Initial Initial Study Guide

King Air 300 Initial Pilot CoursePre-Attendance Study Guide

Copyright © 2007 FlightSafety International FOR TRAINING PURPOSES ONLY Rev - Original

King Air® 300 (for Serial numbers FA-2 and After)

Initial Pilot Course Pre-Attendance

Study Guide



TABLE OF CONTENTS TABLE OF CONTENTS..................................................................................................2 INTRODUCTION.............................................................................................................3 DOCUMENTATION REQUIREMENTS...........................................................................4 TYPE RATING REQUIREMENTS...................................................................................5 EMERGENCY PROCEDURES (Memory Items)........................................................6-10 OPERATING LIMITATIONS.....................................................................................11-15 KING AIR 300/350 INITIAL PILOT COURSE SCHEDULE & SYLLABUS.....................16 SIMULATOR PROFILES .........................................................................................19-29 GRADING AND EVALUATION STANDARDS.........................................................17-18 NOTES AND QUESTIONS ..........................................................................................30



INTRODUCTION This introductory study guide has been sent to you to assist you in your preparation for attending the King Air 300 Initial Pilot Course with FlightSafety International, Hawker Beechcraft Learning Center, in Wichita, Kansas. Please study this guide prior to attending the course. By doing so, you will have a head start on knowing some of the class material you will be required to know prior to completing the course. In this guide, you will find the following information:

Attendance Requirements ATP and Type Rating Requirements KA300 Emergency Procedures (Memory Items) Selected Operating Limitations Flight Profiles (flown as part of the type rating evaluation) Initial Pilot Course Syllabus ATP PTS Standards

Along with the entire staff of the King Air 300/350 Program and the Hawker Beechcraft Learning Center, I look forward to having you as our guest for training, and we thank you for choosing FlightSafety International for your training needs. FlightSafety International Hawker Beechcraft Learning Center 9720 E. Central Avenue Wichita, KS 67206 316-612-5300 1-800-488-3747 Atlanta Learning Center 1010 Toffie Terrace Atlanta, Georgia 30354 (678) 365-2700 (800) 889-7916 FAX (678) 365-2699 Long Beach Learning Center Long Beach Municipal Airport 4330 Donald Douglass Drive Long Beach, California 90808 (562) 938-0100| (800) 487-7670 FAX (562) 938-0110



DOCUMENTATION REQUIREMENTS The United States Department of Justice (DOJ) and the Federal Aviation Administration (FAA) have recently 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 Birth Certificate (with a raised seal) and a picture identification Non-U.S. Citizens: Pilot Certificate Medical Certificate Valid Passport Other additional DOJ and FAA requirements that must be met. Please contact

Customer Support for these additional requirements at least ninety (90) days prior to course attendance.

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.

TYPE RATING REQUIREMENTS (1) You MUST hold at least a private pilot certificate with an airplane rating, an

instrument rating, and a multi-engine land category rating without a centerline thrust limitation.

(2) You MUST have a minimum of 1,000 hours as pilot in an airplane. Pilots having a minimum of 1,000 hours as pilot in an airplane, but not meeting any of the



eligibility criteria described in section (2) below, may receive a type rating with either a 15 or 25 hour SOE limitation (see FAR 61.157 or 61.63). Pilots may opt to perform a two-segment check using both the simulator and aircraft to receive a type rating without the SOE limitation. (3) To receive a type rating without a SOE requirement, you must satisfy one of

the following:

(a) hold a type rating without a supervised operating experience (SOE) limitation in a type rated aircraft; or

(b) have been appointed by a military service as PIC of a multi-engine type-rated propeller-driven airplane; or

(c) have obtained 2,000 hours total flight time, of which 500 hours must be in multi-engine turbine powered aircraft; * or

(d) have obtained 500 hours flight time in the BE-300; * or

(e) have obtained 1000 hours of flight time in two different airplanes requiring a type rating. *

* Pilots using flight time to qualify for a 100% simulator type rating check must bring all logbook(s) that show individual line entries of the required flight hours (see FAR 61.51). Simply bringing copies of the final page or pages of a logbook(s) will not meet this requirement. Pilots requesting an ATP, in addition to a type rating, must bring all of the required documentation for the ATP (i.e., logbook(s) and written test results.)



