Beech 1900 Airliner Maintenance Training Manual V I PDF

INSERT LATEST REVISED PAGES, DESTROY SUPERSEDED PAGES
LIST OF EFFECTIVE PAGES
Dates of issue for original and changed pages are:

Second Edition ..... ........... 0 .... January 2007
Revision ....................... 01 ............ July 2007
NOTE:
For printing purposes, revision numbers in footers occur at the bottom of every page
that has changed in any way (grammatical or typographical revisions, reflow of pages,
and other changes that do not necessarily affect the meaning of the manual).
THIS PUBLICATION CONSISTS OF THE FOLLOWING:
Page 'Revision Page 'Revision
No. No. No. No.
Cover .............. ... ...... ........ ........ ............... 0 24-i-24-58 .. ................................ ............ 0
Copyright .... .. .................... .. ...... ........... 01 25-i-25-32 .. .... .. ...... .. .............................. 0
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iv-viii ........ .... ...... .. .... .. ....... ... .. ................ 0 27-i-27-22 .............................................. 0
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'Zero in this column indicates an original page.

FOR TRAINING PURPOSES ONLY
NOTICE
The material contained in this training manual is based on information obtained from the
aircraft manufacturer's Airplane Flight Manual , Pilot Manual and Maintenance Manuals. It
is to be used for familiarization and training purposes on ly.
At the time of printing it contained then-current information. In the event of conflict

between data provided herein and that in publications issued by the manufacturer or the
FAA, that of the manufacturer or the FAA shall take precedence.
We at FlightSafety want you to have the best training possible . We welcome any
suggestions you might have for improving this manual or any other aspect of our training
program .

Courses for the Beech 1900 and other Beech aircraft are taught at the following FlightSafety
learning center:
FlightSafety Learning Center

Hawker Beechcraft Maintenance Learning Center
9525 East Central Avenue
Wichita , Kansas 67206
(316) 612-5400
(800) 808-0976
FAX (316) 612-5449
Copyright © 2007 by Fli ghtSa fety Intern ati ona l, Inc.

All rights reserved.
Prinled in the U nited Siaies of Ameri ca.
CONTENTS
VOLUME 1
ATA
Chapter Title Number
INTRODUCTION
ATA lOa
AIRCRAFT GENERAL 5-12
AIR CONDITIONING 21
AVIONICS 22, 23, 34
ELECTRICAL POWER 24
EQUIPMENT AND FURNISHINGS 25
FIRE PROTECTION 26
FLIGHT CONTROLS 27
FUEL 28
HYDRAULIC POWER 29
ICE AND RAIN PROTECTION 30
INDICATING AND RECORDING SYSTEMS 31
Flight~~ty.
BEECH 1900 AIRLINER MAINTENANCE TRAINING MANUAL
INTRODUCTION
This training manual provides a description of the major airframe and engine systems
as installed in the Beech 1900 airliner. This information is intended as an instructional
aid only: it does not supersede, nor is it meant to substitute for any of the manufacturer's
maintenance or operating manuals. This material has been prepared from the basic de-
sign data, and all subsequent changes in airplane appearance or system operation will
be covered during academic training and subsequent revisions to this manual.
The first chapter of this manual, "ATA 100," is an introduction to the Air Transport As-
sociatio n format for aircraft maintenance manuals. It is intended to describe simply the
basic format for all ATA laO Maintenance Manual chapters and also to explain where
variations may exist from one manufacturer to another.
Each chapter following "ATA I 00" of this book has listed on the divider tab the ATA chapter(s)
in cluded , such as "24 Electrical." In some cases it was appropriate , for training purposes, to in-
clude more than one ATA chapter in one chapter of this book, such as Chapters 4 through 12 in
"Aircraft General." The tab marked ''Aircraft General 4-12" indicates that applicable ATA 100
Mail/renance Manua! Chapters 4 through 12 are covered in that chapter. Any chapter not included
in the manufacturer's Main/enance Manua! for that particular airplane is not included in that
chap ter of this training manual.
FOR TRAINING PURPOSES ONLY 1-1

Flight~ty.
BEECH 1900 AIRLINER M A INTENANCE TRAINING MANUAL
The goa l of this course is to provide the very • Locate major component s without ref-
best training possib le for the clients in our erence to documentation and other com-
maintenance initial program . So that th e re is ponents with the aid of documentation.
no uncertainty about wh at is expec ted of the • Describe the operation of all major sys-
c lient, th e following basic objectives are pre- tems in the normal and variou s abnormal
sented for this course. operating modes.
Given the Maint enan.ce Man.ual , c lass notes, • Perform maintenance preflight and post-
and this training manual (as specified by the flight inspections.
FlightSafety instructor) , the client will be able • Perform selected normal and emergency
to pass a written examination upon completion cockpit procedures as required for en-
of this course to the grading level prescribed gine start/run - up , APU start, battery
by the FlightSafety Director of Training. The check , airplane taxiing, etc . (requires
maintenance technician will be able to : use of a simulator).
• Outline the ATA 100 system ofmainte- The FlightSafety instructor will modify the
nance documentation , including the stated overall objective conditions and crite-
major chapter headings and symbology. ria to satisfy selected performance require-
ments, when appropriate. The performance
• Describe the meaning and application of levels specified will not vary from those di -
each piece of manufacturer's mainte- rected by the FlightSafety Director of Training.
nance documen tation and use the doc-
umentation in practical app lications.
• Outline the recommended maintenance
schedule and applicable opt ions.
1-2 FOR TRAINING PURPOSES ONLY

Flight~ty.
ATA 100
INTRODUCTION
The purpose of this chapter is to describe the arra ngement, numbering system, and spe-
cial features of the Air Transport Association form at for aircraft maintenance manual s.
To take advantage of all the material presen ted in an ATA 100 manual , the maintenance
techn ician must become thoroughly familiar with the outline and contents presented for
any given airplane.
GENERAL
The Beech 1900 Maintenance Manual , ILlus - Th ese manuals have been prepared to assist
trated Parts Catalo g, and Wiring Diagram maintenan ce personnel in servici ng and main -
Manual are prepared in accordance with the taining Beech ai rplan es. They provide the nec-
Air Transport Association Specification No. essary information required to enable the
100 for Manufacturer's technical data. mechanic to service, inspect, troubleshoot, re -
move, and replace components or repair systems.
FOR TRAINING PURPOSES ONLY 2·1

CHAPTER/SECTION NUMBERING
SECOND ELEMENT
FIRST ELEMENT ------,1 I -----'IT'l-IIiRD ELEMENT

lr
21-20-01
CHAPTER \SYSTEM) _ _ _--'I I L I- - - - SUBJECT (UN IT)
AIR COND TIONING BLOWER
SECTION (SUBSYSTEM)
DISTRIBUTION
EXAMPLES:
COVERAGE
WHEN CHAPTER (SYSTEM) ELEMENT
21-20-00 NUMBER IS FOLLOWED BY ZEROS IN
SYSTEM _ _ _ _-IT SECTION AND SUBJECT ELEMENTS.
INFORMATION IS APPLICABLE TO THE
AIR CONDITIONING ENTIRE SYSTEM.
WHEN CHAPTER (SYSTEM) ELEMENT

21-60-00 NUMBER IS FOLLOWED BY ZEROS IN
SUBJECT ELEMENT. INFORMATION IS
SUBSYSTEM _ _ _ _ _--'T APPLICABLE TO SUBSYSTEM AS A WHOLE.
TEMPERATURE CONTROL
THIS DIGIT REPRESENTS A SUB-

SUBSYSTEM: INFORMATION IS
SUB-SUBSYSTEM 21-61-00 APPLICABLE TO SUB-SUBSYSTEM AS
DUAL TEMPERATURE _ _ _ _ _----'T AWHOLE.
CONTROL
INFORMATION IS APPLICABLE TO
SPECIFIC UNIT (COMPONENT) OF
UNIT 21-61-05 SUB-SUBSYSTEM
DUAL TEMPERATURE _ _ _ _ _ _----'T
CONTROL VALVE
Figure 2-1. ATA 100 Numbering

Flight§...~ty.
Information beyond the scope of these man - REGULAR REVISION

uals may be found in the Beech Overhaul
Manual, Structural Repair Manual, "Tool Pages to be removed or inserted in the ma n-
and Equipment List" or Component Mainte- ual are controlled by the effectivity page.
nance Manuals. Pages are listed in sequence by the three-ele-
ment number (chapter/section/subject) and
Technical publications available from the man- then by page number. When two pages display
ufacturer of the various components and sys- the same three-element number and page num-
tems which are not covered in the Maintenance ber, the page displaying the most recent Date
Manual must be utilized as required for main- of Page Issue shall be inserted in the manual.
tenance of those components and systems. The date column on the corresponding chap-
ter effectivity page verifies the active page.
These manuals have been designed for
aerofiche presentation. To facilitate the use of
the manual for aerofiche , fichelframe num-
REVISION BARS
bers have been added to the various tables of Additions, deletions, or revisions to text in an
contents and alphabetical and numerical in- existing section are identified by a revision bar
dexes as applicable. Refer to the header of the in the left margin of the page adjacent to
applicable fiche for location of various in- the change.
dexing information .
When technical changes cause unchanged text
to appear on a different pagels), a revision
MAINTENANCE MANUAL bar is placed in the margin opposite the page
number of all affected pages, provided no
other revision bar appears on the page. These
TEMPORARY REVISION pages are updated to the current regular revi -
sion date.
Additional information which becomes avail-
able may be provided by temporary revision . When extensive technical changes are made to
This service is used to provide, without delay, text in an existing section that requires com-
new information which will assist in main - plete retype of the copy, revision bars appear
taining safe flight/ground operations. Tempo -
full length of the tex t.
rary revisions are numbered consecutively
within the ATA chapter assignment and page
numbering, utilizing the three-element num- LIST OF EFFECTIVE PAGES
ber which matches the manual (Figure 2-1).
Temporary revisions are normally incorpo- A list of effective pages is provided with each
rated into the manual at the next regularly manual chapter. All pages in the chapter are
scheduled revision. listed in sequence with the most recent revi-
sion date for each page. A revised list of ef-
fective pages is provided for each chapter with
every regular manual revision.
FOR TRAIN ING PURPOSES ONLY 2-3

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DIVISION OF SUBJECT NOTES

MATTER
Th e 1900 Maintenance Manual is divided into
four major sections:
• Aircraft General
• Airframe Systems
• Structure
• Powerplant
Depend ing on the manufacturer, some main-
tenance manuals may be broken down into
more major sections , if required, Each major
sect ion is, in turn , separated into chapters,
wi th each chapter having its own effectivity
page and table of contents , Only the app li ca-
ble chapters are included in any particular air-
plane 's maintenance manual.
STANDARD NUMBERING
SYSTEM
The numbering system identifies and segre-
gates subject matter by chapter (system), sec -
tion (s ubsystem) , and subject (unit). The
sys tem is a conventio nal dash number break-
down, and each number is composed of three
elements consisting of two digits each. When
referred to as a unit , the three- e lemen t num -
ber (c hapter/sec tion /s ubject) is called the
" chapter/section" number. The chapter/sec-
tion number is located on the lower right cor-
ner of each page with the page number and date.
Figure 2-1 illu strates the numbering system.
2-4 FOR TRAIN ING PURPOSES ONLY

SERVICE BULLETIN • Structural repair manual

COMMUNIQUE INFORMATION • Pratt and Whitn ey publications
In addition to the maintenance manual, man- • Service bulletins
ufacturers also issue Service Bulletins to iden- • Communiques
tify areas where safety may become
compromised, areas of improvement to en-
hance convenience or extend the life of spe- ORDERING BEECH
cific parts etc. PUBLICATIONS
Beech Aircraft Corporation issues two types of See Beech Service Bulletin number 2001 for
Service Bulletins: mandatory and optional. ordering and subscription information.
Mandatory would naturally be a safety related
item while optional would be done at the cus-
tomer' s discretion. Some optional bulletins are NOTES
given greater emphasis by being recommended
by Beech. The compliance section of the bul-
letin will describe the appropriate emphasis.
Communiques are also issued on a random

basis to provide information of a general nature.
GENERAL
The 1900 airliners are identifie d as:
MODEL SERIAL NUMBER
1900 UA -2 and UA -3
1900C UB-I-UB-74
1900C UC- I-UC -174
1900C (CI2J) UD-I-UD-6
1900D UE- l
1900 MAINTENANCE
PUBLICATIONS
The following publications will be used in, or
be available for reference during training:
• 1900 Maintenance Manuals

