Beechcraft King Air C90 PTM PDF
Beechcraft King Air C90 PTM PDF
Beechcraft King Air C90 PTM PDF
NOTICE
The material contained in this training manual is based on information obtained
from the aircraft manufacturer’s Pilot Manuals and Maintenance Manuals. It is to
be used for familiarization and training purposes only.
At the time of printing it contained then-current information. In the event of conflict
between data provided herein and that in publications issued by the manufacturer
or the FAA, that of the manufacturer or the FAA shall take precedence.
iii
CONTENTS
SYLLABUS
Chapter 1 AIRCRAFT GENERAL
Chapter 2 ELECTRICAL POWER SYSTEMS
Chapter 3 LIGHTING
Chapter 4 MASTER WARNING SYSTEM
Chapter 5 FUEL SYSTEM
Chapter 6 AUXILIARY POWER UNIT
Chapter 7 POWERPLANT
Chapter 8 FIRE PROTECTION
Chapter 9 PNEUMATICS
Chapter 10 ICE AND RAIN PROTECTION
Chapter 11 AIR CONDITIONING
Chapter 12 PRESSURIZATION
Chapter 13 HYDRAULIC POWER SYSTEMS
Chapter 14 LANDING GEAR AND BRAKES
Chapter 15 FLIGHT CONTROLS
Chapter 16 AVIONICS
Chapter 17 MISCELLANEOUS SYSTEMS
APPENDIX
ANNUNCIATOR PANEL
INSTRUMENT PANEL POSTER
v
CHAPTER 1
AIRCRAFT GENERAL
CONTENTS
Page
INTRODUCTION .................................................................................................................. 1-1
GENERAL ............................................................................................................................... 1-1
AIRPLANE SYSTEMS ........................................................................................................... 1-2
General ............................................................................................................................. 1-2
Chapters............................................................................................................................ 1-2
CHANGES DISTINGUISHING MODEL C90B FROM MODEL C90A.............................. 1-4
BEECHCRAFT KING AIR C90A AND C90B DESCRIPTION ........................................... 1-7
King Air C90A and C90B Configuration....................................................................... 1-12
Cabin Entry and Exits..................................................................................................... 1-17
Emergency Exit .............................................................................................................. 1-19
Nose Baggage Door (Optional) ...................................................................................... 1-19
Cabin Compartments...................................................................................................... 1-20
Flight Deck ..................................................................................................................... 1-21
C90A Instrument Panel/Avionics................................................................................... 1-30
Control Surfaces ............................................................................................................. 1-30
Tiedown and Securing.................................................................................................... 1-33
Taxiing............................................................................................................................ 1-34
Servicing Data ................................................................................................................ 1-34
Product Support.............................................................................................................. 1-36
Preflight Inspection ........................................................................................................ 1-36
INTRODUCTION
A good basic understanding of the airplane will help in studying the individual systems and
their operation. This chapter provides basic and background information needed to learn the
details of airplane operation and performance to be studied in other chapters.
GENERAL
This chapter of the training manual presents an Reference material in this training manual is
overall view of the airplane. This includes exter- organized into 15 chapters (with two unused
nal familiarization, cabin arrangements, and tabs) covering all airplane systems. Each chapter
cockpit layout. is complete and independent and can be referred
to in any sequence.
In this chapter of the training manual you will
find diagrams and data describing the airplane in Following are brief descriptions of the subject
general and its systems that are not included in matter in each chapter. All material is discrete to
the Pilot’s Operating Handbook (POH). the Beechcraft King Air C90A and C90B.
• Redesigned side facing seat with par- • Forward right side cabinet now
tition. Redesign of the side facing includes, in addition to the hot bever-
seat allowed the vertical partition to age dispenser, a cold beverage
be moved three inches further aft to dispenser. This unit has a serving
provide an additional three inches of light similar to the Super King Air
legroom for right side of the club. refreshment centers.
Specific Loadings
LJ1138 and
LJ1063-1137 Subsequent
and 1146 Except 1146
Wing Loading............................. 32.8 pounds/Ft2........... 34.4 pounds/Ft2
Power Loading ........................... 8.8 pounds/H.P............. 9.2 pounds/H.P.
Specific Loadings
Wing Loading................................................... 32.8 pounds per square foot
Power Loading.......................................... 8.8 pounds per shaft horsepower
The Beechcraft King Air C90A (Figure 1-8) Approach ....................................... 184 knots
qualifies as one of the most maneuverable corpo-
rate airplanes in the world. Insistence on Down.............................................. 148 knots
handling ease in all flight regimes and tough con-
struction techniques contribute to the following Stall (100% flaps, power off) ................. 76 knots
KIAS data (calculated at maximum takeoff
weight of 9,650 pounds): Air minimum control (VMCA) ............... 90 knots
Figure 1-8 King Air C90A Front Three-Quarter View (Engines Primary)
The Beechcraft King Air C90B (Figure 1-9) Approach....................................... 184 KIAS
qualifies as one of the most maneuverable corpo-
rate airplanes in the world. Insistence on Down ............................................. 148 KIAS
handling ease in all flight regimes and tough con-
struction techniques contribute to the following Stall (100% flaps, power off)................. 78 KIAS
KIAS data (calculated at maximum takeoff (with four-blade propeller installed)
weight of 10,100 pounds):
Air minimum control (VMCA)............... 80 KIAS
Maximum operating speed (VMO) ...... 226 KIAS (with four-blade propeller installed)
PRESS
RADIO CALL
10 10 N90KA
9 START
9 START
GPS APR GPS CRS 8 12 8 12
ITT ITT
STALL
WARNING
ARM ACTV OBS LEG
7 AUTO COMM NAV MKR BCN COMM NAV MKR BCN AUTO O M ALT
I DH ALERT
COMM 1 2 1 2 1 2 DME ADF 1 2 1 2 1 2 DME ADF COMM
˚C X 100 ˚C X 100
PRESS TO TEST 6 2 6 2
5 4 5 4 OFF PILOT AUDIO OFF COPILOT AUDIO OFF OFF
COLLINS PUSH
ALT COMM 2 AUDIO AUDIO HOT AUDIO COMM 2
FEET PAGING ON/OFF INTPH
100 SPKR EMER VOICE B VOICE B INTPH SPKR CABIN
HDG COMM 1 CABIN COMM 1
0 O O
40
100
FEET
9 1 260
9 0
GND
GPS ALTARM
0 0 OFF NORM
T
RANGE H
VOL COMM
PWR
VOL RANGE H
T
OFF OFF L KNOTS 60 1
260 40 8 1013 VO
L
VO AIRSPEED
1, 6 0 0 ALT 2 2 mb
AIRSPEED 14 14 AVIONICS BY 10 10 298
220 YD CHAN 1 IN Hg
1010
HI 299
FAST
80 200 1005
10 7 5 29.92 3 12
10
FTLB X 100
6
4 12 FTLB X 100
10 6
4 SIDE-
TONE
INTPH
SENS VOL SET ALTITUDE
VO
L
SIDE-
TONE
INTPH
SENS
100 10 10
7 3
200
20 20
8 8 CHAN 2
IN MG LO
180 4
100 6 4 ANN 120 AIR
6 ENCODING
25,0 00
ER
EC T ENCD
180 5 COMM 1
ALTM 1 PUSH BRT COMM 2 160 140 5
120 Collins Collins
N
33 X1000 V 25 V X 1000 L R
30
TEST TEST NAV
DC
24
W
0
3
0
N
.0 0 .0 0
24
21
VERTICAL
3
6
VERTICAL
LIN .5 SPEED 3 110 TURBINE 110 TURBINE
NAV 1 TST
20
50 NAV 2
.5 SPEED 3
A A GSP 20 20 E
21
S
1 2
6
000 D
2
Collins Collins
D
F
D
F
34.5NM
MSG 100
30
100
30 WX 25
15 12 1 DC
E
30 33 90 90
S
-SLAYING
GYRO
+ 80
%RPM 40
80
%RPM 40 XFR XFR
15 12
W 70 60
50
70 60
50 15 HDG
COURSE
N
MAP STBY 10
G
SLEW MODE
P MEM MEM 10 +10 MEM MEM
MIN
NAV NAV 5 0
24
S GAIN
3
DG COLLINS
PULL
NAV STAB NAV
ON HLD OFF ON HLD
6 6 OFF STO MAX OFF STO -SLAYING
GYRO
+
21
-10 1 NM 10
COLLINS
5 5
6
TGT TILT
FUEL FLOW FUEL FLOW V V
SLEW MODE
EADI/EHSI ELAPSED TEST TEST
4 4
S
E
EFIS DIM TIME ACT ACT CH SEL PWR
COLLINS DG
AUX POWER 15 12 0 0
