Abrir Pasta KING AIR

King Air 250 & 250C
Pilot Pre-Course Study Guide
KING AIR
250 & 250C
(B200GT & B200CGT with BLR UPP STC)
Pilot Pre-Course
Study Guide
Copyright © 2012 FlightSafety International FOR TRAINING PURPOSES ONLY

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TABLE OF CONTENTS
INTRODUCTION ............................................................................................................. 3
DOCUMENTATION REQUIREMENTS ............................................................................ 4
ATP REQUIREMENTS .................................................................................................... 4
EMERGENCY PROCEDURES (Memory Items) .............................................................. 5
SELECTED OPERATING LIMITATIONS ........................................................................ 11
FLIGHT PROFILES .............................................................................................................. 23
GRADING AND EVALUATION STANDARDS (QUICK REFERENCE) ............................ 41

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INTRODUCTION
We have made this short study guide available to you to assist in your preparation
for attending the King Air 250 & 250C Pilot Course with FlightSafety International in
Wichita, Kansas. Please review this guide prior to attending our course. We know that
doing so will give you a head start on learning some of the class material that you will
be required to know prior to completing your training.
In this guide you will find the following information:
• Documentation Requirements
• ATP Requirements (if required)
• Emergency Procedures (Memory Items)
• Selected Operating Limitations
• Flight Profiles
• Grading and Evaluation Standards (Quick Reference)
We look forward to having you as our guest for training and thank you for choosing
FlightSafety International for your King Air training needs.
FlightSafety International
Wichita Hawker Beechcraft Learning Center
9720 E. Central Avenue
Wichita, KS 67206
316-612-5300
1-800-488-3747
(316) 612-5399 (fax)

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DOCUMENTATION REQUIREMENTS
The United States Transportation Security Administration (TSA) and the Federal
Aviation Administration (FAA) have established the following requirements. FlightSafety
International does not have the authority to waive these requirements. Even if you have
trained with us previously, the copies in your records will not suffice. You must present
current original documents for each course, every time you attend. Consequently, the
following documentation must be presented on the first day of training or you will
not be allowed to train — there are no exceptions.
U.S. Citizens:
• Pilot Certificate
• Medical Certificate
• Proof of Citizenship:
A current valid US Passport
OR
A current valid Photo ID
Non-U.S. Citizens
• Pilot Certificate
• Medical Certificate
• Valid Passport
If you have any questions or concerns regarding these requirements or any other
issues, please contact Customer Support at (800) 488-3747 or (316) 612-5300.
ATP REQUIREMENTS
Pilots seeking an Airline Transport Pilot rating in a King Air B200GT simulator can
receive 100% of that checkride in the simulator provided they comply with the eligibility
criteria as specified in 14 CFR § 61.153 and provide documentation for the aeronautical
experience as specified in 14 CFR § 61.159.
Pilots will be required to provide the following documents prior to the ATP checkride:
• Original ATP test result form
• Logbooks (ALL): To prove the hours required for ATP Pilot Certificate
• For foreign licensed pilots, the original copy of your Foreign Verification Letter
from the FAA

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EMERGENCY PROCEDURES (MEMORY ITEMS)
EMERGENCY ENGINE SHUTDOWN
Affected Engine:
Condition Lever ..............................................................................FUEL CUTOFF
Prop Lever .................................................................................................FEATHER
Firewall Shutoff Valve ...................................................................................CLOSE
Fire Extinguisher (if installed)
(if fire warning persists)............................................................................ACTUATE
ENGINE FIRE ON GROUND
OR
Affected Engine:
Condition Lever ..............................................................................FUEL CUTOFF
Ignition and Engine Start...............................................................STARTER ONLY
If Fire Warning Persists:

Fire Extinguisher (if installed) ..................................................................ACTUATE
EMERGENCY ENGINE SHUTDOWN

ON THE GROUND
Condition Levers ............................................................................FUEL CUTOFF

Prop Levers ...............................................................................................FEATHER
Master Switch (gang bar) ..................................................................................OFF
ESIS Power .........................................................................................................OFF
ENGINE FAILURE DURING TAKEOFF

(AT OR BELOW V1) — TAKEOFF ABORTED
Power Levers ...................................................................................GROUND FINE

Brakes .................................. AS REQUIRED TO ACHIEVE STOPPING DISTANCE
Operative Engine .................................................................MAXIMUM REVERSE

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ENGINE FAILURE DURING TAKEOFF

(AT OR ABOVE V1) — TAKEOFF CONTINUED
Power ................................................................................MAXIMUM ALLOWABLE

Airspeed ..................................................... MAINTAIN (take-off speed or above)
Landing Gear (when positive climb established) ...............................................UP
Propeller (inoperative engine) ............................................... VERIFY FEATHERED
Airspeed (after obstacle clearance altitude is reached)................................VYSE
ENGINE FAILURE IN FLIGHT BELOW

AIR MINIMUM CONTROL SPEED (VMCA)
Power .....................................REDUCE AS REQUIRED TO MAINTAIN CONTROL

Nose ..................................................... LOWER TO ACCELERATE ABOVE VMCA
ENGINE FLAMEOUT (2ND ENGINE)
Power Lever ......................................................................................................IDLE

Prop Lever ..................................................................................DO NOT FEATHER
Condition Lever ................................................................................ FUEL CUTOFF
Conduct Air Start Procedure in ABNORMAL PROCEDURES.
FUEL PRESSURE LOW
OR
Standby Pump (failed side) .................................................................................ON
ELECTRICAL SMOKE OR FIRE
Oxygen Mask(s).................................................................................................DON
Mask Selector Switch ................................................................EMER POSITION
Mic Switch(es) ....................................................................................................OXY

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ENVIRONMENTAL SYSTEM SMOKE OR FUMES

Oxygen Mask(s)................................................................................................. DON
Mask Selector Switch ................................................................EMER POSITION
Mic Switch(es) ....................................................................................................OXY
AIRSTAIR DOOR/CARGO DOOR UNLOCKED
If The [DOOR UNLOCKED] Illuminates, Or If An Unlatched Airstair Door/Cargo

Door Is Suspected:
All Occupants .....................SEATED WITH SEAT BELTS SECURELY FASTENED
EMERGENCY DESCENT
Power Levers .................................................................................................... IDLE

Prop Levers ...................................................................................FULL FORWARD
Flaps (200 knots maximum) ...............................................................APPROACH
Landing Gear (181 knots maximum) .....................................................................DN
Airspeed ..............................................................................181 KNOTS MAXIMUM
GLIDE
Landing Gear ........................................................................................................UP

Flaps ......................................................................................................................UP
Propellers .............................................................................................FEATHERED
Airspeed ..................................................................................................135 KNOTS
DUAL GENERATOR FAILURE

AND
Generators ....................................................................................RESET, THEN ON

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USE OF OXYGEN
Oxygen Mask(s).................................................................................................DON
Mic Switch(es) ....................................................................................................OXY
PRESSURIZATION LOSS
Oxygen Mask(s).................................................................................................DON
Mic Switch(es) ...................................................................................................OXY
Passenger Manual Drop-Out ................................................................... PULL ON
[PASS OXY ON] – ILLUMINATED
Descend ............................................................................................ AS REQUIRED
HIGH DIFFERENTIAL PRESSURE

(CABIN DIFFERENTIAL PRESSURE EXCEEDS 6.6 PSI)
Bleed Air Valves .....................................................................................ENVIR OFF