• Wire diagram manual
• Parts catalog
• Component maintenance manual

Flight~tY.
AFT BAGGAGE/CARGO COMPA RTMENT

(AFT SECTION)
FORWARD CABIN
BAGGAGE COMPARTMENT
~
AFT BAGGAGE/CARGO COMPARTMENT
(FORWARD SECTION)
~
l..J.U ~.J!I'=I'Ld"onon
AFT PARTITION BAGGAGE WEB
Figure 2-2. UE Cabin Arrangements

2-6
Flight~ty.
• Upgrad ed Collins RMl36 (30)

1900 AIRCRAFT
• New Tone Generator
DI FFERENCES
• Airspeed Warning Switch
MODEL COMPARISONS
1900D 1900C
ATA-24 Electrical
In creased Weights
• Current sensors for pitot and stall warn -
Maximum Ramp ............ 17 ,060 16 ,710 ing heat
• Dual AC buses (one)
Maximum Takeoff.. ....... 16,950 16 ,600
• Power for the fuel shutoff valve , fire ex-
Maximum Landing .... .... 16, 100 16,100 tinguisher, and attitude gyros separated
for rotor burst protection
Maximum Zero Fuel .... . 15 ,000 14,000
Useful Load (maximum) 6,893 . 6,899 ATA-25 Equipment and

Furnishings
Pay load With Full Fuel... 2,424 2,430 • New interior design
MODEL DIFFERENCES BY ATA ATA-26 Fire Protection

CODE-UE VERSUS UB/C • Changes in firewall and nacelle
ATA-21 Air Conditioning

ATA-27 Flight Controls
• Maximum pressure differential raised
to 5.0 (4.8) Revised pressure regulators, • Larger rudder
ducting, outflow valves, and precooler • Larger elevator tab
control val ves
• Dual pushrod tab actuators
ATA-22 Autopilot • Control cables rerouted for rotor burst

protection
• Optional Collins APS -65 (Sperry APZ-
2000 or S PI -4000) • Three position flaps (4)
ATA-23 Communications ATA-28 Fuel

• Cockpit Voice Recorder-standard • Outboard vent system redesigned to ac-
(optional) commodate new wing tip
• Flight Data Recorder-standard • Refer to page 28-14 for additional

(optional) differences.
• Upgraded Collins-ADF 462 (ADF 60)

ATA-30 Ice and Rain Protection
• Upgraded Collins Radio Altimeter
55 (50) • Larger propeller deice boots
• Radar power annunciator added • Additional deice boot coverage on wing
and tail
• Upgraded Collins Transponder TDR 94
(TDR 90) • Deic e boot sen sing and annunciation

Flight~~ty'
MAIN TANK
Figure 2-3. UE General Arrangement

1. WEATHER RADAR ANTENNA 11. AILERON TRIM TAB

2. COMMUNICATION, NAVIGATION, AND 12. AILERON
RADAR EQUIPMENT
13. INTEGRAL WET WING
EMERGENCY EXIT DOORS (DOOR ON 14. LEADING-EDGE WING TANKS
3.
LEFT OF FUSELAGE NOT VISIBLE) 15. BOX SECTION TANKS
CARGO DOOR
4. 16. CENTER WING TANKS
ELEVATOR T RIM TABS 17. PT6A-65B TURBOPROP ENGINE
5.
TAl LETS 18. 4-BLADED HARTZELL PROPELLER
6.
STABILONS
7. 19. FORWARD AIRSTAIR DOOR
CARGO DOOR PULLDOWN HANDLE 20. TAX I LIGHT
8.
INBOARD FLAP SECTION
9.
OUTBOARD FLAP SECTION
10.
Figure 2-4. UAIB General Arrangement

FlightSafety.
.rtemalla oal
FORWARD
ENTRY DOOR
EXITS
Figure 2-5. Emergency Exits

Flight~ty.
ATA-31 Instruments ATA-61 Propellers

o New airspeed indicator markings o New Hartzell propellers and spinners
o Revised overhead , annunciation , and
electroluminescent panels ATA-71-80 Engines
o PT6A-67D engines 1,279 SHP
ATA-32 Landing Gear (PT6A -65B, 1,100 S HP)
o Rerouted hydraulic lines for rotor burst o Increased overspeed governor control
protection to maximum of 1,802 RPM (1 ,768 )
o New engine truss
ATA-33 Lights o New autofeather an nunciation
o Relocated strobe and position lights o New exhaust stacks
o Dual position lights (single)
NOTES
ATA-35 Oxygen I is-
o Composite oxygen bottle (steel) ALt)""L/\-';'~ CAI2...9cN (jCiI3U2 -
o Crew mask with added microphones

o Relocated passenger masks overhead
ATA-51-57 Structures
o Wing spar reinforced, larger span,
winglets, and improved fatigue life
o Taller airstair, cargo door, and emer-
gency exits
o Closure assist on airstair door
o Interior 71" (51")
o Revised tai1cone , nacelle, tailets ,
dorsal fi n
o Added ventral fins
o Larger cabin windows
o Vortex generators added to ou t-
board flaps
o Removed vortex generators on wing in -
board area
o Removed wing fences

Flight~tY.
PILOT'S SUBPANEL
COPILOT'S SUBPANEL
Figure 2-6. UE Subpanels

- Flight~ty.
SERIES UAiUB
Figure 2-7. UC Subpanels

Flight~~ty.
Figure 2-8. Line Servicing Data (Sheet 1 of 2)

Flight~ty.
CD FUEL TANK FILLER CAPS

(TYPICAL LEFT AND RI GHT)
@ FIRE EXTINGUISH ERS (HAN D TYPE) HALON 1301
(NO AUX TANKS ON UB MODELS)

APPROVED FUEL GRADES AND ADDITIVES
RECOMMEND ED EN GINE FUELS
COMMERCIAL GRADES:
JET A
® OXYGEN SUPPLY CYLINDERS (2)
OXYGEN SPECIFICATION: MIL·0-2721O
AVIATORS BREATHING OXYGEN: 76.5 CU. FT. EACH
JET A-1
JET B
MILITARY GRADES:
JP-4
JP-5
JP-8
® ENGINE FIRE EXTINGUISH ER (TYPICAL LEFT
AND RIGHT)
EXTINGU ISHING AGENT: MIL·E-52031
EMERGEN CY ENGINE FUELS 2.1 POUNDS HALON 1301 , 360 PSI (D RY
COMMERCIAL AVIATION GASOLINE GRADES: NITROGEN CHARG E)
80 RED (FORMERLY 80/87)
100LL BLUE'
100 GREEN (FORM ERLY 100/130)
115/145 (PURPLE) TIRE PRESSURE
MILITARY AVIAT ION GASOLIN E GRADES: (FULL FUEL, NO PASSENGERS, NO BAGGAGE)
80187 RED MAINS 97 +5-0 ON GROUND (UE)
100/130 GREEN MAINS 93 +5 -0 ON JACKS (UE)
115/145 PURPLE NOSE 60 +5 -0 (UE)
MAINS 95 PSI ON GROUND (UB/C)
® HYDRAULIC FLUID RESERVOIR (BRAKE)

SPECIFICATION MIL·H-5606 , 1 US PINT
(SEE MAINTENANCE MANUAL)
MAINS 91 PSI ON JACKS (UB/C)
NOSE 60 PSI
® REFER TO PRATT & WHITNEY SERVICE BULLETIN
® BATTERY
14001 FOR PT6A-67D OR 13001 FOR PT6A-65B FOR
SPECIFIED OIL SERVICING DATA
24 VO LT, 23-AMPERE HOUR OR OPTIONAL

34-APHERE HOUR NICKEL CADMIUM
® DC EXTERNAL POWER RECEPTACLE (24 VOLT)
MAIN HYDRAULIC FLUID RESERVIOR-

FOR LANDING GEAR
SPECIFICATION MIL·H-5606, 3 U.S. PINTS
(SEE MAINTENANCE MANUAL)
Figure 2-8, Line Servicing Data (Sheet 2 of 2)

Flight~~ty.
SYSTEM OPERATIONAL 1900C Engine

DIFFERENCES T.O ...................... ........... 3,400 fool -Ib torque
1900D Engine Maximum
T.O ................................. 3,950 foot -lb torque Continuous Torque ...... ..................... ..... 3,400
Maximum Low Idle .......................... ............. ....... 58-61 %

Continuous Torque .... ........ .................... 3,750
High Idle .............................................. 70 ±1 %
Low Idle .............................................. 68 ±1 %
T.O. ITT ........................................... ..... 820 C0
High Idle ........ .. ....................... ... ...... .... 71 ±1 %
T.O. ITT .. ...... .. ............................... ... .... 800 0 C

1900C Propeller
Hub Number. ........................... HC-B4MP-3A
1900D Propeller Blade Number ....... ...... ....... .......... .. MI0877K
Hub Number ............. ... .............. HC-E4A-3A
Blade Number.. ........... .......... ........ ... EI0950K

1900C Blade Angles
Feather ............... .. ............ ..................... 80 ±.5'
1900D Blade Angles Flight Idle .................................................. 13 0
Feather.. ................ ..... .................. ......... 79 ±.5°
Ground Idle ..................................... ..... .... .... 7'
Flight Idle ............ ............................ 12.7 ±.1 0
Reverse ......... ........ ...................... ... ...... 14 ±.S'

Ground Idle ........................................ 4.9 ±.5°
1900C Operating Limits
Reverse .............. ............. ................. 14.5 ±.5 °
None
1900D Operating Limits
Ground Limits ..... ... ... ...... .... ..... 400-950 rpm
1250- 1395 rpm

Flight~ty.
BEECH 190 0 AIRLINER MAINTENANCE TRAINING MANUAL
CHAPTER 5-12
AIRCRAFT GENERAL
CONTENTS
Page
INTRODUCTION ......................................... .. ................................ .... ..................... ..... .......... 5-1
TIME LIMTTSIMISCELLANEOUS CHECKS .................... ....................... ............. ...... ........ 5-2

Description ................................................................... .. ... ........... .............................. ,..... 5-2
Continuous Inspection Program ............. ........ .... .................. ..... ... .... ........ ....... ................. 5-3
DIMENSIONS AN D AREAS............. ... .... ...... .. .... ..... ........ .... ...... .... ........ .......... .................... 6-1
Description....................... ........... ..................................................................................... 6-3

Airplane Stations ......................... ..................................................................................... 6-5
Airplane Zones ............................................... ..... .................... .. ................ ... ............. ... ... . 6-9
Airplane Access Panels.......... ..... .. ......... .. ...... ...... ...... ..... ............ ..... ................... .... ....... 6-13
LIFTING AND SHORING ........ .... ... .... ....... ........... ......... ... .... ................................................ 7-1
Description ............. ...... ... ..... ...................... .... ...... .......... .. ....................... ....... .... ....... ...... . 7·3
Hoisting......... .......... .... ......... ........... ... ... ..... ............ .. ... ........... ....... .... ... .... ........................ 7-3
Jacking .................................................................. .......... .......... .... .................... .. ............. 7·5
LEVELING AND WEIGHING ........................................................................... .................... 8·1
Leveling ... .. ...:......................... .. ................. ... .. ........... ................. .... ............ .......... .. ..... ..... 8·3
Weighing .... ............ ... ........ .. ...... .... .......... .... ... ...... .. ....... ....... .......... ... ................... ......... ... 8·5
TOWING AND TAXIING...................................................................................................... 9·1

Description.......................... ............................................................................................. 9-3
Operation ............... .......... ................................................ ........... .... ...... ......... .. ................. 9-5
Turning Radius .................................................. ............. .................................................. 9·7
FOR TRAINING PURPOSES ONLY 5-i

Flight~..!!i~t~
PARKING AND MOORING ..................... .. .... .. .... ..... ... ..... ......... ..... ...... ........... .... ...... ......... 10-
Description ....... .... ...... .... ... .... .... ....... ...... .... ... ... .................................. ............. .... .. .... ... .. 10-
Parki ng ..... ..... ... ...... .... ... ..... ..... ... ..... .... ...... ...... ... .. ..... ..... ........... ...... .. ............... .... .......... 10-
Storage. ..... ..... ..... ..... .... ........ ..... ...... ....... ........ ..... ....... ........ .................. .... ..... ....... ...... .... 10-
Mooring ........... .... ........ ........ ............ ............ ...... ........ .. ..... ...... ..... ...... .......................... 10-1
PLACARDS AND MARKINGS ..... .. ............ ... ...... ................... ............. ............. .................. 11-
Description .. ...... .... .. ... ................................................. ......... .......................... .. .............. 11-
SERVICING .... .... ........ .... .. .. ..... .................. .......................... ...... .... .... .... .... ...... .......... ........... 12-
Description.. .. ...... ........ ... .... .. .... ...... ... .. ..... ................ ...... ............. ........ ........ ... ..... ........... 12-
Scheduled Servicing ............ .... .... ....... .. ......... ............ .......... .. ..... ...... .. ............. .... ..... .... . 12-
5-jj FOR TRAINING PURPOSES ONLY

