Kodiak Aim

Airplane Information Manual
At the time of issuance, this information manual was an exact

duplicate of the flight information contained within the Pilots
Operating Handbook and FAA Approved Airplane Flight Manual.
The information contained within this manual is to be used for
general purposes only and may NOT substitute for the official Pilots
Operating Handbook. The information within this manual was
current as of the date listed below, and is for reference only.
DO NOT USE THIS MANUAL FOR

FLIGHT OPERATIONS
Service
PREFACE-1
Supplements
Q U E S T A I R C R A F T C O M PA N Y
1 2 0 0 Tu r b i n e D r i v e
Sandpoint, ID 83864
P h o n e : ( 2 0 8 ) 2 6 3 - 1111
F a x : ( 2 0 8 ) 2 6 3 - 1 5 11
w w w. q u e s t a i r c r a f t . c o m
Systems
Rev i s i o n 18
O c t o b e r 2 016
Procedures
WA R N I N G / N O T I C E
Weight & Bal. Performance
100 SERIES AIRCRAFT
Abnormal
Emergency Limitations
General
(DOCUMENT NO: AM901.201)
Preface
Uncontrolled if Printed
Preface
100 SERIES
This Page Intentionally Left Blank
P R E FAC E - 2
P i l o t s O p e r a t i n g H a n d b o o k
D O N OT U S E FO R FL I G H T O PE R AT I O N S
Preface
100 SERIES
Table of Sections
CONTENTS
SECTION
GENERAL................................................................................................................. 1
LIMITATIONS............................................................................................................ 2
EMERGENCY PROCEDURES................................................................................. 3
ABNORMAL PROCEDURES................................................................................. 3A
NORMAL PROCEDURES......................................................................................... 4
PERFORMANCE....................................................................................................... 5
WEIGHT AND BALANCE......................................................................................... 6
AIRPLANE & SYSTEMS DESCRIPTIONS............................................................... 7
HANDLING, SERVICE & MAINTENANCE............................................................... 8
SUPPLEMENTS........................................................................................................ 9
P R E FAC E - 3
Preface
100 SERIES
P R E FAC E - 4
100 SERIES
Section 1
GENER AL
General
SECTION 1
GENERAL
Table of Contents
CONTENTS
PAGE
GENERAL..............................................................................................................1-3
INTRODUCTION....................................................................................................1-3
THREE VIEW DRAWING.......................................................................................1-3
DESCRIPTIVE DATA.............................................................................................1-5
ENGINE...............................................................................................................1-5
PROPELLER.......................................................................................................1-5
FUEL...................................................................................................................1-6
OIL.......................................................................................................................1-7
MAXIMUM CERTIFICATED WEIGHTS..............................................................1-7
TYPICAL AIRPLANE WEIGHTS.........................................................................1-7
CABIN, CARGO, AND ENTRY DIMENSIONS....................................................1-8
BAGGAGE/CARGO COMPARTMENT DIMENSIONS........................................1-8
SPECIFIC LOADINGS........................................................................................1-8
SYMBOLS, ABBREVIATIONS, AND TERMINOLOGY.........................................1-9
GENERAL AIRSPEED TERMINOLOGY AND ABBREVIATIONS.......................1-9
METEOROLOGICAL TERMINOLOGY.............................................................1-10
ENGINE POWER TERMINOLOGY...................................................................1-10
AIRPLANE PERFORMANCE AND FLIGHT PLANNING TERMINOLOGY....... 1-12
WEIGHT AND BALANCE TERMINOLOGY......................................................1-12
WARNINGS, CAUTIONS, AND NOTES DEFINED...........................................1-14
MEANING OF SHALL, WILL, SHOULD, AND MAY................................1-14
MEANING OF LAND AS SOON AS POSSIBLE OR PRACTICABLE.......... 1-14
CONVERSION CHARTS......................................................................................1-14
KILOGRAMS AND POUNDS............................................................................1-15
NAUTICAL MILES, STATUTE MILES, AND KILOMETERS..............................1-16
LITERS, IMPERIAL GALLONS, AND U.S. GALLONS......................................1-17
TEMPERATURE CONVERSION CHART.........................................................1-20
1-1
Section 1
GENER AL
100 SERIES
General
1- 2
100 SERIES
Section 1
GENER AL
This section of the Pilots Operating Handbook provides basic data and
information for the pilot which is useful in loading, hangaring, handling, and
accomplishing routine preflight inspections of the airplane. This section
also provides definitions and explanations of symbols, abbreviations and
terminology used in this handbook.
1-2 INTRODUCTION
This handbook contains 9 sections and includes the material required to be
furnished to the pilot by the Federal Aviation Regulations, as well as additional
information provided by Quest Aircraft Company, and constitutes the FAA
Approved Airplane Flight Manual. Refer to the Table of Sections in the
Preface of this manual for a complete listing of the sections contained in this
handbook.
English is the authoritative text of Quest Aircraft Company, L.L.C., and Quest
Aircraft Design, L.L.C., technical publications. If a technical publication is
translated, then the English version will control.
1-3 THREE VIEW DRAWING

See Figure 1-1 for a general arrangement drawing of the KODIAK 100.
1- 3
General
1-1 GENERAL
Section 1
GENER AL
100 SERIES
General
33.8 ft
45.0 ft
Wing Area: 240 sq.ft.
Minimum Turning Radius: 152 in

(Main Landing Gear to
Nose Landing Gear)
Max. Propeller Diameter: 96 in
Main Landing Gear

Track Width: 137 in
Maximum Height: 14.7 ft
19 in
Wheel Base Length:
130 in
Figure 1-1 Three View Drawing
1- 4
Section 1
GENER AL
100 SERIES
1-4 DESCRIPTIVE DATA

General
ENGINE
Number of Engines: 1
Engine Manufacturer: Pratt & Whitney Canada
Engine Model Number: PT6A-34
Engine Type: The PT6A series engine is a free power, two-shaft turbine
engine. The engine uses a three-stage axial and one-stage centrifugal
compressor section, an annular reverse-flow combustion chamber, single
stage compressor turbine, single stage power turbine. The exhaust gas
is directed through an annular exhaust plenum to the atmosphere via twin
opposed exhaust ports provided in the exhaust duct.
Horsepower Rating:
Type of Engine Power
Shaft
Horsepower
(SHP)
Takeoff
750
Maximum Continuous Emergency
750
Maximum Normal Operating
700
Maximum Climb
700
Maximum Cruise
700
Table 1-1 Horsepower Rating
NO T E : Horsepower ratings are for 2200 RPM (propeller).
PROPELLER
Number of Propellers: 1
Propeller Manufacturer: Hartzell Propeller Inc.
Propeller Model Number: HC-E4N-3P (HC-E4N-3PY) / D9511FSB
Number of Propeller Blades: 4
Propeller Diameter: 95 - 96 inches
Propeller Type: Constant speed, full feathering, reversible, hydraulically
actuated aluminum-bladed propeller, with a feathered blade angle of 86, a
low pitch blade angle of 17.5, and a maximum reverse pitch of -10 (at the
30-inch radius).
1- 5
Section 1
GENER AL
100 SERIES
FUEL
General
The following fuels and fuel additives are FAA approved for use on the
KODIAK 100, subject to the limitations and requirements given in Section 2
of this manual.
Issuing Authority
(Specification)
Freezing Point C (F)
Color
JET A
ASTM D 1655
-40 (-40)
Straw
JET A-1
ASTM D 1655 or
DEF STAN 91-91
-47 (-53)
Straw
JP-1
MIL-T-5616
-46
-50
-60
-47
Straw
Approved Fuel Grade
JP-5
MIL-DTL-5624
JP-8
MIL-DTL-83133
No. 3 Jet Fuel
GB6537 (China)
(-51)
(-58)
(-76)
(-53)
Straw
Straw
Straw
Table 1-2 Approved Fuels
CAUT I O N: JP-5 and JP-8 fuels contain anti-icing additives. Do not use
additional additives with these fuels.
Icing Inhibitor Additive Name
Concentration Required (% by Volume)
Diethylene Glycol Monomethyl

Ether (DIEGME) conforming to
0.10% to 0.15%
MIL-DTL-85470 or MIL-I-85470
Table 1-2A Approved Anti-Icing Additive
If additional biocidal protection is desired, the following additive is permitted:

Biocidal Additive
Maximum Concentration Allowed (% by Volume)
Biobor JF
0.02% (270 ppm)

Table 1-2B Approved Biocidal Additive
WARNI NG : All fuels used must contain anti-icing fuel additive

conforming to MIL-DTL-85470 or MIL-I-85470, unless the exceptions given
in Section 2 of this manual are followed.
Fuel Capacity (in U.S. Gallons):
Both Tanks.........................................................320 U.S. Gallons (2177 lb)
Each Tank..........................................................160 U.S. Gallons (1089 lb)
Capacity to Inboard Filler Ports (Both Tanks).....193 U.S. Gallons (1313 lb)
Usable Fuel (Both Tanks ON)............................315 U.S. Gallons (2143 lb)
Unusable Fuel (Both Tanks ON)................................5 U.S. Gallons (34 lb)
Undrainable Fuel (Both Tanks ON).........................0.15 U.S. Gallons (1 lb)
1- 6
100 SERIES
Section 1
GENER AL
Oil Grade (Specification): Engine oil must conform to the current revision of
Pratt & Whitney Canada Service Bulletin No. 1001. Refer to Section 8
of this manual for a listing of approved oils.
Total Oil Capacity (including oil in filter, cooler, and hoses): Approximately
13 US quarts
Drain and Refill Quantity: Approximately 9 US quarts
Oil Quantity Operating Range: Keep filled to within 1 quarts of the
maximum indication on the dipstick. Graduations on the dipstick indicate
the oil level in U.S. quarts below the maximum capacity of the oil tank.
WARNI N G: Ensure the oil dipstick/cap is latched down securely.
Operating the engine with the dipstick/cap unlatched will result in
excessive oil loss leading to eventual engine stoppage.
NO T E : In order to obtain an accurate oil level reading, it is necessary
to either check the oil within 10 to 20 minutes after engine shutdown
(referencing the max hot markings while the oil is still hot) or to reference
the max cold markings prior to the first flight of the day. If more than 10 to
20 minutes have elapsed since engine shutdown and the engine oil is still
warm, perform an engine motoring run before checking the oil level and
reference the max hot markings.
MAXIMUM CERTIFICATED WEIGHTS

Ramp................................................................................................ 7305 lb
Takeoff.............................................................................................. 7255 lb
Landing............................................................................................ 6690 lb
Maximum Zero Fuel Weight............................................................. 6490 lb
NO T E : Refer to Section 7 of this manual for recommended loading
arrangements.
TYPICAL AIRPLANE WEIGHTS

Standard Empty Weight................................................................... 3775 lb
Maximum Standard Useful Load...................................................... 3530 lb
1-7
General
OIL
Section 1
GENER AL
100 SERIES
CABIN, CARGO, AND ENTRY DIMENSIONS

General
Maximum Cabin Width......................................................................54.0 IN

Maximum Cabin Height.....................................................................57.0 IN
Cabin Length (Forward Door Post to Aft Bulkhead)...........................190 IN
Minimum Crew Door Width..................................................................31 IN
Minimum Crew Door Height.................................................................51 IN
Maximum Crew Door Sill Height..........................................................43 IN
BAGGAGE/CARGO COMPARTMENT DIMENSIONS

Cargo Volume (Total, Aft of Crew Seats)....................................248 CU FT
Aft Cargo Shelf Volume.................................................................38 CU FT
Minimum Cargo Door Width............................................................49.25 IN
Minimum Cargo Door Height..........................................................49.25 IN
Maximum Cargo Door Sill Height.........................................................38 IN
SPECIFIC LOADINGS
Wing Loading..................................................................... 30.2 LB / SQ FT
Power Loading...................................................................... 9.67 LB / SHP
NO T E : Refer to Section 6 of this manual for loading weight limits.
1- 8
100 SERIES
Section 1
GENER AL
GENERAL AIRSPEED TERMINOLOGY AND ABBREVIATIONS

KCAS - Knots Calibrated Airspeed The indicated airspeed of an airplane
expressed in knots, corrected for position and instrument error. Calibrated
airspeed is equal to true airspeed in a standard atmosphere at sea level.
GS - Ground Speed The speed of an airplane relative to the ground.
KIAS - Knots Indicated Airspeed The speed of an airplane as shown on
the airspeed indicator.
KTAS - Knots True Airspeed The airspeed, expressed in knots, relative to
undisturbed air which is KCAS corrected for non-standard temperature and
altitude.
Vclimb - Enroute Climb Speed The regulatory climb speed at which the
performance data in Section 5 of this handbook is based upon.
Vfe - Maximum Flap Extended Speed The highest speed permissible with
the wing flaps placed in a prescribed extended position.
Vmo - Maximum Operating Airspeed The speed that may not be
deliberately exceeded in normal flight operations.
Vne - Never Exceed Speed The airspeed which should never be exceeded
during flight operations.
Vo - Maximum Operating Maneuvering Speed The maximum speed at
which application of full or abrupt control movements may be used without
overstressing the aircraft. At speeds less than or equal to maneuvering
speed, the aircraft will stall before the maximum load limits are reached.
Vref - Landing Reference Speed or the threshold crossing speed The
base speed used for reference and calculations.
Vs - Stalling Speed or the minimum steady flight speed at which the
airplane is controllable in the clean configuration.
Vso - Stalling Speed or the minimum steady flight speed at which the
airplane is controllable in the landing configuration at max weight and
forward C.G.
Vx - Best Angle-of-Climb Speed The speed which results in the greatest
gain of altitude in a given horizontal distance.
Vy - Best Rate-of-Climb Speed The speed which results in the greatest
gain of altitude in a given time and changes with altitude.
1- 9
General
1-5 SYMBOLS, ABBREVIATIONS, AND TERMINOLOGY
Section 1
GENER AL
100 SERIES
METEOROLOGICAL TERMINOLOGY
General
ISA - International Standard Atmosphere Atmospheric conditions in

which:
1. The air is a dry, perfect gas.
2. The temperature at sea level is 15 Celsius (59 Fahrenheit).
3. The pressure at sea level is 29.92 inches of mercury (1013.2 mb).
4. The temperature gradient from sea level to the altitude at which the
temperature is -56.5C (-69.7F) is -0.00198C (-0.003564F) per foot and
zero above that altitude. This translates to -1.98C (-3.56F) per thousand
feet in altitude.
OAT - Outside Air Temperature The free air static temperature, obtained
either from in-flight temperatures or ground meteorological sources,
adjusted for instrument error and compressibility effects.
Pressure Altitude The altitude read from a pressure altimeter when the
altimeters barometric scale has been set to 29.92 inches of mercury or
1013.2 mb.
ENGINE POWER TERMINOLOGY

Beta Mode The engine operational mode in which both the propeller blade
angle and the engine power are controlled by the power lever. Beta mode
may only be used during ground operations.
Flameout The unintentional loss of combustion chamber flame during
engine operation.
Gas Generator RPM (Ng) Indicated in percent of gas generator RPM based
on a scale in which 100% equals 37,500 RPM.
Hot Start An engine start, or an attempted engine start, which results in an
ITT that is more than 1090C.
ITT - Inter-Turbine Temperature A measurement of the temperature
between the compressor turbine and the power turbine stator.
Maximum Climb Power The maximum power approved for a normal climb.
Use of this power setting is limited to climb operations. This setting relates
to the power developed at the maximum torque limit relative to propeller
RPM, ITT (765C), or Ng limit of 101.6%, whichever occurs first.
1-10
Maximum Continuous Power The maximum power rating, limited
to emergency or abnormal conditions only, which require maximum
aircraft performance, for example, extreme icing conditions or excessive
downdrafts. This power is developed at the maximum torque limit of 1970
lb.ft., ITT of 790C, or an Ng limit of 101.6%, whichever occurs first.
Maximum Cruise Power The maximum power approved for cruise;
maximum cruise power is not time limited. This power setting relates to the
power developed at the maximum cruise torque from the Max Torque for
Cruise Chart in Section 5, ITT of 740C or the Ng limit of 101.6%,
whichever occurs first.
Maximum Takeoff Power The maximum power rating, limited to a
maximum of 5 minutes for normal operations. Use of this power setting
should be limited to normal takeoff operations. This power setting is
defined by the limitations of the maximum torque of 1970 ft.lb., 790C ITT
or the Ng limit of 101.6%, whichever occurs first.
Ng Represents the gas generator (compressor turbine) RPM. 100% Ng
represents 37,500 RPM.
Np Represents Propeller RPM and is an indication of the propeller speed in
RPM.
Reverse Thrust The thrust produced when the propeller blades are rotated
beyond a flat pitch and into a reverse angle.
RPM Revolutions Per Minute.
SHP - Shaft Horsepower The power available at the propeller shaft.
SHP = Propeller RPM x Foot Pounds of Torque
5252
Torque A measurement of the rotational force exerted by the engine on the
propeller shaft.
Windmill Propeller rotation powered by relative airflow only.
1-11
General
Section 1
GENER AL
100 SERIES
Section 1
GENER AL
100 SERIES
AIRPLANE PERFORMANCE AND FLIGHT PLANNING

TERMINOLOGY
General
Climb Gradient The demonstrated ratio of the change in height during a

portion of a climb, to the horizontal distance traversed in the same time
interval.
Demonstrated Crosswind Velocity The velocity of the crosswind
component at which adequate control of the aircraft and landing was
actually demonstrated during certification testing. This value is not
considered to be a performance limitation for the aircraft.
g Acceleration equal to that produced by the force of gravity.
NMPP - Nautical Miles Per Pound The attainable distance per pound of
fuel consumption.
PPH - Pounds Per Hour The amount of fuel consumed per hour.
Unusable Fuel The quantity of fuel which may not be safely used in
flight.
Usable Fuel The fuel available for engine operation and flight planning
purposes.
WEIGHT AND BALANCE TERMINOLOGY

Arm The horizontal distance from the reference datum to the center of
gravity (C.G.) of a given item.
Basic Empty Weight The standard empty weight of an aircraft plus the
weight of any optional equipment.
C.G. - Center of Gravity The point at which an object (airplane) would
balance if it were suspended. The C.G. distance from the reference datum
is determined by dividing the total moment by the total weight of the
airplane.
C.G. Arm - Center of Gravity Arm The arm obtained by adding the
airplanes individual moments and dividing the sum of the moments by the
airplanes total weight.
C.G. Limits - Center of Gravity Limits The extreme center of gravity
locations within which the airplane must be operated at a given weight.
IG Imperial Gallon
kg Kilogram
lb(s) Pound(s)
1-12
Section 1
GENER AL
MAC - Mean Aerodynamic Chord of a wing is the chord of an imaginary

airfoil which will have the same force vectors as those of the actual wing,
throughout the flight range.
Maximum Landing Weight The maximum weight approved for the landing
touchdown.
Maximum Ramp Weight The maximum weight approved for ground
operations. This includes the weight of fuel used for starting, taxi, and
runup.
Maximum Takeoff Weight The maximum weight approved for the start of
takeoff roll.
Moment The product of the weight of an item multiplied by its arm. (The
actual moment divided by a constant of 1000 is used to simplify balance
calculations by reducing the number of digits.)
MZFW - Maximum Zero Fuel Weight The maximum allowable weight of
the airplane and all its contents, minus the total weight of the fuel on board.
Ramp Condition The weight and moment of the aircraft prior to taxi.
Reference Datum An imaginary vertical plane from which all horizontal
distances are measured for weight and balance purposes.
Residual Fuel Another name for undrainable fuel or the fuel remaining
when the airplane is de-fueled. Residual fuel is considered to be a part of
the empty weight of the aircraft.
Standard Empty Weight The weight of a standard airplane including any
residual fuel, full operating fluids and full engine oil.
Station A location along the airplane fuselage usually expressed in terms of
distance from the reference datum.
U.S.G US Gallon
1-13
General
100 SERIES
Section 1
GENER AL
100 SERIES
WARNINGS, CAUTIONS, AND NOTES DEFINED

General
WARNI NG : An operating procedure, technique, note, or maintenance

practice which may result in personal injury or death if not carefully followed.
Called out by a dashed red box and the following exclamation triangle:
CAUT I O N: An operating procedure, technique, note, or maintenance

practice which may result in damage to equipment if not carefully followed.
Called out by a dashed yellow box and the following exclamation triangle:
NO T E : An operating procedure, technique, note, or maintenance condition

which is considered essential or beneficial to emphasize. Called out by a blue
box and the following check mark triangle:
MEANING OF SHALL, WILL, SHOULD, AND MAY

The words shall and will are used to denote a mandatory requirement. The
word should denotes something that is recommended but not mandatory.
The word may is permissive in nature and suggests something which is
optional.
MEANING OF LAND AS SOON AS POSSIBLE OR

PRACTICABLE
The use of these two terms relates to the urgency of the situation. When it
is suggested to land as soon as possible, this means to land at the nearest
suitable airfield after considering weather conditions, ambient lighting,
approach facilities, and landing requirements. When it is suggested to land
as soon as practicable, this means that the flight may be continued to an
airport with superior facilities, including maintenance support, and weather
conditions.
1-6 CONVERSION CHARTS

A series of charts and graphs are provided on the following pages for
conversion to and from U.S. weights and measures to metric and imperial
equivalents. The charts and graphs are included as an aide to pilots who
are located in countries other than the United States or pilots from the United
States who are traveling to or within other countries.
1-14
Section 1
GENER AL
100 SERIES
KILOGRAMS AND POUNDS

General
NO T E : Example of how to use the following table:

To convert 87 kilograms to pounds, locate the 80 in the first column and
then move right, horizontally to column number 7 and read the solution:
87 kilograms = 191.80 pounds.
Converting Kilograms to Pounds
Kilograms
2.205
4.409
6.614
8.818
11.023
13.228
15.432
17.637
19.842
10
22.046
24.251
26.455
28.660
30.865
33.069
35.274
37.479
39.683
41.888
20
44.092
46.297
48.502
50.706
52.911
55.116
57.320
59.525
61.729
63.934
30
66.139
68.343
70.548
72.753
74.957
77.162
79.366
81.571
83.776
85.980
40
88.185
90.390
92.594
94.799
97.003
99.208
101.41
103.62
105.82
108.03
50
110.23
112.44
114.64
116.85
119.05
121.25
123.46
125.66
127.87
130.07
60
132.28
134.48
136.69
138.89
141.10
143.30
145.51
147.71
149.91
152.12
70
154.32
156.53
158.73
160.94
163.14
165.35
167.55
169.76
171.96
174.17
80
176.37
178.57
180.78
182.98
185.19
187.39
189.60
191.80
194.01
196.21
90
198.42
200.62
202.83
205.03
207.23
209.44
211.64
213.85
216.05
218.26
100
220-46
222.67
224.87
227.08
229.28
231.49
233.69
235.90
238.10
240.30
1000
2204.6
2226.7
2248.7
2270.8
2292.8
2314.9
2336.9
2359.0
2381.0
2403.0
Table 1-3 Kilograms to Pounds
NO T E : Example of how to use the following table:

To convert 60 pounds to kilograms, locate the 60 in the first column and
then move right, horizontally to column number 0 and read the solution:
60 Pounds = 27.216 Kilograms
Converting Pounds to Kilograms
Pounds
0.454
0.907
1.361
1.814
2.268
2.722
3.175
3.629
4.082
10
4.563
4.990
5.443
5.897
6.350
6.804
7.257
7.711
8.165
8.618
20
9.072
9.525
9.979
10.433
10.866
11.340
11.793
12.247
12.701
13.154
30
13.608
14.061
14.515
14.969
15.422
15.876
16.329
16.783
17.236
17.690
40
18.144
18.597
19.051
19.504
19.958
20.412
20.865
21.319
21.772
22.226
50
22.680
23.133
23.587
24.040
24.494
24.948
25.401
25.855
26.308
26.762
60
27.216
27.669
28.123
28.576
29.030
29.483
29.937
30.391
30.844
31.298
70
31.751
32.205
32.659
33.112
33.566
34.019
34.473
34.927
35.380
35.834
80
36.287
36.741
37.195
37.648
38.102
38.555
39.009
39.463
39.916
40.370
90
40.823
41.277
41.730
42.184
42.638
43.091
43.545
43.998
44.452
44.906
100
45.359
45.813
46.266
46.720
47.174
47.627
48.081
48.534
48.988
49.442
1000
453.59
458.13
462.66
467.20
471.74
476.27
480.81
485.34
489.88
494.42
Table 1-4 Pounds to Kilograms
1-15
Section 1
GENER AL
100 SERIES
NAUTICAL MILES, STATUTE MILES, AND KILOMETERS

General
Nautical
Miles
Statute
Miles
Kilometers
Nautical
Miles
Statute
Miles
Kilometers
Nautical
Miles
Statute
Miles
Kilometers
639
175
202
324
345
397
10
12
19
180
207
333
350
403
648
15
17
28
185
213
343
355
409
657
20
23
37
190
219
352
360
415
667
25
29
46
195
225
361
365
420
676
30
35
56
200
230
370
370
426
685
35
40
65
205
236
380
375
432
695
704
40
46
74
210
242
389
380
438
45
52
83
215
248
398
385
443
713
50
58
93
220
253
407
390
449
722
55
63
102
225
259
417
395
455
732
60
69
111
230
265
426
400
461
741
65
75
120
235
271
435
405
466
750
70
81
130
240
276
444
410
472
759
75
86
139
245
282
454
415
478
769
80
92
148
250
288
463
420
484
778
85
98
157
255
294
472
425
489
787
90
104
167
260
299
482
430
495
796
95
109
176
265
305
491
435
501
806
100
115
185
270
311
500
440
507
815
105
121
194
275
317
509
445
512
824
110
127
204
280
322
519
450
518
833
115
132
213
285
328
528
455
524
843
120
138
222
290
334
537
460
530
852
125
144
232
295
340
546
465
535
861
130
150
241
300
345
556
470
541
870
135
155
250
305
351
565
475
547
880
140
161
259
310
357
574
480
553
889
145
167
269
315
263
583
485
559
898
150
173
278
320
369
593
490
564
907
155
178
287
325
374
602
495
570
917
160
184
296
330
380
611
500
576
926
165
190
306
335
386
620
505
582
935
170
196
315
340
392
630
510
587
945
Table 1-5 Convert Between Miles and Kilometers
1-16
Section 1
GENER AL
100 SERIES
Converting Liters to Imperial Gallons

Liters
0.00
0.22
0.44
0.66
0.88
1.10
1.32
1.54
1.76
1.98
10
2.20
2.42
2.64
2.86
3.08
3.30
3.52
3.74
3.96
4.18
20
4.40
4.62
4.84
5.06
5.28
5.50
5.72
5.94
6.16
6.38
30
6.60
6.82
7.04
7.26
7.48
7.70
7.92
8.14
8.36
8.58
40
8.80
9.02
9.24
9.46
9.68
9.90
10.12
10.34
10.56
10.78
50
11.00
11.22
11.44
11.66
11.88
12.10
12.32
12.54
12.76
12.98
60
13.20
13.42
13.64
13.86
14.08
14.30
14.52
14.74
14.96
15.18
70
15.40
15.62
15.84
16.06
16.28
16.50
16.72
16.94
17.16
17.38
80
17.60
17.82
18.04
18.26
18.48
18.70
18.92
19.14
19.36
19.58
90
19.80
20.02
20.24
20.46
20.68
20.90
21.12
21.34
21.56
21.78
100
22.00
22.22
22.44
22.66
22.88
23.10
23.32
23.54
23.76
23.98
Table 1-6 Liters to Imperial Gallons
Converting Imperial Gallons to Liters

Imperial
Gallons
9
40.91
0.00
4.55
9.09
13.64
18.18
22.73
27.28
31.82
36.37
10
45.46
50.01
54.55
59.10
63.64
68.19
72.74
77.28
81.83
86.37
20
90.92
95.47
100.01
104.56
109.10
113.65
118.20
122.74
127.29
131.83
30
136.38
140.93
145.47
150.02
154.56
159.11
163.66
168.20
172.75
177.29
40
181.84
186.39
190.93
195.48
200.02
204.57
209.12
213.66
218.21
222.75
50
227.30
231.85
236.39
240.94
245.48
250.03
254.58
259.12
263.67
268.21
60
272.76
277.31
281.85
286.40
290.94
295.49
300.04
304.58
309.13
313.67
70
318.22
322.77
327.31
331.86
336.40
340.95
345.50
350.04
354.59
359.13
80
363.68
368.23
372.77
377.32
381.86
386.41
390.96
395.50
400.05
404.59
90
409.14
413.69
418.23
422.78
427.32
431.87
436.42
440.96
445.51
450.05
100
454.60
459.15
463.69
468.24
472.78
477.33
481.88
486.42
490.97
495.51
Table 1-7 Imperial Gallons to Liters
1-17
General
LITERS, IMPERIAL GALLONS, AND U.S. GALLONS
Section 1
GENER AL
100 SERIES
Converting Liters to U.S. Gallons

General
Liters
0.00
0.26
0.53
0.79
1.06
1.32
1.59
1.85
2.11
2.38
10
2.64
2.91
3.17
3.43
3.70
3.96
4.23
4.49
4.76
5.02
20
5.28
5.55
5.81
6.08
6.34
6.60
6.87
7.13
7.40
7.66
30
7.93
8.19
8.45
8.72
8.98
9.25
9.51
9.77
10.04
10.30
40
10.57
10.83
11.10
11.36
11.62
11.89
12.15
12.42
12.68
12.94
50
13.21
13.47
13.74
14.00
14.27
14.53
14.79
15.06
15.32
15.59
60
15.85
16.11
16.38
16.64
16.91
17.17
17.44
17.70
17.96
18.23
70
18.49
18.76
19.02
19.28
19.55
19.81
20.08
20.34
20.61
20.87
80
21.13
21.40
21.66
21.93
22.19
22.45
22.72
22.98
23.25
23.51
90
23.78
24.04
24.30
24.57
24.83
25.10
25.36
25.62
25.89
26.15
100
26.42
26.68
26.95
27.21
27.47
27.74
28.00
28.27
28.53
28.79
Table 1-8 Liters to U.S. Gallons
Converting U.S. Gallons to Liters

U.S.
Gallons
0.00
3.79
7.57
11.36
15.14
18.93
22.71
26.50
30.28
34.07
10
37.85
41.64
45.42
49.21
52.99
56.78
60.56
64.35
68.13
71.92
20
75.70
79.49
83.27
87.06
90.84
94.63
98.41
102.20
105.98
109.77
30
113.55
117.34
121.12
124.91
128.69
132.48
136.26
140.05
143.83
147.62
40
151.40
155.19
158.97
162.76
166.54
170.33
174.11
177.90
181.68
185.47
50
189.25
193.04
196.82
200.61
204.39
208.18
211.96
215.75
219.53
223.32
60
227.10
230.89
234.67
238.46
242.24
246.03
249.81
253.60
257.38
261.17
70
264.95
268.74
272.52
276.31
280.09
283.88
287.66
291.45
295.23
299.02
80
302.80
306.59
310.37
314.16
317.94
321.73
325.51
329.30
333.08
336.87
90
340.65
344.44
348.22
352.01
355.79
359.58
363.36
367.15
370.93
374.72
100
378.50
382.29
386.07
389.86
393.64
397.43
401.21
405.00
408.78
412.57
Table 1-9 U.S. Gallons to Liters
1-18
Section 1
GENER AL
100 SERIES
Imperial
Gallons
0.00
1.20
2.40
3.60
4.80
6.01
7.21
8.41
9.61
10.81
10
12.01
13.21
14.41
15.61
16.81
18.02
19.22
20.42
21.62
22.82
20
24.02
25.22
26.42
27.62
28.82
30.03
31.23
32.43
33.63
34.83
30
36.03
37.23
38.43
39.63
40.83
42.04
43.24
44.44
45.64
46.84
40
48.04
49.24
50.44
51.64
52.84
54.05
55.25
56.45
57.65
58.85
50
60.05
61.25
62.45
63.65
64.85
66.06
67.26
68.46
69.66
70.86
60
72.06
73.26
74.46
75.66
76.86
78.07
79.27
80.47
81.67
82.87
70
84.07
85.27
86.47
87.67
88.87
90.08
91.28
92.48
93.68
94.88
106.89
80
96.08
97.28
98.48
99.68
100.88
102.09
103.29
104.49
105.69
90
108.09
109.29
110.49
111.69
112.89
114.10
115.30
116.50
117.70
118.90
100
120.10
121.30
122.50
123.70
124.90
126.11
127.31
128.51
129.71
130.91
Table 1-10 Imperial Gallons to U.S. Gallons
Converting U.S. Gallons to Imperial Gallons

U.S.
Gallons
0.00
0.83
1.67
2.50
3.33
4.16
5.00
5.83
6.66
7.49
10
8.33
9.16
9.99
10.82
11.66
12.49
13.32
14.16
14.99
15.82
20
16.65
17.49
18.32
19.15
19.98
20.82
21.65
22.48
23.32
24.15
30
24.98
25.81
26.65
27.48
28.31
29.14
29.98
30.81
31.64
32.47
40
33.31
34.14
34.97
35.81
36.64
37.47
38.30
39.14
39.97
40.80
50
41.63
42.47
43.30
44.13
44.96
45.80
46.63
47.46
48.30
49.13
60
49.96
50.79
51.63
52.46
53.29
54.12
54.96
55.79
56.62
57.45
70
58.29
59.12
59.95
60.79
61.62
62.45
63.28
64.12
64.95
65.78
80
66.61
67.45
68.28
69.11
69.95
70.78
71.61
72.44
73.28
74.11
90
74.94
75.77
76.61
77.44
78.27
79.10
79.94
80.77
81.60
82.44
100
83.27
84.10
84.93
85.77
86.60
87.43
88.26
89.10
89.93
90.76
Table 1-11 U.S. Gallons to Imperial Gallons
1-19
General
Converting Imperial Gallons to U.S. Gallons
Section 1
GENER AL
100 SERIES
TEMPERATURE CONVERSION CHART

General
Conversion values are

rounded. For brevity,
only even values are
given in the center
columns. Odd values
may be approximated.
Color coding is only
intended to assist
the user by generally
suggesting temperature
range: blue is at or
below freezing; yellow
includes some cold
and relatively moderate
to hot temperatures;
red includes warmer
to extremely hot
temperatures.
To convert from
degrees Celsius (C)
to degrees Fahrenheit
(F), in the appropriate
shaded center column,
locate the number of
the temperature in
degrees Celsius (C)
to be converted. The
equivalent temperature
in degrees Fahrenheit is
read to the right.
Example: 38C = 100F
To convert from degrees
Fahrenheit (F) to
degrees Celsius (C), in
the appropriate shaded
center column, locate
the number of the
temperature value in
degrees Fahrenheit (F)
equivalent temperature
in degrees Celsius is
read to the left.
Example: 38F = 3C
TEMP TO
CONVERT
C or F
TEMP TO
CONVERT
C or F
TEMP TO
CONVERT
C or F
< >
< >
< >
-50
-58
-72
-17
36
17
62
144
-49
-56
-69
-16
39
18
64
147
-48
-54
-65
-14
43
19
66
151
-47
-52
-62
-13
46
20
68
154
-46
-50
-58
-12
10
50
21
70
158
-44
-48
-54
-11
12
54
22
72
162
-43
-46
-51
-10
14
57
23
74
165
-42
-44
-47
-9
16
61
24
76
169
-41
-42
-44
-8
18
64
26
78
172
-40
-40
-40
-7
20
68
27
80
172
-39
-38
-36
-6
22
72
28
82
180
-38
-36
-33
-4
24
75
29
84
183
-37
-34
-29
-3
26
79
30
86
187
-36
-32
-26
-2
28
82
31
88
190
-34
-30
-22
-1
30
86
32
90
194
-33
-28
-18
32
90
33
92
198
-32
-26
-15
34
93
34
94
201
-31
-24
-11
36
97
36
96
205
-30
-22
-8
38
100
37
98
208
-29
-20
-4
40
104
38
100
212
-28
-18
42
108
39
102
216
-27
-16
44
111
40
104
219
-26
-14
46
115
41
106
223
-24
-12
10
48
118
42
108
226
-23
-10
14
10
50
122
43
110
230
-22
-8
18
11
52
126
44
112
234
-21
-6
21
12
54
129
46
114
237
-20
-4
25
13
56
133
47
116
241
-19
-2
28
14
58
136
48
118
244
-18
32
16
60
140
49
120
248
Table 1-12 Converting Between Degrees Centigrade

and Degrees Fahrenheit
1- 2 0
100 SERIES
Section 2
L I M I TAT I O N S
SECTION 2
Limitations
CONTENTS PAGE
GENERAL..............................................................................................................2-2
AIRSPEED LIMITATIONS......................................................................................2-3
AIRSPEED INDICATOR MARKINGS....................................................................2-4
POWERPLANT LIMITATIONS...............................................................................2-5
PROPELLER SYSTEM OPERATING LIMITATIONS..........................................2-6
ENGINE CONTROL OPERATING LIMITATION..................................................2-6
ENGINE STARTING CYCLE LIMITATIONS........................................................2-6
MAXIMUM AIRSTART ALTITUDE.......................................................................2-6
POWER PLANT INSTRUMENT MARKINGS........................................................2-8
MISCELLANEOUS INSTRUMENT MARKINGS.................................................2-10
WEIGHT LIMITS...................................................................................................2-10
CENTER OF GRAVITY LIMITS........................................................................... 2-11
CENTER OF GRAVITY RANGE....................................................................... 2-11
MEAN AERODYNAMIC CHORD (MAC)........................................................... 2-11
MANEUVER LIMITS............................................................................................2-12
FLIGHT LOAD FACTOR LIMITS.........................................................................2-12
FLIGHT CREW LIMITS........................................................................................2-12
KINDS OF OPERATION LIMITS..........................................................................2-12
FUEL LIMITATIONS.............................................................................................2-18
TOTAL FUEL CAPACITY...................................................................................2-18
FUEL SYSTEM ICING INHIBITOR (FSII)..........................................................2-18
FUEL SYSTEM ICING INHIBITOR EXCEPTION..............................................2-18
MAXIMUM OPERATING ALTITUDE LIMITATION...............................................2-19
OUTSIDE AIR TEMPERATURE LIMIT................................................................2-19
MINIMUM OUTSIDE AIR TEMPERATURE LIMIT ...........................................2-19
MAXIMUM OUTSIDE AIR TEMPERATURE LIMIT...........................................2-19
MAXIMUM PASSENGER SEATING LIMIT..........................................................2-20
OTHER LIMITATIONS..........................................................................................2-20
FLAP LIMITATIONS...........................................................................................2-20
CREW SEAT BELT LIMITATION.......................................................................2-20
ELECTRICAL LOAD LIMITATIONS...................................................................2-20
USB CHARGING PORTS.................................................................................2-21
GARMIN G1000 OPERATIONAL LIMITATIONS...............................................2-21
FUEL INDICATION............................................................................................2-21
PLACARDS..........................................................................................................2-22
OPTIONAL SYSTEM PLACARDS....................................................................2-36
2 -1
Limitations
Table of Contents
Section 2
L I M I TAT I O N S
100 SERIES
2-1 GENERAL
This section of the Pilots Operating Handbook includes the operating

limitations, instrument markings and standard placards necessary for the
safe operation of this aircraft, its engine, standard systems and standard
equipment.
Limitations
WARNI NG : The limitations included in this section have been approved

by the Federal Aviation Administration. Observance of these operating
limitations is required by Federal Aviation Regulations and failure to
observe these limits could result in damage to aircraft, injury or possibly
death.
NO T E : Operation in countries other than the United States of
America may require observance of different limitations, procedures, or
performance data. The Federal Aviation Regulations and references to
these regulations may not be applicable in other countries. The aircraft
must be equipped and operated in accordance with the applicable national
requirements. Also note, the Kinds of Operating Equipment List (KOEL)
may not apply to other countrys regulations.
NO T E : For supplement systems, refer to Section 9 of this manual for
amendments to operating limitations, procedures, performance data and
other necessary information.
NO T E : The airspeeds listed in this section are based on airspeed
calibration data shown in Section 5 of this manual.
Your KODIAK is certificated under FAA Type Certificate Number A00007SE
as a Quest Aircraft Company KODIAK 100.
2- 2
Section 2
L I M I TAT I O N S
100 SERIES
2-2 AIRSPEED LIMITATIONS
Symbol
Name
KIAS
KCAS
Remarks
Vfe
Maximum Flap Extended

Speed:
0 - 10 of Flaps
10 - 20 of Flaps
20 - 35 of Flaps
138
120
108
139
120
108
Do not exceed these

speeds with the flaps
configured as listed.
Vmo
Maximum Operating
Speed
182
180
Do not exceed this speed

in any operation.
Vo
Maximum Operating
Maneuvering Speed:
7255 lb
6750 lb
6000 lb
5000 lb
142
137
129
118
143
138
129
118
Do not make full or abrupt

control movements above
these speeds at the
corresponding aircraft
weight.
Table 2-1 Airspeed Limitations
2- 3
Limitations
Airspeed limitations and their operational significance are provided in the

table below.
Section 2
L I M I TAT I O N S
100 SERIES
2-3 AIRSPEED INDICATOR MARKINGS

Airspeed indicator markings and their operational significance are provided in
the following two tables.
Limitations
Marking
KIAS Value
or Range
Red Band
20 to 47
The red band indicates a low airspeed warning.
White
Band
47 to 108
Full Flap Operating Range The lower limit represents

the stall speed at maximum gross weight with the flaps
extended (Vso). The upper limit of the white band
represents the maximum permissible speed with the
flaps fully extended.
Light Blue
Band
108 to 120
20 Flap Airspeed Operating Range The light blue

band visually indicates the operating range with 20
degrees of flaps.
Blue Band
120 to 138
10 to 20 Flap Airspeed Operating Range The dark

blue band visually indicates the operating range with
10 to 20 degree flaps.
Green
Band
68 to 182
Normal Operating Range The lower limit (68)

represents the stall speed at maximum gross weight, at
the most forward C.G., with flaps retracted (Vs). The
upper limit is the maximum operating speed.
Barber
Pole Band
182
Significance
182 KIAS is the maximum speed for normal flight

operations.
Table 2-2 PFD Airspeed Indicator Marking
2- 4
KIAS
Value or
Range
Significance
47 to 108
Full Flap Operating Range The lower limit of the

white arc represents the stall speed at maximum gross
weight, with the flaps extended (Vso). The upper limit
represents the maximum permissible speed, with the
flaps fully extended.
Green Arc
68 to 182
Normal Operating Range The lower limit of the green

arc represents the stall speed at maximum gross
weight, at the most forward C.G., with flaps retracted
(Vs). The upper limit is the maximum operating speed.
Red Line
182
Marking
White Arc
The red line indicates the maximum speed for normal

flight operations.
Table 2-3 Standby Airspeed Indicator Markings
NO T E : At lower airspeeds, the calibrated and indicated airspeeds

diverge (47 KIAS = 60 KCAS). KIAS values are approximate and may not
be accurate at the stall.
2-4 POWERPLANT LIMITATIONS

Number of Engines..................................................................................... 1
Engine Manufacturer...............................................Pratt & Whitney Canada
Engine Model Number....................................................................PT6A-34
Engine Operating Limits..........................................................See Table 2-4
Fuel Grade and Approved Fuel Additives .....See Section 1 of this manual
Oil Grade (Specification).................................. Oil to be used must conform
to the current revision of Pratt & Whitney Canada Service Bulletin Number
1001. Refer to Section 8 of this manual for a general listing of approved
engine oils. When adding oil, service the engine with the type and brand of
oil which is currently being used in the engine.
CAUT I ON : Do not mix different types or brands of oil.
Number of Propeller Blades........................................................................ 4
Propeller Manufacturer................................................Hartzell Propeller Inc.
Propeller Model Number (Hub/Blades).............HC-E4N-3P(Y)/D9511FS(B)
Propeller Diameter (Min-Max)...................................................95-96 inches
Propeller Blade Angles @ 30 inch station:
Feathered............................................................................... 86.1 0.5
Low Pitch................................................................................ 17.5 0.1
Reverse Pitch........................................................................... -10 0.5
2- 5
Limitations
Section 2
L I M I TAT I O N S
100 SERIES
Section 2
L I M I TAT I O N S
100 SERIES
PROPELLER SYSTEM OPERATING LIMITATIONS

An overspeed governor test must be performed prior to the first flight of the
day and following engine control system maintenance or adjustments.
Stabilized ground operation is prohibited between 450 and 1050 RPM. The
propeller may be operated when feathered at or below 450 RPM.
Limitations
ENGINE CONTROL OPERATING LIMITATION

Flight operation with the engine power lever retarded below idle (beta mode)
is prohibited.
WARNI NG : Flight operation in beta mode may result in an engine
overspeed condition and consequent loss of engine power or loss of
airplane control. Operating in beta mode quickly produces high amounts
of drag which could result in a rapid loss of altitude or complete loss of
control.
ENGINE STARTING CYCLE LIMITATIONS

Starting cycles with use of the airplanes batteries shall be limited to the
following intervals and sequence:
HI START: 15 seconds ON 60 seconds OFF
LO START: 30 seconds ON 60 seconds OFF
LO START: 30 seconds ON 30 minutes OFF
(Repeat the above cycle as necessary.)
Starting cycles with use of external power shall be limited to the following
intervals and sequence:
HI START: 15 seconds ON 60 minutes OFF
(Repeat the above cycle as necessary.)
MAXIMUM AIRSTART ALTITUDE

16,000 FT
2- 6
Gas
Oil
Maximum Generator Propeller Pressure
ITTC
RPM
RPM
PSIG
(%Ng)
(1)
Oil
Temp.
C
(2)
SHP
(8)
Operation
Max
Torque
Takeoff
1790
1970 (3)
790
101.6
2200
85 to 105
10 to 99
750 @
<31.0C
Max
Climb
1670
1840 (3)
765
101.6
2200
85 to 105
0 to 99
700 @
<28.3C
Max
Cruise
1670
1840 (3)
740
101.6
2200
85 to 105
0 to 99
700 @
<19.4C
Idle
685 (5)
52.5 to
55.5 (12)
40 (min)
-40 to 99
Max
Reverse (6)
1875
790
101.6
2100
85 to 105
0 to 99
750 @
<31.0C
Transient
2100 (7)
850 (4)
102.6 (4)
2420 (9)
85 to 105
0 to 99
750 @
<31.0C
Starting
Max
Continuous
1790
Emergency 1970 (3)
(11)
1090 (10)
-40
(min)
790
101.6
2200
85 to 105
10 to 99
NOTE (1): The minimum oil pressure is 85 PSI, at gas generator speeds above 72%, with the oil
temperature between 60C and 70C. Oil pressures below 85 psi are considered critical and should only
be tolerated for the minimum amount of time to complete the flight, while operating under a reduced power
setting. Oil pressure indications below 85 psi should be reported as a discrepancy and corrected prior to
the next flight. Oil pressure indications below 40 PSI are unsafe and require engine shutdown or a landing
be made as soon as possible, using the minimum power required to sustain flight.
NOTE (2): For increased oil service life, an oil temperature between 74C and 80C is recommended.
A minimum oil temperature of 55C is required for proper operation of the fuel heater, prior to attaining
takeoff power.
NOTE (3): Propeller RPM must be set at or below 2000 RPM when achieving this maximum torque value.
Max Torque for Takeoff is limited to 5 minutes.
NOTE (4): These values are time limited to two (2) seconds.
NOTE (5): Increase Ng to keep within this limit.
NOTE (6): Reverse thrust operation is limited to one (1) minute.
NOTE (7): This value is limited to twenty (20) seconds.
NOTE (8): The maximum shaft horsepower for takeoff/max continuous is 750. The maximum shaft
horsepower for climb and cruise is limited to 700. The engine may not produce these maximum ratings
under certain temperature and altitude combinations (as reflected in the Takeoff, Climb and Cruise
Performance charts).
NOTE (9): In the event of failure of the main propeller governor, causing an overspeed condition, it is
permissible to complete a flight with the propeller controlled via the overspeed governor, provided this limit
is not exceeded.
NOTE (10): This value is time limited to 2 seconds. Starting temperatures above 850C should be
investigated for cause of problem.
NOTE (11): Use of this rating is intended for emergency or abnormal conditions (i.e., maintaining altitude
in extreme wind-shear or icing conditions).
Note (12): When Air Conditioning is ON, refer to minimum Ng on Max Generator Power Figures in
Chapter 5.
Table 2-4 PT6A-34 Engine Operating Limits
2 -7
Limitations
Section 2
L I M I TAT I O N S
100 SERIES
Section 2
L I M I TAT I O N S
100 SERIES
2-5 POWER PLANT INSTRUMENT MARKINGS

Marking designations for the power plant instruments are provided in the table
below and the figure on the following page.
Instrument
Limitations
Red Line
Green Arc
Yellow Arc
Red Line
Minimum
Limit
Normal
Operating
Caution
Range
Maximum
Limit
Torque
Indicator
(2)
Inter-Turbine
Temperature
(ITT) Indicator
400 to 740C
(3)
741 to 790C
(3)
790C
(3)
Propeller RPM
Indicator
1900 to 2200
RPM
450 to 1050
RPM
2200 RPM
Gas Generator
%RPM Indicator
(4)
53 to 101.6%
101.6%
Oil Pressure
Gage
40 PSI
85 to 105 PSI
40 to 85 PSI
105 PSI
Oil Temperature
Gage
-40C
+10 to +99C
-40C to +10C
+99C
0 to 1670 ft-lb 1670 to 1790 ft-lb

1790 ft-lb
Variable to 1840 Variable to 1970 Variable to 1970
(1)
(1)
(1)
NOTE (1): The torque indicator operating ranges and red line vary according to the
corresponding propeller RPM.
NOTE (2): A placard is installed indicating cruise torque limits of 1670 ft-lb @ 2200 RPM and
1840 ft-lb @ 2000 RPM; takeoff torque limits are also listed, as 1790 ft-lb. @ 2200 RPM and
1970 ft-lb. @ 2000 RPM.
NOTE (3): During engine start, the ITT indicator indicates a normal operating range from
200C to 925C, a caution range from 926C to 1090C, and a red radial line at 1090C.
NOTE (4): 100% Gas Generator RPM is 37,500 RPM.
Table 2-5 Power Plant Instrument Markings as Displayed on the G1000
2- 8
Section 2
L I M I TAT I O N S
100 SERIES
Gas Generator RPM Indicator
ITT Indicator
(Normal Operation)
Oil Pressure Indicator
Limitations
Torque Indicator
ITT Indicator (Engine Start)
Propeller RPM Indicator
Oil Temperature Indicator
Battery 1 (
) and
Battery 2 (
) Voltage
Generator and Alternator Amps

Figure 2-1 Power Plant Instrument Indicators
2- 9
Section 2
L I M I TAT I O N S
100 SERIES
2-6 MISCELLANEOUS INSTRUMENT MARKINGS

Miscellaneous instrument markings and their color code significance are
provided in the table below.
Limitations
Instrument
Red Line
(Minimum
Limit)
Green Band
(Normal
Operating)
Yellow
Band
(Caution
Range)
Red Line
(Maximum
Limit)
Fuel Quantity
Indicators
Empty
175 lb to
1080 lb
Empty to
175 lb
Generator Amps
0 to 240 A
240 to 300 A
300 A
Alternator Amps
0 to 32 A
32 to 40 A
40 A
Battery 1
Voltage
<10 V
24 V to 30 V
Battery 2
Voltage
<10 V
24 V to 30 V
Oxygen Supply
Pressure
Empty
400 to 2000
psig
Low Range
10 V to 24 V
High Range
30 V to 33 V
Low Range
10 V to 24 V
High Range
30 V to 33 V
Table 2-6 Miscellaneous Instrument Markings
2-7 WEIGHT LIMITS
Maximum Ramp Weight.................................................... 7305 lb (3313 kg)

Maximum Takeoff Weight.................................................. 7255 lb (3291 kg)
Maximum Landing Weight................................................. 6690 lb (3035 kg)
Maximum Zero Fuel Weight.............................................. 6490 lb (2944 kg)
Minimum Flying Weight..................................................... 4070 lb (1846 kg)
NO T E : Refer to Section 6 of this manual for cabin zone loading limits

of the KODIAK 100. Refer to Section 5 of this manual for takeoff limits
based on weight, altitude and temperature.
2 -10
Section 2
L I M I TAT I O N S
100 SERIES
2-8 CENTER OF GRAVITY LIMITS

Forward C.G. Limit at 7,255 lb..............................71.04 inches aft of datum
(Linear variation from 5,000 lb to 7,255 lb)..........................(25.00% MAC)
Forward C.G. Limit at 5,000 lb or less...................63.90 inches aft of datum
(14.00% MAC)
Aft Limit, up to 7,255 lb.........................................80.78 inches aft of datum
(40.00% MAC)
Reference Datum...................................................... forward face of firewall
MEAN AERODYNAMIC CHORD (MAC)

Leading Edge MAC...............................................54.81 inches aft of datum
MAC Length..............................................................................64.92 inches
KODIAK LOADING ENVELOPE
7500
7000
WEIGHT (lb)
6500
MZFW 6490
6000
5500
5000
4500
4000
3500
12%
16%
20%
24%
28%
32%
36%
40%
C.G. LOCATION (% MAC)

Maximum Zero Fuel Weight (MZFW)
Figure 2-2 KODIAK Loading Envelope
NO T E : Any weight above the maximum zero fuel weight of 6490 lb must
be in the form of fuel.
2 -11
Limitations
CENTER OF GRAVITY RANGE
Section 2
L I M I TAT I O N S
100 SERIES
2-9 MANEUVER LIMITS

This airplane is certified in the normal category. The normal category is
applicable to aircraft not intended for aerobatic operations. The normal
category includes maneuvers incidental to normal flying, stalls (except whip
stalls), lazy eights, chandelles, and turns, in which the bank angle does not
exceed 60.
Limitations
WARNI NG : Aerobatic Maneuvers, including spins, are prohibited.
2-10 FLIGHT LOAD FACTOR LIMITS

Flight Load Factors:
Flaps Up...............................................................................+3.49 g, -1.40 g
Flaps Full Down.................................................................................. +2.0 g
CAUT I O N: Zero or negative g maneuvers with a duration of longer than
five seconds could starve the engine oil pump of oil, resulting in serious
engine damage.
2-11 FLIGHT CREW LIMITS

One pilot required in the left seat.
2-12 KINDS OF OPERATION LIMITS

This airplane is equipped for day and night VFR and IFR operations. The
operating limitations placard reflects the limits applicable to the airplane at the
time its Airworthiness Certificate is issued.
The following Kinds of Operations Equipment List (KOEL) identifies the
systems and equipment required to be operational in the kind of operations
listed, for airplane airworthiness, according to 14 CFR Part 23. These
systems and equipment items must be installed and in proper condition for
the particular type of operation desired. The equipment list furnished with
the airplane should be referenced for additional equipment information. The
pilot in command is the final authority for determining the airworthiness of the
airplane for each flight and for assuring compliance with all Federal Aviation
Regulations.
Deviations from this KOEL may be approved for the operation of a specific
aircraft if a proper MEL (Minimum Equipment List) has been authorized by the
appropriate regulatory agency.
NO T E :
The numbers used in the following list specify the quantity of the system
and/or equipment required for type certification for that kind of operation.
The zeros (0) used mean that the system and/or equipment was not
required for type certification for that kind of operation.
When A/R appears it indicates As Required.
2 -12
Section 2
L I M I TAT I O N S
100 SERIES
Kinds of Operation Equipment List
System, Instrument,
Equipment and/or Function
Placards and Markings
KODIAK 100 POH/AFM
Garmin G1000 Cockpit
Reference Guide
Autoflight
Autopilot
Yaw Damper
Flight Director
Environmental Systems
Avionics Cooling Fans
Communications
VHF COM
Emergency Locator Transmitter
V
F
R
D
A
Y
N
I
G
H
T
I
F
R
I
F
R
D
A
Y
N
I
G
H
T
Comments
Accessible to pilot in flight.
Accessible to pilot in flight.
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
1
1
1
1
1
Only one static discharge wick
may be missing from a single flight
control and a maximum of 3 total
may be missing from the airplane.
Static Discharge Wicks
Electrical Power
24V Main Batteries
40 Amp Alternator
300 Amp Starter/Generator
Generator Ammeter
Alternator Ammeter
Bus 1 Voltmeter
Bus 2 Voltmeter
Standby Attitude Indicator Battery
2
0
1
0
0
0
0
0
2
0
1
1
1
1
1
0
2
1
1
1
1
1
1
1
2
1
1
1
1
1
1
1
Circuit Breakers
Required for all operational

equipment.
1
1
1
1
1
1
1
1
1
1
1
1
For each seat occupant.

For each occupant.
For each front seat.
Equipment and Furnishings

Seat Belt Assembly
Shoulder Harness
Inertia Reel
Fire Protection
Fire Extinguishers
Flight Controls
Flap Position Indicator
2 -13
Limitations
V
F
R
Section 2
L I M I TAT I O N S
100 SERIES

V
F
R
Limitations
System, Instrument,
Flap Operating System
Elevator Trim System (Electric and
Manual Backup)
Elevator Trim Indicator
Electric Aileron Trim System and
Indicator
Electric Rudder Trim System and
Indicator
Flap/Trim Compensation Function
Fuel System
Electric Auxiliary Fuel Pump
Ejector Pump
LH Tank Fuel Quantity Indicator
RH Tank Fuel Quantity Indicator
Fuel Selectors OFF Warning
System
Ice and Rain Protection
Inertial Air Particle Separator
Pitot/Static Heat System
Stall Warning System Heater
Wing and Empennage Leading
Edge TKS System
Windshield TKS System
Propeller TKS System
Indicating and Recording
Systems
Stall Warning System
Terrain Avoidance Warning System
(TAWS)
Traffic Advisory System (TAS)
Traffic Information Service (TIS)
XM Datalink Weather Information
System
2 -14
V
F
R
D
A
Y
N
I
G
H
T
I
F
R
I
F
R
D
A
Y
N
I
G
H
T
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
0
1
1
0
1
2
0
1
2
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Comments
As required by national operational

rules
Section 2
L I M I TAT I O N S
100 SERIES
System, Instrument,
Outside Air Temperature Indicators
G1000 Annunciations
ALTERNATR FL (Amber)
AUX PUMP ON (White)
AUX PWR ON (White)
AVN FAN 1 FAIL (White)
AVN FAN 2 FAIL (White)
BLEED AIR ON (White)
BETA (White)
CARGO DOOR (Red or Amber)
EMER PWR LVR (Amber)
ENG INLET BP (White)
ENG INLET NORM (Green)
FLAP FAIL (Amber)
FLAP OVERSPEED (RED)
FUEL PRESS LOW (Amber)
FUEL LOW L, FUEL LOW R, FUEL
LOW L-R (Amber)
FUEL OFF L (White)
FUEL OFF R (White)
FUEL OFF L-R (Red)
ITT (RED)
NG OVERSPEED (RED)
NP OVERSPEED (RED)
TORQUE (RED)
FUEL OFF LED Warning Light
GEN FAIL (Amber)
IGNITION ON (White)
OIL PRESS LOW (Red)
OVERSPD WARN (Red)
Overspeed Warning Aural Warning
PITOT FL L, PITOT FL R, PITOT
FL L-R (Amber)
PITOT OFF L, PITOT OFF R
PITOT OFF L-R (Amber)
V
F
R
D
A
Y
N
I
G
H
T
I
F
R
I
F
R
D
A
Y
N
I
G
H
T
1
0
0
1
1
0
1
1
0
1
1
0
0
3
1
0
0
1
1
0
1
1
0
1
1
0
0
3
1
0
0
1
1
0
1
1
0
1
1
0
0
3
1
0
0
1
1
0
1
1
0
1
1
0
0
3
0
0
1
0
0
0
0
1
1
1
1
1
1
0
0
1
0
0
0
0
1
1
1
1
1
1
0
0
1
0
0
0
0
1
1
1
1
1
1
0
0
1
0
0
0
0
1
1
1
1
1
1
Limitations
V
F
R
Comments
2 -15
Section 2
L I M I TAT I O N S
100 SERIES

V
F
R
V
F
R
Limitations
N
I
G
H
T
1
1
1
1
1
1
1
1
1
0
0
0
0
1
1
1
1
0
1
0
1
1
1
1
1
Standby Altimeter Internal Lighting
Magnetic Compass Internal

Lighting
0
0
2
0
0
0
0
1
3
2
0
0
1
0
0
0
2
0
0
0
0
1
3
2
0
0
1
0
1
0
1
0
0
0
0
0
1
0
1
0
0
0
0
0
1
1
1
1
0
1
1
1
1
1
1
1
0
1
1
1
G1000 Annunciations (cont.)

RESERVOIR FUEL (Red)
STARTER ON (White)
VOLTAGE LOW (Amber)
Lighting
PFD Bezel Lighting
PFD Backlighting
MFD Bezel Lighting
MFD Backlighting
Switch and Circuit Breaker Panel
Lighting
Standby Airspeed Indicator Internal
Lighting
Standby Attitude Indicator Internal

Lighting
Glareshield Flood Light
Aircraft Position (NAV) Lights
Anticollision Strobe Lights
Red Flashing Beacon
Taxi Light
Landing Light
Pulse Light System
Navigation and Pitot-Static
System
G1000 Airspeed Indicator
Standby Airspeed Indicator
G1000 Altimeter
Standby Altimeter
G1000 Vertical Speed Indicator
G1000 Attitude Indicator
Standby Attitude Indicator
G1000 Directional Indicator (HSI)
2 -16
N
I
G
H
T
1
1
1
I
F
R
D
A
Y
System, Instrument,
D
A
Y
I
F
R
Comments
Operations at night for hire only.
Section 2
L I M I TAT I O N S
100 SERIES

V
F
R
V
F
R
N
I
G
H
T
Navigation and Pitot-Static

System (cont.)
G1000 Turn Coordinator
Magnetic Compass
VHF Navigation Radio
1
1
0
(VOR, LOC, GS)

GPS Receiver/Navigator
Marker Beacon Receiver
Altitude Encoding Transponder
Clock
Pitot-Static System
Propeller System
Propeller Overspeed Governor
Powerplant
Inertial Separator Actuators
Engine Fuel and Control
Fuel Flow Indicator
Fuel Pressure Indicator
Ignition System
Engine Ignition System
Engine Indicating
Torque Indicator
Interturbine Temperature Indicator
Gas Generator RPM (Ng) Indicator
Engine Oil
Engine Oil Dipstick
System, Instrument,
I
F
R
D
A
Y
N
I
G
H
T
1
1
1
1
1
0
1
1
1
AR
AR
As required per procedure.
0
0
0
0
AR
AR
AR
AR
AR
AR
0
1
0
1
1
1
2
1
1
2

As required per 14CFR 91.215
0
1
0
1
0
1
0
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
Limitations
D
A
Y
I
F
R
Comments
2 -17
Section 2
L I M I TAT I O N S
100 SERIES
2-13 FUEL LIMITATIONS

TOTAL FUEL CAPACITY
Limitations
Both Tanks......................................................320 U.S.G. (2177 lb) (987 kg)

Each Tank.......................................................160 U.S.G. (1089 lb) (494 kg)
Inboard Filler Ports (Both Tanks)....................193 U.S.G. (1313 lb) (596 kg)
Usable Fuel (Both Tanks ON).........................315 U.S.G. (2143 lb) (972 kg)
Unusable Fuel (Both Tanks ON)............................5 U.S.G. (34 lb) (15.5 kg)
Undrainable Fuel (Both Tanks ON)......................0.15 U.S.G. (1 lb) (0.5 kg)
NO T E : The fuel tanks are considered to be full when the fuel level in each
tank slightly covers the upper surface of the anti-siphon flapper valve in
each outboard fuel filler port.
With the FUEL LOW L-R annunciator ON, continuous operation of the aircraft
in an uncoordinated manner (with the turn coordinator ball more than onequarter ball width out of the centered position) is prohibited. The unusable
fuel quantities increase when more severe sideslips are maintained.
Due to the possibility of fuel starvation, the maximum allowable full rudder
sideslip duration is 30 seconds.
Maximum Allowable Fuel Imbalance in flight is 250 pounds.
FUEL SYSTEM ICING INHIBITOR (FSII)

To lower the freezing temperature of water contained in the fuel while
operating in ambient temperatures below 5C, the fuel used must contain an
anti-icing fuel additive unless the exception conditions listed below are met.
CAUT I O N: JP-5 and JP-8 fuels contain anti-icing additives. Do not use
NO T E : Refer to Section 1 of this manual for approved additives and
concentration levels.
WARNI NG : Injection of straight (unmixed) FSII directly into the aircraft
fuel tanks is prohibited. Undissolved FSII can damage elastormers and
other materials on the aircraft. Refer to Section 8 of this manual.
FUEL SYSTEM ICING INHIBITOR EXCEPTION

WARNI NG : All fuels used must contain an anti-icing fuel additive unless
the exceptions given in this section are followed.
The use of an anti-icing fuel additive is optional only when ALL THREE of the
following conditions are satisfied:
2 -18
100 SERIES
Section 2
L I M I TAT I O N S
1. For operations where the entire flight and ground profile will be conducted
in ambient temperatures at or above 5C, AND
3. Fuel filler port placards, shown in the placard section, comply with the
limitations given.
Table 2-7 (Moved to Section 1)
If fuel with DIEGME is not used, the operator is required to use a biocidal
fuel additive given in Section 1 of this manual. Any operation with fuel
that does not contain DIEGME will require the operator to verify appropriate
concentration levels of DIEGME in the aircrafts fuel system, whenever this
component is reintroduced.
WARNI N G: If the aircraft becomes exposed to temperatures below 5C
for any length of time without an approved fuel system icing inhibitor, the
icing inhibitor must be reintroduced prior to next flight. After reintroducing
the icing inhibitor and verifying that the appropriate concentration levels
have been achieved, the operator shall perform the following checks prior
to next flight:
1. Inspect both fuel tanks for signs of ice and/or other contaminates.
2. Perform an engine run of at least 20 minute duration, during which the
engine is operated for at least 3 minutes at takeoff power levels.
2-14 MAXIMUM OPERATING ALTITUDE LIMITATION

The certificated maximum operating altitude is 25,000 feet.
2-15 OUTSIDE AIR TEMPERATURE LIMIT

MINIMUM OUTSIDE AIR TEMPERATURE LIMIT
-55C from sea level, to a pressure altitude of 25,000 feet.
NO T E : The landing lights are limited to operations at temperatures above
-40C. Do not operate the landing lights at temperatures colder than -40C.
MAXIMUM OUTSIDE AIR TEMPERATURE LIMIT

Ground Operations: +53C from sea level, to 5000 feet. ISA +37C above
5000 feet.
Flight Operations: ISA +35C from sea level, to 25,000 feet.
2 -19
Limitations
2. The aircraft has been continuously parked or operated at or above

5C since the last flight when the fuel system contained specified
concentrations of DIEGME anti-icing fuel additive, AND
Section 2
L I M I TAT I O N S
100 SERIES
2-16 MAXIMUM PASSENGER SEATING LIMIT

Up to ten seats may be installed. The right front seat may be occupied by
either a passenger or a second crew member. Refer to Section 6 of this
manual for seat locations.
Limitations
NO T E : Cargo loading procedures and limitations apply. Crew must refer

to page 6-17 for maximum weights by cabin zone for cargo and to section
7-10 to assure cargo is properly located and secured.
2-17 OTHER LIMITATIONS

FLAP LIMITATIONS
Approved Takeoff Range..............................................0 to 20 Flap Degrees
Approved Landing Range............................................0 to 35 Flap Degrees
Minimum Operating OAT..............................................................See Below
Minimum Operating OAT is -55C for aircraft Serial Numbers 100-0018
and above, and for Serial Numbers 100-0001 through 100-0017 that have
complied with Quest Service Bulletin SB-016: FLAP SYSTEM, Flap Drive
Actuator Replacement.
Minimum Operating OAT is -25C for aircraft Serial Numbers 100-0001
through 100-0017 that have NOT complied with Quest Service Bulletin
SB-016: FLAP SYSTEM, Flap Drive Actuator Replacement.
CREW SEAT BELT LIMITATION

Crew inertia reel levers must be placed in the locked position prior to takeoff
and landing.
ELECTRICAL LOAD LIMITATIONS

The Generator and Alternator are capable of producing rated current during
flight operations. Electrical loads may need to be reduced during extended
ground operations. The reduction in electrical capacity on the ground is a
result of limited cooling to the units during ground operations. The Generator
and Alternator are capable of producing short time current for 10 minutes,
after which they must be reduced to maximum continuous load or less.
Maximum Allowable Generator Electrical Load Limitation
Condition
Max Continuous Amps
Short Time (10 Minutes)
Ground
80
300
Flight
300
N/A
Maximum Allowable Alternator Electrical Load Limitation

Condition
Max Continuous Amps
Short Time (10 Minutes)
Ground
25
40
Flight
40
N/A
Table 2-10 Electrical Load Limitations
2- 2 0
100 SERIES
Section 2
L I M I TAT I O N S
USB CHARGING PORTS

Passengers may not use the cabin USB charging ports during takeoff and
landing. Operation of the passenger USB ports is limited to cruise only. Crew
members may use their USB ports during the entire flight.
The pilot should be aware that, due to variation in the earths magnetic field,
operating the Garmin G1000 system within the following areas could result in
loss of reliable attitude and heading indications.
1. North of 72N latitude, at all longitudes.
2. South of 70S latitude, at all longitudes.
3. North of 65N latitude, between longitude 75W and 120W (Northern
Canada).
4. North of 70N latitude, between longitude 70W and 128W (Northern
Canada).
5. North of 70N latitude, between longitude 85E and 114E (Northern
Russia).
6. South of 55S latitude, between longitude 120E and 165E (Region south
of Australia and New Zealand).
GARMIN SYNTHETIC VISION SYSTEM (SVS) (IF EQUIPPED)

Use of the SVS for navigation is prohibited. The SVS is intended as an aid
to situational awareness only and may not provide either the accuracy or
reliability upon which to solely base decisions and/or plan maneuvers to avoid
terrain, obstacles, or traffic.
FUEL INDICATION
The fuel quantity, fuel used, and fuel remaining functions of the G1000 are
advisory information only and must be verified by the pilot during the preflight
inspection.
Refer to the weight and balance instructions in Section 6, and to the system
descriptions of the Electric Fuel Quantity Indicators and Direct Reading Fuel
Quantity Gauges in Section 7 for further details.
2 - 21
Limitations
GARMIN G1000 OPERATIONAL LIMITATIONS
Section 2
L I M I TAT I O N S
100 SERIES
2-18 PLACARDS
The following information must be displayed in the form of placards or
markings, in the approximate locations given.
NO T E : Certain aircraft may have slight variations in wording or location of
placards, depending on date of manufacture.
Limitations
1. Located in full view of the pilot, on the instrument panel:
100-910-0091 OR 100-910-0007
This aircraft is certified in the Normal Category. The
markings and placards installed in this airplane must be
complied with when operating this airplane. Additional
operating limitations which must also be complied with
when operating this airplane are contained in the FAA
Approved Flight Manual and Pilots Operating Handbook.
Aerobatic maneuvers, including spins are PROHIBITED.
This airplane is certified for the following flight
operations as of the date of issuance of the original
airworthiness certificate.

Aerobatic maneuvers, including spins are
PROHIBITED.
Flight into known icing conditions is prohibited.
DAY - NIGHT - VFR - IFR
Flight into known ice is approved only if optional TKS anti-icing

equipment is installed and operating. See the TKS POH/AFM
Supplement for details.
100-910-0007
100-910-0091
2. Located on the Control Lock:
3. Located above the left PFD:

MAX WEIGHT OPERATING MANEUVERING SPEED 142
KIAS REFER TO THE POH FOR Vo AT OTHER WEIGHTS.
4. Located above the MFD or at the gas generator tachometer:
MIN Ng START
14.0 %
2- 2 2
Section 2
L I M I TAT I O N S
100 SERIES
5. Located above the MFD:
6. Located on the instrument panel and in the passenger area in clear view of
the crew and passengers:
OR
NO SMOKING
7. Located on the instrument panel, above the overspeed governor test

button:
OVERSPEED
GOVERNOR
PRESS TO TEST
8. Located at the LED light on the instrument panel forward of the pilot:
WARNING!
WHEN ILLUMINATED
BOTH FUEL SELECTOR VALVES ARE
OFF
9. Located near the parking brake lever:
PARKING
BRAKE
PUSH BUTTON
& PULL TO SET
10. Located in the top center of the instrument panel, above the MFD:
2- 2 3
Limitations
TORQUE LIMITS
2200 RPM 2000 RPM
CLIMB & CRUISE
1670 FT LB
1840 FT LB
TAKEOFF
1790 FT LB
1970 FT LB
Section 2
L I M I TAT I O N S
100 SERIES
11. Located on the engine control pedestal:
Limitations
12. Located near the trim disconnect switch on each yoke if airplane is
equipped with STEC Autopilot:
2- 2 4
Section 2
L I M I TAT I O N S
100 SERIES
13. Located near the firewall fuel shutoff valve:
FIREWALL FUEL
SHUTOFF
PULL OFF
Limitations
14. Located on the instrument panel near the fresh air shutoff valve:
FIREWALL AIR
SHUTOFF
DEPRESS BUTTON
& PULL KNOB
15. Located next to the pilot and right crew shoulder harness inertia reel lever.
UNLOCK
UNLOCK
SHOULDER HARNESS
INERTIA REEL
SHOULDER HARNESS
INERTIA REEL
MUST BE LOCKED FOR
TAKEOFF AND LANDING
MUST BE LOCKED FOR

TAKEOFF AND LANDING
LOCK
100-910-0020
LOCK
100-910-0021
16. Located on the fuel tank selectors:
2- 2 5
Section 2
L I M I TAT I O N S
100 SERIES
17. Located near the forward cabin curtain:

CURTAIN MUST BE STOWED
AND SECURED DURING
TAXI, TAKEOFF, TURBULENCE
AND LANDING
100-750-0002
OR
100-910-0105
19. Located on each crew door:
FASTEN SEAT BELTS

AND SHOULDER
RESTRAINT
WHILE SEATED
100-750-0007
Limitations
18. Located on each crew door and on the cargo door:
20. Located on each passenger seat back on airplanes without a No Smoking

light:
OR
NO STOWAGE UNDERSEAT
100-910-0107
21. Located on each cabin sidewall:
SECURE CARGO IN ACCORDANCE

WITH AIRCRAFT FLIGHT MANUAL
100-750-0015
22. Emergency locator transmitter, located on the aft cabin bulkhead if

equipped with Composite interior:
2- 2 6
Section 2
L I M I TAT I O N S
100 SERIES
23. Located at each cockpit fire extinguisher:
FIRE EXTINGUISHER
100-750-0012
Limitations
23a. Located at each fire extinguisher (alternative to #23):
24. Located on each crew seat back:
EMERGENCY SEATBACK
RELEASE
PULL
1 HANDLE
PUSH
2 SEATBACK
FORWARD
100-750-0014
25. Located on each crew seat back on airplanes without a No Smoking light:
OR
100-910-0106
26. Located on each crew seat front:
NO STOWAGE UNDERSEAT
100-750-0018
27. Located in the forward cabin headliner:
EXIT
100-750-0019
2- 2 7
Section 2
L I M I TAT I O N S
100 SERIES
28. Located on the interior just aft of the cargo door, at a height greater than
the top of the passenger seat:
TO CLOSE DOOR:
STOW EXTERIOR
DOOR HANDLE
PULL LOWER
DOOR SHUT
ROTATE HANDLE
TO "CLOSE"
PULL UPPER
DOOR SHUT
WITH HANDLE IN
"OPEN" POSITION
ROTATE HANDLE
TO "CLOSE"
LATCH UPPER
HANDLE
Limitations
100-750-0021
29. Located near the cargo door exit:
EXIT
100-750-0011
30. Baggage capacity - located at the baggage area (rear stepped area) if
equipped with Kydex interior:
2- 2 8
Section 2
L I M I TAT I O N S
100 SERIES
Limitations
31. Located on the interior of the lower cargo door:
32. Located on the interior of the upper cargo door:
DOOR OPENING INSTRUCTIONS
PULL
HANDLE
ROTATE
HANDLE
PUSH OPEN
DOOR
100-750-0020
33. Located on the interior of the lower cargo door:
CAUTION!
WHEN OPENING DOOR LOWER
WITH SUPPORT CABLES. DO NOT
LET DOOR DROP.
34. Located underneath the cargo door steps:
STEPS MUST BE STOWED

AND SECURED PRIOR
TO TAKEOFF, TURBULENCE
AND LANDING
100-750-0003
2- 2 9
Section 2
L I M I TAT I O N S
100 SERIES
35. Located on the interior of the upper cargo door:
Limitations
36. Located on the exterior of the cargo door:
LOWER DOOR
HANDLE ON
INSIDE
100-910-0048
37. Located on the exterior of the crew doors (left and right shown):
2- 3 0
100 SERIES
Section 2
L I M I TAT I O N S
Limitations
38. Located on the exterior of each door as appropriate:
39. Located on the exterior of each crew door as appropriate:
40. Located on each crew door interior, as appropriate:
2 - 31
Section 2
L I M I TAT I O N S
100 SERIES
41. Located on the oxygen bottle:
Limitations
WARNING: FILL WITH AVIATORS OXYGEN ONLY!

MAXIMUM FILL RATE: 200 psi / min.
MAXIMUM TANK FILL: 2000 psi.
FILL PORT: MS22066-3
KEEP OIL AND GREASE AWAY. USE ONLY EQUIPMENT
CLEANED FOR OXYGEN SERVICE AND RATED FOR
CYLINDER PRESSURE. REPLACE CAP AFTER FILLING
REFER TO FLIGHT MANUAL
DO NOT REMOVE THIS SAFETY PRODUCT LABEL
42. Located on the oxygen bottle:
43. Located on the brake fluid reservoir:
MAX
BRAKE FLUID RESERVOIR
FILL WITH MIL-H-5606 FLUID
MIN
2- 3 2
Section 2
L I M I TAT I O N S
100 SERIES
Limitations
44. Located on the battery trays:
45. Located near the ground power service receptacle:
EXTERNAL POWER
28 VOLTS DC NOMINAL
800 AMPS
MIN. STARTING CAPACITY
DO NOT EXCEED 1700 AMPS
100-910-0028
WARNING
DO NOT EXCEED
TOW LIMITS
DO NOT TOW WITH
RUDDER LOCK ENGAGED
100-910-0030
46. Located on the nose gear strut:
2- 3 3
Section 2
L I M I TAT I O N S
100 SERIES
47. Located on the side of the oil-to-fuel heater near the oil filler cap:
Limitations
48. Located near the oil dipstick/filler cap, on the underside of the left upper
cowl door:
49. Oil quantity indicator: an oil dipstick, suitably calibrated, is supplied with the
engine.
50. Located adjacent to the firewall mounted fuel filter drain point:
FUEL FILTER
DRAIN DAILY
100-910-0023
51. Located adjacent to the EPA can drain points (one or the other, depending
on your EPA can configuration):
EPA & OIL/FUEL

RESERVOIRS - DRAIN DAILY
& PROPERLY DISPOSE
100-910-0024
EPA FUEL RESERVOIR

DRAIN DAILY AND
PROPERLY DISPOSE
100-910-0110
2- 3 4
100 SERIES
Section 2
L I M I TAT I O N S
Limitations
52. Located on the wings, adjacent to each inboard fuel tank filler cap:
NO T E : For airplanes equipped with alternate placard part numbers

100-910-0063 and 100-910-0087, anti-ice additive is ALWAYS required,
with NO exceptions.
53. Located on the wings, adjacent to each outboard fuel tank filler cap:
NO T E : For airplanes equipped with alternate placard part numbers

100-910-0062 and 100-910-0086, anti-ice additive is ALWAYS required,
with NO exceptions.
54. Located on top of the wings, near each grounding clip:
FUEL NOZZLE
ELECTRIC GROUNDING
CLIP
100-910-0061
55. Located on the lower portion of each wing just outboard of the pitot tube:
MAGNETOMETER
USE NON-MAGNETIC
TOOLS AND SCREWS.
2- 3 5
Section 2
L I M I TAT I O N S
100 SERIES
OPTIONAL SYSTEM PLACARDS

NO T E : Refer to Section 9 of this manual for supplemental placards
associated with optional systems.
Limitations
1. Located above the Stall Warning Press to Test button on the Pilots side
instrument panel, if aircraft is equipped with the lift transducer type stall
warning system:
STALL
WARNING
PRESS TO TEST
2. Located in the cockpit near the Pulse Light toggle switch, if aircraft is
equipped with Stormscope:
TURN PULSE LIGHTS OFF

WHEN UTILIZING STORMSCOPE
3. The placard and text shown below apply only to aircraft that have not
upgraded to Garmin G1000 System Software Version 552.14, or later.
Located on the instrument panel, above the control head of the ECS, if
aircraft is equipped with Vapor Cycle System:
Minimum Ng for AC Operation:
GROUND
70%
(Operation below these limits: see POH)
FLIGHT
85%
100-910-0104
2- 3 6
100 SERIES
Section 3
E M E R G E N CY P R O C E D U R E S
SECTION 3
EMERGENCY PROCEDURES
Table of Content
GENERAL3-3
AIRSPEEDS FOR EMERGENCY OPERATIONS3-4
EMERGENCY PROCEDURES CHECKLIST3-5
ENGINE FAILURES3-5
AIRSTART3-7
SMOKE AND FIRE3-9
EMERGENCY DESCENT 3-11
GLIDE3-12
LANDING EMERGENCIES3-13
SYSTEM EMERGENCIES3-15
Engine Emergencies3-15
S-TEC Autopilot Malfunction3-16
Fuel System Emergencies3-17
INADVERTENT FLIGHT INTO ICING CONDITIONS3-18
AMPLIFIED EMERGENCY PROCEDURES3-19
ENGINE FAILURE3-19
During Takeoff Roll3-19
Immediately Following Takeoff3-19
Engine Failure During Flight3-20
Flameout During Flight3-20
AIRSTART3-21
SMOKE AND FIRE3-21
Engine Fire3-22
Fire or Smoke in Cabin3-22
LANDING EMERGENCIES3-23
Forced Landings3-23
Ditching3-23
Jammed or Disconnected Rudder3-23
Jammed or Disconnected Ailerons3-23
Loss of Elevator Control3-23
ENGINE SYSTEM EMERGENCIES3-24
Loss of Engine Oil Pressure3-24
Fuel Control Unit Malfunctions3-24
Engine Inlet Bypass Failure3-25
Engine Inlet Does Not Return to Normal3-25
Engine Inlet Switch Fault3-25
FUEL SYSTEM MALFUNCTIONS3-26
Fuel Flow Interruption3-26
3 -1
Emergency
CONTENTS....................................................................................................... PAGE
Section 3
100 SERIES
ELECTRICAL POWER SUPPLY MALFUNCTIONS3-27

Loss of Electrical Power3-27
INADVERTENT FLIGHT INTO ICING CONDITIONS3-27
ICE FORMATION DETERMINATION3-27
SPINS3-28
Emergency
3 -2
100 SERIES
Section 3
3-1 GENERAL
This section of the Pilots Operating Handbook describes the recommended
procedures for managing various types of emergencies or critical situations
that may occur. Performing proper preflight inspections and maintenance
procedures will help prevent emergencies caused by airplane or powerplant
malfunctions. In-flight weather emergencies can be avoided with proper
preflight planning, and good judgement when unexpected weather is
encountered. However, if an emergency should take place, the basic
procedures outlined in this section should be considered and applied, as
required, to remedy the problem.
Emergency
WARNIN G: There is no substitute for proper and thorough preflight

planning action, along with continual use of the information gathered
during the preflight planning process. Be thoroughly knowledgeable
of possible hazards and dangerous conditions, and be aware of the
capabilities and limitations of the airplane.
NO T E : Emergency procedures associated with optional systems or
equipment are included in their individual Supplements in Section 9.
3-3
Section 3
100 SERIES
3-2 AIRSPEEDS FOR EMERGENCY OPERATIONS

Maneuvering Speed (Vo):
7255 Pounds..................................................................................142 KIAS
6750 Pounds..................................................................................137 KIAS
6000 Pounds..................................................................................129 KIAS
5000 Pounds.................................................................................. 118 KIAS
Best Glide Speed (Propeller Feathered):
7255 Pounds....................................................................................97 KIAS
Engine Failure after Takeoff:
Flaps 0..........................................................................................100 KIAS
Flaps 20..........................................................................................85 KIAS
Emergency
Precautionary Landing with Engine Power:

Flaps 35..........................................................................................80 KIAS
Landing without Engine Power:
Flaps 0..........................................................................................100 KIAS
Flaps 35..........................................................................................80 KIAS
Overweight Landing:
Flaps 35..........................................................................................80 KIAS
NO T E : Use normal landing procedures for overweight landing. In the
event of an overweight landing, contact Quest Aircraft Company for
inspection criteria and procedures prior to next flight.
3-4
100 SERIES
Section 3
3-3 EMERGENCY PROCEDURES CHECKLIST

The following checklist is provided in case of emergency malfunctions with the
airplane or powerplant system. The list provides a challenge or item of issue
on the left hand and the proper response or condition for each item on the
right.
ENGINE FAILURES
Engine Failure During Takeoff Roll
1. Power Lever..............................................................................BETA Range
2. Brakes................................................................................................... Apply
3. Wing Flaps............................................................................................Retract
If the airplane cannot be stopped on the remaining length of runway:
4. Fuel Condition Lever.........................................................................CUTOFF
5. Firewall Fuel Shutoff........................................................FUEL OFF (pull out)
6. Fuel Selector Valves............... OFF (Red LED warning light shown on panel)
7. Master Switch...........................................................................................OFF
Engine Failure Immediately Following Takeoff

1. Airspeed.................................................................. 85 KIAS with 20 Flaps
2. Propeller..........................................................................................FEATHER
3. Wing Flaps.................................................................................. FULL DOWN
5. Firewall Fuel Shutoff........................................................FUEL OFF (pull out)
6. Fuel Selector Valves............... OFF (Red LED warning light shown on panel)
8. Landing....................................MAKE AS STRAIGHT AHEAD AS POSSIBLE
Catastrophic Engine Failure During Flight

1. Airspeed............................................................................................97 KIAS
2. Power Lever...........................................................................................IDLE
3. Propeller Control Lever................................................................ FEATHER
4. Fuel Condition Lever.......................................................................CUTOFF
5. Wing Flaps.................................................................................................. UP
6. Auxiliary Fuel Pump..................................................................................OFF
7. Firewall Fuel Shutoff..................................................................OFF (pull out)
8. Ignition Switch..........................................................................................OFF
9. Generator.................................................................................................OFF
10. Alternator..................................................................................................OFF
11. Electrical Load..................................................................................REDUCE
12. Landing...................... Refer to the Engine Out Emergency Landing checklist
3-5
Emergency
NO T E : Bold-faced items in this section are immediate action items which

should be committed to memory in preparation for potential emergency
situations.
Section 3
100 SERIES
Engine Flameout During Flight

If Ng is above 52%:
1. Power Lever...........................................................................................IDLE
2. Ignition Switch..........................................................................................ON
3. Power Lever........................................................................... AS REQUIRED
(Following successful relight as indicated by normal ITT and Ng.)
4. Ignition Switch........................................................................ AS REQUIRED
(Shut off, if cause of flameout has been eliminated.)
Emergency
If Ng is below 52%:
2. Refer to the Airstart checklist for engine restart.
3-6
100 SERIES
Section 3
AIRSTART
1. Electrical Load..................................................................................REDUCE
2. Generator Switch......................................................................................OFF
3. Alternator Switch......................................................................................OFF
4. AUX BUS Switch......................................................................................OFF
5. Emergency Power Lever..................................................................NORMAL
6. Power Lever............................................................................................ IDLE
7. Propeller Control Lever................................................... AT LOW RPM STOP
9. Firewall Fuel Shutoff....................................................................ON (push in)
10. Fuel Selector Valves........................................................................BOTH ON
11. Master Switch.............................................................................................ON
12. Auxiliary Fuel Pump....................................................................................ON
Ensure the AUX PUMP ON annunciation is shown on the PFD.
13. Altitude...........................................................................16,000 feet maximum
14. Starter Switch.......................................................................... HI START and:
Ensure the IGNITION ON annunciation is shown on the PFD.
Ensure the engine oil pressure is rising.
Ng to 14% minimum.
15. Fuel Condition Lever......................................................................LOW IDLE
Check ITT (1090C maximum)
Check Ng (50% minimum)
16. Starter Switch...........................................................................................OFF
WARNIN G: If operating with nearly empty fuel tanks or in heavy
precipitation, turn the ignition switch ON.
18. Fuel Condition Lever..................................................................... HIGH IDLE
19. Propeller Control Lever.............................................................. AS DESIRED
20. Power Lever.............................................................................. AS DESIRED
21. Auxiliary Fuel Pump................................................................................STBY
If AUX pump cycles on and off, leave the AUX fuel pump ON.
22. Generator Switch........................................................................................ON
23. Alternator Switch........................................................................................ON
24. Electrical Equipment............................................................... AS REQUIRED
3 -7
Emergency
Starter Assisted Airstart (Preferred Method)
Section 3
100 SERIES
Not Starter Assisted Airstart
Emergency
2. Alternator Switch......................................................................................OFF
5. Power Lever............................................................................................ IDLE
6. Propeller Control Lever..........................................................2000-2200 RPM
8. Firewall Fuel Shutoff....................................................................ON (push in)
9. Fuel Selector Valves........................................................................BOTH ON
10. Master Switch.............................................................................................ON
Ensure the AUX PUMP ON annunciation is shown on PFD.
12. Ignition Switch............................................................................................ON
Ensure the IGNITION ON annunciation is shown on PFD.
13. Airspeed........................................................................... 120 KIAS minimum
14. Altitude...........................................................................16,000 feet maximum
15. Ng Indication......................................................................... CHECK STABLE
NO T E : The minimum demonstrated Ng speed for attempting a non
starter assisted air start is 10%.
Check ITT (1090C maximum)
Check Ng (50% minimum)
17. Ignition Switch...................OFF (unless in heavy precipitation or low on fuel)
WARNI NG : If operating with nearly empty fuel tanks or in heavy
precipitation, turn the ignition switch ON.
19. Propeller Control Lever.............................................................. AS DESIRED
20. Power Lever.............................................................................. AS DESIRED
If AUX pump cycles on and off, leave the AUX fuel pump switch ON.
22. Generator Switch........................................................................................ON
23. Alternator Switch........................................................................................ON
24. Electrical Equipment............................................................... AS REQUIRED
3-8
100 SERIES
Section 3
SMOKE AND FIRE

Engine Fire in Flight
Emergency
1. Power Lever...........................................................................................IDLE
4. Firewall Fuel Shutoff..............................................................OFF (pull out)
5. Firewall Air Shutoff.................................................................OFF (pull out)
6. Generator................................................................................................OFF
7. Alternator.................................................................................................OFF
9. Airspeed..................................... AS REQUIRED TO EXTINGUISH FLAMES
10. Overhead Vents....................................................................................OPEN
11. Wing Flaps..................................... SET APPROPRIATELY FOR AIRSPEED
12. Engine Out Emergency Landing.................................................... EXECUTE
Electrical Fire/Smoke in Flight

1. Oxygen System Switch............................................................................ON
2. Master Switch.........................................................................................OFF
3. AVN BUS Switch.....................................................................................OFF
4. AUX BUS Switch.....................................................................................OFF
5. Generator Switch....................................................................................OFF
6. Alternator Switch....................................................................................OFF
7. Oxygen Mask....................................................................................PUT ON
8. Vents................................................................................................ CLOSED
9. Fire Extinguisher..........................................................................ACTIVATE
10. All Other Electrical Switches.....................................................................OFF
11. Circuit Breakers........ CHECK FOR FAULTY CIRCUIT BUT DO NOT RESET
If fire appears to be out and electrical power is required to safely continue the
flight, proceed with the following checks:
12. Master Switch.............................................................................................ON
13. Avionics Master Switch...............................................................................ON
14. Generator...................................................................................................ON
15. Alternator....................................................................................................ON
16. Other Electrical Switches..........TURN ON MIN. REQUIRED ONE AT A TIME
Until the short circuit is identified, then secure offending component.
17. Vents.................When certain that the fire is completely extinguished: OPEN
WARNIN G: If available, oxygen masks should be donned until smoke
clears. After fire extinguishers are discharged, the cabin should be
ventilated to remove smoke or CO2 residue.
Cabin Fire
2. Avionics Master Switch..........................................................................OFF
3. AUX Bus Switch......................................................................................OFF
4. Generator................................................................................................OFF
5. Alternator.................................................................................................OFF
6. Vents................................................................................................ CLOSED
(continued on next page...)
3-9
Section 3
100 SERIES
Cabin Fire (continued)

1. Forward OR Aft Fire Extinguishers.............................................ACTIVATE
CAUT I O N: In order to reduce exposure to toxic residue from extinguishing
agents, do not activate all three fire extinguishers simultaneously. If the
large aft fire extinguisher is activated, do not activate either of the forward
extinguishers until the cabin has been ventilated.
Emergency
2. Emergency Descent.................................................................... PERFORM

3. Cabin........................................................................................... VENTILATE
(Open all ventilation outlets, pilot storm window, and slightly open
right crew door.)
NO T E : Once fire is out, oxygen masks may be put on until smoke clears.
Wing Fire
1. Pitot-Static Heat......................................................................................OFF
2. Stall Warning Heat..................................................................................OFF
3. Strobe Lights...........................................................................................OFF
4. NAV Lights...............................................................................................OFF
5. Landing/Recognition Lights..................................................................OFF
6. Taxi Lights...............................................................................................OFF
WARNI NG : Perform a sideslip as necessary to keep the flames away
from the cabin and fuel bays. Land the airplane as soon as possible.
Cabin Fire During Ground Operations

1. Power Lever...........................................................................................IDLE
2. Brakes......................................................STOP THE AIRCRAFT (if taxiing)
6. Airplane.......................................................................................EVACUATE
7. Fire............................................................................................. EXTINGUISH
Engine Fire During Start

2. Auxiliary Fuel Pump...............................................................................OFF
3. Ignition Switch........................................................................................OFF
4. Starter Switch....................... LO / MOTOR (observe starting cycle limits)
5. Firewall Fuel Shutoff..............................................................OFF (pull out)
CAUT I O N: If the fire persists, indicated by continued high ITT indications,
continue motoring the engine.
8. Airplane........................................................................................ EVACUATE
9. Fire............................................................................................. EXTINGUISH
3 -10
100 SERIES
Section 3
EMERGENCY DESCENT
Emergency Descent (Low Altitude)
1. Propeller Lever............................................................................. MAX RPM
2. Power Lever...........................................................................................IDLE
3. Flaps..........................................................................................FULL DOWN
4. Airspeed..........................................................................................108 KIAS
1. Propeller Lever............................................................................. MAX RPM

2. Power Lever...........................................................................................IDLE
3. Flaps............................................................................................................0
4. Airspeed..........................................................................................182 KIAS
3 -11
Emergency
Emergency Descent (High Altitude)
Section 3
100 SERIES
GLIDE
Glide
1. Propeller........................................................................................ FEATHER
2. Flaps.......................................................................................................... UP
3. Airspeed............................................................................................97 KIAS
NO T E : The glide ratio with the aircraft in this configuration is
approximately 2 nautical miles of gliding distance for each 1000 feet of
altitude above the terrain.
Emergency
3 -12
100 SERIES
Section 3
LANDING EMERGENCIES
1. Radio.................................. TRANSMIT MAYDAY on 121.5 MHz or with ATC
Give location and intentions and SQUAWK 7700.
2. Heavy Objects in Cabin.......................SECURE (with passenger assistance)
3. Seats/Seat Belts/Shoulder Harnesses............................................. SECURE
4. Visor...................................................FULLY FORWARD (tight to windshield)
5. Inertial Reel Levers........................................................................... LOCKED
6. Airspeed..........................................................................100 KIAS (flaps UP)
80 KIAS (flaps DOWN)
7. Power Lever............................................................................................ IDLE
8. Propeller Control Lever....................................................................FEATHER
11. Ignition Switch...........................................................................................OFF
12. AUX BUS..................................................................................................OFF
13. Firewall Fuel Shutoff..................................................................OFF (pull out)
14. Fuel Selector Valves.................................................................................OFF
16. Crew Doors..................................................................................... UNLATCH
17. Generator.................................................................................................OFF
18. Alternator..................................................................................................OFF
19. Master Switch.........................................OFF (when landing area is assured)
20. Touchdown.......................................................................As slow as possible
21. Nose Landing Gear....................................... HOLD OFF as long as possible
22. Brakes................................................................ APPLY HEAVY PRESSURE
Powered Precautionary Landing

1. Heavy Objects in Cabin.......................SECURE (with passenger assistance)
3. Inertia Reel Levers........................................................................... LOCKED
4. Wing Flaps..................................................................................................10
5. Airspeed.............................................................................................90 KIAS
6. Landing Area................................FLY OVER, check terrain and obstructions
7. All Electrical Switches (except Master and Generator)............................OFF
8. Wing Flaps..................................................................FULL DOWN (on Final)
9. Airspeed.............................................................................................80 KIAS
10. Crew Doors..................................................................................... UNLATCH
12. Master Switch.........................................OFF (when landing area is assured)
13. Touchdown.......................................................................As slow as possible
3 -13
Emergency
Engine Out Emergency Landing
Section 3
100 SERIES
Ditching
WARNI NG : This airplane has not been tested in actual ditching
(emergency water landing). The below procedure is only a
recommendation based on estimations.
Emergency
1. Radio..........................................................TRANSMIT MAYDAY on 121.5 MHz

Give location and intentions.
Transponder - SQUAWK 7700
2. Heavy Objects in Cabin................SECURE (if passenger available to assist)
6. If Engine Power is Available............. Establish 300ft/min descent @ 76 KIAS
7. Final Approach:
High Winds...................................................................... Land INTO WIND
Light Winds/Heavy Swells...........................Land PARALLEL TO SWELLS
8. Doors.............................................................................................. UNLATCH
9. Head......................................................................... CUSHION at touchdown
10. Touchdown.....................................................SLOWEST POSSIBLE SPEED
11. Airplane......................................................................................... EVACUATE
12. Life Vests and Raft............... INFLATE (only after having exited the airplane)
3 -14
100 SERIES
Section 3
SYSTEM EMERGENCIES
Engine Emergencies
Loss of Oil Pressure
Fuel Control Unit Pneumatic/Governing Portion Failure

(Engine Power Remains at Idle)
1. Power Lever............................................................................................ IDLE
2. Emergency Power Lever........................................................... AS DESIRED
Maintain a minimum Ng of 65% during flight.
Advance emergency power lever slowly to prevent engine damage.
NO T E : When using the emergency power lever, 100% power may not be
obtainable. Closely monitor the gas generator RPM when reducing power
to idle. Keep the Ng from decreasing below 65% in flight.
Chip Detector Annunciation (Gearbox Contamination)

ON GROUND BEFORE ENGINE START:
1. DO NOT START ENGINE.
ON GROUND AFTER ENGINE START:
1. Return to parking area.
2. Shut down engine.
3. Inspect chip detector and engine, if required.
IN FLIGHT:
1. Engine Gages: CAREFULLY MONITOR engine gages for abnormal oil
pressure, oil temperature, or power indications.
2. If engine gages are normal, proceed to destination and determine cause of
chip detector annunciation prior to next flight.
3. If engine gages confirm gear box contamination, proceed in accordance
with Engine Failures checklists or at the discretion of the pilot and
consistent with safety; continue engine operation in preparation for an
emergency landing as soon as possible.
4. Inspect chip detector and engine, if required.
3 -15
Emergency
( OIL PRESS LOW annunciation shown on PFD)

1. Oil Pressure Indicator..........................................................................CHECK
Cross reference the oil pressure indicator. If the oil pressure gage
confirms a low oil pressure condition, proceed as outlined in the Engine
Failures checklists or under pilots discretion; to maintain safety, continue
operating the engine in preparation for an emergency landing as soon as
possible.
Section 3
100 SERIES
S-TEC Autopilot Malfunction

Any failure or malfunction of the electric trim or autopilot can be overridden
by use of the control yoke. If any type of runaway occurs, disengage the
autopilot by pressing the autopilot disconnect button on the yoke and
disengage the trim systems by placing the trim disconnect switch on the
yoke to the DISCONNECT position (aft). The autopilot disconnect switch
may be pressed using the left thumb and the trim disconnect switch may be
disconnected by using the left forefinger.
Emergency
1. Airplane Control................................................... MAINTAIN MANUALLY

2. Autopilot (if engaged)...........................................................DISENGAGE
3. Trim Disconnect Switch.................................................... DISCONNECT
4. Manual Pitch Trim Wheel................................RETRIM AS NECESSARY
5. Flight.................................................................. CONTINUE MANUALLY
CAUT I O N: The flap trim compensation will not operate with the trim
disconnect switch disconnected. Utilize the manual pitch trim wheel to
compensate for trim changes caused by flap transitions.
Autopilot Disconnect
Switch
Trim Disconnect
Switch
Electronic Pitch
Trim Dual Switch
3 -16
100 SERIES
Section 3
Fuel System Emergencies

( FUEL PRESS LOW annunciation shown on PFD)
1. AUX FUEL Pump.......................................................................................ON
2. Fuel Pressure Indication.................................................................. CHECK
If the Fuel Pressure Indication shows approximately 20 PSI:
a. Monitor the fuel quantity gages and the cabin for fuel odor and signs
of fuel leakage.
b. Land as soon as practicable to determine cause for failure of the
motive flow system, prior to the next flight.
If the Fuel Pressure Indication shows less than 5 PSI:
a. Check the fuel quantity gages for possible fuel starvation.
b. Land as soon as possible.
Interruption of Fuel Flow to Fuel Reservoir

( RESERVOIR FUEL annunciation shown on PFD and aural chime
sounding)
1. Fuel Selector Valves.............................ENSURE LEFT ON and RIGHT ON
2. Ignition Switch..........................................................................................ON
3. Auxiliary Fuel Pump.................................................................................ON
4. If RESERVOIR FUEL annunciation remains and usable fuel is available in
the wing tanks:
Monitor the engine gages and the FUEL PRESS LOW annunciation for
signs of fuel starvation.
Attempt a steady heading sideslip for 10 seconds to the left and then to
the right, to clear the vent lines of fuel.
Land as soon as possible to determine the cause of the problem.
If there are signs of fuel starvation, prepare for an emergency landing as
outlined in the Engine-Out Emergency Landing checklist.
NO T E : If the RESERVOIR FUEL annunciation is shown as the result of
fuel starvation, approximately 3 minutes of fuel is remaining in the reservoir
at max continuous power, or 12 minutes of fuel at flight idle (from the time
the annunciation is shown).
Fuel Tank Selectors Off

( FUEL OFF annunciation shown on PFD, LED instrument panel light
illuminated, and aural chime sounding)
1. Fuel Selector Valves......................................................................BOTH ON
3 -17
Emergency
Loss of Fuel Pressure
Section 3
100 SERIES
INADVERTENT FLIGHT INTO ICING CONDITIONS

Inadvertent Icing Encounter
Emergency
1. Ignition Switch............................................................................................ON
2. Engine Inlet........................................................................................ BYPASS
3. L-R Pitot Heat.............................................................................................ON
4. Propeller Lever............................................................................... MAX RPM
5. Flight................................................... CHANGE COURSE and/or ALTITUDE
(as necessary to exit icing conditions)
6. Cabin Heat/Defrost.....................................................................................ON
7. Wing Flaps.................................................................................................. UP
8. Approach to Landing........................................................................100 KIAS
3 -18
100 SERIES
Section 3
3-4 AMPLIFIED EMERGENCY PROCEDURES

The following Amplified Emergency Procedures elaborate upon information
contained in the Emergency Procedures Checklist portion of this Section.
These amplified procedures provide information not readily adaptable to a
checklist format. Pilots should become familiar with the amplified procedures
to have a better understanding of why certain steps are performed in the
checklists and to assist in troubleshooting emergencies.
ENGINE FAILURE
If an engine failure occurs during the takeoff roll, the most important thing to
do is control the airplane and bring it to a stop on the remaining runway. The
other items included in the checklist provide additional safety after a failure of
this type occurs.
WARNIN G: Intentional shutdown and securing of the engine in flight for
training purposes is not recommended, due to the high risk involved.
Immediately Following Takeoff

If an engine failure occurs shortly after takeoff (less than 1000 feet AGL), the
most important thing to do is to maintain control of the airplane by immediately
lowering the nose and maintaining airspeed. Feathering the propeller will
reduce drag substantially, resulting in an increase in glide distance. In most
situations, the landing should be executed straight ahead or within 45 left
or right of the runway heading, as necessary to avoid obstructions. The
checklist format provides steps for securing the fuel and electrical systems, on
the assumption there is enough time to accomplish these items.
3 -19
Emergency
During Takeoff Roll
Section 3
100 SERIES
Engine Failure During Flight

Following an engine failure in flight, establish the best glide speed as soon as
possible. Feathering of the propeller should be accomplished at the discretion
of the pilot and is dependent upon individual circumstances. Selection of
maximum RPM will result in an increased gas generator windmilling speed,
for emergency restarts without the use of the starter. Feathering the propeller,
on the other hand, will provide the maximum glide distance.
Emergency
When established in a proper glide toward a suitable landing zone, an effort

should be made to identify what caused the loss of engine power.
A complete engine failure may be identified by abnormal engine
temperature and excessive vibration or mechanical noise, accompanied by
the loss of engine power.
An engine flameout can be identified by a drop in ITT, Torque, and %Ng.
An engine rollback (a malfunction in the fuel control unit governing section,
causing the Ng to rollback to minimum idle: 48-53%) may have similar
symptoms as a flameout, but a rollback can be corrected by using the
Emergency Power Lever to bypass the fuel control unit.
CAUT I O N: Do not attempt to restart an engine which is known to have
completely failed.
Flameout During Flight

A flameout may be the result of the engine running out of fuel, heavy rain
conditions, or unstable engine operation. Unstable engine operation, such as
a compressor surge, may be identified by an audible popping noise just prior
to flameout. Once the fuel supply has been restored to the engine, ignition is
provided, or the cause of unstable engine operation is eliminated, the engine
may be successfully restarted.
The best method for restarting the engine in flight is to initiate the relight
procedure immediately after flameout occurs.
Restarts should only be initiated if the pilot is certain the flameout was not
the result of a malfunction which could cause a hazard after relight.
Regardless of airspeed and altitude, it is possible for the engine to be
restarted by merely turning on the ignition switch. In an emergency,
turn the ignition switch on immediately after flameout, provided the gas
generator speed remains above 52%. Under these circumstances, it is not
necessary to shut off fuel to the engine or feather the propeller. However,
the power lever should be retarded to the IDLE position.
WARNI NG : The pilot should determine the reason for power loss prior to
attempting an airstart.
If a flameout has occurred and the gas generator speed falls below 52%,
bring the fuel condition lever to the CUTOFF position prior to attempting an
airstart. Feathering of the propeller depends on individual circumstances and
should be accomplished at the discretion of the pilot. However, if the engine
oil pressure falls below 15 PSI, the propeller should be feathered.
3 -20
100 SERIES
Section 3
AIRSTART
CAUT I O N :
It takes approximately 15 seconds and 300 feet in altitude to
accomplish a starter assisted airstart (using the HI-START feature)
when established in a glide at 97 KIAS, with the propeller feathered.
When starting the engine, if a rise in Ng and ITT are not indicated
within 10 seconds, bring the fuel condition lever into the CUTOFF
position and abort the start. Refer to the Engine Failure During Flight
and Power Off Emergency Landing checklists.
Do not attempt a Not Starter Assisted Airstart with 0%Ng.
NO T E : The fuel condition lever may be briefly moved to the CUTOFF
position and then returned to LOW IDLE if over-temperature conditions
occur. This momentarily interrupts the fuel flow to the engine combustion
chamber.
SMOKE AND FIRE

In the event of fire or smoke in the cabin, the following information will be of
assistance in dealing with the emergency as quickly and safely as possible.
The preflight checklist in Section 4 of this manual is provided as an aid to
the pilot in detecting conditions which could possibly lead to an aircraft fire.
Fires require a combustible material, oxygen and a source of ignition. Close
attention should be given during the preflight inspection to locate potential fire
hazards, especially in the engine compartment and underside of the wing and
fuselage. Leaks in the fuel or oil systems can lead to a ground or in-flight fire.
WARNIN G: Do not attempt to fly the aircraft with known fuel or oil leaks.
The presence of fuel or unusual oil stains may be an indication of system
leaks and should be remedied prior to flight.
3 - 21
Emergency
If an airstart is to be attempted, the checklist procedures should be followed.

