMITS
or CDU legs page when utilizing VNAV for flight guidance.
Landing Gear Cycle Limits AUTOPILOT 2. VNAV approach guidance to a DA is not authorized if the
Landing gear cycles (1 up—1 down) are limited to one every reported surface temperature is below the Baro-VNAV
5 minutes for a total of 6 cycles, followed by a 15-minute 1. An autopilot preflight check must be conducted and found minimum temperature limitation specified on the applica-
cool-down period. satisfactory prior to each flight on which the autopilot is to ble RNAV approach procedure chart.
be used. 3. VNAV instrument approaches must be flown with the flight
Aft-Facing Seats director or the autopilot.
2. The autopilot minimum engage height after takeoff is
The seat back of each occupied aft-facing seat must be in
400 feet AGL.
the upright position and the headrest fully extended for take-
3. The autopilot minimum use height during cruise is ENHANCED GROUND PROXIMITY WARNING SYSTEM
off and landing.
1000 feet AGL. (EGPWS) (BY-1 THRU BY-57, EXCEPT BY-42)
Brake Deice (If Installed) 4. The autopilot minimum use height during approach is
Terrain Inhibit (TERR INHIBIT) must be used when:
Brake Deice system is not to be operated above 15°C. 79 feet AGL.
1. Within 15 NM of an airport not listed in the database
Air Conditioning Limitations 5. Operation of the autopilot system with a pitch trim during:
1. The supplemental electric heater must be off for at least malfunction is prohibited. a. Takeoff
two minutes prior to and during engine start. 6. The maximum coupled intercept angles are: b. Approach
2. Do not operate the electric heat with the pedestal floor Nav and Localizer — Less than 90° c. Landing
outlet blocked or the cockpit door closed. Back Course — 70° 2. FMS is operating in the DR mode.

K I N G A I R B 2 0 0 G T L I M I TAT I O N S — F O R T R A I N I N G P U R P O S E S O N LY
 KING AIR B200GT PILOT CLIENT GUIDE

CHAPTER 5
STANDARD OPERATING PROCEDURES

CONTENTS
Page
STANDARD OPERATING PROCEDURES......................................................................... 5-1
Introduction..................................................................................................................... 5-1
Common Terms............................................................................................................... 5-1
Pre-Takeoff...................................................................................................................... 5-2
Takeoff............................................................................................................................. 5-2
Approach and Landing.................................................................................................... 5-3
SUGGESTED TARGET POWER SETTINGS B200/B200GT.............................................. 5-4

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 KING AIR B200GT PILOT CLIENT GUIDE

STANDARD OPERATING PROCEDURES

INTRODUCTION
To a large extent, the success of any aircrew depends on how effectively crewmembers coordinate
their actions using standardized and approved procedures. This section illustrates standard aircrew
calls and briefing guidelines that, when used in logical sequence with aircrew checklists and flight
procedures, can improve aircrew efficiency and enhance safety. These callouts and briefings are only
recommendations to be used in a larger system of standard operating procedures that, when com-
bined, become the core of an effective crew resource management program (see Chapter 5—Crew
Resource Management). They are not intended to supersede any individual company SOP, only to
show examples of good operating practices.

COMMON TERMS
Pilot in Command (PIC)—Designated by the company for flights requiring more than one pilot.
Responsible for conduct and safety of the flight. Designates pilot flying and pilot not flying duties.

Pilot Flying (PF)—Controls the aircraft with respect to assigned airway, course, altitude, airspeed,
etc., during normal and emergency conditions. Accomplishes other tasks as directed by the PIC.

Pilot Monitoring (PM)—Maintains ATC communications, copies clearances, accomplishes

checklists, and other tasks as directed by the PF.

Both (B)—Indicates a task for both the PF and PM.

Situational Awareness (S/A)—Knowing what is going on around you. Accurately perceiving factors
and conditions affecting the aircraft and flight crew during a particular time period.

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 KING AIR B200GT PILOT CLIENT GUIDE

PRE-TAKEOFF
Pre-Takeoff Briefing (IFR/VFR)
NOTE
The following briefing is to be completed during item 1 of
the pre-takeoff checklist. The pilot flying will accomplish
the briefing.

1. Review the ATC clearance and departure procedure (route and altitude, type of takeoff, significant
terrain features, etc.).
2. Review those items that are not standard procedure to include deferred or MEL items (if applicable).
3. Review required callouts, unless standard calls have been agreed upon, in which case a request
for “standard callouts” may be used.
4. Review the procedures to be used in case of an emergency on departure.
5. As a final item, ask if there are any questions or comments.

TAKEOFF
Crosswind Takeoff
Follow procedures for normal takeoff except:
• Hold aileron into wind
• Maintain runway heading with rudder until rotation then crab to hold centerline or fly
assigned heading

Instrument Takeoff
Follow procedures for normal takeoff except:
• Transition to flight instruments at or before 100 feet AGL

Obstacle Clearance Takeoff

• Maintain V2 until clear of obstacle

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 KING AIR B200GT PILOT CLIENT GUIDE

APPROACH AND LANDING

Flaps Up Approach and Landing
Follow normal approach and landing procedures except:
• Complete the flaps up landing checklist
• Refer to the flaps up ref speed, which is approximately VREF + 30
• Airspeed 140 knots until established on final
• When landing assured—Reduce the airspeed to the flaps up speed of VREF + 30

Single Engine Approach and Landing

Follow normal approach and landing procedures except:
• Complete the one-engine-inoperative approach and landing checklist.
• The target torque settings are approximately doubled.
• Rudder boost will turn on and off at approximately 1400 ft-lbs of torque. Select a consistent
power setting that either keeps rudder boost off or keeps rudder boost on and smoothly push the
propeller lever full forward (2000 rpm) prior to the IAF or downwind.
• Maintain airspeed at least 10 knots above VREF until landing is assured.
• Use reverse cautiously.
• If performance is limited when accomplishing a circling approach, circle with the flaps positioned
for approach and the gear up until it is certain that the field can be reached with the gear down.

Crosswind Approach and Landing

Follow normal approach and landing procedures except:
• Crab into the wind to maintain the desired track across the ground.
• Prior to touchdown, align the fuselage with the runway by use of the rudder and lower the
up-wind wing by use of the aileron. During rollout, hold the aileron control into the wind and
maintain directional control with the rudder and brakes.

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 KING AIR B200GT PILOT CLIENT GUIDE

Missed Approach/Go Around/Balked Landing

• Power: Set Max power, props full forward
• GA Button: Press the GA button on the left power lever, aka “Pickle”
• Pitch: Pitch to the flight director command bars
• Flaps: Set flaps approach when airspeed is greater than 100 knots
• Gear: Retract gear with a positive rate of climb
• Flaps: Set flaps up when airspeed is greater than VYSE (blue line)
• Source: Set/confirm nav source is FMS
• Nav: Select Nav mode on the FGP
• Altitude: Set altitude to final missed approach altitude
• AutoPilot: Turn on the autopilot above 400AGL

SUGGESTED TARGET POWER SETTINGS

B200/B200GT
Take Off 2100 ft/lbs Max 2230 2000 rpm

Climb 1900 ft/lbs then Max 1800 rpm*

180 knots 1100 ft/lbs 1700 rpm

Descent / Hold 160 knots 800 ft/lbs 1700 rpm

ILS / GS Intercept 130 knots 600-700 ft/lbs 2000 rpm

Descend on Non-Precision Approach 400 ft/lbs 2000 rpm

Level at MDA / Maintain speed 1000 ft/lbs 2000 rpm

*1900 rpm for B200 aircraft

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 KING AIR B200GT PILOT CLIENT GUIDE

CHAPTER 6
CREW RESOURCE MANAGEMENT

CONTENTS
Page
WHAT IS CREW RESOURCE MANAGEMENT?............................................................... 6-1
SITUATION AWARENESS.................................................................................................... 6-2
COMMAND AND LEADERSHIP........................................................................................ 6-3
COMMUNICATION PROCESS............................................................................................ 6-4
Communication Techniques: Inquiry, Advocacy, and Assertion..................................... 6-5
DECISION-MAKING PROCESS.......................................................................................... 6-5
THE HUMAN FACTORS: RESOURCE MANAGEMENT ASSESSMENT CARD........... 6-8

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 KING AIR B200GT PILOT CLIENT GUIDE

WHAT IS CREW RESOURCE

MANAGEMENT?
The Federal Aviation Administration describes Reading accident reports, it often seems that
Crew Resource Management (CRM) as “the the solution to the flight crew’s problems is
effective use of all resources to achieve safe easily had and implemented. That preventing
and eff icient flight operations.” Introduced an accident seems so simple in hindsight, but
in the late 1970s in response to several high-­ so challenging in practice, highlights that the
prof ile accidents caused by human er ror, critical difference between reading about an
CRM is a set of skills designed to avoid, accident and being in one is a matter of the
detect, and/or mitigate human error and thus quality of information. When reading about
enhance safety. the accident, you have access to much better
information than the accident crew—not the
Originally known as cockpit resource manage- least of which is that the current course of
ment, the name was soon changed in recognition action is going to lead to an accident! If you
of the role that additional crewmembers, main- have the right information, knowing what to do
tenance technicians, flight attendants, air traffic is a lot easier.
controllers, dispatchers, schedulers, and line
service personnel play in achieving safety Seen from this perspective, we can see that
of flight. CRM is a method of information management.
Used properly, each CRM skill produces the
CRM was not designed to reduce the author- information that the flight crew needs for effec-
ity of the pilot in command; rather, it was tive decision making.
developed as a means to assist with situational
awareness and decision making to increase Most experts agree that a highly coordinated
safety margins and achieve accident- and inci- crew using a standardized set of procedures is
dent-free flight operations. more likely to identify and avoid errors.

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 KING AIR B200GT PILOT CLIENT GUIDE

Effective communication and the use of brief- Dr. Mica Endsley, a leading CRM researcher,
ing and debriefing are tools that can be used describes situation awareness (SA) as “the
to build the “team concept” and maintain situ- perception of the environmental elements
ational awareness. Utilizing a standard set of within a volume of time and space, the
callouts provides a means to incorporate CRM. comprehension of their meaning, and the
Standardization keeps all crewmembers “in the projection of their status in the near future.”
loop” and provides an opportunity to detect an This definition makes it possible to determine
error early on, before it has an opportunity to just where SA goes wrong.
build into an accident chain.
A study of errors in SA found that 77% of the
Prof iciency in CRM requires all crewmem- time, a failure of situation awareness is due to
bers to have a working knowledge of how to a problem with perceiving the environment.
maintain situation awareness, techniques for Approximately 20% of the time the error lies
decision making, desirable leadership and fol- within the comprehension stage, and only 3%
lowership characteristics, cross-checking and of the time will the error be found in the pro-
monitoring techniques, means of fatigue and jection stage. These findings tell us that if we
stress management, and ­communication. are to maintain good SA, we must take special
care to maintain our ability to perceive the
CRM training is an important part of your environment around us. Figure 6-1 lists strate-
FlightSafety training experience. Throughout gies to prevent a loss of SA, markers that may
your training event, your instructor will p­ rovide indicate a loss of SA, and a strategy to recover
general CRM guidance as well as i­dentify your SA if it is lost.
CRM issues, philosophies, and techniques that
are specif ic to the aircraft you fly. To ­a ssist The problem with losing situation awareness
with this, the FlightSafety CRM model has is that often one is not aware that SA has been
been incorporated into this training guide. The lost. The markers, or “red flags,” listed in Fig-
model can be used as a guide or a refresher ure 6-1 are clues that you may be losing SA.
on how to incorporate CRM principles into If you notice one or more of the markers are
your day-to-day line operations. This model is present, you should take steps to ensure that
not intended to replace a formalized course of your SA is as good as you think it is. The U.S.
CRM instruction, and attendance at a CRM- National Transportation Safety Board (NTSB)
specific course is highly recommended. has found that accidents are accompanied by
a minimum of four loss of SA markers, often
without the crew being aware that SA was lost.
SITUATION AWARENESS Training yourself to notice these markers is
time well spent.
Situation awareness is a fundamental CRM
If situation awareness is lost, it will take time
concept. Often described as “knowing what’s
to recover it. Of the steps listed for recovery of
going on around you,” the loss of situation
SA, none is so important as to ensure the safety
awareness is often identified as a causal factor
of the aircraft. In flight, this means making sure
in an incident or accident. Collective s­ ituation
that the aircraft is at or above the minimum safe
awareness is a measurement of the total situ-
altitude. If SA is lost during ground operations,
ational awareness among all m ­ embers involved
the crew should ensure that they are clear of
in the operation. Open, timely, and accurate
runways and endeavor to set the parking brake.
communication is required to maintain a high
level of collective situation awareness.
Maintaining situational awareness requires a
constant state of vigilance. Complacency has
often been the precursor to a loss of situation
awareness.