Flight§!!!~ty.
ILLUSTRATIONS
Figure Title Page
6-1 Airplane Dimensions ... ... ... ... ..... .... ... ................. .... .... .... ... ............ .................. .......... 6-2
6-2 Fuselage Stations Diagram ... ....................... ..... ... .. ...... ........... .................................. 6-4
6-3 Airplane Areas .... .... .. ......... ..... ..... ............... ............ .. .. ........... ..... .... ............. ..... ..... ... 6-6
6-4 Airplane Reference Stations .. ...... ....... ..... ... .. ... ...... ...... ... ...... ...... ..... .. ........ .... ... .. ...... 6-7
6-5 Fuselage Zones Diagram. .... .. ..... .. .... ............. ....... .............. ........ .... ... ....................... 6-8
6-6 Wing Zones Diagram .. ... ..................... .. .. .. ..... .. ..... ............. .. ..... .. .. ..... ... ... ... .. .. .... ... 6-11
6-7 Airplane Access Panel Numbering ....... ..... ..... .... .... ....... ........... ....... .. ...... .... .......... 6-12
7-1 Airplane Hoisting Sling and Lifting Jack ....................... ... ........... .. ... ... ............ .. ... .. 7-2
7-2 Nose Gear Jacking Point ......... .... ......... .. .... ......... ....... .................................. .......... .. 7-4
7-3 Main Gear Jacking Point .... .... ........................ ......... ... ... ..................................... .. .... 7-6
7-4 Tail Stand Location...... ... ..... .. ... ... ...... .................................................. .... ................ 7-7
8-1 Leveling the Airplane ......... ..... ........... ......... ....... .... ........ ... ....... .. .. ............. ...... ......... 8-2
8-2 Dimensional Data ........ .. ......... ... .......... ... .... ... .. ... ...................................................... 8-4
9-1 Tow Bars .. ......... .... .. ........... .. ..................................................................................... 9-2
9-2 Towing the Airplane................................. .. ......... .. ... .. .......... ......... .. ...... .. .. ...... ........ . 9-4
9-3 Airplane Ground Turning Clearance .......... ....... .......................... ....... ...... ....... ......... 9-6
10-1 Gust Control Surface Lock Assembly ....... .. ............................... .. ........... .. ...... ...... 10-2
10-2 Landing Gear Downlocks .............................................. ........................ .. .............. 10-4
10-3 Protective Covers .... .................. ........ ........... ........ .. ......... .... ....... .......... ...... ............ 10-6
10-4 Ground Points. ...... ..... ..... .. ............... .... ......................... .. ..... ...... ...... .......... ... ......... 10-8
10-5 Mooring the Airplane... ........... ...... ................ ......... ........ ....... ....... ................. ....... 10-14
10-6 Main Landing Gear Shock Strut Limiters.. ........ .. .. ............... .. .. ............ ....... ....... 10-16
12-1 Lubrication of Threads.... ... .. ... .................... .. .... ...................... ....... .. .... ...... ............ 12-9
FOR TRAINING PURPOSES ONLY 5-iii

Flight~1!!.~ty,
12-2 Nacelle Engine Controls and Inertial Anti-Ice Lubrication ...... .. .......... .. ......... .... 12-1 0
12-3 Flight Compartment Engine Controls and Propeller Lubrication .............. .. .. ..... 12-1 2
12-4 Nose Landing Gear Lubrication ......................... .. ........... ....... .. .................... .. ..... 12-1 4
12-5 Main Landing Gear Lubrication ........................... .... .......... .. ......... .. .................... 12-1 6
12-6 Flight Compartment and Elevator Controls Lubrication.. .......... ........... .............. 12-1 8
12-7 Rudder Control System Lubrication .......... .. .......... .... ... ... .................................... 12-20
12-8 Flap and Aileron Control System Lubrication .. .. .. ... ........................................... 12-22
12-9 Avionics Compartment Door Lubrication ................... .. ......... .. ....... ................ ... . 12-24
12-10 Cabin Airstair Lubrication ..................... ... .............. .......................... ................... 12-26
12-11 Cargo Door Lubrication ........... ... .. ... .. ... ............................. ............................... .. . 12-28
TABLES
Table Title Page
5-1 Continuous Inspection Schedule Example .. .. ......... ...... .............. ................... .. ........ . 5-8
6-1 Major zones ..................................................................................... .. ...... .... ............. 6-9
12-1 Thread Lubricants Chart ..... .... ....... .......... ......... ................ .. .... ........................... .... 12-8
5-iv FOR TRAINING PURPOSES ONLY

Flight~~ty.
CHAPTER 5-12
AIRCRAFT GENERAL
INTRODUCTION
This chapter presents information pertaining to Chapters 5 through II of the Beech 1900
Airliner Aircraft Maintenance Manual (AMM). It is meant to be an overview or guide to
the type of information found in these chapters and not a specific source. References
for this chapter and further specific information can be found in Chapter 5-"Time
Li mits/Mi scellaneous Checks," Chapter 6- "Dimensions and Areas," Chapter 7-
"Lift ing and Shoring," Chapter 8- "Leve1ing and Weighing," Chapter 9-"Towing and
Taxiing," Chapter lO-"Parking and Mooring," and Chapter ll - "Placards and Markings"
of the AMM.
FOR TRAINING PURPOSES ON LY 5-1

Flight~1!!~t~
The times in this inspection program hav

TIME L1MITSI been establi s hed only as a guideline to givi
MISCELLANEOUS the owner/operator a benchmark from whicl
to begin the program. The se rvice history 0
CHECKS fleet experience of a particular operatio l
may indicate that departure from the time
DESCRIPTION in this chapter would be advantageous
However, if changes to a previously approve,
Factory Aircraft Comprehensive Tracking program are desired , they must be subm itte
System (FACTS) program is the factory com- to the FSDO for approval. Accomplish all i
puterized maintenance-tracking and forecast- spections listed in this chapter with referenc
ing system for the Model 1900D airliner. The to the AMM and the appropriate supp lie
FACTS program for the Model] 900D airliner maintenance publications. Maintenance i
adheres to the guidelines established in the formation on most of the major component
AMM. Any variation to the inspection pro- of the airplane is co ntained in the Compolle
gram mu st be approved in writing by the FAA Maintellance Manual (CMM).
Flight Standards District Office (FSDO) or
Airworthiness Authority. The FACTS program
meet s the requirements of both 14 CFR Part
91 and 14 CFR Part 135.
WARNING I
When an airplane has experienced
The inspection program in the AMM and within abnormal landing gear procedures of
the maintenance-tracking system is ba sed on any type, as a safety precaution, place
numbers of flight hours, cycles of operation, the airplane on jacks prior to per-
or calendar time. The basis for calendar-time- forming any inspection or mainte-
limited inspections is the date on the ORIGI- nance. Ensure that all three landing
NAL STANDARD AIRWORTHINESS gear are down and locked prior to re-
CERTIFICATE, FAA Form No. 8100-2, that is moving the airplane from the jacks.
issued with a new airplane. Additionally,
I Hawker Beechcraft Aircraft Company recom -
mends that operators record the number of cy-
cles experienced on individual components
I CAUTION I
for purposes of complying with in spections Jacking of an airplane for the pur-
based on cycle count. Hobbs meter time or air- pose of landing gear operation, in-
plane log sheets can be used for determining spection, servicing, or maintenance
when inspections and maintenance based on should be accomplished within an
flight hours is due. However, the method cho- enclosed building or hangar. In the
sen for recording flight hours should remain interest of safety, should it become
constant throughout the life of the airplane. necessary to jack the airplane in
the open, wind velocity in any di-
rection and terrain variations must
NOTE
be compensated for prior to jacking
A flight cycle is defined as: Engine the airplane.
s tart-up and increase to full or par-
tial power (as required during a nor-
mal flight), one landing gear Inspection Program
retraction and extension and a com-
The Model 1900 Airliner inspection progra
pl e te shutdown .
and the computerized maintenance-track! D
system enables an owner/operator to accomplis
in spections and maintenance on an on-golD

-
basis in accordance with 14 CFR Part 91.409 Time-Limited Major

(f) (3). A complete inspection cycle is 1,200 Maintenance
hours or 24 months. The mspectlOn cycle IS
divided into six detailed inspections and each The section under this heading is a major
in spection cycle is done at 200 hours with each maintenance schedule. This schedule lists
consecutive detaIled mspectlon 200 hours after components of the Model 1900 Airliner that
the previous inspection. The detailed inspec- require periodic major maintenance.
tion s provide a thorough inspection of specific Accomplish the first major maintenance of
components and systems and occur at 200-hour an item no later than the period stated in this
intervals. section unless prior experience indicates
otherwise. The components listed may re -
quire complete replacement or major repair
Time-Limited Inspections based on numbers of flight hours , cycles of
This section lists items that are subject to a operation, or calendar time applicable to the
thorou gh inspection based on flight hours, cy- particular component. If more frequent
cles of operation, or calendar ti me. These time- checks or servicing of one or more of these
limited inspections do not meet the criteria components are necessary , these additional
establi shed for more detailed and frequent in- requirements will be listed in the Continuous
spections listed in the Continuous Inspection Inspection Program.
Program section. The first time-limited inspec-
tion of an item must be accomplished not later Unscheduled Maintenance
than th e period stated in this section unless Checks
prior experience indicates otherwise. Record
any discrepancies noted and corrective action This section is assembled in chart form to
taken during these time-limited inspections in allow a technician to perform checks for dam-
the appropriate airplane records. age after operating the aircraft in conditions
that could require unscheduled maintenance .
Requi rements added to the time-limited in - Specific conditions, such as lightning strikes,
specti ons, time -limited major maintenance turbu lent air penetration and hard landings
schedule, or the Continuous Inspection etc., are included. Inspection instructions are
Program need not be complied with immedi- included for each of the conditions listed.
ately. Unless otherwise directed by relevant
Com munique or Service Bulletin accomplish
these new requirements at their next scheduled
CONTINUOUS INSPECTION
interval based on the published revision date PROGRAM
or the airplane time/cycles on that date. The Hawker Beechcraft-recommended
Continuous Inspection Program provides a
For example , a new inspection requirement means of inspecting and maintaining the air-
added to the second 200-hour-interval delailed craft on a 50- and 200-hour basis . Routine in-
in spec tion need not be accomplished until the spections and servicing are conducted every 50
next scheduled second 200-hour-interval de- hours of operation. A detailed inspection of spe-
tailed inspection. A new requirement added to cific areas and systems of the aircraft is con-
the time-limited inspections that specifies a 12- ducted every 200 hours for a period of 1,200
month Inspection interval may be introduced hours. Work sheets are provided at the end of
uSIng a reasonable phase in schedule. the routine and each detailed inspection to
record discrepancies and corrective actions
taken. At the end of each I ,200-hour cycle,
the owner/operator will have performed a com-
plete inspection of the entire airplane. Although
the times of routine and detailed inspections
Revision .01 FOR TRAINING PURPOSES ONLY 5-3

Flight?..!tfi!ty.
may be altered, accomplish each item as stated I Hawker Beechcraft Airc raft Co mpany pub-
in the Continuous Inspection Program. A de - lIshes recommended inspection requirements
talled preamble to this section is included and and maintenance schedules for the airframe
should be read and understood before begin - of your airplane. Remember that main tenance
nIng the ContInuous Inspection Program . requirements and schedules for some supplier
furnIshed components , such as engines , pro-
The owner or operator is ultimately responsi - pellers , avionics, cabin heaters , and other air-
bl e for maintaining the airplane in an airwor- plane equipment, are separately stated in thei r
thy condition, including compliance with all respective supplier maintenance manuals . Have
applicable Airworthiness Directives as spec - your maintenance perso.n nel review the equip-
IfIed In TItle 14 of the Code of Federal ment lllstalled on your alfplane and ensure th at
Regulations (CFR) Part 39, or as specified by c.urrent, up-to-date supplier main tenance pub-
the dIrectIves of the national aviation author- lIcatIOns and manuals are available and all re-
ities. Select only qualified personnel to main- quired maintenance is scheduled and
tain the airplane and ensure that the airframe performed.
and powerplant mechanic inspecting the air-
plane has access to all necessary manuals and This Continuous Inspection Program enab les
serviceinformation as well as to an approved the owner/operator to inspect and mainta in
lllspectlOn gUlde. the airplane on a continuous basis . Included
in the program are a Routine Inspection and
It is further the responsibility of the owner six Detailed Inspections. A sequence of co n-
or operator to ensure that the airplane is in - ducting the program along with suggested
spec ted in conformity with the requirements Ilmes are dIscussed later. The times and se-
covered in 14 CFR P artes) 91.409 (f) (3) , quence are recommendations and may be al-
121.367,125.247 or 135.419 of the Code of tered to suit a particular operation. Wh il e
Federal Regulations or as specified by the di- this program may be used as an outline, de-
rectIves of the national aviation authorities. tailed information of the many systems and
These CFR Parts cover the requirements con - components in the airplane are in the vari-
cerning approved airplane inspection pro - ous chapters of the AMM and the pertin ent
I grams. Hawker Beechcraft Aircraft Company supplier publications. It is also recommen ded
has prepared this Continuous Inspection that reference be made to the applicab le
Program to assist the owner or operator in mallltenance handbooks, service inst ruc-
meeting the foregoing responsibilities. tions, applicable FAA (or national aviation
authority) Regulations, Publications, and
It is the responsibility of the owner or operator supplIer's specifications for torgue val ues ,
to obtain specific FAA (or national aviation au - clearances , settings, tolerances , and other
thority) approval for the Continuous Inspection requirements.
Program the owner or operator adopts.
This program is not intended to be all-inclusive,
for no such program can replace the good judg e-
NOTE ment of a certified airframe and powerplant me·
When warranted by service experi - chanic in the performance of his duties.
ence or engineering recommenda -
tions, an approved maintenance
program , including the inspection in -
tervals , may be changed at any time
with prior notification and approval of
the local FAA FSDO or as required by
the national aviation authority.

