King Air Pl21 W Ifis

operator's
guide
Pro Line 21
C
R
Avionics System
with Optional IFIS
For the Raytheon King Air
Pro Line 21
Avionics System
with Optional IFIS
operator’s guide
NOTICE
INFORMATION SUBJECT TO EXPORT CONTROL LAWS
The technical data in this document (or file) is controlled for export under the
Export Administration Regulations (EAR), 15 CFR Parts 730-774. Violations of
these laws may be subject to fines and penalties under the Export
Administration Act.
R
C
OPERATOR’S GUIDE
Pro Line 21
Avionics System
with Optional IFIS
operator’s guide
For product orders or inquiries, please contact:
Rockwell Collins
Customer Response Center
400 Collins Rd NE M/S 133-100
Cedar Rapids, IA 52498-0001
TELEPHONE: 1.888.265.5467
INTERNATIONAL: 1.319.265.5467
FAX NO: 1.319.295.4941
EMAIL: response@rockwellcollins.com
© Copyright 2005 Rockwell Collins, Inc. All rights reserved.
Printed in the USA
SOFTWARE COPYRIGHT NOTICE

All software resident in the equipment covered by this publication is
protected by copyright.
Pro Line 21 with Optional IFIS OPERATOR’S GUIDE
Raytheon King Air Table of Contents
TABLE OF CONTENTS
Tab Title Page
1 INTRODUCTION
Safety Summary .................................................................... 1-1
Notices ................................................................................... 1-2
List of Acronyms and Abbreviations ...................................... 1-3
2 OVERVIEW — SYSTEM
Introduction ............................................................................ 2-1
System Description ................................................................ 2-1
Key Operating Features ..................................................... 2-1
Components ....................................................................... 2-5
Key Troubleshooting Features ......................................... 2-17
3 OVERVIEW — ADS
Introduction ............................................................................ 3-1
Components ....................................................................... 3-2
Key Troubleshooting Features ........................................... 3-4
4 OVERVIEW — AHS
Introduction ............................................................................ 4-1
Components ....................................................................... 4-3
5 OVERVIEW — EFIS
Introduction ............................................................................ 5-1
Components ....................................................................... 5-3
6 OVERVIEW — EIS
Introduction ............................................................................ 6-1
Components ....................................................................... 6-3
1st Edition
25 Aug 05 i
OPERATOR’S GUIDE Pro Line 21 with Optional IFIS
Table of Contents Raytheon King Air
Tab Title Page

7 OVERVIEW — FGS
Introduction ............................................................................ 7-1
Components ....................................................................... 7-3
8 OVERVIEW — FMS
Introduction ............................................................................ 8-1
Components ....................................................................... 8-3
9 OVERVIEW — IFIS
Introduction ............................................................................ 9-1
Components ....................................................................... 9-3
10 OVERVIEW — LDS
Introduction .......................................................................... 10-1
System Description .............................................................. 10-1
Key Operating Features ................................................... 10-1
Components ..................................................................... 10-3
11 OVERVIEW — MDS
Introduction .......................................................................... 11-1
Components ..................................................................... 11-3
12 OVERVIEW — RSS
Introduction .......................................................................... 12-1
Components ..................................................................... 12-3
1st Edition
ii 25 Aug 05
Tab Title Page

13 OVERVIEW — TCAS I
Introduction .......................................................................... 13-1
Components ..................................................................... 13-3
14 OVERVIEW — TCAS II
Introduction .......................................................................... 14-1
Components ..................................................................... 14-3
15 OVERVIEW — TAWS
Introduction .......................................................................... 15-1
Components ..................................................................... 15-3
16 OVERVIEW — TWR
Introduction .......................................................................... 16-1
Components ..................................................................... 16-3
17 AHS OPERATION
Introduction .......................................................................... 17-1
Normal Initialization ............................................................. 17-2
Initialization with Motion or Power Interruption .................... 17-4
DG Mode Initialization ......................................................... 17-5
Airborne Initialization ........................................................... 17-7
Heading Flag In View While En Route ................................. 17-8
Heading Flag In View Before Departure ............................ 17-10
Heading Flag In View During Takeoff Roll ......................... 17-11
Heading Errors During Ground Operations ....................... 17-11
Heading Errors Due to Acceleration/Deceleration ............. 17-12
Heading Errors in Turns ..................................................... 17-13
Heading Errors in Turbulence ............................................ 17-14
Stimulation Mode ............................................................... 17-15
AHS Reversion .................................................................. 17-15
1st Edition
25 Aug 05 iii
Tab Title Page

18 CDU OPERATION
Introduction .......................................................................... 18-1
General CDU Tuning ........................................................... 18-3
COM Radios – Tuning and Control ...................................... 18-5
COM Radios – Direct Tuning ........................................... 18-8
COM Radios – Recall Tuning ........................................... 18-9
COM Radios – Preset Tuning ........................................ 18-10
COM Radios – Squelch Mode Control ........................... 18-11
COM Radios – Self Test Control .................................... 18-11
COM Radios – Messages .............................................. 18-12
COM Radios – Emergency Radio Tuning ...................... 18-12
NAV/DME Radio Tuning and Control ................................. 18-13
NAV/DME Radios – Frequency Selection ...................... 18-16
NAV/DME Radios – DME Hold ...................................... 18-17
NAV/DME Radios – Operation Control .......................... 18-18
NAV/DME Radios – SELECT NAVAID Operation .......... 18-20
NAV/DME Radios – FMS DME Tuning .......................... 18-21
ADF Radio Tuning and Control .......................................... 18-21
ADF Radio – Frequency Tuning ..................................... 18-24
ADF Radio – Operation Control ..................................... 18-26
ATC Transponder Control .................................................. 18-27
ATC Ident Code Selection .............................................. 18-29
ATC Mode and Status Control ....................................... 18-30
HF Radio Tuning and Control ............................................ 18-32
HF Radio – Direct Tuning ............................................... 18-36
HF Radio – Preset Tuning .............................................. 18-37
HF Radio – Operating Mode Control ............................. 18-38
HF Radio – Squelch Control .......................................... 18-38
HF Radio – Power Level Control ................................... 18-39
HF Radio – Self Test Control ......................................... 18-40
HF Radio – Messages ................................................... 18-40
CDU Reversion .................................................................. 18-40
19 FGS OPERATION
Flight Director, Select .......................................................... 19-1
Flight Guidance Transfer ..................................................... 19-3
Flight Director SYNC ........................................................... 19-4
Half Bank ............................................................................. 19-6
Autopilot ............................................................................... 19-8
Yaw Damper ...................................................................... 19-10
Rudder Boost (B300 only) ................................................. 19-12
Roll Mode .......................................................................... 19-13
1st Edition
iv 25 Aug 05
Tab Title Page
Heading Select Mode ........................................................ 19-14

Navigation Mode ................................................................ 19-15
Approach Mode (Manual Operation) ................................. 19-17
Approach Mode (FMS operation) ...................................... 19-19
Go Around Mode ............................................................... 19-20
Pitch Mode ......................................................................... 19-22
Altitude Hold Mode ............................................................ 19-23
Altitude Preselect Mode ..................................................... 19-25
Vertical Speed Mode ......................................................... 19-27
Flight Level Change Mode ................................................. 19-28
Glideslope Approach Mode ............................................... 19-30
Overspeed Mode ............................................................... 19-31
Vertical Navigation ............................................................. 19-33
20 PFD/MFD OPERATION
Introduction .......................................................................... 20-1
PFD – Select Display Format .............................................. 20-1
PFD – Select Navigation Source ......................................... 20-3
PFD – Select Bearing Source .............................................. 20-6
PFD – Set Vspeeds ............................................................. 20-9
PFD – Set RA/BARO Minimums ....................................... 20-12
PFD – Set PFD References .............................................. 20-15
PFD – Operate Elapsed Timer .......................................... 20-17
PFD – Weather Radar Menu ............................................. 20-18
MFD – Select Display Format ............................................ 20-22
MFD – Select Quick Format .............................................. 20-27
MFD – Select FMS Map Source ........................................ 20-28
MFD – Select Checklist ..................................................... 20-30
MFD – Load Checklist ....................................................... 20-34
PFD/MFD – Select Display Range .................................... 20-36
PFD/MFD – Select Overlays ............................................. 20-38
PFD/MFD – Select TCAS Traffic Overlay .......................... 20-42
ADC Reversion .................................................................. 20-43
AHS Reversion .................................................................. 20-45
PFD Reversion .................................................................. 20-46
MFD Reversion .................................................................. 20-47
Display Dimming ................................................................ 20-48
21 RTU OPERATION
Introduction .......................................................................... 21-1
General RTU Tuning ............................................................ 21-1
COM Operation ................................................................... 21-4
1st Edition
25 Aug 05 v
Tab Title Page
NAV Operation ................................................................... 21-10

ADF Operation ................................................................... 21-15
HF Operation ..................................................................... 21-19
ATC Operation ................................................................... 21-27
TCAS II Operation ............................................................. 21-31
Cross-side Tuning .............................................................. 21-34
Reversionary Tuning .......................................................... 21-35
HSI Display and Back-Up Tuning (optional) ...................... 21-36
22 MENUS AND DISPLAYS

Adaptive Flight Display ........................................................ 22-1
Cursor Control Panel ........................................................... 22-3
Control Display Unit ........................................................... 22-11
Display Control Panel ........................................................ 22-18
Flight Guidance Panel ....................................................... 22-22
Remote Switches ............................................................... 22-26
PFD – Flight Guidance System Displays ........................... 22-32
PFD – Airspeed ................................................................. 22-45
PFD – Attitude ................................................................... 22-59
PFD – Altitude ................................................................... 22-63
PFD – Vertical Speed ........................................................ 22-77
PFD – TCAS II RA Fly-To Commands ............................... 22-81
PFD – Preselect NAV Source (FMS Nav-to-Nav) .............. 22-84
PFD – Time/Air Temp/COM/ATC ....................................... 22-87
PFD – References Menu ................................................... 22-90
MFD – Engine Indicating System ..................................... 22-93
MFD – FMS Plan Map ..................................................... 22-110
MFD – GS/TAS/Air Temps ............................................... 22-116
PFD/MFD – Bearing Pointers .......................................... 22-118
PFD/MFD – Heading Displays ......................................... 22-123
PFD/MFD – Course Deviation & To/From ....................... 22-127
PFD/MFD – Navigation Source ....................................... 22-135
PFD/MFD – FMS PPOS Map .......................................... 22-141
PFD/MFD – Weather Radar Overlay ............................... 22-150
PFD/MFD – Lightning Overlay ......................................... 22-164
PFD/MFD – TCAS Traffic Displays .................................. 22-167
PFD/MFD – Terrain Overlay and Alerts ........................... 22-180
PFD/MFD – Composite Display ....................................... 22-186
23 MESSAGES AND ANNUNCIATORS

Introduction .......................................................................... 23-1
Visual Annunciations ........................................................... 23-3
1st Edition
vi 25 Aug 05
Tab Title Page
PFD Warning Flags and Alerts ......................................... 23-3

PFD Caution Flags and Alerts ....................................... 23-16
PFD Advisory Flags and Messages ............................... 23-38
MFD Warning Flags and Alerts ...................................... 23-44
MFD Caution Flags and Alerts ....................................... 23-47
MFD Advisory Flags and Messages .............................. 23-54
A APPENDIX A
TAWS Colors ......................................................................... A-1
B APPENDIX B
RTU HSI Overview ................................................................ B-1
Navigation Displays ............................................................... B-1
Radio System Displays .......................................................... B-2
HSI Flags ............................................................................... B-3
C APPENDIX C
TCAS II Aurals ...................................................................... C-1
D APPENDIX D
Weather Radar Techniques .................................................. D-1
Path Attenuation Compensation ....................................... D-2
Antenna Stabilization ........................................................ D-2
Sector Scan (TWR only) ................................................... D-3
Receiver Gain ................................................................... D-3
Antenna Tilt ....................................................................... D-4
Autotilt (TWR only) ............................................................ D-9
Target Alert ....................................................................... D-11
Ground Clutter Suppression ........................................... D-12
Weather Recognition and Avoidance .............................. D-12
Terrain Mapping .............................................................. D-13
Weather Radar Operational Considerations ....................... D-15
Detection and Attenuation ............................................... D-15
Range Compensation ..................................................... D-18
Antenna Size ................................................................... D-18
Airplane Radomes .......................................................... D-20
Weather Radar Interpretation ............................................. D-21
Thunderstorms ................................................................ D-21
Tornadoes ....................................................................... D-23
Hail .................................................................................. D-24
Weather Avoidance ......................................................... D-25
INDEX ................................................................................ Index-1
1st Edition
25 Aug 05 vii
Raytheon King Air
This page intentionally left blank
1st Edition
viii 25 Aug 05
Raytheon King Air List of Illustrations
LIST OF ILLUSTRATIONS
Figure Title Page
2-1 Raytheon King Air Flight Deck Arrangement ........................ 2-3

3-1 ADS Block Diagram .............................................................. 3-2
4-1 AHS Block Diagram .............................................................. 4-2
5-1 EFIS Block Diagram ............................................................. 5-2
6-1 EIS Block Diagram ............................................................... 6-2
7-1 FGS Block Diagram .............................................................. 7-2
8-1 FMS Block Diagram .............................................................. 8-2
9-1 IFIS Block Diagram ............................................................... 9-2
10-1 LDS Block Diagram ............................................................ 10-2
11-1 MDS Block Diagram ........................................................... 11-2
12-1 RSS Block Diagram ............................................................ 12-2
13-1 TCAS I Block Diagram ........................................................ 13-2
14-1 TCAS II Block Diagram ....................................................... 14-2
15-1 TAWS Block Diagram ......................................................... 15-2
16-1 TWR Block Diagram ........................................................... 16-2
22-1 Adaptive Flight Display ....................................................... 22-1
22-2 Cursor Control Panel .......................................................... 22-3
22-3 Control Display Unit .......................................................... 22-11
22-4 Display Control Panel ....................................................... 22-18
22-5 Flight Guidance Panel ...................................................... 22-22
22-6 Remote Switches .............................................................. 22-26
22-7 PFD Flight Guidance System Displays ............................. 22-32
22-8 PFD Airspeed Display ...................................................... 22-45
22-9 PFD Attitude Display ........................................................ 22-59
22-10 PFD Altitude Display ......................................................... 22-63
22-11 PFD Vertical Speed Display ............................................. 22-77
22-12 PFD TCAS II RA Fly-To Commands ................................. 22-81
22-13 PFD Preselect NAV Source Display ................................. 22-84
22-14 PFD Time/Air Temp/VHF COM/ATC Displays .................. 22-87
22-15 PFD References Menu ..................................................... 22-90
22-16 MFD Engine Display ......................................................... 22-93
22-17 MFD FMS Plan Map Display .......................................... 22-109
22-18 MFD GS/TAS/Air Temp Displays .................................... 22-115
22-19 PFD & MFD Bearing Pointers ......................................... 22-117
22-20 PFD & MFD Heading Displays ....................................... 22-122
22-21 PFD & MFD Course Deviation & To/From ...................... 22-126
22-22 PFD & MFD Navigation Source Data Field .................... 22-134
22-23 PFD & MFD FMS PPOS Map Display ............................ 22-140
1st Edition
25 Aug 05 ix
List of Illustrations Raytheon King Air
Figure Title Page

22-24 PFD & MFD Weather Radar Overlay ............................. 22-149
22-25 PFD & MFD Lightning Overlay ....................................... 22-163
22-26 PFD & MFD TCAS Traffic Displays ................................ 22-166
22-27 PFD & MFD Terrain Overlay ........................................... 22-179
22-28 PFD & MFD Composite Display ..................................... 22-185
D-1 Distance To Horizon ............................................................ D-5
D-2 Line-of-Sight Range ............................................................. D-5
D-3 Reflective Parts of a Cell ..................................................... D-6
D-4 Down Tilt for Radar Shadows .............................................. D-7
D-5 Tilt Control at Middle Altitudes ............................................. D-7
D-6 Tilt Control at Higher Altitudes ............................................. D-8
D-7 Uptilt at Low Altitudes .......................................................... D-9
D-8 Autotilt Antenna Movement With Altitude Changes ........... D-10
D-9 Autotilt Antenna Movement With Range Changes ............ D-10
D-10 Autotilt and Range Setting in Target Alert Mode ................. D-11
D-11 Calm Water ........................................................................ D-14
D-12 Choppy Water .................................................................... D-14
D-13 Cities .................................................................................. D-15
D-14 Weather Radar Color Levels vs. NWS VIP Levels ............ D-17
D-15 Antenna Size vs. Beam Width ........................................... D-19
D-16 Radar Target, Beam Filling vs. Non-Beam Filling ............. D-20
D-17 Thunderstorms .................................................................. D-23
1st Edition
x 25 Aug 05
Pro Line 21 with Optional IFIS INTRODUCTION
TABLE OF CONTENTS
Title Page
Introduction ....................................................................................... 1-1
Safety Summary ............................................................................... 1-1
Notices ............................................................................................. 1-2
List of Acronyms and Abbreviations ................................................. 1-3
1st Edition
25 Aug 05 i
INTRODUCTION Pro Line 21 with Optional IFIS
Raytheon King Air
1st Edition
ii 25 Aug 05
Raytheon King Air Safety Summary
INTRODUCTION
This operator’s guide describes the components and operation of the
Rockwell Collins Pro Line 21 Avionics System for the Raytheon King Air.
The general operational information in this guide must be supplemented
with information contained in the Raytheon King Air Flight Manual.
An overview of each of the major Rockwell Collins avionics systems
that make up the Pro Line 21 Avionics System follows this introduction.
Information about the operation of the Adaptive Flight Displays (AFDs)
and other systems that require frequent flight control interaction is
contained in the appropriate operation sections that follow the overview
sections. The Operation sections cover the control panels that the crew
uses in operating the on-board systems. The Menus and Displays
section covers adaptive flight display displays and controls. The
Messages and Annunciators section contains detailed information
regarding visual warning, caution, and alert messages that show on
the AFDs.
To submit comments regarding this manual, please contact:
Collins Aviation Services

Rockwell Collins, Inc.
400 Collins Rd NE
Cedar Rapids, IA 52498-0001
Attn: Technical Operations M/S 153-250
or send email to: techmanuals@rockwellcollins.com
SAFETY SUMMARY
CAUTION
C
Some aircraft operators can have special procedures that are
different from those given in this operator’s guide. Refer to the
applicable aircraft flight manual for instructions specified for your
aircraft.
1st Edition
25 Aug 05 1-1
Notices Raytheon King Air
CAUTION
C
Be careful if you wear sunglasses with lenses that cause you
not to see some colors. These types of lenses can have an
unwanted effect on how some colors show on the EFIS displays.
You cannot see some items on the display when you wear these
types of sunglasses. Also, the color of some items can change. For
example, some blue lenses can cause a magenta display item to
show as red. If the displays are read incorrectly, possible damage
to the equipment could occur.
CAUTION
C
Monitor all instruments to identify if an FMS malfunction occurs.
The Pro Line 21 Avionics System with IFIS and related components
operate as a system and usually give the crew an indication when
a malfunction occurs. But the crew must also know that it is
not possible to monitor the system for all possible malfunctions.
Also, incorrect operation could occur without an indication of a
malfunction.
NOTICES
NOTE
N
The Pro Line 21 Avionics System with IFIS can hold a large
database of navigation aids, waypoints, and airport data to help the
crew with navigation. But the crew must have and use the applicable
charts, terminal procedures, and facility directories necessary for
the flight. Applicable federal regulations give instructions about the
requirement to have the applicable documents available.
1st Edition
1-2 25 Aug 05
Raytheon King Air List of Acronyms and Abbreviations
NOTE
N
Defects that you can see on the display surface of the Adaptive
Flight Display (AFD) are permitted. But these defects must not
cause a distraction or make the crew read the display incorrectly.
Also, defects you cannot see in an operational format from a
minimum view distance are permitted.
Defective ON or defective OFF rows or columns can make servicing
of the AFD necessary. Groups (three or more adjacent elements) of
defective ON elements are not permitted. Defective OFF elements
are permitted if they do not make the crew read the display
incorrectly or cause distraction.
The number of defective ON elements that are permitted include
no more than: 6 red, 6 green, 10 blue, or 5 sets of two adjacent
defects. The number of defective OFF elements that are permitted
include no more than: 5 sets of two adjacent defects, 1 set of 3
adjacent defects, or 30 defective OFF elements.
LIST OF ACRONYMS AND ABBREVIATIONS

ABS Absolute
ACC Acceleration
ADC Air Data Computer
ADF Automatic Direction Finder
ADI Attitude Director Indicator
ADS Air Data System
ADV Advance
AFD Adaptive Flight Display
AGL Above Ground Level
AHC Attitude Heading Computer
AHS Attitude Heading System
ALT Altitude
ALTS Selected Altitude (Autopilot Flight Director mode)
AME Amplitude Modulation Equivalent
ANT Antenna
AOA Angle of Attack
AP Autopilot
APPR Approach
ARR Arrival
ARINC Aeronautical Radio, Inc.
1st Edition
25 Aug 05 1-3
List of Acronyms and Abbreviations Raytheon King Air
ATC Air Traffic Control

ATCRBS Air Traffic Control Radar Beacon System
ATT Attitude
Autotilt Automatic Tilt
BARO Barometric
B/C Back Course
BFO Beat Frequency Oscillator
BRG Bearing
BRT Brightness
CAS Calibrated Airspeed
CAT 2 Operational Performance Category II
CCP Cursor Control Panel
CDU Control Display Unit
CFIT Controlled Flight Into Terrain
CLR Clear
CMU Communications Management Unit
COM Communication
Cont Continued
CPAS Collins Portable Access Software
CPL Couple
CPN Collins Part Number
CRS Course
CSU Configuration Strapping Unit
CW Continuous Wave
DBU Data Base Unit
DCP Display Control Panel
DCU Data Concentration Unit
DEL Delete
DEP Departure
DG Directional Gyro
DIR Director
DISC Disconnect
DH Decision Height
DME Distance Measuring Equipment
DR Dead Reckoning
DTK Desired Track
E-Charts Electronic Charts
ECU (1) External Compensation Unit
(2) Electronic Control Unit
EDC Engine Data Concentrator
EFIS Electronic Flight Instrument System
1st Edition
1-4 25 Aug 05
EGPWC Enhanced Ground Proximity Warning Computer

EHSI Electronic Horizontal Situation Indicator
EIS Engine Indicating System
E-Maps Enhanced Maps
EMER Emergency
ENG Engine
ESC Escape
ET Elapsed Time
ETA Estimated Time of Arrival
EXEC Execute
EXT Extended
FD Flight Director
FDU Flux Detector Unit
FF Fuel Flow
FGC Flight Guidance Computer
FGP Flight Guidance Panel
FGS Flight Guidance System
FL Flight Level
FLC Flight Level Change
FLT Flight
FMC Flight Management Computer
FMS Flight Management System
FPLN Flight Plan
FPM Feet Per Minute
FPTA Flight Plan Target Altitude
FREQ Frequency
FSU File Server Unit
FT Feet
GA Go Around
GCS Ground Clutter Suppression
Geo-Pol Geographical & Political
GND Ground
GP Glidepath
GPS Global Positioning System
GPWS Ground Proximity Warning System
GS (1) Glideslope
(2) Groundspeed
GWX Graphical Weather
HDG Heading
HF High Frequency
HH:MM Hours:Minutes
1st Edition
25 Aug 05 1-5
hPa Hectopascals
HR Hour
HSI Horizontal Situation Indicator
IAPS Integrated Avionics Processor System
IAS Indicated Airspeed
ICAO International Civil Aviation Organization
Ident Identification
IDX Index
IFIS Integrated Flight Information System
IEC IAPS Environmental Controller
ILS Instrument Landing System
IM Inner Marker
IN Inches
inHg Inches of Mercury
INHB Inhibit
INOP Inoperative
IOC Input/Output Concentrator
IRS Inertial Reference System
IRU Inertial Reference Unit
ISA International Standard Atmosphere
ISS Impending Stall Speed
ITT Interstage Turbine Temperature
ITU International Telecommunications Union
KCID The Eastern Iowa Airport
KPH Kilograms Per Hour
LCD Liquid Crystal Display
LDS Lightning Detection System
LOC Localizer
LOM Locator Outer Marker
LRN Long Range Navigation
LRU Line Replaceable Unit
LSB Lower Side-band
LSC Low Speed Cue
LSK Line Select Key
MAG Magnetic
MCDU Multifunction CDU
MCT Maximum Continuous Thrust
MDA Minimum Descent Altitude
MDC Maintenance Diagnostic Computer
MDS Maintenance Diagnostic System
MEM Memory
1st Edition
1-6 25 Aug 05
MFD Multifunction Display

MIN Minimum
MKR (1) Marker
(2) Marker Beacon
MMO Maximum Mach number
Mode-A ATCRBS aircraft ident and location
Mode-C ATCRBS aircraft ident, location, and altitude
Mode-S ATCRBS aircraft ident, location, altitude, and
selective TCAS
MSL Mean Sea Level
N1 Engine Fan RPM
N2 Engine Turbine RPM
NAV Navigation
NAVAID Navigational Aid
NDB Non Directional Beacon
NEG Negative
NEXRAD Next Generation Weather Radar
NM Nautical Miles
nmi Nautical Miles
NWS National Weather Service
OSPD Overspeed
OT Other Traffic
PAC Path Attenuation Compensation
PFD Primary Flight Display
POS Position
PPH Pounds Per Hour
PPOS Present Position
PREV Previous
PROX Proximate
PSA Preselect Altitude
PSI Pounds Per Square Inch
PSIG Pounds Per Square Inch Gauge
PT Proximate Traffic
PTCH Pitch
PWR Power Supply
RA Radio Altitude
RAD Radio
RAIM Receiver Autonomous Integrity Monitoring
RALT Radio Altimeter
RAS Reference Approach Speed
1st Edition
25 Aug 05 1-7
RAT Ram Air Temperature

RDR Radar
REL Relative
REFS References
RF Radio Frequency
RMI Radio Magnetic Indicator
ROL Roll
RPM Revolutions Per Minute
RSS Radio Sensor System
RTA Receiver/Transmitter/Antenna
RTU Radio Tuning Unit
SAT Static Air Temperature
SEC Sector Scan
SQ or Sql Squelch
SSEC Static Source Error Correction
STAB Antenna Stabilization
STBY Standby
STC Sensitivity Time Control
STD Standard
STIM Stimulation
SVO Servo
SYNC FD/AP Synchronization
TA Traffic Advisory
TAS True Airspeed
TAT Total Air Temperature
TAWS Terrain Awareness and Warning System
TACAN Tactical Air Navigation
TCAS Traffic Alert Collision Avoidance System
TDR Transponder
TERR Terrain
TFC Traffic
TGT Target
TRB Turbulence
TRK Track, Track Angle
TTG Time to Go
TTR TCAS Transceiver
TURB Turbulence
TWR Turbulence Weather Radar System
USB Upper Side-band
USTB Unstabilized
UTC Coordinated Universal Time
1st Edition
1-8 25 Aug 05
UV Upper Sideband Voice

V1 Takeoff decision speed
V2 Takeoff safety speed
V-Bar Single Cur Command Bars
VFLC VNAV Flight Level Change
VHF Very High Frequency
VIP Video Integrated Processor
VIR VOR/ILS Receiver
VMC Visual Meteorological Conditions
VMO Maximum Airspeed
VNAV Vertical Navigation
VNV Vertical Navigation
VOR VHF Omnidirectional Range
VPTCH VNAV Pitch
VR Rotation Speed
VREF Landing Reference Speed
VS Vertical Speed
Vspeed Airspeed Reference
VSI Vertical Speed Indicator
VVS VNAV Vertical Speed
VSR Vertical Speed Required
WOW Weight On Wheels
WS Windshear
WX Weather
WX+T Weather Plus Turbulence
WXR Weather Radar System
XADC Cross-side ADC
XAHS Cross-side AHS
XM XM Satellite Weather Service
XPDR Transponder
XTLK Crosstalk
YD Yaw Damper
Z1–Z4 Weather Radar Reflectivity Level
1st Edition
25 Aug 05 1-9
Raytheon King Air
1st Edition
1-10 25 Aug 05
Pro Line 21 with Optional IFIS OVERVIEW — SYSTEM
OVERVIEW
TABLE OF CONTENTS
Title Page
Introduction ....................................................................................... 2-1
System Description .......................................................................... 2-1

Key Operating Features ................................................................ 2-1
Components ................................................................................. 2-5
Key Troubleshooting Features .................................................... 2-17
1st Edition
25 Aug 05 i
OVERVIEW — SYSTEM Pro Line 21 with Optional IFIS
Raytheon King Air
1st Edition
ii 25 Aug 05
Raytheon King Air Introduction
OVERVIEW — SYSTEM
INTRODUCTION
This operator’s guide describes the system components, operation, and
operating procedures for the Pro Line 21 Avionics System with IFIS as
installed in the Raytheon King Air airplane. It is not intended to serve as
a training manual. Rather, this is a guide to understanding the system
as designed by Rockwell Collins, Inc.
This is a universal operator’s guide for the Pro Line 21 with IFIS
equipped Raytheon King Air family of airplane. Functions or features
unique to a specific type are identified with a reference to the
appropriate type designators.
NOTE
N
The Rockwell Collins avionics units described in this operator’s
guide show typical operation and capabilities. The non-Rockwell
Collins avionics units may or may not cause typical operation. Refer
to appropriate vendor documentation for specific details on the
non-Rockwell Collins avionics units.
SYSTEM DESCRIPTION
The Pro Line 21 Avionics System for the King Air is an integrated flight
instrument, Autopilot, and navigation system. All functions have been
combined into a compact, highly reliable system designed for ease of
operation and reduced flight deck workload.
KEY OPERATING FEATURES

• Large, uncluttered Electronic Flight Instrument System
• Control and display integration
• Intuitive, easy to interpret menu formats
• Reduced number of control panels.
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Raytheon King Air
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2-2 25 Aug 05
Raytheon King Air
Figure 2-1 Raytheon King Air Flight Deck Arrangement
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25 Aug 05 2-3
Raytheon King Air
1st Edition
2-4 25 Aug 05
Raytheon King Air System Description
COMPONENTS
Air Data System The Air Data System (ADS)
(ADS) generates processed air data for
display on the Adaptive Flight
Displays (AFDs) and for use by
the Attitude Heading System
(AHS), Flight Guidance System
(FGS), and Flight Management
System (FMS). The ADS is a dual,
independent system made up of
two Air Data Computers (ADC),
two Display Control Panels (DCP),
the pilot-side and copilot-side pitot
static probes and temperature
sensors, and the control and
display portion of the EFIS. Data
collection and distribution is
provided by the IAPS. Inputs to
the ADC include total and static
air pressure and air temperature
inputs from on-side sensors,
pre-programmed airplane data
on static source error correction
(SSEC) and maximum operating
airspeed and maximum Mach
from the IAPS, alternate air
data from the cross-side ADC,
reference inputs from the IAPS,
and operator input. Operator input
is from on-side Display Control
Panel (DCP) and reversionary
switching. The ADC processes
the raw data, then provides digital
air data to the AFDs and other
airplane subsystems via the IAPS
and system bus structure.
1st Edition
25 Aug 05 2-5
System Description Raytheon King Air
Attitude The Attitude Heading System

Heading (AHS) generates three-axis
System (AHS) attitude and stabilized magnetic
heading for display on the
AFDs and for use by the Flight
Guidance System (FGS), Flight
Management System (FMS),
and hazard avoidance systems.
The AHS is a dual, independent
system made up of two Attitude
Heading Computers (AHC), two
External Compensation Units
(ECU), two Flux Detector Units
(FDU), and the control and
display portion of the EFIS. Inputs
to the AHC includes magnetic
“north” inputs from the FDU,
airplane-specific compensation
data from the ECU, alternate
attitude and heading data from the
cross-side AHC, reference inputs
from the IAPS, and operator
control inputs. Operator control
inputs are from the DCPs and
reversionary switching. Data
provided by the IAPS. The AHC
uses its own inertial sensors
along with other inputs to
generate three-axis attitude and
stabilized magnetic or free gyro
heading, and system mode,
status, and fault data for display
on the EFIS and for use by other
avionics subsystems. An optional
non-Rockwell Collins Laseref V
Inertial Reference System (IRS)
is available as a reversionary
attitude source.
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2-6 25 Aug 05
Electronic Flight The EFIS is a multicolor, flight

Instrument instrument display and control
System (EFIS) system that supplies display and
control functions for the EIS, FGS,
flight instruments, navigation
sensors, MDS, RSS, and hazard
avoidance systems. The EFIS is a
dual, independent system made
up of three AFDs, one CCP, and
two DCPs. Inputs include those
from airplane sensors, avionics
subsystems and operator input.
Operator input from the CCP,
CDU(s), DCPs, Line Select Keys
on the AFDs, remote-mounted
installer-supplied controls,
reversionary switching, and RTU.
Data collection and distribution is
provided by the IAPS. In normal
operation, the outboard AFD
on the pilot-side is configured
as a PFD and the inboard AFD
is configured as a MFD. The
copilot-side AFD is configure as a
PFD. The PFD combines all the
functions of an airspeed indicator,
altitude indicator, attitude indicator,
Flight Director, HSI, Mach
indicator, radio altimeter indicator
and vertical speed indicator.
FGS mode messages, system
reversion messages, and fail flags
also show on the PFD. Navigation
and hazard avoidance maps show
along the bottom of the PFD. The
MFD shows engine instruments
along the top of the display.
Checklists, MDS data, and
navigation and hazard avoidance
maps show below EIS information
on the MFD. System messages
and fail flags show on the MFD.
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25 Aug 05 2-7
Engine The Engine Indicating System

Indicating (EIS) collects and concentrates
System (EIS) engine and other airplane
subsystem information for the
display on the AFDs and for use
by other airplane subsystems.
The EIS is a dual, independent
system made up of four Data
Concentrator Units (DCU) and
the display and control portion
of the EFIS. Two of the DCUs
function as (non-engine) DCUs
and two function as engine DCUs
(EDCs). Inputs to the EDC include
analog and discrete data from
the on-side engine and operator
input. Inputs to the DCU include
analog and discrete data from
the on-side engine and other
airplane subsystems (i.e., flap
position) and operator input.
Operator input to the EIS is from
the DCPs, Line Select Keys on the
AFDs, and reversionary switching.
Data collection and distribution is
provided by the IAPS. The DCU
converts airplane switch data (i.e.,
flap position) into data words for
use by the EFIS and other airplane
subsystems. The EDC converts
airplane engine data (i.e., ITT) into
data words for use by the EFIS
and other airplane subsystems.
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2-8 25 Aug 05
Flight Guidance The Flight Guidance System

System (FGS) (FGS) provides Flight Director,
Autopilot, Yaw Damper, automatic
pitch trim, and Rudder Boost
(B300 only) functions. The FGS is
made up of two Flight Guidance
Computers (FGC), four servos
(SVO), one Flight Guidance Panel
(FGP), and the display and control
portion of the EFIS. Inputs to the
FGCs include heading data from
the AHS, airspeed from the ADS,
position data from the navigation
receivers, the optional TACAN
transceiver, and the FMS, servo
feedback, and operator input.
Operator inputs to the FGCs
include input from the CDU, DCPs,
FGP, RTU, airplane pitch trim
system, reversionary switching,
and other remote-mounted
installer-supplied controls. Data
provided by the IAPS. The FGCs
use the system and operator
inputs to generate Flight Director
command bars and Flight Director
mode/status/limit messages
and readouts for display on the
PFDs. The FGCs also generate
servo-drive commands for the
Autopilot, Yaw damper, automatic
pitch trim function, and Rudder
Boost (B300 only) function.
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25 Aug 05 2-9
Flight The Flight Management System

Management (FMS) provides lateral and vertical
System (FMS) flight plan point-to-point navigation
using multiple navigation sensors.
The FMS is made up of one or
optionally two Flight Management
Computers (FMC), one or
optionally two Control Display
Units (CDU), and the control and
to the FMS include navigation
inputs from the GPS receiver(s),
NAV receivers, optional TACAN
transceiver, optional non-Rockwell
Collins Laseref V Inertial
Reference System (IRS) and
DME transceiver(s), and operator
inputs. Operator input is from the
CDU, DCPs, Line Select Keys on
the AFDs, reversionary switching,
RTU, and other remote-mounted
installer-supplied controls. The
optional CPAS and a laptop or the
optional DBU are used to load
the monthly database updates
to the FMC. Data collection and
distribution is provided by the
IAPS. The FMC uses it’s internal
navaid database, a user-input
flight plan, and present position
data from navigation inputs to
generate a flight plan-based
lateral and vertical point-to-point
navigation solution for display on
the EFIS and for use by the FGS.
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2-10 25 Aug 05
Lightning The optional non-Rockwell

Detection Collins L3 Communications
System (LDS) Stormscope ® Series II Weather
Mapping System detects and
maps electrical discharge activity
(lightning). The LDS is made up
of a LDS processor, a system
antenna, and the control and
to the LDS processor includes
heading data from the AHS and
operator control inputs. Operator
control inputs include inputs from
the Line Select Keys on the AFDs,
DCPs, reversionary switching,
and other remote-mounted
Installer-supplied controls. Data
provided by the IAPS. The LDS
processor calculates lightning
azimuth and range, and generates
lightning symbology, operating
and fault message for display on
the AFDs. The LDS processor
also uses built-in test equipment
to verify proper operation and
to generate fault messages for
display on the AFDs.
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25 Aug 05 2-11
Maintenance The Maintenance and Diagnostic

and Diagnostic System (MDS) monitors avionics
System (MDS) units to detect failures, isolates
faults to a particular unit, and
provides historical fault data. The
MDS is made up of the reporting
avionics units, the Maintenance
Diagnostic Computer (MDC) and
the control and display portion
of the EFIS. Data collection and
IAPS. The MDC uses pre-loaded
fault isolation logic to identify failed
or degraded avionics units. The
system generates maintenance
and fault data for display on the
MFD and for download via the
optional Collins Portable Access
Software (CPAS) or optional Data
Base Unit (DBU). The MDC also
provides computation and storage
for the optional Checklist function.
Radio Altimeter The Radio Altimeter System
System (RAD generates direct radio height
ALT) measurement from 2500 feet to
touchdown. The Radio Altimeter
System is made up of one Radio
Altitude Receiver/Transmitter
(R/T) and the display and control
portion of the EFIS. Operator
inputs to the R/T includes input
from the DCPs, Line Select Keys
on the AFDs, and reversionary
switching. Data collection and
IAPS. The R/T generates digital
radio altitude data for display on
the AFDs and for use by the FGS,
and TAWS.
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2-12 25 Aug 05
Radio Sensor The Radio Sensor System (RSS)

System (RSS) provides the radios, controls,
and displays used for voice
communication (COM), VOR/ILS
navigation (NAV), distance
measurement, ADF NAV, ATC
transponder control, and data link
communication. The RSS system
is made up of two display/control
units and the installed COM, NAV,
and ATC transponder suite as well
as the display and control portion
of the EFIS. Baseline-equipped
airplane’s come standard with two
VHF COM transceivers, two NAV
receivers (one VOR/ILS/MKR/ADF
and one VOR/ILS/MKR), one
DME transceiver, and two Mode-S
Air Traffic Control Transponders
(TDR). Optional equipment
includes a second ADF receiver
(dual VOR/ILS/MKR/ADF), a
second DME transceiver, a
single HF transceiver, a third
datalink capable VHF COM,
two Mode-S ATC Transponders
(with or without Flight ID), and
a TACAN transceiver. Operator
input is from the Control Display
Unit (CDU), Radio Tuning Unit,
reversionary switching, and other
remote-mounted installer-supplied
controls on the flight deck. A
dedicated control head is installed
for the TACAN transceiver.
Data collection and distribution
is provided by the IAPS. The
current VHF COM1 and COM2
frequencies, and the active
Transponder Mode A code show
along the bottom of the PFD.
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25 Aug 05 2-13
Traffic Alert The optional non-Rockwell

and Collision Collins Traffic Alert and Collision
Avoidance Avoidance System I (TCAS I)
System I detects nearby airplane that
(TCAS I) respond to ATC interrogations.
The TCAS I is made up of one
TCAS Transmitter Receiver (TRC)
and the control and display portion
of the EFIS. Inputs to the TRC
include barometric altitude data
from the ADS, heading data
from the AHS, radio altitude
data from the RAD ALT, and
operator control inputs. Operator
control input is from the DCPs,
Line Select Keys on the AFDs,
remote-mounted installer-supplied
controls. Data collection and
IAPS. The TRC uses antenna
and other inputs to generate
intruder airplane symbology and
system messages for display on
the AFDs. The TRC also uses
built-in test equipment to verifies
proper operation and to generate
fault messages for display on the
AFDs.
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2-14 25 Aug 05
Traffic Alert The optional Traffic Alert and

and Collision Collision Avoidance System II
Avoidance (TCAS II) detects threat and
System II non-threat airplane that reply to
(TCAS II) ATC interrogations within the area
surrounding the airplane. The
TCAS II is made up of a TCAS
transceiver (TTR), two Mode S
ATC transponders (TDR), and the
display and control portion of the
EFIS. Inputs to the TCAS II include
heading data from the AHS, radio
altitude data from the RAD ALT,
other aircraft transponder replies
from the TDR, and operator
control inputs. Operator control
inputs are from Line Select Keys
on the AFD, CDU, DCPs, RTU,
and reversionary switching. Data
provided by the IAPS. The TDR
interrogates Mode C and Mode S
transponders in nearby airplanes
and receives the replies. The TTR
uses its own internal processor
as well as system and operator
inputs generate a TCAS traffic
map of the area surrounding the
airplane, Resolution Advisory (RA)
vertical speed fly to commands,
and system mode/status data
for display on the EFIS. The
TTR coordinates avoidance
maneuvers with other TCAS II
equipped aircraft using the data
link capability of the TDR. The
TTR also generates aural alerts
and commands that are broadcast
over the flight deck audio system.
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25 Aug 05 2-15
Terrain The optional non-Rockwell Collins

Awareness Terrain Awareness and Warning
and Warning System (TAWS) is effectively
System (TAWS) two independent systems:
Ground Proximity Warning
System (GPWS) and Terrain.
The GPWS function produces
“reactive warnings” or warnings
that require action. The Terrain
function generates “predictive
warnings” based on airplane
present position, a projection of
the airplane flight path, and an
on-board worldwide database of
terrain, obstacle, and airport data.
The TAWS is made up of a TAWS
computer and the control and
to the TAWS include position
data from the GPS and NAV
receivers, altitude data from the
Radio Altitude Transceiver (ALT),
attitude and heading data from the
AHS, air data from the ADS, and
operator control input. Operator
control input is from the DCPs,
Line Select Keys on the AFDs,
remote-mounted Installer-supplied
controls. Data collection and
IAPS. The TAWS computer
generates GPWS alerts, system
messages, and terrain symbology
for display on the AFDs and for
use by other airplane subsystems.
The TAWS computer also uses
built-in test equipment to verify
proper operation and to generate
AFDs.
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2-16 25 Aug 05
Weather Radar The Turbulence Weather

System (WXR) Radar System (TWR)
detects precipitation and
precipitation-related turbulence.
The Weather Radar System
(WXR) detects precipitation (no
turbulence detection features).
Both the TWR and WXR also
provide ground mapping mode
of operation. The TWR and
WXR system is made up of a
receiver/transmitter/antenna
(RTA) and the display and control
portion of the EFIS. Inputs to the
RTA include magnetic heading
from the AHS and operator control
inputs. Operator control inputs are
from the DCPs, Line Select Keys
on the AFDs, and reversionary
switching. The RTA uses antenna
inputs and other inputs to generate
precipitation-related weather radar
returns, mode messages, and
AFDs.
KEY TROUBLESHOOTING FEATURES

• AHS reversion allows either pilot to select a cross-side source of
attitude and heading data.
• ADC reversion allows either pilot to select a cross-side source of
air data.
• Display reversion allows a composite PFD/MFD format to show on
the remaining display when one of the pilot-side displays fails.
1st Edition
25 Aug 05 2-17
Raytheon King Air
1st Edition
2-18 25 Aug 05
Pro Line 21 with Optional IFIS OVERVIEW — ADS
OVERVIEW
TABLE OF CONTENTS
Title Page
Introduction ....................................................................................... 3-1

Components ................................................................................. 3-2
Key Troubleshooting Features ...................................................... 3-4
1st Edition
25 Aug 05 i
OVERVIEW — ADS Pro Line 21 with Optional IFIS
Raytheon King Air
1st Edition
ii 25 Aug 05
OVERVIEW — ADS
INTRODUCTION
The Air Data System (ADS) generates processed air data for display on
the Adaptive Flight Displays (AFDs) and for use by the Attitude Heading
System (AHS), Flight Guidance System (FGS), and Flight Management
System (FMS).
SYSTEM DESCRIPTION
The ADS is a dual, independent system made up of two Air Data
Computers (ADC), two Display Control Panels (DCP), the pilot-side
and copilot-side pitot static probes and temperature sensors, and
the control and display portion of the EFIS. Data collection and
distribution is provided by the IAPS. Inputs to the ADC include total and
static air pressure and air temperature inputs from on-side sensors,
pre-programmed airplane data on static source error correction (SSEC)
and maximum operating airspeed and maximum Mach from the IAPS,
alternate air data from the cross-side ADC, reference inputs from the
IAPS, and operator input. Operator input is from on-side DCP and
reversionary switching. The ADC processes the raw data, then provides
digital air data to the AFDs and other airplane subsystems via the IAPS
and system bus structure.

• Processed air data shows on PFDs
• Control inputs to each ADC come from the on-side DCP
• Dual, independent systems with reversion (cross-connect) capability.
1st Edition
25 Aug 05 3-1
Figure 3-1 ADS Block Diagram
COMPONENTS
Air Data The ADC receives pitot/static
Computer pneumatic (pressure) and air
(ADC) temperature inputs from the
airplane sensors. The ADC
processes the raw to generate
digital air data. Two ADCs
are installed, one for the
pilot-side system and one for the
copilot-side system.
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3-2 25 Aug 05
Adaptive Flight The AFDs are color, liquid crystal

Display (AFD) displays that provide display
and control functions for the
Flight Guidance System, flight
instruments, Engine Indicating
System, navigation subsystems,
hazard avoidance subsystems,
and Maintenance Diagnostics
System. Three AFDs are installed,
two at the pilot station and one at
the copilot station. One of the
pilot-side AFDs is configured as
a Primary Flight Display (PFD)
and the other is configured as a
Multifunction Display (MFD). The
AFD located on the copilot-side
is configured as a PFD. Display
reversion allows the pilot-side
PFD or MFD to be configured as a
combined PFD/MFD in the event
of a display failure.
Display Control The DCP provides PFD display
Panel (DCP) control. The DCP is used to select
control menus on the PFD and to
adjust the display range on the
PFD and MFD. The DCP provides
dedicated controls for the Air
Data System, Engine Indicating
System, and Weather Radar
System. Two DCPs are installed,
one for the pilot-side system and
one at the copilot-side system.
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25 Aug 05 3-3
Integrated The IAPS is a part of the airplane

Avionics wiring that physically houses some
Processor avionics units. The IAPS provides
System (IAPS) a central data collection and
distribution point for the avionics
systems. The IAPS receives data
inputs from avionics and airplane
systems, sorts the data, then
transmits only the data of interest
to each receiving avionics unit.
Reversionary Controls located on the flight
Switching deck are used to select transfer
(reversion) to cross-side systems.
Display reversion can be selected
in the event of an AFD failure.
Display reversion powers-down
the failed AFD and shows a
composite MFD/PFD format on
the operating AFD. Reversion can
also be selected for the ADS and
AHS. Reversion messages show
on the composite MFD/PFD.

• ADS reversionary switching is used to select the cross-side ADC
(and associated sensors) as the on-side air data source in the event
of an on-side air data failure.
• Continuous self-monitoring activates a system flag when a fault is
detected.
• Fault data is recorded by the Maintenance Diagnostic System (MDS).
1st Edition
3-4 25 Aug 05
Pro Line 21 with Optional IFIS OVERVIEW — AHS
OVERVIEW
TABLE OF CONTENTS
Title Page
Introduction ....................................................................................... 4-1

Components ................................................................................. 4-3
1st Edition
25 Aug 05 i
OVERVIEW — AHS Pro Line 21 with Optional IFIS
Raytheon King Air
1st Edition
ii 25 Aug 05
OVERVIEW — AHS
INTRODUCTION
The Attitude Heading System (AHS) generates three-axis attitude and
stabilized magnetic heading for display on the Adaptive Flight Displays
(AFDs) and for use by the Flight Guidance System (FGS), Flight
Management System (FMS), and hazard avoidance systems.
SYSTEM DESCRIPTION
The AHS is a dual, independent system made up of two Attitude
Heading Computers (AHC), two External Compensation Units (ECU),
two Flux Detector Units (FDU), and the control and display portion of the
EFIS. Inputs to the AHC includes magnetic “north” inputs from the FDU,
airplane-specific compensation data from the ECU, alternate attitude
and heading data from the cross-side AHC, reference inputs from the
IAPS, and operator control inputs. Operator inputs are from the DCP
and reversionary switching. Data collection and distribution is provided
by the IAPS. The AHC uses its own inertial sensors along with other
inputs to generate three-axis attitude and stabilized magnetic or free
gyro heading, and system mode, status, and fault data for display on
the EFIS and for use by other avionics subsystems.

• Automatic system initialization
• Manual selection of Slave (compass) and Directional Gyro (free
gyro) mode
• Manual controls to slew the compass and free gyro heading
• Dual, independent systems with reversion (cross-connect) capability.
1st Edition
25 Aug 05 4-1
Figure 4-1 AHS Block Diagram
1st Edition
4-2 25 Aug 05
COMPONENTS
Attitude The AHC uses inertial sensors
Heading to measure angular rate and
Computer linear acceleration about the
(AHC) body of the airplane. The AHC
receives true airspeed from the
ADC, magnetic flux inputs from
the FDU, and airplane-specific
alignment and compass correction
data from the ECU. The AHC
processes this data to calculate
three-axis attitude, stabilized
magnetic (or free gyro) heading,
and linear acceleration outputs.
Two AHCs are installed, one for
the pilot-side system and one for
the copilot-side system.
1st Edition
25 Aug 05 4-3
External The ECU stores airplane-specific

Compensation alignment and compass correction
Unit (ECU) data needed to cancel compass
errors. This data is obtained
during an automated compass
swing procedure. Two ECUs
Flux Detector The FDU is a magnetic sensor that
Unit (FDU) detects the horizontal component
of the earth’s magnetic field. Two
FDUs are installed, one for the
Slave/Direc- The remote-mounted
tional Gyro installer-supplied Slave/Directional
Control Gyro control is used to select
Slave (compass) or Directional
Gyro (free gyro) mode. When
Slave mode is selected, the
heading that shows on the
compass card is slaved to the
magnetic heading sensed by the
FDU. When Directional Gyro
(DG) mode is selected, magnetic
heading from the FDU is ignored
and the system operates as a
free gyro.
1st Edition
4-4 25 Aug 05
Slew Control The remote-mounted

installer-supplied slew control is
used in both Slave and DG modes
to slew the heading that shows on
the compass card.

• Fast slave feature used to quickly slave to FDU heading and to clear
heading splits or heading flags.
• Reversionary switching used to select the cross-side attitude and
heading source as the on-side attitude and heading source.
detected.
• An optional non-Rockwell Collins Laseref V Inertial Reference
System (IRS) is available as a reversionary attitude source.
1st Edition
25 Aug 05 4-5
Raytheon King Air
1st Edition
4-6 25 Aug 05
Pro Line 21 with Optional IFIS OVERVIEW — EFIS
OVERVIEW
TABLE OF CONTENTS
Title Page
Introduction ....................................................................................... 5-1

Components ................................................................................. 5-3
1st Edition
25 Aug 05 i
OVERVIEW — EFIS Pro Line 21 with Optional IFIS
Raytheon King Air
1st Edition
ii 25 Aug 05
OVERVIEW — EFIS
INTRODUCTION
The Electronic Flight Instrument System (EFIS) is a multicolor, flight
instrument display and control system that supplies display and control
functions for the Engine Indicating System (EIS), Flight Guidance
System (FGS), flight instruments, navigation sensors, Maintenance
and Diagnostics System, Radio Sensor System (RSS), and hazard
avoidance systems.
SYSTEM DESCRIPTION
The EFIS is a dual, independent system made up of three Adaptive
Flight Displays (AFDs), one Cursor Control Panel (CCP), and two
Display Control Panels (DCPs). Inputs to the EFIS include those from
the airplane sensors, avionics subsystems and operator input. Operator
input is from the CCP, CDU(s), DCPs, Line Select Keys on the AFDs,
remote-mounted installer-supplied controls, reversionary switching,
and RTU. Data collection and distribution is provided by the IAPS. In
normal operation, the outboard AFD on the pilot-side is configured as
a Primary Flight Display (PFD) and the inboard AFD is configured as
a Multifunction Display (MFD). The copilot-side AFD is configure as
a PFD. The PFD combines all the functions of an airspeed indicator,
altitude indicator, attitude indicator, Flight Director, horizontal situation
indicator, Mach indicator, radio altimeter indicator and vertical speed
indicator. Flight Guidance System mode messages, system reversion
messages, and fail flags also show on the PFD. Navigation and hazard
avoidance maps show along the bottom of the PFD. The MFD shows
Engine Indicating System (EIS) engine instruments along the top of the
display. Checklists, Maintenance and Diagnostics System (MDS) data,
and navigation and hazard avoidance maps show below EIS information
on the MFD. System messages and fail flags also show on the MFD.

• Large, uncluttered displays.
• Intuitive, easy to interpret menus.
• Control and display integration.
• The EFIS is a dual-independent system made up of a pilot-side
system and a copilot-side system.
1st Edition
25 Aug 05 5-1
• Each side is functionally isolated and can perform as an independent,

stand-alone system.
Figure 5-1 EFIS Block Diagram
1st Edition
5-2 25 Aug 05
COMPONENTS
Cursor Control The CCP provides MFD display
Panel (CCP) control. The CCP is used to
control MFD menus and display
formats. The CCP provides
dedicated controls for the optional
Integrated Flight Information
System (IFIS) Electronic Charts,
Enhanced Maps, and Graphical
Weather features. One CCP is
installed on the pilot-side station.
1st Edition
25 Aug 05 5-3


• Display reversion is used to show a combined PFD/MFD on the
remaining flight display after a display failure.
detected.
1st Edition
5-4 25 Aug 05
1st Edition
25 Aug 05 5-5
Raytheon King Air
1st Edition
5-6 25 Aug 05
Pro Line 21 with Optional IFIS OVERVIEW — EIS
OVERVIEW
TABLE OF CONTENTS
Title Page
Introduction ....................................................................................... 6-1

Components ................................................................................. 6-3
1st Edition
25 Aug 05 i
OVERVIEW — EIS Pro Line 21 with Optional IFIS
Raytheon King Air
1st Edition
ii 25 Aug 05
OVERVIEW — EIS
INTRODUCTION
The Engine Indicating System (EIS) collects and concentrates engine
and other airplane subsystem information for the display on the Adaptive
Flight Displays (AFDs) and for use by other airplane subsystems.
SYSTEM DESCRIPTION
The EIS is a dual, independent system made up of four Data
Concentrator Units (DCU) and the display and control portion of the
EFIS. Two of the DCUs function as (non-engine) DCUs and two function
as engine DCUs (EDCs). Inputs to the EDC include analog and discrete
data from the on-side engine and operator input. Inputs to the DCU
include analog and discrete data from the on-side engine and other
airplane subsystems (i.e., flap position) and operator input. Operator
input to the EIS is from the DCPs, Line Select Keys on the AFDs, and
reversionary switching. Data collection and distribution is provided by
the IAPS. The DCU converts airplane switch data (i.e., flap position)
into data words for use by the EFIS and other airplane subsystems. The
EDC converts airplane engine data (i.e., ITT) into data words for use
by the EFIS and other airplane subsystems.

• Dual-redundant, independent engine data collection systems.
• Engine information can show on the MFD or PFD.
1st Edition
25 Aug 05 6-1
Figure 6-1 EIS Block Diagram
1st Edition
6-2 25 Aug 05
COMPONENTS
1st Edition
25 Aug 05 6-3
Data The DCU converts airplane switch

Concentrator data (i.e., flap position) into data
Unit (DCU) words for use by the AFDs and
other airplane subsystems. Two
DCUs are installed, one for the
copilot-side system. The pilot-side
DCU is the priority source for
pilot-side airplane subsystem data
and the copilot-side DCU is the
priority source for copilot-side
airplane subsystem data.
Automatic selection between data
sources is provided.
Engine Data The EDC converts airplane engine
Concentrator data (i.e., ITT) into data words
Unit (EDC) for use by the AFDs and other
airplane subsystems. Two DCUs
are installed, one for the pilot-side
system and one for the copilot-side
system. The pilot-side EDC is the
priority source for pilot-side engine
data and the copilot-side EDC is
the priority source for copilot-side
engine data. The EDC is also
the secondary data source for
cross-side engine data. Automatic
selection between data sources is
provided.
1st Edition
6-4 25 Aug 05


• Automatic switching of engine data sources in the event of a loss
of data.
• Continuous self-monitoring that activates a system flag when a fault
is detected.
1st Edition
25 Aug 05 6-5
Raytheon King Air
1st Edition
6-6 25 Aug 05
Pro Line 21 with Optional IFIS OVERVIEW — FGS
OVERVIEW
TABLE OF CONTENTS
Title Page
Introduction ....................................................................................... 7-1

Components ................................................................................. 7-3
1st Edition
25 Aug 05 i
OVERVIEW — FGS Pro Line 21 with Optional IFIS
Raytheon King Air
1st Edition
ii 25 Aug 05
OVERVIEW — FGS
INTRODUCTION
The Flight Guidance System (FGS) provides Flight Director, Autopilot,
Yaw Damper, automatic pitch trim, and Rudder Boost (B300 only)
functions.
SYSTEM DESCRIPTION
The FGS is made up of two Flight Guidance Computers (FGC), four
servos (SVO), one Flight Guidance Panel (FGP), and the display and
control portion of the EFIS. Inputs to the FGCs include heading data
from the AHS, airspeed from the ADS, position data from the navigation
receivers, the optional TACAN transceiver, and the FMS, servo
feedback, and operator input. Operator inputs to the FGCs include input
from the CDU, DCP, FGP, RTU, airplane pitch trim system, reversionary
switching, and other remote-mounted installer-supplied controls. Data
collection and distribution is provided by the IAPS. The FGCs use the
system and operator inputs to generate Flight Director command bars
and Flight Director mode/status/limit messages and readouts for display
on the PFDs. The FGCs also generate servo-drive commands for the
Autopilot, Yaw damper, automatic pitch trim function, and Rudder Boost
(B300 only) function.

• When active, Flight Director command bars provide a visual
representation of the steering commands on the PFD attitude
indicator.
• When engaged, Autopilot commands drive the elevator and aileron
servos in response to the steering commands.
• When active, automatic pitch trim commands drive the elevator servo
to off-load elevator control forces.
• When engaged, Yaw Damper commands drive the rudder servo for
yaw dampening and to provide turn coordination.
• When engaged, the Rudder Boost function operates in conjunction
with Rudder Boost sensors from each engine to drive the rudder
servo when asymmetric thrust exceeds limits (B300 only).
• Visual alerts and warning messages to indicate operation outside
of limits.
1st Edition
25 Aug 05 7-1
Figure 7-1 FGS Block Diagram
1st Edition
7-2 25 Aug 05
COMPONENTS
1st Edition
25 Aug 05 7-3

Autopilot/Flight The AP/FD SYNC switch is used
Director to synchronize the Flight Director
Synchronization lateral and vertical references to
Switch (AP/FD the current conditions. One AP/FD
SYNC) SYNC switch is installed on each
control wheel.
Autopilot/ The AP/YD DISC switch is used
Yaw Damper to disengage the Autopilot and
Disconnect Yaw Damper servos. This action
Switch (AP/YD also disables the automatic pitch
DISC) trim function. On the B300 only,
continuous operation of the AP/YD
DISC switch interrupts the Rudder
Boost system. One AP/YD DISC
switch is installed on each control
wheel.
1st Edition
7-4 25 Aug 05
Control Display The CDU provides centralized

Unit (CDU) control and display functions
for the Flight Management
System (FMS) and Radio Sensor
System (RSS). The CDU also
provides control/display pages
that are used to select FMS
Map symbology, and request
IFIS Graphical Weather. One or
optionally two CDUs are installed.
Flight Guidance The FGC generates lateral and
Computer vertical steering commands
(FGC) based on operator-selected FGS
mode, NAVAID or FMS flight
plan, course, heading, altitude,
airspeed, and vertical speed. The
FGC generates Flight Director
command bars and Flight Director
mode/status/limit messages
and readouts for display on the
PFDs. The FGC also generates
servo-drive commands for the
Autopilot, Yaw damper, automatic
pitch trim function, and Rudder
Boost (B300 only) function. Two
FGCs are physically located in
the IAPS.
1st Edition
25 Aug 05 7-5
Flight Guidance The FGP contains the controls for

Panel (FGP) operation of the FGS. Controls for
the Autopilot, Yaw Damper, Flight
Director, and lateral and vertical
modes are located on the FGP.
Go Around The GA switch is used to select
Switch (GA) the Flight Director lateral and
vertical Go Around mode. The
GA switch is installed on the left
power lever.
GPS The GPS receiver/processor
Receiver/Pro- receives multiple navigation data
cessor (GPS) messages from a constellation
of GPS satellites. The GPS
processor uses these inputs to
generate precise position, velocity,
and time data. Baseline-equipped
airplane come standard with one
GPS. Those installations with the
dual FMS option have a second
GPS receiver/processor installed.
1st Edition
7-6 25 Aug 05
Navigation The NAV receiver receives VHF

Receiver (NAV) Omnidirectional Range (VOR),
Localizer (LOC), Marker Beacon
(MKR), and Automatic Direction
Finder (ADF) signals. The NAV
uses these inputs to generate
digital navigation data. Two
navigation receivers are installed,
one for the copilot-side system.
Radio Tuning The RTU provides centralized
Unit (RTU) control and display functions for
the communications, navigation,
and pulse radio suite. Automatic
FMS tuning commands can tune
the on-side and cross-side NAV
(VOR/ILS) receivers through the
RTU. One RTU is installed on
the copilot-side.
1st Edition
25 Aug 05 7-7
Servos The elevator servo physically

positions the airplane control
surfaces in the pitch axis. The
aileron servo physically positions
the airplane control surfaces in
the roll axis. The rudder servo
physically positions the airplane
control surface in the yaw axis.
The pitch trim servo physically
positions the pitch trim control
surface in the pitch axis. Pitch,
roll, yaw, and pitch trim feedback
is supplied to the FGCs.

• The AP/YD DISC Bar is used to disconnect the Autopilot, Yaw
Damper, automatic pitch trim function, and Rudder Boost function
(B300 only) by removing power from the servos.
• Dual-independent pilot-selectable flight guidance channels.
is detected.
1st Edition
7-8 25 Aug 05
Pro Line 21 with Optional IFIS OVERVIEW — FMS
OVERVIEW
TABLE OF CONTENTS
Title Page
Introduction ....................................................................................... 8-1

Components ................................................................................. 8-3
1st Edition
25 Aug 05 i
OVERVIEW — FMS Pro Line 21 with Optional IFIS
Raytheon King Air
1st Edition
ii 25 Aug 05
OVERVIEW — FMS
INTRODUCTION
The Flight Management System (FMS) provides lateral and vertical
flight plan point-to-point navigation using multiple navigation sensors.
NOTE
N
For more information on the FMS, refer to the FMS-3000 Flight
Management System For The Raytheon King Air Operator’s Guide
(CPN 523-0790066).
SYSTEM DESCRIPTION
The FMS is made up of one or optionally two Flight Management
Computers (FMC), one or optionally two Control Display Units (CDU),
and the control and display portion of the EFIS. Inputs to the FMS
include navigation inputs from the GPS receiver(s), NAV receivers, the
optional TACAN transceiver, optional non-Rockwell Collins Laseref V
Inertial Reference System (IRS) and DME transceiver(s), and operator
inputs. Operator input is from the CDU, DCPs, Line Select Keys on
the AFDs, reversionary switching, RTU, and other remote-mounted
installer-supplied controls. The optional CPAS and a laptop or the
optional DBU are used to load the monthly database updates to the
FMC. Data collection and distribution is provided by the IAPS. The FMC
uses it’s internal navaid database, a user-input flight plan, and present
position data from navigation inputs to generate a flight plan-based
lateral and vertical point-to-point navigation solution for display on the
EFIS and for use by the FGS.

• A flight plan route can be selected from a route list, or created with
database waypoints or pilot-defined waypoints.
• The FMS uses sensor data to determine its present position relative
to the flight plan route.
• The FMS provides multiple waypoint vertical navigation (VNAV) for
each phase of flight.
• Optional, dual, independent systems with reversion (cross-connect)
capability.
1st Edition
25 Aug 05 8-1
Figure 8-1 FMS Block Diagram
1st Edition
8-2 25 Aug 05
COMPONENTS
1st Edition
25 Aug 05 8-3

Collins Portable The optional CPAS is installed
Access on a laptop computer and uses
Software an ethernet cable to connect
(CPAS) to the FSU. The CPAS and
laptop are used to upload FSU
databases, load the monthly
data base updates to the FMC,
upload/download user waypoints
and routes from the FMC, upload
diagnostic tables and checklist
files to the MDC, and download
maintenance data from the MDC.
Data Base Unit The optional DBU is a 3.5 inch
(DBU) floppy disk drive that is used to
upload FSU databases, load the
monthly data base updates to
the FMC, upload/download user
waypoints and routes from the
FMC, upload diagnostic tables
and checklist files to the MDC,
and download maintenance data
from the MDC.
1st Edition
8-4 25 Aug 05

DME The DME provides distance,
Transceiver time-to-station, ground speed, and
station identification information
from up to three stations
(channels) at a time. Channels
one and two are normally
manually tuned and the data is
used for direct display by the crew.
Channel three is available to the
FMS for tuning. The system can
be put into autotune which can
allow the FMS to automatically
tune channel one and/or two. One
or optionally two DME transceivers
are installed.
Flight The FMC provides flight
Management plan-based lateral and vertical
Computer point-to-point navigation using
(FMC) multiple navigation sensors. The
FMC generates a point-to-point
flight plan map for use by
the EFIS and FGS. The FMC
provides NAV-to-NAV capture,
coupled VNAV and navaid
data base storage, as well as
control/planning functions. One or
optionally two FMCs are installed.
The FMC(s) are physically located
in the IAPS.
1st Edition
25 Aug 05 8-5
File Server Unit The FSU provides the processing

(FSU) and storage for all IFIS functions
including E-Charts, E-Maps, and
both Universal Weather GWX and
XM GWX. The FSU communicates
with the MFDs directly via a
dedicated bi-directional ethernet
bus. The FSU also provides
a software data load interface
with the Collins Portable Access
Software (CPAS).
GPS The GPS receiver/processor
Receiver/Pro- receives multiple navigation data
cessor (GPS) messages from a constellation of
GPS satellites. The GPS uses
these inputs to generate precise
position, velocity, and time data.
Baseline-equipped airplane come
standard with one GPS. A second
GPS is installed when the second
FMS option is installed.
1st Edition
8-6 25 Aug 05
Navigation The NAV receiver receives VHF

Receiver (NAV) Omnidirectional Range (VOR),
digital navigation data. Two
navigation receivers are installed,
the copilot-side.

is detected.
1st Edition
25 Aug 05 8-7
Raytheon King Air
1st Edition
8-8 25 Aug 05
Pro Line 21 with Optional IFIS OVERVIEW — IFIS
OVERVIEW
TABLE OF CONTENTS
Title Page
Introduction ....................................................................................... 9-1

Components ................................................................................. 9-3
1st Edition
25 Aug 05 i
OVERVIEW — IFIS Pro Line 21 with Optional IFIS
Raytheon King Air
1st Edition
ii 25 Aug 05
OVERVIEW — IFIS
INTRODUCTION
The optional Integrated Flight Information System (IFIS) is an
Multifunction Display (MFD) upgrade that adds Electronic Charts
(E-Charts), Graphical Weather (GWX), and Enhanced Map (E-Map)
features to the existing EFIS displays.
NOTE
N
For more information on IFIS, refer to the IFIS-5000 Integrated Flight
Information System Operator’s Guide (CPN 523-0806347) and the
Rockwell Collins Corporate Datalink System CMU-4000/RIU-40X0
Operator’s Guide (CPN 523-0790499).
SYSTEM DESCRIPTION
The IFIS is made up of one File Server Unit (FSU), a Cursor Control
Panel (CCP), and the Multifunction Display (MFD). A third VHF Data
transceiver (VHF data link) and a Communications Management
Unit (CMU) are required when the Universal Weather GWX option is
installed. The VHF data link radio and CMU provide air and ground
data communications with compatible air-ground networks when the
Universal Weather GWX option is installed. The Control Display
Unit (CDU) is used to request Universal Weather GWX from the
ground-based service provider when the Universal Weather GWX
option is installed. An XM Satellite data link receiver is required when
the XM GWX option is installed. The XM Satellite data link receiver
provides a constant stream of graphical and textual weather data from
the XM Satellite Radio weather service to the FSU. Operator inputs
are provided via the Cursor Control Panel (CCP) and CDU, line select
keys on the AFDs, and reversionary switching. The FSU provides the
processing and storage for all IFIS functions. The FSU supplies stored
graphical symbology to the MFD via a dedicated bi-directional ethernet
bus.

• E-Charts are available for display on the MFD.
• Automated E-chart selection linked with FMS flight plan.
• GWX is available for display on the MFD.
1st Edition
25 Aug 05 9-1
• E-Maps (Geographical/Political, Airways, Airspace) are available for

display on FMS PPOS Map and Plan Map.
• System status pages are available for display on the MFD.
Figure 9-1 IFIS Block Diagram
1st Edition
9-2 25 Aug 05
COMPONENTS
1st Edition
25 Aug 05 9-3

Software an Ethernet cable to connect
Communication The CMU is required for
Management installations that include the
Unit (CMU) Universal Weather Graphical
Weather (GWX) option. Universal
Weather GWX images are
requested from the ground station
via control pages on the CDU. The
requested images are uplinked
through the 3rd VHF COM and
supplied to the FSU via the CMU.
1st Edition
9-4 25 Aug 05

Software (CPAS).
VHF COM3 The 3rd VHF Communication
Data Link (VHF COM3) data transceiver is a
Transceiver multichannel VHF data transceiver
(Com3 Data that provides 2-way AM data link
Link) communications. VHF COM3 is
installed when the optional IFIS
Universal Weather GWX option
is installed.
1st Edition
25 Aug 05 9-5
XM Satellite The optional XM Satellite data

Receiver link receiver provides a constant
stream of graphical and textual
weather data from the XM Satellite
Radio weather service to the FSU.

is detected.
1st Edition
9-6 25 Aug 05
Pro Line 21 with Optional IFIS OVERVIEW — LDS
OVERVIEW
TABLE OF CONTENTS
Title Page
Introduction ..................................................................................... 10-1
System Description ........................................................................ 10-1

Key Operating Features .............................................................. 10-1
Components ............................................................................... 10-3
1st Edition
25 Aug 05 i
OVERVIEW — LDS Pro Line 21 with Optional IFIS
Raytheon King Air
1st Edition
ii 25 Aug 05
OVERVIEW — LDS
INTRODUCTION
The optional non-Rockwell Collins L3 Communications Stormscope
® Series II Weather Mapping System detects and maps electrical
discharge activity (lightning).
NOTE
N
The L3 Communications Stormscope ® Series II Weather Mapping
System is referred to as the Lightning Detection System (LDS) in
this guide.
NOTE
N
The flight crew should be aware that the LDS is a non-Collins
avionics unit. Since LDS information is not generated by Collins
Avionics units, it is subject to change by the vendor without
notification to Collins Avionics. The Collins Avionics units described
in this operator’s guide show typical operation and capabilities. The
non-Collins Avionics units may or may not cause typical operation.
Refer to the appropriate vendor documentation for specific details
on the non-Collins Avionics units.
SYSTEM DESCRIPTION
The optional non-Rockwell Collins L3 Communications Stormscope
® Series II Weather Mapping System detects and maps electrical
discharge activity (lightning). The LDS is made up of a LDS processor,
a system antenna, and the control and display portion of the EFIS.
Inputs to the LDS processor includes heading data from the AHS and
operator control inputs. Operator control inputs include inputs from
the Line Select Keys on the AFDs, DCPs, reversionary switching, and
other remote-mounted Installer-supplied controls. Data collection and
distribution is provided by the IAPS. The LDS processor calculates
lightning azimuth and range, and generates lightning symbology,
operating and fault message for display on the AFDs. The LDS
processor also uses built-in test equipment to verify proper operation
and to generate fault messages for display on the AFDs.