ON HORN
CRS 3 PPH X 100 3 PPH X 100
TRANSPONDER GPS
OFF 315 2 1 2 1
Collins
BENDIX/KING
KLN 90B TS0 PRESENT POS KBEC PUSH
Collins
ADF COLLINS
SILENCE
CLR 125.00 BRT
ON
TEST
--- - - - +FR REF: KICT
1 XFR
CRSR - - - - ,- NM GRND 121.70 CRSR
AUX AUX
ARM ON OIL OIL - - * - - : - - ' TWR 126.80
200 200
AUX TEST 120 120 - - - * - - : - - ' CTAF 126.80 NAV APT
150 2 NAV CALC MEM MEM
150
80 FPL STAT
NAV 2 ENR-LEG APT+4 D/T
PULL
VOR
80 100 100 ACTV NDB
MODE SETUP REF SCAN INT
ATC CTR SUPL ADF
40 50 ON ALT TRIP OTHER MSG ALT D CLR ENT ADF TONE
ENG AUTO 40 50 IDENT STO
INVERTER PROP SYN STBY ANT
EXT PWR MIC AVIONICS IGNITION OFF OFF
NO 1 ON 0 0 0 V V
NORMAL MASTER PWR ARM 0
O ˚C ˚C PSI TEST TEST
OFF PSI ACT
F PRE 15K
F
35K
MIC 10
OFF
OFF - RESET OXYGEN OFF NO 2 LEFT RIGHT
3 4 5 6 NORMAL
PSI
MASK CABIN ENVIRONMENTAL OFF
ENGINE ANTI-ICE LIGHTS LIGHTS 0 20
GEN NO SMOKE MANUAL VENT MAN GYRO PNEUMATIC
LEFT RIGHT LANDING TAXI ICE NAV RECOG BEACON STROBE INCR AUTO
ON MASTER SWITCH RESET BAR BRIGHT & FSB TEMP BLOWER HEAT
ON LDG GEAR CONTROL SUCTION PRESSURE
INCR HIGH INCHES OF MERCURY OXYGEN
D O MASK
ON I F LO
M F
OFF OFF OFF PILOT DEFROST DECR AUTO MAN
LEFT RIGHT UP COOL CABIN COPILOT
BAT GEN 1 GEN 2 AIR AIR OFF
OFF OFF FSB AIR AIR
ICE PROTECTION
BUS SENSE GEN TIES GEAR TAIL TEST ERASE BLEED AIR VALVES
ACTUATORS WSHLD ANTI-ICE DOWN CABIN TEMP MODE
RESET MAIN CLOSE NORMAL PROP FUEL VENT FLOOD
STANDBY LEFT RIGHT
N O DN
NOSE OPEN CABIN TEMP
O F DOWN
F LOCK 500 1000 1500
R HD LT
M MAIN
REL
TEST L R HEADSET FLIGHT 0 2000
HI
TEST OPEN PILOT COPILOT 600 OHMS CLOSED
LEFT RIGHT COCKPIT VOICE RECORDER HOURS 1/10 USE NO
IGNITION AND PULL PULL PSI
OIL
AUTOFEATHER SURFACE PULL PULL
ENGINE START ON ON DEICE STALL LANDING HYD FLUID OXYGEN
PROP GOV SENSOR DECREASE ON
LEFT RIGHT ARM SINGLE WARN PITOT GEAR ELEC
ON TEST HEAT SUPPLY PRESSURE
MADE IN USA
O GND MAX
F 2
OFF
OFF F
UP 2 0 1,0
00
N
60 .5 5
3
4
10
80 1 4 20
DOWN 2 15
10
PSI
0 20
PNEUMATIC
PRESSURE
15K
35K
3 4
5
6
GYRO
SUCTION
INCHES OF MERCURY
10 20
PROP AMPS
0 30
6 8
4 FUEL 10
2 12
MAIN TANK
ONLY
0 14
QTY
LBS X 100
0 1,0
00
35 FT
30 1 5
6
2
25
5
3
4
10
20
15
UP
20
FLAPS APPROACH
60
80
DOWN
HEADSET
600 OHMS
COCKPIT VOICE RECORDER
UP 2 0 1,0
00
20 1CABIN CLIMB4 35 FT
FLAPS APPROACH
.5 THDS FT PER MIN 30 1 5
0 6 25
6
2
60 .5 5
3
4
10
80 1 4 20
DOWN 2 15
E P C
L R O
10 E O N
V P D
UP A I
T
T
5 O IDLE I
R LIFT O
N
UP T
GD
GO AROUND FINE
R
I FUEL
GEAR
0 HORN
M CUTOFF
SILENCE FEATHER
LIFT
FRICTION
DN CAUTION LOCK
REVERSE
ONLY WITH
ENGINES
5 UP
RUNNING
REVERSE FLAP
DN
FRICTION
10 LOCK
APPROACH
AILERON TAB
LEFT RIGHT DOWN
1 1
3 3 RUDDER TAB
LEFT RIGHT
5
5
1 0 1
3
3
5
5
EFIS
CABIN
POWER CMPST TEST PRESS RUDDER ELEV
DUMP BOOST TRIM
P
R
E
S
S
TEST OFF
OFF NORMAL
+
PUSH PUSH
HDG CRS
SY CRS D
IR E C
CABIN 1000
T
NC SEL
ALT FT
1 2
0 14
3
12
TRIM HDG NAVARM DR APPRARM B/C VNAV 1/2 0
16
-1
ACFT ALT
RATE 1000 FT CABIN
18
10
TEST 20
24 22
6
9
M M 7
ALT ALT SEL VS IAS DSC I
N
A
X
8
YAW DIS AP
L R
DN
SR
YAW AP
ENG ENG
I/2Ø
UP
MOTOR IND & ENCD ALERT INSTR & & ENG SYNC FUEL NO 2 NO 2 NO 2 NO 2
CONTROL ALTM SIDE PNL ANTI- CHIP EFIS
CONTROL
TURN & NO SMK ICE DETR FANS
HEAT
SLIP RUDDER ELEV SUB PNL COPLT FSB & AVIONICS XPNDR DME RMI GPS
COPILOT BOOST TRIM OVHD & FLT READING RIGHT RIGHT RIGHT STBY NO 3 NO 1 NO 1 NO 1
CONSOLE INSTR
TURN & ENCD OUTSIDE
ELECTRICAL
SLIP ALT AIR INSTR CABIN AVIONICS GEN IND RADIO RADAR XPNDR DME RM 1 RADIO
GEN 1 5 5 15 5 71/2 5 2 5 1 2 2
10 2 15 2
GEN 2 15 5 71/2 5
PILOT STATIC
AIR SOURCE
NORMAL ALTERN
ATE
ON
15K
35K
MIC 10
3 4 5 6 NORMAL
PSI
CABIN ENVIRONMENTAL OFF
0 20
NO SMOKE MANUAL VENT INCR MAN AUTO GYRO PNEUMATIC
BAR BRIGHT & FSB TEMP BLOWER HEAT SUCTION PRESSURE
INCR HIGH INCHES OF MERCURY OXYGEN
D O MASK
I F LO
M F
DECR AUTO MAN
COOL CABIN COPILOT
OFF OFF FSB AIR AIR
BLEED AIR VALVES
CABIN TEMP MODE
LEFT RIGHT
OPEN CABIN TEMP
500 1000 1500
FLIGHT 0 2000
CLOSED
HOURS 1/10 USE NO PSI
OIL
PULL PULL
DECREASE ON OXYGEN
ELEC
HEAT SUPPLY PRESSURE
MADE IN USA
GND MAX
N
O
R
M
OFF
NOTE:
CHIP DETECT - Lights red on the C90A
DC GEN - Lights Red (Prior to LJ-1353 and after)
NO FUEL XFR - Lights Red (Prior to LJ-1353)
OIL PRESS - Optional prior to LJ-1353
OPERATION LIMITATIONS
THIS AIRPLANE MUST BE OPERATED AS A NORMAL CATEGORY AIRPLANE IN COMPLIANCE WITH
THE OPERATING LIMITATIONS STATED IN THE FORM OF PLACARDS, MARKINGS AND MANUALS.
NO ACROBATIC MANEUVERS INCLUDING SPINS ARE APPROVED
THIS AIRPLANE APPROVED FOR VFR, IFR DAY & NIGHT OPERATION & IN ICING CONDITIONS.
CAUTION
STALL WARNING IS INOPERATIVE WHEN MASTER SWITCH IS OFF
STANDBY COMPASS IS ERRATIC WHEN WINDSHIELD ANTI-ICE AND/OR AIR CONDITIONER
AND/OR ELECTRIC HEAT IS ON
INSTRUMENT
EMERG LIGHTS
FREQ ON
40 60 40 60 10 20 10 20 400
20 80 20 80 VOLTMETER 390 410
BUS SELECT
380 420
DC % LOAD DC % LOAD DC VOLTS PROP AMPS 110 120
BAT OFF
EXT
PWR
ST EE
FO R 0
330
33 30 2
300
30
0
27
COMPASS CORRECTION
0 CALIBRATE WITH
0
6
90 RADIO ON 24
120 210
150 180
G
EN PL
#1 IL
O
DC
#1 EN
G
FF
O
T
BA
O ACEN
RV M
SE TE T G
#1 SYS HO
T T
BA
INTRODUCTION
Familiarity with, and an understanding of, the airplane electrical system will ease pilot work-
load in normal operations in case of an electrical system or component failure. The pilot should
be able to locate and identify switches and circuit breakers quickly, and should also be familiar
with appropriate corrective actions in emergency situations.
GENERAL
The Electrical System section of the training BATTERY AND GENERATOR
manual presents a description and discussion of
the airplane electrical system and components. The airplane electrical system is a 28-VDC
The electrical system is discussed to the extent (nominal) system with the negative lead of each
necessary for the pilot to cope with normal and power source grounded to the main airplane
emergency operations. The location and purpose structure. DC electrical power is provided by one
of switches, indicators, and circuit breakers, 34-ampere-hour, air-cooled, 20-cell, nickel-cad-
along with DC and AC generation and distribu- mium battery (airplanes prior to LJ-1534) or one
tion are described. This section also includes 42-ampere-hour, sealed, lead-acid battery (air-
some of the limits of, and possible faults with, planes LJ-1534 and after), and two 250-ampere
systems or components. starter/generators connected in parallel. Basic
electrical symbols are shown in Figure 2-2.
RELAY OPEN
NORMALLY
CLOSED
ON
OFF
Voltage on each bus may be monitored on the ground fault occur. High current (Hall effect)
voltmeter (located in the overhead panel) by sensors, bus tie relays and current limiters are
selecting the desired bus using the VOLTMETER provided to isolate a fault from its power source.
BUS SELECT switch, adjacent to the voltmeter. The electrical system bus arrangement is
The electrical system provides maximum protec- designed to provide multiple power sources for
tion against loss of electrical power should a all circuits.
LOAD SHEDDING
Load shedding is another highly beneficial fea-
ture of the multi-bus electrical system. The
electrical system will automatically remove
excess loads (generator buses), when the power
source is reduced to battery only. When both gen-
erators are off line, the generator bus ties open
and the generator bus loads are “shed” (Figure 2-
24). The battery will continue to power the cen-
ter, triple-fed, and hot-battery buses. If necessary,
power to the generator buses can be restored by
closing the generator ties manually with the GEN
TIES switch (Figure 2-17). When load shedding
occurs in flight, land as soon as practical, unless
the situation can be remedied and at least one
generator brought back on-line.
5 5
CENTER BUS CENTER BUS
(NO 1 INV FEEDER) NO. 1 INV SEL NO. 2 INV (NO 1 INV FEEDER)
CONTROL SW CONTROL
1 2
40 40
5 LH RH 5
115 115
NO. 1 10 10 NO. 2
26 26
INV INV
40 7.5 7.5 40
5 5
SEL
RELAY
26 vac 400 Hz
INVERTER
ANN. IND.
5
TEST
JACK
1 2
40 40
5 LH RH 5
115 115
NO. 1 10 10 NO. 2
26 26
INV INV
40 7.5 7.5 40
5 5
28
VDC
26 115 vac 400 Hz
VAC
115 SEL
RELAY
VAC
26 vac 400 Hz
INVERTER
ANN. IND.
5
TEST
JACK
5 5
CENTER BUS CENTER BUS
(NO 1 INV FEEDER) NO. 1 INV SEL NO. 2 INV (NO 1 INV FEEDER)
CONTROL SW CONTROL
1 2
40 40
5 LH RH 5
115 115
NO. 1 10 10 NO. 2
26 26
INV INV
40 7.5 7.5 40
5 5
28
VDC
26 115 vac 400 Hz
VAC
115 SEL
RELAY
VAC
26 vac 400 Hz
INVERTER
ANN. IND.
5
TEST
JACK
1 2
40 40
5 LH RH 5
115 115
NO. 1 10 10 NO. 2
26 26
INV INV
40 7.5 7.5 40
5 5
28
VDC
26 115 vac 400 Hz
VAC
115 SEL
RELAY
VAC
26 vac 400 Hz
INVERTER
ANN. IND.
