POH King Air 100 PDF

THIS BOOK IS INCOMPLETE WITHOUT A CURRENT
FAA FLIGHT MANUAL P/N 100-590026-1
e 0 00000
C)
PILOT'S OPERATING MANUAL
P/N 100-590028-3 P/N 100-590026-3AB

issued: July 1, 1969 Revised: September 14, 1964
PUBLISHED BY
COMMERCIAL PUBLICATIONS
BEECH AIRCRAFT CORPORATION
WICHITA, KANSAS 67201
U. S. A.
Geechcraft
A RayNieon Company
-·mberofGAMA
General Aviation
Manufacturer. Association
Listed below are the pages required for this publication, with effectivity current through the revision and/or reissue code shown
on the lower right corner of this page, and on the title page. Each page is followed by an entry that denotes whether the page Is
still as originally issued or is a part of sorne later revision or relssue.
Always destroy superseded pages when you insert revised pages.
King Alr 100 Pilot's Operating Manual

P/N 100-590026-3
.
Original......................... . July 1,
......................... 1969
A1 ...................... . ........................... November 10, 1969
A2......................... . .......................... July 19, 1971
A3......................... ............................. February 16, 1973
A4.......................... . .........................May 16, 1975
A5......................... . .......................... September 24, 1976
Å6............................ .. ......................... September 14, 1984
1
Title Page......................... A6 .. ...... ..................................................................
Logo.......................... A6 ...... ..................................................................
"A" ........................... A6 . ..........................
a thru j............................ A6 ...... ....... ...........................................
FAA Title Page........................ See FAA Flight Manual Log of Revisions ..........................
i through ii See FAA Flight Manual Log of Revisions

............................ ............................
FAA Log of Revisions......................................... See FAA Flight Manual Log of Revisions

Sections 1 through 5.......................................... See FAA Flight Manual Log of Revisions
Section 6.......................................See FAA Flight Manual Supplements Log of Revisions
7-1 and 7-2............................ ...........................Original 10-15 through 10-17 .................................................A4

7-3 .......................... ..............................A2 .. .
10-18 and 10-19................................................Original
7-4 through 7-7 .................................................Original ..............................A1 10-20 .............................. ...
7-8 ............................. ............................A3 ..................................A6 . . .

10-21 ....................................
7-9 ............................. ...........................Original 10-22 ...............................A3 . .. . ................................ ......
7-10 and 7-11............................. ............................A310-23 ..............................Original .................................
8-1 through 8-5 .................................................Original 10-24 ...............................A2 ............................. . . .
8-6 ............................ .............................A3 10-25 through 10-33 .........................................Original

8-7 ............................. ..........................Original 11-1 .............................A3 . . .............................. .. ...
8-8 through 8-15 .......................................................A1 11-2 .............................Original \ .................................. .
8-16 through 8-25 .............................................Original 11-3 ...............................A4 ............................. . .
8-26 through 8-33 .....................................................A1 11-4 and 11-5............................................................A2

8-34 through 8-44 .............................................Original 11-6 through 11-8 .............................................Original
9-1 through 9-26 ...........Ai 11-9 .......... ..............................A3 ............................... ... ...
10-1 ...............................A5
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11-10 ...............................Original .. .
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10-2 through 10-4 .............................................Original 11-11 .................................A2 ................................. ..
10-5 .................................A2
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11-12 through 11-18 .........................................Original
. ......
10-6 and 10-7....................................................Original 11-19 through 11-22 .................................................A3

10-8 ..............................A5
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11-22A and 11-22B...................................................A2 .. . ... ..
10-9 ...................................Original 11-23 through 11-26 ........................................,........A3

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10-10 ..................................A5
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11-27 through 11-29 .........................................Original ...
10-11 ...............................A5
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11-30 ...................................A3 .. . . ............................... .. .
10-12 ...............................A5 11-31

....................................... ..................................A2 .....................................
4
10-13 .......................................A5
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11-32 .....................................A3 ..................................
8 10-14 ...........
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A6
Basic publications are assigned a part number which appears on the title page with the date of the issue. Subsequent revisions are
identified by the addition of a revision code after the part number. A i after a part number denotes the first revision to the basic
publication, A2 the second, etc. Occasionally, it is necessary to completely reissue and reprint a pubilcation for the purpose of
obsoleting a previous issue and outstanding revisions thereto. As these replacement reissues are made, the code wilt also change to
the next successive letter of the alphabet at each issue. For example, B for the first reissue, C for the second reissue, etc.
When ordering a manual, give jhe basic number, and the reissue code when appilcable, if a complete up-to-date publication Is
desired. Should only revision pages be required, give the basic number and revision code for the particular set of revision pages
you desire.
A
THANK YOU . . . .
for displaying confidence in us by selecting a BEECHCRAFT airplane. Our design

engineers, assemblers, and inspectors have utilized their skills and years of experience to
ensure that the new BEECHCRAFT King Air 100 meets the high standards of quality and
performance for which BEECHCRAFT airplanes have become famous throughout the
world.
IMPORTANT NOTICE
This manual should be read carefully in order to become familiar with the
operation of the King Air 100. Suggestions and recommendations have been
made within it to aid in obtaining maximum performance without sacrificing
economy. Be familiar with and operate the airplane in accordance with the
Pilot's Operating Manual and FAA Approved Flight Manual and/or placards
which are located in the airplane.
As a further reminder, the owner and operator should also be familiar with
the Federal Aviation Regulations applicable to the operation and maintenance
of the airplane, and FAR Part 91 General Operating and Flight Rules.
Further, the airplane must be operated and maintained in accordance with
FAA Airworthiness Directives which may be issued against it.
The Federal Aviation Regulations place the responsibility for the

maintenance of this airplane on the owner and the operator, who should make
certain that all maintenänce is done by qualified mechanics in conformity
with all airworthiness requirements established for this airplane.
All limits, procedures, safety practices, time limits, servicing, and

maintenance requirements contained in this manual are considered mandatory
for continued airworthiness to maintain the airplane in a condition equal to
that of its original manufacture. Refer to the shop manual for any exceptions.
Authorized BEECHCRAFT Parts and Service Outlets will have

recommended modification, service, and operating procedures issued by both
FAA and Beech Aircraft Corporation, which are designed to get maximum
utility and safety from the airplane.
WARNING
Use only genuine BEECHCRAFT or BEECHCRAFT approved parts

obtained from BEECHCRAFT approved sources, in connection with the
maintenance and repair of Beech airplanes.
Genuine BEECHCRAFT parts are produced and inspected under rigorous

procedures to insure airworthiness and suitability for use in Beech airplane
applications. Parts purchased from sources other than BEECHCRAFT, even
though outwardly identical in appearance, may not have had the required
tests and inspections performed, may be different in fabrication techniques
and materials, and may be dangerous when installed in an airplane.
Salvaged airplane parts, reworked parts obtained from non-BEECHCRAFT

approved sources, or parts, components, or structural assemblies, the service
history of which is unknown or cannot be authenticated, may have been
subjected to unacceptable stresses or temperatures or have other hidden
damage, not discernible through routine visual or usual nondestructive testing
techniques. This may render the part, component or structural assembly,
even though originally manufactured by BEECHCRAFT, unsuitable and
unsafe for airplane use.
BEECHCRAFT expressly disclaims any responsibility for malfunctions,

failures, damage or injury caused by use of non-BEECHCRAFT approved
parts.
A6 K1ng Air 100 Pilot's Operating Manual a

USE OF THE MANUAL
It is the Owner/Operator's responsibility to have a current BEECHCRAFT King Air 100

Pilot's Operating Manual. The following information is provided to show the divisions of
the book and the proper manner of updating the revision records and amending the
content of the book as the material becomes available.
NOTß
Due to the large variety of airplane configurations available through optional

equipment, it should be noted that where information pertaining to optional
equipment appears in the manual, the optional equipment will not normally be
designated as such. Due to Custom design variations, the illustrations in this
manual will not be typical of every airplane.
The following information may be provided to the holder of this manual

automatically:
1. Original issues and revisions of BEECHCRAFT Service Bulletins.
2. Original issues and revisions of FAA Approved Airplane Flight Manual
Supplements.
3. Reissues and revisions of FAA Approved Airplane Flight Manuals, Flight
Handbooks, Owner's Manuals, Pilot's Operating Manuals and Pilot's
Operating Handbooks.
This service is free and will be provided only to holders of this manual who
are listed on the FAA Aircraft Registration Branch List or the
BEECHCRAFT International Owners Notification Service List, and then
only if listed by airplane serial number for the model for which this handbook
is applicable. For detailed information on how to obtain "Reyision Service"
applicable to this handbook or other BEECHCRAFT Service Publications,
consult any BEECHCRAFT Aero Center, Aviation Center, International
Distributor, or International Dealer, or refer to the latest revision of
BEECHCRAFT Service Bulletin No. 2001.
Beech Aircraft Corporation expressly reserves the right to supersede, cancel,

and/or declare obsolete, without prior notice, any part, part number, kit, or
publication referenced in this handbook.
The owner/operator should always refer to all supplements, whether STC

Supplements or Beech Supplements, for possible placards, limitations,
normal, emergency and other operational procedures for proper operation of
the airplane with optional equipment installed.
DIVISIONSOF THE MANUAL

The Pilot's Operating Manual is divided into two basic parts: The FAA Approved portion
which includes the FAA Approved Airplane Flight Manual and Supplements (each page
being folioed as such with the FAA Approval and date), and the portion that is not FAA
Approved (folioed as Supplemental Operational Data), which includes the remainder of
the manual. The FAA Approved sections of the manual are distinguished from the non-
approved sections in that the quick reference divider tabs are marked "FAA" preceding
the title of the section.
The FAA Approved Airplane Flight Manual bears its own part number and is a complete
manual in itself. The Pilot's Operating Manual bears a separate part number and is
incomplete without the Flight Manual. Both manuals can be obtained by ordering only the
Pilot's Operating Manual.
b King Air 100 Pilot's Operating Manual A6

PILOT'S OPERATING MANUALREVISION RECORD
When the Pilot's Operating Manual is originally issued, and each time it is revised or |
reissued, a new Log of Revisions page is provided. Take a moment, now, to examine this i
page. A complete listing of all pages is presented along with the current status of the material
contained; i.e., Original, Revised or described in another section. Also, in the lower right
corner of the blocked portion is a box containing a capital letter which denotes reissue of the
manual. It will be advanced one letter, alphabetically, per reissue. A reissue of the manual
or the revision of any portion that does not require another revision log, will be received with
a new "A" Page to replace the previous one.
FAA APPROVED AIRPLANE FLIGHT MANUAL REVIS/0N RECORD
Note the reference to the FAA Airplane Flight Manual Log of Revisions which is located
under the tab of that name in the first part of the manual. This page is used for
description of all material covered under the FAA Approved portion except the Airplane
Flight Manual Supplements. When a revision of any information contained in this portion
of the manual is made, a new Log of Revisions sheet will be issued for insertion .
immediately ahead of all previsously issued Log of Revisions sheets. All Log of
Revisions pages must be retained in the manual to provide a current record of material
status until a reissue of the manual is made at which tinie all pages are removed. On this
page, under the column labeled Revision Number, there will be a letter indicating the
current issue, followed by a number indicating the numerical revisions. The revised pages
will be listed along with the description. As noted at the bottom of this page, each revised
portion of the pages issued will have a black border indicating the portion changed. All
revised pages listed in the new Log of Revisions are to be removed and replaced with the
current page.
AIRPLANE FLIGHT MANUALSUPPLEMENTS REVISION RECORD
Within the section entitled FAA Approved Airplane Flight Manual Supplements is a Log of
Revisions page. Provided here is a listing of the FAA Approved Supplemental Equipment
available for installation on the BEECHCRAFT King Air 100. When new supplements are
received the new "Log" sheet will replace the previous one, since it contains a listing of all
previous approvals, plus the new approval. The supplemental material will be added to the
section in accordance with the sequence specified on the "Log" page.
AB King Air 100 Pilot's Operating Manual o

INTENTIONALLY LEFT BLANK
d King Air 100 Pliofs Operating Mammi A6

DIVISION TABULAR INDEX
FAA DATA
FAA AIRPLANE FLIGHT MANUAL ...................................100-590026-1
TABLE OF CONTENTS...................................................................i-ii
FAA REVISION LOG
FAA LIMITATIONS
SECTION I.................................. ... ... .. .... . .. .....................
1-1 1-9 -
FAA NORMAL PROCEDURES

SECTION II ................................... ......... . ..
.......................2-1 -2-13
FAA EMERGENCY PROCEDURES

SECTION III ...........................................................................
3-1 3-8 -
FAA PART 135 PERFORMANCE

SECTION IV
TABLEOF CONTENTS...................................................................4-1
FAA PART 91 PERFORMANCE

SECTION V
TABLEOFCONTENTS...................................................................5-1
INTRODUCTION ...........................................................................5-2
GRAPHS................................................................................5-4-5-19
FAA AIRPLANE FLIGHT MANUAL SUPPLEMENTS

SECTION VI
LOG OF REVISIONS
SUPPLEMENTAL OPERATIONAL DATA
PERFORMANCE
SECTION VII
TABLE OF CONTENTS...................................................................7-1
INTRODUCTION ...........................................................................7-2
GRAPHS................................................................................7-4 - 7-11
CRUISE CONTROL
SECTION VIII
TABLE OF CONTENTS...................................................................8-1
INTRODUCTION ...........................................................................8-2
GRAPHS AND CHARTS ..........................................................8-5 - 8-44
WEIGHT AND BALANCE

SECTION IX
TABLEOFCONTENTS...................................................................9-1
SYSTEMS
SECTION X
TABLE OF CONTENTS................................................................. 10-1
SYSTEM DESCRINION ......................................................10-4 - 10-33
SERVICING
SECTION XI
TABLEOF CONTENTS.................................................................11-1
SERVICING DESCRINION AND CHARTS............................11-3- 11-32
AB King Air 100 Pilors Operegng Manual e

f King Air 100 Pilot's Operating Manual A6

ABBREVIATIONS AND TERMINOLOGIES
The following Abbreviations and Terminologies have been listed for your convenience and ready
interpretation where used within this manual. Whenever possible, they have been catagorized for ready
reference.
AIRSPEED TERMINOLOGY
IAS Indicated airspeed is the speed of an aircraft as shown on its pitot static airspeed
indicator.
. CAS Calibrated Airspeed is indicated airspeed of an aircraft, corrected for position and
instrument error.
TAS True Airspeed is calibrated airspeed corrected for temperature and pressure.
GS Ground Speed, though not an airspeed, is directly calculable from True Airspeed if
the true wind speed and direction are known.
M Mach Number is the ratio of true airspeed to the speed of sound.
VNicA Air Minimum Control Speed is the minimum flight speed at which the airplane is
directionally controllable as determined in accordance with Federal Aviation
Regulations. The airplane certification conditions include one engine becoming
inoperative and windmilling, a 5-degree bank towards the operative engine, take-off
power on operative engine, landing gear up, flaps in take-off position, and most
rearward C.G. For some conditions of weight and altitude, stall can be encountered
at speeds above VMCA as established by the certification procedure described
above, in which event stáll speed must be regarded as the limit of effective
directional control.
VA Maneuvering Speed The maximum speed at which application of full available

-
aerodynamic control will not overstress the airplane.
VMO MO Maximum operatíng limit speed.
VF Design flap speed is the highest speed permissible at which wing flaps may be
actuated.
VFE Maximum "flap extended speed" is the highest speed permissible with wing flaps
in a prescribed extended position.
VLE Maximum landing gear extended speed is the maximum speed at which an aircraft
can be safely flown with the landing gear extended.
VLO Maximum Landing gear operating speed is the maximum speed at which the landing
gear can be safely extended or retracted.
VS The stalling speed or the minimum steady flight speed at which the airplane is
controllable.
VSO The power off stalling speed or the minimum steady flight speed in the landing
configuration.
VX The best angle of climb speed.
Vy The best rate of climb speed.
A6 King Air 100 Pilot's Operating Manual 9

METEOROLOGICAL TERMINOLOGY
Indicated Pressure The number actually read from an altimeter when the barometric subscale has been
I Altitude set to 29.92 inches of mercury (1013.2 millibars).
Pressure Altitude measured from standard sea level pressure (29.92 in. Hg) by a pressure or
I Altitude
Altimeter Setting
barometric altimeter. It is the indicated pressure altitude corrected for position and
instrument error. In this handbook, altimeter instrument errors are assumed to be
zero. Position errors may be obtained from the altimeter correction graphs.
Barometric pressure corrected to sea level.
OAT Outside Air Temperature The free air static temperature, obtained either from
-
ground meteorological sources or from inflight temperature indications adjusted for

instrument error and compressibility effects.
Wind The wind velocities recorded as variables on the charts of this manual are to be
understood as the headwind or tailwind components of the actual winds at 50 feet
above runway surface (tower winds).
ISA International Standard Atmosphere in which

(1) The air is a dry perfect gas;
(2) The temperature at sea level is 59 degrees Fahrenheit (15 degress Centigrade).
(3) The pressure at sea level is 29.92 inches Hg.;
(4) The temperature gradient from sea level to the altitude at which the temperature
is -69.7
degrees Fahrenheit is Fahrenheit per foot and zero above that
-0.003566
altitude.
ICAO International Civil Aviation Organization
POWER TERMINOLOGY
Takeoff Power Is the maximum power rating and is limited to a maximum of 5 minutes operation.
Use of this rating should be limited to normal take-off operations and emergency
situations.
Maximum Continuous Is the highest power rating not limited by time. Use of this rating is intended for
Power emergency situations at the discretion of the pilot.
Cruise CIlmb Is the maximum power approved for normal climb. These powers are torque or
temperature (ITI') limited.
High Cruise Is the highest power rating for cruise at altitudes of 10,000 feet and above, and is
not time limited.
Low Cruise Is the highest power rating for cruise below 10,000 feet and is not time limited.
High Idle Obtained by placing the condition lever in the high idle position. This limits the
power operation to a minimum of 70% N ¡ rpm.
Low Idle Obtained by placing the condition lever in the low idle position. This limits the power
operation to a minimum of 60% N1 rpm.
Reverse Either full or partial reverse power is obtained by lifting the power levers and
moving them aft of the idle position.
h King Alr 100 Pliot's Operating Manual AS

CONTROL AND INSTRUMENT TERMINOLOGY
Power Lever (Gas This lever serves to modulate engine power from Full Reverse Thrust to Take-off.
Generator or N1 The position for Idle represents the lowest recommended level of power for flight
RPM) operation.
Propeller Control This lever requests the control to maintain rpm at a selected value and, in the
Lever (N2 maximum d.ecrease rpm position, feathers the propeller.
RPM)
Condition Lever (Fuel The fuel shut-off lever regulates a valve in the starting unit which controls the flow
Shut-off Lever) of fuel at the fuel control outlet and regulates the idle range from Low to High Idle.
ITT (Interstage Ten probes wired in parallel indicate the temperature between the compressor and
Turbine Temperature) power turbines.
N1 Tachometer (Gas The tachometer registers the rpm of the gas generator with 100% representing a gas
Generator RPM) generator speed of 37,500 rpm. When the gas generator is at [dle, the tachometer
should read approximately 51% to 54% rpm.
Torquemeter The torquemeter Ñystemdetermines the shàft output torque. Torque values are
obtained by tapping into two outtets on the reduction gear case and recording the
differential pressure from the outlets. The relationship between torquemeter
pressure and propeller shaft power is shown in Section I. (Limitations). Instrument
read out is in ft Ibs.
Propeller Governor This governor will maintain the selected speed requested by the propeller control
lever, except on reverse selection where the power lever interconnection to the
integral pneumatic area of the governor will select a lower speed. The pneumatic
area during normal selection will act as an overspeed limiter.
Beta Range The region on the power lever control which is aft of the low pitch stop and
forward of reversing range where blade pitch angle can be changed without a
change of Gas Generator rpm.
CHART AND GRAPH TERMINOLOGY
Climb Gradient The ratio of the change in height during a portion of a climb, to the horizontal
distance traversed in the same time interval.
Best Rate of Climb The best rate-of-climb speed is the airpseed which delivers the greatest gain in
altitude in the shortest possible time with gear and flaps up.
Best Angle of Climb The best angle-of-climb speed is the airpseed which delivers the greatest gain of
altitude in the shortest possible horizontal distance with gear and flaps up.
Demonstrated The demonstrated crosswind velocity is the velocity of the crosswind component
Crosswind for which adequate control of the airplane during take-off and landing was actually
demonstrated during certification tests. The value shown is not considered to be
limiting.
AB King Air 100 Pilofs Operadng Manual i

CHART AND GRAPH TERMINOLOGY (Continued)
Accelerate-stop The distance required to accelerate an airplane to a specified speed and, assuming
distance failure of an engine at the instant that speed is attained, to bring the airplane to a
stop.
Take-off Weight The gross weight of the aircraft at lift-off from runway.
Landing Weight The weight of the aircraft at landing touch-down.
Ramp Weight The gross weight of the aircraft before engine start. Included is the take-off weight
plus a fuel allowance for start, taxi, run-up and take-off ground roll to lift-off.
Maximum Zero Any weight above the value given must be loaded as fuel.
Fuel Weight
MEA Minimum enroute IFR altitude.
Route Segment A part of a route. Each end of that part is identified by:
(1) a geographical location; or
established.°
(2) a point at which a definite radio fix can be
King Air 100 Pilot's Operating Manual AB

F.A.A. APPROVED
FLIGHT MANUAL
KINGFORAÎR
Ûeechcra"
Ì00
MFR'S KING AIR 100

Mfr's Serial No.
Registration No.
FAA Approved by
CHESTER A. REMBLESKE
BEECH AIRCRAFT CORPORATION
DOA CE.2
Date of Approval July 1, 1969
No. 100-590026-1
Part
NOTE: THE FAA APPROVED FLIGHT MANUAL MUST

BE KEPT WITHIN REACH OF THE PILOT DURING ALL
FAA Approved, based on FAR 23, Normal Category. FLIGH T OPERATIONS
TABLE OF CONTENTS
FAA REVISION LOG
SECTION I, LIMITATIONS
ENGINELIMITS .........
...........1-1
GENERATORLOAD.......... ...........1-2
TEMPERATURELIMITS ......... .. ...... ..... ........ .....

.....1-2
MINIMUM OIL TEMPERATURE REQUIRED FOR FLIGHT ..................l-2
FUEL.......... ...........1-3
OILS............ ............1-3
FUELCAPACITY ..........
...........1-3
STARTERS........... .
...........1-3
PROPELLERS.................... .....
............1-3
EMERGENCYPROPELLERRPMLIMITS.......... .
...........1-3
INSTRUMENTMARKINGS........... .
...........1-3
AIRSPEEDINDICATOR : ......... .
...........1-4
AIRSPEEDLIMITS(CAS)........... ............IA.
ALTITUDELIMITATION.......... .............IA
OXYGENREQUIREMENTS ........ . .
...........1-4
MANEUVERS............ .............14
FLIGHTLOADFACTORS......... . .............14
MAXIMUM WEIGHT ..........

.............1-5
CENTEROFGRAVITY LIMITS .........

............1-5
CABIN PRESSURIZATION................... . ........................

1-5
MINIMUM CREW ..........
.............l-5
STABILIZERTRIM SYSTEM.....,................. . . . . . .. .........................

l-5
AFTFACINGSEATS ..... ....
............1-5
PLACARDS ........... .............

1-5 thru 1-9
SECTION II, NORMAL PROCEDURES

PREFLIGHT .................
..............2-1,2-2
BEFORE STARTING ENGINES . . . . . . . . . . . . . . . .

.2-2
ENGINE START.............. ............2-3
ENGINE CLEARING PROCEDURE . . . . . . . . . . . . . . . . . . . . .

.2-3
AFTERSTARTINGANDTAXI ...
............2-3
BEFORETAKE-OFF........... : .............2-4,2-5
TAKE-OFF............. .............2-5
CLIMB............. .............2-5
CRUISE...................... ..............2-5
OPERATIONAL SPEEDS (IAS) . . . . . . . . . . . . . . . . .

.2-6
DESCENT ........... .
.............2-6
LANDING ................... ...

..............2-6
MAXIMUMREVERSEPOWERLANDING ............. .
...............2-6
BALKEDLANDING.......... ..............2-7
AFTERLANDING............... ...
..............2-7
ENGINE SHUTDOWN AND SECURING................ ..............2-7
NIGHT OR INSTRUMENT FLIGHT (BEFORE TAKE-OFF) . . . . . . . . . . . . . . . . . . . .

.2-8
ICINGFLIGHT....................... ......
.............2-8,2-9
BLENDING ANTI-ICING ADI)ITIVE TO FUEL ..............

..............2-10
ENVIRONMENTAL CONTROL . . . . . . . . . . . . . .
.2-10
OXYGENSYSTEM .......... .. .......

...............2-11,2-12
NICKEL-CADMIUM BA'ITERY CONDITION CHECK . . . . . . . . . . . . . . . . . .

2-12, 2-13
FAA Approved
Revised: September 14, 1984 King Air 100 FAA Flight Manual
TABLEOF CONTENTS (Continued)
SECTION III, EMERGENCY PROCEDURES
SINGLE ENGINE PROCEDURES . . . . . . . . . . 3-1, 3-2
ENGlNE FAlLURE DURING TAKE-OFF . . . . . . . .
.3-1
ENGINE FAlLURE OR FIRE (FLIGHT) . . . . . . . .

.3-2
ENGINE FLAME-OUT (2nd ENGlNE) . . . . . . . . .

.3-2
ENGINE FAILURE IN FLIGHT BELOW MINlMUM SINGLE

ENGINE CONTROL SPEED . . . . . . . . . . .
.3-2
ENGINE FlRE (GROUND) . . . . . . . . . . . .

.3-2
FIRE EXTINGUISHER OPERATION . . . . . . . . . .

.3-3
SINGLE ENGINE LANDING . . . . . . . . . . . .

.3-3
SINGLE ENGINE GO-AROUND . . . . . . . . . .

.3-3
AIR START . . . . . . . . . . . . 3-3, 34

STARTERASSIST................3-3
WlNDMILLlNGENGINE AND PROPELLER (NO
STARTER ASSIST) . . . . . . . . . . . . .34
CROSSFEED ..................34
BOOST PUMP FAILURE . . . . . . . . . . . .34
PlTCH TRIM INOPERATlVE . . . . . . . . . 34, 3-5

GO-AROUND (PlTCH TRIM lNOPERATlVE) , . . . . . . .
3-5 .
ELECTRICAL SYSTEMFAILURE . . . . . . . . . . .
.3-5
GENERATOR INOPERATlVE . . . . . . . . . . .
.3-5
EXCESSIVE LOADMETER INDICATIONS . . . . . . . .

.3-5
CIRCUIT BREAKER TRIPPED . . . . . . . . . . .

.3-5
SUBPANEL FEEDER CIRCUIT BREAKER TRIPPED . . . . .

.3-5
INVERTER INOPERATIVE . . . . . . . . . . . .
.3-5
ELECTRICAL SMOKE OR FIRE . . . . . . . . . . . .34
ELECTROTHERMALPROPELLERDEICE . . . . . . . . . .34
LANDINGGEAREMERGENCYEXTENSION . . . . . . . . .34
EMERGENCYSTATICAIRSOURCE . .. . . . . . . .
.3-7
PRESSURlZATION SYSTEM . . . . . . . . . . . . .
.3-7
BLEED AIR LINE FAILURE WARNINGSYSTEM . . . . . . .

.3-7
EMERGENCY DESCENTPROCEDURE . . . . . . . . . .
.3-8
EMERGENCY EXIT . . . . . . . . . . . . . .
.3-8
SPINS ·····-····----......3-8
SECTION IV, FAR 135 PERFORMANCE

TABLE OF CONTENTS . . . . . . . . . . .. . . .
.4-1
SECTION V, FAR 91 PERFORMANCE

TABLE OF CONTENTS . . . . . . . . . . . . . . .
5-1
SECTION VI, FLIGHT MANUAL SUPPLEMENTS

SECTION 6 See FAA Airplane Flight Manual Supplements Log
. . . . .
of Revisions Page
FAA Approved
ii King Air 100 FAA Flight Manual Revised: May 20, 1974
BEECH
LOG OF REVISIONS
KING AIR 100 AIRPLANE FLIGHT MANUAL, PIN 100-590026-1
Revision Revised Description of Revision

Number Pages
Al l i Revised: "Table of Contents"
A11 2-3 Revised: "Engine Start"
A11 2-4, 2-5 Revised: "Before Takeoff"
A11 2-6 Revised: "Operational Speed (IAS)"and "Descent"
A11 2-7 Revised: "Engine Shutdown and Securing"
A11 2-8 Added: Caution to "Icing Flight"
A11 2-9, 2-10 Shifted Material
A11 2-11, 2-12 Revised: "Oxygen System"
A11 2-13 Shifted Material
Approved:
W. H. Schultz
Beech Aircraft Corporation
DOA CE-2
A black bar on a revised page shows the current change
FAA Approved
Revised: September 14, 1984 Log of Revisions
BEECH
LOG OF REVISIONS
KING AIR 100 AIRPLANE FLIGHT MANUAL, P/N 100-590026-1

Number Pages
A10 2-4 Correct applicabilitySecondary Low Pitch Stop Test
A10 2-6 Correct applicability of "CAUTION"
A10 3-8 Add FAILURE OF SECONDARY (ELECTRICAL) LOW PITCH STOP (IF INSTALLED)
Approved:
Chester A. Rembleske
Beech Aircraft CorpordfÏon
DOA CE-2
FAA Approved
Revised: December 23, 1976 Log of Revisions
BE ECH
LOG OF REVISIONS
King Air 100 Airplane Flight Manual, P/N 100-590026-1

Number Pages
A9 2-7 Add to Icing Flight Caution
A9 2-8 Rearrange Material
Beech Aircraft Cor'p a n
DOA CE-2
FAA Approved
Revised: January 17, 1975
BEEC
LOG OF REVISIONS
Revision Revised
Description of Revision
.
Number Pages
A8 1-5 Change Placard Statement
Beech Aircraft Corpor n
DOA CE-2
FAA Approved .
Revised: November 15, 1974

BE ECH
LOG OF REVISIONS
King Air 100 Airplane Flight Manual, P/N 100 690026-1

Number Pages
A7 ii Added Spins to Table of Contents
A7 1-3 Changed Engine Overhaul Period
A7 1-5 Added Fuselage Pressure Vessel Structural Life Limit
A7 2-2 Added Emergency Locator Transmitter to Preflight Procedure.
A7 2-10 Added Oxygen Duration Chart for 3.7 SLPM Flow Rate.
A7 2-11 Rearrange Material
A7 2-12 Rearranged Material
A7 3-8 Added Spin Recovery Procedure
Beech Aircraft Corpora
DOA CE-2

FAA Approved
Revised: May 20, 1974
BEECH
LOG OF REVISIONS -

.
Number Pages
A6 2-11 & 2-12 Revise Nickel-Cadmium Battery Condition Check
A6 3-3 Change Air Start (Starter Assist) procedure
A6 3-5 Change Generator Inoperative procedure
DOA CE-2
FAA Approved
Revised: August 1, 1973 Log of Revisions
BE ECH
LOG OF REVISIONS
King Air 100 FAA Flight Manual P/N 100-590026-1
Revision Revised
Nurnber Description of Revision FAA Approved
Pages ·
A5 i and ii ·
Change Indexing
AS 1-1 Change Maximum Continuous Power and add Cruise
Torque Limits
A5 1-3 Change Starter Limits and add Emergency Propeller
RPM Limits
A5 1-4 Clarify blue radial
A5 1-5 Note correction
A5 2-3 Add Battery Condition Check
A5 24 Clarify regulation of Prop Test Switches
A5 2-5 Add regulation of Bleed Air Valve
A5 2-7 Add Battäry Condition Check
A5 2-9 Regulate Static Air Source during Icing Flight
A5 2-9 Clarify regulation of Bleed Air Valves for
Environmental Control
A5 2-11 Add Battery Condition Check
A5 3-3 Regulate Avionics Master and Inverter Switches
during Air Start
A5 34 Moved Emergency Propeller RPM Limits to page 1-3
and clarify Crossfeed procedures
A5 3-5 Regulate Avionics Master and Inverter Switches
during Electrical System Failure
A5 3-6 Clarify procedures during Electric Smoke or Fire
A5 3-7 Change Ianding Gear Emergency Extension, Change
Emergency Static Air Source and Change Bleed
Air Line Failure
A5 3-8 Moved Emergency Descent Procedures and Emergency
DOA CE-2
FAA Approved
Revised: February 16, 1973 Log of Revisions
BEEC
LOG OF REVISIONS
Revision Revised
Number Pages Description of Revision FAA Approved & Date
A4 ii Update Table of Contents
A4 .
1-1 Engine Limits
A4 1-5 Maximum Weight
A4 1-5 Note to Operational Limitations Placard
A4 2-9 Icing Flight
A4 3-1 Single Engine Procedure
A4 3-5 Electrical System Failure
A4 5-1 Update Table of Contents to Section 5
Á4 5-10 Wind Components Graph
A4 5-13 Take-Off Distance -0%

Flaps CHESTER A. REMSKE
BÈECHAIRCRAF CORP.
A4 5-14 Take-Off Distance 30% Flaps
-
DOA CE-2
FAA Approved
Revised: July 19, 1971 Log of Revisions
EECH
LOG OF REVISIONS
King Air 100 FAA Flight Manual P/N 100-590026-
Revision Revised
Description of Revision FAA Approved & Date
Number Pages
A3 1-2 ,
Generator Load vs Minimum Ni Limitation
A3 1-3 Fuel Capacity.
A3 2-2 Before Starting Engines
A3 2-4 Before Take-off
A3 2-7 Engine Shutdown and Securing
A3 2-10 Oxygen System

3-3 4V¯F
AŠ Air Start (Starter Assist) SEEQ/ / c
A3 3-4 Air Start (Windmilling Engine and Propeller) «E-2
ÐdA
A3 3-7 Pilot's Emergency Static Air Source
A3 5-2 Introduction to Part 91 Operations
FAA Approved
Revised : November 20, 1970
Log of Revisions
BEEC
LOG OF REVISIONS
Revision Revised
Number Pages Description of Revision FAA Approved & Date
A2 i Correct Table of Contents
A2 1-1 ITT Limitation
A2 1-2 Generator Load vs Minimum Ni and

Minimum Oil Temperature Required for Flight
A2 14 Correct Airspeed Limits
A2 1-5 Electric Horizontal Stabilizer Trim
A2 1-9 Add Placard
A2 2-2 Before Starting Engines
A2 24 Before Take-off
A2 .
2-5 Shift Material
A2 2-8 Auto-ignition Note
A2 2-9 Add Blending Of Anti-icing Additive
A2 2-10 Environmental Control
A2 2-11 Shift Material
A2 3-3, 34 Air Start Procedures
A2 3-5 - 3-7 Unscheduled Pitch Trim
A2 5-10 Correct Wind Components Graph
A2 5-18 Correct Landing Distance

A2 5-19 Correct Stall Speeds
3
i A2 Interim Remove Interim Log page and Interim Revision
P/N 130877, Section I (salmon colored pages)
FAA Approved
Revised: February 6, 1970 Log of Revisions
BE ECH
LOG OF REVISIONS
IGng Air 100 FAA Flight Manual P/N 100-590026-1
Revision Revised
Number Pages
A1 1-5 Stabilizer Trim System
A\ 24 Stabilizer Trim System •
FAA Approved
Revised: August 15, 1969 Log of Revisions
BEEC
LOG OF REVISIONS
Revision Revised
Number Pages
A Title Original
A i
thru Original
ii
A 1-1
thru Original
1-9
A 2-1
thru Original
2-10
A 3-1
thru Original
3-7
A 4-1 Original
A 5-1
thru Original fo
5-19
FAA Approved
Issued: July 1, 1969 Log of Revisions
SECTION I
LIMITATIONS
This airplane is approved for the followingtype operations when the required equipment is installed and
operational as defined herein:
1. VFR day and night

2. IFR day and night
3. Known icing areas
4. FAR 91 operations when all pertinent limitations and performance considerations are complied
with.
ENGINE LIMITS
The following limitations are to be observed in the operation of this airplane equipped with two United
Aircraft of Canada, Ltd. PT6A-28 engines. Each column is a separate limitation. The limitations presented
do not necessarily occur simultaneously.
OPERATING LIMITS
OPERATING
CONDITION TORauE MAX/MUM GASGEN PROP O/L O/L
SHP FT LB OBSERVED RPM Ny (2) RPM PRESS TEMP
/TPC RPM % Ny PS/G (3) °C
TAKE-OFF 680 1628 750 38100 101.5 2200 80 to 100 10 to 99

(5 min Limit)
MAX CONT (1) 680 1628 750 38100 101.5 2200 80 to 100 10 to 99
i
CRUISE CLIMB 620 1628 710 38100 101.5 2200 80 to 100 0 to 99
CRUISE (9) 620 1628 750 (9) 38100 101.5 2200 80 to 100 10 to 99
HI-IDLE (4) - -- -- --- -- -

--
40 to99
LO-IDLE (5) -- --
660 (8) -- ---
40 (MIN) 40 to 99
STARTING -- --
1090 (6) ---- --- - --
40 (MIN)
ACCELERATION --
2100 (6) 850 (6) 38500 102.6 2420 - --
0 to 99 i
MAX REVERSE (7) -- -
750 ---
88 2100 80to100 0to99
(1) Maximum Continuous Power is intended for Emergency use at the discretion of the pilot.
10°C below -30°C ambient temperature, reduce maximum allowable Ny by 2.2%.
§
(2) For every
(3) Normal oil pressure is 80 to 100 psig at power settings above 27000 rpm (72% Nl). Oil
pressure below 80 psig is undesirable, and should be tolerated only for the completion of the
flight, preferably at reduced power setting. Oil pressures below normal should be reported as
an engine discrepancy and should be corrected before the next take-off. Oil pressures below 40
psig are unsafe and require that either the engine be shut down or a landing be made as soon as
possible, using the minimum power required to sustain flight.
(4) At approximately 70% (Nl
(5) At 51%(Ny) minimum.
(6) These values are time limited to two seconds.
(7) This operation is time limited to one minute.
(8) High lTT at ground idle may be corrected by reducing accessory load and/or increasing N1
rpm. Observe the following generator load limits:
(9) Cruise torque limits vary with altitude and temperature. E
FAA Approved
Revised: February 16, 1973 King Air 100 FAA Flight Manual 1-1
GENERATOR LOAD vs MINIMUM N1
FLIGHT
GENERATOR LOAD % GROUND
5000ft 25000ft 31000 ft
0 to .25 51% 51% 58% 60%

.25 to .5 51% 60% 67% 70%
.5 to .75 57% 65% 74% 78%
.75 to..9 60% 68% 78% 82%
.9 to 1.0 63% 69% 80% 85%
Operation above 25,000 feet is limited to Generator Load on B-1 through B-7 I which have not complied
i with S.I.04l2-357.
.80
TEMPERATURE LIMITS
37°C.
Aircraft shall not be operated when take-off ambient temperature exceeds ISA +
MINIMUM OIL TEMPERATURE REQUIRED FOR FLIGHT

Engine oil is used to heat the fuel on entering the fuel control. Since no temperature measurement is '
available for the fuel at this point, it must be assumed to be the same as the OAT. The graph below is
supplied for use as a guide in preflight planning, based on known or forecast operating conditions, to allow
the operator to become aware of operating temperatures where icing at the fuel control could occur. If the
plot should indicate that oil temperatures versus OAT are such that ice formation could occur during
take-off or in flight, anti-icing additive per MIL-I-27686 should be mixed with the fuel at refueling to insure
safe operation.
CAUTION
JP4 fuel per MIL-I-5624 has anti-icing additive per MIL-I-27686 blended in the fuel at the
refinery and no further treatment is necessary. Some fuel suppliers blend anti-icing
additive in their storage tanks. Prior to refueling, check with the fuel supplier to
determine if fuel has been blended to assure proper concentration by volume of fuel on
board.
-¯
MINIMUM OIL TEMPERATUEE C

50 40 30 - 20 -- 10-- 5
30
20
60
10
0
-60
-50 -40
-30 -20 -10
0
FUEL TEMPERATURE (OAT) ~
C
FAA Approved
1-2 6
King Air 100 FAA Flight Manual Revised: November 20, 1970
FUEL
Jet A, Jet A1, Jet B fuels and grades 80/87 through 115/145 commercial aviation fuels, which conform to
PWA Specifications No. S22 and later revisions. (Check Consumable Materials Listing SECTION XI.)
CAUTION
Operation on aviation gasoline is limited to 150 hours during any one engine overhaul period.
Take-off is limited to a minimum of one boost pump on each side.
OILS
Synthetic type conforming to the current CPW 202 and PWA 521 respectively. (Check Consumable
Materials SECTION XI.)
FUEL CAPACITY
The total system capacity is 374 gallons of usable fuel in interconnected fuel tanks.
CAUTION
With a failure of a jet transfer pump, 28 gallons becomes unusable.
STARTERS
Use is limited to 40 seconds ON, 60 seconds OFF, 40 seconds ON, 60 seconds OFF, 40 seconds ON, then
30 minutes OFF.
PROPELLERS
Two full-feathering, constant speed, reversing, three-bladed propellers are equipped with T10173E-8 blades
and HC-B3TN-3or HC-B3TN-3Bhubs. Blade angles are measured at the 30 inch station: Feathered 87o
Reverse l lo, set flight idle stop to obtain 600 ± 60 foot pounds torque at 2000 rpm(prop) at Sea Level,
-
Standard Day conditions.
EMERGENCY PROPELLER RPM LIMITS

The maximum propeller overspeed is 2420 rpm. Propeller speeds above 2200 rpm indicate failure of
-limit
primary governor. Propeller speeds above 2288 rpm indicate failure of both primary and secondary
governors.
INSTRUMENT MARKINGS
Interstage Turbine Temperature: Green Arc 400°C to 750oC, Red Radial 750°C, Dashed Red Radial
1090oC.
Torque Meter: Green Arc 400 ft lbs to 1628 ft lbs, Red Radial 1628 ft lbs.
Propeller Tachometer, Ng: Green Arc 1800 rpm to 2200 rpm, Red Radial 2200 rpm.
Gas Generator Tachometer, Ny: Red Radial 101.5% rpm.
Oil Pressure: Red Radial 40 psi, Green Arc 80 psi to 100 psi, Red Radial 100 psi.
Oil Temperature: Green Arc Arc 10°C to 99°C, Red Radial 99°C.
Propeller/Engine Air Inlet Ammeter: Green Arc 14 to 18 amperes.
Vacuum (Suction): Red Radial 4.5 in. Hg., Green Arc 4.5 in Hg. to 6.5 in Hg., Red Radial 6.5 in Hg.
Pneumatic Gage: Green Arc 12 psi to 20 psi, Red Radial 20 psi.
Dual Altimeter and Differential Pressure: Green Arc 0 psi to 4.7 psi, Red Arc 4.7 psi to end of scale.
Pitch Trim Indicator: Green Arc 0° to 2° nose up.
FAA Approved
Revised: May 20, 1974 King Air 100 FAA Flight Manual 1-3
AIRSPEED INDICATOR
Maximum Operating (Red Radial) . . . . . . . 226 knots
Normal Operating Range (Green Are) . . . . . . 89 to 226 knots
Full Flap Operating Range (White Arc) . . . . . . . 73 to 140 knots
Maximum Approach Flap (White Triangle) . . . . . . . . 182 knots
SingleEngineBestRate-of-ClimbSpeed(BlueRadial). . . . . . . . .ll6knots
Minimum Single Engine Control VMC(Red Radial) . . . . . . . 8 I knots
AIRSPEED LIMITS (CAS)
Maximum Operating Speed VMO . . . . . . . . 226 knots
Maximum Operating Mach Number MMO . . . . . . . . .46 mach
NOTE
VMOIMO may not be deliberately exceeded in any regime of flight (climb, cruise or
descent .
Maximum Flap Extension Speed:
Approach Position -
30% . . . . . . . . . . . 182 knots
Full Down Position -
100% . . . . . . . . . . 140 knots
Maximum Gear Extended Speed .

.
. . . . . . . . 156 knots
Maximum Gear Operating Speed

Extension . . . . . 156 knots
Retract . . . . . . . 130 knots
Maximum Design Maneuvering Speed . . . . . . . . . . . 170 knots
Maximum Demonstrated Crosswind . . . . . . . . . . 25 knots
ALTITUDE LIMITATION . . . . . . . . . . . 31,000 feet
OXYGEN REQUIREMENTS
1. One mask per minimum crew and one mask per 10 passengers with a 10 minute supply of oxygen
when operating above 15,000 feet to 25,000 feet.
2. One mask coupled to the outlet and immediately available with a 10 minute supply of oxygen for
each occupant when operating above 25,000 feet.
MANEUVERS
This is a normal category aircraft. Acrobatic maneuvers, including spins, are prohibited.
FLIGHT LOAD FACTORS
At the designed gross weight of 10,600 pounds:

3.27 G Positive
-
1.31 G Negative
-
CAUTION
Do not use controls abruptly above 170 knots CAS.
For turbulent air penetration, use maneuvering airspeed of 170 knots. Avoid
over-action on power levers. Turn autopilot off. Keep wings level, maintain attitude
and avoid use of stabilizer trim. Do not chase airspeed and altitude. Penetration
should be at an altitucd which provides adequate maneuvering margins when severe
turbulence is encountered.
FAA Approved
1-4 King Air 100 FAA Flight Manual Revised: February 16, 1973
MAXIMUM WEIGHT
Maximum Take-off Weight . . . . . . . 10,600 pounds or as limited by Maximum T/O weight

permitted by Enroute Climb Req (Section V)
Maximum landing Weight . . . . . . . . . 10,600 pounds
Ramp Weight . . . . . . . . 10,668 pounds
Maximum Zero Fuel Weight . . . . . .No Limitations
CENTER OF GRAVITY LIMITS (Landing gear extended)
Aft Limit: 191 inches aft of datum at all weights. Forward Limits: at 10,600 lbs., 181 inches aft of datum;
at 9580 lbs. or less, 177 inches aft of datum.
CABIN PRESSURIATION
Fuselage pressure vessel structural life limit 20,000 hrs. -
Maximum cabin pressure differential is 4.6 + psi. .1

-.0
MINIMUM CREW
One Pilot.
STABILIZER TRIM SYSTEM
Flight will not be initiated with any malfunction of either the main or standby trim systems. The Main
Pitch Trim System master switch and the Standby Pitch Trim System master switch shall not be in the ON
position at the same time. These systems shall be operated independently of each other.
AFT FACING SEATS
- Aft facing seats are so placarded on the leg crossmember. The headrest and seat back must be in the fully
raised position for take-off and landing.
PLACARDS
On Overhead Panel in Pilot's Compartment:
AIRSPEED LIMlÏAÏl0NSI
MAA TO15,500 FTLDECREASE
OPERATION 226 KNOTS (SL BY 4 KNOTS FOR EVERY I,000 FT ABOVE15,500 FT
MAx GEAR EXTENSION 156 KNOTS MAX APPROACHFLAP 182 KNOTS
MAX GEAR RETRACT ISO KNOTS MAX FULL DOWNFLAP WO KNOTS
MAX GEAR EXTENDED 156 KNOTS MAX MANEUVERING 170 KNOTS
MAX DEMONSTRATEDCROSSWIND 25 KNOTS RECOMMENDED APPROACH_SPEED 95 KNOTS
RECOMMENDEDTWIN ENGINE CLIMBS BEST ANGLE100 KNOTS BEST RATE l20 KNOTS
OPERATION LIMITATIONS
THIS AIRPLANEMUST BE OPERATEDAS ANORMALCATEGORY AIRPLANEIN COMPLIANCE WITH
THEOPERATINGLIMITATIONS STATED IN THEFORMOFPLACARDS MARKINGSANDMANUALS
NOACROBATICMANEUVERSINCLUDINGSPINSAREAPPROVED
THIS AIRPLANEAPPROVED FOR VFR IFR DAY (NIGHT OPERATION ( IN ICING CONDITION
CAUTION
STALL WARNINGIS INOPERATIVE WHEN MASTER SWITCH IS OFF
L STANO6Y COMPASS IS ERRATIC WHEN WINDSHIELD

/OR AIR CONDITIONERAND/0R ELECTRIC HEAT IS ON
CAUTION
ANTI-ICEAND
NOTE: This airplane is approved for flight into icing conditions when the following equipment is
installed and operable: Wing and empennage surface deice system, electrothermal
prope//er deice system, heated stall warning, heated pitot, heated left windshield, engine A
air inlet electrothermal boots, inertial separator system, alternate static air_source, and
auto ignition.
On Instrument Panel Adjacent to Each Gyroscopic Instrument (Depending on Gyro's Power Source):
FAA Approved
Revised: November 15, 1974 King Air 100 FAA Flight Manual 1-5
PLACARDS (Continued)
On Instrument Panel Adjacent to the Copilot's Airspeed Indicator:
SEE LIMITATIONS PLACARD

FOR "MAX. OPERATION"
ABOVE 15,500 FT
Aft of Overhead Light Panel: On Curved Pedestal Adjacent to Power Levers:
OXYGEN
CAUTION
PULL-ON ONELYEEH
L J ENGINES
RUNNING
On Right Side Panel: Below Latch on Pilot's Partition Door:
WARNING
SEE FAA FLIGHT MANUAL PERFORMANCE SECTION
FOR 1NSTRUME ECRALINBTION CERROR
KICKHERE
FOR
AIR SOURCE
EMERGENCY
NORMAL ALTERNATE EVACUATION
On Upper Fuel Control Panel:
LEFT BOOST PUMPS RLGHTBOOST PUMPS

RFCRY SECONDARY SECONDARY PRIMARY
MNG TANNS .30 GAL AC TANK 57 GAL NAC TANK 57GAL ENG WING TANKS iõ0GAL
FAA Approved
1-6 King Air 100 FAA Flight Manual issued: July 1, 1969
On Floor Aftof Pedestal:
LANDING GEAR
EMERGENCY EXTENSION
1. PULL UP HANDLE AND * •
TURN CLOCKWISE TO LOCK

2. REMOVE LEVER FROM
SECURING CLIP AND PUMP
Inside Airstair Door Between Folding Steps:
WHEN HANDLE IS IN LOCKED

POSITION-ARM SHOULD BE
AROUND PLUNGER AS SHOWN
Inside Airstair Door Behind Handle:
CAUTION
ODO NOT OPEN DOOR
WHEN CABIN IS
PRESSURIZED
CAUTION
LOCK HOOK SECONDARY
HON SFEH
O
:NH AU O NR
EH O
PRESSURIZED
I
FAA Approved
Issued: July 1, 1969 King Air 100 FAA Flight Manual 1-7
Center of Cabin on Light Channel:
NO SMOKING
FASTEN SEAT BELT
On Center of Aft Bulkhead
LOADING LIMITATION
410 LBSMAX †
FOR THIS COMPARTMENT
On Center Front of Couch:
COUCH LIMITATIONS
TOTAL WEIGHT OF OCCUPANTS
NOT TO EXCEED 340 LBS
MAX WT OF DRAWER CONTENTS
30 LBS PER DRAWER
On Baggage Webbing:
LOADING LIMITATION 100 LBS

MAX ON THIS CABINET
FAA Approved
1-8 King Air 100 FAA Flight Manual Issued: July 1, 1969
On Each Oxygen Panel:
i WARNING: DO NOT SMOKE

WHILE OXYGEN IS IN USE
HOSE PLUG MUST BE PULLED OUT

i TO STOP FLOW OF OXYGEN
On Sliding Door Handle of Oxygen Panel: On VVindowFrame Escutcheon Adjacent to Front Seats:
ALL AFT FACING SEATS MUST HAVE

BACK UPRIGHT AND HEADREST FULLY
RAISED DURING TAKEOFF AND LANDING
O
X
Y In lavatory on sliding door:
G
E NOTICE
N FASTEN SAFETY BELT
DURING TAKEOFF
AND LANDING
NO SMOKING
On Emergency Exit Handle:
EXlT=PULL
FAA Approved
Revised: February 6, 1970 King Air 100 FAA Flight Manual 1-9
SECTION II
NORMAL PROCEDURES
PREFLIGHT
LEFTWING
1. Flaps CHECK
-
2. Two Fuel Sumps (aft of wheel well) DRAIN (B-6 and after) -
3. Aileron and Tab CHECK -
4. Lights CHECK
-
5. Stall Warning CHECK -
6. Pitot Cover REMOVE -
7. Tie Down and Chocks REMOVE -
8. Deicer Boot CHECK -
9. Wing Fuel Tank CHECK -
10. Ram Scoop Fuel Vent CLEAR -
11. Fire Extinguisher Pressure CHECK -
12. Landing Gear and Doors CHECK -
13. Outboard Wing Fuel Sump DRAIN -
14. Two Fuel Sumps (aft of oil cooler) DRAIN (Four Sumps B-1 thru B-5) -
15. Propeller CHECK

-
16. Engine Air and Oil Cooler Intakes CLEAR; Inertial Separator Vane RETRACTED - -
17. Engine Air Inlet Boot CHECK -
18. Engine Oil CHECK QUANTITY,CAPSECURE

-
19. Firewall Fuel Filter DRAIN -
20. Cowling, Doors and Panels CHECK -
21. Nacelle Fuel Tank CHECK -
22. Heat Exchanger Inlet CLEAR -
23. Inboard Fuel Tank Sump DRAIN -
24. Lower Antennas and Beacon CHECK -
NOSE SECTION
1. Ram Air Inlet CLEAR -
2. Access Panels SECURE -
3. Air Conditioner Ducts CLEAR -
4. Nose Gear and Doors CHECK -
5. Windshield Wipers CHECK -
R/GHT WING
1. Heat Exchanger Inlet CLEAR -
.2. Inboard Fuel Tank Sump DRAIN -
3. Propeller CHECK-
4. Engine Air and Oil Cooler Intakes CLEAR; Inertial Separator Vane - -
RETRACTED
5. Engine Air Inlet Boot CHECK -
6. Engine Oil CHECK QUANTITY,CAP SECURE

-
7. Firewall Fuel Filter DRAIN -
8. Cowling, Doors and Panels CHECK -
9. Nacelle Fuel Tank CHECK -
FAA Approved
Issued: July 1, 1969 King Air 100 FAA Flight Manual ,
2-1
R/GHT WING (Continued)
10. Two Fuel Sumps (aft of oil cooler) DRAIN (Four Sumps B-1 thru B-5) -
11. Outboard Wing Fuel Sump DRAIN -
12. Ram Scoop Fuel Vent CLEAR -
13. Landing Gear and Doors CHECK -
14. Fire Extinguisher Pressure CHECK -
15. Wing Fuel Tank CHECK -
16. Deicer Boot CHECK -
17. Tie Down and Chocks REMOVED -
18..Pitot Cover REMOVE -
19. Lights CHECK-
20. Aileron CHECK -
21. Flaps CHECK

-
22. Two Fuel Sumps (aft of wheel well) DRAIN (B-6 and after) -
TAIL SECTION
1. Oxygen Door SECURE -
2. Static Ports CLEAR -
3. Access Panels SECURE -
4. Tie Down REMOVE -
5. Deicer Boots CHECK -
6. Control Surfaces and Rudder Tab CHECK -
7. Lights CHECK
-
8. Stabilizer Setting NOTE -
9. Top Antennas CHECK -
10. Static Ports CLEAR -
11. Emergency Locator Transmitter Armed -
BEFORE STARTING ENGINES
1. Cabin Door LOCKED -
2. Load and Baggage SECURE;Weight and C.G.- CHECKED -
3. Emergency Exit SECUREAND UNLOCKED -
4. Control Locks REMOVED -
5. Bral¿es SET -
6.. Switches OFF -
7. Cabin Sign ON -
8. Power Levers IDLE -
9. Propeller Controls FULL FORWARD -
10. Condition Levers CUT-OFF -
11. Landing Gear Handle DOWN -
12. Cabin Temp Mode OFF, Blower AUTO - -
13. Circuit Breakers IN -
14. Oxygen Pressure CHECK -
15. Emergency Static Air Valve NORMAL -
16. Fuel Firewall Valves CLOSED -
17. Primary Boost Pumps CHECK(listen for operation) then OFF -
18. Secondary Boost Pumps ON (listen for operation) -
19. Battery Switch ON (Fuel Pressure lights ON) - -
20. Fuel Firewall Valves OPEN(Fuel Pressure lights OFF) - -
21. Voltmeters CHECK(for Current Limiters)

-
CAUTION
Battery voltage should be indicated at a minimum of 20 volts prior to using
auxiliary power or battery must be recharged.
When an auxiliary power source is used, it must be of the negatively grounded type.
If the polarity of the source is unknown, tum all switches OFF. Connect the
auxiliary power source and observe the aircraft voltmeter for proper indication.
The battery switch must be on when starting engines with auxiliary power and
generators should not be tumed ON until auxiliary power source has been
disconnected.
22. Fuel Quantity CHECK -
23. Fire Detectors CHECK -
FAA Approved
2-2 King Air 100 FAA Flight Manual Revised: May 20, 1974
ENGINE START
1. Right Ignition and Engine Start Switch ON -
2. Right Condition Lever LOW IDLE (after N1 rpm stabilizes for 5 seconds; 12% minimum)
-
3. ITT and N ¡ MONITOR (1090°C maximum) -
4. Right Ignition and Engine Start Switch OFF (at 50% N or above) -
5. Right Engine ADJUST N ¡ to a minimum of 15% above Idle

-
6. Right Generator ON CHARGE BATTERY until loadmeter reads approximately.50 or less.

- -
7. Right Oil Pressure CHECK (Right propeller unfeathered indicates oil pressure)
-
8. Left Ignition and Engine Start Switch ON -
9. Left Condition Lever LOW IDLE (after Ni rpm stabilizes for 5 seconds; 12% minimum)
-
10. ITY and N ¡ MONITOR (1090°C maximum)-
I 1. Left Ignition and Engine Start Switch OFF (at 50% N ¡ or above) -
12. Left Generator ON -
13. Inverter ON -
14. Right and Left Oil Pressure CHECK by gage pressure -
15. Right N ¡ REDUCE TO IDLE -
CAUTION
If no ITT rise is observed within 10 seconds after moving the Condition

Lever to LOW IDLE, move the Condition Lever to CUT-OFF and Start
Switch to OFF. Allow 60 seconds to drain fuel: then follow the Engine
Clearing Procedure.
If starting attempt is discontinued, the entire starting sequence must be

repeated after allowing the engine to come to a complete stop.
ENGINE CLEARING PROCEDURE -
1. Condition Lever CUT-OFF -
2. Battery Switch ON -
3. Boost Pump Switch ON (primary or secondary) -
4. Ignition and Start Switch STARTER ONLY for a minimum of 15 seconds -
CAUTION
Do not exceed the starter time limits, see Section I.
5. Ignition and Start Switch OFF -
6. Boost Pump Switch OFF -
AFTER STARTING AND TAXI
1. Voltages CHECK
and Loadmeters -
2. Radios ON -
3. Fuel Control Heat ON -
4. Lights AS REQUIRED
-
5. Cabin Temperature and Mode AS REQUIRED -

(observe N ¡, ITT and Generator limits if air
conditioning or electric heat is used.)
6. Annunciator Lights TEST, then CLEAR -
7. Instruments CHECK -
8. Brakes CHECK -
NOTE
Propeller Beta range may be used during taxi with minimum blade erosion up
to the point where Ni increases. Care must be exercised when taxiing on
unimproved surfaces. If possible, conduct engine check-out on a hard
surface, free of sand and gravel to preclude pitting of propeller blades and
aircrafi surfaces.
FAA Approved
Revised: September 14, 1984 King Air 100 FAA Flight Manual 2-3
BEFORE TAKE-OFF
Boost Pumps and Crossfeed

l. CHECK -
Left Secondary Boost Pump OFF (Left Fuel Pressure Light ON)
a. - -
b. Left Primary Boost Pump ON (Left Fuel Pressure Light OFF) - -
c. Right Secondary Boost iump OFF (Right Fuel Pressure Light ON) -
-
d. Crossfeed OPEN (Crossfeed Light ON; Right Fuel Pressure Light OFF)
- - -
e. Crossfeed CLOSED (Crossfeed Light OFF; Right Fuel Pressure Light ON)
- - -
f. Right Primary Boost Pump ON (Right Fuel Pressure Light OFF) - -
2. Radios and Radar CHECK -
3. Pressurization SET -
a. Cabin Altitude Selector Knob ADJUST SO THAT INNER SCALE (ACFT ALT) INDICATES
l
-
PLANNED CRUISE ALTITUDE PLUS 1000 FEET. (If this setting does not result in an outer
scale (CABIN ALT) indication of at least 500 feet above take-off field pressure altitude, adjust as
required.)
b. Rate Control Selector Knob SET INDEX BETWEEN 9- and 12-O'CLOCK POSITIONS. -
*4.
Pitch Trim Indicator COMPARE WITH STABILIZER POSITION NOTED DURING PREFLIGHT.
-
'5. Autopilot CHECK -
6. Pitch Trim System CHECK -
a. Standby Pitch Trim Switch ON -
b. .Individual Dual Element Switches MOVE FWD AND AFT, check that there is no movement of -
indicator.
c. Both Dual Element Switches MOVE FWD AND AFT, check movement with indicator. -
d. Standby Pitch Trim Switch OFF while both dual element switches activated to check system
-
deactivation.
e. Main Pitch Trim Switch ON -
f. Pilot's Individual Dual Element Switches MOVE FWD AND AFT, check no movement of -
indicator.
g. Both Pilot's Dual Element Switches MOVE FWD AND AFT; -
(1) Check travel to full extreme with indicator. Note that nose down travel stops on red line.
(1) Note aural trim-in-motion indication. -
(3) Trim Release Button DEPRESS while trim is in motion in each direction to deactivate
-
system. RELEASE (trim movement should continue)

h. Copilot's Individual Dual Element Switches MOVE FWD AND AFT, check no movement of -
indicator.
i. Both Copilot's Dual Element Switches MOVE FWD AND AFT -
(1) Check Trim Release Button while trim in motion (Travel to full extremes not required).
j. Out of Trim Warning System CHECK -
(1) Activate pilot's (or copilot's) main trim switches until trim indicator needle is above or
below green are.
(2) Advance left engine power lever to 90% N ¡ position or above. Warning horn should sound.
(3) Retard left engine power lever to IDLE.
WARNING
Operation of the trim system should occur only by movement of pairs of

switches. Any movement of the indicator while depressing one switch
denotes a malfunctioning system. Flight shall not be initiated with any
malfunction of either the main or standby trim systems.
The Main Pitch Trim System Master Switch and the Standby Pitch Trim
System Master Switch shall not be in the ON position at the same time.
These systems shall be operated independently of each other.
Pitch Trim Indicator

7. SET FOR TAKE-OFF (GREEN ARC).
-
8.Trim Tabs SET -
9.Engine Control Friction Locks SET
I
-
10. Flaps CHECK AND SET

-
I I.Flight Controls CHECK FREEDOM OF MOVEMENT AND PROPER RESPONSE

-
12. Overspeed Governors TEST: -
a. Propeller Controls FULL INCREASE RPM -
b. Power Levers BELOW 1900 RPM -
c. Prop Test Switches ON (hold) -
FAA Approved
2-4 King Air 100 FAA Flight Manual Revised: September 14, 1984
d. Power Levers Increase to Stabilized RPM (1900 to 2100; observe ITT and Torque Limits)
-
e. Power Levers REDUCE TO 1900 RPM -
f. Prop Test Switches RELEASE -
Primary Governors EXERCISE AT 1900 RPM

*13.
-
*14.
Engine Ice Protection Controls PULL; check torque drop. PUSH; regain original torque
-
Secondary Low Pitch Stops (if installed) TEST:

*15.
-
a. Condition Levers HIGH IDLE -
b. Power Levers IDLE (Read propeller rpm)

-
c. Prop Test Switches HOLD TO SEC LOW PITCH STOP TEST -
d. Power Levers ALIGN AFT EDGE WITH TOP OF BETA RANGE MARKS
-
e. Secondary Low Pitch Lights CHECK ON -
f. RPM CHECK STABILIZED AT 210 ± 40 ABOVE RPM IN STEP "b"

-
g. Prop Test Switches RELEASE -
h. RPM CHECK (MUST INCREASE ABOVE STEP "f")

-
i. Power Levers IDLE -
j. Prop Test Switches MOMENTARILY TO SEC LOW PITCH STOP TEST

-
CAUTION
Do not force the Power Levers into FULL REVERSE position with the
Secondary Low Pitch Stop test switches ON.
16.Instrument Vacuum and Deice Pressure CHECK (HI IDLE) -
17.Autofeather CHECK then ARM

-
18.Propeller Feathering (manual) CHECK (LOW IDLE) -
19.Flight and Engine Instruments CHECK (Oil temperature must be above the minimum shown in chart
-
(Page 1-2) to preclude ice formation in the fuel control)

20. Bleed Air Valve OPEN -
21. Ice Protection AS REQUIRED -
*May be omitted for quick tum-around at pilot's discretion
TAKE-OFF
Refer to PERFORMANCE SECTION for minimum take-off power, take-off speed, distance and climb
data. Monitor ITI' and engine torque while applying power. Increasing airspeed will cause torque and
ITI' to increase. Retract the landing gear before reaching 130 Knots.
CLIMB
1. Climb Power SET (Observe maximum

-
ITI', torque, and N1 rpm limits)

2. Propeller-
2000 RPM
3. Propeller Synchrophaser ON -
4. Autofeather OFF -
5. Engine Instruments MONITOR -
6. Cabin Sign AS REQUIRED

-
CRUISE
WARNING
Do not lift Power Levers in Flight.
1. Cruise Power SET per CRUISE POWER CHART

-
2. Engine Instruments MONITOR -
NOTE
Turbulent air penetration speed: 170 kts.
FAA Approved
Revised: September 14, 1984 King Air 100 FAA Hight Manual 2-5
i OPERATIONAL SPEEDS (IAS)
Minimum Single-Engine Control............... .. ...................81 kts

Single-Engine Best Angle of Climb.............. .... .. .................. 106 kts
Single-Engine Best Rate of Climb ................ ... ................... 116kts
Two Engine Best Angle of Climb .............. ... .................. 100 kts
Two Engine Best Rate of Climb................ . : .................... 120 kts
CRUISE CLIMB
SL 10,000 feet..................
-
.................... 150 kts
10,000 20,000 feet
-
.................... .................... 130 kts
20,000 25,000 feet
-
.................. . . .................. 120 kts
25,000 31,000 feet
-
.............. .. .................... 110 kts
DESCENT
I. Pressurization SET -
l
a.Cabin Altitude Selector Knob SET per PRESSURIZATION CONTROLLER SETTING FOR -
LANDING graph, or so that "CABIN ALT" DIAL INDICATES LANDING FIELD

PRESSURE ALTITUDE PLUS 500 FEET.
b. Rate Control Selector Knob SET INDEX AT 12 O'CLOCK POSITION -
2. Altimeter SET -
3. Cabin Sign AS REQUIRED -
4. Windshield Anti-Ice AS REQUIRED (Turn ON well before descent into warm, moist air, to aid in
-
defogging.)
5. Power As required to give desired rate of descent.
-
NOTE
Approximately 75% N ¡ is required to maintain the pressurization schedule

during descent.
LANDING
CAUTION
If either of the SECONDARY LOW PITCH STOP warning lights (if installed)
have become illuminated in flight, asymmetrical reversing may occur.
1. Cabin Sign ON -
2. Propeller Synchrophaser OFF -
3. Autofeather Switch ARM -
4. Flaps AS REQUIRED
-
5. Landing Gear DOWN -
6. Landing and Taxi Lights AS REQUIRED -
7. Pressurization CHECK -
8. Power Levers BETA RANGE (AS REQUIRED AFTER TOUCHDOWN)

-
MAXIMUMREVERSE POWER LANDING
CAUTTON
To insure constant reversing characteristics, the Propeller Controls must be in

FULL INCREASE RPM position.
1. Condition Levers HIGH IDLE -
2. Propeller Controls FULL INCREASE RPM -
3. Power Levers LIFT AND REVERSE AFTER TOUCHDOWN

-
4. Condition Levers LOW IDLE -
FAA Approved
CAUTION
If possible, propellers should be moved out of reverse at approximately 40 knots, to

minimize propeller blade erosion. Care must be exercised when reversing on runways
with loose sand or dust on the.surface. Flying gravel will damage propeller blades and
dust may impair the pilot's forward visibility at low aircraft speeds.
BALKED LANDING
l. Power as required
-
2. Propeller RPM FULL INCREASE -
3. Climb at Balked Climb Landing Speed (SECTION V)

4. Airspeed Accelerate to 100 Kts
-
5. Flaps UP -
6. Gear UP -
AFTER LANDING
l. Landing and Taxi Lights AS REQUIRED -
2. Ice Protection OFF -
3. Electrical Load OBSERVE LIMITS -
4. Trim SET TO ZERO

-
5. Flaps UP -
ENGINE SHUTDOWN AND SECURING
1. Parking Brake SET -
2. Inverter OFF -
3. Avionics Master OFF -
4. Light Switches OFF -
5. Autofeather Switch OFF -
6. Fuel Control Heat OFF -
7. Cabin Temp Mode OFF; Blower AUTO - -
8. Overhead Panel Switches OFF -
9. Battery CHARGED (BATTERY CONDITION CHECK

- -
Refer to page 2-12)
10. ITI' -
BELOW 585°C FOR ONE MINUTE
ll. Propellers FEATHERED -
12. Condition Levers CUT OFF -
CAUTION
Monitor ITT during shutdown. If sustained combustion is observed, proceed immediately

to the ENGINE CLEARING procedure on Page 2-3. During shutdown, ensure that the
compressors decelerate freely. Do not close the Fuel Firewall Shutoff Valves for normal
engine shut-down.
13. Boost Pumps OFF -
14. Battery and Generator Switches OFF -
15. Control Locks INSTALL -
16. Wheel Chocks INSTALL; Parking Brakes - -

RELEASED
17. Tiedowns AS REQUIRED -
18. External Covers INSTALL -
CAUTION
The boost pumps are connected to the battery bus. Failure to turn these switches OFF
will discharge the battery.
FAA Approved
NIGHT OR INSTRUMENT FLIGHT (BEFORE TAKE-OFF)
1. Internal Lights CHECK -
2. External Lights CHECK -
3. Flight Instruments CHECK -
4. Instrument Vacuum and Deice Pressure -

CHECK (Hl [DLE)
5. Voltage and Loadmeters CHECK -
6. Auto-ignition CHECK -
-
ICING FLIGHT
CAUTION
Operation of the surface deice system in ambient temperatures below -40°C can cause
I permanent damage to the deice boots.
Stalling airspeeds should be expected to increase when ice has accumulated on the airplane
due to the distortion of the wing airfoil. For the same reason, stall warning devices are not
accurate and should not be relied upon. Maintain a comfortable margin of airspeed above
the normal stall airspeed when ice is on the airplane. To ensure adequate windshield
anti-icing protection, the following maximum indicated airspeeds are recommended when
operating in icing conditions at various ambient temperatures.
AMBIENT AIR TEMPERATURE MAXIMUMINDICATED AIRSPEED
-
12°C and above Normal Airspeed Limits
-
13°C to 17°C -
- 150 KIAS
-18°C to -23°C 135 KIAS
-24°C and below Operating in icing conditions
not recommended.
1. Surface Deice System
a. Preflight: Check boots for damage and cleanliness.
b. Before takeoff: Deice switch SINGLE (up) -
(1) Check deice pressure gage

(2) Check boots visually for inflation and hold down
c. In flight: (When ice accumulates 1/2 to 1 inch) Deice switch -
SINGLE. Repeat as required
NOTE
Either engine will supply sufficient air for deice operation.
2. Engine Anti-ice
a. Preflight: Check inertial separator vanes retracted
b. Before take-off: 1000 ft Ibs torque or above
(1) Engine Ice Protection Controls
(a) Extend (pull) Check for torque drop, indicating vane extension.
-
(b) Retract (push) Check for torque increase to previous reading, indicating vane
-
retraction.
c. In Flight:
(1) Before visible moisture is encountered at + 5°C and below, or
(2) At night when freedom from visible moisture is not assured at +5°C and below.
(a) Engine ice protection PULL -
(b) Check proper operation by noting torque drop

(c) Regain torque by increasing power levers if desired (observe ITT limits)
CAUTION
If in doubt, extend the vanes. Engine icing can occur even though no surface icing is
present. If freedom from visible moisture can not be assured, engine ice protection
should be activated. Visible moisture is moisture in any form; clouds, ice crystals, snow,
rain, sleet, hail or any combination of these.
FAA Approved
ICING FLIGHT (Continued)
NOTE
At night, moisture in the form of ice crystals may be seen by turning the landing lights
on.
3. Engine Air Inlet:
a. In Flight
(1) Engine Lip Boot Switches ON (before ice forms) -
(2) Lip Boot Test Switch CHECK, Left and Right (Propeller Ammeter should
-
read 14 to 18
amperes)
4. Engine Auto-ignition
a. Before Take-Off
(1) Power Levers IDLE -
(2) Auto-ignition Switches ARM -
(3) Annunciator Panel IGNITION ON -
(4) Power Levers ADVANCE TO ABOVE 425 FOOT-POUNDSTORQUE

-
(5) Auto-ignition ARM lights CHECK ON -
b. In Flight
(1) Auto-ignition ARM -
NOTE
Engine Auto-ignition must be ARMED for icing flights and flights at night above 14,000
feet. To prevent prolonged operation of the igniters, during descent when auto-ignition is
armed, do not reduce power below 425 ft lbs torque.
5. Electrothermal Propeller Deice .
CAUTION
Do not operate propener deice when the propeners are static.
a. Before Take-Off
(1) Propener Deice Switch (Main) ON -
(2) Propener Deice Ammeter CHECK 14 to 18 AMPERES -
(3) To check the automatic timer, watch the propener ammeter closely for at least two minutes. A
small momentary needle deflection approximately every 30 seconds shows that the timer is
switching and indicates normal system operation.
b. In Flight
(1) Propener Deice Switch (Main) ON. The system may be operated continuously in flight and
-
will function automatically until the switch is turned OFF.

