avllleon aircraft b200c - beechcraft · · 2013-02-06avoid over-action on power levers. turn off...

.aVllleon AircraftSECTION IV

NORMAL PROCEDURESTABLE OF CONTENTS

SUBJECT

Beech Super King Air 8200 & B200C

PAGE

Airspeeds For Safe Operation (12,500 Ibs) 4-3

Procedures By Flight Phase 4-3Preflight Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-3

Cabin/Cockpit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-3Left Wing and Nacelle . . . . . . . . . . . . . . . . . . . 4-4Nose Section ... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-5Right Wing and Nacelle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-5Right Aft Fuselage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-6Tail Section 4-6Left Aft Fuselage . . . . . . . . . . . . . . . . 4-7

Before Engine Starting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-7Engine Starting (Battery) 4-9Engine Starting (External Power) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-10Engine Clearing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-11Before Taxi 4-11Before Takeoff (Runup) 4-12Before Takeoff (Final Items) 4-14Takeoff 0 •••••••••••••••••••••••••••••••••••• 4-14Climb 4-15Cruise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-15Descent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-15Before Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-15Normal Landing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-16Maximum Reverse Thrust Landing 4-16Balked Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-17After Landing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-17Shutdown and Securing 4-17

Other Normal Procedures. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-18Oxygen System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-18

Preflight Inspection 4-18Heating/Cooling System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-20

Radiant Heat (if installed) 4-20Defroster Air 4-20

Blending Anti-icing Additive to Fuel 4-21Adding Biocide to Fuel 4-21Use of Jet B, JP-4, and Aviation Gasoline 4-21Nickel-Cadmium Battery Check (Ground Operation Only) 4-21Cold Weather Procedures (Snow, Slush, and Ice) 4-22

Preflight Inspection 4-22Taxiing 4-22Before Takeoff 4-22Takeoff 4-22ALanding 4-22AShutdown and Securing 4-22A

Icing Flight. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-23Before Takeoff (Runup) 4-23In Flight 4-24Before Landing 4-26

Practice Demonstration of VMCA .•.•...............•....••.•..•......•.....•.••..•..•. 4-26Practice Landing Gear Manual Extension (Mechanical System) 4-27

May, 2000 4-1

Beech Super King Air 8200 & B200C

SUBJECT

.aytllean AircraftSECTION IV

NORMAL PROCEDURES

TABLE OF CONTENTS (CONT'D)

PAGE

4-2

Landing Gear Retraction After Practice Manual Extension (Mechanical System) 4-27Practice Landing Gear Manual Extension (Hydraulic System) 4-27Landing Gear Retraction After Practice Manual Extension (Hydraulic System) 4-27Simulating One-Engine-Inoperative (Zero Thrust) 4-28Noise Characteristics 4-28Cabin Door Annunciator Circuitry Check (8200) 4-28Cabin/Cargo Door Annunciator Circuitry Check (B200C) 4-28

May, 2000

~ftSuper King Air B2001B200C

Section IVNormal Procedures

All airspeeds quoted in this section are indicated airspeeds (lAS) and assume zero instrument error.

AIRSPEEDS FOR SAFE OPERATION (12,500 LBS)

Maximum Demonstrated Crosswind Component. 25 KnotsTakeoff (Flaps Up) .

Rotation 95 Knots

50-ft Speed 121 KnotsTakeoff (Flaps Approach)

Rotation 94 Knots

50-ft Speed 106 KnotsTwo-Engine Best Angle-of-Climb (Vx) ~ 100 KnotsTwo-Engine Best Rate-of-Climb (Vy) 125 KnotsCruise Climb:

Sea Level to 10,000 feet 160 Knots

10,000 to 20,000 feet 140 Knots

20,000 to 25,000 feet 130 Knots

25,000 to 35,000 feet 120 KnotsMaximum Airspeed for Effective Windshield Anti-icing 226 KnotsManeuvering Speed (VA) 181 Knots.Turbulent Air Penetration 170 Knots

For turbulent air penetration, use an airspeed of 170 knots. Avoid over-action on powerlevers. Turn off autopilot altitude hold. Keep wings level, maintain attitude and avoid use oftrim. Do not chase airspeed and altitude. 'Penetration should be at an altitude which providesadequate maneuvering margins when severe turbulence is encountered.

Landing Approach:

Flaps Down 103 KnotsBalked Landing Climb 100 KnotsIntentional One-Engine-Inoperative Speed (VSSE) 104 KnotsAir Minimum Control Speed (VMCA) 86 Knots

PROCEDURES BY FLIGHT PHASE

NOTERefer to all applicable Beech Supplements and STC Supplements for flight phase proceduresfor optional equipment installed in the airplane.

PREFLIGHT INSPECTION

After the first flight of each day, the Preflight Inspection may be omitted except for items marked with a "+".Fuel tank caps and engine oil quantity and filler cap need not be checked unless system(s) were serviced.External inspections with flaps down may be conducted at intervals deemed appropriate by the pilot.

CABIN/COCKPIT

1. Monogram Electric Toilet (if installed) - KNIFE VALVE OPEN

+ 2. Baggage - SECURE

3. Emergency Exit - SECURE AND UNLOCKED

4. Trim Tabs - SET TO "0" UNITS

December, 1994 4-3


[~

ikechcmftSuper King Air B200/B200C

4-4

The elevator trim system must not be forced past the limits which are indicated on the elevator trim indicator scale, either manually, electrically, or by action of the autopilot.

5. Condition Levers - FUEL CUT OFF

6. Landing Gear Control - DN

7. Control Locks - REMOVE

8. Parking Brake - SET

9. Ignition and Engine Start - ENSURE OFF

10. Battery - ON, CHECK 23 VOLT MINIMUM

11. Fuel Quantity - CHECK

12. Flap Control (if desired) - APPROACH, THEN DOWN (check indicator)

13. Battery - OFF

14. Oxygen System Preflight Inspection - COMPLETE (See OTHER NORMAL PROCEDURES.)

LEFT WING AND NACELLE

1. Door Seal - CHECK

2. Flaps - CHECK

3. Oil Breather Vent - CLEAR

+ 4. Brake Lines, Brake Wear, Brake Deice Lines (if installed) - CHECK

5. Fire Extinguisher (if installed) - CHECK PRESSURE

6. Inverter Cooling Louver - CLEAR

7. Aileron and Tab - CHECK

8. Flush Outboard Wing Fuel Tank Sump - DRAIN

9. Static Wicks (4) - CHECK

10. Navigation, Recognition, & Strobe Ughts - CHECK

+ 11. Main Fuel Tank Cap - SECURE

12. Stall Warning Vane - CHECK

+ 13. Tiedown - REMOVED

14. Outboard Deice Boot and Stall Strip - CHECK

15. Ice Light - CHECK

16. Heated Fuel Vent - CLEAR

17. Ram Scoop Fuel Vent - CLEAR

18. Gravity Une Drain - DRAIN

19. Inverter Caoling Louvers - CLEAR

20. Wing Leading Edge Tank Sump - DRAIN

+ 21. Landing Gear (Doors, Wheel Well, Strut, Tires, Brakes) - CHECK

+ 22. Chock - REMOVE

23. Standby Pump Drain - DRAIN

24. Fuel Filter Strainer Sump - DRAIN

+ 25. Engine Oil - CHECK QUANTITY, CAP SECURE

26. Engine Compartment Door (Outbd) - SECURE, BLEED VALVE EXHAUST CLEAR

27. Exhaust Stack (Outbd) - CHECK FOR CRACKS

28. Top Cowling Locks (Outbd) - SECURE

29. Nacelle Cooling Ram Air Inlets - CLEAR

December, 1994

CReechcraftSuper King Air B200/B200C

+ 30. Propeller - CHECK FOR NICKS, DEICE BOOT SECURE

31. Engine Intake - CLEAR

32. Top Cowling Locks (Inbd) - SECURE

33. Exhaust Stack (Inbd) - CHECK FOR CRACKS

34. Generator Cooling Inlet - CLEAR

35. Engine Compartment Door (Inbd) - SECURE, BLEED VALVE EXHAUST CLEAR

36. Heat Exchanger Inlet - CLEAR

+ 37. Auxiliary Fuel Tank Cap - SECURE

38. Hydraulic Landing Gear Service Door (if installed) - SECURE

39. Inboard Deice Boot - CHECK

40. Heat Exchanger Outlet - CLEAR- --_# --

41. Hydraulic Landing Gear Vent Lines (if installed) - CLEAR

42. Auxiliary Fuel Tank Sump - DRAIN

43. Lower-Antennas and Beacon - CHECK

NOSE SECTION- .