• Lightning symbology shows as lightning bolt icons.
1st Edition
25 Aug 05 10-1
• Lightning symbology shows above TWR data and below TCAS data.
• Lightning symbology is color coded to identify different levels of
lightning intensity.
• Lightning detection available out to 100 nmi.
Figure 10-1 LDS Block Diagram
1st Edition
10-2 25 Aug 05
COMPONENTS
1st Edition
25 Aug 05 10-3

LDS Processor The LDS processor maps
electrical discharges for display
on the AFDs. The LDS processor
also uses built-in test equipment
to verify proper operation and
to generate fault messages for
display on the AFDs.

is detected.
1st Edition
10-4 25 Aug 05
Pro Line 21 with Optional IFIS OVERVIEW — MDS
OVERVIEW
TABLE OF CONTENTS
Title Page
Introduction ..................................................................................... 11-1

Components ............................................................................... 11-3
1st Edition
25 Aug 05 i
OVERVIEW — MDS Pro Line 21 with Optional IFIS
Raytheon King Air
1st Edition
ii 25 Aug 05
OVERVIEW — MDS
INTRODUCTION
The Maintenance and Diagnostic System (MDS) monitors avionics
units to detect failures, isolates faults to a particular unit, and provides
historical fault data.
SYSTEM DESCRIPTION
The MDS is made up of the reporting avionics units, the Maintenance
Diagnostic Computer (MDC) and the control and display portion of the
EFIS. Data collection and distribution is provided by the IAPS. The
MDC uses pre-loaded fault isolation logic to identify failed or degraded
avionics units. The system generates maintenance and fault data for
display on the MFD and for download via the optional Collins Portable
Access Software (CPAS) or optional Data Base Unit (DBU). The MDC
also provides computation and storage for the optional Checklist
function.

• Real-time collection and analysis of avionics unit fault conditions
for display or download
• Detailed fault information available for display on MFD.
1st Edition
25 Aug 05 11-1
Figure 11-1 MDS Block Diagram
1st Edition
11-2 25 Aug 05
COMPONENTS
Software an Ethernet cable to connect
1st Edition
25 Aug 05 11-3
Data Base Unit The optional DBU is a 3.5 inch

(DBU) floppy disk drive that is used to
upload FSU databases, load the
monthly data base updates to
the FMC, upload/download user
waypoints and routes from the
FMC, upload diagnostic tables
and checklist files to the MDC,
and download maintenance and
fault data from the MDC.
1st Edition
11-4 25 Aug 05

Software (CPAS).
Maintenance The MDC monitors all avionics
Diagnostic units that are equipped with
Computer ARINC 429 bus reporting of fault
(MDC) data to detect failures, isolate
faults to a particular unit, and
provide historical fault data. This
fault data (unit and condition)
shows on the MFD for use by
maintenance personnel. This
fault data can be downloaded
through the optional Collins
Portable Access Software (CPAS)
or optional Data Base Unit
(DBU). The MDC also provides
computation and storage for the
optional Checklist function. The
MDC is physically located in the
IAPS.
1st Edition
25 Aug 05 11-5

• Continuous fault monitoring that activates a system flag when a fault
is detected
1st Edition
11-6 25 Aug 05
Pro Line 21 with Optional IFIS OVERVIEW — RSS
OVERVIEW
TABLE OF CONTENTS
Title Page
Introduction ..................................................................................... 12-1

Components ............................................................................... 12-3
1st Edition
25 Aug 05 i
OVERVIEW — RSS Pro Line 21 with Optional IFIS
Raytheon King Air
1st Edition
ii 25 Aug 05
OVERVIEW — RSS
INTRODUCTION
The Radio Sensor System (RSS) provides the radios, controls, and
displays used for voice communication, VOR/ILS navigation, distance
measurement, ADF navigation, ATC transponder control, and data link
communication.
SYSTEM DESCRIPTION
The RSS system is made up of two display/control units and the
installed communication, navigation, and ATC transponder suite as
well as the display and control portion of the EFIS. Baseline-equipped
airplane come standard with two VHF communication (VHF COM)
transceivers, two navigation receivers (one VOR/ILS/MKR/ADF and
one VOR/ILS/MKR), one DME transceiver, and two Mode-S Air Traffic
Control Transponders (TDR). Optional equipment includes a second
ADF receiver (dual VOR/ILS/MKR/ADF), a second DME transceiver, a
single HF transceiver, a third datalink capable VHF COM, two Mode-S
ATC Transponders (with or without Flight ID), and a TACAN transceiver.
Operator input is from the Control Display Unit (CDU), Radio Tuning
Unit (RTU), reversionary switching, and other remote-mounted
installer-supplied controls on the flight deck. A dedicated control head
is installed for the TACAN transceiver. Data collection and distribution is
provided by the IAPS. The current VHF COM1 and COM2 frequencies,
and the active Transponder Mode A code show along the bottom of
the PFD.

• Integrated control of COM/NAV/ATC radio suite.
• Dual, independent operation of on-side and cross-side systems.
• Selectable single point control of both on-side and cross-side radios
from either RTU.
• The FMS AUTOTUNE feature can tune the NAV and paired DME
radios automatically.
1st Edition
25 Aug 05 12-1
Figure 12-1 RSS Block Diagram
1st Edition
12-2 25 Aug 05
COMPONENTS
ATC The ATC Transponder provides
Transponder identification (Mode A), altitude
(TDR) (Mode C), and select (Mode S)
reporting for the air traffic control
system. The traditional 4096
Mode A codes are available and
altitude reporting is selectable.
The Mode S data link feature
is required for TCAS operation.
The TDR may optionally be
equipped for Flight ID which
includes both Elementary and
Enhanced Surveillance. Two ATC
Transponders are installed, one
for the pilot-side and one for the
copilot-side.
1st Edition
25 Aug 05 12-3
DME The DME provides distance,

Transceiver time-to-station, ground speed, and
(DME) station identification information
from up to three stations
(channels) at a time. Channels
one and two are normally
manually tuned and the data is
used for direct display by the crew.
Channel three is available to the
FMS for tuning. The system can
be put into autotune which can
allow the FMS to automatically
tune channel one and/or two. One
or optionally two DME transceivers
are installed.
HF Coupler The HF antenna coupler quickly
matches the power amplifier in
the receiver-transmitter to the
antenna to maximize the radiated
power. The antenna coupler
has the ability to learn and store
tuning data for 99 preset channels
as well as storing the last 50
manually tuned frequencies. One
HF coupler is installed.
1st Edition
12-4 25 Aug 05
HF COM The HF transceiver is a

Transceiver remote-mounted, multichannel
(HF) voice transceiver that provides
voice communications in both
simplex and half duplex, upper
sideband (USB), lower sideband
(LSB), amplitude modulation
equivalent (AME), continuous
wave (CW), and frequency
modulation mode. The HF
transceiver has the capability
to store 99 user-programmed
preset channels. In addition, six
emergency channel frequencies
and all 176 half-duplex ITU
maritime radiotelephone
channels (public correspondence
network) are preprogrammed into
nonvolatile memory. One HF
COM Transceiver may optionally
be installed.
1st Edition
25 Aug 05 12-5
Navigation The VOR/ILS/MKR/ADF

Receiver (NAV) (NAV) receiver receives VHF
Omnidirectional Range (VOR),
digital NAV data. Two navigation
receivers are installed, one for the
the copilot-side.
TACAN The Tactical Air Navigation
Transceiver (TACAN) transceiver uses
transmissions from an airborne
or surface beacon to generate
slant-range distance, relative
bearing, velocity, time-to-station,
and aural identification data. A
dedicated control head is installed
for the TACAN transceiver. One
TACAN transceiver may optionally
be installed.
1st Edition
12-6 25 Aug 05
VHF COM The VHF Communication

Transceiver (VHF COM) transceiver is
(VHF COM) a multichannel VHF voice
transceiver that provides AM voice
communications. The VHF COM
may have a memory-save feature
which retains the last selected
frequency when primary power
is cycled. The VHF COM may
also have an emergency COM
tuning feature which tunes the
transceiver to 121.5 MHz when
primary power is cycled. Two VHF
transceivers are installed; one for
the copilot-side system. A third
data link capable VHF COM is
installed when the optional IFIS
Universal Weather GWX option
is installed.

• A remote-mounted installer-supplied Tune Reversion switch
(CDU/NORM/RTU) is used to power-down the failed controller and
enable tuning of the cross-side radios via the on-side controller
(reversionary tuning).
• A remote-mounted installer-supplied Remote Tune Enable/Disable
switch is used to disable FMS remote tuning. When remote tune is
set to off, remote tuning commands from the FMS are ignored.
• Optionally, the VHF COM radios may be tuned to 121.5 MHz when
power is removed from the RTU and CDU.
• Optionally, a remote-mounted installer-supplied switch is provided to
tune COM1 to 121.5MHz.
• Continuous fault monitoring that activates a system flag when a fault
is detected.
1st Edition
25 Aug 05 12-7
Raytheon King Air
1st Edition
12-8 25 Aug 05
Pro Line 21 with Optional IFIS OVERVIEW — TCAS I
OVERVIEW
TABLE OF CONTENTS
Title Page
Introduction ..................................................................................... 13-1

Components ............................................................................... 13-3
1st Edition
25 Aug 05 i
OVERVIEW — TCAS I Pro Line 21 with Optional IFIS
Raytheon King Air
1st Edition
ii 25 Aug 05
OVERVIEW — TCAS I
INTRODUCTION
The optional non-Rockwell Collins Traffic Alert and Collision Avoidance
System I (TCAS I) detects nearby aircraft that respond to ATC
interrogations.
NOTE
N
The flight crew should be aware that the TCAS I is a non-Rockwell
Collins avionics system. Since LDS information is not generated
by Rockwell Collins avionics units, it is subject to change by the
vendor without notification to Rockwell Collins. The Rockwell
Collins avionics units described in this operator’s guide show typical
operation and capabilities. The non-Rockwell Collins avionics units
may or may not cause typical operation. Refer to the appropriate
vendor documentation for specific details on the function and
operation of the LDS.
SYSTEM DESCRIPTION
The TCAS I is made up of one TCAS Transmitter Receiver (TRC) and
the control and display portion of the EFIS. Inputs to the TRC include
barometric altitude data from the ADS, heading data from the AHS,
radio altitude data from the RAD ALT, and operator control inputs.
Operator control input is from the DCPs, Line Select Keys on the AFDs,
reversionary switching, and other remote-mounted installer-supplied
controls. Data collection and distribution is provided by the IAPS.
The TRC uses antenna and other inputs to generate intruder aircraft
symbology and system messages for display on the AFDs. The TRC
also uses built-in test equipment to verifies proper operation and to
generate fault messages for display on the AFDs.

• Capable of tracking up to 30 intruder aircraft.
• The eight most threatening intruder aircraft are available for display.
• Traffic advisories (TA) show to identify intruder aircraft that may pose
a collision threat.
1st Edition
25 Aug 05 13-1
Figure 13-1 TCAS I Block Diagram
1st Edition
13-2 25 Aug 05
COMPONENTS
1st Edition
25 Aug 05 13-3

Radio Altitude The Radio Altitude Transceiver
Transceiver (ALT) provides a direct radio
(ALT) height measurement from 2500
feet to touchdown for display on
the AFDs and for use by other
airplane systems. One ALT is
installed.
1st Edition
13-4 25 Aug 05

TCAS I The Transmitter Receiver
Transmitter Computer (TRC) converts inputs
Receiver from the system antenna and
Computer from other airplane systems into
(TRC) an on-screen representation of
intruding airplane. The TRC also
contains built-in test equipment
(BITE) which detects faults and
verifies proper operation.

• Automatic self test function
• Pilot-initiated self-test function.
1st Edition
25 Aug 05 13-5
Raytheon King Air
1st Edition
13-6 25 Aug 05
Pro Line 21 with Optional IFIS OVERVIEW — TCAS II
OVERVIEW
TABLE OF CONTENTS
Title Page
Introduction ..................................................................................... 14-1

Components ............................................................................... 14-3
1st Edition
25 Aug 05 i
OVERVIEW — TCAS II Pro Line 21 with Optional IFIS
Raytheon King Air
1st Edition
ii 25 Aug 05
OVERVIEW — TCAS II
INTRODUCTION
The Traffic Alert and Collision Avoidance System II (TCAS) detects
threat and non-threat aircraft that reply to ATC interrogations within
the area surrounding the airplane.
SYSTEM DESCRIPTION
The TCAS II is made up of a TCAS transceiver (TTR), two Mode S ATC
transponders (TDR), and the display and control portion of the EFIS.
Inputs to the TCAS II include heading data from the AHS, radio altitude
data from the RAD ALT, other aircraft transponder replies from the TDR,
and operator control inputs. Operator control inputs are from Line Select
Keys on the AFD, CDU, DCP RTU, and reversionary switching. Data
collection and distribution is provided by the IAPS. The TDR interrogates
Mode C and Mode S transponders in nearby airplanes and receives the
replies. The TTR uses its own internal processor as well as system and
operator inputs generate a TCAS traffic map of the area surrounding the
airplane, Resolution Advisory (RA) vertical speed fly to commands, and
system mode/status data for display on the EFIS. The TTR coordinates
avoidance maneuvers with other TCAS II equipped aircraft using the
data link capability of the TDR. The TTR also generates aural alerts and
commands that are broadcast over the flight deck audio system.

• Independent selection of TCAS Traffic overlays is available on the
PFD and MFD.
• TCAS Resolution Advisories show on the PFD the vertical speed
scale.
• Color coded targets show on the TCAS Traffic display to identify
potential and predicted collision threats and no-threat traffic.
• Avoidance maneuvers are coordinated with other TCAS II equipped
aircraft.
• Aural alerts and commands are broadcast over the flight deck audio
system.
• Control selections and display data is synchronized between the
pilot-side and copilot-side.
1st Edition
25 Aug 05 14-1
Figure 14-1 TCAS II Block Diagram
1st Edition
14-2 25 Aug 05
COMPONENTS
ATC The ATC Transponder provides
Transponder identification (Mode A), altitude
(TDR) (Mode C), and select (Mode S)
reporting for the air traffic control
system. The traditional 4096
Mode A codes are available and
altitude reporting is selectable.
The Mode S data link feature
is required for TCAS operation.
The TDR may optionally be
equipped for Flight ID which
includes both Elementary and
Enhanced Surveillance. Two ATC
Transponders are installed, one
for the pilot-side and one for the
copilot-side.
1st Edition
25 Aug 05 14-3

1st Edition
14-4 25 Aug 05

installed.
the copilot-side.
TCAS Transmit- The TCAS TTR is the primary
ter/Receiver interface component between
(TTR) all onboard and external TCAS
equipment. The transceiver
contains the transmitter, receiver,
computer, and the primary
control circuits of the system.
The TTR analyzes Mode C and
Mode S replies from nearby
aircraft to identify potential and
predicted collision threats. The
TTR coordinates avoidance
maneuvers with other TCAS II
equipped aircraft using the data
link capability of the Mode S ATC
transponders. The TTR generates
commands for the pilot to climb,
descend, or maintain altitude to
avoid passing too close to or
colliding with threat aircraft.

• A pilot selectable self-test mode.
1st Edition
25 Aug 05 14-5

is detected.
1st Edition
14-6 25 Aug 05
Pro Line 21 with Optional IFIS OVERVIEW — TAWS
OVERVIEW
TABLE OF CONTENTS
Title Page
Introduction ..................................................................................... 15-1

Components ............................................................................... 15-3
1st Edition
25 Aug 05 i
OVERVIEW — TAWS Pro Line 21 with Optional IFIS
Raytheon King Air
1st Edition
ii 25 Aug 05
OVERVIEW — TAWS
INTRODUCTION
The optional non-Rockwell Collins Terrain Awareness and Warning
System (TAWS) is effectively two independent systems: Ground
Proximity Warning System (GPWS) and Terrain. The GPWS function
produces “reactive warnings” or warnings that require action. The
Terrain function generates predictive warnings based on airplane
present position, a projection of the airplane flight path, and an on-board
worldwide database of terrain, obstacle, and airport data.
NOTE
N
The flight crew should be aware that the TAWS is a non-Rockwell
Collins avionics unit. Since TAWS information is not generated
operation of the TAWS.
SYSTEM DESCRIPTION
The TAWS is made up of a TAWS computer and the control and
display portion of the EFIS. Inputs to the TAWS include position data
from the GPS and NAV receivers, altitude data from the Radio Altitude
Transceiver (ALT), attitude and heading data from the AHS, and air data
from the ADS, and operator control input. Operator control input is from
the DCPs, Line Select Keys on the AFDs, reversionary switching, and
other remote-mounted Installer-supplied controls. Data collection and
distribution is provided by the IAPS. The TAWS computer generates
GPWS alerts, system messages, and terrain symbology for display
on the AFDs and for use by other airplane subsystems. The TAWS
computer also uses built-in test equipment to verify proper operation
and to generate fault messages for display on the AFDs.

• GPWS reactive warnings
1st Edition
25 Aug 05 15-1
• GPWS altitude related callouts and/or an excessive bank angle

callouts
• Terrain warnings
• Optional automatic (pop-up) selection of Terrain symbology.
Figure 15-1 TAWS Block Diagram
1st Edition
15-2 25 Aug 05
COMPONENTS
1st Edition
25 Aug 05 15-3

GPS Receiver/ The GPS receiver/processor
Processor receives multiple navigation data
(GPS) messages from a constellation of
GPS satellites. The GPS uses
these inputs to generate precise
position, velocity, and time data.
Baseline-equipped airplane come
standard with one GPS. A second
GPS is installed when the second
FMS option is installed.
1st Edition
15-4 25 Aug 05

installed.
1st Edition
25 Aug 05 15-5
TAWS The TAWS Computer uses

Computer worldwide database information,
specific airplane information,
position data from the FMS, GPS
and Navigation receivers, altitude
data from the Radio Altimeter,
attitude and heading data from
the Attitude Heading Computer,
and processed air data from the
Air Data Computer to generate
system messages, alerts, and
terrain symbology. The TAWS
computer supplies the system
messages, alerts, and terrain
symbology to the AFDs.

detected.
• Pilot-initiated self-test function.
1st Edition
15-6 25 Aug 05
Pro Line 21 with Optional IFIS OVERVIEW — TWR
OVERVIEW
TABLE OF CONTENTS
Title Page
Introduction ..................................................................................... 16-1

Components ............................................................................... 16-3
1st Edition
25 Aug 05 i
OVERVIEW — TWR Pro Line 21 with Optional IFIS
Raytheon King Air
1st Edition
ii 25 Aug 05
OVERVIEW — TWR
INTRODUCTION
The Turbulence Weather Radar System (TWR) detects precipitation
and precipitation-related turbulence. The Weather Radar System
(WXR) detects precipitation (no turbulence detection features). Both
the TWR and WXR also provide ground mapping mode of operation.
SYSTEM DESCRIPTION
The TWR and WXR system is made up of a receiver/transmitter/antenna
(RTA) and the display and control portion of the EFIS. Inputs to the RTA
include magnetic heading from the AHS and operator control inputs.
Operator control inputs are from the DCPs, Line Select Keys on the
AFDs, and reversionary switching. The RTA uses antenna inputs and
other inputs to generate precipitation-related weather radar returns,
mode messages, and fault messages for display on the AFDs.

• Precipitation-related weather radar returns show in color using four
levels of precipitation intensity.
• Precipitation-related turbulence returns show in magenta (TWR only).
• Ground Mapping mode.
• Dual, independent weather radar channels.
1st Edition
25 Aug 05 16-1
Figure 16-1 TWR Block Diagram
1st Edition
16-2 25 Aug 05
COMPONENTS
1st Edition
25 Aug 05 16-3

1st Edition
16-4 25 Aug 05
Receiver/Trans- The RTA is an integrated

mitter/Antenna receiver/transmitter/antenna unit
(RTA) that is located in the radome. The
RTA is made up of an antenna,
an RF assembly, a pedestal
assembly, and a base assembly.
The RF assembly contains the
receiver and transmitter. The
pedestal assembly contains tilt
and scan motors, and optical
feedback switches. The base
assembly contains the power
supply and signal processing
circuits.

• A pilot selectable self-test mode.
• Antenna stabilization OFF control selection.
is detected.
1st Edition
25 Aug 05 16-5
Raytheon King Air
1st Edition
16-6 25 Aug 05
Pro Line 21 with Optional IFIS AHS OPERATION
TABLE OF CONTENTS
Title Page
Introduction ..................................................................................... 17-1
Normal Initialization ........................................................................ 17-2
Initialization with Motion or Power Interruption ............................... 17-4
DG Mode Initialization .................................................................... 17-5
Airborne Initialization ...................................................................... 17-7
Heading Flag In View While En Route ........................................... 17-8
Heading Flag In View Before Departure ....................................... 17-10
Heading Flag In View During Takeoff Roll .................................... 17-11
Heading Errors During Ground Operations .................................. 17-11
Heading Errors Due to Acceleration/Deceleration ........................ 17-12
Heading Errors in Turns ............................................................... 17-13
Heading Errors in Turbulence ....................................................... 17-14
Stimulation Mode .......................................................................... 17-15
AHS Reversion ............................................................................. 17-15
1st Edition
25 Aug 05 i
AHS OPERATION Pro Line 21 with Optional IFIS
Raytheon King Air
1st Edition
ii 25 Aug 05
AHS OPERATION
INTRODUCTION
The Attitude Heading System (AHS) can be operated in one of two
modes; “Slaved” or “DG” (directional gyro). The mode of operation
for each Attitude Heading Computer (AHC) is selected by an on-side
mode control switch (NORM/DG FREE). In the Slaved mode, heading
computations and the heading that is in view on the compass card are
slaved to the magnetic heading sensed by the Flux Detector Unit (FDU)
associated with the AHC. In the DG mode, magnetic heading inputs
from the FDU are ignored and the system operates as a free gyro.
CAUTION
C
The AHC is intended to operate in the Slaved mode in regions
where other slaved magnetic compass systems operate. The
optional DG mode is intended for only brief periods of use near
magnetic disturbances or a low magnetic flux, such as polar regions.
The DG mode is not suitable for use a long-term heading reference
due to high precession (drift) rates of approximately 24°/hour.
An on-side Slew switch is also provided to enable manual compass

card heading correction/adjustment inputs to the AHC. This
momentary-action switch is functional in the DG mode of AHS
operation. Operating the Slew control in the DG mode causes the
heading computations in the AHC (and the heading in view on the
compass card) to slew towards the desired airplane heading.
NOTE
N
On the Slew switch, the “+” position moves the compass
card clockwise; the “-” position moves the compass card
counterclockwise.
An AHS reversion switch allows either pilot to select the cross-side

AHC if the on-side (primary) AHC fails. This feature is discussed in
detail at the end of this section.
1st Edition
25 Aug 05 17-1
Normal Initialization Raytheon King Air
NORMAL INITIALIZATION
RATIONALE:
The AHS is not operational until an initialization of each AHC is
completed. This initialization occurs automatically when DC power is
applied to the AHCs.
SUMMARY:
The normal procedure is to perform the initialization on the ground
after engine start. During this initialization, the AHC uses input from
inertial sensors for airplane attitude - and data from the Flux Detector
(FDU) and External Compensation Unit (ECU) - to compute a stabilized
magnetic heading and the pitch and roll attitudes. A normal initialization
takes approximately 35 seconds for the pilot-side computer and
approximately 45 seconds for the copilot-side computer. (This time
difference is an intentional system function which prevents any errors
induced by airplane motion from affecting both AHCs simultaneously.)
PRECONDITIONS:
During normal initialization, one revolution of the compass card takes
approximately 35 to 45 seconds. When the DG/Slave switch is in the
DG FREE position, rotation of the compass card is very slow.
NOTE
N
If the compass card rotation is very slow, check the position of the
DG/Slave switch to make sure it is not set to DG FREE.
RULES:
To ensure a successful AHS initialization, the crew should follow these
general rules:
• Do not perform the initialization in a hangar, near magnetic
disturbances, or near power cables.
• Do not move, tow, or taxi the airplane from the time power is applied
until the initialization is complete.
1st Edition
17-2 25 Aug 05
Raytheon King Air Normal Initialization
• Do not remove power or switch electrical buses that can interrupt

power to the AHC before initialization is complete.
• If primary power has been removed from the AHC before
initialization, the AHC automatically switches to backup power
for approximately 11 minutes.
• If the AHC has had primary power set to on within the past 11
minutes and backup power has not been disconnected, then both
the primary and backup power to the computer must be cycled
to begin an initialization.
• If more than 11 minutes have passed since primary power to the
computer was set to off, all that is required to initialize the AHS is
to select primary power to on.
• Selecting primary power to on within 11 minutes of setting primary
power to off on a previously properly-operating AHC restores
normal operation without reinitializing the AHC. In such a case,
the system is ready for immediate use.
• Do not change the position of the nose wheel by operating the nose
wheel steering system until the initialization is complete.
• Do not change the position of the flaps until the initialization is
complete.
CHECKLIST:
1 Set avionics power to on.

NOTE
N
A white, windowed ATT/HDG ALIGNING DO
NOT TAXI legend overwrites the pitch scale on
the PFD attitude display during AHC initialization.
1st Edition
25 Aug 05 17-3
Initialization with Motion or Power Interruption Raytheon King Air
NOTE
N
When power is first applied to the AHC, the
initialization cycle begins automatically. The
HDG and ATT flags remain in view while the
compass cards move to north and pause. The
compass cards then move 360° back to north,
and the HDG and ATT flags clear. The compass
cards finally move to the actual magnetic heading
of the airplane. One revolution of the compass
card takes approximately 35 to 45 seconds.
NOTE
N
The crew should cross-check the compass
heading on the displays against the standby
magnetic compass to make sure the headings
agree.
POST CONDITIONS:
A successful initialization is indicated by what follows:
1. HDG and ATT flags no longer show on the PFDs.
2. The compass cards indicate the current airplane magnetic heading.
3. Current pitch and roll attitudes show on the PFDs.
TIP
Prior to takeoff, if the pilot-side and copilot-side headings disagree
but are not slewing away from the airplane heading, momentarily
select and then deselect the DG mode. This allows the headings to
quickly align with the magnetic field sensed by the flux detector.
INITIALIZATION WITH MOTION OR POWER

INTERRUPTION
RATIONALE:
Airplane motion or an interruption of power may prevent completion
of the initialization.
1st Edition
17-4 25 Aug 05
Raytheon King Air DG Mode Initialization
SUMMARY:
During the initialization cycle, significant airplane motion (other than
that encountered during cargo loading or buffeting from winds) or
interruption of primary power interrupts the initialization. In the case of
minor airplane movement, sensors in the AHC prevent completion of
the initialization until the movement stops (the compass cards continue
to move). In the case of major airplane acceleration (such as release of
brakes with engine power applied) or interruption of power, the system
automatically and immediately restarts the initialization process. In
either case, no action is required from the pilot. The compass cards
continue rotating until the initialization cycle is complete.
CHECKLIST:
CAUTION
C
Do not attempt to manually reinitialize the AHC
if the AHC does not initialize during the first
rotation of the compass card. Allow the compass
card to continue rotating without interference
for as many times as is required to complete
the initialization cycle.
CAUTION
C
Do not attempt to manually reinitialize the AHC
if the AHC does not initialize during the first
rotation of the compass card. Allow the compass
card to continue rotating without interference
for as many times as is required to complete
the initialization cycle.
1 Allow the compass cards to continue rotating until

the initialization is complete.
DG MODE INITIALIZATION
RATIONALE:
The AHS may be initialized in the DG mode if necessary.
1st Edition
25 Aug 05 17-5
DG Mode Initialization Raytheon King Air
SUMMARY:
If the DG mode is selected before power is applied to the AHC,
the initialization cycle is performed in the DG mode. The DG mode
initialization follows the same process as a normal initialization.
However, a DG mode initialization takes longer to complete because
the AHC is not using inputs from the FDU. A DG mode initialization
takes approximately 10 minutes. Compass card rotation is extremely
slow. At the end of the 10-minute period, the HDG and ATT flags clear
but the heading comes up in the DG mode.
PRECONDITIONS:
If the 10-minute period for a DG mode initialization is not feasible or
desirable, perform the steps that follow to reset the AHS to perform a
normal initialization.
1. Deselect the DG mode.
2. Select both primary and backup DC power to the AHC to on.
3. First select backup power to the AHC to on, then select primary
power to on (in that order).
4. Observe the instruments for indications of the normal initialization
cycle.
NOTE
N
Remember that after deselecting the DG mode, the primary
and backup DC power sources must be cycled before a normal
initialization can start.
CHECKLIST:
1 Allow the compass cards to continue rotating until

the initialization is complete.
NOTE
N
Compass card rotation is very slow.
1st Edition
17-6 25 Aug 05
Raytheon King Air Airborne Initialization
POST CONDITIONS:
Once the DG mode initialization is complete, the AHC may remain in
the DG mode if desired, otherwise the Slaved mode may be selected.
TIP
Some airplanes are equipped with an optional switch in the flight
deck that can be used to manually reinitialize the system. Regular
use of this switch is not recommended because internal updating of
the AHC does not occur when this initialization switch is used.
AIRBORNE INITIALIZATION
RATIONALE:
The AHS can be initialized in the air if both primary and backup DC
power to the AHC is lost in-flight. An airborne initialization is required
if both primary and backup power to the AHC has been lost for more
than approximately 11 minutes.
SUMMARY:
An airborne initialization automatically takes place if both primary and
backup DC power to the AHC is lost and then power is restored. Straight
and level, constant-velocity flight should be maintained during an
airborne initialization. An airborne initialization is the same as a normal
initialization, except that the compass cards do not move as they would
in a normal initialization. This is to prevent the pilot from confusing
compass card rotation that indicates a heading change with the
compass card rotation that is associated with the initialization process.
PRECONDITIONS:
In a normal airborne initialization, valid heading and attitude information
is available after approximately 10 to 35 seconds. In the DG mode, the
initialization takes approximately 5 minutes. Because of this prolonged
period, if a condition that requires an initialization occurs while the AHS
is operating in the DG mode, the system should be returned to the
Slaved mode for an airborne initialization.
1. Deselect the DG mode.
2. Set both primary and backup DC power to the AHC to off.
3. Perform an airborne initialization per the checklist.
1st Edition
25 Aug 05 17-7
Heading Flag In View While En Route Raytheon King Air
4. After the initialization is complete, select the DG mode if necessary.
CHECKLIST:
WARNING
Errors in pitch and roll attitude that show on
the display may result if the airplane does not
maintain straight and level flight or if the airplane
accelerates or decelerates during an airborne
initialization. If such errors do occur, they will
slowly diminish with continued steady-state flight.
During an airborne initialization, a cross-check
should be performed with the standby attitude
indicator to detect any initialization errors.
1 Maintain straight and level flight with no acceleration

or deceleration.
2 Set both primary and backup DC power to the AHC

to off, then select power to on again (backup, then
primary) to begin the initialization. (If installed, the
optional manual initialization switch or button may be
cycled to start the initialization.)
3 Valid attitude and heading information should be

available in approximately 10 to 35 seconds.
HEADING FLAG IN VIEW WHILE EN ROUTE

RATIONALE:
The HDG flag may erratically appear and disappear on the PFDs when
the airplane is operating in or near geographic areas known to have low
magnetic flux levels, such as areas in high latitudes. The appearance of
a HDG flag when operating in areas of known low magnetic flux can
be dealt with by prudent use of the DG mode.
1st Edition
17-8 25 Aug 05
Raytheon King Air Heading Flag In View While En Route
SUMMARY:
Flying in or around areas of low magnetic flux can cause temporary
drops in the required flux levels for proper AHS operation. The AHC
internally monitors flux level intensity and activates the HDG flag when
the magnetic flux level is below the threshold for reliable magnetic
navigation. In areas of magnetic disturbances or low magnetic flux,
the slaved magnetic heading error may also be larger than normal.
Short-term use of the DG mode is the suggested corrective action to
remove the heading flag from the display.
CHECKLIST:
1 Select the DG mode. Verify the HDG flag is removed.
2 Periodically return to the Slaved mode while

in straight and level, constant-velocity flight to
determine if the HDG flag returns.
NOTE
N
Absence of the HDG flag when in the Slaved
mode indicates that required levels of magnetic
flux are available to the computer for normal
operation.
3 If the HDG flag does not return, remain in Slaved

mode operation.
4 If the HDG flag is still present, return to the DG mode.

NOTE
N
If the DG mode is selected for a prolonged
period of time, the heading precesses (drift) at a
rate of approximately 24°/hour. Other means to
verify the heading must be used.
1st Edition
25 Aug 05 17-9
Heading Flag In View Before Departure Raytheon King Air
HEADING FLAG IN VIEW BEFORE DEPARTURE

RATIONALE:
The HDG flag may appear on the PFDs when the airplane is operating
at airports which are located in areas of low magnetic flux.
SUMMARY:
Airports that are located just inside low magnetic flux areas may have
sufficient flux levels during approach and departure for proper AHS
operation, but not on the airfield area. The suggested corrective action
that follows should be used when operating at affected airports.
CHECKLIST:
1 Perform a DG mode initialization.
2 Use the Slew -/+ switch to set the compass card to a

known heading reference such as the runway.
3 After departure, periodically return to the Slaved

mode while in straight and level, constant-velocity
flight to see if the HDG flag returns.
4 If the HDG flag does not return, remain in Slaved

mode operation.
5 If the HDG flag is still present, return to the DG mode.

NOTE
N
If the DG mode is selected for a prolonged
period of time, the heading precesses (drifts) at
a rate of approximately 24°/hour. Other means
to verify the heading must be used.
1st Edition
17-10 25 Aug 05
Raytheon King Air Heading Errors During Ground Operations
HEADING FLAG IN VIEW DURING TAKEOFF

ROLL
RATIONALE:
The HDG flag may appear on the PFDs when operating at airports that
have low magnetic flux levels only during some conditions.
SUMMARY:
Some airports are located in fringe areas of the earth’s magnetic field
that have insufficient magnetic flux levels only under some dynamic
conditions. For example, the acceleration force during a takeoff roll on
southerly runways in the northern hemisphere may cause the HDG flag
to appear due to the pendulum movement of the flux detector coils. The
HDG flag then clears when acceleration is reduced. The suggested
corrective action that follows should be used if the HDG flag appears
only on the takeoff roll.
CHECKLIST:
1 While the airplane is on the field, perform a normal

initialization.
2 Just before starting the takeoff roll, select the DG

mode.
3 After departure and while in straight and level,

constant-velocity flight, return to the Slaved mode.
HEADING ERRORS DURING GROUND

OPERATIONS
RATIONALE:
Ground operations under certain conditions can cause errors in the
airplane heading that is in view on the displays.
1st Edition
25 Aug 05 17-11
Heading Errors Due to Acceleration/Deceleration Raytheon King Air
SUMMARY:
When the flux detector is near a large structure with a high iron content,
the heading that is in view on the displays can be “pulled” away from the
actual airplane heading by the magnetic field distortion caused by the
structure. Trucks, tugs, power carts, buildings, and even buried metal
objects in the ramp or taxiways also have the potential to distort the
local magnetic field and cause heading errors. In dual systems, these
distortions can be so localized that only one of the heading systems is
affected, possibly resulting in a heading comparator warning.
CHECKLIST:
1 Wait until the airplane has either moved away from

the distorted magnetic field or the distorting object
has moved away and then fast slave the AHC to
return it to the actual airplane heading.
or
2 Switch the AHC to the DG mode and use the Slew -/+
switch to slew the heading back to the actual airplane
heading. When the airplane is clear of the distorted
magnetic field, return the AHC to the Slave mode.
HEADING ERRORS DUE TO ACCELERATION/

DECELERATION
RATIONALE:
Airplane acceleration or deceleration can cause errors in the heading
that is in view on the displays.
SUMMARY:
The sensing coils in the flux detector are gimbaled so that they remain
horizontal to the earth. Acceleration and deceleration forces can move
these flux detector coils off of horizontal. The vertical component of
the earth’s magnetic field is then sensed by the flux detector, and this
1st Edition
17-12 25 Aug 05
Raytheon King Air Heading Errors in Turns
becomes an error. The compass system is “pulled” by this error at a

rate of 3°/minute, so the longer the acceleration or deceleration lasts,
the greater the heading error becomes.
CHECKLIST:
1 Perform either of the steps that follow to correct

or prevent heading errors that are induced by
acceleration or deceleration.
1. When the airplane has returned to a steady
speed, fast slave the AHC to correct the heading
to the actual airplane heading.
2. Before beginning an operation that requires large
accelerations or decelerations that might induce
heading errors, select the DG mode. When the
operation is complete, return to the Slaved mode.
HEADING ERRORS IN TURNS

RATIONALE:
Shallow turns (less than 7° of bank) can cause errors in the airplane
heading that is in view on the displays.
SUMMARY:
The centrifugal forces generated during turns move the flux detector
coils away from their horizontal position. The vertical component of
the earth’s magnetic field is then sensed by the flux detector, which
becomes an error.
• To overcome this, when the bank angle is greater than approximately
7°, the AHS goes into a “slaving cutout” mode. In this mode, the
heading system ignores inputs from the flux detector, and induced
errors have no effect on the heading that is in view on the displays.
• For long, shallow turns when the bank angle is less than
approximately 7°, errors may be induced in the heading at a rate of
up to 3°/minute in the worst case. The compass system is “pulled”
away from the actual heading by this error.
1st Edition
25 Aug 05 17-13
Heading Errors in Turbulence Raytheon King Air
CHECKLIST:
1 Perform either of the steps that follow to correct or

prevent heading errors induced by shallow turns.
1. When the airplane has returned to straight and

level, constant-velocity flight, fast slave the AHC
to restore the heading that shows on the AFD to
actual airplane heading.
2. Before entering a shallow turn, or series of
shallow turns, that might induce heading errors,
switch to the DG mode. When the airplane has
returned to level flight, return to the Slaved mode.
HEADING ERRORS IN TURBULENCE

RATIONALE:
Operation in turbulence can cause errors in the airplane heading that
is in view on the displays.
SUMMARY:
Forces encountered in turbulent conditions move the flux detector
coils away from their horizontal position. When this happens, errors
result because of the influence of the vertical component of the
earth’s magnetic field. Errors induced by turbulence usually cancel
out. Heading errors in turbulence are more often caused by using the
slave feature in turbulent conditions. Because the slave action takes a
“snapshot” of the heading sensed by the flux detector, the “snapshot”
could have occurred when significant vertical field influence was
detected. This might actually increase induced heading error.
CHECKLIST:
1 Perform either of the steps that follow to correct or

prevent heading errors induced by turbulence.
1st Edition
17-14 25 Aug 05
Raytheon King Air AHS Reversion
1. When the airplane is in turbulence, do not fast

slave the AHC to correct the heading. Let the
slaving system remove any heading errors.
2. When the airplane is free of turbulence and is in
straight and level, constant-velocity flight, fast
slave the AHC to return it to the actual airplane
heading.
STIMULATION MODE
RATIONALE:
Stimulation (STIM) mode is a maintenance mode used during the AHC
orientation procedure that is performed after installation of an AHC LRU.
It is also a ground diagnostic function used by maintenance personnel.
SUMMARY:
STIM mode causes the ATT and HDG flags to show on the PFDs for 3
seconds every 35 to 40 seconds. This periodic “flag in view” condition
is always an indication that the AHC is in the STIM mode. The STIM
mode is actuated by a remotely-located switch.
AHS REVERSION
RATIONALE:
AHS reversion allows the crew to select the cross-side AHC as the
source for attitude and heading data if the on-side (primary) source fails.
SUMMARY:
Dual AHCs provide two independent attitude and heading data sources.
In the event the on-side computer fails, attitude/heading reversion
selects the cross-side AHC as the attitude/heading source for the
electronic flight display. Upon selection of AHC reversion, on-side
AHC data is replaced with cross-side AHC data, making the cross-side
AHS the common attitude/heading source. An optional non-Rockwell
Collins Laseref V Inertial Reference System (IRS) is available as a
reversionary attitude source.
1st Edition
25 Aug 05 17-15
AHS Reversion Raytheon King Air
RULES:
• Automatic disconnect of the Autopilot and Yaw Damper does not
occur strictly as a result of AHS reversion. However, normal Flight
Guidance System (FGS) monitors remain active and the FGS
disconnects if the AHS sources violate AHS monitors.
• Common-source AHS data to the FGS is forbidden. AHS reversion
does not remove AHS data from the FGS.
CHECKLIST:
1 Select AHC reversion via the remote AHS reversion

switch.
2 Confirm that an AHS reversion caution flag is in view

on the PFDs.
• When the pilot-side AHC is the common source of
attitude/heading data, an AHS1 caution flag is in
view to the left of the PFD airspeed indicator.
• When the copilot-side AHC is the common source
of attitude/heading data, an AHS2 caution flag is
in view to the left of the PFD airspeed indicator.
POST CONDITIONS:
CAUTION
C
While attitude/heading reversion is selected, pitch and roll should
frequently be compared on the PFD with pitch and roll on the
standby attitude instruments.
While attitude/heading reversion is selected, an AHS reversion caution

flag (AHS1 or AHS2) is in view on the PFDs to indicate the selected
source.
When the condition requiring AHS reversion no longer exists, return
the AHS reversion switch to NORM and check that the AHS reversion
caution flag has been removed from the PFDs.
1st Edition
17-16 25 Aug 05
Pro Line 21 with Optional IFIS CDU OPERATION
TABLE OF CONTENTS
Title Page
Introduction ..................................................................................... 18-1
General CDU Tuning ...................................................................... 18-3
COM Radios – Tuning and Control ................................................ 18-5

COM Radios – Direct Tuning ...................................................... 18-8
COM Radios – Recall Tuning ..................................................... 18-9
COM Radios – Preset Tuning ................................................... 18-10
COM Radios – Squelch Mode Control ...................................... 18-11
COM Radios – Self Test Control ............................................... 18-11
COM Radios – Messages ......................................................... 18-12
COM Radios – Emergency Radio Tuning ................................. 18-12
NAV/DME Radio Tuning and Control ........................................... 18-13

NAV/DME Radios – Frequency Selection ................................. 18-16
NAV/DME Radios – DME Hold ................................................. 18-17
NAV/DME Radios – Operation Control ..................................... 18-18
NAV/DME Radios – SELECT NAVAID Operation ..................... 18-20
NAV/DME Radios – FMS DME Tuning ..................................... 18-21
ADF Radio Tuning and Control .................................................... 18-21

ADF Radio – Frequency Tuning ............................................... 18-24
ADF Radio – Operation Control ................................................ 18-26
ATC Transponder Control ............................................................. 18-27

ATC Ident Code Selection ........................................................ 18-29
ATC Mode and Status Control .................................................. 18-30
HF Radio Tuning and Control ....................................................... 18-32

HF Radio – Direct Tuning ......................................................... 18-36
HF Radio – Preset Tuning ........................................................ 18-37
HF Radio – Operating Mode Control ........................................ 18-38
HF Radio – Squelch Control ..................................................... 18-38
HF Radio – Power Level Control .............................................. 18-39
HF Radio – Self Test Control .................................................... 18-40
HF Radio – Messages .............................................................. 18-40
CDU Reversion ............................................................................ 18-40
1st Edition
25 Aug 05 i
CDU OPERATION Pro Line 21 with Optional IFIS
Raytheon King Air
1st Edition
ii 25 Aug 05
CDU OPERATION
INTRODUCTION
The pilot and optional copilot Control Display Units (CDUs) are color,
LCD-based displays with integrated keyboards. Each CDU supports 12
display lines, a title line, a scratchpad line, and a message line. The
keyboard provides 16 function keys plus a full alpha-numeric keypad. In
addition, each CDU has 6 Line Select Keys (LSK) located in the bezel
on either side of the display. These keys are used to activate inputs
which are presented on the adjacent display. The 6 keys on the left side
of the display are referred to as L1 through L6; the 6 keys on the right
side of the display are referred to as R1 through R6.
The CDU(s) provide the normal means of radio tuning and are
the integrated control input for several combinations of airplane
communications and navigation radio subsystems. This integrated
control includes the setting of radio frequencies, beacon codes, and
modes of operation. Each CDU provides single point of control of both
on-side and cross-side radios from the pilot or copilot position. Each
CDU also supports full reversionary tuning of the cross-side radios
(except for FMS AUTO TUNE) if the cross-side CDU fails.
NOTE
N
An optional TACAN transceiver is available. A dedicated control
head is installed for the TACAN transceiver.
Each radio has its own CONTROL page. This page provides control
of all radio functions, including the primary functions available on the
radio’s TUNE page, as well as the list of numbered presets where
applicable.
Each CDU is capable of performing the functions that follow:
• On-side FMS Control
• VHF COM Radio Tuning and Control
• NAV Radio Tuning and Control
• ADF Radio Tuning and Control
• DME Radio Tuning and Control
• ATC Transponder selection, Ident Beacon Code, and mode
• TCAS II (when installed) Control
1st Edition
25 Aug 05 18-1
Introduction Raytheon King Air
• HF Radio (when installed) Tuning and Control.

Data entry into the CDU is made via the scratchpad line. Alphanumeric
data is entered into the scratchpad line from the keyboard and then
transferred to the appropriate location with the Line Select Keys. If
the contents of the scratchpad (e.g., frequency, transponder ID, etc.)
are not appropriate for the select key that is selected, the data is not
transferred and a warning message shows in the scratchpad.
There are three different methods available for radio tuning from the
CDU:
NOTE
N
When the FMS AUTO TUNE mode is active, the FMC may
automatically tune the NAV and DME radios.
• Direct Tuning — the desired frequency, preset number, or (for NAV

radios only) station identifier is entered in the scratchpad. Push the
appropriate Line Select Key to transfer the contents of the scratchpad
to the appropriate radio.
• Recall Tuning — (applicable to COM radios only) push the Recall
number Line Select Key for the appropriate radio to tune the radio
to the Recall frequency.
• Numbered Preset — on a radio control page and with the scratchpad
empty, push the appropriate Line Select Key to tune the radio to the
already-entered preset frequency.
NOTE
N
Each CDU is capable of performing stand-alone tuning — the radio
tuning function resides in the CDU and is not dependent in any way
on the FMC for basic functionality.
TECH DETAIL
Altitude Reporting Source Selection
ATC transponders receive altitude data from its commanding
CDU. During normal operation, the CDU passes through to the
transponder altitude data received from whichever ADC the
Autopilot or Flight Director is – or will be – coupled to. If altitude
data from the coupled ADC is invalid or missing and the altitude
data from the cross-side ADC is valid, the cross-side data is passed
through to the transponder. If an ADC has been deselected via the
ADC reversion switch, its altitude data is not passed through.
1st Edition
18-2 25 Aug 05
Raytheon King Air General CDU Tuning
GENERAL CDU TUNING

RATIONALE:
The CDU(s) provide primary tuning control for all installed radios. This
includes all COM, NAV, and ADF radio frequencies, ATC transponder
selection, beacon ident codes, TCAS modes of operation, and DME
Hold.
SUMMARY:
The CDU TUNE pages are the primary radio tuning control. The TUNE
page is in view when the TUN key on the keyboard is pushed. The
TUNE page normally provides an operational summary and primary
control of all installed COM, NAV, DME, ADF, and ATC radios and
TCAS (if installed). When optional equipment is installed, a second
TUNE page may be necessary. This is indicated by a “1/2” appearing
in the upper right corner of the first TUNE page. When the optional
second ADF radio and/or a single HF transceiver are installed, ADF and
HF tuning is accomplished on the TUNE 2/2 page. When the optional
VHF datalink radio is installed the COM3 active and recall fields are
located on the TUNE 2/2 page.
PRECONDITIONS:
Push TUN key show the first TUNE page. If there is more than one
TUNE page, push the NEXT or PREV keys to toggle the CDU display
between the first (TUNE 1/2) and second (TUNE 2/2) tuning pages.
1st Edition
25 Aug 05 18-3
General CDU Tuning Raytheon King Air
The first radio TUNE page also shows when the radio Line Select Key
L1 or R1 on any CONTROL page is pushed with no value entered in
the scratchpad.
The first radio CONTROL page is in view when the radio Line Select
Key L1 or R1 on the TUNE page is pushed with no value entered in the
scratchpad. If there is more than one CONTROL page, subsequent
pushes of the NEXT or PREV move the CDU display either forward or
backward through each of the radio CONTROL pages.
CHECKLIST:
1 Radios are directly tuned by changing the active

frequency or code. The value of the desired change
is entered via the keyboard into the scratchpad, then
the appropriate Line Select Key is pushed to insert
the desired change. Active values show in green.
2 COM radios can be recall tuned by entering a recall

frequency or preset number into the scratchpad,
then selecting the RECALL Line Select Key. The
recall frequency becomes the active frequency and
the previously-active frequency becomes the recall
frequency. Recall frequencies show in white.
3 Preset tuning is accomplished by selecting the Line

Select Key next to the desired preset frequency.
This action automatically tunes the associated radio
to the preset value. Preset frequency values show in
white; their corresponding descriptions show in cyan.
4 If the Flight ID option has been activated for the

airplane, the FLIGHT ID field on the TUNE 2/2 page
is used to enter the Flight Identification code. Up to
eight alphanumeric characters may be entered into
the FLIGHT ID field. The FLIGHT ID code may also
be entered or changed on the ATC CONTROL page.
1st Edition
18-4 25 Aug 05
Raytheon King Air COM Radios – Tuning and Control
NOTE
N
Once it has been entered, the Flight ID setting
shows in green if a transponder is active,
otherwise it shows in white.
POST CONDITIONS:
Each installed radio is also provided with a CDU CONTROL page that
provides all radio functions that show on the TUNE page plus mode
control where appropriate and the list of numbered presets.
COM RADIOS – TUNING AND CONTROL

RATIONALE:
The COM1 and COM2 radio frequencies may be tuned from either the
first TUNE page or from the COM-specific CONTROL pages. When the
optional COM3 datalink transceiver is installed, the COM3 active and
recall fields are located on the TUNE 2/2 page. COM radio control and
frequency presets are controlled from the COM-specific CONTROL
pages.
SUMMARY:
The active and recall frequencies can be tuned from the COM1 and
COM2 active frequency lines on the first TUNE page or from the
COM-specific CONTROL pages. COM radio squelch, self test, and
preset tuning assignments are all controlled from the COM-specific
CONTROL pages.
1st Edition
25 Aug 05 18-5
COM Radios – Tuning and Control Raytheon King Air
PRECONDITIONS:
If the value entered in the scratchpad is an invalid frequency or
preset number when the Line Select Key is pushed, the scratchpad
displays either INVALID FREQUENCY (for 25-kHz tuning) or INVALID
CHANNEL (8.33-kHz tuning) for approximately 1 second and then
displays the original scratchpad contents. The active radio frequency
remains unchanged.
1st Edition
18-6 25 Aug 05
NOTE
N
The optional COM3 datalink transceiver is data-only and cannot be
used for voice communication. The COM3 datalink transceiver is
necessary for the operation of the optional IFIS Universal Weather
Graphical Weather feature. For information on the IFIS, refer to
the IFIS-5000 Integrated Flight Information System Operator’s
Guide (CPN 523-0806347) and the Corporate Datalink System
CMU-4000/RIU-40X0 Operator’s Guide (CPN 523-0790499).
RULES:
The active COM frequency shows in green for approximately 3 seconds
after entry and whenever the commanded CDU frequency matches
the echo frequency from the radio. If the echo frequency from the
radio is flagged as failed, missing, or does not match the commanded
frequency, the active frequency value shows in yellow. The numbered
preset data shows in green when it is selected and its active frequency
is valid. The numbered preset data shows in yellow when it is selected
and its active frequency is invalid. The conditions that follow define a
valid frequency or preset number entry:
• For 25-kHz spacing:
• Frequency tuning increments are 25 kHz with a display precision
to tens of kHz
• Three to five digits have been entered (e.g., 1185 = 118.50)
• The digits entered are between 118 and 13697 for the baseline
COM radio frequency range (118.00 to 136.97 MHz) or between
118 and 15197 (118.00 to 151.97 MHz) for the optional expanded
COM frequency range.
• For 8.33-kHz spacing:
• Tuning entries are made by channel name (decimal points and
trailing zeros are not required).
• Three to six digits have been entered (e.g., 1185 = 118.500).
COM radio frequency range (118.00 to 136.97 MHz) or between
118 and 151975 (118.000 to 151.975 MHz) for the optional
expanded COM frequency range.
• Note that only 25-kHz spacing is available for the 137.000 to
151.975 MHz frequency range.
• Valid preset numbers are from 1 to 20.
1st Edition
25 Aug 05 18-7
CHECKLIST:
1 To show the first TUNE page, either push the

TUN key on the CDU keyboard or while on the
COM-specific CONTROL page push the Line Select
Key next to the COM radio active frequency line with
the scratchpad empty.
2 To show the first COM-specific CONTROL page,

while on the TUNE page push the Line Select Key
next to the COM1 or COM2 active frequency line
with the scratchpad empty.
3 Push the PREV or NEXT keys on the CDU keyboard

to advance forward or backward through pages.
COM RADIOS – DIRECT TUNING

SUMMARY:
COM radios can be manually tuned by entering the desired frequency
into the scratchpad and then using a Line Select Key to command the
new frequency.
CHECKLIST:
1 Enter the desired frequency or preset number in

the scratchpad.
2 If on the TUNE page, push the appropriate Line

Select Key (L1 for COM1 or R1 for COM2) to transfer
the contents of the scratchpad to the radio’s active
frequency field.
1st Edition
18-8 25 Aug 05
3 If on the COM-specific CONTROL 1/X page, push

Line Select Key L1 to transfer the contents of the
scratchpad to the radio’s active frequency field.
4 The frequency that was active is transferred to that

radio’s RECALL field and shows in white.
COM RADIOS – RECALL TUNING

SUMMARY:
COM radios can be tuned to a previously-active frequency by the
RECALL Line Select Key.
CHECKLIST:
1 If on the TUNE page, push the appropriate Line

Select Key (L2 for COM1 or R2 for COM2) to transfer
the frequency in the RECALL field to the active
frequency field. The previously-active frequency is
transferred to the RECALL field (the RECALL and
active frequencies swap).
2 If on the COM-specific CONTROL 1/X page, push

Line Select Key L2 to transfer the frequency in the
RECALL field to the active frequency field. The
previously-active frequency is transferred to the
RECALL field (the recall and active frequencies
swap).
3 To change the RECALL frequency value:
3.1 Enter the desired frequency or preset number in

the scratchpad.
1st Edition
25 Aug 05 18-9
3.2 Push the appropriate Line Select Key (L2 for

COM1 or R2 for COM2) to transfer the scratchpad
frequency value or the frequency associated with
the preset number to the RECALL field.
COM RADIOS – PRESET TUNING

SUMMARY:
COM radios can be tuned to a preset frequency by using Line Select
Keys on the COM-specific CONTROL pages. The frequency value
and/or identifier assigned to a preset can also be changed.
CHECKLIST:
1 With the scratchpad empty, push the Line Select Key

next to the desired numbered preset to transfer the
numbered preset frequency to the active frequency
field. The previously-active frequency is transferred
to the RECALL frequency field and changes color to
white.
NOTE
N
The numbered preset data line changes color
to green if the frequency is valid. If the preset
frequency is invalid, the preset data line changes
color to yellow.
2 To set or change a preset frequency value and/or

identifier:
2.1 Enter a valid frequency value and/or identifier in

the scratchpad.
NOTE
N
A valid identifier is from 1 to 13 characters
long, starts with an alpha character, and may
contain either alpha or numeric characters.
1st Edition
18-10 25 Aug 05
2.2 Push the appropriate Line Select Key to transfer

the preset frequency and/or identifier from the
scratchpad to the numbered preset frequency
field. The frequency value shows in white and its
identifier (if present) shows in cyan.
NOTE
N
If an invalid frequency value is entered in
the scratchpad, when the Line Select Key is
pushed an INVALID FREQUENCY message
shows in the scratchpad and then the original
scratchpad contents show.
COM RADIOS – SQUELCH MODE CONTROL

PRECONDITIONS:
The squelch mode (ON or OFF) is controlled from the COM-specific
CONTROL 1/X page.
CHECKLIST:
1 On the COM-specific CONTROL 1/X page, push

Line Select Key R1 to change the squelch state.
The selected state (ON or OFF) is enlarged and
shows in cyan.
NOTE
N
If squelch is turned off, an SQ advisory shows in
cyan in the COM1/COM2 line on the TUNE page.
COM RADIOS – SELF TEST CONTROL

PRECONDITIONS:
The COM radio’s self-test mode is controlled from the COM-specific
CONTROL 1/X page.
1st Edition
25 Aug 05 18-11
CHECKLIST:
1 On the COM-specific CONTROL 1/X page, push the

TEST Line Select Key R2 to initiate a self test of the
COM radio. During the self test, the TEST legend is
enlarged and shows in cyan.
NOTE
N
When the self test is complete (after
approximately 10 seconds), the TEST legend
shrinks and shows in white letters.
COM RADIOS – MESSAGES
CHECKLIST:
1 A cyan TX advisory shows to the right of the COM

1 legend or to the left of the COM 2 legend on the
TUNE page to indicate that radio is transmitting.
2 A cyan SQ advisory shows next to the radio legend

(and next to the TX advisory if it is present) to indicate
that squelch for that radio has been turned off.
COM RADIOS – EMERGENCY RADIO TUNING

RATIONALE:
In the event of a dual CDU failure, the procedure that follows can be
used to tune the COM radios to the emergency frequency of 121.5 MHz.
CHECKLIST:
1 Set power to both radio controllers to off.
1st Edition
18-12 25 Aug 05
Raytheon King Air NAV/DME Radio Tuning and Control
2 Set power to both VHF radios to off.
3 Re-apply power to both VHF radios.
CAUTION
C
It is possible that the results described may not
be obtained in some installations.
NAV/DME RADIO TUNING AND CONTROL

RATIONALE:
The NAV1/DME1 and NAV2/DME2 radio frequencies may be tuned from
either the first TUNE page or from the NAV-specific CONTROL pages.
NAV and DME radio control and frequency presets are controlled from
the NAV-specific CONTROL pages. The CDU(s) can also receive VOR
and DME tuning commands from the FMS.
SUMMARY:
The NAV radios may be tuned by frequency, preset number, or station
identifier. The first TUNE page and the NAV-specific CONTROL pages
display both frequency and station identifier if the radio has been
manually tuned by station identifier. Active flight plan origin, destination,
or alternate airport localizer frequency may be tuned by the localizer
identifier. If an identifier has been selected that has multiple associated
frequencies the TUNE page may be replaced with a SELECT NAVAID
page, refer to the NAV/DME Radios — SELECT NAVAID section for
additional information.
1st Edition
25 Aug 05 18-13
NAV/DME Radio Tuning and Control Raytheon King Air
PRECONDITIONS:
If the value entered in the scratchpad is an invalid frequency or preset
number when the Line Select Key is pushed, the scratchpad displays
INVALID FREQUENCY for approximately 1 second and then displays
the original scratchpad contents. The active NAV radio frequency
remains unchanged.
If an identifier is entered and not found in the database, the scratchpad
displays NOT IN DATABASE for approximately 1 second and then
displays the original scratchpad contents.
If an invalid station identifier is entered, the scratchpad displays
INVALID IDENTIFIER for approximately 1 second and then displays the
original scratchpad contents. The active NAV radio frequency remains
unchanged.
RULES:
The active NAV frequency, identifier, and DME hold frequency show
in green for approximately 3 seconds after entry and whenever the
commanded CDU frequency matches the echo frequency from the
radio. If the echo frequency from the radio is flagged as failed, missing,
or does not match the commanded frequency, the active frequency
and identifier shows in yellow. The conditions that follow define a valid
frequency, preset number entry, and NAVAID identifier:
• Frequency tuning increments are 50 kHz with a display precision
to tens of kHz.
1st Edition
18-14 25 Aug 05
• Frequency restrictions:
• Three to five digits have been entered (e.g., 1081 = 108.10).
NAV and DME radio frequencies (108.00 to 117.95 MHz). If the
extended DME frequency range option has been installed, the
digits entered are between 108 and 11795 (108.00 to 117.95 MHz)
and between 133 and 13595 (133.00 to 135.95 MHz).
• For a preset, valid preset numbers are from 1 to 20.
• For NAVAID identifiers:
• Two to four characters have been entered.
• The characters entered are alpha and/or numeric.
• The character string contains at least one alpha character.
• The character string may start with a numeric character.
CHECKLIST:

NAV-specific CONTROL page push the Line Select
Key next to the NAV radio active frequency line with
the scratchpad empty.
2 To show the NAV-specific CONTROL pages, while

on the TUNE page push the Line Select Key next
to the NAV1 or NAV2 active frequency line with the
scratchpad empty.

1st Edition
25 Aug 05 18-15
NAV/DME RADIOS – FREQUENCY SELECTION

SUMMARY:
Active NAV radio frequencies can be changed from a TUNE page,
a NAV-specific CONTROL page, or a SELECT NAVAID page.
Frequencies can be changed by direct entry, by the selection of a
predefined preset frequency, or by entering a navaid station identifier
(e.g., KCID). If the frequency is selected by an identifier, the frequency
and identifier show in the active frequency field.
CHECKLIST:
1 To change the active NAV radio frequency from a

TUNE page, enter a valid NAV frequency, station
identifier, or preset number in the scratchpad and
then push the LSK next to the NAV radio legend. The
frequency value or the frequency associated with the
station identifier or preset number is transferred to
the NAV radio’s active frequency field.
2 To change the active NAV radio frequency from the

NAV-specific CONTROL page:
2.1 Enter a valid NAV frequency, station identifier, or

preset number in the scratchpad and then push
Line Select Key L1 next to the NAV radio legend.
or
2.2 With the scratchpad empty, push a associated

with a preset number/frequency to transfer
the preset frequency to the NAV radio’s active
frequency field.
1st Edition
18-16 25 Aug 05
3 To change the active NAV radio frequency from a

SELECT NAVAID page: With the scratchpad empty,
push a next to the desired NAVAID to transfer the
NAVAID frequency and identifier to the NAV radio’s
active frequency field.
NAV/DME RADIOS – DME HOLD

SUMMARY:
If DME HOLD is not active, the DME radio is tuned to the same
frequency as the on-side NAV radio.
CHECKLIST:
1 To place a DME radio in the DME HOLD mode, on

the TUNE page push the DME1 Line Select Key L2
or DME2 Line Select Key R2 (if installed).
1.1 The active DME frequency associated with the

on-side NAV radio is placed in HOLD.
1.2 The HOLD legend next to the active DME

frequency field shows enlarged and in cyan on
both the TUNE and NAV-specific CONTROL
pages.
2 To cancel the DME HOLD mode, with the scratchpad

empty push the DME1 Line Select Key L2 or DME2
Line Select Key R2 (if installed). The HOLD legend
next to the active DME frequency field shows small
and in white on both the TUNE and NAV-specific
CONTROL pages.
1st Edition
25 Aug 05 18-17
POST CONDITIONS:
The DME frequency shows in yellow on both the TUNE and
NAV-specific CONTROL pages if DME HOLD is inactive and the
echoed frequency is flagged or missing.
NAV/DME RADIOS – OPERATION CONTROL

SUMMARY:
In addition to allowing tuning of the active NAV and DME frequencies,
the NAV-specific radio CONTROL pages are used to control the NAV
and DME radio features that follow:
• NAV test function
• DME Hold
• If enabled, independent DME tuning
• NAV AUTO tune selection
• NAV presets
• Marker beacon sensitivity selection.
CHECKLIST:
1 To change the NAV tuning mode, push the NAV

TUNING Line Select Key R1. The possible mode
selections are AUTO or MAN. The selected mode
shows enlarged and in cyan.
1.1 If the AUTO mode is selected, a cyan AUTO

legend shows on the TUNE page next to the NAV
1.2 If one of the conditions that follow exist, manual

(MAN) mode is automatically selected:
• FMC Mode Word 1 is received indicating NAV

radio tuning is in manual mode.
1st Edition
18-18 25 Aug 05
• FMC Mode Word 3 is received indicating the

FMC will not auto tune the NAV radio.
• FMC Mode Word 1 and/or FMC Mode Word 3
is flagged or missing.
• The NAV radio is manually tuned by a CDU.
1.3 If the FMS indicates the AUTO tune mode will

not be accepted and the Line Select Key R1 is
pushed, an AUTO NOT AVAILABLE message
shows in approximately 1 second and the tuning
mode remains in manual (MAN).
2 To initiate an NAV/DME self test, push the TEST

Line Select Key R2. The TEST legend enlarges
and shows in cyan when the self test is active. A
NAV/DME self-test cycle lasts approximately 10
seconds. A white TEST INHIBITED advisory shows
on the TEST line if either the FMC Mode Word 3
is received with inhibit active or if the NAV TEST
INHIBIT input is present.

identifier:

the scratchpad.
NOTE
N
1st Edition
25 Aug 05 18-19

field. The frequency value will show in white and
its identifier (if present) shows in cyan.
NOTE
N
If an invalid frequency value is entered in
the scratchpad, when the Line Select Key is
pushed an INVALID FREQUENCY message
shows in the scratchpad and then the original
scratchpad contents show.
3.3 Use the keyboard NEXT or PREV function keys to

move between CONTROL pages.
NAV/DME RADIOS – SELECT NAVAID OPERATION

RATIONALE:
The entry of a station identifier with more than one VOR, DME, or
localizer associated with it will cause the SELECT NAVAID page(s) to
show unless one of the NAVAIDs is within 300 nmi of the airplane’s
FMS position. In that case, the frequency associated with that NAVAID
is returned and the SELECT NAVAID page does not show.
SUMMARY:
The SELECT NAVAID page provides distinguishing information to allow
the pilot to select the desired NAVAID. If there are more than two
possible NAVAIDs, the data shows on subsequent SELECT NAVAID
pages, which show the current page number of the total number of
pages in the upper right corner separated by a / (slash). The NEXT
and PREV function keys are used to move between SELECT NAVAID
pages.
RULES:
The possible NAVAIDs are ordered by increasing distance from the
airplane’s FMS position.
1st Edition
18-20 25 Aug 05
Raytheon King Air ADF Radio Tuning and Control
CHECKLIST:
1 To select a NAVAID, push the associated Line Select

Key. This will transfer the NAVAID frequency and
identifier data to the NAV radio’s active frequency
field.
POST CONDITIONS:
Upon completion of the NAVAID selection, the page that is in view
automatically changes back to the page from where the NAVAID page
was entered.
NAV/DME RADIOS – FMS DME TUNING

SUMMARY:
The FMS is allowed to automatically tune the on-side VOR channel
whenever the on-side NAV receiver is not the active navigation source
and the associated DME receiver is not in the DME HOLD mode. The
FMS is allocated to channel 3 of the DME. Channel 2 of the DME can
be allocated to the cross-side NAV receiver or to the cross-side FMS.
Channel 1 of the DME is allocated to the on-side active NAV frequency.
FMS autotune commands are pre-empted if the pilot tunes the radios
with a CDU.
ADF RADIO TUNING AND CONTROL

RATIONALE:
Depending on the airplane configuration and options installed, the
ADF1 and ADF2 (if present) radio frequencies may be tuned from
either the TUNE page or from the ADF-specific CONTROL pages.
ADF radio mode control and frequency presets are controlled from the
ADF-specific CONTROL pages.
SUMMARY:
In the baseline airplane configuration, TCAS is not installed and only
one ADF radio is present. Only one TUNE page is present and the
1st Edition
25 Aug 05 18-21
ADF Radio Tuning and Control Raytheon King Air
CONTROL page is titled ADF. If the TCAS option is installed, two TUNE
pages are provided. If the second ADF radio option is installed, two
TUNE pages and ADF-specific CONTROL pages are provided. When
two TUNE pages are present, the active ADF radio frequencies show
on the first TUNE page. However, the active ADF radio frequency can
only be changed from the second TUNE page or the ADF-specific
CONTROL page.
1st Edition
18-22 25 Aug 05
CHECKLIST:

ADF-specific CONTROL page push the Line Select
Key next to the ADF1 or ADF2 active frequency line
with the scratchpad empty.
2 To show the ADF-specific CONTROL page, while

on the TUNE page push the Line Select Key next
to the ADF1 or ADF2 active frequency line with the
scratchpad empty.