(2) Relieve propeller imbalance due to ice by increasing rpm briefly and returning to the desired
setting. Repeat as necessary.
CAUTION
If the propener ammeter does not indicate 14 to 18 amperes or the automatic timer fails
to switch refer to the EMERGENCYPROCEDURESSECTION.
6. Pitot Heat ON
-
7. Stall Waming Heat -

ON
CAUTION
Prolonged use of pitot and stall warning heat on the ground win damage the heating elements.
8. Windshield Heat Switch AS REQUIRED (before ice forms)

-
9. Wing Lights AS REQUIRED.

-
10. Static Air Source REFER TO EMERGENCYPROCEDURES SECTION

-
FAA Approved
Revised: September 14, 1984 King Air 100 FAA E11ghtManual 2-9
BLENDING ANTI-1CING ADDITIVE TO FUEL
The following procedure will be used when blending anti-icing additive complying with MIL-I-27686 as the
aircraft is being refueled through wing fillers.
1. Using "HI-Flo Prist" blender (Model PHF-204), remove cap containing tube and clip assembly.
2. Attach pistol grip on collar.
3. Press tube into button.
4. Clip tube end to fuel nozzle.
5. Pull trigger firmly to assure full flow and lock in place.
6. Start flow of additive when refueling begins. (Refueling should be at 30 gal/min minimum, 60 gal/min
maxirnum. A rate of less than 30 gal/min may be used when topping off tanks.)
CAUTION
Assure that the additive is directed into the flowing fuel stream and that additive flow is
started after fuel flow starts and is stopped before fuel flow stops. Do not allow
concentrated additive to contact coated interior of fuel cells or aircraft painted surfaced.
Use not less than 20 fl. oz. of additive per 260 gallons of fuel or more than 20 fl. oz. of
additive per 104 gallons of fuel.
ENVIRONMENTAL CONTROL
HEATING OR COOLING
1. Bleed Air Valves OPEN (CLOSED for more efficient cooling on the ground.)
-
2. Cabin Temperature Mode AUTO(Cockpit or Cabin)

- -
3. Vent Blower AUTO

-
4. Electric Heat NORMAL

-
5. Temperature Control AS REQUIRED

-
-
6. Cabin Air Control AS REQUIREDto divert cabin air flow to the cockpit.
-
NOTE
During operation in AUTO, MANUAL HEAT or MANUALCOOL,the ventilation blower

operates in the LOW position. Turn the blower switch to HIGH during very hot or cold
weather operation or high altitude flight for improved air circulation.
Electric heat in the NÓRMAL positiori is automatically controlled when the Cabin
Temperature Mode Control is in AUTO.The GROUNDMAXIMUMposition may be used
for fast warmup. ObserveN1 ITT and Generator limits when operating in this mode. The
Electric Heat switch is solenoid held in the GRD MAX position and will drop down to the
NORM position at lift-off.
DEFROSTER A/R
1. Windshield Defroster Air Control (right side of pilots control column) ON (pull)
-
2. Pilot and copilot Ventilation Air Control OFF (pull, at each lower corner of the subpanel if increased
-
air flow is required)
FAA Approved
2-10 King Air 100 FAA Flight Manual Revised: h•r 14, 1984
OXYGEN SYSTEM OXYGEN AVAILABLEWITH
PARTIALLY FULL BOTTLE
2500
PREFLIGHT
1. Check Oxygen Pressure Gage for Pressure reading. Ë 2000

2. Determine bottle temperature. i .
O
3. Determine percent of full system from graph.
4. Multiply oxygen duration in minutes (from oxygen
Ë
=
1500 ,9
°0
duration table) by percent of usable capacity. Ë
I 500 -
0
0 25 50 75 100
PERCENT OF líSABLE CAPACITY
OXYGEN DURATION
Oxygen Duration is computed for Puritan-Zep Oxygen masks which regulate the flow rate to 2.7 Standard Liters Per Minute
(SLPM). These masks are identified by an orange color coded plug-in.
NUMBER OF PEOPLE USING

Cyl Vol
Cu Ft 1 2 3 4 5 6 7 8 9 10 11 12 13 14 .15
DURATION IN MINUTES
22 204 102 66 48 36 30 29 25 22 20 18 17 15 14 13
49 462 228 150 114 90 72 66 57 51 46 42 38 35 33 30
64 600 300 198 150 120 96 84 72 66 60 54 50 46 43 40
Oxygen Duration is computed for Puritan-Zep Oxygen masks which regulate the flow rate to 3.7 Standard Liters Per Minute
(SLPM). These masks are identified by a red color coded plug-in.
NUMBER OF PEOPLE USING

Cyl Voi
Cu Ft 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15
DURATION IN MINUTES
22 150 72 48 36 30 24 21 18 16 15 13 12 11 10 •
49 336 168 108 84 66 54 48 42 37 33 30 27 25 24 22
64 438 216 144 108 84 72 60 54 48 43 39 36 33 31 28

*Will
not meet oxygen requirements
FAA Approved
Revised: September 14, 1984 King Air 100 FAA Illight Manual 2-11
IN FLIGHT:
The use of oxygen is to be in accordance with current FAR operating rules.
1. Oxygen shut-off valve OPEN -
2. Mask Insert fitting and don masks.

-
NOTE
Pilot and Copilot masks are under their seats; passenger masks are in seat pockets except
with couch installation, where they will be located under the seats.
3. Oxygen flow indicator Check that the red plunger lifts from its seat
-
when the hose is inserted into the
oxygen coupling.
4. Disconnect mask by pulling fitting out.
AFTER USING OXYGEN
Oxygen shut-off valve -

CLOSED
NICKEL-CADMlUM BATTERY CONDITION CHECK
DURING ENGINE START
a. Start one engine on battery

b. Generator ON -
c. Volt Meter INDICATING 28 VOLTS

-
d. After the loadmeter stabilizes, momentarily turn the Battery Switch off, noting the change in
loadmeter indication.
NOTE
The change in loadmeter indication is the battery charge current and should be no more
than (only perceivable needle movement) within 5 minutes following a normal engine
.025
start. Failure to obtain a reading below within 5 minutes indicates a partially

.025
discharged battery. Continue to charge battery repeating the check each 90 seconds until
the charge rate decreases below No decrease of charge rate between checks,
.025.
indicates an unsatisfactory condition. The Battery should be removed and checked by a

qualified Nickel-Cadmium Battery shop.
IN FLIGHT
If an unsatisfactory battery condition is suspected, the battery condition can be checked in flight using the
following procedures:
1. Battery Switch OFF (Momentarity) -
2. Loadmeter NOTE CHANGE -
NOTE
The change in loadmeter indication is the battery charge current and should be no more
than (only perceivable needle movement). With a loadmeter indication greater than
.025
.025, turn the battery switch off and proceed to destination. (The battery switch should
be turned on for landing in order to avoid electrical transients caused by power
fluctuations.) A shutdown battery condition check as outlined below should be made
after landing. If the battery indicates unsatisfactory, it should be removed and checked
by a qualified Nickel-Cadmium Battery Shop.
FAA Approved
DUR/NG ENGINE SHUTDOWN
a. One Generator OFF-
b. Volt Meter INDICATING 28 VOLTS

-
c. Momentarily turn the Battery Switch OFF, noting the change in loadmeter indication.
NOTE
The change in loadmeter indication is the charge current and should be no more than
.025 (only perceivable needle movement). If the result of the first check is not
satisfactory, allow the battery to charge repeating the test each 90 seconds. If the results
are not satisfactory within 3 minutes, the battery should be removed and checked by a
qualified Nickel-CadmiumBattery shop.
FAA Approved
SECTION III
EMERGENCY PROCEDURES
SINGLE ENGINE PROCEDURES
Engine Failure During Take-Off.

1. Below Takeoff Speed:
a. Power IDLE -
b. Brakes AS REQUIRED
-
c. Operative Engine MAXIMUMREVERSE -
CAUTION
Extreme care must be exercised when using Single Engine Reversing on surfaces with
reduced traction.
If insufficient runway remains for stopping:
d. Condition Levers CUT-OFF -
e. Fuel Firewall Valves CLOSED -
f. Electrical Power OFF (Gang bar down) -
g. Boost Pumps OFF -
2. If aircraft is airborne, and conditions preclude an immediate landing:
a. Power MAXIMUMALLOWABLE
-
b. Propeller RPM FULL INCREASE -
c. Airspeed MAINTAIN speed attained at engine failure until obstacles are cleared. Reduce
-
speed only if single engine best rate-of-climb speed is exceeded. -

d. Landing Gear UP -
e. Confirm inoperative engine
CAUTION
If the autofeather system is being used, do not retard the failed engine power lever
until the autofeather system has completely stopped propeller rotation. To do so will
deactivate the autofeather circuit and prevent automatic feathering.
f. Propeller (inoperative engine) FEATHERED -
g. Airspeed BEST ANGLE OF CLIMB SPEED (after obstacle clearance altitude

-
is reached)
h. Flaps UP
-
i. Airspeed BEST RATE OF CLIMB SPEED

-
j. Clean-up (inoperative engine):

(1) Condition Lever CUT-OFF -
(2) Bleed Air Valve AS REQUIRED -
(3) Auto-ignition OFF -
(4) Fuel Firewall Valve CLOSED -
(5) Fuel Boost Pump OFF -
(6) Generator OFF -
(7) Fuel Control Heat OFF -
(8) Autofeather Switch OFF -
(9) Propeller Synchrophaser OFF -
k. Electrical Load MONITOR -
CAUTION
If smoke or fumes are entering the cabin from the failed engine, close the Bleed Air
Valve.
FAA Approved
Revised: July 19, 197l King Air 100 FAA Flight Manual 3-1
ENGINE FAILURE OR FIRE (Flight)
Affected Engine:
1. Power Lever IDLE

-
2. Propeller FEATHER
-
4. Fuel Firewall Valve CLOSED -
5. Bleed Air Valve AS REQUIRED

-
6. Fire Extinguisher ACTUATE(as required)

-
7. Clean-up(inoperative engine):
a. Auto-ignition OFF -
b. Fuel Boost Pump OFF -
c. Generator OFF -
d. Fuel Control Heat OFF -
e. Propeller Synchrophaser OFF -
8. Electrical Load MONITOR

-
ENGINE FLAME-OUT (2nd Engine)
1. Power Lever IDLE

-
2. Propeller DO NOT FEATHER

-
4. Conduct Air Start Procedures
NOTE
The propeller will not unfeather without engine operating.
ENGINE FAILURE IN FLIGHT BELOW MINIMUMSINGLE ENGINE CONTROL SPEED

1. Reduce power on operative engine as required to maintain control.
2. Lower nose to accelerate above minimum control speed.
3. Power AS REQUIREI)
-
4. Power Lever IDLE (inoperative engine)

-
5. Propeller FEATHER
-
7. Clean-up (inoperative engine):

a. Auto-ignition OFF -
b. Fuel Boost Pump OFF -
c. Generator OFF -
d. Fuel Control Heat OFF -
e. Propeller Synchrophaser OFF -

-
ENGINE FIRE (Ground)

Affected Engine:
2. Fuel Firewall Valve CLOSED -
3. Starter Switch STARTER ONLY

-
4..Fuel Boost Pump OFF -
5. Fire Extinguisher ACTUATE (as required)

-
FAA Approved
FIRE EXTINGUISHER OPERATION (Optional)
1. Complete Engine Fire Checklist

2. If fire persists:
Fire extinguisher Switch ACTUATE. (Lift cover and depress switch for failed engine.)
-
CAUTION
This fire extinguisher is a single-shot system, with one cylinder for each engine.
Inadvertant discharge into an operative engine will cause a flame out.
SINGLE ENGINE LANDING
Use normal landing procedures with the following exceptions:
1. Propeller RPM (operative engine) FULL INCREASE -
2. Approach Speed 10 Knots above normal -
NOTE
Single engine reverse thrust may be used with caution after touch down on smooth,
dry, paved surfaces.
SINGLE ENGINE GO-AROUND
1. Power MAXIMUMALLOWABLE
-
2. Flaps OP
-
3. Landing.Gear UP -
4, Airspeed BEST RATE OF CLIMB SPEED

-
AIR START
STARTER ASS/ST
CAUTION
The pilot should determine the reason for engine failure before attempting an air
start.
Above 20,000 feet, starts tend to be hotter. During engine acceleration to idle speed,
it may become necessary to move the condition lever periodically into CUT-OFF in
order to avoid over-temp.
1. Cabin Temp Mode -OFF; Blower AUTO -
2. Radar STANDBY or OFF

-
3. Windshield Heat OFF -
4. Power Lever IDLE -
6. Fuel Firewall Valve OPEN -
7. Boost Pump ON -
NOTE
If conditions permit, retard operative engine ITT to 700oC or less to reduce the
possibility of exceeding ITT limit. Reduce electrical load to minimum consistent with
flight conditions.
8. Ignition and Start Switch ON (up). Check ignition light ON - -
9. Condition Lever LOW-IDLE(8 seconds after starter switch is turned on)

-
10. Ignition and Start Switch OFF (N1 above 50%) -
11. Generator ON -
12. Propeller AS REQUIRED -
13. Power Lever AS REQUIRED -
14. Electrical Equipment AS REQUIRED -
FAA Approved
Revised: August 1, 1973 King Air 100 FAA Flight Manual 3-3
AIR START (Continued)
\¾/NDM/LLING ENGINE AND PROPELLER (NO STARTER ASS/ST)

1. Cabin Temp Mode OFF Blower AUTO -
,
-
2. Radar STANDBY or OFF

-
3. Windshield Heat -OFF

·
4. Power Lever IDLE -
5. Propeller 2200 RPM -
7. Fuel Firewall Valve OPEN -
8. Boost Pump ON -
9. Generator (inoperative engine) OFF -
10. Airspeed 140 KNOTS MINIMUM

-
11. Altitude BELOW 20,000 FEET

-
12. Auto-ignition Switch ARM -
13. Condition Lever LOW IDLE (8 seconds after auto-ignition

-
is armed)
14. Power AS REQUIRED (after ITT has peaked)
-
15. Generator ON -
16. Auto-ignition Switch OFF -
17. Electrical Equipment AS REQUIRED -
I CROSSF EED
I
1. Fuel Boost Pump (feeding tank) ON -
2. Crossfeed OPEN; Check Light ON

- -
3. Fuel Boost Pump (Non-feeding tank) OFF; Check both Fuel Pressure lights OUT - -
TO D/SCONT/NUE CROSSFEED:
I 1. Fuel Boost Pumps ON (one left and one right)

2. Crossfeed CLOSED -
-
BOOST PUMP FAILURE
1. Both Boost Pumps ON (primary and secondary) -
2. Failed Boost Pump OFF -
PITCH TRIM INOPERATIVE
MA/N TR/M SYSTEM INOPERAT/VE:
1. Main Pitch Trim Master OFF -
2. Standby Pitch Trim Master ON -
3. Standby Pitch Trim Switches AS REQUIRED -
STANDBY TR/M SYSTEM /NOPERAT/VE
1. Autopilot pitch trim may be inoperative
BOTH MAIN AND STANDBY P/TCH TR/M INOPERAT/VE:
1. Maintain Airspeed for low control forces.
FAA Approved
PITCH TRIM INOPERATIVE (Continued)
2. For landing, use flaps only as required to reduce pull forces as speed is decreased. Avoid push forces
by using only enough flaps to give desired wheel forces.
NOTE
With stabilizer inoperative in cruise position, extending full flaps will give zero elevator
force at 100 to 125 knots.
UNSCHEDULED PITCH TRIM
1. Aircraft Attitude MAINTAIN using elevator control.

-
2. Main Pitch Trim Switches HOLD to oppose direction of unscheduled trim.

-
CAUTION
If trim continues to run, depress and hold TRIM RELEASE. The pilot may only have
three seconds to execute corrective action before control forces exceeds 75 pounds.
3. Main Pitch Trim Master OFF -
4. Standby Pitch Trim Master ON -
5. Standby Pitch Trim Switches AS REQUIRED -
NOTE
If standby pitch trim system is inoperative, DO NOT REACTIVATE PRIMARY PITCH

TRIM SYSTEM. Out-of-trim push forces can be reduced by decreasing power and
airspeed. Pull forces can be reduced by decreasing airspeed below the appropriate flap
airspeed limit and extending flaps as required.
GO-AROUND (Pitch Trim Inoperative)
1. Power Levers AS REQUIRED

-
2. Flaps Change position only to reduce elevator forces.

-
3. Gear RETRACT (No trim change results)

-
ELECTRICAL SYSTEM FAILURE
GENERATOR INOPERAT/VE (GENERATOR light on)
1. Generator Switch -
OFF then ON (to reset)
If generator will not reset:
2. Generator Switch OFF -
3. Operating Generator DO NOT EXCEED 1.0 LOAD

-
E
EXCESS/VE LOADMETER /NDICATION (over 1.0)
1. Battery Switch OFF (Monitor Loadmeter)

-
2. Non-EssentialLoads OFF -
CIRCUIT BREAKER TRIPPED
1. Non-EssentialCircuit DO NOT RESET IN FLIGHT

-
2. Essential Circuit:
a. Circuit Breaker PUSH TO RESET
-
b. If Circuit Breaker Trips Again DO NOT RESET -
FAA Approved
Revised: August 1, 1973 King Air 100 FAA Flight Manual 3-5
SUBPANEL FEEDER C/RCU/T BREAKER TR/PPED
l. A short is indicated DO NOT RESET IN FLIGHT

-
2. Depending on which circuit breaker is tripped, the following items may become inoperative:
a. Fuel QuantityGages
b. NACELLE NOT FULL warning light
c. FUEL PRESSURE warning light
d. Fuel Crossfeed Valve
INVERTER INOPERATIVE
l. Select the other inverter
ELECTRIC SMOKE OR FIRE
Action to be taken must consider existing conditions and equipment installed:
1. Master Switch -
OFF (Gang Bar Down)
WARNING
Cabin will depressurize, Electrically driven Flight Instruments will become
inoperative.
2. Oxygen Control -
ON
3. Oxygen Mask INSERT FITTINGS, DON MASKS
-
NOTE
Opening the cabin pressurization duinp valve and the storm window (if
depressurized) will facilitate smoke and fume removal.
4. All Electrical Switches OFF -
5. Battery and Generator Switches ON -
6. Essential Electrical Equipment ON (Isolate defective equipment)

-
7. Oxygen AS REQUIRED
-
ELECTROTHERMAL PROPELLER DEICE
Abnormal Readings on Propeller Deice Ammeter: (Normal Operation: 14 to 18 amps)

1. Zero Amps:
a. Propeller Deice Switch (MAIN) CHECK -
b. If OFF, reposition to ON after 30 seconds

c. If ON with zero amps, system is inoperative; position the switch OFF
d. Propeller Deice Switch (STANDBY) ON -
If Propeller Deice Ammeter continues to indicate abnormal reading:

2. Zero to 14 Amps:
a. Continue operation
b. If propeller imbalance occurs, increase rpm briefly to aid in ice removal
3. 18 to 23 Amps:
a. Continue operation
b. If propeller imbalance occurs, increase rpm briefly to aid in ice removal
4. More than 23 Amps:

a. Avoid icing conditions, since continued operation of the system cannot be assured
b. Do not operate the system, except in emergencies
c. Restrict tjme of operation to a minimum
FAA Approved
LANDING GEAR EMERGENCY EXTENSION
1. Airspeed ESTABLISH 120 KNOTS
-
2. Landing Gear Relay Circuit Breaker PULL-
3. Landing Gear Handle DOWN

-
50°
4. Emergency Engage Handle LIFT AND TURN
-
CLOCKWISE TO ENGAGE,
5. Extension Lever PUMP up and down until 3 green lights are acquired.
-
CAUTION
Do not continue pumping after receiving three green lights (geardown indication).
Further movement of the handle could damage the drive mechanism and prevent
subsequent electrical gear retraction. The landing gear cannot be retracted manually.
WARNING
After an emergency landing gear extension has been made, do not stow handle, move any
landing gear controls or reset any switches or circuit breakers until aircraft is on jacks as
failure may have been in the gear up circuit and gèar might retract on ground.
EMERGENCY STATIC AIR SOURCE

THE EMERGENCY STATIC AIR SOURCE SHOULD BE USED FOR CONDITIONS WHERE THE
NORMAL STATIC SOURCE HAS BEEN OBSTRUCTED.When the aircraft has been exposed to moisture
and/or icing conditions (especially on the ground), the possibility of obstructed static ports should be
considered. Partial obstructions will result in the rate of climb indication being sluggish during a climb or
descent. Verification of suspected obstruction is possible by switching to the emergency system and noting
a sudden sustained change in rate of climb. This may be accompanied by abnormal indicated airspeed and
altitude changes beyond normal calibration differences.
Whenever any obstruction exists in the Normal Static Air System or the alternate system is desired for use:
1. Pilot's Emergency Static Air Source SWITCH TO ALTERNATE (right side panel)
-
2. For Airspeed Calibration and Altimeter Correction, refer to FAA Performance Section
CAUTION
Be certain the emergency static air valve is in the NORMAL position when system is not
needed.
PRESSURIZATION SYSTEM
Any time the differential pressure goes into the Red arc, either reschedule the isobaric setting on the
controller or dump all pressure with the DUMP switch.
LOSS OE PRESSUR/ZATION
In the event of pressurization loss at high altitude, don oxygen masks and descend as required.
BLEED AIR LINE FAILURE WARNING SYSTEM
Warning lights should be monitored during engine start procedure. Either engine will extinguish both lights
upon starting.
Illumination of a warning light in flight indicates a possible ruptured bleed air line. A break in the bleed air
line will cause an increase in ITT, a decrease in torque, and an increase in N1.
1. Bleed Air Valve (affected engine) CLOSED. -
2. Engine Instruments MONITORfor change in engine instrument readings.

-
a. If there are no indication of a ruptured bleed air line the engine may remain in operation.
b. If ITT Indicator, Torquemeter, and Tachometer indicate bleed air line rupture, secure the engine if
flight conditions permit.
NOTE
The Bleed Air Warning Light will not extinguish after closing the Bleed Air Valve.
FAA Approved
Revised: February 16, 1973 King Air 100 FAA Flight Manual 3.7
EMERGENCYDESCENTPROCEDURE
1. Power Levers IDLE -
2. Propellers FULL INCREASE RPM

-
3. Wing Flaps APPROACH -
4. Landing Gear EXTEND -
5. Airspeed 156 KNOTS, MAXIMUM

-
FAILURE OF SECONDARY (ELECTRICAL) LOW PITCH STOP (IF INSTALLED)
With a combination of both low airspeed (below 110 Kts) and low power (below 400 ft-lbs) if either
Secondary Low Pitch Stop warning light illuminates in flight DO NOT pull the "Prop Gov Idle Stop" -
circuit breaker, and DO NOT attempt reversing upon landing.
At airspeeds above 110 Kts and/or power settings above 400 ft-lbs, if either Secondary Low Pitch Stop
warning light illuminates in flight, AND the respective propeller begins feathering:
1. Power Lever (affected side) REDUCE AS REQUIRED (to keep torque within limits).
-
2. Prop Gov Idle Stop" Circuit Breaker (co-pilot's right subpanel)

-
PULL (Warning light should -
extinguish and propeller speed should increase to governor setting.)

3. Power lever (affected side) RETURN TO DESIRED POWER. -
WARNING
Any Secondary Low Pitch Stop malfunction must be repaired before the next
flight.
EMERGENCY EXIT
1. Release handle PULL -
2. This is a plug type door and opens into the cabin.
CAUTION
The outside handle may be locked from the inside with a key. The inside handle
will unlatchthe door, regardless of the position of the key lock, by overriding the
locking mechanism. Before flight make certain the door is unlocked.
SPINS
If a spin is entered inadvertantly:
Immediately move the control column full forward, apply full rudder opposite to the direction of the spin
and reduce power on both engines to idle. These three actions should be done as near simultaneously as
possible; then continue to hold this control position until rotation stops and then neutralize all controls
and execute a smooth pullout. Ailerons should be neutral during recovery.
NOTE
Federal Aviation Administration Regulations do not require spin demonstration

of airplanes of this weight; therefore, no spin tests have been conducted. The
recovery technique is based on the best available information.
FAA Approved
3-8 King Air 100 FAA Flight Manual Revised: December 23, 1976
SECTION IV
FAR PART 135 PERFORMANCE
THIS SECTION RESERVED FOR

FAA APPROVED DATA
FOR FAR PART 135 OPERATIONS
FAA Approved
SECTIONV
FAR PART 91 PERFORMANCE
TABLE OF CONTENTS
TlTLE PAGE
lntroductiontoFARPart91 . . . . . . . . .
.5-2
AirspeedCalibration-NormalSystem . . . . . . .
.5-4
Airspeed Calibration Normal System- - Take-off Ground Roll . . . . . . . .

5-5
Airspeed Calibration Emergency System

-
. . . . . . . . .
5-6
Altimeter Correction Normal System -

. . . . . . . . . . .
5-7
AltimeterCorrection-EmergencySystem . . . . . . . . . .
.5-8
Temperature Conversion . . . . . . . . . . .
.5-9
Wind Components . . . . . . . . . . .
5-10
. Minimum Takeoff Power . . . . . . . . . .

5-11
Maximum Takeoff Weight Permitted by Enroute Climb Requirement . . . . .

5-12
Takeoff Distance -0%

Flaps ,- . . . . . . . . .
5-13
Takeoff Distance -
30% Flaps . . . . . . . . . .
5-14
Two Engine Climb . . . . . . . . .

5-15
Single Engine Climb . . . . . . . . . . .

5-16
Balked Landing Climb . . . . . . . . . . .

5-17
Landing Distance . . . . . . . . . . . . . .
5-18
Stall Speeds . . . . . . . . . . . . .
5-19
FAA Approved
Revised: 19, 1971
.luly FAR 91, King Air 100 FAA Flight Manual 5-1
INTRODUCTION TO KING AIR 100
FAA APPROVED PERFORMANCE
FOR FAR PART 91 OPERATIONS
The performance information in tlus section is FAA Approved. The conditions listed below
have been utilized as the basis for the examples on all graphs in these manuals.
CONDITlONS
At Billings
Outside Air Temperature . .
25°C (77°F)
Field Elevation . . . . . . 3606 ft
.
Altimeter Setting . 29.56

. .
Wind . .
360° at 10 knots
Runway 34 Length . . . . . . . 5600 ft
.
Route of Trip:
BIL Vl9 CZl V247-DGW Vl9E CYS-Vl9 DEN
- - - - - -
Weather Conditions 1FR for Cruise Altitude of 17000 Feet
WlND AT OAT AT OAT AT ALTIMETER

ROUTE DISTANCE MEA 17000 CRUISE MEA
SEGMENT FEET ALTITUDE °C °C SETTING
BIL-SHR 88 8000 010/30 -10

0 29.56
SHR-CZl 57 9000 350/40 -10 -4

29.60
CZI-DEN 269 8000 040/45 .

.
-10
0 29.60
Reference: Enroute Low Altitude Charts L-8 and L-9
At Denver
15°C (59°F)
Outside Air Temperature . . . . . . . . . . . .
Field Elevation . . . . . . . . 5331 ft

.
Altimeter Setting . . . . . . . 29.60

. .
Wind . . . . . . . . . 270 at 10 knots

Runway 26 Length . . . . . . . . . 10000 ft
.
To determine pressure altitude at origin and destination airports, add 100 feet to field elevation
for each in Hg. below 29.92, and subtract 100 feet from field elevation for each
.1 in. Hg. .1
above 29.92.
Pressure Altitude at BIL:
29.92 -
29.56 = .36 in. Hg.
The pressure altitude at BIL is 360 feet above the field elevation.
3606 + 360 =
3966 ft
Pressure altitude at DEN:
29.92 -
29.60 = .32 in. Hg.
The pressure altitude at DEN is 320 feet above the field elevation.
5331 + 320 =
5651 ft
FAA Approved
5-2 FAR 91, King Air 100 FAA Flight Manual Revised: November 20, 1970
Enter the graph for maximum take-off weight permitted by enroute climb requirement, page
5-12, at 25 C and 3966 feet, pressure altitude: --
Maximum Allowable Weight = 10600 lbs
From Cruise Performance section, page 8-6, distance and fuel to climb from 3966 to 17000 feet
25°C (ISA + 18°C) is 45 NM and 164 pounds, respectively. The fuel used at cruise altitude
from BIL to SHR at 17000 feet and -10°C (ISA + 9°C) is:
Fuel Flow . . . . . . . . . . . . . ... . 291 lb/hr/engini

Cruise True Airspeed (10000 lbs) . . . . . . . . . . 240 knots.
.
Distance Traveled at 17000 feet (8845) . . . . . . . . . . . .43NM

Estimated Ground Speed . . . . . . . . . . . . . . 253 knots
.
Fuel Used for 43 NM at 253 knots GS . . . . . . . . . . .99 lbs
The total fuel.used from BIL to SHR is:
164 + 99 = 263 lbs
The estimated weight upon reaching SHR is:

Take-off weight of 10600-263 = 10337 lbs
The estimated landing weight is determined by subtracting the fuel required for the trip from
the take-off weight.
Ramp Weight = 10668 lbs

Fuel Required for Trip = 1042 lbs
(See Cruise Performance Section)
Landing Weight 10668-1042 = 9626 lbs
=
Examples have been provided on most of the performance graphs included in this section. The
above conditions have been used throughout. Two engine rate of climb was determined for
cruise altitude and estimated weight at SHR. Single engine climb was determined for the MEA
and estimated weight at SHR.
FAA Approved
Issued: July 1, 1969 FAR 91, King Air 100 FAA Flight Manual 5-3
-
AIRSPEED CALIBRATION NORMAL SYSTEM
NOTE: INDICATED AIRSPEED ASSUMES 2,ERO INSTRUMENT ERROR
FLAPS UP Gl APS D E EAR )OWN

220- - 220- ----
- -- ---- ------ ------ - ---- --- --- --- --- ----

200-- 200-
- -- - - --- -
180- 180-
----- --- - - ----- - -

160- 160- - -4 -
- - - ----- --
140- 140- ---- --- - --
120- - - -------- - 120- -
- ----------------- ----- -----

100- - 100- ---- -
-
-
80- 80-
----- - --------------------·----- --- -

· ----------------------------
60-· . 60-·-·---------------
83 100.120 140 110 1.:0 250 220 63 80 100 110 1-0 100 110
- ~KNOTS - ~KNOTS
IAS INDICATED AIRSPEED IAS INDICATED AIRSPEED
-
AIRSPEED CALIBRATION NORMAL SYSTEM
TAKE-OFF GROUND ROLL
< O
NOTE: INDICATED AIRSPEED ASSUMES ZERO INSTRUMENT ERROR
~
F [APS UP OR 3 Po GEAR D 3WN
---- ----- --------------------------------------- ------
100--
90-- --- --- ---- ------------------------- ----- -----
80--
- --- -------- -- ---- - -- -- ------ ---------- ---- -

70-- -----
50 €0 20 83 80 100 1 0
- ~
IAS INDICATED AIRSPEED KNOTS
(It
-
AIRSPEED CALIBRATION EMERGENCY SYSTEM
NOTE: INDICATED AIRSPEED ASSUMES ZERO INSTRUMENT ERROR.
APPLICABLE FOR ALL GEAR AND FLAP POSITIONS.
230
- - - -- - --- - - --- - --
220
I
I
210
- -- -- --- - --- --- - -

200
1su
-- - -- -- - - --- -
00 180
170 ----«-
- - - - -
160
150
- - -
14o
130
- - - - -
120
100
90
To
····-
60
60 TO 80 93 li0 10 10 1,0 10 10 li0 1'0 10 10 2(0 20 20 2LO 20
CA
AS -HDICATED LIRSFEED ~KNOTS
-
ALTIMETERCORRECTION NORMAL SYSTEM
NOTE: INDICATED AIRSPEED ASSÚMES ZERO INSTRUMENT ERROR
I -
U - --
GEARUP --
F P WF GEAR E(TVI
-- ,----- 110-
& 110
100 100- --
- - ----- - ---- -- --------

so so-
so -L- so-
- ---- --- - -- --,----- --- - -- ---- ----- -r,
70 TO- --
60 - 60- ---
--
8 50 3. -- 50- ---
8
en M
--
40 40-
30- -- -
30
- - - - •
sL
20 20-
-
LAP 30%
- -
100 100
-- -· ··-·· EL
-10 -10 -- - - -
-LT
tH 10 PEli
- -20-
-20
-30 - - -
-30
FLAPS 100%
-40 -40-
Il
- - --- ---
SL
-50 -50- -- - --
-60 -60 - --
11000)
-· --
-70 ----------- -- -90--------·-- --- - --
- - ----
90 110 10 140 170 100 20 20'93 90 10 130 1!0 10 1'O

- -
IAS INDICATED AIRSPEED~KNOTS ISA INDICATED AIRSPEED~KNOTS
I
åe
ALTIMETERCORRECTION- EMERGENCY SYSTEM

NOTE: INDICATED AIRSPEED ASSUMES ZERO INSTRUMENT ERROR.
APPLICABLE FOR ALL GEAR AND FLAP POSITIONS.
I fl I I_ I_I
I
I
loo-
CD
CD
19
0-- ---- --- -- ---------·
-100-
-200- ----
Ì000)F1
-300
20000 FT
-400-
ËÏ
3000 FT
-500•- --- -- -
00 70 80 00 100 110 120 130 140 150 110 1'O 10 100 210 40 20 2:0 240
-
CL IAS INDICATED AINSPEE ) ~KI OTS
TEMPERATURECONVERSION
O^
O
C vs F
60
------ -- - - - --- --
- -
50
40--
- -- --
30
20-- - ---- - - - -- --
- --
10
0-- - -- - - - - - ----- - -- ------ ----
-10 ---------
.-
-- -
-20-- ------ - --------- - --
-30 ------ - --- --- ----

- -- -
- ------ ---------- - --
-40- ------
---- -------------
-50 - --
-60- --- ---- - ------------------ - --

-
-(.0 -50 -40 -20 -10

-30
0 10 50 30 40 50 63 70 80 90 100 110 123
Ut
DEGREES P
WIND COMPONENTS
EXAMPLE:
FLIGHT
WIND SPEED 10 KTS
PI TH
ANGLE BETWEEN WIND
50 oK
H'
40
50
30
6
20 -
70o
10 80°
Zo
0- 90
-10-
100°
170 150 110o

183 160 140" 130° 120° ,
) 10 20 30 40 50 63
STD-601-1
CROSSWINDCOMPONENT ~
KNOTS
FAA Approved
5-10 King Air 100 FAA Flight Manual Revised, Juily 19, 1971
MINIMUM TAKE-OFF POWER at 2200 RPM
(66 KNOTS INDICATED AIRSPEED)
NOTES: 1. TORQUE INCREASES APPROXIMATELY 15 FT LB FROM ZERO TO 66 KNOTS IAS

2. THE POWER (TORQUE) INDICATED IS THE MINIMUM VALUE FOR WHICH TAKE-
OFF PERFORMANCE IN THIS SECTION CAN BE OBTAINED. EXCESS POWER,
WHICH CAN BE DEVELOPED WITHOUT EXCEEDING ENGINE LIMITATIONS
MAY BE UTILIZED'
TORQUE LIMIT 1628 FT LB
1600
1500 --
1400 -
1300 -
1200-
I i I i
11oo -
1000 --
-40 -30 -20 -10

0 10 20 30 40 50 60
°C
OUTSIDE AIR TEMPERATURE ~
FAA Approved
MAXIMUM TAKE-OFF WEIGHT
PERMITTED BY ENROUTE CLIMB REQUIREMENT
ASSOCIATED CONDITIONS: EXAMPLE•
POWER MAXIMUM CONTINUOUS o
OAT 20 C
FLAPS UP
PRESSURE ALTITUDE 3966 FT
GEAR UP
INOPERATIVE MAXIMUM TAKE-OFF
PROPELLER FEATHERED -
WEIGHT 10600 LBS
RATE-OF-CLIMB SINGLE ENGINE CLIMB RATE-OF-CLIMB 335 FT/MIN
GRAPH (PAGE 5-16) CLIMB SPEED 114 KIAS
NOTE: TAKE-OFF WEIGHT LIMIT IS IN COMPLIANCE WITH FAA REQUIREMENT FOR SINGLE
ENGINE RATE-OF-CLEB CAPABILITIES AT 5000 FEET PRESSURE ALTITUDE. REFER
TO SINGLE ENGINE CLIMB GRAPH, PAGE 5-16, FOR ACTUAL CLNB CAPABILITIES
AP LICABLE TO THE PARTICULAR TEMPERATURE AND ALTITUDE BEING CONSIDERED,
I I I | | |
1 \ | 1 I
I I I I I
I GROSS WEIGHT I I I
i i
10500 -
10400
10300 -
I I
10200
2 i
I I I
I I
13133
10000
10 20 30 40 50 60 70
oC
FAA Approved
TAKE-OFF DISTANCE -
0% FLAPS
TWO ENGINES .
ASSOCIATED CONDITIONS: TAKE-OFF SPEED EXAMPLE:

TAKF-OFF WEIGHT ~KNOTS IAS
POWER POWER SET OAT 25 C
BEIN)RE BRAKE RELEASE POUNDS (ASSUMES ZERO INST. ERROR) PRESSURE ALTITUDE 3966 FT
FLAPS UP LIFT-OFF 50 FT TAKE-OFF WEIGHT 10600 LBS
GEAR RETRACT AFTER LIFT-OFF HEADWIND COMPONENT 9.5 KTS
RUNWAY DRY SURFACE O 1 5
PAVED, LEVEL, 2620 FT
GROUND ROLL
TAKE-OFF SPEED IAS AS TABULATED
9000 90 105 TOTAL DISTANCE OVER
8000 88 97 A50FTOBSTACLE 4050 FT
TAKE-OFF SPEEDS
LIFT-OFF 100 KIAS
50 FT 115 KIAS
- 6000
-- -- - --- - -- -5000
-4000
3000
o
100 ,
- --- -2000
. . . . -1000
- -30 -2) -10

10 30 101100 9030 - II
0 0 23 43 53 63 8000 0 10 20 30 t 13 23 30 40 50
~ ~ ~ ~
OUTSIDE AIR TEMPERATURE C WEIGHT POUNDS WIND COMPONENT KNOTS OBSTACLE HEIGHT FEET
100.601-183
TAKE-OFF DISTANCE --
30% FLAPS
Two ENGINES
ASSOCIATED CONDITIONS: TAKE-OFF SPEEDS EXAMPLE:
WEIGHT ~KNOTS IAS 25°C
POWER TAKE-OFF POWER SET OAT
BEIY)RE BRAKE RELEASE POUNDS (ASSUMES ZERO INST. ERROR) PRESSURE ALTITUDE 3966 FT
FLAPS 30% LIFT-OFF TAKE-OFF WEIGHT 10600 LBS
50 FT
- - -
GEAR RETRACT AFTER LIFT-OFF HEADWIND COMPONENT 9.5 KTS
RUNWAY PAVED, LEVEL, DRY SURFACE 10600 90 107
TAKE-OFF 10000 88 103 GROUND ROLL 2000 FT
SPEED IAS AS TABULATED
9000 88 97 TOTAL DISTANCE OVER
8000 88 91 A 50 FT OBSTACLE 3160 FT
TAKE-OFF SPEED AT
AFT-OFF 90 KIAS
40 1"I' 107 KIAS
-- -6000
- 5000
4000
-3000
10000 . .• -2000
8000
6000
4000 _ o
2000
' SL ISA
- - - - -
-1000
-- · ----
. ...-----. --- ....... -0
-4 -30 -20 -10

0 0 10 20 30 40 50 63 10000 9000 -13 I
8030 10 20 23 ( 13 20 30 40 53
-
°C ~ ~
OBSTACLE ~
OUTSIDE AIR TEMPERATURE WEIGHT POUNDS WIND COMPONENT KNOTS HEIGHT FEET
- Ë. toment-ia2
- •n ASSOCIATED CONDITIONS:
TWO ENG NE CLIMB
~
POWER MAXIMUM CONTINUOUS CLIMI SPEED KNOTS EXAMPLE:

WEIGHT CAS IAS OAT -10°C
FLAPS UP
GEAR UP POUNDS (ASSUMES ZERO PRESSURE ALTITUDE 19000 FEET
CLIMB SPEED IAS AS TABULATED WEIGHT 10339 LBS
118
10000 118 116 RATE-OF-CLIMB 900 FT/MIN
9000 115 113 CLIMB SPEED 119 KIAS
8000 112 110
PRIN RE I 'UDE T
--
0 0
,
60
8
3000
000
-2500
14000
-
2000
-
16000
1sooo
1500
2000
1000
1
2 (00
000
500
-83 -93 -60 -50 -40 -30 -20 -10 n 10 23 30 43 53 63 8030 9030 10000
~
OUTSIDE AIR TEMPEF ATURE ~°C WEIGHT POUNDS
SINGLE ENGINE CLIMB
ASSOCIATED CONDITIONS: CLIMB SPEED~KNOTS EXAMPLE:
OAT -4°C
POWER MAXIMUM CONTINUOUS
FLAPS UP WEIGHT CAS IAS PRESSURE ALTITUDE 9000 FT
GEAR UP POUNDS (ASSUMES 2.ERO WEIGHT 10337 LBS
INOPERATIVE INST. ERROR)
RATE-OF-CLIMB 248 FT/MIN
PROPELLER FEATHERED 10600 116 114 CLIMB SPEED 113 KIAS
CLIMB SPEED IAS AS TABULATED 10000 114 112
9000 112 110
8000 109 107
--
1200
- -
1100
1000
00
- 900
--
800
-
700
-
1230)
-
600
--
10))•-•• 500
400
----
0 0
--
300
200
-------..
1000
---------------- --- --- -- ------- - 100
-8) -f0 -53 -40 -30 -20 (I -10

-'l3 13 20 30 4) 50 63 8100 9000 10100
~°C ~
OUTSIDE AIR TEMPERATURE WEIGHT POUNDS

-, BALKEDLANDING CLIMB
E.
ASSOCIATED CONDITIONS: CLIMB SPEED~KNOTS EXAMPLE:
POWER TAKE-OFF 15°C
L 2. WEIGHT CAS TAS OAT
e FLAPS 100% PRESSURE ALTITUDE
POUNDS (ASSUMES ZERO 5651 FEET
4 GEAR DOWN WEIGHT
INST. ERROR) 9626 LBS
CLIMB SPEED. IAS AS TABULATED
10600 92 93 RATE-OF-CLIMB 950 FT/MIN
CLIMB SPEED
'
10000 91 92 91 KIAS
9000 88 89
8000 86 87
PREBSURE ALTITUD FENT
6000 - 2000
1500
0 -
1000
--
¯¯ 500
-60 -50 -40 -30 -20 -10 0 10 20 30 43 50 60 8C30 9000 10000

~°C ~
OUTSIDE AIR TEMPERATURE WEIGHT POUNDS
oo
LANDING DISTANCE
WITHOUT itEVERSING
ASSOCIATED CONDITIONS: EXAMPLE:
POWER RETARDED TO MAINTAIN APPROACH SPEED OAT 15°C
500 FT/MIN ON FINAL IAS PRESSURE ALTITUDE 5651 FEET
APPROACH WEIGHT CAS (ASSUMES ZERO LAND1NG WEIGHT 9626 LBS
FLAPS 100% INST. ERROR) HEADWIND COMPONENT 9.5 KNOTS
RUNWAY PAVED, LEVEL, DRY SURFACE
of. I gr¡ GRO JND I OLL 1250 FElsT
APPROACH SPEED IAS AS TABULATED
BRAKING MAXIMUM li ( 00 91 93 TOT \L DI TANCE OVER
f (00 A 50 FT OBSTACLE 180 FET T
8' 88
f i 00 8 82 APP IOAC i SPEED 11 KIAS
3500
3000
-
2000
1500
-10 -30 - -10 I 10 20 30 10(00 -

il
0 40 50 9030 8030 0 10 20 30 10 <0 30 40 53
~
OUTSIDE AIR TEMPERATURE C WEIGHT ~POUNDS WIND COMPONENT~KNOTS OBSTACLE HEIGHT ~FEET
STALL SPEED
NOTE EXAMPLE:
EHT 10F250 POUNDS
1. Maximum altitude loss during stall
recovery is approximately 600 feet. GEAR DOWN 120
FLAPS 30%
2. Maximum nose down pitch attitude ANGLE OF BANK 25 DEGREES
and altitude loss during recovery
from single engine stalls per
STALL SPEED 85.0 KCAE
FAR 23.205 are approximately --
¯ 10 and 350 feet, respectively. 110
--80
il
-60
1
8030 8500 9000 9500 10000 10h00 0 10 20 30 49 50 . 63
WEIGIIT ~POUNDS ANGLE OF BANK ~DEGREES
I
Airplane Flight Manual Supplements
King Air 100 FAA Airplane Flight Manual, P/N 100-590026-1
LOG OF REVISIONS
FAA Supplement must be in the airplane for flight operation when subject eouipment is installed.
Revision
Part Number Subject Number Date
100-590026-15 Propeller Autofeathering System July 1. 1969

130866 Foxboro Fuel Measuring System (Pounds of Fuel Remaining) July 1, 1969
100-590026-33 Woodward Electronic Propeller Synchrophaser Installation December 2, 1971
130874 Foxboro Fuel Measuring System (Pounds of Fuel Consumed) September 30. 1969
100-590026-21 Collins AP104/FD109H Automatic Flight Control System,
Category I or II 3 December 2, 1971
100-590026-23 Collins AP104/FD108N Automatic Flight Control System,
Category I 1 January 9, 1970
100-590026-25 Collins AP104/FD109F Automatic Flight Control System,
Category I or II 4 December 2, 1971
100-590026-27 Bendix M4C Autopilot 1 January 9, 1970
100-590026-29 BEECHCRAFT H-14 Autopilot 2 February 16, 1973
100-590032-53 Nickel-Cadmium Battery Charge Current Detector 2 October 1, 1973
101-590010-89 Operation of Pratt and Whitney Engines with Secondary Low
Pitch Stop Inoperative 1 October 9, 1975
131344 Cabin Ooor Warning Placard and Emergency Procedures for
Illumination of Cabin Door Warning Light November 14, 1975
131385 Magnetic Chip Detector System 1 November 19, 1976
100-590026-35 Brake Deice System 1 January 23, 1978
101-590010-125 Flight With Cabin Entrance Door Removed 3 January, 1981
90-590010-77 Manual Landing Gear Extension Procedures June 8, 1979
NOTE: Supplement; applicable to equipment other than that installed may, at the discretion of t7e owner/operator be
removed fro,n the manual
FAA Approved
Revised: June, 1981
BEECHCRAFT KING AIR 100 LANDPLANE
AIRCRAFT FLIGHT MANUAL SUPPLEMENT
PROPELLER AUTOFEATHERING $YSTEM
This document is to be attached to the FAA Approved Flight Manual when the airplane is equipped with a
Propeller Autofeathering System, which has been installed in accordance with BEECHCRAFT FAA Approved
Data.
II. NORMAL PROCEDURES
BEFORE TAKE-OFF
Autofeather -
CHECK -
a. Power Levers APPROXIMATELY 500 FT-LBTORQUE

-
b. Condition Levers LOW IDLE-
c. Autofeather Switch TEST (hold)

-
d. Power Levers RETARD INDIVIDUALLY:

-
(1) At Approximately 400 Ft Lb OPPOSITE LIGHT OUT

-
(2) At Approximately 220 Ft Lb BOTH LIGHTS OUT (Propeller Starts to Feather)

-
e. Power Levers BOTH RETARDED (Both Lights Out; Neither Propelly Feathers)
-
f. Autofeather Switclk- ARM
TAKE-OFF
Check autofeather armed lights ON during take-off roll at 90% N1 or above.

-
III. EMERGENCY PROCEDURES.
SINGLE ENGINE PROCEDURES
CAUT/ON
When the autofeather system is being used, do not retard the failed
engine power lever until the autofeather system has completely
stopped propeller rotation. To do so will deactivate the autofeather
circuit and prevent automatic feathering.
Approved:
DOA CE-2
FAA Approved
Issued: July 1, 1969
Part No. 100-590026-15
BEECHCRAFTKING AIR 100 LANDPLANE
FOXBORO FUEL MEASURING SYSTEM
(Pounds of Fuel Remaining)
This document is to be attached to the FAA Approved Flight Manual when the airplane is equipped with a ,
Foxboro Fuel Measuring System, installed in accordance with BEECHCRAFT FAA Approved Data.
I. LIMITATIONS
A. This system is designed to read out in pounds of fuel remaining.
B. This system is set for.Jet A aviation kerosene at 80°F.
C. The initial setting of the totalizer must be based on the density of Jet A fuel at 80°F.
11. NORMAL PROCEDURES
A. The fuel counter must be set to the proper number, based on the density of Jet A fuel, before -
starting the engines:
1. Determine the totalizer setting from either GRAPH \ or CHART 1, Column 1, vs. gallons of
fuel on board.
2. Hold the FUEL TOTAL switch to the ON position, until the totalizer setting is set on the counter.
B. To determine the number of pounds of fuel remaining at any time, when using Jet A, Jet A-1, or
JP-1:
1. Read the counter.
C. To determine the actual number of pounds of fuel remaining at any time, when using JP-4, Jet B,
JP-5 or 100/130 octane aviation gasoline:
1. Read the counter.
2. Use GRAPH 2. Enter the table at the observed totalizer reading. Read the weight of the re- ,
maining fuel at the intersection with the applicable fuel density line.
or
3. Use CHART 1, reading vertically down Column 1 to the corresponding counter readout, then
horizontally across Columns 2, 3 or 4 to the applicable fuel.
or
4. Multiply the Counter reading by the ratio of fuel densities:
FOR FUEL MULTIPLYBY

JP-4 .96
Jet B .96
JP-5 1.027
100/130 gasoline .863
Approved:
DOA CF,2
FAA Approved
Issued: July 1, 1969 1 of 4
Part No. 130866
GRAPH l
INITIAi SETTING OF TOTALIZER
(BASEDON JET A, JET A-1 AND JP-1 FUEL DENSITY AT 80 F.)
2600- un av u lin o in nu , a +,nu a un a un un un ,ni no nu un nu nu a
2400- tt
2200-
2000-
1800-
1400-
1200-
iooo-
soo.
6oo-
400-
200-
o
43 E0 1 0 1 0 200 2 0 210 .3 0 3f0 400
-
TOTAL FUEL ON BOARD GALL.ONS
f fi
28.
GRAPH 2
CALIBRATION OF TOTALIZER READING FOR VARIOUS FUEL TYPES
00
B.
2
ET JET A-1, JP-1
- ASSOCIATEDCONDITIONS:
2200
1. Weights are based on average

. 100/130 AVIATION GASOLINE
2000 fuel density at 80oF.
-
2. The maximum error expected
1800
is i 6.6% after totalizer
-
reading has been corrected.

-
..
1600 Approximately ±4.0% of this
error is due to variations in
fuel density normally expe-
rienced during fuel refinement.
-
1200
o 1000-
- -
800
400-
200-
O '
i 400 . 1230
800 1630 2000 2400
-
A. TOTALIZER READING POUNDS
CHART I
Column 1
(Initial Setting Column 2 Column 3 Column 4
of Totalizer)
Jet A, Jet A-1 & JP-1 JP-4 and Jet B JP-5 100/130 Aviation
Gallons Gasoline
Density 6.71 Lb/Gal .
Density 6.44 Lb/Gal Density 6.89 Lb/Gal Density 5.79 Lb/Gal
10 67 64 69 58
20 134 129 138 116
30 201 193 207 174
40 268 258 276 232
50 336 322 345 290
60 403 386 -
413 347
70 470 451 482 405
80 537 515 551 463
90 604 580 620 521
100 671 644 689 579
110 738 708 758 637
120 805 773 827 695
130 872 837 896 753
140 939 902 965 811
150 1007 966 1034 869
160 1074 1030 1102 926
170 .
1141 1095 1171 ..
984
180 1208 1159 1240 1042
190 1275 1224 1309 1100
200 1342 1288 1378 1158
210 -
1409 1352 1447 1216
220 1476 1417 1516 1274
230 1543 1481 1585 1332
240 1610 1546 1654 1390
250 1678 1610 1723 1448
260 1745 1674 1791 1505
270 1812 1739 1860 1563
280 1879 1803 1929 1621
290 1946 1863 1998 1679
300 2013 1932 2067 1737
310 2080 1996 2136 1795
320 2147 2061 2205 1853
330 2214 2125 2274 1911
340 2281 2190 2343 1969
350 2349 2254 2412 2027
360 2416 2318 2480 2084
370 2483 2383 2549 2142
374 2510 2409 2577 2165
FAA Approved
Inued:Jayl,1969
4of4 PadNo.130866
AIRPLANE FLIGHT MANUAL SUPPLEMENT
for the
WOODWARD ELECTRONIC PROPELLER SYNCHROPHASER
The information in this document is FAA Approved material which, together with the
basic airplane flight manual is applicable and must be attached to the basic manual when
the airplane is modified by the installation of the Woodward Electronic Propeller
Synchrophaser in accordance with STC SA250CE.
The information in this document supersedes the basic manual only where covered in the
items contained herein. For Limitations, Procedures, and Performance not contained in
the supplement, consult the basic Airplane Flight Manual.
I. LIMITATIONS
The followíng placard must be mounted on or near the synchrophaser control switch:
"SWITCH MUST BE OFF FOR TAKEOFF AND LANDING"
1. Synchronize the engines manually.

2. Position control switch to ON position.
3. If a change in rpm setting is desired, move both master (left) and slave propeller
governor control levers together.
4. If synchronization is not maintained with the switch ON, indicating the actuator
has reached the end of its travel, turn switch OFF and repeat procedures above.
With the switch in the OFF position, the actuator is returned to the center of its
travel.
Ill. PERFORMANCE
No change in airplane performance results from the installation of the synchrophaser.
IV. FUNCTIONAL TEST
The rpm range of the synchrophaser may be checked in cruise by slowly moving only
the master propeller control toward both high and low rpm until propellers are no
longer synchronized.
Note the range of rpm over which the slave engine remains synchronized with the
master engine. This is the limited range provided for safety and is the maximum
speed adjustment range beyond which the slave engine cannot be adjusted by the
synchrophaser.
Approved:
/*t
/
DOA CE-2
FAA Approved
Issued: December 2, 1971
Part No. 100-590026·33
FOXBORO FUEL MEASURING SYSTEM
(Pounds of Fuel Consumed)
This document is to be attached to the FAA Approved Flight Manual when the airplane is equipped with a
Foxboro Fuel Measuring System, installed in accordance with BEECHCRAFT FAA Approved Data.
I. LIMITATIONS
A. This system is designed to read out in pounds of fuel consumed.
B. This system is set for Jet A aviation kerosene at 80oF.
A. The indicator must be set to zero before starting the engines:
Hold the "reset totalizer" switch in either an up or down position until the indicator reads out all
zeros.
B. To determine the number of pounds of fuel consumed at any time, when using Jet A, Jet A-1, or
JP-1:
Read the indicator.
C. To determine the actual number of pounds of fuel consumed at any time, when using JP4, Jet B,
JP-5 or 100/130 gråde aviation gasoline:
1. Read the .indicator.
2. Use GRAPH l. Enter the table at the observed indicator reading. Read the weight of the fuel
consumed at the intersection with the applicable fuel density line.
or
3. Use CHART 1, reading vertically down column 1 to the corresponding indicator readout, then
horizontally across columns 2, 3, or 4 to the applicable fuel.
or
4. Multiply the indicator reading by the ratio of fuel densities:
FOR FUEL MULTIPLYBY
JP4 .96
Jet B .96
JP-5 1.027
100/130 gasoline .863
Approved:
DOA CE-2
FAA Approved
Issued: September 30, 1969
Part No. 130874 1 of 3
CHART I
Column 1
(Indicator Column 2 Column 3 Column 4
Reading)
Jet A, Jet A-1 & JP-1 JP-4 and Jet B JP-5 100/130 Aviation
Gallons Gasoline
Density 6.71 Lb/Gal Density 6.44 Lb/Gal Density 6.89 Lb/Gal Density 5.79 Lb/Gal
10 67 64 69 58
20 134 129 138 116
30 201 193 207 174
40 268 258 276 232
50 336 322 345 290
60 403 386 413 347
70 470 451 482 405
80 •537
515 ·
551 463
90 604 580 620 521
100 671 644 689 579
110 738 708 758 637
120 805 773 827 695
130 872 837 896 753
140 939 902 965 811
150 1007 966 1034 . 869
160 1074 1030 1102 926
170 1141 1095 1171 984
180 1208 1159 1240 1042
190 1275 1224 1309 1100
200 1342 1288 1378 1158
210 . 1409 1352 1447 1216
220 1476 1417 1516 1274
230 1543 1481 1585 1332
240 1610 1546 1654 1390
250 1678 1610 1723 1448
260 1745 1674 1791 •
1505
270 1812 1739 1860 1563
280 1879 1803 1929 1621
290 1946 1863 1998 1679
300 2013 1932 2067 1737
310 2080 1996 2136 1795
320 2147 2061 2205 1853
330 2214 2125 2274 1911
340 2281 2190 2343 1969
350 2349 2254 2412 2027
360 2416 2318 2480 2084
370 2483 2383 2549 2142
374 2510 2409 2577 2165
FAA Approved
Inued:September30,1969
2of3 PartNo.130874
fil GRAPH l
gf CALIBRATION OF TOTALIZER READING FOR VARIOUS FUEL TYPES
226œ
JET A, JE A-1 P-1
2200 ASSOCIATED CONDITIONS:

HT 1. Weights are based on average
2000 10C 133 AVI TION AS I
fuel density at 80oF.
2. The maximum error expected

1800
is ± 6.6% after totalizer
reading has been corrected.
1600 Approximately ±4.0% of this
error is due to variations in
fuel density normally expe-
rienced during fuel refinement.
1200
iooo
800
400
200
0
0 44) 800 1200 1630 2030 2430
S. TOTALIZER READING POUNDS

for the
Collins AP104/FD109H AUTOMATIC FLIGHT CONTROL SYSTEM
Category I or Category II
Mfr's Serial No.
Registration No.
The information in this supplement is FAA Approved material, which, along with the basic King Air 100
FAA Approved Flight Manual, is applicable to the operation of the airplane when modified by the
installation of the Collins AP104/FDIO9H Automatic Flight Control System installed in accordance with
Beechcraft Drawing 97-340031.
The information in this supplement supersedes or adds to that of the basic airplane flight manual.
Users of this manual are advised always to refer to the supplement for possible superseding information and -
placarding applicable to operation of this airplane.
FAA APPROVED:
DOA CE2
FAA Approved
Date: Deœmber 2, 1971
P/N 100-590026-21 1 of 10
for the
BEECHCRAFT KING AIR 100

with the
Collins AP104/FD109H Automatic Flight Control System
TABLE OF CONTENTS
I LIMITATIONS . . . . . . . . . . . . Page 3
11 NORMAL OPERATING PROCEDURES . . . . . . . . . . . . . Page 3
Sections A through F, Enroute Operations . . . . . . . . . . . Page 3, 4, 5
Sections G through H, Category I Operation

and Back Course . . . . . . . . . . . . . . . . . Page 5, 6, 7
Section I, Category II Operations . . . . . . . . . . . . . Page 7, 8, 9
III EMERGENCY PROCEDURES . . . . . . . . . . . . . . . Page 9, 10
IVPERFORMANCE ..... ..............Page10
FAA Approved
Date: December 2, 1971
2 of 10 P/N 100-590026-21
I. LIMITATIONS
AP-104 AUTOP/LOT LIMITATIONS:
A. Maximum speed for autopilot operation is 226 knots CAS.
B. Autopilot must not be used during take-off and/or landing tielowCategory Il landing minimums
where and when applicable.
NOTE
During autopilot operation, one pilot must be seated at the

controls with seat belt fastened.
C. Category II operation applicable under following conditions:
1. All Category II approaches will be made with the flaps in the approach position until
touchdown.
2. Category II approaches are to be conducted from the left side of the aircraft.
3. Copilot required for Category II approaches.
A. BEFOREENGAGING
AUTOP/LOT:
1. Pilot's or copilot's seat belt must be fastened.
2. Check that all circuit breakers for autopilot are is.
3. Standby trim power switch -OFF.
B. ENGAGING AUTOP/LOT:
1. Place the Engage-Disengageswitch lever on the autopilot controller in the Engage
position.
NOTE
The AP-104 has two basic modes of operation. It is either

coupled or uncoupled from the flight director. When
coupled, the autopilot accepts guidance commands from
the flight director. When uncoupled, as indicated by the
AP-MAN annunciator, the autopilot accepts pitch and roll
commands from the vertical command and turn controls.
The autopilot may be uncoupled either by turning the flight
director off or by selecting the PUSH-ON, PUSH-OFF
AP-MAN button on the autopilot controller; the AP-MAN
allows the pilot to control aircraft attitude while observing
the computed commands on the V-Bars. Re-coupling the
autopilot will clear any selected vertical modes.
2. The autopilot may be engaged in any reasonable attitude and either in the coupled or
uncoupled mode. When coupled, the autopilot will smoothly acquire the command attitude.
Engagement will automatically clear all selected vertical modes. When uncoupled, the
autopilot will maintain the heading and pitch attitude at the time of engagement. After
engaging the autopilot, the turn knob must first be put in the detent position before
commanding bank.
FAA Approved
Date: Deœmber 2, 1971
P/N 100-590026-21 3 of 10
C. MANEUVERING:
1. To change flight functions, press the desired mode PUSH-ON, PUSH-OFF button on the
mode selector. An ON flag will appear on the button and, when installed, an annunciator
light on the instrument panel will light, indicating the desired mode is in operation.
2. In AP-MAN function, use the TURN knob for turns.
3. In any function except "after glideslope capture" the vertical command control provides
either vertical speed command or pitch command. The nose is lowered when the control is
rotated toward DN and raised when the control is rotated toward UP. In the pitch mode of
operation, the control commands aircraft pitch attitude. Except when VS mode is selected,
control rotation causes any selected vertical mode pushbutton to release to the off position,
giving pitch mode. When VS mode is selected the control commands vertical speed. Control
rotation from the UP index to the DN index will command a change of approximately 500
feet per minute. If a vertical rate of less than 250 feet per minute is commanded, the system
switches automatically to altitude hold.
4. If the altitude hold mode button has been selected, it will automaticallyrelease when the
pitch knob is rotated.
5. HEADING MODE: When the HDG mode is selected, the autopilot will command the
aircraft to turn to and maintain the heading set on the heading marker.
NOTE
The heading marker is controlled by by HDG knob on the

course indicator by pulling out and rotating. If the optional
- remote control unit is installed, the heading marker on
either pilot's or copilot's course indicator may be controlled
by depressing the left or right (or both) Push-ON,Push-OFF
buttons, and rotating the HDG knob on the control unit.
D. YAW DAMPER OPERATION:
1. The rudder channel of the autopilot may be selected separately for Yaw Damping by
depressing the Yaw Damp button on the autopilot controller and putting the Engagelever in
the Engage position.
2. To disengage the Yaw Damper, press the pilot's or copilot's disconnect button on the
control wheel.
3. Refer to Emergency Disconnect Procedure for other means of disconnecting the Yaw
Damper.
E. DISCONNECTING AUTOP/LOT:
1. Press the release button on the outboard side of either control wheel to disengage the
autopilot for transition to manual control.
2. Engaging the pilot's or copilot's primary trim switches will also disengage the autopilot in
every mode of operation except the yaw damper. This is not a recommended procedure
since the aircraft could also be displaced from trim.
NOTE
The pitch axis of the aircraft is kept in trim by the

autopilot. Transition to manual control produces no
noticeable change in aircraft pitch attitude providing the
trim indicator or annunciator light does not show an out of
trim condition.
FAA Approved
4 of 10 P/N 100-590026-21
3. After assuming manual control, fly the aircraft using the same Course Indicator and
Approach Horizon used to monitor autopilot operation prior to assuming manual control.
F. VOR FLYlNG:
1. Tune VOR/ILS receiver to the appropriate frequency.
2. Set the desired course to the station on the pilot's Course Indicator.
NOTE
The course arrow is controlled by the course knob on the
course indicator by pulling out and rotating. If the
optional remote control unit is installed, the course may
be selected on either pilot's or copilot's course indicator
by depressing the left or right (or both) Push-ON,
Push4)FF buttons and rotating the course selector knob
on the control unit.
3. Set the desired beam intercept heading with the HDG knob on the pilot's Course Indicator
or from remote control unit. The intercept angle with respect to the radio beam may be any
angle of 90 degrees or less.
4. Depress the VOR/LOC Push-ON, Push-OFF button on the mode controller. The system is
then armed to capture the beam as indicated by the N/L Arm annunciator light on the
instrument panel. At the point of capture, the N/L capture annunciator light will come on,
indicating that the system has captured the selected course, and providing cross wind
correction for proper tracking of the radial.
NOTE
Except as described in item 5, do not select a different

VOR frequency or course once a course and intercept have
been programmed or capture achieved. For selecting new
courses or VOR frequencies return to the Heading mode,
select course or frequency and then return to the
VOR/LOC mode.
5. Radio course may be changed over a VOR station when operating in VOR/LOC mode, as
long as the course change is not more than 10 degrees. If the course change is more than 10
degrees, HDG mode should be selected to establish a new intercept and then VOR/LOC
mode reselected to set up a new capture.
G. AUTOMAT/C APPROACH:
FRONT COURSE -
CATEGORY /
NOTE
The localizer and glideslope are captured automatically and

independently of each other on an ILS front course approach.
Either one may capture before the other. The localizer is
always captured from a selected heading, but the glideslope
may be captured from any of the vertical modes. Conduct all
approaches at 2,000 RPM or above sincelower RPM will
induce harmonic oscillations in the glideslope frequency. Pitch
changes associated with approach flap extension will be
minimized if flaps are lowered below the maximum placarded
speed.
1. To intercept the localizer beam, tune the NAV receiver to the correct ILS frequency. Set
the course selector to the inbound runway heading, and set the heading marker to the
desired intercept angle.
FAA Approved
P/N 100-590026-21 5 of 10
NOTE
Limit interception IAS to 140 KIAS or below.
2. Press the HDG button on the mode controner. Press the APPR. I button on the mode
controner. The N/L Arm and GS Arm annunciator lights will appear on the instrument
panel indicating the system is armed for localizer and glideslope capture. As the aircraft
approaches the localizer beam, the N/L capture annunciator light will appear, indicating the
system has captured the lGealizer course. At the point of glide path intercept, the G/S
capture annunciator light will appear and all vertical modes pre-selected will be cleared,
indicating the system is in glideslope operation.
3. At approximately 200 feet above the ground, and if a radio altimeter has been installed and
is operating, the runway symbol on the flight director will begin to rise toward the aircraft
symbol, while continuing to show localizer deviation.
4. The MDA light on the flight director indicator will come on when the aircraft reaches the
decision height previously selected by the pilot on the radio altimeter.
5. Go-around mode may be activated by pressing the GA button on the pilot's control wheel,
and may be actuated any time after the selection of Approach Mode if a localizer frequency
is selected. The autopilot will disengage, the GA annunciator light will appear, and the
V-Bars will command a wings level, pitch-up attitude.
NOTE
The heading marker may be preset to the go-around'heading
after the localizer is captured. After go-around airspeed and
power settings are established, the autopilot may be
engaged in the Hdg. mode and IAS hold may be selected if
desired.
6. To assume manual control of the aircraft for landing, press the Disengage button on the
pilot's or copilot's control wheel.
H. BACK COURSE APPROACH:
1. To intercept the localizer beam, tune the NAV receiver to the correct ILS frequency. Set the
course selector to the inbound runway heading, and set the heading marker to the desired
intercept angle.
NOTE

2. Press HDG button, then APPR. I button, on mode controller to arm the system for
automatic localizer capture. The N/L ARM annunciator light will appear and if the aircraft
heading is within 75 degrees of the back<ourse heading, the system will automatically
switch to back course operation and the BACK/LOC annunciator light will appear. The
lateral deviation bar as well as the runway symbol present the proper indication.
NOTE
The VOR/LOC MODE cannot be used for Back Course

Tracking since it will only track localizers on inbound
.
courses.
3. If minimum altitude is attained before visual contact is achieved, the Alt. hold mode may be
used to hold altitude until time to a missed approach has elapsed.
4. The rising runway symbol and the MDA light on the flight director indicator operate as in
Front Course Approach.
5. Go-around operation is the same as Front Course Approach.

FAA Approved
6 of 10 P/N 100-590026-21
SPECIAL NOTES:
(1) The V-Bars on the 329B-8G flight director indicator will disappear to the top of the
instrument when the AP-MAN button on the autopilot controller is pressed and all
other modes are clear.
(2) When the autopilot ENGAGE lever is in the disengage position, the system may be
used as a manual FD-109H flight director system by selecting the desired mode of
operation on the mode selector.
(3) Altitude hold information is displayed on the V-Bars in flight director function by
pushing the ALT button on the mode selector. The ALT button will clear
automatically when the autopilot is engaged.
(4) To synchronize the vertical command in flight director function to aircraft attitude,
actuate the pitch synchronize button on the pilot's control wheel.
(5) To maintain a desired indicated airspeed, press the IAS button on the flight director
controller.
(6) To ñiaintain a desired climb or descent, press the VS button on the flight director
controller.
NOTE
When VS mode is selected, the pitch control commands

vertical speed. Control rotation from the up index to the
down index will command a change of approximately 500
fpm. If a vertical rate of less than 250 fpm is commanded,
the system will automatically switch to altitude hold.
I. CATEGORY // APPROACH:
The Autopilot Flight Director System has been evaluated for the cross wind and tail wind
components and the turbulence normally associated with Category II weather minimums.
The following function test must be completed prior to beginning a Category II approach:
1. Operate the LOC/GS function test switches for both No. 1 and No. 2 systems. Observe the
pilot's and copilot's course indicators for proper flag and pointer operation.
NOTE
The autopilot must be disengaged for this operation in

order to de-activate the interlock circuits.
2. Operate the Light push-to-test switch and check the marker lights for proper operation.
3. Depress the self test switch on the Radio Altimeter Indicator. The warning flag should
appear and the indicator should read 100 ± 4 feet.
4. Visually compare the indicated compass headings.
NOTE
The maximum error between the two compass systems

should not exceed 5 degrees.
5. Visually compare the attitude displayed on the pilot's and copilot's flight instruments.
6. When installed, the comparator warning should be self-tested by depressing the test/reset
button to determine proper operation.
FAA Approved
P/N 100-590026-21 7 of 10
7. AUTOMATIC APPROACH (Autopilot Engaged):
(a) To intercept localizer beam, approach localizer at 85 degrees or less from runway
heading. Plan to be established on localizer 2-3 miles outside outer marker and at
proper altitude beneath glide path.
(b) Depress the Approach II button on the mode controller prior to reaching radio altitude
of 500 fee.t.
(c) Prior to interception of glide path, select appropriate approach speed and
configuration. Observe the following:
(1) G|S Arm annunciator light ON (indicating that the system is ready for automatic
-
glide path capture).
(2) G|S Capture annunciator light ON (indicating that the system has captured the
-
glide path.)
(3) G|S Arm annunciator light OFF (when glide path is captured).
-
(d) If the runway is visible at the decision altitude indicated by the radio altimeter and
MDA light, perform the following:
(1) Disengage the autopilot.
(2) Slow to the proper airspeed.
(3) Complete normal landing procedures, using approach flap configuration.
(e) Crew Functions:
(1) During automatic approaches, the pilot will monitor the flight director and control
systems and will initiate landing or go-around.
(2) During automatic approaches, the copilot will monitor the flight instruments and
will visually check for the runway.
(f) Failure Detection:
(1) No. I LOC/GS is displayed on the pilot's course indicator.