The Starter Assisted procedure is the preferred method since it results in
cooler starting temperatures. Successful starter assisted airstarts may be
accomplished at all normal operating airspeeds, and up to an altitude of
16,000 feet. If the engine starter is inoperative, follow the Not Starter Assisted
Airstart checklist.
Section 3
100 SERIES
Engine Fire
Engine fires may be caused by a malfunction with the fuel control unit or
improper starting techniques. Improper procedures such as starting with the
emergency power lever out of its NORMAL position, or providing fuel to the
engine when the gas generator speed is below 14% RPM, will tend to cause
a hot start which may result in an engine fire. In the event of an engine fire,
refer to the Engine Fire During Start checklist.
If an aircraft fire is discovered while on the ground or on takeoff (prior to
committing to flight), the aircraft should be stopped as soon as possible and
evacuated.
Emergency
Engine fires originating in flight must be controlled as quickly as possible in

order to prevent major structural damage. Immediately shut off all fuel to the
engine and shut it down. An engine restart should not be attempted following
an engine fire.
Fire or Smoke in Cabin

Fire or smoke in the cabin should be controlled by identifying the faulty
system and shutting it down. If oxygen masks are available, turn on the
oxygen system prior to shutting down the electrical system. This will open the
valve at the oxygen bottle and allow oxygen to flow to the masks even with
the electrical power turned off. Once the electrical system is turned off, the
oxygen masks may then be put on.
Cabin smoke may be cleared by opening the cabin ventilation controls. If the
smoke is dense, the door may be slightly opened and/or a storm window may
be opened to draw out the smoke. If the fire gains intensity after opening the
door, it should be closed immediately. Use the cabin fire extinguishers as
necessary to extinguish the cabin fire. If either the forward or aft cabin fire
extinguishers have been activated, ventilate the cabin prior to activating the
other extinguisher(s), to prevent excessive build-up of toxic residue from the
extinguishing agent.
The first indication of an electrical fire is often the smell of burning wire
insulation. Following the Electrical Fire In Flight checklist should eliminate the
electrical fire.
WARNI NG : In the event of smoke or fire, prepare to land the aircraft
without delay, while completing fire suppression and/or smoke evacuation
procedures. If it cannot be visually verified that the fire has been
completely extinguished, whether the smoke has cleared or not, land
immediately at the nearest suitable airfield or landing site.
3 -22
100 SERIES
Section 3
LANDING EMERGENCIES
Forced Landings
If all attempts to restart the engine fail and a forced landing is imminent,
choose a suitable landing area and prepare for the landing as outlined in the
Engine-Out Emergency Landing checklist.
NO T E : The overhead fuel selector valve handles control the fuel shutoff
valves at the outlets of the fuel tanks. To minimize fire hazards, these
selectors should be turned OFF during the final stages of an off airport
approach to landing. With the fuel selectors turned OFF, there will be
sufficient fuel in the reservoir tank for approximately 3 minutes of maximum
continuous power, or approximately 9 minutes of operation at idle power.
WARNIN G: If the precautionary landing is aborted, return the fuel tank
selectors to the ON position while initiating the Go-Around.
Ditching
For ditching (performing an emergency water landing), if possible, secure
or jettison heavy objects located in the cabin or baggage areas and collect
folded coats, or other padded objects, for face protection at touchdown.
Transmit a Mayday message on 121.5 MHz providing the location and
intentions and Squawk 7700. At night, avoid flaring the aircraft because of
possible difficulty in judging the aircrafts height above water surfaces.
Jammed or Disconnected Rudder

The airplane can be safely controlled to a landing by using ailerons to turn
the airplane. If possible, avoid crosswinds and select a wide runway to
compensate for any drift with crosswind. Ground control after landing can be
maintained using differential braking.
Jammed or Disconnected Ailerons

The airplane can be safely controlled to a landing by using the rudder to
turn the airplane. Maximum flap deflection of 20 is recommended for better
responsiveness. If possible, limit the maximum bank angle to 15 and avoid
crosswinds. Select a wide runway to compensate for any drift with crosswind.
Loss of Elevator Control

Use engine power and elevator trim to produce a long shallow approach, at
approximately 300 feet per minute descent, with 20 of flaps and 85 KIAS.
Control the glide path by adjusting the engine power, and use small trim
adjustments to control airspeed.
The landing flare can be accomplished with a gentle reduction of power,
accompanied by nose-up trim. With forward C.G. loadings, it may be
necessary to increase the power slightly in the final portion of the flare to bring
the nose up and prevent a nose-first landing. Following touchdown, move the
power lever to IDLE.
3 -23
Emergency
Prior to executing an off airport landing with engine power available, fly
over the landing area at a safe but low altitude and inspect the terrain for
obstructions and undesirable surface conditions. Proceed as outlined in the
Powered Precautionary Landing checklist.
Section 3
100 SERIES
ENGINE SYSTEM EMERGENCIES

Loss of Engine Oil Pressure
Emergency
The OIL PRESS LOW annunciation will display on the PFD when the oil
pressure falls below 45 PSI. Complete loss of engine oil pressure will read
out on the oil pressure indicator and the pilot should be aware of the following:
Complete loss of oil pressure will eventually result in the loss of propeller
control, since the propeller springs and centrifugal counterweights will drive
the propeller into the feathered position.
Complete loss of oil pressure will eventually cause the engine to seize.
Therefore, it is not recommended for the pilot to continue to operate the
engine following a complete loss of oil pressure.
Engine and propeller operation should be monitored closely for indications
of the onset of propeller feathering and engine seizure. The Engine Failure
checklist should be completed as soon as possible.
Operating the engine at the minimum power required to sustain flight will
normally prolong the time until loss of engine and propeller thrust.
Operating the engine with the oil pressure indicating in the yellow range is
not considered to be critical, but is a definite cause for concern and should
be tolerated only for the purpose of completing the immediate flight. Do not
attempt a takeoff with the oil pressure indicating in the yellow range.
Fuel Control Unit Malfunctions
A malfunction in the pneumatic or governing section of the fuel control unit

may cause the engine power to decrease to a low idle condition. Fuel
control unit pneumatic or governing malfunctions can be identified by: an ITT
indication in the idle range of 500 to 600C, an Ng indication of approximately
48-52% (this figure increases with altitude), and the engine not responding
to power lever input. If it is determined this type of malfunction has occurred,
the emergency power lever (fuel control unit manual override) should be used
to restore power to the engine. To use the fuel control unit manual override
system, place the engine power lever in the IDLE position and slowly move
the emergency power lever forward of its IDLE gate and advance as desired.
Any time the emergency power lever is moved forward of its NORMAL
position, EMER PWR LVR will be annunciated.
CAUT I O N: When using the fuel control manual override system, engine
acceleration may be more rapid than when using the engine power lever.
Additional caution should be exercised to avoid exceeding the engine
operating limitations.
obtainable.
NO T E : When using the emergency power lever, closely monitor the gas
generator RPM when reducing power to idle. Keep the Ng from decreasing
below 65% in flight.
3 -24
100 SERIES
Section 3
Engine Inlet Bypass Failure

The INLET NOT BP annunciation will display on the PFD when the Engine
Inlet Bypass fails to reach the BYPASS position. If this annunciation appears,
move the Engine Inlet Override switch to BYPASS. The override actuator
will force the system to BYPASS and the INLET NOT BP annunciation will
disappear and ENG INLET BP annunciation will appear. In the unlikely
event that both actuators fail to move the Engine Inlet to BYPASS, exit icing
conditions IMMEDIATELY.
The INLET NOT NRM annunciation will display on the PFD when the Engine
Inlet does not reach the NORMAL position within 18 seconds after being
switched to NORMAL from BYPASS mode. If this occurs, move the Engine
Inlet back to the BYPASS position, using the Engine Inlet Override switch, if
necessary, and inspect the system after landing.
Engine Inlet Switch Fault

In the event that INLET SW FAULT annunciation is displayed in flight, the
pilot must verify that the Inertial Separator is operating properly, or take
corrective action. The table below lists two scenarios that could lead to
INLET SW FAULT annunciation, along with corrective action.
In-Flight
Corrective Action
Scenario
Diagnosis
1. Primary ENG INLET

switch in BYPASS
position.
2. ENG INLET BP and
INLET SW FAULT CAS
messages shown.
None. Engine inlet is in the

BYPASS position (as indicated by
ENG INLET BP annunciation).
Either one BYPASS

position sensor has failed
in the OFF position, or
the NORMAL position
sensor is stuck (failed) in
the ON position.
1. Primary ENG INLET

switch in NORMAL
position.
2. Only INLET SW FAULT
CAS message shown.
1. Move Primary ENG INLET switch

to BYPASS position.
2. Verify INLET SW FAULT CAS
message is no longer shown and
ENG INLET BP is now shown.
3. Engine inlet is now in the
BYPASS position.
One BYPASS position

sensor is stuck (failed) in
the ON position.
Table 3-1 Engine Inlet Miscompare Troubleshooting Table
3 -25
Emergency
Engine Inlet Does Not Return to Normal
Section 3
100 SERIES
FUEL SYSTEM MALFUNCTIONS

Fuel Flow Interruption
Fuel flows by gravity from the wing tanks, through the fuel tank shutoff/
selector valves at the inboard portion of each wing tank, to the reservoir
located under the center cabin floorboard. Once the engine is started, the
main ejector pump (located inside the fuel reservoir) provides fuel flow to the
engine-driven fuel pump, at pressures ranging from approximately 4.5 PSI at
idle to 18 PSI at maximum power.
Emergency
If the main ejector pump should fail, a pressure switch located near the
reservoir tank will cause the FUEL PRESS LOW annunciation to display
on the PFD and will automatically turn on the auxiliary fuel pump (if the
switch is placed in the STBY position) anytime the fuel pressure falls below
approximately 4.5 PSI.
The red RESERVOIR FUEL annunciation will illuminate anytime the fuel level
in the reservoir falls below approximately 1/2 full. If this should occur, the pilot
should immediately verify both fuel selectors are in the ON position and turn
both the ignition switch and auxiliary fuel pump ON.
WARNI NG : Once the RESERVOIR FUEL annunciation illuminates, there
will only be about 3 minutes of fuel available in the reservoir, for engine
operation at maximum continuous power.
If the fuel selector valves have been left in the OFF position, returning
them to the ON position will quickly fill the reservoir and thus extinguish the
RESERVOIR FUEL annunciation. Once the cause of the problem has been
corrected, the ignition switch may be turned OFF and auxiliary fuel pump
switch may be returned to its STBY position.
NO T E : Another possible cause of the RESERVOIR FUEL annunciation
being shown is an air bubble being trapped in the reservoir. To help clear
out fuel from the vent lines and eliminate the air bubble in the reservoir,
attempt a steady heading sideslip for 10 seconds in each direction.
A fuel selectors off warning system is provided to warn the pilot if both fuel
selectors are placed in the OFF position. Included in the G1000 warning
system is a red annunciation labeled FUEL OFF, and a warning chime. In
addition, a red LED warning light located near the pilots PFD will illuminate.
The LED warning light is labeled:
WARNING!
WHEN ILLUMINATED
BOTH FUEL SELECTOR VALVES ARE OFF
3 -26
100 SERIES
Section 3
ELECTRICAL POWER SUPPLY MALFUNCTIONS

For increased redundancy, the electrical system includes two 24 volt batteries,
a starter/generator and an alternator, all of which may provide electrical power
to the master control unit. If one or more of the power sources should fail,
the remaining operational power source(s) is capable of providing sufficient
electrical power for most situations. If the VOLTAGE LOW annunciation
should appear on the PFD, the EICAS page should be cross referenced
to determine bus voltages. If there is an actual system malfunction,
nonessential electrical equipment on the malfunctioned bus should be turned
off and a landing should be made at the nearest airport to determine the
cause of the problem before further flight.
3-5 INADVERTENT FLIGHT INTO ICING CONDITIONS

Flight into known icing conditions is prohibited unless the aircraft is equipped
with the complete flight into known icing equipment package and all
of the equipment is operative. However, during flights into Instrument
Meteorological Conditions (IMC), icing conditions may be encountered
inadvertently, and action should be taken to exit those conditions as soon as
possible. Initiation of a climb is usually the best action to take for avoiding
icing. Course reversal and accomplishing a descent into known warmer
air are viable alternatives. If ice remains on the leading edges of the flight
surfaces after an inadvertent icing encounter, a flaps-up landing should be
performed. This will reduce the chance of tail stall.
ICE FORMATION DETERMINATION

Typically, ice will accumulate more efficiently on a leading edge with a small
radius than on a leading edge with a large radius. With relatively small
leading edge radii, the wing strut and flap tracks are good locations to monitor
for ice build-up, but may not be as visible to the pilot as the wing leading
edges. It is recommended to monitor for ice build-up in the following areas:
1. Wing Leading Edge
2. Wing Struts
3. Leading Edge of Flap Tracks (unprotected surface)
4. Lower Portion of Windshield
3 -27
Emergency
Loss of Electrical Power
Section 3
100 SERIES
3-6 SPINS
WARNI NG : This airplane is certified in the normal category and
intentional spinning of the aircraft is prohibited.
Should a spin be entered inadvertently, the following recovery technique
should be used.
1. Bring the power lever to the IDLE position.
2. Place the ailerons in the NEUTRAL position.
3. Apply and HOLD full rudder, opposite to the direction of rotation.
Emergency
4. Immediately after the rudder reaches its stop, move the control wheel
briskly forward, far enough to break the stall. (Full down elevator may be
required to break the stall in an aft C.G. loading.)
5. Hold these control inputs until the rotation completely stops.
6. As the rotation stops, return the rudder to neutral and make a smooth
recovery from the resulting dive. If the flaps were extended as the spin was
entered, retract the flaps to prevent a flap overspeed condition.
3 -28
100 SERIES
Section 3A
ABNORMAL PROCEDURES
SECTION 3A
ABNORMAL PROCEDURES
CONTENTS....................................................................................................... PAGE
GENERAL........................................................................................................... 3A-3
ABNORMAL PROCEDURES CHECKLIST........................................................ 3A-3
ABNORMAL ENGINE PROCEDURES.............................................................3A-3
ELECTRICAL POWER SUPPLY SYSTEM MALFUNCTIONS....................... 3A-4A
TRIM SYSTEM MALFUNCTIONS.....................................................................3A-6
FLAP SYSTEM MALFUNCTIONS....................................................................3A-7
ABNORMAL NAVIGATION SYSTEM FAILURES..............................................3A-8
ABNORMAL LANDING PROCEDURES.........................................................3A-11
ENVIRONMENTAL SYSTEM FAILURES........................................................3A-11
INADVERTENT OPENING OF DOORS IN FLIGHT.......................................3A-12
AMPLIFIED ABNORMAL PROCEDURES....................................................... 3A-12
ABNORMAL NAVIGATION SYSTEM FAILURES............................................ 3A-13
ATTITUDE HEADING REFERENCE SYSTEM (AHRS) FAILURES...............3A-13
SINGLE AHRS FAILURE................................................................................3A-13
AIR DATA COMPUTER (ADC) SYSTEM FAILURES......................................3A-15
GPS/NAV COMPUTER SYSTEM FAILURES.................................................3A-17
PRIMARY FLIGHT DISPLAY (PFD) FAILURE................................................3A-21
#1 PFD FAILURE............................................................................................3A-21
MULTI FUNCTION DISPLAY (MFD) FAILURE............................................3A-23
INADVERTENT OPENING OF A DOOR IN FLIGHT........................................ 3A-23
3 A -1
Abnormal
Table of Contents
Section 3A
ABNORMAL PROCEDURES
100 SERIES
Abnormal
3A-2
Section 3A
ABNORMAL PROCEDURES
100 SERIES
3A-1 GENERAL
This section of the Pilots Operating Handbook describes the recommended
procedures for managing various types of abnormal procedures or
malfunctions that may occur. Performing proper preflight inspections and
maintenance procedures will help prevent abnormal airplane or powerplant
malfunctions. However, if an abnormal malfunction should take place, the
basic procedures outlined in this section should be considered and applied,
as required, to remedy the problem.
3A-2 ABNORMAL PROCEDURES CHECKLIST

The following checklist is provided for abnormal procedures with the airplane
or powerplant system. The list provides a challenge or item of issue on the
left hand and the proper response or condition for each item on the right.
ABNORMAL ENGINE PROCEDURES

Abnormal
ITT
(ITT annunciation shown on PFD)
1. Power Lever: REDUCE POWER to within limits and carefully monitor
engine gages for abnormal oil pressure, oil temperature or power
indications.
2. If engine gages are normal, proceed to destination and determine if an
engine inspection is required prior to next flight.
3. If engine gages suggest imminent engine failure, proceed in accordance
NG Overspeed
indications.
2. Proceed to destination and determine if an engine inspection is required
prior to next flight.
NP Overspeed
1. Propeller Lever ................................................... REDUCE Np to within limits
(If propeller RPM continues to overspeed, reduce power to minimum
possible.)
2. Airspeed..............................................................Reduce to 100 KIAS or less
3. Aircraft .......................................................... Land at nearest suitable airfield
If possible, always retain glide capability to the selected landing airfield in
case of total propeller failure. In the event of heavy vibration or uncontrolled
propeller speed runaway, be prepared to shut down engine.
3A-3
Section 3A
ABNORMAL PROCEDURES
100 SERIES
Torque
indications.
2. If engine gages are normal, proceed to destination and determine if an
engine inspection is required prior to next flight.
3. If engine gages suggest imminent engine failure, proceed in accordance
Dry Motoring Run / Engine Clearing
Abnormal
The following procedure should be used any time it is necessary to remove

internally trapped fuel and vapors, or if there is sign of an engine fire. The dry
motoring run is accomplished to pass fresh air through the engine to purge
any fuel, vapors, or fire from the combustion section, gas generator turbine,
power turbine and exhaust system.
2. Ignition Switch..........................................................................................OFF
3. Master Switch.............................................................................................ON
4. Auxiliary Fuel Pump
If fire is suspected..............................................................................OFF
If no fire, for pump lubrication...............................................................ON
5. Starter Switch............................................................................... LO MOTOR
CAUT I O N: Do not exceed the starter limitations set forth in Section 2
of this manual.
CAUT I O N: Should a fire persist, as indicated by sustained high ITT,
close the firewall fuel shutoff valve and continue motoring the engine.
8. Firewall Fuel Shutoff.......................................................................FUEL OFF
Allow the required cooling period for the starter to pass prior to attempting any
further starter operation.
3A- 4
100 SERIES
Section 3A
ABNORMAL PROCEDURES
ELECTRICAL POWER SUPPLY SYSTEM MALFUNCTIONS

GEN FAIL annunciation shown on PFD:
1. Generator Switch.......................................................................... CHECK ON
2. Engine Gauges................................................. CHECK GENERATOR AMPS
Check GEN AMPS to determine if Generator is offline
3. Generator Switch.......................................................................OFF, then ON
4. If Generator is determined to be offline................... CONTINUE CHECKLIST
7. #1 PFD Display Backup Button...........................................................PRESS
a. (Reversionary Mode)
8. Set the following switch positions:
a. Ignition...........................................................................................OFF
i. 5 Min total time available if conditions require it.
b. Aux Fuel Pump............................................................................STBY
c. Beacon..........................................................................................OFF
d. Strobe Lights...................................................................................ON
e. Nav Lights.......................................................................................ON
f. Landing Lights................................................................................OFF
i. 2 Min total time available for landing.
g. Taxi Lights.....................................................................................OFF
h. Cabin Lights..................................................................................OFF
i. Pitot Heat Right..............................................................................OFF
j. ICE PROTECTION:
i. Surface/Prop.............................................................................OFF
ii. Windshield................................................................................OFF
k. If Flying in Icing Conditions:
i. Backup Pump.............................................................................ON
ii. If ENG INLET is not already in Bypass use................. OVERRIDE
9. Pull the following Circuit Breakers:
a. Row 2 : CB 18 (Door Seals)
b. Row 4 (No. 2 Avionics): CB 32 (MFD),CB 36 (NO. 2 COMM), CB 37
(NO. 2 AUDIO)
c. Row 5 (No. 2 Avionics/Flight): CB 41 (GDL), CB 42 (TAS), CB 43
(Stormscope), CB 44 (WX RADAR)
10. Pull Circuit Breakers or turn off any additional equipment that is not
required for safe emergency operation.
3A- 4a
Abnormal
Generator Failure: GFC 700
Section 3A
ABNORMAL PROCEDURES
100 SERIES
Generator Failure: S-TEC 55X Autopilot
Abnormal
GEN FAIL annunciation shown on PFD:

1. Generator Switch.......................................................................... CHECK ON
2. Engine Gauges................................................. CHECK GENERATOR AMPS
Check GEN AMPS to determine if Generator is offline
3. Generator Switch.......................................................................OFF, then ON
4. If Generator is determined to be offline................... CONTINUE CHECKLIST
7. #1 PFD Display Backup Button...........................................................PRESS
8. Set the following switch positions:
a. Ignition...........................................................................................OFF
i. 5 Min total time available if conditions require it.
b. Aux Fuel Pump............................................................................STBY
c. Beacon..........................................................................................OFF
d. Strobe Lights...................................................................................ON
e. Nav Lights.......................................................................................ON
f. Landing Lights................................................................................OFF
i. 2 Min total time available for landing.
g. Taxi Lights.....................................................................................OFF
h. Cabin Lights..................................................................................OFF
i. Pitot Heat Right..............................................................................OFF
j. ICE PROTECTION:
i. Surface/Prop.............................................................................OFF
ii. Windshield................................................................................OFF
k. If Flying in Icing Conditions:
i. Backup Pump.............................................................................ON
ii. If ENG INLET is not already in Bypass use................. OVERRIDE
9. Pull the following Circuit Breakers:
a. Row 2 : CB 18 (Door Seals)
b. Row 4 (No. 2 Avionics): CB 31 (NO 2 PFD), CB 32 (MFD), CB 33 (NO
2ADC), CB 35 (NO 2 GPS/NAV), CB 36 (NO. 2 COMM), CB 37 (NO. 2
AUDIO), CB 38 (ELT)
c. Row 5 (No. 2 Avionics/Flight): CB 41 (GDL), CB 42 (TAS), CB 43
(Stormscope), CB 44 (WX RADAR)
10. Pull Circuit Breakers or turn off any additional equipment that is not
required for safe emergency operation.
3A- 4b
100 SERIES
Section 3A
ABNORMAL PROCEDURES
Alternator Failure
ALTERNATR FL annunciation shown on PFD:
1. Alternator Switch.......................................................................... CHECK ON
2. Engine Gauges................................................................. CHECK ALT AMPS
Check ALT AMPS to determine if the alternator is offline
3. Alternator Switch.................................................................... OFF, THEN ON
4. If Alternator is determined to be offline
Alternator Switch..............................................................................OFF
Generator Load........................... REDUCE TO LESS THAN 300 AMPS
5. Flight................ CONTINUE with caution and discretion to destination airport
Abnormal
NO T E : The generator will carry the entire electrical load with the
alternator offline.
3A- 4c
Section 3A
ABNORMAL PROCEDURES
100 SERIES
Simultaneous Failure of Generator and Alternator
Abnormal
(GEN FAIL and ALTERNATR FAIL annunciations shown on PFD)

1. Generator and Alternator Switches............................................ CHECK ON
2. Engine Gauges................................................CHECK GEN and ALT AMPS
Check GEN and ALT Amps to determine if they are offline
3. AUX BUS Switch....................................................................................OFF
4. Generator Switch and Alternator Switch............................... OFF, THEN ON
5. If Gen and ALT is determined to be offline:
Generator Switch..............................................................................OFF
Alternator Switch..............................................................................OFF
6. Electrical Load.............................................................. REDUCE as follows:
AVN BUS Switch...............................................................................OFF
#1 PFD Display Backup Button...................................................PRESS
Aux Fuel Pump...............................................................................STBY
Flashing Beacon...............................................................................OFF
Strobe Lights.................................................................. AS REQUIRED
Navigation Lights............................................................ AS REQUIRED
Landing Lights........ OFF (2-1/2 minutes total time available for landing)
Taxi Lights.........................................................................................OFF
Cabin Lights......................................................................................OFF
Ice Protection Equipment....................................AS REQUIRED Below:
a. Right Pitot Heat.............................................................................OFF
b. Surface/Prop.................................................................................OFF
c. Left Pitot Heat.............................................................. AS REQUIRED
d. Backup Pump.............................................................. AS REQUIRED
e. Ice Detection Light......AS REQUIRED (5 minutes total time available)
f. Engine Inlet.................................................................. AS REQUIRED
7. Flight................................. EXIT IMC and LAND AS SOON AS PRACTICAL
NO T E : Batteries will power essential equipment for a minimum of 30
minutes. PFD will fall off line at approximately 15 volts. Electric Elevator
Trim will be disabled with the AVN BUS switch OFF (use manual elevator
trim wheel).
3A- 4d
100 SERIES
Section 3A
ABNORMAL PROCEDURES
Abnormal
3A-5
Section 3A
ABNORMAL PROCEDURES
100 SERIES
TRIM SYSTEM MALFUNCTIONS

Elevator Trim Failure
(Elevator trim fails to operate when commanded)
1. Manual Trim Wheel.............................................................................UTILIZE
If the manual trim wheel also fails to operate:
2. Airspeed....... ADJUST as required to obtain acceptable control wheel forces
(If a push is required, reduce airspeed to alleviate the force; if a pull is
required, increase airspeed to alleviate the force.)
3. Flaps............. ADJUST as required to obtain acceptable control wheel forces
(If a push is required, retract the flaps to alleviate the force; if a pull is
required, extend the flaps to alleviate the force.)
4. Flight...........................................................LAND AS SOON AS PRACTICAL
Rudder Trim Failure

Abnormal
(Rudder trim fails to operate when commanded)

1. Airspeed................... ADJUST as required to obtain acceptable pedal forces
It is acceptable to fly the airplane in an uncoordinated condition for a limited
amount of time (depending on fuel level). If the FUEL LOW caution light
appears, return the airplane to coordinated flight.
Aileron Trim Failure

(Aileron trim fails to operate when commanded)
1. Fuel Selector Valve....... ADJUST the appropriate valve to balance fuel levels
3A- 6
100 SERIES
Section 3A
ABNORMAL PROCEDURES
FLAP SYSTEM MALFUNCTIONS

Flaps Fail to Extend or Retract
( FLAP FAIL annunciation shown on PFD)
1. FLAP Circuit Breaker......................................................................CHECK IN
2. If Circuit Breaker Is IN......................................MOVE THE FLAP LEVER TO
ITS PREVIOUS POSITION
If the flaps move to their previous position:
3. Flight...................................... CONTINUE USING NORMAL PROCEDURES
If the flaps do not move to their previous position:
4. FLAP Circuit Breaker................................CYCLE (Wait 30 seconds between
pulling CB and resetting)
If the flaps still fail to move:

6. Airspeed ........................................... APPROPRIATE FOR FLAP POSITION
Flap indication Failure or Misleading Flap Indication

( FLAP FAIL annunciation shown on PFD and/or red X through flap
indication)
1. FLAP IND Circuit Breaker...............................................................CHECK IN
2. If Circuit Breaker Is IN....................................... CYCLE CIRCUIT BREAKER
3. If Circuit Breaker Pops Back Out.......................................... DO NOT RESET
4. Flap Position..................................................................... VERIFY VISUALLY
5. Airspeed............................................ APPROPRIATE FOR FLAP POSITION
Flap Overspeed
1. AIRSPEED.......... REDUCE TO BELOW CURRENT FLAP POSITION LIMIT
2. VISUALLY CHECK FLAPS AND FLAP TRACKS FOR NORMAL
CONDITION.
3. If flap system is normal, position the flaps as desired and continue flight.
4. If flap system appears damaged, leave the flaps in their current position,
maintain airspeed below the limit for the current position and land at the
nearest suitable airport for repairs.
3 A -7
Abnormal
If the flaps then function properly:

5. Flight...................................... CONTINUE USING NORMAL PROCEDURES
Section 3A
ABNORMAL PROCEDURES
100 SERIES
ABNORMAL NAVIGATION SYSTEM FAILURES

Attitude Heading Reference System (AHRS) Failures
Single AHRS Failure
1. BOTH ON AHRS 1 or AHRS 2.................. VERIFY ANNUNCIATED ON PFD
2. In-Flight Corrective Action.....................................................NONE NEEDED
Dual AHRS Failure (Red X Heading and Attitude Indications)

1. AHRS Circuit Breakers...................................................................CHECK IN
2. If Open................................................. RESET (close) CIRCUIT BREAKERS
3. If Circuit Breakers Open Again............................................. DO NOT RESET
4. Standby Attitude Indicator....................................USE for attitude information
5. Magnetic Compass.............................................USE for heading information
Air Data Computer (ADC) System Failures

Abnormal
Single ADC Failure

1. BOTH ON ADC 1 or ADC 2....................... VERIFY ANNUNCIATED ON PFD
2. In-Flight Corrective Action.....................................................NONE NEEDED
Dual ADC Failure (Red X All Air Data Indications)

1. ADC Circuit Breakers.....................................................................CHECK IN
4. Standby Airspeed Indicator................................USE for airspeed information
5. Standby Altimeter................................................ USE for altitude information
3A- 8
100 SERIES
Section 3A
ABNORMAL PROCEDURES
GPS/NAV Computer System Failures

#1 GPS/NAV Failure
1. BOTH ON GPS 2....................................... VERIFY ANNUNCIATED ON PFD
2. TAWS FAIL................................................ VERIFY ANNUNCIATED ON PFD
3. In-Flight Corrective Action.........................MAINTAIN VISUAL SEPARATION
FROM TERRAIN
NO T E : TAWS fails because it relies on the #1 GPS for position
information.
#2 GPS/NAV Failure
1. BOTH ON GPS 1.....................................................ANNUNCIATED ON PFD
2. In Flight Corrective Action......................................................NONE NEEDED
Dual GPS/NAV Failure

Abnormal
Annunciations Shown:
NAV 1&2 RED X
COM 1&2 RED X
TAWS FAIL
HSI/GPS INTEG
XPDR FAIL
NO GPS POSITION
NO TRFC DATA
ALL ENGINE GAUGES and EIS RED X
CLOCK RED X
1. GPS/NAV Circuit Breakers.............................................................CHECK IN
4. COM 1.............................................................USE to transmit on 121.5 MHz
(automatically defaults to this frequency)
NO T E : Even though the COM 1 frequency box no longer displays a
frequency (red X shown), the radio will transmit on 121.5 MHz (Guard).
5. If VFR ..................................................................Maintain VFR to destination
6. If IFR........................................REQUEST ATC for vectors to VFR conditions
3A-9
Section 3A
ABNORMAL PROCEDURES
100 SERIES
Primary Flight Display (PFD) Failure

#1 PFD Failure
Annunciations Shown on MFD:
NAV 1 / COM 1 RED X
TAWS FAIL
HDG NO COMP
ROL NO COMP
PIT NO COMP
IAS NO COMP
ALT NO COMP
BOTH ON GPS 2
BOTH ON AHRS 2
BOTH ON ADC 2
Abnormal
1. #1 PFD Circuit Breaker...................................................................CHECK IN

2. If Open....................................................RESET (close) CIRCUIT BREAKER
3. If Circuit Breaker Opens Again............................................. DO NOT RESET
4. Multi Function Display.......................... VERIFY placed in reversionary mode
5. Multi Function Display...................................................Use flight instruments
6. Radio Transmissions........................ USE COM 2 for ALL TRANSMISSIONS
NO T E : The alerts box will display GMA 1 FAILURE (audio panel). This
failure message is due to the COM 1 automatically switching to 121.5 MHz,
and the GMA 1 not being able to communicate with the #1 PFD. If COM 1
is used, transmissions will be broadcast on 121.5 MHz.
7. Navigation...................................................................... USE NAV 2 and GPS
Multi-Function Display (MFD) Failure

MFD Failure
1. MFD Circuit Breaker.......................................................................CHECK IN
2. If Open...................................................RESET (Close) CIRCUIT BREAKER
3. If Circuit Breaker Opens Again............................................. DO NOT RESET
4. Primary Flight Display........................... VERIFY placed in reversionary mode
5. Primary Flight Display................................................ Use engine instruments
3 A -10
100 SERIES
Section 3A
ABNORMAL PROCEDURES
ABNORMAL LANDING PROCEDURES

Landing with a Flat Main Tire
1. Fuel Selectors...................Position valve on side opposite the flat tire to OFF
2. Airplane............................................... FLY as desired to lighten the fuel load
3. Seats/Seat belts/Shoulder Harnesses.............................................. SECURE
5. Approach.................................................................................... FULL FLAPS
6. Touchdown.................................................................INFLATED TIRE FIRST
Hold the airplane off the flat tire as long as possible using aileron and
rudder control.
7. Directional Control.......................................................................... MAINTAIN
Use rudder, nosewheel steering and brake on inflated tire.
1. Passengers and Baggage............. If possible, move aft (remain in CG limits)

2. Seats/Seat belts/Shoulder Harnesses.............................................. SECURE
4. Approach..................................................................... FULL FLAPS (Normal)
5. Touchdown.................................................................MAIN LANDING GEAR
Hold the nose wheel off the runway as long as possible during rollout.
6. Brakes...............................................................................Minimum Required
ENVIRONMENTAL SYSTEM FAILURES

Bleed Air Heat Malfunction
If Bleed Air Heat will not turn off:
1. Decrease the set temperature for the pilot section to MAX COOL on the
ECS Touch Screen Display
2. Cycle the Power button on the pilot section of the Touch Screen display.
3. If Bleed Air remains on, turn the AUX BUS switch off.
4. Open the Firewall Air Shutoff Valve (push in fully)
ECS Touch Screen Display Malfunction

1. AUX BUS Switch.............................................................Cycle OFF, then ON
2. ECS Touch Screen Display................................... VERIFY properly operating
3. If ECS Touch Screen does not operate properly after power cycle, turn AUX
BUS switch OFF.
3 A -11
Abnormal
Landing with a Flat Nose Tire
Section 3A
ABNORMAL PROCEDURES
100 SERIES
INADVERTENT OPENING OF DOORS IN FLIGHT

Right or Left Crew Door Open
1. Airspeed...................................................................... LESS THAN 120 KIAS
2. Door............................................... PULL CLOSED AND LATCH PROPERLY
NO T E : If the right crew door opens in flight and your aircraft is equipped
with autopilot, it may help to engage the autopilot before attempting to
close the door.
Aft Passenger/Cargo Door Open

1. Airspeed...................................................................... LESS THAN 108 KIAS
3. If practical and another crew member is available, have them close the
door.
4. If a door open landing is required, make a NORMAL approach and landing.
Abnormal
3A-3 AMPLIFIED ABNORMAL PROCEDURES

The following Amplified Abnormal Procedures elaborate upon information
contained in the Abnormal Procedures Checklist portion of this Section.
These amplified procedures provide information not readily adaptable to a
checklist format. Pilots should become familiar with the amplified procedures
to have a better understanding of why certain steps are performed in the
checklists and to assist in troubleshooting abnormal malfunctions with the
airplane.
3 A -12
100 SERIES
Section 3A
ABNORMAL PROCEDURES
3A-4 ABNORMAL NAVIGATION SYSTEM FAILURES

ATTITUDE HEADING REFERENCE SYSTEM (AHRS)
FAILURES
Single AHRS Failure
If a failure occurs in a single AHRS system, the other AHRS system will
automatically provide attitude and heading information to both displays if
the aircraft ground speed is greater than 30 Kts. If the aircraft ground speed
is less than 30 Kts, the G1000 system will not automatically revert to the
secondary source and will need to be switched manually. Check the AHRS
circuit breakers to ensure they are both in. If one is open, try resetting it
(push it in). If it pops back out, DO NOT reset it.
The following annunciations will display on the PFD:
ROL NO COMP Only one source for roll information, not able to compare to
second source.
PIT NO COMP Only one source for pitch information, not able to compare to
second source.
BOTH ON AHRS 2 (or 1) Both PFDs are receiving AHRS 2 (or 1) information.
HDG FAULT AHRS 1 (or 2) magnetometer fault has occurred.
Figure 3A-1 No. 1 AHRS Failure (No. 1 PFD Shown, with Optional SVS System On)
3 A -13
Abnormal
HDG NO COMP Only one source for heading information, not able to compare to
second source.
Section 3A
ABNORMAL PROCEDURES
100 SERIES
Dual AHRS Failure (Red X Heading and Attitude Indicators)

If both AHRS systems fail, check that both AHRS circuit breakers are pushed
in. If one or both are open, try resetting them (push in). If they pop back out
DO NOT reset them. Attitude and heading information will not be displayed
on the PFD; therefore, the standby attitude indicator and magnetic compass
will have to be referenced for attitude and heading information. The NAV
CDI will still function, and may be used for navigation. Utilize the MFD for
additional situational awareness.
The following annunciations will be shown on the PFD:
HDG NO COMP No source for heading information, not able to compare to
second source.
ROL NO COMP No source for roll information, not able to compare to second
source.
PIT NO COMP No source for pitch information, not able to compare to second
source.
Abnormal
BOTH ON AHRS 2 (or 1) Both PFDs were receiving AHRS 2 (or 1) information
when the other AHRS failed.
BOTH ON ADC2 Both PFDs were only receiving ADC 2 information when the
other AHRS failed.
HDG FAULT AHRS 1 (or 2) magnetometer fault has occurred.
Figure 3A-2 Dual AHRS Failure (No. 1 PFD Shown)
3 A -14
100 SERIES
Section 3A
ABNORMAL PROCEDURES
AIR DATA COMPUTER (ADC) SYSTEM FAILURES

Single ADC Failure
If a failure occurs in a single ADC system, the other ADC system will
automatically provide airspeed and altitude information to both displays if
the aircraft ground speed is greater than 30 Kts. If the aircraft ground speed
is less than 30 Kts, the G1000 system will not automatically revert to the
secondary source and will need to be switched manually. Check the ADC
circuit breakers to ensure they are both in. If one is open, try resetting it
(push in). If it pops back out, DO NOT reset it.
IAS NO COMP Only one source for airspeed information, not able to compare to
second source.
ALT NO COMP Only one source for altitude information, not able to compare to
second source.
BOTH ON ADC 2 (or 1) Both PFDs are only receiving ADC 2 (or 1) information.
Abnormal
AHRS1 TAS AHRS 1 is not receiving airspeed information.
Figure 3A-3 No. 1 ADC Failure (No. 1 PFD Shown, with Optional SVS System On)
3 A -15
Section 3A
ABNORMAL PROCEDURES
100 SERIES
Dual ADC Failure (Red X All Air Data Indications)

If both ADC systems fail, check that both ADC circuit breakers are pushed in.
If one or both are open, try resetting them (push in). If they pop back out DO
NOT reset them. Airspeed and altitude information will not be displayed on
the PFD; therefore, the standby airspeed indicator and standby altimeter will
have to be referenced for airspeed and altitude information. Utilize the MFD
for additional situational awareness.
second source.
second source.
BOTH ON ADC 2 (or 1) Both PFDs were only receiving ADC 2 (or 1) information
when the other ADC failed. (This annunciation is still shown even though both ADCs
are failed.)
Abnormal
AHRS 1&2 TAS AHRS 1 & 2 are not receiving airspeed information.
Figure 3A-4 Dual ADC Failure (No. 1 PFD Shown)
3 A -16
100 SERIES
Section 3A
ABNORMAL PROCEDURES
GPS/NAV COMPUTER SYSTEM FAILURES

#1 GPS/NAV Failure
If a failure occurs in the #1 GPS/NAV system (GIA), the other GPS/NAV
system will automatically provide GPS information to both displays. Check
the GPS/NAV circuit breakers to ensure they are both in. If one is open, try
resetting it (push in). If it pops back out, DO NOT reset it.
#1 NAV and #1 COM frequency information will not be displayed on any of
the flight displays. If COM #1 is used, all transmissions will be broadcast on
121.5 MHz. 121.5 MHz is automatically selected when a failure occurs in the
system. COM #2 and NAV #2 may be used as normal.
TAWS will also fail since it receives GPS position from the #1 GPS. Use
additional caution to maintain visual separation from terrain.
BOTH ON GPS 2 Both PFD units are receiving GPS data from the No. 2 GIA unit.
GMA 1 FAIL GMA 1 is inoperative. A communication failure with GMA 1 (Pilots
Audio Panel) has occurred. If COM 1 is selected on the pilots audio panel, the
pilots transmissions will be broadcast on 121.5 MHz.
BACKUP PATH XPDR 1 using backup data path. The transponder is using a
backup data path.
AHRS 2 GPS AHRS 2 not receiving backup GPS information.
WARNIN G: The following caution and warning annunciations will NOT be
able to be displayed if the #1 GPS/NAV computer has failed:
RESERVOIR FUEL
PITOT OFF L-R
FUEL LOW L-R
3 A -17
Abnormal
TAWS FAIL Terrain Avoidance Warning System has failed.
Section 3A
ABNORMAL PROCEDURES
100 SERIES
Abnormal
Figure 3A-5 No. 1 GPS/NAV Computer Failure
(No. 1 PFD Shown, with Optional SVS System On)
3 A -18
100 SERIES
Section 3A
ABNORMAL PROCEDURES
#2 GPS/NAV Failure
If a failure occurs in the #2 GPS/NAV system (GIA), the other GPS/NAV
system will automatically provide GPS information to both displays. Check
the GPS/NAV circuit breakers to ensure they are both in. If one is open, try
#2 NAV and #2 COM frequency information will not be displayed on any of
the flight displays. If COM #2 is used, all transmissions will be broadcast on
121.5 MHz. 121.5 MHz is automatically selected when a failure occurs in the
system. COM #1 and NAV #1 may be used as normal.
AHRS 1 GPS AHRS 1 not receiving backup GPS information.
Abnormal
TRAFFIC FAIL Traffic device has failed.
Figure 3A-6 No. 2 GPS/NAV Computer Failure (No. 1 PFD Shown)
3 A -19
Section 3A
ABNORMAL PROCEDURES
100 SERIES
Dual GPS/NAV Failure

If both GPS/NAV (GIA) systems fail, check that both GPS/NAV circuit
breakers are pushed in. If one or both are open, try resetting them (push in).
If they pop back out DO NOT reset them.
Navigation, Communication, Transponder, and Engine information will not
be displayed on any of the Garmin displays. No traffic or weather avoidance
information will be available either.
Even though the COM Frequency Boxes are marked with red Xs, with
COM 1 selected on the pilots audio panel, the pilots transmissions will
be broadcast on 121.5 MHz. It is recommended that if in VMC (Visual
Meteorological Conditions), the pilot should maintain VFR (Visual Flight
Rules). If in IMC (Instrument Meteorological Conditions), it is recommended
that the pilot request Air Traffic Control for vectors to VFR conditions.
Abnormal
BOTH ON GPS 1 Both PFD units were receiving GPS data from the No.1 GIA
unit when the 1st GPS/NAV failure occurred. GPS information is not being received
when both GPS/NAV systems fail.
Figure 3A-7 Dual GPS/NAV (GIA) Failure
3A-20
100 SERIES
Section 3A
ABNORMAL PROCEDURES
PRIMARY FLIGHT DISPLAY (PFD) FAILURE

#1 PFD Failure
If a failure occurs in the #1 Primary Flight Display (Pilots PFD) the MFD
will automatically enter Reversionary Mode and provide Flight, Navigation,
Communication, and Engine information on the display. Verify the MFD
automatically entered Reversionary Mode. If it did not enter Reversionary
Mode automatically, press the red button on the bottom of the left audio
panel.
Check the #1 PFD circuit breaker to ensure it is pushed in. If it is open, try
The COM 1 and NAV 1 Frequency Boxes are blanked out with red xs. If
a transmission is made on COM 1, it will be broadcast on 121.5 MHz.
COM 1 and NAV 1 may be used as normal though. Use NAV 2 or GPS for
navigation.
HDG NO COMP Only one source for heading information, not able to compare to
second source.
ROL NO COMP Only one source for roll information, not able to compare to
second source.
PIT NO COMP Only one source for pitch information, not able to compare to
second source.
second source.
second source.
BOTH ON AHRS 2 Both PFDs are receiving AHRS 2 information.
BOTH ON ADC 2 Both PFDs are only receiving ADC 2 information.
GMA 1 FAIL GMA 1 is inoperative. A communication failure with GMA 1 (Pilots
Audio Panel) has occurred. If COM 1 is selected on the pilots audio panel, the
pilots transmissions will be broadcast on 121.5 MHz.
3 A - 21
Abnormal

Section 3A
ABNORMAL PROCEDURES
100 SERIES
NO T E : The alerts box will display GMA 1 FAILURE (audio panel). This
failure message is due to the COM 1 automatically switching to 121.5
MHz, and the GMA 1 not being able to communicate with the #1 PFD. If
COM 1 is used, transmissions will be broadcast on 121.5 MHz. Although
GMA 1 FAILURE is annunciated, some functions of the #1 GMA will still be
operational.
Abnormal
Figure 3A-8 Primary Flight Display Failure (MFD Shown)
3A-22
100 SERIES
Section 3A
ABNORMAL PROCEDURES
MULTI FUNCTION DISPLAY (MFD) FAILURE

If a failure occurs in the Multi-Function Display (MFD) both PFD units will
automatically enter Reversionary Mode and provide Flight, Navigation,
Communication, and Engine information on the displays. Verify the PFD
units have automatically entered Reversionary Mode. If they did not enter
Reversionary Mode automatically, press the red button on the bottom of the
audio panels.
Abnormal
Check the MFD circuit breaker to ensure it is pushed in. If it is open, try
Figure 3A-9 Multi-Function Display Failure (PFD Shown)
3A-5 INADVERTENT OPENING OF A DOOR IN FLIGHT

If the aft passenger/cargo door should open in flight, slow the airplane to less
than the full flaps operating speed of 108 KIAS and lower the flaps to the fully
extended position. Lowering the flaps may bring the upper aft door near its
closed position, and with assistance, the door can then be properly latched
closed. If no assistance is available, land when practical, and close the door.
If one of the crew doors should open inadvertently in flight, the affected door
may simply be closed by properly latching it shut.
3A-23
Section 3A
ABNORMAL PROCEDURES
100 SERIES
Abnormal
3A -24
100 SERIES
Section 4
NORMAL PROCEDURES
SECTION 4
NORMAL PROCEDURES
CONTENTS....................................................................................................... PAGE
GENERAL..............................................................................................................4-3
AIRSPEEDS FOR NORMAL OPERATIONS.........................................................4-3
NORMAL PROCEDURES CHECKLIST................................................................4-4
PREFLIGHT INSPECTION.................................................................................4-4
BEFORE STARTING ENGINE............................................................................4-8
ENGINE STARTS................................................................................................4-9
TAXIING............................................................................................................ 4-11
BEFORE TAKEOFF.......................................................................................... 4-11
TAKEOFF..........................................................................................................4-12
ENROUTE CLIMB.............................................................................................4-13
CRUISE.............................................................................................................4-13
DESCENT.........................................................................................................4-13
BEFORE LANDING...........................................................................................4-14
LANDINGS........................................................................................................4-14
AFTER LANDING..............................................................................................4-15
ENGINE SHUTDOWN AND AIRPLANE SECURING........................................4-15
SYSTEMS CHECKS / PROCEDURE...............................................................4-16
OXYGEN SYSTEM...........................................................................................4-18
AIR CONDITIONING.........................................................................................4-19
AMPLIFIED NORMAL PROCEDURES...............................................................4-20
PREFLIGHT INSPECTION...............................................................................4-20
BEFORE STARTING ENGINE..........................................................................4-22
ENGINE STARTING..........................................................................................4-23
TAXIING............................................................................................................4-27
BEFORE TAKEOFF..........................................................................................4-28
TAKEOFF..........................................................................................................4-29
TAKEOFF POWER SETTINGS.........................................................................4-29
CLIMB................................................................................................................4-30
ENROUTE CLIMB.............................................................................................4-30
CRUISE.............................................................................................................4-31
LANDING...........................................................................................................4-32
AFTER SHUTDOWN.........................................................................................4-33
COLD WEATHER OPERATIONS........................................................................4-34
NOISE CHARACTERISTICS...............................................................................4-35
4 -1
Procedures
Table of Contents
Section 4
NORMAL PROCEDURES
100 SERIES
Procedures
4 -2
100 SERIES
Section 4
NORMAL PROCEDURES
4-1 GENERAL
This section of the Pilots Operating Handbook includes procedures for
conducting normal operations, laid out in checklist format. Normal procedures
related to optional systems can be found in Section 9 of this manual.
WARNIN G: There is no substitute for proper and thorough preflight
planning action, along with continual use of the information gathered
during the preflight planning process. Be thoroughly knowledgeable
of possible hazards and dangerous conditions, and be aware of the
capabilities and limitations of the airplane.
4-2 AIRSPEEDS FOR NORMAL OPERATIONS
Rotate:
Normal Takeoff Flaps 20.........................................................60-65 KIAS
Short Field Takeoff Flaps 20........................................................60 KIAS
Takeoff Flaps 10...........................................................................70 KIAS
Takeoff Flaps 0.............................................................................90 KIAS
Takeoff @ 50 Foot Obstacle:
Normal Climb-Out........................................................................85-95 KIAS
Short Field Takeoff Flaps 20 .......................................................73 KIAS
Takeoff Flaps 10...........................................................................90 KIAS
Takeoff Flaps 0........................................................................... 110 KIAS
Enroute Climb (Flaps Up):
Cruise Climb............................................................................ 110-120 KIAS
Vclimb.............................................................................................101 KIAS
Vy (S.L.)............................................................................................99 KIAS
Vy (10,000 FT)..................................................................................93 KIAS
Vy (20,000 FT)..................................................................................86 KIAS
Approach to Landing:
Normal Approach Flaps 35........................................................80-85 KIAS
Approach Flaps 20..................................................................80-85 KIAS
Approach Flaps 10..................................................................90-95 KIAS
Normal Approach Flaps 0...................................................100-105 KIAS
Short Field Approach Flaps 35 (VREF) .........................................74 KIAS
Maximum Recommended Turbulent Air Penetration Speed:
7255 Pounds..................................................................................142 KIAS
6750 Pounds..................................................................................137 KIAS
6000 Pounds..................................................................................129 KIAS
5000 Pounds.................................................................................. 118 KIAS
4-3
Procedures
The following speeds are based on a maximum weight of 7255 pounds for
takeoff and 6690 pounds for landing, and may be used for any weight less
than that. However, to achieve the specified performance calculations in
Section 5 for takeoff distance, climb performance, or landing distance, the
speed appropriate for that particular weight must be used.
Section 4
NORMAL PROCEDURES
100 SERIES
4-3 NORMAL PROCEDURES CHECKLIST

PREFLIGHT INSPECTION
Cabin
1. FAA Approved Flight Manual................................... ACCESSIBLE TO PILOT
2. Garmin G1000 Cockpit Reference Guide............ ACCESSIBLE TO PILOT
3. Control Lock.....................................................................................REMOVE
4. Parking Brake........................................................................................... SET
5. All Electrical Switches...............................................................................OFF
6. All Circuit Breakers ................................................................. IN (or collared)
7. Fuel Selector Valves..................... BOTH ON and CHECK AGAINST STOPS
9. Firewall Fuel Shutoff......................................................FUEL ON (pushed in)
10. Fire Extinguishers................................................................................CHECK
11. Master Switch.............................................................................................ON
12. Left Primary Flight Display............................................................ CHECK ON
14. Both Avionics Cooling Fans........................................... CHECK ON (audibly)
15. MFD............ CHECK SYSTEM ID and JEPPESEN DATABASE CURRENCY
16. Fuel Quantity (L & R)...........................................................................CHECK
Procedures
CAUT I O N: Visually verify the amount of fuel on board; Electric Fuel

Quantity Indicators provide advisory information only. Refer to Section 7 of
this manual for more detail.
17. The GEN FAIL Annunciator................................... CHECK SHOWN ON PFD
18. The FUEL PRESS LOW Annunciator.................... CHECK SHOWN ON PFD
19. The PITOT OFF L-R Annunciator.......................... CHECK SHOWN ON PFD
(Displays at 5C or less)
20. The ALTERNATR FL Annunciator......................... CHECK SHOWN ON PFD
21. The ENG INLET NORM Annunciator.................... CHECK SHOWN ON PFD
22. FUEL LOW L-R Annunciator..........................CHECK NOT SHOWN ON PFD
23. RESERVOIR FUEL Annunciator...................CHECK NOT SHOWN ON PFD
24. EMER PWR LVR Annunciator.......................CHECK NOT SHOWN ON PFD
25. Avionics Master Switch.............................................................................OFF
26. Standby Attitude Indicator Battery Test.......................................... PERFORM
28. Trim Controls.................................................................. SET FOR TAKEOFF
29. Engine Inlet Switch............................................................................ BYPASS
30. Pitot/Static and Stall Warning Heat ....................... ON 30 seconds, then OFF
(Ensure pitot/static covers are removed.)
31. Stall Warning Vane......... CHECK proper function and freedom of movement
32. Stall Warning Horn System Test (if equipped)..................... PRESS TO TEST
(Ensure audible warning horn sounds.)
33. Pitot/Static Tubes................................................................... CHECK for heat
4-4
Section 4
NORMAL PROCEDURES
100 SERIES
Left Side
1. Fuselage Floor Skin Drain Holes.........................................................CHECK
(Check for any sign of leaks in the aircraft sidewall or sub-floor.)
NO T E : This check is especially important if your aircraft is equipped with
an External Cargo Compartment.
2. Left Main Landing Gear.......................................................................CHECK
(Check for proper tire inflation and general condition of the landing gear and
brake system.)
3. Wing Tank Fuel Sump Valve................................ DRAIN and SAMPLE FUEL
4. Direct Reading Fuel Quantity Indicator.................. CHECK FUEL QUANTITY
5. Left Battery................... CHECK security and condition of battery and cables
WARNIN G: During cold weather operations, it is essential to remove

even small traces of frost, ice or snow from the wings and control
surfaces. Ensure the control surfaces do not contain internal ice or debris
accumulations. Prior to any flight into potential icing conditions, check the
pitot-static tubes for proper heating within 30 seconds of activating the
necessary switches.
1. Fuel Quantity.....................................................................CHECK VISUALLY
2. Fuel Filler Caps................................................................................ SECURE
3. Wing Tie Downs....................................................................... DISCONNECT
4. Left Pitot/Static Tube................................. CHECK for security and obstructions
5. Landing and Taxi Lights..................CHECK proper condition and cleanliness
6. Navigation and Strobe Lights.........CHECK proper condition and cleanliness
Left Wing Trailing Edge

1. Aileron and Trim Tab.............CHECK proper position, freedom of movement,
tab free-play, and condition
2. Static Wicks......................CHECK proper condition and security (1 required)
3. Fuel Tank Vent...........................................................CHECK for obstructions
4. Flap and Flap Tracks.......................................CHECK condition and security
Empennage
even small traces of frost, ice or snow from the tail and control surfaces.
Ensure the control surfaces do not contain internal ice or debris
accumulations.
1. Baggage and Cargo............................................................CHECK SECURE
2. Aft Fire Extinguisher...............................................CHECK for proper charge
3. Aft Door....................................................................CLOSED and LATCHED
4-5
Procedures
Left Wing Leading Edge
Section 4
NORMAL PROCEDURES
100 SERIES
Empennage (continued)
4. Tail Tie Down .......................................................................... DISCONNECT
(Ensure tail stand removed)
5. Horizontal Stabilizer........................ CHECK for proper security and condition
6. Vertical Stabilizer............................ CHECK for proper security and condition
7. Control Surfaces and Elevator Trim Tabs............................................CHECK
(Check proper condition, position for takeoff, security, tab free-play, and
freedom of movement.)
8. Static Wicks.......................................... CHECK proper condition (6 required)
9. Antennas...................................CHECK security of installation and condition
10. Aft Nav Light (if equipped) ............ CHECK proper condition and cleanliness
Right Wing Trailing Edge

1. Flap and Flap Tracks.......................................CHECK condition and security
2. Aileron...................................... CHECK freedom of movement and condition
3. Static Wicks......................CHECK proper condition and security (1 required)
4. Fuel Tank Vent...........................................................CHECK for obstructions
Procedures
WARNI NG : During cold weather operations, it is essential to remove

even small traces of frost, ice or snow from the wings and control
surfaces. Ensure the control surfaces do not contain internal ice or debris
accumulations. Prior to any flight into potential icing conditions, check the
pitot-static tubes for proper heating within 30 seconds of activating the
necessary switches.
Right Wing Leading Edge

1. Navigation and Strobe Lights.........CHECK proper condition and cleanliness
2. Landing and Taxi Lights..................CHECK proper condition and cleanliness
3. Pitot/Static Tube....................................CHECK for security and obstructions
4. Wing Tie Downs....................................................................... DISCONNECT
5. Fuel Quantity.....................................................................CHECK VISUALLY
6. Fuel Filler Caps................................................................................ SECURE
Right Side
1. Direct Reading Fuel Quantity Indicator............................ CHECK QUANTITY
2. Wing Tank Fuel Sump Valve................................ DRAIN and SAMPLE FUEL
3. Right Main Landing Gear.....................................................................CHECK
(Check for proper tire inflation and general condition of the landing gear and
brake systems.)
4. Fuselage Fuel Reservoir Sump Valves.................................................DRAIN
(Check for contamination or debris. Take further samples until all
contamination or debris is removed.)
NO T E : Dispose of fuel samples in a proper manner, as turbine fuel will
cause damage to asphalt surfaces.
5. Right Side Crew Door...............................................CLOSED and LATCHED
4-6
Section 4
NORMAL PROCEDURES
100 SERIES
Nose
1. Right Engine Cowling........ OPEN and CHECK SECURITY and CONDITION

2. Right Side of Engine......................... CHECK for leaks and general condition
3. Right Battery....................CHECK security and condition of battery and cables
4. Firewall Fuel Filter........CHECK BYPASS FLAG for proper position (FLUSH)
5. Firewall Fuel Filter............................................... DRAIN and SAMPLE FUEL
6. Right Engine Cowling................................................ CLOSED and SECURE
7. Lower Cowling Outlet Vents.............................CHECK for OBSTRUCTIONS
8. NACA Duct (Right)............................................CHECK for OBSTRUCTIONS
9. Nose Wheel Strut and Tire..................................................................CHECK
(Check for proper condition, strut extension, signs of damage and proper
inflation.)
10. Intake/Exhaust Cover and Propeller Anchor.....................................REMOVE
11. Exhaust Stubs...................................................CHECK for OBSTRUCTIONS
12. Engine Intake....................................................CHECK for OBSTRUCTIONS
13. Inertial Air Particle Separator...... CHECK OPEN (BYPASS) and NO DEBRIS
14. Propeller..............................................................................................CHECK
(Check blades for nicks, gouges, excessive erosion, security and cracks.
Inspect blades for lightning strike indicated by a darkened area near the
tips. Check the propeller for security, condition and signs of grease or oil
leaks.)
15. Propeller Spinner..........................................CHECK for security and condition
16. Oil Cooler Inlet..................................................CHECK for OBSTRUCTIONS
17. Left Engine Cowling........... OPEN and CHECK SECURITY and CONDITION
18. Oil Cooler.............................. CHECK condition, security and for obstructions
19. Engine Compartment........................ CHECK for leaks and general condition
20. Brake Fluid Reservoir......................................................CHECK proper level
21. Oil Dipstick/Filler Cap................................ CHECK oil level close and secure
(Fill to within 1-1/2 quarts of MAX HOT or MAX COLD as appropriate for
engine condition. Markings represent US quarts low if oil is hot - within 10
to 15 minutes from engine shutdown.)
WARNI N G: Ensure the oil dipstick / cap is latched down securely.
Operating the engine with the dipstick / cap unlatched will result in
excessive oil loss leading to eventual engine stoppage.
NO T E : In order to obtain an accurate oil level reading, it is necessary
to either check the oil within 10 to 15 minutes after engine shutdown
(referencing the max hot markings while the oil is still hot) or to reference
the max cold markings prior to the first flight of the day. If more than 10
minutes has elapsed since engine shutdown and the engine oil is still
warm, perform an engine motoring run for approximately 5 seconds before
checking the oil level while referencing the maximum hot markings.
4 -7
Procedures

even small traces of frost, ice or snow from the propeller blades, spinner
and engine inlets.
Section 4
NORMAL PROCEDURES
100 SERIES
Nose (continued)
22. Left Engine Cowling................................................... CLOSED and SECURE
23. EPA Fuel Reservoir...............................................................................DRAIN
24. Oil/Fuel Reservoir (if equipped)............................................................DRAIN
25. Windshield................................................... CLEAN and check for damage
BEFORE STARTING ENGINE
Before Starting Engine

1. Preflight Inspection and Weight and Balance Checks................. COMPLETE
NO T E : Determine fuel quantity as specified in Section 6 of this manual
during preflight inspection.
2. Passenger Briefing...................................................................... COMPLETE
3. Cabin Doors...........................................................LATCHED (check aft door)
4. All Seats, Seat belts and Shoulder Harnesses...... ADJUSTED and SECURE
Procedures
WARNI NG : Failure to ensure seats are securely locked in the seat

tracks and failure to properly utilize seat belts and shoulder harnesses
could result in serious injury or death, should an accident occur.
5. Master Switch.............................................................................................ON
8. Engine Inlet............................................................................. AS REQUIRED
NO T E : Select BYPASS if visible moisture is present and OAT is less than
5C.
9. Fuel Selector Valves......................................................LEFT and RIGHT ON
10. Firewall Fuel Shutoff..................................................FUEL ON (PUSHED IN)
11. Emergency Power Lever...................................................................NORMAL
12. Power Lever............................................................................................ IDLE
15. Wing Flaps.................................................................................................. UP
16. Circuit Breakers............................................................................................IN
17. Cabin Heat................................................................................................OFF
18. Takeoff Torque Limit............... DETERMINE from Max Torque for Takeoff chart
in Section 5 of this manual
19. Autopilot (if equipped)................................. PERFORM PREFLIGHT CHECK
20. Pitch Latch Propeller Blade Pitch (if equipped)...................... See Section 9
4-8
100 SERIES
Section 4
NORMAL PROCEDURES
ENGINE STARTS
Battery Powered Engine Start

1. Buss Voltages...............................................................CHECK 24V minimum
2. Flashing Beacon.........................................................................................ON
3. Emergency Power Lever.................NORMAL Check EMER PWR LVR NOT
shown on PFD
4. Propeller Area...................................................................................... CLEAR

5. Auxiliary Fuel Pump................................................................................ STBY
Check AUX PUMP ON Annunciator...............................SHOWN ON PFD
Fuel Flow.......................................................................................... ZERO
ON for LO/MOTOR START
OFF for HI START
8. Starter Switch............................................ HI or LO/MOTOR as required and:
The IGNITION ON Annunciator.....................................SHOWN ON PFD
Engine Oil Pressure......................................................... CHECK RISING
Ng.......................................... ACCELERATING THROUGH 14% MINIMUM
9. Fuel Condition Lever..............................................................LOW IDLE and:
Fuel Flow............................................................CHECK at 80 to 110 lb/hr
ITT .............................. MONITOR (1090C Maximum Limited to 2 sec.)
Ng.......................................................................................52% MINIMUM
CAUT I ON : If the ITT rises rapidly towards 1090C, be prepared to bring
the fuel condition lever to CUTOFF to prevent a hot-start.
10. Starter Switch..................... OFF Check STARTER ON annunciator NOT
shown on PFD
11. Ignition Switch......................... OFF Check IGNITION ON annunciator NOT
shown on PFD
12. Propeller Lever .............................................................................. MAX RPM
13. Engine Instruments..............................................................................CHECK
15. Generator ..................................................................................................ON
16. Alternator....................................................................................................ON
17. Exterior Lights......................................................................... AS REQUIRED
18. Cabin Heat, Ventilation and Defrost....................................... AS REQUIRED
19. Radios / Avionics...................................................................................... SET
20. Preflight Procedure for the GMA 1347 Audio Panels..................... PERFORM
4-9
Procedures
CAUT I O N : If the emergency power lever is not secured in the NORMAL

(full aft detent) position for starting, an engine over-temperature condition
(hot-start) may result.
Section 4
NORMAL PROCEDURES
100 SERIES
External Power Engine Start

(24-28 VOLTS, 800 AMPS Min / 1700 AMPS Max)
1. External Power................................................................ CONNECT then ON
2. Battery Master Switch.................................................................................ON
3. Buss 1 Voltage..............................................................CHECK 24V minimum
4. Flashing Beacon.........................................................................................ON
5. Emergency Power Lever.................NORMAL Check EMER PWR LVR NOT
shown on PFD
CAUT I O N: If the emergency power lever is not secured in the NORMAL
(full aft detent) position for starting, an engine over-temperature condition
(hot-start) may result.
Procedures
6. Propeller Area...................................................................................... CLEAR

Check AUX PUMP ON annunciator...............................SHOWN ON PFD
Fuel Flow.......................................................................................... ZERO
8. Auxiliary Fuel Pump...................................................................................ON
ON for LO/MOTOR START
OFF for HI START
10. Starter Switch......................................... HI or LO/MOTOR as required and:
The IGNITION ON annunciator......................................SHOWN ON PFD
Engine Oil Pressure......................................................... CHECK RISING
Ng....................................................................... STABLE (14% minimum)
11. Fuel Condition Lever...............................................................LOW IDLE and:
Fuel Flow............................................................CHECK at 80 to 110 lb/hr
ITT ............................... MONITOR (1090C maximum limited to 2 sec.)
Ng.......................................................................................52% MINIMUM
CAUT I O N: If the ITT rises rapidly towards 1090C, be prepared to bring
the fuel condition lever to CUTOFF to prevent a hot-start.
12. Starter Switch..................... OFF Check STARTER ON annunciator NOT
shown on PFD
13. Ignition Switch..................... OFF Check IGNITION ON annunciator NOT
shown on PFD
14. Propeller Lever ........................................................................... MAX RPM
15. Engine Instruments..........................................................................CHECK
16. Auxiliary Fuel Pump............................................................................STBY
17. External Power..................................................................... DISCONNECT
18. Generator ...............................................................................................ON
19. Alternator.................................................................................................ON
20. Exterior Lights..................................................................... AS REQUIRED
21. Cabin Heat, Ventilation and Defrost.................................... AS REQUIRED
22. Radios / Avionics................................................................................... SET
23. Preflight Procedure for the GMA 1347 Audio Panels................. PERFORM
4 -10
Section 4
NORMAL PROCEDURES
100 SERIES
TAXIING
Taxiing
1. Brakes................................................................................................CHECK
2. Flight Controls..............POSITIONED ACCORDING TO WIND DIRECTION
3. Flight Instruments...............................................................................CHECK
NO T E : For improved brake life, propeller BETA range may be used during
ground operations to prevent excessive taxi speeds.
BEFORE TAKEOFF
Before Takeoff
1. Parking Brake.......................................................................................... SET
2. All Seats, Seat belts and Shoulder Harnesses......... LOCKED and SECURE
3. Inertia Reel Levers.......................................................................... LOCKED
4. Flight Controls.............................................................FREE and CORRECT

5. Flight Instruments................................................................CHECK and SET
6. Fuel Selectors........................................... RECHECK LEFT and RIGHT ON
7. Firewall Fuel Shutoff.................................... RECHECK FUEL ON (FULL IN)
8. Fuel Quantity........................................ CHECK and SET FUEL TOTALIZER
9. Wing Flaps.................................................................... SET FOR TAKEOFF
10. Aileron and Elevator Trim (1st Flight of Day)................. SYSTEM CHECKS
11. Elevator, Aileron and Rudder Trim............................... SET FOR TAKEOFF
12. Engine Inlet................................. SYSTEM CHECK on 1st flight of the day
13. Power Lever................................................................................ 300 FT LB
Bus Voltages................................................. CHECK 26 Volts minimum
Engine Instruments.....................................................................CHECK
14. Overspeed Governor................... SYSTEM CHECK on 1st flight of the day
(Stabilized at 2070 50 RPM)
15. Power Lever......................................................................................... IDLE
16. Quadrant Friction Lock............................................. ADJUST as necessary
17. Engine Inlet..... AS REQUIRED (verify proper annunciator shown on PFD)
18. Pitot/Static Heat.ON when OAT less than 5C and visible moisture present
19. Avionics Equipment...........................................................CHECK and SET
20. CDI........................................................................................................ SET
21. Annunciators....................................................................................CHECK
22. Strobe Lights....................................................................... AS REQUIRED
23. Parking Brake...............................................................................RELEASE
24. Propeller Lever............................................................................ MAX RPM
25. Fuel Condition Lever.................................................................. HIGH IDLE
4 -11
Procedures
WARNIN G: Failure to properly utilize the seat track locks, seat belts,
shoulder harnesses, and inertia reel locks could result in serious injury or
death, should an accident occur.
Section 4
NORMAL PROCEDURES
100 SERIES
TAKEOFF
Normal Takeoff
1. Wing Flaps............................................................................................. 0-20
2. Elevator Trim...........................................................RECHECK set for takeoff
CAUT I O N: The automatic trim system may be disabled on the ground
through an airspeed switch*. The airspeed switch activates the automatic
trim system above approximately 35 knots. If the airplane is positioned
into winds in excess of approximately 35 knots while the flaps are being
set for takeoff, the trim will move from its previously set position and could
result in an out-of-trim condition on takeoff.
* Airspeed switches are installed on airplane serial numbers 100-0070 and
below).
Procedures
3. Power ........... SET FOR TAKEOFF (observe takeoff torque, ITT, and Ng limits)
4. Annunciators........................................................................................CHECK
6. Rotate............................................................................................60-65 KIAS
7. Climb Speed..................................................................................85-95 KIAS
8. Wing Flaps...........................................................RETRACT at a safe altitude
(Retract to 10 after reaching 85 KIAS and 0 after reaching 95 KIAS.)
Short Field Takeoff

1. Wing Flaps..................................................................................................20
2. Elevator Trim.............................................................................Set for takeoff
3. Power ........... SET FOR TAKEOFF (observe takeoff torque, ITT, and Ng limits)
4. Annunciations......................................................................................CHECK
6. Brakes.............................................................................................RELEASE
7. Rotate.................................................................................................60 KIAS
8. Climb Speed.................................................. 73 KIAS until clear of obstacles
9. Wing Flaps...........................................................RETRACT at a safe altitude
(Retract to 10 after reaching 85 KIAS and 0 after reaching 95 KIAS.)
4 -12
100 SERIES
Section 4
NORMAL PROCEDURES
ENROUTE CLIMB
Cruise Climb
2. Pitot/Static Heat..... ON when OAT is less than 5C and visible moisture present
3. Engine Inlet ............................................................................ AS REQUIRED
4. Airspeed ................................................................................... 110-120 KIAS
5. Torque............. SET (refer to Maximum Torque for Climb chart in Section 5)
6. Propeller................................................................................2000-2200 RPM
7. ITT and Ng Limits...........................................................................OBSERVE
NO T E : Use of 740C ITT is recommended for improved engine life.

4. Airspeed ..........................................................................................101 KIAS
5. Propeller................................................................................2000-2200 RPM
6. Torque...............Set (refer to Maximum Torque for Climb chart in Section 5)
7. ITT and Ng Limits...........................................................................OBSERVE
CRUISE
Normal Cruise
2. Propeller................................................................................2000-2200 RPM
3. Power .......SET per Cruise Performance tables in Section 5 of this manual
(Observe Max Cruise ITT and Ng limits.)
NO T E : Propeller RPM (Np) may be set as low as 1900 RPM to reduce
cabin noise. Do not exceed 1840 foot-pounds of torque, 740 degrees C
ITT, or 101.6% NG. To achieve optimum cruise performance, set Np at or
above 2000 RPM.
.
DESCENT
Normal Descent
3. Altimeter................................................................................................... SET
4. CDI.............................................................................. SET APPROPRIATELY
5. Power ........................AS REQUIRED to provide the desired rate of descent
6. Seats, Seatbelts and Shoulder Harnesses............ ADJUSTED and SECURE
7. Inertial Reel Levers........................................................................... LOCKED
WARNIN G: Failure to properly utilize the seat belts, shoulder harnesses,
and inertia reel locks could result in serious injury or death, should an
accident occur.
4 -13
Procedures
Maximum Performance Climb (Non-Emergency)
Section 4
NORMAL PROCEDURES
100 SERIES
BEFORE LANDING
Before Landing
1. Fuel Selector Valves................................................. LEFT AND RIGHT ON
2. Firewall Fuel Shutoff..................................................FUEL ON (PUSHED IN)
4. Propeller Lever......................................................................MAXIMUM RPM
5. Wing Flaps................................................................................. AS DESIRED
(10 below 138 KIAS, 20 below 120 KIAS, 35 below 108 KIAS)
6. Landing/Taxi Lights................................................................. AS REQUIRED
7. Yaw Damper.............................................................................................OFF
8. Autopilot....................................................................................................OFF
LANDINGS
Normal Landing
Procedures

2. Airspeed........................................................................................80-85 KIAS
3. Touchdown..................................................................MAIN WHEELS FIRST
4. Power Lever...................................................BETA RANGE after touchdown
5. Brakes.................................................................................... AS REQUIRED
Short Field Landing

2. Airspeed............................................................................ VREF OF 74 KIAS
3. Power Lever................................................. SMOOTHLY REDUCE TO IDLE
from obstacles to touchdown
4. Touchdown..................................................................MAIN WHEELS FIRST
5. Power Lever...................................................BETA RANGE after touchdown
NO T E : Landing roll may be further reduced with use of reverse thrust.
Refer to Section 5 of this manual.
7. Elevator Control...............................................................................FULL AFT
8. Wing Flaps ............................... RETRACT for maximum brake effectiveness
Balked Landing
1. Power Lever............................................... ADVANCE to TAKEOFF POWER
2. Climb Speed.................................................. 80 KIAS until clear of obstacles
3. Wing Flaps............................................................................RETRACT to 20
4. Wing Flaps ....... FULLY RETRACT upon reaching safe altitude and airspeed
4 -14
100 SERIES
Section 4
NORMAL PROCEDURES
AFTER LANDING
After Landing
1. Wing Flaps.................................................................................................. UP
4. Strobe Lights............................................................................................OFF
5. Landing and Taxi Lights ......................................................... AS REQUIRED
6. Pitot Heat (L&R).......................................................................................OFF
CAUT I ON : Accidental moving of the fuel condition lever aft of the LOW
IDLE position, causing the Ng to fall below 52%, and then moving the fuel
condition lever back to LOW IDLE, can result in an ITT over-temperature
condition. If the engine begins to shutdown in this situation, allow the
engine to complete its shutdown process. Then, perform a normal engine
start using the Engine Start checklist.
ENGINE SHUTDOWN AND AIRPLANE SECURING

2. Environmental Control Systems...............................................................OFF
4. Power Lever............................................................................................ IDLE
(See Section 9 of this manual for shutdown procedures for Pitch-Latched
Propellers, if equipped.)
6. Generator.................................................................................................OFF
7. Alternator..................................................................................................OFF
8. ITT............. STABILIZED at minimum obtainable temperature for one minute
10. Oxygen Supply Control Switch (if on).......................................................OFF
11. Light Switches...........................................................................................OFF
12. Fuel Selector...............................................OFF if parked on a sloped surface
(Turn off the fuel valve of the higher wing to prevent fuel transfer.)
13. Avionics Master Switch.............................................................................OFF
15. Controls ................................................................................................ LOCK
16. Tie-Downs and Wheel Chocks............................................... AS REQUIRED
17. External Covers.................................................................................INSTALL
18. Firewall Fuel Filter............ CHECK FILTER BYPASS FLAG (Normal Flush)
19. Oil Dipstick/Filler Cap.....................................................CHECK HOT LEVEL
20. Oil Dipstick/Filler Cap ............................................... CLOSED and SECURE
NO T E : If the airplane is parked on a sloped surface, it may be desirable
to turn the fuel selector valve of the higher fuel tank to the OFF position in
order to help prevent fuel transfer between tanks due to gravity.
4 -15
Procedures
Shutdown and Securing
Section 4
NORMAL PROCEDURES
100 SERIES
SYSTEMS CHECKS / PROCEDURE
Propeller Overspeed Governor Check

NO T E : Accomplish a propeller overspeed governor check prior to the first
flight of the day and following maintenance.
1. Propeller Control Lever................................................................... MAX RPM
2. Overspeed Governor Test Switch.....................................PRESS AND HOLD
3. Power Lever................................................................................... ADVANCE
(Propeller should stabilize at 2070 RPM 50 RPM.)
4. Power Lever............................................................................................ IDLE
5. Overspeed Governor Test Switch....................................................RELEASE
Aileron Trim System Check

NO T E : Accomplish an aileron trim system check prior to the first flight of
the day and following maintenance.
Procedures
1. Forward Aileron Trim Switch.....................................................ACTUATE and

verify that the trim tab and indicator do not move
2. Aft Aileron Trim Switch..............................................................ACTUATE and
verify that the trim tab and indicator do not move
3. Both Aileron Trim Switches..........................................ACTUATE to the LEFT
4. Aileron Trim Indication..............................VERIFY pointer moves to LEFT for
1 second and stops
5. Aileron Trim Tab ..............VERIFY tab moves DOWN for 1 second and stops
6. Both Aileron Trim Switches....................................... ACTUATE to the RIGHT
7. Aileron Trim Indication........................... VERIFY pointer moves to RIGHT for
1 second and stops
8. Aileron Trim Tab .................... VERIFY tab moves UP for 1 second and stops
9. Trim Disconnect Switch............................OFF and verify trim does not move
when switch is pressed
Elevator Trim System Check

NO T E : Accomplish an elevator trim system check prior to the first flight of
the day and following maintenance.
1. Left Elevator Trim Switch...............ACTUATE Verify indicator does not move
2. Right Elevator Trim Switch............ACTUATE Verify indicator does not move
3. Both Elevator Trim Switches.........................ACTUATE nose down and verify
trim indication moves towards the DN (down) position
4. Both Elevator Trim Switches............................. ACTUATE nose up and verify
trim indication moves towards the UP position
5. Trim Disconnect Switch......................................OFF and verify trim does not
move when switch is pressed
4 -16
100 SERIES
Section 4
NORMAL PROCEDURES
GMA 1347 Audio Panel Preflight Procedure

NO T E : Accomplish the following procedure prior to each flight to ensure
audio function and aural annunciations will operate properly.
1. PILOT and COPILOT Annunciators........................ VERIFY EXTINGUISHED
(Bottom of GMA 1347)
2. MAN SQ Annunciator............................................. VERIFY EXTINGUISHED
3. Individual Headset Volume Controls.................SET TO MAXIMUM VOLUME
4. PILOT/PASS Knobs........................ TURN CLOCKWISE TWO FULL TURNS
NO T E : This will set the headset audio level to max volume, which will
result in clearer audio.
5. COM/NAV Radio Volume Levels................. ADJUST TO A SUITABLE LEVEL
6. PILOT/PASS Knobs..... ADJUST VOLUMES TO DESIRED INTERCOM LEVEL
NO T E : A green light throughout this short test does not guarantee that a
full hour of operation time is available. Actual battery operation time may
vary considerably depending on temperature, charge status, and battery
condition.
Entering or Modifying a Flight Plan

1. There are multiple ways to enter a flight plan into the G1000 system. Refer
to the G1000 Cockpit Reference Guide for the KODIAK 100 for information
on entering a flight plan.
2. If it becomes necessary to modify or enter a new flight plan into the system,
it is required that the pilot remove the active flight plan prior to entering a
new one. This procedure is to prevent a mismatch in navigation information
displayed on the PFD and MFD. If a mismatch in navigation information
occurs when changing or entering a new flight plan, remove the flight plan
and re-enter it into the MFD.
4 -17
Procedures
Standby Attitude Indicator Battery Test

1. Turn on the indicator with aircraft power and allow the unit to spin up for a
minimum of 3 minutes.
2. Press and hold the STBY PWR button. After several seconds, the amber
LED will start flashing, indicating the unit has switched into Battery Test
Mode. The test runs for approximately one minute, during which time the
amber LED flashes continuously and either a red or green light is displayed
under the word TEST.
3. Visually monitor the test lights until the amber LED stops flashing, signaling
the end of the test.
4. A green light throughout the test indicates the standby battery pack is
healthy and should be able to function normally. A red light at any time
during the test means that the standby battery is at least in need of
charging, and possibly replacement.
Section 4
NORMAL PROCEDURES
100 SERIES
Engine Inlet First Flight of the Day Check

For Aircraft with Single Actuator (SIPS):
1. Engine Inlet.............BYPASS and VERIFY ENG INLET BP is shown on PFD
For Aircraft with Dual Actuators (DIPS):
1. Engine Inlet.................................... PERFORM ACTUATOR CHECK BELOW
a. PRIMARY SWITCH TO BYPASS
(Verify ENG INLET BP annunciation on PFD)
b. PRIMARY SWITCH TO NORMAL
(Verify ENG INLET NRM annunciation on PFD)
c. OVERRIDE SWITCH TO BYPASS
(Verify ENG INLET BP annunciation on PFD)
d. RETURN THE OVERRIDE SWITCH DOWN TO THE LOCKED POSITION
(Verify ENG INLET NRM annunciation on PFD)
OXYGEN SYSTEM
Preflight Inspection
Procedures
1. Oxygen Control Panel....................... ON and CHECK SUPPLY/NO FAULTS

2. Oxygen Masks (If equipped)........................ CHECK AVAILABILITY /FUNCTION
3. Oxygen Control Panel..............................................................................OFF
Operation in Flight
When oxygen is required during flight, perform the following:
1. Oxygen Masks...................................... Refer to Section 7 for proper usage
2. Oxygen Control Switch...............................................................................ON
3. Flowmeter...................................................CHECK at least every 10 minutes
NO T E : When the oxygen tank pressure drops below 400 psi, the green
400 psi light will go out, and the red empty light will go on. The red light
indicates oxygen tank pressure below 400 psi.
4 -18
100 SERIES
Section 4
NORMAL PROCEDURES
AIR CONDITIONING
NO T E : During the preflight inspection, the cabin doors may be opened to
aid in cool-down of the cabin before flight.
The air conditioning system components should be inspected as follows:
1. Compressor..............................................................CHECK proper condition
2. Drive Belt.............................................. CHECK proper condition and tension
3. Hoses..................................................................................................CHECK
(Check hoses, from the compressor to the condenser and evaporators, for
signs of damage or leaks.)
4. Condenser Intakes and Outlets...........................................................CHECK
After preflight inspection and engine start, use the following procedures for
reducing high cabin temperatures:
1. AUX BUS....................................................................................................ON
2. Fuel Condition Lever...................................................................... ADVANCE
(Advance to maintain minimum Ng specified on Max Generator Power
figures in Section 5 of this manual.)
3. Automatic Climate Control System.............................................................ON
4. Automatic Mode..........................................................................................ON
5. Air Conditioning Mode................................................................................ON
6. SET Temperature.......................................................... ADJUST as Desired
Operation in Flight
NO T E : With the system in AUTO Mode, the ACCS will utilize air
conditioning or heat to maintain the set temperature, as necessary.
1. IDLE Ng Limits................................................................................OBSERVE
(Reference Max Generator Power figures in Section 5 of this manual.)
4 -19
Procedures
Operation on Ground
Section 4
NORMAL PROCEDURES
100 SERIES
4-4 AMPLIFIED NORMAL PROCEDURES

The following Amplified Normal Procedures elaborate upon information
contained in the Normal Procedures Checklist portion of this Section. These
amplified procedures provide information not readily adaptable to a checklist
format. Pilots should become familiar with the amplified procedures to have a
better understanding of why certain steps are performed in the checklists and
to assist in troubleshooting emergencies.
WARNI NG : Visually inspect the airplane for general condition, while
performing a walk-around inspection, and remove any ground service
equipment. It may be necessary to use a ladder to gain access to the
wings for visual inspection, refueling and checking the stall warning vane
and pitot heat.
It is the pilot-in-commands responsibility to ensure the airplane is ready
for flight. Along with the Preflight Inspection checklist, the following checks
should be performed prior to a flight:
Procedures
1. Ensure the fuel supply is free of debris or contamination before flight. Any
traces of solid contaminants such as rust, sand, pebbles, dirt, or bacterial
growth must be considered hazardous and removed from the fuel system
prior to flight. In addition to debris in the fuel, liquid contamination must
also be removed; this includes water, incorrect fuel types, or unapproved
additives. Fuel samples should be taken from all of the fuel drain locations
during each preflight inspection and following every refueling of the aircraft.
2. The seventeen (17) fuselage floor skin drain holes should also be checked
for any sign of blockage or leakage.
NO T E : This check is especially important if your aircraft is equipped with
an External Cargo Compartment. Care should be taken to open the cargo
compartment doors and confirm all sidewall and sub-floor drain holes are
clean.
3. The preflight inspection checklist is recommended for utilization prior to
each flight. If the airplane has been in storage for an extended amount of
time, has had recent major maintenance work, or has been operated from
rough or unimproved surfaces, a more extensive exterior inspection is
recommended.
4. Flights taking place at night or in cold weather involve careful preflight
inspection of other specific areas, which are outlined in this Section.
During cold weather operations, it is essential to remove even small traces
of frost, ice or snow from the wings, tail and control surfaces. Ensure
the control surfaces and flap tracks do not contain internal ice or debris
accumulations. If these requirements are not performed, a noticeable
degradation of performance may occur, possibly to the extent where a safe
takeoff and climb may not be possible. Prior to any flight into instrument
4 -20
100 SERIES
Section 4
NORMAL PROCEDURES
meteorological conditions, check the pitot static source and stall warning
heaters (if equipped) for proper heating within 30 seconds of activating the
proper switches.
5. Following the accomplishment of major maintenance procedures on the
airplane, the preflight inspections should be modified to give extra attention
to the flight controls and trim tabs to ensure freedom of movement and
actuation in the correct direction. Also, all inspection panels on the airplane
should be checked to ensure proper security of installation.
7. If the airplane has been operated on an unimproved runway/taxiway, check

the propeller blade tips and the leading edges of the propeller blades and
horizontal tail for abrasions. Airplanes operated in and out of unimproved
strips, especially at high altitudes, are subjected to high loads on the
landing gear. Accomplish frequent inspections of the landing gear, tires
and brakes.
8. Outside storage may result in water accumulation in the pitot/static system
and fuel tanks. Dust and dirt can also enter the engine air inlet and exhaust
areas. If any water is expected in the static line, open the static source
drain valve and drain completely. Ensure the static source drain valve is
returned to the closed position prior to flight.
9. If any water is found to be present in the fuel system, the inboard fuel tank
sump quick drain valves, fuel reservoir quick drain valve and the firewall
fuel filter quick drain valve should all be thoroughly drained and checked
until there is no further sign of water or debris contamination in the fuel
system.
10. Prolonged storage of the aircraft may result in considerable water buildup
in the fuel system due to water separating from fuel additives. This is
indicated by excessive amounts of water accumulating in the fuel tank
sumps. Refer to Section 8 of this manual and Chapter 12 of the
KODIAK 100 Airplane Maintenance Manual for fuel system servicing
procedures.
11. To prevent inadvertent loss of fuel in flight, ensure the fuel tank filler caps
are tightly sealed following visual checks of the fuel quantity or servicing.
The fuel system vents should be inspected for obstructions, ice or water,
especially following flights into cold weather.
12. The interior inspection will vary according to the type of flight plan and
the optional equipment installations. Prior to flights at high altitudes, it is
important to check the oxygen supply equipment for proper operation and
availability of face masks and hose assemblies.
4 - 21
Procedures
6. If the airplane has been exposed to ground handling, especially in a

crowded hangar, it should be checked carefully for dents and scratches on
the wings, fuselage, propeller, flight controls and empennage. Also check
for damage to navigation lights, strobe lights and antennas. If the airplane
has been parked outside in high wind conditions or exposed to propeller/jet
wash, carefully inspect the flight control surface stops, hinges and brackets
for signs of wind damage.
Section 4
NORMAL PROCEDURES
100 SERIES

WARNI NG : The pilot in command is responsible for ensuring the
airplane is properly loaded prior to takeoff, within the center of gravity
limits and weight limits established in this handbook.
WARNI NG : Failure to properly utilize the seat belts, shoulder harnesses
and inertia reel locks could result in serious injury or death should an
accident occur.
The Before Starting Engine Checklist is straightforward and should be
followed very closely to ensure proper starting of the engine. Items from the
checklist which may require further explanation are described below:
When setting the electrical switches prior to starting the engine, both the
MASTER and AVN BUS switches should be turned on to allow the avionics
systems to accomplish their initialization and self-test processes. The
electronic checklist provided through the MFD is available only with the
AVN BUS on. The beacon should also be turned on to provide an indication
to ground personnel of engine operations being accomplished. All other
electrical component switches should be turned OFF during engine starts,
to provide the highest amount of voltage to the starter as possible.
Procedures
CAUT I O N: Ensure the Emergency Power Lever is stowed in its

NORMAL position prior to starting the engine. If the Emergency Power
Lever is out of its normal gate during engine start, excessive fuel will be
supplied to the engine, resulting in a hot start.
Before starting the engine the power lever is placed against the BETA
gate in the IDLE position, the propeller control lever is placed full aft in
the FEATHER position, and the fuel condition lever is placed full aft in the
CUTOFF position.
CAUT I O N: Damage could occur to the propeller reversing linkage if the
power lever is moved aft of the IDLE position and into BETA range when
the engine is not running and the propeller is feathered.
4 -22
100 SERIES
Section 4
NORMAL PROCEDURES
ENGINE STARTING
Recommended Start Methods
Aircraft power alone. . . . . . . . . . LO START
External power. . . . . . . . . . . . . . HI START
In-air restart . . . . . . . . . . . . . . . . HI START
LO START. The two aircraft batteries perform the start sequence in parallel.
HI START. Though HI START results in faster light off, cooler starting
temperatures, and lower stresses on the engine, it depletes the batteries
more quickly. The Master Control Unit (MCU) initiates the start with the two
batteries in parallel and then, as the starter current decays to a pre-determined
value, the batteries are switched into series to feed the starter. The resultant
48 volts appear only at the starter and nowhere else in the electrical system.
The inrush current and impact torque on the accessory gears is significantly
reduced and the engine acceleration is faster, which results in reduced peak
inter-turbine temperatures at startup.
If a ground power unit is not available, a LO/MOTOR START should be

selected on the first flight of the day, or if maintenance has been performed
on the aircraft involving the use of the aircraft electrical system. LO/MOTOR
START should also be selected and is recommended if a HI START is
attempted without successful light-off, and no external power is available.
The LO START cycle does not consume as much battery power for continued
attempts to start the engine.
Checklist Procedures for Engine Starting

The Engine Starting Checklist procedures must be followed closely to assure
satisfactory starting of the engine.
With the Battery Master Switch ON, check the buss voltages for a reading
of 24 volts minimum. If the battery voltage is lower than 24 volts, external
power should be used to start the engine. If the low-voltage problem
persists, the problem should be determined and remedied prior to
attempting an engine start.
Verify the Emergency Power Lever is secured in its NORMAL position.
Actuate the Auxiliary Fuel Pump switch and verify the AUX PUMP ON
annunciator is shown on the PFD, the FUEL PRESS LOW annunciator is
not shown on the PFD, and there is no indication of fuel flow.
The ignition switch may be placed in the OFF position when starting the
engine in HI START mode, as the igniters are automatically excited when
the starter switch is actuated. The ignition switch must be placed in the ON
position for a LO/MOTOR start.
Actuate the starter switch to HI for a HI START or LO/MOTOR for a LO
START.
Verify the IGNITION ON annunciator is illuminated, Engine Oil Pressure is
rising and the gas generator RPM (Ng) accelerates through a minimum of
14%.
4 -23
Procedures
If a ground power unit is available, an external power start should be

performed on the first flight of the day or if maintenance has been performed
on the aircraft involving the use of the aircraft electrical system. Even if
24 volts is shown on the voltmeter, the battery condition may be less than
desired.
Section 4
NORMAL PROCEDURES
100 SERIES
Once all of those conditions are met, bring the fuel condition lever to the LOW
IDLE position. Verify the fuel flow is approximately 100 pounds per hour, the
ITT remains below 1090C (1090C ITT is time limited to 2 seconds) and the
Ng reaches idle RPM of approximately 52%.
CAUT I O N: If the ITT rises rapidly towards 1090 or if no ITT rise is
observed within 10 seconds after moving the fuel condition lever to LOW
IDLE, bring the fuel condition lever to CUTOFF and perform the engine
clearing procedure described in this section to prevent a hot start.
NO T E : Typically, the ITT temperature during start will be substantially
lower than 1090C (approximately 500C for HI START and 700C for LO
START).
Once the engine speed reaches idle (52% Ng), release the starter switch to
the OFF position and verify the STARTER ON annunciator is not shown on
the PFD. When the engine is cold or if there is a high load on the generator,
it may be necessary to advance the power lever slightly forward of the idle
detent to maintain a minimum idle RPM of 52% Ng. To prevent the idle RPM
from dropping below 52% Ng, the power lever may be advanced to obtain
55% Ng prior to turning the generator switch ON.
Procedures
CAUT I O N: Operating the engine under high OAT and higher ground
elevations may cause the ITT to exceed the idle limitation of 685C. To
prevent an over-temperature condition during ground operations, it may be
necessary to advance the power lever slightly to cause an increase in Ng
and/or reduce engine accessory loads to maintain the ITT within its limits.
NO T E : If the STARTER ON annunciator remains shown on the PFD
after the starter switch has been returned to the OFF position, the starter
contactor may be closed and the generator will not function. Perform an
engine shutdown.
4 -24
100 SERIES
Section 4
NORMAL PROCEDURES
Starting with Alternate Power

The engine may be started with airplane battery power or with a ground power
unit (GPU). However, it is recommended that a GPU be used to start the
engine when outside air temperatures are less than 0F (-18C). Refer to the
Cold Weather Operations description in this section when ambient temperatures
are lower than 0F (-18C).
CAUT I O N : Do not plug in the Ground Power Unit (GPU) unless the
aircraft batteries are connected to the Master Control Unit (MCU).
CAUT I O N : When a Ground Power Unit is used, ensure the unit is

negatively grounded and regulated at 28 volts DC. The GPU must be able
to provide a minimum of 800 amperes during the starting cycle and must
not exceed 1700 amperes.
Prior to starting the engine with battery power, check the bus voltages for a
minimum of 24 volts. As with all turbine engines, the operator must monitor
the ITT during each start to take corrective action if signs of a hot start are
present. The operator must be prepared to immediately terminate the start
if the ITT exceeds 1090C or is rapidly approaching this limit. Hot starts are
not a common occurrence if the proper starting procedures are followed. A
hot start is an over-temperature condition caused by excessive fuel flow at
normal engine RPM or normal fuel flow with low engine RPM. The latter is
the more common situation and is usually caused by attempting an engine
start with a partially discharged or weak battery system.
CAUT I O N : A minimum battery voltage of 24 volts is not always a
proper indication of the battery being fully charged or in good condition.
Therefore, during the early stages of performing an engine start, if the
gas generator acceleration is noticeably lower than normal, return the
fuel condition lever to the CUTOFF position and discontinue the start.
Recharge the batteries or use an auxiliary power unit to start the engine.
Following a terminated start for any reason, it is essential to allow a 30
second draining period to drain off the residual fuel prior to attempting the
next start. Failure to drain all of the residual fuel from the engine could lead to
a hot start, a hot streak damaging the hot section, or torching of residual fuel
in the engine exhaust on the next successful ignition.
After the residual fuel has drained for 30 seconds, perform a dry motoring run
for 15 seconds - observing the starter limitations. This will ensure that no fuel
is trapped prior to accomplishing the next start. If the engine fails to start after
attempting a HI START, follow the Engine Starting Cycle Limitations provided
in Section 2 of this manual.
4 -25
Procedures
Hot Starts
Section 4
NORMAL PROCEDURES
100 SERIES
Engine Ignition Procedures

For most operations, the ignition switch should be left in the OFF position.
With the switch left in the OFF position, the igniters will automatically be
excited when the starter switch is in the HI START position.
NO T E : Leaving the ignition switch in the ON position for extended periods
of time will reduce the life of the ignition system components.
However, the ignition switch should be turned ON to provide a continuous
source of ignition during the following conditions:
a. Operation on water or slush covered runways.
b. Flight into heavy precipitation.
c. During inadvertent encounters of icing conditions, until the inertial air
particle separator has been left on for at least 5 minutes. Refer to
Section 3 of this manual for more information.
d. .When the RESERVOIR FUEL annunciator is illuminated, indicating a
near fuel exhaustion condition.
Refer to Section 7 of this manual for further information regarding the
ignition system.
Engine Inlet Inertial Separator Procedures

Procedures
Installed in the engine air inlet duct is an inertial air particle separator (inertial
separator). The inertial separator system is provided to prevent ice buildups
on the compressor inlet screen while operating in icing conditions, and
to minimize the ingestion of foreign particles during ground operations or
takeoffs with dusty, sandy field conditions.
The inertial separator (switch labeled ENG INLET) should be placed in
BYPASS mode prior to operating the engine on the ground, or in flight when
the outside air temperature (OAT) is less than 5C and visible moisture
(clouds, rain, snow or ice crystals) is present.
The inertial separator should also be placed in the BYPASS mode for ground
operations and takeoffs in dusty or sandy field conditions, to help minimize
engine ingestion of dust, sand and debris.
The NORMAL mode should be selected for all other engine operating
conditions, since it provides a substantial inlet ram recovery, resulting in
more efficient engine operation. Refer to Section 7 of this manual for more
information concerning the inertial air particle separator.
Aircraft Serial Numbers 100-0043 and up, and airplanes equipped with Ice
Protection Systems, are also equipped with an additional override actuator,
referred to as a Dual Actuated Inertial Particle Separator. See Section 7 of
this manual for more information.
4 -26
100 SERIES
Section 4
NORMAL PROCEDURES
TAXIING
The power lever may be placed into BETA range during taxi, to improve
brake life and increase stopping performance during landing. BETA range is
selected by lifting up on the BETA lever and moving the power lever aft
over a gate. With the power lever moved into this BETA range position, the
propeller is at a fine pitch and produces nearly zero thrust in a static 52%
Ng idle condition. A leaf spring is installed in the control quadrant which the
power lever contacts and provides the pilot with an indication of reaching
the REVERSE range. Moving the power lever further aft from this position
in REVERSE range will result in a negative blade angle and an increase in
engine power to produce reverse thrust from the blades.
CAUT I O N : The use of reverse thrust should be limited to use on
prepared surfaces to protect the propeller from damage caused by small
rocks or pebbles being lifted into the propeller blades.
Propeller RPM Limitation
Procedures
propeller may be operated when feathered at or below 450 RPM. BETA may
be used to increase Np without causing excessive taxi speeds.
4 -27
Section 4
NORMAL PROCEDURES
100 SERIES
BEFORE TAKEOFF
Both fuel tank selector valves should always be placed in the ON position
prior to engine start and takeoff. It is permissible to turn one side OFF as
necessary to balance the fuel load if an out of balance condition exists. This
should be performed either on the ground or during cruise at a safe altitude.
WARNI NG : Do not exceed a fuel imbalance of greater than 250 pounds
in flight.
Prior to the first flight of the day, perform an operational check of the engine
inlet / inertial separator system. Cycle the ENG INLET switch and check that
the position is annunciated appropriately on the PFD.
A takeoff index range is provided on the elevator trim tab position indicator.
As the aircraft is loaded to an aft or forward C.G. condition, the elevator trim
setting should be adjusted to compensate for the condition for which the
aircraft is loaded. The pointer on the rudder trim indicator normally moves
slightly during taxi and when the rudder pedals are being moved. To achieve
a steady and accurate indication for setting the rudder trim for takeoff, set the
rudder trim with the aircraft stopped and the nose wheel centered, parking
brake set and feet off of the rudder pedals.
Procedures
Refer to the Systems Checks / Procedures following the Checklist Procedures

portion of this section for procedures to follow when checking the overspeed
governor, aileron trim, elevator trim and audio panel equipment.
The automatic trim compensation system may be disabled on the ground
through an airspeed switch (installed on airplane serial numbers 100-0070
and below) to prevent accidental placing of the aircraft in an out-of-trim
condition before takeoff, i.e., the pilot sets the pitch trim for takeoff, then
selects the flaps to takeoff position (20), and the auto trim system runs
the pitch trim nose down. The airspeed switch (if installed) activates the
automatic trim system at approximately 35 knots. In high wind conditions, the
airspeed switch (if installed) may allow the auto-trim system to operate on the
ground. Before taxiing onto the runway for takeoff, double check the elevator
trim indication to ensure it is positioned properly for takeoff.
Prior to takeoff, move the fuel condition lever forward to the HIGH IDLE
position. Leave the fuel condition lever in this position until after landing. The
HIGH IDLE gas generator speeds allow for faster engine acceleration when
adding power from an idle condition.
4 -28
100 SERIES
Section 4
NORMAL PROCEDURES
TAKEOFF
Takeoff Power Settings
Refer to the Maximum Torque for Takeoff table in Section 5 of this manual
to determine the torque value corresponding to the runway altitude and
temperature conditions. At higher altitudes and/or higher temperatures, the
maximum allowable torque is less than the instruments redline. This torque
should be obtainable without exceeding the 790C ITT and 101.6% Ng takeoff
limitations.
To accomplish a smooth takeoff roll, hold the brakes while smoothly
advancing the power until the propeller RPM reaches 2200. Smoothly release
the brakes and continue to advance the power until the takeoff torque derived
from Section 5 is reached.
NO T E : As the airspeed increases during takeoff, a resultant increase in
torque may be noted, and is a normal condition. No reduction of torque
is required provided the torque limit of 1790 (at 2200 RPM) at low density
altitude or the limiting torque from the Maximum Torque for Takeoff chart
in Section 5 is not exceeded.
A flap setting of 20 is recommended for all takeoffs unless a strong crosswind

is present, in which case 10 of flaps may be preferred. The use of 20 of
flaps is recommended due to the decreased takeoff roll, lower liftoff speed
and a decrease in the total distance to clear obstacles (compared to using 10
of flaps).
A flap setting of greater than 20 is not recommended for takeoff use, due to
the increased drag with the flaps deflected to 35.
Short Field Takeoff

If obstacles dictate the use of a steep climb angle after liftoff, accelerate
to and climb out at 73 KIAS with 20 of flaps. The takeoff performance
data outlined in Section 5 of this manual is based on this speed and
configuration.
After clearing the obstacle, and reaching a safe operating altitude, the flaps
may be gradually retracted as the airplane accelerates to the normal climb-out
speed.
Minimum ground roll (soft field) takeoffs are accomplished by using 20 of
flaps, lifting the nose wheel off the ground as soon as practical, and lifting off
of the ground in a slightly tail low attitude. Once the airplane is airborne, the
nose should be lowered and the airplane accelerated in ground effect to a
safe climb speed.
4 -29
Procedures
Takeoff Wing Flap Settings
Section 4
NORMAL PROCEDURES
100 SERIES
Crosswind Takeoff
Takeoffs into strong crosswinds may be performed with 10 or 20 of flaps.
The ailerons should be deflected fully into the wind when takeoff power is
first applied. As the airplane is accelerated, the aileron deflection should
be adjusted (decreased) appropriately. The airplane should be rotated at a
speed slightly higher than normal and pulled off abruptly to prevent it from
settling back to the runway while it is drifting. When the airplane is clear
of the ground, a coordinated turn should be made into the wind for drift
correction. Using 10 of flaps will improve directional control and stability
in performing crosswind takeoffs, although the takeoff distance and rotation
speed will be increased.
CLIMB
Enroute Climb
Under normal conditions, maximum climb power may be maintained
throughout the climb, to the cruising altitude. Adjust the power lever as
required to remain within the maximum climb engine operating limits for
maximum climb ITT, maximum climb torque and maximum climb Ng%
(identified in Section 2 of this manual) and the required placards.
Procedures
At density altitudes lower than approximately 7500 feet, the engine will reach
the torque limit prior to reaching the ITT or Ng limit. Refer to the Max Torque
for Climb charts in Section 5 of this manual. As the airplane continues to
climb and the power lever is adjusted to maintain the desired torque, the ITT
and Ng will increase until one or the other will be established as the limiting
engine parameter. While the climb ITT limit is 765C, it is recommended that
740C be used as the ITT limit in normal operations. Doing so increases the
life of the engine. Once reaching either the ITT or Ng limits, the power lever
should be adjusted accordingly, to not exceed these limits. When operating
the engine near its ITT limit, use caution when advancing the power lever, as
the ITT indication system has some lag time. Even when monitoring the ITT
indicator, the limits could be exceeded if the power lever is advanced rapidly.
Climb performance is tabulated in Section 5 of this manual, with a climb
speed of 1.3 Vs1 (101 KIAS). If circumstances dictate some improvement
in climb rate, particularly at high altitude, the use of Vy is recommended. Vy
varies almost linearly from 100 KIAS at sea level to 80 KIAS at 25,000 feet.
A cruise climb speed of 110-120 KIAS may be used for improved visibility
over the engine cowling at altitudes up to approximately 15,000 feet. For
improved passenger comfort, the propeller RPM may be reduced to as low as
1900 RPM. Prior to decreasing propeller RPM, the power lever should first
be adjusted to prevent an over-torque condition. When an increase in power
is desired, the propeller RPM should be increased first and then followed by
an increase of torque with the power lever. All engine limitations must be
continuously monitored to prevent conditions which exceed those limits.
NO T E : To achieve the maximum horsepower ratings, use a minimum of
2000 RPM.
4-30
100 SERIES
Section 4
NORMAL PROCEDURES
CRUISE
During the cruise phase of flight, power may be set at any desired setting, up
to the maximum cruise power. Do not exceed the maximum cruise torque
provided in the Cruise Performance charts in Section 5 of this manual, or the
ITT, and Ng limitations.
Cruise performance tables are provided in Section 5 of this manual and
should be utilized in conjunction with winds aloft forecasts, for preflight
planning. There are noticeable advantages to selecting higher cruise
altitudes. The cooler inlet temperatures and greater Ng speeds attainable at
higher altitudes cause an increase in specific range with altitude, resulting in
an increase in the nautical miles covered per pound of fuel burn.
The fuel tank quantity should be monitored to ensure that a fuel unbalance
condition in excess of 250 pounds does not occur. Normally, both fuel tank
selector valves should be left in the ON position and fuel will flow equally
from each tank. If the fuel loading is approaching an unbalanced condition of
250 pounds, the fuel selector valve corresponding to the wing with the lower
fuel quantity should be turned OFF. Once the two tanks are returned to a
balanced condition, both selector valves should be placed in the ON position.
WARNIN G: The ignition switch should be turned ON when operating in
heavy precipitation. Refer to the Ignition Procedures in this section for
more information concerning the use of the ignition system.
CAUT I O N : Zero or negative g maneuvers with a duration of longer than
five seconds could starve the engine oil pump of oil, resulting in serious
engine damage.
Supplemental oxygen should be used by all occupants when operating at
cruising altitudes greater than 12,500 feet. It is advisable to use supplemental
oxygen at cruising altitudes less than 12,500 feet when operating at night or
when experiencing fatigue or emotional stress. Excessive use of tobacco
products or alcohol will normally necessitate the use of supplemental oxygen,
even at altitudes lower than 10,000 feet.
WARNI N G: Supplemental oxygen must be available and used as
specified by 14 CFR 91.211 to attain the maximum allowable operating
altitude of 25,000 feet.
WARNIN G: Oil, grease, soap, lipstick, lip balm, and other petroleum
based substances constitute a serious fire hazard when in contact with
aviation oxygen. Ensure hands, face and clothing are all oil-free prior to
handling oxygen equipment.
4 - 31
Procedures
Anytime the outside air temperature is lower than 5C (40F) and visible
moisture is present, the pitot static heat and stall warning heat should
be turned on. Also, the inertial air particle separator should be placed in
BYPASS mode.
Section 4
NORMAL PROCEDURES
100 SERIES
Stalls
The stall characteristics of this airplane are conventional and an aural stall
warning horn is provided, which will sound at a minimum of 5 KCAS prior to
stall, in all loading configurations. The application of ailerons is recommended
to counteract any wing-drop that may occur during the stall. Idle-power stall
speeds at maximum weight for both forward and aft C.G. are provided in
Section 5 of this manual.
NO T E : Stalls should be practiced in a conservative manner and at a
sufficient altitude to allow for a safe recovery.
LANDING
Normal Landing
Normal approaches to landing may be accomplished using any desired flap
setting. The preferred procedure is to extend flaps fully to minimize the
touchdown speed and subsequent rollout, lower the stall speed and allow
for a steeper descent if obstacle clearance is required. Surface winds,
turbulence, wind shear and possible ice accumulation are the primary factors
in determining the safest approach speed and flap setting.
Procedures
Touchdowns should be accomplished slightly above stall speed with idle

power and the main wheels touching down first. The nose wheel should
then be lowered slowly to the runway and the power lever brought into the
BETA range; brakes should then be applied as required. When the airplane
is taxied clear of the runway, the fuel condition lever may be moved into the
LOW IDLE position. This will reduce the cabin and exterior noise levels as
well as the braking pressure required. Landings may be accomplished on
rough or unimproved surfaces in a similar manner, except the nose wheel
should be held off as long as practicable and lowered slowly, to prevent
excessive nose gear loads.
WARNI NG : In-flight operation with the engine power lever retarded
below idle (beta mode) is prohibited. In-flight operation in beta mode may
result in an engine overspeed condition and consequent loss of engine
power or loss of airplane control. Operating in beta mode quickly produces
high amounts of drag which could result in a rapid loss of altitude or
complete loss of control.
NO T E : The use of BETA range following touchdown is recommended
to reduce brake wear. Generally, the use of BETA range will not cause
substantial propeller erosion from loose debris on runways or taxiways.
4 -32
100 SERIES
Section 4
NORMAL PROCEDURES
Short Field Landing

Short field approach to landings should be powered approaches at a speed
of 74 KIAS, with the propeller control lever positioned full forward (Max
RPM) and full flaps. Once clear of all obstacles, the power should be slowly
reduced to IDLE and the nose lowered to maintain an approach speed of
74 KIAS. Touchdown should be accomplished with the power lever at IDLE
and on the main wheels first. Immediately after touchdown, the nose wheel
should be lowered to the runway and the power lever brought into BETA
range; apply heavy brakes as required.
WARNIN G: Flight operation with the engine power lever retarded below
idle (beta mode) is prohibited. Flight operation in beta mode may result
in an engine overspeed condition and consequent loss of engine power
or loss of airplane control. Operating in beta mode quickly produces high
amounts of drag which could result in a rapid loss of altitude or complete
loss of control.
CAUT I O N : In an effort to minimize propeller blade erosion or possible
blade damage, reverse thrust should only be used when necessary to
shorten ground roll. The propeller should be brought out of reverse range
prior to slowing to approximately 25 knots.
Crosswind Landing
For crosswind approaches to landing, a crab method may be used to
maintain runway centerline track; a transition to a wing-low slip configuration
should be made just prior to touchdown. A flap setting between 10 and
35 is recommended depending on runway length. After touchdown, the
nose should be lowered to allow directional control. Maintain a straight
course using the steerable nose wheel, aileron deflection into the wind, and
differential braking as necessary.
AFTER SHUTDOWN
Upon completion of the last flight of the day or if dusty conditions exist, install
the engine inlet cover and exhaust covers to protect the engine from debris. It
may be appropriate to wait for the engine to cool down. Since no oil pressure
is available for the engine when the engine is not running, the propeller blades
should be secured to prevent windmilling.
4-33
Procedures
For maximum brake effectiveness, the flaps may be raised and the elevator
control pulled full aft. This process allows maximum weight to be placed on
the tires to help prevent tire skidding. Additional stopping power is available
with the use of reverse thrust. Using reverse thrust on landing rollout will
normally reduce rollout distance by approximately 5%. Bringing the propeller
into reverse thrust range produces a negative blade angle and increased
power from the gas generator.
Section 4
NORMAL PROCEDURES
100 SERIES
4-5 COLD WEATHER OPERATIONS

Proper preflight draining and sampling of the fuel system is especially
important during the winter season or prior to flights into cold temperatures, in
order to remove any water accumulation or to detect frozen water in the lines,
as evidenced by reduced fuel flow when operating the drain valve. The use
of a fuel anti-ice additive is required for ice protection. Refer to Section 2
of this manual for limitations and requirements concerning proper use of fuel
additives and Section 8 of this manual for information on servicing the fuel
system.
Cold weather often causes adverse conditions which require special attention
prior to flight. The elevator and aileron trim tabs should be actuated through
their full range of motion to ensure proper operation and to loosen any stiff
components resulting from cold weather. Even the slightest amounts of frost,
ice or snow must be removed from the aircraft prior to flight. Special attention
must be given to the wings, tail and flight control surfaces to ensure there is
no accumulation of frozen moisture.
An external engine pre-heater should be utilized during cold weather
operations to reduce wear on the engine and electrical system. Preheating
the engine lowers the viscosity of the oil and allows it to flow through the
engine more freely; it also prevents it from being trapped in the oil cooler in
extremely low temperatures.
Procedures
The use of external power is recommended when ambient temperatures drop

below 0F (-18C). Allow the engine oil temperature to reach a minimum of
10C prior to commencing takeoff.
If the runway surface is covered with snow or slush, allowances must be
made based on pilot judgment. Takeoff distances will be increased as the
snow or slush depth increases. In some instances, the depth and consistency
of the snow may prevent airplane takeoff.
4-34
100 SERIES
Section 4
NORMAL PROCEDURES
4-6 NOISE CHARACTERISTICS

An effort should be made to minimize the adverse effect of airplane noise
on the public. As pilots, we have the opportunity to build public support for
aviation and demonstrate our concern for improving the environment. United
application of the following suggested procedures can be the first step in
conquering the barriers between the aviation community and the general
public.
1. Pilots operating aircraft under VFR, over noise sensitive areas such
as outdoor assemblies and recreational park areas, should, weather
permitting, make every effort to not fly less than 2000 feet above ground
level, even though the federal regulations permit such operations.
2. While operating in and out of airports, climbs and descents should be
made in a manner as to avoid prolonged flight at low altitudes near noisesensitive areas.
3. Shortly after takeoff, power and propeller RPM should be reduced to allow
for quieter engine/propeller operation.
NO T E : The above recommended procedures do not apply where they

would interfere with air traffic control clearances, or otherwise cause an
adverse affect on the safety of the flight.
The corrected noise level of this airplane with a gross weight of 7255 lb
is 82.5 dB without the external cargo compartment and 83.3 dB with the
external cargo compartment, determined by flight tests when operated at
takeoff/maximum continuous power (1790 ft lb torque at 2200 RPM). No
determination has been made by the Federal Aviation Administration that the
noise levels of this airplane are or should be acceptable for operation at, into,
or out of any airport.
The above statement notwithstanding, the noise level stated above has
been verified by and approved by the Federal Aviation Administration in
noise level flight tests conducted in accordance with FAR Part 36, Appendix
G, Amendment 28, Noise Standards: Airplane Type and Airworthiness
Certification. The airplane noise is in compliance with all FAR Part 36 noise
standards applicable to this type.
4-35
Procedures
4. Whenever published traffic patterns and noise abatement procedures exist,

those procedures should be followed, while not compromising the safety of
the flight.
Section 4
NORMAL PROCEDURES
100 SERIES
Procedures
4-36
100 SERIES
Section 5
P E R FO R M A N C E
SECTION 5
PERFORMANCE
CONTENTS....................................................................................................... PAGE
GENERAL..............................................................................................................5-3
FLIGHT PLANNING............................................................................................5-3
AIRSPEED CALIBRATION....................................................................................5-4
ALTITUDE CORRECTION.....................................................................................5-5
OUTSIDE AIR TEMPERATURE.............................................................................5-6
TEMPERATURE CONVERSION CHART...........................................................5-7
STALL SPEEDS.....................................................................................................5-8
WIND COMPONENTS...........................................................................................5-9
MAXIMUM ENGINE TORQUES........................................................................... 5-11
MAXIMUM ENGINE TORQUE FOR TAKEOFF................................................ 5-11
MAXIMUM ENGINE TORQUE FOR CLIMB.....................................................5-12
MAXIMUM ENGINE TORQUE FOR CRUISE (120 KIAS)................................5-13
MAX GENERATOR POWER DURING GROUND OPERATIONS (AC ON)........ 5-16
MAX GENERATOR POWER DURING FLIGHT OPERATIONS (AC ON)........... 5-17
MAXIMUM TAKEOFF WEIGHTS.........................................................................5-18
OBSTACLE TAKEOFF DISTANCE.....................................................................5-20
TAKEOFF RATE OF CLIMB................................................................................5-23
TAKEOFF CLIMB GRADIENT.............................................................................5-25
ENROUTE RATE OF CLIMB...............................................................................5-27
ENROUTE CLIMB GRADIENT............................................................................5-29
TIME, FUEL AND DISTANCE TO CLIMB............................................................5-31
FUEL CONSERVATION.......................................................................................5-32
FUEL RANGE RING..........................................................................................5-32
CRUISE PERFORMANCE...................................................................................5-32
CRUISE PERFORMANCE (Pressure Altitude SEA LEVEL).............................5-33
CONDITIONS:...................................................................................................5-33
CRUISE PERFORMANCE (Pressure Altitude 1000 FT)...................................5-34
CONDITIONS:...................................................................................................5-34
5 -1
Performance
Table of Contents
Section 5
100 SERIES
CRUISE PERFORMANCE (Pressure Altitude 10,000 FT)................................5-43

MAXIMUM LANDING WEIGHTS.........................................................................5-58
RANGE AND ENDURANCE PROFILES.............................................................5-60
TIME, FUEL AND DISTANCE TO DESCEND.....................................................5-62
BALKED LANDINGS...........................................................................................5-63
BALKED LANDING RATE OF CLIMB...............................................................5-63
BALKED LANDING CLIMB GRADIENT............................................................5-65
OBSTACLE LANDING DISTANCE .....................................................................5-67
Performance
5 -2
100 SERIES
Section 5
5-1 GENERAL
This section of the Pilots Operating Handbook contains all of the performance
information required by the Federal Aviation Regulations, as well as additional
information provided by Quest Aircraft Company. The performance data
charts on the following pages are presented so that the pilot may know what
type of performance to expect from the airplane under various conditions.
The charts provided in this section should be utilized in order to facilitate
accurate planning of flights. The data contained in the charts is compiled
from actual flight tests using normal piloting techniques, with an airplane and
engine in good operating condition.
WARNI N G: In order to duplicate the performance data provided in
this section, and prevent damage to the airplane or personal injury, the
airplane and engine must be in good operating condition. All charts are
based on airplanes in factory-issued condition, without modification. Good
piloting technique and proper preflight planning involving the use of the
performance data for all phases of flight are also required to attain the
expected performance and assure ample margins of safety.
Various graphs include notes concerning the approximate effects of operating

the engine with the inertial separator in BYPASS mode. The degree of
effect on performance will vary, depending upon airspeed, temperature and
altitude. At lower altitudes, where engine power will normally be limited by
the maximum torque limits, the effect of operating with the inertial separator in
BYPASS will normally be less.
FLIGHT PLANNING
The performance tables provided in this section provide sufficient information
to facilitate reasonably accurate calculation of performance data when
considering different variables. Reasonable preflight planning accuracy
can be attained from the performance figures if conservative values are
selected from the detailed information provided in the tables. However,
variations in engine and propeller condition, air turbulence and other variables
encountered during a particular flight may account for variations of 10% or
more in range and endurance.
NO T E : Various tables throughout this section will contain blue numbers,
which indicate performance with Air Conditioning ON, while black numbers
indicate performance with Air Conditioning OFF. Air Conditioning may be
abbreviated as AC.
5-3
Performance
The performance information provided in the Range and Endurance Profile

charts includes the required IFR fuel reserve of 45 minutes, at the specified
cruise power setting and altitude. When compiling information for preflight
planning, it is important to be aware of conditions which may affect airplane
performance such as engine and propeller condition, along with turbulent
weather conditions.
Section 5
100 SERIES
5-2 AIRSPEED CALIBRATION

Conditions:
Power for level flight or maximum power for descent, whichever is less.
Weight...................................................................................... 7255 pounds
Example:
Flaps...........................................................................................................0
Indicated Airspeed..........................................................................140 KIAS
Calibrated Airspeed...................................................................... 141 KCAS
NO T E S :
Indicated airspeed values assume zero instrument error.
KIAS = Knots Indicated Airspeed
KCAS = Knots Calibrated Airspeed
Where airspeeds have been replaced by shaded areas, the airspeed
would either be below the maximum weight stall speed or above the
maximum approved operating limits speed for the aircraft configuration.
KIAS
KCAS
Flaps 0
60
Flaps 10
Flaps 20
Flaps 35
69
63
63
Performance
70
78
73
72
72
80
81
80
82
82
90
91
90
91
92
100
100
100
100
101
110
110
111
110
120
120
121
120
130
130
131
140
141
150
151
160
162
170
171
180
179
Table 5-1 Airspeed Calibration
5-4
Section 5
100 SERIES
5-3 ALTITUDE CORRECTION

Conditions:
Power for level flight or maximum power for descent, whichever is less.
Weight...................................................................................... 7255 pounds
Example:
Flaps...........................................................................................................0
Indicated Airspeed..........................................................................100 KIAS
Desired Altitude........................................................................... 10,000 feet
Altitude Correction............................................................................. -11 feet
Altitude to Fly: 9,989 feet
NO T E S:
Indicated airspeed values assume zero instrument error.
KIAS = Knots Indicated Airspeed
Where airspeeds have been replaced by shaded areas, the airspeed
would either be below the maximum weight stall speed or above
the maximum approved operating limits speed for the aircraft
configuration.
10
20
35
CORRECTION TO BE ADDED
NORMAL STATIC SOURCE - KIAS
60
80
100
120
140
160
180
S.L.
+7
-9
+1
+8
+2
-24
10000
+10
-11
+2
+10
+3
-38
20000
+18
-20
+3
+18
+4
-62
S.L.
+7
+1
+3
+7
10000
+8
+1
+3
+8
20000
+9
+1
+4
+9
S.L.
+11
-2
10000
+13
-2
20000
+17
-3
S.L.
+12
+10
+8
10000
+14
+12
+9
20000
+18
+15
+10
Performance
FLAPS
PRESS
ALT.
(FEET)
Table 5-2 Altitude Correction
5-5
Section 5
100 SERIES
5-4 OUTSIDE AIR TEMPERATURE

For ISA Conditions
Conditions:
Pressure Altitude............................................................................ 8000 feet
Outside Air Temperature........................................................................ 48F
ISA Condition: ISA + 10C
ISA
-40C
ISA
-20C
ISA
+10C
ISA
+20C
ISA
+35C
Performance
PRESS
ALT.
(FEET)
S.L.
-25
-13
-5
23
15
59
25
77
35
95
50
122
2000
-29
-20
-9
16
11
52
21
70
31
88
46
115
4000
-33
-27
-13
45
17
63
27
81
42
108
6000
-37
-34
-17
38
13
56
23
74
38
101
8000
-41
-42
-21
-6
-1
30
10
48
20
66
34
93
10000
-45
-49
-25
-13
-5
23
41
15
59
30
86
12000
-49
-56
-29
-20
-9
16
34
11
52
26
79
14000
-53
-63
-33
-27
-13
-3
27
45
22
72
16000
-57
-71
-37
-34
-17
-7
20
38
18
65
18000
-61
-45
-41
-25
-21
-5
-11
-1
15
14
58
20000
-65
-52
-45
-32
-25
-12
-15
-2
-5
10
51
22000
-69
-59
-49
-39
-29
-19
-19
-9
-9
44
24000
-73
-67
-53
-47
-33
-27
-23
-17
-13
-7
36
25000
-77
-70
-57
-50
-37
-30
-27
-20
-17
-10
-2
33
ISA
Table 5-3 Outside Air Temperature for ISA Conditions
5-6
Section 5
100 SERIES
TEMPERATURE CONVERSION CHART

TEMP TO
CONVERT
C or F
TEMP TO
CONVERT
C or F
TEMP TO
CONVERT
C or F
< >
< >
< >
-50
-58
-72
-17
36
17
62
144
-49
-56
-69
-16
39
18
64
147
-48
-54
-65
-14
43
19
66
151
-47
-52
-62
-13
46
20
68
154
Example: 38C = 100F
-46
-50
-58
-12
10
50
21
70
158

Fahrenheit (F) to degrees
Celsius (C), locate, in
the shaded columns the
number representing
the temperature value in
degrees Fahrenheit (F)
equivalent temperature in
degrees Celsius is read to
the left.
-44
-48
-54
-11
12
54
22
72
162
-43
-46
-51
-10
14
57
23
74
165
-42
-44
-47
-9
16
61
24
76
169
-41
-42
-44
-8
18
64
26
78
172
-40
-40
-40
-7
20
68
27
80
172
-39
-38
-36
-6
22
72
28
82
180
-38
-36
-33
-4
24
75
29
84
183
-37
-34
-29
-3
26
79
30
86
187
-36
-32
-26
-2
28
82
31
88
190
Example: 38F = 3C
-34
-30
-22
-1
30
86
32
90
194
-33
-28
-18
32
90
33
92
198
-32
-26
-15
34
93
34
94
201
-31
-24
-11
36
97
36
96
205
-30
-22
-8
38
100
37
98
208
-29
-20
-4
40
104
38
100
212
-28
-18
42
108
39
102
216
-27
-16
44
111
40
104
219
-26
-14
46
115
41
106
223
-24
-12
10
48
118
42
108
226
-23
-10
14
10
50
122
43
110
230
-22
-8
18
11
52
126
44
112
234
-21
-6
21
12
54
129
46
114
237
-20
-4
25
13
56
133
47
116
241
-19
-2
28
14
58
136
48
118
244
-18
32
16
60
140
49
120
248
Table 5-4 Temperature Conversion Chart
5 -7
Performance

Celsius (C) to degrees
Fahrenheit (F), locate,
in the shaded columns,
the number representing
the temperature value in
degrees Celsius (C) to be
converted. The equivalent
temperature in degrees
Fahrenheit is read to the
right.
Section 5
100 SERIES
5-5 STALL SPEEDS

Conditions:
C.G...................................................................................................Forward
Power.................................................................................................... IDLE
Bank Angle...........................................................................................Noted
Example:
Weight...................................................................................... 7255 pounds
Flaps...........................................................................................................0
Bank Angle...............................................................................................30
C.G...................................................................................................Forward
Stall Speed: 65 KIAS / 82 KCAS
NO T E S :
Maximum altitude loss during wings level stall is approximately 500 ft.
KIAS values are approximate and may not be accurate at stall.
WEIGHT
7255
LB
Performance
6690
LB
6000
LB
5000
LB
BANK
ANGLE
(DEG.)
STALL SPEEDS
FLAPS 0
FLAPS 10
FLAPS 20
FLAPS 35
KIAS KCAS KIAS KCAS KIAS KCAS KIAS KCAS
61
77
51
66
48
61
46
60
30
65
82
55
70
51
66
49
64
45
73
91
61
78
57
73
55
71
60
86
108
72
92
68
87
65
85
59
74
49
63
46
59
44
58
30
63
79
52
67
49
63
47
62
45
70
87
58
75
55
70
53
69
60
83
104
69
89
65
83
62
81
55
70
46
60
44
56
42
55
30
59
74
50
64
47
60
45
58
45
66
83
55
71
52
66
50
65
60
78
98
65
84
62
79
59
77
51
64
42
54
40
51
38
50
30
54
68
45
58
43
55
41
53
45
60
76
50
65
47
61
45
59
60
71
90
60
77
56
72
54
70
Table 5-5 Stall Speeds
5-8
100 SERIES
Section 5
5-6 WIND COMPONENTS

(Refer to the figure on the following page)
Conditions:
Runway Heading......................................................................................10
Wind Direction and Velocity................................................. 70 @ 25 knots
Example:
Angle Between Wind Direction and Flight Path.......................................60
Crosswind Component.....................................................................21 knots
Headwind Component......................................................................12 knots
Performance
NO T E : The maximum demonstrated crosswind is 21 knots. This value is

not limiting.
5-9
Section 5
100 SERIES
Performance
Figure 5-1 Wind Components
5 -10
Section 5
100 SERIES
5-7 MAXIMUM ENGINE TORQUES

MAXIMUM ENGINE TORQUE FOR TAKEOFF
Conditions:
2200 RPM
60 KIAS
Inertial Separator Normal
Condition
Power Reduction
Inertial Separator in BYPASS
50 FT-LB
Bleed Air Heat ON
30 FT-LB
Pitot or Stall Heat ON
10 FT-LB
Electric Cabin Heat ON
20 FT-LB
Air Conditioning ON
70 FT-LB
Torque Limit - 1790 LBFT
Sea Level
Performance
Torque - LBFT
Minimum Approved
Temperature, -54C
NO T E S:
Torque increases approximately 30 LB FT during takeoff ground roll.
Torque on this chart shall be achieved without exceeding 790C ITT or
101.6% Ng.
With the takeoff power setting specified below the 1790 LB FT limit,
decrease the takeoff torque setting for each system as follows:
2000
4000
6000
8000
Pressure
Altitude - FT
10000
12000
Max Approved
Temperature,
ISA +35C
Outside Air Temperature - C
Figure 5-2 Maximum Torque for Takeoff
5 -11
Section 5
100 SERIES
MAXIMUM ENGINE TORQUE FOR CLIMB

Conditions:
2200 RPM 101 KIAS
Inertial Separator Normal (Solid BLUE Line), BYPASS (Dashed
Report No: 100-251-812
GREEN Line)
NO T E S :
MAXIMUM ENGINE TORQUE FOR CLIMB
Torque shall be achieved without exceeding 765C ITT or 101.6% Ng.
CONDITIONS:
When climb performance is not critical, use of an initial climb ITT setting
2200 of
RPM740C is recommended if torque and Ng limits are also observed.
101 KIAS
InertialWith
the- Normal
climb(Solid
power
setting
below
the 1670 LB FT limit,
Separator
Blue Line);
Bypassspecified
(Dashed Orange
line)
decrease the climb torque setting for each system as follows:
NOTES:
Power
1. Torque onCondition
this chart shall be achieved without exceeding 765C ITT
or 101.6%Reduction
N g.
2. For pilot convenience, use of an initial climb ITT setting of 740C when climb performance is not critical is
Inertial
Separator
in
BYPASS
Sea
Level:
140
FT-LB
/
Higher
Altitudes: See
recommended if torque and Ng limits are also observed.
3. With the climb power setting specified below the 1670 lbft limit,
decrease
the climbFT:
torque
for
Below
15,000
40setting
FT-LB
Airfollows:
Heat ON
eachBleed
system as
15,000 FT or Above: 60 FT-LB
Below
10 FT-LB
20 FT-LB
80 FT-LB

Air Conditioning ON
1800
TORQUE LIMIT, 1670 LBFT
1700
MINIMUM APPROVED TEMP
PERATURE, -54C
1600
1500
1300
TORQUE - lbft
Performance
1400
1200
1100
SEA LEVEL
5000
10000
15000
20000
1000
900
25000
800
PRESSURE
ALTITUDE - FT
700
MAXIMUM APPROVED
TEMPERATURE, ISA + 35C
IPS NORMAL
600
IPS BYPASS
500
-70
-60
-50
-40
-30
-20
-10
10
20
30
40
50
60
OUTSIDE AIR TEMPERATURE - C
Figure 5-3 Maximum Engine Torque for Climb*
CMG, 04/08/10
* An alternate method, in lieu of using

18D this chart, is to maintain power at or below
maximum continuous. (All engine gages in green arc.)
5 -12
Section 5
100 SERIES
MAXIMUM ENGINE TORQUE FOR CRUISE (120 KIAS)

Conditions:
2200 RPM
120 KIAS
Report No: 100-251-812
NO T E S: MAXIMUM ENGINE TORQUE FOR CRUISE (120 KCAS)