1. OAT Probe (Lower Fuselage) - CHECK

2. Avionics Panel - SECURE

3. Condenser Blower Outlet - CLEAR

+ 4. Nose Gear (Doors, Strut, Nose Gear Steering Stop Block, Tire, Wheel Well) - CHECK

+ 5. Chock - REMOVE

6. Landing and Taxi Lights - CHECK

7. Pitot Masts - COVERS REMOVED, CLEAR

8. Radome - CHECK

9. Windshield Wipers - CHECK

10. Ram Air Inlet - CLEAR

11. Avionics Panel - SECURE

RIGHT WING AND NACELLE

1. Auxiliary Fuel Tank Sump - DRAIN

2. Battery Drain - CLEAR

3. Battery Air Inlet - CLEAR, VALVE FREE

4. Heat Exchanger Outlet - CLEAR

5. Inboard Deice Boot - CHECK

6. Battery Exhaust - CLEAR

+ 7. Auxiliary Fuel Tank Cap - SECURE

8. Heat Exchanger Inlet - CLEAR

+ 9. Engine Oil - CHECK QUANTITY, CAP SECURE

10. Engine Compartment Door (lnbd) - SECURE, BLEED VALVE EXHAUST CLEAR

11. Exhaust Stack (Inbd) - CHECK FOR CRACKS

12. Top Cowling Locks (Inbd) - SECURE

13. Nacelle Cooling Ram Air Inlets - CLEAR

+ 14. Propeller - CHECK FOR NICKS, DEICE BOOT SECURE

15. Engine Intake - CLEAR

16. Top Cowling Locks (Outbd) - SECURE

17. Exhaust Stack (Outbd) - CHECK FOR CRACKS

December, 1994


4-5


~ftSuper King Air B200/B200C

4-6

18. Generator Cooling Inlet - CLEAR

19. Engine Compartment Door (Outbd) - SECURE, BLEED VALVE EXHAUST CLEAR

20. Fuel Filter Strainer Sump - DRAIN

21. Standby Pump Drain - DRAIN

+ 22. Landing Gear (Doors, Wheel Well, Strut, Tires, Brakes) - CHECK

23. Fire Extinguisher (if installed) - CHECK PRESSURE

+ 24. Chock - REMOVE

25. Heated Fuel Vent - CLEAR

26. Ram Scoop Fuel Vent - CLEAR

27. Gravity Une Drain - DRAIN

28. Inverter Cooling Louvers - CLEAR

29. Wing Leading Edge Tank Sump - DRAIN

+ 30. External Power Door - CLOSED

31. Ice Light - CHECK

32. Outboard Deice Boot and Stall Strip - CHECK

+ 33. Tiedown - REMOVE

34. Flush Outboard Wing Fuel Tank Sump - DRAIN

+ 35. Main Fuel Tank Cap - SECURE

36. Navigation, Recognition, and Strobe Ughts - CHECK

37. Static Wicks (4) - CHECK

38. Aileron and Bendable Tab - CHECK

39. Flaps - CHECK

40. Inverter Cooling Louver - CLEAR

+ 41. Brake Lines, Brake Wear, Brake Deice Lines (if installed) - CHECK

42. Oil Breather Vent - CLEAR

RIGHT AFT FUSELAGE

1. Lower Antennas - CHECK

2. Ventral Fin Drain Holes - CLEAR

3. Lower Aft Cabin Access Door - SECURE

+ 4. Tiedown - REMOVED

5. Oxygen Service Access Door - SECURE

6. Static Ports - CLEAR

7. ELT - ARMED

8. Cabin Air Exhaust - CLEAR

9. Access Panel - SECURE

TAIL SECTION

1. Ventral Fin and Static Wick (1) - CHECK

2. VOR antennas (Right and Left) - CHECK

3. Rudder, Rudder Tab, Stinger and Static Wicks (4) - CHECK

4. Horizontal Stabilizer, Boots and Static Wick (Right and Left) - CHECK

5. Elevator, Tab, and Static Wicks (3 Each Side) - CHECKVerify Tabs are in "0" (Neutral) Position.

December, 1994

~ftSuper King Air B2001B200C

NOTE


The elevator trim tab "0" (neutral) position is determined by observing that the trailing edgeof the elevator trim tab aligns with the trailing edge of the elevator when the elevator is resting against the down stops.

6. Position Light, Tail Floodlights (Left and Right If Installed) - CHECK

LEFT AFT FUSELAGE

1. Access Panel - SECURE

2. Static Ports - CLEAR

3. Drains (Aft Compartment, Oxygen Discharge, Relief Tube) - CLEAR

BEFORE ENGINE STARTING

NOTEItems marked with an "." may be omitted at pilot's discretion after the first flight of each day.

1. Cabin Door (B200) or Cabin Door/Cargo Door (B200C)Circuitry Check - COMPLETE (See OTHER NORMAL PROCEDURES.)

2. Cabin Door (8200) or Cabin Door/Cargo Door (B200C) - LOCKED (See OTHER NORMAL PROCEDURES.)

IWARNING IA crew member must close and lock the door.

3. Monogram Electric Toilet (if installed) - CONFIRM KNIFE VALVE OPEN

4. Load and Baggage - CONFIRM SECURE

5. Weight and C.G. - CHECKED

6. Seats - POSITIONED (SEATBACKS UPRIGHT, LATERAL-TRACKING SEATS - OUTBOARD POSI-TION)

7. Emergency Exit - CONFIRM SECURE AND UNLOCKED

8. Passenger Briefing - COMPLETE

9. Control Locks - CONFIRM REMOVED

10. Seats and Rudder Pedals ~ ADJUSTED

11. Seatbelts and Shoulder Harnesses - FASTENED

12. Oxygen System Ready - PULL ON

• 13. Oxygen System Preflight Inspection - CONFIRM COMPLETE (See OTHER NORMAL PROCEDURES.)

14. Fuel Panel Circuit Breakers - IN

15. Pilot's Instrument Panel - CHECK

a. Compass Control - SLAVED

b. Prop Sync Switch (if installed) TYPE I - OFF; TYPE II - ON

• 16. Pilot's Clock (Control Wheel) - CHECK AND SET

17. Pilot's Subpanel - CHECK

a. Mic Selector Switch - NORMAL

b. Parking Brake - CONFIRM SET

c. Engine Ice Vane Switches - EXTEND

December, 1994 4-7


NOTE

C£?eechcmftSuper King Air B200/B200C

4-8

The engine ice vanes should be extended for all ground operations to minimize ingestion ofground debris. Turn engine anti-ice off, when required, to maintain oil temperature within limits.

d. Pilot Air Control - AS REQUIRED

e. Defrost Air Control - AS REQUIRED

1. Landing Gear Control - ON

g. Landing Gear Relay Circuit Breaker - IN

h. All Other Switches - OFF

18. Avionics Panel Switches - AS REQUIRED

• Radar - OFF OR STANDBY

19. Power Console - CHECK

a. Power Levers -IDLE, FRICTION SET

b. Propeller Levers - FULL FORWARD, FRICTION SET

c. Condition Levers - FUEL CUT OFF, FRICTION SET

d. Elevator, Aileron, and Rudder Trim Controls - SET

e. Landing Gear Alternate Extension Handle - STOWED

20. Pedestal - CHECK

a. EFIS Power Switches (if installed) - OFF

b. EFIS Reversionary Switches (if installed) - NORMAL

c. Cabin Pressure Switch - PRESS

d. Rudder Boost Switch - ON

e. Elevator Trim Switch - ON

1. Pressurization Controller - SET

21. Copilot's Instrument Panel - CHECK

• Compass Control - SLAVED

* 22. Copilot's Clock (Control Wheel) - CHECK AND SET

23. Copilot's Subpanel - CHECK

a. Cabin Sign - NO SMOKE & FSB

b. Vent Blower Switch - AUTO

c. Bleed Air Valve Switches - OPEN OR ENVIR OFF

d. Cabin Temp Mode Control - OFF

e. Cabin/Cockpit Air Control - AS REQUIRED

f. Copilot Air Control - AS REQUIRED

g. Mic Selector Switch - NORMAL

h. Oxygen Pressure - CONFIRM

i. All Other Switches - OFF

24. Copilot's Circuit Breaker Panel - CHECK

* 25. Pilot's Static Air Source - NORMAL

* 26. Fire Extinguisher (Under Copilot's Chair) - CHECK

27. Fuel Panel - CHECK

a. Battery - ON (L & R FUEL PRESS, L & R ICE VANE EXT annunciators - ILLUMINATED)