No. 2 LOC/GS is displayed on the copilot's course indicator.
No. 2 GS is also displayed on pilot's flight director indicator.
Most failures will cause the related system flag to appear.
Failures which do not result in flag warning will be detected by comparing the
dual system deviation displays on either side.
NOTE
If Comparator Warning System is not installed, No. 1

LOC/GS is displayed on the pilot's Course Indicator, No. 2
LOC/GS is displayed on the copilot's Flight Director
Indicator. Most failures will cause the related system flag to
appear. Failures which do not result in flag warning will be
detected by comparing the dual system deviation displays.
(2) No. 1 Compass System is displayed on the pilot's course indicator.

No. 2 Compass System is displayed on the copilot's course indicator.
Any compass failure will be apparent through comparison of the dual system.
(3) RADIO ALTIMETER failure will be indicated by a warning flag on the indicator.
FAA Approved
8 of 10 P/N 100-590026-21
(4) Attitude gyro power loss is indicated by a warning flag on the flight director
indicator.
(5) ILS computer failure is indicated by a warning flag on the flight director
indicator.
(6) Compasspower failure is indicated by a warning flag on the course indicator.
(g) Reaction to equipment failures occurring during an approach should be as follows:
(1) Localizer flag in view on either system abandon approach.

-
(2) Glideslopeflag in view on either system abandon approach.

-
(3) Continuous 1/4 scale standoff between dual glideslope indicators (1/2 distance
between center scale and first dot) abandon approach.
-
(4) Continuous 1/4 scale standoff between dual localizer indicators (1/2 of distance
between center scale and first dot) abandon approach.
-
(5) Warning flag in view on radio altimeter indicator -

abandon approach.
(6) Difference between No. 1 and No. 2 compass indicators exceeds 5 degrees - ·
abandon approach.
(7) Gyro warning flag in view abandon approach.

-
(8) Heading or computer warning flags in view abandon approach.

-
(9) If the marker fails, the approach may be continued. The radio altimeter will
activate the runway symbol on the flight director indicator.
(10) Engine failure while on glideslope. Abandon approach.
NOTE
Single engine Category II approaches are not approved.
(11) Rate of Turn Failure -

continue approach.
8. MANUAL APPROACH (Autopilot Disengaged)
(a) For manual approaches, use the same procedures as described in paragraph 7 -
AUTOMATIC APPROACH deleting references to AUTOPILOT.
III. EMERGENCY PROCEDURES

A. The autopilot can be disengagedby any of the following methods:
1. Press the AP disconnect button on the pilot's or copilot's control wheel.
2. Move the engage lever to the disengageposition.
3. Select Go-Around Mode.
4. Pull the autopilot AC or DC circuit breaker to the OUT position.
5. Turn the aircraft master switch off.
6. Actuate primary pitch trim.
7. Any interruption or failure of power.

FAA Approved
P/N 100-590026-21 9 of 10
B. The following conditions will cause the autopilot to disengageautomatically:
1. Gyro monitor failure.
2. Autopilot power or circuit failure.
NOTE
..
An autopilot malfunction may result in the following
altitude loss:
During Cruise/Climb|Descent: 400 feet.

During Approach -
Outside Middle Marker: 40 Feet
(Deviation from glide slope 30 Feet).
-
During Approach Inside Middle Marker: 8 Feet (Deviation

-
from glide slope 5 Feet).
C. The autopilot is not capable of flying the aircraft after an engine failure in the climb
configuration. If an engine failure occurs in climb:
1. Disengage the autopilot. .
2. Identify and feather dead engine.
3. Retrim aircraft.
4. Re<ngage autopjlot.
IV. PERFORMANCE
Increase all full flap landing distances by 25% for approach flap lariding.
FAA Approved
10 of 10 P/N 100-590026-21
for the
Collins AP104/FD108N AUTOMATIC FLIGHT CONTROL SYSTEM
for
Category I Operations
Mfr's Serial No.
Registration No.
installation of the Collins AP104/FDl08N Automatic Flight Control System installed in accordance with
Beechcraft Drawing 97-340032-2 and 100-340109-9.
The information in this supplement supersedes or adds to that of the basic airplane flight manual.
Users of this manual are advised always to refer to the supplement for possible superseding information and
FAA Approved:
'
DOA CE2
FAA Approved
Date: January 9, 1970
P/N 100-590026-23 1
for the

with the
Collins AP104/FD108N Automatic Flight Control System
TABLE OF CONTENTS
I LIMITATIONS ............. . .....Page3
11 NORMAL OPERATING PROCEDURES . . . . . . . . . . . . . . Page 3
Sections A through F, Enroute Operations . . . . . . . . . . . . Page 3, 4, 5
Sections G through H, Category I Operation

andBackCourse .................Pages5,6,7
III EMERGENCY PROCEDURES . . . . . . . . . . . . . . . . . Page 7
IV PERFORMANCE .....................Page8
FAA Approved
2 P/N 100-590026-23
I. LIMITATIONS
AP-104 AUTOP/LOT L/M/TAT/ONS:
B. Autopilot must not be used during take-off and/or landing below Category I
landing minimums where and when applicable.
NOTE
During autopilot operation, one pilot must be seated at the

controls with seat belt fastened.
IL NORMAL PROCEDURES
A. BEFORE ENGAG/NG AUTOP/LOT
2. Check that all circuit breakers for autopilot are in.
3. Standby trim power switch OFF.

-
B. ENGAG/NG AUTOP/LOT
1. Place the Engage-Disengage switch lever on the autopilot controller in the Engage
position.
NOTE
The AP-104 has two basic modes of operation. It is either.

coupled or uncoupled from the flight director. When coupled,
the autopilot accepts guidance commands from the flight
director. When uncoupled, as indicated by the AP-MAN
annunciator, the autopilot accepts pitch and roll commands
from the vertical command and turn controls. The autopilot
may be uncoupled either by turning the flight director off or
by selecting the PUSH-ON, PUSH-OFF AP-MAN button on
the autopilot controller; the AP-MAN allows the pilot to
control aircraft attitude while observing the computed
commands on the V-Bars. Re-coupling the autopilot will clear
any selected vertical modes.
2. The autopilot may be engaged in any reasonable attitude and either in the coupled or uncoupled
mode. When coupled, the autopilot will smoothly acquire the command attitude. Engagement will
automatically clear all selected vertical modes. When uncoupled, the autopilot will maintain the
heading and pitch attitude at the time of engagement. After engaging the autopilot, the tum knob
must first be put in the detent position before commanding bank.
FAA Approved
P/N 100-590026-23 3
C. MANEUVERING:
1. To change flight functions, press the desired mode PUSH-ON, PUSH-OFF button on the
mode selector. An ON flag will appear on the button and, when installed, an
annunciator light on the instrument panel will light, indicating the desired mode is in
operation.
2. In AP-MANfunction, use the TURN knob for turns.
3. In any function except "after glideslope capture" the vertical command control provides
pitch command. The nose is lowered when the control is rotated toward DN and raised
when the control is rotated toward UP. In the pitch mode of operation, the control
commands aircraft pitch attitude.
4. If the altitude hold mode button has been selected, it will automatically release when
the pitch knob is rotated.
. aircraft to turn to and maintain the heading set on the heading marker.
NOTE
The heading marker is controlled by the HDG knob on the

course indicator.
D. YAWDAMPER OPERATION:
1. The rudder channel of the autopilot may be selected separately for Yaw Damping by ·
depressing the Yaw Damp button on the autopilot controller and putting the Engage
lever in the Engage position.
2. To disengage the Yaw Damper, press the pilot's or copilot's disconnect button on the
control wheel.
Damper.
E. DISCONNECT/NG AUTOP/LOT:
2. Engagingthe pilot's or copilot's primary trim switches will also disengage the autopilot
in every mode of operation except the yaw damper. This is not a recommended
procedure since the aircraft could also be displaced from trim.
NOTE
The pitch axis of the aircraft is kept in trim by the autopilot.

- Transistion to manual control produces no noticeable change
in aircraft pitch attitude providing the trim indicator or
annunciator light does not show an out of trim condition.
FAA Approved
4 P/N 100-590026-23
Approach Horizon used to monitor autopilot operation prior to assuming manual
control.
F. VOR FLYlNG:
2. Set the desired course to the station on the pilot's Course Indicator.
NOTE

course indicator.
3. Set the desired beam intercept heading with the HDG knob on the pilot's Course
Indicator. The intercept angle with respect to the radio beam may be any angle of 90
degrees or less.
4. Depress the VOR/LOC Push-ON, Push-OFF button on the mode controller. The system
is then armed to capture the beam as indicated by the N/L Arm annunciator light on the
instrument panel. At the point of capture, the N/L capture annunciator light will come
on, indicating that the system has captured the selected course, and providing cross wind
'
NOTE
Except as described in item 5, do not select a different VOR

frequency or course once a course and intercept have been
programmed or capture achieved. For selecting new courses or
VOR frequencies return to the Heading mode, select course or
frequency and then return to the VOR/LOC mode.
5. Radio course may be changed over a VOR station when operating in VOR/LOC mode,
as long as the course change is not more than 10 degrees. If the course change is more
than 10 degrees, HDG mode should be selected to establish a new intercept and then
VOR/LOC mode reselected to set up a new capture.
G. AUTOMATIC APPROACH
FRONT COURSE CATEGORY / -
NOTE
The localizer and glide slope are captured automatically and

always captured from a selected heading, but the glide slope
approaches at 2000 RPM or above since lower RPM will
induce harmonic oscillations in the glide slope frequency.
Pitch changes associated with approach flap extensions will be
speed. -
1. To intercept the localizer beam, tune the NAV receiver to the correct ILS frequency.
Set the course selector to the inbound runway heading, and set the heading marker to
the desired intercept angle.
NOTE
FAA Approved
P/N 100-590026-23 5
2. Press the HDG button on the mode controller. Press the APPR. I button on the mode
controller. The N/L Arm and GS Arm annunciator lights will appear on the instrument
approaches the localizer beam, the N/L capture annunciator light will appear, indicating
the system has captured the localizer course. At the point of glide path intercept, the
G|S capture annunciator light will appear and all vertical modes pre-selected will be
cleared, indicating the system is in glideslope operation.
3. At approximately 200 feet above the ground, and if a radio altimeter has been installed
and is operating, the radio altimeter pointer on the flight director indicator will start to
show altitude.
4. Go-around mode may be activated by pressing the GA button on the pilot's control
wheel, and may be actuated any time after the selection of Approach Mode if a localizer
frequency is selected. The autopilot will disengage, the GA annunciator light will appear,
and the V-Bars will command a wings level, pitch-up attitude.
NOTE
The heading marker may be preset to the go-around heading

power settings are established, the autopilot may be engaged in
the HDG mode if desired.
5. To assume manual control of the aircraft for landing, press the Disengage button on the
NOTE
2. Press HDG button, then APPR. I button, on mode controller to arm the system for
automatic localizer capture. The N/L ARM annunciator light will appear and if the
aircraft heading is within 75 degrees of the back-course heading, the system will
automatically switch to back course operation and the BACK/LOCannunciator light
will appear. The lateral deviation bar as well as the runway symbol present the proper
indication.
NOTE
The VOR/LOC mode cannot be used for Back Course

Tracking since it will only track localizers on inbound courses.
3. If minimum altitude is attained before visual contact is acheived, the ALT hold mode
may be used to hold altitude until time to a missed approach has elapsed.
4. The radio altimeter pointer operation is the same as for front course approaches.
5. Go-around operation is the same as Front Course Approach.
SPECIAL NOTES:
(1) The V-Bars on the 329B-7C flight director indicator will disappear to the top of
the instrument when the AP-MANbutton on the autopilot controller is pressed
and all other modes are clear.
FAA Approved
6 P/N 100-590026-23
(2) When the autopilot ENGAGE lever is in the disengage position, the system may
be used as a manual FD-108N flight director system by selecting the desired mode
of operation on the mode selector.
(4) To synchronize the vertical command in flight director function to, aircraft
attitude, actuate the pitch synchronize button on the pilot's control wheel.
(5) The capabilities of the autopilot to maintain programmed altitude may be

exceeded if combinations of low airspeed and power are used. For best results
maintain power settings at or above 400 ft lb of torque.
NOTE
Category II approaches with this combination of autopilot and

flight director are not approved for this aircraft. This does not
preclude using the approach II mode for increased tracking
sensitivity on category I approaches.
A. The autopilot can be disengaged by any of the following methods:
2. Move the engage lever to the disengage position. .
5. Tum the aircraft master switch off.
7. Any interruption of failure of power.
B. The following conditions will cause the autopilot to disengage automatically:
NOTE
An autopilot malfunction may result in the following altitude

loss:
During Cruise/Climb|Descent: 400 feet. -
During Approach outside middle marker: 60 feet (deviation

-
from glideslope 40 feet).

-
corifiguration until the aircraft is manually trimmed to correct for asymmetrical power. If an
engine failure occurs in climb:
1. Disengage the autopilot.

FAA Approved
P/N 100-590026-23
3. Retrim aircraft.
4. Re-engage autopilot.
IV. PERFORMANCE
Increase all full flap landing distances by 25% for approach flap landing.
FAA Approved
8 P/N 100-590026-23
for the
Collins AP104/FD109F AUTOMATIC FLIGHT CONTROL SYSTEM
Category I or Category 11
Mfr's Serial No.
Registration No.
installation of the Collins AP104/FDl09F Automatic Flight Control System installed in accordance with
Beechcraft Drawing 100-340160.
The information in this supplement supersedes.or adds to that of the basic airplane flight manual.
Users of this manual are advised always to refer to the supplement for possible superseding information and
FAA Approved:
/ Beech Aircraft Corporation
DOA CE-2
FAA Approved
P/N 100-590026-25 1 of 10
for the

with the
Collins AP104/FD109F Automatic Flight Control System
TABLE OF CONTENTS
I LIMITATIONS . . . . . . . . . . . . Page 3
11 NORMAL OPERATING PROCEDURES . . . . . . . . . . . . Page 3
Sections A through F, Enroute Operations . . . . . . . . . . . .

.
Page 3, 4, 5
Sections G through H, Category I Operation and Back Course . . . . . . . Pages 5, 6, 7
Section I., Category II Operations Page 7, 8, 9, 10
I
. . . . . . . . . . . . .
III EMERGENCY PROCEDURES . . . . . . . . . . . . . . . Page 9, 10
IV PERFORMANCE..... ..... .......Page10
FAA Approved
2 of 10 P/N 100-590026-25
I. LIMITATIONS
AP-104 AUTOPILOT LIMITATIONS:
B. Autopilot must not be used during take-off and/or landing below' Category II landing
minimums where and when applicable.
NOTE
During autopilot operation, one pilot must be seated

at the controls with seat belt fastened.
C. Category II operation applicable under following conditions:
1. All Category II approaches will be made with the flaps in the approach position
until touchdown.
2. Category II approaches are to be conducted from the left side of the aircraft.
3. Copilot required for Category II approaches.
A. BEFORE ENGAGING AUTOP/LOT:
2. Check that all circuit breakers for autopilot are in.
3. Standby trim power switch -

OFF.
B. ENGAGING AUTOP/LOT:
1. Place the ENGAGE-DISENGAGEswitch lever on the autopilot controller in the ENGAGE
position.
NOTE
The AP-104 has two basic modes of operation. It is either

coupled or uncoupled from the flight director. When coupled,
the autopilot accepts guidance commands from the flight
director. When uncoupled, as indicated by the AP-MAN
annunciator, the autopilot accepts pitch and roll commands
from the vertical command and turn controls. The autopilot
may be uncoupled either by turning the flight director off or
by selecting the Push-On, Push-Off AP-MAN button on
the autopilot controller; the AP-MAN allows the pilot to
control aircraft attitude while observing the computed
commands on the V-Bars. Re-coupling the autopilot will clear
any selected vertical modes.
FAA Approved
P/N 100-590026-25 3 of 10
2. The autopilot may be engaged in any reasonable attitude and either in the coupled or
uncoupled mode. When coupled, the autopilot will smoothly acquire the command
attitude. Engagement will automatically clear all selected vertical modes. When
uncoupled, the autopilot will maintain the heading and pitch attitude at the time of
engagement. After engaging the autopilot, the turn knob must first be put in the detent
position before commanding bank.
C. MANEUVERING:
1. To change flight functions, press the desired mode Push-On, Push-Off button on the
mode selector. An ON flag will appear on the button and, when installed, an
annunciator light on the instrument 13anel will light, indicating the desired mode is in
operation.
2. In AP-MAN function, use the TURN knob for turns.
3. In any function except "after glideslope capture", use pitch control knob for climbing
and descending.
4. If the altitude hold mode buttori has been selected, it will automatically release when
the pitch knob is rotated.
aircraft to turn to and maintain the heading set on the heading marker.
NOTE
The heading marker is controlled by the HDG knob on the

course indicator by pulling out and rotating. If the optional
remote control unit is installed, the heading marker on
either pilot's or copilot's course indicator may be controlled
by depressing the left or right (or both) Push-On, Push-Off
buttons, and rotating the HDG knob on the control unit.
D. YAW DAMPER OPERATION:
1. The rudder channel of the autopilot may be selected separately for yaw damping by
depressing theYAWDAMP button on the autopilot controller and putting the Engage
lever in the Engage position.
2. To disengage the yaw damper, press the pilot's or copilot's disconnect button on the
control wheel.
Damper.
E. DISCONNECTING AUTOPILOT:
2. Engaging the pilot's or copilot's primary trim switches will also disengage the autopilot
in every mode of operation except the yaw damper. This is not a recommended
procedure since the aircraft could also be displaced from trim.
NOTE
The pitch axis of the aircraft is kept in trim by the autopilot.

Transistion to manual control produces no noticeable change
in aircraft pitch attitude providing the trim indicator or
annunciator light does not show an out of trim condition.
FAA Approved
4 of 10 PIN 100-590026-25
Approach Horizon used to monitor autopilot operation prior to assuming manual
control.
F. VOR FLY/NG:
2. Set -the
desired course to the station on the pilot's Course Indicator.
NOTE

course indicator by pulling out and rotating.If the optional
remote control unit is installed, the course may be selected on
either. pilot's or copilot's course indicator by depressing the
left or right (or both) Push-On, Push-Off buttons and
rotating the course selector knob on the control unit.
3. Set the desired beam intercept heading with the HDG knob on the pilot's Course
Indicator or from the remote control unit. The intercept angle with respect to the radio
beam may be any angle of 90 degrees or less.
4. Depress the VOR/LOC Push-On, Push-Off button on the mode controller. The system
is then armed to capture the beam as indicated by the N/L ARM annuncator light on the
instrument panel. At the point of capture, the N/L CAP annunciator light will come
on,indicating that the system has captured the selected course, and providing cross wind ·
. NOTE
Except as described in item 5, do not select a different VOR

frequency or course once a course and intercept have been
programmed or capture achieved. For selecting new courses or
VOR frequencies retum to the Heading mode, select course or
frequency and then retum to the VOR/LOC mode.
5. Radio course may be changed over a VOR station when operating in VOR/LOC mode,
as long as the course change is not more than 10 degrees. If the course change is more
than 10 degrees, HDG mode should be selected to establish a new intercept and then
VOR/LOC mode reselected to set up a new capture.
G. AUTOMATIC APPROACH:
FRONT COURSE CATEGORY / -
NOTE
The localizer and glideslope are captured automatically and

always captured from a selected heading, but the glideslope
approaches at 2,000 RPM or above since lower RPM will
induce harmonic oscillations in the glideslope frequency. Pitch
changes associated with approach flap extension will be
speed.
FAA Approved
P/N 100-590026-25 5 of 10
NOTE
2. Press the HDG button on the mode controller. Press the APPR I button on the Tiitúe
controller. The N/L ARM and GS ARM annunciator lights will appear on the instrument
approaches the localizer beam, the N / L CA P annunciator light will appear, indicating
the system has captured the localizer course. At the point of glide path intercept, the
G|S CAP annunciator light will appear and all vertical modes pre-selected will be
cleared, indicating the system is in glideslope operation.
3. At approximately 200 feet above the ground, and if a radio altimeter has been installed
and is operating, the runway symbol on the flight director will begin to rise toward the
aircraft symbol, while continuing to show localizer deviation.
4. The MDA light on the flight director indicator will come on when the aircraft reaches
the decision height previously selected by the pilot on the radio altimeter.
5. Go-around mode may be activated by pressing the GA button on the pilot's control
wheel, and may be actuated any time after the selection of Approach Mode if a localizer
frequency is selected. The autopilot will disengage, the GA annunciator light will appear,
and the V-Bars will command a wings level, pitch-up attitude.
NOTE
The heading marker may be preset to the go-around heading

power settings are established, the autopilot may be engaged in
the HDG mode.
6. To assume manual control of the aircraft for landing, press the Disengagebutton on the
NOTE
2. Press HDG button, then APPR I button, on mode controller to arm the system for
automatic localizer capture. The N/L ARM annunciator light will appear and if the
aircraft heading is within 75 degrees of the back-course heading, the system will
automatically switch to back course operation and the BACK/LOCannunciator light
will appear. The lateral deviation bar as well as the runway symbol present the proper
indication.
NOTE
The VOR/LOC mode cannot be used for Back Course

Tracking since it will only track localizers on inbound courses.
FAA Approved
6 of 10 P/N 100-590026-25
3. If minimum altitude is attained before visual contact is achieved, the ALT HOLD mode
may be used to hold altitude until time to a missed approach has elapsed.
4. The radio altimeter pointer operation is the same as for front course approaches.
5. Go-around operätion is the same as Front Course Approach.
SPECIAL NOTES:
(1) The V-Bars on the 329B-8G flight director indicator will disappear to the top of
the instrument when the AP-MAN button on the autopilot controller is pressed
and all other modes are clear.
(2) When the autopilot ENGAGE lever is in the disengage position, the system may
be used as a manual FD-109F flight director system by selecting the desired mode
of operation on the mode selector.
(4) To synchronize the vertical command in flight director function to aircraft

attitude, actuate the pitch synchronize button on the pilot's control wheel.
I. CATEGORY // APPROACH:
The Autopilot Flight Director System has been evaluated for the cross wind and tail wind
components and the turbulence normally associated with Category II weather minimums.
The followingfunction test must be completed prior to beginning a Category II approach: -
1. Operate the LOC/GS function test switches for both No. 1 and No. 2 systems. Observe
the pilot's and copilot's course indicators for proper flag and pointer operation.
NOTE
The autopilot must be disengaged for this operation in order

to deactivate the interlock circuits.
2. Operate the Light push-to-test switch and check the marker lights for proper operation.
3. Depress the self test switch on the Radio Altimeter Indicator. The warning flag should
appear and the indicator should read 100 ± 4 feet.
4. Visually compare the indicator compass headings.
NOTE
The maximum error between the two compass systems should

not exceed 5 degrees.
5. Visually compare the attitude displayed on the pilot's and copilot's flight instruments.
6. When installed, the comparator warning should be self-tested by depressing the test-reset
button to determine proper operation.
FAA Approved
P/N 100-590026-25 7 of 10
7. AUTOMAT/C APPROACH (Autopilot Engaged):
(a) To intercept localizer beam, approach localizer at 85 degrees or less from runway
heading. Plan to be established on localizer 2-3 miles outside outer marker and at
proper altitude beneath glide path.
(b) Depress the APPR II button on the mode controller prior to reaching radio
altitude of 500 feet.
(c) Prior to interception of glide path, select appropriate approach speed and
configuration. Observe the following:
(I) GS ARM annunciator light ON (including that the system is ready for
-
automatic glide patch capture).
(2) GS CAP annunciator light -

ON (including that the system has captured the
the glide path).
(3) GS ARM annunciator light -
OFF (when glide path is captured).
(d) If the runway is visible at the decision altitude indicated by the radio altimeter
and MDA light, perform the following:
(1) Disengage the autopilot.
(2) Slow to the proper airspeed.
(3) Complete normal landing procedures, using approach flap configuration.
(e) Crew Functions:
(1) During automatic approaches, the pilot will monitor the flight director and
control systems and will initiate landing or go-around.
(2) During automatic approaches, the copilot will monitor the flight
instruments and will visually check for the runway.
(f) Failure Detection:
(1) No. 1 LOC/GS is displayed on the pilot's course indicator.

No. 2 LOC/GS is displayed on the copilot's course indicator.
No. 2 GS is also displayed on pilot's flight director indicator.
Most failures will cause the related system flag to appear.
Failures which do not result in flag warning will be detected by comparing
the dual system deviation displays on either side.
NOTE
If Comparator Warning System is not installed, No. 1 LOC/GS

is displayed on the pilot's Course Indicator, No. 2 LOC/GS is
displayed on the copilot's Flight Director Indicator. Most
failures will cause the related system flag to appear. Failures
which do not result in flag warning will be detected by
comparing the dual system deviation displays.
(2) No. 1 CompassSystem is displayed on the pilot's course indicator.

No. 2 Compass System is displayed on the copilot's course indicator.
Any compass failure will be apparent through comparison of the dual
system.
(3) RADIO ALTIMETER failure will be indicated by a warning flag on the

indicator.
FAA Approved
8 of 10 P/N 100-590026-25
(4) Attitude gyro power loss is indicated by a warning flag on the flight
director indicator.
(5) ILS computer failure is indicated by a warning flag on the flight director
indicator.
(6) Compass power failure is indicated by a warning flag on the course

indicator.
(g) Reaction to equipment failures occurring during an approach should be as

follows:
(1) Localizer flag in view of either system -

abandon approach.
(2) Glideslope flag in view on either system abandon approach.

-
(3) Continuous 1/4 scale standoff between dual localizer indicators (1/2 of
distance between center scale and first dot) abandon approach.
-
(4) Continuous 1/4 scale standoff between dual localizer indicators (1/2 of
distance between center scale and first dot) abandon approach.
-
(5) Warning flag in view on radio altimeter indicator -

abandon approach.
(6) Difference between No. 1 and No. 2 compass indicators exceeds 5 degrees -
abandon approach.
(7) Gyro warning flag in view abandon approach.

-
(8) Heading or computer warning flags in view -

abandon approach.
(9) If the marker fails, the approach may be continued. The radio altimeter will
activate the runway symbol on the flight director indicator.
(10) Engine failure while on glideslope. Abandon approach.
NOTE
Single engine Category II approaches are not approved.
(11) Rate of Turn Failure -

continue approach.
8. MANUAL APPROACH (Autopilot Disengaged)
(a) For manual approaches, use the same procedures as described in paragraph 7 -
AUTOMATICAPPROACH deleting references to AUTOPILOT.
Ill. EMERGENCY PROCEDURES.
A. The autopilot can be disengaged by any of the following methods:
2. Move the engage lever to the disengage position.
5. Tum the aircraft master switch off.
FAA Approved
P/N 100-590026-25 9 of 10
7. Any interruption or failure of power.
B. The following conditions will cause the autopilot to disengage automatically:
NOTE
An autopilot malfunction may result in the following altitude

loss:
During Cruise/Climb/Descent: 400 feet.

During Approach Outside Middle Marker: 40 Feet
-
(Deviation from glide slope 30 Feet).

-
During Approach Inside Middle Marker: 8 Feet (Deviation

-
from glide slope 5 Feet).
configuration until the aircraft is manually trimmed to correct for asymmetrical povter. If an
engine failure occurs in climb:
1. Disengage the autopilot.
3. .Retrim aircraft.
4. Re-engage autopilot.
IV. PERFORMANCE
Increase all full flap landing distances by 25% for approach flap landing.
FAA Approved
10 of 10 P/N 100-590026-25
for the
BENDIX M4C AUTOPILOT
The information in this document is FAA Approved material which, together with the appropriate basic
FAA approved placarding, is applicable and must be carried in the aircraft when it is modified by the
installation of a Bendix M4C Autopilot.
The information in this document supersedes the basic placarding only when covered in the items contained
in this manual. For limitations and procedures not contained in this manual, consult the basic placarding.
I. LIMITATIONS
A. Disengage autopilot before take-off.
B. During autopilot operation, pilot must be seated at the controls with seat belt fastened.
C. Do not use autopilot under 200 feet above terrain.
D. Do not manually override autopilot to increase the angle of bank.
E. Maximum speed for autopilot operation 226 knots calibrated airspeed.
F. Approach localizer at 160 knots calibrated airspeed or less with the approach coupler
operating.
G. Wing flap deflection restricted to 30%.maximum during autopilot operation.
H. If one engine becomes inoperative, adjust rudder trim tab to compensate for asymmetric
power. (See Emergency Procedure).
A. Preflight Check
1. Place the system master switch to ON after the engines have been started and gyros have
erected.
NOTE
The A/P PWR warning indicator should appear as a solid block

disc.
2. Press the ENGAGEbutton, and move the control column fore and aft (from the neutral
position) while observing the ELEV TRIM meter on the Flight Controller. The needle
should deflect to the direction opposite to that of the control column movement. The
aircraft pitch trim should run during column movement in a direction opposite to that
of the column. Repeat the same procedure with the standby trim circuit breaker pulled.
Monitor AUTOPILOT OUT OF TRIM light on the annunciator panel for illumination
after about 10 seconds. The Fault Warning Light will also start flashing.Reset the circuit
breaker. Pull the AUTOPILOT SERVO circuit breaker. Depress the left STANDBY
TRIM switch and hold. The AUTOPILOT OUT OF TRIM light should illuminate after
about 10 seconds. Repeat the same procedure with left STANDBY TRIM switch held in
the opposite direction. Reset the circuit breaker.
FAA Approved
P/N 100-590026-27 1
3. Apply manual overpower force to the controls in each axis. Opposition should be felt on
the wheel in pitch and roll and opposition from the rudder pedals in yaw. Check for
corresponding rudder pedal opposition while taxiing to determine proper yaw axis
damping.
4. Check.each quick disconnect switch for proper operation. No opposition from the
controls should be observed.
a. Autopilot and trim release switch.
b. Trim switches (Right elements only).
WARNING
After disengaging autopilot, RECHECK AIRCRAFT PITCH
TRIM PRIOR TO TAKE-OFF.
B. IN-FLIGHT OPERATION
The autopilot may be engaged above 200 feet after take-off. Manually trim the aircraft in all axes and
monitor the aircraft controls during engagement procedures.
1. ENGAGEMENT PROCEDURES
a. Check that the TURN command knob is in the center (detent) position.
b. Observing that the ELEV TRIM meter needle on the Flight Controller is centered
then push the autopilot ENGAGE switch. Automatic pitch synchronization is
provided for pitch angles up to plus or minus 15 degrees of level flight. The pitch
, trim indicator, when center, indicates that the autopilot has synchronized to the
aircraft pitch attitude.
NOTE
The aircraft will attain and maintain a wings-level attitude in

the pitch attitude that exists at the time of engagement.
c. Use the ROLL TRIM control on the Flight Controller to level the wings as
required..Once properly set, this adjustment Ís not affected by change of flight
regime, so should not be reset for such reason.
d. The automatic pitch trim will keep the aircraft trimmed in the pitch axis and
functions whenever the autopilot is engaged.
e. To climb, rotate the pitch knob up. To descend, rotate the pitch knob down. The
change in pitch angle is determined by the length of time the pitch knob is
operated. A maximum of 12 degrees in either direction is available.Operation of
the pitch knob will automatically release the G|S (glideslope) or ALT (altitude)
modes of operation.
f. To turn left, rotate the TURN knob to the left. To turn right, rotate the TURN
knob to the right. The degree of bank angle up to a maximum of 30 degrees is
determined by the amount of knob rotation. Movement of the TURN knob from
its center (detent) position will automatically release the HDG (heading),
CAPTURE,TRACK or G|S modes of operation.
2. DISENGAGEMENTPROCEDURES
a. Checlç the aircraft trim and monitor the controls prior to disengagement. The
automatic pitch trim should have the aircraft properly trimmed in the pitch axis
at the pitch attitude existing when the system is disengaged.
FAA Approved
2 P/N 100-590026-27
b. Disengage the system by pressing and releasing the AUTOPILOT & TRIM REL
switch or trim switches on the control wheel.
3. ALTITUDE CONTROL OPERATION
The ALT button may be pressed at any time. Altitude hold can be used during all modes
of operation except G|S. Movement of the Pitch Command knob or pressing the G|S
mode button will automatically release the system from ALT mode.
NOTE
The altitude controller attempts to maintain the aircraft at the

selected altitude by changing the pitch attitude of the aircraft.
The human pilot must maintain power settings to assure a safe
airspeed.
4. HEADINGCONTROL OPERATION
Pressing the HDG mode button automatically causes the aircraft to execute a
pre-selected heading change as set on the Horizontal Situation Display indicator with the
Heading knob. Precise control of the aircraft's existing heading may be maintained by
setting in that heading prior to pressing the HDG mode button or activating tlie
"Heading Lock Switch" (optional). Aircraft bank angles of approximately 25 degrees
are possible in the HDG mode.
5. VOR PROCEDURES
Pressing the CAPTURE mode button commands the aircraft to intercept and capture a
pre-selected VOR course. The desired omni-course must be set on the Horizontal
Situation Display Indicator prior to initating the CAFTURE mode. If the omni course
selected is less than 120 degreesfrom the aircraft heading when the CAFTURE mode in
selected, the aircraft will tum toward the selected omni course. At angles of 120 degrees
or greater, the aircraft will tum away from the selected omni course and continue to
tum through the larger angle until a proper intercept course is established. The
CAFTURE mode commands a maximum bank angle of approximately 25 degrees and a
maximum intercept angle of approximately 60°.
The TRACK mode of operation is selected when the VOR/Localizer pointer move into
the color zone (blue or yellow bar) and the aircraft's heading is 10 degrees or less from
the omni course.
NOTE
Front Course/Back Course Switch must be in Front Course position

for VOR operation.
6. AUTOMATICAPPROACHCOUPLER OPERATION
Front Course ILS Approach
The Horizontal Situation Display indicator course should be set to the INBOUND
localizer heading. When the CAFTURE button is pressed, the aircraft will turn toward the
inbound localizer heading at a maximum intercept angle of approximately 60 degrees.
NOTE
Maximum locaÏizer intercept speed is 160 knots calibrated
airspeed. Pitch changes associated with approach flap extension
will be minimized if flaps are lowered below the maximum
placarded speed.
Do not select CAFTURE until the aircraft heading is less than 120 degrees from the
FAA Approved
P/N 100-590026-27 3
localizer inbound heading (unless using Back Course function). Select the TRACK mode
when the VOR/Localizer pointer moves halfway or more into the color zone and the
aircraft heading is 10 degrees or less from the localizer course.
When the glideslope needle becomes centered, press the G|S button. This will
automatically disconnect the Altitude Control and the aircraft will bracket the
glideslope and begin a descent.
NOTE
TRACK mode must have been previously selected or glideslope will

not engage.
Disengage the autopilot at no less than 200 feet above the ground prior to manually
landing the aircraft.
Back Course /LS Approach
For a back course ILS Approach, select the Localizer inbound heading and place the
Front Course/Back Course Switch in the Back Course function. Proceed as with a Front
Course Approach except use the Pitch Knob for manually controlling descent.
Altitude Hold
Altitude hold (ALT) may be selected upon reaching minimum published altitude.
Increase power to maintain airspeed as required.
Missed Approach
The Missed Approach outbound heading may be pre-set on the heading selector at any
time during the approach after the CAFFURE or TRACK modes are in use. Adjust
climb attitude with autopilot pitch knob and rate of climb with power setting. Press
HDG mode to release TRACK and assume Missed Approach outbound heading.
A. Maximum altitude losses during malfunction tests were:
CONFIGURATION ALTITUDE LOSS
Climb 120 ft.

Cruise 180 ft.
Maneuvering 40 ft.
Descent 200 ft.
Approach/ILS Coupler 60 ft.
Single EngineApproach/ILS Coupler 100 ft.
B. In the event a malfunction in the autopilot is detected, the pilot should disengagethe autopilot
by momentarily pressing the release switch or trim switches. Slip clutches are provided on the
servo output capstans to permit the human pilot to override the autopilot prior to
disengagement.Overpowerforces at the pilot's controls are as follows:
CONTROL OVERPOWER FORCE
Aileron 22 lbs
Elevator 41 lbs
Rudder 90 lbs
C. If one engine becomes inoperative, adjust aircraft rudder tirm tab to compensate for
asymmetric power.
FAA Approved
4 P/N 100-590026-27
D. With the Autopilot Tum Knob fully deflected, the airplane will bank approximately 30°. If
the human pilot then overrides the autopilot to produce greater angles of bank, the autopilot
will resist this action. However, when a bank angle of approximately 85° is reached, the
autopilot will abruptly assist in trying to produce greater angles of bank. In order to avoid the
possibility of this condition, the human pilot should not override the autopilot in normal
operation to produce increased angles of bank.
E. If an Autopilot Out of Trim fault waming appears, immediately disengagethe autopilot. A

pitch out trim condition of approximately 23 pounds should be anticipated.
Approved:
DOA CE-2
FAA Approved
P/N 100-590026-27
5
for the
BEECHCRAFT H-14 AUTOPILOT
The information in this document is FAA approved material which, together with the appropriate basic
FAA approved placarding, is applicable and must be carried in the aircraft when it is modified by the
installation of a BEECHCRAFT H-14 Autopilot, alone or in combination with Altitude Hold or ILS
Coupler.
The information in this document supersedes the basic placarding only where covered in the items
contained in this manual. For limitations and procedures not contained in this manual, consult the basic
placarding.
I. LIMITATIONS
A. Disengage autopilot before take-off. .
B. During autopilot operation, pilot must be seated at the controls with seat belt fastened.
C. Do not use autopilot under 200 feet above terrain.
D. Maximum speed for autopilot operation 226 knots calibrated airspeed.
-
E. In case of engine failure during an ILS approach, disengage autopilot.

F. Approach localizer at an angle of 70° or less with the approach coupler operating.
G. Disengage NAV switch during VOR or R NAV approach. .
g
A. Preflight Check.
The autopilot may be engaged any time after the aircraft engines have been started. Since the
equipment is transistorized, no warm-up time is required. However, make certain that the gyros are
erect and stable prior to engaging the system. Electrical power to the autopilot can be interrupted
by pulling the autopilot circuit breaker.
1. Check to see that the gyro suction supply is indicating between 4.5 and 6.5 inches of mercury.
Make sure that both gyros are erect and stable.
2. Depressthe AUTOPILOT (engage) switch and move the TURN control to the right.The aileron
control wheel should move to the right to full autopilot deflection. This is somewhat less than
full aileron.
3. Rotate the TURN control to the left of center. The control wheel should move an equal
amount to the left side. Intermediate positions of the ailerons are difficult to obtain during
ground checks, as there is no balancing signal on the servos or control surfaces.
4. Disengage the autopilot and re-engage with the elevator control column in the center of travel.
Hold a light back pressure to counteract the weight of the elevator. Rotate the autopilot
PITCH control wheel forward. The control column should move forward. The auto-trim
system should cause the stabilizer trim indicator to move in a down direction (same direction
of movement as the autopilot PITCH control wheel). Rotate the autopilot PITCH control
wheel aft. The control column should move aft. The auto-trim system should cause the
stabilizer trim indicator to move in an up direction (same direction of movement as the
autopilot pitch control wheel). Repeat the same procedure with the Standby Trim Circuit
Breaker pulled. Monitor the AUTOPILOT OUT OF TRIM light on the annunciator panel for
illumination after about 10 seconds. The Fault Warning light will also start flashing. Reset the
circuit breaker.
5. Engage the ALT (altitude) switch by pushing it in. It should remain in. Move the PITCH
control wheel. The altitude switch should pop out.
6. When an ILS frequency can be received, engage the NAV switch (with the altitude switch on
and the TURN control in the detent position). The altitude switch may drop out depending on
the glideslope needle position. The aileron control will move in the direction of the ILS needle.
Move the TURN control out of the detent; the NAV switch should pop out.
FAA Approved
Date: February 16, 1973
P/N 100-590026-29
7. With the TURN control in the detent position, manually turn the aircraft to the left (smaller
heading). The aileron control wheel should move to the right. Turning the airplane to the right
of the engaged heading should cause the aileron control wheel to move to the left. This check
is usually perforned while taxiing.
8. Check each quick disconnect switch for proper operation. No opposition from the controls
should be obsened.
a. Autopilot and trim release switch

b. Trim switches.
WARNil\\G
After disengaging the autopilot, RECHECK THE AIRCRAFT PITCH TRIM
PRIOR TO TAKE-OFF.
B. IN-FLIGHT OPERATION
The autopilot may be engaged above 200 feet after take-off. Manually trim the aircraft in all axes
and monitor the aircraft controls during engagement procedures.
l. ENGAGEMENTPROCEDURES .
a. Check that the TURN command knob is in the center (detent) position.
b. Obseming that the stabilizer trim meter needle on the Flight Controller is centered, push
the AUTOPILOT (engage) switch. Automatic pitch synchronization is provided for pitch
angles up to plus or minus 22 degrees of level flight. The pitch trim indicator, when cen-
, tered, indicates that the autopilot has synchronized to the aircraft pitch attitude. The air-
craft will attain and maintain a wing-level attitude in the pitch attitude that exists at the
time of engagement. If the autopilot is engaged with the TURN control out of detent, the
aircraft will assume a bank angle proportional to the position of the TURN control.
c. The automatic pitch trim will keep the aircraft trimmed in the pitch axis and functions
whenever the autopilot is engaged.
d. To climb, rotate the PITCH knob back. To descend,rotate the PITCH knob forward. The
change in pitch angle is determined by the amount the pitch knob is rotated. A maximum
of 22 degrees in either direction is available. Operation of the PITCH knob will
automatically release the ALT (altitude) mode of operation.
e. To turn left, rotate the TURN knob to the left. To turn right, rotate the TURN knob to
the right. The degree of bank angle up to a maximum of 30 degrees is determined by the
amount of knob rotation. Movement of the TURN knob from its center (detent) position
will automatically release the HDG SEL and NAV modes of operation.
2. DISENGAGEMENT PROCEDURES
a. Check the aircraft trim and monitör the controls prior to disengagement. The automatic
pitch trim should have the aircraft properly trimmed in the pitch axis at the pitch attitude
existing when the system is disengaged.
b. Disengage the system by pressing and releasing the AUTOPILOT AND TRIM REL switch
or trim switches on the control wheel.
3. ALTITUDECONTROL OPERATION
The altitude control may be engaged by pressing the ALT switch on the Flight Controller. The
aircraft will maintain the pressure altitude existing at the time the switch is depressed. For
smooth operation, engage the altitude control at no greater than 500 feet -per. minute
climb/descent. Altitude hold is automatically disengagedwhen a pitch signal is applied through
the PITCH control wheel.
°
4. HEADING CONTROL OPERATION
The autopilot is electrically connected to the Horizontal Situation Display Indicator for
FAA Approved
2 P/N 100-590026-29
heading hold whenever the TURN control is in the center (detent) position. Heading hold is
automatically disengaged when the TURN control is used to bank the aircraft and
automatically re-engages three seconds after the TURN control is returned to the center
(detent) position.
Pressing the HDG SEL mode button automatically causes the aircraft to execute a pre-selected
heading change as set on the Horizontal Situation Disgilay Indicator with the Heading knob.
Heading changes (using the heading knob) will bank the aircraft one degreefor every degree of
heading change selected up to a maximum of 20 degrees bank angle.
5. VOR PROCEDURES
The desired omni<ourse must be set on the Horizontal Situation Display Indicator prior to
initiating the NAV mode. Pressing the NAV mode button commands the aircraft to intercept
and capture a preselected VOR course. If actual aircraft heading is away from VOR, and lateral
offset from the selected radial is maximum (5 dots), bank angle during initial bracketing turn
may exceed 24 degrees but will not exceed 45 plus or minus 5 degrees. Intercept angle to the
desired radial may be as much as 45 plus or minus 5 degrees. The aircraft will roll out on the
selected course and track inbound (or outbound, as applicable) with automatic crosswind
compensation.
NOTE
Front Course/Back Course Switch must be in Front Course position for

VOR operation.
6. AUTOMATIC APPROACH COUPLER OPERATION
Front Course /LS Approach
The proper ILS frequency must be tuned in and the OFF warning flags must be out of sight
before using the ILS coupler.
The Horizontal Situation Display Indicator course should be set to the inbound localizer
heading. Let down, orientation, and procedure turn (approach at 70° or less to the beam
heading) may be performed with the TURN control or HDG SEL functions. Engage the altitude
switch when the authorized altitude is reached. Engage the ILS switch when the ILS localizer
needle is one-half the distance from full deflection and is moving toward center. The aircraft
will automatically intercept and bracket the localizer beam.
NOTE
Airspeed during localizer intercept shall not exceed 140 knots. Pitch
changes associated with approach Gap extension will be minimized if
Saps are lowered below the maximum placarded speed.
When the aircraft intercepts the glideslope, the altitude switch will automatically disengage and
the glideslope coupler will provide the proper pitch control to hold the aircraft on the
glidepath. Airspeed during the descent is controlled by the throttles.
Disengage the autopilot at no less than 200 feet above the ground prior to manually landing
the aircraft.
NOTE
In the event the glidepath of the lLS system is inoperative, intercept

the localizer at least four miles outside the outer marker. Fly the
altitude and glidepath with the PITCH control wheel.
FAA Approved
P/N 100-590026-29 3
Back Course /LS Approach
For a back course ILS Approach, select the Localizer INBOUND heading on the Horizontal
Situation Display Indicator and place the Front Course/Back Course Switch in the Back
Course function. Proceed as with a Front Course Approach except engage the NAV mode
when the localizer needle starts to move "off the peg" from full scale deflection. Use the
PITCH control wheel for manually controlling descent.
Missed Approach
The Missed Approach outbound heading may be pre-set on the heading selector at any time
during the approach after the NAV mode is in use. Adjust climb attitude with the PITCH
control and rate of climb with power setting. PressHDG SEL mode to release the NAV mode
and assume Missed Approach outbound heading.
A. Maximum altitude losses during malfunction test were:
CONFIGURATION ALTITUDE LOSS
Climb Negative (100 ft. gain)

Cruise 300 Ft.
Maneuvering 60 Ft.
Descent 350 Ft.
Approach/ILS Coupler 90 Ft.
Single Engine Approach/ILS Coupler 70 Ft.
B. In the event a malfunction in the autopilot is detected, the pilot should disengage the autopilot by
morilentarily pressing the release switch or trim switches. Overpower forces at the pilot's controls
are as follows:
CONTROL OVERPOWER FORCE
Aileron 14 lbs.
Elevator 47 lbs.
Rudder 50 lbs.
C. If failure of either engine.is experienced during level flight, disengage autopilot, manually trim, and
re-engage autopilot.
CAUTION
In case of an engine failure during an ILS approach, disengage the

autopilot and manually maintain ILS heading and glidepath.
D. For normal operation -

Pressure from either engine is sufficient to operate the autopilot and the
instruments.
E. If an Autopilot Out of Trim fault warning appears, immediately disengagethe autopilot. A pitch
out trim condition of approximately 25 to 30 pounds should be anticipated.
Approved:
Chester A. Rem eske

DOA CE-2
FAA Approved
4 P/N 100-590026-29
BEECHCRAFT KING AIRS 100 & A100 LANDPLANES
for the
NICKEL-CADMlUM BATTERY CHARGE CURRENT DETECTOR
The information in this supplement is FAA Approved material, which, along with the basic FAA Approved
Airplane Flight Manual, is applicable to the operation of the airplane when equipped with the
Nickel-Cadmium Battery Charge Current Detector, P/N 100-364285, approved by Letter ACE-210, dated
September 25, 1973, FAA Central Region, Engineering and Manufacturing Branch, Wichita, Kansas and
installed in accordance with Beech FAA Approved drawings or by Kit 100-3009-1.
The Battery Charge Current Detector consists of a circuit which illuminates an amber light on the
instrument panel whenever the battery charge current is above normal. The system is designed for
continuous monitor of battery condition.
The purpose of the Battery Charge Current Detector is to inform the pilot of battery charge currents which
may damage the battery. The system senses all battery current and provides a visual indication of above
normal charge current. Following a battery engine start, the battery recharge current is very high and causes
the illumination of the BATTERY CHARGE light, thus providing an automatic self test of the detector and
the battery. As the battery approaches a full charge and the charge current decreases to a satisfactory
amount, the light will extinguish. This will normally occur within a few minutes after an engine start, but
may require a longer time, if the battery has a low state of charge, low charge voltage per cell (20 cells
battery), or low battery temperature.
The light may occasionally reappear for short intervals when heavy loads switch off, or engine speeds are
varied near generator cut-in speed. High battery temperatures or high charge voltage per cell will result in a
high overcharge current which will eventually damage the battery and lead to thermal runaway.
Illumination of the BATTERY CHARGE light in flight alerts the pilot that conditions exist that may .
eventually damage the battery. The battery should be turned off to prevent battery damage. The following
procedures outline the actions to be taken in the event the BATTERY CHARGE light illuminates.
NORMAL PROCEDURES
BEFORE STARTING ENGINES
1. Caution Light (BATTERY CHARGE) -
PRESS TO TEST for illumination
DURING ENGINE START

1. Caution Light (BATTERY CHARGE) -
ON (approximately 6 seconds after generator is on the

fine)
NOTE
Light indicates a charge current above normal. The light should extinguish
within 5 minutes following a normal engine start. Failure to do so indicates a
partially discharged battery. Continue to charge battery. Make a check each
90 seconds using the During Engine Shutdown procedure outlined below,
until the charge current fails to decrease and the light extinguishes. Failure of
the light to extinguish indicates an unsatisfactory condition. The battery
should be removed and checked by a qualified Nickel-Cadmium Battery shop.
FAA Approved
Date: October 1, 1973
P/N 100-590032-53 1 of 2
IN FLIGHT
The illumination of the amber caution light, placarded BATTERY CHARGE, in flight indicates a
possible malfunction of the battery. Turn the Battery Switch OFF. The caution light should
-
extinguish and the flight may proceed to destination. Failure of the light to extinguish with the
battery switch off indicates a battery system or a charge current detector system malfunction. The
aircraft should be landed as soon as practicable. (The battery system should be turned on for
landing in order to avoid electrical transients caused by power fluctuations.) A During Engine
Shutdown Battery Condition Check as outlined below, should be made after landing. If the battery
indicates unsatisfactory, it should be removed and checked by a qualified Nickel-Cadmium Battery
shop.
•
DURING ENGINE SHUTDOWN
Battery -
CONDITION AND CHARGE (If the BATTERY CHARGE light is extinguished, the
battery is charged and the condition is good. If the light is illuminated and fails to extinguish
within 3 minutes of charging, perform the following check:)
1. One Generator -
OFF
2. Volt Meter INDICATING 28 VOLTS
-
3. After the load meter stabilizes, momentarily turn the Battery Switch OFF, noting the change
in meter indication.
NOTE
The change in load meter indications is the battery charge current and should
be no more than .025(only perceivable needle movement). If the result of
this check is not satisfactory, perform the check again after 3 minutgs
charging time. If the result is still unsatisfactory the battery should be
removed and checked by a qualified Nickel-Cadmium Battery shop.
Approved:
DOA CE-2
FAA Approved
Date: October 1, 1973
2 of 2 P/N 10049003243
BEECHCRAFT LANDPLANES
for
OPERATION OF PT6A-20A, -21, -27, -28, and -41

ENGINES WITH SECONDARY LOW
PITCH STOP INOPERATIVE
(SEE EFFECTIVITY BELOW)
GENERAL
The information in this document is FAA approved material which must be attached to the FAA Airplane
Flight Manual.
The information in this document supersedes the basic FAA Approved Airplane Flight Manual where
covered in the items contained herein.
LIMITATIONS .
Where included, remove "Propeller Secondary Low Pitch Stop" from Required Equipment List.
NORMAL PROCEDURES
BEFORE TAKE-OFF
(Under step relative to Secondary Low Pitch Stop Test:)
Secondary Low Pitch Stop Annunciator Lights TEST. -
Condition Levers HIGH.lDLE

-
Power Levers IDLE (Read propellers rpm)

-
Prop Test Switches HOLD TO TEST POSITION

-
Power Levers ALIGN AFT EDGE WITH TOP OF BETA RANGE MARKS
-
Annunciator Lights CHECK ON -
RPM Check for increase of approximately 210 rpm when annunciator illuminates
-
Power Levers IDLE

-
NOTE
The secondary low pitch step light in the annunciator panel must remain operative. The
purpose of this light is to indicate propeller blade angle position and is required by FAA
regulation. If the light illuminates during any flight condition note the RPM and torque
of both engines. If no change is indicated, the blade angle is not as shown by the light and
the light may be disregarded.
No Change.
PERFORMANCE
No Change.
FAA Approved
Revised: October 9, 1975
P/N 101-590010-89 1 of 2
Airplanes Affected:
C90 (LJ-584 and after)
I
E90 (LW-1 and after)
100 (B2 and after)
99A, A99A, and B99 Airliners (U-1 and after which are equipped with PT6A-27, or PT6A-28 engines)
200 (BB-2 and after)
Appr ved
C ester A. Rembleske
Beech Aircraft Corporati
DOA CE-2
FAA Approved
Revised: October 9, 1976
2 of 2 P/N 101-590010·89
65-88, 65-90, 65-A90, B90, C90 (PRIOR TO LJ-625), 100
FAA APPROVED AIRPLANE FLIGHT MANUAL SUPPLEMENT
CABIN DOOR WARNING PLACARD

and
EMERGENCY PROCEDURES FOR ILLUMINATION OF CABIN DOOR WARNING LIGHT
GENERAL
The information in this document if FAA Approved material which, together with the basic FAA Approved Airplane Flight
Manual, must be carried in the airplane during all flight operations. This document is applicable when the airplane is modified
by the installation of a Cabin Door Warning Placard which reads as ind¡cated in the LIMITATIONS section of this document.
The information in this document supersedes the bas¡c FAA Approved Airplane Flight Manual only where covered in the
items contained herein.
LIMITATIONS
PLACARDS CAUTION
Adjacent to Cabin Door Handle: DO NOT ATTEMPT TO CHECK SECURITY

OF CABIN DOOR BY MOVING DOOR
HANDLE UNLESS CABIN IS DEPRESSURIZED
AND AIRCRAFT ISON THE GROUND
EMB'RGENCY PROCEDURES
ILLUMINATION OF CABIN DOOR WARNING LIGHT
. WARNING
The cabin door handle latching mechanism is an over-centering mechanism which must be
in the over-centered position in order to hold the door securely latched.
If the cabin is pressurized and the door is not completely latched, any movement of the
handle toward the unlocked position may cause the door to open rapidly due to forces
exerted by the two upper door hooks.
1. If the cabin door warning light indicated that the cabin door is not secure, depressurize the cabin (consider altitude first)
by actuating the cabin pressurization dump switch.
2. Do not attempt to check the cabin door for security until the cabin is depressurized and the airplane is on the ground.
3. After landing, check the security of the cabin door:
a. Open the door, then close it again.
b. Check to ensure that the handle is in the locked position (rotated fully clockwise, as viewed from the inside the
cabin), and that the cabin door warning light is extinguished.
(On airplanes equipped with a sight glass, also check to ensure that the arm and plunger are in the locked position.)
NORMAL PROCEDURES -
No Change
PERFORMANCE -
No Change
Approved:
Beech Aircraft Cor tion
FAA Approved DOA CE-2
Date: November 14, 1975
P/N 131344 1 of 1
BEECHCRAFT 99, 99A, A99A, 65-90, A90, B90, C90 (LJ-502 thru LJ-624) 100
for
MAGNETIC CHIP DETECTOR SYSTEM · -
The information in this supplement is FAA Approved material and must be attached to the FAA Approved
Airplane Flight Manual when the airplane is modified by the installation of the Magnetic Chip Detector
System in accordance with approved Beech Data.
The information in this supplement supersedes or adds to the basic FAA Approved Airplane Flight Manual
only as set forth below.
GENERAL
The magnetic cNip detector system consists of a magnetic chip collector installed in the engine reduction
gearbox and a panel mounted light to warn of ferrous metal contamination in the oil system.
LIMITATIONS
1. Upon illumination of magnetic chip detector annunciator light, affected engine must be shut down and
secured if speed and altitude permit.
2. Do not take off if magnetic chip detector annunciator light illuminates. Engine must be shut down.
PLACARDS
If installed in annunciator panel:
"CHIP DETECT" (Left or Right designation included on placard)
or
Adjacent to magnetic chip detector lights:
CHIP DET CHIP DET

L.H. R.H.
ENGINE FAILURE IN FLIGHT/ILLUMINATION OF MAGNETIC CHIP DETECTOR

LIGHT
Affected Engine
1. Power Lever IDLE

-
2. Propeller-FEATHER
3. Condition Lever CUT OFF
-
4. Fuel Firewall Valve CLOSED-
5. Engine Auto Ignition OFF -
6. Generator OFF
-
7. Propeller Synchrophaser OFF -

-
FAA Approved
P/N 131385 1 of 2
NORMAL PROCEDURES
Magnetic chip detector system must be checked prior to any departure by pressing the press-to-test
function of the system.
BEFORE ENGINE START
Ascertain that magnetic chip detector warning light is not illuminated.
AFTER STARTING
CAUT/ON
If either chip detector light illuminated during runup, do not take off. Shut
down the engine, investigate the cause, and initiate necessary repairs.
TAKE-OFF
WARNING
If a chip detector light illuminates during takeoff, return to the field for
investigation of the cause and initiate corrective action.
CRUISE
WARNING
Any illumination (or flicker) of either chip detector light requires immediate
shutdown of the affected engine. See EMERGENCY PROCEDURES Section
for engine shutdown. After securing the engine, proceed to the nearest
facility for investigation and necessary corrective action prior to further
flight.
PERFORMANCE -
No change
FAA Approved
Beech Aircraft Corporati
DOA CE-2
FAA Approved
2 of 2 P/N 131385
AND A100 LANDPLANES
FAA APPROVED AIRPLANE FLIGHT MANUAL SUPPLEMENT
for the
BRAKE DEICE SYSTEM
GENERAL
The information in this supplement is FAA-approved material and must be attached to the FAA Approved
Airplane Flight Manual when the airplane has been modified by installation of a Brake Deice System in
accordance with Beech-approved data.
only as set forth within this document. Users of the manual are advised always to refer to the supplement for
possibly superseding information and placarding applicable to operation of the airplane.
LIMITATIONS
1. Brake deice system is not to be operated above 15°C ambient temperature.
2. Brake deice system is not to be operated longer than 10 minutes (one deice timer cycle) with the landing
gear retracted. If operation does not automatically
°terminate
approximately 10 minutes after gear

retraction, system must be manually selected off.
3. Maintain 85% N1 or higher during periods of simultaneous brake deice and wing boot operation. If
inadequate pneumatic pressure is developed for proper wing boot inflation, select brake deice system off.
4. Both sources of instrument bleed air must be in operation. Select brake deice system off during single
engine operation.
NORMAL PROCEDURES
AFTER STARTING
If brakes require deicing:
1. Brake Deice -
ON (check annunciator illuminated)
2. Power -
70% N1 (Minimum)
NOTE
Once brakes have been deiced, the power may be returned to LOW IDLE.
BEFORE LANDING
If it is possible that brakes may be restricted by ice accumulations from previous ground operation or inflight
icing conditions:
1. Brake Deice -
ON (check annunciator illuminated)
FAA Approved
P/N 100-590026-35 1 of 3
NOTE
If automatic timer has terminated brake deice operation after last retraction of
the landing gear, the landing gear must be extended to obtain further operation
of the system.
ILLUMINATIONOF BRAKE DEICE OVERTEMP ANNUNCIATOR
NOTE
BRAKE DEICE OVERTEMP warning system is not installed on airplanes equip-

ped with high flotation landing gear.
If either BRAKE DEICE OVERTEMP light illuminates in flight;

a. Check that the brake deice system is turned off.
b. If the system has been turned off (manually or by timercircuit,and green light is off) extend landing
gear. If continued flight is desired, gear must remain extended to assure cooling of the wheel well
components.
NOTE
BRAKE DEICE OVERTEMP lights may momentarily illuminate during simul-

taneous wing boot and brake deice operation at low N1 speeds. If lights
immediately extinguish, they may be disregarded.
SYSTEM DESCRIPTION
High temperature engine compressor bleed air is directed onto the brake assemblies by a distributor manifold
on each main landing gear. This heated air is supplied by the standard bleed air pneumatic system which also
provides regulated pressure to the surface deice system and vacuum source. High temperature air from the
pneumatic system is routed through a solenoid control valve in each main wheel well, through a flexible hose
on the main gear strut, and to the distribution manifold around the brake assembly.
A switch on the pilot's subpanel, placarded BRAKE DEICE, controlsthe brake deice system. When this switch
is activated, both solenoid control valves are opened and an indicator light, BRAKE DEICE ON, on the
annunciator panel is illuminated to advise that the system is in operation.
The brake deice system may be operated as required on a continuous basis with the landing gear extended
provided the appropriate LIMITATIONSare observed. To avoid excessive wheel well temperatures with the
landing gear retracted, a timer is incorporated to automaticallyterminate system operation approximatelyten
minutes after the landing gear is retracted. The system indicator light should be monitored and the control
switch positioned to OFF when the light extinguishes or if brake deice operation has not automatically
terminated within approximatelyten minutes. The landing gear must be extended before the timer will reset
and the system can be activated again.
The brake deice overtemp waming system is designed to illuminate a waming light in the cockpit prior to
I reaching excessive temperatures in the wheel well area. This is accomplished with a temperature sensitive
tube which ruptures at approximately 200°F, causing the waming light to illuminate. Once illuminated, the
waming light will not extinguish until the ruptured sensing element is replaced.
PERFORMANCE
Use of the brake deice system during certain ambient conditions may reduce available engine power. Consult
FAA Approved
2 of 3 P/N 100·590026-35
the MINIMUM TAKE-OFF POWER chart in the FAA Performance Section of the FAA Approved Airplane
Flight Manual to determine the minimum torque value permitted for takeoff. If this value cannot be obtained
without exceeding engine limitations, the brake deice system must be turned off until the takeoff has been
completed.
Use of the brake deice system in flight willresult in an ITT rise of approximately 20°C. Observe ITTlimitations
when setting climb and cruise power.
Approved:
DOA CE-2
FAA Approved
P/N 100-590026-35 3 of 3
BEECHCRAFT KING AIR 65-90, 65-A90,
B90, C90, E90, 100, A100, B100, SUPER
KING AIR 200, 200C, 200T, 200CT, B200,
B200C, B200T, AND B200CT LANDPLANES
PILOT'S OPERATING HANDBOOK AND

FAA APPROVED FLIGHT MANUAL SUPPLEMENT
for
FLIGHT WITH CABIN ENTRANCE DOOR REMOVED
GENERAL
The information in this supplement is FAA Approved material and must be attached to the Pilot's
Operating Handbook and FAA Approved Airplane Flight Manual when the airplane is flown with the cabin
entrance door removed.
The information in this supplement supersedes or adds to the basic Pilot's Operating Handbook and FAA
Approved Airplane Flight Manual only as set forth below.
Beechcraft drawing number 100-4006, included in the applicable model kit, specifies required modifications
which shall be accomplished prior to flight with the cabin entrance door removed.
LIMITATIONS .
1. Pilot must use an approved headset at all times during flight (models 100, A100 and B100 only) Trim-
in-motion warning is not audible without headset.
2. Maximum speed 208 knots CAS (205 knots IAS)
3. AII occupants, except crew, must be properly equipped with parachutes when conducting operations
with the cabin entrance door removed. Crew (pilot and copilot) must be at their stations secured by
restraint straps, or equipped with parachutes if away from pilot or copilot seats.
4. Smoking is prohibited.
5. When flown for the purpose of dropping objects or equipment from the doorway, a suitable guard rail
or equivalent safety device must be provided.
6. AII loose articles must be tied down or stowed.
7. Parachutist's static lines shall be kept free of pilot's controls and control surfaces.
8. AII flights with the cabin entrance door removed must be for the purpose of intentional egress of
personnel, material or equipment.
9. The following placard must be in view of the pilot:
"FOR FLIGHT WITH CABIN DOOR REMOVED, SEE AIRCRAFT OPERATING LIMITATIONS WITH
DOOR REMOVED."
10. Center of gravity limits:

Aft limit: No change
Forward limit: No change.
FAA Approved
Revised: January, 1981
PIN 101-590010-125 1 of 2
EMERGENCY PROCEDURES -
No change.
NORMAL PROCEDURES -
No change.
PERFORMANCE
MAXIMUM TAKE-OFF WEIGHT: No change.
TAKE-OFF: No change.
CLIMB:
Models 100. A100, B100, 200, 200C, 200T, 200CT, B200, B200C. B200T, and B200CT: Subtract 40 ft/min
rate of climb from climb graph (TWO ENGINES and ONE ENGINE INOPERATIVE) '
Models 65-90. 65-A90. B90. C90. and E90: No change.
CRUISE
SPEEDS
Models 100, A100, B100, 200, 200C, 200T, 200CT, 8200, B200C, B200T, and 8200CT: Subtract 8 knots i
true airspeed from graph values.
Models 65-90. 65-A90, B90. C90 and E90: No change.
LANDING: No change.
WEIGHT AND BALANCE:
All airplane loadings must account for the items removed from the airplane. Weight & Center of Gravity
data for the airstair entrance door are included in Beech drawing No. 100-4006. Consult the airplane
Equipment List or superseding forms for weight and C.G. data on other items removed. For any items not
listed above use actual weight and arm.
Approved:
pg W. H. Schultz
DOA CE-2
FAA Approved
Revised: January, 1981
2 of 2 P/N 101-590010-125
BEECHCRAFT KING AIR 65-90, 65-A90, 890,
C90 (LJ-502 THROUGH LJ-667 AND LJ-670)
AND 100
LANDPLANES
FAA APPROVED AIRPLANE FLIGHT MANUAL
SUPPLEMENT
for
MANUAL LANDING GEAR EXTENSION PROCEDURES
GENERAL
The information in this supplement is FAA-approved material and must be attached to the FAA Approved
Airplane Flight Manualand be carried in the airplane at all times and be kept within reach of the pilot during
all flight operations.
only as set forth within this document. Users of the manual are advised always to refer to the supplement for
possibly superseding information and placarding applicable to operation of the airplane.
LIMITATIONS -
No Change.
LANDING GEAR
LANDING GEAR EMERGENCY E¥TENSION
1. Airspeed ESTABLISHED 120 Knots IAS

-
2. Landing Gear Relay Circuit Breaker PULL

-
3. Landing Gear Handle DOWN-
4. Emergency Engage Handle LIFT AND TURN CLOCKWISE TO THE STOP TO ENGAGE.
-
5. Extension Lever PUMP up and down until the 3 green GEAR DOWN lights illuminate.
-
WARNING
If for any reason the green GEAR DOWN lights do not illuminate (e.g. in case
of an electrical failure), continue pumping until resistance prohibits further
movement of the handle.
CAUT/0N
Stop pumping when the 3 green GEAR DOWN lights illuminate. Further
movement of the handle could bind the drive mechanism and prevent
subsequent electrical gear retraction.
FAA Approved
Issued: June 8, 1979
PIN 90-590010-T7
1 of 2
WARNING
After an emergency landing gear extension has been made, do not stow pump
handle, move any landing gear controls, or reset any switches or circuit
breakers until the airplane is on jacks, since the failure may have been in the
gear-up circuit, and the gear might retract on the ground. The landing gear
cannot be retracted manually.
NORMAL PROCEDURES -
No Change.
PERFORMANCE -
No Change.
Approved:
W. H. Schultz
/ Beech Aircraft Corporation
DOA CE-2
FAA Approved
Issued: June 8, 1979
P/N 90-590010-77
2 of 2
SECTION VII
SUPPLEMENTAL PERFORMANCE
TABLE OF CONTENTS
TITLE PAGE
Introduction to Supplemental Performance . . . . . . . . 7-2, 7-3
Accelerate to Decision Speed and Stop -0%

Flaps . . . . . . . . .74
SingleEngineTake-OffDistance-0%Flaps . . . . . . .
.7-5
ClimbGradientatTake-OffSpeed-0%Flaps . . . . . . .
.7-6
AcceleratetoDecisionSpeedandStop-30%Flaps . . . . . . . .
.7-7
Single Engine Take-Off Distance -
30% Flaps . . . . . . . .
.7-8
Climb Gradien.t at Take-Off Speed -
30% Flaps . . . . . . .
.7-9
Obstacle Take-Off -
30% Flaps . . . . . . .
7-10
Obstacle Landing Distance . . . . . . . .

7-11
King Air 100 Supplemental Operational Data 7-1

INTRODUCTION
TO
SUPPLEMENT AL PERFOR M AN CE
Included in this section are graphs for accelerate and stop distances, single engine take-off distances, single
engine climb, obstacle (short field) take-off distances and obstacle (short field) landing distances. .
The graphs on pages 7-5, 7-6, 7-8, and 7-9 provide information required to construct a single engine take-off
flight path. Included are: (1) take-off distance assuming an engine failure at lift-off and (2) single engine
climb gradient at take-off speeds in zero wind conditions. As an example of the use of these graphs, a
take-off flight path will be constructed for a departure from Billings, Montana. Conditions and results from
the example on page 5-2 will be used.
CONDITIONS:
Outside Air Temperature . . . . . . . . . .

