Beechcraft King Air B100-King Air B100 Reference Manual - Rev 0pdf PDF

King Air B100
Reference Manual
A/B/C/E90
C90A
B200 F90
100/A100
200/B200
Ground Training Notes
Beechcraft King Air B100
King Air B100 Reference Manual
Contents
King Air B100
Table of Contents
Notice To Users.................................................................................. 1
Beechcraft King Air Initial Training.................................................. 2
Ground School Curriculum................................................................ 2
Course Critique.................................................................................. 5
Aircraft General................................................................................. 7
Annunciators....................................................................................11
BE-1 thru BE-91.........................................................................11
BE-92 and after..........................................................................12
Propeller Annunciators..............................................................13
Annunciator Review...................................................................15
Garrett TPE331-6-252B Turboprop Engine....................................17
General Information...................................................................18
Engine Stations..........................................................................20
Engine Instruments...................................................................20
Power Formula...........................................................................21
Bleed Air Uses............................................................................21
Lubrication System....................................................................22
Oil-To-Fuel Heat Exchanger.......................................................23
Propeller Start Locks.................................................................23
Torque Sensing System.............................................................24
Negative Torque Sensing (NTS) System...................................25
ITT Indicating System................................................................26
Fuel Control Unit (FCU).............................................................26
Propeller Governor.....................................................................28
B100 Engine Glossary...............................................................29
TPE331 Propeller / Engine Control System............................32
B100 Engine Control Connections...........................................33
B100 Engine Controls...............................................................35
KINGAIR B100 7/11 FOR TRAINING PURPOSES ONLY 1-i

Table of Contents (continued)
B100 Speed Lever Functions....................................................36

B100 Power Lever Functions....................................................37
B100 - Engine Control Notes....................................................38
Partial View of Pilot's Left Subpanel........................................39
Battery Select Modes................................................................40
Start Select Modes....................................................................40
Ground Start Cycle.....................................................................41
Air Start Cycle............................................................................42
Crank Cycle................................................................................42
B100 Simplified Engine Fuel System.......................................43
Flight Mode................................................................................44
Ground Mode..............................................................................45
Negative Torque Applied...........................................................46
NTS Test Before Start................................................................47
NTS Test at Start Initiation........................................................48
Feathering..................................................................................49
Unfeathering..............................................................................50
TPE331 -6 Overtemperature Limits..........................................51
Power Plant Limitations............................................................51
Minimum Takeoff Power...........................................................52
TPE331 Engine Review.............................................................53
Cruise Control..................................................................................55
Cruise Control Exercise.............................................................55
Trend Monitoring Log................................................................56
Beechcraft King Air B100 Propeller System.................................57
Pneumatic Pressure and Suction...................................................59
Pneumatic Pressure and Suction Schematic..........................59
Bleed Air Failure Warning System Schematic.........................60
Pressure and Suction Review...................................................61
Miscellaneous Systems...................................................................63
Horizontal Stabilizer Schematic...............................................63
Horizontal Stabilizer Pitch Trim System...................................64
Stabilizer Trim Schematic.........................................................65
Flaps System....................................................................................67
Flap Switch Operation...............................................................67
Flap System Operation..............................................................68
Wing Flap and Position Indicator Schematic..........................69
Flap System Review...................................................................70
1-ii FOR TRAINING PURPOSES ONLY KINGAIR B100 7/11

Landing Gear System......................................................................71

Landing Gear System Schematic..............................................71
Simplified Landing Gear Control/Power
Circuit (King Air 100 and A100)...............................................72
Simplified Landing Gear Warning Horn Circuit.......................72
Nose Wheel Steering.................................................................73
Landing Gear Review.................................................................74
Wheel Brakes...................................................................................75
Wheel Brakes (Parallel System)...............................................75
Brake Shuttle Valves (Installed only with the
"parallel" braking system).........................................................76
Wheel Brake Review..................................................................77
King Air B100 Electrical System....................................................79
Simplified B100 Electrical Power
Distribution Diagram.................................................................81
King Air B100 Electrical Bus Components..............................82
Battery Switch On (Battery Relay Closes)................................83
External Power in Use...............................................................84
Right Engine Start.....................................................................86
Right Generator On, Batteries Charging..................................87
Left Engine Start, Generator Assisted.....................................88
Normal Operation.......................................................................89
Ground Fault (Short) On Right Loop.........................................90
Ground Fault On right Fuel Panel Bus......................................91
Ground Fault on Left Main Bus, Automatic Protection..........92
Ground Fault On Left Main Bus................................................93
Pilot Action: Turns Off Overloaded Generator..........................93
Dual Generator Failure..............................................................94
Single Failure: Right Current Limiter.......................................95
Double Failure: Right Current Limiter
and Right Generator..................................................................96
Double Failure: Right Current Limiter
and Left Generator.....................................................................97
Current Limiter Check Procedures ..........................................98
Nicad Voltage vs State of Discharge .......................................99
Using the Loadmeter to Determine
Battery Charge Rate............................................................... 100
B100 Inverter Power Schematic........................................... 101
Avionics Master Schematic................................................... 102
The Avionics Master circuit.................................................... 103
KINGAIR B100 7/11 FOR TRAINING PURPOSES ONLY 1-iii

Electrical Symbols.................................................................. 104

Electrical Symbols.................................................................. 105
Circuit Breaker Functions - B100.......................................... 106
Electrical Review.................................................................... 109
Fuel System................................................................................... 111
Fuel Capacities....................................................................... 111
Limitations............................................................................... 112
Fuel Tanks............................................................................... 116
Fuel Vent System.................................................................... 117
Fuel Drains.............................................................................. 120
Fuel Additives.......................................................................... 122
Normal Fuel Flow From Main Tank To Engine...................... 122
Crossfeed................................................................................. 123
Fuel Transfer System.............................................................. 124
Normal Procedures................................................................. 125
Abnormal Procedures............................................................. 126
Fuel System Schematic.......................................................... 127
Fuel System Review................................................................ 129
Pitot And Static System............................................................... 131
Pitot And Static System Review............................................ 133
Ice Protection Systems................................................................ 135
Pressurization System.................................................................. 137
Introduction............................................................................. 137
Background And Definitions.................................................. 137
Airplane Altitude/Cabin Altitude Graph................................ 139
Air Delivery System................................................................. 140
Environmental System Schematic......................................... 141
Flow Control Unit.................................................................... 142
Pressurization Control System And Components................ 144
Pressurization System Operation.......................................... 147
Pressurization Control Circuits.............................................. 152
Bleed Air Flow Control Unit and Aircraft Leak-rate ............ 153
In-Flight Test Procedure......................................................... 153
Pressurization Review............................................................ 157
Oxygen System.............................................................................. 159
Oxygen System Review.......................................................... 161
1-iv FOR TRAINING PURPOSES ONLY KINGAIR B100 7/11

Environmental System................................................................. 163

Environmental Control Panel................................................. 163
Environmental System Schematic......................................... 166
Air Circulation Pattern............................................................ 167
Environmental System Components..................................... 168
Electrically-Driven Air-Conditioning System......................... 171
Operation................................................................................. 172
Operating Tips......................................................................... 175
Environmental System Review.............................................. 177
Performance.................................................................................. 179
IFR Procedures............................................................................. 181
Weight and Balance..................................................................... 183
Basic Weight and Balance Loading Form............................. 183
King Air Weight and Balance Loading Form......................... 185
Avionics......................................................................................... 187
Blank Paper................................................................................... 189
Examination.................................................................................. 191
Preface.................................................................................... 191
Operating Tips............................................................................... 193
Engine Starting and Shutdown Comments........................... 193
Partial View of Pilot's Left Subpanel..................................... 194
Flight Idle Fuel Flow Check................................................... 199
Normal Takeoff's and Landings: Traffic Patterns................. 200
Cruise Climb............................................................................ 204
Flight Planning Rules Of Thumb............................................ 204
Slow Flight............................................................................... 206
Stalls........................................................................................ 206
Steep Turns............................................................................. 207
Engine Inlet Heat.................................................................... 208
Descent Planning.................................................................... 209
Descending for Fuel Savings................................................. 210
Ballooning with Flaps............................................................. 210
Transitioning To Landing Configuration
Following A High Speed Descent........................................... 211
The "Too High, Too Close" Trick............................................. 211
Soft-Field Takeoffs.................................................................. 212
Short Field Take-offs............................................................... 213
Short Field Landings............................................................... 214
No Flap Landings.................................................................... 215
Single-Engine Landings.......................................................... 216
Fuel Venting............................................................................ 217
KINGAIR B100 7/11 FOR TRAINING PURPOSES ONLY 1-v

IFR Procedures............................................................................. 219

Initial Approach Maneuvering............................................... 219
Instrument Approaches - General Comments...................... 221
Precision Approaches............................................................. 222
Non-precision approaches ..................................................... 222
Wrath Mara............................................................................. 224
Power Settings.............................................................................. 227
Instrument Approach Recommendations............................. 227
Power Setting Recommendations......................................... 228
Visual Arrival and Landing...................................................... 229
Two Engine ILS........................................................................ 230
Single Engine ILS.................................................................... 231
Two Engine Non-Precision Approach.................................... 232
Single Engine Non-Precision Approach................................. 233
Circling Approach................................................................... 234
DME Arc Approach.................................................................. 235
Takeoff Data.................................................................................. 237
Takeoff Data Card................................................................... 237
Additional Comments:............................................................ 239
The Effect of Decision Speed on
Accelerate-Stop Distance...................................................... 240
Engine Failure............................................................................... 245
Power, Speed Levers, Flaps, Gear......................................... 245
Maximizing Single-Engine Performance............................... 247
The Infamous V1 Cut............................................................... 248
Fuel Efficiency Calculations........................................................ 251
Partial Checklists......................................................................... 253
Quick Check Annunciator Reference
(BE 1 through BE 91).............................................................. 253
Quick Check Annunciator Reference
(BE 1 through BE 91).............................................................. 254
Emergency Procedures*........................................................ 255
Hot Start on Ground (ITT Rapidly Approaching Redline)...... 255
Nacelle Fire on Ground........................................................... 255
Engine Failure During Takeoff (Takeoff Aborted)................. 256
Engine Failure During Takeoff (Takeoff Continued)............. 256
Confirmed Engine Fire in Flight............................................. 257
Engine Failure in Flight.......................................................... 257
Engine Failure in Flight Below Air
Minimum Control Speed (VMCA).............................................. 257
1-vi FOR TRAINING PURPOSES ONLY KINGAIR B100 7/11

Immediate Air Restart............................................................ 258

Electrical Smoke or Fire......................................................... 259
Environmental Smoke or Fumes............................................ 260
Cabin Fire in Flight................................................................. 260
Loss of Pressurization............................................................ 260
Emergency Descent................................................................ 261
Glide......................................................................................... 261
Emergency Exit Operation...................................................... 261
Unscheduled Main Pitch Trim Activation.............................. 261
Dual Generator Failure........................................................... 262
Spin Recovery.......................................................................... 262
Abormal Procedures..................................................................... 263
Main Pitch Trim System Inoperative..................................... 263
Both Main and Standby Pitch Trim Systems Inoperative.... 263
Intentional Flight Shut-Down................................................. 264
Airstart..................................................................................... 265
Zero Thrust.............................................................................. 266
Flaps Up Landing.................................................................... 266
Single-Engine Landing............................................................ 267
Single-Engine Go-Around........................................................ 267
Low Oil Pressure..................................................................... 267
Chip Detect Annunciator........................................................ 268
Assymetric Flap Extension..................................................... 268
Cracked Windshield................................................................ 268
Crossfeed (Single-Engine Operation).................................... 269
Fuel Pressure Annunciator in Flight ..................................... 269
(Engine-Driven Boost Pump Failure)..................................... 269
Aux Empty Light...................................................................... 269
Battery Charge Annunciator in Flight................................... 270
Excessive Indication (Full Scale
Deflection) on Left or Right Loadmeter................................ 271
Excessive Indications (Full Scale
Deflection) on Both Loadmeters............................................ 271
Circuit Breaker Tripped.......................................................... 271
Subpanel Feeder Circuit Breaker(s) Tripped........................ 271
Inverter Failure (Inverter Out Annunciator ON).................... 272
Total Avionics Failure............................................................. 272
Failure of Surface Deice Boots to Deflate............................ 272
Bleed Air Line Failure Annunciator....................................... 272
KINGAIR B100 7/11 FOR TRAINING PURPOSES ONLY 1-vii

Landing Gear Manual Extension............................................ 273

Landing Gear Retraction After Practice Manual Extension.273
Abnormal Readings on Prop Ammeter.................................. 274
Manual Propeller Deice Operation........................................ 274
Alternate Static Air System.................................................... 275
Altitude Warning Annunciator............................................... 275
Inability to Pressurize............................................................. 275
Runaway Pressurization - Inability to
Achieve a Pressure Differential Below Maximum................ 276
Cabin Door Annunciator......................................................... 276
Crew Coordination ....................................................................... 277
Suggested Procedures........................................................... 277
Definitions And General Comments...................................... 277
Crew Coordination Procedures.............................................. 281
1-viii FOR TRAINING PURPOSES ONLY KINGAIR B100 7/11

Notice To Users
This book of Ground Training Notes is for your use during this
training course, and it can provide worthwhile reference materi-
al throughout your King Air flying career. Please feel free to add
your own notes and comments to any section of the book and
to delete any material which does not apply to your particular
model. By so doing, you may customize this manual so that it is
most useful for you.
Recurrent training courses conducted by SIMCOM will utilize

this book again, and revisions may be incorporated into the
book at that time. Consequently, you should always bring the
book with you when attending future courses.
Thank you for your participation.
KINGAIR B100 7/11 FOR TRAINING PURPOSES ONLY 1-1

Beechcraft King Air Initial Training
Ground School Curriculum
Introduction and model history

A. Registration
B. Introduction to instructor and class members
C. Schedule
D. Brief King Air history and models description
Aircraft General
A. Specifications
B. Exterior familiarization and flight controls
C. Interior familiarization-cabin and cockpit
Annunciator System
A. Location, purpose, and operation
B. Dimming function
C. Introduction to meaning of individual annunciators
Engines
A. Engine specifications and definitions
B. Airflow engine stations, cockpit gauges, power for-
mula, introduction to controls
C. Oil system
D. Starting and ignition circuits
E. Fuel Control Unit (FCU)
F. Limitations and Minimum Takeoff Power
Cruise Control
A. Cruise power tables and graphs
B. Rules-of-thumb
C. Introduction to specific Range (SR) calculations
D. Engine condition trend monitoring (ECTM)
Propeller System (included in Engine section for B100)
A. Propeller specifications and definitions
B. System description and operation
C. Normal procedures and tests
D. Abnormalities and emergencies
E. Synchronizer or synchrophaser operation
F. Autofeather operation (optional system)
Pneumatic Pressure and Suction Systems
A. System description and operation
B. Components which use pneumatic pressure
C. Components which use suction
D. Bleed air failure warning system (if installed)
E. Normal and emergency procedures
Special Equipment (miscellaneous)
A. Engine fire detection and extinguishing
B. Stabilizer trim system {100-series)
C. Rudder boost system (C90A, F90, 200, 300, 350)
1-2 FOR TRAINING PURPOSES ONLY KINGAIR B100 7/11

Flap System
A. System description
B. Normal operation
C. Abnormalities and emergencies
Landing Gear System
A. Position indication and warning systems
B. System description and operation
C. Manual extension
D. Nose wheel steering
Wheel Brakes System
Electrical System
A. System specifications and definitions
B. Suppliers of power
1) Battery (NiCad characteristics)
2) Generators
3) External power
C. Users of power
1) Main (generator) buses and current (isolation) limiters
2) Subpanel and other buses
3) The 5-bus system (if applicable)
D. Normal operation
E. Abnormal/emergency operation, including effects of
blown current limiters
F. AC power; inverter operation
G. Avionics master power circuit
Fuel System
A. System specifications, definitions, and limitations
B. Cockpit controls and gauges
C. System layout-tanks, vents, drains
D. Normal fuel flow to engine
E. Crossfeed operation
F. Fuel transfer operation
G. Normal and emergency procedures
Pitot-Static System
Ice Protection Systems
A. Anti-icing equipment-description and operation
1) Engine auto-ignition
2) Engine inertial separators
3) Engine inlet heat
4) Windshield heat
5) Propeller heat
6) Pitot heat
7) Fuel vent heat
8) Stall warning heat
9) Fuel control heat
10) Fuel heat
B. Deicing equipment-wing and empennage surface
deice boots

Pressurization System
A. Introduction, definitions, and specifications
B. Pressure vessel openings door and emergency exit
operation
C. Air inflow system (supercharger or bleed air)
D. Air outflow (control) system
E. Normal and emergency procedures
Oxygen System
Environmental System
A. Cockpit and cabin controls
B. System layout and airflow
C. Heating and cooling components---combustion or
electric heater, Freon air conditioning, bleed air by-
pass valves
D. Automatic system operation
E. Manual system operation
F. Normal and emergency procedures
Pilot's Operating Handbook (POH) and FAA-Approved Airplane

Flight Manual
A. Revisions and updating
B. Limitations
C. Normal checklists
D. Emergency and Abnormal checklists
E. Performance
1) Takeoff planning
2) Climb, cruise, descent
3) Instrument approach procedures-normal and
single-engine
F. Weight and balance calculations
G. Handling and servicing section
Installed avionics equipment...description and operation
Written examination (open book), course critique, wrap-up

Course Critique
To help us improve the effectiveness of our programs, we ask

that you give us your answers and comments to the following
questions. Thank you for your feedback!
How do you rate the overall value of this course to you?
What topics in this course should have been covered in more

depth?
What topics in this course were covered too deeply, or took too
much time?
What suggestions or comments do you have concerning:
A. The instructor?
B. Instructional techniques or methods?
C. Handout materials?
D. Physical classroom?
Please add any other comments you would like to make in the
space below or on the reverse side.

This Page Intentionally Left Blank

Aircraft General

All models of the 100 series share these characteristics:
• A cabin 50 inches longer than the 90-series, allowing seat-

ing for pilot, copilot, and eight to twelve passengers
• Electrically-operated horizontal stabilizer main and standby

pitch trim systems
• A plug-type emergency exit located just behind the copilot

position
• Prominent stall fences on the wings
• Dual main landing gear wheels and tires with High Flotation
Gear (HFG) optional
• Dual bleed air pressurization sources
• Electric heater

All models of the 200 series share these characteristics:
• A cabin 50 inches longer than the 90-series, allowing seat-

ing for pilot, copilot, and eight to twelve passengers
• T-tail configuration with conventional elevator trim-tabs
• Engines 2.5 feet farther outboard on each wing than the 90

and 100 series
• Dual bleed air pressurization sources
• A plug-type emergency exit located just behind the copilot

position
• Dual main landing gear wheels and tires with High Flotation
Gear (HFG) optional
• Optional radiant (electric) heater in headliner
• Optional increased air conditioning capacity
The 200-series has been the King Air "best seller" model. All
branches of the U.S. Armed Forces use various versions of It
under the designation C-12.

All models of the 300-series share these characteristics:
• Temperature-sensing (versus photoelectric) fire detection

system, with engine fire extinguishers installed as standard
equipment
• Two plug-type emergency exits, one on each side
• Dual main landing gear wheels and tires, with a size be-
tween the 200's Standard and HFG versions
• Improved environmental control system with grid-type elec-

tric heaters, one forward and one aft

Annunciators
BE-1 thru BE-91
The Fault Warning light will begin flashing whenever any RED
annunciator illuminates, to call the pilot's attention to the fault. It
will remain illuminated and flashing until it is "Pressed to Reset."
Whenever ANY annunciator illuminates, it does so at its bright-

est level of intensity until the Fault Warning lamp/switch is
pressed. Only then will it dim to the intensity level selected by
the dimming rheostat.
If an additional fault occurs, all illuminated lamps revert to their

brightest illumination level until the Fault Warning lamp is again
pressed.

BE-92 and after
The Fault Warning light will begin flashing whenever any RED
annunciator illuminates, to call the pilot's attention to the fault. It
will remain illuminated and flashing until it is "Pressed to Reset."
Whenever ANY annunciator illuminates, it does so at its bright-

est level of intensity until the Fault Warning lamp/switch is
pressed. Only then will it dim to the intensity level selected by
the dimming rheostat.
If an additional fault occurs, all illuminated lamps revert to their

brightest illumination level until the Fault Warning lamp is again
pressed.

Propeller Annunciators
The "Prop Reverse Not Ready" light illuminates when the land-
ing gear handle is placed in the down position if either of the
propeller levers is not in the full forward (high RPM, low pitch)
position. This serves as a reminder to place the propeller con-
trols forward before using Beta or Reverse.
The "Prop Sync On" light (installed only with the Type 1, elec-
tromechanical system) illuminates when the propeller synchro-
phaser switch is on and the right main landing gear is not up.
This serves as a reminder to turn prop sync off for takeoffs and
landings. (The later, Type II electronic system may remain on.)


Annunciator Review
1. What is the correct initial action to take when you first

notice the red master fault warning light flashing?
2. You notice that the "Reverse Not Ready" and "Prop Sync
On" (if applicable) annunciators are on in cruise. Some-
thing's wrong. What is it?
3. If you forget to turn off the Ignition and Engine Start

switch after starting, the "Generator Out" annunciator
WILL/WILL NOT be illuminated?
4. Dimming of the annunciator panel lights for night flying is

accomplished by:
5. After an engine is shutdown in flight due to very low oil

pressure
A. Which annunciator(s) will be illuminated?
B. Which annunciator(s) may be illuminated?
6. If the "Cabin Door" annunciator blinks on momentarily

during heavy turbulence in flight, then extinguishes with-
out pilot action, the red warning flasher WILL/WILL NOT
flash until the pilot "presses to reset" the flasher. (Careful!
For some models this is a tricky question!)
7. You are taking off on a short runway which has a chain

link fence, a ten foot tall concrete block wall, and a
freeway overpass just past the runway end. When your
airspeed exceeds 80 knots, you know that you can-
not abort and remain on the runway. The illumination of
which red annunciator lights, if any would cause you to
abort this takeoff when past 80 knots?


Garrett TPE331-6-252B Turboprop Engine

General Information
The identification of the Garrett AiResearch - which, as of 1995,

is known as AlliedSignal Engines - powerplant on the B100 has
the following significance:
TPE Turboprop Engine

331 Series indicator
- 6 FAA type designator (Power Class)
- 252 Factory designator of configuration &
installation limitations
B Customer designator (Equipment code)
The TPE331 powerplant is a lightweight fixed-shaft turbine en-

gine rated to deliver 715 horsepower to the propeller shaft. This
is the shaft horsepower rating, abbreviated SHP.
Free Turbine vs. Fixed Shaft

The Pratt & Whitney Canada PT6 free turbine engine used
on other King Air models is comprised of a Gas Generator
section and a Power section which are independent of each
other, rotating in opposite directions and, usually, at differing
speeds. When the speed of the power section is increased or
decreased - by moving the propeller lever - the speed of the
gas generator remains constant; it changes only in response
to power lever movement. The total flow of fuel and air through
engine remain basically constant at any propeller speed, so
changing propeller speed does not affect ITT.
In contrast, all rotating components in a fixed-shaft engine

rotate together. The gearbox makes the rotating components -
for example, the turbine stages, the propeller, the generator,
and the fuel pump - all turn at different speeds, but the speeds
are all proportional. That is, if the propeller slows down by 3%,
all other rotating components also slow down by 3%. With less
compressor speed, less airflow enters the engine and ITT will
increase dramatically. Before making any in-flight speed ad-
justment to the TPE331, be certain the power lever has been
reduced sufficiently to attain an ITT which can rise without
exceeding any desired limit. (A 4% speed reduction will yield
about a 50°C ITT increase.)

The engine uses a two-stage centrifugal-flow compressor con-
nected on a common shaft: to a three-stage axial-flow turbine.
Compression ratio is 10.5:1 (P3:P1). Approximately 20% of the
air that enters the engine is used for combustion. The remain-
der is used for cooling with a very small fraction being tapped
or "bled” from the engine for airframe and accessory uses. Two-
thirds of the power generated is used to drive the compressor;
about one-third drives the gearbox and propeller.
After the air enters the inlet - sometimes called the "smile" -
located on the lower front of the engine, it is compressed by
a two-stage compressor and routed to an annular combustion
chamber.
Fuel is injected into the combustion chamber initially by five

primary fuel nozzles and later in the start sequence by ten
secondary nozzles. The fuel/air mixture is ignited by two spark
plug ignitors. The resultant gases expand from the combustion
chamber passing through a set of stationary guide vanes (or
stators) ensuring impingement on the turbine blades at the cor-
rect angle. The still expanding gases pass through a second
and third set of stationary vanes and turbine wheels. The three
turbine wheels, on the same shaft as the compressor, drive
both the compressor and the gearbox. The exhaust gases are
then routed overboard through a curved exhaust duct.
The gearbox, located in the front of the engine, provides speed

reduction between the turbine shaft and the propeller shaft.
100% engine speed is equal to 41,730 rpm of the turbine shaft
and 2000 rpm of the propeller. Thus, the reduction gear ratio is
slightly over 20 to 1.
The accessories driven by the gearbox:

1. Starter/Generator
2. Combination centrifugal-type boost pump and gear-type
high-pressure fuel pump
3. Fuel Control Unit (FCU, which includes the Main Fuel
Valve, the Underspeed Governor, and the Overspeed
Governor)
4. Oil pressure pump and scavenge pumps
5. Tachometer generator
6. Propeller governor

Engine Stations
Turbine engine manufacturers typically designate certain posi-

tions in the engine by the use of station numbers.
• tation 1
S Engine inlet (ambient air surrounding the aircraft)
• Station 2 Compressor inlet (just ahead of the compressor)
• Station 3 Combustion chamber inlet, or compressor outlet
• Station 4 Turbine inlet, or combustion chamber outlet
• Station 5 Engine exhaust
The symbol used to describe the pressure or temperature of

the air at a particular engine station is either a P for pressure
or a T for temperature, followed by a subscript number corre-
sponding to the station. For example:
T4.1 is the temperature of the air between the first-stage and

second-stage turbines. This is known as Interstage Turbine
Temperature, or ITT.
P3 is the pressure of the air discharging from the compressor.
Engine Instruments

Instrument Unit of Measure Power Source
ITT Degrees Celsius 28V DC (through the

(°C) "Start Control” CB, with
a compensating resistor
powered by its own CB)
Torque Foot-Pounds (ft- 28V DC
lbs)
Tachometer Percent (%) Self-Generating
Fuel Flow Pounds per Hour 28V DC (26V AC prior to
(pph) BE-21)
Oil Temperature Degrees Celsius 28V DC
(°C)
Oil Pressure Pounds 28V DC
per Square
Inch(psig)

Power Formula

Power is the rate of energy use. The power required to drive
any rotating shaft may be calculated by this formula:
SHAFT POWER = TORQUE X SPEED
A conversion factor (K) is required in the formula if torque is

measured in ft-lbs, speed in percent, and power in horsepower.
Thus,
SHP = (ft-lbs) x (%) x (K)
where K is 0.00381. In flight, since speed changes very little

(96% - 100%), torque is directly proportional to power. That is,
when torque is doubled, power is doubled. When faced with a
single-engine approach, doubling your normal torque set-
ting should yield similar performance.
Bleed Air Uses

Air from engine station number 3 - known as P3 air - is bled from
the engine to be used by various engine or airframe compo-
nents. These systems are...
1. Engine fuel control unit (FCU). The operation of the

various FCU functions are pneumatically actuated. There
is no bleed air shutoff for this system.
2. Engine inlet heat. Cockpit control switches, left and

right, select whether or not bleed air will be directed to
the inlet lip of the cowling and to the inlet of the com-
pressor to provide ice protection for the engine. The
“Eng Inlet" switches should be turned on whenever the
airplane is operated in visible moisture if the outside
air temperature is +5°C or colder. To prevent overheat-
ing and warping of the inlet, it is very important that the
switches be turned off when OAT is above +5°!

3. Environmental bleed air. This provides the cabin's
source of pressurization and most of its heating. P3 air
is directed to a Flow Control Unit ("Flow Pak"), where it
mixes with ambient air and is then supplied to the cabin.
When the left or right Bleed Air Valve switch in the cock-
pit is placed in the center ("Env Off") or bottom ("Inst &
Env Off") position, air flow from the Flow Pak to the cabin
is shutoff causing the environmental bleed air to remain
in the engine.
4. Instrument bleed air. This air passes through a pres-

sure regulator and is then used by various airframe com-
ponents: the wing and tail deice boots and the door seal,
for example. The regulated air blows through an ejector,
or venturi, which causes a suction to be created. Since
one of the uses of suction is to drive air-driven vacuum
instruments (attitude indicator, turn indicator), the name
“Instrument Air" is applied to this pneumatic system.
When the left or right Bleed Air Valve switch in the cock-
pit is placed in the bottom ("lnst & Env Off') position, a
normally-open valve is energized closed to terminate the
flow of this air.
Lubrication System
The lubrication system is designed to provide a continuous

supply of clean lubricating and cooling oil to the engine bear-
ings, reduction gears, torque sensing system, and all accesso-
ry drive gears. This same oil, boosted to a higher pressure by a
pump inside the propeller governor or by an electric unfeather-
ing pump, also operates the propeller’s pitch-changing mecha-
nism.
An external oil tank is located on the right side of the engine.

A dipstick attached to the oil cap is provided for preflight. A
popout button is located on the oil filter bypass valve, located
above the oil cap, forward of the oil filter. Extremely cold oil can
cause the button to pop. Check it after the flight, and reset it if
found popped. If the button pops again, or for no apparent rea-
son, the oil filter should be checked for contamination. (Note:
The button is virtually impossible to see or feel on the B100
without removing the upper forward engine cowling, making it
virtually impossible to check during a routine preflight inspec-
tion).

The best time to check engine oil level is soon after shutdown,
although usually a check made with a cold engine will yield
similar results. The unfeathering pump picks up oil from the
oil tank, boosts it to a high pressure value, and sends it to the
propeller where there is normal seepage back into the engine
gearbox. If the engine is not turning, no scavenge pumps are
operating to return this oil to the tank. Thus, the oil tank will
show an erroneously low reading after unfeather pump usage.
In extreme cases, the tank can be pumped dry. Vigorous pro-
peller rotation by hand can operate the scavenge pumps suf-
ficiently to return the oil to the tank.
Oil is typically changed every 800 hours.
Oil-To-Fuel Heat Exchanger
An oil-to-fuel heat exchanger, located in the oil tank, regulates

the fuel temperature automatically when the engine is running
to prevent freezing of water that is suspended in the fuel. Dur-
ing engine start, the “Fuel Anti-ice Lockout Valve" is energized
closed. By so doing, fuel flow through the heat exchanger is
temporarily stopped, thus providing increased fuel pressure to
the engine while engine speed is low.
Propeller Start Locks
Propeller blade angle is designed to “fail safe" into a feathered

position when oil pressure is lost. Oil pressure prevents springs
and counterweights from feathering the propeller. At shutdown,
however, when oil pressure is lost, the blades must be pre-
vented from feathering because a feathered propeller will give
too much rotational load to the engine starter. (This is unlike the
free-turbine PT6 engine, in which the propeller is not connected
to the compressor and starter. In that engine, a feathered pro-
peller provides no additional starting load, so no start locks are
required.)
Small metal pistons or pins, housed within cylinders - one for

each propeller blade - are driven by springs into position to
prevent the blade from feathering. These are the start locks.
When the propeller is rotating above 500 RPM (25% engine
speed), enough centrifugal force exists to compress the
springs and remove the start locks if no other force is prevent-
ing pin travel.

However, when the propeller blade is solidly resting against the
start lock, trying to reach a greater blade angle, there is suf-
ficient friction so that the lock remains in place even though the
propeller is turning rapidly. You will guarantee that the blade
remains against the start lock during starting, yielding a mini-
mum-rotational-load configuration and easier engine rotation,
by positioning the power lever near Flight Idle until 50% or more
speed is achieved. After the engine is idling properly, merely
moving the power lever slightly aft of Ground Idle into Reverse
will cause the blade angle to decrease enough to move away
from the start lock. With the friction removed the lock slips
outward, and now the blade angle will be free to reach any
position requested by the pilot or the propeller governor. As
long as the start lock remains engaged, the blade will stay at
the minimum-load position...2.5° blade angle. This means that
(1) the propeller will not feather, even if the pilot pulls the Fuel
Cutoff & Feather lever fully aft, and (2) being unable to achieve
significant torque during taxi or takeoff is an indication that the
blade is still locked.
In order to engage the start locks at engine shutdown, the pilot

moves the power lever to the maximum reverse position before
engine speed decreases below about 30%. At about 15% or
so, after the springs have driven the start locks into place, the
pilot positions the power lever to Flight Idle. This action - which
makes the propeller blade angle attempt to reach 8.5° - en-
sures that the locks will be solidly set at 2.5°. This flat blade
pitch will yield the maximum engine spooldown time for better
cooling.
Torque Sensing System
A torque sensing system measures the twist of the torsion shaft

connecting the rear of the turbine group to the high-speed pin-
ion gear in the gearbox. It can sense both positive and negative
torque. Oil pressure, modulated by the torque sensor, sends a
signal to a transducer for the torquemeter. Because the sys-
tem can be as much as 200 ft-lbs in error, cruise power is set
by using ITT, not torque, for primary reference. The other DC-
powered engine gauges in the B100 fail to a zero reading when
they lose power. Strangely enough, however, when the torque
gauge loses power it will fail to its redline value, 1878 ft-lbs.

Negative Torque Sensing (NTS) System
Negative torque occurs anytime the gearbox drives the turbine

shaft. Either the engine starter motor or a propeller creates
negative torque. Thus, negative torque occurs during engine
starting and after in-flight flameouts. When negative torque
reaches the value created by approximately 20 horsepower
driving the engine, the propeller’s feathering valve is activated,
causing oil to be dumped from the propeller. A different result
occurs in flight because of this, however, than occurs during
engine starting.
Let us explain.
In flight, this sends the blade angle toward feather, reducing
drag tremendously. As the blade angle streamlines with the
relative wind, little negative torque remains and the NTS system
stops dumping oil. As the propeller governor attempts to return
the propeller to the selected speed, it causes blade angle to
decrease until the windmilling propeller again exceeds the 20
HP negative torque threshold and NTS begins another cycle.
Consequently, this is not an automatic feathering system but
is instead an effective automatic drag-reduction system. In an
emergency, the pilot need not rush so quickly to feather that a
mistake is likely. Instead, he can take his time so that feathering
can be accomplished without hurrying.
During engine starting, the propeller start locks prevent any

increase in blade angle when NTS activates. Thus, the only
indication that it operates in starting is that the appropriate NEG
TORQUE SYS annunciator extinguishes. The NEG TORQUE
SYS annunciator indicates that more than 125 psi of oil pres-
sure exists in the propeller system when the unfeathering pump
is operating, and the pump turns on when the NTS Test switch
is activated. The annunciator will extinguish if the feathering
valve is opened at start initiation, confirming proper NTS pro-
tection, and it will illuminate again at 25-30% RPM if the valve
resets at the proper negative torque value, causing the pro-
peller oil pressure to again rise above 125 psi. NTS must be
checked prior to each flight.