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 KING AIR B200GT PILOT CLIENT GUIDE

HUMAN FACTORS: RESOURCE MANAGEMENT HANDOUT

COMMAND AND
SITUATION AWARENESS Communication Process
LEADERSHIP
How to Prevent Loss of SA NEED SEND RECEIVE
OPERATIONAL ASSERTION:
GOAL Reach a conclusion
• Delegate during high workloads Command and leadership is not ADVOCACY: the same thing.
• Express concern and solicit information if in Command is designated by an organization, Increase collective SAand
doubt cannot be shared. Leadership, INQUIRY: however, can,
• Monitor, evaluate, and verbalize and should
FEEDBACK
be, practiced byIncrease anyone.
individualEffective
SA
• Focus on relevant details (scan the big picture) leadership• Support
should focuswithon
Conclusions Facts“what’s right,” not
• Project ahead and consider contingencies on “who’s•• right.”
State Position, Suggest Solutions
Clear, Concise Questions
• Create visual/aural reminders if interrupted
Think: Remember
• Know the “red flags” for degraded situational • Leadership styles range fromenhance
• Questions
Solicit and give feedback “autocratic” to
communication flow.
awareness • “laissez-faire.” An autocratic
Listen carefully • Don’t give in leadership style
to the temptation to ask
• questions when Assertion is required.
Focus on behavior, not people
Red Flags • exercises a high degree• Use
Maintain focus on the goalofofcontrol and allows
Inquiry or Advocacy should raise a

• Undocumented procedures
• low degree of participationa “red from
flag”.
Verify operational outcome is achieved team m ­ embers
• Be aware of barriers to communication
• Need to hurry / last-minute changes
in reaching decisions. A laissez-faire leader-
• Fatigue
ship style exercises a low degree of control
Threat & Error Management
• Ambiguity – information from two or more
and allows a high degree of participation from
sources that do not agree
team members. Recover
ERROR
Effective leaders tend to be
to safe flight promptly.
• Fixation – focusing on one thing
less extreme,
CONTAINMENT relying on either authoritarian or
• Confusion or uncertainty about a situation
democraticMITIGATE
leadershipGood
styles.
monitoring required here.
ERROR
(often accompanied by anxiety or psychological PREVENTION DETECT &
discomfort)
There is noTRAP
“ideal” or “best” leadership style.
• Unexpected change in aircraft state – anything
An immediate crisis might require
Think authori-
ahead – where
the airplane does that you were not expecting
tarian leadership, ANTICIPATE to ensure
couldstability
it go wrong?and to

• Failure to:
reassure other & AVOID
crewmembers, while other situ-
○ Fly the aircraft – everyone is focused on
ations might be handled more effectively by
non-flying activities
encouraging crew participation
Decision-Making Processin the decision-­
○ Look outside – everyone is heads-down
making process.
Predict the results of your decision.
If something unexpected happens,
○ Meet expected checkpoints on flight plan or achieve safe altitude and check your Know what your needs are before
situation awareness. evaluating the options available.
profile ETA, fuel burn, etc.
○ Comply with limitations, minimums,
T
regulations, SOPs, etc. R

○ Resolve discrepancies Evaluate

Recognize
Response
○ Communicate fully and effectively – vague or Need

incomplete statements Identify

A Implement
Response Naturalistic and State
What to Do When SA Is Lost Decision-Making Problem D

• Recognize and admit

• ACHIEVE SAFE ALTITUDE Select
Optimum Collect
Response
Decision-Making Facts
• Stabilize the aircraft D

• Create time and space Weigh

Identify
• Seek information – aural / visual / intuition Impact of
Alternatives
Alternatives
• Resolve uncertainty / ambiguity
• Ask why SA was lost O

• Avoid critical flight segments until ready

Good situation awareness is key Faced with an unusual situation?
to good decision-making. Do you A decision aid like T-DODAR can
really understand what you’re help you make a good decision.
Figure 6-1. Situation Awareness
Questions/Comments/Suggestions? about to do?
Time - When must you act?
Monitoring
Email the Human Factors Team at: Diagnose - What is happening?
Options - What could you do about it?
[email protected] Decide - Choose a course of action.
We’d love to hear from you! Act/Assign - Perform or assign tasks.
Review - Are you getting the expected result?

Rev 0.2 Copyright 2016 FlightSafety International, Inc. These commodities, technology or software were exported from the United States in accordance 2
Unauthorized reproduction or distribution is prohibited with the Export Administration Regulations. Diversion contrary to U.S. law is prohibited.

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 KING AIR B200GT PILOT CLIENT GUIDE

COMMUNICATION include symbolic messages and indications that

are electronically transmitted and displayed.
PROCESS
The communication process has three elements:
Communication is an important tool for main- a sender, a receiver, and feedback. The sender
taining situational awareness. Many of the and receiver have different responsibilities. The
accidents that led to the implementation of CRM sender, sensing some need to communicate,
happened because of a lack of information. An is responsible for transmitting a message in a
NTSB study of air carrier accidents found that way that is comprehensible to the receiver. If
84% of the time the information that could have the receiver does not comprehend the message,
helped prevent the accident was available to the the sender should determine why the message
flight crew, but was either not noticed or not was not understood, and f ind a way to send
communicated effectively. Effective communica- the message that is more understandable. The
tion requires the ability to provide appropriate receiver is responsible for indicating receipt of
information, at the appropriate time, to the the message by giving the sender appropriate
appropriate person (Figure 6-2). feedback. If the message is understood, the
receiver indicates this; if the message is not
Communication may be verbal, non-verbal, or understood, the receiver helps the sender by
written. Written communications in the cockpit giving feedback that indicates why the message
wasn’t understood.

Figure 6-2. Communication Process

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 KING AIR B200GT PILOT CLIENT GUIDE

Barriers to communication limit our ability to COMMUNICATION

maintain collective situational awareness and TECHNIQUES: INQUIRY,
can compromise our ability to maintain our
personal situation awareness. ADVOCACY, AND ASSERTION
Inquiry, advocacy, and assertion can be effec-
Communication barriers can be internal or tively used in the aviation environment to help
external. Internal barriers can change our per- solve communication problems.
ception of the value of communicating and
also how we communicate. For example, if one Each item is a step in the process. The steps
member of the crew believes that what they have provide a metaphor that emphasizes the prin-
to say doesn’t matter, then they will be reluctant ciple of escalation. In other words, a person
to communicate with other crew members. must f irst practice inquiry, then advocacy,
then assertion.
External communication barriers, such as over-
crowded radio frequencies, can interfere with A person practicing assertiveness is not trying
the sender’s ability to transmit a message, or to be insubordinate or disrespectful; rather,
with the receiver’s ability to transmit feedback. assertion is an expression of the fact that a level
Differences in language or dialect can also of discomfort exists with a particular situation.
become external barriers to communication. Assertion is an attempt to seek resolution.
CRM provides three techniques for overcoming The goal of inquiry is to increase individual
communication barriers: situational awareness, the goal of advocacy is
• Inquiry—A technique for increasing your to increase collective situational awareness, and
own situational awareness the goal of assertion is to reach a ­conclusion.
• Advocacy—A technique for increasing
someone else’s awareness
• Assertion—A technique for getting your DECISION-MAKING
point across PROCESS
When conflict on the flight deck interferes People make decisions using optimum or natu-
with communication, it usually originates from ralistic decision-making strategies. Neither
one pilot’s tendency to make “solo” decisions. strategy is inherently better than the other—
Avoid this kind of conflict by focusing your each style has its own strengths and weaknesses
questions and comments on WHAT is right, that a person needs to understand to employ
rather than on WHO is right. them successfully.

Optimum decision making is most useful

when a person does not have the information
or expertise necessary to make a decision. The
strength of this strategy is its ability to gather
and organize information and to carefully con-
sider many possible outcomes. This makes it
particularly good for new or unusual situa-
tions, or for when it is very important that the
best possible, or optimum, decision be made.
Its main drawback is that its deliberate and
controlled process requires time and structure
(Figure 6-3).

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 KING AIR B200GT PILOT CLIENT GUIDE

Figure 6-3. Optimum Decision Making

In contrast, the strength of naturalistic decision The cartoon in Figure 6-4 illustrates these two
making is that it requires very little time and styles. Both cavemen are responding to the same
structure. The naturalistic decision flows intui- problem—a sabre-toothed tiger—but have taken
tively from on the decision maker’s experience different approaches to making their decisions.
and understanding of the situation. The goal
isn’t the best possible decision, but a decision One caveman, no doubt having some expe-
that is good enough, one that works, satisfying rience with tigers, knows that running is a
the decision maker’s needs. It relies heavily on good plan (particularly if he can out-run the
the situation awareness and experience of the other guy!). He has used naturalistic decision
decision maker. If either is lacking, naturalis- ­m aking, recognizing the problem and imple-
tic decision making can lead to bad decisions. menting a solution that should work.
Despite this, the majority of decisions are made
using the naturalistic strategy. Our other caveman, perhaps wanting to make
the best possible decision (after all, it is very
The key to success with either decision-­making important to get this decision right), is thinking
strategy is to make sure you have what the strat- all of his options through. Unfortunately, he
egy requires to work. If you suspect that your may not have the time to complete the optimum
SA may be lacking, then use optimum decision decision-making process before the tiger has
making. If you understand the situation, and his dinner.
time is of the essence, than naturalistic decision
making will give you better results.

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 KING AIR B200GT PILOT CLIENT GUIDE

Figure 6-4. Optimum vs Naturalistic Decision Making

One should not draw from the cartoon the Decision-making aids, such as T-DODAR,
conclusion that optimum decision making is can be very useful in decision making. While
bad—it is simply that he lacked the time nec- they do take some time to master, once you
essary for the process. If adequate time were can recall them without effort they can help to
available, then he may have arrived at a very organize your thoughts and actions in difficult
good decision indeed! On the other hand, if we situations and ensure that nothing is forgotten.
imagine that this one tiger was tame, but our T-DODAR stands for:
tall caveman didn’t know it, then his decision
to run, based on faulty situation awareness, has • Time: How much time do you have before
led to an incorrect decision to run. The key in you must make the decision? Can you take
all of this is to know when to use each decision- more time?
making strategy and to make sure you have • Diagnose: What is the problem?
what you need to be successful at it. • Options: What can be done about it?
• Decide: Which option will you choose?
• Act/Assign: Carry out your chosen plan of
action.
• Review: Is the plan working as expected?

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 KING AIR B200GT PILOT CLIENT GUIDE

THE HUMAN FACTORS: RESOURCE

MANAGEMENT ASSESSMENT CARD
The Human Factors: Resource Management Assessment card is meant to aid the human factors
training at FlightSafety International (Figure 6-5).

1SJWBUF

$POGJEFOUJBM
5P
CF
TISFEEFE
CZ
'MJHIU4BGFUZ
BGUFS
VTF
HUMAN FACTORS: RESOURCE MANAGEMENT ASSESSMENT CARD

NAME: DATE:

Assessment:
Action Goal Desirable Qualities ID/G/EX/NA/DNO
Self Instructor
• Concise, not rushed, and met SOP
The required briefing was interactive
SOP BRIEFING requirements
and operationally thorough
• Bottom lines were established
Operational plans and decisions were • Shared understanding about plans –
PLANS STATED
communicated and acknowledged “Everybody on the same page”
WORKLOAD Roles and responsibilities were defined • Workload assignments were
ASSIGNMENT for normal and non-normal situations communicated and acknowledged
• Threats and their consequences were
CONTINGENCY Crew members developed effective anticipated
MANAGEMENT strategies to manage threats to safety • Used all available resources to manage
threats
Crew members actively monitored and
MONITOR/ • Aircraft position, settings, and crew
cross-checked systems and other crew
CROSS-CHECK actions were verified
members
Operational tasks were prioritized and
WORKLOAD • Avoided task fixation
properly managed to handle primary
MANAGEMENT • Did not allow work overload
flight duties
Crew members remained alert of the
• Crew members maintained situational
VIGILANCE environment and position of the
awareness
aircraft
• Automation setup was briefed to other
Automation was properly managed to
AUTOMATION members
balance situational and/or workload
MANAGEMENT • Demonstrated effective recovery
requirements
techniques from automation anomalies
• Crew decisions and actions were openly
EVALUATION OF Existing plans were reviewed and
analyzed to make sure the existing plan
PLANS modified when necessary
was the best plan
Crew members asked questions to • Crew members not afraid to express a
INQUIRY investigate and/or clarify current plans lack of knowledge – “Nothing taken for
of action granted” attitude
Crew members stated critical
• Crew members spoke up without
ASSERTIVENESS information and/or solutions with
hesitation
appropriate persistence
COMMUNICATION Environment for open communication • Good cross talk – flow of information
ENVIRONMENT was established and maintained was fluid, clear and direct
Captain showed leadership and • In command, decisive, and encouraged
LEADERSHIP coordinated flight deck activities crew participation
ID= Improvement Desired G=Good EX=Exceptional NA=Not Applicable DNO=Did Not Observe

DISCLAIMER: This document is to be used strictly as a training aid for the client and the instructor of
Figure
record. Instructor is to collect this 6-5.
document HF:
after final RMA
debrief Card
and place in the locked bins for shredding.