5
TEST
JACK
would de-energize and inverter input power ● When cycling inverters, check the
would be taken from the center bus of the air- AC volt/frequency meter drops to zero
plane, precluding the possibility of loss of an and the annunciator light comes on
inverter due to failure of the generator bus. when the switch is in the center or
OFF position
Inadequate inverter output power is indicated
by the illumination of the INVERTER annun-
ciator. This could happen due to loss of input EXTERNAL POWER
power, or an inverter failure. Other indications The external power receptacle, under the right
of inverter loss would be erratic behavior, or wing outboard of the nacelle, connects an exter-
loss of AC powered instruments (torque gage), nal power unit to the electrical system when the
or AC avionics. airplane is parked. The power receptacle is
designed for a standard three prong AN plug.
During inverter power up (after start and taxi)
both inverters should be checked for the When external power is connected, a relay in the
following: external power sensor will close only if the polar-
ity of the voltage being supplied to the external
● Using the AC volt/frequency meter power receptacle is correct (Figure 2-28).
❥ 115 VAC Whenever an external power plug is connected to
the receptacle and the BAT switch is ON, the yel-
❥ 400 Hz low EXT PWR annunciator will illuminate,
whether or not the external power unit is ON. If
❥ Inverter annunciator light out the EXT PWR annunciator is flashing – and the
external power unit is connected – then one of
The small circuit breaker panel, on the lower por- systems. The circuit breakers for the electrical
tion of the fuel panel, contains the circuit distribution system are also located on this panel.
breakers for the fuel system. (On LJ-1361, LJ-
1363 and after, engine instrument circuit break- Procedures for tripped circuit breakers, and
ers are also included here.) (See Figure 2-6A) other related electrical system warnings, can be
found in the “Emergency” section of the Pilot’s
The large circuit breaker panel is located on the Operating Handbook. If a non-essential circuit
copilot’s side of the cockpit. This panel contains breaker on either of the two circuit breaker pan-
the breakers for the remaining electrical systems, els trips while in flight, do not reset it. Resetting
which include engine-related systems, all avion- a tripped breaker can cause further damage to
ics components, the environmental system, the component or system.
lights, annunciator warning systems, and other
L GEN R GEN
CONTAR
LGEN
CONTACTOR CONTACTOR
RCS LCS
GEN GEN
S W.
GEN
SW. SW.
275 275 275
250 250
H H
LEFT GEN BUS E CENTER BUS E RIGHT GEN BUS
LEFTGNBUS
D D
HED
BATTERY
BATTERY CHARGE
BATTERY
RELAY
60
NORM
TEST OPEN
L DC GEN L GEN TIE OPEN BAT TIE OPEN R GEN TIE OPEN R DC GEN
MAN TIES CLOSE
L GEN R GEN
CONTAR
LGEN
CONTACTOR CONTACTOR
RCS LCS
GEN GEN
S W.
GEN
SW. SW.
275 275 275
250 250
H H
LEFT GEN BUS E CENTER BUS E RIGHT GEN BUS
LEFTGNBUS
D D
BATTERY
BATTERY CHARGE
BATTERY
RELAY
60
NORM
TEST OPEN
L DC GEN L GEN TIE OPEN BAT TIE OPEN R GEN TIE OPEN R DC GEN
MAN TIES CLOSE
L GEN R GEN
CONTAR
LGEN
CONTACTOR CONTACTOR
RCS LCS
GEN GEN
S W.
GEN
SW. SW.
275 275 275
250 250
H H
LEFT GEN BUS E CENTER BUS E RIGHT GEN BUS
LEFTGNBUS
D D
HED
BATTERY
BATTERY CHARGE
BATTERY
RELAY
60
NORM
TEST OPEN
L DC GEN L GEN TIE OPEN BAT TIE OPEN R GEN TIE OPEN R DC GEN
MAN TIES CLOSE
L GEN R GEN
CONTAR
LGEN
CONTACTOR CONTACTOR
RCS LCS
GEN GEN
S W.
GEN
SW. SW.
275 275 275
250 250
H H
LEFT GEN BUS E CENTER BUS E RIGHT GEN BUS
LEFTGNBUS
D D
HED
BATTERY
BATTERY CHARGE
BATTERY
RELAY
60
NORM
TEST OPEN
L DC GEN L GEN TIE OPEN BAT TIE OPEN R GEN TIE OPEN R DC GEN
MAN TIES CLOSE
L GEN R GEN
CONTAR
LGEN
CONTACTOR CONTACTOR
RCS LCS
GEN GEN
S W.
GEN
SW. SW.
275 275 275
250 250
H H
LEFT GEN BUS E CENTER BUS E RIGHT GEN BUS
LEFTGNBUS
D D
HED
BATTERY
BATTERY CHARGE
BATTERY
RELAY
60
NORM
TEST OPEN
L DC GEN L GEN TIE OPEN BAT TIE OPEN R GEN TIE OPEN R DC GEN
MAN TIES CLOSE
L GEN R GEN
CONTAR
LGEN
CONTACTOR CONTACTOR
RCS LCS
GEN GEN
S W.
GEN
SW. SW.
275 275 275
250 250
H H
LEFT GEN BUS E CENTER BUS E RIGHT GEN BUS
LEFTGNBUS
D D
HED
BATTERY
BATTERY CHARGE
BATTERY
RELAY
60
NORM
TEST OPEN
L DC GEN L GEN TIE OPEN BAT TIE OPEN R GEN TIE OPEN R DC GEN
MAN TIES CLOSE
L GEN R GEN
CONTAR
LGEN
CONTACTOR CONTACTOR
RCS LCS
GEN GEN
S W.
GEN
SW. SW.
275 275 275
250 250
H H
LEFT GEN BUS E CENTER BUS E RIGHT GEN BUS
LEFTGNBUS
D D
HED
BATTERY
BATTERY CHARGE
BATTERY
RELAY
60
NORM
TEST OPEN
L DC GEN L GEN TIE OPEN BAT TIE OPEN R GEN TIE OPEN R DC GEN
MAN TIES CLOSE
L GEN R GEN
CONTAR
LGEN
CONTACTOR CONTACTOR
RCS LCS
GEN GEN
SW.
GEN
SW. SW.
275 275 275
250 250
H H
LEFT GEN BUS E CENTER BUS E RIGHT GEN BUS
LEFTGNBUS
D D
HED
BATTERY
BATTERY CHARGE
BATTERY
RELAY
60
NORM
TEST OPEN
L DC GEN L GEN TIE OPEN BAT TIE OPEN R GEN TIE OPEN R DC GEN
MAN TIES CLOSE
L GEN R GEN
CONTAR
LGEN
CONTACTOR CONTACTOR
RCS LCS
GEN GEN
S W.
GEN
SW. SW.
275 275 275
250 250
H H
LEFT GEN BUS E CENTER BUS E RIGHT GEN BUS
LEFTGNBUS
D D
HED
BATTERY
BATTERY CHARGE
BATTERY
RELAY
60
NORM
TEST OPEN
L DC GEN L GEN TIE OPEN BAT TIE OPEN R GEN TIE OPEN R DC GEN
MAN TIES CLOSE
L GEN R GEN
CONTAR
LGEN
CONTACTOR CONTACTOR
RCS LCS
GEN GEN
S W.
GEN
SW. SW.
275 275 275
250 250
H H
LEFT GEN BUS E CENTER BUS E RIGHT GEN BUS
LEFTGNBUS
D D
HED
BATTERY
BATTERY CHARGE
BATTERY
RELAY
60
NORM
TEST OPEN
L DC GEN L GEN TIE OPEN BAT TIE OPEN R GEN TIE OPEN R DC GEN
MAN TIES CLOSE
L GEN R GEN
CONTAR
LGEN
CONTACTOR CONTACTOR
RCS LCS
GEN GEN
S W.
GEN
SW. SW.
275 275 275
250 250
H H
LEFT GEN BUS E CENTER BUS E RIGHT GEN BUS
LEFTGNBUS
D D
HED
BATTERY
BATTERY CHARGE
BATTERY
RELAY
60
NORM
TEST OPEN
L DC GEN L GEN TIE OPEN BAT TIE OPEN R GEN TIE OPEN R DC GEN
MAN TIES CLOSE
L GEN R GEN
CONTAR
LGEN
CONTACTOR CONTACTOR
RCS LCS
GEN GEN
S W.
GEN
SW. SW.
275 275 275
250 250
H H
LEFT GEN BUS E CENTER BUS E RIGHT GEN BUS
LEFTGNBUS
D D
HED
BATTERY
BATTERY CHARGE
BATTERY
RELAY
60
NORM
TEST OPEN
L DC GEN L GEN TIE OPEN BAT TIE OPEN R GEN TIE OPEN R DC GEN
MAN TIES CLOSE
L GEN R GEN
CONTAR
LGEN
CONTACTOR CONTACTOR
RCS LCS
GEN GEN
S W.
GEN
SW. SW.
275 275 275
250 250
H H
LEFT GEN BUS E CENTER BUS E RIGHT GEN BUS
LEFTGNBUS
D D
HED
BATTERY
BATTERY CHARGE
BATTERY
RELAY
60
NORM
TEST OPEN
L DC GEN L GEN TIE OPEN BAT TIE OPEN R GEN TIE OPEN R DC GEN
MAN TIES CLOSE
L GEN R GEN
CONTAR
LGEN
CONTACTOR CONTACTOR
RCS LCS
GEN GEN
S W.
GEN
SW. SW.
275 275 275
250 250
H H
LEFT GEN BUS E CENTER BUS E RIGHT GEN BUS
LEFTGNBUS
D D
HED
BATTERY
BATTERY CHARGE
BATTERY
RELAY
60
NORM
TEST OPEN
L DC GEN L GEN TIE OPEN BAT TIE OPEN R GEN TIE OPEN R DC GEN
MAN TIES CLOSE
L GEN R GEN
CONTAR
LGEN
CONTACTOR CONTACTOR
RCS LCS
GEN GEN
S W.
GEN
SW. SW.
275 275 275
250 250
H H
LEFT GEN BUS E CENTER BUS E RIGHT GEN BUS
LEFTGNBUS
D D
HED
BATTERY
BATTERY CHARGE
BATTERY
RELAY
60
NORM
TEST OPEN
L DC GEN L GEN TIE OPEN BAT TIE OPEN R GEN TIE OPEN R DC GEN
MAN TIES CLOSE
Figure 2-28 Power Distribution—External Power (External Power and Battery Switches ON)
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INTRODUCTION
The aircraft lighting system consists of cockpit-controlled interior and exterior lights. Interior
lights are in the cockpit and passenger cabin and consists of navigation lights, entry and exit
threshold lights, and baggage area lights. Exterior lighting consists of navigation lights, rotating
beacons, strobe lights, landing and taxi lights, ice lights, and recognition lights.
