Garmin Mdl Rev 2 Sa01535Wi D Faa Approved Airplane Flight Manual Supplement 190 00716 02

2015-05-27

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© Copyright 2012
GARMIN Ltd. or its subsidiaries
All Rights Reserved
Except as expressly provided herein, no part of this manual may be reproduced, copied, transmitted,
disseminated, downloaded or stored in any storage medium, for any purpose without the express prior
written consent of GARMIN. GARMIN hereby grants permission to download a single copy of this
manual and of any revision to this manual onto a hard drive or other electronic storage medium to be
viewed and to print one copy of this manual or of any revision hereto, provided that such electronic or
printed copy of this manual or revision must contain the complete text of this copyright notice and
provided further that any unauthorized commercial distribution of this manual or any revision hereto is
strictly prohibited.

GARMIN International, Inc.
1200 E. 151st Street
Olathe, KS 66062 USA
Telephone: 913-397-8200
www.garmin.com

Hawker Beechcraft King Air 300/300LW
Page 2 of 137

190-00716-02 Rev. 1

GARMIN International, Inc
Log of Revisions
Pilot’s Operating Handbook and FAA Approved Airplane Flight Manual
Supplement for
G1000 Integrated Avionics System and GFC 700 AFCS In
Hawker Beechcraft King Air 300/300LW Aircraft
REV
NO.

PAGE
NO(S)

ALL

190-00716-02 Rev. 1

DESCRIPTION

Original Issue

DATE OF
APPROVAL

FAA APPROVED

See Cover

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190-00716-02 Rev. 1

Table of Contents

Section 1 - General ........................................................................................................ 7
Section 2 - Limitations ................................................................................................ 15
Section 3 - Emergency Procedures ........................................................................... 31
Section 3A - Abnormal Procedures ........................................................................... 43
Section 4 - Normal Procedures .................................................................................. 70
Section 5 – Performance ............................................................................................ 98
Section 6 - Weight and Balance ............................................................................... 101
Section 7 - Systems Description .............................................................................. 102
Section 8 – Handling, Service, and Maintenance ................................................... 137

190-00716-02 Rev. 1
FAA APPROVED

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Hawker Beechcraft King Air 300/300LW
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190-00716-02 Rev.1
FAA APPROVED

Section 1 - General
The information in this supplement is FAA-approved material and must be attached to the Pilot’s
Operating Handbook and FAA Approved Airplane Flight Manual (POH/AFM) when the airplane has been
modified by installation of the GARMIN G1000 Integrated Avionics System and GFC 700 Digital
Automatic Flight Guidance System in accordance with GARMIN International, Inc. approved data.
The information in this supplement supersedes or adds to the basic POH/AFM only as set forth below.
Users of the manual are advised to always refer to the supplement for possibly superseding information
and placarding applicable to operation of the airplane.
The GARMIN G1000 system installed in the Hawker Beechcraft King Air 300 Aircraft provides a fully
integrated Display, Communications, Navigation and Flight Control system. Functions provided by the
G1000 system include: Primary Flight Information, Powerplant Monitoring, Navigation, Communication,
Traffic Surveillance, TAWS Class A or B, Weather Avoidance, and a three-axis automatic flight control /
flight director system with optional Electronic Stability & Protection.

USE OF THE HANDBOOK
The following definitions apply to WARNINGS, CAUTIONS and NOTES found throughout the handbook:

WARNING
Operating procedures, techniques, etc., which could result in personal injury or loss of life if
not carefully followed.

CAUTION
Operating procedures, techniques, etc., which could result in damage to equipment if not
carefully followed.

NOTE
Operating procedures, techniques, etc., which is considered essential to emphasize.

190-00716-02 Rev. 1
FAA APPROVED

Hawker Beechcraft King Air 300/300LW
Page 7 of 137

OPERATIONAL APPROVALS
G1000 GNSS (GPS/SBAS) NAVIGATION SYSTEM EQUIPMENT
APPROVALS
The Garmin G1000 Integrated Avionics GNSS navigation system installed in this aircraft is a GPS system
with a Satellite Based Augmentation System (SBAS) comprised of two TSO-C145a Class 3 approved
Garmin GIA 63Ws, TSO-C146a Class 3 approved Garmin GDU 104X Display Units, GARMIN GA36 and
GA37 antennas, and GPS software version 3.2 or later approved version. The G1000 GNSS navigation
system in this aircraft is installed in accordance with AC 20-138A.
The Garmin G1000 Integrated Avionics GNSS navigation system as installed in this aircraft complies with
the requirements of AC 20-138A and is approved for navigation using GPS and SBAS (within the
coverage of a Satellite Based Augmentation System complying with ICAO Annex 10) for IFR en route,
terminal area, and non-precision approach operations (including those approaches titled “GPS”, “or GPS”,
and “RNAV (GPS)” approaches). The G1000 Integrated Avionics GNSS navigation system installed in
this aircraft is approved for approach procedures with vertical guidance including “LPV” and
“LNAV/VNAV”, within the U.S. National Airspace System.
The Garmin G1000 Integrated Avionics GNSS navigation system as installed in this aircraft complies with
the equipment requirements of AC 90-105 and meets the equipment performance and functional
requirements to conduct RNP terminal departure and arrival procedures and RNP approach procedures
without RF (radius to fix) legs. Part 91 subpart K, 121, 125, 129, and 135 operators require a Letter of
Authorization for operational approval from the FAA
The Garmin G1000 Integrated Avionics GNSS navigation system as installed in this aircraft complies with
the equipment requirements of AC 90-100A for RNAV 2 and RNAV 1 operations. In accordance with AC
90-100A, Part 91 operators (except subpart K) following the aircraft and training guidance in AC 90-100A
are authorized to fly RNAV 2 and RNAV 1 procedures. Part 91 subpart K, 121, 125, 129, and 135
operators require a Letter of Authorization for operational approval from the FAA.
The Garmin G1000 Integrated Avionics GNSS navigation system as installed in this aircraft has been
found to comply with the requirements for primary means of Class II navigation in oceanic and remote
navigation (RNP-10) without time limitations in accordance with AC 20-138A and FAA Order 8400.12A.
The G1000 can be used without reliance on other long-range navigation systems. This does not
constitute an operational approval.
The Garmin G1000 Integrated Avionics GNSS navigation system as installed in this aircraft has been
found to comply with the navigation requirements for primary means of Class II navigation in oceanic and
remote navigation (RNP-4) in accordance with AC 20-138A and FAA Order 8400.33. The G1000 can be
used without reliance on other long-range navigation systems. Additional equipment may be required to
obtain operational approval to utilize RNP-4 performance. This does not constitute an operational
approval.
The Garmin G1000 Integrated Avionics GNSS navigation system as installed in this aircraft complies with
the accuracy, integrity, and continuity of function, and contains the minimum system functions required for
PRNAV operations in accordance with JAA Administrative & Guidance Material Section One: General
Part 3: Temporary Guidance Leaflets, Leaflet No 10 (JAA TGL-10 Rev 1). The GNSS navigation system
has two ETSO-145 / TSO-C145a Class 3 approved Garmin GIA 63Ws, and ETSO-146 / TSO-C146a
Class 3 approved Garmin GDU 104X Display Units. The G1000 Integrated Avionics GNSS navigation
system as installed in this aircraft complies with the equipment requirements for PRNAV and BRNAV
operations in accordance with AC 90-96A and JAA TGL-10 Rev 1. This does not constitute an
operational approval.

Hawker Beechcraft King Air 300/300LW
Page 8 of 137

190-00716-02 Rev.1
FAA APPROVED

Garmin International holds an FAA Type 2 Letter of Acceptance (LOA) in accordance with AC 20-153 for
database Integrity, quality, and database management practices for the Navigation database. Pilots and
operators can view the LOA status at www.Garmin.com > Aviation Databases > Type 2 LOA Status.
Navigation information is referenced to WGS-84 reference system.

ELECTRONIC FLIGHT BAG
The G1000 Integrated Avionics System as installed in this aircraft supports approval of AC 120-76A
Hardware Class 3, Software Type C Electronic Flight Bag (EFB) electronic aeronautical chart applications
when using current FliteChart or ChartView data. Additional operational approvals may be required.
For operations under 14 CFR Part 91, it is suggested that a secondary or back up source of aeronautical
information necessary for the flight be available to the pilot in the aircraft. The secondary or backup
information may be either traditional paper-based material or displayed electronically. If the source of
aeronautical information is in electronic format, operators must determine non-interference with the
G1000 system and existing aircraft systems for all flight phases.

REDUCED VERTICAL SEPARATION MINIMUMS (RVSM)
This aircraft has been evaluated in accordance with 14 CFR Part 91, Appendix G, “Operations in
Reduced Vertical Separation Minimum (RVSM) Airspace,” and FAA Advisory Circular 91-85,
“Authorization of Aircraft and Operators for Flight in Reduced Vertical Separation Minimums Airspace,”
and is qualified for RVSM operations as a group aircraft. This finding does not constitute approval to
conduct RVSM operations.

190-00716-02 Rev. 1
FAA APPROVED

Hawker Beechcraft King Air 300/300LW
Page 9 of 137

ABBREVIATIONS AND TERMINOLOGY
The following glossary is applicable within the airplane flight manual supplement
AC

Advisory Circular

ADC

Air Data Computer

ADF

Automatic Direction Finder

AFCS

Automatic Flight Control System

AFM

Airplane Flight Manual

AFMS

Airplane Flight Manual Supplement

AGL

Above Ground Level

Amp hour

AHRS

Attitude and Heading Reference System

AIRAC

Aeronautical Information Regulation And Control

ALT

Altitude, or AFCS altitude hold mode, or ALT button on the GMC 710 AFCS
Mode Controller

ALTS

AFCS altitude capture using the altitude in the altitude preselect window

ALTV

AFCS altitude capture using the altitude from the VNAV profile vertical
constraint

AMMD

Airport Moving Map Display

Autopilot

APR

AFCS Approach mode, or APR button of GMC 710 AFCS mode controller

APTSIGNS

Airport Signs (SVS softkey on the PFD)

APV

Approach with Vertical Guidance

ATC

Air Traffic Control

AUX

Auxiliary

BANK

Low-bank mode of the AFCS

BARO

Barometric Setting

BAT

Battery

Back Course

BRNAV

Basic Area Navigation

BRT

Bright

Circuit Breaker

CDI

Course Deviation Indicator

CFR

Code of Federal Regulations

CLR

Clear

COM

Communication radio

CRS

Course

CWS

Control Wheel Steering

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190-00716-02 Rev.1
FAA APPROVED

Decision Altitude

Direct Current

DL LTNG

GFDS Data Link Lightning

DME

Distance Measuring Equipment

Down

Dead Reckoning

Error Correction

EFB

Electronic Flight Bag

EIS

Engine Indication System

ELEC

Electrical

ENT

Enter

ESP

Electronic Stability and Protection

FAF

Final Approach Fix

Flight Director

FLC

AFCS Flight Level Change mode, or FLC button on the GMC 710 AFCS
mode controller

FLTA

Forward Looking Terrain Awareness

FMS

Flight Management System

FPM

Flight Path Marker or Feet Per Minute

FSB

Fasten Seat Belts

Feet

ft/min

Feet/Minute

Go-around

GCU

Garmin Control Unit

GDC

Garmin Air Data Computer

GDU

Garmin Display Unit

GEA

Garmin Engine/Airframe Unit

GEN

Generator

GEO

Geographic

GFC

Garmin Flight Control

GFDS

Garmin Flight Data Services

GIA

Garmin Integrated Avionics Unit

GMC

Garmin Mode Control Unit

GPS Glide Path

GPS

Global Positioning System

GPWS

Ground Proximity Warning System

GRS

Garmin Reference System (AHRS)

190-00716-02 Rev. 1
FAA APPROVED

Hawker Beechcraft King Air 300/300LW
Page 11 of 137

Glide Slope

GSA

Garmin Servo Actuator

GSR

Garmin Iridium Satellite Radio

HDG

AFCS heading mode or the HDG button on the GMC 710 AFCS Mode
Controller

HITS

Highway in the Sky

HPa

Hectopascal

HSI

Horizontal Situation Indicator

IAF

Initial Approach Fix

IAP

Instrument Approach Procedure

IAS

Indicated Airspeed

ICAO

International Civil Aviation Organization

IFR

Instrument Flight Rules

ILS

Instrument Landing System

in-Hg

inches of mercury

INH

Inhibit

ITT

Interstage Turbine Temperature

KIAS

Knots Indicated Air Speed

LCD

Liquid Crystal Display

LDA

Localizer Type Directional Aid

LNAV

Lateral Navigation

LNAV + V

Lateral Navigation with Advisory Vertical Guidance

LNAV/VNAV

Lateral Navigation / Vertical Navigation

LOA

Letter of Acceptance

LOC

Localizer

LOI

Loss of Integrity (GPS)

LPV

Localizer Performance with Vertical Guidance

LRU

Line Replaceable Unit

LTNG

Lightning (XM Weather Product)

Mach

MAP

Missed Approach Point

MAXSPD

Maximum Speed, AFCS Overspeed Protection mode

MDA

barometric minimum descent altitude

MEL

Minimum Equipment List

MFD

Multi Function Display

MLS

Microwave Landing System

MMO

Maximum operation limit speed in mach

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190-00716-02 Rev.1
FAA APPROVED

MNPS

Minimum Navigational Performance Specifications

MSL

Mean Sea Level

NAT

North Atlantic Track

NAV

Navigation, or AFCS navigation mode, or NAV button on the GMC710 AFCS
Mode Controller

NEXRAD

Next Generation Radar (XM Weather Product)

Nautical Mile

NPA

Non-precision Approaches

OAT

Outside Air Temperature

OBS

Omni Bearing Selector

OVR

Override

P/N

Part Number

PDA

Premature Descent Alert

PFD

Primary Flight Display

PFT

Pre-Flight Test

PIT

AFCS pitch mode

POH

Pilot’s Operating Handbook

PRNAV

Precision Area Navigation

PROC

Procedure button on the GDU or GCU 477

PSI

Pounds per Square Inch

PTCH

Pitch

Radar Altimeter, or Radar Altitude, or traffic Resolution Advisory

RNAV

Area Navigation

RNP

Required Navigation Performance

ROL

AFCS roll mode

RPM

Revolutions per Minute

RVSM

Reduced Vertical Separation Minimums

SBAS

Satellite Based Augmentation System

SDF

Simplified Directional Facility

SID

Standard Instrument Departure

SPD

Speed button on the GMC 710 AFCS Mode Controller. Toggles the FLC
speed between Mach and IAS references.

STAR

Standard Terminal Arrival Route

STBY

Standby

STC

Supplemental Type Certificate

STD

Standard

SUSP

Suspend

190-00716-02 Rev. 1
FAA APPROVED

Hawker Beechcraft King Air 300/300LW
Page 13 of 137

SVS

Synthetic Vision System

SYN TERR

Synthetic Terrain softkey

SYN VIS

Synthetic Vision softkey

Traffic Advisory

TAWS

Terrain Awareness and Warning System

TCAS

Traffic Alert and Collision Avoidance System

TEMP

Temperature

TIS

Traffic Information System

TMR

Timer

Take off

TOD

Top of Descent

TSO

Technical Standard Order

VAPP

AFCS VOR Approach Mode

VCO

Voice Call Out

Vdc

Volts DC

VDP

Visual Descent Point

VFR

Visual Flight Rules

VHF

Very High Frequency

VMC

Visual Meteorological Conditions

VMO

Maximum operation limit speed in knots

VNAV

Vertical Navigation

VNV

Vertical Navigation button on the GMC 710 AFCS Mode Controller

VOR

VHF Omni-directional Range

VPTH

Vertical path

Vertical Speed

WAAS

Wide Area Augmentation System

WFDE

WAAS Fault Detection/Exclusion

WGS-84

World Geodetic System – 1984

WSHLD

Windshield

XFR

Transfer button on the GMC 710 AFCS Mode Controller

XM satellite system

XPDR

Transponder

Yaw Damper

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190-00716-02 Rev.1
FAA APPROVED

Section 2 - Limitations
INTRODUCTION
The G1000 Cockpit Reference Guide for Hawker Beechcraft King Air 300/B300 series, GARMIN part
number 190-01344-00 Revision A or later, must be immediately available to the flight crew during all
phases of flight.

AIRSPEED LIMITATIONS AND INDICATOR MARKINGS
No changes were made to the airplane’s airspeed limitations. The airspeed indicators on the Primary
Flight Displays (PFDs) and the standby airspeed indicator are marked in accordance with the airplane’s
POH/AFM.
A red low speed awareness band is marked on the PFDs in red from 20 – 81 KIAS. The low-speed
awareness band is suppressed while the airplane is on the ground. The low-speed awareness band
appears in flight two seconds after main gear liftoff.
The standby airspeed indicator is marked in accordance with the airspeed markings called out in the
airplane’s AFM/POH. The standby airspeed indicator is not marked with a low speed awareness band.

190-00716-02 Rev. 1
FAA APPROVED

Hawker Beechcraft King Air 300/300LW
Page 15 of 137

POWER PLANT LIMITATIONS AND INDICATOR MARKINGS
No changes were made to the airplane’s engine operating limits. The engine gauges are marked as
shown in the following table. Refer to the latest Airplane Flight Manual or appropriate Airplane Flight
Manual Supplement for engine and propeller limitations.
NOTE
The gauge indicator pointer and digital display will flash inverse red/white video for 5
seconds, then remain steady red, if the indicated engine parameter exceeds its
established limit. The gauge indicator digital display will change to yellow for “caution”
conditions.
PT6A-60A ENGINES COLOR MARKINGS & RANGES
OPERATING
PARAMETER

Red Arc/Radial
(Minimum Limit)

Green Arc

Yellow Arc

Red Arc/Radial

(Normal)

(Caution)

(Maximum Limit)

Torquemeter (%)

0 to 100 (a)

100 (b)

ITT (ºC)

400 to 820 (c)

820 (d)(e)

Prop N2 (rpm)

1050 to 1700

1700

Gas Generator N1 (%)

62 to 104

104

Oil Temperature. (ºC) (g)

0 to 99

Oil Pressure (psi) (f)

90 to 135

60 to 90

135

Footnotes:
(a) Torque limit applies within range of 1000 - 1700 propeller rpm (N2).
(b) Torque indications between 100% and 156% are time limited to 20 seconds.
(c) Maximum ITT during idle is 750ºC. High ITT at ground idle may be corrected by reducing accessory
load and/or increasing N1 rpm.
(d) ITT indication between 820ºC and 850ºC is time limited to 20 seconds.
(e) ITT starting limit at 1000ºC (red triangle) is time limited to 5 seconds.
(f) Normal oil pressure is 90 to 135 psig at gas generator speeds above 72%. With engine torque
below 62%, minimum oil pressure is 60 psig at normal oil temperature (60º to 70ºC). Oil pressures
under 90 psi are undesirable. Under emergency conditions, to complete a flight, a lower oil pressure
limit of 60 psig is permissible at a reduced power level not exceeding 62% torque. Oil pressures
below 60 psig are unsafe and require that either the engine be shut down or a landing be made at the
nearest suitable airport, using the minimum power required to sustain flight. Fluctuations of plus or
minus 10 psi are acceptable.
During extremely cold starts, oil pressure may reach 200 psi (red triangle). In flight, oil pressures
above 135 psi but not exceeding 200 psi are permitted only for the duration of the flight.
(g) Oil temperature limits are -40ºC and +110 ºC. However, temperatures between 99ºC and 110 ºC
are limited to a maximum of 10 minutes.

Hawker Beechcraft King Air 300/300LW
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190-00716-02 Rev.1
FAA APPROVED

MANEUVER LIMITS
No changes have been made to the aircraft’s maneuver limits. The Hawker Beechcraft Super King Air
300 is a Normal Category airplane. Acrobatic maneuvers, including spins, are prohibited.

OPERATIONS IN RVSM AIRSPACE
The airplane is not permitted to operate in RVSM airspace if the static ports are damaged, or if damage or
surface irregularities are found within the RVSM critical region.
The pilot and copilot PFDs must display the on-side ADC information for operations in RVSM airspace.

G1000 INTEGRATED AVIONICS SYSTEM
The GARMIN G1000 Cockpit Reference Guide P/N 190-01344-00, Rev A, or later FAA accepted revision,
must be immediately available to the flight crew during all phases of flight.
Tuning of the COM and NAV radios using the GCU477 controller must be done from the left seat pilot’s
station and only referencing the pilot’s PFD.
Required flight crewmembers must wear and use headsets when the overhead cockpit speaker audio is
selected OFF.
Do not take off unless all display units are installed and operational.
Do not take off with any display in reversionary mode.
Do not take off with any of the following messages displayed in the ALERTS window:
GPS1 FAIL and GPS2 FAIL simultaneously
GPS NAV LOST
GIA1 SERVICE
GIA2 SERVICE
MFD SERVICE

PFD1 SERVICE
PFD2 SERVICE
GMA1 SERVICE
GMA2 SERVICE
GEO LIMITS

Operation of the G1000 system is prohibited if the PFD1 FAN FAIL, PFD2 FAN FAIL or MFD FAN FAIL is
displayed in the ALERTS window AND the Outside Air Temperature is greater than 41°C (106°F) AND
cabin air conditioning is inoperative.
Do not takeoff if GIA1 FAN FAIL or GIA2 FAN FAIL is displayed in the ALERTS window AND the Outside
Air Temperature is greater than 42°C (107°F).
Ground operation of the G1000 system is not allowed when the Outside Air Temperature is greater than
47°C (116°F) AND cabin air conditioning is inoperative.
The G1000 system must be turned on and operated for at least 30 minutes before takeoff if ground
outside air temperature is -40°C (-40°F) or below.
Use of VNAV is prohibited during the intermediate segment of an approach that includes a teardrop
course reversal. VNAV will become ‘Unavailable’ at the beginning of the teardrop segment of the course
reversal.
The fuel quantity, fuel required, fuel remaining, and gross weight estimate functions of the G1000 are
supplemental information only and must be verified by the flight crew.
190-00716-02 Rev. 1
FAA APPROVED

Hawker Beechcraft King Air 300/300LW
Page 17 of 137

Do not use SafeTaxi or Chartview functions as the basis for ground maneuvering. SafeTaxi and
Chartview functions do not comply with the requirements of AC 20-159 and are not qualified to be used
as an airport moving map display (AMMD). SafeTaxi and Chartview are to be used by the flight crew to
orient themselves on the airport surface to improve pilot situational awareness during ground operations.
The use of the colors red and amber within the checklist function has not been evaluated or approved by
this STC. Use of the colors red and/or amber within user created checklists may require separate
evaluation and approval by the FAA

G1000 GNSS (GPS/SBAS) NAVIGATION SYSTEM LIMITATIONS
NOTE
Limitations are in bolded text for this section only
The pilot must confirm at system initialization that the Navigation database is current.
Navigation database is expected to be current for the duration of the flight. If the AIRAC cycle will
change during flight, the pilot must ensure the accuracy of navigation data, including suitability of
navigation facilities used to define the routes and procedures for flight. If an amended chart
affecting navigation data is published for the procedure, the database must not be used to
conduct the procedure.
GPS/SBAS based IFR enroute, oceanic, and terminal navigation is prohibited unless the pilot
verifies and uses a valid, compatible, and current Navigation database or verifies each waypoint
for accuracy by reference to current approved data.
Discrepancies that invalidate a procedure should be reported to Garmin International. The affected
procedure is prohibited from being flown using data from the Navigation database until a new
Navigation database is installed in the aircraft and verified that the discrepancy has been
corrected.
Contact information to report Navigation database discrepancies can be found at
www.Garmin.com>Support>Contact Garmin Support>Aviation. Pilots and operators can view navigation
data base alerts at www.Garmin.com > In the Air> NavData Alerts.
For flight planning purposes, in areas where SBAS coverage is not available, the pilot must check
RAIM availability. Within the United States, RAIM availability can be determined using the G1000
WFDE Prediction program, part number 006-A0154-01 (010-G1000-00) or later approved version with
GARMIN GA36 and GA37 antennas selected, or the FAA’s en route and terminal RAIM prediction
website: www.raimprediction.net, or by contacting a Flight Service Station. Within Europe, RAIM
availability can be determined using the G1000 WFDE Prediction program or Europe’s AUGER GPS
RAIM Prediction Tool at http://augur.ecacnav.com/augur/app/home. For other areas, use the G1000
WFDE Prediction program. This requirement is not necessary if SBAS coverage is confirmed to be
available along the entire route of flight. The route planning and WFDE prediction program may be
downloaded from the GARMIN G1000 website on the internet. For information on using the WFDE
Prediction Program, refer to GARMIN WAAS FDE Prediction Program, part number 190-00643-01,
‘WFDE Prediction Program Instructions’.
For flight planning purposes, operations within the U.S. National Airspace System on RNP and
RNAV procedures when SBAS signals are not available, the availability of GPS integrity RAIM
shall be confirmed for the intended route of flight. In the event of a predicted continuous loss of
RAIM of more than five minutes for any part of the intended route of flight, the flight should be delayed,
canceled, or re-routed on a track where RAIM requirements can be met.
For flight planning purposes for operations within European B-RNAV and P-RNAV airspace, if
more than one satellite is scheduled to be out of service, then the availability of GPS integrity
Hawker Beechcraft King Air 300/300LW
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190-00716-02 Rev.1
FAA APPROVED

RAIM shall be confirmed for the intended flight (route and time). In the event of a predicted
continuous loss of RAIM of more than five minutes for any part of the intended flight, the flight should be
delayed, canceled, or re-routed on a track where RAIM requirements can be met.
For flight planning purposes, operations where the route requires Class II navigation the aircraft’s
operator or flight crew must use the Garmin WFDE Prediction program to demonstrate that there
are no outages on the specified route that would prevent the G1000 from providing primary means
of Class II navigation in oceanic and remote areas of operation that requires (RNP-10 or RNP-4)
capability.
If the Garmin WFDE Prediction program indicates fault exclusion (FDE) is unavailable for
more than 34 minutes in accordance with FAA Order 8400.12B for RNP-10 requirements, or 25 minutes
in accordance with FAA Order 8400.33 for RNP-4 requirements, then the operation must be rescheduled
when FDE is available.
Both GIA 63Ws GPS navigation receivers must be operating and providing GPS navigation
guidance to their respective PFD for operations requiring RNP-4 performance.
North Atlantic (NAT) Minimum Navigational Performance Specifications (MNPS) Airspace operations per
AC 91-49 and AC 120-33 require both GPS/SBAS receivers to be operating and receiving usable signals
except for routes requiring only one Long Range Navigation sensor. Each display computes an
independent navigation solution based on the on-side GPS sensor. However, either display will
automatically revert to the cross-side sensor if the on-side sensor fails or if the cross-side sensor is
determined to be more accurate. A “BOTH ON GPS1” or “BOTH ON GPS2” message does not
necessarily mean that one GPS has failed. Refer to the MFD AUX-GPS STATUS page to determine the
state of the unused GPS.
Whenever possible, RNP and RNAV routes including Standard Instrument Departures (SIDs) and
Obstacle Departure Procedures (ODPs), Standard Terminal Arrival (STAR), and enroute RNAV “Q” and
RNAV “T” routes should be loaded into the flight plan from the database in their entirety, rather than
loading route waypoints from the database into the flight plan individually. Selecting and inserting
individual named fixes from the database is permitted, provided all fixes along the published route to be
flown are inserted. Manual entry of waypoints using latitude/longitude or place/bearing is
prohibited.
“GPS”, “or GPS”, and “RNAV (GPS)” instrument approaches using the G1000 System are
prohibited unless the pilot verifies and uses the current Navigation database.
GPS based
instrument approaches must be flown in accordance with an approved instrument approach
procedure that is loaded from the Navigation database.
Not all published Instrument Approach Procedures (IAP) are in the Navigation database. Pilots
planning on flying an RNAV instrument approach must ensure that the Navigation database
contains the planned RNAV Instrument Approach Procedure and that approach procedure must
be loaded from the Navigation database into the FMS flight plan by its name.
IFR non-precision approach approval using the GPS/SBAS sensor is limited to published
approaches within the U.S. National Airspace System. Approaches to airports in other airspace
are not approved unless authorized by the appropriate governing authority.
When operating under instrument flight rules, flight plan selection of any required alternate airport must
not be based on an RNAV (GPS) LP/LPV or LNAV/VNAV approach. Alternate airport selection must be
based upon an LNAV approach or an available ground-based approach for which the aircraft is equipped
to fly.
The navigation equipment required to join and fly an instrument approach procedure is indicated by the
title of the procedure and notes on the IAP chart. Use of the GARMIN G1000 GPS/SBAS receivers to
provide navigation guidance during the final approach segment of an ILS, LOC, LOC-BC, LDA,
190-00716-02 Rev. 1
FAA APPROVED

Hawker Beechcraft King Air 300/300LW
Page 19 of 137

SDF, MLS or any other type of approach not approved for “or GPS” navigation is prohibited.
When using the G1000 VOR/LOC/GS receivers to fly the final approach segment, VOR/LOC/GS
navigation data is must be selected and presented on the CDI of the pilot flying.
Navigation information is referenced to WGS-84 reference system, and should only be used where the
Aeronautical Information Publication (including electronic data and aeronautical charts) conform to
WGS-84 or equivalent.

