V1.

12 – 9 Mar 2014

Beechcraft King Air C90

G-VBCD
OPERATIONS MANUAL

Version 1.12 – 9 March 2014

1981 Model Year, Serial Number LJ-972

Incorporates AFM updates and supplements to March 2014, including
Blackhawk XP STC (PT6A-135A engine installation), Blackhawk XLR STC
(wing locker fuel tank installation), Raisbeck EPIC STC, 10,500lb MTOM STC
Empty (Aircraft Prepared for Service) Mass and Balance measured July 2011

This document is for information only

Compliance with the PRNAV procedures in this manual is a requirement of

the UK general approval for non-AOC operators (reference ORS4-959)
 V1.12 – 9 Mar 2014

Revision Log

Date Version Note of Revisions Signed

First issue of final Ops Manual following
1 Feb 2014 1.1 trial use of v1.0

NP6 amend to include Departure Brief

23 Feb 2014 1.11 EP6 amend to include check of Starter if
Gen failed

NP6 Governor test RPM amend to 1750

EP6 Crossfeed proc item 4 added
9 Mar 2014 1.12 EP7 Avionics Power fail proc added
Operating Manual Notes: Cold
Temperature limitations added
 V1.12 – 9 Mar 2014

GENERAL INFORMATION

NORMAL PROCEDURES

EMERGENCY PROCEDURES

OPERATING INFORMATION
 V1.12 – 9 Mar 2014

General Information

Owner and Operators

Intentionally blank in this version

CAMO

Intentionally blank in this version

EGHH and EGLK Contact Details

Intentionally blank in this version

Flight Plan filing

Intentionally blank in this version

 V1.12 – 9 Mar 2014

Flight Plan information

Item 8 Item 10 SDFGRS/S

I—IFR, V—VFR
Y—IFR then VFR, Z—VFR then IFR
In item 15, specify transition point
PR IOR IT Y
S for VHF, VOR, ILS
B for LPV (APV SBAS) – not at present
D for DME, F for ADF, G for GNSS
R for PBN approved (see Item 18)
Y for 9.33kHz
/S for Mode S
A D D R ESSEE( S)

<<≡ FF →

<<≡
F ILIN G T IM E OR IGIN A T OR

→ <<≡
SPEC IF IC ID EN T IF IC A T ION OF A D D R ESSEE( S) A N D / OR OR IGIN A T OR

3 M ESSA GE T Y PE 7 A IR C R A F T ID EN T IF IC A T ION 8 F LIGHT R U LES T Y PE OF F LIGHT

<<≡ (FPL − GV BCD − − G <<≡

9 N U M B ER T Y PE OF A IR C R A F T W A KE T U R B U LA N C E C A T . 10 EQU IPM EN T

− BE 9 L / L SDFGRY / S <<≡
13 D EPA R T U R E A ER OD R OM E T IM E

− <<≡
15 C R U ISIN G SPEED LEV EL R OU T E

− N0 2 5 0 →

<<≡
T OT A L EET
13 D EST IN A T ION A ER OD R OM E HR .M IN A LT N A ER OD R OM E 2 N D . A LT N A ER OD R OM E

− → → <<≡
18 OT HER IN F OR M A T ION

− PBN/B2D2S1 NAV/SBAS

) <<≡
SU PPLEM EN T A R Y IN F OR M A T ION ( N OT T O B E T R A N SM IT T ED IN F PL M ESSA GES)

19 EN D U R A N C E EM ER GEN C Y R A D IO

HR .M IN PER SON S ON B OA R D U HF V HF ELB A

−E/ →P/ →R/ U V E

SU R V U V A L

Item 15 EQU IPM EN T

POLA R D ESER T M A R IT IM E JU N GLE
Item 18 (from
JA C KET S LIGHT
Nov 12) U HF
F LU OR ES V HF

→ S → J
For PBN/ capability enter PBN/B2D2S1
P D M J L F U V
Speed or altitude change—enter the point
followed by a slash and new speed or
D IN GHIES C A PA C IT Y C OLOU R •B2 - RNAV 5 GNSS
altitude (e.g., LN/N0200A045). •D2 - RNAV 1 GNSS
•S1 - RNP APCH
Flight rule change—enter the
point/designator followed by a space and For SBAS enter NAV/SBAS
the new flight rule (e.g., LN VFR,
LN/N0200A045 IFR, etc.).
 V1.12 – 9 Mar 2014

Specs & Limitations (see AFM)

ENGINE OIL
Total capacity 14 qts each engine
Refill capacity 12.5 qts each engine
Operating level 9.5 – 12.5 qts each engine
FUEL
Minimum fuel for take-off 265lbs per wing & above yellow arc
Approved Fuel: Jet A, A-1, B and JP4,5
Capacity: Mains plus Locker 384 USg plus 78USg; total 462 USg
1454litres plus 295litres; total 1749litres
2570lbs plus 520lbs; total 3090lbs
Quantities are Useable. Anti-ice additive not req’d. See AFM for use of Avgas.
TIRE PRESSURES 51-55 psi Nose, 67-73 psi Mains(*)
(* 10 ply tires fitted, required for operation at increased MTOM 10,500lbs)
MAXIMUM OPERATING ALTITUDE
Maximum 30,000’
Without Oxy equipment 25,000’
Above 25,000’, all occupants must have a 10min Oxy supply available
Pressure Differential 0-4.7 PSI normal, 4.7 PSI max
 V1.12 – 9 Mar 2014

G-VBCD Preflight Planning Sheet

G-VBCD Preflight Planning Sheet CHECK
Mass and Balance
Empty Mass 6840 lbs Max Ram p Mass 10560 lbs Full Mains = 2570lbs Mass
Fuel Max Take-off Mass 10500 lbs Mains & Locker = 3090 lbs
Crew & Pax Max Landing Mass 9700 lbs
Baggage Max Zero Fuel Mass 9000 lbs Balance
subtotal CoG Calculated:
Total Guidelines met: 1. Crew m ass below 450lbs, m in 20lbs aft, no fw d bags
2. Mass in Side facing seat and aft area <300lbs
Departure Runway If Guidelines are met and MTOM is below Max, CG is w ithin limints

Length Available Reqd: Take-Off to 50' @10500lbs , 25C, 2000' elev T-O to 50'
2450'

Temp Reqd: Accelerate Stop Accel. Stop

Wind 4500'
Elevation
Reqd: Accelerate Go Accel. Go
3600'

Fuel Reserves
Endurance Assume 700lbs first hour inc. Taxi, T/O and Climb VFR
Assume 500lbs/hr Cruise ETE + 60mins
ETE
Alternate If 60min Final Reserve not available IFR
then calculate Fuel Plan (see Ops Man) ETE + Alternate + 60mins

Destination and Alternate Weather (EU OPS)

Destination F'cast AOM Alternate F'cast AOM Destination > AOM
Ceiling
Visibility OR
Alternate > AOM
or Destination VMC +/- 2hrs
Arrival Runway

Length Available @9700lbs , 25C, 2000'elev Landing over 50'

Destination 2300'
Alternate Landing over 50', no Prop Revrs

Other Compliance Required

Aircraft
CoA, CoR All Compliant
Noise Certificate
VAT docs, Intercept procedures Crew
ARC and Phase Inspections EASA Pilot Licence
Insurance current EASA BE90/200 TR/IR current
Databases current Passport or Photo ID
Private Ops only, non-RVSM 24mth EASA Class 2 Medical
RNAV1 & PRNAV Compliant 90 day 3 landing rule for pax
 V1.12 – 9 Mar 2014