ITT Indicating System
Twelve thermocouple probes are located at the inlet of the sec-

ond turbine-stage stators. The harness they connect to sends a
signal to a DC-powered compensating resistor which corrects
the ITT reading, so that theoretically the indicated temperatures
reach the same temperature limit when both engines reach
their rated power limit. If the “ITT Comp Power" CB is tripped - it
is located on the copilot’s right side panel - the ITT reading will
be decreased by the compensator value to “raw" ITT. With the
“Start Control" CB tripped, the ITT gauge loses all power and
will read zero.
Fuel Control Unit (FCU)
The Fuel Control Unit contains three major elements with which
pilots should be familiar. First, the Main Fuel Valve (MFV) in-
creases or decreases the fuel flow to the engine, primarily in re-
sponse to movement of the Power Lever when it is in the Flight
mode...positioned forward of Flight Idle. The actual metering of
the fuel flow is accomplished by regulating P3 air pressure in
the FCU. Compressor inlet conditions, as sensed by a "P2T2"
sensor, also affect fuel flow values to the engine. If this sen-
sor becomes blocked with ice - very unlikely! - very little power
change will occur even when the power lever is positioned from
flight idle to maximum. The fuel flow may appear to be “stuck"
at about 260 pph. Activation of engine inlet heat should cure
the abnormality within approximately three minutes.
Second, the FCU contains the Underspeed Governor (USG).

This device meters fuel flow to the engine when in the Ground
mode of operation, when the Power Lever is aft of Flight Idle, to
maintain the engine speed selected by the Speed Lever. As the
Power Lever changes the blade angle in the Ground (or Beta)
mode, the USG keeps engine speed constant by increasing
fuel flow whenever propeller load increases, and decreasing
fuel flow when propeller load decreases.

The operation of the USG which was just described is dif-

ficult to observe in the actual airplane unless the Speed
Lever for the engine has been positioned full forward. When
that is done, the USG is set for about 96%. As the power
lever is now moved forward and aft in the Beta and Reverse
ranges, causing blade angle changes, one can observe
the small fuel flow changes which the USG is causing as it
meters fuel to maintain 96% speed.
More often than not, however, the speed lever is all the
way aft when the engine is operating on the ground. This
sets the USG at about 65% speed. As soon as the power
lever moves from Ground Idle toward Flight Idle, the Main
Fuel Valve sends in extra fuel which "overwhelms" the USG,
causing engine speed to increase. Similarly, when the
power lever is moved behind Ground Idle into reverse, the
USG reset function should cause its setting to be automati-
cally increased to help prevent engine bog-down.
Thus, rarely does the pilot - during routine operation - have

a chance to observe the true constant speed operation of
the USG.
Finally, the FCU also houses the Overspeed Governor (OSG).

This device is always standing by to reduce fuel flow if engine
speed reaches about 104%. Since the Propeller Governor (PG)
should never allow speed to exceed 100%, the OSG performs
a backup safety function. The OSG may be tested after starting
before the propeller start locks have been removed, when the
Propeller Governor is rendered ineffective because of the fixed
2.5° blade angle.
If the coupling which drives the FCU should ever break, the re-
sult will be an unexpected increase in fuel flow to the maximum
attainable value...causing a big overtorque/overtemp if the
propeller is off of the start locks, or a big speed runaway/over-
temp if the propeller is still on the locks. Always be prepared
to terminate fuel flow with the Stop switch or the Fuel Cutoff &
Feather lever, especially during starting.

Propeller Governor
The propeller governor (PG) maintains selected engine and

propeller speed by varying the propeller blade angle to meet
changing conditions of power, airspeed, and density altitude.
The Speed Lever sets a "speeder spring" tension within the PG,
corresponding to a range of speed from slightly below 96% to
approximately 100%, or 1920 to 2000 propeller RPM.

B100 Engine Glossary
Beta Follow-Up
The minimum blade angle which can be
achieved in the Flight mode increases as the
power lever is advanced forward of Flight Idle.
Thus the Beta range of blade angles expands
as the Flight Idle low pitch stop "follows-up" the
power lever position. Because of this, the power
lever should not be retarded while in the process
of identifying a failed engine, since windmilling
drag may increase.
Flight Mode
Engine operational mode in which the propeller
governor selects blade angle to control engine
speed and fuel flow is established by the Power
Lever’s position. Also known as “Prop Governing
Mode.”
Fuel Anti-Ice Lockout Valve

The normally-open solenoid valve that closes
during start to discontinue fuel flow through the
oil-to-fuel heat exchanger, and thus to increase
fuel pressure at the SPR (Start Pressure Regula-
tor).
Fuel Control Unit

The device, mounted on the engine-driven fuel
pump, which in turn is mounted on the gear-
box, which regulates fuel flow to the engine. It
includes within it the Main Fuel Valve, the Under-
speed Governor, and the Overspeed Governor.
Fuel Cutoff & Feather Lever

Cockpit lever, painted red, used to manually
close the fuel shutoff valve and then to open the
propeller‘s feathering valve.
Fixed-Shaft Engine
A type of turboprop engine wherein all moving
components - the gas generator section, the
gearbox, and the propeller - are mechanically
connected or fixed together and rotate at the
same time.

Fuel Shutoff Valve
The valve located between the fuel control unit
and the fuel nozzles, which can be closed either
electrically or manually but which can only be
opened electrically.
Ground Mode
Engine operational mode in which propeller pitch
is hydro-mechanically controlled from the cockpit
Power Lever. Also known as Beta Mode.
NTS System (Negative Torque Sensing System)

The system designed to operate in the condition
wherein the propeller is driving the engine. Blade
angle is automatically increased to a higher pitch
to reduce airframe drag due to the propeller.
Oil Vent Valve

The normally-closed solenoid valve that is
opened at start initiation and remains so until
50% RPM, to introduce gearcase air into suction
lines of the lube and scavenge oil pumps thereby
reducing the cranking load which the starter must
overcome.
Overspeed Governor
The flyweight operated fuel metering device,
housed in the fuel control unit, that reduces fuel
flow as required to prevent engine speed from
exceeding approximately 104%.
Power Lever
Cockpit lever used to change propeller pitch dur-
ing Ground mode and to select fuel flow during
Flight mode.
Propeller Governor
The device which regulates the speed of the
propeller/engine combination by increasing or
decreasing the propeller pitch through a pitch-
change mechanism in the propeller hub.

Propeller Pitch Control

The device which regulates blade pitch during
the Ground mode of engine operation by increas-
ing or decreasing the amount of oil in the propel-
ler hub.
Speed Lever
Cockpit lever used to adjust the Prop Governor
and the Underspeed Governor.
Speed Switch #1
The electronic switch that activates at 10% RPM
to energize the ignition system and to electrically
open the fuel shutoff valve.
Speed Switch #2
The electronic switch that activates at 50% RPM
to remove power from the starter motor or un-
feathering pump, the ignition system, the oil vent
valve, and the fuel anti-ice lockout valve.
Start Lock
Mechanical latching device on each propeller
blade used to maintain the propeller near flat
pitch (2.5°) during engine starting. Start locks
prevent the propeller from feathering when prop
oil pressure is lost at shutdown. No feathering
can occur when the start locks are engaged.
SPR Solenoid (Start Pressure Regulator Solenoid)

The normally-closed solenoid valve that is
opened by holding the Engine Start/Stop switch
in the "Start” position to enrichen the fuel flow to
the engine. It is to be used on every cold start
until lightoff is observed (ITT rises) and then only
after 25% engine speed if needed to assist en-
gine acceleration.
Torque
A force that produces a twisting effect.
Underspeed Governor
The flyweight operated fuel metering device,
housed in the fuel control unit, that establishes
engine speed during Ground mode of engine
operation.

TPE331 Propeller / Engine Control System

B100 Engine Control Connections

B100 Engine Control Connections (cont)

B100 Engine Controls

B100 Speed Lever Functions
As the Speed lever is moved, the selected speed settings of

both the Propeller Governor and the Underspeed Governor are
changed, as shown above. The Propeller Governor can be set
for any speed between 100% and 96% by moving the lever a
very small amount. Past that point, the governor reaches its
minimum speed setting of about 95%, and further movement of
the lever causes no further affect on this governor.
However, the Underspeed Governor’s speed setting has a

direct, linear, relationship to Speed lever position, as shown.
Finally, the Overspeed Governor is always set for about 104%
engine speed; Speed lever movement had no affect on the
Overspeed Governor.

B100 Power Lever Functions
The upper line, referenced to the blade angles on the left side
of the plot, shows the propeller’s low pitch stop setting, as
controlled by the Prop Pitch Control. This is the minimum angle
which the propeller governor may select. When enough power
and/or airspeed are applied to make the propeller reach and
maintain governing speed, then the actual blade angle is above
this minimum value. The lower line, referenced to the right side
of the plot, shows typical fuel flows which are selected by the
Main Fuel Valve or the Underspeed Governor, both parts of the
Fuel Control Unit.

B100 - Engine Control Notes
Power Lever Posi- Speed Blade Angle Engine Remarks

tion Lever Posi- Speed
tion
Forward to ITT or Full Varying with airspeed, 100% Maximum power
Torque limit Forward power, and air density;
typically quite large, 30°
or more.
Forward to ITT or Slightly Varying with airspeed, 96-99% Climb or cruise power
Torque "targets" retarded power, and air density; based
from full typically quite large, 35° upon how
forward or more. much the
speed
levers are
retarded
Flight Idle Full +8.5° when airspeed 96.5% Flare thrust
Forward is very low, so that the
propellers come "off the
governor."
Ground Idle Full +2° 96.5% Rollout thrust

Forward
Max Reverse Full -10° 96.5% Maximum reverse
Forward
Ground Idle Full +2° 65% Minimum thrust; quiet-
Aft est ground operation.
Flight Idle Full +8.5° Moderate taxi thrust
Aft
Max Reverse Full -10° ??? Possibility of engine
Aft bogging down and
extreme ITT overtemp
(See below)
An underspeed governor reset feature should increase engine speed automatically in an

attempt to avoid bogging down of the engine, whenever maximum reverse is selected when
the speed levers are not full forward. All TPE331-6's have this feature. However, since some
earlier TPE331 models did not, this is not a recommended procedure for pilots at any time.

Partial View of Pilot's Left Subpanel

Battery Select Modes
SERIES
Batteries are connected in series to the starter
relays only, which should receive approximately
48 volts. The aircraft buses only see the voltage
of the left battery, approximately 24 volts.
NORMAL
Batteries are connected in parallel. Bus voltage
should be approximately 24 Volts.
Note: The batteries cannot be connected in series if an external

power unit is connected, if a generator is on, or if the aircraft is
in flight, left squat switch in Air position.
Start Select Modes
The position of the Start Select switch determines the action

which will result when the Engine Start/Stop switch is momen-
tarily positioned to "Start" to initiate the automatic starting se-
quence. Refer to the next page for a more complete discussion
of the starting modes.
AIR
The unfeathering pump activates to bring the
propeller blades out of feather. Relative wind
spins the propeller/engine. Speed switches are
armed to function at 10% and 50% RPM, thereby
providing fuel and ignition as required.
GROUND
The starter motor activates, spinning the engine.
Speed switches are armed to function at 10%
and 50% RPM, thereby providing fuel and igni-
tion as required.
CRANK
The starter motor activates, spinning the engine.
Speed switches do not function.

Ground Start Cycle
An automatic engine starting cycle begins when the Engine

Start/Stop switch is momentarily moved up to the Start position
while the Start Select switch is in the GND (“ground," center)
position. These events occur: The starter/generator unit begins
engine rotation by becoming a starter motor, the oil vent valve
opens (reducing the cranking load on the starter), and the fuel
anti-ice lockout valve closes.
At 10% RPM, speed switch #1 energizes the ignition system,

and electrically opens the fuel shutoff valve. The fuel control
unit provides a normal fuel acceleration schedule, which can
be assisted with additional fuel for cold weather starts by mo-
mentarily positioning the Engine Start/Stop switch to Start after
25% RPM.
At 50% RPM speed switch #2 is activated: The starter is de-

energized, the oil vent valve closes (allowing oil pressure to
increase to normal), and the fuel anti-ice lockout valve opens
(allowing normal operation of the Oil-to-fuel heat exchanger).
The engine continues to accelerate to the selected idle speed,
depending upon the position of the power and speed levers.
To release the props off the start locks, lift the power levers at
the ground idle position and pull them slightly into reverse until
you observe a rise in ITT, Torque, and/or Fuel Flow. The change
in engine indications implies that blade angle and engine load
are changing, thus the locks have been released.

Air Start Cycle
When the Start Select switch is up in the AIR position when a

start is initiated, an automatic air start cycle should result. Simi-
lar to the ground start cycle in many ways, the major difference
is that the unfeathering pump actuates instead of the starter
motor. Thus, engine rotation is provided by the relative wind
turning the propeller while the oil vent valve opens and the fuel
anti-ice lockout valve closes.
At 10% RPM, speed switch #1 energizes the ignition system

and electrically opens the fuel shutoff valve. Again, the fuel
control unit can be assisted with additional fuel by momentarily
priming with the Engine Start/Stop switch after 25% RPM.
At 50% RPM speed switch #2 is activated: The unfeathering

pump is de-energized, the oil vent valve closes, and the fuel
anti-ice lockout valve opens. The engine continues to acceler-
ate to flight idle speed.
If the automatic air start cycle does not function properly,

you may try to achieve a start by holding the Unfeather Pump
switch on. At 10% RPM, actuate the Man Fuel/Ign switch and
keep activating both switches until 50% RPM. (Note: If a man-
ual air start is required, pull and reset the Start Control circuit
breaker to make certain that “50% speed items” have oc-
curred.)
Crank Cycle
The CRANK (bottom) position of the Start Select switch causes

the ground start cycle to begin when the Engine Start/Stop
switch is momentarily positioned to Start, but no speed switch-
es operate. Thus, no ignition or fuel is turned on at 10%; the en-
gine merely is spun by the starter. The primary use of the crank
cycle is to remove residual heat before restarting an engine
following a short shutdown period.

B100 Simplified Engine Fuel System

On the following pages, the propeller control system is present-
ed in a simplified, block-diagram, format. As you view these
schematics, make note of the direction in which the arrows are
drawn. They will show that, under certain operating conditions,
oil flow and blade angle change will occur in only one direction.
Under other operating conditions, however, a modulating func-
tion allows oil flow and blade angle change to occur in either
direction, as indicated by lines drawn with arrows on both ends.
Flight Mode
In the Flight mode, or Propeller Governing mode, the Propel-

ler Governor receives engine oil, boosts it to a higher pressure
value with an internal pump, and regulates oil flow to the pro-
peller. When the propeller experiences an overspeed condition,
the governor responds by releasing oil from the propeller, caus-
ing the blade angle to increase. Conversely, when an under-
speed condition exists, the governor responds by sending oil to
the propeller to decrease blade angle. Because the governor is
modulating oil, its output pressure is less than 300 psi and the
Beta annunciator is not illuminated.

Ground Mode
In the Ground mode, or Beta mode, the propeller is in an un-

derspeed condition because of a low power setting combined
with a low airspeed. The Propeller Governor is no longer modu-
lating oil, but is sending all it can to the Prop Pitch Control in
an attempt to rectify the underspeed condition. The Prop Pitch
control is now providing the modulation of oil...sending in more
oil when the power lever is pulled further aft, releasing oil when
the power lever is pushed forward. Because the governor is not
modulating oil, its output pressure is greater than 300 psi and
the Beta annunciator is illuminated.

Negative Torque Applied
When the Torque Sensor senses negative torque - when the

propeller is being driven by the relative wind following an
engine flameout - it uses propeller oil pressure to open the
Feather Valve. The open Feather Valve releases prop oil and
the blade angle increases, or goes toward feather. As the blade
angle streamlines with the relative wind, insufficient negative
torque remains to activate the Sensor, and the Feather Valve
closes. Oil from the Propeller Governor will now return the pro-
peller to smaller blade angles, causing enough negative torque
that the whole process repeats again, cycling indefinitely until
the pilot pulls the Fuel Cutoff & Feather lever to manually open
the Feather Valve.

NTS Test Before Start
Before the engine is rotating, the pump inside the Propeller

Governor is not turning. No prop oil pressure exists until the
Unfeather Pump operates. When the pilot holds up the NTS
Test switch, this pump turns on and the NTS Pressure Switch
is armed, causing the NTS annunciator to illuminate when the
prop oil pressure exceeds 125 psi. (Normally the Beta annun-
ciator will not illuminate because the Unfeather Pump does not
usually create pressures in excess of 300 psi.)

NTS Test at Start Initiation
As the starter begins engine rotation, negative torque causes

the Torque Sensor to open the Feather Valve. As prop oil is
dumped to the engine, its pressure drops below 125 psi, caus-
ing the NTS annunciator to extinguish. Start Locks prevent the
propeller blades from feathering, even though oil is released.
Soon after engine lightoff, usually around 25 - 30% RPM, ex-
haust gases begin to provide enough positive torque that the
Torque Sensor closes the Feather Valve and the NTS annuncia-
tor reappears.

Feathering
When the Fuel Cutoff & Feather lever is pulled aft, the Fuel
Shutoff Valve is closed and then the Feather Valve is manually
opened. Prop oil is dumped to the engine, allowing springs and
counterweights to send the blade angle to feather.

Unfeathering
With the propeller feathered and the engine not rotating, the
pump inside the Propeller Governor is not turning. No prop oil
pressure exists until the Unfeather Pump operates. When the
Unfeather Pump operates - triggered either by its own switch,
the NTS Test switch, or by the initiation of an automatic Air Start
cycle - pressurized oil is available at the Prop Pitch Control,
where it may be sent to the propeller to bring the blades out of
feather. To guarantee that the Start Locks will be set on the
ground, the power lever should be positioned aft of Ground
Idle into Maximum Reverse, causing the Prop Pitch Control to
request the most negative blade angle. When prop oil pressure
is above 125 psi with the Unfeather Pump operating, the NTS
annunciator should illuminate.

TPE331 -6 Overtemperature Limits
Condition Temperature Time OK Conduct Remove

Power Check Engine
Start <1149°C --- XXX
1149° - 1155° >1 sec XXX
1149° - 1155° >3 sec XXX
Run 923° - 928° --- XXX
928° - 938° < 30 sec XXX
928° - 938° > 30 sec XXX
938° - 943° < 5 sec XXX
938° - 943° > 5 sec XXX
943°+ --- XXX
Power Plant Limitations
The following limitations are to be observed in the operation of this airplane when equipped
with two Garrett AiResearch TPE 331-6-252B engines. Each column is a separate limitation.
The limits do not necessarily occur simultaneously.

Minimum Takeoff Power

TPE331 Engine Review
1. ITT will rise about °C when speed is reduced

from 100% to 96% in flight.
2. Turning off the battery and generator switches - thus

eliminating all DC and AC electric power - will leave only
one engine instrument operative for each engine. Which
one?
3. Which two engine gauges are needed to compute shaft

horsepower?
4. Bleed air comes from engine station number

, which is defined as the
inlet.
5. Engine Inlet Heat must be off whenever the indicated

OAT is above °C.
6. In addition to its routine purpose of cooling, cleaning,

and cushioning bearing surfaces, the oil system also
provides for...
A.
B.
C.
7. What are the two methods or actions which create nega-

tive torque, due to the gearbox driving the turbine shaft?
8. If a propeller fails to engage its start locks at shutdown,

and a restart is attempted with the blades having leaked
part-way toward feather, what will likely result?
9. What steps must be taken to properly engage the pro-

peller start locks if the locks were not successfully en-
gaged at shutdown?
10. Describe the major difference between starting with the

Start Select switch in AIR versus GROUND position.

11. It IS / IS NOT acceptable to cruise with an engine speed
of 98%.
12. The speed levers SHOULD / MAY be positioned to high

RPM (100%) before landing.
13. Fifteen minutes after you taxi in and shutdown, you must
start again. The ITT shows 375°C. How should you initi-
ate this start?
14. What steps could have been taken to decrease the likeli-
hood of the high ITT noted in the previous question?
15. Dining start, if lightoff does not occur within 10 seconds

after reaching 10% speed, or by 15% speed, what is the
correct response?
16. When should the Prime (or SPR) function not be used?
17. The ITT has passed 1050°C and is on its way to the
1149°C redline during a ground start. Your first action
should be to...
and if that doesn’t work, you should next...
18. The longest period of time that the ignition system may
be operated continually is...
19. Do not allow the RPM to dwell in the to

% range.
20. What “Minimum Takeoff Power" must be used during

the situations listed below if your airplane is to have a
chance of performing "like the book?”
A. A. Sea Level, +30°C .... ft-lbs
B. B 6,000 feet, 0°C... ft-lbs
C. C 4,000 feet, +30°C... ft-lbs

Cruise Control
Cruise Control Exercise

Trend Monitoring Log

Beechcraft King Air B100 Propeller System
Intentionally left blank - included in Engine Section


Pneumatic Pressure and Suction
Pneumatic Pressure and Suction Schematic

Bleed Air Failure Warning System Schematic

Pressure and Suction Review
1. If you always start the right engine first, how can you
verify that the left engine is supplying pneumatic pres-
sure?
2. The gyro instruments labeled "Air" are driven by PRES-

SURE/SUCTION.
3. While conducting your Before Takeoff check, you ob-

serve that the Suction gauge reads a normal value but
that the Pneumatic Pressure gauge reads zero. What is
probably wrong?
4. As the airplane climbs to high altitude, it is normal for the

suction gauge reading to DECREASE/REMAIN CON-
STANT/INCREASE.
5. The air which spins the air-driven gyros comes from IN-
SIDE/OUTSIDE the pressurized cockpit/cabin area.
6. A gyro suction gauge reading above the green arc may

indicate a need for:
7. Will the operation of the optional flight hour meter (Hobbs

Meter) be affected if both left and right bleed air switch-
es are simultaneously moved to the bottom position in
flight? If so, how?


Miscellaneous Systems
Horizontal Stabilizer Schematic

Horizontal Stabilizer Pitch Trim System
The horizontal stabilizer is an electrically operated flight control

surface with a total travel of 4-1/4" up (+1/4 -0°) and 4° down
(+1/4 -0°). Travel readings are taken at the leading edge. The
neutral position is indicated by a pointer at the leading edge of
the stabilizer with respect to a rivet on the aft fuselage. Travel
of the stabilizer is controlled by the combination of two switches
in the cockpit...the main system switches on the pilot's and
copilot's control wheels, and the standby system switches on
the pedestal. Power is supplied from one switch to an electrical
actuator motor in the empennage that regulates the movement
of the horizontal stabilizer; the other switch supplies the electri-
cal ground for the motor. The stops for the horizontal stabilizer
are built into the actuator motor.
An audio stabilizer movement system is installed to advise the

pilot each time the stabilizer moves. 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 indepen-
dent of the radio system and will be heard any time the stabi-
lizer moves.
An out-of-trim warning system is installed to advise the pilot of a

mistrim condition during takeoff. A switch is installed on the left
throttle quadrant at the 90% N1 position which will activate the
warning horn if the stabilizer is not set properly for takeoff (0° -
2° up). A squat switch on the right landing gear will deactivate
the system on lift-off so that the trim can function in any position
within its range, without the horn sounding.

Stabilizer Trim Schematic


Flaps System
Flap Switch Operation
Whenever the flap switch is returned to the center, APPR, posi-

tion when the flap position is greater than Approach, then the
flaps stay where they currently are.
This is a handy method for adding incremental drag during a

visual approach. For example, the flaps and the switch are both
in the Approach position, but you want to go to 60% extension.
Here's what to do. Keep your eye on the flap indicator as you
move the switch to the DN position. Precisely when the indica-
tor reads 60%, move the switch back to APPR and the flaps will
stop at 60%.
However, during a balked landing, nothing will happen if the

flap switch is moved from DN up to APPR. The flaps will remain
right where they are 100% extended! Consequently, you must
go ail the way to UP when you wish to retract flaps, and leave
the switch there until the flaps have retracted at least to the Ap-
proach setting (if you are operating without a copilot, it is best
to simply retract them all the way to 0%. As they retract, pitch
up about 10° to prevent sinking.)

Flap System Operation
The flaps, two on each wing, are driven by an electric mo-

tor through a gearbox mounted on the forward side of the
rear spar. The motor incorporates a dynamic braking system,
through the use of two sets of motor windings, which provides a
quick-stopping action and helps prevent overtravel of the flaps.
The gearbox drives four flexible driveshafts connected to jack-
screws at each flap.
The flaps are operated by a sliding lever located just below

the condition levers on the pedestal. Flap travel, from 0% (full
up) to 100% (full down) is registered on an electric indicator on
the top of the pedestal. A side detent provides for quick selec-
tion of APPROACH position. From the UP position to the AP-
PROACH position, the flaps cannot be stopped at an interme-
diate point. Between the APPROACH position and DOWN, the
flaps may be stopped as desired by moving the handle to the
DOWN position, until flaps have moved to the desired setting,
then moving the flap handle back to APPROACH.
Both the position transmitter for the cockpit indicator and the
limit switches {which "tell" the motor to stop automatically at Up,
Approach, or Down) are located forward of the right inboard
flap segment. They can be seen only when the flaps are ex-
tended.

Wing Flap and Position Indicator Schematic

Flap System Review
1. Maximum speed for Approach flaps is knots.
2. Maximum speed for more than Approach naps is

knots.
3. The published idle power, Haps down, stall speed is

knots, and is designated on the airspeed indi-
cator by:
4. Stall speed with idle power, flaps up, zero bank angle,
and 9,000 pounds weight is knots calibrated
airspeed and knots indicated airspeed. If these
values are multiplied by 1.3, the respective answers are
and . Which one
is the proper "over the fence" landing speed?
5. T/F The flaps are extending through 70% when you repo-
sition the flap handle from Down to Approach. The flaps
should stop and stay at 70%.
6. You move the flap handle to the Down position, but when
the flaps stop running you notice that the flap indica-
tor reads 103% - your estimate - and that the flap motor
circuit breaker has tripped out.
A. What is a likely cause of this malfunction?
B. Can you retract the flaps to 90% within the next few
minutes? If so, how would you do it?
7. Describe how you would retract flaps from Down to Ap-

proach.

Landing Gear System
Landing Gear System Schematic
A 28-volt DC split-field motor and gearbox unit, located on

the forward side of the center-section main spar, provides the
motive force for landing gear operation. The unit drives three
jackscrew actuators, one at each main gear and one at the
nose gear. Dual windings in the motor form a dynamic braking
system which, along with limit switches on the gearbox, prevent
overtravel of the landing gear. Torque tubes are used between
the gearbox and the main gear actuators, while sprockets and
roller chains are used to drive the nose gear actuator. A spring-
loaded friction-type clutch in the gearbox is provided to prevent
damage to the structure and drive mechanism, in the event of
a drive malfunction. In addition, the system is protected from
electrical overload by a current limiter or circuit breaker device
located in the lower forward belly area.

Simplified Landing Gear Control/Power Circuit (King Air 100 and A100)
Simplified Landing Gear Warning Horn Circuit

Nose Wheel Steering
Direct linkage from the rudder pedals to the nose wheel al-
lows it to be turned 14° to the left and 12° to the right of center.
When rudder pedal control is augmented by a wheel brake,
the nose wheel deflection can be increased to 48° either side
of center through the action provided by a spring mechanism
called the shock link. 48° is the actual steering limit and is dis-
played by means of red markings on the nose gear assembly.
A tug operator must take care not to exceed this limit, since
doing so will cause damage to the system. The shock link also
dampens the transmission of excessive shock loads to the rud-
der pedals. When retracted, the nose wheel is automatically
centered and the steering linkage becomes inoperative.
Caution: Never tow the airplane while the rudder control lock is
installed. It may damage the steering mechanism.

Landing Gear Review
1. Maximum speed for gear extension is knots.
2. Maximum speed for gear retraction is knots.
3. Maximum speed when the gear is extended is

knots.
4. If the red gear handle lights extinguish following gear

extension, it verifies that ONE/TWO/ALL THREE gear
leg(s) are locked down.
5. If the landing gear warning horn does not sound when

power is reduced to idle following gear extension, it veri-
fies that ONE/TWO/ALL THREE gear leg(s) are locked
down.
6. Describe the difference between a landing gear safety

(squat) switch and a landing gear down lock switch.
7. The SAFETY/DOWN LOCK switch is easier to see on a

walk-around inspection.
8. You perform an incorrect balked landing and - after add-

ing power and props - leave the flaps down while you
retract the gear...shame on you! The landing gear warn-
ing horn WILL/WILL NOT sound until flaps are retracted.

Wheel Brakes
Wheel Brakes (Parallel System)
The hydraulic brakes are operated by depressing the toe

portion of either the pilot's or copilot's rudder pedals. Shuttle
valves permit only one pilot - left or right seat - to operate the
brakes at any one time.

After the pilot's brake pedals (left side) have been depressed
to build up pressure in the brake lines, left and right parking
brake check-valves can be closed simultaneously by pulling
out the parking brake control knob. This retains the pressure
in the brake lines. The parking brake is released by depress-
ing the pilot's pedals to equalize the pressures on both sides of
the valve, then pushing the parking brake handle in to open the
valve, followed by releasing the pedal pressure.
Brake Shuttle Valves (Installed only with the "parallel" braking

system)
The shuttle valve provides braking by the pilot or the copilot,

not both together. Once braking has been initiated by one
crew member, there is very little chance that the other crew
member will be able to initiate braking until the first person re-
leases the brakes entirely. This is due to the fact that the initia-
tor has a much larger surface area of shuttle for his pressure to
act against.
Be certain that both pilot's agree upon who is doing the brak-
ing. If both pilots apply pressure simultaneously, one pilot may
end up controlling the left brake while the other pilot controls
the right brake!
Beechcraft brake systems with shuttle valves (except for BB-

454 through BB-665 in the King Air 200 series) contain the
parking brakes (hydraulic check-valves) in the pilot's brake
lines upstream of the shuttle valve. This means that only the left-
seat plot can set (and properly release) the parking brake.

Wheel Brake Review
See the Handling, Servicing and Maintenance section of the

Pilot's Operating Handbook.
1. List the recommended tire inflation pressures:
Mains = psig
Nose = psig
2. List proper strut extensions, with full fuel but no cabin

load:
Mains = inches
Nose = inches
3. On a preflight, you notice that the left main strut is totally

flat. Should you start up and taxi to the shop?
4. Where is the hydraulic fluid reservoir for the brakes?
5. How can the pilot in the right seat set the parking brake?
6. A vibration shortly after takeoff, which shakes the instru-

ment panel for a few moments, is often an indication that:
.
7. Describe the procedure for conducting a wear check on

the brakes.


King Air B100 Electrical System
The following section of these Ground Training Notes will cover

the normal and abnormal operation of the B100 electrical sys-
tem. The presentation is designed for those who believe that
electricity, at best, is akin to some type of voodoo - magical and
mysterious. We hope that our discussion here will dispel some
of the darkness that surrounds this important subject. (To the
electrical engineers who read these notes forgive us when we
err on the side of simplicity.)
Perhaps one reason why electricity is so mystifying is that what

makes a motor turn or a light bulb illuminate cannot be seen by
the naked eye: those electrons rushing through the wires are
just too darn small! On the other hand, the rotation of the water
wheel down by the old mill stream is easily understood - the
weight of the water flowing over the wooden buckets or blades
causes the rotation. Similarly, when we open the tap of a wa-
ter faucet, what happens is predictable and understandable:
the more we open the spigot, the faster the water comes out,
expelled by the pressure in the pipe. We believe that electric
power operation will be easier to understand If we compare it to
the more familiar operation of water power.
When you read the term voltage mentally replace it with pres-
sure. For example, water doesn't flow through a faucet unless
there is a pressure difference across the faucet: more pres-
sure in the pipe than in the sink. Likewise, electrons don't flow
through a Nav light unless there is a voltage difference across
it: more voltage at the input wire than at the output wire, or
ground wire.
An electrical ground is where electrons come from and return

to. It is aircraft structure; what we ride in. Likewise, water comes
from and returns to the ground, the earth we stand on. Some-
thing has to motivate the water to leave the ground and flow to
us. Sometimes a pond up on a hill will do the trick, but often we
have to supply the motivation ourself, via an electric or me-
chanical pump. Similarly, a battery or a generator can motivate
electrons to come to an electrical system component. The bat-
tery like the pond has limited capacity, whereas the generator
like the pump can keep on supplying electrons almost without
limit.

Current, used to describe the flow of electrons, can be men-
tally replaced with - are you ready? ...current, the flow of water.
The term ampere (abbreviated "amp") can mean gallons per
hour (gph) since it represents a particular amount of current, a
particular number of electrons which pass through a wire each
second. (In fact, if the word "amp" were always replaced with
the phrase "a certain huge number of electrons per second" the
meaning would remain identical.)
Let's see how this can work. Consider the following couple of
sentences: "Within limits, the aircraft's generators maintain a
constant output voltage of 28.25 ± 0.25 volts, even while gen-
erator speed and electrical load are varied. However, If the
generator is asked to supply a load in excess of 250 amps, it is
unable to maintain proper voltage."
Now see if this makes more sense: "Within limits, the factory's
pumps maintain a constant output pressure of 60 ± 5 psi, even
while pump speed and water demand are varied. However, if
the pump is asked to supply a demand In excess of 5000 gph,
it is unable to maintain proper pressure."
Don't feel guilty in making these types of word substitutions to

make electricity easier to understand. Versions of the "water
analogy" presented here have been used successfully for years
in teaching electricity to many college classes.
Try it. You'll like it.

Simplified B100 Electrical Power Distribution Diagram

King Air B100 Electrical Bus Components

Battery Switch On (Battery Relay Closes)
Before the battery switch is turned on, only the Hot Battery Bus has battery voltage applied to
it, coming from the left battery. Expressed in simpler terms, it 'feels' battery voltage.
The B100 contains a "Dual Battery Start Control Panel," a rather complicated device which al-
lows the batteries to be combined in either a parallel or series manner. Rarely used, the series
set-up allows twice as much voltage to be available (about 48 volts), but at the starter relays
only. While the Battery Select switch is in "Series”, the other airplane components feel the volt-
age from the left battery only.
Theoretically, engines which are cold-soaked in a narrow band of temperatures (between

-4°C and -12°C) may start easier with the higher voltage. In actual practice, most operators
have reported limited success using "Series" starts.
While the Battery Select switch is in "Normal" the parallel set-up is activated, and the output
from the batteries is at normal battery voltage but with twice the capacity. That is, instead of
having a single battery which can provide 34 amps for one hour (a 34 amp-hr capacity), we
now have a combination of two batteries which has a 68 amp-hr capacity. In the presenta-
tion of the B100 electrical system presented here, we will be using the normal, parallel, set-up
exclusively.
When the battery switch is turned on, the Battery Relay (BR) closes, allowing battery voltage
to be present on all other buses as well as the Hot Battery Bus.

External Power in Use
When an external power unit is plugged into the receptacle

behind the right main gear and the unit is turned on, the Exter-
nal Power Relay (EPR) closes and all buses now feel the volt-
age being supplied by the external power source. Readings
of approximately 28 volts on both voltmeters verify proper EPU
operation.