Hawker Beechcraft King Air 300/300LW
Page 20 of 137

190-00716-02 Rev.1
FAA APPROVED

AHRS AREAS OF OPERATION
The GARMIN G1000 system is not designed for use as a polar navigator. Operation outside the approved
operating area is prohibited. Refer to Figure 1. Flight operations with the G1000 Integrated Avionics
installed are prohibited in the following regions due to unsuitability of the Earth’s magnetic fields:
1. In the Northern hemisphere, North of the line beginning at:
N069°48'57.14"W180°00'00.00" to
N067°09'04.64"W180°00'00.00" to
N067°09'04.64"W151°00'00.00" to
N060°34'40.96"W123°00'00.00" to
N054°43'13.96"W123°00'00.00" to
N054°43'13.96"W094°30'00.00" to
N054°43'13.96"W065°30'00.00" to
N060°03'03.37"W065°30'00.00" to
N067°13'16.31"W038°00'00.00" to
N067°13'16.31"W007°00'00.00" to
N069°52'01.37"W007°00'00.00" to
N069°52'01.37"W007°00'00.00" to
N069°52'01.37"E026°30'00.00" to
N065°49'54.43"E026°30'00.00" to
N065°49'54.43"E057°00'00.00" to
N060°59'40.52"E057°00'00.00" to
N060°59'40.52"E086°30'00.00" to
N060°59'40.52"E118°00'00.00" to
N062°30'03.55"E118°00'00.00" to
N062°30'03.55"E147°00'00.00" to
N068°00'43.26"E147°00'00.00" to
N068°00'43.26"E180°00'00.00" to
N069°48'57.15"E180°00'00.00" to point of beginning;
2. In the Southern hemisphere, South of the line beginning at:
S070°00'00.00"W180°00'00.00" to
S070°00'00.00"E097°00'00.00" to
S047°00'00.00"E097°00'00.00" to
S047°00'00.00"E155°00'00.00" to
S053°00'00.00"E155°00'00.00" to
S053°00'00.00"E180°00'00.00" to point of beginning

190-00716-02 Rev. 1
FAA APPROVED

Hawker Beechcraft King Air 300/300LW
Page 21 of 137

oN
80

oN
40

Geographic Latitude

oS
40

o
80
S

180oW

120oW

oW
60

o0
Geographic Longitude

oE
60

120oE

180oW

Figure 1, GRS 77 Geographic Limits

Hawker Beechcraft King Air 300/300LW
Page 22 of 137

190-00716-02 Rev.1
FAA APPROVED

AUTOPILOT OPERATION LIMITS
One pilot must remain seated at the controls, with seatbelt fastened, during all autopilot operations.
Do not use autopilot or yaw damper during takeoff and landing.
The GFC 700 AFCS preflight test must complete successfully prior to use of the autopilot, flight director or
manual electric trim.
The maximum fuel imbalance with the autopilot engaged is 300 pounds.
Minimum speed for autopilot operation is 100 KIAS.
Maximum speed limit for autopilot operation is unchanged from the airplane’s maximum airspeed limit
(VMO/MMO).
Autopilot coupled ILS, LOC, LPV, or LNAV/VNAV approaches with the yaw damper inoperative or not
engaged is prohibited.
Do not use autopilot below the following altitudes:
1.

On takeoff, do not engage the autopilot below ....................................................... 400 feet AGL

Cruise .................................................................................................................... 1000 feet AGL

Approach (GP or GS mode) .................................................................................... 200 feet AGL

Approach (FLC, VS, PIT or ALT mode) .................... Higher of 400 feet AGL or Approach MDA

SYNTHETIC VISION AND PATHWAYS LIMITS
Use of the Synthetic Vision system display elements alone for aircraft control without reference to the
G1000 primary flight instruments or the aircraft standby instruments is prohibited.
Use of the Synthetic Vision system alone for navigation, or obstacle or terrain avoidance is prohibited.
Use of the SVS traffic display alone to avoid other aircraft is prohibited.

190-00716-02 Rev. 1
FAA APPROVED

Hawker Beechcraft King Air 300/300LW
Page 23 of 137

TAWS, GPWS, AND TERRAIN SYSTEM LIMITS
Pilots are authorized to deviate from their current ATC clearance to the extent necessary to comply with
TAWS or GPWS warnings.
The TAWS databases have an area of coverage as detailed below:
1. The terrain database coverage area is from North 75° Latitude to South 60° Latitude in all
longitudes.
2. The Airport Terrain Database coverage area includes airports from North 75° Latitude to South
60° Latitude in all longitudes.
3. The Obstacle Database coverage area includes the United States and Europe.
Use of the TAWS or GPWS for navigation or terrain and/or obstacle avoidance is prohibited.

NOTE
The TAWS page and terrain display is intended to serve as a situational awareness tool only. It
may not provide the accuracy, fidelity, or both, on which to solely base decisions and plan
maneuvers to avoid terrain or obstacles.
To avoid unwanted alerts, TAWS and/or GPWS should be inhibited when landing at an airport that is not
included in the airport database.

TRAFFIC AVOIDANCE SYSTEM LIMITS
Use of the MAP - TRAFFIC MAP to maneuver the airplane for traffic avoidance without outside visual
reference is prohibited. The Traffic Information System (TIS) or optional Skywatch HP, Skywatch TAS,
Honeywell KTA-870 TAS, Garmin GTS 820/850 TAS, or Collins TCAS-94 or TCAS-4000 Systems are
intended as an aid for the pilot to visually locate traffic. It is the responsibility of the pilot to see and
manually maneuver the airplane to avoid other traffic. Maneuvers based solely on a traffic advisory (TA)
or on information displayed on a traffic display are not authorized.
For airplanes that have a Collins TCAS-94 or TCAS-4000 TCAS II system installed, pilots are authorized
to deviate from their current ATC clearance to comply with a TCAS II resolution advisory (RA).

DATA LINK WEATHER (XM OR GFDS WEATHER)
Datalink weather information displayed by the G1000 system is limited to supplemental use only. XM or
Garmin Flight Data Service (GFDS) weather data is not a source of official weather information. Use of
the NEXRAD, PRECIP, XM LTNG and DL LTNG (Datalink Lightning) data on the MAP – NAVIGATION
MAP, MAP – XM WEATHER DATA LINK or MAP – GFDS WEATHER DATA LINK pages for hazardous
weather, e.g., thunderstorm penetration is prohibited.
NEXRAD, PRECIP, XM LTNG and DL LTNG information on the MAP – NAVIGATION, MAP – XM
WEATHER DATA LINK, or MAP – GFDS WEATHER DATA LINK pages is intended only as an aid to
enhance situational awareness of hazardous weather, not penetration. It is the pilot’s responsibility to
avoid hazardous weather using official weather data sources and the airplane’s in-flight weather radar.

Hawker Beechcraft King Air 300/300LW
Page 24 of 137

190-00716-02 Rev.1
FAA APPROVED

OPTIONAL L3 COMMUNICATIONS AVIONICS SYSTEM WX-500 STORMSCOPE
Stormscope lightning information displayed by the G1000 system is limited to supplemental use only.
The use of the Stormscope lightning data on the MAP – NAVIGATION MAP and/or MAP –
STORMSCOPE page for hazardous weather (thunderstorm) penetration is prohibited. Stormscope
lightning data on the MAP - NAVIGATION or MAP – STORMSCOPE page is intended only as an aid to
enhance situational awareness of hazardous weather, not penetration. It is the pilot’s responsibility to
avoid hazardous weather using official weather data sources and the airplane’s weather radar.

PLACARDS
On Instrument Panel above the Standby Attitude Indicator:

STANDBY ALT/AS
ALTITUDE – FEET
S.L TO 21,000
21,000 TO 25,000
25,000 TO 30,000
ABOVE 30,000

190-00716-02 Rev. 1
FAA APPROVED

VMO-KIAS
259
239
214
191

Hawker Beechcraft King Air 300/300LW
Page 25 of 137

KINDS OF OPERATION LIMITS
The Hawker Beechcraft King Air 300 is approved for the following types of operations when the required
equipment, as shown in the airplane AFM/POH Kinds of Operations Equipment List, supplemented by the
Kinds of Operations Equipment List from other applicable Airplane Flight Manual Supplements, and the
Kinds of Operations Equipment List contained in this Airplane Flight Manual Supplement, is installed and
operable.
1.

VFR Day

VFR Night

IFR Day

IFR Night

Icing Conditions

KINDS OF OPERATIONS EQUIPMENT LIST
This airplane may be operated in day or night VFR, day or night IFR, and icing conditions when the
required systems and equipment are installed and operable.
The following equipment list identifies the systems and equipment upon which type certification for each
kind of operation was predicated. The system and equipment listed must be installed and operable for
the particular kind of operation indicated unless:
The airplane is approved to be operated in accordance with a current Minimum Equipment List (MEL)
issued by the FAA.
Or:
An alternate procedure is provided in the Pilots Operating Handbook and FAA Approved Flight Manual for
the inoperative state of the listed system or equipment and all limitations are complied with.
Numbers in the Kinds of Operations Equipment List refer to quantities required to be operative for the
specified condition. The list does not include all equipment that may be required by specific operating
rules. It also does not include components obviously required for the airplane to be airworthy such as
wings, empennage, engines, etc.

Hawker Beechcraft King Air 300/300LW
Page 26 of 137

190-00716-02 Rev.1
FAA APPROVED

VFR
Day
VFR
Night
IFR
Day
IFR
Night
Icing
Conditions

System and/or Equipment

Remarks and/or Exceptions
ELECTRICAL POWER
Inverter

Removed by G1000 modification

INVERTER Annunciator

Removed by G1000 modification

Standby Battery

ENGINE INDICATIONS
No Changes - Refer to Aircraft Flight
Manual
ENGINE OIL
No Changes - Refer to Aircraft Flight
Manual
ENVIRONMENTAL
No Changes – Refer to Aircraft Flight
Manual
EQUIPMENT/FURNISHINGS
No Changes – Refer to Aircraft Flight
Manual
FIRE PROTECTION
No Changes – Refer to Aircraft Flight
Manual
FLIGHT CONTROLS
No Changes - Refer to Aircraft Flight
Manual
FUEL
No Changes - Refer to Aircraft Flight
Manual
ICE AND RAIN PROTECTION
No Changes - Refer to Aircraft Flight
Manual
LANDING GEAR
No Changes - Refer to Aircraft Flight
Manual
LIGHTS
No Changes - Refer to Aircraft Flight
Manual
MISCELLANEOUS EQUIPMENT
(Single Pilot Operation Only)
No Changes – Refer to Aircraft Flight
Manual

190-00716-02 Rev. 1
FAA APPROVED

Hawker Beechcraft King Air 300/300LW
Page 27 of 137

VFR
Day
VFR
Night
IFR
Day
IFR
Night
Icing
Conditions

System and/or Equipment

Remarks and/or Exceptions
NAVIGATION INSTRUMENTS
Magnetic Compass

Outside Air Temperature

G1000 Integrated Avionics
GARMIN G1000 Cockpit Reference
Guide
Autopilot
Electronic Stability & Protection
(ESP)

Required only for operations in RVSM
airspace.

Yaw Damper/Rudder Boost System

Yaw damper is required for flight
above a certain altitude. Refer to
Aircraft’s POH or AFMS for any
installed modifications that affect this
requirement. Rudder Boost is
required for all flights.

Control Wheel Autopilot
Disconnect/Trim Interrupt Switches

Left side is required. Both sides
required for two-crew operation.

VHF Communications System

Or as required by operating
regulation.

Audio Control Panel

Pilot's audio panel required for single
pilot operation. Both sides required
for two-crew operation.

Primary Flight Display

Multi Function Display

Air Data Computer

Attitude/Heading Reference System
(AHRS)

Standby Attitude Indicator

Standby Altimeter

Standby Airspeed Indicator

ATC Transponder

Required for RVSM operations, or as
required by operating regulation.

VHF Navigation Receiver

Or as required by operating
regulation.

GPS/SBAS Receiver

Or as required by operating
regulation.

Automatic Direction Finder (ADF)

Or as required by operating
regulation.

Distance Measuring Equipment
(DME)

Or as required by operating
regulation.

Radar (Radio) Altimeter

Or as required by operating
regulation.

Hawker Beechcraft King Air 300/300LW
Page 28 of 137

190-00716-02 Rev.1
FAA APPROVED

VFR
Day
VFR
Night
IFR
Day
IFR
Night
Icing
Conditions

System and/or Equipment

Remarks and/or Exceptions
Marker Beacon Receiver

Or as required by operating
regulation.

Terrain Awareness and Warning
System (TAWS)

Or as required by operating
regulation.

Ground Proximity Warning System
(GPWS)

Or as required by operating
regulation.

Weather Radar

XM or GFDS Datalink Weather

GSR 56 Satellite Receiver

GDU Cooling Fans (3 total)

GIA Cooling Fans (2 total)

RNAV Operations, Equipment and
Components
GPS/SBAS receiver with GPS
Software 3.2 or later approved
version **Note 1, 2

GDU 104X Display

GDU 1500 Display

GA36 antenna

GA37 antenna

Or as required by operating
regulation.

All fans are required if OAT is above
41°C (106°F).
Both fans are required if OAT is above
42°C (107°F).

Equipment and components required for
RNAV 2, RNAV 1, B-RNAV, P-RNAV, Class II
navigation, RNP and RNAV routes including
Standard Instrument Departures (SIDs) and
Obstacle Departure Procedures (ODPs),
Standard Terminal Arrival (STAR), and
enroute RNAV “Q” and RNAV “T” routes,
and “GPS”, “or GPS”, and “RNAV (GPS)”
instrument approach operations.
NOTE 1: Some operations require two
functioning GPS/SBAS receivers.
NOTE 2: If only one is required, and only
one is operative, it must be #1.

OXYGEN
No Changes - Refer to Aircraft Flight
Manual
PROPELLER
Refer to Aircraft’s POH or AFMS for
any installed modifications

No Changes VACUUM SYSTEM
Gyro Suction Gage

Instrument Air System

190-00716-02 Rev. 1
FAA APPROVED

Hawker Beechcraft King Air 300/300LW
Page 29 of 137

This page intentionally left blank.

Hawker Beechcraft King Air 300/300LW
Page 30 of 137

190-00716-02 Rev.1
FAA APPROVED

Section 3 - Emergency Procedures
Table of Contents
AUTOMATIC FLIGHT CONTROL SYSTEM ................................................................ 32
AUTOPILOT MALFUNCTION / PITCH TRIM RUNAWAY..................................................................... 32
UNSCHEDULED RUDDER BOOST ACTIVATION ............................................................................... 33
MANUAL AUTOPILOT DISCONNECT .................................................................................................. 34
AUTOPILOT ABNORMAL DISCONNECT ............................................................................................. 34
AUTOPILOT FAILURE ........................................................................................................................... 35
PITCH AXIS FAILURE ............................................................................................................................ 36
ROLL AXIS FAILURE ............................................................................................................................. 36
PITCH TRIM FAILURE ........................................................................................................................... 37
AUTOPILOT PRE-FLIGHT TEST FAIL .................................................................................................. 37
AUTOPILOT OVERSPEED RECOVERY ............................................................................................... 38
AUTOPILOT UNDERSPEED PROTECTION ACTIVATION AND RECOVERY (ESP-Equipped
Aircraft Only) ................................................................................................ Error! Bookmark not defined.
ENGINE FAILURE (AUTOPILOT ENGAGED) ...................................................................................... 39

ELECTRICAL SYSTEM ................................................................................................ 39
DUAL GENERATOR FAILURE [L DC GEN] [R DC GEN] .................................................................... 39
LOAD MANAGEMENT TABLE .............................................................................................................. 40

TAWS AND GPWS ....................................................................................................... 41
TAWS OR GPWS WARNING ................................................................................................................. 41

TCAS II ......................................................................................................................... 41
TCAS II RESOLUTION ADVISORY ....................................................................................................... 41

WINDSHEAR ENCOUNTER ........................................................................................ 42
ESP ENGAGEMENT .................................................................................................... 42

190-00716-02 Rev. 1
FAA APPROVED

Hawker Beechcraft King Air 300/300LW
Page 31 of 137

Bolded checklist steps in the EMERGENCY PROCEDURES section indicate pilot
memory action items. The pilot shall perform these items without reference to the
checklist in this section.

AUTOMATIC FLIGHT CONTROL SYSTEM
AUTOPILOT MALFUNCTION / PITCH TRIM RUNAWAY
These procedures supersede the airplane’s UNSCHEDULED ELECTRIC ELEVATOR TRIM
ACTIVATION AFM checklist items.
If the airplane deviates unexpectedly from the planned flight path:
1. Control Wheel .................................................................................................................. GRIP FIRMLY
2. AP/YD DISC / TRIM INTRPT Button....................................................................... PRESS AND HOLD
(Be prepared for possible high elevator control forces)
3. Aircraft Attitude ............................................................... MAINTAIN/REGAIN AIRCRAFT CONTROL
use standby attitude indicator if necessary

NOTE
Do not release the AP/YD DISC / TRIM INTRPT Button until after pulling the AFCS SERVOS Circuit
Breaker. The rudder boost will also be interrupted when the disconnect button is depressed.
4. Elevator Trim .............................................................. RE-TRIM if necessary using Elevator Tab Wheel
5. AFCS SERVOS Circuit Breaker ...................................................................................................... PULL
(Right circuit breaker panel)

NOTE
Pulling the AFCS SERVOS circuit breaker will render the autopilot, yaw damper and rudder boost
systems inoperative.
6. AP/YD DISC / TRIM INTRPT Button ....................................................................................... RELEASE

WARNING
IN FLIGHT, DO NOT OVERPOWER THE AUTOPILOT. THE TRIM WILL OPERATE IN THE
DIRECTION OPPOSING THE OVERPOWER FORCE, WHICH WILL RESULT IN LARGE
OUT-OF-TRIM FORCES.
DO NOT ATTEMPT TO RE-ENGAGE THE AUTOPILOT OR USE MANUAL ELECTRIC PITCH
TRIM UNTIL THE CAUSE OF THE MALFUNCTION HAS BEEN CORRECTED.

Hawker Beechcraft King Air 300/300LW
Page 32 of 137

190-00716-02 Rev.1
FAA APPROVED

NOTE
The maximum altitude lost during malfunction tests was:
Cruise – 230 Feet
Descent – 555 Feet
Maneuvering – 170 Feet
Glideslope/Glidepath Approach – 79 Feet
Non-Precision Approach – 100 Feet

UNSCHEDULED RUDDER BOOST ACTIVATION
These procedures supersede the airplane’s UNSCHEDULED RUDDER BOOST ACTIVATION
AFM checklist items.
Rudder boost operation without a large variation of power between the engines indicates a failure of
the system.
1. AP/YD DISC / TRIM INTRPT Button ................................................................ PRESS AND HOLD
2. Rudder Boost ............................................................................................................................ OFF
If Condition Persists:
3. AFCS SERVOS Circuit Breaker ....................................................................................... PULL, or
4. Either Bleed Valve .......................................................................................... PNEU & ENVIR OFF
5. Perform Normal Landing

NOTE
Pulling the AFCS SERVOS circuit breaker will render the autopilot, yaw damper and rudder boost
systems inoperative.

190-00716-02 Rev. 1
FAA APPROVED

Hawker Beechcraft King Air 300/300LW
Page 33 of 137

MANUAL AUTOPILOT DISCONNECT
If necessary, the autopilot may be manually disconnected using any one of the following
methods.
1. AP/YD DISC / TRIM INTRPT Button ............................................................ PRESS and RELEASE
(Pilot’s or Copilot’s control wheel)
2. AP Button (Autopilot mode control panel) .............................................................................. PRESS
(Yaw damper remains engaged)
3. Pitch Trim Switch (Pilot’s or, if installed, Copilot’s control wheel) .................................... ACTIVATE
(Yaw damper remains engaged)
4. Go-Around (GA) switch (For airplanes without ESP Installed) .............................................. PRESS
(Left power lever - yaw damper remains engaged)
5. AFCS SERVOS Circuit Breaker ................................................................................................ PULL
(Right circuit breaker panel)

AUTOPILOT ABNORMAL DISCONNECT
(Red ‘AP’ flashing on PFD, Continuous high-low aural tone)
1. A/P DISC/TRIM INTRPT Button ..................................................................PRESS AND RELEASE
(to cancel disconnect tone)
2. Aircraft Attitude............................................................. MAINTAIN/REGAIN AIRCRAFT CONTROL

NOTE
The autopilot disconnect may be accompanied by a red boxed PTCH (pitch), ROLL, YAW or
AFCS on the PFD, indicating the axis which has failed, or that the automatic flight control
system has failed. The autopilot cannot be re-engaged with any of these annunciations
present.

Hawker Beechcraft King Air 300/300LW
Page 34 of 137

190-00716-02 Rev.1
FAA APPROVED

AUTOPILOT FAILURE
(Red

annunciator on PFD, Red ‘AP’ flashing on PFD, Continuous high-low aural tone)

1. AP/YD DISC / TRIM INTRPT Button ..................................................................................... PRESS
(to cancel disconnect tone)
If red ‘AFCS’ is displayed, the autopilot, yaw damper, and manual electric pitch trim will be
inoperative.
2. Advise ATC of loss of autopilot system.

NOTE
A loss of the autopilot may also cause yaw damper and rudder boost to be inoperative. Many
King Air 300 aircraft require the yaw damper to be operative above 11,000 feet MSL, and rudder
boost continuously. Refer to the Limitations section of the Aircraft Flight Manual, or appropriate
Airplane Flight Manual Supplement for further information.
3. Altitude ........................................ MONITOR AND MAINTAIN ASSIGNED ALTITUDE MANUALLY
Record each altimeter reading for contingency procedure use

NOTE
The standby altimeter must be corrected for position error using the Altimeter Correction –
Standby System chart in the Performance section of this supplement.
4. Perform appropriate RVSM contingency procedures outlined in the operator’s RVSM manual for
the loss of automatic altitude hold capability.

190-00716-02 Rev. 1
FAA APPROVED

Hawker Beechcraft King Air 300/300LW
Page 35 of 137

PITCH AXIS FAILURE
(Red

annunciator on PFD)

1. Indicates a failure of the pitch axis of the autopilot. The autopilot will be inoperative. The yaw
damper will be operative.

NOTE
If the red
annunciator illuminates without the autopilot engaged, it may indicate a
faulted AHRS. Monitor both PFDs and the standby attitude indicator for abnormal attitude
indications.
2. Advise ATC of loss of autopilot system.
3. Yaw Damper ............................................................................................. ENGAGE AS REQUIRED
4. Altitude ........................................ MONITOR AND MAINTAIN ASSIGNED ALTITUDE MANUALLY
Record each altimeter reading for contingency procedure use

NOTE
The standby altimeter must be corrected for position error using the Altimeter Correction –
Standby System chart in the Performance section of this supplement.
5. Perform appropriate RVSM contingency procedures outlined in the operator’s RVSM manual for
the loss of automatic altitude hold capability.

ROLL AXIS FAILURE
(Red

annunciator on PFD)

1. Indicates a failure of the roll axis of the autopilot. The autopilot will be inoperative. The yaw
damper will be operative.

Hawker Beechcraft King Air 300/300LW
Page 36 of 137

190-00716-02 Rev.1
FAA APPROVED

PITCH TRIM FAILURE
(Red

annunciator on PFD)

1. Indicates a failure of the pitch trim servo of the autopilot. The autopilot will be inoperative. The
yaw damper will remain operative.
2. Control Wheel ............................................................................................................. GRIP FIRMLY
3. AP/YD DISC / TRIM INTRPT Button ............................................................ PRESS and RELEASE
(Be prepared for possible high elevator control forces)
4. Elevator Trim ...................................................... AS REQUIRED USING ELEVATOR TAB WHEEL
If Red

Message Clears

5. Autopilot ....................................................................................................................... RE-ENGAGE

If Red

Message Remains

5. Autopilot ........................................................................................................ DO NOT RE-ENGAGE
6. Elevator Trim .......................................................... CONTINUE TO USE ELEVATOR TAB WHEEL
7. Yaw Damper ............................................................................................. ENGAGE AS REQUIRED
In RVSM Airspace:
8. Advise ATC of loss of autopilot system.
9. Altitude ....................................... MONITOR AND MAINTAIN ASSIGNED ALTITUDE MANUALLY
Record each altimeter reading for contingency procedure use

NOTE
The standby altimeter must be corrected for position error using the Altimeter Correction –
Standby System chart in the Performance section of this supplement.
10. Perform appropriate RVSM contingency procedures outlined in the operator’s RVSM manual for
the loss of automatic altitude hold capability.

AUTOPILOT PRE-FLIGHT TEST FAIL
(Red

annunciator on PFD)

1. Indicates the AFCS system failed the automatic Pre-Flight test. The autopilot, yaw damper and
electric elevator trim are inoperative, and the rudder boost system may be inoperative. The
Flight Director may still function.

190-00716-02 Rev. 1
FAA APPROVED

Hawker Beechcraft King Air 300/300LW
Page 37 of 137

AUTOPILOT OVERSPEED RECOVERY
(Amber

annunciation on PFD)

1. Power Levers ..................................................................................................................... REDUCE
When overspeed condition is corrected:
2. Autopilot ..................................................................... RESELECT VERTICAL MODE (if necessary)

NOTE
Overspeed recovery mode provides a pitch up command to decelerate the airplane at or
below the maximum autopilot operating speed (259 KIAS / 0.58 M) or VFE (200 or 157 KIAS)
if the flaps are extended. Overspeed recovery is not active in altitude hold (ALT), glideslope
(GS), or glidepath (GP) modes.