1st Edition
25 Aug 05 18-23
ADF RADIO – FREQUENCY TUNING

PRECONDITIONS:
In the baseline airplane configuration, TCAS is not installed and only
one ADF radio is present. In this case, the ADF radio frequency can be
changed from the single TUNE page. If the TCAS II option and/or the
second ADF radio option is installed, a second TUNE page is provided.
In this case, the ADF radio frequencies show on the first TUNE page but
are changed from the second TUNE page. Use the NEXT and PREV
keys on the keyboard to move between the two pages.
Active ADF radio frequencies can also be changed from the
ADF-specific CONTROL pages.
If the value entered in the scratchpad is an invalid ADF frequency or
preset number when the Line Select Key is pushed, the scratchpad
displays INVALID FREQUENCY for approximately 1 second and
then displays the original scratchpad contents. The active ADF radio
frequency remains unchanged.
RULES:
The active ADF frequency shows in green for approximately 3 seconds
after entry and whenever the commanded CDU frequency matches
the echo frequency from the radio. If the echo frequency from the
radio is flagged as failed, missing, or does not match the commanded
frequency, the active frequency value shows in yellow. The numbered
preset data shows in green when it is selected and its active frequency
is valid. The numbered preset data shows in yellow when it is selected
and its active frequency is invalid. The conditions that follow define a
valid frequency or preset number entry:
• ADF tune increments are 500 Hz but show to a precision of 100 Hz.
• Three to five digits have been entered (e.g., 1905 = 190.5).
• For the baseline ADF radio frequency range, the digits entered are
between 190 and 17990 in increments of 0.5 (190.0 to 1799.0 kHz).
• If the optional ADF frequency range has been added, the digits
entered are between 190 and 17990 in increments of 0.5 (190.0 to
1799.0 kHz) and between 21790 and 21850 (2179.0 to 2185.0 kHz).
• Valid preset numbers are from 1 to 20.
1st Edition
18-24 25 Aug 05
CHECKLIST:
1 To change the active ADF radio frequency from a

TUNE page, enter a valid ADF frequency or preset
number in the scratchpad and then push the Line
Select Key next to the ADF radio legend. The
frequency value or the frequency associated with
the preset number is transferred to the ADF radio’s
1.1 With only a single TUNE page present, push Line

Select Key L6.
1.2 With two TUNE pages present, on the TUNE 2/2

page push Line Select Key L3 for ADF1 or Line
Select Key R3 for ADF2 (if present).
2 To change the active ADF radio frequency from the

ADF-specific CONTROL page:
2.1 Enter a valid ADF frequency or preset number in

the scratchpad and then push Line Select Key L1
next to the ADF radio legend.
or
2.2 With the scratchpad empty, push a Line Select

Key associated with a preset number/frequency to
transfer the preset frequency to the ADF radio’s
1st Edition
25 Aug 05 18-25
ADF RADIO – OPERATION CONTROL

SUMMARY:
The ADF-specific radio CONTROL page is used to control ADF mode,
BFO selection, self-test initiation, and preset tuning frequency definition.
CHECKLIST:
1 To change the ADF operating mode between ADF

and ANT, push the MODE Line Select Key L2. The
selected mode shows enlarged and in cyan. If the
ANT mode is selected, a cyan ANT advisory shows
on the TUNE page next to the ADF active frequency
field.
2 To change the BFO mode between ON and OFF,

push the BFO Line Select Key R1. The selected
mode shows enlarged and in cyan. If the BFO is
selected ON, a cyan BFO advisory shows on the
TUNE page next to the ADF active frequency field.
3 To initiate an ADF self test, push the TEST Line

Select Key R2. The TEST legend enlarges and
shows in cyan while the self test is active. An ADF
test cycle lasts approximately 10 seconds.

identifier:

the scratchpad.
NOTE
N
1st Edition
18-26 25 Aug 05
Raytheon King Air ATC Transponder Control

field. The frequency value will show in white and
its identifier (if present) shows in cyan. If an invalid
frequency value is entered in the scratchpad,
when the Line Select Key is pushed an INVALID
FREQUENCY message shows in the scratchpad
and then the original scratchpad contents show.
4.3 Use the keyboard NEXT or PREV function keys to

move between CONTROL pages.
ATC TRANSPONDER CONTROL

RATIONALE:
The active ATC transponder ident beacon code selection function may
be tuned from either the first TUNE page or from the ATC CONTROL
page. ATC transponder ident beacon codes and control functions for
the active transponder are controlled from the ATC CONTROL page.
SUMMARY:
The ident beacon code for the active ATC transponder can be set from
the ATC# line (“#” indicates the active transponder) on the first TUNE
page or the ATC CONTROL page. Active ATC transponder mode and
status settings are controlled from the ATC CONTROL page.
1st Edition
25 Aug 05 18-27
ATC Transponder Control Raytheon King Air
CHECKLIST:
1 To show the TUNE page, either push the TUN key on

the CDU keyboard or while on the ATC CONTROL
page push Line Select Key L1 (next to the active
transponder ID) with the scratchpad empty.
1st Edition
18-28 25 Aug 05
2 To show the ATC CONTROL page while on the

TUNE page, push Line Select Key L5 (next to the
active transponder ID) with the scratchpad empty.
ATC IDENT CODE SELECTION

PRECONDITIONS:
The active ATC ident beacon code selection is made with the ATC#
Line Select Key.
RULES:
A valid ATC transponder ident beacon code is defined as follows:
• One to four digits have been entered (e.g., 1 = 0001).
• The digits entered are within a range of from 0 (zero) to 7777
(inclusive).
CHECKLIST:
1 If a valid ATC beacon code value is entered in the

scratchpad, operation of the ATC# Line Select Key
transfers the value from the scratchpad to the active
beacon code display.
2 If the beacon code value entered in the scratchpad

is invalid, operation of the ATC# Line Select Key
will cause the message INVALID CODE to show
for approximately 1 second followed by the original
scratchpad contents. The active beacon code value
remains unchanged.
POST CONDITIONS:
The active ATC transponder beacon code is green for approximately 3
seconds after pilot entry and whenever the CDU-commanded beacon
code matches the beacon code echoed from the active transponder. If
the beacon code echoed back from the transponder is missing, flagged,
1st Edition
25 Aug 05 18-29
ATC Transponder Control Raytheon King Air
or does not match the commanded beacon code, the beacon code
changes color to yellow. If the transponders are in STBY (standby),
the beacon code shows in white.
If a fault in the active transponder is detected, an XPDR FAIL message
shows in yellow on the TUNE and ATC CONTROL pages to the right of
the ATC legend and beacon code.
ATC MODE AND STATUS CONTROL

PRECONDITIONS:
To show the ATC CONTROL page, while on the TUNE page push Line
Select Key L5 (next to the active transponder ID) with the scratchpad
empty.
CHECKLIST:
1 An IDENT initiation is made by selecting the IDENT

Line Select Key L2. The IDENT legend will enlarge
and change color to cyan when it is selected and
active. The IDENT function remains active for
approximately 18 seconds and while it is active,
an IDENT message shows to the right of the ATC
legend on the TUNE page.
2 To set the altitude-reporting mode to ON or OFF,

push the ALT REPORT ON/OFF Line Select Key R1.
The selected mode (ON or OFF) shows enlarged
and in cyan. If altitude reporting is set to OFF, the
ALT OFF message shows in cyan to the right of the
ATC legend on the TUNE page. The ALT REPORT
status (ON or OFF) shows with the active status
enlarged and in cyan.
1st Edition
18-30 25 Aug 05
3 To select the active ATC transponder (ATC1

or ATC2), push the SELECT ATC1/ATC2 Line
Select Key. The selected transponder (ATC1 or
ATC2) shows enlarged and in cyan. The selected
transponder will show to the right of Line Select Key
L5 on the TUNE page.
4 To set the ATC transponder mode to on or standby,

push the MODE Line Select Key. The selected mode
(ON or STBY) shows enlarged and in cyan.
5 To initiate a self test of the active ATC transponder,

push the TEST Line Select Key R2. The TEST
legend is enlarged and shown in cyan while the self
test is active. An ATC transponder test cycle lasts
approximately 10 seconds.
CAUTION
C
If installed, TCAS will also be automatically
placed in TEST when the ATC self-test is active.
6 If the Flight ID option has been activated for the

airplane, the FLIGHT ID field on the ATC CONTROL
page is used to enter the Flight Identification code.
Up to eight alphanumeric characters may be entered
into the FLIGHT ID field. The FLIGHT ID code may
also be entered or changed on the TUNE 2/2 page.
NOTE
N
Once it has been entered, the Flight ID value
shows in green if a transponder is active,
otherwise it shows in white.
7 TYPE S shows in cyan if the selected transponder

is a Mode S type.
1st Edition
25 Aug 05 18-31
HF Radio Tuning and Control Raytheon King Air
8 The altitude source (ADC1 or ADC2) shows in cyan

when active.
9 The reported altitude shows in the center of the ATC

CONTROL page display below the altitude source
(ADC1 or ADC2) when the transponder is in Mode
C. When valid, the altitude shows in white. If the
altitude data is missing or flagged, it is replaced with
four white dashes.
HF RADIO TUNING AND CONTROL

RATIONALE:
If the airplane is equipped with the single HF radio option, the CDU
provides a second TUNE page and HF-specific CONTROL and
PRESET pages for the HF radio.
SUMMARY:
The active HF frequency can be tuned from the HF1 active frequency
lines on the TUNE 2/2 page, the HF-specific CONTROL page, or the
HF-specific PRESETS pages. HF radio channel, mode control, and
power settings and access to frequency presets are controlled from the
HF-specific CONTROL page. Predefined frequency, emission mode,
and channel identifiers for up to 20 entries are controlled from the
HF-specific PRESETS pages.
1st Edition
18-32 25 Aug 05
Raytheon King Air HF Radio Tuning and Control
1st Edition
25 Aug 05 18-33
PRECONDITIONS:
When the HF radio option is installed, a second TUNE page and a
CONTROL page for the HF radio are provided. The active HF radio
frequency can be changed from the TUNE 2/2 page, from the HF
CONTROL page, or from any of the HF PRESETS 1/X pages.
If the value entered in the scratchpad is an invalid HF frequency or
preset number, an INVALID FREQUENCY (simplex/duplex mode) or
INVALID CHANNEL (maritime or emergency mode) message shows in
the scratchpad for approximately 1 second when the Line Select Key
is pushed. The active HF radio frequency will not be changed and the
scratchpad will return to its original entry.
RULES:
The active HF frequency shows in green for approximately 3 seconds
after entry and whenever the commanded CDU frequency matches the
echo frequency from the radio. If the echo frequency from the radio is
flagged as failed, missing, or does not match the commanded frequency,
the active frequency value shows in yellow. The numbered preset data
shows in green when it is selected and its active frequency is valid. The
numbered preset data shows in yellow when it is selected and its active
frequency is invalid. The conditions that follow define a valid frequency,
maritime channel, emergency channel, or preset number entry:
1st Edition
18-34 25 Aug 05
• If a maritime channel has been selected, a small cyan MAR legend

shows to the right of the active channel. If an emergency channel
has been selected, a small EMER legend shows to the right of the
active channel.
• One to six digits have been entered for a simplex frequency followed
by the letter “F” (optional only for simplex mode). The decimal point
is optional if no decimal digits are required (e.g., 5 = 5.0000).
• The digits entered for frequency are between 2.0000 and 29.9999 in
increments of 0.0100 (2.0 to 29.9999 MHz in 100-Hz increments).
• A duplex receive frequency has an “R” entered as the first character.
• A duplex transmit frequency has a “T” entered as the first character.
• Three to four digits, no decimal point, and the letter “M” have been
entered for a maritime channel. (The letter “M” is optional when in
the Maritime mode.)
• The range for a maritime channel is 0401 to 0429, 0601 to 0608,
0801 to 0837, 1201 to 1241, 1601 to 1656, 1801 to 1815, 2201 to
2253, and 2501 to 2510.
• One digit (from 1 to 6), no decimal point, and the letter “E” have been
entered for the emergency channel.
• Two letters (“LV”, “UV”, or “AM”) have been entered for the
emission mode. Emission mode is necessary only if a frequency
(simplex/duplex) has been entered.
• Valid presets are from 1 to 20.
CHECKLIST:
1 To show the TUNE 2/2 page, do one of the steps

that follows:
1. Push the TUN key and then the NEXT key on the
CDU keyboard.
2. On an HF-specific CONTROL page, push the
Line Select Key next to the HF1 or HF2 active
frequency line.
3. On any of the HF-specific PRESETS 1/X pages,
push the Line Select Key next to the HF1 or HF2
active frequency line.
1st Edition
25 Aug 05 18-35
2 To show the HF-specific CONTROL page, while

on the TUNE 2/2 page push the Line Select Key
next to the HF1 or HF2 active frequency line with
the scratchpad empty, or while on a HF-specific
PRESETS page, push the CONTROL Line Select
Key L6.
HF RADIO – DIRECT TUNING

PRECONDITIONS:
An HF radio’s active frequency can be changed from the TUNE
2/2 page, from the HF-specific CONTROL page, or from any of the
HF-specific PRESETS 1/X pages.
CHECKLIST:
1 To change the active HF radio frequency from

the TUNE 2/2 page, enter a valid HF frequency,
channel, mode, or preset number in the scratchpad
and then push the Line Select Key next to the HF
radio legend. The frequency value or the frequency
associated with the preset number is transferred to
the HF radio’s active frequency field.
2 To change the active HF radio frequency from

the CONTROL page, enter a valid HF frequency,
and then push Line Select Key L1 next to the HF
radio legend.
3 To change the active HF radio frequency from any of

the HF PRESETS pages, enter a valid HF frequency,
and then push Line Select Key L1 next to the HF
radio legend.
1st Edition
18-36 25 Aug 05
HF RADIO – PRESET TUNING

SUMMARY:
An HF radio can be tuned to a preset frequency by using a Line Select
Key associated with a predefined entry on any of the HF-specific
PRESETS pages that contains frequency, channel, and mode
information as appropriate. Preset entries can also be edited.
PRECONDITIONS:
The HF-specific PRESETS 1/X page is accessed from the HF-specific
CONTROL page with the PRESETS Line Select Key L6. Push the
NEXT or PREV keys on the CDU keyboard to move forward or
backward through the remaining PRESETS pages.
CHECKLIST:
1 With the scratchpad empty, push the Line Select Key

next to the desired numbered preset entry to transfer
the numbered preset frequency, channel, and mode
information to the active frequency field.
NOTE
N
The numbered preset entry information will
change color to green if the frequency is valid. If
the information is not valid, it will change color
to yellow.
2 To set or change a preset entry:
1. Enter valid frequency, emission mode, and

identifier information (in that order) in the
scratchpad. A valid identifier is from 1 to 12
characters long, starts with an alpha character,
and may contain either alpha or numeric
characters.
1st Edition
25 Aug 05 18-37
2. Push the appropriate Line Select Key to

transfer the preset data from the scratchpad to
the numbered preset field. The preset entry
information shows in white and its identifier (if
present) shows in cyan. If any of the information
entered in the scratchpad is invalid, an INVALID
FREQUENCY (simplex/duplex mode) or
INVALID CHANNEL (maritime or emergency
mode) message shows in the scratchpad for
approximately 1 second when the Line Select
Key is pushed. The scratchpad will then return to
its original entry.
HF RADIO – OPERATING MODE CONTROL

SUMMARY:
An HF radio’s operating mode is controlled from the HF-specific
CONTROL page.
CHECKLIST:
1 To change the HF operating mode between

FREQ (frequency), EMER (emergency), and MAR
(maritime), push the MODE Line Select Key L5 as
required to select the desired mode. The selected
mode shows enlarged and in cyan.
NOTE
N
If the Maritime channel tuning option is not
enabled, the MAR mode selection is not present.
HF RADIO – SQUELCH CONTROL

PRECONDITIONS:
An HF radio’s squelch level is controlled from either the TUNE 2/2 page
or the HF-specific CONTROL page.
1st Edition
18-38 25 Aug 05
CHECKLIST:
1 To change the HF radio’s squelch level (SQ), use the

Line Select Keys next to the up (↑) and down (↓)
arrows (when present) to set the squelch level at
SQ0, SQ1, SQ2, or SQ3. The selected squelch level
shows in cyan next to the HF radio legend.
NOTE
N
Up (↑) and/or down (↓) arrows shows as
appropriate for the direction(s) that the current
squelch level may be adjusted. For example,
if a squelch level of “3” (SQ3) shows, only a
down arrow is present. If SQ0 shows, only an
up arrow is present.
HF RADIO – POWER LEVEL CONTROL

PRECONDITIONS:
An HF radio’s transmit power level is controlled from the HF-specific
CONTROL page.
CHECKLIST:
1 To change the HF radio’s transmit power level, use

the POWER Line Select Key R1 to select LO (low),
ME (medium), or HI (high).
1. Each push of Line Select Key R1 will select the

next power level.
2. The selected power level shows enlarged and
in cyan.
1st Edition
25 Aug 05 18-39
CDU Reversion Raytheon King Air
HF RADIO – SELF TEST CONTROL

PRECONDITIONS:
An HF radio’s self-test mode is controlled from the HF-specific
CONTROL page.
CHECKLIST:
1 To initiate a self test of the HF radio, push the TEST

Line Select Key R2. During the self test, the TEST
legend is enlarged and shown in cyan.
NOTE
N
When the self test is complete (after
approximately 4 seconds), the TEST legend
shrinks and shows in white.
HF RADIO – MESSAGES
CHECKLIST:
1 A cyan TX advisory shows to the right of the HF radio

legend on the TUNE 2/2, HF-specific CONTROL
page, and each of the HF-specific PRESETS pages
when the HF radio is transmitting.
CDU REVERSION
RATIONALE:
During normal operating conditions, each CDU directly controls only
its on-side radios. Cross-side radios are indirectly controlled via
cross-talk communications between the two CDUs. In the event that the
cross-side CDU, the link to the cross-side CDU, or the link between the
cross-side CDU and its radios fails, the on-side CDU can be configured
to control cross-side radios through reversion of the cross-side CDU.
1st Edition
18-40 25 Aug 05
Raytheon King Air CDU Reversion
SUMMARY:
Loss of cross-side radio tuning capability by the on-side CDU is
indicated by the removal of all cross-side radio data from the TUNE
page display and the message CROSS-SIDE TUNING INOPERATIVE
shows in yellow in place of the cross-side radio data.
CHECKLIST:
1 To recover control of cross-side radios with the

on-side CDU, set the cross-side CDU to off with the
remote CDU reversion switch. This will cause the
cross-side radios to respond directly to the on-side
CDU.
POST CONDITIONS:
When the failure has been corrected or the cross-side CDU has been
turned off with the CDU reversion switch, the CROSS-SIDE TUNING
INOPERATIVE message is removed and cross-side radio data is again
shown on the on-side CDU.
1st Edition
25 Aug 05 18-41
Raytheon King Air
1st Edition
18-42 25 Aug 05
Pro Line 21 with Optional IFIS FGS OPERATION
TABLE OF CONTENTS
Title Page
Flight Director, Select ..................................................................... 19-1
Flight Guidance Transfer ................................................................ 19-3
Flight Director SYNC ...................................................................... 19-4
Half Bank ........................................................................................ 19-6
Autopilot ......................................................................................... 19-8
Yaw Damper ................................................................................. 19-10
Rudder Boost (B300 only) ............................................................ 19-12
Roll Mode ..................................................................................... 19-13
Heading Select Mode ................................................................... 19-14
Navigation Mode .......................................................................... 19-15
Approach Mode (Manual Operation) ............................................ 19-17
Approach Mode (FMS operation) ................................................. 19-19
Go Around Mode .......................................................................... 19-20
Pitch Mode ................................................................................... 19-22
Altitude Hold Mode ....................................................................... 19-23
Altitude Preselect Mode ............................................................... 19-25
Vertical Speed Mode .................................................................... 19-27
Flight Level Change Mode ........................................................... 19-28
Glideslope Approach Mode .......................................................... 19-30
Overspeed Mode .......................................................................... 19-31
Vertical Navigation ........................................................................ 19-33
1st Edition
25 Aug 05 i
FGS OPERATION Pro Line 21 with Optional IFIS
Raytheon King Air
1st Edition
ii 25 Aug 05
Raytheon King Air Flight Director, Select
FGS OPERATION
FLIGHT DIRECTOR, SELECT

RATIONALE:
With the Autopilot not engaged, the pilot can manually fly the airplane
in response to flight guidance system commands shown by the
Flight Director command bars. When the Autopilot is engaged, the
Autopilot maneuvers the airplane in response to flight guidance system
commands and the pilot monitors the flight path by observing the Flight
Director command bars.
SUMMARY:
The Flight Director comes into view on the on-side PFD when the Flight
Director is selected. Flight Guidance System mode messages show on
both PFDs when either side Flight Director is selected.
CHECKLIST:
1 Push the appropriate FD button on the Flight

Guidance Panel (FGP) to select the on-side Flight
Director (push-on/push-off).
Both Flight Directors are automatically selected

upon:
• Autopilot engagement
1st Edition
25 Aug 05 19-1
Flight Director, Select Raytheon King Air
• Manual selection of Go Around mode

• Automatic selection of Overspeed mode.
1.1 The on-side Flight Director is automatically

selected upon:
• Transfer of flight guidance

• Selection of the cross-side Flight Director.
2 The Flight Director provides steering commands and

associated mode messages to the PFD.
• Mode messages show on both PFDs if either

Flight Director is selected or the Autopilot is
engaged.
• The pilot-side and copilot-side Flight Director
modes are synchronized (locked) together.
• Upon selection of a lateral and/or vertical mode,
except Go Around mode selection, the steering
commands smoothly transition to the commands
generated by the selected mode.
3 Invalid steering commands are removed and the flag

FD shows in red on the PFD.
4 The Flight Director is automatically deselected upon

attitude hold reversion for 4 seconds.
NOTE
N
Deselection of a Flight Director is inhibited while
Overspeed mode is active.
1st Edition
19-2 25 Aug 05
Raytheon King Air Flight Guidance Transfer
POST CONDITIONS:
The Flight Director or directors come into view and system mode
messages show on the PFDs when a Flight Director(s) is selected.
FLIGHT GUIDANCE TRANSFER

RATIONALE:
The cross-side flight guidance channel can be selected to drive the
on-side Flight Director.
SUMMARY:
Flight guidance is transferred from the on-side to the cross-side flight
guidance channel when flight guidance transfer is selected.
CHECKLIST:
1 Push the CPL button on the FGP to transfer flight

guidance (push-on/push-off).
2 Normally, the flight guidance computation from the

selected flight guidance channel is supplied to the
Autopilot and to both Flight Directors.
1st Edition
25 Aug 05 19-3
Flight Director SYNC Raytheon King Air
2.1 In precision approach and Go Around modes,

the selected flight guidance computation is
provided to the Autopilot, the pilot-side Flight
Director is driven by the pilot-side flight guidance
channel, and the copilot-side Flight Director is
driven by the copilot-side flight guidance channel
(dual-independent flight guidance configuration).
3 Upon transferring flight guidance computations,

basic modes are automatically selected if the Flight
Director is selected, or the Autopilot is engaged.
NOTE
N
The CPL button is not a source switching
function and has no effect on which sensors are
supplied to each Flight Director, regardless of
which Flight Director mode is selected.
4 Flight guidance transfer is indicated by a green left

pointing arrow symbol on the PFD when selected
left, and a green right pointing arrow symbol when
selected right.
FLIGHT DIRECTOR SYNC

RATIONALE:
The flight guidance system lateral and vertical references are set to the
current flight conditions when the Autopilot is not engaged.
SUMMARY:
The on-side and cross-side references are set to current conditions as
measured by the selected sensors when the Autopilot is not engaged.
When the CPL switch is selected left, the references are set to current
conditions as measured by the left sensors. When the CPL switch is
selected right, the references are set to current conditions as measured
by the right sensors. The yoke-mounted SYNC button is used to select
Flight Director synchronization.
1st Edition
19-4 25 Aug 05
Raytheon King Air Flight Director SYNC
CHECKLIST:
1 Push the yoke-mounted SYNC button.
2 Flight director SYNC is inhibited:
• When the Autopilot is engaged

• When the cross-side SYNC button is pushed
while the cross-side Flight Director is deselected.
3 Flight director SYNC occurs automatically upon:
• Transfer of flight guidance from one flight
guidance channel to the other.
4 Flight director SYNC synchronizes (sets) the vertical

and/or lateral references to the current conditions.
4.1 The vertical reference that is synchronized is:
• Airspeed, when Flight Level Change mode

is active
• Vertical speed, when Vertical Speed mode is
active
• Altitude, when Altitude Hold mode is active
• Pitch, when pitch hold is active.
4.2 The only lateral reference that can be

synchronized is the Roll mode reference.
1st Edition
25 Aug 05 19-5
Half Bank Raytheon King Air
4.3 In Go Around mode, SYNC switch operation

selects Roll Hold and Pitch Hold modes and the
roll and pitch references are reset according to the
current airplane attitude.
4.4 Overspeed, altitude preselect capture, and

glideslope capture modes are not affected by
SYNC button operation.
5 The flight guidance system uses a one-reference

concept for controlling references. When the SYNC
button is selected, the references on both sides
are set to current conditions as measured by the
selected sensors.
POST CONDITIONS:
The vertical and/or lateral references are set to the current conditions.
The message SYNC shows in white on the PFD. The message remains
for 3 seconds, or until the SYNC button is released, whichever is longer.
HALF BANK
RATIONALE:
Half Bank mode is used to limit the bank angle to half the maximum
allowable bank angle.
SUMMARY:
Half bank reduces the maximum commanded bank angle to 15°. Half
Bank mode has no effect on Roll Hold mode operation.
1st Edition
19-6 25 Aug 05
Raytheon King Air Half Bank
CHECKLIST:
1 Push the 1/2 BANK button on the Flight Guidance

Panel (FGP) to select Half bank.
1.1 Half bank is automatically selected if either Flight

Director is selected or the Autopilot is engaged,
and the airplane climbs through 18 500 feet
pressure altitude. Automatic selection of Half
Bank also occurs upon selection of a Flight
Director while the airplane is above the Half Bank
transition altitude.
1.2 Selection of Half Bank is inhibited:

• When lateral Go Around mode is active
• By on-side localizer/azimuth capture/track.
2 Push the 1/2 BANK button on the FGP to manually

deselect Half bank.
2.1 Half bank is automatically deselected:
• When the airplane descends through 18 500

feet
• By Go Around mode selection
1st Edition
25 Aug 05 19-7
Autopilot Raytheon King Air
• By on-side FMS navigation capture.
POST CONDITIONS:
The maximum commanded bank angle is set to 15°. A white arc is
drawn above the roll scale index marks to indicate Half Bank is active.
The arc extends out 15° either side of the 0 (zero)° triangle on the roll
scale.
AUTOPILOT
RATIONALE:
The Autopilot maneuvers the airplane in response to steering
commands from the flight guidance system.
SUMMARY:
When the Autopilot is engaged, the Autopilot servos position the
airplane control surfaces in response to commands from the flight
guidance computer. The Autopilot also provides commands to drive
the airplane pitch trim system to relieve elevator servo forces while
the Autopilot is engaged. Pilot input to the Autopilot is via the Flight
Guidance Panel (FGP) and switches on the control yokes.
CHECKLIST:
1 Push the AP button on the FGP. Autopilot

engagement occurs if:
1st Edition
19-8 25 Aug 05
Raytheon King Air Autopilot
• The AP/YD DISC switch-bar on the FGP is in

the up position
• No unusual attitudes, rates, or accelerations are
present
• The Flight Guidance Computers (FGC) have
completed initial power-on tests and no FGC
failures are detected by internal monitors.
NOTE
N
Engaging the Autopilot also engages the Yaw
Damper.
2 Push the AP/YD DISC button on the left power lever

to disengage the Autopilot. Disengagement also
occurs when:
• The AP button on the FGP is pushed
• The YD is disconnected with the YD button on
the FGP
• The manual pitch trim switch on the outboard side
of the control wheels is operated
• The AP/YD DISC switch-bar on the FGP is
positioned down.
NOTE
N
Operation of the AP/YD DISC switch on either
control yoke also disengages the YD.
2.1 The Autopilot disengages automatically when:
• A failure condition is detected by FGC

monitoring of the Autopilot
• A stall condition is detected (indicated by a stall
warning discrete from the airplane system)
• The extreme attitude limits are exceeded.
1st Edition
25 Aug 05 19-9
Yaw Damper Raytheon King Air
POST CONDITIONS:
The Autopilot provides the control signals required to drive the aileron
and elevator servos in response to the flight guidance commands from
the Flight Director. The message AP shows in green on the PFD when
the Autopilot is engaged.
The Autopilot provides commands to drive the airplane pitch trim system
to relieve elevator servo forces while the Autopilot is engaged.
Disengagement of the Autopilot, for any reason, triggers the Autopilot
disengage warning, which consists of:
• A flashing red AP on the PFD
• The Autopilot disconnect horn sounds.
Push either the AP/YD DISC button or go around button to cancel the
Autopilot disengage warning.
YAW DAMPER
RATIONALE:
The Yaw Damper dampens yaw and provides turn coordination.
SUMMARY:
The Yaw Damper provides the control signals needed to drive the
rudder servo as required for yaw damping and turn coordination. The
Yaw Damper is automatically selected upon Autopilot engagement.
1st Edition
19-10 25 Aug 05
Raytheon King Air Yaw Damper
CHECKLIST:
1 Push the YD button on the FGP to select the Yaw

Damper. The Yaw Damper is automatically selected
upon Autopilot engagement. Engagement occurs if:
• The AP/YD DISC switch-bar is in the up position

• No unusual rates are present
• Initial FGC power-up tests are passed and
continuous self-monitoring in the FGC is detecting
no failures in the YD.
2 Push the YD button on the FGP to disengage the

Yaw Damper. Disengagement also occurs when:
• The AP/YD DISC button on either control yoke is

pushed.
• The AP/YD DISC switch-bar on the FGP is
lowered.
• A failure condition is detected by FGC monitoring
of the YD.
3 Disengagement of the Yaw Damper, for any reason,

causes a Yaw Damper disengage warning on the
PFD. The Yaw Damper disengage warning is a
flashing yellow YD. After a 10 second time-out, the
Yaw Damper disengage warning is automatically
canceled. The message YD shows in white on the
PFD when the YD is disengaged.
POST CONDITIONS:
The Yaw Damper provides the control signals to drive the rudder servo
as required for yaw damping and turn coordination.
Disengagement of the Yaw Damper, for any reason, causes a Yaw
Damper disengage warning on the PFD. The Yaw Damper disengage
warning is a flashing yellow YD. After a 10 second time-out, the YD
1st Edition
25 Aug 05 19-11
Rudder Boost (B300 only) Raytheon King Air
disengage warning is automatically canceled. The message YD shows

in white on the PFD when the YD is disengaged. Reengage the YD to
cancel the YD disengage warning.
RUDDER BOOST (B300 ONLY)

RATIONALE:
The Rudder Boost system for the B300 applies rudder torque when
asymmetric thrust exceeds limits. The Rudder Boost torque helps
compensate for the asymmetric thrust condition caused by an engine
failure condition.
SUMMARY:
The Flight Guidance Computers, in conjunction with Rudder Boost
sensor inputs direct from each engine, perform the Rudder Boost
function. When armed, the Rudder Boost system monitors the Rudder
Boost sensor inputs and automatically applies rudder torque when
asymmetric thrust exceeds limits. The Rudder Boost torque helps
compensate for the asymmetric thrust condition. The pilot can override
the Rudder Boost command through the rudder pedals, interrupt the
command with the AP/YD disconnect switch on either control yoke
(push to the first level), or disconnect the system with the Rudder Boost
OFF/ARM switch either control yoke.
PRECONDITIONS:
The AP/YD DISC bar on the FGP needs to be in the normal (up)
position for Rudder Boost to operate.
CHECKLIST:
1 Select ARM on the Rudder Boost OFF/ARM switch.
POST CONDITIONS:
Rudder Boost operates to reduce the yaw motion due to the asymmetric
thrust caused by an engine failure condition. When Rudder Boost is
active, the magnitude of rudder servo torque is proportional to the
amount of out of balance thrust between the two engines.
1st Edition
19-12 25 Aug 05
Raytheon King Air Roll Mode
Yaw damper operation is suspended when the Rudder Boost system is

activated. The Yaw Damper smoothly resumes operation when Rudder
Boost is deactivated.
ROLL MODE
RATIONALE:
Roll mode holds the roll reference when no other lateral modes are
active.
SUMMARY:
Roll mode generates commands to hold the roll reference. Upon
selection of Roll mode, the roll reference is set to the current bank angle
if the bank angle is greater than 5°. Otherwise, the roll reference is set
to the current heading. Roll hold commands are supplied to the Flight
Directors, Autopilot, and EFIS.
CHECKLIST:
1 Roll mode is automatically selected when:
• No other lateral mode is active

• Flight guidance transfer is selected.
2 Roll mode is automatically deselected by manual

selection or automatic selection/capture of another
active lateral mode.
POST CONDITIONS:
Roll mode generates commands to hold the Roll mode reference. Upon
selection of Roll mode, the roll reference is set to the current bank angle
if the bank angle is greater than the 5°. Otherwise, the roll reference is
set to the current heading. The Roll mode reference is reset to either
the current bank angle, or the current heading upon:
• Transferring flight guidance computations.
1st Edition
25 Aug 05 19-13
Heading Select Mode Raytheon King Air
The message ROLL shows in green in the lateral capture field on the
PFD. The message flashes for 10 seconds upon selection.
While on the ground (defined as weight on the main strut), the roll
reference is continuously synchronized to the current airplane heading.
After liftoff, the reference is the heading that existed at liftoff.
HEADING SELECT MODE

RATIONALE:
Heading Select mode captures and tracks the selected heading
reference, shown on the PFD by the heading bug and digital readout.
SUMMARY:
Heading Select mode generates commands to capture and track the
selected heading reference. These commands are supplied to the
Flight Directors, Autopilot, and EFIS. The selected heading reference is
set with the HDG knob on the FGP and the SYNC buttons.
CHECKLIST:
1 Push the HDG button on the FGP to select Heading

Select mode.
2 Operate the HDG knob on the FGP to set the

selected heading reference. Push the HDG knob to
synchronize the selected heading reference to the
current airplane heading.
1st Edition
19-14 25 Aug 05
Raytheon King Air Navigation Mode
3 Push the HDG button on the FGP to deselect

Heading Select mode.
3.1 Manual selection or automatic selection/capture

of another active lateral mode deselects Heading
Select mode.
POST CONDITIONS:
Heading Select mode generates commands to capture and track the
selected heading reference. The message HDG shows in green in the
lateral capture field on the PFD when Heading Select mode is active.
NAVIGATION MODE
RATIONALE:
Navigation (NAV) mode captures and tracks a pilot-selected course
to or from the active NAV Source.
SUMMARY:
NAV mode generates commands to capture and track lateral guidance
for en route navigation and non-precision approaches. Enroute
guidance can be from a VOR or FMS. Approach guidance can be
from a VOR, LOC (front or back course), or FMS. Prior to capture,
commands are generated to track the currently active lateral mode
(heading select or roll). The course is selected with the on-side CRS
knob on the FGP or through the FMS CDU for FMS NAV Sources. The
active NAV Source is selected using the NAV/BRG button on the DCP
to show the NAV SOURCE menu, then selecting the NAV Source by
using the Line Select Keys on the PFD. The selected NAV Source is
tuned with the RTU or CDU.
1st Edition
25 Aug 05 19-15
Navigation Mode Raytheon King Air
CHECKLIST:
1 Operate the left CRS knob on the FGP to set the

pilot-side course. Operate the right CRS knob to set
the copilot-side course. When FMS is the active NAV
Source, the course is set automatically by the FMS
and the associated CRS knob is disabled.
2 Push the NAV button on the FGP to select NAV

mode (push-on/push-off).
NOTE
N
Changing the on-side NAV Source or frequency
deselects NAV mode.
POST CONDITIONS:
NAV mode generates commands to capture and track lateral guidance
for en route navigation and non-precision approaches. Enroute
guidance can be from a VOR or FMS. Approach guidance can be from
a VOR, LOC (front or back course), or FMS. Selection of Back Course
(B/C) is accomplished automatically by the FGC. Prior to capture, the
Flight Director operates in the currently active lateral mode (heading
select or roll). If the selected NAV Source is a localizer or an FMS,
NAV capture also clears Half Bank.
Dead reckoning operation is provided during VOR station passage. The
message DR shows in white on the PFD for dead reckoning operation.
The message flashes for 10 seconds upon activation of dead reckoning
1st Edition
19-16 25 Aug 05
Raytheon King Air Approach Mode (Manual Operation)
operation. The message flashes for 10 seconds upon exiting dead

reckoning operation.
The message HDG or ROL shows in green in the lateral capture field,
and a white FMSx, VORx, or LOCx shows in the lateral arm field on
the PFD for NAV arm. Captures that are inhibited, due to invalid data,
show with a yellow horizontal line through the lateral arm field message.
A green FMSx, VORx, or LOCx shows in the lateral capture field on
the PFD for NAV capture. The message flashes for 10 seconds upon
capture. The capture field message flashes for 10 seconds if the active
mode is changed upon NAV mode selection.
APPROACH MODE (MANUAL OPERATION)

RATIONALE:
Approach mode captures and tracks the selected localizer course. The
localizer frequency is manually tuned through the RTU or CDU. The
localizer course is manually selected with the CRS knob on the FGP.
The active NAV Source is manually selected with the NAV SOURCE
menu on the PFD.
SUMMARY:
Approach mode generates commands to capture and track the selected
localizer course. Prior to capture, commands are generated to track
the currently active lateral mode (heading select or roll). The course
is selected with the on-side CRS knob on the FGP. The active NAV
Source is selected from the NAV SOURCE menu on the PFD. The
selected NAV Source is tuned with the RTU or CDU.
1st Edition
25 Aug 05 19-17
Approach Mode (Manual Operation) Raytheon King Air
CHECKLIST:
1 Operate the left CRS knob on the FGP to select

the pilot-side course. Operate the right CRS knob
to select the copilot-side course.
2 Push the APPR button on the FGP to select

Approach mode (push-on/push-off).
NOTE
N
Changing the on-side NAV Source or frequency
deselects Approach mode. Changing the
on-side preselect NAV Source with FMS lateral
navigation mode active deselects approach arm.
POST CONDITIONS:
Approach mode generates commands to capture and track the on-side
NAV Source, provided the selected NAV Source is an ILS. Prior to
capture, the Flight Director continues to operate in the currently active
lateral mode (heading select, roll, or FMS lateral NAV).
When both sides have captured an ILS, precision Approach
mode is automatically selected. Precision Approach mode uses a
dual-independent configuration. In this configuration the left and right
flight guidance commands are based on the on-side NAV Source.
A green HDG or ROL shows in the lateral capture field, and a white
LOC shows in the lateral arm field on the PFD for approach arm. A
green LOC shows in the lateral capture field on the PFD for approach
capture and track. The message flashes for 10 seconds upon capture.
The capture field message flashes for 10 seconds if the active mode is
changed upon Approach mode selection. Captures that are inhibited on
the on-side, due to invalid data or incorrect NAV Source, show with a
yellow horizontal line through the lateral arm field message.
1st Edition
19-18 25 Aug 05
Raytheon King Air Approach Mode (FMS operation)
APPROACH MODE (FMS OPERATION)

RATIONALE:
Approach mode captures and tracks the localizer course. The localizer
frequency, localizer course, and localizer NAV Source are transferred
automatically from the FMS for a NAV-to-NAV capture.
SUMMARY:
Approach mode generates commands to capture and track the
preselected localizer course and glideslope. When an ILS approach
has been selected via the FMS CDU, with the airplane is less than 90°
from the inbound radial on the approach, with an active LOC needle,
and upon selection of APPR on the FGP, the system automatically
transfers to the preselected course. Prior to capture, commands are
generated to track the FMS lateral NAV.
CHECKLIST:
1 Select the desired approach on the FMS ARRIVAL

page.
2 When less than 90° away from the inbound radial on

the approach, push the APPR button on the FGP to
select Approach mode (push-on/push-off). If the
APPR button is pushed while on the outbound leg
the system transitions to Back Course.
1st Edition
25 Aug 05 19-19
Go Around Mode Raytheon King Air
POST CONDITIONS:
The preselected course and frequency are automatically set 30 nmi
from the airport when the approach has been selected on the FMS. In
addition, the message NAV TO BE TUNED shows. Approach mode
generates commands to capture and track the on-side preselected
NAV Source, provided the preselected NAV Source is an ILS. Prior to
capture, the Flight Director continues to operate in FMS lateral NAV.
NOTE
N
When descending on a VNAV path and the system does the auto
switching for the localizer but glideslope has not become active
yet, the system will maintain the FMS VNAV path until intercepting
glideslope, then automatically switch to glideslope.
When both sides have captured an ILS, precision Approach

mode is automatically selected. Precision Approach mode uses a
dual-independent configuration. In this configuration the left and right
flight guidance commands are based on the on-side NAV Source.
GO AROUND MODE
RATIONALE:
Go Around mode disengages the Autopilot, selects both Flight Directors,
sequences the FMS to the go around procedure, sets the heading
reference to the heading that existed at takeoff or go around, and sets
the pitch reference to 7° nose up.
SUMMARY:
Go Around mode generates commands to hold the heading reference,
with a 5° bank limit and commands to pitch up 7°. In the air, the heading
reference is set to the existing airplane heading. On the ground, the
heading reference is continuously synchronized to the current airplane
heading. After liftoff, the heading reference contains the heading that
existed at liftoff. Selection of Go Around mode selects both Flight
Directors on, disengages the Autopilot, and switches the flight guidance
commands to a dual-independent configuration.
1st Edition
19-20 25 Aug 05
Raytheon King Air Go Around Mode
CHECKLIST:
1 Push the GA button on the left power lever to select

Go Around mode. Selection of Go Around mode is
inhibited when one of the following modes are active:
• Altitude Preselect mode

• Overspeed mode while an overspeed condition
exists.
Go Around mode is deselected upon:
• Operation of the Flight Director SYNC button
• Manual selection of another lateral or vertical
mode
• Automatic capture of the preselected altitude.
POST CONDITIONS:
Go Around mode generates commands to hold the heading reference,
with a 5° bank limit and generates commands to pitch up 7°. Upon
selection of Go Around mode in flight, the heading reference is set
to the existing airplane heading (additional pushes of the go around
button have no effect). While on the ground, the heading reference
is continuously synchronized to the current airplane heading. After
liftoff, the heading reference contains the heading that existed at
liftoff. Selection of Go Around mode selects both Flight Directors on,
disengages the Autopilot, and switches the flight guidance commands
to a dual-independent configuration.
A green GA (Go Around) shows in the lateral capture field on the PFD
for lateral Go Around mode.
NOTE
N
The Autopilot disengage message resulting from Go Around mode
is cleared by reengaging the Autopilot, operating the AP/YD DISC
button, or selecting the GA button a second time.
1st Edition
25 Aug 05 19-21
Pitch Mode Raytheon King Air
PITCH MODE
RATIONALE:
Pitch mode holds the pitch reference.
SUMMARY:
Pitch mode generates commands to hold the pitch reference. Upon
selection of Pitch mode, the pitch reference, shown as the pitch
command on the PFD, is set to the current pitch attitude. The
UP/DOWN wheel on the FGP is used to change the pitch reference.
CHECKLIST:
1 Pitch mode is automatically selected when:
• No other vertical mode is active.

• Transfer of flight guidance computations is
selected.
• The data required to fly the active vertical mode is
invalid for more than 4 seconds.
1.1 Operate the UP/DOWN wheel on the FGP to

select Pitch mode and set the pitch reference.
Selection of Pitch mode with the UP/DOWN wheel

on the FGP is possible when a Flight Director
is selected or the Autopilot is engaged, and the
modes that follow are not active:
1st Edition
19-22 25 Aug 05
Raytheon King Air Altitude Hold Mode
• Glideslope Approach mode

• Vertical GA mode
• Vertical Speed mode
exists.
2 The pitch reference is automatically reset to the

current pitch attitude upon:
• Transfer of flight guidance computations
• Deselection of both Flight Directors and the
Autopilot is not engaged
• Selecting the SYNC button while the Autopilot
is not engaged.
2.1 Operate the UP/DOWN wheel on the FGP to

adjust the pitch reference.
3 Pitch mode is deselected by manual selection or

automatic capture of another vertical mode.
POST CONDITIONS:
Pitch mode generates commands to hold the pitch reference.
The message PTCH shows in green in the vertical capture field on the
PFD when Pitch mode is active. The message flashes for 10 seconds
upon selection.
ALTITUDE HOLD MODE

RATIONALE:
Altitude Hold mode captures and tracks the altitude reference.
1st Edition
25 Aug 05 19-23
Altitude Hold Mode Raytheon King Air
SUMMARY:
Altitude Hold mode generates commands to capture and track the
altitude reference. The altitude reference is set to the current pressure
altitude upon manual selection of Altitude Hold mode. Otherwise, the
altitude reference is set to altitude reference used by altitude preselect
or Flight Plan Target Altitude (FPTA) mode.
CHECKLIST:
1 Push the ALT button on the FGP to select Altitude

Hold mode (push-on/push-off).
2 Upon manual selection of Altitude Hold mode, the

altitude reference is set to the current pressure
altitude. Otherwise, the altitude reference is set to
the pressure equivalent of the altitude reference
used by altitude preselect capture or Flight Plan
Target Altitude capture mode.
2.1 The altitude reference is reset to the current

pressure altitude upon Autopilot engagement and
whenever the SYNC button is pushed while not
engaged.
1st Edition
19-24 25 Aug 05
Raytheon King Air Altitude Preselect Mode
POST CONDITIONS:
Altitude Hold mode generates commands to capture and track the
altitude reference.
The message ALT shows in green in the vertical capture field on the
PFD when Altitude Hold mode is active.
ALTITUDE PRESELECT MODE

RATIONALE:
Altitude Preselect mode captures the target altitude.
SUMMARY:
Altitude Preselect mode generates commands to capture the target
altitude. There are two potential target altitudes for Altitude Preselect
mode operation. The first is the preselect altitude value that is manually
set by the crew. The second altitude is the FMS Flight Plan Target
Altitude (FPTA) that is provided by the FMS. Altitude Preselect mode
captures and tracks the altitude that is closest in the direction the
airplane is headed. Prior to capture, the Flight Director operates in the
current active vertical mode. The ALT knob on the FGP is used to set
the desired preselected altitude. Altitude Hold mode is automatically
selected after capturing and becoming established on the preselected
altitude. After transitioning to Altitude Hold mode, a new altitude
reference must be chosen prior to selection of another vertical mode to
avoid immediate recapture of the altitude reference.
1st Edition
25 Aug 05 19-25
Altitude Preselect Mode Raytheon King Air
CHECKLIST:
1 Operate the ALT knob on the FGP to set the desired

preselected altitude.
2 Altitude Preselect mode is automatically selected

when the modes that follow are not active:
• Glidepath mode
• Altitude Hold mode.
3 Altitude Preselect mode is automatically deselected

when:
• Glideslope Approach mode becomes active
• Altitude Hold mode is selected
• The ALT knob on the FGP is operated during
altitude preselect capture.
POST CONDITIONS:
Altitude Preselect mode generates commands to capture the target
altitude that is closest in the direction the airplane is headed. The two
potential target altitudes are preselect altitude and the FMS Flight Plan
Target Altitude (FPTA). Altitude Preselect mode captures and tracks the
altitude that is closest in the direction the airplane is headed. Prior to
capture, the Flight Director operates in the current active vertical mode.
After transitioning to Altitude Hold mode, a new altitude reference
must be chosen prior to selection of another vertical mode, to avoid
immediate recapture of the altitude reference.
The message ALTS CAP shows in green in the vertical capture field
on the PFD for altitude preselect capture. The message flashes for
10 seconds upon capture.
The message ALTS shows in yellow in the vertical capture field on the
PFD for captures that are inhibited due to invalid data.
1st Edition
19-26 25 Aug 05
Raytheon King Air Vertical Speed Mode
The message ALTS CAP shows in yellow in the vertical capture field on
the PFD for captures that are cleared without a subsequent selection of
altitude hold or glideslope/glidepath capture.
VERTICAL SPEED MODE

RATIONALE:
Vertical Speed mode is used to maintain the vertical speed reference.
SUMMARY:
Vertical Speed mode generates commands to maintain the vertical
speed reference. Upon selection of Vertical Speed mode, the vertical
speed reference, which shows above the vertical speed scale, is set to
the current vertical speed. The UP/DOWN wheel on the FGP is used to
set the desired vertical speed reference.
CHECKLIST:
1 Push the VS button on the FGP to select Vertical

Speed mode (push-on/push-off).
Selection of Vertical Speed mode is inhibited when

one of the modes that follow are active:
• Glidepath mode
1st Edition
25 Aug 05 19-27
Flight Level Change Mode Raytheon King Air

exists.
2 Operate the UP/DOWN wheel on the FGP to set the

vertical speed reference.
NOTE
N
Operation of the SYNC button on the FGP while
the Autopilot is not engaged resets the vertical
speed reference to the current vertical speed.
POST CONDITIONS:
Vertical Speed mode generates commands to maintain the vertical
speed reference. Upon selection of Vertical Speed mode, the vertical
speed reference that shows either above or below the vertical speed
scale, is set to the current vertical speed.
NOTE
N
The vertical speed reference shows above the vertical speed scale
for positive or climbing vertical speeds and below the vertical speed
scale for negative or descending vertical speeds.
The message VS XXXX along with an up or down arrow shows in green

in the vertical capture field on the PFD when Vertical Speed mode is
active.
FLIGHT LEVEL CHANGE MODE

RATIONALE:
Flight Level Change (FLC) mode maintains the airspeed reference,
provided such commands yield a vertical speed greater than 100 ft/min
toward the current preselected altitude.
SUMMARY:
Flight Level Change mode generates commands to maintain the
airspeed reference, provided such commands yield a vertical speed
greater than 100 ft/min. toward the current preselected altitude. Upon
1st Edition
19-28 25 Aug 05
Raytheon King Air Flight Level Change Mode
selection of FLC mode, the airspeed reference, which shows above the
airspeed scale, is set to the current IAS/Mach. The SPEED knob on
the FGP is used to set the desired airspeed reference. When VNAV is
active the mode is VFLC. VFLC works the same as FLC, except that
VFLC also allows program speeds from the FMS to be utilized. The ALT
knob on the FGP is used to set the desired preselected altitude.
CHECKLIST:
1 Push the FLC button on the FGP to select Flight

Level Change mode (push-on/push-off).
Selection of FLC mode is inhibited when one of the

modes that follow are active:
exists.
2 Operate the SPEED knob on the FGP to set the

airspeed reference. The airspeed reference is
allowed to change up to VMO/MMO.
NOTE
N
Push the SYNC button to set the airspeed
reference to the current airspeed while the
Autopilot is not engaged.
1st Edition
25 Aug 05 19-29
Glideslope Approach Mode Raytheon King Air
3 Push the IAS/M button in the speed knob to toggle

the speed reference from Mach to IAS, or IAS to
Mach.
POST CONDITIONS:
FLC mode generates commands to maintain the airspeed reference,
provided such commands yield a vertical speed greater than 100 ft/min
toward the current preselected altitude. Otherwise, commands are
generated to maintain the vertical speed floor of 100 ft/min. The SPEED
knob on the FGP is used to set the airspeed reference.
The message FLC XXX, where XXX is the airspeed reference in IAS,
or FLC .XX, where .XX is the Mach reference, shows in green in the
vertical capture field on the PFD when FLC mode is active.
GLIDESLOPE APPROACH MODE

RATIONALE:
Glideslope Approach mode captures and tracks the glideslope.
SUMMARY:
Glideslope Approach mode generates commands to capture and track
the glideslope. Prior to capture, the Flight Director operates in the
current active vertical mode. On-side glideslope capture occurs after
the on-side has captured localizer/azimuth. The active NAV Source is
selected using the NAV/BRG button on the DCP and then using the
MENU ADV and PUSH MENU SET controls on the DCP or the Line
Select Keys on the AFD. The localizer frequency is tuned with the RTU
or FMS CDU for preselected courses.
1st Edition
19-30 25 Aug 05
Raytheon King Air Overspeed Mode
CHECKLIST:
1 Glideslope Approach mode is automatically selected

upon Approach mode selection.
POST CONDITIONS:
Glideslope Approach mode generates commands to capture and track
the glideslope.
The message GS shows in white in the vertical arm field on the PFD for
glideslope arm. Captures that are inhibited, due to invalid data, show
a yellow horizontal line through the vertical arm field message. The
message GS shows in green in the vertical capture field on the PFD
for glideslope capture and track. The message flashes for 10 seconds
upon capture.
OVERSPEED MODE
RATIONALE:
Overspeed mode maintains an airspeed below VMO/MMO during an
overspeed condition.
SUMMARY:
Overspeed mode is selected automatically when a significant overspeed
occurs, defined as .015 Mach above MMO or 10 knots above VMO, unless
Altitude Hold mode or preselect altitude capture or track states are
active. Overspeed mode generates commands to capture the airspeed
1st Edition
25 Aug 05 19-31
Overspeed Mode Raytheon King Air
reference. The airspeed reference is set to a fixed bias value of 0.02

Mach below MMO or 5 knots below VMO upon selection of Overspeed
mode. Overspeed mode automatically transitions to FLC mode when
the speed has been sufficiently reduced to the airspeed reference.
CHECKLIST:
1 Overspeed mode is automatically selected when the

airspeed reference is Mach and the current Mach
is 0.015 Mach above MMO, or when the airspeed
reference is IAS and the current IAS is 10 knots
above VMO. Selection of Overspeed mode is inhibited
when Altitude Preselect mode or Altitude Hold mode
is active.
2 Overspeed mode is deselected by manual selection

or automatic selection/capture of another vertical
mode. Deselection of Overspeed mode is inhibited
until either the overspeed condition no longer exists
(IAS below VMO, Mach below MMO), Altitude Hold
mode is selected, or preselect altitude is captured.
POST CONDITIONS:
Overspeed mode generates commands to capture the airspeed
reference. The airspeed reference is set to a fixed bias value of 0.02
Mach below MMO or 5 knots below VMO upon selection of Overspeed
mode. Overspeed mode automatically transitions to FLC mode when
the speed has been sufficiently reduced to the airspeed reference.
NOTE
N
If the VMO/MMO decreases while in Overspeed mode, the airspeed
reference decreases to maintain the fixed bias. The airspeed
reference is not automatically increased and can not be manually
adjusted by the SPEED knob while in Overspeed mode.
The message FLC OSPD (Flight Level Change Overspeed) shows in

the vertical capture field on the PFD when Overspeed mode is active.
The message flashes for 10 seconds upon selection.
1st Edition
19-32 25 Aug 05
Raytheon King Air Vertical Navigation
VERTICAL NAVIGATION
RATIONALE:
Vertical Navigation (VNAV) is a vigilance function to ensure that
altitude constraints at waypoints are honored, that speed constraint
at waypoints and speed limits at altitudes are honored, and that the
vertical flight profile as specified by the crew is followed.
SUMMARY:
When selected on the FGP, VNAV works in all vertical modes and is
indicated to the crew by adding a V to the mode on the display (e.g.,
VPTCH, VVS, VFLC). The crew has full command of pitch, vertical
speed, Flight Level Change, Altitude Hold mode, and altitude preselect
Autopilot modes while VNAV is active. When VPTCH and VVS are the
active modes and the airplane is climbing, these modes will operate as
normal. The airplane will level at the preselector altitude and the VNAV
altitudes from the FMS. When VPTCH and VVS are the active modes
and the airplane is descending, these modes will operate as normal,
except not only will the airplane level at the preselector altitude but will
also level at the VNAV altitudes from the FMS. It will also automatically
switch to VPATH (vertical path) if it comes upon a path selected from
the FMS. When VFLC is the active mode, it will operate normally with
the same constraints as VPTCH and VVS, but will also be capable
of flying program speeds from the FMS. VPATH is the vertical path
controlled by the FMS to maintain the desired GP. When NAV is the
selected navigation source, the airplane will level at the preselector
altitude or the FMS VNAV altitude. VGP is a mode that was designed
to let an FMS approach operate like a normal ILS approach. When
APPR is the selected lateral mode, and the leg into the final approach
fix (FAF) or the missed approach point (MAP) is the active leg, VGP
will show as the active vertical mode, and the airplane will not level at
the preselector altitude. This allows the crew to set the preselector to
the missed approach altitude like an ILS approach when glideslope is
the active vertical mode.
1st Edition
25 Aug 05 19-33
Vertical Navigation Raytheon King Air
CHECKLIST:
1 Push the VNAV button on the FGP to select VNAV

mode (push-on/push-off). Selection of VNAV is
inhibited when:
• Glideslope Approach mode is active.
• There is no active flight plan in the FMS.
• FMS is not the active NAV Source on the transfer
side unless an FMS initiated NAV-NAV transfer
to the localizer on a localizer based approach
has occurred.
2 VNAV mode is automatically deselected by:
• Selection of Go Around mode

• Glideslope capture
• Changing the NAV Source on the coupled side.
POST CONDITIONS:
VNAV automatically commands the Autopilot to sequence modes and
set target speeds and target altitudes to ensure the requirements are
honored with the constraints of the preselector altitude setting. For
descent VNAV defines a geographic path into each descent altitude
constraint and provides vertical guidance relative to that path, ensuring
the descent altitude constraints are honored. Vertical guidance is
1st Edition
19-34 25 Aug 05
Raytheon King Air Vertical Navigation
provided with VPATH or VGP modes, which are only available through
VNAV operation. The crew has full command of pitch, vertical speed,
Flight Level Change, Altitude Hold mode, and Altitude Preselect
Autopilot modes while VNAV is active.
The letter V is prefixed to all vertical mode messages that are supported
by VNAV.
If VNAV is selected on the FGP when VNAV is not valid (such as no
active flight plan, or the NAV Source on the transfer side is not FMS), a
yellow lined VNAV shows in the arm field of the PFD.
1st Edition
25 Aug 05 19-35
Raytheon King Air
1st Edition
19-36 25 Aug 05
Pro Line 21 with Optional IFIS PFD/MFD OPERATION
TABLE OF CONTENTS
Title Page
Introduction ..................................................................................... 20-1
PFD – Select Display Format ......................................................... 20-1
PFD – Select Navigation Source .................................................... 20-3
PFD – Select Bearing Source ........................................................ 20-6
PFD – Set Vspeeds ........................................................................ 20-9
PFD – Set RA/BARO Minimums .................................................. 20-12
PFD – Set PFD References ......................................................... 20-15
PFD – Operate Elapsed Timer ..................................................... 20-17
PFD – Weather Radar Menu ........................................................ 20-18
MFD – Select Display Format ...................................................... 20-22
MFD – Select Quick Format ......................................................... 20-27
MFD – Select FMS Map Source ................................................... 20-28
MFD – Select Checklist ................................................................ 20-30
MFD – Load Checklist .................................................................. 20-34
PFD/MFD – Select Display Range ............................................... 20-36
PFD/MFD – Select Overlays ........................................................ 20-38
PFD/MFD – Select TCAS Traffic Overlay ..................................... 20-42
ADC Reversion ............................................................................. 20-43
AHS Reversion ............................................................................. 20-45
PFD Reversion ............................................................................. 20-46
MFD Reversion ............................................................................ 20-47
Display Dimming .......................................................................... 20-48
1st Edition
25 Aug 05 i
PFD/MFD OPERATION Pro Line 21 with Optional IFIS
Raytheon King Air
1st Edition
ii 25 Aug 05
PFD/MFD OPERATION
INTRODUCTION
The EFIS is made up of three Adaptive Flight Displays (AFDs), one
Cursor Control Panel (CCP), and two Display Control Panels (DCPs).
Two AFDs are used on the pilot-side system. In normal operation,
the outboard AFD on the pilot-side is configured as a Primary Flight
Display (PFD) and the inboard AFD is configured as a Multifunction
Display (MFD). The copilot-side system has one AFD that is configured
as a PFD. The PFD combines all the functions of an airspeed
indicator, altitude indicator, attitude indicator, Flight Director, horizontal
situation indicator, Mach indicator, radio altimeter indicator and vertical
speed indicator. Flight guidance mode messages, system reversion
messages, and fail flags also show on the PFD. Navigation and hazard
avoidance maps show along the bottom of the PFD. Engine Indicating
System (EIS) engine instruments show along the top of the MFD.
Checklists, maintenance data, and navigation and hazard avoidance
maps show on the middle and bottom of the MFD. System messages
and fail flags also show on the MFD. The control portion of the system
is made up of a CCP, two DCPs, the Line Select Keys on each of the
AFDs and remote switches. The EFIS is a dual-independent system
divided into a pilot-side and copilot-side. Each side is functionally
isolated and can perform as an independent, stand-alone system.
Four Line Select Keys are provided on the left and right sides of each
display for control and selection functions. The four keys on the left side
of the display are referred to as L1 through L4 (top to bottom) while the
four keys on the right side of the display are referred to as R1 through
R4 (top to bottom). Line Select Keys may or may not be functional
depending on the mode, format, or menu in view on the display.
PFD – SELECT DISPLAY FORMAT

RATIONALE:
The crew can select different display formats on the PFD as necessary
to enhance crew effectiveness and increase situational awareness.
1st Edition
25 Aug 05 20-1
PFD – Select Display Format Raytheon King Air
SUMMARY:
A variety of display formats are available for display on the PFD. The
PFD is able to show the Compass Rose (360° HSI), Heading Arc (125°
HSI), and FMS Present Position (PPOS) Map formats. The possible
PFD format options are selected with the FORMAT Line Select Key
R1 on the PFD.
PRECONDITIONS:
The PPOS Map format is available when at least one FMS is installed
and FMS is the active NAV Source. The copilot PFD includes a full-time
PPOS Map format capability.
CHECKLIST:
1 Push the FORMAT Line Select Key R1 on the PFD

to change the display format. Each push of the
FORMAT Line Select Key R1 cycles the display to
the next display format.
1st Edition
20-2 25 Aug 05
Raytheon King Air PFD – Select Navigation Source
TIP
Each of the AFDs can be set to a different
display format to enhance situational awareness.
For example, the pilot PFD could have the
Compass Rose format selected, the MFD could
be set to the Map or Plan Map format with the
weather overlay selected, and the copilot PFD
could be set to the Arc format with the terrain
overlay selected. This configuration would
provide maximum information to the pilots with a
minimum of display format changes.
PFD – SELECT NAVIGATION SOURCE

RATIONALE:
The PFD navigation source (NAV SOURCE) menu is used to select a
Navigation data source from the pilot-side or copilot-side navigation
sensors.
SUMMARY:
Navigation displays on the PFDs provide course guidance and
navigation information to the crew. The NAV SOURCE menu allows
the crew to select any of the available navigation sensors to become
the active source for both the PFD and MFD navigation displays. The
preset NAV Source provides a second way to set the NAV Source
without using the NAV SOURCE menu. The standby NAV Source is set
in advance and then swapped with the active NAV Source.
PRECONDITIONS:
When the NAV SOURCE and BRG SOURCE menus are in view, a cyan
selection box shows around the last selected NAV or BRG SOURCE
selection.
RULES:
The NAV SOURCE and BRG SOURCE menus show at the same time
and are removed after 10 seconds of no activity. The preset function
is only active when no PFD menus are in view, and the FMS has not
armed a Preselect NAV Source.
1st Edition
25 Aug 05 20-3
PFD – Select Navigation Source Raytheon King Air
CHECKLIST:
1 Push the NAV/BRG button on the DCP to show the

NAV SOURCE menu on the left side of the PFD.
NOTE
N
Both the NAV SOURCE and BRG SOURCE
menus show at the same time on the PFD. These
two menus are used to select the active bearing
pointer source along with the navigation source.
The NAV SOURCE and BRG SOURCE menus
will replace any other menu (REFS, RADAR,
etc.) currently active on the PFD.
2 Operate the MENU ADV knob on the DCP to move

the cyan selection box between the Navigation and
Bearing menus. The Line Select Keys on the PFD
can also be used to move the cyan selection box.
1st Edition
20-4 25 Aug 05
Raytheon King Air PFD – Select Navigation Source
3 Operate the DATA knob or push the SELECT button

on the DCP to change the active state. The active
NAV Source legend shows enlarged and in green if it
is an on-side sensor, or in yellow if it is a cross-side
sensor.
4 To exit the NAV SOURCE menu, push the NAV/BRG

button on the DCP. Otherwise, the menu is
automatically removed after 10 seconds of no
activity.
NOTE
N
The copilot PFD will show the source one and
source two legends transposed (e.g., FMS2
shows above FMS1).
5 The preset NAV Source shows inside a cyan

selection box next to Line Select Key L2 on the
PFD. Perform the steps that follow to select a preset
NAV Source and to swap the active and preset NAV
Source:
1. With no menus active, Operate the DATA knob
on the DCP to scroll through the list of available
preset NAV Sources. The current NAV Source is
not repeated in the list of preset NAV Sources.
2. Push the PRESET Line Select Key on the PFD or
the PUSH SELECT button on the DCP to swap
the NAV Source with the preset NAV Source.
NOTE
N
Preset NAV and Preselect NAV (NAV to NAV
capture) are mutually exclusive. Preselect NAV
always takes precedence over Preset NAV.
1st Edition
25 Aug 05 20-5
PFD – Select Bearing Source Raytheon King Air
POST CONDITIONS:
On the NAV SOURCE menu, the newly-selected active NAV Source
legend shows enlarged and in green if it is an on-side sensor, or in
yellow if it is a cross-side sensor. The deselected NAV Source sensors
show smaller and in white. Navigation and course information (course
pointer, to-from arrow, etc.) follows the color of the active NAV Source.
If the NAV sensor data becomes invalid, the NAV Source legend
changes to a red warning flag and the course pointer, lateral deviation
bar, and to/from pointer are removed. For VOR, if the VOR sensor is
good but no signal is received, the NAV Source legend does not change
color but the lateral deviation bar and to/from pointer are removed.
PFD – SELECT BEARING SOURCE

RATIONALE:
Bearing pointers on the PFD provide course guidance and navigation
information. The bearing source (BRG SOURCE) menu is used to
select two bearing pointers for display, one from the available pilot-side
NAV Sources and one from the available copilot-side NAV Sources.
The BRG SOURCE menu can also be used to deselect the pilot-side
and/or copilot-side bearing pointer(s).
SUMMARY:
Bearing pointers on the PFD provide course guidance. The BRG
SOURCE menu is used to select the bearing pointer source from any
of the available NAV sensors. The pilot-side bearing pointer shows as
a magenta single-bar arrow, the copilot-side bearing pointer shows as
a cyan double-bar arrow.
PRECONDITIONS:
When the NAV SOURCE and BRG SOURCE menus are in view, a cyan
selection box shows around the last selected NAV or BRG SOURCE
selection.
RULES:
The NAV SOURCE and BRG SOURCE menus show at the same time
and are removed after 10 seconds of no activity.
1st Edition
20-6 25 Aug 05
Raytheon King Air PFD – Select Bearing Source
CHECKLIST:
1 Push the NAV/BRG button on the DCP to show the

BRG SOURCE menu on the right side of the PFD.
NOTE
N
Both the NAV SOURCE and BRG SOURCE
menus show at the same time on the PFD.
These two menus are used to select the bearing
source along with the navigation source.
The NAV SOURCE and BRG SOURCE menus
will replace any other menu (REFS, RADAR,
etc.) currently active on the PFD.
1st Edition
25 Aug 05 20-7
PFD – Select Bearing Source Raytheon King Air

the cyan selection box between the Navigation and
Bearing menus. The Line Select Keys on the PFD
can also be used to move the cyan selection box.
NOTE
N
Each bearing pointer can be sourced from the
available on-side NAV sensors. Single sensors,
such as a single ADF, show for both bearing
pointers.
3 Operate the DCP DATA knob or PUSH SELECT

button to change the active state. The selected
sensor legend shows enlarged and in magenta.
Selecting OFF removes the associated bearing
pointer from display.
4 To exit the BRG SOURCE menu, push the

NAV/BRG button on the DCP. Otherwise, the menu
is automatically removed after 10 seconds of no
activity.
POST CONDITIONS:
A bearing pointer icon and data field shows in the lower left corner of
the PFD to indicate active bearing pointers. The pilot-side bearing
pointer icon and data field shows in magenta; the copilot-side bearing
pointer icon and data field shows in cyan. The bearing pointer icon is
preceded by a letter (“F”, V”, “A”, or “T”) to indicate the bearing pointer
source (FMS, VOR, ADF, or TACAN).
If a VOR is selected as the bearing source when a localizer frequency
is tuned, the associated VOR selection legend in the BRG SOURCE
menu shows as LOC. If a VOR is selected as the bearing source and
then a localizer frequency is tuned, the letter “L” shows next to the
appropriate bearing pointer icon and the bearing pointer is removed. If
a VOR is not selected as the bearing source when a localizer frequency
is tuned, the associated VOR selection legend in the BRG SOURCE
menu is removed.
1st Edition
20-8 25 Aug 05
Raytheon King Air PFD – Set Vspeeds
PFD – SET VSPEEDS

RATIONALE:
The Vspeeds function is used to set the reference airspeed values on
the PFD and to show those reference speeds on the airspeed scale.
SUMMARY:
The crew sets reference speeds on the PFD through the REFS menu.
The REFS menu shows on the PFD when the REFS button on the
DCP is pushed. The crew may either accept each default (“last set”)
Vspeed value or change it to a different value. When the crew selects
(on) a Vspeed value, the PFD shows the reference speed as a digital
readout in the Speed Reference Table at the bottom of the airspeed
scale (V1, VR, and V2 only). This action also sets a reference bug for
each separate Vspeed at the appropriate speed on the airspeed scale.
PRECONDITIONS:
With the airplane on the ground, when the REFS menu is first shown all
Vspeed values are reset to their minimum values.
When a Vspeed value is selected (turned ON), it shows as a digital
readout in the Speed Reference Table (except for VREF and VT) and a
reference bug is set at the appropriate speed on the airspeed scale.
When a Vspeed value is deselected (turned OFF), the digital readout
and speed reference bug are removed. The Vspeed reference bug on
the airspeed scale is also removed when a Vspeed has exceeded its
declutter value.
RULES:
• A Vspeed reference value is turned ON (selected) by operating the
associated PFD Line Select Key or with the PUSH SELECT button
on the DCP when the value is surrounded by the cyan selection
box. In either case, the value must first be enclosed by the cyan
selection box.
• Selecting VR automatically also selects V1.
• Selecting V2 automatically also selects VR.
• The V1, VR, and V2 reference bugs are automatically set to OFF
(removed from the airspeed scale) at an indicated airspeed of 150
knots by the Vspeed declutter function.
1st Edition
25 Aug 05 20-9
PFD – Set Vspeeds Raytheon King Air
• The table that follows lists the minimum and maximum values for
each Vspeed reference.
Vspeed Reference Values

Vspeed Reference B200 B300 HW350
MIN MAX MIN MAX MAX MIN
Value Value Value Value Value Value
V1 – Takeoff 89 122 85 117 85 135
decision speed
VR – Rotation speed 89 122 97 117 97 135
V2 – Takeoff safety 94 150 100 122 100 145
speed
VT – General 75 VMO/ 75 VMO/ 75 VMO/
purpose target MMO MMO MMO
speed
VREF – Landing 88 142 95 134 95 150
Reference Speed
CHECKLIST:
1 Push the REFS button on the DCP (push-on/push-off)

to show the REFS menu on the PFD. When the
REFS menu first shows, the “last set” Vspeed values
show in small white digits below the associated
legend, and no Vspeed values show on the airspeed
scale.
1st Edition
20-10 25 Aug 05
Raytheon King Air PFD – Set Vspeeds

the cyan selection box to the desired value. The Line
Select Keys on the PFD can also be used to position
the cyan selection box.
3 With the cyan selection box around V1, push the VR

Line Select Key to place the selection box around
the VR value and cause V1 and VR to show on the
airspeed scale.
4 With the cyan selection box around VR, push the V2

Line Select Key to place the selection box around V2
and cause VR and V2 to show on the airspeed scale.
5 If Vspeed values different from those shown are

desired, operate the DATA knob on the DCP to
adjust value inside the cyan selection box. The value
becomes enlarged and changes color to cyan. It is
also set to on and shows on the PFDs as both a bug
alongside the airspeed scale and (except for VT) as a
value in the Speed Reference Table.
NOTE
N
The Vspeed values are synchronized. When
either pilot adjusts an on-side value, the same
value is set on both PFDs.
6 To set a Vspeed value OFF (remove it from the

airspeed scale and Speed Reference Table), push
the associated PFD Line Select Key for more than 1
second when the value is surrounded by the cyan
selection box.
7 The V1, VR, V2, VT, and VREF Vspeed reference values
can also be set while airborne.
1st Edition
25 Aug 05 20-11
PFD – Set RA/BARO Minimums Raytheon King Air
POST CONDITIONS:
When they are turned ON (selected), the V1, V2, and VR values show
below the airspeed scale in a Speed Reference Table. A reference
bug for each selected Vspeed value also shows on the airspeed scale
at the appropriate speed.
PFD – SET RA/BARO MINIMUMS

RATIONALE:
The RA MIN and BARO MIN approach altitude functions under the
REFS menu allow the pilot to set the Decision Height (DH) or Minimum
Descent Altitude (MDA) settings for an approach. When the airplane
reaches that specific altitude setting, the system generates a visual alert
to notify the crew of the landing decision point.
SUMMARY:
The pilot can set the radio-altitude-based Decision Height (DH, referred
to as RA MIN) for a precision approach, or the barometric-altitude-based
Minimum Descent Altitude (MDA, referred to as BARO MIN) for a
non-precision approach. Once the DH or MDA value has been set,
the system shows the RA/BARO MIN on the PFDs below the altitude
scale for reference.
RULES:
• Only one approach altitude function can be active at a time, therefore
the selection of one automatically deselects the other.
1st Edition
20-12 25 Aug 05
Raytheon King Air PFD – Set RA/BARO Minimums
• A cyan digital readout of the current RA MIN setting (MIN XXX RA)
shows below the barometric altitude scale either when the value is
changed or when RA MIN is turned ON under the REFS menu and
Radio Altitude is in view on the display at or below 2500 feet Above
Ground Level (AGL). The readout remains in view either until it is
turned OFF under the REFS menu or until Radio Altitude is greater
than 50 feet above the value at which Radio Altitude is no longer
shown on the PFD.
• A cyan digital readout of the current BARO MIN setting (MIN XXXXX
BARO) shows below the barometric altitude scale either when the
value is changed or when BARO MIN is turned ON under the REFS
menu and barometric altitude is within 2500 feet of the BARO MIN
setting. The readout remains in view either until it is turned OFF
under the REFS menu or until barometric altitude is greater than
2550 feet above the BARO MIN setting.
CHECKLIST:
1 Push the REFS button on the DCP (push-on/push-off)

to show the REFS menu on the PFD.
1.1 When the REFS menu first shows, the RA MIN

and BARO MIN value show in small white digits
below the associated legend.

the cyan selection box to the desired value. The Line
Select Keys on the PFD can also be used to position
the cyan selection box.
1st Edition
25 Aug 05 20-13
PFD – Set RA/BARO Minimums Raytheon King Air
3 Operate the DATA knob on the DCP to change the

value inside the cyan selection box.
NOTE
N
The RA MIN and BARO MIN settings are
independently adjustable by each pilot.
4 To set the RA MIN or BARO MIN setting OFF

(remove it from the PFD), push the associated PFD
Line Select Key for more than 1 second when the
value is surrounded by the cyan selection box.
NOTE
N
The RA MIN and BARO MIN ON/OFF state is
synchronized between the PFDs so that when
either pilot makes a change, the change shows
on both PFDs.
TIP
RA MIN is automatically turned OFF when Radio
Altitude is greater than 50 feet above the value
at which Radio Altitude is no longer shown on
the PFD. BARO MIN is automatically turned OFF
when barometric altitude is greater than 2550
feet above the BARO MIN setting
1st Edition
20-14 25 Aug 05
Raytheon King Air PFD – Set PFD References
POST CONDITIONS:
The RA MIN or BARO MIN digital readout shows below the altitude
scale while the REFS menu shows on the PFD.
PFD – SET PFD REFERENCES