The MASTER PANEL LIGHTS - ON/OFF controls the indirect fluorescent cabin lights (Fig-
switch is the master switch for: PILOT & COPI- ure 3-2). A switch to the right of the interior light
LOT FLIGHT INSTR, PILOT & COPILOT switch activates the cabin NO SMOKING/FAS-
GYRO INSTR, ENGINE INSTR, AVIONICS TEN SEAT BELT signs and accompanying
PANEL, OVHD, PED & SUBPANEL, and SIDE chimes. This three-position switch is placarded
PANEL. The indirect instrument lighting and NO SMK & FSB - OFF - FSB.
map (overhead) lights are controlled by rheostat
switches mounted on the overhead panel. A hot-wired threshold light is mounted on the left
side of the entryway at floor level. Optional
airstair door lights mounted under each step may
CABIN LIGHTING be installed. These lights share the same controls;
a slide type switch (Figure 3-3) mounted adjacent
A three-position switch on the copilot’s left sub- to the threshold light, and a microswitch
panel light control panel, placarded CABIN - mounted in the door lock. Whenever the slide
START/BRIGHT - DIM - OFF on the C90A and switch is in the ON position and the door is open,
CABIN - BRIGHT - DIM - OFF on the C90B, the lights will come on.
TEST
INTRODUCTION
Warning and caution indicators can be the first indication of trouble or malfunction in some
system or component of the airplane. Crewmembers should have complete familiarity with
these indicators and the related action necessary to correct the problem or cope with the situa-
tion until a safe landing can be made. In the case of an on-ground indication, the problem
should be corrected before flight.
GENERAL
This chapter presents a description and discus- The annunciator panel is described in detail,
sion of the warning, caution, and advisory including each annunciator, its purpose, and the
annunciator panel. associated cause for illumination.
L DC GEN L NO FUEL XFR RVS NOT READY L CHIP DETECT L ENG ICE FAIL
INVERTER A/P FAIL A/P TRIM FAIL CABIN ALT HI CABIN DOOR
RRENG
ENG ICE
ICE FAIL
FAIL L GEN TIE OPEN BAT TIE OPEN R GEN TIE OPEN
R ENG ANTI-ICE MAN TIES CLOSE FUEL CROSSFEED HYD FLUID LO BATTERY CHARGE
NOTE:
CHIP DETECT - Lights red on the C90A
DC GEN - Lights Red (Prior to LJ-1353 and after)
NO FUEL XFR - Lights Red (Prior to LJ-1353)
OIL PRESS -Optional prior to LJ-1353
Any illuminated red lens in the annunciator panel be activated if an additional warning annunciator
will remain on until the fault is corrected. The illuminates. When a warning fault is corrected,
FAULT WARNING flasher can be extinguished the affected warning annunciator will extinguish,
by depressing the face of the FAULT WARNING but the FAULT WARNING flasher will continue
flasher, even if the fault is not corrected. In such a flashing until it is depressed.
case, the FAULT WARNING flasher will again
L FUEL PRESS Low fuel pressure on left side; check boost pump, crossfeed.
R FUEL PRESS Low fuel pressure on right side; check boost pump, crossfeed.
* Optional equipment
L DC GEN Left generator is off line (Red prior to LJ-1353 and after).
Propeller levers are not in the high rpm position with the landing
RVS NOT READY gear extended.
L GEN TIE OPEN Left generator bus is isolated from the center bus.
BAT TIE OPEN Battery is isolated from the generator buses and center bus.
R GEN TIE OPEN Right generator bus is isolated from the center bus.
R DC GEN Right generator is off line (Yellow for LJ-1353 and after).
System is armed and left engine torque is below 400 ft-lb, or the
L IGNITION ON left ignition and engine start switch is ON.
L ENG ANTI-ICE Left engine anti-ice vanes are in position for icing conditions.
R ENG ANTI-ICE Right engine anti-ice vanes are in position for icing conditions.
LDG/TAXI LIGHT Landing lights or taxi light is on with landing gear UP.
*Optional Equipment
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4 6
MAIN
FUEL
2 8
LBS X 100
0 10
INTRODUCTION
A complete understanding of the fuel system is essential to competent and confident operation
of the aircraft. Management of fuel and fuel system components is a major everyday concern of
the pilot. This section gives the pilot the information he needs for safe, efficient fuel
management.
DESCRIPTION
The Fuel System section of the training manual samples of fuel. Approved fuels and tank filling
presents a description and discussion of the fuel sequence are included.
system. The physical layout of the fuel cells and
fuel system are described in this section. Correct
use of the boost pumps, transfer pumps, cross- FUEL SYSTEM
feed, and firewall shutoff valves are discussed.
Fuel drains, their location, and type are described The Beechcraft King Air fuel system is designed
with correct procedure for taking and inspecting to simplify flight procedures in the cockpit, and
Fuel is transferred automatically when the The fuel transfer system may be monitored by
TRANSFER PUMP switches are placed in periodically checking the nacelle tank quantity
AUTO, unless the nacelle tanks are full. As the against the total tank quantity.
engines burn fuel from the nacelle tanks (6 gallon
capacity each tank), fuel from the wing tanks is If the NO FUEL XFR does not illuminate and the
transferred into the nacelle tanks each time the transfer test indicates a working pump, the flow
nacelle tank levels drop approximately 10 gal- switches may be suspect. Using the transfer test
lons. The nacelle tanks will fill until the fuel will begin the fill-up cycle, however, fuel quan-
reaches the upper transfer limit and a float switch tity in the nacelle will drop below the lower level
turns the TRANSFER PUMP off. without activating the transfer pump. Proceed by
moving the transfer pump switch (Figure 5-3) to
A pressure switch, located in the fuel transfer the OVERRIDE position. In this mode, the trans-
line, will automatically turn off the transfer pump fer pump will run continuously until the transfer
if a preset pressure is not obtained within approx- pump switch is returned to the OFF position.
imately 30 seconds after the pump is turned on, When the nacelle tank becomes full, excess fuel
or if the transfer pump pressure drops below a will be returned to the center section wing tank
preset pressure due to empty wing tanks or pump through the vent line.
failure. For example, when 132 gallons of fuel
(each side) are used from the wing tanks (132
Illumination of the NO FUEL XFR annunciator
gallons usable each side), the pressure sensing
switch reacts to a pressure drop in the fuel trans- may indicate a normal or abnormal situation.
fer line as the wing tanks are exhausted of fuel. During normal operation, when the fuel in the
After-30 seconds, the transfer pump shuts off and wing tanks is exhausted, the NO FUEL XFR
the respective yellow (red on prior to LJ1353) annunciator indicates that the wing tanks are
NO FUEL XFR annunciator on the anuunciator empty and the fuel transfer switch should be
panel illuminates. turned off.
AUTO AUTO 6 8
4 FUEL 10
OFF OFF 2 12
MAIN TANK
ONLY
0 14
QTY
LBS X 100
LEFT
TRANS. PUMP ENGINE TRANSFER TEST ENGINE TRANS. PUMP
OVERRIDE OVERRIDE
AUTO AUTO
FIRE BOOST TRANS QTY PRESS CROSS PRESS QTY TRANS BOOST FIRE OPEN CLOSE
OPEN WALL WALL
VALVE
PUMP PUMP IND WARN FEED WARN IND PUMP PUMP
VALVE LEFT NACELLE RIGHT
FIREWALL FIREWALL
SHUTOFF SHUTOFF
VALVE 5 10 5 5 5 5 5 5 5 10 5 VALVE
FIRE BOOST TRANS QTY PRESS CROSS PRESS QTY TRANS BOOST FIRE OPEN
OPEN WALL WALL
CLOSED LEFT FUEL SYSTEMS RIGHT CLOSED PUMP PUMP IND WARN FEED WARN IND PUMP PUMP
VALVE VALVE
FIREWALL FIREWALL
ENGINE INSTRUMENT SHUTOFF SHUTOFF
VALVE 5 10 5 5 5 5 5 5 5 10 5 VALVE
LEFT
CLOSED LEFT FUEL SYSTEMS RIGHT CLOSED
5 5 5 5 5 5 5
ENGINE INSTRUMENT
PROP TURBINE FUEL OIL OIL LEFT
ITT TORQUE
TACH TACH FLOW PRESS TEMP
5 5 5 5 5 5 5
5 5 5 5 5 5 5
ITT TORQUE PROP TURBINE FUEL OIL OIL
RIGHT TACH TACH FLOW PRESS TEMP
5 5 5 5 5 5 5
RIGHT
If the transfer pump fails to operate during flight, (Figure 5-4). A toggle switch selector allows the
gravity feed will perform the transfer. When the pilot to check total system or just the nacelle
nacelle tank level drops to approximately tank quantity. The system has a total capacity of
150 pounds, or approximately 22 gallons, the 387 gallons, and a maximum usable fuel quan-
gravity port in the nacelle tank opens and gravity tity of 384 gallons. The fuel quantity gages and
flow from the wing tank starts. All wing fuel, the engine fuel flow indicators read in pounds
except 28 gallons from the center section tank, times 100. At 6.7 pounds per gallon, 2572.8
will transfer during gravity feed. pounds of usable fuel are available in the sys-
tem, 1286.4 pounds per side.
FUEL CAPACITY
There is no structural limitation for which a Max-
The fuel quantity system is a capacitance gag- imum Zero Fuel Weight must be set.
ing system with one quantity indicator per wing
Fuel flow from each wing tank system and The firewall shutoff valve for each engine fuel
nacelle tank is automatic without pilot action system is actuated by its respective FW SHUT-
(Figure 5-6). The wing tanks gravity feed into the OFF VALVE switch on the pilot’s fuel control
center section tank through a line extending from p a n e l . W h e n t h e F W S H U TO F F VA LV E
the aft inboard wing tank to be outboard side of switch is closed, its respective firewall shutoff
the center section tank. A flapper-type check valve closes to shut off the flow of fuel to the
valve in the end of the gravity feed line prevents engine. From the firewall shutoff valve, fuel is
any backflow of fuel into the wing tanks. routed to the fuel strainer filter and drain on
the lower center of the engine firewall, the fuel
The fuel pressure required to operate the engine pressure switch, the fuel flow indicator trans-
is provided by an engine-driven fuel pump mitter, the fuel heater, and then to the engine-
mounted in conjunction with the fuel control unit
driven fuel pump and engine fuel control unit.
on the accessory case. Fuel is pumped to the high
pressure fuel pump by an electrically-driven The 20 micron filter incorporates a bypass
boost pump submerged in the nacelle tank. valve to permit fuel flow in case of plugging
and a drain valve used to drain the filter prior
The supply line from the nacelle tank is routed to each flight. A pressure switch mounted
from the outboard side of the nacelle tank, for- directly above the filter senses boost pump fuel
The red FUEL PRESS light will go out at about The electrically-driven boost pump also provides
10 psi of increasing fuel pressure. From the fuel the pressure required for the crossfeed of fuel
strainer and filter, fuel is routed through the fuel from one side of the aircraft to the other.
flow transmitter mounted on the firewall, inboard
of the pressure switch. Fuel from the transmitter The electrical power with which the boost pumps
is routed through the fuel heater, which utilizes are operated is controlled by lever-lock toggle
heat from the engine oil to warm the fuel. The switches on the fuel control panel. One source of
fuel is then routed to the fuel control unit that power to the boost pumps is supplied from the
monitors the flow of fuel to the engine fuel noz- triple-fed bus that supplies the circuit breakers.
zles. A heater boot is also installed on the This circuit is protected by two 10-ampere circuit
governor control line of each engine. Each air breakers located on the fuel panel. Power from
line heater is protected by a 7.5 ampere, push- this circuit is available only when the master
pull circuit breaker mounted in the circuit switch is on.
breaker panel beside the copilot. The heaters are
controlled by switches installed on the pedestal The other source of power to the boost pumps is
and activated by the condition levers. directly from the battery through the battery
emergency bus. During shutdown, both boost
The engine-driven fuel pump is mounted on the pump switches and crossfeed must be turned off
accessory case of the engine in conjunction with to prevent discharge of the battery.