Oxygen (crew and passengers) ...................................................... AS REQUIRED
Descend ............................................................................................ AS REQUIRED
AUTO-DEPLOYMENT
OXYGEN SYSTEM FAILURE
AND
ILLUMINATED EXTINGUISHED
Passenger Manual Drop-Out ................................................................... PULL ON
BLEED AIR FAIL

OR
Bleed Air Valves (affected engine) .......................................PNEU & ENVIR OFF

[L BL AIR OFF] OR [R BL AIR OFF] – ILLUMINATED

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SPINS
Control Column .....................................FULL FORWARD, AILERONS NEUTRAL
Full Rudder ................................................ OPPOSITE THE DIRECTION OF SPIN
Power Levers .....................................................................................................IDLE
Rudder .................................................... NEUTRALIZE WHEN ROTATION STOPS
Execute a smooth pullout.
FLIGHT CONTROL AND AUTOPILOT FAILURES
UNSCHEDULED ELECTRIC PITCH TRIM ACTIVATION
Airplane Attitude ...................................MAINTAIN USING ELEVATOR CONTROL

AP/Trim Disconnect................................................ DEPRESS FULLY & HOLD
[TRIM] – ILLUMINATED
UNSCHEDULED RUDDER BOOST ACTIVATION
Directional Control .....................................MAINTAIN USING RUDDER PEDALS

Rudder Boost ......................................................................................................OFF
If Condition Persists:
Rudder Boost Circuit Breaker ........................................................................PULL
AUTOPILOT MISTRIM [E] or [A]
Flight Controls ...................................................................................HOLD FIRMLY

(Control forces may exceed 25 pounds)
AP .......................................................................................................... DISENGAGE
AUTOPILOT TRIM FAIL [TRIM]
Flight Controls ...................................................................................HOLD FIRMLY

AP .......................................................................................................... DISENGAGE

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AUTOPILOT AUTOMATIC DISENGAGEMENT
Maintain Airplane Control.

AP/YD Disconnect ......................... DEPRESS TO 1ST LEVEL TO CANCEL HORN
ENHANCED GROUND PROXIMITY WARNING SYSTEM (EGPWS)

(PRIOR TO BY-36, EXCEPT BY-32)
In IMC Or At Night:
Wings ...........................................................................................................LEVEL
Power ..........................................................................................MAX ALLOWABLE
Pitch .........................................................................................................INCREASE
a. Promptly and smoothly increase pitch towards an initial pitch
attitude of 20° to 25°.
b. Adjust as required to avoid continuous buffeting and/or stall warning.
c. Adjust to maintain 100 KIAS.
Gear and Flaps ......................................................................................................UP
TERRAIN AWARENESS WARNING SYSTEM PLUS (TAWS+)

(BY-32, BY-36 AND AFTER)
In IMC Or At Night:
Autopilot .......................................................................................DISCONNECT
Wings .............................................................................................................. LEVEL
Power ..........................................................................................MAX ALLOWABLE
Pitch .........................................................................................................INCREASE
a. Promptly and smoothly increase pitch towards an initial pitch
attitude of 20° to 25°.
b. Adjust as required to avoid continuous buffeting and/or stall warning.
c. Adjust to maintain 100 KIAS.
Gear and Flaps ......................................................................................................UP

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SELECTED OPERATING LIMITATIONS

AIRSPEED LIMITATIONS
Normal Use Airspeeds:
VA — Maneuvering Speed .............................................................................181 KIAS
Turbulent Air Penetration Speed ....................................................................170 KIAS
VFE — Flaps Extension: Approach .................................................................200 KIAS
VFE — Flaps Extension: Full Down ................................................................157 KIAS
VLO — Landing Gear Operating: Retraction ..................................................163 KIAS
VLO — Landing Gear Operating: Extension ...................................................181 KIAS
VLE — Landing Gear Extended ......................................................................181 KIAS
Airspeed Tape Indications:

Solid Red Bar at the Bottom of the Airspeed Scale (Stall Speeds):
VSO (Maximum Weight, Flaps Down and Idle Power).................................75 KIAS
VS1 (Maximum Weight, Flaps Approach an Idle Power) .............................79 KIAS
VS1 (Maximum Weight, Flaps Up and Idle Power) ......................................88 KIAS
Solid Red Bar at the Top of the Airspeed Scale:
VMO — Maximum Operating Airspeed .....................................................259 KIAS
MMO — Maximum Mach Number.........................................................0.58 MACH
EMERGENCY AIRSPEEDS
VMCA — Minimum Controllable Airspeed (Flaps Approach)..................................92 KIAS
VMCA — Minimum Controllable Airspeed (Flaps Up) ............................................96 KIAS
VXSE — One-Engine-Inoperative Best Angle-of-Climb .......................................105 KIAS
VYSE — One-Engine-Inoperative Best Rate-of-Climb .........................................116 KIAS
One-Engine-Inoperative Enroute Climb ..............................................................116 KIAS
Maximum Range Glide ........................................................................................135 KIAS
Emergency Descent ............................................................................................181 KIAS

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ENGINE LIMITATIONS
Engine Start:
Minimum Oil Temperature for Starting Engines ........................................ –40°C (MIN)
Maximum ITT for Engine Start (Temperature Limited to 5 Seconds) ................1000°C
Ground Operations:
Maximum Observed ITT in Low Idle ...................................................................750°C
Minimum Propeller RPM ..............................................................................1180 RPM
Flight Operations (Normal):
Takeoff and Max Continuous Torque ....................................................... 2230 FT-LBS
Maximum Propeller RPM .............................................................................2000 RPM
Cruise Climb and REC (Normal) Cruise ITT ........................................................775°C
Max. Takeoff/Max. Continuous/Max. Cruise ITT.................................................820°C
Oil Temperature (Temps above +99°C are limited to 10 minutes)
Max. Takeoff and Max. Continuous Power...................................... 0°C to +110°C
Max. Cruise ................................................................................... +10°C to +99°C
Maximum Continuous N1.................................................................................... 104%
Maximum Propeller RPM in Reverse ...........................................................1900 RPM
Flight Operations (Abnormal):
Oil Pressure below 60 psi ...................................Unsafe Condition, Shutdown Engine
OR land at nearest suitable airport with minimum power to sustain flight.
Sustained Propeller overspeed up to 2120 RPM:
Maximum Torque ................................................................................ 1800 FT-LBS
Transient Indications:
Torque (Limited to 5 Seconds) ................................................................. 2750 FT-LBS
ITT ......................................................................................................................850° C
Propeller RPM (Limited to 5 Seconds) ........................................................ 2200 RPM
POWERPLANT LIMITATIONS
Power Levers
Do not lift power levers in flight. Lifting the power levers in flight, or moving the power
levers in flight below the flight idle position, could result in a nose-down pitch and a
descent rate leading to aircraft damage and injury to personnel.
EXTERNAL POWER LIMITATIONS

Volts ............................................................................................................... 28.0 to 28.4
Amps .......................................................................................... 1000 Amps (Momentary)
300 Amps (Continuous)

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GENERATOR LIMITATIONS
Ground Operation......................................................................................................85%
Sea Level to 31,000 Feet Altitude ...........................................................................100%
Above 31,000 Feet Altitude .......................................................................................88%
STARTER LIMITATIONS
Duration On/Off ...........................................................40 Seconds ON, 60 Seconds OFF,
40 Seconds ON, 60 Seconds OFF,
40 Seconds ON, 30 Minutes OFF
FUEL LIMITATIONS
Approved Engine Fuels ......................................... Commercial Grades — Jet A, Jet A-1,
Jet B, Chinese Jet Fuel No. 3
Military Grades — JP-4, JP-5, JP-8
Emergency Engine Fuels ............................................................. 80 Red (Formerly 80/87)
100LL Blue
100 Green (Formerly 100/130)
Limitations on the Use of Aviation Gasoline:

1. Operation is limited to 150 hours between engine overhauls.
2. Operation is limited to 20,000 feet pressure altitude (FL200) or below if either
standby pump is inoperative.
3. Crossfeed capability is required for climbs above 20,000 feet pressure altitude (FL200).
4. Operation above 31,000 feet (FL310) is prohibited.
Fuel Quantities at 6.7 lbs per gallon:

Total Usable Fuel Quantity ............................................................... 544 gal (3645 lbs)
Total Usable Main Fuel Tank System ............................................... 386 gal (2586 lbs)
• Each Main Fuel Tank System ................................................... 193 gal (1293 lbs)
Total Usable Auxiliary Fuel Tank System.......................................... 158 gal (1058 lbs)
• Each Auxiliary Fuel Tank .............................................................. 79 gal (529 lbs)
Maximum Fuel Imbalance .................................................................................... 1000 lbs
Fuel Crossfeed ...............................................................Crossfeeding of fuel is permitted

only when one engine is inoperative

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Fuel Gages In The Yellow Arc ..................................Do not take off if fuel quantity gages
indicate in the yellow arc or indicate less than
265 pounds of fuel in each main tank system.
Operating with Low Fuel Pressure ...............................Operation of either engine with its
corresponding fuel pressure annunciator
(L FUEL PRESS or R FUEL PRESS)
illuminated is limited to 10 hours before
overhaul or replacement of the engine-driven
fuel pump. Windmilling time need not
be charged against this time limit.
Auxiliary Fuel ............................................................ Do not put any fuel into the auxiliary
tanks unless the main tanks are full
PROPELLER AUTOFEATHER
The propeller autofeather system must be operable for all flights and must be armed
for takeoff, climb, approach and landing.
STRUCTURAL LIMITATIONS
Maximum Weight in Baggage Compartment:
When Equipped With Fold-Up Seats ................................................................ 510 lbs
When Not Equipped With Fold-Up Seats ......................................................... 550 lbs
Maximum Zero Fuel Weight .............................................................................. 11,000 lbs
Maximum Ramp Weight .................................................................................... 12,590 lbs
Maximum Takeoff Weight (all except 14 CFR Part 135 operation) .................... 12,500 lbs
Maximum Landing Weight ................................................................................. 12,500 lbs
ALTITUDE LIMITATION
Normal Operation .............................................................................................35,000 feet
Operation With Yaw Damp System Inoperative ...............................................17,000 feet
AIR TEMPERATURE LIMITATION

Sea Level to 25,000 Feet Pressure Altitude ...................................................... ISA +37°C
Above 25,000 Feet Pressure Altitude ................................................................ ISA +31°C

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CABIN PRESSURIZATION LIMITATION

Maximum Cabin Differential Pressure .................................................................... 6.6 PSI
SYSTEMS AND EQUIPMENT LIMITATIONS

Landing Gear Cycle Limits:
Landing gear cycles (1 up – 1 down) are limited to one every 5 minutes for a total of
6 cycles followed by a 15 minute cool-down period.
Aft-Facing Seats:
The seat back of each occupied aft-facing seat must be in the upright position and
the headrest fully extended for takeoff and landing.
Brake Deice (If Installed):

Brake Deice system is not to be operated above 15°C.
Propeller Deice:
Propeller Deice system is not to be operated when propellers are static.
CAUTION
Operation of the propeller deice system without the engine
running can cause severe damage to the composite propeller
blades.
Air Conditioning Limitations:

1. The supplemental electric heater must be off for at least two minutes prior to
and during engine start.
2. Do not operate the electric heat with the pedestal flow outlet blocked or the
cockpit door closed.

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ICING LIMITATIONS
Minimum Ambient Temperature
for Operation of Deicing Boots................................................................................. –40°C
Minimum Airspeed for Sustained Icing Flight .....................................................140 KIAS
Flight with Flaps Extended ..........................................Sustained flight in icing conditions

with flaps extended is prohibited
except for approach and landings.
Engine Anti-Ice ............................................... ENGINE ANTI-ICE, LEFT and RIGHT, shall
be ON for operation in ambient temperatures
of +5°C or below when flight free of visible
moisture cannot be assured.
ICE VANES (INTERNAL SEPARATOR SYSTEM) LIMITATIONS

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

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AVIONICS LIMITATIONS
1. Operating in the composite mode is limited to training and display failure
conditions.
2. The pilot’s and copilot’s Air Data Computers must be operative for takeoff.
3. AHRS 1 and 2 must be operative for takeoff.
4. The pilots PFD and MFD and copilot PFD must be installed and operational in the
normal mode for takeoff.
5. The MFD must be operational prior to engine start.
AUTOPILOT LIMITATIONS
1. An autopilot preflight check must be conducted and found satisfactory prior to
each flight on which the autopilot is to be used.
2. The autopilot minimum engage height after takeoff is 400 feet AGL.
3. The autopilot minimum use height during cruise is 1000 feet AGL.
4. The autopilot minimum use height during approach is 79 feet AGL.
5. The autopilot and yaw damper must not be used for takeoff and landing.
6. Operation of the autopilot system with a pitch trim malfunction is prohibited.
7. Do not manually override the autopilot during normal flight.
WARNING
Overriding the autopilot in pitch does not cancel the autopilot
automatic trim. If a force is applied to the control column with
the autopilot engaged, then the automatic trim will run to
opposite of the applied force. This can lead to a severe out-of-
trim condition during any phase of flight.
8. The maximum coupled intercept angles are:

Nav and Localizer — Less than 90°
Back Course — 70°

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ENHANCED GROUND PROXIMITY WARNING SYSTEM (EGPWS)

(PRIOR TO BY-36, EXCEPT BY-32)
1. Navigation must not be predicated upon use of the Terrain (or Obstacle) Awareness
Display. The terrain display is intended to serve as a situational awareness tool only,
and may not provide the accuracy and/or fidelity on which to solely base terrain
avoidance maneuvering.
2. The Terrain Awareness and Display (TAD) must be inhibited by selecting the TERR
INHIBIT switch when within 15 nm of takeoff, approach, or landing at an airport
not contained in the EGPWS Airport Database. Refer to Honeywell document
060-4326-0000 for airports contained in the database. (See “Database” in www.
EGPWS.com)
3. When the FMS is operating in the DR mode, the Terrain Awareness alerting must be
inhibited by selecting the TERR INHIB switchlight.
TERRAIN AWARENESS WARNING SYSTEM PLUS (TAWS+)

(BY-32, BY-36 AND AFTER)
1. Navigation must not be predicated upon use of the Terrain Awareness Display. The
terrain display is intended to serve as a situational awareness tool only, and may
not provide the accuracy and/or fidelity on which to solely base terrain avoidance
maneuvering.
2. The Terrain Awareness and Display (TAD) must be inhibited by selecting the
TERR INHIB switch/annunciator when within 15 nm of takeoff, approach, or
landing at an airport not contained in the TAWS+ Airport Database. Refer to ACSS
Document 8006417 for airports contained in the database. (See “TAWS Airport” in
www.acsscustomerservices.com.)
3. When the FMS is operating in the DR mode, the Terrain Awareness alerting must be
inhibited by selecting the TERR INHIB switch/annunciator.