RATIONALE:
The References (REFS) 2/2 menu is used to select the display of
altitude in Meters, to select inHg or hPa for the barometric pressure
value, to set the Flight Level alert to on or off, and to select the Flight
Director style.
SUMMARY:
The REFS 2/2 menu provides the controls for the Pilot to select
optional display of altitude in Meters, change between inHg and hPa
for barometric pressure, set the Flight Level alert to On or OFF, and to
select the Flight Director (FLT DIR) style. The REFS menu values are
synchronized. When either pilot adjusts an on-side value, the same
CHECKLIST:
1 Push the REFS button on the DCP to show the

REFS menu on the PFD. The REFS menu selection
sequence is REFS 1/2, REFS 2/2, OFF.
1st Edition
25 Aug 05 20-15
PFD – Set PFD References Raytheon King Air
The REFS menu has a cyan selection box that can

be moved to each settable value on the REFS menu.
The box surrounds the last selected value on the
menu. To change the value, the cyan selection box
must be around that value.
2 Operate the DCP MENU ADV knob to position the

cyan selection box next to PRESSURE, METRIC
ALT, FL ALERT, or FLT DIR. The Line Select Keys on
the PFD can also be used to position the selection
box.
• The PRESSURE selection is used to set the
units of measurement for barometric pressure to
inHg or hPa.
• The METRIC ALT (altitude) selection is used to
select the display of metric altitude and metric
preselect altitude.
• The FL180 ALERT selection is used to
enable/disable the Flight Level 180 Alert function.
• The FLT DIR (Flight Director) selection is used to
select the single cue (V bar) or split cue (cross
pointer) Flight Director command bars for the
PFDs.
1st Edition
20-16 25 Aug 05
Raytheon King Air PFD – Operate Elapsed Timer
3 Operate the DCP DATA knob or push the PUSH

SELECT button to set the desired state. REFS menu
items that have been manually set and selected for
display show in larger cyan characters.
4 To exit the REFS menu, push the REFS button on

the DCP. The REFS menus is automatically removed
after 10 seconds of no activity.
PFD – OPERATE ELAPSED TIMER

RATIONALE:
A controllable readout of elapsed time is available on the PFDs.
SUMMARY:
The elapsed time readout shows on the PFD when selected with the ET
Line Select Key L4.
PRECONDITIONS:
The elapsed time readout is blank at power-up and when reset with
the ET Line Select Key L4.
CHECKLIST:
1 Push the ET Line Select Key L4 on the PFD to select

and start the timer.
2 Push the ET Line Select Key L4 a second time to

stop the timer.
3 Push the ET Line Select Key L4 a third time to set the

timer to 00:00 and remove the elapsed time readout.
1st Edition
25 Aug 05 20-17
PFD – Weather Radar Menu Raytheon King Air
POST CONDITIONS:
When selected, the elapsed time readout shows in the left-hand corner
of the PFD above the COM1 legend. The elapsed time readout shows
in white and in minutes and seconds up to 59:59, then in hours and
minutes with a white “H” prefix up to 9:59. When elapsed time is greater
than 10 hours, the readout is replaced with four white dashes.
PFD – WEATHER RADAR MENU

RATIONALE:
The PFD RADAR menu along with controls on the DCP provide control
of the weather radar mode and feature controls and settings.
SUMMARY:
The DCP provides the radar mode menu selection, RANGE select
knob, TILT knob and GCS button. The MENU ADV knob on the DCP
is used to move the cyan selection box on the PFD. The Line Select
Keys on the PFD can also be used to move the cyan selection box. The
DATA knob and SELECT button are used to change the active mode
or state. The PFD RADAR menu provides the control of the weather
radar mode. The PFD and MFD both provide the RDR Line Select Key
to select or deselect the radar display (on or off).
RULES:
Each side weather radar display is controlled by the on-side DCP and
PFD and is updated on alternate sweeps of the antenna.
CHECKLIST:
1 To set the weather radar mode:

1. Push the RADAR button on the DCP to show the
RADAR menu on the PFD.
2. Push the Line Select Keys on the PFD to set the
desired weather radar mode. The legend for the
active mode shows enlarged and in cyan.
1st Edition
20-18 25 Aug 05
Raytheon King Air PFD – Weather Radar Menu
2 To set the weather radar receiver gain:
1. Push the RADAR button on the DCP to select

the RADAR menu on the PFD.
2. Operate the DCP MENU ADV knob to position
the cyan selection box around the GAIN setting
(which is defaulted to NORM).
3. Operate the DATA knob on the DCP clockwise
to increase the receiver gain setting or
counterclockwise to decrease the receiver gain
setting. The possible setting are NORM, ±1, ±2,
±3.
NOTE
N
The crew should always return the gain to the
NORM position when the display analysis is
complete. Failure to do so may result in missing
significant targets when the radar is operating in
one of the minus gain settings.
3 To select the Sector Scan feature:
1st Edition
25 Aug 05 20-19
PFD – Weather Radar Menu Raytheon King Air

2. Use the MENU ADV knob on the DCP or the
adjacent Line Select Key on the PFD to position
the solid box around the SEC SCAN function.
3. Use the DATA knob, PUSH SELECT button or
the adjacent Line Select Key on the PFD to select
the desired state (ON or OFF). The selected
state shows in large cyan text.
NOTE
N
When Target Alert is active on either side,
the SEC SCAN function is removed from the
RADAR menu.
4 To select the Target Alert function:

2. Use the MENU ADV knob on the DCP to position
the solid box around the TARGET function.
3. Use the DATA knob, PUSH SELECT button or
the adjacent Line Select Key on the PFD to
select the desired state (ARM or OFF).
NOTE
N
The TGT and TRB alerts share the same display
location. When the TGT and TRB alerts are both
active, they alternate every 2 seconds.
1st Edition
20-20 25 Aug 05
Raytheon King Air PFD – Weather Radar Menu
NOTE
N
Because selection of the terrain overlay
automatically deselects the weather radar
overlay, selection of the terrain overlay causes
the Target Alert feature to become active if the
Target Alert feature had been armed and other
Target Alert arming conditions are met. Target
alerts TGT/TRB occur only when the terrain
overlay is not in view on at least one PFD. When
the terrain overlay is in view on both PFDs, no
TGT/TRB alert occurs even if the function is
armed.
NOTE
N
The on-side Target Alert feature is suspended
when the weather radar overlay is selected
for display.
5 Push the GCS button on the DCP to select

Ground Clutter Suppression. The Ground Clutter
Suppression feature automatically times out after
30 seconds.
6 To adjust the antenna tilt:
1. Push the RADAR button on the DCP to select the

RADAR menu on the PFD or select the weather
radar overlay for display.
2. Operate the TILT knob on the DCP to adjust the
antenna tilt angle. The tilt range is ±15°. When
other than normal (0 (zero)), the tilt angle readout
shows temporarily between Line Select Key R2
and Line Select Key R3 on the RADAR menu.
When other than normal (0 zero)), the tilt angle
readout shows full time in the weather radar
data field.
1st Edition
25 Aug 05 20-21
MFD – Select Display Format Raytheon King Air
NOTE
N
The antenna tilt angle can be adjusted when the
RADAR menu is active or any time the radar
overlay shows on the on-side display.
NOTE
N
The TILT knob is functional when the Autotilt
feature is active, which enables the crew to
manually change the tilt/range ratio.
7 Push the AUTO TILT button in the center of the

TILT knob on the DCP to is used to select antenna
automatic tilt (Autotilt). The Autotilt feature may be
selected on or off when the RADAR menu is active,
or any time the radar tilt value shows on the on-side
display.
NOTE
N
The Autotilt feature may be continuously enabled
as the system always uses the current manual
tilt setting as the starting point.
POST CONDITIONS:
The active mode or setting shows enlarged and in cyan.
MFD – SELECT DISPLAY FORMAT

RATIONALE:
The crew can select different display formats on the MFD as necessary
to enhance crew effectiveness, increase situational awareness, and
view maintenance data.
SUMMARY:
A variety of display formats are available for display on the MFD. There
are upper MFD formats, lower MFD formats, and full MFD formats.
Upper formats include OFF (extended Map), Checklist, and FMS text
1st Edition
20-22 25 Aug 05
Raytheon King Air MFD – Select Display Format
Window). Lower formats include Rose, Arc, FMS PPOS Map, FMS
Plan Map, GWX, and TCAS. Full formats include FMS Remote Text,
Electronic Charts, Maintenance Main Menu, Database Effectivity,
Chart Subscriptions, FGS Diagnostics, and File Server Configuration.
The possible MFD formats, checklists, and FMS data are selected as
follows:
• Line Select Key R1 on the MFD selects the Rose, Arc, PPOS Map,
Plan Map, GWX (optional), and TCAS Only (optional) formats.
• Line Select Key L1 on the MFD selects the Checklist, FMS Text
Window, and Off upper formats. Off enables the Extended PPOS and
Extended Plan map formats to show in the upper portion of the MFD.
• A yoke-mounted checklist enable button selects the Checklist format.
• The MFD DATA key on the CDU keyboard selects the FMS Remote
Text format.
PRECONDITIONS:
The FMS PPOS Map format is available when at least one FMS is
installed and FMS is the active NAV Source. When the PPOS Map is
active on the PFD, the MFD is capable of normal “PPOS/Plan Map”
selection only when its map source is selected to an FMS that is not the
source of the PFD PPOS Map. For example, if FMS 1 PPOS Map is
in view on the PFD, the MFD allows FMS 2 to be selected as the map
source. In this case, FMS 2 is capable of generating the PPOS Map
or Plan Map formats. If the MFD map source is changed to FMS 1,
only the PPOS Map format can be selected. With PPOS Map selected
as the PFD format, the Plan Map format option is removed from the
MFD’s format selection until the PFD no longer shows the PPOS Map
from the map source FMS.
CHECKLIST:
1 Push the FORMAT Line Select Key R1 on the MFD

to select the desired display format. The first push
shows the LOWER FORMAT menu. Each push of
Line Select Key R1 cycles the display to the next
available display format.
1st Edition
25 Aug 05 20-23
NOTE
N
The extended FMS PPOS or Plan map shows
on the MFD when selected from the upper MFD
format is set to OFF. The extended maps show
50 percent more forward range than the normal
Map format.
NOTE
N
The extended FMS Map and the FMS Text
Window formats use the same display area on
the MFD, so only one of these two formats can
show at one time.
1.1 When the FMS PPOS or Plan Map is active on the

MFD, push the MFD ADV key on the CDU to show
the ACT PLAN MAP CENTER page on the CDU.
1.2 Operate the Line Select Keys on this CDU page to

select a waypoint from the menu options as the
FMS Plan Map center.
NOTE
N
Operation of any Line Select Key while the
FMS PPOS Map is active on the MFD has no
affect on the FMS PPOS Map. Line Select
Key operation on this CDU page apply to the
FMS Plan Map only.
2 Push the TFC Line Select Key R3 for more than 1

second to directly select the TCAS Only format.
NOTE
N
The TCAS Only format is available only if the
TCAS option is installed and it has been enabled
through strapping in the IAPS Configuration
Strapping Unit (CSU).
1st Edition
20-24 25 Aug 05
Raytheon King Air MFD – Select Display Format
NOTE
N
When TCAS is reporting a Resolution Advisory
(RA) or a Traffic Advisory (TA) and a TCAS
traffic display is not in view with a range less
than 40 nmi selected, an inverse video cyan
box shows around the TFC Line Select Key R3
legend. In this case, the first momentary push of
the TFC Line Select Key R3 selects the TCAS
Only format.
3 Push Line Select Key L1 on the MFD to select the

desired upper display format. The possible upper
display formats are Checklist, FMS Text Window,
and OFF (extended FMS Map). Each push of Line
Select Key L1 cycles the display to the next available
display format.
4 Push the yoke-mounted Checklist enable button to

show Checklist data on the MFD (push-on/push-off).
Refer to the MFD – Checklist Select section of this
guide for additional information.
1st Edition
25 Aug 05 20-25
NOTE
N
Because of conflicting use of MFD space,
selection of the Checklist format is incompatible
with the Maintenance, Extended PPOS Map,
FMS Text Window, or FMS Remote Text formats.
When FMS Remote Text or Maintenance is
requested while a Checklist is in view, the
checklist is cleared and the requested format
shows on the MFD. Upon deselection of FMS
Remote Text, the Checklist display is restored
at the point it was interrupted. When FMS
Remote Text is in view and the Checklist button
is pushed, the MFD shows a format compatible
with the Checklist function to allow display of the
Checklist. When the Checklist is in view and
the Checklist button is pushed, the Checklist
is removed. When FMS Remote Text was in
view and then Checklist is selected, the checklist
shows in the upper MFD with the previous lower
format. When Checklist is deselected the upper
MFD is set to OFF and the bottom remains the
same.
5 Push the MFD DATA key on either CDU to

show an FMS Remote Text format on the MFD
(push-on/push-off). The FMS Remote Text format
shows user selectable text information from the
FMS that is the map source. The last selected FMS
Remote Text page is the page that shows when the
FMS Remote Text format is selected. The FMS
Remote Text page shows below the engine display in
place of the normal MFD navigation format or FMS
Map. The possible remote text pages are: VOR/DME
STATUS, NAV STATUS, FPLN PROGRESS, LRN
STATUS, FMSx POSITION SUMMARY, and POS
REPORT. The desired FMS Remote Text page is
selected from the DISPLAY MENU on the CDU.
Refer to the CDU Operation section of this guide for
additional information on the DISPLAY MENU.
1st Edition
20-26 25 Aug 05
Raytheon King Air MFD – Select Quick Format
5.1 Push the MFD ADV key on the CDU to show the
TEXT DISPLAY ADVANCE page on the CDU.
5.2 Operate the Line Select Keys on this CDU page to

select the next page or previous page of the FMS
Remote Text format on the MFD.
POST CONDITIONS:
The selected display format shows on the MFD.
MFD – SELECT QUICK FORMAT

RATIONALE:
The crew can store, then recall display format configurations for the
MFD. Full-display formats (e.g., FMS Remote Text) are accessed with
dedicated controls.
SUMMARY:
Three MEM quick-access buttons on the CCP are used to store, then
recall display format configurations for the MFD. Only combinations of
split-display formats, such as Checklist and PPOS Map, are stored.
When a set of formats are recalled using the quick access buttons, any
full formats that are currently in view are replaced with the appropriate
split view (upper and lower formats).
1st Edition
25 Aug 05 20-27
MFD – Select FMS Map Source Raytheon King Air
CHECKLIST:
1 Push the quick access button (MEM 1, MEM 2, or

MEM 3) for more than 3 seconds to store the upper
format, lower format, TERR/RDR/LX overlay state,
and TFC overlay state.
2 Verify that the message STORE COMPLETE shows

on the MFD.
3 Push and release the quick access button in less

than 3 seconds to recall the stored MFD format.
4 Verify the message RECALL COMPLETE shows

on the MFD.
MFD – SELECT FMS MAP SOURCE

RATIONALE:
When the second FMS option is installed, the crew can select the
source driving the FMS-generated displays on the MFD.
SUMMARY:
The selected map source determines which FMS is the source of all
PPOS Map, Plan Map and FMS Text data that shows on the MFD. The
map source can be set to FMS1 or FMS2. An FMS1/FMS2 legend
shows next to Line Select Key R1 along with a cyan right-facing caret
(>) to indicate that the map source can be selected from either FMS1 or
FMS2.
1st Edition
20-28 25 Aug 05
Raytheon King Air MFD – Select FMS Map Source
CHECKLIST:
1 With the PPOS Map or Plan Map in view on the

MFD, push the MENU button on the CCP to show
the Map menu.
2 Push Line Select Key R1 on the MFD to select FMS1

or FMS2 as the map source.
3 The selected map source legend (e.g., FMS1)

shows enlarged and in color as described below; the
non-selected source shows smaller and in white.
• When the MFD map source is the same as the

active NAV Source, then the map source legend
on the left side of the MFD shows in a color
representing the active NAV Source (e.g., if FMS1
is both map source and active NAV Source). If the
map source and active NAV Source are from the
on-side sensors, the map source legend shows
in green; if the sources are from the cross-side
sensors, the map source legend shows in yellow.
• The map source legend shows in cyan when the
map source is not the same as the active NAV
Source.
1st Edition
25 Aug 05 20-29
MFD – Select Checklist Raytheon King Air
POST CONDITIONS:
The source of all PPOS Map, Plan Map, and FMS Text data that shows
on the MFD is changed to the selected FMS. The active map source
legend to the left of the FMS Map on the MFD reflects the selected FMS.
MFD – SELECT CHECKLIST

RATIONALE:
The Maintenance Diagnostic Computer (MDC) provides a set of
checklist displays which can show on the MFD between the engine and
navigation data portions of the display area.
SUMMARY:
The checklist set is made up of a preamble page, which requires crew
acknowledgement, and up to four available checklists. The potential
checklists are NORMAL, ABNORMAL, EMERGENCY, and USER.
• The NORMAL checklist stores Normal Aircraft Flight Manual
procedures.
• The ABNORMAL checklist stores Abnormal Aircraft Flight Manual
procedures.
• The EMERGENCY checklist stores Emergency Aircraft Flight Manual
procedures.
• The USER checklist stores information that is of use to a user but
that is not required by the Aircraft Flight Manual.
PRECONDITIONS:
Refer to the MFD – Select Display Format section of this guide for
restrictions on when checklists can show.
There are four types of checklist line items available within each
checklist title under each checklist type:
• A checklist ITEM is a single line of text that changes color from cyan
to green when “checked off” with the PUSH SELECT button on the
CCP or the yoke-mounted Checklist Line Advance switch.
• A MULTI-ITEM is a checklist item followed by one or more indented
and associated lines which can collectively be made green when
“checked off”.
1st Edition
20-30 25 Aug 05
Raytheon King Air MFD – Select Checklist
• An ADVISORY is an offset line of magenta-colored text that cannot

be “checked off”.
• A CAUTION is an offset line of yellow-colored text that cannot be
“checked off”.
RULES:
A checklist-specific Preamble page for the NORMAL, ABNORMAL, and
EMERGENCY checklists must be acknowledged by the crew at each
power-up to confirm that the correct version of the checklist is available
before the associated checklist can be accessed.
CHECKLIST:
1 Select CHECKLIST from the MFD upper menu

or push the remote checklist ON/OFF button
(push-on/push-off) to enable the MFD checklist Line
Select Keys.
• The Checklist Index shows on the MFD when

Checklist mode was previously exited and there
were no unchecked items.
• If an incomplete checklist was in view when
Checklist mode was previously exited, the
incomplete checklist last in view shows on the
MFD.
2 Operate the MENU ADV knob on the CCP to

highlight the necessary Checklist Menu.
3 Push the SELECT button on the CCP to show the

highlighted Checklist Menu.
1st Edition
25 Aug 05 20-31
MFD – Select Checklist Raytheon King Air
NOTE
N
The Checklist Line Advance switch functions the
same as the CCP SELECT button.
NOTE
N
When a Normal, Abnormal, or Emergency
Checklist Menu is selected, the Preamble
page shows on the MFD. To acknowledge the
Preamble page, push the SELECT button.
4 Operate the MENU ADV knob to highlight the

necessary Checklist Title.
5 Push the SELECT button to show the selected

Checklist, or:
6 To set all checklist items to unchecked:

1. Operate the MENU ADV knob to highlight the
"Reset Checklist Complete History" line item.
This line item shows in white if checklists have
been started and in green if no checklists have
been started.
2. Push the SELECT button to set all checklist
items to unchecked.
7 With a checklist in view, push the SELECT button

to check off an item on the list and move the cursor
down to the next item.
1st Edition
20-32 25 Aug 05
Raytheon King Air MFD – Select Checklist
• A checked-off item changes from white to green.

• When the item that was checked was the last
unchecked item within the checklist:
• All checklist items show in green (checked).
• The message CHECKLIST COMPLETE is
highlighted.
• When the NORMAL CHECKLIST is active,
push the SELECT button to show the first page
of the next NORMAL CHECKLIST on the MFD.
• For other Checklists, or if no additional
NORMAL CHECKLIST titles remain
unchecked, push the SELECT button to show
the associated Menu on the MFD.
8 With a Checklist in view, operate the MENU ADV

knob to skip a list item (without checking off the item).
• The cursor moves to the next item.

• When the current item is the last item on the
checklist, but there are other unchecked items on
the checklist section, MENU ADV operation down
(clockwise) highlights the unchecked item closest
to the top of the checklist.
9 With a Checklist in view, push the ESC button to

show the associated Checklist Menu.
1st Edition
25 Aug 05 20-33
MFD – Load Checklist Raytheon King Air
MFD – LOAD CHECKLIST

RATIONALE:
New or revised checklists are loaded via the optional Data Base Unit
(DBU) or the optional Collins Portable Access Software (CPAS).
SUMMARY:
The NORMAL, ABNORMAL, and EMERGENCY checklists are created
by the airframe manufacturer. USER checklists are created by the
operator on a personal computer, and uploaded to the airplane through
the FSU ethernet port. Use the checklist editor programs that follow to
create and edit the checklist files. The MDC system uses the MDC
CHECKLIST EDITOR INSTRUCTIONS (CPN 523-0778174). Use the
optional DBU or the optional CPAS to load the checklist files into the
MDC system. Refer to Collins CPAS-3000 Data Loader Operator’s
Guide 523-0790386 for detailed CPAS operation. On-airplane ability to
edit or define any of the checklists is not provided.
RULES:
Checklist files can only be uploaded into the MDC when the airplane is
on the ground.
CHECKLIST:
1 Push the STAT (status) button on the CCP to show

the last selected status page format.
2 Push the MENU button on the CCP to show the

STATUS menu.
3 On the STATUS MENU, operate the MENU ADV

knob and PUSH SELECT button to position the menu
cursor and select MAINTENANCE MAIN MENU.
1st Edition
20-34 25 Aug 05
Raytheon King Air MFD – Load Checklist
4 On the MAINTENANCE MAIN MENU, operate the

UP Line Select Key L2, DOWN Line Select Key L3,
and SELECT Line Select Key L4 to position the
cursor and select MDC SETUP.
5 On the MDC SET page, operate UP Line Select

Key L2, DOWN Line Select Key L3, and SELECT
Line Select Key L4 to position the cursor and select
LOAD FILES FROM DISK.
6 Push the Line Select Key next to SELECT TYPE

OF FILES. The possible selections show below the
SELECT TYPE OF FILES title.
7 Operate UP Line Select Key L2, DOWN Line Select

Key L3, and SELECT Line Select Key L4 to select
the type of files to be loaded. Two of the possible
selections are Checklist or User Checklist files.
1st Edition
25 Aug 05 20-35
PFD/MFD – Select Display Range Raytheon King Air
• A warning appears explaining that loading

Checklist or User Checklist files will reset the
airplane checklist files.
• Upon selecting the file type to load, a message
confirming the file loading appears on the display.
• As each file is read, the file name appears on
the display.
• The MDC shows a file load progress indicator,
underneath the filename, that displays file load
progress.
8 Select CANCEL during file loading to return to the

LOAD FILES FROM DISK page.
9 Select RETURN from the LOAD FILES FROM DISK

page after completing a file load to reboot the MDC
and return to the MAINTENANCE MAIN MENU.
POST CONDITIONS:
The message LOAD COMPLETE shows on the status line when all files
have been loaded. If an error occurs during the load process, an error
message shows on the status line.
PFD/MFD – SELECT DISPLAY RANGE

RATIONALE:
The crew can adjust the range of the PFD and MFD displays to increase
situational awareness, scan for flight path hazards, or track flight plan
progress.
SUMMARY:
The RANGE knob on the DCP is used to change the range for the Arc,
Plan Map (MFD), PPOS Map, and TCAS formats on the PFD and MFD
with a single control. The crew can adjust the range as needed to scan
1st Edition
20-36 25 Aug 05
Raytheon King Air PFD/MFD – Select Display Range
for weather and lightning, monitor terrain proximity, view a flight plan,
track flight plan progress, etc.
CHECKLIST:
1 Operate the RANGE knob set the desired display

range.
TECH DETAIL
Each format has a different maximum display
range. If a format with a larger range is replaced
by a format with a shorter maximum range, the
display range automatically decreases to the
lesser range. For example, if the FMS map
format is selected and the range is set to 600
nmi and the crew then selects the weather
radar overlay, the display range automatically
decreases to 300 nmi, which is the maximum
range for the weather radar display.
TIP
Two Range values are tracked by the PFD,
TCAS Only range and non-TCAS Only range
(normal range). For example: If the crew has an
Arc range of 100 nmi, then pushes TFC for more
than 1 second, the Rose/TCAS format shows at
10 nmi. Adjusting the Range to 50 nmi, and then
selecting the PPOS MAP format with the lower
format Line Select Key R1. The range would be
100 nmi. If lower format Line Select Key R1 is
used to re-select Rose/TCAS, the range would
be 50 nmi.
1st Edition
25 Aug 05 20-37
PFD/MFD – Select Overlays Raytheon King Air
PFD/MFD – SELECT OVERLAYS

RATIONALE:
The different overlays that can show on the PFDs and the MFD assist
the crew in scanning for weather and lightning and provide a graphical
representation of nearby terrain to increase terrain awareness.
SUMMARY:
The PFDs and MFD both have display overlays that the crew can use
for weather and terrain avoidance. Data generated by the Weather
Radar System and the optional Terrain Awareness and Warning System
(TAWS) can show in a full-color weather radar or terrain display when
the PFDs or MFD is in a compatible display format. With the optional
Lightning Detection System (LDS) installed, lightning data can show on
the display in conjunction with the weather radar overlay.
PRECONDITIONS:
The PFD or MFD must be in an overlay-compatible format (Arc or PPOS
Map). A cyan caret (>) shows next to the Line Select Key to indicate
the key is active. When the display is not in a compatible format, the
caret does not show and the key is not active.
RULES:
• The Heading Arc and PPOS Map formats are the only compatible
formats for the weather radar, optional lightning detection, and
optional terrain overlays.
1st Edition
20-38 25 Aug 05
Raytheon King Air PFD/MFD – Select Overlays
• Terrain data and weather radar/lightning returns cannot show at the

same time on a single display. Either manual or automatic selection
of terrain data for display will automatically deselect the weather
radar and/or lightning overlays. Similarly, selection of either the
weather radar or weather radar/lightning overlays will deselect the
terrain overlay.
CHECKLIST:
1 If no overlay is in view on the display, push the

overlay Line Select Key R2 to set display overlays to
on and off in the order that follows:
NOTE
N
If the TAWS option is installed, TERR shows
above the RDR legend to indicate the terrain
overlay is available. If the LDS option is installed,
LX/ shows next to the RDR legend to indicate
the lightning overlay is available. If the TAWS
and LDS options are both installed, TERR shows
above the LX/RDR legend.
1. The first push selects (on) the terrain (TERR)

overlay. The TERR legend shows enlarged and
in cyan.
2. The second push deselects the TERR overlay
and selects the weather radar (RDR) overlay.
The RDR legend shows enlarged and in cyan.
1st Edition
25 Aug 05 20-39
PFD/MFD – Select Overlays Raytheon King Air
3. If the LDS option is installed, a third push adds

lightning data to the RDR overlay. The LX/RDR
legend shows enlarged and in cyan.
4. A fourth push (or third push if the LDS option is
not installed) deselects all overlays (off).
NOTE
N
When the terrain, weather radar, or lightning
overlays are selected for display but an
incompatible PFD or MFD format is then
selected, the TERR LX/RDR legend remains in
view but shows in white.
NOTE
N
Each push of the overlay Line Select Key R2
cycles the overlay display to the next available
overlay. If an overlay is already shown on the
PFD or MFD, as indicated by the larger cyan
legend (TERR, RDR, or LX/RDR), push the
overlay key as many times as needed to either
show the desired overlay or set all overlays to off.
TECH DETAIL
Regardless of the current PFD/MFD format,
if the TAWS commands a terrain awareness
warning or caution and TERR is not the active
overlay, an inverse video cyan box shows around
the TERR legend. Selecting Line Select Key R2
causes the TERR overlay to show at a 10 nmi
range and in the Arc format. If the associated
warning or caution goes away and the key has
not been pushed, the cyan box is removed.
If the TERR legend shows on the PFD/MFD
and the overlay Line Select Key R2 is pushed
continuously for more than 1 second, the TERR
overlay shows at a 10 nmi range and in the Arc
format. If the caret was previously out of view,
this returns the caret to the display and normal
Line Select Key operation is restored.
1st Edition
20-40 25 Aug 05
Raytheon King Air PFD/MFD – Select Overlays
TECH DETAIL
When the optional Turbulence Weather Radar
(TWR) system is installed, precipitation and
turbulence target alerts are available to indicate
that precipitation and/or turbulence targets have
been detected by the weather radar while the
weather radar overlay is off. Once this feature
has been armed on a PFD, if a precipitation
target is detected by the weather radar, a yellow
TGT alert shows on the armed PFD to the right
of the digital heading display. If turbulence is
detected, a yellow TRB alert shows on the armed
PFD in the same location. As soon as the radar
overlay is selected for display on that side of the
flight deck, the target function on that side of the
flight deck is suspended and the radar returns to
its previously-selected operational mode.
Because selection of the terrain overlay will
automatically deselect weather radar, if the
TGT weather radar feature has been armed,
automatic TGT/TRB monitoring becomes active.
However, at least one of the PFDs must not have
a terrain overlay in view in order for the TGT/TRB
feature to function. If the terrain overlays are in
view on all PFDs, no TGT/TRB alert monitoring
occurs even if the feature is armed.
NOTE
N
Terrain data and weather radar reflectivity cannot
show at the same time on a single display.
Manual or automatic selection of terrain data
deselects the weather radar (and lightning, if
installed) overlay(s). Similarly, selection of the
weather radar (or lightning and weather radar)
overlay(s) automatically deselects the terrain
overlay.
1st Edition
25 Aug 05 20-41
PFD/MFD – Select TCAS Traffic Overlay Raytheon King Air
PFD/MFD – SELECT TCAS TRAFFIC OVERLAY

RATIONALE:
When the optional TCAS II system is installed, the TCAS Traffic overlay
is available for display on the PFD and MFD to assist the crew in
identifying nearby aircraft traffic and potential collision threats. A TCAS
Only format is available on the MFD.
SUMMARY:
The TCAS Traffic overlay can be added to the Rose, Arc, or PPOS Map
formats. The TCAS Only format can be selected to show on the MFD.
PRECONDITIONS:
The Rose, Arc, or PPOS Map format must be active to select the TCAS
Traffic overlay. When a format other than Rose, Arc, or FMS PPOS
is active and the TFC Line Select Key R3 is pushed, the TCAS Only
format shows on the display instead.
The TFC Line Select Key R3 legend shows enlarged and in cyan with
a cyan right-facing caret (>) whenever a TCAS format is active on the
display. When a TCAS display is not active the legend shows smaller
and in white with a cyan right-facing caret (>).
The optional TCAS Only format is available only on the MFD. Refer
to the PFD/MFD — TCAS Traffic Displays section of this guide for
additional information on the TCAS Only format.
RULES:
• The TCAS Traffic overlay can be added only to the MFD Rose, Arc,
and PPOS Map.
• The TCAS Traffic overlay is incompatible with the MFD Plan Map,
GWX, Electronic Charts, Maintenance, and FMS Remote Text
formats. If any of these formats are in view on the MFD when the
TCAS Traffic overlay is selected, the TCAS Only format shows
instead.
CHECKLIST:
1 Momentarily push the TFC Line Select Key R3 on

the MFD to select the TCAS Traffic overlay.
1st Edition
20-42 25 Aug 05
Raytheon King Air ADC Reversion
NOTE
N
When the TFC Line Select Key R3 is pushed for
more than 1 second on the MFD, the TCAS Only
format with a 10 nmi range shows on the AFD.
NOTE
N
On the MFD, when TCAS is reporting a
Resolution Advisory (RA) or a Traffic Advisory
(TA) and TCAS is not in view with a range less
than 50 nmi selected, an inverse video cyan
box shows around the TFC Line Select Key R3
legend. In this case, the first push of the TFC
Line Select Key R3 automatically selects the
TCAS Only format.
2 A second push of the TFC Line Select Key R3

removes the TCAS Traffic overlay and the TCAS
Only formats.
POST CONDITIONS:
The TCAS Traffic overlay shows on the AFD.
ADC REVERSION
RATIONALE:
ADC reversion is used to select the cross-side Air Data Computer
(ADC) as the source for air data if the on-side (primary) source fails.
1st Edition
25 Aug 05 20-43
ADC Reversion Raytheon King Air
SUMMARY:
Dual air data systems on the airplane provide two independent air data
sources. In the event the on-side ADC fails, ADC reversion switches
the air data source for the PFDs and MFD from the on-side ADC to
the cross-side ADC. When ADC reversion is selected, one ADC is the
common source for processed air data for all displays.
CHECKLIST:
1 Set the remote ADC reversion switch to select the

still-valid air data source.
CAUTION
C
Autopilot and/or Yaw Damper operation may be
impaired during ADC reversion.
2 Confirm that an ADC reversion caution flag shows

on the PFDs.
• When the pilot-side ADC is the common source of
air data, an ADC1 caution flag shows to the left
of the PFD airspeed indicator.
• When the copilot-side ADC is the common source
of air data, an ADC2 caution flag shows to the left
of the PFD airspeed indicator.
POST CONDITIONS:
While air data reversion is selected, an ADC reversion caution flag
(ADC1 or ADC2) is sown on the PFDs to indicate the selected source.
When the condition requiring ADC reversion no longer exists, return
the ADC reversion switch to NORM and check that the ADC reversion
1st Edition
20-44 25 Aug 05
Raytheon King Air AHS Reversion
AHS REVERSION
RATIONALE:
Attitude Heading System (AHS) reversion is used to select the
cross-side Attitude Heading Computer (AHC) as the source for attitude
and heading data if the on-side (primary) source fails.
SUMMARY:
Dual AHCs provide two independent attitude and heading data sources.
In the event the on-side AHC fails, attitude/heading reversion selects the
cross-side AHC as the attitude/heading source for the flight display(s).
Upon selection of AHC reversion, on-side AHC data is replaced with
AHC data from the cross-side, making the cross-side AHS the common
attitude/heading source. An optional non-Rockwell Collins Laseref V
Inertial Reference System (IRS) is available as a reversionary attitude
source.
RULES:
• Automatic disconnect of the Autopilot and Yaw Damper does not
occur strictly as a result of AHS reversion. However, normal FGS
monitors remain active and the FGS will disconnect if the AHS
sources violate AHS monitors.
• Common-source AHS data to the FGS is forbidden. AHS reversion
does not remove AHS data from the FGS.
CHECKLIST:
1 Select AHC reversion via the remote AHS reversion

switch.
2 Confirm that an AHS reversion caution flag shows

on the PFDs.
• When the pilot-side AHC is the common source
of attitude/heading data, an AHS1 caution flag
shows to the left of the PFD airspeed indicator.
1st Edition
25 Aug 05 20-45
PFD Reversion Raytheon King Air
• When the copilot-side AHC is the common source

of attitude/heading data, an AHS2 caution flag
shows to the left of the PFD airspeed indicator.
POST CONDITIONS:
CAUTION
C
While attitude/heading reversion is selected, pitch and roll should
frequently be compared on the PFD with pitch and roll on the
standby attitude instruments.
While attitude/heading reversion is selected, an AHS reversion caution

flag (AHS1 or AHS2) shows on the PFDs to indicate the selected source.
When the condition requiring AHS reversion no longer exists, return
the AHS reversion switch to NORM and check that the AHS reversion
PFD REVERSION
RATIONALE:
In the event of an MFD failure, PFD reversion is used to show a
combined PFD and MFD format that adds MFD functionality to the PFD.
SUMMARY:
If the MFD fails, PFD reversion allows both PFDs to be reconfigured
to function as a combined PFD and MFD. When the display reversion
switch is set to the PFD position, the MFD is turned off and the PFD
becomes a combined PFD/MFD. The PFD attitude, altitude, airspeed,
vertical speed, and FGS displays remain at their normal size but are
shifted downward to allow engine information to show, while navigation
formats are compressed. Controls and messages do not change for the
combined PFD/MD display.
CHECKLIST:
1 Set the remote display reversion switch to the PFD

position.
1st Edition
20-46 25 Aug 05
Raytheon King Air MFD Reversion
NOTE
N
When the display reversion switch is set to the
PFD position, the MFD is turned off.
2 Verify the PFDs switch(es) to the combined

PFD/MFD format.
POST CONDITIONS:
The PFDs are now reconfigured to the combined PFD/MFD format.
MFD REVERSION
RATIONALE:
In the event of a pilot PFD failure, MFD reversion is used to show a
combined PFD and MFD format that adds PFD functionality to the MFD.
SUMMARY:
If the pilot PFD fails, MFD reversion allows the MFD to be reconfigured
to function as a combined PFD and MFD. When the display reversion
switch is set to the MFD position, the pilot PFD is powered-down and
the MFD becomes a combined PFD/MFD. The engine information
display remains, the navigation display is compressed, and normal-size
PFD attitude, altitude, airspeed, vertical speed, and FGS displays
are added. Controls and messages do not change for the combined
PFD/MD display.
RULES:
The MFD cannot be reconfigured to act as the copilot PFD if the copilot
PFD fails.
CHECKLIST:
1 Set the display reversion switch to the MFD position.
1st Edition
25 Aug 05 20-47
Display Dimming Raytheon King Air
NOTE
N
When the display reversion switch is set to the
MFD position, the pilot PFD is turned off.
2 Verify the MFD switches to the combined PFD/MFD

format.
POST CONDITIONS:
The MFD is now reconfigured to the combined PFD/MFD format.
DISPLAY DIMMING
RATIONALE:
The crew can manually adjust the intensity level of each electronic flight
display.
SUMMARY:
An external display dimmer control provides a common adjustment
for the intensity level of all flight displays. However, in some ambient
conditions, the external dimmer may not adequately adjust the
brightness level for individual displays. The BRT-DIM rocker switch
mounted in the lower right corner of each display bezel is used to
manually adjust each display’s intensity level in case the external
dimmer control fails or malfunctions.
RULES:
Once the initial display adjustment procedure described below has
been performed, the remote display dimmer control may be adjusted
as necessary to set desired display brightness levels to suit flight deck
lighting conditions and crew preference.
1st Edition
20-48 25 Aug 05
Raytheon King Air Display Dimming
CHECKLIST:
1 Cover the light sensor in the lower left corner of the

display for at least 20 seconds and keep the sensor
covered through the entire procedure.
2 Move the remote display dimmer control

counterclockwise to the full dim position.
3 Push the DIM portion of the BRT/DIM rocker switch

until the display is barely visible.
4 Move the remote display dimmer control clockwise

until the desired intensity level is reached.
5 Uncover the AFD light sensor.
1st Edition
25 Aug 05 20-49
Raytheon King Air
1st Edition
20-50 25 Aug 05
Pro Line 21 with Optional IFIS RTU OPERATION
TABLE OF CONTENTS
Title Page
Introduction ..................................................................................... 21-1
General RTU Tuning ...................................................................... 21-1
COM Operation .............................................................................. 21-4
NAV Operation ............................................................................. 21-10
ADF Operation ............................................................................. 21-15
HF Operation ................................................................................ 21-19
ATC Operation .............................................................................. 21-27
TCAS II Operation ........................................................................ 21-31
Cross-side Tuning ........................................................................ 21-34
Reversionary Tuning .................................................................... 21-35
HSI Display and Back-Up Tuning (optional) ................................. 21-36
1st Edition
25 Aug 05 i
RTU OPERATION Pro Line 21 with Optional IFIS
Raytheon King Air
1st Edition
ii 25 Aug 05
RTU OPERATION
INTRODUCTION
The Radio Tuning Unit (RTU) provides the normal means of radio
tuning and provides integrated control input for several combinations of
airplane communications and navigation subsystems. This integrated
control includes the setting of radio frequencies, beacon codes, and
modes of operation.
NOTE
N
An optional TACAN is available. A dedicated control head is
installed for the TACAN transceiver. Refer to appropriate vendor
documentation for specific details on the function and operation
of the TACAN.
GENERAL RTU TUNING

RATIONALE:
The Radio Sensor System (RSS) provides the controls, displays and
sensors for VHF and HF communication, VOR/ILS/DME and ADF
navigation, ATC transponder, and TCAS II surveillance. The pilot-side
and copilot-side RTUs are the primary controllers and each provides
control of the operating frequency, active mode, and self-test functions
of the on-side radios.
SUMMARY:
There are three methods of RTU radio tuning: direct tuning, recall
tuning, and tuning from the preset pages. The RTU can also control
the cross-side radios when cross-side tuning or reversionary tuning is
selected. In some installations the COM radios are automatically tuned
to the emergency frequency 121.5 MHz when the RTU is powered-down
and all tuning capability is lost (emergency COM tuning).
1st Edition
25 Aug 05 21-1
General RTU Tuning Raytheon King Air
CHECKLIST:
1 Radios are directly tuned by changing the active

frequency or code. Active values show in green and
are located on the left side of those subdisplays that
occupy both an active and recall line select key
(COM, NAV, etc.).
2 Radios are recall tuned by setting a frequency or

preset into the recall (right side) display, and then
swapping the active and recall frequencies. This
method of tuning allows the operator to set the
desired frequency prior to tuning, and preserves the
formerly active frequency. The preset frequency
shows in white. Recall tuning is available for COM
and NAV Radios only.
2.1 There are two recall tuning modes, frequency

tuning mode and preset tuning mode.
• Frequency mode is identified by the absence of

a preset below the frequency in the recall (right
side) display area. Preset mode is identified by
the presence of a preset (1-20, RCL, or EMER)
below the frequency in the recall display area.
• To set the recall tuning mode for a particular
radio, push the TUNE MODE line select key on
the associated radio preset page. The active
mode (FREQ or PRESET) shows in cyan and
in large letters below the TUNE MODE label.
1st Edition
21-2 25 Aug 05
Raytheon King Air General RTU Tuning
NOTE
N
The “RCL” preset is automatically generated
when a preset frequency is swapped with
the frequency in the active display. Once
swapped, the formerly active frequency (now
in the recall display) is programmed into the
preset list and labeled the “RCL” (recall)
preset. Once set, the ‘RCL’ frequency may be
reselected at any time by selecting ‘RCL’ from
the preset list. The recall preset is located
between presets 1 and 20 on the preset list.
3 The COM, NAV, and ADF, radios may be tuned to a

preset frequency from the preset pages. To access
a preset page, push the PRESET PAGE line select
key on the desired radio’s main display page.
4 The Emergency COM Tuning feature is available in

some installations. In the event all tuning capability
is lost, the procedure that follows can be used to
tune the VHF COM radios to 121.5 MHz:
4.1 Set the RTU to off with the ON/OFF switch located
on the RTU.
4.2 Remove power from the VHF COM radios.
4.3 Reapply power to the VHF COM radios.

NOTE
N
It is possible that the results described above
may not be obtained in some installations.
1st Edition
25 Aug 05 21-3
COM Operation Raytheon King Air
5 Cross-side tuning is an alternative to the pilot

reaching across and operating the cross-side radios
when the RTUs are operating normally. Push the
dedicated 1/2 function key on the RTU to select
control of the cross-side radios. When both the RTUs
attempt to command the same radio simultaneously,
the pilot-side RTU takes precedence.
6 Reversionary tuning is a method of controlling both

on-side and cross-side radios when the cross-side
radio controller fails. If the cross-side controller
has failed, selecting the 1/2 function key shows the
Cross-Side Radio Tuning Inoperative page. To clear
this page, push the 1/2 function key, or any line
select key. To tune the cross-side radios with a failed
controller (reversionary tuning mode) disable the
failed RTU with the RTU On/Off switch.
COM OPERATION
RATIONALE:
The COM subdisplay on the RTU top level page provides tuning
functions for the on-side COM radio. Other COM control functions are
handled on the COM main display page and COM preset page.
SUMMARY:
The COM subdisplay on the RTU top level page provides basic COM
radio tuning control. The active and recall frequency can be tuned
from the COM subdisplay on the top level page. The active and recall
frequency can also be tuned from the COM main display page. The
COM squelch, 25 kHz tuning, COM self test and COM preset page
access is controlled from the COM main display page.
1st Edition
21-4 25 Aug 05
Raytheon King Air COM Operation
CHECKLIST:
1 The COM radio is directly tuned from the COM

subdisplay on the top level page. The COM can also
be directly tuned from the COM main display page.
1.1 Push the active (left side) COM line select key
to position the tune window around the active
COM frequency.
1.2 Set the desired frequency with the tuning knobs.

The large tuning knob controls the tens and ones
of MHz digits, and the small tuning knob controls
the hundreds, tens and ones of kHz digits.
2 The COM radio can be recall tuned from the COM

subdisplay on the top level page or the COM main
display page.
1st Edition
25 Aug 05 21-5
2.1 The default position for the tune window on the top
level page is around the COM recall frequency,
therefore, it is not necessary to move the tune
window prior to setting the COM recall frequency.
With the tune window around the COM recall
frequency, set the desired frequency with the
tuning knobs. If the tune window is not around the
COM recall frequency push the recall (right side)
COM line select key to position the tune window.
2.2 Push the recall (right side) COM line select key to
swap the active and recall frequencies. If the tune
window is not around the COM recall frequency,
push the recall COM line select key two times,
first to position the tune window around the COM
recall frequency and second to swap the active
and recall frequencies.
1st Edition
21-6 25 Aug 05
NOTE
N
There are two recall tuning modes: frequency
When frequency tuning mode is selected,
the frequency in the recall display can be
manually tuned with the tuning knobs. When
preset tuning mode is selected, the frequency
in the recall display is selected from a list of
presets. The tuning mode is selected from
the preset page and remains until changed
by the pilot.
3 Push the active (left side) COM line select key two
times to show the COM main display page.
4 Push the SQUELCH line select key on the COM

main display page to set the COM squelch to ON
or OFF. The selected state (ON or OFF) shows in
cyan and in large letters. When SQUELCH OFF is
selected, the message SQ OFF shows in cyan on
the COM subdisplay on the top level page on the
COM preset page.
1st Edition
25 Aug 05 21-7
5 Push the KNOB SEL line select key on the COM

main display page to select 25 kHz tuning. The
selected state (8.33 or 25) shows in cyan and in large
digits. When the default (8.33 kHz) is overridden
by this switch, the message 25 SEL shows on all
COM pages.
• The default setting at power-up for the 8.33 kHz

capable RTUs is 8.33 kHz. If 25 kHz resolution
is desired, it must be selected.
• VHF COM frequencies show as six digits when
8.33 kHz is selected and by five digits when 25
kHz mode is selected.
• There are no 8.33 kHz channels above 136.992
MHz. The last ‘channel name’ is 136.990 which is
an actual frequency of 136.9917 MHz. Therefore,
while the RTU is in the frequency range of
137.000 to 151.975 MHz, the unit behaves the
same as a 25 kHz only unit.
6 Push the TEST line select key on the COM main

display page to activate the COM self-test. When
active the message TEST shows in cyan and in
large letters. The COM self-test remains active for
10 seconds.
7 Preset tuning mode is identified by the presence of a

preset (1-20, RCL, or EMER) below the frequency in
the recall display. To set preset tuning mode:
1st Edition
21-8 25 Aug 05
7.1 Push the active (left side) COM line select key two
times to show the COM main display page.
7.2 Push the PRESET PAGE line select key to show

the COM preset page.
7.3 Push the TUNE MODE line select key on the

preset page. The active selection (PRESET)
shows in cyan and in large letters below the TUNE
MODE label.
NOTE
N
The ‘RCL’ preset is automatically generated
when a preset frequency is swapped with
the frequency in the active display. Once
swapped, the formerly active frequency (now
in the recall display) is programmed into
the preset list and labeled the ‘RCL’ (recall)
preset. Once set, the ‘RCL’ frequency may be
reselected at any time by selecting ‘RCL’ from
the preset list. The recall preset is located
between presets 1 and 20 on the preset list.
1st Edition
25 Aug 05 21-9
NAV Operation Raytheon King Air
8 Push the PRESET PAGE line select key on the

COM main display page to show the COM preset
page. Nineteen COM presets are available for
programming on five COM preset pages.
NOTE
N
Preset 20 is permanently programmed to the
emergency frequency (121.5 MHz) and is
identified by the EMER label.
8.1 If the tune window is not around the preset page

number (R3), push the PAGE line select key to
position the tune window around the preset page
number.
8.2 Operate the tuning knobs to select the desired

preset page (1-5).
9 Push the line select key adjacent to the desired

preset (1-19) to position the tune window around the
selected preset frequency.
10 Set the desired frequency with the tuning knobs.
11 Push the RETURN line select key to show the RTU

top level page.
NAV OPERATION
RATIONALE:
The NAV subdisplay on the RTU top level page provides tuning
functions for the on-side NAV receiver. Other NAV control functions are
handled on the NAV main display page and NAV preset page.
1st Edition
21-10 25 Aug 05
Raytheon King Air NAV Operation
SUMMARY:
The NAV subdisplay on the RTU top level page provides basic NAV
receiver tuning control. The active and recall frequency can be tuned
from the NAV subdisplay on the top level page. The active and
recall frequency can also be tuned from the NAV main display page.
Independent DME tuning, marker beacon sensitivity, NAV self-test, and
preset page access is controlled from the NAV main display page.
CHECKLIST:
1 The NAV radio is directly tuned from the NAV

subdisplay on the top level page. The NAV can also
be directly tuned from the NAV main display page.
1.1 Push the active (left side) NAV line select key
to position the tune window around the active
NAV frequency.
2 The NAV radio can be recall tuned from the NAV

subdisplay on the top level page or the NAV main
display page.
2.1 With the tune window around the NAV recall

frequency, set the desired frequency with the
tuning knobs.
2.2 Push the recall (right side) NAV line select key to
window is not around the NAV recall frequency,
push the recall NAV line select key two times,
first to position the tune window around the NAV
1st Edition
25 Aug 05 21-11
NOTE
N
by the operator.
3 The FMS AUTOTUNE feature can tune the NAV

(VOR and DME) radio through the RTU. The FMS is
allowed to automatically tune the VOR receiver(s)
whenever the NAV is not the active Nav Source
and the associated DME is not in HOLD. The FMS
autotune commands are preempted when the pilot
tunes the radios with the RTU. Push the line select
key adjacent to the DME-Hold frequency to position
the tune window around DME-Hold frequency. Push
the line select key adjacent to RMT TUNE ON/OFF
(L2) to toggle FMS AUTOTUNE feature on and off.
4 Push the active (left side) NAV line select key two
times to show the NAV main display page.
1st Edition
21-12 25 Aug 05
Raytheon King Air NAV Operation
5 Push the dedicated DME-Hold button on the RTU

to select DME Hold (push-on/push-off). When the
DME is in the hold state and independent DME
tuning is enabled by the configuration, the DME hold
frequency shows below the NAV active frequency.
5.1 Push the line select key adjacent to the active

NAV frequency (L1) two times. The first push
positions the tune window around the active Nav
frequency and the second push moves the tune
window to the DME hold frequency.

When the DME hold frequency is invalid the
display changes to DME – –.
6 Push the MKR SENS line select key to set the

sensitivity level. The active state (LO or HI) shows in
cyan and in large letters. When the sensitivity level
is set to HIGH, MK-HI shows in cyan on the NAV top
level subdisplay and the NAV preset pages.
7 Push the TEST line select key to activate the

NAV/DME self-test. The NAV self-test is active for 10
seconds. When active, the TEST identifier shows in
cyan and in large letters. If inhibited from entering
test, INHIBITED shows below the TEST identifier
and the TEST line select key is disabled.
8 Push the PRESET PAGE line select key to show

the NAV preset page. Nineteen NAV presets are
available for programming on five NAV preset pages.
1st Edition
25 Aug 05 21-13

number.

preset page (1-5).


top level page.
1st Edition
21-14 25 Aug 05
Raytheon King Air ADF Operation
ADF OPERATION
RATIONALE:
The Automatic Direction Finder (ADF) subdisplay is located next to line
select key R3 on the RTU top level page when TCAS is not installed.
The ADF subdisplay is located on the RTU second top level page when
TCAS is installed. The ADF subdisplay provides tuning functions for the
on-side ADF receiver. Other ADF control functions are handled on the
ADF main display page and ADF preset page.
SUMMARY:
The ADF subdisplay on the RTU top level page provides basic ADF
receiver tuning control. When the ADF subdisplay is on the RTU second
top level page active and recall frequency tuning is available. The active
and recall frequency can be tuned from the ADF main display page.
The ADF mode ADF or ANT, BFO feature, ADF self-test, and preset
page access is controlled from the ADF main display page.
CHECKLIST:
1 The ADF receiver is directly tuned from the ADF

subdisplay. The ADF can also be directly tuned from
the ADF main display page.
1.1 Push the NEXT PAGE line select key on the RTU
top level page to show the second top level page.
1.2 Push the ADF line select key to position the tune
window around the active ADF frequency.
1st Edition
25 Aug 05 21-15
ADF Operation Raytheon King Air
2 The ADF radio is recall tuned from the ADF top level
page when TCAS is installed and from the ADF main
display page.
2.1 Push the ADF line select key two times on the
RTU second top level page to show the ADF main
display page.
2.2 Push the recall (right side) ADF line select key to
window is not around the ADF recall frequency,
push the recall ADF line select key two times,
first to position the tune window around the ADF
1st Edition
21-16 25 Aug 05
Raytheon King Air ADF Operation
NOTE
N
by the operator.
3 Push the active (left side) ADF line select key two
times to show the ADF main display page.
4 Push the MODE line select key to set ADF or ANT

mode. The active state (ANT or ADF) shows in cyan
and in large letters. When ANT (antenna) mode is
selected, the message ANT shows in cyan on the
ADF subdisplay on the second top level page and
on the ADF preset page.
5 Push the BFO line select key to set the Beat

Frequency Oscillator feature to ON or OFF. The
selected state shows in cyan and in large letters.
When BFO is set to ON, the message BFO shows in
cyan on the ADF subdisplay on the second top level
page and the ADF preset page.
1st Edition
25 Aug 05 21-17
ADF Operation Raytheon King Air
6 Push the TEST line select key to activate the ADF

self-test. The ADF self-test is active for 10 seconds.
When active, the message TEST shows in cyan
and in large letters. For on-side radios a two digit
hexadecimal diagnostic code and the message
CODE show below the TEST message. If inhibited
from entering test, the message INHIBITED shows
below the TEST message the TEST line select key
is disabled.
7 Push the PRESET PAGE line select key on the ADF

main display page to show the ADF preset page.
Twenty ADF presets are available for programming
on five ADF preset pages.
NOTE
N
In ADF installations with one of the extended
ADF frequency ranges, preset 20 is permanently
programmed to the emergency frequency of
2182.0 kHz. The emergency preset is identified
by the message EMER.

number.
1st Edition
21-18 25 Aug 05
Raytheon King Air HF Operation

preset page (1-5).


top level page.
HF OPERATION
RATIONALE:
The HF subdisplay on the second top level page provides tuning
functions for the on-side HF transceiver. Other HF control functions are
handled on the HF main display page and HF preset page.
SUMMARY:
The HF subdisplay on the second top level page provides basic HF
transceiver tuning control. The active and recall frequency can be tuned
from the HF subdisplay on the second top level page. The active and
recall frequency can also be tuned from the HF main display page.
Simplex/Duplex mode, power level, and HF self-test functions are
controlled from the HF main display page. Simplex or Duplex mode
selection and the HF self-test feature is controlled from the HF preset
page.
1st Edition
25 Aug 05 21-19
HF Operation Raytheon King Air
CHECKLIST:
1 There are four HF tuning modes: frequency tuning

mode, preset tuning mode, emergency tuning mode,
and maritime tuning mode (optional). The tuning
mode is set on HF preset page. To access the HF
preset page:
1.1 Push the PRESET PAGE line select key on the HF

main display page to show the HF preset page.
1.2 Push the TUNE line select key on the PRESET

page to select the HF tuning mode. The active
mode shows in cyan and in large letters.
1.3 Push the RETURN line select key to show the

RTU top level page.
2 Perform the steps that follow to directly tuning an HF

simplex frequency from the HF subdisplay on the
second top level page.
2.1 Push the NEXT PAGE line select key on the top
level page to show the second top level page.
2.2 Push the line select key next to the active HF

frequency (L1) to position the tune window around
the squelch setting.
1st Edition
21-20 25 Aug 05
2.3 Set the HF squelch level with the small tuning

knob.
2.4 Operate the large tuning knob clockwise to move

the tune window from the squelch setting to
the frequency digits. The tune window initially
surrounds both the tens and ones of MHz digits
and each individual digit thereafter.
2.5 Operate the small tuning knob to set the frequency.

HF simplex (and half duplex) frequencies can be
tuned in 100 Hz steps to values within the range
of 2.0000 and 29.9999 MHz.
2.6 Operate the large tuning knob clockwise to

move the tune window from the frequency to the
emission mode.
2.7 Operate the small tuning knob to set the emission

mode (UV, LV, or AM).
1st Edition
25 Aug 05 21-21
3 Perform the steps that follow to recall tune a preset

frequency from the HF subdisplay on the second
top level page.
NOTE
N
Preset tuning mode is identified by the presence
of a preset number (1–20) below the frequency
in the recall display (R1). Recall tuning involves
setting the desired into the recall (right side) and
then swapping the active and recall frequencies.
3.1 Set PRESET tuning mode on the HF preset page

as described in step 1 of this checklist.
3.2 With the tune window around the recall preset, set
the desired preset with the tuning knobs. If the
tune window is not around the recall preset, push
the recall (top right) line select key to position the
tune window around the HF recall preset.
1st Edition
21-22 25 Aug 05
3.3 When the frequency in the recall display is

needed, push the recall (right side) HF line select
key to swap the active and recall frequencies. If
the tune window is not around the recall preset,
push recall HF line select key two times. Once to
position the tune window around the HF recall
preset and twice to swap the active and recall
frequencies.
4 Perform the steps that follow to directly tune an HF

emergency channel from the HF main display page.
4.1 Set EMER tuning mode on the HF preset page as

described in step 1 of this checklist.
4.2 Push the active (left side) HF line select key two
times to show the HF main display page.
4.3 Push the active (left side) HF line select key

to position the tune window in active HF field.
The tune window initially surrounds the squelch
setting.
1st Edition
25 Aug 05 21-23
4.4 Operate the small tuning knob to set the HF

squelch level (SQ0, SQ1, SQ2, or SQ3).
4.5 Operate the large tune knob clockwise to move

the tune window from the squelch setting to the
emergency channel.
4.6 Operate the small tune knob to set the desired

channel (1-6).
5 Perform the steps that follow to recall tune an HF

Maritime (ITU) channel from the HF subdisplay on
the top level page.
NOTE
N
Maritime tuning mode may or may not be
available depending on the installation.
5.1 Set MAR (maritime) tuning mode on the HF preset

page as described in step 1 of this checklist.
1st Edition
21-24 25 Aug 05
5.2 If the tune window is not around the HF preset

channel, push the recall (top right) line select key
to position the tune window around the recall ITU
channel.
5.3 Operate the small tune knob to set the desired

channel.
5.4 Operate the large tune knob to move the tune

window through the channel digits.
NOTE
N
Channels are selected from the ranges
that follow: 401-429, 601-608, 801-837,
1201-1241, 1601-1656, 1801-1815,
2201-2253, and 2501-2510.
5.5 Push the recall (top right) line select key to swap
the active and recall channels. If the tune window
is not around the HF recall channel, push the recall
HF line select key two times, once to position the
tune window around the recall channel and twice
to swap the active and recall channels.
6 Push the active (left side) HF line select key two

times to show the HF main display page.
1st Edition
25 Aug 05 21-25
6.1 Push the POWER line select key to set the HF

power to LO, MED, or HIGH. The active state
shows in cyan and in large letters.
6.2 Push the SIMPLEX/DUPLEX line select key to set

Simplex or Half Duplex mode for the frequency
surrounded by the tune window. The active state
6.3 Push the TEST line select key to initiate the HF

self-test. When active, the message TEST shows
in cyan and in large letters. The message IN
TEST shows in place of the active HF frequency,
and (for on-side radios) a six digit hexadecimal
diagnostic code and CODE identifier show below
the TEST message. When the HF test is active,
no HF settings may be changed until the test is
complete (approximately 40 seconds).
7 Perform the steps that follow to program an HF

preset.
7.1 Push the PRESET PAGE line select key on the HF

main display page to show the HF preset page.
1st Edition
21-26 25 Aug 05
Raytheon King Air ATC Operation

number.
7.3 Operate the tune knobs to select the desired

preset page (1-7).
7.4 Push the line select key adjacent to the desired

preset (1-20) to position the tune window around
the selected preset frequency.
7.5 Push the SIMPLEX/DUPLEX line select key to set

Simplex or Half Duplex mode for the frequency
surrounded by the tune window. The active state
7.6 Operate the tune knobs to set the desired

frequency.
7.7 Operate the large tune knob to set the desired

emission mode (LV, UV, or AM).

top level page.
ATC OPERATION
RATIONALE:
The ATC subdisplay on the RTU top level page provides tuning
functions for the active ATC Transponder. Other ATC control functions
are handled on the ATC main display page.
1st Edition
25 Aug 05 21-27
ATC Operation Raytheon King Air
SUMMARY:
The ATC subdisplay on the RTU top level page provides control of
the ATC code. When the optional Flight ID capable Transponder is
installed, the Flight ID code shows on the RTU top level page. The
active and recall ATC code can be set from the ATC main display page.
The ATC ident code for the active transponder is set from the ATC
subdisplay on the top level page. The same ATC transponder display
(ATC1 or ATC2) shows on both RTUs. The ATC1/ATC2 and ON/STBY
selections are set on the ATC main display page. Mode C operation
and ATC self-test feature are controlled from the ATC main display
page. When the optional Flight ID capable Transponder is installed, the
Flight ID is set from the ATC main display page.
CHECKLIST:
1 The ATC Ident code is set from the ATC subdisplay

on the RTU top level page.
NOTE
N
The subdisplay for the active transponder shows
on the pilot-side and copilot-side top level page.
The main display page for the active transponder
(ATC1 or ATC2) is available for display on the
pilot side and copilot-side RTU.
1st Edition
21-28 25 Aug 05
Raytheon King Air ATC Operation
1.1 Push the line select key adjacent to the ATC

subdisplay on the RTU top level page (L3). This
action positions the tune window around the
active ATC ident code.
1.2 Operate the tuning knobs on the RTU to set the

desired ATC ident code.
2 The standby/recall ATC IDENT code is set from the

ATC main display page.
2.1 Push the ATC line select key two times on the
RTU top level page to show the ATC main display
page.
2.2 Push the recall ATC line select key to two times to
swap the active and recall codes.
3 Push the line select key adjacent to the ATC1 ATC2

selection (L2) on the ATC main display page to set
the desired state. The active transponder (ATC1 or
ATC2) shows in larger cyan text on the ATC main
display page.
1st Edition
25 Aug 05 21-29
ATC Operation Raytheon King Air
4 Push the line select key adjacent to FLT ID to position

the tune window. Operate the tuning knobs to set the
desired FLT ID code. To swap the active and recall
FLT ID codes, push the FLT ID line select key twice.
5 Push the line select key adjacent to the ALT ON/OFF

selection (R2) on the ATC main display page to set
the desired state. The active state (ON or OFF)
shows in larger cyan text. When ALT reporting is set
to ON, the four most significant digits of the altitude
readout (to the nearest 100 feet) show on the ATC
main display page. If the transponder is not reporting
an altitude, the readout is dashed (ALT ----). When
altitude reporting is set to OFF, the message ALT
OFF shows in cyan on the ATC subdisplay.
6 Push the line select key adjacent to the ON STBY

selection (L3) on the ATC main display page to set
the desired state. The selected state shows in cyan
and in large letters. When STBY is selected, the
legend STBY shows in cyan on the ATC subdisplay
on the top level page and the ATC code shows in
white.
7 Push the line select key adjacent to the TEST

selection (R3) on the ATC main display page to
select the ATC self-test. The message TEST shows
in cyan and in large letters when the ATC test is
active. For on-side radios a two digit hexadecimal
diagnostic code and CODE message show below
the TEST message.
8 Push the IDENT function key on the RTU front panel

to initiate the ATC ident feature. The message ID
shows in cyan on ATC subdisplay and ATC main
display page when the IDENT feature is active.
1st Edition
21-30 25 Aug 05
Raytheon King Air TCAS II Operation
TCAS II OPERATION
RATIONALE:
The TCAS II mode is set from the TCAS subdisplay on the RTU top
level page. Other TCAS II control functions are handled on the TCAS
main display page.
SUMMARY:
The TCAS subdisplay on the RTU top level page provides control of the
TCAS II mode. The TCAS II altitude mode, OT (other traffic) on/off, OT
altitude volume, and TCAS II self-test functions are controlled from the
TCAS main display page. Identical control selections are presented
on both RTUs.
CHECKLIST:
1 The TCAS II mode is set from the TCAS subdisplay

on the RTU top level page.
1.1 Push the line select key adjacent to the TCAS

subdisplay on the RTU top level page (R3). This
action positions the tune window around the
TCAS II mode.
1st Edition
25 Aug 05 21-31
TCAS II Operation Raytheon King Air
1.2 Operate the tuning knob to set the desired TCAS

II mode. The available modes are TA/RA, TA
ONLY, and STBY. The active mode shows in cyan
and in large letters.
2 The TCAS II mode can also be set from the TCAS

main display page.
2.1 Push the TCAS line select key two times on the
RTU top level page to show the TCAS main
display page.
2.2 Push the line select key adjacent to the TCAS

mode (L1) to set the desired TCAS II mode.
The available modes are TA/RA, TA ONLY, and
STBY. The active mode shows in cyan and in
large letters.
3 Push the ALT line select key on the TCAS main

display page to set the desired altitude mode. The
available modes are Relative (REL) and Absolute
(ABS). The active mode shows in cyan and in large
letters.
1st Edition
21-32 25 Aug 05
Raytheon King Air TCAS II Operation
4 Push the TRAFFIC line select key on the TCAS main

display page to set other traffic (non-threat traffic) to
ON (all traffic) or OFF (threat traffic only). The active
state shows in cyan and in large letters.
5 Push the ABOVE line select key (R1) to set the

Other Traffic (OT) altitude window from 9900 feet
above to 2700 feet below own airplane altitude
(push-on/push-off). Push the BELOW line select
key right to set the OT altitude window 9900 feet
below to 2700 feet above own airplane altitude
(push-on/push-off).
NOTE
N
NORMAL mode sets the OT (other traffic)
altitude window from 2700 feet above to 2700
feet below own airplane altitude. NORMAL mode
is selected when neither ABOVE or BELOW
mode is selected.
NOTE
N
With both the ABOVE and BELOW selected the
OT altitude window is set from 9900 feet above
to 9900 feet below own airplane altitude.
6 Push the TEST line select key on the TCAS main

display page to activate the TCAS II self-test.
The TCAS II self-test routine takes approximately
10 seconds to complete. During that time the
TCAS-4000 self-test routine tests the following:
• TCAS II receiver-transmitter
• Mode S transponder(s)
• TCAS II antennas
• Radio altimeter input
• Heading data input
• TCAS II displays.
1st Edition
25 Aug 05 21-33
Cross-side Tuning Raytheon King Air
During the self-test the MFD traffic display and PFD

vertical speed scale display test patterns. The MFD
test pattern includes the four types of traffic symbols.
The messages TCAS TEST (white) and TCAS FAIL
(yellow) also show on the MFD. Red and green
vertical speed advisory bands show on the PFD
vertical speed scale. The message TCAS TEST
(white) shows in below the vertical speed scale.
After successful completion of the test, the system

returns to the selected operating modes and the
audio message TCAS SYSTEM TEST OK is
broadcast over the flight deck audio system. If the
set operating mode is not STBY, TCAS II traffic and
resolution advisories are available for display in
approximately 5 seconds.
If a fault is detected in the TCAS II self-test, the

message TCAS FAIL shows in yellow on the PFD
and MFD and the audio message TCAS SYSTEM
TEST FAIL is broadcast over the flight deck audio
system.
NOTE
N
Depending on the system installation, self-test
operation may be prevented when the airplane
is airborne.
CROSS-SIDE TUNING
RATIONALE:
Cross-side tuning is an alternative to the pilot reaching across the
pedestal to operate the cross-side radio controller.
SUMMARY:
When both radio controllers (CDU and RTU) are operating normally,
the on-side controller can be used to tune the cross-side radios. The
dedicated 1/2 button on the RTU front panel is used to select control of
the cross-side radio suite.
1st Edition
21-34 25 Aug 05
Raytheon King Air Reversionary Tuning
CHECKLIST:
1 Push the 1/2 button on the on-side RTU to select

control of the cross-side radio suite.
NOTE
N
When both radio controllers attempt to command
the same radio simultaneously, the pilot-side
radio controller takes precedence.
POST CONDITIONS:
The cross-side labels (COM1, NAV1, etc.) change color from green to
yellow to denote cross-side.
REVERSIONARY TUNING
RATIONALE:
Reversionary tuning is used to recover full tuning control of the
cross-side radio suite in the event of a cross-side radio controller failure.
SUMMARY:
Powering-down the CDU enables reversionary tuning by the RTU. In
reversionary mode, the RTU has full tuning control of the cross-side
(and on-side) radios suite. Powering-down the CDU in single-FMS
installations will disable all FMS functions and control.
CHECKLIST:
1 Perform the steps that follow to operate the

cross-side radios when the cross-side radio
controller is failed.
1.1 Select RTU ONLY on the remote-mounted

installer-supplied reversionary tuning switch.
1st Edition
25 Aug 05 21-35
HSI Display and Back-Up Tuning (optional) Raytheon King Air
1.2 Use the dedicated 1/2 button the non-failed RTU

to operate both the on-side and cross-side radios.
POST CONDITIONS:
When operating the cross-side radios the cross-side radio labels
(COM1, NAV1, etc.) show in yellow on the on-side to denote cross-side
radios. Powering-down the CDU in single-FMS installations will disable
all FMS functions and control.
HSI DISPLAY AND BACK-UP TUNING

(OPTIONAL)
RATIONALE:
A backup HSI page is available for display on the left RTU. The pilot can
tune the COM1, NAV1 and ATC1 transponder from the HSI page while
navigating using the HSI. The HSI page is primarily used to continue
navigating should this capability be lost by the EFIS. Only the pilot-side
radios (COM1, NAV1, etc.) can be tuned via the HSI page.
SUMMARY:
The familiar HSI elements include the compass rose, course pointer,
to/from pointer, lateral deviation bar and scale and vertical deviation
pointer and scale. The course can be set on the HSI page similar to
EFIS. The active frequency/channels for the on-side COM, NAV and
ATC radios shows along with the HSI. Tuning control for the COM,
NAV and ATC radios is similar to that on the top level page and main
display pages.
CHECKLIST:
1 Push the HSI line select key on the RTU second

top level page to show the HSI page. A flight deck
mounted HSI switch can also be used to show the
HSI page.
1st Edition
21-36 25 Aug 05
Raytheon King Air HSI Display and Back-Up Tuning (optional)
NOTE
N
Refer to the RTU HSI section of the guide for
additional information on the RTU HSI page.
2 Perform the steps that follow to tune the COM, NAV,

or ATC transponder from the HSI page.
2.1 Push the line select key next to the desired radio
to position the tune window.
2.2 Operate the tune knobs to set the desired

frequency.
3 Perform the steps that follow to select the course.
3.1 Push the line select key next to the CRS readout
to position the tune window.
3.2 Operate the tune knobs to set the desired course.
1st Edition
25 Aug 05 21-37
Raytheon King Air
1st Edition
21-38 25 Aug 05
Pro Line 21 with Optional IFIS MENUS AND DISPLAYS
TABLE OF CONTENTS
Title Page
Adaptive Flight Display ................................................................... 22-1
Cursor Control Panel ...................................................................... 22-3
Control Display Unit ...................................................................... 22-11
Display Control Panel ................................................................... 22-18
Flight Guidance Panel .................................................................. 22-22
Remote Switches ......................................................................... 22-26
PFD – Flight Guidance System Displays ..................................... 22-32
PFD – Airspeed ............................................................................ 22-45
PFD – Attitude .............................................................................. 22-59
PFD – Altitude .............................................................................. 22-63
PFD – Vertical Speed ................................................................... 22-77
PFD – TCAS II RA Fly-To Commands ......................................... 22-81
PFD – Preselect NAV Source (FMS Nav-to-Nav) ......................... 22-84
PFD – Time/Air Temp/COM/ATC .................................................. 22-87
PFD – References Menu .............................................................. 22-90
MFD – Engine Indicating System ................................................ 22-93
MFD – FMS Plan Map ................................................................ 22-110
MFD – GS/TAS/Air Temps .......................................................... 22-116
PFD/MFD – Bearing Pointers ..................................................... 22-118
PFD/MFD – Heading Displays ................................................... 22-123
PFD/MFD – Course Deviation & To/From .................................. 22-127
PFD/MFD – Navigation Source .................................................. 22-135
PFD/MFD – FMS PPOS Map ..................................................... 22-141
1st Edition
25 Aug 05 i
MENUS AND DISPLAYS Pro Line 21 with Optional IFIS
Title Page
PFD/MFD – Weather Radar Overlay .......................................... 22-150
PFD/MFD – Lightning Overlay ................................................... 22-164
PFD/MFD – TCAS Traffic Displays ............................................ 22-167
PFD/MFD – Terrain Overlay and Alerts ...................................... 22-180
PFD/MFD – Composite Display ................................................. 22-186
1st Edition
ii 25 Aug 05
Raytheon King Air Adaptive Flight Display
MENUS AND DISPLAYS
ADAPTIVE FLIGHT DISPLAY