CONDITIONS:
101.6% Ng.
2200 RPM
With the cruise power setting specified below the 1670 LB FT limit,
120 KCAS
decrease
the cruise torque setting for each system as follows:
Inertial Separator
- Normal
Condition
Power Reduction
NOTES:
1. Torque
on thisSeparator
chart shall beinachieved
without exceeding 740C ITT or 101.6%
N g.
Inertial
BYPASS
60 FT-LB
2. With the cruise power setting specified below the 1670 lbft limit, decrease the cruise torque setting
for each system as follows:
Below 15,000 FT: 40 FT-LB
Bleed Air Heat ON
10 FT-LB
20 FT-LB
Air Conditioning ON
80 FT-LB
1800
1700
MINIMUM APPROVED TEMPE

ERATURE, -54C
1500
1400
TORQUE - lbft
1300
1200
1100
SEA LEVEL
5000
Performance
1600
10000
15000
20000
1000
900
25000
800
PRESSURE
ALTITUDE - FT
700
MAXIMUM APPROVED
600
500
-70
-60
-50
-40
-30
-20
-10
0
10
20
30
40
Figure 5-4 Maximum Engine Torque for Cruise (120 KIAS)
18E
50
60
CMG, 04/08/10
5 -13
Section 5
100 SERIES

Conditions:
2200 RPM
140 KIAS
MAXIMUM ENGINE TORQUE FOR CRUISE (140 KCAS)
NO T E S :
CONDITIONS:
2200 RPM 101.6% Ng.
140 KCAS
With the cruise power setting specified below the 1670 LB FT limit,
Ineral Separator
- Normal
decrease
NOTES:
Condition
Power Reduction
1. Torque on this chart shall be achieved without exceeding 740C ITT or 101.6% Ng.
Inertial
in BYPASS
FT-LB
2. With the
cruise Separator
power setting specified
below the 1670 lbft limit, decrease the80
cruise
torque setting
Bleed Air Heat ON
Below 15,000 FT: 40 FT-LB

10 FT-LB
20 FT-LB
Air Conditioning ON
80 FT-LB
1800
1700
MINIMUM APPROVED TEMPER

RATURE, -54C
Performance
QUE - lbft
TORQ
1600
1500
1400
1300
1200
1100
SEA LEVEL
5000
10000
15000
20000
1000
900
25000
800
PRESSURE
ALTITUDE - FT
700
MAXIMUM APPROVED
600
500
-70
-60
-50
-40
-30
-20
-10
0
10
20
30
5 -14
40
50
60
CMG, 04/28/10
Section 5
100 SERIES

Conditions:
2200 RPM
160 KIAS
Report No: 100-251-812
NO T E S: MAXIMUM ENGINE TORQUE FOR CRUISE (160 KCAS)

CONDITIONS:
101.6% Ng.
2200 RPM
160
KCAS With the cruise power setting specified below the 1670 LB FT limit,
decrease
Ineral Separator
- Normal
Condition
Power Reduction
NOTES:
1. Torque
on thisSeparator
chart shall beinachieved
without exceeding 740C ITT or 101.6%
N g.
Inertial
BYPASS
100 FT-LB
2. With the cruise power setting specified below the 1670 lbft limit, decrease the cruise torque setting
Below 15,000 FT 40 FT-LB
Bleed Air Heat ON
10 FT-LB
20 FT-LB
Air Conditioning ON
80 FT-LB
1800
MINIMUM APPROVED TEM

MPERATURE, -54C
1700
1500
1400
1300
1200
1100
SEA LEVEL
5000
Performance
TORQ
QUE - lbft
1600
10000
15000
20000
1000
900
25000
800
PRESSURE
ALTITUDE - FT
700
MAXIMUM APPROVED
600
500
-70
-60
-50
-40
-30
-20
-10
10
20
30
40
50
60
18G
CMG, 04/08/10
5 -15
Section 5
100 SERIES
5-8 MAX GENERATOR POWER DURING GROUND

OPERATIONS (AC ON)
Example:
Gen Amps............................................................................................. 110A
Minimum Ng...........................................................................................55%
Performance
Figure 5-7 Maximum Generator Power Demands for Ground Operations
(Air Conditioning ON)
5 -16
100 SERIES
Section 5
5-9 MAX GENERATOR POWER DURING FLIGHT OPERATIONS

(AC ON)
Performance
Example:
Pressure Altitude.......................................................................... 11000 feet
Gen Amps.............................................................................................300A
Minimum Ng...........................................................................................75%
Figure 5-8 Maximum Generator Power Demands for Flight Operations
(Air Conditioning ON)
5 -17
Section 5
100 SERIES
5-10 MAXIMUM TAKEOFF WEIGHTS

(Refer to the table on the following page)
Conditions:
Maximum Takeoff Power
Flaps 20
Altitude
Climb Speed Vy
(KIAS)
S.L.
88
2000
88
4000
87
6000
86
8000
84
10000
83
12000
82
NOTES:
These weights assure the availability of a steady gradient of climb of at
least 243 FT/NM with the flaps at 20.
Dashed entries correspond to outside air temperatures beyond the aircraft
operating limits.
Yellow shaded areas correspond to weight limits below the maximum
takeoff weight.
NO T E : For temperatures below 9C and altitudes below 6000 ft, the
takeoff weight limit is 7,255 lb.
Performance
NO T E : Blue numbers indicate performance with Air Conditioning

ON, black numbers indicate performance with Air Conditioning OFF.
5 -18
Section 5
100 SERIES
OAT
(F)
9
11
13
15
17
19
21
PRESSURE ALTITUDE (FEET)

6000 7000
8000
9000 10000 11000
48
7255
7255
7255
7255
7255
7255
52
7255
7255
7255
7255
7255
7255
55
59
63
66
70
7255
7255
7255
7255
7255
7255
7255
7255
7255
7255
7255
7255
7255
7255
7255
23
73
7255
7255
7255
25
77
7255
7255
7255
27
81
7255
7255
7255
29
84
7255
7255
7255
31
88
7255
7255
33
91
7255
7255
35
95
7255
37
99
7255
39
102
7255
7060
7255
7255
7255
7255
7255
7255
7255
7050
7255
6932
7159
7174
6809
7255
7037
7044
6682
7255
6912
6916
6551
7139
6784
7135
6783
6415
7255
7007
6650
6998
6643
6271
7255
7182
6872
6511
7200
6853
6498
6121
7255
7041
6733
6368
6705
6348
5967
7255
6899
6590
6898
6551
6193
7255
7123
6750
7072
6740
6392
7255
6970
6904
6577
7071
6728
7255
7255
7255
7170
7255
7123
6885
7255
7255
7255
7048
7255
7255
7255
12000
Performance
OAT
(C)
Table 5-6 Maximum Takeoff Weight
5 -19
Section 5
100 SERIES
5-11 OBSTACLE TAKEOFF DISTANCE

(Refer to the tables on the following pages)
Conditions:
Winds.....................................................................................................Zero
Runway...............................................................Paved, Level, Dry Runway
Flaps.........................................................................................................20
Power.......................................................Maximum Torque (per Figure 5-2)
Propeller....................................................................................... 2200 RPM
Inertial Air Particle Separator.............................................................Normal
Example:
Outside Air Temperature...............20C
Weight............................. 7255 pounds
Field Pressure Altitude................. 2000
Headwind Component............ 12 knots
Runway......Paved, Level, Dry Runway
Propeller.............................. 2200 RPM
Results:
Rotation Speed.....................60 KIAS
50 Foot Obstacle Speed.......73 KIAS
Takeoff Ground Roll............. 1022 feet
Total Distance Over
50 Foot Obstacle................. 1572 feet
Performance
NO T E S :
Obstacle takeoff technique utilized as outlined in Section 4.
Rotation initiated at stall speed.
Decrease distances 10% for each 12 knots headwind. For operation in
tailwinds up to 10 knots, increase distances by 10% for each 2 knots.
For operation on a hard dry grass runway, increase distances by 20%
of the ground roll calculation.
With takeoff power set below the torque limit, increase both ground roll
and total distances by 1%, for the inertial separator system in bypass.
For operation in air colder than this table provides, use the coldest
data for takeoff distances.
For operation in air warmer than this table provides, use extreme
caution.
Dashed entries indicate atmospheric temperatures beyond the aircraft
operating limits.
For each 1% of upsloped runway (up to 3% grade), increase the table
distances by:

22% of the ground roll distance at Sea Level to 4,999 feet

30% of the ground roll distance at 5,000 to 9,999 feet

43% of the ground roll distance at 10,000 feet or above
For each 1% of downsloped runway, decrease the table distances by:


10% of the ground roll distance at 5,000 feet to 9,999 feet

14 % of the ground roll distance at 10,000 feet or above
When Air Conditioning is ON, and takeoff power is set below the
torque limit, increase ground roll by 6.1% and total distance by 6.7%.
NO T E : Red shaded areas represent data at temperatures greater than
the maximum approved operating OAT, but may be used for the purpose of
interpolating.
5 -20
6000
7255
WT
(LB)
0C
10C
20C
30C
40C
50C
549
580
612
647
701
1000
2000
3000
4000
5000
1352
520
S.L.
12000
2215
12000
1227
2010
11000
11000
1826
10000
1115
1663
9000
10000
1513
8000
1015
1379
7000
9000
1260
6000
923
1148
5000
8000
1061
4000
842
1003
3000
7000
950
2000
769
899
6000
852
S.L.
1940
1777
1629
1498
1376
1542
1398
1265
1151
1045
951
869
793
725
662
616
583
553
2527
2290
2072
1886
1713
1559
1423
1300
1187
1085
1010
956
906
961
1766
1598
1449
1317
1196
1087
991
906
829
757
693
635
586
2893
2619
2375
2158
1960
1782
1625
1485
1358
1241
1135
1040
2531
2312
2116
1941
1779
1632
1502
1385
1279
1179
1089
1006
938
4063
3712
3397
3115
2856
2619
2410
2223
2052
1893
1747
1615
1506
2061
1865
1683
1526
1387
1260
1147
1046
957
874
799
730
670
3377
3056
2757
2500
2273
2065
1879
1714
1568
1433
1308
1197
1097
2959
2702
2460
2251
2066
1894
1739
1601
1478
1363
1256
1159
1072
4750
4337
3949
3614
3315
3040
2790
2569
2372
2187
2015
1860
1720
5 - 21
Performance
Table 5-7 Obstacle Takeoff Distance
2210
2022
1847
1696
1555
1428
1316
1214
1118
1031
970
929
891
3548
3246
2964
2723
2496
2292
2113
1948
1795
1655
1556
1491
1429
1796
1638
1489
1349
1225
1119
1021
931
852
778
2943
2684
2440
2210
2007
1833
1673
1526
1396
1275
2658
2447
2245
2051
1879
1732
1595
1468
1354
1248
4266
3927
3603
3292
3015
2779
2559
2355
2173
2002
1330
1211
1104
1011
920
2179
1985
1809
1656
1508
2067
1899
1747
1613
1481
3317
3047
2802
2588
2376
100 SERIES
1266
1167
1073
1001
959
918
880
843
3113
2852
2615
2404
2208
2032
1872
1722
1607
1538
1473
1412
1353
Ground
Total Feet to
Ground
Total Feet to
Ground
Total Feet to
Ground
Total Feet to
Ground
Total Feet to
Ground
Total Feet to
Roll (FT) Clear 50 OBS Roll (FT) Clear 50 OBS Roll (FT) Clear 50 OBS Roll (FT) Clear 50 OBS Roll (FT) Clear 50 OBS Roll (FT) Clear 50 OBS
1000
Press
Alt
(FT)
Section 5
5 -22
4000
5000
0C
10C
20C
30C
40C
50C
536
547
595
649
354
388
427
471
9000
10000
11000
12000
344
537
487
441
401
364
332
303
276
253
231
215
203
193
960
870
787
716
651
592
541
494
451
412
384
363
566
365
615
557
505
459
417
379
345
316
289
264
241
221
204
1099
995
902
820
745
677
617
564
516
471
431
395
597
924
844
773
709
650
596
548
506
467
431
398
368
343
1608
1469
1345
1233
1130
1037
954
880
813
750
692
640
417
718
650
586
532
483
439
400
365
333
305
278
255
233
1283
1161
1047
950
863
785
714
651
596
544
497
455
681
1080
986
898
822
754
692
635
585
540
498
459
423
392
1880
1717
1563
1430
1312
1204
1105
1017
939
866
798
737
Table 5-8 (continued) Obstacle Takeoff Distance
807
738
674
619
568
522
481
443
408
377
354
340
326
1404
1285
1173
1078
988
908
836
771
711
655
616
591
484
626
571
519
470
427
390
356
325
297
271
1118
1020
927
840
763
696
636
580
530
793
1175
894
820
749
686
633
583
536
495
456
1689
1555
1427
1304
1194
1101
1014
933
861
573
463
422
385
352
321
828
754
687
629
942
756
694
638
590
541
1314
1207
1110
1026
Section 5
708
462
502
293
322
7000
8000
426
392
366
268
244
350
336
322
804
741
6000
226
5000
181
191
S.L.
1000
4000
764
842
11000
12000
202
309
632
694
9000
10000
213
1129
1232
575
8000
2000
952
1035
524
7000
3000
874
478
6000
636
682
403
436
4000
609
584
560
5000
361
381
2000
3000
324
342
S.L.
Ground
Total Feet to
Ground
Total Feet to
Ground
Total Feet to
Ground
Total Feet to
Ground
Total Feet to
Ground
Total Feet to
1000
Press
Alt
(FT)
Performance
WT
(LB)
100 SERIES
100 SERIES
Section 5
5-12 TAKEOFF RATE OF CLIMB

(Refer to the tables on the following page)
Conditions:
Flaps.........................................................................................................20
Power................................................................................ Maximum Takeoff
Inertial Separator................................................................................Normal
Airspeed.................................................................................................... Vy
Air Conditioning........................................................................................ Off
Example:
Outside Air Temp................................................................................... 20C
Weight...................................................................................... 7255 pounds
Pressure Altitude......................................................................4000 FT MSL
Climb Airspeed: 87 KIAS
Rate of Climb: 991 FT/MIN
NO T E S :
Do not exceed the placarded maximum takeoff torque, ITT (790C)
and Ng (101.6%) limits, or the charted max takeoff torque.
This power setting is time limited to 5 minutes.
Dashed entries correspond to outside air temperatures beyond the
aircraft operating limits.

interpolating.
5 -23
Performance

Section 5
100 SERIES
7255 POUNDS WEIGHT
6000 POUNDS WEIGHT
PRESS CLIMB
RATE OF CLIMB - FPM
ALT SPEED
-20C
0C 20C 40C 50C
FT
KIAS
PRESS CLIMB
RATE OF CLIMB - FPM
ALT SPEED
-20C
0C 20C 40C 50C
FT
KIAS
S.L.
88
1383 1364 1332
2000
88
1364 1333
4000
87
1333 1298
6000
86
1296
8000
84
10000
83
12000
82
1176
1108
999
924
821
748
1130
1044
952
871
775
682
597
513
1170
1078
991
907
826
728
655
566
485
384
317
225
932
844
762
657
595
502
434
323
276
177
125
9
- 35
-139
692
598
527
404
366
268
S.L.
88
1872 1856 1825
2000
88
1857 1827
4000
87
1829 1794
6000
86
1795
8000
84
10000
83
12000
82
1664
1582
1464
1373
1261
1173
1603
1498
1403
1304
1202
1090
1001
899
1638
1527
1432
1330
1244
1125
1052
945
862
739
672
561
1349
1242
1151
1025
960
848
778
644
602
483
436
295
257
131
1062
948
872
723
688
568
5000 POUNDS WEIGHT
4000 POUNDS WEIGHT
PRESS CLIMB
RATE OF CLIMB - FPM
ALT SPEED
-20C
0C 20C 40C 50C
FT
KIAS
PRESS CLIMB
RATE OF CLIMB - FPM
ALT SPEED
-20C
0C 20C 40C 50C
FT
KIAS
Performance
S.L.
88
2404 2391 2360
2000
88
2392 2363
4000
87
2366 2331
6000
86
2335
8000
84
10000
83
12000
82
2188
2090
1960
1851
1727
1621
2111
1986
1882
1764
1654
1519
1423
1300
2143
2009
1903
1781
1687
1545
1469
1340
1253
1106
1036
902
1794
1667
1564
1413
1343
1209
1135
973
936
792
749
580
545
395
1453
1315
1232
1053
1019
876
S.L.
88
3166 3157 3123
2000
88
3159 3129
4000
87
3133 3097
6000
86
3104
8000
84
10000
83
12000
82
2931
2808
2657
2521
2377
2244
2831
2674
2557
2408
2283
2115
2005
1852
2859
2692
2568
2415
2307
2130
2047
1886
1789
1605
1529
1363
2422
2263
2142
1953
1874
1707
1624
1422
1388
1209
1167
955
924
736
1999
1827
1730
1506
1473
1293
Table 5-8 Takeoff Rate of Climb
5 -24
100 SERIES
Section 5
5-13 TAKEOFF CLIMB GRADIENT

Conditions:
Flaps.........................................................................................................20
Airspeed.................................................................................................... Vy
Winds.....................................................................................................Zero
Example:
Weight...................................................................................... 7255 pounds
Pressure Altitude..............................................................................2000 FT
Climb Gradient: 479 FT/NM

interpolating.
5 -25
Performance
NO T E S :
Do not exceed the maximum climb power torque, ITT and Ng limits.
This table represents the gain in altitude for the horizontal distance
traveled and is expressed as feet per Nautical Mile.
Section 5
100 SERIES
7255 POUNDS WEIGHT
6000 POUNDS WEIGHT
PRESS CLIMB
CLIMB GRADIENT - FT/NM
ALT SPEED
-20C
0C 20C 40C 50C
FT
KIAS
PRESS CLIMB
ALT SPEED
-20C
0C 20C 40C 50C
FT
KIAS
S.L.
88
1010 958
2000
88
964
905
4000
87
914
855
6000
86
867
8000
84
10000
83
12000
82
772
727
642
593
511
466
725
669
600
548
478
420
358
307
901
765
704
628
574
510
449
397
343
288
228
183
130
607
549
479
413
363
307
259
192
162
104
72
5
- 19
- 77
443
382
326
250
220
161
S.L.
88
2000
88
4000
87
6000
86
8000
84
10000
83
12000
82
883
812
1079 727
1326 1253
1003 647
912 588
1266 1193
846 519
1036 771 464
1212
967 697 384
1101 889 640 353
1045 825 574 283
946 745 513 250
886 674 440 169
790 601 388 143
733 539 324 73
1383 1317 1247
682
607
541
448
414
341
5000 POUNDS WEIGHT
4000 POUNDS WEIGHT
PRESS CLIMB
ALT SPEED
-20C
0C 20C 40C 50C
FT
KIAS
PRESS CLIMB
ALT SPEED
-20C
0C 20C 40C 50C
FT
KIAS
Performance
S.L.
88
1807 1724 1636
2000
88
1736 1645
4000
87
1663 1571
6000
86
1598
8000
84
10000
83
12000
82
1466
1396
1279
1205
1089
1020
1379
1294
1203
1125
1031
945
859
784
1427
1334
1223
1141
1053
962
899
818
749
660
600
522
1184
1097
995
896
826
742
680
582
550
465
431
333
305
220
938
847
767
654
615
527
S.L.
88
2461 2347 2227
2000
88
2365 2240
4000
87
2267 2142
6000
86
2182
8000
84
10000
83
12000
82
2011
1918
1767
1670
1521
1431
1889
1775
1662
1559
1442
1331
1222
1126
1947
1823
1678
1571
1459
1341
1265
1162
1078
965
892
793
1624
1510
1378
1251
1163
1056
979
855
820
713
674
551
518
412
1304
1187
1085
941
893
782
Table 5-9 Takeoff Climb Gradient
5 -26
100 SERIES
Section 5
5-14 ENROUTE RATE OF CLIMB

Conditions:
Flaps...........................................................................................................0
Power.................................................................................. Maximum Climb
Airspeed.............................................................................................. Vclimb
MAXIMUM CLIMB POWER FLAPS 0
NO T E S :
Do not exceed the placarded maximum climb torque, ITT (765C) and
Ng (101.6%) limits, or the charted max climb torque from Figure 5-3.
For operation in temperatures colder than provided in this table, use
the coldest data shown.
For operation in temperatures warmer than provided in this table, use
extreme caution.
aircraft operating limits, or appreciable rate of climb for the weight
shown cannot be expected.
5 -27
Performance
Example:
Outside Air Temp..................................................................................... 0C
Weight...................................................................................... 7255 pounds
Pressure Altitude............................................................................10000 FT
5 -28
101
101
CLIMB
SPEED
KIAS
101
101
101
101
101
101
25000
PRESS
ALT FT
S.L.
5000
10000
15000
20000
25000
10000
20000
101
5000
101
101
S.L.
15000
101
PRESS
ALT FT
994
636
488
173
48
872
739
410
294
163
323
673
788
1093
1243
1465
0C
599
1134
2012
1853
1374
1158
748
567
142
2328
2181
1698
1506
1072
904
441
244
2457
2398
2455
2400
2492
-20C
2490
-40C
129
328
1250
2013
100
383
821
1008
1338
594
891
1435
2175
1585
40C
20C
122
849
1046
50C
318
454
50C
25000
20000
15000
10000
5000
S.L.
PRESS
ALT FT
25000
20000
15000
10000
5000
S.L.
PRESS
ALT FT
101
101
101
101
101
101
CLIMB
SPEED
KIAS
101
101
101
101
101
101
CLIMB
SPEED
KIAS
308
458
816
996
1408
1540
1874
1923
1963
102
433
625
1028
1167
1516
1697
1950
0C
520
766
1324
1534
2058
2299
2886
3070
3146
3215
3246
-40C
100
401
912
1137
1632
1902
2483
2682
3150
3224
3254
-20C
372
620
1073
1362
1927
2136
2626
2898
3246
0C
323
677
1206
1440
1836
2146
2667
2869
20C
911
1283
1718
1949
40C
357
605
916
1070
40C
RATE OF CLIMB - FPM
158
538
694
981
1188
1556
1691
20C
RATE OF CLIMB - FPM

-20C
4000 POUNDS WEIGHT
28
193
595
735
1111
1272
1687
1809
1881
1926
1966
-40C
6000 POUNDS WEIGHT
1218
1465
50C
579
743
50C
Section 5
706
937
1403
1570
1974
2192
2481
0C
RATE OF CLIMB - FPM
262
391
645
327
727
1246
815
40C
20C
5000 POUNDS WEIGHT
1104
1333
1232
1435
1395
1444
1407
1482
-20C
1490
-40C
RATE OF CLIMB - FPM
7255 POUNDS WEIGHT
Performance
CLIMB
SPEED
KIAS
100 SERIES
Table 5-10 Enroute Rate of Climb
100 SERIES
Section 5
5-15 ENROUTE CLIMB GRADIENT

Conditions:
Flaps...........................................................................................................0
Airspeed.............................................................................................. Vclimb
Maximum Climb Power Flaps 0
Example:
Weight...................................................................................... 7255 pounds
NO T E : Dashed entries correspond to the outside air temperatures beyond
aircraft limits, or an appreciable climb gradient for the weight shown cannot
be expected.
Performance

5 -29
5-30
101
101
CLIMB
SPEED
KIAS
101
101
101
101
101
101
25000
PRESS
ALT FT
S.L.
5000
10000
15000
20000
25000
10000
20000
101
5000
101
101
S.L.
15000
101
PRESS
ALT FT
811
581
523
303
232
74
21
853
733
677
432
366
183
131
75
148
340
399
610
694
901
0C
341
670
1456
1419
1070
984
656
552
321
243
55
1520
1484
1300
1214
848
750
480
404
177
98
1630
-20C
1703
-40C
63
53
135
715
1205
44
169
401
493
722
308
463
823
1307
858
40C
20C
476
588
50C
178
254
50C
25000
20000
15000
10000
5000
S.L.
PRESS
ALT FT
25000
20000
15000
10000
5000
S.L.
PRESS
ALT FT
101
101
101
101
101
101
CLIMB
SPEED
KIAS
101
101
101
101
101
101
CLIMB
SPEED
KIAS
132
196
388
474
743
814
1098
1128
1267
42
198
286
520
592
850
953
1209
0C
209
308
594
689
1033
1158
1632
1744
1988
2036
2284
-40C
185
314
522
611
40C
38
154
391
489
781
913
1332
1444
1902
1952
2185
-20C
153
256
492
626
985
1095
1501
1667
2088
0C
142
299
590
706
997
1170
1621
1754
20C
474
669
989
1126
40C
70
262
338
528
640
924
1006
20C

-20C
4000 POUNDS WEIGHT
11
77
266
329
552
632
932
1001
1150
1179
1325
-40C
6000 POUNDS WEIGHT
686
827
50C
324
417
50C
Section 5
323
429
713
799
1114
1241
1558
0C
127
190
346
170
414
737
438
40C
20C
5000 POUNDS WEIGHT
835
877
948
-20C
994
-40C
7255 POUNDS WEIGHT
Performance
CLIMB
SPEED
KIAS
100 SERIES
Table 5-11 Enroute Climb Gradient
Section 5
100 SERIES
5-16 TIME, FUEL AND DISTANCE TO CLIMB

Conditions:
Weight...................................................................................... 7255 pounds
Flaps...........................................................................................................0
Power....................................................................... Maximum Climb Power
Airspeed.............................................................................................. Vclimb
Winds.....................................................................................................Zero
NO T E S:
Taxi Fuel: Add 50 pounds of fuel for start, taxi and takeoff.
Temperature: Add 10% to calculated values for each 10C above
standard.
Press
Alt
(FT)
ISA
OAT
(C)
SL
5000
Time, Fuel & Distance from Sea Level
Climb
Speed
(KIAS)
Rate of
Climb
(FPM)
15
101
1371
101
1141
4.0
26.4
7.0
Time
(MIN)
Fuel
(LB)
Distance
(NM)
-5
101
874
9.9
59.6
18.8
-15
101
563
20.9
111.0
42.7
20000
-25
101
238
49.9
229.7
110.9
25000
-35
101
-102
367.6
1470.6
889.1
Performance
10000
15000
Table 5-12 Time, Fuel, and Distance to Climb
5 - 31
Section 5
100 SERIES
5-17 FUEL CONSERVATION

The Cruise Performance charts in this section of the manual provide quick
reference information regarding power settings to obtain maximum range.
These power settings should be used when it is desirable to conserve fuel
during a flight. Additionally, the Maximum Range Profile in this section
provides another resource for preflight planning, to assist in selecting the
proper cruise altitude for the best fuel efficiency.
FUEL RANGE RING

A fuel range ring is provided through the MFD on the Garmin G1000. This
can be a valuable resource as a cross reference to determine if there is
sufficient fuel on board to make the flight with the proper reserves. Be aware
that this feature has limits, since the fuel range ring is calculated using the
LB REM (pounds remaining) from the fuel totalizer which requires pilot input.
The current wind conditions are also factored into this calculation and does
not factor in winds that will be encountered later on in the flight. For more
information regarding the fuel range ring, refer to the Garmin G1000 Pilots
Guide (190-00590-XX) for the Quest KODIAK 100.
5-18 CRUISE PERFORMANCE

The following information is applicable to all Cruise Performance Charts
contained in this section.
CAUT I O N: With the inertial air particle separator placed in BYPASS,
maximum cruise speed is reduced by up to 10 knots.
Performance
NO T E S :
The highest torque value for each temperature and RPM value
represents the maximum allowable cruise power. Do not exceed this
torque value: 740C ITT, or 101.6% Ng, whichever occurs first.
With the inertial air particle separator placed in BYPASS and the
power set below the cruise torque limit of 1840 foot-pounds, decrease
the maximum cruise torque by 50 foot-pounds when below 10,000
feet, and 60 foot-pounds when above 10,000 feet. Do not exceed
740C ITT or 101.6% Ng.
When the Air Conditioning is ON, and power is set below the cruise
torque limit of 1840 foot-pounds, decrease the maximum cruise torque
by 80 foot-pounds. Do not exceed 740C ITT or 101.6% Ng.
Propeller RPM (Np) may be set as low as 1900 RPM to reduce cabin
noise. Do not exceed 1840 foot-pounds of torque, 740 degrees C ITT,
or 101.6% NG. To achieve optimum cruise performance, set Np at or
above 2000 RPM.
5 -32
354
314
300
278
250
384
322
318
297
248
416
343
319
315
245
419
345
322
316
244
418
343
323
315
243
40 100% 1270
Rng 1040
75% 960
65% 830
End
660
30 100%
75%
Rng
65%
End
20 100%
75%
Rng
65%
End
15 100%
75%
Rng
65%
End
10 100%
75%
Rng
65%
End
PWR
162
141
139
128
74
169
148
139
137
72
169
148
140
137
71
168
147
140
136
70
100%
75%
65%
Rng
End
100%
75%
65%
Rng
End
100%
75%
65%
Rng
End
100%
75%
65%
Rng
End
1610
1210
1050
1010
670
1810
1360
1180
1050
660
1840
1380
1190
1060
660
1840
1380
1190
1080
660
154 100% 1400

139 Rng 1080
131 75% 1050
117 65% 910
76
End
680
146 100% 1240

139 Rng 1070
122 75% 930
106 65% 810
77
End
680
TAS
KTS
164
144
133
131
77
170
150
141
132
75
170
150
141
132
74
169
150
140
133
73
156
138
135
124
83
149
138
127
115
86
TAS
KTS
1670
1250
1090
1080
680
1670
1250
1130
1090
690
1670
1250
1180
1090
690
1670
1250
1230
1090
690
-30 100%
75%
Rng
65%
End
-40 100%
75%
Rng
65%
End
-50 100%
75%
Rng
65%
End
1670
1250
1090
1050
670
-10 100%
75%
65%
Rng
End
-20 100%
75%
65%
Rng
End
1670
1250
1170
1090
660
100%
75%
Rng
65%
End
PWR
410
334
313
305
237
409
332
318
303
236
407
329
325
300
234
412
337
308
308
239
414
339
310
304
240
416
341
327
313
241
2200 RPM
FUEL
TRQ
FLOW
LBFT
PPH
159
138
130
127
67
156
136
131
124
66
154
134
132
121
66
161
141
129
129
69
163
143
131
129
70
166
145
140
134
70
TAS
KTS
100%
75%
65%
Rng
End
100%
75%
65%
Rng
End
100%
75%
65%
Rng
End
100%
75%
65%
Rng
End
100%
75%
65%
Rng
End
100%
75%
65%
Rng
End
PWR
1840
1380
1190
1090
660
1840
1380
1190
1140
660
1840
1380
1190
1030
660
1840
1380
1190
1060
660
1840
1380
1190
1030
660
1840
1380
1190
1010
660
418
336
306
290
223
417
334
304
296
220
416
332
301
275
218
420
338
309
288
225
421
341
311
285
227
422
343
313
285
230
2000 RPM
FUEL
TRQ
FLOW
LBFT
PPH
161
142
132
127
66
158
140
130
128
64
156
138
128
117
63
163
144
135
127
67
165
146
136
126
70
167
148
138
127
72
TAS
KTS
100 SERIES
5-33
Performance
387
322
297
292
238
421
344
315
295
235
425
346
317
295
233
424
345
316
298
232
355
305
300
278
241
332
304
283
264
243
2000 RPM
FUEL
TRQ
FLOW
LBFT
PPH
TEMP C
1460
1100
1070
950
660
1650
1240
1100
1070
660
1670
1250
1120
1090
660
1670
1250
1130
1090
660
332
313
284
264
252
TEMP C
50 100% 1130
Rng 1020
75% 850
65% 730
End
660
PWR
2200 RPM
FUEL
TRQ
FLOW
LBFT
PPH
Section 5
CRUISE PERFORMANCE (Pressure Altitude SEA LEVEL)
Conditions:
Weight...................................................................................... 7255 pounds
Engine Inlet....................................................................................NORMAL
5-34
371
311
307
287
243
402
331
308
304
241
415
340
311
311
239
414
339
312
310
239
412
337
316
308
236
162
140
139
128
76
169
148
139
136
74
171
150
139
139
73
170
149
139
138
73
168
147
140
136
70
154
139
130
116
77
TAS
KTS
TRQ
LBFT
100%
75%
Rng
65%
End
100%
75%
65%
Rng
End
100%
75%
65%
Rng
End
100%
75%
65%
Rng
End
100%
75%
65%
Rng
End
1560
1170
1030
1010
670
1750
1320
1140
1010
670
1840
1380
1190
1030
660
1840
1380
1190
1040
660
1840
1380
1190
990
660
100% 1360
Rng 1050
75% 1020
65%
880
End
680
PWR
374
311
289
287
234
407
333
305
285
231
421
341
312
286
229
421
341
311
288
228
420
339
309
277
225
344
295
290
269
236
FUEL
FLOW
PPH
2000 RPM
163
143
134
133
84
170
150
140
131
77
172
152
142
132
76
171
151
142
132
76
169
150
140
127
73
155
137
135
123
86
TAS
KTS
409
332
304
297
233
408
330
302
301
232
406
328
307
299
230
405
325
314
296
229
-20 100%
75%
65%
Rng
End
-30 100%
75%
Rng
65%
End
-40 100%
75%
Rng
65%
End
-50 100%
75%
Rng
65%
End
1670
1250
1090
1050
670
1670
1250
1090
1090
680
1670
1250
1140
1090
680
1670
1250
1190
1090
690
411
335
320
306
234
PWR
2200 RPM
FUEL
TRQ
FLOW
LBFT
PPH
-10 100% 1670

75% 1250
Rng 1170
65% 1090
End
660
TEMP C
1410
1060
1040
920
660
1590
1200
1060
1040
660
1670
1250
1090
1080
660
1670
1250
1090
1090
660
1670
1250
1130
1090
660
30 100%
75%
Rng
65%
End
20 100%
75%
Rng
65%
End
13 100%
75%
65%
Rng
End
10 100%
75%
Rng
65%
End
0 100%
75%
Rng
65%
End
TRQ
LBFT
343
306
290
269
245
TEMP C
40 100% 1240
Rng 1020
75% 930
65% 800
End
660
PWR
FUEL
FLOW
PPH
Performance
2200 RPM
163
143
131
129
70
161
141
130
130
69
158
138
131
127
69
156
136
132
124
68
166
145
140
134
70
TAS
KTS
100%
75%
65%
Rng
End
100%
75%
65%
Rng
End
100%
75%
65%
Rng
End
100%
75%
65%
Rng
End
1840
1380
1190
1030
660
1840
1380
1190
1060
660
1840
1380
1190
1090
660
1840
1380
1190
1140
660
100% 1840
75% 1380
65% 1190
Rng 1010
End
660
PWR
418
334
304
278
221
417
332
302
281
218
416
330
300
284
216
415
328
298
289
214
419
337
307
278
223
2000 RPM
FUEL
TRQ
FLOW
LBFT
PPH
165
146
136
126
70
163
144
134
126
68
160
142
132
126
66
158
140
130
127
64
167
148
138
126
72
TAS
KTS
Section 5
100 SERIES
CRUISE PERFORMANCE (Pressure Altitude 1000 FT)
Conditions:
Weight...................................................................................... 7255 pounds
358
300
297
277
238
388
320
298
294
236
411
335
306
302
234
411
335
306
301
234
409
332
305
304
232
30 100%
75%
Rng
65%
End
20 100%
75%
Rng
65%
End
11 100%
75%
65%
Rng
End
10 100%
75%
65%
Rng
End
0 100%
75%
Rng
65%
End
161
140
138
127
79
168
147
138
136
76
172
151
141
139
75
172
151
141
139
75
170
149
139
139
73
153
138
129
115
80
TAS
KTS
100%
75%
Rng
65%
End
100%
75%
65%
Rng
End
100%
75%
65%
Rng
End
100%
75%
65%
Rng
End
100%
75%
65%
Rng
End
100%
Rng
75%
65%
End
PWR
1500
1130
1050
980
670
1700
1270
1100
980
670
1840
1380
1190
1000
670
1840
1380
1190
1000
670
1840
1380
1190
1030
660
1320
1020
990
860
670
163
142
137
132
86
169
149
139
131
84
173
154
144
131
80
173
153
143
131
77
171
152
142
131
76
155
136
134
122
90
TAS
KTS
1670
1250
1130
1090
660
1670
1250
1090
1010
660
1670
1250
1090
1050
670
1670
1250
1100
1090
680
1670
1250
1150
1090
680
-10 100%
75%
Rng
65%
End
-20 100%
75%
65%
Rng
End
-30 100%
75%
65%
Rng
End
-40 100%
75%
Rng
65%
End
-50 100%
75%
Rng
65%
End
PWR
406
328
299
287
228
405
326
297
292
227
404
324
297
295
225
403
322
303
292
224
408
330
309
302
230
2200 RPM
FUEL
TRQ
FLOW
LBFT
PPH
165
145
134
128
70
163
143
132
130
70
160
140
131
130
69
158
138
131
127
69
168
147
140
136
70
TAS
KTS
100%
75%
65%
Rng
End
100%
75%
65%
Rng
End
100%
75%
65%
Rng
End
100%
75%
65%
Rng
End
1840
1380
1190
980
660
1840
1380
1190
1020
660
1840
1380
1190
1060
660
1840
1380
1190
1100
660
100% 1840
75% 1380
65% 1190
Rng
980
End
660
PWR
416
331
300
267
216
415
329
298
271
214
414
327
296
274
212
414
325
294
279
210
417
333
303
268
218
2000 RPM
FUEL
TRQ
FLOW
LBFT
PPH
167
148
138
124
72
165
146
136
126
70
162
144
134
126
68
160
141
132
127
66
169
150
140
126
74
TAS
KTS
100 SERIES
5-35
Performance
361
300
288
277
229
393
321
294
275
227
419
337
307
276
225
419
337
307
276
224
418
335
305
279
221
333
285
281
260
231
2000 RPM
FUEL
TRQ
FLOW
LBFT
PPH
TEMP C
1370
1020
1010
890
660
1540
1160
1030
1000
660
1670
1250
1090
1060
660
1670
1250
1090
1060
660
1670
1250
1090
1090
660
332
296
281
260
239
TEMP C
40 100% 1200
Rng
990
75% 900
65% 780
End
660
PWR
2200 RPM
FUEL
TRQ
FLOW
LBFT
PPH
Section 5
Conditions:
Weight...................................................................................... 7255 pounds
5-36
TRQ
LBFT
1160
970
870
760
660
1320
990
990
860
660
1490
1120
990
970
660
1640
1230
1060
1020
660
1650
1240
1070
1020
660
1670
1250
1090
1060
660
40 100%
Rng
75%
65%
End
30 100%
75%
Rng
65%
End
20 100%
75%
Rng
65%
End
10 100%
75%
65%
Rng
End
9 100%
75%
65%
Rng
End
0 100%
75%
65%
Rng
End
TEMP C
PWR
PWR
TRQ
LBFT
161
139
139
125
81
168
146
137
135
79
173
152
141
138
77
173
152
141
138
77
172
151
141
139
75
100%
75%
Rng
65%
End
100%
75%
65%
Rng
End
100%
75%
65%
Rng
End
100%
75%
65%
Rng
End
100%
75%
65%
Rng
End
1450
1090
1020
940
670
1640
1230
1060
990
670
1800
1350
1170
970
670
1810
1360
1180
980
670
1840
1380
1190
1000
670
153 100% 1280

139 Rng 1000
128 75% 960
114 65% 830
83
End
670
TAS
KTS
348
290
279
267
225
380
310
284
273
223
410
328
299
267
220
412
330
300
268
220
416
331
301
269
217
322
278
271
251
227
FUEL
FLOW
PPH
2000 RPM
162
141
136
130
90
169
149
138
133
86
174
154
144
130
84
174
154
144
131
84
173
153
144
131
78
155
136
133
120
91
TAS
KTS
PWR
1670
1250
1090
980
660
1670
1250
1090
1020
660
1670
1250
1090
1060
670
1670
1250
1100
1090
670
-20 100%
75%
65%
Rng
End
-30 100%
75%
65%
Rng
End
-40 100%
75%
65%
Rng
End
-50 100%
75%
Rng
65%
End
402
320
291
287
220
401
318
290
289
219
404
324
295
277
223
403
322
293
282
221
405
326
298
297
225
163
143
132
130
69
160
140
130
129
70
168
147
136
128
70
165
145
134
129
70
170
149
139
139
73
100%
75%
65%
Rng
End
100%
75%
65%
Rng
End
100%
75%
65%
Rng
End
100%
75%
65%
Rng
End
1840
1380
1190
1020
660
1840
1380
1190
1070
660
1840
1380
1190
980
650
1840
1380
1190
990
660
100% 1840
75% 1380
65% 1190
Rng 960
End 660
414
324
293
265
208
414
322
290
270
206
415
327
297
262
211
414
326
295
262
210
415
329
299
261
214
FUEL
TRQ
FLOW
LBFT
PPH
TAS
KTS
FUEL
TRQ
FLOW
LBFT
PPH
1670
1250
1090
1090
660
PWR
2000 RPM
2200 RPM
-10 100%
75%
Rng
65%
End
TEMP C
346
289
289
267
233
374
309
288
283
231
401
326
298
291
229
404
327
299
291
229
406
328
299
295
227
321
288
271
252
234
FUEL
FLOW
PPH
Performance
2200 RPM
164
145
136
125
70
162
143
134
126
68
169
150
140
126
74
167
148
138
125
72
171
152
142
126
76
TAS
KTS
Section 5
100 SERIES
Conditions:
Weight...................................................................................... 7255 pounds
333
282
279
257
228
361
298
280
273
226
387
315
287
281
225
395
319
291
283
224
404
324
295
285
223
PWR
TRQ
LBFT
160
139
137
124
84
167
146
138
134
81
173
151
140
137
80
174
152
142
138
79
174
153
143
138
78
100%
75%
Rng
65%
End
100%
75%
65%
Rng
End
100%
75%
65%
Rng
End
100%
75%
65%
Rng
End
100%
75%
65%
Rng
End
1400
1050
990
910
670
1580
1180
1030
1000
670
1740
1300
1130
950
670
1780
1340
1160
950
670
1840
1380
1190
970
670
152 100% 1240

145 Rng 1040
127 75%
930
111 65%
800
84
End
680
TAS
KTS
161
140
136
129
92
168
148
137
136
90
173
153
143
130
86
175
154
144
129
86
175
155
145
130
83
154
141
132
119
92
TAS
KTS
TRQ
LBFT
1670
1250
1090
1060
660
1670
1250
1090
1090
660
1670
1250
1090
970
660
1670
1250
1090
1010
660
1670
1250
1090
1060
670
PWR
-10 100%
75%
65%
Rng
End
-20 100%
75%
Rng
65%
End
-30 100%
75%
65%
Rng
End
-40 100%
75%
65%
Rng
End
-50 100%
75%
65%
Rng
End
402
321
292
291
219
401
319
289
270
217
400
317
287
275
215
400
315
285
280
214
403
323
293
288
221
FUEL
FLOW
PPH
2200 RPM
170
149
139
139
73
167
147
136
127
70
165
145
134
129
70
162
142
132
130
69
172
151
141
139
75
TAS
KTS
TRQ
LBFT
100%
75%
65%
Rng
End
100%
75%
65%
Rng
End
100%
75%
65%
Rng
End
100%
75%
65%
Rng
End
1840
1380
1190
960
650
1840
1380
1190
950
650
1840
1380
1190
990
660
1840
1380
1190
1030
660
100% 1840
75% 1380
65% 1190
Rng
990
End
660
PWR
414
324
293
255
207
414
323
291
251
205
414
321
289
256
204
414
319
287
261
202
414
326
295
263
211
FUEL
FLOW
PPH
2000 RPM
171
152
142
126
77
169
150
140
123
74
166
147
138
125
73
164
145
136
126
70
173
153
144
130
78
TAS
KTS
100 SERIES
5 - 37
Performance
336
279
270
257
221
366
299
274
270
218
395
317
288
260
216
404
322
292
259
216
415
327
297
260
214
311
280
262
243
223
FUEL
FLOW
PPH
2000 RPM
TEMP C
1270
970
950
830
650
1430
1080
980
930
660
1580
1190
1030
990
660
1620
1220
1050
1000
660
1670
1250
1090
1020
660
30 100%
Rng
75%
65%
End
20 100%
75%
Rng
65%
End
10 100%
75%
65%
Rng
End
7 100%
75%
65%
Rng
End
0 100%
75%
65%
Rng
End
TRQ
LBFT
310
292
262
243
231
TEMP C
40 100% 1130
Rng 1020
75% 840
65% 730
End
660
PWR
FUEL
FLOW
PPH
2200 RPM
Section 5
Conditions:
Weight...................................................................................... 7255 pounds
5-38
321
275
268
248
225
348
287
276
263
221
374
303
277
270
220
386
311
284
273
219
400
320
290
273
218
PWR
TRQ
LBFT
159
139
136
122
85
167
144
139
132
84
172
150
139
136
83
174
153
142
137
81
176
155
144
136
80
100%
75%
Rng
65%
End
100%
75%
65%
Rng
End
100%
75%
65%
Rng
End
100%
75%
65%
Rng
End
100%
75%
65%
Rng
End
1340
1010
1000
870
680
1520
1140
990
970
670
1680
1260
1090
980
670
1750
1310
1140
940
670
1830
1370
1190
940
670
152 100% 1200

143 Rng 1010
126 75%
900
109 65%
780
89
End
680
TAS
KTS
323
269
267
248
217
352
288
263
261
214
381
305
278
260
212
396
314
285
254
211
412
323
292
252
210
300
271
253
234
219
FUEL
FLOW
PPH
2000 RPM
161
139
138
127
92
168
147
136
135
92
173
152
142
134
90
175
155
145
130
88
177
157
147
129
86
153
140
130
116
93
TAS
KTS
TRQ
LBFT
1670
1250
1090
1020
660
1670
1250
1090
1050
660
1670
1250
1090
940
660
1670
1250
1090
980
660
1670
1250
1090
1020
660
-10 100%
75%
65%
Rng
End
-20 100%
75%
65%
Rng
End
-30 100%
75%
65%
Rng
End
-40 100%
75%
65%
Rng
End
-50 100%
75%
65%
Rng
End
401
317
288
282
215
400
316
286
260
213
399
314
284
265
211
399
312
282
271
209
401
319
289
278
217
FUEL
FLOW
PPH
2200 RPM
PWR
TEMP C
1220
950
920
790
660
1380
1040
970
900
650
1520
1140
990
950
650
1590
1190
1030
970
660
1660
1250
1080
980
660
30 100%
Rng
75%
65%
End
20 100%
75%
Rng
65%
End
10 100%
75%
65%
Rng
End
5 100%
75%
65%
Rng
End
0 100%
75%
65%
Rng
End
TRQ
LBFT
299
280
253
235
228
TEMP C
40 100% 1090
Rng
980
75% 820
65% 710
End
670
PWR
FUEL
FLOW
PPH
Performance
2200 RPM
172
151
141
139
75
170
149
139
127
72
167
147
136
128
70
164
144
134
129
69
174
153
143
138
78
TAS
KTS
TRQ
LBFT
100%
75%
65%
Rng
End
100%
75%
65%
Rng
End
100%
75%
65%
Rng
End
100%
75%
65%
Rng
End
1840
1380
1190
940
660
1840
1380
1190
960
650
1840
1380
1190
960
650
1840
1380
1190
990
660
100% 1840
75% 1380
65% 1190
Rng
960
End
670
PWR
414
321
289
249
204
414
320
288
249
201
414
318
286
247
199
415
317
284
250
198
414
323
291
254
208
FUEL
FLOW
PPH
2000 RPM
173
153
144
126
78
171
151
142
126
77
169
149
140
124
75
166
147
138
124
72
175
155
145
130
83
TAS
KTS
Section 5
100 SERIES
Conditions:
Weight...................................................................................... 7255 pounds
360
292
267
267
215
377
303
276
263
214
10 100% 1470
75% 1100
Rng
960
65% 950
End
650
100% 1560
75% 1170
65% 1010
Rng
940
End
650
100% 1600
75% 1200
65% 1040
Rng
950
End
650
PWR
TRQ
LBFT
176 100% 1760

154 75% 1320
143 65% 1140
136 Rng
940
83
End
670
174 100% 1720

153 75% 1290
142 65% 1120
135 Rng
950
83
End
670
171 100% 1620

149 75% 1210
138 65% 1050
138 Rng
970
84
End
670
166 100% 1460

143 75% 1090
140 Rng
960
130 65%
950
86
End
680
158 100% 1290

143 Rng 1010
134 75%
970
119 65%
840
89
End
680
TAS
KTS
5-39
177
156
146
130
90
175
155
144
132
91
172
152
141
135
92
167
145
135
134
92
159
141
137
125
94
Performance
397
311
281
248
206
387
306
277
251
207
367
294
268
255
208
339
277
255
253
211
311
265
258
238
213
TAS
KTS
TRQ
LBFT
1670
1250
1090
1020
660
-50 100% 1670

75% 1250
65% 1090
Rng
990
End
660
-40 100% 1670

75% 1250
65% 1090
Rng
950
End
660
-30 100% 1670

75% 1250
65% 1090
Rng
910
End
660
-20 100%
75%
65%
Rng
End
-10 100% 1670

75% 1250
65% 1090
Rng
980
End
660
PWR
399
309
278
261
205
399
311
280
256
207
399
313
282
252
209
400
314
284
273
211
400
316
286
267
212
FUEL
FLOW
PPH
2200 RPM
167
146
136
129
70
169
149
138
127
72
172
151
141
126
76
174
153
143
138
78
177
156
145
136
80
TAS
KTS
TRQ
LBFT
100% 1840
75% 1380
65% 1190
Rng
960
End
650
100% 1840
75% 1380
65% 1190
Rng
920
End
650
100% 1840
75% 1380
65% 1190
Rng
940
End
660
100% 1840
75% 1380
65% 1190
Rng
960
End
660
100% 1840
75% 1380
65% 1190
Rng
940
End
670
PWR
417
315
281
241
193
416
316
283
237
195
415
317
285
243
198
414
319
286
248
202
414
320
288
246
204
FUEL
FLOW
PPH
2000 RPM
168
149
139
124
75
171
151
142
122
77
173
153
143
126
79
175
155
145
130
82
177
157
147
129
86
TAS
KTS
100 SERIES
386
308
280
264
214
334
276
269
253
218
20 100% 1330
75% 1000
Rng
950
65% 860
End
660
TEMP C
308
274
258
238
221
TRQ
LBFT
FUEL
FLOW
PPH
2000 RPM
TEMP C
30 100% 1170
Rng
980
75% 880
65% 760
End
670
PWR
FUEL
FLOW
PPH
2200 RPM
Section 5
Conditions:
Weight...................................................................................... 7255 pounds
5 - 40
346
281
261
257
212
368
295
268
256
209
10 100% 1410
75% 1060
Rng
940
65% 920
End
660
100% 1530
75% 1140
65% 990
Rng
920
End
650
100% 1540
75% 1160
65% 1000
Rng
920
End
650
371
296
269
255
209
321
266
265
243
215
20 100% 1270
Rng
960
75% 960
65% 830
End
660
TEMP C
296
263
248
229
218
TRQ
LBFT
PWR
TRQ
LBFT
175 100% 1690

153 75% 1270
142 65% 1100
135 Rng
950
85
End
670
175 100% 1680

153 75% 1260
141 65% 1090
135 Rng
960
85
End
670
171 100% 1550

148 75% 1170
139 65% 1010
136 Rng
950
87
End
680
165 100% 1400

142 75% 1050
142 Rng
980
128 65%
910
88
End
680
157 100% 1240

141 Rng
970
132 75%
930
116 65%
810
92
End
690
TAS
KTS
382
299
271
246
203
378
298
269
248
203
353
283
258
247
205
325
266
255
243
208
298
255
248
229
210
FUEL
FLOW
PPH
2000 RPM
176
155
145
133
92
175
155
144
134
92
172
150
139
134
92
166
144
139
132
94
158
139
135
122
95
TAS
KTS
PWR
TRQ
LBFT
1670
1250
1090
1020
660
-50 100% 1670

75% 1250
65% 1090
Rng
950
End
660
-40 100% 1670

75% 1250
65% 1090
Rng
920
End
660
-30 100%
75%
65%
Rng
End
-20 100% 1670

75% 1250
65% 1090
Rng
980
End
650
400
307
275
250
201
399
308
277
248
203
399
310
279
267
205
399
311
281
261
207
396
310
281
258
208
FUEL
FLOW
PPH
2200 RPM
-10 100% 1650

75% 1240
65% 1080
Rng
950
End
650
TEMP C
30 100% 1130
Rng
930
75% 850
65% 730
End
670
PWR
FUEL
FLOW
PPH
Performance
2200 RPM
169
149
138
127
72
172
151
140
127
75
174
153
142
138
78
176
155
145
136
81
178
157
146
136
83
TAS
KTS
TRQ
LBFT
100% 1840
75% 1380
65% 1190
Rng
930
End
650
100% 1840
75% 1380
65% 1190
Rng
930
End
650
100% 1840
75% 1380
65% 1190
Rng
920
End
660
100% 1840
75% 1380
65% 1190
Rng
920
End
670
100% 1820
75% 1370
65% 1180
Rng
910
End
670
PWR
419
313
279
233
189
417
314
280
235
192
416
315
282
237
196
415
316
283
238
198
411
315
283
238
200
FUEL
FLOW
PPH
2000 RPM
170
151
141
123
77
173
153
143
125
79
175
155
145
126
80
177
157
147
128
85
179
159
148
128
90
TAS
KTS
Section 5
100 SERIES
Conditions:
Weight...................................................................................... 7255 pounds
308
257
254
233
212
332
270
254
247
209
357
285
259
255
206
358
286
260
253
206
10 100% 1360
75% 1020
Rng
920
65% 880
End
660
100% 1480
75% 1110
65% 960
Rng
940
End
650
-1 100% 1490
75% 1120
65% 970
Rng
930
End
650
FUEL
FLOW
PPH
20 100% 1220
Rng
930
75% 910
65% 790
End
670
TEMP C
284
254
238
220
214
TRQ
LBFT
PWR
1190
970
890
770
690
TRQ
LBFT
5 - 41
175
154
144
133
92
175
154
143
133
93
171
149
138
137
94
164
142
139
130
95
157
140
132
118
94
TAS
KTS
Performance
369
289
261
240
199
367
288
260
240
200
339
272
247
246
202
312
255
249
234
205
286
251
238
220
207
FUEL
FLOW
PPH
TRQ
LBFT
-50 100% 1670

75% 1250
65% 1090
Rng
910
End
660
-40 100% 1670

75% 1250
65% 1090
Rng
880
End
660
-30 100% 1670

75% 1250
65% 1090
Rng
970
End
650
-20 100% 1670

75% 1250
65% 1090
Rng
950
End
650
-10 100% 1590

75% 1200
65% 1040
Rng
910
End
650
PWR
401
305
273
242
198
400
306
274
237
200
399
307
276
256
201
399
309
277
253
202
381
299
270
248
203
FUEL
FLOW
PPH
2200 RPM
171
151
140
126
74
174
153
142
125
78
176
155
145
136
81
179
158
147
136
84
178
156
145
134
85
TAS
KTS
TRQ
LBFT
100% 1840
75% 1380
65% 1190
Rng
890
End
650
100% 1840
75% 1380
65% 1190
Rng
920
End
660
100% 1840
75% 1380
65% 1190
Rng
920
End
660
100% 1840
75% 1380
65% 1190
Rng
890
End
670
100% 1750
75% 1310
65% 1140
Rng
920
End
670
PWR
422
312
276
224
186
420
313
278
231
190
419
313
279
233
193
417
314
280
230
195
395
303
272
236
197
FUEL
FLOW
PPH
2000 RPM
173
153
143
121
79
175
155
145
126
79
177
157
147
128
84
180
159
149
127
89
178
158
147
131
92
TAS
KTS
100 SERIES
175 100% 1640

153 75% 1230
141 65% 1060
137 Rng
930
87
End
680
174 100% 1630

152 75% 1220
141 65% 1060
139 Rng
930
87
End
680
170 100% 1490

147 75% 1120
139 65%
970
135 Rng
960
89
End
680
163 100% 1340

141 75% 1010
140 Rng
970
125 65%
870
92
End
690
155 100%
140 Rng
129 75%
111 65%
96
End
TAS
KTS
2000 RPM
TEMP C
30 100% 1080
Rng
910
75% 810
65% 700
End
670
PWR
2200 RPM
Section 5
Conditions:
Weight...................................................................................... 7255 pounds
5 - 42
295
249
244
224
208
319
259
250
237
206
342
273
249
249
204
349
277
252
248
203
10 100% 1300
75% 970
Rng
920
65% 840
End
660
100% 1420
75% 1060
Rng
920
65% 920
End
660
-3 100% 1450
75% 1090
65% 940
Rng
920
End
660
FUEL
FLOW
PPH
20 100% 1170
Rng
910
75% 870
65% 760
End
670
TEMP C
272
253
228
211
TRQ
LBFT
PWR
1130
970
850
740
700
TRQ
LBFT
174 100% 1600

152 75% 1200
140 65% 1040
138 Rng
920
87
End
680
173 100% 1560

151 75% 1170
139 65% 1010
139 Rng
920
87
End
680
168 100% 1430

145 75% 1070
140 Rng
960
132 65%
930
91
End
690
162 100% 1280

141 75%
960
137 Rng
960
122 65%
830
97
End
690
153 100%
143 Rng
126 75%
99
65%
End
TAS
KTS
359
280
253
233
196
352
276
250
234
197
325
261
242
238
199
299
244
244
224
202
274
247
228
211
205
FUEL
FLOW
PPH
175
154
143
133
94
174
153
142
133
94
169
147
138
135
95
163
140
139
127
94
155
142
129
112
95
TAS
KTS
PWR
TRQ
LBFT
-50 100% 1670

75% 1250
65% 1090
Rng
890
End
660
-40 100% 1670

75% 1250
65% 1090
Rng
900
End
650
-30 100% 1670

75% 1250
65% 1090
Rng
940
End
650
-20 100% 1620

75% 1220
65% 1060
Rng
910
End
640
403
303
270
234
194
402
304
271
237
196
401
305
273
247
197
388
299
269
242
198
366
288
260
244
201
FUEL
FLOW
PPH
2200 RPM
-10 100% 1530

75% 1150
65% 1000
Rng
900
End
650
TEMP C
30 100% 1030
Rng
920
75% 770
End
670
PWR
2000 RPM
Performance
2200 RPM
174
153
142
126
77
176
155
144
129
81
178
157
147
136
84
179
158
146
134
86
177
155
144
135
87
TAS
KTS
TRQ
LBFT
100% 1840
75% 1380
65% 1190
Rng
880
End
650
100% 1840
75% 1380
65% 1190
Rng
910
End
660
100% 1840
75% 1380
65% 1190
Rng
890
End
660
100% 1790
75% 1340
65% 1160
Rng
890
End
670
100% 1690
75% 1260
65% 1100
Rng
920
End
670
PWR
426
311
274
221
184
424
311
275
226
187
422
312
277
225
189
407
305
272
227
192
380
292
262
233
194
FUEL
FLOW
PPH
2000 RPM
175
155
145
123
79
177
157
147
126
83
179
159
149
127
88
180
159
149
128
91
178
157
146
132
93
TAS
KTS
Section 5
100 SERIES
Conditions:
Weight...................................................................................... 7255 pounds
260
251
218
208
282
243
233
214
205
305
248
242
227
203
328
262
243
238
201
339
269
244
243
200
TRQ
LBFT
980
930
740
680
30 100%
Rng
75%
End
20 100% 1110
Rng
890
75% 830
65% 720
End
670
10 100% 1240
75% 930
Rng
890
65% 810
End
670
100% 1360
75% 1020
Rng
910
65% 880
End
660
-5 100% 1410
75% 1060
65% 920
Rng
920
End
660
TEMP C
PWR
FUEL
FLOW
PPH
2200 RPM
PWR
TRQ
LBFT
5- 43
175
153
142
134
94
173
151
140
137
94
168
145
137
133
94
161
141
137
122
95
Performance
350
272
245
229
193
337
265
240
235
194
311
250
235
228
197
285
240
234
214
200
152
142
125
96
TAS
KTS
374
288
259
234
195
395
299
267
237
193
404
302
269
243
192
405
301
268
224
191
-20 100% 1560

75% 1170
65% 1020
Rng
880
End
650
-30 100% 1640
75% 1230
65% 1070
Rng
900
End
640
-40 100% 1670
75% 1250
65% 1090
Rng
940
End
650
-50 100% 1670
75% 1250
65% 1090
Rng
850
End
650
FUEL
FLOW
PPH
352
276
250
242
198
TRQ
LBFT
-10 100% 1470

75% 1100
65% 960
Rng
910
End
660
PWR
2200 RPM
176
155
144
124
81
178
157
146
135
83
179
158
147
134
86
178
157
145
133
87
176
154
142
138
88
TAS
KTS
TRQ
LBFT
100% 1840
75% 1380
65% 1190
Rng
900
End
660
100% 1840
75% 1380
65% 1190
Rng
890
End
660
100% 1810
75% 1360
65% 1170
Rng
880
End
670
100% 1720
75% 1290
65% 1120
Rng
910
End
670
100% 1620
75% 1210
65% 1050
Rng
890
End
680
PWR
432
310
273
221
182
429
311
274
220
184
417
306
271
220
187
391
294
262
226
189
365
280
252
225
192
FUEL
FLOW
PPH
2000 RPM
177
157
147
126
82
179
159
149
127
87
181
160
150
127
90
179
158
148
131
93
177
156
145
131
94
TAS
KTS
100 SERIES
174 100% 1550

152 75% 1170
140 65% 1010
139 Rng
910
90
End
680
172 100% 1490

149 75% 1120
139 65%
970
137 Rng
940
92
End
690
167 100% 1370

143 75% 1030
140 Rng
930
129 65%
890
96
End
690
160 100% 1220

141 Rng
960
134 75%
920
117 65%
800
98
End
700
262
242
219
203
FUEL
FLOW
PPH
TEMP C
151 100% 1080

146 Rng
960
121 75%
810
101 End
710
TAS
KTS
2000 RPM
Section 5
CRUISE PERFORMANCE (Pressure Altitude 10,000 FT)
Conditions:
Weight...................................................................................... 7255 pounds
5-44
294
239
236
218
200
315
252
237
229
198
331
262
237
237
196
339
266
240
236
196
100% 1310
75% 980
Rng
890
65% 850
End
660
-7 100% 1380
75% 1040
Rng
900
65% 900
End
660
-10 100% 1420

75% 1060
65% 920
Rng
900
End
660
FUEL
FLOW
PPH
10 100% 1200
75% 900
Rng
880
65% 780
End
670
TRQ
LBFT
271
242
224
206
203
TEMP C
20 100% 1070
Rng
910
75% 800
65% 700
End
680
PWR
PWR
1180
950
880
770
710
TRQ
LBFT
352
270
242
225
189
343
265
239
228
190
324
255
231
228
192
176
155
143
134
94
175
153
142
136
94
172
150
138
136
94
167
144
139
130
95
160
141
134
118
97
TAS
KTS
360
278
249
231
193
382
288
257
230
190
403
298
265
233
188
409
300
265
224
187
-30 100% 1590

75% 1190
65% 1030
Rng
880
End
650
-40 100% 1660
75% 1240
65% 1080
Rng
900
End
640
-50 100% 1670
75% 1250
65% 1090
Rng
870
End
650
TRQ
LBFT
-20 100% 1510

75% 1130
65% 980
Rng
880
End
650
PWR
FUEL
FLOW
PPH
2200 RPM
178
157
146
127
83
180
159
148
134
86
179
158
146
133
87
178
156
144
135
88
TAS
KTS
TRQ
LBFT
100% 1840
75% 1380
65% 1190
Rng
890
End
660
100% 1820
75% 1370
65% 1180
Rng
870
End
670
100% 1740
75% 1310
65% 1130
Rng
880
End
670
100% 1660
75% 1240
65% 1080
Rng
890
End
680
PWR
438
310
271
216
179
429
308
270
214
182
403
296
261
217
184
377
283
252
221
187
FUEL
FLOW
PPH
2000 RPM
179
159
149
126
85
181
160
150
126
88
180
159
149
129
91
179
158
147
131
94
TAS
KTS
Section 5
176 100% 1560

153 75% 1170
141 65% 1010
138 Rng
910
90
End
690
174 100% 1520

151 75% 1140
139 65%
990
139 Rng
920
92
End
690
171 100% 1440

148 75% 1080
140 65%
930
135 Rng
920
96
End
690
300
241
232
219
195
275
235
225
206
198
FUEL
FLOW
PPH
TEMP C
166 100% 1320

141 75%
990
140 Rng
930
127 65%
860
97
End
700
159 100%
144 Rng
131 75%
111 65%
100 End
TAS
KTS
2000 RPM
Performance
2200 RPM
100 SERIES
Conditions:
Weight...................................................................................... 7255 pounds
282
235
230
210
198
303
243
230
220
195
323
254
231
230
193
326
256
231
231
193
100% 1260
75% 940
Rng
870
65% 820
End
670
-9 100% 1350
75% 1010
Rng
880
65% 880
End
660
-10 100% 1360

75% 1020
65% 890
Rng
880
End
660
FUEL
FLOW
PPH
10 100% 1150
Rng
890
75% 860
65% 750
End
680
TRQ
LBFT
261
237
216
200
TEMP C
20 100% 1030
Rng
890
75% 770
End
680
PWR
2200 RPM
PWR
1130
940
850
740
720
TRQ
LBFT
5- 45
175
153
142
136
95
175
153
141
135
95
171
148
138
135
95
Performance
339
260
233
224
187
335
258
232
222
188
312
245
225
222
190
166
141
140
127
97
158
141
131
110
99
TAS
KTS
347
267
240
231
190
368
278
248
223
188
389
288
255
225
185
413
299
263
228
183
-30 100% 1530

75% 1150
65% 990
Rng
850
End
650
-40 100% 1600
75% 1200
65% 1040
Rng
880
End
650
-50 100% 1670
75% 1250
65% 1080
Rng
900
End
640
TRQ
LBFT
-20 100% 1450

75% 1090
65% 940
Rng
900
End
660
PWR
FUEL
FLOW
PPH
2200 RPM
180
159
148
133
86
179
158
147
133
87
179
157
145
132
87
177
155
143
138
89
TAS
KTS
TRQ
LBFT
100% 1830
75% 1380
65% 1190
Rng
870
End
660
100% 1760
75% 1320
65% 1140
Rng
870
End
670
100% 1680
75% 1260
65% 1090
Rng
880
End
680
100% 1600
75% 1200
65% 1040
Rng
880
End
680
PWR
444
310
270
209
177
415
297
260
211
179
389
285
252
214
182
364
273
243
216
184
FUEL
FLOW
PPH
2000 RPM
181
161
150
126
88
181
160
149
127
90
180
159
148
130
93
178
157
145
131
94
TAS
KTS
100 SERIES
175 100% 1500

152 75% 1130
139 65%
980
139 Rng
920
95
End
690
174 100% 1490

151 75% 1120
139 65%
970
138 Rng
910
95
End
690
170 100% 1380

146 75% 1040
139 Rng
920
132 65%
900
98
End
700
288
231
229
211
193
264
231
216
198
196
FUEL
FLOW
PPH
TEMP C
165 100% 1260

143 75%
950
139 Rng
940
123 65%
820
99
End
710
157 100%
144 Rng
128 75%
102 65%
End
TAS
KTS
2000 RPM
Section 5
Conditions:
Weight...................................................................................... 7255 pounds
5- 46
250
232
207
198
271
232
220
202
195
291
233
227
212
193
314
246
225
222
190
315
247
225
223
190
TRQ
LBFT
990
880
740
690
20 100%
Rng
75%
End
10 100% 1100
Rng
890
75% 830
65% 720
End
680
100% 1210
75% 900
Rng
870
65% 780
End
670
-10 100% 1310

75% 980
Rng
870
65% 850
End
670
-11 100% 1320

75% 990
Rng
870
65% 860
End
670
TEMP C
PWR
FUEL
FLOW
PPH
PWR
TRQ
LBFT
327
251
225
217
185
325
250
224
217
185
299
235
223
213
189
175
152
140
135
95
174
152
139
135
95
170
146
139
132
97
164
142
139
122
100
156
143
127
102
TAS
KTS
334
257
231
226
188
354
267
239
221
186
375
277
246
216
183
399
289
254
221
181
-30 100% 1470

75% 1100
65% 960
Rng
860
End
660
-40 100% 1540
75% 1150
65% 1000
Rng
840
End
650
-50 100% 1610
75% 1210
65% 1050
Rng
870
End
650
TRQ
LBFT
-20 100% 1400

75% 1050
65% 910
Rng
880
End
660
PWR
FUEL
FLOW
PPH
2200 RPM
180
158
147
132
87
179
157
146
131
87
178
156
144
135
89
176
154
141
139
93
TAS
KTS
TRQ
LBFT
100% 1770
75% 1330
65% 1150
Rng
850
End
670
100% 1690
75% 1270
65% 1100
Rng
860
End
680
100% 1620
75% 1210
65% 1050
Rng
860
End
680
100% 1540
75% 1150
65% 1000
Rng
890
End
690
PWR
430
299
260
205
175
400
286
251
206
177
375
274
242
208
180
350
262
234
216
183
FUEL
FLOW
PPH
2000 RPM
181
160
150
126
90
180
159
148
127
93
179
158
146
129
94
177
155
144
134
95
TAS
KTS
Section 5
174 100% 1450

150 75% 1090
139 65%
940
137 Rng
900
96
End
700
174 100% 1440

150 75% 1080
139 65%
940
137 Rng
900
96
End
700
169 100% 1330

144 75%
990
140 Rng
920
129 65%
860
100 End
710
276
227
222
202
192
253
228
208
195
FUEL
FLOW
PPH
TEMP C
163 100% 1210

144 Rng
940
136 75%
910
117 65%
790
101 End
720
155 100% 1090

144 Rng
940
123 75%
810
103 End
730
TAS
KTS
2000 RPM
Performance
2200 RPM
100 SERIES
Conditions:
Weight...................................................................................... 7255 pounds
240
233
199
196
259
223
211
193
279
226
223
203
191
301
236
221
213
188
306
239
220
216
188
TRQ
LBFT
950
910
710
690
20 100%
Rng
75%
End
10 100% 1060
Rng
860
75% 790
End
690
100% 1150
Rng
880
75% 870
65% 750
End
680
-10 100% 1260

75% 940
Rng
860
65% 820
End
670
-13 100% 1280

75% 960
Rng
860
65% 830
End
670
TEMP C
PWR
FUEL
FLOW
PPH
2200 RPM
PWR
TRQ
LBFT
5 - 47
174
151
138
136
97
173
150
137
137
97
168
143
139
129
100
162
142
135
114
102
Performance
318
243
218
214
183
312
240
215
215
184
286
225
219
204
187
264
222
213
194
191
154
143
120
104
TAS
KTS
321
247
222
219
186
341
257
229
222
183
361
267
237
214
181
385
278
245
212
179
-30 100% 1410

75% 1060
65% 920
Rng
880
End
660
-40 100% 1480
75% 1110
65% 960
Rng
840
End
660
-50 100% 1550
75% 1160
65% 1010
Rng
840
End
650
TRQ
LBFT
-20 100% 1340

75% 1010
65% 870
Rng
860
End
670
PWR
FUEL
FLOW
PPH
2200 RPM
179
158
146
131
87
178
156
144
132
89
177
155
142
139
93
175
152
139
138
95
TAS
KTS
TRQ
LBFT
100% 1710
75% 1280
65% 1110
Rng
840
End
680
100% 1630
75% 1220
65% 1060
Rng
860
End
680
100% 1560
75% 1170
65% 1010
Rng
870
End
690
100% 1470
75% 1110
65%
960
Rng
880
End
700
PWR
415
289
251
201
173
385
275
241
204
176
360
264
233
208
178
336
252
224
211
181
FUEL
FLOW
PPH
2000 RPM
180
159
149
126
92
179
158
147
129
94
178
156
145
132
95
176
154
142
134
95
TAS
KTS
100 SERIES
173 100% 1410

149 75% 1060
139 65%
920
136 Rng
900
98
End
710
173 100% 1380

148 75% 1040
139 Rng
900
134 65%
900
98
End
710
167 100% 1270

143 75%
950
141 Rng
910
125 65%
830
101 End
720
1160
930
870
750
730
243
224
199
194
FUEL
FLOW
PPH
TEMP C
161 100%
142 Rng
132 75%
103 65%
End
153 100% 1040

148 Rng
930
115 75%
780
104 End
750
TAS
KTS
2000 RPM
Section 5
Conditions:
Weight...................................................................................... 7255 pounds
5- 48
230
226
194
248
225
202
192
267
220
214
194
189
288
226
218
205
186
297
231
217
208
185
TRQ
LBFT
900
890
700
20 100%
Rng
End
10 100% 1010
Rng
880
75% 760
End
690
100% 1100
Rng
860
75% 830
65% 720
End
690
-10 100% 1210

75% 900
Rng
860
65% 780
End
680
-15 100% 1240

75% 930
Rng
850
65% 810
End
680
TEMP C
PWR
FUEL
FLOW
PPH
PWR
309
235
212
210
182
299
230
213
206
183
274
219
216
195
186
253
219
203
190
232
222
193
FUEL
FLOW
PPH
173
150
137
136
99
172
147
138
133
100
166
142
140
123
102
160
142
130
105
151
145
107
TAS
KTS
307
237
217
213
184
327
247
220
214
181
347
257
227
213
179
371
268
235
204
177
-30 100% 1360

75% 1020
65% 880
Rng
850
End
670
-40 100% 1420
75% 1070
65% 930
Rng
850
End
660
-50 100% 1490
75% 1120
65% 970
Rng
810
End
660
TRQ
LBFT
-20 100% 1290

75% 960
Rng
860
65% 840
End
670
PWR
FUEL
FLOW
PPH
2200 RPM
179
157
145
129
89
178
155
143
135
93
176
153
140
137
95
174
150
139
136
98
TAS
KTS
TRQ
LBFT
100% 1640
75% 1230
65% 1070
Rng
840
End
680
100% 1570
75% 1170
65% 1020
Rng
840
End
690
100% 1490
75% 1120
65%
970
Rng
870
End
700
100% 1410
75% 1060
65%
920
Rng
890
End
710
PWR
400
278
241
199
171
370
265
232
199
174
346
253
224
206
177
322
241
215
210
180
FUEL
FLOW
PPH
2000 RPM
180
159
147
127
94
179
157
145
128
94
177
155
143
133
95
175
152
139
136
97
TAS
KTS
Section 5
173 100% 1370

148 75% 1030
140 Rng
900
134 65%
890
99
End
720
171 100% 1330

146 75%
990
141 Rng
900
131 65%
860
102 End
720
165 100% 1210

142 Rng
930
138 75%
910
118 65%
790
104 End
730
1110
920
830
750
990
940
760
TRQ
LBFT
TEMP C
159 100%
146 Rng
127 75%
104 End
149 100%
147 Rng
105 End
TAS
KTS
2000 RPM
Performance
2200 RPM
100 SERIES
Conditions:
Weight...................................................................................... 7255 pounds
Section 5
100 SERIES

Conditions:
Weight...................................................................................... 7255 pounds
PWR
TRQ
LBFT
10
100%
Rng
75%
End
960
890
720
700
FUEL
FLOW
PPH
238
223
194
190
100%
Rng
75%
End
1060
860
790
690
-10
100%
75%
Rng
65%
End
-17
2000 RPM
TAS
KTS
PWR
TRQ
LBFT
156
148
119
105
100%
Rng
75%
End
1060
930
790
760
FUEL
FLOW
PPH
242
217
195
189
255
217
205
188
163
144
134
104
100%
Rng
75%
65%
End
1160
920
870
760
750
262
216
207
187
186
164
142
136
113
106
1160
870
850
750
690
276
217
214
196
185
170
143
141
126
104
100%
75%
Rng
65%
End
1270
950
910
830
730
287
220
212
198
183
170
145
140
129
102
100%
75%
Rng
65%
End
1210
910
840
780
680
288
224
212
201
183
172
146
139
131
101
100%
75%
Rng
65%
End
1330
1000
890
860
730
301
228
207
204
180
173
148
137
134
101
-20
100%
75%
Rng
65%
End
1230
920
850
800
680
295
227
213
204
182
173
148
140
133
100
100%
75%
Rng
65%
End
1360
1020
890
880
720
309
232
208
206
179
174
150
137
136
100
-30
100%
75%
Rng
65%
End
1300
980
850
850
670
314
237
212
211
180
175
151
138
138
98
100%
75%
65%
Rng
End
1430
1080
930
870
710
332
243
215
203
176
176
153
140
133
97
-40
100%
75%
65%
Rng
End
1370
1030
890
850
670
333
246
218
210
177
177
154
141
136
95
100%
75%
65%
Rng
End
1500
1130
980
860
700
356
254
223
201
173
178
155
143
132
95
-50
100%
75%
65%
Rng
End
1430
1080
930
820
660
356
257
226
204
175
178
156
143
131
93
100%
75%
65%
Rng
End
1580
1180
1030
820
690
384
267
232
193
170
179
157
146
126
94
TAS
KTS
157
144
123
108
Performance
2200 RPM
TEMP
C
5 - 49
Section 5
100 SERIES

Conditions:
Weight...................................................................................... 7255 pounds
2200 RPM
TEMP
C
Performance
5-50
PWR
TRQ
LBFT
10
100%
Rng
End
920
880
710
FUEL
FLOW
PPH
227
219
189
100%
Rng
75%
End
1010
880
760
700
-10
100%
Rng
75%
65%
End
-19
2000 RPM
TAS
KTS
PWR
TRQ
LBFT
153
148
107
100%
Rng
End
1010
920
770
FUEL
FLOW
PPH
231
214
189
244
218
196
187
161
147
128
105
100%
Rng
75%
End
1110
920
830
760
251
212
198
186
162
143
131
108
1110
840
830
720
690
264
210
208
188
184
168
141
140
119
104
100%
75%
Rng
65%
End
1220
910
910
790
750
274
211
211
189
182
168
141
141
123
106
100%
75%
Rng
65%
End
1170
880
840
760
690
280
216
209
195
181
171
145
140
128
103
100%
75%
Rng
65%
End
1290
970
890
840
740
292
220
206
197
179
172
146
138
131
103
-20
100%
75%
Rng
65%
End
1180
890
840
770
690
282
218
209
196
181
171
145
140
129
102
100%
75%
Rng
65%
End
1300
970
880
840
730
295
222
205
198
179
172
147
137
132
102
-30
100%
75%
Rng
65%
End
1250
940
840
810
680
300
227
208
203
178
174
149
138
135
100
100%
75%
65%
Rng
End
1370
1030
890
870
720
318
233
206
201
176
175
151
137
135
100
-40
100%
75%
65%
Rng
End
1310
980
850
820
670
319
236
209
203
176
175
152
139
134
98
100%
75%
65%
Rng
End
1440
1080
940
850
710
341
244
213
198
173
177
154
141
132
97
-50
100%
75%
65%
Rng
End
1380
1030
890
830
660
342
247
217
203
174
177
154
141
134
96
100%
75%
65%
Rng
End
1510
1140
980
830
700
369
256
222
192
170
178
156
144
128
95
TAS
KTS
154
144
110
Section 5
100 SERIES

Conditions:
Weight...................................................................................... 7255 pounds
PWR
TRQ
LBFT
10
100%
End
870
720
FUEL
FLOW
PPH
216
189
100%
Rng
75%
End
960
870
720
710
-10
100%
Rng
75%
End
-20
2000 RPM
PWR
TRQ
LBFT
149
111
100%
Rng
End
960
930
790
FUEL
FLOW
PPH
220
214
189
233
214
187
186
158
147
117
107
100%
Rng
75%
End
1060
910
790
770
239
210
189
186
159
143
121
110
1060
860
790
700
252
213
199
183
165
146
135
105
100%
Rng
75%
End
1160
910
870
760
262
208
202
182
166
142
137
108
100%
75%
Rng
65%
End
1130
850
820
730
690
270
208
203
187
180
169
142
139
123
105
100%
75%
Rng
65%
End
1240
930
900
810
750
282
212
206
189
179
170
144
140
127
106
-21
100%
75%
Rng
65%
End
1130
850
830
740
690
271
209
205
188
180
170
142
140
124
104
100%
75%
Rng
65%
End
1250
930
900
810
750
284
213
206
190
179
170
144
140
127
106
-30
100%
75%
Rng
65%
End
1190
900
830
780
690
287
217
204
194
178
172
146
139
131
103
100%
75%
Rng
65%
End
1310
990
860
850
730
303
223
199
197
176
173
148
135
134
103
-40
100%
75%
Rng
65%
End
1250
940
830
820
680
305
226
203
200
175
174
149
137
135
100
100%
75%
65%
Rng
End
1380
1030
900
860
720
326
233
204
197
172
175
151
138
133
100
-50
100%
75%
65%
Rng
End
1320
990
860
820
670
327
236
208
200
173
176
152
139
134
98
100%
75%
65%
Rng
End
1450
1090
940
840
710
352
245
213
193
169
177
154
142
130
97
TAS
KTS
TAS
KTS
150
145
111
Performance
2200 RPM
TEMP
C
5 - 51
Section 5
100 SERIES

Conditions:
Weight...................................................................................... 7255 pounds
2200 RPM
TEMP
C
Performance
5 - 52
PWR
TRQ
LBFT
10
100%
End
830
740
FUEL
FLOW
PPH
206
189
100%
Rng
End
920
870
730
-10
100%
Rng
75%
End
-20
2000 RPM
TAS
KTS
PWR
TRQ
LBFT
143
113
100%
End
910
810
FUEL
FLOW
PPH
209
190
222
213
186
154
149
111
100%
Rng
End
1010
920
790
228
210
186
155
144
111
1010
850
750
720
241
208
190
183
162
144
128
109
100%
Rng
75%
End
1110
900
830
780
249
206
192
183
163
142
130
110
100%
Rng
75%
End
1080
840
810
700
257
204
199
180
167
142
138
105
100%
Rng
75%
65%
End
1180
910
890
770
760
269
206
203
181
179
168
142
139
115
108
-23
100%
Rng
75%
65%
End
1090
830
820
710
700
261
203
201
180
179
168
141
139
114
105
100%
75%
Rng
65%
End
1200
900
890
780
760
274
205
203
183
178
169
141
140
120
108
-30
100%
75%
Rng
65%
End
1140
850
820
740
700
274
207
201
185
177
170
143
139
125
105
100%
75%
Rng
65%
End
1250
940
880
810
750
289
213
200
188
176
171
145
138
128
106
-40
100%
75%
Rng
65%
End
1200
900
830
780
690
291
216
202
192
174
172
147
139
131
104
100%
75%
65%
Rng
End
1320
990
860
850
730
310
223
195
194
173
173
149
134
133
102
-50
100%
75%
65%
Rng
End
1260
940
820
810
680
312
226
199
197
172
174
150
136
134
102
100%
75%
65%
Rng
End
1390
1040
900
840
720
336
234
204
191
169
175
152
138
131
100
TAS
KTS
144
113
Section 5
100 SERIES

Conditions:
Weight...................................................................................... 7255 pounds
PWR
TRQ
LBFT
10
100%
End
790
750
FUEL
FLOW
PPH
195
189
100%
Rng
End
870
870
740
-10
100%
Rng
End
-20
2000 RPM
TAS
KTS
PWR
TRQ
LBFT
134
117
100%
End
860
820
FUEL
FLOW
PPH
199
191
211
211
186
149
149
113
100%
Rng
End
960
920
810
216
208
188
150
145
113
960
850
730
229
207
183
159
146
111
100%
Rng
End
1050
910
790
237
206
184
159
143
111
100%
Rng
75%
End
1020
830
770
720
245
202
190
180
164
142
131
109
100%
Rng
75%
End
1130
900
840
780
256
204
193
180
165
142
133
110
-25
100%
Rng
75%
End
1050
830
790
710
252
202
193
178
166
142
135
107
100%
Rng
75%
End
1160
890
870
770
264
202
197
179
167
141
137
109
-30
100%
Rng
75%
End
1090
820
810
710
261
198
198
177
168
139
139
105
100%
75%
Rng
65%
End
1190
900
880
780
760
275
202
200
179
177
169
141
139
118
108
-40
100%
75%
Rng
65%
End
1140
860
820
740
700
277
206
199
183
174
170
143
139
125
105
100%
75%
Rng
65%
End
1260
940
860
820
750
295
212
195
186
173
171
145
135
128
106
-50
100%
75%
Rng
65%
End
1200
900
810
780
690
297
215
196
190
171
173
147
136
131
104
100%
75%
65%
Rng
End
1320
990
860
840
730
320
223
194
191
170
174
149
134
132
102
TAS
KTS
135
117
Performance
2200 RPM
TEMP
C
5-53
Section 5
100 SERIES

Conditions:
Weight...................................................................................... 7255 pounds
2200 RPM
TEMP
C
Performance
5-54
PWR
TRQ
LBFT
100%
End
830
750
FUEL
FLOW
PPH
202
186
-10
100%
Rng
End
920
850
740
-20
100%
Rng
75%
End
-27
2000 RPM
TAS
KTS
PWR
TRQ
LBFT
144
117
100%
End
920
830
FUEL
FLOW
PPH
207
189
219
205
183
156
146
115
100%
Rng
End
1010
910
810
227
205
186
156
143
113
980
840
740
730
235
202
182
180
162
143
122
111
100%
Rng
75%
End
1080
900
810
790
245
203
185
182
163
142
124
111
100%
Rng
75%
End
1020
830
770
720
245
199
187
178
165
142
131
110
100%
Rng
75%
End
1120
900
840
780
258
202
191
179
165
142
133
111
-30
100%
Rng
75%
End
1040
830
780
720
250
200
190
177
166
142
134
109
100%
Rng
75%
End
1150
890
860
780
264
201
195
178
167
141
136
110
-40
100%
75%
Rng
65%
End
1100
820
820
710
710
267
198
197
176
174
169
140
139
115
105
100%
75%
Rng
65%
End
1210
910
870
780
760
284
204
195
179
174
170
142
136
121
108
-50
100%
75%
Rng
65%
End
1160
870
810
750
700
287
207
195
183
171
171
145
137
127
104
100%
75%
Rng
65%
End
1270
950
850
830
750
309
215
191
187
171
172
147
133
130
106
TAS
KTS
145
117
Section 5
100 SERIES

Conditions:
Weight...................................................................................... 7255 pounds
PWR
TRQ
LBFT
100%
End
800
770
FUEL
FLOW
PPH
193
187
-10
100%
Rng
End
880
860
750
-20
100%
Rng
End
-20
2000 RPM
TAS
KTS
PWR
TRQ
LBFT
135
121
100%
End
880
840
FUEL
FLOW
PPH
198
192
210
207
184
151
149
117
100%
Rng
End
960
920
830
217
207
188
151
145
117
940
840
740
225
202
181
159
145
115
100%
Rng
End
1040
900
810
235
203
184
159
142
114
100%
Rng
End
940
840
740
225
202
181
159
145
115
100%
Rng
End
1040
900
810
235
203
184
159
142
114
-29
100%
Rng
75%
End
990
830
740
730
238
199
181
178
163
143
123
112
100%
Rng
75%
End
1090
890
820
800
251
201
185
181
164
141
126
112
-30
100%
Rng
75%
End
1000
820
750
730
240
197
182
178
163
141
126
111
100%
Rng
75%
End
1100
890
830
790
253
201
187
180
164
141
128
111
-40
100%
Rng
75%
End
1050
810
790
720
256
195
190
175
167
139
135
109
100%
Rng
75%
End
1160
880
870
780
273
198
196
176
168
139
137
110
-50
100%
75%
Rng
65%
End
1110
830
820
720
710
276
200
195
176
172
170
142
139
120
107
100%
75%
Rng
65%
End
1220
920
850
800
760
297
207
193
180
173
171
144
135
124
108
TAS
KTS
135
120
Performance
2200 RPM
TEMP
C
5-55
Section 5
100 SERIES

Conditions:
Weight...................................................................................... 7255 pounds
2200 RPM
TEMP
C
Performance
5-56
PWR
TRQ
LBFT
-10
100%
End
840
770
FUEL
FLOW
PPH
201
186
-20
100%
Rng
End
900
850
750
-30
100%
Rng
End
-31
2000 RPM
TAS
KTS
PWR
TRQ
LBFT
145
121
100%
End
920
850
FUEL
FLOW
PPH
207
191
216
203
182
155
147
118
100%
Rng
End
990
910
830
225
205
187
155
144
118
960
830
740
230
200
179
160
144
115
100%
Rng
End
1050
900
810
243
203
183
161
142
115
100%
Rng
End
960
830
740
231
199
179
161
144
115
100%
Rng
End
1060
900
810
244
202
183
161
142
115
-40
100%
Rng
75%
End
1010
810
760
730
245
194
182
176
164
139
127
111
100%
Rng
75%
End
1110
880
830
790
261
199
188
179
165
139
130
111
-50
100%
Rng
75%
End
1070
810
800
720
265
194
192
173
168
139
137
109
100%
75%
Rng
End
1180
880
860
770
286
199
194
175
169
139
136
110
TAS
KTS
145
120
Section 5
100 SERIES

Conditions:
Weight...................................................................................... 7255 pounds
-10
-20
TAS
KTS
100%
Rng
End
100%
Rng
End
100%
Rng
End
100%
Rng
End
100%
Rng
75%
End
-30
-33
-40
-50
860
860
770
920
840
760
930
830
750
970
820
740
1020
810
770
730
206
205
185
220
201
182
223
199
181
235
196
178
254
193
184
175
TAS
KTS
133
122
2000 RPM
FUEL
TRQ
PWR
FLOW
LBFT
PPH
100% 880
198
End
870
195
149
148
122
156
145
118
158
143
117
161
141
115
166
139
130
111
100%
Rng
End
100%
Rng
End
100%
Rng
End
100%
Rng
End
100%
Rng
75%
End
150
145
122
157
143
118
159
142
117
162
141
115
167
138
133
111
950
920
850
1010
900
830
1020
900
830
1060
890
810
1130
870
840
790
215
209
191
232
204
187
236
203
186
250
202
183
274
197
191
178
132
124

Conditions:
Weight...................................................................................... 7255 pounds
TEMP
C
-20
-30
-35
-40
-50
PWR
100%
End
100%
Rng
End
100%
Rng
End
100%
Rng
End
100%
Rng
End
2200 RPM
FUEL
TRQ
FLOW
LBFT
PPH
820
196
790
188
870
210
840
202
770
185
900
216
850
203
770
183
920
224
830
199
760
181
980
810
740
243
194
178
TAS
KTS
PWR
140
121
151
146
120
154
146
121
157
143
118
100%
End
100%
Rng
End
100%
Rng
End
100%
Rng
End
2000 RPM
FUEL
TRQ
FLOW
LBFT
PPH
900
205
870
196
960
221
910
206
850
192
980
228
900
206
840
190
1010
238
900
206
830
187
163
139
115
100%
Rng
End
1080
880
810
262
201
183
TAS
KTS
140
124
151
143
122
155
143
119
158
143
118
164
139
115
5 - 57
Performance
2200 RPM
FUEL
TRQ
FLOW
LBFT
PPH
100% 800
191
End
780
188
TEMP
C
PWR
Section 5
100 SERIES
5-19 MAXIMUM LANDING WEIGHTS

Conditions:
Maximum Takeoff Power Available
Flaps 35
Airspeed 74 KIAS (VREF)
NO T E S :
landing weight.
landing weight limit is 6,690 lb.
Performance
5-58
Section 5
100 SERIES
OAT
(C)
OAT
(F)
15
59
6690
6690
6690
17
63
6690
6690
6690
19
66
6690
6690
6690
23
25
27
70
73
77
81
29
84
31
88
33
91
6690
6690
6690
6690
6690
10000 11000 12000
6690
6690
6690
6690
6515
6690
6378
6690
6619
6639
6235
6690
6478
6492
6086
6690
6336
6343
5931
6582
6189
6590
6188
5770
6690
6432
6434
6026
6667
6669
6271
6503
6651
6690
6690
6690
6690
Performance
21
9000
Table 5-13 Maximum Landing Weight
5 -59
Section 5
100 SERIES
5-20 RANGE AND ENDURANCE PROFILES

Conditions:
Weight...................................................................................... 7255 pounds
Propeller....................................................................................... 2000 RPM
Temperature.............................................................................................ISA
Winds.....................................................................................................Zero
Total Fuel......................................................................................... 320 GAL
Engine Inlet........................................................................................Normal
External Cargo Compartment................................................... Not Installed
Example:
Power................................................................................. Maximum Cruise
Takeoff Press Alt............................................................................. 2000 feet
Cruise Press Alt............................................................................ 10000 feet

Fuel to Climb: 49 pounds

Cruise Fuel Flow: 336 LB/HR

Endurance: 5.5 hours

Range: 946 NM

True Airspeed: 172 KTAS
Performance
NO T E S :
Fuel Remaining for Cruise is equal to 2110 pounds usable, less fuel
required for climb from sea level at maximum climb power, less 153
pounds for 45 minutes IFR reserve fuel at Maximum Range Power
(ISA @10,000 ft PA), less fuel for descent to sea level, less 50 pounds
for fuel used prior to takeoff.
Range and endurance values include descent to final destination
at approximately 140 KIAS above 16,000 feet and 160 KIAS below
16,000 feet.
5-60
Section 5
100 SERIES
Maximum Cruise Power

Press
Alt
(FT)
Climb
Fuel
(LB)
Fuel
Remaining
For Cruise
(LB)
Airspeed
(KTAS)
Fuel
Flow
(PPH)
Endurance
(Hours)
Total
Range
(NM)
Total
Specific
Range
(NM/LB)
SL
1907
169
420
4.5
767
0.40
2000
11
1896
170
404
4.7
798
0.42
4000
22
1885
171
387
4.9
833
0.44
6000
34
1873
172
370
5.1
871
0.46
8000
47
1860
172
354
5.3
904
0.49
10000
60
1847
172
336
5.5
946
0.51
12000
80
1827
172
321
5.7
979
0.54
14000
99
1808
171
304
5.9
1017
0.56
16000
123
1784
169
288
6.2
1047
0.59
18000
176
1731
168
273
6.3
1065
0.62
20000
230
1677
165
257
6.5
1077
0.64
Table 5-14 Maximum Cruise Profile
Press
Alt
(FT)
Climb
Fuel
(LB)
Airspeed
(KTAS)
Fuel
Flow
(PPH)
Endurance
(Hours)
Total
Range
(NM)
Total
Specific
Range
(NM/LB)
SL
1907
140
314
6.1
850
0.45
2000
11
1896
141
299
6.3
894
0.47
4000
22
1885
141
283
6.7
939
0.50
6000
34
1873
141
268
7.0
986
0.53
8000
47
1860
140
254
7.3
1025
0.55
10000
60
1847
139
238
7.8
1079
0.58
12000
80
1827
137
225
8.1
1113
0.61
14000
99
1808
136
214
8.4
1149
0.64
16000
123
1784
137
207
8.6
1181
0.66
18000
176
1731
141
207
8.4
1179
0.68
20000
230
1677
141
202
8.3
1171
0.70
Table 5-15 Maximum Range Profile
5 - 61
Performance
Maximum Range Power

Fuel
Remaining
For Cruise
(LB)
Section 5
100 SERIES
5-21 TIME, FUEL AND DISTANCE TO DESCEND

Conditions:
Weight...................................................................................... 7255 pounds
Flaps...........................................................................................................0
Airspeed........................................................... 140 KIAS above 16,000 feet
160 KIAS below 16,000 feet
Power....................................................................Set for 800 FPM Descent
Propeller....................................................................................... 2200 RPM
NO T E : Distances provided are based on a zero wind condition.
DESCENT TO SEA LEVEL
Press
Alt
(FT)
Time
(MIN)
Fuel
(LB)
Distance
(NM)
24000
30.0
118
76.6
22000
27.5
110
70.8
20000
25.0
102
65.0
18000
22.5
94
59.1
16000
20.0
86
53.3
14000
17.5
76
46.7
12000
15.0
65
40.0
Performance
10000
12.5
55
33.3
8000
10.0
45
26.7
6000
7.5
34
20
4000
5.0
23
13.3
2000
2.5
11
6.6
SL
Table 5-16 Time, Fuel, and Distance to Descend
5 - 62
100 SERIES
Section 5
5-22 BALKED LANDINGS

BALKED LANDING RATE OF CLIMB
Conditions:
Power.........................................................................................Max Takeoff
Flaps............................................................................................ 35 (Down)
Climb Airspeed.................................................................................74 KIAS
NO T E S:
For operation in air colder than provided in this table, use the coldest
charted data.
This chart is based on a climb speed of 74 KIAS and Flaps at 35.
However, significantly better performance may be achieved by
climbing at the Best Rate of Climb speeds with the flaps positioned at
20 or following the Go-Around / Balked Landing procedure outlined in
Section 4.
5-63
Performance
Example:
Weight...................................................................................... 6690 pounds
Climb Gradient: 780 FT/MIN
Section 5
100 SERIES
6690 POUNDS WEIGHT
6000 POUNDS WEIGHT
PRESS CLIMB
RATE OF CLIMB - FPM
ALT SPEED
-20C
0C 20C 40C 50C
FT
KIAS
PRESS CLIMB
RATE OF CLIMB - FPM
ALT SPEED
-20C
0C 20C 40C 50C
FT
KIAS
S.L.
74
1335
1301 1272
2000
74
1304
1268
4000
74
6000
74
8000
74
10000
74
12000
74
890
663
808
573
1115
726
502
1026
624
382
944
562
862
472
1270
1237
1235
1075
780
396
1227
987
681
288
1117
900
603
1053
820
517
944
719
423
867
626
325
765
532
240
693
447
147
1122
871
1030
771
1373
944
696
1274
830
563
1187
766
S.L.
74
1605
1572 1544
2000
74
1575
1540
4000
74
6000
74
8000
74
10000
74
12000
74
1542
1509
1095
665
1507
1333 1009
586
1498
1236
899
466
1380
1144
817
1309
1054
721
1193
947
622
1107
844
513
998
744
424
919
650
320
5000 POUNDS WEIGHT
4000 POUNDS WEIGHT
PRESS CLIMB
RATE OF CLIMB - FPM
ALT SPEED
FT
KIAS -20C 0C 20C 40C 50C
PRESS CLIMB
RATE OF CLIMB - FPM
ALT SPEED
FT
KIAS -20C 0C 20C 40C 50C
Performance
S.L.
74
2102
2069 2042
1542 1244
1431 1123
1844 1335 1041
2000
74
2072
2037
4000
74
2039
2007
6000
74
2004
1804 1422
921
1994
1686 1289
777
8000
74
10000
74
12000
74
1584 1200
1643
1356
973
1539
1232
843
1417
1121
745
1322
1008
620
2773 2746
2776
2739
4000
74
2741
2709
6000
74
8000
74
10000
74
12000
74
1518 1008
1476 1084
2807
74
1628 1129
1860
74
2000
1725 1199
1774
S.L.
881
2127 1757
1989 1607
2505 1876 1511

2356 1706 1311
2243 1625
2105 1475
2705
2462 1993 1374
2693
2316 1827 1194
2532
2196 1723
2425
2061 1579
2269
1919 1449
2140
1764 1286
1996
1634 1172
1876
1493 1017
Table 5-17 Balked Landing Rate of Climb
5-64
100 SERIES
Section 5
BALKED LANDING CLIMB GRADIENT

Conditions:
Flaps............................................................................................ 35 (Down)
Winds.....................................................................................................Zero
NO T E S:
Balked Landing Climb Gradients shown represent the gain in altitude
for the horizontal distance traveled and is expressed as Feet per
Nautical Mile.
charted data.
This chart is required data for aircraft certification. However,
significantly better performance may be achieved by climbing at the
Best Rate of Climb speeds with the flaps positioned at 20 or following
the Go-Around / Balked Landing procedure outlined in Section 4.
5-65
Performance
Example:
Weight...................................................................................... 6690 pounds
Section 5
100 SERIES
6690 POUNDS WEIGHT
6000 POUNDS WEIGHT
PRESS CLIMB
ALT SPEED
-20C
0C 20C 40C 50C
FT
KIAS
PRESS CLIMB
ALT SPEED
-20C
0C 20C 40C 50C
FT
KIAS
S.L.
74
1164
1090 1027
2000
74
1094
1022
4000
74
1025
959
6000
74
8000
74
10000
74
12000
74
690
504
625
436
S.L.
74
1411
1327 1255
2000
74
1331
1250
4000
74
1253
1178
6000
74
8000
74
10000
74
12000
74
864
541
367
794
465
280
703
403
641
338
958
800
558
273
952
734
487
199
832
643
415
783
585
355
675
493
279
619
429
215
524
350
152
475
294
93
873
664
800
587
1070
705
510
990
620
412
887
550
817
478
1176
997
724
405
1170
922
644
321
1033
820
563
978
755
496
856
651
411
793
579
339
686
491
269
631
428
203
5000 POUNDS WEIGHT
4000 POUNDS WEIGHT
PRESS CLIMB
ALT SPEED
FT
KIAS -20C 0C 20C 40C 50C
PRESS CLIMB
ALT SPEED
FT
KIAS -20C 0C 20C 40C 50C
Performance
S.L.
74
1885
1777 1686
1210
954
1121
860
1455 1004
767
1356
900
647
1228
815
2000
74
1783
1680
4000
74
1684
1589
1142
727
6000
74
1587
1364 1027
639
1579
1271
929
537
8000
74
1409
1145
830
1341
1065
749
10000
74
12000
74
1189
938
646
1111
850
559
980
742
474
913
666
394
S.L.
74
2617
2467 2341
1700 1365
1582 1243
2026 1431 1123
2000
74
2474
2332
4000
74
2337
2209
6000
74
2206
1904 1460
959
2194
1781 1333
830
8000
74
10000
74
12000
74
1893 1295
1724 1185
1610 1072
1964
1614 1205
1873
1509 1100
1671
1344
968
1569
1230
857
1399
1092
750
1311
994
649
970
Table 5-18 Balked Landing Climb Gradient
5-66
100 SERIES
Section 5
5-23 OBSTACLE LANDING DISTANCE

(Max Weight 6690 LB Short Field)

Conditions:
Winds.....................................................................................................Zero
Runway............................................................................. Dry, Level, Paved
Flaps............................................................................................ 35 (FULL)
Power for 3 descent to 50 foot obstacle, then gradual reduction to
IDLE at touchdown. BETA range (lever against spring) after touchdown.
NO T E S:
Short field technique utilized as outlined in Section 4 of this manual.
Decrease distances 10% for each 14 knots headwind.
For operation in tailwinds up to 10 knots, increase distances 10% for
each 2 knots.
For operation on a hard, dry, grass runway, increase distances by
20% of the ground roll calculation.
To land with the flaps up, increase approach speed by 22 KIAS and
allow for approximately 55% longer distances.
Use of maximum reverse thrust after touchdown will reduce ground
roll by approximately 5%.
For sloped runways (up to 3% slope), increase the distances by 27%
of the ground roll distance for each 1% of downslope. Decrease
distances by 9% of the ground roll distance for each 1% of upslope.
data for landing distances.
operating limits.
interpolating.
5 - 67
Performance
Example:
Weight...................................................................................... 6690 pounds
Headwind...............................................................................................Zero
Obstacle Speed (Vref): 74 KIAS
Landing Ground Roll: 760 FT
Total Distance Over 50' Obstacle: 1551
5-68
6000
6690
WT
(LB)
70
74
1479
1401
1620
1683
1750
677
698
720
743
9000
10000
11000
12000
770
746
724
702
681
661
642
623
605
587
571
554
539
990
960
931
903
876
850
825
801
778
755
734
713
693
GRND
ROLL
(FT)
1873
1799
1729
1663
1601
1542
1487
1435
1385
1338
1294
1252
1212
2233
2141
2054
1972
1895
1823
1754
1689
1628
1570
1515
1462
1413
Total
Feet to
Clear
50' OBS
10C
797
773
749
727
705
684
664
645
626
608
591
574
558
1025
994
964
935
907
880
854
829
805
782
760
738
717
GRND
ROLL
(FT)
1925
1848
1775
1707
1642
1581
1523
1469
1417
1369
1323
1279
1237
2299
2203
2113
2028
1947
1872
1800
1733
1669
1608
1551
1497
1445
Total
Feet to
Clear
50' OBS
20C
824
799
775
752
729
708
687
667
647
629
611
593
577
1060
1028
997
967
938
910
883
858
833
809
786
763
742
GRND
ROLL
(FT)
1979
1898
1823
1751
1684
1620
1560
1504
1450
1399
1352
1306
1263
2365
2266
2172
2083
2000
1921
1847
1776
1710
1647
1588
1531
1478
Total
Feet to
Clear
50' OBS
30C
776
753
731
710
689
669
650
631
613
596
999
969
940
913
886
860
835
812
788
766
GRND
ROLL
(FT)
1796
1726
1660
1598
1539
1483
1431
1381
1334
1289
2140
2053
1971
1894
1821
1752
1687
1625
1566
1511
Total
Feet to
Clear
50 OBS
40C
690
670
651
633
615
888
862
837
814
791
GRND
ROLL
(FT)
1517
1462
1410
1362
1315
1794
1726
1662
1602
1544
Total
Feet to
Clear
50 OBS
50C
Section 5
1821
1504
1560
1451
638
601
5000
1353
657
583
4000
1308
1266
7000
567
3000
8000
550
2000
1187
1225
619
535
2167
6000
520
S.L.
1000
2079
926
955
11000
871
898
9000
10000
12000
1918
1996
820
845
7000
8000
1774
1844
796
1708
1646
1587
1531
6000
750
773
4000
5000
708
729
2000
3000
1428
1381
668
688
S.L.
GRND
ROLL
(FT)
0C
Total
Feet to
Clear
50' OBS
1000
Press
Alt
(FT)
Performance
50'
Speed
(KIAS)
100 SERIES
Table 5-19 Obstacle Landing Distance
63
56
5000
4000
WT
(LB)
50'
Speed
(KIAS)
379
390
4000
5000
224
5000
269
277
11000
12000
261
218
4000
10000
211
3000
253
205
2000
9000
200
1000
245
194
S.L.
8000
483
12000
238
468
11000
7000
454
10000
231
440
9000
Table 5-19 (continued) Obstacle Landing Distance
5-69
287
279
270
262
254
247
239
232
226
219
213
207
201
500
485
470
456
443
430
417
405
393
382
371
Performance
1046
1013
982
953
926
900
875
852
830
809
789
771
753
1391
1341
1294
1250
1208
1168
1131
1096
1063
1031
1001
360
350
GRND
ROLL
(FT)
1069
1034
1002
971
943
916
890
866
843
821
801
781
762
1426
1374
1325
1279
1235
1194
1155
1119
1084
1051
1020
990
962
Total
Feet to
Clear
50 OBS
10C
297
288
280
271
263
255
248
241
234
227
220
214
208
518
502
487
472
458
445
432
419
407
395
384
373
362
GRND
ROLL
(FT)
1091
1055
1022
990
960
932
905
880
856
833
812
791
772
1462
1408
1357
1309
1263
1220
1180
1142
1106
1071
1039
1008
979
Total
Feet to
Clear
50 OBS
20C
308
298
289
281
272
264
256
249
242
235
228
221
215
536
519
504
489
474
460
446
433
421
409
397
386
375
GRND
ROLL
(FT)
1114
1077
1042
1009
978
948
920
894
869
846
823
802
782
1499
1442
1389
1339
1292
1247
1205
1165
1127
1092
1058
1026
996
Total
Feet to
Clear
50 OBS
30C
290
281
273
265
257
250
242
235
229
222
505
490
475
461
448
435
422
410
398
387
GRND
ROLL
(FT)
1028
995
965
936
909
883
858
835
813
792
1369
1320
1274
1230
1189
1150
1113
1078
1045
1013
Total
Feet to
Clear
50 OBS
40C
258
250
243
236
229
449
436
423
411
400
GRND
ROLL
(FT)
897
871
847
824
803
1172
1134
1098
1063
1031
Total
Feet to
Clear
50 OBS
50C
100 SERIES
6000
414
427
7000
8000
402
368
3000
6000
358
348
2000
338
S.L.
1000
973
946
GRND
ROLL
(FT)
0C
Total
Feet to
Clear
50 OBS
Press
Alt
(FT)
Section 5
Section 5
100 SERIES
Performance
5 -7 0
100 SERIES
Section 6
WEIGHT AND BAL ANCE
SECTION 6
WEIGHT AND BALANCE

Table of Contents
Weight & Bal.
CONTENTS....................................................................................................... PAGE
GENERAL..............................................................................................................6-3
AIRPLANE WEIGHING PROCEDURES...............................................................6-4
PREPARATION...................................................................................................6-4
LEVELING ..........................................................................................................6-4
WEIGHING..........................................................................................................6-4
MEASURING ......................................................................................................6-5
AIRPLANE WEIGHING FORM............................................................................6-6
WEIGHT AND BALANCE RECORD.....................................................................6-7
WEIGHT & BALANCE DETERMINATION FOR FLIGHT......................................6-8
CALCULATING WEIGHT AND BALANCE .........................................................6-8
PASSENGER AND CREW SEAT WEIGHT AND BALANCE............................6-10
WEIGHT AND BALANCE LOADING FORM (CONFIGURATION A)................. 6-12
WEIGHT AND BALANCE LOADING FORM (CONFIGURATION B)................ 6-14
WEIGHT AND BALANCE EXAMPLE FORM....................................................6-15
CABIN ZONE LOADING LIMITS.......................................................................6-17
FUEL WEIGHTS AND MOMENTS....................................................................6-18
CENTER OF GRAVITY LIMITS.........................................................................6-20
COMPREHENSIVE EQUIPMENT LIST...............................................................6-21
6 -1
Section 6
WEIGHT AND BAL ANCE
100 SERIES
Weight & Bal.
6 -2
100 SERIES
Section 6
WEIGHT AND BAL ANCE
6-1 GENERAL
This section of the Pilots Operating Handbook describes the procedure for
establishing the basic empty weight and moment of the airplane. Sample
weight and balance forms are provided for reference. Procedures for
calculating the loaded weight and moment of the aircraft are also included.
For a comprehensive list of installed equipment and specific information
regarding the weight, arm, moment, and installed equipment for this airplane,
as delivered from the factory, see the external document KODIAK 100
Installed Equipment List (AM905.0).
Weight & Bal.
It is the responsibility of the pilot in command to ensure that the airplane is

loaded within the established limits set forth in this section.
6-3
Section 6
WEIGHT AND BAL ANCE
100 SERIES
6-2 AIRPLANE WEIGHING PROCEDURES

PREPARATION
1. Remove all snow, ice, or water from the airplanes surfaces.
2. Inflate the tires to the recommended inflation pressures.
3. Drain all fuel from the aircraft by locking open the fuel reservoir and fuel
tank sump quick drain valves. Drain the firewall fuel filter and EPA cans.
4. Service the engine with oil to obtain a normal full indication, either MAX
HOT or MAX COLD, as appropriate, on the dipstick.
5. Move the pilot and copilot seats to their full forward position and the
passenger seats to their recommended locations, as outlined in the Seat
Track Marking Example.
6. Raise the flaps to the fully retracted position.
7. Place all control surfaces in their neutral position.
8. Verify equipment installations and locations in comparison to the equipment
list.
LEVELING
(Reference Airplane Weighing Form)
1. Place the aircraft wheels on top of weighing scales. The scales should
have a minimum capacity of 2000 pounds for the nose and 4000 pounds for
each main wheel. The main landing gear must be elevated approximately
2-1/2 inches higher than the nose gear, with small sheets of plywood
placed beneath the scales. This initial elevated position is to compensate
for the difference in waterline station between the main and nose gear, and
fine adjustments can be made from this position by releasing air from the
nose wheel tire.
Weight & Bal.
2. Level longitudinally by placing a spirit level on the seat track, and laterally
by placing a spirit level perpendicular to (across) the seat tracks.
3. Deflate the nose tire to properly center the bubble in the spirit level.
WEIGHING
1. Weigh the airplane in a closed hangar to prevent errors caused by air
currents.
2. With the airplane level, doors closed and the parking brake released,
record the weight shown on each scale. Deduct the tare weight, if any,
from each reading.
6-4
100 SERIES
Section 6
WEIGHT AND BAL ANCE
MEASURING
(Reference Airplane Weighing Form)
1. Obtain measurement A by measuring horizontally along the airplane
centerline, from the mid point of a line stretched between the centers
of the main wheels to a plumb bob lowered from the forward side of the
firewall (FS 0.00). This measurement is dimension A and is normally
approximately 94 inches.
2. Obtain measurement B by measuring horizontally and parallel to the
airplane centerline from the center of the nose wheel axle, on the left side,
to the line stretched between the centers of the main wheels. Repeat
this process on the right side of the nose wheel axel and average the two
measurements. Subtract this averaged measurement from dimension
A to obtain the nose wheel weighing point arm. This will be a negative
number since the nose wheel is forward of the firewall datum point.
3. Determine and record the moment for the main and nose gear weighing
points, using the following formula:
Moment = Net Weight x Arm
4. Calculate and record the as-weighed weight and moment by totaling the
appropriate columns.
5. Determine and record the as-weighed Center or Gravity in inches aft of
datum, using the following formula:
C.G. = Total Moment Total Weight
7. If the airplane was weighed with the oil drained, add the (negative number)
correction for engine oil. Add the correction for undrainable fuel (1.0 lb at
FS 83.4) to determine the Basic Empty Weight and Moment. Calculate and
record the Basic Empty Weight C.G. by applying the above C.G. formula.
8. Record the new weight and C.G. values on the Weight and Balance
Record.
9. The above procedure determines the airplane Basic Empty Weight,
Moment and Center of Gravity, expressed in inches aft of datum. The
Center of Gravity location can also be expressed as a percentage of the
airplanes Mean Aerodynamic Cord (MAC), using the following formula:
C.G. (%MAC) = 100 x (C.G. Inches LEMAC) MAC
LEMAC = 54.8073
MAC = 64.919
6-5
Weight & Bal.
6. To determine the Empty Weight C.G., add or subtract any items not
included in the as-weighed condition to determine the empty condition.
Application of the above C.G. formula with empty weight and moment
values will determine the Empty Weight C.G.
Section 6
WEIGHT AND BAL ANCE
100 SERIES
AIRPLANE WEIGHING FORM
DATA
A=
B=
A-B=
CG = Total Moment Total Weight
WEIGHING EQUIPMENT
Scale Number:
Cal Due Date:
SCALE READING
Weight & Bal.
Position
Left Main
Right Main
Nose
Total As Weighed:
Adjustments (+/-):
Weight (lb)
Arm
Moment
Weight (lb)
Arm
Moment
Totals:
Empty Weight:
(Including Undrainable Fluids
and Full Oil)
Plus Drainable Unusable Fuel:
Basic Empty Weight:
Table 6-1 Airplane Weighing Form
6-6
Section 6
WEIGHT AND BAL ANCE
100 SERIES
6-3 WEIGHT AND BALANCE RECORD

Use this form to maintain a continuous history of changes and modifications to
the airplanes structure or equipment installations which may affect the weight
and balance.
Registration No.
Serial No.
Item No.
Date
In
Out
Description of Item
or Modification
Page
of
Added (+) or Removed (-)

Wt.
(LB)
Arm
(In.)
Mom./1000
Running Basic
Empty Weight
Wt.
(LB)
Mom./1000
Weight & Bal.
As Delivered
Table 6-2 Weight and Balance Record
6 -7
Section 6
WEIGHT AND BAL ANCE
100 SERIES
6-4 WEIGHT & BALANCE DETERMINATION FOR FLIGHT

It is the responsibility of the pilot in command to ensure the airplane is
properly loaded and operated within the prescribed weight and center of
gravity limits. The following information is provided to assist the pilot in
calculating the total weight and moment for the aircraft as it is loaded. The
calculated weight and moment is then compared to the Moment Limits chart
or table to determine if the aircraft is loaded within its operating limits.
CALCULATING WEIGHT AND BALANCE

(Reference Weight and Balance Example Form)
Airplane loading calculations are performed using the Weight and Balance
Loading Form, the Fuel Weights and Moments and the Weight and Moment
Limits.
1. Basic Empty Weight Enter the current basic empty weight and
moment/1000 from the Weight and Balance Record.
2. Fuel Loading Enter the weight and moment of the usable fuel loaded in
the aircraft from the Fuel Weights and Moments chart.
NO T E : The Electric Fuel Quantity Indicators provide advisory information
only, and fuel quantity must be verified by the pilot as part of the preflight
checks. The under-wing magnetic gauge provides accurate measurement
for fuel levels below 500 lb. To measure fuel levels greater than 500 lb,
a qualified calibrated fuel pipette inserted through the outboard filler port
is one means of providing accurate indication of the fuel onboard. For
information on calibrated fuel pipettes, contact Quest Aircraft Company.
Refer to Section 7 of this manual for further details.
3. Pilot and Front Seat Occupants Enter the total weight and
moment/1000 for personnel occupying the front seats.
Weight & Bal.
4. Aft Passenger Seat Occupants Enter the individual weight and

moments/1000 for each occupied aft passenger seat.
5. Baggage / Cargo Enter the weight and moment/1000 for the baggage
and cargo.
6. Ramp Weight and Moment Subtotal the weights and moments/1000,
acquired in steps 1 through 5, and insert the total on row 4 of the Weight
and Balance Form.
Subtotal the weight and moment/1000. These values represent the
ramp condition or the weight and moment of the aircraft prior to taxi.
The ramp condition must not exceed the maximum ramp weight of 7305
pounds and must remain within the CG limits established in the Weight
and Moment Limits chart.
7. Fuel used for Start, Taxi and Runup This value is pre-entered on the
form. Normally, fuel used for start, taxi and runup is approximately 50
pounds at an average moment/1000 of 4.2.
6-8
100 SERIES
Section 6
WEIGHT AND BAL ANCE
8. Takeoff Weight and Moment To determine the takeoff condition weight

and moment/1000: subtract the weight and moment/1000 for the fuel used
for start, taxi and run-up, from the ramp condition values.
The total weight at takeoff must not exceed the maximum takeoff weight
of 6,750 pounds, unless aircraft is certified for increased gross weight
up to 7,255 pounds.
The total moment/1000 must not exceed the C.G. limits established in
the Moment Limits chart.
Weight & Bal.
NO T E : The original aircraft weight and balance from the factory is

determined with the equipment installed as ordered by the customer. Refer
to the Installed Equipment List (AM905.0) for the current configuration
of the aircraft. For each flight, the aircraft weight and balance must be
calculated using the number of seats and seat locations, as installed for
that particular flight. Refer to the Passenger and Crew Seat Weight and
Balance section for determining the passenger seat center of gravity (arm)
in calculating the aircraft weight and balance.
6-9
Section 6
WEIGHT AND BAL ANCE
100 SERIES
PASSENGER AND CREW SEAT WEIGHT AND BALANCE

The KODIAK is equipped with removable passenger and crew seats. A
maintenance log book entry is not required when the seats are removed or
installed, but the aircraft weight and balance must be calculated to reflect the
seat configuration for each flight.
NO T E : Seats may only be installed within the limitations given in this
section. Crew seat rear stops must be installed in the location defined
by the configurations below. Failure to install the seat stop in the defined
location could result in seat positioning that does not meet the minimum
seat pitch requirements.
Refer to the KODIAK 100 Installed Equipment List (AM905.0) for the current
aircraft configuration weight and balance record. For weight and balance
calculations regarding the removal or installation of seats, refer to the
following configurations.
Seat
Row
1
Standard Seating Positioning - (Configuration A)

Empty Seat CG Occupant CG
Ref. Point (FS), IN.
(IN.)
(IN.)
40.0
(Crew Seat Rear Stop located at FS 50.0)
41.0
35.0
84.0
79.3
73.2
115.0
110.3
104.2
146.0
141.3
135.2
177.0
172.3
166.2
Table 6-3 Weight and Balance Calculations (Configuration A)
Weight & Bal.
Seat
Row
1
Standard Seating Positioning - (Configuration B)

Empty Seat CG Occupant CG
Ref. Point (FS), IN.
(IN.)
(IN.)
40.0
(Crew Seat Rear Stop located at FS 44.0)
41.0
35.0
78.0
73.3
67.2
109.0
104.3
98.2
140.0
135.3
129.2
171.0
166.3
160.2
Table 6-4 Weight and Balance Calculations (Configuration B)
6 -10
100 SERIES
Section 6
WEIGHT AND BAL ANCE
Seat Tracks
If equipped, seat tracks are marked with station identification markings every
10 inches, starting at FS (Fuselage Station) 50.0. These markings will assist
the operator in quickly installing seats. Refer to the following example of how
to properly install a seat.
11
0
CONFIGURATION A
EXAMPLE FIGURE:
(FS 115.0 , Row 3)
Insert seat into track and move
AFT 1/2 inch to engage lock.
12
0
Example: To install a seat in Row 3 (FS 115.0), locate fuselage station

marking FS 110.0 and count 5 seat track notches AFT. Insert the seat lock
paw into FS 115.0 and move the seat 1/2 inch AFT and engage the seat track
lock. This is the location for the center of the seats track lock pin. For figures
and instructions regarding Passenger and Crew seat installation and removal,
refer to Section 7 of this manual.
Track Station Markings

(Every 10 Inches)
Note: A Black Diamond
identifies each station.
Figure 6-1 Seat Track Marking Example
If the seats are moved from the above locations, the individual seat weights
and seat CG locations are provided below for calculations.
Weight................................. See seat weights on Weight and Balance form
Seat Reference Point................. Center of track lock pin and rear foot pivot
FS of Crew Seat Rear Stop....................................Configuration A - 50.0 in.
Configuration B - 44.0 in.
Seat CG (occupied and unoccupied)....See Weight & Balance Calculations
Minimum Seat Pitch* between Crew Seats rear stop and
Passenger Seats (second row)......................................................... 34.0 in.
Passenger Seat (with Belts)

Weight................................. See seat weights on Weight and Balance form
Seat Reference Point............................................... Center of track lock pin
Seat CG (occupied and unoccupied)....See Weight & Balance Calculations
Minimum Seat Pitch* between rows.................................................. 31.0 in.
*Seat pitch is the distance between the AFT locking mechanism of the seat, to the
AFT locking mechanism of the seat behind it. For the second row of passenger
seating (Row 2), seat pitch is the distance between the center of the Crew Seat Rear
Stop and the AFT locking mechanism of the seat behind it.
6 -11
Weight & Bal.
Crew Seat (with Belts)
Section 6
WEIGHT AND BAL ANCE
100 SERIES
WEIGHT AND BALANCE LOADING FORM (CONFIGURATION A)

Instructions for the form are listed on Page 6-8. Below is a visual aid and seat
weight reference. Refer to the next page for the form.
SEAT WEIGHTS:
TUNDRA SEATS:
Crew: 31.6 lb
Passenger: 28.1 lb
TIMBERLINE SEATS:
Crew: 33.6 lb
Passenger: 29.2 lb
Row 1 and Zone 1 (Crew)
Row 2 and Zone 2 (Passenger)
Weight & Bal.
Zone 6 Cargo (200 lb Max.)
Figure 6-2 Seat Weights and Visual Aid for Weight & Balance
6 -12
100 SERIES
Section 6
WEIGHT AND BAL ANCE
NO T E : The basic weight of the aircraft is as defined by the Installed

Equipment List (AM905.0). If a seat is removed from the aircraft that was
installed in the basic configuration, subtract the weight of the seat using the
form below.
STANDARD SEATING POSITIONING (CONFIGURATION A)
Registration No.:
Date:
Serial No.:
Initials:
WEIGHT (LB)
1. BASIC EMPTY WEIGHT:

Includes full oil and unusable fuel. Use data pertaining to
your airplane as it is presently equipped.
ARM (IN)
2.
FUEL LOADING: (FS 83.4)

315 Gallons Usable @ 6.7lb/gal (Max Capacity)
83.4
TKS FLUID
16.3 Gallons Capacity @ 9.2 lb/gal
48.4
ROW 1 AND ZONE 1 (CREW):
WEIGHT (LB)
41.0
Occupants Actual Weight (FS 35.0)
35.0
Zone 1 Cargo, Baggage, or Equipment (FS 40.0)
40.0
WEIGHT (LB)
ARM (IN)
Installed Passenger Seats, (see seat weights) (FS 79.3)
79.3
73.2
71.0
WEIGHT (LB)
ARM (IN)
104.2
102.0
110.8
External Cargo Compartment Bay 3 (FS 110.8)

WEIGHT (LB)
ARM (IN)
135.2
133.0
MOMENT / 1000
141.3
Installed Passenger Seats, (see seat weights)(FS 141.3)
ROW 5 AND ZONE 5 (PASSENGER):
MOMENT / 1000
110.3
MOMENT / 1000
75.3

MOMENT / 1000
26.0

3. Seats, Occupants, and Cargo Loading
ARM (IN)
Installed Crew Seats, (see seat weights) (FS 41.0)
MOMENT / 1000
WEIGHT (LB)
ARM (IN)
MOMENT / 1000
172.3
166.2
164.0
ZONE 6 (CARGO): MAXIMUM 200 LB

TOTAL RAMP WEIGHT AND MOMENT:
4.
Add items 1 through 3
5.
STARTING, TAXI, AND RUN-UP FUEL:

Normally 50 LB (moment of 4170)
6.
TAKEOFF WEIGHT AND MOMENT:

Subtract item 5 from item 4
195.0
83.4
Table 6-5 Weight and Balance Loading Form (Configuration A)
6 -13
Weight & Bal.
Description
Section 6
WEIGHT AND BAL ANCE
100 SERIES
WEIGHT AND BALANCE LOADING FORM (CONFIGURATION B)

Instructions for this form are listed on Page 6-8.
NO T E : The basic weight of the aircraft is as defined by the Installed
Equipment List (AM905.0). If a seat is removed from the aircraft that was
installed in the basic configuration, subtract the weight of the seat using the
form below.
STANDARD SEATING POSITIONING (CONFIGURATION B)
Registration No.:
Date:
Serial No.:
Initials:
Description
WEIGHT (LB)

ARM (IN)
2.