AUTOPILOT UNDERSPEED PROTECTION ACTIVATION AND RECOVERY
(ESP-Equipped Aircraft Only)
(Red

Warning Annunciator on the PFDs on ESP-equipped aircraft. May also be

accompanied by an amber

annunciator above the airspeed tape display and aural

“AIRSPEED” alert)
1. Power Levers ..................... INCREASE POWER AS REQUIRED TO CORRECT UNDERSPEED
2. Aircraft Attitude and Altitude ......................................................................................... MONITOR
After underspeed condition is corrected:
3. Autopilot .........................................RESELECT VERTICAL AND LATERAL MODES (if necessary)
4. Power Levers .......................................................................................... ADJUST AS NECESSARY

NOTE
Autopilot Underspeed Protection Mode provides a pitch down command to maintain 100 +/-2
KIAS, or 2 KIAS above stall warning airspeed, depending on the vertical mode selected.
Underspeed recovery is not available below 200 feet AGL, except in go-around (GA) mode.

Hawker Beechcraft King Air 300/300LW
Page 38 of 137

190-00716-02 Rev.1
FAA APPROVED

ENGINE FAILURE (AUTOPILOT ENGAGED)
1. AP/YD DISC / TRIM INTRPT Button .......................................................... PRESS and RELEASE
2. Engine Failure Procedure in
EMERGENCY PROCEDURES Section of AFM ........................................................ 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

ELECTRICAL SYSTEM
DUAL GENERATOR FAILURE [L DC GEN] [R DC GEN]
This procedure should be performed prior to completing the respective section of the AFM checklist.
If Neither Generator Will Reset:
1. Standby Battery Switch ............................................................................... INDICATES ARM or ON
2. The following equipment will be functional while the G1000 is powered from the aircraft’s battery
power, Avionics Master Power Switch is ON, and the [L GEN TIE OPEN], [R GEN TIE OPEN],
[L DC GEN] and [R DC GEN] annunciators are illuminated.
Pilot’s Attitude, Heading, Air Data, and Nav CDI
Copilot’s Attitude, Heading, Air Data, and Nav CDI
MFD, Engine Gauges
Com 1, Pilot’s Audio Panel, GPS 1, GPS 2, VHF Nav 1, VHF Nav 2, Transponder 1
Autopilot, Flight Director, Yaw Damper/Rudder Boost

NOTE
Inoperative G1000 equipment items will be displayed in the ALERTS window on both PFDs.

NOTE
The aircraft’s battery will continue to power the G1000 equipment for at least 30 minutes following
complete loss of normal electrical power generation. Once the aircraft’s battery can no longer
power the G1000, the standby battery will automatically power the standby attitude indicator,
altimeter vibrator, the instrument emergency lights, and the internal lighting of the three standby
instruments and magnetic compass for an additional 30 minutes.

NOTE
The Copilot and Standby Altimeter and Airspeed indicators may be unreliable in visible moisture
because the Right Pitot Heat is not powered by the aircraft battery. The Left Pitot Heat remains
powered by the battery via the aircraft’s Triple Fed Bus.

190-00716-02 Rev. 1
FAA APPROVED

Hawker Beechcraft King Air 300/300LW
Page 39 of 137

LOAD MANAGEMENT TABLE
This table replaces the Load Management Table published in the AFM. Use of the following
equipment will reduce battery duration by the approximate times listed below. Multiple usage of the
following equipment is additive.
OPERATING TIME
(Minutes)

REDUCTION IN MAIN BATTERY
DURATION (Minutes)

Standby Altimeter

Continuous

None*

Standby Airspeed Indicator

Continuous

None*

Standby Attitude Indicator

Continuous

None*

Comm 1 Xmit

Continuous

-----

Pilot Audio

Continuous

-----

Nav 1

Continuous

-----

ADC 1

Continuous

-----

Pilot PFD

Continuous

-----

AHRS 1

Continuous

-----

Transponder 1

Continuous

-----

GEA 1

Continuous

-----

MFD

Continuous

-----

Copilot PFD

Continuous

-----

Nav 2

Continuous

-----

ADC 2

Continuous

-----

AHRS 2

Continuous

-----

GEA 2

Continuous

-----

Instrument Indirect /Emergency Lights

Continuous

None*

Cabin Lights

Ice Lights

0.6

NAV Lights

Taxi Lights

Digital OAT

Continuous

-----

Left Bleed Air Valve

Continuous

-----

Pressurization Control

Continuous

-----

Cabin Temperature Control

Continuous

-----

0.1

Single Operation

0.1

Manual Prop Deice

Windshield Wiper

Continuous

-----

EQUIPMENT

Single Standby Fuel Pump

Surface Deice
Left and Right Main Engine Anti-ice

Left Pitot Heat
*Powered by standby battery.

Hawker Beechcraft King Air 300/300LW
Page 40 of 137

190-00716-02 Rev.1
FAA APPROVED

TAWS AND GPWS
TAWS OR GPWS WARNING
(Red

on PFD and aural “PULL UP” or “[Whoop, Whoop], PULL UP”

1. AP/YD DISC / TRIM INTRPT Button ............................................. PRESS and RELEASE
(To disconnect the autopilot)
2. Aircraft Attitude ....................................................... PULL BACK ON CONTROL WHEEL
3. Power.......................................................................................... MAXIMUM ALLOWABLE
4. Airspeed ........................................................................ BEST ANGLE OF CLIMB SPEED
After Warning Ceases:
5. Power ......................................................................................... MAXIMUM CONTINUOUS
6. Altitude ............................................................... CLIMB AND MAINTAIN SAFE ALTITUDE
7. Advise ATC of Altitude Deviation, if appropriate.

NOTE
Only vertical maneuvers are recommended, unless either operating in visual meteorological
conditions (VMC), or the pilot determines, based on all available information, that turning in
addition to the escape maneuver is the safest course of action, or both.

TCAS II
Refer to the GARMIN Pilot’s Guide, P/N 190-01343-00 Rev. A or later FAA approved revision for a
detailed description of the TCAS II display and control elements as implemented in the G1000.

The following procedure should be performed in conjunction with the respective section of the TCAS-II
AFMS checklist.

TCAS II RESOLUTION ADVISORY
(Red on PFD and aural resolution advisory)
1. Perform Resolution Advisory Procedures in the NORMAL PROCEDURES Section of the
TCAS II AFMS.
2. Follow the green cues on the PFD VSI display as required to comply with the RA.
Compliance with a TCAS II resolution advisory (RA) is necessary unless the pilot considers it
unsafe to do so, or unless the pilot has information about the cause of the RA and can
maintain safe separation for example visual acquisition of, and safe separation from, a nearby
aircraft on a parallel approach.

190-00716-02 Rev. 1
FAA APPROVED

Hawker Beechcraft King Air 300/300LW
Page 41 of 137

WINDSHEAR ENCOUNTER
For airplanes equipped with Electronic Stability and Protection (ESP):
1. AP/YD DISC / TRIM INTRPT Button .................................................... PRESS and HOLD
(To prevent automatic autopilot
engagement)
2. Perform established windshear escape procedures.
After Exiting Windshear:
3. AP/YD DISC / TRIM INTRPT Button ................................................................... RELEASE
4. Autopilot/Yaw Damper .................................................................................... AS DESIRED

NOTE
Refer to FAA Advisory Circular 00-54, Pilot Windshear Guide for additional information on
windshear avoidance and escapement techniques.

ESP ENGAGEMENT
For airplanes equipped with Electronic Stability and Protection (ESP):
1. Use the flight controls and power levers as required to correct the abnormal flight
condition.

NOTE
If the airplane remains within the ESP engagement envelope for more than approximately 10
seconds, the autopilot will automatically engage in LVL mode, and will be accompanied by an
aural “ENGAGING AUTOPILOT” alert. Refer to Section 7 – Systems Description, “Electronic
Stability & Protection” (ESP) for further information.

Hawker Beechcraft King Air 300/300LW
Page 42 of 137

190-00716-02 Rev.1
FAA APPROVED

Section 3A - Abnormal Procedures
Table of Contents
AUTOMATIC FLIGHT CONTROL SYSTEM ................................................................ 45
AILERON MIS-TRIM ............................................................................................................................... 45
ELECTRIC PITCH TRIM INOPERATIVE ............................................................................................... 46
ELEVATOR MIS-TRIM............................................................................................................................ 47
RUDDER MIS-TRIM ................................................................................................................................ 48
FLASHING AMBER MODE ANNUNCIATION ....................................................................................... 49
YAW DAMPER AUTOMATIC DISCONNECT (Amber Flashing ‘YD’) ................................................. 49
YAW AXIS FAILURE .............................................................................................................................. 50

ELECTRONIC STABILITY AND PROTECTION .......................................................... 50
MANUAL ESP DISENGAGEMENT ........................................................................................................ 50

G1000 INTEGRATED AVIONICS SYSTEM ................................................................. 51
ALTITUDE MISCOMPARE ..................................................................................................................... 51
AIRSPEED MISCOMPARE .................................................................................................................... 54
PITCH MISCOMPARE ............................................................................................................................ 55
ROLL MISCOMPARE ............................................................................................................................. 55
HEADING MISCOMPARE ...................................................................................................................... 56
LOSS OF ALTITUDE REPORTING IN RVSM AIRSPACE.................................................................... 56
LOSS OF ALTITUDE ERROR CORRECTION....................................................................................... 56

DISPLAY UNIT FAILURE ............................................................................................. 57
PFD FAILURE ......................................................................................................................................... 57
MFD FAILURE ........................................................................................................................................ 58
DUAL GPS/SBAS FAILURE (AMBER “DR” OR “LOI” ON HSI) ......................................................... 58
GPS APPROACH ALARM LIMITS EXCEEDED ................................................................................... 59
ILS DATABASE FREQUENCY AND/OR COURSE MISMATCH .......................................................... 60
LOSS OF RADIO TUNING FUNCTIONS ............................................................................................... 60
FAILED AIRSPEED, ALTITUDE, AND/OR VERTICAL SPEED............................................................ 61
FAILED ATTITUDE AND/OR HEADING ................................................................................................ 62
ENGINE INDICATION SYSTEM (EIS) FAILURE ................................................................................... 64
LOSS OF NAVIGATION DATA .............................................................................................................. 64
INACCURATE FLIGHT DIRECTOR DISPLAY ...................................................................................... 64
BOTH ON ADC1, BOTH ON ADC2........................................................................................................ 65

190-00716-02 Rev. 1
FAA APPROVED

Hawker Beechcraft King Air 300/300LW
Page 43 of 137

BOTH ON AHRS 1, BOTH ON AHRS 2 ................................................................................................. 65
BOTH ON GPS 1, BOTH ON GPS 2 ...................................................................................................... 65
USING ADC1 or ADC2 ........................................................................................................................... 66
USING AHRS1 or AHRS2 ...................................................................................................................... 66

SYNTHETIC VISION ..................................................................................................... 66
TAWS AND GPWS ....................................................................................................... 67
TAWS or GPWS CAUTION .................................................................................................................... 67
TAWS INHIBIT ........................................................................................................................................ 67
GPWS INHIBIT (TAWS-A Only)
FLAP OVERRIDE (TAWS-A Only)

..................................................................................... 68
................................................................................ 68

GLIDESLOPE/GLIDEPATH DEVIATION INHIBIT (TAWS-A Only) ...................................................... 69
TAWS N/A and TAWS FAIL ................................................................................................................... 69
GPWS FAIL (TAWS-A only) .................................................................................................................. 69

Hawker Beechcraft King Air 300/300LW
Page 44 of 137

190-00716-02 Rev. 1
FAA APPROVED

AUTOMATIC FLIGHT CONTROL SYSTEM
AILERON MIS-TRIM

(amber

annunciation on PFD)

Indicates a mis-trim of the ailerons while the autopilot is engaged. The autopilot cannot trim the
airplane in roll. During large changes in airspeed, engine failure, or single engine operation,
illumination of this message may occur. If the autopilot is disconnected while this message is
displayed, high roll forces are possible. The following procedure should be followed:
1. Control Wheel ............................................................................................................. GRIP FIRMLY
2. Aileron Tab Knob ............................................ ROTATE SLOWLY IN DIRECTION OF INDICATED
MIS-TRIM UNTIL THE ANNUNCIATION EXTINGUISHES
If the annunciator stays extinguished and no other annunciations illuminate:
3. Continue to operate the autopilot in a normal manner after the annunciation extinguishes.
If the annunciator remains illuminated or reappears with no changes in airspeed or configuration from the
previous trimmed condition:
3. Control Wheel ............................................................................................................. GRIP FIRMLY
4. Aileron Tab Knob .................................... ROTATE SLOWLY IN THE DIRECTION OF INDICATED
MIS-TRIM UNTIL ANNUNCIATION EXTINGUISHES
5. AP/YD DISC / TRIM INTRPT Button ............................................................ PRESS and RELEASE
(Pilot’s or Copilot’s control wheel)
6. Aileron Trim ................................ USING AILERON TAB KNOB, MANUALLY RE-TRIM AIRPLANE
The autopilot should be considered inoperative until the cause of the mis-trim has been investigated
and corrected. Yaw damper may be re-engaged and used normally.
In RVSM Airspace and Autopilot Inoperative:
7. Altitude ....................................... MONITOR AND MAINTAIN ASSIGNED ALTITUDE MANUALLY
Record each altimeter reading for contingency procedure use

NOTE
The standby altimeter must be corrected for position error using the Altimeter Correction –
Standby System chart in the Performance section of this supplement.

8. Advise ATC of loss of autopilot system. Perform appropriate RVSM contingency procedures
outlined in the operator’s RVSM manual for the loss of automatic altitude hold capability.

190-00716-02 Rev. 1
FAA APPROVED

Hawker Beechcraft King Air 300/300LW
Page 45 of 137

ELECTRIC PITCH TRIM INOPERATIVE
NOTE
This condition may be accompanied by a red

annunciation on the PFDs.

1. Move both halves of pilot and copilot pitch trim switches to check for stuck switch.
2. AFCS SERVOS Circuit Breaker ............................................................................ PULL and RESET
(Right circuit breaker panel)
The autopilot will enter Pre-Flight Test (PFT) mode when the AFCS SERVOS circuit breaker is reset.
If the autopilot successfully completes the Pre-Flight Test, re-engage the autopilot, reselect the
desired autopilot modes, and continue to use normally. If the Pre-Flight Test fails, indicated by a red
on the PFDs, the autopilot, yaw damper, and electric pitch trim will be inoperative for the
remainder of the flight.
If Operative:
3. Use as required.
If still inoperative:
3. Pitch Trim .......................................................................... MANUALLY TRIM AIRPLANE IN PITCH
(Using Elevator Tab Wheel)

NOTE
The autopilot, yaw damper and rudder boost may also be inoperative. Many King Air 300
aircraft require the yaw damper to be operative above 11,000 feet MSL, and rudder boost
continuously. Refer to the Limitations section of the Aircraft Flight Manual, or appropriate
Airplane Flight Manual Supplement for further information.
In RVSM Airspace and Autopilot Inoperative:
4. Altitude ....................................... MONITOR AND MAINTAIN ASSIGNED ALTITUDE MANUALLY
Record each altimeter reading for contingency procedure use

NOTE
The standby altimeter must be corrected for position error using the Altimeter Correction –
Standby System chart in the Performance section of this supplement.

5. Advise ATC of loss of the autopilot system. Perform appropriate RVSM contingency procedures
outlined in the operator’s RVSM manual for the loss of automatic altitude hold capability.

Hawker Beechcraft King Air 300/300LW
Page 46 of 137

190-00716-02 Rev. 1
FAA APPROVED

ELEVATOR MIS-TRIM (amber

annunciation on PFD)

Indicates a mis-trim of the elevator tab while the autopilot is engaged. The autopilot will normally
trim the airplane as required. However, during rapid acceleration, deceleration, or configuration
changes, momentary illumination of this message may occur accompanied by minor fluctuations
in flight path. If the autopilot is disconnected while this message is displayed, high elevator
control forces are possible. In the event of sustained illumination, the following procedure
should be followed:
1. Control Wheel ............................................................................................................. GRIP FIRMLY
2. Elevator Tab Wheel................................. ROTATE SLOWLY IN THE DIRECTION OF INDICATED
MIS-TRIM UNTIL ANNUNCIATION EXTINGUISHES
If the annunciator stays extinguished and no other annunciations illuminate:
3. Continue to operate the autopilot in a normal manner after the annunciation extinguishes.
If the annunciator remains illuminated or reappears with no changes in airspeed or configuration from the
previous trimmed condition:
3. Control Wheel ............................................................................................................. GRIP FIRMLY
4. Elevator Tab Wheel................................. ROTATE SLOWLY IN THE DIRECTION OF INDICATED
MIS-TRIM UNTIL ANNUNCIATION EXTINGUISHES
5. AP/YD DISC / TRIM INTRPT Button ............................................................ PRESS and RELEASE
(Pilot’s or Copilot’s control wheel)
6. Pitch Trim ............................. USING ELEVATOR TAB WHEEL, MANUALLY RE-TRIM AIRPLANE
Autopilot should be considered inoperative until the cause of the mis-trim has been investigated and
corrected. Yaw damper may be re-engaged and used normally.
In RVSM Airspace and Autopilot Inoperative:
7. Altitude ....................................... MONITOR AND MAINTAIN ASSIGNED ALTITUDE MANUALLY
Record each altimeter reading for contingency procedure use

NOTE
The standby altimeter must be corrected for position error using the Altimeter Correction –
Standby System chart in the Performance section of this supplement.

8. Advise ATC of loss of the autopilot system. Perform appropriate RVSM contingency procedures
outlined in the operator’s RVSM manual for the loss of automatic altitude hold capability.

190-00716-02 Rev. 1
FAA APPROVED

Hawker Beechcraft King Air 300/300LW
Page 47 of 137

RUDDER MIS-TRIM (amber

annunciation on PFD)

Indicates a mis-trim of the rudder while the autopilot is engaged. The autopilot cannot trim the
airplane in yaw. During large changes in airspeed, engine failure, or single engine operation,
illumination of this message may occur. If the autopilot is disconnected while this message is
displayed, high rudder pedal forces and yawing motion are possible. The following procedure
should be followed:
1. Rudder Pedals ........................................................................................................... HOLD FIRMLY
2. Rudder Tab Knob .................................... ROTATE SLOWLY IN THE DIRECTION OF INDICATED
MIS-TRIM UNTIL ANNUNCIATION EXTINGUISHES
If the annunciator stays extinguished and no other annunciations illuminate:
3. Continue to operate the autopilot in a normal manner after the annunciation extinguishes.
If the annunciator remains illuminated or reappears with no changes in airspeed or configuration from the
previous trimmed condition:
3. Rudder Pedals ........................................................................................................... HOLD FIRMLY
4. Rudder Tab Knob .................................... ROTATE SLOWLY IN THE DIRECTION OF INDICATED
MIS-TRIM UNTIL ANNUNCIATION EXTINGUISHES
5. Autopilot ..................................................................................................................... DISCONNECT
6. Rudder Tab Knob .........................................................................MANUALLY RE-TRIM AIRPLANE

NOTE
Yaw Damper should be considered inoperative until the cause of the mis-trim has been
investigated and corrected. The rudder boost may also be inoperative. Many King Air 300
aircraft require the yaw damper to be operative above 11,000 feet MSL, and rudder boost
continuously. Refer to the Limitations section of the Aircraft Flight Manual, or appropriate
Airplane Flight Manual Supplement for further information.
7. Autopilot .............................................................................................................................. ENGAGE

In RVSM Airspace and Autopilot Inoperative:
8. Altitude ....................................... MONITOR AND MAINTAIN ASSIGNED ALTITUDE MANUALLY
Record each altimeter reading for contingency procedure use

NOTE
The standby altimeter must be corrected for position error using the Altimeter Correction –
Standby System chart in the Performance section of this supplement.

9. Advise ATC of loss of the autopilot system. Perform appropriate RVSM contingency procedures
outlined in the operator’s RVSM manual for the loss of automatic altitude hold capability.

Hawker Beechcraft King Air 300/300LW
Page 48 of 137

190-00716-02 Rev. 1
FAA APPROVED

FLASHING AMBER MODE ANNUNCIATION
NOTE
Abnormal mode transitions (those not initiated by the pilot or by normal sequencing of the AFCS)
will be annunciated by flashing the disengaged mode in amber on the PFD. Upon loss of a
selected mode, the system will revert to the default mode for the affected axis, either ROL or PIT.
After 10 seconds, the new mode (PIT or ROL) will be annunciated in green.
LOSS OF SELECTED VERTICAL MODE (FLC, VS, VPTH, ALT, GS, GP)
1. Autopilot mode controls....................................................... SELECT ANOTHER VERTICAL MODE
If on an instrument approach, disconnect autopilot and continue manually or execute missed approach:
2. AP/YD DISC / TRIM INTRPT Button ............................................................ PRESS and RELEASE
LOSS OF SELECTED LATERAL MODE (HDG, VOR, GPS, LOC, VAPP, BC)
1. Autopilot mode controls.................. ............................... ......SELECT ANOTHER LATERAL MODE
If on an instrument approach, disconnect autopilot and continue manually or execute missed approach:
2. AP/YD DISC / TRIM INTRPT Button ............................................................ PRESS and RELEASE

YAW DAMPER AUTOMATIC DISCONNECT (Amber Flashing ‘YD’)
Flashing amber ‘YD’ in flight indicates that yaw damper has disconnected. If the disconnect was
not pilot initiated, the yaw servo has failed. The autopilot may be re-engaged after a yaw servo
failure.

NOTE
Many King Air 300 aircraft require the yaw damper to be operative above 11,000 feet MSL, and
rudder boost continuously. Refer to the Limitations section of the Aircraft Flight Manual, or
appropriate Airplane Flight Manual Supplement for further information.

190-00716-02 Rev. 1
FAA APPROVED

Hawker Beechcraft King Air 300/300LW
Page 49 of 137

YAW AXIS FAILURE

(Amber

annunciator on PFD)

1. Indicates a failure of the yaw axis of the autopilot. The yaw damper will disconnect. The
autopilot may be engaged and disengaged normally, but the yaw damper and rudder boost will be
inoperative.
2. Autopilot .......................................................................................................... AS DESIRED

WARNING
DO NOT USE THE AUTOPILOT ON A COUPLED ILS APPROACH WITH A FAILED YAW
SERVO. THE AUTOPILOT MAY NOT BE ABLE TO MAINTAIN DIRECTIONAL CONTROL IN
THE EVENT OF AN ENGINE FAILURE.

NOTE
If the amber
annunciator illuminates without the autopilot engaged, it may indicate a
faulted AHRS. Monitor both PFDs and the standby attitude indicator for abnormal attitude
indications.

ELECTRONIC STABILITY AND PROTECTION
MANUAL ESP DISENGAGEMENT
If necessary, ESP may be manually disconnected using any one of the following methods.
1. AP/YD DISC / TRIM INTRPT Button ................................................................... PRESS and HOLD
(Pilot’s or Copilot’s control wheel)
2. CWS Button (Pilot’s or Copilot’s control wheel) ................................................... PRESS and HOLD
3. AFCS SERVOS Circuit Breaker ................................................................................................ PULL
(Right circuit breaker panel)
4. AUX – SYSTEM SETUP 2 Page on MFD...................... DISABLE STABILITY AND PROTECTION

Hawker Beechcraft King Air 300/300LW
Page 50 of 137

190-00716-02 Rev. 1
FAA APPROVED

G1000 INTEGRATED AVIONICS SYSTEM
ALTITUDE MISCOMPARE
This message is displayed when the G1000 detects a difference of 200 feet or greater between
the pilot’s and copilot’s altitude information. Refer to the G1000 Cockpit Reference Guide for
additional information.
1. Altimeter Settings ................................................................. VERIFY both pilot and copilot have the
correct barometric altimeter setting.
2. Pilot’s and Copilot’s Altitude ........................................................ COMPARE with Standby Altimeter

WARNING
THE STANDBY ALTIMETER USES THE SAME STATIC SOURCE AS THE COPILOT’S SIDE
AIR DATA COMPUTER (ADC2). DO NOT USE STANDBY ALTIMETER AS SOLE SOURCE
IN DETERMINING CORRECT ALTITUDE.
If Pilot and Standby Altimeter Agree (Copilot Altimeter Differs):

NOTE
The standby altimeter must be corrected for position error using the Altimeter Correction –
Standby System chart in the Performance section of this supplement.

3. SENSOR Softkey (Copilot PFD) ............................................................................................ PRESS
4. ADC1 Softkey ......................................................................................................................... PRESS
5. PFD Displays ............................ CONFIRM
•

annunciator is displayed on both PFDs.

In RVSM Airspace:

6. Altitude ............................................................... CROSS-CHECK USING STANDBY ALTIMETER
Record each altimeter reading for contingency procedure use
7. Advise ATC of loss of redundancy of primary altimetry systems. Perform appropriate RVSM
contingency procedures outlined in the operator’s RVSM manual for the loss of primary altimetry
systems.

190-00716-02 Rev. 1
FAA APPROVED

Hawker Beechcraft King Air 300/300LW
Page 51 of 137

If Copilot and Standby Altimeter Agree (Pilot Altimeter Differs):

NOTE
The standby altimeter must be corrected for position error using the Altimeter Correction –
Standby System chart in the Performance section of this supplement.

3. Autopilot ALT Mode.................................................................................................... DISENGAGED
4. Pilot’s Static Air Source .................................................................................. SELECT ALTERNATE
A sudden sustained change in rate-of-climb indication accompanied by abnormal indicated
airspeed and altitude changes beyond normal calibrated differences observed on the Pilot’s
PFD would indicate a blockage of the pilot’s static system.
•

If Pilot’s and Copilot’s altimeters agree within normal calibrated differences with Pilot’s Alternate
Static Air Source in the ALTERNATE position:
Refer to Section 5, PERFORMANCE in the aircraft AFM for Airspeed Calibration-Alternate
System and Altimeter Correction–Alternate System for the Pilot’s Altimeter.

•

In RVSM Airspace:

5. Altitude ............................................................... CROSS-CHECK USING STANDBY ALTIMETER
Record each altimeter reading for contingency procedure use
6. Advise ATC of loss of redundancy of primary altimetry systems. Perform appropriate RVSM
contingency procedures outlined in the operator’s RVSM manual for the loss of redundancy of
primary altimetry systems.
If no change in rate-of-climb, airspeed, or altitude is observed:
7. Pilot’s Static Air Source ........................................................................................SELECT NORMAL
8. Compare indicated altitude to GPS altitude on MFD AUX-GPS STATUS page to aid in
determining which primary system is most accurate.

NOTE
When comparing indicated altitude to GPS altitude, deviations from standard temperature or
pressure can cause indicated altitude to deviate from GPS altitude. Those errors are largest at high
altitude. Below 10,000 feet with the correct local altimeter setting set, GPS altitude will usually be
within 600 feet or better of the correct indicated altitude. Use the following guidelines to help
estimate correct altitude from non-standard conditions:
•

Temperatures WARMER than standard can cause GPS altitude to read HIGHER than indicated
altitude.

•

Pressures LOWER than standard can cause GPS altitude to read HIGHER than indicated
altitude.