The battery switch should be on before the external power unit

is turned on and kept an while using external power. Turning
the battery on first allows the avionics master circuit to turn off
the radios, saving them from any unexpected voltage transient
which the EPU may give. (The avionics master circuit will be
presented later in this chapter of the Ground Training Notes.)
Keeping it on while the EPU is in use provides a buffering ac-
tion to absorb voltage fluctuations caused by erratic EPU op-
eration, and provides a back-up power source during the start
in the event the EPU ceases operation. (Keep in mind that a
hot start would begin to occur if all electric power were lost as
an engine accelerates after light-off but before reaching self—
sustaining speed!) However, while using the EPU to operate
the heater or air conditioner, making periodic checks of aircraft
voltage - verifying that it is still 28 volts - is quite important. If
the EPU ceases operation the batteries will begin to discharge
rapidly. If voltage is not being monitored, there will be no imme-
diate indication of this condition.
All B100's contain a 5 amp circuit breaker in the EPU recep-

tacle, protecting the wiring to the external power relay. The
external power relay will not close if the CB is tripped. Begin-
ning with BE-41 an external power overvoltage sensor was
added which opens the relay if voltage exceeds approximately
31 volts, and the battery switch must be on before the external
power relay will close.
It is normal for the batteries to receive charge current when ex-

ternal power is in use, and the BATTERY CHARGE caution an-
nunciators will illuminate while the batteries are charging. This
light is triggered whenever battery charge current exceeds 7
amps for more than approximately 6 seconds.

Right Engine Start
The Right Start Relay (RSR) closes when the right starter circuit
is activated, allowing battery voltage to be applied to the right
starter/generator. Current flows from the battery to the starter,
initially with a surge in excess of 1300 amps, tapering off as the
starter spins the engine up past 10% speed and exhaust gases
begin to drive the turbine.
The starter circuit takes priority over the generator circuit: the
generator cannot operate until the starter circuit is off, which
should happen automatically at 50% speed.

Right Generator On, Batteries Charging
When the right Generator switch is held up to "Reset" - momen-

tarily and then released to "On", the right Generator Control Unit
regulates the right generator output to the proper voltage (28.25
± 0.25) and closes the Right Line Contactor (RLC), causing the
right generator to begin operation and extinguishing the "Gen-
erator Out" annunciator.
The right loadmeter will display high load (current) as the bat-
teries recharge, and the "BATTERY CHARGE" annunciators will
illuminate after their six-second delays, while each battery re-
ceives greater than 7 amps of charge current.

Left Engine Start, Generator Assisted
When the right loadmeter has decreased to 50% or less, indi-

cating that the batteries have partially been recharged, the left
start is initiated. The Left Start Relay (LSR) closes and a large
current surge flows into the left starter. If the right engine is at
Flight idle instead of Ground Idle, the higher engine speed can
cause so much current to be supplied by the right generator
across the right 325 amp current limiter that there is an excel-
lent chance of blowing the limiter. Be certain the first engine is
at Ground Idle before starting the second.
The second engine start is usually significantly cooler than the

first because the starter is driving the engine more effectively
with generator voltage than with battery voltage alone. Similarly,
use of an EPU for starting, when convenient, is highly beneficial
because of the higher voltage available.
The choice of which engine to start first is not critical, and there
are as many good reasons for alternating starts as there are for
always starting the right engine first. When starting with an EPU,
we recommend starting the left engine first so that the ground
crewman near the EPU receptacle spends less time in close
proximity to an operating engine

Normal Operation
With both generators on, and with normal continuity between

the left and right main buses, the generator control units should
do a good job of sharing the generators work loads evenly.
They will "parallel" almost perfectly every time.
With few exceptions, the main buses feed electric power to

larger loads (components which use more current) and the oth-
er buses feed power to smaller loads. The subpanel buses (or
left and right loops) receive power from the main buses through
"subpanel feeder" wires, as do the fuel panel buses.
For redundancy, each bus is "dual fed" - it has two methods of

receiving electric power. However, this is not always the case.
Can you spot the three buses that are not dual fed? (Answer;
Hot Battery Bus, Left and Right Fuel Panel Buses.) However,
some individual components on these buses, such as fuel fire-
wall shutoff valves, are dual fed since they receive power from
both the Hot Battery Bus and from the Fuel Panel Bus. Also, the
No. 1 and No. 2 Avionics Buses - not currently shown - are not
dual fed, but care has been taken so that the loss of a single
avionics bus would not cause the failure of two similar pieces of
avionics equipment.

Ground Fault (Short) On Right Loop
A ”ground fault" or "short“ acts like a "black hole" to electrons;

it sucks in all it can get from any source it can reach. Although
a very rare occurrence, a ground fault is produced when some
low resistance item (that missing wrench?) touches the bus
directly to the airframe, which is the systems ground.
The electrical system designers have provided for "Bus isola-

tion“, to ensure that this condition will automatically be limited
to only the affected bus.
In the situation shown above, the sources of electric power (two

generators and the batteries) feed into the shorted Right Loop
through the bus feeder wires between the main buses and the
loop. Each of these wires contains a 50 amp circuit breaker
which should overheat and trip, breaking the path for electron
flow. In that manner, this bus is automatically isolated. These
breakers are labeled “RH#1" and “RH#2”, meaning the first
feeder and second feeder for the Right (Hand) Loop.
The tripped CB‘s and the loss of various electrical items will be
an obvious indication that the bus has been isolated. These
CB's should not be reset in flight.

Ground Fault On right Fuel Panel Bus
Now the short is on the Right Fuel Panel Bus. The rush of elec-
trons from the sources of power to the short will cause bus iso-
lation to occur by overheating and tripping only one subpanel
bus feeder CB, "LH #2". The diode to the right of the Left Loop
prevents the other subpanel feeder CB, "LH #1", from overload-
ing (Yes, it is surprising that a short on the Right Fuel Panel Bus
will trip a CB labeled "LH" - surprising but true.)
Since the really important fuel panel components are also being
powered from the Hot Battery Bus, no major component has
been lost, and there is no need to reset this CB until safely on
the ground with maintenance personnel available.

Ground Fault on Left Main Bus, Automatic Protection
In the situation shown above, all sources of electric power mo-

mentarily feed into the shorted Left Main Bus. However, the flow
of electrons from both the right generator and from the batteries
must pass through the left current limiter, which overheats and
melts to isolate the fault from these two sources of power.
The left loadmeter will show full load as the left generator con-
tinues to feed into the short, since there is no automatic protec-
tion against generator overload (Overvoltage protection, yes.
Overload protection, excessive current protection, no.) When
the crew notices the pegged out loadmeter, they should turn off
the affected generator.

Ground Fault On Left Main Bus
Pilot Action: Turns Off Overloaded Generator
Now the left generator has been turned off, and the shorted bus
is fully isolated. If the crew were to allow the generator to con-
tinue overloading for some time, the unit would likely overheat
and cause its own eventual failure.
Although the Generator Control Units provide protection against

many undesirable things - overvoltage, reverse current - they
do not provide overload protection. When it is stated that the
generator is a 300 amp unit, it is merely indicating the maxi-
mum value of current which the unit can provide, under proper
conditions, without overheating and while still maintaining
proper output voltage.

Dual Generator Failure
Decrease Load To Conserve Battery
A single generator failure poses no hazards to the continued

safe operation of the aircraft - all buses are powered by the
remaining generator. But if both generators fail or are turned
off, then the batteries may discharge quite rapidly since they
are the only remaining power source. To prolong the time be-
fore the batteries become totally discharged, all nonessential
electrical components should be turned off. You should begin
by turning off the environmental controls: Cabin Temp Mode
switch and Vent Blower.
This action will guarantee that neither the electric heater nor the
air conditioner - both very high-load items - can operate, and
also will terminate the 15 to 20 amp draw of the blower. Other
high-load items include windshield heat and prop heat.

Single Failure: Right Current Limiter
Anytime aircraft operation is conducted with a 325 amp cur-

rent limiter blown or removed (leaving an open circuit), safety is
compromised. By itself, the blown current limiter prevents the
generator on that side from recharging the batteries: no particu-
lar problem, since the other generator is still capable of charg-
ing them. All buses continue to receive 28 volts.
However, when the failed current limiter is combined with a

failed generator, then problems develop, as shown by the next
examples.

Double Failure: Right Current Limiter and Right Generator
If the current limiter and the generator on the same side fail,
then immediately all components on that side's main bus be-
come inoperative, including that side's fuel panel bus.

Double Failure: Right Current Limiter and Left Generator
If the current limiter and the generator on opposite sides fail,

then the batteries will discharge as they feed the main bus
loads on the side of the failed generator. The remaining genera-
tor, the operative one, cannot recharge the battery because it
cannot "get to it" across the open current limiter.

If only one generator fails, all aircraft systems should continue
functioning normally and all buses should continue receiving 28
volts, but with a failed current limiter they will not. The situation
presented on page 96 is easy to notice; in addition to the il-
lumination of the 'Generator Out' annunciator, you may notice
some failed avionics, and, when the voltmeters are checked, no
voltage will be shown on the side with the open limiter. The situ-
ation described on page 97 is much harder to detect, because
all systems will continue functioning until the batteries are so
depleted that they cannot supply sufficient current. The key to
recognizing this double failure is that there will be a slight differ-
ence between the voltmeter readings. The voltage on the side
of the failed generator will be coming from the batteries only,
through the good limiter. When voltmeters are checked follow-
ing the generator failure, it takes a careful eye to notice that one
meter reads slightly below normal. To prolong the period before
the batteries “die", turn off all the components which you do not
need on the side with the lower voltage.
To summarize, both voltmeters should read normal voltage, 28

volts, following a generator failure. If they do not, a current lim-
iter is open, and a landing should be made as soon as practical
to fix the two problems that exist: generator failure and current
limiter failure. Also, keep in mind that a generator failure often
means a starter failure as well, so where you shutdown may be
where you sit until a replacement unit is installed.
Current Limiter Check Procedures
If battery voltage can be observed on both voltmeters, without

generators on, then both current limiters are intact. Make this
easy check before every start, and after every shutdown right
before the battery switch is turned off. Checking voltage on
the side of an operating generator is not a valid current limiter
integrity test.
Additionally, since most current limiter failures occur during a

generator-assisted start of the second engine, verify that both
voltmeters show 28 volts before turning on the second genera-
tor.

NiCad Voltage vs State of Discharge
Nickel-Cadmium (NiCad) cells have a nominal discharge volt-

age of 1.2 volts. Therefore, the nominal battery voltage is 1.2
times the number of cells: for a twenty-cell battery, 24 volts. The
battery is considered to be discharged when its terminal volt-
age equals 1.0 volt per cell times the number of cells. Unlike
lead-acid batteries, there is no way of determining the precise
state of charge of nickel-cadmium batteries without discharg-
ing the battery at a known current rate, checking the time for
discharge, and then calculating what the state of charge had
been. Since terminal voltage will remain almost constant over a
wide range of charge levels, its measurement will not provide a
valid indication.

Using the Loadmeter to Determine Battery Charge Rate
If the Left or Right Battery Charge annunciator remains illumi-

nated for an unusually long time after starting, or if it illuminates
in flight, the pilot should determine the amount of charging
current which the battery is taking. If the current is decreasing,
then the battery is charging normally and the light should even-
tually extinguish. However, if the current is increasing, then a
problem exists: the NiCad battery has a damaged cell (or cells)
within it, and has begun to experience a "Thermal Runaway". If
it is allowed to continue to receive charge, the charge current
will increase at a faster and faster rate, causing lots of heat and
gas generation, until a very hazardous situation may develop.
In some cases, explosion and fire have followed a severe ther-
mal runaway.
The FAA has mandated that all NiCad batteries be monitored

for thermal runaway with a system to alert the crew of the condi-
tion. Some airplanes contain battery temperature gages, others
contain a charge monitoring system. The King Airs with factory-
installed original equipment, or Beech retrofit kits, use charge
monitoring, not temperature monitoring, since the charge sys-
tem provides an earlier, more reliable, warning in their opinion.
Whenever you are concerned about a battery - because the

light takes too long to extinguish after starting or because it
comes on in flight - conduct a battery charge verification pro-
cedure as described in the abnormal procedures checklist.
This involves turning the battery switch off while monitoring the
loadmeters. A significant decrease in generator load, as the
generator continues to supply other loads but stops charging
the battery, indicates that the battery is taking a lot of current.
This is not cause for alarm if it is soon after starting, but if it
continues over the next few minutes, with the charging current
getting larger, then the early stage of a thermal runaway has
been detected and the battery switch should be left off. (Turn it
back on momentarily when operating gear and flap motors for
landing.)

B100 Inverter Power Schematic
Notes:
1. The single inverter selector switch contains two separate
poles internally. It selects No. 1 inverter in the top posi-
tion (as shown), neither in the center (Off) position, and
No. 2 inverter in the bottom position.
2. The inverter Select Relay is only energized when inverter

No. 1 is selected. When No. 2 is selected, the relay is
de-energized, and its contacts relax so that the output
of No. 2 inverter is directed to the Volt/Freq meter and to
the Inverter Warning Light Relay.
3. The Inverter Control CB's are located on the cockpit

pedestal. Earlier airplanes sometimes used this same
DC power source for the HSI or RMI cards rotation, as
shown.
4. The Inverter Power Limiters are located in the wheel

wells, (belly, BE-120 and after), powered from the Left
and Right Main Buses.

Avionics Master Schematic

The Avionics Master circuit
The previous page contains two drawings of the avionics mas-

ter circuit - showing it first with the avionics master switch on,
then with the switch off. This circuit is designed to be "fail-safe,"
meaning that typical failures of the circuit will allow the radio
equipment to continue operating.
To achieve this design goal, the avionics power relays were

chosen to be the Normally-Closed type: spring-loaded closed,
electric current required to open. You will notice that no current
is flowing to the relays when the switch is on, the circuit being
broken when the switch is in that position. Similarly, a broken
wire or a loose ground connection in the circuit will leave the
avionics on. Conversely, in the extremely rare case in which
the Avionics Master switch develops an internal short - keeping
the circuit closed at all times - the relays are energized open
and the radios lose power. But all is not lost! By merely trip-
ping the Avionics Master circuit breaker the pilot can break the
control circuit, the relays will close, and avionics power will be
restored!
The discussion of external power which was given earlier in this

section taught that the battery switch should be on before the
external power unit is turned on. One reason for this involves
the circuit we are now examining. Notice that when the aircraft
is sitting on the ramp before start, with all electric power off, the
avionics relays are closed. No power is reaching the radios,
however, since the main buses are still "dead". When the bat-
tery is turned on, a momentary application of battery voltage
reaches the avionics in the split second it takes for the avionics
relays to energize open. History proves that this mild little "zap"
is benign, causing no radio harm. Now suppose that one day a
malfunctioning EPU were putting out high voltage. If the battery
has not been turned on first, then the zap the radios experience
Will be at this excessive voltage level, increasing the chance
for damage.
Remember: turn the battery switch on before the external power

unit is turned on.

Electrical Symbols

Electrical Symbols

Circuit Breaker Functions - B100
Many of the circuit breakers located within the cockpit, where they are accessible to the pilot in flight, are simple and obvious
in their labeling and operation. For example, when the "Prop Sync" CB is pulled by someone or trips open automatically, the
propeller synchrophaser system stops operating. Some breakers, on the other hand, serve multiple and often obscure func-
tions. If one of these breakers should trip in flight more than one result will occur. Although the breaker served Its purpose
by opening and thereby preventing excessive temperature rise (caused by excessive current flow in some circuits) not only
is that circuit protected but any other circuits connected to that particular breaker are also without power and disabled. The
listing presented here will provide help in knowing what to expect if certain CB's trip.



Electrical Review
1. A useful analogy can be made by comparing the work-

ings of an aircraft's DC electrical system to the workings
of a water supply system in a house. Match the following
words or phrases with their best counterparts.
DV (Voltage differential) rate of water flow

current psi (lbs / in2)
ampere (amp) DP (Pressure differential)
volt gallons per hour
2. Describe the event(s) which leads to ”bus isolation" if

there is a major ground fault on the right main bus.
3. When you turn on the battery switch to check your fuel

quantity before start, you notice that the right fuel gauge
reads zero and the right fuel pressure annunciator is not
on. Describe the likely cause of these discrepancies.
4. You had started the right engine first, and you observe
that the loadmeters show a marked difference just af-
ter starting, with the left generator carrying much more
load than the right. (That is, the "generator paralleling"
is poor.) This may indicate that
.
To troubleshoot this malfunction, describe what you
would do.
5. When using ground power, the battery switch should be

ON/OFF and the generators should be ON/OFF.
6. Electric power is required for the avionics master switch

to turn the radios ON/OFF.
7. The left Battery Charge annunciator light illuminates after

about 45 minutes of flight, and when you turn the bat-
tery switch off the light extinguishes and both loadmeters
decrease by 10% (0.1). What should you do now?

8. Which circuit breakers are you NOT to reset in flight?
9. You have secured the right engine in flight. The right

loadmeter should now read load.
The right voltmeter should now read volts. With
the right current limiter open, It would read volts.
with the left current limiter open it would read
volts.
10. Your airplane has experienced a double generator fail-

ure. It is night, you are in the clouds above the freezing
level, and you cannot begin descent for about another
30 minutes because of terrain considerations. Discuss
what you will do to prolong the time remaining before the
battery is completely discharged.

Fuel System
Fuel Capacities
Total usable fuel capacity is 470 U.S. gallons - 194 gallons

contained in each main tank (left and right) and 41 gallons con-
tained in each auxiliary tank (left and right). Less than six gal-
lons are unusable. When filled with Jet A fuel at a typical den-
sity of 6.7 pounds per gallons, both main tanks together hold
2,600 pounds and the aux tanks hold a total of 549 pounds, for
an airplane total of 3,149 pounds. In round numbers, you have
2,600 pounds when the main tanks are full and an extra 600
pounds when the aux tanks are full.
Figure 1: Tanks and filler caps. To reduce wing bending stress,

the main tanks should be filled first and consumed last.
There is a handy and easy method of converting pounds of jet

fuel to gallons when the density is 6.7 pounds per gallon. Sim-
ply add half of the pounds to itself. Or, expressed another way,
multiply the number of pounds by 1.5. The answer you obtain is
the number of gallons...except it is 10 times too large. So move
the decimal point one space to the left (divide by 10) and you
will have the final answer. Expressed as a formula:
(POUNDS + HALF THE POUNDS) + 10 = GALLONS
Need to add 800 pounds to the left main tank? Then order 120
gallons. You are burning 500 pounds per hour in cruise today?
That’s 75 gph. You shut down with 400 pounds remaining on
each side and you told the FBO to "fill the mains?" Then you
should see about 270 gallons on the fuel bill. (2,600 pounds
for full mains, minus the 800 pounds remaining, equals 1,800
pounds to add. 1,800 pounds equates to 270 gallons.)

Limitations
The following fuel management limitations are stated in the FAA

Approved Airplane Flight Manual.
1. Do not put any fuel into the auxiliary tanks unless the
main tanks are full.
2. If fuel is in the auxiliary tank, it must be depleted before

using fuel in the main tank.
3. Do not take off if fuel quantity gauges indicate in yellow

arc or less than 265 pounds of fuel in each main tank.
4. Crossfeeding of fuel is permitted only when one engine

is inoperative.
5. Do not put Aviation Gasoline in auxiliary tanks.
Let’s examine each of these limitations and learn some of the

reasons behind them. In some cases we have re-worded the
limitation slightly, to make it clearer.
Do not put any fuel into the auxiliary tanks unless the main tanks
are full.
This limitation is presented to reduce the bending stress
that the wing experiences when subjected to major loads in
flight.
The main tanks include a tank in the engine nacelle behind

the firewall and all other tanks outboard of the nacelle,
whereas the aux tank is in the wing center section, between
the fuselage and the nacelle. If the aux tanks (the inboards)
contain lots of fuel while the main tanks (the outboards) are
low on fuel, then most of the aircraft weight is concentrated
near the middle of the wing. When a wind gust or eleva-
tor input causes the wing to produce more lift, the upward
force of the lift - which is somewhat evenly distributed later-
ally along the wing - works against the downward force of
gravity acting on the aircraft's total mass - which is located
mostly near the middle of the wing. This puts extra load on
the attach fittings which connect the outboard wing sec-
tions to the center section.

Interpretation of this limitation can be taken to an unneces-

sary extreme, implying that it is imperative to make sure
that both left and right outboard filler caps (mains) have
been filled before any fuel has been put into the inboard
filler caps (auxes). This is a good idea and we encourage
you to have the airplane fueled in exactly that way. Howev-
er, when a sole refueler is trying to save time on some cold
winter morning - he wants to get back in that heated line
shack! - it is tempting for him to start at one wing tip and
move his ladder the shortest distance at a time. He would
thus fill that side’s aux tank next, the other side’s aux tank
would follow, and the other side’s main tank would receive
fuel last. Has he hurt the airplane fueling in this order? No.
Will the airplane tip over on the wing tip after he finishes
fueling the first side? No. However, someday the fuel truck’s
pump is going to break down just after he finishes filling the
second inboard tank. Now you are in a bind. You not only
have a large fuel imbalance, but now you are risking exces-
sive bending stress if you encounter heavy loads in flight.
(By the way, there is no fuel imbalance limitation stated for
the B100).
The conclusion? Tactfully tell the refueler to fill the outboard

caps first and then, if the truck is still working and if you
want more fuel, put the rest in the inboard caps.
If fuel is in the auxiliary tanks it must be depleted before using fuel

in the main tanks.
This logically follows the first limitation, to reduce wing
bending stress. This means that you must turn on the aux
transfer system right after starting engines.
It is not unusual for some B100s to be operated for months

without ever encountering a need for auxiliary fuel. In that
case, a concern arises about the aux tank’s bladder drying
out, cracking, and needing to be repaired or replaced pre-
maturely. Some operators make it a practice to keep 5 to
10 gallons of fuel in the tank almost all of the time to help in
keeping the bladder wet and pliable, transferring it into the
main tank occasionally and replacing it with a new load to
keep it "fresh." We have yet to hear of any problems caused
by this practice.

Do not takeoff if fuel quantity gauges indicate in yellow arc or less
than 265 pounds in each main tank.
This is just common sense. If you don’t have this much fuel
remaining upon landing, you may be getting close to being
in violation of the FAR which requires a VFR day reserve
of thirty minutes. For many years now, all Beech airplanes
have contained a yellow arc at the bottom of the fuel quan-
tity gauges. For all models of King Airs, the arc extends
from 265 pounds to zero. It is a very rough approximation
of thirty minutes of flight at higher power settings and lower
altitudes. It has nothing to do with "unporting" of the fuel
pickup point while maneuvering. As we said, it is common
sense.
Crossfeeding of fuel is permitted only when one engine is inopera-

tive.
This is a strange one. It comes from concerns originating in

Beech’s legal team, not their engineering team.
When the pilot crossfeeds fuel in a King Air, it is being fed

directly to the engine on the opposite side, it is not flowing
into tanks on the opposite side. Notice the word...cross-
feed.
It is quite possible - and very easily, although illegally, done

- to feed fuel from one main tank to both engines simulta-
neously. When a fuel imbalance occurs, this is a desirable
means of reestablishing balance...feeding fuel from the
heavy side to both engines until the weight is even. The
pump capacity and line size are sufficient for this purpose.
It works well, but it cannot be done legally.
Whenever two independent powerplants are receiving their

fuel from a common system, the exposure to risk is greater
than if each engine is receiving fuel from its own system.
Obviously, fuel contamination or starvation is unlikely to
effect both engines at the same time if they have separate
fuel supplies. Realizing this, it would be prudent to cross-
feed for fuel balancing purposes only at a safe, high, alti-
tude. In the unfortunate situation of forgetting what we are
doing and running the feeding tank dry, we would at least
have enough altitude and time to conduct a restart attempt
using fuel from the other side’s tank.

But back in the ’70s, a Travel Air Model 95) was not so
fortunate, and all on board died in the crash which fol-
lowed after simultaneous fuel starvation of both engines.
The wreckage was found to have fuel on one side only and
Beech was found liable in a law suit which resulted from
this tragedy. Ever since, almost all twin-engine Beechcrafts
have contained this limitation.
Do not put Aviation Gasoline in auxiliary tanks.
The gasoline does not harm the tank. Instead, this limitation
is based on the concern that there may be no successful
way of transferring the fuel out of the tank.
As we will see later in this section, fuel is drawn from the

aux tank through a rather long line by the sucking action
of a jet pump. The suction may cause the volatile gaso-
line merely to vaporize instead of being properly moved
through the transfer system.
Additionally, when aviation gasoline is used as an emergen-

cy fuel...
Operation on 80/87 aviation gasoline is limited to:

1. 1,000 gallons per engine per 100 hours of operation.
2. Main tanks only. (Auxiliary tanks shall not be filled with
gasoline.)
Operation on 100LL aviation gasoline is limited to: ·

1. 250·gallons per engine per 100 hours of operation or
a total of 7,000 gallons per engine during any overhaul
period.
2. Main tanks only. (Auxiliary tanks shall not be filled with
gasoline.)
Petroleum Base Aviation Oil (MIL-L-6082) should be added

at the rate of one quart per 100 gallons of aviation gasoline
(Grades 80/87 or 100LL) if the total fuel mixture exceeds
25% aviation gasoline.

Fuel Tanks
The term "Main Tank' refers to a combination of six intercon-

nected tanks on each side - the nacelle tank and five more
tanks in the outboard wing section. All of these tanks are the
rubberized bladder-type with one exception...the tank between
the main and rear spars in the outer half of the outboard wing‘s
"box section" is an integral tank, or wet cell.
Due to the dihedral of the wing, all fuel from the five tanks in the
outboard wing will flow into the nacelle tank. Thus the system
acts as one large tank, with the high point near the wing tip
where the filler cap is located and the low point at the bottom
of the nacelle tank, where the Standby pump and fuel pickup
point are located.
The Auxiliary tank on each side is a solitary bladder-type tank

in the center section between the main and rear spars. It has
its own filler cap in the center section. Since the auxiliary fuel
will not flow into the main tank by the action of gravity, it has a
Transfer system which utilizes a jet pump to move the fuel into
the main tank. More about the Transfer system will be present-
ed shortly.

Fuel Vent System
The fuel vent system serves two purposes. First, it allows air to
enter the tanks to keep positive pressure applied on the fuel, so
that a vacuum will not be created as the engine consumes fuel.
Second, it provides a path for fuel to escape if the tanks are
overfilled or if they build up excessive pressure due to thermal
expansion.
Figure 2: Fuel vent locations. The two main vents are just in-
board of the nacelle, a small vacuum relief vent is in the wing
tip, and the siphon break vent is behind the wheel well.
Beneath the wing just inboard of the main wheel well are two
openings into and out of the fuel vent system. One of these
is an opening which is recessed into the wing skin in such a
manner that its blockage with ice is unlikely. The other opening
is at the end of a short pipe, and it is angled to receive ram air
pressure into the vent as the airplane flies. Since this pipe is
a likely ice collector, it is wrapped with a wire heating element
protected inside a rubber sheath The appropriate (left or right)
Fuel Vent Heat switch in the cockpit sends current to the heat-
ing element.
Both of these openings feed air to the same vent lines, so that
if either one is open all the tanks (main and auxiliary) should
receive positive pressure. However, the design of the lines
and an associated check valve direct any fuel which must vent
overboard to flow only through the heated pipe vent so that
it will drop free and clear of the wing structure and pose less
hazard of fire or explosion.

There is another path through which air can enter the main
tank. It is a small hole in the bottom wing skin near the wing tip.
In the unlikely event that the recessed and heated vents both
are blocked, or that the line they connect to becomes clogged,
then a vacuum relief valve will open when the engine has con-
sumed enough fuel to create a slight suction in the tanks, and
air will be drawn in through this opening. This opening is meant
only as an alternate air inlet path to the tanks. If any fuel is ob-
served dripping from this vent during your preflight inspection,
it is incorrect...indicative of a leaky check valve or loose con-
nection.
Figure 3: Nacelle vent details. Air from the aux tank vents into
the nacelle tank, and fuel expanding from the nacelle - due to
thermal expansion or due to the pressure build-up which oc-
curs while transferring - returns to the aux tank.
Since the top of the nacelle tank is slightly lower than the top
of the wing tip, when pressure builds up in the main tank the
pressure felt against the top of the nacelle tank will be slightly
greater than that felt at the wing tip. Therefore, fuel will be more
likely to push through a pressure relief valve located at the
nacelle top and find a path to flow into the aux tank. More often
than not, the aux tank would not be full, so this expanding fuel
could be received there, stored, and transferred back into the
main tank when the engine is running...never wasted overboard
onto the ramp.
Only if the auxiliary tank were full should expanding fuel vent
onto the ramp through the heated fuel vent.

In Flight Training Notes for the King Air B100, there is a

discussion about excessive fuel venting which occasionally
occurs due to a malfunctioning fuel system. This system is
prone to some nuisance problems.
One of these problems involves fuel draining from the na-

celle back into the aux tank even when there is no thermal
expansion causing it! This is not correct, and your service
shop would need to give it some attention to repair the
problem. One of the valves which connect the nacelle tank
to the aux tank is probably leaking.
There is one additional vent opening on each side. It is called

a siphon break vent and it is located behind the main wheel
well, ahead of the flaps. In the event that the aux tank begins
venting overboard when full, a siphon can be developed which
could cause the tank to continue venting long after any positive
pressure build-up were released. This last air inlet permits air to
be drawn into the low pressure area at the top of the siphoning
line, causing liquid to be replaced with air and hence causing
the siphoning action to stop.

Fuel Drains
Each side’s fuel system contains six drains for a total of twelve.
These are:
1. Integral Tank drain, on the outboard wing aft of the tie

down ring.
2. Leading Edge Tank and Gravity Feed Line drain, aft of
the wheel well, outboard side.
3. Jet Transfer Pump drain, all of the wheel well, inboard
side.
4. Nacelle sump strainer drain, forward of the wheel well.
5. Firewall Fuel Filter drain, forward of the wheel well.
6. Auxiliary Tank Strainer drain, beneath the center section
near the fuselage.
With the exception of drain #6, all drains are of the same type...
flush mounted drains which contain a center button which must
be pushed open with a tool to allow the drain to function. Beech
provided a cylindrical metal tube-open at one end and with
the proper fitting to engage the button on the other end - in the
loose equipment package which was delivered with the air-
plane. The tool’s part number is 101-590020-1. There is a great
likelihood that it has been lost over the years. You may order
a new one from any Beech dealer, or instead use any one of a
number of readily available fuel drain tubes you will find on the
typical FBO’s sales counter.
Figure 4: Fuel drains. Each side contains six locations to be

drained during a thorough preflight inspection.

With Beech’s tool you will need a bucket or jar to collect the fuel
samples. With the other kinds also, it is best to have a bucket
handy in which to dump the fuel after you have viewed it for
contamination. When you have drained all twelve locations you
will have quite a lot of fuel collected. Be a good guy (or gal)
and find where the FBO collects old fuel and dump it there, not
on the ramp or in the first storm drain you find.
How often to drain the sumps? Ask five different King Air pilots
and you will get five different answers. Yes, many pilots are
very casual about fuel drains and some go for months without
ever checking them. But we know of one instance in which an
engine failure was traced to a fuel filter clogged with too much
dirt that had accumulated in undrained tanks.
How’s this approach? Begin by draining all locations before the

first flight of the day. If possible, do it before the airplane has
been moved, so there is more chance that the heavier contami-
nants will have settled and stayed down at the drain locations.
After you have done this four or five times, and if all locations
are coming out clean consistently, then - only then - consider
increasing the time interval between the messy draining chore.
We get uneasy when more than a month goes by without all
drains being given attention. Remember, according to the
Flight Manual - the "Bible" for operation - it is always done as
part of a complete preflight inspection.
Some of you are probably saying, "Yeah, I did that a few

times, but the @#$%& drains would leak afterwards. In fact,
a couple of times I hit a real gusher when the button stuck
open and I nearly washed away the ramp! No more for me."
We are sympathetic to that complaint...it has happened to

us, too. But we think there are two or three things which can
be done to decrease the likelihood of encountering such
problems.
First, by doing the drains more often, there will be less par-
ticles of dirt to lodge in the drain and cause it to seep.
Second, make sure you are hitting the drain activating but-
ton squarely. Don’t let it tip or twist while open or it probably
will stick.
And third - which makes the second one easy to do - use

the right tool. Beech’s one really does work the best.

Fuel Additives
Two fuel additives are approved - Prist and Biobor JF. Prist is
the well-known anti-icing additive which also provides a biocid-
al action which helps to kill any growth of microbiological slime
which can thrive in the fuel-water interface in the tanks.
Biobor is used exclusively as a biocide. If greenish, goopy,

slime shows up in your fuel drain samples, then a treatment of
Biobor can make a positive improvement.
The airplane is equipped with an oil-to-fuel heat exchanger

which heats the fuel automatically using engine oil.
No additive needs to be added to the King Air’s fuel system

during typical operation.
Normal Fuel Flow From Main Tank To Engine
Fuel is drawn out of the nacelle portion of the main tank by the
suction provided by the low-pressure (boost pump) element
of the engine-driven fuel pump. The fuel flows through (1) the
open firewall shutoff valve, (2) the firewall fuel filter, and (3) the
fuel flow transmitter on its way to the pump. As it leaves the
boost pump element - under a typical pressure of about 30
psi - it then proceeds through another filter before it reaches
the high-pressure element of the same pump, where it is dis-
charged at pressures which can approach 1,000 psi. From
there it goes to the Fuel Control Unit (FCU), where it is metered
and sent past the fuel shutoff valve (the one operated by the
Engine Start/Stop switch as well as by the Fuel Cutoff and
Feather Lever) on its way to the Flow Divider, which sequences
the primary and secondary fuel manifolds during start, and the
manifolds in turn feed the appropriate fuel nozzles.
At engine shutdown, when the Start/Stop switch is positioned

to Stop, the fuel shutoff valve is electrically energized closed
and the fuel purge solenoid valve is energized open. In that
manner, fuel flow is terminated and accumulated bleed air (P3)
is injected into the fuel manifolds to atomize the remaining fuel
through the nozzles.
To provide sufficient P3 accumulator pressure so that the

fuel purge works correctly, avoid shutdowns right after
engine start. Speed the engine up to 96% RPM or more at
least once prior to shutdown.

Crossfeed
To crossfeed fuel from the left main tank to the right engine,
three actions should occur.
1. The left standby pump should be turned on, to provide

the pressure which will shove the fuel to the other side.
Verify that the right standby pump is off since, if it were
on, both pumps would be fighting each other and little if
any crossfeed would occur.
2. The crossfeed switch should be placed in the Open (up)
position, energizing the crossfeed valve open, to provide
a path for fuel flow to the opposite engine. The Cross-
feed annunciator should illuminate.
3. The right aux transfer switch should be verified in the Off
(down) position, to prevent flow of fuel into the right tanks
and, perhaps, overboard.
Items number 1 and 3 are reversed when you wish to crossfeed

to the left.
During crossfeed, the fuel flows to the opposite side propelled

by the pressure of the standby pump. As it arrives on the oppo-
site side it tries to enter the nacelle tank, but check valves slam
closed to prevent that from happening. Consequently, all fuel
which is consumed by the engine is supplied from the opposite
side’s main tank.
Notice that crossfeed always refers to fuel moving from one

main tank to the opposite engine. It must not be confused with
"Transfer," which refers to fuel moving from the aux to the main
tank on the same side.