83.4
TKS FLUID
16.3 Gallons Capacity @ 9.2 lb/gal
48.4
WEIGHT (LB)
ARM (IN)
41.0
35.0
40.0
MOMENT / 1000
26.0

Weight & Bal.
MOMENT / 1000
WEIGHT (LB)
ARM (IN)
73.3
67.2
71.0
MOMENT / 1000
75.3

WEIGHT (LB)
ARM (IN)
MOMENT / 1000
104.3
98.2
102.0
110.8

WEIGHT (LB)
ARM (IN)
MOMENT / 1000
135.3

129.2
133.0
WEIGHT (LB)
ARM (IN)
MOMENT / 1000
166.3
160.2
164.0

195.0

4.
5.

6.

83.4
Table 6-6 Weight and Balance Loading Form (Configuration B)
6 -14
Section 6
WEIGHT AND BAL ANCE
100 SERIES
WEIGHT AND BALANCE EXAMPLE FORM

SEAT WEIGHTS:
TUNDRA SEATS:
Crew: 31.6 lb
Passenger: 28.1 lb
TIMBERLINE SEATS:
Crew: 33.6 lb
Passenger: 29.2 lb
180 LB 200 LB
180 LB 180 LB
180 LB
Seat
Only
Seats Installed,
No Occupants
Row 5
No Seats
Weight & Bal.
75 LB
Figure 6-3 Example Visual Aid for Weight & Balance (refer to Figure 6-4)
6 -15
Section 6
WEIGHT AND BAL ANCE
100 SERIES
EXAMPLE WEIGHT AND BALANCE FORM

Registration No.: NXXXXX
Date: X/X
Serial No.: 100-00XX

Description
ARM (IN)
MOMENT / 1000
3893
281.4
1100
83.4
91.7
WEIGHT (LB)
ARM (IN)
MOMENT / 1000
Included
In Basic
41.0
Included In
Basic
380
35.0
13.3
40.0
0.0
WEIGHT (LB)
ARM (IN)
MOMENT / 1000
58.4
79.3
4.6
360
73.2
26.4

2.

Initials: XX
WEIGHT (LB)
71.0
0.0
WEIGHT (LB)
ARM (IN)
MOMENT / 1000
58.4
110.3
6.4
180
104.2
18.8

102.0
0.0
WEIGHT (LB)
ARM (IN)
MOMENT / 1000
Weight & Bal.
58.4
141.3
8.3
135.2
0.0
133.0
0.0
WEIGHT (LB)
ARM (IN)
MOMENT / 1000
172.3
0.0
166.2
0.0
164.0
0.0
75
195.0
14.6
6163.2
465.5
50
83.4
4.2
6113.2
461.3

4.
5.

6.

Figure 6-4 Example Weight and Balance
6 -16
Section 6
WEIGHT AND BAL ANCE
100 SERIES
CABIN ZONE LOADING LIMITS

The following figure defines the loading limits for the various cargo zones.
NO T E S:
The load in a zone may not exceed the maximum load rating for that
zone.
With the front passenger seat removed, the maximum load in Zone 1
(not including the pilot or his seat) is 300 LB.
Maximum cargo density is 260 pounds per square foot.
FS
(inches)
Maximum
Load
(pounds)
1 (Copilot)
40.0
300
71.0
1200
102.0
1200
133.0
800
164.0
594
6 (Aft Cargo
Shelf)
195.0
200
Weight & Bal.
Zone
Figure 6-5 Cabin Zone Loading Limits
6 -17
Section 6
WEIGHT AND BAL ANCE
100 SERIES
FUEL WEIGHTS AND MOMENTS

USABLE FUEL (Jet A, Jet A-1, JP-1, JP-5, and JP-8)
WEIGHT AND MOMENT TABLE
With density of 6.7 pounds per gallon at 60F
Weight & Bal.
Gallons
Weight (LB)
Moment / 1000
Gallons
Weight (LB)
Moment / 1000
5
10
15
20
25
30
35
40
45
50
55
60
65
70
75
80
85
90
95
100
105
110
115
120
125
130
135
140
145
150
155
33
67
100
134
167
201
234
268
301
335
368
402
435
469
502
536
569
603
636
670
703
737
770
804
837
871
904
938
971
1005
1038
2.8
5.6
8.4
11.2
14.0
16.8
19.6
22.4
25.1
27.9
30.7
33.5
36.3
39.1
41.9
44.7
47.5
50.3
53.1
55.9
58.7
61.5
64.6
67.1
69.8
72.6
75.4
78.2
81.0
83.8
86.6
165
170
175
180
185
190
195
200
205
210
215
220
225
230
235
240
245
250
255
260
265
270
275
280
285
290
295
300
305
310
315
1105
1139
1172
1206
1239
1273
1306
1340
1373
1407
1440
1474
1507
1541
1574
1608
1641
1675
1708
1742
1775
1809
1842
1876
1909
1943
1976
2010
2043
2077
2110
92.2
95.0
97.8
100.6
103.4
106.2
109.0
111.8
114.6
117.3
120.1
122.9
125.7
128.5
131.3
134.1
136.9
139.7
142.5
145.3
148.1
150.9
153.7
156.5
159.3
162.0
164.8
167.6
170.4
173.2
176.0
160
1072
89.4
320
2144
178.8
Figure 6-6 Fuel Weights and Moments
CAUT I O N: Visually verify the amount of fuel on board; Electric Fuel

Quantity Indicators provide advisory information only. Refer to Section 7
of this manual for more detail.
6 -18
100 SERIES
Section 6
WEIGHT AND BAL ANCE
Weight and Moment Limits

Use the following chart to determine if the weight and moment calculations
from the Weight and Balance Loading Form are within limits.
Weight & Bal.
Figure 6-7 Weight and Moment Limits Chart
6 -19
Section 6
WEIGHT AND BAL ANCE
100 SERIES
CENTER OF GRAVITY LIMITS

The figure below illustrates the airplanes center of gravity envelope.
7500
7000
WEIGHT (lb)
6500
6000
5500
5000
4500
4000
3500
12%
16%
20%
24%
28%
32%
36%
40%
C.G. LOCATION (% MAC)

7500
7000
Weight & Bal.
WEIGHT (lb)
6500
6000
5500
5000
4500
4000
3500
63
65
67
69
71
73
75
77
79
81
C.G. LOCATION (Inches Aft of Datum)
Figure 6-8 Center of Gravity Limits
6 -20
100 SERIES
Section 6
WEIGHT AND BAL ANCE
6-5 COMPREHENSIVE EQUIPMENT LIST
Weight & Bal.
For a list of installed equipment, see the external document KODIAK 100
Installed Equipment List (AM905.0).
6 - 21
Section 6
WEIGHT AND BAL ANCE
100 SERIES
Weight & Bal.
6 -22
Section 7
100 SERIES
AIRPLANE & SYSTEMS DESCRIPTIONS
SECTION 7
Airplane & Systems Descriptions

Table of Contents
GENERAL7-5
AIRFRAME7-5
FUSELAGE7-5
WINGS7-5
EMPENNAGE7-5
PRIMARY FLIGHT CONTROLS7-6
ELEVATOR SYSTEM7-6
AILERON SYSTEM7-6
RUDDER SYSTEM7-7
TRIM SYSTEMS7-7
FLIGHT DECK ARRANGEMENT7-8
INSTRUMENT PANEL7-8
LEFT (PILOT SIDE) PANEL LAYOUT7-9
CENTER PANEL LAYOUT 7-11
RIGHT PANEL LAYOUT7-12
CONTROL PEDESTAL LAYOUT7-13
FLIGHT INSTRUMENTS7-14
ATTITUDE INDICATOR7-17
STANDBY ATTITUDE INDICATOR7-18
AIRSPEED INDICATOR7-20
ALTIMETER7-21
HORIZONTAL SITUATION INDICATOR7-22
TURN RATE INDICATOR7-24
COURSE DEVIATION INDICATOR (CDI)7-25
OBS MODE7-27
VERTICAL SPEED INDICATOR7-27
VERTICAL DEVIATION7-28
SUPPLEMENTAL FLIGHT DATA7-29
PFD ANNUNCIATIONS AND ALERTING FUNCTIONS7-32
TRAFFIC AVOIDANCE SYSTEMS 7-34
ADDITIONAL GARMIN G1000 FEATURES 7-40
FLIGHT MANAGEMENT 7-48
G1000 WEIGHT PLANNING7-48
PAYLOAD (LB) ENTRY SECTION7-48
FUEL (LB) ENTRY SECTION7-49
GROUND OPERATION7-52
WING FLAPS7-53
LANDING GEAR SYSTEM7-53
7-1
Systems
CONTENTS....................................................................................................... PAGE
Section 7
100 SERIES
Systems
BAGGAGE/CARGO COMPARTMENT7-53
CABIN LOADING CONFIGURATIONS7-54
SECURING CARGO7-56
EXTERNAL CARGO COMPARTMENT7-61
SEATS, SEAT BELTS AND SHOULDER HARNESSES7-62
PILOT AND FRONT PASSENGER SEATS7-62
AFT PASSENGER SEATS UTILITY PASSENGER VERSION7-62
PILOT AND COPILOT SEAT BELTS/SHOULDER HARNESSES7-62
PASSENGER VERSION SEAT BELTS AND SHOULDER HARNESSES7-63
SEAT REMOVAL AND INSTALLATION7-64
CREW SEAT REMOVAL AND INSTALLATION7-65
PASSENGER SEATS REMOVAL AND INSTALLATION7-67
DOORS AND WINDOWS7-69
CABIN ENTRY DOORS7-69
CREW ENTRY DOORS7-69
CARGO/AFT PASSENGER DOOR7-70
INFLATABLE CREW DOOR SEALS (IF EQUIPPED)7-71
CABIN WINDOWS7-72
CONTROL LOCK7-73
ENGINE7-73
ENGINE CONTROLS7-76
ENGINE INSTRUMENTS7-78
NEW ENGINE BREAK-IN AND OPERATION7-84
ENGINE LUBRICATION SYSTEM7-85
IGNITION SYSTEM7-89
AIR INDUCTION SYSTEM7-90
EXHAUST SYSTEM7-93
ENGINE FUEL SYSTEM7-93
COOLING SYSTEMS7-94
STARTING SYSTEM7-94
ENGINE ACCESSORIES7-95
ENGINE MOUNT7-97
PROPELLER7-98
OPTIONAL PITCH LATCH PROPELLER7-100
OVERSPEED GOVERNOR TEST SWITCH7-100
FUEL SYSTEM7-101
FIREWALL FUEL SHUTOFF VALVE7-102
FUEL TANK SELECTORS7-103
FUEL SELECTORS OFF WARNING SYSTEM7-103
AUXILIARY FUEL PUMP7-103
FUEL FLOW INDICATOR7-103
ELECTRIC FUEL QUANTITY INDICATORS7-104
FUEL TEMPERATURE INDICATION7-104A
DIRECT READING FUEL QUANTITY GAUGES 7-104A
WING TANK LOW FUEL WARNING SYSTEM 7-104B
RESERVOIR FUEL LOW ANNUNCIATOR7-105
FUEL PRESSURE LOW ANNUNCIATOR7-105
7- 2
Section 7
AUXILIARY FUEL PUMP ON ANNUNCIATOR7-105

DRAIN VALVES7-105
EPA FUEL RESERVOIR7-106
EPA OIL RESERVOIR (IF EQUIPPED)7-106
BRAKE SYSTEM7-107
ELECTRICAL SYSTEM7-107
MASTER CONTROL UNIT7-108
ALTERNATOR CONTROL UNIT7-108
BATTERY MASTER SWITCH7-109
AVIONICS MASTER SWITCH7-109
AUXILIARY BUS SWITCH7-109
STARTER SWITCH7-109
IGNITION SWITCH 7-110
GENERATOR SWITCH 7-110
ALTERNATOR SWITCH 7-110
CIRCUIT BREAKERS 7-111
GROUND SERVICE PLUG RECEPTACLE 7-111
LIGHTING SYSTEMS7-113
EXTERNAL LIGHTING: LED/HID CONFIGURATION 7-113
LIGHTING SYSTEMS 7-114A
EXTERNAL LIGHTING: XENON/INCANDESCENT/HID CONFIGURATION7-114A
INTERIOR LIGHTING 7-115
CABIN HEAT, VENTILATION, DEFROST, AND AIR-CONDITIONING7-116
TEMPERATURE CONTROL 7-116
AUTOMATIC CLIMATE CONTROL SYSTEM 7-116
FORWARD CABIN (COCKPIT) HEAT AND DEFOG 7-118
AFT CABIN (PASSENGER) HEAT 7-118
CABIN VENTILATION 7-118
AIR CONDITIONING (VAPOR CYCLE SYSTEM) 7-118
OXYGEN SYSTEM7-121
OXYGEN REGULATOR / BOTTLE ASSEMBLY7-121
COCKPIT DISPLAY / CONTROLLER7-122
OXYGEN LINES AND OUTLETS7-123
FILLER PORT7-123
OVERPRESSURE BURST ASSEMBLY7-123
OXYGEN MASKS7-123
PREFLIGHT TESTING7-124
BEFORE STARTING ENGINE7-124
EN ROUTE7-124
SYSTEM SHUTDOWN7-124
USAGE DURATION7-124
PITOT-STATIC SYSTEM AND INSTRUMENTS7-126
AIR DATA COMPUTER7-126
AIRSPEED INDICATORS7-126
VERTICAL SPEED INDICATORS7-126
ALTIMETERS7-127
AUTOMATIC TRIM SYSTEM7-127
7- 3
Systems
100 SERIES
Section 7
100 SERIES
STALL WARNING SYSTEM7-129

SERIAL NUMBERS 100-0001 THROUGH 100-00427-129
SERIAL NUMBERS 100-0043 AND UP OR TKS-EQUIPPED PLANES7-129
ICING EQUIPMENT7-130
AVIONICS GARMIN G1000 INTEGRATED COCKPIT7-131
G1000 SYSTEM DESCRIPTION7-131
GNSS (GPS/SBAS) NAVIGATION SYSTEM EQUIPMENT APPROVALS 7-131
GNSS (GPS/SBAS) NAVIGATION SYSTEM LIMITATIONS 7-133
GDU 1040 PFDS AND MFD7-135
GMA 1347 AUDIO PANELS7-135
GIA 63W INTEGRATED AVIONICS UNITS7-135
GDL 69A/ GDL 69A SXM DATA LINK RECEIVER7-135
GRS 77 ATTITUDE AND HEADING REFERENCE SYSTEMS7-135
GMU 44 MAGNETOMETERS7-136
GDC 74A AIR DATA COMPUTER7-136
GEA 71 ENGINE/AIRFRAME INTERFACE7-136
GTX 33 MODE S/GTX 33ES ADS-B OUT TRANSPONDER7-136
G1000 ANNUNCIATIONS AND ALERTS7-137
CLOCK/OAT INDICATOR7-146
AVIONICS SUPPORT EQUIPMENT7-146
COOLING FANS7-146
MICROPHONE/SPEAKER AND HEADSET JACKS7-146
STATIC DISCHARGERS7-147
COCKPIT USB PORTS7-147
CABIN FEATURES7-148
CABIN FIRE EXTINGUISHERS7-148
CABIN USB PORTS7-148
ENTERTAINMENT/AUDIO OUTPUT7-149
Systems
7- 4
Section 7
100 SERIES
7-1 GENERAL
This section of the Pilots Operating Handbook provides basic descriptions
and operation procedures for the standard airplane and its systems. Optional
equipment described within this section is identified as optional or if
equipped.
NO T E : Some optional equipment, primarily avionics, may not be
described in this section. For descriptions and operation procedures for
equipment not provided in this section, refer to Section 9 of this manual.
7-2 AIRFRAME
FUSELAGE
The KODIAKs semi-monocoque fuselage is constructed of aluminum
bulkheads, stringers, and skins. It is designed to be lightweight, rugged,
aerodynamically efficient, and capable of hauling 9 passengers and/or cargo
into remote locations. The fuselage contains forward and aft carry-through
spars which provide connection fittings for the wings, landing gear, and wing
struts.
WINGS
EMPENNAGE
The empennage consists of a horizontal stabilizer, elevator, vertical tail, and
a rudder. All of the empennage components are of conventional construction
containing aluminum spars, ribs, and skins. A dorsal fin is attached to the
forward spar of the vertical stabilizer and the upper structure of the fuselage.
The rudder is attached to the vertical stabilizer at three hinge points. The
elevator is constructed as two pieces, connected with a torque tube and
attached to the aft spar of the horizontal stabilizer at seven hinge points.
7- 5
Systems
The externally braced wing structure is constructed of aluminum front and

rear spars, ribs, doublers, and stringers. The wing cross section is a blend
of several high performance airfoils. The outboard cross section of each
wing is designed with a lower angle of incidence to improve roll control near
stall. This design also incorporates a discontinuous leading edge which acts
as a stall fence to help maintain aileron control near stall. The wings contain
integral fuel bays, each providing a capacity of 160 gallons. The integral fuel
bays are formed by the forward and aft spars, upper and lower skins, and
the inboard and outboard closeout ribs. The forward spar provides wing to
fuselage attach fittings and wing to strut attach fittings. The aft spar provides
a wing to fuselage attach fitting.
Section 7
100 SERIES
7-3 PRIMARY FLIGHT CONTROLS

The KODIAK uses conventional flight controls for the ailerons, rudder and
elevator. The control surfaces are pilot actuated through input from either of
two conventional control yokes, located directly forward of each crew seat.
The control system uses a combination of push-rods, cables, sectors, and bell
cranks to control the surfaces.
Roll, pitch, and yaw trim are available through controls mounted on the
control pedestal, and on the left and right control yokes. Manual elevator
trim is available through a trim wheel located on the left side of the quadrant.
Electric elevator trim is operated by a switch located on the outboard side of
the left control yoke. Electric rudder and aileron trim are operated by switches
located on the control pedestal.
ELEVATOR SYSTEM
The two-piece elevator provides pitch control for the aircraft. The elevator
is of conventional aluminum construction with skins, a spar and ribs. Each
elevator is attached to the aft spar of the horizontal stabilizer at three hinge
points and to the aft fuselage with the elevator control sector.
Elevator motion is generated through the pilots control yokes by sliding the
yoke tubes forward or aft. A push-pull linkage is connected to a cable sector,
from which cables are routed through a series of pulleys to a sector located in
the tail cone The tail cone sector actuates a push/pull rod which is attached
to the elevator sector and elevator torque-tube.
AILERON SYSTEM
The ailerons provide roll control for the airplane. The ailerons are of
conventional aluminum construction consisting of skins, spars and ribs. Each
aileron is attached to the aft spar of the wing at two hinge points.
The left and right control columns contain control wheels, control tubes,
bearings and quadrants. An interconnect cable attaches the left control wheel
to the right control wheel. The aileron cable is divided into two loops: the low
tension loop and the high tension loop.
Systems
The low tension loop, located in the fuselage, is routed via a series of pulleys
from the left control wheel, under the floorboards and up the left sidewall to
a loop connecting bracket in the cabin overhead. The loop then runs from
the loop connecting bracket across the cabin to the second loop connecting
bracket, to the right sidewall, down the sidewall, under the floorboards, and
back to the left quadrant.
The high tension loop is located in the upper portion of the cabin and left and
right wings. It interconnects the loop connecting brackets in the cabin top
with the left and right aileron sectors installed in the wings. Aileron push rods
connect the wing aileron sectors to the ailerons and provide aileron actuation.
7- 6
Section 7
100 SERIES
RUDDER SYSTEM
The rudder provides yaw control for the airplane. The rudder is of
conventional aluminum construction consisting of skins, a spar and ribs. The
rudder is attached to the aft spar of the vertical stabilizer at three hinge points,
one attach point being the rudder sector.
Rudder motion is transferred from the pilot and copilot rudder pedals,
connected to each other by a pair of torque tubes. A forward sector is
connected to the rudder pedal torque tubes via two push-pull rods. The
rudder cables are routed from the forward sector under the floorboard via
a series of pulleys to a second rudder sector mounted aft of the vertical
stabilizer. Depressing the left or right rudder pedal deflects the rudder in the
corresponding direction.
TRIM SYSTEMS
Aileron, elevator, and rudder trim systems are provided as standard
equipment. Aileron trim is accomplished by an electrically operated aileron
trim tab installed on the left aileron. Dual (split) aileron trim switches are
installed on the upper surface of the control pedestal. When both switches
are depressed simultaneously to the right, the right wing will be trimmed
down; conversely, depressing the trim switches to the left will trim the left
wing down. To provide additional redundancy in preventing a trim runaway,
a 1-second timer is incorporated, which limits continuous operation of the
aileron trim system to 1 second. If more than 1 seconds worth of trim is
needed, cycle the switches off and on as necessary.
Rudder trim is accomplished through the nose wheel steering bungee spring
connected to the rudder control system, an electric bungee adjuster assembly,
and a rudder trim switch installed on the aft face of the control pedestal. The
rudder trim switch may be pressed either left or right to achieve the desired
yaw trim position. Pressing the rudder trim switch to the right will trim the
nose to the right; conversely, pressing it to the left will trim the nose to the left.
The KODIAK incorporates design features which reduce the need for rudder
trim during climbs and descents.
7-7
Systems
Elevator trim is accomplished through two elevator trim tabs by operating the
vertically-mounted elevator trim control wheel on the upper left side of the
control pedestal. Forward rotation of the trim wheel will result in trimming
towards a nose-down attitude. Aft rotation of the trim wheel will result in
trimming the airplane towards a nose high attitude. The airplane is also
equipped with an electric elevator trim system. The electric elevator trim
is controlled by a dual switch installed on the left side of the pilots control
yoke. The purpose of the dual switch is to lessen the chances of a trim
runaway condition. Both halves of the switch must be pressed in order to
activate the trim. The KODIAK is equipped with an automatic pitch trim
system to compensate for trim changes with varying flap positions. For more
information regarding this system refer to the description of the Automatic
Trim System in this section.
Section 7
100 SERIES
7-4 FLIGHT DECK ARRANGEMENT

The following paragraphs and illustrations provide a general description of
the flight deck, instruments and controls. Detailed information concerning the
instruments, switches, circuit breakers and controls on the instrument panel
and control pedestal can be found within the individual description of the
related system.
INSTRUMENT PANEL
The instrument panel is of all metal construction and is installed in sections
to allow equipment to be easily removed and installed for maintenance. The
instrument panel contains a glare shield which limits undesirable reflections
on the windshield from lighted equipment and displays mounted in the
instrument panel. The instrument panel is designed primarily for piloting from
the left seat. However, the instrument panel is equipped with two primary
flight displays, one for each front seat, with a multi-function display installed
between them to allow piloting from either position.
The KODIAK 100 instrument panel contains two Garmin GDU 1040 Primary
Flight Displays (PFDs), one Garmin GDU 1040 Multifunction Display (MFD),
two Garmin GMA 1347 Audio Panels, and standby flight instruments. For
specific details regarding the instruments, switches, and controls on the
instrument panel, refer to each related topic in this section.
Eyeball Air Vents (4 ea.)
Center Panel
Stall Test Switch
Pilot Side Panel
Overspeed
Governor
Switch
Right Panel
Standby
Instruments
Left PFD
MFD
Right PFD
Audio Panels
Systems
Left
Headset Jacks
Flight Time
(or Flight) Hobbs
&
Parking Brake
Block Time
Handle
(or Engine) Hobbs
Left Switch Panel
Right Switch Panel
Oxygen
Control
ELT Switch
Firewall Fresh
Air Shutoff
Right
Headset Jacks
ECS System
Control Panel
NO T E : Panel represents only aircraft equipped with the Dual

Actuated Inertial Particle Separator System (DIPS).
Figure 7-1 Instrument Panel Layout
7- 8
Section 7
100 SERIES
LEFT (PILOT SIDE) PANEL LAYOUT

The GDU 1040 Primary Flight Display (PFD), centered on the instrument
panel in front of the pilot, displays the primary flight instruments during normal
operation. During reversionary operation (MFD failure) or when the DISPLAY
BACKUP switch is selected, the Engine Indication Crew Alert System (EICAS)
is shown on the PFD. Refer to the Garmin G1000 Cockpit Reference Guide
(190-00645-XX) for specific operating information.
The standby instrument cluster is located on left portion of the pilot side
instrument panel. A conventional (mechanical type) airspeed indicator and a
sensitive aneroid altimeter are installed above and below the electric powered
attitude indicator. The standby pitot-static instruments share the left pitotstatic tube with the number 1 GDC 74A Air Data Computer. The standby
attitude indicator features a STBY PWR button, three LED lights, a PULL TO
CAGE knob, a gyro warning flag and a symbolic airplane adjustment knob.
Systems
The battery master switch is located on the lower left portion of the pilot
instrument panel. Located to the right of the master switch are switches for
the airplane electrical systems and equipment. Each switch is labeled for its
function and is ON when the switch handle is in the up position. Refer to the
Electrical Equipment descriptions in this section for further information.
7- 9
Section 7
100 SERIES
26
1
27
3
5
7 8
15 16 17 18 19 20 21 22
9 10 11
12 13
14
28 23 24 25
Figure 7-2 Left Panel Layout
NO T E : Panel represents only aircraft equipped with the Dual

Actuated Inertial Particle Separator System (DIPS).
Systems
1. Standby Airspeed Indicator

2. Standby Attitude Indicator
3. Standby Altimeter
4. Overspeed Governor Test Button
5. Pilots Headset Jacks
6. Battery Master Switch
7. Avionics Bus Switch
8. Auxiliary Bus Switch
9. Auxiliary Fuel Pump Switch
10. Ignition Switch
11. Starter Switch
12. Generator Switch
13. Alternator Switch
14. Parking Brake Handle
15. Flashing Beacon Switch
16. Strobe Lights Switch
17. Navigation Lights Switch
18. Taxi Pulse Light Switch (if LED)
Taxi Light Switch (if incandescent)
7-10
19. Landing Lights Switch

or
Landing / Pulse Lights Switch
(if pulsing type)
20. Cabin Lights Switch
21. Instrument Panel Lighting
Rheostat (Dual)
22. Switch / Circuit Breaker Panel
Lighting Rheostat
23. Engine Inlet Inertial Separator
Switch
24. Left Pitot Heat Switch
25. Right Pitot Heat Switch
26. Fuel Selectors OFF Warning
Light
27. Stall Test Switch
28. Engine Inlet Override
Section 7
100 SERIES
CENTER PANEL LAYOUT

The GDU 1040 Multifunction Display (MFD) is located on the center
instrument panel. The MFD depicts Engine Indication System information
along the left portion of the display and shows navigation, terrain, weather,
lightning and traffic data on the moving map. Flight management or display
configuration information can be shown on the MFD in place of the moving
map pages. Refer to the Garmin G1000 Pilots Guide (190-00590-XX) for
operating information.
The center panel contains two GMA 1347 audio panels (one installed on each
side of the MFD). A red push button switch labeled DISPLAY BACKUP to
manually select display reversion mode is located on the lower portion of the
GMA 1347. Refer to the GMA 1347 Pilots Guide for operating information.
The Emergency Locator Transmitter (ELT) mode switch is located on the
lower center instrument panel beneath the MFD. Refer to the Emergency
Locator Transmitter description in this section for operating information.
The Flight Time (or Flight) and Block Time (or Engine) Hobbs Meters are
located to the left of the ELT mode switch. The Block Time (or Engine) Hobbs
Meter records the hours of engine use, and is activated by an oil pressure
switch in the engine compartment. The Flight Time (or Flight) Hobbs Meter
records the hours of flight time. The meter is activated by either an airspeed
switch (airplane serial numbers 100-0070 and below) or a squat switch
(airplane serial numbers 100-0071 and above).
The oxygen supply pressure gage and oxygen system switch are located to
the right of the Hobbs Meters. For operating information regarding the oxygen
system refer to the Oxygen System description contained in this section of the
handbook.
1. Left Audio Panel
(GMA 1347)
2. MFD (GDU 1040)
3. Right Audio Panel
(GMA 1347)
4. Block Time (or
Engine) Hobbs
Meter
6. ELT Switch
2
6
3
7
7. Oxygen Control
Panel
8. ECS Control Panel
9. TAWS Inhibit Switch
5
4
Figure 7-3 Center Panel Layout
7-11
Systems
5. Flight Time (or

Flight) Hobbs Meter
Section 7
100 SERIES
RIGHT PANEL LAYOUT

A second Primary Flight Display (PFD) is installed in the right instrument
panel. This PFD displays the primary flight instruments during normal
operation. During reversionary operation (MFD failure) or when the DISPLAY
BACKUP button on the right side GMA 1347D Audio Panel is pressed, the
engine instruments are also shown on the display.
A fresh air shutoff valve is installed on the lower portion of the right panel
just below the right control wheel. The shutoff valve is provided primarily
for emergency shutoff of fresh air that enters the cabin from forward of the
firewall. This would be used if an engine fire should occur or if smoke is
entering the cabin through the firewall mounted fresh air inlet. The fresh air
shutoff valve should be left in the normal (pushed in) position for all normal
operations.
The GDU 1040 Primary Flight Display (PFD), centered on the instrument
panel in front of the right crew seat, displays the primary flight instruments
during normal operation. During reversionary operation (MFD failure) or when
the DISPLAY BACKUP switch is selected, the Engine Indication System (EIS)
is shown on the PFD. Refer to the Garmin G1000 Pilots Guide (190-00590XX) for specific operating information.
1
3
Systems
Figure 7-4 Right Panel Layout
7-12
1. Right Display Backup Button
3. Eyeball Air Vents
2. Firewall Fresh Air Shutoff Control
4. ECS Control Panel

Section 7
100 SERIES
CONTROL PEDESTAL LAYOUT

A control pedestal is installed between the pilot and front passenger seats.
The control pedestal contains the emergency power lever, power lever,
propeller control lever, fuel condition lever, wing flap selector, elevator trim
wheel, rudder and aileron trim switches, firewall fuel shutoff valve control,
microphone, engine control lever friction knob, and the circuit breaker panel.
Figure 7-5 Control Pedestal Layout
1. Pitch Trim Wheel

2. Aileron Trim Switches
3. Rudder Trim Switch
4. Emergency Power Lever
5. Power Lever
Systems
6. Propeller Control Lever

7. Fuel Condition Lever
8. Wing Flap Selector
9. Firewall Fuel Shutoff Valve Control
7-13
Section 7
100 SERIES
7-5 FLIGHT INSTRUMENTS

The G1000 Integrated Cockpit System primary flight instrument indications
are shown on two GDU 1040 Primary Flight Displays (PFD). The primary
flight instruments are arranged on the PFD in the basic T configuration. The
attitude indicator (AI) and horizontal situation indicator (HSI) are centered
vertically on the PFD and are conventional in appearance and operation.
Vertical-Tape style (scrolling scale) indicators with fixed pointers and digital
displays show airspeed and altitude. Vertical speed is indicated with a fixed
scale and moving pointer. The pointer also shows a digital readout of the
vertical speed within the pointer.
Knobs, knob sets (two knobs on a common shaft) and membrane type push
button switches are located on the bezel surrounding each GDU 1040 display.
These knobs and knob sets control COM, NAV, XPDR, and GPS avionics,
set BARO (barometric pressure), CRS (course), HDG (heading), and various
flight management functions. Some push button switches are dedicated
to certain functions (keys) while other switches have functions defined by
software (softkeys). A softkey may perform various operations or functions at
various times based on software definition. The softkeys are located along
the lower bezel of each GDU 1040 display.
Systems
1. NAV VOL/ID Knob

2. NAV Frequency Transfer Key
3. NAV Knob
4. NAV Frequency Box
5. COM Frequency Box
6. COM Knob
7-14
7. COM Frequency Transfer Key

8. COM VOL/SQ Knob
9. Nearest Airports Window
10. ENT Key
11. FMS Knob
12. Transponder Data Box
Section 7
100 SERIES
For more information on the G1000 displays and operations, refer to the
Garmin G1000 Cockpit Reference Guide (190-00645-XX) and the Garmin
G1000 Pilots Guide (190-00590-XX) for the Quest KODIAK 100.
20
19
18
17
16
15
2
14
13
12
11
10
9
8
1. NAV Frequency Box

2. Airspeed Indicator
3. True Airspeed
4. Current Heading
5. Horizontal Situation Indicator (HSI)
6. Outside Air Temperature (OAT)
7. Softkeys
8. System Time
9. Transponder Data Box
10. Heading Bug
11. Turn Rate Indicator

12. Barometric Altimeter Setting
13. Vertical Speed Indicator (VSI)
14. Reference Altitude Bug
15. Altimeter
16. Reference Altitude
17. COM Frequency Box
18. Navigation Status Box
19. Slip/Skid Indicator
20. Attitude Indicator
Figure 7-6 G1000 Primary Flight Display (Default)
7-15
Systems
Section 7
100 SERIES
13
1
12
11
10
2
9
8
1. Traffic Annunciation
2. Selected Heading
3. Wind Data Box
4. Inset Map
5. Bearing Information Windows
6. Minimum Descent Altitude/
Decision Height
7. Flight Plan Window
8. Annunciation Window
9. Selected Course
10. Required Vertical Speed
Indicator
11. Vertical Deviation Indication
12. Comparator Window
13. VNV Target Altitude
Figure 7-7 G1000 Primary Flight Display (Additional Information)
NO T E : The selected heading and selected course windows (2 and 9)

close after being shown for 3 seconds.
Systems
7-16
Section 7
100 SERIES
ATTITUDE INDICATOR
Attitude information is displayed over a virtual blue sky and brown ground with
a white horizon line. The Attitude Indicator displays the pitch, roll, and slip/
skid information.
9
6
3
1. Roll Pointer
2. Roll Scale
3. Horizon Line
4. Aircraft Symbol
5. Land Representation
6. Pitch Scale
7. Slip/Skid Indicator
8. Sky Representation
4
5
9. Roll Scale Zero
Figure 7-8 G1000 Attitude Indicator
The horizon line is part of the pitch scale. Above and below the horizon line,
major pitch marks and numeric labels are shown for every 10, up to 80.
Minor pitch marks are shown for intervening 5 increments, up to 25 below
and 45 above the horizon line. Between 20 below to 20 above the horizon
line, minor pitch marks occur every 2.5.
The inverted white triangle indicates zero on the roll scale. Major tick marks
at 30 and 60 and minor tick marks at 10, 20, and 45 are shown to the left
and right of the zero. Angle of bank is indicated by the position of the pointer
on the roll scale.
Systems
The Slip/Skid Indicator is the bar beneath the roll pointer. One bar
displacement is equal to one ball displacement on a traditional inclinometer.
The indicator bar moves with the roll pointer and moves laterally away from
the pointer to indicate uncoordinated flight. Slip (inside the turn) or skid
(outside the turn) is indicated by the location of the bar relative to the pointer.
Figure 7-9 Slip/Skid Information
7-17
Section 7
100 SERIES
STANDBY ATTITUDE INDICATOR

A standby electric powered attitude indicator is located on the left portion of
the pilot-side instrument panel. In the event aircraft electrical power is lost,
the indicator will switch to an internal backup power source (rechargeable
sealed lead acid battery) to permit continued operation of the indicator. If
aircraft electrical power is lost, the attitude indicator will automatically operate
on battery power with the amber status LED flashing rapidly, indicating a
Power Loss Warning. With no further action from the pilot, the unit will turn
off automatically (Gyro Warning Flag in view) after approximately one minute.
This is to prevent battery discharge at the end of a flight when the master
power switch is placed in the off position.
When the instrument switches to Power Loss Warning, the amber LED
flashes for approximately one minute. This is intended to attract the pilots
attention and indicate that there has been a loss of primary power to the
Attitude Indicator. Pushing the STBY PWR button on the face of the
instrument will allow the unit to continue operating on the standby battery until
battery power is exhausted. A full capacity standby battery will power the
instrument for approximately one (1) hour, depending upon conditions.
Any time aircraft power is absent, with the unit in either Power Loss Warning
or shut off, pushing the STBY PWR button will put the unit in standby
power mode. The unit will run on standby power until the standby battery is
exhausted. If the unit is running on the standby battery, pushing the STBY
PWR button again will restore standby power and standby lighting.
Restoring aircraft power will clear any standby operation and resume
automatic battery charging.
The control panel on the front of the instrument incorporates a manual
test feature. This test feature places the standby pack under load for
approximately one minute while displaying either a red or green light under
the word TEST on the front panel.
Systems
7-18
Section 7
100 SERIES
Initiating the Standby Battery Test

1. Turn the indicator on with aircraft power and allow the unit to spin up for a
minimum of 3 minutes.
2. Press and hold the STBY PWR button. After several seconds, the amber
LED will start flashing, indicating the unit has latched into Battery Test
Mode. The test runs for approximately one minute, during which time the
amber LED flashes continuously and either a red or green light is displayed
under the word TEST.
3. Visually monitor the test lights until the amber LED stops flashing, signaling
the end of the test.
4. A green light throughout the test indicates the standby battery pack is
healthy and should be able to function normally. A red light at any time
during the test means that the standby battery is at least in need of
charging, and possible replacement.
NO T E : A green light throughout this short test does not guarantee that a
full hour of operation time is available. Actual battery operation time may
vary considerably depending on temperature, charge status, and battery
condition.
The standby attitude indicator contains a symbolic airplane adjustment knob.

The symbolic airplane adjustment knob may be used to manually position the
symbolic airplane in the pitch direction. This feature enables the pilot to align
the symbolic airplane with the horizon for ease of use.
The standby attitude indicator also contains a caging knob which, when
pulled, manually erects the gyro vertical to the case orientation.
The indicator is equipped with a red Gyro Warning Flag which will come into
view if loss of operating voltage should occur.
7-19
Systems
Figure 7-10 Standby Attitude Indicator
Section 7
100 SERIES
AIRSPEED INDICATOR
The Airspeed Indicator displays airspeed on a moving tape rolling number
gauge. The true airspeed is displayed in knots below the Airspeed Indicator.
The numeric labels and major tick marks on the moving tape are marked at
intervals of 10 knots. The minor tick marks on the moving tape are marked
at intervals of five knots. Speed indication starts at 20 knots, with 60 knots of
airspeed viewable at any time. The indicated airspeed is displayed inside the
black pointer. The pointer remains black until reaching maximum operating
speed (Vmo), at which point it turns red.
Airspeed
Trend
Vector
Low
Speed
Range
Indicated
Airspeed
Speed
Ranges
Red
Pointer
at VMO
Vspeed
Reference
True
Airspeed
Figure 7-11 Airspeed Indicator Ranges
Color coded stripes appear on the Airspeed Indicator to show the operating
ranges. The low speed range stripe is red and extends to the flap operating
range. Normal operating range is green and the maximum operating speed
(Vmo) begins with a red and white barber pole. The flap operating range is
indicated by a white and two shades of blue stripe.
Systems
The Airspeed Trend Vector is a vertical magenta line that appears to the right
of the color-coded speed range strip when airspeed is either accelerating
or decelerating. One end of the magenta line is anchored to the tip of
the airspeed pointer while the other end moves continuously up or down
corresponding to the rate of acceleration or deceleration. For any constant
rate of acceleration or deceleration, the moving end of the line shows
approximately what the indicated airspeed value will be in six seconds. If
the trend vector crosses Vne, the number in the indicated airspeed pointer
changes to yellow. The trend vector is absent if the speed remains constant
or if any data needed to calculate airspeed is not available due to a system
failure.
7- 2 0
Section 7
100 SERIES
ALTIMETER
The Altimeter displays 600 feet of barometric altitude values at a time on a
moving tape rolling number gauge. Numeric labels and major tick marks are
shown at intervals of 100 feet. Minor tick marks are at intervals of 20 feet.
The indicated altitude is displayed inside the black pointer.
The Selected Altitude is displayed above the Altimeter in the box indicated
by a selection bug symbol. A bug corresponding to this altitude is shown on
the tape. If the Selected Altitude exceeds the range shown on the tape, the
bug appears at the upper or lower edge of the tape. When the metric value is
selected it is displayed in a separate box above the Selected Altitude.
A magenta Altitude Trend Vector extends up or down the left of the altitude
tape, the end resting at the approximate altitude to be reached in six seconds
at the current vertical speed. The trend vector is not shown if altitude remains
constant or if data needed for calculation is not available due to a system
failure.
o set the selected altitude, turn the large ALT knob for 1000 ft increments and
T
the small ALT knob for 100 ft increments (increments reduce to 10 feet for
approach).
If set, the Minimum Descent Altitude/Decision Height (MDA/DH) value is also
available for the Selected Altitude.
Reference
Altitude
Selected
Altitude Bug
Selected
Altitude Bug
Indicated
Altitude
Indicated
Altitude
(Meters)
MDA/DH
Altitude Bug
Barometric
Setting Box
(Hectopascals)
Barometric
Setting
Figure 7-12 G1000 Altitude Indicator
The standby (aneroid) sensitive altimeter is located on the lower left portion of
the pilot-side instrument panel.
7- 21
Systems
Altitude
Trend
Vector
Reference
Altitude
(Meters)
Section 7
100 SERIES
HORIZONTAL SITUATION INDICATOR

The Horizontal Situation Indicator (HSI) displays a rotating compass card in
a heading-up orientation. Letters indicate the cardinal points with numeric
labels every 30. Major tick marks are at 10 intervals and minor tick marks
are at 5 intervals. A digital reading of the current heading appears on top
of the HSI, and the current track is represented on the HSI by a magenta
diamond. The HSI also presents turn rate, course deviation, bearing, and
navigation source information. The HSI is available in two formats, a 360
compass rose and a 140 arc.
The 360 HSI contains a Course Deviation Indicator (CDI), with a Course
Pointer, To/From Indicator, and a sliding deviation bar and scale. The course
pointer is a single line arrow (GPS, VOR1, and LOC1) or a double line arrow
(VOR2 and LOC2) which points in the direction of the set course. The To/
From arrow rotates with the course pointer and is displayed when the active
NAVAID is received.
15
14
13
12
11
3
4
10
1. Turn Rate Indicator
9. Lateral Deviation Scale
Systems
2. Current Track Indicator
10. Flight Phase
3. To/From Indicator
11. Course Pointer
4. Navigation Source
12. Heading Bug
5. Aircraft Symbol
13. Turn Rate and Heading Trend

Vector
6. Course Deviation Indicator (CDI)

7. Rotating Compass Card
8. OBS Mode Active
14. Current Heading

15. Lubber Line
Figure 7-13 Horizontal Situation Indicator (360 HSI)
7- 2 2
Section 7
100 SERIES
The Arc HSI is a 140 expanded section of the compass rose. The Arc HSI
contains a Course Pointer, combined To/From Indicator and a sliding deviation
indicator, and a deviation scale. Upon station passage, the To/From Indicator
flips and points to the tail of the aircraft, just like a conventional To/From flag.
Depending on the navigation source, the CDI on the Arc HSI can appear in
two different ways, an arrowhead (GPS, VOR, OBS) or a diamond (LOC).
Course Pointer
Current Track Indicator

Flight Phase
Annunciation
Navigation
Source
Course
Deviation
and To/From
Indicator
Lateral
Deviation
Scale
Figure 7-14 Arc HSI
The Selected Heading is shown to the upper left of the HSI for 3 seconds
after being adjusted The light blue bug on the compass rose corresponds to
the Selected Heading. While the HSI is displayed as an arc, if the Heading
Bug is adjusted off the shown portion of the compass rose, the digital reading
is displayed.
The Selected Course is shown to the upper right of the HSI for 3 seconds
after being adjusted. While the HSI is displayed as an arc, the Selected
Course is displayed whenever the Course Pointer is not within the 140
currently shown.
Current Track Indicator
Current Heading
Selected
Course
Selected
Heading
Selected
Heading
Bug
Navigation angles (track, heading, course, bearing) are corrected to the

computed magnetic variation (Mag Var) or referenced to true north (T), set on
the AUX - System Setup Page. When an approach referenced to true north
has been loaded into the flight plan, the system generates a message to
change the navigation angle setting to True at the appropriate time.
Figure 7-16 Heading and Course Indications (True)
7- 2 3
Systems
Figure 7-15 Heading and Course Indications
Section 7
100 SERIES
TURN RATE INDICATOR

The Turn Rate Indicator is located directly above the rotating compass
card. Tick marks to the left and right of the lubber line denote half-standard
and standard turn rates. A magenta Turn Rate Trend Vector shows the
current turn rate. The end of the trend vector gives the heading predicted
in 6 seconds, based on the present turn rate. A standard-rate turn is shown
on the indicator by the trend vector stopping at the standard turn rate tick
mark, corresponding to a predicted heading of 18 from the current heading.
At rates greater than 4 deg/sec, an arrowhead appears at the end of the
magenta trend vector and the prediction is no longer valid.
Half-standard
Turn Rate
Arrow Shown
for Turn Rate
> 4 deg/sec
Standard
Turn Rate
Figure 7-17 Turn Rate Indicator and Trend Vector
Bearing Pointers and Information Windows

NO T E : When the Arc HSI is displayed, the Bearing Information windows
and pointers are disabled.
Two bearing pointers and associated information can be displayed on the HSI
for NAV and GPS sources by pressing the PFD softkey then a BRG softkey.
The bearing pointers are light blue and are single-line (BRG1) or double-line
(BRG2). A pointer symbol is shown in the information window to indicate
the navigation source. The bearing pointers never override the CDI and are
visually separated from the CDI by a white ring. Bearing pointers may be
selected but not necessarily visible due to data unavailability.
Bearing 2
Pointer
Distance to
Bearing Source
Bearing 1
Pointer
No
Waypoint
Selected
Station
Identifier
Systems
Bearing
Pointer
Source
Icon
Bearing 1 Information Window
Pointer
Bearing
Icon
Source
Bearing 2 Information Window
Figure 7-18 HSI with Bearing Information
7- 2 4
Section 7
100 SERIES
When the NAV radio is tuned to an ILS frequency the bearing source and
the bearing pointer is removed from the HSI. When NAV1 or NAV2 is the
selected bearing source, the frequency is replaced by the station identifier
when the station is within range. If GPS is the bearing source, the active
waypoint identifier is displayed instead of a frequency.
COURSE DEVIATION INDICATOR (CDI)

NO T E : During a heading change of greater than 105 with respect to
the course, the CDI on the Arc HSI switches to the opposite side of the
deviation scale and displays reverse sensing.
The Course Deviation Indicator (CDI) moves left or right from the course
pointer along a lateral deviation scale to display aircraft position relative to the
course. If the course deviation data is not valid, the CDI is not displayed.
360 HSI
Navigation
Source
Flight
Phase
Arc HSI
Navigation
Source
Flight
Phase
CDI
CDI
Scale
Scale
Crosstrack
Error
CDI
Figure 7-19 Course Deviation Indicator
Systems
NO T E : When crossing over the final waypoint in a flight plan, the to/from
indicator will show a from indication and the NAV status bar will show a
180 change in course, but a
direct-to the last waypoint in the flight
plan may still be shown in the PFD Navigation Status Box. Furthermore, if
the autopilot is engaged in a NAV mode, it will continue to navigate away
from the waypoint on the course shown on the head of the CDI needle.
7- 2 5
Section 7
100 SERIES
The CDI can display two sources of navigation, GPS or VOR/LOC. The color
indicates the current navigation source: magenta for GPS or green for VOR
and LOC. The full scale limits for the CDI are defined by a GPS-derived
distance when navigating GPS. When navigating using a VOR or localizer
(LOC), the CDI uses the same angular deviation as a mechanical CDI. If the
CDI exceeds the maximum deviation on the scale (two dots) while navigating
with GPS, the crosstrack error (XTK) is displayed below the white aircraft
symbol.
Navigation
Source
Selected on
Both PFDs
is not
Synchronized
Figure 7-20 Navigation Sources
Systems
7- 2 6
Section 7
100 SERIES
OBS MODE
NO T E : VNV is inhibited while automatic waypoint sequencing has been
suspended.
Enabling Omni-bearing Selector (OBS) Mode suspends the automatic
sequencing of waypoints in a GPS flight plan (GPS must be the selected
navigation source), but retains the current Active-to waypoint as the
navigation reference even after passing the waypoint. OBS is annunciated to
the lower right of the aircraft symbol when OBS Mode is selected.
While OBS is enabled, a course line is drawn through the Active-to waypoint
on the moving map. If desired, the course to/from the waypoint can now be
adjusted. When OBS Mode is disabled, the GPS flight plan returns to normal
operation, with automatic sequencing of waypoints, following the course set
in OBS Mode. The flight plan on the moving map retains the modified course
line.
GPS
Selected
OBS Mode
Enabled
Extended
Course
Line
Pressing the
OBS Softkey
Enables OBS
Mode
Pressing the OBS

Softkey Again
Disables OBS
Mode
Figure 7-21 Omni-Bearing Selector (OBS) Mode
VERTICAL SPEED INDICATOR
A magenta chevron is displayed on the VSI to indicate the Required Vertical

Speed for reaching a VNV target altitude once the TOD [Top of Descent]
within 1 minute alert has generated.
7- 2 7
Systems
The Vertical Speed Indicator displays the aircraft vertical speed on a fixed
scale with labels at 1000 and 2000 fpm and minor tick marks every 500 fpm.
Digits appear in the pointer when the climb or descent rate is greater than 100
fpm. If the rate of ascent/descent exceeds 2000 fpm, the pointer appears at
the edge of the tape and the rate appears inside the pointer.
Section 7
100 SERIES
VERTICAL DEVIATION
NO T E : The Glidepath Indicator is only shown for aircraft with GIA 63W
Integrated Avionics Units, when WAAS is available.
The Vertical Deviation mode indicator appears as a
above the Vertical
Deviation Indicator (VDI). The Vertical Deviation Indicator
is a magenta
chevron indicating the baro-VNV vertical deviation when Vertical Navigation
(VNV) is being used. The VDI appears in conjunction with the TOD within
1 minute alert. The VDI is removed from the display if vertical deviation
becomes invalid.
The Glideslope mode indicator appears as a
Vertical Deviation Indicator
(VDI). The Glideslope Indicator
appears to the left of the Altimeter
whenever an ILS frequency is tuned in the active NAV field. A green diamond
acts as the Glideslope Indicator, like a glideslope needle on a conventional
indicator. If a localizer frequency is tuned and there is no glideslope, NO GS
is displayed in place of the diamond.
The glidepath is analogous to the glideslope for GPS approaches supporting
WAAS vertical guidance (LNAV+V, L/VNAV, LPV). When an approach of this
type is loaded into the flight plan and GPS is the selected navigation source,
the Glidepath mode indicator appears as a
Vertical Deviation Indicator
(VDI) and the Glidepath Indicator appears as a magenta diamond
during
the approach. If the approach type downgrades past the final approach fix
(FAF), NO GP is displayed in place of the diamond.
Full-scale deflection of two dots is 1000 feet.
Systems
Figure 7-22 Vertical

Speed and Deviation
Indicator (VSI and VDI)
7- 2 8
Figure 7-23 Glideslope

Indicator
Figure 7-24 Glidepath

Indicator
Section 7
100 SERIES
SUPPLEMENTAL FLIGHT DATA

NO T E : Pressing the DFLTS softkey turns off metric Altimeter display, the
Inset Map and wind data display.
In addition to the flight instruments, the PFDs also display various
supplemental information, including temperatures, wind data, and Vertical
Navigation (VNV) indications.
Temperature Displays
The Outside Air Temperature (OAT) is displayed in degrees Celsius (C) or
Fahrenheit (F) as selected by the pilot, in the lower left of the PFD under
normal display conditions. Temperature is displayed below the true airspeed
in reversionary mode.
Normal Display
Systems
Reversionary Mode
Figure 7-25 Outside Air Temperature
7- 2 9
Section 7
100 SERIES
Wind Data
Wind direction and speed in knots can be displayed relative to the aircraft in a
window to the upper left of the HSI. When the window is selected for display,
but wind information is invalid or unavailable, the window displays NO WIND
DATA. Wind data can be displayed in three different ways.
Option 1
Option 2
Option 3
No Data
Figure 7-26 Wind Data
Systems
7- 3 0
Section 7
100 SERIES
Vertical Navigation (VNV) Indications

When a VNV flight plan has been activated, VNV indications (VNV Target
Altitude, RVSI, VDI) appear on the PFD in conjunction with the TOD within 1
minute message and Vertical track voice alert. See the Flight Management
and AFCS sections for details on VNV features. VNV indications are removed
from the PFD according to the criteria listed in the table.
Top of Descent
Message
VNV Target
Altitude
Vertical
Deviation
Indicator
Required
Vertical
Speed
Indicator
GPS is the
Selected
Navigation
Source
Phase of
Flight
Figure 7-27 Vertical Navigation Indications (PFD)

VNV Indication Removed
Aircraft > 1 min before the next TOD due to flight plan
change.
VNV cancelled (CNCL VNV softkey pressed on MFD).
Distance to active waypoint cannot be computed

due to unsupported flight plan leg type (see Flight
Management Section).
Aircraft > 250 feet below active VNV Target Altitude.
Current crosstrack or track angle error has exceeded

limit.
Active altitude-constrained waypoint can not be
reached within maximum allowed flight path angle and
vertical speed.
Table 7-1 VNV Indication Removal Criteria
7- 31
Systems
Criteria
Required
Vertical
VNV
Vertical Speed Deviation Target
(RVSI)
(VDI)
Altitude*
Section 7
100 SERIES
PFD ANNUNCIATIONS AND ALERTING FUNCTIONS

The following annunciations and alerting functions are displayed on the PFD.
Refer to the Garmin G1000 Cockpit Reference Guide (190-00645-XX).
System Alerting
Messages appear in the Alerts Window in the lower right corner of the
PFD when a warning, caution, advisory alert, or G1000 message advisory
occurs. System alert messages are provided for awareness of G1000 system
problems or status and may or may not require pilot action.
The Alerts Window allows system alerts to be displayed simultaneously. The
FMS Knob is used to scroll through the alert messages. The Alerts Window
is enabled/disabled by pressing the ALERTS softkey. If the window is already
open when a new message is generated, pressing the ALERTS softkey to
acknowledge the message turns the softkey gray.
The ALERTS softkey label changes to display the appropriate annunciation
when an alert is issued. The annunciation flashes and the appropriate aural
alert sounds until acknowledged by pressing the softkey. The softkey then
reverts to the ALERTS label and, when pressed again, opens the Alerts
Window to display a descriptive message of the alert.
Comparator
Window
Reversionary
Sensor
Window
Alerts
Window
Annunciation
Window
Systems
Softkey
Annunciation
Figure 7-28 G1000 Alerting System
7- 3 2
Section 7
100 SERIES
The Annunciation Window appears to the right of the Vertical Speed

Indicator and displays abbreviated annunciation text for aircraft alerts.
Warnings appear in red, cautions in yellow, advisory alerts in white, and safe
operating annunciations in green. New alerts are displayed at the top of the
Annunciation Window, regardless of priority. Once acknowledged, they are
sequenced based on priority.
Critical values generated by redundant sensors are monitored by
comparators. If differences in the sensors exceed a specified amount, the
Comparator Window appears in the upper right corner of the PFD and the
discrepancy is annunciated in the Comparator Window as a MISCOMP
(miscompare). If one or both of the sensed values are unavailable, it is
annunciated as a NO COMP (no compare).
Reversionary sensor selection is annunciated in a window on the right side of
the PFD. These annunciations reflect reversionary sensors selected on one
or both PFDs. Pressing the SENSOR softkey accesses the ADC1, ADC2,
AHRS1, and AHRS2 softkeys. These softkeys allow switching of the sensors
being viewed on each PFD. With certain types of sensor failures, the system
may make some sensor selections automatically. The GPS sensor cannot be
switched manually.
Marker Beacon Annunciations

Marker Beacon Annunciations are displayed on the PFD to the left of the
Selected Altitude. Outer marker reception is indicated in blue, middle in
yellow, and inner in white. Refer to the Audio Panel and CNS section for
more information on Marker Beacon Annunciations.
Outer Marker
Middle Marker
Inner Marker
Altimeter
Systems
Figure 7-29 Marker Beacon Annunciations
7- 3 3
Section 7
100 SERIES
TRAFFIC AVOIDANCE SYSTEMS

The KODIAK 100 is capable of displaying traffic advisories. Depending on
the configuration of the aircraft, the KODIAK is equipped with either Traffic
Information Service (TIS) or Traffic Advisory System (TAS). Each system
has annunciations that vary in definition and symbology. For operational
guidance of the traffic avoidance systems, refer to the Garmin G1000 Cockpit
Reference Guide (190-00645-XX).
NO T E : TIS is disabled if a Traffic Advisory System (TAS) is installed.
Traffic Information Service (TIS)

Traffic Information Service (TIS) is designed to help in detection and
avoidance of other aircraft. TIS uses the Mode S transponder for the traffic
data link. TIS receives traffic information from ground stations, and is updated
every 5 seconds. The G1000 displays up to eight traffic targets within a 7.5nm radius, from 3000 feet below to 3500 feet above the requesting aircraft.
Traffic is displayed according to TCAS symbology.
Traffic Advisories (TA) alert the crew to intruding aircraft. When traffic meets
the advisory criteria for the TA, a solid yellow circle symbol is generated. A
TA which is detected but is outside the range of the map on which traffic is
displayed are indicated with a message in the lower left corner of the map.
TIS also provides a vector line showing the direction in which the traffic is
moving, to the nearest 45. Traffic information for which TIS is unable to
determine the bearing (non-bearing traffic) is displayed in the center of the
Traffic Map Page or in a banner at the lower left corner of maps other than the
Traffic Map Page on which traffic can be displayed.
The altitude difference between the requesting aircraft and other intruder
aircraft is displayed above/below the traffic symbol in hundreds of feet. If the
other aircraft is above the requesting aircraft, the altitude separation appears
above the traffic symbol; if the other aircraft is below the requesting aircraft,
the altitude separation appears below the traffic symbol. Altitude trend is
displayed as an up/down arrow (for speeds greater than 500 fpm in either
direction) to the right of the target symbol. Traffic symbols for aircraft without
altitude reporting capability appear without altitude separation or climb/
descent information.
Systems
WARNI NG : The Traffic Information Service (TIS) is intended for advisory

use only. TIS is intended to help the pilot locate traffic visually. It is the
responsibility of the pilot to see and maneuver to avoid traffic.
NO T E : TIS is available only when the aircraft is within the service
volume of a TIS-capable terminal radar site. Aircraft without an operating
transponder are invisible to both Traffic Advisory Systems (TAS) and TIS.
Aircraft without altitude reporting capability are shown without altitude
separation data or climb descent indication.
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Traffic is displayed symbolically on the PFD Inset Map, the MFD Navigation
Map Page, and various other MFD page maps. Refer to the Garmin G1000
Cockpit Reference Guide (190-00645-XX) for more details about the Traffic
Information Service (TIS) and optional Traffic Advisory Systems (TAS). When
a traffic advisory (TA) is detected, the following automatically occur:
The PFD Inset Map is enabled and displays traffic.
A flashing black-on-yellow TRAFFIC annunciation appears to the top left
of the Attitude Indicator for five seconds and remains displayed until no
TAs are detected in the area.
A single TRAFFIC aural alert is heard, unless an optional Traffic
Advisory System (TAS) is installed. Refer to the applicable TAS
documentation for alerts generated by TAS equipment.
If additional TAs appear, new aural and visual alerts are generated.
TIS Symbol
Systems
Figure 7-30 Traffic Annunciation and Inset Map with Traffic Displayed (TIS)
Description
Non-Threat
Traffic
Traffic Advisory
(TA)
Traffic Advisory
Off Scale
Figure 7-31 Traffic Annunciations (TIS)
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Traffic Advisory System (TAS) (If Equipped)

The optional Traffic Advisory System (TAS) is designed to help in detection
and avoidance of other aircraft. Your airplane may be equipped with either
the L3 Avionics Skywatch TAS or the Garmin GTS 800 Traffic Awareness
System. TAS uses an on-board interrogator-processor and an altitude
reporting transponder for the air-to-air traffic data link. Traffic is displayed
according to TCAS symbology using four different symbols.
TAS Symbol
Description
Non-Threat
Traffic
Proximity
Advisory (PA)
Traffic Advisory
(TA)
Traffic Advisory
Off Scale
Figure 7-32 Traffic Annunciations (TAS)
A Non-threat Advisory, shown as an open white diamond, indicates that an

intruding aircraft is at greater than 1200 feet relative altitude or the distance
is beyond 5 nm.
A Proximity Advisory indicates that the intruding aircraft is within 1200 feet
and is within 5 nm range, but is still not considered a threat.
A Traffic Advisory (TA) alerts the crew to a potentially hazardous intruding
aircraft. Closing rate, distance, and vertical separation meet TA criteria.
WARNI NG : The GTS 800 Traffic Advisory System (TAS) is intended for
advisory use only, to aid the pilot in visually acquiring traffic. No avoidance
maneuvers should be based solely upon TAS traffic information. It is the
responsibility of the pilot in command to see and maneuver to avoid traffic.
NO T E : Under certain conditions, double depictions of aircraft may be
displayed. These double depictions are normally seen as two targets in the
same proximity with the same altitude.
Systems
NO T E : Pilots should be aware of TAS limitations. TAS requires

transponders of other aircraft to respond to system interrogations. If the
transponders do not respond to interrogations due to phenomena such
as antenna shading or marginal transponder performance, traffic may
be displayed intermittently or not at all. Aircraft without altitude reporting
capability are shown without altitude separation data or climb descent
indication. Pilots should remain vigilant for traffic at all times.
The GTS 800 surveillance system monitors the airspace within 10,000 feet
of your airplanes altitude. Under ideal conditions, the GTS 800 unit scans
transponder traffic up to 12 nm in the forward direction. This range can be
greatly reduced to the sides and behind your airplane, down to approximately
2 nm, due to the directional interrogation signal patterns and shadowing
caused by the fuselage and wings.
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A Traffic Advisory that is beyond the selected display range is indicated by a

half TA symbol at the edge of the screen at the relative bearing of the intruder.
Figure 7-33 Traffic Annunciations on Traffic Map Page (TAS)
TAWS Annunciations
Terrain Awareness and Warning System (TAWS) annunciations appear on
the PFD at the top left of the Altimeter. Refer to the Garmin G1000 Cockpit
Reference Guide (190-00645-XX) for information on TAWS alerts and
annunciations.
TERRAIN
TRAFFIC
TERRAIN
Systems
TRAFFIC
Figure 7-34 Traffic and Example TAWS Annunciations
7- 37
Section 7
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TAWS Inhibit Button (If Equipped)

If your airplane is equipped with GDU software version 12.03 or higher, an
optional center instrument panel-mounted, illuminated button is available
that allows single-action inhibit of Premature Descent Alerting and Forward
Looking Terrain Avoidance TAWS annunciations.
Altitude Alerting
Altitude Alerting provides the pilot with a visual alert when approaching the
Selected Altitude. Whenever the Selected Altitude is changed, the Altitude
Alerter is reset. The following occur when approaching the Selected Altitude:
When the aircraft passes through 1000 feet of the Selected Altitude an
aural tone is heard. The Selected Altitude changes to black text on a
light blue background and flashes for five seconds.
When the aircraft passes within 200 feet of the Selected Altitude, the
Selected Altitude changes to light blue text on a black background and
flashes for five seconds.
Upon reaching the Selected Altitude, if the pilot flies outside the
deviation band ( 200 feet of the Selected Altitude) an aural tone
is heard. The Selected Altitude changes to yellow text on a black
background and flashes for five seconds.
Figure 7-35 Altitude Alerting Visual Annunciations
Low Altitude Annunciation

NO T E : A Low Altitude Annunciation is available only when WAAS is
available. This annunciation is not shown, unless TAWS is inhibited.
Systems
When the Final Approach Fix (FAF) is the active waypoint in a GPS WAAS
approach using vertical guidance, a Low Altitude Annunciation may appear if
the current aircraft altitude is at least 164 feet below the prescribed altitude
at the FAF. A black-on-yellow LOW ALT annunciation appears to the top left
of the Altimeter, flashes for several seconds, then remains displayed until the
condition is resolved.
Figure 7-36 Low Altitude on GPS WAAS Approach
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Minimum Descent Altitude/Decision Height Alerting

For altitude awareness, a barometric Minimum Descent Altitude (MDA) or
Decision Height (DH) can be set in the Timer/References Window and is reset
when the power is cycled. When active, the altitude setting is displayed to the
bottom left of the Altimeter. Once the altitude is within the range of the tape,
a bug appears at the reference altitude on the Altimeter. The following visual
annunciations occur when approaching the MDA/DH:
When the aircraft altitude descends to within 2500 feet of the MDA/DH
setting, the BARO MIN box appears with the altitude in light blue text.
The bug appears on the altitude tape in light blue once in range.
When the aircraft passes through 100 feet of the MDA/DH, the bug and
text turn white.
Once the aircraft reaches MDA/DH, the bug and text turn yellow and the
aural alert, Minimums. Minimums, is heard.
Within 2500 ft
Within 100 ft
Altitude Reached
Barometric
Minimum
Bug
Barometric
Minimum
Box
Figure 7-37 Barometric MDA/DH Alerting Visual Annunciations
Alerting is inhibited while the aircraft is on the ground and until the aircraft
reaches 150 feet above the MDA. If the aircraft proceeds to climb after
having reached the MDA, once it reaches 50 feet above the MDA, alerting is
disabled.
Systems
The MDA/DH may be set from either PFD and is synchronized on both PFDs.
The function is reset when the power is cycled or a new approach is activated.
Figure 7-38 Barometric MDA/DH
7- 3 9
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ADDITIONAL GARMIN G1000 FEATURES

(Equipped only as selected options)
Additional features may be incorporated with the G1000 system. These
options increase the users situational awareness in the cockpit. They can be
purchased by contacting Quest Aircraft Company. If your aircraft is equipped
with any of the additional features listed, please refer to the Garmin G1000
Cockpit Reference Guide (190-00645-XX) for additional information and user
instructions.
Additional features include the following:
MFD Auxiliary Video Input
Synthetic Vision System (SVS)
SafeTaxi diagrams
ChartView and FliteCharts electronic charts
Datalink Weather/XM Radio Entertainment
Search and Rescue (SAR)
WX-500 Stormscope
The Synthetic Vision System (SVS) provides a three-dimensional forward
view of terrain features on the PFD. SVS imagery shows the pilots view of
relevant features in relation to the aircraft attitude.
SafeTaxi diagrams provide detailed taxiway, runway, and ramp information
at more than 700 airports in the United States. By decreasing range on an
airport that has a SafeTaxi diagram available, a close up view of the airport
layout can be seen.
The optional ChartView and FliteCharts provide on-board electronic terminal
procedures charts. Electronic charts offer the convenience of rapid access to
essential information. Either ChartView or FliteCharts may be configured in
the system, but not both.
NO T E : With the availability of SafeTaxi, ChartView, or FliteCharts in
electronic form, it is still advisable to carry another source of charts on
board the aircraft.
The optional XM Radio entertainment audio feature of the GDL 69A or GDL
69A SXM (as equipped) Data Link Receiver handles more than 100 channels
of music, news, and sports. XM Radio offers more entertainment choices and
longer range coverage than commercial broadcast stations.
Systems
The optional Search and Rescue (SAR) feature assists with search and
rescue activities by providing flight plans in several commonly-used search
patterns.
7- 4 0
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Multi-Function Display (MFD) Auxiliary Video Input (If Activated)

The G1000 MFD is equipped with an Auxiliary Video Input. The G1000
system provides a control and display interface to the auxiliary video system.
The video system is capable of displaying video for up to two inputs.
The G1000 MFD is capable of displaying the following video in the following
modes:
Full-Screen
Full-Screen with Digital Zoom
Split-Screen with Map
Split-Screen with Map and Digital Zoom
The Auxiliary Video Input is an option for the KODIAK and must have the
appropriate software in order to be used.
Garmin Synthetic Vision System (SVS) (If Equipped)
The SVS terrain display shows land contours (colors are consistent with those
of the topographical map display), large water features, towers, and other
obstacles over 200' AGL that are included in the obstacle database. Cultural
features on the ground such as roads, highways, railroad tracks, cities, and
state boundaries are not displayed even if those features are found on the
MFD map. The terrain display also includes a northsouth eastwest grid
with lines oriented with true north and spaced at one arc-minute intervals
to assist in orientation relative to the terrain. The Terrain Awareness and
Warning System (TAWS) is integrated within SVS to provide visual and
auditory alerts to indicate the presence of terrain and obstacle threats relevant
to the projected flight path. Terrain alerts are displayed in red and yellow
shading on the PFD.
The terrain display is intended for situational awareness only. It may
not provide the accuracy or fidelity on which to base decisions and plan
maneuvers to avoid terrain or obstacles. Navigation must not be predicated
solely upon the use of the TAWS terrain or obstacle data displayed by the
SVS.
7- 41
Systems
The Synthetic Vision System (SVS) is a visual enhancement to the G1000

Integrated Flight Deck. SVS depicts a forward-looking attitude display of
the topography immediately in front of the aircraft. The field of view is 30
degrees to the left and 35 degrees to the right. SVS information is shown
on the Primary Flight Display (PFD), or on the Multifunction Display (MFD) in
Reversionary Mode (see figure on the following page). The depicted imagery
is derived from the aircraft attitude, heading, GPS three-dimensional position,
and a nine arc-second database of terrain, obstacles, and other relevant
features. The terrain data resolution of nine arc-seconds, meaning that the
terrain elevation contours are stored in squares measuring nine arc-seconds
on each side, is required for the operation of SVS. Loss of any of the required
data, including temporary loss of the GPS signal, will cause SVS to be
disabled until the required data is restored.
Section 7
100 SERIES
For operational guidance of the G1000 SVS system, refer to the Garmin Cockpit
Reference Guide (190-00645-XX).
WARNI NG : Use appropriate primary systems for navigation, and for
terrain, obstacle, and traffic avoidance. SVS is intended as an aid to
situational awareness only and may not provide either the accuracy or
reliability upon which to solely base decisions and/or plan maneuvers to
avoid terrain, obstacles, or traffic.
Figure 7-39 Synthetic Vision System (SVS)
Systems
7- 42
Section 7
100 SERIES
Safe Taxi (If Equipped)

SafeTaxi is an enhanced feature that gives greater map detail when viewing
airports at close range. The maximum map ranges for enhanced detail are
pilot configurable. When viewing at ranges close enough to show the airport
detail, the map reveals taxiways with identifying letters/numbers, airport Hot
Spots, and airport landmarks including ramps, buildings, control towers, and
other prominent features. Resolution is greater at lower map ranges. When
the MFD display is within the SafeTaxi ranges, the airplane symbol on the
airport provides enhanced position awareness.
Designated Hot Spots are recognized at airports with many intersecting
taxiways and runways, and/or complex ramp areas. Airport Hot Spots are
outlined to caution pilots of areas on an airport surface where positional
awareness confusion or runway incursions happen most often. Hot Spots
are defined with a magenta circle or outline around the region of possible
confusion.
Systems
During ground operations the aircrafts position is displayed in reference to

taxiways, runways, and airport features. In the example shown, the aircraft
is on taxiway Bravo inside the High Alert Intersection boundary on KGEG
airport. Airport Hot Spots are outlined in magenta. When panning over the
airport, features such as runway holding lines and taxiways are shown at the
cursor.
Figure 7-40 SafeTaxi Depiction on the Navigation Map Page
7- 4 3
Section 7
100 SERIES
ChartView and FliteCharts Electronic Charts (If Equipped)

ChartView resembles the paper version of Jeppesen terminal procedures
charts. The charts are displayed in full color with high-resolution. The MFD
depiction shows the aircraft position on the moving map in the plan view of
approach charts and on airport diagrams. Airport Hot Spots are outlined in
magenta.
FliteCharts resemble the paper version of National Aeronautical Charting
Office (NACO) terminal procedures charts. The charts are displayed with
high-resolution and in color for applicable charts. FliteCharts database
subscription is available from Garmin.
Figure 7-41 Flight Charts
XM Radio Entertainment (If Equipped)

Systems
The optional XM Radio entertainment feature of the GDL 69A or GDL

69A SXM (as equipped) Data Link Receiver is available for the pilots and
passengers enjoyment. The GDL 69A / GDL 69A SXM can receive XM
Satellite Radio entertainment services at any altitude throughout the
Continental U.S. XM Satellite Radio offers a variety of radio programming
over long distances without having to constantly search for new stations.
Based on signals from satellites, coverage far exceeds land-based
transmissions. XM Satellite Radio services are subscription-based.
For operational guidance of the XM Radio system and instructions on how to
activate XM Radio service, refer to the Garmin Cockpit Reference Guide.
7- 4 4
Section 7
100 SERIES
XM Satellite Weather (If Equipped)

XM Satellite Weather is provided through the GDL 69A or GDL 69A SXM (as
equipped), a remote-mounted data-link satellite receiver. Received graphical
weather information and associated text is displayed on the Multi Function
Display (MFD) and the Primary Flight Display (PFD) Inset Map. The GDL 69A
/ GDL 69A SXM can also receive XM Satellite Radio entertainment services.
Both weather data and entertainment programming operate in the S-band
frequency range to provide continuous reception capabilities at any altitude
throughout North America.
For operational guidance of the XM Satellite Weather system and instructions
on how to activate XM Satellite Weather service, refer to the Garmin G1000
Cockpit Reference Guide.
Systems
WARNIN G: XM Satellite Weather data provides information for avoiding

hazardous weather. Do not utilize XM Weather information to penetrate
hazardous weather.
Figure 7-42 XM Satellite Weather Page
7- 4 5
Section 7
100 SERIES
Search and Rescue (SAR) (If Equipped)

The Search and Rescue feature has four basic search patterns to provide
air crews with step by step tracking procedures for the search and rescue
mission. The search pattern options are: Parallel Track, Sector (example
shown in figure below), Expanding Square, and Circular (if equipped with
enhanced SAR).
All patterns have adjustable parameters. The most effective pattern may be
chosen based on available information about the search object, the weather,
and the terrain. Typical flight planning parameters such as time, speed,
distance, and fuel remaining are given throughout the search mission on the
flight plan pages.
In the example below, the Sector pattern option is activated and the search
covers a 10 nm radius around the CRIBS intersection. For operational
guidance of the Search and Rescue system, refer to the Garmin G1000
Search and Rescue Pilots Guide (190-00760-00).
Figure 7-43 Example of Sector Search Pattern
NO T E : If the Activate Now window appears and cannot be selected,

enter the desired waypoint in the waypoint field.
Systems
NO T E : When using the circle search SAR pattern, the SUSP softkey will
be shown. This softkey will not be available to unsuspend the pattern,
unless there is a waypoint loaded in the flight plan to follow the SAR
pattern.
NO T E : With a SAR flight plan active, entering a direct-to a waypoint that
exists multiple times in the SAR flight plan will result in the navigation to the
first occurrence of that waypoint. Selecting a direct-to a waypoint within the
SAR flight plan will provide navigation to that specific occurrence.
7- 4 6
Section 7
100 SERIES
WX-500 Stormscope (If Equipped)

The Stormscope WX-500 Series II Weather Mapping Sensor detects electrical
discharges associated with thunderstorms within 200 nm radius of the aircraft.
This information is then sent to the G1000 multifunction display (MFD) which
plots the location of the associated thunderstorms.
For operational guidance of the WX-500 Stormscope system, refer to the
Garmin G1000 Cockpit Reference Guide (190-00645-XX).
Figure 7-44 WX-500 Stormscope
NO T E : Using the WX-500 Stormscope while the HID pulse lights are on
could cause erroneous lightning indications. To prevent the possibility of
false lightning indications, DO NOT use the pulse position of the LANDING
LIGHT toggle switch while utilizing the WX-500 Stormscope.
7- 47
Systems
NO T E : The Stormscope system is not intended for hazardous

thunderstorm penetration. Weather information on the G1000 MFD is
approved for weather avoidance only. Refer to the WX-500 Users Guide
for a detailed description of Stormscope operation.
Section 7
100 SERIES
7-6 FLIGHT MANAGEMENT

G1000 WEIGHT PLANNING
The Garmin G1000 is equipped with a tool that allows the crew to quickly
determine the gross weight of the KODIAK 100. This tool can be accessed
on the MFD. On power-up, the MFD defaults to the Weight Planning page.
The Weight Planning tool will not compute the aircraft Center of Gravity nor
will it produce any moments for Center of Gravity computations. The Weight
Planning tool has two sections, Payload (LB) and Fuel (LB). The fields are
described below as an entry field or a calculation field. An entry field is
selectable data that is entered by the crew. A calculation field is not selectable
by the crew and is automatically calculated by the G1000 from the data
entered. For operational guidance of the Weight Planning tool, refer to the
Garmin G1000 Cockpit Reference Guide (190-00645-XX).
NO T E : When returning from Reversionary mode, the MFD will default to
the map page and not the weight planning page.
NO T E : All weight planning page data fields display data rounded to the
nearest 10 pounds or 5 kilograms.
PAYLOAD (LB) ENTRY SECTION

The Payload (LB) section allows the crew to enter the weight of crew,
passengers, and cargo. Listed below are the fields listed in the Payload (LB)
section with short definitions:
Basic Empty Weight (Entry Field) - The basic empty weight is the aircraft
weight not including passengers, fuel, crew, or cargo. The Basic Empty
Weight number is retained and stored in the system after each flight. Refer
to Section 6 of this manual to obtain a current Basic Empty Weight.
Pilot and Stores (Entry Field) - This is the weight of the pilot, copilot, and
flight gear (charts, additional gear).
Basic Operating Weight (Calculation Field) - Automatic calculation of Basic
Empty Weight and Pilot and Stores.
Systems
Passenger(s) Weight (Entry Field) - The crew has the ability to select up
to 9 passengers. The Weight Planning tool allows the crew to specify the
average weight of the passengers in a range of 0 LB to 990 LB. The crew
has the discretion of adding the weight of the bags to each passenger or
adding them in the Cargo Weight entry field.
Cargo Weight (Entry Field) - This is the weight of the total cargo on-board.
7- 4 8
Section 7
100 SERIES
Zero Fuel Weight (Calculation Field) - Automatic calculation of all items

listed in the Payload (LB) section. The Zero Fuel Weight number will be
displayed in amber if the Zero Fuel Weight is greater than the maximum
allowable Zero Fuel Weight. See the figure below.
A/C Payload Calculator
Basic Empty Weight Entry -
3610
Pilot and Stores Weight Entry -
220
Basic Operating Weight Calculation -
3830
Passenger(s) Weight Entry -
Cargo Weight Entry -
Zero Fuel Weight Calculation -
3830
Figure 7-45 Payload (LB) Section
FUEL (LB) ENTRY SECTION

The Payload (LB) section allows the crew to enter the weight of crew,
passengers, and cargo. Listed below are the fields listed in the Fuel (LB)
section with short definitions:
NO T E : If the aircraft is on the ground or a destination way point has not
been entered, the following fields display invalid values consisting of six
dashes:
Estimated landing weight
Estimated landing fuel
Excess fuel
Fuel Onboard (Entry of Sync Field) - This field is the total weight of the fuel
onboard the aircraft. The total weight of the fuel onboard can be manually
inserted by the crew. On power up, the Fuel Onboard displays the total fuel
quantity as referenced to the aircraft fuel quantity indicators. To sync the
fuel totalizer to this field, press the FOB SYNC soft key on the bottom of
the MFD.
Aircraft Weight (Calculation Field) - The aircraft weight calculation is a total
weight of the zero fuel weight and fuel onboard.
Estimated Landing Weight (Calculation Field) - When the aircraft is in the
air and a destination way point has been entered, the fuel calculations
can be completed. Landing weight is automatically calculated based on
the following information: [ Estimated landing weight = zero fuel weight +
estimated landing fuel ]. If the estimated landing weight is greater than the
allowable landing or takeoff weight, then the estimated landing weight will
be displayed in amber.
7- 4 9
Systems
Zero Fuel Weight (Calculation Field) - This is the weight that is calculated in
the Payload (LB) section.
Section 7
100 SERIES
Estimated Landing Fuel (Calculation Field) - When the aircraft is in the

air and a destination waypoint has been entered, the estimated landing
fuel calculations can be completed. The estimated landing fuel weight
calculation is based on the following information:
[ Estimated landing fuel = fuel on board - (fuel flow x ETE) ]

This estimated landing fuel calculation is the estimated fuel remaining

after landing. If the estimated landing fuel weight is positive, but less than
or equal to the fuel reserves weight, the following values are displayed in
amber:
Excess fuel weight
If the estimated landing fuel weight is zero or negative, then the following
values are displayed in red:
Excess fuel
Fuel Reserves (Entry Field) - This field allows the crew to subtract any
reserve fuel that may not be included in fuel onboard entry field.
Excess Fuel (Calculation Field) - When the aircraft is in the air and a
destination way point has been entered, the estimated excess fuel
calculation can be completed. The estimated excess fuel calculation
is based on the following information: [ Excess fuel weight = estimated
landing fuel - fuel reserves ]. The estimated excess fuel is the calculated
fuel remaining after landing.
Fuel Calculator
3830
1090
Zero Fuel Weight Calculation Fuel Onboard Entry Aircraft Weight Calculation Estimated Landing Weight Calculation Estimated Landing Fuel Calculation -
300
Fuel Reserves Entry Excess Fuel Calculation Systems
Figure 7-46 Fuel (LB) Section
7- 5 0
Section 7
100 SERIES
3610
220
3830
0
0
3830
Systems
Figure 7-47 Weight Planning Page
7- 51
Section 7
100 SERIES
7-7 GROUND OPERATION

Ground control while taxiing is accomplished through nose wheel steering
by using the rudder pedals. The left rudder pedal is pressed to steer left
and the right rudder pedal is pressed to steer right. When a rudder pedal is
depressed, a spring-loaded steering bungee (which is connected to the nose
wheel steering bell crank and rudder bars) will turn the nose wheel through
an arc of approximately 17.5 degrees each side of center. By applying either
left or right brake, the degree of turn may be increased up to approximately 55
degrees each side of center.
Figure 7-48 Nose Wheel Steering System

Systems
Moving the airplane by hand is most easily accomplished by attaching a

tow bar to the nose gear tow pins. If a tow bar is not available, or pushing
is required, use the wing struts as push locations. Do not use the propeller
blades or spinner to push or pull the airplane. If the airplane is to be towed by
a vehicle, use caution as to avoid exceeding the turning limits marked either
side of center.
7- 5 2
Section 7
100 SERIES
7-8 WING FLAPS

The electrically controlled, slotted fowler flaps enhance the low speed lift
characteristics of the airplane. Each flap is connected to the wing structure at
three flap track assemblies. Each flap track assembly contains two grooves in
which the flap rollers operate. The flaps may be positioned at 0, 10, 20 and
35 by selecting the desired position on the flap control switch. As the flap
position switch is placed in a given position, sensors in the flap power system
provide input to the flap motor and gearbox; the flap motor and gearbox drives
flexible shafts which actuate worm gear assemblies and position the flaps
as selected in the cockpit. One asymmetry sensor is installed per each flap
assembly to ensure flap symmetry. If a malfunction occurs within the flap or
between the two flaps, the asymmetry sensors will immediately discontinue
flap movement. Flap position indication is provided on the multifunction
display.
7-9 LANDING GEAR SYSTEM

The landing gear is a tricycle type with a steerable nose wheel and two main
wheels. Shock absorption is provided through the tubular spring steel main
landing gear struts with two interconnecting steel cross tubes and the air
and oil-filled nose gear shock strut. The landing gear system is designed
for operations from unimproved runways. To improve the operation from
unimproved runways, the optional oversize tires may be installed. This option
provides greater propeller ground clearance and a wider footprint for better
performance on soft surfaces.
7-10 BAGGAGE/CARGO COMPARTMENT
WARNIN G: Any material that could possibly be hazardous to the airplane

or its occupants should not be placed anywhere in the airplane.
7- 5 3
Systems
In the passenger version, the space normally used for carrying baggage is
the raised area aft of the cargo door to the aft cabin bulkhead. Access to
the baggage area is gained through the cargo door or from within the cabin.
Quick-release cargo tie-down straps and a cargo net are provided for securing
baggage and are attached to the compartment floor anchor points. Refer to
Section 6 of this manual for loading limits and Section 1 of this manual for
dimensions.
Section 7
100 SERIES
CABIN LOADING CONFIGURATIONS

With the exception of the cockpit, each of the six loading zones is equipped
with tie-down points, just behind the forward edge of the zone. The sixth zone
also has tie-down points at the rear of the zone, in the aft cabin bulkhead.
These tie-down points, along with the seat tracks in the floor, allow the
operator to fasten straps to the interior of the fuselage.
Acceptable Loading Configurations

The acceptable loading configurations for the KODIAK are established to
provide occupant safety in flight and allow emergency exiting through both
crew doors and the cargo door. The illustrations below represent different
loading scenarios by showing an overhead view of the fuselage, with grey
areas representing areas where cargo is loaded.
WARNI NG : There may be configurations that are geometrically possible
and allowed as shown in the following illustrations, but care must be taken
to also observe the loading rules regarding strap and tie-down use. It is
likely that the availability of tie-down points will limit the cargo to be carried
- particularly for heavy loads that span multiple zones.
Generally, the rear zone (Zone 6) is not equipped for seats and may be used
for cargo with any seating configuration.
1. When the aircraft is loaded with a combination of cargo and passengers, as
illustrated in the figure below, seats must be removed beginning at the rear
of the cabin to make room for cargo. There must be at least 8 of clearance
between cargo and the back of seats.
Systems
Figure 7-49 Placement of Cargo Aft of Passengers
7- 5 4
Section 7
100 SERIES
2. Placement of cargo alongside passengers is acceptable as long as a 12

aisle is left for passenger exit to the crew doors. This general configuration
is illustrated in the figure below.
Figure 7-50 Loading and Securing Cargo Next to Passengers
Systems
3. A combination of aft and side placement of cargo is also permissible.

Examples of this are shown in the figure below. As with side loading,
a combination of aft and side placement of cargo must allow for a 12
passenger exit isle forward to the crew doors.
Figure 7-51 Combination Side/Aft Cargo Placement
7- 5 5
Section 7
100 SERIES
Prohibited Loading Configurations

Cargo may not be placed in front of passengers. This would block access to
the right side emergency exit.
Figure 7-52 Prohibited Loading Configuration
SECURING CARGO
It is the responsibility of the operator to use approved cargo straps and cargo
attach fittings to ensure that cargo is properly restrained. The use of the
approved cargo straps and cargo attach fittings must be in accordance with
the strap usage requirements below.
Approved Cargo Attach Fittings

The following cargo attach fittings are the ONLY fittings approved for use on
the KODIAK:
Systems
APPROVED CARGO ATTACH FITTINGS

MANUFACTURER
PART NO.
ATTACH TYPE
ANCRA INTERNATIONAL, LLC
40340-20
SINGLE-STUD
40340-21
SINGLE-STUD
40340-22
SINGLE-STUD
40340-23
SINGLE-STUD
40340-24
SINGLE-STUD
40340-25
SINGLE-STUD
47556-10
DOUBLE-STUD
47556-11
DOUBLE-STUD
47556-12
DOUBLE-STUD
47556-14
DOUBLE-STUD
47556-16
DOUBLE-STUD
47556-20
DOUBLE-STUD
47556-21
DOUBLE-STUD
47556-22
DOUBLE-STUD
47556-24
DOUBLE-STUD
47556-26
DOUBLE-STUD
CARGO SYSTEMS, INC
78101
DOUBLE-STUD
7- 5 6
Section 7
100 SERIES
Approved Cargo Straps

The following straps are the ONLY straps approved for use on the KODIAK:
APPROVED CARGO STRAPS
MANUFACTURER
PART NO.
CARGO SYSTEMS, INC

CARGO SYSTEMS, INC
CARGO SYSTEMS, INC
CARGO SYSTEMS, INC
41842-80
S3E120E24N07
S3E180E24N07
S3E240E24N07
CGU-1/B
<ANY>
COMPATIBLE
FITTING(S) [ BY ROW# ]
HOOK (X2)
1 - 17
SNAP HOOK (X2)
1 - 17
SNAP HOOK (X2)
1 - 17
SNAP HOOK (X2)
1 - 17
ATTACH TYPE
(per MIL-PRF-27260C)
HOOK (X2)
1 - 17
Using a Strap to Secure Cargo

There must be one dedicated strap for every:
100 lb of cargo, to restrain the cargo from shifting forward.
800 lb of cargo, to restrain the cargo from shifting upward.
1000 lb of cargo, to restrain the cargo from sideward shifting.
An article of cargo that weights 800 lb will require: 8 straps restraining forward
movement, 1 strap restraining upward movement and 4 straps restraining
sideward movement (2 in each direction), for a total of 13 straps. The method
of calculating the number of straps required is shown in following equations:
Strap Calculation for Forward Restraint:
800 lb
100 lb
= 8 Straps
Strap Calculation for Upward Restraint:
800 lb
800 lb
= 1 Strap
Strap Calculation for Sideward Restraint:

800 lb
500 lb
= 1.6
2 straps (in each direction)
When loading cargo, take care to protect the aluminum seat tracks. An
appropriate protective covering, such as wood planks or cardboard, may need
to be placed over the seat tracks when loading or unloading cargo from the
rear of the cabin, to prevent damage from occurring.
7- 5 7
Systems
Loading Cargo
Section 7
100 SERIES
Tie-Down Points
The ratings for the tie-down points in the fuselage of the KODIAK are provided
in the table below.
Tie-Down Location & Type & Location
Ceiling
Floor, Zone 6
Walls
Floor, Single Lug
Rating (Pounds)
75
75
100
100
Table 7-2 KODIAK Tie-Down Point Ratings
The number of tie-down points required for the example 800 lb article of cargo
will depend upon which tie-down points are used. If the minimum of 13 straps
are used and 2 tie-down points are utilized for each strap for a total of 26 tiedown points, the operator will need to ensure that the capacity of the tie-down
points sum to at least 800 lb as shown in the equation below. The equation
calculates the total capacity of the 26 tie-down points assuming the use of 10
wall tie-down points and 16 floor tie-down points and the individual ratings
taken from the figure above.
(10 X100 LB) {10 X WALL} + (16 X 100 LB) {16 X FLOOR } = 2,600 LB => Adequate
Tiedown Points
General Rules for Securing Cargo

There are several rules in place to protect the occupants from free or shifting
cargo during all phases of ground and flight operations. While operating
according to the previous guidelines, the operator will be required to abide by
the following rules when securing cargo in the aircraft.
WARNI NG : These rules are intended to ensure safe transport of
passengers and cargo, while maintaining flexibility in configuring the
interior for travel. The loading rules presented here prohibit configurations
of cargo and passengers that could be dangerous. If a particular
combination of cargo weight and configuration does not satisfy all of the
loading rules presented here, it may not be carried in the KODIAK 100.
Systems
Cargo must be firmly immobilized in all directions and secured by straps

and tie-down points of adequate strength.
The number of tie-down points must be selected so that the sum of their
capacity is equal to, or greater than, the weight of the article of cargo.
Loads must be secured in a down and back manner (see figure
below).
Straps must be attached and secured in a manner that prevents them
from becoming unfastened, opened or released while in use.
Multiple straps securing common cargo must all be securely tightened
to the same tension to ensure the load is carried by all straps. When
tightening multiple straps, care must be taken to ensure that tightening
one strap (or set of straps) does not loosen another strap (or set).
If multiple straps are used to restrain an article of cargo in a particular
direction, the straps shall be spaced evenly about the center of gravity
of the cargo.
7- 5 8
Section 7
100 SERIES
Only one strap may be attached to each cargo tie-down fitting.

Fittings installed in the seat tracks must be spaced at least 8" apart.
There must be at least 4 of clearance between the sides of the fuselage
(or windows) and articles of cargo.
There must be at least 8 of clearance between cargo and seat backs.
Cargo spanning more than one zone may have a total weight of the
added zones, but care must be taken to ensure that the maximum zone
ratings are not violated in any individual zone.
Items that are difficult to bundle or stack with other cargo must be
secured separately using adequate straps and tie-down points.
All equipment used to secure cargo must be in proper condition to
perform its function, with no damage or weakened components that
could adversely affect its performance.
Figure 7-53 Securing Stacked Cargo
Using Wall and Ceiling Tie-Downs to Secure Cargo
Systems
The walls and ceiling of the fuselage are less capable of restraining cargo
than the seat tracks, and therefore require the following considerations:
When securing cargo to prevent upward movement, the cargo must
be positioned so that the straps create an angle of at least 45 with the
floor (viewed from front or rear) when using tie-down points in the walls
of the fuselage. This is illustrated in the figure below.
Figure 7-54 Upward Restraint with Straps
7- 5 9
Section 7
100 SERIES
When securing cargo to prevent forward movement, the cargo must

be positioned so that the straps create an angle of at least 45 with
the leading edge of the cargo (when viewed from above), when using
tiedown points in the walls of the fuselage. This is illustrated in the
figure below. The exception is when two straps are used together to
prevent forward movement and pass over the top of the cargo as well
as in front of the cargo. See figure below.
Figure 7-55 Forward Restraint with Straps
Systems
Figure 7-56 Combination Forward and Upward Restraint
7- 6 0
Section 7
100 SERIES
Using a Net to Secure Cargo

If a cargo net is used, tie it securely to itself along the front and sides so that
cargo cannot escape from under the net. While the net bundles the load
together, straps shall be added in accordance with the total weight of the
cargo, following the previous rules.
Do not fasten cargo nets to tie-downs or seat tracks under or at the rear
of seats. This would give minimal protection for the occupants if the strap
stretches during flight. The net should be pulled under the cargo and tied
back pulling the load away from the seats with at least 8 between the cargo
and the back of a seat.
While it is permissible for straps to be weaved into nets (to prevent the net
from sliding under the strap), each end of a strap that is being used to secure
the load must be fastened to tie-down points in the aircraft.
Cargo alongside Occupants

When it is necessary to have cargo alongside an occupant, it must be secured
away from the occupant, as well as down and back.
When the pilot is the only occupant, and the copilot seat has been removed
to carry cargo, the cargo must be at least 6 in any direction from the copilot
flight controls when in their most aft position (including rudder pedals), and
must not be higher than the door handle.
EXTERNAL CARGO COMPARTMENT
The external cargo compartment is fabricated from a gel coat, fiberglass,

resin, and foam core composite, also containing ground plane mesh. Ventral
fins, strakes and aerodynamic fences are installed to provide additional
directional stability. Fuel drains and vents are routed to a common drain
manifold on the right side. Jacking of the nose gear is accomplished with
a column jack point, which extends below the aircraft firewall, through the
external cargo compartment. Jacking of the main gear is accomplished with a
column jack and a special adapter at the aft trunnion bolt.
7- 61
Systems
The KODIAK 100 may be equipped with an external cargo compartment,

which attaches to the bottom of the fuselage and provides an additional
cargo volume of 63 cubic feet (or 750 pound capacity). The external cargo
compartment is comprised of the nose fairing and the body of the pod,
which are separated by a stainless steel firewall. It has three separate
compartments which are accessible through three doors on the left side of the
aircraft. Once installed, the external cargo compartment and its components
will increase the weight of the aircraft by approximately 175 pounds.
Section 7
100 SERIES
7-11 SEATS, SEAT BELTS AND SHOULDER HARNESSES

Standard seating for the airplane consists of six-way adjustable pilot and front
passenger seats. Additional passenger seating is available in the passenger
versions. The utility configuration consists of four rows of single-place, fixed
position collapsible seats on each side of the cabin.
WARNI NG : None of the standard equipment airplane seats is approved
for installation facing aft.
PILOT AND FRONT PASSENGER SEATS

The pilot and front passenger seats are adjustable in six directions. They
may be moved forward or aft, adjusted up or down and the seat back angle
may be changed. Position the seat forward and aft by raising one of the small
levers on the left or right sides of the seat. Once a lever is raised, position the
seat as desired and release the lever. Ensure the seat is properly locked into
position by trying to move the seat forward and aft. The seat may be raised
or lowered by rotating the crank under the front center of the seat. The seat
back angle may be adjusted by raising the lever on the outboard or inboard
aft side of the seat and positioning the seat back as desired. Ensure the seat
back is properly locked into position by trying to move the seat back forward
and aft. The pilot and front passenger seats are equipped with non-adjustable
headrests.
AFT PASSENGER SEATS UTILITY PASSENGER VERSION

Individual collapsible seats are available for the eight aft passenger stations.
The seats may be folded into a compact space and stowed in the aft baggage
area when not in use. When necessary, the seats can then be unfolded and
installed in the passenger area. The seats are equipped with quick-release
fasteners which allow them to be readily fastened to the seat tracks in any
one of the eight passenger seat stations.
PILOT AND COPILOT SEAT BELTS/SHOULDER HARNESSES
Systems
All seat positions are equipped with seat belts and shoulder harnesses. The
shoulder harnesses on the pilot and front passenger seats are equipped with
inertia reels.
WARNI NG : Failure to properly utilize the seat belts, shoulder harnesses
and inertia reels could result in serious injury or death in the event of an
accident.
7- 6 2
Section 7
100 SERIES
Both the pilot and front passenger seats are equipped with a four-point
restraint system which combines the function of conventional lap-belts, and
inertia reel equipped double strap shoulder harness in a single assembly.
The lap belts attach to fittings on each side of the lower aft portion of the seat
frames. The shoulder harness and inertia reel assemblies attach to the upper
portion of the forward carry-through spar. The inertia reels are equipped
with levers mounted overhead the pilot and front passenger seats to lock the
reels and prevent any upper body movement whatsoever. Pushing the inertia
reel lever to the forward position locks the inertia reel. Placing the inertia
reel lever in its full aft position unlocks the inertia reel and allows freedom of
movement of the upper body except in the event of sudden deceleration, in
which case, the inertia reel will automatically engage and prevent movement.
The inertia reel levers must be placed in the locked position prior to takeoff or
landing.
The left half of the lap belt contains the buckle, which is the connection point
for the right half of the lap belt, and both shoulder harnesses. The right lap
belt and shoulder harnesses are fitted with links which insert into the buckle.
Both halves of the seat belt and shoulder harnesses have adjusters with
narrow straps to enable the belt halves to be lengthened or shortened as
necessary. The shoulder harnesses must be routed between the headrest
supports.
To use the restraint system, place the inertia reel lever in the unlocked
position, lengthen each half of the seat belt as required by pulling the buckle
or connecting link towards the lap with one hand while pulling outward on the
narrow adjuster strap with the other hand. Insert the right connecting link into
the lower right slot of the buckle. Position each shoulder harness strap over
the shoulders and insert their links into the upper slots in the buckle. The seat
belts and shoulder harnesses should be tightened to a snug-fit by grasping
the free end of each belt and pulling it away from the buckle. If desired, place
the inertia reel lever in the locked position.
To release the lap belts and shoulder harnesses, simply twist the front section
of the buckle in either direction and pull all connecting links free.
All seat belts attach to fittings installed on the seat frame. The belts consist
of a buckle-half and a link-half on each seat. To use the seat belts, lengthen
the link side and buckle side of the lap belts and shoulder harnesses as
necessary by grasping the sides of the link or buckle and pulling against
the belt. The shoulder harnesses are equipped with a narrow strap to aid in
lengthening the strap. Simply pull on the narrow strap to lengthen the straps
as required. Position each shoulder harness strap over the shoulders and
insert the lap/shoulder harness link into the lap/shoulder harness buckle.
The seat belts and shoulder harnesses should be tightened to a snug-fit by
grasping the free end of each belt and pulling it away from the buckle.
7- 6 3
Systems
PASSENGER VERSION SEAT BELTS AND SHOULDER

HARNESSES
Section 7
100 SERIES
SEAT REMOVAL AND INSTALLATION

NO T E : The Passenger and Crew Seat installation and removal
instructions contained in this section can be performed by a pilot without
a logbook entry. If any seats are removed, a weight and balance for flight
must be calculated using the procedures defined in Section 6 of this
manual.
Tools Required to Remove the Passenger and Crew Seats

The passenger and crew seats can be removed using the following tool(s):
a. Standard Flat Head Screw Driver (Passenger Seats)
b. Standard Phillips Head Screw Driver (Crew Seats)
Seat Tracks
If equipped, seat tracks are marked with station identification markings every
10 inches, starting at FS (Fuselage Station) 50.0. These markings will assist
the operator in quickly installing seats. Refer to the following example of how
to properly install a seat.
11
0
12
CONFIGURATION A
EXAMPLE FIGURE:
(FS 115.0 , Row 3)
Insert seat into track and move
AFT 1/2 inch to engage lock.
Example: To install a seat in Row 3 (FS 115.0), locate fuselage station

marking FS 110.0 and count 5 seat track notches AFT. Insert the seat lock
paw into FS 115.0 and move the seat 1/2 inch AFT and engage the seat track
lock. This is the location for the center of the seats track lock pin.
Track Station Markings

(Every 10 Inches)
Note: A Black Diamond
identifies each station.
Systems
Figure 7-57 Seat Track Marking Example
For weight and balance calculations, the individual seat weights and seat CG
locations are provided in Section 6 of this manual.
7- 6 4
Section 7
100 SERIES
CREW SEAT REMOVAL AND INSTALLATION

Crew Seat Removal:
1. Using a phillips head screw driver, locate and remove the seat stops.
50
2. Slide the seat AFT which will allow the AFT portion of the seat to clear
through the removal notch in the seat track.
Systems
3. After the seat has been removed, unhook the shoulder harness from the
inertia reel using the quick disconnect.
4. Update the aircraft weight and balance using the procedures defined in
7- 6 5
Section 7
100 SERIES
Crew Seat Installation:

1. Connect the shoulder harness to the inertia reel using the quick connect
(shown on previous page).
2. Place the seat in the cockpit inserting the FWD frame tracks into the seat
tracks as shown.
3. Slide the seat forward and insert the AFT seat frame tracks into the seat
tracks as shown.
Systems
4. Install the seat stops as shown. The seat stops should be 50 in. from
the firewall or count 4 notches from the seat removal hole in the track.
Ensure the weight and balance for the next flight reflects the new seat
configuration, using the procedures defined in Section 6 of this manual.
Seat Removal Notch
3 Track Spaces
(Station Identifier FS 50.0)

50
7- 6 6
Section 7
100 SERIES
PASSENGER SEATS REMOVAL AND INSTALLATION

Passenger Seat Removal:
1. Using a flat head screw driver, locate and loosen the cable tensioners (x2)
by rotating counterclockwise 3/4 turn.
3/4 turn
2 Locations
2. Using a flat head screw driver, locate and unlock the seat foot by rotating it
90 degrees, as shown below.
Turn 90o
2 Locations
Systems
3. Once the feet are unlocked, slide the seat AFT 1/2 of a track notch to allow
the feet to exit the track. Once moved AFT, lift up the seat and the seat will
clear the rails. The seat is now ready for storage. Seats will fold for ease of
storage.
AFT 1/2 Seat Track

4. Update the aircraft weight and balance for flight, using the procedures
defined in Section 6 of this manual.
7- 6 7
Section 7
100 SERIES
Passenger Seat Installation:

1. Locate the correct position of
the seat based on the approved
configurations in this manual. To
determine the correct position
FS 178.00
for the seat, locate the station
identification markings on the
Count Forward
seat tracks and use them to
to Determine
quickly locate the seat position
Seat Location or
by counting forward or AFT
Locate Seat Track
of the seat track identification
Identification
markings.
Markings
2. Unfold the seat and insert all
four feet into the seat tracks,
aligning the rear foot locks with
the position identified in step 1.
Turn 90o
3. Using a flat head screwdriver, lock

the seat foot by rotating the lock 90
degrees (x2) (see figure to right).
4. Using a flat head screwdriver,
locate and tighten the cable
tensioners (x2) by rotating
clockwise 3/4 turn (see figure
below). Ensure that the tensioner
is in contact with the stop.
3/4 turn
Systems
2 Locations
5. Update the aircraft weight and balance for flight, using the procedures
defined in Section 6 of this manual.
7- 6 8
Section 7
100 SERIES
7-12 DOORS AND WINDOWS

CABIN ENTRY DOORS
Entering and exiting the airplane is accomplished through an entry door on
each side of the forward fuselage at the pilot and front passenger positions.
A cargo door on the left side of the aft fuselage may also be used for cabin
entry.
CREW ENTRY DOORS

Both crew entry doors incorporate a conventional exterior door handle, a
key-operated door lock, a conventional interior door handle, lock override
and a fixed window. The pilot window includes a storm window which may
be opened. To open either crew entry door from outside the airplane (when
unlocked), press on the forward portion of the handle to expose the handle
and rotate it upward toward the OPEN position. To close the door from the
inside of the airplane, use the conventional armrest handle. Place the inside
door handle in the OPEN position and pull the door shut; then, rotate the
handle forward to the LATCHED position. When the handle is rotated to the
LATCHED position, an over-center condition will hold it in that position.
CAUT I O N : Failure to properly close and latch the crew doors may cause
them to open in flight.
Systems
Both crew doors should be in the LATCHED position prior to flight, and should
not be intentionally opened during flight. If it is necessary to lock the aircraft
when leaving it unattended, both crew doors must be locked from the outside
of the airplane with the conventional key locks.
7- 6 9
Section 7
100 SERIES
CARGO/AFT PASSENGER DOOR

A cargo/aft passenger door is installed on the left side of the airplane just aft
of the wing trailing edge. The door is a clamshell-type with stairs built into the
lower half for easy access to the passenger/cargo area. With the cargo door
open, the large opening facilitates the loading of bulky cargo into the cabin. A
conventional handle is installed on the exterior of the door.
1. To open the door from the outside, press the forward portion of the handle
to expose the handle; rotate the handle up toward the OPEN position to
unlatch the door. The upper half of the door has two telescoping door lifts
which raise the door to the fully-open position. Once the upper half of the
door is opened, the lower half may be unlatched by moving its lever aft.
2. To close the door from the outside, ensure the lower door handle is in the
UNLATCHED position, and shut the door. Hold the lower door closed and
rotate the handle forward to the LATCHED position. Pull the upper door
down and while holding it in the closed position, rotate the lever down to
latch the upper door in place.
3. To open the door from the inside, grasp the upper door handle and rotate it
upward to the open position. Once the upper door is open, move the lower
door handle aft to unlatch the door. The lower door may then be carefully
lowered to the open position.
4. To close the door from the inside, ensure the lower door handle is in the
OPEN (aft) position and pull the door shut. With the door pulled closed
tightly, move the handle forward to the LATCHED position. Once the lower
door is closed, pull the upper door shut while ensuring the door handle is in
the OPEN (up) position. Hold the upper door shut and move the handle aft
to the latched position.
As a safety feature, the airplane is equipped with a cargo door warning
system. If the cargo/aft passenger door is not properly latched, annunciation
through the G1000 will alert the pilot of the situation.
CAUT I O N: Failure to properly latch the cargo door will result in
illumination of the CARGO DOOR annunciator. This annunciation will
appear in amber if the aircraft is on the ground and red if the aircraft is
airborne (as determined by GPS groundspeed). Ignoring the amber
CARGO DOOR annunciation on the ground may result in the cargo door
coming open in flight.
Systems
7-7 0
Section 7
100 SERIES
INFLATABLE CREW DOOR SEALS (IF EQUIPPED)

In airplanes retrofitted with the optional inflatable crew door seals, both crew
doors will have an inflatable seal installed along the edge of the door, as well
as a separate, feathered door seal.
Systems
NO T E : Although doors are of a standard construction, each door is

custom-fit and mated to the airplane on which it is installed; doors are not
interchangeable unless they are custom modified to fit.
Figure 7-58 Inflatable Crew Door Seal (When Installed)
7-71
Section 7
100 SERIES
Inflatable Door Seal System

On airplanes equipped with the crew door inflatable door seal system, when
the master switch is ON and a crew door handle is moved to the CLOSED
position, the door seal inflates, and remains inflated, until the door handle
is moved to the OPEN position. When the door is closed and the seal is
inflated, the seal reduces infiltration of exterior noise into the cabin, keeps
precipitation from entering, and acts as a weather-stripping gasket to help
maintain cabin environmental control. Whether the master switch is ON or
OFF, when the crew door handle is moved to the OPEN position, the inflatable
seal deflates and no longer seals the crew door. While the inflatable seal is
deflated, the feather seal keeps precipitation from entering the cabin.
NO T E : If the inflatable seal is not in operation during flight, the feather
seal alone will not be as effective as the inflatable crew seal at keeping out
noise, precipitation, and the external climate.
The inflatable crew door seal is designed to work when cabin temperatures
are above approximately 0F. If the airplane has been parked or operated at
temperatures where the cabin is below 0F, a thermal switch will open and
prevent the compressor from operating. However, since the thermal switch
is located in the cabin, as long as the cabin environment is maintained at a
temperature above approximately 0F, the thermal switch will remain closed
and the door seal compressor will operate when activated. The thermal
switch protects the compressor diaphragm, motor, and components from
damage due to operation with frozen or brittle parts. If, after the crew door
seals are inflated, the temperature drops below 0F, the seals will remain
inflated until pressure is released from them, such as by opening a door. The
compressor will not activate until the thermal switch closes again.
CABIN WINDOWS
The airplane is equipped with a two-piece acrylic windshield reinforced with
a metal center strip. The two crew door windows are constructed of clear
polycarbonate. The pilots door contains a storm window, which can be
opened. The six aft cabin windows and cargo/aft passenger door windows are
constructed of grey tinted polycarbonate.
Systems
7-7 2
Section 7
100 SERIES
7-13 CONTROL LOCK
To prevent damage to the ailerons, elevator, and rudder systems, caused by

wind buffeting while the airplane is parked, a control lock is provided to lock
the ailerons, elevator, and rudder in place. The lock consists of a steel pin
which is inserted through holes in the control tube and a locking mechanism
for the rudder pedals. The steel pin has a flag that identifies it as a control
lock and provides a warning statement for removal prior to starting the engine.
To install the control lock, align the hole in the upper portion of the pilots
control wheel shaft with the hole in the shaft collar on the instrument panel
and insert the rod into the aligned holes. Installation of the lock will secure
the ailerons in their neutral position and the elevators in the full trailing edge
down position. Proper installation of the lock will place the flag directly in front
of the pilots view of the instrument panel.
To install the rudder gust lock, position the pedal sleeves over the top of the
rudder pedals and then lock the seat track anchor into the anchor point.
The Pratt & Whitney Canada PT6A-34 powerplant is a lightweight, reverse

flow, free power turbine engine. It utilizes two independent turbines; one
turbine drives the compressor in the gas generator section and the second
drives the propeller through a reduction gearbox.
Inlet air enters near the rear of the engine through an annular plenum
chamber formed by the compressor inlet case where it is directed to the
compressor section. The compressor consists of three axial stages and a
single centrifugal stage, all assembled as an integral unit. A row of stator
vanes, located between each stage of compression, diffuses the air, raises
its static pressure and directs it to the next stage of compression. The
compressed air passes through diffuser tubes which turn the air through
ninety degrees in direction and converts velocity to static pressure. The
resultant compression ratio of the engine is 7.0:1.
The diffused air then passes through straightening vanes to the annulus
surrounding the combustion chamber liner. The combustion chamber liner
consists of an annular weldment that has perforations of various sizes,
allowing entry of compressor delivery air. The flow of air changes direction
180 degrees as it enters and mixes with fuel. The fuel/air mixture is ignited
and the resultant expanding gases are directed to the turbines. The location of
the liner eliminates the need for a long shaft between the compressor and the
compressor turbine, thus reducing the overall length and weight of the engine.
Fuel is injected into the combustion chamber liner through 14 simplex
nozzles, 10 primary and 4 secondary, for ease of starting. Fuel is supplied
by a dual manifold consisting of primary and secondary transfer tubes and
adapters. The fuel/air mixture is initially ignited during starting by two spark
igniters which protrude into the liner. The resultant gases expand from the
liner, reverse direction in the exit duct zone and pass through the compressor
turbine inlet guide vanes to the compressor turbine. The guide vanes ensure
that the expanding gases impinge on the turbine blades at the correct angle,
with minimum loss of energy. The still-expanding gases are then directed
forward to drive the power turbine.
7-7 3
Systems
7-14 ENGINE
Section 7
100 SERIES
The compressor and power turbines are located in the approximate center of
the engine with their respective shafts extending in opposite directions. This
feature provides for simplified installation and inspection procedures. The
exhaust gas from the power turbine is directed through an annular exhaust
plenum to the atmosphere, via twin opposed exhaust ports provided in the
exhaust duct.
Interturbine temperature (ITT) is monitored by a cold junction thermocouple
system comprising a bus-bar, probes, and harness assembly, installed
between the compressor and power turbines, with the probes projecting into
the gas path. A terminal block mounted in the gas generator case provides a
connection point to cockpit instrumentation and to an ITT trim thermocouple
mounted externally in the air inlet zone.
The engine is rated at 750 shaft horsepower for takeoff and maximum
continuous emergency power (1790 foot pounds of torque at 2200 RPM,
varying linearly to 1970 foot pounds of torque at 2000 RPM; below 2000
RPM, the maximum takeoff/emergency power torque setting remains constant
at 1970 foot pounds).
The engine is rated at 700 shaft horsepower for maximum climb and
maximum cruise (1670 foot-pounds of torque at 2200 RPM, varying linearly
to 1840 foot pounds of torque at 2000 RPM; below 2000 RPM, the maximum
climb and cruise power torque setting remains constant at 1840 foot pounds).
The gas generator (compressor) turbine speed is 37,500 RPM at 100%Ng.
The maximum permissible gas generator speed is 38,100 RPM or 101.6%Ng.
The power turbine speed is 33,000 RPM at a propeller shaft speed of 2200
RPM (a reduction gear ratio of 0.0663:1)
All of the engine-driven accessories, with the exception of the propeller
tachometer-generator and the propeller governors, are mounted on the
accessory gearbox at the rear of the engine. The accessory gearbox is driven
by the compressor turbine with a coupling shaft, which extends from the
compressor section through a conical tube in the center of the oil tank.
The engine is self-sufficient since its gas generator driven oil system provides
lubrication for all areas of the engine, pressure for the torquemeter, and power
for propeller pitch control. The engine oil supply is contained in an integral
tank which forms part of the compressor inlet case. The integral tank has
a capacity of 9.2 US quarts (6.0 US quarts usable) and is equipped with a
dipstick/filler cap and drain plug.
Systems
NO T E : Refer to Section 1-4, Descriptive Data: Oil, for total installed

lubrication system oil capacity.
The power turbine drives the propeller shaft through a two-stage planetary
reduction gearbox on the front of the engine. The gearbox incorporates an
integral torquemeter device which provides an accurate indication of the
engine power output to the cockpit.
7-74
Section 7
1. Propeller Shaft
16. Gearbox Coupling Shaft
2. Propeller Governor Mounting Pad
17. Integral Oil Tank
3. First-Stage Reduction Gear
18. Compressor Bleed Valve
4. Exhaust Duct
19. Fuel Drain Valve
5. ITT Wiring Harness
20. Diffuser Tube
6. Fuel Nozzle
21. Gas Generator Case
7. ITT Bus-Bar and Probe Assembly
22. Power Turbine Vane Ring
8. Compressor Turbine
23. Power Turbine
9. Compressor Turbine Vane Ring
24. Flow Divider & Dump Valve
10. Centrifugal Compressor Impeller
25. Combustion Chamber Liner
11. Axial-Flow Compressor Impellers (3)
26. Power Turbine Shaft
12. Compressor Air Inlet
27. Power Turbine Shaft Housing
13. Compressor Inlet Case
28. Second-Stage Reduction Gear
14. Accessory Gearbox
29. Magnetic Chip Detector
15. Accessory Gearbox Driveshaft
30. Propeller Reduction Gearbox
Figure 7-59 PT6 Engine Diagram
7-75
Systems
100 SERIES
Section 7
100 SERIES
ENGINE CONTROLS
The engine is operated using four separate controls consisting of an
emergency power lever, power lever, propeller control lever and a fuel
condition lever. The power and fuel condition levers are engine controls and
the propeller control lever controls propeller speed and feathering.
Power Lever
The power lever is connected, through linkages, to a cam assembly mounted
on the fuel control unit at the rear of the engine. The power lever controls
engine power through its full range from maximum takeoff to full reverse.
The power lever also controls the pitch of the propeller when placed in
BETA range. The power lever has MAX, IDLE, BETA and REVERSE range
positions. The range from the MAX position through IDLE allows selection
of the desired engine power output. The BETA range enables control of
propeller blade angle from idle thrust, through a zero thrust condition to
maximum reverse thrust.
Propeller Control Lever

The propeller control lever is connected, through linkages, to the propeller
governor mounted on top of the propeller reduction gearbox. The propeller
control lever controls the governor settings from the maximum RPM position
to full feather. The lever has two main positions: MAX and FEATHER. The
MAX position is used when a high RPM is desired and governs the propeller
speed at 2200 RPM. The FEATHER position is used during normal shutdown
of the engine to assist in stopping the rotation of the power turbine and front
section of the engine. Rotation of the forward section of the engine is not
desirable when the engine is shutdown, since lubrication is not available after
the gas generator section of the engine comes to a stop. With the propeller
feathered when the engine is shut down, propeller windmilling in gusty wind
conditions can also be minimized. A mechanical stop built into the pedestal
slot of the propeller control lever makes it necessary to move the propeller
lever to the left prior to moving the lever into or out of FEATHER.
Fuel Condition Lever
Systems
The fuel condition lever in the cockpit is connected through airframe linkage
to a combined lever and stop mechanism at the top of the fuel control unit
(FCU); this is connected by the FCU linkage to the cut-off lever on the side of
the unit. The lever and stop also function as a hi-idle stop. The fuel condition
lever performs the function of CUTOFF, LOW-IDLE and FLIGHT-IDLE. The
CUTOFF position shuts off all fuel to the engine fuel nozzles. LOW-IDLE
positions the control rod stop to provide a gas generator RPM of 52% Ng.
FLIGHT IDLE positions the control rod stop to provide a gas generator RPM
of approximately 68% Ng.
7-76
Section 7
100 SERIES
Emergency Power Lever

The emergency power lever is connected, through linkages, to the manual
override lever on the fuel control unit and allows manual governing of the
engine fuel flow should a malfunction occur in the fuel control units pneumatic
governing system.
When the engine is operating, a failure of any fuel control unit pneumatic
governing signal input will result in the fuel flow decreasing to minimum idle
(approximately 48% Ng at Sea Level and increasing with altitude). The
emergency power lever allows restoration of engine power in the event of
such a failure. NORMAL and MAX positions are provided for the emergency
power lever. The NORMAL position is used for all normal engine operations
when the fuel control unit is functioning normally and engine power is selected
through the power lever. The range from NORMAL to MAX governs engine
power and is used when a malfunction has occurred in the pneumatic
governing system of the fuel control unit and the power lever is ineffective. A
mechanical stop in the lever slot requires that the emergency power lever be
moved to the left to clear the stop before it can be moved forward, out of the
NORMAL (full aft) position, and into the override position.
CAUT I ON : The emergency power lever/manual override system is
considered an emergency system and should only be used in the event of
a fuel control unit governing malfunction. When attempting a normal start,
ensure the emergency power lever is in the NORMAL (full aft) position;
otherwise, an over-temperature (hot-start) condition may result.
CAUT I ON : When the fuel control manual override system is in use,

engine response may be more rapid compared to using the normal power
lever. Additional care should be taken during engine acceleration to avoid
exceeding the engine limitations.
NO T E : The EMER PWR LVR annunciator will illuminate whenever the

lever is not stowed in its NORMAL position. This precaution is provided to
prevent starting the engine with the emergency power lever inadvertently
placed in any position other than NORMAL.
Control Quadrant Friction Lock

A quadrant friction lock is installed on the right side of the control pedestal. It
is provided to help minimize creeping of the engine controls once they have
been set. The lock is a knurled knob which increases friction on the engine
controls when it is rotated clockwise.
7-7 7
Systems
obtainable.
Section 7
100 SERIES
ENGINE INSTRUMENTS
The G1000 Engine Indication and Crew Alerting System (EICAS) provides
the pilot with graphical indicators and numeric values for engine, oil, fuel,
electrical, flap, and trim system parameters. The EICAS is shown in a vertical
strip on the MFD during normal operation. In all cases, green indicates
normal operation, yellow indicates caution, and red indicates warning. If
either of the PFDs or the MFD fail during flight, the EICAS will be shown on
the remaining displays. The EICAS consists of three pages that are selected
using the ENGINE softkey.
The default ENGINE page provides indicators for Engine Torque, InterTurbine Temperature (ITT), Propeller RPM, Gas Generator RPM, Fuel
Flow, Oil Pressure, Oil Temperature, Ammeter, Voltmeter, and Fuel Quantity
Indicator. Aileron Trim, Rudder Trim, Elevator Trim, and Flap Position are
shown on each EICAS page.
Systems
Figure 7-60 Default ENGINE Page
7-7 8
Section 7
100 SERIES
The FUEL page shows

numerical values for Fuel
Temperature (if equipped
with sensor), Fuel Flow, Fuel
Pressure, and Fuel Quantity (in
pounds). A fuel totalizer (fuel
calc) provides the following
fuel calculations based on
initial manual entering of fuel
quantity into the calculator:
Fuel Remaining (Pounds), Fuel
Used (Pounds), Endurance
(Hours:Minutes), and Range
(Nautical Miles). Pressing the
FUEL softkey displays the FUEL
engine page.
Figure 7-61 SYSTEM Engine Page
Figure 7-62 FUEL Engine Page
Systems
The SYSTEM page provides

numerical values for the electrical
system: Generator Amps, Alternator
Amps, Main Bus Voltage, and
Essential Bus Voltage. Indication
for the quantity in Gallons of
Ice Protection fluid is shown (if
equipped). Pressing the SYSTEM
softkey displays the SYSTEM engine
page.
NO T E : When the fuel quantity is less than 175 pounds, the title and digits
are highlighted in amber.
7-7 9
Section 7
100 SERIES
Torque Indicator
Engine torque (TRQ) is shown by the torque indicator found on each EICAS
page. The torque indicator uses a circular scale with a moving pointer and a
digital value indicating the torque being produced by the engine. The pointer
moves through a range of 0 to 2100 foot pounds.
The PT6A-34 engine is limited to 750 SHP for takeoff and emergencies, and
700 SHP for climb and cruise. Shaft horsepower is determined using the
following equation:
SHP = Torque X Propeller RPM
5252
For Example:
750 SHP = 1790 (TRQ) X 2200 (RPM)
5252
The red line on the torque indicator is a dynamic marking depending upon
propeller RPM and represents 751 SHP. If engine torque reaches the red line
limit for longer than 5 seconds or greater than 2100 foot pounds at any time,
the pointer, digital value, and label (TRQ) turn red to show engine torque is
more than the established limits. The digital value and label (TRQ) will flash.
The torque indicator is displayed in the same configuration and location on
the default, SYSTEM and ENGINE pages.
The amber arc on the torque indicator is also a dynamic marking depending
upon propeller RPM and represents a shaft horsepower range from 701 SHP
to the upper limit of 750 SHP. If the engine torque and propeller RPM are
generating between 700 SHP and 750 SHP, the torque indicator title, pointer,
and digits will be amber.
The top of the green arc on the torque indicator is also a dynamic marking
depending upon propeller RPM and represents 700 SHP.
The indicator operates in conjunction with a transmitter located on the top
of the reduction gearbox front case. The transmitter senses the difference
between the engine torque pressure and the pressure in the engine case.
The transmitter relays this data to the GEA 71 Engine/Airframe Interface Unit
which processes and outputs torque data to the EICAS. A red X through the
torque indicator shows the indicating system is inoperative.
Systems
Figure 7-63 Torque Indicator
7- 8 0
Section 7
100 SERIES

Propeller RPM is shown by the Np RPM indicator found on each EICAS page.
The propeller RPM indicator uses a circular scale with a moving pointer and
a digital value indicating propeller revolutions per minute in increments of 10
RPM. The pointer moves through a range from 0 to 2300 RPM with an amber
range from 450 to 1050 RPM, a green arc from 1900 to 2200 RPM, and a
red radial line at 2200 RPM. When propeller RPM reaches the red line limit,
the pointer, digital value, and label (NP RPM) turn red to show propeller RPM
is more than the limit. The digital value and label (NP RPM) will flash. The
amber range represents the propeller operating limitation prohibiting stabilized
ground operation between 450 and 1050 RPM.
With some G1000 software configurations (Ref. Quest SN15-01), in the event
that the G1000 detects that the propeller RPM has stabilized between the
range of 450 and 1050 RPM, the pointer, digital value, and label (NP RPM)
will turn red, and the annunciation PROP RPM will be shown, indicating the
need to advance the power lever and move out of the prohibited stabilized
range.
The instrument is electrically operated from the propeller tachometergenerator which is mounted on the right side of the propeller reduction
gearbox. The propeller RPM indicator is displayed in the same configuration
and location on the default SYSTEM and ENGINE pages.
The indicator operates in conjunction with a speed sensor and transmitter
located on the right side of the propeller reduction gearbox. The speed sensor
provides a signal to the GEA 71 Engine and Airframe Interface Unit which
processes and outputs propeller RPM data to the EICAS. A red X through the
Np RPM indicator shows the indicating system is inoperative.
Systems
Figure 7-64 Propeller RPM Indicator
7- 81
Section 7
100 SERIES
ITT Indicator
Inter-Turbine Temperature (ITT or T5) is shown by the ITT indicator found on
each EICAS page. The instrument shows the gas temperature between the
compressor and power turbines. The ITT indicator uses a circular scale with
a moving pointer and a digital value indicating Inter-Turbine Temperature in
degrees Celsius with 1C increments. The pointer moves through a range
from 0 to 1200C.
During engine start, the instrument markings indicate a normal operating
range (green arc) from 200C to 925C, caution range (yellow arc) from
926C to 1090C and a red radial line at >1090C. The indicator also shows
STRT directly above the ITT digits, signifying the indicator is in start mode.
If the ITT is greater than 1090C, the title, pointer, and digits will flash red. If
the ITT is between 926C and 1090C, the title, pointer, and digits will flash
amber. Otherwise, the title and pointer are white and the digits are green.
During normal operation, the instrument markings indicate a normal operating
range (green arc) from 400C to 740C, caution range (yellow arc) from
741C to 790C and a red radial line at >790C (max takeoff ITT). If the ITT
is >790C for greater than 2 seconds, the title, pointer, and digits flash red.
When the ITT is between 741C and 790C, the title, pointer, and digits are
amber. Otherwise, the title and pointer are white and the digits are green.
200C to 925C
926C to 1090C
>1090C
Engine Start
400C to 740C
741C to 790C
>790C
Systems
Normal
Operation
Figure 7-65 ITT Indicator
7- 8 2
Section 7
100 SERIES
Ng % RPM Indicator
The Ng % RPM indicator is shown by the Ng indicator found on each EICAS
page. The instrument shows the percent of gas generator RPM based on a
figure of 100% at 37,500 RPM. The instrument is electrically-operated from
the compressor turbine tachometer-generator mounted on the lower right
portion of the engine accessory gearbox. The Ng Indicator uses a circular
scale with a moving pointer and a digital value indicating Gas Generator
Percent RPM in increments of 0.1%. The pointer moves through a range of
0.0% to 110.0%.
The instrument markings indicate a normal operating range (green arc) from
52.0% to 101.6%, and a red line at 101.6%. If the Ng speed is greater than
101.6% for longer than 2 seconds, the title, pointer and digits will flash red.
Otherwise, the title and pointer are white and the digits are green.
Figure 7-66 Ng % RPM Indicator
Fuel Flow Indicator

A digital value for FFLOW PPH is included on both the SYSTEM and FUEL
EICAS pages.
The fuel flow transducer is located in the fuel line between the fuel control unit
and the flow divider.
Figure 7-67 Fuel Flow Indicator
A digital value for FTEMP C is included on the FUEL EICAS page. The fuel
temperature sensor is integrated in to the right wing inboard float-type fuel
sensor (if equipped). It has a range of -55 to +55C.
At fuel temperatures from -40 to -55C, the digits will be displayed in amber.
This is to caution the pilot that operating at these fuel temperatures requires
the use of fuels certified for temperatures below -40C. See fuel limitations, in
Figure 7-67(a) Fuel Temperature Indicator
7- 8 3
Systems
Fuel Temperature Indicator
Section 7
100 SERIES

Engine oil pressure is displayed on the default ENGINE page by the OIL PSI
horizontal bar indicator. The indicator range is 0-120 PSI with a red line at
40 PSI, an amber band from 40 to 85 PSI (caution range), a green band from
85 to 105 PSI (normal operating range), and a red line at 105 PSI. A white
pointer indicates actual oil pressure. Oil pressure is also indicated adjacent to
the horizontal bar indicator digitally. Oil pressure is also displayed digitally on
the SYSTEM and FUEL EICAS pages.
When oil pressure is less than 40 PSI or greater than 105 PSI, the title,
pointer and digits flash red. When oil pressure is between 40 and 85 PSI, the
title, pointer and digits are amber. Otherwise, the title and pointer are white
and the digits are green.
Figure 7-68 Oil Pressure Indicator
NO T E : When starting a cold-soaked engine, it is normal for the oil psi to

exceed the normal operating range for approximately three (3) minutes,
while the engine oil warms up. Pressures as high as 150-200 psig may be
observed at startup; this is not detrimental to the engine and does not need
to be monitored. Maintain ground idle speed until oil pressure drops back
within the normal operating range.