* b. Firewall Shutoff Valves - CLOSE

* c. Standby Pumps - ON (Usten For Operation, L & R FUEL PRESS annunciators - ILLUMINATED)

* d. Firewall Shutoff Valves - OPEN (L & R FUEL PRESS annunciators - EXTINGUISHED)

December, 1994



* e. Standby Pumps - OFF (L & R FUEL PRESS annunciators - ILLUMINATED)

* 1. Crossfeed - ALTERNATELY LEFT AND RIGHT (FUEL CROSSFEED annunciator -ILLUMINATED,L & R FUEL PRESS annunciators - EXTINGUISHED)

* g. Crossfeed - OFF

* h. Auxiliary Tank Transfer - AUTO

* i. No Transfer Lights - PRESS TO TEST (if extinguished)

j. Fuel Quantity (Main and Auxiliary) - CHECK

* 28. Landing Gear Handle Lights - PRESS TO TEST

* 29. Hydraulic Fluid Sensor (if installed) - TEST (HYD FLUID LOW annunciator ILLUMINATED)

30. Beacon - ON

31. DC VoltlLoadmeters - PRESS TO CHECK VOLTAGE (23 volt minimum)

* 32. Annunciators - TEST

* 33. Stall Warning - TEST

* 34. Fire Detectors and Fire Extinguishers (if installed) - TEST

ENGINE STARTING (BATTERY)

1. Right Ignition and Engine Start - ON (R FUEL PRESS annunciator - EXTINGUISHED)

2. Right Condition Lever - LOW IDLE (at 12% N1 or above)

3. ITT and N1 - MONITOR (1000°C maximum)

If no ITT rise is observed within 10 seconds after moving the Condition Lever to LOW IDLE,move the Condition Lever to CUT OFF. Allow 60 seconds for fuel to drain and starter to cool,then follow ENGINE CLEARING procedures.

4. Right Oil Pressure - CHECK

5. Right Condition Lever - HIGH IDLE

6. Right Ignition and Engine Start - OFF (at 50% N1 or above)

7. Right Generator - RESET, (HOLD for 1 sec) then ON (charge battery until loadmeter reads approximately 50% or less)

NOTEIn order to turn the generator ON, the generator control switch must be held in the springloaded RESET position for a minimum of one second, then released to ON.

NOTEThe BATTERY CHARGE annunciator will illuminate approximately 6 seconds after the generator is on the line. If the annunciator does not extinguish within 5 minutes, refer to NICKELCADMIUM BATTERY CHECK procedure (see OTHER NORMAL PROCEDURES).

8. Right Generator - OFF

9. Left Ignition and Engine Start - ON (L FUEL PRESS annunciator - EXTINGUISHED)

10. As Left N1 rpm accelerates thru 12%:

a. Left Condition Lever - LOW IDLE

b. Right Generator - ON


12. Left Oil Pressure - CHECK

December, 1994 4-9



4-10

13. Left Ignition and Engine Start - OFF (at 50% N1 or above)

14. D.C. VoltlLoadmeters - PRESS TO CHECK VOLTAGE (27.5-29.0 volts)

15. Left Generator - RESET, (HOLD for 1 sec) THEN ON

16. Right Condition Lever - REDUCE TO LOW IDLE or as required for air conditioner.

ENGINE STARTING (EXTERNAL POWER)

NEVER CONNECT AN EXTERNAL POWER SOURCE TO THE AIRPLANE UNLESS ABATTERY INDICATING A CHARGE OF AT LEAST 20 VOLTS IS IN THE AIRPLANE. If thebattery voltage is less than 20 volts, the battery must be recharged, or replaced with a batteryindicating at least 20 volts, before connecting external power. Only use an external powersource fitted with an AN-type plug.

NOTEWhen an external power source is used, it must be set to 28.0 to 28.4 volts and be capableof producing 1000 amperes momentarily and 300 amps continuously. The battery should beOn to absorb transients present in some auxiliary power units. An EXT PWR annunciator isprovided to alert the crew when an external DC power plug is connected to the airplane.

1. Avionics Master Switch - CONFIRM OFF

2. Left and Right Generator Switches - CONFIRM OFF

3. Battery - ON

4. External Power Source - TURN OFF, then CONNECT TO AIRPLANE

5. External Power Source - TURN ON

6. Voltmeter - 28.0 TO 28.4 VOLTS

NOTEIf the battery is partially discharged, the BATTERY CHARGE annunciator will illuminateapproximately 6 seconds after the external power is on the line. If the annunciator does notextinguish within 5 minutes, refer to the NICKEL-CADMIUM BATTERY CHECK procedure(see OTHER NORMAL PROCEDURES).

7. Propeller Levers - FEATHER

8. Right Ignition and Engine Start - ON (R FUEL PRESS Annunciator - EXTINGUISHED)

9. Right Condition Lever - LOW IDLE (at 12% N1 or above)


If no ITT rise is observed within 10 seconds after moving the Condition Lever to LOW IDLE,move the Condition Lever to FUEL CUT OFF, Allow 60 seconds for fuel to drain and starterto cool, then follow ENGINE CLEARING procedures.

11. Right Oil Pressure - CHECK

12. Right Ignition and Engine Start - OFF (at 50% N1 or above)

13. Left Ignition and Engine Start - ON (L FUEL PRESS Annunciator - EXTINGUISHED)

14. Left Condition Lever - LOW IDLE (at 12% N1 or above)

December, 1994

Ci?eechcmftSuper King Air B2001B200C

15. In and N1 - MONITOR (1000°C maximum)

16. Left Oil Pressure - CHECK

17. Left Ignition and Engine Start - OFF (at 50% N1 or above)

18. External Power Source - TURN OFF, DISCONNECT, SECURE DOOR

19. Left and Right Generators - RESET, (HOLD for 1 sec) THEN ON

20. Propeller Levers - FULL FORWARD

ENGINE CLEARING


The following procedure is used to clear an engine at any it is deemed necessary to remove internallytrapped fuel and vapor, or if there is evidence of a fire within the engine. Air passing through the engineserves to purge fuel, vapor, or fire from the combustion section, gas generator turbine, power turbines andexhaust system.

1. Condition Lever - FUEL CUT OFF

2. Ignition and Engine Start - STARTER ONLY (for a maximum of 40 seconds)

Do not exceed the starter time limits; see Section II, LIMITATIONS.

3. Ignition and Engine Start - OFF

BEFORE TAXI

NOTEItems marked with an "." may be omitted at pilot's discretion after the first flight of the day.

NOTEIf excessive llT's occur during anyone of the following conditions, adjust the condition leversto a higher N1 speed.- When high generator loads are required.- During operations at high ambient air temperatures.- During operations at high field elevations.

If excessive ITI's are encountered, particularly if accompanied by a decreasing N1, the associated generator should be turned off prior to attempting to accelerate the engine. If the rightITT is high, also tum off the air conditioner by selecting the CABIN TEMP MODE switch toOFF.

1. Inverters CHECK (Volts/Freq =105-120 V/380-420Hz)

a. Either Inverter - SELECT (Check Volts, Freq, INVERTER annunciator - EXTINGUISHED)

b. Other Inverter - SELECT (Check Volts, Freq, INVERTER annunciator - EXTINGUISHED)

2. Inverter - SELECT NO. 1 OR NO.2

3. Loadmeters - PARALLEL WITHIN 10%

4. Avionics Master - ON

5. EFIS Power (if installed) - ON

6. External Lights - AS REQUIRED

7. Cabin Lights - AS REQUIRED

8. Bleed Air Valves - OPEN OR ENVIR OFF - AS REQUIRED

9. Cabin Temp Mode - AUTO

December, 1994 4-11


10. Cabin Temperature - AS REQUIRED

11. Instruments - CHECK (EFtS brightness at minimum required, if installed)

.. 12. Brake Deice (if installed) - CHECK

a. Bleed Air Valves - OPEN

b. Brake Deice - ON (BRAKE DEICE ON annunciator - ILLUMINATED)

c. Condition Levers - HIGH IDLE (if Brake Deice is required)

d. Brake Deice - OFF (BRAKE DEICE ON annunciator - EXTINGUISHED)

e. Condition Levers - LOW IDLE

CReechcmftSuper King Air B2001B200C

4-12

Do not leave brake deice on longer than required to check function of annunciators at ambient temperatures above 15°C.

