king air 350i maneuvers procedures

For Training Purposes Only 18-1 AS-18 Maneuvers and Procedures

Pilot training ManualKing Air 350i

Revision: Original - July 10, 2013

MANEUVERS AND PROCEDURES

Flight Profiles 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 specific instructions, traffic flows, high density airports, and other factors. The following flight profiles work for FlyRights simulator and are offered only as a guideline.

In addition to maintenance inspections and preflight information required by FAR Part 91, a complete, careful preflight inspection is imperative.

Each airplane has a checklist for the preflight inspection which must be followed. USE THE CHECKLIST.

Pilots should refer to AFM/POH section 10, Safety Information, for detailed safety guidelines.



Revision: 1 - July 31, 2013

NORMAL TAKEOFF

Takeoff1. Rotate at VR to

Approx. 10 nose up2. Establish positive rate

of climb3. Landing gear - up4. Landing/taxi lights - off5. Airspeed - V2 until

clear of obstacles

VYSE or Above1. Flaps - up2. YAW DAMP - on3. Climb power - set

Climb-out1. Accelerate to airspeed - 170 KIAS2. Climb Checklist complete

Area Departure/Climb Profile1. 170 KIAS to 10,000 2. 160 KIAS 10,000 to 15,0003. 150 KIAS 15,000 to 20,0004. 140 KIAS 20,000 to 25,0005. 130 KIAS 25,000 to 30,0006. 120 KIAS 30,000 to 35,000

Before Takeoff1. Checklist completed2. Takeoff briefing

completed3. Confirm V1, VR, and V2

In Position1. Brakes - Hold2. Set static takeoff power3. Props - 1,700 RPM4. Autofeather

annunciators on5. Brakes - release

Takeoff Roll1. Observe Torque

and ITT limits

Cruise1. Accelerate to cruise speed2. Set cruise speed power3. Complete cruise checklist




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

Engine loss1. VR speed - Rotate to approximately 10 pitch

altitude2. Landing gear - Up3. Airspeed - Maintain V2 to 400 AGL4. Propeller (inoperative engine) - verify feathered

1500 AGL1. Complete Engine Failure Checklist Clean Up Items2. Land as soon as practical

Climb1.VYSE (blue line)2. Approximately 9 - 10 pitch

400 AGL (Clear of Obstacles)1. Reduce pitch to 5 pitch to

accelerate to VYSE (blue line)2. VYSE - Flaps up

NOTEDo not retard failed engine power lever until the auto-feather system has

completely stopped propeller rotation.



In Position1. Brakes - Hold2. Set static takeoff power3. Props - 1,700 RPM4. Autofeather

annunciators on5. Brakes - release

Takeoff Roll1. Observe torque

and ITT limits

Takeoff1. Rotate at VR to Approx. 10 nose up2. Establish positive rate of climb3. Landing gear - up4. Landing/taxi lights - off5. Airspeed - V2 at 35,000




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

Clear of Runway1.Complete After Landing

Checklist

Emergency or Malfunction at or Below V11. Recognize reason for rejecting

takeoff2. Power levers - Ground fine3. Braking - Max or as required.4. Maintain runway heading



In Position1. Brakes - Hold2. Set static takeoff power3. Props - 1,700 RPM4. Autofeather annunciators on5. Brakes - release

Takeoff Roll1. Observe torque

and ITT limits




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 flight. 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.




STALL RECOVERY - LANDING CONFIGURATION

When Normal Flightpath Established:1. Power - Max allowable2. Airspeed - Maintain

VREF (when clear ofobstacles, establish anormal climb)

3. Flaps- At VREF + 10KTS approach.

4. Positive climb - landinggear up

5. VYSE - Flaps up

Horn or Buffet

At First Sign of Impending Stall:1. Autopilot Disconnect2. 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 flightpath.




STALL RECOVERY - EN ROUTE CONFIGURATION

When Normal Flightpath Established:1. Set power - As required2. Notify ATC 3. Return to assigned

altitude.

Horn or Buffet






STALL RECOVERY - TAKEOFF CONFIGURATION

Horn or Buffet

When Normal Flightpath Established:1. Set power - As required2. Notify ATC 3. Return to assigned

heading and/or course4. Return to assigned

altitude.