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FLIGHT MANAGEMENT SYSTEM (FMS)

1. IFR en route and terminal navigation is prohibited unless the pilot verifies either the
currency of the database or the accuracy of each selected waypoint and navaid by
reference to current approved data.
2. The FMS position must be checked for accuracy prior to use as a means of
navigation.
3. During periods of dead reckoning, the FMS shall not be used for navigation.
4. FMS based approaches must be accomplished in accordance with approved
instrument approach procedures that are retrieved from the FMS-3000 database.
• GPS instrument approaches must be conducted with GPS integrity monitoring
(RAIM) and must be available by the Final Approach Fix.
• During FMS instrument approaches, the FMS annunciator APPR (green) or the
FMS annunciator GPS APPR (green) must be displayed on the PFD at the FAF to
indicate that the FMS is in the Approach Mode.
• Use of FMS guidance for conducting instrument approach procedures is
prohibited with the FMS annunciator NO APPR (white or amber) displayed on
the PFD.
• Accomplishment of ILS, LOC, LOC-BC, LDA and SDF approaches are not
authorized utilizing the FMS from the FAF to the MAP.
• When an alternate airport is required by applicable rules, it must be served by an
approach based on other than GPS navigation, the airplane must have opera-
tional equipment capable of using that navigational aid, and the required naviga-
tional aid must be operational.
• FMS based approaches that are retrieved from the navigation database with an
approach name of RNVxxx or VORxxx may be flown provided the VHF navigation
receiver is tuned to the reference facility.
5. Use of the FMS to capture and track a DME arc outside the published end points is
prohibited.
6. Fuel management parameters are advisory only and must not replace the primary
fuel quantity indications.

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FMS-3000 (V4.0) WAAS LIMITATIONS (IF EQUIPPED)

BB-2016 & AFTER; BL-155 & AFTER; BY-110 & AFTER; BZ-1 & AFTER
(PRIOR SERIAL NUMBERS BY STC)
1. If the Satellite Based Augmentation System is not available or disabled, the airplane
must have additional navigation equipment appropriate to the intended route, and it
must be operational.
2. The FMS is authorized for SBAS operations with WAAS only.
3. RNP operations are not authorized, except as noted in Navigation Operational Ca-
pabilities in the POH/AFM Supplement.
4. Inserting waypoints on a published approach is prohibited.
5. An FMS APPR (green), GPS APPR (green), LPV APPR (green) or L/V APPR (green)
annunciator in the PFD must be illuminated at the FAF in order to conduct the in-
strument approach procedure.
6. When the approach at the destination is based on GPS guidance and the Satel-
lite Based Augmentation System (SBAS) is not available or disabled, an alternate
airport required by operating rules must be served by an approach based on other
than GNSS navigation. The airplane must have operational equipment capable of
using that navigation aid, and the required navigation aid must be operational.
IFIS-5000 INTEGRATED FLIGHT

INFORMATION SYSTEM
1. The IFIS-5000 system provided supplemental airplane situational awareness
information. Its use as a means for navigational or weather avoidance is not
approved.
2. The use of the airplane symbol on the Electronic Charts is prohibited for navigation.
3. The database utilized for the Electronic Charts must incorporate the current update cycle.
4. When using the Electronic Charts, a paper equivalent (or electronic flight bag) must
be on board and accessible to the pilot.
5. Data-linked graphical weather (either XM Radio or Universal Weather) is for
informational purposes and should not be used for tactical decision making. By
its nature, graphical weather is delayed from real time weather conditions. Use the
aircraft’s primary weather radar for all tactical decisions about weather avoidance.

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VNAV
1. When using the VNAV system, the barometric altimeters must be used as the pri-
mary altitude reference for all operations.
2. VNAV altitudes must be displayed on the MFD map page or CDU legs page when
utilizing VNAV for flight guidance.
3. Use of VNAV while conducting a missed approach procedure is prohibited.
4. Provided the FMS is receiving adequate usable sensor inputs, it has been
demonstrated capable of and has been shown to meet the accuracy specifications
of VNAV operations in accordance with AC 20-129. Such VNAV approaches must
be flown either the flight director or the autopilot.
5. VNAV approach guidance to a DA is not authorized if the reported surface
temperature is below the Baro-VNAV minimum temperature limitation specified on
the applicable RNAV approach procedure chart.
FMS-3000 (V4.0) WAAS LIMITATIONS (IF EQUIPPED)

BB-2016 & AFTER; BL-155 & AFTER; BY-110 & AFTER; BZ-1 & AFTER
(PRIOR SERIAL NUMBERS BY STC)
1. BARO-VNAV approach guidance to a DA is not authorized if the reported surface

temperature exceeds the Baro-VNAV temperature limitations specified on the appli-
cable approach procedure chart. LPV and L/V approaches are not subject to tem-
perature restrictions.
2. Use of barometric VNAV Decision Altitude (DA) is not authorized with a remote al-
timeter setting. A current altimeter setting for the landing airport is required. Where
remote altimeter minima are shown, the VNAV function may be used only to the
published MDA.

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NOTES

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KING AIR B200/B200GT WITH PRO LINE 21 PILOT TRAINING MANUAL
FLIGHT PROFILES
NOTE:
IF CONDUCTING TRAINING UNDER
14 CFRNOTE:
PART 135, THEN REFER TO
YOUR COMPANY TRAINING PROGRAM
IF CONDUCTING TRAINING UNDER
14 CFR PART 135, THEN REFER TO
FOR FLIGHT PROFILES.
YOUR COMPANY TRAINING PROGRAM
AREA DEPARTURE/CLIMB
PROFILE
FOR FLIGHT PROFILES.
1. 160 KIAS TO 10,000 FT
2. 140 KIAS 10,000 - 20,000 FT
3. 130 KIAS 20,000 - 25,000 FT
4. 120 KIAS 25,000 - 35,000 FT
CRUISE
CLIMB-OUT
1. ACCELERATE TO
CRUISE SPEED 1. ACCELERATE TO
2. SET CRUISE POWER 160 KIAS
3. COMPLETE CRUISE 2. LANDING/TAXI
CHECKLIST LIGHTS — OUT
3. COMPLETE CLIMB
CHECKLIST
TAKEOFF
1. ROTATE AT V1 TO
APPROX 7˚ NOSE UP
2. ESTABLISH POSITIVE
RATE OF CLIMB
3. LANDING GEAR — UP
VYSE OR ABOVE
TAKEOFF ROLL
1. RECHECK TORQUE/ITT 1. FLAPS — UP
2. ANNUNCIATORS — CHECK 2. YAW DAMPER — ON
3. CLIMB POWER — SET
IN POSITION
1. HOLD BRAKES
2. PROPS — 2,000 RPM
(ON GOVERNORS)
3. RELEASE BRAKES
4. SET TORQUE
BEFORE TAKEOFF
1. CHECKLIST — COMPLETE
2. RECHECK V1 AND V2
NORMAL TAKEOFF AND DEPARTURE

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19-4 FOR TRAINING PURPOSES ONLY Revision 0

King Air 250 & 250C
NOTE:
DO NOT RETARD FAILED ENGINE POWER LEVER 1,000 FT AGL

UNTIL THE AUTOFEATHER SYSTEM HAS COMPLETELY 1. COMPLETE ENGINE FAILURE
STOPPED PROPELLER ROTATION. CHECKLIST CLEAN-UP ITEMS
2. LAND AS SOON AS PRACTICAL
CLIMB
1. VYSE (BLUE LINE)
2. FLAPS — UP
V2
1. CHECK MAX POWER
2. AIRSPEED AT V2
3. VERIFY PROP FEATHERED
TAKEOFF
1. ROTATE AT V1 TO
APPROX 7˚ NOSE UP
2. ESTABLISH POSITIVE
RATE OF CLIMB
ENGINE LOSS
3. LANDING GEAR — UP
1. MAINTAIN RUNWAY HEADING
BEFORE TAKEOFF NOTE:

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

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King Air 250 & 250C
EMERGENCY OR MALFUNCTION
AT OR BELOW V1
1. RECOGNIZE REASON FOR
REJECTING TAKEOFF
2. POWER LEVERS — IDLE
3. BRAKING — AS NECESSARY
4. REVERSE — AS NECESSARY
5. MAINTAIN RUNWAY HEADING
CLEAR OF RUNWAY
1. COMPLETE AFTER
LANDING CHECKLIST
BEFORE TAKEOFF
1. FOLLOW NORMAL TAKEOFF NOTE:
PROCEDURES UNTIL INITIATING
ABORT AT OR BELOW V1 IF REJECTED TAKEOFF IS DUE TO REASONS
OTHER THAN ONE ENGINE POWER LOSS,
REVERSE IS MOST EFFECTIVE AT HIGH SPEEDS;
BRAKING IS MOST EFFECTIVE AT LOW SPEEDS.
REJECTED TAKEOFF

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King Air 250 & 250C
KING AIR B200/B200GT WITH PRO LINE 21
Pilot Pre-Course
PILOT TRAININGStudy Guide
MANUAL
ROLLOUT
1. RETURN TO AND HOLD 45° BANK
HOLD ENTRY
PARAMETERS 1. SMALL PITCH CORRECTIONS
2. MAINTAIN AIRSPEED
THROUGH 30° BANK

1. ADD APPROX 100 LBS TORQUE
2. ONE UNIT NOSEUP TRIM
3. SMALL PITCH INCREASE
THROUGH 30° BANK

1. REDUCE TORQUE 100 LBS
2. REDUCE PITCH
ROLL INTO TURN 3. TAKE OUT TRIM
1. MAINTAIN INITIAL
ALTITUDE
ROLL OUT OF TURN
1. START ROLLOUT 25° PRIOR
TO ROLLOUT HEADING
INITIAL ENTRY
1. AIRSPEED — 180 KNOTS
2. SPEED BUG — SET 180 KIAS
3. TORQUE — APPROX 1000-1200 LBS
4. HEADING BUG — SET
5. FD — OFF
6. CHECK ADI PITCH REFERENCE
STEEP TURNS

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Revision 0 FOR TRAINING26PURPOSES ONLY 19-7
King Air 250 & 250C
BEGINNING OF MANEUVER STALL AND RECOVERY COMPLETION OF MANEUVER
INITIAL CONDITION: AT HORN OR BUFFET — RECOVER: COMPLETION:
1. TORQUE — 200 LBS 1. SIMULTANEOUSLY ADVANCE THE POWER 1. LEVEL OFF AT NEW
2. PROPELLERS — 1,700 RPM LEVERS TOWARD MAX TORQUE, REDUCE ALTITUDE AND INITIAL HEADING
3. MAINTAIN INITIAL HEADING THE PITCH ATTITUDE AS NECESSARY TO 2. RESET POWER AS REQUIRED
4. MAINTAIN INITIAL ALTITUDE STOP THE STALL WARNING, AND ROLL
5. PITCH ATTITUDE PRIOR TO HORN THE WINGS LEVEL
OR BUFFET MAY REACH 10˚-15˚, 2. ESTABLISH POSITIVE RATE OF CLIMB
DEPENDING ON TECHNIQUE
6. HORN WILL SOUND APPROX
10 KTS ABOVE BUFFET
HORN V2
OR BUFFET
APPROACH TO STALL—CLEAN

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King Air 250 & 250C
INITIAL CONDITION: AT HORN OR BUFFET — RECOVER: COMPLETION:
1. TORQUE — 200 LBS 1. REDUCE THE PITCH ATTITUDE AS 1. LEVEL OFF AT NEW
2. PROPELLERS — 2,000 RPM NECESSARY TO STOP THE STALL ALTITUDE AND INITIAL HEADING
3. MAINTAIN INTITIAL HEADING WARNING, AND ROLL THE WINGS LEVEL 2. RESET POWER AS REQUIRED
4. MAINTAIN INTITIAL ALTITUDE 2. ESTABLISH POSITIVE RATE OF CLIMB
5. FLAPS — APPROACH 3. FLAPS — UP, AT OR ABOVE VYSE (BLUE LINE)
(BELOW TRIANGLE)
6. AT 110 KIAS OR LESS,
SIMULTANEOUSLY SET THE
TORQUE TO 1,100 LBS
(SIMULATED 100% TORQUE),
ESTABLISH A BANK ANGLE
OF 20˚ (NO MORE THAN 30˚), AND
RAISE THE NOSE AND CLIMB
7. STUDENT MAY BE REQUIRED TO
PERFORM THIS MANEUVER
WHILE MAINTAINING 15˚ - 30˚
ANGLE OF BANK OR WHILE
MAINTAINING A HEADING
8. CLEAR AREA IN DIRECTION
OF TURN
9. DECREASE SPEED APPROX
1 KT PER SECOND
10. PITCH ATTITUDE PRIOR TO
HORN OR BUFFET MAY
REACH 15˚ - 25˚, DEPENDING
ON TECHNIQUE
HORN V2
OR BUFFET
APPROACH TO STALL—TAKEOFF CONFIGURATION

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King Air 250 & 250C
INITIAL CONDITION: AT HORN OR BUFFET—RECOVER: COMPLETION:
1. TORQUE—600 LBS 1. SIMULTANEOUSLY ADVANCE THE POWER 1. LEVEL OFF AT INITIAL ALTITUDE
2. PROPELLERS— LEVERS TOWARD MAX TORQUE, PROPELLER AND HEADING
1,700 RPM (200 SERIES) LEVERS FULL FORWARD, REDUCE THE PITCH 2. RESET POWER AS REQUIRED
2,000 RPM (B200 SERIES) ATTITUDE AS NECESSARY TO STOP THE
3. MAINTAIN INTITIAL HEADING STALL WARNING, AND ROLL THE WINGS LEVEL
4. MAINTAIN INTITIAL ALTITUDE 2. ESTABLISH POSITIVE RATE OF CLIMB
5. FLAPS—APPROACH 3. FLAPS—UP, AT OR ABOVE 100 KIAS
(BELOW TRIANGLE) 4. GEAR—UP
6. GEAR—DOWN (BELOW VLE) 5. MINIMIZE LOSS OF ALTITUDE
7. FLAPS—DOWN 100%
(BELOW TOP OF WHITE ARC)
8. SLOWLY REDUCE TORQUE
TO 200 LBS
9. PITCH ATTITUDE PRIOR TO
HORN OR BUFFET MAY
REACH 10° - 15°, DEPENDING
ON TECHNIQUE
10. HORN WILL SOUND APPROX.
10 KNOTS ABOVE BUFFET
HORN VYSE
OR BUFFET
APPROACH TO STALL—LANDING CONFIGURATION

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King Air 250 & 250C
INITIAL DESCENT LEVEL-OFF
20° NOSE DOWN
VLE—APPROXIMATELY
14° NOSE DOWN
REDUCE RATE OF DESCENT