NOTEBrake deice control valves may become inoperative if valves are not cycled periodically. Onecycle of the valves is required daily regardless of the weather conditions.

13. Flight Controls - CHECK PROPER DIRECTION AND FREEDOM OF MOVEMENT

14. Flaps - CHECK AND SET

15. Brakes - RELEASED AND CHECKED

Never taxi with a flat tire or flat shock strut. During taxi operations, particular attention shouldbe given to propeller tip clearance. Extreme caution is required when operating on unimproved or irregular surfaces or when high winds exist. If operations produce a propeller rpmover 1600, retard propeller levers to the detent to limit rpm to 1600 to help reduce the possibility of ingestion of ground debris.

BEFORE TAKEOFF (Runup)

NOTEItems marked with an ".." may be omitted at pilot's discretion after the first flight of the day.

1. Avionics and Radar - CHECK

2. EFIS (if installed) - TEST

3. Pressurization - CHECK AND SET

.. a. Cabin Altitude Selector Knob - ADJUST SO THAT "CABIN ALT" DIAL INDICATES AN ALTITUDE1000 FEET BELOW FIELD PRESSURE ALTITUDE

.. b. Rate Control Selector Knob - SET INDEX AT 12-0'CLOCK POSITION

'* c. Cabin Pressurization Switch - HOLD IN TEST

* d. Cabin Climb Indicator - CHECK FOR RATE OF DESCENT INDICATION

.. e. Cabin Pressurization Switch - RELEASE TO PRESS WHEN PRESSURIZING IS CONFIRMED

1. Cabin Altitude Selector Knob - ADJUST SO THAT INNER SCALE (ACFT ALT) INDICATESPLANNED CRUISE ALTITUDE PLUS 1000 FEET (If this setting does not result in an outer scale(CABIN ALT) indication of at least 500 feet above take-off field pressure altitude, adjust asrequired.)

December, 1994


4. Autopilot - CHECK

5. Elevator Trim - CHECK

a. Elevator Trim - ON

b. Pilot's and Copilot's Switches - CHECK OPERATION

c. Trim Quick Disconnect - CHECK (ELEC TRIM OFF annunciator - ILLUMINATED)

d. Elevator Trim - OFF, THEN ON (ELEC TRIM OFF annunciator - EXTINGUISHED)

IWARNING I


Operation of the electric trim system should occur only by movements of pairs of switches.Any movement of the elevator trim wheel while depressing only one switch denotes a systemmalfunction. The elevator trim control switch must then be turned OFF and flight conductedonly by manual operation of the trim wheel.

6. Trim Tabs - CONFIRM SET

7. Primary Governors, Overspeed Governors and Rudder Boost - TEST

a. Rudder Boost - ON

b. Prop Governor Test Switch - HOLD TO PROP GOV TEST

c. Power Levers (Individually) - INCREASE UNTIL PROP IS STABILIZED AT 1830 TO 1910 RPM.

d. Propeller Lever - RETARD TO DETENT, THEN FULL FORWARD (to check primary governor)

e. Power Lever - CONTINUE TO INCREASE UNTIL RUDDER MOVEMENT IS NOTED. (Observe ITTand Torque Limits)

f. Power Lever - IDLE

g. Repeat Steps c - f

h. Prop Governor Test - RELEASE

8. Autofeather (if installed) - CHECK

a. Power Levers - APPROXIMATELY 500 FT-LBS TORQUE

b. Autofeather Switch - HOLD TO TEST (L & R AUTOFEATHER annunciators - ILLUMINATED)

c. Power Levers - RETARD INDIVIDUALLY:

1) At Approximately 410 ft-Ibs - OPPOSITE ANNUNCIATOR EXTINGUISHED

2) At Approximately 260 ft-Ibs - BOTH ANNUNCIATORS EXTINGUISHED (Propeller Starts toFeather)

NOTEAutofeather annunciator will cycle on and off with each fluctuation of torque as the propellerfeathers.

d. Power Levers - BOTH RETARDED (L & R AUTOFEATHER annunciators - EXTINGUISHED, neither propeller feathers)

9. Autofeather (if installed) - ARM

10. Propeller Feathering (Manual) - CHECK

* 11. Vacuum and Pneumatic Pressure - CHECK

a. Left Bleed Air Valve - INSTR & ENVIR OFF

1) L BL AIR OFF annunciator - ILLUMINATED

2) Gyro Suction Gage and Pneumatic Pressure Gage in Green Arc

b. Right Bleed Air Valve - INSTR & ENVIR OFF

1) R BL AIR OFF, L & R BLEED FAIL annunciators - ILLUMINATED

December, 1994 4-13

Section IVNorma; Procedures

CL?eechcraftSuper King Air B200JB200C

4-14

2) Gyro Suction Gage and Pneumatic Pressure Gage -Zero

c. Left Bleed Air Valve - OPEN

1) L BL AIR OFF, L & R BLEED FAIL annunciators - EXTINGUISHED

2) Gyro Suction Gage and Pneumatic Pressure Gage - IN GREEN ARC

d. Right Bleed Air Valve - OPEN (R BL AIR OFF annunciator - EXTINGUISHED)

12. Engine Ice Vanes - CHECK (see OTHER NORMAL PROCEDURES)

13. Systems For Icing Flight - CHECK, IF REQUIRED (see OTHER NORMAL PROCEDURES)

14. Fuel Quantity, Flight and Engine Instruments - CHECK

BEFORE TAKEOFF (Final Items)

1. Propeller Levers - CONFIRM FULL FORWARD

2. Flaps - CONFIRM SET

3. Trim - CONFIRM SET

4. Brake Deice (if installed) - OFF

5. Left and Right Bleed Air - OPEN

6. Aft Blower (if installed) - AS REQUIRED

7. Annunciators - EXTINGUISHED OR CONSIDERED

8. Ice Protection - ON, IF REQUIRED

a. Auto Ignition - ON (L and R IGNITION ON annunciators - ILLUMINATED)

b. Engine Ice Vanes - CONFIRM EXTENDED (L & R ENG ANTI-ICE annunciators - ILLUMINATED)

c. Windshield Anti-ice - NORMAUHI

d. Prop Heat - AUTO

e. Left and Right Fuel Vent Heat - ON

f. Stall Warning Heat - ON

g. Left and Right Pitot Heat - ON

Prolonged use of stall warning and pitot heat on the ground will damage the heating elements.

9. Generator Load - CHECK

10. Engine Ice Vanes (if not required) - CONFIRM RETRACTED

11. External Lights - AS REQUIRED

12. Transponder - ON

13. V1, VR, V2, and Minimum Takeoff Power - CONFIRM

TAKEOFF

1. Brakes - HOLD

2. Power - SET (ensure minimum takeoff power is available)

3. Autofeather Annunciators (if installed) - ILLUMINATED

4. Brakes - RELEASED

NOTEIncreasing airspeed will cause torque and ITT to increase.

5. Landing Gear - UP (when positive climb established)

December, 1994

~ftSuper King Air B200lB200C

6. Flaps - UP (at blue line, 121 knots minimum)

CLIMB

1. Vaw Damp - ON

2. Climb Power - SET

3. Propellers - 1900 RPM

4. Prop Sync (if installed) • ON

5. Autofeather (if inslalled) - OFF

6. Engine Instrumenls - MONITOR

7. Cabin Sign - AS REQUIRED

8. Pressurization - CHECK

9. Aft Blower (if inslalled) • AS REQUIRED

10. Ughts - AS REQUIRED

CRUISE

I WARNING ~

Do not hll power levers in flight.

Sect ion IVNormal Procedures

1. Cruise Power - SET PER CRUISE POWER TABLES OR GRAPHS

2. Engine Instruments - MONITOR

3. Auxiliary Fuel Gages - MONITOR (Ensure fuel is being transferred from the auxiliary tanks.)

4. Pressurization - MONITOR (Reset if cruise altitude changes by 1000 feet or more)

DESCENT

1. Pressurization - SET

a. Cabin Altitude Selector Knob - SET PER PRESSURIZATION CONTROllER SETTING FORLANDING GRAPH, OR SO THAT · CABIN ALl" DIAL INDICATES LANDING FIELD PRESSUREALn TUDE PLUS 500 FEET.

b. Rate Control Selector Knob - AS DESIRED

2. Altimeler· SET

3. Cabin Sign - AS REQUIRED

4. Windshield Anti-ice - AS REQUIRED (NORMAL or HI well belore descenl into warm, moist air, to aid indefogging.)

5. Autolealher (II installed) - ARM

6. Fuel Balance - CHECK

7. Power - AS REQUIRED

NOTEApproximately 75% Nt is required to maintain the pressurization schedule during descent.