GENERAL INFORMATION

NORMAL PROCEDURES

EMERGENCY PROCEDURES

OPERATING INFORMATION
 V1.12 – 9 Mar 2014

NORMAL PROCEDURES 1

Airspeeds for Normal Operation

Air Minimum Control Speed (VMCA)………. 90 KIAS

Vr and V1…………………......................... 95 KIAS

Initial Climb (2 Engine, Vy)……………… 110 KIAS

Intentional One Engine Inoperative

Speed (VSSE) ............................................ 97 KIAS

Two-engine Best Angle-of-Climb (Vx)…….100 KIAS

Two-engine Best Rate-of-Climb (Vy)…… 110 KIAS

Maximum Maneuvering Speed (VA)……… 170 KIAS

Turbulent Air Penetration .......................... 160 KIAS

Landing Approach VREF…….....…..…….. 100 KIAS

ICAO Approach Category………………….. B
Balked Landing Climb .............................. 95 KIAS

Maximum Demonstrated Crosswind……… 25 KIAS

Cruise Climb:
Sea Level to 10,000 feet…………… 150 KIAS
10,000 to 20,000 feet………………. 140 KIAS Amended by Operator
with 10KIAS increment
20,000 to 25,000 feet………………. 130 KIAS over AFM due PT6A-
25,000 to 30,000 feet………………. 120 KIAS 135A observed
performance

Vmo Max Operating Speed……………….. 208 KIAS

Vfe Max Flaps Extended…………………… 178 KIAS (APP, 35%)
130 KIAS (FULL, 100%)
Vlo Max Gear Operation………………....... 156 KIAS – Extend
130 KIAS – Retract
Vle Max Gear Extended…………………… 156 KIAS
Vso (bottom of White Arc)…………………. 76 KIAS
Vs1 (bottom of Green Arc)………………… 89 KIAS

NORMAL PROCEDURES 2
• Propeller………CHECK
• Engine Air and Oil Cooler
Intakes…………CLEAR
Ice Vane……….CHECK
• Engine Boot......CHECK
• Engine Oil……..CHECK
• Fuel Filter….…..DRAIN
• Cowling………...CHECK
• Nacelle Fuel Tank
………………CHECK
• Heat Exchanger CLEAR
• Transfer Pump Sump
…………………DRAIN
• Antennas and Beacon
…………………CHECK
2
External inspection
1 5
• Locker Fuel Tank CHECK
• Flaps………… CHECK
• Aileron and Tab CHECK
• Wing Tip (Lights) CHECK
• Stall Warning… CHECK
• Deice Boot…….. CHECK
• Chocks…………REMOVE
• Wing Fuel Tank…CHECK
• Outboard Wing Sump
……………....DRAIN
• Wheel Well Sump DRAIN
• Landing Gear….. CHECK
• Boost Pump Sump DRAIN
1. Aft area…………………..
2. Cabin…………………….
3. Fwd Partition...………….
4. Cockpit…………………..
V1.12 – 9 Mar 2014
• Ram Air Inlet…...CLEAR • Transfer Pump Sump
• Baggage Door.SECURE …………………DRAIN
• Air Con Ducts….CLEAR • Heat Exchanger CLEAR
• Nose Gear……..CHECK • Nacelle Fuel Tank
• Landing &Taxi Lights ………………CHECK
…………….CHECK • Propeller………CHECK
• Pitot Covers…REMOVE • Engine Air and Oil Cooler
• Windshield Wipers Intakes…………CLEAR
…………….CHECK Ice Vane……….CHECK
• Engine Boot......CHECK
3 • Engine Oil……..CHECK
• Fuel Filter….…..DRAIN
• Cowling………...CHECK
4
• Boost Pump Sump DRAIN
• Landing Gear….. CHECK
• Wheel Well Sump DRAIN
• Outboard Wing Sump
………………DRAIN
• Wing Fuel Tank... CHECK
• Chocks…………REMOVE
• Deice Boot…….. CHECK
• Wing Tip (Lights) CHECK
• Aileron and Tab CHECK
6 • Flaps………… CHECK
• Locker Fuel Tank CHECK
• Oxygen Door …..SECURE
• Static Ports…….CLEAR
• Access Panels…SECURE
• Deice Boots…….CHECK
• Elevator…………CHECK
• Fin fittings………CHECK
• Static Ports…….CLEAR
Cabin Checks
LIFERAFT & 1ST AID KIT
LIFEJACKETS, OXY MASKS & AMENETIES
TECH LOG & AFM
OXY MASKS, FIRE EXTING, TORCH
 V1.12 – 9 Mar 2014

NORMAL PROCEDURES 3

Before Starting Engines

1. Cabin Door
2. Baggage
3. Emergency Exit
4. Seats & Harnesses
5. Passengers
6. Parking Brake
7. Control Locks
8. Pedestal Circuit Breakers IN
9. Overhead Panel
10. Oxygen Control
11. Oxygen System Pressure CHECK
12. Emergency Static Air Valve NORMAL
13. Right Circuit Breaker Panel CHECK
14. Cabin Temp Mode
15. Landing Gear Handle
16. Condition Levers
17. Propeller Levers
18. Power Levers
19. Engine Ice Vanes
20. Left Subpanel Switches
21. Start Clearance
22. Fuel Panel
a. Circuit Breakers
*b. Fuel Valves (Firewall)
*c. Crossfeed
d. Boost Pumps
23. Battery Switch
e. Fuel Valves (Firewall)
f. Fuel Quantity
*g. Transfer Pumps
24. Locker Fuel Panel
25. Voltmeters
26. Cabin Sign Switch
LOCKED
SECURE (Mass & Balance checked)
SECURE
POSITIONED; UPRIGHT, FASTENED
BRIEFED
SET
REMOVE
CHECK
ON then OFF
OFF; Vent Blower AUTO, Elec’ Heat OFF
DOWN
CUT OFF
FULL FORWARD or FEATHER
IDLE
EXTENDED (handles pulled out)
OFF
Battery & Avionics ON, as req'd, then OFF
CHECK *May be omitted at Pilot’s
IN discretion for quick turnaround
CLOSED
OPEN, FUEL CROSSFEED lit, CLOSED
ON (listen for operation)
ON, check FUEL PRESSURE lights on
OPEN, check FUEL PRESSURE lights off
CHECK
ON (listen for operation), then OFF
Switches OFF, CBs in, Test Lights
CHECK Battery Volts No voltage on one side
indicates current limiter out
NO SMOKE & FSB
 V1.12 – 9 Mar 2014

NORMAL PROCEDURES 4

Engine Starting
External lights ON as required
1. Right Ignition Start Switch ON, RH ING IND on
……….after Ng rpm stabilizes for 5s, 12% minimum;17% normal
2. Right Condition Lever LOW IDLE
3. ITT and Ng MONITOR ITT 1090°C maximum
……….at Ng 60% or above
4. Right Start Switch OFF
5. Right Condition Lever HIGH IDLE if required
6. Right Generator ON unless external power is used
7. Right Oil Pressure CHECK correct indication if prop unfeathered
……...after Right Generator load falls below 50%
8.Right Generator OFF
Note LJ972 AFM: If req’d, Left Engine may be started with Right Generator ON,
or Right Generator may be turned ON after the LH Start Switch is engaged

1. Left Start Switch ON, LH ING IND on

……….after Ng rpm stabilizes for 5s, 12% minimum;17% normal
2. Left Condition Lever LOW IDLE
3. ITT and Ng MONITOR ITT 1090°C maximum
……….at Ng 60% or above
4. Left Start Switch OFF
5. Left and Right Generators BOTH ON unless external power is used
6. Left Oil Pressure CHECK correct indication if prop unfeathered
External Power disconnect and Engine Clearing – see Normal Procedures 9

After Engine Starting

1. Transfer Pumps ON
2. Crossfeed Switch AUTO
3. DC Volt and Loadmeters CHECK
4. Inverter CHECK BOTH and SELECT inverter
5. Avionics Master Switch ON
6. Lights AS REQUIRED
7. Fuel Control Heat ON
8. Cabin Temp and Mode AS REQUIRED (observe gauge limits)
9. Annunciator Lights TEST then CLEAR
 V1.12 – 9 Mar 2014

NORMAL PROCEDURES 5

Before Taxi
1. Engine Ice Vanes CHECK EXTENDED (handles pulled out)
2. Baro setting ATIS copied, G600 and Altimeter SET
3. GTN650 Self-test & database CHECK
4. Other Instruments CHECK
5. Propellers Max RPM, Prop Sync OFF
6. Brakes CHECK