Fuel Transfer System
The transfer of fuel from the aux to the main tank is accom-
plished by moving the aux transfer switch up to the On position.
Figure 5: Fuel transfer system. The Aux Empty light on the fuel
panel will illuminate when the tank is empty only if the aux trans-
fer switch is on.
When the aux transfer switch is on, power is sent to the motive
flow valve to energize it to the open position. Fuel is now per-
mitted to flow to the jet transfer pump, "motivating" it to perform
by creating a suction at the jet pump’s throat. The standby
pump must be on to provide the “shove" for the motive flow.
Suppose that a rag fell into the aux tank filler cap and got
sucked into the jet pump’s pick-up port. In that event, no
fuel would be transferred through the clogged pump even
though the Motive Flow valve were open. The only sure way
of knowing that transfer is taking place is to monitor the fuel
quantity gauges over a period of time...if the aux tank is
going down and the main tank is staying full then transfer
definitely is taking place.
When the aux fuel is exhausted, a float switch completes a

circuit to the Aux Empty light on the fuel panel. At that time, the
aux transfer switch should be moved down to the Off position.
This will cause the light to extinguish and will also prevent the
unwanted transfer of air bubbles (and possible entrainment of
moisture, when flying in IMC) through the nacelle fuel tank. The
standby pump may be turned off now also, unless its operation
is necessary to prevent fuel flow fluctuations at high altitudes.

Normal Procedures
On the first flight of the day, the "Interior Preflight" checklist

presents a procedure for thoroughly testing most of the impor-
tant fuel system components. The steps of the procedure are:
1. Fuel Firewall Valves - CLOSED (listen for operation).

Since the shutoff valves are wired directly to the hot bat-
tery bus, you should be able to hear the valve motors
momentarily operate as the valves close, even before
the battery switch is turned on. Leave the valves closed
(which means the red guards over the switches will be
open) for now.
2. Standby Pumps - ON (listen for operation). These pumps
also are hot-wired. Leave the switches on.
3. Battery Switch - ON (Fuel Pressure lights verify on). Now
all electrical buses are powered, and the annunciator
panel begins to operate. If the firewall valves are operat-
ing properly - not allowing fuel to leak past them - then
the Fuel Pressure lights should be illuminated.
4. Fuel Firewall Valves - OPEN (Fuel Pressure annunciators
extinguish). This verifies that the valves have properly
opened and that the fuel pressure switches are working
correctly...causing the annunciators to extinguish when
pressure is present.
5. Left Standby Pump - OFF (Left Fuel Pressure light comes
back on). No pumping, no pressure. Left is an arbitrary
choice; you could do the right just as well.
6. Crossfeed Switch - OPEN (Crossfeed annunciator comes
on and left Fuel Pressure annunciator goes off.) The
Crossfeed annunciator only confirms crossfeed switch
position, it does not verify that the valve actually opened.
It is very important to confirm that the Fuel Pressure light
extinguishes...now we know that the pressure from the
right pump is flowing to the left side, so the valve must
truly be open.
7. Crossfeed Switch - CLOSED (Crossfeed annunciator off
and left Fuel Pressure annunciator comes back on.)
8. Right Standby Pump - OFF (Right Fuel Pressure light reil-
luminates.)

9. Aux Transfer Switches - ON; AUX EMPTY LIGHTS PRESS
TO TEST; THEN OFF. If the light(s) illuminates as soon
as the switch is turned on, then you know that the aux
tank should already be empty and there will be no need
to transfer after engine start. If you discover a burnt out
bulb, unscrew the assembly, replace the bulb (#327),
and screw it back in.
10. Fuel Quantity - CHECK (main and auxiliary). Of course.
Did the refueler satisfy your request?
These ten steps have checked lots of important fuel system

components and have also served to exercise the valves and
pumps. Firewall valves definitely appear to remain more reliable
if they are exercised regularly.
Abnormal Procedures
Page 269 of the Emergency and Abnormal Checklist covers po-

tential fuel system malfunctions. Read these procedures now.
If the procedures do not make good sense - after reading this
section of the Ground Training Notes - ask your instructor to
clarify them for you.

Fuel System Schematic


Fuel System Review
1. The high pressure engine-driven fuel pump works in con-

junction with a low pressure boost pump, which shares
the same housing. What is the boost pump‘s purpose?
2. It is necessary to fill the main tank if you are also plan-

ning to carry auxiliary fuel because;
A. With no fuel In the main tank, there would ne no mo-

tive flow available to the jet transfer pump, so the aux
fuel could not be transferred, and therefore it could
not be consumed.
B.
.
3. How many fuel vent openings are there on each side of

the airplane?
4. How many fuel drains per side?
5. "Aux Transfer" refers to the action of taking fuel from

and sending it to
.
6. “Fuel Crossfeed” refers to the action of taking fuel from

and sending it
to .
7. List the fuel-related items which are “hot-wired" directly

from the battery:
8. Your right engine is shut down in flight, and the left fuel
quantity is getting low. List the steps for the appropriate
crossfeed situation.


Pitot And Static System
The pilot and static system provides a source of impact air and
static air for the operation of flight instruments.
A heated pilot mast is located on each side of the lower portion
of the nose. Tubing from each mast is plumbed into the cabin
to the instrument panel for the instruments.
A dual static system provides two sources of static air to the
flight instruments through two static air fittings on each side of
the aft fuselage. Each static source has a fitting on each side.
An alternate static air line, which terminates just aft of the rear
pressure bulkhead, provides a source of static air for the pilot's
instruments in the event of source failure from the pilot's static
air line. A control on the right side panel, placarded PILOT'S
STATIC AIR SOURCE, may be actuated to select either NOR-
MAL or ALTERNATE air source by a two position selector valve.
The valve is secured in the NORMAL position by a spring clip.
There are three drain petcocks for draining the static air lines
located below the circuit breaker panel on the right sidewall.
These are protected by an access cover placarded STATIC
AIR LINE DRAIN. These drain petcocks should be opened
to release any trapped moisture at each 100-hour inspection
or more often if conditions warrant, and must be closed after
draining.


Pitot And Static System Review
1. The right pilot mast provides ram air pres-

sure to
2. The static ports on the tail provide static air pres-

sure to
3. What prevents the static ports from icing in flight?
4. Where is the alternate static air source (not selector)

located?
5. When alternate static air is selected, which flight instru-

ments are affected?
6. What would be the result of opening the static system

drains (lower right cockpit side panel) during normal
flight?
7. With full flaps, 100 knots calibrated airspeed is achieved

by indicating knots with the normal static sys-
tem, or by indicating knots with the alternate
(emergency) static system.
8. To fly exactly at 5,000 feet and 120 knots airspeed, with

approach flaps extended, your indicated altitude should
be feet and your indicated airspeed should be
knots. (Assume that the altimeter and airspeed
indicated contain no internal instrument error.)


Ice Protection Systems
Intentionally left blank - See Airplane Flight Manual.


Pressurization System
Introduction
This set of notes describes the operation of the pressurization

system on the C90, C90-1, C90A, E90, F90, F90-1, 100, A100,
and B100 model King Air airplanes. It has been prepared as
a training aid for use in pilot courses. Although we believe
that these notes will prove very useful, by consolidating lots of
information in one straightforward presentation, they are not
intended to replace the information presented in the Pilot's
Operating Handbooks and other manufacturers documents for
these various models. When detailed troubleshooting of the
system needs to be done, we strongly recommend that the ap-
propriate Maintenance Manual and Wiring Diagram Manual be
researched thoroughly by maintenance personnel, since often
there are minor changes between different models or between
different serial numbers within the same model group.
Background And Definitions
Pressurization is desirable in an airplane because it allows the

altitude of the cabin to be lower than the altitude of the airplane
Thus, there is a decreased need for supplemental oxygen when
operating at high airplane attitudes. Whenever cabin altitude
and aircraft altitude are identical then the pressures inside and
outside the airplane are equal and no pressure differential ex-
ists. Pressure differential, usually measured in units of "pounds
per square inch differential" (psid), is merely the difference
between the pressure inside and outside the airplane, or be-
tween cabin and ambient pressure. By convention, whenever
cabin pressure is the greater of the two, pressure differential is
a positive number. When a positive pressure differential exists,
we say that the airplane is pressurized. If cabin pressure is
less than ambient, pressure differential is a negative number.
Although the King Air is designed to withstand a normal maxi-
mum differential of 4.6 psid (C90, E90, and all 100 series) or
5.0 psid (C90-1, C90A, F90, and F90-1), each with an allowable
tolerance of 0.1 psid above these numbers, the minimum allow-
able differential is zero. That is, unlike a submarine, the aircraft
structure is not designed to withstand a negative differential.
Referring to the graph on the next page, at 4.6 psid the cabin
can be at sea level with the airplane at 10,000 feet. How high
can the airplane fly white maintaining the cabin at 10,000 feet,
with 4.6 psid? (Answer: 25,000 feet.) If you are cruising at FL
220 with 5.0 psid, what is cabin altitude? (Answer: 7,300 feet )

Pressure vessel means that portion of the aircraft which is
designed to withstand the pressure differential. In the King Air,
the pressure vessel extends from a forward pressure bulkhead
between the cockpit and nose section to a rear or aft pressure
bulkhead just behind the baggage compartment, with exterior
skins making up the outer seal. Side windows are of round
design for maximum strength. All cables, wire bundles, and
plumbing passing through the pressure vessel boundaries are
sealed to reduce leaks.
Environmental System refers to the devices which control the

pressure vessel's environment or interior condition. Along with
ensuring a circulation of air, this system controls temperature
by utilizing heating and cooling devices as needed.

Airplane Altitude/Cabin Altitude Graph

Air Delivery System
(To follow the routing discussed below, refer to the diagram on

page 141.) The air provided for cabin pressurization is obtained
by bleeding air from the last compressor stage (station #3) of
each engine. This "P3" air line, soon after it leaves the engine,
still forward of the firewall, branches into two major parts. The
larger line is the one we are considering here: environmental
bleed air. The smaller line is discussed fully in the "Pneumatic
Pressure and Suction Systems" section of the course. It is
known as pneumatic bleed air or instrument bleed air. From
now on in this section, unless we specify differently, "bleed air"
will refer only to the environmental branch.
The bleed air from either engine, as controlled and regulated by

its respective bleed air flow control unit (sometimes "Flow Pak"
or "Flow Valve"), should continue to provide adequate pressur-
ization if the opposite engine fails. Refer to page 142 for notes
on the flow control unit.
The air from each flow control unit is routed aft through the
firewall, along the inboard side of each nacelle, and inboard
to the wing center section forward of the main spar. The heat
of compression in the air may be retained for cabin heating
or dissipated for cooling purposes. If the air is to be cooled,
it is routed through an air-to-air heat exchanger (sometimes
termed an "intercooler") that absorbs heat by passing the hot
air through a radiator kept cool by outside air supplied from an
opening in the wing's leading edge. If cooling is not desired, a
bypass valve, sometimes known as a cabin heat control valve,
located adjacent to the heat exchanger, allows the hot air to be
routed through a bypass line which misses the heat exchanger
and proceeds into the air ducts to heat the cabin.
At the juncture of the bleed air lines under the cabin floor on
the right side of the fuselage, two flapper valves are installed
to prevent the loss of air due to backwards flow through a
shutdown engine. The bleed air line from the junction is routed
forward along the right side of the fuselage to a plenum just
beneath the copilot's rudder pedals under the cockpit floor. The
bleed air lines from the engine compartment to this plenum are
wrapped with insulation and aluminum tape to reduce heat loss
to a minimum. It is from this plenum that air is distributed to the
various cabin and cockpit outlets, most of which can be regu-
lated through the use of push-pull controls in the cockpit.

Environmental System Schematic

Flow Control Unit
The Environmental Bleed Air Flow Control Unit, known as the

Flow Pak, is located on the forward side of the firewall in each
engine compartment. It serves to regulate the inflow of air into
the pressure vessel for pressurization and heating. Regardless
of changes in power setting, altitude, or outside air tempera-
ture, the Flow Pak attempts to provide relatively constant inflow.
However, it cannot always do a perfect job, specifically, in the
PT6 , if less than 75% N1 is maintained with two engines (or
85% with one engine alone), then the Flow Pak is no longer
able to provide sufficient air to overcome the pressure vessel's
unavoidable leaks, and thus the cabin cannot maintain maxi-
mum differential pressure.
The inflow supplied by the Flow Pak is usually a mixture of

bleed and ambient air (the ambient air being sucked in through
the action of a bleed air ejector in the Flow Pak), with the ratio
dependent upon altitude and OAT. OAT is sensed by a "pneu-
matic thermostat", or pneumostat, also located in the engine
compartment. While on the ground, ambient air is excluded by
a shutoff valve triggered by the left landing gear safety switch.
At liftoff, to avoid excessive pressurization bumps, ambient air
begins mixing in the left Flow Pak immediately, but it does not
start mixing in the right one until about 6 seconds later.
When the left or right Bleed Air Valve switch on the copilot's left
subpanel is placed in the bottom "Closed" position (or center,
Envir Off position, for those airplanes equipped with three-posi-
tion switches) electric power is removed from a normally closed
solenoid valve, causing bleed air flow to be terminated. In other
words, loss of electric power will result in loss of pressurization,
because of the lack of inflow combined with the cabin's leak
rate.
During a test flight much can be learned about the strength of

the Flow Paks by turning them off individually while at maximum
pressure differential.

Whenever cabin altitude is being maintained constant, then the

total air inflow equals the total air outflow. When one Flow Pak is
turned off and its inflow ceases, the cabin will momentarily lose
more air than it is receiving and thus it will start to climb. The
pressurization controller should respond, descending the cabin
back to its original altitude and thereby returning pressure dif-
ferential back to maximum.
If the peak rate of cabin climb when one switch is turned on is

less than 1000 fpm then that Flow Pak is weak, not supplying
the proper amount of air. With both switches turned off simulta-
neously, the cabin's leak rate can be determined. It should not
exceed an initial cabin climb rate of approximately 2500 - 3000
fpm.
Refer to the end of this chapter for a checklist covering the

inflight test procedure for Flow Paks and leak rate.

Pressurization Control System And Components
Since air is delivered to the pressure vessel at a relatively

constant rate of flow, the pressurization control system controls
only the outflow of air from the pressure vessel to achieve con-
trol of cabin altitude. The system involves the following compo-
nents.
The cabin pressure control switch, mounted on the cockpit

pedestal, contains three positions. The aft position is labeled
"Test", the center is "Press" (for "Pressure"), and forward is
"Dump". Normally it is left in the center position at all times. The
switch must be lifted over a detent to go to the Dump position,
and when released from the Test position it will return back to
the center due to spring force. The Pressure position allows
normal pressurization in flight but prevents pressurization while
on the ground. The Test position allows pressurization to oc-
cur on the ground for a maintenance (or an occasional before
takeoff) check. The Dump position provides for a rapid outflow
of cabin air to eliminate or dump all pressure differential. It also
allows a ram air door to open to provide fresh air ventilation in
flight from a recessed scoop on the lower left side of the nose
section. The Dump position is most commonly associated with
emergency removal of smoke or fumes in flight.
The pressurization controller, also mounted on the cockpit

pedestal, attempts to maintain the selected cabin altitude that
is dialed into its face. It does this by adjusting the flow of air out
of the pressure vessel through the outflow valve.

The face of the controller contains two knobs - the left one is the
rate knob and the right one is the altitude knob. With the altitude
knob, the pilot can select a desired cabin pressure altitude,
from 1,000 feet below sea level to 10,000 feet above sea level.
It is this altitude which the controller will attempt to maintain in
the cabin. Whenever cabin altitude agrees with the selected
altitude, the rate knob has no effect. But when the cabin is in
the process of achieving a new selected cabin altitude, the rate
knob determines how fast it will climb or descend. The mini-
mum rate of change can be as little as 50 fpm while the maxi-
mum rate typically exceeds 2,000 fpm.
There are two or three solenoid-operated valves, depending on

your airplane's serial number, associated with the pressuriza-
tion control system: the dump solenoid, the preset solenoid,
and, perhaps, the door seal solenoid. The preset solenoid clos-
es on the ground, blocking off the source of suction or vacuum
to the controller. Without vacuum, the controller cannot function.
Thus, regardless of what you do to the knobs on the controller,
pressurization should never occur until the airplane is airborne
or until the cabin pressure switch is held in the Test position.
Although not obvious, the benefit that the pilot derives from the
preset solenoid is that he can preset a desired cabin altitude
before takeoff, even though that altitude may be well above the
takeoff fields elevation. After things have stabilized following
takeoff, the cabin will be climbing to the selected altitude at the
selected rate.
If the preset solenoid fails in the de-energized, open, position,

then following the next takeoff there will be no pressurization
- no pressure differential, and with the cabin climbing just as
rapidly as the airplane. This is because a "phantom cabin" ex-
ists at a higher altitude, somewhere between field elevation and
the selected altitude, and not until the airplane climbs above
the altitude of this "phantom cabin" will any pressurization oc-
cur. (Some other airplanes, including early models of King Airs,
were not manufactured with preset solenoids, and the proper
procedure for them is to leave the controller set for a cabin
altitude only slightly above the field altitude. After the airplane
passes through this low altitude and the pressure differential
begins to increase, then the cabin altitude should be selected
to the desired value for cruise. Preset solenoids simplify the
workload).

On the other hand, if the preset solenoid fails (sticks) in the
closed position, then after takeoff the cabin will dive rapidly as
air flows into an essentially closed pressure vessel (since both
the outflow and the safety valves will be closed). Differential
pressure will "runaway" until it either stabilizes at maximum or
until the crew reacts by closing the bleed air switches to termi-
nate the air input (or by activating the Dump switch).
The outflow valve, located near the bottom of the rear pressure
bulkhead, is used for three purposes. First, it meters the outflow
of cabin air in response to vacuum control forces from the pres-
surization controller, acting in conjunction with pressure forces
due to the existing cabin altitude. Second, it contains a pread-
justed relief valve set to ensure that pressure differential does
not exceed the maximum (4.6 or 5.0 psid). Third, it incorporates
a negative relief diaphragm which, as the name implies, pre-
vents the pressure differential from being negative. (That is, the
cabin altitude cannot be higher than the airplane.) The outflow
valve is spring-loaded to the closed position, and requires
some type of pneumatic (air pressure) differential across it to
open.
The safety valve, located just inboard of the outflow valve,

also performs three functions. First, it is the dump valve which
opens completely to relieve all remaining pressure differential
whenever the pressure control switch is positioned in Dump, or
whenever a landing is made. (In these cases, electric current
flows to the dump solenoid, which opens a valve that allows
suction to draw open the safety valve.) Second, it contains a
preadjusted relief valve set to ensure that pressure differential
never becomes excessive. (On early models, with valves manu-
factured of metal instead of Lexan, the safety valve relief was
set for 4.9 psid. Later models have the relief set at the same
value as the outflow valve, either 4.6 or 5.0 psid. In fact, the two
valves, outflow and safety, are identical on the later airplanes,
only differing in where they are installed, which lines are con-
nected to them, and whether a plug or a filter is screwed into
one port on the valve.) Third, it provides negative differential
relief, exactly like the outflow valve. Also like the outflow valve, it
is spring-loaded to the closed position, and requires some type
of pneumatic (air pressure) differential across it to open.
Refer to pages 148 and 149 for diagrams of the control system.

Pressurization System Operation
Prior to turning the battery on, all solenoids are relaxed and the
outflow and safety valves are spring-loaded closed. When the
battery is turned on, electricity flows through the Pressure Con-
trol circuit breaker to these components: (1) the preset sole-
noid, a normally-open valve, now energized closed, associated
with the controller; (2) the dump solenoid, a normally-closed
valve, now energized open, associated with the safety valve; (3)
the ram air door electromagnet, now energized to help draw the
ram air door closed and keep it there unless the crew dumps
the pressurization in flight; and finally (4) the door seal solenoid,
operating a normally-open valve, now energized closed, which
is on all F90's and F90-1's, and on other models with serial
numbers after LJ-765, LW-272, B-241, and BE-39. (Operating
tip: To prevent possible heat damage or deterioration to these
solenoids, consider tripping the "PRESS CONT" circuit breaker
whenever ground power is applied for a long time while trouble-
shooting some other system, perhaps an avionics malfunction.
Also, by tripping the "TEMP CONT" CB, the ambient air shutoff
valve solenoids on the bleed air flow control units are relaxed.
Just remember to check and reset all breakers before taxiing!)
When suction becomes available after an engine is started,

it flows through the open dump solenoid-valve, and in turn it
sucks opens the safety valve. Thus, when operating on the
ground, usually the outflow valve is closed and the safety valve
is open. When and if the pressure control switch is held to Test,
a flight condition is simulated. That is, the before-mentioned
solenoids relax (with the exception of the ram air door solenoid,
which makes no difference on the ground since there is little
forward velocity), causing (1) the controller to become opera-
tive, (2) the safety valve to "stop dumping", or go closed, and
(3) the door seal to inflate and seal the cabin door more tightly.
At this time, will the airplane begin to pressurize, validating the
test? Not necessarily! We find that some common mistakes are
made, such as not having bleed air switched on, or having too
little engine power to deliver sufficient inflow to overcome leaks.

Pressurization Schematic (On Ground, In Dump)

Pressurization Schematic (In Flight, Or Test)

Here is a simple checklist for properly performing a ground
check of pressurization:
Bleed Air Valves..................................................................OPEN

Condition Levers.........................................................HIGH IDLE
(B100: Speed Levers..................................................HIGH RPM)
Pressurization Controller.......................... SET CABIN ALTITUDE
AT LEAST 500 FEET BELOW
THE FIELD ELEVATION, PREFERABLY
LOWER; SET RATE KNOB AT 12 O'CLOCK
Pressure Control Switch...................................... HOLD TO TEST
(Alternately, you can pull the PRESS CONT Circuit Breaker, if

you tire of holding the test switch.)
Be patient! Often 30-60 seconds will be required to see a re-

sult.
Cabin Vertical Speed Indicator.......... MONITOR FOR DESCENT

Cabin Altitude..................................... MONITOR FOR DESCENT
Cabin Pressure
Differential lndicator.......................... MONITOR FOR INCREASE
Now, after the descent rate has stabilized, experiment with the
rate knob, to confirm that you can vary the rate of descent.
Pressure Control switch.................................................RELEASE

Other switches and Controls.................... RETURN TO NORMAL
After lift-off, the landing gear safety switch opens, removing

power from the solenoids (just like the Test position did). Con-
sequently, the safety valve goes to its spring-loaded closed
position, as the outflow valve begins modulating outflow to
achieve the rate and cabin altitude selected on the controller. If
the pilot selects a cabin altitude or rate which is too low for the
actual airplane altitude or rate of climb, the pressure differen-
tial will try to exceed the maximum setting in the outflow and/or
safety valve's relief. In that case, the valve(s) will automatically
open further, allowing more cabin air to be released, and thus
preventing excessive build-up of pressure.

As the aircraft descends below the selected cabin altitude

either by mistake (when a descent is made with the rate set too
low or while the cabin altitude was accidently left at the cruise
setting) or during the last phase of any normal landing, when
the airplane reaches the cabin altitude setting the negative re-
lief portions of both the outflow and the safety valve will open to
let outside air into the cabin. Thus, the cabin will descend with
the airplane, with a pressure differential of about zero.
Upon touchdown, the activation of the left landing gear safety

switch returns the airplane to its dumped condition, as before
takeoff. Since the airplane should already have reached zero
pressure differential, little noticeable effect occurs. However, if
ever the airplane lands while still pressurized, then the touch-
down will cause a dump of remaining pressure differential.
Refer to page 152 for a wiring diagram showing the function of

the "Pressure Control" circuit breaker in your particular model.
Notice that three of the four solenoids which receive power
from this CB are not powered when the airplane is airborne.
The remaining solenoid the ram air door magnet is not needed
in flight except when the airplane is at high speed with low
pressurization differential. Consequently, tripping this breaker
during normal flight will cause no change in pressurization.
However, you may lose the cabin altitude annunciator and you
will lose the ability to dump pressurization.

Pressurization Control Circuits

Bleed Air Flow Control Unit and Aircraft Leak-rate

In-Flight Test Procedure
(These 3 pages may be duplicated without permission and

used in the airplane as a cockpit checklist)
The following procedure may be conducted during a test flight

to help determine the strength of individual Bleed Air Flow
Control Units (Flow Paks), to determine if they are properly
shutting off, and to determine the airplane's total leak rate. The
data determined here can be of great benefit in maintenance
troubleshooting.
C90's prior to LJ-587, E90's prior to LW-55, all 100's, and

A100's prior to B-169 use the left environmental bleed air to
inflate the cabin door seal. Consequently, it is nearly impossible
to properly compare one flow pak to the other and to accurately
determine the leak rate, since the door seal will not be properly
inflated. Although the procedure here can be used, it must be
recognized that there is a high probability of erroneous read-
ings.
Procedure
1. Establish level cruise flight at maximum pressure differ-
ential (DP), using normal cruise power setting, between
15,000 and 18,000 feet. (To do this, simply set the con-
trollers cabin altitude for sea level or lower and climb
until the cabin begins to climb also.)
2. Record:
A. Aircraft pressure altitude: feet
B. Indicated cabin altitude: feet
C. Indicated differential pressure (DP): psid
D. Indicated cabin rate-of-climb: fpm (should
be 0)
E. Engine speed: / %(L/R)

Conduct steps 3 through 6 for the left side only, recording the
results in the appropriate spaces. For now, leave the results
concerning the right side blank.
3. Watch the cabin rate-of-climb indicator as you turn the

left bleed air switch to the "Closed" (bottom, for 2-po-
sition switches), or "Envir Off" (center, for 3-position
switches) position. The indicator should rapidly rise to a
maximum peak, then descend.
Record:
Cabin's peak rate-of-climb: / fpm
(Left Off) / (Right Off)
4. Rapidly move the left power lever to idle while watch-

ing the cabin rate-of-climb indicator. If the flow pak is
properly shut off, there should be no change. Return to
normal cruise power. Circle the appropriate answer on
each line below.
Does the left flow pak indicate that it is shutoff completely? Y/N
Does the right flow pak indicate that it is shutoff completely? Y/N
5. When the cabin stops climbing or descending, with the

rate-of-climb indication stabilized at its original reading:
Record:
Indicated DP (left pak off): psid
Indicated DP (right pak off): psid
(Should be maximum, same as before.)
6. Turn the bleed air switch back on. Wait until there is
indication that the flowpak has reopened successfully
(such as a momentary cabin descent surge, louder air-
flow noise, rise in ITT, or reduction in torque), and until all
parameters return to their initial values. Sometimes, this
takes a very long time (10 minutes or more), and occa-
sionally a flow pak won't reopen at all during this flight. In
that case, terminate the check until another flight can be
made.

7. Repeat steps 3 through 6 for the right side, recording

the values in the appropriate places which you left blank
before.
8. With both bleed air switches back on and all parameters

at their original values, watch the cabin rate-of-climb
indicator as you turn off both bleed air switches simulta-
neously. It should rapidly rise to a maximum, then show
a slow, continual, reduction. (With decreasing DP, the air
doesn't leak out as fast, so the cabin doesn't climb as
fast.)
Record:
Cabin's peak rate-of-climb: fpm
This is your airplane's leak rate. It is excessive if it exceeds

2500 - 3000 fpm. However, it is not uncommon to find leak
rates well above 5,000 fpm. This is not necessarily danger-
ous, but it does imply that, were an engine to fail or a bleed
air switch be turned off in flight, the airplane would not be
able to maintain proper pressurization. Also, with a high leak
rate, one can expect to experience more pressurization ir-
regularities than are typical (e.g., a cabin climb when power
is even slightly reduced during descents).
9. Optionally, you may wish to keep the bleed air switches

off until the cabin climbs high enough to trigger the "Alt
Warn" annunciator, to verify that it is functioning properly.
It should illuminate at 10,000 ± 500 feet. (12,500 ± 500
feet for the F90, 200, and 300 series).
10. Turn the bleed air switches back on; the test is complete.


Pressurization Review
1. Sea Level standard pressure is 29.92 inHg (inches of

mercury) or 14.7 psi...30 inHg and 15 psi, for our pur-
poses. These are absolute, or total, values. (Take them
away, and a pure vacuum results.) By approximately
18,000 feet, we are above one-half of the atmosphere...
the pressure is one-half of its sea level value.
A. If a particular airplane is maintaining a cabin altitude

of sea level while flying at 18,000 feet, it must be
capable of attaining a differential pressure (DP) of
psid.
B. If this same airplane flies to 36,000 feet, while main-

taining the same DP, the cabin will be BELOW 18,000
FEET/AT 18,000 FEET/ABOVE 18,000 FEET.
C. During the climb from 18,000 to 36,000 feet, while

maintaining the same DP would have had a rate of
climb LESS THAN/EQUAL TO/GREATER THAN the
aircraft's rate of climb.
2. T/F Whenever the cabin is climbing, a net loss of cabin

air is taking place. In other words, more air is leaving the
pressure vessel than is entering it.
3. T/F Whenever the cabin is climbing, DP is decreasing.
4. You turn off the left environmental bleed air switch while
cruising in flight at maximum DP. You see no change in
cabin altitude, rate of climb, DP, or engine instruments.
This can indicate one of two things. What?
5. When landing with an altimeter setting higher than stan-

dard, it is proper to set the pressurization controller for a
cabin altitude HIGHER/LOWER than standard.
6. On the downwind leg, 1,500 feet above the airport, you

see that DP reads about 1.0 psid. What should you do
now?

7. T/F Dumping with the dump switch and landing the
airplane (putting weight on the wheels) both result in the
exactly same effect on all pressurization system valves
and solenoids.
8. If you experience difficulty in closing the cabin door with

the right engine running, what can you try other than
shutting down the right engine?
9. Dumping with the dump switch DOES NOT AFFECT/

TERMINATES the environmental bleed air inflow.
10. Total electrical failure in flight will have what effect on

pressurization?

Oxygen System
See Airplane Flight Manual.
Read the selections in your Pilot's Operating Handbook, out of

the "Systems Description" and "Handling and Servicing" sec-
tions, that deal with your installed oxygen system. Then answer
the following questions. (if you are not sure what size bottle
your airplane has, use the figures for 22 ft3, the most common
size.)


Oxygen System Review
1. A proper pressure reading when the bottle is fully

charged and at 70°F is psig.
2. Suppose you have two crewmembers using normal (not

100%, if applicable) oxygen flow with four passengers
also "on the bag". If there is a current pressure reading
of 600 psig in the bottle, how much duration remains?
minutes
3. Describe what must occur, step by step, for the copilot

alone to use oxygen.
4. Describe what must occur, step by step, for one passen-

ger alone to use oxygen.
5. Describe what must occur, step by step, for all passen-

gers and crew to use oxygen.


Environmental System
This set of notes describes the operation of the environmental

system on the C90, C90-1, C90A, E90, F90, F90-1, 100, A100,
and B100 model King Air airplanes. It has been prepared as a
training aid for use in pilot courses. Although we believe that
these notes will prove very useful, by consolidating lots of infor-
mation in one straight forward presentation, they are not intend-
ed to replace the information presented in the Pilot's Operating
Handbooks and other manufacturer's documents for these
various models. When detailed troubleshooting of the system
needs to be done, we strongly recommend that the appropri-
ate Maintenance Manual and Wiring Diagram Manual be re-
searched thoroughly by maintenance personnel, since often
there are minor changes between different models or between
different serial numbers within the same model group.
Environmental Control Panel
The control switches for the environmental system are located

on the copilot's left subpanel. The large multi-positioned rotary
switch is the Cabin Temp Mode Switch. The mode switch con-
tains four positions: OFF is centered at the top of the switch,
AUTO is to the right, MAN HEAT and MAN COOL are to the left
of center. (100 models, as well as early C90's, E90's, and some
A100's had two AUTO positions. The only difference between
the two positions is the location of the cabin temperature rheo-
stat. In CKPT AUTO it is in the cockpit, accessible to the crew.
In CABIN AUTO it is in the cabin, for passenger use.)

The Cabin Temp Rheostat is to the left of the mode switch. (As
mentioned above, there may be another one in the cabin, either
in the headliner or sidewall.) Turning it clockwise, in the direc-
tion labeled INCR, increases cabin temperature, but only while
operating in an AUTO (automatic) mode.
The Vent Blower Switch has three positions - HIGH, LO, and
AUTO. The blower meter has two speeds. Low or high speed
may be selected by placing the switch in the appropriate posi-
tion. In the AUTO position, the blower operates whenever the
mode switch is not off, but will cease operation when the mode
switch is off. When operating in this automatic manner, the
speed is usually low, but later models are designed so that the
blower goes into high speed whenever the electric heater oper-
ates. High speed is useful for more rapid heating or cooling
due to extra air circulation, but it is noisier than low speed and
probably increases the rate of motor wear.
The Manual Temp Switch is spring-loaded to the center posi-

tion (which acts as OFF) and must be held up to INCR or down
to DECR to change the temperature of the incoming bleed air
appropriately. This switch functions only when the mode switch
is in MAN HEAT or MAN COOL.
The Electric Heat Switch contains three positions - OFF at the

bottom, NORM (normal) in the center, and GND MAX (ground
maximum) at the top. Although the heater can operate in flight
to supplement bleed air heat, its main purpose is to provide
heat while on the ground, since bleed air is not very warm with
engines idling. Regardless of its own switch position, the heater
will shut off when the mode switch is off. The heater requires
so much electric power (yet is only a comfort item, not a safety-
of-flight item) that the Beechcraft designers have ensured that
it will never "rob" electricity from more critical items. Thus, they
provide a heater "lock-out" to prevent the heater from operating
if windshield heat or prop heat or lip boot heat (if applicable) is
operating.

Push-pull controls on the instrument subpanel can be posi-

tioned to direct the circulating air to various outlets. A control
labeled "DEFROST AIR - PULL ON" allows air to be directed
onto the windshield. (Do not make the mistake of thinking that
this defrost air is always warm. On the contrary, it is just as cold
as the air coming from other outlets when in a cooling mode of
operation.) A control allows air to be directed toward the pilot's
feet, if desired, and another control operates identically for the
copilot. Some models contain a control labeled "CABIN AIR -
PULL DECREASE", just to the left of the copilot's control wheel,
which may be used to decrease air flow to the "cabin" (the
area aft of the cockpit/passenger-compartment divider) while
increasing air flow to the cockpit. This can be handy in achiev-
ing a proper balance of temperatures throughout the airplane's
interior, but care must be taken not to overdo it, or else the pas-
sengers will receive very little airflow.