Hawker Beechcraft King Air 300/300LW
Page 52 of 137

190-00716-02 Rev. 1
FAA APPROVED

If Able to Identify Accurate Altitude Source:
1. Autopilot ALT Mode.................................................................................................... DISENGAGED
2. Use SENSOR softkey to select most accurate ADC on both PFD’s.
3. Confirm

annunciators are displayed on both PFDs

4. Autopilot ALT Mode...................................................................................... ENGAGE AS DESIRED
•

In RVSM Airspace:

5. Altitude ................................................................ CROSS-CHECK USING STANDBY ALTIMETER
Record each altimeter reading for contingency procedure use

NOTE
The standby altimeter must be corrected for position error using the Altimeter Correction –
Standby System chart in the Performance section of this supplement.

6. Advise ATC of loss of redundancy of primary altimetry systems. Perform appropriate RVSM
contingency procedures outlined in the operator’s RVSM manual for the loss of redundancy of
primary altimetry systems.

If Unable to Identify Accurate Altitude Source:
1. Avoid IFR conditions if possible; consider diversion to visual conditions and LAND AS SOON AS
PRACTICAL.
2. Maintain altitudes based on LOWEST indicated altitude.
3. Advise ATC of inability to verify correct altitude. If in RVSM airspace, perform appropriate
RVSM contingency procedures for loss of all primary altimetry systems and accurate altitude
reporting capability.
4. If unable to descend in visual conditions, plan an ILS, LPV, or RNAV (GPS) LNAV/VNAV
approach with course intercept well outside the Final Approach Fix (FAF).
5. Once glideslope or glidepath is captured, determine most accurate altitude source when crossing
FAF.
6. Reference ILS Decision Altitude or GPS based approach Minimum Descent Altitude to most
accurate altimeter based on FAF crossing.

WARNING
VARIOUS TAWS ALERTS ARE BASED ON GPS ALTITUDE AND POSITION INFORMATION.
TAWS WARNINGS AND CAUTIONS ARE INDEPENDENT OF ADC DATA. IF A TAWS
WARNING OR CAUTION IS RECEIVED, CONSIDER IT ACCURATE AND TAKE IMMEDIATE
AVOIDANCE ACTION.

190-00716-02 Rev. 1
FAA APPROVED

Hawker Beechcraft King Air 300/300LW
Page 53 of 137

AIRSPEED MISCOMPARE
This message is displayed when the G1000 detects a difference of 7 KIAS or greater between the
pilot’s and copilot’s airspeed indicators (10 KIAS difference during takeoff or landing roll). Refer to
the G1000 Cockpit Reference Guide for additional information.
1. Pilot’s and Copilot’s Airspeed ...................................... COMPARE with Standby Airspeed Indicator

WARNING
THE STANDBY AIRSPEED INDICATOR USES THE SAME PITOT-STATIC SOURCES AS THE
COPILOT’S SIDE AIR DATA COMPUTER (ADC2). DO NOT USE STANDBY AIRSPEED
INDICATOR OR STANDBY ALTIMETER AS SOLE SOURCE IN DETERMINING CORRECT
AIR DATA INFORMATION.
If Pilot and Standby Airspeed Indicator Agree (Copilot Airspeed Differs):

NOTE
The standby altimeter must be corrected for position error using the Altimeter Correction – Standby
System chart in the Performance section of this supplement.
2. SENSOR Softkey (Copilot’s PFD) ......................................................................................... PRESS
3. ADC1 Softkey ......................................................................................................................... PRESS
4. PFD Displays ........................... CONFIRM
•

annunciator is displayed on both PFDs

In RVSM airspace:

5. Altitude ................................................................ CROSS-CHECK USING STANDBY ALTIMETER
Record each altimeter reading for contingency procedure use

NOTE
The standby altimeter must be corrected for position error using the Altimeter Correction –
Standby System chart in the Performance section of this supplement.

If Copilot and Standby Airspeed Indicator Agree (Pilot Airspeed Differs):

NOTE
The standby altimeter must be corrected for position error using the Altimeter Correction – Standby
System chart in the Performance section of this supplement.
2. Pilot and Copilot ALTITUDE .................................................................................................... NOTE

Hawker Beechcraft King Air 300/300LW
Page 54 of 137

190-00716-02 Rev. 1
FAA APPROVED

If Pilot’s and Copilot’s Altitude Agree:
3. Airspeed 120 KIAS MINIMUM on slowest indicator.
4. Monitor all three airspeed indicators during changes in power or altitude to determine which
indicators are inaccurate. Indications of inaccurate airspeed include:
•

No change in indicated airspeed when power change and altitude maintained.

•

Indicated airspeed increases when climbing or decreases when descending.

5. Use SENSOR softkey to select most accurate ADC on the affected PFDs.
6. Airspeed ……………………………………………………….RESUME NORMAL SPEEDS
If Pilot’s and Copilot’s Altitude Do Not Agree:
3. Refer to Abnormal Procedures, ALT MISCOMP procedure to determine most accurate ADC.

PITCH MISCOMPARE
This message is displayed in the upper right corner of the PFD when the G1000 detects a
difference between the pilot’s and copilot’s pitch attitude of more than 5 degrees. Refer to
GARMIN G1000 Cockpit Reference Guide for additional information.
1. Refer to STANDBY ATTITUDE indicator to determine which AHRS is providing the most accurate
data.
2. Use SENSOR softkey to select the most accurate AHRS on the affected PFD.

ROLL MISCOMPARE
This message is displayed in the upper right corner of the PFD when the G1000 detects a
difference between the pilot’s and copilot’s roll attitude of more than 6 degrees. Refer to the
GARMIN G1000 Cockpit Reference Guide for additional information.
1. Refer to STANDBY ATTITUDE indicator to determine which AHRS is providing the most accurate
data.
2. Use SENSOR softkey to select the most accurate AHRS on the affected PFD.

190-00716-02 Rev. 1
FAA APPROVED

Hawker Beechcraft King Air 300/300LW
Page 55 of 137

HEADING MISCOMPARE
This message is displayed in the upper right corner of the PFD when the G1000 detects a
difference between the pilot’s and copilot’s heading information. Refer to the GARMIN G1000
Cockpit Reference Guide for additional information.
1. WSHLD ANTI-ICE Switches (PILOT and COPILOT) ................................................................. OFF
2. CABIN TEMP MODE selector ..................................................................................................... OFF
3. ELEC HEAT ................................................................................................................................ OFF
4. Refer to Magnetic Compass to determine which AHRS is providing the most accurate heading
information.
5. Use SENSOR softkey to select the most accurate AHRS on the affected PFD.
6. WSHLD ANTI-ICE Switches ..................................................................................... AS REQUIRED
7. CABIN TEMP MODE ................................................................................................... AS DESIRED
8. ELEC HEAT .............................................................................................................. AS REQUIRED

NOTE
The magnetic compass is affected by windshield anti-ice and/or air conditioner operation.
These items must be turned OFF prior to referencing magnetic compass heading, and then
may be reselected ON. With windshield anti-ice OFF, fog or frost may form on the inside
surface of the windshield. The windshield anti-ice should be turned off only long enough to
reference magnetic compass or the pilot should descend to a warmer altitude if terrain, fuel,
and endurance permit.

LOSS OF ALTITUDE REPORTING IN RVSM AIRSPACE
If ATC is not receiving altitude reporting information while in RVSM airspace:
1. XPDR Softkey ............................................................................SELECT OTHER TRANSPONDER
2. Verify selected transponder is in ALT mode.

LOSS OF ALTITUDE ERROR CORRECTION
Loss of altitude (static source) error correction in the air data computers is indicated by an advisory
message in the alerts window of the PFD. The static source error correction is effective only above
18,000 feet MSL. The following advisory messages will post:
ADC1 ALT EC - ADC1 altitude error correction is unavailable.
and/or
ADC2 ALT EC - ADC2 altitude error correction is unavailable.

Hawker Beechcraft King Air 300/300LW
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190-00716-02 Rev. 1
FAA APPROVED

If a loss of altitude error correction advisory is received:
•

Above 18,000 feet MSL:

1. Altitude .......................MAINTAIN USING CROSS-SIDE ALTIMETER OR STANDBY ALTIMETER

NOTE
The standby altimeter must be corrected for position error using the Altimeter Correction –
Standby System chart in the Performance section of this supplement.
•

In RVSM Airspace:

1. Advise ATC of loss of redundancy of primary altimetry systems. Perform appropriate RVSM
contingency procedures outlined in the operator’s RVSM manual for the loss of redundancy of
primary altimetry systems.
2. Record each altimeter reading for RVSM contingency procedure use.

DISPLAY UNIT FAILURE
PFD FAILURE
PFD failure is indicated by a complete loss of image on a display. The pilot should use the cross
side PFD and the standby flight instruments for information to fly the airplane. If only individual
elements of the display are failed, refer to appropriate procedures for the individual failures.
To display composite primary flight information and the engine instruments on the MFD:
1. DISPLAY BACKUP Button (on audio panel of affected side) ................................................ PRESS
The DISPLAY BACKUP button may be pressed again to return the MFD to its normal
presentation. With the MFD in its normal display presentation, the pilot has access to
functions and pages unique to the MFD that are not accessible when the MFD is in the
composite display.

NOTE
The CDI SYNC and BARO SYNC settings must be ON to allow the operating PFD controls to
affect settings on the MFD when the MFD is in the Display Backup mode. These settings are
accessible on the MFD when in the normal display presentation on the AUX – SYSTEM
SETUP page.
2. Autopilot Mode Panel ....................................................TRANSFER (XFR button) to operating PFD
3. Autopilot .......................................................................................... RE-ENGAGE and select modes
4. Transponder .....................................................................................SELECT operating transponder
5. Audio Panels .................................................................................... SELECT operating COM Radio

NOTE
Use the operating PFD to control Com frequency selection, Com and Nav volume, and
Altimeter Barometric Pressure setting.

190-00716-02 Rev. 1
FAA APPROVED

Hawker Beechcraft King Air 300/300LW
Page 57 of 137

MFD FAILURE
MFD failure is indicated by a complete loss of image on the center display. A failed MFD will
auto-revert to PFD 1 to display engine data on PFD 1. Engine data may be displayed on PFD 2 by
pressing the Copilot’s Audio Panel DISPLAY BACKUP button.
If MFD auto-reversion does not occur, or to manually revert the PFD 2 display:
1. Audio Panel DISPLAY BACKUP Button ................................................................................ PRESS
2. Electronic Chart Data will not be available following an MFD failure. Use the following procedure
if a secondary source of aeronautical information is not available in the airplane.
a.

Load approaches, arrivals, and departures into the Active Flight Plan using the PROC button
on either PFD. The procedure’s course can be displayed on either PFD Inset Map window.
Navigate using the course pointer and CDI on the PFDs.

For instrument approach procedures, obtain altitude information from ATC.

DUAL GPS/SBAS FAILURE (AMBER “DR” OR “LOI” ON HSI)
LOSS OF GPS/SBAS NAVIGATION DATA
When both GPS/SBAS receivers are inoperative or GPS navigation information is not available or
invalid, the G1000 system will enter one of two modes: Dead Reckoning mode (DR) or Loss Of
Integrity mode (LOI). The mode is indicated on the HSI by an amber “DR” or “LOI”. Which mode
is active depends on the distance from the destination airport in the active flight plan.
If the LOI annunciation is displayed, revert to an alternate means of navigation appropriate to the
route and phase of flight. In Dead Reckoning mode, the MAP – NAVIGATION MAP will continue
to be displayed with a ghosted aircraft icon in the center and an amber ‘DR’ overwriting the icon.
Aircraft position will be based upon the last valid GPS position, then estimated by Dead
Reckoning methods. Changes in true airspeed, altitude, or winds aloft can affect the estimated
position substantially. Dead Reckoning is only available in Enroute mode; Terminal and Approach
modes do not support DR. Course deviation information will be displayed as an amber CDI on
both PFDs and will remain for up to 20 minutes after GPS position data has been lost. The
autopilot and/or flight director may be coupled in GPS mode while the system is in Dead
Reckoning mode. Refer to the G1000 Cockpit Reference Guide for further information. Revert
to an alternate means of navigation appropriate to the route and phase of flight.
If Alternate Navigation Sources (ILS, LOC, VOR, DME, ADF) Are Available:
1. Navigation

............................................................................. USE ALTERNATE SOURCES

Hawker Beechcraft King Air 300/300LW
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190-00716-02 Rev. 1
FAA APPROVED

If No Alternate Navigation Sources Are Available:

DEAD RECKONING (DR) MODE - ACTIVE WHEN THE AIRPLANE IS GREATER THAN 30 NM FROM
THE DESTINATION AIRPORT:
1. Navigation - Use the airplane symbol, magenta course line on the map display and the amber
CDI for course information.

NOTE
•

ALL INFORMATION NORMALLY DERIVED FROM GPS TURNS AMBER. ALL OF THIS
INFORMATION WILL BECOME LESS ACCURATE OVER TIME.

•

TAWS is inoperative.

•

DR mode uses heading, true airspeed, last known wind data, and the last known GPS
position to estimate the airplane’s current position. DR information will be available for a
maximum of 20 minutes.

•

MAP – TRAFFIC MAP display is not dependent on GPS information. The position of
displayed traffic relative to the airplane symbol on the map is still accurate.

LOSS OF INTEGRITY (LOI) MODE - ACTIVE WHEN THE AIRPLANE IS WITHIN 30NM OF THE
DESTINATION OR DEPARTURE AIRPORT (AS CALCULATED FROM THE PREVIOUS GPS OR DR
POSITION):
1. Navigation - Fly toward known visual conditions. Use ATC or other information sources as
available.

NOTE
•

All information derived from GPS or DR will be removed from the displays.

•

TAWS is inoperative.

•

The airplane symbol is removed from all maps. The map will remain centered at the last
known position. “NO GPS POSITION” will be annunciated in the center of the map.

GPS APPROACH ALARM LIMITS EXCEEDED
During a GPS LPV, LNAV/VNAV, or LNAV+V approach, if the Horizontal or Vertical alarm limits
are exceeded, the G1000 System will downgrade the approach. This will be annunciated in the
ALERTS window and by an annunciation change on the HSI from LPV, L/VNAV, or LNAV+V to
LNAV. GPS glide path vertical guidance will be removed from the PFD. The approach may be
continued using the LNAV only minimums.
During any GPS approach in which both precision and non-precision alarm limits are exceeded,
the G1000 System will flag the lateral guidance and display a system message “ABORT
APPROACH loss of navigation”. Immediately upon viewing the message, the unit will revert to
Terminal navigation mode alarm limits. If the position integrity is within these limits lateral
guidance will be restored and the GPS may be used to execute the missed approach, otherwise
alternate means of navigation must be utilized.

190-00716-02 Rev. 1
FAA APPROVED

Hawker Beechcraft King Air 300/300LW
Page 59 of 137

ILS DATABASE FREQUENCY AND/OR COURSE MISMATCH
In some rare instances, the actual course and/or frequency for an ILS localizer may not match the
course or frequency stored in the G1000 database. This occurs most often when an ILS course or
frequency change is made by the FAA in between Jeppesen database update cycles. Manual
course or frequency changes can be made to override the auto-loaded values in the G1000 database
whenever an ILS approach is loaded into the G1000 via the FMS. ADVISORY messages will post in
the ALERTS window on the PFDs prompting the pilot verify course and/or frequency information.
Use the latest published instrument approach procedure information to verify all course and
frequency information.
While flying ILS approaches with manually overridden course or frequency information:

•

For airplanes with TAWS-A installed, the Glideslope Deviation Alerting (GSD) will be
function normally.

•

If SVS Pathways are turned on for display, they must be turned off prior to turning
inbound onto the final approach course to prevent possible confusion. This is because
the pathway display is also dependent on accurate database information to display
proper guidance.

If SVS Pathways are Displayed While Flying a Manually Overriden Frequency or Course on an ILS
Approach:
Prior to Turning Inbound on the Final Approach Course:
1. PFD Softkey on PFD1 and/or PFD2 .................................................................................... PRESS
2. SYN VIS Softkey .................................................................................................................... PRESS
3. PATHWAY Softkey ...................................................... PRESS TO REMOVE PATHWAY DISPLAY

LOSS OF RADIO TUNING FUNCTIONS
1. COM Frequency Toggle Button ...........................................PRESS AND HOLD FOR 2 SECONDS

NOTE
The above procedure will tune the active COM field to the emergency frequency 121.5.
Certain failures of the tuning system will automatically tune 121.5 without pilot action.

If the EMERG FREQ switch is installed, the following alternate procedure may be used:
1. EMERG FREQ switch ............................................................................. LIFT COVER AND PRESS

NOTE
The above procedure will tune the active COM 1 field to the emergency frequency 121.5.
COM 2 operation is not controlled by the EMERG FREQ switch.

Hawker Beechcraft King Air 300/300LW
Page 60 of 137

190-00716-02 Rev. 1
FAA APPROVED

FAILED AIRSPEED, ALTITUDE, AND/OR VERTICAL SPEED
(RED "X" ON PFD AIRSPEED, ALTITUDE, AND/OR VERTICAL SPEED
INDICATORS)
This indicates a loss of valid air data computer information to the respective system.
If Both Sides:
1. Airspeed, Altitude and Attitude ................................................ MONITOR using standby indicators

NOTE
The standby altimeter must be corrected for position error using the Altimeter Correction –
Standby System chart in the Performance Section of this Supplement.
2. Autopilot ALT Mode................................................................................................... DIS-ENGAGED
3. Advise ATC of loss of all primary altimetry systems and if in RVSM airspace perform the
appropriate RVSM contingency procedures for loss of all primary altimetry systems and accurate
altitude reporting capability outlined in the operator’s RVSM procedures manual.
4. Land as soon as practical.
If One Side Only:
1. Autopilot ALT Mode.................................................................................................... DISENGAGED
2. Affected PFD SENSOR Softkey ............................................................................................ PRESS
3. ADC Softkey...................... PRESS the ADC softkey to select the functional ADC (ADC1 or ADC2)
4. Both PFDs .................................................................................... CONFIRM “BOTH ON ADC1” OR
“BOTH ON ADC2” annunciated on both PFDs.
5. Autopilot ALT Mode.................................................................................. RESELECT AS DESIRED
•

In RVSM Airspace:

6. Altitude ............................................................... CROSS-CHECK USING STANDBY ALTIMETER
Record each altimeter reading for contingency procedure use

NOTE
The standby altimeter must be corrected for position error using the Altimeter Correction –
Standby System chart in the Performance section of this supplement.
7. Perform appropriate RVSM contingency procedures for loss of redundancy of primary altimetry
systems, outlined in the operator’s RVSM procedures manual.

LOSS OF ALTITUDE ALERTER IN RVSM AIRSPACE
1. Autopilot ALT Mode......................................................................................................... ENGAGED.
2. Altitude ........................................................... MONITOR AND MAINTAIN ASSIGNED ALTITUDE
3. Perform appropriate RVSM contingency procedures for the loss of altitude alerting, outlined in the
operator’s RVSM procedures manual.
190-00716-02 Rev. 1
FAA APPROVED

Hawker Beechcraft King Air 300/300LW
Page 61 of 137

FAILED ATTITUDE AND/OR HEADING
(ATTITUDE FAIL AND/OR RED "X" OVER HEADING DISPLAY ON PFD)
This indicates a loss of pitch, roll, and/or heading information from AHRS. Refer to GARMIN
G1000 Cockpit Reference Guide and Pilot’s Guide for additional information. Interference from
GPS repeaters operating inside nearby hangars or magnetic anomalies caused by nearby
structures can cause an intermittent loss of attitude and heading displays while the aircraft is on
the ground. This is usually accompanied by a BOTH ON GPS 1, BOTH ON GPS 2, or LOI
annunciation. Moving the aircraft more than 100 yards away from the source of the interference
should alleviate the condition.
Taxiing the aircraft before a valid GPS position has been acquired can cause attitude and/or
heading display to indicate a failed condition. As soon as the aircraft acquires a valid GPS
position, attitude and heading should return to normal.

WARNING
DO NOT TAKE OFF WITHOUT VALID, NORMAL ATTITUDE AND HEADING DISPLAYS
In Flight, If Both Sides:
1. Attitude .................................................................................. MONITOR using standby attitude gyro
2. WSHLD ANTI-ICE Switches (Pilot and Copilot).......................................................................... OFF

NOTE
The magnetic compass is erratic during windshield anti-ice and/or air conditioner operation.
With windshield anti-ice OFF, windshield may form fog or frost on the inside surface. The
windshield anti-ice should be turned off only long enough to reference magnetic compass or
the pilot should descent to a warmer altitude if terrain, fuel, and endurance permit.
3. ELEC HEAT ................................................................................................................................ OFF
4. CABIN TEMP MODE switch ....................................................................................................... OFF
5. Heading .................................................................................... MONITOR using magnetic compass
If in RVSM airspace:
6. Altitude ........................................ MONITOR AND MAINTAIN ASSIGNED ALTITUDE MANUALLY
Record each altimeter reading for contingency procedure use

NOTE
The standby altimeter must be corrected for position error using the Altimeter Correction –
Standby System chart in the Performance section of this supplement.
7. Advise ATC of loss of autopilot system. Perform appropriate RVSM contingency procedures for
loss of altitude hold capability, outlined in the operator’s RVSM procedures manual.
8. Land as soon as practical.

Hawker Beechcraft King Air 300/300LW
Page 62 of 137

190-00716-02 Rev. 1
FAA APPROVED

NOTE
•

The autopilot will disconnect and will not re-engage. ESP (if installed) will be inoperative.

•

Reference the GPS track on MFD/PFD map to improve situational awareness. GPS will
continue to display correct GPS based map, position, and track.

•

Magnetic compass is influenced by windshield anti-ice and/or air conditioner operation.
These items must be turned OFF prior to referencing magnetic compass heading. Leave
these items OFF when maneuvering the aircraft by reference to the magnetic compass.

In Flight, If One Side Only:
1. Standby Attitude Gyro ....................................................................................................... MONITOR
2. Affected PFD SENSOR softkey ............................................................................................. PRESS
3. AHRS softkey ..........................................................................PRESS Opposite Side AHRS softkey
4. Both PFDs ................................... CONFIRM VALID ATTITUDE AND HEADING ARE DISPLAYED
CONFIRM “BOTH ON AHRS1” or
“BOTH ON AHRS2” annunciated on both PFDs

NOTE
The autopilot will disconnect and will not re-engage. ESP (if installed) will be inoperative.
If in RVSM airspace and autopilot inoperative:
5. Altitude ........................................ MONITOR AND MAINTAIN ASSIGNED ALTITUDE MANUALLY
Record each altimeter reading for contingency procedure use

NOTE
The standby altimeter must be corrected for position error using the Altimeter Correction –
Standby System chart in the Performance section of this supplement.
6. Advise ATC of loss of autopilot system. Perform appropriate RVSM contingency procedures for
loss of altitude hold capability, outlined in the operator’s RVSM procedures manual.

190-00716-02 Rev. 1
FAA APPROVED

Hawker Beechcraft King Air 300/300LW
Page 63 of 137

ENGINE INDICATION SYSTEM (EIS) FAILURE
(RED 'X' ON ENGINE DISPLAY)
If All Engine Gauges on One Engine Red ‘X’:
Indicates failure of the GEA for that engine
1. Check GEA circuit breakers ........................................................................... RESET once if tripped
If unable to restore engine gauges:
2. Move both power levers together using the engine with operating engine gauges to set power.
If One or More Engine Parameter Indications Are Flagged On Only One Engine:
1. Adjust power using the remaining indications and comparing to the opposite engine.

LOSS OF NAVIGATION DATA
(LATERAL DEVIATION BAR NOT PRESENT AND/OR GLIDESLOPE INDEX
CLEARS)
This indicates a loss of data from the selected NAV source. Refer to GARMIN G1000 Cockpit
Reference Guide for additional information.
1.

CDI Softkey .........................................PRESS TO SELECT ALTERNATE NAVIGATION SOURCE

CONFIRM a valid navigation source is displayed giving valid navigation guidance.

INACCURATE FLIGHT DIRECTOR DISPLAY
Indicated by one or both flight directors commanding attitude contrary to intended flight path:
1.

AP/YD DISC / TRIM INTRPT Button ..................................................................................... PRESS
(Pilot’s or Copilot’s control wheel)

Attitude ........................................ CROSSCHECK BOTH PFDs with the Standby Attitude Indicator

Flight Director Modes ............................................................................... RESELECT AS DESIRED

NOTE
If continued use of the flight director is desired, it is recommended that only basic modes (i.e.,
ROL and PIT) be selected initially. If this proves satisfactory, HDG and ALT may then be
selected. Ensure navigation systems are set up correctly prior to attempting to engage NAV
mode.
4.

Autopilot .................................. ENGAGE AS DESIRED if flight director commands are appropriate

If unable to restore Flight Director:
5.

FD Button .................................................................... PRESS to remove Flight Director from PFDs

Hawker Beechcraft King Air 300/300LW
Page 64 of 137

190-00716-02 Rev. 1
FAA APPROVED

BOTH ON ADC1, BOTH ON ADC2
This message is displayed on both PFDs and indicates that both pilot and copilot PFDs are
displaying data from the same Air Data Computer. Normally the pilot’s side displays ADC 1
information and the copilot’s side displays ADC 2 information. Refer to GARMIN G1000 Cockpit
Reference Guide and Pilot’s Guide for additional information.
1.

PFD (displaying data from opposite ADC) SENSOR softkey ................................................ PRESS

ADC1 or ADC 2 softkey ..................................................................................SELECT on-side ADC
(ADC1 for Pilot PFD, ADC2 for copilot PFD)

PFD Displays ................................................. CONFIRM “BOTH ON ADC 1” or “BOTH ON ADC 2”
message clears on both PFDs

If message does not clear, refer to Abnormal Procedures - FAILED AIRSPEED, ALTITUDE,
AND/OR VERTICAL SPEED.

BOTH ON AHRS 1, BOTH ON AHRS 2
This message is displayed on both PFDs and indicates that both pilot and copilot PFDs are
displaying data from the same Attitude Heading Reference System. Normally the pilot’s side
displays AHRS 1 information and the copilot’s side displays AHRS 2 information. Refer to GARMIN
G1000 Cockpit Reference Guide for additional information.
1.

PFD (displaying data from opposite AHRS) SENSOR softkey .............................................. PRESS

AHRS1 or AHRS2 softkey ............................................................................... Select on-side AHRS
(AHRS1 for Pilot PFD, AHRS2 for copilot PFD)

PFD Displays ............................................ CONFIRM “BOTH ON AHRS 1” or “BOTH ON AHRS 2”
message clears on both PFDs

If message does not clear, refer to Abnormal Procedures - FAILED ATTITUDE AND/OR
HEADING

BOTH ON GPS 1, BOTH ON GPS 2
This message is displayed on both PFDs and indicates that both pilot and copilot PFDs are
displaying data from the same GPS/SBAS receiver. Normally the pilot’s side displays GPS 1 and
the copilot’s side displays GPS 2 and is not pilot selectable. This may be caused by operation
outside of SBAS satellite coverage in which case the non-selected GPS is still available in the
event the active GPS fails. Refer to GARMIN G1000 Cockpit Reference Guide for additional
information.
1.

GPS/SBAS Status ................................................................................................................. CHECK
a. Select AUX - GPS STATUS page on MFD.
b. Select GPS1 then GPS2 softkeys and verify sufficient satellite reception.

