King Air Pilot's Guide P3D PDF

Beechcraft
Super King Air B200

PILOT'S GUIDE
TABLE OF CONTENTS
Introduction ………………………………………………………………………………………………………………………………………........ 1
Important Information ………………………………………………………………………………………………………………………....... 2
Computer Performance …………………………………………………………………………………………………………..................... 5
Downloading With Vista or Windows 7 ........................................................................................................... 6
Repainting Your King Air .................................................................................................................................... 6
Reinstalling Your Software ………………………………………………………………………………………………………................... 7
Aircraft Data …………………………………………………………………………………………………………………………...................... 8
Symbols and Abbreviations ………………………………………………………………………………………………………................. 10
Selecting Your Aircraft .................................................................................................................................. 13
Selecting Your Aircraft's Interior Scheme …………………………………………………………………………………………………….. 13
Creating a New Default Flight ............................................................................................................................ 14
Safe Startup ....................................................................................................................................................... 14
Maintenance Module ......................................................................................................................................... 15
2D Pop-Up Panels …………………………………………………………………………………………………………………………………… 20
Exterior Aircraft Lighting and Animations …………………………………………………………………………………………………….. 21
Virtual Cockpit ……………………………………………………………………………………………………………………………………………. 22
Garmin G1000 Primary Flight Display …………………………………………………………………………………………………………. 26
Garmin G1000 Multi-Function Display ……………………………………………………………………………………………………….. 31
Flight Planning ……………………………………………………………………………………………………………………………………………… 45
Flight Director and Autopilot ……………………………………………………………………………………………………………………….. 53
Audio Panel …………………………………………………………………………………………………………………………………………………. 57
Copilot’s Subpanel ……………………………………………………………………………………………………………………………………….. 58
Pilot’s Subpanel ………………………………………………………………………………………………………………………………………….. 60
Pilot's Yoke-Mounted Digital Clock .................................................................................................................... 64
Overhead Lighting Control Panel …………………………………………………………………………………………………………………. 65
Fuel Control Panel ……………………………………………………………………………………………………………………………………….. 67
Master Warning System ……………………………………………………………………………………………………………………………… 69
Standby Instruments ……………………………………………………………………………………………………………………………………. 72
Center Pedestal ……………………………………………………………………………………………………………………………………………. 73
Engine Management ……………………………………………………………………………………………………………………………………. 74
Cabin Pressurization ……………………………………………………………………………………………………………………………………. 78
Supplemental Oxygen Supply System …………………………………………………………………………………………………………. 79
Limitations ………………………………………………………………………………………………………………………………………………….. 81
Emergency Procedures ……………………………………………………………………………………………………………………………….. 83
Normal Procedures ……………………………………………………………………………………………………………………………………… 86
Cold Weather Operations …………………………………………………………………………………………………………………………….. 93
Performance Tables ……………………………………………………………………………………………………………………………………. 95
Balanced Field Length Tables ……………………………………………………………………………………………………………………….. 119
This manual is current through Version 1.3, Date 11-09-13

Introduction
The twin-turboprop Beechcraft Super King Air 200 first flew on October 27, 1972 and received civil certification in
December 1973. In continuous production since 1974, the Super King Air has outlasted virtually all other designs in its
class. The B200 was introduced in 1981, and incorporated a number of changes to improve performance. The standard
configuration of the B200 features an eight passenger cabin and seating for two in the cockpit. When equipped with a
three-axis autopilot, the Super King Air B200 is fully certified to fly without a copilot.
The Blackhawk Modifications XP52 Upgrade package, featuring Pratt & Whitney PT6A-52 engines, has been available
since 2008. Without increasing weight, these engines use a larger compressor section to improve the efficiency of the
PT6A design, resulting in a 275 horsepower increase over the -42 engines found on the stock B200. A Super King Air
B200 equipped with the Blackhawk XP52 and Raisbeck EPIC packages will cruise at speeds in excess of 310 knots true
and climb from sea level to FL260 in just over thirteen minutes.
In 2009, Garmin began offering a G1000 avionics retrofit package featuring their signature 15” multi-function display
and 10.4” primary flight displays for both pilot and copilot. The G1000 system includes a digital, dual-channel Automatic
Flight Control System (AFCS), Global Position System (GPS), Wide Area Augmentation System (WAAS), mapping, obstacle
database, traffic monitoring, and SafeTaxiTM. Should you want to fly that high, a G1000-equipped Super King Air B200 is
Reduced Vertical Separation Minimums (RVSM) capable.
The Flight1 Beechcraft Super King Air B200 represents an overhauled 1984 B200 refurbished with the Blackhawk
Modifications XP52 Upgrade, Raisbeck EPIC modifications, and the Garmin G1000 system.
On behalf of Flight1 Software and the Beechcraft Super King Air B200 team members, I invite you to experience the
Flight1 Software Beechcraft Super King Air B200 for Prepar3Dv2 and thank you for your continued patronage.
Jim Rhoads
Flight1 Software
www.flight1.com
1
Important Information
About This Pilot’s Guide
Please read through this Pilot’s Guide to become familiar with the Flight1 Software Beechcraft Super King Air B200. This
King Air includes many avionics and features that you will want to familiarize yourself with. Taking time to do this now
will allow you to get the most enjoyment out of your new software.
This software is designed for entertainment purposes only. Although we have designed the Beechcraft Super King Air
B200 for Prepar3Dv2 to resemble and function as closely as possible the real full-scale aircraft, it is not designed as a
training device. Not all systems have been simulated, and some of those that have been simulated may not be entirely
functional or simulated to 100% accuracy.
Flight1 Software is not responsible for errors due to differences in functionality between any parts of the
Beechcraft Super King Air B200 for Prepar3Dv2 and the real full-scale aircraft. This includes, but is not limited to, the
aircraft model, flight performance and instruments, including the Garmin G1000 flight deck.
Prepar3D SP2 Requirements

The Flight1 Software Beechcraft Super King Air B200 requires Lockheed Martin Prepar3D SP2 or Acceleration. This
software is NOT compatible with Flight Simulator X SP1. For more information, and to download Flight Simulator X SP2,
please visit the Microsoft FSInsider website at www.fsinsider.com.
Printing This Pilot’s Guide

Even though this Pilot’s Guide is designed in color to make it
easy to read on your computer screen, if you wish to print this
Pilot’s Guide and save ink at the same time, please choose to
print in Grayscale, via your computer’s print dialog screen.
To ensure that the entire Pilot’s Guide prints, make sure to

choose Reduce to Printer Margins, Auto-Rotate, and Center in
your Adobe Reader print dialog box.
Customer Support
Flight1 Software strives to provide timely, reliable support. The following support options are available:
 For support related to passwords, order numbers, and key files, please visit our Automated Support System at
www.flight1.com/view.asp?page=service
 If you need further support related to one or more of the items above, please use our Support Ticket System at
www.flight1.com/ticket.asp
 For technical product support related specifically to the Beechcraft Super King Air B200 software package,
please visit our technical support forum at www.simforums.com/forums/
Please note that the Support Ticket System should not be used for technical product support.
2
Pilot's Guide Overview
This Pilot’s Guide is laid out in a way that makes it as easy as possible for you to become familiar with the Beechcraft
Super King Air B200 software package. This Pilot’s Guide covers many aspects of the Beechcraft Super King Air B200,
including, but not limited to, the virtual cockpit, gauges, click-spots, major aircraft systems, aircraft limitations,
checklists, and performance charts.
This Pilot’s Guide details the most important aspects of the Garmin G1000 PFD and MFD. For more in-depth
information, please download and read the Garmin G1000 King Air B200 Pilot’s Guide at:
http://static.garmincdn.com/pumac/190-00928-02_0A_web.pdf
Although we have striven to model as many important features in this version of the G1000 PFD and MFD, not all
features have been simulated, and some of those that have been simulated may not be entirely functional.
Pilot’s Guide Layout Example

Nearly every knob, switch, button, key, and lever in the Beechcraft Super King Air B200 can be clicked on and has an
associated function. The different sections of this Pilot’s Guide detail each of the cockpit selections and associated
aircraft function. Items that animate when clicked on are indicated with a numbered red pointer and items that have an
associated feature or function but do not animate when clicked on are indicated with a numbered orange pointer. The
click-spots around knobs, levers and switches are indicated with a yellow box. Certain items, such as keys, buttons, and
two-position switches can be turned ON and OFF simply by clicking on them, and therefore no separate yellow box is
shown.
Each numbered pointer corresponds to a numbered description of the specific feature and its function. See the example
below:
Most aircraft system features are detailed and explained in the associated panel section. Some aircraft systems that
require more detailed explanations have their own separate sections.
Items that don’t have a click-spot or function reference associated with them are not modeled in this simulation.
3
Navigation Data
The G1000 features Navigraph FMS AIRAC data. If you would like to update the FMS AIRAC data cycle, you will need to
contact Navigraph directly at www.navigraph.com. They provide support and upgrade services for this data.
Currently installed Navigraph AIRAC data cycle information can be found in your Lockheed Martin
Prepar3D/Navigraph/Navdata folder.
WAAS approach data is provided by Flight1 Software and is separate from all other navigation data. To check for
updates to WAAS approach data, please visit www.flight1software.com.
Installing the GCU 477 MFD Controller Android Application
The Flight1 Beechcraft Super King Air B200 includes a custom-coded Android application simulating the GCU 477 MFD
Controller. When connected to the flight simulator, the app provides all the functions of the GCU 477 within the sim,
but without taking up screen real estate or requiring a camera move, without any frame rate cost. (See page 31 of this
manual for an explanation of GCU 477 operation, which will include instructions for use of this app.)
Before you begin, you must obtain an Android application installer from Google Play. We recommend "Appinstaller",
which is free, and more than adequate to the task.
To install the Flight1 King Air Android application:

1. Connect your Android device to your computer via USB.
2. Using Windows Explorer, double click on your Android device's Internal storage drive and open the "Download"
folder.
3. Open the "android app" folder within your main P3Dv2 directory.
4. Locate the file named "Flight1KingAir.apk" and copy it to your Android device's "Download" folder.
5. On your Android device, open the Settings application, select "Security" and ensure there is a check in the box next to
"Unknown sources".
6. On your Android device, use your application installer to install Flight1KingAir.apk to your device.
To uninstall the Flight1 Kingair app from your Android device, open the Settings application, select "Apps", select the
"Flight1 Kingair" app, then click the Uninstall button.
4
Computer Performance
In general, Prepar3D is more demanding on system resources than any version of Flight Simulator to date. This is mostly
due to the added complexity that comes with displaying scenery at a much higher resolution, with more autogen, more
highly detailed 3D models, moving traffic, etc. A complex aircraft like the Beechcraft Super King Air B200 featuring the
G1000 PFD and MFD glass panel places an even greater demand on your system. It is important for you to optimize your
system for the best performance.
If your system is at the high end of the recommended system specifications, you should have no trouble running the
Beechcraft Super King Air B200. If, however, your PC is near the lower end of the system recommendations, you may
need to reduce some of your Flight Simulator settings to increase system performance. Proper video card settings can
significantly improve system performance.
We’ve listed some recommendations to help improve system performance if you experience problems. Since computer
systems are so widely varied, these should be considered general recommendations. They may not help in all cases. You
may need to experiment with different settings until you are satisfied with the results.
 Ensure that you have installed the latest updates for both Windows and Prepar3D, and defragment your hard
drive regularly.
 Many computer systems have programs running in the background that are not necessary for use during
gaming. Many of these background tasks can be temporarily shut down to free up more processing power for
Prepar3D. Before launching Prepar3D, shut down any non-essential background tasks.
 Adjust the settings for your video card directly through your video card and not through Prepar3D. In most
cases, allowing your video card to control Anti-Aliasing and Anisotropic Filtering is preferable to allowing
Prepar3D to control these settings. Keep in mind that although higher Anti-Aliasing and Anisotropic Filtering
settings result in superior visuals, these settings can negatively affect Prepar3D performance. You may need to
lower these settings to find a balance between high-quality visuals and acceptable performance. For ATI users,
we recommend using ATI Tray Tools. For nVidia users, we recommend using nVidia nHancer.
 Prepar3Dv2 performance is significantly affected by the settings for autogen, AI aircraft, road traffic, scenery
complexity, and water effects. These settings can cause even more of a performance hit if you are using add-on
software that enhances these aspects of Prepar3Dv2. You may need to lower one or more of these settings to
find a balance between high-quality visuals and acceptable performance. Again, it will be up to you to
experiment with settings until you are satisfied with the results.
5
Downloading With Vista or Windows 7
Quite often, users of Vista or Windows 7 experience difficulty during download and installation. This is
often caused by the security settings within the operating system, since Microsoft essentially "locked
down" the operating system to provide greater security for inexperienced users. As a result, we often
need to work around them.
BEFORE DOWNLOADING
Make sure that:
 Windows Defender is OFF

 Any Antivirus software is OFF
 Your Firewall is OFF
DO NOT download with Google Chrome!
AFTER DOWNLOADING
 Turn off User Account Control (UAC)

 Reboot your system
 Disable 3rd party firewalls
 Disable Windows Defender
 Right Click on the Flight1 Beechcraft Super King Air B200 installer and select "Run as Administrator"
 After the installation completes, follow your antivirus software's instructions to exclude the following files:
o f1kab200.dll
o F1B200.dll
o kab200svc.dll
 Turn your antivirus ON
Detailed instructions for all of these procedures (and more) can be found here:
http://www.flight1software.com/help/gettingstartedb200.html
Repainting Your King Air

Have a favorite King Air you want to fly in P3D? Sure!
You'll find the paint kit here:
http://library.flight1.net/?cat=31
Please remember to upload your finished repaints to

the Flight1 library, so that others can enjoy them.
If you have any questions about repainting the King Air,

or if you're looking for ideas, you'll find help in the
Flight1 King Air B200 forum.
6
Reinstalling Your Software
Backing Up Your Original Download File and Your Key File:
After you've installed your software, please take a moment to back up your original download file (the file you
downloaded when you purchased the product - it has a red airplane icon and is labeled Flight One Purchasing
Module) and your key file, both of which are saved to your hard disc in the folder that you specified before the
download process. Both of these files should be backed up to a CD-ROM or a DVD-ROM so that you can reinstall the
product in the future without needing to re-download it.
Do not back up the Extracted Program File that's located in your C:\Flight One Software folder. In most cases this file
cannot be used to reinstall the product. If you reinstall the product using this file, you will most likely receive a
license error when you run the software. Always be sure to back up and reinstall from the original file that you
downloaded when you first made your purchase.
Re-Installing Your Software
Temporarily turn off any anti-virus software and any other disc utilities that may be running in the background.
Double-click the original download file (the Flight One Purchasing Module) to run the installation wrapper.
If your PC is NOT connected to the Internet, choose the License Transfer option and follow the on-screen prompts.
On the main installation wrapper screen, press the Click Here to Reinstall button, or press the Optional Flight1
Login if you originally chose the keyless installation method.
Ensure that your PC is connected to the Internet, then follow the on-screen prompts to select your key file and enter
your password (or enter your Flight1 login and password). Once your purchasing information is validated, the
software will be extracted to your hard disc and the installation will start automatically.
After the installation completes, reboot your computer before running the software for the first time. This will
ensure that any DLLs, fonts, etc., register with Windows and will ensure trouble-free use.
If you're using the Windows Vista or the Windows 7 operating system and are having trouble reinstalling your
software, please visit the Flight1 Windows Vista Online FAQ here: http://www.flight1.com/view.asp?page=vista
7
Aircraft Data
Engines
Number of Engines..........................................................................................................................................................2
Manufacturer .................................................................................................... Pratt & Whitney Aircraft of Canada, Ltd.
Model ................................................................................................................................................................... PT6A-52
Engine Type..............................................................................................................................................Turbo-propeller
Number of Drive Shafts ..................................................................................................................................................2
1 Compressor (Gas Generator) Shaft
1 Power Turbine Shaft
Engine Shaft Horsepower Rating .........................................................................................................................850 SHP
Compressor (Gas Generator) Shaft Rotational Speed (N1) Limits............................................. 101.5% N1 (38,100 rpm)
Propeller
Number of Propellers.......................................................................................................................................................2
Manufacturer ..................................................................................................................................Hartzell Propeller Inc.
Model ...............................................................................................................................................................HC-D4N-3A
Number of Blades ............................................................................................................................................................ 4
Maximum Diameter............................................................................................................................................ 94 Inches
Propeller Rotational Speed (N2) Limits:
Maximum Takeoff/Maximum Continuous....................................................................................................... 2000 RPM
Continuous Operation on Ground.................................................................................................................... 1150 RPM
Fuel
Recommended Fuel Grades ................................................................................................................Jet A, Jet A-1, Jet B
Emergency Fuel Grades ....................................................................................................80 Red, 100LL Blue, 100 Green
Maximum Usable Fuel Quantity..............................................................................................................544 U.S. Gallons
Main Fuel System....................................................................................................................................386 U.S. Gallons
Auxiliary Fuel System ............................................................................................................................... 158 U.S. Gallons
Oil
Total Oil Capacity .................................................................................................................... 14 U.S. Quarts per Engine
Drain and Refill Quantity....................................................................................................... 12.5 U.S. Quarts per Engine
Oil Quantity Operating Range........................................................................................MAX to 4 Quarts Low on dipstick
Maximum Certificated Weights
Maximum Ramp Weight..................................................................................................................... 12,590 pounds

Maximum Take-off Weight ................................................................................................................. 12,500 pounds
Maximum Landing Weight.................................................................................................................. 12,500 pounds
Maximum Zero-fuel Weight................................................................................................................10,400 pounds
Maximum Weight in Baggage Compartment (equipped with fold-up seats)..........................................370 pounds
8
Aircraft Data
Accomodations (as cofigured)
Seats ...................................................................................................................................10 (2 Crew and 8 Passengers)
Maximum Operating Altitudes

Normal Operation....................................................................................................................................35,000 Feet
Operation With Yaw Damp System Inoperative......................................................................................17,000 Feet
Operation with Aviation Gasoline:
Both Standby Pumps Operative...............................................................................................................31,000 Feet
Airspeeds for Safe Operation (at 12,500 lbs)

Air Minimum Control Speed (Vmca)...............................................................................................................91 KIAS
Take-off (Flaps UP):
Rotation..................................................................................................................................................94 Knots
50 ft. Speed...........................................................................................................................................103 Knots
Take-off (Flaps APPROACH):
Rotation..................................................................................................................................................96 Knots
50 ft. Speed...........................................................................................................................................105 Knots
Two-Engine Best Rate-of-Climb (Vy).............................................................................................................121 KIAS
Cruise Climb:
Sea Level to 10,000 feet.......................................................................................................................160 Knots
10,000 to 20,000 feet...........................................................................................................................140 Knots
20,000 to 25,000 feet...........................................................................................................................130 Knots
25,000 to 35,000 feet...........................................................................................................................120 Knots
Turbulent Air Penetration.............................................................................................................................170 KIAS
Landing Approach (Flaps DOWN)....................................................................................................................97 KIAS
Intentional One-engine Inoperative Speed (Vsse).......................................................................................110 KIAS
LANDING APPROACH SPEEDS (VREF)

WEIGHT ~LBS APPROACH SPEED ~KNOTS
12,500 97
12,000 95
11,000 90
10,000 85
9,000 80
9
Symbols and Abbreviations
General Airspeed Terminology
CAS Calibrated Airspeed is the indicated airspeed of an aircraft corrected for position and instrument error.
Calibrated airspeed is equal to true airspeed in standard atmosphere at sea level.
GS Ground Speed is the speed of an aircraft relative to the ground.
IAS Indicated Airspeed is the speed of an aircraft as shown on the airspeed indicator when corrected for
instrument error. IAS values published in this handbook assume zero instrument error.
KCAS Calibrated Airspeed expressed in knots.
KIAS Indicated Airspeed expressed in knots.
M Mach Number is the ratio of true airspeed to the speed of sound.
TAS True Airspeed is the airspeed of an aircraft relative to undisturbed air, which is the CAS corrected for altitude,
temperature, and compressibility.
KTAS True Airspeed expressed in knots.
V1 Take-off Decision Speed.
VR Rotation Speed.
V2 Take-off Safety Speed.
VA Maneuvering Speed is the maximum speed at which full application of available aerodynamic control will not
overstress the airplane.
VF Design Flap Speed is the highest speed permissible at which wing flaps may be actuated.
VFE Maximum Flap Extended Speed is the highest speed permissible with wing flaps in a prescribed extended
position.
VLE Maximum Landing Gear Extended Speed is the maximum speed at which and aircraft can be safely flown with
the landing gear extended.
VLO Maximum Landing Gear Operating Speed is the maximum speed at which the landing gear can be safely
extended or retracted.
VS Stalling Speed or the minimum steady flight speed at which the airplane is controllable.
VSO Stalling Speed in the landing configuration.
VMCA Air Minimum Control Speed is the minimum flight speed at which the aircraft is directionally controllable as
determined in accordance with Federal Aviation Regulations. The airplane certification conditions include
one engine becoming inoperative and windmilling, a 5-degree bank towards the operative engine, take-off
power on operative engine, landing gear up, flaps in take-off position, and most rearward C.G. For some
conditions of weight and altitude, stall can still be encountered at speeds above VMCA as established by the
certification procedure described above, in which event stall speed must be regarded as the limit of
directional control.
VMCG Ground Minimum Control Speed.
VSSE Intentional One-Engine-Inoperative Speed is a speed above both VMCA and stall speed, selected to provide a
margin of lateral and directional control when one engine is suddenly rendered inoperative. Intentional
failing of one engine below this speed is not recommended.
VMO Maximum Operating Limit Speed is the speed limit that may not be deliberately exceeded in normal flight
operations, expressed in knots.
MMO Maximum Operating Limit Speed expressed in Mach Number.
VX Best Angle of Climb Speed provides the best altitude gain per unit of horizontal distance, and is usually used
for clearing obstacles during takeoff.
VY Best Rate of Climb Speed provides the best altitude gain in the shortest amount of time.
10
Meteorological Terminology
OAT Outside Air Temperature is the free air static temperature obtained either from in-flight temperature
indications or ground meteorological sources, adjusted for instrument error and compressibility effects.
ISA Standard Temperature is 15°C at sea level pressure altitude and decreases by 2°C for each 1000 feet of
altitude.
PA Pressure Altitude is altitude measured from the standard sea level pressure of 29.92 in Hg by a pressure of
barometric altimeter.
Power Terminology
Beta Range The region of the Power Lever control which is aft of the Idle Stop and forward of the
reversing range where blade pitch angle can be changed without a change of gas generator
rpm.
Cruise Climb Is the maximum power approved for normal climb. These powers are torque or temperature (ITT)
limited.
High Idle Obtained by placing the Condition Lever in the High Idle position. This limits the power operation to
a minimum of 70% of N1 rpm.
Low Idle Obtained by placing the Condition Lever in the Low Idle position. This limits the power operation to
a minimum of 60% of N1 rpm.
Maximum Is the highest power rating not limited by time. Us of this rating is intended for emergency situations
Continuous at the discretion of the pilot.
Power
Maximum Is the highest power rating for cruise and is not time limited.
Cruise Power
Reverse Reverse thrust is obtained by lifting the Power Levers and moving them aft of the Beta range.
SHP Shaft Horsepower.
Take-off Power Is the maximum power rating and is limited to a maximum of 5 minutes operation. Use of this rating
should be limited to normal take-off operations and emergency situations.
Control and Instrument Terminology
Condition The Condition Lever actuates a valve in the fuel control unit which controls the flow of fuel at the fuel
Lever control outlet and regulated the idle range from Low to High Idle.
ITT (Interstage Eight probes wired in parallel indicate the temperature between the compressor and the power
Turbine turbines.
Temperature)
Gas Generator The tachometer registers the rpm of the gas generator with 100% representing a gas generator speed
RPM (N1) of 37,500 rpm.
Power Lever This lever serves to modulate engine power from full reverse thrust to take-off. The position for idle
represents the lowest recommended level of power for flight operation.
Propeller This lever requests the Propeller Governor to maintain rpm at a selected value and, in the maximum
11
Control Lever decrease rpm position, feathers the propeller.
Propeller This governor will maintain the selected speed requested by the propeller control lever, except on
Governor reverse selection where the power lever interconnection to the integral pneumatic area of the governor
will select a lower speed. The pneumatic area during normal selection will act as an overspeed limiter.
Torquemeter The torquemeter system determines shaft output torque. Torque values are obtained by tapping into
two outlets on the reduction gear case and recording the differential pressure from the outlets.
Instrument readout is in foot-pounds.
Weight and Balance Terminology
Empty Weight The weight of an empty airplane before and oil or fuel has been added. This includes all permanently
installed equipment, fixed ballast, full hydraulic fluid, full chmical toilet fluid, and all other operating
fluids full, except that the engines, tanks, and lines do not contain any engine oil or fuel.
Basic Empty The weight of an empty airplane including full engine oil and unusable fuel. This equals the empty
Weight weight plus the weight of unusable fuel, and the weight of all the engine oil required to fill the lines and
tanks. Basic empty weight is the basic configuration from which loading data is determined.
Landing The weight of the airplane at landing touchdown.