Environmental System Schematic

Air Circulation Pattern
The vent blower, installed forward of and beneath the pilot's

rudder pedals, provides the motive force for air flow circula-
tion in the airplane's interior. The name is misleading: the vent
blower does not ventilate the cabin with outside air, it merely
re-circulates cabin air. The blower pumps cabin air through a
flapper door in the forward pressure bulkhead into the air con-
ditioner's evaporator plenum. Outside ram air, which is avail-
able in flight when pressurization is dumped, also is directed
into this plenum. During normal pressurized operation, the ram
air door is closed.
In the evaporator plenum, the air passes through a filter and

then across the Freon evaporator which, if the Freon system
is operating, refrigerates the air. It then passes through the
crossover duct to the right side of the nose section. (The cross-
over duct, if cracked or loosely clamped in position, can be
the source of excessive leaks from the pressure vessel, yet it is
hard to hear the leaks from the cockpit or cabin.) A part of the
air is tapped off before it enters the heater and is ducted to the
individual overhead outlets. The rest of the air passes through
the electric heater, which may or may not be operating, and
into the mixing plenum forward of and beneath the copilot's
rudder pedals. There, it mixes with incoming environmental
bleed air if the engines are running and the bleed air valve
switches are in the OPEN position.
From the mixing plenum, air is ducted to cockpit and defroster

outlets, and under the floor on the right side of the cabin to out-
lets on the sidewalls and in the baggage compartment. As the
air enters the airplane's interior, some will flow forward to feed
the vent blower and be circulated again, and some will flow
overboard through the outflow and/or safety valves and through
various leaks.

Environmental System Components
The bypass valves are motor-operated and require approxi-

mately thirty seconds for each to move from a fully closed to a
fully open position. Since they operate sequentially, it takes a
total accumulated time of one minute for both valves to move
from one extreme position to the other. Their position deter-
mines what fraction of the incoming environmental bleed air
will be cooled by the intercooler in the wing center section. The
remaining amount, the bypassed fraction, enters the cabin with-
out being cooled.
The bypass valves receive power only when the mode switch is
not OFF. In AUTO, the automatic temperature control unit sends
electric power to the valves, and in MAN HEAT or MAN COOL,
the Manual Temp Switch is the power source.
The electric heater consists of a metal tube containing eight

heating elements or grids. Four grids are wired together in
parallel to form the "normal" heater, and the other four grids,
wired the same, form the "ground maximum" heater. Each grid
requires approximately 36 amps of electric current. Thus, the
normal and ground maximum grids each need nearly 144 amps
(288 amps total!). Circuit protection takes the form of 150 amp
circuit breakers in the cockpit floor or 150 amp current limiters
beneath the floor. Each four grids provide 13,650 BTU/hr of
energy output.
The King Air's Freon air conditioning system is similar to any

conventional ground or automotive refrigeration system, and is
composed of five major components: the receiver-dryer, expan-
sion valve, evaporator, compressor, and condenser. See page
171 for a block diagram of the system.

Freon leaves the receiver-dryer and flows as a liquid to the

expansion valve. Here it is metered at reduced pressure to the
evaporator at a rate which will allow all of the liquid to evapo-
rate into a vapor prior to entry into the compressor. For the ex-
pansion valve to be able to meter the required amount of Freon,
it senses temperature and pressure at the evaporator outlet.
Since the temperature of the Freon as it flows through the coils
of the evaporator is less than the temperature of the air flowing
around the coils, a heat transfer process occurs. Energy leaves
the air and enters the Freon. Thus the air is cooled and the
Freon heats to its boiling point (which is very low at the current
Freon pressure) and evaporates. The vapor leaving the evapo-
rator is still at a low temperature as it flows to the suction side
of the compressor. This positive displacement pump increases
the pressure and temperature of the vaporized Freon. From the
discharge side of the compressor, the Freon now continues
to the condenser coils, where outside air flowing through the
airplane's nose section cools the vapor down to its condensa-
tion point, causing the vapor to return to liquid. (Because of the
pressure difference between the evaporator and the condens-
er, the boiling/condensation temperature at the condenser is
much higher than at the evaporator.) The liquid Freon returns to
the receiver-dryer, making the cycle complete. In summary, the
Freon acts as a medium for transporting energy (heat) from the
cabin air to the outside air.
The air conditioner system is rated at 16,000 BTU/hr of cooling

capacity. The compressor motor draws slightly over 130 amps,
making this system, like the electric heater, one of the larger us-
ers of aircraft electric power. Early serial number C90's, E90's,
100's and A100's use a 150 amp circuit breaker for system pro-
tection, and the breaker is located in the cockpit floor, between
the pilot's seat and the pedestal. Later models protect the sys-
tem against electrical overloads with a 150 amp current limiter,
located under the cockpit floor, and thus not readily accessible
to pilots.

Electric Heater
The electric heater is made up of four NORMAL heating ele-
ments, or grids, wired in parallel, and four identical GROUND
MAXIMUM grids. Each grid uses approximately 36 amps of
current, meaning that almost 144 amps is required to operate
one-half of the heater grids and 288 amps is needed to operate
all grids together.
Because the heater requires so much electric current but is
only a "comfort" item, not a safety-of-flight item, certain other,
more important, users of electricity take priority and prevent the
heater from operating. These LOCK-OUT items are:
• Windshield Heat
• Propeller Heat
• Engine Lip Boot Heat (if applicable)
The heater is protected by a 220°F thermal switch and a vent
blower pressure switch. In the event that the outlet temperature
reaches 220°, the heater will cease operation until the tempera-
ture cools. The heater will also cease operation if a pressure
switch senses loss of airflow from the vent blower (which could
cause the heater core to become very hot, since the thermal
energy is not being carried away by the air).
With the Electric Heat switch in the OFF position, all grids are
off.
With the Electric Heat switch in the NORMAL position, the Nor-
mal grids are available. That means:
• They will be operating when the Cabin Temp Mode selector
is in the MAN HEAT position.
• They will be operating when the Cabin Temp Mode selector
is in the AUTO position if the environmental bleed air com-
ing into the airplane is as warm as possible, bypassing the
heat exchangers totally.
• They will NOT be operating when the Cabin Temp Mode
selector is in the OFF or the MAN COOL position.
With the Electric Heat switch in the GROUND MAXIMUM posi-
tion, the Normal grids remain available and the Ground Maxi-
mum grids will be operating.
• The Electric Heat switch will stay in the Ground Maximum
position only if the left landing gear safety switch is activat-
ed (weight on gear) and the Cabin Temp Mode selector is
not in the OFF position.
• If the switch is HELD in this position when the gear is re-
tracted (left uplock switch activated), then the Ground Maxi-
mum grids will operate but the normal grids will not!

Electrically-Driven Air-Conditioning System
The Start Control circuit breaker, if blown, will prevent the com-
pressor motor from starting. If the air conditioning system fails
to operate when you are away from your service facility you
may wish to check this CB and reset it if it is tripped - once.
It is accessible by removing the panel on top of the airplane's

nose compartment, abeam the louvers there. The panel is held
in position by a lot of Phillips screws. You cannot miss the CB -
it is the only one there.

Operation
The following simplified block diagram compliments this dis-

cussion of environmental system operation.
Cabin Temperature Control Schematic

The air which leaves a Bypass Valve and flows to the cabin
is a mixture of cool and warm air, in any ratio. The Bypass
Valve determines the temperature of the incoming environ-
mental bleed air by controlling what portion of the air pass-
es through the intercooler and what portion bypasses the
intercooler. (The intercooler is an air-to-air heat exchanger
in the respective wing's center section.)
Each valve requires approximately thirty seconds to operate

from the maximum cooling to the maximum heating posi-
tion. Since they operate sequentially, not simultaneously,
one minute is required to position both valves from one
extreme to the other.
With the cabin temp mode switch in AUTO, the temperature in

the airplane is controlled by an automatic temperature control
unit. This device is installed under the cabin floor in early mod-
els, but, becoming smaller and lighter with time, it is combined
with the temperature sensor in the cabin overhead on later
models.

Three inputs send information to the control unit. First, a rheo-

stat allows the pilot (or passengers, if there is a CABIN AUTO
position) to "tell" the unit what temperature is desired. Second, a
cabin temperature sensor allows the control unit to sense what
the existing cabin temperature is. This sensor is usually in the
overhead, but early 100 and A100 models had it located near
the floor on the cabin's left side wall, forward of the entry door.
A small fan installed in the sensor draws in cabin air and blows
it over the temperature probe to provide a more realistic read-
ing of cabin conditions. Third, a temperature sensor is installed
in the bleed air duct near the mixing plenum so that the auto-
matic control unit can sense the temperature of the air being
fed into the cabin.
From these inputs, through a balanced Wheatstone bridge

circuit, the control unit selects one of three options. It will initi-
ate a heat command if cabin temperature should be increased,
a cool command if cabin temperature needs to be decreased,
and it will remain inactive if the temperature is acceptable.
The heat command in|tally is sent to the left bypass valve. If

not already fully open, in the full-hot position, this motor-driven
valve will open further to send warmer air to the cabin. When
and if the left bypass valve reaches the "full hot" position, a limit
switch is contacted which transfers the heat command to the
right bypass valve. (This valve is fully closed, In the coldest-air
position, until the left valve is open.) Now the right bypass valve
begins to move to a hotter-air position. When the right bypass
valve is fully open, another limit switch transfers the heat com-
mand to a relay which causes the four normal heater grids to
begin operating, if they can (that is, if the electric heater switch
is not OFF and if no "lock-out" items are operating). As you can
see, maximum use is made of "free" bleed air heat before the
electric heater is used.
A cool command begins by moving the right bypass valve to-

wards a colder-air position. When and if that valve moves to its
closed limit, the command transfers to the left bypass valve to
progressively cool the incoming air on that side. When the left
valve moves to the full-cold position, the cool command "asks
for" the Freon air conditioner to begin operating.

Once the Freon system is operating, the next heat command
must open the left bypass valve two-thirds of its travel (60° out
of 90°) before the Freon system ceases. Therefore, occasion-
ally the air conditioner must work against some bleed air heat,
but this possibility is preferable to the possibility of having the
air conditioner cycle repeatedly on and off, with the accompa-
nying wear on the compressor and compressor motor.
Keep in mind that any time the automatic temperature control

unit is not asking for heating or cooling then the bypass valves
remain in their last positions. Also, when the mode switch is
turned off, the valves stay where they are. So, do not turn the
mode switch off if excessive heat is experienced in flight. In-
stead, position it to MAN HEAT or MAN COOL, and hold the
Manual Temp switch in the DECR position.
When MAN HEAT is selected with the mode switch, the normal
heater grids are "asked" to operate continually, regardless of
bleed air temperature. Now, the Manual Temp switch becomes
active and can be used. Holding this switch up to INCR ads
as a heat command to the bypass valves. Holding the switch
down to DECR acts as a cool command. Bleed air temperature
can be regulated on a trial-and-error basis. Knowing that one
minute of travel will position the valves to the full-fiat or full-cold
positions, you may wish to begin with 10 to 20 seconds of use.
MAN COOL, like MAN HEAT, provides "trial-and-error" control

over bleed air temperature through the Manual Temp switch.
Also, the Freon air conditioning system is now "asked" to oper-
ate full-time, regardless of bleed air temperature.

Operating Tips
Normal operation of the King Air's environmental system is very

simple. Usually, after engines are started and both generators
are on, AUTO is selected on the mode switch and the cabin
temp rheostat is set to a position that you know from past expe-
rience yields a comfortable cabin temperature. The vent blower
begins operation automatically. With the electric heater switch
in NORM, the normal heater grids will function if needed, but
will remain dormant otherwise.
On a very cold day, better ground heating can be obtained by

(1) using GND MAX electric heat, (2) using HIGH blower speed,
and (3) closing all overhead air outlets, thus forcing all air
through the electric heater.
On a hot day, the operator can (1) use High blower, (2) close
bleed air valve switches while on the ground, and (3) open all
overhead air outlets to allow increased flow through the air con-
ditioner.
Whenever the air conditioner or electric heater operates, the

generators will be subjected to high loads, which in turn forces
the engines' lTT's to higher values. Moving the condition levers
forward for a higher idle N1 speed will result in cooler steady-
state ITT's, lower temperature transients when power is added,
and therefore reduced engine deterioration. (F90 and A100
series already idle at 60%: nice for the engines' ground tem-
peratures.)
Use of an auxiliary power unit allows the airplane to be pre-

cooled or pre-heated prior to engine start. You may set the
environmental controls the same way as with generators operat-
ing, but bleed air switch position makes no difference, since no
air is yet available from the engines.


Environmental System Review
1. The Vent Blower switch's bottom position is labeled

"Auto." The vent blower usually runs in HIGH/LOW speed
when the switch is in this position, but the blower will
shut off whenever the Cabin Temp Mode switch is in the
position.
2. You have selected "Man Cool" with the Cabin Temp

Mode switch. To cool the cabin as much as possible,
the "Manual Temp" switch should be held UP/DOWN to
INCREASE/DECREASE for an accumulated time of at
Least seconds.
3. Suppose that a bird became lodged in the intake to the

air-to-air heat exchanger in the wing root. This would
likely result in the incoming environmental bleed air be-
ing COOLER/WARMER than expected.
4. While pre-cooling the airplane by using a ground power

unit (to operate the air conditioning system), in which
position would you select the Cabin Temp Mode switch?
Why?
5. On a cold day, approaching the destination airport for a

VFR landing, you turn off the windshield heat. Surpris-
ingly, you notice that the loadmeters suddenly show an
increase. When the windshield heat is turned back on,
the loadmeters decrease again. Explain what is causing
this "backward" effect.
6. Environmental bleed air from the

side must get fully hot before the
side heats at all. Thus, if excessive heat is experienced,
close the side first.
7. The air circulation fan in the cabin temperature sen-

sor unit fails, and is inoperative. The automatic mode of
temperature control will tend to give HOTTER/COLDER
temperature than desired. (Hint: The sensor is located
very close to the aluminum skin of the airplane.) What
will be the effect of this failure on the manual mode of
temperature control?
8. Discuss methods you could use in flight to direct more

heat to the cockpit and less to the cabin (passenger
area).


Performance
Intentionally left blank...see Airplane Flight Manual.


IFR Procedures
Intentionally left blank...see Pilot's Operating Manual and Flight

Training Notes Book for this topic.


Weight and Balance
Basic Weight and Balance Loading Form


King Air Weight and Balance Loading Form


Avionics
Intentionally left blank.


Blank Paper


Examination
Preface
The following notes describe techniques which have proven ef-

fective in flying the Beechcraft King Air model B100 proficiently.
They are meant to be a guide during initial flight training, and
they should also be helpful for the pilot undergoing transi-
tion, upgrade, or recurrent flight training. Since the King Air is
certificated for operation by one pilot, these notes usually are
directed to single-pilot operation. However, we definitely feel
that safety can be enhanced when two competent crew mem-
bers work together. In the "Crew Coordination" section of these
notes, you will find various suggestions offered for two-pilot
operations.
Normal, abnormal, and emergency procedures described in

the form of checklists must be thoroughly studied. Except for
the Bold Face emergency procedures, they do not need to be
memorized, but familiarity with them is essential to the proficient
and safe operation of the airplane. The operating tips pre-
sented in these notes are methods and techniques that serve
to expand upon and complement the checklists. Some of the
guidelines specified in FAA practical test standards have been
repeated here as they apply to various areas of King Air opera-
tion.
It is impossible to cover every conceivable situation that may

arise during operation of the King Air. Sound judgment and
good operating practices that have proven helpful to you in
flying other airplanes will likely serve you quite well in the King
Air. The techniques described here are not necessarily the only
way to achieve the desired result, but they are an effective and
proven way.


Operating Tips
Engine Starting and Shutdown Comments
With the battery switch off, practice the proper starting proce-
dure thoroughly until the steps are easy for you. It takes some
coordination and practice for the fingers of the left hand to do
their tasks well.
Here are a few points to consider:
1. If practical, park facing into the wind for starting. Allow-
ing the wind to blow into the inlet and not the exhaust
improves airflow and reduces ITT. If unable to park fac-
ing the wind, putting the flaps down will help keep the
start cool by partially blocking the wind from blowing up
the exhaust pipe.
2. Remember the 300°C ITT residual temperature start-
ing limit. If the ITT is above 300° before start, place the
Start Select switch in the Crank position before initiating
the start. (That is, before moving the Engine Start/Stop
switch to Start). The ITT will rapidly fall as the starter
spins the engine and once the speed reaches about
15% move the Start Select switch from Crank to Ground
and proceed with normal start monitoring.
3. Move only one Engine Start/Stop switch from the Stop
(bottom) position to the Run (center) position before the
first engine’s start. Why? Because by "unlocking" only
one Engine Start/Stop switch before starting, accidental
activation of both starters at the same time becomes
impossible.
Since this "lever lock" switch must be pulled over a de-
tent to move out of the Stop position - a two-finger opera-
tion - it becomes difficult when one finger is already de-
voted to holding up the NTS Test switch. Thus, it must be
done before the start. If a start ever needs to be aborted,
moving the switch to Stop is proper procedure. This ac-
tion should terminate the start sequence and close the
fuel shutoff valve. Be aware, however, that electric power
is required to close the fuel shutoff valve with this switch.
So? Well, if ever both left and right starters are operat-
ing simultaneously (because someone unlocked both
switches before start and accidentally hit both switches
by mistake...yes , it has happened!) battery voltage may
be lowered so severely that terminating the start with
this switch becomes impossible! As stated above, if you
unlock only one Engine Start/Stop switch at a time, ac-
cidental activation of both starters at the same time won’t
occur.

Partial View of Pilot's Left Subpanel

4. 4. Since extremely low voltage prevents aborting with the

Engine Start/Stop switch, the Fuel Cutoff & Feather lever
is the back-up means of start termination. It closes the
same fuel shutoff valve manually, instead of electrically.
Periodically move this lever through its entire operating
range before start to ensure that it is functional, with no
binding. On every start (but especially following engine
maintenance) be prepared to pull this handle if a start
needs to be aborted but cannot be terminated with the
Engine Start/Stop switch.
5. We suggest starting with the power levers at, or slightly

behind, Flight Idle, not Ground Idle. Since the propeller
blades are on the start locks, they cannot yet move to
a larger blade angle. However, there is nothing to pre-
vent their moving to a negative angle as rotation begins
creating oil pressure. If by mistake, your Ground Idle
setting were actually a slightly negative blade angle, and
you started with the power levers there, then more drag
would tend to bog down the engine's acceleration during
the start, leading to higher ITT's.
Also, by being certain that the blades stay on the locks

until after a successful start is completed, it becomes im-
possible for them to go to feather. If ever the Fuel Cutoff
& Feather lever is pulled to abort the start we want the
fuel to be shutoff but we don’t want the blades to feather.
Instead, we want them to stay flat, on the locks, so that
engine rotation - with its accompanying air cooling - is
maximized.
When you have observed the second ITT surge, and as

engine speed approaches 65%, retard the power lever
away from Flight Idle back to Ground Idle.
Do not retard to Ground Idle if you wish to conduct an

overspeed governor check. This test should be con-
ducted (1) when airstarts are to be made intentionally,
(2) when engine control system adjustments have been
performed, (3) when there is an indication of a malfunc-
tion, or (4) at least once every 200 hours. Do it during a
start when the engine has already been operated re-
cently and the oil temperature is still warm. Remember
the engine limitation...oil temperature should be above
55°C when the engine is operated at Flight Idle or higher
power settings.

6. The Negative Torque Sensing system is so important in
the event of an engine failure that it should be checked
during every start prior to flight. It is a definite "No go" if it
is found to be inoperative.
The NTS system check involves these steps:
• Hold the NTS Test switch up and confirm the annunciator

light comes on.
• The light should extinguish at start initiation, just as the

starter motor begins spinning the engine (providing nega-
tive torque).
• The light should reappear after lightoff at approximately 25

- 30% speed. When it does, the NTS test is completed and
the test switch may be released.
Remember that the NTS annunciator lights are only for

testing the system. When an engine fails in flight, the
NTS light will not illuminate to help in your identification
of the failed engine.
7. Don't over-prime. That is, don't hold the Engine Start/

Stop switch up to Start too much, since it activates the
SPR (Start Pressure Regulator) solenoid and sprays
more fuel into the engine. The Engine Start/Stop switch
should be held up on every normal, cold, start until
lightoff is observed (ITT rises) to promote a more uni-
form spray pattern from the fuel nozzles. As soon as ITT
rises, however, release the switch immediately and do
not reactivate the prime function unless necessary, and
then only when above 25% RPM. Too much fuel entering
the combustion chamber with too little air makes for high
temperatures.
When the engine is already warm from recent operation

- when the ITT starts out above 300°C - don’t prime at
all. It is unnecessary and tends to make for hotter start
temperatures.

8. Releasing the propeller start locks merely requires that

blade angle be momentarily reduced from the locked po-
sition. Before taxiing, lift the power levers up and move
them slowly back toward Reverse until a small increase
in ITT or torque is noted. That should do it.
There have been a few cases in which the blades of a

propeller were not released from the locks and yet this
mistake was not apparent during a short taxi period. If
significant torque can be achieved, then the blade angle
is no longer flat and the locks have been released. Espe-
cially on shorter runways, be certain that torque is in-
creasing (500 ft-lbs or more) before releasing the brakes
and beginning the takeoff roll.
9. Always observe the three minute cooldown period to

decrease the thermal stress which occurs following shut-
down. Timing begins when the speed levers are retarded
to low RPM after landing.
At engine shutdown, after moving the Engine Start/Stop

switches to Stop, don't slam the power levers rapidly into
full Reverse to engage the start locks. This won't hurt the
engines or propellers, but it just about blows the unsus-
pecting line person standing out in front of you clear
across the ramp!
Go into Reverse gradually as the engine speed slows

down. As long as full Reverse is reached by about 30%
RPM, the start locks will definitely be set. Bring the pow-
er levers forward to Flight Idle when RPM is below 15
- 20%. This action forces the blade onto the lock, leav-
ing the propeller in a flat condition instead of reverse,
and will tend to maximize windmilling time for improved
engine cooling.

10. Service Bulletin #2177 introduced an Auto-Relight Igni-
tion Kit (P/N 100-3019-1S) for the B100 to comply with
AD 86-24-09. If the Man Fuel/Ign switch is left in the
"Arm" position while attempting a normal shutdown,
a clean shutdown cannot be accomplished. After the
shutdown circuit is activated by placing the Engine Start/
Stop switch in the Stop position, as torque pressure
decreases to a value less than idle, a signal is sent to
activate the ignitors and open the fuel shutoff valve caus-
ing the engine to "spool-up" until the torque pressure is
above the idle value, then the shutdown circuit is com-
pleted once again and the engine cycles on and off. The
consequence of this scenario is a gradual slowing down
of the engine which provides less air flow for cooling and
hence excessive engine temperatures which will cause
engine damage! Checklist procedure calls for turning
the Man Fuel/Ign switches off before placing the Start/
Stop switches to stop, and that is a very important step.
11. If an engine restart is to be accomplished within 45

minutes or so of shutdown, some vigorous rotation of
the propeller by hand shortly after shutdown and again
before entering the cockpit will significantly reduce
residual ITT by forcing air through the engine. It will also
decrease the tendency toward ‘shaft bow."
Shaft bow refers to the bending of the main rotating

group due to differential temperature. Since heat rises,
the upper half of the group will be warmer than the lower
half if it is allowed to remain in one position after shut-
down. As the warmer metal expands and the cooler
metal contracts relative to it, the shaft can develop a
bow. In some cases, the bow is severe enough to cause
rubbing against the case.
One other reason for hand rotation prior to start is to

verify that no rubbing is occurring at this time.
12. The proper time to check engine oil level is within 20

minutes of shutdown. (However, usually there is little if
any change in readings when it is rechecked cold.)

Flight Idle Fuel Flow Check
We have often discovered that the flare-for-landing characteris-

tics of some B100s are less forgiving than desired because the
Flight Idle Fuel Flow (FIFF) adjustment is set incorrectly. Per-
haps in a misguided attempt to reduce engine starting temper-
atures, the FIFF is set too low, far below the setting desired by
Beech or Garrett. The result is that the airplane "falls out of the
sky" when power is reduced to flight idle. Here is how you, the
pilot, can determine if your airplane is meeting the proper FIFF
specifications.
Begin this check at 6000' MSL. Configure the airplane for land-
ing...gear down, speed levers fully forward, flaps down. Trim
the aircraft for 100 - 105 KIAS, and reduce power levers to flight
idle.
Passing through 5000' MSL, check for:
A. 1800 fpm descent rate.

B. No adverse yaw.
C. No Beta lights.
D. Approximately 180 pph fuel flow per engine.
Record the descent rate and the fuel flow that you observe,
then add power and return to normal configuration.
If the FIFF needs to be adjusted, maintenance personnel

should turn the adjusting screw on the rear of the fuel control
unit clockwise to increase fuel flow (1 click = 2 pph). A very
rough rule-of-thumb is that each 10 pph fuel flow change will
make a 300 fpm rate-of-descent change.

Normal Takeoff's and Landings: Traffic Patterns
As you complete the final checklist items prior to takeoff and

are in position, cleared to go, push the power levers forward
to Flight Idle before placing the speed levers full forward. If
the speed levers are pushed forward first, high engine speed
is achieved while blade angle is still nearly flat, creating lots of
noise but little thrust.
It would be nice if every turbine powerplant accelerated at

exactly the same rate when its power lever was advanced.
However, that is rarely the case. A straight roll down the runway
centerline is much easier to achieve when the engines develop
equal power (if there is no crosswind). So, when applying
power for takeoff} split the power levers as necessary to match
torque.
By filling in a Takeoff Data Card (which is described in the

"Takeoff Data" section of these notes), you will always have a
torque value to expect on takeoff when ITT is set within limits.
Remember that ITT and torque will increase with increasing
airspeed on takeoff. It is likely that you will need to pull back
the power levers to maintain the target values as the airplane
accelerates.
Beech chooses to make V1, Decision Speed, equal to VR, rota-

tion speed. Rotation speed is the speed at which the nose tire
should just be lifting off of the runway. A common mistake is for
pilots to leave the control wheel forward in its relaxed position
until VR is reached, and to start pulling back on the wheel at VR.
This results in the nose wheel leaving the ground at a speed
well above VR, and usually quite abruptly. To achieve an actual
rotation at VR, the control wheel must be brought aft: to a pitch-
neutral position fairly early in the takeoff roll...definitely by 80
knots.
At VR, rotate the nose to a +10° pitch attitude and, when posi-
tively airborne, retract the landing gear and turn off the landing
and taxi lights (since they are on the nose gear strut). Delay-
ing gear retraction is justifiable in some cases. For example,
perhaps there is a lot of runway ahead and you can still easily
land, so you are delaying the decision point.
Or, perhaps you are leaving the gear down to let brakes cool or
to blow off slush.

Hold the +10° pitch attitude, monitor torque and temperature so

that they do not exceed target values as the increasing air-
speed yields more ram effect, and do nothing else until at least
400 feet above the ground. If an engine failure occurs during
these critical moments, all you will have to do is maintain about
the same pitch attitude to hold the takeoff safety speed (V2),
followed by identifying, verifying, and feathering the inoperative
engine's propeller. (Verify the failed engine by power asym-
metry and torque indication, not by retarding the failed power
lever. Why? So that the Beta Follow-up function of the power
lever will not allow windmilling drag to increase.)
When a safe altitude of at least 400' AGL is reached, lower the

nose to about +7° for normal cruise climb, retract flaps if any
were used for takeoff (a rare situation), turn the yaw damper
on, and then set climb power. The remaining items on the After
Takeoff/Climb checklist may be completed when time allows.
If engine speed is reduced during power reduction, the de-

crease in air being delivered by the compressor will cause a
very noticeable rise in ITT. Therefore, use the power levers to
bring ITT well below your desired value (at least 50°C) before
reducing engine speed with the speed levers.
When staying in the traffic pattern, reduce engine RPM right on

back to 96%, since little climb is required. It is perfectly accept-
able to leave engine speed at 100% in the pattern, but reduc-
ing it now means that you will have to increase it for landing,
and that helps in forming proper habit patterns during training.
Level off at 1500 feet AGL - as specified in FAR 91.129(d) for
turbine airplanes - unless the tower or local procedures dictate
a different altitude. As you begin leveling off, smoothly reduce
torque to the value you use for a typical ILS approach...about
600 ft-lbs.
By selecting Approach flaps when you are downwind, you will

have about 130 KIAS (knots indicated airspeed) when abeam
the touchdown zone. At that point, traffic permitting, start de-
scent by lowering the landing gear, and maintain 130 kts. If
extending the downwind leg due to traffic, maintain altitude
and keep the gear up; extend the gear when you are starting
descent on the normal 3° glide path angle. Advance the speed
levers to 100% RPM (full forward) right after the gear is down.
Move the speed levers slowly and advance the power as need-
ed to maintain constant torque. In that manner, the change from
96% to 100% RPM is undetectable by most passengers. (4%
engine speed is 80 RPM at the prop...not a big deal!)

Select more flaps as desired, based on your proximity to the
proper glide path. Full flaps should be selected no later than
500' AGL for a normal landing. Speed should be gradually de-
creased as flaps exceed the Approach setting, so the VREF (1.3
VSO) is achieved by 50'. With proper planning and flap selec-
tion, torque may be left unchanged (at about 600 ft-lbs) from
the point of level-off downwind until it is reduced for landing
after landing flaps are set.
Always use the appropriate checklists to back up your actions.

Fly the airplane first, crosscheck with the checklist second. A
quick final scan before landing of flap position, gear position,
pressurization differential, and the annunciator panel (all lights
out) will guarantee that the really important items are OK. You
can turn off the yaw damper on final by clicking the disconnect
button on the control wheel.
Again in compliance with 91.129(d), you must use glideslope

and/or VASI reference if it is available, "until a lower altitude is
necessary for a safe landing'. In most cases in the B100, it is
hard to make an argument for "ducking under" the glide path to
achieve a safe landing. This should only be considered on very
short runways, ones covered with water or ice, or ones with
strong tailwinds. In fact, in these situations, perhaps you should
be considering a diversion to a better runway.
Strive for landing on the touchdown zone, on the centerline.

After touchdown, lower the nose gently and lift the power levers
up and back to Ground Idle. When you want to stop quickly, do
not hesitate to use Reverse (after the Beta lights illuminate, or
below 90 knots), right up to maximum, but avoid the range aft
of Ground Idle below 40 knots to save on prop erosion. On the
other hand, for passenger comfort, quietness, and smoothness,
use of Beta is all that is usually necessary on most runways.
Brakes? Rarely used until slow, below 40 knots. As taxi speed
is approached pull the speed levers to low RPM and start the
clock for timing the recommended three minute cooling period
prior to shutdown.
When at taxi speed and, usually, clear of the landing runway,

proceed with the After Landing checklist. During most of your
flight training, touch-and-go landings will be avoided since they
do not give good practice in the initial power application pro-
cess during takeoff or in the use of Beta after touchdown.

Brakes
The brakes on the B100's wheels are quite powerful. It is easy

for a pilot to accidentally apply too much brake pedal pressure
during landing and consequently scuff a tire. In fact, it is not too
uncommon for a tire to be blown (almost always the outboard
tire, not the inboard) and yet the "flat" to go unnoticed by the
crew during subsequent takeoffs and landings. Some recom-
mendations:
• Before every flight, inspect the tires carefully. Give them a
solid "thump" with hand or foot to make sure they are well-
inflated.
• At least once per week, check all tires with an accurate
pressure gauge and inflate to correct values.
• Try to stay off the brakes except when really needed. For
most taxiing and landing situations use toe pressure in the
center of the rudder pedal, not at the top.
• In the rare cases in which heavy braking is needed, more
weight will be on the tires with flaps up. Although raising
flaps right after touchdown is a technique that we do not
generally advocate when flying single-pilot, it should be
considered in some cases. Keep your hand on the pedestal.
Do not reach forward to the copilot's subpanel and acciden-
tally get the gear handle. Wet or icy runways, engine-out
landings in which some single-engine reversing may be
employed - these are the types of situations where retracted
flaps make sense.
• Be alert to the possibility of the brakes freezing in the win-
ter. Try to avoid taxiing through puddles and snow mounds.
Unless necessary, do not set the brakes after stopping
since the heat generated during brake use will likely melt
snow or ice on the brake which will cause water to run into
the brake to refreeze later. A liberal application of a deicing
fluid prior to taxiing out is sometimes a good preventative
measure.

Cruise Climb
+7° is a good cruise climb pitch attitude for most weights. Us-
ing this constant "deck angle," speed will decrease with altitude
and will closely match the cruise climb speed schedule shown
in the Operating Handbook (150 KIAS to 10,000', 140 KIAS to
20,000', etc.) It allows a respectable rate of climb while still
giving satisfactory forward view over the glareshield. The Go-
Around setting on the Flight Director (if installed) is set to a give
a +7° pitch command and can be selected as a helpful aid.
100% RPM climbs are very acceptable. They yield better climb
performance and lower ITT's, at the expense of a very small
increase in noise level. Especially on hot days, consider climb-
ing at 98 - 100% RPM.
Flight Planning Rules Of Thumb
The dictionary defines "rule of thumb" as a general principle

regarded as roughly correct but not intended to be scientifically
accurate. The following four rules of thumb should be helpful
in getting started with the intricacies of flight planning. They
are not meant to be perfect nor necessarily applicable in every
situation, but they will at least get you headed in the right direc-
tion until you have formulated your own useful guidelines based
upon your own actual experience. They tend to err on the side
of conservatism: you may well go slightly faster and bum slight-
ly less fuel than these rules of thumb suggest.
FIRST RULE OF THUMB: when setting cruise power, use the lower
of 850°C, or 300 pounds per hour per engine fuel flow.
• 850°C is easily referenced on the ITT indicator. Except in

emergencies, we never feel comfortable operating with lTT's
near any limit, and 905°C is the Cruise ITT limit.
• Why 300 pounds per hour (pph) per engine fuel flow? At
low altitudes we believe that the marginal gain in true air-
speed does not sufficiently compensate for the noticeable
loss in fuel efficiency when very high power settings are
used.

SECOND RULE OF THUMB: The approximate flight level for cruise

should be equal to 3 times the flight time in minutes, not to ex-
ceed FL 230. Or,
CRUISE FL = 3 x (TOTAL MINUTES OF FLIGHT)
The total minutes of flight should be based on an approximate

cruise TAS of 240 knots with additions for estimated wind com-
ponent and climb/descent/approach delays.
Examples:
• A 30 minute flight should be flown at about 9 - 10,000 feet
above ground level: (30 minutes x 3 = FL 90, 9,000 feet).
• FL 180 is appropriate for a flight lasting one hour: (60 min-
utes x 3 = 180).
• For any flight lasting over one hour and fifteen minutes (75
minutes), you should climb to the highest realistic altitude
available, based on airplane weight and OAT (probably FL
190 - 230).
THIRD RULE OF THUMB: First hour's total fuel consumption is 700
pounds; remaining hour's, 500 pounds.
Let us see how much duration this provides:
HOUR NUMBER TOTAL FUEL BURNED
1 700 lbs
2 1200 "
3 1700 "
4 2200 "
4+48 2600 "
(full main tanks, 388 gallons
@ 6.7 lb/gal)
5 2700 "
5+54 3149 "
(full main tanks and auxiliary tanks,
470 gallons @ 6.7 lb/gal)
On the flight plan form, we usually cannot go wrong by listing
240 knots as our true airspeed and 4+30 as our duration when
the main tanks are full, 6+00 when all tanks are full.