Figure 22-1 Adaptive Flight Display
Each Adaptive Flight Display (PFD and MFD) is equipped with Line
Select Keys arranged on the left and right sides of the display to provide
control and selection functions that may or may not be functional
depending on the mode, format, or menu active on the display.
SELECTIONS:
Line Select Keys Four Line Select Keys are provided on

L1 thru L4 the left side of each display for control
and selection functions. These four keys
are referred to (but not actually labeled)
as L1 through L4 (top to bottom).
1st Edition
25 Aug 05 22-1
Adaptive Flight Display Raytheon King Air
Line Select Keys Four Line Select Keys are provided on

R1 thru R4 the right side of each display for control
and selection functions. These four keys
are referred to (but not actually labeled)
as R1 through R4 (top to bottom).
1st Edition
22-2 25 Aug 05
Raytheon King Air Cursor Control Panel
CURSOR CONTROL PANEL

Figure 22-2 Cursor Control Panel
The Cursor Control Panel (CCP) is used to select and control the
optional Integrated Flight Information System (IFIS) functions via MFD
onscreen menus and for checklist control. The IFIS functions include
Electronic Charts, Enhanced Maps and Graphical Weather. Dedicated
controls are provided for chart selection, a joystick for panning and
zooming charts, quick MFD format access keys, and MFD menu
controls. Three quick access keys are used to store and then recall
display format configurations for the MFD.
NOTE
N
IFIS operation is not described in this operator’s guide. For
information on the IFIS, refer to the IFIS-5000 Integrated Flight
Corporate Datalink System CMU-4000/RIU-40X0 Operator’s Guide
(CPN 523-0790499).
SELECTIONS:
MENU ADV Operate the Menu Advance (MENU

ADV) knob to position the menu cursor
around the desired shortcut, menu item,
or alphanumeric entry field. Clockwise
rotation of the knob moves the cursor
down the page; counterclockwise
rotation moves the cursor up the page.
The MENU ADV knob is also used for
checklist control.
1st Edition
25 Aug 05 22-3
Cursor Control Panel Raytheon King Air
PUSH SELECT Push the PUSH SELECT button to select

the item highlighted by the menu cursor.
The PUSH SELECT button is also used
for checklist control.
DATA When data entry mode is active, operate

the DATA knob to move forward through
the characters. With a chart in view,
operate the DATA knob to cycle through
the list of linked charts associated with
the airport identified by the chart in view.
MENU The MENU button shows a context

sensitive top-level menu or completely
closes all active menus.
• The optional Enhanced Maps
(E-maps) features are available on
the MFD PPOS Map and Plan Map
include Geographic and Political
(Geo-pol) Boundaries, Airspace, and
Airways. The E-map features are
controlled via a map menu on the
MFD. With the FMS PPOS map or
Plan map in view on the MFD push the
MENU button on the CCP to show the
MFD map menu. The MFD map menu
legend is PPOS when the PPOS Map
is the active format and PLAN when
the FMS Plan map is the active format.
1st Edition
22-4 25 Aug 05
• The optional Electronic Charts

(E-chart) format provides the capability
to show an electronic chart on the
MFD. The E-charts are selected
automatically by the map source FMS
(if compatible) when a flight plan is
entered. The charts can also be
selected manually by the pilot from
the Chart Main Index. With no chart
menus in view, push the MENU button
on the CCP to show the Chart Main
Index.
• The optional Graphical Weather
(GWX) format provides the capability
to overlay a NEXRAD image onto the
FMS Plan map. The NEXRAD overlay
is selected for display on the Plan Map
with a control located on the MFD
PLAN map menu. With the Plan Map
in view on the MFD, push the MENU
button on the CCP to show the Plan
map menu.
• The optional Graphical Weather
(GWX) format provides the capability
to show graphical and textual
weather information on the MFD. The
desired graphical or textual weather
information is selected for display from
the Graphical Weather Main Menu.
With a GWX image in view on the
MFD, push the MENU button on the
CCP to show the Graphical Weather
Main Menu.
1st Edition
25 Aug 05 22-5
NOTE
N
The E-map, E-chart, and GWX
features are part of the Integrated
Flight Information System (IFIS)
upgrade. For information on the IFIS,
refer to the IFIS-5000 Integrated
Flight Information System Operator’s
Guide (CPN 523-0806347) and
the Corporate Datalink System
CMU-4000/RIU-40X0 Operator’s
Guide (CPN 523-0790499).
ESC Each push of the Escape (ESC) ESC

button backs up one level through the
menu tree until the top level is reached
on the display.
STAT The Status (STAT) button is used to

show a menu of certain MFD formats.
The STAT menu can include the formats
that follow.
• Database Effectivity
• Chart Subscription
• FGS Diagnostics
• Maintenance Main Menu
• File Server Configuration.
1st Edition
22-6 25 Aug 05
MEM Three Memory (MEM) quick-access

buttons are used to store, then recall
display format configurations for the
MFD. Only combinations of split-display
formats, such as Checklist and PPOS
Map, are stored. To store the current
MFD values/states, push one of the three
quick access buttons for more than 3
seconds. The upper format, lower format,
TERR/RDR/LX overlay state, and TFC
overlay state are stored. The messages
that follow are available for display on the
MFD when a store is requested:
• STORE FAULT shows when a fault is

detected that prevents the system from
storing the current MFD values/states.
• STORE shows when a quick access
button is pushed for more than 3
seconds. This message indicates to
the pilot that the button should be
released to complete the STORE
action.
• STORE COMPLETE shows when a
quick access button is released and
the current MFD display parameters
have successfully been stored.
NOTE
N
Full-display formats (such as
E-Charts and FMS Remote Test) are
accessed with dedicated controls
and cannot be stored.
1st Edition
25 Aug 05 22-7
A recall is requested when one of the

quick access buttons on the CCP is
pushed and released in less than 3
seconds. When a set of formats are
recalled using the quick access buttons,
any full formats that are currently in view
are replaced with the appropriate split
view (upper and lower formats). The
messages that follow are available for
display on the MFD when a recall is
requested:
• RECALL COMPLETE shows on

the MFD when the recall action is
complete.
• RECALL FAULT shows on the MFD
when the system attempts to recall a
set of MFD display parameters and
this cannot be achieved due to a fault.
CHART Push the CHART button on the CCP to

show the last E-chart in view.
Orientation When a new chart is selected, the

orientation is set to the default orientation
determined by the chart database. The
first push of the Orientation button
(located below the CHART button on the
CCP) rotates the chart 90°. The second
push rotates the chart back to its original
orientation.
ZOOM The ZOOM button is used to operate XM

GWX and E-charts.
1st Edition
22-8 25 Aug 05
• For XM GWX, selecting the ZOOM

button on the CCP cycles the zoom
level between 1X, 4X, and 16X.
Selecting the ZOOM button when the
currently active zoom level is two
selects zoom level zero. The zoom
level selected when GWX format is
reselected is the last commanded.
The area of the image that is to be
zoomed is contained within the pan
indicator.
• When a new chart is selected,
the chart is initially scaled such
that the width of the chart fills the
display. When the chart is rotated to
landscape, the chart is scaled again to
allow the height of the chart to fill the
display window. Operate the joystick
to move the pan/zoom window to
the area of the chart to be viewed
with the zoom. The first push of the
ZOOM button increases the size of the
previously selected area inside the
pan/zoom window. The second push
of the ZOOM button returns the chart
to full scale.
NOTE
N
The last viewed orientation, zoom
and pan positions are recalled the
next time each chart is selected for
display.
1st Edition
25 Aug 05 22-9
Joystick The joystick is used to operate the

optional IFIS Electronic Charts. For
the IFIS Electronic Charts, operate the
joystick to move the pan/zoom window
to the area of the chart to be enlarged.
When zoomed in, operate the joystick to
bring the area into view. The joystick is
similarly used for pan/zoom indicator for
the optional XM GWX format.
1st Edition
22-10 25 Aug 05
Raytheon King Air Control Display Unit
CONTROL DISPLAY UNIT

Figure 22-3 Control Display Unit
The Control Display Unit (CDU) is a color, LCD-based display with an

integrated keyboard. The display area supports 12 display lines plus a
title line, a scratchpad line, and message line. The keyboard provides
16 function keys plus a full alphanumeric keypad. In addition, the CDU
has 6 Line Select Keys located in the bezel on each side of the display.
The CDU provides integrated control of several combinations of
airplane communications and navigation radio subsystems to include
the setting of radio frequencies, transponder beacon codes, and system
1st Edition
25 Aug 05 22-11
Control Display Unit Raytheon King Air
operating modes. The CDU provides single point control of both on-side
and cross-side radios from the pilot or copilot position. The CDU also
provides a backup display for GPS and engine data.
NOTE
N
The CDU also provides integrated control and interface with
the Flight Management System (FMS). Refer to the FMS-3000
Flight Management System Pilot’s Guide (Collins Part Number
523-0790066) for information on the operation of the FMS.
SELECTIONS:
Line Select Keys There are 6 Line Select Keys located on

each side of the display. Not every Line
Select Key is active for every display or
menu page. Line Select Keys mounted
in the left bezel are generally referred to
from top to bottom as L1 through L6,
while those mounted in the right bezel
are generally referred to from top to
bottom as R1 through R6. Line Select
Keys on the CDU are used in conjunction
with the display and menu pages to:
• Transfer data from the scratchpad to

the appropriate data line
• Copy data from a data line to the
scratchpad
• Select an option, mode, or state from
a menu of available options.
MSG The Message (MSG) key shows and

removes the MESSAGES display page
on the CDU. The MESSAGES page
shows new and old FMS messages.
DIR The Direct (DIR) key selects the DIRECT

function of the FMS.
1st Edition
22-12 25 Aug 05
FPLN The Flight Plan (FPLN) key shows the

FMS FPLN pages.
LEGS The LEGS key shows the FMS LEGS

pages.
DEP ARR The DEP ARR key shows one of the

pages that follows, depending on the
phase of flight:
• DEPART page
• ARRIVAL page
• DEP/ARR INDEX page.
PERF The Performance (PERF) key selects the

FMS Performance function.
MFD MENU The MFD MENU key is used to select

one of two possible MFD options pages
on the CDU. A Map Display options
and Text Display options page can be
selected to show. The options page that
shows is determined by the format that is
active on the MFD. The MAP DISPLAY
menu shows when the FMS Plan Map or
FMS PPOS Map is active on the MFD.
The TEXT DISPLAY menu shows when
a FMS Remote Text page is active on
the MFD.
• The MAP DISPLAY menu provides
a list of various map background
display items the operator may
select for display on the FMS Plan
or PPOS Map. The DISPLAY MFD/
PFD > Line Select Key on the MAP
DISPLAY menu allows the operator to
access either the PFD or MFD map
background data selections without
affecting the other AFD background
items.
1st Edition
25 Aug 05 22-13
• The TEXT DISPLAY menu provides

a list of various FMS text pages and
reports available for display on the
MFD. The DISPLAY MFD/ PFD > Line
Select Key on the TEXT DISPLAY
menu allows the operator to access
the PFD map background data
selections while the MFD displays
remote text pages. MFD format
changes made on EFIS format control
(a DCP, CCP, or Line Select Key on
the AFD) cancels the display of text
pages on the on-side MFD.
• For both the Map Display and Text
Display options, the CDU Line Select
Keys are used to select and deselect
the display options.
MFD ADV The MFD ADV key is used to show a

DISPLAY ADVANCE page on the CDU
that is related to the active format on the
MFD. The two possible states for the
DISPLAY ADVANCE page correspond to
MFD display of FMS Plan Map and FMS
Remote Text format.
• When the TEXT DISPLAY menu is in
view on the CDU, push the MFD ADV
key to show the TEXT DISPLAY page
on the CDU. Use the Line Select Keys
on this page to select the next page or
previous page of the FMS Text display
on the MFD.
• When the MAP DISPLAY menu is
in view on the CDU, push the MFD
ADV key to show the ACT PLAN MAP
CENTER page on the CDU. Use the
Line Select Keys on this page to select
a waypoint from the menu options as
the FMS Plan Map center.
1st Edition
22-14 25 Aug 05
NOTE
N
When map nor text data is in view
on the MFD, the default DISPLAY
ADVANCE is the FMS Plan Map
center control.
MFD DATA The MFD DATA key is used to show an

FMS Remote Text format on the MFD
(push-on/push-off). The FMS Remote
Text format shows user selectable text
information from the FMS. The last
selected FMS Remote Text page is
the page that shows when the FMS
Remote Text format is selected. The
FMS Remote Text page shows below the
engine display in place of the normal
MFD navigation format or FMS Map.
PREV The Previous (PREV) key shows the

previous page of a multi-page CDU
display, such as the TUNE page.
NOTE
N
When a CDU display page does not
show a page number at the top right
of the display, the PREV key is not
active for that page.
NEXT The NEXT key shows the next page of

a multi-page CDU display, such as the
TUNE page.
NOTE
N
When a CDU display page does not
show a page number at the top right
of the display, the NEXT key is not
active for that page.
1st Edition
25 Aug 05 22-15
EXEC The Execute (EXEC) key acts as

an Enter or Save function for some
FMS flight plan edits and performance
functions.
IDX The Index (IDX) key shows the FMS

INDEX pages. All FMS pages that do
not have an associated function key are
listed on one of the INDEX pages.
TUN The Tune (TUN) key on the CDU shows

the TUNE page for the radios. The TUNE
page provides tuning and mode control
for both the on-side and cross-side
radios.
NOTE
N
Depending on the equipment
installed, there may be more than
one TUNE page. The first TUNE
page shows when the TUN button
is pushed. Selecting the NEXT and
PREV keys shows the second TUNE
page.
CLR DEL The Clear Delete (CLR DEL) key is used

to clear the scratchpad of data or to
create a DELETE command that can be
transferred to some data fields on CDU
display pages.
• With data in the scratchpad, this

key functions as a backspace
key, removing characters from the
scratchpad from right to left.
• Push and release the key to
backspace one character at a time.
• Push and hold the key to clear the
entire scratchpad at once.
1st Edition
22-16 25 Aug 05
• With no data in the scratchpad,

selecting the key enters a DELETE
command into the scratchpad. To
clear the DELETE command, push the
CLR DEL key once.
BRT DIM The Bright Dim (BRT DIM) key is

located on the CDU. This control works
in conjunction with a remote-mounted
installer-supplied dimming control to
ensure to provide dimming control in the
event of a failure of the remote dimming
control.
• Operate the remote dimming control
to make the desired brightness level
adjustment.
• Operate the CDU BRT DIM key on the
CDU to fine-tune the CDU brightness
to suit lighting conditions and pilot
preferences.
1st Edition
25 Aug 05 22-17
Display Control Panel Raytheon King Air
DISPLAY CONTROL PANEL

Figure 22-4 Display Control Panel
1st Edition
22-18 25 Aug 05
Raytheon King Air Display Control Panel
The Display Control Panel (DCP), in conjunction with the bezel-mounted

Line Select Keys on the PFDs and MFD, provide the primary pilot
interface to control the AFDs. Control of engine data, weather radar
operation, navigation sources, bearing pointers, speed references, and
altitude references is via the DCP along with the flight display Line
Select Keys. When a DCP menu button is pushed, the PFD shows the
appropriate menu. While the menu is in view, the PFD Line Select Keys
are active. Two DCPs are installed, one for the pilot-side system and
SELECTIONS:
BARO The Barometric (BARO) knob is used to

control the barometric pressure setting
and to cancel the optional Flight Level
180 (FL180) alert. When descending,
operate the BARO knob to cancel the
FL180 Alert.
PUSH STD The Push Standard (PUSH STD) button

in the center of the BARO knob is used to
set the standard BARO pressure setting
(29.92 inHg or 1013 hPa) and to cancel
the optional FL180 Alert.
REFS The References (REFS) button selects

and deselects the REFS menu on the
PFD. Two REFS menu pages are
available. The REFS 1/2 menu shows
Vspeed reference values on the left side
of the display and RA MIN, BARO MIN,
and VREF settings on the right side of the
display. Each of these value settings can
be changed by the pilot and selected for
display via the REFS menu. The REFS
2/2 page shows units of measurement,
METRIC ALT (altitude) on/off, FL (flight
level) alert on/off, and FLT DIR (Flight
Director) style on the left side.
1st Edition
25 Aug 05 22-19
Display Control Panel Raytheon King Air
MENU ADV The Menu Advance (MENU ADV) knob

moves the cyan selection box between
different controls/menus on the PFD. The
Line Select Keys on the PFD can also be
used to position the cyan selection box.
DATA The DATA knob changes the state/value

identified by the cyan selection box on
the PFD.
PUSH SELECT The PUSH SELECT button changes the

state identified by the cyan selection box
on the PFD.
NAV/BRG The Navigation/Bearing (NAV/BRG)

button selects and deselects the NAV
SOURCE and BRG SOURCE menus
on the PFD.
RADAR The RADAR button selects and deselects

the RADAR menu on the on-side PFD.
GCS The Ground Clutter Suppression (GCS)

button selects and deselects the weather
radar Ground Clutter Suppression
feature. The GCS feature is automatically
timed out after 30 seconds.
TILT The TILT knob (outer knob) controls

the weather radar antenna tilt angle.
Electronic stops limit the selected tilt
angle.
1st Edition
22-20 25 Aug 05
Raytheon King Air Display Control Panel
RANGE The RANGE knob (inner knob) controls

the range for navigation and hazard
avoidance maps on the PFD and MFD.
The display ranges are: 10, 25, 50,
100, 200 and 300 nmi. An optional 600
nmi range is available. This range is
not available when Weather Radar or
optional Terrain is active on the PFD
or MFD. If Weather Radar or Terrain
is selected when the 600 nmi range
is selected, the range is automatically
decremented to 300 nmi. When TCAS
is installed and the TCAS Only format
is active, the available ranges are 5,
10, 25, and 50 nmi. Two Range values
are tracked by the PFD, TCAS Only
range and non-TCAS Only range (normal
range). Refer to the PFD/MFD — TCAS
Traffic Display section of this guide for
more information on TCAS range.
PUSH AUTO TILT The PUSH AUTO TILT button selects and
deselects the weather radar automatic
antenna tilt (Autotilt) feature.
1st Edition
25 Aug 05 22-21
Flight Guidance Panel Raytheon King Air
FLIGHT GUIDANCE PANEL

Figure 22-5 Flight Guidance Panel
1st Edition
22-22 25 Aug 05
Raytheon King Air Flight Guidance Panel
The primary control for the Flight Guidance System (FGS) is the Flight
Guidance Panel (FGP). Controls for the Autopilot (AP), Yaw Damper
(YD), Flight Directors (FD), and the lateral and vertical modes of the
FGS are located on the FGP.
SELECTIONS:
FD The Flight Director (FD) buttons are used

to select and deselect the on-side Flight
Director. The left FD button is used to
operate the pilot-side Flight Director, the
right FD button is used to operate the
copilot-side Flight Director.
CRS The Course 1 (CRS1) and Course 2

(CRS2) knob are used to set the on-side
active VOR or LOC course pointer. The
CRS1 knob is used to set the pilot-side
course arrow, the CRS2 knob is used to
set the copilot-side course arrow.
NAV The Navigation (NAV) button is used to

select and deselect Navigation mode.
HDG The Heading (HDG) button is used to

select and deselect Heading Select
mode. The HDG knob is used to set the
selected heading reference (HDG bug).
The integral PUSH SYNC button is used
to set the HDG bug under the lubber line.
APPR The Approach (APPR) button is used to

select and deselect Approach mode.
1/2 BANK The Half Bank (1/2 BANK) button is used

to select and deselect Half Bank mode.
FLC The Flight Level Change (FLC) button is

used to select and deselect Flight Level
Change mode.
1st Edition
25 Aug 05 22-23
Flight Guidance Panel Raytheon King Air
SPEED The SPEED knob is used to set the

selected airspeed reference bug (speed
bug).
IAS/MACH The Indicated Airspeed/Mach

(IAS/MACH) button is used to set the
speed reference unit of measurement to
IAS or Mach.
VS The Vertical Speed (VS) button is used to

select and deselect Vertical Speed mode.
VNAV The Vertical Navigation (VNAV) button

is used to select and deselect Vertical
Navigation function.
UP/DOWN The Vertical Speed/Pitch (UP/DOWN)

thumbwheel is used to:
• Set the vertical speed reference when
Vertical Speed mode is active
• Set the pitch reference angle when
Pitch Hold mode is active.
ALT The Altitude (ALT) button is used to

select and deselect Altitude Hold mode.
The ALT knob is used to set the Preselect
Altitude.
AP The Autopilot (AP) button is used to

engage and disengage the Autopilot and
Yaw Damper.
YD The Yaw Damper (YD) button is used

to engage the Yaw Damper and to
disengage the Autopilot and Yaw
Damper.
1st Edition
22-24 25 Aug 05
Raytheon King Air Flight Guidance Panel
CPL The Couple (CPL) button is used to

select the pilot-side or copilot-side flight
guidance channel, and the selected
heading, vertical speed, and preselect
altitude reference values.
YD/AP DISC The Yaw Damper/Autopilot Disconnect

(YD/AP DISC) bar is used to disengage
the Autopilot and Yaw Damper by
removing power to the servo clutches.
1st Edition
25 Aug 05 22-25
Remote Switches Raytheon King Air
REMOTE SWITCHES
Figure 22-6 Remote Switches
The remote switches are remote-mounted, installer-supplied controls

located on the flight deck.
SELECTIONS:
ADC Reversion The Air Data Computer (ADC) reversion

Switch switch is used to select the cross-side
ADC as the source for on-side air data.
Refer to the ADC Reversion section of
this guide for additional information on
ADC reversion.
AHS Reversion The Attitude and Heading System

Switch (AHS) reversion switch is used to
select the cross-side Attitude Heading
Computer (AHC) as the source for
attitude and heading data. Refer to the
AHS Reversion section of this guide for
additional information on AHS reversion.
1st Edition
22-26 25 Aug 05
Raytheon King Air Remote Switches
NOTE
N
An optional non-Rockwell Collins
Laseref V Inertial Reference System
(IRS) is available as a reversionary
attitude source. Refer to the
appropriate vendor documentation
for specific details on the function
and operation of the IRS.
AP/YD Disconnect The AP/YD DISC (Autopilot/Yaw Damper

Switch Disconnect) switch, located on each
control wheel, is a two-level push button.
• Operation of the AP/YD DISC switch

to the first level disengages the
Autopilot (AP) and Yaw Damper (YD).
• Operation of the AP/YD DISC switch
to the final level disables the electric
pitch trim and Rudder Boost. Upon
release of the switch, electric pitch
and Rudder Boost goes back to the
on condition.
ATC1/STBY/ATC2 The Air Traffic Control Transponder #1 /

Switch Standby / Air Traffic Control Transponder
#2 (ATC1/STBY/ATC2) switch is used
to select the active Air Traffic Control
Transponder or to select standby on both
transponders.
ATC Remote Ident The yoke-mounted Air Traffic Control

Switch Transponder Identification (ATC IDENT)
switch is used to activate the ATC
identification feature.
1st Edition
25 Aug 05 22-27
CDU/RTU The Control Display Unit (CDU) loses

Reversion Switch tuning capability of the cross-side radios
when the Radio Tuning Unit (RTU) fails.
The RTU loses tuning capability of the
cross-side radios when the CDU fails.
The CDU/RTU Reversion switch is
used to restore full tuning capability to
the CDU or RTU after the cross-side
controller has failed.
• The CDU ONLY position is used to
restore full tuning capability to the
CDU.
• The RTU ONLY position is used to
restore full tuning capability to the
RTU.
Checklist Enable The yoke-mounted Checklist Enable

Switch switch is used to select the display of
checklist information on the MFD.
Checklist Line The optional Checklist Line Advance

Advance Switch switch is used to advance the focus
indicator from one line item to the next
line item on the Checklist Index, Checklist
Menu, or Checklist page.
Pitch Trim Switches The control wheel Pitch Trim switches

are used to drive the manual (electric)
pitch trim system. Operation of the
manual Pitch Trim switch disengages
the Autopilot.
DG/Slave Switch The DG/SLAVE switch is used to select

either the DG (directional gyro) mode
or the slaved magnetic heading mode
of the on-side AHS. Refer to the AHS
Operation section of this guide for
1st Edition
22-28 25 Aug 05
Display Reversion The Display Reversion switch is used

Switch to select a combined PFD/MFD format
on the remaining display after a display
failure.
Emergency The instrument panel mounted EMER

Frequency Switch FREQ switch is used to tune the COM1
radio to the emergency frequency 121.5.
Go Around Switch The thrust lever-mounted Go Around

(GA) switch is used to select FGS Go
Around mode, disengage the Autopilot,
and select both Flight Directors.
Ground COM The Ground COM (communication)

Button button is used to power-up the RTU and
pilot-side VHF COM transceiver when
the battery switch is set to off. When the
battery switch is set to on, the Ground
COM function is disabled.
MFD Reversion The MFD reversion switch is used to

Switch re configure the MFD to function as a
combined PFD and MFD in the event of
a pilot PFD failure. Refer to the MFD
Reversion” section of this guide for
additional information on MFD reversion.
Overspeed Test The Overspeed test switch is used to

Switch (B300 only) test the Overspeed warning horn. The
Overspeed warning horn is provided in
addition to the visual cues that show
on the airspeed scale to alert the flight
crew of that the maximum airspeed has
been exceeded. The Overspeed test is
functional with weight on wheels.
1st Edition
25 Aug 05 22-29
Remote Dimming The Remote Dimming switch is used

Switch to make normal brightness level
adjustments. A local dimming trim
control (referred to as the trimmer) is
also located on each AFD. This control
works in conjunction with the Remote
Dimming switch, and it also ensures that
the pilot can maintain adequate dimming
control in the event of a failure of the
Remote Dimming switch. Refer to the
Display Dimming section of this guide
for more information on brightness level
adjustment.
Rudder Boost Arm The Rudder Boost Arm switch enables

Switch the Rudder Boost function that is part
of the FGS (B300 only). Refer to the
FGS Operation section of this guide for
additional information of the Rudder
Boost function.
Slew -/+ Switch The Slew -/+ switch is used to slew the
heading computations in the AHC (and
the heading on the compass cards)
toward the selected direction. The “-”
position of the switch will move the
compass card clockwise, the “+” position
of the switch will move the compass card
counterclockwise.
Synchronization When the Autopilot (AP) is not

Switch engaged, operation of the momentary
yoke-mounted SYNC switch
synchronizes compatible vertical and
lateral references to the currently state.
A white SYNC advisory shows on the
PFD when SYNC is active.
1st Edition
22-30 25 Aug 05
Terrain Test The TERR TEST (Terrain Test) button

is used to activate the Terrain self-test.
The Terrain Test is not available
when airborne. The Terrain overlay is
automatically selected and remains
active when self-test mode ends.
TCAS I ON/STBY The TCAS I ON/STBY switch is used to

Switch toggle between on and standby modes.
When on mode is selected, ON shows
in green.
TCAS I TEST/ALT The TCAS I TEST/ALT switch is used

Switch to select the self-test and/or change
between the altitude modes that follow:
Norm, Above, Below, Unrestricted.
1st Edition
25 Aug 05 22-31
PFD – Flight Guidance System Displays Raytheon King Air
PFD – FLIGHT GUIDANCE SYSTEM DISPLAYS

Figure 22-7 PFD Flight Guidance System Displays
The Flight Guidance System (FGS) displays that show on the PFD
are the FGS mode/data fields and the Flight Director (FD) command
bars. The mode messages and data show above the attitude ball on
the PFD when either FD is selected or the Autopilot is engaged. The
FD command bars show in magenta over or about the airplane symbol
in the attitude ball.
1st Edition
22-32 25 Aug 05
Raytheon King Air PFD – Flight Guidance System Displays
SELECTIONS:
Flight Director Two Flight Director modes are possible,

Modes dependent mode and independent mode.
• The dependent mode is active

whenever the independent mode is
not active. For dependent mode
operation, the coupled-side FGC
drives the pilot-side and copilot-side
command bars and the Autopilot. The
pilot-side is the coupled-side FGC
upon power-up. The copilot-side FGC
can be selected with the Couple (CPL)
button on the FGP.
• The independent mode is active
whenever the FGS Go Around mode
is active and when the Approach
mode is active with vertical capture in
both FGCs. When the independent
mode is active, the pilot-side FGC
drives the pilot-side command bars
and the copilot-side FGC drives the
copilot-side command bars. The
coupled-side FGC drives the Autopilot.
The pilot-side is the coupled side FGC
upon power-up. The copilot-side FGC
can be selected with the CPL button
on the FGP.
1st Edition
25 Aug 05 22-33
FD Command Bars The single-cue FD command bars show

(Single-Cue) on the attitude ball as a pair of magenta
V-bars. The V-bars present pitch and roll
guidance information from the FGS. The
V-bars move up and down to command
a climb or descent, and move right and
left to command a right or left bank.
To satisfy FD steering commands, the
miniature airplane symbol in the center
of the attitude display is flown towards
the V-bars so that the upper edge of the
airplane symbol is flush with the bottom
of the V-bars.
1st Edition
22-34 25 Aug 05
FD Command Bars The split-cue FD command bars show on

(Split-Cue) the attitude ball as a lateral and vertical
magenta bar in the shape of a crosshair.
Together, the bars of the crosshair
pair present pitch and roll guidance
information from the FGS. The horizontal
bar represents pitch and the vertical
bar represents roll. The command bars
move up and down to command a climb
or descent, and move right and left to
command a right or left bank. To satisfy
FD steering commands, the miniature
airplane symbol in the center of the
attitude display is flown towards the
cross bars so that the bars are centered
within the airplane symbol.
1st Edition
25 Aug 05 22-35
Command Bars The message FD1 or FD2 shows

Cross-side Source in yellow to indicate that an
Message independent-capable mode is active and
the coupled-side FGC has achieved
the status that triggers independence
but the non-coupled side FGC has not
achieved a similar status. This message
shows in the top left of the attitude ball
(below the Roll/Yaw Warning Field) on
the non-coupled side PFD, and only
appears when the FGCs are not in the
independent mode. An FD1 or FD2
message indicates the Flight Director
is sourced from the cross-side FGC as
defined in the table that follows. The
message is cleared when both FGCs are
operating in the independent mode or the
FGS is in a mode capable of independent
operation.
Cross-side Source Message

Message Meaning
FD1 Copilot-side command
(on bars are driven by the
PFD2) pilot-side FGC.
FD2 Pilot-side command
(on bars are driven by the
PFD1) copilot-side FGC.
Half Bank Mode Arc A white arc is drawn above the roll scale
index marks on the attitude display to
indicate that the FGS Half Bank mode
active. The arc extends out 15° either
side of the 0 (zero)° triangle on the roll
scale.
Pitch Warning Field The pitch warning field provides

messages and flags for abnormal
airplane control surface pitch trim
conditions.
1st Edition
22-36 25 Aug 05
• TRIM (red) – FGS horizontal stabilizer

trim fail (with Autopilot engaged)
• E (yellow) – moderate elevator mistrim
(arrow indicates direction of mistrim)
• E (red) – significant elevator mistrim
(arrow indicates direction of mistrim).
Roll/Yaw The FGS display Roll/Yaw Warning and

Warn/APPR Active Approach active field provides messages
Field and flags for abnormal airplane control
surface roll and yaw trim conditions.
The mistrim flags flash for 5 seconds
and then shows steady; red has priority
over yellow. This field also displays
messages for Approach mode states,
manual references synchronization, and
FGS test.
NOTE
N
If the data that supports a particular
mode message is missing or invalid,
a yellow bar is drawn through the
message text.
• A (yellow) – moderate aileron mistrim

• A (red) – significant aileron mistrim
• R (yellow) – moderate rudder mistrim
• R (red) – significant rudder mistrim
• SYNC (white) – manual lateral or
vertical reference synchronization
commanded from yoke-mounted
SYNC switch.
• APPR (white) – approach mode is
armed (lower half of field).
1st Edition
25 Aug 05 22-37
• APPR (green) – approach mode is

active (upper half of field).
• TEST (yellow) – FGS is in Test mode.
The Test mode removes all FGS
messages except for Autopilot (AP)
engaged/disengaged.
Lateral Mode Field The FGS lateral mode field is located

immediately above the left-hand side of
the attitude ball on the PFDs. The lateral
mode field is split into an active mode
field and an armed mode field. Active
modes show in the top half of the field
and armed modes show in the bottom
half of the field.
• When armed, the applicable
navigation sensor (LNV, VOR, LOC,
or TCN) shows in white in the lateral
armed mode field, and ROLL or HDG
shows in green on the lateral active
mode field. All active lateral modes
flash for 5 seconds and then show
steady.
• Once the lateral mode is captured, the
navigation sensor shows in green in
the active mode field, and the ROLL or
HDG message is cleared.
• During VOR NAV dead reckoning
operation (DR), the message DR
shows in small white letters next to the
lateral capture message.
• The FGS lateral mode messages and
the associated function are as follows:
NOTE
N
message text.
1st Edition
22-38 25 Aug 05
• ROLL – Roll hold mode or Roll hold

mode in Heading hold sub-mode
• HDG – Heading select hold
• GA – Lateral Go Around mode
• FMS# – FMS capture/track
• VOR# – VOR arm or capture/track
• LOC# – LOC arm or capture/track
• TCN# – TACAN arm or capture/track
• B/C# – LOC Back Course arm or
capture/track
• APPR FMS# – FMS approach arm
or capture/track
• APPR VOR# – VOR approach arm
or capture/track
• APPR LOC# – LOC approach arm
or capture/track
• APPR B/C# – LOC Back Course arm
or capture/track
NOTE
N
The “#” in the lateral active mode
message can be “1” or “2” to indicate
the NAV Source. A “1” indicates
pilot-side source, a “2” indicates a
copilot-side source. If no number is
present, the input is from a single
source.
NOTE
N
message text.
1st Edition
25 Aug 05 22-39
Autopilot/Yaw The Autopilot/Yaw Damper field is split

Damper Field into the AP/YD engaged window and
the couple arrow field. The Autopilot
engage status shows in the top half of
the field and couple arrow shows in the
bottom half.
• AP (green) — Autopilot engaged
• AP (red) — Autopilot disengage
• Flashes 1.5 seconds — Manual
disengage
• Flashes continuously (cancelable)
— Automatic disengage
• YD (green) — Yaw damper engaged
• YD (yellow) — Yaw damper
disengaged
• Flashes 1.5 seconds — Manual
disengage
• Flashes continuously (cancelable)
— Automatic disengage
FGC Coupled The couple arrow shows in the bottom

Indicator half on the AP/YD engage field. The
couple arrow indicates which FGC is
driving the Autopilot servos and pilot-side
and copilot-side Flight Directors when the
Autopilot is engaged (or would be driving
the servos upon Autopilot engagement).
The couple arrow shows in the same
color as the AP engage/disengage
message, when present, and flashes
when the AP engage/disengage
message flashes. When the AP
engaged/disengaged message is not in
view, the couple arrow shows in white
and does not flash.
1st Edition
22-40 25 Aug 05
• Closed arrowhead pointing left —

Pilot-side FGC is driving Autopilot
servos and both Flight Directors.
• Closed arrowhead pointing right —
Copilot-side FGC is driving Autopilot
servos and both Flight Directors.
• Closed arrowhead pointing left with
open arrowhead pointing right —
Pilot-side FGC is driving Autopilot
servos and pilot-side Flight Director.
Copilot-side FGC is driving copilot-side
Flight Director.
• Closed arrowhead pointing right
with open arrowhead pointing left —
Copilot-side FGC is driving Autopilot
servos and copilot-side Flight Director.
Pilot-side FGC is driving pilot-side
Flight Director.
Vertical Mode Field The FGS vertical mode field is located

immediately above the right-hand side
of the attitude ball on the PFDs. Active
modes show in the top half of the field
and armed modes show in the bottom
half of the field. The lower armed field
is divided into three fields: the Preselect
Altitude (PSA) Flight Plan Target Altitude
(FPTA) arm field, the FMS vertical arm
field, and the approach vertical arm field.
Active modes show in green in the upper
field and armed modes show in white
in the lower field. All active vertical
modes flash for 5 seconds and then
show steady.
NOTE
N
message text.
1st Edition
25 Aug 05 22-41
NOTE
N
Only one active vertical FGS mode
message can show at a time,
however up to three vertical FGS
modes can be armed.
• One active mode can show in the

active mode field and up to two armed
modes can show in the armed mode
field.
1st Edition
22-42 25 Aug 05
• The FGS vertical mode messages and

the associated function are as follows:
• PTCH (green) — Pitch hold
• ALT (green) — Altitude
capture/track
• ALTS or ALTV — Preselect (PSA)
altitude or Flight Plan Target Altitude
(FPTA) arm or capture/track
• ALTS CAP or ALTV CAP — PSA or
FPTA capture
• ALTS or ALTV — PSA or FPTA
track
• VS / Icon NNNN↑ (green / cyan
or magenta) — Vertical Speed
acquisition/track.
• GS or GP (white) — Vertical
approach arm
• GS or VGP (green) — Vertical
approach capture/track
• GA (green) — Pitch hold
• FLC / Icon NNNN (green / cyan or
magenta) — Flight Level Change
IAS or Mach acquire/track.
• V_ _ _ _ — FMS VNAV arm. The
active mode (green) is preceded
by green V
• PATH, FLC, ALT, or PTCH — FMS
VNAV arm
• V_ _ _ _ — FMS VNAV arm
preceded by a green V)
• VPATH or VGP (green) — FMS
VNAV capture/track
• PATH (white) — FMS VNAV pitch
arm
• VPATH (green) — FMS VNAV pitch
capture/track
1st Edition
25 Aug 05 22-43
Half Bank Mode Arc A white arc is drawn above the roll scale
index marks to indicate Half Bank is
active. The arc extends out 15° either
side of the 0 (zero)° triangle on the roll
scale.
Flight Director The message SYNC shows in white to

Synchronization the left of the lateral arm field when the
Autopilot / Flight Director SYNC is active.
1st Edition
22-44 25 Aug 05
Raytheon King Air PFD – Airspeed
PFD – AIRSPEED
Figure 22-8 PFD Airspeed Display
Indicated airspeed is represented on the PFD as a moving airspeed

scale with a fixed-positioned pointer. Other information that shows on
and about the airspeed scale are:
• Digital Airspeed Readout
• Airspeed Trend Vector
• Impending Stall Speed (ISS) and Reference Approach Speed (RAS)
Low Speed Cues
• Overspeed Cue
• Mach Readout (airborne only)
• Acceleration Readout (ground only)
• Vspeed References
• Vspeed Reference Bugs
1st Edition
25 Aug 05 22-45
PFD – Airspeed Raytheon King Air
• Airspeed Reference Bug (“Speed Bug”).
SELECTIONS:
Airspeed Scale The airspeed scale is made up of a fixed

pointer and a moving scale. The airspeed
scale moves to always present the
current airspeed at the airspeed pointer.
The airspeed scale has gray short tick
marks every 5 knots, gray long tick marks
every 10 knots and white numerals every
20 knots. The maximum value is 400
knots and the minimum value is 40 knots.
Digital Airspeed A digital readout of indicated airspeed

Readout shows inside the airspeed pointer.
Airspeed range is 40 to 999. When
airspeed goes below 40 knots, two
white dashes show within the airspeed
pointer. The airspeed digital readout
changes from white to yellow, flashes for
5 seconds and then shows steady when
an overspeed pre-alert or low-speed cue
pre-warn condition exists. The airspeed
digital readout changes to red, flashes
for 5 seconds and then shows steady
when an overspeed or low-speed cue
warn condition exists.
1st Edition
22-46 25 Aug 05
Airspeed Trend The airspeed trend vector provides an

Vector approximation of what the airspeed will
be in 10 seconds at the present rate of
acceleration. The airspeed trend vector
is a thermometer-type display consisting
of a magenta double-line-width line
extending directly out from the airspeed
pointer. The trend vector extends upward
for increasing airspeed trend and down
for decreasing airspeed trend. The
airspeed trend vector does not appear
until the airplane has been airborne for 3
seconds, and it is removed at all times on
the ground. The airspeed trend vector is
also removed during an unusual attitude
declutter condition.
Low Speed Cues An Impending Stall Speed (ISS) Low

Speed Cue (LSC) marker shows on
the airspeed scale when airborne. The
LSC is advisory in nature and is not a
substitute for a Stall Warning System.
The ISS LSC marker is constantly
positioned from the bottom of the
Airspeed scale to the current ISS LSC
value. The marker becomes emphasized
and the airspeed digital readout shows
in red when airspeed gets significantly
below the ISS LSC value. The ISS LSC
value is based on flap position as follows:
1st Edition
25 Aug 05 22-47
Low Speed Cues

Airframe Value in KIAS
Flaps Flaps Flaps
Up Ap- Down
proach
B200 99 85 75
B200 14K 105 87 77
B200 15K 100 90 79
B300 96 89 81
HW350-I 110 102 93
HW350-II 106 96 87
HW350-III 102 94 85
The ISS LSC pre-warn occurs when the

airspeed trend vector goes below the ISS
LSC for 5 seconds or more. ISS LSC
pre-warn shows as follows:
• The ISS LSC marker is emphasized

by changing to a wider red and “red
outlined black” checker board pattern.
• The Airspeed digital readout changes
color to yellow and flashes for 5
seconds, then shows steady.
• When the MACH readout is in view,
the readout changes to yellow and
flashes for 5 seconds, then shows
steady.
• The pre-warn goes out of view when
the airspeed trend vector is greater
than or equal to the ISS LSC value.
1st Edition
22-48 25 Aug 05
ISS LSC Warn occurs when the current

Airspeed becomes less than ISS LSC
for 5 seconds or more. ISS LSC Warn
shows as follows:
• The ISS LSC marker is emphasized
by changing to a wider red and “red
outlined black” checker board pattern.
The ISS LSC Pre-Warn will typically
already have the checker board in
view.
• The Airspeed digital readout changes
color to red and flashes for 5 seconds,
then shows steady.
the readout changes to red and flash
for 5 seconds, then shows steady.
• The ISS LSC goes out of view when
the airspeed is greater than or equal
to the ISS LSC value.
1st Edition
25 Aug 05 22-49
Overspeed Cue The Overspeed cue is a red vertical line

on the airspeed scale that is constantly
positioned from the top of the airspeed
scale to a position corresponding to the
current VMO/MMO. The Marker becomes
emphasized and the Airspeed digital
readout turns red when airspeed is
significantly above VMO/MMO. The flight
deck Overspeed warning horn sounds
to alert the flight crew of VMO/MMO
exceedance. The red vertical marker
shows as a triple line width vertical line
on the Airspeed scale, from the current
VMO/MMO to the top of the Airspeed
Scale. The bottom of the marker is
positioned at VMO until the MMObecomes
more restrictive. Then the Marker
bottom is positioned at the airspeed that
corresponds with the MMO for the current
altitude. VMO/MMO. The Overspeed Cue
has a pre-alert and an alert condition.
• Overspeed Pre-Alert shows when the

Airspeed Trend Vector exceeds the
MMO by 3 knots for 5 seconds or more.
The Pre-Alert ends when the Airspeed
Trend Vector is less than or equal to
MMO. The Overspeed Pre-Alert shows
as follows:
• The VMO/MMO Marker is emphasized
by changing to a wider red and
“red outlined black” checker board
pattern.
• The Airspeed digital readout
changes color to yellow and flashes
for 5 seconds, then shows steady.
the readout changes to yellow and
steady.
1st Edition
22-50 25 Aug 05
• Overspeed Alert occurs when the

current Airspeed becomes greater
than VMO/MMO by 3 knots for 5 seconds
or more. Overspeed Alert shows as
follows:
• The flight deck Overspeed warning
horn sounds.
• The VMO/MMO Marker is emphasized
by changing to a wider red and
“red outlined black” checker board
pattern. The overspeed pre-alert
will typically already have the
checker board in view.
• The Airspeed digital readout
changes color to red and flashes for
5 seconds, then shows steady.
the readout changes to red and
steady.
• The Overspeed Alert goes out of
view and the aural alert becomes
inactive when the airspeed is less
than or equal to VMO/MMO.
Vfe VFE approach and VFE down show on the

airspeed scale as a white triangle-shaped
pointer. VFE approach, the maximum
airspeed with flaps in approach setting, is
marked with APP in white. VFE down, the
maximum airspeed with flaps in full down
setting, is marked with DN in white.
1st Edition
25 Aug 05 22-51
Vfe Airspeed Reference

Airframe VFE VFE Down
Approach
B200* 200 KIAS 157 KIAS
B300 202 KIAS 158 KIAS
HW350-I 202 KIAS 158 KIAS
HW350-II 202 KIAS 158 KIAS
HW350-III 202 KIAS 158 KIAS
The B200 row applies to the B200,
B200 14K, and B200 15K
VYSE VYSE, the one-engine-inoperative best

rate-of-climb, is marked with a horizontal
blue line extending to the right of the
airspeed scale.
Vyse Airspeed Reference

Airframe VYSE
B200* 121 KIAS
B300 125 KIAS
HW350-I 135 KIAS
HW350-II 135 KIAS
HW350-III 135 KIAS
B200 14K, and B200 15K
VMCA VMCA, the one-engine-inoperative

minimum control speed, is marked with
a red line extending to the right of the
airspeed scale.
1st Edition
22-52 25 Aug 05
Vmca Airspeed Reference

Airframe VMCA
B200* 86 KIAS
B300 94 KIAS
HW350-I 101 KIAS
HW350-II 101 KIAS
HW350-III 103 KIAS
B200 14K, and B200 15K
Mach Readout When airborne, a Mach digital readout

shows at the bottom of the airspeed
scale. The Mach readout comes into
view at .450 Mach and is removed
when less than .400 Mach. The Mach
readout changes to yellow, flashes for 5
seconds, and then shows steady when
an overspeed pre-alert or low-speed
pre-warn condition exists. The Mach
readout changes to red, flashes for
5 seconds, then shows steady when
an overspeed or low-speed cue warn
condition exists. The Mach readout is
replaced with a red decimal point and 3
red dashes when Mach airspeed data
from the on-side ADC is missing or
invalid.
NOTE
N
The Mach and Acceleration readouts
share the same display field, so only
one can show at a time.
1st Edition
25 Aug 05 22-53
Acceleration While on the ground, a magenta readout

Readout of longitudinal acceleration shows at the
bottom of the airspeed scale. Range is
.00 to ±.99g. The acceleration readout
is replaced with a red decimal point
and 2 red dashes when longitudinal
acceleration data from the on-side AHS
is missing or invalid.
Vspeed References The Vspeed references V1, VR, V2, VT

and VREF are show on the PFD after
initialization on the pilot (on the ground).
The Vspeed reference values show
on the airspeed scale, on the speed
reference table, and on the PFD REFS
1/2 menu. When the pilot selects a
Vspeed value, the value shows as a
digital readout in the speed reference
table at the bottom of the airspeed scale.
Setting a Vspeed value also activates the
associated reference bug for display at
the appropriate speed on the airspeed
scale. Vspeed reference values that
are set to OFF show on the REFS 1/2
menu in small white characters. Upon
power-up on the ground, the Vspeed
references are set to OFF and to the
default (minimum) value. Upon power-up
in-air, the Vspeed references are set to
the last set value and state. The REFS
1/2 menu Vspeed values and Vspeed
bugs show in larger cyan characters
when set to ON.
1st Edition
22-54 25 Aug 05
Vspeed Bugs The Vspeed values show as bugs on

the airspeed scale when selected to
ON. The Vspeed bugs are set to ON
after they are manually adjusted via the
PFD REFS 1/2 menu. See the PFD —
Set Vspeeds section of this guide for
additional information. The Vspeed bugs
that follow are available for display on
the airspeed scale:
• V1 - V1 is the takeoff decision speed.

The V1 bug shows on the airspeed
scale as a horizontal cyan line and
V1 text. The V1 bug is automatically
removed at 150 knots.
• VR - VR is the rotation speed. The
VRbug shows on the airspeed scale
as a horizontal cyan line and VR text.
The VR bug is automatically removed
at 150 knots.
• V2 - V2 is the takeoff safety speed. The
V2 bug shows on the airspeed scale
as a horizontal cyan line and V2 text.
The V2 bug is automatically removed
at 150 knots.
• VT - VT is a general purpose target
speed. The VT bug shows on the
airspeed scale as a horizontal line
with and VT text.
• VREF - VREF is the landing reference
speed. The VREF bug shows on the
airspeed scale as a horizontal cyan
line and REF text. The VREF bug is
automatically removed when airspeed
drops below 50 knots for 5 seconds.
1st Edition
25 Aug 05 22-55
Vspeed Speed V1, VR, and V2 show below the airspeed

Reference Table scale when the airplane is on the ground.
As airspeed increases above 40 knots,
the Vspeed scroll off of the bottom of
the airspeed scale.
PFD REFS Menu Push the REFS button on the DCP to

Vspeed Readouts show the REFS 1/2 menu on the PFD.
When the REFS 1/2 menu appears, the
default Vspeed values show in small
white digits below the associated legend,
and no Vspeed values show on the
airspeed scale.
NOTE
N
Refer to the PFD/MFD Operation
section of this guide for additional
information on Vspeed value
operation.
Speed Bug The speed bug is a general-purpose

speed reference when it is not in use as
the IAS/Mach speed reference for FGS
Flight Level Change (FLC) mode. The
speed bug shows on the airspeed scale
and as an icon and digital readout above
the airspeed scale. A miniature speed
bug icon and digital readout also show
in the FGS vertical active mode/data
field when FLC is the active FGS vertical
mode.
• The speed bug can be set with the
SPEED knob on the FGP. The speed
bug, readout, and icon show in cyan
when set with the SPEED knob.
Manual operation of the speed bug
with the SPEED knob has priority over
control from the FMS and FGS.
1st Edition
22-56 25 Aug 05
• The FGS syncs the speed bug

reference to the current airspeed
when FLC mode becomes active. The
speed bug, readout, and icon show
in cyan when the speed reference is
set by the FGS.
• The FMS can set the speed bug
reference when the FMS Vertical
Navigation (VNAV) function is active
In this case. The speed bug, readout,
and icon show in magenta when the
speed reference is set by the FGS.
• The speed bug reference is
automatically changed from IAS
to Mach when climbing through
the airspeed/Mach transition
altitude. The Speed Reference is
automatically changed from Mach to
IAS when descending through the
airspeed/Mach transition altitude.
When MACH is active, the Icon, letter
M, and a two digit display of the Mach
value show.
Airspeed/Mach Reference Transition

Altitude
Airframe Altitude
B300 20 450 Feet
B200 15 292 Feet
B200 14k 13 528 Feet
B200 15k 13 528 Feet
HW350-I 13 528 Feet
HW350-II 13 528 Feet
HW350-III 13 528 Feet
1st Edition
25 Aug 05 22-57
NOTE
N
Refer to the FMS-3000 Flight
Management System Pilot’s Guide
(Collins Part Number 523-0790066)
for information on the operation of
the FMS.
1st Edition
22-58 25 Aug 05
Raytheon King Air PFD – Attitude
PFD – ATTITUDE
Figure 22-9 PFD Attitude Display
The attitude display is a blue sky and brown earth depiction separated
by a white horizon line. A phased single-cue airplane symbol shows in
the center of the attitude ball. The attitude display includes a roll scale,
a pitch scale, and slip/skid scale. Red pitch up/pitch down chevrons
come into view on the pitch scale for excessive pitch angles. The
display is decluttered when the airplane is flown in an unusual attitude.
A remote-mounted installer-supplied AHS reversion switch selects
which AHS sensor is the on-side attitude/heading source. An optional
non-Rockwell Collins Laseref V Inertial Reference System (IRS) is
available as a reversionary attitude source. When the attitude/heading
data from the selected AHS is flagged, the attitude display is removed
and replaced by a red boxed ATT flag.
SELECTIONS:
Roll Scale The roll scale and roll pointer indicate the
current roll attitude. The roll scale rotates
left and right under the roll pointer. The
roll pointer is centered with its apex at
the current roll value. White tick marks
indicate 10°, 20°, 30°, and 60° of roll.
Filled white triangles indicate 0 (zero)°
and 45° of roll.
1st Edition
25 Aug 05 22-59
PFD – Attitude Raytheon King Air
Pitch Scale The pitch scale and horizon line indicate

the current pitch attitude. The horizon
line moves vertically with respect to
the pitch scale. The pitch scale has
increments of 2.5° up to ±30° of pitch.
When the attitude exceeds ±30° of pitch,
the scale expands to ±90° of pitch. Red
pitch up/pitch down chevrons show when
pitch exceeds +30° (nose up), or –20°
(nose down) and the PFD is decluttered.
Pitch down chevrons appear at +30° and
slide out at +25°. Pitch up chevrons
appear at –20° and slide out at –15°. The
entire pitch scale rotates in roll.
Airplane Symbol An airplane symbol shows in the center

of the attitude ball. The symbol is black
with a white border and differs in shape
depending on which style of Flight
Director command bars are selected.
The style of command bars can be
either a single-cue V-Bar or a split-cue
crosshair. Refer to the PFD – Flight
Guidance System Displays section of this
guide for additional information on Flight
Director command bar style selection.
1st Edition
22-60 25 Aug 05
Raytheon King Air PFD – Attitude
Flight Director Flight Director command bars show on

Command Bars the attitude display when a Flight Director
is providing pitch and roll guidance. The
command bars move up and down to
command a climb and descent and move
left or right to command a right and left
bank. The style of command bars can be
either a single-cue V-Bar or a split-cue
crosshair. Refer to the PFD – Flight
Guidance System Displays section of this
• The on-side FGC normally provides

Flight Director steering and pitch
commands. This allows each pilot
to independently select the Flight
Director. In the on-side FGC fails,
the cross-side FGC provides steering
commands to the Flight Director.
• The Flight director command bars
are removed from the attitude display
when either the pitch or roll steering
inputs are missing or invalid.
Horizon Line A white horizon line separates the sky

and ground fields. The horizon line is
part of the pitch scale, and pivots in roll
around the airplane symbol. For pitch
values other than zero, an imaginary
vertical line through the center of the
airplane symbol establishes the pivot
point. The horizon line extends across
the attitude ball and normally ends at the
airspeed indicator and the altimeter. The
horizon line moves out of view for pitch
angles in excess of 18°.
1st Edition
25 Aug 05 22-61
PFD – Attitude Raytheon King Air
Sky/Ground Fill The area of the attitude ball representing

the sky (above the horizon line in level
flight) is filled cyan. The area of the
attitude ball representing the ground
(below the horizon line in level flight) is
filled brown. At least 6° of sky/ground is
in view for pitch angles in excess of 18°.
Slip/Skid Indicator The white rectangular slip/skid indicator

at the base of the roll pointer is used
to indicate a slip or skid attitude. The
slip/skid indicator uses the base of the
roll pointer as its reference and moves
laterally from the roll pointer proportional
to lateral acceleration. A displacement
the width of the rectangle from the
base of the roll pointer is approximately
equivalent to one ball displacement of a
conventional inclinometer. The slip/skid
indicator rotates with the roll pointer in a
bank.
Unusual Attitude The PFD is decluttered to ensure the

Indication pilot recognizes and corrects an unusual
attitude. When the pitch angle is greater
than 30° nose up or 20° nose down, or
roll angle exceeds 65°, nonessential
information is removed from the PFD
(the display is decluttered) and warning
chevrons show on the pitch scale. All
information except attitude, airspeed,
altitude, vertical speed, compass,
slip/skid, trim fail, mistrim, YD disengage,
and AP engage/disengage is removed
from the PFD. The display returns to
normal when pitch angle is less than or
equal to 25° nose up or 15° nose down,
or roll angle is less than or equal to 60°.
1st Edition
22-62 25 Aug 05
Raytheon King Air PFD – Altitude
PFD – ALTITUDE
Figure 22-10 PFD Altitude Display
Barometric altitude shows as a moving altitude scale with a fixed

position pointer on the PFD. Preselect Altitude shows as an analog
reference and digital readout on the barometric altitude scale.
Barometric pressure setting, FL180 Alert, Preselect Altitude (PSA) Alert,
FMS Flight Plan Target Altitude (FPTA), and RA/BARO MIN readout
also show on the PFD. Barometric altitude data is provided from the
on-side Air Data Computer (ADC). A remote-mounted installer-supplied
ADC reversion switch is used to select which ADC sensor is the on-side
barometric altitude data source.
Radio altitude shows on the PFD. A radio altitude digital readout, analog
reference, and the RA MIN alert are functions of radio altitude.
1st Edition
25 Aug 05 22-63
PFD – Altitude Raytheon King Air
SELECTIONS:
Altitude Display The barometric altitude display is made

up of a coarse and a fine moving scale.
The scale moves so as to always present
the current altitude at the altitude pointer.
The scale moves down for increasing
altitude and up for decreasing altitude.
The fine altitude scale contains a total of
1000 feet of altitude, with 450 feet of
altitude in view at a time. The fine scale
presents the low-order three digits of
altitude at even 100-foot increments. The
coarse altitude scale is made up of large
ten-thousand and thousand digits. The
altitude display range is from –1000 to
55 000 feet.
Current barometric altitude shows inside

a rolling drum inside the altitude pointer.
The tens units are presented together on
a single drum in 20-foot increments. The
hundreds, thousand, and ten thousand
digits each have their own drum.
Green-striped shutters cover the ten
thousands and thousands digits when
a leading zero digit would be in view,
except for negative altitudes. Negative
altitudes are indicated with a small white
vertically-positioned NEG legend in the
ten thousands digit place.
1st Edition
22-64 25 Aug 05
The CPL button on the FGP is used

to select which PFD is providing the
preselect altitude. When CPL is selected
left, the pilot PFD is the source of the
preselect altitude. When CPL is selected
right, the copilot PFD is the source of the
preselect altitude.
NOTE
N
If one PFD is displaying meters
and the other is displaying feet, the
coupled PFD will cause the preselect
altitude readout on the non-coupled
PFD to move in increments
associated with the resolution (feet
or meters) of the coupled PFD.
Metric Altitude The Metric Altitude selection is used to

select the display of metric altitude and
metric preselect altitude. When set to
on, the display of metric altitude is in
addition to the display of altitude in feet.
The white, up-to-5-digit display of metric
altitude is contained in a gray box with a
gray “M” to the right of the digits, located
above the altitude scale. The display of
metric preselect altitude replaces the
display of preselect altitude in feet. The
display of metric preselect altitude is
followed by the letter M. The References
(REFS) menu 2/2 on the PFD is used to
select metric altitude.
1st Edition
25 Aug 05 22-65
Barometric The Barometric Pressure setting and

Pressure Setting units of measurement legend shows in
cyan below the altitude scale on the
PFD. The BARO knob on the DCP is
used to set the Barometric Pressure.
The PUSH STD button within the BARO
knob is used to automatically set the
sea level Barometric Pressure setting
standard value of 29.92 inHg/1013 hPa.
When the STD value is selected, the
barometric setting readout is replaced
by a STD legend.
• The References (REFS) menu

2/2 on the PFD is used to select
the unit of measurement for the
barometric pressure setting. The
unit of measurement can be set to
inHg (inches of Mercury) or hPa
(hectoPascals).
• Each “detent” of the BARO knob
changes the setting by .01 inHg or
1 hPa. Clockwise rotation of the
BARO knob increases the setting;
counterclockwise rotation decreases
the setting. The BARO knob is
rate-aided so that faster rotation of
the knob causes progressively larger
changes in the setting. Electronic
stops are provided at each end of the
setting adjustment range so further
rotation of the BARO knob past the
stop does not change the setting
value.
1st Edition
22-66 25 Aug 05
• When the pressure settings for the

pilot-side and copilot-side are different
by more than 0.02 inHg, a yellow
line shows beneath the barometric
pressure setting digits/legend. A
yellow line is also shown beneath
the preselect altitude readout on the
non-coupled side PFD.
• Range for the barometric pressure
setting is 22.00 to 32.50 inHg or 745
to 1100 hPa.
• At power-up in the air, the previous
setting is restored and shows in cyan.
Flight Level 180 The Flight Level 180 Alert reminds the
Alert pilot when climbing into or descending
out of the flight levels. When the alert is
active, climbing or descending through
FL180 causes the barometric pressure
setting to flash, reminding the pilot to
check/reset the barometric pressure
setting.
• When climbing, the FL180 alert shows

when the airplane enters FL180 from
below 17 800 feet and the pressure
setting is not 29.92 inHg.
• When descending, the FL180 alert
shows when the airplane enters
FL180 from above 18 500 feet and the
pressure setting is 29.92 inHg.
• The FL180 alert is cancelled by
selecting the PUSH STD button (when
ascending through FL180) or rotating
the BARO knob (when descending
through FL180). (Manually setting
the value to 29.92 when ascending
instead of using the PUSH STD button
does not cancel the FL180 alert.)
1st Edition
25 Aug 05 22-67
• The References (REFS) menu 2/2

on the PFD is used to set the FL180
Alert to on or off.
Preselect Altitude The Preselect Altitude (PSA) setting

shows in two places, digitally above
the barometric altitude and as a
preselect altitude bug on the altitude
scale. Automatic changing of the digital
preselect altitude display to flashing,
or yellow, or yellow underline provides
visual messages of altitude alert or failure
conditions. An optional Meters/Feet
selector switch provides the ability to
choose the metric value of preselect
altitude to show in place of the display
in feet.
1st Edition
22-68 25 Aug 05
• The ALT knob on the FGP is used to

set the preselect altitude. When the
ALT knob is in the normal out position,
the knob’s adjustment increments are
1000 feet or 100 meters per detent.
When the ALT knob is pushed in,
the knob’s adjustment increments
are 100 feet or 10 meters. With the
knob pushed in, the knob is also
rate-aided (faster rotation of the knob
causes larger changes in the value).
When BARO MIN is ON, the preselect
altitude can be set at the value of
BARO MIN by rotating the ALT knob
(BARO MIN can be set to increments
of 10 feet).
• The digital preselect altitude readout
shows in cyan above the barometric
altitude scale. When the barometric
pressure setting is not standard, the
readout shows in up to 5 digits. When
is set to STD, the readout shows as
a 3-digit flight level preceded by an
“FL” legend.
• When selected, the metric preselect
altitude shows in place of the readout
of preselect altitude in feet above
the barometric altitude scale. The
metric preselect altitude readout is
followed by the letter “M”. The optional
Meters/Feet (M/Ft) select switch
selects and deselect the display of
metric preselect altitude. A metric
preselect altitude readout does not
permit the “FL” readout.
1st Edition
25 Aug 05 22-69
• The preselect altitude bug is placed

on the coarse altitude scale and/or on
the fine altitude scale. When it shows
on the left-hand side of the scale, the
bug appears as a miniature version of
the bug used on the fine scale. This
smaller bug rolls into view when the
preselect altitude is within 1000 feet of
the barometric altitude. The smaller
bug moves out of view behind the
altitude pointer in conjunction with the
larger bug moving onto the fine scale.
When the preselect altitude is within
250 feet of the current barometric
altitude, the larger preselect altitude
bug rolls into view on the fine altitude
scale. This larger bug moves towards
the center of the scale, and “brackets”
the altitude pointer when the preselect
altitude is equal to the barometric
altitude. Shortly after the entire larger
bug is in view on the fine altitude scale,
the smaller bug is completely removed
from the coarse altitude scale.
Preselect Altitude The Preselect Altitude (PSA) alert notifies

Alert the pilot that the airplane barometric
altitude is approaching the PSA. The
PSA readout flashes and the flight deck
aural warning chime sounds when
the barometric altitude is within the
acquisition limit. The readout stops
flashing when the barometric altitude is
within the deviation limit.
• The PSA readout changes to flashing
cyan and the flight deck aural warning
sounds when the airplane barometric
altitude closes to within ±1000 feet
of the PSA.
1st Edition
22-70 25 Aug 05
• The PSA readout stops flashing when

airplane barometric altitude closes to
within ±200 feet of the PSA.
• The PSA readout changes color to
flashing yellow and the flight deck
aural warning sounds when the
airplane barometric altitude exceeds
±200 feet of the PSA after it has been
within ±200 the PSA. The readout
shows in cyan when the airplane
barometric altitude returns to within
±200 of the PSA, if a new PSA is
selected, or if the ALT knob on the
FGP is pushed.
• When the airplane barometric altitude
closes to within ±1000 feet of the
PSA, but does not cross within ±200
feet of the PSA, then deviates more
than ±1000 from the PSA, the flashing
readout changes color to flashing
yellow. The readout returns to flashing
cyan when the airplane barometric
altitude again closes to within ±1000
the PSA. The flashing continues until
the airplane altitude returns to within
±200 the PSA, a new PSA is selected,
or the ALT knob on the FGP is pushed.
• The aural warning sounds momentarily
each time the ±1000 feet of the PSA
threshold is crossed, whether entering
or exiting.
• The PSA visual and aural alerts are
automatically inhibited during vertical
approach modes which are in the
capture state.
1st Edition
25 Aug 05 22-71
FMS Flight Plan A readout of the FMS-provided Flight

Target Altitude Plan Target Altitude (FPTA) shows
(FPTA) part-time in magenta to the right of the
preselect altitude readout above the
altitude scale. The FPTA shows when
the FMS is the active NAV Source and
represents the next vertical constraint in
the current flight plan. The FPTA readout
is always in feet (no metric display option
is available for FPTA).
Radio Altitude A digital readout of Radio Altitude shows

at the bottom of the pitch scale on the
attitude display. This readout provides
the airplane’s Above Ground Level (AGL)
altitude when the airplane is within 2500
feet of ground level. An analog radio
altitude display is also shown in the
altitude scale area to improve ground
awareness.
• A white “0 (zero) foot” tick mark is
added to the left of the barometric
altitude pointer whenever the digital
radio altitude readout is in view.
• The analog radio altitude display
shows as a brown scale, with a
gray separation line on top, which
comes into view at the bottom of the
barometric altitude scale when radio
altitude is approximately 225 feet. The
brown scale moves up to meet the “0
(zero) foot” tick mark when the radio
altitude is 0 (zero) feet.
1st Edition
22-72 25 Aug 05
• The digital radio altitude readout

shows when the airplane is within
2500 feet AGL. The 4-digit radio
altitude readout normally shows in
green. When the RA MIN alert is
active, the readout changes to yellow.
Range resolution of the radio altitude
readout is:
• 5 foot increments from 0 (zero) to
199 feet
• 10 foot increments from 200 to
999 feet
• 50 foot increments from 1000 to
2500 feet.
• If radio altitude data becomes invalid,
the radio altitude readout is removed
and replaced by a red boxed RA flag
that flashes for 5 seconds and then
shows steady.
1st Edition
25 Aug 05 22-73
RA/BARO MIN Either the radio-altitude-based Decision

Height (DH, referred to as RA MIN)
altitude or the barometric-altitude-based
Minimum Descent Altitude (MDA,
referred to as BARO MIN) is active on
an approach. The RA MIN function (DH)
alerts the pilots that the airplane has
descended to the selected RA Decision
Height. RA MIN is a function of radio
altimeter altitude and all references
to RA MIN are AGL. The BARO MIN
function alerts the pilot that the airplane
has descended to the selected Minimum
Descent Altitude. BARO MIN is a
function of barometric altitude and all
references to BARO MIN are with respect
to the pilot-side altimeter display. Analog
indications next to the altitude scale are
used to cue the pilots that the airplane
is approaching the RA MIN or BARO
MIN setting.
The RA MIN or BARO MIN altitude

setting shows on the PFD below the
altitude scale. These values are set
under the PFD REFS 1/2 menu. When
the active minimum altitude setting is
reached, a yellow MIN alert shows on
the PFD to the right of the pitch scale.
The MIN alert flashes for 5 seconds
and then shows steady. Refer to the
PFD/MFD Operation section of this guide
for additional information.
• The RA MIN and BARO MIN functions
are mutually exclusive. Selecting RA
deselects BARO, selecting BARO
deselects RA.
1st Edition
22-74 25 Aug 05
• RA “NNN” MIN shows when RA is

selected on the REFS 1/2 menu and
the airplane radio altitude is at or
below 2500 feet AGL. “NNN” is the
selected DH. Range for the RA MIN
readout is 5 to 999 feet in increments
of 1 foot.
• The BARO “NNNNN” MIN shows
when BARO is selected on the REFS
1/2 menu and the airplane barometric
altitude within 2500 feet MSL of the
selected value. Range for BARO
MIN readout is 10 to 15 000 feet in
increments of 10 feet.
• The RA/BARO MIN readout shows
when the REFS 1/2 menu is in view
on the PFD and the selection box is
around the RA or BARO value.
The RA or BARO analog reference

shows on the altitude display at the
value set for the RA BARO MIN. The RA
BARO analog reference is only shown
when the RA BARO MIN readout shows
on the PFD.
• The RA analog reference is a cyan
rectangle, with a black background,
which is drawn from the altitude
ground awareness separation line
up to the “0 (zero) foot” tick mark.
When the altitude ground awareness
separation line is in line with the “0
(zero) foot” tick mark, the Radio
Altitude is 0 (zero) feet. The analog
reference extends up toward the radio
altitude “0 (zero) foot tick mark” as the
radio altitude decreases.
1st Edition
25 Aug 05 22-75
• The BARO MIN analog reference

is a cyan triangular shape with a
protruding extension line that shows
on the fine altitude scale at the
selected BARO MIN (MDA). The bug
moves up the altitude scale as the
barometric altitude decreases.
RA/BARO MIN The MIN alert shows to alert the pilots

Alert that the airplane has reached the
selected RA or BARO MIN setting. An
flight deck aural warning horn sounds at
the selected RA or BARO MIN setting.
• The MIN alert occurs when the

airplane radio or barometric altitude
is equal to or below the RA/BARO
MIN setting.
• AT RA or BARO MIN alert, the
message MIN shows boxed and in
yellow to the right of the pitch scale
on the attitude ball. In addition, the
MIN setting field and MIN bug both
change color from cyan to yellow. All
three references flash for 5 seconds,
then shows steady.
• The MIN alert function is inhibited
on the ground and disabled until the
airplane climbs higher than 50 feet
above the RA/BARO MIN setting.
• The MIN alert is removed when the
RA/BARO MIN is changed to a value
more than 50 feet below the current
airplane altitude or the airplane
altitude is more than 50 feet above the
current MIN setting.
1st Edition
22-76 25 Aug 05
Raytheon King Air PFD – Vertical Speed
PFD – VERTICAL SPEED

Figure 22-11 PFD Vertical Speed Display
The Vertical Speed (VS) display shows immediately to the right of

the altitude display. The VS display is made up of a vertical analog
scale and pointer with a green drag line. A part-time digital readout
of VS is also provided. A selected vertical speed bug and FMS VS
Required (VSR) advisory pointer also show on the VS scale. Vertical
speed data is provided from the on-side Air Data Computer (ADC). A
remote-mounted installer-supplied ADC reversion switch is used to
select which ADC sensor is the on-side vertical speed data source.
1st Edition
25 Aug 05 22-77
PFD – Vertical Speed Raytheon King Air
SELECTIONS:
VS Scale and The vertical speed scale is nonlinear with

Pointer one expansion between ±2000 to ±1000
fpm and a larger expansion between
+1000 and –1000 fpm to increase
readability during approach maneuvers.
The scale range is ±4000 fpm. The
present value of VS is indicated with a
green pointer. As the pointer departs
from the center of the scale, it drags a
green vertical line. The normally-green
VS pointer and drag line change to
red when the pointer moves into a red
portion of a TCAS fly-to vertical speed
Resolution Advisory (RA). See the PFD
— TCAS II RA Fly To Commands section
of this guide for additional information
on TCAS VS RAs.
VS Digital Readout A part-time digital readout of vertical

speed shows in green either above or
below the vertical speed scale. When the
airplane is climbing greater than 300
feet/minute, the readout shows at the top
of the VS scale. When the airplane is
descending greater than 300 feet/minute,
the readout shows at the bottom of the
VS scale. The readout is removed when
the ascent/descent rate decreases below
100 feet/minute. The vertical speed
digital readout range is from ±100 fpm to
±15 000 fpm in 100-foot increments.
1st Edition
22-78 25 Aug 05
Raytheon King Air PFD – Vertical Speed
Selected VS Selected Vertical Speed (VS) is a

Display reference value used by the FGS when
Vertical Speed mode is active. Selected
VS shows in two places; on the VS scale
as a reference bug, and as a digital
readout on the FGS vertical mode field.
Selected VS shows when VS mode is
active. The VS/Pitch thumbwheel on
the FGP is used to set the selected
VS. When VS mode is selected, the
VS readout shows in the FGS vertical
mode field. It is preceded by a VS bug
icon and followed by an arrow. The VS
bug shows on the vertical speed scale
as a right-pointing cyan arrowhead.
The cyan arrowhead points upward for
a selected climb and downward for a
selected descent. No arrow shows for a
selected vertical speed of 0 (zero). The
VS bug icon, readout, and arrow remain
in view as long as the VS mode is active.
The VS bug icon, readout, and arrow
show in cyan when commanded by the
VS/Pitch thumbwheel. The VS bug icon,
readout, and arrow show in magenta
when commanded by the FMS Vertical
Navigation (VNAV) function.
1st Edition
25 Aug 05 22-79
PFD – Vertical Speed Raytheon King Air
FMS Vertical Speed The FMS Vertical Speed Required (VSR)

Required (VSR) Advisory Pointer shows part-time on the
Advisory Pointer vertical speed scale when commanded
by the FMS. The specific conditions
under which the pointer shows are
controlled by the FMS. The pointer is
an open magenta circle. The pointer
indicates the minimum average vertical
speed required to climb (or descend)
from the present position to the next
climb (or descent) altitude constraint.
When the commanded vertical speed
is greater than ±4000 fpm, the VSR
advisory pointer park at the maximum
position on the vertical speed scale.
1st Edition
22-80 25 Aug 05
Raytheon King Air PFD – TCAS II RA Fly-To Commands
PFD – TCAS II RA FLY-TO COMMANDS

Figure 22-12 PFD TCAS II RA Fly-To Commands
1st Edition
25 Aug 05 22-81
PFD – TCAS II RA Fly-To Commands Raytheon King Air
TCAS II Resolution Advisory (RA) vertical speed fly-to commands show

on the PFD when the optional TCAS II is installed. The fly-to commands
show as red and green bands on the vertical speed scale. To comply
with a TCAS RA, avoid flying vertical speeds within the forbidden
(red-band) areas and do fly the vertical speeds within the acceptable
(green-band) areas. RAs are intended to increase the separation
between intruding airplane and own airplane and are generated by
the TCAS computer when a potential threat to own airplane requires
immediate pilot action.
NOTE
N
RA vertical speed fly-to commands available only when TCAS
II is installed.
SELECTIONS:
RA Fly-To Preventive and Corrective fly-to

Commands commands show on the PFD.
• Preventive RAs are issued for threat
traffic for which the TCAS computer
has determined current vertical speed
will resolve the threat situation. The
vertical speed range to avoid shows
on the PFD vertical speed scale.
• Corrective RAs are issued for threat
traffic for which the TCAS computer
has determined that corrective action
needs to be taken to avoid the traffic.
The vertical speed range to seek and
avoid shows on the PFD vertical speed
scale. Aural commands are issued
over the flight deck audio system.
Refer to the TCAS Aurals section of
this guide for additional information on
the TCAS II aural commands.
• When TCAS is operating in the TA
ONLY mode, fly-to commands do not
show on the vertical speed scale.
1st Edition
22-82 25 Aug 05
Raytheon King Air PFD – TCAS II RA Fly-To Commands
NOTE
N
Refer to the PFD/MFD — TCAS
Traffic Displays section of this guide
for additional information on TCAS
II operation.
TECH DETAIL
The message TRAFFIC shows in red
to the right of the heading readout on
the PFD when the system detects RA
traffic. The message shows in yellow
below the vertical speed scale when
the system detects Traffic Advisory
(TA) traffic. The message flashes for
5 seconds and then shows steady
when it first appears and when a TA
is upgraded to an RA.
1st Edition
25 Aug 05 22-83
PFD – Preselect NAV Source (FMS Nav-to-Nav) Raytheon King Air
PFD – PRESELECT NAV SOURCE (FMS

NAV-TO-NAV)
Figure 22-13 PFD Preselect NAV Source Display
Nav-to-Nav captures allow an ILS to be selected as the approach

guidance for the airplane at the end of an FMS flight plan. With the
on-side FMS as the active NAV Source, Nav-to-Nav captures are
enabled on the CDU, and the FMS commands a Preselect NAV Source
of the on-side ILS to show on the PFD. With FGS in the Approach
mode, the system continues to fly the FMS as the active NAV Source
until the FGS determines LOC capture. At that point, the FMS is
automatically deselected as the active NAV Source and is replaced by
the captured LOC source.
1st Edition
22-84 25 Aug 05
Raytheon King Air PFD – Preselect NAV Source (FMS Nav-to-Nav)
SELECTIONS:
Preselect NAV When armed, the preselect NAV

Source Source and frequency, preselect course
pointer/lateral deviation bar, and vertical
deviation scale show on the PFD. A
message shows to inform the pilot that
the NAV will be tuned. This allows the
pilot to hold DME if desired.
• The preselect NAV Source and

frequency show below the active NAV
Source information. The preselect
NAV Source and frequency show in
cyan.
• The preselect lateral deviation bar
is the center portion of the preselect
course pointer. The bar moves left or
right of the preselect course pointer to
indicate airplane position relative to
the preselect course. The preselect
information is drawn under the active
information and can be seen when the
two sets of data are coincident. The
preselect lateral deviation bar uses the
active NAV Source deviation scale.
• The expanded preselect lateral
deviation scale uses the active NAV
Source lateral deviation scale. The
scale comes into view automatically if
the preselect NAV Source becomes
active and the scale was not in
view. The deviation pointer is a cyan
diamond.
1st Edition
25 Aug 05 22-85
PFD – Preselect NAV Source (FMS Nav-to-Nav) Raytheon King Air
• The expanded preselect vertical

deviation scale uses the active NAV
Source vertical deviation scale. The
scale comes into view automatically if
the preselect NAV Source becomes
active and the scale was not in
view. The deviation pointer is a cyan
diamond.
Arm Conditions The conditions that follow are required to

arm the preselect NAV Source:
• FMS is the active NAV Source.