25°C (77°F)
Field Elevation . . . . . . . . 3606 Ft
Altimeter Setting . . . . . . . . . . 29.56
.
Surface Wind . . . . . . . .
360° at 10 Kts
Runway 34 Length . . . . . . . . . . . 5600 Ft
PARTIAL SUMMARY OF RESULTS FROM EXAMPLE PAGE 5-2
Pressure Altitude . . . . . . . . . . . 3966 Ft

-
'fake-off Weight . . . . . . . . . . . .10600 Lbs
FlapSetting ........ . .. .....0%
Enter the graph for SINGLE ENGINE TAKE-OFF DISTANCE -0%

FLAPS, page 7-5, at 25°C, 3966 feet
pressure altitude, 10600 pounds and 9.5 knot wind component:
GroundRoll ...... .... ....2700Ft

Total Distance Over 50 Ft Obstacle . . . . . . . . . 6260 Ft
Take-Off Speed
Lift-off . . . . . . . . . . . . . . 100 KIAS
50Ft..... . .........94KIAS
Enter the graph for a SINGLE ENGINE CLIMBGRADIENT -

0% FLAPS, page 7-6, at 25°C, 3966 feet
pressure altitude and 10600 pounds:
ClimbGradient .... .........2.3%
Climb Speed . . . . . . . . . . . . . 94 KIAS
A 2.3% climb gradient is 23 feet of vertical height per 1000 feet of horizontal distance.
NOTE
The graphs for climb gradient, pages 74 and 7-9, assume zero wind condition. Climbing
into a headwind will result in higher angles of climb and hence better obstacle clearance
capabilities.
7-2 King Air 100 Supplemental Operational Data

Calculation of the horizontal distance to clear an obstacle 100 feet above the runway surface:
Distance from 50 Ft to 100 Ft =

(100 -
50) =
2174 Ft
Total distance = 6260 + 2174 =

8434 Ft
The above results are illustrated below:
23 Ft
\$ 1000 Ft
Single engine take-off distance = 6260 Ft
Distance to climb from 50 Ft to 100 Ft above runway = 2174 Ft
A2 King Air 100 Supplemental Operational Data 7-3

-
DISTANCE TO ACCELERATE TO DECISION SPEED AND STOP 0% FLAPS
ASSOCIATED CONDITIONS: EXAMPLE

DECISION SPEED~KNOTS 25°C
POWER 1. TAKE-OFF POWER SET BEFORE OAT
BRAKE RELEASE IAS PRESSURE ALTlTUDE 3966 FEET
WEIGHT
2. BOTH ENGINES IDLE AT DECISION CAS (ASSUMES 2,ERO WEIGHT 10600 LBS
SPEED AND REVERSE OPERATING ENGINE POUNDS
INST. ERROR) HEADWIND COMPONENT 9.5 KNOTS
FLAPS UP
MAXIMUM 10600 98 100 FIELD LENGTH 4675 FEET
BRAKING
10000 96 97 DECISION SPEED 100 KIAS
9000 91 91
8000 89 89
9000
8000
7000
- 6000 A
5000
0
- 4000
o
-
3000
-40 -23 -10 -13

-3) 10 20 CO 43 E0 10100 9000 BC30 13 23 33
-
OUTSIDE AIR TEMPERATURE ~°C WEIGHT POUNDS NIND COMPONENT -KNOTS
-
SINGLE ENGINE TAKE-OFF DISTANCE 0% FLAPS
ASSOCIATED CONDITIONS: TAKE-OFFSPEED~KNOTS EXAMPLE:

POWER TAKE-OFF POWER SET OAT 25°C
MS
BEFORE BRAKE RELEASE WEIGHT PRESSURE ALTITUDE 3966 FEET
CAS (ASSUMES ZERO TAKE-OFF
FLAPS UP POUNM WIj'IGHT 10600 LBS
INST. ERROR)
GEAR RETRACTED AFTER LIFT-OFF HEADWIND COMPONENT 9.5 KNOTS
RUNWAY LIFT-OFF 50 FT L
PAVED, LEVEL, DRY SURFACE - -
TAKE-OFF GROUND ROLL 2680 FEET

SPEED IAS AS TABULATED
10600 98 100 94 TOTAL DlSTANCE OVER
NOTE: 1. DISTANCES AŠSUME AW ENGINE FAILURE 10000 96 97 92 50 FT OBSTACLE 6260 FEET
4T LIFT-O 'F AND PROPELLER 9000 91 91 87 TAKE-OFF SPEED AT
:MMEDIATl:LY FEATH€RED• 8000 89 89 85 LIFT-OFF 100 KIAS
2. NEIGHTS Ilf SHADED AREA DO NOT 50 FT 94 KIAS
PROVIDE P3SITIVE GE AR DOWN
3INGLE EN IINE CLIM1 GRADŒN .
7000
- - - -
6000
- 5000
-4000
3000
oo
- O
2000
- - - -----·- -- - ·- ·---------------·---·--O
-43 -13 -20 -13

0 13 23 -13 1) i
33 43 50 10000 9000 80 10 23 30 1) 23 33 43 53
OUTSIDI AIR
TEMFERATURE~°C WEIGHT~POUNDS WIND COMPO4ENT~KNOTS OBS'IACLE HEIGHT~FEET
-
CLIMB GRADIENT AT TAKEOFFSPEED 0% FLAPS
-
SINGLE ENGINE ZERO WIND
ASSOCIATED CONDITIONS: CLIMB SPEED ~
KNOTS EXAMPLE:
25°C
POWER TAKE-OFF OAT
FLAPS UP WEIGHT CAS IAS PRESSURE ALTITUDE 3966 FT
GEAR UP POUNDS (ASSUMES ZERO WEIGHT 10600 LBS
INOPERATIVE CLIMB SPEED 94 KIAS
PROPELLER FEATHERED 10600 98 94 CLIMB GRADIENT 2.3%
CLIMB SPEED IAS AS TABULATED 10000 96 92
9000 91 87
8000 89 85
13
SL , Er
2300
-- --12
4303 -
- - -- ------------- -------- -
--- -- ----6000 - 7'-- - -- 11
--10
80
o
--6
--- ------ ---- - ----- -- - -- ------ -- - - - - -- --

- -
5
¯¯4
LSA
---- -------- ------- ----- - ------r - -- --- -- -- - -- --3
--2
- - --
------- -- --0
... ... ...

. .
LL
-63 -53 -40 -30 -20 -10 0 10 23 30 43 53 €3 8030 9030 10000
~ ~
OUTSIDE AIR TE MPERATURE C WEIGHT POUNDS
--
DISTANCE TO ACCELERATETO DECISION SPEED AND STOP 30% FLAPS
ASSOCIATED CONDITIONS: DECISIONSPEED~KNOTS EXAMPLE:

POWER SET BEFORE 25°C
POWER 1. TAKE-OFF OAT
BRAKE RELEASE IAS PRESSURE ALTITUDE 3966 FEET
WEIGHT
2. BOTH ENGINES IDLE AT DECISION CAS (ASSUMES ZERO WEIGHT 10600 LBS
SPEED AND REVERSE OPERATING ENGINE INST. ERROR) HEADWIND COMPONENT 9. 5 KNOTS
FIAPS 30% 10600 91 90 FIELD LENGTH 3925 FEET
1 DECISION SPEED 90 KIAS
R Y EVEL, DRY SURFACE
8000 89 89
-- - ----- -8000
- 6000
-sooo
1
--
4000
- 3000
SL -
-4) -10 -20 -10

EO· -
0 13 FO 30 40 10100 9000 8(00 0 10 10 23
- -
OUTSIDE AIR TEMPERATURE C WEIGHT POUNDS WIND COMPONENT~ KNOTS
-
siNGLE ENGINE TAKE-OFF DISTANCE 30% FLAPS
ASSOCIATED CONDITIONS: TAKE-OFF SPEED~KNOTS EXAMPLE
TAKE-OFF OAT
25°C
POWER POWER SET BEFORE
BRAKE RELEASE WEIGHT PRESSURE ALTITUDE 3966 FEET
CAS (ASSUMES ZERO TAKE-OFFWEIGHT
FLAPS 30% POUNDS 10600 LBS
INST. ERROR)
GEAR RETRACTED AFTER LIFT-OFF HEADWIND COMPONENT 9.5 KNOTS
RUNWAY PAVED, LEVEL, DRY SURFACE LIFT-OFF 50 FT THE ABOVE WEIGHT IS
TAKE-OFF SPEED IAS AS TABULATED 10600 91 90 .
89 WITHIN THE SHADED AREA.
NOTE: 1. DISTANCES ASSUME AN ENGINE 10000 89 89 87 IF POSITIVE GEAR DOWN
FAILURE AT LIFT-OFF AND 9000 89 89 87 SINGLE ENGINE CLIMB GRADIENT
PROPELLER IMMEDIATELY 8000 89 89 87 IS DESIRED, OFF-LOAD TO
FEATHERED. 10230 LBS.
2. WEIGHTS IN SHADED AREA
DO NOT PROVIDE POSITIVE
GEAR DOWN SINGLE ENGINE
CLIMB GRADIENT.
- 6000
-
t-M ,r,
- - - - - -
4000
- - -
3000 O
i
ioooo -
2000
80
.
2000
-
1000
1- -0
-40 -30 -20 -10 -10 a

0 10 20 30 40 53 10000 9000 8030 1 13 23 30 1) 23 30 40 53
OUTSIDE AIR TEMPERATURE ~°C WEIGHT~POUNDS WIND COMPONENT~KNOTS OBSTACLE HEIGHT~FEET
-
CLIMB GRADIENT AT TAKE-OFF SPEED 30% FLAPS
-
SINGLE ENGINE ZERO WIND

CLlMB SPEED~KNOTS 25°C
POWER TAKE-OFF OAT
FLAPS 30% MS PRESSURE ALTITUDE 3966 FT
WEIGHT
GEAR UP CAS (ASSUMES ZERO WEIGHT 10600 LB
POUNDS
INOPERATIVE INST. ERROR)
CLIMB SPEED 89 KIAS
PROPELLER FEATHERED 89
10600 91 CLIMB GRADIENT 1.0%
CLIMB SPEED IAS AS TABULATED
10000 89 89
9000 89 87
8000 89 87
--10
8000
-8
--- - -0
-60 -50 -« -10 -

-10 10 100
O 0 0 10 20 10 40 00 63 8f 00 9(00
OUTSIDE 11R TEMPERATURE ~°C WEIGHT~POUNDU
-
5 OBSTACLE TAKE-OFF 30% FLAPS
TAKE-OFF SPEED
POWER TAKE-OFF POWER SET OAT 25 °C
WEIGHT ~KNOTS IAS
BEFORE BRAKE RELEASE POUNDS (ASSUMES ZERO PRESSURE ALTITUDE 3966 FT
FLAPS 30% INST. ERROR) TAKE-OFF WEIGHT 10600 LBS
GEAR RETRACT AFTER LIFT-OFF WIND COMPONENT 9.5 KNOTS
LIFT-OFF 50 FT
TAKE-OFF GROUND ROLL 1520 FT
SPEED IAS AS TABULATED 10600 78 89 TOTAL DISTANCE OVER A
10000 75 86 50 11t OBSTACLE 2330 FT
9000 71 83 TAKE-OFF SPEEDS
8000 66 76 IIFT-<)FF 78 KIAS
53 T 89 KIAS
WARNING
. Obstacle take off is not a recommendod

---- ¯¯6000
-- ------- -
procedure, as it utilizes speeds at or bekan

power-off stall speed and minimum control
-
--
speed. In the event of engine failure, the
airplane will roll and yaw uncontrollably.
---- --5000
Recovery rnay not be possible before striking
the grouncl. Your airfranie insurance naay be
invalidated by taking off froni fields shorter
than "NornialTake-off"distance.
- - -- --4000
----
- ----- --- -- -
3000
-- -- --2000
.....
10 00
IT6000
- - ---
--1000
•••,
4020005L
BA
----- - --- --- --0

- ------
-40 -30
-20 -10 -13 1
0 10 20 30 40 53 10100 9000 BC30 I 13 23 20 13 20 20 40 53
°C WEIGHT ~
POUNDS WIND COMPONENT ~
KNOTS OBSTACLE HEIGHT ~
FEET
)> Iœ4ol-an
OBSTACLE LANDING DISTANCE
WITH REVERSING
ASSOCIATED CONDITIONS: APPROACH SPEEDROTS EXAMPLE:

POWER RETARDED TO MAINTAIN 15°C
WEIGHT IAS
OAT
1000 FT/MIN ON FINAL PRESSURE ALTITUDE 5651 FEET
POUNDS CAS (ABSUMES ZERO
APPROACH LANDING WEIGHT 9626 LBS
FLAPB 100% INST. ERROR)
HEADWIND COMPONENT 9. g KNOTS
RUNWAY PAVED, LEVEL, DRY SURFACE 10600 87 88
APPROACH SPEED IAS AS TABULATED GROUND ROLL 740 FEET
10000 85 86
BRAKING MAXIMUM TOTAL DISTANCE OVER
9000 80 80 1400 FEET
PROPELLER MAXIMUM REVERSE THRUST A 50 FT OBSTACLE
8000 76 75 83 KIAS
AllTER TOUCHDOWN APPROACH SPEED
illllL1111Jllllllllllllllllllllllllllllllllli
WARNING -11
-
Obstacle landing is not a recommended
procedure, as it utilizes speeds at or below
minimum control speed. Engine failure during ¯*6
an approach utilizing high power settings and

speeds below V will cause excessive yaw and
-1400
recovery may n be possible before striking

the ground.
-
1300
-1200
8
1100
800
- 600
-
500
400
300
-50 -40 -30 -20 -10
0-1010 20 30 40 50 10000 9000 8000 0 10 20 30 0 10 20 30 40 t3
OUTSIDE AIR TEMPERATURE~°C WEIGHT~POUNDS WIND COMPONENT~KNOTS OBSTACLE HEIGHT~FEET
SECTION VIII
CRUISE CONTROL
TABLE OF CONTENTS
TITLE PAGE
Introduction to Cruise Control . . . . . . .

.8-2
ISA Conversion . . . . . . .
.8-5
Cruise Climb . . . . . . . . .
8-6
Descent ......
.....8-7
High Cruise Power ISA 30°C - -

. . . . . . . . .
8-8
HighCruisePower-ISA-20°C . . . . . . .
.8-9
High Cruise Power -

ISA -
10°C . . . . . . . . .
8-10
High Cruise Power -
ISA . . . . . . . .
8-1 I
High Cruise Power -
ISA + 10oC . . . . . . .
8-12
High Cruise Power -
ISA + 20°C . . . . . . . .
8-13
High Cruise Power -
ISA + 30°C , . . . . .
.•
8-14
High Cruise Power -
ISA + 40°C . . . . . . .
8-15
Range Profile High Cruise Power -
. . . . . . . . .
8-16
Low Cruise Power lSA 30°C - -
. . . . . . . . .
8-17
Low Cruise Power -
lSA 20°C -
. . . . . . . .
8-18
Low Cruise Power -
ISA 10°C -
. . . . . . . .
8-19
Low Cruise Power ISA -
. . . . . . . . .
8-20
LowCruisePowei-ISA+10oC - 8-21
. . . . . . . .
Low Cruise Power -

ISA + 20oC . . . . . . . . .
8-22
Low Cruise Power -
ISA + 30°C . . . . . . . .
8-23
Low Cruise Power ISA + -
40°C - . . . . . . . . .
8-24
Range Profile Low Cruise Power -
. . . . . . . . .
8-25
Maximum Range Power ISA 30°C - -
. . . . . . . . .
8-26
Maximum Range Power ISA 20°C - -
. . . . . . .
8-27
Maximum Range Power -
ISA -
IO°C . . . . . . . .
8-28
ISA . . . . . . . .
8-29
ISA + IO°C . . . . . . . .
8-30
ISA + 20°C . . . . . . . .
8-31
Maximum Range Power ISA + 30°C -
. . . . . . . .
8-32
Maximum Range Power ISA + 40°C -
. . . . . . . . .
8-33
Range Profile Maximum Range Power -
. . . . . . . .
8-34
Holding Time! . . . . . . . .
8-35
Cruise Speed High Cruise Power
-
. . . . . . . . . 8-3.6
Cruise Speed Low Cruise Power
-
. . . . . . . . .
8-37
High Cruise Power . . . . . . . . .
8-38
Low Cruise Power . . . . . . . . .
8-39
Fuel Flow at High Cruise Power . . . . . . . . . . 840
Fuel Flow at Low.Cruise Power . . . .
. . . . . . 841
Outside Air Temperature Correction . . . . . . . . 842
Density Variation of Aviation Fuels . . . . . . . . 843
Pressurization Controller Setting for Landing . . . . . . . . 844

INTRODUCTION TO CRUISE CONTROL
The graphs and tables in this section present performance information for flight planning at various
parameters of weight, power, altitude and temperature. Graphs and/or tables are includ.ed for Cruise Climb,
Descent, Cruise at High Cruise Power, Cruise at Low Cruise Power, Cruise at Maximum Range Power and
Holding Time.
Calculations for flight time, block speed and fuel requirements for a proposed flight are detailed below
using the same conditions as presented on page 5-2.
CONDlTlONS
At Billings
Outside Air Temperature .
250
gyoF)
Field Elevation . . . . . 3606 ft
.
Altimeter Setting . . . . . 29.56

. .
Wind . . . . . . .
360° at 10 knots
Runway 34 Length . . . . . . 5600 ft
.
Route of Trip:
BIL V19 CZl V247
- - - -
DGW V19E - -
CYS V19 - -
DEN
Weather Conditions.IFRFor Cruise Altitude of 17,000 Feet.
Route Magnetic Distance MEA Wind at 17000 OAT at OAT at Altimeter

Segment . Heading NM Feet Feet Cruise MEA Setting
Altitude °C
°C
BIL SHR
-
l14° 88 8000 010/30 -10
0. 29.56
SHR CZl -
136° 57 9000 350/40 -10
-
4 29.60
CZl-DGW 131° 95 8000 040/45 -10

0 29.60
DGW CYS -
138° 47 8000 040/45 -10
0 29.60
169° 46 8000 040/45 -10
0 29.60
CYS DEN -
166° 81 8000 040/45 -10
0 29.60
REFERENCE: Enroute Low Altitude Charts L-8 and L-9
At Denver
Outside Air Temperature . . . . . . . . .
15°C (59°F)
Field Elevation . . . . . . . . . . . 5331 ft
. .
Altimeter Setting .
29.60
. .
Wind . .
270° at 10 knots
Runway 26 Length . . . . . . . . . . . 10000 ft
. .
The pressure altitude at BIL is 3966 ft

The pressure altitude at DEN is 5651 ft
(Refer to page 5-2)

Enter the graph for ISA conversion, page 8-5, at the condition indicated:
BlL: Pressure Altitude =

3966 ft
OAT = 25°C
1SA Condition =
1SA + 180C
Enroute: Pressure Altitude (Approx.) =

17000 ft
OAT = -10°C
lSA Condition =
1SA + 90g
DEN: Pressure Altitude =

5651 ft
OAT = 150C
ISA Condition =
1SA + l loC
Enter the graph for Two Engine Cruise Climb, page 8-6, at 3966 and 17000 feet:10600 pounds and
ISA + 180C:
Time to Climb =
20 4 16 min
- =
Fuel Used to Climb =

202 38 164 lbs - =
Distance Traveled =
55 10 45 NM
- =
Enter the graph for Descent, page 8-7, at 5651 and 17000 feet:
Time to Descend =
17 = 11 min
-6
Fuel Used to Descend =

130 85 lbs
-45
=
Distance Traveled =
63 18 = 45 NM
-
Enter the tables for High Cruise Power at ISA and ISA + 100C, pages 8-11 and 8-12, respectively. Read
cruise speeds at 16000 feet, 18000 feet and 10500 pounds and 9500 pounds as follows:
Cruise True Airspeed

Altitude 10500 POUNDS 9500 POUNDS
Feet ISA ISA + 10°C 1SA ISA + 10°C
16000 242 240 245 243
18000 239 236 243 241
The estimated cruise weight is approximately 10000 pounds.
Interpolate between these speeds for 17000 feet, ISA + 9°C and 10000 pounds.
Cruise True Airspeed =

240 knots
Enter the graph for High Cruise Power at ISA + 90C and 17000 feet pressure altitude:
Torque setting per engine =

1235 ft lb
Indicated Outside Air Temperature = -
2°C
Enter the graph for Fuel Flow at High Cruise Power at ISA + 9°C (or indicated outside air temperatùre of
-2°C) and 17000 feet pressure altitude:
Fuel flow per engine =

291 lb/hr
Total fuel flow = 582 lb/hr

Time and fuel used were calculated at High Cruise Power as follows:
Distance
Time
.
Ground Speed
Fuel Used =
(Time) (Total Fuel Flow)
Results are as follows:
Estimated Time At Fuel

Route Distance Ground Cruise Used For
Route Speed Altitude Cruise
NM Knots Hrs : Min Lbs
BIL SHR -
43* 253 0 : 10 99
SHR CZl -
57 276 0 : 12 120
CZl -
DGW 95 248 0 : 23 223
DGW CYS -
47 253 0 : 11 108
46 274 0 : 10 98
CYS DEN -
36* 272 0 : 08 77
*
Distance to Climb or Descend subtracted from Distance .
DETERMINATION OF FLIGHT TIME

BLOCK SPEED AND FUEL REQUIREMENTS
Time Fuel Distance

ltem Hrs: : Mins Pounds Nautical Miles
Start, Runup, Taxi and

Take-off acceleration 00 : 00 68 0
Climb : 16 164 45
Cruise 1 : 14 725 324
Descent : 11 85 45
Total 1 : 41 1042 414
Total Flight Time: 1 Hour, 41 Minutes
Block Speed: 414 NM ÷ 1 : 41 = 246 knots
Total Fuel (including 45 minute reserve):
1042 + (00:45)(582 lb/hr) = 1479 lbs

ISA CONVERSION
PRESSURE ALTITUDE VS OUTSIDE AIR TEMPERATURE
il I lilli illll I Il le liil i

II i | lilli llllli I ill I II i
I I I
I I I I
' 00
25000
20000
i 15000
i\l
10000
5000
-80 -70 -60 -50

40 -30 -20 -10
0 +10 +20 +30 +40 +50 +63
TEMPERATURE ~ °C

00
CRUISECLIMB
TWO ENGINES
EXAMPLE:
. AIRPORT ALTITUDE 3966 FT
NØrE: ADD 68 LES. FUEL FOR TAXI AND ALTITUDE~FEET CLIMB PROPELLER 2000 RPM ALTITUDE AT END OF CLIMB 17000 FT
TAKE-OFF. FOR TEMPERATURE SPEED-KCAS ITT 710°C INITIAL CLIMB WEIGHT 10000 LBS
BELØW BTANDARD DAY (ISA), USE OR OAT AT 3986 FT 36'C (ISA + 18 C)
SL TO10000 150
DATA FOR STANDARD DAY 10000 TO 20000 TORQUE 1828 FT LB TIME TO CLIMB (20-4) 16 MIN
130
20000 TO 25000 120 FUEL USED TO CLIMB (203•38) 104 LBS
36000 TO 31000 110 DISTANCE TRAVELED
DURING CLIMB (55-10) di NM
TAiàÊNËWEÌGHT TAKE-OF /EIGHT HHH Tikiärini"'

8000LB H I IH 8000 LBS 000LBS 111
30000 000LBS 9000LBS
10000 LBS 10 0 arl8 10000LBS
tosoo Las SC)LBS 10000LBS
sono
REFËRENCE I
ISA
ISA+1
t
ISA+20
ISA+30
••
IBA
-
0 20 40 60 80 100 200 300 400 50 1 50 150 200

TIME TO CLIMB~MINUTES FUEL USED TO CLIMB-- POUNDS CLIMB DISTANCE~ NAUTICAL MILES 100-601-6
DESCENT
ASSOCIATED CONDITIONS: ALT1TUDE-FT DESCENT SPEED EXAMPLE:

POWER AS REQUIRED TO KCAS INITIAL ALTITUDE 17000 FT
DESCEND AT 1000 FT/MIN 31000 TO 20000 160 FINAL ALTITUDE 5651 FT
GEAR UP DESCEND FROM 17000 FT TO
FLAPS UP 20000 TO SL 200 5651 FT
TIME (17-6) 11 MIN
FUEL USED (130-45) 85 LBS
DISTANCE TRAVELED (63-18) 45 NM
--
- 30000
o
- -
20000
15000- -- -------- - --- -- ---- - - ---- ---- - ---- ----
- -
10000
sooo-
SL- - --- ------------------- --- ------- ----- ------------------- - -- -------- ------- - ------- ------
1 10 FO E0 40 (0 (0 (0 110 130 2)0 2i0 310 3i0 I 50 110 li0 210 2 0

oo
TIME TO DESCEND~MINUTES FUEL USED DURING 3ESC CNT~)OUNDS DISTANCE TRAVELED DURING DESCENT~NAUTICAL MILES
HIGH CRUISE POWER
ISA -30°C 1900 RPM
PRESSURE -
IO4T TORQUE FUEL FLOW TOTAL AIRSPEED KNOTS

ALTITUDE PER ENGINE PER ENGINE FUEL FLOW 10500 LES 9500 LBS 8500 LBS
FEET °C °F FT LBS LBS/HR LBS/HR CAS TAS CAS TAS CAS TAS
SL --¯¯¯ ¯¯¯- --- --- --- --- ---- --- -- --- --
2000
4000
6000 '
REFER TO LO'V CRUISE POWER SETTINGS BELOW ?)000 FEET
8000 --- --- ---- --- -- - ---- ---- ---- - -- -
10000 -27 -17

1628 378 756 217 238 218 239 218 239
12000 -31 -24

1628 378 756 215 243 216 244 216 244
14000 -35 -30

1628 375 750 212 248 213 249 214 249
16000 -38 -37

1558 359 718 207 249 208 251 209 251
18000 -43 -45

1444 334 668 198 246 200 249 201 250
20000 -47 -52

1322 306 612 188 242 191 245 192 247
22000 -51 -60
1202 279 558 178 236 181 240 183 243
24000 -55 -68

1083 256 512 167 229 171 234 173 238
26000 -60 -75

976 232 464 156 221 160 227 164 232
28000 -64 -83

875 211 422 141 207 149 220 153 225
30000 -69 -92

775 189 378 --- ----
134 205 143 218
HIGH CRUISE POWER
ISA -20°C 1900 RPM
PRESSURE IO4T TORQUE FUEL FLOW TOTAL AIRSPEED KNOTS

ALTlTUDE PER ENGINE PER ENGlNE FUEL FLOW 10500 ,BS 9500 LBS 8500 LBS
SL ---- - -- --- ---- ,-- --- --- --- --- --- ---
2000
6000 s,
8000
REFER TO LOMICRUISE POWER SETTINGS BELOW 10000 FEET
10000 -17
. 1 1628 378 756 215 . 241 216 242 217 242
12000 -21 -5
1628 378 756 213 246 214 247 215 248
14000 -25 -12

1594 369 738 210 250 211 251 211 252
16000 -29 -19

1489 345 690 201 248 203 250 204 251
18000 -33 -27

1387 323 646 193 245 195 248 196 250
20000 -37 -34

1289 301 602 185 243 187 245 189 248
22000 41 -42
1193 280 560 176 239 179 243 181 245
24000 -45 -49

1097 258 516 166 235 170 238 173 | 243
26000 -49 -57

991 234 468 155 226 159 232 163 237
28000 -54 -65

890 211 422 141 212 149 224 153 230
30000 -59 -74

790 191 382 --- ----
134 209 143 223
HIGH CRUISE POWER
ISA -10°C 1900 RPM

ALTITUDE PER ENGINE PER ENGINE FUEL FLOW lUbUU LES 9500 LBS 8500 LBS
SL --- --- --- --- --- --- --- --- --- --- ---
2000
6000 s,
REFER TO LOW CRUISE POWER SETTINGS BELOW 10000 FEET
8000 --- --- --- --- --- --- --- --- --- --- ---
10000 -7.
20 1628 378 756 214 244 215 245 215 246
12000 -11
13 1614 376 752 211 249 212 250 213 251
14000 -15
6 1510 352 704 203 247 205 249 206 251
16000 -19 -2
1410 329 658 195 245 197 248 199 249
l 8000 -23 -9
1313 308 616 187 243 189 246 191 248
20000 -27 -16

1223 288 576 179 240 182 244 183 246
22000 -31 -24

1137 268 536 171 237 173 241 176 244
24000 -35 -31

1053 250 500 162 232 165 237 168 242
26000 40 -39
974 232 464 152 226 156 233 160 238
28000 44 47 892 214 428 138 213 147 226 151 233
30000 49 -55
801 192 384 ---- ---
133 212 142 227

HIGH CRUISE POWER
ISA 1900 RPM
PRESSURE 104T TORQUE FUEL FLOW TOTAL AlRSPEED KNOTS

ALTITUDE PER ENGINE PER ENGINE FUEL FLOW 10500 LBS .
9500 LBS 8500 LBS
FEET °C °F FT LBS LBS/HR LBS/HR ,
CAS TAS CAS TAS CAS TAS
SL -- --- --- --- --- --- --- --- -- --- --
2000
4000
6000 s,
8000 --- -- - --- --- --- --- --- -- - - --- ---
10000 3 38 1628 377 754 213 247 214 248 214 249
12000 -1
31 1539 358 716 206 247 208 249 208 250
14000 -5
24 1431 336 672 198 245 200 247 201 249
16000 -9
16 1330 314 628 189 243 191 245 193 247
18000 -13
9 1238 293 586 181 240 183 243 185 246
20000 -17
1 1153 274 548 173 237 175 240 178 243
22000 -21 -6
1072 256 512 164 233 167 237 171 242
24000 -25 -14

993 238 476 155 227 159 233 162 238
26000 -30 -21

921 221 442 144 218 151 229 154 234
28000 -34 -29

848 205 410 126 198 140 221 146 231
30000 -39 -38

776 189 378 --- ---
126 206 137 225
HIGH CRUISE POWER
ISA +10°C 1900 RPM

ALTITUDE PER ENGINE PER ENGINE FUEL FLOW 10300 LBS 9500 LBS 8500 LBS
FEET °C F FT LBS ·
LBS/HR LBS/HR CAS TAS CAS TAS CAS TAS
SL -- --- --- --- --- --- --- --- --- ---
2000
4000
8000 --- --- --- --- --- --- --- --- --- --- ---
10000 13 56 1565 364 728 209 247 210 248 210 249
12000 9 49 1463 341 682 200 245 202 247 203 249
14000 5 41 1362 319 638 192 243 194 245 196 247
16000 1 34 1267 299 598 184 240 186 243 188 246
18000 -3
27 1180 279 558 176 237 178 241 180 243
20000 -7
19 1090 260 520 167 233 170 237 173 241
22000 -11
11 1007 243 486 157 228 161 233 165 238
24000 -16
4 933 226 452 147 220 153 229 156 234
26000 -20 -4
863 210 420 131 204 143 223 148 230
28000 -25 -12

792 195 390 --- --
131 210 140 226
-28 -19 --- ---- --- ---

130 216
HIGH CRUISE POWER
ISA +20°C 1900 RPM

SL ---- ---- --- --- --- ---- --- --- --- ---- ----
2000
4000
6000
8000 --- - -- --- ----- --- --- ---- --- - - ---
10000 23 74 1460 . 344 688 201 243 203 245 204 246
12000 19 66 1370 323 646 194 241 196 244 197 245
14000 15 59 1285 303 606 186 240 188 242 190 245
16000 11 52 1201 284 568 178 237 181 241 183 243
18000 7 44 1119 265 530 170 234 173 238 175 241
20000 3 37- 1036 247 494 161 229 164 234 168 239
22000 -2
29 955 230 460 151 223 156 229 159 235
24000 -6
21 873 213 426 136 208 146 223 150 229
26000 -11
13 805 198 396 ---- ---
134 213 143 226
28000 -16
4 735 183 366 --- ---
117 192 133 218
30000 --- --- ---- --- ---- --- --- --- ---- --- ----
HIGH CRUISE POWER
ISA +30°C 1900 RPM

ALTITUDE PER ENGINE PER ENGINE FUEL FLOW 10500 LBS 9500 LBS 8500 I BS
SL --- --- --- --- --- --- -¯¯ -¯¯ -¯¯ -¯¯ --
2000
6000 s,
8000 --- --- ---- --- --- --- --- --- --- --- ---
10000 -
33 91 1357 324 648 194 238 196 241 197 242
12000 29 84 1272 303 606 187 236 189 239 191 241
14000 25 76 1192 285 570 179 234 181 238 183 240
16000 21 69 1115 267 534 171 232 174 235 176 239
18000 16 62 1041 250 500 163 228 166 232 169 237
20000 12 54 973 234 468 154 223 158 229 162 235
22000 8 47 904 219 438 143 215 150 226 154 231
24000 4 39 831 203 406 125 194 140 217 146 227
26000 -1
30 763 188 376 --- ---
125 202 137 222
28000 --- --- ---- --- ---- --- --- --- --- --- ---
30000 --- --- ¯ ¯¯ --

--- --- ---- ---
--- --- ----
HIGH CRUISE POWER
ISA +40°C 1900 RPM

SL --- - - --- --- --- --- --- - --- -- ---
2000
4000
6000
REFER TO LOW CRUISE PONER SETTWGS BELOW 0000 FEET
8000 --- --- --- ---- --
10000 43 108 1251 304 608 186 233 189 235 191 238
12000 38 101 1173 285 570 179 231 181 234 183 236
14000 34 94 1100 267 534 171 228 174 232 176 235
16000 30 86 1029 250 500 163 225 166 229 170 234
18000 26 79 960 234 468 154 220 158 226 162 231
20000 22 72 898 219 438 144 213 151 223 154 228
22000 18 64 835 205 410 129 197 142 217 147 225
24000 13 55 772 191 382 --- ----
129 205 139 221
26000
28000 --- --- --- --- --- --- ---- --- --- ---- ---
30000 --- --- --- --- --- --- --- --- --- --- ---
RANGE PROFILE-HIGH CRUISE POWER
STANDARD DAY (ISA)
1900 RPM
ASSOCIATED CONDITIONS: NOTE: RANGE INCLUDES START, TAXI, CLIMB

WEIGHT 10668 LBS BEFORE ENGINE START AND DESCENT WITH 45.MINUTES
FUEL AVIATION KEROSENE RESERVE FUEL AT MAXIMUM RANGE
FUEL DENSITY 6.7 LB/GAL POWER.
30000 i
CRUIS[E TRUE AlRSPEED~KNOTS

229
25000 233
23
240
20000
243
245
15000--
247
-
O t, 249
248 ---- --
10000--
----¯¯ - ---- ----

5000--
SIr- --------------------------------------------
( 100 200 300 400 500 600 700 800 900 KOO 1100 1200
RANGE ~NAUTICAL MILES (ZERO WIND)

LOW CRUISE POWER
ISA -30°C 1900 RPM
PRESSURE IO4T TORQUE FUEL FLOW TOTAL IRSPEED KN]TS

ALTITUDE PER ENGINE PER ENGINE FUEL FLOW 10500 LBS 9500 BS 8500 -BS
SL -9
16 1578 385 770 226 214 226 214 226 214
2000 -13
9 1628 385 770 226 220 226 220 226 220
4000 -16
3 1628 378 756 224 224 224 225 224 225
6000 -20
4 1628 373 746 221 229 222 229 222 229
8000 -24 -11

1628 371 742 219 233 220 234 220 234
10000 -27 -17

.
1628 369 738 217 238 218 239 218 239
12000 -31 -24

1619 365 730 214 242 215 243 216 244
14000 -35 -31

1493 338 676 206 240 207 242 208 243
16000 -39 -39

1362 309 618 196 236 198 238 199 240
18000 -44 -46

1228 285 566 185 230 187 233 189 236
20000 -48 -54

1111 258 516 175 224 177 228 180 231
22000 -52 -62

998 234 468 164 217 167 221 170 226
24000 -57 -70

892 212 424 151 207 156 214 160 219
26000 -61 -78

797 192 384 132 187 144 205 149 212
28000 -66 -87

700 171 342 --- ---
126 186 138 203
30000 --- --- --- --- --- --- ---- --- --- --- ---
31000 --- --- --- --- --- --- --- --- --- --- ---

LOW CRUISE POWER
ISA -20°C 1900 RPM
PRESSURE IO4T TORQUE FUEL FLOW TOTAL /JRSPEED KN3TS

ALTITUDE PER ENGINE PER ENG1NE FUEL FLOW 10500 LBS 9500 BS 8500 I BS
SL 1 34 1609 390 780 226 218 226 218 226 218
2000 -2
28 1628 385 770 224 223 225 223 225 223
4000 4 21 1628 378 756 222 227 223 228 223 228
l '
6000 -10 - 14 1628 373 746 220 232 221 232 221 232
8000 -14
8 1628 371 742 218 236 219 237 219 237
10000 -17
1 1628 368 736 215 241 216 242 216 242
12000 -21
. -6
1525 347 694 208 241 210 242 210 243
14000 -25 -13

1432 327 654 201 239 202 241 204 243
16000 -29 -20

1339 307 614 193 237 195 240 196 241
18000 -33 -28

1247 286 572 185 235 187 237 189 240
20000 -38 -36

1132 261 522 174 229 177 233 179 236
22000 -42 -43

1019 236 472 163 222 166 226 170 231
24000 -46 -51

911 215 430 151 212 156 219 159 224
26000 -51 -59

814 195 390 131 191 144 209 149 217
28000 -56 -68

715 174 348 ---- ---
126 190 138 208
30000 --- - -- --
--- --- ----
----- ---- ---
--- ---
31000 --- --- ---- ---- ---- --- --- -- --- -- --

LOW CRUISE POWER
ISA -10°C 1900 RPM
PRESSURE IOAT TORQUE FUEL FLOW TOTAL idRSPEED KN3TS

ALTITUDE PER ENGINE PER ENGINE FUEL FLOW 10500 LBS i9500LBS 8500 BS
FEET °C .
oF FT LBS LBS/HR LBS/HR CAS TAS CAS TAS CAS TAS
SL 11 53 1628 392 784 225 221 225 221 226 222
2000 8 46 1628 384 768 223 226 223 226 223 226
4000 4 39 1628 378 756 221 230 221 231 221 231
6000 0 33 1628 373 746 218 235 219 236 219 235
|
8000 -3
26 1619 370 740 216 239 217 240 217 240
l0000 -7
19 1526 349 698 209- 239 210 240 211 241
12000 -11
12 1433 328 656 202 238 203 240 204 241
14000 -15
5 1344 309 618 194 236 196 238 197 240
16000 .
-19 -3
1258 290 580 186 234 188 237 190 239
18000 -23 -10

1176 273 546 179 232 181 235 183 237
20000 -28 -18

1099 256 512 171 229 173 232 176 236
22000 -32 -25

1017 238 476 161 224 165 228 168 234
24000 -36 -33

929 218 436 151 216 155 223 159 229
26000 -‡l 41 830 197 394 131 195 144 214 149 221
28000 46 -50
729 177 354 ---- ---
125 193 138 212
30000 -- --- --- --- --- --- --- --- --- --- ---
31000 --- --- --- --- --- --- --- --- - - --- ---

LOW CRUISE POWER
ISA 1900 RPM
PRESSURE lO4T TORQUE FUEL FLOW TOTAL idRSPEED KN3TS

ALTITUDE PER ENGINE PER ENGINE FUEL FLOW 10500 LBS 9500 -BS 8500 BS
SL 22 71 1628 392 784 224 224 224 224 224 224
2000 18 64 1628 384 768 222 228 222 229 222 229
4000 14 58 1628 377 754 219 233 220 234 220 234
6000 11 51 1593 367 734 215 236 217 237 217 237
8000 7 44 1509 348 696 209 236 211 237 211 238
10000 3 37 1427 329 658 202 235 204 237 205 239
12000 -1
30 1346 310 620 195 234 197 237 198 238
14000 -6
22 1259 292 584 187 232 189 235 191 237
16000 -10
15 1178 275 550 180 230 182 233 184 236
18000 -14
8 1101 257 514 172 228 174 231 177 234
20000 -18
0 1027 241 482 163 224 166 228 170 233
22000 -22
4 957 226 452 155 219 159 225 162 230
24000 -26 -15

888 211 422 144 211 151 221 154 226
26000 -30 -23

822 197 394 127 192 141 214 147 223
28000 -35 -32

741 179 358 ---- ---
125 196 137 216
30000 --- --- --- --- --- --- ---- --- --- --- ---
31000 --- --- ---- --- --- --- --- --- --- --- ---

LOW CRUISE POWER
ISk +10°C 1900 RPM
PRESSURE 104T TORQUE FUEL FLOW TOTAL / IRSPEED KN')TS

ALTlTUDE PER ENGINE PER ENGINE FUEL FLOW 10500 LBS 9500 .,BS 8500 ..BS
SL -
32 89 1628 391 782 223 226 223 227 223 227
2000 28 82 1585 377 754 218 229 219 230 219 230
4000 24 75 1524 360 720 213 230 214 231 215 232
6000 20 68 1464 343 686 208 232 209 233 210 234
. 8000 16 61 1395 326 652 201 232 203 233 204 235
10000 12 54 1323 309 618 1.95 231 197 233 19.8 235
|2000 8 47 1249 291 582 188 230 190 232 192 235
14000 4 40 1171 274 548 180 228 183 231 185 233
lb000 0 32 1099 258 516 173 226 175 229 178 232
18000 4 25 1032 243 486 165 223 168 227 171 231
20000 18 18 959 228 456 156 218 160 223 163 228
22000 -12
10 892 213 426 146 211 152 220 155 225
24000 -17
2 826 199 398 131 196 143 214 148 221
26000 -21 -6
762 185 370 ---- ----
130 202 140 217
28000 --- ---- --- --- --- --- --- --- -- --- ----
30000 --- --- --- --- --- --- --- ---- --- --- - ---
31000 --- --- --- --- --- --- --- ---- --- --- ---

LOW CRUISE POWER
ISA +20°C 1900 RPM
PRESSURE IO4T TORQUE FUEL FLOW TOTAL islRSPEED KNJTS

ALTITUDE PER ENGINE PER ENGINE FUEL FLOW 10500 LBS 9500 BS 8500 LBS
SL 42 107 1487 369 738 215 222 216 223 216 223
2000 38 100 1443 353 706 210 224 211 225 212 226
4000 34 93 1394 338 676 205 225 207 227 208 228
6000 30 86 1341 322 644 200 226 201 228 202 229
8000 26 79 1276 305 610 193 226. 195 228 196 230
10000 22 72 1210 289 578 186 225 188 227 190 230
12000 . 18 64 1142 272 544 179 224 182 227 184 229
14000 14 57 1079 257 514 172 222 175 225 177 228
16000 10 50 1016 242 484 165 220 168 223 171 228
18000 6 42 955 228 456 157 216 161 221 164 226
20000 2 35 890 213 426 148 210 153 218 156 223
22000 -3
27 824 199 398 133 195 144 212 149 219
24000 -7
19 754 185 370 ---- ----
131 200 141 215
26000 -12
10 698 173 346 --- ---
114 181 131 208
28000 --- ----- --- --- --- --- --- --- --- --- ---
30000 --- ---- --- --- --- --- --- --- ---- --- ---
31000 --- --- ---- --- --- --- --- ---- ---- --- ---

LOW CRUISE POWER
ISA +30°C .
1900 RPM
PRESSURE IO4T TORQUE FUEL FLOW TOTAL idRSPEED KN')TS

ALTITUDE PER ENGINE PER ENGINE FUEL FLOW 10500 LBS 9500 BS 8500 LBS
FEET oC °F FT LBS LBS/HR LBS/HR CAS TAS CAS TAS CAS TAS
SL 51 124 1326 344 688 205 215 206 217 207 218
2000 47 117 1292 330 660 200 217 202 219 203 220
4000 43 110 1255 315 630 195 218 197 220 199 222
6000 40 103 1215 301 602 190 219 192 222 194 223
8000 36 96 1160 286 572 184 219 186 222 189 224
10000 32 89 1102 270 540 178 218 180 . 221 182 224
12000 28 82 1040 255 510 171 217 173 220 176 223
14000 24 74 981 240 480 163 214 166 218 170 223
16000 19 67 924 226 452 155 211 159 216 163 221
18000 15 60 868 212 424 146 205 153 214 156 218
20000 11 52 815 199 398 134 194 144 209 149 216
22000 7 44 757 186 372 --- ---
133 200 142 214
24000 2 35 697 174 348 --- ---

117 182 132 206
26000 --- --- --- --- --- --- --- --- --- --- ---
28000 --- --- ---- --- --- --- --- --- --- --- ---
30000 --- --- --- --- --- --- --- --- --- --- ---
31000 --- --- --- --- --- --- --- --- --- --- ---

LOW CRUISE POWER
ISA +40°C 1900 RPM
PRESSURE IO4T TORQUE FUEL FLOW TOTAL AIRSPEED KN3TS

ALTITUDE PER ENGINE PER ENGINE FUEL FLOW 10500 LBS 9500 -BS 8500 -BS
SL 61 141 1169 320 640 193 206 195 208 197 210
2000 57 134 1142 307 614 189 208 191 210 193 212
4000 53 127 1114 294 588 185 209 187 212 189 214
6000 49 120 1083 281 562 180 211 183 214 185 216
8000 45 113 1035 266 532 174 210 177 213 179 216
10000 41 106 985 252 504 168 209 171 213 173 216
12000 37 99 933 237 474 161 207 164 211 167 216
14000 33 92 884 224 448 153 204 157 210 161 214
16000 29 84 835 211 422 144 198 151 208 154 °212
18000 25 77 784 198 396 131 186 142 203 148 210
20000 20 69 735 186 372 ---- --

132 195 141 208
22000 16 60 684 174 348 --- , ----

117 179 132 202
24000 ---- --- --- --- --- ---- ---.- ---- --- --- ---
26000 --- --- ..---- --- --- --- --- ---- ---
28000 ---- --- ---- --- --- --- --- ---- - - ---- ---
30000 ---- --- --- --- --- --- --- --- --- --- ----
31000 --- --- --- --- --- --- ---- ---- --- --- ----

-
RANGE PROFILE LOW CRUISE POWER
STANDARD DAY (ISA)
1900 RPM
ASSOCIATED CONDITIONS: .
NOTE: RANGE INCLUDES START, TAXI, CLIMB
WEIGHT 10668 LBS BEFORE ENGINE START AND DESCENT WITH 45 MINUTES
FUEL AVIATION KEROSENE RESERVE FUEL AT MAXIMUM RANGE
FUEL DENSITY 6.7 LB/GAL POWER.
CRUISE TRUE AIRSPEED ~KNOTS I
25000 ,
221
228225
231
¯ ¯
15000
35
10000- 237 i i
238
-
237
-
5000
SL . .
·l
100 200 300 400 500 600 700 800 9 10 1030 1100 1230
sa RANGE ~NAUTICAL MILES (ZERO WIND)
MAXIMUM RANGE POWER
ISA -30°C 1900 RPM
10500 PO JNDS 9500 P JUNDS 8500 POU NDS

PRESSURE TORQUE FUEL FUEL TORQUE FUEL FUEL TORQUE FUEL FUEL
ALTITUDE 1.O.A.T PER ENG FLOW FLOW TAS PER ENG FLOW FLOW TAS PER ENG FLOW FLOW TAS
PER ENG TOTAL PER ENG TOTAL PER ENG TOTAL
FEET °C °F LB/HR LB/HR KNOTS LB/HR LB/HR KNOTS
FT LB FT LB LB/HR KNOTS FT LB LB/HR
-ll
S.L. 12 893 261 522 172 832 251 502 169 764 240 480 166
-15
2000 5 868 248 496 173 802 238 476 169 742 228 456 166
- -19 -2
.
4000 846 237 474 173 773 225 450 169 7l3 215 430 166
on
-23 -10
. 6000 817 224 448 173 748 213 426 169 680 20l 402 166
-27 -17
8000 796 215 430 173 '735 204 408 171 663 197 394 166
-31 -24
10000 789 208 416 175 715 195 390 171 652 184 368 168
-35 -31
12000 792 202 404 178 703 187 374 172 641 176 352 169
-39 -38
14000 799 199 398 182 701 182 364 175 621 168 336 169
-42 -44
16000 805 197 394 185 707 179 358 178 613 162 324 170
-46 -51
18000 816 195 390 189 719 177 354 182 617 159 318 174
-50 -58
20000 827 195 390 193 728 176 352 186 627 157 314 178
-53 -64
22000 862 201 402 201 749 178 356 191 637 156 31.2 182
-58 -72
24000 763 184 368 185 703 170 340 185 643 156 312 186
--- --- --- --- ---
-62 -79
26000 --- --- --- - 666 159 318 192
-- -- --- --- -- - - --- --- - - - -

28000
-- -- --- -- --- --- - -- - -
30000
-- -- --- -- --- --- --- --- -
31000
NOTE: (1) TEMPERATURE AND ALTITUDE COMBINATIONS WHICII llAVE BEEN DELETED INDICATE
THAT AIRSPEED IS LIMITED BY LOW CRUlSE POWER.
(2) MAXIMUM RANGE AT ALTlTUDE MAY BE CALCULATED FROM TRUE AIRSPEED, ASSUMING
> 9¾35088 MAXIMUM RANGE POWER
ISA -20°C 1900 RPM
10500 PO JNDS 9500 POUNDS 8500 POUNDS

ALTITUDE 1.O.A.T PER ENG FLOW FLOW TAS PER ENG FLOW FLOW TAS PER ENG FLOW FLOW TAS
FEET °C °F LB/HR LB/HR KNOTS LB/HR LB/HR KNOTS FT LB LB/HR LB/HR KNOTS
FT LB FT LB
-1
S.L. 30 933 268 536 177 863 257 514 174 799 247 494 171
-5
2000 23 907 256 512 178 837 245 490 174 776 235 470 172
-9
4000 16 880 244 488 178 8l3 233 466 175 747 222 444 172
-13
6000 9 856 233 466 179 791 223 446 176 718 2I6 432 172
-17
8000 2 839 224 448 180 773 213 426 177 701 201 402 173
-21 -5
10000 827 2l6 432 18l 751 203 406 177 686 193 386 174
-25 -l2
12000 818 209 418 183 736 195 390 178 666 183 366 174
-28 -19
14000 8l7 204 408 186 735 190 380 181 649 176 352 175
-32 -26
16000 824 202 404 189 733 185 370 183 644 170 340 177
-36 -32
18000 831 200 400 193 736 182 364 186 648 166 332 180
-39 -39
20000 843 200 400 197 744 181 362 190 650 163 326 183
*
22000 -43 -46
863 203 406 203 754· 181 362 195 657 162 324 187
-47 -52
24000 874 205 4l0 207 770 . 182 364 200 665 161 322 191
-60 --- --- ---
-5l ---
26000 784 185 370 205 678 162 324 196
- -- --- - - --- --- --- --- - - --- ---
28000 ---
- -- - - - - --- --- --- --- - --- ---
30000 --
- --- --- --- - - - - --- --- ---
31000 --
NOTE: (1) TEMPERATURE AND ALTlTUDE COMBlNATIONS WHICIl IIAVE BEEN DELETED INDICATE
THAT AIRSPEED IS LIMITED BY LOW CRUISE POWER.
(2) MAXIM.UMRANGE AT ALTlTUDE MAY BE CALCULATED FROM TRUl AIRSPEED, ASSUMING

ZERO WIND.
MAXIMUM RANGE POWER
ISA -10°C 1900 RPM
10500 PO JNDS 9500 P3UNDS 8500 POUNDS

ALTlTUDE I.O.A.T PER ENG FLOW ELOW TAS PER ENG FLOW FLOW TAS PER ENG FLOW FLOW TAS
. PER ENG TOTAL PER ENG TOTAL PEI( ENG TOTAL
FEET °C °F LB/llR LB/llR KNOTS LB/llR LB/IlR KNOTS FT LB LB/HR LB/HR KNOTS
FT LB FT LB
S.L. 9 48 903 277 532 176 835 255 510 173 770 244 488 170
2000 5 41 897 266 512 179 839 246 492 176 768 235 470 173
887 246 492 181 828 237 • 452

4000 1 34 474 178 762 226 175
-2
6000 28 878 237 474 183 807 226 452 179 750 217 434 177
-6
8000 20 852 228 456 183 792 218 436 181 732 208 416 178
-10
10000 13 832 219 438 184 779 210 420 182 710 198 396 178
-14
i 12000 6 831 213 426 186 758 201 402 182 695 190 380 179
-18
14000 0 833 209 418 189 746 194 388 184 682 183 366 181
-22 -7
$ 16000 836 206 412 193 747 189 378 187 667 176 352 182
-26 -14
e. 18000 846 204 408 197 749 186 372 190 660 170 340 184
-29 -21
20000 861 205 410 202 758 185 370 194 664 167 334 187
-33 -27
22000 878 207 414 207 769 185 370 199 669 165 330 191
-37 -34
24000 891 211 422 211 786 187 374 204 678 165 330 195
-41 --- --- --- ---
-42
26000 798 190 380 209 692 e
166 332 201
-- -- --- --- - - --- -- -- - -
28000
-- -- --- --- --- --- --- ·
--- --- - -- --- -- --
30000
-- -- - - -- ---- --- - -- -
31000 - - -
NOTE: (1) TEMPERATURE AND ALTITUDE COMBINATIONS WHICH HAVE BEEN DELETED INDICATE
(2) MAXlMUM RANGE AT ALTITUDE MAY BE CALCULATED FROM TRUE AIRSPEED, ASSUMING
ZERO WIND.
MAXIMUM RANGE POWER
ISA 0°C 1900 RPM .
·
10500 POUNDS 9500 P JUNDS 8500 P JUNDS
PRESSURE TORQUE FUEL
FUEL TORQUE FUEL FUEL TORQUE FUEL FUEL
ALTITUDE I.O.A.T PER ENG FLOW
FLOW TAS PER ENG FLOW FLOW TAS PER ENG FLOW FLOW TAS
PERENG TOTAL PERENG TOTAL PERENÇ TOTAL
FEET °C °F FT LB LB/HR LB/HR LB/HR LB/HR
KNOTS FT LB LB/HR LB/HR KNOTS FT LB KNOTS
S.L. 19 67 941 274 548 181 858 261 522 177 765 246 492 171
2000 15 60 914 261 522 182 836 248 496 178 744 234 468 172
4000 11 53 889 249 498 ,

183 817 237 474 179 738 224 448 174
6000 8 46 873 238 476 184 805 227 454 181 735 216 432 177
8000 4 39 857 230 460 185 796 ,

219 438 183 725 208 416 179
10000 0 32 851 223 446 187 776 210 420 184 716 200 400 181
-4
12000 25 842 216 432 189 759 201 402 184 704 192 384 182
-8
14000 18 843 212 424 192 760 197 394 187 680 189 368 182
-12
2 16000 11 848 210 420 196 756 193 386 190 671 178 356 184
-15
-
4 861 209 418 200 760 . 190 380 193 674 174 348 188
18000
-19 -2
20000 879 211 422 206 770 189 378 198 673 171 342 190
* -23 -9
22000 899 214 428 212 784 190 380 203 680 149 338 194
-27 -16 -- --- --- ---
24000 802 192 384 208 691 169 338 199

-31 -24 --- -- --- --- --- - --- ---
26000 706 171 342 205
- -- --- - - --- ---
28000 - --- ---
-- -- -- --- - ---
- --- -- --- - ---
30000
-- - --- --- - -- --- -- -- ---
31000
NOTE: (1) TEMPERATURE AND ALTlTUDE COMBlNATIONS WHICH llAVE BEEN DELETED INDICATE
THAT AlRSPEED IS LIMITED By LOW CRUISE POWER.
(2) MAXIMUM RANGE AT ALTITUDE MAY BE CALCULATED FROM TRUE AIRSPEED, ASSUMING
ZERO WIND.
MAXIMUM RANGE POWER
ISA +10°C 1900 RPM
10500 POUNDS 9500 POU4DS 8500 POU MDS

ALTITUDE I.O.A.T PER ENG FLOW FLOW TAS PER ENG FLOW FLOW TAS PER ENG FLOW FLOW TAS
PER ENG TOTAL PER liNG TOTAL PER ENG TOTAL
FEET °C °F FT LB LB/HR LB/HR KNOTS FT LB LB/liR LB/IIR FT LB LB/flR LB/HR KNOTS
KNOTS
°
S.L 29 85 920 274 548 181 847 261 522 178 778 250 500 174
2000
.
25 78 914 263 526 184 851 253 506 181. 777 241 482 177
4000 22 71 909 259 518 838 242
186 484 183 770 231 462 179
on
6000 896 243 486 820 231
18 64 188 462 184 751 220 440 181
8ooo 14 57 871 233 466 188 809 223 446 186 736 211 422 182
10000 10 50 856 225 450 190 795 214 428 187 721 202 404 183
-
9 12000 6 43 858 219 438 193 775 205 410 188 708 194 388 185
... 14000 2 36 847 215 430 196 769 200 400 190 697 187 374 186
o
-l
16000 29 862 213 426 199 770 196 392 193 683 18 1 362 188
18000 -5
| 23 877 212 424 204 772 193 386 197 681 176 352 190
20000 -9
16 898 216 432 210 284 193 386 201 683 173 346 194
22000 -13 --- --- --- ---
9 802 195 390 207 691 173 346 198

24000 -17 --- --- --- --- --- --- --- ---
1 705 173 346 203
26000 -21 -5 --- -- --- --- --- ---- ---- --- 722 176 352 209
-- -- --- --- --- --- --- --- --
28000 - -
-- -- --- -- --- --- --- --- -
30000
-- -- --- -- --- -- - --- ---

31000 ---
NOTE: (1) TEMPERATURE AND ALTITUDE COMBINAT10NS WHICH llAVE BEEN DELETED INDICATE
7CDA MllMO
MAXIMUM RANGE POWER
ISA +20°C 1900 RPM
10500 POUNDS 9500 POUNDS 8500 POU MDS

ALTITUDE l.O.A.T PER ENG FLOW FLOW TAS PER ENG FLOW FLOW TAS PER ENG FLOW FLOW TAS
PERENG TOTAL PERENG TOTAL PERENG TOTAL
FEET °C °F LB/HR LB/HR KNOTS FT LB LB/HR LB/HR KNOTS FT LB LB/HR LB/HR KNOTS
FT LB
S.L. 951 281 562 186 857 265 530 760

39 102 180 249 498 174
2000 35 95 929 268 536 187 847 255 510 182 750 239 478 176
4000 31 88 908 256 512 188 833 244 488 184 750 230 460 179
6000 27 81 892 246 492 189 827 235 470 186 750 222 444 182
8000 24 75 875 236 472 191 814 226 452 188 742 214 428 184
10000 20 68 871 229 458 193 793 216 432 189 736 206 412 187
12000 16 61 863 222 444 195 781 208 416 190 718 197 394 188
14000 12 54 864 218 436 198 782 203 406 194 699 189 378 188
16000 8 47 876 216 432 203 . 777 198 396 196 694 183 366 191
18000 4 40 894 216 432 208 783 195 390 200 694 178 356 194
--- --- --- ---
20000 1 33 799 196 392 205 693 176 352 197
-3 --- --- ---- --- --- --- ---

22000 26 --- 703 175 350 202
-7 --- --- --- --- --- --- ---
24000 20 --- 719 I78 x 356 207
-3 --- - --- -- --
26000 27 - -- - - --- - -- -
- -- --- --- --- --- - - - - --- --- - -- -
28000
-- - -- --- --- -- - -- - -- --- - - --
30000
-- -- --- -- -- -- --- --- - --- --- - ---
31000
NOTE: (i) TEMPERATURE AND ALTITUDE COMBINATIONS WHICIl llAVE BEEN DELETED INDICATE
(2) MAXIMUM RANGE AT ALTITUDE MAY BE CALCULATED FROM TRUE AIRSPEl D, ASSUMING
ZERO WIND.
MAXIMUM RANGE POWER
ISA +30°C 1900 RPM
10500 PO JNDS 9500 POU SDS 8500 POU NDS.

PRESSURE TORQUE FUEL FUEL ·
TORQUE FUEL FUEL TORQUE FUEL FUEL
ALTITUDE 1.0.A.T PER ENG FLOW FLOW TAS PER ENG FLOW FLOW TAS PER ENG FLOW FLOW TAS
PER ENG TOTAL PER liNG TOTAL PER ENG TOTAL
FEET °C °F FT LB LB/llR LB/IIR KNOTS FT LB Lß/IIR LB/llR KNOTS FT LB LB/llR LB/llR KNOTS
S.L 49 121 935 281 562 186 862 268 536 182 790 256 512 179
2000 46 114 931 271 542 189 861 259 518 185 783 246 492 181
4000 42 107 925 261 522 191 848 249 498 187 778 237 474 184
f.
>
6000 38 100 915 251 502 193 836 238 476 189 764 226 452 185
8000 34 93 885 240 480 193 828 230 460 191 751 217 434 187
10000 30 86 869 231 462 194 813 220 440 193 737 208 416 189
12000 26 79 870 226 452 198 787 211 422 193 724 200 400 190
;
"g 14000 22 72 885 224 448 203 781 205 410 195 713 193 386 192
o 16000 19 65 900 222 444 208 788 201 402 200 698 185 370 193
18000 --- --- --- ---

15 59 802 200 400 204 696 181 362 196
20000 -- --- --- --- --- --- ---- -

ll 52 703 178 356 200
22000 --- --- --- --- --- --- --- -
8 46 718 179 358 206
24000 --- --- --
4 39
26000 - - --- -
1 33
-- - -- --
28000 --
-- -- - --- --
30000
-- -- - -- --
31000
NOTE: (1) TEMPERATURE AND ALTITUDE COMBINATIONS WHICH llAVE BEEN DELETED INDICATE
ZERO WIND.
-
MAXIMUM RANGE POWER
ISA +40°C 1900 RPM
10500 PO JNDS 9500 POU SDS 8,500 POIHOS

PERENG TOTAL PERENG TOTAL PERENG TOTAL
FEET °C °F LB/HR LB/IIR KNOTS FT LB LB/HR LB/IIR KNOTS FT LB LB/HR LB/HR KNOTS
FT LB
S.L 59 139 956 286 572 189 863 271 542 184 766 255 510 178
2000 56 132 .
941 275 550 191 855 . 261 522 186 762 245 490 180
4000 52 125 929 264 528 193 847 251 502 189 765 237 474 184
> 6000 48 118 908 253 506 194 841 . 241 482 191 761 228 456 187
5 8000 44 111 890 243 486 195 830 232 464 193 755 220 440 189
C>
10000 40 104 889 236 472 198 804 222 446 193 749 212 424 192
12000 36 97 897 232 464 202 792 214 428 195 730 203 406 193
14000 --- --- --- ---
33 91 799 210 420 199 708 194 388 193

o
16000 -- --- --- ---
29 84 811 207 414 204 701 188 376 195

18000 -- --- --- --- --- --- --- ---
25 77 712 185 370 200
20000 --- --- --- --- --- --- --- ---
22 71 725 184 368 205
22000 -- -- --- --- --- --- --- - -- -- --- -
18 64
--- --- -- ---
24000 14 58 -- --- --
26000 --- -- - --- -- ---
11 51 --
-- -- - --- --
28000 -- --- --- --
- -- -- --- -- - - --- --- -
30000
-- -- - --- -- --- --- --
31000 --
NOTE: (l) TEMPERATURE AND ALTITUDE COMBlNATIONS WHICli IIAVE BEEN DELETED INDICATE
oo
(2) MAX1MUM RANGE AT ALTITUDE MAY BE CALCULATED FROM TRUE AIRSPEl D, ASSUMING
ZERO WIND.
RANGE PROFILE- MAXIMUM RANGE POWER
STANDARD DAY (ISA)
1900 RPM
ASSOCIATED CONDITIONS: NOTE: RANGE INCLUDES START, TAXI, CLIMB

WEIGHT 10668 LBS BEFORE ENGINE START AND DESCENT WITH 45 MINUTES RESERVE
FUEL AVIATION KEROSENE FUEL AT MAXIMUM RANGE POWER.
FUEL DENSITY 6.7 LBS/GAL
CRUISE TRUE AIRSPEED~KNOTS

I 213
-
25000
208
98
20000
15000
1
10000
183
199181
5000
-- ---
SL
100 200 300 400 500 600 700 8tl0 9ti0 1000 1130 1230
~
RANGE NAUTICAL MILES (ZERO WIND)
HOLDING TIME
TORQUE SETTING 600 FT LBS AT 1900 RPM
APPLICABLE FOR ALL TEMPERATURES
PFFESURE ALTITLI E FEET

-
s.o- isoao
15030
10030
4.0 500)
. o
3.0-·- -- -- --
2.0-- --- ------ -------- - - ------
1.0-- -- ---- ----- -- ---
0-- ---
n 100 2f 0 3tl0 400 500 6( 0 700 8( 0 9tl0 1030 1100 1200 1330 14 10 15 30 16 10
~
FUEL REQUIRED POUNDS
CRUISE SPEED
--1944)
HIG i CRUISE 3WER RPM
01355 Wil3HT 9500 31
------- ----- - ------ -- -- - - -
30000
-ISA-10oC
-------- ---------- -------- ------- -- ----- --- - ------ - C¯

25000- ISA-20
lil lil
-
ISA-' foC
20000- - -- ----- -- --- ------ -- --- - - - --- --
15000- -
--- -- --- --- ---- -------- ---- --- --
10000
SL
1'O 1f0 110 2(0 2 0 2 0 2'O 2<0 2LO
TRUE AIRßPEED~KNOTS
CRUISE SPEED
-1900 RPM
LOW CRUISE POWER
GROSS WEIGHT 9500 LBS
----- -- --------- ----- ---- ----- ---- ---------- -----------

30000-
Joo
----- --
c -------
25000- --
20000- - ---- ------- -- --- - - --N-
15000- -- -- --- -- -- ------ -- - --- -------
10000------- -------- -- ---- ---- --- -----
-- -- ---- ----- --- --r ------- --

o
- -------- ----- --- --- ---- -----

5000-
SL
l'O 180 110 200 2 0 210 230 2 0 2i0
~
TRUE AIRSPEED KNOTS
&
HIGH CRUISE POWER
1900 RPM
EXAMPLE:
CRU1SE ALTITUDE 17000 FEET
ISA+9°C
TEMPERATURE
TORQUE SETTING 1235 FT LB
INDICATED OUTSIDE
. AIR TEMPERATURE
-2°C
TORQUE LIMIT 1628 FT LB
1600
I I I I
I I I I I |
1500
i
I i i i i
l I I
1400 -
I l I
I I \ l
1300
I
1200 -
11oo -
1000 -
900 -
800 -
700 -
r o
I I
800
-80 -70 -60 -50 -40 -30 -20
-10
0 10 20 30 40 50 60
INDICATED OUTSIDE AIR TEMPERATURE ~°C

LOW CRUISE POWER
1900 RPM
EXAMPLE:
CRUISE ALTITUDE 17000 FEET
TEMPERATURE ISA + 9°C
TORQUE SÊTTING 1075 FT LB
INDICATED OUTSIDE
AIR TEMPERATURE -3°C
TORQÛE LIMIT~1628 FT LD
1600
I
1400 -
isoo
I i
¯¯¯
1200
E-
1100
e
1000
900
800
700
000 -- -
-70 -60 -50 -40 -30 -20 0-10

10 20 30 40 50 60 70
INDICATED OUTSIDE AIR TEMPERATURE ~°C

FUEL FLOW AT HIGH CRUISE POWER
1900 RPM EXAMPLE:
INDICATED OUTSIDE
-2°C
AIR TEMPERATURE
PRESSURE ALTITUDE 17000 FEET
FUEL FLOW PER ENG 201 LB/HR
aao
.
370
- o
360
350
00
10
290 - --- ----
280 -
o 270 - ---
260 -
""0
240 -
230 -
220 -
-1-
200 -
1°
180
170
-70 -
0 -50 -40 -30 -10 -
0 0 10 20 30 40 50 60 70
INDICATED OUTSD)E AIt TEMPERATURE ~°C
840 King Air 100 Supplemental Operational Data

FUELFLOW AT LOW CRUISE POWER
1900 RPM
EXAMPLE:
INDICATED OUTSIDE AIR
TEMPERATURE -3°C
400 PRESSURE ALTITUDE 17000 FEET
FUEL FLOW PER ENGINE 252 LB/HR
300
300
?"0
360
350
?10 I I I I
330-
320-
i i i i i I
?10
700
290-
280-
270-
260-
250-
240-
230-
220-
210-
200-
190-
180- Op og a O
1'
-70 -60 -50 -40 -30 -20 -10
0 10 20 30 40 50 60 70
INDICATED OUTSIDE AIR TEMPERATURE ~

C
King Air 100 Supplemental Operational Data 841
OUTSIDE AIR TEMPERATURE °C
SUBTRACT st PROM INDICATED OAT TO OBTAIN TRUE OAT
(INDICnTED OAT IS RAM AlR TEMPERAT JRE ASSUMIb G A RECOVERY FACTOR OF 1.)
240
PFESSURE ALTITUDE
SL 5,000 FTT10,000 11
220
13,000 FT
200 20,000 ET
180
160
110
120
100-
80-
I 3 9 10 11 12 13 14
st TEMPERATURE CORRECTION C
842 King Air 100 Supplemental Operational Data

DENSITY VARIATION OF AVIATION FUEL
BASED ON AVERAGE SPECIFIC GRAVITY
e
AVERAGE SPECIFIC
FUEL
GRAVITY AT 15 C (59 F)
AVIATION KEROSENE
.812
JET A AND JET Al
JET B (JP-4) .785
AV GAS GRADE 100/130 .703
-
7.5
7.0
ADON KER
S
A JET A-1
JETB
--- -----
6.5
-.. A
4. - -
m ATTONG
6.0 L1N
GRADE 100
130
-40 -30 -10

-20
0 10 23 33 4)
oo
~ °C
TEMPERATURE
PRESSURIZATION CONTROLLER SETTING
FOR LANDING
EXAMPLE
ALTIMETER SETTING -
29.52 In Hg
LANDING FIELD ELEVATION 2000 FEET
CABIN ALTITUDE SETTING 2885 FEET
10000
i
FIELD
EVATION
8000 FT .
8000 -
7000 FT
6000 FT
6000-
5000 FT
000FT
1000
I I 000 FT
I
2000 FT
2000 --
1000 FT
SEA
SL- LENL
-1000
FT
-2000 -
28.80 29.20 29.60 30.00 30.40 30.80

STD
ALTIMETER SETTING~IN HG

SECTION IX
WEIGHT AND BALANCE
TABLE OF CONTENTS
Aircraft Basic Empty Weight and Balance . . . . . . . . . . . . . .

9-2
Weighing Instructions . . . . . . . . . . . . . . .
9-3
Dimensional and Loading Data
StandardSeating........... .
.......9-4
Non-Standard Seating and Cargo . . . . . . . . . . . . .

9-5
Loading Instructions . . . . . . . . . . . . . . . . .
9-6
Useful Load Weights and Moments
Occupants -
Standard Seating . . . . . . . . . . . . . . .
9-7
Baggage...... . .......
......9-7
Occupants - Non-Standard Seating . . . . . . . . . . . . . .

9-8
Cargo .......
.................9-9
CabinetContents. . . . . . . . . . . . . . . . . . . . . .
9-9
Usable Fuel . . . . . . . . . . . . . . .
.9-10
thru 9-12
9-13
Gross Weight and Moments Limit . . . . . . . . . . . . .
9-14
Weight and Balance Loading Chart . . . . . . . . . . . . .
9-15
Weight and Balance Loading Form . . . . . . . . . . . . .
Equipment List . . . . . . . . . . . . . . .
.9-16
thru 9-26
Al King Air 100 Supplemental Operational Data 9-1

Seechcraft.
KING AIR 100
AIRCRAFT BASIC EMPTY WEIGHT AND BALANCE
DATE: SERIAL NO:
REGISTRATION NO:
STRUT POSITION -
NOSE MAIN JACK POINT LOCATION
EXTENDED 29.4 208.5 FORWARD 83.5
COMPRESSED 30.8 210.5 AFT 225.5
REACTION
WHEEL JACK POINTS
-
SCALE
READING TARE NET WEIGHT
I
STATION
OR
ARM MOMENT
LEFT MAIN
RIGHT MAIN
SUB TOTAL
NOSE
TOTAL (AS WEIGHED)
SPACE BELOW PROVIDED FOR ADDITIONS AND SUOTRACTIONS TO AS WEIGHED CONDITION
EMPTY WEIGHT
ENGINE OIL 56 131 7336
UNUSABLE FUEL 20 169 3300
BASIC EMPTY WEIGHT
90-35332-Al
9-2 King Air 100 Supplemental Operational Data 1
Seechcraft.KING AIR 100
WEIGHING INSTRUCTIONS
Periodic weighing of the Model 100 is necessary to keep the Basic Empty Weight current. Frequency of weighing is
to be determined by the operator. All changes to the airplane affecting weight and/or balance are the responsibility
of the aircraft operator.
1. Aircraft may be weighed on wheels or jack points. Three jack points are provided with one on the nose section
of the fuselage at station 83.5 and two on the wing center section rear spar at station 225.5. Wheel reaction
locations should be measured as described in paragraph 6 below.
2. Fuel may be drained or tanks may be filled to full level preparatory to weighing. Tanks are drained from the
regular drain ports with the airplane in static ground attitude. When fuel is weighed, its specific weight
(pounds/gallon) should be determined by using a hydrometer or a temperature correction chart when fuel type
is known. Full usable fuel of 374 gallons has a center of gravity at station 185. When tanks are drained, 7
pounds of unusable fuel remains in -the aircrift at an arm of 187 inches. The remainder of the unusable fuel to
be added to a drained system is 13 pounds at station 159.
3. Engine oil must be at the full level in each tank. Total engine oil aboard when both tanks are full is 56 pounds at
an arm of 131 inches.
4. To determine aircraft configuration at time of weighing, installed equipment is checked against the aircraft
equipment list. The equipment list is brought up to date to coincide with aircraft configuration as weighed. All
equipment must be in its proper place during weighing.
5. The aircraft is placed on the scales in a level attitude. Leveling screws are located on the fuselage entrance door
frame. Leveling is accomplished with a plumb bob. Jack pad leveling may require the nose gear shock to be
secured in the static position to prevent its extension. Wheel weighings can be leveled by varying the amounts of
air in the shocks and tires.
6. Measurement of the reaction arms for a wheel weighing is made using the nose jacking point for a reference.
Using a steel measuring tape, measurements are taken with the airplane level on the scales from the reference (a
plumb bob hung from the center of the nose jacking point) to the axle center line of the nose gear and then
from the nose gear axle center line to the main wheel axle center line. The main wheel axle center line is best
located by stretching a string across from one main wheel to the other. All measurements are to be taken with
the tape level with the hanger floor and parallel to the fuselage center line. The locations of the wheel reactions
will be approximately at an arm of 209 inches for main wheels and 30 inches for the nose wheel.
7. The Basic Empty Weight and Moment are determined from the scale readings. Items weighed which are not part
of the empty airplanes are subtracted, i.e., usable fuel. Unusable fuel and engine oil are added if not already in
the airplane.
8. Weighings should always be made in an enclosed area which is free from air currents. The scales used should be
properly calibrated and certified, in accordance with the Bureau of Standards.
9-3
Al King Air 100 Supplemental Operational Data
SeechcrafaKING AIR 100
DIMENSIONAL AND LOADING DATA
479.36"
REFERENCE I 165.1" 77.86"
DATUM LEMAC MAC
F.S. 0.0
MOLD LINE
MAIN SPAR
F.S. 190.0
LEVELING POINTS
-
179.0 F.S. 277.25
REAR JACK POINTS

FRONT JACK MOLD LINE REAR
POINT F.S. 83.5 SPAR F.S. 225.5
STANDARD SEATING
COCKPIT CABIN FOYER AFT
CONFIGURAT10NS I & II
F.S.
I
F.S. F.S.
I F.S.
305.25 F.S.
30.0 84.0 143.6 F.S. 347,75
278.5
ROW II I'1 L2
CREW ROW I ROW III
CONFIGURATION III
OCCUPANT CENTROID
CREW F.S. 129.0
ROW I F.S. 175.0
ROW II F,S. 222.0
ROW III F.S. 256.0
L1 F.S. 292.0
L2 F.S. 314,0
CONFIGURATION BAGGAGE COMPARTMENT BAGGAGE CAPACITY CENTROID
I- SIDE PASSENGER SEAT FOYER -

150 F.S. 292.0
AND TOILET AFT CABIN -||BBS$$ 410 F.S. 325.0
II- SIDE TOILET FOYER -

150 F.S. 292.0
AFT CABIN -gggggg;
410 F.S. 325.0
III- AFT PASSENGER SEAT FOYER -
150 F.S. 292.0

AND TOILET AFT CABIN -R 200 & 370 • F.S. 332.0 &325.0
NOTE: Loading data for standard configurations only.