These commodities, technology or software were exported from the United States in accordance with the Export Administration
Regulations. Diversion contrary to U.S. law is prohibited.
Revision 0.4 FlightSafety International Proprietary Information. All Rights Reserved. Page 1

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 KING AIR B200GT PILOT CLIENT GUIDE

CHAPTER 7
HANDOUTS

CONTENTS
Page
MEMORY AIDS..................................................................................................................... 7-1
FMS Initialization........................................................................................................... 7-1
Approach Setup............................................................................................................... 7-2
INTRODUCTION TO COCKPIT FLOWS............................................................................ 7-4
Flow Guidance................................................................................................................ 7-4
Generic Flow Pattern....................................................................................................... 7-5
RECOMMENDED PRETAKEOFF SCANS......................................................................... 7-7
KING AIR 250/250C DIFFERENCES................................................................................... 7-9
General............................................................................................................................ 7-9
Limitations.................................................................................................................... 7-10
Emergency Procedures.................................................................................................. 7-12
Normal Procedures........................................................................................................ 7-12
Performance................................................................................................................... 7-13
Weight and Balance....................................................................................................... 7-14
Systems Description...................................................................................................... 7-14
Handling, Servicing and Maintenance.......................................................................... 7-14
Aircraft Walkaround Supplement.................................................................................. 7-15
ROCKWELL COLLINS FMS DIFFERENCES.................................................................. 7-17
FAA VNAV AUTHORIZATIONS........................................................................................ 7-21

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 KING AIR B200GT PILOT CLIENT GUIDE

ROCKWELL COLLINS WAAS FMS (VERSION 4.0) QUICK REFERENCE GUIDE... 7-23
Select SBAS Provider.................................................................................................... 7-23
Load LPV Approach...................................................................................................... 7-24
Failure of SBAS During LPV Approach....................................................................... 7-25
Load LNAV/VNAV or LNAV Approach....................................................................... 7-28
Failure of SBAS During LNAV/VNAV Approach........................................................ 7-29
Load LNAV/VNAV Approach with WAAS (Rare)....................................................... 7-30
Load Non-GPS Approach.............................................................................................. 7-31
Navigation Integrity...................................................................................................... 7-32
RAIM Prediction........................................................................................................... 7-33
WEIGHT AND BALANCE LOADING FORM.................................................................. 7-35
B200GT PERFORMANCE / FLIGHT PLANNING FORM............................................... 7-36

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MEMORY AIDS
FMS INITIALIZATION
Acronym—VIPP
This acronym aids the pilots in loading the FMS in a complete and orderly fashion.

V = Verify—Nav database is current

IDX > STATUS > STATUS page
Note: The status page should be displayed on startup.

I = Initialize—Ramp position versus FMS position correct

IDX > POS INIT > POS INIT page
Non-WAAS: Press NEXT and copy GPS POS to scratchpad. Press PREV then R5 to SET POS.
WAAS: Press R5 to SET POS TO GNSS
Note: POS INIT is linked to R6 from the status page.

P = Plan—Load Flight Plan

FPLN > ACT FPLN page
Note: FPLN is linked to R6 from the POS INIT page.

P = Performance—Weight & Fuel Inputs

PERF > PERF MENU > PERF INIT page
Note: PERF INIT is linked to R6 from the ACT FPLN page.
Weight and fuel inputs are lost if electrical power is off.
Input at least MANUAL FUEL. Other inputs will assist the pilot with fuel predictions
and ETAs.

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 KING AIR B200GT PILOT CLIENT GUIDE

APPROACH SETUP
Mnemonic—“FAA StandBy” (FAASB)
Used to set up the avionics for an arrival and approach. It aids in completing all critical items. The
order is specific to maximize the use of linked database functions thereby reducing crew workload.

F = FMS—Set up the FMS for the landing airport including the approach expected and arrival
as applicable. May need to obtain ATIS first at some locations.

A = ATIS—Obtain the current weather. ATIS, AWOS, or ASOS frequencies can be selected
from IDX > FREQUENCY provided the landing airport is set in the FMS.

A = Approach Chart—Display the chart(s) for the approach and arrival as applicable. If the
arrival and approach is input in the FMS, typically those charts are
already in queue. Ensure approach is desirable and authorized for
your operation. Part 135 operations reported weather is at or above
minimums. Compare chart fixes and altitudes versus FMS database.

S = Speeds—Set approach V-Speeds. Predicted landing weight can be viewed by enabling the
FMS-TXT on the MFD and selecting MFD MENU > WINDOW > ON.

B = Baro—Set Baro minimums obtained from approach chart.

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INTENTIONALLY LEFT BLANK

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 KING AIR B200GT PILOT CLIENT GUIDE

INTRODUCTION TO COCKPIT FLOWS

For many clients the King Air is their first step into turbine aircraft and might be their first introduction
to cockpit flows. Generally speaking, cockpit flows are used to accomplish all of the checklist items
in a more timely fashion using the “Flow and Check” method. Because items are accomplished
in a continuous pattern before the pilot/pilots consult the checklist, the amount of time needed to
accomplish all the required checks is greatly reduced, and without trying to “Read and Do” the
checklist line by line, there is a reduced chance of missing an item with a well-rehearsed flow.

The image to the right represents a generic flow pattern that will be repeated multiple times throughout
the course of a flight. During most of the flows there are items to check at each numbered bubble,
although some bubbles will be skipped, especially later on in the flight. For multi-crew operators, the
flow is typically split vertically down the middle, with each pilot accomplishing the items on their
side of the plane. In order to successfully implement flows in the cockpit, it is essential to not only
know what to do at each phase of flight, but also WHY to do it. A well designed and disciplined set
of flows along with strict adherence to SOP’s are cornerstones of the enviable safety records enjoyed
by large air carriers, and can have similar safety enhancing affects in any cockpit.

NOTE
Flows are not intended to replace the use of an approved
checklist, but rather to enhance the use of an approved checklist.

FLOW GUIDANCE
The following is intended to provide general guidance on areas of a flow that are easily overlooked,
and thus deserve additional attention.

Before Engine Starting

1. Ensure the parking brake is properly set.
8. a. Make sure the friction locks are properly adjusted to prevent power lever migration.
b. Ensure the passenger manual drop out oxygen handle is pushed in then make sure the
system ready handle is pulled on.
c. Verify that the alternate gear extension handle is stowed and battery is good in the flashlight.
12. Check the oxygen masks and ensure they are set to 100%.

Before Taxi/Before Takeoff (Runup)

These two checklists can be combined. Items with * to the left are only required for first flight of
the day.
11. Autopilot, yaw damp, and flight control checks can be combined at this point in the flow. At
the end of those checks, ensure the flight director is set appropriately for takeoff.

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GENERIC FLOW PATTERN

12

11

10

1 2 9 4 5

6
13

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INTENTIONALLY LEFT BLANK

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RECOMMENDED PRETAKEOFF SCANS

Two quick scans before every takeoff, in addition to completing checklists, is an aid to ensure items
critical to flight safety and accurate navigation have been completed. Both scans flow in the shape
of an arch starting lower left and ending lower right. These scans are highly recommended during
simulator training, testing, and checking following a reposition.

• PFD Scan (for each pilot seated in the cockpit)

• Nav Source and TO Waypoint—Correct
• V-Speeds—Set
• FGA—HDG and PTCH. ALTS armed—Lateral mode armed if appropriate
• Selected Altitude—Set
• BARO—Baro Pressure set and cross-checked

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INTENTIONALLY LEFT BLANK

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 KING AIR B200GT PILOT CLIENT GUIDE

KING AIR 250/250C DIFFERENCES

GENERAL
King Air B200GT/B200CGT with BLR Ultimate Performance
Package (STC SA02131SE)
Wing Span and Turning Radius
The wingspan of the King Air B200GT/B200CGT is increased by 3’5” with the addition of BLR
winglets to the aircraft (see Figures 1 and 2). The additional width of the aircraft also translates into
an increased ground turning radius of 41’ 7”. This distance is achieved by the use of partial braking
and differential power.

54 FT. 6 IN.

17 FT. 2 IN.

Figure 1: King Air B200GT/B200CGT

57 FT. 11 IN.

17 FT. 2 IN.

Figure 2: King Air 250/250C

Wing Loading
The wing loading of the King Air B200GT/B200CGT has been reduced from 41.3 pounds per square
foot to 39.8 pounds per square foot with the addition of the BLR winglets to the King Air 250/250C.

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 KING AIR B200GT PILOT CLIENT GUIDE

LIMITATIONS
Airspeed
The differences in airspeeds are applicable to VMCA and VMO/MMO and are as follows:

AIRSPEED LIMITATIONS B200GT/B200CGT 250/250C NOTES

KCAS KIAS KCAS KIAS

Air Minimum Control Speed
(VMCA)
Flaps Up 92 86 96 92 Increased by 6 KIAS
Flaps Approach -- -- 92 87 Speeds published

Maximum Operating Speed

VMO 260 No Change
MMO .52 Mach .58 Mach Increased .06 Mach

Airspeed Indicator Display

The differences in airspeed displays are as follows:

AIRSPEED DISPLAY
B200GT/B200CGT 250/250C NOTES
INDICATIONS
KIAS VALUE KIAS VALUE
OR RANGE OR RANGE
Red Line 86 92 Increased by 6 KIAS
Solid Red Bar (at the bottom
of the airspeed scale)
Flaps Down 75 75 No Change
Flaps Approach 85 79 Decreased by 6 KIAS
Flaps Up 99 88 Decreased by 11 KIAS
Blue Line 121 116 Decreased by 5 KIAS
Solid Red Bar (at the top of 259 or value equal 259 or value equal
the airspeed scale) to 0.52 Mach, to 0.58 Mach, Increased by 0.06 Mach
whichever is lower whichever is lower

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 KING AIR B200GT PILOT CLIENT GUIDE

POWERPLANT
Propeller Diameter and Pitch Range
The propeller diameter for the King Air B200GT/B200CGT is a maximum of 93 inches and a
minimum of 92 inches. The King Air 250/250C with the Hartzell composite blade propellers are 93
inches for both minimum and maximum diameters. The pitch range differences are as follows:

PITCH RANGE (30-INCH STATION)

CONDITION B200GT/B200CGT 250/250C
Feathered +87.9° +86.7° ± 0.5°
Reverse -11.2° -11.0° ± 0.5°

Propeller Deice
The King Air B200GT/B200CGT does not have a limitation on the use propeller deice while the
propellers are static, just a caution in the Normal Procedures section of the POH/AFM. The King Air
250/250C now includes the following limitation and caution in the limitations section:

Propeller Deice system is not to be operated when the propellers are static.

CAUTION
Operation of the propeller deice system without the engine
running can cause severe damage to the composite propeller
blades.

ICE Vanes (Internal Separator System)

The King Air B200GT/B200CGT and King Air 250/250C still share the same limitation as to when
the Engine Anti-Ice (Ice Vanes) need to be ON for operation with ambient temperatures of +5°C
or below when flight free of visible moisture cannot be assured. The change to the operation of the
aircraft applies when the Engine Anti-Ice must be OFF for flight operations. The King Air B200GT/
B200CGT Engine Anti-Ice must be off for takeoff and all flight operations in ambient temperatures
above 15°C, while the King Air 250/250C has the following limitations:

The aircraft can be operated with the internal separator ice vanes deployed during ground and flight
operations, at ambient temperatures up to, and including ISA+27°C, below 13,650 feet or +15°C
above 13,650 feet, provided:
1. All other engine limits are observed.
2. During ground operations oil temperatures are monitored closely. If the oil temperature limits
are reached, the ice vanes must be stowed until the oil temperatures return within limits.