190-00716-02 Rev. 1
FAA APPROVED

Hawker Beechcraft King Air 300/300LW
Page 65 of 137

USING ADC1 or ADC2
This message is displayed on both PFDs and indicates that both PFDs are displaying data from
the opposite side air data computer. Normally the pilot’s side displays ADC 1 and the copilot’s
side displays ADC 2. Refer to GARMIN G1000 Cockpit Reference Guide for additional
information.
1. PILOT’S PFD SENSOR Softkey ............................................................................................ PRESS
2. PILOT’S PFD ADC1 Softkey .................................................................................................. PRESS
3. PFD Displays .............................. CONFIRM “BOTH ON ADC1” message displayed on both PFDs
4. COPILOT’S PFD SENSOR Softkey....................................................................................... PRESS
5. COPILOT’S PFD ADC2 Softkey ............................................................................................ PRESS
6. PFD Displays ................................... CONFIRM “BOTH ON ADC 1” message clears on both PFDs

USING AHRS1 or AHRS2
This message is displayed on both PFDs and indicates that both PFDs are displaying data from
the opposite side Attitude Heading Reference System. Normally the pilot’s side displays AHRS 1
and the copilot’s side displays AHRS 2. Refer to GARMIN G1000 Cockpit Reference Guide for
additional information.
1. PILOT’S PFD SENSOR Softkey ............................................................................................ PRESS
2. PILOT’S PFD AHRS1 Softkey ............................................................................................... PRESS
3. PFD Displays ............................ CONFIRM “BOTH ON AHRS1” message displayed on both PFDs
4. COPILOT’S PFD SENSOR Softkey....................................................................................... PRESS
5. COPILOT’S PFD AHRS2 Softkey .......................................................................................... PRESS
6. PFD Displays ................................. CONFIRM “BOTH ON AHRS 1” message clears on both PFDs

SYNTHETIC VISION
If SVS displays information inconsistent with G1000 primary flight instrumentation:
On the PFD:
1. PFD softkey ............................................................................................................................ PRESS
2. SYN VIS softkey..................................................................................................................... PRESS
3. SYN TERR key ...................................................................................................................... PRESS
4. SVS is removed from both PFD displays .............................................................................. VERIFY
Use G1000 primary displays for navigation and aircraft control.
If G1000 operation in display backup mode is required:
Select display backup mode on the G1000 system. When display backup mode is selected, the
MFD will initially present a non-SVS (blue sky over solid brown ground) display. SVS will be
presented on the backup display within 20 seconds if it was enabled on the PFD when display backup
was selected.
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190-00716-02 Rev. 1
FAA APPROVED

TAWS AND GPWS
TAWS or GPWS CAUTION
When a TAWS or GPWS CAUTION occurs, take positive corrective action until the alert ceases. Stop
descending or initiate either a climb or a turn, or both as necessary, based on analysis of all available
instruments and information.
GPWS CAUTION advisories may also be generated when the aircraft’s flaps and landing gear are not
in the landing position at low altitudes at groundspeeds less than 157 knots. Ensure the aircraft’s
landing gear and flaps are in the desired configuration.

TAWS INHIBIT
The TAWS Forward Looking Terrain Avoidance (FLTA) and Premature Descent Alerts (PDA)
functions may be inhibited to stop alerting if desired. Refer to GARMIN G1000 Cockpit Reference
Guide for additional information.
To Inhibit TAWS:
1.

Display the MAP – TAWS-A or MAP – TAWS-B page.

TAWS INH or INHIBIT Softkey .............................................................................................. PRESS

Verify a
MFD.

annunciation displays on both PFDs and in the lower right corner of the

To Enable TAWS If Inhibited:
1.

Display the MAP – TAWS-A or MAP – TAWS-B page.

TAWS INH or INHIBIT Softkey .............................................................................................. PRESS

Verify the

190-00716-02 Rev. 1
FAA APPROVED

annunciations are removed from both PFDs and the MFD.

Hawker Beechcraft King Air 300/300LW
Page 67 of 137

GPWS INHIBIT (TAWS-A Only)
For airplanes equipped with TAWS-A, some GPWS functions may be inhibited to stop alerting if
desired. Refer to GARMIN G1000 Cockpit Reference Guide for additional information.
To Inhibit GPWS:
1.

Display the MAP – TAWS A page

GPWS INH Softkey ................................................................................................................ PRESS

Verify a
MFD.

annunciation displays on both PFDs and in the lower right corner of the

To Enable GPWS if Inhibited:
1.

Display the MAP – TAWS A page

GPWS INH Softkey ................................................................................................................ PRESS

Verify the

annunciation is removed from both PFDs and the MFD.

NOTE
The GPWS INHIBIT feature will not inhibit altitude voice callouts or Glideslope/Glidepath
deviation alerting.

FLAP OVERRIDE (TAWS-A Only)
For airplanes equipped with TAWS-A, the GPWS flap configuration alerting function may be inhibited
to stop alerting if desired. Refer to GARMIN G1000 Cockpit Reference Guide for additional
information.
To Override Flap Altering:
1.

Display the MAP – TAWS A page

FLAP OVR Softkey ................................................................................................................ PRESS

Verify a
MFD.

annunciation displays on both PFDs and in the lower right corner of the

To Enable Flap Alerting if Overridden:
1.

Display the MAP – TAWS A page

FLAP OVR Softkey ................................................................................................................ PRESS

Verify the

annunciation is removed from both PFDs and the MFD.

Hawker Beechcraft King Air 300/300LW
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190-00716-02 Rev. 1
FAA APPROVED

GLIDESLOPE/GLIDEPATH DEVIATION INHIBIT (TAWS-A Only)

For airplanes equipped with TAWS-A, the glideslope or glidepath deviation alerting function may be
inhibited to stop alerting if desired. Refer to GARMIN G1000 Cockpit Reference Guide for additional
information.
To Inhibit Glideslope or Glidepath Alerting:
1.

Display the MAP – TAWS A page

GS INH or GP INH Softkey .................................................................................................... PRESS

Verify a
of the MFD.

or a

annunciation displays on both PFDs and in the lower right corner

To Enable Glideslope or Glidepath Alerting if Inhibited:
1.

Display the MAP – TAWS A page

GS INH or GP INH Softkey .................................................................................................... PRESS

Verify the

annunciation is removed from both PFDs and the MFD.

NOTE
The GS INH or GP INH softkeys are only available for selection below 1000’ radar altitude with
the landing gear DOWN and the aircraft sufficiently below the Glideslope or Glidepath to generate
a deviation alert.

TAWS N/A and TAWS FAIL
1.

If the amber
status annunciator is displayed on the PFDs and MFD, the system will
no longer provide TAWS alerting or display relative terrain and obstacle elevations. The crew
must maintain compliance with procedures that ensure minimum terrain and obstacle separation.

NOTE
The GPWS functions will continue to function if GPWS is available on a Class A TAWS system.
Forward Looking Terrain Awareness alerts and Premature Descent Alerts will be unavailable.

GPWS FAIL (TAWS-A only)
(Yellow

on PFD and MFD)

If the amber
status annunciator is displayed on the PFDs and MFD, the G1000 will no
longer provide GPWS alerting. The crew must maintain compliance with procedures that ensure
minimum terrain separation as well proper aircraft landing gear and flap configuration.

NOTE
Forward Looking Terrain Awareness alerts, Premature Descent Alerts, and Altitude Voice
Callouts will continue to function if TAWS is available.

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FAA APPROVED

Section 4 - Normal Procedures
Table of Contents
COM RADIO COMMUNICATIONS BEFORE STARTING ENGINES........................... 73
PREFLIGHT INSPECTION ........................................................................................... 73
BEFORE ENGINE STARTING ..................................................................................... 75
BEFORE TAXI .............................................................................................................. 76
TAXI .............................................................................................................................. 76
BEFORE TAKEOFF (RUN-UP) .................................................................................... 77
BEFORE TAKEOFF (FINAL ITEMS)............................................................................ 78
TAKEOFF ..................................................................................................................... 78
CRUISE WITHIN RVSM AIRSPACE ............................................................................ 78
CLIMB, CRUISE, AND DESCENT................................................................................ 79
ICING FLIGHT .............................................................................................................. 79
SHUTDOWN AND SECURING .................................................................................... 79
OTHER PROCEDURES ............................................................................................... 79
AUTOPILOT OPERATION ........................................................................................... 79
VERTICAL MODES ................................................................................................................................ 80
VERTICAL SPEED (VS) MODE .......................................................................................................... 80
FLIGHT LEVEL CHANGE (FLC) MODE ............................................................................................. 80
ALTITUDE HOLD (ALT) MODE, MANUAL CAPTURE ....................................................................... 80
VERTICAL NAVIGATION (VNAV) ....................................................................................................... 81
LATERAL MODES.................................................................................................................................. 82
HEADING MODE (HDG) ..................................................................................................................... 82
NAVIGATION (VOR)............................................................................................................................ 82
NAVIGATION (GPS DIRECT TO) ....................................................................................................... 82
NAVIGATION (GPS OBS Mode) ......................................................................................................... 83

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Hawker Beechcraft King Air 300/300LW
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APPROACHES ....................................................................................................................................... 83
ILS ........................................................................................................................................................ 83
ILS GLIDE SLOPE INOPERATIVE ..................................................................................................... 85
RNAV (GPS) (LPV or LNAV/VNAV) .................................................................................................... 86
RNAV (GPS) (LNAV, LNAV + V) ......................................................................................................... 87
VOR APPROACH ................................................................................................................................ 89
BACK COURSE (BC) .......................................................................................................................... 91
GO AROUND (GA) ................................................................................................................................. 92
AUTOPILOT COUPLED GO AROUND (GA) (ESP Equipped Airplanes Only) ............................... 94
SYNTHETIC VISION ............................................................................................................................... 95

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FAA APPROVED

COM RADIO COMMUNICATIONS BEFORE STARTING ENGINES
To obtain an ATC clearance before starting the engines:
1.

BAT Switch (Master Switch) ......................................................................................................... ON

Use Pilot’s Audio Panel and Com 1 to Obtain ATC Clearance, then:
2.

BAT Switch (Master Switch) ....................................................................................................... OFF

PREFLIGHT INSPECTION
The following procedure is in addition to the AFM PREFLIGHT INSPECTION procedure and required
only if the airplane is RVSM compliant and will be operated in an RVSM environment.

RIGHT AFT FUSELAGE
1.

Right Side Fuselage Skin and Static Ports ...................................................................... CHECKED

Verify that the static port openings are smooth and round, and that there is no foreign material in
the static port openings. Visually inspect the fuselage skin in the RVSM critical region (defined
by markings in the vicinity of the static ports) to verify the absence of skin defects, physical
damage, or large gaps and steps in the skin surface caused by improperly seated access panels
or hatches. Refer to Figure 2 – Right side mirrors the Left.

LEFT AFT FUSELAGE
1.

Left Side Fuselage Skin and Static Ports......................................................................... CHECKED

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FAA APPROVED

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FWD

12 INCHES

STATIC PORTS

12 INCHES

14 INCHES

10 INCHES

Figure 2, RVSM Critical Region

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190-00716-02 Rev. 1
FAA APPROVED

BEFORE ENGINE STARTING
These procedures should be conducted during the airplane’s AFM BEFORE ENGINE STARTING
checklist items, after the battery has been turned on and both AHRS have aligned.

NOTE
Autopilot preflight test will not begin until both AHRS have aligned. Autopilot Pre-Flight test
begins when the white PFT message is displayed on each PFD. Autopilot Pre-Flight test has
successfully completed when the white PFT message extinguishes and the autopilot disconnect
tone sounds.

CAUTION
A red PFT or AFCS annunciator indicates a malfunction within the autopilot system. The
autopilot, yaw damper, and electric elevator trim will be inoperative. The rudder boost may be
inoperative.

Automatic Autopilot Preflight Test .................................................................................. COMPLETE
a. Red AFCS Annunciator......................................... ILLUMINATED DURING AHRS ALIGNMENT
b. Red AFCS Annunciator.......................... EXTINGUISHES When Autopilot Preflight Test Begins
c.

White PFT Annunciator ..................................................................ILLUMINATED (~ 5 Seconds)

d. White PFT Annunciator ........................................ EXTINGUISHES when preflight test complete
e. Autopilot Disconnect Tone ............................................................................................. SOUNDS
These procedures should be conducted after completing the airplane’s AFM BEFORE ENGINE
STARTING checklist items.
1.

Standby Battery Switch ............................................................................................................ PUSH
[ON] illuminated if Aircraft Battery is OFF,
[ARM] illuminated if Aircraft Battery is ON

Standby Attitude Gyro Fail Flag ............................................................................ NOT DISPLAYED
(listen for standby altimeter vibrator operation)

Database ................................ REVIEW FOR VALID OPERATING DATES AND CYCLE NUMBER

ENT key on the MFD Control Panel........................................... PRESS to acknowledge the G1000
database information and activate the selected pilot profile.

AUX – Weight Planning...................................................................................... INPUT LOAD DATA

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FAA APPROVED

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BEFORE TAXI
These procedures should be conducted after completing the airplane’s AFM BEFORE TAXI
checklist items before brake release.
1.

Standby Attitude Indicator ..................................................................................................... CHECK
a. PULL TO CAGE Knob ............................................................... PULL KNOB TO ERECT GYRO
b. Instrument Fail Flag ................................................. NOT DISPLAYED IN INSTRUMENT FACE
c.

PFD1, PFD2, and Standby Attitude Indicator .......................... COMPARE and CROSS CHECK

Altimeters ................................................................................................. SET and CROSS CHECK
PFD 1, PFD 2, Standby Altimeter
If barometric pressure settings on the PFD1 and PFD2 altimeters differ by more than 0.03 in-Hg
(1 HPa), the baro display on both PFDs will be amber.

Radar Altimeter ......................................................................................................................... TEST
a. RA TEST Softkey .............................................................................................................. PRESS
(MFD AUX – SYSTEM STATUS Page)
b. RA TEST Annunciation .........................................................ILLUMINATED on PFD1 and PFD2
c.

RA Display Window .................................................... 50 feet radar altitude on PFD1 and PFD2

d. RA Ground Reference ...................................................... Correlates to 50 feet radar altitude on
PFD 1 and PFD 2 Altimeter displays
e. RA TEST Softkey ................................................................................... PRESS TO STOP TEST
f.

PFD1 and PFD2 Radar Altimeter Displays ......................................................................... 0 Feet

g. RA Ground Reference ........................................................ Correlates to 0 feet radar altitude on
PFD 1 and PFD 2 Altimeter displays
h. RA TEST Annunciation ........................................................... REMOVED from PFD1 and PFD2

TAXI
The following procedure should be accomplished while the aircraft is taxiing and prior to
conducting the airplane’s AFM BEFORE TAKEOFF (RUNUP) checklist.

NOTE
Taxiing the aircraft before a valid GPS position has been acquired can cause attitude and/or
heading display to indicate a failed condition. Interference from GPS repeaters or magnetic
anomalies can cause an intermittent loss of attitude and heading displays while the aircraft in on
the ground.
1.

Flight Instruments.................................................................................................................. CHECK
a. Compare attitude displayed by PFD1, PFD2, and Standby Attitude Indicator.
b. Verify the correct barometric pressure is set in the PFD1, PFD2, and Standby Altimeters.
c.

Compare altitude displayed by PFD1, PFD2, and Standby Altimeter. Cross-check and verify
the altitudes agree within 75 feet.

d. Compare heading displayed by PFD1, PFD2, and Magnetic Compass.
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FAA APPROVED

NOTE
The standby compass is erratic during windshield anti-ice and/or air conditioner operation.
Windshield anti-ice and air conditioner must be OFF for heading verification check.
e. Verify turn rate and slip indicator display appropriately.

BEFORE TAKEOFF (RUN-UP)
The following procedures supersede the same procedures in the airplane’s AFM BEFORE
TAKEOFF (RUNUP) checklist items.
1.

Yaw Damp ............................................................................................................................. CHECK
a. Yaw Damp .............................................................................................................................. ON
b. Rudder Pedals .................................................................. CHECK FOR ADDED RESISTANCE
c.

AP/YD DISC/TRIM INTRPT Button ................................................................................. PRESS

d. [RUD BOOST OFF] ............................................................................................. ILLUMINATES
e. Yaw Damp ........................................................................................ VERIFY DISCONNECTED
f. Repeat Items a through c for copilot’s side
g. Rudder Boost Switch ............................................................................................................ OFF
[RUD BOOST OFF] - ILLUMINATED
h. Rudder Boost Switch ...................................................................................... RUDDER BOOST
[RUD BOOST OFF] - EXTINGUISHED
2.

Electric Elevator Trim Control ............................................................................................... CHECK
a. Pilot’s Control Wheel
• Left and Right Segments .............................................................. ACTUATE INDIVIDUALLY
(Verify there is no elevator tab wheel movement)
• Left and Right Segments ................................................................... ACTUATE TOGETHER
(Verify proper elevator tab wheel movement)
• With Elevator Tab Wheel in Motion,
AP/YD DISC / TRIM INTRPT Button....................................................... PRESS AND HOLD
(verify elevator tab wheel motion stops)
• Manually Operate Elevator Tab Wheel ... VERIFY Pitch Trim Servo is Not Engaged

b. Copilot’s Control Wheel (If Installed)
• Left and Right Segments .............................................................. ACTUATE INDIVIDUALLY
(Verify there is no elevator tab wheel movement)
• Left and Right Segments ................................................................... ACTUATE TOGETHER
(Verify proper elevator tab wheel movement)

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FAA APPROVED

Hawker Beechcraft King Air 300/300LW
Page 77 of 137

• With Elevator Tab Wheel in Motion,
AP/YD DISC / TRIM INTRPT Button....................................................... PRESS AND HOLD
(verify elevator tab wheel motion stops)
•

Pilot’s Trim Override ................................................................................................. CHECK
Activate the copilot’s Pitch Trim Switches nose down. Verify elevator tab wheel is
moving nose down. While the tab wheel is moving in the DN direction, activate the
pilot’s Pitch Trim Switches nose up. Verify the elevator tab wheel begins to move in the
UP direction. Release both pilot’s and copilot’s Pitch Trim switches and reset elevator
tab as required.

• Manually Operate Elevator Tab Wheel .................VERIFY Pitch Trim Servo is Not Engaged
c.

Press GA Button on Left power lever ......... VERIFY FD Command Bars show Takeoff Attitude
‘TO / / TO’ is Annunciated in Mode Window on Both PFDs

BEFORE TAKEOFF (FINAL ITEMS)
The following procedures supersede the same procedures in the airplane’s AFM BEFORE
TAKEOFF (FINAL ITEMS) checklist items.
1.

V1, V2, Minimum Takeoff Power .......................................................................... SET OR CONFIRM

These procedures should be conducted after completing the airplane’s AFM BEFORE TAKEOFF
(FINAL ITEMS) checklist.
2.

PFD Attitude and Heading ..................................................................................................NORMAL

GPS Position .................................................................. VALID, ‘LOI’ NOT ANNUNCIATED on HSI

Standby Attitude Indicator .......................................... ERECT and NORMAL, Fail Flag not in view

TAKEOFF
This procedure should be conducted after brake release during the takeoff roll but before
becoming airborne.
1.

Verify correspondence of PFD airspeed display and standby airspeed.

CRUISE WITHIN RVSM AIRSPACE
1.

Altimeters ................................................................................................................ CROSS-CHECK
Maximum Difference: 200 Feet
Ensure Matched barometric pressure settings (29.92 inHg, STD BARO, or 1013 mb).

Altitude ........................................................................................................... RECORD as Required
Record pilot, copilot and standby altimeter readings upon entering RVSM airspace and as
required thereafter while in RVSM airspace for contingency situations.

Autopilot ALT Mode............................................................Maximum Altitude Deviation: +/- 65 Feet
During normal operations, the ADC coupled to the autopilot will supply altitude data to the active
transponder.

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190-00716-02 Rev. 1
FAA APPROVED

CLIMB, CRUISE, AND DESCENT
Disengage autopilot and yaw damper and re-trim the airplane in roll and/or yaw, if slight dutch roll
activity is observed. Re-engage the autopilot and yaw damper after trimming the airplane.

ICING FLIGHT
IN FLIGHT

WARNING

DUE TO DISTORTION OF THE WING AIRFOIL, ICE ACCUMULATION ON THE LEADING EDGES
CAN CAUSE A SIGNIFICANT LOSS IN RATE OF CLIMB AND IN SPEED PERFORMANCE, AS
WELL AS INCREASES IN STALL SPEED. EVEN AFTER CYCLING THE DEICE BOOTS, THE
ICE ACCUMULATION REMAINING ON THE BOOTS AND UNPROTECTED AREAS OF THE
AIRPLANE CAN CAUSE LARGE PERFORMANCE LOSSES. FOR THE SAME REASON, THE
AURAL STALL WARNING SYSTEM MAY NOT BE ACCURATE AND SHOULD NOT BE RELIED
UPON. UNDER THESE CONDITIONS, ESP AND AUTOPILOT UNDERSPEED PROTECTION
MAY ALSO NOT BE ACCURATE AND SHOULD NOT BE RELIED UPON.

SHUTDOWN AND SECURING
These procedures should be conducted after the Battery and Generator Switches have been
turned OFF in the AFM Shutdown and Securing checklist, and before the flight crew vacates the
cockpit.
1.

Standby Battery Switch ..................................................................................................PRESS OFF
a. Standby Battery Switch ...................................................... [ARMED] and [ON] EXTINGUISHED
b. Standby attitude fail flag ........................................................................................... DISPLAYED
c.

Standby altimeter vibrator should not be heard (BAT – MASTER SWITCH OFF).

OTHER PROCEDURES
AUTOPILOT OPERATION
Autopilot/Flight Director mode annunciations on the PFDs displayed in green indicate active
autopilot/flight director modes. Annunciations displayed in white indicate armed autopilot/flight
director modes. Normal mode transitions will flash inverse video green/black for 10 seconds
before becoming steady green. Abnormal mode transitions will flash amber for 10 seconds
before the default mode is annunciated as the active mode.
Default autopilot/flight director modes are Pitch (PIT) and Roll (ROL) modes.
The XFR button on the mode control panel selects the navigation, attitude, and air data inputs the
autopilot / flight director uses. Pressing the XFR button transfers these selections to the
opposite side and causes the autopilot / flight director to drop selected lateral and vertical modes
and engage the default PIT and ROL modes. The pilot must re-select the desired modes.

190-00716-02 Rev. 1
FAA APPROVED

Hawker Beechcraft King Air 300/300LW
Page 79 of 137

VERTICAL MODES
VERTICAL SPEED (VS) MODE
1. Altitude Preselect ....................................................................................SET to Desired Altitude
2. Press VS Button ............................................. GREEN ‘VS’, White ‘ALTS’ annunciated on PFD
3. Vertical Speed Reference........................................................... ADJUST using UP / DN Wheel
4. Green ‘ALT’..................................................................... VERIFY UPON ALTITUDE CAPTURE
FLIGHT LEVEL CHANGE (FLC) MODE
1. Altitude Preselect ....................................................................................SET to Desired Altitude
2. Press FLC Button ......................................... GREEN ‘FLC’, White ‘ALTS’ annunciated on PFD
3. AIRSPEED Reference ................................................................ ADJUST using UP / DN Wheel
4. Green ‘ALT’..................................................................... VERIFY UPON ALTITUDE CAPTURE

NOTE
If the altitude preselect is not changed before selecting FLC, the autopilot may re-capture
the current altitude immediately after entering FLC mode. Always ensure that the altitude
preselect is adjusted prior to selecting FLC.
Pressing the SPD button while in FLC Mode toggles the airspeed reference between
KIAS and Mach. FLC will automatically transition from Mach to KIAS reference during a
descent when the current Mach reference equals 250 KIAS. FLC will not automatically
transition from KIAS to a Mach reference during a climb.

ALTITUDE HOLD (ALT) MODE, MANUAL CAPTURE
1. At the desired altitude ................................................... PRESS ALT Button on Mode Controller
2. Green ‘ALT’........................................................................................................ VERIFY on PFD
If climbing or descending when the ALT button is pressed, the aircraft will overshoot the
reference altitude and then return to it. The amount of overshoot will depend on the
vertical speed when the ALT button is pressed.

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190-00716-02 Rev. 1
FAA APPROVED

VERTICAL NAVIGATION (VNAV)
VNAV Descent
Vertical navigation will only function when the navigation source is GPS navigation. VNAV will
not function if the navigation source is VOR, Localizer, or ADF. The airplane’s heading must
be within 75° of the desired GPS course and within 10 NM cross track error in order for VNAV
to function.
VNAV functions only for enroute and terminal descents. Vertical navigation is not available
during climbs or descents between the final approach fix (FAF) and the missed approach
point (MAP). Refer to the G1000 Cockpit Reference Guide and Pilot’s Guide for additional
information.
1. Once clearance from ATC has been received ................................... RESET Altitude Preselect
to the vertical clearance limit.
2. VNV Button .............................................. PRESS within 5 minutes of the top of descent (TOD)

NOTE
If the VNV button is pressed more than 5 minutes before the TOD or the altitude preselect is
not reset to a lower altitude, VPTH will begin to flash inverse video, white/black, when the
aural alert ‘Vertical Track’ annunciation sounds.
Pressing the VNV button and/or resetting the altitude preselect to a lower altitude cancels the
flashing and the AFCS will capture and track the vertical profile.
If VNV button is not pressed, or the altitude preselect is not reset to a lower altitude, VPTH
stops flashing at the TOD and the airplane will remain in ALT mode and not descend.
ALTV will be the armed vertical mode during the descent if the altitude preselect is set to a
lower altitude than the VNAV reference altitude. This indicates the autopilot / flight director
will capture the VNAV altitude reference. ALTS will be the armed mode during the descent if
the altitude preselect is set at or above the VNAV reference altitude indicating that the
autopilot / flight director will capture the altitude preselect altitude reference.
Vertical DIRECT TO
To descend from the present position to a waypoint:
1. Altitude Preselect ............................................................................................................. RESET
2. VNV Button ...................................................................................................................... PRESS
3. Waypoint .......................................................................................... SELECT desired waypoint
4. VNV D

Softkey (MFD Flight Plan Page) ................................................................... PRESS

5. Vertical DIRECT TO .................................................................................................. ACTIVATE

190-00716-02 Rev. 1
FAA APPROVED

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LATERAL MODES
HEADING MODE (HDG)
1. HDG Knob ....................................................... PUSH to synch heading bug to current heading
2. HDG BUTTON ......................................................................... PUSH , HDG mode annunciated
3. HDG Knob ........................................................... Rotate to set heading bug to desired heading

NAVIGATION (VOR)
1. Navigation Source. ................................... SELECT VOR1 or VOR2 using CDI softkey on PFD
2. Course Pointer ........................................................................................... SET using CRS knob
3. Intercept Heading .................................................................ESTABLISH in HDG or ROL mode
4. Mode Controller ....................................................................... PRESS NAV on mode controller
5. VOR will be annunciated in WHITE if the mode is armed or in GREEN if the VOR is the active
lateral mode.