- Flight~ty.
NOTE The complete inspection program [or each

airplane is divided into several parts con-
In addition to the inspections pre-
sisting of a Routine Inspection of the airplane
scribed by this schedule , the altl1ne- every 50 hours of service time and a Detal led
ter instrumen t and static system, and
Inspection of a portion of the airplane every
all ATC transpo n ders MUST be
200 hours of service time, thus providing a
tested and inspected at 24-month In-
complete inspection of the airp lane every
tervals or anytime the system is 1, 200 hours. The 200-hour interval between
opened in compli~~ce with the re - performance of the procedures herei n should
quirements specIfIed III 14 CFR
NEVER be exceeded by more than 10%,
Part(s) 91.41 I and 91.413 or as spec -
which can be used only if this additional
ified by the directives of the national
time is required to reach a place where the
aviation authority. Information con -
inspect ion can be satisfactorily accom-
tained herein is applicab le to all
plished. However, any extensio n of a 200-
Model 1900 Airliner except where
hour interva l must be subtracted from the
differences are indicated by serial
following 200-hour interval, with no time
number effectivity.
extension permitted. Th i s method provides
greater avail ability of the airplane during
Special Conditions Cautionary normal operating hours withou t sacnflclng
the qua lity desired during maintenance and
Notice inspectio n periods.
Extremely high-utilization airplanes and/or air-
planes operated in extreme climates may n.eed
more frequent inspec tions for wear, corrOSIOn,
Definitions
and lubrication. Under these conditions, the The terminology pertaining to the inspection
item s listed in this program should be accom- procedures and their use as explained in the
pli shed as outli ned until the owner/operator can AMM ar e i n accordance with the Code of
establish his own inspection periods based on Federal Regulations, Parts 1,43 and 91, issued
experience or another program that has had by the Federal Aviation Adm inistration. These
prior approval. Engine power and performance terms are defined as follows:
run s should be tailored to each operation to
achieve reliable, cost-effective maintenance. Continuous inspeclion- A continuous inspec-
Depending on the maintenance performed and tion is a continuing airworthiness inspectio n
components replaced, a Ground Performance of an airplane and its various components and
Check may be required in lieu of the normal systems at scheduled inter va ls in accordance
In spection Run. Refer to the app licable main- with procedures p rescri b ed by the
tenance procedures. Admin i stra to r o f the Federal Aviatio n
Administration.
Purpose and Use Delailed inspection- De tai led inspection con-

sists of a thorough examination of the appli-
Th e Hawker Beechcraft Aircraft Company ances, the airp l ane and components and
recommended Continuous Inspection Program systems with such disassembly as necessary.
i s provided to maintain the Model 1900
Airliner that are utilized by owners and oper- PUghttime-Flight time is the total time from
at ors on a continuous basis. Should the the moment the airplane first moves under its
owner/operator elect to use the Hawker own power for the purpose of flight until the
Beechcraft Aircraft Company recommended moment it comes to rest at the next point of
program, the complete program mus t be ac- landing (block-to -block time).
complished at least one time every 24 calen-
dar months.
Revision .01 FOR TRAIN ING PURPOSES ONLY 5-5

Flight§~ty.
Maintenan ce- Inspection, overhaul, repair, • Continuous Inspecti on Wo rk Sheet_

preservations, and the replacement of parts, but Used in conjunc tion with each of the
excludes preventive maintenance. inspection fo rms to provide a list of all
discrepanc ies found during the inspec-
Pilot in cOlllmand-Pilot re sponsible for the tion and their corrective action.
operation and safety of the airplane du ri ng • In -Flight Work Sheet- Copies of this
the time defined as flight time. Work Sheet are to be kept in the airplane
and are used by the pilot in command to
Preventive lIlaintenance-Simple or minor list any di screpancy that occurs during
preservative operations and the replacement a flight. When the flight is completed,
of small standard parts not involving complex this form is forwarded to the mainte-
assem bly operati ons. nance shop for proper di spo sition.
Routine inspec tion- V isual examination or lfthe Continuous Inspection Program is discon-
check of the appliances , the airplane , and its tinued , writ ten noti fication must be sent to the
components and systems insofar as is practi - local FAA FSDO or as specified by the national
cable without disassembly. aviation authority.
Time in service- Time from the moment the
airplane leaves the ground until it touches the Inspection Procedures
ground at the end of the flight. Used in com-
p u ti ng maintenance and in spec t i on ti me Routine Inspections (50-Hour
records . Intervals)
Conduct a routine inspection of the airplane
Forms and Records each 50 hours of time the airplane is in service.
This inspection consists mainly of a visual in-
The forms and records used with the spection of the maj or components of the airplane
Continuous Inspection Program cons ist of: so that the general condition of the engine and
• Routine Inspection Work Sheet-Lists propeller can be checked. This inspection may
the airplane components that are to be be conducted by persons qualifi ed to do preven-
checked at each 50-flight-hour interval tative maintenance. Refer to Chapter 5-20-OJ of
of service time. At each 200-Hour the AMM for complete instructions for con-
Interval Inspec tion, th is form is com- ducting routine inspection.
plete d in addition to the 200-Hour
Interval Detailed Inspection form .
• 200-Hour Interval Detailed Inspectio/1
Form-Six separate and individual 200-
oHour Interval Detailed Inspection forms
are used with the Continuous Inspection
Program. Each form covers only one por-
tion of the airplane and is designated as
1st, 2nd, 3rd, 4th , 5th or 6th 200-Hour
Interval Detailed Inspections. Completion
of the 6th of t he 200 -Hour Interval
Detailed Inspection provides a complete
airworthiness inspection of the airplane.

Flight~~ty.
Detailed Inspections (200-Hour until corrected, and will also be reflected on

the Shop Status and Scheduling Board.
Intervals)
Si x separate Individual Detailed Inspections Discrepancies that occur during a flight are en -
of the airplane are requlfed to accomplish one tered on the In-Flight Work Sheet by the pilot
complete inspection. Only a porti?n of the in command or other responsible person. At the
airplane components or systems are 1nspected end of the flight , this work sheet is then sub-
at each 200-hour interval . thus accomplishing mitted to the responsible person in the
a complete inspection of the airplane once Transportation Maintenance Department or
every 1,200 hours of t1me 1n servIce. Items re- local equivalent.
quiring attention at periods of less than 1,200
hou rs are duplicated on the appropriate
Detailed Inspection form. These inspections Away-From-Station
are to be conducted by a properly qualified me- Requirements
chanic or someone under their supervision.
Comple te instructions for conducting the 1st Away-From-Station Inspection
through 6th Detailed Inspections are contained
If the airplane is to be away from the home lo-
in Chapters 5-20 -02, 5-20-03, 5-20-04, 5-20-
cation at the time an inspection is due, the
05 , 5-20-06 and 5-20-07 of the AMM.
pilot in command of the flight takes with him
all forms that are required for the inspection
Discrepancies and a copy of the AMM. The detailed inspec-
tion can be conducted or supervised by one of
Discrepancies found on the airplane during an the following:
inspection is listed on the Continuous Inspection
Work Sheet. Two lines are provided on the work • A certified airframe repair station.
sheet for each item. The discrepancy is entered • An appropriately rated certified me-
on the top line of the entry space, and the cor- chanic with inspection authorization.
rective action taken is noted on the bottom lin e.
If more than one line is required to state the dis- The results of the inspection are noted on the
crepancy, as many entry spaces as are necessary proper forms , which are then brought back to
may be used. Use the same method for correc- the home location. The pilot is responsible
tive action explanations that require more than for all inspection forms and work sheet entries
one line. Each separate entry on the sheet is with signature and identification of the in-
num bered in the ITEM block I, 2, 3, 4, etc. As spectors and/or mechanics.
many work sheets as necessary are used to list
all discrepancies with the entry numbers in the
ITEM block continuing in sequence on each of Away-From-Station Discrepancies
the additi onal pages. All discrepancies listed Discrepancies affecting the airworthiness of
must be corrected before the work sheet is routed the airplane, when the airplane is away from
to th e airplane file . the local station, are corrected by one of the
following:
Di screpancies that affect the airworthiness of
the airplane require the necessary corrective • A certificated airframe repair station
action to be accomplished before the airplane • An appropriately rated certified mechanic
is return ed to service.
The discrepancy and the corrective action
Di screpancies that do not affect the airworthi- taken is to be listed on the In-Flight Work
ne ss of the airplane may, at the discretion of Sheet. The pilot is responsible for all work
the maintenance crew chief, be carried over to sheet entries with signature and identifica-
the next inspection period. All discrepancies tion of the mechanics and/or inspectors.
thus carried over are retained in the Shop File

Flight~ty'
~ , BEECH 1900 AIRLINER MAINTENANCE TRAINING MANUAL
~
~
"""""
Table 5-1. CONTINUOUS INSPECTION SCHEDULE EXAMPLE
RTN 1st 2nd 3rd 4th 5th 6th
Access Panels, X X X X
Security and
Attachment
Accessories, X X
Engine
Actuator, Main X
Gear
Actuator, Nose X
Gear
Aileron and Tab X
Aileron Quadrant X
Air Cycle X X
Machine, Fog
Nozzle, and Filter
Air Cycle X X X
Machine Oil
Change

Flight~ty.
c ontinuous Inspection NOTES

Schedule
The Continuous Inspection Schedule Charl in
Table 5-1 lists the major components of the air-
plane that require periodic inspections. For
maintenance ltems refer to the AMM.