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 KING AIR B200GT PILOT CLIENT GUIDE

EMERGENCY PROCEDURES
Emergency Airspeeds (12,500 lbs)
The differences in emergency airspeeds are as follows:

B200GT/ 250/250C
EMERGENCY AIRSPEEDS B200CGT NOTES
KIAS KIAS
One-Engine-Inoperative
115 105 Decreased by 10 KIAS
Best Angle-of-Climb (VXSE)
One-Engine-Inoperative
121 116 Decreased by 5 KIAS
Best Rate-of-Climb (VYSE)
One-Engine-Inoperative
121 116 Decreased by 5 KIAS
Enroute Climb

One-Engine Inoperative Go-Around

The airspeed in step 4 of this procedure changes the applicable airspeed from 121 knots on the King
Air B200GT/B200CGT to 116 knots on the King Air 250/250C. The procedure now reads:

1. Power........................................................................... MAXIMUM ALLOWABLE

2. Landing Gear.................................................................................................. UP
3. Flaps............................................................................................................... UP
4. Airspeed....................................................................INCREASE TO 116 KNOTS

NORMAL PROCEDURES
Airspeeds for Safe Operation (12,500 lbs)
The differences in airspeeds for safe operation are as follows:

B200GT/ 250/250C
AIRSPEEDS FOR SAFE OPERATION B200CGT NOTES
KIAS KIAS
Takeoff (Flaps Up)
Rotation 95 102 Decreased by 7 KIAS
50-ft. Speed 121 109 Decreased by 12 KIAS
Air Minimum Control Speed (VMCA) 86 92 Decreased by 6 KIAS

Takeoff (Flaps Approach)

Rotation 94 97 Increased by 3 KIAS
50-ft. Speed 106 98 Decreased by 8 KIAS
Air Minimum Control Speed (VMCA) N/A 87 Speed published

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Preflight Inspection
The terminology has changed in respect to the preflight inspection of the propeller. The King Air
B200GT/B200CGT POH/AFM states the propellers should be checked for nicks and the deice boots
secured. On the King Air 250/250C, the propeller and deice boot condition should be checked as per
the BLR Ultimate Performance Package Supplement.

Although there is no mention of checking the condition of the BLR composite winglets, it is rec-
ommended the pilot do so to detect possible abnormalities in the wing attach point and the overall
condition of the BLR composite winglet.

Simulating One-Engine Inoperative (Zero Thrust)

The torque setting is increased during zero thrust power operations; the King Air B200GT/B200CGT
is 120 FT-LBS and the King Air 250/250C is 250 FT-LBS. Both aircraft utilize a propeller setting of
1600 RPM.

Noise Characteristics
With the addition of the Hartzell Composite Propellers, the takeoff noise levels have been reduced as
follows:

B200GT/
TAKEOFF NOISE LEVEL 250/250C NOTES
B200CGT
Standard Landing Gear 81.24 dB(A) 79.30 dB(A) 1.94 dB(A) reduction
High Floatation Landing Gear 81.14 dB(A) 79.30 dB(A) 1.84 dB(A) reduction

PERFORMANCE
The majority of performance charts have been changed by the Ultimate Performance Package STC.
In addition to the Hawker Beechcraft King Air B200GT/B200CGT performance charts, the King Air
250/250C charts now account for the following items:

• Runway Slope (± 2 Percent)

• Reduced V1/VR ratio and applicable speeds (to achieve balance field length)
• Tabulated Holding Speed Chart at specific weight and altitude intervals
• Time, Fuel, and Distance to Descend – High Speed chart

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 KING AIR B200GT PILOT CLIENT GUIDE

WEIGHT AND BALANCE

The King Air 250/250C Weight and Balance Section includes information about the weight changes
that are applied with the Ultimate Performance Package. These include the addition of the BLR Wing-
let System, Raisbeck Ram Air Recovery System, as well as the Hartzell Composite Propellers. In
general, this package allows the aircraft to be approximately 25 pounds lighter and approximately 1
inch further aft on the CG envelope, which vastly aids the CG position of the aircraft for a ferry flight.

SYSTEMS DESCRIPTION
Propeller System
The King Air 250/250C modifies this section due to the change of the propeller from a conventional
propeller to a composite propeller.

Propeller Electric Deice System

The Ultimate Performance Package STC modifies this section due to the change of the propeller to a
composite propeller and the addition of a Metal Oxide Varistor (MOV) module to each engine. The
Metal Oxide Varistor (MOV) module protects the wiring and electrical components in the event of
lightning strikes to the composite propeller blades.

HANDLING, SERVICING AND MAINTENANCE

Airplane Inspection Periods
The King Air 250/250C supplement references the standard Maintenance and Repair manuals and
adds the inspections required by BLR Document No. BLR-KA250-950 “Instructions for Continued
Airworthiness King Air UPP.”

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AIRCRAFT WALKAROUND SUPPLEMENT

Figure 3: BLR Composite Winglet System

Figure 4: Hartzell Composite Propeller

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Figure 5: Raisbeck Ram Air Recovery System

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ROCKWELL COLLINS FMS DIFFERENCES

NON-WAAS (v3.3.1) WAAS (v4.0)
"GPS" label on applicable pages "GNSS" label on applicable pages
SBAS No Space Based Augmentation System (SBAS) Uses Space Based Augmentation System (SBAS)
US = WAAS
EUROPE = EGNOS
JAPAN = MSAS
VNAV Enroute/Terminal Enroute/Terminal
Uses Baro-VNAV only (±500 ft) Uses Baro-VNAV only (±500 ft)
Approaches Approaches
Uses Baro-VNAV only (±250 ft) LPV minimums
WAAS only (Angular)
LNAV/VNAV minimums
Baro-VNAV (±250 ft)
WAAS when FAA certified (Angular)
LNAV minimums
Baro-VNAV only (±250 ft)
RNAV SID/RNAV STAR ±1NM CDI within 30NM of ARPT ±1NM CDI for entire procedure ("TERM")
±5NM CDI outside of 30NM ±1NM CDI when off procedure within 31NM of ARPT
Must do RAIM prediction ±2NM CDI when off procedure outside 31NM of ARPT
RAIM prediction only when WAAS fails
Q Routes/T Routes ±1NM CDI within 30NM of ARPT ±1NM CDI within 31NM of ARPT
±5NM CDI outside of 30NM ±5NM CDI outside of 31NM
Must do RAIM prediction RAIM prediction only when WAAS fails
Approaches Cannot choose multiple label approaches Can choose multiple label approaches
e.g. RNAV (GPS) Y Rwy 10 / RNAV (GPS) Z Rwy 10
GPS APPR mode~2NM from FAF LPV APPR mode after FACF
L/V APPR mode after FACF
GPS APPR mode~2NM from FAF
Non-GPS approaches can be flown Non-GPS approaches will have:
without messages "APPR FOR REF ONLY" CDU message
"NO APPR" PFD message
No stepdown fixes inside FAF All stepdown fixes inside FAF

EGNOS—European Geostationary Navigational Overlay System

GNSS—Global Navigation Satellite System
MSAS—MTSAT Satellite-based Augmentation System
SBAS—Space Based Augmentation System
WAAS—Wide Area Augmentation System

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GNSS CONTROL SBAS PROVIDERS

ARRIVAL DATA

LPV APPROACH

ARRIVAL DATA

LNAV / VNAV
OR
LNAV

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LNAV / VNAV with WAAS

(RARE)

NON-GPS

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INTENTIONALLY LEFT BLANK

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FAA VNAV AUTHORIZATIONS

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INTENTIONALLY LEFT BLANK

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ROCKWELL COLLINS WAAS FMS (VERSION 4.0)

QUICK REFERENCE GUIDE
SELECT SBAS PROVIDER
Choose the appropriate SBAS provider for world region:
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, an amber CHK SBAS SVC PRVDR message appears on the
CDU message line when loading an LPV approach.

If no SBAS providers are chosen, the FMS will not use augmented signals.

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LOAD LPV APPROACH

Procedures for loading an LPV approach are the same as loading a non-LPV approach:
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. WAAS LPV is displayed at R5.
a. In Europe, EGNOS LPV
b. In Japan, MSAS LPV
c. This label only indicates the selected approach has an LPV minimum published. It is NOT
real-time display of system capability.
4. Verify LEGS page or MFD MAP to ensure proper information.
5. EXECute after confirmation.

The PFD displays LPV TERM in white when within 31NM of the desired airport. The PFD displays
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 annunciated 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.

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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 is automatically used by the FMS as in non-SBAS units.

If the whole GPS system fails, then a non-GPS approach has to be flown as per AFM or AFM
supplement guidance (See "Navigation Integrity" of this handout).

Inside 31NM to airport, but prior to FAF

1. These messages appear on the CDU:
a. An amber LPV NOT AVAILABLE
b. Also, if LNAV minimums are published, an amber USE LNAV MINIMUM
2. If LNAV minimums are published, this message appears on the MFD:
a. An amber USE LNAV MINIMUM
3. An amber MSG flashes on the PFD.
4. The VNAV deviation has a red VNV flag with the deviation indicator removed.
5. Aircraft can be descended with non-VNAV (VS, FLC, etc.) modes to the LNAV minimum.

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OR
5. Aircraft can be descended using VNAV with manual selections:
a. Press DEP / ARR —> ARR DATA or Press IDX —> page 2 —> ARR DATA
b. Choose BARO (L4) as the APPR VNAV GP.
c. EXECute VNAV change.
d. Verify VNAV indications have returned on the PFD.
e. Use baro-VNAV to descend to appropriate minimums (LNAV / VNAV or LNAV).
The PFD displays TERM in white when within 31NM of the desired airport. The PFD displays GPS
APPR in green when within 2NM of the FAF.

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Inside the FAF

1. These messages appear on the CDU:
a. An amber LPV NOT AVAILABLE
b. Also, if LNAV minimums are published, an amber USE LNAV MINIMUM
2. If LNAV minimums are published, this message will appear on the MFD:
a. An amber USE LNAV MINIMUM
3. An amber MSG flashes on the PFD.
4. The VNAV deviation has 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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LOAD LNAV/VNAV OR LNAV APPROACH

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. GNSS BARO is displayed at R5.
a. This label only indicates the selected approach will be using baro-VNAV. It is NOT real-
time display of system capability.
4. Verify LEGS page or MFD MAP to ensure proper information.
5. EXECute after confirmation.
The PFD displays TERM in white when within 31NM of the desired airport. The PFD displays 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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FAILURE OF SBAS DURING LNAV/VNAV APPROACH

No messages appear if the SBAS signal fails during an LNAV / VNAV or LNAV approach provided
the navigation integrity from the GPS remains within limits.

RAIM prediction and RAIM checking is automatically used by the FMS as in non-SBAS units.

Inside 31NM to airport

1. If RAIM is insufficient for the approach, an amber NO NPA RAIM appears on the CDU.
2. An amber MSG flashes on the PFD.
3. Accomplish a non-GPS approach as per AFM or AFM supplement.

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LOAD LNAV/VNAV APPROACH WITH WAAS (RARE)

The following images and information may be available in the Collins FMS if an LNAV/VNAV
approach is designed to use SBAS.

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.
a. This label only indicates the selected approach will be using SBAS VNAV. It is NOT real-
time display of system capability.
4. Verify LEGS page or MFD MAP to ensure proper information.
5. EXECute after confirmation.
The FMS uses any available SBAS provider for lateral navigation. The PFD displays L/V TERM in
white when within 31NM of the desired airport. The PFD displays L/V APPR in green when within
2NM of the FAF. The FMS uses Baro-VNAV until the FACF and then transitions to SBAS VNAV just
like LPV approaches. Baro-VNAV temperature restrictions do not apply when using SBAS VNAV.
For failure of SBAS integrity, see the LPV Approach section.

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LOAD NON-GPS APPROACH

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. BARO is displayed at R5.
a. This label only indicates the selected approach will be using Baro-VNAV. It is NOT real-
time display of system capability.
4. Verify LEGS page or MFD MAP to ensure proper information.
5. EXECute after confirmation.
A NO APPR label appears on the PFD. An APPR FOR REF ONLY appears on the CDU. Verify AFM
or AFM supplement limitations for navigation guidance requirements.

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NAVIGATION INTEGRITY
If the navigation integrity falls outside of tolerance for the phase of flight (enroute or terminal), a
message is displayed on the CDU and PFD. This message is a total FMS integrity message and will
appear whether SBAS is being received or not.
1. A LOSS OF INTEGRITY message appears on the CDU.
2. A LOI or LOI TERM appears on the PFD depending on the 31NM distance from the airport.
3. Use another source of navigation.

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RAIM PREDICTION
RAIM prediction will only be necessary when outside the coverage of SBAS or during SBAS
NOTAM’s indicating an outage of signal integrity.
1. Press IDX —> GNSS CONTROL.
2. Choose NPA RAIM (L5).
3. Destination airport will automatically be filled with flight plan destination airport.
4. Enter satellites that have been NOTAM’d out of service in the deselect option in L3.
5. The ETA is automatically filled when inflight or it can be manually entered in R2 (i.e. when
still on the ground).
These are the possible outcomes of approach RAIM prediction:
AVAILABLE
UNAVAILABLE
REQ PENDING

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INTENTIONALLY LEFT BLANK

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 KING AIR B200GT PILOT CLIENT GUIDE

King Air B200/B200GT/250

Section 6 Hawker Beechcraft Corporation
Weight & Balance/Equipment List Model B200GT

WEIGHT AND BALANCE LOADING FORM

SERIAL NO. BY-1 REG NO. N200KA DATE
WEIGHT MOM/100
LINE ITEM F.S. (IN)
(LB) (LB-IN)
1 Basic Empty Weight 8,551 186.4 15,942
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 Total Cabinet Contents
14 Total Baggage
15 Subtotal - Zero Fuel Weight.
DO NOT EXCEED 11,000 LBS.
16 Fuel Loading
17 Subtotal - Ramp Weight.
DO NOT EXCEED 12,590 LBS.
18 Less Fuel for Start, Taxi and Takeoff* (90) (177)
19 Total - Takeoff Weight.
DO NOT EXCEED 12,500 LBS.
* Fuel for start, taxi and takeoff is normally 90 lbs at an average moment/100 of 177.