FOURTH RULE OF THUMB: If the headwind component increases
less than 5 knots for each 1,000 feet of altitude gain, then fuel
efficiency will still be improved by flying high. Or,
BREAKEVEN WIND FACTOR = 5 KNOTS / 1,000 FEET
In other words, it is rare for wind to increase at this rate, when

you need to squeeze that last mile from each gallon of fuel it is
almost always worthwhile to fly as high as is realistically pos-
sible, even though you encounter more headwind as you climb.
Slow Flight
During flight at minimum controllable airspeed, remember the

need for sufficient right rudder to combat the P-factor effect of
the clockwise spinning propellers. At high angles-of-attack the
effective center of thrust of the right engine is further from the
CG than that of the left engine. Turns to the right will require lots
of right rudder to center the ball, whereas turns to the left may
require no left rudder at all, but merely a relaxation of the right
rudder force. Turn off the yaw damper during slow flight prac-
tice so that you may experience the "real" airplane.
Stalls
Stall recognition/recovery in the B100 King Air is quite conven-

tional, with few "surprises".
To apply maximum available power, speed levers as well as

power levers must be advanced. At the first indication of the
stall, add power by (1) moving the power levers forward until
near the ITT or torque limit, (2) moving the speed levers full
forward, and then (3) "fine tuning" the power levers to the torque
or temp desired.
At the same time that maximum power is being applied and

wings are being leveled, the angle-of-attack must be de-
creased enough to break the stall and to accelerate to a speed
safe for flap retraction. Usually, the proper pitch for this ac-
celeration will be achieved in a nearly level attitude. If any
significant pitch-up attitude is held while the airplane is still
“dirty" with full flaps and gear down, the airspeed will stagnate
at a value below VS1. Conversely, if much pitch-down attitude is
held, unnecessary altitude loss will be experienced.

When 100 knots is reached, move the flap switch fully up to ini-
tiate flap retraction and start a steady rotation to +10° pitch atti-
tude. The positive rotation prevents altitude loss as the flaps re-
tract, and the slow retraction speed of the flaps combined with
a proper pitch attitude of +10° prevent approach to a second-
ary stall. Only when the descent is arrested and a positive rate
of climb is confirmed should the gear handle be placed in the
Up position to start gear retraction. (If there were an easy, quick
way to select Approach flaps from Full flaps, then we would
recommend going to that setting after power had been added,
retracting gear when a positive rate of climb were established,
then completing flap retraction alter VYSE were reached. Since
it is not a single-step operation to retract flaps to the Approach
setting, we recommend waiting until VS1 is reached, then going
all the way up with the flap handle.)
Steep Turns
Steep turns are normally practiced with 45° bank at 160 KIAS.
This maneuver improves your instrument scan skill and gets
you familiar with the B100 in this non-routine attitude. When you
feel good doing steep banks, regular banks become very easy.
In the steep turn, altitude should be held within 100 feet, bank
angle maintained within 5°, and the roll-out completed within
10° of the desired heading.
When entering and departing from the turn, at about the 30°
bank point, change torque 75 to 100 ft-lbs. The higher power
will compensate nicely for the increased drag and will hold the
speed close to 160 kts. Strive to keep the bank constant and
adjust pitch to hold the altitude. For some attitude indicators
installed in B100s there is no bank mark at the 45° point, so you
must use the position halfway between the 30° and 60° bank
marks.
We understand that some of you have been taught to steepen

the bank if altitude is high and shallow the bank if altitude is
low. To get out of an uncontrollable spiral with a steep bank that
procedure is correct - reduce the bank angle. But a 45° bank
should not be uncontrollable in the least. By "nailing" the bank
at 45°, you eliminate one of the variables of the maneuver so
that you may concentrate more fully on achieving the correct
pitch attitude which will maintain altitude.

Usually there is a proper range of pitch attitudes - a pitch “win-
dow" is our term - which you must maintain. This may vary from
0° to +5° of pitch. When you need to lose a little altitude, let the
nose sag down to 0°. Starting to go a little low? Then raise the
nose to +5°. Everything OK? Then hold the nose right where it
is, +3° perhaps. Rarely must the nose go outside of this pitch
window, even considering the normal precession which will be
evident in the gyro.
Also, feel what your body is telling you. As the bank exceeds
30°, you need to start feeling some slight G-force hitting the
seat of your pants. The force is quite pronounced as the turn
becomes fully developed. Once you are aware of this feel, you
may notice the lack of the G-force a little before the altimeter
and vertical velocity indicator show that you have started to
descend.
Observe how much heading change is made when rolling into

the turn, and use that same number of degrees for the roll-out
lead. With the precession evidenced in the slaved compass
system, not as much roll-out lead will be required as you prob-
ably expect...usually 10° - 15° will suffice, and it may well not
be the same for left turns as it is for right turns.
Engine Inlet Heat
When the Engine Inlet heat switches are turned on in flight, ITT
will rise momentarily then drop to a lower value than originally
set. If desired, the power levers may then be advanced to re-
gain the original ITT. There is a trap waiting here for you. Name-
ly, when you leave icing conditions and turn the switches off,
ITT will eventually creep well above your original setting unless
power levers are retarded. Therefore, monitor ITT carefully and
reduce power enough to leave a comfortable margin below the
cruise ITT setting when turning off Engine Inlet heat. Remember
that +5° is the maximum value at which Engine Inlet heat may
be used. Leaving it on too long when in warm air may lead to
compressor rub in the engine!

Descent Planning
When the initiation of a descent is at the pilot's discretion, begin

the descent at the point which will allow a 3° descent angle to
be made. Such a flight path covers about 3 and 1/3 nautical
miles horizontally for each 1000' vertically. That is:
DISTANCE REQ'D (NM) = [(THOUSANDS OF FEET

TO DESCEND) x 3] + 10%
For example, if 20,000' of descent is required, then start down

66 NM out: (20 x 3 = 60 + 10% = 66). If 8,000' remain to be
lost, 26 NM is required: (8 x 3 = 24 + 10% = 26).
Work these problems for practice:
INITIAL ALTITUDE FINAL ALTITUDE DISTANCE
22,000' Sea Level nm

17,000' 1000' nm
12,000' 8000' nm
21,000' 6000' nm
Using this method (in which the descent angle remains con-
stant), the rate of descent will vary with the actual ground
speed being achieved. Expressed as a formula:
RATE OF DESCENT (fpm) = 1/2 [GROUND SPEED (kts)] x 10
For example, if ground speed in the descent is 240 knots, then

the rate of descent should be about 1200 fpm, since 240/2 x 10
= 1200. 300 knots leads to 1500 fpm.
Try these samples:
GROUND SPEED RATE OF DESCENT
for a 3° angle
250 knots fpm

360 knots fpm
160 knots fpm
120 knots fpm
280 knots fpm
When the air is smooth, power can be set high enough so that
the desired rate of descent is achieved at a speed close to VMO
or MMO. In rough air, a speed below turbulent air penetration
speed (VB, 167 KIAS, at maximum weight) can be maintained.

Descending for Fuel Savings
The most fuel efficient descent in a jet airplane is usually made

at close to "best lift over drag" speed with engines at idle. This
descent profile is unrealistic in the B100 because idle power
gives lots of propeller drag and it is also not sufficient to main-
tain the pressurization schedule during the descent. Therefore,
use about 400 ft-lbs of torque and keep the airspeed near 160
KIAS. Generally, a steeper-than-normal descent profile will
result. That is, now you may only be covering about 2 nm/1,000'
instead of the more typical 3 nm/1,000'.
Note: The airplane can descend so quickly that the difference in

fuel savings we are discussing here is very small. Experiments
have shown that other methods of descending - for example,
low power but with speed up near VMO - affect fuel conserva-
tion very little.
Ballooning with Flaps
There is a very pronounced pitch-up, or ballooning effect when

flaps are lowered on the A100. Here are a few suggestions:
• When selecting Approach flaps while operating near their

airspeed limit of 179 knots, holding the main trim switches
in the nose-down direction for 3 or 4 "beeps" of the trim-in-
motion aural indicator will nicely balance the pitch-up ten-
dency.
• Another method when lowering flaps to Approach is to
reduce power and let the airspeed drop well below the 179
knot limit without trimming, so that the nose is getting heavy,
then lower the flaps. Prestol You are right back in trim!
• When changing from 30% to 100% flaps tor landing, you
may wish to do so in steps: 60, 80, 100%. Instead of trim-
ming forward (nose down) as they extend, "stiff arm" the
control wheel to maintain the visual glide path and be pa-
tient. As the drag takes effect, airspeed will decrease and
you will find yourself once again nicely trimmed. During this
time do not rush to reduce power. The airspeed will very
rapidly decay with full flaps if power is too low! The same
torque that gave a stabilized ILS approach with 30% flaps
will yield about the same descent angle with 100% flaps at
landing speed.

Transitioning To Landing Configuration Following A High Speed

Descent
Suppose, thanks to the wind and traffic situation, that you are
in a position to make an uninterrupted straight-in descent to the
landing runway. Is it possible to slow from VMO to landing speed
and change the aircraft configuration from clean to dirty without
deviating from the glide path? Indeed it is! Here's how.
When the airplane is 1,500' to 2,000' above the altitude at which

you want it to be in landing configuration, depress and hold the
landing gear warning horn silence button and reduce power to
Flight Idle. The landing gear warning horn will "chirp" once as it
is silenced; you may now release the silence button. (The red
lights in the gear handle will remain illuminated, reminding you
that the horn is silenced and the gear is up.) Wait for the air-
speed to drop below 153 knots, gear extension speed, as you
keep following the glide path. Do not extend Approach flaps at
179 knots, because it will tend to lift you above the glide path.
Extend the gear at 153 knots or below and, after three green
lights illuminate and the red handle lights extinguish, select Ap-
proach flaps. As the speed approaches 130 knots, add power
to stabilize the approach (500-600 ft-lbs) and then select land-
ing flaps when appropriate. With a little practice, you will find
this technique can be time and fuel efficient, as well as smooth
and quiet for the passengers.
The "Too High, Too Close" Trick
When, due to ATC requirements, terrain considerations, or

less-than-perfect initial planning you find yourself quite high
and close to the airport, you will have to use your speed brakes
for descent so as to arrive at the airport with a reasonably low
speed suitable for landing. Speed brakes on the King Air?! Yes;
they are also known as "landing gear".
If you are approaching the point where less than 2 nm/1,000'

remain to the airport, start slowing to gear speed, 153 knots.
When cleared lower, extend Approach flaps and gear, then
start down at about 153 knots using as low a power setting as
required.

Soft-Field Takeoffs
What is the best way to depart when you have a runway surface
covered with snow, slush, gravel, or rocks? Of course, it would
be nice to avoid this situation entirely, but that is not always
realistic in the real world of corporate flying.
Use of Approach flaps will allow transfer of weight from the

wheels to the wing as soon as possible. However, the extra lift
provided permits the airplane to become airborne at a danger-
ously low speed, usually well below minimum control speed.
This should be avoided. Strive for lift-off just past VMC. If the
airplane accidently does start flying prior to VMC, keep it very
low and close to the runway, since the only option if an engine
should quit now is to reduce power to idle and land straight
ahead.
As soon as the elevators become effective a positive angle of

attack should be established to lighten the load on the nose-
wheel. After becoming airborne, the pitch attitude should be
adjusted with the wheels just clear of the surface to allow the
airplane to accelerate. Care should be exercised to prevent
settling back to the ground. As the airplane reaches the deci-
sion speed appropriate for the field conditions, pitch up to +10°
for initial climb and retract flaps and gear. (In the case of snow
or slush, it may be desirable to leave the gear extended for
some time to help blow it clean, if conditions permit. Remember
not to exceed gear retraction speed when selecting the gear
handle up.)

Short Field Take-offs
By "short" we mean a runway where our operation is a calcu-

lated risk. There will be seconds of exposure during the takeoff
in which, if an engine fails, we will be traveling too fast to stop
in the remaining distance and yet too slow to climb over the
obstacles on one engine. If an engine does fail at this critical
time, we must abort and suffer the consequences.
In most cases, use Approach flaps for takeoff from the short
field. Even though flaps hurt both your rate and angle of climb,
they lower stall speed enough to allow lift-off and initial climb
at a lower speed. This will help you over a close-in obstacle by
permitting the climb to begin closer to the start of the takeoff
roll. Perhaps a simplified diagram will help explain:
Use all of the available runway area as you taxi into position.
Use all of the available runway area as you taxi into position.
Line up with the nosewheel straight and the nose pointed slight-
ly to the right. Torque effect will make the airplane want to turn
left as brakes are released. Full power prior to brake release
will usually yield shorter distances. Based on the condition of
the runway's lineup point and on the runway length available,
decide how much power to apply before releasing the brakes.
Rotate at V1 and pitch up to the standard +10° attitude. Holding
this attitude will cause the airspeed to be about 130 - 140 knots
passing through 400 - 500 feet AGL...well above the B100’s
takeoff safety speed, V2. If you have one unbelievably large ob-
stacle ahead and you need to climb more steeply, 15° - 20° of
pitch will be required to hold 106 knots with two engines oper-
ating at full power. Is this steep climb fun? You bet! Is it fright-
ening for most passengers? You bet! Is it challenging for the
pilot if an engine quits during the maneuver? You bet! For these
reasons, usually the old, "dull," +10° attitude is still the best, and
will get you safely over all reasonable obstacles.
If it is a hot and/or high elevation situation, additional takeoff

power can be achieved by turning off the air conditioner (put
the Vent Blower on Low or High) and leaving the bleed air valve
switches in the “Envir Off" position. To help avoid larger than
necessary pressurization "bumps,” open them one at a time in
the climb, with a 30 second or so delay between them.

Short Field Landings
When takeoff and landing charts in your Pilot's Operating Hand-

book are compared, it becomes apparent that the airplane re-
quires less distance for landing than for takeoff, even when no
special short-field technique is used. If you will depart from the
same runway that you used for arrival then there is no need for
a maximum effort short-field landing. However, for those cases
in which you want to make the first turnoff from the runway, or in
which your landing is on a short, different runway from the lon-
ger one you will use for takeoff, a proper short-field technique is
very useful.
Try to fly as normal a traffic pattern as possible. Full flaps

should be down during at least the last 500' above touchdown.
On final, decrease your airspeed to 10 knots less than your
normal landing speed, VREF. This will make your final speed at
50' about 1.15 VSO instead of the normal 1.3 VSO. Do not attempt
to land softly and "hold the airplane off." Let the airplane land
firmly on the touchdown zone, on the centerline.
Immediately after touchdown lower the nosewheel to the run-

way and attain directional control with it. (In Reverse, the airflow
to the rudder is so decreased that the rudder's aerodynamic
effectiveness is nil. This is why it is important to have the nose-
wheel down before using Reverse. Also, if the nose is still up
when the propellers enter Beta, it will come "crashing" down as
the airflow to the elevators is decreased.) Once the nosewheel
is down and tracking straight, lift the power levers up and pull
them rapidly back to Ground Idle. As soon as Beta lights illumi-
nate, or when below 90 knots, lift again and pull back and down
to maximum Reverse. When the airspeed indicator shows 60
knots, apply braking as required and begin moving the power
levers forward. By the time the airspeed shows 40 knots, the
power levers should be at Ground Idle and speed levers may
be pulled back for low RPM.

No Flap Landings
Landing in a B100 with flaps at 0% presents no particular

problem, but keep in mind that approach speed and landing
distance will be greater than normal, and the pitch attitude will
be different. If it is not recognized, this change in pitch attitude
can lead to too shallow of an approach, especially at night to a
dark runway. Make every effort to land on a runway served by
an ILS and/or a VASI system, and follow the normal glide path
provided.
Lacking the drag of full flaps, the airplane will tend to float more
when in ground effect. If the pilot attempts to land smoothly and
to hold the airplane off with back pressure on the control wheel,
literally thousands of feet of runway can be wasted prior to
touchdown. There is a time for smooth touchdowns, certainly,
but this is not one of them. Fly a stabilized approach, crossing
the 50' threshold point at 1.3 VS1 (about 10 knots faster than
normal) with power at Idle, and use just the slightest touch of
elevators to give a very slight arresting of the sink rate prior to
touchdown. Let the airplane land firmly, lower the nosewheel
and establish directional control with it. Now use Beta or Re-
verse and brakes as appropriate for the runway. (Just because
the runway may be long, do not wait for the last few thousand
feet before trying the brakes. What if they malfunction and are
not working?)
During the excitement of dealing with a minor abnormality-such

as landing with flap failure - it is easy to fixate on the one little
problem and overlook more important items, such as lowering
the landing gear. With the flaps in the Up position, the landing
gear warning horn, once silenced, will remain silenced through-
out the whole approach even with the gear not down. Always
use a checklist - if not written, a mental one - to confirm all ac-
tions have been taken properly.

Single-Engine Landings
Try to keep the single-engine landing as normal as possible.

Once you are on the normal 3° glide path, provided either by
an ILS glide slope or a visual profile, configure the airplane with
Approach flaps and gear down just as you do with two engines
operating, and use the same airspeed. Using no more than
Approach flaps for landing makes for easier aileron and rudder
control, and is a good idea if the runway is sufficiently long.
Although single-engine reversing does not normally need to be

utilized for stopping, it should be an operation with which B100
pilots are familiar, since all Accelerate-Stop charts are predicat-
ed not only upon maximum braking but also upon single-engine
reversing to bring the airplane to a complete stop.
Three procedures will help ensure maximum control when

single-engine reversing is utilized. First, be certain that the nose
wheel is down solidly and tracking straight, so that maximum
effectiveness can be made of nose wheel steering. Second,
raise the flaps at touchdown to put maximum weight on the
tires. (Use one finger on the flap handle switch to lift it to the full
up position; do not raise the gear handle by accident.) Third,
and last, "steer" with the ailerons. That is, if you are reversing
with the left engine, use full right wing down aileron travel. (Turn
the control wheel to the right, clockwise.) The reverse blade
angle of the left propeller will cause airflow over that wing to be
dramatically reduced, leading to a more deeply stalled condi-
tion of the left wing and more weight on the left main tires. This
extra weight will aggravate the left-tuning tendency, but it can
be nullified with full opposite aileron travel.

Fuel Venting
Not often, but sometimes B100s have been known to vent an

awful quantity of fuel onto an FBO’s ramp or hangar floor. In
most cases when this occurs, the cause is found to be a leak-
ing check valve in the fuel vent plumbing. There is a step pilots
can take to decrease the likelihood of this malfunction happen-
ing.
When fuel is being transferred from the auxiliary tank to the

main tank it transfers at a rate greater than the rate at which the
engine is burning the fuel. Consequently, the main tank overfills
and builds up enough pressure that a relief valve vents excess
fuel from the main tank back into the aux tank. The main tank
is now overstuffed with fuel. If ever there is a time when a mal-
functioning check valve will cause venting problems, this is it.
We suggest, therefore, that as you begin descent for landing

you should make it a habit to check the fuel panel. In the rare
case in which the aux tanks still contain fuel, and it is being
transferred, turn off the Aux Transfer switches at this time. Then,
during the rest of the descent, approach, landing, and taxi
phases, the engines will have sufficient time to consume fuel
from the main tank to eliminate the overstuffed condition.
If your airplane does begin venting copious quantities of fuel

one day, you might try jarring the malfunctioning check valve
closed by some judicious pounding with a fist or mallet in three
areas. One place to hit is under the wing tip, outboard of the
main filler cap, near the vacuum relief vent opening. Another
place is at the check valve upstream of the jet transfer pump in
the top area of the main wheel well. Finally, (by now, the me-
chanics are on their way, right?), take off the oval plate atop the
nacelle (lots of screws to remove here) and hammer any valve
you find beneath it. Good luck!

Modifications to Suggested Operating Tips when Operating
as a Crew
If you will be operating your B100 with a two-person crew, care-

fully read the last chapter of these Flight Training Notes, "Crew
Coordination". As you will see, we suggest that the Pilot-Not-Fly-
ing (PNF) operate the speed lever and flap control at the com-
mand of the Pilot-Flying (PF), thereby allowing the PF to keep
more complete attention on the flight controls and on engine
power. This leads to a couple of changes in the procedures
that were previously discussed, directed to the single-pilot.
First, upon touchdown, the PNF should automatically raise the

flaps. Raising the flaps causes the airplane to anchor to the
runway much more solidly, giving better traction, more as-
sured squat switch operation, and less chance of a scuffed tire
if heavy braking is ever applied. We are reluctant to advocate
this technique when single-pilot, afraid that a too hasty person
might one day try to lift the gear instead of the flaps. However,
with a copilot, we think this has much merit...the result being
similar to deploying spoilers at touchdown in a jet airplane.
Second, when cleaning up the airplane from a flaps down, gear

down configuration (i.e., rejected landings, stall recoveries),
after maximum power has been set, the PF should call "Flaps,
Approach," rather than waiting until the airspeed reaches
VS1. When the sink rate is arrested, with airspeed about 100
knots, landing gear retraction is initiated, then finally, as VYSE
is reached, flap retraction is completed. A more complicated
procedure than when flying alone? More steps? Yes. Better
secondary stall protection and generally less altitude loss? Yes.
(Remember how to retract the flaps to Approach - the flap
switch must be moved fully up and the flap indicator monitored.
Precisely as the flaps are passing through "Approach," the
switch must be moved down one notch to the Approach set-
ting.)

IFR Procedures
Initial Approach Maneuvering
What is "initial approach maneuvering"? The term covers a wide

range of configurations and speeds that occur as an airplane
transitions from the en route to the final approach course seg-
ments of a flight. It can be as simple as slowing from a high
speed descent to a visual landing pattern. It can, on the other
hand, involve multiple changes of heading and altitude while
following radar vectors or charted terminal routes.
One airspeed and one airplane configuration will not cover all
of the possible variations that can arise during initial approach
maneuvering. However, it is certainly helpful to have one
speed/configuration combination in mind when we are flying
a complicated procedure requiring lots of attention to detail.
Likewise, even when VFR, being able to fall back on a familiar
speed and configuration frees our time and attention for the
critical tasks of outside scanning and cockpit monitoring.
Let us repeat: no one airspeed/configuration combination will

cover all situations. When ATC requests a certain speed, it is
our goal to comply with the request as best we can.
When free to select our own speed for initial approach maneu-
vering, we recommend 160 knots indicated airspeed, in clean
configuration (flaps and gear up).

Why 160 KIAS? Listed below are a number of factors which
favor that speed:
• It is a commonly used vectoring speed at busy terminal
areas, when a variety of aircraft types are being aligned in
trail.
• The speed is high enough so that lots of time is not being
wasted, yet low enough so that staying ahead of the air-
plane is not a difficult task.
• It can be used in all sorts of weather conditions, since it is
below turbulent air penetration speed (VB, 167 KIAS) yet
above 140 KIAS, the speed at which ice readily forms on the
bottom, unprotected portion of the wing's leading edge.
• It offers a comfortable margin above clean stall speed.
• It is below the maximum speed limit for turbine airplanes
within an airport traffic area (200 knots) and the maximum
holding airspeed (175 knots).
• The power settings required to hold the speed - both during
level flight and descending flight - are very comfortable.
Why not extend Approach flaps at this time? Why keep the
airplane clean?
• Fact: Flap extension increases drag. The longer that Ap-

proach flap selection can be delayed (within reasonable
limits, of course), the less energy will be required to over-
come drag. Less energy required means less fuel burned.
Many pilots select Approach flaps while stepping down
from one altitude to another prior to reaching the final ap-
proach course. To what advantage? None. We believe that
this misguided tendency results from a reluctance to reduce
power sufficiently to achieve an appropriate (1000 fpm) rate
of descent while clean. Remember that problems caused
by excessive cooling of a piston engine during a low power
descent are not applicable to the TPE331. Do not hesitate to
pull power right back to Flight Idle if necessary.
• Flap extension decreases the allowable load factor which

the wing can satisfactorily sustain. The airplane is best able
to handle turbulence while flaps are up.

• Flap extension will require trim changes, if a constant air-

speed is to be maintained. Once trimmed for 160 KIAS
clean in level flight, little (if any) changes in trim will be re-
quired for descent if the configuration is not changed.
In summary, 160 KIAS is an excellent target speed for use

during initial approach maneuvering. Delay flap extension until
you have descended to the altitude at which the final approach
course begins. This altitude is usually either the glideslope
intercept altitude (precision approaches) or the altitude over
the final approach fix (FAF, Maltese Cross symbol, on non-pre-
cision approaches).
Instrument Approaches - General Comments
The final approach course of normal, two-engine instrument

approaches should be flown with Approach flaps and gear
extended, at an indicated airspeed of 130 knots.
This is the approach configuration in which the Flight Director/

Autopilot system has been flight tested. It allows easy handling
of an engine failure during the approach as well as a simple
transition to the visual landing.
More than 130 KIAS is justified in the event of gusty winds,

where we recommend adding one-half of the gust velocity, not
to exceed 10 knots.
We think it is poor technique to change the flap setting when

within 500 feet of the runway. It causes trim, speed, and at-
titude changes which prevent the approach from being stabi-
lized and which increase unnecessarily pilot workload. Also,
remember that there is no protection against a split-flap situa-
tion developing in the B100.
If the approach minimums are less than 500 feet Height Above
Touchdown (HAT), then almost certainly the runway of intended
landing is sufficiently long to allow a safe landing with flaps
at Approach. Therefore, if still in instrument conditions at 500
feet HAT, decide to land with Approach flaps and refer to your
Flight Review speed placard to adjust the VREF accordingly.
(Rule-of-thumb: add 5 knots.)

Precision Approaches
The final approach course of precision approaches - ones in

which glide path reference is provided - may be flown in the
same configuration with one engine as with two. With an engine
inoperative, your situation is changed enough already. Avoid
additional changes that are unnecessary. Go ahead and use
gear, Approach flaps, and 130 knots on the glide path as you
are used to doing. The power required to descend at a 2.5° - 3°
angle, even when flying into a strong headwind, is readily avail-
able in the B100 with only one operative powerplant.
The King Air can perform a successful go-around with one

engine inoperative. However, the need for this maneuver is, we
hope, exceedingly rare. Because the climb performance and
margin for error are small, make every effort to avoid a situation
which would require a single-engine go-around. A zero-zero,
controlled touchdown on a large ILS-equipped runway may
often be preferable to a single-engine missed approach.
Non-precision approaches
Non-precision approaches - ones in which glide path reference

is not provided - are often more challenging than precision
approaches. On a precision approach a glide path is directing
your descent; on a non-precision approach the let-down may
involve multiple steps from one altitude to another and may
require lengthy periods of level flight.
One basic power setting will not suffice for these approaches
as it does for an ILS. Instead, two basic powers will be needed:
a lower one during the descending segments and a higher one
during the level segments. Arriving at Minimum Descent Alti-
tude (MDA) too late is a common problem. To be "continuously
in a position from which a descent to a landing on the intended
runway can be made at a normal rate of descent using normal
maneuvers" (FAR 91.175) requires reaching MDA in a timely
manner. Planning the descent so as to reach MDA right at the
Missed Approach Point (MAP) will not do - you will be too high
over the end of the runway.

With both engines operating, strive for a 1,000 fpm average

descent rate at 130 knots, Approach flaps, gear down when
descending on the final approach course. About 400 ft-lbs of
torque will be required. When approaching MDA (or an inter-
mediate step-down altitude), add sufficient power to fly level
with the same speed and configuration - about 900 ft-lbs. This
power setting (the same one that yields 160 KIAS when clean)
is a very important one. Setting it properly allows us to concen-
trate on watching altitude, tracking course, and looking for the
runway without having the airspeed change markedly.
Remember: holding a constant speed is especially important

during non-precision approaches since often the MAP is deter-
mined by timing, and the time is based upon a certain constant
ground speed.
A single-engine non-precision approach is a maneuver to be

avoided if at all possible. With an engine inoperative, try to find
a suitable nearby airport which is VFR or else one which has a
nice ILS with winds which will not require circling to land. Only
in cases where these types of havens are beyond your safe
range - or for training! - should you choose to make a non-pre-
cision approach with only one engine.
Why is this type of approach so undesirable? First, because

the potential for a missed approach is usually greater (higher
minimums, more variety of altitudes, headings, etc.). Second,
because it will require deviations from your normal habit pat-
terns, your normal approach configuration. That is, since level
flight (at 130 knots, Approach flaps, gear down) is impossible
to sustain with an engine out, now you should keep the gear up
until you are in visual conditions, in a position to make a nor-
mal 3° descent to the runway. (If you put the gear down at the
FAF, discover that you must retract it as you level-off at MDA,
then find that the gear motor has failed, you are in a bad pre-
dicament. You cannot manually retract the gear, only extend
it.) Realize that we are discussing non-precision single-engine
approaches. On a single-engine ILS or visual approach, extend
the gear exactly where you would with two engines: keep things
normal.
In summary, when forced to execute a single-engine non-

precision approach, use 130 knots and Approach flaps just as
you would with two engines, but do not extend the landing gear
until you leave MDA for a continuous descent to landing.

Wrath Mara
Sounds like a horror movie's title, doesn't it? "Be careful, or the
wrath of Mara will get you!" Actually, these two contrived words
serve as a memory aid when giving an approach briefing.
Whether flying alone or with another crew member, instrument

pilots need to carefully consider the particular characteristics
of any approach - in other words, they need to conduct an ap-
proach briefing. Giving a briefing, even to oneself, causes a
pilot to become more aware of the unique instrument approach
procedure which he is preparing to execute. When he is flying
as part of a crew, a thorough approach briefing shows the other
pilot what he is thinking and expecting. Quite often, the other
crew-member will offer his own observations on items that were
perhaps overlooked or considered in a different way.
The technique presented here is one idea for use during ap-
proach briefings. There are certainly other ways to conduct a
briefing and if you have a method that works well for you, stick
with it. However, if you are a little shaky when it comes to this
phase of flying then these suggestions should prove helpful.
Here are what the letters WRATH MARA mean:
W: WEATHER
If you already have received the current weather, what is it?
How will it affect the choice of approaches and the likeli-
hood of a missed approach? If you have not yet received
the weather, how will you get it? ATIS? FSS? Tower?
R: RADIOS
How are you planning to tune and set all installed avion-
ics equipment so that it can be useful and least confusing?
Proceed through all the aids in a logical sequence, such as:
Nav 1, Nav 2, DME, ADF, Radio Altimeter, Marker Beacon,
RNAV, RMI needles. In each case, consider the frequency
or setting and, if able at the time, go ahead and set it or
tune it. Make note of radios that may need to be changed
during the approach or during the missed approach.

A: ALTITUDES
Consider the airport elevation, the DH or MDA, the cross-
ing altitude at the FAF, the minimum altitudes on terminal
routes, and the MSA's.
T: TIMES
What is the time to the MAP (Missed Approach Point) and
where does the timing start? Also, has an EFC (Expect Fur-
ther Clearance) time been given?
H: HEADINGS
Expected vectors, terminal routes which may be flown, the
procedure turn, the inbound course to the FAF, the out-
bound course from the FAF - these are the types of direc-
tions considered here.
MA: MISSED APPROACH

What is the procedure? In what direction should the initial
climb be made? {Left, right, or straight ahead?) In the event
of a missed approach, then what? Go to an alternate? Try
the same approach again? Try another approach?
R: REMARKS
What are the special notes, cautions, and remarks on the
approach plate, and how do they affect your operation?
For example, do minimums change if an altimeter setting
at another location is used? Is the approach authorized at
night? Can you proceed straight-in from a holding pattern
at the FAF, or must you make a procedure turn? Is circling
not available in a certain segment from the airport?
A: AIRPORT
Now look at the airport diagram. Which runway should you
ask for or plan to circle to, if not already assigned? Is the
runway long enough? What lighting for that runway is avail-
able, and how do you turn it on? Where will you plan to
park and, based on that, should you plan to make an early
turnoff or let the airplane roll to the runway end?

In summary:
W = WEATHER
R = RADIOS
A = ALTITUDES
T = TIMES
H = HEADINGS
MA = MISSED APPROACH
R = REMARKS
A = AIRPORT
Keep in mind that not all portions of this briefing format may be
applicable in every case. Use good judgment in deciding what
can be omitted. We suggest that the only items that must be
memorized are (1) DH (or MDA and its corresponding MAP),
(2) initial missed approach direction, and (3) any critical pecu-
liarities of the approach. Remember that the number one prior-
ity should continue to be FLYING THE AIRPLANE. When things
are busy, the approach briefing can certainly be delayed and
possibly shortened.
Let the wrath of Mara work for you!.

Power Settings
Instrument Approach Recommendations

Power Setting Recommendations

Visual Arrival and Landing
1. "DESCENT" checklist completed as descent begins.

Within 4 nm of the airport under 2,500 feet AGL, maintain
a speed below 200 KIAS.
2. No later than turning downwind, flaps Approach, slowing
to 120* KIAS.
3. Landing gear down as descent begins, usually abeam
the touchdown point, but later if extending the downwind
leg due to preceding traffic. "BEFORE LANDING" check-
list completed up to "Flaps - Down."
4. Adding additional flap extension as desired so that full
flaps are selected no later than 500' HAT. Slowing so as
to arrive at VREF at 50' HAT. "BEFORE LANDING" checklist
completed.
5. Balked landing: Power up to torque or ITT limits, props
fully forward, flaps up, establish climb with about +10°
pitch attitude, landing gear up. After 400' HAT minimum,
return to "AFTER TAKEOFF" checklist.
*Plus one-half of reported wind gusts.

Two Engine ILS
1. "DESCENT" checklist completed.

2. Upon receipt of ATIS, instrument approach avionics set-
up completed.
3. Clean configuration, 160 KIAS recommended.
4. Remain within procedure turn limit.
5. When established inbound at glideslope intercept alti-
tude, flaps Approach, slowing to 120* KIAS.
6. Landing gear down so as to reach 120* KIAS at or before
OM on glideslope. "BEFORE LANDING" checklist com-
pleted up to "Flaps - Down."
7. Stabilized with flaps Approach, landing gear down, 120*
KIAS.
8. A. Flaps fully down if runway environment is clearly in
sight by 500' HAT. If runway is sighted closer in, landing
with Approach flaps is recommended. "BEFORE LAND-
ING" checklist completed.
8. B. Missed approach: Power up to torque or ITT limits,
props fully forward, flaps up, establish climb with about
+10° pitch attitude, landing gear up. Fly missed ap-
proach procedure. After 400' HAT minimum, return to
"AFTER TAKEOFF" checklist.
*Plus one-half of reported wind gusts.

Single Engine ILS

2. Upon receipt of ATIS, instrument approach avionics
setup completed.
5. When established inbound at glidescope intercept alti-
tude, flaps Approach, prop fully forward, slowing to 120*
KIAS.
6. Landing gear down as descent on glidescope begins.
"SINGLE-ENGINE LANDING" checklist completed up to
"Flaps - As Required".
7. Stabilized with flaps Approach, landing gear down, 120*
KIAS.
8. A. Use full flaps only if required by short runway length.
flaps up and gear up, establish climb at VYSE. Fly missed
approach procedure. After 400' HAT minimum, return to
* Plus one-half of reported wind gusts.

Two Engine Non-Precision Approach
1. "Descent" checklist completed.