FIREWALL FIREWALL
SHUTOFF SHUTOFF
The firewall shutoff valves (Figure 5-7), located VALVE VALVE
AUTO
ENGINE TRANSFER TEST ENGINE
AUTO
TRANS. PUMP
OVERRIDE
BOOST PUMP
2
4
6 8
FUEL 10
12
SEE MANUAL FOR
FUEL CAPACITY 2
4
6 8
FUEL 10
12
ON
0
ONLY
QTY
14
FUEL QUANITY
MAIN TANK
0
ONLY
QTY
14
OFF
CROSSFEED
OPEN
position cuts off all fuel to the engine. When the LBS X 100 TOTAL LBS X 100
AUTO
CLOSE
red guard closes, it forces the switch into the LEFT NACELLE RIGHT
FIREWALL
SHUTOFF
FIRE
WALL
VALVE
BOOST
PUMP
TRANS
PUMP
QTY
IND
PRESS
WARN
CROSS
FEED
PRESS
WARN
QTY
IND
TRANS
PUMP
BOOST
PUMP
FIRE
WALL
VALVE
OPEN
FIREWALL
SHUTOFF
VALVE 5 10 5 5 5 5 5 5 5 10 5 VALVE
ITT
5
TORQUE
5
PROP
TACH
5
TURBINE
TACH
5
FUEL
FLOW
5
OIL
PRESS
5
OIL
TEMP
CROSSFEED OPERATION
Crossfeeding fuel is authorized only in the event
of engine failure or electric boost pump failure.
The crossfeed system is controlled by a three- pilot may elect to continue the flight with the
position switch placarded: CROSSFEED OPEN, remaining boost pump and the crossfeed system
AUTO, and CLOSED. The valve can be manu- in operation.
ally opened or closed, but under normal flight
conditions it is left in the AUTO position. In the When the crossfeed switch on the fuel control
AUTO position, the fuel pressure switches are panel is actuated, power is drawn from a
connected into the crossfeed control circuit. 5-ampere circuit breaker on the fuel control panel
to the solenoid that opens the crossfeed valve.
In the event of a boost pump failure, causing a The crossfeed is also powered through the hot
drop in fuel pressure, these switches open the battery bus through a 5-amp fuse.
crossfeed valve allowing the remaining boost
pump to supply fuel to both engines. When the crossfeed valve is receiving power, the
yellow FUEL CROSSFEED light on the annun-
In the event of a boost pump failure during take- ciator panel will illuminate. The crossfeed will
o ff , t h e s y s t e m w i l l b eg i n t o c r o s s f e e d not transfer fuel from one wing to another; its
automatically allowing the pilot to complete the function is to supply fuel from one side to the
takeoff without an increase in workload at a cru- opposite engine during a boost pump failure or
cial time. After the takeoff is completed, or if the an engine-out condition. If the boost pumps on
boost pump fails after takeoff, the crossfeed both sides are operating and the crossfeed valve
switch may be closed and the flight continued is open, fuel will be supplied to the engines in the
relying on the engine-driven high pressure pump normal manner because the pressure on each side
without boosted pressure. In some instances, the of the crossfeed valve should be equal.
NOTE
The firewall shutoff valve has to be
electrically opened to drain large quan-
tities of fuel from the firewall fuel-
filter drain.
#1 DC
GEN
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INTRODUCTION
In-depth knowledge of the powerplants is essential to good power management by the pilot.
Knowing and operating within safe parameters of the powerplant and propeller system extends
engine life and ensures safety. This chapter describes the basic sections of the engine and its
operational limits and preflight checks.
In-depth knowledge of the propeller system is also essential to proper operation of the engine
power system. Operating within safe parameters of the powerplant and propeller systems
extends engine life and ensures safety. This chapter also describes the propeller system and its
operational limits and preflight checks.
engine, moves forward through the combustion single centrifugal stage, assembled as an
section and the turbines, and is exhausted at the integral unit.
front of the engine.
A row of stator vanes, located between each
stage of compression, diffuses the air, raises its
ENGINE AIRFLOW static pressure, and directs it to the next stage of
compression. The compressed air passes through
Inlet air enters the engine through an annular ple- diffuser tubes, which turn the air through 90° in
num chamber, formed by the compressor inlet direction and convert velocity to static pressure.
case, where it is directed forward to the compres- The diffused air then passes through straighten-
sor (Figures 7-8, 7-9, and 7-10). The compressor ing vanes to the annulus surrounding the
consists of three axial stages combined with a combustion chamber liner.
The combustion chamber liner has varying size expanding gases are directed to the turbines. The
perforations which allow entry of compressor location of the liner eliminates the need for a
delivery air. Approximately 25% of the air mixes long shaft between the compressor and the com-
with fuel to support combustion. The remaining pressor turbine, thus reducing the overall length
75% centers the flame in the combustion cham- and weight of the engine.
ber and provides internal cooling for the engine.
As it enters the combustion area and mixes with During normal operation, fuel is injected into
fuel, the flow of air changes direction 180°. The the combustion chamber liner through 14 sim-
fuel/air mixture is ignited, and the resultant plex nozzles, which are supplied by a dual
manifold consisting of primary and secondary pass through the compressor turbine inlet guide
transfer tubes and adapters. During starting, the vanes to the single-stage compressor turbine.
fuel/air mixture is ignited by two spark igniters The guide vanes ensure that the expanding
which protrude into the liner. After starting, the gases impinge on the turbine blades at the cor-
igniters are turned off, since combustion is self- rect angle, with minimum loss of energy. The
sustaining. The resultant gases expand from the expanding gases are then directed forward to
liner, reverse direction in the exit duct zone, and drive the power turbine section.
DETECT” light requires the engine be shut down cutoff valve, flow divider, and dual fuel mani-
to prevent serious internal damage. fold with 14 simplex nozzles.
When a CHIP DETECT annunciator light The PT6A-21 engine uses an electric low-pres-
comes on and stays on, timely action is sure boost pump to supply a 30-psi head pressure
required to prevent serious damage to the to the high-pressure engine-driven fuel pump.
internal engine components. The chip detector This head pressure prevents fuel cavitation at the
indicates the presence of ferrous particles in high-pressure pump. The fuel is also used for
the propeller gearbox. cooling and lubricating the pump. The oil-to-fuel
heat exchanger uses warm engine oil to maintain
a desired fuel temperature at the fuel pump inlet
ENGINE FUEL SYSTEM to prevent icing at the pump filter. This is done
with automatic temperature sensors and requires
The fuel control system for PT6A engines is no action by the pilot.
essentially a fuel governor that increases or
decreases fuel flow to the engine to maintain Fuel enters the engine fuel system through the
selected engine operating speeds. At first oil-to-fuel heat exchanger, and then flows into the
glance, the system may appear quite compli- high-pressure engine-driven fuel pump and on
cated. The engine fuel control system consists into the fuel control unit (FCU).
of the main components shown in the block dia-
gram (Figure 7-18). They are the electric low- The high-pressure fuel pump is an engine-driven
pressure boost pump, oil-to-fuel heat exchanger, gear-type pump with an inlet and outlet filter. Flow
high-pressure fuel pump, fuel control unit, fuel rates and pressures will vary with gas generator
(N1) rpm. Its primary purpose is to provide suffi- valve in the FCU remains closed during starting
cient pressure at the fuel nozzles for a proper spray until fuel pressure builds sufficiently to maintain
pattern during all modes of engine operation. The a proper spray pattern in the combustion cham-
high-pressure pump supplies fuel at approximately ber. About 80 psi is required to open the
800 psi to the fuel side of the FCU. minimum pressurizing valve. If the high pressure
fuel pump should fail, the valve would close, and
Two valves included in the FCU ensure consis- the engine would flame out.
tent and cool engine starts. When the ignition or
start system is energized, the purge valve is elec- The fuel cutoff valve is located downstream from
trically opened to clear the FCU of vapors and the minimum pressurizing valve in the FCU. This
bubbles. The excess fuel flows back to the nacelle valve is controlled by the condition lever, either
fuel tanks. The spill valve, referenced to atmo- open or closed. There is no intermediate position
spheric pressure, adjusts the fuel flow for cooler of this valve. For starting, fuel flows initially
high-altitude starts. through the flow divider to the 10 primary fuel
nozzles in the combustion chamber. As the
Between the FCU fuel valve and the engine com- engine accelerates through approximately 40%
bustion chamber, the minimum pressurizing N1, fuel pressure is sufficient to open the flow
TO FUEL
TOPPING
GOVERNOR
TO GRAVITY
FEED LINE
POWER LEVER
FUEL
PURGE P3
MINIMUM
PRESSURIZING VALVE
MINIMUM
FLOW DIVIDER
FLOW
and DUMP VALVE
STOP
FUEL CUT-OFF
VALVE
ENGINE DRIVEN
FUEL PUMP
N1
GOVERNOR
FUEL SUPPLY
P3
INLET
L DC GEN L NO FUEL XFR RVS NOT READY R CHIP DETECT R NO FUEL XFR R DC GEN
˚C X 100
6 2
5 4
0
16 TORQUE 0
14 2
12 FTLB X 100 4
10 6
8
.0 0
110 TURBINE 20
100
30
90 40
%RPM
80 50
Figure 7-22 Control Levers 70 60
UP
5 RUNNING FLAP
REVERSE
DN
FRICTION
10 LOCK
APPROACH
3
AILERON TAB
1 1
RIGHT
3
DOWN
RUDDER TAB
TACHOMETER (N1)
LEFT RIGHT
5
5
1 0 1
3
3
5
5
The N1 gas generator tachometer measures the
rotational speed of the compressor shaft, in per-
cent of rpm, based on 37,500 rpm at 100% POWER
EFIS
CMPST TEST
CABIN
PRESS
DUMP
P
R
RUDDER
BOOST
ELEV
TRIM
PUSH PUSH
HDG CRS
CABIN 1000
D
YNC SEL
ALT FT
1 2
0 14
3
12
TRIM HDG NAVARM DR APPRARM B/C VNAV 1/2 0
16
-1
4
YAWDIS ALT ALTARM VS GSARM IAS GA DSC CLM APDIS
10
ACFT ALT
RATE 1000 FT CABIN
18
10
5
HDG NAV APPR B/C CLIMB
ALT
26
TEST 20
24 22
6
9
M M 7
ALT ALT SEL VS IAS DSC I
N
A
X
8
SR
DN
in gradations of 2%.