LANDING WEIGHT DETERMINATION

20 Fuel Loading from Line 16
21 Less Fuel used to Destination
(including fuel for start, taxi and takeoff)
Total Fuel Remaining.
22 Moment/100 from Usable Fuel Weights and
Moments Table
23 Zero Fuel Weight from Line 15
24 Total Landing Weight (lines 22 and 23)
NOTE: S
 haded areas in the above table indicate values that are not required to arrive at a final
weight and balance.

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 KING AIR B200GT PILOT CLIENT GUIDE

King Air B200/B200GT/250

B200GT PERFORMANCE / FLIGHT PLANNING FORM

AIRPORT IDENTIFIER
PRESSURE ALTITUDE
TEMPERATURE
SURFACE WIND
RUNWAY DESIGNATION (HDG)
RUNWAY LENGTH

MINIMUM TAKEOFF POWER

(Engine Anti-Ice OFF / ON)
HEADWIND COMPONENT
Takeoff / Landing / Alternate

DEPARTURE AIRPORT TAKEOFF FLAP POSITION

PERFORMANCE UP APPROACH
TAKEOFF DISTANCE /
Ground Roll / Over 50 ft. Obstacle
ACCELERATE - STOP DISTANCE

ACCELERATE - GO DISTANCE

NET GRADIENT OF CLIMB

CLIMB - ONE ENGINE INOPERATIVE

CRUISE PERFORMANCE
Time Fuel Distance
TIME, FUEL, & DISTANCE TO CLIMB

NORMAL CRUISE POWER AT 1700 RPM Torque / Fuel Flow True Airspeed Total Fuel Flow
Planned Temperature at FL260: -17°C
Time Fuel Distance
TIME, FUEL, & DISTANCE TO DESCEND

DESTINATION AIRPORT LANDING FLAP POSITION

PERFORMANCE DOWN UP
LANDING DISTANCE WITHOUT Over 50 ft. Obstacle Ground Roll Over 50 ft. Obstacle
PROPELLER REVERSING

LANDING DISTANCE WITH Over 50 ft Obstacle Ground Roll Over 50 ft. Obstacle
PROPELLER REVERSING

Reproduced with permission of Jeppesen Sanderson, Inc. NOT FOR NAVIGATIONAL USE © Jeppesen Sanderson, Inc. 2014

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 KING AIR B200GT PILOT CLIENT GUIDE

CHAPTER 8
ANNUNCIATORS

CONTENTS
Page
ANNUNCIATORS.................................................................................................................. 8-1
Warning Annunciators..................................................................................................... 8-1
Caution Annunciators...................................................................................................... 8-2
Advisory Annunciators.................................................................................................... 8-3

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ANNUNCIATORS

Warning Annunciator Panel

WARNING ANNUNCIATORS
ANNUNCIATOR CAUSE FOR ILLUMINATION
FIRE IN LEFT ENGINE
COMPARTMENT
CABIN/CARGO DOOR OPEN OR
NOT SECURE
CABIN ALTITUDE EXCEEDS
12,500 FEET
FIRE IN RIGHT ENGINE
COMPARTMENT
FUEL PRESSURE LOW ON
LEFT SIDE
FUEL PRESSURE LOW ON
RIGHT SIDE

LOW OIL PRESSURE LEFT ENGINE

LOW OIL PRESSURE RIGHT ENGINE

MELTED OR FAILED PLASTIC LEFT

BLEED AIR FAILURE WARNING LINE
MELTED OR FAILED PLASTIC RIGHT
BLEED AIR FAILURE WARNING LINE

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 KING AIR B200GT PILOT CLIENT GUIDE

Caution/Advisory Annunciator Panel

CAUTION ANNUNCIATORS CAUTION ANNUNCIATORS

ANNUNCIATOR CAUSE FOR ILLUMINATION ANNUNCIATOR CAUSE FOR ILLUMINATION
LEFT ENGINE ANTI-ICE
LEFT GENERATOR OFFLINE MALFUNCTION, ICE VANE HAS NOT
ATTAINED PROPER POSITION
HYDRAULIC FLUID IN THE LANDING
GEAR SYSTEM IS LOW LEFT PITOT HEAT ELEMENT IS NOT
ENERGIZED (SWITCH IS OFF OR
PROPELLER LEVERS ARE NOT ELEMENT HAS FAILED)
IN THE HIGH-RPM, LOW-PITCH
POSITION WITH LANDING GEAR CABIN ELECTRIC HEAT IS ON
EXTENDED
EXTERNAL POWER CONNECTOR IS
RIGHT GENERATOR OFFLINE PLUGGED IN

METAL CONTAMINATION IN THE RIGHT PITOT HEAT ELEMENT IS

LEFT ENGINE OIL IS DETECTED NOT ENERGIZED (SWITCH IS OFF
OR ELEMENT HAS FAILED)
DUCT AIR TOO HOT RIGHT ENGINE ANTI-ICE
MALFUNCTION, ICE VANE HAS NOT
METAL CONTAMINATION IN THE ATTAINED PROPER POSITION
RIGHT ENGINE OIL IS DETECTED

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ADVISORY ANNUNCIATORS
ANNUNCIATOR CAUSE FOR ILLUMINATION
AUTOFEATHER ARMED WITH
POWER LEVERS ADVANCED ABOVE
APPROXIMATELY 90% N1 POWER
LEVER POSITION
RIGHT ENGINE RPM IS TOO LOW
FOR AIR CONDITIONING LOAD
AUTOFEATHER ARMED WITH
POWER LEVERS ADVANCED ABOVE
APPROXIMATELY 90% N1 POWER
LEVER POSITION

ENGINE ANTI-ICE VANE EXTENDED

BRAKE DEICE HAS BEEN SELECTED

LANDING LIGHT OR TAXI LIGHT ON

WITH LANDING GEAR UP
OXYGEN IS AVAILABLE TO THE
PASSENGERS
RIGHT ENGINE ANTI-ICE VANE
EXTENDED
LEFT STARTER/IGNITION SWITCH
IS IN THE ENGINE/IGNITION MODE
OR LEFT AUTOIGNITION SYSTEM IS
ARMED AND LEFT ENGINE TORQUE
IS BELOW 400 FOOT-POUNDS
LEFT ENVIRONMENTAL BLEED-AIR
VALVE IS CLOSED

CROSSFEED HAS BEEN SELECTED

RIGHT ENVIRONMENTAL BLEED-AIR

VALVE IS CLOSED
RIGHT STARTER/IGNITION SWITCH
IS IN THE ENGINE/IGNITION MODE
OR RIGHT AUTOIGNITION SYSTEM
IS ARMED AND RIGHT ENGINE
TORQUE IS BELOW 400 FOOT-
POUNDS

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CHAPTER 9
SCHEMATICS

CONTENTS
Figure Title Page
9-1 Hot Battery Bus........................................................................................................... 9-1
9-2 Electrical Distribution................................................................................................. 9-1
9-3 Generator Control Circuit............................................................................................ 9-2
9-4 Avionics Power Distribution........................................................................................ 9-2
9-5 Fuel System Schematic................................................................................................ 9-3
9-6 Fuel Purge System....................................................................................................... 9-3
9-7 Auxiliary Fuel Transfer System................................................................................... 9-4
9-8 Fuel Crossfeed System................................................................................................ 9-4
9-9 Compressor Bleed Valve(s)......................................................................................... 9-5
9-10 Engine Stations............................................................................................................ 9-5
9-11 Oil System Schematic.................................................................................................. 9-6
9-12 Simplified Fuel Control Schematic............................................................................. 9-6
9-13 Ignition System Schematic.......................................................................................... 9-7
9-14 Propeller Onspeed Schematic...................................................................................... 9-7
9-15 Overspeed Governor Schematic.................................................................................. 9-8
9-16 Propeller Overspeed Schematic................................................................................... 9-8
9-17 Propeller Underspeed Schematic................................................................................. 9-9
9-18 Beta and Reverse Control............................................................................................ 9-9
9-19 Type II System Schematic......................................................................................... 9-10
9-20 Autofeather System Schematic.................................................................................. 9-10
9-21 Autofeather Test Schematic....................................................................................... 9-11

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9-22 Fire-Detection System............................................................................................... 9-11

9-23 Fire-Extinguishing System........................................................................................ 9-12
9-24 Pneumatic and Vacuum Systems............................................................................... 9-12
9-25 Bleed-Air Warning System Diagram......................................................................... 9-13
9-26 Wing and Horizontal Stabilizer Deice Boots System................................................ 9-13
9-27 Brake Deice System.................................................................................................. 9-14
9-28 Windshield Anti-Ice System...................................................................................... 9-14
9-29 Air Conditioning System (Prior to BB-1988)........................................................... 9-15
9-30 Air Conditioning System Control Diagram (Prior to SN BB-1988)......................... 9-15
9-31 Air Conditioning System Control Diagram............................................................... 9-16
9-32 A
 ir Conditioning System (SN BB-1988 and Subsequent,
SN BY-1 and Subsequent) ........................................................................................ 9-16
9-33 Pressurization Control............................................................................................... 9-17
9-34 Electronic Flow Control Unit.................................................................................... 9-17
9-35 Outflow Valve............................................................................................................ 9-18
9-36 Safety Valve............................................................................................................... 9-18
9-37 Hydraulic Landing Gear System............................................................................... 9-19
9-38 Landing Gear Normal Retraction.............................................................................. 9-19
9-39 Landing Gear Normal Extension............................................................................... 9-20
9-40 Landing Gear Alternate Extension............................................................................ 9-20
9-41 Brake System Schematic........................................................................................... 9-21
9-42 Rudder Boost Diagram.............................................................................................. 9-21
9-43 Flap Control and Indication....................................................................................... 9-22
9-44 System Integration..................................................................................................... 9-22
9-45 Integrated Flight Information System (IFIS) Block Diagram................................... 9-23
9-46 IFIS Dataload Block Diagram................................................................................... 9-23
9-47 Oxygen System.......................................................................................................... 9-24

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BATT EXT PWR

RELAY RELAY
EXT PWR
RECEPTACLE
BATTERY
AMMETER BATT SW BATT SW
BATTERY
HOT BAT BUS
LEFT START
RELAY

MAIN BATTERY BUS

LEGEND
BATTERY

325 325
TO SYSTEMS ISOLATION BUS TO SYSTEMS

Figure 9-1. Hot Battery Bus

BATT EXT PWR

RELAY RELAY
TO BATTERY EXT PWR
BATTERY
AMMETER RECEPTACLE
BATT SW BATT SW
HOT BAT BUS

LEFT LINE LEFT START RIGHT START RIGHT LINE

CONTACTOR RELAY RELAY CONTACTOR
MAIN BATTERY BUS
LEFT GEN RIGHT GEN
SWITCH SWITCH

GENERATOR LEFT RIGHT GENERATOR

LEFT VOLT/ STARTER/ STARTER/ RIGHT VOLT/
CONTROL CONTROL
LOADMETER GENERATOR GENERATOR LOADMETER
UNIT UNIT

TO ANNUNCIATOR TO ANNUNCIATOR
325 325
ISOLATION BUS
60 60
50 NO. 1 DUAL-FED BUS 50
60 60
50 NO. 2 DUAL-FED BUS 50
60 60
50 NO. 3 DUAL-FED BUS 50
RIGHT GENERATOR BUS
LEFT GENERATOR BUS

15 10 AMP 5 ESIS BATTERY BUS

ESIS
BATTERY
60 60
50 NO. 4 DUAL-FED BUS 50

40 AVIO. RELAY
30 AVIONICS BUS NO. 1
AVIO. RELAY
40
AVIONICS BUS NO. 2 30
AVIO. RELAY
40 30 AVIONICS BUS NO. 3

50 50
NO. 1 SUBPANEL BUS NO. 2 SUBPANEL BUS

Figure 9-2. Electrical Distribution

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 KING AIR B200GT PILOT CLIENT GUIDE

EXT PWR
BATT
RELAY LEGEND
RELAY
EXT PWR BATTERY
RECEPTACLE GROUND
BATTERY
AMMETER BATT SW BATT SW
BATTERY
HOT BAT BUS
LEFT LINE LEFT START RIGHT START RIGHT LINE
CONTACTOR RELAY RELAY CONTACTOR
MAIN BATTERY BUS