Before Take-Off
1. Parking Brake SET
2. Boost Pumps and Auto Crossfeed
a. Left Boost Pump OFF
LH FUEL PRESS off, FUEL CROSSFEED on
b. Left Boost Pump ON
c. Crossfeed CLOSED then AUTO
d. Right Boost Pump OFF
RH FUEL PRESS off, FUEL CROSSFEED on
e. Right Boost Pump ON
f. Crossfeed CLOSED then AUTO
3. Avionics and Radar CHECK, radar to STBY if reqd
4. Pressurization SET switch, rate knob & Alt to Cruise +500’
5. Autopilot CHECK, then OFF
6. Electric Elevator Trim CHECK
a. Tab Control Switch ON
b. Pilot's and Co-pilots' Switches CHECK OPERATION
c. Trim Disconnect CHECK DEACTIVATION OF SYSTEM
d. Tab Control Switch OFF then ON
7. Trim Tabs SET
8. Flaps CHECK AND SET UP
9. Flight Controls CHECK
10. Autofeather TEST at Lo Idle then ARM
Autofeather test: Set Power to 500 ft-lbs, hold test switch
L AUTOFEATHER and R AUTOFEATHER Illuminated
Individually each engine: Retard power, @400ft-lbs opposite annunciator extinguishes
@260lbs, both annunciators extinguish and prop feathers
11. Manual Prop Feathering CHECK at Lo Idle
Continue with item 12, “Before Take-Off CONTINUED” procedure
 V1.12 – 9 Mar 2014

NORMAL PROCEDURES 6

Before Take-Off CONTINUED

12. Run-Up TEST * *May be omitted at Pilot’s discretion for quick turnaround
a. Propeller Controls Fully FWD, Max RPM
b. Power Levers IDLE
c. Governor Test Switch HOLD in TEST position
d. LH Power Lever Increase RPM to 1750, stabilize
e. LH Power Lever Advance, check 1750rpm maintained
f. Governor Test Switch Release
g. LH Prop Lever Retard then fully FWD to check
h. Vacuum and Pneumatic CHECK Gauge pressure
i. LH Engine Ice Vane RETRACT, check Torque drop, EXTEND
j. LH Power Lever IDLE
Repeat steps c-j for RH Engine
13. Friction Locks SET
14. Fuel System Boost & Transfer Pumps ON
Crossfeed AUTO, recheck Quantity
15. Instruments CHECK
16. Auto Ignition ARM
17. Autofeather ARM
18. Bleed Air Valves OPEN
19. IFR Departure Checks after clearance copied
a. HDG bug SET to runway heading
b. Departure procedure LOADED, CHECKED
c. G600 CDI mode SET, CDI on initial track
d. Altitude Selector SET to cleared level
e. Baro SET, to 1013 if cleared to FL
f. TOGA switch PRESS, check Flight Director cue
>>> Departure Brief (Wx, Wind & Temp, Distances, Vr, V1, Alternate)
After Line-Up Clearance
20. Ice Protection ON (Hot 5, Windshield and as reqd)
21. Landing Lights ON
Take-Off
1. Power Levers ADVANCE, limit to 1520 ft-lbs Torque
2. Rotate at 95 KIAS
3. Landing Gear RETRACT with positive climb
 V1.12 – 9 Mar 2014

NORMAL PROCEDURES 7

Climb
1. Climb Power SET 1300 ft-lb
2. Propeller 1900 RPM, Sync ON
3. Alt Selector SET and ARM
CAUTION
4. Baro setting CHECK Alt Selector and Autopilot
5. Landing Lights OFF are coupled to analogue
when workload permits P1 Altimeter, not G600
1. Autofeather Switch OFF
2. Auto Ignition OFF when not in visible moisture
3. Engine Ice Vanes RETRACT when not in visible moisture
4. Engine Instruments MONITOR
5. Cabin Sign AS REQUIRED
6. Pressurization CHECK, SET rate as desired

Cruise
1. Altitude CHECK
2. Power SET
3. Gauges CHECK (Fuel, Battery, Engine, Press’n)
4. Ice Protection CHECK and SET as required
5. Navigation Update avionics as appropriate
6. Communication As appropriate
7. Weather Radar, Stormscope, ATIS as appropriate

Descent
1. Pressurization SET rate & outer scale to Field Elev +500’
2. Altimeters CHECK, SET Baro
3. Altitude Selector SET and ARM
4. Ice Protection As required
Arrival
1. Radios SET, copy ATIS
2. Arrival and Approach LOAD procedure, BRIEF
3. Altimeters CHECK, SET Baro
4. Pressurization CHECK
5. Ice Protection As required
6. Fuel CHECK
7. Cabin Secure, Seat back & Harnesses, Sign
 V1.12 – 9 Mar 2014

NORMAL PROCEDURES 8

Initial Approach
1. Engine Ice Vanes EXTEND
2. Auto Ignition ARM
3. Auto Feather ARM
4. Propeller 1900 RPM
5. Prop Sync OFF
6. Pressurization CHECK
7. Flaps APPROACH (below 178 KIAS)

Final Approach and Landing

1. Landing Gear DOWN (below 156 KIAS) 3 GREENS

2. Landing Lights ON
3. Ice CHECK
4. Condition Levers LO or HIGH IDLE as required
5. Propellers MAX RPM
6. Power Levers SET
When Landing Assured FLAPS DOWN FULL (below 130 KIAS)
After Landing POWER in BETA or REVERSE as reqd

Go-Around
1. TOGA switch PRESS
2. Power Levers MAX POWER (1520 lbs-ft)
3. Airspeed 95 KIAS or above
4. Flaps UP
5. Gear UP

After Landing
1. Lights Landing OFF, Taxi ON
2. Auto Ignition OFF
3. Auto Feather OFF
4. Ice Protection OFF, Engine Ice Vanes stay EXTENDED
5. Flaps UP
6. Trim SET
7. Electrical load Observe Limits
 V1.12 – 9 Mar 2014

NORMAL PROCEDURES 9

Shutdown and Securing

1. Parking Brake SET
2. Transfer Pumps OFF
3. Crossfeed CLOSED
4. Inverter OFF
5. Avionics Master Switch OFF
6. Subpanel Switches OFF
7. Cabin Mode Control OFF
8. Blower AUTO
9. Bleed Air Valves CLOSED
10. Oxygen Supply Control OFF
11. ITT BELOW 585°C FOR ONE MINUTE
12. Propellers FEATHERED
13. Condition Levers CUT-OFF
14. Boost Pumps OFF below 10% Ng or less
15. DC Volt Loadmeters CHECK VOLTAGE
(No voltage on one side indicates current limiter out)
18. Battery and Generators OFF

19. Tech Log UPDATE

20. Control Lock FIT only if aircraft will not be towed
21. Cabin Lights CHECK OFF
22. External Covers & Chocks INSTALL as required

Other Normal Procedures: After Start

External Power (if used) DISCONNECT, access door SECURED

Right Generator ON
Battery Condition CHECK
Left Generator ON
Engine Clearing
Condition Lever CUT-OFF
Ignition and Engine Start Switch OFF
Battery Switch ON
Boost Pump ON
Ignition and Engine Start Switch STARTER ONLY (min of 15 seconds)
Ignition and Engine Start Switch OFF
Boost Pump OFF
 V1.12 – 9 Mar 2014

NORMAL PROCEDURES 10

RNAV 1 or PRNAV Operating Procedures

• This aircraft has navigation equipment installed and approved for PRNAV & RNAV 1
• This procedures on this page have been written in accordance with JAA TGL10
• When these procedures are used, and when the Pilot-in-Command has had suitable
ground training in accordance with TGL10, for Private (non-AOC) operation the aircraft
is PRNAV and RNAV 1 compliant through the provisions of UK CAA ORS4-959
• The ICAO FPL codes are thus Item 10: SBDFGR/S Item 18: PBN/B2D2S1 NAV/SBAS
• Jeppesen hold a Type 2 LoA for the databses used in the GTN650s, thefore databse
integrity checks for private operation are not required other than as detailed below
A. Pre-Flight (in addition to Normal Procedures)