An indication of oil temperature is provided through the Garmin G1000. The
instrument provides an electrical indication of the oil temperature in degrees
Celsius. The oil temperature sensor is located near the upper right portion
of the engine accessory gearbox. The instrument markings illustrate the
minimum operating temperature (red line) of -40C, a caution range (yellow
band) from -40 to +10C, a normal operating range (green band) from 10C to
99C and a maximum temperature (red line) at 99C.
Systems
Figure 7-69 Oil Temperature Indicator
NEW ENGINE BREAK-IN AND OPERATION

There are no specific break-in procedures required for the Pratt & Whitney
Canada PT6A-34 turboprop engine. The engine may be operated safely
throughout the normal ranges established by the manufacturer at the time the
airplane is delivered.
7- 8 4
Section 7
100 SERIES
ENGINE LUBRICATION SYSTEM

With components rotating at speeds of over 37,500 RPM, the engine
lubrication system is vital to proper engine operation. The lubrication system
consists of a pressure system, scavenge system and a breather system. The
main components of the lubrication system include:
An integral oil tank at the rear of the engine.
An oil pressure pump at the bottom of the oil tank.
An external double-element scavenge pump located on the back of the
accessory gearbox.
An internal double-element scavenge pump located inside the
accessory gearbox.
An oil-to-fuel heater located on the upper portion of the accessory
gearbox.
An oil filter located on the right side of the oil tank.
A large-capacity oil cooler mounted on the left side of the engine.
Pressure Oil System

Oil is drawn from the bottom of the oil tank through a filter screen, where it
passes through a pressure relief valve for oil pressure regulation. Pressure
oil is delivered from the main oil pump to the oil filter where foreign matter is
removed from the oil, precluding further circulation. Oil then exits the oil filter
outlet and divides into several paths.
A common supply is provided to lubricate the No. 2 bearing, the reduction

gearbox and front accessories, power turbine No. 3 and 4 bearings, and the
propeller installation. Oil from the filter outlet is directed through a cored
passage and transfer tube to an outlet boss at the 4 oclock position on the
compressor inlet case. An external oil transfer tube connected to the boss
directs the oil forward to a tee coupling at the gas generator case. An internal
oil transfer tube directs the oil to an oil transfer gallery in the No. 2 bearing
compartment. The gallery houses two nozzles which are protected by a fine
strainer. The nozzles direct the oil flow onto the front and rear faces of the
bearing. A second external oil transfer tube directs the oil forward from the
tee coupling on the gas generator case to a boss on the front case of the
reduction gearbox.
7- 8 5
Systems
Lubrication of the accessory drives and bearings is accomplished through

cored passages in the compressor inlet case, accessory diaphragm, and
gearbox housing and into the gearbox bearing areas. The No. 1 bearing is
lubricated by pressure oil from the filter outlet through a cored passage in
the compressor inlet case, to a nozzle at the center-bore and to the rear of
the compressor rear hub. The nozzle, containing a fine strainer, directs the
calibrated oil flow into a collector ring mounted on the rear of the compressor
rear hub, and through passages in the split inner race to the bearing. A cored
passage at the main oil filter outlet conducts a portion of the pressure oil to
a minimum pressurizing valve installed in the compressor inlet case at the 2
oclock position. Oil is then applied to the oil-to-fuel heater where, depending
upon temperature of the fuel, the oil is utilized to preheat the fuel. Oil from
the heater is returned to the oil tank via a check valve and adapter at the 12
oclock position on the compressor inlet case.
Section 7
100 SERIES
From the boss, the oil is directed internally, via cored passages and transfer
tubes, to three areas.
1. First, to the first-stage reduction gears, the torquemeter, and the No. 3
and 4 bearings. Oil to the torquemeter flows through a metering valve
which controls the flow into the torquemeter chamber. The position of the
metering valve is controlled by the torquemeter piston which reacts in direct
proportion to engine torque. Oil is directed to three nozzles in the No. 3
bearing oil tube, in the power turbine shaft housing, via a transfer tube in
the rear case of the reduction gearbox. Two nozzles direct oil to the front
and rear faces of the No. 3 roller bearing, while the third nozzle directs the
oil flow to the rear face of the No. 4 bearing.
2. The second oil delivery line directs oil to the propeller shaft front roller
and ball thrust bearings, the second-stage reduction gears and the No.
4 bearing. The oil flow is directed through the rear annulus of an oil
transfer sleeve mounted on the propeller shaft and, via the rear section of
the propeller oil transfer tube in the shaft, to the No. 4 bearing oil nozzle
installed at the rear end of the transfer tube. The oil is sprayed into the
hollow front section of the power turbine shaft; centrifugal force directs
the oil through a drilled annulus in the shaft to passages between the No.
4 bearing inner races and into the sun gear coupling. Oil from the rear
section of the propeller shaft oil transfer tube is also directed, via drilled
holes in the propeller shaft and cored passages in the second-stage gear
carrier, to the shaft/second-stage gear-pins and propeller shaft roller
bearing.
3. The third oil delivery line directs oil via an internal annulus and cored
passages to the externally mounted propeller governor, the accessory drive
gears and the propeller thrust bearing. Oil pressure from the propeller
governor is directed via a port in the mounting flange and cored passages
in the front case of the reduction gearbox to a transfer tube which connects
to the front annulus in the oil transfer sleeve mounted on the propeller
shaft. The oil in the annulus is then directed into the propeller shaft centerbore via the front section of the propeller oil transfer tube.
Scavenge Oil System

Systems
The scavenge system incorporates two double-element gear-type pumps

contained in cast housings, and are driven by the accessory gearbox
driveshafts. One pump is mounted within the accessory gearbox, while the
other is externally mounted at the rear of the gearbox. Oil from the No. 1
bearing compartment is returned by gravity via an internal cored passage to
the bottom of the compressor inlet case. From there, it is directed through
the oil tank compartment by a transfer tube and a port in the accessory
diaphragm and is then discharged into the gearbox. The No. 2 bearing
oil drains via internal tubes to a boss at the 5 oclock position on the gas
generator case. A flanged transfer tube directs the oil rearward to a boss
at the 6 oclock position on the compressor inlet case; the oil then passes
through cored passages and a transfer tube to the front element of the
internal scavenge pump. Scavenged oil is dumped into the accessory
7- 8 6
Section 7
100 SERIES
gearbox. Oil from the No. 3 and 4 bearings drains into the power turbine shaft
housing where, in normal flight attitude, it drains and passes through holes
in the rear case of the reduction gearbox. The oil is also partially scavenged
by the front element of the external scavenge pump and ejected into the
accessory gearbox sump.
When the engine is in a nose-up attitude, the oil collects at the rear section of
the power turbine shaft housing and is totally scavenged by the front element
of the scavenge pump, via the No. 3 bearing scavenge oil tube and one of the
external scavenge oil tubes. When the engine is in a nose-down attitude, all
the oil drains forward into the reduction gearbox sump. Oil is supplied to the
propeller governor, front thrust bearing, reduction gearbox accessory-drives
and torquemeter bleed-orifice and drains into the gearbox sump. From the
sump, oil is scavenged by the rear element of the external scavenge pump
via a strainer in the front case of the reduction gearbox and a second external
oil transfer tube. The rear element of the scavenge pump forces the oil to an
airframe-mounted cooler from where it is returned to the oil tank via an inlet
adapter located at the 12 oclock position on the compressor inlet case. Oil
flows from the adapter into a de-aerator tray installed at the top of the tank,
and drains into the tank.
Oil from the centrifugal breather, accessory gear shafts and bearings, input
gear shaft and bearing drains into the accessory gearbox sump where it is
scavenged by the rear element of the internal scavenge pump which forces
the oil into an externally mounted cooler. All oil supplied to the cooler is
returned to the oil tank.
Breather System
The No. 1 bearing compartment vents rearward through the rear bearing
housing and oil tank center tube and into the accessory gearbox. The No. 2
bearing compartment is vented via the scavenge oil transfer tube. A bypass
valve, immediately upstream of the front element of the internal scavenge
pump, allows oil and air to be vented into the accessory gearbox under certain
transient operating conditions to prevent over pressurizing the No. 2 bearing
area. Under normal operating conditions, the valve is closed to prevent oil
flooding back into the tube assembly. The No. 3 and 4 bearing compartment
and the reduction gearbox areas vent to the accessory gearbox and oil tank,
respectively, through their scavenge oil lines. The oil tank is vented to the
accessory gearbox through the anti-flooding arrangement installed at the 11
oclock position in the oil tank.
7- 8 7
Systems
Breather air from the engine bearing compartments and the accessory and
reduction gearboxes is vented overboard through the centrifugal breather
installed in the accessory gearbox. The bearing compartments are connected
to the accessory gearbox by cored passages and existing scavenge oil return
lines.
Section 7
100 SERIES
Systems
Figure 7-70 Engine Lubrication Schematic
7- 8 8
Section 7
100 SERIES
IGNITION SYSTEM
The ignition system consists of two spark igniters, an ignition exciter, two
high tension leads, an ignition annunciator light, an ignition switch, and a
starter switch. Engine ignition is provided through two igniters located at the
4 oclock and 9 oclock positions in the engine combustion chamber. The
igniters are energized by the ignition exciter mounted on a bracket attached
to the left side of the accessory gearbox. Electrical energy is transmitted from
the ignition exciter to the spark igniters via two high tension leads. Normally,
the ignition system is only energized during engine start.
Ignition is controlled by an ignition switch and a starter switch located
on the lower left portion of the instrument panel. The ignition switch has
two positions, ON and OFF. When the ignition switch is placed in the
OFF position, the ignition system will only be activated when HI START is
selected on the starter switch. In this mode of starting, the ignition system
is automatically activated. The ignition system may be manually activated
by selecting the ON position on the ignition switch for LO START operations,
air starts without starter assistance, for operation on water-covered runways,
during operations in heavy precipitation, during inadvertent icing encounters
until the inertial air particle separator has been placed in BYPASS for 5
minutes and when operating near fuel exhaustion as indicated by illumination
of the RESERVOIR FUEL annunciator.
The main function of the starter switch is to control the operation of the
starter for rotating the gas generator portion of the engine during the starting
process. However, it also controls ignition during starting operations. The
starter switch includes three positions, OFF, HI START and LO/MOTOR. The
OFF and LO/MOTOR positions have no direct effect on the ignition system.
When selected, the HI START position automatically energizes the ignition
system.
An advisory annunciation is provided through the G1000 when electrical
power is being applied to the spark igniters and is displayed as follows:
Systems
IGNITION ON
7- 8 9
Section 7
100 SERIES
AIR INDUCTION SYSTEM

The engine air inlet is located at the lower forward section of the engine
nacelle. Ram air entering the inlet flows through ducting and an inertial
air particle separator system and then enters the engine through a circular
plenum chamber where it is directed by inlet guide vanes to the compressor
section. A screen is installed on the compressor air inlet which prevents
larger debris from entering the engine, but does not filter the inlet air.
Single Actuated Inertial Separator System (SIPS)

(This section applies to Serial Numbers 100-0001 through 100-0042, NOT
equipped with the KODIAK TKS Ice Protection System.)
An inertial air particle separator system (Inertial Separator) is installed in
the air inlet duct to prevent moisture and dust particles from entering the
engine when placed in BYPASS mode. The inertial separator consists of
two electrically actuated vanes and a fixed airfoil which, during NORMAL
operation, route the inlet air through a gentle turn into the compressor air
inlet plenum. When operating in dusty or moisture filled environments, the
BYPASS mode may be selected. When the inertial separator is placed in the
BYPASS mode, the moveable vanes are placed in a position to force the air to
make a sharp turn prior to entering the inlet plenum. This sharp turn causes
any moisture or debris to separate from the inlet air and discharge overboard
through two louvered outlets on the lower portion of the engine nacelle.
Operation of the inertial separator system is controlled by a switch mounted
on the right switch panel in the ice protection cluster of switches. The switch
is labeled ENG INLET and has positions for NORMAL and BYPASS. The
inertial separator should be placed in BYPASS prior to operating the engine
when visible moisture is present (clouds, rain, snow, ice crystals, etc.) and
outside air temperatures are below 5C. The inertial separator system
may also be used for ground operations or takeoffs from dusty, sandy field
conditions to minimize the ingestion of foreign particles and debris into the
compressor. The NORMAL position should be used for all other operations.
An advisory annunciation is provided through the G1000 to indicate whether
the inertial separator system is in the NORMAL or BYPASS position as
follows:
ENG INLET NRM
ENG INLET BP
Systems
NO T E : When the BYPASS mode is selected, a slight reduction of engine

torque occurs.
7- 9 0
Section 7
100 SERIES
Dual Actuated Inertial Particle Separator System

(This section applies to Serial Numbers 100-00043 and up OR airplanes
equipped with the KODIAK TKS Ice Protection System.)
The Dual Actuated Inertial Particle Separator (DIPS) system employs two
mechanically linked moveable doors, a fixed turning vane, and an ice
shedder, all housed in a fiberglass composite intake duct. The first door
pivots about the top forward edge of the duct and the trailing edge comes to
rest on the upper surface of the turning vane in its deployed position. When
stowed, the first door retracts to serve as the upper surface of the intake duct
immediately prior to the exit from the diffuser section of the air intake system.
The basic function of the rear door (also termed the bypass door) is to block
off the bypass ducts during NORMAL operation (thereby increasing the ram
air recovery), and to direct debris and bypass airflow overboard in BYPASS
mode. The figure below shows the basic features of the IPS.
FIGURE KEY:
1. Dual Actuators
2. Three position switches,
one limit switch
3. Interconnecting rod
4. Adjustable FOD Door
Actuating Arm
5. Adjustable length Bypass

Door Actuating Arm
6. Two-Piece Ice Shedder
7. Slider Mechanism
3
6
1
7
Figure 7-71 Dual Actuated IPS
Manual Actuator Override Switch for Dual Actuated IPS
PRIMARY INLET OPERATION
ENGINE INLET OVERRIDE
Figure 7-72 Dual Actuated IPS
7- 91
Systems
The Inertial Separator on your aircraft is equipped with an actuator override.

This actuator override allows the pilot to advance the system to BYPASS in
the event of a failure of the normal engine inlet BYPASS function.
Section 7
100 SERIES
NORMAL
BYPASS
Systems
Figure 7-73 Engine Airflow
7- 9 2
Section 7
100 SERIES
EXHAUST SYSTEM
The exhaust system consists of two exhaust stubs attached to the left and
right sides of the forward section of the engine. The exhaust stubs are
designed to provide the most efficient removal of exhaust gas possible.
ENGINE FUEL SYSTEM

The engine fuel system consists of an oil-to-fuel heater, an engine driven fuel
pump, a fuel control unit, a flow divider and dump valve, a dual fuel manifold
with 14 simplex nozzles, and two fuel drain lines. The engine fuel system
provides the necessary fuel flow to accommodate the speed and power
demands of the engine.
Fuel is delivered from the fuel reservoir to the oil-to-fuel heater which utilizes
heat from the engine lubricating oil system to preheat the fuel prior to
entering the fuel control unit. A bypass valve in the heater regulates the fuel
temperature by either allowing oil to flow through the heater or bypassing it
back to the engine oil tank.
The fuel control unit consists of a fuel metering section, a temperature

compensating section, and a gas generator pneumatic governor. The fuel
control unit determines the proper fuel schedule to provide the required power
as selected by input from the power lever. This is accomplished by controlling
the speed of the compressor turbine. The temperature compensating section
alters the acceleration fuel schedule to compensate for variances in fuel
density at differing fuel temperatures, especially during engine start. The
power turbine governor, installed in the propeller governor housing, provides
power turbine overspeed protection in the event of propeller governor failure.
The temperature compensator portion alters the acceleration fuel schedule
from the fuel control unit to compensate for variations in the compressor inlet
air temperature (T1). Engine characteristics vary with differing compressor
inlet temperatures, and the acceleration fuel schedule must be altered to
prevent compressor stall and/or excessive Interturbine Temperatures.
The flow divider takes metered fuel from the fuel control unit and schedules
the flow between the primary and secondary fuel manifolds. The fuel manifold
assembly delivers fuel to the combustion chamber through 10 primary and
4 secondary fuel nozzle assemblies. During engine start, metered fuel is
delivered initially by the primary fuel nozzles. The secondary fuel nozzles are
enabled above a preset value. All of the fuel nozzles become operative at
and above idle power. During engine shutdown, residual fuel in the manifolds
is allowed to drain through a dump valve port into the EPA fuel reservoir,
where the residual fuel should be drained daily. If the reservoir is not drained
on a regular basis, it will overflow onto the ground at engine shutdown.
7- 9 3
Systems
Fuel from the oil-to-fuel heater then enters the engine-driven fuel pump
through a 74 micron inlet screen. The inlet screen is spring loaded to allow
unfiltered fuel to flow into the pump chamber should the filter become blocked.
The engine driven fuel pump increases the fuel pressure and delivers it to
the fuel control unit through a 10 micron filter in the pump outlet. A bypass
valve and passages in the pump body allows unfiltered pressurized fuel to be
delivered to the fuel control unit should the filter become blocked.
Section 7
100 SERIES
COOLING SYSTEMS
No external cooling systems are incorporated on this PT6A-34 engine
installation. However, the engine incorporates an extensive internal air
system which provides for sealing of the bearing compartments and for
compressor and power turbine disk cooling. For additional information
concerning the engines internal air systems, refer to the Pratt & Whitney
Canada PT6A-34 Maintenance Manual.
STARTING SYSTEM
The starting system consists of a starter/generator, a starter switch and
a STARTER ON annunciation through the G1000. The starter/generator
functions as a motor for engine starting and motors the gas generator section
until the engine stabilizes at idle speed and the starter switch is returned to
the OFF position. The starter is controlled by a three position starter switch
located on the lower left portion of the instrument panel. The switch provides
selection of OFF, HI START and LO/MOTOR. The switch is spring loaded to
the OFF position and is the normal switch position except when starting or
motoring of the engine.
HI START
Starting the engine in the HI START mode will result in faster, cooler and
softer starting conditions. When the HI START mode is selected on the
starter switch, the following starting sequence is initiated through the Master
Control Unit.
1. Ignition system automatically energized.
2. One battery provides 24 volts to starter for initial motoring of the
compressor section.
3. Once the engine reaches a predetermined speed, the Master Control Unit
places the other battery in series to supply 48 volts to the starter/generator,
thus increasing the rotational speed of the starter/generator.
4. Once the engine stabilizes at idle RPM, the starter switch is returned to
the OFF position and the starter/generator is now able to function as a
generator.
LO/MOTOR
Systems
The LO/MOTOR function of the starter switch is provided for an alternate

method of starting the engine when battery condition is poor, clearing fuel
from the engine, dry-motoring of the engine for compressor washes and other
maintenance-related procedures. The ignition system is not automatically
energized when LO/MOTOR is selected, and the batteries remain in parallel
with each other to maintain 24 volts to the starter/generator while the switch
is placed in this position. An advisory annunciation is provided through the
G1000, indicating power is being supplied to the starter. Annunciation is
displayed as follows: STARTER ON
NO T E : It is recommended to use the LO/MOTOR function to start the
aircraft for the first flight of the day.
7- 9 4
Section 7
100 SERIES
ENGINE ACCESSORIES
All engine-driven accessories, with exception to the propeller tachometergenerator and the propeller governors, are mounted on the accessory
gearbox at the rear of the engine. These accessories are driven from the
compressor turbine by a coupling shaft extending through a conical tube in
the center section of the integral oil tank. The propeller tachometer generator
and the propeller governors are mounted on the propeller reduction gearbox.
Oil Pump
Pressure oil is circulated from the integral oil tank through the engine
lubrication system by a self-contained, gear-type pressure pump located in
the low point of the oil tank. The oil pump is installed in a cast housing which
is bolted to the forward face of the accessory diaphragm, and is driven by the
accessory gear drive shaft. The body of the oil pump incorporates a circular
mounting boss to accommodate a check valve, located in the end of the filter
housing. A second mounting boss on the pump includes a pressure relief
valve.
Fuel Pump
The engine-driven fuel pump is mounted on the accessory gearbox at the 2
oclock position. The pump is driven through an accessory drive shaft and
splined coupling. The coupling splines are lubricated by an oil mist from
the auxiliary gearbox through a hollowed-out section of the accessory gear
drive shaft. Another splined coupling extends the drive to the fuel control
unit, which is installed on the rear face of the engine driven fuel pump. Fuel
is routed from the oil-to-fuel heater into the fuel pump through a 74-micron
inlet screen. Then, fuel enters the pump gear chamber where it is boosted
to a high pressure and delivered to the fuel control unit through a 10-micron
pump outlet filter. A bypass valve and cored passages in the pump casing
allow unfiltered high pressure fuel to flow from the pump to the fuel control
unit, should the outlet filter become clogged. An internal passage, beginning
at the mating surface with the fuel control unit, returns bypass fuel from
the fuel control unit to the pump inlet, downstream of the inlet screen. A
pressure regulating valve is installed in this internal passage to accomplish
pressurization of the pump gear bushings.
The Ng tachometer-generator produces an electric current which is used by
the gas generator % RPM indicator to indicate gas generator RPM. The Ng
tachometer-generator drive and mount pad is located at the 5 oclock position
on the accessory gearbox and is driven from the internal scavenge pump.
Rotation is counterclockwise with a drive ratio of 0.1121:1.
Propeller Tachometer Generator

The propeller tachometer-generator produces an electric current which is
used by the propeller RPM indicator to indicate propeller RPM. The propeller
tachometer-generator drive and mount pad is located on the right side of the
propeller reduction gearbox case and has a clockwise rotation at a ratio of
0.1264:1.
7- 9 5
Systems
Ng Tachometer Generator
Section 7
100 SERIES
Torquemeter
The torquemeter is a hydro-mechanical torque measuring device located
inside the first stage of reduction gear housing. The torquemeter provides
an accurate indication of engine power output in foot-pounds of torque. The
difference between the torquemeter pressure and the reduction gearbox
internal pressure accurately indicates torque production. The two pressures
are routed to a pressure transducer which is electrically connected to the
G1000 which provides an accurate indication of engine torque pressure.
Starter/Generator
The starter/generator is installed on the top of the accessory gearbox at
the rear of the engine. The starter/generator is a 28 volt, 300 amp. direct
drive unit that acts as a motor for engine starting and as a generator for the
airplane electrical system. The starter/generator is cooled by an internal fan
in addition to ram air ducted from the right side of the engine cowling.
Interturbine Temperature Sensing System

The inter-turbine temperature sensing system is designed to provide the
pilot with an accurate indication of the engine operating temperatures taken
between the compressor turbine disk and power turbine stator. The system
consists of two bus bars, twin leads and eight individual chromel-alumel
thermocouple probes connected in parallel. Each probe protrudes through
a threaded boss on the power turbine stator housing into an area adjacent
to the leading edge of the power turbine vanes. The probe is secured to
the boss by means of a floating, threaded fitting which is an integral part of
the thermocouple probe assembly. Shielded leads connect each bus bar
assembly to a terminal block which provides a means of connecting the
external leads to the ITT indicator on the instrument panel.
Propeller Governor
Systems
The propeller governor is located in the 12 oclock position on the front case
of the reduction gearbox. Under normal conditions, the governor acts as
a constant speed unit and maintains the propeller speed selected at the
propeller RPM control by varying the propeller blade angle to match the
propeller load to the engine torque. The propeller governor also contains
an integral power turbine governor section. Its function is to protect the
engine against a possible power turbine overspeed condition in the event of
a propeller governor failure. If such an overspeed condition should occur, a
governing orifice in the propeller governor is opened by flyweights to bleed off
compressor discharge pressure through the governor and computing section
of the fuel control unit. When this occurs, compressor discharge pressure
acting on the fuel control unit bellows decreases and brings the metering
valve to a closed direction and reduces fuel flow to the flow divider.
7- 9 6
Section 7
100 SERIES
Propeller Overspeed Governor

The propeller overspeed governor is installed at the 10 oclock position on the
front case of the propeller reduction gearbox. The governor acts a backup
to the propeller governor, preventing an overspeed condition should the
main propeller governor fail to properly limit propeller RPM. The propeller
overspeed governor regulates the oil flow to the propeller pitch-change
mechanism by means of a flyweight and speeder spring arrangement similar
to the primary propeller governor. Since it has no mechanical controls, the
overspeed governor is equipped with a test solenoid to reset the overspeed
governor below its normal overspeed setting for ground testing of the unit.
The overspeed governor test switch is located on the upper left portion of the
instrument panel.
ENGINE MOUNT
The engine mount is a 13-element welded frame fabricated from 4130 steel.
The frame attaches to the firewall at four points and contains an engine
mounting bracket providing 3 engine attach-points.
Propeller Reduction Gearbox

The reduction gears and propeller shaft are housed in two magnesium alloy
castings which are bolted together at the exhaust duct flange. The gearbox
contains a two-stage planetary gear train, three accessory drives and the
propeller shaft. The first-stage reduction gear is contained in the rear case,
while the second-stage reduction gear, accessory drives and propeller shaft
are contained in the front case. Torque from the power turbine is transmitted
to the first-stage reduction gear, from there to the second-stage reduction
gear and then to the propeller shaft. The reduction ratio of .0663:1 provides
a maximum propeller speed of 2200 RPM from a power turbine speed of
approximately 33,200 RPM.
Propeller thrust loads are absorbed by a flanged ball bearing assembly

located in the center bore at the forward face of the reduction gearbox. The
bevel drive gear adjusting spacer, thrust bearing and seal runner are stacked
and secured to the propeller shaft by a key-washer and spanner nut. A thrust
bearing cover assembly is secured by bolts at the front flange of the reduction
gearbox front case.
7- 9 7
Systems
The accessories, located on the front case of the reduction gearbox, are
driven by a bevel gear mounted at the rear of the propeller shaft thrust
bearing assembly. Drive shafts from the bevel drive gear transmit rotational
power to the three pads located at the 12, 3 and 9 oclock positions.
Section 7
100 SERIES
Chip Detector
An optional chip detector may be installed on the bottom of the propeller
reduction gearbox and/or the accessory gearbox. The chip detector(s) should
be checked by a maintenance technician at regular intervals to help detect
abnormal engine wear.
The G1000 software will show an annunciation if their are any metallic chips
detected in the gearbox. The chip detection annunciation will appear as:
CHIP DETECTOR
If the chip detection annunciation appears, follow the procedures described in
Oil/Fuel Reservoir
An oil / fuel reservoir is mounted on the lower left portion of the firewall.
This reservoir collects any engine oil or fuel discharge coming from the Fuel
Control Unit, accessory pads for the alternator, starter/generator and the
propeller shaft seal. This reservoir should be drained after each flight. A
drain valve on the bottom left side of the engine cowling allows the reservoir
to be drained easily into a suitable container for proper disposal. The normal
quantity of oil and fuel discharge per hour of engine operation is 12 cc into
the oil / fuel reservoir. If the quantity of oil and fuel discharge per hour of
operation is greater than that specified, the source of excessive leakage
should be identified and corrected prior to initiating further operations.
NO T E : If the oil / fuel reservoir is not drained on a regular basis, the
contents will overflow onto the ground.
7-15 PROPELLER
The KODIAK is equipped with a Hartzell aluminum four-bladed, reversing
single-acting governor-regulated propeller. The propeller control lever
establishes the propeller speed through the governor and uses a single oil
supply from the governor to hydraulically actuate a change in blade angle.
A two piece aluminum hub retains each propeller blade on a thrust bearing.
A cylinder is attached to the hub and contains a feathering spring and piston.
The hydraulically actuated piston transmits linear motion through a pitch
change rod and fork to each blade, resulting in a change of blade angle.
Systems
While the propeller is operating, the following forces are constantly present:
spring force, counterweight force, centrifugal twisting moment of each blade,
and blade aerodynamic twisting forces. The spring and counterweight forces
attempt to bring the blades to a higher blade angle (low RPM or feather),
while the centrifugal twisting moment of each blade attempts to bring the
blades to a lower blade angle (high RPM). Blade aerodynamic twisting force
is very slight in comparison to the other forces and will generally tend to
increase the propeller blade angle.
This combination of the propeller forces results in the propeller blades being
brought to a higher pitch (low RPM or feather) and is opposed by a variable
force toward a low pitch (high RPM); the variable force is engine oil, under
7- 9 8
Section 7
100 SERIES
pressure from the propeller governors integral oil boost pump. The enginedriven propeller governor is mounted on an accessory mounting pad at the 12
oclock position of the propeller reduction gearbox. The oil from the governor
is supplied to the propeller and hydraulic piston through a hollow engine/
propeller shaft. Increasing the volume of oil within the piston and cylinder
will decrease the blade angle and increase propeller RPM. By changing the
blade angle, the governor can maintain a constant RPM independent of where
the power lever is set and with variances in engine loads. The governor uses
engine speed-sensing mechanisms to determine if oil should be supplied or
drained, as necessary to maintain constant engine speed (RPM).
If governor supply oil is lost during operation, the propeller will increase pitch
to the feather position. Feathering occurs because the summation of internal
propeller forces causes the oil to drain out of the propeller until the feather
stop position is reached.
Normal in-flight feathering is accomplished when the pilot retards the propeller
control lever beyond the FEATHER tab. When this is accomplished the oil is
allowed to drain from the propeller and return to the engine sump. The engine
is normally shut down with the propeller in feather.
Normal in-flight unfeathering is accomplished by positioning the propeller
control lever forward of the FEATHER tab with the engine started. As engine
speed increases, the governor supplies oil pressure to the propeller, resulting
in a decrease in blade angle.
Reverse propeller pitch is available for decreasing ground roll during landing.
In the reverse mode of operation, the governor operates in an underspeed
condition to act strictly as a source of pressurized oil, without directly
controlling propeller RPM. Control of the propeller blade angle in reverse is
accomplished with the power lever, beta valve, beta ring and carbon block.
When the propeller reaches its desired reverse position, movement of the
beta ring and carbon block assembly initiated by the propeller piston, causes
the beta valve to shut off the flow of oil to the propeller. Any additional
unwanted movement of the propeller toward reverse, or any forward
movement of the power lever to bring the propeller out of feather, will cause
the beta valve to drain oil from the propeller and increase pitch.
CAUT I ON : The propeller reversing linkage may be damaged if the
power lever is moved aft of the IDLE position when the propeller is in the
feathered position.
7- 9 9
Systems
The propeller is reversed by manually positioning the power lever deep into
beta range, causing the beta valve to supply oil from the governor pump to
the propeller. Several external propeller mechanisms, including the beta ring
and carbon block assembly, communicate propeller blade angle position to
the beta valve.
Section 7
100 SERIES
OPTIONAL PITCH LATCH PROPELLER

For water operations, it is undesirable to feather the propeller when the
engine is stopped after landing the aircraft. If the engine is subsequently
started with the propeller in the feathered position, residual thrust complicates
docking and handling of the aircraft.
To prevent feathering the propeller (as during normal engine shutdown), the
propeller incorporates spring-energized latch pins, called auto high pitch stop
units. Two units are installed on the propeller cylinder. When the propeller
RPM is approximately 800 or above, centrifugal force disengages the latch
pins from the piston, allowing it to move as needed between the reverse
and feather stops. When the RPM falls below this value, a spring in each
auto high pitch stop unit overcomes the centrifugal force on the latch pin,
causing it to retract into the cylinder and engage the piston, preventing it
from moving in the feather direction. To engage the stop units upon engine
shutdown, the propeller control must be placed into the reverse thrust position
before stopping the engine. Upon stopping, a large spring in the propeller
moves it toward the feathered position, but as the RPM decreases below
approximately 800, the retracted latch pins engage the piston, preventing the
propeller from feathering.
Upon starting the engine, the propeller is already in flat pitch. What little
thrust is generated while starting the engine does not present a handling
problem for the aircraft. To disengage the latches before taxi and flight, the
power lever must be placed momentarily in the reverse thrust position while
at low power. This removes the lateral friction force from the latch pins and
prevents them from being damaged by application of power. After adding
sufficient power to advance the RPM above 800, the latch pins move to an
outward position and remain there, allowing full control of the propeller.
OVERSPEED GOVERNOR TEST SWITCH

An overspeed governor test switch is installed on the upper left portion of the
instrument panel. The switch is a push-to-test type and is used to test the
overspeed governor during engine run-up. When the switch is depressed,
a solenoid is actuated on the propeller overspeed governor, which restricts
propeller RPM when the power lever is advanced. To check for proper
operation of the overspeed governor, during engine run-up, press and hold
the push-to-test switch and advance the power lever until the propeller RPM
stabilizes. The propeller RPM should stabilize at 2070 50 RPM.
Systems
7-10 0
Section 7
100 SERIES
7-16 FUEL SYSTEM

The airplane fuel system consists of two vented, integral fuel tanks, shutoff
valves, a fuel selectors off warning system, fuel reservoir, ejector fuel pump
(jet pump), electric powered auxiliary fuel boost pump, firewall fuel shutoff
valve, firewall mounted fuel filter, oil-to-fuel heater, engine driven fuel
pump, fuel control unit, flow divider, dual fuel manifolds, and 14 fuel nozzle
assemblies. An oil/fuel reservoir drain is also installed. Refer to Section 2 of
this manual for fuel quantity data for the system.
WARN IN G: Unusable fuel levels were determined for this airplane in
accordance with the Federal Aviation Regulations. Failure to operate the
airplane according to the Fuel Limitations outlined in Section 2 of this
manual may further reduce the amount of fuel available for flight.
After passing through the firewall fuel shutoff valve, the fuel is routed through
a filter mounted on the forward side of the firewall. The fuel filter incorporates
a bypass feature which allows fuel to bypass the filter in the event the filter
becomes clogged with foreign debris. The filter is equipped with a red filter
bypass flag on top of the filter which protrudes upward when the filter is
bypassing fuel. Fuel from the filter is then routed through the oil-to-fuel heater
to the engine-driven fuel pump where fuel is delivered under pressure to the
fuel control unit. The fuel control unit meters the fuel and directs it to the flow
divider which distributes the fuel to the dual manifolds and 14 fuel nozzles
located in the combustion chamber. Fuel remaining in the engine fuel nozzle
manifold at shutdown drains into a canister (EPA can) located on the lower,
forward left portion of the firewall or on the lower left cowl. The can should be
drained during preflight inspection of the aircraft to prevent can overflow.
7-101
Systems
Fuel flows from the tanks through the two fuel tank shutoff/selector valves
at each tank. The fuel tank shutoff valves are mechanically controlled by
two fuel shutoff valve controls, labeled LEFT, ON and OFF and RIGHT, ON
and OFF. The fuel tank shutoff/selector valve controls are installed on the
overhead panel. By actuating the controls, the pilot can select either the left
or right fuel tank, or both at the same time. Normal operations are conducted
with both selector valves in the ON position. Fuel flows by gravity from the
shutoff valves in each tank to the fuel reservoir. The reservoir is located
in the bilge area of the fuselage, and is at the low point of the fuel system.
The reservoir maintains a head of fuel around the ejector pump which is
contained in the reservoir. This head of fuel helps prevent engine driven fuel
pump cavitation in low-fuel quantity situations, especially while maneuvering
the aircraft in flight. The ejector pump is driven by motive flow from the fuel
control unit and provides fuel flow from the reservoir to the engine driven
pump when the engine is running. The auxiliary fuel pump is installed
just forward of the fuel reservoir and is used to supply fuel to the engine
during starting or if fuel pressure from the ejector pump is reduced below
approximately 4 psi. Fuel from the ejector pump and auxiliary fuel pump flows
into a fuel manifold. From the fuel manifold, the fuel then flows through a
firewall fuel shutoff valve located on the aft side of the firewall. This shutoff
valve allows the pilot to cut off all fuel to the engine.
Section 7
100 SERIES
Fuel system ventilation is critical to system operation. Complete blockage of

the vent system will result in a decrease in fuel flow and eventual stoppage
of the engine. Fuel system ventilation is provided by vent lines at each fuel
tank. The vent lines are equipped with check valves, and pressure valves to
help prevent fuel from flowing out of the vent lines during maneuvering of the
aircraft. The vent lines protrude from the lower outboard portion of the wings
just forward of the ailerons. The fuel reservoir is also vented through both
wing tank vent lines.
Figure 7-74 Fuel System Schematic
FIREWALL FUEL SHUTOFF VALVE
Systems
A manual firewall fuel shutoff valve is installed on the aft side of the firewall.
The shutoff valve enables the fuel from the reservoir to be shutoff completely
from the engine. The shutoff valve is controlled by a red push-pull knob
installed on the upper portion of the control pedestal. The firewall fuel shutoff
valve is labeled FUEL SHUTOFF PULL OFF. The knob has a press-torelease button in the center which locks the knob in place when the button is
released.
7-10 2
Section 7
100 SERIES
FUEL TANK SELECTORS

Two fuel tank selectors, one for each wing tank, are located on the overhead
panel. The selectors are labeled LEFT, ON and OFF and RIGHT ON and
OFF and provide mechanical position control of the two fuel tank shutoff
valves at the root of each wing tank. When placed in the ON position, both
shutoff valves in that tank are open, allowing fuel from that tank to flow freely
to the reservoir. When a fuel tank selector is placed in the OFF position,
the shutoff valves for that tank are closed, and prevent fuel from flowing to
the reservoir. Normal fuel management is accomplished with both fuel tank
selectors in the ON position.
FUEL SELECTORS OFF WARNING SYSTEM

A fuel selectors off warning system is provided to alert the pilot if the fuel
selector valves for both the left and right wing tanks are placed in the OFF
position. If both selector valves are placed in the OFF position, a red LED
light installed directly above the left PFD will illuminate, FUEL OFF L-R will
be displayed in the annunciation windows of the PFDs, and an aural warning
chime will sound through the aircraft speakers and headsets.
NO T E : Detents are provided on the fuel selector valve ON and OFF
positions to give tactile confirmation of the selected valve position.
Movement of the selector valve handle beyond the detented positions is
possible with aggressive control movement, but is not recommended as
selector handle over-travel has no further effect on the valve position.
An auxiliary fuel pump switch, located on the lower left portion of the
instrument panel, is labeled AUX FUEL PUMP and has three positions: OFF,
STBY, and ON. When the switch is placed in the OFF position, the auxiliary
fuel pump is rendered inoperative. When the switch is placed in the STBY
position, the auxiliary fuel pump is armed and will automatically provide fuel
pressure when the fuel pressure in the fuel manifold assembly falls below
approximately 4 PSI. This switch position is used for normal engine
operations when the main flow of fuel is provided through the ejector boost
pump and the auxiliary fuel pump is used as a standby device. When the
auxiliary fuel pump switch is placed in the ON position, the auxiliary fuel pump
will operate continuously. This position is used for engine start. Place the
switch in the ON position any time when the auxiliary fuel pump cycles on and
off with the switch placed in the STBY position.
FUEL FLOW INDICATOR

A fuel flow indicator is installed within the Garmin G1000 Flight Displays and
provides an indication of engine fuel consumption in pounds per hour based
on Jet-A fuel. The indicator measures the flow of fuel downstream from the
fuel control unit prior to being routed to the flow divider.
7-10 3
Systems
AUXILIARY FUEL PUMP
Section 7
100 SERIES
ELECTRIC FUEL QUANTITY INDICATORS

Fuel quantity is measured in each tank by two capacitive-type fuel level
probes, one at the inboard and one at the outboard portion of the tanks, or by
two float-type fuel sensors, which are mounted to the inboard and outboard
ribs of the tank. Fuel quantity is displayed on each Engine Indicating Crew
Alert System (EICAS) page. The indicator on the default EICAS page shows
a horizontal gage presenting left and right fuel quantity. The SYSTEM and
FUEL EICAS pages show the fuel quantity in pounds as digits. When an
individual tank quantity reaches 175 pounds or less, the title, pointer and
digits become amber in color. If the fuel quantity is less than 10 pounds the
title, pointer and digits flash red. Otherwise, the title, and pointer are white
and the digits are green.
NO T E : While capacitive-type fuel systems have been the industry standard
for several decades, it remains critically important for operators to be aware of

system limitations associated with their use. Capacitive-type fuel systems are
affected by a variety of environmental factors. Fuel density variations alone
can lead to significant effects. For example a wing tank with full fuel at -40C
may contain as much as 180 pounds more usable fuel than a full wing tank at
50C. Such density variation is not reflected in the indicated fuel quantity. Other
environmental factors can further affect the indicated fuel quantity.
For this and other reasons, it is imperative that operators perform thorough
preflight planning to verify the quantity of fuel prior to departure, and maintain
a suitable fuel reserve on every flight. The Pilots Handbook of Aeronautical
Knowledge (FAA-H-8083-25A) provides the following pilot guidance concerning
fuel indicators:
Fuel Gauges
The fuel quantity gauges indicate the amount of fuel measured by a
sensing unit in each fuel tank and is displayed in gallons or pounds.
Aircraft certification rules require accuracy in fuel gauges only when they
read empty. Any reading other than empty should be verified. Do not
depend solely on the accuracy of the fuel quantity gauges. Always visually
check the fuel level in each tank during the preflight inspection, and then
compare it with the corresponding fuel quantity indication.
Systems
To aid the pilot in verifying fuel quantity the KODIAK 100 is equipped with
under-wing magnetic gauges, which allow direct measurement of fuel levels
up to approximately 75 gallons (500 lb) in each wing. In addition, a qualified,
calibrated fuel pipette can be inserted through the outboard filler port to take
direct measurements of fuel levels greater than 75 gallons (500 lb).
The KODIAK 100 also provides pilots with a fuel totalizer function, which is
driven by the fuel flow meter. Properly used, the fuel totalizer can provide even
more accurate total fuel quantity indication than the capacitive fuel indicators,
as it is relatively immune to water or fuel contamination and is less affected by
temperature changes. However, the fuel totalizer requires proper manual entry
of the initial fuel quantity in order to provide accurate indication. Moreover, the
totalizer cannot be used to assess wing imbalance.
7-10 4
Section 7
100 SERIES
FUEL TEMPERATURE INDICATION

The float-type fuel sensors (if equipped) have an integrated fuel temperature
sensor in the right wing inboard sensor. This indication is shown on the FUEL
EICAS page and is displayed in degrees Celsius, when the latest G1000
sofware is used. Refer to Quest SN15-01 for additional software information.
DIRECT READING FUEL QUANTITY GAUGES

CAUT I ON : To obtain accurate measurements from a direct reading fuel
quantity gauge, the airplane must be parked on a level surface.
Under-Wing Magnetic Gauges

The airplane is equipped with two under-wing magnetic gauges, one
installed on each wing, providing a method for checking the fuel quantity up
to approximately 75 gallons (500 lb.) during the preflight inspection of the
aircraft. The under-wing magnetic gauges are installed on the inboard portion
of the wings on the lower surfaces, and operate with a float and magnet
mechanism to provide a direct indication of fuel quantity for use during
preflight inspection.
NO T E : Due to wing dihedral, the under-wing magnetic gauges are limited
to indicating a maximum of 75 gallons.
Under-Wing Magnetic Gauge Instructions:
1. Push and turn the gauge stick 1/4 turn using a flat-head screwdriver or
similar tool to release the stick from the housing.
2. Once the stick is accessible, pull briskly downward on the stick to
disconnect the magnetic stick from the float inside the tank. Once the stick
is disconnected, it should feel light and easy to slide up or down.
3. Slowly lift the magnetic stick until it snaps upwards and reattaches to the
float.
4. Read the fuel level by comparing the markings on the stick with the lowermost flat surface of the Magnetic Gauge housing.
To measure fuel levels greater than 75 gallons (500 lb.), a qualified calibrated
fuel pipette inserted through the outboard filler port is one means of providing
accurate indication of the fuel onboard.
7-10 4 a
Systems
Fuel Pipette
Section 7
100 SERIES
WING TANK LOW FUEL WARNING SYSTEM

The wing tank low fuel warning system consists of two optical sensors (one
located in each wing tank) which provide visual and aural annunciation
through the G1000. The warning system will activate when the fuel level in
either wing tank falls below approximately 100 pounds.
Visual annunciation is shown as follows:
FUEL LOW L Indicates the fuel level in the left wing tank is below
approximately 100 pounds.
FUEL LOW R Indicates the fuel level in the right wing tank is below
approximately 100 pounds.
FUEL LOW L-R Indicates the fuel level in both wing tanks is below
approximately 200 pounds..
Systems
7-10 4 b
Section 7
100 SERIES
RESERVOIR FUEL LOW ANNUNCIATOR

A reservoir fuel low warning system is provided and consists of one
optical sensor in the fuel reservoir bladder which provides visual and aural
annunciation through the G1000. The warning system is activated when the
fuel level in the reservoir decreases. Visual annunciation is displayed as
follows: RESERVOIR FUEL
FUEL PRESSURE LOW ANNUNCIATOR

A fuel pressure low warning system warns the pilot if the motive flow-driven
ejector pump fuel pressure falls below approximately 4 PSI. The warning
system consists of a pressure switch installed between the ejector pump and
the airframe fuel manifold. Visual and aural annunciation is provided through
the G1000. Visual annunciation is displayed as follows: FUEL PRESS LOW
AUXILIARY FUEL PUMP ON ANNUNCIATOR

An AUX PUMP ON advisory annunciation is provided through the G1000.
The annunciator will illuminate any time power is supplied to the auxiliary fuel
pump. The auxiliary fuel pump will automatically activate when the pressure
from the motive flow-driven ejector pump falls below approximately 4 PSI.
If the AUX PUMP ON annunciator continues to cycle on and off when the
auxiliary fuel pump switch is placed in the STBY position, the auxiliary fuel
pump switch should be moved to the ON position. Visual annunciation is
displayed as follows:
AUX PUMP ON
DRAIN VALVES
Depending on the EPA can configuration, a total of ten or eleven drain valves
are installed on the airplane. Drain valves are located on the lower portion of
the wings near the root, on the lower surface of the fuselage, at the firewallmounted fuel filter, and either at the engine drain can (EPA fuel reservoir) on
the lower left side of the cowling, or on the two engine drain cans on the lower
left side of the firewall. The drain valves provide a means for the examination
of fuel in the system, for proper grade and signs of contamination, and for
draining the reservoir to prevent overflow of residual fuel from the engine onto
the ground.
The wing tank drain valves, fuel bladder drain valve, fuselage fuel line
low spot drain valves, and cowl-mounted EPA fuel reservoir drain valve (if
equipped) are constructed in such a way that a screwdriver (or similar tool)
may be used to depress the valve on the fuel sampler cup to release fuel.
For normal fuel sampling from the drain valves, the valve merely needs to
be pushed in to draw enough fuel from the sumps as required for sampling
purposes. For draining larger quantities of fuel, the valve may also be twisted
to lock it in the open position.
7-10 5
Systems
Engine Drain Valves
Section 7
100 SERIES
Fuel Supply Line Drain Valves

The fuel filter drain valve consists of a drain pipe which can be depressed
upward to drain fuel from the filter. The fuel sampler can be used in
conjunction with these drain valves for fuel sampling and purging debris from
the system. The fuel tanks should be refilled after each flight, when practical,
in an effort to minimize condensation in the fuel tanks.
Prior to each flight and following each refueling, use a clear sampler and
drain fuel from the inboard fuel tank sump quick drain valves to determine
if contamination is present in the fuel system and to verify the aircraft was
fueled with the proper fuel. If contamination is present, drain fuel from ALL
of the fuel drain points again. Repeatedly take samples from ALL of the fuel
drain points until all of the contamination has been removed. If, after repeated
sampling, there is still evidence of contamination, the fuel tanks should be
completely drained and the fuel system must be cleaned. DO NOT fly the
aircraft with contaminated or unapproved fuel.
EPA FUEL RESERVOIR

Upon engine shutdown, residual fuel in the engine fuel manifold drains into an
EPA fuel reservoir mounted on the lower left portion of the cowling or on the
lower left corner of the firewall, as applicable. This reservoir should be drained
prior to the first flight of the day or at intervals not exceeding three engine
shutdowns. A drain valve for the EPA fuel reservoir is accessible from the
bottom left side of the cowling to enable the pilot to drain the contents of the
fuel reservoir into a suitable container for proper disposal.
EPA OIL RESERVOIR (IF EQUIPPED)

This reservoir collects oil seepage from engine drive pad seals and breather
system. This reservoir should be drained prior to the first flight of the day, or
at intervals not exceeding six engine shutdowns. A drain valve, accessible
through an access hole on the bottom left side of the engine cowling, allows
the reservoir to be easily drained into a suitable container for proper disposal.
The maximum quantity of oil discharge per hour of engine operation is as
follows:
Systems
Total for aircraft with no alternator or VCS drain . . . .. . . .. . . .. . 56 cc/hr

Total for aircraft with alternator drain, no VCS . . . . . . . . . . . . . . . . .59 cc/hr
Total for aircraft with VCS drain . . . .. . . .. . . .. . . .. . . .. . . .. . . .. 62 cc/hr
If the quantity of oil discharge per hour of operation is greater than that
specified, the source of excessive leakage should be identified and corrected
prior to initiating further operations.
NO T E : If the fuel and oil reservoirs are not drained on a regular basis, the
contents will flow overboard through the engine breather ejector mast.
7-10 6
Section 7
100 SERIES
7-17 BRAKE SYSTEM

The airplane is equipped with single disc, hydraulically-actuated brakes on
each main landing gear wheel. Each brake is connected, via a hydraulic line,
to a master cylinder attached to each of the pilots rudder pedals. Since the
rudder pedals are interconnected, the brakes may be operated by applying
pressure to the upper portion of either the pilot or front passenger rudder
pedals. When the airplane is parked, the parking brake may be set by
applying brake pressure and pulling the parking brake handle aft. The parking
brake handle is installed on the lower portion of the instrument panel, in front
of the pilot seat, just below the control wheel. A parking brake release button
is located on the face of the parking brake handle. To release the parking
brake, press and hold the release button in and push the handle forward
completely.
NO T E : A brake fluid reservoir is installed on the forward left side of the
firewall and provides additional brake fluid for the brake master cylinders.
The fluid contained in the clear acrylic reservoir should be checked for
proper level prior to each flight.
The brake system should be maintained properly to ensure maximum brake
life. The KODIAK is equipped with metallic brake linings which have different
brake maintenance techniques from brakes with organic linings. When
conditions permit, hard application of the brakes is beneficial in that the
resulting higher brake temperatures tend to maintain the proper brake glazing
and will actually prolong the life expectancy of the brakes. Conversely,
consistent light and conservative brake application is detrimental to the
metallic-type brakes.
7-18 ELECTRICAL SYSTEM

The KODIAK is equipped with a 28-volt direct-current electrical system. The
system utilizes two 24 volt valve-regulated lead-acid batteries mounted on
the left and right sides of the lower, forward portion of the firewall. A 300amp engine-driven starter/generator and a 40-amp alternator are used to
maintain the state of charge of the batteries. Power is supplied to electrical
circuits through two main buses, an avionics bus, an essential bus, and an
auxiliary bus. The two main buses and essential bus are on any time the
battery master switch is turned on. All buses are energized when the battery
master switch, avionics switch, and auxiliary bus switches are turned on. The
auxiliary bus is provided for ease of load shedding should an electrical power
failure occur.
7-107
Systems
Some of the symptoms of impending brake failure are: a gradual decrease in

braking action when applying brake pressure, noisy or dragging brakes, a soft
or spongy feel to the brake pedals, and excessive travel with weak braking
action. If any of these conditions exist, the brake system needs immediate
servicing. If braking action decreases during taxi or landing rollout, release
pressure on the brake pedals and then re-apply the brakes with heavy
pressure. If the brakes become spongy or pedal travel increases, pumping
the brakes should build up brake pressure. If one brake becomes weak or
fails completely, use light brake pressure on the effective brake while applying
opposite rudder as required, to offset the turning tendency produced by the
good brake.
Section 7
100 SERIES
MASTER CONTROL UNIT

The Master Control Unit (MCU) is installed on the forward left portion of the
firewall. The MCU provides the electrical control functions necessary for
operation of the starter generator. It controls the LO/MOTOR function of the
starter generator and the sequencing of the HI/START function. The MCU
provides voltage regulation, over-voltage protection and reverse-current
protection. In the event of an over-voltage or reverse-current condition,
the starter/generator is automatically disconnected from the busses. The
Generator Control Unit (GCU), contained in and controlled by the MCU,
connects the generator output to the airplane buses. If any MCU function
causes the GCU contactors to de-energize, disconnecting the generator from
the system, visual and aural annunciation will be provided through the G1000.
Visual annunciation is displayed as follows: GEN FAIL
ALTERNATOR CONTROL UNIT

The Alternator Control Unit (ACU) is installed on the forward left portion
of the firewall. The ACU controls the output of the standby alternator.
Alternator failure is detected through the ACU and is annunciated as follows:
ALTERNATR FL
Systems
Figure 7-75 Electrical System Block Diagram
7-10 8
Section 7
100 SERIES
BATTERY MASTER SWITCH

The red, two-position battery master switch is located on the lower left corner
of the instrument panel and is labeled MASTER. The battery master switch is
ON when the upper portion of the switch is pushed in. Conversely, the battery
master switch is OFF when the lower portion of the switch is pushed in.
When the battery master switch is placed in the ON position, battery power
is supplied to the two main busses and the essential buss. The OFF position
cuts off battery power to all busses.
AVIONICS MASTER SWITCH

The white, two-position avionics master switch is located on the lower left
corner of the instrument panel adjacent to the Battery Master Switch and is
labeled AVN BUS. The avionics master switch is ON when the upper portion
of the switch is pushed in. Conversely, the avionics master switch is OFF
when the lower portion of the switch is pushed in. When the MASTER and
AVN BUS switches are placed in the ON position, battery power is supplied to
the avionics bus.
The avionics master switch may be placed in the ON position for engine
starting to allow the use of the checklist provided through the G1000 MFD.
AUXILIARY BUS SWITCH

The white, two-position auxiliary bus switch is located on the lower left
corner of the instrument panel adjacent to the Avionics Master Switch and is
labeled AUX BUS. The auxiliary bus switch is ON when the upper portion of
the switch is pushed in. Conversely, the auxiliary bus switch is OFF when
the lower portion of the switch is pushed in. When the MASTER and AUX
BUS switches are placed in the ON position, battery power is supplied to the
auxiliary bus. The environmental control systems are powered by the auxiliary
bus. The AUX BUS switch is provided for ease of load shedding should an
electrical power failure occur.
An advisory annunciation is provided through the G1000 to indicate to the
pilot that the auxiliary bus is ON. This annunciation is shown as follows:
STARTER SWITCH
The starter switch is a three-position toggle-type switch labeled STARTER
and is located on the lower left corner of the instrument panel. The switch
provides positions for OFF, LO/MOTOR and HI START.
7-10 9
Systems
AUX BUS ON
Section 7
100 SERIES
IGNITION SWITCH
The ignition switch is a two-position toggle-type switch, labeled IGNITION and
is located on the lower left corner of the instrument panel. The switch has
positions for OFF and ON. For additional information concerning the ignition
switch, refer to the Ignition System paragraph contained in this section.
GENERATOR SWITCH
The generator switch is a two-position toggle-type switch labeled
GENERATOR and is located on the lower left corner of the instrument panel.
The switch has positions for OFF and ON. When the generator switch is
placed in the ON position, the Master Control Unit will automatically control
the generator line contactor for normal operation of the generator. When the
switch is placed in the OFF position, the Master Control Unit will disconnect
the generator from the electrical system.
ALTERNATOR SWITCH
The alternator switch is a two-position toggle-type switch labeled
ALTERNATOR and is located on the lower left corner of the instrument panel
adjacent to the GENERATOR switch. The switch has positions for OFF and
ON. When the alternator switch is placed in the ON position, the Alternator
Control Unit will automatically control the line contactor for normal operation
of the alternator and the alternator will supply power to the essential bus.
When the switch is placed in the OFF position, the Alternator Control Unit will
disconnect the alternator from the essential bus.
Systems
Figure 7-76 Left Switch Panel
7-110
Section 7
100 SERIES
CIRCUIT BREAKERS
Most of the electrical circuits in the airplane are protected by push/pull type
circuit breakers installed on the aft face of the control pedestal. Should
an overload occur in any circuit, the applicable circuit breaker will trip,
causing an open in the circuit. After allowing the circuit breaker to cool for
approximately three minutes, it may be reset. If the circuit breaker repeatedly
trips when reset, there is likely a fault in the system and the circuit breaker
should be left in the open position.
WARNIN G: Verify all circuit breakers are engaged (IN) prior to making
any flight. Never operate the aircraft with disengaged circuit breakers
without a thorough knowledge of the problem and possible consequences.
GROUND SERVICE PLUG RECEPTACLE

A ground service plug receptacle is provided on the lower left portion of
the engine cowling, near the firewall. The ground service plug receptacle
allows for the use of an external power source for starting the engine in cold
environments and during maintenance procedures requiring lengthy work on
the electrical and avionics equipment.
Systems
The MCU provides circuit protection against polarity reversal and overvoltage conditions from external power sources. If the plug is accidentally
connected backwards or the ground power voltage is too high, no power will
be connected to the electrical system, thereby protecting electrical equipment
from possible damage.
Figure 7-77 Ground Service Receptacle
7-111
Section 7
100 SERIES
Systems
Figure 7-78 Circuit Breaker Panel
7-112
Section 7
100 SERIES
7-19 LIGHTING SYSTEMS

EXTERNAL LIGHTING: LED/HID CONFIGURATION
External lighting is provided through four navigation lights, two landing/
recognition lights, two taxi lights, two strobe lights, and a flashing beacon.
All of the external lights are controlled by toggle switches located on the
lower portion of the instrument panel, forward of the pilot seat. The lighting
toggle switches are ON when placed in the up position and OFF in the down
position.
Navigation Lights
LED navigation lights are installed on the wing tips. The navigation lights are
protected by a circuit breaker labeled NAV LIGHT.
Landing Lights
Two high intensity discharge (HID) xenon landing lights are installed on
the airplane, one in each outboard wing leading edge. The lights provide
illumination forward and downward for accomplishing night takeoffs and
landings. The lights are protected by a circuit breaker labeled LANDING
LIGHTS.
The landing lights are limited to an operating temperature range of -40C to
+85C and should not be turned on outside of that temperature range.
NO T E : Use common courtesy when operating the landing lights. The
landing lights may cause temporary loss of night vision to other pilots.
The landing lights should be turned off when directed towards other
approaching aircraft, especially aircraft approaching to land.
Taxi Lights
Two LED taxi lights are installed on the airplane, one in each outboard wing
leading edge. The lights are positioned to provide adequate lighting for taxi
operations. The taxi lights are protected by a circuit breaker labeled TAXI
LIGHT.
Systems
The taxi lights are also utilized as pulsing recognition lights. When the taxi
light switch is placed in the PULSE (middle) position, the taxi lights inititate
an alternating pulsing sequence, providing great visual recognition by other
aircraft.
7-113
Section 7
100 SERIES
Strobe Lights
A high intensity LED strobe light system is installed on the airplane. The
system includes two white strobe lights, one on each wing tip. The lights
enhance the anti-collision protection for the airplane and meet the FAA
requirements for night operations. The strobe lights are protected by a circuit
breaker, labeled STROBE.
WARNI NG : The strobe lights should be turned off when taxiing.
Utilization of the high intensity strobe lights while performing ground
operations at night can be of considerable nuisance and distraction to
ground personnel and other pilots. Do not operate the strobe lights while
in fog, clouds or haze. The reflection of the beams of light can cause
vertigo or disorientation.
Flashing Beacon Light

An aviation red LED flashing beacon is installed on the top of the fuselage
near the vertical tail. The flashing beacon is utilized as an additional
source for anti-collision protection in flight and for recognition during ground
operations. The flashing beacon is protected by a circuit breaker, labeled
NAV LIGHT.
WARNI NG : The flashing beacon and strobe lights should not be used
when flying through fog, clouds or haze. The reflection of the light may
cause vertigo or disorientation.
LIGHTS
INTERIOR
BEACON
STROBE
NAV
LANDING
TAXI
CABIN
ON
ON
ON
ON
ON
ON
PULSE
OFF
OFF
OFF
OFF
INSTRUMENT
PANEL
SWITCH / CB
PANEL
WIND
SHIELD
BACKUP
PUMP
ICE LIGHT
ON
ON
ON
OFF
OFF
OFF
NORM
OFF
OFF
ICE PROTECTION
ENG INLET
BYPASS
L
BYPASS
ON
PITOT
HEAT
SURFACE/
PROP
R
ON
OVERRIDE
MAX
HI
PULL TO
UNLOCK
NORMAL
OFF
OFF
NORM
OFF
Systems
Figure 7-79 Right Switch Panel: LED/HID System
7-114
Section 7
100 SERIES
7-20 LIGHTING SYSTEMS

EXTERNAL LIGHTING: XENON/INCANDESCENT/HID
CONFIGURATION
External lighting is provided through three navigation lights, two landing/
recognition lights, two taxi lights, two strobe lights, and a flashing beacon.
All of the external lights are controlled by toggle switches located on the
lower portion of the instrument panel, forward of the pilot seat. The lighting
toggle switches are ON when placed in the up position and OFF in the down
position.
Navigation Lights
LED navigation lights are installed on the wing tips and the tailcone stinger.
The navigation lights are protected by a circuit breaker labeled NAV LIGHT.
Landing Lights
Two high intensity discharge (HID) xenon landing lights are installed on the
airplane, one in each outboard wing leading edge. The xenon lamps operate
at half the power draw of a standard 100 Watt landing light, and the light
intensity is over seven times brighter with 750,000 candle power. The lights
provide illumination forward and downward for accomplishing night takeoffs
and landings. The lights are protected by a circuit breaker labeled LANDING
LIGHTS.
The landing lights are also utilized as pulsing recognition lights. When the
landing light switch is placed in the PULSE position, the landing lights initiate
an alternating pulsing sequence, providing great visual recognition by other
aircraft.
NO T E : Pulse landing lights will not begin their strobe function until about
30 seconds after being turned on.
The landing lights are limited to an operating temperature range of -40C to

+85C and should not be turned on outside of that temperature range.
Taxi Lights
Two incandescent taxi lights are installed on the airplane, one in each
outboard wing leading edge. The lights are positioned to provide adequate
lighting for taxi operations. The taxi lights are protected by a circuit breaker
labeled TAXI LIGHT.
7-114 a
Systems
NO T E : Use common courtesy when operating the landing lights. The

landing lights may cause temporary loss of night vision to other pilots.
The landing lights should be turned off when directed towards other
approaching aircraft, especially aircraft approaching to land.
Section 7
100 SERIES
Strobe Lights
A high intensity LED strobe light system is installed on the airplane. The
system includes two white strobe lights, one on each wing tip. The lights
enhance the anti-collision protection for the airplane and meet the FAA
requirements for night operations. The strobe lights are protected by a circuit
breaker, labeled STROBE.
WARNI NG : The strobe lights should be turned off when taxiing.
Utilization of the high intensity strobe lights while performing ground
operations at night can be of considerable nuisance and distraction to
ground personnel and other pilots. Do not operate the strobe lights while
in fog, clouds or haze. The reflection of the beams of light can cause
vertigo or disorientation.
Flashing Beacon Light

An aviation red LED flashing beacon is installed on the top of the fuselage
near the vertical tail. The flashing beacon is utilized as an additional
source for anti-collision protection in flight and for recognition during ground
operations. The flashing beacon is protected by a circuit breaker, labeled
NAV LIGHT.
WARNI NG : The flashing beacon and strobe lights should not be used
when flying through fog, clouds or haze. The reflection of the light may
cause vertigo or disorientation.
LIGHTS
INTERIOR
BEACON
STROBE
NAV
TAXI
LANDING
CABIN
ON
ON
ON
ON
ON
ON
PULSE
OFF
OFF
OFF
OFF
INSTRUMENT
PANEL
SWITCH / CB
PANEL
WIND
SHIELD
BACKUP
PUMP
ICE LIGHT
ON
ON
ON
OFF
OFF
OFF
NORM
OFF
OFF
ICE PROTECTION
ENG INLET
BYPASS
L
BYPASS
ON
PITOT
HEAT
SURFACE/
PROP
R
ON
OVERRIDE
MAX
HI
PULL TO
UNLOCK
NORMAL
OFF
OFF
NORM
OFF
Systems
Figure 7-80 Right Switch Panel: Xenon/Incandescent/HID System
7-114 b
Section 7
100 SERIES
INTERIOR LIGHTING
Lighting for the interior of the airplane consists of cabin overhead lights,
instrument panel lights and backlit switch panels and backlit circuit breaker
panels. The interior lights are controlled by switches located on the right
switch panel.
Cabin Overhead Lights

Cabin overhead lighting consists of 4 main cabin lights and two cockpit
reading lights. The cabin overhead lights are controlled by a three position
(ON-NORM-OFF) switch labeled CABIN. In addition to the cockpit switch,
a rocker switch is provided on the interior of the forward door post of the aft
passenger/cargo door. The rocker switch has two positions; pressing up
on the switch will turn on the cabin lights. When the cabin lights have been
turned on using the cargo door rocker switch, they will automatically turn off
after 15 minutes of operation, when the engine is started, when the cargo
door is closed, or when the bottom portion of the rocker switch (OFF) is
pressed. When the CABIN light switch is placed in the NORM position, the
optional cabin overhead reading lights may be turned on at each individual
reading light throughout the cabin.
NO T E : On aircraft equipped with No Smoking/Fasten Seatbelt lights, the
lights will be illuminated any time the battery master switch is placed in the
on position.
Instrument Panel Lighting

The instrument panel light consists of an LED-type rope light mounted
on the lower surface of the glare shield and is controlled by a variable
(potentiometer) switch labeled INSTRUMENT PANEL. The instrument panel
light switch also controls the backlighting for the G1000 softkeys, autopilot
and standby flight instruments.
Switch/Circuit Breaker Panel Lights

The circuit breaker panel and switch panels are backlit to provide the
desired panel lighting while operating at night or in low light conditions. The
circuit breaker panel and switch panel lighting are controlled by a variable
(potentiometer) switch labeled SWITCH/CB PANEL.
A control pedestal light is installed in the crew overhead panel to illuminate the
control pedestal. The light is controlled by a dimmer knob on the overhead
panel just aft of the light.
7-115
Systems
Control Pedestal Light
Section 7
100 SERIES
7-21 CABIN HEAT, VENTILATION, DEFROST, AND AIRCONDITIONING

The environmental control system (ECS) for the aircraft consists of forward
cabin bleed air heat/defrost, aft cabin electric heat, and a forced air ventilation
system. All environmental control systems are activated and controlled
through a touch screen display located on the instrument panel below the
right audio panel. The control head receives input information from the pilot
and the electronic control unit displays the information. Fault codes will
also be displayed on the LCD screen for troubleshooting purposes. Refer to
Chapter 21 of the KODIAK 100 Maintenance Manual for further information
on the ECS and maintaining its components.
TEMPERATURE CONTROL
The electronic control unit (ECU) receives input data from the environmental
control systems and controls the environmental systems accordingly.
All environmental controls systems are activated and controlled through a
touch screen display located on the instrument panel below the right audio
panel. This touch screen controller/display receives signals from the two
thermostats in the cabin. The user sets the desired temperature using the
temperature selector and the controller will activate either the blower or heat
as appropriate to maintain the set temperature within 5 degrees. If no air
conditioning is installed, the system will continue to activate the blowers, but
may not be able to maintain the set temperature.
The outside air temperature (OAT) sensor for the environmental control
system (ECS) is located in the fresh air inlet on the right side of the cowling
and is exposed to ambient airflow. The sensor continually measures
the temperature of the air entering the cabin, setting a basic variable for
temperature regulation within the aircraft.
AUTOMATIC CLIMATE CONTROL SYSTEM
Systems
The Automatic Climate Control System (ACCS) used in the KODIAK 100 is
a fully automatic system with manual operation capabilities. The pilot may
choose between manual or automatic operation, and the system offers 11
choices for heater and air conditioning blower speed. Air distribution and
temperature regulation is accomplished with a combination air distribution
actuator position, blower speed setting and the use of either fresh, engine
bleed, recirculated air, or cold air. Additionally, the heater temperature door
actuator utilizes a feedback potentiometer. These actuators move the air
distribution doors to the proper position according to information sent by the
ECU.
7-116
Section 7
100 SERIES
When in the ON position, the AC switch (if equipped), indicates that the
compressor is available if the ACCS determines that its operation is required.
Pressing the switch toggles the Air Conditioning ON and OFF.
NO T E : When the air conditioning ON mode is activated, it does not
indicate that the air conditioning is operating, only that it is available for
use by the ACCS if required.
The ACCS has self-diagnostic capabilities which will be displayed on the
screen of the control head to alert the operator, should a system fault occur.
See the table below for definitions of terms and symbols used with the ACCS.
Refer to Figure 7-79 and Figure 7-80 for breakouts of system operation
controls.
ECU
Electronic Control Unit
ACCS
Automatic Climate Control System
AUTO
Automatic mode on when indicator light is illuminated

ACCS enable. Toggles the ACCS between ON (indicator light illuminated,
as shown) and OFF
Defog mode on when indicator light is illuminated.
Air Conditioning (AC) is on (compressor is available) when button is
illuminated.
ECS
Environmental Control System-Heater/Ventilation System
CCSECU
Cabin Climate System Electronic Control Unit
OAT
Outside Air Temperature
R-134a
Refrigerant, CFC-Free used in the VCS
VCS
Vapor Cycle System - A sealed mechanical refrigeration (air conditioning)

system used to lower the temperature of the air in the aircraft cabin.
Systems
Table 7-3 ACCS Terms and Symbols
7-117
Section 7
100 SERIES
FORWARD CABIN (COCKPIT) HEAT AND DEFOG

Forward cabin heat and defrost is provided through bleed air from the
engine, mixed with fresh air from the outside of the aircraft, or recycled air
from the cabin (depending on what source would provide the best air for the
function being performed). During heater operation, heated air is distributed
approximately 90% to the floor ducts, with the remaining air being diverted to
the windscreen defog ducts. When the Defog mode is selected, the majority
of the air is distributed to the windscreen. Temperature selection on the ECS
touch screen regulates the temperature of the defog air.
NO T E : The temperature of the defog air can only be reduced to the
ambient levels since the air conditioning is not active during the heat or
defog modes.
An emergency firewall fresh air shutoff valve is provided for shutting off the
supply of fresh air forward of the firewall. The valve is controlled by a red
knob located just below the right control wheel. To shut off the supply of
firewall forward fresh-air to the cabin, pull the red knob out fully. The knob
may also be pulled out slightly to decrease the amount of fresh air entering
the system. This allows for a warmer outlet temperature for operating in cold
environments. For airplanes equipped with a bleed air silencer, push the knob
all the way in (open) for normal operation of the bleed air heat system.
AFT CABIN (PASSENGER) HEAT

When additional heat is required in the aft cabin, the flight crew may select
the operation of individual electric heaters located in the side panels of the aft
cabin. Each heater can be individually activated as necessary, by accessing
the Heater zone section of the Temperature Configuration display. These
heaters are not subject to temperature regulation by the ACCS they are
either selected as ON or OFF.
CABIN VENTILATION
Systems
Cabin ventilation is provided through two external fresh air inlets. One inlet
is located on the right side of the engine cowling and the other is located on
the right side of the dorsal fin, just forward of the vertical tail. Each source
of ventilation contains a blower unit to provide forced air primarily for ground
operations.
AIR CONDITIONING (VAPOR CYCLE SYSTEM)

When air conditioning is necessary (if equipped), the aft and/or forward
evaporator blowers are actuated and air is distributed through the overhead
ceiling console vents in the aft cabin, and through the instrument panel vents
and foot well vents in the forward cockpit.
7-118
Section 7
100 SERIES
Indicates fan speed. Speed

is indicated as a percentage
of the fans output range,
where each filled bar
represents approximately
10%. No bars filled
indicates that fan is OFF.
ACCS Enable
Toggles Pilot zone ACCS ON
or OFF. Resumes present
mode and temperature.
When OFF, all other control
head buttons are disabled.
Displays
cabin air
temperature.
Passenger
zone controls
operate in the
same manner
as the pilot
zone controls.
Press upper
right corner
of display to
access the
Temperature
Configuration
Screen.
Automatic Mode
Toggles Pilot zone
automatic mode ON
or OFF. When ON, all
functions are controlled
automatically.
Displays pilot
zone set point
temperature.
Defog Mode
The majority of the
air is directed to the
windscreen. Pressing
this button toggles the
defog mode ON or OFF.
Air Conditioning Enable

Toggles the Air Conditioning ON or OFF.
When enabled (ON), compressor is
available to operate when required by
the ACCS.
Increases and decreases pilot

set point temperature in 1
increments.
Increases and decreases pilot fan

speed. Possible in all Mode selections.
Turns Automatic Mode OFF if it is ON
when this button is pressed.
NO T E : To reduce forward blower wear, the fan speed may be adjusted to

the smallest value during cruise phase. The fan must remain on to ensure
that the flapper valve remains open.
7-119
Systems
Figure 7-81 ECS Touch Screen Display/Control Head
Section 7
100 SERIES
Toggles individual passenger electric

heaters ON or OFF. Heater box is
highlighted when heater is ON.
Press the upper right

corner on the Configuration
Screen to exit and return to
the main display screen.
Allows crew
selection of
Fahrenheit
or Celsius
for displayed
temperatures.
Toggles cockpit
Fresh Air vent
ON/OFF.
Toggles aft cabin

Fresh Air vent
ON/OFF.
Toggles Floor Vent Open/Closed for cockpit air

distribution. Selection is cancelled when AUTO
is selected on main ACCS display.
Figure 7-82 Temperature Display Configuration
Systems
7-12 0
Section 7
100 SERIES
7-22 OXYGEN SYSTEM

The oxygen system for the aircraft consists of either a 115 or 50 cubic foot
oxygen bottle, a regulator/valve assembly with an integral filler port and
overpressure protection device, a display/logic controller, and associated
lines, fittings and sensors to provide supplemental oxygen throughout the
cabin.
Oxygen is required to be used by the pilot for flight time in excess of 30
minutes above 12,500 feet and above 14,000 feet for the duration of the flight
above 14,000 feet. If climbing to an altitude where oxygen is required, it is
recommended that at approximately 10,000 feet, the pilot should begin using
oxygen. Passengers are required to be supplied with oxygen above 15,000
feet.
NO T E : When the oxygen tank pressure drops below 400 psi, the green
400 psi light will go out, and the red empty light will go on. The red light
indicates oxygen tank pressure below 400 psi.
OXYGEN REGULATOR / BOTTLE ASSEMBLY
Systems
The regulator / bottle assembly is located in the aft fuselage and may be
accessed by removing the aft bulkhead panel. Depending upon configuration,
a 50 cubic foot or 115 cubic foot bottle may serve the standard 2-place
oxygen system, and a 115 cubic foot bottle is used for the 10-place oxygen
system. The bottles consist of a composite wrapped construction and are
manufactured to DOT-3AL/2015 with a maximum cylinder pressure of 1850
PSI at room temperature (76F). The high pressure side of the regulator
includes the charging valve, pressure gauge, pressure transducer, and the
overpressure burst disc assembly. The low-pressure side of the regulator
includes a valve assembly for reducing bottle pressure to low-pressure for
distribution. An ON-OFF switch is provided on the oxygen display panel to
electrically activate, through a solenoid, the valve assembly for turning on
and off the flow of oxygen to the cabin low pressure dispensing systems. A
pressure transducer is attached to the high pressure manifold of the regulator.
This pressure transducer is electrically connected to the oxygen control panel
pressure indication.
7-121
Section 7
100 SERIES
COCKPIT DISPLAY / CONTROLLER

The control panel/display pressure indication shows bottle oxygen pressure,
which is directly related to the quantity of oxygen available for use. The
cockpit display allows the pilot to monitor the system performance and oxygen
quantity. The display/control includes a two-position master switch with ON,
OFF modes. The ON position engages the regulator solenoid to enable use
of the oxygen system; bottle pressure is displayed on the indicator when
the switch is in the ON position. The OFF position disengages the solenoid
which shuts off the supply of oxygen to the cabin outlets and nothing will be
displayed on the gauge. The O2 REQD LED will light when the aircraft is at
a pressure altitude greater than 12,000 feet until the oxygen system is turned
ON.
The fault LED annunciator light indicates potential problems with the oxygen
system directly relating to the delivery of oxygen to the cabin. A steady light
indicates low power (below 4.0 Volts) to the system or possible grounding/
shorting conditions. When a steady fault indication is present, the system is
disabled and will not reset until power is cycled to the controller. A flashing
FAULT LED indication specifies an oxygen pressure fault to the distribution
manifold.
NO T E : When the system is first engaged, the FAULT light may briefly
flash until proper pressure is sensed at the overhead distribution manifold.
This is normal, as pressure may bleed off when not in use.
NO T E : In the event of an electrical failure on Main Bus 2, oxygen will
remain on in the cabin. Aircraft electrical power is required ONLY to turn
the System ON and OFF. The system is designed to remain ON during an
electrical failure, but oxygen quantity indication will be lost. Disconnecting
the lines from the manifold will prevent the free flow of oxygen in the cabin.
Systems
Figure 7-83 Oxygen Control Panel/Display
7-12 2
Section 7
100 SERIES
OXYGEN LINES AND OUTLETS

Low pressure oxygen lines are routed, above the headliner, from the low
pressure port off of the regulator to the cabin area where the dispensing
systems are attached to deliver the supplemental oxygen. Oxygen outlet
ports are installed in the aircrafts headliner. Depending on what option is
installed either 2 or 10 ports may be provided. To engage the mask into the
outlet, simply align the bayonet plug with the slots in the outlet, press the plug
completely into the outlet and rotate the plug clockwise 1/4 turn and ensure
the plug locks into place. To remove the plug from the outlet, press the plug in
and rotate it counterclockwise 1/4 turn and remove it from the outlet.
FILLER PORT
The oxygen filler port is attached directly to the bottle regulator and can be
accessed by removing the aft bulkhead panel. A pressure gauge is provided
on the bottle/regulator assembly for reference while servicing the oxygen
system.
OVERPRESSURE BURST ASSEMBLY

To prevent the high pressure side of the oxygen system from reaching a
dangerously high value, an emergency burst assembly is provided which
dumps the oxygen overboard if the pressure reaches 3000 PSI. This
assembly utilizes a single burst disk mounted in the regulator assembly. The
burst disk will bleed all oxygen into the aft fuselage and overboard if high
pressure fails the disk due to over-filling or pressure increases due to extreme
temperature changes. If the burst assembly releases the oxygen no oxygen
will be available for flight.
Two masks are provided for the pilot and front passenger/copilot. These
masks are equipped with a built-in microphone and have an adjustable
flowmeter built into the oxygen line to provide the appropriate flow of oxygen
for the selected altitude on the flowmeter up to 25,000 feet. Several options
are available for passenger oxygen masks. All masks have attached
placarding for the proper method of donning, use, and safety precautions.
When using nasal cannula devices, breathing exclusively through the mouth,
extremely light breathing, or nasal blockage will inhibit proper flow of oxygen.
WARNIN G: Do not handle or use oxygen when wearing lipstick, lip
balm, petroleum jelly, or any other product containing oil or grease. These
substances become highly flammable in oxygen rich environments.
NO T E : Breathing through the nose, and limiting conversation is required
in order to achieve proper oxygenation when using nasal cannula
breathing devices.
7-12 3
Systems
OXYGEN MASKS
Section 7
100 SERIES
PREFLIGHT TESTING
Verify the oxygen valve opens and the system delivers appropriate low
pressure oxygen by checking the system annunciations on the oxygen
control panel. The low pressure reading should be in the green normal
operating range. Verify the appropriate quantity of oxygen is available for
the flight. Verify the proper flow of oxygen is delivered to each mask prior to
flight. When the preflight check of the oxygen system is complete, the oxygen
system may be turned OFF and then turned back on as required during flight.

When departing on a flight which requires the use of supplemental oxygen,
brief any passengers on the proper method of donning masks, adjusting
flowmeters, and connecting the mask line to the oxygen outlet.
EN ROUTE
Check the flowmeter at intervals of less than every 10 minutes to ensure
proper settings. The flowmeter must be held vertically when adjusting flow
rate or reading. The reading is taken at the midpoint of the ball. The pilot and
the passengers should limit their conversation to conserve oxygen. When
wearing either a face mask or cannula, the user should breathe through their
nose for most effective use of the oxygen.
SYSTEM SHUTDOWN
To turn the oxygen system off, place the oxygen control switch in the OFF
position. Leave the flowmeters open until the low pressure side is relieved (in
approximately 5-10 seconds) and stow the lines, flowmeters and masks in a
safe place.
NO T E : The master switch must be in the ON position to actuate the
oxygen regulator solenoid (to the ON or OFF position).
Systems
CAUT I O N: If the oxygen control switch is left in the ON position when the
master switch is turned off, the regulator will remain open and oxygen will
flow out of the masks until the bottle is emptied.
USAGE DURATION
Oxygen duration charts are provided for the 115 cubic foot and 50 cubic foot
bottles. Refer to these charts for flight planning purposes.
7-12 4
Section 7
100 SERIES
Oxygen System Usage Duration
115 Cubic Foot Bottle Serviced To 1800 PSIG
24
22
1 Pilot
2 Pilots
2 Crew + 1 Pax
2 Crew + 2 Pax
2 Crew + 3 Pax
2 Crew + 4 Pax
2 Crew + 5 Pax
2 Crew + 6 Pax
2 Crew + 7 Pax
2 Crew + 8 Pax
Altitude (Ft x 1000)
20
18
16
14
12
10
0
12
16
20
24
28
32
36
40
44
48
52
56
60
64
68
Hours of Available O2
Figure 7-84 Oxygen Usage Duration Chart (115 Cu Ft Bottle)
Oxygen System Usage Duration
50 Cubic Foot Bottle Serviced to 1800 PSIG
24
22
18
1 Pilot
2 Pilots
16
Systems
Altitude (Ft x 1000)
20
14
12
10
0
10
15
20
25
30
Hours of Available O2
Figure 7-85 Oxygen Usage Duration Chart (50 Cu Ft Bottle)
7-12 5
Section 7
100 SERIES
7-23 PITOT-STATIC SYSTEM AND INSTRUMENTS

The pitot-static system supplies dynamic (ram) pressure to the airspeed
indicator and static pressure to the airspeed indicator, altimeter, and vertical
speed indicator. The system contains dual heated pitot-static tubes mounted
on the leading edge of each wing, two GDC 74A Air Data Computers, and the
associated plumbing required to connect the instruments to their sources. An
airspeed pressure switch, located forward of the instrument panel, is installed
on airplane serial numbers 100-0070 and below.
The pitot-static heat system consists of a heating element in each pitot-static
tube, two two-position toggle switches, labeled PITOT HEAT (L&R). The
switches are mounted on the lower portion of the instrument panel in the
right switch panel. The pitot/static heat systems are protected by two circuit
breakers labeled LEFT PITOT HEAT and RIGHT PITOT HEAT. When the
pitot-static heat is turned on, the element in the pitot-static tube is heated
electrically to allow proper operation in potential and actual icing conditions.
The airspeed pressure switch (if installed) in the pitot system is used to
actuate the flight hobbs meter and the flap/trim compensation system.
AIR DATA COMPUTER

The GDC 74A is the Air Data Computer (ADC) for the Garmin G1000 system
and receives the standard inputs from the pitot-static system as well as
outside air temperature (OAT) inputs. The GDC 74A allows the system to
automatically perform most E6B calculations including true airspeed, winds
aloft and density altitude.
AIRSPEED INDICATORS
Airspeed information is provided within the Garmin G1000 Primary Flight
Displays. The airspeed information is displayed in digital format as well as
an electronic airspeed tape. For more information concerning the airspeed
indication through the Garmin G1000 system, refer to the Garmin G1000
Cockpit Reference Guide (190-00645-XX) for the KODIAK 100.
A backup airspeed indicator is also standard equipment on the KODIAK. The
backup airspeed indicator is of standard configuration and is calibrated in
knots. Limitation and range markings (in KIAS) include the white arc full flap
operating range of 47 to 108 knots, green arc normal operating range of 68
to 182 knots, and a red line maximum operating speed of 182 knots.
Systems
VERTICAL SPEED INDICATORS

Vertical speed information is provided within the Garmin G1000 Primary Flight
Displays. The vertical speed information is displayed in digital format as well
as an electronic tape format. The vertical speed indicator needles have
an operating range of +2000 fpm and -2000 fpm. When the aircraft vertical
speed is greater than that range, the needle will peg at the 2000 fpm mark but
continue to show a digital readout of the vertical speed within the needle.
7-12 6
Section 7
100 SERIES
ALTIMETERS
Altitude information is also provided within the Garmin G1000 Primary Flight
Displays. The Altitude information is displayed in digital format as well as
electronic tape format.
A backup altimeter is also installed on the KODIAK as standard equipment.
Airplane altitude is depicted on the altimeter and includes a knob near the
lower left portion of the indicator to provide adjustment of the instruments
barometric scale to match the current altimeter setting.
7-24 AUTOMATIC TRIM SYSTEM

To compensate for pitch trim changes when varying flap position, an
automatic trim system is provided. The automatic trim system consists of
an electric pitch trim actuator, either a squat switch or an airspeed pressure
switch, the flap position potentiometer, the pitch trim potentiometer, the trim
disconnect switch, a pitch trim servo, and an electrical flap/trim compensation
unit. This system automatically engages the electric pitch trim servo in the
appropriate direction when the flaps are in transit. For example, when the
flaps are transitioning from 20 to 10, nose up trim is applied automatically.
Also, when the flaps are transitioning in the opposite direction, 10 to 20,
nose-down trim is automatically applied. The automatic trim system is active
when the flaps are in transit between 5 and 35.
CAUT I ON : The manual Electric Pitch Trim Switch and the Flap
Configuration Trim feature will not operate when the Avionics switch is off.
The automatic trim system may be overridden by manual electrical inputs of
pitch trim in the opposite direction of the automatic trim. For example, if the
automatic trim system is trimming the aircraft nose down, and the pilot selects
nose-up trim with the electric trim switch on the control yoke, the servo will
operate in the nose-up direction and will override the automatic trim system.
The automatic trim system may also be manually overridden by grasping the
trim wheel by hand.
The automatic trim system references flap position through the flap position
indicator signal coming from the flap drive system. The flap position indicator
signal is a variable voltage signal which varies from approximately 0-3.5 volts.
0 volts represents a flap position of 0 and 3.5 volts represents 35 of flaps.
A comparator in the automatic trim system senses when the flap position
voltage is changing (either increasing or decreasing). When the comparator
senses an increasing voltage (flaps lowering), the pitch trim runs in the nosedown direction. Also, when the comparator senses a decreasing voltage
(flaps retracting), the pitch trim runs in the nose-up direction.
The automatic trim system is disabled on the ground through either a squat
switch or an airspeed switch to prevent accidental placing of the aircraft in an
out-of-trim condition before takeoff, i.e., the pilot sets the pitch trim for takeoff,
then selects the flaps to takeoff position (20) and the auto trim system runs
7-12 7
Systems
The automatic trim system is disabled any time the autopilot system is
engaged, to prevent the two systems from interfering with each other. The
autopilot has its own automatic trim system to compensate for pitch trim
changes with varying flap settings.
Section 7
100 SERIES
the pitch trim nose down. If equipped, the airspeed switch activates the
automatic trim system at approximately 35 knots. For maintenance/ground
testing of the automatic trim system, a push to test button is provided. The
push-to-test button bypasses the airspeed switch or squat switch and allows
the automatic trim system to function on the ground. The push to test button
is located on the flap/trim compensation unit inside the control pedestal. For
airplanes equipped with the GFC 700 Autopilot, refer to AM901.009, Garmin
GFC 700 Automatic Flight Control System for more information.
The automatic trim system operates the elevator trim tab through a range of
7 nose-up trim to full nose-down trim tab deflection (15). The aircraft does
not require any trim compensation with varying flap position beyond this range
of elevator trim tab travel. Disabling of the automatic trim system between 7
nose-up and full nose-up is accomplished through a voltage comparator in the
flap/trim compensation unit which monitors the trim tab position though the
potentiometer which provides elevator trim position to the G1000.
As with any electric trim system, a trim disconnect switch is provided for
disabling all trim systems on the aircraft (including the automatic trim system
and autopilot). If a trim runaway condition occurs, move the trim disconnect
switch to the DISCONNECT position (aft). The airplane may then be
retrimmed using the manual trim wheel located on the control pedestal.
Switch
Trim Disconnect
Switch
Electronic Pitch
Trim Dual Switch
Systems
Figure 7-86 Autopilot and Trim Disconnect Switches
7-12 8
Section 7
100 SERIES
7-25 STALL WARNING SYSTEM

SERIAL NUMBERS 100-0001 THROUGH 100-0042
For the serial numbers listed above, the aircraft is equipped with a vane-type
stall warning sensor, installed in the leading edge of the left wing. The vane
is connected to a stall warning horn located in the overhead panel above the
pilot seat. The vane in the wing senses the change in airflow over the wing
occurring at or near stall. The warning horn will activate at airspeeds between
5 and 10 knots above the stall in all airplane configurations for wings level
unaccelerated stalls.
The stall warning system should be checked during the preflight inspection of
the aircraft by actuating the vane in the wing while the battery master switch
is ON. The system is functioning properly if the warning horn sounds as the
vane is pushed upward.
The stall warning system is protected by a circuit breaker labeled STALL
WRN. The circuit breaker may be pulled to deactivate the stall warning horn
should the vane stick in the ON position.
SERIAL NUMBERS 100-0043 AND UP OR TKS-EQUIPPED

PLANES
For the serial numbers listed above, and for airplanes equipped with the
TKS ice protection system, the airplane has a Safe Flight Lift Transducer
Stall Warning system which consists of a lift transducer mounted on the left
wing and a stall warning computer which is mounted overhead in the forward
cabin. The stall warning computer monitors the signal from the vane and
the flap position signal and schedules the stall warning to provide consistent
warning margins to the stall regardless of flap setting. The flap 0 setting is
on one schedule and flaps 10-35 are on a separate schedule. This provides
approximately 6 KCAS of stall warning margin at all flap settings.
The vane and sensor unit in the leading edge of the wing is equipped with
a heating element which is only activated in aircraft which have the optional
TKS Ice Protection System Installed. For information regarding the heating
element, refer to the TKS Ice Protection System Supplement.
The airplane is equipped with a weight on wheels switch. This switch prevents
the stall warning horn from sounding while performing ground operations.
The Safe Flight Lift Transducer Stall Warning system is equipped with a Press
to Test button which will test functionality of the system during any phase of
operation. The Press to Test button is located on the pilots side instrument
panel, left of the backup attitude display indicator. If the system is functioning
normally and the Press to Test is pressed, the stall warning horn will sound. If
the stall warning horn is not heard while pressing the Press to Test button, the
Safe Flight Lift Transducer Stall Warning system is not functioning properly
and is considered inoperative.
7-12 9
Systems
Additional Components of the Safe Flight Lift Transducer System
Section 7
100 SERIES
7-26 ICING EQUIPMENT

The aircraft is standard equipped with dual heated pitot/static tubes and an
inertial separator for the engine inlet. Both left and right pitot/static heat are
protected by separate circuit breakers (Labeled: LEFT PITOT HEAT and
RIGHT PITOT HEAT) and are controlled by individual switches located on the
right switch panel. The inertial separator is controlled by a two position switch
labeled ENG INLET. The switch places the inertial separator in bypass when
it is moved up to the BYPASS position and places it in the normal condition
when moved down to the NORMAL switch position.
The pitot heat should be turned on anytime the outside air temperature is
less than 5C and visible moisture is present to prevent the formation of ice
on those systems. As required by Federal Regulations, amber annunciation
is provided to notify the pilot when pitot heat is turned off and the OAT is
less than 5C. The annunciation is displayed through the G1000 as follows:
PITOT OFF L-R
Also, PITOT FL L-R annunciation is provided through the G1000 to alert the
pilot if the pitot heat switch is turned on but no current is getting to the pitot/
static heating element. A current sensing device, located behind the right
switch panel, detects current flow in the system. If a pitot heat switch is
placed in the ON position and no current is flowing in the circuit, PITOT FL
L-R will be shown on the PFD.
The inertial separator should be placed in BYPASS prior to operating the engine
when visible moisture is present (clouds, rain, snow, ice crystals, etc.) with
outside air temperatures below 5C. The inertial separator system may also
be used for ground operations or takeoffs from dusty, sandy field conditions to
minimize the ingestion of foreign particles and debris into the compressor. The
NORMAL position should be used for all other operations.
An advisory annunciation is provided through the G1000 to indicate whether
the inertial separator system is in the NORMAL or BYPASS position as
follows:
ENG INLET NRM
ENG INLET BP
NO T E : When the BYPASS mode is selected, a slight reduction of engine
torque occurs. Refer to Section 5 of this manual for those specifications.
Systems
7-13 0
Section 7
100 SERIES
7-27 AVIONICS GARMIN G1000 INTEGRATED COCKPIT

The following is a general description of the Garmin G1000 Integrated Cockpit
System, including the GNSS (GPS/SBAS) Navigation System Equipment
Approvals and System Limitations. For operating instructions on the features
of the G1000 system, refer to the Garmin G1000 Cockpit Reference Guide
(190-00645-XX) for the KODIAK 100. This Reference Guide must be
available to the pilot in flight.
G1000 SYSTEM DESCRIPTION

The Garmin G1000 includes the following Line Replaceable Units (LRUs):
GDU 1040 Primary Flight Displays (PFD) (2)
GDU 1040 Multi-Function Display (MFD)
GIA 63 Integrated Avionics Units (2)
GDL 69A or GDL 69A SXM (as equipped) Data Link Receiver
GEA 71 Engine/Airframe Unit
GDC 74A Air Data Computers (ADC) (2)
GRS 77 Attitude and Heading Reference Systems (AHRS) (2)
GMU 44 Magnetometers (2)
GMA 1347D (Dual) Audio System with Integrated Marker Beacon
Receiver
GTX 33 Mode S Transponder/GTX 33ES ADS-B OUT Transponder
All LRUs have a modular design, which eases troubleshooting and
maintenance of the G1000 system.
GNSS (GPS/SBAS) NAVIGATION SYSTEM EQUIPMENT

APPROVALS
The Garmin GNSS navigation system as installed in this aircraft complies

with the requirements of AC 20-138A and has airworthiness approval for
navigation using GPS and SBAS (within the coverage of a Satellite Based
Augmentation System complying with ICAO [International Civil Aviation
Organization] Annex 10) for IFR en route, terminal area, and non-precision
approach operations (including those approaches titled GPS, or GPS,
and RNAV (GPS) approaches). The Garmin GNSS navigation system is
approved for approach procedures with vertical guidance including LPV
(Localizer Performance with Vertical Guidance) and LNAV/VNAV (Lateral
Navigation/Vertical Navigation) and without vertical guidance including
LNAV, within the U.S. National Airspace System.
7-131
Systems
The Garmin Global Navigation Satellite System (GNSS) is a GPS system with
a Satellite Based Augmentation System (SBAS) comprised of two TSO-C145a
Class 3 approved Garmin GIA 63Ws, TSO-C146a Class 3 approved Garmin
GDU 1040 Display Units, and GPS software version 3.2 or later approved
version. The Garmin GNSS navigation system in this aircraft is installed in
accordance with AC 20-138A.
Section 7
100 SERIES
The Garmin GNSS navigation system complies with the equipment

requirements of AC 90-105 and meets the equipment performance and
functional requirements to conduct RNP terminal departure and arrival
procedures and RNP approach procedures without RF (radius to fix) legs.
Part 91 subpart K, 121, 125, 129, and 135 operators require operational
approval from the FAA.
The Garmin GNSS navigation system complies with the equipment
requirements of AC 90-100A for RNAV 2 and RNAV 1 operations. In
accordance with AC 90-100A, Part 91 operators (except subpart K) following
the aircraft and training guidance in AC 90-100A are authorized to fly RNAV 2
and RNAV 1 procedures. Part 91 subpart K, 121, 125, 129, and 135 operators
require operational approval from the FAA.
The Garmin GNSS navigation system has been found to comply with the
requirements for GPS Class II oceanic and remote navigation (RNP-10)
without time limitations in accordance with AC 20-138A and FAA Order
8400.12B. The Garmin GNSS navigation system can be used without
reliance on other long-range navigation systems. This does not constitute an
operational approval.
The Garmin GNSS navigation system has been found to comply with the
navigation requirements for GPS Class II oceanic and remote navigation
(RNP-4) in accordance with AC 20-138A and FAA Order 8400.33. The
Garmin GNSS navigation system can be used without reliance on other longrange navigation systems. Additional equipment may be required to obtain
operational approval to utilize RNP-4 performance. This does not constitute
an operational approval.
Systems
The Garmin GNSS navigation system complies with the accuracy, integrity,
and continuity of function, and contains the minimum system functions
required for P-RNAV operations in accordance with Joint Aviation Authority
(JAA) Administrative and Guidance Material Section One: General Part 3:
Temporary Guidance Leaflets, Leaflet No 10 (JAA TGL-10 Rev 1). The GNSS
navigation system has two ETSO-C145 / TSO-C145a Class 3 approved
Garmin GIA 63Ws, and ETSO-C146 /TSO-C146a Class 3 approved Garmin
GDU 1040 Display Units. The Garmin GNSS navigation system complies
with the accuracy, integrity, and continuity of function, and contains the
minimum system functions required for B-RNAV operations in accordance
with EASA AMC 20-4. The Garmin GNSS navigation system complies with
the equipment requirements for P-RNAV and B-RNAV/RNAV 5 operations in
accordance with AC 90-96A CHG 1. This does not constitute an operational
approval.
Garmin International holds an FAA Type 2 Letter of Acceptance (LOA) in
accordance with AC 20-153 for database integrity, quality, and database
management practices for the navigation database. Flight crew and operators
can view the LOA status at FlyGarmin.com then select Type 2 LOA Status.
Navigation information is referenced to the WGS-84 reference system.
7-131a
Section 7
100 SERIES
GNSS (GPS/SBAS) NAVIGATION SYSTEM LIMITATIONS

The flight crew must confirm at system initialization that the navigation
database is current. The navigation database is expected to be current for
the duration of the flight. If the AIRAC cycle will change during flight, the flight
crew must ensure the accuracy of navigation data, including suitability of
navigation facilities used to define the routes and procedures for flight. If an
amended chart affecting navigation data is published for the procedure, the
database must not be used to conduct the procedure.
GPS/SBAS based IFR en route, oceanic, and terminal navigation is prohibited
unless the flight crew verifies and uses a valid, compatible, and current
navigation database or verifies each waypoint for accuracy by reference to
current approved data.
Discrepancies that invalidate a procedure must be reported to Garmin
International. The affected procedure is prohibited from being flown using data
from the navigation database until a new navigation database is installed in
the aircraft and verified that the discrepancy has been corrected. Navigation
database discrepancies can be reported at FlyGarmin.com then select
Aviation Data Error Report. Flight crew and operators can view navigation
data base alerts at FlyGarmin.com then select NavData Alerts.
For flight planning purposes, in areas where SBAS coverage is not available,
the flight crew must check RAIM availability.
This RAIM availability requirement is not necessary if SBAS coverage is

confirmed to be available along the entire route of flight. The route planning
and WFDE prediction program may be downloaded from the GARMIN
website on the internet. For information on using the WFDE Prediction
Program, refer to GARMIN WAAS FDE Prediction Program, part number
190-00643-01, WFDE Prediction Program Instructions.
For flight planning purposes, operations within the U.S. National Airspace
System on RNP and RNAV procedures when SBAS signals are not available,
the availability of GPS RAIM shall be confirmed for the intended route of flight.
In the event of a predicted continuous loss of RAIM of more than five minutes
for any part of the intended route of flight, the flight should be delayed,
canceled, or re-routed on a track where RAIM requirements can be met.
For flight planning purposes for operations within European B-RNAV/RNAV5 and P-RNAV airspace, if more than one satellite is scheduled to be out of
service, then the availability of GPS RAIM shall be confirmed for the intended
flight (route and time). In the event of a predicted continuous loss of RAIM of
7-131b
Systems
Within the United States, RAIM availability can be determined using the
Garmin WFDE (WAAS RAIM/FDE) Prediction program, (part number
006-A0154-01 [included in G1000 trainer] software version 3.00 or later
approved version with GARMIN GA36 and GA37 antennas selected), or
the FAAs en route and terminal RAIM prediction website:
www.raimprediction.net, or by contacting a Flight Service Station.
Within Europe, RAIM availability can be determined using the Garmin
WFDE Prediction program or Europes AUGER GPS RAIM Prediction
Tool at http://augur.ecacnav.com/augur/app/home.
For other areas, use the Garmin WFDE Prediction program.
Section 7
100 SERIES
more than five minutes for any part of the intended flight, the flight should be
delayed, canceled, or rerouted on a track where RAIM requirements can be
met.
For flight planning purposes for operations where the route requires Class II
navigation, the aircrafts operator or flight crew must use the Garmin WFDE
Prediction program to demonstrate that there are no outages on the specified
route that would prevent the Garmin GNSS navigation system from providing
GPS Class II navigation in oceanic and remote areas of operation that
requires RNP-10 or RNP-4 capability. If the Garmin WFDE Prediction program
indicates fault exclusion (FDE) will be unavailable for more than 34 minutes
in accordance with FAA Order 8400.12B for RNP-10 requirements, or 25
minutes in accordance with FAA Order 8400.33 for RNP-4 requirements, then
the operation must be rescheduled when FDE is available.
Both Garmin GPS navigation receivers must be operating and providing GPS
navigation guidance to their respective PFD for operations requiring RNP-4
performance.
North Atlantic (NAT) Minimum Navigational Performance Specifications
(MNPS) Airspace operations per AC 91-49 and AC 120-33 require both GPS/
SBAS receivers to be operating and receiving usable signals except for routes
requiring only one Long Range Navigation sensor. Each display computes an
independent navigation solution based on the on-side GPS sensor. However,
either display will automatically revert to the cross-side sensor if the on-side
sensor fails or if the cross-side sensor is determined to be more accurate. [On
G1000 installations a BOTH ON GPS1 or BOTH ON GPS2 message does
not necessarily mean that one GPS has failed. Refer to the MFD AUX-GPS
STATUS page to determine the state of the unused GPS].
Whenever possible, RNP and RNAV routes, including Standard Instrument
Departures (SIDs), Standard Terminal Arrivals (STARs), and en route
RNAV Q and RNAV T routes, should be loaded into the flight plan from
the database in their entirety, rather than loading route waypoints from the
database into the flight plan individually. Selecting and inserting individual
named fixes from the database is permitted, provided all fixes along the
published route to be flown are inserted. Manual entry of waypoints using
latitude/longitude or place/bearing is prohibited.
Systems
GPS, or GPS, and RNAV (GPS) instrument approaches using the Garmin
navigation systems are prohibited unless the flight crew verifies and uses the
current navigation database. GPS based instrument approaches must be
flown in accordance with an approved instrument approach procedure that is
loaded from the navigation database.
Not all published Instrument Approach Procedures (IAP) are in the navigation
database. Flight crew planning on flying an RNAV instrument approach must
ensure that the navigation database contains the planned RNAV Instrument
Approach Procedure and that approach procedure must be loaded from the
navigation database into the FMS flight plan by its name.
IFR non-precision approach approval using the GPS/SBAS sensor is
limited to published approaches within the U.S. National Airspace System.
Approaches to airports in other airspace are not approved unless authorized
by the appropriate governing authority.
7-131c
Section 7
100 SERIES
The navigation equipment required to join and fly an instrument approach

procedure is indicated by the title of the procedure and notes on the IAP
chart. Use of the Garmin GPS/SBAS receivers to provide navigation guidance
during the final approach segment of an ILS, LOC, LOC-BC, LDA, SDF,
MLS or any other type of approach not approved for or GPS navigation is
prohibited. When using the Garmin VOR/LOC/GS receivers to fly the final
approach segment, VOR/LOC/GS navigation data must be selected and
presented on the CDI of the pilot flying the aircraft.
Navigation information is referenced to the WGS-84 reference system, and
should only be used where the Aeronautical Information Publication (including
electronic data and aeronautical charts) conform to WGS-84 or equivalent.
GDU 1040 PFDS AND MFD

The GDU 1040 Multi-Function Display and Primary Flight Displays each have
a 10.4 inch LCD display with 1024x768 resolution. The MFD is flanked on
the left and right by a PFD, with a GMA 1347D Audio Panel located between
the MFD and each PFD. Both displays provide control and display of nearly
all functions of the G1000 integrated cockpit system. They communicate with
each other through a High-Speed Data Bus (HSDB) Ethernet connection.
Each PFD is also paired with an Ethernet connection to the GIA 63 Integrated
Avionics Units.
Systems
Figure 7-87 GDU 1040
7-131d
Section 7
100 SERIES
GDU Dual Knobs and Display Layout