Weight
Maximum The greatest weight allowed by design, structural, performance, or other limitations.
Weight
PPH Pounds Per Hour.
Ramp Weight The weight of the airplane before engine start. It includes the take-off weight plus a fuel allowance for
start, taxi, run-up, and take-off ground roll to liftoff.
Take-off The weight of the airplane at liftoff from the runway.

Weight
KING AIR FLYING TIP

Because our B200 is equipped with the Blackhawk XP52 engine upgrade, we're most often going to fly it just
below or even into the RVSM region, which is generally where the jets are, and above where the bulk of the
other turboprops are. At times, it's going to seem like ATC is using every excuse they can think of to get you
to descend early and get out of the way of the tubeliners. When that happens (and it will happen), don't go
for the usual "three nautical miles per thousand feet" descent profile because you'll just get down too early
and have to spend a lot of time bumping along in the lower air. Instead, pull the power back less
dramatically, say to 86% N1, and dial in a -1000 foot per minute rate of descent. You'll save on fuel and gain
a few knots in the process.
12
Selecting Your Aircraft
The Flight1 Software Beechcraft Super King Air B200 is located under Beechcraft [Flight 1]in the Flight Simulator
Aircraft Manufacturer drop-down box and under Flight One Software in the Flight Simulator Publisher drop-
down box.
Four different stock liveries with two different crew variations are available to choose from:
 N252JR - White, Black, and Gold
 N520YK - White, Blue, Gray, and Gold
 NZ1883 - White, Gray, Dark Blue and Light Blue
 OO-SKM - White, Gray and Blue
In order to see all available liveries, make sure that "Show All Variations" is selected in the Flight Simulator aircraft
selection screen.
Selecting Your Aircraft's Interior Scheme
You can use the Flight1 King Air B200 Visual Options program to change the color scheme of your King Air’s
cockpit and cabin, and to remove the fingerprints and smudges from the G1000 screens in the virtual cockpit.
The Flight1 Beechcraft Super King Air B200 installer has placed a shortcut on your desktop.
When P3D is not running, double-click on the desktop King Air Options shortcut and select the desired interior
color. Check the blue box if you do prefer a cleaner look for your G1000 screens, without fingerprints and
smudges.
Close the Flight1 King Air B200 Visual Options program by clicking on the ‘x’ in the upper right corner of the
program window.
13
Creating a New Default Flight
When you load the Default Flight in Prepar3D, you will be flying out over water. This is not the best situation
for loading your aircraft, so we recommend creating a new default flight to load your Beechcraft Super King
Air B200 from.
To create a new default flight, first load the default Flight Simulator flight, move the aircraft to the active runway
or parking spot of your choice, then save the flight as the new default flight. Load the new default flight, then
SWITCH to the Beechcraft Super King Air B200 (using the Aircraft drop-down selection in the Flight Simulator
Menu Bar) and set up your flight parameters, such as location, time, weather, etc.
To prevent problems with panel initialization and aircraft performance upon loading the Beechcraft Super King
Air B200 into Prepar3Dv2, we strongly advise that you first load the Prepar3Dv2 Default Flight, then switch to the
Beechcraft Super King Air B200. This will ensure that previously saved panel settings from previous aircraft will
not interfere with the operation of the Beechcraft Super King Air B200. Just some of the problems you might
encounter if you don't load the Beechcraft Super King Air B200 as suggested are fuel draw imbalance issues,
unusual autopilot behavior and flight trimming issues.
Safe Startup
It is very important that you start FSX in a clean configuration before loading the King Air. This is actually very
important for any complex aircraft. The Flight1 Beechcraft Super King Air B200 installation includes a very basic
"safe startup" flight that should allow you to load any complex aircraft should you still be experiencing difficulty
after creating your own simple flight.
The program P3DSafeStartup.exe can be found in the Airplanes/F1_Kingair B200 folder, and we strongly urge
you to run it. After you do, the P3D Startup for Complex Aircraft flight will show in your regular Flights menu in
P3D. You can re-save the flight in a new geographic location, with different weather and start up times, but do
not change anything else when saving this flight.
Important! You MUST start P3Dv2 with this flight for it to be effective. If you start P3D with another flight,
load this one, then go to your complex aircraft, you may get undesirable results.
The Flight1 Software Beechcraft Super King Air B200 comes standard with Navigraph FMS data. The AIRAC cycle that ships with
this product is 1306, valid from 05/30/2013 to 06/26/2013. If you would like the Navigraph AIRAC data to be current, you will
need to contact Navigraph directly at www.navigraph.com, as they provide support and upgrade services for this data. Flight1
Software is not responsible for errors in AIRAC cycle data.
Navigraph support e-mail: [email protected]

Navigraph support forum: http://forum.navigraph.com
Currently installed Navigraph AIRAC data information can be found in your Lockheed Martin Prepar3D/Navigraph/Navdata folder.
14
Maintenance Module
Overview
The Maintenance Module is included in order to enhance the simulation of the Beechcraft Super King Air B200.
The MM makes provision for line services requests, and monitors aircraft usage at the system level, persistently
tracking wear and tear on the engines, propellers, tires, brakes, and flaps. The engines consume oil while they
are running, and it is possible to mismanage engine operation on the ground in a way that can damage them.
Pilots may affect repairs from within the MM, and are able to enable or disable wear and damage features
independently. For those who do not desire this feature, all failure and damage realism settings can be
disabled.
Opening and Closing the Maintenance Module
The Maintenance Module can be accessed any time the Flight1 Beechcraft Super King Air B200 is loaded into
Flight Simulator, regardless of the current view. Open the Maintenance Module by choosing the Add-ons >
Flight1 B200 > Settings option from the Flight Simulator Menu Bar.
Close the Maintenance Module by clicking the “OK” button or by clicking the blue “X” in the upper right corner
of the Maintenance Module window.
Maintenance Module functions
Allow Failures - Click on the box to check/uncheck. When the box is checked, the failures listed in the Realism
page may be selected individually. When the box is unchecked, all failures listed in the Realism page are
disabled.
Allow Wear - Click on the box to check/uncheck. When the box is checked, the MM tracks aircraft system wear
as listed in the Maintenance & Repairs page. When the box is unchecked, aircraft system wear is disabled.
NOTE
If you choose to allow Failures and Wear, study the rest of the Maintenance Module section carefully.
15
Maintenance Module
Maintenance & Repairs
Airframe Hours - This is the total number of hours logged on the aircraft itself.
Left Engine Hours - This is the total run time of the left engine in hours and tenths.
Right Engine Hours - This is the total run time of the right engine in hours and tenths.
Landings - This is the total number of landings, useful in determining the number of flight cycles.
Clear Maintenance History - Resets your King Air to "as delivered" state.
Rate of Wear - The rate at which wear occurs. Can be set to Fast, Medium, or Normal.
Fix Failures - Click the PERFORM button after selecting from among the following drop-down menu items:
Fix Failures - Repairs any equipment or system failures to the aircraft.
Top off Engine Oil - Refills the engine oil tanks to their maximum quantity by adding to the oil existing in the
engine oil tanks. Perform when engine oil levels are less than ¾ full.
16
Maintenance Module
Fix Failures, continued...
Oil Change - Drains the old oil from the engine oil tanks and fills them to their maximum quantity with fresh
oil. Perform every 9 months.
Tire Change - Replaces all tires. Perform when tires are significantly worn.
Left Prop Change - Replaces the left propeller. Perform when Left Prop Time to Inspection reaches zero.
Right Prop Change - Replaces the right propeller. Perform when Right Prop Time to Inspection reaches
zero.
Left Engine Change - Replaces the left engine. Perform when Left Engine Time to Inspection reaches zero.
Right Engine Change - Replaces the right engine. Perform when Right Engine Time to Inspection reaches
zero.
Replace Brake Pads - Replaces the wheel brake pads. Perform before brake condition indicator shows
significant wear on the brake pads.
Reload Aircraft - Reloads the aircraft within the sim. The regular P3D “reload aircraft” will not reload the
G1000, so it is strongly recommended that you use this function, should you need to reload the B200.
Call Fuel Truck - Summons a fuel truck when parked at an airport equipped with fuel trucks.
Fix Engine Fire - After an engine fire, this repairs all fire damage.
Cold and Dark Startup - To facilitate easy startup, certain cockpit switches in the King Air B200 have been
defaulted to their “ON” positions. Select this option to ensure all switches are in their “OFF” positions. Follow
your checklists.
Left Prop Time to Inspection - This bar graph graphically shows the remaining time before mandatory
inspection of the left propeller.
Left Engine Time to Inspection - This bar graph graphically shows the remaining time before mandatory
inspection for the left engine.
Left Engine Oil - This bar graph graphically shows the remaining oil in the left engine oil tank.
Brake Condition - This bar graph graphically shows the remaining time before mandatory propeller inspection.
Right Prop Time to Inspection - This bar graph graphically shows the remaining time before mandatory
inspection of the right propeller.
Right Engine Time to Inspection - This bar graph graphically shows the remaining time before mandatory
inspection of the right engine.
Right Engine Oil - This bar graph graphically shows the remaining oil in the right engine oil tank.
Tires - This bar graph graphically shows the amount of wear on the tires.
17
Maintenance Module
Options
Open Main Exit - Opens and closes the main exit door. (Can also be performed within P3D by pressing
SHIFT+E.)
Wheels Chocked - Sets the wheel chocks on both main wheels and the nose wheel.
Tie Down - Sets the pitot covers, engine intake and engine exhaust covers in place.
Turn Off Copilot's PFD - When checked, disables the copilot's PFD to improve frame rates.
Disable Switch Sounds - When checked, disables the clicking sounds associated with cockpit switches.
Scale Beta Prop Sounds - When checked, permits the beta sounds to be adjusted for user preference. Use the
slider below by clicking on the "-" arrow to decrease the beta sound volume or the "+" arrow to increase the
beta sound volume.
18
Maintenance Module
Realism
Engine Wear - Engine performance will decrease as the engine builds up hours. The Time Between Overhauls
for a PT6A-52 engine is 3,500 hours, so you will not see a degradation in performance for quite some time.
Should you operate the engines with ITT above 790oC at frequent intervals and/or for long periods of time, the
cost of engine repairs/overhauls will be significantly higher than when the engine is operated at cooler
temperatures.
Flap Damage - If the pilot extends the flaps to APPROACH above 200 KIAS, or to FULL above 157 KIAS, flap
damage or failure may occur. Although there is a safety buffer (just as there is in the real aircraft), it's strongly
advised to keep within the prescribed speeds.
Landing Gear Damage - Extended the landing gear at speeds greater than 181 KIAS, or retracting it at speeds
greater than 163 KIAS will result in gear damage or outright failure. As with the flaps, there is a safety margin,
but a good pilot observes the aircraft limitations.
Hot Start - This is a situation in which, during engine start, the pilot adds fuel before there is enough airflow
through the turbine to keep the combustion chamber from getting too hot. Excess ITT can cause serious
damage to an engine, so it is essential that the pilot avoid adding fuel before N1 is at least 12%, and preferably
higher.
FOD - There are any number of things on the ground that can be easily ingested by an engine and cause
significant damage. A wise pilot always extends his airplane's ice vanes during ground operations.
Brake Fade - King Airs are notoriously hard on brake pads, so it's always best to use them as sparingly as
possible. Manage your taxi speed by using your engines' Beta range, lest you find yourself without brakes on a
landing rollout.
19
2D Pop-up Panels
Even though this aircraft features a complete Virtual Cockpit, several 2D pop-up panels are included. These panels
are accessed either with the mouse or keyboard shortcuts. The following 2D pop-up panels are featured:
 Enlarged Primary Flight Display (Click PFD or press Shift+2 to Open and Close)
 Enlarged Multi-Function Display (Click MFD or press Shift+3 to Open and Close)
 Enlarged GCU 477 Control Unit (Click MFD or press Shift+4 to Open and Close)
 Enlarged AFCS Control Unit (Click MFD or press Shift+5 to Open and Close)
CAUTION: DO NOT PRESS SHIFT+1, AS THIS WILL TURN OFF YOUR G1000 DISPLAYS
THIS SPACE INTENTIONALLY BLANK
20
Exterior Lighting and Animations
This section describes the aircraft’s exterior lighting model along with the exterior animations. In addition to
the standard exterior aircraft animations, such as moving control surfaces, nose gear strut, wheels, propeller and
engine startup exhaust, the custom animations that are simulated are detailed below.
❶❷❸ ❼ ❽ ❹ ❿ ❶❷❸
❺❻ ❾
1) ANTI-COLLISION (STROBE) LIGHTS - Turned ON and OFF using the STROBE switch on the pilot’s subpanel. One
strobe light is mounted on each wing tip separate from the navigation lights.
2) NAVIGATION LIGHTS - Turned ON and OFF using the NAV switch on the pilot’s subpanel. One green navigation
light is mounted on the right wing tip and one red navigation light is mounted on the left wing tip. A white
navigation light is also mounted on the back of the fuselage, at the base of the rudder.
3) RECOGNITION LIGHTS - Turned ON and OFF using the RECOG switch on the pilot’s subpanel. A white light is
mounted on each wingtip.
4) BEACON LIGHTS - Turned ON and OFF using the BEACON switch on the pilot’s subpanel. A red beacon light is
mounted on the B200’s belly and on top of the tail.
5) TAXI LIGHT - Turned ON and OFF using the TAXI switch on the pilot’s subpanel. The taxi light is the lower of the
three lights mounted on the nose landing gear.
6) LANDING LIGHTS - Turned ON and OFF using the LAND switch on the pilot’s subpanel. The landing lights are
mounted on the nose landing gear.
7) PILOT/COPILOT - The pilot's and copilot's heads move right and left and up and down, and their eyes blink.
8) CABIN DOOR - The cabin door is opened and closed using the Shift+E or the Shift+E+1 key, or via the
Maintenance Module.
9) ICE LIGHTS – Turned ON and OFF using the ICE switch on the pilot’s subpanel.
10) TAIL ILLUMINATION - Turned ON and OFF using the TAIL switch on the pilot’s subpanel.
21
Virtual Cockpit
Virtual Cockpit Overview
The Virtual Cockpit is an immersive 3D environment that features many different animations and several lighting
options, in addition to the fully-clickable instrument panel and related flight controls.
You can navigate to the Virtual Cockpit by pressing F9 on your keyboard.
Use the standard Flight Simulator view commands to navigate within the Virtual Cockpit. Use keystrokes to
move your view back and forth and up and down, and hold down the space bar while you move your mouse to
pivot your view. Default Flight Simulator view commands can be found by choosing Options | Settings |
Controls | Buttons/Keys | Views from the Flight Simulator Menu Bar.
This aircraft is designed to be flown in the 3D environment of the Virtual Cockpit. It does not include a 2D
instrument panel.
Virtual Cockpit Views

In addition to the main Virtual Cockpit view, pressing the 'A' key on your keyboard will cycle through the following
custom views: Left Seat Look Left > Left Seat Oblique Left > Left Seat Oblique Right > Left Seat Look Right > Right
Seat Look Forward > Right Seat Oblique Left > Power Levers > PFD and Switch Panels.
Due to the way Flight Simulator views works, when you cycle through the available views, there will be a blank
view (no Virtual Cockpit displayed). To return to the Virtual Cockpit, press the 'A' key again.
Virtual Cockpit Interaction - Click-Spots

Interaction with VC functions, such as switches, knobs, levers, etc., is done using left mouse clicks and/or your
mouse's rotary knob. If a function can be clicked on, your mouse pointer will turn into a hand when you hover
over the switch, knob, lever, etc.
 Two-Position Switches - For two-position switches, such as the lighting switches, circuit breakers, G1000 soft-
keys, etc., left-click on the switch or soft-key to move it.
 Three-Position Switches - For three position switches, such as the standby battery switch and the propeller
heat switch, click above or below the switch to move the switch up and down. You will notice that when you
hover your mouse over the click-spots on these switches, a '+' or '-' sign will appear in the hand, indicating
the direction of switch travel. '+' for up and '-' for down.
 Rotary Knobs - For rotary knobs, such as the G1000, the click-spot locations will vary. In general, click on
the left side of the knob to rotate it counter-clockwise and click on the right side of the knob to rotate it
clockwise. You will notice that when you hover your mouse over the click-spots on these knobs, a '+' or '-'
sign will appear in the hand, indicating the direction of switch travel. '+' for clockwise and '-' for
counter-clockwise.
 Levers - For levers, such as the throttle mixture controls, flap switch and magnetos switch, use the
click-and-drag method to control them. Left-click and HOLD, then move the mouse in the desired direction of
travel.
Most functions can also be controlled using your mouse's scroll wheel. Using the scroll wheel is especially
convenient when used with rotary knobs and levers.
22
Virtual Cockpit Animations
In addition to the standard animations, such as knobs, switches, keys, dials, levers, control yokes and rudder
pedals, this section lists the other custom animations that are available in the Virtual Cockpit.
 Sun Visors - Click anywhere on each sun visor to raise or lower them.
 Cockpit Sliding Doors - Click anywhere on each door to open or close them.
 Cockpit Arm Rests - Click on each arm rest to raise or lower them.
 Passenger Tables - Click anywhere on each table to open or stow them.
 Icing - Airframe icing is simulated on the windshield and aircraft leading edges, in addition to pitot icing.
Hiding the Control Yokes
To make it easier to access switches behind the control yokes, the control yokes can be hidden. Click the base of
the control yokes to Hide or Show them.
23
Virtual Cockpit
Instrument Panel Overview
The Garmin G1000 PFD and MFD present to the pilot all of the information necessary for flight, navigation and
situational awareness. The G1000 Avionics System is the centerpiece of the instrument panel. It's comprised of
two 10.4 inch LCD PFD displays and one 15 inch LCD MFD display, an MFD controller, two digital audio panels
and an integrated three-axis autopilot. The PFDs and the MFD feature a screen resolution of 1024 x 768.
The Super King Air B200 instrument panel consists of six different sections. Within these sections are groups of
instruments, switches and controls that are laid out in such a way that they are easily viewed and accessed by the
flight crew. These instrument panel sections are outlined below and on the next page.
Cockpit Layout
The virtual cockpit features an instrument panel in which are mounted the three G1000 LCD display units; a
pilot’s subpanel containing controls for electrical power, exterior lighting, and anti-icing; a copilot’s subpanel
with interior lighting and environmental controls, an overhead light control panel; a fuel control panel; and a
center pedestal containing controls for the engines, trim, pressurization, and the MFD.
❺ ❶ ❷ ❶ ❺
❻ ❼
1) Garmin G1000 Primary Flight Displays (Page 26) 6) Pilot’s Subpanel (Page 54)
2) Garmin G1000 Multi Function Display (Page 31) 7) Copilot’s Subpanel (Page 52)
3) GCU 477 MFD Controller (Page 33) 8) Overhead Light Control Panel (Not shown, Page 58)
4) AFCS Controller (Page 47) 9) Fuel Control Panel (Page 59)
5) Audio Panel (Page 51)
24
Virtual Cockpit
G1000 PFD overview
The Garmin G1000 configuration in the Beechcraft Super King Air B200 features two Primary Flight Displays
(PFD) which replace the traditional “six pack” flight instrument clusters for the pilot and copilot . Each PFD is
a 10.4 inch LCD providing all necessary flight instrument displays and basic avionics indications. The PFDs also
offer controls for the creation and modification of flight plans and for NAV and COM frequency selection.
Although we have striven to model as many important features as possible in this version of the G1000 PFD, not
all real world features have been simulated, and some that have been simulated may not be entirely functional.
The PFD display screen presents graphical flight instrumentation (attitude, heading, airspeed, altitude and
vertical speed) which replaces the traditional flight instrument cluster. Both COM and NAV radios, navigation
information, wind speed and direction, moving map and flight plan information are also displayed. The airspeed
indicator, altitude indicator and turn coordinator display trends, and the airspeed indicator displays airspeed
references. Autopilot modes are also displayed. All of this information is presented to the pilot in an easy-to-view
format that streamlines and lessens the pilot's workload.
25
Garmin G1000 Primary Flight Display
G1000 PFD Controls
The PFD controls are located on the PFD bezels and are discussed on the following pages.
❶ ❷ ❸ ❹
1) NAV Frequency Transfer Key - The NAV frequency transfer key toggles the standby and active NAV
frequencies. Active NAV frequencies are displayed in green when the CDI for the specific active frequency (either
NAV1 or NAV2) is selected.
2) NAV - The NAV control knob is a three-function knob. Turn the larger outer knob (upper click-spots) to change MHz
(large number) and turn the smaller inner knob (lower click-spots) to change KHz (small number). Turn the knobs
to the right to increase the frequency values and turn the knobs to the left to decrease the frequency values. Press
the smaller inner knob to switch the cyan tuning box between NAV1 and NAV2. You can only tune frequencies
that are surrounded by the cyan tuning box. Active frequencies are displayed in green and standby frequencies
are displayed in white.
3) COM SWAP - The COM frequency swap key toggles the standby and active COM frequencies. Active COM
frequencies are displayed in green.
4) COM - The COM control knob is a three-function knob. Turn the larger outer knob (upper click-spots) to change
MHz (large number) and turn the smaller inner knob (lower click-spots) to change KHz (small number). Press the
smaller inner knob to switch the cyan tuning box between COM1 and COM2. Turn the knobs to the right to
increase the frequency values and turn the knobs to the left to decrease the frequency values. You can only tune
frequencies that are surrounded by the cyan tuning box. Active frequencies are displayed in green and standby
frequencies are displayed in white.
26
G1000 PFD Click-Spots And Functions, Continued...
❺❻❼❽❾❿⓫⓬
5) BARO - The BARO adjustment knob is a two-function knob. Turn the knob to adjust the barometer setting. Push
the inner knob to sync the CDI to the current VOR.
6) RANGE - The range joystick is used to adjust the range of the inset map. Rotate the joystick to the left to
decrease the range value (zoom in) and rotate the joystick to the right to increase the range value (zoom out).
Values range from 500 feet to 4000 miles. The range value is displayed in cyan in the lower right corner of the
inset map.
7) D - The Direct To key allows you to enter a destination waypoint and establish a direct course to it from the
current position.
8) FPL - The FPL key displays the active flight plan page in the PFD. Press the FPL key once to open the flight plan
display and press the FPL a second time to close the flight plan display.
9) CLR - The CLR key clears information, clears entries or clears page menus, depending on the current option.
10) PROC - The PROC key accesses the IFR departure, arrival, and approach procedures for the current flight plan.
11) MENU - The MENU key displays a list of options and additional menu features that can be selected.
An option (such as Direct To or FPL) must first be displayed prior to using the menu key to access that option's
menu functions. Not all options have an associated menu option.
12) ENT - The ENT key confirms a menu selection or data entry.
27
G1000 PFD Click-Spots And Functions, Continued...
⓭ ⓮
13) SOFTKEYS - The softkeys along the bottom of the PFD are used to control a number of different features.
These keys do not have a specific function, rather, they control different functions at different times. Some or all
of the softkeys have labels displayed directly above the softkey. The labels will change depending upon pilot
settings. When the label for a specific function is toggled OFF, the text is white on a black background and when
the label for a specific function is toggled ON, the text is black on a gray background.
14) FMS - The FMS control knob is a three-function knob and is used to input and modify the flight plan. It is also
used to input and modify information in the ADF/DME and TMR/REF display screens. Press the smaller inner knob
to turn the selection cursor ON and OFF. When the selection cursor is ON, data can be entered into the
highlighted field. Turn the larger outer knob (upper click-spots) to move the cursor up and down to different
fields. Turn the smaller inner knob (lower click-spots) to input characters into the highlighted data field.
When you open an option display screen by pressing its related function key, press the function key a second
time to close the option display screen. For example, press the PROC key to open the procedures option
display screen. To close the procedures option display screen, press the PROC key a second time.
For information about working with flight plans, see the Flight Planning section on pages 39 - 47.
28
Softkey Flow Chart Overview And Functions
This section describes the softkey menu options that are available, along with the corresponding sub-menu
options. Most options are self-explanatory, however, we've provided more information on some of the options
for further clarification.
 ADF/DME - Press to toggle the ADF/DME display screen ON and OFF.