• An ILS approach is in the flight plan.
• The airport is within 30 nmi.
1st Edition
22-86 25 Aug 05
Raytheon King Air PFD – Time/Air Temp/COM/ATC
PFD – TIME/AIR TEMP/COM/ATC

Figure 22-14 PFD Time/Air Temp/VHF COM/ATC Displays
Elapsed Time (ET), VHF COM 1 frequency, the active transponder ID

code, Universal Coordinated Time (UTC) , Ram Air Temperature (RAT),
and the VHF COM 2 frequency are all shown along the bottom of the
PFD.
SELECTIONS:
ET (Elapsed When selected, an elapsed time readout

Time) shows in the left-hand corner of the PFD
above the COM1 legend. Elapsed time
shows in white in minutes and seconds
up to 59:59 and then in hours and
minutes up to H9:59. Line Select Key L4
is used to control the elapsed timer. A
cyan side-facing caret (<) points at the
Line Select Key to indicate it is active. An
ET legend shows next to the cyan caret.
White elapsed time digits show beside
the ET legend. The elapsed time digits
are blank when the timer is reset either
with the Line Select Key or at power-up.
When elapsed time is less than 1 hour,
the readout format is MM:SS. When
elapsed time is greater than 1 hour, the
readout format is H:MM preceded with a
white “H”. The elapsed time readout is
replaced with four white dashes for an
elapsed time of 10 hours or more. To
operate the timer:
1st Edition
25 Aug 05 22-87
PFD – Time/Air Temp/COM/ATC Raytheon King Air
1. First push - The readout digits come

into view and the timer starts. The ET
legend shows enlarged and in cyan.
2. Second push - The timer stops.
3. Third push - The timer is reset, the
readout digits are removed, and the
ET legend shows smaller and in
white.
UTC (Universal Universal Coordinated Time (UTC)

Coordinated Time) shows in white along the bottom of the
PFD. The UTC readout is preceded by
a gray UTC legend. The UTC value is
provided from the sources that follow (in
the order listed): GPS1, GPS2 (optional),
MDC, FMS1, FMS2 (optional), DCU1, or
DCU2. Source selection is automatic.
RAT (Ram Air Ram Air Temperature (RAT) shows

Temperature) in white along the bottom of the PFD
preceded by the legend RAT. The readout
shows in degrees Celsius. The source
of RAT data is the currently-selected Air
Data Computer.
NOTE
N
TAT data from the ADCs is used for
RAT display. TAT probe heating may
affect the RAT readout when there
is insufficient airflow over the TAT
probe (i.e., while on the ground).
VHF COM1 and The current VHF communications radio

COM2 frequency for the COM1 and COM2
radios show in green along the bottom
of the PFD. When the VHF COM is
transmitting, a sky blue window is drawn
behind the respective COM1 or COM2
legend.
1st Edition
22-88 25 Aug 05
Raytheon King Air PFD – Time/Air Temp/COM/ATC
• For 25-kHz radios, the frequency

display is a 5-digit readout of the
echoed radio frequency setting.
• For 8.33-kHz radios, the frequency
display is a 6-digit channel identifier.
ATC1/2 Ident Code The active Air Traffic Control Transponder

(ATC1 or ATC2) shows followed by a
normally-green ATC ID code. When the
ATC Ident feature is active, a sky-blue
window is drawn behind the ATC legend
for the duration of the Ident pulse.
The Ident Code is changed to a white
boxed STBY legend and the ATC1 or
ATC2 is changed to ATC when the
active transponder is set to STBY. If the
transponder reports a failure, a yellow “F”
is added at the end of the transponder
ID code readout.
1st Edition
25 Aug 05 22-89
PFD – References Menu Raytheon King Air
PFD – REFERENCES MENU

Figure 22-15 PFD References Menu
Push the REFS button on the DCP to show the REFS menu on the PFD.
Two REFS pages are available. The REFS 1/2 menu shows Vspeed
reference values on the left side of the display and RA MIN, BARO
MIN, and VREF settings on the right side of the display. Each of these
value settings can be changed by the pilot and selected for display via
the REFS menu. The REFS 2/2 page shows units of measurement,
METRIC ALT (altitude) on/off, FL (flight level) alert on/off, and FLT DIR
(Flight Director) style on the left side. A movable selection box shows
around the value of a specific item on the menu. The MENU ADV knob,
DATA knob, PUSH SELECT button on the DCP and the Line Select
Keys on the PFD are used to operate the REFS menu.
1st Edition
22-90 25 Aug 05
Raytheon King Air PFD – References Menu
NOTE
N
Refer to the PFD/MFD Operation section of this guide for additional
information on the REFS menu operation.
SELECTIONS:
Vspeed Refer to the PFD – Airspeed section of

References this guide for information on Vspeed
References operation.
BARO MIN (MDA) The REFS menu is used to activate the

BARO MIN altitude display and visual
alert on the PFD, and to set the BARO
MIN value to the desired altitude. The
BARO MIN value is used to alert the
crew when the airplane has descended
to the Minimum Descent Altitude (MDA)
during a non-precision approach.
RA MIN (DH) The REFS menu is used to activate the

RA MIN altitude display and visual alert
on the PFD and to set the RA MIN value
to the desired altitude. The RA MIN
value is used to alert the crew when the
airplane has descended to the Decision
Height (DH) altitude during a precision
approach.
NOTE
N
The RA MIN and BARO MIN values
are synchronized. When either pilot
adjusts an on-side value, the same
VREF Refer to the PFD – Airspeed section of

this guide for information on VREF.
1st Edition
25 Aug 05 22-91
PFD – References Menu Raytheon King Air
PRESSURE The PRESSURE HPA IN selection is

used to set inHg or hPa for the units of
measure for the barometric pressure
setting. The selected unit of measure
shows in large cyan text.
METRIC ALT The METRIC ALT (altitude) selection

is used to select the display of metric
altitude and metric preselect altitude.
When set to on, the display of metric
altitude is in addition to the display of
altitude in feet. The display of metric
preselect altitude replaces the display of
preselect altitude in feet. The display of
Metric preselect altitude is followed by
the letter M. The selected state shows
in large cyan text.
FL ALERT The FL180 ALERT selection is used

to enable/disable the Flight Level 180
Alert function. When enabled, the FL180
Alert causes the display to Flash when
entering FL180 from below 17 800 feet
when the setting is not STD. Also when
descending through FL180 from above
18 500 feet and the barometric setting
is STD.
FLT DIR The Flight Director (FLT DIR) selection is

used to select the single cue (V bar) or
split cue (cross pointer) Flight Director
command bars for the PFDs.
1st Edition
22-92 25 Aug 05
Raytheon King Air MFD – Engine Indicating System
MFD – ENGINE INDICATING SYSTEM

Figure 22-16 MFD Engine Display
The Engine Indicating System (EIS) display is made up of ITT and

Torque on a shared analog gauge, N1 and Propeller RPM on individual
smaller analog gauges, and an analog synchroscope scale. Digital
displays for Fuel Flow (FF), Oil Pressure, and Oil Temperature also
show within the EIS window. Engine information normally shows
only on the MFD. When a pilot display is reverted so the combined
PFD/MFD display is active, engine information shows on the combined
PFD/MFD display.
SELECTIONS:
Engine Fan RPM The N1 display is a standardized display

(N1) of engine turbine RPM measured against
a fixed 100 percent value. The display is
made up of an analog scale and pointer,
and a digital readout for each engine. N1
shows in white when within the normal
limit region. N1 shows in yellow when
within the transient limit region. N1 shows
in red when within the redline limit region.
1st Edition
25 Aug 05 22-93
MFD – Engine Indicating System Raytheon King Air
• For the B300 the N1 normal limit,

yellowline transient limit, and redline
limit are as follows:
• N1 engine start normal limit: N1 ≤
104%.
• N1 engine running limit: 62 ≤ N1 ≤
104%.
• N1 engine running transient limit
(yellowline): N1 < 62%.
• N1 engine starting/running redline
limit: N1 > 104%. An N1 redline
marker shows on the scale with its
leading edge at redline.
• For the B200 and B200 with Raisbeck
modification the N1 normal limit,
yellowline transient limit, and redline
limit are as follows:
• N1 engine starting normal limit
region: N1 ≤ 101.5%.
• N1 engine running normal limit
region: 60 ≤ N1 ≤ 101.5%.
• N1 engine starting yellowline
transient limit: 101.5 < N1 < 102.6%
for 10 seconds or less.
• N1 engine running yellowline
transient limit: 101.5 < N1 < 102.6%
for 10 seconds or less or N1 < 60%.
• N1 engine starting/running redline
limit: 101.5 < N1 < 102.6% for more
than 10 seconds or N1 > 102.6%.
An N1 redline marker shows on the
analog scale with its leading edge
at redline.
• Four yellow dashes and a decimal
point show when all sources of N1
are failed. The N1 pointer is removed
when the N1 digital readout is dashed.
1st Edition
22-94 25 Aug 05
Propeller RPM The Propeller RPM display is made up of

an analog scale and pointer, and a digital
readout for each engine. Propeller RPM
shows in green when within the normal
limit region. Propeller RPM shows in
yellow when within the transient limit
region. When Propeller RPM exceeds
the transient limit time or if Propeller RPM
goes into the redline region, Propeller
RPM shows in red.
• B300 Propeller RPM normal limit,
transient limit, and redline limit for
engine starting and engine running
conditions are as follows:
• Propeller RPM engine starting
normal limit: Propeller RPM ≤ 1700
RPM or 1700 < Propeller RPM ≤
1730 for 5 minutes or less.
• Propeller RPM engine running
normal limit: 1050 ≤ Propeller RPM
≤ 1700 RPM or 1700 < Propeller
RPM ≤ 1730 RPM for 5 minutes or
less. A white tick mark shows on
the outside of the Propeller scale
at 1600 RPM.
transient limit: 1700 < Propeller
RPM ≤ 1730 RPM for more than 5
minutes and less than or equal to 7
minutes or 1730 < Propeller RPM ≤
1870 for 20 seconds or less.
1st Edition
25 Aug 05 22-95

transient limit: Propeller RPM <
1050 or 1700 < Propeller RPM ≤
1730 for more than 5 minutes and
less than or equal to 7 minutes or
1730 < Propeller RPM ≤ 1870 for
20 seconds or less.
redline limit: 1700 < Propeller
1870 for more than 20 seconds or
Propeller RPM > 1870.
redline limit: 1700 < Propeller RPM
≤ 1730 for more than 7 minutes or
more than 20 seconds or Propeller
RPM > 1870. The Propeller RPM
scale is extended whenever
Propeller RPM is greater than the
transient limit.
1st Edition
22-96 25 Aug 05
• B200 Propeller RPM normal limit,

transient limit, and redline limit for
engine starting and engine running
conditions are as follows:
RPM ≤ 2040 for 5 minutes or less.
A white tick shows on the scale
at 1900 RPM.
1180 RPM or 2000 < Propeller RPM
≤ 2040 for more than 5 minutes and
5 seconds or less. The Propeller
RPM scale is extended whenever
transient limit.
1st Edition
25 Aug 05 22-97

redline limit: 2000< Propeller RPM
RPM > 2200. A Propeller RPM
redline shows on the scale at 2000
RPM.
1st Edition
22-98 25 Aug 05
• B200 with the Raisbeck modification

Propeller RPM normal limit, transient
limit, and redline limit for engine
starting and engine running conditions
are as follows:
RPM ≤ 2040 for 5 minutes or less.
A white tick shows on the scale
at 1900 RPM.
1150 RPM or 2000 < Propeller RPM
≤ 2040 for more than 5 minutes and
5 seconds or less. The Propeller
RPM scale is extended whenever
transient limit.
1st Edition
25 Aug 05 22-99

redline limit: 2000< Propeller RPM
RPM > 2200. A Propeller RPM
redline shows on the scale at 2000
RPM.
• Four yellow dashes show when all
sources of Propeller RPM are failed.
The Propeller RPM pointer is removed
when the Propeller RPM digital
readout is dashed.
Interstage Turbine ITT is a measure of temperature between

Temperature (ITT) specific stages of the engine. The ITT
display is made up of an analog pointer
and digital readout for each engine.
The ITT scale, with radial tick marks,
is shared with the TORQ scale for the
same engine.
1st Edition
22-100 25 Aug 05
• For the B300, the ITT pointer shows

when ITT is above 300°C. Grey tick
marks on the scale represent 300°,
400°, 500°, 600 and 700°C for the
B300. ITT shows in white when within
the normal limit region, yellow when
within the transient limit region, and
red when ITT exceeds the transient
limit time or ITT is equal to or greater
than ITT start redline mark. The ITT
normal limit, transient limit, and redline
limit are as follows for the B300:
• ITT engine running normal limit
region: ITT ≤ 820°C.
• ITT engine running transient limit
region: 820° < ITT ≤ 850° for 20
seconds or less.
• ITT engine starting redline limit:
ITT ≤ 820° or 820° < ITT ≤ 850°
for 20 seconds or less or 850° <
ITT ≤1000° for 5 seconds or less.
During engine starts the ITT start
scale is extended to 1100°C to
accommodate the higher temporary
temperatures associated with
engine starts. An ITT start limit
mark is positioned on the scale
extension at the start limit. During
engine start, the start limit mark
steps to each start redline limit in
the timeframe.
region is: 820° < ITT ≤ 850° for 20
seconds or less. The ITT start scale
is extended to 1100°C whenever
ITT is greater than the ITT normal
limit.
1st Edition
25 Aug 05 22-101
• For the B200 and the B200 with

the Raisebeck modification, the ITT
pointer shows when ITT is above
250°C. Grey tick marks on the scale
represent 250°, 300°, 400°, 500°,
600° and 700°C. ITT shows in white
when within the normal limit region,
yellow when within the transient limit
region, and red when ITT exceeds
the transient limit time or when ITT
is equal to or greater than ITT start
redline mark. The ITT normal limit,
transient limit, and redline limit are as
follows for the B200:
• ITT engine running normal limit:
ITT ≤ 800°C.
region: 800° < ITT ≤ 850° for 5
seconds or less.
• ITT engine starting redline limit:
ITT ≤ 800° or 800° < ITT ≤ 850°
for 20 seconds or less or 850°
< ITT ≤ 1000° for 5 seconds or
less. The ITT scale is extended
to 1100°C during engine starts to
accommodate the higher temporary
temperatures associated with
engine starts. During engine start,
the start limit mark steps to each
start redline limit in the timeframe.
• ITT engine running redline limit
is: 800° < ITT ≤ 850° for more
than 5 seconds or ITT > 850°. The
ITT scale is extended to 1100°C
whenever ITT is greater than the
ITT normal limit.
1st Edition
22-102 25 Aug 05
• Four yellow dashes show in place of

the ITT digital readout when all ITT
sources are failed. The ITT pointer is
removed when the ITT digital readout
is dashed.
Torque The torque displays is made up of an

analog pointer and digital readout for
each engine. The torque scale, with
radial tick marks, is shared with the ITT
scale for the same engine. Torque shows
in green when within the normal limit
region, yellow when within the transient
limit, and red when within the redline
limit region. A torque over limit scale
shows whenever torque is greater than
the torque transient limit.
1st Edition
25 Aug 05 22-103
• B300 — The grey tick marks represent

0%, 20%, 40%, 60%, and 80% torque
for the B300.
• B300 normal limit when Propeller
RPM ≥ 1000 RPM: TORQ ≤ 100%
or 100% < TORQ≤ 102% for 5
minutes or less.
RPM< 1000 RPM: TORQ ≤ 62%.
• B300 transient limit when Propeller
RPM ≥ 1000 RPM: 100 < TORQ
≤ 102% for more than 5 minutes
and less than or equal to 7 minutes
or 102 < TORQ ≤ 156% for 20
seconds or less.
RPM < 1000 RPM: 62 < TORQ ≤
156% for 20 seconds or less.
• B300 redline limit when Propeller
RPM ≥ 1000 RPM: 100 < TORQ ≤
102% for more than 7 minutes or
102% < TORQ ≤ 156% for more
than 20 seconds or TORQ > 156%.
RPM< 1000 RPM: 62% < TORQ ≤
156% for more than 20 seconds or
TORQ > 156%.
1st Edition
22-104 25 Aug 05
• B200 and B200 with Raisbeck

modification — The grey tick marks
represent 0, 200, 600, 1000, 1400
and 1800 foot pounds (ft-lbs) torque
for the B200.
RPM< 1600 RPM: TORQ ≤ 1100
ft-lbs.
RPM ≥ 1600 RPM: TORQ ≤ 2230
ft-lbs or 2230 < TORQ ≤ 2270 for 5
minutes or less.
RPM ≥ 1600 RPM: 2230 < TORQ ≤
2270 ft-lbs for more than 5 minutes
and less than or equal to 7 minutes
or 2270 < TORQ ≤ 2750 for 5
seconds or less.
RPM < 1600 RPM: 1100 < TORQ ≤
RPM≥ 1600 RPM: 2230 < TORQ
2270 < TORQ ≤ 2750 ft-lbs for more
than 5 seconds or TORQ > 2750.
RPM < 1600 RPM: 1100 < TORQ ≤
2750 ft-lbs for more than 5 seconds
or TORQ > 2750.
• The torque pointer is removed and
four yellow dashes show if all sources
of torque are failed.
1st Edition
25 Aug 05 22-105
Fuel Flow A digital readout of Fuel Flow shows

for each engine. Fuel Flow is normally
in Pounds Per Hour (PPH). Optionally,
Kilograms Per Hour (KPH) can show.
Three yellow dashes show when Fuel
Flow from all sources is failed.
Oil Pressure A digital readout of oil pressure shows for

each engine. Oil pressure shows in green
when within the normal limit region. Oil
pressure shows in yellow when within the
transient limit region. Oil pressure shows
in red when within the redline limit region.
• B300 oil pressure normal, transient,

and redline limit regions are as follow:
• Normal limit: 90 ≤ OP ≤ 135 psig.
• Transient limit: 60 ≤ OP < 90 and
135 < OP < 200 psig.
• Redline limit region: OP ≥ 200 and
OP < 60 psig.
• B200 and B200 with the Raisbeck
modification oil pressure normal,
transient, and redline limit regions
are as follow:
• Normal limit: 100 ≤ OP ≤ 135 psig.
• Transient limit region: 60 ≤ OP
<100 and 135< OP < 200 psig.
• Redline limit region: OP ≥ 200 and
OP < 60 psig.
• Three yellow dashes show when oil
pressure from all sources is failed.
1st Edition
22-106 25 Aug 05
Oil Temperature A digital readout of oil temperature shows

for each engine. Two sets of normal,
transient, and redline oil pressure limit
regions exist, one set for engine start
and one set for engine running. Oil
temperature is green when within the
normal limit region. Oil temperature
is yellow when within the transient
limit region when the transient limit
conditions have not been exceeded. Oil
temperature is red if in the transient
limit region after the limit condition is
exceeded, or if within the redline limit
region.
• B300 oil temperature limit regions for

engine start are as follow:
• Normal oil temp limit: –40 ≤ OT ≤
99 °C.
• Transient oil temp limit: 99 < OT ≤
110°C for 10 minutes or less.
• Redline oil temp limit: OT > 110 or
99 < OT ≤ 110 for more than 10
minutes or OT < -40.
• B300 oil temp limit regions for engine
running are as follow:
• Normal oil temp limit: 0° ≤ OT ≤
99°C.
• Transient oil temp limit: 99° < OT
≤ 110°C for 10 minutes or less or
OT < 0°.
• Redline oil temp limit: OT > 110°
or 99° < OT ≤ 110° for more than
10 minutes.
1st Edition
25 Aug 05 22-107
• B200 oil temperature limit regions for

engine start are as follow:
• Normal oil temp limit: –40° ≤ OT ≤
99 °C.
• Transient oil temp limit: 99° < OT ≤
104°C for 10 minutes or less.
• Redline oil temp limit: OT > 104° or
99° < OT ≤ 104 for more than 10
minutes or OT < -40°.
• B200 oil temperature limit regions
engine running are as follow:
• Normal oil temp limit: 0 ≤ OT ≤
99°C.
• Transient oil temp limit: 99 < OT ≤
104°C for 10 minutes or less or
OT < 0.
• Redline oil temp limit: OT > 104
or 99 < OT ≤ 104 for more than
10 minutes.
• Three yellow dashes show when oil
temperature from all sources is failed.
Fire Warning A warning message FIRE shows in

the lower center of applicable analog
torque/ITT scale when the an engine
fire indication is received. The warning
message flashes for 5 seconds and then
shows steady The FIRE warning has
priority over the AFX message.
1st Edition
22-108 25 Aug 05
Propeller The propeller synchronization display,

Synchronization called the propeller synchroscope, shows
as a moving string of squares below the
left and right engine oil temperature.
The squares move left or right towards
the engine that has the higher propeller
RPM. Operation is inhibited when N1
from either engine is less than 40 percent
or when N1 from either engine is failed.
The propeller synchronization display is
removed when the left or right propeller
RPM inputs are invalid.
Autofeather Display The autofeather message AFX shows

in green in the lower center of the
ITT/TORQ gauge when the autofeather
system on the applicable side is armed.
The AFX message does not show when
the fire warning message is in view.
1st Edition
25 Aug 05 22-109
MFD – FMS Plan Map Raytheon King Air
MFD – FMS PLAN MAP

Figure 22-17 MFD FMS Plan Map Display
The FMS Plan Map is a fixed, true north-up stationary map that
graphically depicts the active FMS flight plan. The active flight plan is
represented by flight plan waypoints and flight plan legs. Background
Navaid symbology is available for display. A moving airplane symbol is
positioned geographically on the map. The map center is initially set
by the FMS but can be changed per input from the operator. The map
radius is selected with the RANGE knob on the DCP. The FORMAT Line
Select Key R1 on the MFD is used to select the FMS Plan Map. In dual
FMS installations, the map source (FMS1 or FMS2) is pilot-selectable
from the MFD map menu. The FMS Text Window and Extended FMS
Map are sub-modes available on the FMS Plan Map. The optional
Integrated Flight Information System (IFIS) adds Enhanced map
(E-map) and Graphical Weather (GWX) features to the FMS Plan map.
NOTE
N
For information on the IFIS, refer to the IFIS-5000 Integrated Flight
(CPN 523-0790499).
1st Edition
22-110 25 Aug 05
Raytheon King Air MFD – FMS Plan Map
NOTE
N
Refer to the FMS-3000 Flight Management System Pilot’s Guide
(Collins Part Number 523-0790066) for information on the operation
of the FMS.
SELECTIONS:
FMS Text Window The FMS Text Window sub-mode

Sub-mode provides a window above the navigation
display for up to 7 lines of text messages
provided by the FMS. The FMS Text
Window typically displays data for current
and upcoming flight legs and can display
information associated with both lateral
and vertical waypoints. Text data, color,
size, and display state (flashing or steady
on) are controlled by the FMS that is
currently selected as the map source.
Extended FMS Map The Extended FMS Map sub-mode

Sub-mode provides a navigation map display with
50 percent more forward range.
Airplane Symbol The moving airplane symbol is positioned

geographically on the map and is
oriented to the airplane heading. The
airplane symbol is a swept-wing unfilled
airplane symbol (the same as the PPOS
Map airplane symbol).
1st Edition
25 Aug 05 22-111
Range Ring A full-range ring provides north-up and

range information. North-up is indicated
by an “N” at the top of the full-range
ring. A readout of the selected range
shows in a cutout in the full-range ring.
The RANGE knob on the DCP is used
to select the display range. Available
display ranges are 5 (optional), 10, 25,
50, 100, 200, 300, and 600 (optional)
nmi.
Map Source A map source legend shows above Line

Select Key L1 on the left side of the
display. The map source legend reflects
the map source selection, FMS, FMS1,
or FMS2. When the map source matches
the active NAV Source (selected on the
PFD), the map source legend color
follows the active NAV Source color;
green for an on-side source and yellow
for a cross-side source. When the map
source is not the same as the active NAV
Source, the map source legend shows
in cyan.
Map Center When the FMS Plan Map is initially

selected, the next (to) waypoint is the
map center. Thereafter, the flight plan
center can be centered about a position
or waypoint selected by the pilot using
the FMS.
1st Edition
22-112 25 Aug 05
Map Background The Map background data is made up

Symbology of map symbols that show geometrically
correct on the map. Selection of
background data is controlled from the
FMS CDU MAP DISPLAY menu. A Line
Select Key on the MAP DISPLAY menu
allows the operator to access either
the PFD or MFD map background data
selections without affecting the other
AFD background items. When a Collins
FMS is installed, modifications to the
active flight plan, alternative flight plan
information, and a second flight plan can
show. Modified and alternative flight plan
information shows as white dashes. The
second flight plan information shows in
cyan. When a Collins FMS is installed
and a parallel offset exists, the offset
shows as a dashed line parallel to the
flight plan path. If no parallel offset exists
for an active flight plan, an offset that is
part of a modified flight plan shows as
a white dashed line. When the offset is
part of the active flight plan, it shows as a
magenta dashed line. Only one parallel
offset can show, with the active flight plan
offset taking precedence.
1st Edition
25 Aug 05 22-113
Enhanced Maps The optional Integrated Flight Information

(option) System (IFIS) adds Enhanced map
(E-map) features to the FMS Plan map.
E-map symbology includes Geographic
and Political (Geo-pol) boundaries,
Airspace, and Airways. The map menu
on the MFD allows selection of the
E-maps. With the Plan map in view on
the MFD push the MENU button on the
CCP to show the MFD map menu. Push
the Line Select Key on the MFD adjacent
to the desired E-map feature or use the
CCP MENU ADV and DATA knobs to
select that feature for display on the Plan
map (push-on/push-off).
NOTE
N
For information on the IFIS, refer
to the IFIS-5000 Integrated Flight
Information System Operator’s
Guide (CPN 523-0790499).
1st Edition
22-114 25 Aug 05
Graphical Weather The optional Integrated Flight Information

(option) System (IFIS) adds the NEXRAD feature
to the FMS Plan map. The MFD map
menu contains controls for the Graphical
Weather (GWX). The NEXRAD feature
allows an uplinked NEXRAD digital
image to be overlaid on the Plan map.
With the Plan map in view on the MFD
push the MENU button on the CCP to
show the MFD PLAN map menu. Push
the GWX Line Select Key R3 on the
MFD or use the CCP MENU ADV and
DATA knobs to select the NEXRAD
digital image to be overlayed on the
Plan map (push-on/push-off). The status
of the GWX image shows on the MFD
when the GWX overlay is active on the
Plan map. The status shows above Line
Select Key R1.
NOTE
N
Guide (CPN 523-0790499).
1st Edition
25 Aug 05 22-115
MFD – GS/TAS/Air Temps Raytheon King Air
MFD – GS/TAS/AIR TEMPS

Figure 22-18 MFD GS/TAS/Air Temp Displays
Ground Speed (GS), True Airspeed (TAS), Static Air Temperature

(SAT), and International Standard Atmosphere Delta (ISA) show along
the bottom of the MFD.
SELECTIONS:
GS (Ground Ground Speed (GS) in knots shows

Speed) along the bottom of the MFD. The GS
readout is preceded by a gray GS
legend. The source of GS data is the
on-side FMS unless the cross-side FMS
is selected as the active NAV Source for
the on-side PFD. When only a single
FMS is installed, that FMS is the source
of GS data. The color of the GS readout
is green if from the on-side FMS and
yellow if from the cross-side FMS.
TAS (True True Airspeed (TAS) in knots shows

Airspeed) in white along the bottom of the MFD
preceded by a gray TAS legend.
The source of TAS data is the
currently-selected ADC.
SAT (Static Air Static Air Temperature (SAT) in degrees

Temperature) Celsius shows in white along the bottom
of the MFD. The SAT readout is preceded
by a gray SAT legend and followed by a
gray °C legend. The source of SAT data
is the currently-selected ADC.
1st Edition
22-116 25 Aug 05
Raytheon King Air MFD – GS/TAS/Air Temps
ISA (International International Standard Atmosphere (ISA)

Standard delta in degrees Celsius shows in white
Atmosphere Delta) along the bottom of the MFD. The ISA
readout is preceded by a gray ISA legend
and followed by a gray °C legend. ISA
delta is the difference between the ISA
temperature and SAT. ISA temperature is
a sea level temperature of 15°C adjusted
for altitude at a rate of 2°C for every
+1000 feet. The source of ISA data is the
currently-selected Air Data Computer.
1st Edition
25 Aug 05 22-117
PFD/MFD – Bearing Pointers Raytheon King Air
PFD/MFD – BEARING POINTERS

Figure 22-19 PFD & MFD Bearing Pointers
Two bearing pointers are available for display, a pilot-side-sourced

pointer and a copilot-side-sourced pointer. The pilot-side pointer is
a magenta single-lined pointer. The copilot-side pointer is a cyan
double-lined pointer. Both pointers are available for display on the PFD
and MFD Rose, Arc, and PPOS Map formats. A bearing pointer data
field shows in the lower left corner of the PFD when a bearing pointer is
selected for display and the Bearing Source (BRG SOURCE) menu is
not in view.
1st Edition
22-118 25 Aug 05
Raytheon King Air PFD/MFD – Bearing Pointers
SELECTIONS:
Bearing Source The BRG SOURCE menu on the PFD

Menu is used to select and deselect the
display of the pilot- and copilot-side
bearing pointers as well as the source
for each pointer. Two bearing pointers
can be selected for display, one from
the available pilot-side NAV Sources
(magenta single-bar pointer icon) and
one from the available copilot-side
NAV Sources (cyan double-bar pointer
icon). The selections made on the
BRG SOURCE menu affect the bearing
pointers that show on both the on-side
PFD and on the MFD. The NAV/BRG
button on the DCP is used to select the
BRG SOURCE menu. When selected,
the BRG SOURCE menu shows vertically
along the right side of the PFD.
1st Edition
25 Aug 05 22-119
The pilot-side menu shows next to

the cyan single bar pointer, and the
copilot-side menu shows next to the
cyan double bar pointer. The active
source shows in large cyan text. Other
bearing sources show in small white
text. The MENU ADV knob, DATA knob
and PUSH SELECT button on the DCP
are used to make the bearing source
selection. Refer to the Display Control
Panel section of this guide for additional
information on DCP operation. The
bearing source can also be set with the
Line Select Keys on the PFD. Refer to
the PFD/MFD Operation section of this
guide for additional information on the
BRG SOURCE menu operation.
Bearing Pointer A bearing pointer data field shows in

Data Field the lower left corner of the PFD when a
bearing pointer is selected for display
and the BRG SOURCE menu is not in
view. Bearing source, bearing distance,
and a bearing identifier for the pilot- and
copilot-side bearing pointer shows in the
bearing pointer data field.
1st Edition
22-120 25 Aug 05
Raytheon King Air PFD/MFD – Bearing Pointers
Bearing Source The bearing source shows on the top line

and Icon of the bearing pointer data field. The
bearing source is “F” for FMS, “V” for
VOR, “A” for ADF, and “T” for TACAN.
The bearing source is numbered to
indicate a pilot-side (1) or copilot-side (2)
side source when more than one source
of each type is installed. The bearing
source is blank when the BRG source
selection is OFF. The pilot-side source
shows in magenta. The copilot-side
source shows in cyan. A bearing pointer
icon follows the bearing source. The
bearing pointer icon is a miniature
representation of the bearing pointers
that are used to identify the actively
selected bearing pointer. The icon for
pilot-side sensors is a magenta single bar
arrow. The icon for copilot-side sensors
is a cyan double bar arrow.
Bearing Distance When available, bearing distance shows

to the right of the bearing icon in the
same color as the bearing pointer.
Bearing distance is blank when:
• The bearing source is also the active

NAV Source.
• The bearing source is VOR and DME
Hold is selected.
Bearing ID When available, the bearing identification

(ID) shows below the bearing source
and distance in the same color as the
bearing pointer.
• The ID for ADF is the ADF frequency.

Bearing ID does not show when the
selected bearing is also the active
NAV Source.
1st Edition
25 Aug 05 22-121
• For FMS, the ID is the next (to)

waypoint identifier.
• For VOR, the ID is station frequency
or the station ID.
• The station frequency shows for
approximately 10 seconds when
a VOR bearing is first selected
or a new frequency is selected.
Thereafter, the station ID shows.
The station frequency remains in
view and the ID does not show
when the DME is not decoding the
ID, or when DME Hold is active.
• For TACAN, the ID is the station ID. If
the station ID is not available then the
station channel is displayed.
1st Edition
22-122 25 Aug 05
Raytheon King Air PFD/MFD – Heading Displays
PFD/MFD – HEADING DISPLAYS

Figure 22-20 PFD & MFD Heading Displays
Either a full compass rose or a partial compass arc shows full-time

below the attitude ball on the PFD. A Rose or Arc shows in the lower
portion of the MFD for all display formats except Plan Map, FMS Remote
Text, E-chart, GWX, and Maintenance. The heading symbology varies
for different formats, but is similar to the PFD display. Current heading is
read opposite the lubber line. A pilot-controllable selected heading bug
shows on the Arc and Rose. A dashed heading vector extends out from
the airplane symbol to the selected heading when the bug is not in view.
1st Edition
25 Aug 05 22-123
PFD/MFD – Heading Displays Raytheon King Air
SELECTIONS:
Lubber Line The lubber line shows at the top of the

Rose and arc. The lubber line is a
downward pointing arrow that contains
a readout of the current heading. The
lubber line arrow points to the current
heading on the Rose or Arc.
Compass Rose A full compass rose shows for the Rose

format. The full compass rose is a 360°
compass card. Heading numbers show
every 30° and letters (“N”, “S”, “E”, and
“W”) show at the cardinal points. White
tic marks show every 5°. White tic
marks show outside the rose at 90, 180,
and 270° from the lubber line. White
triangular pointers show outside the rose,
pointing to the rose, at ±45° and ±135°
from the lubber line. Current heading is
read opposite the lubber line.
TCAS Only The TCAS Only format is a 360°

compass card with white tic marks every
30°. Current heading is read opposite
the lubber line.
Compass Arc The compass arc shows 125° of heading

in view. White tic marks show every 5°. A
white arc connects the tic marks. Current
heading is read opposite the lubber line.
Heading Readout A white 3-digit heading readout shows

inside the lubber line box at the top of
the compass rose.
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Raytheon King Air PFD/MFD – Heading Displays
Heading Source The source of heading data is normally

the on-side AHS (AHS1 or AHS2).
Heading data from the cross-side AHS
is available via reversionary switching.
A flight deck-mounted installer-supplied
AHS reversion switch is used to select
AHS reversion. When AHS reversion is
selected, an AHS reversion message
(AHS1 or AHS2) shows on the PFD to the
left of the airspeed display. An optional
non-Rockwell Collins Laseref V Inertial
Reference System (IRS) is available as a
reversionary attitude source.
Heading Type Heading is normally magnetic (slaved).

DG (directional gyro) mode can be
selected with the remote-mounted
installer-supplied DG/SLAVE switch. The
message DG in white shows to the right
of the heading readout when the heading
type is DG. No message shows when the
heading type is magnetic.
Heading Bug The heading bug is a dual, filled

rectangular cyan bug that is positioned
on the periphery of the compass rose/arc.
The HDG knob on the FGP is used to set
the heading bug to the desired selected
heading. The SYNC button on the HDG
knob is used to set the heading bug
under the lubber line. A dashed cyan
heading vector shows when the heading
bug is off scale, while the HDG rotary
knob is in operation, and for 5 seconds
after the last HDG knob change.
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25 Aug 05 22-125
PFD/MFD – Heading Displays Raytheon King Air
Selected Heading A cyan 3-digit readout of the selected

Readout heading shows to the left of the heading
readout. The selected heading readout
is preceded by a cyan HDG legend.
The legend and readout show when the
selected heading is changing and for 5
seconds after the value stops changing.
The readout shows full time when the
heading vector is in view because the
heading bug is off scale (arc only).
Track Pointer The Track Pointer is an open circle

symbol that is positioned on the Rose or
Arc at the current airplane track over
the earth. The difference between the
position of the track pointer and the
lubber line is the drift angle. The track
pointer shows in green when the on-side
FMS is the source and in yellow when
the cross-side FMS is the source.
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Raytheon King Air PFD/MFD – Course Deviation & To/From
PFD/MFD – COURSE DEVIATION & TO/FROM

Figure 22-21 PFD & MFD Course Deviation & To/From
The familiar course, course deviation, and to/from information shows on

the Horizontal Situation Indicator (HSI). An additional lateral deviation
scale shows part-time on the PFD above the HSI in the attitude
indicator. A marker beacon indicator shows on the left side of the
attitude indicator on the PFD.
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25 Aug 05 22-127
PFD/MFD – Course Deviation & To/From Raytheon King Air
SELECTIONS:
Course Arrow The course arrow turns with the compass

card to provide a continuous display of
selected course with respect to airplane
heading. The CRS knob on the FGP is
used to set the course when a VOR or
LOC is the active NAV Source. The left
CRS knob sets the pilot-side course and
the right CRS knob sets the copilot-side
course. The PUSH DIRECT button in the
center of the CRS knob selects a course
directly to the on-side VOR station when
VOR is the active NAV Source.
Course Readout A 3-digit readout of the selected

course/desired track shows to the
left of the HSI, below the active NAV
Source identifier. The course readout is
preceded by a 3-character type identifier,
which is defined in the table that follows:
Course Legend Nomenclature

NAV Source Nomenclature
VOR, LOC, or TCN CRS
LOC back course B/C
FMS true desired DTK
track
NOTE
N
When FMS is the active NAV Source,
the associated CRS knob is inactive.
NOTE
N
The DTK value is adjusted for
magnetic variation (provided by
the FMS) when the heading type
is magnetic.
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To/From Pointer The to/from pointer is an open triangle

that appears on the head side of the
lateral deviation bar pointing toward the
head of the course pointer to indicate ‘to’
and toward the tail to indicate ‘from’.
Lateral/Crosstrack The center portion of the

Deviation Bar course/desired-track arrow is the
lateral/crosstrack deviation bar, which
represents the center line of the
airway, localizer, or FMS desired-track.
This bar moves left or right from the
course/desired-track arrow to indicate
lateral deviation from the airway,
localizer, or FMS desired-track. The
amount of deviation is read against the
deviation scale, which is made up of four
dots perpendicular to the lateral deviation
bar. The amount of deviation that is
indicated is dependent on the active NAV
Source, as follows:
• For VOR and TCN, each dot
represents 5° of deviation.
• For LOC, each dot represents 1° of
deviation.
• For FMS, a 2-dot deviation represents:
• 1.25° or 1.0° in the terminal area.
• 0.3 nmi in GPS approach mode.
• 5.0 nmi en route.
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Attitude Display A lateral deviation scale and pointer

Lateral Deviation show part time in a cut-out section of the
Scale attitude display on the PFD. The pointer
is an FMS waypoint symbol when FMS is
the NAV Source. The lateral deviation
pointer is a diamond-shaped for all other
NAV Sources. The pointer is color-coded
to indicate the sensor side for the NAV
Source; green for an on-side sensor or
yellow for a cross-side sensor. When
the scale is indicating deviation from a
NAV-to-NAV capture preselect course,
the diamond pointer shows in cyan. The
lateral deviation pointer is automatically
reversed for localizer Back Course
approaches. The scale has two grey dots
on either side of a grey center line. The
scale comes into view when:
• LOC is the active NAV Source

• FMS is the active NAV Source
• The difference between airplane
heading and FMS desired-track is
less than 105°
• When a NAV-to-NAV capture has
occurred.
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Wind Speed and Wind speed and direction shows full-time

Direction to the left of the heading readout on the
PFD. Wind speed and direction shows
to the left of the heading readout on the
MFD Rose, Arc, and PPOS Map formats.
The wind direction arrow represents the
wind direction relative to the airplane (the
arrow points in the direction the wind is
blowing to). Wind speed and direction
shows in green when the on-side FMS is
the source and in yellow when cross-side
FMS is the source. The on-side FMS is
the source unless the cross-side FMS
is the active NAV Source; then the
cross-side FMS is the source. On the
MFD, when Map is active the wind speed
source is the FMS Map source.
TECH DETAIL
The wind speed and direction display
does not show until wind speed is
greater than 7 knots and is removed
if wind speed falls below 5 knots.
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25 Aug 05 22-131
Vertical Deviation A vertical deviation scale and pointer

Scale show part time in a cutout section at the
far right of the attitude display on the
PFD. The vertical deviation scale is made
up of two dots above and two dots below
a center index mark. Glideslope and/or
VNAV deviation can show on the scale.
The pointer shows in green the source
is from the on-side and in yellow when
the sensor is from the cross-side. When
the scale is indicating deviation from a
NAV-to-NAV capture preselect course,
the pointer shows in cyan.
For GS deviation, each of the inner

scale dots represents approximately
1/4° displacement and the outer
dots represent approximately 1/2°
displacement. The GS vertical deviation
pointer is diamond-shaped. GS deviation
shows when:
• LOC is the NAV Source or preselect
NAV Source
• A valid Localizer is tuned.
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22-132 25 Aug 05
NOTE
N
The vertical deviation pointer is
automatically removed when an LOC
Back Course is detected.
For FMS vertical navigation deviation,

the FMS can command a variable vertical
scaling. The vertical deviation pointer
is an FMS waypoint symbol pointer for
VNAV deviation. When nonstandard
scaling is active, the message APPR
shows in the FMS Status field on the
PFD. The VNAV pointer is a waypoint
symbol. The VNAV vertical deviation
pointer can show concurrently with the
Glideslope vertical deviation pointer.
Marker Beacon The marker beacon indicator shows

Indicator(s) under the conditions that follow:
• The outer marker indicator is a cyan,
boxed OM message that flashes on
and off when the airplane is passing
over an outer marker beacon.
• The middle marker indicator is a
yellow, boxed MM message that
flashes on and off when the airplane is
passing over a middle marker beacon.
• The inner marker indicator is a white,
boxed IM message that flashes on and
off when the airplane is passing over
an inner marker beacon.
• When more than one marker beacon
is active at the same time, the indicator
alternates between the active markers.
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25 Aug 05 22-133
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22-134 25 Aug 05
Raytheon King Air PFD/MFD – Navigation Source
PFD/MFD – NAVIGATION SOURCE

Figure 22-22 PFD & MFD Navigation Source Data Field
The Navigation (NAV) Source field shows information associated with

the active NAV Source. The data field shows full-time to the left of the
HSI on the PFD and MFD.
SELECTIONS:
NAV SOURCE The PFD NAV SOURCE menu is used

Menu to select from any of the available
navigation sources as the active source
for both the PFD and MFD navigation
displays. The selections made on the
NAV SOURCE menu affect the NAV
Source data that shows on both the
on-side PFD and on the MFD. The
NAV/BRG button on the DCP is used to
select the NAV SOURCE menu. When
selected, the NAV SOURCE menu shows
vertically along the right side of the PFD.
NOTE
N
Refer to the PFD/MFD Operation
information on NAV SOURCE menu
operation.
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25 Aug 05 22-135
PFD/MFD – Navigation Source Raytheon King Air
NAV Source The active NAV Source of VOR1, VOR2,

Legend LOC1, LOC2, FMS, FMS1, FMS2, TCN,
TCN1, or TCN2 shows in green, yellow,
or cyan on the top line of the NAV
Source field. The numeral 1 identifies
a pilot-side source and the numeral 2
identifies a copilot-side source. The 1 or
2 numeral is omitted for the active NAV
Source when a single NAV Source type
(e.g., single FMS) is installed. The NAV
Source selected at power-up is the last
selected. The NAV Source legend color
code is a follows:
• The color is green for an on-side
source.
• The color is yellow for a cross-side
source.
• For the MFD FMS Maps format, the
color is cyan when the map source
is not the same as the active NAV
Source (e.g., map source is FMS1 and
the active NAV Source is LOC1).
NOTE
N
When an FMS map format is active
on the MFD, the map source may be
different than the active NAV Source
on the PFD (e.g., PFD NAV Source
is set to LOC1 and the MFD map
source is set to FMS1).
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22-136 25 Aug 05
NAV Source When a valid LOC or VOR is selected as

Frequency (PFD) the active NAV Source, the 5-digit NAV
Source frequency, with decimal point,
shows to the right of the active NAV
Source ID legend in the top line of the
NAV Source field on the PFD. The NAV
Source frequency shows in the same
color as the active NAV Source.
NAV Source When a valid TCN is selected as the

Channel active NAV Source, the four digit TCN
channel shows to the right of the active
NAV Source ID legend in the top line of
the NAV Source field on the PFD. The
TCN channel shows in the same color
as the active NAV Source.
Course/De- The course/desired-track readout shows

sired-Track below the active NAV Source identifier
in the second line of the NAV Source
field. The course/desired-track readout is
a 3-digit readout of the selected course
(same value as the course/desired track
pointer) preceded by an identifier. The
readout and identifier show in the same
color as the active NAV Source identifier.
The identifier shows as CRS, B/C, DTK,
or HDG, as follows:
• The identifier is CRS when the active
NAV Source is a VOR, LOC, or TCN.
• The identifier is B/C when a localizer
frequency is tuned and the active NAV
Source is LOC, and the difference
between airplane heading and the
course pointer arrow exceeds 110°.
• The identifier is DTK when the active
NAV Source is FMS.
• The identifier is HDG FMS when the
active NAV Source is FMS and the
heading leg is active.
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25 Aug 05 22-137
Station/Waypoint ID The station or waypoint ID shows below

the course/desired-track readout in the
third line of the NAV Source field. The
station or waypoint ID shows in the same
color as the active NAV Source. The
station does not show when DME Hold is
selected and the active NAV Source is
VOR or LOC. The waypoint ID flashes
when the active NAV Source is FMS and
a lateral navigation alert is active. The
waypoint ID flashes when the active NAV
Source is TCN, the station ID is available,
and a lateral navigation alert is active.
Time To Go Time To Go (TTG) shows on the MFD

(MFD only) below the station/waypoint ID in the
fourth line of the NAV Source data
field. TTG shows in hours and minutes
(HH:MM).
Time To Station Time To Station (TTS) shows on the

(MFD only) MFD below the station/waypoint ID in
the fourth line of the NAV Source data
field when TACAN is the active NAV
source. TTS shows in hours and minutes
(HH:MM).
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22-138 25 Aug 05
Distance Distance (in nmi) shows below TTG in

the fifth line of the NAV Source data field
on the MFD or below Station/Waypoint ID
in the fourth line of the NAV Source data
field on the PFD. The distance readout
provides distance to the next waypoint
for FMS, distance to the VOR station for
VOR, distance to the TCN station for
TACAN, and distance to the runway for
LOC. The distance readout is followed by
a cyan H in place of the legend NM when
DME Hold is selected and the active NAV
Source is VOR or LOC. The distance
readout flashes when the active NAV
Source is FMS and a lateral navigation
alert is active.
Preset NAV Source The preset NAV Source provides a

second way to set the NAV Source
without using the NAV and Bearing
Source menu page. To use the preset
NAV Source function, the pilot sets a
standby NAV Source in advance, and
then swaps the standby and NAV Source.
The preset function is only active when
no PFD menus are in view, and the FMS
has not armed a Preselect NAV Source.
The preset NAV Source shows below the
PRESET legend inside a cyan selection
box next to L2 on the PFD. Perform the
steps that follow to select a preset NAV
Source and to swap the active and preset
NAV Source:
1. With no menus active, operate the
DATA knob on the DCP to scroll
through the list of available preset
NAV Sources. The current NAV
Source is not repeated in the list of
preset NAV Sources.
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25 Aug 05 22-139
2. Push the PRESET Line Select Key

on the PFD or the PUSH SELECT
button on the DCP to swap the NAV
Source with the preset NAV Source.
NOTE
N
Preset NAV and Preselect NAV
(NAV to NAV capture) are mutually
exclusive. Preselect NAV always
takes precedence over Preset NAV.
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22-140 25 Aug 05
Raytheon King Air PFD/MFD – FMS PPOS Map
PFD/MFD – FMS PPOS MAP

Figure 22-23 PFD & MFD FMS PPOS Map Display
The FMS PPOS Map format is a heading-up 360° moving map that
shows FMS-supplied flight plan and background navigation aids which
are located in the area surrounding the airplane. The active flight plan is
represented by flight plan waypoints connected by flight plan legs. The
waypoint symbols may be accompanied by identifier data. Background
Navaid symbology is available for display. An airplane symbol shows in
the center of the map. The map center is the airplane present position.
The map radius is selected with the RANGE knob on the DCP. The
FORMAT Line Select Key R1 on the PFD is used to select the FMS
PPOS Map. In dual FMS installations, the map (FMS1 or FMS2) is
selected from the NAV SOURCE menu on the PFD. The FMS Text
Window and Extended FMS Map are sub-modes available on the FMS
PPOS Map. Weather radar, optional LDS, optional Terrain, and TCAS
overlays can show on the PPOS Map. The optional Integrated Flight
Information System (IFIS) adds Enhanced map (E-map) features to
the FMS Plan map (MFD only).
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25 Aug 05 22-141
PFD/MFD – FMS PPOS Map Raytheon King Air
NOTE
N
Refer to the FMS-3000 Flight Management System Pilot’s Guide
(Collins Part Number 523-0790066) for information on the operation
of the FMS.
NOTE
N
For information on the IFIS, refer to the IFIS-5000 Integrated Flight
(CPN 523-0790499).
SELECTIONS:
FMS Text Window The FMS Text Window sub-mode

Sub-Mode provides a display window above the
navigation for up to seven lines of text
messages provided by the FMS that is
currently selected as the map source.
The FMS Text Window typically displays
data for current and upcoming flight legs
and can display information associated
with both lateral and vertical waypoints.
Color, size, and display state (flashing or
steady on) are controlled by the source
FMS.
Extended FMS Map The Extended FMS Map sub-mode

Sub-Mode provides a navigation map display of
approximately 50 percent more forward
range.
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Map Background The Map background data is made up

Symbology of map symbols that show geometrically
correct on the map. Selection of
background data is controlled from the
FMS CDU MAP DISPLAY menu. A Line
Select Key on the MAP DISPLAY menu
allows the operator to access either
the PFD or MFD map background data
selections without affecting the other
AFD background items. When a Collins
FMS is installed, modifications to the
active flight plan, alternative flight plan
information, and a second flight plan can
show. Modified and alternative flight plan
information shows as white dashes. The
second flight plan information shows in
cyan. When a Collins FMS is installed
part of the active flight plan, it shows as a
offset can show, with the active flight plan
offset taking precedence.
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25 Aug 05 22-143
PFD Map Source The PFD map source is the active

NAV Source. For the map to show,
the NAV Source must be an FMS.
The NAV Source is selected from the
NAV SOURCE menu on the PFD. The
Map source legend shows above Line
Select Key L1 on the left side of the
map. The map source legend shows
as FMS, FMS1, or FMS2. The color is
green for an on-side source and yellow
for a cross-side source. Information
associated with the Nav/map source
(desired-track, waypoint ID, and
distance) shows below the Nav/map
source legend.
TIP
When any NAV Source other than an
FMS is selected, or if an automatic
transition of preselect course to
active course occurs during a
Nav-to-Nav capture, the PPOS Map
is removed and replaced by the Arc
format.
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MFD Map Source The map source is the source of all

PPOS Map, Plan Map and FMS Text data
that shows on the MFD. The map source
is the FMS, and when dual FMSs are
installed may be set to FMS1 or FMS2.
The map source selection is made from
the Map menu. When a single FMS is
installed, the map source legend is FMS
and no source selection is provided. A
map source legend shows above Line
Select Key L1 on the MFD. The legend is
FMS, FMS1, or FMS2. When the map
source matches the active NAV Source
selected on the PFD, the color of the
map source legend follows the active
NAV Source color: green for an on-side
source and yellow for a cross-side
source. When the map source is not the
active NAV Source, the color of the map
source legend is cyan. The PPOS Map
also presents a limited amount of active
NAV Source information (desired-track,
waypoint ID, Time-To-Go (TTG), and
distance) when the active NAV Source
and the map source are the same FMS.
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25 Aug 05 22-145
Flight Plan If there is a flight plan in FMS, the flight

Symbology plan legs show as solid lines connecting
the flight plan waypoints. Flight plan
waypoints are identified with a string
of up to seven characters. Waypoint
symbology includes waypoints, user
waypoints, runway thresholds, holding
patterns and procedure turns. The active
flight plan leg and the next (to) waypoint
are green, yellow, or white and follow
the Map source color. The flight plan
legs and waypoints other than the active
leg/waypoint are white. When a Rockwell
Collins FMS is installed, modifications to
the active flight plan, alternative flight
plan information, and a second flight plan
can show on the PPOS Map. Modified
and alternative flight plan information
shows as white dashes. The second
flight plan information shows in cyan.
When a Rockwell Collins FMS is installed
part of the active flight plan, it shows as
offset shows graphically, with the active
flight plan offset taking precedence.
TIP
When the FMS declares waypoint
alert, the next (to) waypoint
symbology on the map flashes
until the LNAV Alert condition is
terminated.
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22-146 25 Aug 05
Altitude Intercept The Altitude Intercept Arc is a white icon

Arc that shows on the map, positioned along
the current FMS track, which depicts the
range to altitude intercept for the current
VNAV leg.
Airplane Symbol An airplane symbol shows in the center

of the map. For the PPOS Map, the
airplane symbol is an outline shape.
Range Symbology Range symbology includes a full-range

arc, a full-range readout, a half-range
ring, and a half-range readout. The
full-range arc is made up of 125° of the
outside of the compass arc and includes
heading information similar to the Arc
format. A readout of the full range shows
in the 10 o’clock position inside the
full-range arc. The half-range ring is a
circle encompassing the airplane symbol.
The half-range readout shows in a cutout
in the half-range ring. The RANGE knob
on the DCP is used to select the display
range.
FMS Message The FMS Message field is two lines of

Field text that shows above the active NAV
Source legend on the PFD. The message
field shows various FMS messages from
the FMS that is the that is the active
Nav/Map source.
1st Edition
25 Aug 05 22-147
NOTE
N
the FMS.
FMS Status Field The FMS status field is one line of text
that shows along the right side of the
AFD. The status field shows various
status messages from the FMS that is
the active Nav/Map source. The status
field only shows when an FMS map is
the active PFD mode.
NOTE
N
the FMS.
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22-148 25 Aug 05
Enhanced Maps The optional Integrated Flight Information

(option) System (IFIS) adds Enhanced map
(E-map) features to the MFD FMS
PPOS map. E-map symbology includes
Geographic and Political (Geo-pol)
boundaries, Airspace, and Airways. The
map menu on the MFD allows selection
of the E-maps. To select a E-map feature
for display on the PPOS Map, perform
the steps that follow:
1. With the PPOS map in view on the

MFD push the MENU button on the
CCP to show the MFD map menu.
2. Push the Line Select Key on the
MFD adjacent to the desired E-map
feature or use the MENU ADV, DATA
knob, and PUSH SELECT button
on the CCP to select the desired
feature for display on the PPOS map.
(push-on/push-off).
NOTE
N
Guide (CPN 523-0790499).
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25 Aug 05 22-149
PFD/MFD – Weather Radar Overlay Raytheon King Air
PFD/MFD – WEATHER RADAR OVERLAY

Figure 22-24 PFD & MFD Weather Radar Overlay
The Weather Radar System (WXR) detects and locates precipitation

for the purpose of navigating around weather hazards. The optional
Turbulence Weather Radar System (TWR) detects and locates
precipitation and precipitation-related turbulence targets. The weather
radar will indicate the bearing, range, and precipitation rate of all
detectable precipitation within the scan area and display range.
Ground mapping returns can also show. The system functions like two
independent radars. Each pilot-side display is controlled by the on-side
DCP/PFD and is updated on alternate sweeps of the antenna. The
weather radar overlay is available for display on the PFDs and on
the MFD when the Arc or PPOS Map formats are active. The PFDs
and MFD contain the RDR Line Select Key R2 to select the weather
radar overlay. The DCPs provide the controls for radar mode menu
selection, range selection, antenna tilt angle, Autotilt, and Ground
Clutter Suppression (GCS).
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Raytheon King Air PFD/MFD – Weather Radar Overlay
SELECTIONS:
Weather Radar Detectable weather shows in four colors:

Colors green, yellow, red, and magenta. The
lowest precipitation rates show in green.
The highest precipitation rates and
turbulence (TWR only) show in magenta.
Display Colors and Precipitation Rate

Display Color Precipitation Rate
No display Less than 0.03
in/hr
Green 0.03 to 0.07 in/hr
Yellow 0.07 to 0.20 in/hr
Red 0.20 to 0.52 in/hr
Magenta 0.52 in/hr and
greater
NOTE: Turbulence is also shown in
magenta (TWR only).
RDR Legend The RDR Line Select Key R2 is used to

select the weather radar overlay. A cyan
caret (>) shows next to Line Select Key
R2 when the Arc or PPOS format is active
to indicate the key is active. When the
display is not in the Arc or PPOS format,
the caret does not show and the key is
not active. See the PFD/MFD operation
section of this guide for more information.
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25 Aug 05 22-151
PFD Weather The weather radar data field shows below

Radar Data Field Line Select Key R2 on the PFD. The data
field is two lines of text below a RDR
legend. When the weather radar overlay
is active on the PFD or MFD, the data
shows in cyan. When the weather radar
overlay is not active, the data shows in
white. The radar data lines do not show
when TERR is the selected overlay.
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• The first line of the data field shows

the radar mode in cyan and, when
other than NORM, the receiver gain
setting. The mode can be STBY,
WX, WX+T, TURB, MAP, and TEST.
The message GCS shows in place
of the mode message when Ground
Clutter Suppression (GCS) is active.
WX+T mode is active out to 50 nmi.
When the display range is set to
more than 50 nmi, the “+T” portion of
the mode message changes color
to white, flashes for 5 seconds, then
shows steady. Receiver gain shows
by the letter “G” with a plus/minus
sign and 1, 2, or 3. The advisory
message RDR OFF shows in white
in place of the radar mode message
when no radar operating mode
is received by the weather radar
receiver/transmitter/antenna (RTA).
The RDR OFF advisory flashes for 5
seconds, then shows steady.
• The second line of the data field
shows the antenna tilt angle readout
and or the USTB message. The
tilt angle readout is made up of the
letter “T” followed by a “+” or “-”
sign and up to three digits for the
readout, except when 0.0 (zero). The
readout is followed by the letter “A”
when the Autotilt feature is enabled
(TWR only). The alert message
USTB (unstabilized) shows in place of
the tilt angle readout when antenna
stabilization is set to off.
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25 Aug 05 22-153
Weather Radar The DCP, in conjunction with the PFD

Controls RADAR menu, provides control of the
weather radar mode and feature controls
and settings. The DCP provides the radar
mode menu selection, RANGE select
knob, TILT knob and GCS button. The
MENU ADV knob on the DCP is used to
move the cyan selection box on the PFD.
The Line Select Keys on the PFD can
also be used to move the cyan selection
box. The DATA knob and SELECT button
are used to change the active mode or
state. The PFD RADAR menu provides
the control of the weather radar mode.
The PFD and MFD both provide the RDR
Line Select Key to select or de-select the
radar display (on or off).
NOTE
N
Each pilot’s weather radar display is
controlled by the on-side DCP and
PFD and is updated on alternate
sweeps of the antenna.
STBY (Standby) The STBY weather radar mode is the

Mode power-up mode. In the STBY mode,
the weather radar system is on but not
transmitting. STBY mode is automatically
selected 60 seconds after air/ground
transition to ground. Selecting STBY on
either side causes both sides to go to
STBY. When both sides are in STBY and
one side selects an active operational
mode, then both sides will go to that
operational mode (i.e., if STBY is active
and the copilot selects WX, WX would
be the current radar mode on both sides
of the flight deck). Independent radar
modes may then be selected by each
pilot, but either pilot selecting STBY will
again force both sides to STBY.
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WX (Weather Only) The WX weather radar mode is

Mode recommended as the normal operating
mode. In the WX mode, the weather
radar system is optimized to detect
precipitation. Detectable precipitation
shows as one of four colors: green,
yellow, red, or magenta (least to greatest
precipitation rate).
WX+T (Weather The WX+T weather radar mode is

Plus Turbulence) available only when a Turbulence
Mode Weather Radar system (TWR)
is installed. The WX+T mode is
used to detect precipitation and
precipitation-related turbulence targets.
Detectable precipitation shows as one
of four colors: green, yellow, red, or
magenta (least to greatest precipitation
rate). The highest precipitation rates and
turbulence show in magenta. The WX+T
mode is only active out to a range of 50
nmi. When a display range of greater
than 50 nmi is selected, the WX (Weather
Only) mode is automatically selected.
NOTE
N
Doppler turbulence detection
techniques used in the Turbulence
Weather Radar system rely on the
presence of at least light moist
precipitation. The Turbulence
Weather Radar system cannot detect
clear air turbulence.
1st Edition
25 Aug 05 22-155
TURB (Turbulence The TURB weather radar mode is

Only) Mode available only when a Turbulence
Weather Radar system (TWR) is
installed. The TURB mode shows
precipitation-related turbulence targets
only. This is useful for closely analyzing
areas of precipitation-related turbulence
that have been detected while in
the WX+T mode. The TURB mode
is automatically deselected after a
30-second time-out and is replaced with
the WX+T (Weather Plus Turbulence)
mode. Like the WX+T mode, the TURB
mode is only active out to a range of
50 nmi.
MAP (Ground The MAP weather radar mode provides

Mapping) Mode the most detailed ground returns and
should be used while purposely mapping
the terrain. Signal processing and target
colors are changed to accentuate ground
features in the MAP mode. Ground
targets show in cyan, green, yellow,
and magenta (least reflective to most
reflective).
TEST (Self Test) The primary function of the TEST

Mode weather radar mode is to ensure
the displays are able to display the
necessary weather radar return colors.
A test pattern made up of six colored
arcs in a rainbow-like pattern that shows
on the display when the TEST mode is
active. The rainbow-like pattern is made
up of the colors green, yellow, red, and
magenta. The fifth arc changes between
red and magenta on alternate scans.
Normal radar returns do not show when
the Test mode is active.
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GAIN (Receiver A variety of gain settings allow the crew

Gain Setting) to increase or decrease the receiver
gain to analyze radar returns. Normally,
receiver gain is set to normal (0 (zero))
position. Six other positions, including
three of increased gain for the utmost in
sensitivity, are available for analyzing the
details of the returns. The higher settings
are useful in identifying the lightest levels
of precipitation, while the lower settings
are useful for more in-depth studies of
the most intense weather targets. Each
of the minus gain settings (–1, –2, and
–3) reduces the sensitivity of the radar
system by approximately one color
level. This results in a total reduction
of three color levels when operating
with the GAIN set to the –3 position.
Therefore, if a target was magenta
in NORM, the same target at –3 is
almost totally removed from the display.
Because of this effect, the weather
radar system should not be operated
in one of the reduced gain settings for
an extended period of time. Refer to
the PFD/MFD Operations section of this
guide additional information.
1st Edition
25 Aug 05 22-157
NOTE
N
The gain setting should always be
returned to the NORM position when
the display analysis is complete.
Failure to do so may result in missing
significant targets when the radar is
operating in one of the minus gain
settings.
SEC (Sector Scan The Sector Scan feature is available

Feature) only when a Turbulence Weather Radar
system (TWR) is installed. This feature
reduces the antenna scan angle from
the normal ±60° sweep (120° total) to a
±30° sweep (60° total). By reducing the
antenna scan angle, the amount of time
needed for the antenna to complete its
sweep is also reduced. This effectively
increases the weather radar update rate.
Selecting sector scan on one display
affects all flight deck displays.
NOTE
N
When Target Alert is active on either
side, the SEC SCAN function is
removed from the RADAR menu.
TGT (Target Alert The Target Alert feature is available

Feature) only when a Turbulence Weather Radar
system (TWR-850) is installed. This
feature provides an alert to the pilot when
a radar precipitation or turbulence target
is detected and all on-side radar displays
are off. When the Target Alert feature is
armed, the radar searches the returns
from a ±15° sector in front of the airplane
within a range of from 7 to 200 nmi. The
messages and alerts that show for the
Target Alert feature are as follows:
1st Edition
22-158 25 Aug 05
• The message TGT shows in cyan to

the right of the digital heading readout
when the Target Alert feature is armed
and the weather radar overlay is not
selected on the on-side PFD or MFD.
• The message TGT shows in white
when the Target Alert feature is armed
but no target alerts will show because
the terrain overlay is active on both
PFDs. Target alerts occur only when
the terrain overlay is not in view on
at least one PFD. When the terrain
overlay is in view on both PFDs, no
TGT/TRB alert occurs even if the
function is armed.
• The alert TGT shows in yellow when
a precipitation target is detected
between 7 and 200 nmi. The TGT alert
steady as long as a target is detected.
• The alert TRB (turbulence) shows in
yellow when a turbulence target is
detected between 7 and 50 nmi. The
TRB alert flashes for 5 seconds, then
shows steady as long as a target is
detected.
NOTE
N
The TGT and TRB alerts share the
same display location. When the
TGT and TRB alerts are both active,
they alternate every 2 seconds.
1st Edition
25 Aug 05 22-159
NOTE
N
Because selection of the terrain
overlay automatically deselects the
weather radar overlay, selection of
the terrain overlay causes the Target
Alert feature to become active if
the Target Alert feature had been
armed and other Target Alert arming
conditions are met. Target alerts
TGT/TRB occur only when the terrain
overlay is not in view on at least one
PFD. When the terrain overlay is in
view on both PFDs, no TGT/TRB
alert occurs even if the function is
armed.
NOTE
N
The on-side Target Alert feature is
suspended when the weather radar
overlay is selected for display.
GCS (Ground The Ground Clutter Suppression feature

Clutter Suppression reduces the intensity of ground returns in
Feature) the WX (Weather Only), WX+T (Weather
Plus Turbulence), and TURB (Turbulence
Only) modes This feature assists the
flight crew in the interpretation of rainfall
rates. The Ground Clutter Suppression
feature automatically times out after
30 seconds. Refer to the PFD/MFD
Operations section of this guide for
Antenna The antenna stabilization feature uses

Stabilization inputs from the Attitude Heading System
(AHS) to eliminate the effects of airplane
pitch and roll in order to maintain a
horizontal scan. Antenna stabilization is
normally set to ON. An AHS failure may
cause erratic antenna movement and will
result in a yellow USTB message.
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22-160 25 Aug 05
Antenna Tilt Adjusting the antenna tilt allows the

operator to achieve the best picture
of storm cell size, height, and relative
direction of movement. The tilt range is
±15°. When other than normal (0 zero)),
the tilt angle readout shows temporarily
between Line Select Key R2 and Line
Select Key R3 on the RADAR menu.
When other than normal (0 zero)), the
tilt angle readout shows full time in the
weather radar data field. The tilt angle
readout is made up of a “T” followed by a
“+” or “-” sign and up to three digits for
the angle. When the Autotilt feature is
active (TWR only), the readout is suffixed
with an “A”. The radar data field TILT
readout shares the same location as
the USTB alert. With the USTB alert in
view, if the TILT angle is changed the
USTB alert is replaced by the tilt readout,
which remains for 5 seconds after the
tilt setting has stopped changing. The
display then reverts to the USTB alert.
Refer to the PFD/MFD Operations Refer
to the PFD/MFD Operations section of
this guide for additional information.
NOTE
N
The TILT knob is functional when
the Autotilt feature is active, which
enables the crew to manually change
the tilt/range ratio.
1st Edition
25 Aug 05 22-161
TIP
Maximum rainfall rates in a
thunderstorm usually occur about
mid-level in the storm. This is
normally the area that produces the
strongest returns. If the airplane is
above or below that altitude, some
antenna tilt up or down is needed.
The amount of TILT needed varies
with the estimated distance to the
storm - the closer the storm, the more
TILT required. In either instance, it is
good practice to periodically operate
the TILT knob throughout its range
to reduce the possibility of missing
close-in targets.
Autotilt Feature The Autotilt feature is available only

when a Turbulence Weather Radar
system (TWR) is installed. The Autotilt
feature automatically adjusts the antenna
tilt angle to attempt to keep the radar
in the same region of space when the
airplane climbs and descends. Autotilt is
designed to reduce the number of times it
is necessary to manually adjust the TILT
control whenever the airplane altitude or
the radar range setting changes. When
selected, the letter A shows after the tilt
readout. The manual TILT control knob
remains operational to allow changing
the tilt/range ratio.
NOTE
N
The Autotilt feature may be
continuously enabled as the system
always uses the current manual tilt
setting as the starting point.
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22-162 25 Aug 05
Radar Range Radar targets can show on the PFD and

MFD out to a range of 300 nmi. The
RANGE knob on the DCP is used to set
the display range on both the on-side
PFD and the MFD.
NOTE
N
Extending outward from the airplane
symbol is a blanked range area.
The size of this blanked range area
equals one-eighth of the selected
range. Depending on the selected
range, the blanked area can extend
as far as 37 nmi out in front of the
airplane. The blanked range does not
display any weather radar targets.
NOTE
N
Radar targets can show out to a
range of up to 300 nmi. When
weather radar is selected, display
ranges greater than 300 nmi are not
available.
1st Edition
25 Aug 05 22-163
PFD/MFD – Lightning Overlay Raytheon King Air
PFD/MFD – LIGHTNING OVERLAY

Figure 22-25 PFD & MFD Lightning Overlay
The optional, non-Rockwell Collins Lightning Detection System (LDS)

detects levels of lightning activity and processes that information for
display on the AFDs. Lightning symbology is in the form of lightning bolt
icons shown at the relative bearing and range from the airplane.
NOTE
N
The crew should be aware that LDS is a non-Rockwell Collins
avionics unit. Since LDS information is not generated by Rockwell
Collins avionics units, it is subject to change by the vendor without
notification to Rockwell Collins. The Rockwell Collins avionics
units described in this operator’s guide show typical operation
and capabilities. The non-Rockwell Collins avionics units may or
may not cause typical operation. Refer to the appropriate vendor
documentation for specific details on the function and operation
of the LDS.
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22-164 25 Aug 05
Raytheon King Air PFD/MFD – Lightning Overlay
SELECTIONS:
Lightning Bolt Detectable lightning within approximately

Icons 100 nmi shows as lightning bolt icons.
The lightning bolt icons show above
weather radar data and below TCAS
data if the corresponding overlays are
also active. The lightning bolt icons are
color-coded to identify different levels of
lightning intensity as follows:
Display Colors and Lightning Intensity

Icon Color Lightning Intensity
Yellow Light (average of 8
strikes/minute in the last
36 seconds)
Red Medium (average of 9 to
25 strikes/minute in the
last 36 seconds)
Magenta Heavy (average of 26 or
more strikes/minute in the
last 36 seconds)
1st Edition
25 Aug 05 22-165
PFD/MFD – Lightning Overlay Raytheon King Air
LX Legend Lightning data from the LDS can show

on the Arc and PPOS Map formats. A
cyan caret (>) shows next to Line Select
Key R2 when the Arc or PPOS format
is active to indicate the key is active.
The lightning overlay is selected with
the LX/RDR Line Select Key R2. When
lightning is selected for display, the LX/
portion of the legend shows enlarged and
in cyan. When the display is not in the
Arc or PPOS format, the caret does not
show and the key is not active. If an
LDS fault is reported while the lightning
overlay is active on the display, the LX/
legend changes color to yellow. Lightning
and terrain overlays cannot show at the
same time on a single display. Selection
of the lightning overlay automatically
deselects the terrain overlay. Similarly,
manual or automatic selection of the
terrain overlay automatically deselects
the lightning overlay. Refer to the
PFD/MFD operation Refer to the
PFD/MFD Operations section of this
Lightning Range The LDS limits lightning detection to a

range of approximately 100 nmi from the
airplane. The RANGE knob on the DCP
is used to set the display range.
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22-166 25 Aug 05
Raytheon King Air PFD/MFD – TCAS Traffic Displays
PFD/MFD – TCAS TRAFFIC DISPLAYS

Figure 22-26 PFD & MFD TCAS Traffic Displays
The optional Traffic Alert and Collision Avoidance System (TCAS)

detects threat and non-threat aircraft that reply to ATC interrogations
within the area surrounding the airplane and processes that information
for display on the AFDs. The relative bearing, range, vertical speed and
direction, and threat level of nearby transponder-equipped aircraft that
reply to TCAS interrogations is available for display on the AFDs. A
TCAS Only format and a TCAS Traffic overlay are available for display
on the AFDs. A Rockwell Collins TCAS II system or a non-Rockwell
Collins TCAS I system may be installed. The differences between the
two systems will be noted in the text (i.e., “TCAS II only”).
NOTE
N
The flight crew should be aware that the TCAS I is a non-Rockwell
Collins avionics system. Since LDS information is not generated
operation of the TCAS I
1st Edition
25 Aug 05 22-167
PFD/MFD – TCAS Traffic Displays Raytheon King Air
SELECTIONS:
TFC Line Select The TFC (traffic) Line Select Key R3

Key is used to select the TCAS Only traffic
format and the TCAS traffic overlay on
the AFD. The TFC legend shows next
to Line Select Key R3 on the MFD and
PFD. The TFC legend is cyan when a
compatible format is active on the AFD.
The legend is white when a compatible
form at is not active on the AFD (Plan).
Refer to the PFD/MFD Operation section
of this guide for additional information.
TCAS Only Format The TCAS Only format is a heading-up,

(MFD only) present-position moving-map that
replaces all other navigation and hazard
avoidance displays when selected.
The TCAS Only format is available on
the MFD only. The TCAS Only format
shows the bearing, range, altitude,
and vertical direction of all nearby
transponder-equipped aircraft that reply
to TCAS interrogations. A maximum of
30 targets can show at a range of up
to 50 nmi.
TCAS Traffic The TCAS Traffic overlay is a heading-up,

Overlay present-position moving-map that can be
overlaid on the Arc, Rose, and PPOS
Map formats. The TCAS Traffic overlay
is available on both the PFD and MFD.
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22-168 25 Aug 05
TCAS II Traffic The TCAS II computer classifies nearby

Symbols aircraft into one of four types: Other
Traffic (OT), Proximate Traffic (PT),
Traffic Advisory (TA), and Resolution
Advisory (RA). Four different traffic
shapes and colors are provided to
represent aircraft of different threat
levels. Up to 30 intruders can show on
the AFD at one time.
TCAS I Traffic The TCAS I computer classifies nearby

Symbols aircraft into one of three types: Other
Traffic (OT), Proximate Traffic (PT), and
Traffic Advisory (TA). Three different
traffic shapes and colors are provided
to represent aircraft of different threat
levels.
OT (Other Traffic) The OT symbol is a hollow cyan

diamond. OT is intruder traffic that does
not yet pose a threat to own aircraft. OT
is intruder traffic with a relative altitude
of greater than 1200 feet or a range of
greater than 6 nmi. The display of OT
can be set to on or off from the CDU or
RTU TCAS CONTROL page.
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25 Aug 05 22-169
PT (Proximate The PT symbol is a solid cyan diamond.