1. Check NOTAMs for EGNOS and GPS serviceability and coverage

2. Check currency and coverage of GTN650 databases

B. Before Take-Off (in addition to Normal Procedures)

1. Check both GTN650s self-test and check WAAS enabled

2. IF WAAS/EGNOS unavailable, perform GTN650 RAIM prediction
3. Enter Flight Plan and select Departure Procedure
4. Crosscheck procedure legs listed in the GTN650 with Jeppesen chart
5. Select GPS CDI mode in G600, check CDI slews to first track
6. Perform GPS position check on runway
After take-off
• Monitor tracking on G600 CDI scale (1nm) and GTN650 Integrity Annunciator
• Crosscheck RNAV guidance with conventional aids
C. Arrival (in addition to Normal Procedures)

1. Select and load the Arrival Procedure in GTN650 #1

2. Crosscheck Procedure map display with Jeppesen charts
3. Select GPS CDI mode in G600, check CDI slews to first track
4. Prepare and brief the alternative non-PRNAV procedure
5. Complete gross error check using radio navaids
6. Monitor tracking on G600 CDI scale (1nm) and GTN650 Integrity Annunciator

RNAV 1 Capability Failure (eg. LoI alert)

Total failure of one GTN650
1. Revert to the working GTN650
2. Notify ATC
In the event of an LoI alert, monitor the GTN650s
for 1 minute, then initiate the procedures below
Loss of Integrity or other loss of RNAV 1 capability in both GTN650s
1. Select radio navigation aids and CDI source
2. Cancel GPS Roll Steer mode if engaged
3. Advise ATC and continue with non-RNAV procedure or as directed
 V1.12 – 9 Mar 2014

NORMAL PROCEDURES 11

XLR Fuel Locker Notes

Locker useable fuel quantity is 260lbs (148l) per tank, total 520lbs (296l)
CAUTION
Do not transfer fuel from either Locker Tank when there is less than
400lbs of available fuel space in each Wing Tank
Avoid partial transfer of Locker fuel
Max lateral imbalance of combined Main and Locker fuel is 200lbs
LH and RH transfer should be concurrent to avoid imbalance
If Locker Fuel quantity is uncertain; complete the fuel transfer, or
drain or fill the tanks so that they are known to be full or empty

Locker Fuel Transfer

1. Fuel Gauges CHECK >400lbs space each Wing tank

2. Locker Fuel Pumps L & R both ON
3. LOCKER PUMP ON Lights L & R both continuously illuminated
4. Wing Fuel Quantity Monitor L & R Fuel Gauges for increase
5. Timing Note, transfer takes ~20mins
6. When L & R NO LOCKER XFR lights have illuminated:
a. Locker Fuel Pumps L & R both OFF
b. Annunciators CHECK all OFF
c. Fuel gauges CHECK
d. Flight planning CHECK range and endurance
7. Verify fuel state is consistent with successful transfer by correlating
fuel gauge readings before and after transfer with engine fuel burn
during transfer. Record Locker Tanks as empty in aircraft Tech Log

“NO LOCKER XFR” Light Illumination

If the “NO LOCKER XFR” light illuminates other than upon expected completion of a
transfer, it is most likely that the illuminated-side pump has failed, or the system has
clogged or a fuel leak has occurred:
1. Locker Fuel Pumps L & R both OFF
2. Fuel gauges CHECK
3. Flight planning RE-VERIFY range and endurance
 V1.12 – 9 Mar 2014

NORMAL PROCEDURES 12

KFC250 Autopilot Operating Notes (see AFM Supp for full detail)

Limitations: i. Autopilot operation is permitted up to Vmo (208 KIAS)

ii. Do not use the autopilot below the following altitudes:
Approach: 200ft AGL Climb: 500ft AGL Other: 1000ft AGL
iii. Do not use the autopilot or yaw damper during take-off or landing
1. Engage Procedure: use the Mode Controller in center pedestal
• Select the FLT DIR mode
• Push the AP engage lever to ON
2. Disengage Procedure
• Hold control wheel firmly, and monitor FD for unsatisfied commands or pitch mis-trim
• Push the Pilot’s AP YD DISC/TRIM INTRPT switch
3. ALT HOLD operation
• Press ALT switch on Mode Controller, observe ALT annunciator
• Pressure altitude from P1 analogue altimeter at time of engagement will be held
• Alternatively, use KAS297 ALT SELECT and ARM functions
4. ALT HOLD level change
• In ALT mode, press & hold the VERTICAL TRIM switch on the mode controller to climb
or descend ~600fpm and hold altitude at moment of switch release
• Or, disengage ALT mode, enter climb or descent using VERTICAL TRIM and capture
new altitude manually or with ALT SELECT and ARM
5. GPS Roll Steer Operation
• The Roll-Steer Selector/Annunciator left of the G600 toggles the autopilot’s HDG error
source in HDG mode between the G600 heading bug and the roll steer output of the
GDU620 when GPS1 or GPS2 source is displayed
• Roll-Steer mode is indicated by the GPSS symbol
on the left edge of the G600 PFD
6. NAV or APPR mode operation
• Select Nav source on G600 using CDI key, set desired course with CRS key
• Press NAV or APPR mode to intercept course and observe ARM annunciator
• Note CPLD annunciator when course intercepted and tracking coupled
7. GS operation – only in APPR CPLD operation with BCK CRS mode OFF
• GS CPLD mode automatically engages intercepting a valid glideslope signal
• GS CPLD mode disengages when any other vertical mode is selected

KFC250 Autopilot Emergency Procedures

EMERGENCY DISENGAGE OF AUTOPILOT AND ELEC TRIM
1. Control Wheel HOLD FIRMLY
2. AP YD DISC/INTRPT button PRESS AND HOLD, re-trim manually
3. Avionics Master switch OFF, AP YD DISC/INTRPT button RELEASE
4. AP TRIM circuit breaker PULL
5. Avionics Master switch ON
ENGINE FAILURE
1. Disengage Autopilot, follow appropriate Emergency Procedure
2. Aileron and Rudder axes must be manually trimmed before Autopilot
engagement in One Engine Inoperative flight
 V1.12 – 9 Mar 2014

GENERAL INFORMATION

NORMAL PROCEDURES

EMERGENCY PROCEDURES

OPERATING INFORMATION
 V1.12 – 9 Mar 2014

EMERGENCY PROCEDURES 1

Emergency Airspeeds
Air Minimum Control Speed (Vmca)…………..90 KIAS
Intentional Single-Engine Speed (Vsse) ........ 97 KIAS
Single-engine Best Angle-of-Climb (Vxse)…….100 KIAS
Single-engine Best Rate-of-Climb (Vyse)… 110 KIAS
Maximum Maneuvering Speed (Va)………… 170 KIAS
Turbulent Air Penetration ............................. 160 KIAS
Maximum Range Glide Speed……...………. 100 KIAS

Engine Failure
ENGINE FAILURE AFTER TAKE-OFF – insufficient runway
Pitch UP > Power UP > Flap UP > Gear UP
Maintain 100 KIAS and control yaw
Identify failed engine – power lever IDLE
Shutdown failed engine
EMERGENCY ENGINE SHUTDOWN in the event of:
Engine Failure in flight
Engine Fire in flight
Engine Torque increase – uncontrolled, in ground or flight
Illumination of CHIP DETECT annunciator
Affected Engine:
1. Condition Lever CUT-OFF
2. Propeller Lever FEATHER
3. Fuel Firewall Valve CLOSED
4. Secure inoperative engine:
a. Bleed Air Valve AS REQUIRED
b. Engine Auto Ignition OFF
c. Boost Pump OFF
d. Fuel Transfer Pump OFF
e. Crossfeed CLOSED
f. Generator OFF
g. Fuel Control Heat OFF
h. Autofeather OFF
i. Propeller Synch OFF
5. Electrical Load MONITOR
 V1.12 – 9 Mar 2014