* Increase aft baggage to 370 pounds when compartment is not occupied
by a passenger. Foyer is not equipped for loose baggage; clothing on
hangers may be hung from the rod provided.
9-4 King Air 100 Supplemental Operational Data Al

Seechcraft2
KING AIR 100
LOADING DATA
NON-STANDARD SEATING AND CARGO CONFIGURATIONS
F. S. 0. 0.
- -
F. S. 30. O
EQUIP
COMPT
-'----
F.S. 84.0
COCKPIT
F. S. 129. O
F. S. 143. 0
1
2
SECTION A
3
4
F.S. 190.0 (MOLD LINE MAIN SPAR)
1
2
SECTION B
3
4
F. S. 230. 0
1
2
SECTION C
3
4
F. S. 270. 0
1
2
SECTION D
F.S. 310.0
1
2 SECTION E
3
F. S. 347. 75
EQUIP
COMPT
SECTION MAXIMUM CENTROID ARM

A 880 LBS. F. S. 167
B 860 LB. F. S. 210
C 830 LB F.S. 250
D 550 LB. F. S. 290
E 410 LB. F. S. 325
Cargo tiedown provisions are not provided.

Cargo may be supported upon and tied down
to the seat tracks.

Seechcraft.
KING AIR 100
LOADING INSTRUCTIONS
It is the responsibility of the airplane operator to insure that the airplane is properly loaded. At the time of delivery,
Beech Aircraft Corporation provides the necessary weight and balance data to compute individual loadings. All
subsequent changes in airplane weight and balance are the responsibility of the airplane owner and are normally
computed on FAA form 337, "Major Repair and Alteration".
The basic empty weight and moment of the airplane at the time of delivery is shown on the Aircraft Basic Empty
Weight and Balance form. Useful load items which may be loaded into the airplane are shown on the Useful Load
Weights and Moments tables. The minimum and maximum moments approved by the FAA are shown on the Gross
Weight and Moment Limits table. These moments correspond to the forward and aft center of gravity flight limits
for a particular weight. All moments are divided by 100 to simplify computations.
WARNING
Use of fuel causes the airplane center of gravity to move forward until wing fuel is expended. On
flights with few people aboard and seated in the forward cabin and/or crew compartment, the .
effect of use of fuel must be checked, in accordance with the steps below, to avoid flight beyond
-the
forward center of gravity limit.
COMPUTINGPROCEDURE
1. Record the basic empty weight and moment from the Aircraft Basic Empty Weight and Balance form (or from
the latest FAA Repair and Alteration Form 337). The moment must be divided by 100 to correspond to Useful
Load Moments.
2. Record the weight and corresponding moment of each item to be carried. These values are found on the Useful
Load Weights and Moments tables.
3. Total the weight column and moment column. The total weight must not exceed the maximum allowable gross
weight and the total moment must be within the minimum and maximum moments shown on the Gross Weight
and Moment Limits table.
Since the airplane must be loaded properly throughout the flight, the loading must be checked for fuel usage.
When operating near the forward center of gravity limit, check the loading at 740 pounds of fuel on board, as
well as take-off and landing weights. When operating near the aft center of gravity limit, checks at take-off and
landing weights are sufficient.
4. Determine by using page 9-12 the weight and corresponding moment of fuel to be burned by subtracting the
amount on board on landing from the amount on board at take-off.
5. For landing configuration weight and balance subtract the weight and moment of fuel to be burned from the
take-off weight and moment. The landing moment must be within the minimum and maximum moments shown
on Gross Weight and Moment Limits table for that weight. If the total moment is less than the minimum
moment allowed, useful load items must be shifted aft and/or forward load items reduced. If the total moment
is greater than the maximum moment allowed, useful load items must be shifted for ward and/or aft load items
reduced. If the quantity or location of load items are changed, the calculations must be revised and the moments
rechecked.
6. Loadings can be made on the Weight and Balance Loading Form (Form No. 90-35333).

Ûeechcraft.
KING AIR 100
USEFUL LOAD WEIGHTS AND MOMENTS
STANDARD CONFIGURATIONS
OCCUPANTS
L1 L2
CREW ROW I ROW II ROW III F.S. 292 F.S. 314
F.S. 129 F.S. 175 F.S. 222 F.S. 256 CONFIGURATION
WEIGHT
MONDENT/100
80 103 140 178 205 234 251

90 116 158 200 230 263 283 -
100 129 175 222 256 292 314
.110 142 193 244 282 321 345
120 155 210 266 307. 350 377
130 168 228 289 333 380 408
140 181 245 311 358 409 440
150 194 263 333 384 438 471
160 206 280 355 410 467 '502
170 219 298 377 435 496 534
180 232 315 400 461 526 565
190 245 333 422 486 555 597
200 258 350 444 512 584 628
210 271 368 466 538 613 659
220 284 .
385 488 563 642 691
230 297 . 403 511 589 672 722
240 310 420 533 614 701 754
BAGGAGE
(Clothing on Hangers) AFT CABIN AFT CABIN
FOYER F.S.325 F.S.332
WEIGHT .
F.S. 292 CONFIGURATIONS I & II CONFIGURATION III
MOMENT/100
10 29 33 33
20 58 65 66
30 88 98 100
40 117 130 133
50 146 163 166
60 175 195 199
70 204 228 232
80 234 260 266
90 263 293 299
100 292 325 332
200 650 664
300 975
355
400 1300
410 1333

KING AIR 100
Seechcraft.
USEFUL LOAD WEIGH15 AND MOMENTS
OCCUPANTS (NON-STANDARD SEATING)
SECTION A SECTION B SECTION C SECTION D SECTION E

USE CREW 123412341234123412 3
COLUMNS F.S. 129.0 F.S. F.S. F.S. F.S. F.S. F.S. F.S. F.S. F.S. F.S. F.S. F.S. F.S. F.S. F.S. F.S. F.S. F.S. F.S.
o
o MARKED 155.0 165.0 175.0 185.0 195.0 205.0 215.0 225.0 235.0 245.0 255.0 265.0 275.0 285.0 295.0 305.0 315.0 325.0 335.0
WEIGHT MCMENT/100
80 103 124 132 140 148 156 164 172 180 188 196 204 212 220 228 236 244 252 260 268
90 116 140 149 158 167 176 185 194 203 212 221 230 294 248 257 266 275 284 293 302
100 129 155 165 175 185 195 205 215 225 235 245 255 265 275 285 295 305 315 325 335
110 142 171 182 193 204 215 226 237 248 259 270 281 292 303 314 325 336 347 358 369
120 155 186 198 210 222 234 246 258 270 282 294 306 318 330 342 354 366 378 390 402
130 168 202 215 228 241 254 267 280 293 306 319 332 345 358 371 384 397 410 423 436
140 181 217 231 245 259 273 287 301 315 329 343 357 371 385 399 413 427 441 455 469
150 194 233 348 263 279 293 308 323 338 353 368 383 398 413. 428 443 458 473 488 503
160 206 248 264 280 296 312 328 344 360 376 392 408 424 440 456 472 488 504 520 536
170 219 264 281 298 315 332 349 366 383 400 417 434 451 468 485 502 519 536 553 570
180 232 279 297 315 333 351 369 387 405 423 441 459 477 495 513 531 649 567 585 603
190 245 295 314 333 352 371 390 409 428 447. 466 485 504 523 542 561 580 599 618 637
200 258 310 330 350 370 390 410 430 450. 470• 490 510 530 550 570 590 610 630 650 670
210 271 326 347 368 389 410 431 452 473 494 515 536 557 578 599 620 641 662 683 704
220 284 341 363 385 407 429 415 473 495 517 539 561 583 605 627 649 671 693 715 737
230 397 357 380 403 426 449 472 495 518 541 564 587 610 633 656 679 702 725 748 771
240 310 372 396 420 444 468 492 516 540 564 588 612 636 660 684 708 732 756 780 804
Seechcraft.
KING AIR 100
CARGO
COMPARTMENT
A B C D E
F.S. 143-190 F.S. 190-230 F.S. 230-270 F.S. 270-310 F.S. 310-348
CENTROID
F.S.167 F.S.210 F.S.250 F.S.290 F.S.325
WEIGHT MOMENT/100
10 17 21 25 29 33
20 33 42 50 58 65
30 50 63 75 87 98
40 67 84 100 116 130
50 84 105 125 145 163
60 100 126 150 174 195
70 117 147 175 203 228
80 134 168 200 232 260
90 150 189 225 261 293
100 167 210 250 290 325
200 334 420 500 580 650
300 501 630 750 870 975
400 668 840 1000 1160 1300
410 1333
500 835 1050 1250 1450
550 1595
600 1002 1260 1500
700 1169 1470 1750
800 1336 1680 2000 NOTE: All cargo must be
830 2075 supported by the seat tracks
860 1806 in a uniform distribution and
880 1470 tied down to the tracks by an
FAA approved method.
CABINET CONTENTS
FORWARD CABINET AFT CABINET FOYER CABINET SEAT CABINET

F.S. 148.0 F.S. 155.0 F.S. 274.0 F.S. 283.0 F.S. 255.0 F.S. 170.0
WEIGHT MOMENT/100
10 15 16 27 28 25 17
20 30 31 55 57 51 34
30 44 47 82 85 77 51
40 59 62 110 113 102 68
50 74 78 137 .
142 -
128 85
60 89 93 164 170 153 102
70 104 109 192 198 179 119
80 118 124 219 226 204 136
90 138 140 247 255 230 -
153
100 148 155 274 283 255 170
NOTE: Items added to cabinets must be accounted for in all loadings.

USABLE FUEL
The following nomograph is used to determine the weight of fuel on board for loading calculations. If
the temperature and/or type of fuel added differs from that remaining in the tanks at the time of fueling,
the weight of each portion should be determined separately. Instructions for the use of the nomograph
are found on the facing page.
O O OG OO
.85_-
0 0
- --7.0
150 .85
-
50
.80-
500
-- --
6.5,
100
.80
100
.75-
.75
150
-
's 1000
- -6.0
'\
-
-
's 200
.70 .70--
50 -
SPECIFIC GRAVITY
¯
AT60°F ¯
N
¯ 250
SPECIFIC FUEL DENSITY \
GRAVITY AT -
(LB./GAL.) \ 1500
FUEL TEMP.
300
0 TYPICAL SPECIFIC 's

GRAVITIES AT 60°F -
350 \
JP-4
2000
.785
TYPE A FUEL QUANTITY

KEROSENE .806
(GALLONS)
-so
2500
FUEL TEMP. FUEL WEIGHT

(°F) (POUNDS)

Seechcraft.
KING AIR 100
INSTRUCTIONS FOR COMPUTING FUEL WEIGHT
When loading the airplane, it is frequently desirable to obtain the most accurate fuel weight available in order to optimize on
the loading of other items or payload. The following method of fuel weight determination is intended as an aid in obtaining
accurate fuel weights. To determine the weight of a known quantity and type of fuel, the following steps should be used:
(1) Enter scale A at the temperature of the fuel (e.g. 80°F).
(2) Connect this point on scale A with the specific gravity of 60°F on Scale B (e.g. .80).
(3) Continue the line between the two points to scales C and D and read the specific gravity at the fuel temperature (e. g.,
.792)and the density of the fuel (e. g.,6.6 lb./gal.).
(4) Connect this point on scales C and D with the known fuel quantity on scale E (e.g. 300 gal.).
(5) Continue the liñe between the two points to scale F and read the weight of the fuel (1980 lb.).
(6) If the fuel density or specific gravity are found by the use of a hydrometer at the time of fueling, enter scale C or scale
D with the measured value and omit steps 1 through 3.
When the temperature and/or type of fuel added differs from that remaining at the time of fueling, the following steps
'
should be used:
(7) Determine the quantity of fuel remaining by filling the tanks to maximum capacity and subtracting the quantity added
from 374 gal., or by reading the quantity in each tank from the gauges and.using the table below:
1/8 1/4 3/8 1/2 5/8 3/4 7/8 FULL

Fuel Quantity Nacelle 7 14 21 29 36 43 49 57
(gallons) Wing 16 33 49 66 82 98 l 14 131
(8) Follow steps 1 through 6 above for weights of both fuel added and fuel remaining.
After the total fuel weight is determined, the moment may be found from the usable fuel weight and moment table.
NOTE: The fuel weights noted on the fuel gauges are derived by using a fuel density of 6.7 lb/gal (.804
Sp.Gr.). For loading purposes when the accuracy of the fuel weight is not critical, this value may be used
directly to determine the weight of fuel remaining. In this case, typical values of specific gravity may be
used to determine the weight of fuel added.

Seechcraft,KING AIR 100
IJSikl3I-): IPIJIll-
WEIGHT MOMENT/100 WEIGHT MOMENT/100 WEIGHT MOMENT/100 WEIGHT MOMENT/100
(POUNDS) (B4CH-POUNDS) (POUNDS) (U<CH-POUNDS) (POUNDS) (DiCH-POUTH)S) (POUNDS) (D4CH-POUNDS)
10 15 710 1129 1410 2524 2110 3881

20 31 720 1146 1420 2545 2120 3900 .
30 46 730 1163 1430 2566 2130 3920

40 61 740 1181 1440 2586 2140 3939
50 76 750 1200 1450 2607 2150 3958
60 89 760 1219 1460 2627 2160 3977
70 101 770 1238 1470 2648 2170 3996
80 113 780 1256 1480 2669 2180 4016
90 136 790 1275 1490 2689 2190 4035
100 151 800 1294 1500 2710 2200 4054
110 165 810 1314 1510 2730 2210 4073
120 180 820 1335 1520 2751 2220 4092
130 195 830 1355 1530 2771 2230 4112
140 211 840 1375 1540 2789 2240 4131
150 226 850 1396 1550 2807 2250 4150
160 242 860 1416 1560 2825 2260 4169
170 257 870 1438 1570 2843 2270 4189
180 272 880 1459 1580 2862 2280 4208
190 287 890 1481 1590 2880 2290 4227
200 302 900 1502 1600 2899 2300 4246
210 317 910 1524 1610 2916 2310 4266
220 332 920 1545 1620 2934 2320 4285
230 347 930 1565 1630 2953 2330 4304
240 362 940 1585 1640 2971 2340 4324
250 378 950 1605 1650 2989 2350 4343
260 395 960 1626 1660 3009 2360 4362
270 412 970 1646 1670 3028 2370 4382
280 429 980 1666 1680 3047 2380 4401
290 446 990 1686 1690 3067 2390 4420
300 462 1000 1706 1700 3086 2400 4440
310 479 1010 1726 1710 3105 2410 4459
320 495 1020 1745 1720 3125 2420 4478
330 510 1030 1765 1730 3144 2430 4498
340 . 526 1040 1785 1740 3164 2440 4518
350 542 1050 1806 1750 3183 2450 4537
360 558 1060 1827 1760 3203 2460 4557
370 574 1070 1848 1770 3222 2470 4577
380 590 1080 1869 1780 3241 2480 4597
390 606 1090 1890 1790 3261 2490 4616
400 622 1100 1911 1800 3280 2500 4636
410 638 1110 1932 1810 3300 2510 4656
420 654 1120 1953 1820 3319 2520 4676
430 670 1130 1974 1830 3338 2530 4695
440 687 1140 1995 1840 3358 2540 4715
450 704 1150 2016 1850 3377 2550 4735
460 720 1160 2037 1860 3397 2560 4754
470 737 1170 2057 1870 3416 2570 4774
480 754 1180 2077 1880 3436 2580 4794
490 770 1190 2096 1890 3455 2590 4814
500 786 1200 2116 1900 3475 2600 4833
510 803 1210 2136 1910 3494
520 819 1220 2156 1920 3513
530 836 1230 2176 1930 3533
540 852 1240 2196 1940 3552
550 869 1250 2216 1950 3572
560 886 1260 2236 1960 3591
570 903 1270 2255 1970 3610
580 920 1280 2275 1980 3630
590 937 1290 2295 1990 3649
600 954 1300 2314 2000 3669
610 969 1310 2333 2010 3688
620 985 1320 2352 2020 3707
630 1001 1330 2371 2030 3727
640 1016 1340 2390 2040 3746
650 1032 1350 2409 2050 3765
660 1048 1360 2428 2060 3784
670 1064 1370 2447 2070 3804
680 1080 1380 2466 2080 3823
690 1097 1390 2485 2090 3842
700 1113 1400 2504 2100 3862

Seechcraft.
KING AIR 100
GROSS WEIGHT AND MOMENT LIMITS
GROSS MINIMUM MAXIMUM GROSS MIMIMUM MAXIMUM

WEIGHT MOMENT MOMENT WEIGHT MOMENT MOME.NT
100 100 100 100
5500 9735 10505 8500 15045 16235

5550 9824 10601 8550 15134 16331
5600 9912 10696 8600 15222 16427
5650 .10001 10792 . 8650 15311 16522
5700 10089 10887 8700 15399 16617
5750 10178 10983 8750 15488 16713
5800 10266 11078 8800 15576 16808
5850 10355 11174 8850 15665 16904
5900 10443 11269 8000 15753 16999
5950 10532 11365 8950 15842 17095
6000 10620 11460 9000 15930 17190

6050 10709 11556 9050 16019 17286
6100 10797 11651 9100 16107 17381
6150 10886 11747 9150 16196 17477
6200 10974 11842 9200 16284 17572
6250 11063 11938 9250 16373 17668
6300 11151 12033 9300 16461 17763
6350 11240 12129 9350 16550 17859
6400 11328 12224 9400 16638 17954
6450 11417 12320 9450 16727 18050
6500 11505 12415 9500, 16815 18145

6550 11594 12511 9550 16904 18241
6600 11682 12606 9600 17000 18336
6650 11771 12702 9650 17110 18432
6700 11859 12797 9700 17219 18527
6750 11948 12893 9750 17328 18623
6800 12036 12988 9800 17437 18718
6850 12125 13084 9850 17547 18814
6900 12213 13179 9900 17656 18909
6950 12302 13275 9950 17765 19005
7000 12390 11370 10000 17875 19100

7050 12479 13466 10050 17984 19196
7100 12567 13561 10100 18093 19291
7150 12656 13657 10150 18202 19387
7200 12744 13752 10200 18312 19482
7250 12833 13848 10250 18421 19578
7300 12921 13943 10300 18530 19673
7350 13010 14039 10350 18640 19769
7400 13098 14134 10400 18749 19864
7450 13187 14230 10450 18858 19960
7500 13275 14325 10500 18967 20055

7550 13364 14421 10550 19077 20151
7600 13452 14516 10600 19186 20246
7650 13541 14612
7700 13629 14707 CENTER OF GR/ VITY LIMITS: (LAPDING GEAR DOWN)
7750 13718 14803
7800 13806 14898 C. G. COND. GROSS WT. COND. C. G. LIMIT
7850 13895 14994
7900 13983 15089 FORWARD 9580 LBS OR LESS 177.0 (15.3% MAC)
7950 14072 15185 FORWARD 10600 LBS 181.0 (20.4% \LAC)
AFT 10600 LBSOR LESS 191.0 (33.3% NLkC)
8000 14160 15280
8050 14249 15376
8100 14337 15471
8150 14426 15567
8200 14514 15662
8250 14603 15758
8300 14691 15853
8350 14780 15949
8400 14868 16044
8450 1495.7 16140

Seechcraft,KING AIR 100
WEIGHT AND BALANCE LOADING CHART
MOMENT/100
1060000
0000
10200
SOO
10000
9800
g 000
9600 000
9400
ykt \ 000
9200
6000
9000
8800 000
8600 .
Soo
8400 -
000
8200
sooo so
7800
000
7600
3g 00
GROSS 7400
WEIGHT ~
POUNDS 7200 3000
7000
000
6800
6600 000
6400
¿SOO
6200
000
6000
10g00
5800 180 185 190 195 200
170 175
CENTER OF GRAVITY ~
INCHES

Seechcrafts
KING AIR 100
WEIGHT AND BALANCE LOADING FORM
SERIAL NO: REGISTRATIONNO: DATE:
R
LIMITATIONS E .
ITEM WEIGHT MOMENT/100
F
CONDITION TAKEOFF LANDING 1 BASIC EMPTY WEIGHT (FORM90-35332)
2 CREW (NO. )
LOOSWELGEHT
10600 10600 3 CREW'SBAGGAGE
1 EXTRA EQUIPMENT i
TOTAL AIRPLANE 5 OPERATING WEIGHT

WEIGHT (Ref. 7)
6 TAKEOFF FUEL ( GAL.)
7 TOTAL AIRPLANE WEIGHT

OPERATING WEIGHT
PLUS LANDING 8 PAYLOAD DISTRIBUTION
FUEL WEIGHT
PASSENGERS
ALLOWABLE LOAD
NO. LOCATION (ROW, F.S., ETC.)
(Ref. 8) (USE
SMALLEST FIGURE)
PERMISSABLE FROM TO (% MAC OR IN)

C.G. TAKEOFF 191.0
1 (33.3%)
PERMISSABLE FROM TO (% MACOR IN.)
C.G. LANDING 191.0
LAEN3D G FUE3L
CORRECTIONS (ref.10)
CHANGES (+ OR -)
COMPT ITEM
WEIGHT MOMENT/100
BAGGAGE -
FOYER
-
AFT CABIN
CABINET
CONTENTS -
FORWARD
-
AFT
-
FOYER
CARGO
COMPARTMENT A
B
TOTAL WEIGHT REMOVED
TOTAL WEIGHT ADDED C
NET DIFFERENCE (ref.10)

D
E
NOTE
C.G. (INCHES) = MOMENT/WEIGHT
9 TAKEOFF CONDITION (UNCORRECTED)
C.G. (% MAC) =
C.G. (INCHES) -
165.1 10 CORRECTIONS (IF REQUIRED)
77.86
11 TAKEOFF CONDITION (CORRECTEDI
12 TAKEOFF C.G. IN % MAC OR IN.
13 LESS FUEL
1. APPLICABLE TO GROSS WEIGHT (Ref. 11)
2. APPLICABLE TO GROSS WEIGHT (Ref. 14) 14 LANDING CONDITION
3. REF 6 MINUS REF.13
15 LANDING C.G. IN % MAC OR IN.
90-35 333- Al

eechcraft2 KING AIR 100
EQUIPMENT LIST
AIRCRAFT SERIAL NO. REGISTRATION NO. DATE
STATUS OF EQUIPMENT: X =
INSTALLED IN AIRCRAFT O = NOT INSTALLED IN AIRCRAF1
ITEM WEIGHT
NO. ITEM EACH ARM
ALIGHTING GEAR
'
-
201. MAIN WHEEL ASSEMBLIES - -
a. Four Single Disc Brake Assemblies, Beech 17 209

115-8001-3 or
b. Four Single Disc Brake Assemblies, Beech 16 209
99-8003-5
c. Four 18 X 5.5 Type VII Wheel Assemblies, 8 209
Beech 115-8001-4 or
d. Four Dow No. 17 Treated Wheel Assemblies
Per MCOC46495 or
e. Four 650 x 10 Wheel Assemblies, Beech 10 209
99-8003-7
202. MAIN WHEEL TIRES -
a. Four 18 X 5.5 (8 Ply Rating) Rim Inflafed, 13 209

Tubeless Tires, Beech 99-380002
b. Four 6.50 X 10 (6 Ply Rating) Tire 12 209
W/Regular Tube
203. NOSE WHEEL ASSEMBLIES

a. One 6.50 X 10 Type III Wheel Assemblies,
Beech 50.300011-23 or
b. One 6.50 X 10 Type III Wheel Assemblies 9 30
X
Beech 50.300011-41 or
c. One Dow No. 17 Treated Wheel Assembly
Per MCOC46495
d. 6.50 X 10 Wheel Assembly,
Beech 99-8004-3
204. NOSE WHEELTIRE

a. One 6.50 X 10 (6 Ply Rating) Rim Inflated 13 30
Tubeless Tire or
b. One 6.50 X 10 (6 Ply Rating) Tire with 12 .
30
Regular Tube

eechcraft. KING AIR 100
EQUIPMENT LIST
AIRCRAFT SERIAL NO. REGISTRATION NO. DATF
STATUS OF EQUIPMENT: X = INSTALLED IN AIRCRAFT O = NOT INSTALLED IN AIRCRAFT
ITEM WEIGHT
III
NO. ITEM EACH ARM
SURFACE CONTROLS
601. HORIZONTALSTABILIZER ACTUATOR

J_ a. One Actuator, Beech 115-380111-19 11 405
607. AUTOMATICPILOT EQUIPMENT

a. One Automatic Pilot, Bendix MAC
Consisting ol'one Each:
5536E-1 Computer Amplifier 9 358
5487E-1 Flight Controller 2 126
5488C, C-1 Control Switch 1 104
6744A-1 Power Adapter - - - - - -
4090A Power Warning Indicator - - - - - -
4100 Skip/Skid Sensor 1 80

3013J Aileron Single Axis Control Servo
-
5, 215
2268A-1 Aileron Servo Capstan 1 215
3013J Elevator -Single Axis Control Servo 5 394 *
2203J Altitude Controllër 2 193

2268A-1 Elevator Servo Capstan 1 394
3013J Rudder Single Axis Control Servo
-
5 388
2268A-1 ·
Rudder Servo Capstan 1 388

or
b. One Automatic Pilot, Collins AP-104
Consisting of one each:
334C-3B Elevator Primary Servo 9 394
334C-3B Rudder Primary Servo 9 388
334C-3B Aileron Primary Servo 9 216
332G-2 Yaw Rate Servo 2 201
345A4B Rate Sensor 4 74
614E4 ControHer 3 126
562C4A Amplifier 11 75
161A-1B Trim Compass 3 380
or
c. One Automatic Pilot, Beech H-14
Consisting of one each:
PG51A1 Altitude Controller 1 360
2974772 ILS Omni Mode 1
BG274C2 Computer 7 360
CG417B1 or Flight Controller 1 126
CG417B2
MGl13El Aileron Control Servo 5 216
MGl13El Elevator Control Servo 5 394
MGl13El Rudder Control Servo 5 388

Al
Seechcraft.
KING AIR 100
EQUIPMENT LIST
STATUS OF EQUIPMENT: X =
INSTALLED IN AIRCRAFT O =
NOT INSTALI.ED IN AIRCRAFT
ITEM WEIGHT
NO. ITEM EACH ARM
PROPULSION
1. FULL FEATHERING, THREE-BLADED REVERSING
PROPELLER SYSTEM
a. Two Hartzell HC-B3TN-3 or HC-B3TN-3B 125 79
X Hub with Hartzell T10173E-8 Aluminum
Alloy Blades and Hartzell C-3065 or
C-3065P Spinner
X b. Two Overspeed Propeller Governors, Beech 4 88
97-389000-1 or Beech 115-389014-3
101. FUEL PUMPS (ELECTRIC)

X a. Two Jet Pumps, Beech 99-389005-1
X b. Four Submersible Booster Putnps, Beech 3 152
50-389053-3 or -5
102. OIL RADIATOR

a. Two Engine Oil Radiators, Beech 50-389048-3 $ 132
103. STARTER GENERATOR

a. Two Starter Generators, Beech 97-389001-1 33 142
with Mounting Kit, Beech 97-389001-3
AUTOMATICPROPELLER FEATHERING 13 102

PROPELLER SYNCHROPHASER 7 130
INSTRUMENTS
603. PITOT TUBE

a. Two Electrically HeatedPitot Tubes, 1 180
Beech 50-384040
604. STATIC AIR

a. Emergency Instrument Static Air Valve, - - - - - -
Beech 50-324347-3

EQUIPMENT LIST
STATUS OF EQUIPMENT: . X = INSTALLED IN AIRCRAFT O = NOT INSTALLED IN AIRCRAF
ITEM WEIGHT
NO. ITEM EACH ARM
INSTRUMENTS
ELECTRICAL
301. GENERATOR (SEE ITEM 103, PROPULSION)
302. BATTERY
a. One 24-Volt 39 Ampere-Hour Nickel 70 179
Cadmium Battery, Beech 50-384103 or
b. One 24-Volt 39 Ampere-Hour Nickel 81 179
Cadmium Battery, Sonotone CA-5, Installed
by MCO C70927 or
c. One 24-volt 45 Ampere-Hour Nickel 80 179
Cadmium Battery, General Electric 43BO34RB26
303. LANDING LIGHTS

X .
a. Four Sealed Beam Lamps, General - - - - - -
Electric 4596
304. ANTI-COLLISION LIGHTS -

$ÏËË W
X_ a. One Rotating Beacon Light, Grimes 40-0127-1 2 471
X_ b. One Rotating Beacon Light, Beech 50-364266-27 2 203
305. VOLTAGE REGULATORS

a. Two Voltage Regulators, Leland CSV1105-20 1 194
602. STALL WARNING

a. One Electric Stall Warning Vane, Safe Flight 795-1
x b. One Electric Speed Control lndicator, Safe Flight 571-28 - - - - - -
c. One Stall Warning Horn, Beech 169-380021-11

EQUIPMENT LIST
STATUS OF HQUIPMENT: X =
INSTALLED IN AIRCRAFT O = NOT INSTALLED IN AIRCRAFT
ITEM WEIGHT
NO. ITEM EACH ARM
STROBE LIGHT INSTALLATION 16 203

OVER TABLE READING LIGHT 1
ELECTRONICS
COMMUNICATIONS NO. 1
a. Transceiver and Mount, Collins 618M-2B 20
b. Antenna, Beech 35-5003 2 271
COMMUNICATIONSNO. 2
a. Transceiver and Mount, Collins 618M-2B 20
,
NAVIGATION NO. 1
a. Receiver and Mount, Cóllins 51RV-2B 20
NAVIGATION NO. 2
a. Receiver and Mount, Collins 51RV-2B 20
LFLINS
DF-203
a. Receiver and Mount, Collins 51Y-4A 11
b. Loop Antenna, Collins 137A-4 5 213
AUDIO SYSTEM
| a. Amplifier, Collins 356-F3 2
b. Amplifier, Collins 356-C4 1
9-20 King Air 100 Supplemental Operational Data . Al

EQUIPMENT LIST
AIRCRAFT SERIAL NO REGISTRATION NO. DATE
STATUS OF EQUIPMENT: X = INSTALLED IN AIRCRAFT O =

NOT INSTALLED IN AIRCRAFT
ITEM WEIGHT
NO. ITEM EACH ARM
MARKER BEACON
a. Receiver, Collins 51Z-6 3
COMPASSSYSTEM NO. 1
SPERRY C-14-3
a. Gyro and Synchronizer Assembly, Sperry 2587193 5
MPANSSS
SY EM NO. 2
a. Directional Gyro, Collins 332E4 5

b. Slave Accessory and Mount, Collins 328A-3G 4
DCMAE
AVQ-75
a. Interrogator and Mount, RCA MI 591083 14
b. Antenna, Beech 35-5018 - - -
138
TRANSPONDER
a. Transponder and Mount, Wilcox 1014A 7
b. Antenna, Beech 35-5018 - - -
261
AMA
RV
Q 55
-
a. Receiver-Transmitter, RCA MI 591003 30

b. Antenna, RCA MI 591000 6 24

Seechcraft.
KING AIR 100
EQUIPMENT LIST
STATUSOF liQUIPMENT: X =
ITEM WEIGHT
NO. ITEM EACH ARM
ELECTRONICS
ACCOMMODATIONS FOR PERSONNEL
405. OXYGEN SYSTEM

a. One 22 Cubic Foot Oxygen Cylinder Assembly, 14 356
ZEP ZC 366-22-7 or
b. One 49 Cubic Foot Oxygen Cylinder Assembly, 22 356
ZEP ZC 366-49-6 or
c. One 64 Cubic Foot Oxygen Cylinder Assembly, 28 357
ZEP ZC 366-64-6
d. Two Oxygen Masks for Pilot and Copilot, 130
ZEP AERO ZM 521-15-12
e. Ten Passenger Oxygen Masks, ZEP AERO
ZM582
406. SEATS
a. Two cockpit Seats, One Each Beech 31 129
97-530022-1 & -2
Aft Facing Seat With Headrest

-
34
Forward Facing Seat With Headrest

-
34
Passenger Seat & Toilet Combination Foyer -

34 292
Passenger Seat & Toilet Combination Aft Cabin -
38 316
Side Facing Toilet Foyer
-
26 292
Passenger Seat & Electric FlushingToilet 55 292
Combination Foyer
-
Passenger Seat & Electric Flushing Toilet 61 316

Combination Aft Cabin
-
Electric Flushing Toilet Foyer -

47 292
Cockpit Relief Tube 1 1 119
Aft Cabin Relief Tube 3
Four Place Couch 56
9-22 .
King Air 100 Supplemental Operational Data Al
&
Seechcraft,
KING AIR 100
EQUIPMENT LIST
STATUS OF I QUFPMENT: X = INSTALLED IN AIRCRAFT O = NOT INSTALLED IN AIRCRAFT
ITEM WEIGHT
NO. ITEM EACH ARM
Two Place Couch 33
Cabin Table 10
Refreshment Bar
Magazine Rack
MISCELLANEOUS EQUIPMENT
401. APPROVED FLIGHT MANUAL

a. FAA Approved Flight Manual (10,600 Pounds
Gross Weight), Beech 100-590026-1
WINDSHIELD WIPER ASSEMBLY 10 93

JEPPESEN CASE
FURNISHINGS
BAGGAGE SEPARATION CURTAIN 3 305

PARTITION FORWARD CABIN
-
29 147
PARTITION AFT CABIN
-
29 277
PARTITION FULL AFT FOYER
- -
28 307
PARTITION PARTIAL AFT FOYER
- -
11 306

eechcrafts KING AIR 100
EQUIPMENT LIST
STATUS OF EQUIPMENT: . X = INSTALLED IN AIRCRAFT O = NOT INSTALLED IN AIRCRAFT
ITEM WEIGHT
NO. ITEM EACH ARM
EMERGENCY EQUIPMENT
605. FIRE DETECTION EQUIPMENT

X_
a. Six Fire Detector, Pyrotector 30-215 - - - - - -
b. One Smoke Detector, Pyrotector 30-231 1 81

X c. Two or Three Amplifiers, Pyrotector 30-304 1 203
606. FIRE EXTINGUISHER EQUIPMENT

a. Two Fire Extinguisher Bottles, Walter 3 198
Kidde 893947 or
b. Two Fire Extinguisher Bottles, American 3 197
Radiator and Sanitary 861-006
c. One Fire Extinguisher Switch, Master - - - - - -
Specialties l199-1 and -2
d. Two Thermostat Switches, Texas - - - - - -
Instrument 4286A2
e. One Fire Extinguisher, General FR2-l/2 8 265
Cockpit Fire Extinguisher 8 126
AIR CONDITIONING
402. CAB[N ENVIRONMENTAL SYSTEM

a. Two Flow Control Units, Beech 97-380000 5 142
I_ b. One Electric Heater, Beech 97-554016-1 14 71
X_ c. One Temperature Sensor, Beech 97-555012-3 193
x_ d. One Bypass Valve, Beech 50-554341-1 178
X e. One Bypass Valve, Beech 50-554341-2 178
x _
f. Two Heat Exchangers, Beech 50-380052 4 175

Seechcrafts
KING AIR 100
EQUIPMENT LIST
AIRCRAFT SERIAL NO. REGISTRATION NO. .

DATE
STATUS OF EQ.UIPMENT: X =
ITEM WEIGHT
NO. ITEM EACH ARM
403. CABIN AIR CONDITIONER SYSTEM

X_ a. One Evaporator Blower, Beech 50-380116 20 88
b. One Compressor, York RDA 206-15457, or 16 54
X
RDA 206-15633, or RDA 206-15843, or
RDA 206-16138, or RDA 206-16282, or
RDA 206-16482
X_ c. One Compressor Drive Motor, Beech 50-380041-1 25 . 53
X_ d. One Condenser Coil, Beech 50-380039 11 •
52
404. CABINPRESSURIZATIONSYSTEM
a. One Outflow Valve, A. Research 103460-7 or -5
2 353
X b. One Safety Valve, A. Research 1034564 2 353
X_ c. One Control Unit, A. Research 102464-26 3 120
ANTI-ICING
501. PROPELLER DEICING

X a. Propeller Deicing Kit, Goodrich No. 77-500 5 82
X_ b. Propeller Components Kit, Goodrich No. 77-500-2 6 162
502. WING AND EMPENNAGE DEICING

X_ a. One Left Wing Boot, Beech 50-380139-1 7 177
X_ b. One Right Wing Boot, Beech 50-380139-2 7 177
X_ c. Two Horizontal Stabilizer Boot, Beech 115-380114-5 6 404
X d. One Vertical Stabilizer Boot, Beech 115-380114-7 4 432
X_ e. One Regulator Valve, Bendix 38E594B 2 222
X .
f. One Distribution Valve, Bendix 1532-3A 2 209
X _
.
g. Two Check Valves, Duke 3210-00-1 - - - - - -
X .
h. One Suction Relief Valve, Airbourne Mech 133Al3 1 82
X_ i. One Ejector, Bendix 19E17-6 11 213

Seechcraft.
KING AIR 100
EQUIPMENT LIST
STATUS OF EQUIPMENT: X = INSTALLED IN AIRCRAFT O = NOT INSTALLED IN AIRCRAFT
ITEM WEIGHT
NO. ITEM EACH ARM
503. WINDSHIELD DEICING -
a. Two Electrically Heated Windshield Assemblies 32 108

Beech 50-420069-17 and or Beech
-18
50-420069-23 and-24
b. One Temperature Controller, Barber-Coleman - - - - - -
HYLZ 8882
504. ENGINE AND ENGINE ACCESSORIESDEICING

a. Two Engine Air Inlet E1ectrothermal Boots, - - - - - -
Beech 50-389028
NOTE: The Numbered items are items from

drawing 100-002001, master equipment
list Model 100
-

SECTIONX
SYSTEMS DESCRIPTIONS
TABLE OF CONTENTS
3 View . . . . . . . . . Illus. 10-4
General Specifications . . . . . . . .
10-5
PROPULS[ON SYSTEMS . . . . . . . .
10-7
Engine . . . . . . .
10-7
Ignition . . . . . . .
10-10
Auto-ignition System . . . . . . . .
10-10
Fuel Control . . . . . . . .
10-10
lnstrument Panel . . . . . . . . . 10-8, 10-9
Propulsion System Controls . . . . . . . . .
10-10
Propeller Reversing . . . . . . . . .
10-10
Engine Instrumentation . . . . . . . .
10-10
Propeller Synchrophaser . . . . . . . . .
10-11
Annunciator System . . . . . . . .
10-11
Annunciator Panel . . . . . . . . . 10-11, 10-12
Engine Lubrication . . . . . . . . .
10-12
Engine Ice Protection . . . . . . . . .
10-12
lnertial Separators . . . . . . . .
10-13
Propeller System . . . . . . . . .
10-13
Standard Reversing Propeller . . . . . . . . . .
10-13
Low Pitch Stops . . . . . . . . .
10-13
Propeller Governors . . . . . . . . .
10-14
Autofeathering System . . . . . . . . .
10-14
Fuel System . . . . . . . . . .
10-14
Boost Pumps . . . . . . . . . .
10-14
Fuel System Schematic . . . . . . . . .lllus
10-15
Fuel Transfer Jet Pump . . . . . . . . .
10-16
Use of Aviation Gasoline . . . . . . . . . .
10-16
Crossfeed . . . . . . . . . . . . . .
10-16
Firewall Shut-off . . . . . . . . . . . . . .
10-16
FuelDrains ...................10-17
Fuel Drain Collector System . . . . . . . . . . . . . .

10-17
Fuel GagingSystem . . . . . . . . . . . . . . . . .
10-17
Electrical System . . . . . . . . . . . . . . . . . .
10-17
Electrical System Schematic . . . . . . . . . . . . Illus. 10-18

TABLE OF CONTENTS (Cont'd)
AIRFRAME . . . . . . .
10-19
Cabin Appointments . . . . . . .
10-19
Seating . . . . . . . .
10-19
Airstair Entrance Door . . . . . . .

10-20
Emergency Exit . . . . . . . . .
10-20
Polarized Cabin Windows . . .
-
. . . .
10-20
Flight Controls . . . . . . . .
10-20
Electrical Horizontal Stabilizer Trim . . . . .
. .
10-20
Flaps .....
....10-21
Landing Gear . . . . . . .
10-21
Emergency Landing Gear Extension . . . . . . . .
10-22
Brake System . . . . . . . .
10-22
Engine Bleed Air Pneumatic System . . . . . . . . .
10-22
Bleed Air Warning System . . . . . . . . .
10-22
Pitot and Static System . . . . . . . . . 10-22, Illus 10-23
Flight Instruments . . . . . . . .
10-23
Lighting . . . . . . . . . .
10-24 .
Cockpit . . . . . . . . .
10-24
Cabin . . . . . . . . .
10-24
Exterior . . . . . . . . . .
10-24
Stall Warning/Safe Flight System . . . . . . . . .
10-24
Environmental Controls . . . . . . . .
10-24
Environmental System Schematic . . . . . . . .
10-25
Flow Control Unit . . . . . . . . . 10-26, Illus 10-27
Pressurization . . . . . . . . .
10-26
Functional Check . . . . . . . . . .
10-27
Cooling . . . . . . . . .
10-28
Heating . . . . . . . . . .
10-28
Oxygen System . . . . . . . . . .
10-28
Ice Protection Systems . . . . . . . . . . .
10-29
Propeller Electric Deicer System . . . . . . . 10-29, Illus 10-29
Windshield Anti-Ice . . . . . . . . . .
10-29
Surface Deice System (Optional) . . . . . . . 10-31, lllus 10-30
Pitot Mast . . . . . . . . . . .
10-31
Fire Detection System . . . . . . . . . 10-31, Illus 10-32
SmokeDetectionSystem- . . . . . . .
.10-31,Illus10-32
Fire Extinguisher System . . . . . . . . . 10-31, Illus 10-32
Windshield Wipers . . . . . . . .
10-33

INTENTIONALLY LÈFT BLANK

22' 4.6"
45' 10.5"
7' 9. 5" DIA.
13' O
39' 11.36"
11.75"
14' 11"
3VIEW

GENERAL SPECIFICATIONS
WE/GHTS
Maximum Ramp Weight . . . . . . . . . . . . 10,668 pounds

Maximum Take-off Weight . . . . . . . . . . . . 10,600 pounds
MaximumLanding Weight . . . . . . . . . . . . . 10,600 pounds
WINGAREA AND LOADING
WingArea ...... ...............279.74sq.ft.
Wing Loading at gross weight . . . . . . . . . . . . . 37.89 lb/sq. ft.

Power Loading at gross weight . . . . . . . . . . . . . . . . 7.79 lb/hp.
D/MENS/ONS
WingSpan .......................45.88ft.
Length ........................39.71ft.
Heighttotopoffin .....................15.35ft.
CAS/N D/MENS/ONS
Total Pressurized Length . . . . . . . . . . . . . . . . . . . .264 in.

Cabin Length, partition to partition . . . . . . . . . . . . . . . . . .132 in.
CabinHeight ........................57in.
CabinWidth ........................54in.
EntranceDoor ....................51.7inx27in.
Compartment Volume:
Pressurized Compartment . . . . . . . . . . . . . . . . . 391.7 cu. ft.
RearBaggage...... .............. 53.Scu.ft.
Nose Electronics Compartment . . . . . . . . . . . . . . . . 22 cu. ft.
FUEL AND O/L CAPACITY
Fuel capacity in nacelle tanks . . . . . . . . . . . . . . . . . . 114 gal.

Fuel capacity in wing tanks . . . . . . . . . . . . . . . . . . . 260 gal.
Oil capacity (each engine) . . . . . . . . . . . . . . . . . . 3.5 gal.


PROPULSION SYSTEMS The accessory drive at the aft end of the engine provides
power to drive the fuel pump, fuel control, the oil pump,
the starter/generator, and the tachometer. At this point, the
speed of the drive (N1) is the true speed of the compressor
ENGINE side of the engine, 37,500 rpm at 100% power. Maximum
permissible overspeed of the engine is 38,100 rpm, which
equals 101.5% power.
The FF6A-28 engine has a three stage axial, single stage The N2 gear box forward of the power turbine provides
centrifugal compressor, driven by a single stage reaction gearing for the propeller overspeed governor to drive the
turbine. The power turbine, another single-stage reaction propeller tachometer, the propeller overspeed governor, and
turbine, counter-rotating with the first, drives the output the propeller governor. Prior to gear reduction, the turbine
shaft. Both the compressor turbine and the power turbine speed on the power side of the engine is 33,000 rpm at
are located in the approximate center of the engine with 100% power.
their shafts extending in opposite directions. Being a reverse
flow engine, the ram air supply enters the lower portion of Propeller torque value is achieved by measurement of oil
the nacelle and passes into the engine at the aft end through pressure created by the force from the propeller shaft
protective screens. The air is then routed into the driving against a set of beveled gears. The beveled gear with
compressor. After it is compressed, it is forced into the propeller force against it is drawn aft by the torque, which
annular chamber, mixed with fuel that is sprayed in in turn drives a piston aft, which compresses engine oil in
through 14 individually žemovablenozzles mounted around the torque cylinder. A torquemeter valve regulates the
the gas generator case. An ignition unit and two igniter input of engine oil into the torque cylinder to stabilize the
plugs are used to start combustion. A pneumatic fuel piston position. The pressure created in the torque cylinder
control schedules fuel flow to maintain the power set by is plumbed to the torquemeter to give a relative reading of
the gas generator power lever. After combustion, the torque.
exhaust leaves the power turbine and is routed through two
exhaust ports near the front of the engine. Propeller speed Deceleration on the ground is achieved by bringing the
remains constant at any selected propeller control lever propeller blades through the flat pitch Beta range into a
position through the action of a propeller governor, except reversing pitch by utilizing the pitch change mechanism.
in the beta range where the maxirmím propeller speed is The power levers must be retarded below idle by raising
controlled by the hydraulic section of the propeller them over a detent. Reversing power is available in direct
governor. proportion to the retarding of the levers.
- - - BR - -
Op
1. Engine Inlet 3. Combustion Chamber 6. Exhaust

2. Compressor 4. Compressor Turbine 7. Reduction Gear
5. Power Turbine
ENGINE CUTAWAY

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10-8 King Air 100 Supplemental Operational Data AS

-
I
praled
ii. eeeeeeeeee
o
R/GHT HAND S/DE PANEL
FUEL CONTROL PANEL
a••u - eran .. .
PEDESTAL
/GN/ T/ON The Power Levers and Condition Levers serve to control
engine power. The Propeller Levers are operated
Each engine is started by a three-position switch located on conventionally and control constant speed propellers
the left subpanel that is placarded: IGNITION AND through the primary governor.
ENGINE START --
STARTER ONLY. Each switch may be
moved downward to the STARTER ONLY position to The Power Levers provide control of engine power from
motor the engine for the purpose of clearing it of fuel idle through take-off power by operation of the gas
without the ignition circuit on. The switch is spring loaded generator (Nl) governor in the fuel control unit. Increasing
and will return to the center position when released. Ni rpm results in increased engine power.
Raising the switch upward to IGNITION AND ENGINE
START activates both the starter and ignition, and Each Propeller Lever operates a speeder spring inside the
IGNITION light on the annunciator panel will illuminate. •
primary governor to reposition the pilot valve, which
Whenenginepowerhasstabilizedatidlespeed(50%,Nlor results in an increase or decrease of propeller rpm.For
above), the starter drive action is stopped by placing the propeller feathering, each Propeller Lever manually lifts the
switch in the center position. pilot valve to a position which causes complete dumping of
high pressure oil. Detents at the rear of lever travel prevent
inadvertent movement into the feathering range. Normal
AUTO-/GNITION operating range is 1800 through 2200 rpm.
The auto-ignition system provides automatic ignition to The Condition Lever has three positions,,CUT-OFF, LOW
prevent engine loss due to combustion .failure.
This system IDLE and HIGH IDLE. This lever controls the idle cut-off
should be used for icing flights and night flights above function of the start control unit, controls idle speed
14,000 feet. To actuate the system, move the switches between 50% and 70% Nl and resets the power lever idle
placarded ENG AUTO lGNITION, located on the pilot's stop to provide from 70% up to take-off power.
subpanel, from OFF to ARM. When the engine torque rises
above approximately 425 ft lbs, two green lights, located
immediately below the switches, will illuminate and remain PROPEL.LER REVERS/NG
lighted while the system is armed. If for any reason the .
engine torque falls below 400 ft lbs, the igniter will when the power levers aire lil teti over the 101.15 tietent. ihey
automatically energize and the IGNITION ON light on the overricle the low pitch stops anti control engine power throligh
annunciator panel will illuminate. Simultaneously, the the liet:t anel Reverse r:inge.
respective green ARM light will extinguish, giving the dual
indication that the ignition system is functioning. CAUTION
Propeller reversing on unimproved surfaces

should be accomplished carefully to prevent
FUEL CONTROL propeller erosion from reversed airflow and, in
dusty conditions, to prevent obscuring the
The basic engine fuel system consists of an engine driven operator's vision.
pump, a fuel control unit, a starting control unit, a dual
fuel manifold and fourteen fuel nozzles. Two automatic Condition levers, when set at HIGH IDLE, keep the engines
fuel dump valves are provided to drain residual fuel after operating at 70% minimum idle speed for maximum
.
engine shutdown. Engine gas generator and power turbine reversing performance. Power levers should not be moved
governors work with a temperature compensating unit to into the reversing position when the engines are not
supply information for the fuel control unit which is running.
located on the engine accessory case. This unit is a
hydromechanical computing and metering device which
determines the proper fuel schedule for the engine to ENGINE INSTRUMENTATION
provide the power required as established by the position of
the power levers. This is accomplished by controlling the Engine instruments, located on the left of the center
speed of the compressor turbine. The acceleration fuel instrument panel, are grouped according to their function.
schedule of the fuel control unit compensates for variations At the top, the ITT (Interstage Turbine Temperature) gages
in compressor inlet air temperature. Engine characteristics and torquemeters are used to set take-off power. Climb and
vary with changes in inlet temperature and the acceleration cruise power are established with the torquemeters and
fuel schedule must in turn be altered to prevent compressor propeller tachometers while observing ITT limits. Gas
stall and/or excessive turbine temperature·
. generator (N1) operation is monitored by the gas generator
tachometers. The lower grouping consists of the fuel flow
indicators and the oil pressure and temperature gages.
PROPULSION SYSTEM CONTROLS
The ITT gages give an instantaneous and accurate reading of
The propulsion system is operated by three sets of controls: engine temperature between the compressor drive and
the Power Levers, Propeller Levers and Condition Levers. power turbines. The temperature reading on this instrument
10-10 King Air 100 Supplemental Operational Data AS

reflects the temperature of the gases coming in contact with The control box converts any pulse rate differences into
the turbine wheels. correction commands, which are transmitted to a stepping
type actuator motor mounted on the right engine cowl
The torquemeters give an indication in ft lbs of the power forward support ring. The motor then trims the right
being applied to the propeller. Proper observation and propeller governor through a flexible shaft and trimmer
interpretation of these gages provides an accurate indication assembly to exactly match the left propeller. The trimmer,
of engine performance and condition. installed between the governor control arm and the control
cable, screws in or out to adjust the governor while leaving
The propeller tachometer is read directly in revolutions per the control lever setting constant. A toggle switekinstalled
minute. The Nl or gas generator tachometer is read in on the left center section of the floating panel below the
percent of rpm, based on a figure of 37,500 rpm at 100%. engine instruments turns the system on. With the switch
Maximum gas generator speed is limited to 38,100 rpm or off, the actuator automatically runs to the center of its
101.5%Nl. range of travel before stopping to assure that when next
turned on the control will function normally. To operate
A propeller synchroscope, located between the oil pressure the system, synchronize the propeller in the normal manner
gages, operates to give an indication of synchronization of and turn the synchrophaser on.
propellers. If the right-hand propeller is operating at a
higher rpm than the left, the face of the synchroscope, a The right propeller rpm and phase will automatically be
black and white cross pattern, spins in a clockwise rotation. adjusted to correspond with the left. To change rpm, adjust
Left-hand, or counterclockwise, rotation indicates a higher both propeller controls at the same time. This will keep the
. rpm of the left propeller. This instruinent aids the pilot in right governor setting within the limiting range of the left
obtaining complete synchronization of his propellers. propeller. If the synchrophaser is on but is unable to adjust
the right propeller to match the left, the actuator has
reached the end of its travel. To recenter, use the following
PROPELLER SYNCHROPHASER (Optional) steps:
The propeller synchrophaser automatically matches the a. Turn the switch OFF
right "slave" propeller rpm to that of the left "master" b. Synchronize the propellers manually
propeller and maintains the blades of one propeller at a c. Turn the switch ON
predetermined relative position with the blades of the other .
propeller. To prevent the right propeller from losing

excessive rpm if the left propeller is feathered while the ANNUNCIATOR SYSTEM
synchrophaser is on, the synchrophaser is limited to
approximately ± 30 rpm from the manual governor setting. The annunciator system consists of an annunciator panel
Normal governor operation is unchanged but the centrally located in the glareshield, an annunciator panel
synchrophaser will continuously monitor propeller rpm and dimming control, a press-to-test switch, and a fault warning
reset the governor as required. A magnetic pickup mounted light. Individual function lights are of the word-read-out
in each prdpeller overspeed governor and adjacent to each style and are color coded. A press-to-test switch, located on
propeller deicer brush block transmits electric pulses to a the right-hand side of the annunciator panel, is provided to
transistorized control box installed behind the pedestal. test the lamps. The dimming control is located adjacent to
ANNUNCIA TOR PANEL
NOMENCLATURE COLOR PROBABLE CAUSE FOR ILLUM/NATION

LH GENERATOR Red Left generator off the line.
LH BLEED AlR Red Melted or failed plastic bleed air failure warning line.
LINE FAILURE
LH FUEL PRESSURE Red Fuel pressure failure on left side. (Check boost pumps)
LH NACELLE NOT FULL Yellow Left nacelle fuel tank not full.
LH FIRE Red Fire in left engine nacelle.
LH lGNITION White Left starter ignition switch is in the ignition start mode of left
ignition switch is in the ignition only mode. LH auto-ignition
armed with LH torque below 425 ft. lbs.
FUEL CROSSFEED White Crossfeed valve is open.

I
LH AUTOFEATHER ARM Green Autofeather armed with Power Levers advanced above 90% Nl
setting.
CABlN DOOR OPEN Red Cabin door open or not secure.
As King Air 100 Supplemental Operational Data 10-11
ANNUNCIATOR PANEL (CONT'D)
PROP SYNCH ON Yellow Synchrophaser turned on.
lNVERTER OUT Red The inverter selected is inoperative.
PROP REVERSE NOT Yellow Propeller levers are not in the high rpm, low pitch position.
READY
. RH AUTOFEATHER ARM Green Autofeather armed with Power Levers advanced above 90%Nl
setting.
SMOKE Red Presence of smoke in the nose compartment avionics section.
I ALT WARN Yellow Cabin altitude exceeds 10,000 ft.

AUTOPILOT OUT OF TRIM Red Autopilot out of trim.
RH FIRE Red .Fire in right engine nacelle.
RH lGNITION White Right starter ignition switch is in the ignition start mode or right
ignition switch is in the ignition only mode. RH auto-ignition armed
with RH torque below 425 ft. lbs.
RH FUEL PRESSURE Red Fuel pressure failure on right side. (Check boost pumps)
RH NACELLE NOT FULL Yellow Right nacelle fuel tank not full.
RH GENERATOR Red Right generator off the line.
RH BLEED AIR LINE Red Melted or failed plastic bleed air failure warning line. •
FAILURE
the press-to-test switch and may be used to increase or measured on the dipstick
·
for adding purposes.
decrease the intensity of the annunciator indicator lights to Reconmended oils and oil changing procedures are listed in
the desired level. the SERVICING section.
In the event of a fault, a signal is directed to the respective

channel in the annunciator panel and lamp intensity rises to ENGINE ICE PROTECTION
the highest level. If the fault requires the. immediate
attention of the pilot, the fault warning light, located on An oil-to-fuel heat exchanger, located on the engine
the left end of the annunciator panel, will flash. The ascessory case, operates continuously and automatically to
flashing fault warning light may be extinguished by pressing heat the fuel sufficiently to prevent freezing of any water in
the face of the light to reset the circuit, and if the fault is the fuel.
not, or cannot be, corrected, the indicator light in the
annunciator panel will .remain lighted at the lowest Each fuel control's temperature compensating line is
intensity selected on the dimming control. If an additional protected against ice by an electrically heated jacket. Power
fault occurs, and it requires the immediate attention of the is supplied to each fuel control air line heater by two
pilot, the appropriate lamp in the annunciator panel will switches on the lower left subpanel placarded FUEL
begin flashing. Lamp intensities will again increase to the CONTROL LEFT RIGHT. Fuel control heat should be
- -
highest level of intensity until the circuit is reset as before. turned on for all flight operations.
A green or amber light will not trip the flasher light but will
increase the light, intensity. The light can be dimmed by The engine air inlet lip boots are electrically heated to
again pressing the face of the flasher light. prevent the formation of ice and consequent distortion of
the airflow. The boots are operated by two switches on the
left subpanel placarded ENG LIP BOOT LEFT RIGHT.
- -
ENGINE LUBRICATION Adjacent to these switches is the test switch for the system
placarded LIP TEST LEFT RIGHT. Testing the boots
- -
Engine oil, contained in an integral tank between the engine can be done only in flight by moving the switch to LEFT or
air intake and the accessory case, cools as well as lubricates RIGHT for the respective boot being tested. A reading of
the engine. A non-congealing external oil radiator keeps the ap proximately 16 amps will be indicated on the
engine oil temperature within the operating limits. Engine electrothermal propeller deice ammeter, which serves to
oil also operates the propeller pitch change mechanism and calibrate the engine air inlet boot current as well as the
the engine torquemeter system. current for the propeller boots. When the test switch is
returned to the center "off" position, the reading for the
The lubrication system capacity per engine is 3.5 U.S. propeller deice system, if in operation at the time, will
gallons. The oil tank capacity is 2.3 gallons with 5 quarts again register on the ammeter.
10-12 King Air 100 Supplemental Operational Data -

AS
ENGWE AIR INLET SCREEN \
VANE
EXTENDED
STOP
LEK SSpTROPG
SCREEN
OVER CENTER DISCARDED
OIL COOLER
STOP PM ICE
O CONTROL CABLE •
INERTIAL SEPARATOR SYSTEM
INER T/A L SEPA RA TORS speed, counter-weighted, reversing type, controlled by

engine oil pressure through single action, engine driven
An inertial separation system is built into each engine air propeller governors. The propeller is three bladed and is
inlet to prevent moisture particles from entering the engine flange mounted to the engine shaft. Centrifugal
inlet plenum under freezing conditions. A movable vane is counter-weights, assisted by a feathering spring, move the
lowered into the airstream at + SOC or colder in visible blades toward the low rpm (high pitch) position and into
moisture by pulling the respective T-handle just below the the feathered position. Governor boosted engine oil
pilot's subpanel placarded PULL FOR ENGINE ICE pressure moves the propeller to the high rpm (low pitch)
PROTECTION LEFT ENG RIGHT ENG. The vane
- -
hydraulic stop and reverse position. The propellers have no
deflects the ram airstream slightly downward to introduce a low rpm (high pitch) stops; this allows the blades to feather
sudden turn in the airstream to the engine, causing the after engine shutdown.
moisture particles to continue on undeflected because of
their greater momentum and to be discharged overboard.
In normal operation, the vane is retracted out of the LOW P/TCH STOPS I
airstream by pushing the T-handles in. During operation,
vane position can be determined by the position of the
T-handle. The vanes should be either fully retracted or Low pitch propeller position is determined by the Primary
extended; there are no intermediate positions. A slight Low Pitch Stop which is the mechanically monitored
decrease in torque will be noticed while engine ice hydraulic stop type. This stop, being hydraulic, allows the
protection is being used. blades to rotate beyond the low pitch position into reverse.
Beta and reverse blade angles are provided by adjusting the
low pitch stop, controlled by the Power Levers in the
reverse range.
PROPELLERSYSTEM
STANDARD REVERS/NG PROPELLER
The Hartzell propeller is of the full feathering, constant
AS King Air 100 Supplemental Operational Data .