Figure 7-24 Control Pedestal
The N1 indicator is self-generating (LJ-1361, LJ-
1363, and after are DC-powered). The tachome- lifted over the IDLE detent and pulled back,
ter generator sensing unit, located in the engine they control engine power through the Beta and
accessory section, is geared down to supply N1 reverse ranges. A selectable ground fine (or
speed information to the instrument panel to indi- zero thrust) power lever gate position is pro-
cate the percent of N1 revolutions. vided on the C90B.
Maximum continuous gas generator speed is lim-
ited to 38,100 rpm, which is 101.5% on the N1 Condition Levers
indicator. A transient speed up to 102.6%, 38,500
rpm, is time-limited to 2 seconds, to provide a The condition levers have multiple positions:
buffer for surges during engine acceleration. FUEL CUTOFF and LO IDLE through HI IDLE
(Figure 7-22). At the FUEL CUTOFF position,
fuel flow to its respective engine is cut off.
CONTROL PEDESTAL
At LO IDLE, engine gas generator speed (N1)
The control pedestal extends between pilot and is a minimum of 51% on the C90A or 58% on
copilot (Figure 7-24). The three sets of control the C90B; at HI IDLE it is 70%. The levers can
levers are left to right: the power levers, propeller be set anywhere between LOW IDLE and
levers, and the condition levers. HIGH IDLE
running N 1 below 70%, the generator load an allowable excursion duration of two sec-
should be reduced and the N1 speed increased onds. A momentary peak of 1,500 ft-lb and
before re-introducing a load on the engines. 825º C is allowed for torque and ITT respec-
tively during acceleration.
At N 1 speeds of 70% or more, the 660º C
restriction is removed, as airflow through the The Overtorque Limits Chart (Figure 7-26) shows
engine is sufficient. actions required if torque limits are exceeded
under all conditions. If the torque limits are
In the climb, torque will decrease and ITT may exceeded for more than a few minutes, the gear-
increase slightly. The cruise climb and recom- box can be damaged. The chart shows the specific
mended normal cruise ITT limit is not placarded limits and action required if they are exceeded.
on the indicator. At altitude, the Performance
Chart numbers may not be attainable due to alti- The Overtemperature Limits charts (Figures 7-27
tude and temperature variations. and 7-28) show the specific actions required if
ITT limits are exceeded during Starting Condi-
Transient limits provide buffers for surges dur- tions and All Conditions Except Starting. For
ing engine acceleration. Torque and ITT have area A (Figure 7-28 Overtemperature Limits
Trend Monitoring
During normal operations, gas turbine engines
are capable of producing rated power for
extended periods of time. Engine operating
parameters, such as output torque, interstage tur-
bine temperature, compressor speed, and fuel
flow for individual engines are predictable under
specific ambient conditions. On PT6A engines,
these predictable characteristics may be taken
advantage of by establishing and recording indi-
vidual engine performance parameters. These
parameters can then be compared periodically to
predicted values to provide day-to-day visual
confirmation of engine efficiency.
The Engine Condition Trend Monitoring System,
recommended by Pratt and Whitney, is a process of Figure 7-29 View through Exhaust Duct
periodically recording engine instrument readings
-
DATE OAT PRESS IAS PROP TORQUE N1 ITT FUEL DELTA* DELTA* DELTA* OIL OIL ELECT
(°) ALT (KTS) SPEED (FT/LBS) (%) FLOW NG ITT FF TEMP PRESS LOAD
LEFT
RIGHT
LEFT
RIGHT
LEFT
RIGHT
LEFT
RIGHT
LEFT
RIGHT
LEFT
RIGHT
LEFT
RIGHT
LEFT
RIGHT
equilibrium or “onspeed” condition will occur. On many types of airplanes, the low pitch stop
The pilot can select any constant propeller rpm is simply at the low pitch limit of travel, deter-
from 1,800 to 2,200 rpm. Normally 2,200 is used mined by the propeller’s construction. But with
for takeoff and 2,000 rpm for climb. Cruise rpm a reversing propeller, the extreme travel in the
is 1,900 rpm. low pitch direction is past 0º, into reverse or
negative blade angles (Figure 7-38). Conse-
quently, the low pitch stop on this propeller
LOW PITCH STOP must be designed in such a way that it can be
repositioned when reversing is desired.
It is easy for the pilot to determine when the pro-
peller blade angle is at the low pitch stop. The low pitch stop is created by mechanical link-
Assuming the propeller is not feathered or in the age sensing the blade angle. The linkage causes a
process of being feathered, whenever the propel- valve to close, which stops the flow of oil pres-
ler rpm is below the selected governor rpm, the sure coming into the propeller dome. Since this
propeller blade angle is at the low pitch stop. pressure causes low pitch and reversing, once it
is blocked, a low pitch stop has been created. The
This assumes that momentary periods of under- low pitch stop is commonly referred to as the
speed are not being considered. Rather, the “Beta” valve. Furthermore, the valve is spring-
propeller rpm is below and staying below the loaded to cause the propeller to feather in the
selected governor rpm. event of mechanical loss of Beta valve control.
For example, if the propeller control is set at The position of the low pitch stop is controlled
1,900 rpm but the propeller is turning at less from the cockpit by the power lever. Whenever
than 1,900 rpm, the blade angle is at the low the power lever is at IDLE or above, this stop is
pitch stop.
set at approximately 15º for the C90A or approx- approximately 15º for the C90A or approxi-
imately 12º for the C90B. But bringing the power mately 12º for the C90B are requested before the
lever aft of IDLE progressively repositions the propeller blades are on the low pitch stop, the slip
stop to lesser blade angles. ring will not move, and the reversing cable and
linkage may be damaged.
Before reversing can take place, the propeller
must be on the low pitch stop. As the propellers The region from 15º to –11º (C90A) or 12º to
reach approximately 15º for the C90A or approx- –10º (C90B) blade angle is referred to as the Beta
imately 12º for the C90B, the Beta valve is range. On the C90A, the range from 15º to –5º,
repositioned, creating the low pitch stop. The pri- the engine’s compressor speed (N1) remains at
mary governor is sensing an underspeed and is the value it had when the power lever was at
directing oil pressure into the propeller dome. IDLE (low idle to high idle) based on condition
The Beta valve is controlling oil flow into the pri- lever position. From –5º to –11º blade angle, the
mary governor, and is defining the low pitch stop N1 speed progressively increases to a maximum
through oil pressure. value at –11º blade angle of approximately 85%
+
_ 3%. This region, designated by red and white
When blade angles less than approximately 15º stripes on the power lever gate, is referred to as
for the C90A or approximately 12º for the C90B the “Beta Plus Power” range or Reverse, and
are requested, the linkage pulls the Beta valve ends at maximum reverse.
actuator, readjusting the propeller blade angle as
the Beta valve allows more oil into the propeller On the C90B, the Ground Fine range extends
dome. The slip ring moves with the prop dome from +12º to +3º, and the engine’s compressor
and will define the low pitch stop at a lower, or speed (N1) remains at the value it had when the
negative, blade angle. If blade angles less than power lever was at IDLE (low idle to high idle)
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INTRODUCTION
The aircraft fire protection system consists of engine fire detection and fire extinguishing
systems. Cockpit controls and indicators monitor and operate the system.
GENERAL
The fire protection chapter of the training manual The detection system is operable whenever the
presents a description and discussion of the air- generator buses are active.
plane fire protection system and components.
The location and purpose of switches and indica- The system consists of the following: three
tors are described. photoconductive cells for each engine; a con-
trol amplifier for each engine; two red warning
lights on the warning annunciator panel, one
FIRE DETECTION SYSTEM placarded L ENG FIRE, the other R ENG
The fire detection system (Figure 8-1) is FIRE; a test switch on the copilot’s left sub-
designed to provide immediate warning in the panel; and a circuit breaker placarded FIRE
event of fire in either engine compartment. DET on the right side panel.
BLEED AIR CO
L R
AIR
15
5
20
LV
VA E
INTRODUCTION
The pneumatic and vacuum systems are necessary for the operation of surface deicers, instru-
ment air, production of vacuum, rudder boost, flight hourmeter, cabin door seal, pressurization
controller, and pressurization outflow and safety valves. Pilots need to know how the bleed air is
distributed and controlled for these various uses. This section identifies these systems and
covers the pneumatic manifold and controls in detail.
DESCRIPTION
The Pneumatic and Vacuum Systems section of The sources for pneumatic air, vacuum, and
the training manual presents a description and acceptable gage readings are discussed.
discussion of pneumatic and vacuum systems.
SWITCH 0
PNEUMATIC
20
SWITCH PRESSURE
DEICE
DISTRIBUTER TO DEICE
FLIGHT VALVE BOOTS
HOURS 1/00 OPEN IN
00000
FLIGHT
(N.C.)
LANDING GEAR
EJECTOR
HYDRAULIC FILL CAN
AIRSTAIR
DOOR SEAL LEFT SQUAT VACUUM
LINE SWITCH REGULATOR
4 PSI
PRESSURE
REGULATOR GYRO
EMERGENCY INSTRUMENTS 15K
45
GYRO SUCTION
PRESSURIZATION 3 6
LINE GROUND (N.O.) (IN COCKPIT)
CONTROLLER,
GYRO
SUCTION
INCHES OF MERCURY
P SWITCH
50 PSID
WEATHER
SURF WSHLD
5 10
DEICE WIPER
INTRODUCTION
Flight in known icing conditions requires knowledge of conditions conducive to icing, and of all
anti-ice and deice systems available to prevent excessive ice from forming on the airplane. This
section identifies these systems with their controls and best usage.