Flight§!!f~ty.
CHAPTER 6
DIMENSIONS AND AREAS

Flight~ty.
1 - - - - - - - - , - - 5 7 FT 11.17IN _ _ _ _ _ _ _ _- i
(1765.7 eM)
26.74 IN~""F~='j:f=;""
(67.9 eM) 9 FT 21N
(279.4 eM)
1225 IN
6.12FT
(31.1 eM)
(15.5 eM)
17FT21N
(523 .2 eM)
171N (43.2 eM)
18 FT 5.8 IN
(563.4 eM)
1 - - - - - - - - - - 5 7 FT1 0 IN _ _ _ _ _ _ _~~~~_.,
(1 762.8 eM)
WL
100.00
13.82 IN (35.1 eM)

GROUND LINE
1---23 FT 9.35 IN
(724 .8 eM) WL 39.05
Figure 6-1. Airplane Dimensions

Flight~tY.
DESCRIPTION NOTES
This chapter describes:
• Major dimen s ions of the airplane
(Figure 6-1)
• Major stations of the fuselage, wing,
nacelle , horizontal stabilizer, and verti-
cal stabilizer
• Airplane zones
• Airplane access panels

Flight~ty,
534.00
430.75
400.75
370.75
340.75 WL
318 .25
310.75 1_ 22.3 ,04
303.25
280.75
1
250.75
132~r71 ~~ 1
2207
1 , \!
: ~ ff~ L9: ~ ~ ~!~ !~:h~r\:

"d /
WL
WL 160.08
100.00
01 pi 10
~W~L;;;----+"~+f+~U1=l=+"'~~W
75.00
==H+:H_1 -lr---t-'+-H-++-H~TV ----' 131.94
660.64
605.84
588.10
605 .95 CANTED
14.20 570 .107
30.00 588. 10 CANTED
47.50
57.50
557.50 <a
70 .75 570.107 CANTED
Il>
84.00 531 .00
100.50 509.50
107.00 482.75
116.00 456.00
134.00 438.25
150.60 423.25
177.35 408.25
228.25 393.25
243.25 378 .25
258.25 363.25
273.25 348.25
288.00 327.63
0> FWD PRESSURE BU LKHEAD

D> PASSENGER FLOOR WL 84.90
D> FLIGHT COMPARTMENT FLOOR WL 87.00
[» AFT PRESSURE BULKHEAD
Figure 6-2. Fuselage Stations Diagram

Flight~fi!ty.
AI RPLANE STATIONS • CANTED FUSELAGE STATION

(CFS)-A lofted line located at an
To facilitate the location of various assem- angle to the fuselage station. The CFS
blies, components, areas, and structural mem- loca tion is determined by the fuselage
bers of th e airplane , reference points are station located at the intersection of
mea sured in inches along three axes, When a the canted station and WL 13 1. 94.
specific component, assembly or structure is • WING STATION (WS)- A width meas-
located by reference points, it can be easily urement left or right of and parallel to
foun d by measuring from known points on the the centerline of the airplane . Wing sta-
airplane. tion 0.00 is on BL 0.00 at WL 78.25. The
wing stations are perpendicular to the
The station diagrams in Figures 6-2, 6-3, and wing reference plane (WRP) , which in-
6-4 illustrate the position of reference poi nts clines outboard at 6° from the horizon -
on the airplane . The following reference points tal plane at WS 0.00.
are used in this manual:
• VERTICAL STABILIZER STATION
• CENTERLINE (CL)- A vertical plane (VSS)-A vertical measurement paral -
dividing the airplane, nacelles , and en- lel with the WL.
gines in half longitudinally.
• RUDDER STATION (RS)-A line per-
• FUSELAGE STATION (FS)-A length pendicular to the rudder hinge line.
measurement along a perpendicular to
the centerline of the airplane (Figure 6-
2). FS 0.00 is located 14.20 inches for- NOTES
ward of the nose radome.
• WATERLINE (WL)-A vertical meas -
urement from a horizontal plane located
below the bottom of the fuselage. WL
0.00 is located 75.00 inches below the
fuselage bottom.
• BUTTOCK LINE (BL)-A width meas-
urement left or right of and parallel to
the centerline. R (right) or L (left) is
added to ind icate the direction from the
centerline (LBL or RBL). BL 0.00 is
the centerline of the airplane.
• HORIZONTAL STABILIZER STA-
TION (HSS)-A width measurement
left or right of and parallel to the cen -
terline of the horizontal stabilizer. HSS
0.00 is the centerline of the horizontal
stabi li zer.
• CANTED STABILIZER STATION
(CSS)-A line perpendicular to the rear
spar at the intersection of the same nu -
merical value on the vertical stabilizer
station (VSS).

Flight~ty,
A
~j
f "-'\
RIGHT FORWARD
P l ~ I-
EMERGENCY EXIT
RIGHT NACELLE
""W,~ \ lZft"""=====,,./ RIGHT WING
LE FT AILERON
7
AILERON TRIM TAB
(LEFT SIDE ONLY)
lZ'------' t
I
I ~'\
~
RIGHT AFT
'\RIGHT AILERON
RIGHT FLAPS
LEFT FLAPS LEFT AFT L EMERGENCY EXIT
EMERGE~~i W~ I
LEFT STABILON \ ) ) / RIGHT STABILON
"---' RIGHT HORIZONTAL

LEFT HORIZONTAL \ STABILIZER
STABILIZER \
LEFT ELEVATOR Y
LEFT ELEVATOR RIGHT ELEVATOR
TRIM TAB TRIM TAB
VERTICAL
STABILIZER
AIRSTAIR DOOR
"RADOME \~Qlill-::--=--=---:fCll-::-:::-::I~=r=::::::::Z-/.~l--- RUDDER TRIM TAB
O" 1- ~S.O! 0~~~

_ ---=- ~ 0 0 ~-\ \ \ TAIL CONE
\- VENTRAL FIN
o \ AVIONICS CARGO DOOR
COMPARTMENT
DOOR
Figure 6-3. Airplane Areas

BEECH 1900 AIRLINER MAINTENANCE TR A INING MANUAL
RIGHT BUnOCK LINES ARE

MEASURED OUTBOARD ALONG
THIS AX IS STARTING
AT THE AIRPLANE CENTER LI NE
LEFT BunOCK LINES ARE

MEASURED OUTBOARD ALONG
THIS AXIS STARTING
AT THE AIRPLANE CENTERLINE
CENTER LINE
OF AIRPLANE
FS 14.20 1--- WATERLINES ARE MEASURED VERTICALLY

FS 00.00 ALONG THIS AXIS STARTING AT A POINT
75.00 INCHES BELOW THE BOnOM
OF THE FUSELAGE
FUSELAGE STATIONS ARE MEASURED

AFT ALONG THIS AXIS STARTING
AT A POINT 14.20 INCHES FORWARD
O F THE NOSE RADOME
Figure 6-4. Airplane Reference Stations

Flight§!!tfi!ty,
FS 100
FS 111
~ ->- FS 84.0
FS 121 FS 122
FS 133 FS 145.00
FS 131 FS 132
FS 143 FS 175.60
--FS273.5
FS 163
FS 290.5 FS 161 FS 162 I -rl--- FS 740
FS 730
FS 328.00
ZONE FS 173
FS 171 FS 172
100: INCLUDES RADOME AND
THE AREA BELOW THE FLOOR
FS 30.00 TO FS 557.5
INCLUSIVE
100: RADOME FORWARD OF FS 30.00

110: FS 30.00 TO FS 84.00 f-J'-t-'-+-------- FS 451.00
120: FS 84.00 TO FS 145.00
130: FS 145.00 TO FS 175.60
140: FS 175.60 TO FS 205.60
150: FS 205.60 TO FS 252.00
160: FS 252.00 TO FS 328.00
170: FS 328.00 TO FS 451 .00
180: FS451 .00TOFS557.5
h - + t - i k - - - - - - - - FS 557.5
ZONE
700: GEAR DOORS AND WHEEL WELLS

710: NOSE LANDING GEAR
730: LEFT MAIN LANDING GEAR
740: RIGHT MAIN LANDING GEAR
Figure 6-5. Fuselage Zones Diagram (Sheet 1 of 2)

AIRPLANE ZONES In some instances , the zone number is encl os ed

within parenthe ses ( ). The parentheses indi -
In order to simplify th e location of airplane cate that the zone is on the right side of the fu se-
componen ts, aid in maintenance planning , and lage , wing , nacelle , or th e stabilizer.
provide a simple way of identifying access
doors and panels , the airplane has been di -
vided into easily identifiabl e areas referred to NOTES
as zone s (Figures 6-5 and 6-6).
These zones follow a logical arrangement with

boundaries generally defined by major struc-
tural components of the airplane (i.e., bulk-
heads , wing spars , ribs , major partitions , cabin
floorboards , control surface boundaries, etc).
Zone identification is provided by a three-digit

number that adheres to a standardized major
zone description (Table 6- 1) . The numbering se-
quence within these major zones, in most in-
stance s, conforms to the following order:
• Front to back
• Left to right (within the fuselage)
• Bottom to top
• Inboard to outboard (pertaining to the
wing) .
Table 6-1, MAJOR ZONES
ZONE DESCRIPTION
100 Lower half of fuselage (radome, side nose avionics compartments, compartments under the
lower nose she lf, area below the flight compartment floor, cabin floor, and cabin seat decks to
the aft pressure bulkhead).
200 Upper h'alf of fuselage (compartments above the lower nose shelf, area above the flight
compartment floor, cabin floor, and cabin seat decks to the aft pressure bulkhead including
the baggage compartment) .
300 Empennage
400 Engine compartments , spinners, and propellers
500 Left wing

600 Right wing
700 Landing gear, wheel wells and wheel well doors
800 Doors and emergency exits

Flight§~~ty,
ZONE 300; EMPENNAGE
( )= RIGHT SIDE
311 (312); FUSELAGE AFT OF FS 557.5
320; DORSAL FIN
331; VERTICAL STABILIZER
332; FORWARD OF HORIZONTAL STABILIZER MAIN SPAR
333; AFT OF HORIZONTA L STABILIZER MAIN SPAR
340; RUDDER
350; HORIZONTAL STABILIZER
360; ELEVATORS
332
271 FS FS 333
(272) 482.75
FS
30.0
211
(212)
811 820 840 850
(812) (841)
250 261
221 (262)
(222)
240 830
231
(232)
ZONE 200; ABOVE FLOOR FS 30.0 ZONE 800: DOOR

TO FS 557.5 INCLUS IVE
( ) = RIGHT SIDE ( ) = RIGHT SIDE

211 (212); FS 30 .0TO FS 84.0 811 (812); AVIONICS COMPARTMENT
221 (222); FS 84.0 TO FS 94.0 820; FORWARD CABIN DOOR
231 (232); FS94.0 TO FS 107.0 830; FO RWARD EMERGENCY EXIT
240: SEE AMM 840 (841) ; AFT EMERGENCY EX IT
250; SEE AMM 850; CARGO DOOR
261 (262); FS 143.0 TO FS 482.75
BELOWWL 115
271 (272); FS 143.0 TO FS 482.75
ABOVE WL 115
281 (282); FS 482.75 TO FS 557 .7
Figure 6-5. Fuselage Zones Diagram (Sheet 2 of 2)

Flight~~ty.
BEECH 1900 AIRLINER MAINTENANCE TRAININ G M ANU A L
WS
FS WS 147.74
290 .5 147.74
fi--,---'Jr-- FS 84.0
WS WS
291.735 291 .735
WS WS
194.829 194.829
WS WS
124.616 124.616
541 5 11 641
550 542 642 650
532 512 632
543 643
3 3
ZONE 400: POWERPLANT

(COWLI NG FWD OF FIREWALL)
410: LEFT ENGINE
420: RIGHT ENGINE
ZONE 500 AND 600: WINGS
( ) = RIGHT SIDE
500: LEFT WI NG
600, RI GHT WING
510 610): FU SELAGE TO WS 124.616
520 620): NACELLE AFT O F FIR EWALL
530 630): WS 124. 616 TOWS 194.829
540 640): WS 194.829 TO WS 291 .735
550 650): WING TIP (OUTBOARD OF WS 291.735)
Figure 6-6. Wing Zones Diagram

Flight§~ty,
BEECH 1900 AIRLINER MAINTENANCE TRAIN ING MANUAL
T -TOP
541 AB TC _ TOP CENTER
Tf
ZONE NUMBER - - - - - - - - ' ' - - - - - - - LOCATOR ---------i
B
BC
L
R
Z
BL
-BOTTOM
- BOTTOM CENTER
- LEFT
- RIGHT
- INTERNAL
- BOTTOM LEFT
BR - BOTTOM RIGHT
TL - TOP LEFT
PRIMARY IDENTIFIER TR - TOP RIGHT
PANEL 541AB IS ON THE BOTTOM SURFACE OF THE LH WING IN

AIRPLANE ZONE 541 .
Figure 6-7. Airplane Access Panel Numbering

Flight§!!~ty.
AIRPLANE ACCESS PANELS NOTES

Various panels are located throughout the air-
plane to allow e ntry into enclosed areas for
maintenance and servicing purposes. These
consist of:
• Access panels
• Floorboard panels
• Service doors
• Fairings
Each access panel is located and indexed with

an identifying number. When the identifying
number is e nc losed in parentheses 0, the panel
is on the right side of the fuselage , wing, na-
celle, or the stabilizer.
The identifying number is composed of two

parts (Figure 6-7 ):
• Three-dig it airplane zone number des-
ignating the smallest zone in the panel
• One -to-t hree letter suffix
The first letter, the primary identifier, in the

suffix id ent ifi es the panels in seq uence (i .e.,
inboard to outboard, front to rear, bottom to
top), starting with A within each zone. The sec-
ond and third letter, the locator, locates the pan-
els in relation to the airplane (i.e., top, bottom ,
left, right, etc.). Panel s on the boundary be-
tween two airpl ane zones are identified by the
zone from which they are removed. Areas such
as the landing gear wheel wel ls, wing leading
edges, nose radome , etc. are identified by the
zone number only since each of these areas is
a zone in itself. For removal and installation
of the individual panels, refer to the AMM.