2. Upon receipt of ATIS, instrument approach avi-
onics set-up completed.
5. When established inbound, after descending to
F.A.F. altitude, flaps Approach, slowing to 120*
KIAS.
6. Landing gear down so as to reach 120* KIAS at
or before the F.A.F. "BEFORE LANDING" check-
list completed up to "Flaps - Down."
7. Reduce power for a stabilizer descent of about
1,000 fpm with flaps Approach, landing gear
down, 120* KIAS.
8. Add power for level flight at MDA, same configu-
ration and speed.
9. A. Flaps fully down when leaving MDA for nor-
mal descent to runway. "BEFORE LANDING"
checklist completed
9. B. Missed approach: Power up to torque or ITT
limits, props fully forward, flaps up, establish
climb with about +10° pitch attitude, landing
gear up. Fly missed approach procedure. After
400' HAT minimum, return to "AFTER TAKEOFF"
checklist.

Single Engine Non-Precision Approach

2. Upon receipt of ATIS, instrument approach avionics set-
up completed.
5. When established inbound, after descending to F.A.F.
altitude, flaps Approach, prop fully forward, slowing to
120* KIAS. "SINGLE-ENGINE LANDING" checklist com-
pleted up to "Landing Gear - Down".
6. 120* KIAS reached at or before the F.A.F.
7. Reduce power for a stabilized descent of about 1,000
fpm with flaps Approach, landing gear up, 120* KIAS.
8. Add power for level flight at MDA, same configuration
and speed.
9. A. Landing gear down when leaving MDA for normal de-
scent to runway. "SINGLE-ENGINE LANDING" checklist
completed. Use full flaps only if required by short runway
length.
flaps and gear up, establish climb at VYSE. Fly missed
approach procedure. After 400' HAT minimum, return to

Circling Approach
1. Treat the circling approach like any other non-precision

approach procedure, even when a glideslope is used to
descend to the circling MDA. That is, the airplane should
be at 120 KIAS, flaps Approach, and landing gear down
normally, but the gear should remain up when single-
engine.
2. Use Category B minimums and remain within 1.5 nm
of the airport. If flap failure or wind gust speed additive
requires a circling speed of 121 KIAS or greater, use
Category C minimums and 1.7 nm.
3. Use no more than 30° bank.
4. When in position to make a normal 3° descent to the run-
way, extend full flaps (or landing gear, if single-engine)
as descent begins. "BEFORE LANDING" checklist com-
pleted.

DME Arc Approach
1. Clean configuration, 160 KIAS recommended Nav #1

tuned to ILS, with ILS course set on HSI. Nav #2, DME,
and RMI needle selected to the VORTAC.
2. Lead the 90° turn onto the arc by 1% of the ground
speed. For example, with 160 knots ground speed, be-
gin the turn when 1.6 nm outside of the arc.
3. Using DME and RMI information, turn as required to
remain within 1 nm of the arc's centerline. Generally, turn
at least 20° at a time. When slightly inside of the arc,
merely hold your present heading, delaying the next turn
until the arc is intercepted.
4. When crossing the lead radial, turn to an appropriate
intercept heading and direct attention to Nav #1. Con-
tinue as if at "procedure turn inbound" point on previous
approach examples.


Takeoff Data Card
A typical Takeoff Data Card is reproduced below. We strongly

believe that takeoff safety is enhanced by the preparation and
use of this type of card. After a few weeks of use you will find
that the numbers for the card will come readily from memory in
many routine takeoff situations.
TAKEOFF DATA
PA ft OAT °C
T.O. WEIGHT lbs WIND kts
T.O. TORQUE ft-lbs FLAPS %
V1 kts V2 kts VYSE kts
Accel-Stop: REQD '; AVAIL '
Accel-Go: REQD '; AVAIL '
VREF kts
The abbreviations used are these:
PA Pressure Altitude, or airport elevation on a standard

day. Higher than normal altimeter settings cause
lower pressure altitudes, and vice versa, with each
0.1" variation from 29.92" Hg changing the altitude by
about 100 feet.
OAT Outside Air Temperature.
T.O. Takeoff.
V1 Takeoff Decision Speed. Below this speed, engine

failure requires aborting the takeoff. Above this
speed, the takeoff may be continued, if conditions
permit. You can find the speed that Beech uses for
V1 on the flight manual page giving Accelerate-Stop
distances. However, good judgement indicates that
there is no single V1 speed that is best for all situ-
ations. With lots of runway available a successful
abort may be initiated from a higher than normal V1.
In most cases, Beech uses rotate speed, VR, for V1.
Each situation requires careful thought before the
best choice of V1 can be made.

V2 Takeoff Safety Speed. You can find the number which
Beech uses for this speed on the Accelerate-Go
chart, or, for earlier models, the chart called "Single-
Engine Takeoff Distance." Having recognized an
engine failure at V1, V2 is the speed which the aircraft
has attained at the 35' height above the runway (or
50', depending on your King Air model). V2 usually
depends on airplane weight, and is sometimes close
to the speed for single-engine best angle-of-climb
(VXSE). It must be high enough to give adequate stall
protection as the airplane leaves ground effect.
VYSE Single-Engine Best Rate-of-Climb Speed. At gross

weight, this is "blue line" speed. For lighter weights,
the speed can be found on the chart for single-en-
gine climb in the flight manual.
Accel-Stop
Accelerate-Stop Distance, the distance required
to accelerate to V1 with two engines, then stop. Be
sure to examine the associated conditions listed on
the flight manual's chart. If you use a V1 higher than
Beech's figure, then the accelerate-stop distance is
increased. To determine a reasonable distance with
a higher V1, the following rule-of-thumb may be used:
"For each 1% increase in V1, increase
Accelerate-Stop Distance by 2%."
For example, suppose the original distance was
3,500' while using a V1 of 95 knots. If we increase V1
by 10 knots, to 105, we have increased it by 10.5%
(10/95). Thus, the distance should increase 21%
(10.5% X 2) to become 4,237' (3,500 X - 1.21).
Accel-Go
Accelerate—Go Distance, the distance required to
accelerate to V1 with two engines, lose an engine,
and then continue the takeoff such that V2 is reached
at 35' or 50' above the runway ·elevation. (See the
associated conditions on the appropriate chart.) In-
creasing V1 so that it is closer to V2 will decrease this
distance.
VREF Reference Speed for landing, to be achieved at 50

feet above the threshold in the event of a sudden re-
turn for landing. It is 1.3 VSO and listed as "Approach
Speed" in Beech's charts.

Additional Comments:
1. The figure for takeoff torque comes from the flight

manual's "Minimum Takeoff Power" or "Power Avail-
able for Takeoff" graph. In order to perform to the
specifications that your manual shows, your engines
must operate at this torque value. Inability to attain
this "target" torque indicates an unsatisfactory condi-
tion, either engine or instrumentation malfunctions.
Can you use more than this minimum power? Yes, as
long as you do not exceed torque, ITT, or N1 redlines/
limits. (Often, for lower airports on cooler days, mini-
mum takeoff torque is the same as maximum torque
redline, meaning that even a weaker engine should
be able to produce full power under those condi-
tions.)
Can you use less than this minimum power? Once
again the answer is yes—a very qualified "yes"——
because in doing so you may be compromising the
accuracy of your takeoff planning. Using less power
(to reduce the rate of engine deterioration) should
be considered only in cases where a known excess
safety margin exists. (See comment #2.)
2. A known excess safety margin exists if satisfactory
takeoff performance from the runway in question still
can be shown when the OAT is hotter than it actually
is.
Here is how this "Assumed Temperature Method"
(ATM) of takeoff planning works. You are preparing
for a takeoff from a long runway when the OAT is ap-
proximately 20°C. Instead of using 20°C for acceler-
ate-stop and accelerate—go calculations, however,
you decide to base your calculations on a much hot-
ter temperature...40°C (104°F!). Happily, you find that
required distances are less than available distances.
If this is the case when it is 40°C, then surely your
takeoff performance will also be satisfactory when
the OAT is cooler, such as 20°C, even though you
are using the lower power available under the hot-
ter conditions. Thus, you may use the torque Figure
based on 40° and have performance "guarantees"
yet still reap the benefits of cooler engine ITTs. (Re-
member: In an emergency situation use all power
available, as needed. Engines are more expendable
than people and airframes!).

3. You may use overruns and/or stopways in the "Accel-
erate-Stop Distance Available" number.
4. Clearways may be included in the "Accelerate-Go
Distance Available" number, within reason. Transport
category regulations (FAR 25) require that (A) the
clearway must be no longer than 50% of the runway,
and (B) no more than half of your airborne distance
may be beyond the runway, over a clearway. These
appear to be good guidelines, even for non-transport
airplanes, such as the King Air.
The Effect of Decision Speed on Accelerate-Stop Distance
In some King Air operating handbooks - the 100-series and

200-series especially - the manufacturers choice of decision
speed (V1) is surprisingly low...in some cases, less than 10%
above VMC. If a pilot decides to use a higher V1 speed, benefits
may often be realized:
(1) The extra airspeed will give better control response and
more margin for error in the event of an engine failure at V1;
(2) Accelerate-Go Distance will often be decreased because,
with V1 closer to Takeoff Safety Speed (V2) there is less single-
engine acceleration to achieve;
(3) The airspeed will be closer to the One-engine—inopera-
tive Best Rate-of-climb Speed (VYSE), which is the target to be
achieved after obstacle clearance altitude is reached if an
engine failure has occurred on takeoff.
However, anytime V1 is increased, Accelerate—Stop Distance

will increase also. A rule-of-thumb—"For each 1% increase in
V1, Accelerate-Stop Distance will increase 2%"—was previously
presented. The table below should prove helpful in choosing
a higher V1 speed based upon available runway length, if you
choose to do so.
It Accelerate-Stop Then the approximate

Distance is Accelerate-Stop Distance
at the speed listed is
V1 V1+5kts V1+10kts V1+15kts
3000 3320 3640 3940
3500 3860 4240 4600
4000 4420 4840 5260
4500 4980 5440 5920
5000 5520 6060 6580
5500 6080 6660 7240
6000 6640 7260 8000

Example:
For a given set of conditions (OAT, Pressure Altitude, Takeoff
Weight, and Wind) you consult your Pilot's Operating Handbook
and determine that the accelerate-stop distance required is
3,800 feet yet accelerate-go distance required is 6,000 feet, not
a reasonable balance if an obstacle exists at 5,500 feet. This
type of situation lends itself to an increase in V1. To be conser-
vative, enter the table above at the next higher accelerate-stop
number: 4,000 feet. If the runway (and overrun or stopway)
distance is 5,000 feet, then the table indicates that you could
satisfactorily abort from V1+10 knots, but not from V1+15 knots.

Takeoff Data

Takeoff Data


Engine Failure
Power, Speed Levers, Flaps, Gear
An unexpected engine failure in cruise, when the luxury of

high altitude and airspeed are enjoyed, should not present a
particularly tough situation to the professional pilot. Even dur-
ing takeoff, a power loss should not be overwhelming if proper
takeoff planning has occurred and if a proper state of mental
preparedness exists. But an engine loss when airspeed and
power are low, such as during an approach or while in a hold-
ing pattern, can be a challenge even for the most experienced
and prepared pilot. Actions must be taken correctly and without
delay. Otherwise, the airspeed can deteriorate to a dangerously
low value very rapidly or altitude will have to be sacrificed to
maintain airspeed.
What are the correct actions to take?
POWER Both power levers forward to at least 1200 ft-lbs, or

until your ITT limit is reached, whichever occurs first.
Don’t move only the “good” power lever. What if the
only thing wrong with the “dead" engine is that the
power lever slipped back toward idle because the
friction knob wasn’t adjusted properly? What if what
you think is the good engine turns out to be the bad
one? If you advance only one power lever, you have
actually made the fifth step of this procedure the first
step, and that’s wrong.
(A word about flight training: Yes, of course, when

the flight instructor wants to introduce a simulated
engine failure, he or she will do so by retarding the
power lever and you will thereby have only one lever
available to move forward. But you know what? If you
go ahead and move both, your instructor is going to
compliment you on the correct procedure...before he
blocks the lever and brings it back!)
Some pilots prefer to click off the yaw damper at

this time, using the disconnect switch on the control
wheel, since its presence makes it more difficult to
determine the "dead" foot. This action will also dis-
connect the autopilot.

Although we like to think that a well-trained and pro-
ficient pilot can handle the situation very well without
the autopilot engaged, we have concluded that this
fine aid can continue to fly very well during the time
it takes to handle the failure. Manage this cockpit
resource carefully, and be sure to disengage it if it
is not flying properly. However, we think you will be
amazed at just how well it performs as long as you
turn the rudder trim wheel “toward the ball” as need-
ed.
After the prop has been feathered, the autopilot and

yaw damper definitely do a good job even with an
engine inoperative.
SPEED
LEVERS Both speed levers fully forward to provide maximum
propeller efficiency and all available power on the
good engine. This will also reduce ITT noticeably and
allow later "fine-tuning" to a higher power, if needed.
FLAPS Up, or Considered

Leave down only if an
uninterrupted descent
to a suitable runway
can be continued.
GEAR Up, or Considered
IDENTIFY
"Dead foot, dead engine"...the good old traditional
method. This check is easier with the yaw damper
and autopilot off. If the autopilot and/or yaw damper
is on, you will definitely want to read the engine in-
struments carefully.
Realize that in the rare case of a Fuel Control Unit

"runaway," there may be no dead engine. Instead,
the problem may be an overly-powerful live one.
VERIFY Scan the engine instruments for low ITT, torque, and
engine speed readings. If you’ve experienced a
flame-out, they’ll all be low. Do not retard the power
lever for the suspected inoperative engine since its
Beta Follow-up function may allow windmilling drag
to increase.
FEATHER
Pull the failed engine’s Fuel Cutoff & Feather lever
around the hook and fully aft.

Although this memory-aid of “Power, Speed Levers, Flaps,

Gear" has been introduced as a way of remembering the cor-
rect initial steps to take in dealing with an engine failure in flight,
it also applies in four other flight situations...rejected landings,
missed approaches, stall recoveries, and emergency descents.
For the rejected landing, missed approach, or stall recovery,

one cannot go wrong by starting with Power advanced to maxi-
mum allowable targets of torque or ITT, followed by Speed
Levers advanced fully forward, or verifying that they are already
in that position. During this time, the pitch attitude should be
held nearly level. When a safe speed of at least 100 knots is
reached, then Flaps up and rotate smoothly to +10° pitch atti-
tude. Finally, when a positive rate of climb is seen, Gear up.
The emergency descent procedure uses the same memory-

aid, but with some different actions taken. Namely, Power - Idle,
Speed Levers - Full Forward, Flaps - Approach, Gear- Down.
Now lower the pitch attitude to hold the maximum landing-gear-
extended speed, 153 knots.
Maximizing Single-Engine Performance
Mathematical analysis of the engine-out characteristics of

multi-engine aircraft, verified by flight test, shows that if the pilot
inadvertently or instinctively holds the wings level and maintains
heading with the ball centered in an engine-out situation, VMCA
may increase as much as 20 knots, and the aircraft will be in
a moderate sideslip into the dead engine. Single-engine rate-
of-climb will be degraded drastically. If the pilot had taped a
piece of yarn on the center of the nose or windshield, it would
be blown over on the operating engine’s side, confirming the
sideslip, even though the ball would remain centered.
When descending, there is no need to maximize performance.

If we burn a couple of more ounces of fuel by flying with less-
than-perfect bank-ball placement during an approach, so what?
If you find it easier to keep the wings level and ball centered
during a single engine let down, we won’t complain.
But what about the single-engine climb or missed approach?

Now is the time that we truly want to maximize performance.
That extra 100 fpm just might spell the difference between suc-
cess and failure.

To fly the aircraft correctly in order to maximize single-engine
climb performance...
A. Bank about 5° into the good engine. A memory aid

which works for some pilots is "Raise the dead,” i.e.,
lift the dead engine’s wing up a little.
B. Step on the ball and move it toward the center, but
do not center it. Leave it out toward the operating
engine about one-half ball width. One easy method of
achieving this is to "raise the dead" but then use nec-
essary rudder force to maintain the desired heading.
C. Maintain airspeed by using a proper pitch attitude.
With maximum single-engine power, a speed be-
tween 111 and 125 knots (VXSE and VYSE) can usually
be achieved with about a +7° to +10° pitch attitude.
Selecting the Go-Around mode on the flight director
will set the command bars at +7° attitude for refer-
ence.
The Infamous V1 Cut
Simulated engine failures near Decision Speed, V1, need to

be conducted for training with the utmost caution. Here, these
will only be conducted on sufficiently long and wide runways
such that an immediate landing could be safely accomplished
straight ahead on the remaining runway surface in the event
that something unforeseen occurs.
If the instructor gives a simulated failure prior to V1, expecting

you to abort the takeoff, it will always be given at a sufficiently
slow speed - below 80 knots - that there will be no indecision
about going or stopping...you are going to stop. Likewise, if the
engine failure is simulated near V1, it will always be at a speed
slightly above V1 and the expected response will be to con-
tinue the takeoff, even though there will be sufficient runway still
available for stopping. In effect, at that point, the student is to
presume that no additional runway remains...you are going to
go.

The key to a successful outcome when continuing the takeoff

after an engine failure is to maintain proper heading and pitch
attitude and not to overreact. Hold about +10° pitch, use your
feet to keep the nose straight, and bank enough to prevent
drifting sideways off the runway centerline. (Notice that the last
two control inputs just mentioned - using rudder to maintain
longitudinal alignment and using ailerons to prevent drift - are
exactly the same inputs required during the final stages of a
crosswind landing.)
You’ve no doubt heard the order “Step on the ball!” many

times, as an instructor reminds the student that more rudder
is needed on the side of the ball. Here’s another one: "Step on
the heading!" If you are departing on Runway 27, set either
the HSI’s heading bug or course needle on 270° unless they
are absolutely required elsewhere. If you encounter an engine
failure shortly after liftoff, observe where the bug or needle now
is compared to the lubber line. If it’s to the left, you have yawed
to the right and need more left rudder. So step on that heading
to correct the situation.
When you feel that sickening sag in acceleration and that

monstrous tendency to yaw, remember that Power has al-
ready been set; merely verify that it is proper. Speed Levers
are already full forward. Flaps are either up or at Approach
(where they should stay until 400 feet AGL and VXSE have been
reached). Gear? Yes, you’ve got to retract it now. You are ready
to Identify, Verify, and Feather.
When the airplane is past 1,000 feet AGL and your heart rate is
back to normal, let the autopilot fly while you get the checklist
out and complete the clean-up items for the dead engine.


Fuel Efficiency Calculations
Specific Range is the distance an aircraft travels over the

ground while consuming one pound of fuel. Similar to the famil-
iar miles-per-gallon in automotive jargon, it is the best measure
of fuel efficiency. It is normally expressed in units of nautical
miles per pound (nm/lb).
The Specific Range (SR) being achieved for any particular flight
condition can be easily calculated if the aircraft has ground
speed (GS) and fuel flow (FF) displays. Namely,
SR = GS + FF
For most airplanes, the maximum-range performance informa-

tion presented in the pilot's operating handbooks is based on
no wind. When significant wind exists, best range does not nec-
essarily occur at the recommended best range power setting.
Keeping in mind that ground speed is simply the difference be-
tween true airspeed and the headwind or tailwind components,
the effect of wind can be easily determined using the specific
range formula. That is,
SR = (TAS ± WIND) + FF
When specific range has been calculated, the total range avail-
able for a certain amount of fuel can be quickly calculated:
TOTAL RANGE = SR X TOTAL FUEL
Example:
A King Air B10 is at 16,000 feet, in no wind conditions. The
ground speed is 260 knots and the total fuel flow is 610 pph.
Later, the same airplane climbs to 24,000 feet and discovers
a ground speed of 250 knots and a fuel flow of 480 pph. Com-
pare the fuel efficiencies in these two cases.
16,000': SR = 260 nm/hr+610 lbs/hr = 0.426 nm/lb

24,000': SR = 250 nm/hr + 480 lbs/hr = 0.521 nm/lb
If 1,600 pounds of available fuel were onboard, the higher air-

plane could travel an additional 152 nm, not considering climb
and descent effects (which are usually small in comparison to
the cruise segment), since:
16,000' Range = 0.426 nm/lb X 1,600 lbs = 682 nm

24,000' Flange = 0.521 nm/lb X 1,600 lbs = 834 nm

Now suppose the wind at 24,000' were 60 knots, right on the
nose cutting the ground speed from 250 knots down to 190
knots. The new specific range is:
SR = 190 nm/hr + 480 lbs/hr = 0.396 nm/lb
Thus, the magnitude of any wind and/or power change associ-

ated with an altitude change will determine whether range will
be increased or decreased at the new altitude.
Exercises:
1. Which case will take you farther, A or B?
Case A: GS = 270 knots; FF = 600 pph;

Total fuel = 2,300 pounds
Case B: GS = 210 knots; FF = 460 pph;

Total fuel = 2,100 pounds
2. Using the "Maximum Recommended Cruise Power" table

for the B100, based on standard day conditions (ISA)
at a middle cruise weight of 10,500 pounds, how much
headwind could be tolerated at 24,000 feet to give the
exact same specific range as at 14,000 feet with no
wind?
3. At 12,000 feet, ISA condition, compare your two-engine

specific range (“Maximum Recommended Cruise Pow-
er") to the specific range you would have with an engine
out ("Maximum Recommended Cruise Power One En-
gine Inoperative ").
4. In an attempt to save fuel and avoid an unscheduled fuel

stop, you have pulled power back and watched fuel flow
decrease from 540 pph to 440 pph. If the original ground
speed had been 240 knots and the new ground speed
stabilizes at 210 knots, did your action work? Did it save
fuel?
5. Your total remaining fuel is 1,200 pounds, fuel flow is 480

pph, ground speed is 250 knots, and your destination is
350 nautical miles away. If nothing changes and if you
neglect the descent effects, will you land with a 60 min-
ute fuel reserve?

Partial Emergency and Abnormal Procedure Checklists
Quick Check Annunciator Reference (BE 1 through BE 91)

Quick Check Annunciator Reference (BE 1 through BE 91)

Emergency Procedures*
* Steps which should be memorized are show in BOLD print.
Hot Start on Ground (ITT Rapidly Approaching Redline)
1. Engine Start/Stop Switch....................................... STOP
If ITT does not immediately decrease:

Fuel Cutoff/Feather Lever.......................................FUEL
CUTOFF & FEATHER
Allow the engine to windmill to a stop. Then, to continue cooling

the engine:
2. Start Select Switch..................................................CRANK
3. Engine Start/Stop Switch........................... MOMENTARILY
MOVED UP TO START
After the RPM reaches 15% or 15 seconds have passed, whichever

occurs first:
4. Engine Start/Stop Switch...........................................STOP
Caution: Determine the cause of the hot start and allow the
starter motor to cool for at least 60 seconds before proceeding
with another start attempt. Repeat the start procedure from the
very beginning. Remember to place the Fuel Cutoff/Feather
Lever forward, verify that the propeller is on the start locks, and
reposition the Start Select switch to "Ground".
Nacelle Fire on Ground
(ENGINE FIRE WARNING ANNUNCIATOR ILLUMINATED

COMBINED WITH VISIBLE SMOKE OR FLAMES, OR ABNOR-
MALLY HIGH FUEL FLOW)
1. Eng Start/Stop Switches (2)................................... STOP

2. Fuel Cutoff/Feather
Levers (2)............................ FUEL CUTOFF & FEATHER
3.
Fuel Firewall Valves (2)..................................... CLOSED
4.
Standby Pumps......................................................... OFF
5.
Battery and Generator Switches............................. OFF
6.
Engine Fire Extinguisher................................ ACTUATE
(if Installed)
7. Evacuate the airplane.
8. Handheld Fire Extinguisher............... ACTUATE (as req‘d)

Engine Failure During Takeoff (Takeoff Aborted)
Note: This procedure may also be used for an aborted takeoff

caused by reasons other than engine failure.
1. Power Levers....................................................REVERSE
2. Brakes.............................. MAXIMUM, or as required for
stopping distance
If insufficient runway remains for stopping:
3. Engine Start/Stop Switches...................................STOP
4. Battery and Generator Switches............................. OFF
5. Fuel Firewall Valves.......................................... CLOSED
6. Standby Pumps......................................................... OFF
Engine Failure During Takeoff (Takeoff Continued)
Caution: For some combinations of airport elevation, OAT, and

aircraft weight, a continued takeoff with an engine failure may
be impossible. The only option will be to land straight ahead.
1. Power ........................................MAXIMUM ALLOWABLE

(Speed Levers - FULL FORWARD)
2. Landing Gear................................................................ UP
3. Airspeed............................ MAINTAIN TAKEOFF SPEED
4. Identify inoperative Engine
Do not retard power lever.)
5. Fuel Cutoff/Feather Lever.......................................FUEL
CUTOFF & FEATHER
6. Airspeed..............................ACCELERATE TO 111 KIAS
OR HIGHER (at 400' AGL, minimum)
7. Flaps ............................................................................ UP
8. Clean-up inoperative engine after reaching at least
1,000 feet AGL:
a. Standby Pump & Aux Transfer Switches................OFF
b. Fuel Firewall Valve.......................................... CLOSED
c. Generator...............................................................OFF
d. Engine Start/Stop Switch..................................... STOP
e. Manual Fuel/lgnition Switch....................................OFF
f. Bleed Air Valve............................... INST & ENVIR OFF
9. Electrical Load................................................... MONITOR
10. DC Voltage........................CONFIRM 28 VOLTS ON BOTH
LEFT AND RIGHT VOLTMETERS
Note: When appropriate, refer to Page 267 for single-engine

landing procedures.

Confirmed Engine Fire in Flight
1. Fuel Cutoff/Feather Lever...................................... FUEL

CUTOFF & FEATHER
2. Fuel Firewall Valve............................................. CLOSED
3. Fire Extinguisher (if Installed).........................ACTUATE
(as required)
4. Continue with ENGINE FAILURE IN FLIGHT
procedure following.
Engine Failure in Flight
1. Power ........................................................AS REQUIRED

Yaw Damp...................................................................OFF
2. Speed Levers....................................... FULL FORWARD
3. Flaps ..............................CONSIDERED (UP, if in doubt)
4. Gear ..............................CONSIDERED (UP, if in doubt)
5. Identity inoperative Engine...........(Do not retard power
lever.)
For the inoperative engine:

6. Fuel Cutoff/Feather Lever.......................................FUEL
CUTOFF & FEATHER
7. Clean up inoperative engine:
a. Standby Pump & Aux Transfer Switches................OFF
b. Fuel Firewall Valve.......................................... CLOSED
c. Generator...............................................................OFF
d. Engine Start/Stop Switch..................................... STOP
e. Manual Fuel/Ignition Switch...................................OFF
f. Prop Sync...............................................................OFF
g. Bleed Air Valve............................... INST & ENVIR OFF
8. Electrical Load................................................... MONITOR
9. DC Voltage........................CONFIRM 28 VOLTS ON BOTH
LEFT AND RIGHT VOLTMETERS
Note: When appropriate, refer to Page 267 for single-engine

landing procedures.
Engine Failure in Flight Below Air Minimum Control Speed (VMCA)
1. Reduce power on operative engine as required to

maintain control.
2. Lower pitch attitude to accelerate above VMCA.
3. Continue with ENGINE FAILURE IN FLIGHT proce-
dure, above.

Immediate Air Restart
If an engine quits for no apparent reason, if the propeller has

not been feathered by the crew, and if sufficient altitude exists,
it may be desirable to attempt an immediate air restart. The
engine should start and run if it receives three ingredients - air,
ignition, and fuel.
Air is supplied by the windmilling action of the engine. If pos-

sible, be below 20,000 feet. Ignition is supplied by the Manual
Fuel/Ignition switch: turn it on or verify that it is already armed.
(The IGNITION annunciator should be illuminated.) Finally, to
supply fuel, make certain that the Engine Start/Stop switch is in
RUN, that the Fuel Cutoff/Feather Lever is full forward, and that
the fuel panel is set properly, with the firewall valve not acci-
dentally closed.
If the restart is not successful, proceed with the ENGINE FAIL-

URE IN FLIGHT procedure, Page 257.

Electrical Smoke or Fire
(Usually gray or tan in color, and irritating to the nose and eyes.)
1. Cabin Temp Mode..................................................... OFF

2. Vent Blower.............................................................AUTO
3. Oxygen.....................................................AS REQUIRED
a. Oxygen Supply Control Handle....................... PULL
b. Crew and Passengers......................... PLUG IN AND
DON OXYGEN MASKS
4. Nonessential Switches................................................. OFF
Including: coffee bar power / unnecessary lighting /
unnecessary ice protection / unnecessary avionics
/ inverter (use DC-driven or air-driven flight instru-
ments)
Note: Unless smoke is severe, a pause now of one or two min-

utes is appropriate to determine it the condition is improving.
Heading tor the nearest suitable airport and advising ATC of
the difficulty is recommended.
5. a. If fire or smoke ceases:

1) Individually restore only essential avionics and
electrical equipment and watch for an unusually
high loadmeter increase as each switch is turned
on.
2) Turn off any defective equipment found, it the
condition recurs.
6. b. If fire or smoke persists or is severe:
1) Avionics Master Switch..................................... OFF
2) Cabin Pressure Switch...................................DUMP
3) Land as soon as practicable.
4) Consider turning the Battery and Generator
Switches OFF if condition still persists.

Environmental Smoke or Fumes
(Usually white in color, not very irritating to the nose and eyes.)
1.
Cabin Temp Mode..................................................... OFF
2.
Vent Blower.............................................................. HIGH
3.
Lett Bleed Air Valve.......................................ENVIR OFF
4.
Oxygen..................................................... AS REQUIRED
a. Oxygen Supply Control Handle....................... PULL
b. Crew and Passengers......................... PLUG IN AND
DON OXYGEN MASKS
5. a. If Smoke Decreases:
1) Continue operation with left bleed air off.
b. If Smoke does not Decrease:
1) Left Bleed Air Valve - OPEN
2) Flight Bleed Air Valve - ENVIR OFF
3) If smoke decreases, continue operation with right
bleed air off.
Warning: If uncertain as to the source of smoke or fumes, land

as soon as practicable to investigate the cause.
Cabin Fire in Flight
Depending upon the optional equipment installed, the airplane

may be equipped with none, one, or two handheld cabin fire
extinguishers. The most typical locations for these extinguishers
are under the copilot's seat and under the passenger seat on
the left side just forward of the cabin door.
The pilot should deviate to the nearest suitable airport while the
copilot and/or passengers attempt to extinguish the fire using
the fire extinguishers and/or available liquids (such as water,
coffee, etc.). Oxygen may be helpful in diluting the effects of
the smoke.
Smoke removal can be accomplished by selecting the maxi-

mum cabin altitude setting (10,000') on the pressurization
controller and setting the controllers rate knob at maximum.
Moving the Cabin Pressure Control switch to DUMP will expe-
dite smoke removal and will also introduce ram air ventilation
into the cabin.
Loss of Pressurization
1. Oxygen.....................................................AS REQUIRED
2. Descent..................................................... AS REQUIRED

Emergency Descent
1. Oxygen..................................................... AS REQUIRED
2. Power Levers...............................................FLIGHT IDLE
3. Speed Levers....................................... FULL FORWARD
4. Flaps ..................................... APPROACH (179 kts max)
5. Landing Gear.................................. DOWN (153 kts max)
6. Airspeed................................................................153 kts
Glide
1. Propellers.................................................... FEATHERED
2. Flaps ............................................................................ UP
3. Landing Gear................................................................ UP
4. Airspeed............................ 150 kts (less 7 kts/1,000 lbs)
Note: The zero-wind glide ratio is approximately 1.8 nm for

each 1,000 feet of altitude.
Emergency Exit Operation
The emergency exit is located at the first right cabin window,

behind the copilot position.
1. Emergency Exit Handle.......................PULL, until hatch

detaches from airframe
2. Emergency Exit Hatch.................. LAY ASIDE IN CABIN
OR DISCARD ONTO WING
3. Exit onto wing, then toward tail.
Unscheduled Main Pitch Trim Activation
1. Maintain pitch control of the airplane using elevator

force.
2. Depress and hold Trim Release (red) button on con-
trol wheel.
OR
Hold Main Trim switches to oppose direction of
unscheduled trim.
3. Main Pitch Trim Master..............................................OFF
(Trim Release button or Main Trim switches may
now be released)
4. Standby Pitch Trim Master..........................................ON
5. Standby Pitch Trim Switches..........................AS REQ‘D

Dual Generator Failure
1. Generator Switches........................ OFF, RESET for one

second, then ON
A. If either generator will reset:
1) Do not exceed 1.0 (100%) load on operating gen-
erator.
B. If neither generator will reset:
1) Unnecessary equipment................................OFF
Including: Cabin Temp Mode / Vent Blower /
coffee bar power / unnecessary lighting / unnec-
essary ice protection / unnecessary avionics /
inverter (use DC-driven or air-driven flight instru-
ments)
2) Land as soon as practicable.
Spin Recovery
If a spin is entered inadvertently (no spins are approved), do

the following three actions as nearly simultaneously as pos-
sible:
1. Control Wheel.....................................FULLY FORWARD,
AILERONS NEUTRAL
2. Rudder.......................... FULLY APPLIED OPPOSITE TO
THE SPIN DIRECTION
(away from the turn needle)
3. Power Levers.............................................................IDLE
When rotation stops, neutralize the controls and ex-
ecute a smooth pullout from the dive.
Warning: FAR‘s do not require spin demonstrations of airplanes

of this weight and no spin testing has been conducted. The
above recovery technique is the standard one utilized for most
airplanes.

Abormal Procedures
Main Pitch Trim System Inoperative
1. Main Pitch Trim Master................................................ OFF

2. Standby Pitch Trim Master.............................................ON
3. Standby Pitch Trim Switches...................... AS REQUIRED
Note: The standby trim operates at about one-third the speed of

the normal system. In some autopilot installations. standby trim
use will cause the autopilot/yaw damper to disengage. They
may be reengaged at the pilot’s discretion.
Caution: The standby trim system is not affected by switches or

buttons on the control wheels. Unscheduled operation of the
standby system is terminated by turning the Standby Pitch Trim
Master switch off.
Both Main and Standby Pitch Trim Systems Inoperative
The airplane will attempt to maintain its last trimmed airspeed.

When speed is reduced below this value the nose will tend to
fall, and when speed is increased above this value the nose will
tend to rise.
A useful memory aid is "ADD UP, SUBTRACT DOWN." That is,

when you are pulling on the wheel and want the nose to come
UP, either ADD power or ADD (extend) flaps. When you are
pushing on the wheel and want the nose to come DOWN, either
SUBTRACT (reduce, retract) your current flap setting or SUB-
TRACT power (if it can be done safely). A flaps up landing may
be desirable if you are pushing on the wheel when at approach
speed.