10-13
PROPELLER GOVERNORS extinguishes at 330 to 410 ft lbs of torque. Continue
retarding the left-hand engine power lever and check that
Two governors, one primary, and one back-up, control the the LH AUTOFEATHER ARM light extinguishes and that
propeller spm. The primary governor, mounted on top of the left-hand engine propeller starts to feather at 1.60 to
the gear reduction housing, controls the propeller through 240 ft lbs of torque.
its entire range. The Propeller Control Lever operates the
propeller by means of this governor. If the primary NOTE
governor should malfunction and request more than 2200
rpm, an overspeed governor cuts in at 2288 rpm and dumps As the propeller blades rotate toward feather,
oil from the propeller to keep the rpm from exceeding the torque load will increase above the switch
approximately 2288. A solenoid, actuated by the PROP setting and the system will cycle during ground
GOV TEST switch, is provided for resetting the overspeed test, giving a flashing indication on the annun-
governor to approximately 1900 to 2100 rpm for test ciator indicator lights.
purposes.
c. Repeat the preceding check with the right-hand
If the propeller should stick or move too slowly during a engine.
transient condition causing the propeller governor to act d. With the power levers set at idle, check that the
too slowly to prevent an overspeed condition, the power propellers remain unfeathered and that the green
turbine governor, contained within the primary governor AUTOFEATHER ARM lights on the annunciator panel
housing, acts as a fuel topping governor. When the propeller remain out.
rpm reaches 2332, the power turbine governor limits the e. Return the autofeather arm switch to the ARM
fuel flow to the engine's gas generator, reducing N1 rpm, position.
which in turn prevents the propeller rpm from exceeding
approximately 2332. During operation in the reverse range,
the power turbine governor is reset to provide a speed FUEL SYSTEM
slightly below selected propeller speed to prevent governor
interaction. The fuel system consists of two separate systems connected
by a crossfeed system. Fuel for each engine is supplied from
a 44 gallon center section tank, a 57 gallon nacelle tank, a
AUTOEEA THER SYSTEM (Optional) 40 gallon wing leading edge tank, a 23 gallon wing outboard
tank, and a 23 gallon wing inboard tank. The wing tanks are
The automatic feathering system provides a means of interconnected and supply the center section and nacelle
immediately dumping oil from the propeller governor to tanks by gravity flow. A crossfeed system allows the total
enable the feathering spring and counterweights to start the 374 gallons to be supplied to either engine.
feathering action of the blades in the event. of an engine
pow.er failure. Although the system is armed by a switch on Each system has two filler openings, one in the nacelle tank
the sub-panel, (placarded PROP AUTO FEATHER ARM
- -
and one in the leading edge tank. To assure that the system
-
OFF TEST) the completion of the arming phase occurs
-
is properly filled, service the nacelle tank first, then the
when both Power Levers are advanced above 90% N1 at wing tanks.
which time both the right and left indicator lights on the
annunciator panel indicate a fully armed system. The Four grounding jacks, one on the top of each nacelle and
annunciator panel lights are green, placarded LH AUTO one outboard on each wing, provide protection against
FEATHER ARM, and RH AUTO FEATHER ARM. The arcing static electricity while servicingthe tanks.
system will remain inoperative as long as either power lever
is retarded below the 90% N1 position. The system is The system is vented through a recessed vent, coupled to a
designed for use only during take-off and landing and static port on the underside of the wing, adjacent to the
should be turned off when establishing take-off climb. nacelle. One vent is recessed to prevent icing. The static
During take-off or landing, should torquemeter oil pressure port is added as a backup should the recessed vent become
on either engine drop below a prescribed setting, the oil is plugged.
dumped from the governor, the feathering spring starts the
blades toward feather and the autofeather system of the
other engine is disarmed. Disarming of the autofeather BOOST PUMPS
portion of the operative engine is further indicated when
the annunciator indicator light for that engine goes out. The primary and secondary boost pumps, actuated by lever
The autofeather system may be checked as follows: lock toggle switches on the top portion of the fuel control
panel, are installed in the bottom of each nacelle tank.
a. With the autofeather switch in the TEST position Either the primary or secondary boost pump is capable of
and the engine controls set to obtain 500 ft lbs of torque, maintaining adequate pressure to the engine. Electrical
both AUTOFEATHER ARM annunciator lights should power to operate the pumps is supplied from two
illuminate. independent sources. One source is provided through the
b. Slowly retard the left-hand engine power lever and SUBPANELFEEDER BUSES and is protected by four 10
check that the RH AUTOFEATHER ARM light ampere circuit breakers located below the fuel control

LEGEND
UNDER BOOST PRESSURE

FUEL SUPPLY
FUEL RETURN
TO ENGINE FUEL ENGINE FUEL
VENT OUTLET NOZZLES
FROM FUEL START ¡ CONTROL UNIT
CROSSFEED CONTROL UNIT I
CHECK VALVE FLOAT SWITCil
ENGINE DRIVEN
FUEL PUMP FUEL DRAIN
DRAIN LINE-Bl THRU 85 MLECTOR
FUEL HEATER
. ........ AND AFTER FUEL DRAIN COLLECTOR TANK
DRAIN LINE-B6 FUEL FLOW
TRANSMITTER
FLAME ARRESTOR
NOTE PRESSURE SWITCH
WARNING LIGHTS
C FIREWALL FUEL FILTER AND DRAIN
L FIREWALL
FT1 RIGHT HAND SYSTEM IS IDENTICAL TO LEFT HAND SYSTEM
EXCEPT THAT THE LATTER CONTAINS THE CROSSFEED VALVE FILLER CAP | SHANOFF
WING TANKS NACELLE
AND THE TEE FITTING FOR DRAINING THE FUEL SYSTEM. IT FUEL GAGE FUEL GAGE GRAVifY FEED LINE CHECK
SHOULD ALSO BE NOTED THAT THE PURGE VALVE AND FUEL (130 GAL) (57 GAL) Bl THRU BS 5Ž GAL FUEL CONTROL VALVE
RETURN LINE ARE LOCATED ON THE OUTBOARD SIDE OF THE | ' UNIT PURGE
USABLE
NACELLE IN THE RIGHT HAND FUEL SYSTEM. FUEL QUANTITY FLOAT SWITC
/
e m •VALVE HAS HOLES FOR FLOW OUT AT REDUCED RATE. ONLY
( TRANSMITTER L WARNING LIGHf
B 28 OF 44 GALLONS WILL NOT GRAVITY FEED TO NACELLE. SECONDARY BOOST
PUMP AND PRIMARY BO >ST
DRAIN PUMP AND DRA N
FILLER CAP JET PUMP FILTER
DRAIN (Bl THRU 15)
TEE FOR DRAINING
FUEL FUEL SYSTEM
QUANTITY TO R. H.
TRANSMlIT CROSS FEED ENGINE
VALVE
40GAL
FUEL QUANTITY USABLE
TRANSMITTER
R clLTER
E yE
FUEL
WHEEL QUANTITY
23 GAL TRANS-
USABLE WELL
MITTER
23GAL 44GAL
USABLE USABLE
STRAINER
AND
caoss a DR NE
svAv
NACELLE ......
GRAVITY FEED
RAM SCOOP VENT OVERFLO
JET TRANSFER PUMP
FUEL QUANTITY TRANSMITTER
FLAME ARRESTER
/ JET PUMP FILTER
100-603-42o GRAVITY FEED LINE DRAIN (B6 AND AFTER)
DRAIN (B6 AND AFTER)
panel. This power is only available when the master switch illuminated is limited to 8000 feet or below and
is tumed on. for a period not to exceed 10 hours.
Another supply source comes directly from the battery

through the battery emergency buses and dual 5 ampere USE OF A V/A T/ON GASOLINE
fuses located in the right-hand wing center section. The fuse
panel may be serviced through an access door on the If you find you must top off the fuel tanks with aviation
bottom side of the wing approximately below the battery. gasoline as an altemate fuel, you will need to determine
This power source makes power available for the pumps at how many hours the airplane is operated on gasoline. Since
all times, regardless of the battery master switch position. the gasoline is being mixed with the regular fuel, it is
These circuits are protected by diodes on each side of the expedient to record the number of gallons of gasoline taken
boost pumps to prevent the failure of one circuit from aboard to arrive at a suitable figure. A good rule to follow
disabling the other circuit. During shutdown, make certain is:
all boost pump switches are off to prevent battery Divide the number of gallons serviced by 30. This will
discharge. give the total number of hours of operation on gasoline.
Example: If 300 gallons of gasoline are taken aboard,
EUEL TRANSFER JET PUMP divide by 60 and the total is 5 hours. This means that
each engine should be charged with 5 hours each toward
A fuel transfer jet pump mounted on the inboard side of the maximum of 150 hours between overhaul limit
the main landing gear wheel well will transfer fuel from the provided the fuel is equally distributed to each engine.
center section tank sump to the nacelle tank. The jet pump .
receives its motive flow from either boost pump through a CROSSFEED
check valve and filter mounted on the inboard side of the
wheel well. As long as either boost pump is operative and One boost pump in operation on the side from, which
there is fuel in the center section tank, the transfer pump crossfeed is desired will ensure adequate volume to the
will feed the nacelle tank. In the event of a boost pump desired engine and maintain transfer jet pump motive flow.
failure, the respective red FUEL PRESSURE light in the The crossfeed valve, installed in the connecting line
annunciator panel will illuminate. This light illuminates between the two nacelle tanks, is actuated by the lever lock
when pressure decreases below 9 to 11 psig, and the light crossfeed switch located between the nacelle tank gages on
will be extinguished by"switching to the other boost pump the fuel panel. When the crossfeed valve is open, the white
and increasing pressure to 9 to 11 psig. .
FUEL CROSSFEED light on the annunciator panel will
illuminate. The crossfeed system will not transfer fuel from
The failure of both boost pumps will cause the transfer jet one fuel cell to another; its primary function is to supply
pump to become inoperative. With transfer jet pump fuel from one side to the opposite engine during an
failure, the nacelle fuel level drops and a float switch in the engine-out condition. However it can be used to supply fuel
nacelle tank turns on the appropriate NACELLE NOT from one side to either or both engines simultaneously. If
FULL light on the annunciator panel. If the transfer pump the boost pumps on both sides are being used and the
fails to operate during flight, gravity feed from the center crossfeed valve is opened, fuel will be supplied to the
section tank will begin when the nacelle tank drops to engines in the normal manner because the pressure on each
approximately 3/8 full. All wing fuel except 28 gallons will side of the crossfeed valve will be equal.
transfer to the nacelle tank during gravity feed. Fuel
quantity should be monitored on the wing and nacelle
quantity gages. FIREWALL SHUTOFF
The system incorporates two firewall shutoff valves

NOTE controlled by two switches, one on each side of the fuel
system circuit breaker panel on the fuel control panel.
The NACELLE NOT FULL light on the These switches, respectively LEFT and RIGHT are
annunciator panel will also illuminate when the placarded FUEL FIREWALL VALVE OPEN CLOSED.
- -
center section tank becomes empty, and the A red guard over each s,witch is an aid in preventing
nacelle tank drops to approximately 3/8 full, accidental operation. Like the boost pumps, the firewall
with the transfer system still in operation. shutoff valves receive electrical power from the main buses
and also the essential buses which are connected directly to
the battery.
CAUTION
Just forward of the firewall shutoff valve is the main fuel
Operation with the fuel pressure light filter. From the main fuel filter, the fuel is routed through
I
illuminated is limited to 10 hours between main the fuel flow indicator transmitter, through a fuel heater
engine driven pump overhaul or replacement. that utilizes heat from the engine oil to warm the fuel, and
then to the fuel control unit. From there it is directed
When operating with Aviation Gasoline base through the dual fuel manifold to the fuel outlet nozzles
fuels, operation with fuel pressure light and into the annular chamber.
10-16 King Air 100 Supplemental Operational Data A4

FUEL DRAINS wing center section, which provides current for starting and
essential loads. The battery is directly connected to the
During each preflight, the fuel sumps on the tanks, pumps battery emergency bus which supplies power for essential
and filters should be drained to check for fuel loads such as boost pumps and firewall shutoff valves.
contamination. There are five sump drains and two filter
drains in each wing and are located as follows: Essential loads are also provided with a power source from
the No. 1 and No. 2 subpanel feeder buses. Diodes, which
NUMBER DRAINS LOCATION are solid state electronic devices that permit current flow in
one direction only, on each side of the essential
l Leading Edge Tank Outboard of nacelle components, prevent a failure of one of the circuits from
underside of wing. disabling the other. Further protection of the battery
emergency bus is provided by a panel of fuses in the
1 Firewall Fuel Pull ring located on underside of the right wing center section just forward of
Filter Drain firewall under cowling the battery.
cover, RH side of
engine. A battery relay, controlled by a cockpit switch, connects
the battery to the battery bus. Isolation diodes permit the
1 Primary Boost Pump Bottom center of battery relay to be energized by external power or
1 Secondary Boost nacelle forward of generators in the event the battery charge is insufficient to
Pump wheel well. activate the relay. A normal system potential of 28.75 volts
maintains the battery at full charge. An overvoltage relay
1 Transfer Pump B-1 thru B-5: On a opens the field circuit at 32 to 34 volts to provide
Filter Drain manifold between the overvoltage protection.
1 Gravity Feed Line boost pump drains.
Drain B-6 and after: On a During engine starts, the battery bus is connected directly
manifold aft of the to the starter/generator by the starter relay. The
wheel well. starter/generator drives the compressor section of the
engine through accessory gearing. The starter/generator
1 Center Section At wing root just initially draws approximately 700 amperes arid then drops
Tank forward of the flap. rapidly to about 300 amperes as the engine reaches 20% gas
generator speed.
One additional drain is provided for draining the entire fuel
system. This tee-type drain located in the forward portion When operated as generators, the two starter/generators
of the left wing center section can be used in.conjunction provide a capability of 250 amperes each at 28.25 volts.
with the crossfeed valve and boost pumps to expedite a The generators are paralleled by utilizing the voltage
complete draining of the system. developed between the "D" terminal of the generator and
ground. This terminal of each generator is connected from
FUEL DRA/N COLLECTOR SYSTEM its respective voltage regulator to that of the opposite
generator through the intervening voltage regulators. The
After engine shutdown, a small amount of fuel present in paralleling circuit also includes the overvoltage relays and a
the fuel control unit drains into a small collector tank. The paralleling relay. The field power of the generator carrying
tank is mounted to one of the lower fire shields in the aft the higher current is reduced while that of the generator
engine compartment. An electric float switch senses the carrying the lower current is increased until the load on
tank fuel level and activates an electric pump which then each is equal. When one generator is on the line and the
transfers the fuel back to the center section tank. When the other is off the line at the same voltage, the voltage of the
collector tank is emptied, the float switch turns off the former is depressed and that of the latter is increased
pump. The entire operation is automatic and requires no through the paralleling circuit until both generators are on
input or additional duties from the crew. the line. Should an overvoltage condition occur, the
paralleling circuit acts through the overvoltage relays to
FUEL GA GING SYSTEM lower the trip voltage on the overvoltage generator to take
the overvoltage unit off the line, leavingthe other generator
The upper portion of the fuel panel contains the fuel to supply the entire load.
quantity indicating system. Fuel gages are calibrated from E
to F in fractions, and in a pounds-and-gallons readout along Each generator is connected to its respective buses (see
the perimeter of the gage on the edgelight panel. The four Electrical System Schematic) through reverse current
gages are arranged on the fuel panel in pairs; a wing tank diodes. Both sides of the system are tied together through
gage and a riacelle tank gage on each side of the crossfeed 325 ampere current limiters at the isolation limiter bus. The
switch. No. I subpanel feeder bus and the No. 2 subpanel feeder
bus are tied together with diodes to protect the circuits in
ELECTRICAL SYSTEM case either of the current limiters (fuses) blows. No
provisions are made for replacing the limiters in flight, but
The King Air 100 is equipped with a 24 volt, 40 the system is designed so that the loads can be supplied
ampere-hour nickel-cadmium battery, located in the right from the opposite buses. The condition of the current

DATT
REGU1ATOR REGULATOR
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LATION LIMITER 80 20 20
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FUEL PANEL BIIS

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BATT. EMERG. Bus

limiters can be checked by reducing the electrical load to A IRFRA ME
single generator capacity, turning off the left generator and
depressing the loadmeter test button for the left engine. If a CABIN APPOINTMENTS
loadmeter reading is observed, the current limiter is still
good. If no reading is observed, the limiter is bad. The SEA TING
check is the same for the right-hand current limiter using
the opposite control switches. The King Air 100 is adaptable to a wide variety of cabin
arrangements. The pilot and copilot seats are mounted in a
separate forward compartment. They adjust horizontally
Each subpanel feeder supplies two dual buses through 50 and vertically with controls located under the seats. The
ampere feeder circuit breakers and isolation diodes. Thus, pilot and copilot chair armrests will raise and lower by
both dual subpanel feeder buses can be powered by either depressing the latch on the forward underside of the
generator. The subpanel feeder also provides power, armrest and moving the armrest to the position desired.
through a 50 ampere circuit breaker, to the essential
components with isolation diodes for protection against Various configurations of passenger chairs and the optional
shorts. The essential components, therefore, are supplied by two or four place couch installation may be installed on the
two sources, the battery emergency bus and the subpanel continuous tracks mounted on the cabin floor. All
feeder. This provides for a secondary source of power to passenger chairs are placarded on the horizontal leg cross
supply the essential components in the event of an open brace as either "Front Facing Only" or "Front or Aft
fuse from the essential bus. The essential bus fuses may be Facing." Only chairs placarded "Front or Aft Facing" may
checked before starting the engines by turning on the boost be installed facing aft. The passenger chairs utilize movable
pumps with the battery switch off and listening for armrests like those installed on the pilot and copilot seats.
operation of the pump. Passenger seats also have reclining backs which can be
adjusted to suit the individual passenger by a lever on the
side of the chair. Each chair is also equipped with an
In addition to supplying the subpanel feeder and dual adjustable headrest with a detent in the post for indication
subpanel feeder buses, the main buses, or pedestal buses, of the fully raised position. All chair backs should bé in the
supply power for several heavy current uses (see schematic). full upright position for take-off and landing. Additionally,
Inverter Number 1 receives power from the Number 1 on aft facing chairs, the headrest should be in the fully
subpanel feeder, and the Number 2 inverter redeives power raised position. Passenger seats may be moved fore and aft
from the Number 2 pedestal bus. A selector switch to suit leg room requirements of individual passengers by
placarded INVERTER NO. 1 - -
NO. 2 on the pilot's lifting the horizontal release bar under the seat.
subpanel controls the relay circuitry to activate either
inverter and connects it to the 115 volt, 400 cps, Aft of the passenger compartment and separated by a
alternating current loads. The 26 volt AC engine sliding-door type partition are the toilet and baggage
instruments are supplied by an auto-transformer through compartments. The toilet is equipped with a sliding-drawer
indicating fuses located on the right-hand cockpit sidewall. type chemical toilet. The baggage compartment is located
A red button appears in the fuse cap if the fuse blows. aft of the toilet area and utilizes the full width of the cabin.
Inverter warning circuitry warns the pilot of an inverter out The compartment has a 54 cubic foot capacity and is
with a red indicator light in the annunciator panel. equipped with an elastic webb for restraining loose items.
Any item stored in the baggage compartment is easily
accessible in flight.
Volkloadmeters are located to the left of the pilot's control
wheel. These meters normally indicate DC generator load in
terms of a fraction of the maximum rated load with 1.0 A/RSTA/R ENTRANCE DOOR
representing 100% load. A spring-loaded push button below
each loadmeter may be depressed to give the subpanel A swing-down door, hinged at the bottom, provides positive
feeder voltage. cabin security for flight and a convenient stairway for entry
and exit. Two of the three steps are movable and
automatically fold. flat against the door in the closed
An external power socket and polarity protection circuitry position. A plastic encased cable provides support for the
are provided for the use of auxiliary power units. A relay in door in the open position, a handhold for passengers, and a
the external power circuit will close only if the external convenience for closing the door from the inside. An
source polarity is correct. The battery switch should be on inflatable rubber door seal around the cabin door expands
when connecting external power in order to absorb voltage to positively seal the pressure vessel while the aircraft is in
transients. Otherwise, the transients might damage the flight. Engine bleed air provides the source of pressure to
many solid state components in the airplane. For starting, inflate the door seal. A hydraulic damper permits the door
external power sources capable of up to 1000 amperes may to lower gradually during opening.
be used; greater capacity could damage the starter. The
battery master switch and the generator switches are A locking device is operated by the handle in the center of
located on the pilot's subpanel under a gang bar for the door. The inside and outside handles operate
simultaneous cutoff. sunultaneously. When the handle is rotated per placard

instructions, two latches hook into the door frame at the windows are designed into a sealed unit with the polarized
top and two lock bolts on each side of the door lock into surfaces facing each other. The window of this unit which
the frame on the sides. There are four sight openings on the faces the inside of the cabin has a protruding thumb knob
inner facing of the door; one opening over each locking near the edge and turns freely in its frame. By rotating this
bolt. A green stripe, painted on the locking bolt, aligns with window, the polarized windows may be so aligned as to
a black pointer in the sight opening when the door is in a permit any degree of light to pass through the windows
locked condition. from full intensity to nearly opaque. Through 90° of
rotation, each of the eleven cabin side windows can give
A button beside the door handle, both inside and outside complete light regulation as desired.
the cabin, must be depressed before the handle can be
rotated to open the door. This acts as an additional safety
to aid in preventing accidental opening. FLIGHT CONTROLS
Another safety device is a small round window just above The King Air 100 is provided with conventional dual
the second step which permits observation of the controls. Nose gear steering is accomplished by use of the
pressurization safety lock bellows. A placard adjacent to individually adjustable rudder pedals.
the window instructs the operator to make certain the
safety lock arm is in position around the bellows shaft. Trim tabs on the rudder and left aileron are adjustable with
Pushing the red button switch adjacent to the window controls mounted on the center pedestal through closed
illuminates the mechanism inside the door. A safety chain cable systems with drive jackscrew-type actuators. Position
on the door frame is provided to attach into a hook in the indicators for each of the trim tabs are integrated with their
door while the door is closed. For security of the aircraft respective controls. Elevator trim is accomplished through
on the ground, the door can be locked with a key. the Electric Pitch Trim system.
ELECTR/C HOR/ZONTAL STABIL/ZER TR/M
EMERGENCY EX/T The King Air 100 is equipped with a dual electric
horizontal stabilizer trim system. In normal use the system
The emergency exit door, placarded EXIT-PULL, is located is activated by a pedestal mounted switch placarded PITCH
on the right side just aft of the copilot's seat. From the TRIM MAIN ON OFF, and operated with dual pitch
- - -
inside, the door is released with a pull-down handle, and on trim switches on each control wheel. A switch for the
the outside the door may be released with a flush mounted standby system is adjacent to the main trim switch and is
pull-out handle. The door is of the nonhinged, plug type placarded PITCH TRIM STDBY ON OFF. While-the
- - -
which removes completely from the frame when the latches standby system is activated, movement of the stabilizers
are released. From the inside, the door can be key locked to may be effected by the alternate switches to the left of the
prevent opening from the outside. The inside handle will main pitch trim switch on the pedestal. These alternate
unlatch the door, whether or not it is locked, by overriding switches then take the place of the thumb switches on the
the locking mechanism. The key lock should be unlocked control wheel. The position of the horizontal stabilizer is
prior to flight to allow removal of the door from the shown by a pedestal mounted indicator.
outside in the event of an emergency. The key slot is in the
horizontal position when the door is unlocked. Both the standby trim switches on the pedestal and the
control wheel mounted trim switches are dual element type
A wiper type disconnect for the air duct that supplies the switches. Both switches on each system move together to
air to the eyeball outlet in the emergency exit door is operate the pitch trim. If only one switch is moved, the
located on the upper aft edge of the door. As the door is circuit should not be completed. A check of the switches
removed, the duct is disconnected since it is an integral part will be accomplished during the pre-takeoff check by
of the door. moving the switches individually on both control wheels
and on the pedestal. No one switch alone should operate
An electrical disconnect, located on the lower forward edge the system; operation should occur only by movement of
of the door, will unplug as the door is being removed. On pairs of switches. Monitor the pitch trim indicator while
reinstalling the door, the electrical disconnect should be operating individual switches. Any movement on the
reconnected before moving the door into the closed indicator denotes a malfunctioning system and take-off
position- should not be made.
The control wheel switches are placarded: PITCH TRIM -
POLAR/ZED CAB/N WINDOWS NOSE UP NOSE DOWN and TRIM REL. By moving the
-
pair of switches forward, the stabilizer will move to effect a

The cabin windows have been designed with three nose down trim condition. The movement of the stabilizers
individual plates of acrylic plastic instead of one. The outer can be stopped immediately by returning the switches to
window is the pressure type and is an integrg part of the the center (off) position. Moving the switches aft brings the
pressure vessel. Two inner plastic windows are smoke tinted aircraft to a nose up trim condition. In the event of a
and coated with polarized material to reduce glare. These malfunction that causes the trim motor to continue to run
10-20 King Air 100 Supplemental Operatio.nalData Al

after the thumb switch has been released, a push button on APPROACH. The APPROACH detent acts as a stop for any
the side of the control wheel grip, placarded TRIM REL, position greater than 30%.
acts to interrupt the circuit until the main switch can be
turned off. Opposing the pilot's switches with the copilot's The flap power circuit is protected by a 20 ampere circuit
switches will cause the trim motion to stop. breaker located on the pedestal. A 5 ampere flap circuit
breaker for the control circuit is located in the circuit
The standby switches on the pedestal operate in the same breaker panel on the copilot's subpanel.
manner as the main switches; by movement of pairs of
switches. The standby system has no trini release switch as Moving the flap handle out of the UP position renders the
does the main system, and is deactivated by moving the landing gear warning horn silence function inoperative.
PITCH TRIM STDBY switch to the OFF position.
-
With the flap handle out of the UP position, the landing
gear warning horn can be silenced only by lowering the
An audio stabilizer movement system is installed to advise landing gear or advancing the power levers.
the pilot each time the trim system is activated. The signal ,
.
is in the form of intermittent tones which come through

the speaker or head phone while the stabilizer is in motion.
This sound is independent of the radio system and will be LANDING GEAR
heard any time the stabilizer moves.
A 28 volt split field motor, located on the forward side of
An out of trim warning system is installed to advise the the center section main spar, extends and retracts the
pilot of a mistrim condition during take-off. A switch is landing gear. The motor incorporates a dynamic braking
installed on the left throttle quadrant at the 90% power system, through the use of two motor windings, which
position which will activate the warning horn if the prevents overtravel of the gear. Torque shafts drive the
stabilizer trim is not set for take-off. A squat switch on the main gear actuators, and duplex chains drive the nose gear
landing gear will deactivate the system on•lift-off so that actuator. Spring-loaded friction clutches between the gear
the trim can function, in any position within its range, box and the torque shafts protect the system in the event
without the horn sounding. of mechanical malfunction. A 200 ampere, remote circuit
breaker, located on the landing gear panel forward of the
I main spar, under the center floorboard, protects the system

from electrical overload.
FLAPS The Beech air-oil type shock struts are filled with
compressed air and hydraulic fluid. Direct linkage from the
The flaps are operated by a sliding leverlocated.just below rudder pedals allows for nose wheel steering. When the
the condition levers on the pedestal. Flap travel, from 0% rudder control is augmented by a main wheel brake, the
(full up) to 100% (full down), is registered on an electric nose wheel deflection can be considerably increased. As the
indicator on the top of the pedestal. A side detent provides nose wheel retracts, it is automatically centered and the
for quick selection of APPROACH position (30% flaps). steering linkage becomes inoperative.
From the UP position to the APPROACH position, the
flaps cannot be stopped at an intermediate point. Between A safety switch on the right-hand main strut opens the
the APPROACH position and DOWN, the flaps may be control circuit when the strut is compressed. The safety
stopped as desired by moving the handle to the DOWN switch also actuates a solenoid-operated downlock hook,
position until the flaps have moved to the desired degree, which prevents the landing gear handle from being raised
then moving the flap handle back to APPROACH.In like when the aircraft is on the ground. The hook automatically
manner, the flaps may be raised to any degree between unlocks when the aircraft leaves the ground, but can be
DOWN and APPROACHby raising the handle to UP until manually overridden by pressing down on the red button
the desired setting is reached, then returning the handle to placarded DN LCK REL.
A6 King Air 100 Supplemental Operational Data 10-2†

Visual indication of landing gear position is provided by the pedals are depressed briefly to equalize the pressure on
individual green GEAR DOWN indicator lights for each both sides of the valve, allowing it to open.
landing gear, arranged in a triangle on the upper pedestal.
Two red, parallel-wired indicator lights located in the ENGINE BLEED AIR PENUMATIC SYSTEM
control handle illuminate to show that the gear is in
transit or unlocked. They also illuminate when the landing High pressure engine compressor bleed air, regulated at 16
gear warning horn is actuated. psi, supplies pressure for the surface deice system and the
autopilot. Vacuum for the flight instruments is derived
en either or both Power Levers are retarded below an from a bleed air ejector. One engine can supply sufficient
I
ngine setting sufficient to maintain flight with the gear not bleed air for all these systems.
own and locked, a warning horn will sound intermittently.
During operations with power retarded, the horn can be During single engine operation, a check valve in each bleed
deactivated as long as the flaps are UP, by pressing the air line from the engines prevents flow back through the
HORN SILENCE button. The horn will remain silent until line on the side of the inoperative engine. A suction gage on
either the flaps are lowered or the Power Levers are the right-hand side panel indicates instrument vacuum in In.
advanced, then retarded again. Hg. To the right of the suction gage is a pressure gage which
indicates air pressure available to the deice distributor valve.
EMERGENCY LAND/NG GEAR EXTENS/ON
Emergency landing gear extension is provided through a BLEED AIR WARNING SYSTEM
separate, manually powered, chain drive system. Make .
certain the the landing gear handle is in the down position The bleed air lines from the engines to the cabin are
and pull the landing gear relay circuit breaker before shielded with insulation to protect other components from
manually extending the gear. Pulling up on the emergency heat. Heat is also dissipated in the air-to-air heat exchanger
engage handle, located on the floor and turning it clockwise in the center wing section. The bleed air lines are
will lock it in that position. When the emergency engage accompanied in close proximity by plastic tubing from
handle is pulled, the motor is electrically disconnected from the engines to the cabin. One end of the tubing is plugged -
the system and the emergency drive system is locked to the off and the other is connected to a bleed air source in the
gear box. When the emergency drive is locked in, the chain cabin to supply the line with pressure. Since the tubing is
is driven by a continuous action ratchet which is activated vulnerable to heat, any leak or failure of the bleed air line
by pumping a handle adjacent to the emergency engage will melt the plastic to the point of failure. Upon release of
handle. Do not continue pumping the ratchet handle after pressure in the tubing, a normally open switch in the line,
the GEAR DOWN lights illuminate. Excessive pumping may located in the fuselage, will close, causing a circuit to bei
damage the gear drive mechanism and bind the clutch so completed to the respective BLEED AIR LINE FAILURE
that the handle will not release it. light in the annunciator panel. When the indication of bleed
air line failure is illuminated in the annunciator, the bleed
After an emergency landing gear extension has been made, air for that side should be turned off with the respective
do not stow handle, move any landing gear controls or reset BLEED AIR VALVES switch on the copilot's subpanel.
any switches or circuit breakers until aircraft is on jacks as
failure may have been in the gear up circuit and gear might PITOT AND STATIC SYSTEM
retract on ground.
The pitot and static system provides a source of impact air
and static air for the operation of flight instruments.
BRAKE SYSTEM A heated pitot mast is located on the bottom side of the
outboard section of each wing. Tubing from each mast is
The dual hydraulic brakes are operated by depressing the plumbed into the cabin to the instrument panel for the
toe portion of either the pilot's or copilot' rudder pedals. A instruments. Plumbing drains for the pitot system are inside
shuttle valve adjacent to each set of pedals permits changing the leading edge of each center section and are accessible
braking action from one set of pedals to the other. through a hinged door. Open the drain petcock to release
moisture. The drain petcock must be closed after draining.
Dual parking valves, with a control on the pilot's
subpanel placarded PARKING BRAKE PULL ON AND
-
Switches for pitot heat are located on the pilot's subpanel
OPR BK PUSH TO RELEASE, are installed adjacent to
-
in the "HEAT" group placarded PlTOT LEFT RIGHT.
- -
the rudder pedals between the master cylinders of the Pitot heat should not be used on the ground except for
pilot's rudder pedals and the wheel brakes. After the pilot's brief periods to check operation or thaw the pitot of ice or
brake pedals have been depressed to build up pressure in snow.
the brake lines, both valves can be closed simultaneously by
pulling out the parking brake handle on the left subpanel. A dual static system provides two sources of static air to
This closes the valve to retain the pressure that was the flight instruments through two static air fittings on each
previously pumped into the brake lines. The parking brake side of the aft fuselage. Each static source has a fitting on
is released when the parking brake handle is pushed in and each side.

An emei¿eucy static air line, which terminates just aft of STATIC AIR LINE DRAIN. These drain petcocks should
the rear pressure bulkhead, provides a source of static air be opened to release any trapped moisture at each 100 hour
for the pilot's instruments in the event of source failure inspection or more often if conditions warrant and must be
from the pilot's static air line. A control on the right-hand closed after draining.
side panel, placarded PILOT'S EMERGENCY STATIC AIR
SOURCE, may be actuated to select either normal or alter-
nate air source by a two þosition selector valve. The valve FLIGHT INSTRUMENTS
is secured in the NORMAL position by a spring clip.
Altimeter and airspeed information graphs are provided The floating instrument panel design allows the flight
in the FAR Performance Section for computation when instruments to be arranged in a standard "T" grouping
operating on Emergency Static Air. directly in front of the pilot and the copilot. Complete
pilot and copilot flight instrumentation is installed,
There are three drain petcocks for draining the static air including dual navigation systems, two course indicators,
lines located below the right-hand side of the instrument dual gyro horizons, and one electric and one vacuum turn
panel and are protected by an access cover placarded and slip indicator.
PRESSURE
INSTRUMENT
PANEL BULKHEAD
PLUMBING ,
DORAIN
DRAIN ALTERNATE
PITOT MAST
D A
WING STATION WING STATION

199.735 199.735
PRESSURE
Ï BULKHEAD
jf
•··-
ALTERNATE STATIC AIR LINE s'
-
PITOT LINE Í I
---
STATIC AIR LINE
STATIC BUTTONS
PiTOT AND STATIC SYSTEM

LIGHTING door aft of the door frame.
A threshold light at floor level to the left of the airstair

COCKP/T door may be turned on and off with a two position switch
adjacent to tlie light. If this light is not turned off, it will
An overhead light control panel, easily accessible to both extinguish automatically when the door is closed. A
pilot and copilot, incorporates a breakdown of all lighting courtesy light illuminates the spar cover at the floor level
systems in the cockpit. Each light group has its own and operates off the same circuit.
rheostat switch placarded BRT OFF. The master cockpit
-
light switclicontrols the overhead and fuel control panel When the interior light switch on the pilot's subpanelis on,
lights, engine instrument lights, radio panel lights, subpanel individual reading lights along the top of the cabin may be
and console lights, pilot and copilot instrument lights, and turned on or off by the passengers with a push button
gyro instrument lights. The instrument indirect lights, in switch adjacent to each light.
the glareshield, and overhead map lights are individually
controlled by separate rheostat switches. A press-to-light
OAT gage light is in the lower left corner of the panel. STALL WARNING/SAFE FLIGHT SYSTEM
The stall warning safe flight system consists of a safe flight

indicator mounted on the left side of the glareshield, a
CABIN breaker type switch on the left subpanel, a warning horn
forward of the riglu instrument panel, a heated lift
A three position switch on the pilot's subpanel, placarded transducer vane and face plate on the leading edge of the
INT -
BRT -
OFF DIM, controls the fluorescent cabin
-
left wing. The heater for the lift transducer vane receives
lights. The switch to the right of the interior light switch power while the master switch is on and is protected by a
activates the cabin NO SMOKING|FASTEN SEAT BELT circuit breaker on the right subpanel. The heater for the
signs and accompanying chimes. This three position switch face plate is activated by positioning the RIGHT PITOT &
is placarded CABIN SIGN BOTH FSB.
- -
STALL WARN switch to ON.
Two baggage area lights in the top of the aft cabin area are When aerodynamic pressure on the lift transducer vane
controlled by a two position switch just inside the airstair indicates that a stall is imminent, the transistor switch is .
door aft of the door frame. actuated to complete the circuit to the stall warning horn.
A threshold light at floor level to the left of the airstair .

CA UTION
door may be turned on and off with a two position switch
adjacent to the light. If this light is not turned off, it will The heater element protects the lift transducer
extinguish automatically when the door is closed. A from ice, however, a buildup of ice on the wing
courtesy light illuminates the spar cover at the floor level. It may disrupt the air flow and prevent the system
may be turned on and off with a switch adjacent to the from accurately indicating an incipient stall.
light.
The lift transducer also senses the angle of attack for the
When the interior light switch on the pilot's subpanel is on, safe flight indicator. This information is transmitted as a
individual reading lights along the top of the cabin may be relative speed reading on the linear scale. The best approach
turned on or off by the passengers with a push button speed is indicated when the needle centers on the scale of
switch adjacent to each light. the indicator. Maximum performance speeds such as lower
landing speeds and takeoff with marginal airspeeds, are
indicated with the needle near the "W" in "SLOW" on the
EXTERIOR left end of the scale.
Exterior light switches are located on the subpanel just left

of the pedestal. There are two switches placarded ENVIRONMENTAL CONTROLS
LANDING to control the left and right wing-mounted
landing lights, a switch placarded TAXI, for the nose gear An environmental control section on the copilot's subpanel
mounted taxi light, a switch placarded NAV, for the provides for automatic or manual control of the system.
navigation lights, a switch placarded BEACON, for the This section, just to the right of the landing gear control,
upper and lower rotating beacons, and a switch placarded contains all the major controls of the environmental
ICE, for the wing ice light. A switch, placarded STROBE function: bleed air valve switches, a vent blower control
LIGHTS, for the optional wing tip and tail strobe lights, if switch, a manual temperature switch for control of the heat
installed, is located in the same area on the subpanel just exchanger valves, an electric heat mode selector switch, a
below the light switch grouping. cabin temperature level control, and the mode selector
switch for selecting manual or automatic heating or cooling.
Two baggage area lights in the top of the aft cabin area are Bleed air valve switches of the two position, lever lock type,
controlled by a two position switch just inside the airstair placarded BLEED AIR VALVES -
OPEN -
CLOSED,

AIR CONDITIONER
PRESSURE BULKHEAD
F LE CTR1C HEATER
COCKPIT FLOOR HEAT OUTLET COCKPlT FLOOR HE AT OL TLET
[NSTR NIE\T
PANEL
M1NDSHŒLD
DEFROSTER
IEN
E
A
A R A110 T
RRHEAT AIR TE
AIR TO
wMEEL WHEEL
wELL WELL
I I
OVERHEAD
I | •- DUCTS-
I I I
FLOOR OUTLET-- -FLOOR OUTLET
I I
I
L------ -----
OLTLET -·
FLOOR OUTLET
F LOOR -
AMBIENT AIR UNPRESSURIZED

RECIRCULATED AIR PRESSURIZED
AIR CONDITIONER Ct.sOL AIR
BLEED AIR
HEATED AIR
PRESSURE 13CLKHEAD
ENVIRONMENTAL SYSTEM SCHEMATIC

actuate electric solenoids in the flow control units at the switch, and a pneumatic thermostat which opens and closes
engines to bring warm, compressed air (bleed air) from the with temperature variations. The unit receives bleed air
compressor section of the engine to the cabin. To the right from the engine into an ejector (see Flow Control System
of the bleed air valve switches is the vent blower switch Schematic) which draws ambient air into the veÀturi of the
placarded VENT BLOWER HIGH LO AUTO. HIGH
- - -
nozzle. The mixed air is then forced into the bleed air line
and LO positions regulate the blower to two speeds for which goes through the heat exchanger in the wing center
manual operation. In the AUTO position the fan will run at section before reaching the cabin.
low speed, but when the mode selector switch is placed in
the OFF position, the blower will turn off. Just above the A line from the bleed air ejector chamber to the normally
bleed air switches is a spring loaded switch placarded closed electric solenoid is under pressure any tirrie the
MANUAL TEMP INCR DECR which controls the motor
- -
engine is in operation. When the bleed air valve control
driven bypass valves downstream of the heat exchangers in switch on the copilot's subpanel is moved to OPEN, the
the wing center sections. In the automatic mode, the electric solenoid valve opens, permitting air to pressurize
motors are driven to the proper degree of valve opening the line to the reference pressure regulator. Here the air is
automatically as regulated by the controller. In the manual regulated to a constant value of less than the bleed air
mode, the valve opening is controlled manually by moving pressure supply. All lines downstream from the regulator
the switch to INCR or DECR. and holding it in that are provided with orifices to slow the movement of the
position until the motor drives the valve to the desired valves and to allow the aneroid control to function
position. To the right of the manual temp switch is the accurately. The aneroid control restricts flow in the supply
ELEC HEAT switch with three positions: GRD MAX -
line to it in order to back up pressure into the ejector flow
NORM OFF. This switch is solenoid held in GRD MAX
-
control actuator. Whèn the bellows in the ejector flow
position when on the ground and will drop down to the control actuator is pressurized, it opens the ejector to allow
NORM position at lift-off when the landing gear safety more bleed air into the nozzle. Thus, the aneroid control
switch is opened. It provides for maximum electric heat regulates bleed air flow.
from all eight elements of the electric heater for initial
warmup of the cabin. If all the electrical heating elements The firewall shutoff valve in the bleed air lines is a spring
are not desired for initial warmup as in the GRD MAX loaded, bellows operated valve that is held in the open
position, the switch may be 'placed in the NORM position position by pressure directly from the pressure regulator.
for warmup in which only four elements will be utilized. In When the electric solenoid is shut off, or when bleed air
this position the operation of the four heating elements is diminishes on engine shutdown (in both cases the pressure
automatic in conjunction with the cabin thermostat to to the firewall shutoff valve is cut off), the firewall valve
supplement bleed air heating. The OFF position turns off closes.
all electric heat and leaves cabin heating to be provided by
bleed air. The ambient air floiv is regulated by a norinally open
ambient modulator valve upstream from the ejector. This
The CABIN TEMP INCR control adjacent to the electric
-
valve is normally open with no pressure on the system and
heat switch provides regulation of the temperature level in is used to restrict the flow of ambient air to the ejector
the automatic mode. Temperature sensing units in the nozzle. When the aircraft is on the ground and the landing
cabin, in conjunction with the control setting, initiates a gear safety switch is opeñ, a normally open electric solenoid
heat or cool command to the temperature controller for closes upstream from the pneumatic thermostat, building
desired cabin environment. Adjacent to the cabin up pressure to close the ambient modulator valve. On the
temperature controller is the mode selector placarded ground, with bleed air at lower temperatures, no ambient
CABIN TEMP MODE. With the selector in the MAN HEAT air is allowed to enter the bleed air line. In flight, the
or MAN COOL position, regulation of the cabin is solenoid opens and pressure is allowed to bleed off through
accomplished manually with the MANUALTEMP control. the pneumatic thermostat, creating a stabilized pressure
In the AUTO position there are two settings, the CKPT condition to the ambient modulator valve. As temperatures
setting and the CABIN setting. The CKPT setting allows the lower the pneumatic thermostat begins to close, which in
pilot or copilot to regulate the temperature by setting the tum closes the ambient modulator valve, shutting off the
CABIN TEMP control. The CABIN setting allows the flow of ambient air to the ejector. Thus, the pneumatic
passengers to select the desired temperature level by use of thermostat govems the temperature of the hot air available
a control on the left-hand sidewall approximately midway to the cabin by regulating the amount of cool ambient air
in the cabin. into the warm bleed air.
FLOW CONTROL UNIT PRESSUR/zATION SYSTEM

A flow control unit forward of the firewall in each nacelle Bleed air from the engine, as described in HEATING and
controls the bleed air from the engine to make it usable for COOLING, is available to the cabin at a rate of 10 pounds
pressurization, heating, and ventilation. This unit is fully per minute for the purpose of pressurization. The flow
pneumatic except for an electric solenoid operated by the control unit of each engine, which mixes ambient air with
bleed air switches on the copilot's subpanel, a normally the bleed air, incorporates a solenoid actuated by the
open electric solenoid operated by the landing gear safety landing gear safety switch. On take-off, a time delay relay
10-26 King Air 100 Supplemental OperationalData

PNEUMATIC
THERMOSTAT
PRESSURE
REGULATOR. TO L.G.
SAFETY SWITCH
AMBIENT
SENSE
S O
ANEROID
EJECTOR
N. C. SOLENOID FLOW
CONTROL
FN AMMO LNA GR
EWALL TO ( EN CLOSE
SrHAULVOEFF VALVE N. C.
d' FILTER
AMBIENT
FLOW
. ..... .
EJECTOR H
VALVE
BLEED
- AIR FLOW
FLOW CONTROL UNIT SCHEMATIC
actuates the solenoid at the left engine first, then the annunciator light, ALT WARN, to warn of operation
solenoid at the right engine in a delayed sequence to requiring oxygen.
prevent excessive pressure "bump" when activating the
pressurization system. A pneumatically operated outflow Also incorporated into the outflow valve is a negative
valve, located on the aft pressure bulkhead, maintains the pressure relief diaphragm to prevent outside atmospherio
selected cabin altitude and rate of climb commanded by the pressure from exceeding cabin pressure. Thus, a positive
cabin rate-of-climb and altitude controller on the pedestal. cabin pressure differential of 4.6 psi, and a negative cabin
The outflow valve is equipped with a silencer cone for quiet pressure relief diaphragm, maintains a comfortable cabin
operation. A safety valve adjacent to the outflow valve is pressure during flight.
connected to the pressure dump switch on the pedestal and
is wired through the landing gear safety switch. If either of
these switches is open, or the vacuum source or electrical FUNCTIONAL CHECK
power is lost, the safety valve will close to atmosphere.
Before takeoff, the safety valve is open with equal pressure During runup, the pressurization system may be checked
between the cabin and the outside air. A pressure switch on for operation in the following manner:
the pedestal below the power control levers, placarded
CABIN PRESS DUMP PRESS TEST, closes on liftoff if
- -
the system is in the PRESS mode, with the bleed air valves a. Move the bleed air valves to the OPEN position.
on. As the aircraft climbs, the controller modulates the b. Set the cabin pressure controller for an altitude of
outflow valve and increases the cabin pressure until the 500 fèet below field elevation.
maximum cabin pressure differential is reached. After this c. Move the pressurization switch to the TEST
point the cabin altitude begins to climb at the same rate as position. (This will bypass the landing gear safety switch
the aircraft. At the cabin altitude of 10,000 feet, a pressure and the cabin will begin to pressurize).
switch mounted on the pressure bulkhead forward of the d. Check the cabin altimeter for pressurizing and,
left -hand
subpanel completes a circuit to illuminate an when confirmed, release the pressurization switch.

To set the pressurization before take-off: When the aircraft is airborne, the landing gear safety switch
actuates the solenoid that opens a valve allowing ambient
a. Check environmental control settings (heat or cool, air to be injected into the bleed air. The flow of incoming
manual or automatic, as desired). ambient air is controlled by the pneumatic thermostat,
b. Open the bleed air valves. assuring that the pressurized air to the cabin is warm
c. Check to see that the pressurization switch is in enough.
the PRESS position.
d. Select the cruise altitude planned for the trip. If desired, an external power unit may be used during
e. After take-off, adjust the rate controller. ground operation to provide initial cabin heating with the
electric heater.
COOLING
OXYGEN SYSTEM
Bleed air that is used during the cooling inode is passed
through the heat exchanger in the wing center section. An The King Air 100 oxygen system utilizes a standard 22.0
air intake on the leading edge of the wing brings ram air cubic foot cylinder or optional 49.2 or 65.6 cubic foot
into the heat exchanger to cool the bleed air that is being cylinders installed aft of the aft pressure bulkhead. The
ducte1 into the cabin. This ambient air, on leaving the heat oxygen system pressure regulator and. control valve is
exchanger, is dumped overboard through louvers on the attached to the cylinder and activated by a remote
bottom side of the wing. In the cooling mode, a bypass push-pull knob located to the rear of the cockpit overhead
valve downstream from the heat exchanger róutes the bleed light control panel.
air through the heat exchanger. After the air enters the
cabin, it is distributed through the ducting system and
recirculated. The air gonditioner evaporator is mounted in
the lower part of the nose forward of the pressure
bulkhead. Cooling air is supplied to the air conditioner
condenser by being drawn in through a louvered intake in
the right side of the nose and exhausted out through
louvers in the left-hand side. The unit is electrically driven,
has a rated capacity of 16,000 Btu, and uses a freon gas
refrigerant. The circuit breaker that protects the air
conditioner circuit, as well as the circuit for normal electric i
heat, is located on the cockpit floor just left of the

pedestal. It is a large red button and is designed for foot
operation.
HEATING
Bleed air from the engine, combined with ambient air
through the pressurization and heating flow control unit in
the nacelle, is ducted into the cabin for heating and
pressurization. While the aircraft is on the ground, a
solenoid closes off the ambient air to provide only the
warm bleed air to the cabin. An integral electric heater with
eight heating elements is provided to supplement the
heating of the air within the cabin. The heat of the engine The system is of the constant flow type, based on adequate
bleed air is usually enough to maintain a comfortable cabin flow for an altitude of 20,000 feet. Each mask plug is
temperature, however additional heat from the electric equipped with its own regulating orifice. Since the orifice is
heater will, if necessary, supplement cabin heat in the mask plug, the Oxygen Duration Chart is based on
automatically in very cold weather. the flow rate of the Zep Aero Continious Flo Mask, P/N
521-15-12. The pilot and copilot oxygen masks are kept
There are two modes of heating, manual and automatic., under their seats with oxygen outlets located on the
Selection of manual heating imposes continuous operation forward cockpit sidewalls. Passengers masks are kept in seat
in that mode with regulation provided through the back'pockets except. in the couch installation, where
MANUAL TEMP control. In the automatic mode, the they are stored under the seats. The cabin outlets are
temperature may be regulated with the CABIN TEMP centrally located at midpoint of the cabin interior on the
control located on the copilot's subpanel, or with a control upper cabin sidewalls and when not in use, are protected by
on the left-hand sidewall midway of the cabin, plaóarded a sliding cover. All masks are easily plugged in by pushing
CABIN HEAT CONTROL. Selecting CKPT or CABIN in the orifice in firmly and turning clockwise approximately
the AUTO position of the mode selector activates the one quarter turn. Unplugging is easily accomplished by
control function in the cockpit or cabin respectively. reversing the motion.

DEICER BOOT DEICER BOOT
SLIP RING SLIP RING

BRUSH BLOCK BRUSH BLOCK
SUBPANEL
PROP HEAT SWITCH

AMMETER
RELAYS R. H FIREWALL PLUG
SHUNTS
TIMERS
TIMER SELECT RELAYS
L.H. FIREWALL PLUG

FIRST BULKHEAD MAIN SPAR
AFT OF PILOT'S SEAT
PROPELLER DEICE SYSTEM SCHEMATIC
ICE PROTECTION SYSTEMS blades of both propellers are protected by separate fuses
located in the cabin aft of the main spar under the center
PROPELLER ELECTR/CDE/CESYSTEM aisle. Loss of one heating element circuit on one side does
not mean that the entire system must be shut off. With one
The propeller electric deice system includes: an electrically fuse blown, only the circuit protected by that fuse will be
heated boot for each propeller blade, brush assemblies, slip lost while the rest of the system remains operable. Each
rings, an ammeter, main and standby timers, and main and heating phase is 30 seconds in duration and the timer makes
standby switches on the pilot's subpanel. a complete cycle every two minutes. When the timer
switches to the next phase of operation, the ammeter on
Two switches on the subpanel placarded PROP MAIN and
-
the LH subpanel will register a momentary deflection.
PROP -
STANDBY provide for the main system control
plus a backup system. The timers, one for each system, are
located under the left seat track forward of the main spar. WINDSHIELD ANT/-ICE
An ammeter on the subpanel registers the amount of
current (14 to 18 amperes) passing through the system Windshield heat for both pilot and copilot windshields is
being used. If the current rises above the switch limit, an controlled by a toggle switch on the pilot's subpanel
integral circuit breaker will cut off the power to the timer. placarded WSHLD ANTI-ICE BOTH OFF PILOT. The
- - -
Current flows from the timer to the brush assembly and control circuit of this system is protected by a 1/2 ampere
then to the slip rings installed on the spiriner backing plate. fuse on a panel mounted on the forward pressure bulkhead.
The slip rings distribute current to the deicer boots on the Power is used to heat the windshield heating elements
propeller blades. Heat from the boots reduces the grip of buried in the glass. The power circuit of this system is
the ice, which is then removed by the centrifugal effect of protected by a 50 ampere circuit breaker located on the
propeller rotation and the blast of the air stream. Power to lower pedestal. A controller with a temperature sensing unit
the two heating elements on each blade, the inner and outer maintains proper heat at the windshield surface.
element, is cycled by the timer in the following sequence:
RH propeller outer element, RH propeller inner element, On aircraft with heavy avionics loads, an electric heater
LH propeller outer element, LH propeller inner element. lockout is incorporated in the relay to assure anti-ice
All four circuits the inner and outer elements on the
.for operation in the event of overload of the electrical system.
King Air 100 Supplemental Operational Data .

10-29
VACUUM
PRESSURE REGULATOR
VALVE
BULKHEAD
TO INSTRUMENTS
INSTRUMENT
SUBPANEL
ENG[NE ENGINE
FlRESEAL FIRESEAL BLEED AB
BLEED AIR \ /
BLEED AIR
FLOW CONTROL
BLEED AB PNECMATIC
FLOW CONTROL GAGE INSTALLATION
DEICER DEICER
[NSTALLATION CONTROL FREWALL
DEICER CIRCUIT
SW CH CONTROL BREAKER
FIREWALL RELADEICER STCRERBUTOR
DElCER BOOT TLME DEICER BOOT
DELAY RELAY VALVE
EJECTOR
HP REE RWITCH
SS
CHECK
VALVES
""""""" PRESSURE OR VACUUM
-
PRESSURE LINES
----
VACUUM LINES BLEED AS
REGULATOR
VALVE
PRESSURE BULKHEAD
,---~'
DEICER BOOT
DElCER BOOTS 's,
SURFACE DEICE SYSTEM

This assures that the elements of the electric heater will sensitive to infrared rays, are positioned in the engine
be blocked from functioning in favor of load requirements compartments to receive direct and reflected rays, thus
for the windshield anti-ice. viewing the entire compartment with only three cells. Heat
level and rate of heat rise are not factors in the sensing
Because of the close proximity of the magnetic standby method. The cell emits an electrical signal proportional to
compass to the windshield, erratic operation of the compass the infrared intensity and ratio in the radiation striking the
may be expected while windshield heat is being used. cell. To prevent stray light rays from signaling a f1ase alarm,
-
a relay in the control amplifier closes only when the signal

P/TOTMAST reaches a preset alarm level. When the relay closes, the
appropriate warning light near the upper edge of the
Heating elements are installed in the pitot mast located in instrument panel illuminates. When the fire has been
the outboard sections of both wings. Each heating element extinguished, the cell output voltage drops below the alarm
is controlled by an individual 5 ampere circuit breaker level and the relay in the control amplifier opens. No
switch, placarded PITOT LEFT RIGHT, located on the
- -
manual resetting is required to reactivate the detection
pilot's subpanel. It is not advisable to operate the pitot heat system.
system on the ground except for testing or for short
intervals of time to remove ice or snow from the mast.
The test switch on the upper pedestal has four positions;
OFF, 1, 2, and 3. Tlte system may be tested any time on
SURFA CE DE/CE SYSTEM the ground or in flight by rotating the switch from OFF to
any of the positions to activate a corresponding set of flame
The surface deice system removes ice accumulation from detectors in each nacelle. The annunciator warning lights
the leading edges of the wings and the vertical and should illuminate as the selector is rotated through each of
horizontal stabilizers. Ice removal is accomplished by the three positions. Failure of a light to illuminate in any
alternately inflating and deflating the deice boots. Pressure one position indicates trouble in that particular detector
regulated bleed air from the engines supplies pressure to circuit.
inflate the boots. A venturi ejector, operated by bleed air,
creates vacuum to deflate the boots and hold them down
while not in use. To assure operation of the system should
one engine fail, a check valve is incorporated in the bleed SMOKE DETECTION SYSTEM (Optional)
air line from each engine to prevent loss of pressure though .
the compressor of the inoperative engine. Inflation and

deflation phases are controlled by a distributor valve. A A smoke detector, with a constantly burning light and a
three position switch on the pilot's subpanel placarded photoconductive cell enclosed in a perforated case, is
DE-lCE CYCLE SINGLE OFF MANUAL, controls the
- - -
located in the nose avionics compartment to warn of the

deicing operation. The switch is spring loaded to return to presence of smoke. Smoke particles entering the case reflect
the OFF position from SlNGLE or MANUAL. When the infrared rays from the light into the cell, which transmits a
SINGLE position is selected, the distributor valve opens to signal to the smoke detector amplifier. The potential of this
inflate the boots. After an inflation period of signal is proportional to the density of the smoke. When the
approximately 7 seconds, a timer delay relay switches the signal strength is sufficient to close the relay in the
distributor to deflate the boots. When deflation is amplifier located aft of the main spar under the center aisle,
complete, the cycle is complete. If the switch is held in the the red indicator light on the annunciator panel, placarded
MANUAL position, the boots will inflate and remain SMOKE, illuminates.
inflated until the switch is released to return to OFF. Then
the boots will delfate and remain in the vacuum hold down
condition until again actuated by the switch. Since very When the smoke detector is installed, the fire detector test
thin ice may cling to the boots during the removal attempt, switch will have an additional position, placarded SMOKE,
the most effective deicing operation is achieved by allowing available to check the smoke detection circuit. It is checked
a buildup of approximately 1/2 inch of ice to form before in the same manner as the fire detection circuits except that
activating the deice boots. the SMOKE annunciator light will illuminate instead of the
FIRE annunciator lights.
FIRE DETECTION SYSTEM

FIRE EXTINGUISHER SYSTEM (Optional)
To provide immediate warning in the event of fire at the
engine compartment, a fire detection system is installed.
The system consists of three photoconductive cells in each The system utilizes two cylinders charged with two and one
engine nacelle, a control amplifier under the center aisle half pounds of Bromotrifluoromethane as the extinguishing
floor aft of the main spar, two warning lights placarded LH agent, pressurized with dry nitrogen to 450 psi at 700F.
FIRE RH FIRE on the annunciator panel, a test switch on
-
Lines from the cylinders are routed to strategic points

the upper pedestal and a circuit breaker on the subpanel about the engine to provide a network of spray tubes which
below the copilot's control column. Flame detectors, serve to diffuse the extinguishing agent. To assure operation

LH FIRE RM FtRE
ANN NCIATOR PANEL

SMOKE
SMOKE AND FIRE

DETECTOR AMPLIF ERS
SDE
CTOR
o
O ,
a
OFF
TEST SWITCH
FIRE AND SMOKE
DETECTION
FIRE AND SMOKE DETECTION SYSTEM
THERM SW
ELECTROTHERMAL
HEATER
PRESSURE GAGE
EX PLOSIVE SQUIB
FIRE EXTINGUISHER SCHEMATIC

of the system during cold weather, each supply cylinder is WINDSHIELD WIPERS
encircled by an electrothermal heater. When the
temperature drops below 35°F, the heater thermostat The dual windshield wiper installation consists of a motor,
actuates the heater. arm assemblies, drive shafts and converters located forward
of the instrument panel. The system includes a control
switch, located in the upper left-hand corner of the
The system may be activated by raising the transparent overhead panel. The system circuit breaker is located in the
plastic cover over the press-type switch and depressing the right-hand subpanel. Windshield wipers may be operated for
red plastic face of the switch placarded FIRE EXT PUSH
-
flight and ground operations. Do not use them on dry glass.
TO EXT. Switches for the respective engines are located on The control knob, placarded PARK -
SLOW -
FAST,
the instrument panel just below the annunciator panel, and controls the wipers with two speeds for light or heavy
are wired in conjunction with the annunciator to provide an precipitation. An intermediate position between PARK and
additional warning to ensure activation of the proper SLOW serves as the off position. After the control is turned
switch. Each extinguisher gives only one shot to its engine. to PARK to bring the wipers to their most inboard
Do not attempt to restart the engine after the extinguisher position, spring loading returns the control to the off
has been actuated. position.

SECTION XI
SERVICING
TABLE OF CONTENTS
Introduction . . . . . . . . . . . . . .
11-3
GROUND HANDLING . . . . . . . . . . 11-3, 114 .
Towing . . . . . . . . . . . . . 11-3, Illus. 11-3

Parking ..... ..
........11-3
Control Locks . . . . . . . . . . . . . . 114, Illus. l l4

TieDown....................ll4
SERVICING . . . . . . . . . . . . 114 thru 11-11
External Power . . . . . . . . . . . . 114
Battery . . . . . . . . . . . . 114
Tires .......... ....
.....11-5
(Optional High Flotation Gear Tires) . . . . . . . . . . .

11-5
ShockStruts .... .
............11-5
Nose Gear Strut . . . . . . . . . . . . . . . .

11-5
Main Gear Strut . . . . . . . . . . . . . .
11-5
Brake System . . . . . . . . . . . . . . . l l-5, Illus. l l-5
OilSystem ...................11-5
Inspecting or Changingthe Oil Filter . . . . . . . . 114, Illus. 114

Changingthe Engine Oil . . . . . . . . . . . . . . 114
FuelSystem ......
............11-7
Fuel Handling Practices . . . . . . . . . . . . . . .

11-7
FillingTanks .....
............11-7
Fuel Grades and Types . . . . . . . . . . . . . . .

11-8
Draining the Fuel System . . . . . . . . . . . . .
11-8
Engine Fuel Filters and Screens . . . . . . . . . . . . .
11-8
Cleaning Fuel Pump Screens . . . . . . . . . . . . . .
11-8
Engine Bleed Air Vacuum and Deicer System . . . . . . . . . .
11-8
ServicingThe OxygenSystem . . . . . . . . . . . 11-9, Illus. 11-10
Oxygen Components . . . . . . . . . . . . . . .
11-9 .
Oxygen System Purging . . . . . . . . . . . . . . .

11-9
Filling The Oxygen System . . . . . . . . . . . . . .
11-9
OxygenCylinder Retesting . . . . . . . . . .
11-9
Air Conditioning System . . . . . . . . . . . . . . .

11-9
Freon Level Checking . . . . . . . . . . . . . . .
11-9
Chargingthe Freon System . . . . . . . . . . . . . .
11-9.
Checkingthe Compressor Oil Level . . . . . . . . . . . .
11-11
Air Conditioner Air Filter Replacement . . . . . . . . . . .
11-11
MISCELLANEOUSMAINTENANCE. . . . . . . . . . . . .
11-12
AircraftFinish ..................11-12
Windows and Windshield . . . . . . . . . . . . . . .

11-12
Surface Deicer Boot Cleaning . . . . . . . . . . . . .
11-12
InteriorCare .....
.............11-12

TABLE OF CONTENTS (Continued)
Fuel Brands Names and Type Designation . . . . . . . . . . .

11-13
Bulb Replacement Guide . . . . . . . . 11-14, Illus, 11-15 thru 11-18
Consumable Materials . . . . . .
11-19 thru 11-21
. .
Lubrication Charts . . . . . . . . . .
11-22 thru 11-28
ServicingPoints . . . . . . . . . .
11-29
ServicingChart . . . . . . . . . .
11-30 thru 11-32

INTRODUCTION TO SERVICING
The purpose of this section is to outline to the Owner and Operator the requirements for maintaining the King Air 100 in a
condition at least equal to that of its original manufacture. This information sets the time frequency intervals in which the
airplane should be taken to a Beechcraft Parts and Service Outlet for periodic servicing or preventive maintenance.
The Federal Aviation Regulations place the responsibility for the maintenarice of this airplane on the Owner and the
Operator, who should.make certain that all maintenance is done by qualified mechanics in conformity with all airworthiness
requirements established for this airplane.
All limits, procedures, safety practices, time limits, servicing, and maintenance requirements contained in this manual are
considered mandatory.
Authorized BEECHCRAFTParts and Service Outlets will have recommended modification, service, and operating procedures
issued by both FAA and Beech Aircraft Corporation, designed to get maximum utility and safety from the airplane.
If a question arises concerning the care of your King Air 100, it is important that the airplane serial number be included in
any correspondence. It is located on the Manufacturer's Identification Plaque on the aft frame of the airstair door.
-WARNING
The BEECHCRAFT KING AIR 100 is a pressurized airplane. Drilling, modification or

any type of work which creates a break in the pressure vessel is considered the
responsibility of the owner or facility performing the work. Obtaining approval of the
work is, therefore, their responsibility.
GROUND HANDLING
TOWING emergency. Always ascertain that the control locks are

removed before towing the airplane, as serious damage can
The tow bar connects to the upper torque knee fitting of occur to the steering linkage if towed with a tug with the
the nose strut. The airplane is steered with the tow bar rudder locks installed. The nose gear strut has turn radius
when moving the airplane by hand or it can be connected warning marks installed to warn the tug driver when
to a tug to tow the airplane. Although the tug will control structure limits of the gear will be exceeded. Damage will
occur to the nose gear and linkage if the turn radius is
i exceeded. When ground handling the airplane, do not use

-
the propellers or control surfaces as hand holds to push or

move the airplane.
PARKING
The parking brake may be set by pulling out the parking

brake control, located on the extreme left side of the pilot's
subpanel, and depressing the toe of the pilot's rudder
pedals. The parking control closes dual valves in the brake
lines that trap the pressure applied to the brakes and keep it
from returning through the master cylinders. To release the
parking brake simply push the parking brake control fully
NOTE
TOWBAR ATTACHMENT Setting the parking brake when the brakes

are hot from severe usage, or when moisture
the steering of the airplane, someone should be positioned conditions and freezing temperatures could
in the pilot's seat to operate the brakes in case of an form ice locks, should be avoided.

CONTROL LOCKS the right center section. The receptacle is designed for a
standard AN type plug. To supply power for ground checks
The control lock consists of a U-shaped clamp and two pins or to assist in starting, a ground power source capable of
connected by a chain. The pins lock the primary flight delivering a continuous load of 300 amperes and up to
controls and the U-shaped clamp fits around the engine 1000 amperes for .1 second is required. Observe the
power control levers and serves to warn the pilot not to following precautions when using an external power source.
start the engine with the control locks installed. It is
important that the locks be installed or removed together 1. Use only an auxiliary power source that is
due to the possibility of an attempt to taxi or fly the negatively grounded. If the..polarity of the power source is
airplane with the power levers released and the pins still unknown, determine the polarity with a voltmeter before
installed in the flight controls. Install the control locks in connecting the unit to the äirplane.
2. Before connecting an external power unit, ensure
that a battery is installed in the aircraft and that the battery
switch is ON. All other electrical and avionics equipment
should be turned OFF to prevent damage from transient
voltage spikes.
3. If the unit does not have a standard AN plug,
check the polarity and connect the positive lead from the
external power unit to the center post and the negative lead
to the front post of the airplane's external power
receptacle. The small pin of the redeptacle must be supplied
with +24 VDC to close the external power relay that
provides protection against damage by reversing polarity.
BATTERY -
CONTROL LOCK
Servicing the 24 volt nickel-cadium battery is normally
the following sequence: position the U-clamp around the limited to checking the electrolyte level at each periodic
engine power controls; insert the small pin in the inspection, cleaning the battery box and the associated
elevator-aileron pilot's control from the upper side of the components as necessary, equalizing the cells annually or
column; insert the largest pin in the pilot's rudder pedals by more often and occassionally recharging the battery. For all
pushing forward on the left pedal and inserting the pin into servicing of the battery refer to the King Air 100 Shop
the hole located on the inside of the right rudder pedal. Manual or the Aircraft Battery Care Manual, P/N GE
Neutralize the pedals and slide the pin into the llole in the J-4344.
left rudder pedal. To remove the locks use the same
procedure in the reverse sequence. A placard attached to
the chain displays the installation sequence.
CAUTION
TIE DOWN The electrolyte in the nickel-cadmium
battery is an alkali solution. When possible,
Whenever the airplane is to be left unattended it should be use equipment reserved for nickel-cadmium
tied down in the following manner. Chock the main gear batteries only. If equipment which has been
wheels fore and aft and install the control locks. Attach . used for lead-acid batteries must be used,
nylon lines or chain to the mooring eyes provided, one on thoroughly clean the equipment of all
each outboard wing and one in the ventral fin. Do not possible acid contamination with a sodium
overtighten the line in the ventral fin as this could increase bicarbonate solution. Even minute traces of
the angle of attack of the wing to create lift from the wind. acid can damage a nickel-cadmium battery.
SERVICING
EXTERNAL POWER
The battery electrolyte level is related to the amount of
The aircraft electrical system is protected against damage electrical charge stored in the battery. When the charge is
I
from an external power source with reversed polarity by a
relay and diodes in the external power circuit. The external
power receptacle is located just outboard of the nacelle in
11-4
low the electrolyte will appear to be low, therefore the
electrolyte or distilled water should only be added when
the battery is fully charged.
King Air 100 Supplemental Operational Data A2

TIRES MIL-H-5606 hydraulic fluid to raise the level to the full
mark on the dip stick.
The King Air 100 is equipped with dual 18 X 5.5, 8-ply
tubeless tires on each main landing gear and a 6.50 X 10,
6-ply tubeless tire on the nose gear. Maintaining proper tire Segmented Carrier . 300 Worn Brake
inflation will help to prevent damage from landing shock. and Lining ............. ......
The tires should be periodically inspected for cuts, cracks,

breaks and tread wear. Inflate the main gear tires between
88 and 92 psi and the nose gear tire between 50 and 55 psi.
Piston Housing
Direction of
OPTIONAL HIGH FLOTATION GEAR T/RES Movement •
:
Adjusted
The high flotation gear installation utilizes the same tire 4 -
.019
Brake
size as the nose gear, 6.50 X 10, 6-ply, on the dual wheel .016
Clearance
main gear struts. The main gear tires are inflated between
48 and 52 psi. Inflation of the nose gear tires will remain
unchanged in this installation at 50 to 55 psi. BRAKE ADJUSTER
, Each wheel brake is equipped with (3) automatic brake

SHOCK STRUT clearance adjusters that maintain running brake clearance.
These are adjusted when new brakes or new linings are
Servicingthe shock struts is normally part of each 100 hour assembled and require no adjustment while instaHedon the
inspection procedure. If it becomes necessary to service the airplane. Wear of the brake linings can be checked by
shock struts due to the leakage of either the hydraulic oil or measuring the distance between the carrier lining and the
the air, the following procedure should be followed. piston housing (see illustration). Wheneverthis distance is
greater than inch, a brake inspection should be
.30
NOSE GEAR STRUT performed. For more detailed servicing of the wheels and
a. Release all of the air from the strut by depressing brakes refer to the BEECHCRAFT King Air 100 Shop
the core of the air valve on top of the strut. Manual.
b. Remove the air valve and wipe clean. With the strut
fully compressed, the end of the filler neck on the air valve OIL SYSTEM
should touch the oil. If the oil is below this level, add
MIL-H-5606hydraulic oil. Reinstall and safety the air valve. Servicing the engine oil system primarily involves
c. With the airplane empty except for fuel and oil, maintaining the engine oil at the proper level, inspecting the
inflate the nose gear until the inner cylinder is extended 3 oil filter at 100 hour intervals, changing the filter element
to 3-1/2 inches. at 300 hour intervals and changing engine oil every 800
hours or 9 months, whichever occurs first in engines using
MAIN GEAR STRUT Type I oil. In engines utilizing Type II oil a drain period of
a. Release all the air from the strut through the air 1200 hours is recommended.
valve and remove the core from the valve.
b. Fully compress the strut and attach a small hose CA UTION
over the air valve and immerse the other end of the hose in
MIL-H-5606 hydraulic oil. Slowly extending the strut will Do not mix different brands when adding oil
vacuum the oil in the cylinder. Cycling the strut slightly as between oil changes, for different brands of oil
it is extended will expel any trapped air, Return the strut may be incompatible because of the difference
slowly to the fully compressed position, this will force the in their chemical structure.
excess oil back into the container and the strut will be -
properly filled with oil.

The engine oil tank filler neck and its filler cap dipstick
c. With the weight of the airplane on the gear inflate
protrude through the accessory gearcase at the eleven
the strut until the inner cylinder is extended 4-1/4 to 4-1/2
o'clock position. The dipstick is marked in U. S. Quarts.
inches.
Access to the dipstick is gained by raising the aft engine
cowl. Service the oil system as specified in the Consumable
BRAKE SYSTEM Materials Chart. When a new or overhauled engine is
initially serviced the oil tank will hold 9.2 quarts, of which
5 quarts are measurable on the dipstick. An additional
Brake servicing is limited to maintaining adequate fluid in amount of approximately 5 quarts of oil are required, after
the reservoir mounted on the bulkhead, in the upper left motoring the engine, to fill the lines and oil cooler for a
hand corner of the nose radio compartment. A dip stick is total capacity of 14 quarts. However, because of the
provided as part of the reservoir lid to measure the fluid residual oil trapped in the system, do not add more than 12
level. When the fluid is low, add sufficient quantity of quarts-at any oil change after the initial filling.When adding

oil between changes, the oil level in the oil tank should be a. To gain access to the oil drain plug, remove the
maintained approximately 1 quart below the maximum fiberglass duct from around the oil cooler and remove the
level. metal bypass duct immediately aft of the oil cooler.
b. Unsafety and remove the drain plug from the oil
cooler and drain the oil into a container.
INSPECT/NG OR CHANG/NG THE O/L F/L TER c. Remove the cotter pin from the oil plug retaining
pin.
The engine oil filter uses a cartridge-type disposable d. Position the oil drain funnel under the oil plug.
element. It is located under the square cover plate at the e. Remove the drain plug retaining pin and pull the
three o'clock position of the compressor inlet case and just drain plug from the engine. Allow all oil to drain from the
behind the aft fire seal. The filter may be changed as engine.
follows: f. Remove the forward engine cowling and unsafety
and remove the drain plug from the nose case. Refer to
a. Remove the four self-locking nuts and plain washer shop manual for removal of the lower forward cowling.
securing the filter cover to the compressor inlet case and g. With all the drain plugs removed, motor the engine
remove the cover. over with the starter only (no ignition) to permit the
scavenge pumps to clear the engine.
PERFORATED FLANGE CA UTION
Limit motoring to the time required to

accomplish the above because of the limited
lubrication available to the engine during this
operation. To prevent damage to the fuel
control unit, leave the condition lever in IDLE
CUT-OFF while motoring the engine.
IN h. Install a filter as required by the time

.new
replacement schedule. Use the procedures outlined in

lNSPECTINGOR CHANGINGTHE OIL FILTER.
OIL FILTER i. Coat a new "O" ring seal with engine oil and install
it on the engine drain plug.
b. Withdraw the element from the filter housing. j. Insert the drain plug into the engine and install the
Inspect the filter element for the presence of foreign plug retaining pin. Make sure a new cotter pin is installed in
material. the drain plug retaining pin.
c. Insert the existing (or new if required) filter k. Reinstall and safety the nose case drain plug.
element into the filter housing with the perforated flanged Reinstall the forward cowlings.
end pointed toward the center of the engine. 1. Reinstall and safety the oil cooler drain plug.
CHANG/NG THE ENG/NE O/L CAUTION
Damage to the threads will result if the drain

CA UTION .
plug is tightened to a torque exceeding 15 to 20
inch-pounds. Apply MIL-P-16232, Type A,
When changing to a different brand of oil, Class 2, anti-seize compound to the drain prior
completely drain the aircraft oil system as to reinstallation.
indicated in the procedure below. Remove the
oil filter and immerse it in the brand of oil to
be used. Reinstall the oil filter and drain plugs. m. Fill the engine with the correct amount and type
Fill the system to the proper level, and ground of oil as specified in the Consumable Materials Chart.
run the engines for 20 minutes to thoroughly n. Motor the engine over, with the starter only, long
circulate the new brand of oil throughout the enough to get an oil pressure reading.
system. Completely drain the aircraft oil system
and again remove the oil filter and immerse it in
the new brand of oil. Refill the aircraft oil
system as indicated below. This will thoroughly CAUTION
purge the system of the old oil to prevent
chemical interaction between it and the new Do not exceed the starter motor operating time
brand. limits, refer to starter limitations in Section I.
I I-6 King Air 100 Supplemental Operational Data

o. Check the engine for oil leaks. Since fuel temperature and settling time affect total water
p. Refill the engine to the proper level. . content and foreign matter suspension, contamination can
q. Reinstall the metal bypass duct immediately aft of be minimized by keeping equipment clean, using adequate
the oil cooler with the retaining screws and reinstall the filtration equipment and careful water drainage procedures,
fiberglass duct around the oil cooler on the lower cowl. storing the fuel in the coolest areas possible, and allowing
adequate settling time. Underground storage is
recommended for fuels. Filtering the fuel each time it is
FUEL SYSTEM transferred will minimize the quantity of suspended
contaminan.ts carried by the fuel.
FUEL HANDLING PRACTICES
All hydrocarbon fuels contain some dissolved and some The primary means of fuel contaminations control by the
suspended water. The quantity of water contained in the owner/operator is careful handling. This applies not only to
fuel depends on temperature and the type of fuel. fuel supply, but to keeping the aircraft system clean. The
Kerosene, with its higher aromatic content, tends to absorb following is a list of steps that may be taken to prevent and
and suspend more water than aviation gasoline. Along with recognize contamination problems.
the water, it will suspend rust, lint and other foreign
materials longer. Given sufficient time, these suspended a. Know your supplier. It is impractical to assume
contaminants will settle to the bottom of the tank. that fuel free from contaminants will always be available,
However, the settling time for kerosene is five times that of but it is feasible to exercise precaution and be watchful for
aviation gasoline. Due to this fact, jet fuels require good signs of fuel contamination.
fuel handling practices to assure that the BEECHCRAFT b. Assure, as much as possible, that the fuel obtained
King Air 100 is serviced with clean fuel. If recommended has been properly stored, filtered as it is pumped to the
ground procedures are carefully followed, solid truck, and again as it is pumped from the truck to the
contaminants will settle and free water can be reduced to aircraft.
30 parts per million (ppm), a value that is currently c. Perform filter inspections to determine if sludgë is
accepted by the major airlines. Since most suspended present.
matter can be removed from the fuel by sufficient settling d. Maintain good housekeeping by periodically
time and proper filtration, they are not a major problem. flushing the fuel tank systems. The frequency of flushing
Dissolved water has been found to be the major fuel will be determined by the climate and the presence of
contamination problem. Its effects are multiplied in aircraft sludge.
operating primarily in humid regions and warm climates. e. Use only clean fuel servicing equipment.
f. After refueling, allow a three hour settle period
Dissolved water cannot be filtered from the fuel by whenever possible, then drain a small amount of fuel from
micronic type filters, but can be released by lowering the each drain.
fuel temperature, such as will occur in flight. For example,
a kerosene fuel may contain 65 ppm (8 ounces per 1000
gallons) of dissolved water at 800F. When the fuel CA UTION
temperature is lowered to 15oF, only about 25 ppm will
remain in solution. The difference of 40 ppm will have been Fuel has a deteriorating effect on tires. Fuel
released as super-cooled water droplets which need only a spills should be promptly cleansed by flushing
piece of solid contaminant or an impact shock to convert with water or by applying an absorbing material
them to ice crystals. Tests indicate that these water droplets and sweeping the area.
will not settle since the specific gravity of ice is
approximately equal to that of kerosene. The 40 ppm of
suspended water seems like a very small quantity, but when
added to suspended water in the fuel at the time of FILLING THE TANKS
delivery, is sufficient to ice a filter. While the critical fuel
temperature range is from Oo to -20°F, which produces
severe system icing, water droplets can freeze at any When filling the aircraft fuel tanks, always observe the
temperature below 32°F. following:
Water in jet fuel also creates an environment favorable to a. Make sure the aircraft is statically grounded to the
the growth of a microbiological "sludge" in the settlement servicing unit or to the ramp. Two standard type grounding
areas of the fuel cells. This sludge, plus other contaminants jacks are provided on each wing, one on top of the engine
in the fuel, can cause corrosion of metal parts in the fuel nacelle and one on top of the outboard wing.
system as well as clogging the fuel filters. Although the b. Service nacelle tanks of each side first. The.nacelle
BEECHCRAFT King Air 100 uses bladder type fuel cells tank filler caps are located at the top of each nacelle. The
with the boost pumps and transfer pumps mounted above wing tank filler caps are located on top of the outboard
the settlement areas, the possibility of filter clogging and wing section.
corrosive attacks on fuel pumps exists if contaminated fuels c. Allow a three hour settle period whenever possible,
are consistently used. then drain a small amount of fuel from each drain point.