Flight~ty.
CHAPTER 7
LIFTING AND SHORING

Flight§~~ty
~~""----- FS 392.25
PLACE AFT
STRAP HERE
FS 164.25
PLACE FWD
STRAP HERE
PICK UP POINT TO
CONNECTING CORRESPOND WITH
LINK \ / FS 264.00
II~~
~."rr \ CABLE
BAR
STRAP
JACK
AIRPLANE HOISTING SLING (10,000 POUND CAPACITY)
Figure 7-1. Airplane Hoisting Sling and Lifting Jack

Flight§!!!.~ty.
DESCRIPTION NOTE
If it is necessary to hoist the air-
WARNING I plane with one or both engines re-
moved, use a sling under the tail of
When an airplane has experienced ab- the airplane.
normal landing gear procedures of
any type , as a safety precaution, place A hoisting sling assembly (Figure 7- 1) is avail-
the airplane onjacks prior to perform-
ing any inspection or maintenance.
able from Hawker Beechcraft Aircraft I
Company. This sling assembly is designed to
Ensure that all three landing gears are lift a 1O,OOO-pound airplane, the approximate
down and locked prior to removing the empty weight of the 1900 airliner.
airplane from the jacks.
I CAUTION I NOTES
Accomplish jacking of an airplane
for the purpose of landing gear oper-
ation , inspection, servicing, or main-
tenance within an enclosed building
or hangar. Tn the interest of safety, if
it becomes necessary to jack the air-
plane in the open, wind velocity in any
direction and terrain variations must
be compensated for prior to jacking
th e airplane.
Rapid depletion of the standby battery occurs

if the EFlS switches are selected ON when the
airplane is on jacks.
NOTE
It is recommended to disconnect the
standby electronic flight instrument
system (EFIS) battery prior to main-
tenance requiring the airplane to be
put on jacks.
HOISTING
The airplane may be hoisted for maintenance
or parts replacement. An overhead crane ca-
pable of 20 feet of vertical lift is required to
lift th e aircraft 4 feet from the ground, allow-
Ing fo r 1 foot of vertical stretch in the nylon
webbing.

Flight~ty'
BEECH 1900 AIRLINER MAINTENANCE TRAINING M ANUAL
D o
JACK
EXTEN SION
~I----- FOLLOWER NUT
T"'rr=;=\l- - - - JACK
JACK LEGS
I\A-- - - - - JACK HAN DLE

JACK PUMP ----R.......<..d,fl
Figure 7-2. Nose Gear Jacking Point

Flight~ty.
JACKING NOTES
Each of the three jacks used to lift the air-
plane should have a lifting capacity of at least
JO ,OOO -pounds (see Figure 7-1).
WARNING I
Never jack the airplane in an unshel -
tered area where winds in excess of
35 knots can be encountered.
Thi s airplane is provided with three jacking

points (Figures 7-2, 7-3 , and 7-4). The forward
point is on the left side of the wheel well open -
in g near the aft end of the nose wheel doors.
The aft points are on the rear spar just inboard
of each nacelle fairing. All three points are eas-
il y identified by the placards entitled, JACK
PAD . The areas around the jack pads are un-
obstructed to facilitate the use of jacks.

Flight~ty.
:n.; rJC; 2; 1 ! 2; 0 11
W~c{frl-p., Kt\)'·. .6AS ·
- oJ::.-
CHAPTER 8
LEVELING AND WEIGHING

Flight~ty'
FS
177.35
UPPER PHILLIPS
HEAD SCREW
,
lJI! )I
r-l
LOWER PHILLIPS
--_:0__________l~l~n
1
, ! !I I / HEAD SCREW
FS
14.20 A'if---- CORD
___.i!:F PLUMB BOB
----------:GJr
CAN FILLED WITH t.J
LIGHT ENGINE OIL
THUMBSCREW
~~\ PLUMB BOB

SUPPORT ASSEMBLY
CORDTO
PLUMB BOB
+---- PLUMB BOB
Figure 8-1 . Leveling the Airplane

Flight~ty.
LEVELING NOTES
The airplane can be leveled by using a preci-
sion level, a plumb bob, and plumb bob sup-
port assembly (Figure 8- 1), The plumb bob
support assembly attaches to the upper fuse-
lage skin just aft of the cabin door frame. A
Phillips-head screw in the fuselage skin (im-
mediately aft of the lower end of the cabin
door) marks the plumb bob target.

Flight~~ty.
FS 0.0
FS 14.2
1--------------693.97IN---------------J
1-+----...,272.11 IN LEMAC----i--i69.43IN MAC

WHEEL WEIGHTING REF.
POINT FS 95.89
000 185.70 IN
GROU ND LINE
LEVELI NG WL 39.05
SCREWS
i-----285.36IN-----i
FS 30.13 FS
315.49
AFT JACK POINT

FS326.10
1. LEVELING SCREWS ARE AFT OF FORWARD DOOR SILL (FS 179.96)

2. FORWARD JACKING POINT IS AT FORWARD PRESSURE BULKHEAD AND LBL 16.0 (FS 83.5)
3. AFT JACKING POINTS ARE ON THE WING REAR SPAR AT LBL 57.0 & RBL 57.0 (FS 326.1)
4. INCLINATION SHOWN ASSUMES STATIC STRUT POSITION WITH TIRE ROLLING RADI I OF
9.1 IN (MAIN) AND 8.1 IN (NOSE).
5. DISTANCE SHOWN BETWEEN GEAR CONTACT POINT IS MEASURED PARALLEL TO AN AIRCRAFT
WATER LINE AND ASSUMES STATIC STRUT POSITION (AS DO THE GEAR FUSELAGE STATIONS)
6. WHEEL WEIGHING REFERENCE POINT IS AT AFT END OF NOSE WHEEL WELL ON AIRCRAFT
CENTERLINE (FS 95.89)
7. LEMAC IS THE PERPENDICULAR DISTANCE FROM THE REFERENCE DATUM PLA NE TO THE WING
MEAN AERODYNAMIC CHORD (MAC).
Figure 8-2. Dimensional Data

Flight~ty.
WEIGHING NOTES
Peri od ic weighing of the ai rplane may be re-
quired to keep the basic empty weight cur-
rent. Frequency of weighing i s t o be
determined by the operator. All change s to
the airplane affecting the weighing and/orbal -
ance are the responsibility of the airplane op -
erator. A dimensional data illustratio n is shown
in Figure 8-2.
NOTE
Each new airplane is delivered with
a basic empty weight and center of
gravity (CGl , and equipment list, all
pertinent to that specific airplane. It
is the responsibility of the owner to
ensure that changes in equipment are
reflected in a new weight and bal-
ance and in an addendum to the equip-
ment list. There are many ways of
doing this; it is suggested that a run -
ning tally of equipment changes and
their effect on basic empty weight
and CG is a suitable means for meet-
ing both requirements.
NOTE
It is recommended that duplicate
copies of the Basic Empty Weight
and Balance sheet and the Equipment
List be made and kept in an alternate
location in the event the original
handbook is misplaced.

Flight~ty.
BEECH 1900 AIRLINER MAIN T ENANCE TRAINING MANUAL
CHAPTER 9
TOWING AND TAXIING

Flight~ty,
BEECH 1900 AIRLINER MAINTENANCE TRA INING MANUAL
DETAIL A
TRACTOR TOW BAR
DETAIL B
MANUAL TOW BAR
Figure 9-1. Tow Bars

DESCRIPTION NOTES
The procedures in this chapter may be us e d
when the airplane must be moved to perform
required maintenance procedures.
I CAUTION I
Never use the manual tow bar with
a tow vehicle (Figure 9- 1).

Flight~ty,
TOW
I TURN LIMITS
REACHED WHEN
RED LINES ALIGN
\
I
I
DO NOT EXCEED
CAUTION. DO NOT
TOW WITH RUDDER
LOCKED INSTALLED
Figure 9-2. Towing the Airplane

Flight~~ty.
OPERATION NOTES
Witb tbe tow ba r connected to the towing lugs
on the upper torgue knee fitting of the nose
strut, the airplane can be steered with the nose
wheel when moving it by hand or with a tug .
Although steering is automatic when the ai r-
plane is being towed by the nose strut , some-
one should ride in the pilot seat to operate the
brakes in the event of an emergency. Do not
tow the airplane with rudder locks installed,
except on airplanes equipped with power steer-
ing, as severe damage to the steering linkage
can result. When using a tug, observe turn
limits marked on the nose gear strut to prevent
damage to nose gear (Figure 9-2). When spot -
tin g the airplane , do not push on the propeller
or control surfaces.
I CAUTION I
Never exceed tbe turning limits
marked on the nose gear strut during
ground handling. The nose gear
steering stop block is designed to
withstand tbe loads normally im -
posed through steeri ng from the
cockpit, not to prevent turn limita-
tions from being exceeded during
towing . It is possible to overcome the
stop during ground handling and
damage the steering linkage and nose
strut. Tfthe steering stop limitations
are exceeded inspect tbe nose gear
steering stop lugs for cracks, bend-
ing , or distortion.
I CAUTION I
Never tow or taxi with a deflated
strut. Even brief towing or taxiing
with a deflated strut may cause se -
vere damage.
FOR TRAINING PURPOS ES ONLY 9-5

Flight~tY.
41' 2"
RADIUS FOR INSIDE GEAR __________________________________________ . 3 FEET 61NCHES (1.07 M)

RADIUS FOR NOSE WHEEL ________ _____ ____ ____________ __ __________ 26 FEET 8 INCHES (8.13 M)
RADIUS FOR OUTSIDE GEAR _______________________________________ _ 20 FEET 8 INCHES (6 .30 M)
RADIUS FORWINGTIP _____________________________________________ 41 FEET 2 INCHES (12.55 M)
RAD IUS FOR HORIZONTAL STABILIZER TIP ____ _____________________ . 39 FEET 1 INCHES (11.91 M)
Figure 9-3_ Airplane Ground Turning Clearance

Flight~ty.
BEECH 1900 AIRLINER M AINTENANCE TRAININ G MANUAL
TURNING RADIUS NOTES

Turni ng radii data is prov ided in Figure 9- 3.
Turnin g radii are predicated on the use of par-

tial brak ing action and differenti al power and
th e nose gear tu rn ed fu ll trave l in th e direction
of the turn .
FOR TRAININ G PURPOSES ONLY 9-7

Flight§~~ty.
CHAPTER 10
PARKING AND MOORING

Flight§!!!~tY.
SPECIAL TOOLS
GUST CONTROL SUR FACE
LOCK ASSEMBLY
Figure 10-1. Gust Control Surface Lock Assembly

FlightSafety.
_~1iOnaJ
DESCRIPTION WARNING I
The procedures in this Chapter may be used
to park and secure the airplane for any length Before starting the engines or tour-
of time with minimum deterioration of the ing the airplane , remove the control
systems and components. locks. If the airplane is towed with
the rudder lock installed, serious
damage to the steering linkage can
PARKING result.
Parking Brakes
The brakes can be set for parking by depress- NOTES
ing the pilot brake pedals and pulling out the
parki ng brake control. Do not attempt to lock
the parking brake by applying force to the
parking brake handle ; it controls a valve only
and cannot apply pressure to the brake system.
To release the brakes, depress the brake ped-
als and push the parking brake control in.
NOTE
Do not set the parking brake when
the brakes are hot from severe use or
when an accumulation of moisture
may cause the brakes to freeze.
Gust Control Locks

The gust control lock (Figure 10- 1) consists
of a U-shaped clamp and two pins connected
by a chain. The pins lock the primary flight
controls and the V-shaped clamp fits around
the engine power control levers and serves to
warn the pilot not to start the engines with the
control locks installed. It is important that the
locks be installed or removed together to pre-
vent the possibi lity of an attempt to taxi or fly
the airplane with the power levers released
and the pins still installed in the flight controls.

Flight~ty.
H/16 INCHES
! / RADIUS
ilT
{fr
q;-L.. ~4i
~
,
1/2 INCH
MINIMUM
-.L
HARDWOOD SHOCK
STRUT COLLAR
MATERIAL: HARDWOOD
THICKNESS: 3/4 INCH MIN
INSTALL DOWNLOCK
ASSY ON ACTUATOR
ROD AS SHOWN
UPPER
DRAG
BRACE
INSTALL MAIN GEAR

DOWN LOCK ASSY ON DRAG LOWER
LEG ASSY AS SHOWN DRAG
/ BRACE
DETAIL B
DETAIL C
MANUAL LANDING
GEAR DOWNLOCKS
DETAIL E DETAIL D
NOSE LANDING MAIN LANDING
GEAR DOWN LOCK GEAR DOWN LOCK
Figure 10-2. Landing Gear Downlocks
10-4 FOR TRAIN ING PURPOSES ONLY

Landing Gear Downlocks NOTES

Landing gear downlocks (Figure 10-2) man-
ually lock the main landing gear and the nose
landing gear in the down position while the air-
plane is on the ground . Install the downlocks
for safety reasons to prevent inadvertent retrac-
tion of the landing gear while the airplane is
parked.
The nose gear downlock is a channel that is in-

stalled over the nose gear hydraulic actuator
rod and secured with a safety pin.
The main gear downlocks are installed on the

forward side of the mai n gear drag brace and
secured in place with a safety pin installed
through the lower hole of the upper drag brace
and the downlock.