This information is intended as a guide to meeting type rating eligibility requirements. Refer to the

appropriate FAR’s for exact requirements.

KING AIR 300 -- EMERGENCY PROCEDURES (Memory Items)

ENGINE FIRE OR FAILURE IN FLIGHT 1. Condition Lever..................................................................................FUEL CUTOFF 2. Propeller Lever...........................................................................................FEATHER 3. Firewall Fuel Valve..........................................................................................CLOSE EXTINGUISHER PUSH and FW VALVE CLOSED annunciators illuminate. 4. Fire Extinquisher .................................ACTUATE (IF FIRE WARNING PERSISTS)) DISCHARGED annunciator illuminates.

ENGINE FIRE ON GROUND

1. Condition Lever..................................................................................FUEL CUTOFF 2. Firewall Fuel Valve..........................................................................................CLOSE EXTINGUISHER PUSH and FW VALVE CLOSED annunciators illuminate. 3. Starter Switch..................................................................................STARTER ONLY 4. Fire Extinquisher ....................................ACTUATE (IF FIRE WARNING PERSISTS DISCHARGED annunciator illuminates.

EMERGENCY SHUTDOWN OF BOTH ENGINES ON THE GROUND

1. Condition Levers................................................................................FUEL CUTOFF 2. Propeller Levers.........................................................................................FEATHER 3. Firewall Fuel Valves........................................................................................CLOSE EXTINGUISHER PUSH and FW VALVE CLOSED annunciators illuminate. 4. Master Switch....................................................................OFF (GANG BAR DOWN)



ENGINE FAILURE DURING TAKEOFF (AT OR BELOW V1) – TAKEOFF ABORTED 1. Power Levers......................................................................................GROUND FINE 2. Brakes..........MAXIMUM (OR AS REQUIRED TO ACHIEVE STOPPING DISTANCE WARNING – Do not use reverse thrust with one engine inoperative. Care must be exercised when using single-engine ground fine on surfaces with reduced traction. If Insufficient Runway Remains for Stopping: 3. Condition Levers................................................................................FUEL CUTOFF 4. Firewall Fuel Valve..........................................................................................CLOSE EXTINGUISHER PUSH and FW VALVE CLOSED annunciators illuminate. 5. Master Switch....................................................................OFF (GANG BAR DOWN)

ENGINE FAILURE DURING TAKEOFF (AT OR ABOVE V1) – TAKEOFF CONTINUED

1. Power..................................................................................MAXIMUM ALLOWABLE 2. Landing Gear...............UP (WHEN POSITIVE RATE OF CLIMB IS ESTABLISHED) 3. Airspeed..................................................................MAINTAIN V2 TO 400 FEET AGL 4. Propeller (inoperative engine).................................................VERIFY FEATHERED WARNING – Do not retard the failed engine power lever until the autofeather system has completely stopped propeller rotation.

ENGINE FAILURE IN FLIGHT BELOW AIR MINIMUM CONTROL SPEED (VMCA) 1. Reduce power on operative engine as required to maintain control. 2. Lower nose to accelerate above VMCA.



ELECTRICAL SMOKE OR FIRE 1. Oxygen a. Crew don mask(s); mask selector switch.............................EMERG. POSITION b. Mic Selector..................................................................................OXYGEN MASK c. Audio Speaker....................................................................................................ON

ENVIRONMENTAL SYSTEM SMOKE OR FUMES

1. Oxygen a. Crew don mask(s); mask selector switch.............................EMERG. POSITION b. Mic Selector..................................................................................OXYGEN MASK c. Audio Speaker....................................................................................................ON

DUAL GENERATOR FAILURE

1. Instrument Emergency Lights..............................................................................ON 2. Generators....................................................................................RESET, THEN ON If either generator will reset: 3. Do not exceed 100% load on operating generator. If neither generator will reset: 4. Nonessential Equipment....................................................................................OFF 5. Land at the nearest suitable airport.