FUEL GRADES AND TYPES d. Remove the filter housing from the filter body by
inserting a No. 10 (32 UNF-3B) screw in the filter removal
hole in the cover assembly.
Jet A, Jet A-1, Jet B and JP-5 fuels may be mixed in any e. Remove the preformed packings.
ratio. JP-1 and aviation gasoline, grades 80/87, 91/96, f. Inspect the filter pack for foreign material and
100/130 and 115/145 are alternate fuels and may be mixed microbiological sludge.
in any ratio with the normal fuels when necessary. g. Plug the operi ends of the center tube and wash the
However, use of the lowest octane rating available is unit in solvent, specification PD680, or its equivalent.
suggested due to its lower lead content. The use of aviation h. Remove the plugs and reinstall the assembled filter
gasoline shall be limited to 150 hours operation during each and cover in the pump housing and torque the attaching
Time Between Overhaul (TBO) period. bolts to 40 to 60 inch pounds. Safety the cover bolts with
lockwire.
A "FUEL BRAND AND TYPE DESIGNATION" Chart is i. Reattach the drain hose to the firewall filter and
included in this section that gives the fuel refiner's brand reconnect the drain line filter. Open the valve in the
name, along with the corresponding designation established transfer line after servicing the filter.
by the American Petroleum Institute (API) and the
American Society of Testing Material (ASTM). The brand CHANG/NG THE FUEL PUMP F/L TER
names are listed for ready reference and are not specifically
recommended by Beech Aircraft Corporation. Any product Clean as follows at intervals of 100 operating hours:
conformingto the recommended specification may be used.
The fuel pump filter is housed in the engine driven pump
DRA/N/NG THE FUEL SYSTEM located on the right side of the engine accessory case. To
remove the fuel filter use the following procedure.
The King Air Model 100 has a provision for draining the a. Remove the lockwire and the four retaining screws in
fuel system through a tee fitting in the crossfeed fuel line. the cover of the filter.
Access to this tee is gained by removing the access panel on b. Use a CPWA 30443 puller to remove the filter
the underside of the LH center section leading edge, just assembly from the fuel pump housing.
inboard of the nacelle. Connect a drain line to the tee and c. Disassemble the filter by removing the long bolt in
connect it to a fuel truck or a suitable fuel container. An the center of the filter.
external pump, connected to the drain line, may be used to d. Clean the filter element by sloshing in solvent, PD680
remove the fuel from th.e airplane however, approximately or its equivalent, and blowing it with compressed air
28 gallons in each center section wing cell cannot be regulated to 15 psi. Check the filter for broken screen,
removed by this method and would need to be drained loose brazing or corrosion. Replace the filter element if any
through the center section tank drain. If the reason for of these conditions exist.
removing the fuel is for the purpose of removing and e. Reassemble the clean or new filter element on the
replacing a fuel boost pump, the 28 gallons of fuel in the cover plate with the spring, washer and teflon packing ring
center section tank would not need to be removed because and torque the long bolt 25 to 30 in lb.
it is located below the level of the boost pumps. If the f. Install a new packing and "0" ring on the cover flange
airplane fuel boost pumps are utilized to remove the fuel by and install the filter assembly into pump body. Install and
pumping it through the tee, care must be exercised that the torque the four retaining screws 40 to 46 in lb and
pumps are not allowed to run dry. To drain the right wing lockwire.
(only) close the crossfeed valve and start the right boost
pumps or external pump. The crossfeed valve must be open ENGINE BLEED AIR VACUUM AND DEICER
to remove fuel from the left wing tanks as the tee is located SYSTEM
on the inboard side of the crossfeed valve; therefore, to
remove fuel from the left tanks requires all the fuel to be The deicer boots and other air-operated components use
removed from the airplane. bleed air furnished from the compressor section of the
engines. The system requires little maintenance or servicing,
as the only source of contamination is through the air
ENG/NE FUEL FIL TERS AND SCREENS entering the regulatory suction relief valve in the vacuum
system. This valve is equipped with a filter that requires
Cleaning Filters: Clean the firewall and transfer line filters inspection and cleaning each 100 hours of operation or
every 100 hours as follows: more frequently when operating in dusty or heavy smoke
conditions. The suction relief valve is located on the
a. Open the access door on the LH side of the aft pressure bulkhead in the lower left side of the bottom radio
lower cowling to gain access to the firewall filter. Shut off compartment. Since this valve bleeds outside air into the
the valve adjacent to the transfer line filter on the inboard vacuum system, it is essential to the proper operation of the
side of each main landing gear wheel well. vacuum4riven instruments that the filter is kept clean. The
b. Remove the drain hose from the firewall filter and frequency of cleaning the filter will vary with the condition
disconnect the drain line from the transfer line filter. under which the airplane is operated; however, should it
c. Cut the lockwire securing the filter housing appear the suction relief valve needs adjustment, especially
retaining nut and remove the nut. to lower the vacuum, the filter should be cleaned and the

c. Make sure that your hands, tools, and clothing are
settings rechecked before adjusting the valve. The filter is
clean, particularly of grease or oil stains, for these
the foam sponge type that can be slipped off the valve,
contaminants will ignite upon contact with pure oxygen.
cleaned in PD680 solvent and air dried. The valve may be
d. As a further precaution against fire, open and close
removed for cleaning before adjustment by disconnecting
all oxygen valves slowly during filling.
the lines and attaching bolts. Clean the valve in PD680
solvent and dry with compressed air. For re-adjustment of F/LL/NG THE OXYGEN SYSTEM
the valve refer to the King Air 100 Shop Manual. The dual
regulator relief valves mounted in the engine bleed air lines Fill the oxygen system slowly by adjusting the recharging
in each nacelle just forward of the firewall prevent the rate with the pressure regulating valve on the servicing cart,
pressure system from exceeding normal operating limits because the oxygen, under high pressure, will cause
required for the system to function properly. Access to the excessive heating of the filler valve. Fill the cylinder (22.0
left engine valve is gained through the inboard nacelle cubic foot cylinder installation) to a pressure of 1800 + 50
access door just forward of the left firewall. Access to the psig at a temperature of 70°F. This pressure may be
right engine valve is gained through the outboard nacelle increased an additional 3.5 psig for each degree of increase
access door, just forward of the right firewall. The in temperature; similarly, for each degree of drop in
frequency of cleaning the valves will vary with the temperature, reduce the pressure for the cylinder by 3.5
prevailing conditions under which the aircraft is operated- psig. The oxygen system, after filling, will need to cool and
stabilize for a short period before an accurate reading on
However, should it appear that the valves need adjusting in
. .
the gages can be obtained. The larger optional cylinder

order to regulate the pressure, the screens should be cleaned installations (49.2 cubic foot cylinder, and 65.6 cubic foot
and the settings rechecked before readjusting the valve. cylinder) may be char d to a pressure of 1850 + 50 psig at
Remove the valves by disconnecting the retaining nuts and
a temperature of 70 F. When the system is properly
connecting lines. The valves should be cleaned with PD680 charged, disconnect the filler hose from the filler valve and
solvent and blown dry with compressed air. For replace the protective cap on the filler valve.
readjustment of the valves, refer to the King Air 100 Shop
Manuals· OXYGEN CYL/MDER RETEST/NG
SERVICING THE OXYGEN SYSTEM Oxygen cylinders used in the airplane are of two.types.
Light weight cylinders, stamped "3HT" on the plate on the
OXYGEN COMPONENTS side, must be hydrostatically tested every three years and -
the test date stamped on the cylinder. This bottle has a

Oxygen for high altitude flights is supplied by a cylinder service life of 4,380 pressurizations or fifteen years,
located in the compartment immediately aft of the aft whichever occurs first, and then must be discarded. Regular
pressure bulkhead. A standard installation of a 22.0 cubic weight cylinders, stamped "3A", or "3AA", must be
foot cylinder or optional installations of a 49.2 cubic foot hydrostatically tested every five years and stamped with the
cylinder or a 65.6 cubic foot cylinder may be installed in retest date. Service life on these cylinders is not limited.
the King Air 100. The oxygen system is serviced by a filler
valve accessible by removing an access plate on the right
AIR CONDITIONING SYSTEM
side of the aft fuselage. The system has two pressure gages,
one located on the right sidepanel in the crew compartment
Servicing the air conditioning system consists of
for in-flight use and one adjacent to the filler valve for
periodically checking the refrigerant level and changing the
checking system pressure during filling. A shut-off valve and
system air filter.
regulator, located on the cylinder, controls the flow of
oxygen to the crew and passenger outlets. The shut-off REFR/GERANTLEVEL CHECK/NG
valve is actuated by a push-pull type control located aft of
the overhead light control panel. The regulator is a constant a. Connect an external power source of at least 300
flow type which supplies low pressure oxygen through ampere rating to the airplane.
system plumbing to the outlets. b. Place the CABIN TEMP MODE switch, located on
the copilot's subpanel, to the MANUAL COOL position
and allow the system to operate for approximately two
OXYGEN SYSTEM PURGING minutes.
Offensive odors may be removed from the oxygen system c. With the system still operating, observe the sight
by purging. The system should also be purged any time gage window at the aft end of the receiver-dehydrator,
system pressure drops below 50 psi or a line in the system is mounted on the left side of the nose wheel well. If the
opened. Purging is accomplished simply by connecting a window appears milky or bubbles can be seen, the system
recharging cart into the system and permitting oxygen to must be recharged.
flow through the lines and outlets until any offensive odors
have been carried away. The following precautions should CHARGING THE REFR/GERANTSYSTEM
be observed when purging or servicing the oxygen system.
The refrigerant system in the airplane air conditioning
a. Avoid any operation that would create sparks and system is essentially the same type system used in
keep all burning cigarettes or fire away from the vicinity of automotive and home air conditioners and should be
the airplane when the outlets are in use. serviced by a qualified air conditioning service agency. The
b. Inspect the filler connection for cleanliness before following procedure will enable the service agent to charge
attaching it to the filler valve. the refrigerant system.

SUPPLY PRESSURE GAGE PRESSURE REGULATOR
AND SHUTOFF VALVE
FILLER VALVE
CYLINDER
AFT PRESSURE BULKHEAD
HIGH PRESSURE LINES

LOW PRESSURE LINES
PUSH-PULL CONTROL
CABIN OUTLETS - CABIN OUTLETS
SHUTOFF CONTROL
PRESSURE GAGE I
COPILOT'S OUTLET PILOT'S OUTLET
FORWARD PRESSURE BULKHEAD
OXYGEN SYSTEM SCHEMATIC
I I-10 King Air 100 Supplemental Operational Data

NOTE 4. Add Suniso No. 5 or Texaco Capella"E" until
the oil level is up to the level prescribed above if the
i The refrigerant system

RI2 refrigerant gas.
is to be charged with compressor is low on oil.
5. Replace the oil check plug and O-ring seal,

a. Connect a regulated 28 volt de power source of at being careful not to twist the O-ring, damage the plug
least 300 ampere capacity to the aircraft external power threads or the plug's seating surfaces. Do not overtighten
receptacle, the plug if it leaks; instead, either replace the O-ring or
b. Turn all electrical equipment not needed for air clean or repair the plug's seating surface as required to stop
conditioner operation and all of the radio equipment off the leak.
while using external power.
c. Move the CABIN TEMP MODE switch to e. Charge the system slowly with refrigerant
the cloudy condition and most of the bubbles in the sight
until |
MANUAL COOL position. This will also automatically
activate the VENT BLOWER to the LOW position. glass disappear. After filling to this point an additional 8 to
d. Connect a service unit to the service connections, 12 ounces of refrigerant should insure a fully charged
located in the upper fwd end of the nose wheel well. system.
NOTE
If the air conditioner is being recharged after a normal
I amount of service, refrigerant may be added without a

complete check of the system, as some refrigerant will be
lost during normal use. However, if the system has been in
If the refrigerant system is being recharged after
replacement of a unit, such as the compressor
or other components in the system, evacuate
service only a short period, or recently serviced, a complete -
the entire system of the refrigerant gas with a g
check of the system should be made. Refrigerant leaks may
vacuum pump operating to the 125 micron
be detected by inspection with a halide torch. Visible oil
pressure level or below. This assures the system
leaks around the compressor or any part of the system
will give trouble-free efficient operation.
requires correcting the leak and a check of the oil level in
the compressor before the system is recharged with
refrigerant. Check the oil level as follows: f. Charge the system with 4 + pounds of
.1
refrigerant .Approximately 2 pounds of refrigerant may

be charged into the system before starting the system in
1. Crack the discharge valve, on the service cart,
operation. The remaining 2 pounds can be charged into the
until the pressure on the suction line has dropped to five
system while it is operating to complete the charging
.
pounds or less.
operation.
2. Unscrew the oil check plug, located on the top
of the compressor unit, five full turns to relieve the pressure g. Disconnect the service cart and check the system
in the compressor crankcase. for proper operation in the cooling mode. Replace the
3. Remove the oil check plug and O-ring, then access panel and equipment required for servicing.
A/R CONDITIONER A/R FILTER

REPLACENTENT
The air conditioner filter is a flexible, fiber-foam type, that

covers the evaporator coil radiator in the air conditioner
une plenum chamber. It is to be replaced each 300 hours of
operation. It may be removed as follows:
~6 a. Remove.the access door in the nose wheel well

beside the evaporator inlet and outlet line. Remove the
evaporator plenum access door, located under the wheel
well access door, for access to the evaporator.
OIL FILLER PLUG
b. Pull the filter down and out of the retaining clips
COMPRESSOR on the evaporator coil. Remove the filter carefully so as not
to distort the small tubing in the area.
measure the oil level with the dipstick, (Part No. 65-590019
included in the loose tools and accessories). Make sure the
dipstick is bottomed on the oil sump case and not on the c. Fold the new filter so that it can be inserted
compressor crankshaft. (If the dipstick is not available, a through the access door. The filter must be carefully
copper wire may be used to measure the depth of oil in the inserted between the radiator and the tubing and secured
compressor sump. The oil level should measure from 1 inch with the retaining clips at the upper corners of the filter
to 1-1/8 inch in the bottom of the sump.) frame.

NOTE panes with a biased polarizing coating on one surface. The
two panes are installed with the polarized surfaces facing
Check that the flapper valve door from the each other in a sealed assembly. To clean the interior
cabin inlet still has clearance to open between exposed surface of the window requires only careful
the tubing of the evaporator that might have application of the practices for cleaning plastic windows. If
been disturbed by changing the filter. it should become necessary to clean the inner surface of the
sealed assembly and the inside of the pressure glass, the
d. Replace the access doors. sealed assembly may be removed by removing the
excutcheon, four screws and the sealed assembly. Clean the
interior windows and reinstall the sealed assembly and
MISCELLANEOUS MAINTENANCE escutcheon.
AIRCRAFT FINISH SURFACE DEICER BOOT CLEANING
Because it is impervious to synthetic oil and most solvents The surfaces of the deicer boots should be checked for
and has excellent abrasion resistance, Urethane paint is used indications of engine oil after servicing and at the end of
on the King Air 100. This paint finish gives a very lustrous each flight. Any oil spots that are found should be removed
sparkle. Exposure to the sun will accelerate oxidation; so, with a non-detergent soap and water solution. Care should
in hot weather, oxidation will occur faster than in cold be exercised during cleaning to avoid scrubbing the surface
weather. Any good automotive polish or wax may be used of the boots, as this will tend to remove the special graphite
on the King Air 100, to protect the surface from the sun's surfacing. The deicer boots are made of soft, flexible stock,
rays and reduce the oxidation. which may be damaged if gasoline hoses are dragged over
the surface of the boots or if ladders and platforms are
rested against them.
WINDOWS AND WINDSHIELDS
INTERIOR CARE
The windshield and plastic windows should be kept clean
and waxed at all times. To prevent scratches and crazing,
wash them carefully with plenty of soap and water, using . To remove dust and loose dirt from the upholstery,
the palm of the hand to feel and dislodge dirt and mud. A headliner, and carpet, clean the interior regularly with a
soft cloth, chamois or sponge may be used, but only to vacuum cleaner.
carry water to the surface. Rinse thoroughly, then dry with
a clean, moist chamois. Rubbing the surface of the plastic Blot up any spilled liquid promptly, with cleansing tissue or
with a dry cloth builds up an electrostatic charge which rags. Don't pat the spot; press the blotting material firmly
attracts dust particles in the air. and hold it for several seconds. Continue blotting until no
more liquid is taken up. Scrape off sticky materials with a
Remove oil and grease with a cloth moistened with dull knife, then spot-clean the area.
kerosene. Never use gasoline, benzine, alcohol, acetone, .
carbon tetrachloride, fire extinguisher or anti-ice fluid, Oily spots may be cleaned with household spot removers,
lacquer thinner or glass cleaner. These materials will soften used sparingly. Before using any solvent, read the
the plastic and may cause it to craze. instructions on the container and test it on an obscure place
on the fabric to be cleaned. Never saturate the fabric with a
After removing dirt and grease, if the surface is not badly volatile solvent; it may damage the padding and backing
scratched, it should be waxed with a good grade of materials.
commercial wax. The wax will fill in minor scratches and
help prevent further scratching. Apply a thin, even coat of Soiled upholstery and carpet may be cleaned with
wax and bring it to a high polish by rubbing lightly with a foam-type detergent, used according to the manufacturer's
clean, dry, soft flannel cloth. Do not use a power buffer; instructions. To minimize wetting the fabric, keep the foam
the heat generated by the buffing pad may soften the as dry as possible and remove it with a vacuum cleaner.
plastic.
The plastic trim, instrument panel, and control knobs need
only be wiped with a damp cloth. Oil and grease on the
POLARIZED CABIN WINDOWS control wheel and control knobs can be removed with a
cloth moistened with kerosene. Volatile solvents, such as
mentioned in the article on care of plastic windows, should
The polarized cabin windows consist of two plastic window never be used since they soften and craze the plastic.

FUEL BRAND AND TYPE DESIGNATIONS
PRODUCT NAME DESIGNATION PRODUCT NAME DES1GNATION
AMERICAN OIL COMPANY RICHFIELD PETROLEUM COMPANY

American Jet Fuel Type A Jet A Richfield Turbine Fuel A Jet A
American Jet Fuel Type A-1 Jet A-1 Richfield Turbine Fuel A-1 Jet A-1
ATLANTIC REFINING COMPANY SHELL OIL COMPANY

Arcojet-A Jet A Aeroshell Turbine Fuel 640 Jet A
Arcojet-A-1 Jet A-1 Aeroshell Turbine Fuel 650 Jet A-1
Arcojet-B Jet B Aeroshell Turbine Fuel JP-4 Jet B
BP TRADING COMPANY SINCLAIR OIL COMPANY

BP A.T.K. Jet A-1 Sinclair Superjet Fuel Jet A
BP A.T.G. Jet B Sinclair Superjet Fuel Jet A-I
CALIFORNIA TEXAS COMPANY STANDARD OlL OF CALIFORNIA

Caltex Jet A-l Jet A-1 Chevron TF-1 Jet A-1
Caltex Jet B . Jet B Chevron JP4 Jet B
CITIES SERVICE COMPANY STANDARD OIL OF KENTUCKY

Turbine Type A Jet A ,
Standard JF A Jet A
Standard JF A-l Jet A-1
CONTINENTAL OIL COMPANY Standard JF B Jet B
Conoco Jet40 Jet A
Conoco Jet-50 Jet A STANDARD OIL OF OHIO
Conoco Jet-60 Jet A-1 Jet A Kerosene Jet A
Conoco JP4 Jet B Jet A-1 Kerosene Jet A-í
GULF OIL COMPANY TEXACO

Gulf Jet A Jet A Texaco Avjet K-40 Jet A
Gulf Jet A-1 Jet A-1 Texaco Avjet K-58 Jet A-1
Gulf Jet B Jet B Texaco Avjet JP4 . Jet B
HUMBLE OIL COMPANY UNION OIL COMPANY

Enco Turbo Fuel A Jet A 76 Turbine Fuel Jet A-1
Enco Turbo Fuel 1-A Jet A-1 Union JP4 Jet B
EncoTurbo Fuel4 Jet B
Esso Turbo Fuel A Jet A
Esso Turbo Fuel 1-A Jet A-1
Esso Turbo Fuel 4 Jet B
NOTE
MOBIL OIL COMPANY
Mobil Jet A Jet A Jet A Aviation Kerosene type fuel with 40°F
-
Mobil Jet A-1 Jet A-1 (40°C) maximum Freeze Point.

Mobil Jet B Jet B
Jet A-1 Aviation Kerosene type fuel with
-
PHILLIPS PETROLEUM COMPANY -58°F (-50°C) maximum Freeze Point.

Philjet A-50 Jet A
Philjet JP4 Jet B Jet B Aviation wide<ut gasoline type fuel
-
similar to MIL-F-5624 grade JPA, but may have .

PURE OIL COMPANY Freeze Point -60°F (-50°C) instead of maxi-
Purejet Turbine Fuel Type A Jet A mum -76°F (-60°C).
Purejet Turbine Fuel Type A-1 Jet A-1
King Air 100 Supplemental Operational Data I I-13

BULB REPLACEMENT GUIDE
LOCATION BULB NUMBER
Aft Dome Light 307

Airstair Door Threshold Light 354
A.isle Light 354
Annunciator Panel Fault Warning Light CMB682
Annunciator Panel Light 327
Baggage Compartment Light 303
Cabin Door Pressure Lock Light 1864
Cabin Door Warning Light 327
Cabin Interior Light (Fluorescent) 5113WW
Cabin Reading Light 303
Cockpit Overhead Light 303
Compass Light 327
Deice Pressure Gage Light 327
Engine Anti-ice Light -
327
Engine Fire Extinguisher Light 327
Engine Fire Warning Light 327
Engine Igniter Light 327
Flight Hour Meter Light 327
Fuel Crossfeed Light 327
Fuel Panel Circuit Board Light D158-100-5T1
Generator Overvoltage Light 327
Instrument Indirect Light 1864
Instrument Overhead Light 327
Inverter Warning Light 327
Landing Gear Control Knob Light 327
Landing Gear Warning Light 327
Landing Light 4569
Map Light (Pilot's and Copilot's) 1495
Navigation Light A7512-24
No Smoking and Fasten Seat Belt Light 303R
Outside Air Temperature Light 334
Overhead Light Panel Light D158-100-5Tl
Oxygen QuantityIndicator Light 327
Pedestal Edge Light D158-100-5T1
Post Light 327
Pressure Controller Light 327
Propeller Synchroscope Indicator Light 327
Rotating Beacon Light (Upper or Lower) A7079B24
Smoke Detector Warning Light* 327
Stall Warning Light 327
Stoþ Watch Light 327
Strobe Light Tail (Flashtube)* 30-0209-3
Strobe Light Wing (Flashtube)* 55-0101-1
Subpanel Edge Light Dl58-100-5Tl
Tail Navigation Light 1683
Taxi Light 4587
Wing Ice Light A7079A24
Wing Navigation Light A7512-24
*OFFIONAL
1 I-14 King Air 100 Supplemental Operational Data

BULB REPLACEMENT GUIDE (Continued)
ANNUNCIATOR PANE L LIGHTS
1. Depress left side of indicator panel to rotate in

direction shown 2. Pull bulb from rear of indicator panel
OVERHEAD MAP LIGHTS
1. Remove light control panel by removing recessed 2. Remove bulb from socket under light filter panel
attaching screws
CABIN READING LIGHTS
/ ¡
1. Pull filter from light 2. Remove bulb from reflector assembly

BULB REPLACEMENTGUIDE (Continued)
INSTRUMENT LIGHTS SCREW-IN LIGHTS

1 2
1. Pull light shield (1) from light assembly 1. Unscrew cap filter assembly (2)
2. Remove lamp 2. Remove lamp
INDICATOR LIGHTS INDIRECT INSTRUMENT

(GLARESHIELD) LIGHTS
1
1. Unscrew cap assembly (1) 1. Locate faulty bulb under glareshield

2. Remove lamp 2. Remove bulb by turning counter-clockwise
COMPASS LIGHT CONTROL WHEEL MAP LIGHT
1 I
1. Swing shield (1) up 1. Remove light deflector case (1)

2. Remove lamp (2) 2. Remove bulb (2)

LANDING LIGHTS
1. Remove transparent 2. Remove retaining 3. Remove sealed-beam unit

shield ring
TAIL NAVIGATION LIGHT

AND TAIL STROBE LIGHT
1. Remove transparent shield (1)

2. Remove retaining screws (2)
3. Remove bulb (tail nav light)
remove unit (pull out) and
disconnect cannon plug (tail strobe)
ROTATING BEACON WING NAVIGATION LIGHT WING STROBE LIGHT

1 1
1
2
1. Remove transparent cover

1. Remove retaining screws 1. Remove transparent cover (1) 2. Remove safety wire from
2. Remove lens and retaining ring and shield (2) flashtube clips (3)
3. Replace bulbs 2. Remove bulb 3. Remove flashtube

TAXI LIGHT WING ICE LIGHT
O O O
", O
1. Remove retaining ring (1)
2. Remove sealed beam unit (2) 1. Remove acess door
2. Remove bulb
LOWER ROTATING BEACON
1. Remove retaining ring screw.

2. Remove retaining ring and lens.
3. Remove bulb.
I I-IS King Air 100 Supplemental Operational Data

CONSUMABLE MATERIALS
MATERIAL SPECIFICATION PRODUCT VENDOR
Recommended Jet A (NATO F.30, F-34)

Engine Fuel Jet A-1 (JP-5, NATO F42)
Jet B JP4, NATO F-40)
MI L-J-5624
Alternate (Limited to 80/87

150 hours between each 91/96
overhaul period) 100/130
115/145
Engine Oil 7.5 CENTISTOKE OlLS
Esso Extra Turbo Oil 274 ÉssoInternational Inc., 15 West 51 Street

New York, New York 10019
Aeroshell 750 Shell Oil Company, 50 West 50th Street,

Wakefield Castrol 98 Castrol Inc., 254 Doremus Ave.

Castrol 98 U.K. Newark, New Jersey 07105
Esso Extra Turbo Oil 274 Humble Oil and Refining Co., Box 2180,
Houston, Texas 77001
Sinclair-S-1048 Improved Sinclair Refining Co., 600 Fifth Ave.,

Castrol 98 U.K. Stauffer Chemical Co., 299 Park Ave.,

Caltex Synthetic Aircraft California Texas Oil Corp.

Turbine Oil 35 380 Madison Ave.,
Texaco Synthetic Aircraft Texaco Inc., 135 East 42nd St.,

Turbine Oil 35 New York, New York 10017
BP Aero Turbine Oli 40 BPC (North America Ltd., 620 Fifth Ave.,
5 CENTISTOKE OILS
Monsanto Skylube 450 Monsanto Co inc., St Louis, Missouri
Chevron Jet Engine Oil 5 Chevron Oil Co., Western Division,

Denver, Colorado 80202
Esso Turbo Oil 2380 Esso International Inc., 15 West 51 Street,

Aeroshell Turbine Oil 500 Shell Oil Company, 50 West 50th Street,
Castrol 205 Castrol Oil Canada Ltd., P.O. Box 3,

New Toronto Postal Station, Toronto,
Ontario
Enco Turbo Oil 2380 Humble Oil and Refining Co., Box 2180
Houston, Texas 77001
Sinclair Turbo S Oil Type II Sinclair Refining Co., 600 Fifth Ave.,
Stauffer Jet II Stauffer Chemical Co., 299 Park Ave.,

Caltex Sato 7388 California Texas Oil Corp.

Caltex Sato 7730 380 Madison Ave.,
Texaco Sato 7388 Texaco Inc., 135 East 42nd St.,

Texaco Sato 7730 New York, New York 10017

CONSUMABLE MATERIALS (CONT'D)
MATERIAL SPECIFICATIONS PRODUCT VENDOR
Mobile Jet Oil II Mobil Oil Corporation

150 East 42nd Street,
BP Enerjet 51 BPC (North America) Ltd., 620 Fifth Ave.,

Lubricating Oil VV-L-800 Brayco 300 Bray Oil Co.

Special Preservative Los Angeles, California 90063
Royco 308 Royal Lubricants Co.

Hanover, New Jersey
Nox Rust 518 (Code Daubert Chemical Co.

R-62-203-1) Chicago, Illinois 60638
Lubricating Oil MIL-L-7870 Caltex Low Ternp Oil Caltex Oil Products Co.
General Purposes New York, New York
Low Temperature
Sinclair Aircraft Orbitiube Sinclair Refining Co., 600 Fifth Ave.,

New York, New York
1692 Low Temp Oil Texaco, Inc., 135 East 42nd St.,
New York, New York
Lubricating Oil Marvel Mystery Marvel Oil Company, Inc.

331-337 N. Main St.,
Port Chester, New York 10573
Lubricating Oil Aeroshen No. 12 Shell Oil Co., 50.West 50th.,

Lubricating Oil MIL-L-10324A Trojan Öear Oil 6086M Cities Service Oil Co.
New York, New York
Gear Lubricant American Oil Co.,

SZ9285 910 S. Michigan Ave.,
Chicago, Illinois 60680
ILCO Lubricant Óear International Lubricant Corp.

Un.versal Sub Zero P. O. Box 51118,
(S-5017) New Orleans, Louisiana 70150
Ace Lub K-24 Ace-Lub Oil Co.

3983 Pacific Boulevard,
San Mateo, California 94403
RP 95-X Mobil Oil Corporation,

Formula No. RP497AA Paulsboro, New Jersey 08066
Lubricating Oil MIL-L-2104 Phillips 66 HDS Motor Phillips Petroleum Co.

Heavy Duty (Grade 10) Bartiesville, Oklahoma 74003
Super Lonet (Grade 10) Sinclair Refining Company

600 Fifth Ave., New YORK, New York
10020
PED 3342 (Grade 10) Standard Oil of California

225 Bush Street, San Francisco,
California 94120
Lubricating Grease, MIL-G-7711 Regal Starfak Premium 2 Cattex Oil Products Co.
General New York, New York
PED-3040 Standard Oil of California

225 Bush St.,
San Francisco, California 94120
Aeroshell Grease 6 Shell Oil Co., 50 West 50th.,

Regal AFB2 Texaco, Inc., 135 East 42nd.,

New York, New York

Lubricating Grease MIL-G-23827 Supermil Grease No. A72832 American Oil Company, 910 S. Michigan Ave.
Aircraft and Instruments, Chicago, Illinois 60680
Low & High Temper-
ature . Aoyco 27A , Royal Lubricants Co., River Road,
Hanover, New Jersey 07936
Aeroshell 7 Grease Shell Oil Co., 50 West SOth.,

RR-28 Socony Mobil Oil Co., Inc.

Washington, D.C.
Castrolease A1 Castrol Oils Inc.

Newark, New Jersey
Lubricating Grease MIL-G-81322 Mobilgrease 28 Móbil Oil Corporation, Shoreham Bldg.,

High Temperature Washington, D.C. 20005
Lubricating Grease MIL-G-21164 Castrolease MSA (C) Castrol Oil Inc.

Molybdenum Disulfide 254-266 Doremus Avenue,
Newark, New Jersey 07105
Electro-Moly/11 Electrofilm, Inc.

P.O. Box 3930, 7116 Laurel Canyon Blvd.
North Hollywood, California 91605
Everlube 211-G Moly Everlube Corporation

Grease 6940 Farmdale Ave.,
North Hollywood, California 91605.
Royco 64C Royal Lubricants

River Road,
Aeroshell Grease 17 Shell Oil Company

50 West 50th Street,
Chevron Aviation Standard Oil Company of California

Grease 44 225 Bush Street,
Lubricating Grease MIL-G4343 Cosmolube 615 E. F. Houghton and Co.

303 West Lehigh Ave.,
Philadelphia, Pennsylvania 19133
Templube No. 124 National Engineering Products Co.

Washington Building,
Washington, D.C.
Royco 43 Royal Lubricants Co. River Rd.,

Grease Molykote 505 Paste Dow Corning, S. Saginaw Road,

Midland, Michigan 48641
Molybdenum Disulfide MIL-M-7866 Molykote Z Hasket Engineering & Supply Co.

100 East Graham Place,
Burbank, California 91502
Molykote Z Wilco Co., 4425 Bandini Blvd.,

Los Angeles, California 90023
Moly-Paul No. 4 K. S. Paul Products Ltd.

London, England
Lubricant MIL-L-8937 Electrofilm, Inc., P.O. Box 106

7116 Laurel Canyon Blvd.
North Hollywood, California 91605
Alpha-Molykote Corporation
65 Harvard Avenue,
Stamford, Connecticut

Grease MIL-G-10924 Shell A and A Grease Shell Oil Co., 50 West 50th,
PED 3355 Standard Oil Co. of California

225 Bush St., San Francisco,
California 94120
Cosmolube 506 E. F. Houghton and Company

West Lehigh Ave., Philadelphia,
Penn. 19133 ·
Lubricant, Powdered MIL-G-6711 GP-38 National Carbon Co.

Graphite New York, New York
Hydraulic Fluid MIL-H-5606 3126 Hydraulic Oil Humble Refining Co., Box 2180,
(Brakes and Shock Houston, Texas 77001
Struts)
Aeroshell Fluid 4 Shell Oil Co., 50 West 50th,

PED 3337 Standard Oil of California

225 Bush St.,
Oil (Air Conditioner Suniso No. 5 Virginia Chemical & Smelting Co.
Compressor) West Norfolk, Virginia
Texaco Capella E Texaco inc., 135 East 42nd St.,

(500 viscosity) New York, New York -
Air Conditioning Dichlorodifluoro- Racon Inc.

Refrigerant methane Racon 12 VVichita, Kansas
Genetron 12 Allied Chemical

Specialty Chemicals Division,
Morristown, New Jersey
Freon 12 DuPont Inc.

Freon Products Division,
Wilmington Delaware 19898
Solvent PD680 Varsol Esso Standard Eastern, Inc.

15 West 51st St.,
Anti-Seize MI L-P-16232
Compound Type M, Class 2
Grease Stick Door-Ease American Grease Stick Company

2651 Hoyt,
Muskegon, Michigan 49443
Toilet (Flush Sana-Pak No. 2031 Celeste Co.

Type) Cleaner Loyola Federal Building,
Easton, Maryland 21601
Metal Protector LPS No. 3 LPS Research Laboratories

Los Angeles, California 90025
Soap Solution, Oxygen MIL-L-25567

System Leak Testing
Aviator's Breathing MILD-27210

Oxygen
Anti-ice Additive MIL-L-27686 Hi-Flo Prist Hoffman-Taff Inc.

P.O. Box 1246
Springfield, Missouri
Vendors listed as meeting Federal and Military Specifications are provided as reference only and are not specifically recommended by Beech
Aircraft Corporation. Any product conforming to the specifkations may be used.
11-22 King Air 100 Supplementa10perational Data A3

A2 King Air 100 Supplemental Operational Data 11-22A

LUBRICATIONCHART
INDEX NUMBER LOCATION LUBRICANT INTERVAL IN HOURS
1 Control Rod Ends MIL-G-23827 100
CAUTION
Check to ascertain that the rod ends rotate freely
11-22 H King Air 100 Supplemental Operational Data A2

LUBRICATION CHART
INDEX NO. LOCATION LUBRICANT WTERVAL W HRS.
ENGINE CONTROLS
1 Linkage (All moving parts) MIL-G-21164 Grease As required for proper
operation
WDEX NO. LOCATION LUBRICANT INTERVAL W HRS.
PROPELLER
2 Propeller Hub(2 Zerks per blade) MIL-G-23827 . 100
3 Low Pitch Stop Rods (Reversing
Propeller) Marvel Mystery Oil 100

LUBRICATIONCHART
INDEX NO. LOCATION LUBRICANT INTERVAL IN HRS.
AILERON CONTROL SYSTEM

1 Aueron Quadrant MIL-L-7870 Oü 200
2 Aileron Bell Cranks MIL-L-7870 On 200
3 Trim Tab Actuator MIL-G-23827 Grease 200
4 Aileron Tab Cable Seals MIL-G-23827 Grease 1000
5 Aüeron Cable Seals MIL-G-23827 Grease 1000
OOO
INDEX NO. LOCATION LUBRICANT INTERVAL INHRS.
FLAP CONTROL SYSTEM

6 Flap Actuator Pistons MIL-L-10324A Oil As required
7 Flap Actuator
90° Drives MIL-G-21164 Grease 1000
8 Flap Actuator Drive Shaft MIL-G-23827 Grease 1000
(Except for integral sealed units)
9 Flap Motor Gearbox MIL-G-23827 Grease 1000
100-604-1A

LUBRICATION CHART
1 Rudder Trim Tab Tube MIL-L-7870 Oil 100

2 Rudder Trim Tab Actuator MIL-G-23827 Grease 200
3 Rudder Trim Hinges Mix MIL-G-6711 Graphite with
naphtha into a paste and apply
with a brush. 100
4 Rudder Trim Tab Cable Seal MIL-G-23827 Grease 1000
5 Rudder Cable Seals MIL-G-23827 Grease 1000
INTERVAL
INDEX NO. LOCATION LUBRICANT IN HRS.
6 LANDING GEAR RETRACT SYSTEM

Retract Chains Lubricate sparingly with Petrochem 500
Chain Life, taking care to avoid
overspray on adjacent rubber parts
7 Emergency Extension Mechanism VV-L-800 Oil 100
10tMIOS-2A

LUBRICATION CHART
NOSE LANDING GEAR

1 Door Hinges and Retract Linkage MIL-L-7870 Oil 100
2 Grease Fittings MIL-G-7711 Grease 100
3 Wheel Bearings MIL-G-81322 Grease 100
4 Nose Wheel Steering Mechanism . MIL-G-7711 Grease 50
5 Retract Actuator Jackscrew MIL-G-21164 Grease 1000
6* Drag Leg Bolts & Bushings LPS #3 Metal Protector 6 Months
7** Grease Fittings MIL-G-7711 Grease 100
8* Hinge Bolts & Bushings LPS #3 Metal Protector 6 Months
9** Grease Fittings MIL -G-7711 Grease 100
10 Shimmy Dampener Bolt LPS #3 Metal Protector 6 Months
10A** Drag Leg Stop Bolt Grease Fitting MIL-G-7711 Grease 100
NOTE
When lubricating the lower or upper strut '
bushing, jack the nose wheel up and turn
the wheel from side to side to assure that
eA the lubricant penetrates to the contacting /
surfaces of the bushing.
NOTE
To lubricate the center attachment bolts and bushings of both the

main and nose gear drag legs on aircraft reworked to Service
Instruction No. 0516-200, replace the set screw in the bolt with
the lubrication fitting included in the loose tools and accessories
of the aircraft, then reinstall the set screw when lubrication is
completed.
MAIN LANDING GEAR

11 Wheel Bearings MIL-G-81322 Grease 100
12 Retract Actuator Jackscrew MIL-G-21164 Grease 1000
13 Door Hinges and Retract Linkage MIL-L-7870 Oil 100
14* Drag Leg Bolts & Bushings LPS #3 Metal Protector 6 Months
15** Grease Fittings MIL-G-7711 Grease 100
16* Hinge Bolts & Bushings LPS #3 Metal Protector 6 Months
17** Grease Fittings MIL-G7711 Grease 100
18 High Flotation Gear Door LPS #3 Metal Protector 6 Months
Eye Bolts and Bushings
19+ Torque Knee Bolt, Bushing LPS #3 Metal Protector 6 Months
20g Grease Fittings MIL-G-7711 Grease 100
* B-2 through B-89 and B-93 unless reworked to Service Instructions No.0516-200. ioo-somaa
* Aircraft reworked to Service Instructions No. 0516-200.

+ B-2 through B-89 and B-93 unless reworked to Service Instructions No.0516-200.
* Aircraft reworked to Service Instructions No. 05 I 6-200.
I1-26 King Air 100 Supplemental Operational Data A3

LUBRICATIONCHART
INDEX NO. LOCATION LUBRICATION INTERVAL IN HRS.
CONTROL COLUMN
1 Linkage MIL-L-7870 Oil 200
INDEX NO. LOCATION LUBRICATION INTERVAL IN HRS.
RUDDER PEDALS AND BELLCRANKS

2 Pedal and Bellcrank Linkage MIL-L-7870 Oil 200

LUBRICATIONCHART
EMERGENCY EXIT DOORS

1 Track Molykote 505 Paste Product 500
2 Guide MIL-L-8937 Form A 500
3 Latch MIL-L-8937 Form A 500
LUBRICATE MECHANISM
(All Moving Parts)
CABIN DOOR
4 Latching Mechanism MIL-L-7870 Oil 100
5 Dampener MIL-H-5606 As Reqd.
11-28 King Air 100 Supplementa10perational Data

18 .
on
29 12 25
3
3033
,
' .
ge 28
v' 21
/ t' 22
27 14 24
* 23 24
11
32 '
13 10 16
2 15
,.
17 8
31 4 6 9 23
5 *Effective B-6 and after
SERVICING POINTS
SERVICING CHART
INTERVAL IN
/TEM LOCATION SERVICE WITH HOURS
CHECK
Engine Oil Level 1. 11 o'clock position of accessory See Eligine Oil in Consumable Materials Prenight .
gear-case.
Refrigerant Level 2. Sight gage window on left side of See Consumable Materials 100
nose wheel well.
Pressurization Controller 3. Upper left corner of first bulkhead Clean all disty parts except filter cartridge 200
Air Filter behind instrument subpanel. with PD680 solvent or equivalent.
Engine Oil Filter *100
31. 3 o'clock position of compressor Inspect for foreign material.
inlet case.
Battery 12. Wing right center section forward of Check for clean dry battery free of spillage Weekly
main spar. or corrosion.
CHANGE
--
Engine Oil 1, 4, 5 and 6. Remove forward cowlings See Engine Oil in Consumable Materials 50 br per month
9 to gain access to nose case drain. Remove or less:
fiberglass duct and oil cooler bypass duct 400 brs or 9 months
to gain access to engine drain plug, and whichever occurs
oil cooler drain plug. Refill at 11 o'clock first.
position on accessory gear-case. Over 50 br per
month:
CAUTION 800 hrs (1200
his using 5 Centi-
Do not exceed torque of 15 to stoke oils) or 9
20 inch-pounds when reinstalling nionths, whichever
oil cooler drain plug occurs first.
CLEAN
Engine 7. Access through cowling Turco 4217 As Required

Engine Driven Fuel Pump 8. Right side of engine accessory section Dry Compressed Air 100
Screen
Firewall Fuel Filter 9. For access to filter on each engine, Clean with PD680 solvent or equivalent 100
remove fiberglass duct and oil cooler and blow dry with compressed air.
bypass duct.
"After every 1500 hours or 30 n onths, whichever occurs first, the filter element must be cleaned and inspected at an overhaul facility using approved equipment. Following
this cleaning at the overhaul level, the filter may be utilized for an additional 1500 iour or 30 month period maintaining the same inspection and cleaning schedule. g
a Numbers refer to detail location on Servicing Points Illustration.
RKVILiiNO LI1AKI (LOnlinUGG)
INTERVAL IN
ITEM LOCAT/0N SERVICE WITH HOURS
CLEAN
Suction Relief Valve Filter 10. Mounted in nose compartment on Clean with PD680 solvent or equivalent and 100
left side of pressure bulkhead blow dry with compressed air.
SERVICE
Air Conditioner Compressor 11. Access panel in left topside of nose Suniso No. 5 or Texaco Capella "E" Grade, 500 Whenever system is
compartment. viscosity, oil. recharged with Freon.
Battery 12. Wing right center section forward of See Aircraft Battery Care Manual Recycle each 100 hours
main spar. or 30 days whichever
occurs first.
Brake Fluid Reservoir 13. Upper left corner of pressure bulk- MIL-R-5606
Hydraulic Fluid As Required.
head in nose compartment.
Fuel Tanks, Nacelle 14. Access panel in top of each nacelle See Servicing Points Preflight
.
immediately aft of firewall.
Fuel Tariks, Wing 15. Access panel in leading edge of See Servicing Points Preflight
each outboard wing.
Main Landing Gear Struts 16. Filler plug at top of each strut MIL-H-5606 Hydraulic Fluid 100 hours or As Required.
of main landing gear.
Nose Landing Gear Strut 17. Filler plug at top of nose gear MIL-H-5606 Hydraulic Fluid 100 hours or As Required.
strut.
.
Oxygen Supply Cylinder 18. Access panel on right side of aft MIL-O-27210 Oxygen As Required
fuselage.
Shimmy Dampener 19. Mounted at upper knee of nose MIL-H-5606 Hydraulic Fluid 100 hours or As Required.
landing gear.
Cabin Door Dampener 20. Mounted on aft side of cabin door. MIL-H-5606 Hydraulic Fluid As Required.
DRAIN
Firewall Fuel Filter 21. Open and close drain valve with ring Preflight
on right side of firewall.
Boost Pumps 22. Drain cocks on underside of nacelle Preflight
just forward of the wheel well.
Numbers refer to detail location on Servicing Points illustration.

SERVICING CHART (Continued)
INTERVAL IN
ITEM LOCATION SERVICE WITH HOURS
DRAIN
Gravity Feed Line 23. Forward drain valve in the manifold Preflight
located: B-l through B-5, between boost
pump drains. B-6 and after, aft of the .
wheel well.
Transfer Pump Filter 24. Aft drain valve in the manifold located: Preflight
B-l through B-5, between boost pump '
drains. B-6 and after, aft of the wheel
well.
Wing Center Section 25. Drain cock on underside of wing center Preflight
Fuel Tank section adjacent to the fuselage.
Wing Fuel Tank 26. Drain cock on underside of outboard Preflight
on
wing just forward of the main spar.
Fuel System Drain 27. Tee type drain in left forward panel of Whenever fuel system
center section wing adjacent to nacelle. requires draining.
Static Line Outflow 28. Access panel in upholstery at right 100
Control Line Drain lower aft corner of cabin.
Pitot Line Drain 29. Underside of leading edge of wing 100
center section adjacent to fuselage.
Static Line Drains 30. Access panel in upholstery under 100 hours and gfter exposure
subpanel beside copilot. to visible moisture, in the air
or on the ground.
=t. REPLACE
o
Evaporator Filter 32. Access panel in left side of nose wheel 300
well.
Instrument Air Filters 33. Turn and Slip Indicator filter mounted Every 500 hours, or more
on upper right corner of pressure often if conditions (opera-
bulkhead in nose compartment. Gyro tion in heavy smoke or
filters mounted on top aft side of first dust) warrant.
bulkhead forward of pressure bulk-
head in nose compartment.
Pressurization Controller 3. Upper left corner of first bulkhead 1000
Air Filter behind instrument subpanel.
Numbers refer to detail location on Servicing Points Illustration.

Supplemental Operational Data
for the
BEECHCRAFTKING AIR 100

equipped with .
650 × 10 Dual Main Geor Tires

(High Flototion)
P/N 100-590026-31
SECTION VIII
CRUISE CONTROL
TABLE OF CONTENTS
TITLE PAGE
Introduction to Cruise Control . . . . . . . . . . . .

.8-2
. IAS Conversion . . . . . . . . . . . . . .
.8·5
CruiseClimb .......... .
.......8-6
Descent ..... . .
........8-7
High Cruise Power -

ISA -30°C . . . . . . . . . . .
8-8
High Cruise Power -
ISA -20°C . . . . . . . . . .
8-9
High Cruise Power -
ISA -10°C . . . . . . . . . . . . .
8-10
High Cruise Power -
ISA . . . . . . . . . . .
8-11
High Cruise Power -
ISA + 10°C . . . . . . . . . .
8-12
High Cruise Power -
ISA + 20°C . . . . . . . . . . .
8-13
High Cruise Power -
ISA + 30°C . . . . . . . . .
8-14
High Cruise Power -
ISA + 40°C . . . . . . . . .
8-15
Range Profile High Cruise Power -
. . . . . . . . . . .
8-16
Low Cruise Power ISA -30°C -
. . . . . . . . . . . .
8-17
- . . . . . . . . . . . .
8-18
Low Cruise Power -
ISA -10°C . . . . . . . . . . . . .
8-19
Low Cruise Power -
ISA . . . . . . . . . . . . . . . .
8-20
Low CruiseTowerISA +10°C -
. . . . . . . . . . . . . .
8-21
Low Cruise Power ISA + 20°C -
. . . . . . . . . . . . .
8-22
Low Cruise Power ISA +30°C -
. . . . . . . . . . . . . .
8-23
Low Cruise Power ISA + 40°C -
. . . . . . . . . . . . .
8-24
Range Profile Low Cruise Power
-
. . . . . . . . . . . .
8-25
MaximumRangePower-ISA-30°C . . . . . . . . . .
.8-26
Maximum Range Power ISA -20°C -

. . . . . . . . . .
8-27
Maximum Range Power ISA -10°C -
. . . . . . . . . . .
8-28
ISA . . . . . . . . . . . . .
8-29
Maximum Range Power ISA +10°C -
. . . . . . . . . . . .
8-30
. . . . . . . . . . . .
8-31
. . . . . . . . . . . .
8-32
. . . . . . . . . . . .
8-33
Range Profile -
Maximum Range Power . . . . . . . . . . .
8-34
Holding Time . . . . . . . . . . . . . .
8-35
Cruise Speed High Cruise Power
-
. . . . . . . . . . . . .
8-36
Cruise Speed Low CruisePower
-
. . . . . . . . . . . . .
8-37
HighCruisePower .................8-38
Low Cruise Power . . . . . . . . . . . . . . . . .

8-39
Fuel Flow at High Cruise Power . . . . . . . . . . . . . 840
Fuel Flow at Low CruisePower . . . . . . . . . . . . . . 841
Outside Air Temperature Correction . . . . . . . . . . . . 842
Density Variation of Aviation Fuels . . . . . . . . . . . . 843
Pressurization Controller Setting for Landing . . . . . . . . . . 844
King Air 100 Supplemental Operational Data

(6.50 X 10 Dual MainGear Tires) 8-1
parameters of weight, power, altitude and temperature. Graphs and/or tables are included for Cruise Climb,
Holding Time.
CONDITIONS
At Billings
Outside Air Temperature .
25°C(77°F)
Field Elevation . . . . . . . 3606 ft .
Altimeter Setting . 29.56

. .
Wind . . .
360° at 10 knots
Runway 34 Length - - - - . . . . . 5600 ft
Route of Trip:
BIL V19 CZl V247
- - - -
DGW V19E - -
CYS Vl9 - -
DEN
Weather Conditions IFR For Cruise Altitude of 17,000 Feet.
Route Magnetic Distance MEA Wirid at 17000 OAT at OAT at Altimeter

Segment Heading NM Feet Feet Cruise MEA Setting
Altitude °C
oC
BIL SHR 1140 8000 010/30 0 29.56

-
88 -10
SHR CZI -
1360 57 9000 350|40 -10
4 29.60
CZI-DGW 1310 95 8000 040/45 -10

0 29.60
DGW CYS -
1380 47 8000 040/45 -10
0 29.60
1690 46 8000 040/45 -10
0 29.60
CYS DEN -
166° 81 8000 040/45 -10
0 29.60
REFERENCE: Enroute Low Altitude Charts L-8 and L.9
At Denver
Outside Air Temperature . . . . . . . . . . . .
15°C (59°F)
Field Elevation . . . . . . . . . . . . . . . . . 5331 ft
Altimeter Setting . 29.60 . .
Wind . . . . . . . .
270° at 10 knots
.
Runway 26 Length . . . . . . . . . . . . . . . . . 10000 ft

. .

(Refer to page 5-2)

8-2 (6.50 X 10 Dual Main Gear Tires)
--
BIL: Pressure Altitude = 3966 ft

OAT = 25oC
ISA Condition = ISA + 18oC

17000 ft
OAT = -10°C
ISA Condition = ISA + 9°C
DEN: Pressure Altitude = 5651.ft

OAT =
15°C
Enter the graph for Two Engine Cruise Climb, page 8-6, at 3966 and 17000 feet, 10600 pounds and ISA +
18°C:
Time to Climb =
20 -4 =
16 min
Fuel Used to Climb =
202 -38 = 164 lbs
Distance Traveled ' = 45 NM
- =
55 -10
Time to Descend =
17 -6 =
11 min
Fuel Used to Descend - =
130 -45 =
85 lbs
Distance Traveled =
63 -18 = 45
NM
Enter the tables for High Cruise Power at ISA and ISA + 10°C, pages 8-11 and 8-12, respectively. Read
cruise speeds at 16000 feet, 18000 feet and 10500 pounds and 9500 pounds as follows;
Cruise True Airspeed

Altitude 10500 POUNDS 9500 POUNDS
Feet ISA ISA + 10 C ISA ISA + 10°C
16000 236 235 237 237
18000 234 232 237 .

235
Interpolate between these speeds for 17000 feet, ISA + 9°C and 10000 pounds.

235 knots
Enter the graph for High Cruise Power at ISA + 9°C and 17000 feet pressure altitude:

1225 ft lb
Indicated Outside Air Temperature = -2°C
Enter the graph for Fuel Flow at High Cruise Power at ISA +9°C (or indicated outside air temperature of
-2oC) and 17000 feet pressure altitude:

288 lb/hr
Total fuel flow =
576 lb/hr

Time and fuel used were calculated at High CruisePower as follows:
Time = Distance
Ground Speed
Fuel Used =
I
Segment Speed Altitude Cruise
BIL SHR
-
43* 247 0 : 10 99
SHR CZI -
57 271 0 : 13 121
CZI DGW
-
95 -241
0 : 24 227
DGW CYS -
47 247 8 : 11 110
46 268 0 : 10 99
CYS-DEN 36* 266 0 : 08 78
*Distance to Climb or Descend subtracted from Distance

BLOCK SPEED AND FUEL REQUIREMENTS
Time Fuel Distance

Item Hrs: Mins Pounds Nautical Miles

Climb : 16 164 45
Cruise 1 : 15 734 324
Descent : 11 85 45
Total 1 : 42 1051 414
Block Speed: 414 NM÷ l : 42 - 244 knots
Total Fuel (including 45

minute reserve at High
Cruise Power) 1051 + (00:45)(576 lb/hr) -
1483 lbs.

ISA CONVERSION
I I I I I
'0000
20000
5000
0
-80 -70
40 -50 -40 -30 -20 -10 0 +10 +20 +30 +40 +50 +63
TEMPERATURE ~ oC 100-601-6

(6.50 X 10 Dual Main Gear Tires) 8-5
CRUISE CLIMB
TWO ENGINES
EXAMPLE:
AIRPORT ALTITUDE 3966 FT
NOTE: ADD OGLBS. FUEL FOR TAXI AND ALTITUDE~FEET CLIMB PROPELLER 2000 RPM ALTITUDE AT ENDOF CLIMB 17000 FT
TAKE-OFF. FOR TEMPERATURE SPEED CAS 695°C INITIAL CLIMB WEIGHT 10600 LBS
ITT
25°C
BELOW STANDARD DAY (ISA), USE OR OAT AT 3966 FT (ISA + 18 C)
SL TO 10000 150
DATA FOR STANDARD DAY TORQUE 1628 FT LB (20-4)
10000 TO 20000 130 TIME TO CLIMB 16 M[N
20000 l'O 25000 120 FUEL USED TO CLIMB (202-38) 164 LBS
DURING CLIMB (55-10) 45 NM
' M: :TAKE -OFF WEIGHT TA (E-OFF WEIGHT : TAKE-OFI WEluHT
: . : . . . . .
!: aooo .as ;o a : i 00CLIIS
soooo "
go3eg; coLas 93)0LDS
10000 LBS 10300LES (0000LDS

90603 0 S
25
20000
SL
ISA+20
a 140 3t0 E3 1-*0 li0 2 0

28 43 63 83 2 0 elo
- 100-601-5
TIME TO CLIMB MINUTES FUEL USED TO CLIMB POUNDS CLIMß DISTANCE NAUTICAL MILES
DESCENT
ASSOCIATED ALTITUDE-FI' DESCENT SPEED EXAMPLE:

CONDITIONS:
TIME (17-0) 11 MIN
aoooo- ---
- --- ---- -
25000
- - - - - - ----- ---
U §20000-
- --
15000- - ----- -- -- --
-
- - - - - -
10000
-
5000
- --- - - -- - ---- ----- - ------------------- --------

SL- - - - - -
- -
0 10 CO 40 10 (0 i 10 110 130 210 2i0 310 310 i t0 110 li0 210 2 0
9 TIME TO DESCEND~MINUTES FUEL US :D DURING DESC CNT~POUNDS DISTANCE TRAVELED DURING DESCENT~NAUTICAL MILES
HIGH CRUISE POWER
ISA -30°C 1900 RPM
PRESSURE lO4T TORQUE FUEL FLOW TOTAL AIRSPEED KNOTS

ALTlTUDE PER ENGINE PER ENGINE FUEL FLOW 10500 LBS 9500 LBS 8500 LBS
4000
6000
REFER TO LOW CRUISE PCWER SETTV4GS LELOW 10,300 iEET ,
10000 -28 -18

1628 - 379 758 210 230 210 230 209 229
12000 -32 -25

1628 378 756 208 235 208 235 207 234
14000 -35 -31

1628 375 750 205 240 206 240 205 239
16000 -39 -38

1548 358 716 200 241 200 241 200 241
I 8000 43 46 1435 332 664 192 239 193 240 193 240
20000 47 -53
1314 305 610 184 236 185 237 185 238
22000 -51 -61

1195 277 554 174 231 176 234 178 236
24000 -56 -68

1079 255 510 164 225 167 230 169 232
26000 -60 -76

973 235 470 152 216 157 224 161 228
28000 -64 -84

871 210 420 136 201 146 214 151 222
HIGH CRUISE POWER
ISA -20°C 1900 RPM
PRESSURE 104T TORQUE FUEL FLOW TOTAL AIRSPEED KNOTS

FEET oC oF FT LBS LBS/HR LBS/HR CAS TAS CAS TAS CAS TAS
SL
2000
4000
6000
REFER TO LOM CRUISE POWER SETTINGS BELOW 10,000 FEET -
10000 -18
0 1628 378 756 208 233 208 233 208 232
12000 -21 -6
1628 378 756 206 238 206 238 206 237
14000 -25 -13

1583 367 734 202 241 203 241 202 241
16000 -29 -20

1479 344 688 195 240 196 241 196 241
18000 -33 -28

1379 321 642 188 239 189 240 189 241
20000 -37 -35

1283 300 600 181 238 182 239 183 240
22000 -41 -42

1188 279 558 173 234 175 237 176 239
24000 -45 -50 1093 257 514 163 229 167 234 169 237
26000 -50 -57

988 233 266 152 220 157 228 160 233
28000 -54 -66

886 213 426 136 204 145 219 150 227
HIGH CRUISE POWER
ISA -10°C 1900 RPM

SL - - - - - - - - - - -
2000
4000
6000
8000
, REFER TO LOW CRUISE "OWER SETTINGS BELQW 10 000 PEET
10000 -8
19 -
1628. 378 756 207 236 . 207 286 206 235
12000 -11
12 1602 374 748 204 240 204 240 203 240
14000 -15
5 1499 350 700 197 239 197 240 197 240
16000 -19 -2
1401 328 656 190 239 19] 240 191 240
18000 -23 -10

1306 307 614 183 237 184 239 184 239
20000 -27 -17

1217 287 574 175 235 177 237 178 239
22000 -32 -24

1133 268 536 167 231 170 236 172 238
24000 -35 -32

1051 249 498 158 227 163 234 165 237
26000 40 -39
971 232 464 148 220 154 229 157 234
28000 44 47 888 211 422 133 205 144 221 149 230
30000 49 -56
795 191 382 - -
129 206 138 221
HIGH CRUISE POWER
ISA 1900 RPM

SL - - - - - - - - - - -
2000
4000
6000
8000
- REFERTO 10W CRUISE POWER SETTINGS JELOW 10,300 FäET ,
10000 3 37 1628 378 756 206 239 206 239 205 239
12000 -1
30 1528 357 714 199 239 200 240 199 239
14000 -5
23 1422 334 668 192 238 193 239 193 239
16000 -9
15 1322 313 626 184 236 185 237 186 238
l 8000 -13
8 1232 292 584 177 234 179 237 180 238
20000 -17
1 1149 273 546 169 232 172 236 173 237
22000 -21 -7
1068 255 510 161 228 165 233 167 236
24000 -26 -14

990 237 474 151 222 156 229 160 234
26000 -30 -22

917 221 442 140 212 147 224 152 231
28000 -34 -30

845 205 410 118 186 137 215 144 227
HIGH CRUISE POWER
ISA +10°C 1900 RPM
PRESSURE IO4T TORQUE FUEL FLOW TOTAL AIRSPEÈD KNOTS

ALTITUDE PER ENGINE PER ENGINE FUEL FLOW 10500 LBS 9500 LBS 850C LBS
FEET oC OF FT LBS LBS/HR LBS/HR CAS TAS CAS TAS CAS TAS
SL - - - - - - -- -> -
2000
4000
6000
8000
-
REFERTO LOW CRUISE f*OWER SETTINGSBELOW 10,300 F£ET
10000 13 55 1554 363 726 202 239 202 239 201 238
12000 9 48 1453 340 680 194 238 195 238 195 239
14000 5 40 1354 318 636 187 236 188 237 188 238
16000 1 33 1262 298 596 180 235 18l 237 182 238
I 8000 -3
26 1175 278 556 172 232 174 235 176 237
20000 -8
19 1086 260 520 163 228 167 233 169 235
22000 -12
11 1004 242 484 154 222 158 229 162 234
24000 -16
3 929 225 450 143 214 150 224 154 231
26000 -20 -5
858 210 420 128 198 140 217 146 227
28000 -25 -13

788 194 388 - -
127 204 137 220
H IGH CRUISE POW ER
ISA +20©C 1900 RPM
PRESSURE IO4T TORQUE FUEL FLOW TOTAL «IRSPEED KNOTS

ALTITUDE PER ENGlNE PER ENGlNE FUEL FLO.W 10500 LBS 9500 LBS 850C LBS
SL - -- -
-------
2000
4000
6000 '
8000
- REFERTO LOW C)tU1SEPOWER SETTINGS BELOW 10,300 FEET ...
10000 23 73 1450 342 684 195 235 196 236 196 236 .
I 2000 19 65 1362 322 644 189 235 189 236 190 237
14000 15 28 1278 302 604 182 234 183 236 184 236
16000 11 51 1196 283 566 174 232 176 234 178 236
18000 7 44 1116 265 530 166 229 170 233 171 236
20000 2 36 1034 247 494 158 224 162 231 164 234
22000 -2
29 952 230 460 147 216 153 226 157 231
24000 4 21 870 213 426 132 201 142 217 148 226
26000 -ll
13 801 198 396 - -

131 207 139 221
28000 -16
3 731 183 366 - -
110 181 129 212
HIGH CRUISE POWER
ISA +30°C 1900 RPM
PRESSURE IOtT TORQUE FUEL FLOW TOTAL AIRSPEED KNOTS

ALTITUDE PER ENGINE PER ENGINE FUEL FLOW 10500 LBS 9500 LBS 8500 LBŠ
SL - - - - - - - - - - -
2000
4000
6000
8000
-
REFERTO 10W CRUISE FOW ER SETTINGS&ELOW10,300 FáET
10000 32 90 1348 323 646 189 232 190 233 190 233
12000 28 83 1265 303 606 182 231 183 232 184 233
14000 24 76 1186 284 568 175 229 177 231 178 233
16000 20 69 1111 266 532 167 226 171 231 172 233
18000 16 61 1038 249 498 159 223 163 229 166 232
-
20000 12 54 970 234 468 150 218 156 226 159 231
22000 8 46 900 218 436 139 208 147 220 152 228
24000 3 38 828 203 406 19 185 136 212 143 223
26000 -1
30 761 188 376 - -
122 197 134 216
28000 -5
23 704 175 350 - - - -

121 203
30000 - - - - - - - - - - -
HIGH CRUISE POWER
ISA +40°C 1900 RPM

ALTITUDE -----
PER ENGINE PER ENGINE FUEL FLOW 10500 LBS 9500 LBS 8500 LBS
FEET . oC oF FT LBS LBS/HR LBS/HR CAS TAS CAS TAS CAS TAS
SL -- - - -------
2000
4000
6000
8000
- REFERTO LOW CRUISE f OW ER SETTINGSBELOW 10 000 FEET -
10000 42 108 l'144 303 606 182 227 183 229 184 229
12000 38 101 1168 284 568 175 225 177 228 178 230
14000 34 93 1096 267 534 167 223 171 227 172 229
16000 30 86 1026 250 500 160 220 164 226 166 228
18000 26 79 958 234 468 15] 215 156 222 159 227
20000 22 71 894 219 438 140 207 148 218 153 225
22000 17 63 831 204 408 126 193 138 211 145 222
24000 13 55 768 190 380 - -

125 199 136 216
26000 7 45 706 177 354 - -

101 165 127 208
28000 4 40 663 166 332 - - - -

112 191
-
RANGE PROFILE HIGH CRUISE POWER
STANDARD DAY (ISA)
1900 RPM
ASSOCIATED CONDITIONS: NOTE: RANGE INCLUDES

START, TAXI,
WEIGHT 10668 LBS BEFORE CLIMB AND DESCENT WITH 45
ENGINE START MINUTES RESERVE FUEL AT
FUEL AVIATION KEROSENE MAXIMUM RANGE POWER.
FUEL DENSITY 6.7 LB/GAL
30000
25000-- - -
8 CRUISE TRUE A RSPEED KNOTS
229
-
231
20000- 236
2372
15000-
239
240
10000- -- -- -
239
sooo
-----------
SL- 1 ....
..
I 100 a)0 3110 400 500 600 7u0 8t 0 9( 0 10 10 11 10 12110

100-601-13
LOW CRUISE POW ER
ISA -30°C 1900 RPM
PRESSURE IO4T TORQUE EUEL FLOW TOTAL tdRSPEED KN3TS

SL -9
15 1628 393 786 221 209 220 208 219 207
2000 -13
9 1628 386 772 218 213 218 212 217 211
4000 -17
2 1628 379 758 216 217 216 216 215 215
6000 -21 -5
1628 374 748 214 221 214 221 213 220
8000 -24 -12
1628 972 744 212 226 212 225 211 224
10000 .
-28 -18
1628 369 738 210 230 210 230 209 229
12000 -32 -25
1606 363 729 207 234 207 234 206 233
14000 -36 -32

1477 335 670 199 232 199 232 199 232
.16000
-40 -40
1349 307 614 191 229 191 230 191 230
18000 -44 -47

1219 281 562 181 225 182 227 183 227
20000 -48 -55

1104 256 512 171 220 174 223 175 225
22000 -52 -62

994 233 466 160 213 164 218 166 221
24000 -57 -70

888 211 422 146 201 153 210 157 215
26000 -61 -78

791 191 382 128 182 140 199 147 209
28000 -66 -87

696 171 342 - -
123 180 135 198
30000 -70 -94

622 154 308 - - - -
118 180
31000 - - - - - - - - - - -

LOW CRUISE POW ER
ISA -20°C 1900 RPM
PRESSURE IOtT TORQUE FUEL FLOW TOTAL «IRSPEED KN3TS

SL 1 34 1628 393 786 219 211 218 211 218 210
2000 -3
27 1628 386 772 217 215 216 215 215 214
4000 -7
20 1628 379 758 215 220 214 219 213 218
6000 -10
13 1628 374 748 213 224 212 224 211 223
8000 -14
7 1628 371 742 211 229 210 228 209 227
10000 -18
0 1612 367 734 208 23 208 233 207 232
12000 -22 -7
1514 345 690 202 233 202 233 201 232
14000 -26 -14

1422 325 650 194 232 195 233 195 233
16000 -30 -21

1330 305 610 188 231 189 232 189 233
18000 -34 -29

1239 285 570 181 230 182 23l 183 232
20000 -38 -36

1125 260 520 171 225 173 228 175 229
22000 -42 -44

1014 235 470 160 217 164 223 166 226
24000 -46 -52

906 214 428 146 205 153 215 157 220
26000 -51 -60 808 194 388 128 185 140 204 147 213
28000 -56
459 711 173 346 - -
122 184 134 203
30000 -60 -76

636 157 314 - - - -
118 184
31000 .
- - - - - - - - - -

LOW CRUISE POW ER
ISA -10°C .. 1900 RPM
PRESSURE IO4T TORQUE FUEL FLOW TOTAL alRSPEED KN3TS

ALTITUDE PER ENGINE PER ENGINE FUEL FLOW 10503 LBS 950C LBS 8500 LBS
SL 11 52 1628 393 786 218 214 217 213 216 212
2000 7 45 1628 385 770 216 218 215 218 214 217
4000 4 38 1628 379 758 213 222 213 222 212 221
6000 0 32 1628 374 748 211 227 211 227 210 226
8000 4 25 1608 368 73 208 231 208 231 208 230
10000 -8
18 1515 348 696 202 231 202 231 202 . 231
12000 -12
11 1423 327 654 195 230 196 231 196 231
14000 -16
4 1336 308 616 189 230 190 231 190 231
16000 -20
4 1252 289 578 182 229 183 230 184 231
18000 -24 -ll

1170 272 544 174 226 176 229 178 231
20000 -28 -18

1095 255 510 167 224 170 228 172 230
22000 -32 -25

1014 237 474 158 219 162 225 165 229
24000 -36 -33

924 218 436 146 209 153 220 157 225
26000 41 41 823 195 390 127 189 140 208 147 218
28000 46 -50
724 176 352 - -
122 188 134 207
30000 -50 -58

649 160 320 - - - -
117 188
31000 - - - - - - - - . . .

LOW CRUISE POWER
ISA 1900 RPM
PRESSURE 104T TORQUE FUEL FLOW TOTAL alRSPEED KN3TS

ALTITUDE PER ENGINE PER ENGINE FUEL FLOW 1050) LBS 9500 LBŠ 8500 LBS
SL 2l 70 1628 393 786 216 216 216 216 215 215
2000 17 63 1628 385 770 214 221 214 220 213 220
4000 14 57 1628 378 756 2]2 225 212 225 211 224
6000 10 50 1582 366 732 203 228 208 228 207 227
'
8000 6 43 1499 346 692 202 228 203 228 202 228
10000 2 36 1417 328 656 196 228 196 229 197 229
12000 -2
29 1338 309 618 190 228 191 229 191 229
14000 -6
21 1253 291 582 183 227 184 228 185 229
16000 -10
14 ll72 274 548 175 225 177 227 179 229
18000 -14
7 1097 257 514 168 223 171 227 173 229
20000 -18
0 1025 24l 482 160 220 164 225 166 228
22000 -22
4 954 225 450 15l 214 156 221 159 226
24000 -26 -16

885 210 420 139 205 147 216 152 223
26000 -31 -23

818 196 392 121 184 137 208 144 219
28000 -36 -32

737 178 356 - -
121 191 134 210
30000 -40 -40

660 161 322 - - - -
117 191
'
31000 - - - - - - - - - . -

LOW CRUISE POW ER
ISA +10°C 1900 RPM
PRESSURE 104T TORQUE FUEL FLOW TOTAL alRSPEED KNJTS

SL 31 88 1628 392 784 215 219 215 218 214 217
2000 27 81 1575 376 752 211 221 211 221 210 220
4000 24 74 1515 359 718 206 222 206 223 205 222
6000 20 68 1455 343 686 201 224 201 224 201 224
8000 16 60 1386 325 650 195 224 196 225 196 225
10000 - 12 53 1316 308 616 190 225 191 226 191 226
12000 8 46 1242 290 580 183 224 184 226 185 226
14000 4 40 1166 274 548 176 222 178 225 179 227
16000 0 32 1095 258 516 169 221 172 225 173 226
18000 -4
25 1029 242 484 162 218 165 223 167 226
20000 4 17 956 227 454 152 213 157 220 161 224
22000 -13
10 888 213 426 142 205 149 215 154 222
24000 -17
2 823 198 396 127 190 139 208 146 218
26000 -21 -7
759 184 368 - -
126 196 137 212
28000 -25 -13

709 172 344 - - - -
127 204
30000 -30 -22

649 160 320 - - - -
112 187
31000 - - - - - - - - - - -

LOW CRUISE POW ER
ISA +20°C 1900 RPM
PRESSURE IO4T TORQUE FUEL FLOW TOTAL alRSPEED KN3TS

SL 41 106 1477 368 736 207 214 207 214 206 214
2000 37 99 1434 353 706 203 217 203 217 203 216
4000 33 92 1386 337 674 199 218 199 219 199 218
6000 30 85 1334 322 644 194 219 194 220 195 220
8000 26 78 1270 305 610 188 220 189 221 189 221
10000 22 71 1203 288 576 182 220 183 221 184 222
12000 64 1137 271 542 175 218 177 221 179 222
18
14000 14 57 1075 256 512 169 217 172 221 173 223
16000 10 49 1013 242 484 162 215 165 220 167 222
18000 6 42 953 227 454 153 211 158 218 161 222
20000 1 35 887 213 426 143 204 150 214 154 220
22000 -3
27 820 199 398 129 190 140 207 147 216
24000 4 18 752 185 370 - --

127 194 137 209
26000 -13
9 692 172 344 - -
105 166 128 203
28000 -16
4 653 162 324 - - - -
115 189
30000 - - - - - - - - - - -
31000 - - - - - - - - - - -

8-22 (6.50 X 10 Dual MainGear Tires)
LOW CRUISE POWER
ISA +30°C Ì900 RPM
PRESSURE IO4T TOROUE FUEL FLOW TOTAL idRSPEED KN3TS

SL 51 123 1316 343 686 198 208 198 209 198 208
2000 47 116 1283 329 658 194 210 195 211 195 211
4000 43 110 1248 315 630 190 213 191 214 191 213
6000 39 103 1209 301 602 186 214 186 215 187 215
8000 35 96 1155 286 572 181 215 182 216 182 217
10000 31 88 1097 270 .

