Narrative:

Our aircraft is a king air 350 with the G1000 retrofit avionics package. We were cleared to dfw via bowie three arrival phn transition. I loaded phn.UKW3 into the G1000 when we got the clearance on the ground. At that time we did not know if it was north or south flow into dfw so I selected south flow 17B transition when loading the arrival. We briefed the route before takeoff but didn't brief the arrival until we were airborne. Our G1000 is equipped with a current chart subscription. In addition we have a garmin 696 and an ipad with current charts as well. Sometime before arriving at sps we brief the arrival on the G1000 charts. I noticed that the G1000 only had the first page of the arrival chart in the G1000 so we looked at the ipad and notice it had more than 1 page for the bowie three arrival. In fact it has 3 separate pages for the bowie three arrival. We briefed what we could and once we got the dfw ATIS we noticed the arrival loaded into the G1000 was ukw bewts ncona when it should have been ukw debbb jovem hikay so I manually entered in the waypoints. Once we were advised that we should expect 36R I reloaded the arrival and selected 36B for the transition. This added siler to the arrival. We read the notes on page 3 of the bowie three and saw on the bottom of the page:'...propellers landing north: ukw to debbb int; to jovem int; to hikay int depart heading 160; expect radar vectors to final approach course.' out of 3 pages worth of arrival information this is the only place that mentioned propellers. Not easy to find or readily displayed information. We briefed that we needed to turn to a 160 heading after hikay even though the G1000 had the turbojet route as the only one available in the database for that arrival showing hikay to siler then heading 175 after siler. We tried to find a way to change the G1000 from thinking we were a turbojet to a propeller but couldn't find any options for changing this or how to load the arrival with the propeller route and not the turbojet route. Once we had briefed the arrival and were given an expect runway 36R we loaded the ILS to 36R. It was IMC with 1000 overcast and expect ILS was on ATIS. As we were on the arrival we loaded the ILS 36R into the G1000 and brief the approach. Next thing I remember we were given a 160 heading and we both thought this was before reaching hikay which would save us from having the manually go to 160 heading after hikay. A few minutes later we were given a 170 heading then more vectors for the ILS 36R approach. We were asked to call TRACON for a possible pilot deviation after we were on the 170 heading. After landing we called and talked with the TRACON center manager. He said that they think we overflew hikay and continued on the 129 heading to siler and was then given the 160 heading after hikay not before it - instead of turning to 160 heading at hikay. We both said that we thought we were given the 160 heading before reaching siler.I learned several lessons from this experience; as follows:the G1000 FMS navigation database in the king air 350 is configured to think it is in the turbojet category and not the propeller category and there is no apparent way to change this. The G1000 chart view does not always show all the available charts for an arrival - it showed the 1st page only and had no indications of additional pages. So additional sources should be reviewed. I should have deleted siler from the arrival to prevent any confusion since this waypoint was for turbojets not propellers. I think leaving siler on the route hurt our situational awareness. I could have monitored the automation better and not been so automation dependent. So often I program the FMS and turn the autopilot on and trust that the right thing will be done while I work on something else (checklist; briefing an approach; etc.) but something as simple as accidentally leaving a fix in the flight plan allows the aircraft to auto sequence without requiring awarenessor involvement by me - the pilot. In addition; it is very disheartening how complicated the arrival system has become. It should not take 3 pages worth of information to thoroughly review to find 1 note on the bottom of the last page that applies to propeller operations - it would be very helpful if there was a note on the pictorial to indicate more information is required. Or better yet have separate turbojet and propeller arrivals. Also; it is confusing to have so many different routes and fixes on the same arrival so close together. I realize that the heart of this incident was probably due to over automation dependency and loss of situational awareness but it is hard not to use automation when you're task saturated (ie looking for other traffic; briefing approaches; looking for frequencies etc.) I am not sure how but it seems the system needs to be simplified to be safer. I hope this information can be of some help to the ASRS program.

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Original NASA ASRS Text

Title: A BE350 Captain reports that his G1000 with a current chart subscription does not indicate that there is more than one page to the BOWIE3 arrival to DFW. Only on the third page is it noted that the procedure is slightly different for turboprops; requiring a different heading from a different fix. The BOWIE3 for turboprops cannot be line selected in the GPS and a track deviation occurs when the aircraft passes the turn point.