 ALT UNIT - Press to toggle between options to display the altimeter and barometer settings in metric units.
 BRG1 and BRG2 - Press to toggle the BRG1 and BRG2 display screens ON and OFF and to toggle between
different BRG1 and BRG2 navigation sources.
 CDI - Press to toggle between VOR1, VOR2, and GPS navigation sources.
 CODE - Press to input the numerical transponder code.
 DCLTR - Press to toggle between three different levels of declutter on the inset map.
 DFLTS - Press to reset PFD options to the default selections.
 DME - Press to toggle the DME display screen ON and OFF.
 FD FRMT - Press to toggle between single cue and cross cue flight director options.
 TMR/REF - Press to toggle the timer and reference display screens ON and OFF. This display screen is used to
set timers and V-Speeds.
 MSG - Displays various messages referencing airspace boundaries.
 NRST - Press to toggle the Nearest Airports display screen ON and OFF.
 STD BARO - Press to set the barometer to the standard setting (29.92").
 TOPO - Press to toggle topography on the inset map ON and OFF.
 TRAFFIC - Press to toggle traffic information ON and OFF on the inset map.
 WIND - Press to toggle between direction and speed display, direction with head and crosswind speed
components display, and to turn the wind display screen OFF.
29
Softkey Flow Chart Overview And Functions, Continued...
Tuning ADF Frequencies and Changing DME Sources
To tune an ADF frequency or change the DME source, press the ADF/DME softkey to
open the ADF/DME Tuning display screen. The cursor will flash over the standby ADF
frequency.
Use the FMS Inner knob to tune the desired ADF frequency, then press the ENT key
to activate the standby ADF frequency (the two frequencies will swap and the active
frequency will be displayed in green).
To change DME sources, use the FMS Outer knob to scroll down and highlight
DME MODE NAV1.
Turn the FMS Inner knob to open the DME sources options (Nav1 or Nav2), turn the
FMS Outer knob to highlight the desired DME source, then press the ENT key.
ADF MODE and VOL cannot be changed.
Changing V-Speeds
To change V-Speeds, press the TMR/REF softkey to open the References display
screen. The cursor will flash over the START option.
Turn the FMS Outer knob to scroll down and highlight the desired V-Speed you
would like to change.
Turn the FMS Inner knob to set the desired V-Speed value.
To turn a V-Speed ON or OFF, turn the FMS Outer knob to highlight <ON> or <OFF>
for the desired V-Speed, then turn the FMS Inner knob to turn the V-Speed ON or
OFF. When ON, the V-Speed will be displayed on the PFD speed tape. When OFF, no
V-Speed will be displayed on the PFD speed tape.
Using the Count Up Timer

To use the count up timer, press the TMR/REF softkey to open the References display screen. The cursor will
flash over the START option.
Press the ENT key. The count up timer will start and the cursor will flash over the STOP? option. Press the ENT
key to stop the count up timer, then press the ENT key again to RESET the count up timer.
Inputting Transponder Codes

To input transponder codes, press the XPDR softkey to view the transponder
options.
Press the CODE softkey, then use the numerical softkeys to enter the desired
transponder code (provided by ATC). The transponder code you entered will be
shown in the PFD XPDR display screen.
You can change the transponder code to a VFR flight transponder code quickly and easily by pressing the VFR
softkey.
We recommend leaving the transponder mode set to GND (ground). The transponder mode will change
automatically to ALT once airborne and will change automatically back to GND when you touch down.
30
Garmin G1000 Multifunction Display
G1000 MFD Overview
The Garmin G1000 system installed in the Beechcraft Super King Air B200 features a center-mounted 15 inch
Multifunction Display (MFD). The MFD provides a moving map and the Engine Indication System. The majority
of MFD displays the moving map, which indicates current aircraft position, topography, aviation facilities (such as
airports, VORs, NDBs, etc.). The left side of the MFD displays the Engine Indication System information. Flight
planning is also accomplished through the MFD, using the GCU 477 MFD/FMS controller. The GCU 477 consists
of a three-function rotary knob, a joystick, FMS function keys, and an alphanumeric keypad to quickly and easily
input letters and numbers. Moving through the different display screens in the MFD is also accomplished using
the MFD/FMS controller knob.
This section provides an overview of the Garmin G1000 MFD and its basic functions. For more in-depth user
information, please download and read the Garmin G1000 King Air B200 Pilot's Guide at:
http://static.garmincdn.com/pumac/190-00928-02_0A_web.pdf
Although we have striven to model as many important features in this version of the G1000 MFD, not all features
have been simulated, and some of those that have been simulated may not be entirely functional.
G1000 MFD Display Screen

The MFD display screen presents the Engine Indication System and the moving map, which indicates aircraft position,
topography, aviation facilities (such as airports, VORs, NDBs, etc.). It is controlled using the GCU 477 MFD Controller
described previously and softkeys along the bottom of the unit’s bezel. The softkeys correspond to different functions
displayed directly above the particular softkey, and can control a number of different features. These keys do not have a
single specific function, but instead control different functions at different times. Some or all of the softkeys have labels
displayed directly above the softkey. When a specific function is toggled off, the softkey label text is white on a black
background, and when toggled on, the softkey label text is black on a gray background.
31
G1000 MFD Engine Indication System
The left side of the MFD consists of critical engine and and fuel flow parameters. These include the Interstage
Turbine Temperature, torque, propeller and gas generator RPM gauges, fuel flow gauges, and the oil pressure
and oil temperature gauges.
Each gauge and indicator features a color code. Normal operating range is within the green range. Operating
with indications above the red line is prohibited. Operating with indications in the yellow range should be avoided.
① Interstage Turbine Displays Interstage Turbine Temperature

Temperature (ITT) in degrees Celsius (oC)
② Torque Displays torque in foot-pounds
③ Propeller Sync Displays a diamond when propellers are in

sync. Indicates when propellers are out of
sync by changing the diamond to an
arrowhead which points toward the propeller
turning at a higher speed.
④ Tachometer Displays propeller speed in revolutions per

(PROP RPM) minute (rpm); the red band indicates propeller
overspeed
⑤ Turbine Speed Displays turbine speed in percentage of the

(TURB % RPM) maximum turbine revolutions per minute
⑥ Fuel Flow Displays current fuel flow in pounds per hour

(FFLOW PPH) (pph)
⑦ Oil Pressure Displays engine oil pressure in pounds per

(OIL PSI) square inch (psi)
⑧ Oil Temperature Displays the engine oil temperature in degrees

(OIL oC) Celsius (oC)
32
GCU 477 MFD/FMS Controller Click-Spots and Functions
The FMS knob is the main control for selecting most MFD functions. For data entry, the alphanumeric keypad is
used. The range joystick allows you to change the zoom level of the moving map.
❷ ❸ ❹ ❺ ❶
1) Dual FMS Knob The Flight Management System control knob is a three-function knob used during flight
planning and to navigate through the various MFD pages as displayed in the lower right corner of the moving
map. Turn the larger outer knob (upper click spots) to display page groups and turn the smaller, inner knob
(lower click spots) to display pages with a selected group. Press the smaller inner knob (center click spot) to turn
the selection cursor on and off. When the selection cursor is on, data can be entered into the highlighted field.
Turn the larger outer knob (upper click spots) to move the cursor between fields. Turn the smaller inner knob
(lower click spots) to input characters into the highlighted data field. This knob also provides tuning capability
for the COM and NAV radios when the appropriate COM or NAV key is pressed.
2) FPL The Flight Plan key displays the active flight plan page in the MFD. Press the FPL key once to open the flight
plan and press the FPL key a second time to close the flight plan page. Use the FMS knob to enter or edit a flight
plan when the flight plan page is open.
3) D The Direct To key allows you to enter a destination waypoint and establish a direct course to it from the
airplane’s current position.
4) MENU The Menu key displays a list of options and additional features that can be selected.
5) PROC The Procedure key accesses the IFR departure, arrival, and approach procedures for the currently loaded
flight plan.
33
G1000 MFD Click-Spots and Functions, Continued...
❻ ⓭ ❼ ⓮ ⓯ ⓬ ❾❿⓫ ❽
6) RANGE The Range joystick is used to adjust the range of the moving map. Turn the joystick to the left to
decrease the range scale (zoom in) and turn the joystick to the right to increase the range scale (zoom out). The
range value is displayed in cyan in the lower right corner of the moving map. The PAN function is not modeled.
7) ALPHANUMERIC KEYS The alphanumeric keys allow quick and easy entry of airports, waypoints, and other data.
8) FMS Sets the FMS knob to control FMS functions on the MFD. When pressed, an annunciator next to the key
illuminates indicating adjustment of the FMS knob will affect FMS functions.
9) COM Sets the FMS knob to control tuning of the COM radios. Press once to select COM1. Press again to select
COM2. The COM radio which will be controlled by the FMS knob is indicated by an illuminated “1” or “2” next to
the COM key. Use the FMS knob to enter the selected COM radio standby frequency.
10) FREQUENCY TRANSFER Switches the active and standby COM or NAV frequencies.
11) NAV Sets the FMS knob to control tuning of the NAV radios. Press once to select NAV1. Press again to select
NAV2. The NAV radio which will be controlled by the FMS knob is indicated by an illuminated “1” or “2” next to
the NAV key. Use the FMS knob to enter the selected NAV radio standby frequency.
12) ENT The Enter key confirms a menu selection or data entry.
13) CLR The Clear key erases information, clears entries, or removes page menus.
14) SPC The Space key adds a space character.
15) BKSP The Backspace key moves the cursor back one space.
34
Using the GCU 477 MFD/FMS Controller Android Application
To set up your GCU 477 MFD Controller Android

application for use, perform the following steps:
① Determine your computer's IP address by

clicking on the Windows "Start" button and typing
"cmd" in the search field.
② Run the program called "cmd.exe".
③ At the prompt, type "ipconfig" and click enter.

Locate and make a note of the Ethernet adapter
LAN or Wireless LAN Adapter IPv4 IP address.
④ Start P3D in the Free Flight mode, select one of the

Flight1 Beechcraft Super King Air B200s, and wait for it
to initialize.
⑤ In the King Air, switch the BATTERY to ON.
⑥ Open the Flight1 King Air application on your

Android device and in the orange box, enter the
Wireless LAN Adapter IPv4 IP determined in step ③.
⑦ Press the "connect" button on the Flight1 King

Air application startup page. The GCU 477 MFD
Controller face will appear on your device.
⑧ Confirm that the GCU 477 Android app is

connected to the sim by tapping on the upper right
clickspot for the FMS outer knob and verify that the
MFD Page Group changes.
⑨ Use the GCU 477 Android app as described on

pages 33-34 of this manual.
G1000 MFD Page Groups and Softkeys

All of the information that the MFD can display to the pilot is categorized in separate groups and individual pages
within those groups. In addition, each page group features its own set of softkey functions. This section describes
the page groups that are displayed, along with the individual pages within a specific page group and their
related softkey functions.
Turn the FMS Outer knob to display page groups and turn the FMS Inner knob to display individual pages within
the page group. Some pages simply display information. Other pages feature interactive elements, allowing
feature changes or alphanumeric input.
35
G1000 MFD Page Groups and Softkeys, Continued...
MAP Group
The Map Group consists of two pages:
 Navigation Map – Displays visual information pertinent to the aircraft’s current location and flight plan track.
The map displays features such as topography, water, airports, and other navigational aids. Digital flight
information is provided, including GS, DTK, TRK, and ETE. When the map range is set to 3NM or less, this
feature displays taxiway information in a manner similar to Garmin SafeTaxiTM to facilitate ground
operations.
The AUX Group GPS Status page features several softkey functions:
 MAP - Press to display the softkeys that toggle TOPOgraphy and TRAFFIC.
 DCLTR - Press to cycle through the four levels of map declutter.
36
MAP Group (cont'd)
 Traffic Map – Displays the traffic around your aircraft. The display range can be changed using the RANGE
joystick on the MFD Controller. Traffic alerts are also displayed.
37
Garmin SafeTaxiTM Emulation
 SafeTaxiTM offers additional information when viewing airports at close range on the MAP - Navigation Map,
WPT - Airport Information page, NRST - Nearest Airports page, AUX - Trip Planning page, and PFD Inset Map
displays. When the map range is set to 3 NM or less, taxiways and their identifying letters and numbers are
shown, along with hold short lines and airport ramps. When the MFD display is set to these ranges, the
airplane icon provides enhanced position awareness.
38
WPT Group
The Waypoint Group consists of four pages:
 Airport Information – Use the cursor to input an airport identifier to display that specific airport’s
information, including airport type, location, elevation, runways, and COM frequencies. When the map
range is set to 3NM or less, this feature displays taxiway information in a manner similar to Garmin
SafeTaxiTM to facilitate ground operations.
 Intersection Information – Use the cursor to input an intersection identifier to display that specific
intersection’s information.
 NDB Information – Use the cursor to input an NDB identifier to display that specific NDB’s information,
including location and frequency.
 VOR Information – Use the cursor to input a VOR identifier to display that specific VOR’s information,
including location and frequency.
39
AUX Group
The AUX Group consists of four pages:
 Trip Planning – Operates in Automatic Mode. It displays a number of different telemetry and trip statistics
regarding the current flight operation.
40
AUX Group (cont'd)
 GPS Status – Provides a number of different statistics regarding GPS system status. Aircraft position,
altitude, ground speed, and track are also displayed.
The AUX Group GPS Status page features several softkey functions:
 GPS1 - Press to display the status of the GPS1 receiver.
 GPS2 - Press to display the status of the GPS2 receiver.
 RAIM - Press to view the RAIM (Receiver Autonomous Integrity Monitoring) prediction field.
 SBAS - Press to view the SBAS (Satellite Based Augmentation System) field.
41
AUX Group (cont'd)
 System Setup – Use the cursor to make system setup selections to suit
your preference. Choices include the Time Format, the Temperature
Display, PFD/MFD map orientation, the Selected Altitude Intercept Arc
(SEL ALT ARC) display, and the MFD Data Bar fields. Turn the outer FMS
knob to move the cursor to highlight the field, then move the inner FMS
knob to see the list of choices. Press the ENT key to make your choice.
To make system setup changes, do the following: Push the FMS Inner knob to
display the cursor. Turn the FMS Outer knob to highlight the option you
would like to change, then turn the FMS Inner knob to display a list of
available options. Turn the FMS Outer knob to highlight the desired option,
then press the ENT key.
Selected Altitude Intercept Arc

"The Banana"
42
AUX Group (cont'd)
 System Status – Displays the status of a number of different aircraft systems and includes information
on the various databases included.
The AUX Group System Status page features several softkey functions:
 LRU - Press to highlight the LRU (Line Replacement Unit) field. Displays the status,
serial number and version of specific aircraft systems.
 ARFRM - Press to highlight the Airframe reference field.
 DBASE - Press to highlight the Database field. Scroll down to view the database information
for a number of different installed databases.
43
NRST Group
The NRST Group consists of four pages:
 Nearest Airports – Use the cursor to highlight
and display information about the airports that
are nearest your aircraft’s current position.
When an airport is highlighted, that airport’s
information is displayed and a white line is
drawn on the map from your aircraft to the
highlighted airport. This feature displays
taxiway information in a manner similar to
Garmin SafeTaxiTM to facilitate ground
operations. Being centered on the aircraft, this
page may offer greater situational awareness
than the WPT Group Airport Information page.
The NRST Group - Nearest Airports page features
several softkey functions:
 MAP - Press to open the map options.

Allows you to toggle traffic information
ON and OFF on the moving map and
turn topography ON and OFF on the
moving map.
 APT - Press to highlight the Nearest
Airports field. Scroll to highlight an
airport code to view information about
that specific airport.
 RNWY - Press to highlight the Runways
field. Scroll to highlight a runway (if the
airport features multiple runways) to
view information about that specific
runway.
 FREQ - Press to highlight the
Frequencies field. Scroll to highlight a
frequency (if multiple frequencies are
displayed). Press the ENT key to tune
the COM1 standby frequency.
 APR - Press to highlight the Approaches
field (if an approach is available). Scroll
to highlight an approach (if multiple
approaches are displayed). When an
approach is highlighted, press the LD
APR key to load the approach into the
flight plan.
 LD APR - Press to load a highlighted
approach from the Approaches field
into your flight plan. This option is only
available if the airport features an
approach.
44
NRST Group, Continued...
 Nearest Intersections – Use the cursor to

highlight and display information about the
intersections that are nearest to your aircraft’s
current position. When an intersection is
highlighted, that intersection’s information is
displayed and a white line is drawn on the map
from your aircraft to the highlighted
intersection.
 Nearest NDB – Use the cursor to highlight and
display information about the NDBs that are
nearest to your aircraft’s current position.
When an NDB is highlighted, that NDB’s
highlighted NDB.
 Nearest VOR – Use the cursor to highlight and
display information about the VORs that are
nearest to your aircraft’s current position.
When a VOR is highlighted, that VOR’s
highlighted VOR.
The NRST Group - Nearest VOR page features several softkey functions:
 VOR - Press to highlight the Nearest VOR field. Scroll to highlight a VOR to view information about
that specific VOR.
 FREQ - Press to highlight the Frequency field. Scroll to highlight the frequency, then press the ENT
key to tune the NAV1 standby frequency.
If desired, you can display a Direct To line from your aircraft to any airport, intersection, NDB or VOR by using
the FMS control knob to highlight the desired airport, intersection, NDB or VOR in its respective page list.
Remember, turn the FMS Outer knob to move the cursor to highlight values and turn the FMS Inner knob to
change values.
You cannot change pages or page groups when the cursor is Active. Make sure that you push the FMS
Inner knob to turn the cursor OFF prior to changing pages or page groups.
Flight Planning
Flight Planning Overview
This section details how to create and modify flight plans. Covered are topics ranging from inputting flight plan
waypoints and Activating your flight plan, to modifying your flight plan by entering a Direct To and selecting,
loading, and Activating departures (SIDS), arrivals (STARS) and approaches.
Flight plans can be created and modified through either the MFD or the PFD, using the FMS control knob. When
you create or modify a flight plan in one display (for instance, the MFD), the same entries and selections are
automatically made in the other display (in this case, the PFD).
A flight plan can be created manually or a flight plan can be created prior to your flight through the Flight Simulator
flight planner. Once the Flight Simulator flight plan is saved and you load the aircraft, the saved flight plan will be
automatically displayed on the MFD when the aircraft is loaded.
45
Flight Planning
Flight Planning Overview, Continued...
Press the Scroll Lock key on your keyboard to allow you to enter alphanumeric data into the PFD or the MFD
via your keyboard.
On some Flight Simulator installations, pressing the Scroll Lock key also opens the Flight Simulator ATC
dialog box. If this occurs, delete or reassign that key assignment using the Flight Simulator Options |
Settings | Controls drop-down menu.
Loading a Flight Simulator Flight Plan

Create a flight plan from within Flight Simulator (using the Flight Simulator Flight Planner) and save it.
Load the Beechcraft Super King Air B200. The flight plan will be displayed on the moving map and the waypoints
will be shown on the Active Flight Plan page.
Your Flight Simulator flight plan MUST include four waypoints (including departure and destination airports)
in order to be displayed. If your Flight Simulator flight plan does not feature four waypoints, the flight plan
will not display. For example, if you're flying a short route from your departure airport to your arrival airport
without any enroute waypoints. In this case you would need to manually enter your flight plan into the MFD or
PFD.
Creating a Flight Plan
To create a flight plan, press the FPL key. The Active Flight Plan page will be displayed.
Press the FMS Inner knob to display the cursor. If you're flight planning through the PFD, the cursor is already
displayed, so there's no need to press the FMS Inner knob.
Turn the FMS Inner knob right or left to display the waypoint information
page.
Enter the airport identifier for your departure airport using the FMS Outer and Inner knobs, the GCU 477
keyboard, or your keyboard (scroll lock ON), then press the ENT key. Remember, to enter alphanumeric values
turn the FMS Inner knob (lower click-spots) and to move the cursor turn the FMS Outer knob (upper click-spots).
Repeat the previous two procedures to enter the remainder of the waypoints, including your arrival airport. The
flight plan will be displayed on the moving map and the first leg of your flight plan will automatically Activate as
shown by the magenta arrow in the Active Flight Plan page.
Press the FPL key to close the Active Flight Plan page. The first leg of your flight plan will be displayed along the
top of the PFD, along with distance and bearing information.
46
Flight Planning
Deleting a Waypoint
To delete a waypoint from an active flight plan, press the FPL key to open the Active Flight Plan page, then press
the FMS Inner knob to display the cursor. If you're flight planning through the PFD, the cursor is already displayed,
so there's no need to press the FMS Inner knob.
Turn the FMS Outer knob to highlight the waypoint you want to delete, then press the CLR key. The next waypoint
in your flight plan will Activate as shown by the magenta arrow. Press the FPL key to close the Active Flight Plan page.
Adding a Waypoint
To add an additional waypoint to an active flight plan, press the FPL key to open the Active Flight Plan page, then
press the FMS Inner knob to display the cursor. If you're flight planning through the PFD, the cursor is already
displayed, so there's no need to press the FMS Inner knob.
Turn the FMS Outer knob to highlight the waypoint below the new waypoint you want to add. Turn the FMS
Inner knob to display the waypoint information page.
Enter the identifier for the waypoint you want to add using the FMS Outer and Inner knobs, the GCU 477
keyboard, or your keyboard (scroll lock ON), then press the ENT key. Your new waypoint will be added to your
flight plan. Press the FPL key to close the Active Flight Plan page.
Inverting a Flight Plan

The active flight plan can quickly and easily be inverted. This is useful for return trips that follow the same course
as your outbound trip. This saves you from having to reinput the flight plan for the trip back.
To invert your flight plan, press the FPL key to open the Active Flight Plan page.
Press the MENU key, then turn the FMS Outer knob to highlight the Invert Flight Plan option. Press the ENT key
to invert the flight plan.
After inverting the flight plan, you must Activate the first leg of your flight plan. To do this, turn the FMS Outer
knob to highlight the waypoint directly below your departure airport, then press the MENU key and select the
Activate Leg option. Press the ENT key to Activate that leg of your flight plan, as shown by the magenta arrow
in the Active Flight Plan page, press the FPL key to close the Active Flight Plan page, then press the FPL key to
close the Active Flight Plan page.
47
Flight Planning
Deleting a Flight Plan
To delete your flight plan, press the FPL key to open the Active Flight Plan page.
Press the MENU key, then turn the FMS Outer knob to highlight the Delete
Flight Plan option.
Press the ENT key to delete your flight plan, then press the FPL key to close the Active Flight Plan page.
Entering a Direct To
A Direct To can be entered at any time during flight to alter the course to a specifically chosen waypoint. The
waypoint can be an airport, VOR, NDB or intersection.
To enter a Direct To, press the D key on the GCU 477 MFD Controller. The Direct To page will be displayed.
Enter the identifier for your Direct To destination using the FMS Outer and Inner knobs, the GCU 477 keyboard,
or your keyboard (scroll lock ON). Remember, to enter alphanumeric values turn the FMS Inner knob (lower
click-spots) and to move the cursor turn the FMS Outer knob (upper click-spots).
Press the ENT key. ACTIVATE? will flash in the lower right corner.
Press the ENT key a second time to verify that you want to Activate the Direct To.
Once activated, the Direct To page will close and the magenta course will update on the moving map to display
the new Direct To course. D and distance and bearing information will also be displayed along the top of
the PFD.
Cancelling a Direct To
To cancel a Direct To, press the D key. The Direct To page will be displayed and the current Direct To identifier
will be highlighted.
Press the MENU key to open the Options page. Cancel Direct-To NAV will be displayed. Press the ENT key to
cancel the Direct To.
48
Flight Planning
Loading a Departure (SID)
The G1000 features a number of departure

procedures that can be selected.
A flight plan must be loaded and Activated to choose
a departure procedure. Not all airports feature
departures. If a departure is not available, the
Departure menu will be blank.
To load a departure, press the PROC key to open
the Procedures menu.
Turn the FMS Outer knob to highlight the Select

Departure option, then press the ENT key to see a list
of available departure procedures. If a departure is
not available, the Departure menu will be blank.
Turn the FMS Outer knob to highlight your desired

departure procedure, then press the ENT key and
a list of runways will be displayed. Turn the FMS
Outer knob to highlight your desired takeoff
runway.
49
Flight Planning
Loading a Departure (SID), Continued...
Press the ENT key and list of departure transitions will be displayed (if available). Turn the FMS Outer knob to
highlight your desired departure transition.
Press the ENT key. The departure sequence will be displayed and LOAD will flash in the lower right corner.
Press the ENT key a second time to load the selected departure. The Procedures menu will close, the first waypoint
in the departure procedure will automatically be Activated and your updated flight plan will be displayed on
the moving map.
After loading your approach, open your flight plan and scroll through the waypoint entries to ensure that there
are no errors. You can also zoom out the moving map to visually view the flight plan.
Deleting a Departure (SID)
To delete a departure procedure, press the FPL key to open the Active Flight Plan page.
Press the FMS Inner knob to display the cursor. The cursor will flash over the name of the departure procedure
at the top of the flight plan.
Press the CLR key to delete the departure procedure.
After deleting the departure procedure, you must Activate the first leg of your flight plan. To do this, turn the
FMS Outer knob to highlight the waypoint directly below your departure airport, then press the MENU key and
select the Activate Leg option. Press the ENT key to Activate that leg of your flight plan, as shown by the
magenta arrow in the Active Flight Plan page, then press the FPL key to close the Active Flight Plan page.
Individual waypoints within a departure procedure cannot be deleted, however, you can skip a waypoint by
entering a Direct To to the waypoint following the waypoint you want to skip.
50
Flight Planning
Loading an Arrival (STAR)
The G1000 features a number of arrival procedures that can be selected. A flight plan must be loaded and
Activated to choose an arrival procedure.
Not all airports feature arrivals. If an arrival is not available, the Arrival menu will be blank.
To load an arrival, press the PROC key to open the Procedures menu.
Turn the FMS Outer knob to highlight the Select Arrival option, then press the ENT key to see a list of available
arrival procedures. If an arrival is not available, the Arrival menu will be blank.
Turn the FMS Outer knob to highlight your desired arrival procedure, then press the ENT key and a list of arrival
transitions will be displayed (if available). Turn the FMS Outer knob to highlight your desired arrival transition.
Press the ENT key. The arrival sequence will be displayed and LOAD will flash in the lower right corner.
Press the ENT key a second time to load the selected arrival. The Procedures menu will close and your updated
flight plan will be displayed on the moving map.
After loading your approach, open your flight plan and scroll through the waypoint entries to ensure that there
are no errors. You can also zoom out the moving map to visually view the flight plan.
Deleting an Arrival (STAR)