•
540 174 213 176 216 177 217
12000 27 81 1037 254 508 167 212 170 216 172 218
14000 23 74 979 240 480 160 210 164 215 166 217
16000 19 67 921 225 450 152 206 157 212 160 217
l8000 15 59 865 212 424 142 199 149 209 154 216
20000 ll 52 811 199 398 130 188 141 204 147 213
22000 6 44 755 186 372 - -

130 195 139 208
24000 1 34 692 173 346 - -

110 171 129 201
26000 -2
29 655 163 326 - - - -
117 189
28000 - - - - - - - - - - -
30000 - - - - - - - - - - -
31000 - - - - - - - - - - -

LOW CRUISE POWER
ISA +40°C 1900 RPM
PRESSURE IO4T TOROUE FUEL FLOW TOTAL alRSPEED KN3TS

SL . 60 141 1161 319 638 188 201 189 202 190 202
2000 57 134 1135 306 612 184 203 185 204 186 205
4000 53 127 1108 293 586 181 205 182 207 183 207
6000 49 120 1078 280 560 175.8 206 178 208 180 210
8000 45 113 1031 266 532 171 206 173 209 174 211
10000 41 106 982 251 502 164 204 168 209 169 . 211
12000 37 99 931 237 474 157 202 162 208 164 211
14000 33 91 881 224 448 149 199 155 206 158 211
16000 29 84 831 210 420 140 193 147 203 152 210
18000 25 76 781 198 396 127 181 139 198 145 207
20000 20 68 732 185 370 - -

128 189 138 203
22000 15 59 680 173 346 - -

110 168 129 197
24000 12 54 644 163 326 - - - -

118 186
26000 - - -
- - - · · ·
28000 - - - - - - - - - - -
30000 - - - - - - - - - - -
31000 - - - - - - - - - - -
King Air 100 Supplementa10perational Data

-
'
STANDARD DAY (ISA)
1900 RPM
ABSOCIATED CONDITIONS: NOTE: RANGE INCLUDES SI'ART, TAXI,

CLIMB AND DESCENT WITH 45 .
WEIGHT 10668 LBS BEFORE MINUTES RESERVE FUEL AT

ENGINE START MAXIMUM RANGE POWER.
FUEL AVIATION KERSONE
FUEL DENSITY 6.T LB/GAL
30000
r CRUISE TRUE AIRSPEED ~KNOTS

e 25000
216
221
225 - - - -
ra 20000
229
228227
15000
229
29
10000
228
228
-
6000 225
220
216 ,
SL
0 100 200 300 400 500 600 700 800 900 1000 11 10 12t 0
RANGE~NAUTICAL MILES (ZARO WIND)
100-601-8
!°
MAXIMUM RANGE POWER
.
ISA -30°C 1900 RPM
lt 500 Pound 9 00 Pounds 8500 Poum s

ALTITUDE 1.O.A.T· PER ENG FLOW FLOW TAS PER ENG FLOW FLOW TAS PER ENG FLOW FLOW TAS
TOTAL M TOTAL
FEET C F FT LB LB/HR LB/HR KNOTS FT LB LB/HR LB/HR KNOTS FT LB LB/HR LB/HR KNOTS
S.L. -11 170 823 249 498 165 746 236 472 160
11 903 262 524
2000 -15
4 898 252 504 172 809 238 476 167 731 225 450 162
4000 -19 -3
885 242 484 174 802 228 456 169 715 215. 430 164
6000 -23 -9
868 233 466 176 792 219 438 171 706 205 410 165
8000 -27 -16

868 227 454 178 778 212 424 173 703 197 394 167
10000 -31 -23

- ca 873 221 442 181 776 205 410 175 693 190 380 170
-35 -30
12000 183 780 . 400 178 685 184 368
875 217 434 200 172
En -38 -37
14000 877 214 428 186 782 196 392 181 687 179 358 175
O 16000 42 44 877 212 424 189 784 193 386 184 689 175 350 177
-51
e "- 18000 46 877 211 422 192 785 191 382 186 690 172 344 180
i -50 -58
Ë 20000 876 211 422 195 785 190 380 190 692 170 340 183
- - - - - - - - -
g 22000
- - - - - -
- - -
24000
- - - -
- - - - -
26000
NOTE: (1) TEMPERATURE AND ALTITUDECOMBINATIONS WHICH HAVE ÎlEEN DELETEDINDICATE

THAT AIRSPEEDIS LIMITEDBY LOWCRUISEPOWER.
(2) MAXIMUM RANGE AT ALTITUDE MAY BE CALCULATEDFROMTRUE AIRSPEED,ASSUMING
ZERO WIND.
MAAIMUM KAINut PUVVEK
ISA -20°C 1900 RPM
10500 POL NDS 9530 POUND:I 8530 POUND:I
PRESSURE TORQtlE FtlEL EUEL TORQUE FUEL FUEL TORQUE FUEL FUEL
ALTITUDE l.O.A.T PER ENG FLOW ELOW TAS PER ENG FLOW FLOW TAS PER ENC FLOW FL0W TAS
FEET
°C °F ET Lil I.II/IIR I 8/IIR KNOIS FT Lll LB/I,IR lu/IIR KNOTS FT Lil LB/11R LB/IIR KNOTS
-l
S.L. 30 919 266 532 173 839 253 506 168 762 241 482 164
-5
2000 23 916 256 512 175 827 243 486 170 751 230 460 166
-9
4000 16 906 247 494 177 823 234 468 173 739 221 442 168
-13
A 6000 9 890 240 480 180 815 225 450 175 729 212 424 170
-17
8000 2 890 233 466 182 802 218 436 177 727 204 408 172
-21 -5
10000 894 227 454 185 797 21 I 422 180 716 197 394 174
om
-24 -12
12000 895 223 446 188 800 206 412 182 704 190 380 176
-28 -19
14000 896 220 440 190 802 202 404 185 705 185 370 179
-32 -25
O 16000 896 217 434 193 803 199 398 188 709 181 362 182
-36 -32
e i 18000 893 216 432 106 804 197 394 191 711 178 356 185
-39
6 B. 20000 40 890 216 432 199 804 195 390 194 713 176 352 188
g 22000 43 46 890 217 434 202 802 195 390 197 713 175 350 191
-53 - - - - 194
24000 47 80\ 195 390 200 712 174 348
-51 -60 - - - - - - - -
26000 713 175 350 198
NOTE: (I) TEMPERATURE AND ALTITUDE COMBlNATIONS WIIICH IIAVE BEEN DELETED INDICATE
TI IAT AIRSPEED IS LIMITED BY LOW CRUISE POWER.
9° (2) MAXIMUM RANGE AT ALTITUDE MAY BE CALCULATED FROM TRUE A1RSPEED, ASSUMING
ZERO WIND.
00
MAXIMUM RANGE POWER
ISA -10°C 1900 RPM
10f 00 POUNDS 9500 POUNDS 8500 POUNDS
PRESSURE TORQUE FUEL FtlEL TORQUE FUFL FUEL TORQUE FUEL FUEL
ALTITUDE I.O.A.T PER ENG ELOW ELOW PER ENG FLOW ELOW TAS PER ENG FLOW FLOW TAS
FEET
°C °F FT Lß LB/IIR I B/IIR KNOTS FT LB LB/IIR LB/IlR KNOTS LB/HR LB/HR
FT LB KNOTS
S.L. 9 48 926 268 536 175 839 255 510 170 758 241 482 165
2000 5 41 926 259 518 178 835 245 490 173 754 232 464 168
4000 I 34 917 250 500 180 834 237 474 175 748 224 448 170
-3
A 6000 27 905 243 486 183 830 229 458 178 743 215 430 173
-7
8000 20 907 238 476 186 818 222 444 181 741 208 416 175
-10
10000 13 913 233 466 189 813 216 432 183 732 202 404 178
-14
12000 6 914 228 456 191 818 21 I 422 186 721 195 390 180
-18
Km 14000 0 915 225 450 194 820 207 414 189 722 190 380 183
-22 -7
O 16000 913 223 446 197 820 204 408 192 726 186 372 186
-26 -14
18000 907 221 442 200 819 201 402 195 726 182 364 189
-29 -21
O E. 20000 903 221 442 203 816 200 400 198 727 180 360 192
-33 -28
g 22000 903 222 444 206 812 199 398 200 726 179 358 195
24000-37-35 - - - -
8I2 200 400204 723 I78 356198
- - - - - -
- -
26000 45 49 722 179 358 201
NOTE: (I) TEMPERATURE AND ALTITUDE COMBINATIONS WHICH IIAVE-BEENDELETED INDICATE

TIIAT AIRSPEED IS LIMITED BY LOW CRUISE POWER.
ZERO WIND.
MAXIMUM RANGE POWER
ISA 1900 RPM
10 00 POUNDS 9500 POUNDS 8500 POUNDS

PRESSURE TOROUE FUEL 1 Ul 1 TORQtlE FUEL EUEL TORQUE FUEL FUEL
ALTITUDE 1.O.A.T PliR ENG FLOW FLOW I^S PER ENG Fl OW FLOW TAS PER ENG FLOW FLOW TAS
PER ENG TOTAl PER ENG TOTAL PER ENG TOTAL
FEET °C °F FT LB Lll/IlR Lll/llR KNOTS FT LB LII/IIR LB/IIR KNOTS FT LB LB/HR LB/IIR KNOTS
19 66 940 273 546 178 851 259 518 173 768 245 490 , 168
S.L.
2000 15 59 937 263 526 180 844 249 498 175 759 235 470 170
4000 11 52 926 254 508 183 843 240 480 178 751 226 452 173
°181
7 45 917 246 492 186 836 231 462 749 217 434 175
A 6000
4 38 921 241 482 189 826 225 450 183 748 210 420 178
8000
0 32 928 236 472 192 826 219 438 186 740 204 408 181
loooo
-4 396
25 930 232 464 195 832 214 428 189 732 198 183
12000
-8
E Ê 14000 18 933 230 460 198 835 211 422 193 735 194 388 186
-12 -
11 934 228 456 201 836 209 418 196 740 190 380 100
16000
-15
4 931 227 454 204 836 206 412 199 741 187 374 103
e Ë 18000
-19 -3
E. 927 227 454 207 835 205 410 202 74I 185 370 196
20000
-23 -9
22000 927 228 456 21 I 830 204 408 205 740 183 366 199
-27 -16 - - -
24000 826 205 410 208 735 183 366 202

-35 -30 - - - - - - - -
26000 733 183 366 205
NOTE: (I) TEMPERATURE AND ALTITUDE COMBINATIONS WIIICli IIAVE BEEN DELETED INDICATE
TIIAT AlRSPEED IS.LIMITED BY LOW CRUISE PO.WER.
go (2) MAXIMUM RANGE AT ALTITUDE MAY BE CALCULATED FROM TRUE AIRSPEED, ASSUMING
ZERO WIND.
MAXIMUM RANGE POWER
ISA +10°C 1900 RPM
10100 POUNES 9500 POUNDS 8500 POUNDS
PRESSURE TOROUE FUEL FUEL TORQUE FUEL FUEL TORQUE FUEL FUEL
'
FEET °C °F LB/BR LB/\\R KNOTS LB/11R LB/IIR KNOTS FT LB LB/HR LB/\lR KNOTS
FT.LB FT LB
S.L. 29 84 952 272 544 181 857 262 524 175 774 288 496 170
2000 25 77 954 268 536 184. 856 253 506 178 768 239 478 173
4000 21 71 946 260 520 186 857 244 488 181 761 229 458 175
6000 18 64 935 252 504 189 849 235 470 184 759 221 442 178
8000 14 57 938 245 490 192 839 228 458 187 757 213 426 181
.
10000 10 50 945 240 480 195 840 223 446 190 749 206 412 183
- 6 43 948 236 472 199 846 218 436 193 743 200 400 186
12000
-
14000 2 36 951 234 468 202 851 215 430 196 748 196 392 190
-1
16000 29 953 232 464 205 854 212 424 200 753 193 386 193
-5
18000 23 953 231 462 209 854 210 420 203 755 190 380 196
-9
20000 16 856 210 420 206 758 189 378 200

-13
_ _ _ _
i 22000 9 858 21 I 422 210 759 188 376 203

-17 - - - - - - - -
24000 2 757 187 374 207

-21 -5 - - - - - - - -
26000 758 188 376 210
NOTE: (1) TEMPERATURE AND ALTITUDE COMBINATIONSWillCil 11AVE BEEN DELETED INDICATE
TilAT AIRSPEED IS LIMITED BY LOW CRUISE POWER.
(2) MAXIMUM RANGE AT ALTITUDE MAY By CALCULATED FROM TRUE AIRSPEED, ASSUMING
ZERO WIND.
IVI A A i IVI U IVI KM IN WE TV VV EK
ISA +20°C 1900 RPM
10 00 POUNDS 95)0 POUNDE 85 )0 POUNDE
PRESSURE TORQllE FllEL FUEI. TORQUE FUEL FUEL TOROUE FUEL FUEL
ALTITUDE I.O.A.T PER ENG FLOW FLOW TAS PER ENG Fl.OW FLOW TAS PER ENG FLOW FLOW TAS
FEET °C °F FT LB LB/IIR LB/IIR KNOTS FT LB LB/IIR LB/IIR KNOTS FT LB LB/HR LB/llR KNOTS
S.L. 39 103 970 283 566 184 870 267 534 178 783 251 502 172
2000 35 96 971 274 548 187 868 258 516 181 775 242 484 175
4000 32 89 965 265 530 190 870 249 498 184 770 233 466 178
6000 28 82 955 258 516 193 866 241 482 Iß7 770 224 448 181
8000 24 75 958 251 502 196 857 234 468 190 771 217 434 184
10000 20 68 965 246 492 199 857 228 456 193 765 211 422 187
r 12000 16 61 967 241 482 202 863 222 444 196 758 205 410 190
14000 13 55 970 238 476 206 866 219 438 200 762 200 400 193
16000 9 48 972 236 472 209 868 215 430 203 767 196 392 197
- - - -
. 18000 5 41 869 213 426 207 769 193 386 200

'"- E - - - -
.
20000 1 34 874 213 426 211 772 192 384 204
-3 - - - - -
B 22000 27 775 192 384 208

- - - - - - - -
24000
- - - - - - - - - - - - - -
26000
NOTE: (1) TEMPERATURE AND ALTITUDE COMBINATIONS WHICII IIAVE BEEN DELETED INDICATE
TIIAT AIRSPI ED IS LIMITED BY LOW CRUISE POWER.
cp (2) MAXIMUM RANGE AT ALTITUDE MAY BE CALCULATED FROM TRUE AIRSPEl D. ASSUMING
ZERO WIND.
MAXIMUM RANGE POWER
ISA +30°C 1900 RPM
10500 PUNDS 9500 POUNDS 8500 POUNDS
PRESSURE TOROUE FUEL FUEL TORQUE FUFL FUEL TOROUE FUEL FUEL
ALTITUDE I.O.A.T PER ENG FLOW FLOW I^S PER ENG FLOW ELOW TAS PER ENG FLOW FLOW TAS
°C °F FT LB LH/IIR I 8/111< KNOTS FT LII LB/Illt LB/IIR KNOTS FT LB LB/HR LB/llR KNOTS
FEET
S.L. 49 121 987 288 576 187 884 271 542 IRI 792 255 510 175
2000 46 114 992 279 558 190 884 262 524 184 787 246 492 178
4000 42 107 989 271 542 194 888 254 508 187 783 237 474 181
6000 38 100 982 264 528 197 886 246 492 191 783 229 - 458 184
·
8000 34 93 984 258 516 200 880 239 478 194 785 222 444 187
10000 30 87 992 253 506 204 879 234 468 107 781 216 432 190
12000 27 80 998 248 498 208 885 229 458 201 776 210 420 194
- - - -
14000 23 73 891 224 448 204 779 205 410 197
- - - -
o 16000 19 66 894 221 442 208 785 201 402 201
e $. 18000 15 59 787 197 394 204

- - - - - - - -
20000 II 52 790 195 390 208
22000
24000
26000
NOTE: (1) TEMPERATURE AND ALT)TUDE COMBINATIONS WIIICII IIAVE BEEN DELETED INDICATE
TI IAT AIRSPEED IS LIMITED BY LOW CRUISE POWER.
ZERO WIND.
MAXIMUM RANGE POWER
ISA +40°C 1900 RPM
10: 00 POUNES 9500 POUNDE 8500 'OUNDS
PRESSURE TORQUE FUEL FUEl. TOROUE FUEL FUEL TORQUE FUEL FUEL
.
ALTITUDE I.O.A.T PER ENG FLOW FLOW I^S PER ENG FLOW FLOW TAS PER ENG FLOW FLOW TAS
FEET °C °F FT LB Lll/IIR LH/IIR KNOTS FT LB LII/IIR I.8/llR KNOTS FT LII LB/NR LB/lIR KNOTS
S.L. 59 139 1009 294 588 190 902 276 552 184 804 259 518 178
2000 56 132 1014 285 570 194 . 901 267 534 187 800 250 500 181
197 -
4000 52 125 1012 277 554 905 259 518 191 797 241 482 184
6000 48 119 1005 269 538 201 905 251 502 194 798 233 466 187
8000 44 I 12 1008 263 526 205 903 245 490 198 803 227 454 191
- - - -
0000 41 105 902 269 478 202 803 221 442 194
- - - -
©•E. 12000 37 98 908 234 468 206 797 215 430 198
E Ë 14000 33 91 80\ 210 420 202

O 16000 29 84 809 206 412 206
- -
O E. 20000
- ·
22000
- -
24000
-
26000
NOTE: (I) TEMPERATURE AND ALTITUDE COMBINATIONS WHICII IIAVE BEEN DELETED INDICATE
ZERO WIND.
-
JJ
RANGE PROFILE MAXIMUM RANGE POWER
STANDARD DAY (ISA)
1900 RPM
NOTE: RANGE INCLUDES START, TAXI,

ASSOCIATED CONDITIONS:
CLIMB AND DESCENT WITH 45
FUEL AVIATION KEROSENE
30000
~
enUISE TRUE AIRSPEED KNOTS
20000- 202
198
196
15000-
193
186
1oooo
isa
181
sooo-
- 173
SL
I 100 200 300 400 500 600 700 800 900 1030 1130 1200
HOLDING TIME
. I !
PREESURE A Ll'ITL DE FEET

---------- - --------- ------ --- -
s.o------- o
isooo
10000
4.0--
5000
SL
3.0
1.0-
----------_ ________ .__ ____ _L

o-
1.10 2tl0 3tl0 4(0 5tl0 6(0 7110 ßt 0 900 1030 1100 1200 1300 14)0 1530 1630
FUEL REQUIRED ~ 100-601-22

POUNDS
CRUISE SPEEDS
-
HIGH CRUISE POWER 1900 RPM
WEIGHT 9500 LBli
30000
25000- --
Oc ISA- DO(
20000- ------- -- --- ---
15000-- - -- --
- -- --
e 10000-
-- -- - ----- - --------- --
SL- -· -- -------- --- -- ---- -
1'O 1f0 110 280 2l0 210 2 0 240 210
TRUE AIRSPEED ~KNOTS 100-601-14

CRUISE SPEEDS
-
LOW CRUISE POWER 1900 RPM
WEIGHT 9500 LBS.
30000-
- o
o
-- ---------------
25000-
~
-
-
ISA- 100 C
20000-- - - ---- -- k--- ---- -----
',
IS 20
-- ---- --
15000
MA-30 C
co
I-l. r
----- ---------- -- --
10000-
-- ----- - ---
5000
------------------------------- ---- --- ----- - -------

SL- -
l' O 1·40 110 2 10 2 tú 210 230 240 200

o
TRUE AIRSPEED~KNOTS 100-601-15

HIGH CRUISE POWER
1900 RPM
EXAMPLE:
CRUISE ALTITUDE 17000 FT
TEMPERATURE
ISA+9°C

INDICATED OUTSIDE
AIR TEMPERATURE -2
C
TORQUE LIMIT~ 628 FT T.H
1600
1300
1100
1300
1200 -
1100
10
UUU
700
E00
I
0
I I I I I
50
I
-70 -f -50 -
0 -30 -00
0 10 20
-10
30 40 60 70
INDICATED OUTSIDE AIR TEMPERATURE~'C 100-601-10

LOW CRUISEPOWER
1900 RPM
EXAMPLE:
TEMPERATURE ISA+9°C

INDICATED OUTSIDE
TORQUE LIMIT 1628 FT LB-
1000
1500
I
1400
1300
1200
co
N 11
o -
1000
800
700
lil IIIII I I
-70 -60 -50 -
0 -30 -20
0 10
-1020 30 40 50 60 70
C

FUELFLOW AT HIGH CRUISE POWER
1900 RPM EXAMPLE:
INDICATED OUTSIDI:
PRESSURE ALTITUL E 17000 FT
400 FITET, FTOW PER El G 288 LB/HR
300
300
370
360
350
310
330 ,
320
310
70
C"
250
210
230
220
210
190-
100
170 I L.
100- ¯¯¯ T¯¯¯ ¯l -

.i
-----
i
---- T¯¯¯ --
\ i l \
-70 -t
0 -50 -40 -30 -20 -10
0 10 20 30 43 50 63 73
INDICATED OUTSIDE AIR TEMPERATURE ~*C 100-601-11

FUELFLOW AT LOW CRUISE POWER
1900 RPM EXAMPLE:
INDICATED OUTEIDE
100 -- - . .
TUEL FLOW PER ENGINE 251 LB/HR
300
380
370
360
350 -
•
o -
3 10
130
320
310
30 C
200
280
270
260
210
220
220
210
20 C
iso
180--
170
1€0
-70 -60 -50 -40 -30 -20 -10
0 10 20 30 40 50 60 70
C 100-601-7

(6.50 X 10 Dual Main Gear Tires) 841
SUBTRACT st FROM INDICATED OAT TO OBTAIN TRUE OAT
(INDICATED OAT IS RAM AIR TEMPERATURE ASSUMING A RECOVERY FACTOR OF 1.)
240
PRESSURE ALTITUDE
SL 5,000 FT 10,000 FT
220-
15,000 FT
iii
100
160-
140-
120
100-
80-
60-
( 1 2 3 4 5 6 7 8 9 10 11 12 13 14
oC 100-601-3
st TEMPERATURE CORRECTION

842 (6.50 X 10 Dual MainGear Tires)
\
že -
O.
-m
:
8
z -I
o EE 'e
þ-
--
r r-- **

FOR LANDING
EXAMPLE
ALTIMETERSETTING -
29.52 In Hg
LANDINGFIELD ELEVATION 2000 FEET
CABIN ALTITUDESETTING 2885 FEET
10000
IELD
ELEVATION
6000 FT
6000-
5000 g
4000---
3000
2000
1000 g
SEA
CL g¾L
1000 g
-2000-
28.80 29.20 29.60 30.00 30.40 30.80

STD
ALTIMETERSETITNG-IN HG 100-601-1

Supplemental Operational Data
for the
BEECHCRAFTKING AIR 100

equipped with
650 × 10 Dual Main Gear Tires

(High Flotation)
P/N 100-590026-31
SECTION VIII
CRUISE CONTROL
TABLE OF CONTENTS
TITLE PAGE
Introduction to Cruise Control . . . . . . . . . . . . . .

.8-2
IASConversion . . . . . . . . . . . . . . . . . .
.8-5
CruiseClimb ..........
.........8-6
Descent .....................8-7
HighCruisePower-ISA-30°C . . . . . . . . . . . . . .
.8-8
HighCruisePower-ISA-20°C . . . . . . . . . . . . . .
.8-9
High Cruise Power ISA -10°C -

. . . . . . . . . . . . .
8-10
High Cruise Power -
ISA . . . . . . . . . . . . . . . .
8-11
High Cruise Power -
ISA + 10°C . . . . . . . . . . . . .
8-12
High Cruise Power -
ISA + 20°C . . . . . . . . . . . . .
8-13
High Cruise Power -ISA + 30°C . . . . . . . . . . . .
.. 8-14
High Cruise Power ISA + -
40°C . . . . . . . . . . . . .
8-15
Range Profile High Cruise Power-
. . . . . . . . . . . . .
8-16
. . . . . . . . . . . . . .
8-17
. . . . . . . . . . . . . .
8-18
Low Cruise Power ISA -10oC -
. . . . . . . . . . . . . .
8-19
Low Cruise Power -
ISA . . . . . . . . . . . . . . . .
8-20
Low Cruise Power -
ISA +10oC - . . . . . . . . . . . . .
8-21
Low Cruise Power ISA + 20oC -
. . . . . . . . . . . . .
8-22
Low Cruise Power ISA +Š0oC -
. . . . . . . . . . . . . .
8-23
Low Cruise Power ISA + 40oC -
. . . . . . . . . . . . .
8-24
Range Profile Low Cmise Power -
. . . . . . . . . . . . .
8-25
ISA -30oC . . . . . . . . . .. . .
8-26
ISA -20oC . . . . . . . . . . . .
8-27
ISA -10oC . . . . . . . . . . . .
8-28
ISA . . . . . . . . . . . . . .
8-29
ISA +10oC . . . . . . . . . . . .
8-30
ISA +20oC . . . . . . . . . . . .
8-31
ISA +30oC . . . . . . . . . . . .
8-32
ISA +40oC . . . . . . . . . . . .
8-33
Range Profile -
Maximum Range Power . . . . . . . . . . .
8-34
HoldingTime ..................8-35
Cmise Speed High Cruise Power

-
. . . . . . . . . . . . .
8-36
Cmise Speed Low Cruise Power
-
. . . . . . . . . . . . .
8-37
High Cruise Power . . . . . . . . . . . . . . . . .
8-38
LowCruisePower .................8-39
Fuel Flow at High Cmise Power . . . . . . . . . . . . . 840

Fuel Flow at Low Cruise Power . . . . . . . . . . . . . . 841
Outside Air Temperature Correction . . . . . . . . . . . . 842
Density Variation of Aviation Fuels . . . . . . . . . . . . 843
Pressurization Controller Setting for Landing . . . . . . . . . . 844

parameters of weight, power, altitude and temperature. Graphs and/or tables are included for Cruise Climb,
Holding Time.
CONDITIONS
At Billings
Outside Air Temperature . . .
25°C(77°F)
FieldElevation ..................... 3606ft
Altimeter Setting . 29.56 . .
Wind . . .
360° at 10 knots
Runway 34 Length . . . . . . . . . . . . . . . . . . . 5600 ft .
Route of Trip:
BIL V19 CZI V247
- · - -
DGW V19E CYS V19 DEN - - - -
WeatherConditions IFR For Cruise Altitude of 17,000 Feet.
Route Magnetic Distance MEA Wind at 17000 OAT at OAT at Altimeter

Segment Heading NM .
Feet Feet Cruise MEA Setting
Altitude °C
oC
BIL SHR 114°

-
88 8000 010/30 -10
0 29.56
SHR CZI -
136° 57 9000 350/40 -10 -4
29.60
CZI-DGW 131° 95 8000 040/45 -10

0 29.60
.
DGW CYS -
138° 47 8000 040/45 -10
0 29.60
169° 46 8000 040/45 -10
0 29.60
CYS DEN -
166° 81 8000 040/45 -10
0 29.60
REFERENCE:Enroute Low Altitude Charts L-8 and L-9
At Denver
Outside Air Temperature . . . . . . . . . . . . . . . . .
15°C (59°F)
FieldElevation .................... 5331ft
Altimeter Setting . . . . . . . . . . . .. . . . . . . . . . . 29.60
Wind .....................270°at10knots
Runway 26 Length . . . . . . . . . . . . . . . . . . . 10000 ft

(Refer to page 5-2)

BIL: Pressure Altitude = 3966 ft

OAT =
.
25°C
ISA Condition =
ISA + 18og

17000 ft
OAT = -10°C
DEN: Pressure Altitude = 5651 ft

OAT =
15°C
Enter the graph for.Two Engine Cruise Climb, page 8-6, at 3966 and 17000 feet, 10600 pounds and ISA +
18°C:
Time to Climb =
20 4 =
16 min
Fue1Usedto Climb = 202 -38 = 164 lbs
Distance Traveled =
55 -10 = 45
NM
Time to Descend =
17 = 11 min
-6
Fuel Used to Descend =

130 45 = 85 lbs -
= 45
Distance Traveled =
63 -18
NM
Enter the tables for High Cruise Power at ISA and ISA + 10°C,.pages 8-11 and 8-12, respectively. Read
cruise speeds at 16000 feet, 18000 feet and 10500 pounds and 9500 pounds as follows:
CruiseTrue Airspeed
Altitude 10500 POUNDS 9500 PO JNDS
Feet ISA ISA + 106C ISA ISA + 10°C
16000 236 235 237 237
18000 234 232 237 235
Interpolate between these speeds for 17000 feet, ISA + 9oC and 10000 pounds.

235 knots
Enter the graph for High CruisePower at ISA + 9oC and 17000 feet pressure altitude:

1225 ft lb
Indicated Outside Air Temperature = -2oC
Enter the graph for Fuel Flow at High Cruise Power at ISA +9oC (or indicated outside air temperature of
-2oC) and 17000 feet pressure altitude:

288 lb/hr
Total fuel flow =
576 lb/hr

Time and fuel used were calculated at High Cruise Power as follows:
Time = Distance .
Ground Speed
Fuel Used =

Segment Speed Altitude Cruise
BIL SHR
-
43* 247 0 : 10 99
SHR CZI -
57 271 0 : 13· 121
CZI DGW
-
95 241 0 : 24 227
DGW CYS -
47 247 0 : 11 110
46 268 0 : 10 99
CYS DEN -
36* 266 0 : 08 78
*Distance to Climb or Descend subtracted from Distance

BLOCKSPEED AND FUEL REQUIREMENTS
Time Fuel Distance

Item Hrs: : Mins Pounds Nautical Miles

Climb : 16 164 45
Cruise 1 : 15 734 324
Descent : 11 85 45
Total 1 : 42 1051 414
Block Speed: 414 NM÷1 : 42 -244 knots
Total Fuel (including 45

minute reserve at High
Cruise Power) 1051 + (00:45)(576 lb/hr) =
1483 lbs.

ISA CONVERSION
' 30000
25000
15000
10000
5000
0
-80 -70
40 -50
40 -30 -20 -10 0 +10 +20 +30 +40 +50 +63
TEMPERATURE ~ °C 100-601-6

CRUISE CLIMB
TWO ENGINES
EXAMPLE:
AIRPORT ALTITUDE 3966 FT
NOTE: ADD 68 LBS. FUEL FOR TAXI AND ALTITUDE~FEET CLIMB PROPELLER 2000 RPM ALTITUDE AT END OF CLIMB 17000 FT
TAKE-OFF. FOR TEMPERATURE SPEEI>-KCAS ITT 695°C INITIAL CLIMB WEIGHT 10600 LBS
25°C
BELOW STANDARD DAY (ISA), USE OR OAT AT 3966 FT (ISA + 18 C)
SL TO 10000 150
DATA FOR STANDARD DAY TORQUE 1628 FT LB (20-4)
10000 TO 20000 130 TIME TO CLIMB 16 MIN
20000 TO 25000 120 .
FUEL USED TO CLIMB (202-38) 164 LBS
DURING CLIMB (55-10) 45 NM
HFHlf lààòà iúàiòàT -11!!!\ ÏAKE-OP2VIIGHT IÃKE-OÑÑÑÌII

r | 8000LBS 8000 LBS ((CI
. 30000
ITL
0000 LBS 9000LBS 3)0LBS
10000 LBS 10310 S 0000LBS
10600 LBS 10 33LBS 10600L S
25
20000
10000
SL
REFERENCE LR
o
ISA+1
ISA+20
ISA+30
• •
18A+4
, 100 0 E3 m 150 200
20 40 60 80 200 300 4(0
TIME TO CLIMB~MINUTES FUEL USED TO CLIMB~ POUNDS CLIMB DISTANCE~ NAUTICAL MILES 100-601-5
DESCENT
ASSOCIATED CONDITIONS: ALTlTUDE-FI' DESCENT SPEED EXAMPLE:

TIME (17-6) 11 MIN
-
e 30000
R. g 25000
20000
15000
5000
· ----- ---- · -
SL
0 10 20 30 40 50 60 0 50 100 150 200 250 3 10 3 i0 1 50 100 1 ¡O 2 30 2>0

TIME TO DESCEND~MINUTES FUEL USED DURING DESCENT~POUNDS DISTANCE TRAVELED DURING DESCENT~NAUTICAL MILES
HIGH CRUISE POWER
ISA -30°C 1900 RPM

4000
8000
REFER TO LOW CRUISE PCWER SETTINGS FELO 10 JOO PEET ,
10000 -28 -18

1628 379 758 210 230 210 230 209 229
12000 -32 -25

1628 378 756 208 235 208 235 207 234
14000 -35 -31

1628 375 750 205 240 206 240 205 239
16000 -39 -38

1548 358 716 200 241 200 241 200 241
I 8000 43 46 1435 332 664 192 239 193 240 193 240
20000 47 -53
1314 305 610 184 236 185 237 185 238
22000 -51 -61

1195 277 554 174 231 176 234 178 236
24000 -56
48 1079 255 510 164 225 167 230 169 232
26000 -60 -76

973 235 470 152 216 157 224 161 228
28000 44 -84
871 210 420 136 201 146 214 151 222
HIGH CRUISE POWER
ISA -20°C 1900 RPM

S¿
2000
REFER TO LOW CRUISE POWER SETTINGS BELOW 10,000 FEET -
10000 -18
0 1628 -378 756 208 233 208 233 08 232
12000 -:21
45 1628 378 756 206 238 206 238 206 237
14000 -25 -13

1583 367 734 202 241 203 241 202 241
16000 -29 -20

1479 344 688 195 240 196 241 196 241
18000 -33 -:28

1379 321 642 188 239 189 240 189 241
20000 -37 -35

1283 300 600 181 238 182 239 183 240
22000 -41 -42

1188 279 558 173 234 175 237 176 239
24000 -45 -50

1093 257 514 163 229 167 234 169 237
26000 -50 -57

988 233 266 152 220 157 228 160 233
28000 -54 -66

886 213 426 136 204 145 219 150 227
HIGH CRUISE POWER
ISA -10°C 1900 RPM

SL -- - - -------
6000
8000
- REFERTO LOW CRUISE "OWER SETilNGS BELOW 10,000 FEET
10000 -8
19 1628 378 756 207 236 207 236 206 235
12000 -11
12 1602 374 748 204 240 204 240 203 240
14000 -15
5 1499 350 700 197 239 197 240 197 240
16000 -19 -2
1401 328 656 190 239 191 240 191 240
18000 -23 -10

1306 307 614 183 237 184 239 184 239
20000 -27 -17

1217 287 574 175 235 177 237 178 239
22000 -32 -24

1133 268 536 167 231 170 236 172 238
24000 -35 -32

105 1 249 498 158 227 163 234 165 237
26000 -40 -39

971 232 464 148 220 154 229 157 234
28000 -44
47 888 211 422 133 205 144 221 149 230
30000 49 -56
795 191 382 - -
129 206 138 221
HIGH CRUISE POWER
ISA .
1900 RPM

SOLoo
- - - - -
30 -
8000 - - - - - - - - - . .
10000 3 37 1628 378 756 206 239 206 239 205 239
12000 -1
30 1528 357 714 199 239 200 240 199 239
14000 -5
23 1422 334 668 192 238 193 .239

193 239
16000 -9
15 1322 313 626 184 236 185 237 186 238
18000 -13
8 1232 292 584 177 234 179 237 180 238
20000 -17
1 1149 273 546 169 232 172 236 173 237
22000 -:21 -7
1068 255 510 161 228 165 233 167 236
24000 -26 -14

990 237 474 151 222 156 229 160 234
26000 -30 -22

917 221 442 140 212 147 224 152 231
28000 -34 -30

845 205 410 118 186 137 215 144 227
30000 -39 -38

772 189 378 - -
122 200 134 219
31000 -40 -41 750 183 366 - - - -

128 213

HIGH CRUISE POWER
ISA +10 ©
C 1900 RPM

ALTITUDE ·------ -
PER ENGINE PER ENGINE FUEL FLOW 10500 LBS 9500 LBS 850C LBS
SL -- - -
----...
2000
4000
8000
-
REFERTO LOW CRUISE F ÓWER SETTINGS&ELOW10,300 FEET
10000 13 55 1554 363 726 202 239 202 239 201 238
12000 9 48 1453 340 680 194 238 195 238 195 239
14000 5 40 1354 318 636 187 236 188 237 188 238
16000 1 33 1262 298 596 180 235 181 237 182 238
18000 -3
26 1175 278 556 172 232 174 235 176 237
20000 -8
19 1086 260 520 163 228 167 233 169 235
22000 -12
11 1004 242 484 154 222 158 229 162 234
24000 -16
3 929 225 450 143 214 150 224 154 231
26000 -20 -5
858 210 420 128 198 140 217 146 227
28000 -25 -13

788 194 388 - -
127 204 137 220
-29 -19
HIGH CRUISE POWER
. ISA +20°C 1900 RPM

,
PRESSURE IOtT TORQUE .

FUEL FLOW TOTAL AIRSPEED KNOTS
ALTITUDE ------ -----
PER ENGINE PER ENGINE FUEL FLOW 10500 LBS 9500 LBS 850C LBS
SL - - - -
- - - - - - -
2000
4000
6000
8000
- REFERTO AOW CRUISEP'OWER SETTINGS&ELOW10,300 FEET ,,
10000 23 73 1450 -
342 684 195 235 196 236 196 236
12000 19 65 1362 322 -

644 189 235 189 236 190 237
14000 15 28 1278 302 604 182 234 183 236 184 236
16000 11 51 1196 283 566 174 232 176 234 178 236
18000 7 44 1116 265 530 166 229 170 233 171 236
20000 2 36 1034 247 494 158 224 162 231 164 234
22000 -2
29 952 230 460 147 216 153 226 157 231
24000 .
-6
21 870 213 426 132 201 142 217 148 226
26000 -11
13 801 198 396 - -
131 207 139 221
28000 -16
3 731 183 366 - -
110 181 129 212
HIGH CRUISE POWER
ISA +30°C -1900

RPM

SL -- - - -------
2000
6000
-
REFERTO 10W CRUISE 00WER SETTINGS&ELOW10,300 FäkT ,
10000 32 90 1348 323 646 189 232 190 233 190 233
12000 28 83 1265 303 . 606 182 231 183 232 184 233
14000 24 76 1186 284 568 175 229 177 231 178 233
16000 20 69 1111 266 532 167 226 171 231 172 233
18000 16 61 1038 249 498 159 223 163 229 166 232
20000 12 54 970 234 468 150 218 156 226 159 231
22000 8 46 900 218 436 139 208 147 220 152 228
24000 3 38 828 203 406 19 185 136 212 143 223
26000 -1
30 761 188 376 - -
122 197 134 216
28000 -5
23 704 175 350 - - - -

121 203
30000 - - - - - - - - - - -
H IGH CRUISE POW ER
ISA +40°C 1900 RPM
PRESSURE 104T TORQUE FUEL FLOW TOTAL AIRSPEED KNOTS

ALTITUDE ---- ----
SL -- - -
-------
2000
4000
6000
-
REFERTO LOW CRUISE F OW ER SETTINGS.BELOW 10 000 FEET -
10000 42 108 1244

¯
303 606 182 227 183 229 184 229
12000 38 101 1168 284 568 175 225 177 228 178 230
14000 34 93 1096 267 534 167 223 171 227 172 229
I 6000 30 86 1026 250 500 160 220 164 226 166 228
18000 26 79 958 234 468 151 215 156 222 159 227
20000 22 71 894 219 438 140 207 148 218 153 225
22000 17 63 831 204 408 126 193 138 211 145 222
24000 13 55 768 190 380 - -

125 199 136 216
26000 7 45 706 177 354 - -

101 165 127 208
28000 4 40 663 166 332 - - - -

112 191
-
RANGE PROFILE HIGH CRUISE POWER
STANDARD DAY (ISA)
1900 RPM
ASSOCIATED CONDITIONS: NOTE: RANGE INCLUDES START, TAXI,

10668 LBS BEFORE CLIMB AND DESCENT WITH 45
WEIGHT
ENGINE START MINUTES RESERVE FUEL AT
FUEL AVIATION KEROSENE MAXIMUM RANGE POWER.
30000

25000 229
236233
20000
237
237
-
15000 239
240
-4 239 - -
10000 O
----
5000
. - II:
SL
0 100 200 300 400 500 600 700 8(0 900 1000 1100 1210
100-601-13
LOW CRUISE POW ER
ISA -30°C 1900 RPM
PRESSURE 104T TORQUE FUEL FLOW TOTAL . idRSPEED KN3TS

ALTITUDE ----- -----
SL -9
15 1628 393 786 221 209 220 208 219 207
2000 -13
9 1628 386 772 218 213 218 212 217 211
4000 -17
2 1628 379 758 216 217 216 216 215 215
6000 -21 -5
1628 374 748 214 221 214 221 213 220
8000 -24 -12

1628 372 744 212 226 212 225 211 224
10000 -28 -18

1628 -
369 738 210 230 210 230 209 229
12000 -32 -25

1606 363 729 207 234 207 234 206 233
14000 -36 -32

1477 335 670 199 232 199 232 199 232
16000 -40 -40

1349 307 614 191 229 191 230 191 230
18000 -‡4 -47

1219 281 562 181 225 182 227 183 227
20000 -48 -55

1104 256 512 171 220 174 223 175 225
22000 -52 -62

994 233 ,
466 160 213 164 218 166 221
24000 -57 -70

888 211 422 146 201 153 210 157 215
26000 -61 -78

791 191 382 128 182 140 199 147 209
28000 -66
47 696 171 342 - -
123 180 135 198
30000 -70 -94

622 154 308 - - - -
118 180
31000 - - - - - - - - - - -

LOW CRUISE POW ER
ISA -20°C 1900 RPM
PRESSURE IOtT TORQUE FUEL FLOW TOTAL LIRSPE6D KN')TS

ALTITUDE ---- -
SL 1 34 1628 393 786 219 211 218 211 218 210
2000 -3
27 1628 386 772 217 215. 216 215 215 214
4000 -7
20 1628 379 758 215 220 214 219 213 218
6000 -10
13 1628 374 748 213 224 212 224 211 223
8000 -14
7 1628 371 742 211 229 210 228 209 227
0 1612 367 - 734 208 23 208 233

'
10000 -18
207 232
12000 -22 -7
1514 345 690 202 233 202 233 201 232
14000 -26 -14

1422 325 650 194 232 195 233 195 233
16000 -30 -21

1330 305 610 188 231 189 232 189 233
18000 -34 -29

1239 285 570 181 .230
182 231 183 232
20000 -38 -36

1125 260 520 171 225 173 228 175 229
22000 -42 -44

1014 235 470 160 217 164 223 166 226
24000 -46 -52

906 214 428 146 205 153 215 157 220
26000 -51 -60

808 194 388 128 185 140 204 147 213
28000 -56 -69

711 173 346 - -
122 184 134 203
30000 -60 -76

636 157 314 - - - -
118 184
31000 .
- - - - - - - - - -

8-18 (6.50 X 10 Dual MainGeer Tires)
LOW CRUISE POW ER
ISA -10°C 1900 RPM
PRESSURE IO4T TORQUE FUEL FLOW TOTAL LIRSPEED KN3TS

ALTITUDE -------
PER ENGINE PER ENGINE FUEL FLOW 1050) LBS 9500 LBS 8500 LBS
SL 11 52 1628 393 786 218 214 217 213 216 212
2000 7 45 1628 385 770 216 218 215 218 214 217
4000 4 38 1628 379 758 213 222 213 222 212 221
6000 0 32 1628 374 748 211 227 211 227 210 226
8000 -4
25 1608 368 73 208 231 208 231 208 230
10000 4 18 1515 348 696 202 231 202 231 202 231
12000 -12
Il 1423 327 654 195 230. 196 231 196 231
14000 -16
4 1336 308 616 189 230 190 231 190 231
16000 -'M) -4
1252 289 578 182 229 183 230 184 231
18000 -24
.
-11
1170 272 544 174 226 176 229 178 231
20000 -28 -18

1095 255 510 167 224 170 228 172 230
22000 -32 -25

1014 237 474 158 219 162 225 165 229
24000 -36 -33

924 218 436 146 209 153 220 157 225
26000 -41 -41

823 195 390 127 189 140 208 147 218
28000 -‡6 -50

724 176 352 - -
122 188 134 207
30000 -50 -58

649 160 320 - - - -
117 188
31000 - - - - - - - - - - -

LOW CRUISE POWER
ISA 1900 RPM
PRESSURE IO4T TORQUE FUEL FLOW TOTAL i.IRSPEED KN3TS

ALTITUDE -·----
PER ENGINE PER ENGINE FUEL FLOW 10500 LBS 9500 LBS | 850C LBŠ
SL 21 70 1628 393 786 216 216 216 216 215 215
2000 17 63 1628 385 770 214 221 214 220 213 220
4000 14 57 1628 378 756 212 225 212 225 211 224
6000 10 50 1582 366 732 203 228 208 228 207 227
8000 6 43 1499 346 692 202 228 203 228 202 228
10000 2 36 1417 328 656 196 228 196 229 197 229
12000 -2
29 1338 309 618 190 228 191 229 191 22Ý
14000 4 21 1253 291 582 183 227 184 228 185 229
16000 -10
14 1172 274 548 175 225 177 227 179 229
18000 -14
7 1097 257 514 168 223 171 227 173 229
20000 -18
0 1025 241 482 160 220 164 225 166 228
22000 -22
4 954 225 450 151 214 156 221 159 226
24000 -26 -16

885 210 420 139 205 147 216 152 223
26000 -31 -23

818 196 392 121 184 137 208 144 219
28000 '-36 -32

737 178 356 - -
121 191 134 210
30000 -40 -40

660 161 322 - - - -
117 191
31000 - - - - - - . . . . .

LOW CRU ISE POW ER
ISA +10°C 1900 RPM
PRESSURE IOtT TORQUE FUEL FLOW TOTAL ilRSPEED KN3TS

FEET °C °F FT LBS LBS/ITR LBS/IER CAS TAS CAS TAS CAS TAS
SL 31 88 1628 392 784 215 219 215 218 214 217
2000 27 81 1575 376 752 211 221 211 221 210 220
4000 24 74 1515 359 718 206 222 206 223 205 222
'
6000 . 20 68 1455 343 .
686 201 224 201 224 201 224
8000 16 60 1386 325 650 195 224 196 225 196 225
10000 12 53 1316 -308 616 190 225 191 226 191 226
12000 8 46 1242 290 . 580 183 224 184 226 185 226
14000 4 40 1166 274 548 176 222 178 225 179 227
16000 0 32 1095 258 516 169 221 172 225 173 226
18000 -4
.25
1029 242 484 162 218 165 223 167 226
20000 4 17 956 227 454 152 213 157 220 161 224
22000 -13
10 888 213 426 142 205 149 215 154 222
24000 -17
2 823 198 396 127 190 139 208 146 218
26000 -:21 -7
759 184 368 - -
126 196 137 212
28000 -25 -13

709 172 344 - - - -
127 204
30000 -30 -22

649 160 320 - - - -
112 187
31000 - - - - - - - - - - -

LOW CRUISE POWER
ISA +20°C 1900 RPM
PRESSURE IOtT TORQUE FUEL FLOW TOTAL i IRSPEED KN3TS

SL 41 106 1477 368 736 207 214 207 214 206 214
2000 37 99 1434 353 706 203 217 203 217 203 216
4000 33 92 1386 337 674 199 218 199 219 199 218
6000 30 85 1334 322 644 194 219 194 220 195 220
8000 26 78 1270 305 610 188 220 189 221 189 221
10000 22 71 1203 288 - 576 182 220 183 221 184 222
12000 1137 271 542 175 218 177 221 179 222
18 64
14000 14 57 1075 256 512 169 217 172 221 173 223
16000 10 49 1013 242 484 162 215 165 220 167 222
18000 6 42 953 227 454 153 . 211 158 218 161 222
20000 1 35 887 213 426 143 204 150 214 154 220
22000 -3
27 820 199 398 129 190 140 207 147 216
24000 4 18 752 185 370 - -

127 194 137 209
26000 -13
9 692 172 344 - - 105 166 128 203
28000 -16
4 653 162 324 - - - -
115 189
30000 - - - - - - - - - - -
31000 - - - - - - - - - - -
King Air 100 SupplementalOperational Data

LOW CRUISE POWER
ISA +30°C 1900 RPM
PRESSURE IOtT TORQUE FUEL FLOW TOTAL aIRSPEED KN3TS

SL 51 123 1316 343 686 198 208 198 209 198 208
2000 47 116 1283 329 658 194 210 195 211 195 211
4000 43 110 1248 315 630 190 213 191 214 191 213
6000 39 103 1209 301 602 186 214 186 215 187 215
8000 35, 96 1155 286 572 181 215 182 216 182 217
10000 31 88 1097 -Z70 540 174 213 176 216 177 217
12000 27 81 1037 254 508 167 212 170 216 172 218
14000 23 74 979 240 480 160 210 164 215 166 217
16000 19 67 921 225 450 152 206 157 212 160 217
18000 15 59 865 212 424 142 199 149 209 154 216
20000 11 52 811 199 398 130 188 141 204 147 213
22000 6 44 755 186 372 - -

130 195 139 208
24000 1 34 692 173 346 - -

110 171 129 201
26000 -2
29 655 163 326 - - - -
117 189
28000 - - - - - - - - - - -
30000 - - - - - - - - - - -
31000 - - - - - - - - - - -

LOW CRUISE POWER
ISA +40°C 1900 RPM
PRESSURE IOtT TORQUE FUEL FLOW TOTAL alRSPEED KN3TS

ALTITUDE PER ENGINE PER ENGINE FUEL FLOW 1050C LBS 9500 LBS 8500 LBS
SL 60 141 1161 319 638 188 201 189 202 190 202
2000 57 134 1135 306 612 184 203 185 204 186 205
4000 53 127 1108 293 586 181 205 182 207 183 207
6000 49 120 1078 280 560 175.8 206 178 208 180 210
8000 45 113 1031 -

266 532 171 206 173 209 174 211
10000 41 106 982 251 502 164 204 168 209 169 211
12000 37 99 931 237 474 157 202 162 208 164 211
14000 33 91 881 224 448 149 199 155 206 158 211
16000 29 84 831 210 420 140 193 147 203 152 210
18000 25 76 781 198 396 127 181 139 198 145 207
20000 20 68 732 185 370 - -

128 189 138 203
22000 15 59 680 173 346 - -

110 168 129 197
24000 12 54 644 163 326 - - - -

118 186
26000 - - - - - - - - - - -
28000 - - - - - - - - - - -
30000 - - - - - - - - - - -
31000 - - - - - - - - - - -

-
STANDARD DAY (ISA)
1900 RPM

FUEL AVIATION KERSONE
FUEL DENSITY 6.7. LB/GAL
30000
o CRUISE TRUE AIRSPEED ~KNOTS

o 25000 ' ' '216
$
221
225
20000
227
227
15000 4 228
229
m 229
10000
i 228
/ ;
228
5000 225
220
SL 216
ao
4 0 100 200 300 400 500 600 700 8 10 900 1000 1130 1200
~
RANGE NAUTICAL MILES (ZERO WIND)
100-601-8
MAXIMUM RANGE POWER
ISA -30°C 1900 RPM
1( 500 Pound 9: 00 Pounds 8500 Pount s

PFRFNG TOTAL PFRENG TOTAL PERENG TOTAL
FEET
°C °F FT LB LB/HR LB/HR KNOTS FT LB LB/HR LB/HR KNOTS FT LB LB/HR LB/HR KNOTS
-11 498 165 746 236 472 160

S.L. 11 903 262 524 170 823 249
2000 -15
4 898 252 504 172 809 238 476 167 731 225 450 162
-19 -3
4000 885 242 484 1.74 802 228 456 169 715 215 430 164
6000 -23 -9
868 233 466 176 792 219 438 171 706 205 410 165
8000 -27 -16
868 227 454 178 778 212 424 173 703 197 394 167
-31 -23
ce 10000 873 221 442 181 776 205 410 175 693 190 380 170
-35 -30
# 12000 875 217 434 183 780 200 400 178 685 184 368 172
E -38 -37
::: 14000 877 .
214 428 186 782 196 392 181 687 179 358 175
-44
O 16000 42 877 212 424 189 784 193 386 184 689 175 350 177
-51
e i 18000 46 877 211 422 192 785 191 382 186 690 172 344 180
E E. -50 -58
20000 876 211 422 195 785 190 380 190 692 170 340 183
I-I
- - -
- - - - -
g 22000
- - -
- - - - -
24000
- - - -
- - -
26000
NOTE: (1) TEMPERATURE AND ALTlTUDE COMBINATIONS WHICH HAVE BEEN DELETED INDICATE
(2) MAXIMUM RANGE AT ALTITUDE MAY BE CALCULATED FROM TRUE AlRSPEED, ASSUMlNG
7RRO WIND.
MAXIMUM RANGE POWER
ISA -20°C 1900 RPM
10500 POL NDS 9530 POUNDS 8500 POUNDJ
PRESSURE TORQUE FUEL FUEL TORQUE FUEL FUEL TORQUE FUËL FUEL
TOTAL TOTAL TOTAL
FEET °C °F LB/HR LB/HR KNOTS FT LB LB/HR LB/HR KNOTS FT LB LB/HR LB/HR KNOTS
FT LB
-1
S.L. 30 919 266 532 173 839 253 506 168 762 241 482 164
-5
2000 23 916 256 512 175 827 243 486 170 751 230 460 166
-9
4000 16 906 247 494 177 823 234 468 173 739 221 442 168
-13
4 6000 9 890 240 480 180 815 225 450 175 729 212 424 170
-17
8000 2 890 233 466 182 802 218 436 177 727 204 408 172
-21 -5
10000 894 227 454 185 797 211 422 180 716 197 394 174
-24 -12
12000 895 223 446 188 800 206 412 182 704 190 380 176
-28 -19
Eg 14000 896 220 440 190 802 202 404 185 705 185 370 179
-32 -25
O 16000 896 217 434 193 803 199 398 188 709 181 362 182
-36 -32
eR 18000 893 216 432 196 804 197 394 191 711 178 356 185
i -39
Ë 20000 40 890 216 432 199 804 195 390 194 713 176 352 188
g 22000 43 46 890 217 434 202 802 195 390 197 713 175 350 191
-53 - - - -
24000 47 801 195 390 200 712 174 348 194
-51 -60 - - - - - - - -
26000 713 175 350 198
-
NOTE: (l) TEMPERATURE AND ALTITUDE COMBlNATIONS WHICH HAVE BEEN DELETED INDICATE
THAT AIRSPEED IS LIMlTED BY LOWCRUISE POWER.
o (2) MAXlMUM RANGE AT ALTlTUDE MAY BE CALCULATED FROM TRUE AlRSPEED, ASSUMING
ZERO WIND.
,s°°
00
MAXIMUM RANGE POWER
ISA -10°C 1900 RPM
10±00 POUNDS . 95 10 POUNDS 85l 0 POUNDS
TOTAL M TOTAL TOTAL
FEET
°C °F FT LB LB/HR LB/HR KNOTS PT LB LB/HR LB/HR KNOTS FT LB LB/HR LB/HR KNOTS
S.L. 9 48 926 268 536 175 839 255 510 170 758 241 482 165
2000 5 41 926 259 518 178 835 245 490 173 754 232 464 168
4000 I 34 917 250 500 180 834 237 474 175 748 224 448 170
-3
6000 27 905 243 486 183 830 229 458 178 743 215 430 173
-7
8000 20 907 238 476 186 818 222 444 181 741 208 416 175
-10
10000 13 913 233 466 189 813 216 432 183 732 202 404 178
-14
12000 6 914 228 456 191 818 211 422 186 721 195 390 180
-18
En 14000 0 915 225 450 194 820 207 414 189 722 190 380 183
-22 -7
O 16000 913 223 446 197 820 204 408 192 726 186 372 186
-26 -14
18000 907 22l 442 200 819 201 402 195 726 182 364 189
-29 -21
" Ë 20000 903 221 442 203 816 200 400 198 727 180 360 192
-33 -28
g 22000 903 222 444 206 8 12 199 398 200 726 179 358 195
-37 -35 - - - -
24000 812 200 400 204 723 178 356 198

-45 -49 - - - - - - -
.
26000 722 179 358 20l
NOTE: (1) TEMPERATURE AND ALTlTUDE COMBINATIONS WHICH HAVE BEEN DELETED INDlCATE
THAT AIRSPEED 1S LIMlTED BY LOWCRUISE POWER.
ZERO WIND.
MAXIMUM RANGE POWER
ISA 1900 RPM
10' 00 POUNDS 9500 POUNDE 8500 POUNDE

TOTAL TOTAL M TOTAL
FEET °C °F FT LB LB/HR LB/HR KNOTS FT LB LB/HR LB/HR KNOTS LB/HR KNOTS
FT LB LB/HR
S.L. 19 66 940 273 546 178 851 259 518 173 768 245 490 168
2000 15 59 937 263 526 180 844 249 498 175 759 235 470 170
4000 ll 52 926 254 508 183 843 240 480 178 751 226 452 173
6000 7 45 917 246 492 186 836 231 462 181 749 217 434 175
8000 4 38 921 241 482 189 826 225 450 183 748 210 420 178
10000 0 32 928 236 472 192 826 219 438 186 740 204 408 181
-4
12000 25 930 232 464 195 832 214 428 189 732 198 396 183
-8
14000 18 933 230 460 198 835 21l 422 193 735 194 388 186
-12
16000 11 934 228 456 201 836 209 418 196 740 190 380 190
-15
-
18000 4 931 227 454 204 836 206 412 199 741 187 374 193
-19 -3
20000 927 227 454 207 835 205 410 202 741 185 370 196
-23 -9
927 228 456 211 830 204 408 205 740 .183 366 199
22000
-27 -l6 - - - -
24000 826 205 410 208 735 183 366 202

-35 -30 - - - - - - - -
26000 733 183 366 205
THAT AlRSPEED IS LlMlTED BY LOW CRUISE POWER.
(2) MAXlMUM RANGE AT ALTITUDE MAY BE CALCULATED FROM TRUE AlRSPEED, ASSUMING
ZERO WIND.
MAXIMUM RANGE POWER
ISA +10°C 1900 RPM
10:00 POUNES 95(10 POUNDS 85(10 POUNDS
ALTlTUDE l.O.A.T· PER ENG FLOW FLOW TAS PER ENG FLOW FLOW TAS PER ENG FLOW FLOW TAS
TOTAL TOTAL
FEET °C °F FT LB LB/HR LB/HR KNOTS FT LB LB/HR LB/HR KNOTS FT LB LB/HR LB/HR KNOTS
S.L. 29 84 952 272 544 181 857 262 524 175 774 288 496 170
2000 25 77 954 268 536 184 856 253 506 178 768 239 478 173
- 186
4000 21 71 946 260 520 857 244 488 181 761 229 458 175
6000 18 64 935 252 504 189 849 235 470 184 759 221 442 178
8000 14 57 938 245 490 192 839 228 458 187 757 213 426 181
10000 10 50 945 240 480 195 840 223 446 190 749 206 412 183
12000 6 43 948 236 472 199 846 218 436 193 743 200 400 186
14000 2 36 951 234 468 202 851 215 430 196 748 196 392 190
gË
-l
o 16000 29 953 232 464 205 854 212 424 200 753 193 386 193
-5
18000 23 953 231 462 209 854 210 420 203 755 190 380 196
-9
20000 16 856 210 420 206 758 189 378 200

-13
i 22000 9 858 211 422 210 759 188 376 203

-17 - - - - - - - -
24000 2 757 187 374 207

-21 -5 - - - - - - - -
26000 758 188 376 210
NOTE: (1) TEMPERATURE AND ALTlTUDE COMBINATIONS WHlCH HAVE BEEN DELETED INDICATE
THAT AlRSPEED IS LlMlTED BY LOWCRUISE POWER.
(2) MAXlMUM RANGE AT ALTlTUDE MAY BE CALCULATED FROM TRUE AlRSPEED, ASSUMING
ZERO WlND.
MAXIMUM RANGE POWER
ISA +20°C 1900 RPM
10 00 POUNDS 95 )0 POUNDE 85 10 POUNDF
TOTAL TOTAL
FEET °C °F FT LB LB/HR LB/HR KNOTS FT LB LB/HR LB/HR FT LB LB/HR LB/HR KNOTS
S.L. 39 103 970 283 566 184 870 267 534 178 783 251 502 172
2000 35 96 971 274 548 187 868 258 516 181 775 242 484 175
4000 32 89 965 265 530 190 870 249 498 184 770 233 466 178
6000 28 82 955 258 516 193 866 241 482 187 770 224 448 181
8000 24 75 958 251 502 196 857 234 468 190 771 217 434 184
10000 20 68 965 246 492 199 857 228 456 193 765 211 422 187
12000 16 61 967 241 482 202 863 222 444 196 758 205 410 190
l3 55 970
' 238 476 206 866 219 438 200 762 200 400 193
14000
16000 9 48 972 236 472 209 868 215 430 203 767 196 392 197
- - - -
18000 5 41 869 213 426 207 769 193 386 200

- - - -
20000 1 34 874 213 426 211 772 1,92 384 204

-3 - - - - - - - -
& 22000 27 775 192 384 208

- - - - - - - - - - - - - -
24000
- - - - - - - - - - - - -
26000
NOTE: (1) TEMPERATURE AND ALTITUDE COMBlNATIONS WHlCH HAVE BEEN DELETED INDICATE
THAT AlRSPEED IS LIMITEDBY IDW CRUISE POWER.
on (2) MAXlMUM RANGE AT ALTlTUDE MAY BE CALCULATED FROM TRUE AIRSPEED, ASSUMING
ZERO WIND.
MAXIMUM RANGE POWER
ISA +30°C 1900RPM
10: 00 PUNE S 9500 POUNDS 8500 POUNDS
PRESSURE TORQUE FUEL FUEL TORQUE FUEL FUEL TORQUE FUEL FUÍìL
TOTAL
°C °F LB/HR LB/HR
FEET FT LB LB/HR KNOTS FT LB LB/HR KNOTS FT LB LB/HR LB/HR KNOTS
S.L. 49 121 987 288 576 187 884 271 542 181 792 255 510 175
2000 46 114 992 279 558 190 884 262 524 184 787 246 492 178
4000 42 107 989 271 542 194 888 254 508 187 783 237 474 181
on 6000 38 100 982 264 528 197 886 246 492 191 783 229 458 184
984 258 516 200 880 239 478 194 785 222 444 187
10000 30 87 992 253 506 204 879 234 468 197 781 216 432 190
e 12000 27 80 998 248 498 208 885 229 458 201 776 210 420 194
- - - -
E Ë 14000 23 73 891 224 448 204 779 205 410 197

- - - -
o 16000 19 66 894 221 442 208 785 201 402 201
· ·
·
e i 18000 15 59 787 197 394 204
·
20000 11 52 790 195 390 208
g 22000
24000 '
-
26000
ZERO WIND.
MAXIMUM RANGE POWER
ISA +40°C 1900 RPM
10 00 POUNES 95 )0 POUNDE 8500 'OUNDS
ALTITUDE I.O.A.T· PER ENG FLOW FLOW TAS PER ENG FLOW FLOW TAS PER ENG FLOW FLOW TAS
PFRFNG TOTAL PERENG TOTAL PERENG TOTAL
FEET °C °F FT LB LB/HR LB/HR KNOTS FT LB LB/HR LB/HR KNOTS FT LB LB/HR LB/HR KNOTS
SL. 59 139 1009 294 588 190 902 276 552 184 804 259 518 178
2000 56 132 1014 285 570 194 901 267 534 187 800 250 500 181
4000 52 125 1012 277 554 197 905 259 518 191 797 241 482 184
6000 48 119 1005 269 538 201 905 251 502 194 798 233 466 187
8000 44 112 1008 263 526 205 903 245 490 198 803 227 454 191
- - - -
10000 41 105 902 269 478 202 803 221 442 194
- - - -
12000 37 98 908 234 468 206 797 215 430 198
- -
E Ë 14000 33 91 801 210 420 202

· ·
16000 29 84 809 206 412 206

- - - -
18000
- - - -
E. 20000
- - - -
g 22000
- - - - -
24000
- - - - -
26000
NOTE: (l) TEMPERATURE AND ALTITUDE COMBlNATIONS WHICHHAVE BEEN DELETED INDICATE
THAT AIRSPEED IS LIM1TED BY LOW CRUISE POWER.
(2) MAXIMUMRANGE AT ALTITUDE MAY BE CALCULATED FROM TRUE AIRSPEED, ASSUMING

ZEROVWND.
-
RANGE PROFILE MAXIMUM RANGE POWER
STANDARD DAY (ISA)
1900 RPM

WEIGHT 10668 LBS BEFORE
MINUTES RESERVE FUEL AT
ENGINE START
MAXIMUM RANGE POWER
FUEL AVIATION KEROSENE
30000--
- - -
25000

Eg 202
§·ii.
198
go
§t 20000
9 i W 196
15000
193
189 .
186
10000
183
181
5000
198
175
SL 193
0 100 200 300 400 500 600 900 800 900 1000 1100 1200
I 100-601-9
HOLDING TIME
PRESSURI ALTITUDE ~FEET

- --
5.0 20000
15000
10000
--
4.0
5000
¯
SL
-
3.0
-- --
2.0
--
1.0
--
0 100 200 300 400 500 600 700 800 900 1000 1100 1200 1300 14)0 1500 1600
FUEL REQUIRED ~ 100-601-22

POUNDS
CRUISE SPEEDS
-
HIGH CRUISE POWER 1900 RPM
WEIGHT 9500 LB(
-
ISA-lo C
y ISA-20
25000 y Oo
y
300 Oo
Dog ISA-3) C
20000
< 15000
5!L o
OO M
o 10000
- -
5000
SL
170 180 190 200 210 220 230 240 250
TRUE AIRSPEED ~KNOTS 100-601-14

CRUISE SPEEDS
--
LOW CRUISE POWER 1900 RPM
WEIGHT 9500 LBS.
30000
25000
- - -
20000
-
SA-20 C
15000
oo
---- - -
o m 10000
- ----
5000
SL
o 170 180 190 200 210 220 230 2 0 250
TRUE AIRSPEED~KNOTS 100-601-15

HIGH CRUISEPOWER
1900 RPM
EXAMPLE:
TEMPERATURE ISA+9°C

INDICATED OUTSIDE
TORQUE LIMIT~1628 FT LB
1600 e i
isoo
1400
1300
. $
1200 0
1100
o
looo
900
800
700 Op
600
-70 -60 -50 -40 -30
0
-20
10 20-10
30 40 50 60 73
INDICATED OUTSIDE AIR TEMPERATURE~°C 100-601-10

LOW CRUISE POWER
1900 RPM
EXAMPLE:
TEMPERATURE
ISA+9°C

INDICATED OUTSIDE
TORQUË
LIMIT -1628 FT LB,
1600
1500
1400
1300
o 1200
1100
1000
900
800 ,
700
600
-70 -60 -50 -40 -30 -20 -10
0 10 20 30 40 50 60 20
INDICATED OUTSIDE AIR TEMPERATURE -'C

FUEL FLOW AT HIGH CRUISE POWER
1900 RPM EXAMPLE:
INDICATED OUTSIDE
100 ,
FTIFT FT OW PER ENG 288 LB/HR
i ,
380 -
370 -
360
350
340 -
•
330
320
2 310
aoo .
290
280
260
250
240
230
220
210
200
190
180
1170
-70 -60 -50 -40 -30 -20 -10

0 10 20 30 40 50 60 73
INDICATED OUTSIDE AIR TEMPERATURE ~'C 100-601-11

FUEL FLOW AT LOW CRUISE POWER
1900 RPM EXAMPLE:
INDICATED OUTSIDE
100 , , , i i EUEL FLOW PER ENGINE 251LB/HR
ill
III
| | i lii, iiii
Il 11 ... I I
300
300
370
36500
340 -
e -
3 30
3 20 -
310
30 0
290 -
o
280 -r -
270 -t- -
260
250
240
230
220
210
200
190
180
170
100
-70 -60 -50 -40 -30 -20
0 10
-10
20 30 40 50 60 70
C 100-601-7

SUBTRACT st FROM INDICATED OAT TO OBTAIN TRUE OAT
(INDICATED OAT IS RAM AIR TEMPERATURE ASSUMINGA RECOVERY FACI'OR OF l.)
240
PRESSURE ALTITUDE
SL 5,000 FT 10,000 FT
220
15,000 FT
200 20,000 FT
25,000 FT
180
160
140
120
100
80
60
0 1 2 3 4 5 6 7 8 9 10 11 12 13 14
à t TEMPERATURECORRECTION C 100-601-3

z
am o
Oli
-a -I:I S-
KingAir 100 SupplementalOperational Data

(6.50 X 10 Dual MainGear Tires) 843
FOR LANDING
EXAMPLE
ALTIMETER SETTING -
29.52 In Hg
LANDINGFIELD ELEVATION 2000 FEET
CABIN ALTITUDE SETTING 2885 FEET
10000
FIELD
ELEVATION
8000 FT
8000
7000 FT
6000 FT
6000
4000
2000 FT
2000
1000 g
NA y
SL
-1000
-2000
28.80 29.20 29.60 30.00 30.40 30.80

STD
ALTIMETERSETTING~lN HG 100-601-1


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THIS BOOK IS INCOMPLETE WITHOUT A CURRENT

FAA FLIGHT MANUAL P/N 100-590026-1

PILOT'S OPERATING MANUAL

P/N 100-590028-3 P/N 100-590026-3AB

Always destroy superseded pages when you insert revised pages.

King Alr 100 Pilot's Operating Manual

Logo.......................... A6 ...... ..................................................................

"A" ........................... A6 . ..........................

a thru j............................ A6 ...... ....... ...........................................

i through ii See FAA Flight Manual Log of Revisions

FAA Log of Revisions......................................... See FAA Flight Manual Log of Revisions

7-1 and 7-2............................ ...........................Original 10-15 through 10-17 .................................................A4

7-8 ............................. ............................A3 ..................................A6 . . .

7-9 ............................. ...........................Original 10-22 ...............................A3 . .. . ................................ ......

7-10 and 7-11............................. ............................A310-23 ..............................Original .................................

8-1 through 8-5 .................................................Original 10-24 ...............................A2 ............................. . . .

8-6 ............................ .............................A3 10-25 through 10-33 .........................................Original

8-8 through 8-15 .......................................................A1 11-2 .............................Original \ .................................. .

8-16 through 8-25 .............................................Original 11-3 ...............................A4 ............................. . .

8-26 through 8-33 .....................................................A1 11-4 and 11-5............................................................A2

10-2 through 10-4 .............................................Original 11-11 .................................A2 ................................. ..

10-6 and 10-7....................................................Original 11-19 through 11-22 .................................................A3

10-9 ...................................Original 11-23 through 11-26 ........................................,........A3

10-12 ...............................A5 11-31

for displaying confidence in us by selecting a BEECHCRAFT airplane. Our design

The Federal Aviation Regulations place the responsibility for the

All limits, procedures, safety practices, time limits, servicing, and

Authorized BEECHCRAFT Parts and Service Outlets will have

Use only genuine BEECHCRAFT or BEECHCRAFT approved parts

Genuine BEECHCRAFT parts are produced and inspected under rigorous

Salvaged airplane parts, reworked parts obtained from non-BEECHCRAFT

BEECHCRAFT expressly disclaims any responsibility for malfunctions,

A6 K1ng Air 100 Pilot's Operating Manual a

It is the Owner/Operator's responsibility to have a current BEECHCRAFT King Air 100

Due to the large variety of airplane configurations available through optional

The following information may be provided to the holder of this manual

Beech Aircraft Corporation expressly reserves the right to supersede, cancel,

The owner/operator should always refer to all supplements, whether STC

DIVISIONSOF THE MANUAL

b King Air 100 Pilot's Operating Manual A6

FAA APPROVED AIRPLANE FLIGHT MANUAL REVIS/0N RECORD

AIRPLANE FLIGHT MANUALSUPPLEMENTS REVISION RECORD

AB King Air 100 Pilot's Operating Manual o

d King Air 100 Pliofs Operating Mammi A6

FAA REVISION LOG

FAA NORMAL PROCEDURES

FAA EMERGENCY PROCEDURES

FAA PART 135 PERFORMANCE

FAA PART 91 PERFORMANCE

FAA AIRPLANE FLIGHT MANUAL SUPPLEMENTS

SUPPLEMENTAL OPERATIONAL DATA

GRAPHS AND CHARTS ..........................................................8-5 - 8-44

WEIGHT AND BALANCE

AB King Air 100 Pilors Operegng Manual e

f King Air 100 Pilot's Operating Manual A6

M Mach Number is the ratio of true airspeed to the speed of sound.

VA Maneuvering Speed The maximum speed at which application of full available

aerodynamic control will not overstress the airplane.

VMO MO Maximum operatíng limit speed.