The NAV, CRS/BARO, COM, FMS, and ALT knobs are concentric dual knobs,
each having small (inner) and large (outer) control portion.
Large (Outer)
Knob
Small (Inner)
Knob
Figure 7-88 Dual Concentric Knob Example
Figure 7-89 GDU 1040 Display Layout
1. NAV VOL/ID Knob Controls the NAV audio level. Press to toggle the
Morse code identifier ON and OFF. Volume level is shown in the field as a
percentage.
2. NAV Frequency Toggle Key Toggles the standby and active NAV
frequencies.
Systems
3. Dual NAV Knob Tunes the MHz (large knob) and kHz (small knob)
standby frequencies for the NAV receiver. Press to toggle the tuning cursor
(light blue box) between the NAV1 and NAV2 fields.
4. Heading Knob Turn to manually select a heading on the HSI. When
pressed, it synchronizes the heading bug with the current aircraft heading.
5. Joystick Changes the map (distance top to bottom of map display) when
rotated. Activates the map pointer when pressed.
6. CRS/BARO Knob The large knob sets the altimeter barometric pressure
and the small knob adjusts the course. The course is only adjustable
when the HSI is in VOR1, VOR2 or OBS/SUSP mode for GPS navigation.
Pressing this knob centers the CDI on the selected VOR or GPS source.
7-13 2
Section 7
100 SERIES
7. Dual COM Knob Tunes the MHz (large knob) and kHz (small knob)
standby frequencies for the COM transceiver. Pressing this knob toggles
the tuning cursor (light blue box) between the COM1 and COM2 fields.
8. COM Frequency Toggle Key Toggles the standby and active COM
frequencies. Pressing and holding this key for two seconds automatically
tunes the emergency frequency (121.50 MHz) in the active frequency field.
9. COM VOL/SQ Knob Controls COM audio level. Pressing this knob turns
the COM automatic squelch ON and OFF. Audio volume level is shown in
the field as a percentage.
10. Direct-To Key Allows the user to enter a destination waypoint and
establish a direct course to the selected destination (specified by the
identifier, chosen from the active route, or taken from the map cursor
position).
11. FPL Key Displays the active Flight Plan Page for creating and editing the
active flight plan, or accessing stored flight plans.
12. CLR Key (DFLT MAP) erases information, cancels an entry, or removes
page menus. To display the Navigation Map Page immediately, press and
hold CLR (MFD only).
13. Dual FMS Knob Used to select the page to be viewed (MFD only). The
large knob selects a page group (MAP, WPT, AUX, NRST), while the small
knob selects a specific page within the page group. Pressing the small
knob turns the selection cursor ON and OFF.
14. MENU Key Displays a context-sensitive list of options. This list allows the
user to access additional features, or to make setting changes that relate to
certain pages.
15. PROC Key Selects approaches, departures, and arrivals from the flight
plan. If a flight plan is used, available procedures for the departure and/
or arrival airport are automatically suggested. If a flight plan is not used,
the desired airport and the desired procedure may be selected. This key
selects IFR departure procedures (DPs), arrival procedures (STARs) and
approaches (IAPs) from the database and loads them into active flight plan.
17. Dual ALT Knob Sets the reference altitude in the box located above the
Altimeter. The large knob selects the thousands, while the small knob
selects the hundreds.
18. Left Display Backup Button Pressing the left Display Backup button
activates/deactivates reversionary mode on the left PFD.
19. Right Display Backup Button Pressing the right Display Backup button
activates/deactivates reversionary mode on the right PFD.
20. Softkeys The softkeys are located along the bottoms of the displays.
They are used to select items shown on the display.
7-13 3
Systems
16. ENT Key Accepts a menu selection or data entry. This key is used to
approve an operation or complete data entry. It is also used to confirm
selections and information entries.
Section 7
100 SERIES
Reversionary Mode
In reversionary mode, critical flight instrumentation is combined with engine
instrumentation on the display. Reversionary mode can also be manually
activated on any of the flight displays if the system fails to detect a display
problem. The reversionary mode is activated manually by pressing the red
DISPLAY BACKUP button on the bottom of the appropriate audio panel
(pressing the left GMA 1347D audio panel DISPLAY BACKUP button
activates reversionary mode on the pilots PFD and the MFD). Pressing the
red DISPLAY BACKUP button again deactivates reversionary mode.
Figure 7-90 Reversionary Mode
MFD Map Scale

Systems
The MFD map scale is shown in the lower right corner of the display and
represents the total distance from the bottom of the moving map to the top of
the map. It does not represent the total distance from the airplane symbol to
the top of the moving map.
MFD Holding Pattern Depiction

The depiction of the holding pattern on the MFD is sized according to the
groundspeed of the aircraft. The G1000 calculates the appropriate size of the
hold to provide 1 minute legs in the hold. Changes in the groundspeed of the
aircraft will cause the size of the holding pattern to change in size. However,
the holding pattern does not depict the protected airspace of the published
holding pattern.
7-13 4
Section 7
100 SERIES
VOR Frequency Display on the MFD

If the Nearest VOR page is selected, the fields on the page may be
highlighted to select data. The VOR frequency displayed may be selected
and changed on the page. However, changing this field will not replace the
information in the database and subsequent use of the VOR data page will
show the correct database frequency.
GMA 1347 AUDIO PANELS

The GMA 1347 Audio Panels integrate NAV/COM digital audio, intercom
system, and marker beacon controls. The GMA 1347 units also control
manual display reversionary mode (red DISPLAY BACKUP buttons) and
are installed between each PFD and the MFD. The GMA 1347 units
communicate with both GIA 63s using an RS-232 interface.
GIA 63W INTEGRATED AVIONICS UNITS

The GIA 63Ws are the Integrated Avionics Units of the G1000 system.
The GIA 63W is the main communications hub, linking all LRUs with the
PFDs and the MFD displays. Each GIA 63W contains a WAAS certified
GPS receiver, VHF COM/NAV/GS receivers, and system integration
microprocessors. Each GIA 63W is paired with a GDU 1040 PFD. The GIAs
do not communicate with each other directly.
GDL 69A/ GDL 69A SXM DATA LINK RECEIVER
GRS 77 ATTITUDE AND HEADING REFERENCE SYSTEMS

The GRS 77 units are Attitude and Heading Reference Systems (AHRS)
that provide aircraft heading and attitude information to the G1000 displays
and the GIA 63s. The units contain advanced sensors, accelerometers, and
rate sensors. In addition, the GRS 77 units interface with the GDC 74A Air
Data Computers and the GMU 44 Magnetometers. The GRS 77 units also
utilize two GPS signal inputs sent from the GIA 63 units. Attitude and heading
information is sent using an ARINC 429 digital interface to the GDU 1040
displays and the GIA 63 units. The GRS 77 AHRS units are installed in the
floor of the airplane.
7-13 5
Systems
The GDL 69A or GDL 69A SXM (as equipped) is an XM Satellite Radio data
link receiver with the addition of XM Satellite Radio audio entertainment. For
display of weather information and control of audio channel and volume,
the GDL 69A / GDL 69A SXM is interfaced to the GDU 1040 Multi-Function
Display via an Ethernet link. Audio volume and channel changes may also
be controlled with remotely mounted switches located on the sidewalls of the
passenger seating area. The GDL 69A / GDL 69A SXM is also interfaced to
the audio panel for amplification and distribution of the audio signal. The GA
55 XM Satellite Radio Antenna receives the XM Satellite Radio data signal
and passes it to the GDL 69A / GDL 69A SXM.
Section 7
100 SERIES
GMU 44 MAGNETOMETERS
The GMU 44 magnetometer units measure local magnetic field information.
Data is sent to the GRS 77 AHRS for processing to determine aircraft
magnetic heading. These units receive power directly from the GRS 77 units
and communicate with the GRS 77 units using RS-485 digital interface.
GDC 74A AIR DATA COMPUTER

The GDC 74A Air Data Computers process information received from the
pitot/static systems and Outside Air Temperature (OAT) Sensors. The GDC
74A units provide pressure altitude, airspeed, vertical speed, and OAT
information to the G1000 system. The GDC 74A ADC units communicate with
GIA 63 units, GDU 1040 displays, and the GRS 77 AHRS using ARINC 429
digital interface.
GEA 71 ENGINE/AIRFRAME INTERFACE

The GEA 71 receives and processes signals from engine and airframe
sensors. Sensor types include engine temperature and pressure sensors as
well as fuel measurement and pressure sensors. The GEA 71 communicates
with both GIA 63 units using an RS-485 digital interface.
GTX 33 MODE S/GTX 33ES ADS-B OUT TRANSPONDER

The GTX 33 is a solid-state Mode S transponder, providing Mode A, C, and S
functions. The GTX 33ES provides additional ADS-B OUT functionality. The
GTX 33/33ES is controlled through either PFD and communicates with both
GIA 63 units through a RS-232 digital interface.
Systems
7-13 6
Section 7
100 SERIES
G1000 ANNUNCIATIONS AND ALERTS

For a more detailed description of the annunciations and alerts provided
through the PFDs and/or the MFD, refer to the Garmin G1000 Cockpit
Reference Guide for the KODIAK 100.
Figure 7-91 Annunciations and Alerts Windows
Annunciation Window
Systems
All system advisories, alerts, cautions and warnings are shown on the right
side of each PFD (or the MFD if the system is in reversionary mode) screen
adjacent to the vertical speed indicator. Up to 12 annunciations can be
displayed simultaneously. A white horizontal line separates annunciations that
are acknowledged from annunciations that have not yet been acknowledged.
Acknowledged annunciations are always above the line. Annunciations
are displayed in order of priority from top to bottom. The highest priority
annunciation is displayed at the top of the annunciation window.
Figure 7-92 Alert Window
7-137
Section 7
100 SERIES
Normal Annunciations
Normal annunciations are shown in GREEN and advise a normal operating
condition.
Annunciation
Window Text
ENG INLET NRM
Annunciation Description
Advises the pilot that the inertial separator is placed in the normal
position.
Advisory Annunciations
Advisory annunciations are shown in WHITE and advise the pilot of a system
function.
Annunciation
Window Text
AUX PUMP ON
Advises the pilot that the auxiliary fuel pump in ON.
AUX BUS ON*
Advises the pilot that the auxiliary bus is active.
STARTER ON
Advises the pilot that the starter switch is placed in the HI START or
LO/MOTOR position and power is being supplied to the starter.
IGNITION ON
Advises the pilot that the ignition switch is in the ON position.
BETA
Advises the pilot that the propeller system is in BETA mode.
ENG INLET BP
Advises the pilot that the inertial separator is placed in the bypass
position.
BLEED AIR ON*
Advises the pilot that the bleed air heat is activated. The pilot action
is to ensure the engine power is set below the limits specified in
FUEL OFF L
Advises the pilot that the left fuel selector is in the OFF position. The
pilot action is to ensure the valve is returned to the ON position prior
to takeoff or landing.
FUEL OFF R
Advises the pilot that the right fuel selector is in the OFF position.
The pilot action is to ensure the valve is returned to the ON position
prior to takeoff or landing.
ENG INLET BP
AIR COND INH**
Advises the pilot that the Engine Inlet is in the BYPASS position.
Advises the pilot that the Air Conditioning system has been inhibited
(turned off).
Systems
* If your airplane is equipped with GDU software version 12.03 or higher, advisory
annunciations for AUX BUS ON and BLEED AIR ON will NOT be shown.
** AIR COND INH annunciation will only appear on airplanes equipped with GDU
software version 12.03 or higher AND an Air Conditioning system.
7-13 8
Section 7
100 SERIES
Caution Annunciations
Caution annunciations are shown in AMBER and are accompanied by an
aural alert, which chimes once when the caution is first displayed on the PFD.
A caution annunciation indicates the possible need for corrective action and a
potential threat to the continued flight of the aircraft.
Annunciation
Window Text
EMER PWR LVR

GEN FAIL
Cautions the pilot that the Cargo Door is not closed and locked (on
ground).
Cautions the pilot that the emergency power lever is not in its normal
operating position and is bypassing the pneumatic governing section
of the fuel control unit.
Cautions the pilot that the generator is not delivering power to the
aircraft electrical system.
ALTERNATR FL
Cautions the pilot that the alternator is either off-line or is not

providing power to the essential bus.
VOLTAGE LOW
Cautions the pilot that bus voltage is below 24.0 volts.
FUEL PRESS
LOW
Cautions the pilot that the low fuel pressure limits have been
crossed. These limits are 6.0 PSI with increasing fuel pressure and
4.0 PSI with decreasing fuel pressure.
FUEL LOW L
Cautions the pilot that the left fuel tank quantity is low.
FUEL LOW R
Cautions the pilot that the right fuel tank quantity is low.
FUEL LOW L-R
Cautions the pilot that the fuel level in both wing tanks is below
approximately 200 pounds total.
FLAP FAIL
Cautions the pilot that the flap control system has identified a failure
and that the flaps will remain in that position.
PITOT FL L
Cautions the pilot that the left pitot heater is inoperative.
PITOT FL R
Cautions the pilot that the right pitot heater is inoperative.
PITOT FL L-R
Cautions the pilot that both pitot/static heat systems have failed.
PITOT OFF L
Cautions the pilot that the left pitot heater is OFF.
PITOT OFF R
Cautions the pilot that the right pitot heater is OFF.
PITOT OFF L-R
INLET NOT NRM
Cautions the pilot that both pitot/static heat systems are OFF. This
annunciation is triggered if the pitot heat is OFF and the OAT is less
than 5C.
Cautions the pilot that the engine inlet has failed to reach the
NORMAL position after 18 seconds or more has passed since the
Inertial Particle Separator was switched to NORMAL, indicating that
either the actuator failed, or the normal position indicating sensor has
failed.
Cautions the pilot of a miscompare between the Engine Inlet Position

INLET SW FAULT Sensors. Refer to the Engine Inlet Miscompare Troubleshooting
Table in Section 3 of this manual.
7-13 9
Systems
CARGO DOOR
Section 7
100 SERIES
Warning Annunciations
Warning annunciations are displayed in RED and are accompanied by an
aural alert which chimes intermittently until the pilot acknowledges it by
pressing the ADVISORY softkey. A warning annunciation requires immediate
corrective action and threatens the continued flight of the aircraft.
Annunciation
Window Text
OIL PRESS LOW
Activation warns that the low oil pressure threshold has been
crossed. The threshold for activation is 43 PSI with decreasing
pressure. The annunciation will continue to be shown until the
pressure increases to above 75 PSI.
FUEL OFF L-R
Warns the pilot that both fuel selector valves are in the OFF
position. A red LED light located above the pilots PFD will also
illuminate and remain illuminated until one or both fuel selector
valves are returned to the ON position.
OVERSPD WARN
Warns the pilot that Vmo has been exceeded. The overspeed
warning limits are 182 KIAS with an increasing airspeed and 181
KIAS with decreasing airspeed.
CARGO DOOR
Warns the pilot that the cargo door is not fully closed while the
aircraft is in the air with a groundspeed of at least 30 knots (GPS)
or airspeed of at least 50 knots (TAS).
RESERVOIR FUEL
Warns that the fuel level in the fuel reservoir is low and fuel
starvation is imminent.
CHIP DETECTOR
Warns the pilot that a metallic chip has been detected in the
reduction or accessory gearbox. Pilot action is to follow the
procedures outlined in Section Three (3) of this manual, Chip
Detector Annunciation (Gearbox Contamination).
Warns the pilot that the maximum flap speed for the current flap
FLAP OVERSPEED position is being exceeded. Pilot action is to reduce airspeed below
the current flap position.
Systems
ITT
Warns the pilot that the ITT limit is being exceeded. 790C during
flight or 1090C during start. Pilot action is to reduce power or bring
the fuel condition lever to CUTOFF (during start).
NG OVERSPEED
Warns the pilot that the Ng limit of 101.6 % is being exceeded. Pilot
action is to reduce power.
NP OVERSPEED
Warns the pilot that the Np limit of 2200 RPM is being exceeded.
Pilot action is to reduce propeller RPM.
TORQUE
Warns the pilot that the takeoff torque limit is being exceeded. Pilot
action is to reduce torque.
INLET NOT BP
Warns the pilot that the engine inlet has failed to reach the BYPASS
position after 18 seconds or more has passed since the Inertial
Particle Separator was switched to BYPASS, indicating either that
the actuating system failed, or that both bypass position indicating
sensors have failed.
PROP RPM
7-14 0
Warns the pilot that the prop RPM has stabilized in the prohibited
range. Pilot action is to increase RPM above 1050.
Section 7
100 SERIES
Message Advisory Alerts

Annunciation
Window Text
AVN FAN 1 FAIL
Avionics cooling fan #1 is inoperative.
AVN FAN 2 FAIL
Avionics cooling fan #2 is inoperative.
Alerts Window
The alerts window displays alert text messages. Up to 64 alerts can be
displayed in the Alerts window. New alerts are placed on top of the stack and
older ones are cycled down. Alerts that are no longer valid are grayed out
and then subsequently removed after the window is refreshed. Pressing the
ALERTS softkey displays the Alerts window. Pressing the ALERTS softkey
again removes the Alerts window from the display. When the Alerts window
is displayed, the pilot may use the large FMS knob to scroll through the alert
list. Higher priority alerts are displayed at the top of the window. Lower priority
alerts are displayed at the bottom of the window.
Alerts Softkey Annunciation

When the Alerting System issues an alert, the ALERTS softkey is used
as a flashing annunciation to accompany an alert. During the alert, the
ALERTS softkey provides a new label consistent with alert level (WARNING,
CAUTION, or ADVISORY). Pressing the softkey annunciation acknowledges
that the pilot is aware of the alert. The softkey then returns to the previous
ALERTS label. The pilot can then press the ALERTS softkey again to view
alert text messages.
System Annunciations
Typically, a large red X appears in a window when a related LRU fails or
detects invalid data.
TAWS Alerts
Systems
Annunciations are shown on all three flight displays. Pop-up alerts are shown
only on the MFD.
7-141
Section 7
Alert Type
PFD/MFD
Alert
Annunciation
100 SERIES
MFD Pop-Up Alert
Aural Message
Excessive Descent
Rate Warning
(EDR)
Pull Up
Reduced Required
Terrain Clearance
Warning (RTC)
Imminent Terrain
Impact Warning
(ITI)
or
Imminent Obstacle
Impact Warning
(IOI)
or
Reduced Required
Terrain Clearance
Caution (RTC)
or
Imminent Terrain
Impact Caution
(ITI)
or
Reduced
Required Obstacle
Clearance Caution
(ROC)
Obstacle Ahead, Pull Up; Obstacle

Ahead, Pull Up *
or
Obstacle, Obstacle; Pull Up, Pull Up
Obstacle Ahead, Pull Up; Obstacle
Ahead, Pull Up *
or
Obstacle, Obstacle; Pull Up, Pull Up
Terrain Ahead; Terrain Ahead *

or
Caution, Terrain; Caution, Terrain
Terrain Ahead; Terrain Ahead *

or
Caution, Terrain; Caution, Terrain
Obstacle Ahead; Obstacle Ahead *
or
Caution, Obstacle; Caution,
Obstacle
or
Imminent Obstacle
Impact Caution
(IOI)
Terrain Ahead, Pull Up; Terrain

Ahead, Pull Up *
or
Terrain, Terrain; Pull Up, Pull Up
or
Reduced
Required Obstacle
Clearance Warning
(ROC)
Terrain Ahead, Pull Up; Terrain

Ahead, Pull Up *
or
Terrain, Terrain; Pull Up, Pull Up
or
Obstacle Ahead; Obstacle Ahead *

or
Caution, Obstacle; Caution,
Obstacle
or
Premature Descent
Alert Caution
(PDA)
Altitude Callout
500
Too Low, Terrain

None
None
Five-Hundred
Systems
Excessive Descent
Rate Caution
(EDR)
Negative Climb
Rate Caution
(NCR)
Sink Rate
or
Dont Sink *
or
Too Low, Terrain
* Alerts with multiple messages are configurable at installation and are installation-dependent.
Alerts for the default configuration are indicated with asterisks.
Figure 7-93 TAWS Alerts
7-142
Section 7
100 SERIES
PFD/MFD
TAWS Page
Annunciation
MFD
Pop-Up
Alert
Aural Message
TAWS System Test Fail
None
TAWS System Failure
TAWS Alerting is disabled
None
None
No GPS position or
excessively
degraded GPS signal
None
TAWS Not Available

TAWS Available will be heard
when sufficient
GPS signal is re-established.
System Test in progress
None
None
None
TAWS System Test OK
Alert Type
System Test pass
None
Figure 7-94 TAWS System Status Annunciations
CAUT I ON : The TAWS NOT AVAILABLE aural annunciation is inhibited

on the ground to prevent repeated nuisance annunciations when taxiing,
where the GPS signal can be intermittent. The pilot shall visually ensure
that TAWS N/A is not shown on the PFD prior to departure.
Traffic Advisory System (TAS) Annunciations

Traffic Map Page Annunciation
Description
NO DATA
Data is not being received from the TAS unit
DATA FAILED
Data is being received from the TAS unit, but the unit
is self-reporting a failure
FAILED
Incorrect data format received from the TAS unit

Figure 7-95 TAS Failure Annunciations
Traffic Mode Annunciation
(Traffic Map Page)
TAS Self-test Initiated
TEST
(also shown in white in center of page)
TAS Operating
OPERATING
TAS Standby
STANDBY
TAS Failed
FAIL
Traffic Display Enabled Icon

(Other Maps)
Systems
Mode
Figure 7-96 TAS Mode Annunciations
7-14 3
Section 7
100 SERIES
Traffic Information Service (TIS) Annunciations

Traffic Map Page Annunciation
Description
NO DATA
Data is not being received from the transponder*
DATA FAILED
Data is being received from the transponder, but

a failure is detected in the data stream*
FAILED
The transponder has failed*
UNAVAILABLE
TIS is unavailable or out of range
* Contact a service center or Garmin dealer for corrective action

Figure 7-97 TIS System Annunciations
Mode
Traffic Mode Annunciation

(Traffic Map Page)
Traffic Display Enabled Icon

(Other Maps)
TIS Operating
OPERATING
TIS Standby
STANDBY
TIS Failed
FAIL
Figure 7-98 TIS System Status Annunciations
Systems
7-14 4
Section 7
100 SERIES
Traffic Status Banner

Annunciation

Description
A Traffic Advisory is outside the selected display range.*

Annunciation is removed when traffic comes within the selected
display range.
System cannot determine bearing of Traffic Advisory.**
TA X.X XX
Annunciation indicates distance in nm, altitude separation in
hundreds of feet, and altitude trend arrow (climbing/descending).
Appears if traffic data is not refreshed within 6 seconds.
If after another 6 seconds data is not received, traffic is removed
AGE MM:SS
from the display.
The quality of displayed traffic information is reduced as the age
increases.
The displayed data is not current (6 to 12 seconds since last
message).
TRFC COAST
The quality of displayed traffic information is reduced when this
message is displayed.
Traffic is removed because it is too old for coasting (12 to 60
seconds since last message).
TRFC RMVD
Traffic may exist within the selected display range, but it is not
displayed.
TRFC FAIL
Traffic data has failed.
NO TRFC DATA
Traffic has not been detected.
TRFC UNAVAIL
The traffic service is unavailable or out of range.
*Shown as a symbol on Traffic Map Page
**Shown in center of Traffic Map Page
TA OFF SCALE
Figure 7-99 TIS Traffic Status Annunciations
Comparator Annunciations
ALT MISCOMP
IAS MISCOMP
HDG MISCOMP
PIT MISCOMP
ROL MISCOMP
ALT NO COMP
IAS NO COMP
HDG NO COMP
PIT NO COMP
ROL NO COMP
Condition
Difference in altitude sensors is > 200 ft.
If both airspeed sensors detect < 35 knots, this is inhibited.
If either airspeed sensor detects > 35 knots, and the
difference in sensors is > 10 knots.
If either airspeed sensor detects > 80 knots, and the
difference in sensors is > 7 knots.
Difference in heading sensors is > 6 degrees.
Difference in pitch sensors is > 5 degrees.
Difference in roll sensors is > 6 degrees.
No data from one or both altitude sensors.
No data from one or both airspeed sensors.
No data from one or both heading sensors.
No data from one or both pitch sensors.
No data from one or both roll sensors.
Figure 7-100 Comparator Annunciations
7-14 5
Systems
Comparator Window Text
Section 7
100 SERIES
Other Annunciations
For other Garmin G1000 system annunciations and message advisories
refer to the Garmin G1000 Cockpit Reference Guide (190-00645-XX) for the
KODIAK 100.
CLOCK/OAT INDICATOR
A digital indication of time and outside air temperature is provided along the
lower edge of the Primary Flight Displays. The clock is located on the lower
right portion of each PFD and is based on GPS time. The OAT indicators (2)
are located on the lower left portion of each PFD and use air temperature
probes located on the top of the cabin just aft of the windshields.
7-28 AVIONICS SUPPORT EQUIPMENT

Avionics support equipment is installed in the airplane to aid in the function of
the avionics suite. This support equipment includes an avionics cooling fan,
microphone/speaker, headset jacks, and control surface static dischargers.
COOLING FANS
An avionics cooling fan system is installed in the airplane to supply internal
cooling air to the avionics equipment. This supply of cooling air prolongs
the life of the avionics equipment and prevents overheating in certain
applications. The cooling fans are turned on when the avionics master switch
is ON. One cooling fan provides cooling air to the pilots PFD and the LRUs
installed behind it. The other fan provides cooling air to the left PFD and the
MFD. The avionics cooling fans are protected by a circuit breaker labeled
AVN FAN. If the avionics cooling fans should malfunction, the circuit breaker
may be pulled out (OFF) to remove power from the fan.
MICROPHONE/SPEAKER AND HEADSET JACKS

Primarily, radio communications are accomplished by the use of a headset
and microphone plugged into the headset jacks on the left side of the
instrument panel for the pilot and the right side of the instrument panel for the
co-pilot/front passenger. Headset jacks are also provided for each passenger
seat.
Systems
A microphone and overhead speaker are also installed to perform radio

communications. The microphone stows in a hanger on the left side of the
control pedestal and plugs into the microphone jack located on the left side of
the pedestal. The airplane speakers are located above the crew seats in the
overhead panel.
7-14 6
Section 7
100 SERIES
STATIC DISCHARGERS
To improve radio communications during IFR flights through dust or various
forms of precipitation, wick-type static dischargers are installed. Under these
conditions, the build-up and discharge of static electricity from the trailing
edges of the wings, rudder, elevator, propeller tips and radio antennas may
result in interrupted radio signals for all communication and navigation radio
equipment.
The static dischargers are installed to reduce interference from precipitation
static, but it is possible to encounter severe precipitation static conditions
which might cause the loss of radio signals, even with the static wicks
installed. Whenever possible, avoid areas of known severe precipitation to
prevent the loss of adequate radio signals. If avoidance is not practical, a
reduction of airspeed should help reduce the degree of precipitation static, but
expect some degradation of radio performance.
Static dischargers lose their effectiveness as they age, and should be
checked annually by a qualified maintenance technician. If testing equipment
is not available, it is recommended that the static wicks be replaced every
two years, especially if the aircraft is operated frequently in instrument
meteorological conditions. The static discharger wicks are designed to allow
them to unscrew from their mounting bases, facilitating ease of replacement.
COCKPIT USB PORTS

Two USB ports are installed in the cockpit on the aft side of the pedestal to
supply power to external devices (iPads, tablets, etc.) that support charging
via USB. Power is provided through the Cabin Lights circuit breaker. This
circuit breaker must be engaged for the USB ports to operate.
Systems
The USB ports have several protective features built in that can affect use. If
the aircraft voltage supplied to the ports is reduced significantly or if a high
amount of current is supplied, the ports will stop working until the voltage
or current returns to proper levels. The rate at which the external devices
are being charged by the ports can decrease if the temperature of the ports
becomes elevated. Once the temperature of the ports reduces to normal
limits, the rate of charge will return to normal.
7-147
Section 7
100 SERIES
7-29 CABIN FEATURES

CABIN FIRE EXTINGUISHERS
A portable fire extinguisher is installed in each crew door and on the aft
bulkhead. The crew fire extinguishers are readily accessible to the crew in
case of a fire and the aft fire extinguisher may be used by aft passengers or
another crew member. The extinguishers should be checked periodically to
ensure their bottle pressure is within limits and the operating lever lock pin is
in place and secure.
To operate the fire extinguisher:
1. Loosen the retaining clamp/clamps and remove the extinguisher from the
mounting bracket.
2. Hold the extinguisher upright, pull the lock pin, and press the lever while
directing the discharge at the base of the fire near the edge. Sweep the
discharge back and forth across the edge of the fire, progressing to the
back of the fire as it extinguishes.
3. Use caution as to not direct the initial discharge directly at the burning
material at close range (less than 5-8 feet). The high velocity of the
extinguishing agent may cause splashing and/or scattering of the burning
material.
4. Discharge duration of approximately ten seconds may be expected for each
of the crew extinguishers and the aft bulkhead extinguisher.
WARNI NG : Promptly ventilate the cabin with fresh air and open the
storm window after successfully extinguishing of the fire, to reduce
inhalation of toxic by-products.
NO T E : Fire extinguishers should be recharged by a qualified fire
extinguisher agency after each use. After recharging the extinguisher,
secure it to the mounting bracket. Do not allow the fire extinguisher to lie
loose on the floor or seats.
CABIN USB PORTS
Systems
Four USB ports are available as an optional upgrade for passenger use in
the cabin. They are located at Fuselage Station 108 near the headset jacks.
Power is provided through the Cabin Lights circuit breaker. This circuit
breaker must be engaged for the USB ports to operate. The charging ports
are limited to use during cruise only.
The USB ports have several protective features built in that can affect use. If
the aircraft voltage supplied to the ports is reduced significantly or if a high
amount of current is supplied, the ports will stop working until the voltage
or current returns to proper levels. The rate at which the external devices
are being charged by the ports can decrease if the temperature of the ports
becomes elevated. Once the temperature of the ports reduces to normal
limits, the rate of charge will return to normal.
7-14 8
Section 7
100 SERIES
ENTERTAINMENT/AUDIO OUTPUT
Systems
A mini-audio jack is installed in the cockpit on the aft side of the pedestal to
allow use of external devices to provide audio entertainment or pre-recorded
messages over the headsets and speakers throughout the aircraft. Any audio
being played through this jack will be automatically muted for the pilots when
avionics annunciations are sounded or the COMMs are being used.
7-14 9
Section 7
100 SERIES
Systems
7-15 0
Section 8
100 SERIES
HANDLING, SERVICE & MAINTENANCE
SECTION 8

Table of Contents
Service
CONTENTS
PAGE
GENERAL.....................................................................................................8-3
IDENTIFICATION PLATE...........................................................................8-3
QUEST AIRCRAFT OWNER ADVISORIES...............................................8-4
PUBLICATIONS.........................................................................................8-4
AIRPLANE FILE.........................................................................................8-5
AIRPLANE INSPECTION PERIODS............................................................8-6
PROGRESSIVE INSPECTION PROGRAM...............................................8-6
ENGINE CONDITION TREND MONITORING...........................................8-7
ALTERATIONS OR REPAIRS.......................................................................8-7
GROUND HANDLING...................................................................................8-7
TOWING.....................................................................................................8-7
PARKING....................................................................................................8-8
TIE-DOWN.................................................................................................8-8
JACKING....................................................................................................8-8
LEVELING..................................................................................................8-8
SERVICING...................................................................................................8-9
LUBRICATING SYSTEM............................................................................8-9
FUEL........................................................................................................ 8-11
LANDING GEAR......................................................................................8-14
OXYGEN..................................................................................................8-14
CLEANING AND CARE............................................................................8-14b
CLEANING EXTERIOR SURFACES.....................................................8-14b
ENGINE CARE.........................................................................................8-16
INTERIOR CARE.....................................................................................8-18
8 -1
Section 8
100 SERIES
Service
8 -2
Section 8
100 SERIES
8-1 GENERAL
This section of the Pilots Operating Handbook contains information regarding
the factory-recommended procedures for proper ground handing and routine
care and servicing of your KODIAK. It also outlines certain inspection and
maintenance requirements which must be followed if your airplane is to retain
its performance and reliability. It is wise to adhere to a planned lubrication
and routine maintenance schedule, based on climatic and operating
conditions encountered day to day.
WARNI N G: The airplane must be regularly inspected and maintained
in accordance with information contained in the KODIAK 100 Airplane
Maintenance Manual and Quest Aircraft Company issued Service
Notifications. All recommendations for product improvements called out
by Service Bulletins should be accomplished and the airplane should
receive the required inspections. Quest Aircraft Company does not condone
modifications to the aircraft, whether by Supplemental Type Certificate or
otherwise, unless these certificates are held and/or approved by Quest
Aircraft Company. Other modifications may void airplane warranties since
Quest Aircraft has no way of knowing the full effect on the airplane.
Operating a modified airplane may impose a risk to the occupants. The
operating procedures and performance data outlined in the operating
handbook may no longer be considered as accurate information for the
modified airplane.
IDENTIFICATION PLATE
Service
All correspondence and record-keeping regarding your airplane should

include the serial number. The Serial Number, Model Number, Type
Certificate Number (TC), Production Certificate Number (PC), and Date of
Manufacture can all be found on the Identification Plate, located on the left
side of the tailcone, below the horizontal stabilizer.
8-3
Section 8
100 SERIES
QUEST AIRCRAFT OWNER ADVISORIES

Quest Aircraft Owner Advisories are sent to owners of Quest airplanes at no
charge, to inform them about mandatory and/or beneficial aircraft service
requirements and product improvements.
United States Registered Aircraft Owners

If your aircraft is registered in the United States, applicable Quest Aircraft
Owner Advisories will be mailed to you automatically, according to the latest
aircraft registration name and address information provided to the Federal
Aviation Administration.
If you request a duplicate Owner Advisory to be sent to an address other than
the one provided to the FAA for aircraft registration, please complete and
return an Owner Advisory Application.
Internationally Registered Aircraft Owners

To receive Quest Aircraft Owner Advisories, please complete and return an
Owner Advisory Application. Receipt of a valid Owner Advisory Application
will establish your Quest Aircraft Owner Advisory service for one year. Each
year a renewal notice will be sent to you to update your information.
PUBLICATIONS
Various publications and flight operation tools are furnished in the airplane
when it is delivered from the factory. These items include:
Quest Aircraft Customer Care Program Handbook
Pilots Operating Handbook and FAA Approved Airplane Flight Manual
Quest Aircraft Authorized Service Center Directory
Electronic Airplane Maintenance Manual and Illustrated Parts Catalog
Garmin G1000 Cockpit Reference Guide
KODIAK 100 Training Guide
NO T E : If your Pilots Operating Handbook and FAA Approved Airplane
Flight Manual should become lost or destroyed, a replacement may be
ordered by contacting Quest Aircraft Company. An affidavit containing the
owners name, airplane serial number and registration number must be
included in the replacement request form, since the POH/AFM is identified
for specific airplanes only.
Service
8-4
Section 8
100 SERIES
AIRPLANE FILE
The airplane file is composed of miscellaneous data, information, and
licenses. The following is a checklist for that file. In addition, a periodic check
should be made of the latest Federal Aviation Regulations, to verify that all the
file requirements are met.
NO T E : Owners of aircraft registered outside of the United States should
check with the registering authority for additional requirements specific to
that country.
Required
Documents
Note
Airworthiness Certificate
FAA Form 8100-2
Must be displayed in the aircraft at all

times.
Registration Certificate
FAA Form 8050-3
Must be displayed in the aircraft at all

times.
Radio Station License
Required only for flight operations

outside the United States.
Operating Limitations
The Pilots Operating Handbook and

FAA Approved Airplane Flight Manual
fulfills this requirement and must be
accessible to the pilot at all times.
Weight and Balance Data
Included in the Pilots Operating

Handbook and FAA Approved Airplane
Flight Manual. The data must include
the current empty weight, CG, and
equipment list.
Other Documents
Note
Airplane Logbook
Must be made available upon request.
Engine Logbook
Must be made available upon request
Pilots Checklist
Must be accessible to the pilot in flight.
Garmin G1000 Operating

Handbook
Must be accessible to the pilot in flight.
Service
Table 8-1 Document Checklists
8-5
Section 8
100 SERIES
8-2 AIRPLANE INSPECTION PERIODS

14 CFR Part 91.409 requires that all aircraft must undergo a thorough annual
inspection, meeting the requirements set forth in 14 CFR Part 43. Annual
inspections are based upon calendar months and are due on the last day of
the twelfth month, following the last annual inspection accomplished. For
example, if an annual inspection was performed on May 19, 2005, the next
annual inspection will be due May 31, 2006. Annual inspections must be
accomplished regardless of the number of hours it was flown in the previous
year and may only be performed by a licensed Airframe and Powerplant
(A&P) mechanic holding an Inspection Authorization (IA). All Quest
Authorized Service Centers are capable of performing annual inspections.
The inspection items are outlined, in detail, in Chapter 5 of the KODIAK 100
Airplane Maintenance Manual.
If the airplane is operated commercially, the regulations require the airplane to
undergo a 100-hour inspection each 100 hours of flight operation, in addition
to an annual inspection. The 100-hour inspection may be performed by an
A&P mechanic without an Inspection Authorization. The 100-hour interval
may be exceeded by no more than 10 flight hours in order to reach a location
where the inspection may be performed. Any flight hours used to reach the
location of inspection must be deducted from the next 100-hour interval.
In place of the 100-Hour and Annual inspection requirements, an airplane
may be inspected in accordance with a progressive inspection schedule.
A progressive inspection program must be approved by the FAA Flight
Standards District Office (FSDO) having jurisdiction over the area in which the
applicant is located.
PROGRESSIVE INSPECTION PROGRAM

Under the progressive inspection program, your airplane is inspected and
maintained in four basic operations. The four operations are recycled every
400 hours and are recorded in a special Aircraft Inspection Logbook as each
operation is accomplished.
Quest Aircraft Company recommends the Progressive Inspection Program
for aircraft being operated more than 400 hours per year and the 100-Hour/
Annual Inspection for all other aircraft. The procedures for the Progressive
Inspection Program and the 100-Hour inspection have been determined by
the factory and are followed by Quest Aircraft Company KODIAK 100 Service
Stations. The highest level of service is attained by Quest Approved Service
Stations utilizing factory/approved procedures, tools and equipment.
Service
8-6
Section 8
100 SERIES
ENGINE CONDITION TREND MONITORING

Pratt & Whitney Canada New Generation Engine Condition Trend Monitoring
System is a system of recording engine instrument reading, correcting the
readings for ambient conditions, and comparing actual engine operation to
typical engine operating characteristics.
Engine instrument recording is provided through the Garmin G1000. The
G1000 records the following engine parameters:
Inter Turbine Temperature (ITT)
Torque
Gas Generator RPM (Ng)
Propeller RPM (Np)
Fuel Flow
Indicated Outside Air Temperature
Altitude
Indicated Airspeed (KIAS)
The recorded engine parameters may be downloaded periodically from
the top card slot of the PFD and uploaded to Pratt & Whitney Canadas
WebECTM System for trend monitoring.
For more information concerning engine condition trend monitoring, refer to
Pratt & Whitney Canada Service Information Letter No. PT6A-122.
8-3 ALTERATIONS OR REPAIRS

It is important that the FAA is contacted prior to any alterations on the
airplane, to ensure that the airworthiness is not violated. Major alterations or
repairs to the airplane must be accomplished by FAA authorized personnel.
8-4 GROUND HANDLING

TOWING
The airplane is most easily and safely maneuvered by hand with the tow-bar
attached to the nose wheel. The tow bar may be stowed in the aircraft cabin
baggage compartment. Moving the airplane by hand requires one individual
to steer the airplane with the tow-bar, assisted by personnel pushing at the
wing struts.
During any towing operation, especially when conducted with the assistance
of a powered vehicle, do not exceed the nose gear turning limits of 55 either
side of center, as shown by the steering limit marks.
8 -7
Service
CAUT I ON : Do not push or pull the airplane using the propeller blades
or flight control surfaces.
Section 8
100 SERIES
PARKING
When parking the airplane, face the aircraft into the wind and set the
parking brakes. Do not set the parking brakes during cold weather, when
accumulated moisture may freeze the brakes, or when the brakes are
overheated. Install the control wheel lock and chock the wheels (if the parking
brake is not utilized) to prevent airplane movement. In severe weather or high
wind conditions, secure the airplane as outlined below:
CAUT I O N: Any time the airplane is loaded heavily, the footprint
pressure (pressure of the tires on the ramp or runway) will be extremely
high. Surfaces such as hot asphalt or sod may not support the airplane
adequately. Precautions should be taken to avoid parking or moving the
airplane in these areas.
TIE-DOWN
The best precaution against damage to the aircraft when it is parked in gusty
or strong winds is to follow proper tie-down procedures. To securely tie-down
the airplane, proceed with the following directions.
1. If possible, point the aircraft into the wind.
2. Set the parking brake (or chock the wheels).
3. Install the control wheel lock.
4. Set the aileron and elevator trim tabs in the neutral position, so the tabs are
even with the control surfaces.
5. Install the pitot tube cover, if available.
6. Securely attach anchored tie-down ropes or chains to the wing and tail tiedown fittings.
7. If the last flight of the day has been completed or if dusty conditions are
present or forecasted, install the engine inlet covers to protect the engine
from debris. The covers should be installed after the engine has cooled.
8. To prevent propeller wind-milling, install the propeller anchor on one of the
propeller blades and secure its anchor strap around the nose gear.
JACKING
A series of jack adapters are provided as a tool kit for jacking the airplane.
One adapter fits into the drag brace fitting on the fuselage for jacking the
nose gear. Two adapters (one for each main wheel) fit onto the existing axle
assemblies for jacking the main wheels. Two additional adapters screw into
the belly of the airplane at the main landing gear carry through structure, for
jacking the airplane to remove the main landing gear. For airplanes equipped
with an external cargo compartment, two additional adapters are placed under
the outboard aft trunnion bolt and used to jack the airplane.
Service
LEVELING
Longitudinal leveling of the airplane is required for weighing and determining
the empty weight center of gravity. Refer to Section 6 of this manual for
Leveling procedures.
8-8
Section 8
100 SERIES
8-5 SERVICING
LUBRICATING SYSTEM
Oil Specifications
Oil conforming to the current revision or supplement of Pratt & Whitney
Canada Service Bulletin Number 1001 must be used. The following table
lists some of the approved synthetic engine lubricating oils for the PT6A-34.
Brand
Specification / Type
Temperature Limits
Aeroshell Turbine Oil 750

Royco Turbine Oil 750
Castrol 98
BP Turbo Oil 274
Turbonycoil 35M
Above 0F (-18C)
Above 0F (-18C)
Above 0F (-18C)
Above 0F (-18C)
Above 0F (-18C)
Aeroshell Turbine Oil 500
CPW202 / Type 1
CPW202 / Type 1
CPW202 / Type 1
CPW202 / Type 1
CPW202 / Type 1
PWA 521 / Type 2
MIL-PRF-23699F
Above -40F(-40C)
Royco Turbine Oil 500
PWA 521 / Type 2

MIL-PRF-23699F
Above -40F(-40C)
Mobile Jet Oil II
PWA 521 / Type 2

MIL-PRF-23699F
Above -40F(-40C)
PWA 521 / Type 2

MIL-PRF-23699F
PWA 521 / Type 2
MIL-PRF-23699F
PWA 521 / Type 2
MIL-PRF-23699F
PWA 521 / Type 2
MIL-PRF-23699F
Castrol 5000
BP Turbo Oil 2380
Turbonycoil 525-2A
Turbonycoil 600
Above -40F(-40C)
Above -40F(-40C)
Above -40F(-40C)
Above -40F(-40C)
Table 8-2 Approved Engine Oils
Service
NO T E : The Type 2 oils should be used when operation of the aircraft

results in frequent cold soaking at ambient temperatures of 0F (-18C)
or less. Refer to the current revision of Pratt & Whitney Canada Service
Bulletin No. 1001 for additional oils which may be approved.
8-9
Section 8
100 SERIES
CAUT I O N: Do not intermix different viscosities or specifications of oil, as

their different chemical structures can make them incompatible.
NO T E : Do not mix types of oil unless otherwise specifically approved.
Refer to P&WC Service Bulletin Number 1001 for information concerning
changing brands, viscosities or specifications of oils.
If one or more of the following conditions exist, the accessory gearbox
scavenge pump inlet screen and any drained oil should be inspected for
the presence of carbon particles, as outlined in the airplane and engine
maintenance manuals procedures and the engine manufacturers applicable
engine and oil service bulletins:
1. The engine oil was accidentally switched to a third generation lubricant, at
any time other than at engine overhaul.
2. Abnormally high oil consumption.
3. Oil leaking from the engine intake.
If carbon particles are found, refer to the above referenced maintenance
manuals and service bulletins for the corrective actions to be taken.
Oil Capacities
Total Oil Capacity.............................................Approximately 13 US Quarts

Drain and Refill Quantity....................................Approximately 9 US Quarts
Oil Quantity Operating Range

Fill to within 1-1/2 quarts of the MAX HOT or MAX COLD markings (as
appropriate) on the dipstick. The quart markings indicate US quarts low when
the oil is hot. For example, a dipstick reading of 3 indicates the system is
within 3 quarts of MAX if the oil is hot and within 2 quarts of Max if the oil is
cold.
WARNING: Ensure the oil dipstick cap is securely latched down.
Operating the engine with the cap unlatched will result in excessive loss of
oil and eventual engine seizure. Operating the engine with less than the
recommended oil level may also lead to eventual engine seizure.
Oil System Servicing Intervals
Service
If the aircraft is operated less than 50 hours per month, the oil should be
changed and inspected every 400 hours or 1 year, whichever occurs first. For
airplanes operated in excess of 50 hours per month, an oil change interval of
1200 hours or one year, whichever occurs first, is recommended. Regardless
of the degree of utilization, if the airplane is operated in sandy or dusty
environments, the oil change interval should be adjusted to at least every 6
months.
8 -10
Section 8
100 SERIES
FUEL
Refer to the list of approved fuels in Section 1 of this manual.
Fuel On-Loading
CAUTION: Verify that the proper grade and type of fuel is being used to
service the aircraft.
NO T E : When utilizing a proportioner installed on refueling equipment,
follow the directions provided by the manufacturer.
Tank Filling Procedure:
1. Connect the fueling nozzle ground to the tie-down ring on the aircrafts
strut.
2. Place a protective mat on the wing near the fuel filler and remove the filler
cap.
3. Service with fuel as follows:
a. If the Jet Fuel is premixed with icing inhibitor, fill the wing tanks with the
required amount.
b. If the Jet Fuel does not contain pre-mixed icing inhibitor, select a fuel
system icing inhibitor complying with MIL-DTL-85470 (DIEGME) and
blend manually, as outlined in the following section.
WARNI N G: All fuels used must contain compliant anti-icing fuel additive.
Refer to Section 2 of this manual.
CAUT I O N : JP-5 and JP-8 fuels contain anti-icing additives. Do not use
Service
4. Remove the fuel nozzle, protective-pad, and ground-cable and install the
fuel filler cap. Check to ensure the filler cap is installed securely.
8 -11
Section 8
100 SERIES
Manual Blending of DIEGME Fuel Anti-Icing Additive

CAUT I O N: It is extremely important to attain the proper mixture ratio of
anti-icing within the fuel. A concentration in excess of that recommended
(0.15% maximum by volume) will result in detrimental effects to the
fuel tanks. Damage could occur to fuel system components, such as
deterioration of the protective primer and sealants and damage to the
o-rings and seals. Use only manufacturer-recommended blending
equipment to obtain proper proportioning.
When the airplane is being refueled, use the following procedure to blend
anti-icing additive with fuels not already containing anti-icing additive:
1. Attach the additive to the refueling nozzle; ensure the blender tube
discharges into the refueling stream.
2. Begin refueling while simultaneously fully depressing and slipping the ring
over the trigger of the blender.
CAUT I O N:
Diethylene Glycol Monomethyl Ether (DIEGME) is slightly toxic if
swallowed and may cause eye redness, swelling and irritation. It
is also combustible. Before using this material, refer to all safety
information provided on the container.
Assure the additive is directed into the stream of flowing fuel. The
stream of fuel must be started prior to beginning to add the anti-icing
additive, and the flow of additive must stop prior to stopping the flow of
fuel from the refueling nozzle.
Do not allow the concentrated additive to come in contact with the
coated interior of the fuel tank or painted surfaces of the airplane.
Do not use less than 20 fluid ounces of additive per 156 gallons of fuel
or more than 20 fluid ounces of additive per 104 gallons of fuel.
If the fuel additive concentration falls below 0.035% by volume, the
airplane should be defueled and refueled with the proper concentration
level of anti-ice additive.
Procedure for Checking Fuel Additive Concentration Levels
Service
Prolonged storage of the airplane will result in a buildup of water in the fuel
tanks which leaches out the additive. This condition is indicated by excessive
amounts of water accumulating in the fuel tank sumps. The concentration of
the additive may be checked using an anti-icing additive concentration test kit.
For additional information about this kit, refer to Chapter 12 of the KODIAK
100 Airplane Maintenance Manual. It is imperative that the instructions for
the test kit be followed closely when checking the concentration level of
the additive. The additive concentration by volume for DIEGME must be
0.10% minimum and 0.15% maximum. When fuel is added to the tanks, the
concentration level must be a minimum of 0.10% by volume.
8 -12
Section 8
100 SERIES
Fuel Contamination
Contamination in the fuel system is usually caused by the presence of
foreign material such as water, corrosion, sand, dirt, microbes, or bacterial
growth, or by additives not compatible with fuel or fuel system components.
An additional threat of contamination has developed with the increased use
of bio-component fuels (commonly referred to as fatty acid methyl esters,
or FAME) in ground-based vehicles, since the same fuel supply lines and
shipping containers used to deliver jet fuel are typically also used for the
transport of ground based fuels. FAME fuels are distinct from traditional
ground-based fuels in that they are surface-active materials that can adhere
to pipe and tank walls, and then release from the walls into the following
product, which may be jet fuel.
CAUT I O N : At high enough concentrations, FAME can impact the
thermal stability of the fuel, leading to coke deposits in the fuel system.
FAME contamination can also impact the freezing point of jet fuel resulting
in gelling of the fuel. These conditions can result in engine operability
problems, and possible engine flameout. Pratt and Whitney Canada has
agreed to accept no more than 5 ppm FAME contamination in jet fuel at
this time. Contact your fuel supplier to verify that they have implemented
quality control and inspection procedures to ensure that fuel they deliver
does not contain more than 5 ppm of FAME.
NO T E : Refer to FAA Special Airworthiness Information Bulletin
NE-09-25R1, Fuel: Jet Fuel Containing FAME (Fatty Acid Methyl Ester,
and to Pratt and Whitney Canada Service Information Letter No. GEN-091,
Jet Fuel Quality, for more information about FAME contamination.
Prior to each flight and following each refueling of the airplane, use a clear
fuel sampler and draw at least one fuel sampler cup full from each of the
inboard fuel tank sump drain valves, the fuel reservoir drain valve, and the
firewall-mounted fuel filter drain valve to determine if the airplane was fueled
with the proper grade of fuel or if contaminants are present.
WARNIN G: It is the responsibility of the pilot in command to ensure the

airplanes fuel supply is clean prior to initiating flight. Any traces of solid or
liquid contaminants must be considered hazardous and properly removed
from the fuel system. Carefully sample the fuel from all of the drain
locations during each preflight inspection and following every refueling of
the aircraft.
8 -13
Service
If contamination is detected, draw fuel from all of the fuel drain points
again. Take repeated samples from all of the fuel drain points until all of the
contamination has been removed. If, after repeated sampling, evidence
of contamination still exists, the fuel tanks should be completely drained,
cleaned, and inspected. Do not fly the airplane with contaminated or
unapproved fuel. Any time the firewall mounted fuel filter becomes clogged,
the red filter bypass warning button will extend. When this condition exists,
the filter must be disassembled and the filter element cleaned. Check the fuel
system to determine the cause of contamination prior to initiating flight.
Section 8
100 SERIES
LANDING GEAR
NO T E : The standard and optional sizes of tires may not be intermixed.
For example, when the optional large main tires are installed on the
airplane the optional large nose tire must also be installed.
Nose Wheel Cold Tire Pressure

51 3 PSI on 6.50 x 8, 8 Ply Rated Tire
35 3 PSI on 22 x 8.0-8, 6 Ply Rated Tire
Main Wheel Cold Tire Pressure

40 3 PSI on 8.5x10, 8 Ply Rated Tire
27 3 PSI on 29x11.00-10, 10 Ply Rated Tire
Nose Gear Shock Strut

Keep filled with MIL-H-5606 hydraulic fluid per filling instructions placard.
Maintain 45 PSI air pressure in shock strut. (Use only clean, dry compressed
air or nitrogen when servicing.)
Brakes
Service the brake fluid reservoir with MIL-H-5606 hydraulic fluid within the
placarded limits posted on the reservoir. Maintain the fluid level between the
MIN and MAX markings.
OXYGEN
Aviators Breathing Oxygen: MIL-O-27210
Maximum Cylinder Pressure (temperature stabilized after filling):
1850 PSI at
70F (21.1C)
Refilling Procedure
CAUT I O N : The bottle is equipped with a burst disk that may rupture
and prevent the oxygen bottle from holding pressure. If the bottle does not
maintain pressure when filled, perform maintenance in accordance with the
KODIAK 100 Airplane Maintenance Manual.
1. Ensure the Oxygen Cockpit Controller and Display (OCCD) is OFF.
2. Turn the Master Switch OFF.
3. Remove the aft bulkhead panel in the tailcone.
4. Access the filler port and pressure gauge and remove the cap using a
back-up wrench to ensure that the tank fitting doesnt rotate.
Service
CAUT I O N : Ensure the oxygen supply line and the filler port are clear of
dirt, grease, and oils that may create a fire hazard during refilling. Check
threads and ensure the filler port fitting threads are not damaged.
5. Briefly open the oxygen supply valve on the oxygen fill cart to purge the
filler line. Flow for approximately 10 seconds at a low flow.
6. Connect the oxygen supply line to the fill port and tighten the nut using a
back-up wrench to ensure that the tank fitting doesnt rotate.
8 -14
Section 8
100 SERIES
CAUT I ON : Excessive fill rates create heat build up in the high pressure
parts of the system, especially the bottle. Excessive heat build up will
result in damage and may lead to fire. Care must be taken not to surpass
the maximum fill rate of 200 psi per minute during filling. If excessive
heating is noticed (the bottle is too hot to hold), reduce fill rate.
7. Open the oxygen supply valve and slowly, at a maximum rate of 200 psi per
minute, fill the bottle to 1850 psi maximum at 70F (21.1C).
CAUT I O N : The Maximum Fill Pressure is 1,850 psi at 70F (21.1C).
Due to varying temperatures, it will be necessary to fill the oxygen bottle
using the corrected temperatures presented in the table below.
Temperature During Filling
F (C)
Corrected Temperature Pressure

(psi)
Above 100 (37.8)

100 (37.8)
95 (35.0)
90 (32.2)
85 (29.4)
80 (26.7)
75 (23.9)
70 (21.1)
65 (18.3)
60 (15.6)
55 (12.8)
50 (10.0)
45 (7.2)
40 (4.4)
Do not exceed 2000

1998
1961
1943
1924
1906
1869
1850
1832
1813
1776
1758
1739
1721
Table 8-2a Fill Pressure Based on Temperature
8. Turn the Master Switch and OCCD ON.

9. Verify that the Quantity indicator on the OCCD matches the amount on the
gauge at the bottle/regulator assembly.
10. Turn the OCCD and Master Switch OFF.
11. Slowly loosen the oxygen supply line nut at the fill port until pressure
begins to bleed. Use a back-up wrench to support the filler port when
disconnecting the line. Allow pressure to completely bleed down before
disconnecting oxygen supply line from the fill port.
12. Disconnect the oxygen supply line from the fill port.
13. Refit the cap to the fill port using a back-up wrench to ensure that the tank
fitting doesnt rotate.
14. Reinstall the aft bulkhead panel in the tailcone.
8 -14 a
Service
CAUT I O N : The oxygen supply line is highly pressurized and must be

discharged prior to disconnecting from fill port.
Section 8
100 SERIES
8-6 CLEANING AND CARE

CLEANING EXTERIOR SURFACES
CAUT I O N: For airplanes equipped with flight into known icing equipment,
do not wax the leading edge porous panels. Refer to Section 9 of this
manual for specific servicing information concerning the known-icing
system.
NO T E : Prior to cleaning, place the airplane in a shaded area to allow the

surfaces to cool.
NO T E : Equal substitutes may be used in place of the items listed in the

table below.
Cleaning Product
Application
Supplier
Prist Acrylic, Plastic and

Glass Window Cleaner
Windshield and Windows
Prist Aerospace
http://csdinc.org/prist/
Naphtha
Removing grease/stubborn
stains
Available Commercially
Simple Green Aircraft and

Precision Cleaner
Aircraft Exterior and

General Cleaning
www.simplegreen.com
Dawn Ultra-Concentrated Dish Soap
General Exterior Cleaning
Table 8-3 Approved Exterior Cleaning Products
The airplane should be washed with a solution of mild soap and water. Harsh
abrasives or alkaline soaps and detergents could create surface scratches, or
facilitate corrosive action. Areas of the aircraft where cleaning solutions could
cause damage should be covered. To wash the airplane, use the following
procedure.
1. Flush away loose dirt with water.
2. Apply cleaning solution with a soft cloth, sponge or soft bristle brush.
3. To remove exhaust soot, allow the solution to remain on the surface for a
longer period of time prior to scrubbing.
Service
4. To remove stubborn grease or oil stains, use a cloth dampened with

naphtha.
5. Thoroughly rinse all surfaces.
8 -14 b
Section 8
100 SERIES
Any high quality silicone-free automotive wax may be used to preserve

painted surfaces. Soft cleaning cloths or a chamois should be used to
prevent scratches when cleaning or polishing. A heavier coating of wax on
the leading surfaces will reduce abrasion problems in these areas.
Service
The frequency and method of washing is determined by the operating

environment. If the aircraft is operated in a continuous salt laden
environment, a desalination wash is recommended following the last flight
of the day and should be accomplished as a motoring wash. Occasional
operation in salt laden environments may necessitate a weekly desalination
wash accomplished with the motoring method. Less severe and more general
operating environments are not as conducive to rapid buildup of deposits,
but may eventually lead to deterioration in performance, necessitating a
performance recovery wash at intervals of 100-200 hours. In these general
operating environments, a motoring wash is recommended for light soil and
multiple motoring or a running wash is suggested for heavy soil accumulation.
8 -15
Section 8
100 SERIES
Windshield and Windows

When cleaning the acrylic or polycarbonate windows, rinse away all dirt
particles before applying a cloth or chamois. Never rub dry acrylic or
polycarbonate surfaces. Dull or scratched windows may be polished using a
special acrylic polishing compound.
CAUT I O N: When cleaning acrylic or polycarbonate windows, only use a
solvent free, non-abrasive, anti-static acrylic cleaner. Do not use gasoline,
alcohol, benzene carbon tetrachloride, thinners, acetone, or glass window
cleaning sprays.
CAUT I O N: Use only a nonabrasive cotton cloth or genuine chamois to
clean acrylic or polycarbonate windows. Newspaper-type products, and
some paper towels, are highly abrasive and will cause fine scratches.
1. Remove grease or oil using a soft cloth saturated with kerosene, then
rinse with clean, fresh water.
2. To prevent the formation of glare rings, wipe the windows clean in the
same direction as the normal airflow.
3. To prevent scratches caused by dirt accumulation on the cloth, fold the
cloth to expose a clean area after each pass.
4. Using a moist cloth or chamois, gently wipe the windows clean of all
contaminates.
5. Apply acrylic cleaner to one area at a time, then wipe away with a soft,
cotton cloth.
6. Dry all windows using a dry, nonabrasive cotton cloth or chamois.
ENGINE CARE
Engine Compartment Cleaning
The engine compartment may be cleaned using a suitable solvent. The
most efficient cleaning is accomplished by using a spray-type cleaner.
Prior to performing a spray cleaning, ensure that protection is provided for
components which might be adversely affected by the solvent. Refer to the
KODIAK 100 Airplane Maintenance Manual for proper lubrication of controls
and components after engine cleaning.
Engine Compressor Wash
Service
Instituting a regular compressor wash program will result in an increase in

performance and service life of the hot section components. A compressor
wash ring is installed on the top of the engine adjacent to the air inlet screen
to facilitate regular washing of the compressor section.
Compressor washes may be performed by motoring the engine with the
starter. Depending on the nature of the operating environment and the type of
deposits in the engine gas path, different compressor wash methods may be
used to remove salt, dirt, or other baked-on deposits which accumulate over a
8 -16
Section 8
100 SERIES
period of time and cause deterioration in engine performance. A desalination

wash is performed solely for the purpose of removing salt deposits. A
performance recovery wash removes baked-on deposits and improves engine
performance. A motoring wash is performed at a gas generator RPM of 14%
Ng. The water, cleaning solution, and rinsing solution are injected at different
pressures, depending on the ambient temperature and the type of wash
method being accomplished.
The frequency and method of washing is determined by the operating
environment. If the aircraft is operated in a continuous salt laden
environment, a desalination wash is recommended following the last flight
of the day and should be accomplished as a motoring wash. Occasional
operation in salt laden environments may necessitate a weekly desalination
wash accomplished with the motoring method. Less severe and more general
operating environments are not as conducive to rapid buildup of deposits,
but may eventually lead to deterioration in performance, necessitating a
performance recovery wash at intervals of 100-200 hours.
CAUT I ON : Always observe starting cycle limitations when conducting a
compressor motoring wash.
A variety of cleaning agents are recommended for mixing with water to form the
cleaning solution to be used for compressor washes. The mixture proportion
is not identical for all cleaning solutions. Depending on the prevailing ambient
temperature, aviation kerosene and methanol must be added to the cleaning
solution in varying proportions. Quality drinking water should be used when
performing a motoring wash. For more information concerning compressor
washes, refer to the Pratt & Whitney Canada PT6A-34 Maintenance Manual.
Compressor Turbine Blade Wash

Pratt & Whitney Canada has developed a procedure for performing a
compressor turbine blade motoring wash. This technique facilitates the
removal of contaminants from the compressor turbine blade surfaces, which
increases the blade service life. With this method, a water (or water and
methanol) solution is injected directly into the combustion chamber through
a special spray tube installed in one of the igniter plug ports. This method
of engine wash does not replace the need for accomplishing regular engine
compressor washes for performance recovery or desalination purposes.
Service
Compressor turbine blade washing is accomplished using potable water at

ambient temperatures of 2C (36F) and greater. Water/methanol solutions
may be used at temperatures lower than 2C (36F). Refer to the Pratt
& Whitney PT6A-34 Maintenance Manual for solution strengths, washing
procedures and limitations.
8 -17
Section 8
100 SERIES
INTERIOR CARE
The seats, carpet, upholstery panels, and headliners should be vacuumed at
regular intervals to remove surface dirt and dust. While vacuuming, use a fine
bristle nylon brush to help loosen particles.
CAUT I O N: Remove any sharp objects from pockets or clothing to avoid
causing damage to the interior panels or upholstery.
NO T E : Equal substitutes may be used in place of the items listed below.
Cleaning Product
Application
Supplier
Prist Acrylic, Plastic and

Glass Window Cleaner
Interior Windscreen
and Windows
Prist Aerospace http://csdinc.org/prist
OptiMax
Flight Display Screens
PhotoDon - www.photodon.com
Leather Care Kit
Leather Upholstery
Quest Aircraft Company
Leather Cleaner
Leather Upholstery

Ink Remover
Leather Upholstery
Leather Conditioner
Leather Upholstery
Spot and Stain Remover
Leather Upholstery
Vinyl Finish Cleaner
Vinyl Panels
Vinyl and Leather Cleaner
Vinyl and Leather Upholstery
Table 8-4 Approved Interior Cleaning Products
Windshields and Windows

Never rub dry acrylic or polycarbonate windows. Dull or scratched windows
may be polished with a special polishing compound.
CAUT I O N:
When cleaning acrylic or polycarbonate windows, use only solventfree, non-abrasive, anti-static cleaners. Do not use gasoline, alcohol,
benzene carbon tetrachloride, thinners, acetone, or glass window
cleaning sprays.
Use only non-abrasive cotton cloth or genuine chamois to clean acrylic
or polycarbonate windows. Newspaper-type products, and some paper
towels, are highly abrasive and will cause hairline scratches.
Service
NO T E :
Wiping with a circular motion may cause glare rings. Wipe in the same
direction as the normal flow of wind to help prevent this condition.
To prevent scratching from dirt accumulated on the cloth, fold the cloth
to expose a clean area after each pass.
8 -18
Section 8
100 SERIES
1. Using a moist cloth or chamois, gently wipe the windows clean of all
contaminates.
2. Apply acrylic/polycarbonate cleaner to one area at a time, then wipe away
with a soft, cotton cloth.
3. Dry the windows using a dry, nonabrasive cotton cloth or chamois.
Instrument Panel and Electronic Display Screens

The instrument panel, control knobs, and plastic trim only require cleaning
with a soft damp cloth. The primary flight displays and multi-function display,
and other electronic display screens, should be cleaned with an eyeglass
cleaning solution as follows:
CAUT I O N :
To avoid dripping solution on the display and possibly damaging internal
portions of the component, apply the cleaning solution to the cloth, not
directly on the display screen.
Use only a lens cloth or non-abrasive cotton cloth to clean the display
screens. Paper towels, tissue, or camera lens paper may scratch the
display screens.
Clean the display screens with the power OFF.
1. Gently wipe the display with a clean, dry, cotton cloth.
2. Moisten the clean, cotton cloth with the cleaning solution.
3. Wipe the soft cotton cloth across the display in one direction, moving from
the top of the display to the bottom. Do not rub harshly.
4. Gently wipe the display with a clean, dry cotton cloth.
Headliner and Trim Panels

The airplane interior may be cleaned with a mild detergent or soap and water.
Harsh abrasives, alkaline soaps, or detergents should be avoided. Solvents
and alcohols may damage or discolor vinyl or urethane parts and should also
be avoided. Cover areas where cleaning solutions could cause damage. Use
the following procedures for cleaning the headliner and trim panels:
Clean the headliner and side panels with a stiff bristle brush, and vacuum
where necessary.
Soiled upholstery may be cleaned using quality upholstery cleaner
suitable for the type of material. Carefully follow the manufacturers
recommendations. Avoid soaking or harsh rubbing.
8 -19
Service
CAUT I ON : Solvent cleaners and alcohol should not be used on interior

surfaces. If cleaning solvents are used on cloth, cover the areas where
cleaning solvents could cause damage.
Section 8
100 SERIES
Leather Upholstery and Seats

For routine maintenance, leather upholstery should be wiped with a soft, damp
cloth. For more thorough cleaning, begin with a solution of mild detergent and
water then, if necessary, utilize one of the more potent products available from
Quest to remove the more stubborn marks and stains. Do not use soaps, as
they contain alkaline which will alter the pH balance of the leather, causing it to
age prematurely. Cover areas that the cleaning solution could damage. Use
the following procedure for cleaning leather:
CAUT I O N: Solvent cleaners and alcohol should not be used on leather
upholstery.
Clean leather upholstery with a soft bristle brush, and vacuum where
necessary.
Wipe the leather upholstery with a soft, damp cloth.
Soiled upholstery may be cleaned with the approved products available
from Quest Aircraft Company. Avoid soaking or harsh rubbing.
Carpets
To clean carpets, first remove loose dirt by use of a vacuum. For soiled spots
and stubborn stains, use a nonflammable, dry cleaning fluid. Floor carpeting
may be cleaned in the same manner as any household carpet.
Service
8 -20
100 SERIES
Section 9
S U PPL E M E N T S
SECTION 9
Supplements
GENERAL
This section of the Pilots Operating Handbook contains FAA Approved
Supplements necessary to safely and efficiently operate the KODIAK
when it is equipped with optional systems or equipment not provided with
the standard airplane, or for special operations not included in the Pilot's
Operating Handbook. Supplements are miniature versions of the main
POH and contain information corresponding to most sections of the manual.
Information contained in a supplement adds to, supersedes, or replaces
similar data in the basic manual.
LOG OF SUPPLEMENTS
A Log of Supplements is provided and may be used as a Table of Contents
for this section. It is the owners responsibility to ensure any equipment
installed on the airplane is accomplished in accordance with an approved
STC, or other approval method, and that the proper supplement, if
applicable, is contained in the handbook and properly recorded in the Log of
Supplements.
9 -1
Supplements
Supplement status can be found at www.questaircraft.com.
Section 9
S U PPL E M E N T S
100 SERIES
Supplements
9 -2
Section 9
LO G O F S U PPL E M E N T S
100 SERIES
Log of Supplements
It is the owners responsibility to ensure that the supplements applicable to
their airplane are contained in this manual and properly recorded in the Log
of Supplements. Not all supplements included with your POH/AFM, or those
listed below, may be applicable to your airplane.
Supplement status can be found at www.questaircraft.com.
Title
Release
Equipped?
Date
AM901.001
S-TEC Autopilot and Yaw Damper
08/31/09
AM901.002
Hartzell PitchLatch Equipped Propeller
08/31/09
AM901.003
Parachute Operations
08/31/09
AM901.004
TKS Ice Protection System
12/14/09
AM901.005
Cargo Doors Removed Kit
01/28/11
AM901.006
External Cargo Compartment
05/08/14
AM901.007
Garmin GWX 68 Weather Radar
09/10/13
AM901.008
Oversized Tires and Landing Weight
01/10/14
AM901.009
Garmin GFC 700 AFCS
08/29/14
AM901.010
Voice Data Recorder
07/07/15
AM901.012
Equipment Box Mount
02/11/16
AM901.101
Brazilian Certified Airplanes
02/27/12
AM901.102
Mexican Certified Airplanes
04/16/12
AM901.103
Chinese Certified Airplanes
09/23/13
AM901.104
Venezuelan Certified Airplanes
11/29/13
AM901.105
IAC AR Certified Airplanes
10/13/14
AM901.106
Japanese Registered Airplanes
02/10/15
AM901.108
Chilean Certified Airplanes
08/09/16
A M 9 01.1
Log of Supp.
Supplement
Number
Section 9
LO G O F S U PPL E M E N T S
100 SERIES
Log of Supp.
A M 9 01.1
100 SERIES
Section 9
S -T EC AU TO PI LOT
S-TEC AUTOPILOT AND YAW DAMPER

KODIAK 100 POH/AFM Supplement AM901.001
INTRODUCTION
When the S-TEC System Fifty Five X (55X) Autopilot and yaw damper is
installed in the KODIAK 100, this Supplement is applicable and must be
inserted in the Supplement section (Section 9) of the KODIAK 100 Pilots
Operating Handbook and FAA Approved Airplane Flight Manual. This
document must be carried in the airplane at all times. Information in this
supplement adds to, supersedes, or deletes information contained in the
basic KODIAK 100 POH/AFM.
P i l o t s O p e r a t i n g H a n d b o o k S u p p l e m e n t
9 .1-1
S-Tec Autopilot
S-Tec Autopilot
Section 9
100 SERIES
9 .1- 2
100 SERIES
Section 9
S-TEC Autopilot and Yaw Damper Supplement

Table of Contents
GENERAL 9.1-5
LIMITATIONS 9.1-8
EMERGENCY PROCEDURES 9.1-9
AUTOPILOT MALFUNCTION 9.1-9
YAW DAMPER MALFUNCTION9.1-10
ALTITUDE LOSS9.1-10
SYSTEM FAILURE AND CAUTION ANNUNCIATIONS9.1-10
NORMAL PROCEDURES 9.1-12
GENERAL9.1-12
AUTOPILOT PREFLIGHT TESTS9.1-12
IN-FLIGHT PROCEDURES9.1-13
HEADING MODE9.1-13
ALTITUDE HOLD MODE9.1-14
VERTICAL SPEED MODE9.1-14
ALTITUDE PRE-SELECT9.1-15
GPS TRACKING AND GPS APPROACH9.1-16
GPS APPROACH (WITH VERTICAL GUIDANCE) (WAAS)9.1-17
VOR TRACKING AND VOR-LOC APPROACH9.1-17
ILS INTERCEPT AND TRACKING9.1-18
YAW DAMPER OPERATION9.1-19
FLIGHT DIRECTOR OPERATION9.1-19
DISENGAGING THE AUTOPILOT 9.1-20
PERFORMANCE 9.1-20
WEIGHT AND BALANCE 9.1-20
AIRPLANE & SYSTEMS DESCRIPTIONS 9.1-20
AUTOPILOT 9.1-20
FLIGHT DIRECTOR 9.1-21
AUTOPILOT ON - G1000 ANNUNCIATIONS 9.1-23
FLIGHT DIRECTOR ONLY - G1000 ANNUNCIATIONS 9.1-23
FD/AP OFF - G1000 ANNUNCIATIONS 9.1-23
YAW DAMPER 9.1-27
HANDLING, SERVICE & MAINTENANCE 9.1-28
9 .1- 3
S-Tec Autopilot
S-Tec Autopilot
Section 9
100 SERIES
9 .1- 4
100 SERIES
Section 9
9.1-1 GENERAL
The System Fifty Five X is a rate based autopilot. A turn coordinator hidden
behind the instrument panel provides turn rate. When in control of the roll
axis, the autopilot senses roll/yaw rate, as well as closure rate to the selected
course, and the non-rate quantities of heading error, course error, and course
deviation indication. When in control of the pitch axis, the autopilot senses
vertical speed, acceleration, and closure rate to the selected glideslope,
along with the non-rate quantities of altitude and glideslope deviation
indication. These sensed data provide feedback to the autopilot, which
processes them in order to control the aircraft through the use of servos
coupled to the control system. The roll servo is coupled to the ailerons. The
pitch servo is coupled to the elevator. Activation of roll axis control must
always precede activation of pitch axis control.
The pitch auto-trim function senses when the airplane needs to be trimmed
about the pitch axis and responds by driving the trim servo in the proper
direction to provide trim. The trim servo is coupled to the elevator trim wheel
in the cockpit and thereby to the elevator trim tabs.
The yaw damper senses lateral acceleration at the tail, and responds by
driving the yaw servo in the proper direction to provide damping. The yaw
servo is coupled to the rudder.
Refer to the S-TEC Pilots Operating Handbook Fifty Five X dated
November 30, 2007 or later for full operational procedures and descriptions
of implemented modes. The System 55X POH also contains detailed
procedures for accomplishing GPS and VOR course tracking, front course
and back course localizer approaches, and glideslope tracking.
NO T E : The KODIAK 100 implementation of the System 55X Autopilot
does not utilize the CWS (Control Wheel Steering).
9 .1- 5
S-Tec Autopilot
S-Tec Autopilot
Section 9
100 SERIES
The following modes are provided in the KODIAK 100 installation of the
S-TEC 55X Autopilot:
Mode
Task
Annunciation
on Computer
Roll Axis Control

Heading Mode
Turn to heading
Hold heading
HDG
Navigation Mode
Intercept and track:

VOR course
GPS course
NAV
Navigation
Approach Mode
LOC approach front course inbound

VOR approach inbound
Reverse Mode
Outbound leg of VOR approach
Reverse Approach Mode
LOC approach back course inbound
Navigation GPS Steering

Mode
GPS steer along course
NAV APR
REV
REV APR
NAV GPSS
Pitch Axis Control

Altitude Hold Mode
Altitude Capture
Vertical Speed Mode
Hold present altitude

Capture a selected altitude
ALT
ALT VS
Hold vertical speed
VS
Glideslope Mode
Intercept and track ILS glideslope
GS
Electric Pitch Trim
Reduce load on autopilot servos when

needed (a separate electric pitch trim servo
is installed and connected to the pitch trim
wheel)
TRIM
Yaw Axis Control

Yaw Damper
Yaw damping function
Switch position
Table 9.1-1 Autopilot Modes
9 .1- 6
100 SERIES
Section 9
Figure 9.1-1 S-TEC 55X System Diagram
9 .1-7
S-Tec Autopilot
S-Tec Autopilot
Section 9
100 SERIES
9.1-2 LIMITATIONS
1. Autopilot operation is prohibited above 18,000 feet MSL.
2. Autopilot operation is prohibited below 100 KIAS.
3. The autopilot must be disengaged for missed approach, go-around, and
balked landing.
4. The autopilot must be disengaged for flap transitions.
5. Maximum Flap deflection is limited to 20 while the autopilot is engaged.
6. The autopilot must be disengaged for takeoff and landing.
7. The Yaw Damper must be disengaged for approach, takeoff, and landing.
8. The following limitations apply for VOR, GPS, and ILS Glideslope and
localizer intercept, capture, and tracking:
a. The autopilot must be disengaged for operations below the Decision
Height or the Minimum Descent Altitude.
b. The autopilot must be disengaged for operations below 300 feet AGL.
c. The autopilot must be disconnected during the approach if the course
deviation exceeds 50%. The approach should only be continued by
hand-flying the airplane.
d. The ILS is to be flown at 100 KIAS and 20 flaps, or at 110 130 KIAS
and 0 flaps.
e. The flaps should be configured to 20 with the autopilot disengaged
and prior to the Outer Marker.
9. The S-TEC Pilots Operating Handbook Fifty Five X dated March 15,
2007 or later must be carried in the airplane and available to the pilot while
in flight.
9 .1- 8
Section 9
100 SERIES
9.1-3 EMERGENCY PROCEDURES

AUTOPILOT MALFUNCTION
Any failure or malfunction of the electric trim or autopilot can be overridden
by use of the control yoke. If any type of runaway occurs, disengage the
autopilot by pressing the autopilot disconnect button on the yoke and
disengage the trim systems by placing the trim disconnect switch on the
yoke to the DISCONNECT position (aft). The autopilot disconnect switch
may be pressed using the left thumb and the trim disconnect switch may be
disconnected by using the left forefinger.
2. Autopilot (if engaged)...........................................................DISENGAGE
3. Trim Disconnect Switch.................................................... DISCONNECT
4. Manual Pitch Trim Wheel................................RETRIM AS NECESSARY
5. Flight.................................................................. CONTINUE MANUALLY
CAUT I ON : The flap trim compensation will not operate with the trim
disconnect switch disconnected. Utilize the manual pitch trim wheel to
compensate for trim changes caused by flap transitions.
Switch
Trim Disconnect
Switch
Electronic Pitch
Trim Dual Switch
Figure 9.1-2 Autopilot and Trim Disconnect Switches
9 .1- 9
S-Tec Autopilot
S-Tec Autopilot
Section 9
100 SERIES
YAW DAMPER MALFUNCTION

Any failure or malfunction of the yaw damper can be overridden by use of the
rudder pedals. If a yaw damper runaway occurs, disengage the yaw damper
by turning the yaw damper master switch to OFF. The yaw damper master
switch is located just below the autopilot computer on the instrument panel.
2. Yaw Damper Master Switch...............................................................OFF
3. Flight............................... CONTINUE WITHOUT USING YAW DAMPER
ALTITUDE LOSS
Maximum altitude lost during a roll, pitch, or yaw axis autopilot or yaw
damper malfunction is as follows:
Flight Phase
Bank Angle Change
Altitude Loss
Climb
59
600
Cruise
60
500
Descent
60
800
Maneuvering
40
100
Approach
29
100
Table 9.1-2 Altitude Loss
SYSTEM FAILURE AND CAUTION ANNUNCIATIONS

Annunciations for the autopilot are shown on both the G1000 (top center
of the PFD) and the S-Tec 55X autopilot computer. If FAIL annunciation
is shown in the G1000 Autopilot Annunciation Block (see the figure below),
immediately disengage the autopilot and execute a go-around or missed
approach as appropriate. Do not attempt to troubleshoot the problem until
a safe altitude and maneuvering area are reached or a safe landing is
completed.
Figure 9.1-3 G1000 Autopilot Annunciations
NO T E : The G1000 Annunciation block will also display the following

annunciations when activated: AP (Autopilot), FD (Flight Director), and YD
(Yaw Damper).
9 .1-10
100 SERIES
Section 9
Figure 9.1-4 S-Tec 55X Autopilot Computer Annunciations
Annunciation
Condition
Action
Flashing RDY for 5

seconds with audible
tone.
Autopilot disconnected. All

annunciations except RDY are
cleared.
None.
Flashing RDY with

audible tone then
annunciator goes out.
Hidden turn coordinator gyro speed

is too low. Autopilot disengages and
cannot be re-engaged.
Check power to autopilot turn

coordinator.
Flashing NAV, REV

or APR
Off navigation course by 50%

needle deflection or more (if
previously less than 50% needle
deflection).
Use HDG mode until problem

is corrected.
Flashing NAV, REV,

or APR with steady
FAIL
Invalid radio navigation signal.
Check NAV radio for proper

reception and identification.
Use HDG mode until problem
is corrected.
Flashing VS
Excessive vertical speed error

compared to selected vertical
speed. Usually occurs in climb
when the airplane is not able to
maintain the selected vertical speed.
Reduce commanded VS as
appropriate.
Flashing GS
Off glideslope centerline by 50%

needle deflection or more (if
previously less than 50% needle
deflection).
Check attitude and power.

Adjust power as appropriate
to maintain glideslope.
Flashing GS with
steady FAIL
Invalid glideslope radio navigation

signal.
Disconnect autopilot and

initiate go-around or missed
approach procedure. Inform
ATC.
Flashing GS plus ALT
GS mode manually disabled by

pressing the APR button after the
GS mode was active.
Re-enable (if desired) by

pressing the APR mode
button.
Table 9.1-3 System Failure and Caution Annunciations
9 .1-11
S-Tec Autopilot
S-Tec Autopilot
Section 9
100 SERIES
9.1-4 NORMAL PROCEDURES

GENERAL
NO T E : Refer to the Airplane and Systems Descriptions section of this
supplement for a description of the autopilot and yaw damper.
The autopilot is integrated with the Garmin G1000 to allow altitude preselect
using the G1000 altitude bug and knobs. The vertical speed is selected
at the autopilot computer. The altitude preselect feature is activated by
selecting the desired level-off altitude in the G1000, simultaneously pressing
the ALT and VS buttons on the autopilot computer, and then selecting the
desired Vertical Speed using the selector knob on the autopilot computer.
WARNI NG : The pilot must properly monitor and control the engine power
to avoid stalling the airplane while using altitude hold or vertical speed
modes. The minimum operating speed with the autopilot engaged is 100
KIAS.
AUTOPILOT PREFLIGHT TESTS

1. Master Switch......................................................................................ON
2. Avionics Bus Switch.............................................................................ON
3. Autopilot Master Switch....................................................ON and NOTE:
All autopilot annunciators illuminate for 5 seconds on both the G1000 and
the autopilot computer. When the hidden turn coordinator gyro has reached
operational RPM, the RDY annunciator appears.
4. Heading Mode........................................................TEST AS FOLLOWS:
a. Center the HDG bug on the G1000 by pressing the HDG knob on the
PFD.
b. Select HDG mode on the autopilot computer and note that HDG is
annunciated on the G1000 and the autopilot computer.
c. Rotate the HDG knob on the G1000 and note that the control wheels
follow the movement of the knob and heading bug.
d. Re-center the heading bug and note that the control wheels stop
moving.
5. Vertical Speed.........................................................TEST AS FOLLOWS:
a. Press the VS button on the autopilot computer and note that VS and +0
are annunciated on the autopilot computer. Only VS is annunciated on
the G1000.
b. Rotate the control knob on the autopilot computer to select 500 FPM up
(+5). After a short delay, verify the control yoke moves aft.
c. Rotate the VS control knob to 500 FPM down (-5). After a short delay,
verify the control yoke moves forward.
6. Altitude Hold...........................................................TEST AS FOLLOWS:
a. Press the ALT button on the autopilot computer and note that ALT is
annunciated on the G1000 and the autopilot computer. Verify the VS
annunciations are no longer shown and the yokes do not move.
9 .1-12
100 SERIES
Section 9
7. Auto-Trim Test................................................PERFORM AS FOLLOWS:

a. While still in altitude hold, pull aft of the control yoke and verify the
TRIM is annunciated on the G1000 and the autopilot computer and the
automatic trim system drives the elevator trim wheel and indicator nose
down.
b. Push forward on the control yoke and verify TRIM is annunciated on
the G1000 and the autopilot computer and the automatic trim system
drives the elevator trim wheel and indicator nose up.
8. Overpower Test..............................................PERFORM AS FOLLOWS:
a. .Grasp the control yoke and input left aileron, right aileron, nose up, and
nose down to overpower the autopilot. Overpower action should be
smooth in each direction with no noise or jerky feel.
9. Radio Navigation Check................................PERFORM AS FOLLOWS:
a. Tune a valid frequency into the NAV 1 radio and select VOR 1 using
the CDI softkey on the PFD.
b. Select NAV mode on the autopilot computer and move the OBS knob
on the G1000 so that the VOR deviation needle moves left or right.
Note that the control yokes follow the direction of needle movement.
10. Autopilot Disconnect Test.............................PERFORM AS FOLLOWS:
a. Press the Autopilot Disconnect Switch on the control yoke and note that
the autopilot disengages and the aural tone is present.
b. Move the control yoke to verify that it moves freely with no control
restriction or binding.
IN-FLIGHT PROCEDURES
1. The RDY annunciation........SHOWN on G1000 and Autopilot Computer
2. Airplane................................................ TRIM for existing flight conditions
HEADING MODE
1. Begin by selecting a heading on the HSI within 10 of the current aircraft
heading.
2. Press the HDG button on the autopilot computer. The HDG annunciation
will be shown on the G1000 and the autopilot computer and the airplane
will turn to the selected heading.
3. Use the HSI heading bug to make heading changes as desired.
9 .1-13
S-Tec Autopilot
S-Tec Autopilot
Section 9
100 SERIES
ALTITUDE HOLD MODE

1. Manually fly the airplane to the desired altitude and level off.
NO T E : For the smoothest transition to altitude hold, the airplane rate
of climb or descent should be less than 100 FPM when Altitude Hold is
selected.
2. Press HDG or NAV to engage a roll mode. The associated annunciation
will be shown on the G1000 and the autopilot computer.
NO T E : A roll mode must be engaged prior to engaging a pitch mode.
3. Press the ALT button on the autopilot computer. The ALT annunciation
will be shown on the G1000 and the autopilot computer. The autopilot will
hold the present altitude.
NO T E : Do not manually fly the airplane off the selected altitude, as
the autopilot will not disengage altitude hold mode and the autopilot will
command a pitch change to recapture the altitude when the control input
is released. Also, the automatic trim will run while manually flying off the
selected altitude, thus causing the aircraft to be in an out-of-trim condition
when the autopilot is disengaged or the controls are released.
4. The set altitude can be modified by rotating the VS/Modifier knob on the
autopilot computer. Clockwise rotation will increase and counterclockwise
rotation will decrease altitude approximately 20 feet for each click. The
maximum adjustment is 360 feet. Adjustments greater than 360 feet can
be made by selecting VS mode and flying the airplane to the new altitude,
then re-engaging ALT mode at the desired altitude.
VERTICAL SPEED MODE

1. Begin by manually establishing the airplane at the desired vertical speed.
2. Press HDG or NAV to engage a roll mode. The associated annunciation
will be shown on the G1000 and autopilot computer.
NO T E : A roll mode must be engaged prior to engaging a pitch mode.
3. Press the VS button on the autopilot computer to engage the vertical
speed mode. When the mode is engaged, the autopilot will synchronize to
and hold the vertical speed at the time the mode was engaged.
NO T E : The vertical speed is displayed in 100-foot increments at the far
right of the autopilot computer display next to the VS annunciation. A plus
(+) value indicates a climb and a negative (-) value indicates a descent.
9 .1-14
100 SERIES
Section 9
4. Vertical speed can be adjusted by rotating the VS knob on the autopilot

computer. Clockwise rotation increases and counterclockwise rotation
decreases the selected rate of climb or descent 100 FPM for each click.
The maximum selectable vertical speed is 3000 FPM.
NO T E : A flashing VS mode annunciator indicates excessive error
between the actual vertical speed and the selected vertical speed (usually
in a climb). The pilot should adjust power or reduce the commanded
vertical speed as appropriate to remove the error. The minimum operating
speed with the autopilot engaged is 100 KIAS.
ALTITUDE PRE-SELECT
1. The G1000 altitude bug may be used to preselect an altitude for the
autopilot to level off. The altitude can be above or below the current
altitude and the vertical speed selected through the autopilot should be
appropriate for the desired altitude change. Once the altitude is selected
using the altitude knobs on the G1000, the altitude and vertical speed
can be coupled by the autopilot by simultaneously pressing the ALT and
VS buttons on the autopilot computer. ALT and VS will be displayed on
the G1000 and the autopilot computer. The ALT annunciation is shown
as white on the G1000 because it is armed, but not active. The VS
annunciation is shown as green on the G1000 because it is active. When
the autopilot captures the selected altitude and levels off, VS disappears
and ALT will be shown as green because it is now the active mode.
NO T E : If an altitude is selected that requires an opposite vertical
speed from that which is selected, the VS annunciation will flash but the
airplane will follow the selected vertical speed and will not level off since
the selected vertical speed is taking the airplane away from the selected
altitude.
2. As the airplane nears the selected altitude, the system automatically
reduces vertical speed command in 100 FPM increments to provide a
smooth and slow transition to the selected altitude.
9 .1-15
S-Tec Autopilot
S-Tec Autopilot
Section 9
100 SERIES
GPS TRACKING AND GPS APPROACH

1. Ensure the GPS satellite signal and RAIM are available.
2. Ensure the CDI is set to GPS on the G1000.
3. Select the desired course on the HSI and establish a desired intercept
heading.
4. Press the NAV button on the autopilot computer twice. The NAV and
GPSS mode annunciators will illuminate.
NO T E : If the course needle is at full-scale deviation, the autopilot will
establish the airplane on a heading for a 45 intercept with the selected
course. As the airplane approaches the course, the autopilot will smoothly
shallow the intercept angle. The pilot may select an intercept angle other
than the standard 45 by setting the desired intercept heading with the
HDG bug, pressing and holding HDG on the autopilot computer, and then
pressing NAV twice also on the autopilot computer (HDG, NAV and GPSS
will be displayed). When the on-course intercept turn begins, the HDG
mode will disengage and the annunciator will disappear.
NO T E : During the intercept sequence, the autopilot operates at maximum
gain and sensitivity (130% of standard rate turn). When the selected
course is intercepted and the course deviation needle is centered, the
autopilot will transition into course tracking mode. The system will remain
at maximum sensitivity for approximately 15 seconds while the wind
correction angle is established. The maximum turn rate is then reduced
to 45% standard rate. Approximately 60 seconds later, the maximum turn
rate is reduced to 15% standard rate.
5. Use the HDG mode to accomplish procedure turns and holds. Reengage
GPSS to complete the approach when exiting a hold or procedure turn.
CAUT I O N: If HDG mode is not used to accomplish the procedure turn
or hold, and the autopilot is left in GPSS mode, it will intercept the inbound
holding leg course on the CDI and continue to fly that course without
holding as published.
9 .1-16
100 SERIES
Section 9
GPS APPROACH (WITH VERTICAL GUIDANCE) (WAAS)

When conducting a WAAS approach with the NAV GPSS mode engaged, the
autopilot will execute the entire lateral approach sequence (i.e., intercept and
track front outbound course, complete procedure turn, intercept and track
front inbound course).
In addition, the autopilot will execute the following vertical approaches:
1. LPV (precision and LNAV/VNAV)
2. LNAV+V (non-precision)
Once on the front inbound course, the NAV APR mode must be engaged
in order to intercept and track either GPS glideslope listed above. The
remainder of the approach should be flown like a Straight-In ILS.
CAUT I O N : The aircraft will not automatically level off at the Decision
Height (DH) or Minimum Descent Altitude (MDA). The pilot must maintain
an awareness of their altitude at all times, and disconnect the autopilot at
DH or MDA for either a landing or Go-Around (GA).
VOR TRACKING AND VOR-LOC APPROACH

1. Begin with a reliable VOR or LOC signal selected on NAV 1 or 2 of the
G1000.
2. Select VOR 1 or 2 as appropriate on the G1000 CDI.
3. Select the desired course on the HSI and establish a desired intercept
heading.
4. Press the NAV button on the autopilot computer. NAV will be annunciated
on the G1000 and the autopilot computer.
NO T E : For station passage, it is recommended to switch to HDG mode
when 1 mile or less from the station with the HDG set as desired to
maintain a steady track on the course.
NO T E : Another method which provides smooth changes in course while
enroute (flying airways) is to program the route as a flight-plan in the
G1000 and utilize the GPSS mode of the autopilot.
5. For increased sensitivity during an approach, press the APR button on the
autopilot computer. Both NAV and APR annunciations will be shown on
the G1000 and the autopilot display.
9 .1-17
S-Tec Autopilot
S-Tec Autopilot
Section 9
100 SERIES
ILS INTERCEPT AND TRACKING

1. Begin with a reliable ILS signal selected on NAV 1 or NAV 2 of the G1000.
2. Select LOC 1 or 2 as appropriate using the G1000 CDI softkey.
3. Verify the inbound course is selected on the HSI
4. Establish an intercept heading using the G1000 heading bug and the HDG
mode on the autopilot computer.
5. Establish an intercept altitude using the ALT mode of the autopilot.
6. Using the autopilot computer, press and hold HDG and then press APR
(HDG, NAV, APR, and ALT annunciated).
7. Once the aircraft is within 50% needle deflection of the localizer centerline
and more than 10% needle deflection below the glideslope the GS
(glideslope) mode will automatically arm (GS).
NO T E : The armed glideslope mode can be subsequently disabled by
pressing the APR mode selector switch. The GS annunciation will flash
to acknowledge this. To then re-arm the glideslope mode, press the
APR mode selector switch again. The GS annunciation will immediately
extinguish, but reappear after one second.
NO T E : With the glideslope armed, once the aircraft reaches 5%
Glideslope Deviation Indication (GDI) needle deflection below the
glideslope, the ALT annunciation will extinguish to indicate engagement
of the glideslope mode and the Glideslope Mode annunciation will change
from white (armed) to green (active).
NO T E : If the approach positions the aircraft slightly above the glideslope,
then manual engagement of the glideslope mode can be instantly achieved
by pressing the ALT button on the autopilot computer.
CAUT I O N: Manual engagement of the glideslope mode when the
aircraft is positioned above the GS centerline will cause a more aggressive
intercept toward the glideslope. Do not manually engage the glideslope
mode if the glideslope needle deflection is greater than 10% above center.
8. The GS annunciation will flash whenever the needle deflection exceeds
50% or the glideslope signal is lost. If the glideslope signal is lost, the
FAIL annunciation will also be shown.
9. At the decision height or 300 feet AGL (whichever occurs first), disengage
the autopilot to land or execute a missed approach.
9 .1-18
100 SERIES
Section 9
YAW DAMPER OPERATION

1. Trim the aircraft for the current phase of flight using the rudder trim switch
located on the control pedestal.
2. Place the yaw damper master switch in the ON or AUTO position. The
AUTO position will engage the yaw damper only if the autopilot is also
engaged.
3. Center the slip skid indication on the G1000 using the Trim Knob on the
yaw damper switch panel.
4. Disengage the yaw damper prior to approach and landing. To disengage
the yaw damper, place the yaw damper master switch in the OFF position.
NO T E : It is recommended that the yaw damper be turned off and the
airplane re-trimmed using the rudder trim switch on the control pedestal
after transitioning to a different phase of flight (climb, cruise, and descent),
and then reengaging the yaw damper. This will help unload the yaw
servo and also prevent an out-of-trim condition when the yaw damper is
disengaged.
NO T E : The yaw damper trim knob is sensitive and only requires small
movements to center the displaced slip/skid indication. The trim feature
is designed to zero out the accelerometer. For best results from the yaw
damper, it is recommended to trim the airplane with the yaw damper turned
off using the rudder trim switch on the control pedestal, and then engage
the yaw damper and zero out the yaw damper accelerometer using the yaw
damper trim knob (center the slip/skid indication).
FLIGHT DIRECTOR OPERATION

Engaging FD Only
1. Engage Flight Director only by selecting FD on the three-way autopilot
master switch.
2. S-TEC AUTOPILOT : Select a roll mode (HDG, NAV, NAV APR, REV, REV
APR, NAV GPSS)
3. S-TEC AUTOPILOT : Engage a pitch mode (ALT, VS)
NO T E : The Flight Director Command Bars will not appear unless a roll
mode (HDG, NAV, NAV APR, REV, REV APR, NAV GPSS) AND a pitch
mode (ALT, VS) are selected.
Engaging AP/FD from the FD Switch Position

1. Autopilot three-way switch: Toggle switch to FD/AP
2. Operate Autopilot
9 .1-19
S-Tec Autopilot
S-Tec Autopilot
Section 9
100 SERIES
Engaging FD Only from the FD/AP Switch Position

1. S-TEC AUTOPILOT: Select a roll mode (HDG, NAV, NAV APR, REV, REV
APR, NAV GPSS)
2. S-TEC AUTOPILOT: Engage a pitch mode (ALT, VS)
3. Autopilot Three-Way Master Switch: Toggle switch to FD (audible alert will
sound)
WARNI NG : When disengaging the autopilot, the pilot must be prepared
to assume aircraft control. Out-of-trim forces could be present that will
require immediate pilot action.
4. Pilot the aircraft according to the Flight Director Steering Command Bars
(as desired).
DISENGAGING THE AUTOPILOT

1. Disconnect the autopilot using either:
Autopilot Disconnect Switch
OFF position on the three-way autopilot switch
WARNI NG : When disengaging the autopilot, the pilot must be prepared
to assume aircraft control. Out-of-trim forces could be present that will
require immediate pilot action.
2. Manually pilot the aircraft.
9.1-5 PERFORMANCE
No change.
9.1-6 WEIGHT AND BALANCE

No change.
9.1-7 AIRPLANE & SYSTEMS DESCRIPTIONS

AUTOPILOT
The airplane is equipped with an S-Tec System 55 X two-axis Automatic
Flight Control System (Autopilot). The autopilot programmer/computer is
installed in the instrument panel just below the Multi Function Display.
9 .1- 2 0
100 SERIES
Section 9
The autopilot roll axis uses an inclined gyro in a turn coordinator which
is installed behind the instrument panel and is not visible for use in flight.
The autopilot uses this turn coordinator as the primary turn and roll rate
sensor. In addition to the turn coordinator instrument, the roll axis computer
computes steering commands for turns, navigation intercepts, and tracking.
Roll axis steering is accomplished by autopilot steering commands to the roll
servo which is installed in the left wing.
The pitch computer receives altitude data from the altitude encoder pressure
transducer which is plumbed into the static system, acceleration information
from an accelerometer, and glideslope information from the HSI and both
NAV radios. Pitch axis command for altitude hold, vertical speed hold, and
glideslope tracking is accomplished by pitch computer commands to the
autopilot pitch servo which is installed in the aft fuselage.
The pitch servo contains a switch to engage the pitch trim servo (auto-trim)
whenever the forces at the pitch servo exceed a set value. The auto-trim
function will not work if the trim disconnect switch (located just forward of the
control yoke) is in the disconnect position. The TRIM annunciation flashing
without any movement of the elevator trim wheel would be an indication of
this.
Altitude preselect is provided through the G1000. An altitude may be
selected using the G1000 Altitude Knobs, the selected altitude is shown
in the window and the altitude bug will be positioned along the altitude
tape. The autopilot will automatically level the airplane off at the selected
altitude when both the VS mode is engaged and the ALT mode is armed.
To accomplish this, simultaneously press the ALT and VS buttons on the
autopilot computer. On the G1000, active modes are annunciated in green
and armed modes are annunciated in white. Therefore, the annunciations
will be shown as ALT and VS on the G1000.
All autopilot mode selection is accomplished using the mode select
buttons and VS/modifier knob on the autopilot computer. Annunciations
for the autopilot system are displayed on both the G1000 and the autopilot
computer. Refer to Figure S1-3 and Figure S1-4 for illustrations of the
G1000 annunciations and the autopilot computer annunciations.
FLIGHT DIRECTOR
The flight director is a navigational aid that is overlaid on the Attitude
Indicator. This overlay will provide the pilot with visual cues of the suggested
aircraft attitude based on the autopilot mode the pilot has selected (i.e.
heading, altitude, Glideslope). Refer to Figure S1-6 for detailed mode
information.
Figure 9.1-5 Flight Director Bars (Magenta)
9 .1- 21
S-Tec Autopilot
S-Tec Autopilot
Section 9
100 SERIES
FD (Flight Director)
If the Autopilot is engaged and

Autopilot Master Switch is set to
the FD position, an audible alert
will sound, the roll servo and pitch
servo will disengage, and the FD
annunciation will appear on the
Remote Annunciator (as shown in
Multiple Modes of Figure S1-9)
to acknowledge that the FD mode
is engaged. The pilot must steer
the aircraft toward the Steering
Command Bars, until the ARS is
tucked into them. The FD provides
a visual indication of how accurately
the pilot is tracking the autopilots roll
and pitch commands. A typical view
of the FD with the FD mode engaged
is shown in Figure S1-7.
FD/AP (Flight Director / Autopilot)
When the Autopilot Master Switch is set to the

FD/AP position and a roll mode (HDG, NAV,
NAV APR, REV, REV APR, NAV GPSS) AND
pitch mode (ALT, VS) are selected (as shown
in Figure S1-6), the autopilot will steer
the aircraft toward the Steering Command
Bars, until the ARS is tucked into them. The
FD bars provides a visual indication of how
accurately the autopilot is tracking its own roll
and pitch commands.
FD/AP
FD
OFF
Figure 9.1-6 AP Master Switch,

FD/AP Mode Engaged
Autopilot
Annunciation
Block
HDG
ALT
Autopilot
Computer
FD Bars
Displayed
Figure 9.1-7 G1000 PFD With FD Bars Present
9 .1- 2 2
Section 9
100 SERIES
AUTOPILOT ON - G1000 ANNUNCIATIONS

The autopilot mode of operation is determined by referencing the entire
annunciation block. When the autopilot master switch is in the AP/FD
position, the mode of operation is shown in the annunciation block as follows:
FD/AP
FD/AP
RDY
No Modes Selected
AP
HDG
ALT
AP
HDG
ALT
One Mode (Heading) Selected

Multiple Modes (Heading and Altitude) Selected
FD
FD
OFF
OFF
Figure 9.1-8 AP Master Switch, FD/AP Mode Engaged
FLIGHT DIRECTOR ONLY - G1000 ANNUNCIATIONS

When the autopilot master switch is placed in the FD position, the autopilot
servos are disengaged and the pilot must now manually steer the aircraft
to match the flight director command bars as signaled by FD being shown
on the annunciation block and an aural autopilot disconnect tone. The
annunciation block for this condition is as follows:
RDY
FD/AP
No Modes Selected
HDG
ALT
HDG
ALT
One Mode (Heading) Selected
FD
FD
OFF
Multiple Modes (Heading and Altitude) Selected,

Flight Director Command Bars Displayed
Figure 9.1-9 AP Master Switch, FD Mode Engaged
NO T E : The Flight Director Command Bars and the FD Annunciation will

not appear unless a roll mode (HDG, NAV, NAV APR, REV, REV APR, NAV
GPSS) AND a pitch mode (ALT, VS) are selected.
FD/AP OFF - G1000 ANNUNCIATIONS

When the AP/FD master switch is in the OFF position, the annunciation block
is shown as follows:
FD/AP
OFF
FD
FD
Flight Director and Autopilot OFF

OFF
FD/AP
Figure 9.1-10 AP Master Switch, All Modes OFF
9 .1- 2 3
S-Tec Autopilot
S-Tec Autopilot
Section 9
100 SERIES
RDY (Ready)
Illuminates when the autopilot is ready for engagement. When the airplanes
Master Switch, Avionics Bus Switch and the Autopilot Master Switch are
turned on and the rate gyro RPM is correct, the RDY annunciation will be
shown indicating the autopilot is ready for the functional check and operation.
The autopilot cannot be engaged unless the RDY annunciation is shown and
the G1000 initial AHRS alignment is complete.
HDG (Heading) Mode

When HDG is selected, the autopilot will engage the HDG mode, fly the
airplane to, and hold the heading set on the HSI. For the smoothest
transition to HDG mode, it is recommended that the airplane be aligned to
within 10 of the selected heading before engaging HDG. The HDG mode
is also used in combination with the NAV mode to set up a pilot selected
intercept angle to a course.
GPSS (GPS Steering) Mode

When navigating using GPS, pressing NAV twice will cause the autopilot
to enter GPSS for smoother tracking and transitions between waypoints.
When GPSS is selected, the autopilot computer receives ground speed
and bank angle signals that are calculated and converted to a commanded
turn rate. The turn rate is then scaled and converted to a DC heading error
signal that is compatible with the autopilot. The end result is an autopilot that
can be directly coupled to the roll steering commands produced by the GPS
Navigation signal.
REV (Reverse Course) Mode

When REV is selected, the autopilot will automatically execute high
sensitivity gain for an approach where tracking the front course outbound
or tracking the back course inbound is required. The APR and REV
annunciations will be shown on the G1000 and the autopilot computer when
REV is selected.
APR (Approach) Mode

When APR is selected, the autopilot provides increased sensitivity for
approaches.
9 .1- 2 4
100 SERIES
Section 9
GS (Glideslope) Mode
The autopilot glideslope function will capture and track an ILS glideslope.
The following conditions must be met for at least 1 second to automatically
arm the GS mode:
1. The appropriate NAV receiver must be tuned to the appropriate ILS
frequency.
2. The ILS signal must be valid no NAV or GS failure annunciations shown
on the PFD.
3. The CDI must be set to LOC 1 or LOC 2 as appropriate.
4. The autopilot must be in NAV/APR/ALT modes.
5. The aircraft must be within 50% CDI needle deflection of the Localizer
centerline.
6. The aircraft must be more than 10% below center on the glideslope
indicator.
If it is necessary to disable the glideslope mode after it has been
automatically armed, press the APR mode button on the autopilot computer.
The GS annunciation will flash to acknowledge this. To then re-arm the
glideslope mode, press the APR mode button on the autopilot computer
again. The GS annunciation will immediately extinguish, and then reappear
after one second if all of the above conditions (1-5) are still met.
With the glideslope mode armed, once the aircraft arrives at 5% below center
on the glideslope indicator, the ALT annunciation will disappear to indicate
engagement of the glideslope mode.
To manually engage the GS mode the following conditions must be met:
1. The appropriate NAV receiver must be tuned to the appropriate ILS
frequency.
2. The ILS signal must be valid no NAV or GS failure annunciations shown
on the PFD.
3. The CDI must be set to LOC 1 or LOC 2 as appropriate.
4. The autopilot must be in NAV/APR/ALT modes.
5. Ensure the aircraft is not greater than 10% above the glideslope
centerline.
6. Press the ALT button on the autopilot computer.
CAUT I ON : Manual engagement of the glideslope mode when the
aircraft is positioned above the GS centerline will cause a more aggressive
intercept toward the glideslope. Do not manually engage the glideslope
mode if the glideslope needle deflection is greater than 10% above center.
The GS annunciation will flash whenever the glideslope indicator needle
deflection exceeds 50%, or a glideslope failure occurs. Whenever a
glideslope failure occurs the FAIL annunciation will also be displayed.
9 .1- 2 5
S-Tec Autopilot
S-Tec Autopilot
Section 9
100 SERIES
ALT (Altitude Hold) Mode

When ALT is selected, the autopilot will hold the altitude at the time the
mode was selected. Altitude hold will not engage if an autopilot roll mode
is not engaged. Altitude correction for enroute barometric changes may be
made by rotating the VS/Modifier knob on the autopilot computer. Clockwise
rotation will increase and counterclockwise rotation will decrease altitude
approximately 20 feet for each click. The maximum adjustment is 360
feet. Adjustment greater than 360 feet can be made by selecting the VS
mode and flying the airplane to the new altitude and then reengaging ALT
mode.
The G1000 altitude bug may be used to preselect an altitude for the autopilot
to level off at. The altitude can be above or below the current altitude and
the vertical speed selected through the autopilot should be appropriate for
the desired altitude change. Once the altitude is selected using the altitude
knobs on the G1000, the altitude and vertical speed can be coupled by the
autopilot by simultaneously pressing the ALT and VS buttons on the autopilot
computer. ALT and VS will be displayed on the G1000 and the autopilot
computer. The ALT annunciation is shown as white on the G1000 because
it is armed, but not active. The VS annunciation is shown as green on
the G1000 because it is active. When the autopilot captures the selected
altitude and levels off, VS disappears and ALT will be shown as green
because it is now the active mode.
NO T E : If an altitude is selected that requires an opposite vertical
speed from that which is selected, the VS annunciation will flash but the
airplane will follow the selected vertical speed and will not level off since
the selected vertical speed is taking the airplane away from the selected
altitude.
As the airplane nears the selected altitude, the system automatically reduces
vertical speed command in 100 FPM increments to provide a smooth and
slow transition to the selected altitude.
VS (Vertical Speed) Mode

When VS is selected, the autopilot will synchronize to and hold the vertical
speed at the time the mode was selected. Vertical Speed mode will not
engage if an autopilot roll mode is not engaged. The vertical speed selection
is displayed in 100 foot increments at the far right of the autopilot computer
display next to the VS annunciation. A plus (+) value indicates a climb and
a negative (-) value indicates a descent. The selected vertical speed can
be adjusted by rotating the VS/Modifier knob on the autopilot computer.
Clockwise rotation increases and counterclockwise rotation decreases the
rate of climb or descent 100 FPM for each click. The maximum selectable
vertical speed is 3000 FPM.
9 .1- 2 6
Section 9
100 SERIES
YAW DAMPER
The yaw damper serves to dampen excessive adverse yaw by sensing
lateral acceleration at the tail and applying rudder inputs through the yaw
servo. Prior to turning the yaw damper on, ensure the aircraft is trimmed in
the yaw axis (slip/skid indication centered) using the rudder trim switch on
the control pedestal.
The yaw damper will operate anytime the yaw damper master switch is place
in the ON position and is not dependent on the autopilot being engaged in
this mode. If the switch is placed in the AUTO position, the yaw damper will
only operate when the autopilot is engaged (any mode except RDY). When
the yaw damper is operating, the YD annunciation will be present in the
annunciation block of the G1000 system.
The yaw damper trim knob is used to center the slip/skid indication when
the yaw servo is engaged. Rotate the trim knob clockwise to center the slip/
skid indication if the indicator is displaced to the right. Rotate the trim knob
counterclockwise to center the slip/skid indication if the indicator is displaced
to the left.
NO T E : The yaw damper trim knob is sensitive and only requires small
movements to center the displaced slip/skid indication. The trim feature
is designed to zero out the accelerometer. For best results from the yaw
damper, it is recommended to trim the airplane with the yaw damper turned
off using the rudder trim switch on the control pedestal, and then engage
the yaw damper and zero out the yaw damper accelerometer using the yaw
damper trim knob (center the slip/skid indication).
NO T E : It is recommended that the yaw damper be turned off and the
airplane re-trimmed using the rudder trim switch on the control pedestal
after transitioning to a different phase of flight (climb, cruise, and descent),
and then reengaging the yaw damper. This will help unload the yaw
servo and also prevent an out-of-trim condition when the yaw damper is
disengaged.
Figure 9.1-11 Yaw Damper Master Switch
Figure 9.1-12 Yaw Damper Trim Knob
9 .1- 2 7
S-Tec Autopilot
S-Tec Autopilot
Section 9
100 SERIES
9.1-8 HANDLING, SERVICE & MAINTENANCE

No change.
9 .1- 2 8
100 SERIES
Section 9
PI TC H - L ATC H PRO PE L L E R
INTRODUCTION
When the optional HC-E4N-3PY / D9511FSB pitch-latch equipped propeller
is installed in the KODIAK 100, this Supplement is applicable and must be
inserted in the Supplement section (Section 9) of the KODIAK 100 Pilots
Operating Handbook and FAA Approved Airplane Flight Manual. This
basic KODIAK 100 POH/AFM.
9 . 2 -1
Pitch-Latch Prop
HARTZELL PITCHLATCH EQUIPPED PROPELLER
Section 9
100 SERIES
Pitch-Latch Prop
9. 2-2
100 SERIES
Section 9
Table of Contents
GENERAL 9.2-5
DESCRIPTIVE DATA9.2-5
LIMITATIONS 9.2-5
POWERPLANT LIMITATIONS9.2-5
PROPELLER SYSTEM OPERATING LIMITATIONS9.2-5
ENGINE CONTROL OPERATING LIMITATION9.2-5
POWERPLANT INSTRUMENT MARKINGS 9.2-6
CHECKLIST PROCEDURES 9.2-6
BEFORE STARTING 9.2-6
STARTING 9.2-6
ENGINE SHUTDOWN9.2-7
PERFORMANCE9.2-7
WEIGHT AND BALANCE9.2-7
PROPELLER 9.2-8
9 . 2- 3
Pitch-Latch Prop
Hartzell PitchLatch Equipped Propeller
Section 9
100 SERIES
Pitch-Latch Prop
9. 2- 4
100 SERIES
Section 9
9.2-1 GENERAL
Number of Propellers.................................................................................. 1
Propeller Manufacturer................................................Hartzell Propeller Inc.
Propeller Model Number..................................... HC-E4N-3PY / D9511FSB
Number of Propeller Blades........................................................................ 4
Propeller Diameter....................................................................95-96 inches
Propeller Type: Constant speed, full feathering, reversible, hydraulically
actuated aluminum-bladed propeller.
Blade Angles (measured at the 30 inch radius)
Feathered Blade Angle............................................................... 86.1 0.5
Low Pitch Blade Angle............................................................... 17.5 0.1
Maximum Reverse Pitch.............................................................. -10 0.5
Start Lock Blade Angle................................................................. 1.4 0.2
9.2-2 LIMITATIONS
POWERPLANT LIMITATIONS
Propeller Diameter
Maximum........................................................................................96 inches
Minimum.........................................................................................95 inches
Blade Angles (measured at the 30 inch radius)
Feathered Blade Angle............................................................... 86.1 0.5
Low Pitch Blade Angle............................................................... 17.5 0.1
Maximum Reverse Pitch.............................................................. -10 0.5
Start Lock Blade Angle................................................................. 1.4 0.2
PROPELLER SYSTEM OPERATING LIMITATIONS

An overspeed governor test must be performed prior to the first flight of the
day and following engine control system maintenance or adjustments.
propeller may be operated when feathered at or below 450 RPM.
ENGINE CONTROL OPERATING LIMITATION

Flight operation with the engine power lever retarded below idle (beta
mode) is prohibited. Flight operation in beta mode may result in an engine
overspeed condition and consequent loss of engine power or loss of airplane
control. Operating in beta mode quickly produces high amounts of drag
which could result in a rapid loss of altitude or complete loss of control.
9 . 2- 5
Pitch-Latch Prop
DESCRIPTIVE DATA
Section 9
100 SERIES
POWERPLANT INSTRUMENT MARKINGS
Pitch-Latch Prop
Instrument
Red Line
(Minimum
Limit)
Green Arc
(Normal
Operating)
Yellow Arc
(Caution
Range)
Red Line
(Maximum
Limit)
Propeller RPM
Indicator
1900 to 2200
RPM
450 to 1050
RPM
2200
RPM
Table 9.2-1 Powerplant Instrument Markings

No change.

CHECKLIST PROCEDURES
BEFORE STARTING
Note the position of the propeller blades:
1. If Feathered:
Propeller Lever..............................................................................FEATHER
Power Lever.......................................................................................... IDLE
CAUT I O N: If the propeller is feathered and the propeller control is in the
forward position when the engine is started, the aircraft may surge forward
uncontrolled as the propeller blades move from feathered to flat pitch (if
the airplane is a floatplane version and on the water).
2. If Flat Pitch:
Propeller Lever............................................................................. MAX RPM
Power Lever.......................DO NOT MOVE from engine shutdown position
STARTING
1. Perform normal starting procedures.
2. If the propeller is in flat pitch before starting, the propeller blades will
be held in the flat pitch position by the start-locks with the power lever
positioned aft of the IDLE position. The power lever must be moved slightly
further aft into REVERSE to unlatch the blades before moving the power
lever forward to IDLE.
CAUT I O N: If the power lever is moved forward out of BETA and into the
forward thrust range with the start locks still engaged, damage to the lock
mechanisms may occur.
3. If the propeller is feathered and the propeller lever is in the FEATHER
position, perform normal starting procedures.
9. 2- 6
100 SERIES
Section 9
Predetermine the desired position of the propeller blades when the engine
is stopped. The propeller blades may be placed in either flat pitch or the
feathered position.
1. To Shut Down with the Blades Feathered:
Power Lever.......................................................................................... IDLE
Propeller Lever..............................................................................FEATHER
Condition Lever...............................................................................CUTOFF
2. To Shut Down with the Blades in Flat Pitch:
Propeller Lever............................................................................. MAX RPM
Power Lever.......................... AFT of IDLE approximately 1 inch to peak Np
NO T E : Do not move the power lever from this position after the engine
stops.
Fuel Condition Lever.......................................................................CUTOFF
CAUT I ON : If the propeller fails to engage the start locks (due to
misalignment of the power lever) the blades will slowly move into the
feather position. The propeller control must be moved to the FEATHER
position prior to starting the engine or considerable thrust will be produced
upon engine start as the propeller unfeathers rather than the anticipated
zero thrust.
9.2-5 PERFORMANCE
No change.

The Equipment List and Empty Weight and Balance data must reflect this
propeller installation.
9 . 2 -7
Pitch-Latch Prop
ENGINE SHUTDOWN
Section 9
100 SERIES

PROPELLER
Pitch-Latch Prop
For water operations, it may be undesirable to feather the propeller when

the engine is stopped after landing the aircraft. If the engine is subsequently
started with the propeller in the feathered position, residual thrust
complicates docking and handling of the aircraft.
To prevent feathering the propeller, as during normal engine shutdown, this
propeller incorporates spring-energized latch pins, called auto high pitch stop
units. Two units are installed on the propeller cylinder. When the propeller
RPM is approximately 800 or above, centrifugal force disengages the latch
pins from the piston allowing it to move as needed between the reverse and
feather stops. When the RPM falls below this value, a spring in each auto
high pitch stop unit overcomes the centrifugal force on the latch pin, causing
it to retract into the cylinder and engage the piston, preventing it from moving
in the feather direction. To engage the stop units upon engine shutdown,
the power control must be placed into the reverse thrust position before
stopping the engine. Upon stopping, a large spring in the propeller moves it
toward the feathered position, but as the RPM decays below approximately
800, the retracted latch pins engage the piston, preventing the propeller from
feathering.
Upon starting the engine, the propeller is already in flat pitch. What little
thrust is generated while starting the engine does not present a handling
problem for the aircraft. To disengage the latches before taxi and flight, the
power lever must be placed momentarily in the reverse thrust position while
at low power. This removes the lateral friction force from the latch pins and
prevents them from being damaged by application of power. After adding
sufficient power to advance the RPM above 800, the latch pins move to an
outward position and remain there, allowing full control of the propeller.
Other than the operations utilizing the pitch latch pins, the propeller operates
identically to the standard HC-E4N-3P / D9511FSB propeller. Consult the
basic Pilots Operating Handbook and FAA Approved Airplane Flight Manual
for a brief description of the propellers functional characteristics.