NOTE
If the Course Deviation Indicator (CDI) is greater than one dot from center, the autopilot
will arm the NAV mode and indicate VOR in white on the PFD. The pilot must ensure that
the current heading will result in a capture of the selected course. If the CDI is one dot or
less from center, the autopilot will enter the capture mode when the NAV button is
pressed and annunciate VOR in green on the PFD.
NAVIGATION (GPS DIRECT TO)
1. Navigation Source .............................................. SELECT GPS Using the CDI Softkey on PFD
2. Select Waypoint .................................................. PRESS the D button on the PFDs or GCU
From the DIRECT TO page, activate DIRECT TO a waypoint.
3. Mode Controller ......................................................................SELECT NAV on mode controller
GPS will be annunciated in GREEN on the PFDs

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190-00716-02 Rev. 1
FAA APPROVED

NAVIGATION (GPS OBS Mode)
1. Navigation Source ................................................ SELECT GPS using the CDI softkey on PFD
2. Select Waypoint .................................................. PRESS the D button on the PFDs or GCU
From the DIRECT TO page, activate DIRECT TO a waypoint.
3. OBS Softkey ............................................................................... ON PFD, PRESS OBS softkey
4. Course Pointer ........................................................................................... SET using CRS knob
5. Intercept Heading .................................................................ESTABLISH in HDG or ROL mode
6. Mode Controller ......................................................................SELECT NAV on mode controller
7. GPS will be annunciated in WHITE if the mode is armed or in GREEN if the GPS is the active
lateral mode.

NOTE
If the Course Deviation Indicator (CDI) is greater than one dot from center, the autopilot
will arm the NAV mode and indicate GPS in white on the PFD. The pilot must ensure that
the current heading will result in a capture of the selected course. If the CDI is one dot or
less from center, the autopilot will enter the capture mode when the NAV button is
pressed and annunciate GPS in green on the PFD.

APPROACHES
The G1000 is capable of performing many tasks for the pilot to reduce pilot workload
during the approach and landing phases of flight. The G1000 system references the
Flight Plan to predict the pilot’s intended actions. Time permitting, the pilot should keep
the Flight Plan updated with the destination airport and the instrument approach to be
flown. This will keep the G1000 from performing tasks associated with the approach
procedures entered in the flight plan if the approach plan changes.
ILS
1. Load the approach into the Active Flight Plan .................................... VERIFY the G1000 tunes
the proper ILS frequency
2. Approach Minimums ................................................ SET on TMR/REF page (if not already set)
If Flying Vectors-To-Final:
3. Airplane on Vectors-To-Final
a. Mode Control Panel .................................................. PRESS HDG to fly ATC radar vectors
b. PROC button on PFDs or MFD.......................SELECT ‘ACTIVATE VECTORS-TO-FINAL’

NOTE
SUSP may annunciate on the HSI when Vectors-To-Final is selected. The flight plan will
automatically un-suspend when the airplane intercepts and turns inbound on the final
approach course. When automatic flight plan waypoint sequencing resumes, SUSP will
extinguish.

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FAA APPROVED

Hawker Beechcraft King Air 300/300LW
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HSI CDI ......................................................... VERIFY CDI automatically changes to LOC
Course pointer slews to the front course

d. Pathways ......................................................................................................... AS DESIRED
e. Mode Control Panel ............................................. PRESS APR, Verify LOC and GS armed
If Flying Full Approach Including Transition:
3. Airplane cleared to an initial approach fix
a. ACTIVATE THE APPROACH from the PROC page,
Or
ACTIVATE a DIRECT TO ( D ) the IAF
b. HSI CDI ...................................................................................... SELECT GPS Nav Source
c.

Mode Control Panel .................................................................... PRESS NAV (GPS Mode)

d. Mode Control Panel ............................................. PRESS APR, Verify LOC and GS armed

NOTE
The airplane will navigate in GPS mode throughout the intermediate portion of the approach
procedure. When the airplane is inbound towards the final approach course, the CDI will
automatically switch from GPS navigation to LOC navigation.
e. Pathways ......................................................................................................... AS DESIRED
f.

VERIFY ................................................................. Course pointer slews to the front course

4. Established inbound on Final Approach Course ........................ SET Missed Approach Altitude
In Altitude Preselect
5. Airspeed.................................................MAINTAIN 120 KIAS OR GREATER (Recommended)
6. VERIFY .................................................................. Airplane Captures and Tracks LOC and GS
7. At Decision Altitude (DA),
a. A/P Y/D DISC TRIM INTRPT Switch ........................................................................ PRESS
Continue visually for a normal landing
Or
b. GO AROUND button
(on left power lever) ...............................................PRESS, Execute Go Around Procedure

NOTE
For TAWS-A equipped aircraft: When executing a missed approach from an ILS approach,
occasional Glideslope Deviation cautions may be received while establishing the missed
approach climb, even if the aircraft is not below the ILS glideslope. This is caused by
transitioning through ILS glideslope side lobe signals. If the Glideslope Deviation alert
annunciates during the initial portion of the go-around, continue to execute the go-around
procedure and fly the appropriate missed approach procedure.

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190-00716-02 Rev. 1
FAA APPROVED

ILS GLIDE SLOPE INOPERATIVE
1. Load the approach into the Active Flight Plan .................................... VERIFY the G1000 tunes
the proper ILS frequency
2. Approach Minimums ................................................ SET on TMR/REF page (if not already set)

If Flying Vectors-To-Final:
3. Airplane on Vectors-To-Final
a. Mode Control Panel .................................................. PRESS HDG to fly ATC radar vectors
b. PROC button on PFDs or GCU ......................SELECT ‘ACTIVATE VECTORS-TO-FINAL’

HSI CDI ......................................................... VERIFY CDI automatically changes to LOC
Course pointer slews to the front course

d. Pathways ......................................................................................................... AS DESIRED
e. Mode Control Panel ........................................................... PRESS NAV, verify LOC armed
Pressing the NAV button will arm the autopilot / flight director to capture Localizer and
prevent Glideslope from arming or capturing if the glideslope is inoperative or out of
service.
If Flying Full Approach Including Transition:
3. Airplane cleared to an initial approach fix
a. ACTIVATE THE APPROACH from the PROC page,
Or
ACTIVATE a DIRECT TO ( D ) the IAF
b. HSI CDI ...................................................................................... SELECT GPS Nav Source
c.

Mode Control Panel .................................................................... PRESS NAV (GPS Mode)

NOTE
The airplane will navigate in GPS mode throughout the intermediate portion of the
approach procedure. When the airplane is inbound towards the final approach course,
the CDI will automatically switch from GPS navigation to LOC navigation.
d. Pathways ......................................................................................................... AS DESIRED
e. VERIFY ................................................................. Course pointer slews to the front course

190-00716-02 Rev. 1
FAA APPROVED

Hawker Beechcraft King Air 300/300LW
Page 85 of 137

4. Established inbound on Final Approach Course (FAF Active Waypoint)
a. VERIFY ................................................ Course Pointer is set to the final approach course
b. VERIFY ............................................................................. LOC is annunciated on the HSI
5. Airspeed.................................................MAINTAIN 120 KIAS OR GREATER (Recommended)
6. At the FAF..................................Use desired vertical mode to fly the approach’s vertical profile
Use Altitude Preselect to level off at intermediate altitudes and at the MDA

NOTE
It is recommended to descend at 1000 ft/min or less. Descending at a higher rate or
reaching MDA too far before the Visual Descent Point (VDP) could cause TAWS or GPWS
alerts. If a TAWS or GPWS WARNING is issued, immediately follow the TAWS OR GPWS
WARNING procedure in the EMERGENCY PROCEDURES Section of this AFMS.
7. After Leveling at MDA ................................ SET Missed Approach Altitude In Altitude Preselect

RNAV (GPS) (LPV or LNAV/VNAV)
1. Load the approach into the Active Flight Plan.
2. Approach Minimums ...............................................SET ON TMR/REF page (if not already set)
If Flying Vectors-To-Final:
3. Airplane on Vectors-To-Final
a. Mode Control Panel .................................................. PRESS HDG to fly ATC radar vectors
b. PROC button on PFDs or MFD.......................SELECT ‘ACTIVATE VECTORS-TO-FINAL’

VERIFY ................................................................. Course pointer slews to the front course

Hawker Beechcraft King Air 300/300LW
Page 86 of 137

190-00716-02 Rev. 1
FAA APPROVED

If Flying Full Approach Including Transition:
3. Airplane cleared to an initial approach fix
a. ACTIVATE THE APPROACH from the PROC page,
Or
ACTIVATE a DIRECT TO ( D ) the IAF
b. HSI CDI ...................................................................................... SELECT GPS Nav Source
c.

Mode Control Panel .............................. PRESS APR, Verify GPS mode active, GP armed

d. Pathways ......................................................................................................... AS DESIRED
e. VERIFY ................................................................. Course pointer slews to the front course

4. Established inbound on Final Approach Course
a. VERIFY ................................................ Course Pointer is set to the final approach course
b. VERIFY ............................................................ LPV or L/VNAV is annunciated on the HSI
c.

VERIFY ............................................................................................ GP Indicator Displays

d. VERIFY ............................................................................... SUSP is not displayed on HSI
e. SET ........................................................... Missed Approach Altitude In Altitude Preselect
5. Airspeed.................................................MAINTAIN 120 KIAS OR GREATER (Recommended)
6. VERIFY ......................................................Airplane Captures and Tracks GPS Course and GP
7. At Decision Altitude (DA):
a. A/P Y/D DISC TRIM INTRPT Switch ........................................................................ PRESS
Continue visually for a normal landing
Or
b. GO AROUND button
(on left power lever) ...............................................PRESS, Execute Go Around Procedure
RNAV (GPS) (LNAV, LNAV + V)
1. Load the approach into the Active Flight Plan.
2. Approach Minimums ...............................................SET ON TMR/REF page (if not already set)
If Flying Vectors-To-Final:
3. Airplane on Vectors-To-Final
a. Mode Control Panel .................................................. PRESS HDG to fly ATC radar vectors
b. PROC button on PFDs or MFD.......................SELECT ‘ACTIVATE VECTORS-TO-FINAL’

190-00716-02 Rev. 1
FAA APPROVED

Hawker Beechcraft King Air 300/300LW
Page 87 of 137

c. VERIFY ........................................................... Course pointer slews to the inbound course
d. Pathways ......................................................................................................... AS DESIRED
e. Mode Controller..................................................................................... PRESS APR Button
GPS will be the active lateral mode,
GP will ARM if the procedure provides a glidepath
If Flying Full Approach Including Transition:
3. Airplane cleared to an initial approach fix
a. ACTIVATE THE APPROACH from the PROC page,
Or
ACTIVATE a DIRECT TO ( D ) the IAF
b. HSI CDI ...................................................................................... SELECT GPS Nav Source
c.

Mode Controller..................................................................................... PRESS APR Button
GPS will be the active lateral mode,
GP will ARM if the procedure provides a glidepath

d. Pathways ......................................................................................................... AS DESIRED

VERIFY ...........................................................GP Deviation Scale Displays (if applicable)

d. PRESELECT ..................................................................Minimum Descent Altitude (MDA)
5. Airspeed.................................................MAINTAIN 120 KIAS OR GREATER (Recommended)

NOTE
Some RNAV (GPS) approaches provide a vertical descent angle as an aid in flying a stabilized
approach. These approaches are NOT considered Approaches with Vertical Guidance (APV).
Approaches that are annunciated on the HSI as LNAV or LNAV+V are considered Non-precision
Approaches (NPA) and are flown to an MDA even though vertical glidepath (GP) information may
be provided.

Hawker Beechcraft King Air 300/300LW
Page 88 of 137

190-00716-02 Rev. 1
FAA APPROVED

6. At the FAF........................................................................ Descend via GP if LNAV+V approach
Use desired vertical mode to fly the approach’s vertical profile if LNAV approach
Use Altitude Preselect to level off at intermediate altitudes and at the MDA

CAUTION
The autopilot/flight director will not capture ALT if descending in GP mode.
7. Level airplane in ALT mode at MDA .............................. PRESS NAV button 200 ft above MDA
If airplane is descending via GP, GP will extinguish and PIT mode will be active and
airplane will capture MDA.
8. AFTER LEVELING AT MDA...................... SET Missed Approach Altitude In Altitude Preselect

VOR APPROACH
1. Load the approach into the Active Flight Plan .................................... VERIFY the G1000 tunes
the proper VOR frequency
2. Approach Minimums ...............................................SET ON TMR/REF page (if not already set)
If Flying Vectors-To-Final:
3. Airplane on Vectors-To-Final
a. Mode Control Panel .................................................. PRESS HDG to fly ATC radar vectors
b. PROC button on PFDs or GCU ......................SELECT ‘ACTIVATE VECTORS-TO-FINAL’

HSI CDI ....................................................................... PRESS until VOR navigation source
To be used for the approach displays

d. Course Pointer ..................................................... Set to inbound course (if not already set)
e. Mode Control Panel ......................................................... PRESS APR, verify VAPP armed

190-00716-02 Rev. 1
FAA APPROVED

Hawker Beechcraft King Air 300/300LW
Page 89 of 137

If Flying Full Approach Including Transition:
3. Airplane cleared to an initial approach fix:
a. ACTIVATE THE APPROACH from the PROC page,
Or
ACTIVATE a DIRECT TO ( D ) the IAF
b. HSI CDI .......................................................................................................... SELECT GPS
c.

Mode Control Panel .................................................................... PRESS NAV (GPS mode)

d. Pathways ......................................................................................................... AS DESIRED
e. When Established Inbound to the FAF ................................................. PRESS CDI softkey
until VOR navigation source to be used for the approach displays
(Autopilot / Flight Director Mode will automatically change to ROL)
f.

Course Pointer ..................................................... Set to inbound course (if not already set)

g. Mode Control Panel .......................................... PRESS APR, verify VAPP active or armed
4. Established Inbound on Final Approach Course:
a. VERIFY .......................................................... Course Pointer is set to the inbound course
b. VERIFY ............................................................................. VOR is annunciated on the HSI

NOTE
If the Course Deviation Indicator (CDI) is greater than one dot from center, the autopilot
will arm the VAPP mode and indicate VAPP in white on the PFD. The pilot must ensure
that the current heading will result in a capture of the selected course. If the CDI is one
dot or less from center, the autopilot will enter the capture mode when the APR button is
pressed and annunciate VAPP in green on the PFD.
5. Airspeed.................................................MAINTAIN 120 KIAS OR GREATER (Recommended)
6. At the FAF..................................Use desired vertical mode to fly the approach’s vertical profile
Use Altitude Preselect to level off at intermediate altitudes and at the MDA

NOTE
It is recommended to descend at 1000 ft/min or less. Descending at a higher rate or
reaching MDA too far before the Visual Descent Point (VDP) could cause TAWS or GPWS
alerts. If a TAWS or GPWS WARNING is issued, immediately follow the TAWS OR GPWS
WARNING procedure in the EMERGENCY PROCEDURES Section of this AFMS.
.
7. AFTER LEVELING AT MDA...................... SET Missed Approach Altitude In Altitude Preselect

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Page 90 of 137

190-00716-02 Rev. 1
FAA APPROVED

BACK COURSE (BC)
1. Load the approach into the Active Flight Plan .................................... VERIFY the G1000 tunes
the proper LOC frequency
2. Approach Minimums ...............................................SET ON TMR/REF page (if not already set)
If Flying Vectors-To-Final:
3. Airplane on Vectors-To-Final
a. Mode Control Panel .......................................................... PRESS HDG to fly radar vectors
b. PROC button on PFDs or MFD.......................SELECT ‘ACTIVATE VECTORS-TO-FINAL’

HSI CDI ...................................................................... PRESS until LOC Navigation Source
to be used for the Approach Displays

d. VERIFY ............................................................. Course Pointer is Set to the Front Course
e. Mode Control Panel ............................................................................................ PRESS BC
Verify BC mode is armed
IF Flying Full Approach Including Transition:
3. Airplane cleared to an initial approach fix:
a. ACTIVATE THE APPROACH from the PROC page,
Or
ACTIVATE a DIRECT TO ( D ) the IAF
b. HSI CDI .......................................................................................................... SELECT GPS
c.

Mode Control Panel .................................................................... PRESS NAV (GPS Mode)

d. Pathways ......................................................................................................... AS DESIRED
e. When Established Inbound to the FAF ................................................. PRESS CDI softkey
until LOC navigation source to be used for the approach displays
(Autopilot / Flight Director Mode will automatically change to ROL)
f.

VERIFY ............................................................. Course Pointer is set to the Front Course

g. Mode Control Panel ............................................................................................ PRESS BC
Verify BC mode is armed or active
4. Established inbound on Final Approach Course:
a. VERIFY ................................................................ Course Pointer is set to the front course
b. VERIFY ............................................................................. LOC is annunciated on the HSI

190-00716-02 Rev. 1
FAA APPROVED

Hawker Beechcraft King Air 300/300LW
Page 91 of 137

NOTE
If the Course Deviation Indicator (CDI) is greater than one dot from center, the autopilot
will arm the BC mode and indicate BC in white on the PFD. The pilot must ensure that
the current heading will result in a capture of the selected course. If the CDI is one dot or
less from center, the autopilot will enter the capture mode when the APR button is
pressed and annunciate BC in green on the PFD.
5. Airspeed.................................................MAINTAIN 120 KIAS OR GREATER (Recommended)
6. At the FAF..................................Use desired vertical mode to fly the approach’s vertical profile
Use Altitude Preselect to level off at intermediate altitudes and at the MDA

NOTE
It is recommended to descend at 1000 ft/min or less. Descending at a higher rate or
reaching MDA too far before the Visual Descent Point (VDP) could cause TAWS or GPWS
alerts. If a TAWS or GPWS WARNING is issued, immediately follow the TAWS OR GPWS
WARNING procedure in the EMERGENCY PROCEDURES Section of this AFMS.
7. AFTER LEVELING AT MDA...................... SET Missed Approach Altitude In Altitude Preselect

GO AROUND (GA)
1. Control Wheel ................................................................................................... GRASP FIRMLY
2. GO AROUND button (left power lever) .................................. PUSH – Verify GA / / GA on PFD
in lateral and vertical mode fields
3. Rotate to Go Around attitude ........................................... Follow Flight Director Command Bars
4. Balked Landing ........................................................................................................... EXECUTE
5. Mode Control Panel ....................... PRESS NAV to Fly Published Missed Approach Procedure
PRESS HDG to Fly ATC Assigned Missed Approach Heading

NOTE
The pilot is responsible for initial missed approach guidance in accordance with published
procedure. The G1000 may not provide correct guidance until the aircraft is established
on a defined leg of the procedure.
6. Altitude Preselect ..................................................................VERIFY Set to appropriate altitude
At An Appropriate Safe Altitude:
7. Mode Control Panel ................................................................................ AP to Engage Autopilot

Hawker Beechcraft King Air 300/300LW
Page 92 of 137

190-00716-02 Rev. 1
FAA APPROVED

NOTE
When the GA button is pressed, the Flight Director command bars will command 8° nose
up and wings level, the HSI nav source automatically switches to GPS, the flight plan
sequences to the first published missed approach leg, and automatic leg sequencing
resumes. The autopilot will disconnect if the ESP option is not installed. If ESP is
installed, the autopilot will not disconnect with a GA button press. The AFCS will fly the
published missed approach procedure once the aircraft is established on a segment of
the missed approach procedure, the autopilot is engaged, and NAV mode is selected.
The flight plan can only contain one approach procedure at a time. If the pilot attempts
to load another instrument approach at this time, the airplane will depart from the missed
approach procedure and turn directly towards the first waypoint in the new approach.
Do not attempt to load or activate a new approach while flying the missed approach
procedure until ready to fly the new approach.
Recommended Procedures Following a Missed Approach:
1. To repeat the instrument approach procedure currently loaded into the flight plan:
a.
b.

Activate Vectors-To-Final if being radar vectored by ATC,
Or
If flying the entire instrument approach procedure, activate a DIRECT TO the
desired initial waypoint. Follow the appropriate procedure for the instrument
approach being flown.

2. To proceed to an alternate airport (This procedure will allow the pilot to enter the route to the
alternate before leaving the missed approach holding fix):
a.
b.
c.
d.
e.

Highlight the first enroute waypoint in the flight plan
Begin entering waypoints in the desired route order. Do not attempt to load a new
approach at this time.
CLR all waypoints after the last waypoint in the route to the alternate and the
currently loaded instrument approach header.
When ready to proceed to the alternate, highlight the first enroute waypoint in the
route to the alternate airport. ACTIVATE a DIRECT TO that waypoint.
When enroute to the alternate, a new instrument approach may be loaded into the
flight plan.

190-00716-02 Rev. 1
FAA APPROVED

Hawker Beechcraft King Air 300/300LW
Page 93 of 137

AUTOPILOT COUPLED GO AROUND (GA) (ESP Equipped Airplanes Only)
1. Control Wheel ................................................................................................... GRASP FIRMLY
2. GO AROUND button (left power lever) .................................. PUSH – Verify GA / / GA on PFD
in lateral and vertical mode fields, autopilot will not disengage.
3. Autopilot ............................. VERIFY airplane pitches up following flight director command bars
4. Balked Landing ........................................................................................................... EXECUTE
5. Mode Control Panel ....................... PRESS NAV to Fly Published Missed Approach Procedure
PRESS HDG to Fly ATC Assigned Missed Approach Heading

NOTE
The pilot is responsible for initial missed approach guidance in accordance with published
procedure. The G1000 may not provide correct guidance until the airplane is
established on a defined leg of the procedure.
6. Altitude Preselect ..................................................................VERIFY Set to appropriate altitude

NOTE
In ESP equipped airplanes, when the GA button is pressed the Flight Director command
bars will command 8° nose up and wings level, the HSI nav source automatically
switches to GPS, the flight plan sequences to the first published missed approach leg,
and automatic leg sequencing resumes. The autopilot will remain engaged, and fly the
published missed approach procedure once the airplane is established on a segment of
the missed approach procedure and NAV mode is selected.
The flight plan can only contain one approach procedure at a time. If the pilot attempts
to load another instrument approach at this time, the airplane will depart from the missed
approach procedure and turn directly towards the first waypoint in the new approach.
Do not attempt to load or activate a new approach while flying the missed approach
procedure until ready to fly the new approach.
Recommended Procedures Following a Missed Approach:
1. To repeat the instrument approach procedure currently loaded into the flight plan:
a.
b.

2. To proceed to an alternate airport (This procedure will allow the pilot to enter the route to the
alternate before leaving the missed approach holding fix):
a.
b.
c.
d.
e.

Hawker Beechcraft King Air 300/300LW
Page 94 of 137

190-00716-02 Rev. 1
FAA APPROVED

SYNTHETIC VISION
Use of Pathways
If Synthetic Terrain is displayed on the PFD, the Pathways may be used to assist the pilot’s awareness of
the programmed lateral and vertical navigation path. The following sections describe the basic use of
the Pathways in various flight segments. For more detailed information, consult the G1000 Pilot’s Guide.
Departure
Prior to departure, load and activate the desired flight plan into the G1000 FMS, set the initial altitude on
the G1000 altitude selector and select GPS on the HSI display just as you would without the SVS system.
The programmed flight path will be displayed as a series of magenta boxes along the path at the flight
plan altitude subject to the following conditions;
•

If the first segment of the flight plan is a heading to altitude leg, the Pathway will not be displayed
for that segment. The first Pathway segment displayed will be the first GPS course leg.

•

The Pathway must be within the SVS field of view of 30 degrees left and 35 degrees right. If the
programmed path is outside that field of view, the Pathways will not be visible on the display until
the aircraft has turned toward the course.

•

The Pathway will be displayed at either the altitude selected on the G1000 selector OR the
altitude published for the procedure (e.g. SID) WHICHEVER IS HIGHER.

After departure, the primary aircraft control must be by reference to the primary aircraft instruments. The
SVS and Pathway displays should be used to aid in awareness of the terrain and programmed flight path.
Prior to intercepting the programmed course, the Pathway will be displayed as a series of magenta
“boxes” with pointers at each corner that point in the direction of the programmed course. The Pathway
boxes will not be displayed on portions of the course line that would lead the pilot to intercept the course
in the wrong direction.
As the aircraft approaches the center of the programmed course and altitude, the number of Pathway
boxes will decrease to a minimum of four.
Enroute
When enroute, the Pathway will be displayed along the lateral path defined by the flight plan, at the
altitude selected on the G1000 altitude selector.
Flight plan changes in altitude that require a climb will be indicated by the Pathway being displayed as a
level path at the altitude entered for the current flight plan leg. Because the G1000 system does not
have information available to it about aircraft performance, climb profiles are not displayed by the
Pathway.
If the programmed flight plan includes one or more defined VNAV descent segments, the descent path(s)
will be displayed by the Pathway as prompted by the G1000 FMS.
If the flight plan includes a significant change in course at a waypoint, the Pathway boxes toward the
currently active waypoint will be magenta in color. The boxes defining the next flight plan segment may
be visible, but will be displayed in a white color.

190-00716-02 Rev. 1
FAA APPROVED

Hawker Beechcraft King Air 300/300LW
Page 95 of 137

Leg 2

Leg 3
TOD
Leg 1

VPTH displayed by Pathway

Climb NOT displayed by Pathway

Enroute Pathway Altitude Display

Approach
During an approach transition with the GPS CDI active, the Pathway will be displayed along the lateral
path defined by the flight plan, at the altitude selected on the G1000 altitude selector. Pathway will be
displayed at least up to the Final Approach Fix on all instrument approach procedures.
For ILS, LNAV/VNAV, LNAV+V and LPV approaches, the Pathway will display the lateral and vertical
descent segments from the glideslope or glidepath intercept altitude, down to the Decision Altitude. For
all other non-precision approaches, Pathway will not display beyond the Final Approach Fix until the
missed approach segment become active.
In all cases, the pilot must still ensure that the aircraft complies with the requirements of the published
instrument approach procedure.
Missed approach
When the missed approach is selected on the G1000 FMS, the Pathway to the Missed Approach Holding
Point will be displayed just as described for the departure segment.
The pilot must assure that the aircraft path will, at all times, comply with the requirements of the published
missed approach procedure.
If the initial missed approach leg is heading-to-altitude or a leg defined by other than a GPS course, the
Pathway will not be displayed for that segment.
If the course to the Missed Approach Holding Point is out of the SVS field of view during the initial missed
approach climb, the Pathway will not be visible on the PFD until the aircraft is turned toward the course.
The Pathway will be displayed at the published missed approach altitude OR the altitude set on the
G1000 altitude selector WHICHEVER IS HIGHER. If the G1000 altitude selector is set to MDA on the
final approach segment and not reset during the initial missed approach, the Pathway will still be
displayed at the published missed approach altitude.

Hawker Beechcraft King Air 300/300LW
Page 96 of 137

190-00716-02 Rev. 1
FAA APPROVED

FAF

ALTITUDE

MAP
Heading

Pathway NOT displayed on heading
and turn segments

MAHP

Missed Approach Pathway Display

190-00716-02 Rev. 1
FAA APPROVED

Hawker Beechcraft King Air 300/300LW
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Hawker Beechcraft King Air 300/300LW
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190-00716-02 Rev. 1
FAA APPROVED

190-00716-02 Rev. 1
FAA APPROVED
-150

-140

-130

-120

-110

-100

-90

-80

-70

-60

-50

-40

-30

-20

-10

100

110

120

130

140

150

170

180

190
Indicated Airspeed - Kt

160

200

210

220

230

Valid for Altitudes
Below 18,000 ft

NOTE Above 18,000 ft, Corrected Altitude = Indicated Altitude

ALTIMETER CORRECTION - NORMAL SYSTEM
FLAPS UP

240

250

260

270

Section 5 – Performance

Hawker Beechcraft King Air 300/300LW
Page 99 of 137

Altimeter Correction - Ft
(Add to Indicated Altitude)

Hawker Beechcraft King Air 300/300LW
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190-00716-02 Rev. 1
FAA APPROVED

Altimeter Correction - Ft
(Add to Indicated Altitude)
-150

-140

-130

-120

-110

-100

-90

-80

-70

-60

-50

-40

-30

-20

-10

100

110

120

130

140

150

170

180

190
Indicated Airspeed - Kt

160

200

210

220

230

Valid at All Altitudes

ALTIMETER CORRECTION - STANDBY ALTIMETER
FLAPS UP

240

250

260

270

Section 6 - Weight and Balance
No Change. Refer to basic Aircraft Flight Manual or appropriate supplement.