EMERGENCY PROCEDURES 2

Engine Fire on Ground

Affected Engine:
1. Condition Lever CUT-OFF
2. Fuel Firewall Valve CLOSED
3. Starter Switch STARTER ONLY
4. Boost Pump OFF
5. Fuel Transfer Pump OFF
6. Crossfeed CLOSED

Engine Failure During Ground Roll

1. Power Levers IDLE

2. Brakes As Required
If insufficient runway remains for stopping:
3. Condition Lever CUT-OFF
4. Fuel Firewall Valve CLOSED
5. Master Switch STARTER ONLY
6. Boost Pumps OFF

Engine Failure In-Flight below Vmca 90KIAS

1. Reduce power on operative engine as req’d to maintain control

2. Lower nose to accelerate above minimum control speed
3. Adjust power as required
4. Secure affected engine as per EMERGENCY ENGINE SHUTDOWN

Flame-Out of Operating Engine

during One-Engine Inoperative Flight

1. Power Lever IDLE

2. Propeller DO NOT FEATHER
3. Condition Lever CUT-OFF
4. Conduct AIR START procedures – see EMERGENCY PROCEDURES 3
 V1.12 – 9 Mar 2014

EMERGENCY PROCEDURES 3

Air Start – STARTER ASSIST

1. Electrical Load REDUCE (eg. Radar, Anti Ice, Cabin Temp Mode OFF)
2. Power Lever IDLE
3. Condition Lever CUT-OFF
4. Fuel Panel CHECK
a. Fuel Firewall Valve OPEN
b. Boost Pump ON
c. Transfer Pump ON
d. Crossfeed AUTO
5. Start Switch ON (up) Check IGNITION light ON
6. Condition Lever LOW IDLE (8 seconds after start switch ON)
7. Start Switch OFF (Ng above 51%)
8. Generator RESET momentarily, then ON
9. Propeller AS REQUIRED
10. Power Lever AS REQUIRED
11. Fuel Control Heat ON
12. Electrical Equipment AS REQUIRED

Air Start – WINDMILLING ENGINE AND PROP

1. Electrical Load REDUCE (eg. Radar, Anti Ice, Cabin Temp Mode OFF)
2. Power Lever IDLE
3. Propeller MAX RPM
4. Condition Lever CUT-OFF
5. Fuel Panel CHECK
a. Fuel Firewall Valve OPEN
b. Boost Pump ON
c. Transfer Pump ON
d. Crossfeed AUTO
5. Generator (Inop Engine) OFF
6. Airspeed ABOVE 140 KIAS
7. Altitude BELOW 20,000 ft
8. Auto-Ignition ARM
9. Condition Lever LOW IDLE (8 seconds after Auto-Ign ARM)
10. Power and Prop Levers AS REQUIRED (after ITT has peaked)
11. Auto-Ignition OFF
12. Fuel Control Heat ON
13. Electrical Equipment AS REQUIRED
 V1.12 – 9 Mar 2014

EMERGENCY PROCEDURES 4

Smoke or Fire or Fumes

Smoke and Fume elimination
Attempt to Identify the source of smoke or fumes. Smoke associated with electrical
failures is usually gray or tan in color, and irritating to the nose and eyes. Smoke
produced by environmental system failures Is generally white in color, and much less
irritating to the nose and eyes.

ELECTRICAL SMOKE OR FIRE

1. Oxygen Control handle ON, Masks ON
2. Cabin Temp Mode OFF
3. Vent Blower AUTO
4. Avionics Master OFF
5. Nonessential Electrics OFF
If smoke or fire ceases
• Individually restore avionics & electrics, isolate defective equipment
If smoke or fire persists
• Cabin Pressure switch DUMP
• Land as soon as practical

ENVIRONMENTAL SYSTEM SMOKE OR FUMES

1. Oxygen Control handle ON, Masks ON
2. Cabin Temp Mode OFF
3. Vent Blower HI
4. LH Bleed Air CLOSED
If smoke decreases
• Continue operation with LH Bleed Air closed
If smoke does not decrease
• LH Bleed Air OPEN
• RH Bleed Air CLOSED
• If smoke decreases, continue operation with RG Bleed Air Closed

Emergency Descent
1. Power Levers IDLE
2. Propeller Controls MAX RPM
3. Wing Flaps APPROACH
4. Landing Gear EXTEND
5. Airspeed 156KIAS maximum
 V1.12 – 9 Mar 2014

EMERGENCY PROCEDURES 5

Landing Emergencies

ONE ENGINE INOPERATIVE LANDING

When it is certain that the field can be reached:
1. Flaps APPROACH
2. Landing Gear DOWN
3. Propeller Controls FULL FORWARD
4. Airspeed 110 KNOTS
When It is certain there is no possibility of go-around:
5. Flaps DOWN
6. Airspeed 100 KNOTS
7. Execute Normal Landing

ONE ENGINE INOPERATIVE GO-AROUND

1. Power MAXIMUM ALLOWABLE
2. Flaps UP
3. Landing Gear UP
4. Airspeed 107 KNOTS

Glide (both engines inoperative)

1. Flaps UP
2. Landing Gear UP
3. Propeller Controls FEATHERED
4. Airspeed 150 KNOTS

Landing Gear Manual Extension

1. Airspeed ESTABLISH 120 KNOTS
2. Landing Gear Relay CB PULL (next to Gear handle, not on CB panel)
3. Landing Gear Handle DOWN
4. Emergency Engage Handle:
 LIFT AND TURN CLOCKWISE TO THE STOP TO ENGAGE
5. Extension Lever
 PUMP up and down until the 3 green gear down lights are lit
Retraction after practice manual extension ONLY:
(i) Emergency Engage handle rotate counter clockwise and push down to stow
(ii) Extension lever stow (iii) Gear CB in (iv) Gear handle Up
 V1.12 – 9 Mar 2014

EMERGENCY PROCEDURES 6

Low Oil Pressure

Oil Pressure values between 40 and 80 psi are undesirable: they
should be tolerated only for the completion of the flight, and then only at
a reduced power setting.
Oil pressure values below 40 psi are unsafe; they require either that
the engine be shut down, or !hat a landing be made as soon as possible,
using the minimum power required to sustain flight.

Fuel System Emergencies

BOOST PUMP FAILURE
1. Inoperative Boost Pump OFF
2. Determine whether continuation of flight with Crossfeed open is
possible (refer to Flight Manual)
3. To continue flight with Crossfeed closed, satisfactory operation may
be obtained by reducing power, descending to a lower altitude,
waiting for fuel to cool
CROSSFEED (One Engine Inoperative operation)
1. Fuel Boost Pumps
Both ON
2. Transfer Pumps ON
3. OPEN, Check FUEL CROSSFEED on
Crossfeed switch
4. NON-FEEDING tank
Fuel Boost Pump OFF and check
non-feeding side FUEL PRESS unlit
TO DISCONTINUE CROSSFEED
1. Fuel Boost Pumps Both ON
2. Crossfeed switch CLOSED
3. Fuel Boost Pump OFF (inoperative engine only)
NOTE: The Crossfeed system is designed solely for operation in the event of a Fuel
Boost Pump failure or an Engine failure. The normal position of the Crossfeed switch
with both engines running is AUTO with the FUEL CROSSFEED annunciator unlit

Uncommanded Electric Pitch Trim operation

1. Attitude CONTROL MANUALLY
2. AP/Trim Disconnect Switch DEPRESS FULLY
3. Manually re-trim airplane
4. ELEV TAB switch (pedestal) OFF
 V1.12 – 9 Mar 2014