APPROXIMATELY 1,000 FT
ABOVE LEVEL-OFF ALTITUDE
LEVEL OFF
1. OXYGEN SYSTEM—VERIFY ARMED 1. INITIAL PITCH ATTITUDE—20° NOSE DOWN 1. APPROXIMATELY 1,000 FT BEFORE
2. CREW MASK—ON 2. PRIOR TO 181 KIAS REDUCE PITCH LEVEL OFF ALTITUDE, SMOOTHLY
3. MIC SWITCH—OXY ATTITUDE TO APPROXIMATELY 14° REDUCE RATE OF DESCENT
4. PASSENGER OXYGEN (PULL ON) NOSE DOWN 2. GEAR—UP (BELOW 163 KIAS)
5. POWER LEVERS—IDLE 3. MAXIMUM IAS SHOULD BE VLE 3. FLAPS—UP
6. PROP LEVERS—SMOOTHLY FULL 4. ADVISE ATC 4. ADD POWER (AS REQUIRED)
FORWARD 5. RESET ALTIMETER AND ALTITUDE 5. MIC SWITCH—NORM
7. FLAPS—APPROACH PRE-SELECTOR TO LEVEL-OFF ALTITUDE 6. REMOVE MASK (DEPENDING ON
(BELOW 200 KIAS) ALTITUDE)
8. GEAR—DOWN (BELOW 181 KIAS) 7. SET PROP RPM
8. COMPLETE DESCENT CHECKLIST
NOTE NOTE
IF INITIAL INDICATED AIRSPEED IS DESCENT FROM 35,000' TO 12,500' REQUIRES
ABOVE 181 KIAS, MAINTAIN THE APPROXIMATELY SIX MINUTES
INITIAL ALTITUDE UNTIL THE IAS IS
AT OR BELOW 181 KIAS.
EMERGENCY DESCENT

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King Air 250 & 250C
KING AIR B200/B200GT WITH PRO LINE 21 Pilot
PILOTPre-Course Study Guide
TRAINING MANUAL
TURN INBOUND INITIAL

1. ADJUST LEG LENGTH TO PROVIDE 1 1. SLOW TO HOLDING AIRSPEED* —
MINUTE AT 14,000 FEET AND BELOW 160 KIAS WITHIN 3 MINUTES OF FIX
OR 1.5 MINUTES ABOVE 14,000 FEET
2. TORQUE — APPROX 800-1,000 LBS
70°
110°
ENTERING HOLDING PATTERN

*MAX HOLDING SPEEDS
1. REPORT ENTERING HOLD
• 6,000 FEET & BELOW — 200 KIAS
2. TURN TO PARALLEL OUTBOUND COURSE
• 6,001-14,000 FEET — 230 KIAS
3. START TIMING OVER OR ABEAM FIX,
• 14,001 & ABOVE — 265 KIAS WHICHEVER OCCURS LATER
STANDARD HOLDING PATTERN—DIRECT ENTRY

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FOR TRAINING PURPOSES ONLY Revision 0
19-12
King Air 250 & 250C
Pilot
KING AIR B200/B200GT WITH PRO LINE 21 Pre-Course
PILOT TRAININGStudy Guide
MANUAL
TURN INBOUND
1. ADJUST LEG LENGTH TO PROVIDE 1
MINUTE AT 14,000 FEET AND BELOW 1. REPORT ENTERING HOLD
OR 1.5 MINUTES ABOVE 14,000 FEET 2. TURN 30° FROM OUTBOUND COURSE
3. START TIMING OVER FIX
70°
*MAX HOLDING SPEEDS INITIAL

• 6,000 FEET & BELOW — 200 KIAS 1. SLOW TO HOLDING AIRSPEED* —
• 6,001-14,000 FEET — 230 KIAS 160 KIAS WITHIN 3 MINUTES OF FIX
• 14,001 & ABOVE — 265 KIAS 2. TORQUE — APPROX 800-1,000 LBS
STANDARD HOLDING PATTERN—TEARDROP ENTRY

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Revision 0 FOR TRAINING32

PURPOSES ONLY 19-13
King Air 250 & 250C
*MAX HOLDING SPEEDS TURN INBOUND

• 6,000 FEET & BELOW — 200 KIAS
1. ADJUST LEG LENGTH TO PROVIDE 1
• 6,001-14,000 FEET — 230 KIAS MINUTE AT 14,000 FEET AND BELOW
• 14,001 & ABOVE — 265 KIAS OR 1.5 MINUTES ABOVE 14,000 FEET
110°

1. REPORT ENTERING HOLD
2. TURN TO PARALLEL OUTBOUND OURSE
3. START TIMING OVER OR ABEAM FIX,
WHI HEVER O URS LATER
INITIAL
1. SLOW TO HOLDING AIRSPEED — 160
KIAS* WITHIN 3 MINUTES OF FIX
2. TORQUE — APPROX 800-1,000 LBS
STANDARD HOLDING PATTERN—PARALLEL ENTRY

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King Air MANUAL
KING AIR B200/B200GT WITH PRO LINE 21 PILOT TRAINING 250 & 250C
REJECTED LANDING
1. POWER — MAX
2. PITCH — 10˚ NOSE UP
3. AIRSPEED — 100 KIAS
4. ESTABLISH NORMAL CLIMB
INITIAL WHEN CLEAR OF OBSTACLES
1. OBTAIN ATIS 5. FLAPS — UP
2. DESCENT CHECKLIST — 6. GEAR — UP
COMPLETE
THRESHOLD
1. GEAR — RECHECK
DOWN
2. AIRSPEED — VREF
3. POWER — IDLE
ARRIVAL
1. TORQUE — APPROX 800 LBS
2. 150 - 175 KIAS (TYPICAL)
3. START BEFORE LANDING
CHECKLIST
LANDING
1. PROPS — FULL FORWARD
2. BETA OR REVERSE
3. BRAKES — AS NECESSARY
DOWNWIND
1. FLAPS — APPROACH
2. 130 - 140 KIAS
ABEAM TOUCHDOWN POINT

1. GEAR — DOWN
2. BEFORE LANDING CHECKLIST — FINAL
COMPLETE 1. 130 - 140 KIAS (VYSE MIN)
WHEN LANDING ASSURED:
2. FLAPS — DOWN
BASE 3. TRANSITION TO VREF
4. YAW DAMPER — OFF
1. 130 KIAS (MIN REC)
CAUTION
TO ENSURE CONSTANT REVERSING

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

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King Air 250 & 250C
GO-AROUND
1. POWER — MAX
INITIAL 2. GEAR — UP
3. FLAPS — UP
1. OBTAIN ATIS 4. AIRSPEED — INCREASE TO
2. DESCENT CHECKLIST — VYSE (BLUE LINE)
COMPLETE
THRESHOLD
1. GEAR — RECHECK
DOWN
3. POWER — IDLE
ARRIVAL
1. TORQUE — APPROX 1,600 LBS
3. START ONE-ENGINE-INOPERATIVE
APPROACH AND LANDING CHECKLIST LANDING
1. BETA OR REVERSE —
AS NECESSARY
2. BRAKES — AS NECESSARY
DOWNWIND
2. 130 - 140 KIAS
ABEAM TOUCHDOWN POINT

1. GEAR — DOWN
2. PROP — FULL FORWARD
FINAL
1. 130 - 140 KIAS (VYSE MIN)
BASE 2. FLAPS — DOWN
1. 130 KIAS (MIN REC) 3. TRANSITION TO VREF
5. ONE-ENGINE-INOPERATIVE
APPROACH AND LANDING
CHECKLIST — COMPLETE
ONE ENGINE INOPERATIVE—VISUAL APPROACH AND LANDING

