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King Air 350Cockpit Reference Handbook

February 2006

Notice: This King Air 350 Cockpit Reference Handbook is to be used foraircraft familiarization and training purposes only. It is not to be used as,nor considered a substitute for, the manufacturer’s Pilot or MaintenanceManual.

Copyright © 2006, CAE SimuFlite, Inc.All rights reserved.

King Air 350 materials used in this publicationhave been reproduced with permission of

Raytheon Aircraft Corporation.

Printed in the United States of America.

SimuFlite

King Air 350 Developed for Training Purposes 2A-1October 2001

Preflight InspectionTable of ContentsCockpit Flow Pattern . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2A-3

Power Off . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2A-5

Power On Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2A-7

Fuel Panel Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2A-9

Oxygen System Check . . . . . . . . . . . . . . . . . . . . . . . . . . 2A-10

Warning System Check . . . . . . . . . . . . . . . . . . . . . . . . . . 2A-11

Electric Trim System Check. . . . . . . . . . . . . . . . . . . . . . . 2A-12

Autopilot and Yaw Damp Check . . . . . . . . . . . . . . . . . . . 2A-12

Anti-Ice System Check . . . . . . . . . . . . . . . . . . . . . . . . . . 2A-14

Cockpit Preflight Continued . . . . . . . . . . . . . . . . . . . . . . . 2A-15

Cabin Preflight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2A-16

Airstair Door Circuitry Check . . . . . . . . . . . . . . . . . . . . . . 2A-17

Preflight Inspection Walkaround Path . . . . . . . . . . . . . 2A-18

Exterior Preflight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2A-19

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2A-19

Left Wing Trailing Edge . . . . . . . . . . . . . . . . . . . . . . . . . . 2A-20

Left Wing Leading Edge . . . . . . . . . . . . . . . . . . . . . . . . . 2A-23

Left Engine Nacelle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2A-24

Left Wing Root . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2A-25

Left Nose . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2A-26

Nose Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2A-27

Right Nose . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2A-28

Right Wing Root. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2A-29

2A-2 Developed for Training Purposes King Air 350October 2001

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Right Engine Nacelle . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2A-30

Right Wing Leading Edge . . . . . . . . . . . . . . . . . . . . . . . . 2A-32

Right Wing Trailing Edge . . . . . . . . . . . . . . . . . . . . . . . . . 2A-34

Right Rear Fuselage . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2A-35

Empennage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2A-36

Left Rear Fuselage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2A-37


Preflight Inspection


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Cockpit Flow Pattern

B3

CR

H-P

F0

01

i

COCKPIT FLOW PATTERN

(LEFT SEAT)

COCKPIT FLOW PATTERN

(RIGHT SEAT)



Power OffGPU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONNECT/ON

Control Locks. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REMOVEParking Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SETRight Sidewall Circuit Breaker Panel . . . . . . . . . . . . . . .CHECKAlternate Static Air Switch . . . . . . . . . . . .GUARDED NORMALCopilot’s Right Subpanel . . . . . . . . . . . . . . . . . . . . . . . .CHECK

Check vacuum, pneumatic, and oxygen gauges for properindications.

Copilot’s Instrument Panel . . . . . . . . . . . . . . . . . . . . . . .CHECKCheck instruments for condition and proper indications.

Copilot’s Left Subpanel Switches. . . . . . . . . . . . . . . . . . . . SETSet all switches to OFF or normal positions.

Center Pedestal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECKWorking forward, set all switches to OFF or normal posi-tions. Oxygen control handles should be pushed in. Ensureall knobs, switches, and protective covers are free fromdamage.

Alternate Gear Extension Handle . . . . . . . . . . . . . . . STOWEDThe handle should be set all the way down, flush with thefloor. If the handle was in the up position, ensure that thesystem has not been emergency extended during the previ-ous flight.

Trim Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET ZEROMake sure the trims are set to zero and indicated. Trim posi-tion should be checked during walk-around.

NOTE: Prior to entering the aircraft for Preflight Inspection, pitot cover should be removed and ground power unit (GPU)should be connected and selected ON. EXT PWR annunciator should flash intermittently for the entire time GPU is connected until EXT PWR is switched ON.


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Power Quadrant. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET

Engine controls should be set as follows: power lever atFLIGHT IDLE, prop lever at FEATHER, and condition leverat FUEL CUTOFF.

Center Instrument Panel and Glareshield . . . . . . . . . . .CHECK

Make sure all switches are set to OFF or normal position.Ensure all the controls are in good condition and are prop-erly installed. Ensure the glareshield has no cracks ordamage.

Overhead Panel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK

All switches should be set to OFF or normal. Verify that 28Vis present when EXT PWR is selected and that the batteryhas minimum of 20 volts. Check the standby compass forvalid indications and condition.EXT PWR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28VBATT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20V (MIN)

Pilot's Instrument Panel . . . . . . . . . . . . . . . . . . . . . . . . .CHECK

Check all instruments and switches for indication/position,security, and freedom from damage.

Pilot’s Right Subpanel Switches . . . . . . . . . . . . . . . . . . . . SET

Set all switches to OFF and ensure that the landing gearhandle is down-and-locked.

Pilot’s Left Subpanel Switches. . . . . . . . . . . . . . . . . . . . . . SET

Set all switches to OFF or normal positions. Fuel Panel Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET

Set the standby pump switches to OFF and the auxiliarytransfer switches to AUTO.

Left Sidewall Circuit Breaker Panel . . . . . . . . . . . . . CHECK IN

To set parking brake, apply pressure to the top of the rudderpedals; pull the parking brake handle and release the pres-sure applied to the rudder pedals.



Power On ChecksBattery Switch . . . . . . . . . . . . . . . . . . . . . . . . . CONFIRM OFFBattery Bus Switch. . . . . . . . . . . . . . . . . . . . . . . . . .EMER OFF

Rotate the Voltmeter Bus Select switch through each posi-tion. Verify that the voltmeter indicates zero volts on all posi-tions, except EXT PWR.

Battery Bus Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . NORM

Rotate the Voltmeter Bus Select switch through each posi-tion. Verify that the voltmeter indicates zero volts for eachposition, except Battery Volts on BAT and EXT PWRpositions.

Battery Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON

Rotate the Voltmeter Bus Select switch through eachposition.Note battery voltage on BAT and CTR positions; TPL FEDposition should read slightly less than battery voltage. Allother positions should show zero voltage, except EXT PWR.Observe L DC GEN, R DC GEN, L GEN TIE OPEN, R GENTIE OPEN, #1 AC BUS, #2 AC BUS annunciator illuminated.Landing Gear Position Lights indicate 3 green.

GEN TIES Switch . . . . . . . . . . . . . . . . . . . . . . . . MAN CLOSE

Rotate the Voltmeter Bus Select switch through eachposition.Note battery voltage on ALL bus positions except TPL FED,which should read slightly less than battery voltage. EXTPWR should still read 28V DC.Observe L DC GEN, R DC GEN, MAN TIES CLOSE, #1 ACBUS, #2 AC BUS annunciators illuminated.

External Power Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON

Observe MAN TIES CLOSE annunciator extinguished. EXTPWR annunciator illuminated steady.

2A-8 Developed for Training Purposes King Air 350February 2006

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Rotate the Voltmeter Bus Select switch through each posi-tion. Note GPU voltage on all buses, with slightly less onTPL FED.

Bus Sense Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TEST

Observe L GEN TIE OPEN, R GEN TIE OPEN, and BATTIE OPEN annunciators illuminated.Rotate the Voltmeter Bus Select switch through each posi-tion. Note zero voltage on all positions except BAT, EXTPWR, TPL FED and Center Bus.

Bus Sense Switch . . . . . . . . . . . . . . . . . . . . . . . RESET/NORM

Observe L GEN TIE OPEN, R GEN TIE OPEN and BAT TIEOPEN annunciators extinguished.

GEN TIE Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN

Observe L GEN TIE OPEN, R GEN TIE OPEN annunciatorsilluminated.Rotate the Voltmeter Bus Select switch through each posi-tion. Note GPU voltage on CTR, BAT and slightly less onTPL FED. Zero volts on each GEN bus.

GEN TIE Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NORMInverter Switches (2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON

No. 1 Inverter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

No. 1 AC BUS annunciator illuminated.

No. 1 Inverter . . . . . . . . . . . . . . . . . . . . . . BUS TRANSFER

No. 1 AC BUS annunciator extinguished.

No. 1 Inverter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON

No. 2 Inverter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

No. 2 AC BUS annunciator illuminated.

No. 2 Inverter . . . . . . . . . . . . . . . . . . . . . . BUS TRANSFER

No. 1 AC BUS annunciator extinguished.

No. 2 Inverter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON

No. 1 and 2 AC BUS annunciators extinguished.



Avionics Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ONEFIS Power Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ONOverhead Panel Master Panel Lights . . . . . . . .AS REQUIREDEMERGENCY LIGHTS . . . . . . . . . . . . . . . . . . .AS REQUIREDNO SMK FSB Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ONAnnunciators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TEST

Press the test button on the glareshield and ensure eachannunciator is illuminated by two lamps.

Fuel Panel CheckFuel Quantity . . . . . . . . . . . . . . . . . . CHECK MAIN/AUX/TESTFuel Firewall Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSE

Pressing the ENG FIRE F/W VALVE PUSH CLOSED willclose the shutoff valve and armed the fire extinguisher sys-tem. The firewall valve and extinguisher light switches willilluminate.

Boost Pumps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ONFUEL PRESSURE Annunciators . . . . . . . . . ILLUMINATED

Fuel Firewall Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPENFUEL PRESSURE Annunciators . . . . . . . EXTINGUISHED

Boost Pumps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFFFUEL PRESSURE Annunciators . . . . . . . . . ILLUMINATED

Crossfeed Switch. . . . . . . . . . . . . . . . . . . . . . ALTERNATE L/RCROSSFEED Annunciator . . . . . . . . . . . ON (each position)FUEL PRESSURE Annunciators . . . . . . . EXTINGUISHED

(each position)Crossfeed Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFFAux Fuel Qty . . . . . . . . . . . . . . . . . . .FUEL LOW LEVEL TEST


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Oxygen System CheckOxygen Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK

See Normal Procedures section for correct oxygen pressureand duration for the flight.

Oxygen Duration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECKPilot/Copilot Mic Switches . . . . . . . . . . . . . . . .OXYGEN MASKPilot’s Transmitter Switch. . . . . . . . . . . . . . . . . . . . . . . . CABINPilot’s Audio Switch . . . . . . . . . . . . . . . . . . . . . . . . . SPEAKERAudio Emergency Switch. . . . . . . . . . . . . . . . . . . . . . . . NORMPaging Volume. . . . . . . . . . . . . . . . . . . . . . . . . . . AS DESIREDCopilot’s Audio Switch . . . . . . . . . . . . . . . . . . . . . . . SPEAKERCopilot’s Transmitter Switch . . . . . . . . . . . . . . . . . . . . . CABINSystem Ready T-Handle . . . . . . . . . . . . . . . . . . . . . . . . . PULLCrew Masks. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REMOVEMask Plugs, Mic Plugs. . . . . . . . . . . . . . . . CHECK SECURITYRegulators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK/100%Flowmeters . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK GREENHeadband . . . . . . . . . . . . . . . . . . INFLATE/DEFLATE CHECKMask Microphones. . . . . . . . . . . . . . . . . . . . . . . CHECK EACH

With yoke radio transmitter switch depressed, brief handlingof the mask, or gas release from regulator, should be audi-ble over cabin speaker. Check each side.

Crew Masks. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .STOWAudio Panel Switches . . . . . . . . . . . . . . . RESET FOR FLIGHTPilot/Copilot Mic Switches . . . . . . . . . . . . . . . . . . . . . NORMAL



Warning System CheckGear Handle Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TEST

Ensure that both handle lamps illuminate. HYD FLUID SENSOR Button . . . . . . . . . . . . . . . PUSH/HOLD

Allow 5 seconds for illumination of HYD FLUID LOWannunciator.

Flap Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ZEROLDG GEAR WARN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TEST

The landing gear warning switch will test the horn and land-ing gear handle lights.

STALL WARN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TEST

Pressing the stall warn test will activate the warning systemand a warning tone should sound. Observe movement of thewing lift transducer.

OVERSPEED WARN. . . . . . . . . . . . . . . . . . . . . . . . . . . . TEST

Pressing the overspeed warn test switch will test the systemand a warning tone should sound.

CABIN DIFF WARN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TEST

Observe red CABIN DIFF HI annunciator.CABIN ALT WARN. . . . . . . . . . . . . . . . . . . . . . TEST/SILENCE

Note aural tone, silence button operation, and observe bothCABIN ALTITUDE and CABIN ALT HI annunciators.

ENG FIRE DET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TEST

Placing the ENG FIRE TEST switches into the DET positionwill test the detection circuitry and illuminate the ENG FIREand flashing MASTER WARNING annunciators.

ENG FIRE EXT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TEST

Selecting the ENG FIRE TEST to EXT position will test thedischarging system and illuminate the corresponding engineEXTINGUISHER PUSH and DISCHARGED annunciators.


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Electric Trim System CheckElectric Trim Switch . . . . . . . . . . . . . . . . . . . . . . . . . RESET/ON

Observe that the ELEC TRIM OFF annunciator is extinguished.Pilot’s Trim Switches . . . . . . . . . . . . ACTIVATE INDIVIDUALLY

Individual activation of the dual-element trim switchesshould cause no trim wheel motion.

Pilot’s Trim Switches . . . . . . . . . . . . . . ACTIVATE TOGETHER

Pressing the dual-element switch on the pilot or copilot con-trol will move the control surfaces to the selected position.

Trim Disconnect Switch . . . . . . . . . . . . . . . . . . . . . . . . . . PUSH

Electric Trim Switch . . . . . . . . . . . . . . . . . . . . . . . . . RESET/ONCopilot’s Trim Switch . . . . . . . . . . . . . . . . . . . . . . . . . . REPEATPilot’s Trim Switches . . . . . . . . . . . . . . . . . . . . . . . . ACTIVATE

Observe pilot’s ability to override copilot’s trim actuationwhen switches are used in opposite directions.

Autopilot and Yaw Damp CheckManual Pitch Trim . . . . . . . . . . . . . . . . . . TAKEOFF POSITIONELEV Trim Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ONYaw Damp Button . . . . . . . . . . . . . . . . . . . . . . . . . . . ENGAGE

Note rudder pedals respond to yaw damp engagement.Rudder Boost Switch . . . . . . YAW CONTROL TEST/RELEASE

Observe YD DISC flash momentarily on EFIS ADI, then extinguish.Rudder pedals released.

Rudder Boost/Yaw Control Test Switch . . . . RUDDER BOOSTControl Yoke . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RELAX

NOTE: Trim wheel movement stops. ELEV TRIM OFF annunciator illuminates.



Autopilot Button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENGAGENote trim wheel movement stops. ELEV TRIM OFF annun-ciator illuminates. AP and YD illuminate steady on EFIS.

Electric Pitch Trim . . . . . . . . . . . . . . . . . . . . . . . . . . .ACTUATEElectric pitch trim switches should be tested in both direc-tions with the autopilot engaged to verify the autopilot dis-connects with all switch activations.Repeat for both pilot and copilot.

Control Yoke . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CENTERAutopilot Button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENGAGE

Allow green AP and YD annunciators to illuminate steady onEFIS ADI.

Control Yoke . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PUSH/PULLMove the yoke in both the forward and aft directions to verifythe autopilot attempts to trim off the applied pressure.

Turn Knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L/RConfirm that the control wheel responds appropriately tocontrol from the detent position.

Turn Knob . . . . . . . . . . . . . . . . . . . . . . . . . . CENTER DETENTHDG Mode. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENGAGEHDG Control Knob. . . . . . . . . . . . . . . . . . . . . . . . PUSH SYNCHDG Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L/R

Observe control yoke follows heading commands.Yoke CWS/SYNC button . . . . . . . . . . . . . . . . PUSH/RELEASE

Confirm roll response from previous step becomes inactivewhen button pressed.Repeat previous four steps for both pilot and copilot.

GA Button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PUSHObserve EFIS command bars pitch to +7 degrees.Autopilot disconnects but yaw damp remains engaged.

Autopilot Button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENGAGE

2A-14 Developed for Training Purposes King Air 350February 2006

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AP/Trim Disconnect . . . . . . . . . . . . . . . . . . . . . PUSH first level

AP DISC and YD DISC flash momentarily on EFIS, thenextinguish.Repeat for both pilot and copilot side.

A/P test button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PUSH

All annunciators illuminate, then extinguish. GA remains illu-minated. Any other annunciator remaining illuminated indi-cates a malfunction.

EFIS test button. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PUSH

Anti-Ice System CheckPitot, Fuel Vent, Stall Warning Heat Switches . . . . . . . . . . . ON

CAUTION: Ensure pitot covers are removed.

Ensure that the optional L or R PITOT HEAT annunciatorextinguishes when switch is selected on.

Pilot/Copilot WindshieldHeat Switches . . . . . . . . . . . . . . . . . CHECK EACH POSITION

Ensure that both windshields are getting heat in low andhigh settings. Observe magnetic compass deflection.

ENGINE ANTI-ICE Actuator Switches. . . . . . . . . . . .STANDBYENGINE ANTI-ICE Switches . . . . . . . . . . . . . . . . . . . . . . . . ON

Observe that the L and R ENG ANTI-ICE annunciators areilluminated.

ENGINE ANTI-ICE Switches . . . . . . . . . . . . . . . . . . . . . . . OFFObserve that the L and R ENG ANTI-ICE annunciators areextinguished.

ENGINE ANTI-ICE Actuator Switches. . . . . . . . . . . . . . . MAINPitot, Fuel Vent, Stall Warning Heat Switches . . . . . . . . . . OFF



Cockpit Preflight ContinuedTrim Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET

Trim should be set for takeoff and indicator readings mustmatch trim positions.

External Light Switches . . . . . . . . . . . . . . . . . . . . . . . . .CHECK

Functionally check all the lights before flight; see minimumequipment list (MEL) for required lights.

Cockpit Fire Extinguisher. . . . . . . . . . . . . CHECK PRESSUREFlight Manual . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK


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Cabin PreflightForward Cabin Sign . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ONFwd Emergency Exit Sign . . . . . . . . . . . . . . . . . . TEST/RESETEmergency Exits . . . . . . . . . . . . . . . . . . . . . . . . . . UNLOCKED

Interior lock must be in the unlock position to permit accessfrom outside the aircraft in case of an emergency.

Coffee Bar . . . . . . . . . . . . . . . . . . . . . . . . . . . . .AS REQUIRED

The coffee bar should be in the stowed position (doorclosed) and loose items should be stored.

Cabin Seats, Seat Belts, Shoulder Harnesses . . AS DESIRED

Ensure all seat belt and shoulder harnesses are present andin good condition.

Tray Tables, Cabinets . . . . . . . . . . . STOWED/AS REQUIREDLoose Articles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECUREDCabin Windows . . . . . . . . . . . . . . . . . . . . . . . . . . AS DESIREDGasper Vents/Reading Lights . . . . . . . . . . . . . . . AS DESIREDCabin Fire Extinguisher . . . . . . . . . . . . . . CHECK PRESSUREAft Emergency Exit Sign . . . . . . . . . . . . . . . . . . . TEST/RESETAft Cabin Sign . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ONFirst Aid Oxygen Mask. . . . . . . . . . . . . . . . . . . . . . . . . .CHECKToilet Knife Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPENDocuments. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECKBaggage Area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECUREBaggage Light . . . . . . . . . . . . . . . . . . . . . . . . . .AS REQUIRED




CAE SimuFlite

Preflight Inspection Walkaround Path

B3

CR

HP

F0

02

i

A

B

C D

E

G

HI

K

L

N M

F

J



Exterior PreflightGeneralBefore starting the exterior inspection, obtain the following:

flashlight

wiping cloth

standard and Phillips head screwdrivers

step stool

container for fuel sample disposal.All Surfaces . . . . . . . . . . . . . FREE FROM SNOW/ICE/FROSTProtective Covers/Plugs . . . . . . . . . . . . . . . . REMOVE/STOW

Remove safety covers from the engines, static ports andpitot probes.

All Intakes/Exhausts. . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEARFasteners/Panels. . . . . . . . . . . . . . . . . . . . . . . . . ALL SECURE

Verify that all fasteners and panels are secure. Removekeys from locks.

General Condition . . . . . . . . . . . . . . . . . . . . . . . UNDAMAGED

Perform a general condition check of the entire aircraft. Noteany fuel, oil or hydraulic leaks. Determine the cause andhave corrected before flight.

NOTE: If night flight is anticipated, check actual opera-tion of navigation and strobe lights.


CAE SimuFlite

A Left Wing Trailing EdgeLeft Side Cabin Windows. . . . . . . . . . . . . . . . . . . . . . . .CHECKFlap Symmetry. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK

The inboard flap should lay flush with the bottom of the fuse-lage fillet. Lateral movement of any flap panel is unacceptable.Do not exceed one flap travel every 10 minutes on theground.Both flap panels should be fully retracted. Ensure they arenot bent or distorted. Some movement of the flaps should bepossible, and there should be no sign of flap binding. Noteespecially the condition of rivets on top of the flaps. Theinboard flap must be flush with the bottom of the fuselage;the outboard flap trailing edge may vary from 1/4-inch aboveto 1/4-inch below the inboard flap.

Landing Gear and Doors:

Ensure tires are in good condition, doors are secure, strutsare properly inflated, and wheel wells are clean and free offluid leaks. Linkage should be secure with no signs ofunusual wear or cracking. Check uplock and downlockmicroswitches for condition. Brake deice lines, wheninstalled, should be secure and free of fuel, oil, and hydrau-lic fluid. The deice manifold should be securely attached tothe axle and free of damage. Brake lines should be secureand free of fraying or leaking.

Tire Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECKStrut Inflation/Cleanliness . . . . . . . . . . . . . . . . . . . . . . .CHECKAll Linkages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK



Brakes, Lines & Plumbing . . . . . . . . . . . . . . . . . . . . . . .CHECK

Table 2A; Main Gear ConditionsFire Extinguisher Pressure . . . . . . . . . . . . . . . . . . . . . .CHECK

Check that the fire extinguisher cylinder is properly serviced.The cylinder is located aft in the main wheel well. Refer toTable below for fire extinguisher cylinder pressure.

Table 2-B; Fire Extinguisher Cylinder PressureOil Breather Vent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR

Main Gear Condition

Aircraft Loading Tire Inflation(PSI)

Strut Extension(Inches)1

Unloaded 83-87 3.23-3.49

Loaded 88-92 3.23-3.491 Strut extension is with full fuel and oil.

Fire Extinguisher Cylinder

Ambient Temperature Indicated Pressure (PSI)

ºF ºC-40 -40 190-240-20 -29 220-2750 -18 250-315

20 -7 290-36540 4 340-42060 16 390-48080 27 455-550100 38 525-635120 49 605-760


CAE SimuFlite

Fuel Sump (outboard of wheel nacelle) . . . . . . . . . . . . . DRAIN

Six fuel sumps must be drained on each wing. Two sumpsare quick-drain style and four are flush-mounted. Use a fueltester probe to push up on the spring-loaded push-to-draintype valve. Check for water and/or sediment. Dispose ofsamples in a fuel sample container. At this point, check thegravity feed line from wing tanks to nacelle (aft of wheelwell).

Inverter Louvers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEARHeated/NACA Fuel Vents . . . . . . . . . . . . . . . . . CLEAR/WARMAileron, Tab, Static Wicks (5) . . . . . . . . . . . . CHECK/NEUTRAL

The aileron and the trim tab should be in the neutral posi-tion, as previously set in the cockpit. The aileron can be asmuch as 1/2-inch above or below the flap trailing edge.Check general condition and freedom of movement of theaileron. Check bonding wires for secure attachment. Thetrim tab should be aligned with the aileron. The hinge shouldnot have excess play.Check for three static wicks on the left aileron and two staticwicks on the winglet.

Bonding Cables (1 each hinge) . . . . . . . . . . . . . . . . . . .CHECKOutboard Fuel Vents . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR

LimitationsAll wicks must be installed in good condition when using VLF equipment.

NOTE: One wick may be damaged or missing on any one surface.



B Left Wing Leading EdgeWing Tip Light Group . . . . . . . . . . . . . . CHECK (NO CRACKS)

Check the light assembly for lens cracks, security, and anyindication of a burned out bulb.

Main Tank Cap. . . . . . . . . . . . . . CHECK/SECURE/NO LEAKS

Ensure there are no leaks in the main fuel tank. Check thefuel cap near the wing tip; the locking tab should be flushwith the surface of the cap and pointing aft.

Stall Warning Vane. . . . . . . . . . . . . CHECK FREEDOM/WARM

Check that the stall warning vane on the leading edge of theleft outboard wing section moves freely and that the vaneand mounting assembly are in good condition.

Flush Drain . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DRAINDeice Boot/Stall Strip . . . . . . . . . . . . . . . . . . .CHECK/SECURE

The deice boot should be securely attached to the leadingedge. Ensure that it is undamaged. Check for significantscratches or cuts in the boot. Check condition of the stallstrip attached to the boot.

Access Panels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECUREMain Tank Fuel Sumps . . . . . . . . . . . . . . . . . . . . . . . . . DRAIN

Drain the flush-mounted nacelle fuel pump, strainer, and fuelfilter drains forward of the wheel well. Check condition ofsamples.

Ice Inspection Light . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK

Check ice inspection light for condition and security.


CAE SimuFlite

C Left Engine NacelleFirewall Sump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DRAINNacelle and Strainer Sump . . . . . . . . . . . . . . . . . . . . . . DRAINEngine Oil Breather Vent . . . . . . . . . . . . . . . . . . . . . . . . CLEAROil Cooler and Ice Vane Exhaust. . . . . . . . . . . . . . . . . . CLEAREngine Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECKLeft Engine Cowling:

Linkages, Lines, Hoses,Accessories. . . . . . . . . . . .CHECK SECURITY/CONDITIONBonding Straps,Cable Ties . . . . . . . . . . . . .CHECK SECURITY/CONDITIONOil Dipstick . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECURE

Cowling . . . . . . . . . . . . . . . . . CAMLOCS/LATCHES/SCREWSExhaust Stacks and Scuppers . . . . . . . . . . . . . . . . . . . .CHECKForward Cowl Air Intakes. . . . . . . . . . . . . . . . . . . . . . . . CLEARPropeller . . . . . . . . . . . . . . . . .CHECK SECURITY/LEAKAGE/

NICKS/BOOTSEngine Intake. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAROil Cooler Inlet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR

Ice Vane . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RETRACTEDRight Engine Cowling:

Linkages, Lines, Hoses,Accessories. . . . . . . . . . . .CHECK SECURITY/CONDITIONBonding Straps,Cable Ties . . . . . . . . . . . . .CHECK SECURITY/CONDITIONGenerator Blast Tube . . . . . . . . . . . . . . . . . . . . . . . .CHECKSwing Check Valve Louver . . . . . . . . . . . . . . . . . . . . CLEARNo obvious evidence of fluid leaks, heat damage, chafing,loose hardware, or rubbing on interior of cowl covers, etc.

Cowling . . . . . . . . . . . . . . . . . CAMLOCS/LATCHES/SCREWS



D Left Wing RootAux Tank Cap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECURE

Inspect the wing in the area of the auxiliary fuel tank, andensure the fuel cap is secure and locked with the tab point-ing aft. Ensure the hydraulic gear service door is secure andthat the hydraulic gear overfill and vent lines are clear.

Hydraulic Powerpack Service Door . . . . . . . . . . . . . . SECUREInboard Deice Boot . . . . . . . . . . . . . . . . . CHECK CONDITION

The deice boot should be securely attached to the leadingedge. Check for significant scratches or cuts in the boot.

Heat Exchanger Inlet and Exhaust . . . . . . . . . . . . . . . . CLEAR

Check the heat exchanger inlet and outlet for cracks orobstructions.

Hydraulic Gear Powerpack Vents . . . . . . . . . . . . . . . . . CLEAR

Make sure that the vents are not dented, damaged orleaking.

Aux Fuel Drain . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DRAINAccess Panels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECURELower Antennas. . . . . . . . . . . . . . . . . SECURE/UNDAMAGED

Check the underside of the aircraft for signs of fuel or otherleaks. Check antennas, beacon and panels for security andcondition.


CAE SimuFlite

E Left NoseEmergency Exit . . . . . . . . . . . . . . . . . . . . . . . FLUSH/SECURETemperature Probe . . . . . . . .CHECK SECURITY/CONDITION

Ensure that the security and condition of the temperatureprobe on the lower fuselage is satisfactory.

Relief Tube . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECKBrake Reservoir Vent. . . . . . . . . . . . . . . . . . . . . . . . . . . CLEARWindshield and Wiper . . . . . . CONDITION/SECURE/PARKED

The windshield should be clean, free from cracks, discolora-tion, and excessive delamination. Ensure security and con-dition of the pilot wiper arm assembly.

Avionics Door. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECURECondenser Blower . . . . . . . . . . . . . . . . . CLEAR/UNDAMAGEDPitot Tube . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR/WARM

Ensure the pitot cover is removed and that the pitot tube issecure and in good condition.



F Nose GearRadome . . . . . . . . . . . . . . . . . . . . . . . . CHECK/UNDAMAGED

Radome should be clean and free of cracks. Verify that theradome is properly secure.

Landing/Taxi Lights . . . . . . . . . . . . . . . . . . . .CHECK/SECURE

Check condition and security of the landing and taxi lights.Ensure chocks are removed. Verify functionality of all lights.

Nose Strut . . . . . . . . . . . . . . . . . . . . . . . . CHECK CONDITION

Table 2A-A; Nose Gear Conditions

Shimmy Damper . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECURETurn Limit Stop. . . . . . . . . . . . . . . . . . . . CLEAN/UNDAMAGED

Metal plate should be straight and holes should be circular. Gear Doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECURE

Check that the nose gear door hinges are in good condition.Ensure turn limits on the nosewheel strut have not beenexceeded. Check condition of the uplock and downlockmicroswitches. Check tire, wheels, strut linkages and doors.

Air Conditioning Reset CB . . . . . . . . . . . . . . . . . . .UNTRIPPEDWheel Well Access Panels . . . . . . . . . . . . . . . . . . . . SECURE

Nose Gear Condition

Tire Inflation(PSI)

Strut Extension(inches)1

55-60 3.77-4.061 Strut extension is with full fuel and oil.


CAE SimuFlite

G Right NosePitot Tube . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR/WARM

Ensure the pitot cover is removed and that the pitot tube issecure and in good condition.

Condenser Inlet . . . . . . . . . . . . . . . . . . . . . . . CLEAR/SECURE

Check that the inlet duct is free of obstructions.Avionics Door. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECURE

Check that the right access panel and all fasteners aresecurely attached.

Windshield and Wiper . . . . . . CONDITION/SECURE/PARKED

The windshield should be clean, free from cracks, discolora-tion, and excessive delamination. Ensure security and con-dition of the pilot wiper arm assembly

CAUTION: Do not operate the windshield wiper on adry windshield; damage to wiper and windshield canoccur.



H Right Wing RootEmergency Exit . . . . . . . . . . . . . . . . . . . . . . . FLUSH/SECUREAux Tank Cap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECURE

Ensure there are no leaks. Check the fuel cap; the lockingtab should be flush with the surface of the cap and pointingaft.

Inboard Deice Boot . . . . . . . . . . . . . . . . . CHECK CONDITION

The deice boot should be securely attached to the leadingedge. Check for significant scratches or cuts in the boot.

Heat Exchanger Inlet and Exhaust . . . . . . . . . . . . . . . . CLEAR

Check the heat exchanger inlet and outlet for cracks orobstructions. Ensure ejector exhaust is clear of anyobstructions.

Vacuum Ejector Exhaust . . . . . . . . . . . . . . . . . . . . . . . . CLEARAux Fuel Tank Drain . . . . . . . . . . . . . . . . . . . . . . . . . . . DRAIN

Six fuel sumps need to be drained on each wing. Twosumps are quick-drain style and four are flush-mounted.Use a fuel tester probe to push up on the spring-loadedpush-to-drain type valve. Check for water and/or sediment.Dispose of samples in a fuel sample container. At this point,check the inboard fuel tank sump on the underside of theauxiliary tank near the fuselage.

Battery Box Drain. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEARBattery Air Inlet and Exhaust . . . . . . . . . . . . . . . . . . . . . CLEAR

The battery air inlet is on the bottom of the wing between thenacelle and the fuselage. The thermostatically controlledvalve should be securely in place, should not bind, andshould be in the proper position for battery box temperature(fully open at 70 to 80°F and fully closed at 30°F).Ensure that the battery outlet vent on top of the wing isunobstructed and the access panel is secure. Check thebattery box drain for obstructions.

Lower Panels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECURE


CAE SimuFlite

I Right Engine NacelleFirewall Sump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DRAINNacelle and Strainer Sump . . . . . . . . . . . . . . . . . . . . . . DRAINEngine Oil Breather Vent . . . . . . . . . . . . . . . . . . . . . . . . CLEAROil Cooler and Ice Vane Exhaust. . . . . . . . . . . . . . . . . . CLEAREngine Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK

Left Engine Cowling:

Linkages, Lines, Hoses,Accessories. . . . . . . . . . . .CHECK SECURITY/CONDITION

Bonding Straps,Cable Ties . . . . . . . . . . . . .CHECK SECURITY/CONDITION

Oil Dipstick . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECURE

AC Compressor Drive Belt . . . . . . . . . . . . . . . . . . SECURECowling . . . . . . . . . . . . . . . . . CAMLOCS/LATCHES/SCREWSExhaust Stacks and Scuppers . . . . . . . . . . . . . . . . . . . .CHECKForward Cowl Air Intakes. . . . . . . . . . . . . . . . . . . . . . . . CLEARPropeller . . . . . . . . . . . . . . . . .CHECK SECURITY/LEAKAGE/

NICKS/BOOTSEngine Intake. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAROil Cooler Inlet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR

Ice Vane . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RETRACTED

Right Engine Cowling:

Linkages, Lines, Hoses,Accessories. . . . . . . . . . . .CHECK SECURITY/CONDITION

Bonding Straps,Cable Ties . . . . . . . . . . . . .CHECK SECURITY/CONDITION

Generator Blast Tube . . . . . . . . . . . . . . . . . . . . . . . .CHECK



Swing Check Valve Louver . . . . . . . . . . . . . . . . . . . . CLEAR

No obvious evidence of fluid leaks, heat damage, chafing,loose hardware, or rubbing on interior of cowl covers, etc.

Cowling . . . . . . . . . . . . . . . . . CAMLOCS/LATCHES/SCREWS


CAE SimuFlite

J Right Wing Leading EdgeLanding Gear and Doors:

Ensure tires are in good condition, doors are secure, strutsare properly inflated, and wheel wells are clean and free offluid leaks. Linkage should be secure with no signs ofunusual wear or cracking. Check uplock and downlockmicroswitches for condition. Brake deice lines, wheninstalled, should be secure and free of fuel, oil, and hydrau-lic fluid. The deice manifold should be securely attached tothe axle and free of damage. Brake lines should be secureand free of fraying or leaking.Tire Pressure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK

Strut Inflation/Cleanliness . . . . . . . . . . . . . . . . . . . . .CHECK

Check for evidence of leaks and friction, general condi-tion and proper installation (refer to Table 2-A).

All Linkages. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK

Check for wear and evidence of friction; all linkagesshould have free movement.

Brakes Lines and Plumbing . . . . . . . . . . . . . . . . . . .CHECK

Fire Extinguisher Pressure . . . . . . . . . . . . . . . . . . . .CHECK

Check that the fire extinguisher cylinder is properly ser-viced (refer to Table 2-B). The cylinder is located aft inthe main wheel well.

GPU Access Door. . . . . . . . . . . . . . . . . . CLOSED (IF GPU DISCONNECTED)

Confirm that the door is closed, undamaged and properlylatched. If GPU is still connected to the aircraft, ensure thatthe door is properly closed after removal.

Inverter Louvers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEARNacelle and Strainer Sump . . . . . . . . . . . . . . . . . . . . . . DRAIN



Firewall Sump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DRAIN

Drain the flush-mounted firewall fuel filter drain; it is flushwith the bottom of the firewall. Check condition of sample.

Ice Inspection Light . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK

Check ice inspection light for condition, security andoperation.

Main Tank Fuel Sumps . . . . . . . . . . . . . . . . . . . . . . . . . DRAINHeated/NACA Fuel Vents . . . . . . . . . . . . . . . . . CLEAR/WARMDeice Boot/Stall Strip . . . . . . . . . . . . . . . . . . .CHECK/SECURE

The deice boot should be securely attached to the leadingedge. Ensure that it is undamaged. Check for significantscratches or cuts in the boot. Check condition of the stallstrip attached to the boot.

Access Panels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECUREMain Tank, Cap . . . . . . . . . . . . . CHECK/SECURE/NO LEAKS

Ensure there are no leaks in the main fuel tank. Check thefuel cap near the wing tip; the locking tab should be flushwith the surface of the cap and pointing aft.

Outboard Fuel Vents . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR

Check the general condition of the siphon break vent on theaft side of the wing tip. It should be clear and free ofobstructions.

Wing Tip Light Group . . . . . . . . . . . . . . CHECK (NO CRACKS)

Check the light assembly for lens cracks, security, and anyindication of a burned out bulb.


CAE SimuFlite

K Right Wing Trailing EdgeAileron, Tab, Static Wicks (5) . . . . . . . . . . . . CHECK/NEUTRAL

The aileron and the trim tab should be in the neutral posi-tion, as previously set in the cockpit. The aileron can be asmuch as 1/2-inch above or below the flap trailing edge.Check general condition and freedom of movement of theaileron. Check bonding wires for secure attachment. Thetrim tab should be aligned with the aileron. The hinge shouldnot have excess play.Check for three static wicks on the left aileron and two staticwicks on the winglet.

Bonding Cables (1 each hinge) . . . . . . . . . . . . . . . . . . .CHECKFuel Sump (outboard of wheel nacelle) . . . . . . . . . . . . . DRAIN

Drain the gravity feed line from wing tanks to nacelle (aft ofwheel well).

Flap Symmetry. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK

The inboard flap should lay flush with the bottom of the fuse-lage fillet. Lateral movement of any flap panel isunacceptable.Do not exceed one flap travel every 10 minutes on theground.Both flap panels should be fully retracted. Ensure they arenot bent or distorted. Some movement of the flaps should bepossible, and there should be no sign of flap binding. Noteespecially the condition of rivets on top of the flaps. Theinboard flap must be flush with the bottom of the fuselage;the outboard flap trailing edge may vary from 1/4-inch aboveto 1/4-inch below the inboard flap.




L Right Rear FuselageRight Side Cabin Windows . . . . . . . . . . . . . . . . . . . . . .CHECK

Do a visual inspection of the windows, ensure they areclean, properly installed and free of any cracks.

Oxygen Door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECURE

Verify that the door is secure, latches are not loose and dooris undamaged.

Static Ports. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR

Ensure that the ports are clean and no evidence of corrosionexists.

Tailcone Access Panels . . . . . . . . . . . . . . . . . . . . . . . SECURE

Ensure that the tailcone access door and inspection panelsare secure.

ELT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ARMED

The emergency locator transmitter (ELT) is aft of the oxygendoor and static ports on the fuselage. Push the door in andensure the switch is in the ARMED/AUTO position. Checkthe ELT antenna for condition and security.

All Antennas. . . . . . . . . . . . . . . . . . . . . CHECK/UNDAMAGED

Check the underside of the aircraft for leaks. Check anten-nas and beacon for security and condition. Ensure aft relieftube drain is unobstructed. Check the aft compartment bot-tom access panels for condition and security.


CAE SimuFlite

M EmpennageVentral Fin Drain Holes . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR

Ensure the ventral fin water drain is unobstructed.Control Surfaces/Tabs . . . . . . . . . . . . . . . .SECURE/NEUTRAL

Ensure trim tabs are in line with control surfaces. Checkdrain holes on underside of elevator. Verify all trim tabs arein the neutral position. The elevator trim tab neutral position(previously set in the cockpit) can be checked by observingthat the trailing edge of the trim tab aligns with the trailingedge of the elevator when the elevator is resting against thedownstops.

Static Wicks (13) . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECURE

Check for four static wicks on each elevator, four static wickson the rudder, and one static wick on the vertical stabilizer.

Bonding Cables . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECURE

The cables should be properly installed and undamaged.Exterior Light Groups. . . . . . . . . . . . . . . CLEAN/UNDAMAGED

Visually inspect the navigation lights, strobe lights andfloodlights.

Surface Deice Boots . . . . . . . . . . . . . . . CLEAN/UNDAMAGED

The deice boots should be secure and in good condition.Antennas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK

Check the VOR antennas for condition and security.


LimitationsAll wicks must be installed in good condition when using VLF equipment.



N Left Rear FuselageAccess Panels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECURE

Ensure all access panels are secure.Static Ports. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR

Check static ports for condition.Oxygen Overpressure Discharge Vent . . . . . . . . . . . . . CLEARRelief Tube. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK

Ensure that the relief tube is clear and undamaged.Cabin Door

Circuitry Check . . . . . . . . . . . . . . . . . . . . . . . . . COMPLETE

Door Seal . . . . . . . . . . . . . . . . . . . . .CLEAN/UNDAMAGED

Latching Bayonets. . . . . . . . . . . . . . . . CHECK CONDITION

Piano Hinge/Rivets/Snubber . . . . . . . . CHECK CONDITION

Steps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .FIRM

Cable, Air Supply, Wiring . . . . . . . . . . . . . . . . . . . . .CHECK


CAE SimuFlite

King Air 350 Developed for Training Purposes 2B-1May 2005

Expanded Normal ProceduresTable of ContentsChecklist Usage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-3

Normal Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-4

Before Starting Engines . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-4

Engine Starting (Battery) . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-8

Engine Starting (GPU) . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-10

Hot Start or Hung Start. . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-14

No Light Start (ITT Rise Within 10 Seconds) . . . . . . . . . . 2B-14

Engine Clearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-14

Before Taxi . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-15

Before Takeoff (Run-Up) . . . . . . . . . . . . . . . . . . . . . . . . . 2B-16

Before Takeoff (Final Items). . . . . . . . . . . . . . . . . . . . . . . 2B-28

Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-38

Rolling Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-29

Climb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-29

10,000 Feet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-30

Transition (18,000). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-30

Cruise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-30

Descent/Transition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-31

Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-33

Before Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-33

Normal Landing (Final Items) . . . . . . . . . . . . . . . . . . . . . 2B-34

Maximum Reverse Landing . . . . . . . . . . . . . . . . . . . . . . . 2B-34

Landing Steep Approach . . . . . . . . . . . . . . . . . . . . . . . . . 2B-34

2B-2 Developed for Training Purposes King Air 350May 2005

CAE SimuFlite

Balked Landing/Missed Approach . . . . . . . . . . . . . . . . . . 2B-35

After Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-35

Shutdown/Securing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-36


Expanded Normal Procedures

Checklist UsageTasks are executed in one of two ways:

as a sequence that uses the layout of the cockpit controlsand indicators as cues (i.e., “flow pattern”).

as a sequence of tasks organized by event rather than panellocation (e.g., After Takeoff, Gear – UP, Flaps – UP).

Placing items in a flow pattern or series provides organizationand serves as a memory aid.

A challenge-response review of the checklist follows executionof the tasks; the pilot not flying (PM) calls the item, and theappropriate pilot responds by verifying its condition (e.g., “Pro-peller Anti-Ice” [challenge] –“ON” [response]).

Two elements are inherent in the execution of normalprocedures:

use of either the cockpit layout or event cues to prompt thecorrect switch and/or control positions followed by the nor-mal checklist as a done list.

use of normal checklists as “done” lists.

2B-4 Developed for Training Purposes King Air 350October 2001

CAE SimuFlite

Normal ProceduresThe following procedures are normally conducted in a flow pat-tern and followed by a “done” checklist upon completion.

Before Starting EnginesExterior Condition . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED

Instrument Emergency Lights (Nighttime) . . . . . . . . . . . . . . ON

Instrument emergency lights may be used for initial illumina-tion of the cockpit before turning on the battery.

Airstair Door. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .LOCKED

Emergency Exits . . . . . . . . . . . . . . . . . . . . . . . . . . UNLOCKED

Cabin Loading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECURE

Passenger Briefing . . . . . . . . . . . . . . . . . . . . . . . . COMPLETE

The pilot-in-command is responsible for ensuring that allpassengers have been properly briefed on the followingitems prior to each flight:

Smoking

Use of Safety Belts

Seat Positions

Normal and Emergency Exit Operation

Fire Extinguisher Location

Oxygen Use

Survival Equipment (if required)

Overwater Equipment (if required)

Seats, Seatbelts/ShoulderHarnesses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECURE

TOLD Cards. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . COMPLETE

King Air 350 Developed for Training Purposes 2B-5February 2006


Parking Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET

While applying brakes, push parking brake knob completelyin, depress button on end of parking knob, and pull com-pletely out.

Control Locks. . . . . . . . . . . . . . . . . . . . . REMOVED/STOWED

Oxygen System Preflight . . . . . . . . . . . . . . . . . . . . COMPLETE

See Preflight Checklist, page 2A-10.

Oxygen Control . . . . . . . . . . . . . . . . . . PULL ON/SYS READY

Pilot’s Instrument Panel . . . . . . . . . . . . . . . . . . . . . . . . .CHECK

Pilot's Gyro . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SLAVED

Standby Horizon (if installed) . . . . . . . . . . . . . . . . . . . TEST

Pilot Subpanel Switches . . . . . . . . . . . . . . . . . . . . . . . SET L/R

Battery Bus . . . . . . . . . . . . . . . . . . . . . . . .CONFIRM NORM

Engine Anti-Ice . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON

CAUTION: To minimize ingestion of ground debris, theengine anti-ice system should be ON for all groundoperations.

Inverters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFFAvionics Master. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFFEXT PWR Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFFAutofeather . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFFAuto Ignition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFFLanding Gear Control . . . . . . . . . . . . . . . . . . . . . . . . DOWNLanding Gear Control Relay . . . . . . . . . . . . . . . . CHECK INClock (control wheel). . . . . . . . . . . . . . . . . . . CHECK & SETExternal Lights . . . . . . . . . . . . . . . . . . . ON/AS REQUIRED

Ice Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF


CAE SimuFlite

Power Quadrant. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET

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

Prop Levers. . . . . . . . . . . . . . . . . . . . . . . . FULL FORWARD

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

Pedestal Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET

EFIS Power (if installed) . . . . . . . . . . . . . . . . . . . . . . . . OFF

Cabin Pressure Switch . . . . . . . . . . . . . . . . . . . . . . . PRESS

Pitch Trim . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON

Rudder Boost Switch . . . . . . . . . . . . . . . RUDDER BOOST

FMS (Universal). . . . . . . . . . . . . . . . . . . . . . . . . ON/INITIALIZE

Oxygen Controls:

Passenger Manual Dropout . . . . .CONFIRM PUSHED OFF

System Ready. . . . . . . . . . . . . . . . . . . . . . . . CONFIRM ON

Copilot's Subpanel Switches . . . . . . . . . . . . . . . . . . . . SET L/R

Window Defog. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

Vent Blower. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO

Cabin Temp Mode. . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

Environmental Bleed Air . . . . . . . . . . . . . . . . . . . . . . . . LOW

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

Aft Blower . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

Electric Heat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

Aft Heat . . . . . . . . . . . . . . . . . . . . . . . . . . . . .AS REQUIRED

Copilot's Instrument Panel. . . . . . . . . . . . . . . . . . . . . . .CHECK

Copilot's Gyro . . . . . . . . . . . . . . . . . . . . . . . .SLAVED (OUT)

Clock (control wheel) . . . . . . . . . . . . . . . . . . CHECK & SET

Alternate Static Source . . . . . . . . . . . . . . . . . . . . . . . NORMAL



Right Circuit Breaker Panel . . . . . . . . . . . . . . . . . . . . . .CHECK

Battery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON

Voltmeters . . . . . . . . . . . . . . . . . . . . . . . CHECK (23V DC MIN)

Cockpit Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . AS DESIRED

MIC Switches. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NORMAL

Cabin Lights. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

Furnishing Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

FSB Sign . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON

Annunciators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TEST

Fuel Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK

Standby Pumps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

Crossfeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

Auxiliary Transfer Switches. . . . . . . . . . . . . . . . . . . . . AUTO

Circuit Breakers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IN

Fuel Quantity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK

Check the main and auxiliary fuel quantity.

Before Starting Engines Checklist . . . . . . . . . . . . . COMPLETE

2B-8 Developed for Training Purposes King Air 350February 2006

CAE SimuFlite

Engine Starting (Battery)See Limitations chapter for starter/generator limitations.

During engine start, crew duties should be defined and orga-nized. The pilot monitors ITT, N1, and 10-second time limit forlight off; the copilot is responsible for starter time limits and allother indications or abnormalities. The copilot provides verbalconfirmation of oil pressure, ignition, and fuel pressure. Thisallows the pilot to concentrate on the two most important start-ing parameters: ITT and N1. In addition, it prevents both pilotsfrom looking at the same gauge at the same time and leavingother indicators unmonitored.

GEN TIES (Nighttime) . . . . . . . . . . . . . . . . . . . . . MAN CLOSEEngine Anti-ice. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ONPropeller Area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEARRight Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . START

Prop Area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEARIgnition and Engine Start Switch . . . . . . . . IGN/ENG START

Observe N1 rotation, IGNITION ON, FUEL PRES LOOFF, N1 stabilized (12% minimum).

Condition Lever. . . . . . . . . . . . . . . . . . . . . . . . . . LOW IDLEObserve fuel flow 100 PPH and oil pressure increasing.

ITT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .MONITOR

CAUTION: If no ITT rise is observed within 10 secondsafter moving the Condition lever to LOW IDLE, movethe Condition lever to CUTOFF and release the Ignitionand Engine Start Switch to OFF. Allow 5 minutes for fuelto drain and starter to cool, then follow Engine Clearingprocedures.

NOTE: Better engine service life may be obtained by alter-nating engine battery starts.

King Air 350 Developed for Training Purposes 2B-9October 2001


ITT exceeding 820°C is abnormal; 820-1000°C is limitedto 5 sec.

Oil Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK

CAUTION: If ITT appears likely to exceed 1,000ºC,move condition lever to FUEL CUTOFF and IgnitionOFF. Leave engine start switches in the STARTER ONLYposition. Continue monitoring the engine to reduce ITTbelow 400ºC. Do not attempt another start until the causeof the hot start or hung start has been corrected.

Condition Lever (Battery Start) . . . . . . . . . . . . . . HIGH IDLE

May be left in low idle for GPU start.

Ignition and Engine Start Switch . . . . . . . . . . . . . . . . . . OFF

50% N1 minimum.

Right Generator . . . . . . . . . . . . . . . . . . . . . RESET, THEN ON

Voltmeter . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L GEN (28V DC)

The R DC GEN, L GEN TIE OPEN, R GEN TIE OPEN extin-guishes; loadmeter displays high load due to batterycharging.

Battery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHARGE

Charge until loadmeter reads approximately 50% or less.

NOTE: After aborting start attempt, allow 60 seconds delay for fuel draining, motor the engine for a minimum of 15 seconds, and allow the engine to stop completely before attempting another start.

NOTE: Airplanes Prior To FL-215 and FM-10:The BATTERY CHARGE annunciator will illuminate approximately 6 seconds after the generator is on-line.


CAE SimuFlite

Left Engine. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . START

Start the left engine following the same procedure as for theright engine.

Voltmeter . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L GEN (28V DC)

Left Generator . . . . . . . . . . . . . . . . . . . . . . . RESET, THEN ON

Right Generator . . . . . . . . . . . . . . . . . . . . . . RESET, THEN ON

Propeller Levers. . . . . . . . . . . . . . . . . . . . . . . FULL FORWARD

Propeller RPM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1050 (MIN)

PROP PITCH Annunciators. . . . . . . . . . . . . . . . ILLUMINATED

Engine Starting (Battery) Checklist . . . . . . . . . . . . COMPLETE

Engine Starting (GPU)

See Limitations chapter for starter/generator limitations.

During engine start, crew duties should be defined and orga-nized. The pilot monitors ITT, N1, and 10-second time limit forlight off; the copilot is responsible for starter time limits and allother indications or abnormalities. He provides verbal confirma-tion of oil pressure, ignition, and fuel pressure. This allows thepilot to concentrate on the two most important starting parame-ters: ITT and N1. In addition, it prevents both pilots from lookingat the same gauge at the same time and leaving other indica-tors unmonitored.

NOTE: Hold the right generator switch in RESET and observe the left generator, maintaining sufficient voltage to hold the bus ties closed.

NOTE: Starting with environmental bleed air off will pro-vide cooler engine starts.



CAUTION: Never connect an external power source tothe airplane unless a battery indicating a charge of at least20 volts is in the airplane. If the battery voltage is less than20 volts, the battery must be recharged, or replaced with abattery indicating at least 20 volts, before connectingexternal power.

GEN TIES (Nighttime) . . . . . . . . . . . . . . . . . . . . . MAN CLOSE

Voltmeter . . . . . . . . . . . . . . . . . . . . . . . . . .EXT PWR (28V DC)

Voltmeter . . . . . . . . . . . . . . . . . . . . . . . . . . CTR (20V DC MIN)

External Power Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON

CAUTION: External power source output voltage – SET28.0 - 28.4 volts.

Voltmeter . . . . . . . . . . . . . . . . . . . . . . . . . . CTR (28V DC MIN)

EXT PWR Annunciator . . . . . . . . . . . . . . . . . . . . . .ON, Steady

Engine Anti-ice. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON

Propeller Area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR

Left Engine. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . START

Prop Area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR

Ignition and Engine Start Switch . . . . . . . . IGN/ENG START

Observe N1 rotation, IGNITION ON, FUEL PRES LOOFF, N1 stabilized (12% minimum).

NOTE: When an external power source is used, ascertain that it is capable of generating a minimum of 1,000 amps momentarily and 300 amps continuously. The battery should be ON to absorb transients present in some exter-nal power units.


CAE SimuFlite

Condition Lever. . . . . . . . . . . . . . . . . . . . . . . . . . LOW IDLE

Observe fuel flow 100 PPH and oil pressure increasing.

ITT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .MONITOR

CAUTION: If no ITT rise is observed within 10 secondsafter moving the Condition lever to LOW IDLE, movethe Condition lever to CUTOFF and release the Ignitionand Engine Start Switch to OFF. Allow 5 minutes for fuelto drain and starter to cool, then follow Engine Clearingprocedures.

ITT exceeding 820°C is abnormal; 820-1000°C is limitedto 5 sec.

Oil Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK

CAUTION: If ITT appears likely to exceed 1,000ºC,move condition lever to FUEL CUTOFF and IgnitionOFF. Leave engine start switches in the ON position.Continue monitoring the engine to reduce ITT below400ºC. Do not attempt another start until the cause ofthe hot start or hung start has been corrected.

Ignition and Engine Start Switch . . . . . . . . . . . . . . . . . . OFF

@ 50% N1 minimum.

External Power Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

GPU. . . . . . . . . . . . . . .DISCONNECT/REMOVED/LIGHT OFF


NOTE: After aborting start attempt, allow 60 seconds delay for fuel draining, motor the engine for a minimum of 15 seconds, and allow the engine to stop completely before attempting another start.



GPU . . . . . . . . . . . . . . .DISCONNECT/REMOVED/LIGHT OFF


Voltmeter . . . . . . . . . . . . . . . . . . . . . . . . . . . . R GEN (28V DC)

The R DC GEN, L GEN TIE OPEN, R GEN TIE OPEN extin-guishes; loadmeter displays high load due to batterycharging.

Battery. . . . . . . . . . . . . . . . CHARGE (until loadmeter reads(Nicad only) approximately 50% or less)

Right Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . START

Start the right engine following the same procedure as forthe left engine.

Voltmeter . . . . . . . . . . . . . . . . . . . . . . . . . . . . R GEN (28V DC)

Right Generator . . . . . . . . . . . . . . . . . . . . . . RESET, THEN ON


Propeller Levers. . . . . . . . . . . . . . . . . . . . . . . FULL FORWARDPropeller RPM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1050 (MIN)PROP PITCH Annunciators. . . . . . . . . . . . . . . . ILLUMINATEDEngine Starting (GPU) Checklist . . . . . . . . . . . . . . COMPLETE

NOTE: Airplanes Prior To FL-215 and FM-10:The BATTERY CHARGE annunciator will illuminate approximately 6 seconds after the generator is on-line.

NOTE: Hold the left generator switch in RESET and observe the right generator, maintaining sufficient voltage to hold the bus ties closed.

NOTE: If, for any reason, a start is discontinued, allow the engine to come to a complete stop to permit gas generator fuel drain valve operation.


CAE SimuFlite

Hot Start or Hung StartCondition Lever . . . . . . . . . . . . . . . . . . . . . . . . .FUEL CUTOFF

Ignition and Engine Start . . . . . . . . . . . . . . . . STARTER ONLY

ITT below 400ºC . . . . . . . . . . . . . . . . Ignition/Start Switch OFF

Do not attempt another start until the cause of the hot startor hung start has been corrected.

No Light Start (ITT Rise Within 10 Seconds)Condition Lever . . . . . . . . . . . . . . . . . . . . . . . . .FUEL CUTOFF

Ignition and Engine Start . . . . . . . . . . . . . . . . . OFF (5 minutes)

Engine Clearing . . . . . . . . . . . . . . . . . . . . . . . . . ACCOMPLISH

Engine ClearingThe following procedure is used to clear an engine any time it isdeemed necessary to remove internally trapped fuel and vapor,or if there is evidence of a fire within the engine. Air passingthrough the engine serves to purge fuel, vapor, or fire from thecombustion section, gas generator turbine, power turbines andexhaust system.

Propeller Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . .FEATHER

Condition Lever . . . . . . . . . . . . . . . . . . . . . . . . .FUEL CUTOFF

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

Ignition and Engine Start . . . . . . . . . STARTER ONLY (30 sec)

CAUTION: Do not exceed the starter time limits.

Ignition and Engine Start . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

Allow 5 minutes before attempting another start.

Engine Clearing Checklist . . . . . . . . . . . . . . . . . . . COMPLETE



Before TaxiElectrical System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK

Gen Tie Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPENObserve L GEN TIE, R GEN TIE annunciators illuminate.

Voltmeter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECKObserve CTR bus at battery voltage.

Gen Tie Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NORMObserve CTR bus voltage normal.

Bus Sense Switch . . . . . . . . . . . . . . . . . .TEST (momentary)Observe L GEN TIE, R GEN TIE, and BAT TIE annuncia-tors illuminate.

Voltmeter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECKObserve CTR bus at zero voltage.

Bus Sense Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . RESETObserve L GEN TIE, R GEN TIE, and BAT TIE annuncia-tors extinguish.

Voltmeter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECKObserve CTR bus voltage normal.

Bus Selector Switch. . . . . . . . . . . . . . . . . . . . . . . . . . .TPL FED

Master Panel/Cockpit Lights . . . . . . . . . . . . . . . . AS DESIRED

Environmental System. . . . . . . . . . . . . . . . . . . . . . . . . . . . SET

Inverters (2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON/CHECK

No. 1 and 2 AC BUS annunciators extinguished.

Avionics Master Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON

Standby Power. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON

NOTE: Place the standby power switch in the ON position. Allow the AI-804 gyro to spool-up prior to uncaging.


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FMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .VERIFY/ACCEPT

EFIS Power Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON

Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP

Exterior Lights . . . . . . . . . . . . . . . . . . . . . . . . . .AS REQUIRED

Flight and Engine Instruments . . . . . . . . . . . . . . . . . . . .CHECK

Cabin Lights. . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS DESIRED

Furnishing Switch . . . . . . . . . . . . . . . . . . . . . . . . AS DESIRED

Annunciators . . . . . . . . . . . . . . . . . . . . . . . . . . TEST/NORMAL

Flight Controls . . . . . . . . . . . . . . . . . . . . . . . . FREE/CORRECT

Flight Instruments . . . . . . . . . . . . . . . . . . . . . . . . . . NO FLAGS

Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .RELEASE/TEST

Before Takeoff (Run-Up)Nosewheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CENTEREDParking Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SETAutopilot/Yaw Damp . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK

Pitch Trim . . . . . . . . . . . . . . . . . . . . . . TAKEOFF POSITIONELEV Trim Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ONYaw Damp Button . . . . . . . . . . . . . . . . . . . . . . . . . ENGAGE

Note rudder pedals respond to yaw damper engagement.Rudder Boost Switch . . . YAW CONTROL TEST/RELEASE

Observe YD DISC flash momentarily on EFIS ADI, thenextinguish.Rudder pedals released.

Rudder Boost/Yaw Control Test Switch . . . . . . . . . . . . . . . . . RUDDER BOOSTControl Yoke . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RELAXAutopilot Button. . . . . . . . . . . . . . . . . . . . . . . . . . . ENGAGE

AP and YD illuminate steady on EFIS.



Electric Pitch Trim . . . . . . . . . . . . . . . . . . . . . . . . .ACTUATE

Electric Pitch Trim switches should be tested in bothdirections with the autopilot engaged to verify the autopi-lot disconnects with all switch activations.

Repeat for both pilot and copilot.

Control Yoke . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CENTER

Autopilot Button. . . . . . . . . . . . . . . . . . . . . . . . . . . ENGAGE

Allow green AP and YD annunciators to illuminate steadyon EFIS ADI.

Control Yoke . . . . . . . . . . . . . . . . . . . . . . . . . . . PUSH/PULL

Move the yoke in both the forward and aft directions toverify the autopilot attempts to trim-off the appliedpressure.

Turn Knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L/R

Confirm that the control wheel responds appropriately tocontrol from the detent position.

Turn Knob . . . . . . . . . . . . . . . . . . . . . . . . CENTER DETENT

HDG Control Knob . . . . . . . . . . . . . . . . . . . . . PUSH SYNC

HDG Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENGAGE

HDG Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L/R

Observe Control Yoke follows heading commands.

Yoke CWS/SYNC button. . . . . . . . . . . . . . PUSH/RELEASE

Confirm roll response from previous step becomes inac-tive when button pressed.

Repeat previous four steps for both pilot and copilot.

GA Button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PUSH

Observe EFIS command bars pitch to +7 degrees.Autopilot disconnects but yaw damp remains engaged.

Autopilot Button. . . . . . . . . . . . . . . . . . . . . . . . . . . ENGAGE


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AP/Trim Disconnect . . . . . . . . . . . . . . . . . . PUSH first levelAP DISC and YD DISC flash momentarily on EFIS, thenextinguish.Repeat for both pilot and copilot side.

A/P test button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PUSHAll annunciators illuminate, then extinguish. GA remainsilluminated. Any other annunciator remaining illuminatedindicates a malfunction.

A/P test button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PUSHAll annunciators illuminate, then extinguish. GA extin-guishes. Any other annunciator remaining illuminatedindicates a malfunction.

Electric Trim. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK/ONELEV Trim Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ONPilot’s and Copilot’s Trim Switches . . .CHECK OPERATION

Trim should be inoperable when each dual-elementswitch is moved individually.Trim should operate only when both dual-elementswitches are moved simultaneously.Ensure that pilot trim overrides copilot trim.

WARNING: Operation of the electric pitch trim sys-tem should occur only when both elements of thedual-element switch are activated. Any movement ofthe elevator trim wheel while activating only one ele-ment denotes a system malfunction. The electric pitchtrim must then be turned off and the flight conductedonly by manual operation of the elevator trim control.

AP/Trim Disconnect . . . . . . . . . . . . . . . PUSH second levelPITCH TRIM OFF annunciator illuminates, and any trimin motion ceases.

ELEV Trim Switch . . . . . . . . . . . . . . CYCLE OFF, THEN ON



Trim Tabs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SETIce Protection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK

Engine Anti-Ice:Engine Anti-Ice Actuators. . . . . . . . . . . . . . . . .STANDBYEngine Anti-Ice . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

L ENG ANTI-ICE, R ENG ANTI-ICE annunciatorsextinguish.

Engine Anti-Ice Actuators. . . . . . . . . . . . . . . . . . . . MAINEngine Anti-Ice . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON

L ENG ANTI-ICE, R ENG ANTI-ICE annunciatorsilluminate.

Engine Auto Ignition:

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

Auto-Ignition Switches . . . . . . . . . . . . . . . . . . . . . . . ARML IGNITION, R IGNITION annunciators illuminate.

Power Levers . . . . ADVANCE above approx 17% torqueL IGNITION, R IGNITION annunciators extinguish.

Power Levers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDLEL IGNITION, R IGNITION annunciators illuminate.

Auto-Ignition Switches . . . . . . . . . . . . . . . . . . . . . . . OFFL IGNITION, R IGNITION annunciators extinguish.

Windshield Anti-Ice:Windshield Anti-Ice Switches . . . . . . . . . . . . . . . . . . . . HI

Observe loadmeter increase and magnetic compassswing.

Windshield Anti-Ice Switches . . . . . . OFF, then NORMALObserve loadmeter increase and magnetic compassswing.


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Windshield Anti-Ice Switches . . . . . . . . . . . . . . . . . . OFFObserve loadmeter decrease and magnetic compassswing.

Electrothermal Prop Deice:Automatic Prop Deice Switch . . . . . . . . . . . . . . . . . . . ONDeice Ammeter . . . . . . . . . . . . . . . . . . . . . . 26-32 AMPS

Monitor for 90 seconds to confirm timer operation.Manual Prop Deice. . . . . . . . . . HOLD in Manual Position

Observe slight loadmeter deflection.Deice Ammeter . . . . . . . . . . . . . . . . . . . . . . . . . 0 AMPSManual Prop Deice. . . . . . . . . . . . . . . . . . . . . .RELEASEDeice Ammeter . . . . . . . . . . . . . . . . . . . . . . 26-32 AMPSAutomatic Prop Deice Switch . . . . . . . . . . . . . . . . . . OFF

Surface Deice:Condition Levers . . . . . . . . . . . . HIGH IDLE (if required)Pneumatic Pressure. . . . . . . . . . . . . . . . . . . . . . .CHECKSurface Deice Switch . . . . . SINGLE CYCLE and release

Observe Pneumatic/Vacuum gauge fluctuations.WING DEICE annunciator illumination followed byTAIL DEICE annunciator illumination. 6 seconds forWING DEICE, 4 seconds for TAIL DEICE.

Boots . . . . . . . . . . . . . . . . . . . . . . . . .CHECK VISUALLYSurface Deice Switch . . . . . . . . . . . . . . . HOLD MANUAL

Observe Pneumatic/Vacuum gauge fluctuation. WINGDEICE and TAIL DEICE annunciators illuminate steady.

Boots . . . . . . . . . . . . . . . . . . . . . . . . .CHECK VISUALLYSurface Deice Switch . . . . . . . . . . . . . . . . . . . .RELEASE

Observe Pneumatic/Vacuum gauge fluctuation. WINGDEICE and TAIL DEICE annunciators extinguish.



Boots . . . . . . . . . CHECK visually for vacuum hold-downCondition Levers . . . . . . . . . . . . . . . . . . . . . . LOW IDLE

Overspeed Gov/Rudder Boost . . . . . . . . . . . . . . . . .CHECKRudder Boost Switch . . . . . . . . . . . . . RUDDER BOOSTProp Levers . . . . . . . . . . . . . . . . . . . . . FULL FORWARDProp Governor Test Switch. . . . . . . . . . . . HOLD to GOVPower Lever (individually) . . . . . . . . . . . . . . . INCREASE

Each power lever should be advanced until propellerRPM has stabilized between 1520-1610 RPM. Continueto advance lever until proper rudder movement is evident.

AP/Trim Disconnect Switch . . . . . . . . . PRESS 1st LevelRudder Boost is interrupted.

Rudder Boost Switch . . . . . . . . . . . . . . . . . . . . . OFF/ONRudder Boost is interrupted.

Power Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDLERepeat for opposite engine.

Prop Governor Test Switch. . . . . . . . . . . . . . . .RELEASELow Pitch Stops/Primary Governors . . . . . . . . . . . . .CHECK

Prop Levers . . . . . . . . . . . . . . . . . . . . . FULL FORWARDLow Pitch Stop Switch . . . . . .HOLD to GND IDLE STOP

L PROP PITCH, R PROP PITCH annunciatorsilluminated.

Power Levers . . . . . . . . . . . . . . . . . . . . . SET 1500 RPMProp Levers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CYCLE

Levers are cycled to low, then back to high RPM.Observe proper RPM response.

Low Pitch Stop Switch . . . . . . . . . . . . . . . . . . .RELEASE

L PROP PITCH, R PROP PITCH annunciators remainextinguished.


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Prop RPM . . . . . . . . . . . . . . . . . . . . . . . . 1150 to 1250 RPM

Autofeather . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK

Autofeather Switch . . . . . . . . . . . . . . . . . . HOLD to TEST

Power Levers . . . . . . . . . . . . . . . . . . . . SET 22% Torque

Power Lever (individually) . . . . . . . . . . . . . . . . . . . . IDLE

Observe opposite AFX annunciator extinguished.Appropriate propeller begins feathering at approxi-mately 10% torque and continues to cycle.

Power Lever . . . . . . . . . . . . . . . . . . . . . SET 22% Torque

Observe feathering sequence terminated and bothAFX annunciators illuminated.

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

Observe AFX annunciators simultaneously extinguish-ing and no associated prop feathering.

Autofeather Switch . . . . . . . . . . . . . . . . . . . . . . . . . . ARM

Pressurization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK

Environmental Bleed Air Switch . . . . . . . . . . . . NORMAL

Bleed Air Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN

Pressurization Controller . . . . . . . . . . . . . . . . . . . . . SET

Set approximately 1,000 feet below field pressure altitude.Set rate knob to 12 o’clock.

Cabin Pressure Switch . . . . . . . . . . . . . . . HOLD to TEST

Cabin Altimeter/VSI . . . . . . . . . . . . . . . . . . . . . . .CHECK

Observe cabin descent, cabin altitude decreasing, anddifferential increasing.

NOTE: Autofeather annunciators cycle on and off with each fluctuation of torque as the prop feathers.



Cabin Pressure Switch . . . . . . . . . . . . . . . . . . .RELEASE

Pressurization Controller . . . . . . . . . . . . . SET to Takeoff

Set controller to the greater of 1,000 feet aboveplanned cruise altitude (inner scale) or 500 feet abovetakeoff field pressure altitude (outer scale).

Environmental Bleed Air Switch . . . . . . . .AS REQUIRED

Pressurization Controller . . . . . . . . . . . . . . . . . . . . . . . . . . SET

CAUTION: Environmental bleed air must be in the LOWposition at ambient temperatures above 10°C.

Environmental Bleed Air . . . . . . . . . . . . . . . . . AS REQUIREDBleed Air Valves. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TEST

Bleed Air Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPENLeft Bleed Air Valve. . . . . . . . . . . . . . . . . PNEU/ENVIR OFF

Observe no change in Vacuum/Pneumatic gauges.

Right Bleed Air Valve . . . . . . . . . . . . . . . PNEU/ENVIR OFF

Observe ZERO Vacuum/Pneumatic pressure. L BL AIRFAIL, R BL AIR FAIL annunciators illuminate.

Left Bleed Air Valve. . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN

Vacuum/Pneumatic gauges recover to normal positions.

Right Bleed Air Valve . . . . . . . . . . . . . . . . . . . . . . . . . OPEN

Pneumatics and Vacuum Gauges . . . . . . . . . . . . . . . NORMAL

Manual Prop Feathering . . . . . . . . . . . . . . . . . . . . . . . .CHECK

Autofeather Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ARM

Prop Sync . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON

Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .AS REQUIRED

Friction Locks. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET


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Fuel Quantity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK

Flight Instruments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET

Avionics/Radar/FMS . . . . . . . . . . . . . . . .SET/PROGRAMMED

ADC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TEST

ADC Test:

ADC Test Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PUSH

Observe air data instruments flag and revert to loss-of-data mode.Altitude pointer slews to 250-foot mark.VSI pointer slews to 6000-ft/min descent rate.Airspeed indicator and MMO pointers slew to zero.

ADC Test Switch . . . . . . . . . . . . . . . . . . . . . . . . . .RELEASE

Observe air data transmissions to the instrumentsrestored.Instrument flags pull from view.

VSI Test (Non TDI-920):

VSI Test Button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PUSH

Observe the warning flag in view. Pointer slews to6000-ft/min descent rate.

VSI Test Button . . . . . . . . . . . . . . . . . . . . . . . . . . .RELEASE

Observe normal indications.

Airspeed Indicator Test:

Airspeed Indicator Test Button . . . . . . . . . . . . . . . . . . PUSH

Observe warning flag in view and both pointers slew to160 knots for 1 second before slewing to zero.

Airspeed Indicator Test Button . . . . . . . . . . . . . . .RELEASE

Ensure barber pole returns to 260 knots.



Altimeter Test:Altimeter Test Button. . . . . . . . . . . . . . . . . . . . . . . . . . PUSH

Observe warning flag in view for approx ½ second.Altitude pointer slews to 750-foot mark.

Altimeter Test Button. . . . . . . . . . . . . . . . . . . . . . .RELEASEObserve normal indications.

Baro Knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . ADJUST/SETObserve baroset digits responding appropriately.

Baro Knob . . . . . . . . . . . . . . . . . .PUSH/PULL/AS DESIREDPUSH for barosettings in inches of mercury.PULL for barosettings in millibars.

Altitude Alerter Test:ALT ALERT Annunciator/Switch . . . . . . . . . . . PUSH/HOLD

Observe warning flag in view.ALT ALERT annunciator illuminates.Remote ALT ALERT annunciators illuminate.

ALT ALERT Annunciator/Switch . . . . . . . . . . . . . .RELEASEObserve warning flag out of view.ALT ALERT annunciator extinguishes.Remote ALT ALERT annunciators extinguish.

EFIS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TESTEFIS Test Button . . . . . . . . . . . . PUSH/HOLD (>4 seconds)

Observe pilot instruments Pitch UP and Roll RIGHT 10degrees, Copilot instruments Pitch DOWN and Roll LEFT10 degrees.Observe red “TEST” on both EADIs and MFD.After 4 seconds, pitch, roll, and heading increments areremoved from view, and all active flags are brought intoview.

Comparator Warning Lights . . . . . . . . . . . . PUSH to Cancel


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TCAS (CLT 92T AND TVI-920D) . . . . . . . . . . . . . . . . . . . TEST

CTL 92 Test Button . . . . . . . . . . . . . . . . . . . . . . . . . . . PUSH

Allow 10 seconds to complete.Observe four TCAS test traffic targets displayed on theTVI-920D and MFD.Note “TCAS SYSTEMS TEST OK” audio alert.

TVI-920 Test Button . . . . . . . . . . . . . . . . . PUSH and HOLD

Hold for 10 seconds.Observe display of part number, and list of TCAS-relatedsystems that either pass or fail.

EGPWS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TEST

Terrain Inhibit Switch. . . . . . . . . .ENSURE NOT ENGAGED

WXR Radar Display . . . . . . . . . . . . . . . . . . . . ON (or TEST)

Terrain Display . . . . . . . . . . . . . ENSURE NOT SELECTED

EGPWS Test Button . . . . . . . . . .PUSH less than 2 seconds

Observe:

GPWS INOP, TERRAIN INOP,WINDSHEAR INOP Annunciators . . . . . . . . ILLUMINATED

BELOW GLIDESLOPE (or amber GPWS) Annunciator . . . . . . . . . . . . . ILLUMINATED

“GLIDESLOPE” audio message is enunciated.

BELOW GLIDESLOPE (oramber GPWS) Annunciator . . . . . . . . . . . EXTINGUISHED

GLIDESLOPE CANCELEDAnnunciator. . . . . . . . . . . . . . . . . . . . . . . . . . ILLUMINATED

(IF INSTALLED)

GLIDESLOPE CANCELEDAnnunciator. . . . . . . . . . . . . . . . . . . . . . . . EXTINGUISHED

(IF INSTALLED)



PULL UP (or red GPWS) Annunciator . . . . . . . . . . . . . . . . . . . ILLUMINATED

“PULL UP” audio message is enunciated.

PULL UP (or red GPWS) Annunciator . . . . . . . . . . . . . . . . . EXTINGUISHED

WINDSHEAR WARNINGAnnunciator . . . . . . . . . . . . . . . . . . . . . . . . . . ILLUMINATED

Siren and “WINDSHEAR, WINDSHEAR, WINDSHEAR”audio message is enunciated.

Pilot or Copilot WINDSHEARALERT Annunciator . . . . . . . . . . . . . . . . . . . ILLUMINATEDPULL UP (or red GPWS) Annunciator . . . . . . . . . . . . . . . . . . . ILLUMINATED

“TERRAIN, TERRAIN, PULL UP” audio message isenunciated. Terrain display self-test pattern is displayedfor 12 seconds.

PULL UP (or redGPWS Annunciator . . . . . . . . . . . . . . . . . . EXTINGUISHEDGPWS INOP, TERRAIN INOP,WINDSHEAR INOP Annunciators . . . . . . EXTINGUISHED


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Before Takeoff (Final Items)Bleed Air Valves. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPENEnvironmental Bleed Air . . . . . . . . . . . . . . . . . .AS REQUIREDElectric Heat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFFAft Heat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS DESIREDAft Blower . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS DESIREDGenerator Loads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECKBattery Ammeter . . . . . . . . . . . . . . . . . . . . . . . CHECK (0-10A)Exterior Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SETIce Protection. . . . . . . . . . . . . . . . . . . . . . . . . . .AS REQUIREDAuto Ignition. . . . . . . . . . . . . . . . . . . . . . . . . ARM (If Required)Autofeather . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK/ARMAnnunciators . . . . . . . . . . . . . . . . . . . . . . . . . . . CONSIDEREDHeadings/Flight Directors . . . . . . . . . . . . . . . . . . . . . . . . . SETStandby Gyro . . . . . . . . . . . . . . . . . . . . . . . . . . UNCAGED/SETProp Levers . . . . . . . . . . . . . . . . . . . . . . . . . . FULL FORWARDCrew Briefing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . COMPLETETransponder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ONBrakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASEDEngine Anti-ice. . . . . . . . . . . . . . . . . . . OFF or AS REQUIRED

TakeoffBrakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HOLD

Power Levers. . . . . . . . . . . . . . . . . . . . . .SET STATIC POWER

Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .RELEASE

VR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PITCH 10 DEGREES

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



Landing/Taxi Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

Yaw Damp . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON

Airspeed. . . . . . . . . . . . . . . . . . . . .V35 (until clear of obstacles)

Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP (125 kt minimum)

Rolling TakeoffPower Levers. . . . . . . . . SET STATIC POWER (within 10 sec)

Autofeather (L+R) . . . . . . . . . . . . . . . . . . . . . . . ILLUMINATED

VR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .PITCH 10 DEGREES

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

Landing/Taxi Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

Yaw Damp . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON

Airspeed. . . . . . . . . . . . . . . . . . . . .V35 (until clear of obstacles)

Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP (125 kt minimum)

ClimbYaw Damp . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VERIFY/ONAttitudes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . COMPAREClimb Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SETProps . . . . . . . . . . . . . . . . . . . . . .SET (1600, or AS DESIRED)Engine Instruments . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECKIce Protection. . . . . . . . . . . . . . . . . . . . . . . . . . .AS REQUIREDWindshield Heat. . . . . . . . . . . . . . . . . . . . . . . . . . . . . NORMALBleed Air Valves. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPENEnvironmental Bleed Air . . . . . . . . . . . . . . . . . .AS REQUIREDPressurization . . . . . . . . . . . . . . . . . . . CLIMB/DIFFERENTIALOutside Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CONFIRMExterior Lights . . . . . . . . . . . . . . . . . . . . . . . . . .AS REQUIRED


CAE SimuFlite

10,000 FeetCabin Sign . . . . . . . . . . . . . . . . . . . . . . . . . . . . .AS REQUIRED


Pressurization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NORMAL

Oxygen Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK

Transition (18,000)Altimeters. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29.92

Pressurization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NORMAL

CruiseCruise Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET

Autofeather . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

Systems Check . . . . . . . . . . . . . . . . . . . . . . . . . . . COMPLETE

Aft Blower . . . . . . . . . . . . . . . . . . . . . . . . . . . . .AS REQUIRED

COMM/NAV Radios . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET

Destination Weather . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK

Approach Procedure . . . . . . . . . . . . . . . . . . . . . . . CONSIDER

Crew Briefing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONSIDER

Landing Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK

NOTE: Engines, fuel consumption, electrical, pneumatic, environmental, pressurization, oxygen and anti-ice sys-tems should be monitored.



Descent/TransitionPressurization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET

Pressurization Controller Setting for Landing

Closest Altimeter Setting Add to Airport Elevation

28.00 +2,400

28.10 +2,300

28.20 +2,200

28.30 +2,100

28.40 +2,000

28.50 +1,900

28.60 +1,800

28.70 +1,700

28.80 +1,600

28.90 +1,500

29.00 +1,400

29.10 +1,300

29.20 +1,200

29.30 +1,100

29.40 +1,000

29.50 +900

29.60 +800

29.70 +700

29.80 +600

29.90 +500

30.00 +400


CAE SimuFlite

Fuel Balance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK

Autofeather . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ARM

Ice Protection. . . . . . . . . . . . . . . . . . . . . . . . . . .AS REQUIRED

Window Defog . . . . . . . . . . . . . . . . . . . . . . . . . .AS REQUIRED

Windshield Defrost. . . . . . . . . . . . . . . . . . . . . . .AS REQUIRED

Destination Weather . . . . . . . . . . . . . . . . . . . . . . . . RECHECK

Approach Procedures . . . . . . . . . . . . . . . . . RECHECK/BRIEF

Cabin Sign . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONSIDER


Altimeters. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET

30.10 +300

30.20 +200

30.30 +100

30.40 0

30.50 -100

30.60 -200

30.70 -300

30.80 -400

30.90 -500

Pressurization Controller Setting for Landing

Closest Altimeter Setting Add to Airport Elevation



ApproachSurface Deice . . . . . . . . . . . . . . . . . . . . . . . . . .AS REQUIRED

Autofeather . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK/ARM

Fuel Balance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK

Pressurization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK

Environmental Bleed Air . . . . . . . . . . . . . . . . . . . . . . . . . . LOW

Cabin Sign . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON

Cabin Condition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECURE


Landing Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REVIEW

Refer to the AFM section V, for Landing Data Distances.

Approach Briefing . . . . . . . . . . . . . . . . . . . . . . . . . COMPLETE

Altitude Alerter/Radar Altimeters . . . . . . . . . . . . . . . . . . . . SET

Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . APPROACH

Before LandingLanding Gear . . . . . . . . . . . . . . . . . . . . . . . .DOWN (3 GREEN)

Approach Speeds . . . . . . . . . . . . . . . . . . . . . . . . . . .CONFIRM


Radar . . . . . . . . . . . . . . . . . . . . . . . . . . . STBY/AS REQUIRED

Surface Deice . . . . . . . . . . . . . . . . . . . . . . . . . .AS REQUIRED

Engine Anti-Ice . . . . . . . . . . . . . . . . . . . . . . . . . . . CONSIDER


CAE SimuFlite

Normal Landing (Final Items)Landing Gear . . . . . . . . . . . . . . . . . . . . . CONFIRM (3 GREEN)Pressurization Differential . . . . . . . . . . . . . . . . . CHECK ZEROFlaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DOWNYaw Damp . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFFPower Levers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDLEProp Levers . . . . . . . . . . . . . . . . . . . . . . . . . . FULL FORWARDAfter TouchdownPower Levers. . . . . . . . . . . . . . . . . . . . . . LIFT GROUND FINEBrakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .AS REQUIRED

Maximum Reverse LandingCondition Levers . . . . . . . . . . . . . . . . . . . . . . . . . . . HIGH IDLEProp Levers . . . . . . . . . . . . . . . . . . . . . . . . . . FULL FORWARDLanding Gear . . . . . . . . . . . . . . . . . . . . . CONFIRM (3 GREEN)Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DOWNEngine Anti-Ice . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ONAirspeed. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VREF

Yaw Damp . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

Landing Steep ApproachTAWS (If installed) . . . . . . . . . ACTIVATE STEEP APPROACHProp Levers . . . . . . . . . . . . . . . . . . . . . . . . . . FULL FORWARDFlaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FULL DOWNAirspeed. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VREF

Prior to Landing

Yaw Damp . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

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



After Touchdown

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

Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .AS REQUIRED

Balked Landing/Missed ApproachPower Levers. . . . . . . . . . . . . . . . . . . . . . . .MAX ALLOWABLE

Propellers. . . . . . . . . . . . . . . . . . . . . . . . . . . . FULL FORWARD

Airspeed. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VREF

Flaps (VREF plus 10 kt) . . . . . . . . . . . . . . . . . . . . . APPROACH

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

Flaps (125 kt, min) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP

After LandingEngine Anti-Ice . . . . . . . . . . . . . . . . . . . . . . . . . CONFIRM/ON

Auto Ignition. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF


Ice Protection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

Brake Deice . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CYCLE

Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP

Trim . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET

Transponder. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STBY/OFF

Radar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STBY/OFF

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

Pressurization Differential . . . . . . . . . . . . . . . . . VERIFY ZERO

NOTE: When clear of obstacles, establish normal climb.


CAE SimuFlite

Shutdown/SecuringParking Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET

Electric Heat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

Autofeather . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF


FMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

EFIS Power Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

Oxygen Control Handles . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

Instrument Emergency Lights (Nighttime) . . . . . . . . . . . . . . ON

Battery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHARGED

Standby Gyro . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CAGED

Avionics Master . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

Inverters. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

Aft Heat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

Vent Blowers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO/OFF

Cabin Temp Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

ITT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STABILIZED

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

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

Prop Levers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .FEATHER

Pilot’s Subpanel Switches . . . . . . . . . . . . . . . . . . . . . . L/R OFF

Gang Bar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF (<15% N1)

Overhead Panel Light Switches. . . . . . . . . . . . . . . . . . . . . OFF

NOTE: DO NOT cage the gyro while the aircraft is in motion.



Parking Brake . . . . . . . . . . . . . . . . . . . . . . . . . .AS REQUIRED

Instrument Emergency Lights (Nighttime) . . . . . . . . . . . . . OFF

Baggage Compartment Lights . . . . . . . . . . . . . . . . . . . . . . OFF

Cabin Entry Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

Tiedowns/Chocks. . . . . . . . . . . . . . . . . . . . . . . . . . . . . INSTALL

Restraints/Covers . . . . . . . . . . . . . . . . . . . . . . . . . . . . INSTALL


CAE SimuFlite

King Air 350 Developed for Training Purposes 3-1October 2001

LimitationsTable of ContentsGeneral Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-5

Cabin Emergency Overwing Exits . . . . . . . . . . . . . . . . . . . . 3-5

Cabin Airstair Door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-5

Crew Seats . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-5

Kinds of Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-5

Minimum Flight Crew . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-6

Number of Occupants . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-6

Inter-Compartment Door . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-6

Maximum Permissible Altitude. . . . . . . . . . . . . . . . . . . . . . . 3-6

Pressure Cabin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-6

Smoking. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-6

Operational Limitations. . . . . . . . . . . . . . . . . . . . . . . . . . . 3-7

Air Temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-7

Airplane Configurations . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-7

Airspeed Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-9

All Models (at 15,000 lb) . . . . . . . . . . . . . . . . . . . . . . . . . . 3-10

Altitude Limitation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-11

Compartment Loading Limitations . . . . . . . . . . . . . . . . . . . 3-11

Baggage Limitation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-11

Center of Gravity Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-12

Maneuvering Load Factor Limitations . . . . . . . . . . . . . . . . 3-12

Takeoff Field Lengths. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-12

Weight Limitation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-13

3-2 Developed for Training Purposes King Air 350October 2001

CAE SimuFlite

Wind Component . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-13

Maximum Demonstrated Crosswind . . . . . . . . . . . . . . . . . 3-13

Systems Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-15

Avionics Systems. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-15

FAR Part 91 Operations . . . . . . . . . . . . . . . . . . . . . . . . . 3-15

FAR Part 135 Operations . . . . . . . . . . . . . . . . . . . . . . . . 3-15

Electrical Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-15

External Power Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-15

Generator Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-15

Starter Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-16

Flight Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-16

Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-16

Rudder Boost . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-16

Fuel System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-16

Minimum Temperature Limits . . . . . . . . . . . . . . . . . . . . . 3-16

Anti-Icing Additive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-17

Fuel Biocide Additive . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-17

Approved Engine Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . 3-17

Emergency Engine Fuels . . . . . . . . . . . . . . . . . . . . . . . . 3-17

Limitations on the Use of Aviation Gasoline . . . . . . . . . . 3-18

Fuel Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-18

Capacities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-18

Ice and Rain Protection Systems. . . . . . . . . . . . . . . . . . . . 3-19

Landing Gear Limitations. . . . . . . . . . . . . . . . . . . . . . . . . . 3-19

Powerplant Limitations. . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-19

Engine Operating Limits . . . . . . . . . . . . . . . . . . . . . . . . . . 3-19


Limitations

Oil Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-21

Oxygen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-21

Propeller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-21

Manufacturer. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-21

Propeller Blade Angles . . . . . . . . . . . . . . . . . . . . . . . . . . 3-21

Propeller Rotational Speed Limits. . . . . . . . . . . . . . . . . . 3-21

Propeller Rotational Overspeed Limits . . . . . . . . . . . . . . 3-22

Propeller Autofeather . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-22


CAE SimuFlite


Limitations

General LimitationsCabin Emergency Overwing Exits

Do not open or check security by moving door handle whileaircraft is pressurized and/or in flight.

Handle is in locked position when arm is around the plunger.

The lock-levers must be in the up or unlocked position priorto flight.

See AFM Supplements section for limitations with Airstairdoor removed.

Cabin Airstair DoorDo not open or check door security by moving door handlewhile aircraft is pressurized and/or in flight.

Handle is in the locked position when the arm is around theplunger.

Only a crewmember should close and lock the door.

Only one person on the Airstair door at a time.

Crew SeatsBoth crew seats shall be locked in position during takeoffand landing.

Kinds of Operation

WARNING: Unless authorized by applicable Departmentof Transportation regulations, do not carry hazardousmaterial anywhere in the aircraft.

The King Air is approved for the following operations whenrequired equipment is installed and operational. Refer to Kindsof Operations Equipment List in the Aircraft Operating Manual.

3-6 Developed for Training Purposes King Air 350February 2006

CAE SimuFlite

VFR Day

VFR Night

IFR Day

IFR Night

Known Icing Conditions

Minimum Flight CrewMinimum flight crew is one pilot.

Number of OccupantsThe total number of persons carried shall not exceed 15 orthat for which approved seating accommodation is provided.

Inter-Compartment DoorWhen a door is provided between the crew and passengercompartments, it shall be secured in the open position dur-ing takeoff and landing.

Maximum Permissible AltitudeMaximum permissible operating altitude is 35,000 ft.

Pressure CabinThe cabin shall not be pressurized during takeoff and land-ing. Maximum pressure differential for normal operation is6.6 PSI.

SmokingSmoking is not permitted when No Smoking/Fasten SeatBelt sign is illuminated.

Smoking is prohibited when oxygen is in use.


Limitations

Operational LimitationsAir TemperatureSea Level to 25,000 ft Pressure Altitude . . . . . . . . . ISA + 37ºC

Above 25,000 ft Pressure Altitude . . . . . . . . . . . . . . ISA + 31ºC

Airplane ConfigurationsThe airplane configurations should as stated in AFM section 6.

CAUTION: For turbulent air penetration, use an airspeedof 170 knots. Avoid over-action on power levers. Turn offautopilot altitude hold. Keep wings level, maintain attitudeand avoid use of trim. Do not chase altitude and altitude.Penetration should be at an altitude which provides ade-quate maneuvering margins when severe turbulence isencountered.


CAE SimuFlite


Limitations

Airspeed LimitationsSPEED KCAS KIAS REMARKS

Maneuvering Speed VA 182 184

Do not make full or abrupt control move-ments above this speed.

Maximum Flap Extension/Extended Speed (VFE) ApproachFull Down

200155

202158

Do not extend flaps or operate with flaps extended above these speeds.

Maximum Landing Gear Operating Speed (VLO)ExtensionRetraction

182164

184166

Do not extend or retract landing gear above these speeds.

Maximum Landing Gear Extended Speed (VLE) 182 184

Do not exceed this speed with landing gear extended.

Air Minimum Control Speed (VMCA)Propeller Feathered

Flaps UpFlaps Approach

9694

9493

These are the lowest air-speeds at which the air-plane is directionally controllable when one engine suddenly becomes inoperative, with autofeather armed, and the other engine at takeoff power.

Maximum Operating Speed (VMO)Sea Level to 21,000 ft21,000 ft to 35,000 ft

260260-192*

263263-194*

These speeds may not be deliberately exceeded in any flight regime.Red pointer reflects VMO/MMO limits.

*0.58 Mach

Table 3-A; Speed Limitations


CAE SimuFlite

All Models (at 15,000 lb)Two-Engine Best Angle-of-Climb (VX) . . . . . . . . . . . . 125 KIAS

Two-Engine Best Rate-of-Climb (VY). . . . . . . . . . . . . 140 KIAS

Cruise Climb:

Sea Level to 10,000 ft . . . . . . . . . . . . . . . . . . . . . . 170 KIAS

10,000 to 15,000 ft . . . . . . . . . . . . . . . . . . . . . . . . 160 KIAS

15,000 to 20,000 ft . . . . . . . . . . . . . . . . . . . . . . . . 150 KIAS

20,000 to 25,000 ft . . . . . . . . . . . . . . . . . . . . . . . . 140 KIAS

25,000 to 30,000 ft . . . . . . . . . . . . . . . . . . . . . . . . 130 KIAS

30,000 to 35,000 ft . . . . . . . . . . . . . . . . . . . . . . . . 120 KIAS

Maneuvering Speed (VA) . . . . . . . . . . . . . . . . . . . 184 KIAS

Turbulent Air Penetration . . . . . . . . . . . . . . . . . . . 170 KIAS

Maximum Airspeed for Effective

Windshield Anti-Icing . . . . . . . . . . . . . . . . . . . . . . . . . 226 KIAS

Intentional One-Engine Inoperative Speed (VSSE) . . .110 KIAS

Air Minimum Control Speed (VMCA):

Flaps Up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 94 KIAS

Flaps Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . 93 KIAS


Limitations

Altitude LimitationNormal Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . 35,000 FT

Yaw Damper System:

Inoperative . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5,000 FT

Operative. . . . . . . . . . . . . . . . . . . . . . . ON ABOVE 5,000 FTEXCEPT FOR TAKEOFF OR LANDING

Operation with Aviation Gasoline:

Both Standby Fuel Pumps Operative . . . . . . . . . . 35,000 FTEither Standby Fuel

Pumps Inoperative . . . . . . . . . . . . . . FLIGHT PROHIBITED

Climbs Without Crossfeed Capability . . . . . . . . . . 20,000 FT

Compartment Loading LimitationsThe cabin flooring can withstand loads of 200 pounds persquare foot supported on the seat tracks. Floor area whereseat tracks are not present (walkways and aft baggage area)supports loads of 100 pounds per square foot, secured by fur-nished baggage net, webbing or straps.

All cargo shall be properly secured by an FAA-approvedcargo restraint system.

Cargo must be arranged to permit free access to all exitsand emergency exits.

Baggage LimitationMaximum Weight in Baggage Compartment

B300

When equipped with fold-up seats. . . . . . . . . . . 510 lb (231 kg)

When not equipped with fold-up seats. . . . . . . . 550 lb (250 kg)


CAE SimuFlite

B300C

When equipped with toiletand fold-up seat . . . . . . . . . . . . . . . . . . . . . . . . . 510 lb (231 kg)

When equipped with toilet . . . . . . . . . . . . . . . . . 550 lb (250 kg)

Center of Gravity LimitsThe reference datum is located 83.5 inches forward of thecenter of the front jack point.

Aft Limit - 208 inches aft of datum at all weights.

Forward at 11,800 lb - 191.4 inches aft of datum with straightline variation to 199.4 inches aft of datum at 15,000 lb.

Forward at 11,800 lb or less - 191.4 inches aft of datum.

Maneuvering Load Factor LimitationsThe Beechcraft Super King Air B300 and B300C normal cate-gory airplane. Aerobatic maneuvers, including spins areprohibited.

FLAPS UP

Positive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3.1 G

Negative . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1.24 G

FLAPS DOWN

Positive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 G

Negative . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0 G

Takeoff Field LengthsThe takeoff weight shall not exceed the maximum permittedby field length considerations as calculated by the methoddescribed in section 5 of the AFM. Consider the followingfactors determining take field length: takeoff flap setting,anti-icing setting, airport altitude, runway to be used, runwayslope, wind component and air temperature.

King Air 350 Developed for Training Purposes 3-13May 2005

Limitations

Weight LimitationMaximum Ramp. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15,100 LB

Maximum Takeoff. . . . . . . . . . . . . . . . . . . . . . . . . . . . 15,000 LB

Except for the following limitations:- Takeoff Climb Requirements- Tire Speed- Takeoff Field Length- Brake Energy

For FAR Operations:- Takeoff Flight Path Requirements to 1,500 ft AGL- Service Ceiling - One Engine Inoperative

Maximum landing. . . . . . . . . . . . . . . . . . . . . . . . . . . . 15,000 LB

Except for the following limitations:- Maximum Landing Weight to Achieve Climb Requirements- Normal Landing Distance - Flaps Down

Maximum Zero Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . 12,500 LB

Wind ComponentThe maximum tailwind component for takeoff and landing is10 kt.

Maximum Demonstrated CrosswindThe maximum crosswind component in which the aircrafthas been demonstrated to be satisfactory for takeoff andlanding is 20 kt.


CAE SimuFlite


Limitations

System LimitationsAvionics SystemsFAR Part 91 Operations

Refer to the applicable FAA-approved Flight Manual Supple-ment in the AFM Supplements section.

FAR Part 135 OperationsRefer to the applicable FAA-approved Flight Manual Supple-ment in the AFM Supplements Section for your particularautopilot installation except for Minimum Altitude which isestablished by FAR Part 135.93.

Electrical SystemsExternal Power Unit

28 to 28.4V DC output

300 continuous

1,000 amp surge

Generator LimitsMaximum Sustained Generator Load is limited as follow:

In-flight Sea Level to 34,000 ft Altitude . . . . . . . . . . . . 100%

In-flight Above 34,000 ft Altitude . . . . . . . . . . . . . . . . . . 95%

Ground Operation:

N1 Maximum Generator Load

62% to 70% 75%

70% to 100% 100%

Table 3-B; Generator Ground Operation Limits


CAE SimuFlite

Starter LimitationsStandard Start Cycle:

30 seconds ON, 5 minutes OFF30 seconds ON, 5 minutes OFF30 seconds ON, 30 minutes OFF.

Flight ControlsFlapsFlaps movement is limited to three positions:

UPAPPROACHDOWN

Rudder BoostThe rudder boost must be operational for all phases of flight.

Fuel System

CAUTION: Anti-icing additive must be properly blendedwith the fuel to avoid deterioration of the fuel cells. Theadditive concentration by volume shaII be a minimum of0.050% and a maximum of 0.150%.

Minimum Temperature Limits

Table 3-C; Fuel Minimum Temperature Limits

Commercial Grades Military Grades

Fuel Temperature Fuel Temperature

Jet A -40ºC JP-4 -58ºC

Jet A-1 -47ºC JP-5 -46ºC

Jet B -50ºC JP-8 -50ºC


Limitations

Anti-Icing AdditiveAnti-icing additive conforming to Specification MIL-I-27686is the only approved fuel anti-icing additive. Engine oil is used to heat fuel entering the fuel control unit.Since no temperature measurement is available for the fuelat this point, It must be assumed to be the same as OAT. Ifknown or forecast temperatures are below minimum temper-ature limits Table 3-C, anti-icing additive per MIL-I-27686must be mixed with the fuel at refueling to ensure safeoperation.

Fuel Biocide AdditiveFuel biocide-fungicide BIOBOR JF in concentrations of 135PPM or 270 PPM, may be used in the fuel, BIOBOR JF may beused as the only fuel additive or it may be used with the anti-icing additive conforming to MIL-I-27686 specifications. Usedtogether, the additives have no detrimental effect on the fuelsystem components. Refer to the appropriate maintenance manual for appropriateconcentrations and for procedures for adding additives to thefuel.

Approved Engine FuelCommercial Grades. . . . . . . . . . . . . . . . . . Jet A, Jet A-1, Jet B

Military Grades. . . . . . . . . . . . . . . . . . . . . . . . . JP-4, JP-5, JP-8

Emergency Engine FuelsCommercial Aviation Gasoline Grades . . . . . . . . . . . . . 80 RED, 91/96, 100 GREEN

100 LL BLUE*, 115/145 PURPLE

Military AviationGasoline Grades . . . . . . . . . . . . . 80/87 RED,100/130 GREEN

115/145 PURPLE* In some countries, this fuel is colored Green and designated

“100L”.


CAE SimuFlite

Limitations on the Use of Aviation GasolineOperation is limited to 150 hours between engine overhauls.Both standby fuel pumps must be capable of operation.Crossfeed capability is required for flight above 20,000 ftpressure altitude (FL200).

Fuel Management

WARNING: One operative standby fuel pump is requiredfor takeoff when using recommended engine fuels, but insuch cases, crossfeed of fuel will not be available from theside of the inoperative standby fuel pump.

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

Maximum allowable fuel imbalance for wing fuel systems is300 pounds.

Do not take off if fuel quantity gages indicate in the yellowarc.

Crossfeeding of fuel is permitted only when one engine isinoperative.

Operation with low fuel pressure is limited to 10 hoursbefore overhaul of the engine driven pump (windmilling timeis not counted against the time).

CapacitiesMaximum Usable Fuel Quantity. . . . . 3,611 LB (539 GALLON)

Each Main Fuel Tank system. . . . . . . 1,273 LB (190 GALLON)

Each Auxiliary Fuel Tank . . . . . . . . . . . 533 LB (79.5 GALLON)


Limitations

Ice and Rain Protection SystemsSustained Icing Condition Airspeed. . . . . 140 KNOT MINIMUM

Windshield Icing Condition . . . . . . . . . . 226 KNOT MAXIMUM

Prior to landing approach, cycle the deicing boots to shed anyaccumulated ice.

Landing Gear LimitationsLanding gear cycles (1 up and 1 down) are limited to one every5 minutes for a total of 6 cycles, followed by a 15-minute cool-down period.

Powerplant LimitationsNumber of Engines – two

Engine Manufacturer – Pratt & Whitney of Canada(Longueuil, Quebec, Canada).

Engine Model Number PT6A-60A.

Do not lift power levers in flight

Engine Operating LimitsThe following limitations presented in Table 3-D shall beobserved. Each column presents limitations. The limits rep-resented do not occur simultaneously. Refer to Pratt &Whitney Engine Maintenance Manual for specific actionsrequired if limits are exceeded.

3-20 Developed for Training Purposes King Air 350May 2005

CAE SimuFlite

1 Torque limit applies within range of 1,000 - 1,700 propeller rpm (N2). Below 1000 propeller rpm, torque is limited to 62%.

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 (60º to 70º C). Oil pressures under 90 PSIG are undesirable. Under emergency con-ditions, to complete a flight, a lower oil pressure limit of 60 PSIG is permissible at reduced power level not to exceed 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. Fluctua-tion of plus or minus 10 PSI are acceptable.

3 A minimum oil temperature of 55ºC is recommended for fuel heater operation at take-off power.

4 Oil temperature limits are –40ºC and +110ºC. However, temperatures between 99º and 110ºC are limited to a maximum of 10 minutes.

5 This value is time-limited to 5 seconds.6 High ITT at ground idle may be corrected by reducing accessory load and/or Increas-

ing N1 rpm.7 Cruise torque values with altitude and temperature. 8 These values are time-limited to 20 seconds.9 To account for power setting accuracy and steady state flucuations, inadvertent propeller

RPM excursions up to 1735 RPM are time limited to 7 minutes.10 To account for power setting accuracy and steady state flucuations, inadvertent

torque excursions up to 102% is time limited to 7 minutes.

Table 3-D; Engine Operating Limits

Operating Condition

Torque(ft-lbs)1

Max ITT °C

Gas Generator RPM % N1

Prop RPM N2

Oil Pressure

(OSI)2Oil Temp

°C3, 4

Starting – 10005 – – 0 to 200 -40 (min)

Idle – 7506 62 (min) 1050 (min) 60 (min) -40 to +110

Takeoff 100 10 820 104 17009 90 to 135 0 to 110

Max Cont 100 10 820 104 17009 90 to 135 0 to 110

Cruise Climb Notes7, 10 785 104 17009 90 to 135 0 to 110

Max Cruise Notes7, 10 820 104 17009 90 to 135 0 to 110

Max Reverse – 760 – 1650 90 to 135 0 to 99

Transient 1568 8508 104 18708 200 0 to 110


Limitations

Oil SpecificationsAny oil specified by brand name in the latest revision of Pratt &Whitney SB 13001 is approved for use in the PT6A-60Aengine.

OxygenIf the oxygen system drops below 50 PSI, system purge isrequired

PropellerManufacturerHartzell Propeller, Inc.

Each aircraft has two full-feathering, reversing, constant speedfour blade propellers, consisting of M10476 blades andHC-B4MP-3C hubs. Propeller diameter is 105 inches withblade angles at the 42 inch station.

Propeller Blade AnglesFeather . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . +79.3 degrees

Flight Low Pitch Stop . . . . . . . . . . . . . . . . . . . . . . + 12 degrees

Ground Low Pitch Stop . . . . . . . . . . . . . . . . . . . . . . +2 degrees

Ground fine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . -3 degrees

Reverse . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . -14 degrees

Propeller Rotational Speed LimitsTransients Not Exceeding 20 seconds . . . . . . . . . . 1,870 RPM

Reverse . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,650 RPM

All Other Conditions. . . . . . . . . . . . . . . . . . . . . . . . . 1,700 RPM

Minimum Idle Speed . . . . . . . . . . . . . . . . . . . . . . . . 1,050 RPM


CAE SimuFlite

Propeller Rotational Overspeed LimitsSustained propeller overspeeds faster that 1,700 rpm indicatefailure of the primary governor. Flight may be continued at pro-peller overspeeds up to 1,768 rpm provided torque is limited to95%. Sustained overspeeds faster than 1,768 rpm are notapproved.

Propeller AutofeatherMust be operational for all flights and armed for takeoff, climband approach.


Avi

onic

s

Pitot/Static System

B3C

RH

-AV

001I

LEFTPITOTHEAT

SWITCH

RIGHTPITOTHEAT

SWITCH

ALTIMETER

VERTICALSPEED

INDICATOR

CABINDIFFERENTIALPRESSUREGAGE

ALTERNATE

AFCSAIR DATA

COMPUTER

AIRSPEEDWARNINGSWITCH

STATIC AIRSELECTORSWITCH

ALTERNATESTATIC AIR(PILOT ONLY)

PILOT'S PITOT

COPILOT'S PITOT

PILOT'S STATIC

COPILOT'S STATIC

ALTERNATE STATIC

STATICPORTS

STATICPORTS

AIRSPEEDINDICATOR

ALTIMETER

VERTICALSPEED

INDICATOR

AIRSPEEDINDICATOR

PILOT'SSIDE

COPILOT'SSIDE

AFT PRESSURE BULKHEAD

7.5 A 7.5 A

TPL FED BUS

R GEN FED BUS


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Avionics

AvionicsThis section includes:

• pitot/static system

• communication and navigation equipment

• autopilot

• traffic collision avoidance system (TCAS)

• electronic flight instrument system (EFIS)

Please refer to the applicable manuals for more detailedinformation.

Pitot/Static System A pitot mast on the left and right forward fuselage and staticports on the left and right rear fuselage provide ram and staticpressure to the pitot/static system. Electrically powered heatingelements warm the pitot masts to prevent ice formation. Withthe Left and Right Pitot Heat switches in ON, the pitot mastheating elements are powered. Static ports are unheated.

The left pitot tube supplies the pilot airspeed indicator and airdata computer. The right pitot tube supplies the copilot air-speed indicator. The pilot's pitot mast also supplies the cabindifferential pressure switch.

The static ports supply pressure for the:

• airspeed indicators

• vertical speed indicators

• altimeter

• cabin pressure differential gage

• air data computer.

The PILOT'S STATIC AIR SOURCE valve switch can connectthe pilot's static system to an alternate static source in the air-craft tailcone.


CAE SimuFlite

Air Data ComputerThe air data computer (ADC) processes ram and static airpressure inputs to provide electrical outputs for various flightand avionics equipment. These outputs include:

• indicated and true airspeed

• vertical speed

• pressure and barometric corrected altitude

• altitude alerting

The ADC then provides information from the outputs to thefollowing:• pilot's altimeter • flight management system (if installed)• flight guidance system (FGS) • ATC transponders • automatic flight control system (AFCS)• enhanced ground proximity warning system (EGPWS).

Communications Equipment A typical communications equipment installation includes:

• two audio control panels

• two VHF communications transceivers

• radio telephone

Because of the wide variation of equipment found in these air-craft, please refer to the applicable manuals for more detaileddescriptions and operating information.

Static Discharging Static wicks on the aircraft structure and control surfaces mini-mize the effects of lightning strikes and static charges on avion-ics equipment and the aircraft structure. The wicks bleed off


Avionics

accumulated static charges to the atmosphere. Consult yourMEL for the required number and position of static wicks.

Navigation Navigation equipment provides aircraft direction and attitudeinformation, determines aircraft position, and furnishes flightmanagement.

Attitude and direction equipment use inertial and magneticforces to sense and display aircraft heading and attitude.Equipment includes:

• magnetic compass

• turn and slip indicator

• horizon/vertical gyro

• radio magnetic indicator

• vertical gyro system

• compass system

• electronic flight instrument system (EFIS)

• distance measuring equipment indicator.

Position determining equipment includes systems that operateindependently of ground stations or with ground stations todetermine aircraft position. Equipment includes:

• instrument landing system (ILS)

• very high frequency (VHF) navigation equipment

• automatic direction finding (ADF)

• distance measuring equipment (DME)

• global positioning system (GPS)

• ATC transponder

• traffic collision avoidance system (TCAS)

• enhanced ground proximity warning system (EGPWS)


CAE SimuFlite

flight management system (FMS).

AutopilotThe autopilot system provides automatic control and stabiliza-tion of the aircraft about the pitch, roll, and yaw axes. It posi-tions the aircraft elevator, ailerons, and rudder in response toautopilot flight steering commands. Selectable operatingmodes automatically maintain a desired altitude, pitch attitude,or heading, and capture and track localizer, glideslope, andVOR signals.

A typical autopilot system consists of:

• autopilot or flight control computer

• autopilot controller

• air data computer (ADC)

• mode selector

• altitude preselector/alerter

• aileron, elevator, and rudder servo-actuators.

The autopilot system receives signals from the ADC, verticalaccelerometer, vertical and directional gyros, and navigationreceivers. With this data, the autopilot drives the servo-actua-tors to maintain a desired altitude, attitude, navigation path, orairspeed.

A typical autopilot system provides:

• yaw damping

• roll rate and bank angle limiting

• automatic capture and track of VOR, ILS, and localizer

• heading, roll, airspeed, and altitude capture and hold

• heading select

• soft ride.


Avionics

Traffic Collision Avoidance SystemThe TCAS system receives signals from the ADC and ATCtransponder and provides surrounding traffic information. Traf-fic warnings can be displayed on the VSI indicators and on themultifunction display.

Electronic Flight Control System (EFIS)The EFIS processes navigation data from aircraft systems andprovides displays for the pilot and copilot. The EFIS consists ofthe following equipment:

• electronic attitude director indicator (EADI)

• electronic horizontal situation indicator (EHSI)

• multifunction display (MFD)

• data processing unit (DPU)

• multifunction processor unit (MPU)

• weather radar control panel

• display control panel.


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Elec

tric

al S

yste

m


DC Electrical System

RCCB

EXT.

PWR

MOD

EXT. PWR

SW

DUAL-FED

BUSBATTERY

AMMETER

BATTERY

RELAY

LEFT

LINE

CONTACTOR

TO

GENERATOR

FIELD

EXT. PWR

RELAY

RIGHT GEN.

BUS

RIGHT

GENERATOR

SWITCH

STARTER/

GENERATOR

STARTER/

GENERATOR

H

E

D

LEFT

STARTER

RELAY

RIGHT

STARTER

RELAY

275275

RIGHT

LINE

CONTACTOR

TO

GENERATOR

FIELD

BAT. BUS

TIE

CENTER BUS

GPU

60

250

60

BATTERY

BAT. SW.

TRIPLE-FED BUS

B3CRH-EL001I

LEFT GEN.

BUS.

250

LEFT

GENERATOR

SWITCH

LOAD

METER

GENERATOR

CONTROL

LEFT GEN.

BUS TIE

BAT. BUS

SWITCH

NORMAL

BAT. BUS

CONTROL

.5A

BAT.

BUS

60

27

5

RIGHT GEN.

BUS TIE

GENERATOR

CONTROL

LOAD

METER

HED

H

E

D


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Electrical System

AC Electrical System

43

33

44

4 47 45 23 25 2

13

INV

1

INV

2

TEST JACK

5A

3A 3A

3A 3A

0.5A

0.5A

0.5A

0.5A

0.5A

0.5A

0.5A2A

2A

#1 AC BUS #2 AC BUS

NO. 1 AC BUSTRANSFER RELAY

NO. 2 AC BUSTRANSFER RELAY

AC BUSCONTROL

NO. 1 INVERTERSELECT SWITCH

NO. 2 INVERTERSELECT SWITCH

26 V ACNO. 1 BUS

26 V ACNO. 2 BUS

115 V ACNO. 1 BUS

115 V ACNO. 2 BUS

NO. 1 115 V ACINVERTER MONITOR




TORQUEMETER TORQUEMETER

FLIGHT DATARECORDER

FLIGHT DATARECORDER

AC TESTJACK AND

ELECTRICALPANELAVIONICS AC

POWER

AC POWER MONITOR

CIRCUIT CARD

(A320)

40A 40A

BATTERY BUS

CENTER BUS RIGHT GEN BUS

1 1

1 FL-119 and prior

B3

CR

H-E

L0

02

i


CAE SimuFlite


Electrical System

DC SystemDC electrical sources include:

• two 300 amp, 28 volt starter/generators

• an external power DC system

On aircraft prior to FL-215 and FM-10• a 24 volt, 36 ampere-hour air cooled nickel-cadmium (nicad)

battery

On aircraft after FL-215, FM-10, and FN-2• a 24 volt, 42 ampere-hour, sealed lead-acid battery

These power sources supply the triple-fed bus that distributespower to the aircraft through circuit breakers.

BatteryThe battery is used to start the engines and as a redundantpower source. Battery power is connected to the battery bus,the center bus and the triple-fed bus through a battery switchand relay. A hot battery bus allows selected equipment to bepowered without selecting the battery switch. The main batteryfeeds the battery, the center and the triple-fed buses. Selectedequipment is connected to the hot battery bus.

Battery current and voltage can be monitored with the batteryammeter and voltmeter. On aircraft with a nicad battery, a bat-tery charge current detector continuously monitors the battery-charging rate. If the charging rate exceeds 7.5 amps for sixseconds or more, the monitoring system illuminates the BAT-TERY CHARGE annunciator and triggers the flashing MAS-TER CAUTION annunciators. After a battery engine start, theBATTERY CHARGE annunciator normally illuminates after theoperating engine generator is turned on.


CAE SimuFlite

Generators The generators function as starters during engine starts. Oncean engine is running, the generators provide DC power to theaircraft. L GEN and R GEN switches control the generators.The MASTER SWITCH gang bar turns off the battery and gen-erator switches simultaneously.

Reverse-current protection prevents the generators fromabsorbing power from the generator buses if the generators arenot operating, or if generator voltage is less than bus voltage.

Voltage Regulation Each generator is equipped with a generator control panel. Thegenerator control panels are self-contained units, which providethe following:

• line-contactor relay control

• overvoltage protection

• overexcitation protection

• cross-start current limiting

• reverse current protection

• starter/generator priority

• generator load paralleling.

The generator control panel monitors the output voltage andcontrols the shunt field excitation to maintain a constant voltageof 28.25V DC under varying operating conditions. The line-con-tactor relays connect each generator to its corresponding busand, if any fault is detected, the relay will disconnect the gener-ator from the bus. A paralleling circuit provides generator loadequalization. If an overvoltage occurs, the line contactor willopen and the GEN RESET will have to be selected.


Electrical System

External Power An appropriately rated ground power unit (GPU) can supply theaircraft electrical system through an external power receptacleon the right wing. The GPU should be capable of both deliver-ing 1,000 amps starting and providing a continuous load of300A at 28 to 28.4V DC. Connecting a GPU illuminates theEXT PWR annunciator. The annunciator will remain in steadyillumination while the voltage remains between 24 and 32 volts.Otherwise it will flash approximately 4 times per second.

DC Power Distribution Five primary buses distribute power to all of the sub-buses fromthe three main power sources. The primary buses consist of a"hot" battery bus, center bus, triple-fed bus, and the left andright generator buses. This system is termed a triple-fed bussystem, with each bus receiving power from the three DCpower sources. This design minimizes the risk of a completepower loss should a power source become isolated.

The battery directly powers the hot battery bus. Selecting theBAT BUS switch to NORM will energize the battery bus. Withthe BAT BUS switch in EMER OFF, the battery is completelyisolated from the electrical system.

Current sensors, limiters, diodes and relays also individuallyprotect the five primary buses. The triple-fed bus is protectedby a diode and a 60-ampere current limiter wired between itand each feeder bus. This configuration provides overcurrentprotection and prevents current flow away from the triple-fedbus. Load-shedding is accomplished by isolating a faulty busfrom those that are still functional, thereby preventing a failureof the entire electrical system.


CAE SimuFlite

AC Power The AC electrical system is a 115V AC and 26V AC, singlephase, 400 Hz system. It operates on 28V DC and provides ACpower to certain avionics and electrical equipment. The ACsystem is designated as No. 1 and No. 2. The No. 1 inverter ispowered from the center bus and the No. 2 inverter is poweredfrom the right generator bus. Selecting the inverter switch toON will supply power to the corresponding AC bus; selectingBUS TRANSFER will transfer the load to the other inverter, pro-viding the inverter is selected ON.


Electrical System

Electrical SystemsDC Electrical System

Power Source Battery Starter/Generators (2) 300A (STD) External power unit

Distribution Hot Battery busBattery relay Main Battery bus Generator buses (left and right) Dual-fed busCenter busTriple-fed bus Triple-fed Avionics bus L and R GEN Avionics bus

Control Switches BATT IGNITION AND ENGINE START (L/R) Three-position GENBus Tie

Monitor Generator loadmeterDC volt and BATTERY ammeterSwitches

L and R GENBATVOLTMETER BUS SELECT BAT BUS GEN TIES MAN CLOSE EXT PWR BUS SENSE RESET

AnnunciatorsEXT POWER BATTERY CHARGE L and R GEN TIE OPEN L and R DC GENBAT TIE OPEN

Protection Generator Control PanelBus Tie Current sensorLine Contactor relayCurrent limiters and diodesFuses or circuit breakers


CAE SimuFlite

AC Electrical System

Power Source Inverters

Distribution Generator and center busesL and R GEN AC busesAvionics bus26V AC bus 115V AC avionics

Control INVERTER switches

Monitor #1 and #2 AC BUS annunciator

Protection AC Power Monitor Circuit Card DC Circuit BreakerInverter output: fuses and circuit breakers

King Air 350 Developed for Training Purposes 4C-1February 2006

Fire

Pro

tect

ion

Fire Extinguishing System

RIGHTMONITORMODULE

B3C

RH

-FR

001i

TESTSWITCH

FIRE EXTINGUISHERSUPPLY CYLINDER

1

ANNUNCIATORPANEL

2

1

3

2

LEFTMONITORMODULE

PRESS

TO RESET

PRESS

TO RESET

MASTERWARNING

MASTERCAUTION

PRESS

TO RESET

MASTERCAUTION

PRESS

TO RESET

MASTERWARNING

DET

OFF

EXTLEFT RIGHT

ENG FIRE TEST

TO TESTPRESS

R ENGINE FIRE

R FW VALVECLOSED

L ENGINE FIRE

R FW VALVECLOSED DISCHARGED

EXTINGUISHERPUSH

DISCHARGED

EXTINGUISHERPUSH

B3CRH-FR.fm Page 1 Monday, March 13, 2006 2:14 PM

4C-2 Developed for Training Purposes King Air 350February 2006

CAE SimuFlite

Fire Detection System

3

28 V DC

TEST SWITCH

LEFT OR RIGHTENGINE

BC

D

SENSOR RESPONDERSIMPLIFIED CIRCUIT

INTEGRITY SWITCHN.C. – HELD CLOSED BYNORMAL SENSOR PRESSURE

SENSORELEMENT

RESPONDERALARMSWITCH (N.O.)

FIRE SENSORELEMENT ANNUNCIATOR

PANEL

PRINTEDCIRCUITCARDS

FIRE SENSORELEMENT

1

13

3

TESTSWITCH2

2

PRESS

TO RESET

PRESS

TO RESET

MASTERWARNING

MASTERCAUTION

PRESS

TO RESET

MASTERCAUTION

PRESS

TO RESET

MASTERWARNING

TO TESTPRESS

R ENGINE FIRE

R FW VALVECLOSED

L ENGINE FIRE

R FW VALVECLOSED DISCHARGED

EXTINGUISHERPUSH

DISCHARGED

EXTINGUISHERPUSH

DET

OFF

EXTLEFT RIGHT

ENG FIRE TEST

B3C

RH

-FR

002i

B3CRH-FR.fm Page 2 Monday, March 13, 2006 2:14 PM

King Air 350 Developed for Training Purposes 4C-3October 2001

Fire Protection

Bleed Air Warning System

L BLEED FAIL R BLEED FAIL

ENVIRONMENTALMIXING PLENUM

BLEED AIRWARNINGSWITCHES

ENGINEBLEED AIR

AMBIENTAIR

AFT FIREWALL

FLOWCONTROLUNIT

ENVIRONMENTBLEED AIRSHUTOFFVALVE (N.C.)

PLUGS

PNEUMATICBLEED AIRSHUTOFFVALVE (N.O.)AIR INLET

AIR-TO-AIRHEAT EXCHANGER

CABIN HEATCONTROLVALVE

LEFT BLEED AIRWARNING LINE(POLY FLOW TUBING)

RIGHT BLEED AIRWARNING LINE(POLY FLOW TUBING)

BLEED AIR WARNING LINE

PRESSURIZATION BLEED AIR

PNEUMATIC BLEED AIR

AMBIENT

COOLED BLEED AIR

B3

CR

H-F

R0

03

i

4C-4 Developed for Training Purposes King Air 350October 2001

CAE SimuFlite


Fire Protection

Fire Protection SystemsFire protection systems include:

• engine fire detection

• engine fire extinguishing

• testing (fire detection and extinguishing)

• bleed air warning.

Engine Fire Detection Engine fire detection consists of temperature sensing cables,two red warning annunciators (ENG FIRE), and two testswitches. When an engine fire occurs, the ENG FIRE light andthe MASTER WARNING annunciator on the glareshield panelilluminate.

Each engine's temperature sensing element consists of asealed stainless steel tube. Within this tube is an inert gas andan inner core with an active gas. The sensing element con-nects to a responder that contains an alarm switch for detectionand an integrity switch for testing.

Exposing a sensing element to temperatures of 360°F (182°C)along its entire length or 800°F (426°C) along a one-foot sec-tion expands the element's core gases. This closes theresponder alarm switch to illuminate the respective ENG FIRElight and trigger the MASTER WARNING flashing lights. Oncethe sensing element cools below its trigger temperature, theENG FIRE light extinguishes. The MASTER WARNING lights,however, do not extinguish until they are reset.


CAE SimuFlite

Engine Fire Extinguishing The engine fire extinguishing system consists of a fire extin-guisher bottle in each main wheel well. Spray nozzles con-nected to each bottle direct fire extinguishing agent to theengine accessory section and power sections. Each bottle con-tains approximately 2.5 Ib of Bromotrifluoromethane (CBrF3)pressurized with dry nitrogen to 450-475 PSI at 72°F (pressur-ization is directly proportional to OAT).

The fire detection system illuminates the ENG FIRE annuncia-tor. Pressing the switch will activate the fire extinguishing sys-tem and close the fuel firewall shutoff valve. Once the systemhas been armed, the EXTINGUISHER PUSH annunciator willcome on. Pressing that light supplies DC power to the extin-guisher bottle's explosive squib. The squib's detonation dis-lodges a sealing disc so that bottle contents flow to the spraynozzles. Once the squib integrity has been compromised, therespective DISCHARGE annunciator illuminates.

Testing (Fire Detection and Extinguishing)The testing system consists of two independent switcheslabelled “ENG FIRE TEST/LEFT/RIGHT” with DET, OFF andEXT positions. When either switch is selected to DET, the cor-responding ENG FIRE and MASTER WARNING lights will illu-minate. Selecting either switch to EXT will illuminate thecorresponding EXTINGUISHER PUSH and DISCHARGEannunciator.


Fire Protection

Engine Bleed Air WarningEVA tubing that parallels the bleed air lines from the enginefirewalls into the cabin provides a warning system for a bleedair leak. These parallel tubing lines are pressurized with instru-ment bleed air.

If a bleed air line ruptures, excessive heat melts the adjacentEVA tubing to release pressure. When pressure is reduced, aswitch in the line under the copilot floor closes to illuminate therespective L/R BLEED FAIL annunciator.


CAE SimuFlite

Fire Protection System

Power Source Dual-fed bus (fire extinguisher)Triple-fed bus (fire detection)

Distribution Extinguisher bottle to corresponding engine(no crossfiring)

Portable hand fire extinguishers

Control Left and right F/W VALVE PUSH CLOSED Switches

Left and right DISCHARGED switchesLeft and right TEST switches

Monitor AnnunciatorsENG FIRE EXTINGUISHER-PUSH DISCHARGED

MASTER WARNING flashersCircuit card assembly fire extinguisher

Protection Circuit breakers

Flig

ht C

ontr

ols

King Air 350 Developed for Training Purposes 4D-1October 2001

Flap System

B3CRH-FC001I

FLIGHT

HOUR

METER

POSITION

INDICATOR

POSITION

TRANSMITTER

1

1 2 3 4

4

3

2LH

GEN

BUS

APPROACH

UP

DOWN

FLAP

DYNAMIC

BRAKE

RELAY

SPLIT FLAP

SWITCHES

TO LANDING GEAR

WARNING SYSTEM

20A

5A

LIMIT SWITCHES

FLAPS

LIFT

COMPUTER

4D-2 Developed for Training Purposes King Air 350October 2001

CAE SimuFlite


Flight Controls

Flight ControlsPrimary flight controls include the ailerons, elevators, and rud-der. These control the aircraft through the pitch, roll, and yawaxes. Each of the primary flight controls has a mechanicallyoperated trim system; the elevator trim system also has anelectrically operated trim system. The flap system is the onlysecondary flight control system.

Related flight systems include the stall warning, rudder boost,and yaw damper systems.

Primary Flight Controls Ailerons on the outboard trailing edge of each wing provide rollcontrol mechanically through the control wheel or electricallythrough the autopilot servo. Rotating the control wheel left orright from neutral mechanically actuates the ailerons through asystem of cables and bellcranks. Mechanical stops on the aile-rons limit total movement to approximately 24 degrees up and16 degrees down from neutral. The autopilot also actuates theailerons through a servo connected to the aileron control circuitcables.

A trim tab on the left aileron provides lateral trim capability.Rotating the AILERON TAB knob left or right from the neutral or"0" position mechanically drives the trim tab up or down respec-tively. Rotating the aileron trim knob to the left drives the tabdown for a left-wing-down movement; rotating it right producesthe opposite effect.

The elevators on the trailing edge of the T-tail horizontal stabi-lizer provide pitch control. Pushing the control column fore andaft from neutral mechanically deflects the elevators down andup through cables and bellcranks. Stops limit total elevatormovement to approximately 20 degrees up and 14 degreesdown from neutral. An autopilot servo connected to the controlcables also operates the elevators.


CAE SimuFlite

A mechanically or electrically operated pitch trim system drivesthe elevator trim tabs to reduce elevator control forces and trimthe aircraft in the longitudinal axis. Rotating the ELEVATORTAB wheel forward or aft from neutral mechanically drives thetrim tab actuators. The jack-screw type actuators then extendor retract to move the elevator trim tabs in the necessary direc-tion to pitch the nose up or down. With the ELEV TRIM switchin the ON position, the electric pitch trim system is activated.Actuating a set of TRIM switches toward the NOSE UP orNOSE DN position powers the electric trim tab actuator. Theactuator's clutch then engages to connect the motor to thecable drum. The motor then operates the trim tab actuatorsthrough cables.

A bi-Ievel, pushbutton, momentary-on trim disconnect switch isinboard of the dual-element thumb switch on the outboard gripof each control wheel. If an autopilot is installed, pressing theswitch to the first level disconnects the autopilot and yawdamper system. Pressing the switch to the second level addi-tionally disconnects the electric elevator-trim system. If noautopilot is installed, pressing the switch to the first level has noeffect. The second level disconnects the elevator-trim system.

The rudder provides directional control of the aircraft about thevertical axis. A direct connect cable system from both sets ofrudder pedals to the tail section drives the rudder. Deflecting aset of rudder pedals from neutral mechanically deflects the rud-der to produce a yaw movement. Total rudder movement isapproximately 25 degrees left or right from neutral.

Rotating the RUDDER TAB wheel left or right from neutralmechanically moves the rudder trim tab to reduce rudder pedalcontrol forces. Total tab deflection is approximately 15 degreesleft or right from neutral.


Flight Controls

Rudder Boost and Yaw Damper A rudder boost system positions the rudder to compensate forasymmetric engine power differences. If the engine torquedrops below the preset value, the electric servo is activated anddeflects the rudder proportionally to the torque loss. The rudderboost system is disabled if the RUDDER BOOST switch isselected to OFF and is momentarily interrupted when the DISCTRIM/AP/YD switch is pressed to the first level.The yaw damper system is controlled through the autopilot;pressing the YAW ENG or the AP ENG a second time willengage the yaw damper system.

Flaps Each wing contains two flaps on the trailing edge inboard of theailerons. With flaps extended, stall speed decreases approxi-mately 7 to 9 knots.

Selection of a flap position on the FLAP handle controls travel ofthe flaps by powering the flap motor through limit switches and aflap motor relay. The flap motor drives a gearbox connected tofour flexible driveshafts that, in turn, connect to a jackscrew actu-ator at each flap. To prevent overtravel, the flap motor has adynamic braking system with two sets of motor windings. A safety mechanism interrupts power if 3 to 6 degrees split flapsituation occurs. The landing gear warning system provides an aural and visualwarning of improper flight configurations. With the FLAP handlein UP, APPROACH, or DOWN, retarding the power leversbelow about 84-86% N1 RPM setting with the landing gear notdown, and locked, sounds the gear warning horn and illumi-nates the landing gear lever in-transit light. The landing gearwarning horn may be silenced by the buttons located eithernext to the landing gear lever and/or on the left throttle assem-bly and while the flaps are selected in the UP or APPROACHposition. Advancing the power levers or extending the landinggear cancels the warning completely. With flaps down, the horncannot be silenced by advancing the power levers or by press-ing the horn silence button.


CAE SimuFlite

Stall Warning System The stall warning system provides an audible warning to notifythe crew of an impending stall.

With weight-off-wheels, an electrically heated lift transducermeasures the aircraft's angle-of-attack (AOA). The system's liftcomputer then processes the transducer's inputs and modifiesit based on flap setting.

If a stall is imminent, the lift transducer triggers and the warninghorn sounds.

With weight-on-wheels, placing the STALL WARNING TESTswitch in the test position magnetically deflects the lift trans-ducer to the pre-stall position. If the system is working normally,the stall warning horn sounds.

NOTE: Stall Warning system may be unreliable during oper-ations in icing conditions with accumulation of ice on air-frame surfaces.


Flight Controls

Flight ControlsFlap System

Power Source L Generator bus – electric motor/control

Control FLAP handle

Monitor FLAP indicator

Protection Circuit breakersFLAP CONTROL (5A)FLAP MOTOR (20A)

Split flap protection limit switches


CAE SimuFlite

Fuel

Sys

tem

King Air 350 Developed for Training Purposes 4E-1October 2001

Auxiliary Fuel Transfer System

OPEN 6 PSI

OPEN 13 PSI

CLOSE 10 PSI

AUX TRANSFERSWITCH

AUXILIARYTRANSFER

CONTROL ANDTIMER(P.C.B)

6.5 SECDELAY

5A

5A

PRESS

WARN

F/W VALVE

PUSH

IGNITIONSWITCH

CROSSFEEDSWITCH

RIGHT

OFF

OFF

ON

LEFT

TRIPLEFED BUS

AUXTRANSFER

STRAINER

NACELLE TANK

B3CRH-FU001I

WING TANK

TRANSFERJET PUMP

STBY

PUMP

SWITCH

STBY

PUMP

SWITCH

AUXILIARY TANK

MOTIVE FLOWVALVE

FUEL PRESSURESWITCH

EMPTY

NOT EMPTY

MOTIVE FLOWPRESSURE

SWITCH

ENGINE DRIVENBOOST PUMP

AUX TANKFLOAT SWITCH

TOENGINE

11 SECDELAY

CLOSE5 PSI

OVERRIDE

L FUEL PRESS LO

L NO FUEL XFR

AUTO

TRIPLE

FED

BUS

TRIPLE FED BUS

AUX RETURN LINE

(NACELLE

OVERFLOW)

FLOAT

SWITCH

4E-2 Developed for Training Purposes King Air 350October 2001

CAE SimuFlite

King Air 350 Developed for Training Purposes 4E-3February 2006

Fuel System

Fuel Crossfeed

86

LBS X 100QTY

FUEL

2MAIN TANK

0ONLY

4

12

14

1086

LBS X 100QTY

FUEL

2MAIN TANK

0ONLY

4

12

14

10

B3CRH-FU002I

L


CAE SimuFlite


Fuel System

Fuel SystemKing Air 350

0

2

46 8

12

14

FUEL

FUEL CONTROL UNIT

ENGINE FUEL PUMP

FUEL HEATER

AIR FILTER

TFUEL FLOW TRANSMITTER AND INDICA OR

LEFT FUEL PRESSURE SWITCH

CHECK VALVE

GRAVITY FLOW CHECK VALVE

TRANSFER CONTROL MOTIVE FLOW VALVE

PRESSURE SWITCH FOR LEFT NO FUELTRANSFER LIGHT ON FUEL PANEL

ENGINE FUEL MANIFOLD

FUEL PURGETANK

FIREWALL FUELFILTER

DRAIN VALVE

ENGINE DRIVENBOOST PUMP

STANDBYBOOST PUMP

STRAINER ANDDEFUELINGDRAIN VALVE

VENT FLOAT VALVE

NACELLE TANK

CROSSFEED VALVE

LEFT FUEL QUANTITYTRANSMITTER

FIREWALL SHUT OFFVALVE

F 13 GAL

35 GAL

40 GAL

25 GAL 23 GAL

AIR INLET

VENT FLOAT VALVE

DRAIN

DRAIN

RECESSED VENT

HEATED RAM VENT

FLAME ARRESTOR

DRAIN

F

79.5 GAL

TRANSFER JET

B3CRH-FU003I

PUMP

STRAINER, DRAIN& FUEL SWITCH

FUEL UNDER PRESSURE

STATIC PRESSURE

JET PUMP PRESSURE

FUEL IN STORAGE

FUEL FILLER

FUEL PROBES

F

P BLEED AIR LINE3

FIREWALLSHUT OFF VALVE

STANDBY PUMPVALVE

OFF

L FUEL PRES LO

10A

5A

5A

INTEGRAL (WET CELL)AUXILIARY

5A

133.5 GAL TOTAL

54GAL

TRIPLE-FED BUS

FROMRIGHTWING

EE

NN

GG

FF

II

RR

EE

FF

//

WW

VV

AA

LL

VV

EE

CC

LL

OO

SS

EE

DD

PP

UU

SS

HH


CAE SimuFlite


Fuel System

FuelThe airframe fuel system includes fuel storage, venting, indicat-ing, and distribution. Refer to the Powerplant chapter for enginefuel and fuel control systems. Refueling is covered in theServicing chapter.

StorageWing and auxiliary fuel tanks hold a usable total of 539 US gal-lons. Each wing tank consists of five interconnected tanks anda nacelle tank behind the engine. These tanks are either blad-der or integral type. Fuel from the wing tank gravity feeds intothe nacelle tank.

From the nacelle tank, an engine-driven fuel boost pump sup-plies fuel under pressure to the engine through a firewall fuelshutoff valve. Placing a firewall shutoff valve switch in theCLOSED position electrically drives the valve closed.

The auxiliary fuel tank consists of a center section tank in eachwing root. Because these tanks are lower than the rest of thefuel tanks, transfer jet pumps are used to pump fuel to thenacelle tank.

Drain valves at tank low points permit fuel sampling and waterremoval. These drains are forward of the wheel well (nacelletank), outboard of the nacelle (leading edge tank), halfway outon the wing (integral tank), and on the middle of the wing root(auxiliary tank). A drain valve permits removal of contaminantsfrom the gravity feed line that connects the wing and nacelletanks.


CAE SimuFlite

IndicatingA capacitance-type fuel indicating system provides accuratemeasurement of fuel quantity regardless of fuel temperatureand type.

As fuel level rises and falls in a fuel tank, probe capacitanceincreases and decreases proportionately. The fuel indicatingsystem then produces an output current to drive the fuel gages.Normally, the fuel gages display main tank quantity in pounds.Placing the fuel selector switch in AUXILIARY displays auxiliaryfuel tank quantity.

VentingThe wing and auxiliary fuel tanks vent to atmosphere through apair of vents on the wing underside near the engine nacelle.Each pair of vents has an unheated recessed vent and aheated ram air vent. If one vent clogs, the other continues toprovide tank venting.

The outer wing tanks vent to each other and then to atmo-sphere through a vent float valve near the wing tip and a pair ofvents on the lower wing surface. The float valve connects to avent line running the length of the outboard wing section. Thevent line then connects to an unheated recessed vent througha check valve and to a heated ram air vent through a flamearrestor.

An air inlet and two suction relief valves in the wing tip preventfuel siphoning through the venting system. One of the pressurerelief valves connects to the air inlet while the other one con-nects the float valve to a siphon break line.

The nacelle tank also has a vent float valve and two suctionrelief valves. From the float valve, a vent line connects this tankto the two wing vents.


Fuel System

When the auxiliary fuel tank is full, its float-operated checkvalve closes to prevent fuel loss through the venting system.The tank then vents to atmosphere through the vent line con-nected to the integral wing tank. As the fuel level in this tankdrops, the check valve opens and the tank vents directlythrough the two wing vents.

Table 4E-A; Usable Fuel Capacity

DistributionFuel either gravity flows from the wing tank or is pumped fromthe auxiliary tank to the nacelle tank. Each nacelle tank sup-plies fuel to its engine through the firewall fuel shutoff valve.

During engine operation, the engine's fuel boost pump drawsfuel from the nacelle tank and provides it under pressure to theengine. If this pump fails, an electrically driven standby fuelboost pump in the nacelle tank provides pressurized fuel. Thestandby boost pump also moves fuel during crossfeed.

With the respective STANDBY PUMP switch on, 28V DC fromthe Triple-fed Bus powers the standby boost pump.

A jet transfer pump transfers fuel from the auxiliary tank to thenacelle tank. With the engine-driven or standby fuel pumpsoperating, motive flow fuel operates the transfer pump. Withthe AUX TRANSFER switch placed in the AUTO position, con-trol of the motive flow valve is maintained by the AuxiliaryTransfer Control Module. The control module will prevent the

Tank Gallons Pounds Liters Kilograms

Left Main 190 1273 719 577

Left Auxiliary 79.5 533 301 242

Right Main 190 1273 719 577

Right Auxiliary 79.5 533 301 242

Total Usable 539 3611 2040 1638


CAE SimuFlite

motive flow valve from opening if any or all of the following con-ditions are detected: selection of crossfeed, ignition on, no fuelpressure, or auxiliary tank empty.

With the motive flow valve open, fuel is directed from theengine-driven or standby pump into the jet transfer pumplocated in the auxiliary tank. The transfer pump moves fuelfrom the auxiliary tank to its nacelle tank. Excess fuel deliveredby the transfer pump flows back into the auxiliary tank througha float valve and overflow line at the top of the nacelle tank.

A pressure switch downstream from the motive flow valve mon-itors fuel pressure in the motive flow fuel supply line. If a boostpump fails, ignition is activated, crossfeed is selected, ormotive fuel pressure falls below 6 PSI with fuel remaining in theauxiliary tank, the motive flow pressure switch illuminates theNO TRANSFER annunciator. Placing the AUX TRANSFERswitch in OVERRIDE bypasses the control circuitry to open themotive flow valve.

Once fuel is consumed from the auxiliary tank, the tank floatswitch provides an empty signal to the Auxiliary Transfer Con-trol Module. After a short time delay to allow for fuel sloshing,the module removes power from the normally closed motiveflow valve, closing it.

Once the auxiliary tank empties, the tank's float switch providesan empty signal to the control circuitry. After a 30 to 50 seconddelay, the motive flow valve closes.

A single-valve crossfeed system supplies fuel from an inopera-tive engine's tanks to the opposite engine. Its use is restrictedto single engine operation. With an inoperative right engine, forexample, place the CROSSFEED FLOW switch to the left. Thisaction opens the crossfeed valve, energizes the right engine'selectric boost pump, and closes the left engine's motive flowvalve. A CROSSFEED annunciator provides indication that thecrossfeed valve has reached an OPEN position. Fuel underpressure then moves from the right side to the left side.


Fuel System

Fuel SystemsMain Fuel System

Power Source Triple-fed bus

Distribution Wing tanks (gravity feed) to nacelle tankNacelle tank to engine

Control SwitchesSTANDBY PUMPCROSSFEEDFIREWALL SHUTOFF VALVES

CROSSFEED (closes motive flow valve on receiving side, opens crossfeed valve, turns on standby boost pump on feeding sides, and eliminates crossfeed annunciator)

Monitor Main fuel gagesFuel flow indicatorAnnunciators

FUEL CROSSFEEDFUEL PRESS

Protection Circuit breakersCheck valvesFusesFuel drain systemFuel filters (pressure switches)Vent systemOil/Fuel heat exchanger


CAE SimuFlite

Auxiliary Fuel System

Power Source Motive flow

Distribution Auxiliary (center) tank (automatic transfer to nacelle tank with AUX TRANSFER switch in AUTO)

Control SwitchesAUX TRANSFER OVERRIDE – AUTO(opens motive flow valve)

Monitor Aux fuel gagesNO TRANSFER lights

Protection Circuit breakersFuses

Land

ing

Gea

r and

Bra

kes

King Air 350 Developed for Training Purposes 4F-1October 2001

Hydraulic Landing Gear System

HYD FLUID LOW

60A

5ACENTER

BUS

MAIN

POWER

RELAY

LANDING GEAR

TIME DELAY PCB

TIME DELAY

SERVICE

VALVE

SWITCH

AUX.

RETURN

PORT

AUX.

PRESS.

PORT

POWER PACK ASSEMBLY

UPSELECTOR VALVE

RH SQUAT

SWITCHAIR

GROUND

LH SQUAT

SWITCH

LANDING

GEAR

CONTROL

TRIPLE

FED BUS

LANDING

GEAR

CONTROLPRESS.

CHECK

VALVE

DOWN

GEAR UP

PORT

PRIMARY

RESERVOIR

HAND PUMP

SUCTION

PORT

HAND

PUMP

PRESS

PORTHAND

PUMP

VDC

PRESS.

SWITCH

PUMP

SERVICE

VALVE

RH MAIN

ACTUATOR

NOSE

ACTUATORLH MAIN

ACTUATOR

ACCUM

800 psi

2A

UP

DOWN

RH MLG

DOWN

LOCK

NOSE

ACTR.

SW

UNLOCK

LOCK

LH MLG

DOWN

LOCK

REGULATED BLEED AIR

VENT PORT

B3CRH-LG001I

OVERBOARD

VENT

FILL

RESERVOIR

FILL

PORT

SECONDARY

RESERVOIR5

14

NORMAL

LEGEND

EMERGENCY

4F-2 Developed for Training Purposes King Air 350October 2001

CAE SimuFlite

Brakes System

B3

CR

H-L

G0

02

i

LEFT

BRAKE

RIGHT

BRAKE

PARKING

BRAKE

PILOT'S

MASTER

CYLINDERS

COPILOT'S

MASTER

CYLINDERS

RESERVOIRDRAIN

SUPPL

LEGEND

Y

BRAKE PRESSURE


Landing Gear and Brakes

Landing Gear Indicating System

B3

CR

H-L

G0

03

i

TP

L

FE

D

BU

S


CAE SimuFlite

Landing Gear and BrakesThe aircraft has an electro-hydraulic, tricycle-type landing gear.The nose and main gear have conventional air/oil struts toabsorb taxi and landing shocks. A position indicating systemprovides indication of safe and unsafe landing gearconfiguration.

The nose is a single wheel assembly while the main gear is atwo-wheel assembly with dual hydraulic brakes.

Hydraulic Landing Gear The King Air 350 aircraft has a electro-hydraulic landing gearsystem with an electric-driven hydraulic pump (powerpack),selector valve, hydraulic gear actuators, accumulator, andrelated plumbing and valves.

Placing the landing gear lever to DN actuates the power packdown solenoid. Hydraulic fluid is pumped to the extend side ofthe actuators. As the actuator piston extends the landing gear,fluid on the other side of the actuators exits through the retractport and flows back to the power pack through retract plumb-ing. Fluid from the pump flows through the selector valve,opens a pressure check valve, and then allows the return fluidto flow into the primary reservoir.

When the actuator piston positions to fully extend the nosegear, an internal actuator downlock switch interrupts power tothe nose gear portion of the power pack. Additionally, this inter-nal locking mechanism holds the nose gear drag brace in anover-center condition.

The main gear is held in the extended position by a mechanicalover-center lock hook and a lock-pin assembly on the dragbrace. The downlock switches, along with the right nose gearsquat switch, interrupt power to the power pack main powerrelay.


Landing Gear and Brakes

Moving the landing gear handle to UP provides hydraulic fluidunder pressure to the retract side of the gear actuators. As theactuator pistons move to retract the gear, the fluid in the otherside of the actuators exits through the extend port and flowsback to the power pack through the extend plumbing.

When the gear reaches the fully retracted position, hydraulicsystem pressure holds the gear in the up position. Whenhydraulic pressure reaches approximately 2,775 PSI, theuplock pressure switch opens the landing gear relay to interruptcurrent to the pump motor. The same pressure switch actuatesthe pump that increases hydraulic pressure if it drops below2,475 PSI. The normal landing gear cycle takes approximately7 seconds. Should the pump motor run longer than 14 sec-onds, power is removed from the main power relay, and thelanding gear control circuit breaker is shorted.

Up and down position switches on the nose and main landinggear illuminate the landing gear handle’s red intransit light andthe three green down-and-locked lights. The intransit light illu-minates when either landing gear up and down position switchis de-actuated (i.e., with a landing gear transitioning betweenpositions).

The red intransit light illuminates whenever:

• the landing gear handle is in the up position with weight-on-wheels.

• any landing gear is between the fully retracted and down-and-Iocked position (i.e., intransit).

• landing gear is not down-and-Iocked with a power lever set below 84% to 86% N1.

• landing gear is up and flaps are extended past the approach position. Warning horn can be silenced by extending landing gear or raising the flaps to the UP or APPR position.


CAE SimuFlite

If the normal landing gear system fails, manually extend with ahand-operated hydraulic pump. Pull the LANDING GEARRELAY CB on the pilot inboard subpanel to interrupt electricalpower and then place the landing gear handle in the DOWNposition. Remove the LANDING GEAR ALTERNATE EXTEN-SION hand pump handle from the securing clip and pump upand down until three green indicator lights illuminate. The handpump supplies fluid to the extend side of the gear actuators.Refer to the AFM Abnormal Procedures for detailed instructionabout landing gear manual extension.

If the landing gear system hydraulic reservoir level drops to acritical level for more than four seconds, an optical sensor illu-minates the yellow HYD FLUID LOW annunciator. When theannunciator illuminates, sufficient hydraulic fluid remains tomanually extend the landing gear.

BrakesEach main gear wheel carries a multiple disc brake assembly.Each assembly consists of two rotating discs keyed to thewheel, a piston housing, carrier and lining (stationary disc), andtorque plate. The stationary disc and torque plate provide a fric-tion surface for the rotating discs.

Depressing either set of brake pedals compresses the mastercylinders' piston rod. Piston rod movement generates hydraulicpressure that flows through rigid and flexible lines to the brakeassembly. The brake assembly pistons then extend to force thelinings and discs together; braking occurs. Releasing brakepressure allows the brake assembly pistons to retract, the lin-ings to move away from the discs, and release of the brakes.

With either the pilot or copilot brake pedals depressed andbrake pressure applied, pulling the PARKING BRAKE handleout closes left and right brake valve assemblies. Trapped fluidin the brake lines then maintains pressure against the multi-disc wheel brake assemblies. The parking brake can bereleased by depressing with the pilot or copilot brake pedalsand then releasing the PARKING BRAKE handle.