Download pdf - BE 350 CRH 2

Ice

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King Air 350 Developed for Training Purposes 4G-1October 2001

Surface and Brakes Anti-Ice Systems

EJECTOR

DISTRIBUTOR

VALVE

WING

DEICE

TAIL

DEICE

TO DOOR

SEAL

LANDING

GEAR

POWERPACK

FROM RIGHT

ENGINE P3

PNEUMATIC AIR

SHUTOFF VALVE

N.O.

N.C.

RIGHT BRAKE DEICE VALVE

BRAKE

DEICEON

OFF

NOT

UP

LH MLG

UPLOCK

R GEN

BUS

WINDOW

DEFOG

VALVE

WINDOW

DEFOG

FLT HOUR

METER

VDC

PRESSURE

GAUGE

SUCTION

GAUGE

COPILOT'S

TURN & SLIP

INDICATOR

VACUUM

REGULATOR

VACUUM

AIR FILTER

COPILOT'S

ATTITUDE

INDICATOR

PRESSURIZATION

CONTROLLER

VDC

PNEUMATIC AIR

SHUTOFF VALVE

N.O.

B3CRH-IR001i

FROM LEFT

ENGINE P3

LEFT BRAKE DEICE VALVE

N.C.

UP

VDC

10 MINTIMER

4PSI

4in. Hg

L BLEED FAIL

L BK DEICE ON

R BK DEICE ON

R BLEED FAIL

N.O.

18 PSIPRESS

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

CAE SimuFlite


Ice and Rain Protection

Windshield Heating System

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C E N T E R B U SL G E N B U ST P L F E D B U S



Ice and Rain ProtectionIce and rain protection systems include:

• ice detection

• pitot anti-icing

• stall warning heat

• windshield protection

• airframe anti-icing

• air intake lip anti-ice

• inertial separation anti-ice system

• propeller deice

• brake deice.

Ice DetectionIce detection is accomplished visually by the flight crew, fromthe flight compartment; wing inspection lights are installed forice detection during night operation.

Pitot Anti-IcingTwo pitot tubes on the nose of the aircraft contain heating ele-ments that protect against ice accumulation.


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Stall Warning Vane Anti-IcingThe lift transducer is equipped with anti-icing capability on boththe mounting plate and the vane. The heat is controlled by aswitch located on the pilot's right subpanel, placarded STALLWARN. The level of heat is reduced for ground operation, but isautomatically increased for flight operation through the leftlanding gear safety switch. Power for the stall warning vaneheat is from the R Gen bus. Turn the stall warning vane heat onfor all flights.

The heating elements protect the lift transducer vane and faceplate from ice. However, a buildup of ice on the wing maychange or disrupt the airflow and prevent the system fromaccurately indicating an imminent stall. Remember that stallspeed increases whenever ice accumulates on the aircraft.

Windshield ProtectionElectric heating elements in the windshield provide protectionagainst the formation of ice, while air from the cabin heatingsystem prevents fogging. Heavy duty windshield wipers pro-vide improved visibility during rainy flight conditions.

Windshield Anti-Icing The pilot's and copilot's windshields each have independentcontrols and heating circuits. The control switch allows the pilotto select a HI or a NORMAL intensity heat level. The wind-shields are composed of three physical layers. The inner layeris a thick panel of glass that is the structural member. The mid-dle layer is a polyvinyl sheet that carries fine wire heating grids.The outer layer is a protective layer of glass bonded to the firsttwo layers. The outside of the windshield is treated with a staticdischarge film, called a NESA coating.



Electrical heating elements protect the windshields againsticing. The heating elements connect at terminal blocks in thecorner of the glass to wiring leading to the control switchesmounted in the pilot's right subpanel.

Each windshield has electrical connections for the resistivematerial and for temperature sensing elements. The resistivematerial is arranged to provide primary and secondary heatedsurfaces.

Windshield WipersSeparate windshield wipers are on the pilot's and copilot'swindshield. The dual wipers are driven by a single electricmotor, installed forward of the instrument panel.

The windshield wiper control is on the overhead light controlpanel. It provides the wiper mechanism with SLOW, FAST andPARK positions. The wipers may be used either on the groundor in flight, as required; however, they must not be operated ona dry windshield. The windshield wiper circuit breaker (CB) ison the copilot's right side CB panel in the WEATHER group.

CAUTION: The practice of turning the windshield anti-iceon early in the flight is recommended if it is anticipatedthat it will be required later in the flight after the windshieldhas been cold-soaked. Activating the windshield anti-iceafter the windshield has been cold-soaked may cause thewindshield to crack.


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Airframe Anti-IcingThe selector switch that controls the surface deice system per-mits automatic single cycle operation or manual operation.

The deice and vacuum system is operated with pressureobtained by bleeding air from the engine compressors. This airis routed through a regulator valve that is set to maintain thepressure required to inflate the deicer boots on the leadingedge of each wing and the horizontal stabilizer.

CAUTION: Operation of the surface deice system in ambi-ent temperatures below -40°C can cause permanent dam-age to the deice boots.

Very thin ice may crack and cling to the boots instead of shed-ding. Subsequent cycling of the boots will then have a tendencyto build up a shell of ice outside the contour of the leadingedge, thus making ice removal efforts ineffective.

NOTE: For most effective deicing operation, allow at least 1/2 inch (1.27 cm) of ice to form before attempting ice removal.



Engine Anti-IcingAir Intake Anti-Ice LipEngine exhaust heat is utilized for heating the engine air inletlips. Hot exhaust, picked up by a scoop inside the left exhauststack, is ducted to the inlet lip. Exhaust flows through the insideof the lip and out through the right exhaust stack. The systemoperates whenever the engine is running.

Inertial Separation Anti-Ice SystemAn inertial separation system is built into each engine air ductto prevent moisture particles from entering the engine inlet ple-num under icing conditions. The system includes dual actua-tors and controls.

During all ground operations, before icing conditions areencountered, or when operating at a temperature of +5ºC andcolder and when flight free of visible moisture cannot beassured, the Engine Anti-Icing system should be deployed.When actuated, the forward vane is lowered into the inlet airstream and the aft vane is retracted. Repositioning these vanescauses the inertia of heavier moisture-laden or solid particles tocontinue along their path to be exhausted overboard throughthe lower nacelle area. Lighter particles and free air will turnabruptly to enter the engine inlet.


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Propeller Deice The propeller electric deice system includes: electrically heateddeice boots, slip rings and brush block assemblies, a timer forautomatic operation, ammeter, circuit breaker located on theright side panel for deice control circuit protection, and twoswitches located on the pilot's right subpanel for automatic ormanual control of the system.

Brake DeiceThe brake deice system uses hot air to melt ice from the mainlanding gear wheels. The hot air flows from each engine com-pressor through the pneumatic bleed air system to a tee fittingin each main gear wheel well. From there, the hot air flowsthrough the brake deice line to a solenoid-operated shutoffvalve, then through a flexible hose assembly along the aft sideof the landing gear strut to a distributor manifold attached to thepiston and axle assembly.

NOTE: The heating sequences for the deice boots noted in the following section are the sequences which are in evi-dence during the normal operation. However, due to the fact that the timer does not return to any given point when the power is turned off, it may restart at any sequence.

King Air 350 Developed for Training Purposes 4H-1October 2001

Oxy

gen

Syst

emOxygen System

B3C

RH

-0X

Y00

1i

IN

OUT

PASSENGERMANUALOVERRIDESHUTOFFVALVE

BAROMETRICPRESSURESWITCH

FORWARD PRESSURE BULKHEAD

AFTPRESSUREBULKHEAD

HIGH PRESSURE

LOW PRESSURE

HIGH PRESSUREOVERBOARDRELIEF

OXYGENCYLINDER

PRESSURE REGULATORAND SHUTOFF VALVE

FILL GAUGE

FILL VALVE

OXYGEN MASKS

COCKPITOXYGENGAUGE

PASSENGERMANUALOVERRIDE

OXYGENOUTLET

CONTROLCABLE

OXYGEN PRESSURESENSE SWITCH

PASS OXYGEN ON

OXY NOT ARMED

FIRST AID MASK STOWED INMANUALLY OPERATED BOX

OXYGENRECHARGE

TPL FED BUS

OXYGENPRESSURESWITCH

5A

1

1

2

2

PULL ONSYSTEM READY

OUTLETS

OUTLET

B3CRH-Oxy.fm Page 1 Tuesday, June 4, 2002 8:40 AM

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

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Oxygen SystemThe oxygen bottle supplies both the passenger and crew oxy-gen systems through an integral pressure regulator. The bottlehas high pressure ports for the fill line and bottle pressuregage. If it overpressurizes, a relief disc bursts to vent the oxy-gen overboard to the atmosphere.

Available oxygen bottle capacities include 50 cubic-feet, 77cubic-feet and 115 cubic-feet sizes, depending on the aircraftserial number, owner’s preferences and modifications.

Crew System Oxygen first flows through the bottle regulator where normalbottle pressure is reduced to 70 PSI. With the PULL ON SYSREADY knob pulled out, the shutoff valve opens and oxygenflow is available to crew masks and the first aid mask.

The crew oxygen masks are diluter-demand types that provideoxygen as the wearer inhales. Each mask incorporates a selec-tor valve to choose between EMERgency, NORMal, or 100%.The mask headband is inflated by squeezing red tabs locatedon each side of the mask. Releasing the tabs vents pressurefrom the headband so that internal elastic bands will secure themask over the wearers head. A microphone is provided in eachmask for radio communication during oxygen use.

B3CRH-Oxy.fm Page 2 Tuesday, June 4, 2002 8:40 AM

King Air 350 Developed for Training Purposes 4H-3October 2001

Oxygen System

Passenger System For the passenger oxygen system, oxygen continues its flowfrom the mechanically operated crew system shutoff valve to asecond shutoff valve controlled by a barometric pressureswitch. When cabin altitude reaches 12,500 ft, the barometricpressure switch opens the passenger shutoff valve. Oxygenthen flows into the passenger mask autodeployment boxes.The pressure deploys the passenger masks. Pulling the maskand attaching lanyard frees a lock pin and starts oxygen flow tothe mask. Pressure in supply lines of the passenger systemilluminates the white PASS OXYGEN ON annunciator. Anamber OXY NOT ARMED annunciator will remain illuminateduntil the system is armed.

Override System If the barometric switch fails, pull the PASSENGER OXYGENO'RIDE knob to mechanically open the passenger system shut-off valve. When passenger oxygen is no longer required, pushthe O'RIDE T-handle in to stop oxygen flow to the passengersystem, if cabin altitude is less than approximately 12,000 feet.

4H-4 Developed for Training Purposes King Air 350October 2001

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Pneu

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King Air 350 Developed for Training Purposes 4I-1October 2001

Pneumatic System

EJECTOR

DISTRIBUTOR

VALVE

WING

DEICE

TAIL

DEICE

TO DOOR

SEAL

LANDING

GEAR

POWERPACK

FROM RIGHT

ENGINE P3

PNEUMATIC AIR

SHUTOFF VALVE

N.O.

N.C.

RIGHT BRAKE DEICE VALVE

BRAKE

DEICEON

OFF

NOT

UP

LH MLG

UPLOCK

R GEN

BUS

WINDOW

DEFOG

VALVE

WINDOW

DEFOG

FLT HOUR

METER

VDC

PRESSURE

GAUGE

SUCTION

GAUGE

COPILOT'S

TURN & SLIP

INDICATOR

VACUUM

REGULATOR

VACUUM

AIR FILTER

COPILOT'S

ATTITUDE

INDICATOR

PRESSURIZATION

CONTROLLER

VDC

PNEUMATIC AIR

SHUTOFF VALVE

N.O.

B3CRH-PN001i

FROM LEFT

ENGINE P3

LEFT BRAKE DEICE VALVE

N.C.

UP

VDC

10 MINTIMER

4PSI

4in. Hg

L BLEED FAIL

L BK DEICE ON

R BK DEICE ON

R BLEED FAIL

N.O.

18 PSIPRESS

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

CAE SimuFlite


Pneumatic Systems

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

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Pneumatic SystemsThe pneumatic systems include the following:

• brake deice

• window defog

• windshield washer (optional)

• bleed air warning

• hydraulic power pack fluid head pressure

• flight hour meter

• door seal

• surface deice

• vacuum venturi.

Bleed Air Supply The bleed air system extracts bleed air from the engine's com-pressor section and transfers it to various aircraft systems. Thepneumatic side of the supply is for surface deice, brake deice,and door seal. In addition, a venturi-ejector in the system cre-ates a vacuum source for the air-driven gyros, pressurizationcontrol, and deflation of the deice boots. The environmentalsupply is for air conditioning and pressurization.

A pair of BLEED AIR VALVES switches controls bleed air sup-ply. With the switches in the OPEN position, both the ENVIRand PNEU shutoff valves open to supply engine bleed air. Plac-ing the switches in ENVIR OFF stops bleed air flow to the envi-ronmental system (air conditioning and pressurization) byclosing the environmental shutoff valve. Placing the switches inPNEU & ENVIR OFF stops bleed air flow completely by closingboth environmental and pneumatic shutoff valves for theselected side. The ENVIR valve is a normally closed valve,while the PNEU valve is a normally open valve.


Pneumatic Systems

The pneumatic instrument bleed air flows from the shutoff valveto a tee-fitting where the left and right engine bleed air suppliescombine. Check valves in each supply line prevent reversebleed air flow when an engine is not operating. The combinedbleed air supply then flows through an 18 PSI pressure regula-tor. Bleed air from the 18 PSI regulator produces the vacuum.

OperationBleed air at a maximum flow rate of 1 to 1½ lb/min and at pres-sures reaching 150 PSI is obtained from both engines andflows through pneumatic lines to a common tee located in thefuselage. Check valves prevent reverse flow during singleengine operation. Downstream from the tee, all bleed airpasses through an 18 PSI regulator which incorporates a reliefvalve set to operate at 21 PSI in case of regulator failure. Thisregulated bleed air is manifolded to supply pneumatic pressureto the surface deicers, door seal, bleed air failure warning sys-tem and the cabin window defrost system, and to provide forc-ing flow and pressure for the vacuum ejector.

Bleed air is extracted from the third stage of the engine com-pressor at temperatures reaching 1,000°C and is cooledapproximately 70°F above ambient temperature at the tee inthe fuselage, due to heat transfer in the pneumatic plumbing.

Bleed Air WarningA bleed air warning system is provided to warn of excessiveheat caused by bleed air line rupture or leakage. A failure isindicated by the illumination of the L BL AIR FAIL or R BL AIRFAIL light in the warning annunciator panel. With the indicationof bleed air line failure, the bleed air for that side should beturned off by placing the respective lever-Iock BLEED AIRVALVE switch on the copilot's left subpanel in the PNEU &ENVIR-OFF position. The bleed air warning system consists ofpressurized plastic tubing that will melt when exposed toexcessive heat. Therefore, the bleed fail lights will not extin-guish when the bleed air valve is turned off.


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Envi

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King Air 350 Developed for Training Purposes 4J-1October 2001

Pressurization System

B3

CR

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N.O.

PRESET

SOLENOID

FILTER

MOISTURE

DRAIN

OUTFLOW

VALVE

SAFETY

VALVE

N.C. DUMP

SOLENOID

TEST

PORT

ALTITUDE

LIMIT

CONTROLLER

ALTITUDE

LIMIT

CONTROLLER

ALTITUDERATE

UP

DOWN

LANDING GEAR

SAFETY

SWITCH

CABIN

PRESSURE

CONTROL

CABIN PRESSURE

CONTROL SWITCH

TO

DOOR

SEAL

N.O.

SOLENOID

PRESS

IN

4 PSI

LEGEND

STATIC

CABIN AIR

MIXED CABIN AND SUCTION

ENVIRONMENTAL BLEED AIR

5A

MOISTURE

DRAIN

VACUUM

SOURCE

STATIC

AIR

CABIN

AIR INPUT

DUMP

TEST

PRESS

RAM AIR

DOOR LATCH

T

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TEST

PRESS

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

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Environmental Systems

Air Conditioning System

B3

CR

H-E

V0

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47 PSIPRESSURE

SWITCHINPUT

COMPRESSORUNDER PRESSURE/OVER PRESSURE

SWITCH

N1 SENSORSWITCH62% N1

MINIMUM

10 SECTIME DELAY

FROMDEACTIVATION

TO REACTIVATION

AUTOMATICTEMP

CONTROLLER

CABINHEAT CONTROL

VALVEPOSITIONSWITCH

CONDENSERBLOWER

CONDENSER

50°F OAT/47 PSI PRESSURESWITCH INPUT

VENTBLOWER

IN OU

T

RECEIVER

PRESSURERELIEFVALVE

DRYER

BYPASSVALVE

EXPANSIONVALVE

FWDEVAPORATOR

COMPRESSORCLUTCH

UNDERPRESSURE

SWITCH

OVERPRESSURESWITCH

OU

T

IN

AFTEVAPORATOR

AFT VENTBLOWER

EXPANSIONVALVE

BYPASS VALVESENSE SWITCH (33°F)

SUCTION – GASEOUS FREON

LEGEND

PRESSURE – GASEOUS FREON

PRESSURE – LIQUID FREON

COMPRESSOR

EXPANSION VALVETEMPERATURE BULB

EXPANSION VALVETEMPERATURE BULB

FWDBULKHEAD

7.5A

R GEN BUS


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Air Distribution System B300

(FL-1 THRU FL-7 ONLY)DETAIL A

A

OVERPRESSUREOR HIGHPRESSURESWITCH

UNDERPRESSUREOR LOW PRESSURESWITCH

MUFFLER

VENTURI

AIR INLET SCOOP

MIXING PLENUM

FWD EVAPORATOR

VENT BLOWER

TEMP BULB &EXPANSION VALVE

EVAPORATORBYPASS SENSESWITCH

RAM AIR INLETDOOR & VALVE

INLET AIR

CONDENSER

RECEIVER DRYER

RELIEF VALVE

CONDENSER BLOWER

OUTLET AIR

REFRIGERANT SERVICEVALVES

HOT GAS BYPASS SOLENOID VALVE

COCKPIT HEAT &DEFROST AIR

REFRIGERANTCOMPRESSOR

PLENUM ASSYHEAT & ELEMENT

HEAT AND VENTVALVE ASSY

DUCT OVERTEMPSENSOR SWITCH

RH SUBPANEL

ENGINE BLEED AIR

AMBIENT AIRINLET

AMBIENTTEMP SENSOR

FIREWALL SHUTOFF VALVE

BLEED AIR SHUTOFF VALVE

FLOW CONTROL VALVE

FIREWALL

REFRIGERANT SERVICEVALVES

HEAT EXCHANGER

BLEED AIRBYPASS VALVE

REFRIGERANTLINES

COCKPIT COOLAIR OUTLETS

CIRCUITCARD BOX

AFT EVAPORATORAND BLOWER

AFT ELECT HEATRELAY PANEL

BLEED AIR HEATAFT SHUTOFF VALVE

CABIN HEAT OUTLETS(10 PLACES)

COOL AIROUTLETS

LEGENDCHECK VALVE

CABIN TEMP CONTROLLER

CABIN COOL AIROUTLETS(8 PLACES)

PRESSURE SOLENOIDVALVE

LIMIT CONTROLLERS& DRAW VALVES

AFT COMPARTMENTHEAT OUTLET

COOLED AIR

HEATED AIR

AIR OUTLETS

AMBIENT AIR

LEFT ENGINE TYPICAL OF RIGHT EXCEPT FOR REFRIGERANT COMPRESSOR


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Air Distribution SystemB300C

B3

CR

H-E

V0

05

I

LEGEND

COOLED AIR

HEATED AIR

AIR OUTLETS

AMBIENT AIR

OVERPRESSURE

OR HIGH

PRESSURE

SWITCH

UNDERPRESSURE

OR LOW PRESSURE

SWITCH

MUFFLER

VENTURI

AIR INLET SCOOP

MIXING PLENUM

FWD EVAPORATOR

VENT BLOWER

TEMP BULB &

EXPANSION VALVE

EVAPORATOR BYPASS

SENSE SWITCH

RAM AIR INLET

DOOR & VALVE

INLET AIR

CONDENSER

RECEIVER DRYER

RELIEF VALVE

CONDENSER BLOWER

OUTLET AIR

REFRIGERANT SERVICE

VALVES

HOT GAS BYPASS SOLENOID VALVE

COCKPIT HEAT &

DEFROST AIR

REFRIGERANTCOMPRESSOR

PLENUM ASSYHEAT & ELEMENT

HEAT AND VENT

VALVE ASSY

DUCT OVERTEMP

SENSOR SWITCH

RH SUBPANEL

ENGINE BLEED AIR

AMBIENT AIR

INLET

AMBIENT

TEMP SENSOR

FIREWALL SHUTOFF VALVE

BLEED AIR SHUTOFF VALVE

FLOW CONTROL VALVE

FIREWALL

REFRIGERANT SERVICE

VALVES

HEAT EXCHANGER

BLEED AIR

BYPASS VALVE

REFRIGERANT

LINES

COCKPIT COOL

AIR OUTLETS

CIRCUIT CARD BOX

AFT EVAPORATOR

AND BLOWER

AFT ELECT HEAT

RELAY PANEL

BLEED AIR HEAT

AFT SHUTOFF VALVE

CABIN HEAT OUTLETS

(10 PLACES)

COOL AIR

OUTLETS

CHECK VALVE

CABIN TEMP CONTROLLER

CABIN COOL AIR

OUTLETS

(8 PLACES)

PRESSURE SOLENOID

VALVE

LIMIT CONTROLLERS

& DRAW VALVES

AFT COMPARTMENT

HEAT OUTLET

LEFT ENGINE TYPICAL OF RIGHT EXCEPT FOR REFRIGERANT COMPRESSOR


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Environmental Systems This environmental section includes the following systems:

• bleed air supply (pneumatic system)

• air conditioning system

• heating system

• pressurization system

• ventilation system.

Bleed Air Supply The pressurization air in-flow system consists of a bleed airflow control unit (FCU) for each engine that is controlled by twothree-position switches placarded BLEED AIR VALVES/LEFT/RIGHT in the ENVIRONMENTAL controls group on the copi-lot's left subpanel. The three switch positions are placardedOPEN/ENVIR OFF/PNEU & ENVIR OFF. When a switch is ineither the ENVIR OFF or the PNEU & ENVIR OFF position, therespective right or left FCU is closed. When a switch is in theOPEN position, the air mixture will flow through the FCU towardthe cabin.

Environmental bleed air flow volume is controlled by the switchplacarded ENVIR BLEED AIR/NORMAL/LOW in the ENVI-RONMENTAL controls group on the copilot's left subpanel.This switch should be placed in the LOW position during opera-tion in ambient temperatures above 10ºC for increased cabincooling. The NORMAL position should be used for increasedheating or if increased pressurization air flow is required.


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Air Conditioning System The air conditioning system utilizes refrigerant to provide cool-ing for the airplane cabin. Airplane serials FL-1 to FL-126 andFM-1 to FM-8 use refrigerant R-12. For airplane serials FL-127and after, FM-9 and after, and aircraft with Beechcraft Kit 130-5009, use refrigerant R-134a. A compressor plus one con-denser with a 36,000-BTU capacity, and two 12,500-BTU evap-orators are utilized to cycle the refrigerant from a gas to a liquidstate to provide cooling of the passenger compartment andflight compartment. Adjustable outlets, located in the headlinerin the passenger compartment and in the flight compartmentoverhead panel, distribute cool air produced by the air condi-tioning system.

The temperature control switches used to control the heatingsystems are also used to control the air conditioning system.The cabin temperature mode switch, the cabin temperatureselector, and the manual temperature control switch arelocated on the copilot's inboard subpanel. Refer to the King Air350 Maintenance Manual chapter 21-60-00 for further informa-tion on the operation of the temperature controls.

The compressor, driven by the right engine, will operate asrequired in the MANUAL COOL or AUTO temp control mode,provided operation is not prohibited by the system protectioncontrols. System protection controls will prevent compressoroperation if refrigerant pressure is too high or too low, if theambient temperature is below approximately 10°C, or if rightengine speed is below 62% N1. If operation is prevented due tolow N1 speed, the white AIR COND N1 LOW annunciator willilluminate.

The forward vent blower recirculates cabin air through the for-ward evaporator and into the cabin distribution ducts. An aftevaporator is installed in the aft blower plenum. Cooling isavailable from this evaporator when the air conditioning systemand the aft blower are operating.



Heating Engine bleed air, through the environmental flow control valves,is utilized to warm the cabin.

Air outlets are provided for each pilot under the instrumentpanel. These outlets are regulated by the PILOT AIR knob andthe COPILOT AIR knob located on the respective pilot's sub-panel just below and outboard of the control columns. The airsupply for windshield defrost and glareshield eyeball air outletsis controlled by the DEFROST AIR/PULL ON knob located onthe pilot's right subpanel just below and inboard of the controlcolumn. Air flow division between cockpit floor outlets andcabin floor outlets is regulated by the control knob located onthe copilot's left subpanel just below and inboard of the controlcolumn placarded CABIN/COCKPIT AIR/PULL/INCR COCK-PIT/DECR CABIN. If the temperature in the duct supplying thefloor level outlets becomes excessive, the yellow DUCT OVER-TEMP caution annunciator will illuminate.

Cockpit and cabin side windows are defogged by supplyingregulated bleed air through a manifold assembly and dischargenozzles located between window panes. The system is acti-vated by the switch labeled WINDOW DEFOG.

Supplemental Electric Heating A supplemental electric heating system is available for cabincomfort. It is operated by a switch in the ENVIRONMENTALgroup on the copilot's left subpanel placarded ELEC HEAT/OFF. This system can be used in conjunction with a highcapacity auxiliary power unit for warming the cabin prior tostarting the engines, and it can be used as supplemental heatfor ground operation only. It should be used in conjunction withthe manual heat or auto temp control mode only.


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This system uses one forward heating element located in a for-ward duct and one aft heating element located in the aft evapo-rator plenum. Both the forward and the aft blower must beoperating during electric heat operation. An ELEC HEAT ONadvisory annunciator is provided to indicate that the powerrelays are in the closed position to apply electrical power to theheating elements. When the electric heat system is selected toOFF, the ELEC HEAT ON annunciator must be extinguished toindicate that power is removed from the heating elementsbefore the blowers are switched OFF.

Supplemental Radiant Heating (B300C) On the B300C, a radiant heater element is installed in thecargo door. It is controlled by the Cabin Temperature Modeswitch and it operates in all heating modes. This unit providessupplemental heat to the cabin for additional passengercomfort.

Supplemental Aft Cabin Heat Supplemental aft cabin bleed air heat is controlled by a switchin the ENVIRONMENTAL group placarded AFT HEAT/OFF.This system provides additional bleed air heat in the aft cabinarea. Unless passengers are seated aft of the aft partition, useof the system is not recommended in flight.

NOTE: The electric heat system will draw approximately 300 amps.



VentilationFresh air ventilation is provided from two sources. One source,which is available during both the pressurized and the unpres-surized mode, is the pressurization in-flow system. The secondsource of fresh air, which is available during the unpressurizedmode only, is ambient air obtained (through a check valve) fromthe condenser section in the nose of the airplane.

PressurizationThe pressurization system controls cabin altitude, climb rateand descent rate by operating outflow valves that vent condi-tioned air to the atmosphere.

The cabin pressurization system is designed to provide a nor-mal working pressure differential of 6.5 ±0.1 PSI, which will pro-vide cabin pressure altitudes of approximately 2,800 ft at anairplane altitude of 20,000 ft; and 10,380 ft at 35,000 ft. If thesystem malfunctions and cabin pressure differential exceedsthe system’s maximum value, a safety valve dumps excesspressure to the atmosphere.


CAE SimuFlite

King Air 350 Developed for Training Purposes 4K-1October 2001

Pow

erpl

ant

PT6A-60A Engine

B3

CR

H-P

P0

01

i

PROPFLANGE

PROPGOVERNORPAD

REDUCTIONGEARS

POWERTURBINES

FUELNOZZLE

IGNITOR

INTERSTAGETURBINETEMPERATUREPROBE

COMPRESSORTURBINE

CENTRIFUGALCOMPRESSOR

AIR INLETSCREEN

ACCESSORY SECTION HIGH PRESSURE FUEL PUMP BOOST PUMP OIL PRESS PUMP N GOVERNOR A/C COMPRESSOR (RIGHT ENG) OIL SCAVENGE PUMPS STARTER GENERATOR

1

CHIP DETECTOR

EXHAUST OUTLET

FUELNOZZLE

IGNITOR

ANNULARCOMBUSTIONCHAMBER

3 STAGEAXIALCOMPRESSOR

BLEED VALVE

COMPRESSORINLET

P BLEED AIR TAPOFF FOR: ENVIRONMENTAL SYSTEM PRESSURIZATION PNEUMATICS

3

TRANSFERVALVE

OIL RESERVOIR

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

CAE SimuFlite


Powerplant

Lubrication System

B3

CR

H-P

P0

02

i

PROP

THRUSTBEARING CHIP

DETECTOR

PROPELLERGOVERNORAND BETACONTROL

PROPELLER SHAFTOIL TRANSFER TUBE

REDUCTIONGEARS

TORQUEMETER OILCONTROL VALVE

BEARINGRUDDER BOOST

TRANSDUCER ANDTORQUEMETER

PRESSURE INDICATOR

POWERTURBINESHAFT

COMPRESSORSHAFT

COMPRESSOR

OIL FILTER ANDCHECK VALVEASSEMBLY

OIL FILLER

OIL COOLER

AND DIPSTICK

CENTRIFUGALBREATHER

OIL COOLERBYPASS VALVE

THERMOSTATICDIVERTER VALVE(IF FITTED)

OIL-TO-FUELHEATER

EXTERNALSCAVENGEPUMP(DUAL ELEMENT)

INTERNALSCAVENGEPUMP(DUAL ELEMENT)

OIL TANK DRAIN

ACCESSOR YGEARBOX DRAIN

TO OIL PRESSUREINDICATOR

TO OIL TEMPERATUREINDICATOR

LOW OIL PRESSUREWARNING SWITCH

FILTERBYPASSVALVE

PRESSUREREGULATINGAND RELIEFVALVE

OIL PRESSPUMP

PRESSURE OIL

LEGEND

(90 TO 135 PSIG)

SCAVENGE OIL

RESERVOIR


CAE SimuFlite


Powerplant

Engine Fuel System

B3

CR

H-P

P0

03

I

OIL INOIL OUTINPUTS

FLOW

DIVIDERINLET PRESSURE

LEGEND

PUMP DELIVERY PRESSURE

METERED FUEL

BYPASS FUEL

LOW

PRESSURE

SWITCH

PURGE CANISTER

INLET FILTER

(74 MICRON)

OUTLET FILTER

(10 MICRON)

BYPASSBYPASS

PRESSURE

REGULATING

VALVE

PUMPN1

POWER LEVER

CONDITION LEVER

P3 AIR

P3 AIR

PRIMARY FUEL

MANIFOLD

COMBUSTION

CHAMBER

SECONDARY FUEL

MANIFOLD

FUEL NOZZLES

IGNITERS

VIEWED FROM

ENGINE REAR

FUEL FLOW

PPH X 100

6

5

43

7

12

0

FUEL FLOW

INDICATOR

(28 VDC)

FUEL FLOW

TRANSDUCER

FUEL PRES LO

NACELLE

FUEL TANK

STANDBY PUMP

(AIRFRAME)

BOOST

PUMP

FUEL METERING


CAE SimuFlite


Powerplant

Ignition System

B3CRH-PP004I

IGNITION

EXCITER

TRANSFER FUEL

CONTROL MODULE

IGNITION ON

IGN

POWER

7.5A

7.5A

TO STARTER

START

CONTROL

TRIPLE

FED

TO STARTER

ON

OFFIGNITION AND

ENGINE START

STARTER ONLYOFF

ARM

ENG

AUTO

IGNITION

TORQUE

SWITCH

OIL


CAE SimuFlite


Powerplant

Autofeather

AFX AFX

L AUTOFEATHER R AUTOFEATHER

DUMPVALVEN.C.

DUMPVALVE

N.C.

>10%>10%

ARMINGRELAY

< 17%

TORQUESWITCH

>17%>17%< 17%

TORQUESWITCH

TORQUESWITCH

TORQUESWITCH

ARMINGRELAY

< 10%< 10%

>88%>88%< 88%< 88%

POWER LEVER SWITCH(CLOSED AT 88% N1)

POWER LEVER SWITCH(CLOSED AT 88% N1)

ARM

TEST

OFF

AUTOFEATHERSWITCH

POWERLEVERS

TRIPLE FED

AUTOFEATHER

5A

B3CRH-PP005i


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Powerplant

Propeller Control Systems

POWER LEVER SWLANDING GEAR

SQUAT SW

TEST

OFF

POWER LEVER68 - 70% N1

GROUNDIDLE TESTSWITCH

GROUND IDLESOLENOID

OVERSPEEDGOVERNOR

SWITCH

ENGINEOIL

GOVPUMP

PRIMARYGOVERNOR

PILOTVALVE

VENT TO CASE

BETA VALVE

LOW PITCHSTOP NUT

SERVOPISTON

FOLLOW UPCOLLAR PROXI

SW ANNUNCIATOR

TRANSFERGLAND

LH GENERATOR BUS

5 A

TEST

OFF

5 A

N.C.

OVERSPEEDGOVERNOR

LH GENERATOR BUS(RH GENERATOR BUS

SER NO. 111 AND AFTER)

N.C.

VENT TO CASE

B3

CR

H-P

P0

06

i

L PROP PITCH

POWERLEVER

PROPLEVER

FUEL

CONTROL

UNIT


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Powerplant

PowerplantThe King Air 350 is powered by two Pratt & Whitney CanadaPT6A-60A turboprop engines with a Hartzell four-blade, full-feathering, constant speed, counter-weighted, reversing, vari-able-pitch propeller mounted on the output shaft of the reduc-tion gearbox.

OperationA row of stator vanes, located between each stage of compres-sion, diffuses the air, raises its static pressure and directs it tothe next stage of compression. The compressed air passesthrough diffuser tubes which turn the air through 90 degrees indirection and convert velocity to static pressure. The diffusedair then passes through straightening vanes to the annulus sur-rounding the combustion chamber liner assembly.

The combustion chamber liner consists of two annular wrap-pers bolted together at the front dome-shaped end. The outerwrapper incorporates an integral large exit duct. The linerassembly has perforations of various sizes that allow entry ofcompressor delivery air. The flow of air changes direction 180degrees as it enters and mixes with fuel.

The fuel/air mixture is ignited and the expanding gases aredirected to the turbines. The fuel is then injected into the com-bustion chamber liner through 14 individual nozzles arranged intwo sets of seven. The fuel/air mixture is ignited by two sparkigniters which protrude into the liner. The resultant gasesexpand from the liner, reverse direction in the exit duct zoneand pass through the compressor turbine inlet guide vanes tothe single-stage compressor turbine. The guide vanes ensurethat the expanding gases contact the turbine blades at the cor-rect angle, with minimum loss of energy. The still expandinggases are then directed forward to drive the power turbinesection.


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The two-stage power turbine, consisting of the first-stage guidevane and turbine and the second-stage inlet guide vane andturbine, drives the propeller shaft through a reduction gearbox.The exhaust gas from the power turbine is collected, routedinto the exhaust duct assembly and directed into the atmo-sphere by twin opposed exhaust stacks.

All engine-driven accessories, with the exception of the propellergovernor, overspeed governor and tachometer generator, aredriven by the compressor by means of a coupling shaft, whichextends the drive through a tube at the center of the oil tank.

A single-acting engine-driven governor accomplishes propellerspeed control. Backing up the engine-driven governor is anoverspeed governor and a power turbine (N2) governor, whichis integral to the normal or primary governor. A servo-pistonmounted on the front of the propeller spider hub moves the pro-peller blades through links connected to the trailing edges.Centrifugal counterweights on each blade, in conjunction with afeathering spring on the servo piston, increase pitch (decreaseRPM) toward the feathered position as governor oil pressure isrelieved. The feathering spring completes the feathering opera-tion when centrifugal twisting moment is lost as the propellerstops rotating.

The autofeather system also provides a means of immediatelydumping oil from the propeller governor. This enables thefeathering springs to start feathering the propeller blades assoon as the engine torquemeter oil pressure drops below 4.7PSI at power settings above 87 to 89% N1.


Powerplant

Engine SystemsEngine systems include:

• lubrication

• fuel and fuel control

• ignition

• engine air.

LubricationThe engine's integral lubrication system provides filtered oilunder pressure to lubricate, cool, and clean engine bearingsand gearboxes. This system includes:

• oil tank

• centrifugal breather

• chip detector

• pressure pump

• pressure relief/pressurizing valve

• filter

• oil cooler

• fuel heater

• scavenge pumps.

The accessory gearbox powers the oil pump as it draws oilfrom the tank and provides it under pressure to the oil filter. Anexternal pressure regulating and relief valve maintains oil pumpdelivery pressure within a set operating range. If oil pressureexceeds a set value (i.e., cold viscous oil), the relief valveopens to prevent excess system pressure by directing oil backto the tank.


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The oil filter removes contaminants from the oil supply before itreaches the engine's bearings and gearboxes. If sufficient con-tamination accumulates on the filter element to restrict oil flow,a bypass valve bypasses oil around the filter element.

Oil lubricates the No. 1 bearing first. This bearing, like No. 2and 3 bearings, has a fine strainer that prevents extraneousmatter from reaching the bearings. Nozzles direct oil to all ofthe bearing faces to ensure efficient lubrication.

A common oil supply line from the oil filter outlet supplies therest of the engine bearings through a boss on the engine case.From this boss, the oil supply splits into three lines to supplythe No. 2, 3, and 4 bearings and gearbox, front accessoriesand propeller, respectively.

After lubricating the bearings and gearboxes, oil drains by grav-ity into sumps. The centrifugal breather removes entrapped airfrom the bearing and gearbox sumps and vents it to the atmo-sphere. Oil is then directed back to the tank by one of the scav-enge pump elements. When oil is above a set temperature, athermostatic bypass/check valve directs oil moved by the exter-nal scavenge pump through an oil cooler. Oil then flows fromthe cooler to the oil tank.

A pressure sensor and temperature bulb in the common supplyline downstream of the filter drive the oil pressure transmitter,oil pressure switch and temperature gages.


Powerplant

Fuel and Fuel Control The fuel and fuel control system regulates fuel flow from theaircraft fuel system to the engine using:

• engine-driven boost pump

• oil-to-fuel heater

• engine-driven fuel pump

• fuel control unit (FCU)

• torque limiter

• flow divider and dump valve

• fuel manifold and nozzles.

The engine's boost pump draws fuel from its nacelle tank andprovides it under pressure to the oil-to-fuel heater where it isheated by warm engine oil. As fuel temperature increasestoward 70°F (21°C), the heater's bypass valve admits less oilinto the heater. Once fuel temperature reaches 90°F (32°C),the bypass valve closes completely.

Fuel flows from the heater to the engine-driven fuel pump.Before entering the pump, fuel flows through a strainer. If thestrainer clogs, a bypass valve routes fuel around the strainer.The pump pressurizes the fuel to approximately 800 PSI beforeit flows through a filter. Like the strainer, the filter also has abypass valve. A transmitter between the fuel control unit andengine fuel manifold measures fuel flow to the engine anddrives the fuel flow indicator in the cockpit.

The pressurized fuel then enters the fuel control unit (FCU).Based on throttle lever position, ambient air pressure, enginetorque, and other inputs, the FCU regulates necessary fuel flowfor engine starting, acceleration, constant speed operation,deceleration, and shutdown.


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A torque limiter monitors torquemeter oil pressure to provideengine protection. If the engine produces excessive torque, thelimiter bleeds off governing air pressure within the FCU toreduce fuel flow.

From the FCU, metered fuel flows to the fuel divider and dumpvalve. A minimum pressurizing valve in the output line to thefuel divider maintains sufficient pressure to maintain correctfuel metering. The divider controls fuel supplied to the primaryand secondary fuel manifolds. In turn, the manifolds supplytheir primary and secondary fuel nozzles.

During engine start, the flow divider supplies the primary mani-folds. As the engine accelerates and fuel pressure proportion-ately increases, the divider begins supplying the secondarymanifolds.

During engine shutdown, the integral cutoff valve in the FCUprovides a positive means of shutting off fuel flow to the engine.Shutdown is accomplished by moving the fuel condition lever inthe cockpit to FUEL CUT OFF. Fuel is then returned to the fuelpump inlet via the internal bypass passages and ports in theFCU and fuel pump. The flow divider and purge valve usescompressed air from an airframe-mounted accumulator to flushresidual fuel from the manifolds into the combustion chamberwhere it is burned.


Powerplant

Ignition System An engine's ignition system consists of an ignition exciter,leads, two igniters, ignition switch, and auto-ignition system.Place the IGNITION AND ENGINE START switch in ON toclose the associated ignition power relay and power the ignitionexciter; the L or R IGNITION ON annunciator illuminates.

The exciter converts the relatively low voltage DC input into ahigh voltage output. The exciter's capacitor continues to chargeuntil the stored energy is sufficient to jump a spark gap. Theexciter then discharges to supply the igniters.

Place the switch in STARTER ONLY to supply power to theengine's starter only; the ignition system is not powered.

An automatic ignition system monitors engine torque to provideautomatic system operation if engine torque drops below 16%.With the ENG AUTO IGNITION switch in ARM position, iftorque drops below approximately 16%, the pressure switchenergizes the ignition power relay to power the ignition exciter.Once torque exceeds 16%, the system deactivates.

Engine Air Compressor interstage (P2.5) air provides bearing compart-ment sealing and turbine disk cooling. Compressor discharge(P3) air supplies airframe services such as air conditioning andpressurization, discussed in the environmental section.

The relationship between P2.5 and P3 air controls compressorbleed valves that discharge P2.5 air to atmosphere to preventengine stalling at low engine RPM settings. As engine powerincreases and airflow smooths, the valves slowly close until, athigh power settings (>97% N1), they are completely closed.


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Propeller System Low Pitch Stops The propeller control systems are equipped with flight idle andground idle low pitch stops. The flight idle low pitch stop is amechanically actuated hydraulic stop. The ground idle low pitchstop is an electrically actuated stop controlled by a solenoid,which resets the governor beta valve to produce the desiredblade angle. Power is normally removed from the ground idlelow pitch solenoid when the right squat switch is activated atliftoff. If a failure occurs in the system during flight, such thatone or both of the ground idle low pitch solenoids are receiving28 volts for more than 10 seconds, the yellow PROP GND SOLannunciator (FL-115 and after, FM-12 and after, FN-2 and after)will illuminate. With power supplied to a ground idle low pitchsolenoid, the pitch of the associated propeller will continue todecrease from the flight idle stop to the ground idle stop whenthe propeller is no longer controlled by the governor, causingan increase in disking drag and a yawing moment if only onepropeller is affected. Power can normally be removed from thesolenoids by pulling the PROP GOV TEST circuit breaker. Ifthis removes power from the solenoids, the PROP GND SOLannunciator (if installed) will extinguish.

The L or R PROP PITCH annunciators are provided to informthe pilot of a blade angle more than 8 degrees below the flightidle low pitch stop. The difference between the flight idle andground idle blade angles is approximately 10 degrees. There-fore, in normal ground operation, these lights will be illumi-nated. The blade angles will be automatically reset from theground idle low pitch stop to the flight idle low pitch stop as thepower levers are advanced above 68-70% N1 speed, and the Land R PROP PITCH annunciators will extinguish.


Powerplant

Propeller Governors Two governors, a constant speed governor and an overspeedgovernor, control the propeller RPM. The constant speed gov-ernor controls the propeller through its entire range. The pro-peller control lever controls the RPM of the propeller by meansof this governor. If the constant speed governor should mal-function and prop RPM exceed 1,700 RPM, the overspeedgovernor releases oil from the propeller to keep the RPM fromexceeding approximately 1,768 RPM.

Autofeather System The automatic feathering system provides a means of immedi-ately dumping oil from the propeller servo to enable the feather-ing spring and counterweights to start the feathering action ofthe blades in the event of an engine failure. The system is pri-marily intended for use during takeoff and landing. It should beARMED until the airplane has reached cruise altitude. Theautofeathering system is controlled by a three-position switchARM/OFF/TEST.

Two green annunciators, L AUTOFEATHER and RAUTOFEATHER, are located on the pilot's glareshield, inboardof the MASTER CAUTION annunciator; these indicate the sta-tus of the autofeather system. On aircraft FL120, and FL122and after, the autofeather indication is provided by a set of cir-cular indicators located near each torque gauge. Illumination ofeach annunciator indicates that the respective system is armedand that the power lever is advanced above 90% N1.

A caution annunciator, placarded AUTOFTHER OFF, in thecaution/advisory/status annunciator panel, will illuminate when-ever the autofeather system is not armed and the landing gearis extended.

4K-22 Developed for Training Purposes King Air 350February 2006

CAE SimuFlite

Propeller Synchrophaser The propeller synchrophaser system is an electronic systemcertified for all operations including takeoff and landing. Thesystem automatically matches the RPM of both propellers andpositions them at a preset phase relationship in order to reducecabin noise.

The system maintains propeller synchronization by increasingthe RPM of the slower propeller to the RPM of the faster pro-peller. The system will never reduce RPM below that selectedby the propeller control lever.

The synchrophaser system is controlled through a push switchplacarded PROP SYNCH-ON-OFF. To operate the system,synchronize the propellers in the normal manner and turn thesynchrophaser on. To change RPM, adjust both propellers atthe same time. This will keep the setting within the holdingrange of the system. If the synchrophaser is on, but will notsynchronize the propellers, the propeller speeds are not withinthe capture range (23 to 27 RPM between propeller) requiredfor the system to assume control. Turn the synchrophaser off,synchronize the propellers manually, then turn the synchro-phaser on.

King Air 350 Developed for Training Purposes 5-1October 2001

Flight PlanningTable of ContentsFrequent or Planned Destinations Record . . . . . . . . . . . 5-3

Flight Planning – General . . . . . . . . . . . . . . . . . . . . . . . . . 5-5

Takeoff Weight Determination . . . . . . . . . . . . . . . . . . . . . . . 5-5

Minimum Climb/Obstacle Clearance(One Engine Inoperative) . . . . . . . . . . . . . . . . . . . . . . . . . 5-7

Landing Gross Weight Determination . . . . . . . . . . . . . . . . . 5-8

Landing Path Profile . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-10

Weight and Balance Determination . . . . . . . . . . . . . . . . . . 5-10

Weight and Balance Loading Form . . . . . . . . . . . . . . . . . . 5-11

International Flight Planning . . . . . . . . . . . . . . . . . . . . . 5-13

Frequently Used International Terms. . . . . . . . . . . . . . . . . 5-13

International Operations Checklist . . . . . . . . . . . . . . . . . . . 5-15

ICAO Flight Plan Form Completion – Items 7-19 . . . . . . . 5-21

FAA Flight Plan Form Completion Instructions . . . . . . . . . 5-31

ICAO Weather Format . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-35

Aeronautical Lighting and Visual Aids . . . . . . . . . . . . . 5-39

Approach Light Systems (ALS) . . . . . . . . . . . . . . . . . . . . . 5-39

In-runway Lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-40

Taxiway Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-41

5-2 Developed for Training Purposes King Air 350October 2001

CAE SimuFlite


Flight Planning

Frequent or Planned Destinations RecordAirport Ident. FBO Freq. Tel: ( )

Fax: ( ) Hotel Tel: ( )

Fax: ( ) Catering Tel: ( ) FSS Tel: ( )

Airport Ident. FBO Freq. Tel: ( )






Notes


CAE SimuFlite










Notes


Flight Planning

Flight Planning – GeneralTakeoff Weight DeterminationCharts in the Airplane Flight Manual (AFM), Section V, facilitatedetermination of the maximum gross takeoff weight permittedby FAR Part 23, as well as associated speeds and flight paths.Takeoff weight is limited by the most restrictive of the following:1. All operations:

• takeoff field length• tire speed• brake energy efficiency (FL-110 and prior)• takeoff climb requirements• landing weight to achieve landing climb requirements• normal landing distance – flaps DOWN.

2. FAR Part 135 (in addition to the above):• takeoff flight path requirements to 1,500 feet AGL• single engine service ceiling.

FAR Part 23 Climb Requirements are:Surface to 400 feet AGL . . . . . . . . . . . . . . . . . . . . . .POSITIVEAt 400 feet AGL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.0%At 1,500 feet AGL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.2%Balked Landing(Two-Engine) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.2%Approach Landing (400 feet)(Single Engine) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.1%The flowchart (Figure 5-1) on the following page illustrates thesteps to determine maximum allowable takeoff weight. The aircraft may be limited in takeoff gross weight by fieldlength, climb gradient, tire speed, obstacle clearance, or brakeenergy, as specified in the AFM, Limitations (Structural) section(Figure 5-2).


CAE SimuFlite

Takeoff Weight Determination Procedure

B3CRH-FP001i

FLAPS UP

OK

DETERMINE V SPEEDS

DETERMINE

FLAP SETTINGS

AIRCRAFT, AIRPORT,

AND ATMOSPHERIC

CONDITIONS

STRUCTURAL

LIMITS

FINISHED

YES

FLAPS

APPROACH

OK

YES

NONO

COMPARE FLAPS APPROACH

TO FLAPS UP

TRY LOWER

WEIGHT

LANDING

WEIGHT

RESTRICTIONS

BRAKE

ENERGY

CLIMB

REQUIREMENTS

TIRE

SPEED

RESTRICTIONS

TAKEOFF

FIELD

LENGTH

REQUIREMENTS

5-1


Flight Planning

Minimum Climb/Obstacle ClearanceOne Engine Inoperative

B3

CR

H-F

P0

02

i

TO

TA

L T

AK

EO

FF

PA

TH

HO

RIZ

ON

TA

L D

IST

AN

CE

2n

dS

EG

3rd

SE

G

1st

SE

G

TA

KE

OF

F F

IELD

LE

NG

HT

V1

VR

40

0 F

TM

INIM

UM

RE

MA

IND

ER

OF

CLIM

B

1,5

00

FT

EN

GIN

ES

PO

WE

R

AIR

SP

EE

D

LA

ND

ING

GE

AR

FLA

PS

MIN

. T.O

. F

LIG

HT

PA

TH

CLIM

BG

RA

DIE

NT

MA

XIM

UM

CO

NT

INU

OU

S

PO

WE

R

VY

SE

RE

TR

AC

TE

D

RE

TR

AC

TE

D

1.2

%2

.0%

PO

SIT

IVE

LE

VE

L

UP

OR

AP

PR

OA

CH

V2

AC

CE

LE

RA

TIN

G

DO

WN

TA

KE

OF

F

RE

TR

AC

TIN

G

GE

AR

RE

F

ZE

RO

UP

35 F

T

HO

RIZ

ON

AC

CE

LE

RA

TIO

N

RE

TR

AC

T(I

F R

EQ

UIR

ED

)

BR

AK

ER

ELE

AS

E

V2

BO

TH

ON

E IN

OP

ER

AT

IVE

AC

CE

LE

RA

TIN

G

V2

+9

5-2


CAE SimuFlite

Landing Gross Weight DeterminationCharts in the Airplane Flight Manual (AFM), Section V, facilitatedetermination of approach and landing performance, landingfield requirements, and approach speed values.

The flow chart (Figure 5-3) illustrates the steps to determinemaximum allowable landing gross weight.

The maximum allowable landing weight (Figure 5-4) is limitedby the most restrictive of the following:

• landing climb requirements

• field length weight limit

• structural weight limit.


Flight Planning

Landing Gross Weight Determination

B3CRH-FP003i

COMPUTE REF SPEED

FOR CONFIGURATION

AIRCRAFT, AIRPORT,

AND ATMOSPHERIC

CONDITIONS

FINISHED

TRY LOWER WEIGHT

OR RECONSIDER

FLAPS AND

GROUND FINE

CLIMB

ONE

ENGINE

OPERATIVE

OK

YES

DETERMINE FLAP

CONFIGURATION,

WITH OR WITHOUT

PROPELLER

GROUND FINE

TRY LOWER

WEIGHT

NO

FIELD

LENGTH OK

FOR LAND

YES

NO

5-3


CAE SimuFlite

Landing Path Profile

Weight and Balance DeterminationTo determine that an aircraft is (and remains) within the grossweight and center of gravity limitations, use the checklist belowto complete a loading schedule (Figure 5-5).

Basic Operating Weight . . . . . . . . . . . . . . .DETERMINE FROMAIRCRAFT RECORDS

Zero Fuel Weight . . . . . . . . . . . . . . . . . . . . . . . . COMPUTE

Zero Fuel Weight CG . .WEIGHT AND BALANCE MANUAL

Fuel Moments . . . . . . . . . .WEIGHT AND BALANCE MANUAL

Takeoff Weight CG. . . . . . . . . . . . . . . . . . . . . . . . DETERMINET/O CG = Takeoff Moment/Takeoff Weight

Takeoff Weight CG. . . . . . . . . . . . . . . . . . . . . . . . DETERMINE

Takeoff Elevator Trim Setting. . . . . . . . . . . . . . .SET FOR SMC

Landing Weight . . . . . . . . . . . . . . . . . . . . . . . . . . DETERMINE

B3CRH-FP004i

UNFACTOREDLANDING DISTANCE

(60%)

THRESHOLD

50 FT

VREF >– 1.3VSO

BALKED LANDING CLIMB(ALL ENGINE)3.2% MIN. GRADIENT

MISSED APPROACH CLIMB(ENGINE-OUT) 2.1%MIN. GRADIENT

EFFECTIVE RUNWAY LENGTH(100%)

5-4


Flight Planning

Weight and Balance Loading FormSERIAL: REGISTRATION DATE:

NO:

REF ITEM WEIGHT*( )

ARM(IN)

MOM/100*( )

1. BASIC EMPTY WEIGHT2. CREW3. PASSENGERS OR CARGO4. BAGGAGE5. CABINET CONTENTS6. SUB TOTAL

ZERO FUEL CONDITIONDO NOT EXCEED 12,500LB. (5670 KG)OR 208.0 IN.

7. FUEL LOADING8. SUB TOTAL

RAMP CONDITION9. **LESS FUEL FOR START,

TAXI AND TAKEOFF10. TOTAL

TAKEOFF CONDITION11. FUEL LOADING

(FROM LINE 7)12. MINUS TOTAL FUEL

USED TO DESIGNATIONINCLUDING START,TAXI, AND TAKEOFF

13. FUEL REMAINING(MOM/100 FROM USABLE FUEL TABLE)

14. ZERO FUEL WEIGHT(FROM LINE 6)

15. PLUS FUEL REMAINING(FROM LINE 13)

16. LANDING CONDITION* ENTER UNITS USED LB & LB-IN OR KG & KG-IN.

** FUEL FOR START TAXI AND TAKEOFF IS NORMALLY100 LB (45 KG) AT AN AVERAGE MOMENT/100 OF227 LB-IN (103 KG-IN).


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Flight Planning

International Flight PlanningFrequently Used International Terms

International Term Explanation

ACC Area Control Center

ADCUS Advise Customs

AFIL Air-Filed ICAO Flight Plan

ARINC Aeronautical Radio Inc.

ATS Air Traffic Services

BERNA Swiss Radio Service

DEC General Declaration (customs)

ETP Equal Time Point (navigation)

FIC Flight Information Center

FIR Flight Information Region

GCA Ground Controlled Approach

GEOMETER A clear plastic attachment to a globe that aids in making surface measurements and determining points on the globe

IATA International Air Traffic Association

ICAO International Civil Aviation Organization

MET See METAR

METAR Routine Aviation Weather Reports

MNPS Minimum Navigation PerformanceSpecifications

NAT North Atlantic

NOPAC North Pacific


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OAG Official Airline Guide

OKTA Measure of cloud cover in eighths (five OKTAs constitute a ceiling)

OTS Organized Track Structure

PPO Prior Permission Only

PSR Point of Safe Return (navigation)

QFE Used in some nations; an altimeter setting that causes the altimeter to read zero feet when on the ground

QNE Altimeter setting used at or above transition altitude (FL 180 in US); this setting is always 29.92

QNH Altimeter setting that causes altimeter to read field elevation on the ground

SITA Societe Internationale de Telecommunications Aeronautiques; international organization provides global telecommunications network information to the air transport industry

SPECI Aviation selected special WX reports

SSR Secondary Surveillance Radar

TAF Terminal Airdrome Forecast

UIR Upper Information Region

UTA Upper Control Area

WWV/WWVH Time and frequency standard broadcast stations

International Term Explanation


Flight Planning

International Operations ChecklistAircrews are required to carry all appropriate FAA licenses andat least an FCC Restricted Radio Telephone Operationslicense. In addition, passport, visas, and an International Certif-icate of Vaccination are often required. The International FlightInformation Manual (IFIM) specifies passport, inoculation andvisa requirements for entry to each country.The IFIM is a collection of data from Aeronautical InformationPublications (AlP), published by the civil aviation authorities(CAA) of various countries.

The following detailed checklist should be helpful in establish-ing international operations requirements and procedures. Youmay want to use it to prepare your own customized checklist foryour organization's planned destinations.

I. DOCUMENTATIONPERSONNEL, CREW

Airman's certificatesPhysicalPassportExtra photosVisaTourist cardProof of citizenship (not driver's license)Immunization recordsTraveler's checksCredit cardsCashPassenger manifest (full name, passport no.)Trip itineraryInternational driver's license


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AIRCRAFTAirworthiness certificateRegistrationRadio licensesMNPS certificationAircraft flight manualMaintenance recordsCertificates of insurance (US military and foreign)Import papers (for aircraft of foreign manufacture)

II. OPERATIONSPERMITS

Flight authorization letterOverflightsLandingAdvance noticeExport licenses (navigation equipment)MilitaryCustoms overflightCustoms landing rights

SERVICESInspection

Customs formsImmigrationsAgricultural (disinfectant)

GroundHandling agentsFBOsFuel (credit cards, carnets)

Prist


Flight Planning

MethanolAnti-ice/Deice

MaintenanceFlyaway kit (spares)Fuel contamination check

FinancialCredit cardsCarnetsLetters of credit

BanksServicing air carriersHandlingFuelers

Traveler's checksCash

COMMUNICATIONSEquipment

VHFUHFHF SSBHeadphonesPortables (ELTs, etc.)Spares

AgreementsARINCBERNA (Switzerland)SITAStockholm


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NAVIGATIONEquipment

VORDMEADFInertialVLF/OMEGALORANGPS

PublicationsOnboard computer (update)En route charts (VFR, IFR)Plotting chartsApproach charts (area, terminal)NAT message (current)Flight plansBlank flight plans

III. OTHER PUBLICATIONSOperations manualInternational Flight Information ManualMaintenance manualsManufacturer's sourcesWorld Aviation DirectoryInteravia ABCAirports International DirectoryMNPS/NOPACCustoms Guide


Flight Planning

IV. SURVIVAL EQUIPMENTArea survival kit (with text)Medical kit (with text)Emergency locator transmitterFlotation equipment

RaftLife Jackets

V. FACILITATION AIDSUS Department of StateUS Department of CommerceUS Customs ServiceNational Flight Data Center (FAA) NotamsFAA Office of International AviationFAA Aviation Security

VI. OTHER CONSIDERATIONSPre-flight plannerAircraft locksSpare keysSecurity devicesCommissary suppliesElectrical adapters (razors, etc.)Ground transportationHotel reservationsNBAA International Feedback cardsCateringWX serviceReservationsSlot times


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Flight Planning

ICAO Flight Plan Form Completion – Items 7-19Complete all ICAO flight plans prior to departure. Although theICAO flight plan form is printed in numerous languages, the for-mat is always the same.

Always enter cruising speed and cruising level as a group. Inthe body of the flight plan form, if one item changes, the otheritem must be re-entered to keep speed and level a matchedpair.

Always enter latitude and longitude as 7 or 11 characters. Ifentering minutes of one, enter minutes of the other as well,even if zeros.

Significant points should not be more than one hour apart.

Consider entering overflight/landing permissions after RMK/ inItem 18.

Item 7: Aircraft Identification(7 characters maximum)Insert (A) the aircraft registration marking or (B) aircraft operat-ing agency ICAO designator, followed by the flight identification.

A. lnsert only the aircraft registration marking (e.g., EIAKO,4XBCD, N2567GA) if one of the following is true:

• the aircraft's radiotelephony call sign consists of the air-craft registration marking alone (e.g., OOTEK)

• the registration marking is preceded by the ICAO tele-phone designator for the aircraft operating agency (e.g., SABENA OOTEK

• the aircraft is not equipped with radio.


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B. lnsert the ICAO designator for the aircraft operating agency,followed by the flight identification (e.g., KL511, WT214,K7123, JH25) if the aircraft's radiotelephony call sign con-sists of the ICAO telephony designator for the operatingagency, followed by the flight identification (e.g. KLM 511,NIGERIA 213, KILO UNIFORM 123, JULIETT HOTEL 25).

Item 8: Flight Rules and Type of Flight(1 or 2 characters)Flight Rules: Insert one of the following letters to denote theintended flight rules category:

I if IFRV if VFRY if IFR first*Z if VFR first*

*Note: Specify in Item 15 (Route) the point(s) where aflight rules change is planned.

Type of Flight: Insert one of the following letters to denote thetype of flight when so required by the appropriate ATS authority:

S if scheduled air serviceN if non-scheduled air transport operationG if general aviationM if militaryX if other than the above

Item 9: Number (1 or 2 characters) and Type of Air-craft (2 to 4 characters) and Wake Turbulence Cate-gory (1 character)Number of Aircraft: Insert number of aircraft if more than one.

Type of Aircraft: Insert the appropriate designator as specifiedin ICAO Doc 8643, Aircraft Type Designators. If no such desig-nator has been assigned, or in case of formation flight compris-ing more than one aircraft type, insert ZZZZ, then specify in Item18 the number(s) and type(s) of aircraft, preceded by TYP/.


Flight Planning

Wake Turbulence Category: Insert / + H, M, or L:/H Heavy – maximum certificated T/O mass of 136,000 kg

(300,000 Ib) or more/M Medium – maximum certificated T/O mass of less than

136,000 kg but more than 7,000 kg (between 15,500and 300,000 lb)

/L Light – maximum certificated T/O mass of 7,000 kg orless (15,500 Ib)

Item 10: EquipmentRadio Communication, Navigation, and Approach AidEquipment: Insert one of the following letters:

N if COMM/NAV/approach aid equipment is not carried oris inoperative.

S if standard COMM/NAV/approach aid equipment (VHFRTF, ADF, VOR, ILS, or equipment prescribed by ATSauthority) is on board and operative;

and/or insert one of the following letters to indicate correspondingCOMM/NAV/approach aid equipment is available and operative:

A not allocated O VORB not allocated P not allocatedC LORAN C Q not allocatedD DME R RNP type certificationE not allocatedF ADF T TACNG (GNSS) U UHF RTFH HF RTF V VHF RTFI Inertial Navigation W when prescribed by ATSJ (Data Link) X when prescribed by ATSK (MLS) Y when prescribed by ATSL ILS Z Other (specify in Item 18)M Omega


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SSR Equipment: Insert one of the following letters to describethe operative SSR equipment on board:

N NoneA Transponder Mode A (4 digits – 4096 codes)C Transponder Mode A and Mode CX Transponder Mode S without aircraft ID or pressure alti-

tude transmissionP Transponder Mode S with pressure altitude transmis-

sion, but without aircraft ID transmissionI Transponder Mode S with aircraft ID transmission, but

without pressure-altitude transmissionS Transponder Mode S with both pressure-altitude and air-

craft ID transmission.

Item 13: Departure Aerodrome (4 characters) and Time (4 characters)Departure Aerodrome: Insert one of the following:

• ICAO four-letter location indicator of the departure aero-drome.

• If no location indicator assigned, insert ZZZZ, then specify in Item 18 the name of the aerodrome, preceded by DEP/.

• If flight plan submitted while in-flight, insert AFIL, then spec-ify in Item 18 the four-letter location indicator of the ATS unit from which supplementary flight plan data can be obtained, preceded by DEP/.

Time: Insert one of the following:

• for a flight plan submitted before departure: the estimated off-block time

• for a flight plan submitted while in-flight: the actual or esti-mated time over the first point of the route to which the flight plan applies.


Flight Planning

Item 15: Cruising Speed (5 characters), Cruising Level (5 characters), and RouteCruising Speed: Insert the true air speed for the first or wholecruising portion of the flight in one of the following forms:

• Kilometers per hour: K + 4 figures (e.g., K0830)

• Knots: N + 4 figures (e.g., N0485)

• Mach number: M + 3 figures (e.g., M082) if prescribed by ATS.

Cruising Level: Insert the planned cruising level for the first orwhole portion of the planned route using one of the followingforms:

• Flight level: F + 3 figures (e.g., F085; F330)

• Standard metric level in tens of metres: S + 4 figures (e.g., S1130) if prescribed by ATS.

• Altitude in hundreds of feet: A + 3 figures (e.g., A045; A100)

• Altitude in tens of metres: M + 4 figures (e.g., M0840)

• For uncontrolled VFR flights: VFR.Route: Include changes of speed, level, and/or flight rules.

For flights along designated ATS routes:

• If the departure aerodrome is on or connected to the ATS route, insert the designator of the first ATS route.

• If the departure aerodrome is not on or connected to the ATS route, insert the letters DCT followed by the point of joining the first ATS route, followed by the designator of the ATS route.

• Insert each point at which a change of speed, change of level, change of ATS route, and/or a change of flight rules is planned. For a transition between lower and upper ATS routes oriented in the same direction, do not insert the point of transition.


CAE SimuFlite

• In each case, follow with the designator of the next ATS route segment even if it is the same as the previous one (or with DCT if the flight to the next point is outside a designated route), unless both points are defined by geographical coor-dinates.

Flights outside designated ATS routes:• Insert points not normally more than 30 minutes flying time

or 200 nautical miles apart, including each point at which a change of speed or level, a change of track, or a change of flight rules is planned.

• When required by ATS, define the track of flights operating predominantly in an east-west direction between 70 degrees North and 70 degrees South by reference to significant points formed by the intersections of half or whole degrees of latitude with meridians spaced at intervals of 10 degrees of longitude.

• For flights operating in areas outside those latitudes, define the tracks by significant points formed by the intersection of parallels of latitude with meridians normally spaced not to exceed one hour's flight time. Establish additional significant points as deemed necessary.For flights operating predominantly in a north-south direc-tion, define tracks by reference to significant points formedby the intersection of whole degrees of longitude with speci-fied parallels of latitude that are spaced at 5 degrees.

• Insert DCT between successive points, unless both points are defined by geographical coordinates or bearing and dis-tance.

Examples of Route Sub-entriesEnter a space between each sub-entry.1. ATS route (2 to 7 characters): BCN1, B1, R14, KODAP2A2. Significant point (2 to 11 characters): LN, MAY, HADDY

• degrees only (7 characters – insert zeros, if necessary): 46N078W


Flight Planning

• degrees and minutes (11 characters – insert zeros if nec-essary): 4620N07805W

• bearing and distance from navigation aid (NAV aid ID [2 to 3 characters] + bearing and distance from the NAV aid [6 characters – insert zeros if necessary]): a point 180 magnetic at a distance of 40 nautical miles from VOR “DUB” = DUB180040

3. Change of speed or level (max 21 characters):

insert point of change/cruising speed and level – LN/N0284A045, MAY/N0305F180, HADDY/N0420F330,DUB180040/M084F350

4. Change of flight rules (max 3 characters):

insert point of change (space) change to IFR or VFR – LNVFR, LN/N0284A050 IFR

5. Cruise climb (max 28 characters)

insert C/point to start climb/climb speed/levels –

C/48N050W / M082F290F350

C/48N050W / M082F290PLUS

C/52N050W / M220F580F620

Item 16: Destination Aerodrome (4 characters),Total Estimated Elapsed Time (EET, 4 characters), Alternate Aerodrome(s) (4 characters)Destination aerodrome: insert ICAO four-letter location indica-tor. If no indicator assigned, insert ZZZZ.

Total EET: insert accumulated estimated elapsed time. If nolocation indicator assigned, specify in Item 18 the name of theaerodrome, preceded by DEST/.

Alternate aerodrome(s): insert ICAO four-letter location indica-tor. If no indicator assigned to alternate, insert ZZZZ and spec-ify in Item 18 the name of the alternate aerodrome, precededby ALTN/.


CAE SimuFlite

Item 18: Other InformationThis section may be used to record specific information asrequired by appropriate ATS authority or per regional air navi-gation agreements. Insert the appropriate indicator followed byan oblique stroke (/) and the necessary information. See exam-ples below.

• Estimated elapsed time/significant points or FIR boundary designators: EET/CAP0745, XYZ0830.

• Revised destination aerodrome route details/ICAO aero-drome location indicator: RIF/DTA HEC KLAX. (Revised route subject to re-clearance in flight.)

• Aircraft registration markings, if different from aircraft I.D. in Item 7: REG/N1234.

• SELCAL code: SEL/_____.

• Operator's name, if not obvious from the aircraft I.D. in Item 7: OPR/_____.

• Reason for special handling by ATS (e.g., hospital aircraft, one-engine inoperative): STS/HOSP, STS/ONE ENG INOP.

• As explained in Item 9: TYP/_____.

• Aircraft performance data: PER/_____.

• Communication equipment significant data: COM/UHF Only.

• Navigation equipment significant data: NAV/INS.

• As explained in Item 13: DEP/_____.

• As explained in Item 16: DEST/_____, or ALTN/_____.

• Other remarks as required by ATS or deemed necessary: RMK/_____.


Flight Planning

Item 19: Supplementary InformationEndurance: insert fuel endurance in hours and minutes.

Persons on Board: insert total persons on board, including pas-sengers and crew. If unknown at time of filing, insert TBN (to benotified).

Emergency Radio, Survival Equipment, Jackets, Dinghies:cross out letter indicators of all items not available; completeblanks as required for items available. (Jackets: L = life jacketswith lights, J = life jackets with fluorescein).

ICAO Position Reporting FormatOutside the US, position reports are required unless specifi-cally waived by the controlling agency.

Initial Contact (Frequency Change)1. Call sign.

2. Flight level (if not level, report climbing to or descending tocleared altitude).

3. Estimating (next position) at (time) GMT.

Position Report1. Call sign.

2. Position (if position in doubt, use phonetic identifier. Foroceanic reports, first report the latitude, then the longitude(e.g., 50N 60W).

3. Time (GMT) or (UST).

4. Altitude or flight level (if not level, report climbing to ordescending to altitude).

5. Next position.

6. Estimated elapsed time (EET).


CAE SimuFlite

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Flight Planning

FAA Flight Plan FormCompletion InstructionsBlock 1 Check the type of flight plan. Check both the VFR

and IFR blocks if composite VFR/IFR.

Block 2 Enter your complete aircraft identification, including the prefix “N”, if applicable.

Block 3 Enter the designator for the aircraft, or if unknown, the aircraft manufacturer's name.

When filing an IFR flight plan for a TCAS equipped aircraft, add the prefix T for TCAS.Example: T/G4/R.

When filing an IFR flight plan for flight in an aircraft equipped with a radar beacon transponder, DME equipment, TACAN-only equipment or a combination of both, identify equipment capability by adding a suffix to the AIRCRAFT TYPE, preceded by a slant (/) as follows:

/X no transponder

/T transponder with no altitude encoding capability

/U transponder with altitude encoding capability

/Y LORAN, VOR/DME, or INS with no transponder

/C LORAN, VOR/DME, or INS transponder with no mode C

/I LORAN, VOR/DME, or INS transponder with mode C

/D DME, but no transponder

/B DME and transponder, but no altitude encoding capability

/A DME and transponder with altitude encoding capability


CAE SimuFlite

/M TACAN only, but no transponder

/N TACAN only and transponder, but with no altitude encoding capability

/P TACAN only and transponder with altitude encoding capability

/R Required Navigation Performance (RNP)

/W Reduced Vertical Separation Minima (RVSM)

/Q Combination of /R and /W/G Global Positioning System (GPS)/Global

Navigation Satellite System (GNSS) equipped aircraft with enroute and terminal capability.

/E Dual Flight Management System (FMS) with enroute, terminal, and approach capability. Equipment requirements are:

(a) Dual FMS which meets the specifications of AC25-15, Approval of Flight Management Systems in Transport Category Airplanes; AC20-129, Airworthiness Approval of Vertical Navigation (VNAV) Systems for use in the US National Airspace System (NAS) and Alaska; AC20-130, Airworthiness Approval of Multi-Sensor Navigation Systems for use in the US National Airspace System (NAS) and Alaska; or equivalent criteria as approved by Flight Standards.

(b) A flight director and autopilot control system capable of following the lateral and vertical FMS flight path.

(c) At least dual inertial reference units (IRUs).


Flight Planning

(d) A database containing the waypoints and speed/altitude constraints for the route and/or procedure to be flown that is automatically loaded into the FMS flight plan.

(e) An electronic map.

/F A single FMS with enroute, terminal, and approach capability that meets the equipment requirements of /E (a) above.

Block 4 Enter your true airspeed (TAS).

Block 5 Enter the departure airport identifier code, or if code is unknown, the name of the airport.

Block 6 Enter the proposed departure time in coordinated universal time (UTC). If airborne, specify the actual or proposed departure time as appropriate.

Block 7 Enter the appropriate IFR altitude (to assist the briefer in providing weather and wind information).

Block 8 Define the route of flight by using NAVAID identifier codes, airways, jet routes, and waypoints.

Block 9 Enter the destination airport identifier code, or if unknown, the airport name. Include the city name (or even the state name) if needed for clarity.

Block 10 Enter estimated time en route in hours and minutes.

Block 11 Enter only those remarks pertinent to ATC or to the clarification of other flight plan information, such as the appropriate call sign associated with the designator filed in Block 2 or ADCUS.

Block 12 Specify the fuel on board in hours and minutes.

Block 13 Specify an alternate airport, if desired or required.


CAE SimuFlite

Block 14 Enter the complete name, address, and telephone number of the pilot in command. Enter sufficient information to identify home base, airport, or operator. This information is essential for search and rescue operations.

Block 15 Enter total number of persons on board (POB), including crew.

Block 16 Enter the aircraft's predominant colors.

Block 17 Record the FSS name for closing the flight plan. If the flight plan is closed with a different FSS or facility, state the recorded FSS name that would normally have closed your flight plan. Information transmitted to the destination FSS consists only of that in Blocks 3, 9, and 10. Estimated time en route (ETE) will be converted to the correct estimated time of arrival (ETA).

Optional Record a destination telephone number to assist search and rescue contact should you fail to report or cancel your flight plan within ½ hour after your estimated time of arrival (ETA).


Flight Planning

ICAO Weather Format(Sample METAR)A routine aviation weather report on observed weather, orMETAR, is issued at hourly or half-hourly intervals. A specialweather report on observed weather, or SPECI, is issued whencertain criteria are met. Both METAR and SPECI use the samecodes.

A forecast highly likely to occur, or TREND, covers a period oftwo hours from the time of the observation. A TREND forecastindicates significant changes in respect to one or more of thefollowing elements: surface wind, visibility, weather, or clouds.TREND forecasts use many of the same codes as TAFs.

Most foreign countries may append a TREND to a METAR orSPECI. In the US, however, a TREND is not included in aMETAR or SPECI.

The following example indicates how to read a METAR.

KHPN 201955Z 22015G25KT 2SMR22L/1000FT TSRA OVC010CB 18/16 A2990RERAB25 BECMG 2200 24035G55

KHPN. ICAO location indicator.

201955Z. Date and time of issuance. METARs are issuedhourly.

22015G25KT. Surface wind (same as TAF). If the first threedigits are VAR, the wind is variable with wind speed following. Ifdirection varies 60 degrees or more during the 10 minutesimmediately preceding the observation, the two extreme direc-tions are indicated with the letter V inserted between them(e.g., 280V350).

NOTE: G must vary 10 kt or greater to report gust.


CAE SimuFlite

2SM. Prevailing horizontal visibility in statute miles. In the US,issued in statute miles with the appropriate suffix (SM)appended. When a marked directional variation exists, thereported minimum visibility is followed by one of the eight com-pass points to indicate the direction (e.g., 2SMNE).

R22L/1000FT. The runway visual range group. The letter Rbegins the group and is followed by the runway description(22L). The range in feet follows the slant bar (1000FT). In othercountries range is in meters and no suffix is used.

TSRA OVC010CB. Thunderstorms (TS) and rain (RA) with anovercast layer at 1,000 ft and cumulonimbus clouds.

18/16. Temperatures in degrees Celsius. The first two digits(18) are observed air temperature; the last two digits (16) aredew point temperature. A temperature below zero is reportedwith a minus (M) prefix code (e.g., M06).

A2990. Altimeter setting. In the US, A is followed by inches andhundredths; in most other countries, Q is followed by hectopas-cals (i.e., millibars).

RERAB25. Recent operationally significant condition. A twoletter code for recent (RE) is followed by a two letter code forthe condition (e.g., RA for rain). A code for beginning or ending(B or E) and a two-digit time in minutes during the previoushour. When local circumstances also warrant, wind shear mayalso be indicated (e.g., WS LDG RWY 22).

NOTE: More than one cloud layer may be reported.

NOTE: A remark (RMK) code is used in the US to precede supplementary data of recent operationally significant weather.

NOTE: RMK [SLP 013] breaks down SEA LVL press to nearest tenth (e.g., 1001.3 reported as SLP 013).


Flight Planning

BECMG AT 2200 24035G55. A TREND forecast. The becom-ing code (BECMG) is followed by a when sequence (AT 2200)and the expected change (e.g., surface winds at 240 degreestrue at 35 kt with gusts up to 55 kt).

NOTE: For more information on METAR/TAF, consult the FAA brochure “New Aviation Weather Format METAR/TAF”. Copies may be obtained by writing to: FAA/ASY-20, 400 7th Street, S.W. Washington, DC 20590.


CAE SimuFlite


Flight Planning

Aeronautical Lighting and Visual AidsApproach Light Systems (ALS)ALS provide the basic means to transition from instrument flightto visual flight for landing. Operational requirements dictate thesophistication and configuration of the approach light systemfor a particular runway.

ALS are a configuration of signal lights starting at the landingthreshold and extending into the approach area to a distance of2400-3000 feet for precision instrument runways and 1400-1500 feet for nonprecision instrument runways. Some systemsinclude sequenced flashing lights which appear to the pilot as aball of light traveling towards the runway at high speed (twice asecond).

ALSF-2

FlashingLight

SteadyBurningLight

NOTE: Civil ALSF-2 may beoperated as SSALR duringfavorable weather conditions.

ALSF-1

FlashingLight

SteadyBurningLight

SSALRMALSR

FLASHINGLIGHT

STEADYBURNINGLIGHT

MALSF

FlashingLight

SteadyBurningLight

ODALS

OmnidirectionalFlashingLight

REIL

LANDINGAPPROACH

15¡ 10¡ 15¡10¡


CAE SimuFlite

In-runway LightingRunway Centerline Lighting System (RCLS). Runway cen-terline lights are installed on some precision approach runwaysto facilitate landing under adverse visibility conditions. They arelocated along the runway centerline and are spaced at 50-footintervals. When viewed from the landing threshold, the runwaycenterline lights are white until the last 3,000 feet of the runway.The white lights begin to alternate with red for the next 2,000feet, and for the last 1,000 feet of the runway, all centerlinelights are red.

Touchdown Zone Lights (TDZL). Touchdown zone lights areinstalled on some precision approach runways to indicate thetouchdown zone when landing under adverse visibility condi-tions. They consist of two rows of transverse light bars dis-posed symmetrically about the runway centerline. The systemconsists of steady-burning white lights which start 100 feetbeyond the landing threshold and extend to 3,000 feet beyondthe landing threshold or to the midpoint of the runway, which-ever is less.

Taxiway Lead-Off Lights. Taxiway lead-off lights extend fromthe runway centerline to a point on an exit taxiway to expeditemovement of aircraft from the runway. These lights alternategreen and yellow from the runway centerline to the runwayholding position or the ILS/MLS critical area, as appropriate.

Land and Hold Short Lights. Land and hold short lights areused to indicate the hold short point on certain runways whichare approved for Land and Hold Short Operations (LAHSO).Land and hold short lights consist of a row of pulsing whitelights installed across the runway at the hold short point. Whereinstalled, the lights will be on anytime that LAHSO is in effect.These lights will be off when LAHSO is not in effect.


Flight Planning

Taxiway LightsTaxiway Edge Lights. Taxiway edge lights are used to outlinethe edges of taxiways during periods of darkness or restrictedvisibility conditions. These fixtures emit blue light.

Taxiway Centerline Lights. Taxiway centerline lights are usedto facilitate ground traffic under low visibility conditions. Theyare located along the taxiway centerline in a straight line onstraight portions, on the centerline of curved portions, andalong designated taxiing paths in portions of runways, ramp,and apron areas. Taxiway centerline lights are steady burningand emit green light.

Clearance Bar Lights. Clearance bar lights are installed atholding positions on taxiways in order to increase the conspicu-ousness of the holding position in low visibility conditions. Theymay also be installed to indicate the location of an intersectingtaxiway during periods of darkness. Clearance bars consist ofthree in-pavement steady-burning yellow lights.

Runway Guard Lights. Runway guard lights are installed attaxiway/runway intersections. They are primarily used toenhance the conspicuousness of taxiway/runway intersectionsduring low visibility conditions, but may be used in all weatherconditions. Runway guard lights consist of either a pair of ele-vated flashing yellow lights installed on either side of the taxi-way or a row of in-pavement yellow lights installed across theentire taxiway, at the runway holding position marking.

NOTE: At most major airports these lights have variable intensity settings and may be adjusted at pilot request or when deemed necessary by the controller.

NOTE: some airports may have a row of three or five in-pavement yellow lights installed at taxiway/runway intersec-tions. They should not be confused with clearance bar lights described in paragraph “Runway Guard Lights”.


CAE SimuFlite

Stop Bar Lights. Stop bar lights, when installed, are used toconfirm the ATC clearance to enter or cross the active runwayin low visibility conditions (below 1,200 feet Runway VisualRange). A stop bar consists of a row of red, unidirectional,steady-burning in-pavement lights installed across the entiretaxiway at the runway holding position, and elevated steady-burning red lights on each side. A controlled stop bar is oper-ated in conjunction with the taxiway centerline lead-on lightswhich extend from the stop bar toward the runway. Followingthe ATC clearance to proceed, the stop bar is turned off and thelead-on lights are turned on. The stop bar and lead-on lightsare automatically reset by a sensor or backup timer.

CAUTION: Pilots should never cross a red illuminatedstop bar, even if an ATC clearance has been given to pro-ceed onto or across the runway.

NOTE: If, after crossing a stop bar, the taxiway centerline lead-on lights inadvertently extinguish, pilots should hold their position and contact ATC for further instructions.


ServicingTable of ContentsServicing Record . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-3

Pilot Authorized Preventive Maintenance(FAR Part 43) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-5

Ground Handling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-6

Towing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-6

Parking. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-7

Tie-Down . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-7

Prolonged Out-Of-Service Care. . . . . . . . . . . . . . . . . . . . . . 6-8

Engine Care in Salty Environments . . . . . . . . . . . . . . . . . . . 6-8

External Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-8

Battery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-10

NiCad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-10

Lead Acid. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-10

Hydraulic System Servicing . . . . . . . . . . . . . . . . . . . . . . 6-10

Landing Gear and Brakes . . . . . . . . . . . . . . . . . . . . . . . . 6-11

Hydraulic System Power Pack. . . . . . . . . . . . . . . . . . . . . . 6-11

Tires . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-11

Shock Struts. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-11

Brake System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-12

Shimmy Damper Servicing . . . . . . . . . . . . . . . . . . . . . . . . 6-12

Optional Windshield Washer System . . . . . . . . . . . . . . 6-12

Oil System Servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-13

Fuel System Servicing . . . . . . . . . . . . . . . . . . . . . . . . . . 6-14


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Approved Fuels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-14

Fuel Biocide Additive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-15

Refueling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-16

Fuel System Defueling. . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-17

Instrument Vacuum Air . . . . . . . . . . . . . . . . . . . . . . . . . . 6-18

Cabin Air Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . 6-18

Oxygen Servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-19

Approved Material . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-19

System Purging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-19

Filling the Oxygen System. . . . . . . . . . . . . . . . . . . . . . . . . 6-20

Ground Deicing and Anti-Icing. . . . . . . . . . . . . . . . . . . . 6-20

Snow Removal. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-20

Frost Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-21

Ice Removal. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-21

Approved Airplane Deicing/Anti-Icing Fluids . . . . . . . . . . . 6-22

Deicing and Anti-Icing Fluid Application . . . . . . . . . . . . . . 6-23

Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-25

Exterior Painted Surfaces . . . . . . . . . . . . . . . . . . . . . . . . . 6-25

Windows and Windshields. . . . . . . . . . . . . . . . . . . . . . . . . 6-27

Surface Deice Boot Cleaning. . . . . . . . . . . . . . . . . . . . . . . 6-30

Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-30

Interior Care. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-31

Toilet Servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-32

Dry Non-Flushing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-32

Monogram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-32

Alamo. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-34


Servicing

Servicing RecordDATE QTY DATE QTY

Engine Oil ______ ______ ______ ______

______ ______ ______ ______

______ ______ ______ ______

______ ______ ______ ______

______ ______ ______ ______

______ ______ ______ ______

Hydraulic Fluid ______ ______ ______ ______

______ ______ ______ ______

______ ______ ______ ______

______ ______ ______ ______

______ ______ ______ ______

______ ______ ______ ______

Tires ______ ______ ______ ______

______ ______ ______ ______

______ ______ ______ ______

______ ______ ______ ______

______ ______ ______ ______

______ ______ ______ ______


CAE SimuFlite

Servicing Record (continued)

DATE QTY DATE QTY

Brake Fluid ______ ______ ______ ______

______ ______ ______ ______

______ ______ ______ ______

______ ______ ______ ______

______ ______ ______ ______

______ ______ ______ ______

Oxygen ______ ______ ______ ______

______ ______ ______ ______

______ ______ ______ ______

______ ______ ______ ______

______ ______ ______ ______

______ ______ ______ ______

Other ______ ______ ______ ______

______ ______ ______ ______

______ ______ ______ ______

______ ______ ______ ______

______ ______ ______ ______

______ ______ ______ ______


Servicing

The following procedures are for reference purposes only.Always refer to the Aircraft Flight Manual, Aircraft MaintenanceManual, and Engine Maintenance Manual for current proce-dures, precautions, and approved servicing materials.

Pilot Authorized Preventive Maintenance (FAR Part 43)Many items on the King Air 350 can be routinely serviced bypilots who do not possess a mechanic’s certificate. Pilotsshould consult FAR Part 43, Appendix A, paragraph (c) for a listof items that can be performed by anyone possessing at least aprivate pilot’s license.

Maintenance record entries should include:

• a description of the work performed.

• the date of completion.

• the name of the person performing the work.

• the signature, certificate number, and kind of certificate of the person performing the work.

The log entry should be signed only if the work has been per-formed satisfactorily. The log entry signature constitutes anapproval for return to service only for the work performed.


CAE SimuFlite

Ground HandlingTowing The tow bar connects to the upper torque knee fitting of thenose strut. The airplane is steered with the tow bar when mov-ing the airplane by hand, or an optional tow bar is available fortowing the airplane with a tug. Although the tug will control thesteering of the airplane, someone should be positioned in thepilot's seat to operate the brakes in case of an emergency.

CAUTION: Always ensure that the control locks areremoved before towing the airplane. Serious damage tothe steering linkage can result if the airplane is towed whilethe control locks are installed. Do not tow the airplane witha flat shock strut.

The nose gear strut has turn limit warning marks to warn thetug driver when turning limits of the gear will be exceeded.Damage will occur to the nose gear and linkage if the turn limitis exceeded. The maximum nose wheel turn angle is 48degrees left and right. When ground-handling the airplane, donot use the propellers or control surfaces as hand holds topush or move the airplane.


Servicing

Parking The parking brake may be set by pulling outward the parkingbrake control, located on the extreme left side, below the pilot'ssubpanel, and depressing the toe portion of the pilot's rudderpedals. The parking control closes dual valves in the brakelines that trap the hydraulic pressure applied to the brakes andprevents pressure loss through the master cylinders. Torelease the parking brake, depress the pilot's brake pedals toequalize the pressure on both sides of the parking brake valvesand push the parking brake control fully in.

Tie-Down Three mooring eyes are provided: one underneath each wing,and one in the ventral fin. To moor the airplane, chock thewheels fore and aft, install the control locks, and tie the airplanedown at all three points. If extreme weather is anticipated, it isadvisable to nose the airplane into the wind before tying itdown. Install engine inlet and exhaust covers, propeller tie-down boots (one blade down), and pitot mast covers whenmooring the airplane.

WARNING: Unrestrained propellers are apt to windmill.Prolonged windmilling at zero oil pressures can result inbearing damage. Windmilling propellers are a SAFETYHAZARD.

NOTE: Avoid setting the parking brake when the brakes are hot from severe usage, or when moisture conditions and freezing temperatures could form ice locks.

NOTE: The parking brake should be left off and wheel chocks installed while the airplane is unattended. Changes in ambient temperature can cause the brakes to release or to exert excessive pressures.


CAE SimuFlite

Prolonged Out-Of-Service Care Refer to the Aircraft Maintenance Manual (AMM).

Engine Care In Salty Environments When the airplane is operated in a salty atmosphere (such asnear the sea) or off airstrips treated with salt:

1. Wash engine exterior as soon as possible with clean water.

2. Start engine and run at idle for a minimum of 10 minutes toremove moisture and salt residue.

3. Spray rust preventive material on fuel control assembly,controls linkage assembly, and any exposed metal parts.

4. Inspect the entire gearcase for corrosion and spray withrust preventive material at one-week intervals. Pay particu-lar attention to the areas around studs and inserts.

External PowerThe airplane is equipped with an external power receptacle,located just outboard of the right engine in the lower side of thewing center section. The receptacle will accept a standard AN-type plug. A yellow EXT PWR caution light on the caution/advi-sory annunciator panel will flash when the external power plugis engaged. A flashing light denotes low voltage. The EXTPWR annunciator will be illuminated continuously when theexternal power voltage is high enough to prevent battery dis-charge. The airplane electrical system is automatically pro-tected from reverse polarity (i.e., positive ground) andovervoltage. External power can be used to operate all the airplane electri-cal equipment (this includes avionics checkouts) during groundoperations without the engines running, and it can be used tostart the engines. The external power circuit is capable ofaccepting 400 amperes continuously, and it can withstand cur-rent surges which may occur during engine starting. Refer tothe AMM for ground checkout information.


Servicing

CAUTION: The output setting must not exceed 1,000A onexternal power sources with a higher current-carryingcapability. Any current in excess of 1,000A may overtorquethe starter-generator driveshaft or produce heat sufficientto shorten starter-generator life.

CAUTION: The battery may be damaged if exposed tovoltages higher than 32V for extended periods of time.

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.

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 external power units.

NOTE: On airplanes prior to FL-215 and FM-10, if the battery is partially discharged, the BATTERY CHARGE annunciator will illuminate approximately 6 seconds after the external power is on the line. If the annunciator does not extinguish within 5 minutes, refer to Battery Charge Rate in AFM Section IIIA, ABNORMAL PROCEDURES.


CAE SimuFlite

BatteryNiCadAirplanes Prior To FL-215 and FM-10: Servicing the 24-volt, 20-cell, air-cooled, nickel-cadmium bat-tery is normally limited to checking the electrolyte level, clean-ing the battery box and associated components, and equalizingthe cells. For detailed servicing of the battery, refer to the AMM.

Lead AcidAirplanes FL-215 and After; FM-10 and After; FN-2 and After:Servicing the 24-volt, sealed, lead-acid battery is limited torecharging an inadvertently discharged battery and scheduledcapacity checks. For detailed servicing of the battery, refer tothe AMM.

Hydraulic System ServicingThe hydraulic system reservoir and accumulator are located inthe left center section. The accumulator pressure should bemaintained at 800 ±50 psi. Refer to the AMM for detailedprocedures.

The reservoir cap incorporates a dipstick marked in degreesFahrenheit; the fluid level should be at its corresponding tem-perature. For additional information, refer to the AMM.


Servicing

Landing Gear and BrakesHydraulic System Power PackOpen the access door on the top of the left wing center section.

Slowly bleed any residual air pressure from the fill reservoir bypausing a moment after unlocking the cap.

Add MIL-H-5606 hydraulic fluid to the reservoir until level withthe mark indicated on the dipstick.

Install the dipstick.

Close the access door on the top of the left wing center section.

Tires The airplane is equipped with dual tires on the main gear and asingle tire on the nose gear. Each main gear is equipped with19 x 6.75-8, 10-ply-rated tubeless tires, and a 22 x 6.75-10, 8-ply-rated tire is installed on the nose gear.

Inflate the main-wheel tires to between 80 and 87 psi unloadedand 88 and 92 psi loaded. The nose wheel tire should beinflated to between 55 and 60 psi.

Refer to the AMM for more detailed inspection and repairprocedures.

Shock Struts Servicing the shock struts is normally part of each 50-hour rou-tine inspection procedure. If it becomes necessary to servicethe shock struts due to the leakage of either the hydraulic oil orthe air, refer to the AMM for the procedure.

NOTE: While Beech Aircraft Corporation cannot recom-mend the use of recapped tires, tires retreaded by an FAA-approved repair station with a specialized service-Iimited rating for TSO-C62c may be used.


CAE SimuFlite

Brake System Brake servicing is limited to maintaining adequate fluid in thereservoir. A dipstick is provided as part of the reservoir lid tomeasure the fluid level. When the fluid is low, add sufficientquantity of approved hydraulic fluid to raise the level to the fullmark on the dipstick.

Brake assemblies are equipped with automatic adjusters toassure a positive clearance between disc and lining when thebrakes are not applied.

Each wheel cylinder (except those airplanes equipped withoptional brake deice) is provided with a means of convenientlychecking brake wear. For more detail on servicing of thewheels and brakes, and airplanes equipped with brake deice,refer to the AMM.

Shimmy Damper ServicingShimmy damper servicing consist of checking and replenishingthe fluid. For more detail on the servicing of the shimmydamper, refer to the AMM.

Optional Windshield Washer SystemThe washer fluid reservoir is located just aft of the copilot'schair. The reservoir is placarded to show a capacity of 1 gallonand should be filled no more than two inches from the top.Washer fluid should be mixed according to the formula shownon the reservoir (60% Ethylene Glycol, 39% Water and 1% Liq-uid Detergent). A removable filler cap is located on top of theunit.


Servicing

Oil System ServicingThe oil tank is provided with an oil filler neck and quantity dip-stick cap marked in U.S. quarts and indicates the last fivequarts required to bring the system up to full. Access to the dip-stick cap is gained through an access door on the aft enginecowl. Service the oil system with oil as specified in ConsumableMaterials. Do not mix different oil brands together. Total oil tankcapacity is 11 U. S. quarts (10.4 liters). When a dry engine isfirst serviced, it will require approximately 5 quarts (4.7 liters) inaddition to tank capacity to fill the lines and cooler, giving a totalsystem capacity of 16 U.S. quarts or 4 U.S. gallons (15.1 liters).The engine will trap approximately 1.5 quarts (1.4 liters), whichcannot be drained.

For further information regarding servicing of the oil system,refer to the Servicing Schedule in this section and the AMM.

NOTE: The dipstick indicates one quart below full when the oil level is normal. Overfilling may cause a discharge of oil through the breather until a satisfactory level is reached.


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Fuel System ServicingApproved FuelsCommercial . . . . . . . . . . . . . . . . . . . . . . . . . . . . . JET A, A-1, B

Emergency Fuels. . . . . . . . . . . . 80 RED; 91/96, 100LL BLUE;100 GREEN; 115/145 PURPLE

In some countries, 100LL blue is designated 100L andcolored green.

Military . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . JP-4, -5, -8

Emergency Fuels. . . . . . . . . . . . 80/87 RED; 100/130 GREEN;115/145 PURPLE

NOTE: Limitations on the use of aviation gasoline are:

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

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

3. Crossfeed capability is required for flight above 20,000 feet pressure altitude (FL200).


Servicing

Fuel Biocide Additive Fuel Biocide-fungicide "BIOBOR JF" in concentrations of 135parts-per-million (ppm) or 270 ppm may be used in the fuel.BIOBOR JF may be used as the only fuel additive, or it may beused with the anti-icing additive conforming to MIL-I-27686specification. Used together, the additives have no detrimentaleffect on the fuel system components.

Refer to Table 6-A, the B300/B300C Maintenance Manual andthe latest revision of Pratt and Whitney Canada Engine ServiceBulletin No. 13044 for concentrations to use and for proce-dures, recommendations, and limitations pertaining to the useof biocidal/fungicidal additives in turbine fuels.

Table 6-A; Biobor JF Blending Ratios

Turbine Fuel Biobor JF @ 270 ppm

Biobor JF@ 135 ppm

lb gal lb gal fl oz lb gal fl oz

670 100 0.18 0.02 2.63 0.09 0.01 1.32

1,340 200 0.36 0.04 5.26 0.18 0.02 2.63

2,010 300 0.54 0.06 7.89 0.27 0.03 3.95

2,680 400 0.72 0.08 10.53 0.36 0.04 5.26

3,350 500 0.90 0.10 13.16 0.45 0.05 6.58

6,700 1,000 1.18 0.21 26.46 0.90 0.10 13.16

13,400 2,000 3.62 0.41 52.92 1.81 0.21 26.46

16,750 2,500 4.52 0.52 66.08 2.26 0.26 33.04

33,500 5,000 9.01 1.03 132.16 4.52 0.52 66.08

67,000 10,000 18.09 2.07 264.47 9.05 1.03 132.31


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Refueling

WARNING: Switch fueling is the practice of mixing fuelswith a flashpoint of less than 100°F (38°C) with fuels hav-ing a flashpoint of more than 100°F or vice versa. Mixingkerosene base JP-5, JET A or JET A1 fuels with wide-cutdistillants, JP-4 AND JET B is considered switch fueling.Switch fueling changes the fuel/air mixture flammabilitycharacteristics. When switch fueling must be accom-plished, fueling rates must be reduced to half of the normalrates.

CAUTION: To prevent damage to the filler neck, do not letfueling nozzle rest against side of filler. To prevent damageto the fuel tank bladder, do not insert fueling nozzle morethan three inches.

Statically ground the airplane to the servicing unit and to theramp.

Service the main tanks first; main filler caps are located in theoutboard fuel cell on the leading edge of each wing near thewing tip.

Service the auxiliary tanks second through the auxiliary fillercaps located on top of the wing center section inboard of eachnacelle.

Allow a three hour settling period if possible.

Drain a small amount of fuel from each drain point.

NOTE: Clean any spilled fuel/additive off tires to prevent tire deterioration.


Servicing

Fuel System DefuelingDefuel the airplane with the aid of a fuel truck as follows.

1. Remove fuel filler caps.

2. Connect a static ground cable from the airplane to a groundstake.

3. Connect a static ground cable from the defueling vehicle toa ground stake.

4. Connect a static ground cable from the defueling truck tothe airplane.

5. Remove the cover on the bottom of the nacelle to gainaccess to the adapter plug.

6. Attach the hose from the defueling truck to the AN832-12union.

7. Remove the plug from the defueling adapter, located aft ofthe standby boost pump, and screw the AN832-12 unioninto the adapter. This will allow fuel to flow from the airplaneto the defueling vehicle. Attach the clamp to the hose toprevent fuel leakage around the hose-union-adapter con-nection. Start the defueling pump.

8. When defueling is completed, shut off the defueling pump.Disconnect the hose and the AN832-12 union from thedefueling adapter.

9. Install the adapter plug.

10. Disconnect the AN832-12 union from the hose.

11. Disconnect the static ground cable from the defueling vehi-cle to the airplane.

12. Disconnect the static ground cable from the defueling vehi-cle to the ground stake.

13. Disconnect the static ground cable from the airplane to theground stake.

14. Install the fuel filler caps on the airplane.


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Instrument Vacuum AirVacuum for the flight instruments is obtained by operating anejector with bleed air from the engines. During operation, theejector draws air in through the instrument filter and the gyros.A vacuum-relief regulator valve regulates instrument pressure.

The instrument filter, located at the top of the avionics compart-ment, is of prime importance and should be checked every 150hours and replaced every 600 hours, or more often if conditionswarrant (smoky, dusty conditions).

The vacuum-relief regulator valve, located on the forward pres-sure bulkhead in the bottom of the avionics compartment, isprotected by a foam sponge type filter, which should becleaned in solvent every 150 hours. If vacuum pressure risesabove a normal reading, clean the filter and recheck vacuumpressure before attempting to adjust the valve.

Cabin Air ReplacementA flexible, fiberglass-type air filter covers the coils of the for-ward air conditioner evaporator. When an aft evaporator isinstalled, another flexible filter is used at the aft evaporatorcoils. A foam-rubber type recirculated-air filter is also installedover the return-air valve, at floor level forward of the copilot'srudder pedals. All these filters should be inspected each 150hours of operation, and replaced whenever dirty. Refer to theAMM for procedures regarding filter replacement.


Servicing

Oxygen ServicingApproved MaterialUse only aviators breathing oxygen MIL-O-27210 for servicingthe oxygen system.

CAUTION: Do not use oxygen intended for medical pur-poses or such industrial uses as welding. Such oxygenmay contain excessive moisture that could freeze up thevalves and lines of the oxygen system.

System Purging Offensive odors may be removed from the oxygen system bypurging. The system should also be purged anytime systempressure drops below 50 psi, or a line in the system is opened.Purging is accomplished simply by connecting a rechargingcart into the system and permitting oxygen to flow through thelines and outlets until any offensive odors have been carriedaway. The following precautions should be observed whenpurging or servicing the oxygen system:

1. Avoid any operation that could create sparks. Keep allburning cigarettes and fire away from the vicinity of the air-plane when the outlets are in use.

2. Inspect the filler connection for cleanliness before attachingit to the filler valve.

3. Make sure that your hands; tools, and clothing are clean,particularly of grease or oil stains, for these contaminantsare extremely dangerous in the vicinity of oxygen.

4. As a further precaution against fire, open and close all oxy-gen valves slowly during filling.


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Filling the Oxygen SystemFill the oxygen system slowly by adjusting the recharging ratewith the pressure-regulating valve on the servicing cart,because the oxygen, under high pressure, will cause excessiveheating of the filler valve. Fill the cylinder (50-, 77- or 115-cubicfoot (1416, 2181, or 3257 liters)) to a pressure of 1800 ±50 psiat a temperature of 21°C. This pressure may be increased anadditional 3.5 psi for each degree of increase in temperature;similarly, for each degree of drop in temperature, reduce thepressure for the cylinder by 3.5 psi. The oxygen system, afterfilling, will need to cool and stabilize for a short period before anaccurate reading on the gage can be obtained. When the sys-tem is properly charged, disconnect the filler hose from the fillervalve and replace the protective cap on the filler valve.

Ground Deicing and Anti-Icing Deicing is the removal of ice, frost, and snow from the air-plane's exterior after they have formed. Anti-icing is a means ofkeeping the surface clear of subsequent accumulations of ice,snow and frost.

Snow and ice on an airplane will seriously affect its perfor-mance. Even formation of a smooth covering of ice on the wingwill change the contour of the wing, producing an increase indrag and a reduction in effective lift coefficient. Frost or frozensnow may present an even greater hazard since the surfacetexture is rough and will seriously disrupt the smooth flow of airacross the wing.

Snow Removal The best way to remove snow is to brush it off with a squeegee,soft brush, or mop. Exercise care so as not to damage anycomponents that may be attached to the outside of the air-plane, such as antennae, vents, stall warning devices, etc.Remove loose snow from the airplane before heating the air-plane interior; otherwise, at low temperatures, the snow may


Servicing

melt and refreeze to build up a considerable depth of ice. Neverattempt to chip or break frozen snow from the airplane. If theairplane has been hangared and snow is falling, coat the air-plane surfaces with an anti-icing solution; snow falling on thewarm surface will have a tendency to melt, then refreeze.

After snow has been removed from the airplane, inspect theairplane for evidence of residual snow, particularly in the areaof control surface gaps and in the hinge areas. Carefullyinspect the static ports for evidence of obstruction. Check theexterior of the airplane for damage to external components thatmay have occurred during the snow removal operations.

Control surfaces should be moved to ascertain that they havefull and free movement. The landing gear mechanism, doors,wheel wells, uplocks and microswitches should be checked forice deposits that may impair function.

When the airplane is hangared to melt snow, any melted snowmay freeze again if the airplane is subsequently moved intosubzero temperatures. Any measures taken to remove frozendeposits while the airplane is on the ground must also preventthe possibility of refreezing of the liquid.

Following snow removal, should freezing precipitation continue,the airplane surface should be treated for anti-icing.

Frost Removal Heavy frost that cannot be removed by wiping with a glovedhand or soft towel must be removed by placing the airplane in awarm hangar or by the application of a deicing fluid.

After removal of all frost from the airplane exterior, check allexternal components for damage that may have occurred dur-ing frost removal.

Ice Removal Moderate or heavy ice and residual snow deposits should beremoved with a deicing fluid. No attempt should be made toremove ice deposits or break an ice bond by force.

6-22 Developed for Training Purposes King Air 350February 2006

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After completing the deicing process, the airplane should beinspected to ensure that its condition is satisfactory for flight. Allexternal surfaces should be examined for residual ice or snow,particularly in the vicinity of control surface gaps and hinges.Static ports should be carefully inspected for any signs ofobstruction.

Control surfaces should be moved to ascertain that they havefull and free movement. The landing gear mechanism, doors,wheel wells, uplocks and microswitches should be checked forice deposits that may impair function.

When the airplane is hangared to melt ice, any melted ice mayfreeze again if the airplane is subsequently moved into subzerotemperatures. Any measures taken to remove frozen depositswhile the airplane is on the ground must also prevent the possi-ble refreezing of the liquid.

Following ice removal, should freezing precipitation continue,the airplane surface should be treated for anti-icing.

Approved Airplane Deicing/Anti-Icing Fluids• SAE AMS 1424 Type I

• ISO 11075 Type I

• SAE AMS 1428 Type II

• ISO 11078 Type II

• SAE AMS 1428 Type IV.


Servicing

Deicing and Anti-Icing Fluid Application Aircraft deicing fluids may be used diluted or undiluted accord-ing to manufacturers’ recommendations for deicing. For anti-icing purposes, the fluids should always be used undiluted.Deicing fluids may be applied either heated or unheated.

General recommendations for deicing and anti-icing treatmentsmay be summarized as follows:

1. Cold applications of deicing fluid can be achieved with nor-mal spray equipment, operating at about 60-80 psig airpressure.

2. Hot applications should be carried out with a temperature of180-200°F (82-93°C).

3. Remove as much heavy snow as possible before applyingdeicing fluids.

4. A stream or spray of fluid should be sufficiently coarse tofloat away loose pieces of ice.

5. Anti-icing of ice-free airplanes does not required heatedfluid. In such cases, the deicing fluid should not be dilutedin order to obtain maximum efficiency per pound of appliedfluid.

6. Should one system of application be desired for both deic-ing and anti-icing treatment, the use of hot, concentratedfluid may be a logical compromise.

NOTE: As temperature decreases, the viscosity of deic-ing fluid increases; therefore, deicing fluids should not be stored outside and unheated during cold weather.


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Any standard spray apparatus may be used to apply deicingfluids. The spray should be fine and applied in a fan-shapedpattern. If a sprayer is not available, deicing fluid may bebrushed or painted onto the airplane's surface.

CAUTION: Inhalation of glycol mists, aerosols, or highconcentrations of heated vapors may pose a hazard tohumans. Thus, workers should apply deicing fluid only inwell-ventilated areas, and should avoid inhaling vapors ormists. If adequate ventilation, designed to keep mists orvapors below harmful levels, is not present, workersshould wear approved respiratory protective devices.


Servicing

Cleaning Exterior Painted Surfaces

CAUTION: Polyester urethane undergoes a curing pro-cess for a period of 30 days after application. Washuncured painted surfaces with a mild non-detergent soap(MILD detergents can be used on urethane finishes) andcold or lukewarm water only. Use soft cloths, keeping themfree of dirt and grime. Any rubbing of the surface should bedone gently and held to a minimum to avoid damaging thepaint film. Rinse thoroughly with clear water. Stubborn oilor soot deposits may be removed with automotive tarremovers.

Prior to cleaning, cover the wheels, making certain the brakediscs are covered. Attach the pitot cover securely, and plug ormask off all other openings. Be particularly careful to mask offall static air buttons before washing or waxing. Use special careto avoid removing lubricant from lubricated areas.

Washing may be accomplished by flushing away loose dirt withclean water, then washing with a mild soap and water, usingsoft cleaning cloths or a chamois. Avoid harsh, abrasive oralkaline soaps or detergents which could cause corrosion orscratches. Thorough clear-water rinsing prevents buildup ofcleaning agent residue, which can dull the paint's appearance.To remove oily residue or exhaust soot, use a cloth dampenedwith an automotive tar remover. Wax or polish the affected areaif necessary.


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WARNING: Do not expose elevator, rudder, and ailerontrim tab hinge lines and their pushrod systems to the directstream or spray of high-pressure soap-and-water washingequipment. Fluid dispensed at high pressure could removethe protective lubricant, allowing moisture from heavy orprolonged rain to collect at hinge lines, and then to freezeat low temperatures. After high-pressure or hand washing,and at each periodic inspection, lubricate trim tab hingelines and trim tab pushrod end fittings (Brayco 300 perFederal Specification VV-L-800 preferred). See Consum-able Materials.

When using high-pressure washing equipment, keep the sprayor stream clear of wheel bearings, propeller hub bearings, etc.,and openings such as pitot tubes, static air buttons, battery andavionics equipment cooling ducts which should be securelycovered or masked off. Avoid directing high-pressure spraystoward the fuselage, wings, and empennage from the rear,where moisture and chemicals might more easily enter thestructure, causing corrosion damage to structural membersand moving parts.

CAUTION: When cleaning wheel well areas with solvent,especially if high-pressure equipment is used, exercisecare to avoid washing away grease from landing gearcomponents. After washing the wheel well areas with sol-vent, lubricate all lubrication points, or premature wearmay result.

During the curing period, do not make prolonged flights inheavy rain or sleet, and avoid all operating conditions thatmight cause abrasion or premature finish deterioration.


Servicing

CAUTION: Do not apply wax, polish, rubbing compound,or abrasive cleaner to any uncured painted surface. Use ofsuch items can permanently damage the surface finish.Also, waxes and polishes seal the paint from the air andprevent curing.

Waxing of polyester urethane finishes, although not required, ispermitted; however, never use abrasive cleaner-type waxes,polishes, or rubbing compounds, as these products causeeventual deterioration of the characteristic urethane gloss.

For waxing, select a high quality automotive or aircraft waxingproduct. Do not use a wax containing silicones, as silicone pol-ishes are difficult to remove from surfaces. A buildup of wax onany exterior paint finish will yellow with age; therefore, waxshould be removed periodically. Generally, alphatic naphtha isadequate and safe for this purpose.

Windows and WindshieldsWindows The plastic windows should be kept clean and waxed. To pre-vent scratches, wash the windows carefully with plenty of mildsoap and water, using the palm of the hand to dislodge dirt andmud. Flood the surface with clean water to rinse away dirt andsoap. After rinsing, dry the windows with a clean, moist cham-ois. Rubbing the surface of the plastic with a dry cloth shouldbe avoided, as it builds up an electrostatic charge on the sur-face, which attracts dust particles.

NOTE: Before returning the airplane to service, remove all masking and coverings, and relubricate as necessary.


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If oil or grease is present on the surface of the plastic, remove itwith a cloth moistened with kerosene, aliphatic naptha, or hex-ene, then rinse the surface with clear water. Never use gaso-line, benzine, alcohol, acetone, carbon tetrachloride, fire-extinguisher or anti-ice fluid, lacquer thinner, or glass cleaner.These materials will soften the plastic and may cause it tocraze.

If it is desired to use a commercial cleaner to clean the plasticwindows, use only cleaners that are approved by Beech Air-craft Corporation and follow the directions on the container. Itwill not be necessary to apply wax to windows after use of com-mercial cleaners, as these cleaners contain wax, as well ascleaning agents.

After thoroughly cleaning, wax the surface with a good grade ofcommercial wax that does not have an acrylic base. The waxwill fill in minor scratches and help prevent further scratching.Apply a thin, even coat of wax and bring it to a high polish byrubbing lightly with a clean, dry, soft, flannel cloth. Do not use apower buffer; the heat generated by the buffing pad may softenthe plastic.

Windshields Glass windshields with antistatic coating should be cleaned asfollows:

1. Wash excessive dirt and other substances from the glasswith clean water.

2. Clean the windshield with mild soap and water or a 50/50solution of isopropyl alcohol and water. Wipe the glass sur-face in a straight rubbing motion with a soft cloth or sponge.Never use any abrasive materials or any strong acids orbases to clean the glass.

3. Rinse the glass thoroughly and dry, but do not apply wax.


Servicing

Polarized Cabin Windows The polarized cabin windows consist of two plastic windowpanels installed with the polarized surfaces facing each other ina sealed assembly. To clean the interior exposed surface of thewindow requires only careful application of the practices forcleaning plastic windows. If it should become necessary toclean the inner surface of the sealed assembly and the insideof the pressure glass, remove the complete window panel.

Cockpit Side Windows (Anti-Fog) The interior surface of cockpit (crew) side windows utilizes an"anti-fog" coating which cannot be cleaned by the methodsspecified for windshields and cabin side windows without dam-aging the anti-fog surface. These windows require special carewhen cleaning is required. The following methods and materi-als have been found to be acceptable in cleaning the anti-fogcoating. The use of other materials may cause loss of anti-fogprotection or obscure vision through the window.

1. The commercial product Windex Glass Cleaner may beused. Shake the bottle well, spray on, remove with a softcloth such as flannel or a plexiwipe cloth using light handpressure.

CAUTION: Do not allow Windex to contact the surfacesof uncoated acrylic windows. Adjacent uncoated win-dows should be papered over or otherwise protected.

2. Commercial liquid detergents such as LUX or JOY dis-solved in warm water may be used to clean the anti-fogcoatings. This solution is applied and rinsed with cleanwater, then wiped dry with a soft cloth or a clean, dampchamois.


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Surface Deice Boot Cleaning The deice boots are made of soft, flexible stock, which may bedamaged if fuel hoses are dragged over the surface of theboots or if ladders and platforms are rested against them. Keepdeice boots free of oil, fuel, paint remover, solvents, and otherinjurious substances. Deice boots should be cleaned regularlywith a mild soap and water solution. Refer to the AMM forcleaning procedures.

Engine Clean the engine with neutral solvent. Spray or brush the fluidover the engine, then wash off with water and allow to dry.

CAUTION: Do not use solutions that may attack rubber orplastic. Protect engine switches, controls and seals; fluidapplied at high pressure can unseat seals, resulting in con-tamination of the sealed systems.

Compressor WashingThere are two types of compressor washing, desalination washand performance recovery wash. The desalination wash is used to remove salt deposits whilethe performance recovery wash is used to remove baked-ondeposits. Refer to the AMM for washing procedures.

External Surface WashingFresh water external washing is recommended when an engineis contaminated with salt or corrosive chemicals such as thosefound in industrial smog.

Engine Surface Salt ContaminationWhen the exterior surface of the engine is contaminated withsalt, it should be washed clean with water prior to flight of theairplane. Demineralized water is not required for this purpose.At no time should an engine be left in a contaminated (salted)condition for any extended period of time (such as overnight).


Servicing

Interior Care Leather or Vinyl Dust occasionally. To remove almost any stain, wash it inaccordance with the following:

1. Use lukewarm water.

2. With Castile, Ivory or any other mild soap, work up a thinlayer of suds on a piece of cheesecloth and apply to thestained area.

3. With a piece of cheesecloth dampened in clean water,remove the soap film.

4. Dry the dampened area with a dry, soft cloth.

CAUTION: The colors of many leathers may only beaccomplished by surface dye processing. The colormay be rubbed off by continuously dragging hard orcoarse material across the leather. While working in thecabin, use protective covers on the leather upholstery.Use only mild detergent with a soft cloth to clean soiledleather.

Fabrics Dust has impurities which affect fabrics. Vacuum fabrics often.Dry cleaning should be done at regular intervals before exces-sive soil has accumulated. The actual cleaning of draperiesand upholstery must be performed by a professional drycleaner. Very few fabrics are washable.

NOTE: Never use saddle soap, furniture polishes, oils, var-nishes, ammonia water, or solvents of any kind.


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Laminate The decorative surface may be readily cleaned with warmwater and mild soap, The use of abrasive or "special" cleansersshould be avoided. Stubborn stains may be removed withorganic solvents or two minutes exposure to a hypocloritebleach such as "Clorox," followed by a clean water rinse.

Toilet ServicingDry Non-FlushingThe dry nonflushing type toilet may be serviced with either adry powder toilet chemical or an appropriately sized plastic bagliner; however, the toilet container should be removed from theairplane, emptied and cleaned after each period of use.

Monogram

1. Open the hinged door on the front of the toilet cabinet.

2. Depress the lock ring of the flush hose guide. Disconnectthe coupling on the right side at the front of the waste con-tainer top.

3. Drain any residue of flush liquid in the hose by partially dis-engaging the plug from the quick disconnect and manipu-lating the hose to assist drainage.

4. Remove the flush hose from the quick disconnect couplingand place the hose in the retaining clip provided on theunderside of the toilet mounting plate.

5. Install the plug attached to the quick disconnect coupling toseal the coupling.

NOTE: During cold weather operation, add an ethylene gly-col base automotive antifreeze to the toilet with a ratio of water to antifreeze similar to that used for an automobile.


Servicing

6. Close the blade valve at the bottom of the toilet bowl bypushing the actuator handle until the valve is fully closed.

7. Press the two Press-Loc fasteners on each side of theblade valve actuator to unlock the waste container.

8. Remove the waste container from the toilet assembly bypulling the recessed carrying handle on top of the wastecontainer.

9. Invert the tank over a commode or other suitable sanitarydisposal station and pull out the blade valve to empty thewaste container contents.

10. Pour approximately two quarts of fresh water into the wastecontainer. Push in on the blade valve and slosh the waterfor a few seconds.

11. Drain the waste container as in step "9".

12. Repeat steps "10" and "11" as required.

13. Service the waste container with two quarts of fresh waterand three ounces of DG-19 chemical; refer to the AMM.Push the blade valve in.

14. Align the waste container and cabinet tracks, then push thewaste container in. Engage the waste container latch.

15. Remove the male plug and connect the quick-disconnectfitting at the waste container.

16. Depress the flush switch and check for correct flushingaction and the absence of leaks. Close the cabinet door.

NOTE: Commercial detergents and disinfectants may be included in the rinse water if desired.

NOTE: If the toilet is to remain inactive for an extended period of time, empty the water chemical solution and thoroughly flush the system with fresh water, then drain the system.


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Alamo

1. Initial charge of the flushing liquid reservoir is approxi-mately two quarts of water mixed with 2 oz. of "Clean-Flush" chemical per each quart of water. The reservoirshould be filled to the line marked "Fill To Here" on the innerwall of the reservoir.

2. To change the flushing liquid, activate the toilet pump byinserting a small object (such as a pencil) into the holemarked "Service Switch". Maintain contact for several sec-onds until the flushing liquid has been pumped into thewaste container.

3. Empty the waste container as per Alamo Waste ContainerServicing (refer to AMM, chapter 38).

4. Clean the toilet assembly inside and out with Lysol spray orequivalent (obtain locally) to provide a disinfected, morehygenic and odor-free toilet.

5. Reinstall the waste container as directed under AlamoWaste Container Servicing (refer to AMM, chapter 38) andrepeat step "1".

6. Close the bowl assembly and press the fastener into place.Stow the hanger bracket and close the upholstered seatassembly onto the toilet assembly.

NOTE: During cold weather operation, add "Clean-Flush" antifreeze to the waste container and the flushing liquid res-ervoir as instructed on the antifreeze container.

NOTE: The flushing liquid needs changing only occa-sionally, depending upon toilet usage, usually once to every 5 to 10 times that the waste container is serviced. If the flushing liquid has been changed recently and appears to have the correct chemical balance, it does not necessarily need changing.


Servicing

Lamp Replacement Guide

Item Number

ExteriorUnderwing Entry Light 4174Ice Inspection Light A7079B-24Landing Lights 4596Beacons Refer to Parts Catalog and

Maintenance ManualTail Floodlight 1982SPTail Navigation Light 4587Wing Navigation Light Refer to Parts Catalog and

Maintenance ManualWing-tip Recognition Light Refer to Parts Catalog and

Maintenance ManualWing-tip High Intensity Light Refer to Parts Catalog and

Maintenance Manual

Passenger CompartmentSpar Cover Light 101-380065-1Cabin Door Handle Lock Light 1864Cabin Sign Light 1202-300Reading Light 1495XStep Light 1864Threshold Light MS25231-313Exit Lights 1450 and 425Cabin Door Hook Observation Light 1873Cabin Indirect Lights Refer to Parts Catalog and

Maintenance Manual

CockpitAll Edge-lighted Placards D158-100-5Fuel Quantity Indicator Light 267Instrument Indirect Lights (under glareshield) 1864

Control Wheel Map Light 1495Overhead Floodlight 303Lights for all other Instruments, Indicators, Annunciators, and Switches 327


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Emergency InformationTable of ContentsEmergency Information. . . . . . . . . . . . . . . . . . . . . . . . . . . 7-3

Pilot Responsibility and Authority . . . . . . . . . . . . . . . . . . . . 7-3

Emergency Conditions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-3

Transponder Emergency Operation. . . . . . . . . . . . . . . . . . . 7-4

Intercept and Escort Procedures . . . . . . . . . . . . . . . . . . . . . 7-4

Search and Rescue . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-5

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-5

National Search and Rescue Plan . . . . . . . . . . . . . . . . . . 7-5

Coastguard Rescue Coordination Centers . . . . . . . . . . . . 7-6

Air Force Rescue Coordination Centers . . . . . . . . . . . . . . 7-6

Emergency and Overdue Aircraft . . . . . . . . . . . . . . . . . . . . 7-7

Survival Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-7

Ground-Air Visual Code for Use by Survivors. . . . . . . . . . 7-8

Ground-Air Visual Code for Use byGround Search Parties . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-9

Observance of Downed Aircraft . . . . . . . . . . . . . . . . . . . . . . 7-9

Obtaining Emergency Assistance . . . . . . . . . . . . . . . . . . . 7-10

Two-way Radio Communications Failure . . . . . . . . . . . . . 7-12

Aircraft Rescue and Fire Fighting Communications . . 7-17

Discrete Emergency Frequency . . . . . . . . . . . . . . . . . . . . 7-17

Radio Call Signs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-17

ARFF Emergency Hand Signals . . . . . . . . . . . . . . . . . . . . 7-18

Air Traffic Control Tower Light Gun Signals . . . . . . . . . 7-19


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Emergency First Aid . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-20

The ABCs of Emergency CPR. . . . . . . . . . . . . . . . . . . . . . 7-20

Heart Attack . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-22

Signals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-22

Actions for Survival . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-22

Choking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-23

Emergency Equipment Record . . . . . . . . . . . . . . . . . . . . . 7-24

Credits: The content of this section is reprinted from the Aero-nautical Information Manual, Change 2, Effective: January 25,2001 (www.faa.gov/ATpubs/AIM/index.htm).


Emergency Information

Emergency InformationPilot Responsibility and AuthorityThe pilot in command of an aircraft is directly responsible forand is the final authority as to the operation of that aircraft. Inan emergency requiring immediate action, the pilot in com-mand may deviate from any rule in 14 CFR Part 91, Subpart A,General, and Subpart B, Flight Rules, to the extent required tomeet that emergency.

• REFERENCE-14 CFR Section 91.3(b).

If the emergency authority of 14 CFR Section 91.3(b) is used todeviate from the provisions of an ATC clearance, the pilot incommand must notify ATC as soon as possible and obtain anamended clearance.

Unless deviation is necessary under the emergency authorityof 14 CFR Section 91.3, pilots of IFR flights experiencing two-way radio communications failure are expected to adhere tothe procedures prescribed under “IFR operations, two-wayradio communications failure”.

• REFERENCE-14 CFR Section 91.185.

Emergency ConditionsAn emergency can be either a distress or urgency condition asdefined in the Pilot/Controller Glossary. Pilots do not hesitate todeclare an emergency when they are faced with distress condi-tions such as fire, mechanical failure, or structural damage.However, some are reluctant to report an urgency conditionwhen they encounter situations which may not be immediatelyperilous, but are potentially catastrophic. An aircraft is in atleast an urgency condition the moment the pilot becomesdoubtful about position, fuel endurance, weather, or any othercondition that could adversely affect flight safety. This is thetime to ask for help, not after the situation has developed into adistress condition.


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Pilots who become apprehensive for their safety for any reasonshould request assistance immediately. Ready and willing helpis available in the form of radio, radar, direction finding stations,and other aircraft. Delay has caused accidents and cost lives.Safety is not a luxury! Take action!

Transponder Emergency OperationWhen a distress or urgency condition is encountered, the pilotof an aircraft with a coded radar beacon transponder, whodesires to alert a ground radar facility, should squawk MODE 3/A, Code7700/Emergency and MODE C altitude reporting andthen immediately establish communications with the ATCfacility.

Radar facilities are equipped so that Code 7700 normally trig-gers an alarm or special indicator at all control positions. Pilotsshould understand that they might not be within a radar cover-age area. Therefore, they should continue squawking Code7700 and establish radio communications as soon as possible.

Intercept and Escort ProceduresThe concept of airborne intercept and escort is based on theSearch and Rescue (SAR) aircraft establishing visual and/orelectronic contact with an aircraft in difficulty, providing in-flightassistance, and escorting it to a safe landing. If bailout, crashlanding or ditching becomes necessary, SAR operations can beconducted without delay. For most incidents, particularly thoseoccurring at night and/or during instrument flight conditions, theavailability of intercept and escort services will depend on theproximity of SAR units with suitable aircraft on alert for immedi-ate dispatch. In limited circumstances, other aircraft flying in thevicinity of an aircraft in difficulty can provide these services.

If specifically requested by a pilot in difficulty or if a distresscondition is declared, SAR coordinators will take steps to inter-cept and escort an aircraft. Steps may be initiated for interceptand escort if an urgency condition is declared and unusual cir-cumstances make such action advisable.



It is the pilot's prerogative to refuse intercept and escort ser-vices. Escort services will normally be provided to the nearestadequate airport. Should the pilot receiving escort servicescontinue on to another location after reaching a safe airport, ordecide not to divert to the nearest safe airport, the escort air-craft is not obligated to continue and further escort is discretion-ary. The decision will depend on the circumstances of theindividual incident.

Search and RescueGeneralSAR is a lifesaving service provided through the combinedefforts of the federal agencies signatory to the National SARPlan, and the agencies responsible for SAR within each state.Operational resources are provided by the U.S. Coast Guard,DOD components, the Civil Air Patrol, the Coast Guard Auxil-iary, state, county and local law enforcement and other publicsafety agencies, and private volunteer organizations. Servicesinclude search for missing aircraft, survival aid, rescue, andemergency medical help for the occupants after an accidentsite is located.

National Search and Rescue PlanBy federal interagency agreement, the National Search andRescue Plan provides for the effective use of all available facili-ties in all types of SAR missions. These facilities include air-craft, vessels, pararescue and ground rescue teams, andemergency radio fixing. Under the Plan, the U.S. Coast Guardis responsible for the coordination of SAR in the MaritimeRegion, and the USAF is responsible in the Inland Region. Tocarry out these responsibilities, the Coast Guard and the AirForce have established Rescue Coordination Centers (RCCs)to direct SAR activities within their regions. For aircraft emer-gencies, distress, and urgency, information normally will bepassed to the appropriate RCC through an ARTCC or FSS.


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Coastguard Rescue Coordination Centers

Air Force Rescue Coordination CentersAir Force Rescue Coordination Center – 48 Contiguous States

Air Command Rescue Coordination Center – Alaska

Joint Rescue Coordination Center – Hawaii

Alameda, CA510-437-3701

Miami, FL305-415-6800

Boston, MA617-223-8555

New York, NY212-668-7055

Cleveland, OH216-902-6117

New Orleans, LA504-589-6225

Honolulu, HI808-541-2500

Portsmouth, VA757-398-6390

Juneau, AK907-463-2000

Seattle, WA206-220-7001

San Juan, PR809-729-6770

Langley AFB, VirginiaTelephone Numbers

Commercial 804-764-8112WATS 800-851-3051DSN 574-8112

Elmendorf AFB, AlaskaTelephone Numbers

Commercial 907-552-5375DSN 317-552-2426

HQ 14th CG DistrictHonolulu

Telephone NumbersCommercial 808-541-2500DSN 448-0301



Emergency and Overdue AircraftARTCCs and FSSs will alert the SAR system when informationis received from any source indicating that an aircraft is in diffi-culty, overdue, or missing.

Radar facilities that provide radar flight following or adviso-ries consider the loss of radar and radios, without servicetermination notice, to be a possible emergency. Pilotsreceiving VFR services from radar facilities should be awarethat SAR may be initiated under these circumstances.

A filed flight plan is the most timely and effective indicatorthat an aircraft is overdue. Flight plan information is invalu-able to SAR forces for planning a search and executingsearch efforts.

Prior to departure on every flight, local or otherwise, someoneat the departure point should be advised of your destinationand route of flight if other than direct. Search efforts are oftenwasted and rescues delayed because of pilots who thought-lessly take off without telling anyone where they are going. Filea flight plan for your safety.According to the National Search and Rescue Plan, “The lifeexpectancy of an injured survivor decreases as much as 80percent during the first 24 hours, while the chances of survivalof uninjured survivors rapidly diminishes after the first 3 days.”An Air Force Review of 325 SAR missions conducted during a23-month period revealed that “Time works against people whoexperience a distress but are not on a flight plan, since 36hours normally pass before family concern initiates an (alert)”.

Survival EquipmentFor flight over uninhabited land areas, it is wise to take and knowhow to use survival equipment for the type of climate and terrain.

If a forced landing occurs at sea, chances of survival are gov-erned by the degree of crew proficiency in emergency proce-dures and by the availability and effectiveness of water survivalequipment.


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Ground-Air Visual Code for Use by Survivors

INSTRUCTIONS1. Lay out symbols by using strips of fabric or parachutes,

pieces of wood, stones, or any available material.

2. Provide as much color contrast as possible between mate-rial used for symbols and background against which sym-bols are exposed.

3. Symbols should be at least 10 feet high or larger. Take careto lay out symbols exactly as shown.

4. In addition to using symbols, make every effort to attractattention by means of radio, flares, smoke, or other avail-able means.

5. On snow covered ground, signals can be made by drag-ging, shoveling or tramping. Depressed areas forming sym-bols will appear black from the air.

6. Pilot should acknowledge message by rocking wings fromside to side.

NO. MESSAGE CODE SYMBOL1 Require assistance V2 Require medical assistance X3 No or Negative N4 Yes or Affirmative Y5 Proceeding in this direction ↑

IF IN DOUBT, USE INTERNATIONAL SYMBOL SOS



Ground-Air Visual Code for Use by Ground Search Parties

Observance of Downed AircraftDetermine if crash is marked with a yellow cross; if so, thecrash has already been reported and identified.

If possible, determine type and number of aircraft and whetherthere is evidence of survivors.

Fix the position of the crash as accurately as possible with ref-erence to a navigational aid. If possible, provide a geographicor physical description of the area to aid ground search parties.

NO. MESSAGE CODE SYMBOL

1 Operation completed. LLL2 We have found all personnel. LL3 We have found only some personnel. ++4 We are not able to confirm.

Returning to base.XX

5 We have divided into two groups.Each proceeding in direction indicated.

6 Information received that aircraft is in this direction.

→ →

7 Nothing found.Will continue search.

NN

NOTE: These visual signals have been accepted for inter-national use and appear in Annex 12 to the Convention on International Civil Aviation.


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Transmit the information to the nearest FAA or other appropri-ate radio facility.

If circumstances permit, orbit the scene to guide in other assist-ing units until their arrival or until you are relieved by anotheraircraft.

Immediately after landing, make a complete report to the near-est FAA facility, or Air Force or Coast Guard Rescue Coordina-tion Center. The report can be made by a long distance collecttelephone call.

Obtaining Emergency AssistanceA pilot in any distress or urgency condition should immediatelytake the following action, not necessarily in the order listed, toobtain assistance:

1. Climb, if possible, for improved communications, and bet-ter radar and direction finding detection. However, it mustbe understood that unauthorized climb or descent underIFR conditions within controlled airspace is prohibited,except as permitted by 14 CFR Section 91.3(b).

2. If equipped with a radar beacon transponder (civil) or IFF/SIF (military):

• Continue squawking assigned MODE A/3 discrete code/VFR code and MODE C altitude encoding when in radio contact with an air traffic facility or other agency providing air traffic services, unless instructed to do otherwise.

• If unable to immediately establish communications with an air traffic facility/agency, squawk MODE A/3, Code 7700/Emergency and MODE C.

3. Transmit a distress or urgency message consisting of asmany as necessary of the following elements, preferablyin the order listed:a. If distress, MAYDAY, MAYDAY, MAYDAY; if urgency,

PAN-PAN, PAN-PAN, PAN-PAN.



b. Name of station addressed.c. Aircraft identification and type.d. Nature of distress or urgency.e. Weather.f. Pilot’s intentions and request.g. Present position, and heading; or if lost, last known

position, time, and heading since that position.h. Altitude or flight level.i. Fuel remaining in minutes.j. Number of people on board.k. Any other useful information.

After establishing radio contact, comply with advice andinstructions received. Cooperate. Do not hesitate to ask ques-tions or clarify instructions when you do not understand or ifyou cannot comply with clearance. Assist the ground station tocontrol communications on the frequency in use. Silence inter-fering radio stations. Do not change frequency or change toanother ground station unless absolutely necessary. If you do,advise the ground station of the new frequency and stationname prior to the change, transmitting in the blind if necessary.If two-way communications cannot be established on the newfrequency, return immediately to the frequency or station wheretwo-way communications last existed.

When in a distress condition with bailout, crash landing orditching imminent, take the following additional actions to assistsearch and rescue units:

Time and circumstances permitting, transmit as many asnecessary of the message elements in page 7-11 subpara-graph 3. above, and any of the following that you think mightbe helpful:

• ELT status.

• Visible landmarks.

• Aircraft color.


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• Number of persons on board.

• Emergency equipment on board.

Actuate your ELT if the installation permits.

For bailout, and for crash landing or ditching if risk of fire is nota consideration, set your radio for continuous transmission.

If it becomes necessary to ditch, make every effort to ditchnear a surface vessel. If time permits, an FAA facility shouldbe able to get the position of the nearest commercial orCoast Guard vessel from a Coast Guard Rescue Coordina-tion Center.

After a crash landing, unless you have good reason tobelieve that you will not be located by search aircraft orground teams, it is best to remain with your aircraft and pre-pare means of signaling search aircraft.

Two-way Radio Communications FailureIt is virtually impossible to provide regulations and proceduresapplicable to all possible situations associated with two-wayradio communications failure. During two-way radio communi-cations failure, when confronted by a situation not covered inthe regulation, pilots are expected to exercise good judgment inwhatever action they elect to take. Should the situation so dic-tate, they should not be reluctant to use the emergency actioncontained in 14 CFR Section 91.3(b).

Whether or not two-way communications failure constitutes anemergency depends on the circumstances; in any event, it is adetermination made by the pilot. 14 CFR Section 91.3(b)authorizes a pilot to deviate from any rule in Subparts A and Bto the extent required to meet an emergency.In the event of two-way radio communications failure, ATC ser-vice will be provided on the assumption that the pilot is operat-ing in accordance with 14 CFR Section 91.185. A pilotexperiencing two-way communications failure should (unlessemergency authority is exercised) comply with 14 CFR Section91.185 quoted below:



General. Unless otherwise authorized by ATC, each pilotwho has two-way radio communications failure when oper-ating under IFR shall comply with the rules of this section.

VFR Conditions. If the failure occurs in VFR conditions, orif VFR conditions are encountered after the failure, eachpilot shall continue the flight under VFR and land as soon aspracticable.

IFR Conditions. If the failure occurs in IFR conditions, or if“VFR conditions” above cannot be complied with, each pilotshall continue the flight according to the following:

Route.By the route assigned in the last ATC clearance received;

If being radar vectored, by the direct route from thepoint of radio failure to the fix, route, or airway speci-fied in the vector clearance;

In the absence of an assigned route, by the route thatATC has advised may be expected in a further clear-ance; or

NOTE: This procedure also applies when two-way radio failure occurs while operating in Class A airspace. The primary objective of this provision in 14 CFR Section 91.185 is to preclude extended IFR operation by these aircraft within the ATC system. Pilots should recognize that operation under these conditions may unnecessarily as well as adversely affect other users of the airspace, since ATC may be required to reroute or delay other users in order to protect the failure aircraft. However, it is not intended that the requirement to “land as soon as practicable” be construed to mean “as soon as possible”. Pilots retain the prerogative of exercising their best judg-ment and are not required to land at an unauthorized air-port, at an airport unsuitable for the type of aircraft flown, or to land only minutes short of their intended destination.


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In the absence of an assigned route or a route thatATC has advised may be expected in a further clear-ance, by the route filed in the flight plan.

Altitude. At the HIGHEST of the following altitudes or flightlevels FOR THE ROUTE SEGMENT BEING FLOWN:

The altitude or flight level assigned in the last ATCclearance received;The minimum altitude (converted, if appropriate, tominimum flight level as prescribed in 14 CFR Section91.121(c)) for IFR operations; orThe altitude or flight level that ATC has advised maybe expected in a further clearance.

NOTE: The intent of the rule is that a pilot who has experienced two-way radio failure should select the appropriate altitude for the particular route segment being flown and make the necessary altitude adjustments for subsequent route segments. If the pilot received an “expect further clearance" con-taining a higher altitude to expect at a specified time or fix, maintain the highest of the following alti-tudes until that time/fix:(1) the last assigned altitude; or(2) the minimum altitude/flight level for IFR operations.

Upon reaching the time/fix specified, the pilot should commence climbing to the altitude advised to expect. If the radio failure occurs after the time/fix specified, the altitude to be expected is not applicable and the pilot should maintain an altitude consistent with l or 2 above. If the pilot receives an "expect further clearance" containing a lower alti-tude, the pilot should maintain the highest of l or 2 above until that time/fix specified in subparagraph “Leave clearance limit”, below.



Leave Clearance Limit.When the clearance limit is a fix from which anapproach begins, commence descent or descent andapproach as close as possible to the expect furtherclearance time if one has been received, or if one hasnot been received, as close as possible to the Esti-mated Time of Arrival (ETA) as calculated from thefiled or amended (with ATC) Estimated Time en Route(ETE).

If the clearance limit is not a fix from which anapproach begins, leave the clearance limit at theexpect further clearance time if one has beenreceived, or if none has been received, upon arrivalover the clearance limit, and proceed to a fix fromwhich an approach begins and commence descent ordescent and approach as close as possible to theEstimated Time of Arrival as calculated from the filedor amended (with ATC) Estimated Time en Route.

Transponder Operation During Two-wayCommunications Failure.

If an aircraft with a coded radar beacon transponderexperiences a loss of two-way radio capability, the pilotshould adjust the transponder to reply on MODE A/3,Code 7600.

The pilot should understand that the aircraft may not bein an area of radar coverage.

Reestablishing Radio Contact.In addition to monitoring the NAVAID voice feature, thepilot should attempt to reestablish communications byattempting contact:

On the previously assigned frequency, or

With an FSS or ARINC1.


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If communications are established with an FSS orARINC, the pilot should advise that radio communica-tions on the previously assigned frequency have beenlost giving the aircraft's position, altitude, and lastassigned frequency and then request further clearancefrom the controlling facility. The preceding does not pre-clude the use of 121.5 MHz. There is no priority on whichaction should be attempted first. If the capability exists,do all at the same time.



Aircraft Rescue and Fire Fighting CommunicationsDiscrete Emergency FrequencyDirect contact between an emergency aircraft flight crew, Air-craft Rescue and Fire Fighting Incident Commander (ARFF IC),and the Airport Traffic Control Tower (ATCT) is possible on anaeronautical radio frequency (Discrete Emergency Frequency[DEF]) designated by Air Traffic Control (ATC) from the opera-tional frequencies assigned to that facility.

Emergency aircraft at airports without an ATCT (or when theATCT is closed) may contact the ARFF IC (if ARFF service isprovided), on the Common Traffic Advisory Frequency (CTAF)published for the airport or the civil emergency frequency 121.5MHz.

Radio Call SignsPreferred radio call sign for the ARFF IC is “(location/facility)Command” when communicating with the flight crew and theFAA ATCT.

EXAMPLE:LAX Command.Washington Command.


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ARFF Emergency Hand Signals



Air Traffic Control Tower Light Gun Signals

Colorand Type of

Signal

Movement of Vehicles,

Equipment and Personnel

Aircrafton the Ground

Aircraftin

Flight

Steady green Cleared to cross, proceed or go

Cleared for takeoff

Cleared to land

Flashing green Not applicable Cleared for taxi Return for landing (to be followed by steady green at the proper time)

Steady red STOP STOP Give way to other aircraft and continue circling

Flashing red Clear the taxiway/runway

Taxi clear of the runway in use

Airport unsafe, do not land

Flashing white Return to starting point on airport

Return to starting point on airport

Not applicable

Alternating red and green

Exercise extreme caution




Reproduced with permission. © MedAire, Inc.

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Emergency First AidThe ABCs of Emergency CPREstablish victim’s unresponsiveness.Gently shake victim and shout, “Are you all right?”

Airway• Open airway: lift chin, tilt head. (With neck injury, lift chin but

do not tilt head.)• Look for chest movement.• Listen for sound of breathing.• Feel for breath on your cheek.

Breathing• Head tilt position – pinch victim’s nose shut while lifting chin

with your other hand.• Give two full breaths while maintaining airtight seal with your

mouth over the victim’s mouth.

CirculationLocate carotid artery pulse; hold 10 seconds. If no pulse:• Begin external chest compressions by locating hand posi-

tion two fingers above notch and placing heel of hand on breastbone.

• Perform 15 compressions of 1½ to 2 inches at a rate of 80 to 100 compressions per minute. (Count, “One and two and three and...,” etc.) Come up smoothly, keeping hand contact with victim’s chest at all times.

• Repeat the cycle of two breaths, 15 compressions, until victim’s pulse and breathing return. If only the pulse is present, con-tinue rescue breathing until medical assistance is available.

NOTE: A pocket mask can be used instead, but proper head position and airtight seal must be maintained.




B3CRH-EM001in

Airway

Breathing

Circulatio



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Heart AttackSignals• Pressure, squeezing, fullness, or pain in center of chest

behind breastbone.

• Sweating.

• Nausea.

• Shortness of breath.

• Feeling of weakness.

Actions for Survival• Recognize signals.

• Stop activity and lie or sit down.

• Provide oxygen if available.

• If signals persist longer than two minutes, get victim to medical assistance.




ChokingIf victim can cough or speak:• Encourage continued coughing.

• Provide oxygen if available.

If victim cannot cough or speak:• Perform Heimlich maneuver (abdominal thrusts):

1. Stand behind victim; wrap arms around victim’s waist.

2. Place fist of one hand (knuckles up) in upper abdomen*.

3. Grasp fist with opposite hand.

4. Press fist into upper abdomen* with quick, inward andupward thrusts.

5. Perform maneuver until foreign body is expelled.

• Provide supplemental oxygen if available.

* If victim is pregnant or obese, perform chest thrustsinstead of abdominal thrusts.

B3CRH-EM002i



Emergency Equipment RecordEmergency Equipment Location Date Last

Serviced

First Aid Kit

Fire Extinguisher(s)

Fire Axe

Life Raft

Life Vests

TherapeuticOxygen

OverwaterSurvival Kit

Other


Conversion TablesTable of ContentsDistance Conversion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-3

Meters/Feet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-3

Statute Miles/Kilometers/Nautical Miles. . . . . . . . . . . . . . . . 8-4

Kilometers/Nautical Miles/Statute Miles. . . . . . . . . . . . . . . . 8-5

Weight Conversion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-6

Fuel Weight to Volume Conversion . . . . . . . . . . . . . . . . . 8-7

Volume Conversion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-8

Temperature Conversion. . . . . . . . . . . . . . . . . . . . . . . . . . 8-9

International Standard Atmosphere (ISA) . . . . . . . . . . . 8-10

Altimeter Setting Conversion . . . . . . . . . . . . . . . . . . . . . 8-11

Cabin Altitude . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-12


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Conversion Tables

Distance ConversionMeters/Feet

Meters Feet Meters Feet0.3048 1 3.29080.61 2 6.580.91 3 9.871.22 4 13.161.52 5 16.451.83 6 19.742.13 7 23.042.44 8 26.332.74 9 29.623.1 10 32.96.1 20 65.89.1 30 98.7

12.2 40 131.615.2 50 165.518.3 60 197.421.3 70 230.424.4 80 263.327.4 90 296.231 100 32961 200 65891 300 987

122 400 1316152 500 1645183 600 1974213 700 2304244 800 2633274 900 2962305 1000 3291


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Statute Miles/Kilometers/Nautical Miles

Statute Miles Kilometers Nautical Miles0.62137 1 0.539961.24 2 1.081.86 3 1.622.49 4 2.163.11 5 2.703.73 6 3.244.35 7 3.784.97 8 4.325.59 9 4.866.21 10 5.40

12.43 20 10.8018.64 30 16.2024.85 40 21.6031.07 50 27.0037.28 60 32.4043.50 70 37.8049.71 80 43.2055.92 90 48.6062.14 100 54.00

124.27 200 107.99186.41 300 161.99248.55 400 215.98310.69 500 269.98372.82 600 323.98434.96 700 377.97497.10 800 431.97559.23 900 485.96621.37 1000 539.96


Conversion Tables

Kilometers/Nautical Miles/Statute Miles

Kilometers Nautical Miles Statute Miles1.8520 1 1.15083.70 2 2.305.56 3 3.457.41 4 4.609.26 5 5.75

11.11 6 6.9012.96 7 8.0614.82 8 9.2116.67 9 10.3618.52 10 11.5137.04 20 23.0255.56 30 34.5274.08 40 46.0392.60 50 57.54

111.12 60 69.05129.64 70 80.56148.16 80 92.06166.68 90 103.57185.20 100 115.08370.40 200 230.16555.60 300 345.24740.80 400 460.32926.00 500 575.40

1111.20 600 690.481296.40 700 805.561481.60 800 920.641666.80 900 1035.721852.00 1000 1150.80


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Weight Conversionlb/kg

lb kg lb kg2.2046 1 0.45364.40 2 0.916.61 3 1.368.82 4 1.81

11.02 5 2.2713.23 6 2.7215.43 7 3.1817.64 8 3.6319.84 9 4.0822.0 10 4.544.1 20 9.166.1 30 13.688.2 40 18.1

110.2 50 22.7132.3 60 27.2154.3 70 31.8176.4 80 36.3198.4 90 40.8220 100 45441 200 91661 300 136882 400 181

1102 500 2271323 600 2721543 700 3181764 800 3631984 900 4082205 1000 454


Conversion Tables

Fuel Weight to Volume ConversionUS Gal/lb; Liter/lb; Liter/kg

TURBINE FUEL Volume/Weight(up to 5 lb variation per 100 gallons due to fuel grade and temperature)

USGal lb US

Gal lb Ltr lb Ltr lb Ltr kg Ltr kg

0.15 1 6.7 0.57 1 1.8 1.25 1 0.80.30 2 13.4 1.14 2 3.6 2.50 2 1.60.45 3 20.1 1.71 3 5.4 3.75 3 2.40.60 4 26.8 2.28 4 7.2 5.00 4 3.20.75 5 33.5 2.85 5 9.0 6.25 5 4.00.90 6 40.2 3.42 6 10.8 7.50 6 4.81.05 7 46.9 3.99 7 12.6 8.75 7 5.61.20 8 53.6 4.56 8 14.4 10.00 8 6.41.35 9 60.3 5.13 9 16.2 11.25 9 7.21.5 10 67 5.7 10 18 12.5 10 83.0 20 134 11.4 20 36 25.0 20 164.5 30 201 17.1 30 54 37.5 30 246.0 40 268 22.8 40 72 50.0 40 327.5 50 335 28.5 50 90 62.5 50 409.0 60 402 34.2 60 108 75.0 60 48

10.5 70 469 39.9 70 126 87.5 70 5612.0 80 536 45.6 80 144 100.0 80 6413.5 90 603 51.3 90 162 113.5 90 7215 100 670 57 100 180 125 100 8030 200 1340 114 200 360 250 200 16045 300 2010 171 300 540 375 300 24060 400 2680 228 400 720 500 400 32075 500 3350 285 500 900 625 500 40090 600 4020 342 600 1080 750 600 480

105 700 4690 399 700 1260 875 700 560120 800 5360 456 800 1440 1000 800 640135 900 6030 513 900 1620 1125 900 720150 1000 6700 570 1000 1800 1250 1000 800


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Volume ConversionImp Gal/US Gal; US Gal/Liter; Imp Gal/Liter

Imp Gal

US Gal

Imp Gal

USGal

USGal Ltr US

Gal Ltr Imp Gal Ltr Imp

Gal Ltr

0.83267 1 1.2010 0.26418 1 3.7853 0.21997 1 4.5460

1.67 2 2.40 0.52 2 7.57 0.44 2 9.09

2.49 3 3.60 0.79 3 11.35 0.66 3 13.64

3.33 4 4.80 1.06 4 15.14 0.88 4 18.18

4.16 5 6.01 1.32 5 18.92 1.10 5 23.73

5.00 6 7.21 1.59 6 22.71 1.32 6 27.28

5.83 7 8.41 1.85 7 26.50 1.54 7 31.82

6.66 8 9.61 2.11 8 30.28 1.76 8 36.37

7.49 9 10.81 2.38 9 34.07 1.98 9 40.91

8.3 10 12.0 2.6 10 37.9 2.2 10 45.6

16.7 20 24.0 5.3 20 75.7 4.4 20 91.0

24.9 30 36.0 7.9 30 113.5 6.6 30 136.4

33.3 40 48.0 10.6 40 151.4 8.8 40 181.8

41.6 50 60.1 13.2 50 189.2 11.0 50 227.3

50.0 60 72.1 15.9 60 227.1 13.2 60 272.8

58.3 70 84.1 18.5 70 265.0 15.4 70 318.2

66.6 80 96.1 21.1 80 302.8 17.6 80 363.7

74.9 90 108.1 23.8 90 340.7 19.8 90 409.1

83 100 120 26.4 100 379 22 100 455

167 200 240 53 200 757 44 200 909

249 300 360 79 300 1136 66 300 1364

333 400 480 106 400 1514 88 400 1818

416 500 601 132 500 1893 110 500 2273

500 600 721 159 600 2271 132 600 2728

583 700 841 185 700 2650 154 700 3182

666 800 961 211 800 3028 176 800 3637

749 900 1081 238 900 3407 198 900 4091

833 1000 1201 264 1000 3785 220 1000 4546


Conversion Tables

Temperature ConversionCelsius/Fahrenheit

°C °F °C °F °C °F °C °F °C °F-54 -65 -32 -26 -10 14 12 54 34 93-53 -63 -31 -24 -9 16 13 55 35 95-52 -62 -30 -22 -8 18 14 57 36 97-51 -60 -29 -20 -7 19 15 59 37 99-50 -58 -28 -18 -6 21 16 61 38 100-49 -56 -27 -17 -5 23 17 63 39 102-48 -54 -26 -15 -4 25 18 64 40 104-47 -53 -25 -13 -3 27 19 66 41 106-46 -51 -24 -11 -2 28 20 68 42 108-45 -49 -23 -9 -1 30 21 70 43 109-44 -47 -22 -8 0 32 22 72 44 111-43 -45 -21 -6 1 34 23 73 45 113-42 -44 -20 -4 2 36 24 75 46 115-41 -42 -19 -2 3 37 25 77 47 117-40 -40 -18 0 4 39 26 79 48 118-39 -38 -17 1 5 41 27 81 49 120-38 -36 -16 3 6 43 28 82 50 122-37 -35 -15 5 7 45 29 84 51 124-36 -33 -14 7 8 46 30 86 52 126-35 -31 -13 9 9 48 31 88 53 127-34 -29 -12 10 10 50 32 90 54 129-33 -27 -11 12 11 52 33 91 55 131


CAE SimuFlite

International StandardAtmosphere (ISA)Altitude/Temperature

Altitude (ft)

ISA (°C)

Altitude (ft)

ISA (°C)

Altitude (ft)

ISA (°C)

Altitude (ft)

ISA (°C)

SL 15.0 11,000 -6.8 22,000 -28.5 33,000 -50.31,000 13.0 12,000 -8.8 23,000 -30.5 34,000 -52.32,000 11.0 13,000 -10.7 24,000 -32.5 35,000 -54.23,000 9.1 14,000 -12.7 25,000 -34.5 36,000 -56.24,000 7.1 15,000 -14.7 26,000 -36.5 37,000 -56.55,000 5.1 16,000 -16.7 27,000 -38.4 38,000 -56.56,000 3.1 17,000 -18.7 28,000 -40.4 39,000 -56.57,000 1.1 18,000 -20.6 29,000 -42.4 40,000 -56.58,000 -0.8 19,000 -22.6 30,000 -44.4 41,000 -56.59,000 -2.8 20,000 -24.6 31,000 -46.3 42,000 -56.5

10,000 -4.8 21,000 -26.6 32,000 -48.3 43,000 -56.5


Conversion Tables

Altimeter Setting ConversionHectopascals or Millibars/Inches of Mercury1 hectopascal = 1 millibar = 0.02953 inch of mercury

Hectopascals or Millibars

0 1 2 3 4 5 6 7 8 9

Inches of Mercury

880 25.99 26.02 26.05 26.07 26.10 26.13 26.16 26.19 26.22 26.25

890 26.28 26.31 26.34 26.37 26.40 26.43 26.46 26.49 26.52 26.55

900 26.58 26.61 26.64 26.67 26.70 26.72 26.75 26.78 26.81 26.84

910 26.87 26.90 26.93 26.96 26.99 27.02 27.05 27.08 27.11 27.14

920 27.17 27.20 27.23 27.26 27.29 27.32 27.34 27.37 27.40 27.43

930 27.46 27.49 27.52 27.55 27.58 27.61 27.64 27.67 27.70 27.73

940 27.76 27.79 27.82 27.85 27.88 27.91 27.94 27.96 27.99 28.02

950 28.05 28.08 28.11 28.14 28.17 28.20 28.23 28.26 28.29 28.32

960 28.35 28.38 28.41 28.44 28.47 28.50 28.53 28.56 28.58 28.61

970 28.64 28.67 28.70 28.73 28.76 28.79 28.82 28.85 28.88 28.91

980 28.94 28.97 29.00 29.03 29.06 29.09 29.12 29.15 29.18 29.21

990 29.23 29.26 29.29 29.32 29.35 29.38 29.41 29.44 29.47 29.50

1000 29.53 29.56 29.59 29.62 29.65 29.68 29.71 29.74 29.77 29.80

1010 29.83 29.85 29.88 29.91 29.94 29.97 30.00 30.03 30.06 30.09

1020 30.12 30.15 30.18 30.21 30.24 30.27 30.30 30.33 30.36 30.39

1030 30.42 30.45 30.47 30.50 30.53 30.56 30.59 30.62 30.65 30.68

1040 30.71 30.74 30.77 30.80 30.83 30.86 30.89 30.92 30.95 30.98

1050 31.01 31.04 31.07 31.10 31.12 31.15 31.18 31.21 31.24 31.27


CAE SimuFlite

Cabin Altitude

CABIN ALTITUDE – 1,000 FT

CABIN DIFFERENTIAL PRESSURE – PSI

AIR

PLA

NE

ALT

ITU

DE

– 1

,000 F

T

0 5 10 15 20 25 30 35 40 45

45

40

35

30

25

20

15

10

5

ST

10 9 8 7 6 5 4 0123

B3C

RH

-CO

NV

001I