VISUAL APPROACH AND LANDING

Landing1. Ground fine or reverse2. Brakes - As required

Threshold1. Gear - Recheck

down2. Airspeed - VREF 3. Power - Idle

Final1. Airspeed - 130 KIAS

When landing assured:2. Flaps - Down3. YAW DAMP - Off4. Props - Full forward

Base1.Airspeed - 130

KIAS (min rec)

Downwind1. Flaps - Approach2. Airspeed - 160 KIAS

Initial1. Obtain ATIS2. Descent Checklist - Complete

Arrival1. Torque - Approx 30%2. 160 KIAS (Typical)3. Start Before Landing

Checklist

Abeam Touchdown Point1. Gear - Down2. Before Landing

Checklist - Complete




FLAPS 0 APPROACH

Landing1. Ground fine or

reverse2. Brakes - As required


down2. Airspeed - Flaps up

approach speed-VREF +20 KT

3. Power - Idle

Final1. Airspeed - VREF + 20 KTS

When Landing Assured:2. Transition to flaps up approach speed -

VREF + 20 KT3. YAW DAMP - Off4. Props - Confirm full forward

Base1.Airpeed - VREF + 20 KTS

Downwind1. Flaps - Up (inoperative)2. Start Flaps Up Landing

Checklist3. Compute flaps up

approach speed and landing distance

4. Airspeed - VREF + 20 KTS


Arrival1. Torque - Approx 30%2. 160 KIAS (Typical)

Abeam Touchdown Point1. Gear - Down2. Flaps Up Landing

Checklist - Complete up to landing assured




SINGLE ENGINE VISUAL APPROACH AND LANDING




down2. Airspeed - VREF3. Power-Idle

Final1. Airspeed - VREF + 15KT

When it is certain there is no possibility of go-around:

2. Flaps - Down3. Airspeed - VREF4. YAW DAMP - Off5. One-Engine-Inoperative

Approach and Landing Checklist - Complete

Base1. Airspeed - VREF + 15KT

Downwind1. Flaps - Approach2. Airspeed - 140 KIAS

Arrival1. Torque - Approx 80%2. 160 KIAS

(Typical)3. Start One-Engine-

Inoperative Approach and Landing ChecklistAbeam Touchdown

Point1. Gear - Down2. Prop - Full forward

WARNINGDo not use reverse thrust with one engine inoperative. Care must be exercised when using single-engine ground fine on

surfaces with reduced traction.





ILS APPROACH

Initial1.Obtain ATIS2. Brief approach and

missed approach3. FMS/NAV aids - Set

up/identify4. Descent Checklist -

Complete Approaching Glide Slope1. Gear - Down2. Props - Full Forward3.Complete Before

Landing Checklist

Approach Inbound1.Flaps - Approach2. Airspeed -

130 KIAS3. Reset altitude

preselect to M.A.P. Altitude

DH-Visual and Landing Assured1. Flaps - Down2. Transition to VREF3. YAW DAMP - Off

Threshold1. Gear - Recheck down2. Airspeed - VREF3. Power - Idle


Glide Slope Intercept1.Torque - 20% - 30%2. 130 KIAS

(VYSE MIN)Arrival1. Torque - 30% 2. 160 KIAS (Typical)3. FD - As desired4. Start Before Landing Checklist




NON-PRECISION APPROACH

Initial1. Obtain ATIS2. Brief approach and

missed approach3. FMS/NAV aids -

Setup/Ident4. Descent Checklist -

complete

Station Passage1. Start timing2. Set altitude

preselect

Procedure Turn Outbound1. Start timing2. Flaps - approach3. Airspeed - 130 KIAS

Procedure Turn Inbound1. FD - As desired2. Reset altitude preselect

Minimum Descent Altitude (MDA)1. Level off at MDA, at least 1 mile

prior to map, if possible2. Torque - 40%3. Airspeed - 130 KIAS

Final Approach Fix1. Start timing2. Gear - Confirm down3. Torque - approx. 15%4. Complete Before

Landing Checklist5. Airspeed - 130 KIAS

Map-Landing Assured1. Flaps down2. Transition to VREF3. YAW DAMP - off4. Props - Confirm full

forward



Arrival1.Torque - 30% 2.Airspeed - 160 KIAS (typical)3. FD - as desired4. Start Before Landing Checklist

Approach Inbound1. Reset altitude preselect

to approach minimums2. Gear - down3. Props - full forward

Intercept Final Approach1. Course inbound

Threshold1. Gear - recheck down2. Airspeed - VREF3. Power - Idle




Arrival1. Plan circling

maneuver2. Follow normal

approach procedures to MDA

Minimum Descent Altitude (MDA)1. Level off at MDA at least

1 mile prior to MAP, if possible2. Torque - 40%3. 130 KIAS4. Maneuver within visibility

criteria5. Maintain MDA

Map and During Circling Maneuver1. 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

Base1. Commence

descent from a point where a normal landing can be made


down2. Airspeed - VREF3. Power-idle

Final1. 130 KIAS

When landing assured:2. Flaps - down3. Transition to VREF4. YAW DAMP - off5. Props - Full forward

CIRCLING APPROACH - BASIC




BALKED LANDING

Balked Landing1. Power - Max allowable2. Airspeed - Maintain VREF

when clear of obstacles, establish normal climb.