UNSCHEDULED ELECTRIC ELEVATOR TRIM ACTIVATION 1. Airplane Attitude..............................................MAINTAIN (using elevator control)

2. Control Wheel Disconnect Switch – DEPRESS FULLY (2ND

Level, ELEC TRIM OFF annunciator – ILLUMINATED)

NOTE – Autopilot will disengage and Rudder Boost will be interrupted when the

disconnect switch is depressed.



UNSCHEDULED RUDDER BOOST ACTIVATION (Collins System Only)

1. Control Wheel Disconnect Switch.......................DEPRESS AND HOLD (1ST

level) 2. Rudder Boost/Yaw Control Test Switch.............................................................OFF If Condition Persists: 3. Rudder Boost Circuit Breaker....................................................................PULL, OR 4. Either Bleed Air Valve................................................................PNEU & ENVIR OFF

USE OF OXYGEN

1. Crew........................................................................................................DON MASK 2. Crew Headsets..................................................DON (OR AUDIO SPEAKER – ON) 3. Mic Selector Switches.....................................................................OXYGEN MASK 4. Passenger Manual Dropout ......................................................................PULL ON (PASS OXY ON ANNUNCIATOR – ILLUMINATED)

PRESSURIZATION LOSS 1. Oxygen a. Crew.....................................................................................................DON MASK b. Crew Headsets..................................................DON (OR AUDIO SPEAKER ON) c. Mic Selector Switches..................................................................OXYGEN MASK d. Passenger Manual Dropout....................................................................PULL ON (PASS OXY ON ANNUNCIATOR – ILLUMINATED) 2. Descend.............................................................................................AS REQUIRED

DIFFERENTIAL PRESSURE HIGH 1. Bleed Air Valves......................................................................................ENVIR OFF 2. Oxygen (Crew and Passenger).........................................................AS REQUIRED 3. Descend.............................................................................................AS REQUIRED

AUTO-DEPLOYMENT OXYGEN SYSTEM FAILURE (ALT WARN Annunciator Illuminated, PASS OXY ON Annunciator Not Illuminated)

1. Passenger Manual Drop Out.......................................................................PULL ON

BLEED FAIL 1. Bleed-Air Valve (Affected Engine)..........................................PNEU & ENVIR OFF



AIRSTAIR DOOR UNLOCKED

1. All Occupants......................SEATED WITH SEAT BELTS SECURELY FASTENED

EMERGENCY DESCENT 1. Oxygen-CREW REQUIRED (Passengers as required): 2. Power Levers...............................................................................................IDLE 3. Propeller Levers.....................................................................FULL FORWARD 4. Flaps.......................................................APPROACH (200 KNOTS MAXIMUM) 5. Landing Gear .................................................DOWN (181 KNOTS MAXIMUM) 6. Airspeed.........................................................................181 KNOTS MAXIMUM

GLIDE 1. Landing Gear.........................................................................................................UP 2. Wing Flaps.............................................................................................................UP Warning – Determine that procedures for re-starting first and second failed engines are ineffective before feathering second engine propeller. 3. Propellers..............................................................................................FEATHERED 4. Airspeed..................................................................................................134 KNOTS

SPINS If a Spin is Entered Inadvertently: 1. Control Column..............................................................................FULL FORWARD 2. Full Rudder............................................................OPPOSITE DIRECTION OF SPIN 3. Power Levers.......................................................................................................IDLE 4. Controls....................................................NEUTRALIZE WHEN ROTATION STOPS 5. Execute a smooth pullout.

OPERATING LIMITATIONS

NOTE: It is strongly recommend that you arrive for your King Air 300 Initial Course familiar with



these limitations.