LEFT GEN RIGHT GEN

SW SW
LEFT STARTER- RIGHT STARTER-
GENERATOR GENERATOR
LEFT VOLT/ GENERATOR GENERATOR RIGHT VOLT/
LOADMETER CONTROL CONTROL LOADMETER
UNIT UNIT
325 325
ISOLATION BUS
LEFT GENERATOR BUS

RIGHT GENERATOR BUS

Figure 9-3. Generator Control Circuit

AVIONICS AVIONICS
BATTERY MASTER MASTER
SWITCH POWER POWER
SWITCH
OFF NO. 1 DUAL-FED BUS
ON
OFF
ON

NO. 1 AVIONICS
LEFT GEN BUS
NO. 3 AVIONICS

LEGEND
BATTERY
GROUND
NO. 2 AVIONICS RIGHT GEN BUS

Figure 9-4. Avionics Power Distribution

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 KING AIR B200GT PILOT CLIENT GUIDE

ENGINE FUEL
MANIFOLD

FUEL FLOW TRANSMITTER AND INDICATOR

P3 BLEED-AIR LINE
ENGINE-DRIVEN HIGH PRESS FUEL PUMP
LEGEND
UNPRESSURIZED FUEL FUEL HEATER
PRESSURIZED FUEL AIR FILTER
FUEL PURGE TANK
TRANSFER JET FUEL FUEL CONTROL PURGE LINE
FIREWALL FUEL FILTER
FUEL VENT LEFT FUEL PRESSURE ANNUNCIATOR
PRESSURE SWITCH ENGINE DRIVEN BOOST PUMP
P3 BLEED AIR
CHECK VALVE
FUEL QUANTITY PROBE FIREWALL SHUTOFF VALVE
GRAVITY FLOW CHECK VALVE
STANDBY BOOST PUMP
MOTIVE FLOW VALVE
PRESSURE SWITCH FOR LEFT NO FUEL NACELLE TANK 57 GALLONS
TRANSFER LIGHT ON CAUTION PANEL
VENT FLOAT VALVE

WS 290.92
DRAIN VALVE PRESSURE RELIEF VALVE

CROSSFEED VALVE

WING LEADING EDGE WING LEADING EDGE STRAINER, DRAIN

13 GALLONS 40 GALLONS AND FUEL SWITCH

INTEGRAL 25 GALLONS 23 GALLONS

(WET CELL) BOX SECTION BOX AUXILIARY
35 GALLONS SECTION

AIR INLET 79 GALLONS

RECESSED VENT TRANSFER
VENT FLOAT VALVE FLOAT CHECK VALVE JET PUMP
HEATED RAM VENT DRAIN VALVE
DRAIN
FLAME ARRESTOR

Figure 9-5. Fuel System Schematic

FUEL
FLOW
FUEL ENGINE
FUEL FUEL CONTROL
HEAT PUMP UNIT

FROM
DUMP P3 AIR
VALVE
POPPET
VALVE
FIRESEAL

PURGE
LINE

CHECK CHECK
VALVE VALVE
PURGE TANK
FILTER
TO
PNEUMATICS
TO
FLOW
LEGEND PACKAGE
BOOST PUMP PRESSURE
HIGH-PRESSURE FUEL
ENGINE BLEED AIR

Figure 9-6. Fuel Purge System

Revision 1.0 FOR TRAINING PURPOSES ONLY 9-3

 KING AIR B200GT PILOT CLIENT GUIDE

AUX TRANSFER
AUX SWITCH
TRANSFER OVERRIDE

MOTIVE FLOW
AUTO FLOAT 6-PSI PRESSURE
SWITCH SWITCH NO TRANSFER
TEST SWITCH
NOT EMPTY

EMPTY

CROSSFEED 30-60 SEC

ON AUTOMATIC
FUEL DELAY
TRANSFER
PCB JET
NC TRANSFER
PUMP TO
NACELLE
TANK
MOTIVE
FLOW VALVE
FROM
BOOST AUX TANK
PUMP 10-PSI SUMP
PRESSURE
SWITCH PRESSURE
WARNING

TO ANNUNCIATOR

TO ENGINE FROM BOOST PUMP

Figure 9-7. Auxiliary Fuel Transfer System

10 PSI FUEL 10 PSI FUEL

PRESSURE PRESSURE
LIGHT SWITCH LIGHT SWITCH
UNPRESSURIZED FUEL
LOW-PRESSURE PRESSURIZED FUEL
ENGINE-DRIVEN TRANSFER JET FUEL
FUEL PUMP MOTIVE FUEL VENT
FIREWALL
MOTIVE SHUTOFF FLOW
FIREWALL VALVE
FLOW VALVE SHUTOFF VALVE
VALVE
STANDBY
BOOST
PUMP

CROSSFEED
VALVE

Figure 9-8. Fuel Crossfeed System

9-4 FOR TRAINING PURPOSES ONLY Revision 1.0

 KING AIR B200GT PILOT CLIENT GUIDE

AMBIENT PRESSURE

CONTROL PRESSURE
FINAL
ORIFICE

PRIMARY
ORIFICE

PISTON DAMPER
(SPRING LOAD)
DELIVERY
AIR PASSAGE

SLEEVE P3 LEGEND
AMBIENT PRESSURE
P2.5 COMPRESSOR DISCHARGE AIR

Figure 9-9. Compressor Bleed Valve(s)

COMPRESSOR SECTION

POWER SECTION

LEGEND
COMPRESSOR SECTION
POWER SECTION

Figure 9-10. Engine Stations

Revision 1.0 FOR TRAINING PURPOSES ONLY 9-5

 KING AIR B200GT PILOT CLIENT GUIDE

FROM COOLER
OIL TANK BREATHER

PROPELLER GOVERNOR TORQUEMETER OIL OIL DIPSTICK

AND BETA CONTROL CONTROL VALVE
TO COOLER

DIVERTER
VALVE
OIL FILTER AND
CHECK VALVE OIL
TANK
FUEL
HEATER

OIL SUPPLY
TO PROPELLER BYPASS VALVE
OVERPRESSURE
RELIEF VALVE SCAVENGE
PUMP

PRESSURE
REGULATING TANK
TORQUEMETER TORQUEMETER VALVE ACCESSORY
CHIP PRESSURE DRAIN
& TORQUE LIMITER GEARBOX
DETECTOR (INDICATOR) DRAIN

TO OIL PRESSURE BYPASS

INDICATOR VALVE

TO OIL TEMPERATURE TO OIL PRESSURE

INDICATOR ANNUNCIATOR

LEGEND
PRESSURE OIL SCAVENGE OIL TORQUEMETER PRESSURE
PROPELLER SUPPLY OIL BREATHER AIR

Figure 9-11. Oil System Schematic

TORQUE LIMITER

TO GRAVITY
PURGE VALVE FEED LINE

CONDITION LEVER
FUEL
MINIMUM PURGE P3
N2 PRESSURIZING
VALVE
MINIMUM FLOW DIVIDER
FLOW STOP AND DUMP VALVE
FUEL CUTOFF
VALVE
POWER LEVER

ENGINE-DRIVEN
HP PUMP

PA

P3 INLET FUEL SUPPLY

N1 GOVERNOR

Figure 9-12. Simplified Fuel Control Schematic

9-6 FOR TRAINING PURPOSES ONLY Revision 1.0

 KING AIR B200GT PILOT CLIENT GUIDE

IGNITER PLUGS

IGN EXCITER

TORQUE SW

CLOSE
400 FOOT-POUNDS
IGN ON

AUTO- ARM ON
IGNITION OFF OFF
IGNITION STARTER ONLY
AND
ENGINE STARTER

L IGNITER POWER

DC POWER

Figure 9-13. Ignition System Schematic

OIL REVERSE
PROP HYDRAULIC
LEVER LEVER OVERSPEED
GOVERNOR

PRIMARY PROP GOVERNOR

1,600–2,000 RPM GOVERNOR 2,120 RPM
PUMP NORMAL
OVERSPEED
PILOT
VALVE

BETA TO
TO VALVE CASE
CASE
AUTOFEATHER SOLENOID (NC)

LOW PITCH
(HIGH OIL PRESSURE)

TRANSFER
GLAND

Figure 9-14. Propeller Onspeed Schematic

Revision 1.0 FOR TRAINING PURPOSES ONLY 9-7

 KING AIR B200GT PILOT CLIENT GUIDE

OIL REVERSE
PROP HYDRAULIC
LEVER LEVER OVERSPEED
GOVERNOR

PRIMARY PROP GOVERNOR

FAILED GOVERNOR APPROX. 2,120 RPM
PUMP 1,800 TO 1,910 RPM NORMAL
IN TEST MODE OVERSPEED
PILOT
VALVE

BETA TO
TO VALVE CASE
CASE
AUTOFEATHER SOLENOID (NC)

LOW PITCH
(HIGH OIL PRESSURE)

TRANSFER
GLAND

Figure 9-15. Overspeed Governor Schematic

OIL REVERSE HYDRAULIC

PROP
LEVER LEVER OVERSPEED
GOVERNOR

PRIMARY PROP GOVERNOR 2,120 RPM

1,600–2,000 RPM NORMAL
OVERSPEED GOVERNOR
PUMP OVERSPEED
PILOT
VALVE

BETA TO
VALVE CASE
TO
CASE AUTOFEATHER SOLENOID (NC)

LOW PITCH
(HIGH OIL PRESSURE)

TRANSFER
GLAND

Figure 9-16. Propeller Overspeed Schematic

9-8 FOR TRAINING PURPOSES ONLY Revision 1.0

 KING AIR B200GT PILOT CLIENT GUIDE

OIL REVERSE HYDRAULIC

PROP OVERSPEED
LEVER LEVER
GOVERNOR
PRIMARY PROP GOVERNOR
1,600–2,000 RPM 2,120 RPM
UNDERSPEED GOVERNOR
NORMAL
PUMP
OVERSPEED
PILOT
VALVE

BETA TO
TO VALVE CASE
CASE AUTOFEATHER SOLENOID (NC)

LOW PITCH
(HIGH OIL PRESSURE)

TRANSFER
GLAND

Figure 9-17. Propeller Underspeed Schematic

FX LO HI

PROP LEVER
REV IDLE LO HI
POWER/REVERSE HYDRAULIC
OIL LEVER OVERSPEED
POWER GOVERNOR
LEVER
2,120 RPM
GOVERNOR NORMAL
PUMP OVERSPEED
PRIMARY PROP GOVERNOR
1,600 – 2,000 RPM PILOT APPROXIMATELY
VALVE 1,870 RPM IN TEST
MODE

TO
BETA CASE
TO VALVE NC DRAIN
CASE DRAIN

LOW PITCH
(HIGH OIL PRESSURE)

TRANSFER
GLAND

Figure 9-18. Beta and Reverse Control

Revision 1.0 FOR TRAINING PURPOSES ONLY 9-9

 KING AIR B200GT PILOT CLIENT GUIDE

PROPELLER SPINNER

PROPELLER GOVERNOR (PRIMARY)

RPM SENSOR RPM SENSOR

SYNC
CONTROLLER

PROP SYNC
OFF

DC BUS
SYNCHROSCOPE

Figure 9-19. Type II System Schematic

TORQUE
SWITCH
TORQUE 200
SWITCH
ARMING
400
RELAY

LEFT NC
POWER
LEVER
SWITCH
DUMP
VALVE
C/B ARM

AUTOFEATHER
AUTOFEATHER OFF ANNUNCIATORS
TEST

NC
RIGHT
POWER
LEVER
SWITCH * CLOSED AT DUMP
HIGH N1 VALVE
400
CONDITION: TORQUE 200
BOTH POWER LEVERS AT APPROXIMATELY SWITCH ARMING
90% N1; RIGHT ENGINE HAS FAILED TORQUE
RELAY SWITCH
Figure 9-20. Autofeather System Schematic

9-10 FOR TRAINING PURPOSES ONLY Revision 1.0

 KING AIR B200GT PILOT CLIENT GUIDE

TORQUE
SWITCH
TORQUE 200
SWITCH
ARMING
400
RELAY

LEFT NC
POWER
LEVER
SWITCH DUMP
VALVE
C/B
ARM
AUTOFEATHER OFF AUTOFEATHER
TEST ANNUNCIATORS

NC
RIGHT
POWER
LEVER
SWITCH * CLOSED DUMP
APPROXIMATELY VALVE
90% N1 400
TORQUE 200
CONDITION: SWITCH
LEFT POWER LEVER BELOW 200 FT-LB; TORQUE
RIGHT POWER LEVER ABOVE 400 FT-LB SWITCH
Figure 9-21. Autofeather Test Schematic

DETAIL A
BATT EXT PWR
DETAIL B RELAY RELAY
(WITHOUT FIRE EXT PWR
EXTINGUISHER) RECEPTICAL
PRIOR TO BB-1988 BATTERY
AMMETER BATT SW BATT SW
BATTERY
HOT BAT BUS
LEFT START
RELAY
MAIN BATTERY BUS