Narrative: Our aircraft is a King Air 350 with the G1000 retrofit avionics package. We were cleared to DFW via Bowie Three Arrival PHN transition. I loaded PHN.UKW3 into the G1000 when we got the clearance on the ground. At that time we did not know if it was north or south flow into DFW so I selected south flow 17B transition when loading the Arrival. We briefed the route before takeoff but didn't brief the Arrival until we were airborne. Our G1000 is equipped with a current chart subscription. In addition we have a Garmin 696 and an iPad with current charts as well. Sometime before arriving at SPS we brief the Arrival on the G1000 charts. I noticed that the G1000 only had the first page of the Arrival Chart in the G1000 so we looked at the iPad and notice it had more than 1 page for the Bowie Three Arrival. In fact it has 3 separate pages for the Bowie Three Arrival. We briefed what we could and once we got the DFW ATIS we noticed the Arrival loaded into the G1000 was UKW BEWTS NCONA when it should have been UKW DEBBB JOVEM HIKAY so I manually entered in the waypoints. Once we were advised that we should expect 36R I reloaded the Arrival and selected 36B for the transition. This added SILER to the Arrival. We read the Notes on page 3 of the Bowie Three and saw on the bottom of the page:'...PROPS LANDING NORTH: UKW to DEBBB INT; to JOVEM INT; to HIKAY INT depart heading 160; expect Radar vectors to final approach course.' Out of 3 pages worth of Arrival information this is the only place that mentioned PROPS. Not easy to find or readily displayed information. We briefed that we needed to turn to a 160 heading after HIKAY even though the G1000 had the TURBOJET route as the only one available in the database for that Arrival showing HIKAY to SILER then Heading 175 after SILER. We tried to find a way to change the G1000 from thinking we were a TURBOJET to a PROP but couldn't find any options for changing this or how to load the Arrival with the PROP route and not the TURBOJET route. Once we had briefed the Arrival and were given an expect runway 36R we loaded the ILS to 36R. It was IMC with 1000 overcast and expect ILS was on ATIS. As we were on the Arrival we loaded the ILS 36R into the G1000 and brief the approach. Next thing I remember we were given a 160 heading and we both thought this was before reaching HIKAY which would save us from having the manually go to 160 heading after HIKAY. A few minutes later we were given a 170 heading then more vectors for the ILS 36R approach. We were asked to call TRACON for a possible pilot deviation after we were on the 170 heading. After landing we called and talked with the TRACON center manager. He said that they think we overflew HIKAY and continued on the 129 heading to SILER and was then given the 160 heading after HIKAY not before it - instead of turning to 160 heading at HIKAY. We both said that we thought we were given the 160 heading before reaching SILER.I learned several lessons from this experience; as follows:The G1000 FMS Navigation Database in the King Air 350 is configured to think it is in the TURBOJET category and not the PROP category and there is no apparent way to change this. The G1000 Chart View does not always show All the available Charts for an Arrival - it showed the 1st page only and had no indications of additional pages. So additional sources should be reviewed. I should have deleted SILER from the Arrival to prevent any confusion since this waypoint was for TURBOJETS not PROPS. I think leaving SILER on the route hurt our Situational Awareness. I could have monitored the automation better and not been so Automation Dependent. So often I program the FMS and turn the autopilot on and trust that the right thing will be done while I work on something else (checklist; briefing an approach; etc.) but something as simple as accidentally leaving a fix in the flight plan allows the aircraft to auto sequence without requiring awarenessor involvement by me - the pilot. In addition; it is very disheartening how complicated the Arrival system has become. It should not take 3 pages worth of information to thoroughly review to find 1 note on the bottom of the last page that applies to PROP operations - it would be very helpful if there was a note on the pictorial to indicate more information is required. Or better yet have separate TURBOJET and PROP arrivals. Also; it is confusing to have so many different routes and fixes on the same Arrival so close together. I realize that the heart of this incident was probably due to over automation dependency and loss of situational awareness but it is hard not to use automation when you're task saturated (ie looking for other traffic; briefing approaches; looking for frequencies etc.) I am not sure how but it seems the system needs to be simplified to be safer. I hope this information can be of some help to the ASRS program.

Data retrieved from NASA's ASRS site and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.