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King AirMANUAL
INITIAL
OM
1. OBTAIN ATIS
GLIDE SLOPE INTERCEPT 2. REVIEW APPROACH AND
1. TORQUE — APPROX MISSED APPROACH
600 - 800 LBS 3. NAVAIDS — TUNE/IDENT
2. 130 - 140 KIAS (VYSE MIN) 4. DESCENT CHECKLIST —
COMPLETE
DH-MISSED APPROACH MM
1. POWER — MAX
2. PITCH — 7˚ - 8˚ NOSE UP (FD-GA)
3. FLAPS — UP
4. GEAR — UP ARRIVAL
5. COMPLETE MISSED APPROACH 1. TORQUE — APPROX
PROCEDURE 800 LBS
3. FD — AS DESIRED
4. START BEFORE
DH LANDING CHECKLIST
APPROACH INBOUND
2. 130 - 140 KIAS
APPROACHING GLIDE SLOPE

1. GEAR — DOWN
2. COMPLETE BEFORE LANDING CHECKLIST
DH-VISUAL AND LANDING ASSURED

1. FLAPS — DOWN
2. TRANSITION TO VREF
LANDING THRESHOLD
1. PROPS — FULL FORWARD 1. GEAR — RECHECK DOWN
2. BETA OR REVERSE 2. AIRSPEED — VREF
3. BRAKES — AS NECESSARY 3. POWER — IDLE
CAUTION CAUTION
TO ENSURE CONSTANT REVERSING CHARACTERISTICS, IF POSSIBLE, PROPELLERS SHOULD BE MOVED OUT OF

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

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King AirMANUAL
INITIAL PROCEDURE TURN OUTBOUND

1. OBTAIN ATIS 1. START TIMING
2. REVIEW APPROACH AND 2. FLAPS — APPROACH
MISSED APPROACH 3. 130 - 140 KIAS
3. NAVAIDS — TUNE/IDENT
4. DESCENT CHECKLIST — FAF
COMPLETE PROCEDURE TURN INBOUND
2. RESET ALTITUDE ALERTER
ARRIVAL
4. START BEFORE LANDING
CHECKLIST
STATION PASSAGE
1. START TIMING
MAP-MISSED APPROACH 2. SET ALTITUDE ALERTER
1. POWER — MAX
2. PITCH — 7˚ - 8˚ NOSE UP (FD-GA)
3. FLAPS — UP
INTERCEPT FINAL APPROACH
4. GEAR — UP
5. COMPLETE MISSED APPROACH 1. COURSE INBOUND
PROCEDURE MAP
FAF APPROACH INBOUND

1. RESET ALTITUDE ALERTER
MDA
FINAL APPROACH FIX

1. START TIMING
2. GEAR — DOWN
THRESHOLD 4. COMPLETE BEFORE
LANDING CHECKLIST
1. GEAR — RECHECK DOWN
5. 130 - 140 KIAS
3. POWER — IDLE
MINIMUM DESCENT ALTITUDE (MDA)

LANDING MAP-LANDING ASSURED 1. LEVEL OFF AT MDA AT LEAST 1 MILE
1. PROPS — FULL FORWARD 1. FLAPS — DOWN PRIOR TO MAP, IF POSSIBLE
2. BETA OR REVERSE 2. TRANSITION TO VREF 2. TORQUE — 1,100 - 1,300 LBS
3. BRAKES — AS NECESSARY 3. YAW DAMPER — OFF 3. 130 - 140 KIAS (VYSE MIN)
CAUTION CAUTION
TO ENSURE CONSTANT REVERSING CHARACTERISTICS IF POSSIBLE, PROPELLERS SHOULD BE MOVED OUT OF

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

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King Air 250 & 250C
KING AIR B200/B200GT WITH PRO LINE 21Pilot
PILOT TRAININGStudy
Pre-Course MANUAL
Guide
ARRIVAL NOTE:
THIS IS A CATEGORY B AIRCRAFT, BUT
1. PLAN CIRCLING MANEUVER AIRSPEEDS OF 121 THROUGH 140 KIAS
2. FOLLOW NORMAL APPROACH REQUIRE USING CATEGORY C MINIMUMS.
PROCEDURES TO MDA
THRESHOLD
MDA
1. GEAR — RECHECK DOWN
MAP
3. POWER — IDLE
FINAL
1. 130 - 140 KIAS (VYSE MIN)
MINIMUM DESCENT ALTITUDE (MDA) 2. FLAPS — DOWN
1 NM 3. TRANSITION TO VREF
1. LEVEL OFF AT MDA AT LEAST 1 4. YAW DAMPER — OFF
MILE PRIOR TO MAP, IF POSSIBLE
2. TORQUE — 1,100 - 1,300 LBS
3. 130 - 140 KIAS (VYSE MIN)
4. MANEUVER WITHIN VISIBILITY
CRITERIA
5. MAINTAIN MDA
MAP AND DURING CIRCLING MANEUVER

1. DETERMINE THAT VISUAL CONTACT WITH
THE RUNWAY ENVIRONMENT CAN BE
MAINTAINED AND A NORMAL LANDING CAN
BE MADE FROM A CIRCLING APPROACH,
OR INITIATE A MISSED APPROACH
2. MAINTAIN MDA DURING CIRCLING MANEUVER
BASE
1. COMMENCE DESCENT FROM
A POINT WHERE A NORMAL
LANDING CAN BE MADE
CAUTION CAUTION
TO ENSURE CONSTANT REVERSING CHARACTERISTICS, IF POSSIBLE, PROPELLERS SHOULD BE MOVED OUT OF

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

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PURPOSES ONLY 19-19
King Air 250 & 250C
SITUATIONAL AWARENESS IN THE COCKPIT
Events that
PILOT PILOT may happen
FLYING MONITORING
(PF) (PM)
SA
COLLECTIVE Events that Events that

S/A have are
happened happening
now
CLUES TO IDENTIFYING:
• Loss of Situational Awareness
• Links In the Error Chain
1. FAILURE TO MEET TARGETS

OPERATIONAL
2. UNDOCUMENTED PROCEDURE
3. DEPARTURE FROM SOP
4. VIOLATING MINIMUMS OR LIMITATIONS
5. FAILURE TO MONITOR
6. COMMUNICATIONS
7. AMBIGUITY
8. UNRESOLVED DISCREPANCIES
HUMAN
9. PREOCCUPATION OR DISTRACTION
10. CONFUSION OR EMPTY FEELING
11. NEED TO HURRY / LAST MINUTE CHANGES
12. FATIGUE
COMMAND AND LEADERSHIP

LEADERSHIP STYLES
VARY WITH SITUATION
LAISSEZ-
AUTOCRATIC AUTHORITARIAN DEMOCRATIC
FAIRE
PARTICIPATION
LOW HIGH
Command — Designated by Organization
— Cannot be Shared
Leadership — Shared among Crewmembers
— Focuses on “What’s right,” not “Who’s right”