EMERGENCY PROCEDURES 7

Electrical System Failure

GENERATOR INOPERATIVE (DC GEN annunciator lit)
1. Starter switch Check OFF
2. Generator switch RESET momentarily then ON
If Generator will not reset
2. Generator Switch OFF
3. Operating Generator Do not exceed Load of 1.0
EXCESSIVE LOADMETER INDICATION (over 1.0)
1. Battery Switch OFF
If Loadmeter still indicates above 1.0
2. Non-essential Electrics OFF
If Loadmeter indicates 1.0 or below
3. Battery Switch ON
CIRCUIT BREAKER TRIPPED
 Non-essential Circuit DO NOT RESET IN FLIGHT
 Essential Circuit RESET ONCE ONLY
SUBPANEL FEEDER CIRCUIT BREAKER TRIPPED
(fuel panel bus feeders and right circuit breaker panel bus feeders)
 A short is indicated DO NOT RESET IN FLIGHT
INVERTER INOPERATIVE (INVERTER annunciator lit)
1. Select the other inverter
AVIONICS POWER SWITCH FAILURE
1. Pull the Avionics Master CB (system defaults to powered)
Pressurization System (differential pressure in red arc)
1. Cabin Altitude controller SET HIGHER
If condition persists
2. Bleed Air valves CLOSED
3. Cabin Pressure Switch DUMP
4. Bleed Air valves OPEN
Emergency Exit Hatch (third right cabin window)
1. Emergency hatch cover OPEN
2. Release button PUSH (or pull hooks then push button)
3. PULL handle and PUSH out hatch
Inadvertent Spin
Control wheel FWD, rudder OPPOSITE, power IDLE, aileron NEUTRAL
 V1.12 – 9 Mar 2014

GENERAL INFORMATION

NORMAL PROCEDURES

EMERGENCY PROCEDURES

OPERATING INFORMATION
• Mass and Balance
• Performance
• Operations
 V1.12 – 9 Mar 2014

Mass and Balance 1

Loading definitions and notes

The following Loading definitions are used in this manual and associated materials:
(including Flight Planning sheet, M&B Worksheet and RocketRoute.Com aircraft model)
Cabin
“Nose Baggage” Max 350lbs
Nose baggage area forward of
avionics bay.
Not used in normal operation.
“Crew”
Includes Pilot and Co-Pilot and
items stowed in the cockpit
area and cabinets
Pilot mass is NOT included
in Empty Mass of 6840lbs
“Forward Pax”
The forward pair of aft-facing
seats in the main cabin
“Aft Pax”
The rear pair of forward-facing
seats in the main cabin
Fuel tanks
Main tank
Nacelle 4 inter-
tank connected
Wing tanks
Locker tank
The 4 interconnected wing tanks are
considered one single Wing tank for all
operating purposes
For fuel and mass planning, the Nacelle &
Wing tanks are treated as the “Main tank”
The “Locker tank” is a separate system, and
its fuel must be transferred to the Main Tank
The entire fuel system is symmetrical on the
left and right sides of the aircraft
Note: Fuel filling sequence

“Side Pax” There is no LH/RH

The Side-Facing seat opposite imbalance limit whilst
the main cabin door loading fuel. In flight,
1 the limit is 200lbs.
“Aft Baggage” Max 350lbs
The right-hand side area from the
2
3
rear partition to the aft bulkhead
Assume 20lbs for Life raft,
External Covers & other items
Note that fuel crews are unfamiliar
“Lav Pax”
with the rare C90 Locker tank
The aft-most belted seat, with a
installation. If required, verify the
lavatory beneath the seat cushion
Locker tanks have been filled

Fuel Capacity
One Wing Both Wings
Pounds US gal Litres
Pounds US gal Litres
Main 1285 192 732
Main 2570 384 1465
Locker 260 39 148 Locker 520 78 296
Total 1545 231 881 Total 3090 461 1761
 V1.12 – 9 Mar 2014

Mass and Balance 2

Mass, Balance and Loading Limits

Max Ramp Mass 10560 lbs Empty Mass 6840 lbs
Max Take-off Mass 10500 lbs Useful Load 3720 lbs
Max Landing Mass 9700 lbs Load w/Mains full 1150 lbs
Max Zero Fuel Mass 9000 lbs Load w/Max Fuel 630 lbs
Metric MTOM 4773 kg Max Load 2160 lbs
Mass and Balance envelope and limit examples

Fwd example 1: Fwd example 2: Aft example 1: Aft example 2:

2 Crew, 400lbs 1 Crew, 200lbs 1 Crew,180lbs 1 Crew,200lbs
No other occupants No other occupants 2 Aft Pax, 400lbs No other occupants
No baggage No baggage Aft bags 50lbs Aft bags 300lbs
Mass
10700
lbs
10500

10300

10100
3090 lbs
9900 fuel

9700

9500
2570 lbs
fuel
9300

9100

8900 2000 lbs

fuel
8700

1500 lbs fuel

8500
148 150 152 154 156 158 160
Centre of Gravity inches aft of datum
The CG limits are unlikely to be exceed with normal loading if the aircraft mass is below the
MTOM limit. Therefore, as an alternative to calculating CG, the following criteria may be used
1. With no aft load and no forward baggage, a Crew mass of 400lbs or less will assure a
CG within the forward limit at any fuel load. With 20lbs in the Aft baggage area, the
Crew mass may be 450lbs.
2. With only a single 180lb crew member on board, a mass in the Aft baggage area of
300lbs or less will assure the CG remains within the aft limit
These criteria are included in the Mass & Balance section of the Preflight Planning Sheet
 V1.12 – 9 Mar 2014

Mass and Balance 3

Mass and Balance Worksheet

Note: Main Fuel arm varies with tank Mass Arm Moment
contents, 150” is an approximation.
lbs in lbs-in/100

Empty Mass 6840 155 10602

Nose Bags 70
LH Crew 129
RH Crew 129
LH Pax Fwd 168
RH Pax Fwd 168
LH Pax Aft 212
RH Pax Aft 212
Side Pax rear 245
Lav Pax rear 285
LH Main Fuel 150
RH Main Fuel 150
LH Locker Fuel 189
RH Locker Fuel 189
Aft Bags 282
Load totals

Zero Fuel Mass max 9000 lbs

Ramp M&B
max 10560 lbs
less taxi fuel 150
60lbs is standard taxi fuel

Take Off M&B

max 10500 lbs
less take-off fuel 150
less cruise fuel 150

Landing M&B
max 9700 lbs
 V1.12 – 9 Mar 2014

Mass and Balance 4

Mass and Volume unit conversion (6.7lbs/US Gallon 0.57litres/lb)

lbs USgal litres lbs USgal litres

50 7 29 1300 194 741
100 15 57 1350 201 770
150 22 86 1400 209 798
200 30 114 1450 216 827
250 37 143 1500 224 855
300 45 171 1550 231 884
350 52 200 1600 239 912
400 60 228 1650 246 941
450 67 257 1700 254 969
500 75 285 1750 261 998
550 82 314 1800 269 1026
600 90 342 1850 276 1055
650 97 371 1900 284 1083
700 104 399 1950 291 1112
750 112 428 2000 299 1140
800 119 456 2050 306 1169
850 127 485 2100 313 1197
900 134 513 2150 321 1226
950 142 542 2200 328 1254
1000 149 570 2250 336 1283
1050 157 599 2300 343 1311
1100 164 627 2350 351 1340
1150 172 656 2400 358 1368
1200 179 684 2450 366 1397
1250 187 713 2500 373 1425
1285 192 732 2570 384 1465
One Main Full Both Mains Full

1335 199 761 2670 399 1522

1385 207 789 2770 413 1579
1435 214 818 2870 428 1636
1485 222 846 2970 443 1693
1535 229 875 3070 458 1750
1545 231 881 3090 461 1761
1x Main & Locker Full 2 Main & 2 Locker Full
 V1.12 – 9 Mar 2014

This page intentionally blank

 V1.12 – 9 Mar 2014

GENERAL INFORMATION

NORMAL PROCEDURES

EMERGENCY PROCEDURES

OPERATING INFORMATION
• Mass and Balance
• Performance
• Operations

Performance data is drawn from the Raisbeck AFM Supplement, which includes the
Blackhawk XP Engine modification and 10500lb MTOM STC and supersedes the
original AFM