Traffic) PT is also intruder traffic that does not
yet pose a threat to your airplane. PT is
intruder traffic with a relative altitude of
1200 feet or less and a range of within
6 nmi. PT cannot be deselected, and
always shows on the traffic display as an
aid to the pilots when visually acquiring
TAs and RAs.
TA (Traffic The TA traffic symbol is a solid yellow

Advisory) circle. TAs represent potential threat
aircraft that should be monitored
because, depending upon their continued
flight path, they may become RA traffic.
TAs show on the MFD starting 20 to 48
seconds before the calculated closest
point of approach (based on own airplane
altitude). The alert message TRAFFIC
shows in yellow on the PFDs and aural
commands are broadcast over the flight
deck audio system when TA traffic is
detected.
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22-170 25 Aug 05
The TCAS can be set to the TA ONLY

mode via the CDU or RTU TCAS
CONTROL page. When the TA ONLY
mode is set, RA traffic shows as TA
traffic. A white TA ONLY legend shows
below the TFC Line Select Key R3 on the
PFD when the system is operating in TA
ONLY mode. This legend changes color
to yellow when the system is operating in
TA ONLY mode and TA traffic is detected.
RA (Resolution RA traffic is available when the optional

Advisory) TCAS II system is installed. The RA
traffic symbol is a solid red square. RA
traffic is traffic that the TCAS computer
has determined to be a potential threat
and that requires immediate pilot action.
In addition to the RA traffic symbology
shown on the AFD, vertical “fly to”
speed commands show on the PFD
vertical speed scale. The alert message
TRAFFIC shows in red on the PFDs
below the altitude scale and aural
commands are broadcast over the flight
deck audio system when RA traffic is
detected.
NOTE
N
RA traffic is available when the
optional TCAS II system is installed.
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25 Aug 05 22-171
Traffic Altitude The traffic altitude readout accompanies

the intruder symbol and gives the relative
or absolute altitude of the intruder in a
format that matches the TCAS altitude
message. When an intruder aircraft is
at a higher altitude, the readout shows
above the associated TCAS symbol.
When an intruder aircraft is at a lower
altitude, the readout shows below the
associated TCAS symbol. The altitude
shows in relative or absolute intruder
altitude in hundreds of feet. The readout
is the same color as the TCAS intruder
symbol it is accompanying. The altitude
format (relative or absolute) is controlled
from the CDU or RTU TCAS CONTROL
page.
NOTE
N
Altitude data does not show for
intruder aircraft that are not reporting
Mode C (altitude) data.
Traffic Vertical An arrow representing the vertical

Direction direction of the intruder shows to the right
of each traffic symbol when the actual
(not relative) vertical speed of the intruder
is equal to or greater than ±500 feet/min.
An upward-pointing arrow shows for
climbing traffic, and a downward-pointing
arrow shows for descending traffic.
Out of Range TA or RA traffic outside the selected

Traffic display range show at the correct bearing
and at the maximum selected range with
only half of the symbol in view.
1st Edition
22-172 25 Aug 05
TCAS Range TCAS targets show out to a maximum

range of 50 nmi. The RANGE knob on
the DCP is used to select the display
range.
• When the TCAS Only format is active,

the selectable range is 5, 10, 25, or
50 nmi. A full range ring and a half
range ring show in the TCAS Only
format. The full range value shows
in white in the full range ring near
the 10 o’clock position. A half range
ring shows similar to the Rose/TCAS
format but no half range value shows.
No half range ring shows when the full
range is 5 nmi.
• When the TCAS Traffic overlay is
active the range is selectable out to
the 300 nmi. The range symbology for
the TCAS Traffic overlay is made up of
the range symbology of the format it is
overlaid on. A 3 nmi range ring shows
when the full range is 5, 10, or 25 nmi.
TIP
Two Range values are tracked by
the PFD, TCAS Only range and
non-TCAS Only range (normal
range). For example: If the pilot has
an Arc range of 100 nmi, then pushes
TFC for more than 1 second, the
Rose/TCAS format shows at 10 nmi.
Adjusting the Range to 50 nmi, and
then selecting the PPOS MAP format
with the lower format Line Select Key
R1. The range would be 100 nmi. If
lower format Line Select Key R1 is
used to re-select Rose/TCAS, the
range would be 50 nmi.
1st Edition
25 Aug 05 22-173
TCAS II The TCAS II status or mode shows

Status/Mode below the TFC legend on the right side
of the AFD. Only one TCAS status or
mode can show at a time. No message
shows when TA/RA mode is active. The
possible messages are listed below in
order of priority:
• TCAS FAIL shows in yellow on the

PFDs and MFD when a TCAS fault is
detected. No TCAS traffic symbols or
range information shows on the PFD
or MFD and no RAs show on the PFD
vertical speed scale.
• NO VSI RA (TCAS II only shows in
yellow on the PFD only when the
TCAS II vertical resolution advisory
function is failed or when vertical
speed is not available for display on
the PFD.
• TCAS TEST shows in cyan on the
PFDs and MFD when the TCAS
self-test is active.
• TCAS OFF shows in cyan on the
PFDs and MFD when the TCAS
system is in standby mode and the
TCAS traffic display is selected. This
message also shows when altitude
reporting is set to off.
• TA ONLY (TCAS II only) shows in
white on the PFDs and MFD when
TA ONLY mode is selected. This
message shows in yellow and flashes
when a TA is present.
TCAS I The TCAS I status or mode shows below

Status/Mode the TFC legend on the right side of the
AFD. Only one TCAS status or mode can
show at a time. The possible messages
are listed below in order of priority:
1st Edition
22-174 25 Aug 05
• TCAS TEST shows in cyan on the

PFD when the TCAS self-test is active
and the TCAS Traffic display is active.
This message shows in white when
the test is selected and the Traffic
display is not active.
• TCAS OFF shows in cyan on the PFD
when the TCAS system is in standby
mode and the TCAS traffic display is
active. This message shows in white
when the system is in standby mode
and the Traffic display is not active.
No Bearing Traffic The two most threatening TA or RA

intruders for which TCAS cannot
calculate a bearing show on the right side
of the MFD or PFD. The intruder type
(TA or RA), distance (nmi), and altitude
(when available) is listed in the table.
An upward or downward-pointing arrow
shows to the right of the altitude data to
indicate the vertical direction of the traffic.
The entire row of data shows in yellow
for TA intruders or in red for RA intruders.
TCAS II Data Field The TCAS data field is two lines of white
and cyan text shown above Line Select
Key R1 on the TCAS Only display. It
shows own-airplane altitude in the same
format as the TCAS traffic altitude,
the OTHER TRAFFIC altitude window
settings when not in NORMAL, and the
OTHER TRAFFIC OFF icon if applicable.
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25 Aug 05 22-175
NOTE
N
The TCAS Data Field is also shown
at the “4 o’clock” position on a
compressed PFD/MFD display when
display reversion is selected.
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22-176 25 Aug 05
TCAS Altitude The TCAS altitude readout shows in the

Readout TCAS data field to help the pilot compare
own airplane altitude with intruder
altitude. Therefore, the TCAS altitude
shows in a form consistent with the
intruder altitude readout. TCAS altitude
display is pressure altitude, same as
used by the transponder. Above 18 000
feet, the barometric correction is required
to be the standard pressure (29.92 IN),
therefore the altitude shown on the PFD
is the same as the TCAS altitude. Below
18 000 feet, different aircraft may be
applying different barometric corrections,
therefore absolute altitudes cannot be
used for comparison with intruders and
the TCAS altitude readout should not be
in view. When the TCAS ABS altitude
mode is selected, ALT XXX shows on two
lines of white text to the left of the location
for the ABOVE/BELOW message. XXX
uses Own airplane Altitude received from
the TCAS. When ABS altitude is active
below 18 000 feet, there is a 15-second
maximum display for the TCAS altitude.
After 15 seconds, the display changes to
“ABS INOP” in white characters.
NOTE
N
ABS Altitude should be deselected.
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25 Aug 05 22-177
ABOVE/BELOW The message ABOVE/BELOW shows

Message in white in the TCAS data field when
the ABOVE, BELOW or both ABOVE
and BELOW altitude window modes are
selected. This message indicates that
the altitude “window” for monitoring OT
(Other Traffic) is expanded to 9900 feet
ABOVE, or 9900 feet BELOW, or both.
When the OT altitude window is in the
NORMAL mode, only OT traffic within
±2700 feet of own airplane shows on a
TCAS display.
Other Traffic Off When the display of non-threat traffic is

Message set to OFF, the open-diamond-shaped
Other Traffic symbol followed by a “-OFF”
legend shows in cyan.
TCAS II Self-Test The TCAS II self-test is selected from

the CDU or RTU TCAS CONTROL
page. The TCAS self-test routine takes
approximately 10 seconds to complete.
During that time the self-test routine tests
the items that follow:
• TCAS receiver-transmitter
• Mode S transponder(s)
• TCAS antennas
• Radio altimeter input
• Heading data input
• TCAS displays.
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During the self-test, the MFD traffic

display and PFD vertical speed scale
display test patterns. The MFD test
pattern includes the four types of traffic
symbols. The messages TCAS TEST in
white and TCAS FAIL in yellow show
on the MFD. Red and green advisory
bands show on the PFD vertical speed
scale. The message TCAS TEST shows
in white on the PFD. After successful
completion of the test, the system returns
to the selected operating modes, and the
audio message TCAS SYSTEM TEST
OK is broadcast over the flight deck
audio system. When the set operating
mode is not STBY, TCAS traffic and
resolution advisories are available for
display in approximately 5 seconds. If a
fault is detected in the TCAS self-test,
the message TCAS FAIL shows in yellow
on the PFDs and MFD, and the audio
message TCAS SYSTEM TEST FAIL
is broadcast over the flight deck audio
system.
NOTE
N
The ATC transponders are also
placed into a self-test mode when the
TCAS self test is initiated.
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25 Aug 05 22-179
PFD/MFD – Terrain Overlay and Alerts Raytheon King Air
PFD/MFD – TERRAIN OVERLAY AND ALERTS

Figure 22-27 PFD & MFD Terrain Overlay
The optional, non-Collins Terrain Awareness and Warning System

(TAWS) provides predictive warnings based on the airplane’s present
position and the TAWS projection of the airplane’s flight path. The
TAWS provides visual warnings to alert the crew when it detects a
hazardous condition. Graphical terrain elevation data is available for
display on the PFD and MFD. System messages and warnings show
on the Adaptive Flight Displays (AFDs). The optional Peaks operation
shows elevation values on the AFDs. The optional Terrain Pop-Up
feature allows automatic display of Terrain data on the MFD when a
terrain hazard is detected. TAWS terrain alerts and fail flags show on
the PFDs. Terrain-associated mode messages show on the PFDs and
MFD. The TAWS also provides visual windshear condition caution and
warning alerts on the PFDs.
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22-180 25 Aug 05
Raytheon King Air PFD/MFD – Terrain Overlay and Alerts
NOTE
N
The crew should be aware that the TAWS is a non-Rockwell Collins
avionics unit. Since TAWS information is not generated by Rockwell
Collins Avionics units, it is subject to change by the vendor without
notification to Rockwell Collins Avionics. The Rockwell Collins
Avionics units described in this guide show typical operation and
capabilities. The non-Rockwell Collins Avionics units may or
may not cause typical operation. Refer to the appropriate vendor
documentation for specific details on the non-Rockwell Collins
Avionics units.
NOTE
N
Terrain data and weather radar returns cannot show at the same
time on a single display. Manual or automatic selection of the terrain
overlay automatically deselects the weather radar (and/or lightning,
if installed) overlay(s). Similarly, selection of the weather radar
(and/or lightning, if installed) overlay(s) automatically deselects
the terrain overlay.
SELECTIONS:
Display Terrain The display colors represent various

Colors terrain elevations with respect to airplane
altitude. Refer to the TAWS Colors
information on terrain colors.
1st Edition
25 Aug 05 22-181
Peaks Operation The optional Peaks feature provides

display capability of terrain for all phases
of flight. Standard operation results
in a black display when all terrain
within the display range is more than
2000 feet below the airplane altitude.
Peaks operation results in various
green patterns (and possibly cyan or
blue to indicate water) and up to two
elevation numbers in view when the
airplane is more than 2000 feet above
the highest terrain within the display
range. According to the manufacturer,
this display results in better situational
awareness. The top elevation number
is the highest elevation of the graphical
display range. The bottom elevation
number is the lowest elevation of the
graphical display range. The highest
and lowest elevation values show in the
same color as the highest and lowest
terrain color pattern on the display, or
dashes when there is unknown terrain
in the display area, or one elevation
may be blanked when the highest and
lowest elevation are the same. Different
elevation ranges can show on each side
of the flight deck because the range
selected can be different on each side.
The elevation numbers range is -99 to
511 (hundreds) of feet.
TERR LX/RDR When the Terrain option is installed, a

Legend TERR legend shows next to Line Select
Key R2. Line Select Key R2 is used to
select the TERR overlay when the Arc or
PPOS Map format is active.
1st Edition
22-182 25 Aug 05
NOTE
N
When the terrain overlay is not active
and the Terrain Pop-Up feature is not
enabled and the TAWS computer
declares a terrain awareness warning
(red PULL UP) or caution (yellow
GND PROX), an inverse video
cyan box shows around the white
TERR legend and the cyan caret
(>) shows to indicate that operation
of Line Select Key R2 will cause
an immediate response. The first
momentary push of the Line Select
Key R2 selects the terrain overlay
and Arc format at the 10-nmi range.
NOTE
N
Terrain data and weather radar
returns cannot show at the same
time on a single display. Manual or
automatic selection of the terrain
overlay automatically deselects the
weather radar (and/or lightning, if
installed) overlay(s).
Terrain Data Field When the terrain overlay is active a

terrain data field shows in place of the
radar data field next to Line Select
Key R2. A terrain mode or status
message shows in cyan in the terrain
data field. When an MFD format that is
not compatible with terrain is active the
TERR legend and the terrain mode/status
message show in white.
• The advisory message TERRAIN

shows to indicate that the mode is
set to Terrain.
1st Edition
25 Aug 05 22-183
• The advisory message TERR INHB

(terrain inhibit) shows when terrain
is inhibited. The terrain overlay is
removed from the display when this
message is active.
• The advisory message TERR TEST
shows when terrain is selected for
display and the TAWS is in self test.
When the self test is active, each
of the TAWS failure messages are
sequentially activated and a graphical
terrain test pattern is generated.
Terrain Pop-Up The optional Terrain Pop-Up feature

(MFD only) causes graphical terrain data to be
selected automatically when the system
detects a terrain hazard. The terrain
overlay is added to the current MFD
display format when the Terrain overlay
is not already in view on the on-side PFD
and when the MFD format is compatible
with the terrain overlay. When the current
MFD format is incompatible with the
terrain overlay, the format is changed
automatically to PPOS Map at the 10-nmi
range with the terrain overlay.
TAWS Alerts (PFD The TAWS alerts overwrite the pitch

only) scale in PFD attitude display. The alerts
flash for 5 seconds then show steady.
One alert can show at a time. The alerts
that follow are presented in order of
display priority:
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22-184 25 Aug 05
• The alert WINDSHEAR shows in red

for a windshear warning situation.
• The alert PULL UP shows in red for a
GPWS warning situation.
• The alert GNP PROX shows in yellow
for a GPWS alert (caution) situation.
• The alert WINDSHEAR shows in
yellow for a windshear alert (caution)
situation.
Terrain Display Terrain data is available with at ranges of

Range up to 300 nmi. If the display range is at
a value greater than 300 nmi when the
terrain overlay is selected, the display
range will automatically be reduced to
300 nmi. The RANGE knob on the DCP
is used to set the display range.
Terrain Test Dedicated TAWS alerts and failure

messages shows during the test cycle as
commanded by the TAWS computer. The
graphical terrain test pattern shows on at
least one display per side. The terrain
test is not available when airborne. If
the Terrain overlay was not previously
selected, it is automatically selected and
remains active when the test mode ends.
1st Edition
25 Aug 05 22-185
PFD/MFD – Composite Display Raytheon King Air
PFD/MFD – COMPOSITE DISPLAY

Figure 22-28 PFD & MFD Composite Display
In the event of a PFD or MFD failure, display reversion powers-down

the failed flight display and enables a combined PFD/MFD format to
show on the remaining flight display. Refer to the PFD/MFD Operation
section of this guide for additional information on PFD and MFD display
reversion.
1st Edition
22-186 25 Aug 05
Raytheon King Air PFD/MFD – Composite Display
NOTE
N
PFD reversion applies to the pilot-side PFD only. The MFD cannot
be reverted to show a combined PFD/MFD format in the event of
a copilot PFD failure. However, in the event of an MFD failure,
both the pilot-side and copilot-side PFDs are reverted to show the
combined PFD/MFD format.
1st Edition
25 Aug 05 22-187
Raytheon King Air
1st Edition
22-188 25 Aug 05
Pro Line 21 with Optional IFIS MESSAGES AND ANNUNCIATORS
TABLE OF CONTENTS
Title Page
Introduction ..................................................................................... 23-1
Visual Annunciations ...................................................................... 23-3

PFD Warning Flags and Alerts ................................................... 23-3
PFD Caution Flags and Alerts .................................................. 23-16
PFD Advisory Flags and Messages .......................................... 23-38
MFD Warning Flags and Alerts ................................................. 23-44
MFD Caution Flags and Alerts .................................................. 23-47
MFD Advisory Flags and Messages ......................................... 23-54
1st Edition
25 Aug 05 i
MESSAGES AND ANNUNCIATORS Pro Line 21 with Optional IFIS
Raytheon King Air
1st Edition
ii 25 Aug 05
MESSAGES AND ANNUNCIATORS
INTRODUCTION
This section provides details for each of the aural and visual messages,
flags, alerts, etc. that are the result of abnormal equipment operating
conditions or the identification of potential threats to the airplane.
The “PFD Warning Flags and Alerts” section identifies in alphabetical
order each red warning flag or message (text message) that can show
on the PFDs. For each flag or message, the exact symbol or text
message, its cause(s), and required flight crew response(s) are detailed.
Note that unless otherwise specified, all warning flags or messages
flashes for 5 seconds when they first appear and then shows steady.
The “PFD Caution Flags and Alerts” section identifies in alphabetical
order each yellow warning flag, alert, or message (text message)
that can show on the PFDs. For each flag, message, or alert the
exact symbol or text message, its cause(s), and required flight crew
response(s) are detailed.
The “PFD Advisory Flags and Messages” section identifies in
alphabetical order each white advisory flag or text message that
can show on the PFDs. For each advisory, the exact symbol or
text message, its cause(s), and required flight crew response(s) are
detailed. Note that these advisories are only those that do not appear
as part of what would be considered normal system operation. (For
example, white Line Select Key legends, choice options, mode states,
etc. are not listed. Instead, refer to the appropriate section of this guide
for that information.)
The “MFD Warning Flags and Alerts” section identifies in alphabetical
order each red warning flag or message (text message) that can show
on the MFD. For each flag or message, the exact symbol or text
message, its cause(s), and required flight crew response(s) are detailed.
Note that unless otherwise specified, all warning flags or messages
flashes for 5 seconds when they first appear and then shows steady.
The “MFD Caution Flags and Alerts” section identifies in alphabetical
order each yellow warning flag, message (text message), or alert
that can show on the MFD. For each flag, message, or alert the
exact symbol or text message, its cause(s), and required flight crew
response(s) are detailed.
1st Edition
25 Aug 05 23-1
Introduction Raytheon King Air
The “MFD Advisory Flags and Messages” section identifies in

alphabetical order each white advisory flag or text message that can
show on the MFD. For each advisory, the exact symbol or text message,
its cause(s), and required flight crew response(s) are detailed. Note
that these advisories are only those that do not appear as part of what
would be considered normal system operation. (For example, white
Line Select Key legends, choice options, mode states, etc. are not
listed. Instead, refer to the appropriate section of this guide for that
information.)
NOTE
N
Some cautions and advisories can show on both the PFD and MFD
at the same time and either in the same location on both displays or
in a different location on each display.
1st Edition
23-2 25 Aug 05
Raytheon King Air Visual Annunciations
VISUAL ANNUNCIATIONS
PFD WARNING FLAGS AND ALERTS
1st Edition
25 Aug 05 23-3
Visual Annunciations Raytheon King Air
PFD: Acceleration Readout Warning
Acceleration Readout ⇒ Select the cross-side AHS with the

Warning remote AHS reversion switch.
The acceleration readout is replaced with
a red decimal point and two red dashes
when longitudinal acceleration data from
the on-side AHS is missing or invalid.
PFD: Aileron Mistrim Warning Flag
Aileron Mistrim ⇒ Trim the aileron in the direction of the

Warning Flag arrow to correct the mistrim condition.
The red Aileron mistrim warning flag
shows to the left of the FGS mode/data
fields when the aileron is significantly out
of trim. The arrow that shows above
the “A” in the box points left or right to
indicate the direction of the mistrim.
PFD: Airspeed Low Speed Cue Warning/Overspeed Alert
Airspeed Low ⇒ Fly the airplane to correct the low

Speed Cue speed or overspeed condition.
Warning/Overspeed
Alert The indicated airspeed pointer digital
readout shows in red when a Low Speed
Cue warning or Overspeed alert occurs.
The indicated airspeed digital readout
flashes for 5 seconds and then shows
steady.
1st Edition
23-4 25 Aug 05
PFD: ALT (Altitude) Warning Flag
ALT (Altitude) ⇒ Select the cross-side ADC with the

Warning Flag remote ADC reversion switch.
The red ALT warning flag shows in
place of the barometric altitude pointer
and readout when altitude data from
the selected ADC is missing or invalid
or if there is no barometric pressure
available.
The barometric altitude scales (fine and
coarse), digital thousands readout, and
metric altitude readout (if selected) are
removed from the display.
PFD: AP (Autopilot Disengage) Alert
AP (Autopilot ⇒ If the Autopilot was disconnected

Disengage) Warning manually by the crew, the alert
Alert is automatically cancelled. If
the Autopilot was disconnected
automatically, the alert must be
cancelled by the crew.
The red AP disengage alert shows in the

center of the FGS mode/data field when
the Autopilot has been disconnected,
either manually by the crew or
automatically by the Flight Guidance
System. The warning is cancelled with
the yoke-mounted AP DISC switch or the
thrust lever-mounted GA (Go Around)
switch. Re-engaging the Autopilot also
cancels the AP disengage alert.
1st Edition
25 Aug 05 23-5
PFD: ATT (Attitude) Warning Flag
ATT (Attitude) ⇒ Select the cross-side AHS with the

Warning Flag remote AHS reversion switch.
The red ATT warning flag shows in
the center of the attitude display when
attitude data (roll and pitch angle) from
the selected AHS is missing or invalid.
The attitude ball is removed from the
display.
PFD: DCP (Display Control Panel) Warning Flag
DCP (Display Control ⇒ No response required.

Panel) Warning Flag
The red DCP warning flag shows below
and to the left of the airspeed indicator
when the output from the DCP to the
PFD is missing or invalid.
The display formats, navigation source,
and bearing source do not change if the
DCP flag comes into view.
PFD: Elevator Mistrim Warning Flag
Elevator Mistrim ⇒ Trim the elevator in the direction of the

The red Elevator mistrim warning flag
field when the elevator is significantly out
of trim. The arrow that shows to the left
of the “E” in the box points up or down to
1st Edition
23-6 25 Aug 05
PFD: FD (Flight Director) Warning Flag
FD (Flight Director) ⇒ Select the cross-side flight guidance

Warning Flag channel with the CPL button.
The red FD warning flag shows to the
left of center of the attitude display
when the pitch or roll outputs from the
selected FGC are missing or invalid, or
the selected FGC fails.
If the single cue (V-bar) FD command
bars are selected, they are removed from
the display. If the split-cue (crosshair)
FD command bars are active, only the
crossbar associated with the failed pitch
or roll axis is removed.
Active flight guidance modes flashes
for 5 seconds, then disappear from
the display. All other flight guidance
messages will also flash, then disappear.
PFD: FMS Lateral Deviation Source Warning Flag
FMS Lateral Deviation ⇒ Select a LOC or the cross-side FMS

Source Warning Flag as the active NAV Source.
The red FMS warning flag shows below
the vertical deviation scale when data
from the FMS that is selected as the
active NAV Source is missing or invalid
and a localizer is captured. The FMS
flag flashes for 5 seconds when it first
shows then shows steady.
The lateral deviation scale pointer is
removed from the lateral deviation scale.
1st Edition
25 Aug 05 23-7
PFD: FMS# NAV Source Warning Flag
FMS# NAV Source ⇒ Select a different active NAV Source.

Warning Flag
The red FMS# NAV Source warning flag
shows in place of the active NAV Source
legend when the data from the indicated
FMS NAV Source (FMS, FMS1 or FMS2)
is missing or invalid.
The course pointer, to/from arrowhead,
and lateral deviation bar are removed.
PFD: GS (Glideslope) Warning Flag
GS (Glideslope) ⇒ Check that correct localizer frequency

Warning Flag is tuned.
⇒ Select the cross-side Nav receiver as
the navigation source. (If LOC1 is
the selected NAV Source and the
GS flag is in view, select LOC2 as
the NAV Source and tune it to the
same localizer.)
The red GS warning flag shows below

the vertical deviation scale when a
localizer is selected as the navigation
source, the vertical deviation scale
shows on the attitude display, and
vertical deviation data is missing or
invalid.
The vertical deviation pointer is removed
from the display when the GS flag shows
on the display.
1st Edition
23-8 25 Aug 05
PFD: HDG (Heading) Warning Flag
HDG (Heading) ⇒ Select the cross-side AHS with the

Warning Flag remote AHS reversion switch.
The red HDG warning flag shows in
place of the lubber line and heading
readout when heading data from the
selected AHS is missing or invalid.
When the HDG flag shows, the compass
Rose or Arc (depending on the selected
display format) rotates to a north-up
display and the lubber line and heading
readout are removed.
PFD: IAS (Indicated Airspeed) Warning Flag
IAS (Indicated ⇒ Select the cross-side ADC with the

Airspeed) Warning remote ADC reversion switch.
Flag
The red IAS warning flag shows in
place of the airspeed pointer and digital
readout when airspeed data from the
on-side ADC is missing or invalid or
when maximum airplane speed data
(VMO/MMO) is missing or invalid.
The airspeed digital readout, airspeed
scale, overspeed marker, and low speed
cue markers are all removed from the
display.
1st Edition
25 Aug 05 23-9
PFD: LOC (Lateral Deviation Source) Warning Flag
LOC (Lateral ⇒ Select an FMS or the cross-side LOC

Deviation Source) as the active NAV Source.
Warning Flag
The red LOC warning flag shows below
the right side of the attitude display when
data from the LOC that is selected as the
active NAV Source is missing or invalid
and a localizer is captured.
The lateral deviation scale pointer is
removed from the lateral deviation scale.
PFD: LOC NAV Source Warning Flag
LOC NAV Source ⇒ Select a different active NAV Source.

Warning Flag
The red LOC# NAV Source warning flag
LOC NAV Source (LOC1 or LOC2) is
missing or invalid.
PFD: Mach Overspeed Alert
Mach Overspeed ⇒ Select the cross-side ADC with the

Warning Alert remote ADC reversion switch.
The Mach readout shows in red
below the airspeed indicator when an
overspeed condition occurs.
The Mach readout is replaced with a
red decimal point and three red dashes
when Mach airspeed data from the
on-side ADC is missing or invalid.
1st Edition
23-10 25 Aug 05
PFD: PSA (Preselect Altitude) Setting Warning Alert
PSA (Preselect ⇒ Investigate reason for PFD

Altitude) Setting miscommunication on PSA setting.
Warning Alert
The PSA setting readout above the
altitude indicator flashes red for 5
seconds and then returns to its normal
color if one PFD detects that its
Preselect Altitude setting is changing but
a corresponding change from the other
PFD is not received.
The PSA bugs are removed from the
coarse and/or fine altitude scales as
applicable while the PSA setting is
flashing.
PFD: PULL UP Terrain Alert
PULL UP Terrain Alert ⇒ Immediate climb required.
The red PULL UP warning alert

overwrites the pitch scale in the lower
half of the attitude display when the
SYSTEM determines that a dangerous
terrain threat exists that requires
The PULL UP and WINDSHEAR warning
alerts share the same display field,
so only one can show at a time. The
WINDSHEAR warning alert has priority.
1st Edition
25 Aug 05 23-11
PFD: Rudder Mistrim Warning Flag
Rudder Mistrim ⇒ Trim the rudder in the direction of the

The red Rudder mistrim warning flag
field when the rudder is significantly out
the “R” in the box points left or right to
PFD: RA (Radio Altitude) Warning Flag
RA (Radio Altitude) ⇒ No response required.

Warning Flag
The red RA warning flag shows in place
of the radio altitude readout at the bottom
of the pitch scale on the attitude display
when the system looses power, when
the altitude readout does not track the
altitude signal from the radio altimeter,
during self-test of the system, or when
the RA data is missing or invalid.
The radio altitude readout and ground
elevation field are removed when the
radio altitude flag is in view on the PFD.
When the airplane is above 2500 feet
the flag remains out of view unless a
malfunction occurs.
1st Edition
23-12 25 Aug 05
PFD: TCN# NAV Source Warning Flag
TCN# NAV Source ⇒ Select a different active NAV Source.

Warning Flag
The red TCN or TCN # NAV Source
warning flag shows in place of the active
NAV Source legend when the data from
the indicated TACAN NAV Source (TCN,
TCN1 or TCN2) is missing or invalid.
PFD: TRAFFIC Warning Alert
TRAFFIC Warning ⇒ Immediate response to TCAS

Alert Resolution Advisory aural command
and vertical speed scale “fly to”
commands is required.
The red TRAFFIC warning alert shows

to the right of the heading readout when
the TCAS II computer determines that
Resolution Advisory intruder traffic
exists, or when Traffic Advisory intruder
traffic becomes Resolution Advisory
traffic. This message shows only when
the optional TCAS II is installed.
PFD: TRIM Warning Alert
TRIM Warning Alert ⇒ Use the manual trim controls to trim

the elevator. Disengage the Autopilot
if necessary.
The red TRIM warning alert shows to the

left of the FGS mode/data field when
the Autopilot is engaged and the pitch
(elevator) trim fails in the FGC.
1st Edition
25 Aug 05 23-13
Automatic elevator trim by the Autopilot

is disabled. An elevator trim failure
does not automatically disengage the
Autopilot, however the Autopilot cannot
be engaged if a trim failure exists.
PFD: VNV (Vertical Navigation) Warning Flag
VNV (Vertical ⇒ No response required

Navigation) Warning
Flag The red VNV warning flag shows above
the vertical deviation scale when an
FMS VNAV (vertical navigation) failure is
detected.
The vertical deviation scale pointer is
removed from the vertical deviation
scale.
PFD: VOR# NAV Source Warning Flag
VOR# NAV Source ⇒ Select a different active NAV Source.

Warning Flag
The red VOR# NAV Source warning flag
VOR NAV Source (VOR1 or VOR2) is
missing or invalid.
1st Edition
23-14 25 Aug 05
PFD: VS (Vertical Speed) Warning Flag
VS (Vertical Speed) ⇒ Select the cross-side ADC with the

Warning Flag remote ADC reversion switch.
The red VS warning flag shows in place
of the vertical speed scale when vertical
speed data from the on-side ADC is
missing or invalid.
The vertical speed scale and pointer
and the vertical speed digital readout
are removed.
PFD: WINDSHEAR Warning Alert
WINDSHEAR ⇒ Immediate flight crew attention to

Warning Alert nearby weather required. Closely
monitor weather radar returns.
The red WINDSHEAR warning alert
system determines that a dangerous
windshear condition exists that requires
The WINDSHEAR and terrain PULL UP
warning alerts share the same display
field, so only one can show at a time.
The WINDSHEAR warning alert has
priority.
The WINDSHEAR warning alert is only
provided at airplane altitudes of between
10 and 1500 feet AGL.
1st Edition
25 Aug 05 23-15
PFD CAUTION FLAGS AND ALERTS
1st Edition
23-16 25 Aug 05
: ADC# Reversion Caution Flag
ADC# Reversion ⇒ Verify ADC reversion is desired.

Caution Flag
The white-on-yellow ADC1 or ADC2
caution flag shows to the left of the
airspeed indicator scale when the crew
has selected ADC reversion. ADC1
indicates that the pilot-side ADC is the
common source; ADC2 indicates that the
copilot-side ADC is the common source.
: AHS# Reversion Caution Flag
AHS# Reversion ⇒ Verify AHS reversion is desired.

Caution Flag
The white-on-yellow AHS1 or AHS2
caution flag shows to the left of the
airspeed indicator scale when the crew
has selected AHS reversion. AHS1
indicates that the pilot-side AHS is the
common source; AHS2 indicates that the
copilot-side AHS is the common source.
PFD: Aileron Mistrim Caution Flag
Aileron Mistrim ⇒ Trim the aileron in the direction of the

Caution Flag arrow to correct the mistrim condition.
The yellow Aileron mistrim caution flag
fields when the aileron is moderately out
the “A” in the box points left or right to
1st Edition
25 Aug 05 23-17
PFD: Airspeed Low Speed Cue Pre-Warn/Overspeed Pre-Alert
Airspeed Low ⇒ Fly the airplane to correct the low

Speed Cue speed or overspeed condition.
Pre-Warn/Overspeed
Pre-Alert The indicated airspeed pointer digital
readout shows in yellow when a Low
Speed Cue pre-warn or Overspeed
pre-alert condition occurs. The indicated
airspeed digital readout flashes for 5
seconds and then shows steady.
PFD: ALT (Altitude Comparator) Caution Flag
ALT (Altitude ⇒ Monitor pilot-side and copilot-side

Comparator) Caution altitude data.
Flag
The yellow ALT comparator caution
flag shows in the upper left corner of
the barometric altitude indicator when
independent altitude data from the two
Air Data Computers differs by more than
a predefined limit. The ALT flag flashes
for 5 seconds and then shows steady.
PFD: ALTS/ALTV Altitude Arm Fail
ALTS/ALTV Altitude ⇒ Monitor applicable data.

Arm Fail
A yellow horizontal line overwrites the
ALTS/ALTV (altitude select/flight plan
target altitude) arm message when
the coupled side FGC detects failed
or missing data. The yellow line and
lateral armed mode message flash for
10 seconds when the line first comes in
view for that mode, then shows steady.
1st Edition
23-18 25 Aug 05
PFD: Attitude Comparator Flag
ATT Comparator Flag ⇒ Monitor pilot-side and copilot-side

attitude data.
The yellow ATT comparator caution
flag shows above and to the left of
independent attitude data (pitch and roll)
from the attitude heading computers
differs by more than a predefined limit.
The ATT flag flashes for 5 seconds and
then shows steady.
The ATT, PIT, and ROL comparator
caution flags all share the same display
area, so only one shows at a time.
PFD: Barometric Setting Comparator Caution Alert
Barometric Setting ⇒ Change pilot and/or copilot barometric

Comparator Caution settings as required to remove the
Alert difference between the two.
The barometric setting comparator
caution alert shows as a yellow line
below the barometric setting value and
as a yellow line below the preselect
altitude value on the non-coupled side
when the barometric settings between
the pilot-side and copilot-side are
different by more than 0.02 inHg.
1st Edition
25 Aug 05 23-19
PFD: Elevator Mistrim Caution Flag
Elevator Mistrim ⇒ Trim the elevator in the direction of the

The yellow Elevator mistrim caution flag
field when the elevator is moderately out
of trim. The arrow that shows to the left
of the “E” in the box points up or down to
PFD: FD (Flight Director Comparator) Caution Flag
FD (Flight Director ⇒ Monitor pilot-side and copilot-side

Comparator) Caution Flight Director (FD) data.
Flag
The yellow FD comparator caution flag
shows to the left of the upper half of the
pitch scale on the attitude display when
both pitch and roll attitude data from
the attitude heading computers differs
by more than a predefined limit. The
FD flag flashes for 5 seconds and then
shows steady.
1st Edition
23-20 25 Aug 05
PFD: FD# (Flight Director Cross-Side Source) Caution Alert
FD# (Flight Director ⇒ No response required.

Cross-Side Source)
Caution Alert A yellow FD1 or FD2 caution alert
shows in the upper left corner of the
attitude display on the non-coupled
side PFD. This alert indicates that an
independent-capable mode is active and
the coupled-side FGC has achieved the
status that triggers independence but the
non-coupled side FGC has not achieved
a similar status. The alert only appears
when the FGCs are not in independent
mode.
The FD1 or FD2 alert indicates that the
Flight Director presentation is sourced
from the cross-side FGC.
The alert is removed when the FGS is
either operating in an independent mode
or in a mode capable of independence.
PFD: GND PROX Terrain Alert
GND PROX Terrain ⇒ Immediate attention to terrain threats

Caution Alert required.
The yellow GND PROX caution alert

system determines that a terrain threat
exists which requires immediate pilot
attention. The GND PROX alert flashes
1st Edition
25 Aug 05 23-21
The GND PROX and WINDSHEAR

caution alerts share the same display
field, so only one can show at a time.
The GND PROX caution alert has
priority.
PFD: GPWS Terrain Caution Flag
GPWS Terrain ⇒ No response required.

Caution Flag
The yellow GPWS caution flag shows
in the attitude display below the left FD
command bar when an GPWS computer
terrain fault condition exists. The GPWS
flag flashes for 5 seconds and then
shows steady.
PFD: GS (Glideslope Comparator) Caution Flag
GS (Glideslope ⇒ Monitor pilot-side and copilot-side

Comparator) Caution glideslope deviation.
Flag
The yellow GS comparator caution flag
shows next to the lower left corner of
a localizer is the selected NAV Source
and independent glideslope deviation
data from the two Nav receivers differs
by more than a predefined limit. The
GS flag flashes for 5 seconds and then
shows steady.
1st Edition
23-22 25 Aug 05
PFD: HDG (Heading Comparator) Caution Flag
HDG (Heading ⇒ Monitor pilot-side and copilot-side

Comparator) Caution heading data.
Flag
The yellow HDG comparator caution
flag shows below the lower left
corner of the attitude display when
independent heading data from the two
attitude/heading computers differs by
more than a predefined limit. The HDG
shows steady.
PFD: IAS (Indicated Airspeed Comparator) Caution Flag
IAS (Indicated ⇒ Monitor pilot-side and copilot-side

Airspeed Comparator) airspeed data.
Caution Flag
The yellow IAS comparator caution flag
shows in the upper left corner of the
airspeed indicator when independent
airspeed data from the two air data
computers differs by more than a
predefined limit. The IAS flag flashes for
5 seconds and then shows steady.
PFD: Lateral Arm Fail
Lateral Arm Fail ⇒ Monitor the active NAV Source.

lateral arm mode message when the
coupled side FGC detects failed or
missing data. The yellow line and lateral
armed mode message flash for 10
seconds when the line first comes in
1st Edition
25 Aug 05 23-23
PFD: Lateral Capture Fail
Lateral Capture Fail ⇒ Monitor the active NAV Source.

lateral capture mode message when the
FGC detects failed or missing data. The
yellow line and mode message flash for
10 seconds, when the line first comes in
PFD: LOC (Localizer Comparator) Caution Flag
LOC (Localizer ⇒ Monitor pilot-side and copilot-side

Comparator) Caution localizer deviation.
Flag
The yellow LOC comparator caution flag
shows below the vertical deviation scale
when a localizer is the selected NAV
Source and independent course/lateral
deviation data from the two Nav
receivers differs by more than a
predefined limit. The LOC flag flashes
PFD: LX/ (LDS Fault) Alert
LX/ (LDS Fault) Alert ⇒ No response required.
The LX/ overlay select legend next to

Line Select Key R2 changes color to
yellow when an LDS fault is reported
while the lightning overlay is selected for
display. The LX/ legend flashes for 5
Lightning bolt icons are removed from
the display when the LX/ legend is
yellow.
1st Edition
23-24 25 Aug 05
PFD: Mach Low Speed Cue Pre-Warn/Overspeed Pre-Alert
Mach Low Speed Cue ⇒ Fly the airplane to correct the low
Pre-Warn/Overspeed speed or overspeed condition.
Pre-Alert
The Mach speed digital readout shows
in yellow below the airspeed indicator
when a Low Speed Cue pre-warn or
Overspeed pre-alert condition occurs.
The Mach speed digital readout flashes
PFD: MAP (FMS Map Data Fault) Caution Flag
MAP (FMS Map Data ⇒ No response required.

Fault) Caution Flag
The yellow MAP caution flag shows
above the compass rose/arc when a fault
is detected in any of the data required to
show an FMS map display.
When the MAP flag is present, FMS map
symbology is removed from the display.
PFD: MIN (RA/BARO MIN) Alert
MIN (RA/BARO MIN) ⇒ Monitor airplane altitude.

Alert
The yellow MIN caution flag shows to the
left of the altitude indicator to alert the
crews that the airplane has reached the
selected RA MIN or BARO MIN altitude
setting. In addition, the MIN readout
and MIN reference on the altitude scale
change color from cyan to yellow. All
three references flash for 5 seconds
then shows steady.
1st Edition
25 Aug 05 23-25
PFD: PAC (Path Attenuation Compensation) Alert Arc
PAC (Path ⇒ The areas on a weather radar display

Attenuation beyond the PAC alert arc may contain
Compensation) Alert rainfall not shown on the display.
Arc
The weather radar Path Attenuation
Compensation (PAC) feature
automatically compensates for radar
beam absorption by heavier rainfall
rates. If the rainfall rates are heavy
enough, the compensation provided by
the PAC alert function can be exceeded.
A yellow PAC Alert arc shows at the
perimeter of the radar display to identify
areas where the compensation has been
exceeded and that areas of unknown
rainfall rates may exist beyond the PAC
alert arc.
PFD: PIT (Pitch Comparator) Caution Flag
PIT (Pitch ⇒ Monitor pilot-side and copilot-side

Comparator) Caution pitch attitudes.
Flag
The yellow PIT comparator caution
independent pitch data from the attitude
heading computers differs by more than
a predefined limit. The PIT flag flashes
1st Edition
23-26 25 Aug 05
PFD: Pitch or Roll Caution Flag
Pitch or Roll (or both) ⇒ Monitor pilot-side and copilot-side

Fail pitch attitudes.
When the currently selected AHS Pitch

or Roll (or both) input to the PFD is
failed or missing, a yellow horizontal line
overwrites the respective active and/or
armed mode messages and the Flight
Director command bars are removed
from view. The yellow line and mode
flash for 10 seconds when the yellow line
first comes into view, then shows steady.
PFD: PSA (Preselect Altitude) Visual Alert
PSA (Preselect ⇒ Monitor airplane altitude to make

Altitude) Visual Alert sure the airplane levels at the
appropriate/assigned altitude.
The Preselect Altitude (PSA) alert

notifies the crew that the airplane
barometric altitude is approaching the
PSA setting.
• The PSA readout flashes cyan and

the flight deck aural warning sounds
when the airplane barometric altitude
closes within ±1000 feet of the PSA.
• The PSA readout stops flashing when
the airplane barometric altitude closes
to within ±200 feet of the PSA.
• The flashing may be manually
canceled at any time with ALT knob
on the FGP.
1st Edition
25 Aug 05 23-27
• The PSA readout flashes yellow and

the flight deck aural warning sounds
exceeds ±200 feet of the PSA after
it has been within ±200 of the PSA.
The readout shows in cyan when the
airplane barometric altitude returns to
within ±200 of the PSA, or a new PSA
is selected, or the ALT knob on the
FGP is pushed.
• When the airplane barometric altitude
closes to within ±1000 of feet of the
PSA, but does not cross within ±200
feet of the PSA, then exits more
than ±1000 of the PSA, the flashing
readout changes to flashing yellow.
The readout returns to flashing cyan
again closes to within ±1000 of the
PSA. The flashing continues until
either the airplane altitude returns to
within ±200 of the PSA, or a new PSA
is selected, or the ALT knob on the
FGP is pushed. The aural warning
will momentarily sound each time the
airplane crosses within ±1000 feet
of the PSA.
• The PSA visual and aural alerts are
automatically inhibited during vertical
approach modes which are in the
capture state.
1st Edition
23-28 25 Aug 05
PFD: Rudder Mistrim Caution Flag
Rudder Mistrim ⇒ Trim the rudder in the direction of the

The yellow Rudder mistrim caution flag
field when the rudder is moderately out
the “R” in the box points left or right to
PFD: RDR FAULT (Weather Radar System Fault) Alert
RDR FAULT (Weather ⇒ Place the weather radar in the STBY

Radar System Fault) (standby) mode.
Alert
The yellow RDR FAULT alert replaces
the GAIN and RADAR MODE elements
of the radar data field next to Line Select
Key R2 when a weather radar system
fault is detected with a weather radar
overlay selected for display. The RDR
FAULT alert flashes for 5 seconds and
then shows steady.
The weather radar display may be
degraded in a manner that is not obvious
to the crew.
1st Edition
25 Aug 05 23-29
PFD: ROL (Roll Comparator) Caution Flag
ROL (Roll ⇒ Monitor pilot-side and copilot-side

Comparator) Caution roll attitudes.
Flag
The yellow ROL comparator caution
independent roll data from the attitude
heading computers differs by more than
a predefined limit. The ROL flag flashes
PFD: T±XX.XA (Weather Radar Antenna Tilt Angle) Alert
T±XX.XA (Weather ⇒ Monitor weather radar antenna tilt

Radar Antenna Tilt angle.
Angle) Alert
The yellow T±XX.X alert shows in the
second line of the weather radar data
field next to Line Select Key R2 when
the weather radar Autotilt feature is not
active and the commanded tilt value and
the reported tilt value from the weather
radar do not agree with a weather radar
overlay selected for display.
The T±XX.XA alert shows in the second
line of the weather radar data field next
to Line Select Key R2 when the weather
radar Autotilt feature is active and the
commanded Autotilt state (on/off) and
the reported tilt state from the weather
1st Edition
23-30 25 Aug 05
PFD: TA ONLY (TCAS TA Traffic) Alert
TA ONLY (TCAS TA ⇒ Monitor TCAS for TA traffic.

Traffic) Alert
The normally-cyan TA ONLY TCAS
mode legend next to Line Select Key
changes color to flashing yellow to
indicate the detection of Traffic Advisory
(TA) traffic by TCAS regardless of
whether or not a TCAS format is selected
for display.
PFD: TCAS FAIL Alert
TCAS FAIL Alert ⇒ Increase visual monitoring of

surrounding airspace for intruder
traffic.
The yellow TCAS FAIL caution alert
shows below and to the left of the
barometric altitude indicator when a
TCAS fault is detected.
Failures related exclusively to the traffic
display cause the message when a
TCAS traffic display is selected. A TCAS
unit that is turned off is considered failed.
PFD: TERR (Passive GPWS Fault) Alert
TERR (Passive ⇒ Refer to the GPWS operating manual

GPWS Fault) Alert for failure conditions.
The yellow TERR caution alert shows
below and to the right of the compass
rose when the Terrain function is
inoperative. The TERR caution alert
steady.
1st Edition
25 Aug 05 23-31
PFD: TEST Alert Message
TEST Message ⇒ No response required.
The message TEST shows in yellow to

the left of the lateral capture field on the
PFD when the on-side Flight Guidance
Computer is in test. All Flight Guidance
System messages are removed when
the FGC test is active, except AP and/or
YD engage/disengage.
PFD: TERRAIN FAIL (Active GPWS Fault) Alert
TERRAIN FAIL ⇒ Refer to the GPWS operating manual

(Active GPWS Fault) for failure conditions.
Alert
The yellow TERRAIN FAIL caution
shows above the airplane symbol when
the terrain overlay is active and the
system detects a fault, or missing or
invalid terrain data. The TERRAIN FAIL
caution flashes for 5 seconds and then
shows steady.
PFD: TGT (WXR/TWR Weather Target) Alert
TGT (WXR/TWR ⇒ Select the weather radar overlay for

Weather Target) Alert display and then select the Weather
(only) (WX) mode.
The yellow TGT alert shows to the right

of the heading readout when a weather
target is detected and all on-side radar
displays have been deselected as long
as the weather radar Target Alert feature
(TWR only) has been armed.
1st Edition
23-32 25 Aug 05
When the weather radar’s Target Alert

feature is armed, the radar searches
for weather returns in a ±15° sector in
front of the airplane within a range of
7 to 200 nmi.
• Applicable only when a Turbulence
Weather Radar System (TWR) is
installed.
• The Target Alert feature must be
armed on the on-side PFD.
• The TGT and TRB alerts share the
same display area; if both are active,
they flash alternately.
PFD: TRAFFIC Caution Alert
TRAFFIC Caution ⇒ Monitor TCAS displays for TA traffic.

Alert
The yellow TRAFFIC caution alert shows
to the right of the heading readout when
the TCAS computer determines that
Traffic Advisory intruder traffic exists.
The TRAFFIC caution alert flashes for 5
The yellow TRAFFIC caution alert is
upgraded to a red TRAFFIC warning
alert if the TA traffic becomes RA
(Resolution Advisory) traffic. The
upgrade function is available only when
the optional TCAS II is installed.
1st Edition
25 Aug 05 23-33
PFD: TRB (TWR Turbulence Target) Alert
TRB (TWR ⇒ Select the weather radar overlay for

Turbulence Target) display and then select either the
Alert Weather Plus Turbulence (WX+T) or
Turbulence Only (TURB) mode.
The TRB (turbulence) alert shows in

yellow to the right of the heading readout
when a turbulence target is detected and
all on-side radar displays have been
deselected as long as the weather radar
Target Alert feature (TWR only) has
been armed.
When the weather radar’s Target Alert
feature is armed, the radar searches
for weather and turbulence returns in a
±15° sector in front of the airplane within
a range of 7 to 200 nmi.
• Applicable only when a TWR weather

radar system is installed.
• The Target Alert feature must be
armed on the on-side PFD.
• The TGT and TRB alerts share the
same display area; if both are active,
they will alternately flash in 2-second
cycles.
PFD: USTB (Weather Radar Antenna Unstabilized) Alert
USTB (Weather The yellow USTB alert replaces the

Radar Antenna antenna tilt readout in the radar data
Unstabilized) Alert field next to Line Select Key R2 when
attitude data to the radar fails while a
weather radar overlay is active. The
USTB alert flashes for 5 seconds and
then shows steady.
1st Edition
23-34 25 Aug 05
When the USTB alert is in view and the

antenna tilt angle is changed, the USTB
alert is replaced by the tilt readout for 5
seconds. The USTB alert will then again
replace the tilt angle readout.
PFD: Vertical Arm Fail
Vertical Arm Fail ⇒ Monitor the applicable data.

vertical capture mode message when
the coupled side FGC detects failed or
missing data. If VS mode becomes
invalid, a yellow horizontal line overwrites
the VS bug icon and the VS value. If
FLC mode becomes invalid, a yellow
horizontal line overwrites the FLC bug
icon and IAS value. The yellow line and
vertical active mode message flash for
10 seconds when the line first comes into
PFD: WINDSHEAR Caution Alert
WINDSHEAR Caution ⇒ Immediate flight crew attention to

Alert nearby weather required. Closely
monitor weather radar returns.
The yellow WINDSHEAR caution alert
system determines that a potentially
threatening windshear condition exists
that may require immediate pilot action.
The WINDSHEAR alert flashes for 5
1st Edition
25 Aug 05 23-35
The WINDSHEAR and terrain GND

PROX caution alerts share the same
display field, so only one can show at a
time. The GND PROX caution alert has
priority.
The WINDSHEAR caution alert is only
provided at airplane altitudes of between
10 and 1500 feet AGL.
PFD: WS (Windshear) Caution Flag
WS (Windshear) ⇒ No response required.

Caution Flag
The yellow WS caution flag shows
in the attitude display below the left
command bar when the system detects
a windshear fault condition. The WS flag
steady.
PFD: XTLK (Crosstalk) Caution Flag
XTLK (Crosstalk) ⇒ No response required.

Caution Flag
The yellow XTLK caution flag shows to
the left of the airspeed indicator when
one or more of the crosstalk busses
between the PFDs and MFD has failed.
The XTLK flag flashes for 5 seconds and
then shows steady.
• The XTLK flag is also shown on the

MFD below the Engine Indication
System’s left engine N1/ITT analog
scale legend.
1st Edition
23-36 25 Aug 05
• The XTLK flag is not generated when

a display is deselected (turned off) by
display reversion.
PFD: YD (Yaw Damper Disengage) Alert
YD (Yaw Damper ⇒ The Yaw Damper has been

Disengage) Alert disconnected, either manually by
the crew or automatically by the
Flight Guidance System. If the Yaw
Damper was disconnected manually
by the crew, the alert is automatically
cancelled. If the Yaw Damper was
disconnected automatically, the alert
must be cancelled by the crew.
The yellow YD disengage alert is

cancelled with the yoke-mounted AP
DISC switch or thrust lever-mounted GA
(Go Around) switch. Re-engaging the
Autopilot also cancels the YD disengage
alert.
1st Edition
25 Aug 05 23-37
PFD ADVISORY FLAGS AND MESSAGES
1st Edition
23-38 25 Aug 05
PFD: DISCONTINUITY Advisory
DISCONTINUITY ⇒ Add or delete a waypoint in the FMS

Advisory flight plan so that the discontinuity
is removed.
The white DISCONTINUITY advisory
message shows above the airplane
symbol when FMS is the active
NAV Source and the FMS flight
plan has reached discontinuity. The
DISCONTINUITY advisory flashes for 5
PFD: ENG1 (Engine No Comparator) Advisory Flag
ENG1 (Engine No ⇒ No response required.

Comparator) Advisory
Flag The ENG1 no-comparator flag shows
when the display is not receiving data
for the left engine from a second engine
data source (cross-side DCU or EDC).
For the engine comparator to work,
it must receive engine data from two
independent valid sources. The engine
data that is monitored is N1, Torque,
ITT, and Propeller.
1st Edition
25 Aug 05 23-39
PFD: ENG2 (Engine No Comparator) Advisory Flag
ENG2 (Engine No ⇒ No response required.

Flag The ENG2 no-comparator flag shows
when the display is not receiving data for
the right engine from a second engine
data source (cross-side DCU or EDC).
For the engine comparator to work,
it must receive engine data from two
independent valid sources. The engine
data that is monitored is N1, Torque,
ITT, and Propeller.
PFD: MAP INCOMPLETE Advisory
MAP INCOMPLETE ⇒ No response required.

Advisory
The white MAP INCOMPLETE advisory
message shows below the airplane
symbol when the FMS cannot provide
all the requested map data, or when
the flight display cannot show all the
received map data.
PFD: MAP RANGE XXXNM Advisory
MAP RANGE XXX ⇒ No response required.

NM Advisory
The white MAP RANGE XXXNM
advisory message shows below the
airplane symbol when the FMS Map
range does not agree with the current
display range. The XXX portion of the
message represents the range the FMS
Map is set to.
1st Edition
23-40 25 Aug 05
• When MAP RANGE XXXNM advisory

shows, the FMS map symbology is
removed.
• When the display range is changed
from the DCP, there is a 10-second
delay before this message shows to
enable FMS to synchronize to the
new display range.
PFD: NO FLIGHT PLAN Advisory
NO FLIGHT PLAN ⇒ Input a flight plan into the FMS.

Advisory
The white NO FLIGHT PLAN advisory
symbol when FMS is the active NAV
Source and no flight plan exists. The NO
FLIGHT PLAN advisory flashes for 5
PFD: RADAR ON Advisory
RADAR ON Advisory ⇒ Place the weather radar in the STBY

(standby) Mode.
The white RADAR ON advisory message

shows at the center bottom of the display
when the weather radar is in any mode
other than TEST or STBY while on
the ground. The RADAR ON advisory
steady.
1st Edition
25 Aug 05 23-41
PFD: RADAR RANGE XXXNM Advisory
RADAR RANGE ⇒ Push the RDR Line Select Key R2 to

XXXNM Advisory remove the advisory.
The white RADAR RANGE XXXNM

airplane symbol when range data
received from the radar does not match
the range currently set on the display for
more than 5 seconds. The XXX portion
of the message represents the range
selected with the DCP RANGE knob.
When the RADAR RANGE XXXNM
advisory shows, the weather radar
overlay is removed from display.
PFD: TERR RANGE XXXNM Advisory
TERR RANGE ⇒ Push the TERR Line Select Key R2

XXXNM Advisory to remove the advisory.
The white TERR RANGE XXXNM

received from GPWS does not match
1st Edition
23-42 25 Aug 05
PFD: XADC (Air Data No Comparator) Advisory Flag
XADC (Air Data No ⇒ No response required.

Flag The white XADC no-comparator advisory
flag shows to the left of the airspeed
indicator when the display is not
receiving data from an installed second
air data source. The XADC flag flashes
For the air data comparator to work,
it must receive air data from two
independent valid sources.
PFD: XAHS (Attitude/Heading No Comparator) Advisory Flag
XAHS ⇒ No response required.

(Attitude/Heading No
Comparator) Advisory The white XAHS no-comparator advisory
Flag flag shows to the left of the airspeed
indicator when the display is not
receiving data from an installed second
attitude/heading data source. The XAHS
shows steady.
For the attitude/heading comparator to
work, it must receive attitude/heading
data from two independent valid sources.
1st Edition
25 Aug 05 23-43
MFD WARNING FLAGS AND ALERTS
1st Edition
23-44 25 Aug 05
MFD Engine Display: Engine FIRE Warning
FIRE ⇒ Refer to the airplane emergency

checklist.
The red FIRE warning message shows in
the lower center of applicable Torque/ITT
scale when an Engine Fire condition
exists. The FIRE message shows in the
same place as the autofeather message
AFX and has priority over the AFX
message. The FIRE message flashes
for 5 seconds when first in view, then
shows steady.
MFD Engine Display: Propeller Fail
PROP ⇒ No response required.
Four yellow dashes show if all sources

of Propeller RPM are failed or missing.
MFD Engine Display: N1 Fail
N1 ⇒ No response required.
Four yellow dashes and a decimal point

show if all sources of N1 are failed or
missing.
MFD Engine Display: ITT Fail
ITT ⇒ No response required.
Four yellow dashes show if all sources

of ITT are failed or missing.
1st Edition
25 Aug 05 23-45
MFD Engine Display: TORQ Fail
TORQ ⇒ No response required.
(B300) Four yellow dashes and a

decimal point show if all sources of
torque are failed or missing. (B200) Four
yellow dashes show if all sources of
torque are failed or missing.
MFD Engine Display: Fuel Flow Fail
FF ⇒ No response required.
Three yellow dashes show if Fuel Flow

from all sources is failed or missing.
MFD Engine Display: Oil Pressure Fail
OIL PRES ⇒ No response required.
Three yellow dashes show if Oil Pressure

from all sources is failed or missing.
MFD Engine Display: Oil Temperature Fail
OIL TEMP ⇒ No response required.
Three yellow dashes show if Oil

Temperature from all sources is failed or
missing.
1st Edition
23-46 25 Aug 05
MFD CAUTION FLAGS AND ALERTS
1st Edition
25 Aug 05 23-47
MFD Engine Display: ITT Comparator Flag
ITT Comparator Flag ⇒ No response required.
The boxed, yellow ITT comparator

warning shows for either engine when
ITT engine data inputs from the two
sources of engine data disagree by
more than 40°C.
MFD Engine Display: TORQ Comparator Flag
TORQ Comparator ⇒ No response required.

Flag
the boxed, yellow TORQ comparator
TORQ engine data inputs from the two
sources of engine data disagree by more
than 5% (B300) or 50 ft-lbs (B200).
MFD Engine Display: PROP Comparator Flag
PROP Comparator ⇒ No response required.

Flag
the boxed, yellow PROP comparator
Propeller engine data inputs from the
two sources of engine data disagree by
more than 50 RPM. If both engines are
miscomparing, direction arrows show for
both engines. The PROP comparator
flag replaces the PROP legend on the
engine display.
1st Edition
23-48 25 Aug 05
MFD Engine Display: N1 Comparator Flag
N1 Comparator Flag ⇒ No response required.
the boxed, yellow N1 comparator

N1 engine data inputs from the two
sources of engine data disagree by more
than 5%. The boxed N1 comparator flag
has a direction arrow that points to the
engine with the N1 disagreement. If both
engines are miscomparing, direction
arrows show for both engines. The N1
comparator flag replaces the N1 legend
on the engine display.
MFD: LX/ (LDS Fault) Alert
LX/ (LDS Fault) Alert ⇒ No response required.
The LX/ overlay select legend next to

Line Select Key R2 changes color to
yellow when an LDS fault is reported
while the lightning overlay is selected for
display. The LX/ legend flashes for 5
Lightning bolt icons are removed from
the display when the LX/ legend is
yellow.
MFD: MAP (FMS Map Data Fault) Caution Flag
MAP (FMS Map Data ⇒ No response required.

Fault) Caution Flag
The yellow MAP caution flag shows
above the compass rose/arc when a fault
is detected in any of the data required to
show an FMS map display.
1st Edition
25 Aug 05 23-49
When the MAP flag is present, FMS map

symbology is removed from the display.
MFD: PAC (Path Attenuation Compensation) Alert Arc
PAC (Path ⇒ The areas on a weather radar display

Attenuation beyond the PAC alert arc may contain
Compensation) Alert rainfall not shown on the display.
Arc
The weather radar Path Attenuation
Compensation (PAC) feature
automatically compensates for radar
beam absorption by heavier rainfall
rates. If the rainfall rates are heavy
enough, the compensation provided by
the PAC alert function can be exceeded.
A yellow PAC Alert arc shows at the
perimeter of the radar display to identify
areas where the compensation has been
exceeded and that areas of unknown
rainfall rates may exist beyond the PAC
alert arc.
MFD: RDR FAULT (Weather Radar System Fault) Alert
RDR FAULT (Weather ⇒ Place the weather radar in the STBY

Radar System Fault) (standby) mode.
Alert
The yellow RDR FAULT alert replaces
the GAIN and RADAR MODE elements
of the radar data field next to Line Select
Key R2 when a weather radar system
fault is detected with a weather radar
overlay selected for display. The RDR
FAULT alert flashes for 5 seconds and
then shows steady.
1st Edition
23-50 25 Aug 05
The weather radar display may be

degraded in a manner that is not obvious
to the crew.
MFD: T±XX.XA (Weather Radar Antenna Tilt Angle) Alert
T±XX.XA (Weather ⇒ Monitor weather radar antenna tilt

Radar Antenna Tilt angle.
Angle) Alert
The yellow T±XX.XA alert shows in the
second line of the weather radar data
field next to Line Select Key R2 when
the weather radar Autotilt feature is not
active and the commanded tilt value and
the reported tilt value from the weather
The T±XX.XA alert shows in the second
line of the weather radar data field next
to Line Select Key R2 when the weather
radar Autotilt feature is active and the
commanded Autotilt state (on/off) and
the reported tilt state from the weather
MFD: TA ONLY (TCAS TA Traffic) Alert
TA ONLY (TCAS TA ⇒ Monitor TCAS for TA traffic.