BEFORE LANDING

I CAur!0N lPropeller operation in Ihe range of 1750-1850 rpm sbo'd be avoided as it may cause ILSinterference.

December, 1994 4·15

Section 4

Normal Procedures

1. Approach Speed - CONFIRM

2. Pressurization - CHECK

3. Cabin Sign · NO SMOKE & FSB

4. Flaps - APPROACH

5. landing Gear - DN

6. lights - AS REQUIRED

Raytheon Aircraft CompanySuper King Air B200lB200C

NOTEUnder low visibility conditions, landing and taxi lights should be left off due to light reflections.

7. Prop Sync (TYPE I) . OFF

8. Radar - AS REQUIRED

9. Surtace Deice - CYCLE (as required)

NOTEIf crosswind landing is anticipated, determine crosswind component from Section V. PERFORMANCE. Immediately priorto touchdown, lower upwind wing and align the fuselage with the runwayby use of rudder. During rollout, hold aileron control into the wind and maintain directional control with rudder and brakes. Use propellerreverse as desired.

I NORMAL LANDING

1. Flaps· DOWN

2. Airspeed - NORMAL LANDING APPROACH SPEED

3. Yaw Damp - OFF

4. Power levers - IDLE

5. Propeller Levers - FULL FORWARD

ICAUTION ITo ensure constant reversing characteristics, the propeller levers must be in the high rpm position.

After Touchdown:

6. Power Levers· BETA RANGE OR REVERSE (AS REQUIRED)

7. Brakes- AS REQUIRED

IMAXIMUM REVERSE THRUST LANDING

1. Flaps - DOWN

2. Airspeed - NORMAL LANDING APPROACH SPEED

3. Yaw Damp- OFF

4. Condition Levers - HIGH IDLE

5. Propeller l evers - HIGH RPM

After Touchdown:

6. Power Levers - LIFT AND REVERSE

4-16 April,2004

<i?eechcmftSuper King Air B2001B200C

7. Brakes - AS REQUIRED

8. Condition Levers - LOW IDLE


If possible, propellers should be moved out of reverse at approximately 40 knots to minimizeblade erosion. Care must be exercised when reversing on runways with loose sand, dust, orsnow on the surface. Flying gravel will damage propeller blades, and dust or snow may impairthe pilot's visibility.

BALKED LANDING

1. Power - MAXIMUM ALLOWABLE

2. Airspeed - 100 KNOTS (when clear of obstacles, establish normal climb)

3. Flaps - UP

4. Landing Gear - UP

AFTER LANDING

1. Auto Ignition - OFF

2. Engine Ice Vanes - EXTEND

The engine ice vanes should be extended for all ground operations to minimize ingestion ofground debris. Tum engine anti-ice off, when required, to maintain oil temperature within limits.

3. Lights - AS REQUIRED

4. Ice Protection - OFF

5. Transponder - STANDBY

6. Radar - STANDBY or OFF

7. Trim Tabs - SET

8. Flaps - UP

SHUTDOWN AND SECURING

1. Parking Brake - SET

2. Standby Boost Pumps and Crossfeed - OFF

3. EFIS Power (if installed) - OFF

4. Avionics Master - OFF

5. Inverter - OFF

6. Autofeather (if installed) - OFF

7. Lights - OFF

8. Vent Blower - AUTO

9. Cabin Temp Mode - OFF

10. Aft Blower (if installed) - OFF

11. Radiant Heat (if installed) - OFF

12. Battery - CHARGED

13. ITT - STABILIZED AT MINIMUM TEMPERATURE FOR ONE MINUTE

December, 1994 4-17


14. Condition Levers - FUEL CUT OFF

OeechcrnftSuper King Air B200/B200C

4-18

Monitor ITT during shutdown. If sustained combustion is observed, proceed immediately tothe engine clearing procedure. During shutdown, ensure that the compressors deceleratefreely. Do not close the firewall fuel valves for normal engine shutdown.

15. Propeller Levers - FEATHER

16. DC VoltlLoadmeters - CHECK VOLTAGE (No voltage indicates current limiter is out)

17. Overhead Panel Switches - OFF

18. Oxygen System Ready - PUSH OFF

19. Battery and Generator Switches - OFF (below 150/0 N1)

NOTEN1 decreasing below 150/0 indicates the starter relay is not engaged.

20. Control Locks - INSTALL

21. Emergency Exit - LOCKED

22. Electric Toilet (if installed) - SERVICE AS REQUIRED

23. Tiedowns and Chocks - AS REQUIRED

24. External Covers - AS REQUIRED

25. Propeller Locks - AS REQUIRED

26. Oil Quantity Check - AS REQUIRED

OTHER NORMAL PROCEDURES

OXYGEN SYSTEM


1. Passenger Manual Drop Out - PUSH OFF

2. Oxygen System Ready - PULL ON

3. Crew Diluter Demand Masks - DON MASK, CHECK FIT AND OPERATION, AND STOW

IWARNING IBeard and mustaches should be carefully trimmed so that they will not interfere with theproper sealing of an oxygen mask. The fit of the oxygen mask around the beard or mustacheshould be checked on the ground for proper sealing. Studies conducted by the military andthe FAA conclude that oxygen masks do not seal over beards and mustaches. Hats and"earmuff" type headsets must be removed prior to donning crew oxygen masks. Headsetsand eyeglasses worn by crew members may interfere with quick-donning capabilities.

4. Oxygen Duration - DETERMINE

NOTEA bottle of 1850 psi at 15°C is fully charged (100% capacity). Read duration directly from thetable.

a. Read the oxygen pressure from the gage.

December, 1994



b. Read the IOAT.

c. Determine the percent of usable capacity from the following graph (eg., 1100 psi at O°C = 570/0).

(vl-0~ ~~-~~

~q.:-t} ~

# ~~«) ~ 1...-

~'v<V~ ~

",

o~ ~", ...-~ ~ tI' ~~

~ v: ~~

:~ ~ ~~

~ t' L...Il"~ ~" ......

~~ ...t'~~ ~

~~~

~~~

• jill'"

".

500

1000

2500

OXYGEN AVAILABLE WITH PARTIALLY FULL BOTTLE

.~\brQ

\.'.0

bC> • ~\\..~'2.-

.0Q

8 2000(f)o,

w 15000::::>(f)enw0::0-

W(!)-cC)

oa 25 50 75 100PERCENT OF USABLE CAPACITY

C9100~92 C

d. Compute the oxygen duration in minutes from the table by multiplying the full bottle duration by thepercent of usable capacity. eg.,

1) Pilot and copilot with masks set at 1000/0 plus 6 passengers = 10 people using oxygen.

NOTEPilot and copilot are each counted as 2 people with diluter demand masks set at the 100% orNORMAL mode.

2) Cylinder volume =115 cubic feet.

3) Duration with full bottle =73 minutes

4) Duration with 570/0 capacity = .57 x 73 = 41 minutes.

December, 1994 4-19


CikechcmftSuper King Air B2001B200C

OXYGEN DURATION WITH FULL BOTTLE (100% CAPACITY)

4-20

StatedCylinder tNUMBER OF PEOPLE USING

Size 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 t16 t17(Cu Ft) DURATION IN MINUTES

22 144 72 48 36 28 24 20 18 16 14 13 12 11 10 . . .

49or 317 158 105 79 63 52 45 39 35 31 28 26 24 22 21 19 1850

66 422 211 140 105 84 70 60 52 47 42 38 35 32 30 28 26 24

76or 488 244 162 122 97 81 69 61 54 48 44 40 37 34 32 30 28n

115 732 366 244 183 146 122 104 91 81 73 66 61 56 52 48 45 43

"'Will not meet oxygen requirements

t For oxygen duration computations, count each diluter-demand crew mask in use as 2 (e.g., with 4 passengers and a crew of 2, enter the table at 8 people using).

HEATING/COOLING SYSTEM

1. Bleed Air Valves - OPEN (ENVIR OFF for more efficient cooling on the ground.)

2. Cabin Temperature Mode - AUTO

3. Vent Blower - AUTO

4. Radiant Heat or Aft Blower (if installed) - AS REQUIRED (The radiant heat system should be used inconjunction with manual temp control mode only.)