Flight~~ty.
PROTECTIVE COVERS FOR THE PROPELLERS
IT IS RECOMMENDED THAT THE

PROPELLERS BE RESTRAINED BY
PROTECTIVE COVERS IF THE
AIRPLANE IS STORED OUTSIDE OF A
HANGAR FOR A PROLONGED PERIOD
OF TIME . THE RESTRAINT PREVENTS
DAMAGE TO THE ENGINE REDUCTION
GEARING CAUSED BY WINDMILLING .
CONDENSER INLET COVER
DETAIL D
DETAIL A
, . : . - - - - - PITOT TUBE COVERS
( ~ I~
ENGINE INLET COVER I ; I
'"
DETAIL C DETAIL B
Figure 10-3. Protective Covers

FlightSafety.
"'omatlonal
Engine Cold Weather NOTES

Precautions
Frozen precipitation may be blown into the ex -
haust stacks if windy conditions exist and par-
ticularly if the airplane is parked downwind
without covers installed. Ice ingestion, coupled
with residual engine heat following engine shut-
down, may allow water to seep by gravity flow
into the compressor section and refreeze as the
engine cools down and becomes cold soaked in
subfreezing temperatures.
In cold weather conditions, park the airplane

into the wind if possible and install exhaus t
stack covers (Fig ure 10-3).

Flight~ty.
GROUND HERE GROUND HERE
o
cJ
~
0 0
0 0 0
o \
GROUND HERE (TYPICAL LH/RH)
Figure 10-4. Ground Points

Flight~ty.
BEECH 1900 AIRLINER MA INTENANCE TRAINING MANUAL
Ground Points Preservation Procedure

Refer to Figure 10-4 for ground poin ts. Engines Inactive 0 to 7 Days
1. If the engine was operated in a salt-
STORAGE ladened environ ment, do a compressor
and turbine desalination wash as de-
Description scr ibed in the Engine Maintenance
The following procedures protect the airplane Manual.
while it is scheduled to be inactive for peri-
ods of time. Consi der these procedures to be 2. Th e engine may remain inactive with no
preservation protection provided the en-
the minimum necessary to protect the air-
gine is sheltered, humidity is not exces-
plane. Each operator should take whatever ad-
sively h i gh and there is not extreme
ditional steps to protect the airplane they
consider necessary. These procedures are not temperature changes that may produce
con densation. Once the above require -
intended to be accomplished on airplanes that
ments are satisfied, install the exhaust
are not flown because of extensive mainte -
nance activities or for reasons other than sched- covers.
uled periods of inactivity, however the operator
may choose to accomplish any or all of these Engines Inactive 8 to 28 Days
procedures at their discretion. 1. Perform the 0 to 7 day preservation pro -
ced ures and place desiccan t bags and hu -
Engine Preservation and midity indicators on wooden racks in
engine exhaust duc t only. Seal off all en-
Depreservation gi ne openings and ma ke sure exhaust
Preservation of engines in service depends on covers have sui table windows to monitor
the period of inactivity and whether or not the humidity indicators.
engine may be rotated during the inactive pe-
riod. An engine is considered inac tive when 2. Check relative humidi ty every 2 weeks
it has not been operated either on the grou nd, if the engine is stored outside, an d every
or in flight for a minimu m of 10 minutes after 28 days if engine is stored inside. Relative
the engine temperature has stabilized. The ex- humidity sho uld be maintained at 40%.
pected period of inactivity sho uld be estab- If the indicator turns pi nk, replace the
lished and reference made to the Engine desiccant bags and indicator.
Preservation Procedures found in the Pratt &
Whitney Engine Maintenance Manual.
• Record the preservation practices com-

pleted in th e engine log book and on
tags fastened to the eng ine .
• For an engine inactive in a severe envi -
ronment such as extreme temperature
changes, high humidity, dusty, polluted
or salt-ladened at mosphere, it is recom -
mended that th e engine be preserved to
the next higher schedule or the engine
started and run for a min im u m of 10
minutes more frequently.

Flight~ty.
Engines Inactive for 29 to 90 Days NOTE

1. Perform a compressor performance re- For complete starting instruct ions
cover/desalination wash and turbine and limitations refer to the FAA-ap-
rinse, wash the eng ine externally and proved Airc raft Flight Manual
then perform bo th the 0 to 7 and 8 to 28 (AFM). For a complete descrip ti on
day preservation procedures. Examine and operation of the starter-genera-
all engine external protective coating, tor system refer to Chapter 24-
and touch -up/repair as necessary. "Electrical Power System" or the
appropriale vendor publi cation.
2, Lubricate all linkages.
3. Disconnect the fuel inlet to the oil -to-fuel 5. With the ignition sys tem OFF, fue l con -
heater and connec t a suitable oi l supply dition lever to GROUND IDLE and power
link to the oi l-to-fu el heater fuel inl et. control lever to TAKE-OFF, carry out
Blank off the disconnected fuel supply the normal mo toring run un til all preser-
lin e and disconnect the fuel line at th e vative oil is displaced. During the motor-
flow divider inlet to prevent pres erva- ing run , move the power contro l lever
tion oi l from entering the fuel manifold. from TA KE-OFF to GROUND IDLE and
Loo se n the line as required to permit back 10 TAKE-OFF and fuel con dition
drainage into a suita bl e container. lever from GROUND IDLE to OFF and
back to GROUND IDLE to displace fuel
4. Supply preservation oil (PWC05 -077) at from the sys tem.
5 to 25 psi at least 16°C (60 °F).
6. After the motoring run has been com-
I CAUTION I pleted, check to see if preservative oil is
coming from the open fuel line. If not, re-
Under no circumstances permit th e peat motoring cycle unti l preservative
pre servative oi l 10 enter the e ngine oil flow s from the opened fuel lin e.
where it may come into contact with
th e thermocouple prob e assembly . 7. Return power control lever to GROUND
Oil contami natio n oflhe probes may IDLE and the fuel condition lever to CUT-
cause a complete failure of the ther- OFF and reconnect the fuel supply to the
mocoupl e system. oil -to-fu el heater and the fuel line to the
fuel divider inlet.
I CAUTION I 8. Install caps, covers, and plugs as neces-

sary to prevent entry of foreign material
Observe starter mOlor operating lim- and accumulation of moisture.
its when performi ng the following
procedures .
• For continuous motoring without en-

gine start , the use of the starter is lim-
ited to:
• UE-20 seconds ON,S minutes OFF
• UA, UB, and UC- 30 seconds ON,
10 minutes OFF

Flight~i!i~ty.
Engines Inactive for Periods Exceeding 8. Coat all external flanges , bolts, and studs
90 Days with compound (PWC09-003) . In par-
ticular, pay special attention to the red uc-
1. Pe rform all preservation procedures
tion gear box and compressor in let case
while obse r ving starter li mitations as
flanges.
required.
9. Install caps, covers, and plugs as nece s-
2 . Clos e the fuel firewall shutoff and motor
sary to prevent entry of foreign materia l
engine with the starter until oil pressure
and accumulation of moisture .
and NG are indicated. D isengage th e
starter.
10. Tag the oil filler cap with the date of
preservation and enter the date and type
3. Drain engine oil in accordance with the
of preservation in the engine log book.
applicable Engine Maintenance Manual.
11. Install a humidity indica tor in the air
4. With drains open, motor the engine to per-
inlet and exhaust ducts and cover with
mit scavenge pumps to clear the engine, in-
a suitable air- tight moisture barrier.
dicated when a steady stream of oil from Provide inspection windows at each
the engine oil drains stops. To prevent po- area to permit inspection of the humid-
tential damage to rotating engine compo-
ity indicators.
nents due to limited lubrication, limit
rotation to the shortest possible ti me to
accomplish the oil draining procedure . NOTE
Carry out inspection of a preserved
5. Remove the oil filter element and allow un it every 2 weeks if the aircraft is
to drain. stored outside, or every 30 days if the
aircraft is stored inside. If re lative
6 . Let oil drain to a slow drip, approxi - humidity is less than 40% or Jess as
mately one drip per half hour, then install indicated by the humidity indicator,
the oil filter and close the drains. no further action is required. If in-
dicated humidity is grcater than 40% ,
7. Remove covers from accessory drive pads desiccant bags must be replaced or
as necessary and spray the exposed sur- reacti vated.
faces and gear shafts with engine oil and
reins tall cover plates.
Engines Inactive for Periods Exceeding
I CAUTION I One Year
Compound must not be applied to any I. Perform all the above procedures .
bolt threads used to retain accessories .
These threads must be coated with 2. Remove the engine and store in engi ne
regular engine oil as required during storage contai ner.
normal tightening procedures. Under
no circumstances is the compound to
be used in or permitted to enter any
area where it could contaminate the
engine lubrication system.

Flight~ty.
Preservation of Power 5. With the ignition OFF, place power con-

Section/Power Section Module trollever to TAKE-OFF and fu el condi-
tion lever to GROUND IDLE.
1. Preservation is done as part of th e engine
preservation before removal of the power
sec ti on or power sec ti on mo dule. I CAUTION I
Observe s tarter motor operati ng
2. Install caps, covers , and pl ug as applica - l imits.
ble to prevent entry of foreign material
and moisture accumulation.
6. Perform a normal 20 second (UE) , or 30
second (UA,UB, UC) motoring run , dur-
Depreservation Procedure ing which time move the power co ntrol
o to 7 Days of Inactivity lever to GROUND IDLE and return to
TAKE-OFF, fuel cond ition lever to OFF
• No depreservation required and return to GROUND IDLE un til clean
fue l flows from the discharge line at the
8 to 28 Days of Inactivity flow divider.
I. Remove covers from inlet and exhaust 7. Connect the fuel inlet line at the flow di-
openings and moisture barriers. vider, tighten al\ coupling nuts to 90 to
100 in/lbs and lockwire.
2. Make sure al\ engine openings are cle ar
and unobstructed. 8. Return power control lever to GROUND
IDLE and fuel condition lever to CUT-
3. Remove desiccant bags and racks as ap- OFF.
plicable.
91 Days and Over
29 to 90 Days of Inactivity
I. Perform an 8 to 28 days depreserva tion
I. Perform a 8 to 28 day s de preservation procedure:
procedure.
a. Examine al\ external cases for corro-
2. Fill engine oi l tank. sion, and protec tive coating for wear.
Repair as necessary.
I CAUTION I
b. Remove compressor inlet screen, and
Under no circumsta nces permit the examine case and visible flanges for
preservative oi I to enter th e engine corrosion. If corros ion is found , ex-
where it may come into con tact with amine in ternals of accessory gear box
the thermocouple probe assemb ly. and reduction gear box with a
Oil contami nation of the probes may borescope. If corrosion exceeds limits,
cause complete failure of the tem- send the engi ne to an approved over-
perature indicating sys tem. haul facility.
3. Disconnect the fuel line at the flow di- c . Slowly rotate the propeller by hand
vi der inlet to permit drainage into a su it- and check for stiffn ess , audible scrap-
ab le conta in er. ing, binding, or r ubb i ng (refer to the
Unscheduled Inspection of the appli-
4. Connect the aircraft fuel supply to the cable Engine Maintenance Manual).
englne.
10-12 FOR TRAINING PURPOSES ON LY

d. Perform a 29 to 90 days depreserva - Storage and Shipping

tion procedure.
The following information is necessary for
2. Start the engine and perform the fol- storage, preservation, and depreservation of an
lowing checks: engine, power section/power section module,
or gas generator module.
• Preop erational check
• Prestar! check Shipping Container
• Dry motori ng run The shipping container for either engine or
module as applicable is constructed of fiber-
• Wet motoring run board, and comprises a wooden skid base to
• Shutdown check s which is fastened a metal cradle. A fibe rboard
inner and outer sleeve form the sides of the
• Post-shutdown checks
container along wi th the cover. Plywood sheet-
• FeU checks ing provides additional support to the con-
tainer sides and cover. The base, plywood
• Gro und power checks supports, cradle, and associated hardware are
reusable; the fiberboard sleeve and cover are
NOTE disposable. The container is intended for ship-
During motoring, chec k fo r stiff- ment in a closed conveyance on the North
ness, audible scraping binding and/or American continent, or overseas shipment by
rubbing of the rotating components air and is not intended for shipment by sea. To
within the engine. avoid possible bearing damage such as
brinelling, use of a shipping container/skid
equipped with shock mounts is required for all
3. After engine run, and completion of all tran sportation.
checks, examine all drain valves for oil.
If oil is found se nd the engine to an ap - The fiberboard container is weather resistant
proved overhaul facili ty. only and should not be exposed to climatic con-
ditions for more than 7 days and must not be
4. Examine all fuel fi lters and clean or re- used for outdoor storage. It also offers protec-
place as necessary tion against corrosion for a period of up to 6
months , provided that the container is cor-
S. Exami ne the oil filter, reduction gear box rectly sealed and sheltered indoors in a rela-
oil strainer, and reduct ion gear box chip tively dry area and the humidity indicator is
detector. If contam ination is found, and monitored every 15 days.
the engine has no previous contamination
history, send engine to an approved over-
haul facility. O t her wise refer to the
Engine Maintenance Manual.