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King Air 250 & 250C
COMMUNICATION PROCESS
ASSERTION:
OPERATIONAL • Reach a conclusion
NEED SEND RECEIVE GOAL
ADVOCACY:
• Increase collective S/A
INQUIRY:
• Increase individual S/A
FEEDBACK
• Support Conclusions with Facts
• State Position, Suggest Solutions
• Clear, Concise Questions
— THINK—
• Solicit and give feedback • Maintain focus on the goal
• Listen carefully • Verify operational outcome is achieved
• Focus on behavior, not people • Be aware of barriers to communication
— REMEMBER —
Questions enhance communication flow
Don’t give in to the temptation to ask questions when Assertion is required
Use of Inquiry or Advocacy should raise a “red flag”.
DECISION MAKING PROCESS
HINTS: EVALUATE
RESULT
• Identify the problem: RECOGNIZE
– Communicate it NEED
– Achieve agreement
– Obtain commitment IDENTIFY
AND
• Consider appropriate SOP’s IMPLEMENT DEFINE
PROBLEM
• Think beyond the obvious alternatives RESPONSE
• Make decisions as a result of the process ACCELERATED
RESPONSE COLLECT
• Resist the temptation to make an immediate FACTS
decision and then support it with facts
SELECT A IDENTIFY
RESPONSE ALTERNATIVES
WEIGH IMPACT
OF ALTERNATIVES
ERROR MANAGEMENT
ERROR
CONTAINMENT
• IDENTIFY AREAS OF
MITIGATE VULNERABILITY
ERROR
PREVENTION DETECT & TRAP • USE SOPs, CHECKLISTS AND
EFFECTIVE MONITORING TO
ESTABLISH LAYERS OF
ANTICIPATE & AVOID
DEFENSE

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King Air 250 & 250C
GRADING AND EVALUATION STANDARDS

(Applicable to ATP and 14 CFR 135 Clients)
NOTE
For 14 CFR Part 91 Clients the appropriate PTS for the
level of certificate held would apply.
ATP or FlightSafety Proficiency Card (“ProCard”) Completion Standards: The Pilot must
perform all procedures and maneuvers to the tolerances listed in the AIRLINE TRANSPORT AND
AIRCRAFT TYPE RATING Practical Test Standards for AIRPLANE (ATP PTS) to successfully
complete the course. For a ProCard to be issued to any pilot, the pilot must consistently
exceed the standards defined in the ATP PTS throughout the course, demonstrate supe-
rior airmanship, exhibit sound cockpit/crew management skills, and demonstrate superior
system knowledge.
NOTE
The Standards listed below is only a quick reference, for
the complete standards for any procedure or maneuver,
refer to the complete ATP PTS.
1. Takeoff 6. IFR Approaches (During Final Approach)

a. Heading ± 5° a. Precision Approach
b. Airspeed ± 5 KIAS (1) CDI ±1/4 Scale Deflection
2. Departure, Cruise, Holding, and Arrival (2) GS ±1/4 Scale Deflection
a. Altitude ± 100 Feet (3) Airspeed ±5 KIAS
b. Heading ± 10° (4) DH –0 Feet*
c. Airspeed ± 10 KIAS *for initiating missed approach
b. Non-precision Approach
3. Steep Turns (1) CDI ±1/4 Scale Deflection
a. Altitude ± 100 Feet (2) RMI or
b. Rollout Heading ± 10° Bearing Pointer ±5° Deviation
c. Bank Angle ± 5° (3) MDA +50, –0 Feet
d. Airspeed ± 10 KIAS (4) Airspeed ±5 KIAS
4. Approach to Stall c. Circling Approach
a. Recognize Perceptible Stall or (1) MDA +100, –0 Feet
Stall Warning (2) Heading/Track ±5°
b. Recover at First Indication of Stall (3) Airspeed ±5 KIAS
c. Strive for Minimum Altitude Loss (4) Bank Angle Should not
5. IFR Approaches (Prior to Final Approach) Exceed 30°
a. Non-precision d. Missed Approach
(1) Altitude ± 100 Feet (1) Altitude ±100 feet
(2) Heading ± 5° (2) Heading ±5°
(3) Airspeed ± 10 KIAS (3) Airspeed ±5 KIAS
b. Precision 7. Landing
(1) Altitude ± 100 Feet a. Maintains a Stabilized Approach
(2) Heading ± 5° b. Desired Airspeed ± 5 KIAS
(3) Airspeed ± 10 KIAS c. Maintains directional control during
after-landing roll.
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King Air 250 & 250C
NOTES

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Abrir Pasta KING AIR

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King Air 250 & 250C

Pilot Pre-Course Study Guide

Copyright © 2012 FlightSafety International FOR TRAINING PURPOSES ONLY

Copyright © 2012 FlightSafety International FOR TRAINING PURPOSES ONLY

In this guide you will find the following information:

Copyright © 2012 FlightSafety International FOR TRAINING PURPOSES ONLY

Copyright © 2012 FlightSafety International FOR TRAINING PURPOSES ONLY

EMERGENCY PROCEDURES (MEMORY ITEMS)

EMERGENCY ENGINE SHUTDOWN

ENGINE FIRE ON GROUND

If Fire Warning Persists:

EMERGENCY ENGINE SHUTDOWN

Condition Levers ............................................................................FUEL CUTOFF

ENGINE FAILURE DURING TAKEOFF

Power Levers ...................................................................................GROUND FINE

Copyright © 2012 FlightSafety International FOR TRAINING PURPOSES ONLY

ENGINE FAILURE DURING TAKEOFF

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

ENGINE FAILURE IN FLIGHT BELOW

Power .....................................REDUCE AS REQUIRED TO MAINTAIN CONTROL

ENGINE FLAMEOUT (2ND ENGINE)

Power Lever ......................................................................................................IDLE

FUEL PRESSURE LOW

Standby Pump (failed side) .................................................................................ON

ELECTRICAL SMOKE OR FIRE

Copyright © 2012 FlightSafety International FOR TRAINING PURPOSES ONLY

ENVIRONMENTAL SYSTEM SMOKE OR FUMES

AIRSTAIR DOOR/CARGO DOOR UNLOCKED

If The [DOOR UNLOCKED] Illuminates, Or If An Unlatched Airstair Door/Cargo

Power Levers .................................................................................................... IDLE

Landing Gear ........................................................................................................UP

DUAL GENERATOR FAILURE

Generators ....................................................................................RESET, THEN ON

Copyright © 2012 FlightSafety International FOR TRAINING PURPOSES ONLY

HIGH DIFFERENTIAL PRESSURE

Bleed Air Valves .....................................................................................ENVIR OFF

BLEED AIR FAIL

Bleed Air Valves (affected engine) .......................................PNEU & ENVIR OFF

Copyright © 2012 FlightSafety International FOR TRAINING PURPOSES ONLY

FLIGHT CONTROL AND AUTOPILOT FAILURES

UNSCHEDULED ELECTRIC PITCH TRIM ACTIVATION

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

UNSCHEDULED RUDDER BOOST ACTIVATION

Directional Control .....................................MAINTAIN USING RUDDER PEDALS

AUTOPILOT MISTRIM [E] or [A]

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

AUTOPILOT TRIM FAIL [TRIM]

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

Copyright © 2012 FlightSafety International FOR TRAINING PURPOSES ONLY

AUTOPILOT AUTOMATIC DISENGAGEMENT

Maintain Airplane Control.

ENHANCED GROUND PROXIMITY WARNING SYSTEM (EGPWS)

TERRAIN AWARENESS WARNING SYSTEM PLUS (TAWS+)

Copyright © 2012 FlightSafety International FOR TRAINING PURPOSES ONLY

SELECTED OPERATING LIMITATIONS

Airspeed Tape Indications:

Copyright © 2012 FlightSafety International FOR TRAINING PURPOSES ONLY

EXTERNAL POWER LIMITATIONS

Copyright © 2012 FlightSafety International FOR TRAINING PURPOSES ONLY

Limitations on the Use of Aviation Gasoline: