King Air 350i Maneuvers Procedures

PILOT TRAINING MANUAL KING AIR 350I

MANEUVERS AND PROCEDURES

F

light Proles are designed as a guideline. Power settings are recommended and subject to change based upon actual conditions (i.e. aircraft weight, pressure altitude, icing conditions, and temperature). Airspeeds may be adjusted depending upon ATC ATC specic instructions, trafc ows, high density airports, and other factors. The following ight proles work for FlyRight’s simulator and are offered only as a guideline. In addition to maintenance inspections and preight information required by FAR Part 91, a complete, careful preight inspection is imperative. Each airplane has a checklist for the preight inspection which must be followed. USE THE CHECKLIST. CHECKLIST. Pilots should refer to AFM/POH section 10, Safety Information, for detailed safety guidelines.

For Training Purposes Only Revision: Original - July 10, 2013

18-1

AS-18 Maneuvers and Procedures Procedures


NORMAL TAKEOFF

Climb-out 1. Accelerate to airspeed - 170 KIAS 2. Climb Checklist complete

Area Dep art ur e/Clim b Profle 1. 170 KIAS to 10,000’ 2. 160 KIAS 10,000’ to 15,000’ 3. 150 KIAS 15,000’ to 20,000’ 4. 140 KIAS 20,000’ to 25,000’ 5. 130 KIAS 25,000’ to 30,000’ 6. 120 KIAS 30,000’ to 35,000’

Cruise 1. Accelerate to cruise speed 2. Set cruise speed power 3. Complete cruise checklist

VYSE or Above 1. Flaps - up 2. YAW DAMP - on 3. Climb power - set

Takeoff 1. Rotate at V R to Approx. 10° nose nose up 2. Establish positive rate of climb 3. Landing gear - up 4. Landing/taxi lights - off 5. Airspeed - V2 until clear of obstacles Takeoff Roll 1. Observe Torque and ITT limits

In Position 1. Brakes - Hold 2. Set static takeoff power 3. Props - 1,700 RPM 4. Autofeather annunciators on 5. Brakes - release Before Takeoff 1. Checklist completed 2. Takeoff brieng completed 3. Conrm V 1, VR, and V2

For Training Purposes Only Revision: 1 - July 31, 2013

18-2



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

1500’ AGL 1. Complete Engine Failure Checklist Clean Up Items 2. Land as soon as practical Climb 1.VYSE (blue line) 2. Approximately Approximately 9° - 10° pitch 400’ AGL (Clear of Obstacles) 1. Reduce pitch to 5° pitch to accelerate to V YSE (blue line) 2. VYSE - Flaps up

Engine loss 1. VR speed - Rotate to approximately 10° pitch altitude 2. Landing gear - Up 3. Airspeed - Maintain V 2 to 400’ AGL 4. Propeller (inoperative engine) - verify feathered

Takeoff Roll 1. Observe torque and ITT limits

Before Takeoff 1. Checklist completed 2. Takeoff brieng completed 3. Conrm V 1, VR, and V2


In Position 1. Brakes - Hold 2. Set static takeoff power 3. Props - 1,700 RPM 4. Autofeather annunciators on 5. Brakes - release

Takeoff 1. Rotate at V R to Approx. 10° nose up 2. Establish positive rate of climb 3. Landing gear - up 4. Landing/taxi lights - off 5. Airspeed - V 2 at 35,000’

NOTE Do not retard failed engine power lever until the auto-feather system has completely stopped propeller rotation.

18-3



ENGINE FAILURE DURING TAKEOFF (AT OR BELOW V1) - TAKEOFF ABORTED

Clear of Runway 1.Complete After Landing Checklist Emergency or Malfuncti Malfuncti on at or Below V1 1. Recognize reason for rejecting takeoff 2. Power levers - Ground ne 3. Braking - Max or as required. 4. Maintain runway heading Takeoff Roll 1. Observe torque and ITT limits

In Position 1. Brakes - Hold 2. Set static takeoff power 3. Props - 1,700 RPM 4. Autofeather annunciators on 5. Brakes - release Before Takeoff 1. Checklist completed 2. Takeoff brieng completed 3. Conrm V 1, VR, and V 2


18-4



STALL RECOVERY PROCEDURE Evidence exists that some pilots are failing to avoid conditions that may lead to a stall, or failing to recognize the insidious onset of an approach-to-stall during routine operations in both manual and automatic ight. Evidence also exists that some pilots may not have the required skills or training to respond appropriately to an unexpected stall or stick pusher event. Stall training should always emphasize reduction of Angle of Attack (AOA) as the most important response when confronted with any stall event. The stall recovery procedures were developed from Advisory Circular 120-109 utilizing the Stall Recovery Template. The instructor or evaluator will be responsible for the entry set up of the aircraft. Your training at FlyRight will emphasize the proper recovery and not the entry set up. When possible the instructor will utilize a training scenario for all stall recovery training.


18-5



STALL RECOVERY - LANDING CONFIGURATION

At Fi rs t Sig n of Impen di ng Stall : 1. Autopilot Disconnect 2. Nose down pitch control until stall warning is eliminated. 3. Nose down pitch trim as required. 4. Roll wings level. 5. Power as required. 6. Return to the desired ightpath.

When Normal Flightpath Established: 1. Power - Max allowable 2. Airspeed - Maintain VREF (when clear of obstacles, establish a normal climb) 3. Flaps- At V REF + 10 KTS approach. 4. Positive climb - landing gear up 5. VYSE - Flaps up

Horn or Buffet


18-6



STALL RECOVERY - EN ROUTE CONFIGURATION

At Fi rs t Sig n o f Imp endi ng St all : 1. Autopilot Disconnect 2. Nose down pitch control until stall warning is eliminated. 3. Nose down pitch trim as required. 4. Roll wings level. 5. Power as required. 6. Return to the desired ightpath.

When Normal Flightpath Established: 1. Set power - As required 2. Notify ATC 3. Return to assigned altitude.

Horn or Buffet


18-7



STALL RECOVERY - TAKEOFF CONFIGURATION

At Fi rs t Sig n of Impen di ng Stall : 1. Autopilot Disconnect 2. Nose down pitch control until stall warning is eliminated. 3. Nose down pitch trim as required. 4. Roll wings level. 5. Power as required. 6. Return to the desired ightpath.

When Normal Flightpath Established: 1. Set power - As required 2. Notify ATC 3. Return to assigned heading and/or course 4. Return to assigned altitude.

Horn or Buffet


18-8



VISUAL APPROACH AND LANDING

Abeam Touch do wn Point 1. Gear - Down 2. Before Landing Checklist - Complete

Downwind 1. Flaps - Approach 2. Airspeed - 160 KIAS

Arr iv al 1. Torque - Approx 30% 2. 160 KIAS (Typical) 3. Start Before Landing Checklist

Initial 1. Obtain ATIS 2. Descent Checklist - Complete

Landing 1. Ground ne or reverse 2. Brakes - As required

Base 1.Airspeed - 130 KIAS (min rec) Final 1. Airspeed - 130 KIAS When landing assured: 2. Flaps - Down 3. YAW DAMP - Off 4. Props - Full forward


18-9

Threshold 1. Gear - Recheck down 2. Airspeed - VREF - Idle 3. Power -



FLAPS 0° APPROACH

Ab eam Touc hd own Point 1. Gear - Down 2. Flaps Up Landing Checklist Complete up to landing assured

Downwind 1. Flaps - Up (inoperative) 2. Start Flaps Up Landing Checklist 3. Compute aps up approach speed and landing distance 4. Airspeed VREF + 20 KTS

Ar ri val 1. Torque - Approx 30% 2. 160 KIAS (Typical)



Base 1.Airpeed - VREF + 20 KTS Final 1. Airspeed - V REF + 20 KTS When Landing Assured: 2. Transition to aps up approach speed VREF + 20 KT 3. YAW DAMP - Off 4. Props - Conrm full forward


18-10

Threshold 1. Gear - Recheck down 2. Airspeed - Flaps up approach speedVREF +20 KT - Idle 3. Power -



SINGLE ENGINE VISUAL APPROACH APPROACH AND LANDING

Downwind 1. Flaps - Approach 2. Airspeed - 140 KIAS Abeam Touch do wn Point 1. Gear - Down 2. Prop - Full forward

Arr iv al 1. Torque - Approx 80% 2. 160 KIAS (Typical) 3. Start One-EngineInoperative Approach and Landing Checklist


Base 1. Airspeed VREF + 15KT

Final 1. Airspeed - V REF + 15KT When Whe n it is certa certain in there is no possibility of go-around: 2. Flaps - Down 3. Airspeed - V REF 4. YAW DAMP - Off 5. One-Engine-Inoperat One-Engine-Inoperative ive Approach and Landing Checklist - Complete Complete


Landing 1. Ground ne or reverse 2. Brakes - As required Threshold 1. Gear - Recheck down 2. Airspeed - V REF 3. Power-Idle

18-11

WARNING Do not use reverse thrust with one engine inoperative. Care must be exercised when using single-engine ground fne on surfaces with reduced traction.



ILS APPROACH

Initial 1.Obtain ATIS 2. Brief approach and missed approach 3. FMS/NAV aids - Set up/identify 4. Descent Checklist Complete

Ap pr oach Inbound 1.Flaps - Approach 2. Airspeed 130 KIAS 3. Reset altitude preselect to M.A.P.. Altitude M.A.P Altitu de

Ap pr oach in g Gli de Slope 1. Gear - Down 2. Props - Full Forward 3.Complete Before Landing Checklist Glide Slope Intercept 1.Torque - 20% - 30% 2. 130 KIAS (VYSE MIN)

Arr iv al 1. Torque - 30% 2. 160 KIAS (Typical) 3. FD - As desired 4. Start Before Landing Checklist

DH-Visual DHVisual and Landin g Ass ur ed 1. Flaps - Down 2. Transition to V REF 3. YAW DAMP - Off Threshold 1. Gear - Recheck down 2. Airspeed - V REF 3. Power - Idle



18-12



NON-PRECISION APPROACH

Procedure Turn Turn Inbou nd 1. FD - As desired 2. Reset altitude preselect Procedure Turn Turn Outbou nd 1. Start timing 2. Flaps - approach 3. Airspeed - 130 KIAS

Initial 1. Obtain ATIS 2. Brief approach and missed approach 3. FMS/NAV aids Setup/Ident 4. Descent Checklist complete

Arr iv al 1.Torque - 30% 2.Airspeed - 160 KIAS (typical) 3. FD - as desired 4. Start Before Landing Checklist

Station Passage 1. Start timing 2. Set altitude preselect

Intercept Final Ap pr oac h 1. Course inbound Ap pr oach Inbo un d 1. Reset altitude preselect to approach minimums 2. Gear - down 3. Props - full forward Final Approach Fix 1. Start timing 2. Gear - Conrm down 3. Torque - approx. 15% 4. Complete Before Landing Checklist 5. Airspeed - 130 KIAS



Threshold 1. Gear - recheck down 2. Airspeed - V REF 3. Power - Idle

Map-Landing As sured Map-Landing 1. Flaps down 2. Transition to VREF 3. YAW DAMP - off 4. Props - Conrm full forward

18-13

Minimum Descent Altitude (MDA) 1. Level off at MDA, at least 1 mile prior to map, if possible 2. Torque - 40% 3. Airspeed - 130 KIAS



CIRCLING APPROACH - BASIC

Minimum Descent Altitude (MDA) 1. Level off at MDA at least 1 mile prior to MAP, if possible 2. Torque - 40% 3. 130 KIAS 4. Maneuver within visibility criteria 5. Maintain MDA

Final 1. 130 KIAS

Ar ri val 1. Plan circling maneuver 2. Follow normal approach procedures to MDA

Threshold 1. Gear - Recheck down 2. Airspeed - VREF 3. Power-idle

When landing assured: 2. Flaps - down 3. Transition to VREF 4. YAW DAMP - off 5. Props - Full forward

Map and and During Circl ing Maneuver 1. Determine that visual contact with the runway can be maintained and a normal landing can be made from a circling approach, or initiate a missed approach 2. Maintain MDA during circling maneuver

Base 1. Commence descent from a point where a normal landing can be made


18-14



BALKED LANDING

Balked Landing 1. Power - Max allowable 2. Airspeed - Maintain V REF when clear of obstacles, establish normal climb.


18-15

Balked Landing 3. Flaps - At VREF + 10 KTSapproach 4. Positive Climb - Gear up 5. At VYSE - Flaps up



EMERGENCY DESCENT

Emergency Descent 1. Power - Idle 2. Props - Full Forward 3. Flaps (202 KTS max) Approach 4. Gear (184 KTS max) - Down 4. Airspeed - 184 KTS Max


18-16



SINGLE ENGINE ILS APPROACH

Initial 1.Obtain ATIS 2. Brief approach and missed approach 3. FMS/NAV aids - Set up/ident 4. Descent Checklist Complete

Ar ri val 1. Torque - 30% 2. 140 KIAS (Typical) 3. FD - As desired 4. Start Before Landing Checklist

App ro ach Inbound 1.Flaps - Approach 2. Airspeed VREF + 15 KTS 3. Reset altitude preselect to M.A.P.. Altitude M.A.P Altitu de

App ro ach in g Gl id e Slope 1. Gear - Down 2. Props - Full Forward 3.Complete One EngineInoperative Approach and Landing Checklist Glide Slope Intercept 1.Torque - 20% - 30% 2. VREF + 15 KTS DH-Visual and Landing Assured 1. Flaps - Down 2. Transition to V REF 3. YAW DAMP - Off

Threshold 1. Gear - Recheck down 2. Airspeed - V REF 3. Power - idle



18-17



SINGLE ENGINE NON-PRECISION APPROACH

Procedure Turn Turn Outbo und 1. Start timing 2. Flaps - approach 3. Airspeed - 130 KIAS Initial 1. Obtain ATIS 2. Brief approach and missed approach 3. FMS/NAV aids Setup/Ident 4. Descent Checklist complete

Ar ri val 1.Torque - 30% 2. Airspeed - 160 KIAS (typical) 3. FD - as desired 4. Start One Engine-Inoperative Approach and Landing Checklist

Procedure Turn Turn Inbou nd 1. FD - As desired 2. Reset altitude preselect

Station Passage 1. Start timing 2. Set altitude preselect

Intercept Final Ap pr oach 1. Course inbound App ro ach In bo un d 1. Reset altitude preselect to approach minimums 2. Gear - down 3. Props - full forward Final Approach Fix 1. Start timing 2. Gear - Conrm down 3. Torque - approx. 15% 4. Complete One EngineInoperative Approach and Landing Checklist 5. Airspeed - 130 KIAS

Landing 1. Ground ne or reverse 2. Brakes - As Necessary


Threshold 1. Gear - recheck down 2. Airspeed - VREF 3. Power - Idle

Map-Landing Assured Map-Landing 1. Flaps down 2. Transition to VREF 3. YAW DAMP - off 4. Props-Conrm full forward

18-18

Minimum Descent Altitude (MDA) 1. Level off at MDA, at least 1 mile prior to map, if possible 2. Torque - 40% 3. Airspeed - 130 KIAS