To delete an arrival procedure, press the FPL key to open the Active Flight Plan page.
Press the FMS Inner knob to display the cursor, turn the FMS Outer knob to highlight the name of the arrival
procedure, then press the CLR key to delete the arrival procedure. After deleting the arrival procedure, the first
leg in your flight plan will Activate automatically, as shown by the magenta arrow in the Active Flight Plan page.
Individual waypoints within an arrival procedure cannot be deleted, however, you can skip a waypoint by
entering a Direct To to the waypoint following the waypoint you want to skip.
Loading and Activating an Approach

The G1000 features a multitude of different types of airport approaches and transitions that can be selected
for your destination airport. A flight plan must be loaded and Activated to choose an approach procedure.
Not all airports feature approaches. If an approach is not available, the Approach menu will be blank.
51
Flight Planning
Loading and Activating an Approach, Continued...
Press the PROC key to open the Procedures menu. By default, the Select Approach option will be highlighted.
Press the ENT key to see a list of available approaches for your arrival airport, then turn the FMS Outer knob to
highlight your desired approach procedure.
Press the ENT key and a list of transitions will be presented. Turn the FMS Outer knob to highlight your desired
approach transition, then press the ENT key. The approach sequence will be displayed and LOAD? will flash.
Choosing the VECTORS transition will load the Vector-to-Final approach option. This loads an approach which
consists of the Final Approach Fix (FAF), the runway and the missed approach vectors, allowing you to follow
ATC commands to the Final Approach Fix.
You can choose either to LOAD or ACTIVATE your approach. Loading your approach allows you Activate the
approach at a later time.
Loading an Approach
If you choose to LOAD your approach, press the ENT key. The approach menu will close and the approach will
be loaded into the FMS and can be Activated later.
Activating an Approach
If you choose to ACTIVATE your approach, turn the FMS Outer knob to highlight ACTIVATE?, then press the ENT
key. The approach menu will close and the approach will be loaded and Activated. If your aircraft is flying on
autopilot with GPSS steering, the aircraft will immediately turn to the first approach waypoint.
Activating a Loaded Approach
Press the PROC key to open the Procedures menu. By default, the cursor highlights the Select Approach option.
Turn the FMS Outer knob to highlight the Activate Approach option.
Press the ENT key. The approach menu will close and the approach will be Activated. If your aircraft is flying on
autopilot with GPSS steering, the aircraft will immediately turn to the first approach waypoint.
Deleting an Approach
To delete an approach procedure, press the FPL key to open the Active Flight Plan page.
Press the FMS Inner knob to display the cursor, turn the FMS Outer knob to highlight the name of the approach
procedure, then press the CLR key to delete the approach procedure.
52
Flight Planning
Deleting an Approach, Continued...
After deleting the approach procedure, you must Activate the first leg of your flight plan. To do this, turn the
FMS Outer knob to highlight the waypoint directly below the first waypoint in your flight plan, then press the
MENU key and select the Activate Leg option. Press the ENT key to Activate that leg of your flight plan, as shown
by the magenta arrow in the Active Flight Plan page, then press the FPL key to close the Active Flight Plan page.
Activating Vector-to-Final
Press the PROC key to open the Procedures menu. By default, the cursor highlights the Select Approach option.
Turn the FMS Outer knob to highlight the Activate Vector-to-Final option.
Press the ENT key. Your approach will be deleted except for the FAF, the runway and the missed
approach vectors, allowing you to follow ATC commands to the Final Approach Fix.
Flight Director and Autopilot

Flight Director and Autopilot Overview
The Automatic Flight Control System or AFCS provides flight guidance and automatic flight control. It consists of
two primary functions: the flight director (FD) and the autopilot (AP). When engaged, the autopilot commands the
aircraft to follow the flight director by providing signals to the pitch and roll trim servos.
The AFCS status box consists of three sections. The left-side section displays autopilot lateral modes, the center section
displays autopilot status and the right-side section displays autopilot vertical modes.
The color of status indicators varies:

 Green - Function is Active
 White - Function is Armed
The following Vertical modes are supported*: The following Lateral modes are supported*:
 Pitch Hold (PIT)  Roll Hold (ROL)
 Selected Altitude Capture (ALTS)  Heading Select (HDG)
 Altitude Hold (ALT)  Navigation - (GPS) / (VOR) / (LOC) / (BC)
 Vertical Speed (VS)  Approach - (GPS) / (VOR) / (LOC)
 Flight Level Change (FLC)
 Glidepath (GP) - WAAS Approaches Only
 Glideslope (GS)
*AFSC Status Box Annunciations in Parenthesis
53
Flight Director and Autopilot Overview, Continued...
The flight director provides pitch and roll commands to the autopilot and displays them on the PFD. With the
flight director turned ON and lateral and/or vertical functions Active, the aircraft can be hand-flown to follow
the command bars. When the autopilot is engaged, the autopilot will follow the command bars.
The flight director can be turned ON separately from the autopilot, however, when the autopilot is engaged,
the flight director will always be ON. The FD key is disabled when the autopilot is engaged.
Autopilot Click-Spots and Functions

The autopilot is controlled using the autopilot function keys and the ALT control knob located on both the PFD
and the MFD. The AFCS status box on the PFD indicates the status of Active and Armed flight modes.
Do not Engage the autopilot while on the ground. In addition to being incorrect operation, Flight Simulator
features a bug that moves the elevator pitch trim to one extreme resulting in elevator trim problems.
❸ ❷ ❶ ❺ ❹
1) AP - Press the AP key to Engage or Disengage the autopilot. When the autopilot is engaged, the flight director
command bars are displayed, ROL and PIT modes are Active and ALTS mode is Armed. ROL mode commands the
aircraft to hold wings level and PIT mode commands the aircraft to hold the current pitch angle. When the
autopilot is disengaged, ROL and PIT modes remain Active, ALTS mode remains Armed and the flight director
remains ON.
2) FD - Press the FD key to turn the Flight Director ON or OFF. When the flight director is turned ON, ROL and PIT
modes are Active, ALTS mode is Armed and the flight director command bars are displayed. Turn the flight
director OFF to clear all AFCS modes.
The autopilot must be disengaged to turn the flight director OFF and clear all AFCS modes.
3) HDG - Press the HDG key to Engage or Disengage Heading Select mode and to switch between HDG and ROL
mode. HDG mode is a lateral mode that commands the aircraft to fly the current heading displayed by the Heading
Bug on the HSI. The heading bug can be moved by turning the HDG control knob on the PFD or MFD. When the
HDG key is pressed a second time, ROL mode is selected.
4) ALT - Press the ALT key to Engage or Disengage Altitude Hold mode and to switch between ALT mode, PIT
mode and ALTS mode. ALT mode is a vertical mode that commands the aircraft to hold the current altitude at
the time the selection is made. ALT mode is automatically armed when the flight director is in ALTS mode. ALTS
mode automatically transitions to ALT mode when the altitude error is less than ~50 feet.
In the default configuration, ALTS mode is Armed (this is not a mode that can be manually engaged or
disengaged). ALTS mode commands the autopilot to capture the altitude displayed in the Selected Altitude box
above the altitude tape on the PFD. When the aircraft is within ~200 feet of the Selected Altitude, ALTS mode
will become Active and capture the selected altitude, at which time ALT mode will become Active.
5) YD - Press the YD key to Engage or Disengage the yaw damper. If the AP is on, pressing YD will switch off both
the autopilot and the yaw damper.
54
Autopilot Click-Spots and Functions, Continued...
❻❼ ❽ ❾ ❿ ⓫ ⓬ ⓭
6) APR - Press the APR key to Engage or Disengage Approach mode. APR mode is both a vertical and lateral mode that
commands the aircraft to capture and track the WAAS glide path or the ILS glideslope on approach. The aircraft is able to fly
both WAAS approaches and fully-coupled ILS approaches with glideslope tracking.
To ensure correct ILS tracking, use APR mode.
7) BC - Press the BC key to Engage or Disengage Backcourse mode. When selected, backcourse mode captures and
tracks the localizer in the backcourse direction.
8) NAV - Press the NAV key to Engage or Disengage Navigation mode. NAV mode is a lateral mode that commands
the aircraft to fly the current navigation course, either GPS or VOR. If the CDI is in VOR mode and NAV is pressed,
the autopilot will arm VOR mode. When the aircraft is within intercept capture range, the aircraft will turn
torward and follow the VOR radial. If the CDI is in GPS mode and NAV is pressed, the autopilot will arm GPS mode.
WHen the aircraft is within intercept capture range, the aircraft will turn toward and follow the GPS flight path.
Press the CDI softkey on the PFD to change NAV sources.
9) ALT SEL - The ALT control knob is used to input the selected altitude that the autopilot will command the aircraft
to level off at. This knob includes four different click-spots. The two upper click-spots increase and decrease the
altitude in 1000 foot increments and the two lower click-spots increase and decrease the altitude in 100 foot
increments. Turn the knob to the right to increase the altitude select value and turn the knob to the left to
decrease the altitude select value. The selected altitude is displayed Selected Altitude box above the altitude tape.
10) VS - Press the VS key to Engage or Disengage Vertical Speed mode. VS mode is a pitch mode that commands the
aircraft to climb or descend at a specific rate as selected using the NOSE UP and NOSE DOWN keys. While in VS
mode, the aircraft will attempt to hold the currently selected VS setting regardless of power setting.
While in VS mode, it's important to watch your airspeed closely to prevent stalling, particularly at higher altitudes.
11) VS WHEEL – Rotate forward or backward to adjust the vertical speed in PIT mode, VS mode, and FLC mode. VS
mode is a pitch mode that commands the aircraft to either climb or descend at the selected rate in Feet Per
Minute (FPM). Click at the bottom of the VS wheel to raise the nose in PIT mode, change vertical speed in +100
foot increments in VS mode, or decrease commanded climb speed in FLC mode. Click at the top of the VS wheel
to lower the nose in PIT mode, change vertical speed in -100 foot increments in VS mode, or to increase climb
speed in FLC mode. At either click spot, the mouse wheel can be used to scroll forward for nose down, or
backward for nose up.
12) FLC - Press the FLC key to Engage or Disengage Flight Level Change mode. FLC mode is a vertical mode that
maintains the current airspeed while the aircraft is either climbing or descending to the selected altitude. The
autopilot will command aircraft pitch changes in an attempt to hold the current airspeed. The current selected
airspeed is indicated in a window above the airspeed tape and can be adjusted using the VS wheel.
The airplane should be in a climb or a descent prior to engaging Flight Level Change mode. For the best results,
FLC mode should be used during climb and VS mode should be used during descent.
13) SPD – Press to toggle airspeed reference between IAS and Mach in FLC mode.
55
Autopilot Click-Spots and Functions, Continued...
⓮ ⓯ ⓯
14) HDG KNOB - Adjusts the selected heading and bug in 1o increments on the HSI (both PFDs). Click the center to
synchronize the selected heading to the current heading.
15) CRS KNOBS - Adjusts the selected course (while in VOR, LOC, or OBS mode) in 1o increments on the HSI of the
corresponding PFD. Click the center to re-center the Course Deviation Indicator (CDI) and return course pointer
directly TO the bearing of the active waypoint or station..
THIS SPACE INTENTIONALLY BLANK
56
Audio Panel
Audio Panel Overview
An audio panel is installed on the instrument panel between the G1000 PFD and MFD. It features a marker
beacon receiver and controls for selecting and managing different audio sources, including two COM receivers,
two NAV receivers, and ADF and DME receivers.
Audio Panel Click-Spots and Functions

The audio panel functions are controlled using the various function keys. An orange annunciator above each
function key indicates that the current function is Active.
❶ COM1 MIC - Selects the COM1 transmitter. Pressing COM1 MIC also
turns COM1 audio ON.
❷ COM1 - Press to turn COM1 audio OFF and ON.
❸ COM2 MIC - Selects the COM2 transmitter. Pressing COM2 MIC also
turns COM2 audio ON.
❹ COM2 - Press to turn COM2 audio OFF and ON.
❺ MKR MUTE - Press to turn the Marker Mute function ON and OFF.
When the MKR MUTE annunciator is illuminated, marker beacon sounds

will be heard. To mute marker beacon sounds, press the MKR MUTE
button (annunciator extinguished).
❻ DME - Press to turn DME receiver ident audio ON and OFF.
❼ NAV1 - Press to turn NAV1 receiver ident audio ON and OFF.
❽ ADF - Press to turn ADF receiver ident audio ON and OFF.
❾ NAV2 - Press to turn NAV2 receiver ident audio ON and OFF.
Active audio functions display an orange annunciator above the function button.
Both COM1 and COM2 can be selected simultaneously, allowing you to hear audio from both the COM1 and
COM2 receivers at the same time. COM1 MIC and COM2 MIC cannot both be selected at the same time.
Active COM and NAV frequencies are displayed in green on the PFD and MFD. In order to hear COM, NAV, DME
and ADF audio, a valid frequency must be tuned and the aircraft must be within receiving range.
57
Copilot's Subpanel
Copilot’s Subpanel Overview
The copilot’s subpanel contains the cabin lighting controls, air conditioning system controls, stall warning test and fire
extinguishing system test controls. Also located here are the gauges for propeller de-ice, gyro suction, pneumatic
pressure, and the oxygen system. These are all clustered in one easy-to-see and easy-to-access location.
Copilot’s Subpanel Click-Spots and Functions
Rotary knobs can be turned using click-spots on both the left and right sides of the knobs. They can also be rotated
using your mouse’s scroll wheel. Two-position switches can be flipped by clicking in the middle of the switch. Three-
position switches can be flipped using +/- click-spots above and below the switch. Items described in red are animated
but serve no function in the simulator. Be sure to follow the aircraft checklists to ensure that the settings are
maintained for the different phases of flight.
⓳ ❶ ❷ ❸ ❹ ❺ ❻ ⓴
❼ ❽ ❾ ❿ ⓫ ⓬ ⓭ ⓮ ⓯ ⓰ ⓱ ⓲
1) START/BRIGHT – DIM – OFF Controls the cabin lights.
2) NO SMOKE & FSB – OFF – FSB Controls the passenger warning signs.
3) MANUAL TEMP INCR – DECR Provides regulation of the temperature level when the CABIN TEMP MODE
selector is in either MAN HEAT or MAN COOL.
4) VENT BLOWER HIGH – LO – AUTO Controls the forward vent blower. Must be set to HI or LO when ELEC HEAT –
OFF switch is set to ELEC HEAT.
5) CABIN TEMP Provides regulation of the temperature level when the CABIN TEMP MODE selector is in AUTO.
6) CABIN TEMP MODE Provides for selection of automatic or manual air conditioning control.
58
Copilot's Subpanel
7) PROP AMPS Indicates the electrical current being drawn by the propeller de-ice. Should read between 18 and
24 amps when PROP AUTO switch is set to AUTO.
8) LEFT AND RIGHT BLEED AIR VALVES Three position switches controlling bleed air from the left and right engines.
In the OPEN position, provides bleed air to the pneumatically operated systems, environmental systems, and
vacuum air to the standby gyro. In the ENVIR OFF position, provides bleed air to the pneumatic systems and
vacuum air to the standby gyro. In the INSTR & ENVIR OFF position, both the environmental and pneumatic flow
valves are closed. NOTE: At least one bleed air switch must be in the OPEN position for pressurized flight.
9) STALL WARN TEST Used before flight to test the stall warning system. Simulates a stall condition and sounds the
stall warning horn.
10) AFT BLOWER Controls the aft vent blower. Must be ON when the ELEC HEAT – OFF switch is set to ELEC HEAT.
11) ELEC HEAT – OFF Turns the supplemental cabin heating system on and off. When in the ELEC HEAT position,
illuminates the [ELEC HEAT ON] annunciator.
12) ENG FIRE EXT TEST A six-position rotary switch that permits testing of each of the three fire detection circuits in
each nacelle (DET 1 – 2 – 3, testing both sides simultaneously) and the status of the installed fire extinguishers in
each nacelle (EXT L – EXT R). NOTE: During the test, the pilot’s and copilot’s red MASTER WARNING switches will
flash and the [L ENG FIRE] and [R ENG FIRE] warning annunciators will illuminate.
13) CABIN AIR Used to help regulate cockpit comfort when the cockpit partition doors are closed.
14) COPILOT’S AIR Used to help regulate cockpit comfort when the cockpit partition doors are closed.
15) GYRO SUCTION Indicates gyro suction is available to run the standby gyro.
16) CABIN AIR GAUGE Indicates something, but I don’t know what. Oh, yeah. Indicates that the Cabin Air knob has
been pulled out.
17) PNEUMATIC PRESSURE Indicates bleed air pressure is available for de-icing systems, vacuum system, bleed air
warning, rudder boost, and the cabin door seal.
18) OXYGEN SUPPLY PRESSURE Indicates the amount of pressure in the oxygen system. When the oxygen masks
are deployed, this pressure will gradually decrease.
19) FURN ON - COFFEE OFF - OFF Supplies power to the galley in the cabin. (You'll probably have to get your own
coffee.)
20) MIC NORMAL - OXYGEN MASK Switches between the headset microphone and the oxygen mask microphone.
59
Pilot's Subpanel
Pilot’s Subpanel Overview
The pilot’s subpanel contains the controls for the aircraft electrical system, engine start and ignition, aircraft ice
protection, exterior lighting, autofeather system, and landing gear. These are all clustered in one easy-to-see and easy-
to-access location.
Pilot’s Subpanel Click-Spots and Functions
Rotary knobs can be turned using click-spots on both the left and right sides of the knobs. They can also be rotated
using your mouse’s scroll wheel. Two-position switches can be flipped by clicking in the middle of the switch. Three-
position switches can be flipped using +/- click-spots above and below the switch. Items described in red are animated
but serve no function in the simulator. Be sure to follow the aircraft checklists to ensure that the settings are
maintained for the different phases of flight.
⓭ ❶
⓬ OPERATIONAL NOTE
The Hot Battery Bus is powered by the battery
regardless of the position of the Master Battery
❺ switch. It supplies the firewall shutoff valves,
clocks, standby boost pumps, and engine fire
extinguishers.
⓫
❹ SOFTWARE NOTE
❸ Default battery drain times in P3D are
unrealistically short, and the Flight1 Beechcraft
Super King Air B200 does not model external
power. For users without the payware version of
FSUIPC, we recommend Flight1 Software's BAT-X
battery extension utility.
❷ ❻ ❼ ❽ ❾ ❿
1) AVIONICS MASTER PWR – OFF Provides power to the Flight Director, AFCS, COM and NAV radios.
2) MASTER BATTERY ON – OFF In the ON position, provides power from the battery to the electrical power buses.
3) GEN 1 GEN RESET – ON – OFF Controls the left engine generator. If the generator is OFF, the switch must be
moved to GEN RESET and then to ON. Spring loaded to ON from the GEN RESET position.
4) GEN 2 GEN RESET – ON – OFF Controls the right engine generator. If the generator is OFF, the switch must be
moved to GEN RESET and then to ON. Spring loaded to ON from the GEN RESET position.
60
Pilot's Subpanel
5) MASTER SWITCH GANG BAR Useful for simultaneously switching off both generators and the master battery
switch.
6) PARKING BRAKE Sets the parking brake. The parking brake may be released by pressing on the toe brakes.
7) IGNITION AND ENG START LEFT ON – OFF – STARTER ONLY Move the switch to the ON position to apply power
to the left engine starter/generator and illuminates the [L IGNITION ON] annunciator. Move the switch to OFF
when N1 rpm is greater than 50% and before switching GEN1 to ON. Move the switch to STARTER ONLY when
performing the Engine Clearing Checklist (page 87).
8) IGNITION AND ENG START RIGHT ON – OFF – STARTER ONLY Move the switch to the ON position to apply
power to the right engine starter/generator and illuminates the [R IGNITION ON] annunciator. Move the switch
to OFF when N1 rpm is greater than 50% and before switching GEN2 to ON. Move the switch to STARTER ONLY
when performing the Engine Clearing Checklist (page 87).
9) AUTOFEATHER ARMED – OFF – TEST When this switch is in the ARMED position, the power levers are advanced
to a position that should produce approximately 90% N1 rpm and the engines are producing at least 400 ft-lbs
torque, illuminates the [L AUTO FEATHER] and [R AUTO FEATHER] annunciators. Should one engine fail to
produce at least 400 ft-lbs of torque, the other engine’s autofeather will disarm. Should the failed engine’s
torque then fall to below 200 ft-lbs, its propeller will automatically be feathered. The TEST position is used to
bypass the power lever positioning requirement so that the autofeather system can be tested on the ground
under reduced power.
10) PROP GOV TEST – OFF When in the TEST position, sets the prop governor to limit prop speed to 1830 – 1910
rpm. (See Before Takeoff (RUNUP) checklist, page 61.)
11) LEFT AND RIGHT ENGINE ANTI-ICE EXTEND – RETRACT Controls the position of the engine ice vanes.
12) LEFT AND RIGHT ENG AUTO IGNITION ARM – OFF When set to the ARM position and engine torque falls below
400 ft-lbs, DC power is applied to the ignition system and the appropriate [IGNITION ON] annunciator will
illuminate.
13) MIC NORMAL - OXYGEN MASK Switches between the headset microphone and the oxygen mask microphone.
KING AIR FLYING TIP

It's a good idea to get in the habit of extending the ice vanes (engine anti-ice) any time you're running the
engines on the ground. What you've got just to the right and left of the cockpit are two big fans that are
really good at kicking up pebbles, metal debris, and trash so that they can be sucked up by the giant vacuum
cleaners that are your PT6A turbines. Unless you're landing at a mountain airfield on a very hot day with a
fully loaded aircraft, we also recommend extending the ice vanes while you're on approach so that they're
already extended when you land.
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Pilot's Subpanel
❷ ❸ ❹ ❺ ❻ ⓴ ⓰ ⓱ ⓲
❶ ❼ ⓫ ⓬ ⓭ ⓮ ❽❾❿ ⓯ ⓳
1) LEFT AND RIGHT ICE VANE MANUAL OVERRIDE T-HANDLES May be used to extend the left and right ice vanes
manually. Airspeed should be reduced to below 160 KIAS prior to using the ice vane manual override system.
2) LANDING LIGHTS Switches the landing lights on and off when the landing gear is extended. If switched on while
the landing gear is retracted, the [LDG/TAXI LIGHT] annunciator will illuminate.
3) TAXI LIGHT Switches the taxi light on and off when the landing gear is extended. If switched on while the
landing gear is retracted, the [LDG/TAXI LIGHT] annunciator will illuminate.
4) ICE LIGHT When ON, illuminates the left wing to permit visual inspection of ice accumulation at night.
5) NAV LIGHTS Switches the navigation lights on and off.
6) RECOG LIGHTS Switches the recognition lights on and off.
62
7) PILOT AND COPILOT WSHLD ANTI-ICE NORMAL – OFF – HI Both windshields are heated by means of elements
embedded in the glass. A thermal sensor monitors glass temperature to maintain a constant temperature
between 95 – 105oF, though at colder temperatures and high airspeeds, the system may not be capable of
maintaining an ice-free windshield. The NORMAL position provides heat to the broadest area. The HI position
applies higher intensity heat to a smaller area. The thermal sensor prevents overheating, so the windshield anti-
ice system may be used on the ground or in flight.
8) PROP AUTO – OFF Switches the propeller de-icing system on or off. When the possibility of ice accumulation
exists, the switch should be moved to the AUTO position. This begins the timer sequenced propeller de-icing
process. Monitor the PROP AMPS ammeter on the Copilot’s Subpanel to ensure current flow to the propeller
heating elements.
9) PROP MANUAL – OFF Provides a manual backup in case automatic sequencing of the prop de-ice fails to occur.
To operate, hold the switch in the MANUAL position for 90 seconds, then release.
10) LEFT AND RIGHT FUEL VENT HEAT When ON, applies heat to the left and right fuel vents.
11) BRAKE DEICE When the landing gear is extended in icing conditions, the BRAKE DEICE switch may be moved to
the UP position, illuminating the[BRAKE DEICE ON] annunciator, and providing hot, high pressure bleed air to the
brake assemblies on each main landing gear. May be used in flight or on the ground.
12) DEICE CYCLE SINGLE – OFF – MANUAL Controls the operation of the pneumatic deice boots on the wings and
horizontal stabilizers. Spring loaded to the OFF position. When one-half to one inch of ice has accumulated on
the wings, select the SINGLE position and release to actuate the deice boots for one cycle. If the boots fail to
function sequentially, select the MANUAL position and release to actuate all of the deice boots simultaneously
for one cycle.
13) STALL WARN HEAT When ON, applies heat to the stall sensor.
14) LEFT AND RIGHT PITOT HEAT When ON, applies heat to the pitot tubes.
15) LANDING GEAR HANDLE AND INDICATOR LIGHTS Raises and lowers the landing gear. Illuminates RED while the
landing gear are transitioning from DOWN to UP or from UP to DOWN. If any landing gear fails to lock down, the
handle will remain illuminated RED. The three-segment light to the right of the gear handle indicates green
when each landing gear is down and locked. While the landing gear are transitioning or retracted, the lights are
extinguished.
16) BEACON Switches the beacon on and off.
17) STROBE Switches the strobe lights on and off.
18) TAIL FLOOD Switches the tail illumination lights on and off.
63
19) HYD FLUID SENSOR TEST Press to test the hydraulic fluid level. If the [HYD FLUID LOW] annunciator illuminates,
the hydraulic fluid should be replenished.
20) PROP SYNC Controls DC power to the synchrophasing system, which matches the rpm and blade phase of the
propellers in order to reduce cabin noise. The Flight1 Beechcraft Super King Air B200 has a Type II
sychrophasing system which is certified for use during takeoff and landing.
KING AIR FLYING TIP