GENERAL
This chapter presents a description and discus- The Beechcraft King Air C90A and C90B are
sion of the airplane ice and rain protection FAA-approved for flight in known icing condi-
systems. All of the anti-ice and deice systems in tions when the required equipment is installed
this airplane are described, showing location, and operational (Figure 10-1). The Required
controls, and how they are used. Equipment for Various Conditions of Flight List,
contained in the “Limitations” section of the
The purpose of this chapter is to acquaint the Pilot’s Operating Handbook, lists the necessary
pilot with all the systems available for flight in equipment.
icing or heavy rain conditions, along with their
controls. Procedures in case of malfunction in The ice and rain protection controls are grouped
any system are included. This also includes infor- on the pilot’s and copilot’s subpanels, except the
mation concerning preflight deicing and windshield wiper control, which is overhead
defrosting. (Figure 10-2).
There are some precautions which prevail during Tiedowns for propellers should be installed to
winter or icing conditions. An airplane needs spe- ensure against damage to internal engine compo-
cial care and inspection before operation in cold or nents not lubricated when the engine is not
potential icing weather. In addition to the normal operating. Spinning propellers can also be a
exterior inspection, special attention should be paid source of danger to crew, passengers, and ground
to areas where frost and ice may accumulate. support personnel. Propeller blades held in their
tiedown position channel moisture down the
Pilots should be familiar with the potential harm blades, past the propeller hub, and off the lower
a harmless-looking, thin layer of frost can cause. blade more effectively than in other positions or
It is not the thickness of the frost that matters; it when left spinning. During particularly icy
is the texture. A slightly irregular surface can ground conditions, the propeller hubs should also
substantially decrease proper airflow over the be inspected for ice and snow accumulation.
wings and stabilizers. Never underestimate the Pitot masts should always be covered while the
damaging effects of frost. All frost should be airplane is resting. Once the covers are removed,
removed from the leading edges of the wings, make sure both masts and drains are free of ice or
stabilons, stabilizers, and propellers before the water. Faulty readings could be obtained if they
airplane is moved. are clogged.
Control surfaces, hinges, the windshield, pitot During extended periods of taxiing or ground
masts, fuel tank caps, and vents should also be holding, the autoignition system should be turned
free of frost. Deicing fluid should be used off until right before takeoff. This will help to
when needed. prolong the service life of the igniter units.
Fuel drains should be tested for free flow. Water Snow, slush, or standing water on the runway
in the fuel system has a tendency to condense degrade airplane performance whether landing or
more readily during winter months, and if left taking off. During takeoff, more runway is
unchecked, large amounts of moisture may accu- needed to achieve necessary takeoff speed, while
mulate in the fuel tanks. Moisture does not landing roll is longer because of reduced braking
always settle at the bottom of the tank. Occasion- effectiveness.
ally a thin layer of fuel gets trapped under a large
mass of water, which may deceive the tester. Only the surface deicers are true deicers. The rest
Make sure a good-sized sample of fuel is taken. are really anti-icers and should be used to prevent
the formation of ice, not melt ice already present.
It is also important to add only the correct Accumulated ice on even the best-equipped air-
amount of anti-icing additive to the fuel. A higher plane will degrade its performance and ruin at
concentration of anti-icer does not ensure lower least the time and fuel calculations used for flight
fuel freezing temperatures and may hinder the planning. A minimum speed of 140 KIAS is nec-
airplane’s performance. Consult the “Normal essary to prevent ice formation on the underside
Procedures” section of the Pilot’s Operating of the wing, which cannot be adequately deiced.
Handbook to determine the correct blend.
Due to distortion of the wing airfoil, stalling air-
The brakes and tire-to-ground contact should be speeds should be expected to increase as ice
checked for lockup. No anti-ice solution contain- accumulates on the airplane. For the same rea-
ing oil-based lubricant should be used on the son, stall warning devices are not accurate and
brakes. If tires are frozen to the ground, use undi- should not be relied upon. Maintain a comfort-
luted defrosting fluid or a ground heater to melt able margin of airspeed above the normal stall
ice around the tires, then move the airplane as airspeed when ice is on the airplane. In order to
INTRODUCTION
Passenger comfort and safety is of prime importance. The task is to teach participants to operate
the environmental systems effectively and within the system’s limitations.
DESCRIPTION
The Environmental System section of the train- fresh air systems. Each system includes general
ing manual presents a description and discussion description, principle of operation, controls, and
of the air conditioning, bleed-air heating, and emergency procedures.
BLEED-AIR HEATING When the left landing gear safety switch is in the
on-the-ground position, the ambient air valve
SYSTEM (Figure 11-13) in each flow control unit is closed.
Consequently, only bleed air is delivered to the
Air pressure for cabin pressurization, heating the environmental bleed-air duct when the airplane is
cabin and cockpit, and for operating the instru- on the ground. The exclusion of ambient air
ments, rudder boost, and surface deice is allows faster cabin warmup during cold weather
obtained by bleeding air from the compressor operation. In flight, the ambient air valve is open
stage (P 3 ) of each engine. When air is com- when temperature is above -30°F, and ambient
pressed, its temperature increases. Therefore, the air is mixed with the engine bleed air in the flow
ELECTRIC HEAT
Additional heating is available from an electrical
heater (Figure 11-16) containing eight heating
elements rated at 1,000 watts each. The eight
electrical heating elements (Figure 11-17) are
divided into two sets with four elements in each
set. One set provides heat for NORMAL HEAT
operation and both sets combine for GROUND
MAX HEAT operation. The maximum output is
available during ground operation and only four
elements are available during flight. The airplane
electrical system is protected against an overload
by a lockout circuit that prevents use of the elec-
trical heater during operation of the propeller Figure 11-17 Grid Heating Elements
deicers or windshield heat
NORM position when the landing gear safety
The ELEC HEAT switch (Figure 11-18), in the switch is opened at lift-off. It provides maximum
ENVIRONMENTAL group in the copilot’s sub- electric heat for initial warmup of the cabin. If
panel, has three positions: GND MAX – NORM use of all electrical heating elements is not
– OFF. This switch is solenoid-held in GND desired for initial warmup, as in the GND MAX
MAX position on the ground and drops to position, the switch may be placed in the NORM
position, using only four elements. In the NORM
position the four heating elements automatically
W h e n t h e a u t o m a t i c c o n t r o l d r iv e s t h e
environmental system from a heating mode to a Figure 11-22 Cabin Temp Level Control
cooling mode, the bypass valves move toward the
cool position (bleed air passes through the air-to-
air heat exchanger). When the left valve reaches MANUAL MODE CONTROL
the full cold position, the air-conditioning system
will begin cooling. When the left bypass valve is When the CABIN TEMP MODE selector is in
moved approximately 30° toward the heat the MAN HEAT or MAN COOL position, regu-
position the air-conditioning system will turn off lation of the cabin temperature is accomplished
BLEED-AIR CONTROL
Bleed air entering the cabin is controlled by the
two switches (Figure 11-24) placarded BLEED
AIR VALVES – OPEN – CLOSED. When the Figure 11-25 Vent Blower Switch
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INTRODUCTION
Pressurization is desirable in an airplane because it allows the altitude of the cabin to be lower
than the altitude of the airplane, thus decreasing or eliminating the need for supplementary
oxygen. In this section, the pilot learns how the system operates, is controlled, and how to
handle malfunctions of the system.
DESCRIPTION
The Pressurization System section of the training tion of the pressurization system controls are
manual presents a description of the pressuriza- discussed. Where necessary, references are made
tion system. The function of various major to the environmental system as it affects
components, their physical location, and opera- pressurization.
IN FLIGHT
As the airplane climbs, the cabin pressure alti-
tude climbs at the selected rate of change until
the cabin reaches the selected pressure altitude.
The system then maintains cabin pressure alti-
tude at the selected value. If the airplane climbs
to an altitude higher than the value indexed on
the ACFT ALT scale of the dial on the face of the
controller, the pressure differential will reach the
pressure relief setting of the outflow valve and
safety valve. Either or both valves will then over-
ride the cabin pressurization controller in order to
limit the pressure differential to the maximum
pressure differential. If the cabin pressure alti-
tude should reach a value of 10,000 feet (12,500
for LJ 1353 and later), a pressure-sensing switch
will close. This causes the red ALTITUDE Figure 12-13 Pressurization Controller
WARN annunciator light to illuminate, warning Setting for Landing
INTRODUCTION
An understanding of the landing gear system will aid the pilot in proper handling of landing
gear operation and emergency procedures. This chapter, in addition to describing the system,
identifies inspection points and abnormal conditions to be considered. This chapter also
includes brakes, since an understanding of the brake system will help the pilot operate the
brakes safely and with minimum wear. In addition to system description, operating and
servicing procedures are covered.
GENERAL
This chapter presents a description and discus- This chapter also presents a description and dis-
sion of the landing gear system, landing gear cussion of the wheel brake system. Correct use of
controls, and limits. The indicator system and the brakes and parking brakes, brake system
emergency landing gear extension are also description, and what to look for when inspecting
described. brakes are also detailed.
Figure 14-1 Main Gear Assembly Figure 14-2 Nose Gear Assembly
level sensor, and an uplock pressure switch. For lower ends of the actuators. Hydraulic fluid under
manual extension the system has a hand-lever- pressure (generated by the power pack pump and
operated pump. The pump handle is located on contained in the accumulator) acts on the piston
the floor between the pilot’s seat and the faces of the actuators (which are attached to fold-
pedestal. ing drag braces), resulting in the extension or
retraction of the landing gear.
Three hydraulic lines (one for normal extension
and one for retraction, routed from the power When the actuator pistons are repositioned to
pack, and one for emergency extension routed fully extend the landing gear, an internal
from the hand pump) are routed to the nose and mechanical lock in the nose gear actuator and the
main gear actuators. The normal extension lines over-center action of the nose gear drag leg
and the manual extension lines are connected to assembly lock the nose gear in the down position.
the upper end of each hydraulic actuator. The In this position, the internal locking mechanism
hydraulic lines for retraction are fitted to the in the nose gear actuator will actuate the actuator
downlock switch to interrupt current to the pump GEAR CONTROL switch handle extinguish, and
motor. The motor will continue to run until all the green NOSE–L–R indicators illuminate, the
three landing gears are down and locked. A landing gear is in the fully down-and-locked
spring-loaded downlock assembly is fitted to position.
each main gear upper drag leg, providing positive
downlock action for the main gear. A solenoid mounted on the valve body end of the
pump is energized when the LDG GEAR CON-
In flight, with the LDG GEAR CONTROL in the TROL is in the UP position and actuates the gear
DN position, as the landing gear moves to the select valve, allowing system fluid to flow to the
fully down position, the downlock switches are retract side of the system. The gear select valve is
actuated, and they cause the landing gear relay to spring-loaded in the down position and will move
interrupt current to the pump motor. When the to the up position only when energized. The nose
red GEAR-IN-TRANSIT lights in the LDG gear actuator will unlock when 200 to 400 psi of
HYDRAULIC SCHEMATICS
WARNING
The hydraulic gear schematics shown are for the
If for any reason the green GEAR gear extended, gear retracted, hand pump emer-
DOWN lights do not illuminate (e.g., gency extension, and gear maintenance retraction
in case of an electrical system failure modes. Power is available to the contacts of the
or in the event an actuator is not locked landing gear remote power relay.