AIRSPEED LIMITATIONS (KIAS) V

A - Maneuvering Speed........................................................................................181

VFE

- Maximum Flap Extension/Extended Speed Approach Position.............................................................................................200 Full Down Position............................................................................................157 V

LO - Maximum Landing Gear Operating Speed

Extension..........................................................................................................181 Retraction.........................................................................................................163 V

LE – Maximum Landing Gear Extended Speed....................................................181

VMCA

– Air Minimum Control Speed Flaps Up.............................................................................................................92 Flaps Approach..................................................................................................86 V

MO – Maximum Operating Speed

Sea Level to 21,000 feet...................................................................................259 21,000 to 35,000 feet.................................................................................259-191 Mach Speed...........................................................................................0.58 Mach

EMERGENCY AIRSPEEDS (14,000 LBS)

VXSE

– One-Engine Inoperative Best Angle-of-Climb.............................................120 V

YSE – One-Engine-Inoperative Best Rate-of Climb (Blue line)..............................122

VMCA

– Air Minimum Control Speed Flaps Up.............................................................................................................92 Flaps Approach..................................................................................................86 Emergency Descent...............................................................................................181 One-Engine-Inoperative Landing Flaps Up...........................................................................................................131 Flaps Approach................................................................................................105 Maximum Range Glide..........................................................................................134

WEIGHT LIMITS (NORMAL CATEGORY)

Maximum Ramp Weight........................................................................14,100 pounds Maximum Take-off Weight....................................................................14,000 pounds Maximum Landing Weight....................................................................14,000 pounds Maximum Zero Fuel Weight..................................................................11,500 pounds



POWER PLANT LIMITATIONS

NUMBER OF ENGINES.......................................................................................Two ENGINE MANUFACTURER..........................................Pratt & Whitney Canada, Inc. ENGINE MODEL NUMBER........................................................................PT6A-60A PROPELLER MANUFACTURER...........................................Hartzell Propeller, Incc. 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.

ENGINE OPERATING LIMITS

OPERATING TORQUE MAXIMUM GAS GENERATOR

PROP OIL OIL

CONDITION % OBSERVED RPM N1 RPM PRESS. TEMP ºC

(1) ITT º % N2 PSI (2) (3) (4) STARTING ---- 1000 (5) ---- ---- 0 to 200 -40

(min) IDLE ---- 750 (6) 62 (min) 1050

(min) 60 (min) -40 to

110 TAKEOFF 100 820 104 1700 90 to

135 0 to 110

MAX CONT 100 820 104 1700 90 to

135 0 to 110

CRUISE CLIMB

(7) 785 104 1700 90 to 135

0 to 110

MAX CRUISE (7) 820 104 1700 90 to

135 0 to 110

MAX

REVERSE ---- 760 ---- 1650 90 to

135 0 to 99

TRANSIENT 156 (8) 850 (8) 104 1870 (5) 40 to

200 0 to 110

FOOTNOTES: (1) Torque limit applies within range of 1000 – 1700 propeller rpm (N2). (2) Normal oil pressure is 90 to 135 psig at gas generator speeds above 72%. With engine



torque below 62%, minimum oil pressure is 60 psig at normal oil temperature (60 to 70 ºC). Oil pressures under 90 psig are undesirable. Under emergency conditions, to complete a flight, a lower oil pressure limit of 60 psig is permissible at reduced power level not exceeding 62% torque. Oil pressures below 60 psig are unsafe and require that either the engine be shut down, or a landing be made at the nearest suitable airport, using the minimum power required to sustain flight. Fluctuations of plus or minus 10 psi are acceptable. (3) A minimum oil temperature of 55 ºC is recommended for fuel heater operation at take-off power. (4) Oil temperature limits are –40 ºC and +110 ºC. However, temperatures between 99 ºC and 110 ºC are limited to a maximum of 10 minutes. (5) These values are time limited to 5 seconds. (6) High ITT at ground idle may be corrected by reducing accessory load and/or increasing N1 rpm. (7) Cruise Torque values vary with altitude and temperature. (8) These values are time limited to 20 seconds.

EXTERNAL POWER LIMITS

External power carts will be set to 28.0 – 28.4 volts and be capable of generating a minimum of 1000 amps momentarily and 300 amps continuously.