The priority sequence for LJ-972’s Flight Manual is

1. Raisbeck AFMS content
2. Blackhawk AFMS content not available in the Raisbeck AFMS
3. Beechcraft AFM content

The “G-VBCD Preflight Planning Sheet” is an acceptable means of planning for

all operations conforming to the simplified criteria on that sheet. This section of
the manual is for more detailed calculations and cross-checks
 V1.12 – 9 Mar 2014

Take Off Distance – 0% Flaps – 2 Engines

Associated Conditions: Accelerate-Stop Distance
Power……Take-off Power set before brake release Example:
Weight - lbs V1 KIAS OAT……………………………….. 25 C
Both Engines idle at V1
10,500 95 Pressure Altitude…………… 3966 ft
Flaps……..Up
Gear………Retract after Lift-Off 10,000 94 Take-Off Weight……………. 9650 lbs
Runway…Paved, Level, Dry Surface Headwind Component….. 10 knots
9,000 90
Braking…..Max without tires slipping Accel-Stop Distance……… 3813 ft
8,000 85 V1……………………………….... 94 KIAS
Accelerate-STOP Distance
V1.12 – 9 Mar 2014
 V1.12 – 9 Mar 2014

Accelerate-GO Distance
 Climb – Two Engines – Flap Up Example:
OAT……………………………….. -10 C Climb
Associated Conditions: Climb Speed 112 KIAS (all weights) Pressure Altitude…………… 17000 ft
Take-Off Weight……………. 9400 lbs
Gradient
Power…… Max Continuous
Flaps…….. Up Rate Of Climb………………… 1788 fpm %
Gear……… Up Climb Gradient…………...... 12.8% 20%
2500 19%
Ref Line
18%
17%

16%
15%
2000
Sea Level 14%
4000 ft 13%
6000 ft
12%
8000 ft
11%
1500
10000 ft
10%
12000 ft 9%
14000 ft 8%
16000 ft
7%
1000
Rate of Climb fpm

18000 ft
6%
20000 ft
5%
Climb - 2 Engines – Flap Up

22000 ft 4%

24000 ft 3%
500
26000 ft
2%
28000 ft

1%
30000 ft

0 0%
-50 -40 -30 -20 -10 0 10 20 30 40 50 10000 9000 8000 7000
10350 ref line
V1.12 – 9 Mar 2014

Outside Air Temperature: OC 10500 MTOW

Weight: Pounds
 Climb – One Engine Inoperative – Flap Up Example:
Associated Conditions: OAT……………………………….. -4 C Climb
Power…… Max Continuous Climb Speed 108 KIAS (all weights) Pressure Altitude…………… 9000 ft Gradient
Flaps…….. Up Take-Off Weight……………. 9400 lbs
Gear……… Up Rate Of Climb………………… 550 fpm %
Inop Prop. Feathered Climb Gradient…………...... 4.3%
1000
Ref Line
8%

900

7%
800

6%

700

5%
600

4%
Sea Level 500
2000 ft
4000 ft
6000 ft 400 3%
Rate of Climb fpm

8000 ft
300
2%

10000 ft
200
12000 ft
Climb – One Engine Inoperative - Flap Up

1%
14000 ft 100

16000 ft
0 0%
-50 -40 -30 -20 -10 0 10 20 30 40 50 10000 9000 8000 7000
10350 ref line
Outside Air Temperature: OC Weight: Pounds
V1.12 – 9 Mar 2014

10500 MTOW
 Associated Conditions:
Service Ceiling – One Engine Inoperative
Power…… Max Continuous Example:
Note: Service Ceiling (OEI) is the maximum pressure altitude at which the OAT of MEA…………………… 10 C
Flaps…….. Up
Gear……… Up airplane is capable of climbing at 50fpm with one propeller feathered Route Segment MEA……… 9000 ft
Inop Prop. Feathered Note: Use the highest (worst case) route segment MEA for this calculation Weight…………………………… 9500 lbs
Service Ceiling (OEI).……… 18860 ft
20000

19000

18000

17000

16000
Assume Service Ceiling (OEI) at max
weight is above MEA (up to a max of

Service Ceiling (OEI) : Feet

20,000ft) when conditions are ISA + 20C or
15000 cooler, otherwise calculate from this chart

14000
Service Ceiling – One Engine Inoperative

13000
-10 -5 0 5 10 15 20 25 30
Outside Air Temperature: OC at Route Segment MEA
V1.12 – 9 Mar 2014
 Landing Distance – 100% Flaps – No Prop Rvrs Example:
OAT……………………………….. 15 C
Associated Conditions:
Weight - lbs Approach Speed Pressure Altitude…………… 5650 ft
Power…… Retard to maintain 800fpm 9700 100 KIAS Landing Weight……………. 8855 lbs
descent on final approach Headwind Component….. 10 knots
9000 97 KIAS
Flaps…….. 100% Ground Roll…………………… 1050 ft
8000 92 KIAS Total Dist. over 50ft obst.. 2160 ft
Brakes……… Max braking
Runway… Paved, Level, Dry Surface 7000 86 KIAS Approach Speed……………. 96 KIAS

3500
Reference Line Reference Line Reference Line

3000

2500

2000

10000 ft 1500
Landing Distance:

8000 ft
6000 ft
Total Distance for Take-Off: Feet

4000 ft
100% Flap - No Prop Reverse

2000 ft 1000
Sea Level

500

-30 -20 -10 0 10 20 30 40 10000 9000 8000 7000 -10 0 10 20 30 0 50

9700lbs MLW
V1.12 – 9 Mar 2014

Outside Air Temperature: OC ref line

Weight: Pounds Wind Component: Knots Obstacle Height: Feet
 V1.12 – 9 Mar 2014

Cruise performance and fuel required

Cruise Performance
See also note on Cruise Performance on page “Operating Manual notes”

Fuel Flow 250lbs/engine/hr

Altitude Sea Level FL050 FL100 FL150 FL200 FL250
KTAS 165 180 210 225 240 255
Torque 730 ft lbs 800 ft lbs 1000 ft lbs 1040 ft lbs 1070 ft lbs 1100 ft lbs

For cruise planning purposes at FL220-250, assume

> 250 KTAS
> 250lbs/engine/hour Fuel Flow

Minimum Fuel Required (example cruise: 250KTAS, 250lbs/hr x2)

See also note on Fuel Planning on page Guide to Minimum Fuel Required
“Operating Manual notes” given distance and flight conditions
1 Taxi fuel 60 lbs IFR VFR
3090
2 Take-off & Climb fuel 190 lbs 3000
increment over cruise burn assume zero distance
Cruise (FL200-250) Fuel
3 Distance (including climb) nm lbs
4 Groundspeed 250 kts
5 Time Enroute =3/4 hrs
2500
6 Cruise fuel flow (both engines) 500 lbs/hr

7 Cruise burn =5*6 lbs

8 Trip Fuel =1+2+7 lbs

2000
9 Contingency 5% 5% of 8 lbs

10 Final Reserve 250 lbs

30min hold @1500'

1500
11 Total VFR Fuel Reqd lbs
=8+9+10
=1+8+9+10
12 Alternate distance 75 nm
13 Alternate time 0.5 hrs

14 Alternate fuel =13*6 250 lbs

1000

15 Total IFR Fuel Reqd lbs

= =1+8+9+10+14
11+14
Distance nm
In normal operation, load 200lbs extra (100nm alternate)
ALWAYS LOAD 200lbs EXTRA FUEL
fuel above the minimum fuel required 500
ABOVE FUEL REQUIRED 0 500 1000 1500
 V1.12 – 9 Mar 2014

PERFORMANCE SUMMARY

Departure runway performance (zero wind) Vr 95KIAS ZERO FLAP

If actual take-off conditions are all equal to or better than this example, these performance numbers
may be assumed. Otherwise, calculate actual performance
Feet Metres
OAT +25 C Take-Off to 50ft 2450 750
Elevation 2000 ft Accelerate-Stop 4500 1375
Take-off Mass 10500 lbs Accelerate-Go 3600 1100