190-00716-02 Rev. 1
FAA APPROVED

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190-00716-02 Rev. 1

Section 7 - Systems Description
Table of Contents
GENERAL................................................................................................................... 104
G1000 INTEGRATED AVIONICS ............................................................................... 104
SYSTEM OVERVIEW ........................................................................................................................... 104
INSTRUMENT PANEL .......................................................................................................................... 104

FLIGHT CONTROLS .................................................................................................. 113
AFCS, AUTOPILOT AND FLIGHT DIRECTOR ................................................................................... 113
ELECTRIC ELEVATOR TRIM .............................................................................................................. 117
ELECTRONIC STABILITY & PROTECTION (ESP) ............................................................................ 118

FLIGHT INSTRUMENTS ............................................................................................ 122
G1000 FLIGHT INSTRUMENTS........................................................................................................... 122
STANDBY FLIGHT INSTRUMENTS .................................................................................................... 122

ENGINE INSTRUMENTATION ................................................................................... 123
PROPELLER SYNCHROPHASER ...................................................................................................... 124

ELECTRICAL SYSTEM .............................................................................................. 124
INVERTERS .......................................................................................................................................... 124
POWER DISTRIBUTION ...................................................................................................................... 124
STANDBY BATTERY POWER SUPPLY ............................................................................................. 128

LIGHTING SYSTEMS ................................................................................................. 129
COCKPIT .............................................................................................................................................. 129

PITOT AND STATIC SYSTEM ................................................................................... 129
PITOT .................................................................................................................................................... 129
STATIC .................................................................................................................................................. 130

GROUND COMMUNICATIONS .................................................................................. 130
SYNTHETIC VISION ................................................................................................... 131
TAWS AND GPWS ..................................................................................................... 135

190-00716-02 Rev. 1

Hawker Beechcraft King Air 300/300LW
Page 103 of 137

GENERAL
This section supplements the Systems Description chapter in the aircraft’s original Pilot’s Operating
Handbook and FAA Approved Airplane Flight Manual. This section will follow the format and layout of
the chapter in the original manual. Only topics changed by the installation of the G1000 integrated
avionics system will be addressed in this supplement.
The G1000 system is an integrated system that presents flight instrumentation, navigation,
communication, weather avoidance, engine instrumentation, and supplemental flight information to the
pilot for enhanced situational awareness through large-format displays. The G1000 also incorporates an
automatic flight control system that includes autopilot and flight director functions, as well as an optional
Electronic Stability & Protection (ESP) system. Refer to the GARMIN Pilot’s Guide and Cockpit
Reference Guide, P/N 190-01343-00 and 190-01344-00 Rev. A or later FAA accepted revision for
detailed descriptions of the GARMIN G1000 system including its components, detailed descriptions of
functions, and operating instructions.

G1000 INTEGRATED AVIONICS
SYSTEM OVERVIEW
The main components of the G1000 Integrated Avionics system consists of 14 Line Replaceable Units
(LRU)s. Seven of those LRUs are mounted in the cockpit and interface the pilot to the G1000 system.
There are two Primary Flight Displays (PFDs) that display primary flight information to the pilot, including
attitude, airspeed, altitude, heading, vertical speed, navigation information, system information, and pilot
situational awareness information. In the center of the cockpit, a 15 inch Multi-Function Display (MFD)
displays engine gauges, flight plan data, various map displays, and access to aviation and weather
information. Information access and data entry through the MFD is via the GCU 477 MFD controller
mounted in the pedestal between the pilot and copilot seats.
Communications are interfaced through the PFDs and two audio panels mounted outside each PFD.
Radio tuning controlled through both PFDs and the GCU 477 controller. Audio levels for the Com and
Nav radios, ADF, intercom, and XM music are controlled by the two audio panels.
The G1000 incorporates a fully digital integrated autopilot and flight director. Pilot interface to the AFCS
is through the GMC 710 Autopilot Mode controller mounted in the center of the cockpit just below the
airplane’s glareshield.
In addition to dual Primary Flight Displays, the system incorporates dual Air Data Computers (GDC), Dual
AHRS (GRS), and Dual Integrated Avionics (GIA) units for system redundancy. Each GIA contains a
VHF Com radio, a VHF Nav radio, Glide Slope receiver, Marker Beacon receiver, and a SBAS
augmented GPS receiver.
Finally, the G1000 system includes weather radar and satellite downlinked weather information for
weather avoidance and situational awareness.
INSTRUMENT PANEL
The G1000 Instrument Panel consists of two 10 inch LCD Primary Flight Displays, one 15 inch LCD
Multi-Function Display, two audio panels, autopilot / flight director mode control panel, an MFD controller,
and three 2 ¼ inch standby instruments. The ADF control head was relocated from the radio stack
location on the instrument panel to the pedestal.

Hawker Beechcraft King Air 300/300LW
Page 104 of 137

190-00716-02 Rev. 1

100

150
300

200

250

2992

1013

ALT

1 000

Figure 3, Instrument Panel

190-00716-02 Rev. 1

Hawker Beechcraft King Air 300/300LW
Page 105 of 137

Figure 4, Pilot's Control Wheel

Hawker Beechcraft King Air 300/300LW
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190-00716-02 Rev. 1

Figure 5, Copilot's Control Wheel With Trim Switches

190-00716-02 Rev. 1

Hawker Beechcraft King Air 300/300LW
Page 107 of 137

Figure 6, Copilot's Control Wheel Without Trim Switches

Hawker Beechcraft King Air 300/300LW
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190-00716-02 Rev. 1

Figure 7, Overhead Panel

190-00716-02 Rev. 1

Hawker Beechcraft King Air 300/300LW
Page 109 of 137
OFF

MASTER
PANEL
LIGHTS
ON

BRT

PILOT
PFD
OFF

PARK

CABIN
LIGHTS
BRIGHT

OFF

OXYGEN
MASK

BRT

PILOT
OVHD
FLOOD
OFF

PILOT
MIC
NORMAL

BRT

STANDBY
INSTRUMENT
LIGHTS
OFF

FAST

WINDSHIELD WIPER
OFF
SLOW

DO NOT OPERATE ON
DRY GLASS

D
I
M

F
U
R
N
OFF

FURN
COFFEE
ON

BRT

MFD
OFF

BRT

INSTR
INDIRECT
OFF

O
N
FSB

NO SMK
FSB

BRT

O
F
F

OVHD PED
& SUBPANEL
OFF

BRT

COPILOT
OVHD
FLOOD
OFF

BRT

OXYGEN
MASK

COPILOT
MIC
NORMAL

SIDE
PANEL
OFF

BRT

CLOCKS
OFF

BRT

COPILOT
PFD
OFF

Figure 8, Right Side Circuit Breaker Panel

Hawker Beechcraft King Air 300/300LW
Page 110 of 137

190-00716-02 Rev. 1

AVIONICS

L GEN

TPL FED

R GEN

L GEN

TPL FED

IND

5
IND &
CONTROL

MOTOR

ALTM

SMS

RADIO

RIGHT

BLEED
AIR
CONTROL

TEMP

OUTSIDE
AIR

2
2
R GEN

5
LIGHTER

10
CONTROL
DME

CABIN

5
RIGHT

RIGHT

STBY ENG
ANTI-ICE

0.5

POWER

DEICE

SURF

WIPER

DEICE

PILOT
WSHLD
ANTI-ICE
BRAKE

0.5

CONTROL

RIGHT
DEICE
CONTROL

PROP

LEFT

RIGHT

CHIP
DETR

RIGHT

SIGNAL
COND

LEFT

RIGHT

GEA

LEFT

7.5

BUS
TIE

7.5

PFD 2

FAN

MFD

RIGHT

7.5

BUS
TIE
POWER

7.5

MASTER

ADC 1

L GEN

AVIONICS
BUS

TPL FED

AVIONICS
BUS

PFD 1

AUDIO

CABIN

AHRS 2

LINK

DATA

R GEN

ADC 1

RCDR

VOICE

GIA 2

WIFI

FDR

NO 2

AUDIO

NO 1

AUDIO

GIA 1

SECONDARY POWER

AHRS 1

WARN

AURAL

ADC 2

TRFC

RADAR

NO 2

COMM

NO 1

COMM

PRIMARY POWER

AHRS 1

AVIONICS

PFD/GIA
FANS AVIONICS
BUS

LEFT

MFD

PFD 1

BUS
CONTROL
TIE
POWER
AVIONICS

7.5

RESET

ELECTRICAL
GEN
IND

RIGHT

RIGHT
LEFT

FIRE
DET

LEFT

TORQUE
METER

LEFT

WEATHER
LEFT
WSHLD

MN ENG
ANTI
ICE

FUEL
VENT

LEFT

INDIRECT LIGHTS

INSTR

SYNC

CLKS

PROP

TEST

PROP
GOV

RIGHT

CONSOLE

FSB &
READING

NO SMK

RIGHT

CP PFD

& STBY
INSTR

MFD

LIGHTS

RIGHT

7.5

CIGAR

ADF

5
OIL
PRESS

LEFT

START IGNITOR
CONTROL POWER

7.5

LEFT

ENGINES

7.5

SUB PNL
OVHD &

SIDE PNL

7.5

PLT PFD

WARN

MASTER

CONTROL
FURNISHING

OXY

RIGHT

ENVIRONMENTAL
TEMP
PRESS

FLAP

LEFT

FEATHER

OIL
PRESS
WARN

BLEED
AIR
WARN
STALL

AUTO

LEFT

FLIGHT

ANN

LANDING
GEAR
5

7.5

POWER

WARN

WARNING

GIA 1

CTL

MODE

AUX BAT

STBY

ALTM

STBY

2
ATT

CTL

STBY

HEATER

IRIDIUM

SERVOS

AFCS

FMS

IRIDIUM

GSD

NO 2

XPDR

NO 1

XPDR

Figure 9, Pedestal Configuration

190-00716-02 Rev. 1

Hawker Beechcraft King Air 300/300LW
Page 111 of 137

GMC 710
AFCS Mode Controller

GDU 1500
Multi-Function Display

GDU 1040A
PFD1

GDU 1040A
PFD2

GSA 80
Roll Servo

No. 1
GIA 63W

GSA 80
Pitch Servo

No. 2
GIA 63W

AFCS Mode
Logic

Flight Director

Flight Director
GSA 9000
Yaw Servo

Servo Mgt

GSA 80
High-Speed
Pitch Trim
Servo

Pilot’s
Control Wheel

Copilot’s
Control Wheel

Figure 10, GFC 700 System Interface

Hawker Beechcraft King Air 300/300LW
Page 112 of 137

190-00716-02 Rev. 1

FLIGHT CONTROLS
AFCS, AUTOPILOT, FLIGHT DIRECTOR AND RUDDER BOOST
The GFC 700 is a digital Automatic Flight Control System (AFCS), fully integrated within the G1000
System avionics architecture. The GFC 700 is a three-axis autopilot and flight director system which
provides the pilot with the following features:
Autopilot (AP) — Autopilot operation occurs within the pitch, roll, and pitch trim servos. It also provides
servo monitoring and automatic flight control in response to flight director steering commands, AHRS
attitude and rate information, and airspeed.
Flight Director (FD) - Two flight directors, each operating independently within their respective GIA and
referred to as pilot-side and copilot-side. Commands for the selected flight director are displayed on both
PFDs.
The flight director provides:
•

Command Bars showing pitch/roll guidance

•

Vertical/lateral mode selection and processing

•

Autopilot communication

Yaw Damper (YD) — The yaw servo is self-monitoring and provides Dutch Roll damping and turn
coordination in response to yaw rate, roll angle, vertical acceleration, and airspeed.
Rudder Boost — The GFC 700 incorporates the rudder boost capabilities. The rudder boost is enabled
by setting the pedestal mounted control switch, placarded RUDDER BOOST – OFF, to the RUDDER
BOOST position. The system senses bleed air pressure from both engines. When the difference in
these pressures exceeds a preset level, the yaw servo is activated and deflects the rudder to assist pilot
effort in maintaining directional control. The servo contribution is proportional to the bleed air pressure
differential. Trimming of the rudder must be accomplished by the pilot. The rudder boost system is
disabled if the RUDDER BOOST switch is OFF, or when one of the bleed air switches is in the PNEU &
ENVIR OFF position. Rudder boost is interrupted when the AP/YD DISC/TRIM INTRPT button is
pressed.
An amber caution annunciator, [RUD BOOST OFF], is provided on the caution/advisory/status
annunciator panel as illustrated below to indicate that the rudder boost system is unavailable due to the
rudder boost control switch being in the OFF position, the AP/YD DISC/TRIM INTRPT has been pressed
on either yoke, or if a fault in the rudder boost system has rendered it inoperative.
CAUTION /ADVISORY PANEL ILLUSTRATION

**RUD BOOST
OFF

RUD BOOST
OFF

**FA-226 and after, or airplanes with Raytheon Aircraft Kit P/N 130-9600 installed.

190-00716-02 Rev. 1

Hawker Beechcraft King Air 300/300LW
Page 113 of 137

Electric Pitch Trim — The pitch trim servo provides manual electric pitch trim capability when the autopilot
is not engaged.
Pilot commands to the AFCS are entered through the GMC 710 Autopilot Mode Controller mounted in the
center of the cockpit under the airplane’s glareshield. The GMC 710 controller also controls the heading
bug, navigation course selector on each PFD, and the altitude preselect.
Other components of the autopilot include four servos that also contain autopilot processor, control
wheel-mounted elevator trim switches (copilot’s side optional), control wheel-mounted autopilot/yaw
damper disconnect and trim interrupt switch (AP/YD DISC/TRIM INTRPT), control wheel-mounted CWS
(Control Wheel Steering) switch, and a Go-Around switch mounted in the left power lever knob.
The following conditions will cause the autopilot to disconnect:
•

Electrical power failure, including pulling the AFCS SERVOS circuit breaker

•

Electrical power failure to the GMC 710 Autopilot Mode Controller, including pulling the MODE CTL
circuit breaker

•

Internal autopilot system failure

•

Malfunction of either AHRS (two fully functional AHRS are required for the autopilot to function)

•

Failure of the on-side PFD

•

Depressing the red A/P Y/D DISC/TRIM INTRPT button on the pilot’s or copilot’s (if installed)
control wheel

•

Actuating the left section of the manual electric trim split switch, pilot’s and copilot’s control wheel

•

Pushing the AP button on the autopilot mode controller when the autopilot is engaged

•

Pushing the GO AROUND button on the left power lever (non-ESP equipped airplanes)

NOTE
Pressing and holding the CWS (control wheel steering) switch on the left grip of the pilot’s control
wheel will disconnect the autopilot servos from the airplane flight controls as long as the CWS
switch is depressed. Upon release of the CWS switch, the system will synchronize to the existing
pitch and roll modes selected. Review the Cockpit Reference Guide for more information.

Hawker Beechcraft King Air 300/300LW
Page 114 of 137

190-00716-02 Rev. 1

The following tables list the available AFCS vertical and lateral modes with their corresponding controls
and annunciations. The mode reference is displayed next to the active mode annunciation for Altitude
Hold, Vertical Speed, and Flight Level Change modes. The NOSE UP/DN Wheel can be used to change
the vertical mode reference while operating under Pitch Hold, Vertical Speed, or Flight Level Change
Mode. Increments of change and acceptable ranges of values for each of these references using the
NOSE UP/DN Wheel are also listed in the table.

AFCS VERTICAL MODES
Vertical Mode
Pitch Hold
Level
Selected Altitude
Capture
Altitude Hold
Vertical Speed
Flight Level
Change, IAS Hold
Flight Level
Change, Mach
Hold
Vertical Path
Tracking (VNAV)
VNV Target
Altitude Capture
Glidepath
Glideslope
Takeoff (on
ground)
Go Around (in air)

Control
(default)

Annunciation
PIT

Reference Range
25O Nose up
O

Reference Change
Increment
0.5O

20 Nose Down
0 fpm

***

LVL

ALTS

ALT Key
VS Key

ALT nnnnn FT
VS nnnn FPM

-4000 to +4000 fpm

100 fpm

FLC nnn KT

100 to 263 kt

1 kt

FLC M 0.nn

M 0.25 to 0.58

M0.01

FLC Key

VNV Key

VPTH

ALTV

APR Key

GP
GS

GA Switch

TO
GA

* ALTS arms automatically when PIT, VS, FLC, TO, or GA is active, and under VPTH when the Selected
Altitude is to be captured instead of the VNV Target Altitude.
** ALTV arms automatically under VPTH when the VNV Target Altitude is to be captured instead of the
Selected Altitude.
*** ESP equipped aircraft only. LVL mode is entered from an automatic engagement of the autopilot due
to the aircraft remaining outside of the normal flight envelope for an extended amount of time.

190-00716-02 Rev. 1

Hawker Beechcraft King Air 300/300LW
Page 115 of 137

AFCS LATERAL MODES

Lateral Mode
Roll Mode
Level
Low Bank
Heading Select

Approach, ILS Arm/Capture/Track (Glideslope
Mode Automatically Armed)
Takeoff (on ground)
Go Around (in air)

Wings Level

ROL

LVL

BANK Key

HDG Key

HDG
GPS

NAV Key

VOR
LOC

BC Key

Approach, GPS Arm/Capture/Track (Glidepath
Mode Automatically Armed, if available)
Approach, VOR Arm/Capture/Track

(default)

Navigation, LOC Arm/Capture/Track (No
Glideslope)
Backcourse Arm/Capture/Track

Annunciation

Navigation, GPS Arm/Capture/Track
Navigation, VOR Enroute Arm/Capture/Track

Maximum Roll
Command Limit
25° Left Bank
25° Right Bank
0° Roll
15° Left Bank
15° Right Bank
25° Left Bank
25° Right Bank
30° Left Bank
30° Right Bank
25° Left Bank
25° Right Bank
25° Left Bank
25° Right Bank
25° Left Bank
25° Right Bank
30° Left Bank
30° Right Bank
25° Left Bank
25° Right Bank
25° Left Bank
25° Right Bank
Wings Level

Control

BC
GPS

APR Key

VAPP
LOC

GA Switch

* No annunciation appears in the AFCS Status Box. The commandable bank angle range is indicated by
a green band along the Roll Scale of the Attitude Indicator.
** ESP equipped aircraft only. LVL mode is entered from an automatic engagement of the autopilot due
to the aircraft remaining outside of the normal flight envelope for an extended amount of time.
The CWS Button does not change lateral references for Heading Select, Navigation, Backcourse, or
Approach modes. The autopilot guides the aircraft back to the Selected Heading/Course upon release of
the CWS Button.
The autopilot may be engaged within the following ranges:
Pitch 50° nose up to 50° nose down
Roll ±75°
If the above pitch or roll limits are exceeded while the autopilot is engaged, the autopilot will disconnect.
Engaging the autopilot outside of its command limits, but within its engagement limits, will cause the
autopilot to return the aircraft within command limits. The autopilot is capable of commanding the aircraft
in the following ranges:
Pitch 25° nose up to 20° nose down
Roll ±25°, or ±30° while using a GPS lateral mode

Hawker Beechcraft King Air 300/300LW
Page 116 of 137

190-00716-02 Rev. 1

The Flight Director is not designed to perform unusual attitude recoveries from attitudes outside the
following range:
Pitch 50° nose up to 50° nose down
Roll ±75°
If the above pitch or roll limits are exceeded with the flight director displayed on either PFD or the MFD,
the flight director will be removed (de-cluttered) from the display until the aircraft is within display limits.
ELECTRIC ELEVATOR TRIM
Electric elevator trim is standard with the G1000 system installation. The electric elevator trim can be
operated manually by the pilot using the pitch trim switches on the control wheel, or, automatically by the
autopilot. Electric Elevator trim switches are optional on the copilot’s control wheel. If pitch trim
switches are installed on the copilot’s control wheel, the pilot’s pitch trim inputs override those made by
the copilot
The ON/OFF toggle switch on the pedestal has been removed. Electric elevator trim will function if the
AFCS SERVOS circuit breaker (right side circuit breaker panel) is set and the autopilot has satisfactorily
completed a preflight test.
Pitch trim rocker switches on the pilot’s control wheel manually control the electric elevator trim system.
NOSE DN at the top of the rocker switch, when depressed causes the elevator pitch trim servo to move
the trim tab in the upward direction resulting in the nose of the airplane pitching downward. The control
column will move in the forward direction and the pitch trim wheel will move forward in the nose down
direction. Depressing NOSE UP at the bottom of the rocker switch results in the opposite of the previous
motions with the airplane nose pitching up.
Runaway or malfunctioning trim can be interrupted by pressing and holding the red A/P Y/D DISC TRIM
INTRPT switch on either control wheel. Pulling the AFCS SERVOS circuit breaker on the right side
circuit breaker panel will disable the electric elevator trim so it will not move when the TRIM INTRPT
switch is released.

Figure 11, Electric Trim Switches, Pilot's Control Wheel

190-00716-02 Rev. 1

Hawker Beechcraft King Air 300/300LW
Page 117 of 137

ELECTRONIC STABILITY & PROTECTION (ESP)
Electronic Stability and Protection (ESP) is an optional function on a GFC-700-equipped airplane that
uses the autopilot servos to assist the pilot in maintaining the airplane in a safe flight condition within the
aircraft’s normal pitch, roll and airspeed envelopes. Additionally, ESP uses the aircraft’s existing lift
computer and stall warning system to protect against stalling the aircraft.
Electronic Stability and Protection is invoked when the pilot allows the airplane to enter one or more
conditions beyond normal flight defined below:
•

Pitch attitude beyond normal flight (+22°, -17°)

•

Roll attitude beyond normal flight (45°)

•

High airspeed beyond normal flight (Above 263 KIAS or .58M)

The conditions that are required for ESP to be available are:
•

Pitch and Roll servos available

•

Autopilot not engaged

•

The Global Positioning System (GPS) altitude above ground (based on TAWS terrain data base)
is more than 200 feet

•

Aircraft is within the autopilot engagement envelope (+/-50° in pitch and +/-75° in roll)

Protection for excessive Pitch, Roll, and Airspeed is provided when the limit thresholds are first exceeded,
which engages the appropriate servo in ESP mode at a nominal torque level to bring the airplane back
within the normal flight envelope. If the airplane deviates further from the normal flight envelope, the
servo torque will increase until the maximum torque level is reached in an attempt to return the aircraft
into the normal flight envelope. Once the aircraft returns to within the normal flight envelope, ESP will
deactivate the autopilot servos.
When the normal flight envelope thresholds have been exceeded for more than approximately 10
seconds, ESP Autolevel Mode is activated. Autolevel Mode engages the AFCS to bring the airplane
back into straight and level flight based on 0° roll angle and 0 fpm vertical speed. An aural “ENGAGING
AUTOPILOT” alert sounds and the Flight Director mode annunciation will indicate LVL for the pitch and
roll modes.
Anytime an ESP mode is active, the pilot can interrupt ESP by using either the Control Wheel Steering
(CWS) or Autopilot Disconnect (AP DISC) switch, or simply override ESP by overpowering the AFCS
servos. The pilot may also disable ESP by accessing the Multi-Function Display (MFD) AUX – SYSTEM
SETUP 2 page on the MFD and manually disabling ESP. Once the flight has ended and power is
removed from the G1000 system, ESP will default to “Enabled” on the next power-up.

Hawker Beechcraft King Air 300/300LW
Page 118 of 137

190-00716-02 Rev. 1

PFD display symbology implemented for ESP is illustrated in Figures 12 thru 14. All other indications on
the GDU displayed in the examples are to provide position reference for the ESP system symbology.
The values indicated are not representative of a condition required to activate ESP.
•

When the GDU receives information from the GIA indicating that ESP is not armed, the GDU will
not display ESP indications.

•

When the GDU receives information from the GIA indicating that ESP is armed, the GDU will
display the ESP roll limit indices.

•

The engagement and disengagement attitude limits are displayed with double hash marks on the
roll indicator depending on the aircraft attitude and whether or not ESP is active in roll. When
ESP is inactive (roll attitude within nominal limits) only the engagement limit indications are
displayed in order to reduce clutter on the roll indicator. See Figure 12 for an example of the
ESP engagement limit indications.

Engagement Limit
Indication at 45°

Figure 12 – Nominal Roll Attitude ESP Engagement Limit Indications

190-00716-02 Rev. 1

Hawker Beechcraft King Air 300/300LW
Page 119 of 137

Once ESP becomes active in roll, the engagement limit indication that was crossed (either left or right) will
move to the lower disengagement limit indication over a period of 1 second. The opposite roll limit
remains at the engagement limit. Figure 13 shows the engagement limit indication just prior to ESP
activation (left image) and just after ESP activation (right image 1 second after ESP activation).

Engagement Limit Indication still at
45° just prior to activation

Lower Disengagement Limit
Indication depicted at 30° after ESP
activation

Figure 13 – Engagement Limit Indications Upon ESP Activation

If an attitude becomes extreme enough for the upper disengagement limit indication to be shown it will be
drawn in a similar fashion to the engagement limit indication. See Figure 14 for an example of the ESP
roll indication when ESP is active with an extreme roll attitude. In this case, the left roll limit is the
engagement limit and the two right roll ESP limits are the lower and upper disengagement limit
indications.
Upper Disengagement
Limit Indication
depicted at 75°.

Figure 14 – Minimum and Maximum Roll Attitude ESP Disengagement Limit Indications

Hawker Beechcraft King Air 300/300LW
Page 120 of 137

190-00716-02 Rev. 1

The ESP roll limit indications are not de-cluttered when the aircraft is in an extreme attitude. ESP roll
limit indications are not shown when ESP is not configured for a given installation, ESP is not available as
determined by the active GIA, or the autopilot is engaged.

Autopilot Underspeed Protection
For aircraft that have ESP installed, the AFCS is able to detect and protect against underspeed situations
while the autopilot is engaged.
When the AFCS is engaged in a non-altitude critical mode (LVL, PIT, FLC, VS, VNV) and airspeed falls
below the minimum threshold of 100 KIAS, the AFCS automatically enters minimum airspeed mode. A
MINSPD annunciation appears above the airspeed tape, and the AFCS causes the airplane to pitch down
to maintain 100 KIAS. An aural “AIRSPEED” alert will sound once when entering non-altitude critical
Underspeed Protection.
If the AFCS is engaged in an altitude critical mode ( ALT, GS, GP and GA) and the aural stall warning is
played for more than 1 second, the AFCS will maintain a wings-level roll attitude and pitch the aircraft
down at ~1kt/sec to maintain an airspeed that will cause the aural stall warning to stop playing, plus 2
KIAS. Also, an aural “AIRSPEED” alert will sound every 5 seconds.
All Underspeed Protection modes are exited automatically when there is enough aircraft performance to
follow the originally selected flight director mode and reference.
Coupled Go-Around
ESP equipped aircraft are capable of flying fully coupled go-around maneuvers. Pressing the GA button
on the left power lever does not disengage the autopilot. Instead, the AP will attempt to capture and
track the flight director command bars. If insufficient aircraft performance is available to follow the
commands, the AFCS will enter altitude-critical Underspeed Protection mode after approximately 10
seconds. GA mode is the only ESP-associated mode that can be engaged below 200’ AGL GPS
altitude.