Let's take a minute to think about properly landing the King Air B200. It should go without saying (but it
doesn't) that one should use the proper approach and touchdown speeds. You'll find the approach speeds
on page 9 of this manual. Go ahead and look, I'll wait. Notice that the approach speeds decrease as the
aircraft weight decreases. This is because the approach speed (also known as VREF) is calculated as 1.3 times
the stall speed, and since stall speed varies with weight, so does the approach speed. But, what is the
approach speed, exactly? Well, I'll tell you, in bold letters, because it's important: It's your target speed for
a point 50 feet above touchdown.
Approach Speed is not your actual speed while on approach, nor is it your touchdown speed. In a genuinely
stabilized approach, you'd fly VREF speed all the way from the Final Approach Fix to 50 feet above
touchdown. This technique works great in jets, but it just isn't necessary in turboprops, nor is it desirable.
What you want in a turboprop is to maintain your single-engine best rate-of-climb speed for as long as
possible, in case you have a balked landing (which is what a missed approach is called in a King Air) and a
failed engine.
So, in visual conditions, your best approach is flown gradually decelerating to about 121 KIAS, flaps to
APPROACH, until you're at about 500 feet above touchdown. At that point, select FULL FLAPS, and you'll
slow to about 105 KIAS pretty quickly. After that, you can slowly pull the power off to reach VREF at 50 feet
above the runway threshold. Aim for touchdown about 1,000 feet down the runway, slowing your rate of
descent to just one or two hundred feet per minute. Your airspeed will bleed off naturally, and the King Air
will deliver you a nice, smooth landing.
Pilot's Yoke-Mounted Digital Clock
Pilot's Yoke-Mounted Digital Clock Overview
The pilot's yoke-mounted digital clock normally displays the current time in a 24-hour format, and provides for display of
the date, and a digital count-up timer. It functions independently of the digital clock and timer features in the G1000.
Pilot's Yoke-Mounted Digital Clock Click-Spots and Functions
Three pushbuttons mounted below the clock's digital display permit control of the functions of the clock as described
below. Once started, the timer will continue to run, even if the display is switched to timer mode.
64
Pilot's Yoke-Mounted Digital Clock
❷ ❶ ❸
1) MODE toggles between timer and clock, as indicated by the LCD marker below the digital readout.
2) SET - RST resets the stopped timer to zero.
3) DT-AV/ST-SP starts and stops the time when in timer mode, displays the date when in clock mode.
Overhead Lighting Control Panel
Overhead Lighting Control Panel Overview
The overhead lighting control panel contains the controls for the aircraft panel lighting, windshield wipers, and meters
supporting the aircraft electrical system. These are all clustered in one easy-to-see and easy-to-access location.
Overhead Lighting Control Panel Click-Spots and Functions
Multi-position rotary knobs can be turned using click-spots on both the left and right sides of the knobs. They can also
be rotated using your mouse’s scroll wheel. Two-position switches can be flipped by clicking in the middle of the switch.
The volt/ammeters have a press-to-test voltage button on their lower left.
65
❶ ❸
❷ ❹ ❺ ❻ ❼ ❽
❾ ❿ ⓫
4) WINDSHIELD WIPERS PARK – OFF – SLOW – FAST Controls the windshield wipers. SLOW and FAST speeds are
available. PARK moves the wipers to a position near the windshield center strut to minimize their effect on
forward visibility. When switching wipers off, move the switch to PARK until the wipers are positioned near the
center strut and then move the switch to OFF. Wipers may be used in flight or on the ground.
5) PANEL FLOOD LIGHTS Controls indirect lighting mounted under the glareshield which illuminate the main panel.
6) OVERHEAD DOME LIGHT Controls the lights positioned for general illumination of the entire cockpit.
7) AVIONIC G1000 LIGHTS Controls the back lit illumination of the G1000 avionics.
8) INSTRUMENT LIGHTS Controls the lights which illuminate the analog instruments such as the volt/ammeters
and fuel guages.
9) SIDE AND LOWER PANEL LIGHTS Controls illumination of the left and right side panels.
66
10) CENTER CONSOLE LIGHTS Controls the illumination of the center console elements.
11) OVERHEAD PANEL LIGHTS Controls the illumination of the overhead panel back lighting.
12) LEFT GENERATOR VOLT/AMMETER Normally displays the load on the left generator as a percentage of
maximum rated load (250 amps). When pressed, the button at the lower left of the meter will cause the meter
to display system voltage.
13) RIGHT GENERATOR VOLT/AMMETER Normally displays the load on the right generator as a percentage of
maximum rated load (250 amps). When pressed, the button at the lower left of the meter will cause the meter
to display system voltage.
14) BATTERY AMMETER Displays the battery charge or discharge rate (-60 amps to +60 amps). The charge rate
should be 0 to +10 amps for takeoff.
15) MAGNETIC COMPASS
Fuel Control Panel
Fuel Control Panel Overview
The fuel control panel contains the controls and displays associated with the aircraft fuel system. These are all clustered
in one easy-to-see and easy-to-access location.
Fuel Control Panel Click-Spots and Functions
Two-position switches can be flipped by clicking in the middle of the switch. Three-position switches can be flipped
using +/- click-spots above and below the switch and returned to center by clicking on the click-spot at the center of the
switch. Be sure to follow the aircraft checklists to ensure that the settings are maintained for the different phases of
flight.
67
Fuel Control Panel
❶ ❷ ❸
❹ ❾ ⓫ ❺ ❻ ❼ ⓬ ❿ ❽
1) LEFT STANDBY PUMP ON – OFF Controls the left backup electrically driven fuel pump. Used in the event of a
failure of the left engine-driven fuel boost pump or if using aviation gasoline above 20,000 feet. Should be OFF
during crossfeed operations.
2) CROSSFEED FLOW – OFF Controls fuel crossfeed operations, which is conducted only during single-engine
operations. Move the switch toward the side being crossfed TO. This will cause the [FUEL CROSSFEED]
annunciator to illuminate. The standby pump on the delivery side will be turned on. Fuel will stop transferring
from the auxiliary fuel tank on the receiving side, illuminating the NO TRANSFER light on that side (unless that
auxiliary fuel tank is empty).
3) RIGHT STANDBY PUMP ON – OFF Controls the right backup electrically driven fuel pump. Used in the event of a
failure of the right engine-driven fuel boost pump or if using aviation gasoline above 20,000 feet. Should be OFF
during crossfeed operations.
68
Fuel Control Panel
4) LEFT AUX TRANSFER OVERRIDE – AUTO Normally left in the AUTO position. During normal operations, the left
engine draws fuel first from the left auxiliary fuel tank. Should this fail to occur, move the switch to the
OVERRIDE position to apply DC power to the motive pump in order to draw fuel from the left auxiliary tank.
5) LEFT FUEL QUANTITY GAUGE Displays the fuel quantity in the left main or auxiliary tank, as selected by the FUEL
QUANTITY MAIN – AUXILIARY switch.
6) FUEL QUANTITY MAIN – AUXILIARY Controls display of either main or auxiliary fuel quantities in both FUEL
QUANTITY GAUGES.
7) RIGHT FUEL QUANTITY GAUGE Displays the fuel quantity in the right main or auxiliary tank, as selected by the
FUEL QUANTITY MAIN – AUXILIARY switch.
8) RIGHT AUX TRANSFER OVERRIDE – AUTO Normally left in the AUTO position. During normal operations, the
left engine draws fuel first from the right auxiliary fuel tank. Should this fail to occur, move the switch to the
OVERRIDE position to apply DC power to the motive pump in order to draw fuel from the right auxiliary tank.
9) LEFT NO TRANSFER LIGHT Indicates that fuel is present in the left auxiliary fuel tank but is not being transferred
to the engine. It is normal for this light to illuminate during left engine start and remain lit for 30 to 50 seconds,
until fuel starts being drawn from the left auxiliary tank.
10) RIGHT NO TRANSFER LIGHT Indicates that fuel is present in the right auxiliary fuel tank but is not being
transferred to the engine. It is normal for this light to illuminate during right engine start and remain lit for 30 to
50 seconds, until fuel starts being drawn from the right auxiliary tank.
11) LEFT FIREWALL SHUTOFF VALVE OPEN – CLOSED When CLOSED, fuel is cut off from the left engine. Note that
the valve is closed when the red switch guard is open.
12) RIGHT FIREWALL SHUTOFF VALVE OPEN – CLOSED When CLOSED, fuel is cut off from the right engine. Note
that the valve is closed when the red switch guard is open.
MASTER WARNING SYSTEM

Master Warning System Overview
The Master Warning System consists of two flashers located directly in front of each pilot (one, in red, labeled MASTER
WARNING and the other, in yellow, labeled MASTER CAUTION), a warning annunciator panel with red indicators located
on the center of the glare shield, and a caution-advisory annunciator panel with yellow and green indicators located
between the pilot's and copilot's subpanels. A press-to-test switch next to the Warning Annunciator Panel is used to
illuminate all of the annunciator lights and flashers.
69
GLARESHIELD FLASHERS
OPERATIONAL NOTE
A fault requiring the immediate attention of the pilot will be
indicated by one of the master flashers and by individual
annunciators in the associated annunciator panel. Clicking on the
flasher will extinguish it, leaving the annunciator illuminated until
the fault is cleared.
❶ ❷
1) MASTER WARNING Flasher - Alerts the pilot to a warning condition indicated by a warning annunciator.
2) MASTER CAUTION Flasher - Alerts the pilot to a caution condition indicated by a caution annunciator.
WARNING ANNUNCIATORS
❶ ❷
1) STBY Instrument Lighting Control - Controls the illumination of the standby instruments.
2) Master Warning System Press-to-Test - Illuminates all system annunciators and flashers.
NOMENCLATURE COLOR CAUSE FOR ILLUMINATION

L ENG FIRE RED Fire in left engine compartment
CABIN/DOOR RED Cabin door open or not secure
ALT WARN RED Cabin altitude exceeds 12,500 feet
R ENG FIRE RED Fire in right engine compartment
L FUEL PRESS RED Fuel pressure failure on left side
R FUEL PRESS RED Fuel pressure failure on right side
L OIL PRESS RED Low oil pressure left engine
L GEN OVHT RED Left generator temperature too high
A/P TRIM FAIL RED Improper trim or no trim from autopilot trim command
R GEN OVHT RED Right generator temperature too high
R OIL PRESS RED Low oil pressure right engine
L CHIP DETECT RED Contamination is detected in left engine oil
L BL AIR FAIL RED Melted or failed plastic left bleed air failure warning line
A/P FAIL RED Autopilot is disconnected
R BL AIR FAIL RED Melted or failed plastic right bleed air failure warning line
R CHIP DETECT RED Contamination is detected in right engine oil
70
CAUTION AND ADVISORY ANNUNCIATORS
NOMENCLATURE COLOR CAUSE FOR ILLUMINATION

L DC GEN AMBER Left generator off line
HYD FLUID LOW AMBER Hydraulic fluid in the landing gear system is low
PROP SYNC ON AMBER Synchrophaser is turned on with the landing gear extended
RVS NOT READY AMBER Propeller levers are not in the high-rpm, low-pitch position with the
landing gear extended
R DC GEN AMBER Right generator off line
DUCT OVERTEMP AMBER Duct air too hot
L ICE VANE AMBER Left ice vane malfunction. Ice vane has not attained proper position
BATT CHARGE AMBER Excessive charge rate on the battery
EXT PWR AMBER External power connector is plugged in
R ICE VANE AMBER Right ice vane malfunction. Ice vane has not attained proper position
L AUTOFEATHER GREEN Autofeather armed with power levers advanced above approximately
90% N1 power lever position
ELEC TRIM OFF GREEN Electric trim deenergized by a trim disconnect switch on the control
wheel with the system power switch on the pedestal turned on
AIR COND N1 LOW GREEN Right engine rpm is too low for air conditioning load
R AUTOFEATHER GREEN Autofeather armed with power levers advanced above approximately
90% N1 power lever position
L ENG ANTI-ICE GREEN Left ice vane extended
BRAKE DEICE ON GREEN Brake deice has been selected
LDG/TAXI LIGHT GREEN Landing lights on with landing gear up
PASS OXY ON GREEN Oxygen is available to the passengers
R ENG ANTI-ICE GREEN Right ice vane extended
L IGNITION ON GREEN Left starter/ignition switch is in the engine/ignition mode or left
autoignition system is armed and left engine torque is below 400 ft-lbs
L BL AIR OFF GREEN Left environmental bleed-air valve is closed
FUEL CROSSFEED GREEN Crossfeed has been selected
R BL AIR OFF GREEN Right environmental bleed-air valve is closed
R IGNITION ON GREEN Right starter/ignition switch is in the engine/ignition mode or right
autoignition system is armed and right engine torque is below 400 ft-lbs
71
Standby Instruments
Standby Instruments Overview
Four standby instruments are provided. These include an attitude indicator, an altimeter, an airspeed indicator, and a
compass. They are arranged vertically, to the right of the pilot’s Primary Flight Display. Except for their internal lighting,
the standby flight instruments function independently from the aircraft electrical system. Illumination controls for the
standby instruments are located to the left of the Warning Annunciator Panel on the glare shield.
Standby Attitude Indicator
The standby attitude indicator provides pitch and roll information. Power for
the standby attitude indicator is provided by gyro suction from the engine bleed
air system on either engine. At least one engine must be running and its
associated bleed air switch set to ENVIR OFF or OPEN for the standby attitude
indicator to function. A Pull to Cage knob is provided to prevent damage to the
internal gyro when the unit is not powered up. Electrical power is used for
internal illumination.
The standby attitude indicator is also equipped with Course Deviation Indicator
(CDI) and Glide Slope (GS) needles. When electrical power is functioning, the
avionics switch is ON, and the NAV1 radio is tuned to a station that is close
enough to receive, the standby attitude indicator CDI and GS needles will
display course and glide slope deviation, respectively. A red flag is displayed for
each needle when no navigation signal is present.
Standby Altimeter
The standby altimeter displays barometric-corrected aircraft altitude

information on both a digital readout and a circular dial. The Kollsman knob
permits the manual setting of barometric information, which is displayed
digitally on the face of standby altimeter in both millibars (MB) and inches of
mercury (HG). It is a mechanical instrument requiring no power to operate,
however, electrical power is used to power an internal vibrator which minimizes
pointer sticking, and for internal lighting. The OFF flag indicates no power is
applied to the unit.
Standby Airspeed Indicator
The standby airspeed indicator is a purely mechanical instrument that provides

airspeed information. It is marked in accordance with the airspeeds called out
in the airplane’s POH. Electrical power is used only for internal lighting.
72
Center Pedestal
Center Pedestal Overview
The copilot’s subpanel contains the cabin lighting controls, air conditioning system controls, stall warning test and fire
extinguishing system test controls. Also located here are the gauges for propeller de-ice, gyro suction, pneumatic
pressure, and the oxygen system.
Center Pedestal Click-Spots and Functions
1) FLAPS Indicator - Indicates the position of

the flaps.
2) GO AROUND Button - When pressed, sets

the Flight Director cue to a nose-up, wings-
level position. On the ground, sets the G1000
to Takeoff (TO) mode, with the FD cue at 8.6o
nose up. In the air, sets the G1000 to Go
Around (GA) mode, with the FD cue at 8o nose
up.
3) Pitch Trim Wheel - Adjusts pitch trim.
4) Power Levers - Control engine N1 speed

when forward of the flight idle gate or in the
reverse range. Control propeller pitch in the
beta range between flight idle and reverse.
5) Aileron Trim knob - Adjusts roll trim.
6) Propeller Levers - Control propeller RPM by

adjusting blade angle (pitch). Pulled all the
way aft, they place the propeller blade angle in
"feather" to minimize drag from a failed
engine in flight, or to minimize noise while on
the ramp.
7) Rudder Trim knob - Adjusts yaw trim.
8) Flap Handle - Controls the position of the

wing flaps. There are three positions: UP,
APPROACH (40% extension), and DOWN.
❷ ❸ ❹ ❺ ❻ ❼ ❽ ❾
9) Condition Levers - Control the idle speed of the engines. On the Flight1 Beechcraft Super King Air B200, low idle is set
to 66% N1, and high idle is set to 70% N1. These figures are attainable only on the ground; condition lever position has
no effect on the aircraft in flight.
73
Engine Management
Starting
Despite what you may have heard about starting PT6-powered King Airs, there are a number of different starting
techniques that are correct. It is not within the scope of this manual to explain them all, so I'll mostly cover the
procedure recommended by Beechcraft, and which is outlined for you in the ENGINE STARTING checklist on page 87,
and I'll offer you a couple of options. For detailed discussions of other techniques, I'll refer you to Tom Clements'
excellent The King Air Book.
To begin, set the power levers so that the rear edge of the lever arms is at approximately the midpoint of the FLIGHT
IDLE "box" etched onto the center pedestal, set the parking brake, and turn the battery switch ON. On the overhead
panel, push the buttons on the volt/loadmeters and ensure that the battery voltage is at least 24 volts.
Now, the checklist calls for you to start the right engine first, and if you did that every time, you would not be wrong.
But in doing this, eventually, you'll notice a difference in the run times between the engines, with the right engine seeing
more use than the left. To balance the wear and tear on our engines, it's perfectly acceptable to alternate which engine
you start first.
Another thing to consider is whether you start the engines with the prop levers full forward (as called for in the
checklist) or with them pulled back in the feathered position. Again, either method is acceptable and correct, so the
choice is yours. Consider starting the engines with the props feathered if you're on an icy, slippery ramp and the brakes
aren't going to be of much use in holding you in place with all the torque that comes with a props-full-forward start. Or,
if you've got ramp workers close by, a less-noisy feathered start could be considered a kindness. Otherwise, use the
props-full-forward method outlined in the checklist.
Okay, you've flipped the start switch on the first engine. Verify that the green [IGNITION] advisory annunciator is
illuminated, and watch for the red [FUEL PRESS] warning annunciator to extinguish. Next, watch the %N1 gauge climb (it
should now be past 10%) and wait for it to reach its maximum, which should be between 16% and 20%. We want the
engine turning as fast as possible before we introduce fuel, because the engine uses about 75% of its airflow for cooling.
Introduce fuel too early, and you'll get a hot start, and end up needing a costly engine overhaul. Note that the 12% N1
speed called for in the checklist is the MINIMUM safe starting rpm. The engines on the Flight1 Beechcraft Super King Air
B200 won’t “light” until N1 is at least 13-14%, anyhow, and the earlier you add fuel, the higher your ITT will be during
the start. Adding fuel too early won’t make the engine start sooner, but the extra fuel you’ve pumped in before it lights
will make it start hotter.
By now, you've got N1 stabilized between 16% and 20%, the [IGNITION] annunciator is on and the [FUEL PRESS]
annunciator is extinguished, so you can add fuel. Move the condition lever to LOW IDLE, and the N1 should start to rise
fairly rapidly. As it does, note the ITT. If the needle goes above 900oC, pull the condition lever to cut off IMMEDIATELY.
Performed correctly, your starts should see ITTs well below 800oC. Also note that if the N1 doesn't begin to rise within
ten seconds of when you set the condition lever to LOW IDLE, you should abort the start by pulling the condition lever
back to cut off.
If the oil pressure is climbing or in the normal range, and N1 is above 50%, move the condition lever to HIGH IDLE and
move the start switch to OFF.
74
Engine Management
Starting, cont...
Once the engine is stable, you can switch on the generator. This is a two-step process: move the generator switch to
RESET, then release it, and it will snap to the ON position. Observe the amber [BATT CHARGE] caution annunciator
illuminates for several seconds. If you like, you can watch the battery ammeter as the charge cycle progresses. Once
the charge is complete, switch the generator OFF.
Starting the second engine is slightly more complex, because Beechcraft has us switch on the first engine's generator
after the initial battery-powered spool-up, to assist in starting the second engine. As with the first engine, move the
start switch to the ON position and observe the [IGNITION] annunciator come on and the [FUEL PRESS] annunciator
extinguish. Move the second engine's condition lever to LOW IDLE and then switch on the first engine's generator again
(remember: RESET, then ON). Monitor the ITT on the second engine and be sure to move the condition lever to fuel cut
off if there's a hint of a hot start. You'll also see the [BATT CHARGE] annunciator illuminate after you switch on the
generator again; this is because you've used the battery again for an engine start. Once the second engine is stable and
has good oil pressure, you can switch on its generator, as well.
With both generators online, move the first engine's condition lever to LOW IDLE and check BOTH volt/loadmeter push-
buttons again. You should see 28V DC on both meters.
Ready to go, right? Wrong! Before you leave the ramp, extend the ice vanes. It's not called for in the checklist, but it's
good advice. Extending your ice vanes can keep your engines from ingesting foreign objects and debris (FOD) while
you're conducting ground operations. Again, it's not a requirement, but you'll certainly regret not making a habit of
extending the ice vanes if one of your engines ever finds a screw or a rock and tries to pull it through the compressor
section.
Setting Takeoff Power
If you've spent much time flying a stock King Air B200 with PT6A-41 or -42 engines, you've grown accustomed to
operating at or near the ITT limits for those engines. The Blackhawk XP52 modification installed on our King Air
effectively does away with that by raising the ITT limit by 80oC. Even with the ice vanes extended, you’ll have enough
power to get the airplane off of even short runways.
The preferred takeoff method in a King Air is the Standing Start. Line up on the runway and come to a stop. Hold the
brakes while you advance the power levers just far enough for the [AUTOFEATHER] annunciators to illuminate. This
happens when the power levers are positioned to command 90% N1, which is, coincidentally, the correct power setting
for takeoff. Wait until the props stabilize at 2000 rpm and release the brakes. ITT will increase a bit during the takeoff
roll, but you’re unlikely to ever exceed that 830oC ITT limitation. What you should be more worried about is exceeding
the torque limitations. That will happen at 92% N1, so don’t advance the power levers much beyond where the
[AUTOFEATHER] annunciators illuminate.
You can also perform a rolling takeoff in the King Air B200. As you line up on the runway centerline, smoothly advance
the power levers until the [AUTOFEATHER] annunciators illuminate. When the props come up to speed, they’ll fluctuate
75
Engine Management
Setting Takeoff Power, cont...
a little before settling onto the governors at 2000 rpm, and the airplane will wobble laterally until they do. Yes, it’s
uncomfortable for the passengers, and that’s why we prefer a standing start. Don’t fight the wobble, just keep the plane
on the runway centerline until it subsides after a second or two.
Managing Climb Power
This is where the Blackhawk Modifications XP52 package really comes into its own. Once the gear and flaps are up, set
the props to 1800 rpm and trim the airplane for 160 KIAS (on the AFCS, set the vertical speed to 2000 fpm). Climb rpm
for the stock B200 is 1900, but we get more power with the -52 engines, so we can get away with 1800.
Push the power levers forward until the torques read between 2100 ft-lbs and redline at 2230 ft-lbs. As the airplane
climbs, power will drop off, so you’ll need to push the power levers forward every now and then to keep the torques in
the target range. Keep an eye on the ITT. It’s not likely that you’ll get anywhere near the limit, but if you do, reduce
power.
Under most conditions, you should be able to keep the engines at or near their torque limits all the way up to about
24,000 feet, when you’ll run out of power lever travel.
Another difference between our King Air and the stock B200 is the climb profile. In a -41 or -42 powered airplane, you’d
allow your airspeed to decrease as you climb: 160 KIAS to 10,000 feet, 140 KIAS to 20,000 feet, 130 KIAS to 25,000 feet,
and 120 KIAS above 25,000. With the power in the -52 engines, our B200 will climb very fast at these speeds, but the
nose will be too high to safely observe other aircraft, and the deck angle will be uncomfortable for our passengers. You
can use those airspeeds, but it’s better to lower the nose a bit and climb at around 2000 fpm.
Setting Cruise Power
In the fifty years since the first King Air flew, there have been quite a few techniques suggested for setting cruise power.
Some, like the old, "set the hotter engine to the ITT limit and then match the torques" and "match the ITTs at 20oC
below the limit" arguments are pretty much useless, considering the higher ITT limits of our King Air’s PT6A-52 engines.
What we're left with the method that's been correct all along: Matching the torques at the value shown on the Normal
Cruise Power tables in the POH. (You'll find them starting on page 95.) Above 24,000 feet or so, it’s likely that you’ll
have reached the limits of the power lever travel, so simply set one power lever against the forward stop and adjust the
other to match the torques; that should get you very close to the settings called for in the performance tables.
Increased ITT limits notwithstanding, you'd still be wise to pull the power back to keep the ITT at or below 790oC, since
running the engines harder than that will tend to wear them out more quickly, and that can get expensive. If you start
getting close to Vmo/Mmo as indicated on the G1000 PFD, pull the power back a little bit. It is quite possible to
overspeed this airplane in level flight.
76
Engine Management
Managing Power in the Descent and Landing
The B200 is surprisingly easy to manage in the descent and on approach. At the top of descent, pull the power levers
back to set 80% N1, and dial in a 1500 fpm rate of descent using VS mode on the AFCS. Leave the prop levers where
they are. The result is a good rate of descent at a manageable airspeed. As you descend, you’ll need to adjust the
power levers to maintain 80% N1, and you can even pull them back a little further if you need to, but don’t go below
74% N1. Below that engine speed, there’s not enough bleed air to maintain pressurization.
As you level off before crossing the Final Approach Fix, with power set at 80% N1, your airspeed will decrease fairly
rapidly to around 160 KIAS. Set the flaps to approach and drop the landing gear just before you start your final descent.
I make it a habit to extend the ice vanes at this point, since we’ll need them extended on the ground and it’s one less
thing to worry about during the landing rollout. You can leave the power right where it is until you have the landing
made. Note the torque your engines are producing. If you lose an engine now, you can still fly the approach by setting
double the torque on the good engine.
With the gear down, you have three yellow caution annunciators: the glareshield Master Caution flasher, [PROP SYNC
ON], and [RVS NOT READY]. Clear the flasher, but ignore the other two until you have the landing made, then switch
Prop Sync off, select full flaps, and set power to between 600-650 ft-lbs torque. That’ll give you around 105 KIAS, and as
you flare, your speed should decrease to VREF. King Airs will float if you let them, so fly it right down onto the runway at -
100 to -200 feet per minute.
At touchdown, push the prop levers to full forward then pull the power levers all the way aft into reverse. Don't worry
that the props don't go right up to 2,000 rpm. What we actually want at this point is for the props to be slightly slower
than 2,000 rpm, so that we're assured that the blades are on the low pitch stops when we move the power levers into
the reverse range. Doing that helps get the engines into reverse quicker and helps stop the airplane more efficiently.
This is why it's important to be at VREF as you start your flare. The only way to be assured that the blades will be against
the low pitch stops is if the engine power and the airspeed combined are low enough to permit the props to drop below
the governor setting. Carrying too much speed into your landing can cause the props to windmill, and actually prevent
you from getting into reverse!
At 80 knots, you can get on the brakes as you need to. (But only as much as you need, since King Airs can be hard on the
brake pads.) Slowing through 60 KIAS, bring the engines out of reverse into beta. Continue braking, and exit the runway
at 10-15 knots.
You can almost always maintain taxi speed with the engines in beta, but don't forget to take them out of beta and put
them on the flight idle gate before shut down.
77
Cabin Pressurization
Cabin Pressurization Overview
The Cabin Pressurization Controls provide for the adjustment of cabin altitude and the rate of change when climbing or
descending. Also included here is the ability to depressurize the cabin and enable or disable the rudder boost system
and elevator trim.
Cabin Pressurization Click-Spots and Functions
❶ ❷ ❸
1) Cabin Pressure switch - Normally left in the PRESS