Maximum landing gear operation (VLO) Do not extend or retract the landing
• Extension 182 gear above this speed.
• Retraction 163
Maximum Landing gear extended (VLE) 182 Do not exceed this speed with the
landing gear extended.
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INTRODUCTION
Familiarization with the flap system operation and limits is necessary to provide optimum
performance in takeoff, approach, and landing modes. This chapter identifies and describes flap
action so the pilot will understand their operation, controls, and limits.
A basic understanding of how the rudder boost system works, and its value in engine-out situa-
tions, will assist the pilot in making full use of its advantages. This chapter also presents
familiarization with and operation of the rudder boost system.
DESCRIPTION
This chapter presents a description and discus- The rudder boost system section of this chapter
sion of flap system. The four-segment Fowler- presents a description and discussion of the rud-
type system, its controls and limits are consid- der boost system. This system is designed to
ered with reference to operation as outlined in the reduce pilot effort in single-engine flight
Pilot’s Operating Handbook. configurations.
P SWITCH
18 PSI
LEFT P3 PNEUMATIC
RIGHT
AIR PRESSURE
P3 AIR
CHECK REGULATOR CHECK
VALVE VALVE
13 PSI
PRESSURE FILTER
REGULATOR
LEFT RIGHT
RUDDER RUDDER
SERVO SERVO
N.C. N.C.
INTRODUCTION
Avionics systems, as a vital part of the airplane, are becoming more sophisticated and
complex. These systems lighten the pilot load, particularly during IFR operations. It is there-
fore important for the flight crew to understand how the various nav/comm systems function,
and how to use them effectively. This section describes the standard avionics installation and
how it operates.
DESCRIPTION
King Air avionics controls (Figure 16-1), along The King Silver Crown II line of panel-mounted
with the weather radar, are mounted on an isola- avionics equipment is installed on many King
tion panel in the center of the instrument panel, Airs. Although not all equipment types in the Sil-
easily accessible to the pilot or copilot. Individ- ver Crown II line will be discussed here, all of
ual audio switches, across the top of the panel, the main units typically installed in a King Air
control audio to the speakers or headphones. will be addressed.
During a normal engine starting sequence, when engines, and without an APU connected. In this
a generator is brought on line, both generator bus situation, manually close the bus ties with the
ties close. Therefore, assuming the avionics mas- appropriate switch located on the pilot’s outboard
ter switch is turned ON, all avionics systems will subpanel.
receive power from their respective buses under
normal circumstances. Also, when running As a general rule of thumb, an APU should be
equipment checks on the ground with the exter- considered essential for running avionics equip-
nal power switch ON and an APU connected, all ment on the ground. For electronic flight
three avionics buses will be powered. In these instrument system (EFIS) equipped airplanes, the
instances, the bus ties are automatically closed. avionics equipment and one of the inverters
require approximately fifty amperes of current
However, assume the need to make a quick from the battery. This amount of current drain
ground check of comm 2, prior to starting
3. Up to four frequencies may be placed into the DME hold may be selected by placing the mode
four channel slots of the memory. This is selector switch in the HLD position. This topic
done by repeatedly pressing the XFR/MEM will be further discussed under the topic of DME,
switch to the MEM position until the desired to be covered later in this section.
channel number appears in the upper
(ACTive) window (e.g., CH-1). Now the fre-
quency may be selected using the two DME SYSTEM
concentric frequency select knobs and will be By using frequency scanning techniques, the
displayed in the lower (PREset) window. DME-42 is capable of working with up to three
Once selected, the frequency may be stored DME stations simultaneously (Figure 16-13). It
by simply pressing the STOre button twice. can display DME distance (NM), ground speed
Subsequent frequencies/channels maybe (GS), time to station (MIN), and station identifi-
stored in a similar fashion.
Each of them has the following components torque motor in the directional gyro and
(Figure 16-23). thus maintain the gyro rotor in alignment
with magnetic north.
● Flux sensor (also called a flux gate or flux
valve)—The function of this device is to ● Directional gyro—Once the gyro rotor is
sense the earth’s magnetic field relative to aligned with magnetic north, it will have a
the airplane and convert that information natural tendency to stay there for a short
into an electrical signal which represents period of time, due to a force called gyro-
the airplane’s magnetic heading. scopic rigidity in space. This force will
continue to keep the gyro mechanism in
● Slaving amplifier—The magnetic head- relatively good alignment as long as the
ing signal from the flux sensor is too gyro rotor continues to turn at its design
weak to be used directly; therefore, it is speed. When the gyro drifts out of align-
amplified (made larger or stronger) by ment (precesses) the condition will be
the slaving amplifier. The output signal is sensed, and the magnetic heading reference
now strong enough to directly drive a information from the slaving amplifier will
FLUX SENSOR
SENSES MAGNETIC
HEADING AND
CONVERTES IT TO
AN ELECTRIC
SIGNAL.
MAGNETIC
HEADING
SLAVING AMPLIFIER
AMPLIFIES THE
MAGNETIC HEADING
SIGNAL.
MAGNETIC
HEADING
FREE SLAVE
DIRECTION GYRO
INCREASE PROVIDES GYRO
STABILIZED MAGNETIC
DECREASE HEADING.
GYRO HEADING/
TO AUTOPILOT MAGNETIC HEADING
H.S.I./R.M.I
DISPLAYS GYRO
HEADING.
SLAVING METER
(D.C. POWERED)
FAST
SLAVE
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RESET
ANTI-ICE
12 ON
TEST
OIL
16
8 BLOWER
OFF
NO 1 FUEL ENG 1 XMSN
TRANS CHIP OIL
NO 1 FUEL NO 1 FUEL 90° BOX
LOW FILTER OIL
4 BATT
HOT
NO 1 BATT
SYS
GEN 1
HOT
0
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INTRODUCTION
Pilot and passenger comfort and safety are of prime importance in operating this airplane. The
task is to teach flight crewmembers to use the oxygen system safely and effectively, when
required, within the requirements of applicable FARs.
DESCRIPTION
This chapter presents a description and discus- ments for crew and passenger needs are part of
sion of the oxygen system. It includes general the discussion, as well as the types and availabil-
description, principle of operation, controls, and ity of oxygen masks. Local servicing procedures
emergency procedures. Use of the oxygen dura- referenced in the Pilot’s Operating Handbook are
tion chart involves working simulated problems also included.
under various flight conditions. FAR require-
Figure 17-2 Plug-in Type Oxygen Mask Figure 17-4 Crew Oxygen Mask
Passenger masks are kept in seatback pockets oxygen supply is available anywhere in the air-
except in the couch installation, in which case plane. When this control is pulled out, the oxygen
they are stored under the couch. The cabin outlets system is charged with oxygen ready for use pro-
are located at both the forward and aft ends of the vided the oxygen supply cylinder is not empty.
cabin. All masks are easily plugged in by pushing The oxygen supply pressure gage is located in the
the orifice in firmly and turning clockwise copilot’s right subpanel (Figure 17-7).
approximately one-quarter turn. Unplugging is
easily accomplished by reversing the motion.
The oxygen supply cylinder is in the aft unpres-
surized area of the fuselage (Figure 17-5). The
oxygen system pressure regulator and control
valve are attached to the cylinder, and are acti-
vated by a remote push/pull knob located to the
rear of the cockpit overhead light control panel
(Figure 17-6). When this control is pushed in, no
PLUG-IN MASKS
The plug-in oxygen masks in the cabin (see 17-2)
are designed to be adjustable to fit the average
person with minimum leakage of oxygen. To don
the mask, fit the nose and mouth piece over the
face and adjust the elastic headband over the
head to hold the mask firmly in place. Insert the
fitting in one of the oxygen outlets in the over-
head cavity, push in firmly, and turn clockwise
approximately one-quarter turn to lock it in
place. If oxygen is available (the system is turned
on and the oxygen cylinder charged), the red flow
indicator will move and the green portion will
come into view. The mixing bag will inflate with Figure 17-8 Oxygen Fill Valve and Gage
breathing. Breath normally. System efficiency is
22 151 75 50 37 30 25 21 18 16 15 13 12
Personnel must have a valid FAA medical certifi- 2. Inspect the filler connection for cleanliness
cate. A fee of twenty dollars is required. The before attaching it to the filler valve.
applicant must be eighteen years of age or older.
3. Make sure that your hands, tools, and cloth-
ing are clean, particularly of grease or oil
HOW DO YOU APPLY FOR stains. These contaminants are extremely
TRAINING? dangerous in the vicinity of oxygen.
All requests for the training course must be coor- 4. As a further precaution against fire, open and
dinated with: close all oxygen valves slowly during filling.
FAA Airman Education Section (AAC - 142)
Civil Aeromedical Institute FILLING THE OXYGEN SYSTEM
P.O. Box 25082
Oklahoma City, Oklahoma 73125 When filling the oxygen system, only use avia-
tor’s breathing oxygen (MIL-0-27210).
AIRSPEED........................................................................................................................ APP-1
METEOROLOGICAL...................................................................................................... APP-2
POWER............................................................................................................................. APP-2
CONTROL AND INSTRUMENT ................................................................................... APP-3
GRAPH AND TABULAR................................................................................................ APP-3
WEIGHT AND BALANCE ............................................................................................. APP-4
AVIONICS........................................................................................................................ APP-5
Station—Station is the longitudinal distance Altitude alert light—An amber light associated
from some point to the zero datum or zero fuse- with an altitude alerter system. This light will be
lage station. illuminated prior to intercepting a preselected
altitude, or if for any reason the aircraft strays
Takeoff weight—Takeoff weight is the weight of beyond a preset limit from the selected altitude
the airplane at liftoff from the runway. once the aircraft has intercepted the altitude.
Tare—Tare is the apparent weight of any items Altitude preselector—An autopilot flight director
(wheel chocks, jack stands, etc.) used on the subsystem that allows a pilot to preselect the alti-
scales but which are not a part of the airplane tude to which he desires to climb or descend. The
weight. controlling mechanism for an altitude preselect
system is normally combined with the same
Unusable fuel—Unusable fuel is the fuel remain- device which controls the altitude alerter system.
ing after consumption of usable fuel.
Amplifier—A basic type of electronic device that
Usable fuel—Usable fuel is that portion of the seeks to make an electrical signal greater in
total fuel which is available for consumption as strength. A public address system, for instance, is
determined in accordance with applicable regula- a type of amplifier. Amplifying devices are typi-
tory standards. cally tubes or transistors.
Useful load—Useful load is the difference Analog—A type of electronic circuitry that is
between the airplane ramp weight and the basic characterized by smooth, continuous operation
empty weight. rather than discrete steps, as would be observed
with digitally operated equipment.
NOTE
A common misconception is that this
control changes the transponder reply
frequency. The transponder always
operates on the same frequency.