DETAIL B DETAIL B
325 325
(WITHOUT FIRE EXTINGUISHER) ISOLATION BUS
BB-1978, BB-1988 AND SUBSEQUENT, TO SYSTEMS TO SYSTEMS
BY-1 AND SUBSEQUENT
SENSOR RESPONDER
FIRE SENSOR
SIMPLIFIED CIRCUIT
ELEMENT RESPONDER ALARM
A SWITCH (N.O.)
28 VDC
A SENSOR ELEMENT

TEST SWITCH SENSOR ELEMENT

B SENSOR
RESPONDER
B C C
D ISOLATOR
FIRE SENSOR INTEGRITY SWITCH
PRINTED ELEMENT LEFT OR RIGHT N.C. — HELD CLOSED BY
CIRCUIT CARDS ENGINE FIRE DETAIL C NORMAL SENSOR PRESSURE

Figure 9-22. Fire-Detection System

Revision 1.0 FOR TRAINING PURPOSES ONLY 9-11

 KING AIR B200GT PILOT CLIENT GUIDE

DETAIL A

DETAIL B
(WITH FIRE
EXTINGUISHER) FIRE-EXTINGUISHER
BB-1978, BB-1988 AND SUPPLY CYLINDER
SUBSEQUENT,
BY-1 AND SUBSEQUENT

DETAIL B
(WITH FIRE EXTINGUISHER)
PRIOR TO BB-1988
EXCEPT BB-1978
C EXPLOSIVE
SQUIB
PRESSURE
L MONITOR GAUGE
A MODULE

C
B

R MONITOR
MODULE DETAIL C
Figure 9-23. Fire-Extinguishing System
PNEUMATIC PRESSURE
FLIGHT HOURS GAUGE (IN COCKPIT)
GAUGE

DEICE TO
RIGHT PRESSURE DISTRIBUTOR DEICE
SQUAT SWITCH VALVE BOOTS
SWITCH
LANDING GEAR RESERVOIR EXHAUST
(HYDRAULIC GEAR ONLY) OVERBOARD
EJECTOR
VACUUM
LEFT REGULATOR
SQUAT
SWITCH
AIRSTAIR PRESSURIZATION
DOOR SEAL 4 PSI CONTROLLER,
LINE REGULATOR OUTFLOW AND VACUUM
SAFETY VALVES (IN COCKPIT)
CLOSED ON
GROUND 15 PSI
(NO) REGULATOR
RUDDER L SERVO
LEFT NC
BOOST VALVE
SYSTEM
LEFT BLEED-AIR RIGHT BLEED-AIR R SERVO
WARNING SYSTEM WARNING SYSTEM
RIGHT NC
VALVE
18 PSI
PRESSURE
PNEUMATIC REGULATOR PNEUMATIC
AIR VALVE AIR VALVE
(NO) (NO)
CHECK VALVE CHECK VALVE
LEFT RIGHT
P3 AIR P3 AIR
P SWITCH

60 PSID
RUDDER BOOST RUDDER BOOST
LEGEND
HIGH PRESSURE BLEED AIR

LEFT BRAKE RIGHT BRAKE REGULATED BLEED AIR

DEICE DEICE VACUUM
VALVE VALVE
(NC) (NC)

Figure 9-24. Pneumatic and Vacuum Systems

9-12 FOR TRAINING PURPOSES ONLY Revision 1.0

 KING AIR B200GT PILOT CLIENT GUIDE

R BL AIR FAIL

ENGINE P3 L BL AIR FAIL ENGINE P3

BLEED-AIR BLEED-AIR
CONNECTOR CONNECTOR
PLUGS

ENVIRONMENTAL ENVIRONMENTAL
BLEED-AIR BLEED-AIR
AMBIENT SHUTOFF VALVE AMBIENT
AIR SHUTOFF VALVE
AIR

PNEUMATIC PNEUMATIC
BLEED-AIR BLEED-AIR
SHUTOFF SHUTOFF
VALVE ENGINE ENGINE
FIREWALL PRESSURE FIREWALL VALVE
SWITCHES

PLUGS
PLUGS

WHEEL
WELL
WHEEL
WELL

18 PSI PRESSURE REGULATOR

Figure 9-25. Bleed-Air Warning System Diagram

VACUUM
REGULATOR
ENGINE P3 ENGINE P3
BLEED AIR BLEED AIR
SOURCE SOURCE

BLEED BLEED
AIR FLOW AIR FLOW
CONTROL UNIT CONTROL UNIT
PNEUMATIC PNEUMATIC
SHUTOFF SHUTOFF
VALVE VALVE

DEICE DEICE
DEICE BOOT BOOT DEICE
BOOT BOOT
BRAKE DEICE BRAKE DEICE
VALVE PNEUMATIC VALVE
CONTROL
ASSEMBLY

DEICE BOOT DEICE BOOT

Figure 9-26. Wing and Horizontal Stabilizer Deice Boots System

Revision 1.0 FOR TRAINING PURPOSES ONLY 9-13

 KING AIR B200GT PILOT CLIENT GUIDE

18 PSI LEGEND
PNEUMATIC PRESSURE
PNEUMATIC P3 PNEUMATIC AIR
PRESSURE
VDC

PNEU 18 PSI PNEU

LEFT PRESSURE RIGHT
REGULATOR P3
P3
AIR AIR

N.C. N.C.

BRAKE DEICE
N.C. VALVES
BRAKE
DEICE C/B
GEAR DUAL-FED
UPLOCK VDC BUS NO.1
BRAKE
DEICE

10
MIN
LEFT BRAKE RIGHT BRAKE
DEICE MANIFOLD BRAKE DEICE DEICE MANIFOLD
TIMER PCB

Figure 9-27. Brake Deice System

HEATING WIRES

OVERTEMP
SENSOR
OVERTEMP
SENSOR

TEMPERATURE TEMPERATURE
CB CONTROLLER CONTROLLER CB

CB CB

Figure 9-28. Windshield Anti-Ice System

9-14 FOR TRAINING PURPOSES ONLY Revision 1.0

 KING AIR B200GT PILOT CLIENT GUIDE

AMBIENT AIR MODULATING VALVE ENVIRONMENTAL BLEED–AIR FLOW CONTROL UNIT

INCLUDING MODULATING AND SHUTOFF VALVE SIDE
ENVIRONMENTAL BLEED–AIR SHUTOFF VALVE
AIR–TO–AIR VIEW DETAIL A
FIREWALL HEAT FWD
PNEUMATIC THERMOSTAT DOOR
EXCHANGER
REFRIGERANT COMPRESSOR TO AFT FLOOR
PNEUMATIC FLOOR DUCT
FORWARD HEATER OUTLETS
BLEED–AIR TO CEILING
CEILING DUCT/FLOOR DUCT DIVIDER SHUTOFF VALVE OUTLETS
COPILOT VENT AIR CONTROL
AIR INLET CABIN–HEAT
CABIN AIR CONTROL CONTROL AIR–CONDITIONED AIR
REFRIGERANT LINES
RETURN AIR FILTER VALVE FROM AFT EVAPORATOR

RETURN AIR VALVE FLAPPER VALVE FLOOR

OUTLET
FWD EVAPORATOR DUCT OVERTEMP
CEILING OUTLET
SENSOR CEILING
FWD EVAPORATOR AIR FILTER CABIN AIR OUTLET CEILING FLOOR OUTLET
COPILOT CONTROL
VENT BLOWER CEILING OUTLET DOOR (COOLED AIR TO FLOOR OUTLETS)
VALVE
FRESH AIR VALVE (CLOSED WHEN OUTLET
PRESSURIZED) NORMAL OUTFLOW VALVE
RAM–AIR SCOOP

SAFETY/DUMP VALVE
CONDENSER
AFT HEATER
RECEIVER–DRYER
CONDENSER BLOWER
OUTLET AFT PRESSURE BULKHEAD
AIR
MIXING PLENUM WINDSHIELD CEILING OUTLET
DEFROSTER CEILING FLOOR
WINDHSHIELD DEFROSTER CONTROL
(ON GLARESHIELD) OUTLET OUTLET AFT EVAPORATOR AIR FILTER
PILOT VENT CEILING
AIR CONTROL OUTLETS FLOOR OUTLET
FWD PRESSURE BULKHEAD AFT EVAPORATOR
INSTRUMENT PANEL CABIN–HEAT
CREW HEAT DUCT
ENVIRONMENTAL CONTROL VALVE LEGEND
BLEED–AIR SHUTOFF VALVE HOT ENGINE BLEED AIR
ENVIRONMENTAL BLEED–AIR FLOW CONTROL UNIT
INCLUDING MODULATING AND SHUTOFF VALVE ENVIRONMENTAL BLEED AIR
RECIRCULATED CABIN AIR
PNEUMATIC THERMOSTAT (AIR CONDITIONED WHEN
EVAPORATOR IS ON)
AMBIENT AIR MODULATING VALVE AIR–TO–AIR AMBIENT AIR
PNEUMATIC AIR INLET HEAT
BLEED–AIR SCOOP EXCHANGER PRESSURE VESSEL
SHUTOFF VALVE
FIREWALL

Figure 9-29. Air Conditioning System (Prior to BB-1988)

TO CABIN
LH BYPASS
VALVE MOTOR
MANUAL
TEMP AIR TO AIR
INCR HEAT
HEAT EXCHANGER
MANUAL
HEAT
OR COOL DECR COOL HEAT
LEFT ENGINE
AUTO BLEED AIR

AUTO TEMP
MANUAL CONTROLLER TO CABIN
COOL COOL

AIR TO AIR
HEAT
EXCHANGER
RH BYPASS
TEMP VALVE MOTOR
SENSORS
DUCT
CABIN
RIGHT ENGINE
SELECTOR
BLEED AIR

AIR CONDITIONER

LH BYPASS
VALVE MOTOR SWITCH

Figure 9-30. Air Conditioning System Control Diagram (Prior to SN BB-1988)

Revision 1.0 FOR TRAINING PURPOSES ONLY 9-15

 KING AIR B200GT PILOT CLIENT GUIDE

COCKPIT BLOWER
DUCT TEMP
SENSOR
GLARESHIELD AC
OUTLETS EVAPORATOR

WINDSHIELD COCKPIT
DEFOG OUTLET COCKPIT ADD HEAT
TEMP VALVE
SENSOR
COCKPIT OUTSIDE
FLOOR HEAT AIR TEMP
VALVE SENSOR
COCKPIT FLOOR
HEAT OUTLETS

COCKPIT
BLEED
BYPASS
VALVE
CONTROLLER

RIGHT ENGINE
CABIN DUCT
BLEED AIR HEAT
TEMP SENSOR
EXCHANGER
BLOWER
BLEED AIR
CABIN COOL AC TEMP SENSOR
AIR OUTLETS EVAPORATOR

LEFT ENGINE
CABIN ADD BLEED AIR HEAT
HEAT VALVE EXCHANGER
CABIN CABIN FLOOR
TEMP HEAT OUTLETS
SENSOR
CABIN FLOOR
HEAT VALVE BLEED
CABIN
BYPASS
SENSOR
TO OUTFLOW VALVES
CABIN
BYPASS VALVE

Figure 9-31. Air Conditioning System Control Diagram

REFRIGERANT FLOW CONTROL VALVE
COMPRESSOR
AIR INLET SCOOP

DUCT OVER TEMP HEAT EXCHANGER

SENSOR SWITCH
BLEED AIR
HIGH/LOW PRESSURE SWITCH BYPASS VALVE
ELEC GROUND
HEAT ELEMENTS AFT MIXING BOX

FWD EVAPORATOR VENTURI

AND BLOWER
CONDENSER CABIN COOL AIR
BLOWER FWD MIXING OUTLETS
BOX (6 PLACES)
CONDENSER
INLET AIR
CONDENSER

RECEIVER
DRYER AFT COMPARTMENT
CIRCUIT HEAT OUTLETS
CARD BOX AFT EVAPORATORS
AND BLOWERS
TEMP
CONTROLLER

COCKPIT COOL AIR INLET SCOOP

AIR OUTLETS
ENGINE BLEED CABIN HEAT
AIR DUCT OUTLETS
(6 PLACES)
ELEC GROUND
HEAT OUTLET

BLEED AIR BYPASS

VALVE ASSY AND
30 POSITION SWITCH

Figure 9-32. A
 ir Conditioning System (SN BB-1988 and
Subsequent, SN BY-1 and Subsequent)

9-16 FOR TRAINING PURPOSES ONLY Revision 1.0

 KING AIR B200GT PILOT CLIENT GUIDE

Figure 9-33. Pressurization Control

BLEED AIR COCKPIT BLEED AIR
FIRESEAL FLOW TRANSDUCER VALVE SWITCH

ELECTRONIC POWER
CONTROLLER
SQUAT
AMBIENT
SWITCH
TEMPERATURE AMBIENT
SENSOR FLOW CONTROL BLEED AIR
FLOW CONTROL
MOTOR
MOTOR
AMBIENT SOLENOID (N.C.)
AIR
INLET
ENVIRONMENTAL
SHUTOFF
VALVE (N.C.)