5. Temperature Control - AS REQUIRED

6. Cabin Air Control - AS REQUIRED (to divert cabin air flow to the cockpit)

NOTEWith the Cabin Temp Mode switch in AUTO, MAN HEAT or MAN COOL, the ventilationblower operates in the low position. For increased air circulation, turn the Vent Blower Switchto HIGH: For maximum cooling, the ventilation blower should be in the HIGH mode and theaft blower (if installed) should be selected ON. With air conditioner on, maintain at least 600k

N1 speed on the right engine. If below N1 minimum speed, the AIR COND N1 LOWannunciator will illuminate, and the air conditioner clutch will disengage. For maximum heating, theventilation blowers should be selected to HIGH and the aft blower should be selected OFF.

RADIANT HEAT (IF INSTALLED)

Overhead radiant heat, operated by a switch in the environmental group, can be used in conjunction with anauxiliary power unit to warm the cabin prior to engine starting, and may be used for supplemental heat inflight, if required.

DEFROSTER AIR

1. Windshield Defroster Air Control (right side of pilot's control column) - ON (pull)

December, 1994

Normal ProceduresSection 4

Super King Air B200/B200C

4-21

2. Pilot, Copilot, and Cabin Air Controls - OFF (if increased defroster air flow is required)

BLENDING ANTI-ICING ADDITIVE TO FUEL The following procedure must be observed when blending anti-icing additive with fuel.

1. The additive must conform to specification MIL-I-27686 or MIL-I-85470.2. The concentration of the additive must be a minimum of 0.10% and a maximum of 0.15% by volume. Thus, a 20 oz. can

of additive is sufficient for 105 to 155 gallons of fuel.3. When blending the additive as the airplane is being refueled, use the following precautions:

a. Refuel at a rate of 30 to 45 gallons per minute. A rate of less than 30 GPM may be used when topping off the tanks.b. Start additive after fuel flow starts, and stop before fuel flow stops.c. Ensure additive is directed into the flowing fuel stream.d. Do not allow concentrated additive to contact coated interior of fuel cells or airplane surfaces.

ADDING BIOCIDE TO FUEL Refer to the Super King Air 200 Series Maintenance Manual and to the latest revision of Pratt & Whitney Canada Engine Ser-vice Bulletin No. 3044 for concentrations to use, and for procedures, recommendations, and limitations pertaining to the use ofbiocidal/fungicidal additives in turbine fuels.

USE OF JET B, JP-4, AND AVIATION GASOLINE Fuel quantity indicators will not indicate correctly when using Jet B, JP-4, or aviation gasoline due to the differences in their den-sity and dielectric constants. The indicated fuel quantity should be corrected using the factors show below. These factors havebeen generalized in some cases for simplicity, thus results should be considered as approximations.

When using Jet B or JP-4 multiply the indicated fuel quantity by .96 to obtain the corrected fuel quantity.

When using aviation gasoline, multiply the indicated fuel quantity by .94 to obtain the corrected fuel quantity.

NICKEL-CADMIUM BATTERY CHECK (GROUND OPERATION ONLY) Illumination of the BATTERY CHARGE annunciators indicates an above-normal charge current. Following an engine start, thebattery recharge current is very high and causes the illumination of the BATTERY CHARGE anunciator. It should normallyextinguish within five minutes. If it does not, or if it should reappear, the battery charge current should be monitored using theprocedure shown below until it decreases to a level to extinguish the BATTERY CHARGE annunciator. Check the batterycharge current every 90 seconds until the charge current decreases sufficiently to extinguish the annunciator. No decrease incharging current between checks indicates an unsatisfactory condition and the battery should be removed and checked by aqualified nickel-cadmium battery shop. Do not take off with annunciator illuminated unless a decreasing battery charge currentis confirmed.

1. Either Generator - OFF 2. Voltmeter - ENSURE INDICATION OF 28 VOLTS 3. Battery Switch - OFF MOMENTARILY, NOTING DECREASE IN LOADMETER.

If Decrease in Loadmeter Exceeds 2.5%:

4. Battery - CONTINUE TO CHARGE, REPEATING STEP 3 EVERY 90 SECONDS.

February, 2004

Beech Super King Air 8200 & B200CSection IV - Normal Procedures Raytheon Aircraft

4-22

5. Battery Charge Annunciator - EXTINGUISHED WHEN DECREASE IN LOADMETER IS LESS THAN2.50/0.

COLD WEATHER PROCEDURES (SNOW, SLUSH, AND ICE)


Verify that the tires are not frozen to the ramp, and that the brakes are free of ice contamination. Deicing oranti-icing solutions may be used on the tires and brakes if they are frozen. Solutions which contain a lubricant,such as oil, must not be used as they will decrease the effectiveness of the brakes.

In addition to the normal exterior preflight inspection, special attention should be given all vents, openings,static ports, control surfaces, hinge points, and the wing, tail, and fuselage surfaces for accumulations of iceor snow. Removal of these accumulations is necessary prior to takeoff. Airfoil contours may be altered by theice and snow to the extent that their lift qualities will be seriously impaired. Ice and snow on the fuselage canincrease drag and weight. Frost that may form on the wing fuel tank bottom skins need not be removed priorto flight. Frost that may accumulate on other portions of the wing, the tail surfaces, or on any control surface,must be removed prior to flight.

Inspect the propeller blades and hubs for ice and snow. Unless engine inlet covers have been installed duringsnow or icing conditions, the propellers should be turned by hand in the direction of normal rotation to makesure they are free to rotate prior to starting engines.

The removal of frozen deposits by chipping or scraping is not recommended. A soft brush, squeegee, or mopmay be used to clear snow that is not adhering to the surfaces. If use of deicing/anti-icing fluids are requiredto produce a clean airplane, special attention must be given to ensure that the pitot masts, static ports, fuelvents, cockpit windows and the area forward of the cockpit windows ~re free of the deicing/anti-icing solution.Both wings and both stabilizers must receive the same complete treatment. The type and concentration ofdeicing/anti-icing solution being applied and the rate of precipitation will affect the length of time the treatmentwill be effective. Refer to Chapter 12 of the Beech Super King Air200 Series Maintenance Manual and SectionVIII of this manual for additional information on deicing and anti-icing of airplanes on the ground. See SectionII, Limitations, for a list of approved fluids.

Complete the normal preflight procedures, including a check of the flight controls for complete freedom ofmovement.

After engine start, exercise the propellers through low- and high-pitch and into reverse range to flush any congealed oil through the system.

If the optional brake deicing system is installed, turn it on prior to taxi if brakes require deicing.

TAXIING

Taxiing through deep snow or slush should be avoided when possible. Snow and slush can be forced intobrake assemblies which may cause the brakes to freeze during a prolonged hold on the ground or during thesubsequent flight. Keep flaps retracted during taxiing to avoid throwing snow or slush into flap mechanismsand to minimize damage to flap surfaces.

Glaze ice can be difficult to see. Therefore, taxi slowly and allow more clearance from objects when maneuvering the airplane.

BEFORE TAKEOFF

After completion of the normal Before Takeoff checklist, verify that the airplane is still free of frozen contaminants.

Ensure the runway is free from hazards such as snow drifts, glazed ice, and ruts.

May, 2000

Raytbeon Aircraft

IWARNING ,

Beech Super King Air B200 & B200CSection IV - Normal Procedures

Ice, frost, or snow on top of deicing/anti-icing solutions must be considered as adhering to theairplane. Takeoff should not be attempted.

If visible moisture will be encountered during the takeoff, engine ice vanes must be extended to reduce thepossibility of ice being ingested into the engine air inlet.

TAKEOFF

Allow additional take-off distance when snow or slush is on the runway. Extra cycling of the landing gear whenabove 500 feet AGL may help clear any contamination from the gear system.

When using FAA Approved SAE Type II or Type IV deicing/anti-icing fluids in the concentrated form, the controlcolumn force required to rotate for takeoff may temporarily increase approximately 20 pounds. The cruise,descent, approach and landing phases of flight are not affected by the use of these fluids.

LANDING

If it is possible that the brakes may be restricted by ice accumulations from previous ground or in-flight icingconditions, turn the brake deicing system (if installed) on during the descent.

Braking and steering are less effective on slick runways. Also, hydroplaning may occur under wet runway conditions at higher speeds. Use the rudder to maintain directional control until the tires make solid contact withthe runway surface.

Selecting reverse thrust can effectively reduce stopping distances on slick runways; however, reverse thrustmay cause snow or moisture to be thrown forward, temporarily reducing visibility.

SHUTDOWN AND SECURING

Avoid setting the parking brake, if possible. This will help reduce the possibility of freezing the brakes. Properchocking can be used to prevent the airplane from rolling.