Refer to Hartzell Manual No. 149 Propeller Owners Manual for general
maintenance applicable to this propeller.
9. 2- 8
100 SERIES
Section 9
PA R AC H U T E O PE R AT I O N S
PARACHUTE OPERATIONS
When the optional Parachute Operations Kit is installed on the KODIAK

100, this Supplement is applicable and must be inserted in the Supplement
section (Section 9) of the KODIAK 100 Pilots Operating Handbook and FAA
Approved Airplane Flight Manual. This document must be carried in the
airplane at all times. Information in this supplement adds to, supersedes, or
deletes information contained in the basic KODIAK 100 POH/AFM.
9 . 3 -1
Parachute Ops
INTRODUCTION
Section 9
100 SERIES

Parachute Ops
9.3 -2
100 SERIES
Section 9
Parachute Operations
GENERAL 9.3-5
INTRODUCTION 9.3-5
THE PARACHUTE OPERATIONS INSTALLATION IS DESIGNED TO ACCOMMODATE PARACHUTE JUMPING OPERATIONS BY MANUAL OR AUTOMATIC DEPLOYMENT. THE INSTALLATION INCLUDES THE FOLLOWING ITEMS:
9.3-5
LIMITATIONS 9.3-6
WITH MANUAL ACTIVATION OF PARACHUTE 9.3-6
WITH AUTOMATIC (STATIC LINE) ACTIVATION OF PARACHUTE 9.3-6
ALL TYPES OF JUMP OPERATIONS 9.3-6
WEIGHT AND BALANCE LIMITATIONS9.3-7
REQUIRED PLACARDS 9.3-8
EMERGENCY PROCEDURES9.3-11
ENGINE EMERGENCIES 9.3-11
BRACE FOR IMPACT POSITION 9.3-11
ABNORMAL PROCEDURES 9.3-11
NORMAL PROCEDURES9.3-12
CHECKLIST PROCEDURES9.3-12
BEFORE STARTING9.3-12
BEFORE TAKEOFF9.3-12
APPROACHING DROP ZONE9.3-12
DESCENT9.3-13
LOADING PARACHUTISTS9.3-13
DROPPING PARACHUTISTS9.3-13
PERFORMANCE9.3-14
AIRPLANE & SYSTEMS DESCRIPTIONS9.3-15
INTRODUCTION9.3-15
VERTICAL SLIDING JUMP DOOR9.3-16
WIND DEFLECTOR9.3-16
INTERNAL GRAB BAR9.3-16
EXTERNAL GRAB BAR9.3-16
JUMP STEP9.3-16
PARACHUTIST RESTRAINTS9.3-17
JUMP LIGHTS AND SWITCHES9.3-17
VIDEO CAMERA AND MONITOR9.3-18
PARACHUTE STATIC LINE ATTACHMENT9.3-18
HANDLING, SERVICE & MAINTENANCE9.3-18
9.3 -3
Parachute Ops
Table of Contents
Section 9
100 SERIES

Parachute Ops
9.3 - 4
Section 9
100 SERIES
9.3-1 GENERAL
INTRODUCTION
Transparent vertical sliding door made of polycarbonate

Wind deflector installed inside the fuselage at the aft edge of the cargo
door
Internal grab bar
External grab bar
Step located aft of the cargo door outside of the fuselage
Jump signal lights and switches
Video camera mounted on the lower aft portion of the left wing
Video monitor and recorder located on the left interior sidewall aft of
the cargo door
Static line attachment located on the right interior sidewall across from
the cargo door
Rear view mirror located just below the magnetic compass
The following figure outlines the four allowable combinations of the above
items:
Jump Door
Jump Step
External Grab Bar
Internal Grab Bar
Static Line Attachment
Wind Deflector
Jump Signal Lights
Jump Video System
Rear View Mirror
Item/System
Configuration
X
X
X
X
Table 9.3-1 Allowable Combinations
As shown by the above figure, the jump video system and static line
attachment are not required to be installed for parachute operations.
9.3 - 5
Parachute Ops
The Parachute Operations Installation is designed to accommodate

parachute jumping operations by manual or automatic deployment. The
installation includes the following items:
Section 9
100 SERIES
9.3-2 LIMITATIONS
WITH MANUAL ACTIVATION OF PARACHUTE
1. Due to space constraints, the maximum number of jumpers aft of red line
at FS 111 at one time is 5.
2. Due to space constraints, the maximum number of jumpers at fwd part of
jump door (FS 146) at one time is 2.
3. Due to space constraints, the maximum number of jumpers at aft part of
jump door (FS 163) at one time is 2.
Parachute Ops
4. Only 1 jumper may utilize the external jump step at a time.
WITH AUTOMATIC (STATIC LINE) ACTIVATION OF

PARACHUTE
1. For jumper safety, the maximum number of jumpers aft of red line at FS
111 at one time is 3 (2 jumpers and 1 jumpmaster).
2. The static line length must not exceed 135 inches and must allow a
minimum of 2 inches clearance between the open end of the deployment
bag and the leading edge of the horizontal tail.
3. The external grab bar and foot step must not be used during static line
parachuting.
4. Outside and inside handholds must not be used for static line attachment.
ALL TYPES OF JUMP OPERATIONS

1. The maximum number of parachutists to be carried is 15. This number
may be further limited by the weight and cg envelope and the provision of
approved parachutist restraints.
2. The transient cg limit must be observed during all jump operations
regardless of the number of jumpers allowed aft of the red line.
3. All passenger seats must be removed.
4. Parachutist restraints rated at 1500 pounds conforming to TSO-C22f
must be installed and used for each jumper during taxi, takeoff, and
landing (if applicable). These restraints shall include the following
features:
Restraint length adjustment mechanism
An anchor compatible with the KODIAK 100 seat tracks
A quick release mechanism for attachment to the parachute harness
5. Parachutist restraints shall be used in accordance with the guidance
provided in Report DOT/FAA/AM-98/11.
6. Jump door must be closed during takeoff, climb, descent and landing.
7. Parachutes must be worn by the crew during the entire parachute
operation.
9.3 - 6
100 SERIES
Section 9
8. Dropping is only allowed during straight, horizontal, coordinated, and

unaccelerated flight, with the flaps at 20.
9. Maximum operating airspeed with cargo door removed (jump door open)
is 120 KIAS.
10. Minimum airspeed with the jump door open is 70 KIAS.
11. Maximum indicated airspeed during parachute dropping (green jump
signal light ON) is 80 KIAS.
13. Intentional stalls are prohibited with the jump door open.
14. All loose equipment in the cabin must be secured or stowed.
15. If rapid descents are used that will achieve Vmo airspeed, they shall be
accomplished with the jump door closed and in coordinated flight only.
WEIGHT AND BALANCE LIMITATIONS

Center of Gravity Range
Forward C.G. Limit (5,000 lb or less)....................63.90 inches aft of datum

(14.00% MAC)
Forward C.G. Limit (6,750 lb)................................69.42 inches aft of datum
(Linear variation from 5,000 lb to 6,750 lb)
(22.50% MAC)
Aft Limit, up to 6,750 lb.........................................80.78 inches aft of datum

(40.00% MAC)
Aft Transient Limit.................................................84.02 inches aft of datum

(45.00% MAC)
WARNIN G: The aft transient limit of 45.00% MAC is ONLY allowed
while the airplane is in the jump condition (75 KIAS, 20 Flaps, Maximum
Bank Angle of 10, level and coordinated flight). Flight tests have been
accomplished up to this transient CG limit to ensure safe operation of the
aircraft in a limited flight envelope (jump condition only). DO NOT exceed
the aft transient limit of 84.02 inches aft of datum (45.00% MAC) as the
aircraft will become unstable and loss of control may occur.
Mean Aerodynamic Chord (MAC)

Reference Datum.....................................................Forward face of firewall
9 . 3 -7
Parachute Ops
12. Maximum bank angle while maneuvering with the jump door open (amber
jump signal light ON) is 10 degrees.
Section 9
100 SERIES
PARACHUTE OPERATIONS CG ENVELOPE

7000
6500
WEIGHT (LB)
6000
5500
5000
4500
Parachute Ops
4000
3500
3000
12
14
16
18
20
22
24
26
28
30
32
34
36
38
40
42
44
46
CG LOCATION % MAC
CG ENVELOPE
TRANSIENT LIMIT
Figure 9.3-1 Parachute Operations Center of Gravity Envelope
REQUIRED PLACARDS
1. Located on interior and exterior of the vertical sliding door:
LIFT DOOR TO OPEN

OPEN
CLOSED
1 SLIDE FINGERS UNDER SEAL

2 AND LIFT DOOR UNTIL OPEN
100-750-2603
9.3 - 8
Section 9
100 SERIES
2. Located centered on the red CG Limit Line:
MANUAL PARACHUTE STATIC LINE PARACHUTE

ACTIVATION
ACTIVATION
MAXIMUM (5) JUMPERS
AFT OF RED LINE
MAXIMUM (3) JUMPERS AFT

OF RED LINE
100-750-2601
Parachute Ops
3. Located centered on the red CG Limit Line and on the wind deflector:
MAXIMUM RATED LOADS:
EXTERNAL STEP
EXTERNAL HOLD
260 LB (118 kg)

613 LB (278 kg)
4. Located on the wind deflector:
NOT A HAND RAIL.

DO NOT GRASP WIND
DEFLECTOR.
100-750-2609
5. Located centered between the aft two windows on the right cabin sidewall
and on the aft cabin bulkhead:
PARACHUTIST RESTRAINTS
REQUIRED DURING TAXI,
TAKEOFF, AND LANDING
(FOR JUMP OPERATIONS ONLY)
100-750-2606
9.3 - 9
Section 9
100 SERIES
6. Located on the interior of the sliding door:
DOOR TO REMAIN CLOSED

DURING TAXI, TAKEOFF,
AND LANDING
(FOR JUMP OPERATIONS ONLY)
100-750-2607
Parachute Ops
7. Located adjacent to the handle of the door closing mechanism (if

equipped):
8. Located on the instrument panel:
9 . 3 -10
100 SERIES
Section 9

ENGINE EMERGENCIES
Engine Failure or Engine Fire During Takeoff Roll
Follow the instructions provided in the main body of this manual and in
addition, if possible, all parachutists shall brace for impact until the aircraft
has come to a complete stop. Evacuate the aircraft through the nearest
available exit. Exit the immediate area around the aircraft in the direction of
the tail.
addition, if possible, all parachutists shall bail out if height above ground and
the nature of the emergency allows for a deployment of parachutists. Take
into consideration that during an emergency jump, the last parachutist must
leave the aircraft at a minimum height of 600 feet AGL.
Otherwise, all parachutists shall retain their seat position and brace for
impact to help prevent injuries. Once the aircraft has come to a stop,
evacuate the aircraft through the nearest exit, in the planned order of
jumping. Exit the immediate area around the aircraft in the aft direction.
Engine Failure or Engine Fire During Flight

addition, if possible, all parachutists shall bail out if height above ground and
the nature of the emergency allows for a deployment of parachutists. Take
into consideration that during an emergency jump, the last parachutist must
leave the aircraft at a minimum height of 600 feet AGL.
Any parachutists who have not evacuated the aircraft while it is passing
a height of 600 feet AGL must ensure their restraint is secured and brace
for impact to help prevent injuries. Once the aircraft has come to a stop,
evacuate the aircraft through the nearest exit in the planned order of
jumping. Exit the immediate area around the aircraft in the aft direction.
BRACE FOR IMPACT POSITION

Since the parachutists will be facing aft, the proper brace for impact position
for parachutists is to lean toward the front of the aircraft onto the person or
barrier behind them.
ABNORMAL PROCEDURES
Jump Door Fails to Close After Parachutist Deployment
1. Flaps......................................................................................................0
2. Airspeed..............................................................................100-120 KIAS
3. Approach...................................................................................NORMAL
4. Landing......................................................................................NORMAL
NO T E : Airspeeds below 100 KIAS with the flaps at 0 may result in
increased cabin buffeting and/or exhaust fumes.
9 . 3 -11
Parachute Ops
Engine Failure or Engine Fire Shortly After Takeoff
Section 9
100 SERIES

CHECKLIST PROCEDURES
BEFORE STARTING
Parachute Ops
In addition to the normal checklist items:

1. Parachutist Operation brief........................................................COMPLETED
2. Parachutist Emergency Evacuation brief...................................COMPLETED
3. Red Jump Light..........................................................................................ON
4. Jump Door........................................................................................ CLOSED
5. Parachutist Restraints...................................ANCHORED TO TRACKS AND
SECURED TO PARACHUTES
6. Tail Stand.......................................................................................REMOVED
BEFORE TAKEOFF
In Addition to the Normal Checklist Items:
1. Pilots Parachute..................................................................................CHECK
APPROACHING DROP ZONE

1. Minimum 5 minutes prior to dropping....................................... ATC REPORT
2. After clearance received............................................. AMBER JUMP LIGHT ON
3. 8 nm from Drop Zone...................................................... PROCEED DIRECT
4. Flaps...........................................................................................................20
5. Power Lever............................................................................ 400-800 FT LB
6. Propeller......................................................................................... 2000 RPM
7. Airspeed.............................................................................................75 KIAS
8. Overhead Drop Zone.................................................. GREEN JUMP LIGHT ON
CAUT I O N: Observe altitude and airspeed. No climb allowed. Maintain
75 KIAS.
9. After drop completed................................................................ ATC REPORT
10. Jump Door.......................................................................... VERIFY CLOSED
NO T E : Due to air loads on the jump door while in flight, the door may
not close completely at airspeeds greater than 80 KIAS. If an inadvertent
attempt is made to close the door at an airspeed greater than 80 KIAS and
the door does not close completely, reduce airspeed to 70-80 KIAS to allow
the door to close on its own.
9 . 3 -12
Section 9
100 SERIES
DESCENT
WARNI N G: If parachutists remain in cabin during descent, make sure

their Automatic Activation Device (AAD) is disabled. Also, limit the rate of
descent to a maximum of 2000 ft/min.
LOADING PARACHUTISTS
1. Position the aircraft on level ground and set the parking brake to prevent
inadvertent rolling.
2. Install the tail stand and load the parachutists through the cargo door one at
a time and ensure each jumper reaches their correct position before loading
the next parachutist.
3. The jumpmaster removes the tail stand and enters the aircraft last.
4. After the loading procedure is complete, the jumpmaster shall ensure the
jumpers are in the correct seating position and the safety restraints are
secured properly.
5. The jumpmaster then closes the jump door.
DROPPING PARACHUTISTS
1. Prior to illumination of the amber jump signal light, the pilot reduces the
airspeed to 75 KIAS and positions the flaps to 20.
2. Once the amber jump signal light is illuminated, the jumpmaster removes
his or her restraint and opens the jump door.
3. Upon reaching the drop zone, the pilot illuminates the green jump signal
and the jumpers, commanded by the jumpmaster, take their jump position.
The final dropping point is determined by the jumpmaster.
4. During the drop process, the pilot maintains unaccelerated, coordinated,
straight and level flight.
9 . 3 -13
Parachute Ops
Recommended Rapid Descent procedure:

1. Jump Door........................................................................................ CLOSED
2. Flaps.............................................................................................................0
3. Power Lever............................................................................................ IDLE
5. Airspeed....................................AT PILOTS DISCRETION (Up to 182 KIAS)
(Coordinated Flight Only)
Section 9
100 SERIES
9.3-5 PERFORMANCE
There is no change in the aircrafts takeoff, climb, cruise, or landing
performance with the parachutist operations installation installed and the
jump door closed.

The actual weight and balance of the aircraft must be calculated for all
flights, including the takeoff, intended jump positions and landing. The arms
of the jumpers in jump position are as follows:
Parachute Ops
Parachutist in forward part of door............................................146 Inches

Parachutist in aft part of door....................................................163 Inches
Parachutist on jump step...........................................................190 Inches
An aft transient CG limit of 45% MAC is permitted for the jump condition only
(75 KIAS, 20 Flaps, Maximum Bank Angle of 10, level and coordinated
flight).
WARNI NG : The aft transient limit of 45.00% MAC is ONLY allowed
while the airplane is in the jump condition (75 KIAS, 20 Flaps, Maximum
aircraft in a limited flight envelope (jump condition only). DO NOT exceed
the aft transient limit of 84.02 inches aft of datum (45.00% MAC) as the
aircraft will become unstable and loss of control may occur.
9 . 3 -14
100 SERIES
Section 9
Parachute Ops
Figure 9.3-3 Parachute Operations Fuselage Stations

INTRODUCTION
The Parachute Operations Installation is designed to accommodate
parachute jumping operations by manual or automatic deployment. The
installation includes the following items:
Transparent vertical sliding door made of polycarbonate
Wind deflector installed inside the fuselage at the aft edge of the cargo
door
Internal grab bar
External grab bar
Step located aft of the cargo door outside of the fuselage
Jump signal lights and switches
Video camera mounted on the lower aft portion of the left wing
Video monitor and recorder located on the left interior sidewall aft of
the cargo door
Static line attachment located on the right interior sidewall across from
the cargo door
The cargo door and the passenger seats are removed for parachute
operations. To return the aircraft to a configuration where a pilot and nine
passengers may be carried in the aircraft, the cargo door and passenger
seats must be installed, the jump door secured in the open position, and the
following Parachute Operations items must be removed:
Wind deflector
Internal grab bar
Static line attachment cable
9 . 3 -15
Section 9
100 SERIES
VERTICAL SLIDING JUMP DOOR

The original cargo door is replaced by a vertical sliding door made from
transparent polycarbonate panels and aluminum hinges which are guided
in UHMW (plastic) rails. The door is opened by the jumpmaster and is
closed in flight by the pilot by pulling an overhead handle located at the flight
compartment overhead panel. The door remains in the closed position by
the weight of the door alone. The door must remain closed for all phases of
flight except for when the parachutists are preparing to jump or while jumping
(amber or green jump lights illuminated).
Parachute Ops
WIND DEFLECTOR
A wind deflector is installed just aft of the jump door to minimize airflow
buffeting within the cabin with the jump door open.
INTERNAL GRAB BAR

An internal grab bar is installed just inside of the jump door on the upper left
side of the fuselage. The grab bar is provided as a stabilizing hand hold for
parachutists.
EXTERNAL GRAB BAR

An external grab bar is installed outside of the jump door on the upper left
side of the fuselage. The external grab bar is provided as a stabilizing hand
hold for parachutists.
JUMP STEP
An external jump step is installed on the left side of the fuselage just aft of
the jump door.
9 . 3 -16
100 SERIES
Section 9
PARACHUTIST RESTRAINTS
Parachute Ops
Parachutist restraints are required for securing parachutists, during taxi,

takeoff, and landing (if necessary) and shall conform to TSO C22f. The
restraints are anchored to the seat rails and then looped around the
parachute horizontal back straps. The restraints shall be utilized as outlined
in FAA report number DOT/FAA/AM-98/11. An example of an acceptable
parachutist restraint is shown in the figure below.
Figure 9.3-4 Parachutist Restraint
JUMP LIGHTS AND SWITCHES

A light panel with red, amber and green lights is installed in the rear of the
aircraft on the aft bulkhead to facilitate communications from the pilot to the
jumpmaster and parachutists. The lights are controlled by a three position
switch located on the upper left portion of the instrument panel. The signals
from the pilot to the jumpmaster are as follows:
Red Light....................................................................................... NO JUMP

(Parachutists Remain Seated with Jump Door Closed)
Amber Light..................................................................PREPARE TO JUMP

(Open Door)
Green Light......................................................................................... JUMP

(Overhead Drop Zone)
NO T E : The pilot/jumpmaster signal lights do not absolve the jumpmaster
and/or pilot of the responsibility to ensure the area is clear below the
aircraft.
9 . 3 -17
Section 9
100 SERIES
An additional jump light panel with green, white and red lights is installed on
the upper left portion of the instrument panel to facilitate communications
from the jumpmaster to the pilot. The lights are controlled by like colored
buttons located on the aft portion of the cargo door post. The signals from
the jumpmaster to the pilot are as follows:
Green Light............................................................................ Turn Right 10
White Light.............................................. Hold Heading, Speed and Altitude
Red Light.................................................................................. Turn Left 10
Parachute Ops
VIDEO CAMERA AND MONITOR

For debriefing purposes, an external camera is mounted on the underside of
the left wing to provide video of the jump door and the parachutists exiting
the airplane.
Also located on the aft portion of the jump door post is a video monitor/
recorder. The monitor displays and records video from the externally
mounted camera. Both the video camera and monitor are protected by a
circuit breaker on the circuit breaker panel labeled VIDEO.
To operate the video camera and monitor:
Verify the video monitor electrical connections are connected (power to
USB connector on monitor and video input to the AV IN connector on
the monitor).
Insert a memory card by opening the LCD monitor, slide open the SD
card cover and gently push the card into the SD slot until the card
reaches the bottom of the slot.
Turn on aircraft power.
Turn on the video monitor by opening the LCD monitor and pressing
and holding the power button for 1 second.
Press the record button to start recording.
Press the record button again to stop recording.
Turn the monitor off by pressing the power button.
Refer to the camcorder Users Manual for information on playing back
recordings.
PARACHUTE STATIC LINE ATTACHMENT

The parachute static line attachment is a horizontal fixture mounted to the
upper cabin structure on the right side of the cabin. The static lines are
hooked to a horizontal cable on the fixture and slide aft along the cable. The
static lines will trail across the floor to the door opening and then along the
side of the airplane as parachutists exit the cabin.

No change.
9 . 3 -18
100 SERIES
Section 9
T KS I C E PROT EC T I O N
TKS ICE PROTECTION SYSTEM

KODIAK POH/AFM Supplement AM901.004
INTRODUCTION
TKS Ice Protection
When the TKS Ice Protection System is installed on the KODIAK 100, this
Supplement is applicable and must be inserted in the Supplement section
(Section 9) of the KODIAK 100 Pilots Operating Handbook and FAA
9 . 4 -1
Section 9
100 SERIES
TKS Ice Protection
9.4 -2
100 SERIES
Section 9
TKS ICE PROTECTION SYSTEM
GENERAL 9.4-5
LIMITATIONS 9.4-5
OUTSIDE AIR TEMPERATURE LIMIT 9.4-5
ENVIRONMENTAL CONDITIONS 9.4-5
AIRSPEED LIMITATIONS 9.4-6
FLAP LIMITATIONS 9.4-6
WEIGHT LIMITS 9.4-6
REQUIRED EQUIPMENT9.4-7
APPROVED ICE PROTECTION FLUIDS9.4-7
MINIMUM DISPATCH FLUID LEVEL9.4-7
ICE PROTECTION FLUID LIMITS9.4-7
MAXIMUM AVAILABLE SYSTEM OPERATING TIME 9.4-8
VISUAL/TACTILE CHECK 9.4-8
WINDSHIELD PUMP 9.4-8
INERTIAL SEPARATOR 9.4-8
AUTOPILOT 9.4-8
MAXIMUM OPERATING ALTITUDE 9.4-9
FAILURE OF ICE PROTECTION SYSTEM 9.4-11
TKS ICE PROTECTION SYSTEM LOW PRESSURE 9.4-11
TKS FLUID HIGH PRESSURE OR LOW QUANTITY 9.4-11
TKS ICE PROTECTION SYSTEM LOW FLOW RATE 9.4-11
TKS ICE PROTECTION SYSTEM HIGH FLOW RATE9.4-12
INADVERTENT ICING ENCOUNTER AT ALTITUDES ABOVE 20,000 FT9.4-12
INERTIAL SEPARATOR MALFUNCTION9.4-12
PROPELLER ANTI-ICE SYSTEM MALFUNCTION9.4-12
WINDSHIELD ANTI-ICE SYSTEM MALFUNCTION9.4-13
PITOT STATIC HEAT FAILURE9.4-13
STALL WARNING HEAT FAILURE9.4-13
HIGH OR LOW ICING SPEED9.4-13
AIRSPEEDS FOR NORMAL OPERATIONS9.4-14
PREFLIGHT INSPECTION9.4-15
CABIN9.4-15
EXTERNAL INSPECTION9.4-16
BEFORE TAKEOFF9.4-16
ANTICIPATED ICING CONDITIONS IMMEDIATELY AFTER TAKEOFF9.4-16
ICE FORMATION DETERMINATION9.4-17
IN-FLIGHT9.4-17
9.4 -3
TKS Ice Protection
Table of Contents
Section 9
100 SERIES
TKS Ice Protection
IF ICING CONDITIONS EXIST9.4-17

INADVERTENT ICING ENCOUNTER9.4-17
WHILE IN ICING CONDITIONS9.4-18
AFTER EXITING ICING CONDITIONS9.4-18
AUTOPILOT9.4-18
APPROACH AND LANDING9.4-19
APPROACH AND LANDING9.4-19
BALKED LANDING9.4-19
PERFORMANCE 9.4-20
STALL SPEEDS WITH ICE ACCUMULATION9.4-20
ENROUTE CLIMB GRADIENT W/ ICE ACCUMULATION9.4-21
ENROUTE RATE OF CLIMB WITH ICE ACCUMULATION 9.4-22
LANDING DISTANCE9.4-23
WEIGHT AND MOMENT TABLES9.4-23
WEIGHING PROCEDURES9.4-24
CARGO COMPARTMENT RESERVOIR CONFIGURATION9.4-24
SYSTEM OPERATION9.4-24
POROUS PANELS9.4-26
PROPELLER PROTECTION9.4-26
WINDSHIELD SPRAYERS AND PUMP9.4-26
RESERVOIR9.4-26
FLUID QUANTITY INDICATION9.4-27
MODES OF OPERATION9.4-27
ICE INSPECTION LIGHTS9.4-27
HEATED STALL WARNING SYSTEM9.4-28
LOW / HIGH AIRSPEED CAUTION SYSTEM9.4-28
SWITCH FUNCTION9.4-29
SYSTEM ANNUNCIATIONS9.4-31
STORAGE 9.4-32
SERVICING 9.4-32
9.4 - 4
100 SERIES
Section 9
9.4-1 GENERAL
The optional TKS Ice Protection System, which allows flight into known
icing, is defined by 14 CFR Part 25, Appendix C, Envelopes for Continuous
Maximum and Intermittent Maximum Icing. In icing conditions, the airplane
must be operated as described in the Normal Procedures section of
this supplement. Where specific operational speeds and performance
information have been established for such conditions, this information must
be used.
9.4-2 LIMITATIONS
OUTSIDE AIR TEMPERATURE LIMIT
Minimum outside air temperature limit for TKS fluid.............................. -40C
Do not activate the TKS system at temperatures less than -40C.
At the first sign of Ice Protection System malfunction, the aircraft must
immediately exit icing conditions.
In-flight icing conditions are defined as:
Visually detected ice or the presence of visible moisture in any form at
an outside air temperature of 41F (5C) or less.
Visible rain at temperatures below 41F (5C) OAT.
Droplets that splash or splatter on impact at temperatures below 41F
(5C) OAT.
Accumulation of ice on the upper or lower surface of the wing, aft of the
protected area.
Known icing conditions are defined by 14 CFR Part 25, Appendix C
(for IAC AR certified airplanes, IAC AR Aviation Regulations Part 25,
Appendix C). These conditions do not include, nor were tests conducted
in, all icing conditions that may be encountered (e.g., freezing rain, freezing
drizzle, mixed conditions, or conditions defined as severe).
Pilots who encounter icing conditions which are outside the FAR defined
conditions must divert the flight promptly. Inadvertent operation in these
conditions may be detected by unusually extensive ice accumulating on the
airframe in areas not normally observed to collect ice.
If the airplane encounters conditions that are determined to contain freezing
rain or freezing drizzle, immediately exit the conditions by changing altitude,
turning back or, if clear air is known to be immediately ahead, continuing on
course.
NO T E : The National Weather Services Automated Surface Observing
Systems (ASOS) program does not provide reports of freezing drizzle.
It is the pilots responsibility to evaluate and understand weather along
the intended route and identify any potential weather hazards through
evaluation of current observations, Pilot Reports, Area Forecasts,
AIRMETS, SIGMETS, NOTAMS, etc.
9.4 - 5
TKS Ice Protection
ENVIRONMENTAL CONDITIONS
Section 9
100 SERIES
Ground icing conditions are defined as:

An outside air temperature of 41F (5C) or less with visible moisture
present (i.e. rain, drizzle, sleet, snow, fog, etc.).
When operating on ramps, taxiways, or runways where surface snow,
ice, standing water, or slush may be ingested by the engine or freeze
on the engine, nacelle or engine sensor probes, or may adhere to the
aerodynamic surfaces.
When conditions are conducive to active frost formation, e.g. a clear
night with a dew point temperature/outside air temperature difference of
5 F (3 C) or less.
AIRSPEED LIMITATIONS
The minimum airspeeds for operations in icing conditions with a fully
functional TKS Ice Protection System operating are:
Flaps 0.......................................................................................... 110 KIAS
Flaps 10-20.....................................................................................85 KIAS
TKS Ice Protection
Minimum holding speed:

Flaps 0..........................................................................................120 KIAS
WARNI NG : Holding in icing conditions for longer than 45 minutes
may reduce margins and could result in inadequate handling and control
characteristics.
The maximum airspeed for operations in icing conditions with a fully
functional TKS Ice Protection System operating is:
Flaps 0................................... 168 KIAS or 190 KTAS, whichever is slower
FLAP LIMITATIONS
The flap settings for operations in icing conditions with a fully functional TKS
Ice Protection System operating are:
Climb................................................................................................Flaps 0
Cruise...............................................................................................Flaps 0
Landing.......................................................................Flaps 20 (Maximum)
Do not extend the flaps beyond 20 for landing with ice suspected on the
airframe or when operating in icing conditions.
WEIGHT LIMITS
There are no additional limitations on the maximum allowable takeoff weight
into known or forecast icing conditions for aircraft equipped with the TKS
Ice Protection System. The maximum allowable operating weights for the
aircraft are:
Max Ramp........................................................................................7305 LB
Max Takeoff......................................................................................7255 LB
Max Landing.....................................................................................6690 LB
Max Zero Fuel Weight......................................................................6490 LB
9.4 - 6
100 SERIES
Section 9
REQUIRED EQUIPMENT
TKS Ice Protection System Supplement

Wing and strut leading edge porous panels
Main landing gear leading edge porous panels
Horizontal stabilizer leading edge porous panels
Vertical stabilizer leading edge porous panel
Propeller fluid slinger assembly
TKS Ice Protection System equipment (tank assembly, pumps, filters,
etc.)
Windshield spray nozzles (x3)
Lift Transducer Heated Stall Warning System
Left and right pitot/static tube heat systems
Ice inspection lights (x2)
Dual actuator engine inlet inertial separator
Crew heat and defrost system (bleed air)
APPROVED ICE PROTECTION FLUIDS

The TKS Ice Protection System tank must be serviced with fluid conforming
to British Specification DTD 406B or with Kilfrost TKS Sustain.
MINIMUM DISPATCH FLUID LEVEL

Dispatch into known or forecast icing conditions with less than 9.0 gallons
of ice protection fluid is prohibited. The pilot must ensure adequate fluid
quantity before each flight. Duration times for 9.0 gallon minimum dispatch
fluid level:
NORM..........................................................................................90 Minutes
HIGH............................................................................................45 Minutes
MAX...........................................................................................22.5 Minutes
ICE PROTECTION FLUID LIMITS

Usable Capacity........................................................................16.0 Gallons
Tank Total Capacity...................................................................16.0 Gallons
9 . 4 -7
TKS Ice Protection
In addition to all equipment required for flight into Instrument Meteorological

Conditions (IMC), the following equipment must be installed and fully
operational for flight into known or forecast icing conditions:
Section 9
100 SERIES
MAXIMUM AVAILABLE SYSTEM OPERATING TIME

With the ice protection system fluid tank full, the following maximum
operating times are available:
NORM Flow Duration.................................................. 160 Minutes (6 GPH)
HIGH Flow Duration.................................................... 80 Minutes (12 GPH)
MAX Flow Duration..................................................... 40 Minutes (24 GPH)
CAUT I O N: Use of the windshield ice protection system will reduce the
maximum available operating time of the system.
Continuous operation of the aircraft in conditions that promote ice
accumulation is prohibited.
VISUAL/TACTILE CHECK
Takeoff is prohibited with any frost, ice, snow, or slush adhering to the wings,
tail, control surfaces, propeller blades, or engine inlet.
TKS Ice Protection
To assure the absence of frost, a visual and tactile check of the wing
leading edge and upper surface is required if the OAT is below 10C. This
check shall be performed in accordance with the Normal Procedures
section of this supplement. During ground icing conditions, takeoff must
be accomplished within 5 minutes of completing the inspection, unless the
airplane is operated in accordance with 14 CFR 135.227(b)(3).
Each upper surface of the wing must be inspected for the condition
and presence of vortex generators. Each wing must have all 14 vortex
generators installed on the upper surface.
WINDSHIELD PUMP
The windshield pump is rated for intermittent use only. Continuous operation
may damage the pump. Do not operate the windshield pump longer than 10
seconds. Allow 10 seconds between operations.
WARNI NG : Use of the Windshield Ice Protection System may obstruct
view due to residual ice protection fluid on the windshield. Do not operate
the Windshield Ice Protection System within 30 seconds of landing.
INERTIAL SEPARATOR
If the inertial separator is set to BYPASS at any point due to suspected or
actual icing conditions, do not return it to the NORMAL position until the
inertial separator door has been visually inspected and verified free of ice.
AUTOPILOT
Autopilot operation is prohibited when operating in icing conditions that are
outside the 14 CFR 25, Appendix C (for IAC AR certified airplanes, IAC
AR Aviation Regulations Part 25, Appendix C) defined conditions in the
Environmental Conditions section of this supplement.
9.4 - 8
Section 9
100 SERIES
MAXIMUM OPERATING ALTITUDE

The maximum operating altitude in icing conditions, or any flight conditions
with ice on the airplane, is 20,000 feet.
REQUIRED PLACARDS
The following placards must be installed.
1. Located according to tank configuration:
CARGO COMPARTMENT CONFIG.
Placard located on the Cargo
Compartment tank, beside the filler
port.
OR
TKS Ice Protection
CONSOLE RESERVOIR CONFIG.

Placard located on the Console
Tank Arm Rest above the anti-ice
fluid fill port tank
2. Located near the WINDSHIELD Switch:
WINDSHIELD ANTI-ICE MUST BE

OFF FOR TAKEOFF AND LANDING
100-910-0096
3. Located on the upper left portion of the instrument panel:

100-910-0103
TKS Ice Protection Airspeed Limits

Flaps 0:
Minimum: 110 KIAS
Maximum: 168 KIAS
Maximum: 190 KTAS
Flaps 10-20: Minimum: 85 KIAS
4. Located near the Anti-Ice Fluid Drain:
ANTI-ICE
FLUID DRAIN
100-910-0093
5. Located under the left and right wings near the TKS panels, and in front of
the horizontal tail TKS panels:
CAUTION!
TKS ANTI-ICING PANELS MAY

BE DAMAGED BY CERTAIN
SOLVENTS. REFER TO THE TKS
POH/AFM SUPPLEMENT FOR
SOLVENTS THAT WILL NOT
DAMAGE PANELS.
100-910-0092
9.4 - 9
Section 9
100 SERIES
6. Located on the instrument panel in plain view of the pilot (replaces nonFlight Into Known Icing placard):
Aerobatic maneuvers, including spins are PROHIBITED.
TKS Ice Protection
Flight into known ice is approved only if optional TKS anti-icing

equipment is installed and operating. See the TKS POH/AFM
Supplement for details.
100-910-0091

A failure of the Ice Protection System is defined as any condition, observed
or suspected, in which the system fails to remove ice from protected surfaces
including the propeller, in addition to any Ice Protection System CAS failure
annunciations. An unobserved failure may be indicated by a decrease in
airspeed, anomalous handling characteristics, or airframe vibrations. It is
normal for small accumulations of ice to build and shed from the protected
areas of the aircraft.
WARNI NG : With ice accumulations on the horizontal stabilizer leading
edge, do not extend the flaps. Perform a flaps-up landing.
NO T E : Significant loss in cruise or climb performance may be an
indication of propeller ice accumulations that are not visible to the naked
eye. Operation of the engine at 2200 (maximum) RPM will help shed ice in
severe icing conditions.
NO T E : During Ice Protection System operation, occasional TKS LOW
PRESS annunciations are normal during system mode changes, operation
at temperatures above freezing, or with warm ice protection fluid.
NO T E : A continuous low pressure indication can be expected if the
system is operated in temperatures above +10C
9 . 4 -10
100 SERIES
Section 9
FAILURE OF ICE PROTECTION SYSTEM
1. ENG INLET Switch............................................................ VERIFY BYPASS

2. Pitot Heat Switches (L&R)..........................................................VERIFY ON
3. SURFACE/PROP Switch....................................................................... HIGH
4. BACKUP PUMP Switch............................................................................ON
5. WINDSHIELD Switch.............................................ON (Momentary Switch)
Repeat operation of windshield pump to verify system is primed properly, as
evidenced by ice protection fluid exiting the windshield nozzles.
6. AUX BUS Switch........................................................................................ON
7. ECS.................................. INCREASE SET TEMP TO ABOVE CABIN TEMP
8. Defrost.........................................................................................SELECT ON
10. ICE LIGHT Switch................................................................... AS REQUIRED
11. Airspeed......................................................... MAINTAIN 110 KIAS MINIMUM
12. Flaps............................................... 0 (KEEP RETRACTED FOR LANDING)
13. Icing Conditions..............................................EXIT AS SOON AS POSSIBLE
TKS ICE PROTECTION SYSTEM LOW PRESSURE

( TKS LOW PRESS CAS MESSAGE SHOWN)
1. BACKUP PUMP Switch..............................................................................ON

2. SURFACE/PROP Switch........................................................................ HIGH
3. TKS Ice Protection System............................................................. MONITOR
4. Airspeed........................................................ MAINTAIN 110 KIAS MINIMUM
5. Flaps............................................... 0 (KEEP RETRACTED FOR LANDING)
TKS FLUID HIGH PRESSURE OR LOW QUANTITY

( TKS LOW QTY , TKS LOW QTY OR TKS HI PRESS CAS MESSAGES)
2. TKS Ice Protection System............................................................. MONITOR
TKS ICE PROTECTION SYSTEM LOW FLOW RATE

( TKS LOW FLOW CAS MESSAGE SHOWN)
1. ICE PROT and STBY ICE PROT circuit breakers.......... RESET, if necessary
2. Windshield Switch......................................................................................ON
Repeat operation of windshield pump to verify system is primed properly, as
evidenced by ice protection fluid exiting the windshield nozzles.
If warning annunciation is no longer shown:
1. Ice Protection System..................................................................... MONITOR
If warning annunciation remains or is intermittent:
2. SURFACE/PROP Switch..........................................................................OFF
3. Icing Conditions........................................................................... AVOID/EXIT
9 . 4 -11
TKS Ice Protection
(or ice accumulation, observed or suspected,

on protected airplane surfaces)
Section 9
100 SERIES
TKS ICE PROTECTION SYSTEM HIGH FLOW RATE

( TKS HI FLOW CAS MESSAGE SHOWN WITHOUT A LOW PRESSURE
TKS LOW PRESS ANNUNCIATION)
1. Ice Protection System..................................................................... MONITOR

2. Ice Protection Fluid Quantity.......................................................... MONITOR
3. Icing Conditions........................................................................... AVOID/EXIT
INADVERTENT ICING ENCOUNTER AT ALTITUDES ABOVE 20,000 FT

1. IGNITION Switch........................................................................................ON
2. SURFACE/PROP Switch..............................NORM (Select HIGH if required)
3. WINDSHIELD Switch..................................................................................ON
4. Left and Right Pitot Heat Switches.............................................................ON
5. Engine Inlet Inertial Separator........................................................... BYPASS
6. Cabin Heat/Defrost.....................................................................................ON
7. Airspeed........................................................................190 KTAS MAXIMUM
8. Altitude.............. DESCEND TO 20,000 FEET (or lower as soon as practical)
TKS Ice Protection
9. IGNITION Switch.........................OFF (when icing conditions are exited)
INERTIAL SEPARATOR MALFUNCTION

( INLET NOT BP CAS MESSAGE SHOWN)
1. Primary ENG INLET Switch................................................. VERIFY BYPASS

2. Override ENG INLET Switch............................................................. BYPASS
If inertial separator fails to move to BYPASS ( INLET NOT BP CAS

message still shown):
1. IGNITION Switch........................................................................................ON
PROPELLER ANTI-ICE SYSTEM MALFUNCTION

If uneven or inadequate anti-icing of the propeller blades is indicated by
vibration:
1. TKS NRM MODE or TKS HI MODE CAS message.VERIFY SHOWN ON
PFD
(SURFACE PROP Switch in NORM or HIGH position)

1. Propeller Lever............................................ EXERCISE (Then to MAX RPM)
If excessive propeller vibration continues:
1. SURFACE/PROP Switch......................................................................... MAX
9 . 4 -12
100 SERIES
Section 9
WINDSHIELD ANTI-ICE SYSTEM MALFUNCTION

If windshield anti-ice system does not deliver fluid to the windshield:
1. ICE PROT Circuit Breaker........................................ CHECK (Verify CB is in)
2. WINDSHIELD Switch..................................................................................ON
If windshield anti-ice system continues to not deliver fluid to the windshield:
1. SURFACE/PROP Switch................................................................. HIGH

2. Icing Conditions.................................... EXIT AS SOON AS PRACTICAL
NO T E : Plan a straight in approach if possible. Execute a forward slip
as required for visibility through the left portion of windshield.
( PITOT FL CAS MESSAGE SHOWN)

1. PITOT HEAT Circuit Breakers (L and R)........................................CHECK IN
2. Icing Conditions.............................................................. EXIT IMMEDIATELY
3. SENSOR Softkey................................................................................PRESS
4. ADC 1/2 Softkey........................ SELECT OPPOSITE (functioning) SYSTEM
(BOTH ON ADC 1 or 2 displayed on both PFDs)
STALL WARNING HEAT FAILURE

( STALL HT FL CAS MESSAGE SHOWN)
If ice is observed forming on the stall warning vane or mounting plate:
1. STALL HEAT Circuit Breaker..........................................................CHECK IN
2. Airspeed......................................................................................... MONITOR
CAUT I ON : With continued ice accumulation, expect no stall warning
while operating at slow speeds. Maintain airspeed in accordance with the
Airspeed Limitations section of this supplement.
HIGH OR LOW ICING SPEED

( HI ICE SPEED OR LO ICE SPEED CAS MESSAGE SHOWN)
1. Airspeed.......................... MAINTAIN 110-168 KIAS and less than 190 KTAS
9 . 4 -13
TKS Ice Protection
PITOT STATIC HEAT FAILURE
Section 9
100 SERIES

WARNI NG : Do not delay activation of the TKS Ice Protection System
with ice forming on the airplane.
WARNI NG : In order to minimize ice accumulations on the lower surface
of the wing, maintain a minimum airspeed of 110 KIAS with the flaps up
during operations in icing conditions. If unable to maintain altitude at 110
KIAS and maximum continuous power, change altitude and/or course to
exit the icing conditions (while maintaining 110 KIAS minimum).
TKS Ice Protection
WARNI NG : The efficiency of the TKS system must be monitored. The

leading edge of the wing must be maintained free of ice during the system
operation. If icing is observed building on the leading edge of the wing with
the SURFACE/PROP switch in NORM position, change it to HIGH. If icing
is observed building on the leading edge of the wing with the SURFACE/
PROP switch in HIGH position, change it to MAX.
NO T E : If there is an inadvertent delay in activating the TKS Ice Protection
System, select MAX on the SURFACE/PROP switch until all ice is removed,
then select whichever mode is required to prevent ice accumulation.
AIRSPEEDS FOR NORMAL OPERATIONS

En route Climb (Flaps Up):
Cruise Climb................................................................................... 115 KIAS
Holding:
Flaps 0..........................................................................................120 KIAS
Approach to Landing:
Normal Approach Flaps 20..........................................................85 KIAS
Normal Approach Flaps 0.......................................................... 115 KIAS
Balked Landing/Go Around:
Takeoff Power Flaps 20...............................................................85 KIAS
Takeoff Power Flaps 0............................................................... 115 KIAS
9 . 4 -14
Section 9
100 SERIES
Preflight Inspection Warnings
Use of a ladder may be necessary to gain access to the wing for visual of the
stall warning heat, and pitot/static system heat.
In cold weather, it is essential to remove even the smallest accumulations
of frost, ice, snow, or slush from the wing, tail, control surfaces, propeller
blades, and the power plant air inlets. To assure complete removal of
contamination, conduct a visual and tactile inspection of all critical surfaces.
Also, ensure the control surfaces contain no internal accumulations of ice or
debris. If these requirements are not accomplished, aircraft performance will
be degraded to a point where a safe takeoff and climb may not be possible.
1. Circuit Breakers........................................................................................ SET

2. MASTER Switch.........................................................................................ON
3. DISPLAY/BACKUP Button.............................................. PRESS (Button Out)
4. Cabin Doors.........................................................................................CLOSE
5. WINDSHIELD Switch.................................................ON (Momentary Switch)
(Verify presence of Ice Protection Fluid from spray nozzles.)
6. SURFACE/PROP Switch...................................................................... NORM
7. TKS NRM MODE Annunciation........................................................ SHOWN
8. Pump Duty Cycle......................................... VERIFY 30 sec ON, 90 sec OFF
(Both Pumps)
9. INLET NOT BP Annunciation........................................................... SHOWN
NO T E : The TKS LOW PRESS annunciation may appear if the system
has not been activated recently and/or if the OAT and fluid temperature is
relatively warm (lower viscosity).
10. ENG INLET BP Switch..................................................................... BYPASS
11. INLET NOT BP Annunciation...................................................NOT SHOWN
14. TKS BACKUP Annunciation............................................................ SHOWN
15. Metering Pump...........................................VERIFY RUNS CONTINUOUSLY
16. BACKUP PUMP Switch............................................................................OFF
17. ICE LIGHT Switch..................................................... ON, VERIFY LH and RH
18. PITOT HEAT Switches (L and R).................... ON 30 SECONDS, THEN OFF
19. SURFACE/PROP Switch......................................................MAX and then HI
20. TKS MAX MODE Annunciation........................................................ SHOWN
21. Metering Pumps................................................VERIFY BOTH PUMPS RUN
22. Pump Duty Cycle...........................................VERIFY 2 minutes on and then:
23. TKS HI MODE Annunciation............................................................ SHOWN
24. Metering Pumps.........................................VERIFY RUNS CONTINUOUSLY
9 . 4 -15
TKS Ice Protection
CABIN
Section 9
100 SERIES
EXTERNAL INSPECTION
TKS Ice Protection
To assure complete removal of frost, ice, snow, or slush from the wing and
control surfaces, as a minimum, conduct a visual and tactile inspection up to
two feet behind the protected surfaces, at one location along the wing span.
Also, ensure the control surfaces contain no internal accumulations of ice or
debris.
1. Wings...................................................................................................CHECK
2. Horizontal Stabilizer.............................................................................CHECK
3. Vertical Stabilizer.................................................................................CHECK
4. Windshield...........................................................................................CHECK
5. Porous Panels..................................... CHECK CONDITION and SECURITY
(Verify evidence of Ice Protection Fluid along length of all panels.)
6. Pitot/Static Tubes
(Verify left and right pitot/static tubes are perceptibly warm)
7. Stall Warning Vane.....................................................................VERIFY HOT
8. Stall Warning Mounting Plate.....................................................VERIFY HOT
9. Propeller..................................CHECK FOR FLUID FLOW FROM SPINNER
10. Engine Inlet...........................CHECK CONDITION and PROPER POSITION
11. Windshield Spray Nozzles............................................. CHECK CONDITION
In the Cabin:
12. Fluid Quantity............................................ VERIFY 9.0 GALLONS MINIMUM
14. Flaps ...................................................... 0-20 AS DESIRED FOR TAKEOFF
15. MASTER Switch.......................................................................................OFF
BEFORE TAKEOFF
ANTICIPATED ICING CONDITIONS IMMEDIATELY AFTER TAKEOFF

1. ENG INLET Switch............................................................................ BYPASS
2. PITOT HEAT Switches (L&R).....................................................................ON
3. SURFACE/PROP Switch.............................. NORM or HIGH AS REQUIRED
4. AUX BUS Switch........................................................................................ON
(Verify airframe is free of contamination immediately before takeoff.)
9 . 4 -16
100 SERIES
Section 9
ICE FORMATION DETERMINATION

Typically, ice will accumulate more efficiently on a leading edge with a
small radius than on a leading edge with a large radius. With relatively
small leading edge radii, the wing strut and flap tracks are good locations
to monitor for ice build-up, but may not be as visible to the pilot as the wing
leading edges. It is recommended to monitor for ice build-up in the following
areas:
1. Wing Leading Edge
2. Wing Struts
3. Leading Edge of Flap Tracks (unprotected surface)
4. Lower Portion of Windshield
IN-FLIGHT
1. ENG INLET Switch........................................................................... BYPASS
2. Pitot Heat Switches (L&R)..........................................................................ON
3. WINDSHIELD Switch.............................................................. AS REQUIRED
4. AUX BUS Switch........................................................................................ON
8. Monitor ice accumulation:
At first sign of ice accretion:
SURFACE/PROP Switch............................ NORM or HIGH AS REQUIRED
If ice continues to accrete on wing leading edge:
SURFACE/PROP Switch............................................................. HIGH/MAX
If ice continues to accrete on wing leading edge or does not shed:
BACKUP PUMP Switch............................................................................ON
Perform Ice Protection System Failure checklist.
INADVERTENT ICING ENCOUNTER

1. ENG INLET Switch............................................................. VERIFY BYPASS
2. Pitot Heat Switches (L&R)............................................................VERIFY ON
3. SURFACE/PROP Switch......................................................................... MAX
To initially dissipate ice accumulation, then:
SURFACE/PROP Switch......................................................HIGH or NORM
If ice accumulation occurs, then:
SURFACE/PROP Switch....................................................................... MAX
4. WINDSHIELD Switch.................................................ON (Momentary Switch)
5. AUX BUS Switch........................................................................................ON
8. Airspeed......................... MAINTAIN 110-168 KIAS and Less than 190 KTAS
If ice does not shed, perform Ice Protection System Failure checklist.
9 . 4 -17
TKS Ice Protection
IF ICING CONDITIONS EXIST
Section 9
100 SERIES
WHILE IN ICING CONDITIONS

1. Flaps..............................................................0, maintain 110 KIAS minimum
5. Ice Protection Fluid Quantity.......................................................... MONITOR
(Ensure adequate quantity to complete flight.)
AFTER EXITING ICING CONDITIONS

2. Airspeed................................................ AS FLIGHT CONDITIONS DICTATE
4. Bleed Air Heat......................................................................... AS REQUIRED
5. Defrost.................................................................................... AS REQUIRED
6. ENG INLET Switch........................................................... LEAVE IN BYPASS
7. WINDSHIELD Switch..................... ON as required, to remove windshield ice
TKS Ice Protection
AUTOPILOT
During icing conditions in cruise, increase engine power (up to maximum
continuous power) to maintain cruise speed as ice accumulates on the
unprotected areas and causes the aircraft to slow down.
The autopilot may be used in icing conditions within the icing envelope
defined in 14 CFR 25 Appendix C (for IAC AR certified airplanes, IAC AR
Aviation Regulations Part 25, Appendix C). However, every 30 minutes the
autopilot should be disconnected to detect any out-of-trim conditions caused
by ice buildup. If significant out-of-trim or other anomalous conditions are
detected, the autopilot shall remain off for the remainder of the flight.
When disconnecting the autopilot with ice accretions on the airplane, the pilot
should be alert for out-of-trim control forces.
9 . 4 -18
100 SERIES
Section 9
APPROACH AND LANDING
APPROACH AND LANDING

If Icing conditions exist or are anticipated, or at first sign of ice accretion:
1. ENG INLET Switch............................................................. VERIFY BYPASS
2. Pitot Heat Switches (L & R)..........................................................VERIFY ON
4. Monitor ice accumulation:
If ice accretion rate is low:
SURFACE/PROP Switch................................................................... NORM
If ice is not shedding:
SURFACE/PROP Switch...................................................................... MAX
If ice accretions do not shed:
Perform Ice Protection System Failure checklist.
5. WINDSHIELD Switch....................... ON AS REQUIRED (Momentary Switch)
protection fluid on the windshield, do not activate the WINDSHIELD

Switch within 30 seconds of landing.

7. Flaps...........................................................................................................20
8. Airspeed............................................................................85 KIAS MINIMUM
9. Airspeed on Short Final......................................................................80 KIAS
BALKED LANDING
1. Power Lever...................................... ADVANCE to MAX TAKEOFF POWER
2. Airspeed.......................................................................... 85 KIAS (Flaps 20)
3. Flaps.................................................................... RETRACT (95 KIAS to 10)
4. Airspeed............................................................................95 KIAS (for climb)
CAUT I ON : If a significant amount of ice has accumulated on the leading
edge of the flaps, a FLAP FAIL may occur if the flaps are retracted all the
way to 0. Do not attempt to retract the flaps to 0 until stabilized at a safe
altitude and airspeed. Refer to Section 3 of this manual if a flap failure
occurs when retracting the flaps to 0.
9 . 4 -19
TKS Ice Protection
CAUT I ON : To prevent an obstructed view due to residual ice
Section 9
100 SERIES
9.4-5 PERFORMANCE
Airplane performance and stall speeds without ice accumulation are
essentially unchanged with the installation of the TKS Ice Protection System.
Significant climb and cruise performance degradation, range reduction, and
stall speed increase can be expected if ice accumulates on the airframe.
Residual ice on the protected areas and ice accumulation on the unprotected
areas of the airplane can cause noticeable performance losses and stall
speed increases even with the Ice Protection System operating.
STALL SPEEDS WITH ICE ACCUMULATION

Conditions:
CG........................................................................................... Most Forward
Power.................................................................................................... IDLE
TKS Ice Protection
NO T E S : Maximum altitude loss during wings level stall is approximately

500 feet. KIAS values are approximate and may not be accurate at the
stall. The following stall speeds are with approximately 3 inches of ice
build-up on the unprotected portions of the wing leading edges.
BANK
Weight
ANGLE
(LB)
(DEG.)
7255
6690
6000
5000
STALL SPEEDS
FLAPS 0
FLAPS 10
FLAPS 20
KIAS
KCAS
KIAS
KCAS
KIAS
KCAS
63
78
51
68
47
62
30
67
83
55
73
50
66
45
75
93
61
81
56
74
60
89
110
72
96
66
87
60
74
49
63
45
59
30
65
79
52
67
48
63
45
72
87
58
75
54
70
60
85
104
69
89
64
83
57
71
46
62
43
56
30
61
76
50
66
46
60
45
68
84
55
74
51
67
60
81
100
65
87
60
80
52
65
42
56
39
51
30
56
69
45
60
42
55
45
62
77
50
67
46
61
60
74
91
60
80
55
73
Table 9.4-1 Stall Speeds
9.4 -20
Section 9
100 SERIES
ENROUTE CLIMB GRADIENT W/ ICE ACCUMULATION
NO T E S :
Climb gradients shown are the gain in altitude for the horizontal
distance traveled and is expressed as Feet Per Nautical Mile.
Do not exceed the placarded maximum climb torque, ITT (765C), and
Ng (101.6%) limits or the charted max climb torque from Section 5 of
this manual.
Dashed entries represent a negative climb rate.
Significantly improved climb performance may be attained using VY
when clear of icing conditions and no longer using the ice protection
system.
Weight
(LB)
7255
6000
5000
Press Alt.
(FT)
CLIMB GRADIENT
(Feet Per Nautical Mile)
-40 C
-20 C
0 C
S.L.
678
640
581
5000
576
523
380
10000
421
277
106
15000
142
19
20000
25000
S.L.
912
866
794
5000
787
722
548
10000
597
422
215
15000
258
110
20000
25000
S.L.
1174
1116
1029
5000
1020
941
730
10000
789
577
327
15000
378
201
20000
45
25000
Table 9.4-2 Enroute Climb Gradient
9 . 4 - 21
TKS Ice Protection
Conditions:
Propeller Speed........................................................................... 2200 RPM
Flaps...........................................................................................................0
Engine Inlet..................................................................................... BYPASS
Airspeed......................................................................................... 115 KIAS
Section 9
100 SERIES
ENROUTE RATE OF CLIMB WITH ICE ACCUMULATION

Conditions:
Propeller Speed........................................................................... 2200 RPM
Flaps...........................................................................................................0
Engine Inlet..................................................................................... BYPASS
Airspeed......................................................................................... 115 KIAS
TKS Ice Protection
NO T E S :
Rate of climb shown is the gain in altitude in feet per unit time and is
expressed as Feet Per Minute.
Do not exceed the placarded maximum climb torque, ITT (765C), and
Ng (101.6%) limits or the charted max climb torque from Section 5 of
this manual.
Dashed entries represent a negative climb rate.
Significantly improved climb performance may be attained using VY
when clear of icing conditions and no longer using the ice protection
system.
Weight
(LB)
7255
6000
5000
Press Alt.
(FT)
Enroute Rate of Climb

(Feet Per Minute)
-40C
-20C
0C
S.L.
1162
1143
1080
5000
1084
1025
766
10000
872
599
238
15000
325
46
20000
25000
S.L.
1556
1540
1469
5000
1476
1412
1117
10000
1235
913
483
15000
591
263
20000
25000
S.L.
1987
1972
1892
5000
1902
1830
1482
10000
1626
1245
735
15000
867
479
20000
116
25000
Table 9.4-3 Enroute Rate of Climb
9.4 -22
Section 9
100 SERIES
LANDING DISTANCE
When the aircraft has encountered icing conditions, flap deflection is limited
to a maximum deflection of 20 and the approach speed is 85 KIAS.
To calculate landing distance in icing conditions, multiply the total landing
distance by 1.5, using the applicable Landing Distance chart in the main
body of this manual.

Refer to Section 6 of this manual for current weight and balance data. Use
the following tables to determine the weight and moment/1000 for the Ice
Protection System Fluid to complete the Loading Form from Section 6 of
this manual.
NO T E : TKS SUSTAIN fluid weight is 8.5 pounds per gallon.

CAUT I ON : Since the TKS fluid reservoir is located forward of the
aircraft center of gravity, it is possible to end up outside the aft center of
gravity limit as TKS fluid is used in flight. This should be considered when
performing weight and balance calculations.
WEIGHT AND MOMENT TABLES

Gallons Weight (LB) Moment/1000
1.0
2.0
3.0
4.0
5.0
6.0
7.0
8.0
9.0
10.0
11.0
12.0
13.0
14.0
15.0
16.0
9.2
18.4
27.6
36.8
46.0
55.2
64.4
73.6
82.8
92.0
101.2
110.4
119.6
128.8
138.0
147.2
0.45
0.89
1.34
1.78
2.23
2.67
3.12
3.56
4.01
4.45
4.90
5.21
5.34
5.79
6.68
7.12
Table 9.4-4 TKS Ice Protection Fluid:

Console Reservoir
Gallons Weight (LB) Moment/1000

1.0
2.0
3.0
4.0
5.0
6.0
7.0
8.0
9.0
10.0
11.0
12.0
13.0
14.0
15.0
16.0
9.2
18.4
27.6
36.8
46.0
55.2
64.4
73.6
82.8
92.0
101.2
110.4
119.6
128.8
138.0
147.2
0.07
0.13
0.20
0.26
0.33
0.39
0.46
0.52
0.59
0.65
0.72
0.78
0.85
0.91
0.98
1.05
Table 9.4-5 TKS Ice Protection Fluid:

Cargo Compartment Reservoir
9.4 -23
TKS Ice Protection
Reservoir Capacity..............................................16.0 gallons (60.567 liters)

DTD 406B Fluid Weight.............................................. 9.2 pounds per gallon
Console Reservoir Arm...........................................48.4 inches aft of datum
External Cargo Compartment Reservoir Arm............7.1 inches aft of datum
Section 9
100 SERIES
WEIGHING PROCEDURES
In preparation for weighing and calculating the empty weight of the TKS Ice
Protection System equipped KODIAK 100, the TKS Ice Protection System
must be drained of all fluid.
CONSOLE RESERVOIR CONFIGURATION

Drain the fluid from the tank through the drain valve, which is located on the
right side of the aircraft under the aft fuselage.
CARGO COMPARTMENT RESERVOIR CONFIGURATION

Drain the fluid from the tank through the quick-drain valve located on the
reservoir sump, which is accessed by removing the access cover in the
protecting bulkhead. A short length of flexible tubing will be necessary to
direct the fluid out of the cargo compartment door.
When drained, no appreciable amount of fluid will remain in the tank.
TKS Ice Protection
After this procedure, follow the preparation and weighing instructions

contained in Section 6 of this manual.

SYSTEM OPERATION
During normal system operation, the metering pumps pull Ice Protection
Fluid from the Reservoir Tank. Both metering pumps are controlled by the
pump control unit which controls the operation of the windshield pump and
both metering pumps when NORMAL, HIGH, and MAX modes are selected
and/or the WINDSHIELD switch is selected via the switch panel. The
selected operating mode is annunciated on the PFD. In the event of a pump
control unit failure, the pump control unit may be bypassed by placing the
BACKUP Switch in the ON position.
From the metering pumps, the fluid flows through a high pressure switch
and then an in-line filter. The location of the high pressure switch is intended
to send a high pressure signal to the G1000 in the event of a clogged filter.
From the filter, the fluid flows through a flow transducer which provides fluid
flow rate to the G1000. The fluid then continues to a tee that splits the flow
between the forward and aft portions of the system.
The forward line runs to a three-port proportioning unit which divides the flow
into specific volumetric requirements for each gear leg porous panel and to
the propeller slinger ring.
The aft line provides fluid to the wings, wing struts, vertical stabilizer, and
horizontal stabilizer. The aft line tees twice to supply three proportioning
units (one for each wing/wing strut and one for the empennage).
The windshield pump, located between the main landing gear cross tubes,
supplies the windshield sprayers with fluid and also acts as a priming pump
for the main metering pumps in case air gets trapped in the system.
9.4 -24
Section 9
TKS Ice Protection
RESERVOIR
100 SERIES
Figure 9.4-1 System Schematic
9.4 -25
Section 9
100 SERIES
POROUS PANELS
The KODIAK TKS Ice Protection System is a system that exudes a filmy ice
protection fluid from porous panels on the leading edges of the aircraft. The
fluid minimizes ice formation on all lifting surfaces, propeller blades, wings,
wing struts, and horizontal and vertical stabilizers. When the system is
activated in flight, the ice protection fluid flows back over the upper and lower
surfaces of the area being protected and protects the leading edges from ice
build-up.
PROPELLER PROTECTION
TKS Ice Protection
A fluid slinger on the propeller provides ice protection for the propeller and
generates further ice protection for the fuselage and cargo pod forward
surfaces. Two positive displacement, constant volume metering pumps
supply fluid to the panels and propeller. Single and combined pump
operation and timed pumping provide a range of flow rates for varied icing
conditions. A single pump supplies TKS fluid to the windshield spray nozzles
for clear visibility through the windshield.
WINDSHIELD SPRAYERS AND PUMP

The TKS Ice Protection System includes windshield protection through the
installation of windshield sprayers located at the base of the left windshield.
Ice protection fluid is supplied to the sprayers by an on-demand gear
pump which is installed beneath the floor between the main landing gear
cross tubes. When the momentary spring loaded WINDSHIELD Switch
is activated, the pump runs for 4 seconds. In addition to providing flow for
windshield ice protection, the pump also acts as a priming pump for the
main metering pumps. In the event of a loss of system prime, the windshield
pump may be activated to purge the system of any air between the main
metering pumps and the fluid reservoir. See the Handling, Service &
Maintenance section of this supplement for more information.
RESERVOIR
The fluid reservoir for the known icing system has a total capacity of 16.0
gallons.
For the Console Reservoir configuration, the fluid reservoir is located in the
center console between the two crew seats. The filler port for the Console
Reservoir is located on top of the center console and is accessed by lifting
the armrest.
For the Cargo Compartment Reservoir configuration, the fluid reservoir
is located in the forward end of the forward bay of the External Cargo
Compartment and is accessed by opening the forward bay access door,
extending the flexible filler tube, and removing the filler cap.
9.4 -26
100 SERIES
Section 9
FLUID QUANTITY INDICATION

The TKS fluid quantity indication is provided through the G1000 on the
Engine Indication System (EIS) on the SYSTEM page. Fluid quantity is
measured by a float type quantity sensor installed in the ice protection fluid
tank.
Figure 9.4-2 Fluid Quantity Indicator
The system is designed for flight into known icing conditions, as defined
by 14 CFR Part 23 and for use in continuous maximum and maximum
intermittent icing envelopes, as defined by 14 CFR Part 25, Appendix C
(for IAC AR certified airplanes, IAC AR Aviation Regulations Part 25,
Appendix C). The HIGH mode provides 100% anti-icing protection to all
leading edge surfaces for all conditions found in the Maximum Continuous
Icing Envelope. NORMAL mode produces cycled flow 30 seconds on and 90
seconds off. During the 30 seconds on time, the flow rate is two times that
of the HIGH mode, but since it runs on a 25% duty cycle, total fluid usage
is 50% of the HIGH flow setting. MAXIMUM has two times the flow rate of
HIGH mode and therefore has 200% of the anti-ice flow needed to provide
a clean leading edge in the Maximum Continuous Icing Envelope. BACKUP
mode is the equivalent of HIGH mode, but uses a separate pump than the
HIGH mode.
ICE INSPECTION LIGHTS

To provide visual verification of icing conditions and confirmation of fluid
flow, ice inspection lights are flush mounted to the right and left crew doors.
The ice inspection lights illuminate the leading edge of the wings, pitot/static
tubes, stall warning lift transducer, and the upper portion of the wing struts.
System components include the LED light assemblies and a two position
switch labeled ICE LIGHT.
The ice inspection lights operate on 28 VDC and are protected by the 5 amp
circuit breaker labeled ICE INSP LIGHTS. The ice inspection lights switch is
located on the right hand side switch panel.
9.4 -27
TKS Ice Protection
MODES OF OPERATION
Section 9
100 SERIES
HEATED STALL WARNING SYSTEM
TKS Ice Protection
The known icing stall warning system includes a lift transducer mounted on
the left wing, and a stall warning computer which is mounted overhead in
the forward cabin. The stall warning computer schedules the stall warning
to provide consistent warning margins to the stall regardless of flap setting.
This is accomplished by computer monitoring of the flap position signal.
The flap 0 setting is on one schedule and flaps 10-35 are on a separate
schedule. This provides approximately 6 KCAS of stall warning margin at
all flap settings. In addition to the flap schedule for stall warning, there is
an offset for ice mode. The ice mode provides an additional stall warning
margin of 9-13 knots on top of the normal margins. The computer is placed in
ice mode when the left pitot heat is turned on. Any time there is ice adhering
to the aircraft, the pitot heat shall be turned on in order to provide the proper
stall warning margin. The stall warning system is heated to protect from ice
build up on the vane and mounting plate. The vane draws 20 watts of power,
the case heater draws 20 watts, and the mounting plate draws 18 watts
per square inch. The total power draw for the stall warning system heat is
approximately 240 watts.
If a failure is detected in the power to the stall warning heaters, the following
annunciation is shown: STALL HT FL
LOW / HIGH AIRSPEED CAUTION SYSTEM

This system is equipped with an airspeed caution system to alert the pilot
when airspeed is outside the designed operating envelope with the ice
protection system operating in any mode (NORM, HIGH, MAX, or BACKUP).
Cautions are provided when the airspeed is less than 110 KIAS, greater than
168 KIAS, or greater than 190 KTAS. The low speed caution is shown on
the PFD as: LO ICE SPEED. The high speed caution is shown on the PFD
as: HI ICE SPEED.
To prevent nuisance alerts during takeoff and landing, the low speed alerts
are inhibited during the following conditions:

Inhibited while the flaps are extended for takeoff (10 or 20) and for 1
minute after takeoff. This 1 minute of time is to allow for the transition
from takeoff to enroute climb and exiting of the airport environment.
Inhibited while the flaps are extended for approach and landing (10
or 20). A minimum airspeed of 85 knots shall be used while in this
configuration, but no low speed caution will be provided.
9.4 -28
100 SERIES
Section 9
SWITCH FUNCTION
All functions of the known icing equipment are controlled by switches located
on the lower portion of the instrument panel and are grouped together in one
row labeled ICE PROTECTION.
The switches are as follows:
Engine Inlet Switches

(Override and Primary)
To the right of the OVERRIDE switch is the primary actuator switch. It

controls the position of the primary actuator for the IPS and has positions
for NORMAL and BYPASS. The position of the IPS is indicated to the pilot
through the following annunciations: ENG INLET NRM and ENG INLET
BP.
The following annunciation is shown if an ice protection mode is selected on
the SURFACE/PROP switch, but the IPS is not in the BYPASS position, or
if an IPS actuator is commanded to the BYPASS position, but fails to do so:
INLET NOT BP.
The pilot action is to select the BYPASS position on the inertial particle
separator. If the IPS does not engage into BYPASS the pilot action is to exit
icing conditions as soon as possible.
Pitot Heat Switches

(L and R with Positions for ON and OFF)
Also standard equipment on the KODIAK, this controls the pitot heat to the
left and right pitot/static probes. If the pitot heat switches are turned off and
the outside air temperature is less than 5 degrees Celsius, the following
annunciation is shown: PITOT OFF L-R
If a failure is detected in the power to the pitot/static heat, the following
annunciation is shown: PITOT FL
The left Pitot Heat switch also controls the stall warning heat. So, any time
the left Pitot Heat switch is on, the stall warning heat is also activated.
9.4 -29
TKS Ice Protection
OVERRIDE switch with a position for BYPASS (up) and the stowed position
(down). The switch has a detent to prevent accidental movement of it. To
move the switch to the BYPASS position, pull out on the switch before
moving the switch up to BYPASS. The override switch controls the override
actuator and is only used to move the inertial particle separator (IPS) to
BYPASS in the event of a primary actuator system failure.
Section 9
100 SERIES
Surface/Prop Switch
(Positions for MAX, HI, NORM, and OFF)
NORM mode is the lowest fluid flow rate of the system. The flow rate is
achieved by running both metering pumps of the system on a continuous
repeat cycle of operation. The two pumps will run for approximately 30
seconds, then deactivate. After 90 seconds of inactivity, the pumps will again
activate for the 30 second operation period. This on-off cycle of operation
will continue until OFF is selected on the SURFACE/PROP switch.
HI mode is achieved by running one metering pump continuously.
MAX mode is provided for combating heavy or extreme icing conditions and
runs both metering pumps continuously for a period of two minutes. The
MAX position of the SURFACE/PROP switch is spring loaded, so once it
is released from the MAX position the switch is returned to the HI position.
When the 2 minute MAX cycle is complete, the flow rate will transition to
whichever mode is selected on the switch.
TKS Ice Protection
Windshield Switch
(Positions for ON and OFF)
The switch is spring loaded to the OFF position. When ON is selected
momentarily, the windshield pump will run for 4 seconds.
Backup Pump Switch

BACKUP PUMP mode activates the second metering pump (opposite of the
pump used in the HI mode) and runs continuously like HIGH mode. BACKUP
PUMP mode is independent and isolated from the other ice protection
operational modes. It is provided for redundant capability in the event the
normal operational modes are rendered inoperable.
9.4 -30
Section 9
100 SERIES
Ice Light Switch

Figure 9.4-3 Switch Panel
SYSTEM ANNUNCIATIONS
The following annunciations are provided with the ice protection system:
Annunciation
Window Text
TKS LOW PRESS
Low TKS Fluid Pressure.
TKS HI PRESS
High TKS Fluid Pressure.
TKS LOW QTY
TKS fluid quantity critically low. Less than 1.5 gallons fluid quantity.
TKS LOW QTY
TKS fluid quantity low. Less than 23 minutes duration at current flow
rate.
TKS LOW FLOW
Low TKS flow rate.
TKS HI FLOW
High TKS flow rate.
STALL HT FL
Stall/AOA vane heater failure.
HI ICE SPEED
Ice protection airspeed high.
LO ICE SPEED
Ice protection airspeed low.
TKS BACKUP
Backup TKS pump selected.
INLET NOT BP
Engine inlet in normal position. Select bypass.
TKS NRM MODE
TKS normal mode selected.
TKS HI MODE
TKS high mode selected.
TKS MAX MODE
TKS max mode selected.
9 . 4 - 31
TKS Ice Protection
The ice detection lights are mounted in each crew door and are aimed along
the leading edge of each wing for easy detection of ice at night.
Section 9
100 SERIES

STORAGE
During long periods of non-use, the porous panel membranes may dry
out, which could cause uneven fluid flow during subsequent operation.
Perform the Pre-Flight Inspection every 30 days to keep the porous panel
membranes wetted.
To prepare the TKS Ice Protection System for flyable storage, fill the fluid
reservoir and operate the system on MAX to ensure all air is completely
purged from components and plumbing. Re-fill the fluid reservoir after
purging the system.
SERVICING
TKS Ice Protection
CAUT I O NS :
Use only approved ice protection fluids, Kilfrost TKS Sustain or fluid
conforming to British Specification DTD 406B.
Certain solvents may damage the panel membranes. Use only soap
and water, isopropyl alcohol, or ethyl alcohol to clean the panels. Do
not wax the leading edge porous panels.
Ice Protection Console Tank

The fluid reservoir is serviced through the filler cap in the console between
the two crew seats. The tank is drained by removing the threaded plug
located on the bottom of the fuselage. The reservoir is vented through the
filler cap. The fluid level is shown on a level indicator within the tank.
Ice Protection Cargo Compartment Tank

The fluid reservoir is serviced through the filler tube and cap on the
tank located in the forward end of the forward bay of the External Cargo
Compartment. The tank is drained by pushing and turning the quick-drain
valve located on the reservoir sump, which is accessed by removing the
access cover in the protecting bulkhead. A short length of flexible tubing will
be necessary to convey the fluid out of the cargo compartment door. The
fluid level is shown on the sight-tube on the left-hand side of the tank.
CAUT I O N: Do not fill beyond the MAX FILL mark. Spillage may occur.
Porous Panels
Periodically clean the porous panels with mild soap and water using a clean
lint-free cloth. Isopropyl alcohol may be used to remove oil or grease.
System Priming
In the event of loss of prime, the windshield pump may be activated to purge
the system of any air between the main metering pumps and the fluid tank.
It is unlikely that the system will experience a loss of prime except when
the fluid tanks are intentionally run dry. If, after multiple purging attempts,
insufficient ice protection fluid is evident during the Pre-Flight Inspection, the
ice protection system must be purged in accordance with the KODIAK 100
Airplane Maintenance Manual.
9.4 -32
100 SERIES
Section 9
CA RG O D O O R S R E M OV E D
CARGO DOORS REMOVED KIT

INTRODUCTION
Cargo Door Remove
When the Cargo Doors Removed Kit is installed in the KODIAK 100, this
Supplement is applicable and must be inserted in the Supplement section
(Section 9) of the KODIAK 100 Pilots Operating Handbook and FAA
9 . 5 -1
Section 9
CA RG O D O O RS R E M OV E D
100 SERIES
Cargo Door Remove
9.5 -2
100 SERIES
Section 9
CARGO DOORS REMOVED KIT
GENERAL 9.5-5
LIMITATIONS 9.5-5
WEIGHT AND BALANCE LIMITS 9.5-6
REQUIRED EQUIPMENT9.5-7
REQUIRED PLACARDS9.5-7
EMERGENCY DESCENT 9.5-9
ABNORMAL PROCEDURES 9.5-9
BEFORE STARTING 9.5-9
DROPPING CARGO 9.5-9
DESCENT 9.5-9
PERFORMANCE 9.5-9
AIRPLANE SYSTEMS & DESCRIPTION9.5-10
INTRODUCTION9.5-10
VERTICAL SLIDING DOOR9.5-11
WIND DEFLECTOR 9.5-11
INTERNAL GRAB BAR9.5-11
PARACHUTE STATIC LINE ATTACHMENT (IF EQUIPPED)9.5-12
SIGNAL LIGHTS AND SWITCHES (IF EQUIPPED)9.5-12
JUMP EXHAUST STACKS (IF EQUIPPED)9.5-12
HANDLING, SERVICE & MAINTENANCE9.5-12
9.5 -3
Cargo Door Remove
Table of Contents
Section 9
100 SERIES
Cargo Door Remove
9.5 - 4
100 SERIES
Section 9
9.5-1 GENERAL
NO T E : This supplement does not pertain to operations for skydiving/
parachute operations. For those operations, refer to the Parachute
Operations supplement.
The Cargo Doors Removed Kit is designed to improve passenger comfort
and facilitate passenger-to-pilot communications during special purpose
operations such as emergency air drops and aerial photography. The kit
consists of the following required equipment:
Wind Deflector: Installed in the aft part of the cargo door opening
to minimize airflow buffeting within the cabin with the cargo doors
removed.
Internal Grab Bar: Installed in the upper part of the cargo door opening
to provide mounting structure for the wind deflector and as a location to
hold onto while the vertical sliding door is open.
Vertical Sliding Door: Installed in the cargo door opening to keep wind
from entering the cabin during taxi, takeoff, climb, descent and landing.
Signal Lights and Switches: To provide a method for the pilot to signal
commands to crewmembers performing drops from the door.
Static line attachment: Located on the right interior sidewall across
from the cargo door. This provides a method to perform cargo drops of
supplies with automatic parachute deployment and may be used as a
tether attach point for passengers
Sill Protector: Recommended to be installed in the cargo door opening
to protect the frame of the cargo door when performing cargo drops.
Door Closing Mechanism: Provides a pilot actuated handle which allows
the pilot to close the vertical sliding door.
Jump Exhaust Stacks: Positions the exhaust plume further away from
the side of the fuselage.
9.5-2 LIMITATIONS
1. Intentional stalls are prohibited with the vertical sliding door open.
2. Vertical sliding door must be closed during takeoff, climb, descent and
landing.
3. Dropping is only allowed during straight, horizontal, coordinated, and
unaccelerated flight with the flaps at 20.
4. Maximum operating airspeed with vertical sliding door open is 120 KIAS.
5. Minimum operating airspeed with the vertical sliding door open is 70 KIAS.
6. Maximum operating airspeed with vertical sliding door closed is 182 KIAS.
7. Maximum operating airspeed while performing cargo drops is 80 KIAS.
9.5 - 5
Cargo Door Remove
The following additional equipment may be installed as an option (not

required) for operations with the cargo doors removed:
Section 9
100 SERIES
8. All loose equipment in the cabin must be secured or stowed during taxi,
takeoff, and landing.
9. Static line length (if used) must not exceed 135 inches and must allow a
minimum of 2 inches clearance between the open end of the deployment
bag and the leading edge of the horizontal tail.
10. To ensure head clearance from the internal grab bar, no passenger seats
may be installed on the left side of the aircraft aft of FS 123.
11. To ensure head clearance from the static line attachment (if equipped), no
passenger seats may be installed on the right side of the aircraft aft of the
crew seats.
12. While the door is open, safety harnesses must be worn by any passenger/
crewmember who is not seated with their seatbelts and shoulder harness
fastened. The safety harness must be tethered to a location in the aircraft
which would prevent the person from exiting the cargo door opening.
WEIGHT AND BALANCE LIMITS

Center of Gravity Range
Forward C.G. Limit (5000 lb or less).....................63.90 inches aft of datum

(14.00% MAC)
Forward C.G. Limit (7255 lb).................................71.04 inches aft of datum
(Linear variation from 5000 lb to 7255 lb)
(25.00% MAC)
Cargo Door Remove
Aft Limit, up to 7255 lb..........................................80.78 inches aft of datum

(40.00% MAC)
Aft Transient Limit, up to 6750 lb...........................84.02 inches aft of datum

(45.00% MAC)
WARNI NG : The aft transient limit of 45.00% MAC is ONLY allowed
while the airplane is in the cargo drop condition (75 KIAS, 20 Flaps,
Maximum Bank Angle of 10, level and coordinated flight). Flight tests
have been accomplished up to this transient CG limit to ensure safe
operation of the aircraft in a limited flight envelope (cargo drop condition
only). DO NOT exceed the aft transient limit of 84.02 inches aft of datum
(45.00% MAC) as the aircraft will become unstable and loss of control
may occur. The extended 45% CG limit for cargo drop operations applies
only at weights of 6750 lb and below. Cargo drop operations at weights
above 6750 lb must not exceed the 40% CG limit.
Mean Aerodynamic Chord (MAC)

Reference Datum.....................................................Forward face of firewall
9.5 - 6
100 SERIES
Section 9
REQUIRED EQUIPMENT
Cargo Door Remove
Wind Deflector
Internal Grab Bar
Vertical Sliding Door
REQUIRED PLACARDS
1. Located on the vertical sliding door:
LIFT DOOR TO OPEN

OPEN
CLOSED
1 SLIDE FINGERS UNDER SEAL

2 AND LIFT DOOR UNTIL OPEN
100-750-2603
9 . 5 -7
Section 9
100 SERIES
2. Located on the instrument panel:
OPERATING LIMITATIONS
WITH DOOR OPEN:

Vmax 120 KIAS
Vmin
70 KIAS

INTENTIONAL STALLS PROHIBITED.

TAXI, TAKEOFF, LANDING PROHIBITED.
DURING DROPPING:

MAX BANK ANGLE
10

COORDINATED LEVEL FLIGHT ONLY.

VFR CONDITIONS ONLY.

FLAPS
20

Vmax 80 KIAS
3. Located on the wind deflector:
Cargo Door Remove
NOT A HAND RAIL.

DO NOT GRASP WIND
DEFLECTOR.
100-750-2609
4. Located adjacent to the handle of the door closing mechanism (if

equipped):
9.5 - 8
100 SERIES
Section 9

EMERGENCY DESCENT
Vertical Sliding Door....................................................................... CLOSED
Flaps...........................................................................................................0
Airspeed.........................................................................................182 KIAS
ABNORMAL PROCEDURES
Jump Door Fails to Close After Parachutist Deployment
1. Flaps......................................................................................................0
2. Airspeed..............................................................................100-120 KIAS
3. Approach...................................................................................NORMAL
4. Landing......................................................................................NORMAL
NO T E : Airspeeds below 100 KIAS with the flaps at 0 may result in
increased cabin buffeting and/or exhaust fumes.

DROPPING CARGO
Flaps.........................................................................................................20
Airspeed...........................................................................................75 KIAS
Vertical Sliding Door............................................................................OPEN
Maximum Bank Angle..............................................................................10
Flight Path......................................................... Straight and Unaccelerated
DESCENT
9.5-5 PERFORMANCE
No change.
9.5 - 9
Cargo Door Remove
BEFORE STARTING
Section 9
100 SERIES

The actual weight and balance of the aircraft must be calculated for all
flights, including the takeoff, in flight operations, and landing.
An aft transient CG limit of 45% MAC is permitted while in the cargo drop
condition only (75 KIAS, Flaps 20, Maximum Bank Angle 10, Straight and
Unaccelerated Flight).
WARNI NG : The aft transient limit of 45.00% MAC is ONLY allowed while
the airplane is in the cargo drop condition (75 KIAS, 20 Flaps, Maximum
aircraft in a limited flight envelope (cargo drop condition only). DO NOT
exceed the aft transient limit of 84.02 inches aft of datum (45.00% MAC)
as the aircraft will become unstable and loss of control may occur. The
extended 45% CG limit for cargo drop operations applies only at weights of
6750 lb and below. Cargo drop operations at weights above 6750 lb must
not exceed the 40% CG limit.
CARGO DROP OPERATIONS CG ENVELOPE
Cargo Door Remove
Figure 9.5-2 Cargo Drop Operations Center of Gravity Envelope
9.5-7 AIRPLANE SYSTEMS & DESCRIPTION

INTRODUCTION
The Cargo Doors Removed Kit is designed to improve passenger comfort
and facilitate passenger-to-pilot communications during special purpose
operations such as emergency air drops and aerial photography. The kit
consists of the following required equipment:
Wind Deflector: Installed in the aft part of the cargo door opening
to minimize airflow buffeting within the cabin with the cargo doors
removed.
9 . 5 -10
100 SERIES
Section 9
I.nternal Grab Bar: Installed in the upper part of the cargo door opening
to provide mounting structure for the wind deflector and as a location to
hold onto while the vertical sliding door is open.
Vertical Sliding Door: Installed in the cargo door opening to keep wind
from entering the cabin during taxi, takeoff, climb, descent and landing.
The following additional equipment may be installed as an option (not
required) for operations with the cargo doors removed:
Signal Lights and Switches: To provide a method for the pilot to signal
commands to crew members performing drops from the door.
Static line attachment: Located on the right interior sidewall across
from the cargo door. This provides a method to perform cargo drops of
supplies with automatic parachute deployment.
.Sill Protector: Installed in the cargo door opening to protect the frame of
the cargo door when performing cargo drops.
Door Closing Mechanism: Provides a pilot actuated handle which allows
the pilot to close the vertical sliding door.
Jump Exhaust Stacks: Positions the exhaust plume further away from
the side of the fuselage.
The original cargo door is replaced by a vertical sliding door made from
transparent polycarbonate panels and aluminum hinges which are guided
in UHMW (plastic) rails. The door is opened by lifting up on the bottom of
the unit and sliding it upward until it reaches its stop. To close the door, pull
down on the bottom of the door until it rests on the floor of the aircraft. If the
aircraft is equipped with an optional door closing mechanism, the pilot may
close the door by pulling the handle located in the cockpit headliner. The
door remains closed by its own weight.
WIND DEFLECTOR
A wind deflector is installed just aft of the cargo door opening to minimize
airflow buffeting within the cabin with the vertical sliding door open.
INTERNAL GRAB BAR

An internal grab bar is installed just inside the cargo door on the upper left
side of the fuselage. The grab bar is provided as a stabilizing hand hold for
operations with the cargo doors removed.
9 . 5 -11
Cargo Door Remove
VERTICAL SLIDING DOOR
Section 9
100 SERIES
PARACHUTE STATIC LINE ATTACHMENT (IF EQUIPPED)

A static line attachment may be installed. It is a horizontal fixture mounted to
the upper cabin structure on the right side of the cabin. Static lines may be
hooked to the horizontal cable on the fixture. The arrangement allows the
static lines to slide aft along the cable. The static lines will trail across the
floor to the door opening and then along the side of the airplane as cargo is
dropped. The static line attachment may also be used to tether crew during
cargo drop operations.
SIGNAL LIGHTS AND SWITCHES (IF EQUIPPED)

A Signal system may be installed in the aircraft. A light panel with red, amber
and green lights is installed in the rear of the aircraft on the aft bulkhead to
facilitate communications from the pilot to other crew members. The lights
are controlled by a three position switch located on the upper left portion of
the instrument panel. The signals from the pilot to the crew member are as
follows:
Red Light........................ NO DROPPING (remain seated with door closed)
Amber Light............................................. PREPARE TO DROP (open door)
Green Light..................................................... DROP (overhead drop zone)
NO T E : The signal lights do not absolve the crew of the responsibility to
ensure the area is clear below the aircraft.
Cargo Door Remove
An additional jump light panel with green, white and red lights is installed on
the upper left portion of the instrument panel to facilitate communications
from the jumpmaster to the pilot. The lights are controlled by like colored
buttons located on the aft portion of the cargo door post. The signals from
the jumpmaster to the pilot are as follows:
Green Light............................................................................ Turn Right 10
White Light.............................................. Hold Heading, Speed and Altitude
Red Light.................................................................................. Turn Left 10
JUMP EXHAUST STACKS (IF EQUIPPED)

The Jump Exhaust Stacks may be installed to improve crew comfort during
operations with the vertical sliding door open. These exhaust stacks are
turned out and point away from the fuselage, which positions the exhaust
plume further outboard and considerably reduces the amount of exhaust
fumes in the cabin while operating with the door open.

No change.
9 . 5 -12
Section 9
100 SERIES
E X T E R N A L CA RG O C O M PA R T M E N T

KODIAK POH/AFM Supplement AM901.006
INTRODUCTION
ECC
When the External Cargo Compartment (ECC) is installed on the KODIAK

100, this Supplement is applicable and must be inserted in the Supplement
section (Section 9) of the KODIAK 100 Pilots Operating Handbook and FAA
Approved Airplane Flight Manual (POH). This document must be carried in
the airplane at all times. Information in this supplement adds to, supersedes,
or deletes information contained in the basic POH.
9 . 6 -1
Section 9
100 SERIES
ECC
9.6 -2
Section 9
100 SERIES
GENERAL 9.6-5
ECC DIMENSIONS 9.6-5
LIMITATIONS 9.6-5
NORMAL PROCEDURES CHECKLIST 9.6-8
LEFT SIDE 9.6-8
AFT SECTION 9.6-8
RIGHT SIDE 9.6-8
RIGHT FRONT 9.6-8
LEFT FRONT 9.6-8
AMPLIFIED NORMAL PROCEDURES 9.6-8
PERFORMANCE 9.6-9
MAXIMUM TAKEOFF WEIGHTS WITH ECC 9.6-9
OBSTACLE TAKEOFF DISTANCE WITH ECC 9.6-11
TAKEOFF RATE OF CLIMB WITH ECC9.6-14
TAKEOFF CLIMB GRADIENT WITH ECC9.6-16
ENROUTE RATE OF CLIMB WITH ECC9.6-18
ENROUTE CLIMB GRADIENT WITH ECC9.6-20
CRUISE PERFORMANCE WITH ECC 9.6-22
CRUISE PERFORMANCE W/ECC (Press. Alt. SEA LEVEL)9.6-23
CRUISE PERFORMANCE W/ ECC (Press. Alt. 1000 FT)9.6-24
CRUISE PERFORMANCE W/ ECC (Press. Alt. 6000 FT) 9.6-29
CRUISE PERFORMANCE W/ ECC (Press. Alt. 10,000 FT) 9.6-33
CRUISE PERFORMANCE W/ ECC (Press. Alt. 18,000 FT)9.6-41
9.6 -3
ECC
Table of Contents
Section 9
100 SERIES

MAXIMUM LANDING WEIGHTS WITH ECC 9.6-48
BALKED LANDING RATE OF CLIMB WITH ECC 9.6-50
BALKED LANDING CLIMB GRADIENT WITH ECC 9.6-52
EXTERNAL CARGO COMPARTMENT BAY LOADING LIMITS 9.6-54
AIRPLANE AND SYSTEMS DESCRIPTIONS 9.6-54
HANDLING, SERVICE, AND MAINTENANCE 9.6-55
JACKING 9.6-55
ECC
9.6 - 4
Section 9
100 SERIES
9.6-1 GENERAL
The KODIAK 100 may be equipped with an External Cargo Compartment
(ECC) that attaches to the bottom of the fuselage and provides an additional
cargo volume of 63 cubic feet (or 750 pound capacity). The ECC is
comprised of the nose fairing and the body of the pod, which are separated
by a stainless steel firewall. The ECC has three separate compartments
that are accessible through three doors on the left side of the aircraft. Once
installed, the ECC and its components will increase the empty weight of the
aircraft by approximately 175 pounds.
The External Cargo Compartment is attached to the bottom of the aircraft
using screws and nutplates, and is fabricated from a gel coat, fiberglass,
resin, and foam core composite, also containing ground plane mesh. Ventral
fins, strakes, and aerodynamic fences are installed to provide additional
directional stability. Fuel drains and vents are routed to a common drain
manifold on the right side. Jacking of the nose gear is accomplished with
a column jack point, which extends below the aircraft firewall, through the
ECC.
ECC DIMENSIONS
ECC Volume...................................................................................63 CU FT
Maximum Floor Loading......................................................... 65 LB / SQ FT
Bay One Door Dimensions......................................................25.5 x 13.5 IN
Bay Two Door Dimensions.........................................................29.5 x 14 IN
Bay Three Door Dimensions............................................... 39 x 4.5 to 11 IN
9.6-2 LIMITATIONS
REQUIRED PLACARDS
ECC
1. Located on the ECC oil and fuel reservoir access door:
2. Located on the ECC fuel filter access door:
FUEL FILTER
LOCATED INSIDE DOOR
DRAIN DAILY
100-910-0075
9.6 - 5
Section 9
100 SERIES
3. Located on the fuel sump drain control panel:

FUEL LINE DRAIN
AFT RIGHT
FUEL LINE DRAIN

AFT LEFT
VENT LINE DRAIN

LEFT
VENT LINE DRAIN

RIGHT
FUEL RESERVOIR
BLADDER DRAIN
PUSH TO DRAIN; PUSH AND TURN TO LOCK
FUEL LINE DRAIN

FORWARD PUMP BAY
100-910-0089
4. Located on the ECC fuel drain access door:
FUEL DRAIN ACCESS

DRAIN DAILY
100-910-0100
NO T E: Placard 100-910-0100 supersedes 100-910-0023 (Fuel Filter

Drain Daily) on ECC-equipped airplanes.
5. Located on each ECC door:
OPEN
100-910-0074
CLOSE
ECC
6. Located on the inside of the ECC Bay 1 door:
POD BAY 1
MAX WEIGHT 290 LB
MAX FLOOR LOADING
65 LB PER SQ FT
NO SHARP EDGES
100-910-0081
9.6 - 6
Section 9
100 SERIES
POD BAY 2
MAX WEIGHT 280 LB
MAX FLOOR LOADING
65 LB PER SQ FT
NO SHARP EDGES
100-910-0082
POD BAY 3
MAX WEIGHT 180 LB
MAX FLOOR LOADING
65 LB PER SQ FT
NO SHARP EDGES
100-910-0083
ECC
9. Located on the forward main landing gear frame on both sides of the
aircraft.
100-910-0114

No change.
9.6-3A Abnormal Procedures

No change.
9 . 6 -7
Section 9
100 SERIES

NORMAL PROCEDURES CHECKLIST
LEFT SIDE
1. Fuselage Floor Skin Drain Holes..................................................CHECK
(Check for any sign of leaks in the aircraft sidewall or sub-floor.)
2. Ensure cargo is secure and within the weight limits of each bay.
3. Ensure three ECC doors are closed and latched.
AFT SECTION
Ensure strakes and ventrals are secure and in good condition.
RIGHT SIDE
Open Fuel Drain Manifold Access Door and sump fuel out of flexible plastic
tube into a suitable container by pressing each of the fuel drain manifold
buttons.
RIGHT FRONT
1. Sump Firewall Mounted Fuel Filter by opening access door and pushing
up onto drain sleeve. Drain fuel into a suitable container.
2. Remove engine inlet bypass outlet plugs if installed.
LEFT FRONT
Sump EPA can drain located on bottom of pod fairing.
ECC
AMPLIFIED NORMAL PROCEDURES

The seventeen (17) fuselage floor skin drain holes should be checked for
any sign of blockage or leakage. Care should be taken to open the cargo
compartment doors and confirm all sidewall and sub-floor drain holes are
clean.
9.6 - 8
Section 9
100 SERIES
9.6-5 PERFORMANCE
MAXIMUM TAKEOFF WEIGHTS WITH ECC
(Refer to the table below)
Conditions:
Flaps 20
Altitude
Climb Speed Vy
(KIAS)
S.L.
2000
4000
6000
8000
10000
12000
87
87
86
85
83
82
81
NOTES:
Dashed entries correspond to outside air temperatures beyond the aircraft
operating limits.
takeoff weight.
takeoff weight limit is 7,255 lb.
OAT
(F)

5000 6000 7000
8000
9000 10000 11000
37
7255
7255
7255
7255
7255
7255
7255
41
7255
7255
7255
7255
7255
7255
7255
45
7255
7255
7255
7255
7255
7255
7255
9
11
48
52
7255
7255
7255
7255
7255
7255
7255
7255
7255
7255
7255
7255
7255
12000
7255
ECC
OAT
(C)
7205
7255
7099
7255
6990
7204
7235
6880
7255
7093
7119
6765
Table 9.6-1 Maximum Takeoff Weight with External Cargo Compartment
9.6 - 9
Section 9
OAT
(C)
OAT
(F)
13
15
17
19
21
23
25
100 SERIES

5000 6000 7000
8000
9000 10000 11000
55
7255
7255
7255
7255
7255
59
7255
7255
7255
7255
7255
63
66
70
73
77
7255
7255
7255
7255
7255
7255
7255
7255
7255
7255
7255
7255
7255
7255
7255
ECC
27
81
7255
7255
7255
29
84
7255
7255
7255
31
88
7255
7255
33
91
7255
7255
35
95
7255
37
99
7255
39
102
41
106
7255
7255
7255
7255
7212
6868
7228
6883
6528
7255
7092
6750
7103
6759
6404
7255
6972
6628
6977
6631
6276
7182
6848
6503
7182
6846
6501
6144
7255
7054
6720
6374
7044
6712
6365
6005
7251
6924
6588
6241
6572
6223
5861
6789
6453
6105
7100
6762
6427
6078
5714
7255
6975
6650
6313
6946
6613
6277
5927
7255
7150
6832
6506
7128
6786
6459
6122
7255
6996
6683
6959
6621
6301
6833
6450
7255
6985
6961
6601
7255
6648
7114
7158
6774
7255
6982
7003
6907
6783
7138
7255
7255
7255
7255
7255
7158
6948
7255
7140
7255
7255
7255
12000
Table 9.6-1 (continued) Maximum Takeoff Weight with External Cargo Compartment
9 . 6 -10
Section 9
100 SERIES
OBSTACLE TAKEOFF DISTANCE WITH ECC

NO T E S:
Obstacle takeoff technique utilized as outlined in Section 4.
Rotation initiated at stall speed.
Decrease distances 10% for each 12 knots headwind. For operation in
tailwinds up to 10 knots, increase distances by 10% for each 2 knots.
For operation on a hard dry grass runway, increase distances by 15%
of the ground roll calculation.
With takeoff power set below the torque limit, increase both ground
roll and total distances by 1%, for the inertial separator system in
bypass.
data for takeoff distances.
For operation in air warmer than this table provides, use extreme
caution.
operating limits.
For each 1% of upsloped runway (up to 3% grade), increase the table
distances by:


30% of the ground roll distance at 5,000 to 9,999 feet

43% of the ground roll distance at 10,000 feet or above
For each 1% of downsloped runway, decrease the table distances by:


10% of the ground roll distance at 5,000 feet to 9,999 feet

14 % of the ground roll distance at 10,000 feet or above
When Air Conditioning is ON, and takeoff power is set below the
torque limit, increase ground roll by 6.1% and total distance by 6.7%.
interpolating.
9 . 6 -11
ECC
Conditions:
Winds.....................................................................................................Zero
Runway...............................................................Paved, Level, Dry Runway
Flaps.........................................................................................................20
Power..............................................Maximum Torque (per POH Figure 5-2)
Propeller....................................................................................... 2200 RPM
Inertial Air Particle Separator.............................................................Normal
Example:
Results:
Rotation Speed.....................60 KIAS
Outside Air Temperature...............20C
50 Foot Obstacle Speed.......73 KIAS
Weight............................. 7255 pounds
Takeoff Ground Roll............. 1508 feet
Field Pressure Altitude................. 4000
Headwind Component............ 12 knots
Total Distance Over
50 Foot Obstacle................. 2245 feet
Runway..................... Level, Dry Grass
9 . 6 -12
6000
7255
0C
10C
20C
30C
40C
50C
1502
938
2157
2377
11000
12000
1192
1663
1809
1972
1089
1196
1316
1451
9000
10000
11000
12000
972
1654
1500
1357
1235
1122
1021
932
851
777
710
661
626
593
2711
2457
2223
2023
1838
1673
1527
1395
1274
1164
1083
1026
1586
1894
1715
1555
1413
1283
1166
1064
972
889
813
743
681
629
3104
2810
2548
2315
2103
1911
1743
1593
1457
1332
1218
1116
1031
1671
2809
2567
2349
2155
1975
1812
1668
1538
1420
1310
1209
1118
1043
4504
4115
3767
3454
3167
2904
2673
2466
2276
2099
1938
1792
1177
2211
2001
1805
1637
1488
1352
1230
1122
1027
938
857
784
718
3623
3278
2958
2682
2438
2216
2016
1839
1682
1537
1404
1284
1908
3285
3000
2731
2500
2293
2103
1931
1778
1641
1513
1395
1287
1191
5266
4809
4379
4007
3677
3371
3095
2850
2631
2426
2235
2063
Table 9.6-2 Obstacle Takeoff Distance with ECC
2454
2245
2050
1883
1727
1586
1462
1348
1242
1145
1077
1032
990
3934
3599
3287
3019
2768
2542
2343
2160
1991
1835
1726
1654
1368
1927
1757
1598
1447
1314
1200
1095
999
914
835
3158
2880
2618
2372
2153
1967
1795
1637
1497
2951
2717
2493
2278
2087
1924
1772
1630
1504
1386
4731
4356
3997
3652
3345
3083
2839
2613
2411
2222
1618
1427
1299
1185
1084
987
2338
2129
1941
1777
2637
2297
2110
1941
1793
1646
3681
3382
3110
2872
2153
1406
1527
903
991
7000
1296
8000
752
5000
1112
825
694
4000
1065
1021
978
2666
2449
2253
2077
6000
622
657
2000
3000
558
1784
1959
9000
10000
589
1623
8000
S.L.
3162
3452
1480
7000
1000
2900
1351
6000
1783
1910
1138
1232
4000
1707
1635
1567
5000
1019
1077
2000
3000
914
965
S.L.
Ground
Total Feet to
Ground
Total Feet to
Ground
Total Feet to
Ground
Total Feet to
Ground
Total Feet to
Ground
Total Feet to
1000
Press
Alt
(FT)
ECC
WT
(LB)
Section 9
100 SERIES
0C
10C
20C
30C
40C
50C
597
344
459
505
11000
12000
609
379
417
9000
10000
788
722
662
515
559
315
345
7000
474
436
407
8000
262
5000
287
242
4000
390
374
359
894
6000
217
229
2000
3000
194
1255
1369
819
903
11000
12000
205
1151
678
744
9000
10000
S.L.
1058
617
8000
1000
972
562
7000
758
824
468
513
5000
708
678
650
623
6000
409
432
3000
387
2000
4000
347
367
S.L.
630
898
822
750
689
632
581
535
493
455
419
395
378
363
1561
1428
1304
1198
1098
1009
930
857
790
729
685
657
392
660
598
542
492
447
406
371
339
310
283
259
237
219
1179
1068
968
880
799
726
662
605
554
506
463
424
1028
939
860
789
723
663
611
563
520
480
443
409
382
1787
1633
1494
1371
1256
1153
1061
979
904
833
769
711
663
447
771
697
629
570
519
471
429
391
358
327
299
273
250
1376
1245
1124
1019
926
842
766
699
639
584
533
488
758
1202
1098
1000
915
840
770
707
651
601
554
511
472
436
2089
1908
1737
1590
1459
1338
1228
1131
1044
963
887
819
520
672
612
557
504
458
418
382
348
318
291
1200
1094
995
901
818
747
682
622
569
9 . 6 -13
ECC
Table 9.6-3 (continued) Obstacle Takeoff Distance with ECC
577
523
473
430
391
356
325
297
271
248
230
218
207
1030
933
845
769
698
635
580
530
484
442
412
390
369
1081
995
913
834
764
705
649
597
551
508
2274
1729
1586
1450
1328
1224
1127
1038
957
882
497
453
413
378
344
888
809
737
675
615
842
773
711
657
603
1462
1343
1235
1141
1048
Ground
Total Feet to
Ground
Total Feet to
Ground
Total Feet to
Ground
Total Feet to
Ground
Total Feet to
Ground
Total Feet to
1000
Press
Alt
(FT)
100 SERIES
4000
5000
WT
(LB)
Section 9
Section 9
100 SERIES
TAKEOFF RATE OF CLIMB WITH ECC

Conditions:
Flaps.........................................................................................................20
Airspeed.................................................................................................... Vy
Example:
Weight...................................................................................... 6000 pounds
Pressure Altitude......................................................................4000 FT MSL
NO T E S :
Do not exceed the placarded maximum takeoff torque, ITT (790C)
and Ng (101.6%) limits, or the charted max takeoff torque.
This power setting is time limited to 5 minutes.


interpolating.
ECC
9 . 6 -14
Section 9
7255 POUNDS WEIGHT
6000 POUNDS WEIGHT
PRESS CLIMB
RATE OF CLIMB - FPM
ALT SPEED
-20C
0C 20C 40C 50C
FT
KIAS
PRESS CLIMB
RATE OF CLIMB - FPM
ALT SPEED
-20C
0C 20C 40C 50C
FT
KIAS
S.L.
87
1313 1288 1258
2000
87
1288 1261
4000
86
1263 1221
6000
85
1220
8000
83
10000
82
12000
81
1100
1031
917
846
741
668
1053
968
871
792
694
602
516
430
1094
1005
915
832
748
651
573
487
403
302
232
142
859
773
688
584
518
427
356
247
196
97
42
- 73
-117
-221
619
527
453
331
292
193
S.L.
87
1802 1780 1751
2000
87
1780 1756
4000
86
1760 1719
6000
85
1721
8000
83
10000
82
12000
81
1589
1506
1384
1297
1185
1097
1528
1425
1323
1227
1124
1013
924
820
1562
1454
1357
1256
1168
1051
973
868
783
661
591
482
1276
1173
1079
954
886
776
703
571
526
406
356
217
179
54
991
879
800
652
617
497
5000 POUNDS WEIGHT
4000 POUNDS WEIGHT
PRESS CLIMB
RATE OF CLIMB - FPM
ALT SPEED
-20C
0C 20C 40C 50C
FT
KIAS
PRESS CLIMB
RATE OF CLIMB - FPM
ALT SPEED
-20C
0C 20C 40C 50C
FT
KIAS
S.L.
87
2333 2313 2284
2000
87
2312 2291
4000
86
2297 2255
6000
85
2260
8000
83
10000
82
12000
81
2113
2014
1878
1775
1651
1545
2035
1912
1802
1687
1575
1442
1346
1222
2065
1935
1827
1707
1611
1471
1389
1264
1174
1028
956
825
1721
1596
1492
1342
1269
1137
1061
902
860
717
670
503
470
320
1381
1247
1160
982
949
806
S.L.
87
3090 3072 3043
2000
87
3071 3052
4000
86
3060 3015
6000
85
3024
8000
83
10000
82
12000
81
2852
2728
2571
2441
2299
2166
2751
2596
2472
2327
2201
2034
1926
1771
2775
2614
2488
2337
2228
2053
1963
1806
1707
1525
1447
1284
2344
2188
2066
1878
1797
1631
1547
1349
1309
1130
1085
876
848
661
1922
1755
1654
1431
1400
1221
Table 9.6-3 Takeoff Rate of Climb with ECC
9 . 6 -15
ECC
100 SERIES
Section 9
100 SERIES
TAKEOFF CLIMB GRADIENT WITH ECC

Conditions:
Flaps.........................................................................................................20
Airspeed.................................................................................................... Vy
Winds.....................................................................................................Zero
Example:
Weight...................................................................................... 6000 pounds
Pressure Altitude..............................................................................2000 FT
NO T E S :
Do not exceed the maximum climb power torque, ITT and Ng limits.
This table represents the gain in altitude for the horizontal distance
traveled and is expressed as feet per nautical mile.
interpolating.
ECC
9 . 6 -16
Section 9
7255 POUNDS WEIGHT
6000 POUNDS WEIGHT
PRESS CLIMB
ALT SPEED
-20C
0C 20C 40C 50C
FT
KIAS
PRESS CLIMB
ALT SPEED
-20C
0C 20C 40C 50C
FT
KIAS
S.L.
87
970
915
2000
87
919
865
4000
86
876
814
6000
85
826
8000
83
10000
82
12000
81
729
683
594
548
467
420
683
628
554
504
432
374
312
260
861
722
663
586
532
467
407
351
298
242
181
135
83
565
508
437
371
320
264
215
149
116
58
24
- 42
- 66
-125
401
341
284
207
178
118
S.L.
87
2000
87
4000
86
6000
85
8000
83
10000
82
12000
81
845
775
1039 689
1284 1217
966 608
874 549
1232 1156
808 480
999 733 425
1175
930 659 345
1062 847 598 311
1005 784 533 241
902 702 471 207
845 632 397 126
749 560 345 101
693 497 281 31
1346 1277 1210
643
570
501
408
375
302
5000 POUNDS WEIGHT
4000 POUNDS WEIGHT
PRESS CLIMB
ALT SPEED
-20C
0C 20C 40C 50C
FT
KIAS
PRESS CLIMB
ALT SPEED
-20C
0C 20C 40C 50C
FT
KIAS
S.L.
87
1772 1685 1601
2000
87
1694 1610
4000
86
1632 1537
6000
85
1564
8000
83
10000
82
12000
81
1429
1358
1236
1165
1052
982
1345
1260
1163
1086
991
905
821
744
1389
1298
1188
1106
1018
927
858
779
708
619
560
483
1148
1063
958
860
790
706
643
546
511
425
389
292
265
181
901
812
730
616
579
491
S.L.
87
2426 2307 2192
2000
87
2320 2205
4000
86
2238 2109
6000
85
2149
8000
83
10000
82
12000
81
1974
1879
1723
1630
1485
1394
1856
1743
1621
1520
1402
1291
1186
1087
1908
1787
1644
1537
1426
1308
1225
1124
1038
924
852
754
1589
1477
1342
1215
1127
1021
943
820
781
673
632
510
480
373
1268
1153
1048
904
859
747
Table 9.6-4 Takeoff Climb Gradient with ECC
9 . 6 -17
ECC
100 SERIES
Section 9
100 SERIES
ENROUTE RATE OF CLIMB WITH ECC

Conditions:
Flaps...........................................................................................................0
Airspeed.............................................................................................. Vclimb
Example:
Weight...................................................................................... 6000 pounds
NO T E S :
Do not exceed the placarded maximum climb torque, ITT (765C) and
Ng (101.6%) limits, or the charted max climb torque from Figure 5-3 of
the main POH.
For operation in temperatures colder than provided in this table, use
the coldest data shown.
For operation in temperatures warmer than provided in this table, use
extreme caution.
aircraft operating limits, or appreciable rate of climb for the weight
shown cannot be expected.
ECC

9 . 6 -18
101
101
CLIMB
SPEED
KIAS
101
101
101
101
101
101
25000
PRESS
ALT FT
S.L.
5000
10000
15000
20000
25000
101
10000
20000
101
5000
101
101
S.L.
15000
CLIMB
SPEED
KIAS
PRESS
ALT FT
938
574
425
104
1177
812
680
344
228
99
258
614
729
1039
1189
1416
0C
Table 9.6-5 Enroute Rate of Climb with ECC
9 . 6 -19
490
56
359
162
ECC
670
998
830
1789
2119
1304
1948
2266
1088
2340
2344
1631
2399
2399
1438
2439
-20C
2439
-40C
49
247
632
864
1336
1504
1914
2131
2425
0C
1191
1956
24
308
752
939
1275
529
826
1376
2118
1523
40C
65
20C
RATE OF CLIMB - FPM
201
330
589
270
674
547
1195
1083
759
40C
20C
788
985
50C
265
401
50C
25000
20000
15000
10000
5000
S.L.
PRESS
ALT FT
25000
20000
15000
10000
5000
S.L.
PRESS
ALT FT
101
101
101
101
101
101
CLIMB
SPEED
KIAS
101
101
101
101
101
101
CLIMB
SPEED
KIAS
236
386
751
931
1349
1481
1820
1869
1914
27
365
558
966
1105
1460
1641
1898
0C
427
673
1240
1450
1982
2222
2816
3000
3083
3151
3188
-40C
304
824
1050
1552
1822
2411
2609
3084
3157
3194
-20C
280
529
990
1279
1852
2061
2557
2829
3183
0C
237
591
1128
1362
1765
2074
2602
2804
20C
838
1210
1650
1881
40C
296
544
861
1014
40C
RATE OF CLIMB - FPM
88
474
630
923
1129
1502
1637
20C
RATE OF CLIMB - FPM

-20C
4000 POUNDS WEIGHT
116
526
666
1048
1209
1630
1752
1829
1875
1919
-40C
6000 POUNDS WEIGHT
1150
1396
50C
523
687
50C
100 SERIES
5000 POUNDS WEIGHT
1047
1278
1384
1343
1395
1357
1434
-20C
1445
-40C
RATE OF CLIMB - FPM
7255 POUNDS WEIGHT
Section 9
Section 9
100 SERIES
ENROUTE CLIMB GRADIENT WITH ECC

Conditions:
Flaps...........................................................................................................0
Airspeed.............................................................................................. Vclimb
Example:
Weight...................................................................................... 7255 pounds
NO T E : Dashed entries correspond to the outside air temperatures beyond
aircraft limits, or an appreciable climb gradient for the weight shown cannot
be expected.