190-00716-02 Rev. 1

Hawker Beechcraft King Air 300/300LW
Page 121 of 137

FLIGHT INSTRUMENTS
G1000 FLIGHT INSTRUMENTS
Flight instruments are an integrated part of the G1000 system. For system descriptions, operating
instructions, and abnormal failure indication refer to the Cockpit Reference and Pilot’s Guides.
STANDBY FLIGHT INSTRUMENTS
There are three 2 ¼ inch standby instruments that are arranged vertically
directly to the right of the pilot’s Primary Flight Display:
•

Standby attitude indicator

•

Standby altimeter

•

Standby airspeed indicator

The standby attitude indicator located at the top of the stack is normally
powered by the Triple Fed Bus. In the event of total loss of aircraft
electrical power, there is a standby battery that will power the standby
attitude indicator for at least 30 minutes.
The second instrument in the stack is a standby altimeter. It is a
mechanical instrument that requires no electrical power to display
altitude. Electrical power is used for internal instrument lighting, and for
an internal vibrator that is used to minimize indicator pointer sticking.
The vibrator is normally powered from the Triple Fed Bus. In the event
of total loss of normal aircraft electrical power, the vibrator and internal
lighting are powered by the standby battery. The standby altimeter
uses the copilot’s static system for its source of static air pressure.
The bottom instrument is a mechanical airspeed indicator. It is a
mechanical instrument that requires no electrical power to operate.
Electrical power is used for internal lighting. In normal operation, power
for standby instrument lighting comes from the Triple Fed Bus. In the
event of a total loss of aircraft electrical power, the standby battery will
power the instrument’s internal lighting. The standby airspeed indicator
uses the copilot’s static system for its source of static air pressure, and
the copilot’s pitot system for its source of impact air pressure.

1013
ALT

1000
2992

300
250

60
80

200

100
150

Figure 15, Standby Flight Instruments

Hawker Beechcraft King Air 300/300LW
Page 122 of 137

190-00716-02 Rev. 1

ENGINE INSTRUMENTATION
Engine instruments, located in a window on the left side of the MFD, are grouped according to their
function. The G1000 engine gauges are constructed and arranged to emulate the mechanical gauges
they replaced. At the top, the ITT (Interstage Turbine Temperature) indicators and torquemeters are
used to set take-off power. Climb and cruise power are established using the torquemeters and
propeller tachometers while observing ITT limits. Gas generator (N1) operation is monitored by the gas
generator tachometers.
The lower grouping consists of the fuel flow indicators and the oil
pressure/temperature indicators.
The engine transducers send their signals to the GARMIN GEAs (Engine and Airframe LRU) which
process the signals and allow the engine parameters to be displayed on the MFD. There are two GEAs;
one for each engine. Operating on 28vdc power, both GEAs receive power from the Triple Fed Bus.
The GEAs are protected by circuit breakers located on the left side circuit breaker panel labeled GEA.
The ITT indicator gives a reading of engine gas temperature between the compressor turbine and the
power turbines. A digital indication combined with the pointer gives a resolution of 1OC.
The torquemeters give an indication in percent (%) torque being applied to the propeller.
indication combined with the pointer gives a resolution of 0.2%.

A digital

Propeller Autofeather annunciations are located adjacent the torquemeters, to the upper right of each
indicator. When the autofeather system is armed, the green ‘AFX’ annunciations will be posted.
The propeller tachometer reads directly in revolutions per minute. A digital indication combined with the
pointer gives a resolution of 10 rpm.
The N1 or gas generator tachometer is in percent of rpm, based on a figure of 37,500 rpm at 100%.
Maximum continuous gas generator speed is limited to 39,000 rpm or 104.0% N1. A digital indication
combined with the pointer gives a resolution of 0.1% rpm.
The fuel flow indicators give an indication of fuel consumption in pounds of fuel per hour. A digital
indication combined with the pointer gives a resolution of 1 lb/hr.
The oil pressure indicator displays oil pressure (in PSI). A digital indication combined with the pointer
gives oil pressure a resolution of 1 psi.
The oil temperature indicator displays oil temperature (in Degrees Celsius).
combined with the pointer gives oil temperature a resolution of 1°C

A digital indication

A propeller synchroscope, located above and between the propeller tachometers, indicates propeller
synchronization. When the propellers are operating at the same rpm, the display will show stationary
diamond symbols. As one propeller begins to turn faster than the other propeller, the diamonds will
begin to move towards the faster turning propeller and transition into an arrowhead pointing towards the
faster turning propeller. The transition to a full arrowhead is complete when the propeller speed
difference is equal to 50 rpm. This instrument aids the pilot in obtaining synchronization of the
propellers.

190-00716-02 Rev. 1

Hawker Beechcraft King Air 300/300LW
Page 123 of 137

PROPELLER SYNCHROPHASER
A push button ON/OFF switch is located on the instrument panel below the pilot’s PFD that
turns the propeller synchrophaser ON and OFF. To turn the propeller synchrophaser ON,
push the PROP SYNC switch. A green ON annunciator will illuminate when the system is on.
To turn the propeller synchrophaser OFF, push the PROP SYNC switch.
Refer to the Systems Description section in the airplane’s original Pilot’s Operating Handbook and FAA
Approved Airplane Flight Manual for a description of the synchrophaser and its operation.

ELECTRICAL SYSTEM
INVERTERS
The two solid-state inverters are not needed with the G1000 system and have been removed.
POWER DISTRIBUTION
There are no changes to the electrical power generation, power feeders, control, or fault protection.
AVIONICS/ELECTRICAL EQUIPMENT BUS CONNECTION
LEFT GENERATOR BUS
(GEN No. 1)
No. 2 Avionics Bus

CENTER BUS
AHRS 1 Secondary Power

RIGHT GENERATOR BUS
(GEN No. 2)
No. 3 Avionics Bus

COM 2

ADC 1 Secondary Power

Datalink

AUDIO 2

Condenser Blower

Traffic

XPDR 2

Electric Heat (Aft)

WIFI

RADAR

Electric Heat (Fwd)

IRIDIUM

DME

GIA 1 Secondary Power

IRIDIUM Heater

ADF

Ice Lights

Air Conditioner Clutch

Radio Altimeter

Landing Gear Motor

Blower, Aft Evaporator

WX-500 Stormscope (OPT)

Navigation Lights

Brake Deice (OPT)

Beacon Lights

PFD 1 Secondary Power

Bus Tie Power, R Gen

Bleed Air Control, R

Prop Deice Power (Manual),
L&R

Bus Tie Control

Blower, Vent

Taxi Lights

Bus Tie Indicator

Bus Tie Power, L Gen

Chip Detector, R

Chip Detector, L

Copilot PFD & Clock Lights

Cigar Lighter

Engine Anti-Ice, R Standby

Engine Anti-Ice, L Standby

Firewall Shutoff Valve, R

Firewall Shutoff Valve, L

Fuel Crossfeed

Flap Indicator & Control

Fuel Pressure Warning, R

Flap Motor

Fuel Qty, R

Hawker Beechcraft King Air 300/300LW
Page 124 of 137

190-00716-02 Rev. 1

LEFT GENERATOR BUS
(GEN No. 1)
Flight Inst (Pilot) & Side Panel
Lights

CENTER BUS

RIGHT GENERATOR BUS
(GEN No. 2)
Fuel Qty Warning, R

Fuel Pressure Warning, L

Fuel Qty Warning & Transfer, Aux R

Fuel Qty, L

Fuel Vent Heat, R

Fuel Qty Warning, L

Landing Light, R

Fuel Qty Warning & Transfer, Aux
L

Pitot Heat, R

Fuel Vent Heat, L

Prop Sync (OPT)

Furnishings Master Control

PROP GOV TEST (FA-111 & AFT)

Landing Light, L

Reading Lights

MFD Standby Lights

Recognition Lights

No Smoking, FSB & Reading
Lights

Refreshment Bar, R

Prop Deice, Auto

Signal Conditioner, R

PROP GOV TEST (FA-2 thru
FA-110)

Stall Warning Heat

Refreshment Bar, L

Strobe Lights

Signal Conditioner, L

Sub Panel, Overhead, Console
Lights

Tail Flood Lights

Toilet

Windshield Anti-Ice Control, Pilots

Window Defog

Windshield Anti-Ice Power, Pilots

Windshield Anti-Ice, Copilot

TRIPLE FED BUS

HOT BATTERY BUS

STANDBY BATTERY

Avionics No. 1 Bus

Battery Relay

Compass Light

XPDR 1
ADC 1 Primary Power

Battery Bus Tie

Instrument Indirect Lights

Voltmeter

Standby Altimeter Vibrator

ADC 2

Cabin Entry Lights

Standby Attitude

AFCS Servos

Door Lock Lights

Standby Battery Indicator

AHRS 1 Primary Power

Engine Fire Extinguisher,
L&R

Standby Instrument Backlighting

AHRS 2
Annunciator Indicator
Annunciator Power
Audio 1
Aural Warning
Autofeather
Avionics Master
Bleed Air Control, L
Bleed Air Warning, L & R

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TRIPLE FED BUS
Bus Tie Power, TPL FED
Cabin Audio
Cabin Lights
Cabin Pressurization Control
Cabin Temperature Control
COM 1
Eng Anti-Ice, L & R Main
Fan – PFD/GIA, L & R
Fire Detection L & R
Firewall Valve L & R (Alternate)
FMS Control
GEA, L & R
GIA 1 Primary Power
GIA 2
GSD
Ignitor Power L & R
Instrument Indirect Lights
Landing Gear Control
Landing Gear Indication
Landing Gear Relay
Landing Gear Warning
MFD
MFD Fan
Mode Control
Oil Pressure, L & R
Oil Pressure Warning, L & R
Outside Air Temperature (OAT)
Oxygen Control
PFD 1 Primary Power
PFD 2
Pitot Heat, L
Prop Deice Control, Manual
Signal Conditioner, L & R
Start Control, L & R
Stall Warning
Standby Pump L & R
Standby Attitude
Standby Altimeter Vibrator
Standby Auxiliary Battery

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190-00716-02 Rev. 1

TRIPLE FED BUS
Surface Deice
Torquemeter, L & R
Voice Recorder
Windshield Wiper

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STANDBY BATTERY POWER SUPPLY
The G1000 installation incorporates a 24 vdc, 5 Ah L-3 Avionics model PS-835 Standby
Battery that provides electrical power for the standby attitude gyro, standby altimeter
vibrator, and internal lighting for the three standby instruments and magnetic compass
for a minimum of 30 minutes following a total loss of aircraft power including the
aircraft’s battery.
A push button switch located directly below the standby airspeed indicator controls the standby battery
power system. The switch is a push ON (switch latches in), push OFF (switch pops out) type of switch.
The system has three modes: OFF, ON, and ARM.
OFF

The system is OFF when the Standby Battery switch is not depressed. There are no
internal switch annunciators illuminated in the switch when the system is OFF.

ON (Amber)

Illuminates when the standby battery is powering the standby instruments. The Standby
Battery switch must be latched ‘IN’ and the airplane has no source of normal electrical
power for the standby battery to power the standby instruments. When the ON
annunciator is illuminated, the standby battery will provide electrical power for the three
standby instruments for at least 30 minutes.

ARM (Green) The system is armed for automatic operation when the Standby Battery switch is latched
‘IN’ and the airplane is being powered by a normal source of electrical power. Normal
power sources include the airplane’s battery, at least one generator, or external power.
During normal operations, the standby battery remains in a fully charged state by its own trickle charger,
which is powered from the electrical system through the STBY AUX BAT circuit breaker located on the
right side circuit breaker panel.

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190-00716-02 Rev. 1

LIGHTING SYSTEMS
COCKPIT
An overhead light control panel, accessible to both pilots, incorporates a functional arrangement of all
lighting systems. Each light group has its own rheostat switch placarded BRT – OFF. The MASTER
PANEL LIGHTS – ON – OFF switch is the master switch for: PILOT PFD, STANDBY INSTRUMENT
LIGHTS, MFD, OVERHEAD PED & SUBPANEL LIGHTS, SIDE PANEL, CLOCKS, and COPILOT PFD.
PILOT PFD – Controls the brightness of the pilot’s PFD.
STANDBY INSTRUMENT LIGHTS - Controls the brightness of the internal lighting for the
standby attitude indicator, standby altimeter, and standby airspeed indicator.
MFD – Controls the brightness of the Multi-Function Display (MFD).
OVERHEAD PED & SUBPANEL LIGHTS - Controls the brightness of the backlighting of the
overhead light control panel and internal lighting of the overhead electrical gauges, throttle
quadrant backlighting, internal lighting for pedestal-mounted gauges, and the MFD Controller
panel backlighting, and the subpanel backlighting.
SIDE PANEL - Controls the brightness of the backlighting of the right side circuit breaker panel,
the left side circuit breaker panel and the fuel gauge panel.
CLOCKS – Controls the brightness of the clocks mounted in the pilot’s and copilot’s control
wheels.
COPILOT PFD – Controls the brightness of the copilot’s PFD.
Separate rheostat switches individually control the instrument indirect lights in the glareshield and
overhead map lights.

PITOT AND STATIC SYSTEM
PITOT
The pitot heads are the sources of impact air for the operation of the flight instruments.
A heated pitot mast is located on each side of the lower portion of the nose. Tubing from the left pitot
mast is connected to the pilot’s Air Data Computer (ADC1), and tubing from the right pitot mast is
connected to the copilot’s Air Data Computer (ADC2) and the standby airspeed indicator. The switch for
the PITOT – LEFT – RIGHT – OFF is located in the ICE PROTECTION group on the pilot’s right
subpanel.

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STATIC
The normal static system has two separate sources of static air. One source is connected to the pilot’s Air
Data Computer (ADC1), and the other is connected to the copilot’s Air Data Computer (ADC2) and the
standby instruments. Each of the normal static air lines opens to the atmosphere through two static air
ports—one on each side of the aft fuselage, four ports total.
An alternate static air line is also provided for the pilot’s Air Data Computer (ADC1). In the event of a
failure of the pilot’s normal static air source (e.g., if ice accumulations should obstruct the static air ports),
the alternate source can be selected by lifting the spring-clip retainer off the PILOT’S EMERGENCY
STATIC AIR SOURCE valve handle, located on the right side panel, and moving the handle aft to the
ALTERNATE position. This will connect the alternate static air line to the pilot’s Air Data Computer
(ADC1). The alternate line is open to the unpressurized area just aft of the rear pressure bulkhead.
When the alternate static air source is not needed, ensure that PILOT’S EMERGENCY STATIC AIR
SOURCE valve handle is held in the forward (NORMAL) position by the spring-clip retainer.

WARNING
THE PILOT’S AIRSPEED AND ALTIMETER INDICATIONS CHANGE WHEN THE
ALTERNATE STATIC AIR SOURCE IS IN USE. REFER TO THE AIRSPEED
CALIBRATION – ALTERNATE SYSTEM, AND THE ALTIMETER CORRECTION –
ALTERNATE SYSTEM GRAPHS IN SECTION 5, PERFORMANCE, OF THE
AIRPLANE’S ORIGINAL PILOT’S OPERATION HANDBOOK AND FAA
APPROVED AIRPLANE FLIGHT MANUAL FOR OPERATION WHEN THE
ALTERNATE STATIC AIR SOURCE IS IN USE.
There are three drain petcocks for draining the static air lines located below the side panel on the right
sidewall behind an access cover. These drain petcocks should be opened to release any trapped
moisture at each inspection interval or after exposure to visible moisture on the ground, and must be
closed after draining.
For RVSM compliant aircraft that operate in RVSM airspace, special care must be taken when inspecting
the static ports and surrounding regions during preflight inspection. The static port openings should be
smooth and round, and free of foreign material. The fuselage skin in the RVSM critical region, which is
defined by markings in the vicinity of the static ports, should have no skin defects, physical damage, or
large gaps and steps in the skin surface caused by improperly seated access panels or hatches.

GROUND COMMUNICATIONS
Ground communication is provided by the G1000 system by turning ON the airplane’s battery. COM 1
and the pilot’s audio panel will be powered. The pilot may use the airplane’s speaker and hand
microphone or a headset for communication.

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190-00716-02 Rev. 1

SYNTHETIC VISION

General
The SVS sub system is dependent upon terrain data provided by the underlying G1000 system. If, for
some reason, the terrain data is not available from the G1000, all of the components of the SVS system
will be unavailable. The flight path marker, horizon heading, and airport signs are all sub-components of
the Synthetic Terrain display and are only available when Synthetic Terrain is enabled. Those features
are selected or de-selected using the PFD softkeys on the SVS menu.
Synthetic Terrain
The synthetic (3D) terrain display on the PFD provides a perspective view of the terrain ahead of the
aircraft showing ground features up to 30 degrees left and 35 degrees right of the airplane heading. The
terrain display is derived from the same terrain data contained in the G1000 system that is optionally used
to display terrain on the MFD map display. The terrain data has a resolution of 9 arc-seconds, this
means that the terrain elevation contours in the database are stored broken down into squares
9 arc-seconds on each side. That data is processed and smoothed by the G1000 system to provide the
synthetic terrain display. In some instances, terrain features such as lakes in mountainous areas may be
presented by the SVS system as if the lake water extends somewhat up the mountainside. This is due
to the limitations of the terrain database resolution but is not significant for the approved uses of the SVS
system.
The SVS terrain display will show land contours; large water features; and, towers and other obstacles
over 200 ft AGL (including buildings), that are included in the G1000 obstacle database. In order to
provide a clean, uncluttered PFD display, cultural features on the ground such as; roads and highways,
railroad tracks, cities, and political boundaries (state / county lines) are not displayed on the PFD even if
those features are selected for display on the MFD. The colors used to display the terrain elevation
contours are similar to those used on the MFD map. The terrain display also includes a north-south,
east-west grid to assist in orientation relative to the terrain.
The terrain display is intended to serve as an awareness tool only. It may not provide either the accuracy
or fidelity, or both, on which to solely base decisions and plan maneuvers to avoid terrain or obstacles.
Navigation must not be predicated solely upon the use of the TAWS, Terrain or Obstacle data displayed
by the G1000 SVS system.

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The Terrain/Obstacle/Airport databases have an area of coverage as detailed below:
•

The Terrain Database has an area of coverage from North 75° Latitude to South 60° Latitude in all
longitudes.

•

The Airport Terrain Database has an area of coverage that includes the United States, Canada,
Mexico, Latin America, and South America.

•

The Obstacle Database has an area of coverage that includes the United States.

NOTE
The area of coverage may be modified, as additional terrain data sources become
available.

Obstacle and Terrain Alerts and Warnings
Obstacles and terrain displayed on the SVS system may be highlighted if an alert or warning is generated
by the G1000 Terrain or TAWS system. If an obstacle alert is presented for an obstacle that is in the
SVS field of view, the obstacle symbol on the PFD will turn yellow in color. If an obstacle warning is
generated by the G1000 system, the obstacle symbol on the PFD will turn red.
If the G1000 Terrain or TAWS system generates a terrain alert or warning, the terrain feature displayed
on the PFD will be colored yellow for an alert or red for a warning for as long as the alert remains valid.
Because the area monitored by the Terrain or TAWS system can be wider than the field of view that can
be displayed by the SVS system, it is possible to receive an obstacle or terrain audible alert for an
obstacle or terrain that is not shown on the SVS display. In those cases, the object generating the alert
will be left or right of the aircraft. Refer to the other displays in the aircraft to determine the cause of the
message.

Flight Path Marker
The SVS display includes a green circular barbed symbol called the Flight Path Marker (FPM) that
represents the current path of the airplane relative to the terrain display. The FPM is always displayed
when synthetic terrain is displayed and the aircraft ground speed exceeds 30 kt. The FPM indicates the
current lateral and vertical path of the airplane as determined by the GPS sensor. If the FPM is above
the horizon line, the airplane is climbing, and similarly if the FPM is below the horizon line, the airplane is
descending. If the airplane is flying in a crosswind, the FPM will be offset from the center of the display.
In that case, the center of the PFD airplane reference symbol indicates the airplane heading and the FPM
indicates the direction that the airplane is actually moving, taking into account the crosswind.
The FPM indicates the current path of the airplane but does not predict the future path. If aircraft
attitude, power setting, airspeed, crosswind, etc. are changed, the FPM will move to indicate the new path
resulting from those changes.
If the FPM is below the terrain or obstacle displayed behind it on the PFD, the current aircraft path will not
clear that terrain or obstacle. If the FPM is above that terrain or obstacle, the aircraft will clear the terrain
or obstacle IF, AND ONLY IF, THE CURRENT AIRCRAFT CONFIGURATION IS MAINTAINED, AND
THE AIRCRAFT PERFORMANCE WILL PERMIT YOU TO MAINTAIN THE CURRENT VERTICAL
(CLIMB) GRADIENT UNTIL PAST THE TERRAIN OR OBSTACLE.
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190-00716-02 Rev. 1

Pathway
If PATHWAY is enabled on the SVS menu of the PFD and a defined navigation path has been entered on
the G1000, the SVS system will display a pathway, sometimes called a “highway in the sky” or HITS.
The pathway is a perspective representation of the programmed flight path. When the aircraft is well off
course, the pathway will be displayed as a number boxes floating in the sky along the programmed lateral
and vertical path. As the aircraft intercepts the programmed flight path, the number of boxes displayed
will be reduced to a maximum of four to avoid cluttering the PFD display. The pathway is only displayed
for navigation paths that are fully defined by the sensor in use. Because a fully defined lateral and
vertical path through space is not defined by them, a Pathway is not displayed for heading legs, VOR,
LOC, BC or ADF segments. When the Pathway is displayed, the color of the boxes indicates the sensor
generating the path. If the GPS sensor is in use, the boxes will be magenta colored. If the LOC sensor
is defining the path in use, the boxes will be green.
The Pathway boxes are +- 100 ft in vertical dimension and approximately +-380 ft horizontally from the
center of the box. The Pathway presentation is intended only to aid the pilot in awareness of the
programmed flight path location relative to the airplane’s current position. The pathway is not intended for
use as a primary reference in tracking the navigation path.
If a GPS based descent profile has been programmed either on the G1000 flight plan page or as part of
an approach or STAR, the descent will be displayed by the Pathway. Climb paths are never displayed
by the Pathway. If a profile requires a climb, the Pathway will be displayed as a level segment at the
higher of the altitude defined by the programmed path or the G1000 altitude selector.

Traffic
If traffic that is within the SVS field of view is detected by the G1000 system, a symbol will be displayed
on the PFD indicating the direction and relative altitude of the traffic. The traffic will be displayed as a
white diamond unless it generates a traffic alert. Traffic that causes an alert will be displayed as a solid
yellow circle accompanied by a yellow TRAFFIC annunciator to the right of top of the airspeed display
tape.

Horizon line
The SVS display includes an always visible white horizon line that represents the true horizon. Terrain
will be presented behind the horizon line, and terrain shown above the horizon line is above the current
aircraft altitude. Terrain that is shown below the horizon line is below the aircraft altitude.

Horizon Heading
A heading scale may be displayed on the PFD horizon line, if selected by the pilot. The heading marks
are spaced in even 30 degree increments and are presented just above the horizon line with tic marks
that intersect the horizon line. The horizon heading will correspond to that presented by the HSI.
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Because the horizon heading is only displayed in 30 degree increments, it should only be used for
general heading awareness and not be used to establish the aircraft heading.

Airport Signs and runway highlight
If APTSIGNS is selected, a “sign post” along with a representation of the runways will be plotted on the
SVS display for nearby airports that are contained in the G1000 airport database. The signpost will
become visible when you are within approximately 15nm of the airport. The text identifier for the airport
will be displayed inside the airport sign when the aircraft reaches approximately 8 nm from the airport.
Once the aircraft reaches approximately 4.5 nm from the airport, the airport sign will be removed but the
runways presentation will remain. If an approach to a specific runway has been loaded and activated,
that runway will be highlighted on the SVS display.
When on an approach, the highlight for the approach runway will be considerably larger than “normal” to
assist in visually acquiring the runway. The oversized highlight will automatically shrink around the
runway depiction so that the runway is proportionally displayed when the aircraft is within approximately
½ nm of the threshold. Runway highlighting is displayed even if APTSIGNS are turned off.

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190-00716-02 Rev. 1

TAWS AND GPWS
Refer to the GARMIN Pilot’s Guide and Cockpit Reference Guide, P/N 190-01343-001 and 190-01344-00
Rev. A or later FAA accepted revision for complete detailed descriptions of the GARMIN G1000 TAWS
and GPWS system functions and operating instructions.
Most of the G1000 Class A TAWS and GPWS functions depend upon either GPS or radar (radio) altitude
to function properly. The Altitude Voice Callout (VCO) GPWS function is one of the few that may use
both altitudes for normal operation. Because of the unique functional nature of the VCO function, its
description is contained in this section.

VCO Description
The advisory aural Voice Callouts (VCO) are part of the TAWS GPWS functionality. In Class A TAWS
configurations, aural altitude callouts “Five Hundred,” “Four Hundred,” “Three Hundred,” “Two Hundred,”
and “One Hundred” are generated based on inputs from the radar altimeter and GPS altitude. When the
aircraft is more than 5 NM from an airport, the VCO messages are triggered solely on radar altitude and
will not function if radar altitude is unavailable.
Inside of 5 NM to an airport, the callouts are based on the aircraft’s GPS altitude above the runway
threshold as obtained from the G1000 aviation database. Loss of GPS altitude will cause TAWS to
become unavailable. If TAWS is not available, and radar altitude is available, VCO messages will be
derived strictly from radar altitude. If TAWS and radar altitude are both unavailable, VCO is inoperative.
In Class B TAWS configurations, VCO issues the “Five Hundred” aural message only . The messages
are based only on GPS altitude, even if the aircraft has an operable radar altimeter. VCO messages are
not available when the system status annunciations shown below are posted.
System Status

Visual

Aural

Type

Annunciation

TAWS System Test in Progress

None

TAWS System Failure

“TAWS System Failure”
“TAWS Not Available”

TAWS Not Available

VCO callouts are inactive at the initialization of the TAWS-A or TAWS-B system. When the aircraft’s
height above terrain exceeds 675 feet, the function becomes enabled and is provided during all flight
phases. Alerts are issued, one time only, when the height above terrain becomes less than 500 feet
down to 100 feet (TAWS-A), at which time the VCO is disabled until the aircraft climbs at least 175 above
the altitude associated with the last VCO callout that was issued. VCO alerts cannot be inhibited in any
TAWS configuration.

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190-00716-02 Rev. 1

Section 8 – Handling, Service, and Maintenance
Refer to the G1000/GFC 700 System Maintenance Manual (contains Instructions for Continued
Airworthiness) P/N 190-00716-01 Rev. 1 or later FAA approved revision for maintenance requirements for
the G1000 system and components.

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