AMBIENT TO DUCT
FLOW TRANSDUCER CHECK VALVE AIR DISTRIBUTION
(MASS FLOW EJECTOR SYSTEM
SENSOR)
BLEED AIR
LEGEND ENGINE (HIGH FLOW)
BLEED AIR BYPASS
HP BLEED AIR
CONTROL PRESSURE NO. 2
VENT AIR

Figure 9-34. Electronic Flow Control Unit

Revision 1.0 FOR TRAINING PURPOSES ONLY 9-17

 KING AIR B200GT PILOT CLIENT GUIDE

SCHRADER
VALVE MAXIMUM
DIFFERENTIAL
DIAPHRAGM

TO CONTROLLER
CONNECTION

PLUG

UPPER
(CONTROL)
DIAPHRAGM

NEGATIVE
RELIEF
DIAPHRAGM

REAR
STATIC AIR PRESSURE
LEGEND BULKHEAD
CONTROL PRESSURE NO. 2
VENT AIR
CONTROL PRESSURE NO. 3

Figure 9-35. Outflow Valve

SCHRADER
VALVE MAXIMUM
DIFFERENTIAL
DIAPHRAGM

SAFETY VALVE DUMP SOLENOID

CABIN
AIR

UPPER CONTROL
DIAPHRAGM

NEGATIVE RELIEF
DIAPHRAGM

REAR
STATIC AIR PRESSURE
LEGEND BULKHEAD
CONTROL PRESSURE NO. 2
CONTROL PRESSURE NO. 3

Figure 9-36. Safety Valve

9-18 FOR TRAINING PURPOSES ONLY Revision 1.0

 KING AIR B200GT PILOT CLIENT GUIDE

RH MAIN GEAR
ACTUATOR

NOSE
GEAR
ACTUATOR HYDRAULIC
POWER
PACK

PLUMBING NETWORK
FROM POWER PACK

LH MAIN GEAR
HAND PUMP ACTUATOR

Figure 9-37. Hydraulic Landing Gear System

NOTE:
LEGEND
ELECTRIC POWER THE INTERNAL SHUTTLE VALVE IS
PRESSURE FLUID 1 SPRING LOADED TO A POSITION WHICH
ALLOWS FLUID IN THE ACTUATOR
RETURN FLUID TO FLOW OUT THE NORMAL
EXTENDED PORT.
2
PRESSURE SWITCH CIRCUIT OPENS ON
INCREASING PRESSURE AT 2,275 ± 55 PSIG
AND CLOSES ON DECREASING PRESSURE AT
A DIFFERENTIAL OF 300–400 PSIG.

NOSE GEAR ACTUATOR

DOWN-LOCK SWITCH REGULATED POWER PACK ASSEMBLY
ENGINE
C14
BLEED AIR
PRIMARY
LEFT LANDING (18 TO 20 PSI)
RIGHT LANDING RESERVOIR
GEAR DOWN-
LOCK SWITCH GEAR DOWN-
LOCK SWITCH SECONDARY C5
LEFT LANDING C15 C13 RESERVOIR
GEAR SQUAT
SWITCH
RIGHT LANDING C6 SERVICE VALVE SELECTOR VALVE
GEAR SQUAT
SWITCH
C4
C10
C12 C7
UP PRESSURE
2A SWITCH
LANDING C8
GEAR
CONTROL
CB107
DOWN
60 LANDING GEAR
CONTROL ASSY LANDING
AMP GEAR REMOTE
CB J-HOOK
POWER RELAY C1 C3
SOLENOID
LEFT MAIN RIGHT MAIN
C11 ACTUATOR ACTUATOR
C2
C9 NOSE
ACTUATOR
SERVICE VALVE

Figure 9-38. Landing Gear Normal Retraction

Revision 1.0 FOR TRAINING PURPOSES ONLY 9-19

 KING AIR B200GT PILOT CLIENT GUIDE

NOTE:
LEGEND
ELECTRIC POWER 1 THE INTERNAL SHUTTLE VALVE IS
SPRING LOADED TO A POSITION WHICH
PRESSURE FLUID ALLOWS FLUID FROM GEAR DOWN
RETURN FLUID PORT OF POWER PACK TO
FLOW INTO ACTUATOR.
2
FLUID PRESSURE FROM
PUMP UNLOCKS VALVE.

NOSE GEAR ACTUATOR

DOWN-LOCK SWITCH POWER PACK ASSEMBLY
REGULATED
C14 ENGINE
BLEED AIR PRIMARY
LEFT LANDING (18 TO 20 PSI)
RIGHT LANDING RESERVOIR
GEAR DOWN-
LOCK SWITCH GEAR DOWN-
LOCK SWITCH SECONDARY C5
LEFT LANDING C15 C13 RESERVOIR
GEAR SQUAT
SWITCH
RIGHT LANDING C6 SERVICE VALVE SELECTOR VALVE
GEAR SQUAT
SWITCH
C4
C10
C12 C7
UP PRESSURE
2A SWITCH
LANDING C8
GEAR
CONTROL
CB107
DOWN
60 LANDING GEAR
CONTROL ASSY LANDING
AMP GEAR REMOTE
CB J-HOOK
POWER RELAY C1 C3
SOLENOID
LEFT MAIN RIGHT MAIN
C11 ACTUATOR ACTUATOR
C2
C9 NOSE
ACTUATOR
SERVICE VALVE

Figure 9-39. Landing Gear Normal Extension

CONDITIONS:
1. LANDING GEAR CONTROL HANDLE IN
LEGEND "DOWN" POSITION
HAND PUMP PRESSURE FLUID 2. 2-AMPERE CONTROL CIRCUIT BREAKER
RETURN FLUID PULLED

HAND PUMP SUCTION NOTES:

PRESSURE FLUID FROM HAND PUMP
1 SHUTTLES INTERNAL SHUTTLE
VALVE TO ALLOW FLUID TO FLOW
INTO ACTUATOR.
2 HAND PUMP PRESSURE
FLUID UNSEATS VALVE.
NOSE GEAR ACTUATOR
DOWN-LOCK SWITCH POWER PACK ASSEMBLY
REGULATED
C14 ENGINE
BLEED AIR PRIMARY
LEFT LANDING (18 TO 20 PSI)
RIGHT LANDING RESERVOIR
GEAR DOWN-
LOCK SWITCH GEAR DOWN-
LOCK SWITCH SECONDARY C5
LEFT LANDING C15 C13 RESERVOIR
GEAR SQUAT
SWITCH
RIGHT LANDING C6 SERVICE VALVE SELECTOR VALVE
GEAR SQUAT
SWITCH
C4
C10
C12 C7
UP PRESSURE
2A SWITCH
LANDING C8
GEAR
CONTROL
CB107
DOWN
60 LANDING GEAR
CONTROL ASSY LANDING
AMP GEAR REMOTE
CB J-HOOK
POWER RELAY C1 C3
SOLENOID
LEFT MAIN RIGHT MAIN
C11 ACTUATOR ACTUATOR
C2
C9 NOSE
ACTUATOR

SERVICE VALVE

Figure 9-40. Landing Gear Alternate Extension

9-20 FOR TRAINING PURPOSES ONLY Revision 1.0

 KING AIR B200GT PILOT CLIENT GUIDE

OVERBOARD DRAIN

RESERVOIR
PILOT COPILOT
MASTER MASTER
CYLINDER CYLINDER

PARKING BRAKE

LEFT WHEEL BRAKE RIGHT WHEEL BRAKE

LEGEND
HAND PUMP PRESSURE FLUID
RETURN FLUID

Figure 9-41. Brake System Schematic

RIGHT GEN BUS

RUDDER RUDDER
BOOST BOOST
SWITCH

∆P SWITCH
18 PSI
LEFT PNEUMATIC RIGHT
P3 AIR PRESSURE P3 AIR
CHECK REGULATOR CHECK
VALVE VALVE

AFT PRESSURE BULKHEAD

15 PSI
PRESSURE
REGULATOR FILTER
LEFT RIGHT
RUDDER RUDDER
SERVO SERVO
N.C. N.C.

Figure 9-42. Rudder Boost Diagram

Revision 1.0 FOR TRAINING PURPOSES ONLY 9-21

 KING AIR B200GT PILOT CLIENT GUIDE

FLAP MOTOR
CB
DUAL−FED
BUS NO. 3 FLAP CONTROL
CB
POSITION
TRANSMITTER

RH
SPLIT
FUSES OR FLAP
CAM SWITCHES PROTECTION POSITION
INDICATOR
LH LIMIT SWITCHES

UP

APP FLAP
DYNAMIC
BRAKE
RELAY
DOWN

STALL
WARNING FLAP
BIAS MOTOR
RELAYS

LIFT
COMPUTER
Figure 9-43. Flap Control and Indication

L PITOT RAT TEMPERATURE R PITOT

MAST PROBE MAST

No 1 UNITS No 2 UNITS

FGC FGC
AHRS AHRS
FMC FMC
(OPTIONAL)

ADC ADC

DRAIN DRAIN

FWD PRESSURE
BULKHEAD STANDBY
PILOT PILOT UNIT COPILOT
PFD MFD PFD

DRAIN
DRAIN
CABIN DIFFERENTIAL
PRESSURE GAUGE
DRAIN
CABIN PNEUMATIC PILOT'S
PRESSURE PRESSURE ALT. STATIC
AFT PRESSURE PNEUMATIC STATIC SOURCE
BULKHEAD PRESSURE GAUGE SOURCE SELECTOR

TOP TOP

BOTTOM BOTTOM
LEFT STATIC PORTS RIGHT STATIC PORTS

Figure 9-44. System Integration

9-22 FOR TRAINING PURPOSES ONLY Revision 1.0

 KING AIR B200GT PILOT CLIENT GUIDE

CCP

MFD

FMC 1 FMC 2
ETHERNET

FSU-5010
ETHERNET
E-CHARTS
CDU E-MAPS CDU
GWX
DATA LOADER

CMU-4000
OR OR XMWR-1000
RIU-40X0

COMMUNICATION SYSTEM
(VHF, HF, ETC.)

XM SATELLITE
RF LINK ANTENNA

DATALINK PROVIDER (ARINC)

INFORMATION PROVIDER (Universal)

UNIVERSAL WEATHER XM WEATHER

(GWX-5000) (GWX-3000)

Figure 9-45. Integrated Flight Information System (IFIS) Block Diagram

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

ETHERNET BUS

DATALOADER

FLIGHT MANAGEMENT MAINTENANCE DIAGNOSTIC

COMPUTER (FMC) COMPUTER (MDC)

COLLINS HAWKER BEECHCRAFT

FMS NAV DATABASE MFD CHECKLIST
(DOWNLOAD)—28 DAYS (DOWNLOAD)—AS REQUIRED

SIMULTANEOUS

FMC 1 FMC 2

INDIVIDUALLY

DATABASE UNIT
(DBU)—DISKETTES NOT APPLICABLE WITH DBU-5000

Figure 9-46. IFIS Dataload Block Diagram

Revision 1.0 FOR TRAINING PURPOSES ONLY 9-23

 KING AIR B200GT PILOT CLIENT GUIDE

PASSENGER MANUAL
SOLENOID
OVERRIDE SHUTOFF VALVE
OXYGEN
PRESSURE
OFF GAUGE
FILL
ON
BAROMETRIC VALVE
PRESSURE SWITCH
CONTROL FIRST AID OXYGEN MASK STOWED
CABLE IN MANUALLY OPERATED BOX
PASSENGER SINGLE
DILUTER-DEMAND MASK OUTLET
CREW MASK CONTROL
OXYGEN PRESSURE CABLE
COCKPIT OXYGEN SENSE SWITCH
PRESSURE GAUGE

PRESSURE REGULATOR
AND SHUTOFF VALVE

FORWARD HIGH-PRESSURE \
PRESSURE OVERBOARD RELIEF
BULKHEAD

COMPOSITE OXYGEN CYLINDER

DILUTER-DEMAND CREW MASK

ANNUNCIATOR
AFT PRESSURE BULKHEAD
PASS OXYGEN ON
LEGEND OPTIONAL OXYGEN MASK
HIGH-PRESSURE LINE CONTAINER, LINES, AND
LOW-PRESSURE LINE OUTLET FOR FOLD-UP SEATS

OXYGEN CYLINDER PASSENGER 2 MASK OUTLET

(TYPICAL 5 PLACES)
FLEXIBLE HOSE
CONTROL CABLE

Figure 9-47. Oxygen System

9-24 FOR TRAINING PURPOSES ONLY Revision 1.0