Intentional Flight Shut-Down
1. Manual Fuel/Ignition Switch......................................... OFF

2. Engine Start/Stop Switch...........................................STOP
Caution: Be certain that the airplane is properly configured for

single-engine operation. To maintain level flight, the "good"
engine’s speed lever should be fully forward, the power lever
should be set to at least 1200 ft-lbs of torque or 880°C ITT, and
the flaps and gear should be up.
After RPM has decreased to 30% or one minute has

elapsed:
3. Fuel Cutoff/Feather Lever........................FUEL CUTOFF &
FEATHER (until RPM is
5% - 10%), then NORMAL
4. Unfeather Pump......................... ACTUATE AS REQUIRED
(to maintain slight forward propeller rotation until ITT
decreases below 200°C)
Caution: If RPM begins to increase above 15%, again pull the

Fuel Cutoff/Feather Lever back momentarily to reset the desired
speed.
After ITT is below 200°C:

FEATHER
6. Proceed to the ENGINE FAILURE IN FLIGHT procedure
on Page 257 for clean-up items.

Airstart
1. Altitude.............................................. BELOW 20,000 FEET

2. Airspeed............................................... ABOVE 90 KNOTS
3. Fuel Cutoff/Feather Lever....................................NORMAL
4. Speed Lever...................................................... LOW RPM
5. Power Lever.......................FLIGHT IDLE; SILENCE HORN
6. Start/Select Switch........................................................ AIR
7. Manual Fuel/Ignition Switch......................................... OFF
8. Generator (inoperative engine)................................... OFF
9. Fuel Firewall Valve.................................................... OPEN
10. Standby Pump...............................ON; Aux Transfer · OFF
11. ITT .................................... BELOW 300°C IF FEASIBLE
12. Engine Start/Stop Switch.........................HOLD TO START
UNTIL ITT RISE IS OBSERVED,
THEN AS REQUIRED FOR PRIMING
13. ITT & RPM.................MONITOR (Engine Start/Stop Switch
to Stop if ITT approaches 1149°C.)
Note: If no ITT rise is indicated by 20 - 25% RPM, actuate the

Manual Fuel/Ignition switch. If no ITT rise is observed within the
next 10 seconds, abort the start by moving the Engine Start/
Stop switch to Stop and pulling the Fuel Cutoff/Feather lever
back.
If a successful start is achieved by using Manual Fuel/Ignition,

trip and reset the STARTER CONTROL circuit breaker on the
copilot‘s right subpanel between steps 14 and 15.
14. Oil Pressure............................................................CHECK

15. Power Lever.................................... SET APPROXIMATELY
200 PPH FUEL FLOW
(so that NTS pulsations cease)
16. Generator........................ RESET for one second, then ON
17. Start Select Switch.............................................. GROUND
18. Standby Pump & Aux Transfer...........................AS REQ‘D
19. Bleed Air Valve......................................................... OPEN
After Oil Temperature reaches green arc:

20. Speed Lever.................................................................SET
21. Prop Sync......................................................................ON
22. Power ......................................................... AS REQUIRED
23. Manual Fuel/Ignition Switch........................ AS REQUIRED

Zero Thrust
The following power setting approximates the effect of a shut-

down engine with a feathered propeller, inflight at lower alti-
tudes using single-engine approach and climb speeds:
1. Speed Lever........................ FULL FORWARD, HIGH RPM

2. Power Lever...............................SET 200 FT-LBS TORQUE
(approximately 200 pph fuel flow)
Flaps Up Landing
Caution: Remember to extend the landing gear. The flap-actuat-

ed portion of the landing gear warning horn system will not be
triggered during a flaps-up landing.
Use normal landing procedures, but add 10 knots to landing

speeds. Use a runway of sufficient length, at least 25% longer
than normally required. Use glideslope and/or VASI reference,
if available.
Maximum Reverse (Short Field) Landing
Use normal landing procedures, except cross the threshold

at VREF-10 knots. Do not permit the airplane to float in ground
effect. After touchdown, lower the nose and immediately select
Ground Idle. When both Beta lights illuminate or when speed is
below 90 knots, lift the power levers again and select reverse.
Apply braking as necessary, then move power levers forward to
Ground idle by 40 knots.

Single-Engine Landing
Keep the approach and landing as normal as possible, but

advise ATC of your situation, and request CFR (Crash, Fire,
Rescue) equipment, it available. Extend the landing gear when
in position to continue an uninterrupted descent to the runway.
Use a runway of sufficient length, and consider landing with
Approach flaps, not full flaps. Add 5 knots to landing speed if
landing with Approach flaps.
Warning: If full flaps are used, do not attempt a go-around once

they have been extended.
If single-engine reverse is desired after touchdown, maintain

directional control by use of rudder and brake as required,
aided by (1) solidly grounding the nose tire, (2) retracting flaps,
and (3) turning the control wheel fully away from the operative
engine, toward the inoperative engine.
Single-Engine Go-Around
Warning: Do not attempt after flaps are extended beyond Ap-

proach.
1. Power ..........................................MAXIMUM ALLOWABLE

(Speed Lever - FULL FORWARD)
2. Flaps ...................................... UP (at 111 knots or above)
3. Landing Gear................................................................. UP
4. Airspeed....................................MAINTAIN 111 -125 knots
5. Return to normal After Takeoff checklist.
Low Oil Pressure
Oil pressure values below the green arc (above FL 230: below
50 psig) but above the red radial are undesirable; they should
be tolerated only tor the completion of the flight, and then only
at a reduced power setting not exceeding 900 ft-lbs. Oil pres-
sure values below 40 psi are unsafe; they require an INTEN-
TIONAL INFLIGHT SHUTDOWN (see page 264) or a landing as
soon as possible, using the minimum power required to sustain
flight.

Chip Detect Annunciator
This indicates possible metal contamination in the affected

engine's oil supply. Continue operation while monitoring the
engine operating parameters. If abnormalities - such as torque
fluctuations - are observed and if conditions permit, the engine
should be shutdown as soon as practicable using the following
procedure:

FEATHER
2. Refer to the ENGINE FAILURE IN FLIGHT procedure on
page 257.
Asymmetric Flap Extension
Use the flap switch to position the operative flap segments with
the inoperative one, and adjust landing speed accordingly. If
unable, use aileron trim as necessary and add a minimum of 10
knots to the appropriate landing speed.
Cracked Windshield
A. If it is positively determined that the crack is on the

outer surface, no inflight action is required. However,
windshield wipers may be damaged if used on the
cracked surface, heating elements may be inopera-
tive, and visibility may be impaired.
B. If it is determined that the crack is on the inner sur-
face:
1) Decrease pressure differential (AP) to 3 psid or
less within 10 minutes by increasing the control-
lers cabin altitude setting and, if required, de-
scending to a lower altitude.
2) When AP is less than 2 psid, do not exceed 160
KIAS.

Crossfeed (Single-Engine Operation)
1. Standby Pump (inoperative engine)..............................ON

2. Crossfeed.............................. OPEN. Check that the FUEL
CROSSFEED annunciator illuminates.
3. Standby Pump (operative engine)............................... OFF
4. Aux Transfer (operative engine).................................. OFF
5. Fuel Quantity indicators....................... MONITOR OVER A
PERIOD OF TIME TO ENSURE
THAT FUEL IS BEING CONSUMED
FROM THE INOPERATIVE ENGINES SIDE.
Note: If the fuel firewall valve is closed on the inoperative en-

gine's side, then any remaining aux fuel on that side becomes
unusable. Also, the Fuel Pressure warning annunciator on that
side will be illuminated.
6. To discontinue crossfeed. Close the crossfeed switch

and then turn off the inoperative engine's standby pump.
Select Standby Pump and Aux Transfer on, as required,
for the operative engine.
Fuel Pressure Annunciator in Flight

(Engine-Driven Boost Pump Failure)
Note: It is normal for this light to be illuminated on the ground

with the speed lever at low RPM and the Standby Pump off.
1. Standby Pump (affected side)............. ON. Check that the

FUEL PRESSURE warning
annunciator extinguishes.
Caution: The boost pump is integral with the high-pressure

pump, and a failure of only one element of this combination
pump is unlikely. High-pressure element failure will cause en-
gine failure.
Aux Empty Light
This is a normal indication which advises that no fuel remains in

the auxiliary fuel tank. Turn off the aux transfer switch and the
light should extinguish. The Standby Pump may now be turned
off.

Generator Inoperative (Generator Annunciator Illuminated)
1. Generator Switch · OFF, RESET for one second. then ON.

Check that the annunciator extinguishes and that the
loadmeter reads property.
If generator will not reset:

1. Generator Switch......................................................... OFF
2. Electrical Load................... MONITOR: REDUCE IF REQ'D
3. DC Voltage.........................................CONFIRM 28 VOLTS
ON BOTH LEFT AND
RIGHT VOLTMETERS
Note: Generator failure MAY imply starter failure also.
Battery Charge Annunciator in Flight
(Usually white in color, not very irritating to the nose and eyes)
1. Battery Switch - OFF. Note the change in loadmeter

readings, and note if the annunciator extinguishes with
the battery switch off.
A. If the loadmeter change was greater than 0.025 and

if the light extinguished, leave the battery switch off
except when operating the landing gear and flap mo-
tors for landing.
B. If the loadmeter change was less than 0.025 and if
the light remained illuminated, land as soon as prac-
ticable.
C. If the loadmeter change was less than 0.025 and if
the light extinguished, turn the battery switch back
on and continue repeating the loadmeter check at
regular intervals, until either the light extinguishes or
situation A or B develops.

Excessive Indication (Full Scale Deflection) on Left or Right

Loadmeter
1. Appropriate generator................................................. OFF

2. DC Voltmeters.................................. VERIFY NO VOLTAGE
ON THE AFFECTED SIDE.
3. If the inverter fails, select the other inverter.
4. Consult the electrical system schematic to determine
or verify the inoperative components and plan the re-
maining flight accordingly. (Zero voltage on the left side
makes the landing gear motor inoperative.)
Excessive Indications (Full Scale Deflection) on Both Loadmeters
1. Battery Switch............................ OFF; Monitor Loadmeters

A. If the loadmeter indications return to normal, leave
the battery switch off and land as soon as practica-
ble. On the ground, check the batteries for probable
thermal runaway.
B. If the loadmeter indications are still excessive, turn
all nonessential electrical equipment off: Cabin Temp
Mode, Vent Blower, coffee bar power, unnecessary
lighting, unnecessary ice protection, unnecessary
avionics, etc. If the indications return to normal, turn
the battery switch back on and land as soon as prac-
ticable to check for an electrical short.
Circuit Breaker Tripped
Do not reset the CB if the affected circuit is nonessential to your

operation. Reset the CB only once if the affected circuit is es-
sential to your operation.
Subpanel Feeder Circuit Breaker(s) Tripped
The four subpanel feeder CB‘s (LH #1, RH #1, LH #2, and RH
#2) are located on the pedestal circuit breaker panel. Any of
these should not be reset in flight.
If a single breaker trips, the most equipment that may be lost

are certain fuel components: one side's fuel transfer system,
fuel pressure warning light, and fuel quantity gauge.
If both breakers for a subpanel bus trip, the bus is lost. Consult
the electrical system schematic to determine or verify the inop-
erative components, and plan the remaining flight accordingly.

Inverter Failure (Inverter Out Annunciator ON)
1. Select the other inverter. (Flight Director/Autopilot modes

will likely need to be re-selected.)
2. AC Frequency and Voltage....................VERIFY NORMAL
3. Reset (once) inverter control CB on top row of pedestal,
if tripped.
Warning: If the second inverter fails, land as soon as practi-

cable. (An RNAV unit, If installed, may give useful navigation
information. ILS #2 may operate properly.)
Total Avionics Failure
If the avionics cannot be turned on after starting, or if all radios

fail simultaneously, power may be restored by pulling the avion-
ics MASTER POWER circuit breaker on the copilot's right sub-
panel.
Failure of Surface Deice Boots to Deflate
Pull the SURFACE DEICE circuit breaker on the copilot's right

subpanel. Reset the CB when further deice boot operation is
required. If the condition persists even after the CB is pulled,
avoid icing conditions.
Bleed Air Line Failure Annunciator
Monitor the affected side's torque and ITT gauges while turning
the bleed air valve switch to the INST & ENVIR OFF (bottom)
position. An increase of more than 40 ft-lbs of torque or a de-
crease of more than 20°C is unusual, and helps to verify that a
significant bleed air leak has occurred. Complete the flight with
the bleed air switch off, regardless of the changes observed.

Landing Gear Manual Extension
1. Airspeed............................. ESTABLISH APPROXIMATELY

125 KNOTS (recommend
flaps to Approach)
2. Landing Gear Relay
Circuit Breaker (on pilots right
subpanel, near landing gear handle)........................ PULL
3. Landing Gear Handle..............................................DOWN
4. Emergency Engage Handle
(C-ring on floor)........................................LIFT AND TURN
CLOCKWISE TO THE STOP
TO ENGAGE (APPROXIMATELY
60° OF TURN)
5. Extension Lever............................. PUMP UP AND DOWN
UNTIL THREE GREEN
LIGHTS ARE ILLUMINATED
Caution: Stop pumping just when the third green light illumi-
nates. Additional pumping could damage the drive mechanism
and prevent subsequent gear retraction. However. . .
Warning: If for any reason the green gear down lights do not
illuminate, continue pumping until sufficient resistance is felt
to ensure that the gear is down and locked, even though this
procedure may damage the drive mechanism.
Warning: Once the gear is down, do not stow the pump handle
or reset the circuit breaker or move the gear handle until the
airplane is safely supported on jacks.
Landing Gear Retraction After Practice Manual Extension
1. Emergency Engage Handle...............ROTATE COUNTER-

CLOCKWISE AND PUSH DOWN
2. Extension Lever........ VERIFY FREEDOM OF MOVEMENT.
Note: If the lever appears to be still engaged, pull the emer-

gency engage handle up again, release it, and let it snap back
firmly to the floor. Verify freedom of movement before stowing
the lever.
3. Extension Lever.......................STOW IN RETAINING CLIP

4. Landing Gear Relay
Circuit Breaker......................................................PUSH IN
5. Landing Gear Handle................ UP (BELOW 153 KNOTS)

Abnormal Readings on Prop Ammeter
Readings outside the green arc may indicate lack of heat or un-
even heat on a particular propeller blade. If propeller vibration
occurs, increase RPM in an attempt to improve ice removal.
If the reading is zero, check the switch, which is the system

circuit breaker. If operation cannot be restored by cycling this
switch, use the manual system.
If the reading is over 25 amps, the switch circuit breaker will

likely trip. Use the manual system.
Manual Propeller Deice Operation
FOR BE-1 THROUGH BE-113:

Hold the manual propeller deice switch to the OUTER position
for approximately 30 seconds, then to the INNER position for
approximately 30 seconds. Check for a slight (approximately
5%) increase in generator load, since the manual system does
not display its current on the deice ammeter. Release the
switch for a minute or two, then repeat the operation until free
from icing conditions. If a propeller deice circuit breaker on the
pedestal trips, avoid icing conditions.
FOR BE-114 AND AFTER:

Hold the manual propeller deice switch to the MANUAL posi-
tion for approximately 90 seconds, or until ice is shed from the
blades. Check for a slight (approximately 5%) increase in gen-
erator load, since the manual system does not display its cur-
rent on the deice ammeter. Release the switch for a minute or
two, then repeat the operation until free from icing conditions.
If a propeller deice circuit breaker on the pedestal trips, avoid
icing conditions.

Alternate Static Air System
If abnormal operation is noted or suspected in the instruments

which use static air (altimeters, vertical velocity indicators,
airspeed indicators), move the Pilots Static Air Source selector
lever (on the right side panel) to the ALTERNATE position while
observing the pilot‘s (left side) instruments.
If the pilot‘s instruments show a major change (for example,

more than 500’ of altitude), then continue using the alternate
system. Altimeter and airspeed corrections may be found in the
performance section of the Pilots Operating Handbook.
However, if the pilot‘s instruments change only slightly and

the copilot‘s instruments are still in disagreement. return to the
NORMAL system and ignore the copilot's erroneous readings.
Altitude Warning Annunciator
This indicates that the cabin altitude exceeds approximately

10,000 feet. Use oxygen and/or descend as required. Refer to
the "lnability to Pressurize" checklist following.
Inability to Pressurize
A. If DP is almost zero during the climb after takeoff, the

safety or the outflow valve is likely open. Check that
the Cabin Pressure Control switch is not in the DUMP
(forward) position. (If it is, reposition it to the PRES-
Sure position.) If DP does not begin to increase when
the airplane has climbed above the selected cabin
altitude, either return for landing or operate unpres-
surized at an appropriate and safe altitude.
B. If DP is low, but not zero, during the climb after take-
off, the cabin's air supply may be shut off. Check that
both Bleed Air Valve switches are open (up). Bleed
Air Flow Control Units which are very weak and/or a
very leaky pressure vessel may prevent reaching full
DP.

Runaway Pressurization - Inability to Achieve a Pressure Differ-
ential Below Maximum
This condition indicates that both the outflow and safety valves
are fully closed until maximum DP is reached: probably a lack
of suction to the outflow valve. Land as soon as practicable. ln
order to land unpressurized, move both Bleed Air Valve switch-
es to the ENVIR OFF (center) position and allow the airplane's
normal leak rate to reduce the pressurization. This may take in
excess of 20 minutes.
Cabin Door Annunciator
1. Cabin Sign.......................................... FASTEN SEAT BELT

2. Brief passengers on the need to stay away from the door,
seated, with seat belts fastened.
3. Land as soon as practicable.
Warning: Even with the airplane unpressurized, it is unsafe to

troubleshoot the door while In flight.
4. Only when safely on the ground, unpressurized, close

the door properly, make the routine door checks, and
verify the light extinguishes.

Crew Coordination
Suggested Procedures
The Beechcraft King Air line of airplanes is certificated for op-

eration by one pilot. Many King Airs are operated very satisfac-
torily in that manner, but the operators who choose to fly with
a two-pilot crew (other factors being equal) fly with a higher
level of redundancy. They are better able to watch for other air
traffic and to respond to incapacitation of a pilot. The following
suggestions are presented with the hope that they may prove
useful in increasing the effectiveness of a two-pilot crew.
Definitions And General Comments
Pilot-in-Command (PIC): The PIC is clearly designated be-

tween the two crew members prior to the flight, and is listed as
such on any flight plan. He may sit in either cockpit seat and he
may or may not fly, but the overall operation and safety of the
flight is his responsibility. It is not shared with the other crew
member nor with passengers.
Second-in-Command (SIC): The SIC is so designated prior to

flight. He reports to the PIC and performs as the PIC directs. He
may sit in either cockpit seat assigned by the PIC and he may
or may not fly as directed by the PIC.
Pilot-Flying (PF): The PF is the pilot actually flying the air-

plane at a particular time. He may or may not be using the
autopilot and he may be sitting in either cockpit seat. The PIC
designates who will be the PF and that pilot remains the PF
until designated otherwise, until he asks to be relieved, or until
incapacitated.
Pilot-Not-Flying (PNF): The PNF assists the PF as directed by

the PF. Usually he will handle communications with ATC and,
as a minimum, read checklists as directed by the PF.

Checklist "philosophy": All pilots, both human and electronic
types, are sometimes prone to making mistakes: an unfortunate
but unavoidable fact. A distraction at a critical time or a mo-
mentary lapse of awareness can cause an operational step to
be missed. The checklist provides an increased level of certain-
ty that necessary steps for safe and proper aircraft operation
have been taken. It cannot be a substitute for common sense
nor for the dictates of standard operating practices, yet it is a
tremendously important aid to safe flight. The PF should take
action as he sees fit, then call for the checklist to make cer-
tain that nothing in that particular phase of operation has been
overlooked. In this manner, it is a true CHECK-list, being used
to check the crew's actions. If the PF acts only in response to a
checklist challenge, then the list becomes a DO-list, being used
to guide the pilots through a complex or infrequent procedure,
in which actions are actually done as the list of steps is read.
Checklist technique: At the call for a checklist, the PNF will

provide the standard response. Some parts of the checklist
- Before Takeoff, After Landing - lend themselves better to a
challenge-response form of use than do other sections. If a par-
ticular crew chooses to use the challenge-response technique
during these times, fine. However, if the challenge-response
method is used exclusively, too much time may be spent with
both pilots' attention inside the cockpit - one doing and one
checking.
Standard response: "Standard response; is used to describe the

action which occurs in reply to the call for a particular checklist.
Standard response means that the PNF will:
1. Read the appropriate checklist, either aloud or silently
(due to ATC transmissions or passenger considerations).
2. Either: (a) Confirm that an item has been done, or; (b)
DO the item, or; (c) Tell the PF to do the item.
3. At the completion of all items on the checklist, the PNF
will say, " checklist complete."
Sterile Cockpit: When the aircraft is airborne and operating be-

low 10,000 feet AGL, all cockpit communication and effort will
be directed to the proper operation of the airplane. Extraneous
work or discussions - eating, filling out flight sheets, talking with
passengers, arranging for rental cars at the FBO - will be avoid-
ed. This has proven to be the most hazardous area of flight
operations, where the threat of midair collision and Controlled
Flight Into Terrain (CFIT) are the greatest. Keep the "bacteria”
of distractions away from the “sterile” environment of essential
tasks when below 10,000 feet.

Scanning for traffic: Both pilots should be constantly alert for

other traffic. Traffic that poses no threat of collision should not
be pointed out to the other crew member, but any traffic which
may pose a hazard should be noted, and then monitored by
one pilot. The other pilot should keep up a thorough scanning
process. Do not allow both pilots to fixate on one threat. The
PF should always be ready to make an immediate diversion if
required. Even with the autopilot engaged, he should stay rea-
sonably ready to disconnect the autopilot and maneuver manu-
ally in a moment's notice. If a meal is to be eaten, only the PNF
should eat. When he is finished, he can assume PF duties while
the other pilot eats.
Avionics set-up: The Pilot-Flying decides which frequencies will

be set on each radio, with the exception of the Comm radio
which the PNF is using for ATC communications. The PF may
either tune the radio himself or ask the PNF to do so. Any new
navaid tuned should be confirmed by its Morse code identifier.
Abnormalities: Any abnormality which either pilot notices should

be communicated to the other pilot. Abnormalities may involve
engine instruments, annunciator lights, radio malfunctions,
deviations from assigned headings or altitudes, deviations from
localizer or glide slope, etc. Judgment should be exercised in
deciding what really deserves mentioning. The pilot receiving
the notice of the abnormality must indicate, either by word or
deed, that he has received the information.
Incapacitation: The PNF must be ready for the remote possibil-

ity that the PF may suffer incapacitation which will prevent him
from functioning as a crew member. When PF incapacitation
occurs, the PNF must immediately assume the duties of Pilot
Flying and of Pilot-in-Command for the duration of the flight or
until the other pilot responds normally. Some forms of incapaci-
tation are difficult to detect. To help note these subtle cases, it
is always imperative that the PF gives responses to callouts and
advisories from the PNF. After the PNF has made some advi-
sory, he should repeat the advisory if the PF gives no response.
If no response is forthcoming after the second notice, then the
PNF should take control of the aircraft as necessary to ensure
safe operation. (Usually this gets results!)

Takeoff Data Card: The use of a takeoff data card is essential in
maximizing safety during the critical takeoff phase. It proves
especially beneficial to new operators of a particular aircraft
model, by ensuring that the crew becomes intimately familiar
with the numbers and performance for that aircraft. Especially
with a two-pilot crew, the necessary steps in the preparation of
the card should pose no insurmountable task. In fact in most
cases, after a few weeks of use, the numbers on the card will
come quite accurately from the pilots' memories. See the Take-
off Data section - page 237 of these Flight Training Notes.
Starting engines: The pilot sitting in the left seat should always
start the engines. During starting, quite often the other crew
member is still assisting passengers and giving them a safety
and comfort briefing. So the start, more often than not, is done
with only one crew-member present in the cockpit. For this rea-
son, both the "Before Starting Engines" and the "Engine Start-
ing" checklists must be known well enough by the left seat pilot
that he can perform them correctly and easily. A pilot should be
assigned the left seat only after he has been thoroughly trained
in starting procedures, and has been found competent in that
area. In light of the foregoing, crew coordination in the cockpit
actually begins at the "After Starting" checklist.

Crew Coordination Procedures
The listing beginning below shows suggested actions, calls,

advisories, and responses for the Pilot-Flying (left column) and
for the Pilot-Not-Flying (right column). It is presented in the typi-
cal order common during a flight. Items appearing in quotation
marks (" ") are words said aloud.
PF PNF
Pilot Flying Pilot Not Flying
"After Starting Checklist" 1. Standard response.

2. Obtains ATIS, ATC and taxi
clearance as appropriate.
Taxis airplane Posts Takeoff Data Card, if not

already done
"Before Takeoff Checklist" Standard response. (Many of

the steps of this checklist lend
themselves to being done by
the PNF.)
Before takeoff briefing:

Prior to taking the active runway, the PF will brief the PNF on at
least the following items:
• Takeoff callouts
• Stopping procedures/possible going procedures (if engine
failure occurs)
• Departure procedures (initial heading and altitude)
An example of a before takeoff briefing might be:

"As we take the runway, we will perform the Runway Lineup
checklist, and you advise when it is complete. Back me up
on the power levers, call "60" at 60 knots, and crosscheck the
airspeed indicators. Call "Rotate" at knots. Monitor all
flight and engine instruments and advise of any abnormalities
you notice. If an engine failure occurs prior to V1, I will abort
the takeoff and call it verbally. After V1, the takeoff will be con-
tinued. Feathering of the propeller will be done by me as you
back me up. We will remain visual and return to this runway
ifwe have a major emergency during takeoff. We have been as-
signed runway heading for radar vectors and we are cleared to
4,000 feet. Any questions?"

PF PNF
After the briefing, PNF obtains

takeoff clearance, if appropriate.
"Runway Lineup Checklist,"
and taxis into position on
the active runway.
Performs Runway Lineup
checklist.
Places power levers at
Flight Idle.
Runs speed levers full forward.
Applies takeoff power. Checks for 100% engine speed

and monitors ITT and Torque.

"60," and crosschecks airspeed
indicators. By 60 knots, power
should be set at takeoff targets.
Keeps hand lightly at the base
of the power levers to ensure
they do not slip back due to a
loose friction setting. Monitors
engine instruments and adjusts
power levers to prevent
exceeding ITT or torque limits.
"Rotate" / "Positive Rate"
Raises landing gear handle

when a positive climb is
confirmed; turns landing
and taxi lights off.
Guards power levers to prevent

unwanted changes due to
improper friction setting.
"Flaps Up" (if appropriate) Raises flap handle switch; keeps

hand on the switch until the
indicator stops at 0%, or until
the PF is advised of the
abnormality.

PF PNF
"Climb: RPM 98%" 1. Turn Yaw Damp ON.

(Can be anything from 2. Sets speed levers as requested.
100% to 96%.) 3. Turn prop sync switch ON,
if not already on.
4. Positions Cabin Sign switch
as desired.
"After Takeoff Checklist" Standard response.

(Having done the previous
steps, there is no rush to
get to this checklist. In busy
traffic areas, wait until
3,000-5,0000 feet AGL,
at least.)
"Cruise Checklist" Standard response.
"Descent Checklist" Standard response.
Initial approach briefing (PIC):

Prior to or shortly after beginning the descent, the PIC will brief
the SIC on at least the following items:
• Clearance limit and cleared altitude
• Approach anticipated
• Airport/approach peculiarities
• Duty assignments
An example of an initial approach briefing is:

"We have been cleared to Ember intersection and we are de-
scending to an assigned altitude of 6,000 feet. I anticipate
the published terminal route from Ember to the final approach
course for the VOR approach. Since this is an uncontrolled air-
port, we will be especially alert for other air traffic when we go
visual. I will be the Pilot-Flying the approach."

Final approach briefing (PF):
After receiving ATIS and/or determination of the actual ap-
proach in use, the Pilot-Flying will brief the Pilot-Not-Flying on at
least the following items:
• Approach in use (have plate posted for viewing)
• DH (or MDA and MAP)
• Missed approach - initial heading and altitude
• Approach peculiarities
An example of a final approach briefing is:

"The ILS runway 29 approach is in use, with a straight in land-
ing. Decision Height is 336 feet (with a HAT of 200 feet set on
the radar altimeter). The initial missed approach actions are to
climb straight ahead until passing 600 feet, then a right turn.
The sequenced flashing lights are out of service. Any ques-
tions?"
PF PNF
"Before Landing
Checklist" Standard response.
AT FAF or Procedure
Turn, inbound: "Target
speed is knots."
(In most cases the figure Advises anytime the speed is

is 130 knots. It may be NOT within +10, -5 knots of
higher due to ATC target, if corrective action is not
request or turbulence/ being made.
shear considerations.)
At 1,000 feet above minimums

(IMC) or at 1,000 feet HAA
(VMC):
"1,000 feet"
PF replies, "DH/MDA (IMC = Instrument

is " (IMC), Meteorological Conditions)
or "Concur" (VMC). (VMC = Visual Meteorological
Conditions)

NOTES:
1. During the approach the PNF advises "Approach Lights
in sight" and/or "Runway in sight," as appropriate, only
when clear visual contact is established, and unlikely to
be lost prior to touchdown. If this call(s) is made prior
to the 500' call, then the 500' call becomes a VMC one,
made at 500' height above airport (HAA). VMC calls may
not increase ground awareness significantly, but, if not
done routinely, IMC calls will likely be forgotten.
2. We believe that it is good practice to have landing flaps
set early enough so that at least the last 500' before
touchdown is flown in the landing configuration, with
the speed close to VREF (1.3 x VSO) + 10. However, we
note that for autopilot certification testing Beech flies
approaches with Approach flaps at 130 knots, and we
agree strongly with this configuration, autopilot coupled
or not, while still in the clouds. Using a setting greater
than Approach while still in IMC is rarely if ever a good
idea. Therefore, if still in instrument conditions during a
straight-in ILS approach when the 500' call is received,
the PF should plan on landing with Approach flaps and
announce his intentions to the PNF. (Of course, if the air-
plane becomes visual within the next couple of hundred
feet, he could at that time call for 100% flaps, if desired.)

PF PNF
At 500 feet above minimums

(IMC) or at 500 feet HAA
(VMC):
"500 feet"
PF replies, "500 feet"
(IMC), or "Flaps Down,
VREF is knots."
(VMC)
After allowing sufficient time
for speed to stabilize, advises
speed deviations (+10, -5).
If the PNF says "Approach
lights in sight" or "Runway
in sight" between 500'
above minimums and at
minimums, AND if PF
concurs and decides to
land:
"Flaps %, Sets flaps as requested.
VREF is kts."
Only is still on instruments at

100' above minimums, PNF
says,
"Approaching Minimums."
"Roger"
If still on instruments at
minimums, PF says
"Missed Approach," adds
power and proceeds with
appropriate calls.
("Flaps Up," etc.)
1. Monitors instruments:
Attitude, heading, power,
speed and climb/sink rate.
2. Responds to PF`s calls.
3. Returns to "After
Takeoff" checklist,
when time allows.

PF PNF
At touchdown, lifts power At touchdown, retracts the flaps.

levers into Ground Idle.

Calls "Left & Right Beta Lights"
when they illuminate.
When below 90 knots lifts
into reverse as necessary.
"60 knots"
Ensures that the power

levers are no longer in
Reverse, but just at
Ground Idle.
At 40 knots or less, reduces
speed levers to low RPM and
starts timing for the three minute
cooldown period.
When at normal taxi

speed and (usually)
clear of the active runway:

"After Landing
Checklist" Standard response.
"Shutdown Checklist" Standard response.
Records flight log entries:

times, fuel remaining, etc.
After the flight is over and the aircraft is secured, a frank and
open discussion between the pilots - a critique of all aspects
of the flight and the crew interactions, bringing out the good,
the bad, even the mediocre - puts the finishing touches on
the important skill of crew coordination and cockpit resource
management. Being proficient in this area of piloting skill is as
important as being able to execute a flawless ILS approach
or to handle an unexpected engine failure with aplomb, and it
requires the same dedication and effort.


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King Air B100

KINGAIR B100 7/11 FOR TRAINING PURPOSES ONLY 1-i

B100 Speed Lever Functions....................................................36

1-ii FOR TRAINING PURPOSES ONLY KINGAIR B100 7/11

Table of Contents (continued)

Landing Gear System......................................................................71

KINGAIR B100 7/11 FOR TRAINING PURPOSES ONLY 1-iii

Electrical Symbols.................................................................. 104

1-iv FOR TRAINING PURPOSES ONLY KINGAIR B100 7/11

Table of Contents (continued)

Environmental System................................................................. 163

KINGAIR B100 7/11 FOR TRAINING PURPOSES ONLY 1-v

IFR Procedures............................................................................. 219

1-vi FOR TRAINING PURPOSES ONLY KINGAIR B100 7/11

Table of Contents (continued)

Immediate Air Restart............................................................ 258

KINGAIR B100 7/11 FOR TRAINING PURPOSES ONLY 1-vii

Landing Gear Manual Extension............................................ 273

1-viii FOR TRAINING PURPOSES ONLY KINGAIR B100 7/11

Recurrent training courses conducted by SIMCOM will utilize

Thank you for your participation.

KINGAIR B100 7/11 FOR TRAINING PURPOSES ONLY 1-1

Introduction and model history

1-2 FOR TRAINING PURPOSES ONLY KINGAIR B100 7/11

KINGAIR B100 7/11 FOR TRAINING PURPOSES ONLY 1-3

Pilot's Operating Handbook (POH) and FAA-Approved Airplane

Installed avionics equipment...description and operation

Written examination (open book), course critique, wrap-up

1-4 FOR TRAINING PURPOSES ONLY KINGAIR B100 7/11

To help us improve the effectiveness of our programs, we ask

How do you rate the overall value of this course to you?

What topics in this course should have been covered in more

What suggestions or comments do you have concerning:

B. Instructional techniques or methods?

KINGAIR B100 7/11 FOR TRAINING PURPOSES ONLY 1-5

1-6 FOR TRAINING PURPOSES ONLY KINGAIR B100 7/11

KINGAIR B100 7/11 FOR TRAINING PURPOSES ONLY 1-7

• A cabin 50 inches longer than the 90-series, allowing seat-

• Electrically-operated horizontal stabilizer main and standby

• A plug-type emergency exit located just behind the copilot

• Prominent stall fences on the wings

• Dual bleed air pressurization sources

1-8 FOR TRAINING PURPOSES ONLY KINGAIR B100 7/11

All models of the 200 series share these characteristics:

• A cabin 50 inches longer than the 90-series, allowing seat-

• T-tail configuration with conventional elevator trim-tabs

• Engines 2.5 feet farther outboard on each wing than the 90

• Dual bleed air pressurization sources

• A plug-type emergency exit located just behind the copilot

• Optional radiant (electric) heater in headliner

• Optional increased air conditioning capacity

KINGAIR B100 7/11 FOR TRAINING PURPOSES ONLY 1-9

• Temperature-sensing (versus photoelectric) fire detection

• Two plug-type emergency exits, one on each side

• Improved environmental control system with grid-type elec-

1-10 FOR TRAINING PURPOSES ONLY KINGAIR B100 7/11

BE-1 thru BE-91

Whenever ANY annunciator illuminates, it does so at its bright-

If an additional fault occurs, all illuminated lamps revert to their

KINGAIR B100 7/11 FOR TRAINING PURPOSES ONLY 1-11

Whenever ANY annunciator illuminates, it does so at its bright-

If an additional fault occurs, all illuminated lamps revert to their