ECC
9.6 -20
101
101
101
CLIMB
SPEED
KIAS
101
101
101
101
101
101
15000
20000
25000
PRESS
ALT FT
S.L.
5000
10000
15000
20000
25000
101
5000
101
101
S.L.
10000
CLIMB
SPEED
KIAS
PRESS
ALT FT
45
118
310
369
579
664
870
0C
311
Table 9.6-6 Enroute Climb Gradient with ECC
9 . 6 - 21
ECC
288
447
22
518
716
65
622
814
144
949
1179
210
1035
1264
371
1420
1383
1483
1447
1593
-20C
1665
-40C
34
20
102
289
396
678
765
1079
1206
1521
0C
681
1170
11
136
367
459
687
274
429
788
1271
823
40C
20C
98
161
316
140
384
706
640
408
40C
20C
442
553
50C
148
224
50C
25000
20000
15000
10000
5000
S.L.
PRESS
ALT FT
25000
20000
15000
10000
5000
S.L.
PRESS
ALT FT
101
101
101
101
101
101
CLIMB
SPEED
KIAS
101
101
101
101
101
101
CLIMB
SPEED
KIAS
101
166
357
443
712
783
1065
1095
1234
11
167
255
489
560
818
921
1176
0C
171
270
556
651
993
1118
1590
1701
1944
1992
2237
-40C
154
282
491
579
40C
117
354
451
742
874
1292
1403
1859
1908
2140
-20C
116
218
454
587
945
1055
1460
1625
2043
0C
104
261
552
667
957
1130
1579
1711
20C
435
630
949
1086
40C
39
231
307
496
608
892
974
20C

-20C
4000 POUNDS WEIGHT
47
235
298
521
601
900
969
1117
1146
1292
-40C
6000 POUNDS WEIGHT
647
787
50C
293
385
50C
100 SERIES
5000 POUNDS WEIGHT
45
154
102
493
646
273
551
703
202
781
823
403
805
846
337
917
-20C
963
-40C
7255 POUNDS WEIGHT
Section 9
Section 9
100 SERIES
CRUISE PERFORMANCE WITH ECC

The following information is applicable to all External Cargo Compartment
(ECC) Cruise Performance Charts contained in this section, if your airplane
is equipped with an ECC.
CAUT I O N: With the inertial air particle separator placed in BYPASS,
maximum cruise speed is reduced by up to 10 knots.
NO T E S :
The highest torque value for each temperature and RPM value
represents the maximum allowable cruise power. Do not exceed this
torque value: 740C ITT, or 101.6% Ng, whichever occurs first.
With the inertial air particle separator placed in BYPASS and the
power set below the cruise torque limit of 1840 foot-pounds, decrease
the maximum cruise torque by 55 foot-pounds. Do not exceed 740C
ITT or 101.6% Ng.
When the Air Conditioning is ON, and power is set below the cruise
torque limit of 1840 foot-pounds, decrease the maximum cruise torque
by 80 foot-pounds. Do not exceed 740C ITT or 101.6% Ng.
Propeller RPM (Np) may be set as low as 1900 RPM to reduce cabin
noise. Do not exceed 1840 foot-pounds of torque, 740 degrees C ITT,
or 101.6% NG. To achieve optimum cruise performance, set Np at or
above 2000 RPM.
NO T E : Green numbers indicate performance numbers for standard
temperatures at that altitude.
ECC
9.6 -22
100%
Rng
75%
65%
End
100%
Rng
75%
65%
End
100%
75%
Rng
65%
End
100%
75%
Rng
65%
End
100%
75%
Rng
65%
End
100%
75%
Rng
65%
End
50
40
30
20
15
10
TEMP
C
PWR
1670
1250
1140
1090
660
1670
1250
1130
1090
660
418
343
324
315
243
419
345
323
316
244
416
343
320
315
245
384
322
316
297
247
354
315
300
278
249
166
146
139
135
69
167
147
139
136
70
167
147
138
136
72
160
140
137
127
73
152
138
129
116
75
145
139
121
105
76
TAS
KTS
Table 9.6-7 Cruise Performance with External Cargo Compartment
9.6 -23
ECC
100%
75%
65%
Rng
End
100%
75%
65%
Rng
End
100%
75%
65%
Rng
End
100%
75%
65%
Rng
End
100%
Rng
75%
65%
End
100%
Rng
75%
65%
End
PWR
1840
1380
1190
1070
660
1840
1380
1190
1060
660
1810
1360
1180
1050
660
1610
1210
1050
1020
670
1400
1060
1050
910
680
1240
1070
930
810
680
TRQ
LBFT
424
345
316
296
232
425
346
317
296
233
421
344
315
295
235
387
322
297
292
238
355
301
300
278
241
FUEL
FLOW
PPH
332
305
283
264
243
2000 RPM
167
148
138
131
72
168
149
139
131
73
168
149
139
131
74
162
142
132
130
76
154
134
134
123
82
147
137
126
114
86
TAS
KTS
-50
-40
-30
-20
-10
100%
75%
Rng
65%
End
100%
75%
Rng
65%
End
100%
75%
Rng
65%
End
100%
75%
Rng
65%
End
100%
75%
65%
Rng
End
100%
75%
Rng
65%
End
TEMP
C
PWR
1670
1250
1230
1090
690
1670
1250
1180
1090
690
1670
1250
1130
1090
680
1670
1250
1090
1090
680
1670
1250
1090
1050
670
1670
1250
1170
1090
660
TRQ
LBFT
407
329
326
300
234
409
332
319
303
236
410
334
313
305
237
412
337
308
308
238
414
339
310
305
239
FUEL
FLOW
PPH
416
341
328
313
241
2200 RPM
152
132
131
120
65
155
135
130
123
65
157
137
130
126
66
159
140
128
128
68
162
142
130
128
70
164
144
139
132
70
TAS
KTS
100%
75%
65%
Rng
End
100%
75%
65%
Rng
End
100%
75%
65%
Rng
End
100%
75%
65%
Rng
End
100%
75%
65%
Rng
End
100%
75%
65%
Rng
End
PWR
1840
1380
1190
1030
660
1840
1380
1190
1140
660
1840
1380
1190
1100
660
1840
1380
1190
1050
660
1840
1380
1190
1020
660
1840
1380
1190
1030
660
TRQ
LBFT
416
332
301
275
218
417
334
304
295
220
418
336
306
291
223
420
338
309
286
225
421
341
311
283
227
FUEL
FLOW
PPH
422
343
313
287
230
2000 RPM
154
136
127
116
63
157
138
129
126
64
159
141
131
126
65
161
143
133
125
67
163
144
135
124
69
165
146
137
127
71
TAS
KTS
100 SERIES
1650
1240
1100
1070
660
1460
1100
1060
950
660
1270
1040
960
830
660
1130
1040
850
730
660
TRQ
LBFT
FUEL
FLOW
PPH
332
316
284
264
252
2200 RPM
Section 9
CRUISE PERFORMANCE W/ECC (Press. Alt. SEA LEVEL)
Conditions:
Weight...................................................................................... 7255 pounds
9.6 -24
100%
Rng
75%
65%
End
100%
75%
Rng
65%
End
100%
75%
Rng
65%
End
100%
75%
Rng
65%
End
100%
75%
Rng
65%
End
100%
75%
Rng
65%
End
40
30
20
13
10
412
337
317
308
236
414
339
313
310
238
415
340
311
311
239
402
331
309
304
240
371
311
305
287
242
166
146
139
135
70
168
148
138
137
72
169
148
138
138
72
167
146
138
135
73
160
139
137
127
75
152
138
129
115
77
TAS
KTS
100%
75%
65%
Rng
End
100%
75%
65%
Rng
End
100%
75%
65%
Rng
End
100%
75%
65%
Rng
End
100%
75%
Rng
65%
End
100%
Rng
75%
65%
End
PWR
1840
1380
1190
1010
660
1840
1380
1190
1030
660
1840
1380
1190
1020
660
1750
1320
1140
1000
670
1560
1170
1010
1010
680
1360
1060
1020
880
680
TRQ
LBFT
420
339
309
280
225
421
341
311
286
227
421
341
312
285
229
407
333
305
283
231
374
311
287
287
234
FUEL
FLOW
PPH
344
296
290
269
236
2000 RPM
167
148
139
127
73
169
150
140
130
75
170
150
141
130
75
168
148
139
129
76
162
142
132
131
83
154
136
133
122
86
TAS
KTS
100%
75%
Rng
65%
End
100%
75%
65%
Rng
End
100%
75%
Rng
65%
End
100%
75%
Rng
65%
End
100%
75%
Rng
65%
End
-10
-20
-30
-40
-50
TEMP
C
PWR
1670
1250
1180
1090
690
1670
1250
1140
1090
680
1670
1250
1090
1090
680
1670
1250
1090
1050
670
1670
1250
1170
1090
660
TRQ
LBFT
405
325
312
296
229
406
328
308
299
230
408
330
303
301
232
409
332
304
297
233
FUEL
FLOW
PPH
411
335
321
306
234
2200 RPM
154
134
130
123
67
157
137
130
126
68
159
139
129
128
69
162
142
130
128
70
164
144
139
132
70
TAS
KTS
100%
75%
65%
Rng
End
100%
75%
65%
Rng
End
100%
75%
65%
Rng
End
100%
75%
65%
Rng
End
100%
75%
65%
Rng
End
PWR
1840
1380
1190
1150
660
1840
1380
1190
1100
660
1840
1380
1190
1060
660
1840
1380
1190
1020
660
1840
1380
1190
1010
660
TRQ
LBFT
415
328
298
290
213
416
330
300
284
216
417
332
302
281
218
418
334
304
276
220
FUEL
FLOW
PPH
419
337
307
278
223
2000 RPM
156
138
129
126
64
159
140
131
125
65
161
142
133
125
67
163
144
135
124
69
165
146
137
126
71
TAS
KTS
1670
1250
1130
1090
660
1670
1250
1100
1090
660
1670
1250
1090
1090
660
1590
1200
1060
1040
660
1410
1060
1030
920
660
1240
1030
930
800
660
TRQ
LBFT
FUEL
FLOW
PPH
343
307
290
269
244
2200 RPM
ECC
TEMP
C
PWR
Section 9
100 SERIES
CRUISE PERFORMANCE W/ ECC (Press. Alt. 1000 FT)
Conditions:
Weight...................................................................................... 7255 pounds
Table 9.6-8 (continued) Cruise Performance with ECC
100%
Rng
75%
65%
End
100%
75%
Rng
65%
End
100%
75%
Rng
65%
End
100%
75%
65%
Rng
End
100%
75%
65%
Rng
End
100%
75%
Rng
65%
End
40
30
20
11
10
TEMP
C
PWR
1670
1250
1100
1090
660
1670
1250
1090
1060
660
409
332
306
304
232
411
335
306
302
234
411
335
306
302
234
388
320
299
294
236
358
300
295
277
237
168
148
138
137
72
170
150
139
138
74
171
150
139
138
74
167
146
137
134
75
160
138
136
126
78
9.6 -25
ECC
100%
75%
65%
Rng
End
100%
75%
65%
Rng
End
100%
75%
65%
Rng
End
100%
75%
65%
Rng
End
100%
75%
Rng
65%
End
1840
1380
1190
1030
660
1840
1380
1190
1000
670
1840
1380
1190
1000
670
1700
1270
1100
970
670
1500
1130
1040
980
670
418
335
305
279
220
419
337
307
276
224
419
337
307
277
224
393
321
294
274
227
361
300
287
277
229
FUEL
TAS
TRQ
PWR
FLOW
LBFT
KTS
PPH
152 100% 1320
333
138 Rng 1020
286
128 75%
990
281
114 65%
860
260
79
End
670
231
2000 RPM
169
150
140
130
75
171
152
142
129
76
171
152
142
130
76
168
148
138
129
83
161
141
135
130
86
154
135
133
121
89
TAS
KTS
100%
75%
Rng
65%
End
100%
75%
65%
Rng
End
100%
75%
65%
Rng
End
100%
75%
Rng
65%
End
100%
75%
Rng
65%
End
-20
-30
-40
-50
PWR
-10
TEMP
C
1670
1250
1140
1090
680
1670
1250
1090
1090
680
1670
1250
1090
1060
670
1670
1250
1090
1010
660
1670
1250
1130
1090
660
TRQ
LBFT
403
322
301
292
223
404
324
295
295
225
405
326
297
292
226
406
328
299
287
227
FUEL
FLOW
PPH
408
330
310
302
229
2200 RPM
156
136
130
125
69
159
139
129
128
69
161
141
130
129
70
164
144
132
127
70
100%
75%
65%
Rng
End
100%
75%
65%
Rng
End
100%
75%
65%
Rng
End
100%
75%
65%
Rng
End
1840
1380
1190
1110
660
1840
1380
1190
1060
660
1840
1380
1190
1020
660
1840
1380
1190
980
660
414
325
294
280
210
414
327
296
275
212
415
329
298
270
214
416
331
300
267
216
FUEL
TAS
TRQ
PWR
FLOW
KTS
LBFT
PPH
166 100% 1840
417
146 75% 1380
333
139 65% 1190
303
135 Rng
990
271
70
End
650
218
2000 RPM
158
140
131
126
65
161
142
133
125
67
163
144
135
124
70
165
146
137
123
71
167
148
139
126
73
TAS
KTS
100 SERIES
1670
1250
1090
1060
660
1540
1160
1030
1000
660
1370
1020
1000
890
660
1200
1010
900
780
660
TRQ
LBFT
FUEL
FLOW
PPH
332
299
281
260
239
2200 RPM
Section 9
Conditions:
Weight...................................................................................... 7255 pounds
9.6 -26
100%
Rng
75%
65%
End
100%
Rng
75%
65%
End
100%
75%
Rng
65%
End
100%
75%
65%
Rng
End
100%
75%
65%
Rng
End
100%
75%
65%
Rng
End
40
30
20
10
406
328
299
295
227
404
327
299
292
229
401
326
298
292
229
374
309
288
283
231
346
292
289
267
233
170
150
139
138
74
171
151
140
137
76
171
150
140
137
76
166
145
136
133
78
159
139
137
124
80
151
139
127
113
81
TAS
KTS
100%
75%
65%
Rng
End
100%
75%
65%
Rng
End
100%
75%
65%
Rng
End
100%
75%
65%
Rng
End
100%
75%
Rng
65%
End
100%
Rng
75%
65%
End
PWR
1840
1380
1190
1000
660
1810
1360
1180
970
670
1800
1350
1170
970
670
1640
1230
1060
980
670
1450
1090
1010
940
670
1280
990
960
830
680
TRQ
LBFT
416
331
301
270
217
412
330
300
267
220
410
328
299
267
220
380
310
284
271
223
348
290
277
267
225
FUEL
FLOW
PPH
322
276
271
251
227
2000 RPM
171
152
142
130
77
172
153
143
129
83
172
152
142
129
83
167
147
137
131
85
160
140
134
129
89
153
134
132
119
90
TAS
KTS
100%
75%
Rng
65%
End
100%
75%
65%
Rng
End
100%
75%
65%
Rng
End
100%
75%
65%
Rng
End
100%
75%
Rng
65%
End
-10
-20
-30
-40
-50
TEMP
C
PWR
1670
1250
1100
1090
670
1670
1250
1090
1050
670
1670
1250
1090
1010
660
1670
1250
1090
980
660
1670
1250
1100
1090
660
TRQ
LBFT
401
318
291
289
218
402
320
291
285
220
403
322
293
280
221
404
324
295
277
223
FUEL
FLOW
PPH
405
326
299
297
225
2200 RPM
159
139
129
128
69
161
141
130
128
69
163
143
132
127
70
166
146
135
127
70
168
148
138
137
72
TAS
KTS
100%
75%
65%
Rng
End
100%
75%
65%
Rng
End
100%
75%
65%
Rng
End
100%
75%
65%
Rng
End
100%
75%
65%
Rng
End
PWR
1840
1380
1190
1070
660
1840
1380
1190
1030
660
1840
1380
1190
980
660
1840
1380
1190
980
650
1840
1380
1190
980
650
TRQ
LBFT
414
322
290
270
206
414
324
293
265
208
414
326
295
261
210
415
327
297
262
211
FUEL
FLOW
PPH
415
329
299
264
214
2000 RPM
160
142
132
125
67
163
144
135
124
69
165
146
137
123
72
167
148
139
125
73
169
150
140
126
75
TAS
KTS
1670
1250
1090
1060
660
1650
1240
1070
1030
660
1640
1230
1060
1030
660
1490
1120
1000
970
660
1320
1010
990
860
660
1160
990
870
760
650
TRQ
LBFT
FUEL
FLOW
PPH
321
291
271
252
234
2200 RPM
ECC
TEMP
C
PWR
Section 9
100 SERIES
Conditions:
Weight...................................................................................... 7255 pounds
100%
Rng
75%
65%
End
100%
Rng
75%
65%
End
100%
75%
Rng
65%
End
100%
75%
65%
Rng
End
100%
75%
65%
Rng
End
100%
75%
65%
Rng
End
40
30
20
10
TEMP
C
PWR
1670
1250
1090
1010
660
1620
1220
1050
990
660
404
324
295
283
223
395
319
291
281
224
387
315
287
280
224
361
298
279
273
226
333
284
279
257
228
173
152
141
136
76
172
151
140
136
79
171
150
139
135
79
166
144
136
132
80
158
139
136
123
83
151
139
126
110
84
TAS
KTS
9.6 -27
ECC
100%
75%
65%
Rng
End
100%
75%
65%
Rng
End
100%
75%
65%
Rng
End
100%
75%
65%
Rng
End
100%
75%
Rng
65%
End
100%
Rng
75%
65%
End
PWR
1840
1380
1190
970
670
1780
1340
1160
950
670
1740
1300
1130
950
670
1580
1180
1030
1010
670
1400
1050
980
910
680
1240
1020
930
800
680
TRQ
LBFT
415
327
297
261
214
404
322
292
259
216
395
317
288
260
216
366
299
274
271
218
336
279
268
257
221
FUEL
FLOW
PPH
311
276
262
243
223
2000 RPM
173
154
144
129
83
173
153
143
128
85
172
152
142
129
85
167
146
136
134
89
160
139
133
128
90
152
138
131
117
91
TAS
KTS
100%
75%
65%
Rng
End
100%
75%
65%
Rng
End
100%
75%
65%
Rng
End
100%
75%
65%
Rng
End
100%
75%
65%
Rng
End
-10
-20
-30
-40
-50
TEMP
C
PWR
1670
1250
1090
1060
670
1670
1250
1090
1020
660
1670
1250
1090
970
660
1670
1250
1090
940
660
1670
1250
1090
1060
660
TRQ
LBFT
400
315
285
281
214
400
317
287
275
215
401
319
289
270
217
402
321
291
267
219
FUEL
FLOW
PPH
403
323
293
289
221
2200 RPM
161
141
130
129
69
163
143
132
128
70
166
145
135
126
70
168
148
137
126
72
170
150
139
138
74
TAS
KTS
100%
75%
65%
Rng
End
100%
75%
65%
Rng
End
100%
75%
65%
Rng
End
100%
75%
65%
Rng
End
100%
75%
65%
Rng
End
PWR
1840
1380
1190
1020
660
1840
1380
1190
990
650
1840
1380
1190
950
650
1840
1380
1190
970
650
1840
1380
1190
960
660
TRQ
LBFT
414
319
287
259
202
414
321
289
256
203
414
323
291
252
205
414
324
293
258
207
FUEL
FLOW
PPH
414
326
295
257
211
2000 RPM
162
144
134
124
69
165
146
136
124
72
167
148
138
122
73
169
150
140
126
76
171
152
142
126
77
TAS
KTS
100 SERIES
1580
1190
1030
980
660
1430
1080
970
930
660
1270
990
950
830
650
1130
970
840
730
660
TRQ
LBFT
FUEL
FLOW
PPH
310
283
262
243
231
2200 RPM
Section 9
Conditions:
Weight...................................................................................... 7255 pounds
9.6 -28
100%
Rng
75%
65%
End
100%
Rng
75%
65%
End
100%
75%
Rng
65%
End
100%
75%
65%
Rng
End
100%
75%
65%
Rng
End
100%
75%
65%
Rng
End
40
30
20
10
400
320
290
273
218
386
311
284
273
219
374
303
277
270
220
348
287
276
263
221
321
277
268
248
224
174
154
143
135
79
172
151
140
136
80
170
149
138
135
81
165
143
138
131
83
157
139
134
121
84
150
142
125
108
88
TAS
KTS
100%
75%
65%
Rng
End
100%
75%
65%
Rng
End
100%
75%
65%
Rng
End
100%
75%
65%
Rng
End
100%
75%
Rng
65%
End
100%
Rng
75%
65%
End
PWR
1830
1370
1190
940
670
1750
1310
1140
930
670
1680
1260
1090
970
670
1520
1140
990
980
670
1340
1010
990
870
680
1200
1020
900
780
680
TRQ
LBFT
412
323
292
252
210
396
314
285
252
211
381
305
278
258
212
352
288
263
262
215
323
269
266
248
217
FUEL
FLOW
PPH
300
272
253
234
220
2000 RPM
175
155
145
128
85
173
153
143
128
87
171
151
141
131
89
166
145
134
134
91
159
137
136
126
91
152
139
129
115
91
TAS
KTS
100%
75%
65%
Rng
End
100%
75%
65%
Rng
End
100%
75%
65%
Rng
End
100%
75%
65%
Rng
End
100%
75%
65%
Rng
End
-10
-20
-30
-40
-50
TEMP
C
PWR
1670
1250
1090
1030
660
1670
1250
1090
980
660
1670
1250
1090
940
660
1670
1250
1090
1060
660
1670
1250
1090
1010
660
TRQ
LBFT
399
312
282
271
209
399
314
284
266
210
400
316
286
261
213
401
317
288
283
215
FUEL
FLOW
PPH
401
319
289
277
217
2200 RPM
163
143
132
128
69
165
145
135
127
70
168
148
137
126
72
170
150
139
138
75
173
152
141
136
76
TAS
KTS
100%
75%
65%
Rng
End
100%
75%
65%
Rng
End
100%
75%
65%
Rng
End
100%
75%
65%
Rng
End
100%
75%
65%
Rng
End
PWR
1840
1380
1190
990
650
1840
1380
1190
950
650
1840
1380
1190
950
650
1840
1380
1190
960
660
1840
1380
1190
950
670
TRQ
LBFT
415
317
284
250
198
414
318
286
246
199
414
320
288
247
201
414
321
289
251
204
FUEL
FLOW
PPH
414
323
291
252
208
2000 RPM
164
146
136
123
71
167
148
138
122
74
169
150
140
124
76
171
152
142
126
77
173
154
144
128
82
TAS
KTS
1660
1250
1080
980
660
1590
1190
1030
970
650
1520
1140
990
950
650
1380
1040
970
900
650
1220
970
920
790
660
1090
980
820
710
670
TRQ
LBFT
FUEL
FLOW
PPH
299
281
253
235
228
2200 RPM
ECC
TEMP
C
PWR
Section 9
100 SERIES
Conditions:
Weight...................................................................................... 7255 pounds
100%
Rng
75%
65%
End
100%
75%
Rng
65%
End
100%
75%
65%
Rng
End
100%
75%
65%
Rng
End
100%
75%
65%
Rng
End
30
20
10
TEMP
C
PWR
1600
1200
1040
950
650
1560
1170
1010
940
650
386
308
280
264
214
377
303
276
263
214
360
292
267
266
215
334
276
269
253
218
174
153
142
135
82
173
151
140
134
82
170
148
137
136
83
164
142
138
129
86
156
141
133
118
88
TAS
KTS
ECC
100%
75%
65%
Rng
End
100%
75%
65%
Rng
End
100%
75%
65%
Rng
End
100%
75%
65%
Rng
End
100%
Rng
75%
65%
End
PWR
1760
1320
1140
920
670
1720
1290
1120
940
670
1620
1210
1050
960
670
1460
1090
950
950
680
1290
1000
970
840
680
TRQ
LBFT
397
311
281
246
206
387
306
277
249
207
367
294
268
254
209
339
277
253
253
211
FUEL
FLOW
PPH
311
264
258
238
214
2000 RPM
175
154
144
128
89
173
153
143
130
90
170
150
139
133
91
165
144
133
133
91
158
138
136
123
93
TAS
KTS
-50
-40
-30
-20
-10
100%
75%
65%
Rng
End
100%
75%
65%
Rng
End
100%
75%
65%
Rng
End
100%
75%
65%
Rng
End
100%
75%
65%
Rng
End
TEMP
C
PWR
1670
1250
1090
980
650
1670
1250
1090
950
660
1670
1250
1090
910
660
1670
1250
1090
1010
660
1670
1250
1090
980
650
TRQ
LBFT
399
309
278
260
204
399
311
280
257
207
399
313
282
252
209
400
314
284
271
211
FUEL
FLOW
PPH
400
316
286
267
212
2200 RPM
165
145
134
127
70
167
147
137
126
71
170
150
139
125
75
172
152
141
136
77
175
154
143
135
79
100%
75%
65%
Rng
End
100%
75%
65%
Rng
End
100%
75%
65%
Rng
End
100%
75%
65%
Rng
End
100%
75%
65%
Rng
End
TAS
PWR
KTS
1840
1380
1190
960
650
1840
1380
1190
920
650
1840
1380
1190
950
660
1840
1380
1190
940
660
1840
1380
1190
920
670
TRQ
LBFT
417
315
281
242
193
416
316
283
238
195
415
317
285
245
198
414
319
286
245
202
FUEL
FLOW
PPH
414
320
288
244
204
2000 RPM
166
148
138
123
74
169
150
140
121
76
171
152
142
126
78
173
154
144
127
82
176
156
146
127
85
TAS
KTS
100 SERIES
1470
1100
950
950
650
1330
1000
960
860
660
1170
970
880
760
670
TRQ
LBFT
FUEL
FLOW
PPH
308
272
258
238
221
2200 RPM
Section 9
Conditions:
Weight...................................................................................... 7255 pounds
9.6 -29
9.6 -30
100%
Rng
75%
65%
End
100%
75%
Rng
65%
End
100%
75%
Rng
65%
End
100%
75%
65%
Rng
End
100%
75%
65%
Rng
End
30
20
10
1540
1160
1000
910
650
1530
1140
990
910
650
1410
1060
960
920
660
1270
960
940
830
660
1130
940
850
730
670
TRQ
LBFT
371
296
269
254
209
368
295
268
254
209
346
281
263
257
212
321
265
262
243
215
FUEL
FLOW
PPH
296
263
248
229
218
2200 RPM
173
152
141
133
84
173
151
140
133
84
169
147
139
135
86
163
140
139
127
87
155
140
131
115
92
TAS
KTS
100%
75%
65%
Rng
End
100%
75%
65%
Rng
End
100%
75%
65%
Rng
End
100%
75%
Rng
65%
End
100%
Rng
75%
65%
End
PWR
ECC
TEMP
C
PWR
1690
1270
1100
940
670
1680
1260
1090
950
670
1550
1170
1010
930
680
1400
1050
970
910
680
1240
970
930
810
690
TRQ
LBFT
382
299
271
244
203
378
298
269
246
203
353
283
258
246
205
325
266
254
243
208
FUEL
FLOW
PPH
298
255
248
229
210
2000 RPM
174
154
143
131
91
174
153
143
132
91
170
149
138
132
91
164
143
136
131
93
157
138
134
120
93
TAS
KTS
-50
-40
-30
-20
-10
100%
75%
65%
Rng
End
100%
75%
65%
Rng
End
100%
75%
65%
Rng
End
100%
75%
65%
Rng
End
100%
75%
65%
Rng
End
TEMP
C
PWR
1670
1250
1090
950
660
1670
1250
1090
910
660
1670
1250
1090
880
660
1670
1250
1090
980
650
1650
1240
1080
950
650
TRQ
LBFT
400
307
275
251
201
399
308
277
246
203
399
310
279
243
205
399
311
281
262
206
FUEL
FLOW
PPH
396
310
281
259
208
2200 RPM
167
147
137
126
71
170
149
139
125
75
172
152
141
124
77
175
154
143
135
80
176
155
145
135
82
TAS
KTS
100%
75%
65%
Rng
End
100%
75%
65%
Rng
End
100%
75%
65%
Rng
End
100%
75%
65%
Rng
End
100%
75%
65%
Rng
End
PWR
1840
1380
1190
920
650
1840
1380
1190
920
650
1840
1380
1190
940
660
1840
1380
1190
920
670
1820
1370
1180
910
670
TRQ
LBFT
419
313
279
232
189
417
314
280
234
192
416
315
282
239
196
415
316
283
238
198
FUEL
FLOW
PPH
411
315
283
238
200
2000 RPM
169
149
140
121
76
171
152
142
123
78
173
154
144
126
80
176
156
146
127
84
177
157
147
127
89
TAS
KTS
Section 9
100 SERIES
Conditions:
Weight...................................................................................... 7255 pounds
100%
Rng
75%
65%
End
100%
Rng
75%
65%
End
100%
75%
Rng
65%
End
100%
75%
65%
Rng
End
100%
75%
65%
Rng
End
30
20
10
-1
TEMP
C
PWR
1490
1120
970
920
650
1480
1110
960
930
650
358
286
260
251
206
357
285
259
254
206
332
270
257
247
209
308
258
254
233
212
173
151
140
135
87
172
151
139
136
86
168
145
139
133
87
162
140
138
124
91
153
139
128
110
95
ECC
100%
75%
65%
Rng
End
100%
75%
65%
Rng
End
100%
75%
65%
Rng
End
100%
75%
Rng
65%
End
100%
Rng
75%
65%
End
TAS
PWR
KTS
1640
1230
1060
930
680
1630
1220
1060
930
680
1490
1120
970
950
680
1340
1010
960
870
690
1190
970
890
770
690
TRQ
LBFT
369
289
261
240
200
367
288
260
240
200
339
272
247
244
202
312
255
248
234
205
FUEL
FLOW
PPH
286
251
238
220
207
2000 RPM
174
153
142
132
91
173
152
142
132
91
169
147
136
134
93
163
141
137
128
94
155
139
131
116
94
TAS
KTS
-50
-40
-30
-20
-10
100%
75%
65%
Rng
End
100%
75%
65%
Rng
End
100%
75%
65%
Rng
End
100%
75%
65%
Rng
End
100%
75%
65%
Rng
End
TEMP
C
PWR
1670
1250
1090
920
660
1670
1250
1090
880
660
1670
1250
1090
980
650
1670
1250
1090
950
650
1590
1200
1040
910
650
TRQ
LBFT
401
305
273
242
198
400
306
274
237
200
399
307
276
257
201
399
309
277
253
202
203
248
FUEL
FLOW
PPH
381
299
270
2200 RPM
169
149
139
125
73
172
151
141
124
77
174
154
143
135
80
177
156
145
135
83
176
155
144
133
84
100%
75%
65%
Rng
End
100%
75%
65%
Rng
End
100%
75%
65%
Rng
End
100%
75%
65%
Rng
End
100%
75%
65%
Rng
End
TAS
PWR
KTS
1840
1380
1190
890
650
1840
1380
1190
920
660
1840
1380
1190
920
660
1840
1380
1190
900
670
1750
1310
1140
910
670
TRQ
LBFT
422
312
276
224
186
420
313
278
232
190
419
313
279
233
193
417
314
280
231
195
197
235
FUEL
FLOW
PPH
395
303
272
2000 RPM
171
151
142
120
79
173
154
144
125
79
175
156
146
127
83
178
158
147
126
88
176
156
146
128
91
TAS
KTS
100 SERIES
1360
1020
940
880
660
1220
940
910
790
670
1080
910
810
700
670
TRQ
LBFT
FUEL
FLOW
PPH
284
255
238
220
214
2200 RPM
Section 9
Conditions:
Weight...................................................................................... 7255 pounds
9 . 6 - 31
9.6 -32
100%
Rng
75%
End
100%
Rng
75%
65%
End
100%
75%
Rng
65%
End
100%
75%
Rng
65%
End
100%
75%
65%
Rng
End
30
20
10
-3
1450
1090
940
920
660
1420
1060
940
920
660
1300
970
920
840
660
1170
910
870
760
670
1030
910
770
670
TRQ
LBFT
349
277
252
248
203
342
273
251
249
204
319
259
250
237
206
295
249
244
224
209
FUEL
FLOW
PPH
272
251
228
211
2200 RPM
173
151
139
137
87
171
149
139
138
87
167
144
139
131
91
160
139
136
121
95
152
141
124
98
TAS
KTS
100%
75%
65%
Rng
End
100%
75%
65%
Rng
End
100%
75%
Rng
65%
End
100%
75%
Rng
65%
End
100%
Rng
75%
65%
End
PWR
ECC
TEMP
C
PWR
1600
1200
1040
900
680
1560
1170
1010
910
680
1430
1070
960
930
690
1280
960
950
830
690
1130
970
850
740
700
TRQ
LBFT
359
280
253
232
196
352
276
250
233
197
325
261
242
238
199
299
244
242
224
202
FUEL
FLOW
PPH
274
248
228
211
205
2000 RPM
173
152
142
130
93
172
151
140
131
93
168
146
137
134
94
161
138
137
125
94
153
141
128
111
95
TAS
KTS
-50
-40
-30
-20
-10
100%
75%
65%
Rng
End
100%
75%
65%
Rng
End
100%
75%
65%
Rng
End
100%
75%
65%
Rng
End
100%
75%
65%
Rng
End
TEMP
C
PWR
1670
1250
1090
880
660
1670
1250
1090
850
650
1670
1250
1090
950
650
1620
1220
1060
910
640
1530
1150
1000
890
650
TRQ
LBFT
403
303
270
232
194
402
304
271
229
196
401
305
273
248
197
388
299
269
243
198
FUEL
FLOW
PPH
366
288
260
242
201
2200 RPM
172
151
141
124
76
174
154
143
123
80
177
156
145
134
83
177
156
145
133
85
175
154
142
133
86
TAS
KTS
100%
75%
65%
Rng
End
100%
75%
65%
Rng
End
100%
75%
65%
Rng
End
100%
75%
65%
Rng
End
100%
75%
65%
Rng
End
PWR
1840
1380
1190
880
650
1840
1380
1190
920
660
1840
1380
1190
890
670
1790
1340
1160
900
670
1690
1260
1100
920
680
TRQ
LBFT
426
311
274
219
184
424
311
275
228
187
422
312
277
226
189
407
305
272
227
192
FUEL
FLOW
PPH
380
292
262
233
194
2000 RPM
173
153
144
121
79
175
155
146
126
82
178
158
147
126
87
178
158
147
127
90
176
155
145
131
91
TAS
KTS
Section 9
100 SERIES
Conditions:
Weight...................................................................................... 7255 pounds
100%
Rng
75%
End
100%
Rng
75%
65%
End
100%
75%
Rng
65%
End
100%
75%
Rng
65%
End
100%
75%
Rng
65%
End
30
20
10
-5
TEMP
C
PWR
1410
1060
920
920
660
339
269
244
244
200
328
262
245
238
201
305
248
242
227
203
282
244
233
214
206
FUEL
FLOW
PPH
260
249
218
208
172
150
138
138
88
170
148
139
135
90
165
142
138
128
94
158
140
133
116
97
149
143
120
100
TAS
KTS
ECC
100%
75%
65%
Rng
End
100%
75%
65%
Rng
End
100%
75%
Rng
65%
End
100%
Rng
75%
65%
End
100%
Rng
75%
End
PWR
1550
1170
1010
900
680
1490
1120
970
930
690
1370
1030
930
890
690
1220
960
920
800
700
1080
960
810
710
TRQ
LBFT
350
272
245
228
193
337
265
240
234
194
311
250
235
228
197
285
241
234
214
200
FUEL
FLOW
PPH
262
242
219
203
2000 RPM
173
152
141
131
94
171
149
138
135
94
166
144
136
131
94
159
140
135
121
95
151
141
124
95
TAS
KTS
100%
75%
65%
Rng
End
100%
75%
65%
Rng
End
100%
75%
65%
Rng
End
100%
75%
65%
Rng
End
100%
75%
65%
Rng
End
-10
-20
-30
-40
-50
TEMP
C
PWR
1670
1250
1090
850
650
1670
1250
1090
930
650
1640
1230
1070
910
640
1560
1170
1020
880
650
1470
1100
960
900
660
TRQ
LBFT
405
301
268
224
191
404
302
269
241
192
395
299
267
238
193
374
288
259
235
195
FUEL
FLOW
PPH
352
276
250
240
198
2200 RPM
174
153
143
123
80
176
156
145
133
82
178
157
146
133
85
176
155
144
132
87
174
152
141
136
88
TAS
KTS
100%
75%
65%
Rng
End
100%
75%
65%
Rng
End
100%
75%
65%
Rng
End
100%
75%
65%
Rng
End
100%
75%
65%
Rng
End
PWR
1840
1380
1190
900
660
1840
1380
1190
890
660
1810
1360
1170
880
670
1720
1290
1120
890
680
1620
1210
1050
900
680
TRQ
LBFT
432
310
273
219
182
429
311
274
221
184
417
306
271
220
187
391
294
262
224
189
FUEL
FLOW
PPH
365
280
252
226
192
2000 RPM
175
155
145
124
81
177
157
147
126
86
179
158
148
126
89
177
157
146
129
91
175
154
143
130
93
TAS
KTS
100 SERIES
1360
1020
920
880
660
1240
930
900
810
670
1110
900
830
720
670
980
920
740
680
TRQ
LBFT
2200 RPM
Section 9
CRUISE PERFORMANCE W/ ECC (Press. Alt. 10,000 FT)
Conditions:
Weight...................................................................................... 7255 pounds
9.6 -33
9.6 -3 4
100%
Rng
75%
65%
End
100%
75%
Rng
65%
End
100%
75%
Rng
65%
End
100%
75%
Rng
65%
End
100%
75%
65%
Rng
End
20
10
-7
-10
1420
1060
920
910
660
1380
1040
910
900
660
1310
980
900
850
660
1200
900
880
780
670
1070
910
800
700
680
TRQ
LBFT
339
266
240
238
195
331
262
239
237
196
315
252
237
229
198
294
239
237
218
200
FUEL
FLOW
PPH
271
242
224
206
203
2200 RPM
174
151
139
138
89
172
150
139
138
91
169
146
139
133
94
164
140
139
126
97
157
142
130
110
99
TAS
KTS
100%
75%
65%
Rng
End
100%
75%
65%
Rng
End
100%
75%
65%
Rng
End
100%
75%
Rng
65%
End
100%
Rng
75%
65%
End
PWR
ECC
TEMP
C
PWR
1560
1170
1010
900
690
1520
1140
990
910
690
1440
1080
930
920
690
1320
990
940
860
700
1180
950
880
770
710
TRQ
LBFT
352
270
242
223
189
343
265
239
226
190
324
255
231
228
192
300
241
232
219
195
FUEL
FLOW
PPH
275
236
225
206
198
2000 RPM
174
153
142
131
94
173
151
140
133
94
170
148
136
135
94
165
142
137
129
95
158
140
133
116
95
TAS
KTS
100%
75%
65%
Rng
End
100%
75%
65%
Rng
End
100%
75%
65%
Rng
End
100%
75%
65%
Rng
End
-20
-30
-40
-50
TEMP
C
PWR
1670
1250
1090
850
650
1660
1240
1080
910
640
1590
1190
1030
880
650
1510
1130
980
870
650
TRQ
LBFT
409
300
265
221
187
403
298
265
233
188
382
288
257
230
190
FUEL
FLOW
PPH
360
278
249
229
193
2200 RPM
176
155
145
124
82
178
157
146
132
85
177
156
145
132
87
176
154
143
132
86
TAS
KTS
100%
75%
65%
Rng
End
100%
75%
65%
Rng
End
100%
75%
65%
Rng
End
100%
75%
65%
Rng
End
PWR
1840
1380
1190
890
660
1820
1370
1180
880
670
1740
1310
1130
870
670
1660
1240
1080
890
680
TRQ
LBFT
438
310
271
216
179
429
308
270
216
182
403
296
261
216
184
FUEL
FLOW
PPH
377
283
252
221
187
2000 RPM
177
157
147
125
84
179
159
148
126
88
178
158
147
126
90
177
156
145
130
93
TAS
KTS
Section 9
100 SERIES
Conditions:
Weight...................................................................................... 7255 pounds
Section 9
100 SERIES

Conditions:
Weight...................................................................................... 7255 pounds
2000 RPM
20
100%
Rng
75%
End
1030
890
770
680
FUEL
FLOW
PPH
261
237
216
200
10
100%
Rng
75%
65%
End
1150
880
860
750
680
282
233
230
210
198
163
140
138
122
99
100%
75%
Rng
65%
End
1260
950
940
820
710
288
231
229
211
193
164
140
139
126
96
100%
75%
Rng
65%
End
1260
940
880
820
670
303
243
232
220
195
168
145
139
131
96
100%
75%
Rng
65%
End
1380
1040
910
900
700
312
245
224
222
190
169
146
135
134
95
-9
100%
75%
Rng
65%
End
1350
1010
890
880
660
323
254
231
230
193
172
149
138
137
94
100%
75%
65%
Rng
End
1490
1120
970
910
690
335
258
232
222
188
173
151
139
134
95
-10
100%
75%
65%
Rng
End
1360
1020
890
880
660
326
256
231
231
193
173
150
138
138
93
100%
75%
65%
Rng
End
1500
1130
980
910
690
339
260
233
222
187
174
152
140
134
95
-20
100%
75%
65%
Rng
End
1450
1090
940
890
660
347
267
240
230
190
175
153
142
136
88
100%
75%
65%
Rng
End
1600
1200
1040
870
690
364
273
243
214
185
176
155
144
129
94
-30
100%
75%
65%
Rng
End
1530
1150
990
840
650
368
278
248
221
188
177
155
144
130
86
100%
75%
65%
Rng
End
1680
1260
1090
880
680
389
285
252
215
182
178
157
146
129
92
-40
100%
75%
65%
Rng
End
1600
1200
1040
880
650
389
288
255
225
185
178
156
145
132
87
100%
75%
65%
Rng
End
1760
1320
1140
870
670
415
297
260
211
179
179
158
148
126
90
-50
100%
75%
65%
Rng
End
1670
1250
1080
880
640
413
299
263
225
183
178
157
147
130
85
100%
75%
65%
Rng
End
1830
1380
1190
870
660
444
310
270
209
177
179
159
149
124
87
TRQ
LBFT
PWR
TRQ
LBFT
155
143
127
101
100%
Rng
75%
65%
End
1130
950
850
740
720
FUEL
FLOW
PPH
264
233
216
198
196
TAS
KTS
TAS
KTS
156
141
130
109
97
ECC
2200 RPM
TEMP
C
PWR
9.6 -35
Section 9
100 SERIES

Conditions:
Weight...................................................................................... 7255 pounds
2200 RPM
TEMP
C
PWR
2000 RPM
ECC
20
100%
Rng
75%
End
990
880
740
690
FUEL
FLOW
PPH
250
232
207
198
10
100%
Rng
75%
65%
End
1100
880
830
720
680
271
230
220
202
195
161
142
135
116
101
100%
Rng
75%
65%
End
1210
930
910
790
720
276
225
222
202
192
162
139
137
121
99
100%
75%
Rng
65%
End
1210
900
870
780
670
291
233
227
212
193
167
143
139
128
98
100%
75%
Rng
65%
End
1330
990
910
860
710
299
235
221
213
189
168
144
137
131
96
-10
100%
75%
Rng
65%
End
1310
980
880
850
670
314
246
228
222
190
172
149
139
136
95
100%
75%
65%
Rng
End
1440
1080
940
900
700
325
250
224
218
185
173
150
138
134
95
-11
100%
75%
Rng
65%
End
1320
990
880
860
670
315
247
228
223
190
172
149
139
136
95
100%
75%
65%
Rng
End
1450
1090
940
900
700
327
251
225
217
185
173
150
138
134
95
-20
100%
75%
65%
Rng
End
1400
1050
910
880
660
334
257
231
227
188
175
152
140
138
92
100%
75%
65%
Rng
End
1540
1150
1000
900
690
350
262
234
216
183
175
154
142
133
95
-30
100%
75%
65%
Rng
End
1470
1100
960
850
660
354
267
239
220
185
176
154
143
132
88
100%
75%
65%
Rng
End
1620
1210
1050
860
680
375
274
242
208
180
177
156
145
128
94
-40
100%
75%
65%
Rng
End
1540
1150
1000
840
650
375
277
246
216
183
177
156
144
130
87
100%
75%
65%
Rng
End
1690
1270
1100
860
680
400
286
251
207
177
178
157
147
126
92
-50
100%
75%
65%
Rng
End
1610
1210
1050
880
650
399
289
254
221
181
178
157
146
131
87
100%
75%
65%
Rng
End
1770
1330
1150
870
670
430
299
260
207
175
179
159
148
126
89
TRQ
LBFT
TAS
KTS
PWR
TRQ
LBFT
153
143
122
103
100%
Rng
75%
End
1090
940
810
730
FUEL
FLOW
PPH
253
229
208
195
TAS
KTS
154
142
126
101
9.6 -36
Section 9
100 SERIES

Conditions:
Weight...................................................................................... 7255 pounds
2000 RPM
20
100%
Rng
75%
End
950
900
710
690
FUEL
FLOW
PPH
240
231
199
196
10
100%
Rng
75%
End
1060
860
790
690
259
224
211
193
160
141
131
103
100%
Rng
75%
65%
End
1160
940
870
750
730
264
225
213
194
191
160
142
134
113
101
100%
Rng
75%
65%
End
1150
870
870
750
680
279
224
223
203
191
166
141
140
124
100
100%
75%
Rng
65%
End
1270
950
920
830
720
286
225
219
204
187
166
142
138
127
99
-10
100%
75%
Rng
65%
End
1260
940
870
820
670
301
236
223
213
188
171
147
139
133
97
100%
75%
Rng
65%
End
1380
1040
900
900
710
312
240
215
215
184
171
148
136
135
96
-13
100%
75%
Rng
65%
End
1280
960
870
830
670
306
239
222
216
188
172
148
139
134
97
100%
75%
65%
Rng
End
1410
1060
920
900
710
318
243
218
214
183
172
149
137
135
95
-20
100%
75%
65%
Rng
End
1340
1010
870
860
670
321
247
222
220
186
174
150
138
137
95
100%
75%
65%
Rng
End
1470
1110
960
890
700
336
252
224
212
181
174
152
140
133
95
-30
100%
75%
65%
Rng
End
1410
1060
920
870
660
341
257
229
221
183
175
153
141
136
92
100%
75%
65%
Rng
End
1560
1170
1010
860
690
360
264
233
206
178
176
155
143
129
95
-40
100%
75%
65%
Rng
End
1480
1110
960
830
660
361
267
237
212
181
176
155
143
130
88
100%
75%
65%
Rng
End
1630
1220
1060
860
680
385
275
241
204
176
178
156
145
128
94
-50
100%
75%
65%
Rng
End
1550
1160
1010
840
650
385
278
245
212
179
177
156
145
129
87
100%
75%
65%
Rng
End
1710
1280
1110
850
680
415
289
251
203
173
178
158
147
126
91
TRQ
LBFT
TAS
KTS
PWR
TRQ
LBFT
151
146
113
104
100%
Rng
75%
End
1040
930
780
750
FUEL
FLOW
PPH
243
224
199
194
TAS
KTS
152
142
119
104
ECC
2200 RPM
TEMP
C
PWR
9 . 6 - 37
Section 9
100 SERIES

Conditions:
Weight...................................................................................... 7255 pounds
2200 RPM
TEMP
C
PWR
2000 RPM
100%
Rng
End
900
890
700
10
100%
Rng
75%
End
1010
870
760
690
248
223
202
192
157
143
126
104
100%
Rng
75%
End
1110
930
830
750
253
221
203
190
158
142
129
104
100%
Rng
75%
65%
End
1100
850
830
720
690
267
218
214
194
189
164
140
137
117
102
100%
Rng
75%
65%
End
1210
920
910
790
730
274
217
216
195
187
164
140
139
122
101
-10
100%
75%
Rng
65%
End
1210
900
860
780
680
288
226
218
205
187
169
144
140
129
100
100%
75%
Rng
65%
End
1330
990
890
860
720
299
230
212
206
183
170
146
136
132
99
-15
100%
75%
Rng
65%
End
1240
930
870
810
680
297
231
219
208
185
171
146
140
132
98
100%
75%
Rng
65%
End
1370
1030
900
890
720
309
235
212
210
182
172
148
136
135
98
-20
100%
75%
Rng
65%
End
1290
960
860
840
670
307
237
217
213
184
172
149
138
135
97
100%
75%
65%
Rng
End
1410
1060
920
880
710
322
241
215
208
180
173
150
138
133
96
-30
100%
75%
65%
Rng
End
1360
1020
880
850
670
327
247
220
214
181
174
152
139
135
94
100%
75%
65%
Rng
End
1490
1120
970
870
700
346
253
224
206
177
175
153
141
132
95
-40
100%
75%
65%
Rng
End
1420
1070
930
840
660
347
257
227
211
179
176
153
141
133
92
100%
75%
65%
Rng
End
1570
1170
1020
840
690
370
265
232
199
174
177
155
144
127
94
-50
100%
75%
65%
Rng
End
1490
1120
970
810
660
371
268
235
204
177
177
155
144
127
88
100%
75%
65%
Rng
End
1640
1230
1070
840
680
400
278
241
199
171
178
157
146
126
92
ECC
20
FUEL
FLOW
PPH
230
227
194
TRQ
LBFT
TAS
KTS
PWR
TRQ
LBFT
148
146
105
100%
Rng
End
990
940
760
FUEL
FLOW
PPH
232
223
193
TAS
KTS
149
143
106
9.6 -38
Section 9
100 SERIES

Conditions:
Weight...................................................................................... 7255 pounds
2000 RPM
10
100%
Rng
75%
End
960
880
720
700
FUEL
FLOW
PPH
238
221
194
190
100%
Rng
75%
End
1060
850
790
690
255
216
205
188
162
141
133
104
100%
Rng
75%
65%
End
1160
920
870
760
750
262
216
207
187
186
162
141
135
112
104
-10
100%
75%
Rng
65%
End
1160
870
850
750
690
276
217
214
196
185
168
142
140
125
102
100%
75%
Rng
65%
End
1270
950
910
830
740
287
220
212
198
183
168
143
139
128
101
-17
100%
75%
Rng
65%
End
1210
910
850
780
680
288
224
214
201
183
170
145
139
130
100
100%
75%
Rng
65%
End
1330
1000
890
860
730
301
228
208
204
180
171
147
135
133
100
-20
100%
75%
Rng
65%
End
1230
920
850
800
680
295
227
213
204
182
171
146
138
132
99
100%
75%
Rng
65%
End
1360
1020
890
880
720
309
232
208
206
179
172
148
136
135
99
-30
100%
75%
65%
Rng
End
1300
980
850
840
670
314
237
211
210
180
173
150
137
136
97
100%
75%
65%
Rng
End
1430
1080
930
870
710
332
243
215
203
176
174
151
139
132
96
-40
100%
75%
65%
Rng
End
1370
1030
890
850
670
333
246
218
211
177
175
152
140
135
94
100%
75%
65%
Rng
End
1500
1130
980
850
700
356
254
223
199
173
176
154
142
129
95
-50
100%
75%
65%
Rng
End
1430
1080
930
820
660
356
257
226
204
175
176
154
142
130
92
100%
75%
65%
Rng
End
1580
1180
1030
830
690
384
267
232
195
170
177
156
144
126
94
TRQ
LBFT
TAS
KTS
PWR
TRQ
LBFT
155
145
118
105
100%
Rng
75%
End
1060
930
790
760
FUEL
FLOW
PPH
242
217
195
189
TAS
KTS
155
142
122
106
ECC
2200 RPM
TEMP
C
PWR
9.6 -39
Section 9
100 SERIES

Conditions:
Weight...................................................................................... 7255 pounds
2200 RPM
TEMP
C
PWR
2000 RPM
100%
Rng
End
920
880
710
100%
Rng
75%
End
1010
870
760
700
244
216
196
187
159
144
127
105
100%
Rng
75%
End
1110
920
830
760
251
213
198
186
160
141
129
106
-10
100%
Rng
75%
65%
End
1110
840
830
720
700
264
210
208
188
184
166
140
138
117
104
100%
75%
Rng
65%
End
1220
910
900
790
750
274
211
209
189
182
166
140
139
121
104
-19
100%
75%
Rng
65%
End
1170
880
840
760
690
280
216
209
195
182
169
143
139
127
103
100%
75%
Rng
65%
End
1290
970
890
840
740
292
220
206
197
180
170
145
136
130
101
-20
100%
75%
Rng
65%
End
1180
890
840
770
690
282
218
209
196
181
170
144
139
128
101
100%
75%
Rng
65%
End
1300
970
890
840
740
295
222
205
198
179
170
146
136
131
101
-30
100%
75%
Rng
65%
End
1250
940
850
810
680
300
227
210
203
178
172
148
138
133
99
100%
75%
65%
Rng
End
1370
1030
890
870
720
318
233
206
202
176
173
149
136
133
99
-40
100%
75%
65%
Rng
End
1310
980
850
820
670
319
236
209
203
176
174
150
137
133
97
100%
75%
65%
Rng
End
1440
1080
940
840
710
341
244
213
196
173
175
152
140
129
96
-50
100%
75%
65%
Rng
End
1380
1030
890
830
660
342
247
217
204
174
175
152
140
133
95
100%
75%
65%
Rng
End
1510
1140
980
830
700
369
256
222
192
169
176
154
143
127
95
ECC
10
FUEL
FLOW
PPH
227
219
189
TRQ
LBFT
TAS
PWR
KTS
TRQ
LBFT
151
147
106
100%
Rng
End
1010
920
770
FUEL
FLOW
PPH
231
214
189
TAS
KTS
152
143
110
9.6 - 40
Section 9
100 SERIES

Conditions:
Weight...................................................................................... 7255 pounds
2000 RPM
10
100%
End
870
720
FUEL
FLOW
PPH
216
189
100%
Rng
75%
End
960
860
720
710
233
212
187
186
157
144
116
107
100%
Rng
75%
End
1060
910
790
780
239
210
189
186
157
141
120
110
-10
100%
Rng
75%
End
1060
860
790
700
252
211
199
183
164
143
134
105
100%
Rng
75%
End
1160
920
870
760
262
210
202
182
164
142
135
107
-20
100%
75%
Rng
65%
End
1130
850
830
730
700
270
208
205
187
180
168
141
139
122
103
100%
75%
Rng
65%
End
1240
930
890
810
750
282
212
205
189
179
168
142
138
125
105
-21
100%
75%
Rng
65%
End
1130
850
830
740
690
271
209
205
188
180
168
141
139
123
103
100%
75%
Rng
65%
End
1250
930
890
810
750
284
213
204
190
179
169
143
137
126
104
-30
100%
75%
Rng
65%
End
1190
900
840
780
690
287
217
206
194
178
170
145
139
129
101
100%
75%
Rng
65%
End
1310
990
860
850
730
303
223
199
197
176
171
147
133
132
101
-40
100%
75%
Rng
65%
End
1250
940
820
820
680
305
226
201
200
175
172
148
134
134
99
100%
75%
65%
Rng
End
1380
1030
900
850
720
326
233
204
195
172
173
150
137
131
99
-50
100%
75%
65%
Rng
End
1320
990
860
820
670
327
236
208
200
173
174
151
138
133
97
100%
75%
65%
Rng
End
1450
1090
940
840
710
352
245
213
193
169
175
152
140
129
96
TRQ
LBFT
PWR
TRQ
LBFT
147
109
100%
Rng
End
960
930
790
FUEL
FLOW
PPH
220
214
189
TAS
KTS
TAS
KTS
148
144
111
ECC
2200 RPM
TEMP
C
PWR
9 . 6 - 41
Section 9
100 SERIES

Conditions:
Weight...................................................................................... 7255 pounds
2200 RPM
TEMP
C
PWR
2000 RPM
ECC
10
100%
End
830
740
FUEL
FLOW
PPH
206
189
100%
Rng
End
920
860
730
222
211
186
153
146
110
100%
Rng
End
1010
920
790
228
210
186
153
143
111
-10
100%
Rng
75%
End
1010
850
750
720
241
208
190
183
161
143
126
107
100%
Rng
75%
End
1110
910
830
780
249
208
192
183
161
142
128
110
-20
100%
Rng
75%
End
1080
840
810
700
257
204
199
180
165
140
136
104
100%
Rng
75%
65%
End
1180
900
890
770
760
269
204
203
181
179
166
139
138
114
107
-23
100%
Rng
75%
65%
End
1090
830
820
710
700
261
204
201
180
179
166
140
138
113
105
100%
75%
Rng
65%
End
1200
900
890
780
760
274
205
203
183
179
167
140
138
119
106
-30
100%
75%
Rng
65%
End
1140
850
830
740
700
274
207
203
185
177
168
142
139
123
103
100%
75%
Rng
65%
End
1250
940
880
810
750
289
213
200
188
176
169
143
136
127
105
-40
100%
75%
Rng
65%
End
1200
900
830
780
690
291
216
202
192
174
170
145
137
130
102
100%
75%
65%
Rng
End
1320
990
860
850
730
310
223
195
195
173
172
147
133
132
101
-50
100%
75%
65%
Rng
End
1260
940
820
810
680
312
226
199
197
172
173
148
134
133
100
100%
75%
65%
Rng
End
1390
1040
900
840
720
336
234
204
191
169
173
150
137
129
99
TRQ
LBFT
TAS
KTS
PWR
TRQ
LBFT
141
111
100%
End
910
810
FUEL
FLOW
PPH
209
190
TAS
KTS
142
111
9 . 6 - 42
Section 9
100 SERIES

Conditions:
Weight...................................................................................... 7255 pounds
10
100%
End
790
750
FUEL
FLOW
PPH
195
189
100%
Rng
End
870
870
740
-10
100%
Rng
End
-20
2000 RPM
132
115
100%
End
860
830
FUEL
FLOW
PPH
199
191
211
211
186
148
147
112
100%
Rng
End
960
920
810
216
208
188
148
143
112
960
850
730
229
207
183
157
145
110
100%
Rng
End
1050
910
790
237
206
184
158
142
111
100%
Rng
75%
End
1020
830
770
720
245
202
190
180
162
141
130
108
100%
Rng
75%
End
1130
900
840
780
256
204
193
180
163
141
131
110
-25
100%
Rng
75%
End
1050
830
790
710
252
202
193
178
164
141
133
105
100%
Rng
75%
End
1160
900
870
770
264
203
197
179
165
139
135
109
-30
100%
Rng
75%
End
1090
830
810
710
261
200
198
177
166
139
137
104
100%
75%
Rng
65%
End
1190
900
890
780
760
275
202
201
179
177
167
139
138
116
107
-40
100%
75%
Rng
65%
End
1140
860
820
740
700
277
206
199
183
174
168
142
138
124
103
100%
75%
Rng
65%
End
1260
940
860
820
750
295
212
195
186
173
169
144
134
127
105
-50
100%
75%
Rng
65%
End
1200
900
810
780
690
297
215
196
190
171
171
145
135
130
102
100%
75%
65%
Rng
End
1320
990
860
840
730
320
223
194
191
170
172
147
133
131
101
TRQ
LBFT
TAS
PWR
KTS
TRQ
LBFT
TAS
KTS
133
115
ECC
2200 RPM
TEMP
C
PWR
9.6 - 43
Section 9
100 SERIES

Conditions:
Weight...................................................................................... 7255 pounds
2200 RPM
TEMP
C
PWR
0
100%
End
830
750
FUEL
FLOW
PPH
202
186
-10
100%
Rng
End
920
850
740
-20
100%
Rng
75%
End
-27
2000 RPM
142
116
100%
End
920
830
FUEL
FLOW
PPH
207
189
219
205
183
154
145
113
100%
Rng
End
1010
910
810
227
205
186
154
142
112
980
840
740
730
235
202
182
180
160
142
120
110
100%
Rng
75%
End
1080
910
810
790
245
205
185
182
161
142
123
111
100%
Rng
75%
End
1020
830
770
720
245
199
187
178
163
140
129
108
100%
Rng
75%
End
1120
890
840
780
258
201
191
179
164
139
131
110
-30
100%
Rng
75%
End
1040
820
780
720
250
198
190
177
164
139
132
108
100%
Rng
75%
End
1150
890
860
780
264
201
195
178
165
139
134
110
-40
100%
Rng
75%
65%
End
1100
830
820
710
710
267
199
198
176
174
167
139
138
113
105
100%
75%
Rng
65%
End
1210
910
870
780
760
284
204
195
179
175
168
140
135
119
108
-50
100%
75%
Rng
65%
End
1160
870
810
750
700
287
207
195
183
171
170
143
136
126
104
100%
75%
Rng
65%
End
1270
950
840
830
750
309
215
190
187
171
171
145
131
129
104
TRQ
LBFT
TAS
PWR
KTS
TRQ
LBFT
TAS
KTS
143
116

ECC
9.6 - 4 4
Section 9
100 SERIES

Conditions:
Weight...................................................................................... 7255 pounds
2200 RPM
TEMP
C
PWR
2000 RPM
100%
End
800
770
FUEL
FLOW
PPH
193
188
-10
100%
Rng
End
880
870
750
210
208
184
150
148
116
100%
Rng
End
960
920
830
217
207
188
150
144
116
-20
100%
Rng
End
940
840
740
225
202
181
157
144
114
100%
Rng
End
1040
910
810
235
205
184
158
142
114
-29
100%
Rng
75%
End
990
820
740
730
238
197
181
178
161
140
122
110
100%
Rng
75%
End
1090
890
820
800
251
201
185
181
162
140
125
110
-30
100%
Rng
75%
End
1000
820
750
730
240
197
182
178
162
139
124
110
100%
Rng
75%
End
1100
890
830
790
253
201
187
180
163
139
127
111
-40
100%
Rng
75%
End
1050
820
790
720
256
197
190
175
165
139
134
108
100%
Rng
75%
End
1160
870
870
780
273
197
196
176
166
137
136
110
-50
100%
75%
Rng
65%
End
1110
830
820
720
710
276
200
195
176
172
168
140
138
118
105
100%
75%
Rng
65%
End
1220
920
860
800
760
297
207
193
180
173
169
142
134
123
108
TRQ
LBFT
TAS
KTS
PWR
TRQ
LBFT
134
120
100%
End
880
850
FUEL
FLOW
PPH
198
192
TAS
KTS
134
118
ECC
9.6 - 45
Section 9
100 SERIES

Conditions:
Weight...................................................................................... 7255 pounds
2200 RPM
TEMP
C
PWR
2000 RPM
143
120
100%
End
920
850
FUEL
FLOW
PPH
207
191
216
203
183
153
145
116
100%
Rng
End
990
910
830
225
205
187
154
142
116
960
840
740
230
200
180
159
142
114
100%
Rng
End
1050
900
810
243
203
183
159
141
114
100%
Rng
End
960
830
740
231
197
179
159
141
114
100%
Rng
End
1060
900
810
244
203
183
160
141
114
-40
100%
Rng
75%
End
1010
820
760
730
245
196
182
176
162
139
126
110
100%
Rng
75%
End
1110
880
830
790
261
199
188
179
163
138
129
111
-50
100%
Rng
75%
End
1070
820
800
720
265
196
192
173
166
139
136
108
100%
75%
Rng
End
1180
880
860
780
286
199
195
175
167
138
135
110
-10
100%
End
840
770
FUEL
FLOW
PPH
201
186
-20
100%
Rng
End
900
850
760
-30
100%
Rng
End
-31
TRQ
LBFT
TAS
PWR
KTS
TRQ
LBFT
TAS
KTS
143
118
ECC
9.6 - 46
Section 9
100 SERIES

Conditions:
Weight...................................................................................... 7255 pounds
2200 RPM
TEMP
C
PWR
2000 RPM
131
121
100%
End
880
870
FUEL
FLOW
PPH
198
195
206
205
185
148
147
120
100%
Rng
End
950
920
850
215
209
191
148
144
120
920
830
760
220
199
182
155
143
116
100%
Rng
End
1010
910
830
232
206
187
155
143
116
100%
Rng
End
930
830
750
223
199
181
156
142
116
100%
Rng
End
1020
910
830
236
205
186
157
142
116
-40
100%
Rng
End
970
820
740
235
196
179
159
140
114
100%
Rng
End
1060
890
810
250
202
183
160
140
114
-50
100%
Rng
75%
End
1020
810
770
730
254
194
184
175
164
138
129
110
100%
Rng
75%
End
1130
860
840
790
274
195
191
178
165
135
132
111
-10
100%
End
800
780
FUEL
FLOW
PPH
191
188
-20
100%
Rng
End
860
860
770
-30
100%
Rng
End
-33
TRQ
LBFT
TAS
PWR
KTS
TRQ
LBFT
TAS
KTS
130
122

Conditions:
Weight...................................................................................... 7255 pounds
2000 RPM
-20
100%
End
820
790
FUEL
FLOW
PPH
196
188
-30
100%
Rng
End
870
840
770
210
202
185
149
144
120
100%
Rng
End
960
910
850
221
208
192
150
143
120
-35
100%
Rng
End
900
840
770
216
201
183
152
143
119
100%
Rng
End
980
910
840
228
206
190
153
141
118
-40
100%
Rng
End
920
830
760
224
199
182
155
141
116
100%
Rng
End
1010
900
830
238
206
188
156
141
116
-50
100%
Rng
End
980
820
740
243
196
178
161
139
114
100%
Rng
End
1080
870
810
262
199
183
162
137
114
TRQ
LBFT
TAS
KTS
PWR
TRQ
LBFT
139
121
100%
End
900
870
FUEL
FLOW
PPH
205
196
TAS
KTS
ECC
2200 RPM
TEMP
C
PWR
139
123
9 . 6 - 47
Section 9
100 SERIES
MAXIMUM LANDING WEIGHTS WITH ECC

Conditions:
Flaps 35
Airspeed 74 KIAS (VREF)
NO T E S :
landing weight.
landing weight limit is 6,690 lb.
ECC
9.6 - 48
Section 9
100 SERIES

OAT
(F) 7000 8000 9000 10000 11000 12000
11
52
6690
6690
6690
6690
6690
13
55
6690
6690
6690
6690
6690
15
17
19
21
23
59
63
66
70
73
6690
6690
6690
6690
6690
6690
6690
6690
6690
6690
25
77
6690
6690
27
81
6690
6690
29
84
6690
6690
31
88
6690
33
91
6690
35
95
37
99
6690
6690
6690
6690
6690
6690
6690
6606
6231
6690
6452
6478
6104
6690
6329
6352
5973
6566
6202
6220
5838
6071
6454
6083
5696
6664
6304
5932
6318
5940
5549
6690
6528
6167
5793
6543
6174
5792
5396
6690
6390
6026
6399
6026
5639
6247
5871
6690
6456
6450
6093
6354
6572
6437
6605
6286
6690
6591
6249
6645
6470
6690
6690
6653
6479
6690
6690
6608
6690
6690
6690
6690
6690
ECC
OAT
(C)
Table 9.6-8 Maximum Landing Weights with ECC
9.6 - 49
Section 9
100 SERIES
BALKED LANDING RATE OF CLIMB WITH ECC

Conditions:
Flaps............................................................................................ 35 (Down)
Example:
Weight...................................................................................... 6690 pounds
NO T E S :
charted data.
For operation in air warmer than provided in this table, use extreme
caution.
This chart is required data for aircraft certification. However,
significantly better performance may be achieved by climbing at the
Best Rate of Climb speeds with the flaps positioned at 20 or following
the Go-Around/Balked Landing procedure outlined in Section 4.
ECC
9.6 - 50
Section 9
6690 POUNDS WEIGHT
6000 POUNDS WEIGHT
PRESS CLIMB
RATE OF CLIMB - FPM
ALT SPEED
-20C
0C 20C 40C 50C
FT
KIAS
PRESS CLIMB
RATE OF CLIMB - FPM
ALT SPEED
-20C
0C 20C 40C 50C
FT
KIAS
S.L.
74
1250
1213 1181
2000
74
1215
1176
4000
74
1179
1142
6000
74
8000
74
10000
74
12000
74
795
567
713
477
1490 1459
2000
74
1492
1454
4000
74
1457
1421
6000
74
1418
1242
914
488
1410
1144
804
367
8000
74
1289
1049
719
1217
959
622
10000
74
12000
74
627
402
526
282
845
460
763
370
1139
976
677
290
1132
888
578
182
1018
798
497
954
717
410
613
312
520
215
658
421
125
587
337
32
681
1526
931
842
781
942
74
1020
764
1034
S.L.
1285
852
603
1186
739
470
1096
671
1004
571
1098
848
519
1012
745
411
899
641
317
820
547
214
5000 POUNDS WEIGHT
4000 POUNDS WEIGHT
PRESS CLIMB
RATE OF CLIMB - FPM
ALT SPEED
FT
KIAS -20C 0C 20C 40C 50C
PRESS CLIMB
RATE OF CLIMB - FPM
ALT SPEED
FT
KIAS -20C 0C 20C 40C 50C
S.L.
74
2031
1995 1966
1463 1163
1352 1043
1765 1253
958
1645 1117
798
2000
74
1998
1960
4000
74
1963
1928
1436
924
6000
74
1925
1721 1337
833
1915
1604 1204
689
8000
74
10000
74
12000
74
1778
1499 1111
1391
1558
1267
882
1454
1143
751
1329
1029
649
1233
916
525
996
74
2743
2706 2677
2000
74
2709
2670
4000
74
2673
2638
6000
74
8000
74
10000
74
12000
74
1546 1044
1692
S.L.
2056 1685
1918 1535
2434 1802 1436

2285 1632 1236
2169 1549
2031 1399
2634
2388 1916 1295
2621
2242 1750 1114
2458
2119 1644
2351
1984 1499
2192
1839 1366
2063
1684 1204
1916
1551 1086
1797
1410
931
Table 9.6-9 Balked Landing Rate of Climb with ECC
9 . 6 - 51
ECC
100 SERIES
Section 9
100 SERIES
BALKED LANDING CLIMB GRADIENT WITH ECC

Conditions:
Flaps............................................................................................ 35 (Down)
Winds.....................................................................................................Zero
Example:
Weight...................................................................................... 6690 pounds
NO T E S :
Balked Landing Climb Gradients shown represent the gain in altitude
for the horizontal distance traveled and is expressed as Feet per
Nautical Mile.
charted data.
For operation in air warmer than provided in this table, use extreme
caution.
This chart is required for aircraft certification. However, significantly
better performance may be achieved by climbing at the Best Rate of
Climb speeds with the flaps positioned at 20 or following the GoAround/Balked Landing procedure outlined in Section 4.
ECC

9.6 - 52
Section 9
6690 POUNDS WEIGHT
6000 POUNDS WEIGHT
PRESS CLIMB
ALT SPEED
-20C
0C 20C 40C 50C
FT
KIAS
PRESS CLIMB
ALT SPEED
-20C
0C 20C 40C 50C
FT
KIAS
S.L.
74
1087
1014
2000
74
1018
946
4000
74
949
884
6000
74
8000
74
10000
74
12000
74
951
615
431
551
362
S.L.
74
1338
1254 1183
2000
74
1258
1178
4000
74
1181
1106
6000
74
8000
74
10000
74
12000
74
789
467
294
719
391
206
628
329
567
265
883
725
484
200
877
659
413
126
757
569
341
709
511
282
601
420
206
545
356
142
451
277
79
402
221
20
803
595
730
518
999
636
442
920
551
344
818
482
748
409
1105
927
655
337
1098
852
575
253
963
751
495
908
686
428
786
583
343
723
511
271
617
423
202
562
360
136
5000 POUNDS WEIGHT
4000 POUNDS WEIGHT
PRESS CLIMB
ALT SPEED
FT
KIAS -20C 0C 20C 40C 50C
PRESS CLIMB
ALT SPEED
FT
KIAS -20C 0C 20C 40C 50C
S.L.
74
1815
1709 1619
2000
74
1714
1612
4000
74
1616
1523
6000
74
1521
1513
8000
74
10000
74
12000
74
1146
891
1057
797
1389
941
705
1291
837
586
4000
74
2271
2143
6000
74
2140
1842 1401
902
2129
1719 1274
774
8000
74
1901
1554 1147
1810
1449 1043
10000
74
12000
74
964
577
1207
867
476
1344
1082
768
1276
1002
687
584
918
681
413
850
605
334
1522 1185
1962 1371 1066
1299
498
1639 1306
2265
665
875
2398 2274
2406
753
788
2547
74
1164
1125
74
2000
1078
1048
S.L.
1831 1236
1663 1127
1550 1015
1611
1285
912
1509
1173
801
1340
1034
694
1253
938
593
914
Table 9.6-10 Balked Landing Climb Gradient with ECC
9.6 - 53
ECC
100 SERIES
Section 9
100 SERIES

EXTERNAL CARGO COMPARTMENT BAY LOADING LIMITS
The following figure defines the loading limits for the various External Cargo
Compartment zones, if equipped.
Bay
FS (inches)
Maximum Load (pounds)
26.0
290
75.25
280
110.75
180
Figure 9.6-1 External Cargo Compartment Bay Loading Limits
9.6-7 AIRPLANE AND SYSTEMS DESCRIPTIONS
ECC
The ECC, with a 63-cubic-foot area and a 750 pound capacity, may be
installed on KODIAK 100 airplanes. The ECC is constructed of two pieces
the nose fairing and the main pod which are separated by a stainless steel
firewall.
The ECC and its doors have a foam composite core, strips of a nonwoven
metallic lightning and shielding mesh, a layer of ground plane mesh, and an
outer layer of fiberglass.
Two bulkheads divide the pod into three compartments. Each compartment
may be accessed through a separate door located in the left side of the pod.
Ventral fins, strakes, and aerodynamic fences are installed to provide
additional stability about the yaw axis. A fuel drain system enables exterior
access to the fuel drain lines.
9.6 - 5 4
Section 9
100 SERIES
9.6-8 HANDLING, SERVICE, AND MAINTENANCE

JACKING
ECC
A series of jack adapters are provided as a tool kit for jacking the airplane.
One adapter fits into the drag brace fitting on the fuselage for jacking the
nose gear. Two adapters (one for each main wheel) fit onto the existing axle
assemblies for jacking the main wheels. Two additional adapters screw into
the belly of the airplane at the main landing gear carry through structure, for
jacking the airplane to remove the main landing gear. For airplanes equipped
with an external cargo compartment, two additional adapters are placed
under the outboard aft trunnion bolt and used to jack the airplane.
9.6 - 55
Section 9
100 SERIES
ECC
9.6 - 56
100 SERIES
Section 9
G A R M I N W E AT H E R R A DA R
GARMIN GWX 68 WEATHER RADAR

INTRODUCTION
Weather Radar
When the optional Garmin GWX 68 color weather radar is installed in the
KODIAK 100, this Supplement is applicable and must be inserted in the
Supplement section (Section 9) of the KODIAK 100 Pilots Operating
Handbook and FAA Approved Airplane Flight Manual (POH/AFM). This
basic POH/AFM.
9 .7-1
Section 9
100 SERIES
Weather Radar
9 .7- 2
100 SERIES
Section 9
GARMIN GWX 68 WEATHER RADAR Supplement

Table of Contents
Weather Radar
GENERAL9.7-5
DESCRIPTIVE DATA9.7-5
LIMITATIONS9.7-5
KINDS OF OPERATION EQUIPMENT LIST9.7-5
PLACARDS9.7-6
CHECKLIST EMERGENCY PROCEDURES9.7-6
AMPLIFIED EMERGENCY PROCEDURES9.7-6
GENERAL9.7-6
PERFORMANCE9.7-6
THE GARMIN GWX 68 COLOR WEATHER RADAR SYSTEM 9.7-7
9 .7- 3
Section 9
100 SERIES
Weather Radar
9 .7- 4
Section 9
100 SERIES
9.7-1 GENERAL
This supplement, written especially for operators of Quest KODIAK 100
aircraft equipped with Garmin GWX 68 weather radar, provides information
not found in the basic POH/AFM. It contains information for the safe
operation of the airplane and radar system.
DESCRIPTIVE DATA
The optional Garmin GWX 68 color weather radar is a 4-color digital pulsed
radar with 6.5 kilowatts of output power.
The Quest KODIAK 100 uses an underwing pod mounted 10 inch phased
array antenna stabilized to accommodate 30 of pitch and roll.
The radar data is displayed on the G1000 multi-function display (center
screen). The radar functions are controlled through the multi-function display
(MFD) buttons and controls. The system is electrically protected by a 5 amp
circuit breaker located on the center pedestal, Avionics 2 bus.
See the Garmin G1000 Integrated Flight Deck Pilots Guide for further
information.
9.7-2 LIMITATIONS
Except as shown in this section, operating limitations associated with the
Garmin GWX 68 weather radar installation are the same as those for the
Quest KODIAK 100 landplane. The limitations included herein apply only to
operations with the weather radar system installed.
WARNIN G: The limitations included in this section have been approved
by the Federal Aviation Administration. Observance of these operating
limitations is required by Federal Aviation Regulations.
KINDS OF OPERATION EQUIPMENT LIST
VFR DAY
VFR NIGHT
IFR DAY
IFR NIGHT
KNOWN
ICING
KINDS OF OPERATION EQUIPMENT LIST
POH/AFM Supplement for the

Garmin GWX 68 Airborne Color
Radar
Accessible to
pilot in flight if
radar is to be
used.
Garmin G1000 Integrated Flight

Deck Pilots Guide with Section
6.2 Airborne Color Radar
Accessible to
pilot in flight if
radar is to be
used.
Comments
PLACARDS AND MARKINGS
9 .7- 5
Weather Radar
System, Instrument,
Equipment, and/or Function
Section 9
100 SERIES
PLACARDS
The following placard must be displayed when the Garmin GWX 68 radar
system is installed.
On the instrument panel in clear view of the pilot:
WARNING!!
DO NOT OPERATE RADAR
WITH PERSONNEL WITHIN 10
FEET OF POD DOME

CHECKLIST EMERGENCY PROCEDURES
Unchanged.
AMPLIFIED EMERGENCY PROCEDURES

Unchanged.

GENERAL
Unchanged.
Pilots should refer to the Garmin G1000 Integrated Flight Deck Pilots Guide
for GWX 68 operating procedures.
9.7-5 PERFORMANCE
The information presented in the introduction and Flight Planning paragraphs
of Section 5 of the basic landplane POH/AFM is also generally applicable
to the KODIAK with the GWX 68 weather radar installed. However, the
following approximate performance effects due to the radar pod installation
should be noted:
Stall speeds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . No change
Climb performance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . No change
Cruise performance . . . . . . . . . . . . . . . . . . . . . .1 to 2 knot decrement
Weather Radar
9 .7- 6
100 SERIES
Section 9

Weight and balance information contained in the basic KODIAK 100
POH/AFM generally should be used for the radar equipped airplane.
WARNIN G: It is the responsibility of the pilot to ensure that the airplane
is loaded properly. Operation outside of prescribed weight and balance
limitations could result in an accident and serious or fatal injuries.

This section describes briefly the Garmin GWX 68 color weather radar
system in the Quest KODIAK.
THE GARMIN GWX 68 COLOR WEATHER RADAR SYSTEM

The optional Garmin GWX 68 color weather radar is a 4-color digital
pulsed radar with 6.5 kilowatts of output power. The Quest KODIAK uses
an underwing pod mounted 10 inch phased array antenna stabilized to
accommodate 30 of pitch and roll. To focus radar scanning on specific
areas, Sector Scanning offers pilot selectable horizontal scan angles of 20,
40, 60, or 90. A vertical scanning function helps to analyze storm tops,
gradients, and cell buildup activity at various altitudes.
The radar data is displayed on the G1000 multi-function display (center
screen). The radar functions are controlled through the MFD soft keys and
rotary knobs. Available modes are Standby, Weather, Ground Map, and
Vertical Scan. Range may be selected with the G1000 MFD range knob.
Antenna tilt and gain may be adjusted for particular needs. WATCH and
Weather Alert functions are provided to give pilots more weather information.
See the Garmin G1000 Integrated Flight Deck Pilots Guide for further
information.

Section 8 of the basic KODIAK 100 landplane POH/AFM applies, in general,
to the GWX 68 equipped airplane.
Weather Radar
The airplane should be regularly inspected and maintained in

accordance with information found in the KODIAK 100 Airplane
Maintenance Manual and in Service Letters or Bulletins, and the
airplane must receive all required inspections.
9 .7-7
Section 9
100 SERIES
Weather Radar
9 .7- 8
100 SERIES
Section 9
G A R M I N G FC 70 0 A FS
GARMIN GFC 700

AUTOMATIC FLIGHT CONTROL SYSTEM
INCLUDING ELECTRONIC STABILIT Y AND PROTECTION (ESP)
AND UNDERSPEED PROTECTION (USP) FUNCTIONS
INTRODUCTION
When the Garmin GFC 700 Automatic Flight Control System is installed in
the KODIAK 100, this Supplement is applicable and must be inserted in
the Supplement section (Section 9) of the KODIAK 100 Pilots Operating
Handbook and FAA Approved Airplane Flight Manual. This document must
be carried in the airplane at all times. Information in this supplement adds
to, supersedes, or deletes information contained in the basic KODIAK 100
POH/AFM.
9 . 9 -1
Garmin GFC 700
Garmin GFC 700
Section 9
100 SERIES
9.9 -2
100 SERIES
Section 9
Garmin GFC 700 Automatic Flight Control System

Table of Contents
CONTENTS........................................................................................................PAGE
GENERAL 9.9-5
LIMITATIONS 9.9-5
AUTOPILOT ENGAGEMENT LIMITS (INCLUDING LVL MODE ENGAGEMENT)
9.9-5
AUTOPILOT COMMAND LIMITS 9.9-5
ESP ENGAGEMENT LIMITS 9.9-5
KINDS OF OPERATION LIMITS 9.9-6
AUTOPILOT MALFUNCTION9.9-7
UNDERSPEED PROTECTION RECOVERY 9.9-8
PRE-FLIGHT INSPECTION 9.9-9
BEFORE TAKEOFF 9.9-9
ENABLING/DISABLING ESP 9.9-9
TEMPORARY INTERRUPT OF ESP 9.9-9
VNAV PROCEDURES9.9-10
GPS APPROACHES9.9-10
COLD WEATHER OPERATIONS9.9-10
PERFORMANCE9.9-11
AIRPLANE & SYSTEMS DESCRIPTIONS9.9-11
PRIMARY OPERATING FUNCTIONS 9.9-11
GMC 710 AFCS MODE CONTROLLER9.9-13
ROLL, PITCH, AND YAW SERVOS9.9-15
INTEGRATED AVIONICS UNITS9.9-15
AUTOPILOT DISCONNECT/TRIM INTERRUPT SWITCH9.9-15
TAKE OFF/GO AROUND BUTTON9.9-16
PITCH TRIM SERVO9.9-16
ELECTRIC PITCH TRIM SWITCH9.9-16
LVL BUTTON9.9-16
ELECTRONIC STABILITY AND PROTECTION 9.9-17
UNDERSPEED PROTECTION MODE9.9-21
ANNUNCIATION SYSTEM 9.9-23
AUTOMATIC FLAP CONFIGURATION TRIM9.9-25
9.9 -3
Garmin GFC 700
Garmin GFC 700
Section 9
100 SERIES
9.9 - 4
100 SERIES
Section 9
9.9-1 GENERAL
The airplane is equipped with a Garmin GFC 700 Automatic Flight Control
System (AFCS) which is fully integrated within the Garmin G1000. Refer
to the Garmin G1000 Integrated Avionics System Pilots Guide for the
Quest KODIAK 100 for additional description of the AFCS and operating
procedures.
9.9-2 LIMITATIONS
1. The appropriate revision of the Garmin G1000 Integrated Flight Deck
Cockpit Reference Guide for the Quest KODIAK 100 (P/N 190-00645-XX,
where X can be any digit from 0 to 9) must be immediately available to
the pilot during flight. The software status stated in the cockpit reference
guide must match that displayed on the equipment.
2. Minimum Autopilot speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80 KIAS
3. Maximum Autopilot speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 182 KIAS
4. Autopilot Minimum-Use Height

Takeoff and Climb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 400 feet AGL

Enroute and Descent . . . . . . . . . . . . . . . . . . . . . . . . . . 1000 feet AGL
Approach (GP or GS Mode) . . . . . . . . . . . . . . Higher of 200 feet AGL
or Approach MDA, DA, DH
Approach (FLC, VS, PIT, or ALT Mode) . . . . . Higher of 400 feet AGL
or Approach MDA
5. Yaw Damper must be turned off for takeoff and landing.

6. The Autopilot may not be engaged beyond the Engagement Limits. If the
Autopilot is engaged beyond the Command Limits (up to engagement
limits), it will be rolled or pitched to within the Command Limits and
an altitude loss of 1000 feet or more can be expected while attitude is
established in the selected mode.
7. The Autopilot and Flight Director will not command pitch or roll beyond the
Command Limits.
8. If Stall Warning is inoperative, Autopilot Underspeed Protection will not be
provided in Altitude Critical Modes (ALT, GS, GP, TO and GA).
9. Flap transitions are limited to one increment at a time.
AUTOPILOT ENGAGEMENT LIMITS (INCLUDING LVL MODE

ENGAGEMENT)
1. Pitch ................................................................................................. 50
2. Roll................................................................................................... 75
AUTOPILOT COMMAND LIMITS

1. FD Pitch Command Limits .......................................................+16, -15
2. FD Roll Command Limits ................................................................. 30
3. Vertical Speed Hold Limit..................................................... 4000 Ft/Min
4. Takeoff and Go-around Pitch...............................................................+9
ESP ENGAGEMENT LIMITS

1. Pitch ................................................................................................. 21
2. Roll ................................................................................................... 45
9.9 - 5
Garmin GFC 700
Garmin GFC 700
Section 9
100 SERIES
KINDS OF OPERATION LIMITS

When equipped with the Garmin GFC 700 Autopilot, the following items
shall be applicable to the Kinds of Operation Equipment List (KOEL). This
KOEL supplements the one found in the main body of the AFM/POH and
identifies equipment required to be operational in the kind of operations listed
for airplane airworthiness, according to 14 CFR Part 23. These equipment
items must be installed and in proper condition for the particular type of
operation desired. The equipment list for the airplane should be referenced
for additional equipment information. The pilot in command is the final
authority for determining the airworthiness of the airplane for each flight and
for assuring compliance with the Federal Aviation Regulations.
Deviations from the KOEL may be approved for the operation of a specific
aircraft if a proper MEL (Minimum Equipment List) has been authorized by
the appropriate regulatory agency.
Since the automatic flap configuration trim is provided through the GFC 700
when it is installed, the KOEL is modified as follows:
V
F
R
System, Instrument,
Autoflight
Roll Servo
Pitch Servo
Yaw Servo
Pitch Trim Servo
Pitch Trim Adaptor
GMC 710 Mode Controller
AP DISC/TRIM INT
Takeoff/Go Around Button
LVL Button
Electric Manual Pitch-Trim Switch
Automatic Flap Configuration Trim
Function
Autopilot Function
Flight Director Function
Yaw Damper Function
9.9 - 6
V
F
R
D
A
Y
N
I
G
H
T
0
0
0
1
1
1
2
0
0
0
I
F
R
I
F
R
D
A
Y
N
I
G
H
T
0
0
0
1
1
1
2
0
0
0
0
0
0
1
1
1
2
0
0
0
0
0
0
1
1
1
2
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Comments
No FLAP TRIM FAIL annunciation

shown after PFT complete.
100 SERIES
Section 9

AUTOPILOT MALFUNCTION
Autopilot malfunction may be identified by any one of the following cues:
1. Warning, Caution, or Advisory CAS Messages (see Table 9.9-1)
2. Deviation from flight path
3. Abnormal control movement
4. 3 per second pitch rate
5. Greater than 5 per second roll rate
6. 4 deviation from a stabilized pitch attitude
7. 15 deviation from stabilized roll attitude
8. Glideslope or Glidepath deviation equivalent to 25% scale (1/2 dot) on
approach
9. Localizer or other CDI deviation equivalent to 25% scale (1/2 dot) on
approach
10. Automatic autopilot disconnect
If any of the above cues are seen, disengage the autopilot immediately
(if not already automatically disconnected) and hand-fly the airplane. Do
not reengage the autopilot until the malfunction has been identified and
corrected. Disconnect the autopilot as follows:
1. Firmly grasp the control wheel.
2. Press and hold the AP DISC/TRIM INT Switch on the control yoke. The
autopilot will disconnect and power is removed from the trim motor. Power
is also removed from all primary servos and engaged solenoids. Note the
visual and aural alerting indicating autopilot disconnect.
3. Re-trim the airplane as needed using the manual trim wheel. Substantial
trim adjustment may be required.
4. Pull the AUTO PILOT circuit breaker on AVIONICS BUS NO 2.
5. Release the AP DISC/TRIM INT Switch.
9 . 9 -7
Garmin GFC 700
Garmin GFC 700
Section 9
Alert Condition
Pitch Trim Failure
(or stuck MEPT
Switch)
Yaw Damper Failure
100 SERIES
Annunciation
PTRM
YAW
Description
Pitch Trim is inoperative
OR
one of the MEPT switches is stuck.
YD control failure.
Roll Failure
ROLL
Roll axis control failure; AP inoperative.
Pitch Failure
PTCH
Pitch axis control failure; AP

inoperative.
System Failure
AFCS
AP and MEPT are unavailable; FD may

still be available.
PFT
Performing preflight system test; aural

alert sounds at completion.
Do not press the AP DISC Switch
during servo power-up and preflight
system tests as this may cause the
preflight system test to fail or never to
start (if servos fail their power-up tests).
Power must be cycled to the servos to
remedy the situation.
PFT
Preflight system test failed; aural alert

sounds at failure.
Preflight Test
Table 9.9-1 AFCS Status Alerts
9.9-3A ABNORMAL PROCEDURES

UNDERSPEED PROTECTION RECOVERY
UNDERSPEED PROTECT ACTIVE
Warning
(Autopilot engaged, and airspeed has fallen below minimum threshold.)
Recovery may be initiated in one of three ways:
1. Power Lever.... INCREASE as required to correct underspeed condition.
OR
2. Autopilot AP DISC/TRIM INT Switch.......... PRESS and hand-fly airplane
OR
3. Autopilot .......CHANGE MODES to one in which the AFCS can maintain
airspeed
9.9 - 8
100 SERIES
Section 9

CAUT I O N : Turning the ALT SEL or ALT Knob while in Altitude Hold
Mode changes the Selected Altitude, but not the flight directors Altitude
Reference, and does not cancel the mode..
NO T E : Detailed normal operating procedures for the GFC 700 AFCS are
described in the Garmin G1000 Integrated Avionics System Pilots Guide
for the Quest KODIAK 100.
PRE-FLIGHT INSPECTION
A self test is performed upon power application to the AFCS. A boxed AFCS
annunciator will appear on the PFD in white text on a red background,
followed by a boxed PFT in black text on a white background. Successful
completion is identified by the aural disconnect tone being heard.
Additionally, FLAP TRIM FAIL and FLAP TRIM INHIBIT will be annunciated
until the self test is completed successfully.
BEFORE TAKEOFF
1. Manual Electric Trim....................................................................... TEST
Press the TRIM INT button down and hold while commanding trim.
Trim should not operate either nose up or nose down.
2. Autopilot............................................................ ENGAGE (press AP key)
3. Autopilot Override............................................................................ TEST
Move flight controls fore, aft, left, and right to verify that the Autopilot
and Yaw Damper can be overpowered.
4. Autopilot........................DISENGAGE (press AP DISC/TRIM INT button)
5. Flight Director.............................................DISENGAGE (Press FD key)
ENABLING/DISABLING ESP
1. Turn the large FMS Knob to select the AUX page group.
2. Turn the small FMS Knob to select the System Setup Page.
3. Press the SETUP 2 Softkey.
4. Press the FMS Knob momentarily to activate the flashing cursor.
5. Turn the large FMS Knob to highlight the Status field in the Stability and
Protection Box.
6. Turn the small FMS Knob to select ENABLED or DISABLED.
7. Press the FMS Knob momentarily to remove the flashing cursor.
TEMPORARY INTERRUPT OF ESP

Although Electronic Stability and Protection (ESP) is only provided when
AFCS Autopilot is disengaged, the AFCS and its servos are the source of
ESP guidance. When the AP DISC/TRIM INT button is pressed and held,
the servos will provide no ESP control force feedback. Upon release of the
AP DISC/TRIM INT button, ESP will be restored.
1. AP DISC/TRIM INT............PRESS and HOLD until maneuver complete.
9.9 - 9
Garmin GFC 700
Garmin GFC 700
Section 9
100 SERIES
VNAV PROCEDURES
Vertical Direct-To Autopilot Coupling
While on course and navigating on a flight plan to a waypoint via GPS:
1. VNV key on Autopilot.............................................. PRESS to arm VPTH
2. Altitude Knob.....................................................SELECT desired altitude
3. MFD FPL key................................................................................PRESS
4. FMS knob to activate the cursor.......................PRESS to activate cursor
5. FMS knob.........................................TURN to highlight desired waypoint
6. VNV D Softkey..........................................................................PRESS
7. ENT key..................................... PRESS to activate the Vertical Direct-to
NO T E : When the VNAV path is changed by a flight plan modification,
the vertical path must be recalculated by the G1000 in order to
prevent following a path that may no longer be appropriate. During the
recalculation time, the pathways are reset to the selected altitude. This
issue is only seen transiently if the flight plan is modified while on a VNAV
descent. The issue is the subject of an active Garmin change request to
determine how the operation might be improved.
GPS APPROACHES
To supplement the procedures outlined in the Garmin G1000 Integrated
Avionics System Pilots Guide for the Quest KODIAK 100, the following
should be noted:
While flying any GPS approach, the APR mode should be used, since it
provides more precise tracking of the lateral approach guidance. When this
mode is selected on the autopilot, GP will automatically be armed and will
capture the glidepath (if one is provided for the approach). On an LNAV
GPS approach, the GP function will still be armed on the autopilot (white GP
annunciation) even though a glidepath may not be provided for this type of
approach.
On these LNAV approaches with no glidepath, the vertical navigation function
may be used with the autopilot to fly a stabilized approach. However,
VNV mode (as well as the Pathways, Vertical Deviation Indicator, and the
Required Vertical Speed Indicator) is only available to the Final Approach
Fix (FAF). From the final approach fix inbound, another vertical mode must
be selected on the autopilot (FLC or VS modes are recommended) if it is to
remain engaged for the approach, or the aircraft may be hand-flown.
COLD WEATHER OPERATIONS

In temperatures below -40C, twenty minutes are required from initial poweron to when the autopilot should first be engaged.
9 . 9 -10
100 SERIES
Section 9
9.9-5 PERFORMANCE
CAUT I O N : The Autopilot may not be able to maintain all selectable
vertical speeds. Selecting a vertical speed that exceeds the aircrafts
available performance may cause the underspeed protection to activate
and reduce the selected vertical speed.

Refer to Section 6, Weight and Balance, of the basic POH.

PRIMARY OPERATING FUNCTIONS
This airplane is equipped with a GFC 700 a three axis, fully digital, dual
channel, fail passive Automatic Flight Control System (AFCS). The system
consists of the GMC 710 AFCS Mode Controller, Roll Servo, Pitch Servo,
Yaw Servo, Integrated Avionics Units, Pitch Trim Servo, Pitch Trim Adapter,
AP DISC/TRIM INT Switch, Take Off / Go Around Button, LVL Button, and
Electric Manual Pitch-Trim Switches. The GFC 700 AFCS with Yaw Damper
can be divided into three primary operating functions Flight Director,
Autopilot, and Yaw Damper.
Flight Director
The Flight Director provides pitch and roll commands to the AFCS and
displays them on the PFD. With the Flight Director activated, the pilot can
hand-fly the airplane to follow the path shown by the command bars. Flight
Director operation takes place within the #1 Integrated Avionics Unit and
provides:

Mode annunciation
Vertical reference control
Pitch and roll command calculation
Pitch and roll command display
Autopilot
The Autopilot controls the airplane pitch, roll, and yaw attitudes, while
following commands received from the Flight Director. Autopilot operation
occurs within the servos and provides:

Autopilot engagement and annunciation

Autopilot command and control
Auto-trim operation
Manual and automatic electric elevator trim
Two axis airplane control (pitch and roll), including approaches
Level (LVL) mode engagement command of zero roll and zero vertical
speed.
Yaw Damper
Yaw Damper operation is provided by the yaw servo, and it supplies the
following:

Yaw Damper engagement and annunciation

Yaw axis airplane control
9 . 9 -11
Garmin GFC 700
Garmin GFC 700
Section 9
100 SERIES
GMC 710
AFCS Control Unit
GDU 1040
PFD #1
GIA 63W #1
Integrated Avionics
Unit
System Integration
Processors
I/O Processors
VHF COM
VHF NAV/LOC
GPS
Glideslope
GPS Output
GDU 1040
MFD
GMA 1347
Audio Panel #1
GMA 1347
Audio Panel #2
GWX 68
Weather Radar
GDL 69A
Data Link
Airborne Weather
and
Ground Mapped
Radar Data
(optional)
Real-time
Weather
and Digital Audio
Entertainment
(optional)
GDC 74A #1
Air Data
Computer
GDC 74A #2
Air Data
Computer
OAT
Airspeed
Altitude
Vertical Speed
OAT
Airspeed
Altitude
Vertical Speed
GRS 77 #1
AHRS
Attitude
Rate of Turn
Slip/Skid
GRS 77 #2
AHRS
Attitude
Rate of Turn
Slip/Skid
GMU 44 #1
Magnetometer
GMU 44 #2
Magnetometer
Heading
Heading
GDU 1040
PFD #2
GIA 63W #2
Integrated Avionics
Unit
System Integration
processors
I/O Processors
VHF COM
VHF NAV/LOC
GPS
Glideslope
GPS Output
GTX 33
Transponder
GEA 71
Engine
Airframe Unit
L-3 WX-500
Stormscope
Lightning Sensor
(optional)
GTS 800
Traffic
Advisory
System
(optional)
L-3 Skywatch
SKY497
Traffic
Advisory System
(optional)
GSA 80 (2)
GSA 81 (2)
Servos
Figure 9.9-1 Basic G1000 System Block Diagram
9 . 9 -12
100 SERIES
Section 9
GMC 710 AFCS MODE CONTROLLER

The GMC 710 AFCS Mode Controller, located just below the MFD, provides
primary control of Autopilot modes and yaw damper engagement. A pitch
wheel is included for adjustment of pitch mode reference. 28 VDC for GFC
700 AFCS is supplied through a 5-amp circuit breaker labeled AUTO PILOT
(located 5 rows down and 5 circuit breakers in from the left). All Autopilot
mode selection is performed by using the mode select buttons and pitch
wheel on the controller.
Refer to Figure 9.9-2 and Table 9.9-2 on the following page.
9 . 9 -13
Garmin GFC 700
Garmin GFC 700
Section 9
1
HDG
HDG
APR
NAV
FD
XFR
CRS1
BC
PUSH SYNC
19
100 SERIES
BANK
AP
ALT
VS
ALT SEL
YD
8
DN
VNV
17
16
15
14
13
12
CRS2
SPD
UP
PUSH DIR
18
FLC
Annunciator Light
11
PUSH DIR
10
Figure 9.9-2 GMC 710 AFCS Control Unit
HDG Key
Selects/deselects Heading Select Mode
APR Key
Selects/deselects Approach Mode
NAV Key
Selects/deselects Navigation Mode
FD Key
Activates/deactivates the flight director only. Pressing once turns on

the selected flight director in the default vertical and lateral modes.
Pressing again deactivates the flight director and removes the
Command Bars. If the autopilot is engaged, the key is disabled.
XFR Key
Transfers between the pilot and copilot flight directors and controls
which flight director the autopilot is tracking.
ALT Key
Selects/deselects Altitude Hold Mode
VS Key
Selects/deselects Vertical Speed Mode
FLC Key
Selects/deselects Flight Level Change Mode
9 17 CRS Knobs
Adjust the Selected Course (while in VOR, LOC< or OBS Mode)

in 1 increments on the Horizontal Situation Indicator (HSI) of the
corresponding PFD.
Press to re-center the Course Deviation Indicator (CDI) and return
course pointer directly TO the bearing of the active waypoint/station.
10
SPD Key
Not used on the KODIAK 100
11
NOSE UP/
DN Wheel
Adjusts the reference in Pitch Hold, Vertical Speed, and Flight Level
Change modes
12
VNV Key
Selects/deselects Vertical Path Tracking Mode for Vertical

Navigation flight control
13
ALT SEL
Knob
Controls the Selected Altitude in 100-ft increments (a finer resolution

of 10 ft is available under approach conditions)
14
YD Key
Engages/disengages the yaw damper
15
AP Key
Engages/disengages the autopilot
16
BANK Key
Selects/deselects Low Bank Mode
18
BC Key
Selects/deselects Backcourse Mode
19
HDG Knob
Adjusts the Selected Heading and bug in 1 increments on the HSI

(both PFDs).
Press to synchronize the Selected Heading to the current heading
on the pilot-side PFD.
Table 9.9-2 Garmin AFCS Controls
9 . 9 -14
100 SERIES
Section 9
Flight Director Mode
Step Value
Pitch Hold (PIT)
.5 degree
Vertical Speed (VS)
100 feet per minute
Flight Level Change (FLC)
1 knot
Altitude Hold (ALT)
100 feet
Table 9.9-3 Flight Director Mode
ROLL, PITCH, AND YAW SERVOS

The Roll Servo, located in the left wing, and the Pitch and Yaw Servos, both
located in the empennage, position the aircraft flight controls in response to
commands generated by the Integrated Avionics Units Autopilot calculations.
28 VDC for Roll, Pitch, and Yaw Servo operation is supplied through the
5-amp AUTO PILOT circuit breaker (located 5 rows down and 5 circuit
breaker positions from the left).
INTEGRATED AVIONICS UNITS

The Integrated Avionics Units located behind each PFD function as the
main communication hubs to the Avionics System and GFC 700, linking
the systems to the PFD and MFD displays. Each Integrated Avionics Unit
receives air and attitude data parameters from the Air Data Computers and
Attitude and Heading Reference Systems. Each Integrated Avionics Unit
contains a GPS WAAS receiver, VHF COM/NAV/GS receivers, and system
integration microprocessors. The AFCS function within the Integrated
Avionics Units controls the active and armed modes for the Flight Director,
as well as Autopilot engagement. The Flight Director commands for the
active modes are calculated and sent to the PFD for display and mode
annunciation. The sensor data and Flight Director commands are also
sent to the servos over a common serial data bus. 28 VDC for Integrated
Avionics Unit 1 operation is supplied through the 7.5-amp NO 1 COMM
(located 3 rows down and 6 circuit breaker positions from the left) and 5-amp
NO 1 GPS/NAV circuit breakers (located 3 rows down and 5 circuit breaker
positions from the left). 28 VDC for Integrated Avionics Unit 2 operation
is supplied through the 7.5-amp NO 1 COMM (located 3 rows down and
6 circuit breaker positions from the left) and 5-amp NO 2 GPS/NAV circuit
breakers (located 4 rows down and 5 circuit breaker positions from the left).
AUTOPILOT DISCONNECT/TRIM INTERRUPT SWITCH

The yoke mounted Autopilot Disconnect/Trim Interrupt (AP DISC/TRIM
INT) Switch disengages the Autopilot, interrupts the electric trims (pitch,
roll, and yaw), and may also be used to mute the aural alert associated
with an Autopilot Disconnect. The Switch will also temporarily suspend the
servos from providing ESP correction forces, thus having an ESP interrupt
function. This may be useful to alleviate control forces if intentional
maneuvers are necessary beyond the ESP engagement threshold (i.e.,
isolated training maneuvers).
9 . 9 -15
Garmin GFC 700
Garmin GFC 700
Section 9
100 SERIES
TAKE OFF/GO AROUND BUTTON

The remote TO/GA switch, located on the left side of the power lever, selects
the Takeoff or Go Around mode on the Flight Director. When the aircraft
is on the ground, pressing the TO/GA switch engages the Flight Director
command bars in Takeoff (TO) mode. When the aircraft is in the air, pressing
the TO/GA switch engages the Flight Director command bars in Go Around
(GA) mode and cancels all armed modes except ALT ARM (ALTS).
NO T E : Selection of TO/GA switch will not change autopilot engagement
(i.e., if initially engaged, autopilot will remain engaged; if initially not
engaged, autopilot will remain not engaged). After TO/GA engagement,
other roll modes may be selected and Autopilot engagement is allowed.
However, an attempt to modify the pitch attitude with the Pitch Wheel
will result in a reversion to PIT mode. Additionally, if in Approach mode,
pressing the TO/GA switch resumes automatic sequencing of waypoints
by deactivating the SUSP mode. If power is insufficient to maintain goaround attitude, the Autopilot will enter Underspeed Protection Mode.
PITCH TRIM SERVO

The Pitch Trim Servo, located in the center pedestal, takes input from the
trim switch and Integrated Avionics Units to adjust pitch trim. 28 VDC for
Pitch Trim Adapter operation is supplied through the 5-amp AUTO PILOT
circuit breaker (located 5 rows down and 5 circuit breaker positions in from
the left).
ELECTRIC PITCH TRIM SWITCH

The yoke mounted Electric Pitch Trim Switch allows the pilot to manually
adjust aircraft trim when the Autopilot is not engaged. The pitch trim switch
may also be used to disengage the autopilot without disengaging the yaw
damper.
LVL BUTTON
The LVL button is separate from the GMC 710 Autopilot Mode Controller and
is installed just below it. The LVL button engages the autopilot in the Level
Mode and brings the airplane to zero vertical speed and wings level.
NO T E : Pressing the LVL button will not engage the autopilot in Level
Mode if the airplane is beyond the autopilot engagement limits specified on
page 9.9-7 of the supplement.
9 . 9 -16
100 SERIES
Section 9
ELECTRONIC STABILITY AND PROTECTION

ESP assists the pilot in maintaining the airplane in a safe flight condition.
Through the use of the GFC 700 AFCS sensors, processors, and servos,
ESP provides control force feedback, i.e. a soft barrier, to maintain the
aircraft within the pitch, roll, and airspeed flight envelope by automatically
engaging one or more servos when the aircraft is near the defined
operating limit. This feature is active only when in flight and when the GFC
700 Autopilot is off. The ESP engagement envelope is the same as the
Autopilot engagement envelope and is not provided beyond the Autopilot
engagement limits. The pilot can interrupt ESP by pressing and holding the
Autopilot Disconnect (AP DISC/TRIM INT) switch. If frequent maneuvers
are necessary beyond the engagement threshold, such as commercial pilot
training, the system can be disabled from the AUX/SETUP 2 page. Disabling
ESP will cause the ESP OFF advisory to annunciate. The system can be
re-enabled from the same page, or is automatically re-enabled at the next
system power-up.
To enable or disable ESP:
1. Turn the large FMS Knob to select the AUX Page Group.
2. Turn the small FMS Knob to select the System Setup Page.
3. If necessary, select the SETUP 2 Softkey to display the AUX-SYSTEM
SETUP 2 Page. If the AUX-SYSTEM SETUP 2 is already displayed,
proceed to step 4.
4. Press the FMS Knob to activate the cursor.
5. Turn the large FMS Knob to place the cursor in the STABILITY &
PROTECTION field.
6. Turn the small FMS Knob to select ENABLE or DISABLE.
7. Press the FMS Knob to remove the cursor.
ESP is automatically enabled on system power up.
ESP Pitch and Roll Modes

When the aircraft reaches the pitch and/or roll engagement limit, the system
commands the servos to apply a supplemental stick force back toward the
nominal attitude range. If the aircraft continues to pitch and/ or roll away
from the nominal attitude range, stick forces will increase with increasing
attitude deviation until the maximum Autopilot engagement limits are reached
at which point ESP will disengage.
ESP attempts to return the aircraft to the nominal attitude range, not to
a specific attitude. As the attitude returns to the nominal range, the stick
forces and attitude rate change are reduced until the aircraft reaches the
disengagement threshold and ESP becomes inactive. Roll protection
engagement limits are annunciated on the PFD as double ticks at 45 roll
attitude (see figure below). If the aircraft exceeds 45 roll attitude, ESP
becomes engaged and these indicators migrate to 30 roll attitude denoting
the disengagement threshold the point at which stick forces will be
removed. No PFD annunciation is provided during pitch ESP engagement.
9 . 9 -17
Garmin GFC 700
Garmin GFC 700
Section 9
100 SERIES
ESP Roll Engagement

Roll Limit Indicators are displayed on the roll scale at 45 right and left,
indicating where ESP will engage (see Figure 9.9-3). As roll attitude
exceeds 45, ESP will engage and the on-side Roll Limit Indicator will move
to 30, as shown in Figure 9.9-4. The Roll Limit is now showing where ESP
will disengage as roll attitude decreases.
Roll Limit
Indicator
ESP Engage
(45)
Roll Limit
Indicator
ESP Engage
(45)
Figure 9.9-3 ESP Roll Engagement Indication (ESP NOT Engaged)

ESP Engage (45)
Aircraft Roll Attitude = 44
ESP Disengage (30)

Before ESP Engage
Before ESP Engage
Figure 9.9-4 Roll Increasing to ESP Engagement
9 . 9 -18
100 SERIES
Section 9
Once engaged, ESP force will be applied between 30 and 75, as

illustrated in Figure 9.9-5. The force increases as roll attitude increases,
and decreases as roll attitude decreases. The applied force is intended to
encourage pilot input that returns the airplane to a more normal roll attitude.
As roll attitude decreases, ESP will disengage at 30.
Figure 9.9-5 ESP Roll Operating Range When Engaged
ESP is automatically disengaged if the airplane reaches the autopilot roll

engagement attitude limit of 75 (Figure 9.9-6).
ESP Upper Disengage Limit (75)
Figure 9.9-6 Roll Attitude Autopilot Engagement Limit (ESP Engaged)
9 . 9 -19
Garmin GFC 700
Garmin GFC 700
Section 9
100 SERIES
Pitch Engagement
ESP engages at 21 nose-up, and 21 nose-down. Once ESP is engaged,
it will apply opposing force between 19 and 50 nose-up, and between 19
and 50 nose-down, as indicated in Figure 9.9-7. Maximum opposing force
is applied between 25 and 50 nose-up and between 25 and 50 nosedown. This force is intended to encourage movement in the pitch axis in the
direction of the normal pitch attitude range for the aircraft.
There are no indications marking the pitch ESP engage and disengage limits
in these nose-up/nose-down conditions.
Figure 9.9-7 ESP Pitch Operating Range When Engaged
(Force increases as pitch increases, and decreases as pitch decreases)
9.9 -20
100 SERIES
Section 9
Roll Protection Limits

Engagement Limit: ...............................................................................45
Maximum Stick Force attained at..........................................................50
Disengagement Threshold (Zero Stick Force) .....................................30
Pitch Protection Limits
Engagement Limit: .............................................................................21
Maximum Stick Force attained at:.......................................................25
Disengagement Threshold (Zero Stick Force):.................................. 19
High Airspeed Mode
To protect against an overspeed condition, the High Airspeed Mode uses
engagement limits, thresholds, and stick forces similar to those used for the
pitch and roll modes, but is instead triggered by airspeed and controlled by
pitch attitude. When the aircraft reaches the ESP engagement limit, the
system commands the pitch servo to apply a supplemental stick force back
toward the nominal airspeed range.
UNDERSPEED PROTECTION MODE

To discourage aircraft operation below minimum established airspeeds,
the AFCS will automatically enter Underspeed Protection Mode when the
Autopilot is engaged and airspeed falls below the minimum threshold. If
aircraft stall warning system is not operational, autopilot underspeed
protections that depend on that system will also not be functional (affects
altitude critical modes only: ALT, GS, GP, TO, and GA). When the aircraft
reaches 80 knots, a yellow MINSPEED annunciation will appear above the
airspeed indicator and a single aural AIRSPEED will sound to alert the pilot
to an impending underspeed condition. The system differentiates two types
of vertical modes based on which vertical Flight Director mode is selected:
Altitude-Critical where terrain hazards are more probable and minimized
altitude loss is critical, and Non Altitude-Critical which generally correspond
with activities that can afford exchange of altitude for airspeed without
introducing terrain hazards.
9 . 9 - 21
Garmin GFC 700
Garmin GFC 700
Section 9
100 SERIES
Altitude-Critical Mode Underspeed Protection (ALT, GS, GP, GA, TO)

Upon stall warning system activation, the AFCS will abandon its Flight
Director and Autopilot reference modes and sacrifice altitude for airspeed.
The system will hold wings level, and airspeed will progressively increase
until stall warning becomes inactive. If the airplane is not wings-level when
the stall warning system activates, the airplane will achieve and maintain
wings-level flight until stall warning becomes inactive, then resume its
pre-warning lateral heading or track mode. The system will then increase
airspeed an additional +2 knots above the speed at which the stall warning
discontinued. Recovery may be initiated in one of three ways:
1. Add sufficient power to recover to a safe flight condition. If a small
power addition is made, the AFCS will pitch the aircraft to maintain speed
reference. If a large power addition is made, the AFCS recognizes
it via acceleration, and the AP/FD will transition to a nose-up pitch to
aggressively return to original altitude or glidepath/slope.
2. Disengage Autopilot via TRIM INT and hand-fly.
3. Change Autopilot modes to one in which the AFCS can maintain airspeed
(such as VS with a negative rate).
Non-Altitude Critical Mode Underspeed Protection (VS, PIT, VNAV,

LVL, FLC)
For all non-altitude critical modes, the Autopilot will maintain its original
reference (VS, PIT, etc.) until airspeed decays to a minimum airspeed
(MINSPD). Crew alert and annunciation during a non-altitude critical
underspeed event are similar to an altitude-critical event, except that:
Stall warning may not be active. Depending on load tolerances, the AP/
FD may reach the minimum airspeed reference and take underspeed
corrective action before stall warning occurs. If stall warning does
coincide or precede the aircraft reaching its minimum airspeed reference,
it has no influence only airspeed affects the AP/FD in non-altitude critical
events.
The originally selected lateral mode remains active. Upon reaching
minimum airspeed, the AFCS will abandon its Flight Director and
Autopilot reference modes and maintain this airspeed until recovery.
As with altitude-critical modes, available options for recovery are add
power, decouple/hand-fly, or change Autopilot modes. When adding
power, unlike the altitude-critical modes, which performs an aggressive
recovery, the AP/FD will maintain MINSPD until the original reference
can be maintained. Non-altitude critical modes will maintain the originally
selected lateral mode (HDG, NAV, etc.).
Coupled Go-Around
The autopilot is capable of flying fully coupled go-around maneuvers.
Pressing the GA button on the power lever will not disengage the Autopilot.
Instead, the Autopilot will attempt to capture and track the Flight Director
command bars. If insufficient airplane performance is available to follow the
commands, the AFCS will enter Altitude-Critical Mode when the stall warning
sounds.
9.9 -22
100 SERIES
Section 9
ANNUNCIATION SYSTEM
NO T E : Refer to the Garmin G1000 Integrated Avionics System Pilots
Guide for the Quest KODIAK 100 for a detailed description of the
annunciator system and all warnings, cautions, and advisories.
Crew Alerting System

AFCS alerts are displayed in the Crew Alerting System (CAS) window
located to the right of the altimeter and VSI. AFCS annunciations are
grouped by criticality and sorted by order of appearance with the most recent
message on top. The color of the message text is based on its urgency and
required action:
Warning (red) Immediate crew awareness and action required.
Caution (amber) Immediate crew awareness and future corrective action
required.
Advisory (white) Crew awareness required and subsequent action may
be required.
In combination with the CAS Window, the system issues an audio alert
when specific system conditions are met and an expanded description of the
condition is displayed in the Alerts Window located in the lower RH corner of
the PFD.
9.9 -23
Garmin GFC 700
Garmin GFC 700
Section 9
Alert Condition
100 SERIES
Annunciation
Rudder Mistrim Right

Rudder Mistrim Left
Aileron Mistrim Right
RUD
RUD
AIL
Aileron Mistrim Left
AIL
Elevator Mistrim
Down
ELE
Elevator Mistrim Up
ELE
Description
Yaw servo providing sustained force in
the indicated direction.
Roll Servo providing sustained force in

Pitch Servo providing sustained force in

Airspeed reached 80
knots IAS
MINSPD
If deceleration continues, Underspeed

Protection becomes active.
AFCT Failure
FLAP TRIM
FAIL
See description on following page.
UNDERSPEED
Decelerated to stall
warning
PROTECT ACTIVE
Pitch Trim Failure

(or stuck MEPT
Switch)
PTRM
Yaw Damper Failure
YAW
Pitch down force continues until

reaching a pitch attitude at which stall
warning turns off, plus two knots.
Pitch Trim is inoperative
OR
one of the MEPT switches is stuck.
YD Control Failure.
Roll Failure
ROLL
Roll axis control failure; AP inoperative.
Pitch Failure
PTCH
Pitch axis control failure; AP

inoperative.
System Failure
AFCS
AP and MEPT are unavailable; FD may

still be available.
Advanced AP
features havent
been enabled
AFCS
CONFIG
ESP configuration error. Configuration

service required.
PFT
Performing preflight system test; aural

alert sounds at completion.
Do not press the AP DISC Switch
during servo power-up and preflight
system tests as this may cause the
preflight system test to fail or never to
start (if servos fail their power-up tests).
Power must be cycled to the servos to
remedy the situation.
PFT
Preflight system test failed; aural alert

sounds at failure.
Preflight Test
Table 9.9-4 AFCS Status Alerts
9.9 -24
100 SERIES
Section 9
AFCS Status Box and Mode Annunciation

Flight Director mode annunciations are displayed on the PFD when the
Flight Director is active. Flight director selection and Autopilot and yaw
damper statuses are shown in the center of the AFCS Status Box. Lateral
Flight Director modes are displayed on the left and vertical on the right.
Armed modes are displayed in white and active in green. AFCS status
annunciations are displayed on the PFD above the Airspeed and Attitude
indicators.
AUTOMATIC FLAP CONFIGURATION TRIM

Automatic Flap Configuration Trim (AFCT) functionality is provided through
the GFC 700 autopilot. This feature automatically adjusts the pitch trim when
the flap settings are changed even when the autopilot is not engaged. The
pitch trim runs in the appropriate direction at a fixed rate to help compensate
for pitch force changes when the flaps are transitioning and in turn helps
reduce pilot workload. Automatic Flap Configuration Trim can be inhibited by
pressing and holding the AP DISC/TRIM INT switch. The system will again
become active once the switch is released.
To prevent the trim from running when the pilot selects the flaps for takeoff
and causing a possible out-of-trim condition, AFCT is inhibited on the ground
by the G1000. The ground inhibit of AFCT can be overridden by pressing
and holding the ground inhibit interrupt button located on the upper left
portion of the control pedestal behind the instrument panel. This feature is
provided for maintenance checks of the AFCT function while on the ground.
The G1000 monitors the AFCT system and if any of the required components
are not operating correctly, a FLAP TRIM FAIL annunciation will be shown.
This annunciation is also shown at system power-up as the G1000 performs
its Pre Flight Test, and will disappear if the system passes the Pre-flight Test.
CAUT I O N : The manual Electric Pitch Trim Switch and the Flap
Configuration Trim feature will not operate when the Avionics switch is off.

No change.
9.9 -25
Garmin GFC 700
Garmin GFC 700
Section 9
100 SERIES
9.9 -26
100 SERIES
Section 9
VO I C E DATA R EC O R D E R
VOICE DATA RECORDER

INTRODUCTION
When the L3 Communications Model LDR1000 Voice Data Recorder is
installed in the KODIAK 100 airplane, this supplement is applicable and
must be inserted in the supplement section (Section 9) of the KODIAK
100 Pilots Operating Handbook and FAA Approved Airplane Flight Manual
(POH/AFM). This document must be carried in the airplane at all times.
Information in this supplement adds to, supersedes, or deletes information
contained in the basic KODIAK 100 POH/AFM.
9 .10 -1
Voice Data Recorder
Section 9
100 SERIES
Voice Data Recorder
9 .10 - 2
100 SERIES
Section 9
CONTENTS........................................................................................................PAGE
GENERAL9.10-5
LIMITATIONS9.10-5
GENERAL9.10-5
PRE-FLIGHT FUNCTIONAL CHECK9.10-5
PERFORMANCE9.10-5
AIRPLANE AND SYSTEMS DESCRIPTIONS9.10-6
GENERAL9.10-6
ADVISORY ANNUNCIATIONS 9.10-7
9 .10 - 3
Voice Data Recorder
Contents
Section 9
100 SERIES
Voice Data Recorder
9 .10 - 4
100 SERIES
Section 9
9.1-1 GENERAL
No change.
Voice Data Recorder
9.1-2 LIMITATIONS
No change.

No Change.

No change.

GENERAL
The Model LDR1000 has no controls or switches and is completely
automatic upon airplane power-up. The Voice Data Recorder (VDR) is
powered any time the essential bus is powered, unless the system has been
disabled by the manually re-settable inertia switch or the one amp CVDR
circuit breaker.
PRE-FLIGHT FUNCTIONAL CHECK

Verify that the CVDR RECORDING message is displayed in the alerts window.
This message verifies that both the data and voice recording capabilities are
working correctly.
If an internal fault to the recorder occurs, the system may display a fault
indication, but continue to record in a reduced manner. If the fault indication
is displayed, the system should be serviced.
9.1-5 PERFORMANCE
No change.

The L3 Communications VDR installation adds approximately the following
weight to the airplane:
8.5 pounds for a single recorder
13.0 pounds for a dual recorder
9 .10 - 5
Section 9
100 SERIES

GENERAL
Voice Data Recorder
The optional L3 Communications LDR1000 VDR is a crash-protected audio

and flight data recorder. Depending upon the option chosen, one or two
recorders are installed. The first VDR is installed on the aft avionics tray. If a
second VDR is installed, it is located below the cargo step floor.
When the VDR and its software are installed on the airplane, the recorder(s)
captures various data parameters from the Garmin G1000 System, including
the following:
All audio transmitted to the pilot and co-pilot headsets, including voice
communications, G1000 audio alerts, and navigation aids.
Audio in the cabin through a cockpit area microphone.
Selected data used in the G1000 software suite and provided through
ARINC 429 high speed data protocol, such as:
- Airspeed
- Engine torque
- GPS position
- Altitude
- Trim positions
Data on the recorder is accessible only through ground support equipment.
The VDR Ground Support Interface is provided through a series of web
pages hosted within the VDR unit. These webpages are used for the readout of recorded data, system configuration, and maintenance. These web
pages can be accessed through the use of an Ethernet crossover cable
connected to the VDR unit and a laptop or personal computer.
For additional information, refer to L3 Communications publication
165E4866-00, Installation and Operation Instruction Manual: Model
LDR1000 Lightweight Data Recorder.
The Cockpit Voice Recorder function records a minimum of two hours of
high quality audio from the Cockpit Area Microphone (CAM), located in the
center instrument panel, and all pilot and co-pilot audio sent to the headsets.
The cockpit data recorder functions continuously when power is supplied to
the unit, and records 25 hours of flight data. Audio and flight data are both
stored in a crash-protected flash memory partition.
9 .10 - 6
100 SERIES
Section 9
The LDR 1000 system adds annunciations to the G1000. The G1000
indicates when the system is operating and when there are issues. The
status messages are shown in the table.
Annunciation
Window Text
FAULT CVDR
NOT RECORDING
CVDR
CVDR
RECORDING
CVDR #1 or CVDR #2 is outputting a Fault.
CVDR #1 or #2 is outputting a status of Not Recording.
CVDR #1 and #2 (if equipped) is outputting a status of Recording
and there are no Faults.

The coin battery in the LDR1000 must be replaced as needed. Refer to
L3 Communications publication 165E4866-00, Installation and Operation
Instruction Manual: Model LDR1000 Lightweight Data Recorder, for
information.
No routine inspection or servicing of the LDR1000 is required.
9 .10 -7
Voice Data Recorder
ADVISORY ANNUNCIATIONS
Section 9
100 SERIES
Voice Data Recorder
9 .10 - 8
100 SERIES
Section 9
E Q U I PM E N T B OX M O U N T
EQUIPMENT BOX MOUNT

INTRODUCTION
When the Equipment Box Mount is installed in the KODIAK 100 airplane,
this supplement is applicable and must be inserted in the supplement
section (Section 9) of the KODIAK 100 Pilots Operating Handbook and
FAA Approved Airplane Flight Manual (POH/AFM). This document must be
carried in the airplane at all times. Information in this supplement adds to,
supersedes, or deletes information contained in the basic KODIAK 100
POH/AFM.
9 .12 -1
Equipment Box Mount
Section 9
100 SERIES
Equipment Box Mount
9 .12 - 2
Release
100 SERIES
Section 9
CONTENTS........................................................................................................PAGE
GENERAL9.12-5
LIMITATIONS 9.12-5
PLACARDS 9.12-5
REMOVAL 9.12-5
INSTALLATION 9.12-6
PERFORMANCE9.12-6
AIRPLANE AND SYSTEMS DESCRIPTIONS9.12-6
HANDLING, SERVICE, AND MAINTENANCE9.12-6
9 .12 - 3
Equipment Box Mount
Contents
Section 9
100 SERIES
Equipment Box Mount
9 .12 - 4
Release
100 SERIES
Section 9
The customer-supplied equipment box, when installed with the Quest

Aircraft Equipment Box Mount Assembly, provides a secure location to store
approved optional equipment.
9.1-2 LIMITATIONS
The Equipment Box Mount Assembly weighs 2.0 pounds. The total weight of
the equipment box, contents of the equipment box, and the Equipment Box
Mount Assembly must not exceed 17.0 pounds.
When the optional Equipment Box Mount Assembly is installed, the final
aircraft seat configuration must be arranged with both passenger seats
installed in seat row 5 within either Configuration A or Configuration B in
accordance with the Passenger and Crew Seat section of the basic POH,
Section 6.
PLACARDS
Located on the left hand side of the Equipment Box Mount Plate:
100-910-7042

No Change.

No change.

For figures and instructions regarding passenger seat removal and
installation, refer to the basic POH, Section 7, Airplane and Systems
Descriptions.
REMOVAL
Remove both passenger seats in row 5. Lift the forward feet of the
Equipment Box Mount Assembly out of the seat tracks, slide the assembly
forward 0.5 inch, and lift the aft feet out of the seat tracks.
9 .12 - 5
Equipment Box Mount
9.1-1 GENERAL
Section 9
100 SERIES
INSTALLATION
Equipment Box Mount
Install the Equipment Box Mount Assembly in the seat tracks such that it
becomes captured by both row 5 passenger seats when they are installed in
either Configuration A or Configuration B in accordance with the
POH/AFM, Section 6. To install, insert the aft feet into the seat tracks, slide
the assembly aft 0.5 inch, and insert the forward feet into the seat tracks.
This will result in the seat tracks capturing the aft feet vertically and capturing
the forward feet laterally.
Once the Equipment Box Mount Assembly is secured in place, install both
passenger seats in row 5 in accordance with the POH/AFM, Section 6,
Passenger and Crew Seat Weight and Balance.
9.1-5 PERFORMANCE
No change.

The Equipment Box Mount Assembly weighs 2.0 pounds. The combined
weight of the equipment box, equipment box contents, and the Equipment
Box Mount Assembly may add up to 17.0 pounds in Zone 5 of the airplane.

No Change.

No Change.
9 .12 - 6
Release

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Airplane Information Manual

At the time of issuance, this information manual was an exact

DO NOT USE THIS MANUAL FOR

Weight & Bal. Performance

100 SERIES AIRCRAFT

(DOCUMENT NO: AM901.201)

This Page Intentionally Left Blank

This Page Intentionally Left Blank

1-3 THREE VIEW DRAWING

Minimum Turning Radius: 152 in

Main Landing Gear

Maximum Height: 14.7 ft

1-4 DESCRIPTIVE DATA

Maximum Continuous Emergency

Maximum Normal Operating

Table 1-1 Horsepower Rating

NO T E : Horsepower ratings are for 2200 RPM (propeller).

Freezing Point C (F)

Approved Fuel Grade

No. 3 Jet Fuel

Table 1-2 Approved Fuels

Concentration Required (% by Volume)

Diethylene Glycol Monomethyl

Table 1-2A Approved Anti-Icing Additive

If additional biocidal protection is desired, the following additive is permitted:

Maximum Concentration Allowed (% by Volume)

0.02% (270 ppm)

WARNI NG : All fuels used must contain anti-icing fuel additive

MAXIMUM CERTIFICATED WEIGHTS

TYPICAL AIRPLANE WEIGHTS

CABIN, CARGO, AND ENTRY DIMENSIONS

Maximum Cabin Width......................................................................54.0 IN

BAGGAGE/CARGO COMPARTMENT DIMENSIONS

NO T E : Refer to Section 6 of this manual for loading weight limits.

GENERAL AIRSPEED TERMINOLOGY AND ABBREVIATIONS

1-5 SYMBOLS, ABBREVIATIONS, AND TERMINOLOGY

ISA - International Standard Atmosphere Atmospheric conditions in

ENGINE POWER TERMINOLOGY

AIRPLANE PERFORMANCE AND FLIGHT PLANNING

Climb Gradient The demonstrated ratio of the change in height during a

WEIGHT AND BALANCE TERMINOLOGY

MAC - Mean Aerodynamic Chord of a wing is the chord of an imaginary

WARNINGS, CAUTIONS, AND NOTES DEFINED

WARNI NG : An operating procedure, technique, note, or maintenance

CAUT I O N: An operating procedure, technique, note, or maintenance

NO T E : An operating procedure, technique, note, or maintenance condition

MEANING OF SHALL, WILL, SHOULD, AND MAY

MEANING OF LAND AS SOON AS POSSIBLE OR

1-6 CONVERSION CHARTS

KILOGRAMS AND POUNDS

NO T E : Example of how to use the following table:

Table 1-3 Kilograms to Pounds

NO T E : Example of how to use the following table:

Table 1-4 Pounds to Kilograms

NAUTICAL MILES, STATUTE MILES, AND KILOMETERS

Table 1-5 Convert Between Miles and Kilometers

Converting Liters to Imperial Gallons

Table 1-6 Liters to Imperial Gallons

Converting Imperial Gallons to Liters

Table 1-7 Imperial Gallons to Liters

LITERS, IMPERIAL GALLONS, AND U.S. GALLONS

Converting Liters to U.S. Gallons

Table 1-8 Liters to U.S. Gallons

Converting U.S. Gallons to Liters