(center) position, which enables the cabin to pressurize
based on the CABIN ALT setting. When placed in the DUMP
(forward) position, the cabin will depressurize and remain
depressurized until the switch is returned to the PRESS
position. The TEST position bypasses the landing gear
safety switch to permit cabin pressurization tests while the
aircraft is on the ground.
2) Rudder Boost switch - When in the ON position, and

there is bleed air supplied by either engine, the RUDDER
BOOST system is enabled. This aids the pilot in maintaining
rudder positioning to compensate for asymmetrical thrust
in the event of a loss of power in one engine.
3) ELEV TRIM switch - Enables electrical control of elevator

trim. This switch is not illuminated, but if it is turned OFF,
the [ELEC TRIM OFF] advisory annunciator will illuminate.
❹ ❺
4) RATE knob - Controls the rate at which cabin pressure changes from its current altitude to the selected altitude. The
rate of change may be adjusted from approximately 200 to 2000 feet per minute. When set to the index mark, the rate
of change is 600 feet per minute.
5) CABIN ALT knob - Controls the cabin altitude by setting the maximum altitude at which the aircraft may fly without
exceeding the maximum pressure differential. Prior to climb, turn the CABIN ALT knob to set the inner scale to the
expected cruise altitude. If a change in cruise altitude is required, set the aircraft altitude on the inner scale accordingly.
After beginning descent for landing, set the destination field altitude on the outer scale.
OPERATIONAL NOTE
The Flight1 Super King Air B200 is capable of maintaining a pressurized cabin altitude of 10,400 feet at the aircraft's
maximum altitude of 35,000 feet.
78
Cabin Pressurization
Monitoring Cabin Pressurization
The current status of cabin pressure altitude may be monitored on the Cabin Altimeter and Cabin Climb Indicator,
located just forward of the throttle quadrant. Actual cabin pressure altitude is read in thousands of feet on the outer
scale of the Cabin Altimeter, while the Cabin differential pressure is read in psi on the inner scale. The rate of cabin
altitude change is read in thousands of feet per minute on the Cabin Climb Indicator.
KING AIR FLYING TIP

The official Beechcraft checklists call for the cabin pressurization controller to be set at cruising or
destination altitude plus 500 feet. According to Tom Clements' The King Air Book, their reasoning was that
particulates from tobacco smoke would gradually clog the cabin pressurization outflow valve, creating a
situation in which the passengers' ears would frequently pop while at cruise altitude. These days, far fewer
people smoke, so the outflow valve clogging is pretty much a thing of the past, and the 500 foot altitude
buffer is no longer necessary. You can set your Cabin Pressurization Controller to the correct altitude.
Supplemental Oxygen Supply System
The Flight1 Super King Air B200 is equipped with an emergency oxygen supply system that will deploy automatically if
cabin altitude exceeds 12,500 feet. Oxygen will flow to the masks automatically until the cabin altitude decreases to
below 12,500 feet. The system is operated by means of two push-pull switches located on the aft overhead in the
cockpit.
79
Supplemental Oxygen Supply System
❷ ❶
1) PULL ON-SYS READY Operates a cable which opens and closes the oxygen bottle shut off valve. When pushed
in, no oxygen supply is available. Pull the handle out prior to flight. When the PULL ON-SYS READY handle is
pulled, should cabin altitude exceed 12,500 feet, as indicated by illumination of the red [ALT WARN]
annunciator, the passenger oxygen masks will deploy and oxygen will begin to flow.
2) PASSENGER MANUAL O’RIDE When pulled, deploys the passenger oxygen masks and starts the flow of oxygen
regardless of cabin altitude.
KING AIR FLYING TIP

In the B200, there are an thirteen switches that must be set whenever you encounter icing conditions. They
are: Two engine auto ignition switches, two engine anti-ice switches (ice vanes), two windshield anti-ice
switches, two pitot heat switches, two fuel vent switches, a stall warning heat switch, a propeller deice
switch, and a surface deice switch. Granted, the last two have more than one switch, but since you only use
one at a time, they count as one apiece. (Flight1 has graciously combined the two pitot heat switches into a
single click-spot, so really, it's only a dozen switches to manipulate when you encounter icing.)
Save yourself some trouble and, when icing conditions are reported or likely, switch everything on except
the two engine anti-ice switches, the prop deice switch, and the surface deice switch. Everything else will
place a minimal load on the generators, and won't greatly affect the plane's performance. When you do
encounter icing conditions, such as visible moisture at below +5oC, flip those four switches on and accept the
performance loss until you're clear of the visible moisture.
80
LIMITATIONS
AIRSPEED LIMITATIONS
SPEED KCAS KIAS REMARKS
Maneuvering Speed 182 181 Do not make full or abrupt control movements above this speed.
VA (12,500 pounds)
Maximum Flap Extension/
Extended Speed VFE
Approach Position - 40% 200 200 Do not extend flaps or operate with flaps in prescribed position
Full Down Position - 100% 144 146 above these speeds.
Maximum Landing Gear
Operating Speed
VLO
Extension 182 181 Do not extend or retract landing gear above the speeds given.
Retraction 164 163
Maximum Landing Gear
Extended Speed VLE 182 181 Do not exceed this speed with landing gear extended.
Air Minimum Control This is the lowest airspeed at which the airplane is directionally
Speed 91 86 controllable when one engine suddenly becomes inoperative
VMCA and the other engine is at take-off power.
Maximum Operating Speed
VMO 260 259
MMO .52 Mach .52 Mach
AIRSPEED INDICATOR MARKINGS

MARKING KIAS REMARKS
Red Line 86 Air Minimum Control Speed (VMCA)
White Arc 75 to 146 Full-flap Operating Range
Wide White Arc 75 to 99 Lower limit is the Stalling Speed (VSO) at maximum weight with full flaps
(100%) and idle power.
Narrow White Arc 99 to 146 Lower limit is the Stalling Speed (VS) at maximum weight with Flaps Up (0%)
and idle power. Upper limit is the maximum speed permissible with flaps
extended beyond approach (more than 40%).
White Triangle 200 Maximum Flaps to Approach (40%) Speed
Blue Line 121 One-Engine-Inoperative Best Rate-of-Climb Speed
Red & White Hash-Marked 259 Maximum Speed for any operation.
Band .52 Mach
81
LIMITATIONS
ENGINE OPERATING LIMITS
OPERATING SHP TORQUE MAXIMUM GAS GENERATOR PROP OIL OIL
CONDITION FT-LBS OBSERVED RPM N1 RPM PRESS TEMP
(1) ITToC RPM % N2 PSI (2)
STARTING --- --- 1000 (3) --- --- -40(min)
LOW IDLE --- --- 660 (4) 22,500 60(min) --- 60(min) -40 to -99
HIGH IDLE --- --- --- --- (5) --- --- -40 to -99
TAKEOFF (6) 850 2230 830 38,100 101.5 2000 105 to 135 10 to 99
MAX CONT AND 850 2230 (7) 830 38,100 101.5 2000 105 to 135 10 to 99
MAX CRUISE
CRUISE CLIMB AND 850 2230 (7) 830 38,100 101.5 2000 105 to 135 0 to 99
REC CRUISE
MAX REVERSE (8) --- --- 830 --- 88 1900 105 to 135 0 to 99
TRANSIENT --- 2750 (3) 850 38,500(9) 102.6(9) 2200(3) --- 0 to 104(6)
FOOTNOTES:
(1) Torque limit applies within range of 1600-2000 propeller rpm. Below 1600 rpm, torque is limited to 1100 ft-lbs
(2) When gas generator speeds are above 27,000 rpm (72% N1) and oil temperatures are between 60oC and 71oC,
normal oil pressures are: 105 to 135 psi below 21,000 feet; 85 to 135 psi at 21,000 feet and above.
During extremely cold starts, oil pressure may reach 200 psi. Oil pressure between 60 and 85 psi is undesirable; it
should be tolerated only for the completion of the flight and then only at a reduce power setting not exceeding 1100 ft-
lbs. torque. Oil pressure below 60 psi is unsafe; it requires that either the engine be shut down, or that a landing be
made as soon as possible, using the minimum power to sustain flight. Fluctuations of plus or minus 10 psig are
acceptable.
(3) These values are time limited to 5 seconds.
(4) High ITT at ground idle may be corrected by reducing accessory load and/or increasing N1 rpm.
(5) At approximately 70% N1
(6) These values are time limited to 5 minutes.
(7) Cruise torque value vary with altitude and temperature.
(8) This operation is limited to one minute.
(9) These values are time limited to 10 seconds.
82
Emergency Procedures
EMERGENCY ENGINE SHUTDOWN
- ENGINE TORQUE DECREASE – UNSCHEDULED (Ground or Flight)(Not responsive to Power Lever Movement)
- ENGINE FIRE IN FLIGHT
- ENGINE FAILURE IN FLIGHT
Affected Engine:
1. Condition Lever – CUT-OFF
2. Propeller Lever – FEATHER
3. Fuel Firewall Valve – CLOSED
4. Fire Extinguisher – ACTUATE (if required)
5. Engine Auto-ignition – OFF
6. Generator – OFF
7. Propeller Synchrophaser – OFF
8. Electrical Load – MONITOR
ENGINE FIRE ON GROUND
Affected Engine:

2. Propeller Lever – FEATHER
3. Fuel Firewall Valve – CLOSED
4. Fire Extinguisher – ACTUATE (if required)
ENGINE FAILURE DURING GROUND ROLL
1. Power Levers – IDLE

2. Brakes – AS REQUIRED
3. Operative Engine – MAXIMUM REVERSE
WARNING
Extreme care must be exercised when using single-engine reversing on surfaces with
reduced traction.
If Insufficient Runway Remains for Stopping:

4. Condition Levers – CUT-OFF
5. Fuel Firewall Valves – CLOSED
6. Master Switch – OFF (Gang bar down)
7.
ENGINE FAILURE AFTER LIFT-OFF (If conditions preclude and immediate landing)
1. Power – MAXIMUM ALLOWABLE

2. Airspeed – MAINTAIN (take-off speed or above)
3. Landing Gear – UP
83
NOTE
If the autofeather system is being used, do not retard the failed engine power lever until
the autofeather system has completely stopped propeller rotation. To do so will
deactivate the autofeather circuit and prevent automatic feathering.
4. Propeller (inoperative engine) – FEATHER

5. Airspeed – BEST RATE-OF-CLIMB SPEED (after obstacle clearance altitude is reached)
6. Flaps – UP
7. Clean-up (inoperative engine):
a. Condition Lever – CUT-OFF
b. Fuel Firewall Valve – CLOSED
c. Engine Auto-ignition – OFF
d. Autofeather Switch – OFF
e. Generator – OFF
8. Electrical Load – MONITOR
ENGINE FAILURE IN FLIGHT BELOW AIR MINIMUM CONTROL SPEED (Vmca)
1. Reduce power on operative engine as required to maintain control

2. Lower nose to accelerate above minimum control speed
3. Adjust power as required
4. Secure affected engine as in EMERGENCY ENGINE SHUTDOWN
ENGINE FAILURE (AUTOPILOT ENGAGED)
1. YD key – PRESS and RELEASE

2. Emergency Engine Shutdown Procedure – COMPLETE
3. Trim Tabs – MANUALLY ADJUST ELEVATOR, AILERON, AND RUDDER TABS
4. Autopilot – PRESS 'AP' BUTTON (if desired) to RE-ENGAGE
5. Rudder Tab – MANUALLY ADJUST AS REQUIRED AFTER POWER AND CONFIGURATION CHANGES
ENGINE FLAMEOUT (2nd Engine)
1. Power Lever – IDLE

2. Propeller – DO NOT FEATHER
4. Conduct Air Start Procedures
NOTE
The propeller will not unfeather without engine operating.
AIR START
STARTER ASSIST
1. Cabin Temp Mode – OFF: Blower – AUTO: Aft Blower – OFF

2. Radiant Heat – OFF
3. Windshield Heat – OFF
84
6. Fuel Firewall Valve – OPEN
NOTE
If conditions permit, retard operative engine ITT to 700oC or less to reduce the
possibility of exceeding ITT limit. Reduce electrical load to minimum consistent with
flight conditions.
7. Ignition and Engine Start Switch – ON [IGNITION] Annunciator – ILLUMINATED

8. Condition Lever – LOW IDLE
9. Ignition and Engine Start Switch – OFF (N1 above 50%)
10. Propeller Lever – AS REQUIRED
11. Power Lever – AS REQUIRED
12. Generator – RESET, then ON
13. Engine Auto-ignition – ARM
14. Electrical Equipment – AS REQUIRED
WINDMILLING ENGINE AND PROPELLER (No Starter Assist)
1. Cabin Temp Mode – OFF: Blower – AUTO: Aft Blower – OFF

3. Windshield Heat – OFF
5. Propeller Lever – FULL FORWARD
7. Fuel Firewall Valve – OPEN
8. Generator (inoperative engine) – OFF
9. Airspeed – 140 KNOTS MINIMUM
10. Altitude – BELOW 20,000 FEET
11. Engine Auto-ignition – ARM
12. Condition Lever – LOW IDLE
13. Power – AS REQUIRED (after ITT has peaked)
14. Generator – RESET, then ON
15. Electrical Equipment – AS REQUIRED
85
Normal Procedures
Procedures by Flight Phase
BEFORE ENGINE STARTING

1. Elevator Trim – 0o SET
2. Cabin Door – LOCKED
3. Load and Baggage – SECURE
4. Weight and CG – CHECKED
5. Brakes – SET
6. Switches – OFF
7. Landing Gear Switch Handle – DOWN
8. Power Levers – IDLE
9. Propeller Controls – FULL FORWARD
11. Cabin Sign – FSB & NO SMOKE
12. Cabin Temp Mode – OFF
13. Vent Blower – AUTO
14. Aft Blower – OFF
15. Elec Heat – OFF
16. Oxygen Supply Pressure – CHECK
17. Oxygen Supply Control Handle – PULL ON SYS READY
18. Fuel Firewall Valves – CLOSED
19. Standby Pumps – ON (Listen for Operation)
20. Battery Switch – ON [FUEL PRESS] annunciators – ON
21. Fuel Firewall Valves – OPEN [FUEL PRESS] annunciators – OFF
22. Standby Pumps – OFF [FUEL PRESS] annunciators – ON
23. Crossfeed – ALTERNATELY LEFT AND RIGHT [FUEL CROSSFEED] – ON, [FUEL PRESS] – OFF
24. Crossfeed – OFF
25. Auxiliary Transfer Switches – AUTO
26. NO TRANSFER lights – PRESS TO TEST
27. Fuel Quantity – CHECK (Main and Auxiliary)
28. DC Volt/Loadmeters – PRESS TO CHECK VOLTAGE
29. Stall Warning – TEST
30. Fire Detectors and Fire Extinguishers – TEST
31. Annunciator Lights – TEST
32. Database – REVIEW FOR VALID OPERATING DATES AND CYCLE NUMBER
33. Rotating Beacons Switch – ON
Items in BOLD may be omitted for quick turn-around at pilot’s discretion.
86
Normal Procedures
ENGINE STARTING
NOTE
The BATTERY CHG annunciator will illuminate for approximately six seconds after
generator is online.
1. Right Ignition and Engine Start Switch – ON [R FUEL PRESS] annunciator – OFF
2. Right Condition Lever – LOW IDLE (after N1 rpm stabilizes; 12% minimum)
3. ITT and N1 – MONITOR (1000oC maximum)
4. Right Oil Pressure – CHECK
5. Right Condition Lever – HIGH IDLE
6. Right Ignition and Engine Start Switch – OFF (at 50% N1 or above)
7. Right Generator – RESET, then ON. CHARGE BATTERY until loadmeter reads approximately .50, then OFF
8. Left Ignition and Engine Start Switch – ON [L FUEL PRESS] annunciator – OFF
9. As Left N1 RPM accelerates through 12%:
a. Left Condition Lever – LOW IDLE
b. Right Generator – RESET, then ON
10. ITT and N1 – MONITOR (1000oC maximum)
11. Left Oil Pressure – CHECK
12. Left Ignition and Engine Start Switch – OFF (at 50% N1 or above)
13. Left Generator – RESET, then ON
14. Right N1 – REDUCE TO LOW IDLE
CAUTION
If no ITT rise is observed within 10 seconds after moving the Condition Lever to LOW
IDLE, move the Condition Lever to CUT-OFF. Allow 60 seconds for fuel to drain and
starter to cool, then follow ENGINE CLEARING procedures.
ENGINE CLEARING
2. Ignition and Start Switch – STARTER ONLY (for a minimum of 15 seconds)
CAUTION
Do not exceed the starter time limits; see LIMITATIONS Section
3. Ignition and Start Switch – OFF
AFTER STARTING, AND TAXIING

1. DC Voltage and Loadmeters – CHECK
2. Avionics Master – ON
3. Lights – AS REQUIRED
4. Cabin Temperature and Mode – AS REQUIRED
5. Instruments – CHECK
6. Brakes – CHECK
NOTE
Propeller Beta Range may be used during taxi with minimum blade erosion up to the
point where N1 increases. Care must be exercised when taxiing on unimproved
surfaces. If possible, conduct engine check-out on a hard surface free of sand and gravel
to preclude pitting of propeller blades and airplane surfaces.
87
Normal Procedures
BEFORE TAKEOFF (RUNUP)
1. Avionics – CHECK
2. Pressurization – SET
a. Cabin Altitude Selector Knob – ADJUST SO THAT INNER SCALE (ACFT ALT) INDICATES PLANNED CRUISE
ALTITUDE PLUS 500 FEET or MAXIMUM OPERATING PRESSURE ALTITUDE, WHICHEVER IS LOWER. (If this
setting does not result in an outer scale (CABIN ALT) indication of at least 500 feet above the take-off
field pressure altitude, adjust as required.)
b. Rate Control Selector Knob – SET INDEX AT 12-O’CLOCK POSITION
3. Autopilot – CHECK
4. Trim Tabs – SET
5. Flaps – CHECK AND SET
6. Flight Controls – CHECK FOR PROPER DIRECTION OF TRAVEL AND FREEDOM OF MOVEMENT
7. Overspeed Governors and Rudder Boost – TEST
a. Rudder Boost Control Switch – ON

b. Propeller Controls – FULL FORWARD (balance of test is performed on individual engines.)
c. Prop Test Switch – HOLD TO PROP GOV TEST
d. Power Lever – INCREASE UNTIL PROP IS STABILIZED AT 1830 TO 1910 RPM. CONTINUE TO INCREASE
UNTIL RUDDER MOVEMENT IS NOTED. (Observe ITT and Torque Limits.)
e. Power Lever – IDLE
f. Prop Test Switch – RELEASE. Repeat steps c, d, e, and f on the opposite engine.
8. Primary Governors – EXERCISE AT 1800 RPM

9. Instrument Vacuum/Deice Pressure System – CHECK (at 1800 rpm)
a. Both Bleed Air Valves – INSTR & ENVIR OFF

i. Pneumatic Pressure Gauge – SHOULD INDICATE ZERO PRESSURE
ii. Both [BL AIR FAIL] annunciators – ILLUMINATED
b. Both Bleed Air Valves – ENVIR OFF or OPEN as desired
i. Pneumatic Pressure Gauge – SHOULD INDICATE IN GREEN ARC
ii. Gyro Suction Gauge – SHOULD INDICATE IN WIDE GREEN ARC
iii. Both [BL AIR FAIL] annunciators – EXTINGUISHED
10. Engine Ice Vanes – CHECK (at 1800 rpm): EXTEND (check torque drop): RETRACT (retain original torque):
MONITOR Ice Vane Annunciators during check.
11. Autofeather – CHECK
a. Power Levers – APPROXIMATELY 500 FT-LBS TORQUE
b. Autofeather Switch – HOLD TO TEST (both autofeather annunciators illuminated)
c. Power Levers – RETARD INDIVIDUALLY
i. At Approximately 400 ft-lbs – OPPOSITE ANNUNCIATOR OUT
ii. At Approximately 220 ft-lbs – BOTH ANNUNCIATORS OUT (propeller starts to feather)
NOTE
Autofeather annunciator lights will cycle on and off with each fluctuation of torque as
the propeller feathers.
d. Power Levers – BOTH RETARDED (both lights out, neither propeller feathers)
Items in BOLD may be omitted for quick turn-around at pilot’s discretion.
88
Normal Procedures
12. Autofeather Switch – ARM
13. Propeller Feathering (manual) – CHECK
14. Fuel Quantity, Flight and Engine Instruments - CHECK
BEFORE TAKEOFF (FINAL ITEMS)

1. Bleed Air Valves – OPEN
2. Annunciator Lights – EXTINGUISHED or considered
3. Transponder – CHECKED
4. Ice Protection – AS REQUIRED
5. Engine Auto-ignition – AS REQUIRED
6. PFD Attitude and Heading – NORMAL
7. GPS Position – VALID, ‘LOI’ NOT ANNUNCIATED on HSI
8. Standby Attitude Indicator – ERECT and NORMAL, Fail Flag not in view
ON TAKEOFF ROLL
1. [AUTOFEATHER] Annunciators – ILLUMINATED
2. [IGNITION ON] Annunciators – EXTINGUISHED
3. Verify correspondence of PFD airspeed display and standby airspeed
TAKEOFF
- Rotate at 94 KIAS
- Monitor ITT and engine torque. Increasing airspeed will cause torque and ITT to increase.
CLIMB
2. Flaps – UP
3. Yaw Damp – ON
4. Climb Power – SET (Observe maximum ITT, torque, and N1 rpm limits.)
5. Propeller – 1800 RPM
6. Propeller Synchrophaser – ON
7. Autofeather – OFF
8. Engine Instruments – MONITOR
9. Taxi and Landing Lights – OFF
10. Cabin Sign – AS REQUIRED
11. Cabin Pressurization – CHECK
12. Aft Blower – OFF
CRUISE
1. Cruise Power – SET per CRUISE POWER TABLES
2. Engine Instruments – MONITOR
3. Auxiliary Fuel Gauge – MONITOR (to ensure fuel is being transferred from auxiliary tanks)
CABIN PRESSURIZATION FOR CRUISE
If revised flight plan calls for an altitude increase of 1000 feet or more, select the new cruise altitude plus 1000 feet on
the ACFT ALT dial of the cabin pressurization controller.
89
Normal Procedures
DESCENT
1. Cabin Pressurization Controller – SET
a. Cabin Altitude Selector Knob – SET TO LANDING FIELD PRESSURE ALTITUDE PLUS 500 FEET.
b. Rate Control Selector Knob – SET INDEX AT 12 O’CLOCK POSITION
2. Altimeter – SET
3. Cabin Sign – AS REQUIRED
4. Windshield Anti-Ice – AS REQUIRED (NORMAL or HI well before descent into warm, moist air, to aid in
defogging)
5. Power – AS REQUIRED to give desired rate of descent
NOTE
Approximately 75% N1 is required to maintain the pressurization schedule during descent.
APPROACH
CAUTION
Propeller operation in the range of 1750-1850 rpm should be avoided as it may cause
ILS glide slope interference.
To ensure consistent reversing characteristics, the propeller control must be in FULL