STEEP TURNS

Bank-Smoothly Roll to 45° 45 ° 1. Altitude - Maintain 2. Torque - Increase 5% 3. Trim - As desired 4. Pitch - Increase to approx. 3° 5. Airspeed - Maintain

Lead roll-out to Assigned Headings Headings by Approximately 15° 15 ° 1. Wings - Smooth roll level 2. Torque - Decrease 5% 3. Trim - As required 4. Pitch - As required 5. Airspeed - Maintain

2

1

Clean Confguration Airpseed - 180 KIAS KIAS Torque - 40% Altitude - Level

4

3

1. Altitude - Maintain 2. Speed - Maintain 3. Attitude - Maintain

This maneuver may be used for a 180 180 ° or 360° 360° turn, and may be follo wed by a reversal. The PM may assist as directed by the PF Tolerances: • Speed ± 10 KIAS • Altitude ± 100 FT • Bank ± 5° • Heading ± 10°


18-19



MANEUVERS

PRACTICE DEMONSTRATION OF V MCA VMCA demonstration

may be required for multi-engine pilot certication. The following following procedure shall be used at a safe altitude of at least 5,000 feet above the ground in clear air only. WARNING IN-FLIGHT ENGINE CUTS BELOW VSSE Airspeed OF 104 KNOTS ARE PROHIBITED.

1.

Landing Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Up La Up

2.

Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Up Up

3.

Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Above 104 KIAS (V SSE)

4.

Propeller Levers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Hi H igh RPM

5.

Torque Lever (Simulated Inoperative Engine) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Idle

6.

Torque Lever (other engine). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Maximum Allowable

7.

Airspe Air speed ed . . . . . Red Reduce uce app approx roxima imatel tely y 1 kno knott per sec second ond unt until il eit either her VMCA or stall warning is obtained. CAUTION Use rudder to maintain directional control (heading) and aileron to maintain 5° bank towards the operative engine (lateral attitude). At the first sign of either VMCA or stall warning (which may be evidenced by - inability to maintain heading or lateral attitude, aerodynamic stall buffet, or stall warning horn sound) immediately initiate recovery recovery..

RECOVERY 1. Torque . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Re R educe to idle on the operative engine. 2.

Immediately lower the nose to regain VSSE


18-20



WINDSHEAR RECOVERY PROCEDURE The best procedure for windshear windshear recovery is to never get into itit in the rst place. Recognition and avoidance of situations where whindshear whindshear may be encountered is your best line of defense. With that as an industry standard philosophy it is recognized that there can be unexpected encounters with windshear that must be mitigated. Recognition of windshear in a timely manner is crucial crucial to aircraft safety. safety. Indications of the presence of windshear include •

IAS variations of more than 15 knots

•

Ground speed variations or wind shift

•

Glideslope deviation of 1 dot or more

•

Pitch excursions of 5 degrees or more

•

Heading variations of 10 degrees or more

•

Unusual power lever position

If windshear is encountered on takeoff and there is sufcient runway remaining to stop, the takeoff should be rejected. If windshear is encountered encountered at or above V1 or on approach: •

Rotate to the go around attitude

•

Level the wings if terrain or obstacle clearance are not a factor

•

Apply maximum power power

•

Closely monitor airspeed and altitude (allowing airspeed to decay to stall warning if necessary)

•

Respect the stall warning

•

Do not change conguration

When out of the windshear retract gear and aps on schedule establish a normal climb and advise ATC. ATC.

CONTROLLED FLIGHT INTO TERRAIN (CFIT) RECOVERY PRODEDURE When a CFIT warning is activated the CFIT escape maneuver must be executed immediately: • •

Rotate to the go around attitude Apply maximum power power

•

Wings level

•

Monitor pitch allowing airspeed to decay to stall warning

•

Respect the stall warning

•

Do not change conguration


18-21



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18-22


King Air 350i Maneuvers Procedures

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