May, 2000 4-22A

Beech Super King Air 8200 & B200CSection IV - Normal Procedures Raytbeon Aircraft

4-228

THIS PAGE INTENTIONALLY LEFT BLANK

May, 2000

CQeechcmftSuper King Air B200/B200C

ICING FLIGHT

'Section IVNormal Procedures

This airplane is approved for flight in icing conditions as defined in FAR 25, Appendix C. These conditionsdo not include, nor were tests conducted in, all conditions that may be encountered (e.g., freezing rain,freezing drizzle, mixed conditions, or conditions defined as severe). Some icing conditions not defined inFAR 25 have the potential of producing hazardous ice accumulations, which: 1) exceed the capabilities ofthe airplane's ice protection equipment; and/or 2) create unacceptable airplane performance. Flight into icingconditions which lie outside the FAR-defined conditions is not prohibited; however, pilots must be preparedto divert the flight promptly if hazardous ice accumulations occur.

Refer to Section II for limitations relating to icing flight, and Section IliA for abnormal procedures associatedwith icing equipment malfunctions and procedures required by FAA AD 96-09-13. I

, WARNING IDue to distortion of the wing airfoil, ice accumulations 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 cyding deicing boots, the ice accumulation remaining on the boots and unprotected areas of the airplane can cause large performance losses. For the same reason, theaural stall warning system may not be accurate and should not be relied upon. Maintain acomfortable margin of airspeed above the normal stall airspeed.. In order to minimize iceaccumulation on unprotected surfaces of the wing, maintain a minimum of 140 knots duringoperations in sustained icing conditions .. In the event of windshield icing, reduce airspeed to226 knots or below. Prior to a landing approach, cycle the deicing boots to shed any accumulated ice.

BEFORE TAKEOFF (RUNUP)

1. Auto Ignition - CHECK

a. Power Levers - IDLE

b. Auto Ignition - ARM (L & R IGNITION ON annunciators -ILLUMINATED)

c. Power Levers - ADVANCE ABOVE 360-460 FT-LBS TORQUE (L & R IGNITION ON annunciators- EXTINGUISHED)

d.. Power Levers -IDLE (L & R IGNITION ON annunciators -ILLUMINATED)

e. Auto Ignition - OFF (L & R IGNITION ON annunciators - EXTINGUISHED)

2. Engine Ice Vanes - CHECK (system initially on)

a. Engine Ice Vanes - RETRACT (L& R ICE VANE EXT annunciators - EXTINGUISHED)

b. Engine Ice Vanes (if required for takeoff) - EXTEND (L & R ICE VANE EXT annunciators - ILLUMINATED)

3. Windshield Anti-ice - CHECK

a. Windshield Anti-ice - HI (Observe increase on left and right loadmeters.)

b. Windshield Anti-ice - OFF, THEN NORMAL (Observe increase on left and right loadmeters.)

c. Windshield Anti-ice - OFF

4. Electrothermal Propeller Deice - CHECK

Do not operate propeller deice when the propellers are static.

a. Automatic Prop Deice - AUTO

b. Deice Ammeter - 14 to 18 amps

July, 1996 4-23


• Monitor for 90 seconds to ensure automatic timer operation.

~Super King Air B200/B200C

I

4·24

On Airplanes Prior to 88-829:

2) Manual Propeller Deice Switch - MOMENTARILY HOLD IN "INNER" POSITION, THEN"OUTER" (Small loadmeter deflection on both meters in each position indicates the manualsystem is operating).

On Airplanes 88-829 and After, BL-37 and After:

c. Manual Propeller Deice Switch - MOMENTARILY HOLD IN "MANUAL" POSITION (SmaJlloadmeter deflection on both meters indicates manual system is operating).

NOTEUse of current for the manual (backup) system is not registered on the propeller deice ammeter; however, it will be indicated as part of the airplane's load on the loadmeters (small needledeflection) when the system is switched on.

d. Automatic Propeller Deice Switch - OFF

5. Surface Deice System - CHECK

a. Condition Levers - HIGH IDLE

b. Pneumatic Pressure - CHECK

c. Surface Deice Switch - SINGLE AND RELEASE

1) Pneumatic Pressure - Will Deaease Momentarily

2) Check boots visually, where possible, for inflation and hold down.

3) Inflation time is 6 seconds for wings, followed by 4 seconds for horizontal stabilizer.

d. Surface Deice Switch - MANUAL AND HOLD

1) Pneumatic Pressure - Will Decrease Momentarily

2) Check boots visually, where possible, for inflation.

e. Surface Deice Switch - RELEASE

• Check boots visually, where possible for hold down.

1. Condition Levers - LOW IDLE

IWARNING IDo not cycle boots during takeoff.

6. Stall Warning and Pitot Heat - CHECK

Prolonged use of stall warning and pitot heat on the ground will damage the heating elements.

IN FUGHT

1. Engine Ice Protection

Before visible moisture is encountered at +5°C and below, or;

At night when freedom from visible moisture is not assured at +5°C and below (Operation of strobe lightswill sometimes show ice crystals not normally visible).

a. Engine Ice Vanes - EXTEND (L & R ICE VANE EXT annunciators -ILLUMINATED)

b. Check proper operation by noting torque drop.

September, 1995

geechcmftSuper King Air B200/B200C

I WARNING ISection IV

Normal Procedures

If in doubt, extend the vanes. Engine icing can occur even though no surface icing is present.If freedom from visible moisture can not be assured, engine ice protection should be activated. Visible moisture is moisture of any form; clouds, ice crystals, snow, rain, sleet, hail orany combination of these. Operation of strobe lights will sometimes show ice crystals not normallly visible.

NOTEIf either engine's ice vane does not attain the selected position within 15 seconds, the appropriate L or R ICE VANE annunciator will illuminate. See ENGINE ICE VANE FAILURE inSection IliA, ABNORMAL PROCEDURES.

2. Auto Ignition

• Auto Ignition - ARM

NOTEAuto Ignition must be ARMED for icing flight, precipitation, and operation during turbulence.To prevent prolonged operation of the ignitors with the system ARMED, do not reduce powerlevers below 500 ft-Ibs torque.

3. Electrothermal Propeller Deice

a. Automatic Prop Deice - AUTO (The system may be operated continuously in flight, and will functionautomatically until the switch is turned off.)

b. Relieve propeller imbalance due to ice by increasing rpm briefly and returning to the desired setting. Repeat as necessary.

If the deice ammeter does not indicate 14 to 18 amperes, or the automatic timer fails toswitch, refer to Section IliA, ABNORMAL PROCEDURES.

4. Surface Deice

I WARNING IAll components of the surface deice system must be monitored during icing flight to ensurethe system is functioning normally. These components include:Pneumatic Pressure Gage. The gage should indicate 12.0 - 20.0 psi before boots are activated. The pressure will momentarily decrease when the boots are activated.Gyro Suction Gage. The gage should indicate in the area of the green arc corresponding tothe airplane altitude. The vacuum will momentarily decrease when the boots are activated.Pneumatic Boots. Visually monitor the boots, where possible, to ensure ice is being removed.

Operation of the surface deice system in ambient temperatures below -40°C can cause permanent damage to the deice boots.

December, 1994 4-25


<DeechcmftSuper King Air B200/B200C

NOTEEither engine will supply sufficient pneumatic pressure for deice operation.

4-26

When Ice Accumulates 1/2 to 1 inch:

a. Surface Deice Switch - SINGLE AND RELEASE

b. Repeat as required.

If Single Position of the Surface Deice Switch Fails:

c. Surface Deice Switch - MANUAL AND HOLD FOR A MINIMUM OF 6 SECONDS, THENRELEASE.

d. Repeat as required.

5. Windshield Anti-ice - NORMAUHI

NOTEMaximum airspeed for effective windshield anti-icing is 226 Knots.

6. Left and Right Fuel Vent Heat - ON

7. Left and Right Pitot Heat - ON

8. Stall Warning Heat - ON

9. Ice Lights - AS REQUIRED

10. Alternate Static Air Source - Refer to Section IliA, ABNORMAL PROCEDURES.

BEFORE LANDING

1. Surface Deice Switch - SINGLE AND RELEASE

2. Approach Speeds (Flaps Up or Flaps Down) - INCREASE IF RESIDUAL ICE REMAINS

3. Landing Distances - WILL INCREASE IF APPROACH SPEED IS INCREASED

NOTEPrior to the landing approach, cycle the wing deice boots to shed as much residual ice aspossible, regardless of the amount of ice remaining on the boots. Stall speeds can beexpected to increase if ice is not shed from the deice boots.