INCREASE RPM position.
NOTE
If crosswind landing is anticipated, immediately prior to touchdown, lower up-wind wing
and align the fuselage with the runway. During rollout, hold aileron control into the
wind and maintain directional control with rudder and brakes. Use propeller reverse as
desired.
1. Pressurization – CHECK
2. Cabin Sign – ON
3. Autofeather Switch – ARM
4. Flaps – APPROACH
5. Landing Gear – DOWN
6. Landing and Taxi Lights – AS REQUIRED
7. Propeller Synchrophaser – OFF
WHEN LANDING ASSURED

1. Flaps – DOWN (100%)
2. Yaw Damp – OFF
3. Propeller Levers – FULL FORWARD AFTER TOUCHDOWN
4. Power Levers – BETA RANGE OR REVERSE (AS REQUIRED)
90
Normal Procedures
MAXIMUM REVERSE THRUST LANDING
1. Condition Levers – HIGH IDLE
2. Propeller Levers – FULL FORWARD
3. Power Levers – LIFT AND REVERSE AFTER TOUCHDOWN
4. Condition Levers – LOW IDLE
CAUTION
If possible, propellers should be moved out of reverse at approximately 40 knots, to
minimize propeller blade erosion. Care must be exercise when reversing on runways
with loose sand or dust on the surface Flying gravel will damage propeller blades, and
dust may impair the pilot’s forward field of vision at low airplane speeds.
BALKED LANDING
1. Power – MAXIMUM ALLOWABLE
2. Airspeed – ESTABLISH 100 KNOTS (When clear of obstacles, establish normal climb.)
3. Flaps – UP
AFTER LANDING
1. Landing and Taxi Lights – AS REQUIRED
2. Ice Protection – OFF
3. Engine Auto-Ignition – OFF
4. Electrical Load – OBSERVE LIMITS
5. Trim – SET
6. Flaps – UP
SHUTDOWN AND SECURING

1. Parking Brake – SET
2. Avionics Master – OFF
3. Autofeather Switch – OFF
4. Light Switches – OFF
5. Cabin Temp Mode – OFF
6. Vent Blower – AUTO
8. Battery – CHARGED
9. ITT – STABILIZED AT MINIMUM TEMPERATURE FOR ONE MINUTE
11. Propellers – FEATHERED
12. DC Volt/Loadmeters – CHECK VOLTAGE
13. Overhead Panel Switches – OFF
14. Battery and Generator Switches – OFF
15. Oxygen Supply Control Handle – PUSH OFF
16. Wheel Chocks – INSTALL
17. Tiedowns – AS REQUIRED
18. External Covers – INSTALL
91
Normal Procedures
Pressurization System
FUNCTIONAL CHECK DURING RUNUP
1. Bleed Air Valves – OPEN
2. Cabin Pressure Controller – SET
a. Cabin Altitude Selector Knob – ADJUST SO THAT CABIN ALT DIAL INDICATES AN ALTITUDE 500 FEET
BELOW FIELD PRESSURE ALTITUDE
b. Rate Control Selector Knob – SET INDEX BETWEEN 9- and 12-O’CLOCK POSITIONS
3. Pressurization Switch – HOLD AT THE “TEST” POSITION
4. Cabin Altitude Indicator Dial – CHECK FOR DESCENT INDICATION
5. Pressurization Switch – RELEASE TO THE “PRESS” POSITION when pressurizing is confirmed.
6. Pressurization – SET (See BEFORE TAKEOFF procedure.)
92
Cold Weather Operations
INTRODUCTION
This section deals with operations in snow, ice, rain, and cold temperatures. Use this section in conjunction with
the NORMAL OPERATIONS section. After general discussion of icing conditions and anti-ice system usage, adverse
weather operations are dealt with by phase of flight.
ICING CONDITIONS
Icing conditions exist when the OAT on the ground and inflight is +5oC or below and visible moisture in any form is
present. Visible moisture may be fog with visibility of 1 mile or less, rain, snow, sleet, or ice crystals. Icing
conditions also exist when the OAT on the ground or inflight is +5oC or below when operating on ramps, taxiways,
or runways where surface snow, ice, standing water, or slush may be ingested by the engines or freeze on engines
or nacelles.
Every pilot should be intimately familiar with the definitions for ice intensity and accumulation as listed below:
Intensity Ice Accumulation
Trace Ice accumulation becomes

perceptible. Rate of accumulation
slightly greater than the rate of
sublimation. It is not hazardous even
though deicing/anti-icing equipment is
not utilized, unless encountered for an
extended period of time (over 1 hour).
Light The rate of accumulation may create a

problem if flight is prolonged in this
environment (over 1 hour).
Occasional use of deicing/anti-icing
equipment will prevent or remove
accumulation. It does not present a
problem if deicing/anti-icing
equipment is used.
Moderate The rate of accumulation is such that

even short encounters become
potentially hazardous and use of
deicing/anti-icing equipment, or
diversion, is necessary.
Severe The rate of accumulation is such that

deicing/anti-icing equipment fails to
reduce or control the hazard.
Immediate diversion is necessary.
FLUTTER
When ice is permitted to accumulate, disturbed airflow over the surface of the aircraft may cause aerodynamic
surfaces to vibrate. Should these vibrations increase, they can cause control surfaces to flutter, leading to
structural failure and an in-flight breakup of the airplane. If flutter occurs, immediately activate the surface deice
boots.
93
Cold Weather Operations
ANTI-ICE SYSTEMS USAGE
Activate deice and anti-icing systems before entering an area of moisture where you are likely to go through a
freezing level. All the following systems should be on when in icing conditions: Engine ice vanes, propeller deice,
surface deice, windshield anti-ice, L and R fuel vent heat, alternate static heat, and use the wing ice lights when
needed.
ENGINE ICE PROTECTION

The engine anti-ice shall be used before visible moisture is encountered at -5oC and below, or at night when
freedom from visible moisture is not assured at +5oC and below.
WARNING
If in doubt, actuate the Engine Anti-Ice System. Engine icing can occur though no
surface icing is present. If freedom from visible moisture cannot be assured, engine ice
protection should be actuated. Visible moisture is moisture in any form: clouds, ice
crystals, snow, rain, sleet, hail, or any combination of these.
ELECTROTHERMAL PROPELLER DEICE

Turn the prop deice ON prior to entering icing conditions or at least at the first indication of icing conditions.
Once ice has built up on the propellers, it is harder to remove the ice than if the ice protection was on at the onset
of icing conditions. The propeller deice system is normally used in the AUTO mode.
FLIGHT OPERATIONS IN ICING CONDITIONS
TAXIING
Avoid taxiing in deep snow and slush. Keep flaps retracted during taxi to avoid possible damage or ice
accumulation. Spotty ice cover is difficult to see, therefore taxi slowly and allow extra clearance when taxiing the
aircraft in close proximity to other aircraft or buildings. When taxiing in snow, slush, loose ice, or water, use the
ice vanes to keep these substances out of the engine inlets. When parking the airplane, it will be of some help to
avoid setting the parking brake immediately.
NOTE
Differential braking and thrust, rather than nosewheel steering, are the most effective
means of steering on ice or snow. Taxi very slowly under these conditions.
CAUTION
Taxi slowly, maintain greater-than-normal distance from the airplane ahead, and
maintain minimum thrust to avoid blowing slush or snow against the tail surfaces or
other airplanes. Avoid taxiing in deep snow or slush as steering is difficult, and brakes,
gear, and flaps may freeze after takeoff.
94
NORMAL CRUISE POWER
1600 RPM
ISA -30oC
NOTE:
1. IOAT, TORQUE AND FUEL FLOW BASED ON 11,000 POUNDS GROSS
WEIGHT.
2. DURING OPERATION WITH ICE VANES EXTENDED, TRUE AIRSPEED WILL BE
REDUCED IFORIGINAL TORQUE IS NOT OR CANNOT BE RESET, BUT WILL BE
UNCHANGED IF ORIGINAL TORQUE IS RESET.
PRESSURE IOAT OAT TORQUE FUEL TOTAL AIRSPEED - KNOTS

ALTITUDE PER FLOW FUEL 12,000 LBS 11,000 LBS 10,000 LBS
ENGINE PER FLOW
ENGINE
o o
FEET C C FT-LBS LBS/HR LBS/HR IAS TAS IAS TAS IAS TAS
0 -10 -15 2230 442 883 238 226 240 227 240 227
2,000 -14 -19 2230 429 857 236 230 237 231 238 232
4,000 -18 -23 2230 416 832 233 234 234 235 236 236
6,000 -22 -27 2230 405 810 231 237 232 238 233 239
8,000 -25 -31 2230 394 788 230 244 232 246 232 246
10,000 -29 -35 2230 384 768 228 249 229 250 230 251
12,000 -33 -39 2230 376 753 226 253 227 254 228 255
14,000 -36 -43 2230 368 737 223 258 224 259 225 260
16,000 -40 -47 2230 361 721 221 263 222 264 224 266
18,000 -44 -51 2230 353 706 218 268 220 270 221 271
20,000 - - - - - - - - - - -
22,000 - - - - - - - - - - -
24,000 - - - - - - - - - - -
26,000 - - - - - - - - - - -
28,000 - - - - - - - - - - -
29,000 - - - - - - - - - - -
31,000 - - - - - - - - - - -
33,000 - - - - - - - - - - -
35,000 - - - - - - - - - - -
95
NORMAL CRUISE POWER
1600 RPM
ISA -20oC
NOTE:
WEIGHT.

ENGINE PER FLOW
ENGINE
o o
0 0 -5 2230 446 893 236 228 237 229 238 230
2,000 -4 -9 2230 434 867 235 233 236 234 237 235
4,000 -8 -13 2230 421 842 233 238 234 239 235 240
6,000 -11 -17 2230 410 820 230 241 232 243 232 243
8,000 -15 -21 2230 399 798 228 246 229 247 230 248
10,000 -19 -25 2230 389 778 226 251 227 252 228 253
12,000 -23 -29 2230 380 760 223 256 224 257 225 258
14,000 -26 -33 2230 372 745 221 261 222 262 224 264
16,000 -30 -37 2230 365 731 218 266 220 268 221 269
18,000 -34 -41 2230 358 717 217 273 218 274 219 275
20,000 -37 -45 2230 352 704 214 277 215 279 217 281
22,000 -41 -49 2230 348 695 211 283 213 285 214 286
24,000 -45 -53 2230 344 688 208 288 210 290 211 292
26,000 - - - - - - - - - - -
28,000 - - - - - - - - - - -
29,000 - - - - - - - - - - -
31,000 - - - - - - - - - - -
33,000 - - - - - - - - - - -
35,000 - - - - - - - - - - -
96
NORMAL CRUISE POWER
1600 RPM
ISA -10oC
NOTE:
WEIGHT.
3. OBSERVE MMo LIMITATION WHERE APPLICABLE.

ENGINE PER FLOW
ENGINE
o o
0 10 5 2230 451 903 236 232 236 232 237 233
2,000 6 1 2230 438 877 233 236 234 237 235 238
4,000 2 -3 2230 427 853 230 239 231 240 232 241
6,000 -1 -7 2230 415 830 228 244 229 245 230 246
8,000 -5 -11 2230 404 808 226 249 227 250 228 251
10,000 -9 -15 2230 394 788 224 254 225 255 226 256
12,000 -12 -19 2230 385 770 221 259 222 260 223 261
14,000 -16 -23 2230 377 755 219 264 220 265 221 267
16,000 -20 -27 2230 370 741 217 270 219 272 220 273
18,000 -23 -31 2230 363 727 214 275 216 277 217 278
20,000 -27 -35 2230 357 714 211 280 213 282 214 284
22,000 -31 -39 2230 352 705 209 286 210 288 211 289
24,000 -34 -43 2230 349 698 206 292 208 295 209 296
26,000 -38 -47 2230 347 693 203 297 205 300 207 302
28,000 -42 -50 2230 350 701 199 301 201 304 202 306
29,000 -44 -52 2230 350 700 197 304 199 307 202 310
31,000 - - - - - - - - - - -
33,000 - - - - - - - - - - -
35,000 - - - - - - - - - - -
97
NORMAL CRUISE POWER
1600 RPM
ISA
NOTE:
WEIGHT.

ENGINE PER FLOW
ENGINE
o o
0 20 15 2230 456 912 234 234 235 235 235 235
2,000 16 11 2230 442 885 231 238 232 239 233 240
4,000 13 7 2230 431 861 229 242 230 243 231 244
6,000 9 3 2230 419 838 227 247 228 248 229 249
8,000 5 -1 2230 409 818 224 251 225 253 226 254
10,000 1 -5 2230 398 796 221 256 223 258 224 259
12,000 -2 -9 2230 389 778 220 262 221 263 221 264
14,000 -6 -13 2230 382 764 218 268 219 270 220 271
16,000 -10 -17 2230 375 750 215 273 216 274 217 276
18,000 -13 -21 2230 368 736 212 278 214 280 214 281
20,000 -17 -25 2230 362 725 209 283 210 285 212 287
22,000 -21 -29 2230 358 717 207 290 209 292 210 294
24,000 -24 -33 2230 355 710 204 296 206 298 207 300
26,000 -28 -37 2230 356 711 201 301 203 304 205 306
28,000 -32 -40 2179 342 684 196 304 199 308 200 310
29,000 -34 -42 2108 331 662 192 303 194 307 197 310
31,000 -38 -46 1940 317 634 182 299 185 303 188 307
33,000 -42 -50 1750 278 556 170 291 174 297 177 302
35,000 -47 -54 1558 251 501 157 280 162 288 166 294
98
NORMAL CRUISE POWER
1600 RPM
ISA +10oC
NOTE:
WEIGHT.

ENGINE PER FLOW
ENGINE
o o
0 30 25 2230 462 924 232 237 233 238 233 238
2,000 27 21 2230 447 895 230 240 231 241 232 242
4,000 23 17 2230 434 869 228 245 229 246 230 247
6,000 19 13 2230 424 847 225 250 225 251 227 252
8,000 15 9 2230 413 826 223 255 224 256 225 257
10,000 12 5 2230 402 804 221 260 221 261 222 262
12,000 8 1 2230 395 790 218 265 219 266 221 268
14,000 4 -3 2230 387 774 215 270 217 272 218 273
16,000 0 -7 2230 379 758 212 275 214 277 215 278
18,000 -3 -11 2230 372 744 210 281 211 283 213 285
20,000 -7 -15 2230 366 733 207 287 209 289 210 290
22,000 -10 -19 2230 368 736 204 291 205 293 207 295
24,000 -15 -23 2170 351 702 199 293 201 296 202 298
26,000 -19 -27 2016 328 656 190 291 192 294 194 297
28,000 -23 -30 1890 308 616 181 288 184 283 186 296
29,000 -25 -32 1822 298 595 177 287 179 291 182 295
31,000 -29 -36 1674 275 549 166 281 170 287 173 292
33,000 -33 -40 1504 251 501 154 270 159 278 163 284
35,000 -38 -44 1330 225 451 139 255 146 267 151 275
99
NORMAL CRUISE POWER
1600 RPM
ISA +20oC
NOTE:
WEIGHT.

ENGINE PER FLOW
ENGINE
o o
0 40 35 2230 467 934 229 237 230 238 231 239
2,000 37 31 2230 453 906 228 242 229 243 230 244
4,000 33 27 2230 440 881 226 247 226 248 227 249
6,000 29 23 2230 429 857 223 252 224 253 225 254
8,000 25 19 2230 418 835 221 257 222 258 223 259
10,000 22 15 2230 407 813 218 262 219 263 221 265
12,000 18 11 2230 399 797 216 268 218 270 219 271
14,000 14 7 2230 391 782 214 273 215 275 216 276
16,000 11 3 2230 384 768 211 278 212 280 213 281
18,000 7 -1 2230 383 766 208 283 209 285 211 287
20,000 3 -5 2144 361 722 201 284 204 287 205 289
22,000 -1 -9 1968 334 668 192 281 194 284 196 286
24,000 -5 -13 1810 310 621 182 276 185 280 187 283
26,000 -9 -17 1664 288 576 173 271 176 276 178 279
28,000 -14 -20 1543 269 538 164 267 167 272 170 277
29,000 -16 -22 1483 259 519 159 265 163 271 166 276
31,000 -20 -26 1345 238 475 147 255 152 263 156 269
33,000 -25 -30 1191 215 429 131 237 139 251 144 260
35,000 -29 -34 1031 192 384 - - 121 228 131 247
100
NORMAL CRUISE POWER
1600 RPM
ISA +30oC
NOTE:
WEIGHT.

ENGINE PER FLOW
ENGINE
o o
0 50 45 2230 474 947 230 241 231 242 232 243
2,000 47 41 2230 459 918 228 246 229 247 229 247
4,000 43 37 2230 446 892 224 250 225 251 226 252
6,000 39 33 2230 434 869 222 255 223 256 224 257
8,000 36 29 2230 423 845 220 260 220 261 222 263
10,000 32 25 2230 413 825 217 265 219 267 219 268
12,000 28 21 2230 407 813 214 270 216 272 216 273
14,000 24 17 2212 395 791 210 274 212 276 213 277
16,000 20 13 2078 371 742 203 273 204 275 206 277
18,000 16 9 1943 347 694 195 271 197 274 198 276
20,000 12 5 1819 326 652 187 269 189 272 190 274
22,000 8 1 1631 299 598 176 262 178 266 181 269
24,000 4 -3 1480 275 551 165 256 169 261 172 265
26,000 0 -7 1345 254 508 155 249 159 255 162 260
28,000 -5 -10 1223 234 468 142 239 148 249 152 255
29,000 -7 -12 1162 224 448 135 231 142 243 147 251
31,000 -11 -16 1030 203 407 111 200 127 227 136 241
33,000 - - - - - - - - - - -
35,000 - - - - - - - - - - -
101
NORMAL CRUISE POWER
1600 RPM
ISA +37oC
NOTE:
WEIGHT.

ENGINE PER FLOW
ENGINE
o o
0 58 52 2230 477 953 228 242 229 243 230 244
2,000 54 48 2230 462 924 226 247 227 248 228 249
4,000 50 44 2230 450 899 224 252 225 253 226 254
6,000 46 40 2230 437 874 220 256 222 258 223 259
8,000 43 36 2230 439 877 220 263 221 264 222 265
10,000 39 32 2207 416 862 215 266 216 267 217 268
12,000 35 28 2102 394 787 208 265 209 267 211 269
14,000 31 24 1989 371 742 201 265 202 267 204 269
16,000 27 20 1864 348 695 194 264 195 266 197 268
18,000 23 16 1733 325 650 185 261 187 264 189 266
20,000 19 12 1616 302 605 177 259 179 262 181 265
22,000 15 8 1446 278 555 166 251 168 255 171 259
24,000 10 4 1288 254 507 152 240 157 247 160 252
26,000 6 0 1131 229 459 137 225 143 235 148 242
28,000 1 -3 973 206 412 113 195 126 215 133 227
29,000 -1 -5 889 194 388 - - 113 198 123 215
31,000 - - - - - - - - - - -
33,000 - - - - - - - - - - -
35,000 - - - - - - - - - - -
102
NORMAL CRUISE POWER
1700 RPM
ISA -30oC
NOTE:
WEIGHT.

ENGINE PER FLOW
ENGINE
o o
0 -10 -15 2230 458 915 244 231 245 232 245 232
2,000 -14 -19 2230 444 889 242 235 243 236 244 237
4,000 -18 -23 2230 431 862 239 239 240 240 241 241
6,000 -22 -27 2230 420 840 236 243 237 244 234 245
8,000 -25 -31 2230 408 817 236 249 237 251 237 251
10,000 -29 -35 2230 398 796 234 254 234 255 235 256
12,000 -33 -39 2230 390 780 231 260 232 261 233 262
14,000 -39 -43 2230 382 764 229 265 230 266 231 267
16,000 -40 -47 2230 374 747 227 270 227 271 229 273
18,000 -44 -51 2230 366 732 224 275 226 277 226 278
20,000 - - - - - - - - - - -
22,000 - - - - - - - - - - -
24,000 - - - - - - - - - - -
26,000 - - - - - - - - - - -
28,000 - - - - - - - - - - -
29,000 - - - - - - - - - - -
31,000 - - - - - - - - - - -
33,000 - - - - - - - - - - -
35,000 - - - - - - - - - - -
103
NORMAL CRUISE POWER
1700 RPM
ISA -20oC
NOTE:
WEIGHT.

ENGINE PER FLOW
ENGINE
o o
0 0 -5 2230 463 925 242 233 243 234 244 235
2,000 -4 -9 2230 449 899 240 238 241 239 242 240
4,000 -8 -13 2230 436 872 238 243 239 244 240 245
6,000 -11 -17 2230 425 850 236 247 238 249 238 249
8,000 -15 -21 2230 414 827 234 252 235 253 236 254
10,000 -19 -25 2230 403 807 231 257 232 258 233 259
12,000 -23 -29 2230 394 788 229 263 230 264 231 265
14,000 -26 -33 2230 386 772 227 268 228 269 229 271
16,000 -30 -37 2230 379 757 224 273 226 275 227 276
18,000 -34 -41 2230 371 742 223 280 224 281 225 282
20,000 -37 -45 2230 365 729 219 284 221 286 223 288
22,000 -41 -49 2230 360 721 217 290 219 292 220 293
24,000 -45 -53 2230 357 713 214 295 216 297 217 299
26,000 - - - - - - - - - - -
28,000 - - - - - - - - - - -
29,000 - - - - - - - - - - -
31,000 - - - - - - - - - - -
33,000 - - - - - - - - - - -
35,000 - - - - - - - - - - -
104
NORMAL CRUISE POWER
1700 RPM
ISA -10oC
NOTE:
WEIGHT.

ENGINE PER FLOW
ENGINE
o o
0 10 5 2230 468 935 241 237 241 237 242 238
2,000 6 1 2230 454 909 239 241 240 242 241 243
4,000 2 -3 2230 442 884 236 245 234 246 238 247
6,000 -1 -7 2230 430 860 234 250 235 251 236 252
8,000 -5 -11 2230 419 837 232 255 233 256 234 257
10,000 -9 -15 2230 408 817 230 261 230 262 231 263
12,000 -12 -19 2230 399 798 227 266 228 267 229 268
14,000 -16 -23 2230 391 782 225 271 225 272 227 274
16,000 -20 -27 2230 384 767 223 277 224 279 225 280
18,000 -23 -31 2230 377 753 220 282 222 284 222 285
20,000 -27 -35 2230 370 739 217 287 219 289 220 291
22,000 -31 -39 2230 365 730 215 293 216 295 217 296
24,000 -34 -43 2230 362 723 212 299 214 301 215 303
26,000 -38 -47 2230 359 718 209 305 211 308 212 310
28,000 -42 50 2167 353 706 202 306 204 309 205 311
29,000 -44 -52 2099 342 683 198 305 200 308 202 311
31,000 - - - - - - - - - - -
33,000 - - - - - - - - - - -
35,000 - - - - - - - - - - -
105
NORMAL CRUISE POWER
1700 RPM
ISA
NOTE:
WEIGHT.

ENGINE PER FLOW
ENGINE
o o
0 20 15 2230 473 945 239 239 240 240 240 240
2,000 16 11 2230 458 917 236 243 237 244 238 245
4,000 13 7 2230 446 892 235 248 236 249 237 250
6,000 9 3 2230 434 868 232 253 233 254 234 255
8,000 5 -1 2230 424 847 229 257 231 259 232 260
10,000 1 -5 2230 412 825 227 263 229 265 230 266
12,000 -2 -9 2230 403 806 225 269 226 270 227 271
14,000 -6 -13 2230 396 792 223 275 225 277 226 278
16,000 -10 -17 2230 389 778 221 280 221 281 223 283
18,000 -13 -21 2230 381 763 218 285 219 287 220 288
20,000 -17 -25 2230 376 751 215 291 217 293 218 295
22,000 -21 -29 2230 371 743 214 299 215 301 217 303
24,000 -24 -33 2230 368 735 210 303 211 305 213 307
26,000 -28 -37 2217 366 733 206 307 208 310 210 312
28,000 -32 -40 2051 354 708 200 310 203 314 204 316
29,000 -34 -42 1984 343 685 196 309 199 313 201 316
31,000 -38 -46 1826 317 634 186 305 189 309 192 313
33,000 -42 -50 1647 288 576 175 298 179 304 182 309
35,000 -47 -54 1467 260 519 162 287 167 295 171 301
106
NORMAL CRUISE POWER
1700 RPM
ISA +10oC
NOTE:
WEIGHT.