GENERATOR LIIMITS Maximum sustained generator load is limited as follows:

Sea level to 34,000 feet altitude……………………..100% Above 34,000 feet altitude……………………………. 95%

N1 MAXIMUM GENERATOR LOAD 62% to 70% 75% 70% to 100% 100%

STARTER LIMITS Use of the starter is limited to 30 seconds ON, 5 minutes OFF, 30 seconds ON, 5 minutes OFF, 30 seconds ON, then 30 minutes OFF.

FUEL LIIMITS



APPROVED ENGINE FUELS COMMERCIAL GRADES

Jet A, Jet A-1, Jet B

MILITARY GRADES

JP-4, JP-5, JP-8

EMERGENCY ENGINE FUELS COMMERCIAL AVIATION GASOLINE GRADES

80 Red (Formerly 80/87)

100 Green (Formerly 100/130)

91/96

115/145 Purple

100LL Blue*

* In some countries, this fuel is colored Green and designated “100L”.

MILITARY AVIATION GASOLINE GRADES

80/87 Red

100/130 Green

115/145 Purple

LIMITATIONS ON THE USE OF AVIATION GASOLINE

1. Operation is limited to 150 hours between engine overhauls.

2. Both standby fuel pumps must be capable of operation.

3. Crossfeed capability is required for flight above 20,000 feet pressure altitude (FL 200)

FUEL MANAGEMENT

USABLE FUEL (GALLONS X 6.7 = POUNDS) Total Usable Fuel Quantity………………………………………………..…539 gallons (3611 pounds)

Each Main Fuel Tank System……………………………190 gallons (1273 pounds)

Each Auxiliary Fuel Tank…………………………………..79.5 gallons (533 pounds)

FUEL IMBALANCE

Maximum allowable fuel imbalance between wing fuel systems is 300 pounds.

FUEL CROSSFEED

Crossfeeding of fuel is permitted only when one engine is inoperative

WARNING -- The airplane is approved for takeoff with one standby boost pump

inoperative, but in such a case, crossfeed of fuel will not be available

from the side of the inoperative standby fuel pump.



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.

AUXILIARY FUEL

Do not put fuel into the auxiliary tanks unless the main tanks are full.

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 engine overhaul or replacement of the engine-driven fuel pump. Windmilling time need not be charged against this limit.

PROPELLER ROTATIONAL OVERSPEED LIMITS

The maximum propeller overspeed limit is time-limited to 5 seconds. Sustained propeller overspeeds faster than 1700 rpm indicate failure of the primary governor. Flight may be continued at propeller overspeeds up to 1768 rpm, provided torque is limited to 96%. Sustained propeller overspeeds faster than 1768 rpm indicate failure of both the primary governor and the secondary governor, and such overspeeds are unapproved.

RUDDER BOOST

Must be operational for all flights.

AUTOFEATHER

Must be operational for all flights and armed for takeoff, climb, and approach. .

LANDING GEAR CYCLE LIMITS

Landing gear cycles (1 up and 1 down) are limited to one every 5 minutes for a total of 6 cycles followed by a 15 minute cool-down period.



KING AIR 300 INITIAL PILOT COURSE SCHEDULE AND SYLLABUS (typical)

Day Ground School Simulator Day One (Monday)

4 Hour Ground School: Administration/ Introduction/Qualification Facility Tour AFM/POH Aircraft General CRM (Lunch) 4 Hour Avionics (EFIS 85 cockpit & FGS)

N/A

Day Two (Tuesday)

4 Hour Avionics (UNK 1K FMS) (Lunch) Master Warning Fire Protection Fuel System

N/A

Day Three (Wednesday)

Powerplant Propellers (Lunch) Electrical System Lighting

N/A

Day Four (Thursday)

Pneumatics Air-Conditioning Pressurization Oxygen

½ Hour Brief 4 Hour CPT ½ Hour Debrief

Day Five (Friday)

Weight & Balance Performance Performance

½ Systems Integration ½ Hour Brief 4 Hour Simulator (crew) 1 Hour Debrief



Day Six (Saturday)