Balked Landing3. Flaps - At VREF + 10 KTS-

approach4. Positive Climb - Gear up 5. At VYSE - Flaps up




EMERGENCY DESCENT

Emergency Descent1. Power - Idle2. Props - Full Forward3. Flaps (202 KTS max) - Approach4. Gear (184 KTS max) - Down4. Airspeed - 184 KTS Max




SINGLE ENGINE ILS APPROACH

Initial1.Obtain ATIS2. Brief approach and

missed approach3. FMS/NAV aids - Set

up/ident4. Descent Checklist -

Complete

Approaching Glide Slope1. Gear - Down2. Props - Full

Forward3.Complete One

Engine-Inoperative Approach and Landing Checklist

Approach Inbound1.Flaps - Approach2. Airspeed -

VREF + 15 KTS3. Reset altitude

preselect to M.A.P. Altitude

DH-Visual and Landing Assured1. Flaps - Down2. Transition to VREF3. YAW DAMP - Off

Threshold1. Gear - Recheck down2. Airspeed - VREF3. Power - idle


Glide Slope Intercept1.Torque - 20% - 30%2. VREF + 15 KTS

Arrival1. Torque - 30% 2. 140 KIAS (Typical)3. FD - As desired4. Start Before Landing

Checklist




SINGLE ENGINE NON-PRECISION APPROACH

Initial1. Obtain ATIS2. Brief approach and

missed approach3. FMS/NAV aids -

Setup/Ident4. Descent Checklist -

complete

Station Passage1. Start timing2. Set altitude

preselect

Procedure Turn Outbound1. Start timing2. Flaps - approach3. Airspeed - 130 KIAS

Procedure Turn Inbound1. FD - As desired2. Reset altitude preselect

Minimum Descent Altitude (MDA)1. Level off at MDA, at least 1 mile

prior to map, if possible2. Torque - 40%3. Airspeed - 130 KIAS

Final Approach Fix1. Start timing2. Gear - Confirm down3. Torque - approx. 15%4. Complete One Engine-

Inoperative Approach and Landing Checklist

5. Airspeed - 130 KIAS

Map-Landing Assured1. Flaps down2. Transition to VREF3. YAW DAMP - off4. Props-Confirm full forward


reverse2. Brakes - As

Necessary

Arrival1.Torque - 30% 2. Airspeed - 160 KIAS (typical)3. FD - as desired4. Start One Engine-Inoperative

Approach and Landing Checklist

Approach Inbound1. Reset altitude preselect

to approach minimums2. Gear - down3. Props - full forward

Intercept Final Approach1. Course inbound

Threshold1. Gear - recheck down2. Airspeed - VREF3. Power - Idle




4

2

1

3

STEEP TURNS

Clean ConfigurationAirpseed - 180 KIASTorque - 40%Altitude - Level

Bank-Smoothly Roll to 451. Altitude - Maintain2. Torque - Increase 5%3. Trim - As desired4. Pitch - Increase to approx. 35. Airspeed - Maintain

1. Altitude - Maintain2. Speed - Maintain3. Attitude - Maintain

Lead roll-out to Assigned Headings by Approximately 151. Wings - Smooth roll level2. Torque - Decrease 5%3. Trim - As required4. Pitch - As required5. Airspeed - Maintain

This maneuver may be used for a 180 or 360 turn, and may be followed by a reversal.

The PM may assist as directed by the PF

Tolerances: Speed 10 KIAS Altitude 100 FT Bank 5 Heading 10




MANEUVERS

PRACTICE DEMONSTRATION OF VMCA

VMCA demonstration may be required for multi-engine pilot certification. The 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 2. Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Up 3. Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Above 104 KIAS (VSSE) 4. Propeller Levers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . High RPM 5. Torque Lever (Simulated Inoperative Engine) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Idle 6. Torque Lever (other engine) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Maximum Allowable 7. Airspeed . . . . . Reduce approximately 1 knot per second until either 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 1. Torque . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Reduce to idle on the operative engine. 2. Immediately lower the nose to regain VSSE




WINDSHEAR RECOVERY PROCEDURE

The best procedure for windshear recovery is to never get into it in the first place. Recognition and avoidance of situations where 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 to aircraft 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 sufficient runway remaining to stop, the takeoff should be rejected. If windshear is 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 Closely monitor airspeed and altitude (allowing airspeed to decay to stall warning if necessary) Respect the stall warning Do not change configuration

When out of the windshear retract gear and flaps on schedule establish a normal climb and advise 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 Wings level Monitor pitch allowing airspeed to decay to stall warning Respect the stall warning Do not change configuration




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king air 350i maneuvers procedures

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