PRACTICE DEMONSTRATION OF YMCA

VMCA demonstration may be required for multi-engine pilot certification. The following procedure shall beused at a safe altitude of at least 5000 feet above the ground in clear air only.

IWARNING IIN-FLIGHT ENGINE CUTS BELOW VSSE SPEED OF 104 KNOTS ARE PROHIBITED.


2. Flaps - UP

3. Airspeed - ABOVE 104 KNOTS (VSSE)

4. Propeller Levers - HIGH RPM

5. Power Lever (simulated inoperative engine) - IDLE

6. Power Lever (other engine) - MAXIMUM ALLOWABLE

7. Airspeed - Reduce approximately 1 knot per second until either VMCA or stall warning is obtained.

December, 1994

fOeechcraftSuper King Air B200/B200c


Use rudderto maintain directional control (heading) and aileron to maintain5° bank towardsthe operative engine oateral attitude).At the first sign of either VMCA or stall waming (whichmay be evidenced by: inability to maintain heading or lateral attitude, aerodynamicstall buffet, or stall warning hom sound) immediately initiate recovery: reduce power to idle on theoperative engine and immediately lower the nose to regain Vsse

PRACTICE LANDING GEAR MANUAL EXTENSION (MECHANICAL SYSTEM)

On airplanes prior to BL-73 and 88-1193 (except 88-1158 and 8B-1167) not incorporating Beech Kit PIN101-8018-1

1. Airspeed - ~STABLISH 130 KNOTS

2. LandingGear Relay CircuitBreaker (pilot's subpanel) - PULL

3. Landing Gear Control - ON

4. AlternateEngageHandle - UFT AND TURN CLOCKWISE TO THE STOP TO ENGAGE

5. Alternate Extension Handle - PUMP UP AND DOWN UNTIL THE THREE GREEN GEAR-DOWN IANNUNCIATORS AREILLUMINATED. ADDITIONALPUMPINGWHENALL THREE ANNUNCIATORSARE ILLUMINATED COULD DAMAGE THE DRIVE MECHANISM AND PREVENT SUBSEQUENTELECTRICAL GEAR RETRACTION.

LANDING GEAR RETRACTION AFTER PRACTICE MANUAL EXTENSION (MECHANICALSYSTEM)

On airplanes prior to BL-73 and 8B-1193 (except 88-1158 and 88-1167) not incorporatingBeech Kit PIN101-8018-1

After a practice manual extension of the landing gear, the gear may be retracted electrically as follows:

1. AlternateEngageHandle - ROTATECOUNTERCLOCKWISEAND PUSH DOWN

2. Alternate Extension Handle - STOW

3. Landing Gear Control Circuit Breaker (pilafs subpanel) - PUSH IN


PRACTICE LANDING GEAR MANUAL EXTENSION (HYDRAULIC SYSTEM)

On airplanes 8B-1158, B8-1167, 88-1193 and after, BL-73 and after, and those prior airplanes incorporating BeechKit PIN 101-8018-1

1. Airspeed - BELOW181 KNOTS

2. Landing Gear Relay CircuitBreaker (pilot'S sUbpanel) - PULL

3. LandingGear Control - ON

4. Alternate Extension Handle - PUMP UP AND DOWN UNTIL THE THREE GREEN GEAR-DOWNANNUNCIATORS ARE ILLUMINATED.

5. Alternate Extension Handle - STOW

LANDING GEAR RETRACTION AFTER PRACTICE MANUAL EXTENSION (HYDRAULICSYSTEM)

On airplanes 88-1158, 88-1167, 88-1193 and after, BL-73 and after, and those prior airplanes incorporating Beech Kit PIN 101-8018-1

After a practice manual extension, the gear may be hydraulically retracted as follows:

1. Alternate Extension Handle - CONFIRM STOWED

2. Landing Gear Relay Control Circuit Breaker (pilot's subpanel) - PUSH IN


April, 1996 4-27

I

I

I


li?eechcmftSuper King Air B200/B200C

4·28

SIMULATING ONE-ENGINE-INOPERATIVE (ZERO THRUST)

When establishing zero thrust operation, use the power setting listed below. By using this power setting toestablish zero thrust, one avoids the inherent delays of restarting a shut-down engine and preserves almostinstant power to counter any attendant hazard.

1. Propeller - 1600 RPM

2. Power Lever - SET 120 ft-Ibs torque

NOTEThis setting will approximate Zero Thrust at low altitudes using recommended One-EngineInoperative Climb speeds.

NOISE CHARACTERISTICS

Approach to and departure from an airport should be made so as to avoid prolonged flight at low altitudenear noise-sensitive areas. Avoidance of noise-sensitive areas, if practical, is preferable to overflight at relatively low altitudes.

For VFR operations over outdoor assemblies of persons, recreational and park areas, and other noisesensitive areas, pilot's should make every effort to fly not less than 2000 feet above the surface, weatherpermitting, even though flight at lower level may be consistent with the provisions of govemment regUlations.

NOTEThe preceding recommended procedures do not apply where they would conflid with AirTraffic Control clearances or instructions, or where, in the pilot's judgement, an altitude lessthan 2000 feet is necessary to adequately exercise his duty to see and avoid other airplanes.

The flyover noise level established in compliance with FAR 36 is:

79.2 dB(A) for Hartzell 3-blade propellers.

75.4 dB(A) for McCauley 3-blade propellers.

No determination has been made by the Federal Aviation Administration that the noise level of this airplaneis or should be acceptable or unacceptable for operation at, into, or out of any airport.

CABIN DOOR ANNUNCIATOR CIRCUITRY CHECK (8200)

The following test shall be performed prior to the first flight of the day.

1. Perform the following annunciator circuitry check:

a. Battery - ON

b. With door open and mechanism in locked position, ensure CABIN DOOR annunciator is ILLUMINATED.

c. With door closed and latched, but not locked, ensure the CABIN DOOR annunciator remains ILLUMINATED.

d. With the door closed and locked, ensure that the CABIN DOOR annunciator is EXTINGUISHED.

e. Battery - OFF

2. Ensure that the door is closed and locked using the following procedure:

a. Ensure that the door handle will not move out of the locked position without depressing the releasebutton.

b. Uft the top door step and ensure that the red safety arm is around the plunger.

c. Ensure that the green index mark on each of the 4 locking bolts aligns with the black pointer in theobservation port.

CABIN/CARGO DOOR ANNUNCIATOR CIRCUITRY CHECK (B200C)

The following test checks both the cargo door and cabin door annunciator circuitry and shall be performedprior to the first flight of the day.

April, 1996

~ftSuper King Air B200/B200c


1. Perform the following annunciator circuitrycheck:

a. Battery - OFF

b. Cargo Door - CLOSEDAND LOCKED

c. With the cabin door closed, but not locked, ensure that the CABIN DOOR annunciator is ILLUMINATED.

d. With the cabin door open, ensure that the CABIN DOOR annunciator is EXTINGUISHED.

e. Battery - ON

1. With the cabin door open, ensure that the CABIN DOOR annunciator is ILLUMINATED.

g. With the cabin door closed and locked. ensure that the CABIN DOOR annunciator is EXTINGUISHED.

h. Battery - OFF

2. Ensure the cargo door is closed and locked usingthe following procedure:

a. Check upper handle position - CLOSED AND LOCKED (Open access panel on upper left side ofdoor and attempt to open cargo door latcheswithout releasing safety lock.)

b. Ensure that the orange index mark on each of the four rotary cam locks aligns with the notch in theplate on the door frame.

c. Check lower pin lock handle position - CLOSED AND LOCKED (Open access panel on lower forward area of door and attempt to rotate the handlewithout lifting the orange lock hook.)

d. Ensure that the orange stripe on the latch pin linkage is aligned with the orange pointer. (Observethrough window at lower aft comer.)

3. Ensure the cabin door is closed and locked using the following procedure:

a Ensure that the door handle will not move out of the locked position without depressing the releasebutton.

b. Uft the door step and ensure that the red safety arm is around the plunger.

c. Ensure that the orange index mark on each of the six rotary cam locks aligns with the notch in theplate on the door frame.

April, 1996 4-29

section IVNormal Procedures

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OeemcraftSuper King Air B2001B200C

December, 1994

avllleon aircraft b200c - beechcraft · · 2013-02-06avoid over-action on power levers. turn off...

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