Traffic) Alert
The normally-cyan TA ONLY TCAS
mode legend next to Line Select Key
R3 changes color to flashing yellow
to indicate the detection of Traffic
Advisory (TA) traffic by TCAS regardless
of whether or not a TCAS format is
selected for display.
1st Edition
25 Aug 05 23-51
MFD: TCAS FAIL Alert
TCAS FAIL Alert ⇒ Increase visual monitoring of

surrounding airspace for intruder
traffic.
The yellow TCAS FAIL alert shows next
to Line Select Key R3 in the TCAS mode
line when a TCAS fault is detected.
Failures related exclusively to the traffic
display cause the message when a
TCAS traffic display is selected. A TCAS
unit that is turned off is considered to
be failed.
The TCAS FAIL alert will not show on
the MFD for failures that are specifically
related to Resolution Advisory displays.
MFD: TERRAIN FAIL (Active GPWS Fault) Alert
TERRAIN FAIL ⇒ Refer to the GPWS operating manual

(Active GPWS Fault) for failure conditions.
Alert
The yellow TERRAIN FAIL alert shows
above the airplane symbol when the
terrain overlay is active and the system
detects a fault, or missing or invalid
terrain data. The TERRAIN FAIL alert
steady.
1st Edition
23-52 25 Aug 05
MFD: USTB (Weather Radar Antenna Unstabilized) Alert
USTB (Weather The yellow USTB alert replaces the

Radar Antenna antenna tilt readout in the radar data
Unstabilized) Alert field next to Line Select Key R2 when
attitude data to the radar fails while a
weather radar overlay is active. The
USTB alert flashes for 5 seconds and
then shows steady.
When the USTB alert is in view and the
antenna tilt angle is changed, the USTB
alert is replaced by the tilt readout for 5
seconds. The USTB alert will then again
replace the tilt angle readout.
MFD: XTLK (Crosstalk) Caution Flag
XTLK (Crosstalk) ⇒ No response required.

Caution Flag
The yellow XTLK caution flag shows
below the left engine N1/ITT analog
scale legend when one or more of the
crosstalk busses between the PFDs and
MFD has failed. The XTLK flag flashes
• The XTLK flag is also shown on

the PFD to the left of the airspeed
indicator.
• The XTLK flag is not generated when
a display is deselected (turned off) by
display reversion.
1st Edition
25 Aug 05 23-53
MFD ADVISORY FLAGS AND MESSAGES
1st Edition
23-54 25 Aug 05
MFD: DISCONTINUITY Advisory
DISCONTINUITY ⇒ Add or delete a waypoint in the FMS

Advisory flight plan so that the discontinuity
is removed.
The white DISCONTINUITY advisory
symbol when FMS is the active
NAV Source and the FMS flight plan
has reached a discontinuity. The
DISCONTINUITY advisory flashes for 5
MFD: MAP INCOMPLETE Advisory
MAP INCOMPLETE ⇒ No response required.

Advisory
The white MAP INCOMPLETE advisory
message shows below the airplane
symbol when the FMS cannot provide
all the requested map data, or when
the flight display cannot show all the
received map data.
MFD: MAP RANGE XXXNM Advisory
MAP RANGE XXX ⇒ No response required.

NM Advisory
The white MAP RANGE XXXNM
advisory shows below the airplane
symbol when the FMS Map range
does not agree with the current display
range. The XXX portion of the message
represents the range the FMS Map is
set to.
• When MAP RANGE XXXNM advisory
shows, the FMS map symbology is
removed.
1st Edition
25 Aug 05 23-55
• When the display range is changed

from the DCP, there is a 10–second
delay before this message shows to
enable FMS to synchronize to the
new display range.
MFD: NO FLIGHT PLAN Advisory
NO FLIGHT PLAN ⇒ Input a flight plan into the FMS.

Advisory
The white NO FLIGHT PLAN advisory
symbol when FMS is the active NAV
Source and no flight plan exists. The NO
FLIGHT PLAN advisory flashes for 5
MFD: RADAR RANGE XXXNM Advisory
RADAR RANGE ⇒ Push the RDR Line Select Key R2 to

XXXNM Advisory remove the advisory.
The white RADAR RANGE XXXNM

received from the radar does not match
When the RADAR RANGE XXXNM
advisory shows, the weather radar
overlay is removed from display.
1st Edition
23-56 25 Aug 05
MFD: TERR RANGE XXXNM Advisory
TERR RANGE ⇒ Push the TERR Line Select Key R2

XXXNM Advisory to remove the advisory.
The white TERR RANGE XXXNM

received from GPWS does not match
1st Edition
25 Aug 05 23-57
Raytheon King Air
1st Edition
23-58 25 Aug 05
Pro Line 21 with Optional IFIS APPENDIX A
TABLE OF CONTENTS
Title Page
TAWS Colors .................................................................................... A-1
1st Edition
25 Aug 05 i
APPENDIX A Pro Line 21 with Optional IFIS
Raytheon King Air
1st Edition
ii 25 Aug 05
Pro Line 21 with Optional IFIS APPENDIX A
Raytheon King Air TAWS Colors
APPENDIX A
TAWS COLORS
The TAWS display colors represent various terrain elevations with
respect to airplane altitude. The terrain elevations associated with the
different terrain display colors are as follows:
TAWS Colors
Color Meaning
Solid Red Terrain Threat Area - Warning
Solid Yellow Terrain Threat Area - Caution
50% Red Dots Terrain that is more than 2000 feet above
airplane altitude
50% Yellow Dots Terrain that is between 1000 and 2000 feet
above airplane altitude
25% Yellow Dots Terrain that is 500 feet (250 feet with gear
down) below to 1000 feet above airplane
altitude (Peaks Only)
Solid Green Shown only when no Red or Yellow terrain
areas are within range on the display.
Highest terrain not within 500 feet (250
feet with gear down) of airplane altitude
(Peaks Only).
50% Green Dots Terrain that is 500 feet (250 feet with
gear down) below to 1000 below airplane
altitude.
Terrain that is the middle elevation band
when there are no Red or Yellow terrain
areas within range on the display (Peaks
Only).
1st Edition
25 Aug 05 A-1
APPENDIX A Pro Line 21 with Optional IFIS
TAWS Colors Raytheon King Air
Color Meaning
16% Green Dots Terrain that is 1000 to 2000 feet below
airplane altitude.
Terrain that is the lower elevation band
when there are no Red or Yellow terrain
areas within range on the display (Peaks
Only).
Black No significant terrain.
16% Cyan Terrain Elevation equal to 0 feet MSL.
(Peaks Only requires compatible display.)
Magenta Dots Unknown terrain.
1st Edition
A-2 25 Aug 05
Pro Line 21 with Optional IFIS APPENDIX B
TABLE OF CONTENTS
Title Page
RTU HSI Overview ........................................................................... B-1
Navigation Displays .......................................................................... B-1
Radio System Displays .................................................................... B-2
HSI Flags .......................................................................................... B-3
1st Edition
25 Aug 05 i
APPENDIX B Pro Line 21 with Optional IFIS
Raytheon King Air
1st Edition
ii 25 Aug 05
Raytheon King Air RTU HSI Page
APPENDIX B
RTU HSI OVERVIEW

The HSI page shows the familiar HSI display with compass card,
reference airplane, course pointer, to-from pointer, lateral and vertical
deviation displays, DME distance, and marker beacon indicators. In
addition the HSI page provides backup control for the COM, NAV, and
ATC transponder radios.
The HSI page is available for display on the pilot-side RTU. To access
the HSI page, push the HSI line select on the top level or second top
level RTU page. Push the RETURN Line Select Key L4 on the RTU to
exit the HSI page and show the top level page.
The RTU HSI page is selected automatically and cannot be deselected
when the airplane battery switch is set to Emergency (EMER). During
operation with the battery switch set to EMER:
• The HSI page shows full time on the RTU.
• The RETURN line select (L4) on the RTU is replaced with the legend
EMER OPER (Emergency Operation).
• Operation of line select L4 (EMER OPER) has no effect.
NOTE
N
Refer to the applicable airplane flight manual for details on Battery
Switch — EMER operation.
NAVIGATION DISPLAYS
Navigation displays from the pilot-side receivers show on the RTU HSI
page. The navigation displays that follow show on the RTU HSI page.
Heading is read under the lubber line at the top of the compass display.
The heading source is the copilot-side (#2) AHC.
The course pointer turns with the compass card to provide a continuous
display of the selected course with respect to the airplane heading. A
digital readout of the selected course shows to the left of the compass
card, under the CRS identifier. To set the position of the course pointer,
1st Edition
25 Aug 05 B-1
RTU HSI Page Raytheon King Air
push the CRS line select (to position the tune window) and then turn
either tuning knob.
When a VOR frequency is tuned and a valid VOR signal is received,
a lateral deviation display and To/From pointer show on the HSI. The
lateral deviation bar indicates deviation from the selected course
with respect to the deviation scale. Full-scale deflection of the lateral
deviation bar represents a 20° radial span, or 10° to each side of the
course, with VOR signals. When using localizer signals, the total
span of the lateral deviation bar is 5°, or 2.5° each side of the course.
The To/From pointer indicates that the selected course, if properly
intercepted and flown, will take the airplane to or from the selected
VOR. When a localizer is tuned and the selected course is more than
110° from the airplane heading, B/C (back course) shows in green in
the lower right corner of the HSI. The B/C message is removed when
the difference between the selected course and the heading is less
than 100°.
When a valid LOC frequency is tuned as is received, a four dot vertical
deviation display shows to the right of the compass card. The vertical
deviation pointer indicates vertical deviation from the glideslope with
respect to the deviation scale. The vertical deviation scale and pointer
are removed when a localizer back course is detected.
When a valid VOR/DME frequency is tuned and is received, DME
distance in nautical miles shows in the top right corner of the HSI below
the NAV frequency. When DME hold is selected, H shows in yellow in
place of nmi identifier. Distance resolution is 0.1 nmi below 100 nmi,
and 1 nmi above 100 nmi (not all sensors send tenths of miles).
Marker beacon reception is indicated by a flashing boxed OM in cyan
for the outer marker, a flashing boxed MM in yellow for the middle
marker, and a flashing empty white box for an airway or inner marker.
The marker beacon indicators show below the DME distance in the
top right corner of the HSI display.
RADIO SYSTEM DISPLAYS

Radio and sensor information from the pilot-side radios and sensors
show on the RTU HSI page. The Radio and Sensors that follow show
on the RTU HSI page.
1st Edition
B-2 25 Aug 05
Raytheon King Air RTU HSI Page
The COM display occupies a single line to the left of the compass
card for the active COM frequency. To directly tune the COM from
the HSI page, push the COM line select to position the tune window
around the COM frequency and then set the desired frequency with
the tuning knobs. To set the COM volume, turn the volume knob (with
the tune window around the COM frequency). When the on-side
COM transmitter is keyed, TX shows in cyan to the right of the COM
frequency.
The NAV display occupies a single line to the right of the compass card
for the active NAV frequency. To directly tune the NAV from the HSI
page, push the NAV line select to position the tune window around
the NAV frequency and then set the desired frequency with the tuning
knobs. To set the NAV volume, turn the volume knob (with the tune
window around the NAV frequency). When the NAV is automatically
tuned by the FMS (autotune), AUTO shows in cyan to the left of the
NAV frequency.
NOTE
N
The display for a radio type in which there is only a single radio
shows on both RTUs. HSI data from a single NAV radio shows only
on the RTU with which the NAV radio is associated.
The ATC display occupies a single line to the left of the compass card
for the beacon code. To set the beacon code, push the ATC line select
to position the tune window around the ATC code and then set the
desired code with the tuning knobs. When the ident feature is active,
ID shows in cyan below the beacon code. When the transponder is
replying to an ATC interrogation, RPLY shows in cyan below the beacon
code. When the transponder is set to standby mode, the beacon code
shows in white and STBY shows in cyan below the beacon code. When
the transponder has failed, XPDR FAIL shows in yellow below the
CRS identifier.
HSI FLAGS
The flags that follow show on the RTU HSI page.
• HSI Flag — When the heading source is not valid or there is a failure
in the system, a RED, boxed HDG flag shows in place of the lubber
line, and the compass card is rotated north up.
1st Edition
25 Aug 05 B-3
RTU HSI Page Raytheon King Air
• VOR Flag — When a VOR frequency is tuned, and the VOR source
is not valid or there is a failure in the system, the lateral deviation
scale, bar, and To/From pointer are removed and a red, boxed,
VOR1, VOR2, or VOR (single radio installed) flag shows above the
airplane symbol.
• LOC Flag — When a LOC frequency is tuned, and the LOC source is
not valid or there is a failure in the system, the lateral deviation scale
and bar are removed and a red, boxed, LOC1, LOC2, or LOC (single
radio installed) flag shows above the airplane symbol.
• G/S Flag — When an ILS frequency is tuned, and the ILS glideslope
source is not valid or there is a failure in the system, the vertical
deviation scale and pointer are removed and a red, boxed, GS flag
shows in place of the vertical deviation display.
• COM Flag — When the echoed COM frequency data does not
agree with the commanded COM frequency, the COM frequency
is replaced with dashes.
• NAV Flag — When the echoed NAV frequency data does not agree
with the commanded NAV frequency data, the NAV frequency is
replaced with dashes.
• DME Flag — When DME information is not received by the RTU, the
DME distance display is blanked. When the echoed DME frequency
does not agree with the commanded DME frequency or the DME
distance information is invalid, the DME distance is replaced with
dashes.
NOTE
N
The RTU is designed to exhibit a very high degree of functional
integrity. But users must recognize that it is not practical to provide
monitoring for all conceivable system failures and that it is possible
that erroneous operation could occur without a fault indication.
The pilot is responsible for detecting such an occurrence by
cross-checks with redundant or correlated information available
on the flight deck.
1st Edition
B-4 25 Aug 05
Pro Line 21 with Optional IFIS APPENDIX C
TABLE OF CONTENTS
Title Page
TCAS II Aurals ................................................................................. C-1
1st Edition
25 Aug 05 i
APPENDIX C Pro Line 21 with Optional IFIS
Raytheon King Air
1st Edition
ii 25 Aug 05
Raytheon King Air TCAS II Aurals
APPENDIX C
TCAS II AURALS
The TCAS II system gives an aural RA over the airplane flight deck
audio system or an independent speaker system in addition to the RA
that shows on the TCAS Traffic map. The table that follows lists the
TCAS aurals and gives a brief description.
TCAS Aurals
Advisory Aural Response
Clear CLEAR OF CONFLICT Resume normal flight,
apparent conflict of
airspace has been
resolved.
Traffic TRAFFIC, TRAFFIC Gain visual contact of
traffic. Check TCAS
display for traffic bearing
and range, if necessary.
Assess the threat and
prepare to execute the
evasive maneuver TCAS
issues.
1st Edition
25 Aug 05 C-1
TCAS II Aurals Raytheon King Air

Preventive MONITOR VERTICAL Be alert for approaching
RA SPEED traffic. Ensure that the
airplane pitch attitude or
vertical speed does not
enter the red zone on the
attitude display or vertical
speed scale.
MAINTAIN VERTICAL Maintain present pitch
SPEED MAINTAIN or vertical speed and
direction. Ensure that the
airplane pitch or vertical
speed does not enter the
red zone on the attitude
display or vertical speed
scale.
MAINTAIN VERTICAL A flight path crossing
SPEED CROSSING is predicted, but being
MAINTAIN monitored by TCAS.
Maintain present pitch
or vertical speed and
direction. Ensure that the
airplane pitch or vertical
speed does not enter the
red zone on the attitude
scale.
ADJUST VERTICAL Indicates a weakening
SPEED ADJUST of the RA. Allows pilot
to start returning to an
assigned altitude.
1st Edition
C-2 25 Aug 05
Raytheon King Air TCAS II Aurals

Corrective RA CLIMB, CLIMB Change vertical speed to
1500 ft/min climbing or
as indicated on attitude
scale.
CLIMB, CROSSING Same as previous except
CLIMB CLIMB, that it further indicates
CROSSING CLIMB that flight paths will cross
at some altitude.
DESCEND, DESCEND Same as CLIMB except
that a descending vertical
speed is indicated.
DESCEND, CROSSING Same as previous except
DESCEND DESCEND, that it further indicates
CROSSING DESCEND that flight paths will cross
at some altitude.
ADJUST VERTICAL Reduce climbing pitch
SPEED ADJUST or vertical speed to that
shown on the attitude
scale.
1st Edition
25 Aug 05 C-3
TCAS II Aurals Raytheon King Air

Corrective RA ADJUST VERTICAL Reduce descending pitch
(Cont.) SPEED ADJUST or vertical speed to that
shown on the attitude
scale.
INCREASE CLIMB This follows a CLIMB
INCREASE CLIMB advisory. The climb pitch
or vertical speed should
be increased, typically
to 2500 ft/min, as shown
on the attitude display or
vertical speed scale.
INCREASE DESCENT This follows a DESCEND
INCREASE DESCENT advisory. The descent
pitch or vertical speed
should be increased,
typically to 2500 ft/min,
as shown on the attitude
scale.
CLIMB, CLIMB NOW This follows a DESCEND
CLIMB, CLIMB NOW advisory. This advisory
indicates that a reversal
of vertical speed from
descent to climb is
needed to provide
adequate separation.
DESCEND, DESCEND This follows a CLIMB
NOW DESCEND, advisory. This advisory
DESCEND NOW indicates that a reversal
of vertical speed from
climb to descent is
needed to provide
adequate separation.
1st Edition
C-4 25 Aug 05
Pro Line 21 with Optional IFIS APPENDIX D
TABLE OF CONTENTS
Title Page
Weather Radar Techniques ............................................................. D-1

Path Attenuation Compensation .................................................. D-2
Antenna Stabilization ................................................................... D-2
Sector Scan (TWR only) .............................................................. D-3
Receiver Gain .............................................................................. D-3
Antenna Tilt .................................................................................. D-4
Autotilt (TWR only) ....................................................................... D-9
Target Alert ................................................................................. D-11
Ground Clutter Suppression ...................................................... D-12
Weather Recognition and Avoidance ......................................... D-12
Terrain Mapping ......................................................................... D-13
Weather Radar Operational Considerations .................................. D-15

Detection and Attenuation ......................................................... D-15
Range Compensation ................................................................ D-18
Antenna Size ............................................................................. D-18
Airplane Radomes ..................................................................... D-20
Weather Radar Interpretation ........................................................ D-21

Thunderstorms ........................................................................... D-21
Tornadoes .................................................................................. D-23
Hail ............................................................................................. D-24
Weather Avoidance .................................................................... D-25
1st Edition
25 Aug 05 i
APPENDIX D Pro Line 21 with Optional IFIS
Raytheon King Air
1st Edition
ii 25 Aug 05
Raytheon King Air Weather Radar Techniques
APPENDIX D
WEATHER RADAR TECHNIQUES

The primary function of the weather radar system is to aid the crew in
the detection and avoidance of areas of precipitation. The Turbulence
Weather Radar (TWR) aids in the detection of precipitation-related
turbulence in and around thunderstorms. The TWR cannot detect clear
air turbulence, and the weather radar cannot detect windshear, clouds,
or lightning. However, rain, wet hail, moderate to heavy wet snow, and
in some instances, possible icing conditions can be detected by the
system. The weather radar may also be used to map the terrain.
NOTE
N
To simplify explanation, Weather Radar System and Turbulence
Weather Radar system are used as interchangeable terms, except
where differences in operating modes and features require the use
of the separate terms.
Each operator normally develops specific techniques and procedures

for using weather radar. Basic operational techniques for the weather
radar system are no different from the techniques used with earlier
generation radars equipped with flat plate antennas. The weather
radar system includes many features to aid the crew in interpreting
the weather. However, as with most tools, operational experience is a
valuable teacher. This experience enables the crew to properly analyze
the various types of storm displays.
The weather radar system should be used on every flight. This allows
the crew to verify proper operation, and gain proficiency in operating
the system on a regular basis. If there is no significant weather in the
immediate vicinity, or if operating in Visual Meteorological Conditions
(VMC), the MAP (Ground Mapping) mode may be selected and the
radar display can be compared with terrain features. Practice ground
mapping on routes frequently flown and in familiar terminal areas.
Select Standby mode when on the ground unless the weather radar
system is needed to check the terminal area weather prior to departure.
1st Edition
25 Aug 05 D-1
Weather Radar Techniques Raytheon King Air
PATH ATTENUATION COMPENSATION

The WXR uses the Path Attenuation Compensation (PAC) feature
to maintain the correct display of storm intensity. The PAC feature
compensates for radar energy that is absorbed when the radar beam
penetrates a precipitation cell.
Non-compensated radars have a tendency to underestimate the true
level of a precipitation cell simply because of radar energy absorption.
The PAC feature is automatically enabled whenever the WX (Weather
Only), WX+T (Weather Plus Turbulence), or TURB (Turbulence Only)
modes are selected and is active out to a range of approximately 65
nmi. Therefore, any cells beyond this range are uncompensated and
should be avoided. The PAC circuits are disabled when any of the
conditions that follow occur:
• When the 5 or 10 nmi ranges are selected (in any mode).
• When the MAP mode is selected.
• When the GAIN setting is any value except NORM.
When the radar beam encounters a weather target of sufficient intensity
and depth that requires the full range of attenuation correction, a yellow
PAC Alert arc shows at the edge of the outer heading range arc. The
PAC Alert arc informs the crew that the radar beam, in the direction of
the PAC Alert arc, is severely attenuated, and that the area or “shadow”
behind the intervening rainfall may contain hidden (and possibly
significant) precipitation. Returns that display a PAC Alert arc should
be treated as potentially dangerous. Always avoid the area between
the weather that shows and the PAC Alert arc.
ANTENNA STABILIZATION
The STAB (Antenna Stabilization) feature uses inputs from the Attitude
Heading System (AHS) to automatically stabilize the weather radar
antenna during changes in airplane attitude. These inputs eliminate the
effects of airplane pitch and roll on the antenna to maintain the desired
antenna tilt-to-range ratio. The Antenna Stabilization feature is always
set to ON. When the Antenna Stabilization feature is reported off by the
radar, the advisory message USTB shows in place of the antenna tilt
angle in the radar data field.
1st Edition
D-2 25 Aug 05
SECTOR SCAN (TWR ONLY)

The SEC (Sector Scan) feature is selected with the SEC SCAN
selection on the RADAR menu. The Sector Scan feature reduces the
antenna scan/sweep angle from ±60° (120° total) to ±30° (60° total).
By reducing the antenna scan angle, the amount of time needed for
the antenna to complete its sweep is also reduced. This effectively
increases the weather radar update rate. Selection of the Sector Scan
feature on either PFD reduces the scan arc on all displays.
RECEIVER GAIN
CAUTION
C
The crew should always return the gain setting to normal (0 (zero))
when finished analyzing the display. Failure to do so may result
in missing significant targets when operating in one of the minus
gain settings.
The DATA knob on the DCP is used to set the level of receiver gain.
The range is –3, –2, –1, NORM, +1, +2, and +3.
Normally, receiver gain should be at the normal (0 (zero)) position.
Six other positions, including three of increased gain for maximum
sensitivity, are available for analyzing the details of the returns. The
higher settings are useful in identifying the lightest levels of precipitation
while the lower settings are useful for more in-depth studies of the
most intense weather targets. Each of the minus settings (–1, –2, and
–3) reduces the sensitivity of the radar system by approximately one
color level. This results in a total reduction of three color levels when
operating with the GAIN set to the –3 position. Therefore if a target was
magenta in NORM, the same target at –3 is almost totally removed
from the display. From this example, it should be clear that operating
the weather radar system in one of the reduced gain settings for an
extended period of time is not recommended.
NOTE
N
When the GAIN value is set to any value other than NORM, the
radar returns are uncalibrated, so display colors may no longer
accurately indicate rainfall rates.
1st Edition
25 Aug 05 D-3
ANTENNA TILT
The antenna tilt control is perhaps the most used and most useful
control of the radar system. By changing the angle of the antenna
relative to the horizon, the crew can point the radar energy beam at
close-range weather or ground returns, or direct the beam farther out to
paint distant weather.
The TILT knob on the DCP is used to manually adjust the antenna tilt
angle. The tilt range is ±15°. Turning the TILT knob clockwise selects a
positive (upward) tilt angle and turning the TILT knob counterclockwise
selects a negative (downward) tilt angle. The TILT knob remains
functional while the Autotilt feature (TWR only) is active, enabling the
operator to change the antenna tilt/range ratio. Proper use of the TILT
knob allows the operator to achieve the best picture of storm cell size,
height, and relative direction of movement. Procedures for adjusting
the TILT knob vary depending upon user requirements. Proper use can
only be achieved through experience and regular practice.
TIP
Maximum rainfall rates in a thunderstorm usually occur about
mid-level in the storm. This is normally the area that will paint the
strongest returns. If the airplane is above or below that altitude,
some antenna tilt is needed. The amount of TILT needed varies
with the estimated distance to the storm – the closer the storm,
the more TILT required. In either instance, it is good practice to
periodically operate the TILT knob throughout its range to reduce
the possibility of missing close-in targets.
When operating over land, the best general guideline is to select a

range that is within the line-of-sight distance to the horizon (refer to the
figure that follows), then adjust the antenna tilt until a small amount of
ground clutter appears at about the outer third of the display.
1st Edition
D-4 25 Aug 05
Figure D-1 Distance To Horizon
As the figure that follows shows, an airplane at 10 000 feet AGL with
the 300 nmi range selected is not able to paint ground clutter much
beyond 123 nmi. A better range selection at this altitude may be the
100 nmi setting.
Figure D-2 Line-of-Sight Range
Once weather activity is identified, it is important to keep the radar beam

pointed at the liquid portion of the cell. Ice crystals reflect less energy
than liquid precipitation. Tilting the beam above the freezing level may
1st Edition
25 Aug 05 D-5
result in underestimating the intensity of the cell. Move the TILT control
up and down to determine the most reflective portion of the cell.
Figure D-3 Reflective Parts of a Cell
Proper tilt adjustment allows the crew to detect radar “shadows”.

Once weather is detected, the crew can continue to decrease the tilt
setting until more ground clutter shows around the precipitation cell.
Significant precipitation cells can attenuate the radar beam so much
that radar returns which are behind the intervening cell (ground and/or
weather returns) are greatly reduced in intensity. In some instances,
the attenuation may also be great enough to cause a PAC Alert arc to
appear.
1st Edition
D-6 25 Aug 05
Figure D-4 Down Tilt for Radar Shadows
TILT CONTROL AT MIDDLE ALTITUDES

While scanning for storm targets and with one of the weather detection
modes selected, the optimum tilt angle of the antenna depends upon
the altitude of the airplane and the selected range. Antenna tilt for an
airplane flying at 20 000 feet (middle altitudes) is typically set near 0°
(zero) or slightly down.
Figure D-5 Tilt Control at Middle Altitudes
1st Edition
25 Aug 05 D-7
TILT CONTROL AT HIGHER ALTITUDES (ABOVE FL 350)

The TILT control guidelines just discussed for middle altitudes may not
be effective for flights above 35 000 feet. Typically, at high altitudes a
longer range is selected and the tilt is adjusted slightly down. When
selecting the operating range, keep in mind the line-of-sight distance
to the horizon.
As the figure that follows shows, when operating at the higher altitudes,
it is particularly easy to scan over the top of significant storm cells.
Figure D-6 Tilt Control at Higher Altitudes
Do not attempt to overfly targets. It is possible that dry hail (which

generally cannot be detected) and severe turbulence may be present
far above the (radar) top of any areas of detected precipitation activity.
The crew should always remember that the weather radar system is an
avoidance tool. It is strongly recommended that pilots never attempt
to overfly, underfly, or penetrate storm cells or squall lines. For safest
operation, the crew should plan ahead to establish a flight path that
1st Edition
D-8 25 Aug 05
avoids all returns by the distance established by your flight operations

department.
To view targets inside the 40 nmi range, large down tilt settings may be
necessary. The crew should recognize that a large down tilt setting
may prevent more distant storms from being detected, and may cause
excessive ground clutter to appear when flying over land.
TILT CONTROL BELOW 10 000 FEET

Flight operations below 10 000 feet, such as takeoffs and landings,
typically require a shorter range selection (such as the 50 nmi range)
with 3° or 4° of uptilt. These settings typically reduce ground clutter
and provide the necessary target information. As altitude and speed
increase, tilt settings typically need to be lowered to maintain an
acceptable display, and the range needs to be increased.
Figure D-7 Uptilt at Low Altitudes
AUTOTILT (TWR ONLY)

This advanced feature is designed to reduce the number of times it is
necessary to adjust the antenna tilt control while changing airplane
altitude or range settings. The Autotilt feature automatically adjusts
the antenna tilt angle to attempt to maintain the picture in the same
area of the display. The PUSH AUTO TILT button in the center of the
TILT/RANGE knob on the DCP is used to select the Autotilt feature
(push on/push off). The Autotilt feature may be continuously enabled as
the system always uses the current manual tilt setting as the starting
point.
1st Edition
25 Aug 05 D-9
Figure D-8 Autotilt Antenna Movement With Altitude Changes
Figure D-9 Autotilt Antenna Movement With Range Changes
1st Edition
D-10 25 Aug 05
TARGET ALERT
The Target Alert mode permits detectable weather targets (precipitation
or precipitation-related turbulence) to be detected and indicated without
the targets themselves appearing on the weather radar display. This
mode is normally used as a background mode when other data
(checklists, remote data, etc.) is in view on the MFD.
When target mode is selected, the radar transmitter is energized, the
antenna begins to scan, and the TWR automatically selects the range
and tilt required (the crew has no control of range and tilt in TGT mode).
The legend TGT shows on the AFD when target mode is enabled.
TGT mode automatically evaluates two target alert windows (see the
figure that follows) to provide search coverage from 7 to 200 nm range
(50 nm maximum range for turbulence detection) and ±15° of airplane
heading regardless of heading regardless of the range selected. Target
alert notifies the crew of the two weather phenomena that follow.
• When red or magenta weather targets are detected within the entire
range. (Rainfall rates greater than 0.2 in/hr or 5.1 mm/hr.)
• When areas of precipitation related turbulence are detected within
the 50 nm window. (Wind velocity shifts in excess of 16.4 feet/sec
or 5 m/sec.)
Figure D-10 Autotilt and Range Setting in Target Alert Mode
1st Edition
25 Aug 05 D-11
GROUND CLUTTER SUPPRESSION

The GCS button on the DCP is used to temporarily select the Ground
Clutter Suppression (GCS) feature. GCS reduces the intensity of
ground returns (clutter) in the WX, WX+T and TURB modes, making
precipitation returns easier to see. GCS removes some very light
rainfall, especially rainfall that is not associated with convective cells.
This type of unagitated rain (rain with no associated turbulence)
appears ground-like to the Doppler processing circuitry. GCS is most
effective when tilt is set so the radar beam just skims the horizon. It is
less effective when the antenna tilt is set to scan below the horizon and
the resulting ground returns are strong. Ground Clutter Suppression
automatically times out after 30 seconds.
WEATHER RECOGNITION AND AVOIDANCE

Experience soon enables the crew to properly analyze various types
of storm displays. The key to avoiding detected weather is to first
determine the heading change needed to bypass a storm safely.
Establish the airplane on the appropriate heading, then recheck the
weather radar display to see if further heading changes are required.
The crew should remember that the weather radar system was
designed as a weather avoidance tool.
Most operators establish guidelines for storm cell avoidance distances.
However, the crew has the sole responsibility to decide how close to
approach various types of storm displays. Most convective weather
systems in the continental United States travel from south/southwest to
north/northeast. The areas ahead of these storms (north/northeast) can
be expected to contain gust fronts, turbulence, heavy rain, and possibly
hail. It is suggested that these areas be avoided by no less than the
minimum distance established by your flight operations department.
TIP
A good operating technique is for one pilot to set his radar display
at a shorter range with some uptilt (depending on altitude) for low
altitude maneuvering. The other pilot sets his radar display at a
longer range with some down tilt (depending on altitude) to see
the big picture for cruise altitude maneuvering. In this manner,
the shorter range allows the crew to monitor any close-in targets,
while the longer range simultaneously helps the crew in plotting
any required course changes.
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D-12 25 Aug 05
TERRAIN MAPPING
Interpreting the terrain maps that show on the display is largely a matter
of experience and understanding the factors involved when the radar
beam strikes a ground target. Again, regular use of the radar will build
proficiency in interpreting radar returns.
Terrain mapping should be done with the MAP (Ground Mapping) mode
selected under the RADAR menu, one of the shorter ranges selected,
and the antenna tilted down. The receiver gain may have to be adjusted
to change the apparent intensity of ground returns for the highest
contrast and ease of interpretation.
The extent to which ground targets show depends upon the selected
range, antenna beam width, airplane altitude, airplane attitude, the
angle at which the radar beam strikes the ground target (incidence
angle), and the reflective properties of the ground target. As experience
is gained, the crew should be able to interpret displays that indicate
lakes, rivers, coastlines, mountains, cities, and larger structures.
The receiver gain can be adjusted so coastlines become apparent and
cities are well defined. The use of increased gain settings (+1, +2, and
+3) should be avoided, as increased gain may cause the radar returns
to “paint” between targets, which can obscure some landmarks.
BODIES OF WATER
Bodies of water such as lakes, rivers, and oceans usually do not
provide a strong return and show up as dark areas on the display. This
is because the radar beam is reflected away from the antenna and very
little, or none, of the signal is returned. Rough or choppy water, however,
provides a return proportional to the activity of the water surface.
1st Edition
25 Aug 05 D-13
Figure D-11 Calm Water
Figure D-12 Choppy Water
CITIES
Cities usually provide a good return signal, although their intensity
depends on selected range, gain setting, airplane attitude and altitude,
and antenna tilt if one of the longer ranges is selected.
Typically, large buildings and structures will provide a return while small
buildings are shadowed from the radar beam by taller buildings. As the
airplane approaches closer to the city and a shorter range is selected,
details become more noticeable as the regular lines and edges of the
city appear.
1st Edition
D-14 25 Aug 05
In areas where several cities are grouped together, the area can be
identified by the pattern of the return signal. For example, cities located
along the shore of a large lake such as Lake Michigan may appear
in yellow. The lake itself does not provide a good return signal, and
therefore appears black.
Figure D-13 Cities
WEATHER RADAR OPERATIONAL

CONSIDERATIONS
DETECTION AND ATTENUATION

The weather radar system, like all other X-band airborne weather
radars, has limitations that must be understood and recognized by the
crew. The first of these has to do with exactly what the systems can
detect and display. The weather radar system has been designed to
accurately detect and display rainfall and, for the Turbulence Weather
Radar (TWR), precipitation-related turbulence. However, what are the
rainfall rates for the green, yellow, red, and magenta display levels, and
what is the minimum amount of precipitation-related turbulence (also
shown in magenta) that can be detected? The reflectivity level chart
that shows on the next page shows the relationship between reflectively
levels, precipitation rates, and display colors. (The turbulence line in
the chart applies only to the TWR.)
1st Edition
25 Aug 05 D-15
Radar Reflectivity Levels and Associated Precipitation Rates

REFLECTIVITY PRECIPITATION RATE COLOR
LEVEL
in/hr mm/hr
Z1 Less than 0.03 0.52 and greater No Display
Z2 0.03 to 0.07 0.52 and greater Green
Z3 0.07 to 0.20 0.8 to 1.8 Yellow
Z4 0.20 to 0.52 1.8 to 5.1 Red
Z5 0.52 and greater 5.1 to 13.2 Magenta
Turbulence Greater than 0.02 Greater than 0.5 Magenta
NOTE
N
Proper use of the GAIN setting allows the operator with weather
radar operating experience to estimate rainfall rates greater than
a red or magenta return. Targets that show in a reduced gain
condition imply that severe turbulence, hail, and very heavy rainfall
is likely.
The second limitation of the weather radar system that must be

understood by the operator is attenuation of the airborne weather radar
signal. As a radar pulse travels through the atmosphere, it progressively
loses its ability to return to the receiver with enough energy to produce
any given display level. That loss of signal strength is called attenuation,
and is due primarily to distance and precipitation.
Attenuation of the radar signal due to distance is a function of basic
physics. As a rule of thumb, doubling the distance to a target reduces
the strength of the returning signals by at least a factor of 4, and in
some instances, by a factor of 16. Any return (green, yellow, red, or
magenta display) from a distant storm usually indicates extremely high
rates of rainfall, and moderate to severe turbulence can be expected.
These areas of rainfall should be avoided whenever possible.
The second type of attenuation that can reduce the performance of
the airborne weather radar system is attenuation due to precipitation.
Moisture, especially rainfall, attenuates radar signals. The amount of
attenuation due to precipitation depends entirely upon the rainfall rate.
1st Edition
D-16 25 Aug 05
Figure D-14 Weather Radar Color Levels vs. NWS VIP Levels
1st Edition
25 Aug 05 D-17
There are instances where extremely heavy rainfall within just a few
miles of the airplane can attenuate the transmitted pulse of any radar
to useless levels. This attenuation could be so great that the operator
could interpret the return as an indication of no rainfall ahead. In
fact, the airplane may be entering an area of serious and destructive
thunderstorm activity. These areas of “no returns” (or “radar shadows”)
are caused by the inability of the radar pulses to penetrate the storm.
The reason the pulses cannot get through is that the line of storms
contains extremely heavy rain, possibly large hail, and almost certainly
severe turbulence.
RANGE COMPENSATION
As previously discussed, attenuation due to distance reduces the
strength of radar signals. As the airplane approaches a storm, this type
of attenuation rapidly decreases, thus increasing signal strength and
giving the appearance on the displays of rapid intensification of the
target. At ranges of approximately 65 nmi (with a 12-inch antenna),
the weather radar system begins to compensate for this problem with
its sensitivity time control (STC) circuit. As the airplane approaches
a storm, the targets being painted grow in intensity (due to lessened
attenuation) right up to the 65 nmi STC boundary. From the STC
boundary inward, the display paints an image that allows accurate
assessment of the targets (assuming attenuation due to precipitation is
taken into account). For most radars, targets beyond the STC boundary
do not show properly according to the standard relationship between
return level and rainfall intensity. However, the weather radar system
provides range-adjusted thresholds to help compensate for this usual
deficiency at ranges beyond approximately 70 nmi.
ANTENNA SIZE
The weather radar system installed in the King Air uses a 12-inch
flat-plate, phased-array antenna. The figure that follows shows the
beam-width for the 12-inch antenna. Note that the beam of energy
radiating from the antenna is cone-shaped rather than a “pencil-shaped
beam” as commonly thought. This figure shows that the 12-inch antenna
has a relatively narrow beam width. A narrower beam concentrates the
radiated energy into a smaller volume. The result is that more energy
is available to illuminate the relatively small target. The concentrated
energy improves the ability of the radar system to “see” targets at the
longer ranges. In addition to focusing the transmitted energy, it also
1st Edition
D-18 25 Aug 05
increases the ability of the receiver to receive returns, specifically from

the areas of interest. The radar system performance at lower altitudes
is also improved. The narrower beam may be “pointed” more directly
at lower and midsections of a storm without painting too much ground
clutter.
Since the airborne weather radar system measures the intensity of a
storm by the amount of signal reflected back from the target, distortions
occur as the beam gets broader with distance. Note the beam width
at 50 nmi for the 12-inch antenna in the figure that follows. At 50 nmi,
the 12-inch antenna has a beam approximately 7.0 nmi in diameter. If a
storm that is 3 miles wide by 3 miles high shows on the radar at 50 nmi,
at that distance more than 50 percent of the transmitted energy will pass
over, under, and to the sides of the storm due to the beam width. This
results in the radar measuring reflectivity levels that are less than true
value. The low reflectivity levels occur because the storm is significantly
less than beam filling and therefore, shows as a weak storm that in fact
could be a strong and hazardous one, even though it is relatively small.
Figure D-15 Antenna Size vs. Beam Width
1st Edition
25 Aug 05 D-19
Figure D-16 Radar Target, Beam Filling vs. Non-Beam Filling
The crew should be aware of two other kinds of beam width distortion
that apply to any airborne weather radar system. First, if the same
3-mile-high by 3-mile-wide storm is being analyzed with a beam
that is over 6 nmi in diameter, it is obvious that the storm cannot be
investigated at various levels. The radar system would be painting the
storm from top to bottom and the displays would show a composite of
storm reflectivity at all levels. Secondly, if a storm 3 miles wide is being
painted with a beam that is greater than 6 nmi wide, the target may
show smearing from side to side, making the storm appear much wider
than it is deep. In some cases, the 3-mile-wide storm could appear as
though it is 6 to 10 miles across. This smearing effect is not critical
where a single storm is present, but if several 3-mile-wide storms
spaced 5 to 10 miles apart are ahead of the airplane, they could smear
into a solid line. Note that for any radar, the larger the antenna, the
less this smearing distortion will be.
AIRPLANE RADOMES
Although not part of the weather radar system, the radome contributes
significantly to overall system performance. In effect, the radome is
a window for the radar to the targets of interest. A poorly designed,
constructed, repaired, or maintained radome can result in poor
transmission and reception of signals. There are many instances where
the crew reports the radar as being inoperable or weak when the
problem is actually the radome.
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D-20 25 Aug 05
A properly designed and maintained airplane radome should allow a

minimum transmissivity of 90 percent. (Transmissivity is the ratio of the
amount of power transmitted through the radome to the amount of power
that would be transmitted with the radome removed.) Any transmissivity
factor of less than 100 percent causes reduced performance.
When properly applied, radome paint causes a loss of about 3.5 to 5
percent in transmissivity. Rubber boots, when properly installed, present
a loss of about 5 percent. If a boot is used, it must be adequately sealed
to prevent moisture accumulation between the boot and the radome
surface. Plastic boots usually present a loss of 20 to 50 percent, which
makes them totally unacceptable.
If there is reason to question the transmissivity of the radome, it should
be checked by a reputable radome authority such as Cair Radomes,
Plastics and Synthetics Division of Norton Company, Akron, Ohio. To
further assist the crew in selecting or evaluating a radome, refer to
FAA Advisory Circular 43-14.
WEATHER RADAR INTERPRETATION

Flight hazards due to weather conditions are primarily the result of
turbulence and hail. Wet hail can be detected by radar, but turbulent
air by itself (such as clear-air turbulence) does not provide a radar
echo. Areas having high rainfall rates are ordinarily associated with
turbulence, and it is from this rainfall that radar echoes are reflected and
the accompanying turbulence associated with the rainfall is implied.
Some clouds, often of the stratus type, do not contain sufficient moisture
to reflect a detectable echo; however, these clouds are usually not a
hazard to flight.
THUNDERSTORMS
Updrafts and downdrafts in thunderstorms carry water throughout the
cloud. The more severe the drafts, the greater the amount of water
contained in the cloud. From the intensity of radar echoes from this
moisture, assumptions can be made about the turbulence involved.
When the intensity of the target that shows is high (red or magenta) due
to large amounts of water, expect the turbulence to be more severe.
Regardless of the operating mode (WX or WX+T), areas that show a
solid red or magenta display should be avoided by a wide margin.
1st Edition
25 Aug 05 D-21
As a general rule, the steeper the rainfall gradient of a target, the

stronger and more severe the turbulence will be. A steep rainfall
gradient shows as areas of very narrow, closely spaced green and
yellow, or yellow and red, or red and magenta returns. This indicates a
large change in the rate of rainfall in a small distance within the storm
cell.
Along squall lines, individual cells are in different stages of development.
Areas between closely spaced, intense echoes may contain developing
clouds that do not have enough moisture to produce an echo. The
lightest precipitation may or may not show. However, these areas may
have strong updrafts, downdrafts, or turbulence. If approaching a squall
line, fly as far from building cells as possible. A good rule of thumb for
the safest operation is to avoid red or magenta areas (areas of greatest
turbulence) by at least the minimum distance established by your flight
operations department. Targets that show broad areas of green are
generally precipitation without turbulence, but keep in mind attenuation
due to distance and precipitation.
Thunderstorm development is rapid. A flight course that appears clear
may contain active and growing cells a few minutes later. When viewing
the shorter ranges, periodically select one of the longer ranges to
observe distant conditions. This permits early planning of necessary
avoidance maneuvers.
1st Edition
D-22 25 Aug 05
Figure D-17 Thunderstorms
Studies have shown that thunderstorms tend to travel in the direction of

the winds at approximately 10 000 feet. New cells generally form on
the side of a cloud in the direction toward which it is moving, usually an
easterly direction. Newly developing cells often do not contain sufficient
water to reflect an echo, yet they can cause severe turbulence. In
general, detour to the diminishing side of thunderstorms, keeping in
mind the minimum distances established by your flight operations
department.
TORNADOES
An extreme case of severe turbulence is a tornado. The vast majority
of tornadoes are produced by severe thunderstorms and super cells.
Radar displays of clouds from which tornadoes were confirmed have
occasionally shown the formation of a hook pattern in connection with
the tornado. A narrow, finger-like portion extends from the cloud display,
and in a short time, curls into a hook and closes on itself. Other echoes
associated with tornadoes are V-shaped notches and doughnut shapes.
1st Edition
25 Aug 05 D-23
These shapes do not always indicate tornadoes, nor are tornado

echoes limited to these characteristic patterns. Of the confirmed radar
observation of tornadoes from target thunderstorms, most displays have
not shown shapes different from those of a normal thunderstorm display.
Conditions conducive to tornado formation produce severe updrafts and
downdrafts that carry large amounts of water to great heights. Red or
magenta areas with steep rainfall gradients that produce echoes at high
altitudes (TILT control up more than usual) generally indicate conditions
favorable for producing tornadoes. In no case should these areas be
approached or penetrated. Avoid them by at least the minimum distance
established by your flight operations department, since turbulence may
extend outward from the echo-producing area for large distances.
HAIL
Hail results from updrafts carrying water high enough to freeze.
Consequently, the greater the height of a thunderstorm echo, the
greater the probability that it contains hail. An estimate of the height
can be made by the amount of antenna up tilt required to view the
upper part of the target echo. In the upper regions of a cloud where ice
particles are “dry” (no liquid coating on the particles) echoes are less
intense. Liquid (water) reflects about 5 times more radar energy than
solid ice particles of the same mass. Since hailstones are con-siderably
larger than water drops and are usually coated with a thin layer of
water, the echo intensity from “wet” hail is greater than that from rainfall.
Thunderstorm targets having an intensity greater than that associated
with maximum rainfall will most likely contain hail.
It is not always possible to determine from the display whether the
echo is from hail or from rain. Instances have been reported of hail
targets producing finger-like protrusions up to 5 miles long, and blunt
protuberances up to 3 miles from the edge of thunderstorm echoes.
In parts of the country where hail occurs often, extensions from
thunderstorms, shown in either red or magenta, generally indicate the
presence of hail. This same type of display is also associated with new
convective cells that may not yet contain hail.
As with tornadoes, there are no uniquely distinctive displays that are
in all cases associated with hail. Protruding fingers, hooks, scalloped
edges, and U-shapes are display shapes that have been associated
with hail, yet hail echoes are not limited to these shapes. These
1st Edition
D-24 25 Aug 05
displays, however, do indicate areas of severe turbulence and must be

avoided by a wide margin.
Echoes from hail can appear quickly and along any edge of a storm
cell. These echoes can also change in shape and intensity in a very
short period of time. For this reason, close and careful monitoring of
the display is required. If the Turbulence Weather Radar is installed,
the WX+T mode should be used to provide continuous monitoring for
turbulence.
WEATHER AVOIDANCE
The paragraphs that follow are included in this section to reinforce
the “Weather Recognition and Avoidance” section presented earlier.
Remember, the key to avoiding detected weather is to first determine
the heading change needed to safely bypass a storm. Although there
is no definite minimum distance rule in avoiding storms, most flight
operation departments have established guidelines for storm cell
avoidance distances. However, the crew has the sole responsibility to
decide how close to approach various types of storm displays.
Monitor the weather at the longer ranges whenever possible.
Periodically switch to a lower range and tilt setting for a “quick look” in
front of the airplane. This procedure reduces the chance of overflying a
target, yet still allows time to evaluate weather development and plan
any heading changes. When using the shorter ranges, it is a good idea
to periodically switch to one of the longer ranges to determine the extent
of the weather activity. Operate in the normal mode with one display
monitoring a short range for maneuvering, and the other display on a
long range to aid in longer term planning.
Proper management of the TILT control is paramount in obtaining the
full benefits of an airborne weather radar system. Use the TILT control
to “look” at a target at various levels. If at all possible, avoid targets
that are painting areas of red or magenta by at least the minimum
distance established by your flight operations department. Do not fly
toward an area when a PAC Alert arc is present at the perimeter of the
last range arc.
It is also a considered good idea to have some amount of ground return
in view in the outer regions of the display. This serves two purposes
- it enables confirmation that the system is transmitting and receiving
properly, and it enables “radar shadows” to be seen. A target that
1st Edition
25 Aug 05 D-25
shows a radar shadow may also cause a PAC Alert. Do not fly toward
these areas!
NOTE
N
While in the vicinity of detectable weather, the crew should
temporarily select a shorter range setting either during or
immediately after significant heading changes.
Experience gained with the use of the weather radar system and the
guidelines discussed in this guide soon allows the crew to properly
analyze the various types of storms and determine the distance
necessary to avoid them. Remember that the weather radar system can
only detect precipitation, and the Turbulence Weather Radar system
can only detect precipitation and precipitation-based turbulence. Neither
system detects clouds, lightning, or clear-air turbulence hazards.
NOTE
N
FAA Advisory Circular 20-68B provides criteria for determining the
safe distance for human exposure to radar radiation. This criteria
applied to the weather radar system produces a safe distance of
0.65 meters (2 feet). Users should take necessary and reasonable
precautions to ensure that personnel and equipment sensitive to
microwave radiation remain safely beyond this distance while within
the illumination pattern of an operating weather radar system.
1st Edition
D-26 25 Aug 05
Raytheon King Air Index
INDEX
Subject Page
A
ADC, Reversion ............................................................................ 20-43
ADF operation, RTU ..................................................................... 21-15
ADF Radio, Frequency Selection ................................................. 18-24
ADF Radio, Operation Control ..................................................... 18-26
ADF Radio, Tuning and Control ................................................... 18-21
ADS, System Description ................................................................. 3-1
(AFD) Adaptive Flight Display ........................................................ 22-1
AHS, Airborne Initialization ............................................................. 17-7
AHS, DG Mode ............................................................................... 17-1
AHS, DG Mode Initialization ........................................................... 17-5
AHS, DG/Slave Switch ................................................................... 17-1
AHS, HDG Flag in View Before Departure ................................... 17-10
AHS, HDG Flag in View During Takeoff Roll ................................ 17-11
AHS, HDG Flag in View En Route .................................................. 17-8
AHS, Heading Errors Due to Acceleration/Deceleration .............. 17-12
AHS, Heading Errors During Ground Operations ......................... 17-11
AHS, Heading Errors in Turbulence ............................................. 17-14
AHS, Heading Errors in Turns ...................................................... 17-13
AHS, Initialization with Motion or Power Interruption ..................... 17-4
AHS, Normal Initialization ............................................................... 17-2
AHS, Reversion Control .................................................... 17-15, 20-45
AHS, Slave Mode ........................................................................... 17-1
AHS, Slew Switch ........................................................................... 17-1
AHS, Stimulation Mode ................................................................ 17-15
AHS, System Description ................................................................. 4-1
ALT Button, FGP .......................................................................... 19-23
ALT Knob, FGP ............................................................................ 19-25
Altitude Hold Mode, FGS .............................................................. 19-23
Altitude Preselect Mode, FGS ...................................................... 19-25
AP Button, FGP .............................................................................. 19-8
APPR Button, FGP ................................................. 19-17, 19-19, 19-30
Approach Mode (FMS operation), FGS ........................................ 19-19
Approach Mode (manual operation), FGS ................................... 19-17
ATC operation, RTU ..................................................................... 21-27
ATC, Identification Code Selection ............................................... 18-29
ATC, Transponder Control ............................................................ 18-27
1st Edition
25 Aug 05 Index-1
Index Raytheon King Air
Subject Page
ATC, Transponder Mode/Status Control ...................................... 18-30

Autopilot Select, FGS ..................................................................... 19-8
B
Bearing Pointers ......................................................................... 22-118
C
CCP, Cursor Control Panel ............................................................. 22-3
CDU, ADF Radio Frequency Selection ........................................ 18-24
CDU, ADF Radio Operation Control ............................................. 18-26
CDU, ADF Radio Tuning and Control ........................................... 18-21
CDU, ATC Identification Code Selection ...................................... 18-29
CDU, ATC Transponder Control ................................................... 18-27
CDU, ATC Transponder Mode/Status Control .............................. 18-30
CDU, COM Radio Direct Tuning ..................................................... 18-8
CDU, COM Radio Emergency Tuning .......................................... 18-12
CDU, COM Radio Messages ....................................................... 18-12
CDU, COM Radio Preset Tuning .................................................. 18-10
CDU, COM Radio Recall Tuning .................................................... 18-9
CDU, COM Radio Self-Test .......................................................... 18-11
CDU, COM Radio Squelch Control .............................................. 18-11
CDU, COM Radio Tuning and Control ........................................... 18-5
CDU, Control Display Unit ............................................................ 22-11
CDU, DME Hold ........................................................................... 18-17
CDU, FMS DME Tuning ............................................................... 18-21
CDU, HF Radio Direct Tuning ...................................................... 18-36
CDU, HF Radio Messages ........................................................... 18-40
CDU, HF Radio Operating Mode Control ..................................... 18-38
CDU, HF Radio Power Level Control ........................................... 18-39
CDU, HF Radio Preset Tuning ..................................................... 18-37
CDU, HF Radio Self Test Control ................................................. 18-40
CDU, HF Radio Squelch Control .................................................. 18-38
CDU, HF Radio Tuning and Control ............................................. 18-32
CDU, NAV/DME Radio Frequency Selection ............................... 18-16
CDU, NAV/DME Radio NAVAID Selection ................................... 18-20
CDU, NAV/DME Radio Operation Control .................................... 18-18
CDU, NAV/DME Radio Tuning and Control .................................. 18-13
CDU, Radio Tuning Overview ........................................................ 18-3
CDU, Reversion Control ............................................................... 18-40
COM operation, RTU ...................................................................... 21-4
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Index-2 25 Aug 05
Subject Page
COM Radio, Direct Tuning ............................................................. 18-8
COM Radio, Emergency Tuning ................................................... 18-12
COM Radio, Preset Tuning .......................................................... 18-10
COM Radio, Recall Tuning ............................................................. 18-9
COM Radio, Self-Test ................................................................... 18-11
COM Radio, Squelch Control ....................................................... 18-11
COM Radio, Tuning and Control .................................................... 18-5
Control Display Unit, CDU ............................................................ 22-11
Control Wheel, GA Button ............................................................ 19-20
Control Wheel, SYNC Button ......................................................... 19-4
CPL Button, FGP ............................................................................ 19-3
Cross-side Tuning, RTU ............................................................... 21-34
Cursor Control Panel, CCP ............................................................ 22-3
D
DCP (Display Control Panel) ........................................................ 22-18
DCP, NAV/BRG Button .......................................................... 20-3, 20-6
DCP, REFS Button ....................................................................... 20-15
DG/Slave Switch ............................................................................ 17-1
Display Dimming .......................................................................... 20-48
Display Reversion ...................................................................... 22-186
DISPLAY Switch ................................................................ 20-46, 20-47
DME Hold ..................................................................................... 18-17
E
EFIS, System Description ................................................................ 5-1
EIS, System Description ................................................................... 6-1
Elapsed Timer, PFD ..................................................................... 20-17
Engine FIRE Warning Message, MFD ......................................... 23-45
F
FD Button, FGP .............................................................................. 19-1
FGP, 1/2 BANK Button ................................................................... 19-6
FGP, ALT Button ........................................................................... 19-23
FGP, ALT Knob ............................................................................. 19-25
FGP, AP Button .............................................................................. 19-8
FGP, APPR Button ................................................. 19-17, 19-19, 19-30
FGP, CPL Button ............................................................................ 19-3
FGP, FD Button .............................................................................. 19-1
FGP, FLC Button .......................................................................... 19-28
1st Edition
25 Aug 05 Index-3
Subject Page
FGP, Flight Guidance Panel ......................................................... 22-22
FGP, HDG Button ......................................................................... 19-14
FGP, NAV Button .......................................................................... 19-15
FGP, VNAV Button ........................................................................ 19-33
FGP, VS Button ............................................................................ 19-27
FGP, YD Button ............................................................................ 19-10
FGS, Altitude Hold Mode .............................................................. 19-23
FGS, Altitude Preselect Mode ...................................................... 19-25
FGS, Approach Mode (FMS operation) ........................................ 19-19
FGS, Approach Mode (manual operation) ................................... 19-17
FGS, Autopilot Select ..................................................................... 19-8
FGS, Flight Director Select ............................................................. 19-1
FGS, Flight Director SYNC ............................................................. 19-4
FGS, Flight Guidance Transfer ....................................................... 19-3
FGS, Flight Level Change Mode .................................................. 19-28
FGS, Glideslope Approach Mode ................................................. 19-30
FGS, Go Around Mode ................................................................. 19-20
FGS, Half Bank .............................................................................. 19-6
FGS, Heading Select Mode .......................................................... 19-14
FGS, Navigation Mode ................................................................. 19-15
FGS, Overspeed Mode ................................................................ 19-31
FGS, Pitch Mode .......................................................................... 19-22
FGS, Roll Mode ............................................................................ 19-13
FGS, System Description ................................................................. 7-1
FGS, Vertical Navigation .............................................................. 19-33
FGS, Vertical Speed Mode ........................................................... 19-27
FGS, Yaw Damper ....................................................................... 19-10
FLC Button, FGP .......................................................................... 19-28
Flight Director Select, FGS ............................................................. 19-1
Flight Director SYNC, FGS ............................................................. 19-4
Flight Guidance Panel, FGP ......................................................... 22-22
Flight Guidance Transfer, FGS ....................................................... 19-3
Flight Level Change Mode, FGS .................................................. 19-28
FMS Map Source Select .............................................................. 20-28
FMS Message Field, PFD .......................................................... 22-141
FMS Plan Map ............................................................................ 22-110
FMS Status Field, PFD ............................................................... 22-141
FMS, DME Tuning ........................................................................ 18-21
Fuel Flow Fail Flag (FF), MFD ..................................................... 23-46
1st Edition
Index-4 25 Aug 05
Subject Page
G
GA Button, Control Wheel ............................................................ 19-20
Glideslope Approach Mode, FGS ................................................. 19-30
Go Around Mode, FGS ................................................................. 19-20
H
Half bank, FGS ............................................................................... 19-6
HDG, FGP .................................................................................... 19-14
Heading Select Mode, FGS .......................................................... 19-14
HF operation, RTU ....................................................................... 21-19
HSI display, RTU .......................................................................... 21-36
I
ITT Comparator Flag, MFD .......................................................... 23-48
ITT Fail Flag, MFD ....................................................................... 23-45
L
LDS, System Description ............................................................... 10-1
Load Checklists, MFD .................................................................. 20-34
M
MDS, System Description .............................................................. 11-1
MFD Failure .................................................................................. 20-46
MFD Warning Flags and Alerts .................................................... 23-44
MFD, Advisories ........................................................................... 23-54
MFD, Bearing Pointers ............................................................... 22-118
MFD, Caution Flags and Alerts .................................................... 23-47
MFD, Course Deviation & To/From ............................................ 22-127
MFD, Display Dimming ................................................................. 20-48
MFD, Display Ranges .................................................................. 20-36
MFD, Display Reversion ............................................................. 22-186
MFD, FMS Plan Map .................................................................. 22-110
MFD, FMS PPOS Map ............................................................... 22-141
MFD, Ground Speed .................................................................. 22-116
MFD, Heading Displays .............................................................. 22-123
MFD, ISA Delta .......................................................................... 22-116
MFD, Lightning Overlay ................................................... 20-38, 22-164
MFD, Load Checklists .................................................................. 20-34
MFD, Navigation Data Source Data Field .................................. 22-135
1st Edition
25 Aug 05 Index-5
Subject Page
MFD, Reversion Control ............................................................... 20-47
MFD, Select Checklists ................................................................ 20-30
MFD, Select Display Formats ............................................ 20-22, 20-27
MFD, Select Display Range ......................................................... 20-36
MFD, Select FMS Map Source ..................................................... 20-28
MFD, Select TCAS Overlay .......................................................... 20-42
MFD, Static Air Temperature ...................................................... 22-116
MFD, TCAS Only Format ........................................................... 22-167
MFD, Terrain Overlay ...................................................... 20-38, 22-180
MFD, True Air Speed .................................................................. 22-116
MFD, Weather Overlay .................................................... 20-38, 22-150
MFD, Wind Speed/Direction ....................................................... 22-127
N
N1 Comparator Flag, MFD ........................................................... 23-49
N1 Fail Flag, MFD ........................................................................ 23-45
NAV Button, FGP ......................................................................... 19-15
NAV operation, RTU ..................................................................... 21-10
NAV/BRG Button, DCP ......................................................... 20-3, 20-6
NAV/DME Radio, Frequency Selection ........................................ 18-16
NAV/DME Radio, NAVAID Selection ............................................ 18-20
NAV/DME Radio, Operation Control ............................................. 18-18
NAV/DME Radio, Tuning and Control .......................................... 18-13
NAV-to-NAV Capture, FGS ........................................................... 22-84
NAVAID Selection ......................................................................... 18-20
Navigation Mode, FGS ................................................................. 19-15
O
Oil Pressure Fail Flag, MFD ......................................................... 23-46
Oil Temperature Fail Flag, MFD ................................................... 23-46
Overspeed Mode, FGS ................................................................ 19-31
P
PFD Failure .................................................................................. 20-47
PFD, Advisory Flags and Messages ............................................ 23-38
PFD, Airspeed Display ................................................................. 22-45
PFD, Altitude Display ................................................................... 22-63
PFD, ATC Ident Code ................................................................... 22-87
PFD, Attitude Display ................................................................... 22-59
PFD, Bearing Pointer Source Select .............................................. 20-6
1st Edition
Index-6 25 Aug 05
Subject Page
PFD, Bearing Pointers ................................................................ 22-118

PFD, Bearing Source Menu ........................................................... 20-6
PFD, Caution Flags and Alerts ..................................................... 23-16
PFD, Course Deviation & To/From ............................................. 22-127
PFD, Display Dimming ................................................................. 20-48
PFD, Display Ranges ................................................................... 20-36
PFD, Display Reversion ............................................................. 22-186
PFD, Elapsed Timer .......................................................... 20-17, 22-87
PFD, FGS Displays ...................................................................... 22-32
PFD, FMS Message Field .......................................................... 22-141
PFD, FMS PPOS Map ................................................................ 22-141
PFD, FMS Status Field ............................................................... 22-141
PFD, Heading Displays .............................................................. 22-123
PFD, Lightning Overlay ................................................... 20-38, 22-164
PFD, NAV-to-NAV Capture ........................................................... 22-84
PFD, Navigation Source Data Field ........................................... 22-135
PFD, Navigation Source Menu ....................................................... 20-3
PFD, Preselect NAV Source ......................................................... 22-84
PFD, Ram Air Temperature .......................................................... 22-87
PFD, REFS Menu ..................................................... 20-9, 20-12, 22-90
PFD, Reversion Control ............................................................... 20-46
PFD, Select Display Formats ......................................................... 20-1
PFD, Select Display Range .......................................................... 20-36
PFD, Select NAV Source ................................................................ 20-3
PFD, Select TCAS Overlay .......................................................... 20-42
PFD, Set BARO MIN .................................................................... 20-12
PFD, Set Baro Unit of Measurement ............................................ 20-15
PFD, Set DH ................................................................................. 20-12
PFD, Set Flight Director Style ...................................................... 20-15
PFD, Set Flight Level 180 Alert .................................................... 20-15
PFD, Set MDA .............................................................................. 20-12
PFD, Set Metric Altitude ............................................................... 20-15
PFD, Set RA MIN ......................................................................... 20-12
PFD, Set Vspeed References ........................................................ 20-9
PFD, TAWS Alerts ...................................................................... 22-180
PFD, TCAS II RA Fly-To Commands ........................................... 22-81
PFD, Terrain Overlay ....................................................... 20-38, 22-180
PFD, UTC Time ............................................................................ 22-87
PFD, Vertical Speed Indicator ...................................................... 22-77
PFD, VHF COM1/COM2 Frequency ............................................ 22-87
PFD, Warning Flags and Alerts ...................................................... 23-3
1st Edition
25 Aug 05 Index-7
Subject Page
PFD, Weather Overlay .................................................... 20-38, 22-150

PFD, Weather Radar Menu .......................................................... 20-18
PFD, Wind Speed/Direction ....................................................... 22-127
PFD/MFD, TCAS Overlay .......................................................... 22-167
Pitch Mode, FGS .......................................................................... 19-22
Propeller Comparator Flag, MFD ................................................. 23-48
Propeller Fail Flag, MFD .............................................................. 23-45
R
REFS Button, DCP ....................................................................... 20-15
Remote Switches ......................................................................... 22-26
Reversion Control, AHS .................................................... 17-15, 20-45
Reversion Control, CDU ............................................................... 18-40
Reversion Control, MFD ............................................................... 20-47
Reversion Control, PFD ............................................................... 20-46
Reversion, ADC ............................................................................ 20-43
Reversionary Tuning, RTU ........................................................... 21-35
Roll Mode, FGS ............................................................................ 19-13
RSS, System Description ............................................................... 12-1
RTU, ADF operation ..................................................................... 21-15
RTU, ATC operation ..................................................................... 21-27
RTU, COM operation ...................................................................... 21-4
RTU, Cross-side Tuning ............................................................... 21-34
RTU, HF operation ....................................................................... 21-19
RTU, HSI display .......................................................................... 21-36
RTU, NAV operation ..................................................................... 21-10
RTU, Reversionary Tuning ........................................................... 21-35
RTU, TCAS II operation ............................................................... 21-31
RTU, tuning .................................................................................... 21-1
Rudder Boost System .................................................................. 19-12
Rudder Mistrim Warning Flag, PFD .............................................. 23-12
S
Select Bearing Pointer Source ....................................................... 20-6
Select Checklists, MFD ................................................................ 20-30
Select MFD Display Formats ............................................. 20-22, 20-27
Select NAV Source ......................................................................... 20-3
Select PFD Display Formats .......................................................... 20-1
Set BARO MIN ............................................................................. 20-12
Set DH .......................................................................................... 20-12
1st Edition
Index-8 25 Aug 05
Subject Page
Set MDA ....................................................................................... 20-12

Set RA MIN .................................................................................. 20-12
Set Vspeed References ................................................................. 20-9
Slew Switch .................................................................................... 17-1
SYNC Button, Control Wheel ......................................................... 19-4
T
T±XX.XA Alert, PFD ..................................................................... 23-30
TA ONLY Alert, PFD ..................................................................... 23-31
TAWS, Colors ................................................................................... A-1
TAWS, System Description ............................................................ 15-1
TCAS FAIL Alert, PFD .................................................................. 23-31
TCAS I, System Description ........................................................... 13-1
TCAS II operation, RTU ............................................................... 21-31
TCAS II, Aurals ................................................................................ C-1
TCAS II, RA Fly-To Commands .................................................... 22-81
TCAS II, System Description .......................................................... 14-1
TCAS II, TCAS Only Format ........................................... 20-42, 22-167
TCAS II, Traffic Overlay ................................................................ 20-42
TORQ Comparator Flag, MFD ..................................................... 23-48
TORQ Fail Flag, MFD ................................................................... 23-46
TWR, System Description .............................................................. 16-1
U
USTB Alert, MFD ............................................................................. D-2
USTB Alert, PFD ............................................................................. D-2
V
Vertical Navigation, FGS .............................................................. 19-33
Vertical Speed Mode, FGS ........................................................... 19-27
VNAV Button, FGP ....................................................................... 19-33
VS Button, FGP ............................................................................ 19-27
W
Weather Radar Menu, PFD .......................................................... 20-18
Weather Radar PAC (Path Attenuation Compensation) .................. D-2
Weather Radar, Antenna Autotilt ..................................................... D-9
Weather Radar, Antenna Size ....................................................... D-18
Weather Radar, Antenna Stabilization ............................................ D-2
1st Edition
25 Aug 05 Index-9
Subject Page
Weather Radar, Antenna Tilt ........................................................... D-4
Weather Radar, Detection and Signal Attenuation ........................ D-15
Weather Radar, GCS (Ground Clutter Suppression) ..................... D-12
Weather Radar, MAP Mode .......................................................... D-13
Weather Radar, Radomes ............................................................. D-20
Weather Radar, Range Compensation ......................................... D-18
Weather Radar, Receiver Gain ....................................................... D-3
Weather Radar, Recognition and Avoidance ................................. D-12
Weather Radar, Return Interpretation ........................................... D-21
Weather Radar, SEC (Sector Scan) ................................................ D-3
Weather Radar, Target Alert ........................................................... D-11
Weather Radar, Techniques ............................................................ D-1
Weather Radar, Terrain Mapping .................................................. D-13
Weather Radar, Weather Avoidance ............................................. D-25
Wind Speed/Direction, MFD ....................................................... 22-127
Wind Speed/Direction, PFD ....................................................... 22-127
WXR, System Description .............................................................. 16-1
Y
Yaw Damper, FGS ........................................................................ 19-10
YD Button, FGP ............................................................................ 19-10
1st Edition
Index-10 25 Aug 05
Collins Aviation Services
Rockwell Collins, Inc.
Cedar Rapids, IA 52498

523-0807239-001117 25 Aug 05 Printed in USA

King Air Pl21 W Ifis

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INFORMATION SUBJECT TO EXPORT CONTROL LAWS

© Copyright 2005 Rockwell Collins, Inc. All rights reserved.

Printed in the USA

SOFTWARE COPYRIGHT NOTICE

Tab Title Page

Tab Title Page

Tab Title Page

Tab Title Page

Heading Select Mode ........................................................ 19-14

Tab Title Page

NAV Operation ................................................................... 21-10

22 MENUS AND DISPLAYS

23 MESSAGES AND ANNUNCIATORS

Tab Title Page

PFD Warning Flags and Alerts ......................................... 23-3

INDEX ................................................................................ Index-1

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2-1 Raytheon King Air Flight Deck Arrangement ........................ 2-3

Figure Title Page

Introduction ....................................................................................... 1-1

Safety Summary ............................................................................... 1-1

Notices ............................................................................................. 1-2

List of Acronyms and Abbreviations ................................................. 1-3

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To submit comments regarding this manual, please contact:

Collins Aviation Services

Attn: Technical Operations M/S 153-250

or send email to: techmanuals@rockwellcollins.com

LIST OF ACRONYMS AND ABBREVIATIONS

ATC Air Traffic Control

EGPWC Enhanced Ground Proximity Warning Computer

MFD Multifunction Display

RAT Ram Air Temperature

UV Upper Sideband Voice

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Introduction ....................................................................................... 2-1

System Description .......................................................................... 2-1

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KEY OPERATING FEATURES

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Figure 2-1 Raytheon King Air Flight Deck Arrangement

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Attitude The Attitude Heading System

Electronic Flight The EFIS is a multicolor, flight

Engine The Engine Indicating System

Flight Guidance The Flight Guidance System

Flight The Flight Management System

Lightning The optional non-Rockwell

Maintenance The Maintenance and Diagnostic

Radio Sensor The Radio Sensor System (RSS)

Traffic Alert The optional non-Rockwell

Traffic Alert The optional Traffic Alert and

Terrain The optional non-Rockwell Collins

Weather Radar The Turbulence Weather

KEY TROUBLESHOOTING FEATURES

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Introduction ....................................................................................... 3-1

System Description .......................................................................... 3-1

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KEY OPERATING FEATURES

Figure 3-1 ADS Block Diagram

Adaptive Flight The AFDs are color, liquid crystal