ENGINE PER FLOW
ENGINE
o o
0 30 25 2230 479 957 238 242 239 243 239 243
2,000 27 21 2230 463 927 235 246 236 247 237 248
4,000 23 17 2230 450 900 233 251 234 252 235 253
6,000 19 13 2230 439 878 231 256 232 257 233 258
8,000 15 9 2230 428 855 229 262 230 263 231 264
10,000 12 5 2230 416 833 226 267 227 268 228 269
12,000 8 1 2230 409 818 224 272 225 273 226 275
14,000 4 -3 2230 401 802 221 277 223 279 223 280
16,000 0 -7 2230 393 786 218 282 220 284 220 285
18,000 -3 -11 2230 386 771 216 288 217 290 219 292
20,000 -7 -15 2230 380 759 213 294 215 296 216 297
22,000 -10 -19 2230 376 753 210 300 212 302 213 304
24,000 -15 -23 2175 366 731 205 302 207 305 208 307
26,000 -19 -27 2017 341 682 196 299 198 302 200 305
28,000 -23 -30 1885 320 639 187 296 189 300 192 304
29,000 -25 -32 1820 309 619 183 296 185 300 188 304
31,000 -29 -36 1673 285 571 172 290 176 296 179 301
33,000 -33 -40 1505 261 521 160 280 165 288 169 294
35,000 -38 -44 1336 235 469 146 266 153 278 158 286
107
NORMAL CRUISE POWER
1700 RPM
ISA +20oC
NOTE:
WEIGHT.

ENGINE PER FLOW
ENGINE
o o
0 40 35 2230 484 967 235 243 236 244 237 245
2,000 37 31 2230 470 939 233 248 234 249 235 250
4,000 33 27 2230 456 913 231 253 232 265 233 255
6,000 29 23 2230 444 888 229 259 230 260 231 261
8,000 25 19 2230 433 866 226 264 227 265 228 266
10,000 22 15 2230 421 843 224 269 225 270 227 272
12,000 18 11 2230 413 826 222 275 224 277 225 278
14,000 14 7 2230 405 810 219 280 221 282 222 283
16,000 11 3 2230 398 796 216 285 218 287 219 288
18,000 7 -1 2230 391 782 213 290 215 292 216 294
20,000 3 -5 2194 379 758 209 295 212 298 213 300
22,000 -1 -9 2019 352 703 200 292 203 295 204 297
24,000 -5 -13 1848 326 652 190 287 193 291 195 294
26,000 -9 -17 1696 302 604 180 282 184 287 186 290
28,000 -14 -20 1569 282 563 171 279 174 284 178 289
29,000 -16 -22 1508 271 543 166 276 170 282 173 287
31,000 -20 -26 1369 249 497 155 268 160 276 163 282
33,000 -25 -30 1214 225 450 139 251 148 265 153 274
35,000 -29 -34 1055 201 402 - - 132 247 142 266
108
NORMAL CRUISE POWER
1700 RPM
ISA +30oC
NOTE:
WEIGHT.

ENGINE PER FLOW
ENGINE
o o
0 50 45 2230 491 982 235 247 236 248 237 249
2,000 47 41 2230 476 951 233 252 234 253 234 253
4,000 43 37 2230 462 925 230 256 231 257 232 258
6,000 39 33 2230 450 900 228 262 229 263 230 264
8,000 36 29 2230 438 876 225 267 226 268 228 270
10,000 32 25 2230 428 855 223 272 224 274 225 275
12,000 28 21 2216 419 838 219 276 221 278 222 279
14,000 24 17 2082 395 791 211 274 212 276 213 277
16,000 20 13 1955 371 742 203 273 205 275 206 277
18,000 16 9 1829 347 694 195 271 197 274 199 276
20,000 12 5 1712 326 652 187 270 189 273 191 275
22,000 8 1 1535 299 598 176 263 179 267 181 270
24,000 4 -3 1393 275 551 166 257 169 262 172 266
26,000 0 -7 1266 254 508 155 250 159 256 162 261
28,000 -5 -10 1151 234 468 142 239 149 249 153 255
29,000 -7 -12 1093 224 448 135 232 143 244 148 252
31,000 -11 -16 970 203 407 112 200 128 227 136 241
33,000 - - - - - - - - - - -
35,000 - - - - - - - - - - -
109
NORMAL CRUISE POWER
1700 RPM
ISA +37oC
NOTE:
WEIGHT.

ENGINE PER FLOW
ENGINE
o o
0 58 52 2230 494 988 234 248 235 249 236 250
2,000 54 48 2230 479 958 232 253 232 254 233 255
4,000 50 44 2230 466 932 229 259 230 260 231 261
6,000 46 40 2230 453 906 226 263 228 265 229 266
8,000 43 36 2166 442 884 223 267 224 268 225 269
10,000 39 32 2077 431 862 215 266 216 267 217 268
12,000 35 28 1978 394 787 208 265 209 267 211 269
14,000 31 24 1872 371 742 201 265 203 267 204 269
16,000 27 20 1755 348 695 194 264 195 266 197 268
18,000 23 16 1631 325 650 185 262 187 265 189 267
20,000 19 12 1521 302 605 177 259 179 262 182 265
22,000 15 8 1361 278 555 166 252 169 256 171 260
24,000 10 4 1212 254 507 153 241 157 248 161 253
26,000 6 0 1064 229 459 137 225 144 235 148 242
28,000 1 -3 916 206 412 113 195 125 215 133 227
29,000 -1 -5 837 194 388 - - 113 197 123 214
31,000 - - - - - - - - - - -
33,000 - - - - - - - - - - -
35,000 - - - - - - - - - - -
110
NORMAL CRUISE POWER
1800 RPM
ISA -30oC
NOTE:
WEIGHT.

ENGINE PER FLOW
ENGINE
o o
0 -10 -15 2230 473 947 251 237 252 238 253 239
2,000 -14 -19 2230 460 920 249 242 250 243 250 243
4,000 -18 -23 2230 447 894 246 246 247 247 248 248
6,000 -22 -27 2230 435 869 244 251 245 252 246 253
8,000 -25 -31 2230 422 844 242 256 243 257 244 258
10,000 -29 -35 2230 411 822 240 261 241 262 242 263
12,000 -33 -39 2230 403 806 238 267 239 268 240 269
14,000 -39 -43 2230 396 791 235 272 236 273 237 274
16,000 -40 -47 2230 388 777 233 277 234 278 235 280
18,000 -44 -51 2230 381 763 231 283 232 284 233 285
20,000 - - - - - - - - - - -
22,000 - - - - - - - - - - -
24,000 - - - - - - - - - - -
26,000 - - - - - - - - - - -
28,000 - - - - - - - - - - -
29,000 - - - - - - - - - - -
31,000 - - - - - - - - - - -
33,000 - - - - - - - - - - -
35,000 - - - - - - - - - - -
111
NORMAL CRUISE POWER
1800 RPM
ISA -20oC
NOTE:
WEIGHT.

ENGINE PER FLOW
ENGINE
o o
0 0 -5 2230 478 957 249 240 250 241 250 241
2,000 -4 -9 2230 464 928 246 244 247 245 248 246
4,000 -8 -13 2230 452 904 244 249 245 250 246 251
6,000 -11 -17 2230 440 879 242 254 243 255 243 255
8,000 -15 -21 2230 428 857 240 259 241 260 241 260
10,000 -19 -25 2230 418 836 238 265 239 266 240 267
12,000 -23 -29 2230 409 818 236 270 236 271 237 272
14,000 -26 -33 2230 402 803 233 275 234 276 235 277
16,000 -30 -37 2230 394 789 231 281 232 282 233 283
18,000 -34 -41 2230 387 773 228 286 230 288 231 289
20,000 -37 -45 2230 380 760 226 292 227 293 228 295
22,000 -41 -49 2230 375 749 223 297 224 299 225 300
24,000 -45 -53 2230 370 741 220 303 222 305 223 307
26,000 - - - - - - - - - - -
28,000 - - - - - - - - - - -
29,000 - - - - - - - - - - -
31,000 - - - - - - - - - - -
33,000 - - - - - - - - - - -
35,000 - - - - - - - - - - -
112
NORMAL CRUISE POWER
1800 RPM
ISA -10oC
NOTE:
WEIGHT.

ENGINE PER FLOW
ENGINE
o o
0 10 5 2230 482 965 247 242 248 243 249 244
2,000 6 1 2230 469 938 245 247 246 248 246 248
4,000 2 -3 2230 457 914 242 251 243 252 244 253
6,000 -1 -7 2230 446 891 240 256 241 257 242 258
8,000 -5 -11 2230 434 869 237 261 238 262 239 263
10,000 -9 -15 2230 424 848 236 268 237 269 238 270
12,000 -12 -19 2230 415 830 233 273 234 274 235 275
14,000 -16 -23 2230 407 813 231 278 232 279 232 280
16,000 -20 -27 2230 399 797 229 284 230 285 230 286
18,000 -23 -31 2230 391 781 226 289 227 291 228 292
20,000 -27 -35 2230 384 769 223 295 224 296 226 298
22,000 -31 -39 2230 379 758 221 301 222 303 223 304
24,000 -34 -43 2230 376 751 218 308 220 310 220 311
26,000 -38 -47 2230 372 744 215 314 217 316 218 318
28,000 -42 50 2074 352 703 206 311 208 314 210 317
29,000 -44 -52 2008 341 681 202 311 204 314 206 317
31,000 - - - - - - - - - - -
33,000 - - - - - - - - - - -
35,000 - - - - - - - - - - -
113
NORMAL CRUISE POWER
1800 RPM
ISA
NOTE:
WEIGHT.

ENGINE PER FLOW
ENGINE
o o
0 20 15 2230 489 977 245 245 245 245 246 246
2,000 16 11 2230 474 949 242 249 243 250 244 251
4,000 13 7 2230 461 922 240 254 241 255 242 256
6,000 9 3 2230 449 898 238 259 239 260 240 261
8,000 5 -1 2230 438 877 236 265 237 266 238 267
10,000 1 -5 2230 428 856 233 270 234 271 235 272
12,000 -2 -9 2230 419 838 231 276 232 277 233 278
14,000 -6 -13 2230 411 822 229 281 229 282 230 283
16,000 -10 -17 2230 404 807 227 287 227 288 228 289
18,000 -13 -21 2230 395 790 223 292 225 294 226 295
20,000 -17 -25 2230 388 777 221 298 222 299 223 301
22,000 -21 -29 2230 384 768 218 304 220 306 221 308
24,000 -24 -33 2200 381 761 215 310 216 312 218 314
26,000 -28 -37 2089 362 723 207 310 210 313 211 315
28,000 -32 -40 1962 340 681 199 308 201 312 203 314
29,000 -34 -42 1896 330 659 194 307 197 311 199 314
31,000 -38 -46 1747 305 610 185 303 188 307 190 311
33,000 -42 -50 1573 278 555 174 296 177 301 180 306
35,000 -47 -54 1400 249 499 161 285 165 292 169 298
114
NORMAL CRUISE POWER
1800 RPM
ISA +10oC
NOTE:
WEIGHT.

ENGINE PER FLOW
ENGINE
o o
0 30 25 2230 494 987 243 247 244 248 244 248
2,000 27 21 2230 479 959 240 251 241 252 242 253
4,000 23 17 2230 466 932 238 256 239 257 240 258
6,000 19 13 2230 454 908 236 262 237 263 238 264
8,000 15 9 2230 443 885 233 267 235 269 236 270
10,000 12 5 2230 431 862 232 273 232 274 233 275
12,000 8 1 2230 423 846 229 278 230 279 231 280
14,000 4 -3 2230 415 830 226 283 228 285 228 286
16,000 0 -7 2230 407 813 225 290 226 292 227 293
18,000 -3 -11 2230 399 799 221 295 223 297 224 299
20,000 -7 -15 2230 393 785 219 301 220 303 221 304
22,000 -10 -19 2095 375 750 211 301 212 303 214 305
24,000 -15 -23 1940 349 698 201 297 204 300 205 302
26,000 -19 -27 1803 326 651 193 295 195 299 197 301
28,000 -23 -30 1688 305 610 184 293 187 297 189 300
29,000 -25 -32 1631 295 591 180 292 183 296 186 300
31,000 -29 -36 1495 273 546 171 287 174 292 176 296
33,000 -33 -40 1340 248 496 159 278 162 284 166 290
35,000 -38 -44 1190 223 446 145 264 151 274 155 282
115
NORMAL CRUISE POWER
1800 RPM
ISA +20oC
NOTE:
WEIGHT.

ENGINE PER FLOW
ENGINE
o o
0 40 35 2230 501 1001 242 250 243 251 243 251
2,000 37 31 2230 485 971 238 253 239 254 240 255
4,000 33 27 2230 471 942 236 258 237 259 238 260
6,000 29 23 2230 458 916 234 265 236 267 237 258
8,000 25 19 2230 447 893 233 271 234 272 235 273
10,000 22 15 2230 435 871 230 276 231 277 232 278
12,000 18 11 2230 427 854 227 281 229 283 230 284
14,000 14 7 2230 418 836 225 287 226 288 227 290
16,000 11 3 2147 411 822 219 288 220 290 221 291
18,000 7 -1 2032 381 763 211 288 213 290 214 292
20,000 3 -5 1916 359 718 204 288 206 291 207 292
22,000 -1 -9 1758 333 665 194 284 197 287 198 289
24,000 -5 -13 1611 309 617 185 280 187 283 189 286
26,000 -9 -17 1476 285 570 175 275 179 279 181 283
28,000 -14 -20 1367 266 531 166 270 169 275 172 280
29,000 -16 -22 1314 256 512 161 269 165 274 168 279
31,000 -20 -26 1189 235 470 149 258 154 267 158 273
33,000 -25 -30 1046 212 423 132 238 140 253 146 263
35,000 - - - - - - - - - - -
116
NORMAL CRUISE POWER
1800 RPM
ISA +30oC
NOTE:
WEIGHT.

ENGINE PER FLOW
ENGINE
o o
0 50 45 2230 507 1013 240 252 241 253 241 253
2,000 47 41 2230 490 981 237 256 239 258 239 258
4,000 43 37 2230 477 954 235 262 237 264 237 265
6,000 39 33 2230 464 928 233 268 234 269 235 270
8,000 36 29 2230 453 905 231 273 231 274 232 275
10,000 32 25 2203 441 882 228 278 229 279 230 281
12,000 28 21 2088 417 833 220 277 221 278 222 280
14,000 24 17 1972 392 785 212 276 214 278 215 280
16,000 20 13 1853 368 736 205 276 207 278 208 279
18,000 16 9 1732 345 690 197 274 198 276 200 278
20,000 12 5 1617 323 645 188 271 191 274 193 277
22,000 8 1 1453 296 592 177 265 180 269 182 272
24,000 4 -3 1316 273 546 166 257 170 263 172 266
26,000 0 -7 1192 251 501 155 249 159 256 163 262
28,000 -5 -10 1079 231 462 142 239 148 248 153 255
29,000 -7 -12 1021 221 442 135 231 142 243 147 251
31,000 -11 -16 902 201 402 - - 127 227 134 239
33,000 - - - - - - - - - - -
35,000 - - - - - - - - - - -
117
NORMAL CRUISE POWER
1800 RPM
ISA +37oC
NOTE:
WEIGHT.

ENGINE PER FLOW
ENGINE
o o
0 58 52 2230 510 1019 238 253 239 254 240 255
2,000 54 48 2230 494 989 236 258 237 259 238 260
4,000 50 44 2185 477 953 232 262 233 263 234 264
6,000 46 40 2114 455 911 227 264 228 265 229 266
8,000 43 36 2036 435 871 221 265 222 266 224 268
10,000 39 32 1951 412 824 216 267 217 268 217 269
12,000 35 28 1857 390 779 209 266 210 268 211 269
14,000 31 24 1761 368 735 202 267 204 269 205 271
16,000 27 20 1653 344 689 194 265 196 268 198 270
18,000 23 16 1539 322 643 186 263 189 266 190 268
20,000 19 12 1430 300 601 178 260 181 264 183 267
22,000 15 8 1280 275 549 166 251 169 256 172 260
24,000 10 4 1136 250 501 152 240 157 247 160 252
26,000 6 0 995 227 455 137 225 144 235 148 242
28,000 1 -3 849 203 406 - - 126 215 133 226
29,000 - - - - - - - - - - -
31,000 - - - - - - - - - - -
33,000 - - - - - - - - - - -
35,000 - - - - - - - - - - -
118
BALANCED FIELD LENGTH TABLE (FLAPS UP)(ZERO WIND)
NOTE: FOR OPERATION WITH ICE VANES EXTENDED, ADD 10oC TO THE ACTUAL OAT BEFORE ENTERING TABLE
WGT SEA LEVEL 2000 PA 4000 PA
LBS TORQUE = 2230
12500 1550 2850 2900 1650 3075 3150 1800 3275 3550
ISA 11500 1450 2700 2500 1550 2925 2750 1700 3125 3150
-30 oC 10500 1350 2575 2050 1450 2700 2400 1600 2900 2800
9000 1300 2400 1600 1400 2525 1850 1550 2725 2250
TORQUE = 2230 TORQUE = 2230 TORQUE = 2230
12500 1625 3000 3100 1750 3175 3350 1900 3425 3850
ISA 11500 1525 2850 2700 1650 3025 2950 1800 3275 3450
-20 oC 10500 1425 2725 2250 1550 2800 2600 1700 3025 3100
9000 1375 2550 1800 1500 2625 2050 1650 2850 2550
12500 1700 3150 3300 1850 3300 3650 2000 3575 4150
ISA 11500 1600 3000 2900 1750 3150 3250 1900 3425 3750
o
-10 C 10500 1500 2875 2550 1650 2925 2900 1800 3175 3400
9000 1450 2700 2000 1600 2750 2350 1750 2975 2850
12500 1800 3275 3500 1950 3500 3900 2150 3750 4450
11500 1700 3125 3100 1850 3350 3500 2050 3600 4050
ISA
10500 1600 3000 2750 1750 3125 3150 1950 3350 3700
9000 1550 2825 2200 1700 2950 2600 1900 3125 3150
12500 1850 3350 3700 2050 3650 4200 2300 3950 5050
ISA 11500 1750 3200 3300 1950 3500 3800 2200 3800 4650
o
+10 C 10500 1650 3075 2950 1850 3275 3450 2100 3550 4300
9000 1600 2900 2400 1800 3100 2900 2050 3325 3750
12500 2000 3500 4000 2200 3850 4700 2500 4175 5950
ISA 11500 1900 3325 3600 2100 3700 4300 2400 4025 5550
+20 oC 10500 1800 3200 3250 2000 3475 3950 2300 3775 5200
9000 1750 3025 2700 1950 3300 3400 2250 3550 4650
12500 2200 3775 4900 2400 4075 5700 2700 4450 7150
ISA 11500 2100 3600 4500 2300 3925 5300 2600 4300 6750
o
+30 C 10500 2000 3475 4050 2200 3700 4950 2500 4050 6400
9000 1950 3300 3600 2150 3525 4400 2450 3825 5850
Column 1: Normal Take-Off Distance ~ FT
Column 2: Accelerate – Stop Distance ~ FT
Column 3: Accelerate – Go Distance ~ FT
119
BALANCED FIELD LENGTH TABLE (FLAPS APPROACH)(ZERO WIND)
NOTE: FOR OPERATION WITH ICE VANES EXTENDED, ADD 10oC TO THE ACTUAL OAT BEFORE ENTERING TABLE
WGT SEA LEVEL 2000 PA 4000 PA
LBS TORQUE = 2230
12500 1950 3000 3300 2100 3250 3700 2325 3450 4150
ISA 11500 1550 2400 2500 1700 2650 2700 1925 2950 3100
-30 oC 10500 1350 2300 2200 1500 2550 2500 1725 2800 2500
9000 1100 2200 1800 1250 2450 1850 1475 2600 2000
12500 2050 3150 3600 2250 3400 4000 2475 3600 4550
ISA 11500 1650 2550 2800 1800 2675 3000 2075 2800 3300
-20 oC 10500 1450 2450 2400 1600 2575 2500 1875 2700 2700
9000 1200 2350 1900 1350 2500 1900 1625 2650 2050
12500 2175 3300 3900 2375 3600 4300 2600 3750 4950
ISA 11500 1725 2700 2950 1975 2875 3100 2175 3050 3600
o
-10 C 10500 1600 2600 2450 1775 2775 2800 2000 2900 2900
9000 1350 2500 1950 1525 2700 2000 1750 2850 2100
12500 2300 3500 4100 2525 3750 4700 2775 4000 5350
11500 1750 2900 3150 2125 3075 3500 2350 3200 3900
ISA
10500 1700 2800 2800 1925 2875 2900 2175 2950 3100
9000 1450 2700 2000 1675 2800 2200 1925 2900 2300
12500 2425 3700 4400 2700 4000 5000 3025 4250 6000
ISA 11500 1900 3100 3200 2300 3250 3600 2600 3400 4300
o
+10 C 10500 1700 3000 2850 2100 3100 2950 2350 3200 3500
9000 1400 2900 2050 1850 3000 2250 2175 3150 2400
12500 2600 3900 4900 2950 4200 5800 3350* 4600 7400
ISA 11500 2050 3300 3800 2550 3450 4200 2925 3600 5100
+20 oC 10500 1850 3200 2900 2350 3300 3300 2675 3400 4000
9000 1500 3100 2100 2100 3200 2350 2500 3300 2600
12500 3000 4100 6100 3300* 4500 7500 3775* 4800 9500
ISA 11500 2350 3500 4300 2600 3700 5000 2900 3800 6100
o
+30 C 10500 2100 3400 3500 2300 3500 4000 2600 3600 4700
9000 1700 3300 2400 1900 3400 2600 2100 3500 3000
Column 1: Normal Take-Off Distance ~ FT
Column 2: Accelerate – Stop Distance ~ FT WEIGHT ~ LBS VR ~ KIAS V2 ~ KIAS
12500 96 105
Column 3: Accelerate – Go Distance ~ FT
12000 92 101
Data marked with an asterisk indicates flaps up recommended
11700 90 99
11550 88 98
11000 87 98
10000 87 98
9000 87 98
120
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121
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Release Version 1.1A - 09.15.2013

King Air Pilot's Guide P3D PDF

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King Air Pilot's Guide P3D PDF

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What information is contained in the table of contents?

What information is contained in the table of contents?

What flight instruments are described in the manual?

What flight instruments are described in the manual?

Beechcraft

Super King Air B200

This manual is current through Version 1.3, Date 11-09-13

Prepar3D SP2 Requirements

Printing This Pilot’s Guide

To ensure that the entire Pilot’s Guide prints, make sure to

Pilot’s Guide Layout Example

Installing the GCU 477 MFD Controller Android Application

To install the Flight1 King Air Android application:

 Windows Defender is OFF

DO NOT download with Google Chrome!

 Turn off User Account Control (UAC)

Repainting Your King Air

You'll find the paint kit here:

Please remember to upload your finished repaints to

If you have any questions about repainting the King Air,

Re-Installing Your Software

Maximum Certificated Weights

Maximum Ramp Weight..................................................................................................................... 12,590 pounds

Maximum Operating Altitudes

Airspeeds for Safe Operation (at 12,500 lbs)

LANDING APPROACH SPEEDS (VREF)

SHP Shaft Horsepower.

Control and Instrument Terminology

Weight and Balance Terminology

Landing The weight of the airplane at landing touchdown.

PPH Pounds Per Hour.

Take-off The weight of the airplane at liftoff from the runway.

KING AIR FLYING TIP

Selecting Your Aircraft's Interior Scheme

Navigraph support e-mail: [email protected]

Opening and Closing the Maintenance Module

Maintenance Module functions

Fix Failures - Repairs any equipment or system failures to the aircraft.

THIS SPACE INTENTIONALLY BLANK

Virtual Cockpit Views

Virtual Cockpit Interaction - Click-Spots

Hiding the Control Yokes

 ADF/DME - Press to toggle the ADF/DME display screen ON and OFF.

ADF MODE and VOL cannot be changed.

Using the Count Up Timer

Inputting Transponder Codes

G1000 MFD Display Screen

① Interstage Turbine Displays Interstage Turbine Temperature

② Torque Displays torque in foot-pounds

③ Propeller Sync Displays a diamond when propellers are in

④ Tachometer Displays propeller speed in revolutions per

⑤ Turbine Speed Displays turbine speed in percentage of the

⑥ Fuel Flow Displays current fuel flow in pounds per hour

⑦ Oil Pressure Displays engine oil pressure in pounds per

⑧ Oil Temperature Displays the engine oil temperature in degrees

To set up your GCU 477 MFD Controller Android

① Determine your computer's IP address by

② Run the program called "cmd.exe".

③ At the prompt, type "ipconfig" and click enter.