N/A ½ Systems Integration ½ Hour Brief 4 Hour Simulator (crew) 1 Hour Debrief

Day Seven (Monday)

Plant Tour Windshear Walkaround

½ Systems Integration ½ Hour Brief 4 Hour Simulator (crew) ½ Hour Debrief

Day Eight (Tuesday)

Landing Gear & Brakes Flight Controls Systems Review Ice & Rain Protection

½ Systems Integration ½ Hour Brief 4 Hour Simulator (crew) ½ Hour Debrief

Day Nine (Wednesday)

Enhancement Systems Review Examination

1 Hour Brief 4 Hour Simulator (crew) 1 Hour Debrief

Day Ten (Thursday)

TDB 1 Hour Brief 4 Hour Simulator (crew) ½ Hour Debrief

Day Eleven (Friday)

Oral Examination 1 Hour Brief 6 Hour Simulator (crew) ½ Hour Debrief

GRADING AND EVALUATION STANDARDS ATP or FlightSafety Proficiency Card (ProCard) Completion Standards: The pilot must perform all procedures and maneuvers to the tolerances listed in the AIRLINE TRANSPORT PILOT AND AIRCRAFT TYPE RATING Practical Test Standards for AIRPLANE (ATP PTS) to successfully complete the course. For a ProCard to be issued, the pilot must



consistently exceed the standards defined in the ATP PTS throughout the course.

1. Takeoff a. Heading ± 5° b. Airspeed ± 5 KIAS

2. Departure, Cruise, Holding, and Arrival a. Altitude ± 100 feet b. Heading ± 10° c. Airspeed ± 10 KIAS

3. Steep Turns a. Altitude ± 100 feet b. Rollout Heading ± 10° c. Bank Angle ± 5° d. Airspeed ± 10 KIAS

4. Approach to Stall a. Recognize Perceptible Stall or Stall Warning b. Recover at First Indication of Stall c. Strive for Minimum Altitude Loss

5. IFR Approaches (Prior to Final Approach)

a. Precision (1) Altitude ± 100 feet (2) Heading ± 5° (3) Airspeed ± 10 KIAS

b. Nonprecision (1) Altitude ± 100 feet (2) Heading ± 5° (3) Airspeed ± 10 KIAS

GRADING AND EVALUATION STANDARDS (continued)

6. IFR Approaches (During Final Approach)

a. Precision Approach (1) CDI ± ¼ Scale Deflection (2) GS ± ¼ Scale Deflection (3) Airspeed ± 5 KIAS

b. Nonprecision Approach (1) CDI ± ¼ Scale Deflection (2) RMI ± 5° Deviation (3) Bearing Pointer ± 5° Deviation



(4) MDA +50, – 0 feet (5) Airspeed ± 5 KIAS

c. Circling (1) MDA + 100, – 0 feet (2) Heading/Track ± 5° (3) Airspeed ± 5 KIAS (4) Bank Should not exceed 30°

7. Missed Approach

a. Altitude ± 100 feet b. Heading ± 5° c. Airspeed ± 5 KIAS

SIMULATOR PROFILES

REJECTED TAKEOFF



SIMULATOR PROFILES

ENGINE FAILURE ON TAKEOFF (AT OR ABOVE V1) TAKEOFF CONTINUED



SIMULATOR PROFILES

DEPARTURE



SIMULATOR PROFILES

STEEP TURNS



SIMULATOR PROFILES

APPROACH TO STALL – CLEAN CONFIGURATION



SIMULATOR PROFILES

APPROACH TO STALL – LANDING CONFIGURATION



SIMULATOR PROFILES

APPROACH TO STALL – TAKEOFF CONFIGURATION



SIMULATOR PROFILES

VISUAL APPROACH



SIMULATOR PROFILES

ONE ENGINE INOPERATIVE VISUAL APPROACH



SIMULATOR PROFILES

NON PRECISION APPROACH



SIMULATOR PROFILES

PRECISION APPROACH



PRE-ATTENDANCE NOTES AND QUESTIONS



Documents

Initial Initial Study Guide