SID climb performance Normal: 112KIAS OEI: 108KIAS

Illustrative climb rate and gradient at 6000’, ISA+12 and MTOM. If conditions are more demanding,
calculate actual performance
Gradient Climb
OAT +15 C
Two Engine 13% 1830 fpm
Elevation 6000 ft
Single Engine 3.4% 450 fpm
Mass 10500 lbs

Service Ceiling – One Engine Inoperative

For OAT at MEA of ISA+20C or cooler, assume max OEI Service Ceiling of 20,000’ is available. For
exceptional higher temperatures, calculate actual OEI Service Ceiling.
Service
MEA 20000 ft
Ceiling
OAT @ MEA -5C (ISA+20C) Single Engine 20,000’
Mass 10500 lbs

Landing runway performance (zero wind) 100KIAS FULL FLAP

If actual landing conditions are all equal to or better than this example, these performance numbers
may be assumed. Otherwise, calculate actual performance

Feet Metres
OAT +25 C
Landing distance 2300 700
Elevation 2000 ft over 50’ obstacle

1150
Landing Mass 9700 lbs Ground roll 350

Missed Approach climb Normal: 112KIAS OEI: 108KIAS

Illustrative climb rate and gradient at 2000’, 25C and MLM. If conditions are more demanding,
calculate actual performance

OAT +25 C Gradient Climb

Two Engine 16% 2150 fpm
Elevation 2000 ft
Single Engine 4.5% 580 fpm
Mass 9700 lbs
 V1.12 – 9 Mar 2014

GENERAL INFORMATION

NORMAL PROCEDURES

EMERGENCY PROCEDURES

OPERATING INFORMATION
• Mass and Balance
• Performance
• Operations
 V1.12 – 9 Mar 2014

Planning and Operating Procedures

Destination and Alternate weather

All operations require Destination and an Alternate with forecasts at or above applicable minima
In-flight, it is permitted, with caution, for only one of Destination or Alternate to be above minima
Destination Forecast x
SUMMARY TABLE
VMC >= AOM Below AOM
VMC Acceptable Acceptable In-flight only
Alternate >= AOM Acceptable Acceptable In-flight only
Forecast
Below AOM In-flight only In-flight only Not acceptable

Fuel requirements
The summary table below details the fuel planning and fuel state recommended under this Manual.
This is based on EASA OPS and is more demanding than the present UK ANO rules applicable
Preflight Enroute
1. Taxi fuel Required n/a
2. Trip fuel Required Required
3. Contingency of 5% Required Not required
4. Alternate fuel Required Subject to judgement
5. Final reserve, 30min Required, further 200lbs desirable Required, further 200lbs desirable

Aerodrome Operating Minima: Departure

The minimum RVR for departure shall be the greater of
1. the UK statutory minimum of 150m, ref. ANO 109.2.b
2. Any minima specified by the airport operator, eg. no lower than 250m RVR
3. The landing minima, unless a take-off alternate is available within 30mins flying time
4. If a One Engine Inoperative take-off path is not available from aerodrome elevation, 800m

Aerodrome Operating Minima: Landing

1. The minima used shall be those published in the Jeppesen plates, taking into account
- the operational status of lighting and RVR reporting
- Approach Category B
- LPV, LNAV/VNAV, ILS Cat I approvals as applicable
2. PEC shall not apply. Temperature corrections shall not apply above a sea level OAT of -5C. Below
that, increase indicated DH 10% for every 20C below ISA. Note effect on terrain clearance of very
cold conditions but DO NOT adjust procedure or ATC cleared altitudes without ATC agreement.
3. All non-precision approaches shall be flown using the CDFA method. The PIC may elect to add
50’ to a CDFA DA(H) in accordance with UK CAA recommendations, but this is not mandatory
RVR
4. If single-pilot and for any procedure other than an autopilot-coupled ILS or LPV approach, use the
higher of the calculated minimum RVR and 800m
5. In accordance with the “Approach Ban”, do not descend below 1000’ AAE or the equivalent of the
Outer Marker position unless the RVR is at or above the applicable minima
6. It is recommended that, if RVR falls below minima after passing 1000’ AAE, the approach shall be
discontinued immediately rather than continuing descent to DA(H)
7. Repeated approaches and missed approaches are at the pilot’s discretion. It is recommended that
a diversion shall be executed after the second missed approach
Normal Instrument Approach Procedure
(Precision or CDFA)
Normal Instrument Approach
V1.12 – 9 Mar 2014
Single-Engine Instrument Approach Procedure
(Precision or CDFA)
Single-Engine Instrument Approach
V1.12 – 9 Mar 2014
 V1.12 – 9 Mar 2014

Operating Manual notes

Cruise Performance
The Blackhawk & Raisbeck FM Supplements corresponding to the PT6A-135A engine installation do not
include cruise speed or fuel burn performance tables, and refer to the Beech factory tables (corresponding to
the original PT6A-21 engines) with the comment that at comparable power settings, the PT6A-135As provide
fuel flow and TAS which is at least as good.
However, the -135As make significantly great power available at cruise altitudes and the Supplement
comment is that “pilots should be aware that increased fuel consumption results when operating this airplane
at power levels greater than achievable with the original engines”
For practical purposes, the cruise performance data in the AFM is not meaningful, and the Cruise
Performance table in this manual should be used instead. This has slightly and consistently conservative
data relative to that observed in flight in G-VBCD in a variety of conditions.

Fuel Planning
The usual method for mass & balance, range, payload and fuel planning is to use the G-VBCD aircraft model
available under the operators’ login at www.RocketRoute.com, and to have an electronic or paper version of
the Flight Briefing pack available in-cockpit.This model is accurate for mass & balance, and the aircraft may
be loaded to limits on this basis. The model is an approximation for range, payload and performance and in
typical operation the minimum fuel loaded should exceed the minimum fuel required (as calculated by
the model) by 200lbs total to allow for a margin in excess of the reserves and contingencies required under
EU OPS and the UK ANO.
The 200lbs extra fuel should also be loaded when using this manual for performance planning. If this extra
load is not practical, additional caution must be taken, using in-flight performance monitoring, enroute fuel
alternates and considering weather/traffic contingencies as appropriate
No fuel totalizer is fitted to G-VBCD and the fuel state for planning purposes should be taken as the lower of
the total indicated by the gauges and the departure fuel minus the estimated fuel burn. Prior to departure,
and for loads other than full tanks visually inspected as such, in the event of a discrepancy between the fuel
quantity indicated by the gauges and the fuel recorded in the tech log, use the lower of the two quantities
Flights requiring fuel from the XLR Fuel Lockers must have an Enroute Fuel Alternate available in case the
locker fuel transfer can not be accomplished

Cold Temperature operation

Cold Start: the engines may be started at temperatures at or above -40C
Fuel system icing inhibitor (PRIST) is NOT required except in extraordinarily cold circumstances
There is no in-flight OAT minimum limit but note that
• Fuel temperature is assumed to be equal to OAT
• The AFM Limitations section page 2-6 charts minimum Oil Temperature required for a given OAT,
to assure oil heating at the FCU will prevent fuel icing
• This limit may be simplified as
MIN OIL TEMP IN POSITIVE DEGREES C = OAT IN NEGATIVE DEGREES C
For example, at an OAT of -40C, minimum oil temp is +40C
• In practice, this limit is very unlikely to be exceeded

Rounding of numbers
This manual uses some numbers that have been rounded where this simplifies calculation and memory
items with no material effect on operation. The instances of rounding are:
AIRSPEEDS
Vx rounded from 101KIAS to 100KIAS
Vy rounded from 111KIAS to 110KIAS
Va rounded from 169KIAS to 170KIAS
Turbulent Air penetration speed from 161KIAS to 160KIAS
MASS
Aircraft Empty Mass rounded up from 6833lbs to 6840lbs
Each Main Fuel Tank full load rounded down from 1286lbs to 1285lbs
The net effect is to reduce full fuel payload by 5lbs and part fuel payload by 7lbs
V1.12 – 9 Mar 2014