Flight~ty.
NOSE WHEEL
MOORING POINT
WING MOORING
POINT
DETAIL A
(NOSE & MAIN)
TAIL MOORING
POINT ---j;---;--~$;}....
DETAIL B
(WING & TAIL)
00000000
Figure 10-5. Mooring the Airplane
1n_14 FOR TRAINING PURPOSES ONLY

Flight§~~ty.
MOORING NOTES
Three mooring eyes are provided, one on each
outer main wing spar and one on the rear fuse-
lage between the ventral fins (Figure 10-5). To
moor the airplane, chock the wheels fore and aft,
install the control lock and tail stand assembly.
Tie the airplane down at all three mooring eye
points and the landing gear torque knees on the
nose and main gear. Avoid overtightening the
rear line and pulling the nose of the airplane up
so far that wind creates lift on the wings. If ex-
treme weather is anticipated, it is advisable to
nose the airplane into the wind. When mooring
the airplane, install the engine inlet and exhaust
covers, pitot tube covers, air conditioning intake
scoop plug, propeller restraints, and the op-
tional nose and main landing gear shock strut
limiters (Figure 10-6).

Flight~ty.
1------ NOSE LANDING GEAR

STRUT LIMITER
DETAIL E
DETAIL C
[Q]ooo
o
• A
TAIL STAND ---+

ASSEMBLY
•
t ~" ~""'" "'"

•
•
~ STRUT LIMITER
DETAIL B
DETAIL D
DETAIL A
Figure 10-6. Main Landing Gear Shock Strut Limiters

Flight§!!i~ty.
CHAPTER 11
PLACARDS AND MARKINGS

Flight~ty.
DESCRIPTION NOTES
Model Designation Placard
The model designation placard is on the ex-
terna l fuselage (left side), below the stabilon.
The placard identifies the airplane by its mode l
and serial number. Shou ld a question arise
concerning the care of the airplane, it is im-
portant to include the airplane serial number
I in any correspondence to Hawker Beechcraft
Aircraft Company.
Exterior Placards and Markings

The exterior placards and markings, with their
locations indicated are shown in the AMM.
NOTE
Any time an airplane is repainted or
touched up, inspect all placards and
markings to ensure they are not cov-
ered with paint, are legible , and are
securely attached.
Interior Placards and Limitation

Markings
All required interior placards and limitation
markings are listed in the AFM.
11-2 FOR TRAINING PURPOSES ONLY Revision .01

Flight~~ty.
CHAPTER 12
SERVICING

Flight§~~ty.
DESCRIPTION Scheduled Servicing

Servici ng information contained in this chap- Chapter 12-20-00 of the AMM contains infor-
ter is limited to the types of servicing that are mation concerning lubrication of compone nts
general in nature to the overall airplane. and cleaning of the airplane ex teri or and inte-
Servicing procedures required for installation rior parts. These servicing procedures are nor-
of specific components of the airplane are mally performed according to time schedules.
covered in the chapter applicable to the com -
ponent. Servicing required during overhaul
of the components is covered in the Model NOTE
1900 Airliller Component Maintenance Refer to Chapter 12-00-00 of the
Manual. AMM for further details on lubrica-
WARNING I tion and products.
When an airplane has experienced Lubrication necessary for the performance of

ab normal landing gear procedures maintenance procedures, such as packing of
of any type, as a safe ty precaution, bearings in gearboxes, is covered in the Model
place the airplane on jacks prior to 1900 Airliner Component Maintenance
performing any inspection or main- Manual . Servicing, such as lubrication of
tenance. Ensure that all three land- spline drives or lubrication required for instal-
ing gear are down and locked prior lation, is covered in the chapter applicable to
to removing the airplane from jacks. the sys tem or component being serviced.
I CAUTION I Unscheduled servicing

Chapter 12-30-00 of the AMM contains infor-
Accomplish jacking of an airplane
mation for unscheduled servicing, su ch as the
for th e purpose of landing gear op-
removal of ice and snow.
eration, inspection, servicing, or
maintenance within an enclosed
building or hangar. In the interest of Servicing Time Limits
safety, if it becomes necessary to
jack the airplane in the open, wind Time limits for parts or components tha t must
velocity in any direction and terrain be serviced accord ing to a specific time sched-
varia tions must be compensated for ule are found in Chapter 5-00-00 of the A MM.
prior to jacking th e airplane.
Replenishing the Systems

Chapter 12-10-00 of th e Aircraft Mailllenance
Manual (AMM) covers information pertinent
to the replenishi ng of fuel, oi I, hydrau I ic fluid,
tire pressures, etc.

Flight§~!~ty.
SCHEDULED SERVICING CAUTION

Engine External Washing If the engine inhal es a fire extinguish-
Procedures ing compound , it must be cleaned,
removed, and disassembled for a thor-
I CAUTION I ough internal cleaning. Ifthe engine
fire extinguisher is di scharged , the
Never wash an engine while it is run- engine baffling prevents entry of the
ning or hot. After the engine has been extinguishing compound into the en-
shut down, allow it to cool for at gine ; thus only an external engine
least I hour prior to washing. washing is required. Most incidences
Electrical components and plugs on of fire extinguisher compound inges -
the engine and in the engine compart- tion are the result of ground person-
ment should be covered/protected nel using an external extinguisher
during the engine wash. Use dry shop during engine operation.
air to dry all components after wash-
ing. Do not allow water into the en-
gine air inlet or the exhaust. Do not Cleaning Airplane Exteriors
direct high -pressure water or sol -
vent directly into mechanical parts Prior to washing , attach the pitot cover se-
having air vent holes, such as the curely, and plug or mask off all other openings.
fuel control units . Be particularly careful to mask off all static
air ports before washing or waxing. Use spe-
cial care to avoid washing away grease from
Salt Water Contamination any lubricated area. Prior to cleaning, cover
Tfthe exterior surface of the engine is contam- such areas as wheels, brakes , etc., and relubri -
inated with salt, wash it thoroughly with water cate after cleaning as necessary. Always be sure
prior to the nex t flight of the airplane. all maskings and coverings are removed be-
Demineralized water is not required for this fore returning the airplane to serv ice.
purpose. At no time should an engine be left
in a contaminated (salted) condition for any Environmental Fallout (Acid Rain)
extended period of time, such as overnight. In certain areas of the country where chemi-
cal s may be present in the atmosphere, avoid
Fire Extinguisher Agent outside storage when conditions exist where
Contamination moisture may collect on painted surfaces.
Acids that remain in standing water can stain
In the event of engine contamination by fire the paint topcoat and cause permanent dam-
extinguishing agents, refer to the latest revi - age to the finish . Flush off residual moisture
sion of PT6A - 67D Engine Maintenance with clean tap water and dry the surface. At this
Manual PIN 3038336 or subsequent. time, waxing the surface can provide protec-
tion from acid rain damage .

Waxing Airplane Finishes CAUTION

A good coat of wax protects the airplane fi n-
ish from sun rays and protects the surface When washing the windshield, do
against oxidation. Use a high quality automo- not use water from a bucket or pail.
tive or airplane wax. Do not use a wax contain- Sand, dirt particles, or other debris
ing silicone because silicone materials are may collect in the standing water
difficult to remove from surfaces. and cause scratches in the plastic.
Surface Deicer Boots Use the palm of the hand to feel and dislo dge
Check the surfaces of the deicer boots for in- dirt and mud. A soft cloth, chamois, or sponge
dications of engine oil after servicing and at may be used only for the purpose of carrying
the end of each flight. Remove any oil spots water to the surface of the wi ndow. After wash-
that are found with a nondetergent soap and ing , rinse the window thoroughly ~ith running
water solution. Care should be taken when water and dry It wIth a clean, mOIst chamois.
cleaning to avoid scrubbing the boots because Do not rub the plastic window with a dry cloth
the conductive coating (A56B) must not be re- because this causes an electrostatic charge'
moved from the boot surface. The boots are which attracts dust. '
made of soft, flexible stock that can be dam-
aged if fuel hoses are dragged over the surface Remove oil and grease with a cloth moistened
of the boots or if ladders or platforms are with kerosene, aliphatic naptha , or hexane.
rested against them. Rinse the window with clear water.
Landing Gear I CAUTION I

Wash the landing gear (nose and main) with
low -pressure water and mild detergent as soon Never use gasoline, benzene, alco-
as is practical following operation on salty or hol, acetone, carbon tetrachloride,
muddy runways. Using low-pressure air, blow fire extinguisher, anti-ice fluid, lac-
off all water before flight or storage of the quer thinner, or glass cleaner with a
airplane. base of these materials, for such ma-
terials softens the plastic and may
cause crazing. Aliphatic naptha and
Placard Replacement similar solvents are highly flamma-
Ascertain that all placards are in place and ble and extreme care must be exer-
legib le whenever the airplane has been re- cised when using these chemicals.
painted or touched up after repairs. Replace
any placards that have been inadvertently de-
If it is desirable to use a commercial cleaner
faced after such repainting or repairs.
to clean the plastic windows, use only clean-
I ers that are approved by Hawker Beechcraft
Plastic Windows Aircraft Company. There are several cleaners
Keep the plastic windows clean and waxed at available commercially that state that they are
all times. To prevent scratches and crazing, approved for use on acrylic surfaces. However,
wash the windows carefully with plenty of it has been discovered that some of these clean-
soap and running water. ers cause acrylic plastic to craze.
Revision .01
Flight§!!.~ty.
After washing plastic windows with soap and NOTES

water, apply a good grade of commercial wax.
The wax fills in minor scratches and helps pre-
vent further scratches. Apply a thin , even coat
of wax and bring it to a high polish by rubbing
lightly with a clean, dry, soft flannel cloth.
Never use a power buffer, as the heat generated
by the buffing pad may soften the plastic.
If the windows were cleaned with one of the

commercial cleaners mentioned previously,
it is not be necessary to apply wax . Each of
these cleaners contains wax , as well as clean-
ing agents.
Windshields
Glass windshields with antistatic coating
should be cleaned as follows :
• Wash excessive dirt and other substances
from the glass with clean water.
• Clean the windshield with mild soap
and water or with a 50/50 solution of iso-
propyl alcohol and water. Wipe the glass
surface in a straight rubbing motion with
a soft cloth or sponge. Never use any
abrasive materials or any strong acids or
bases to clean the glass.
• Rinse the glass thoroughly and dry, but
do not apply wax.
NOTE
It is equally essential that the wind-
shield wipers be thoroughly cleaned .
Operating the wipers when they are
dirty is a common source of scratches
on the windshield. Do not attempt to
polish out such nicks or scratches in
the glass surface.

Flight~ty.
Cleaning Airplane Interiors Clean the fabric uphol stery manually as

fo llows:
Vacuum the seats , rug, upholstery panels, a nd
headlining frequently to remove as much sur- • Remove the uphol stery from the air-
face du st as possible. plane.
• Use a stiff-bristled brush and brush the
Experience has shown that commercial, foam - upholstery along the weave. (A nylon-
type cleaners, or shampoos can be used to bristled fingernail brush can be used.)
condition the surfaces of rugs, carpets, and up-
holstered materials. A solution of the cleaner • Vacuum the entire surface to remove
can be prepared by mixing a small amount in any salt residue or dirt stains.
a bucket of water and beating the solution • Apply dry cleaning solvent sparingly
until a heavy foam forms. on a lint-free cloth and clean stain s as
required.
Apply the foam uniformly with a brush over
the s urface to be cleaned , then remove the • Allow th e upholstery to completely dry.
s ud s with a vacuum cleaner or by wiping the • Treat the uphol stery with a fire retardant.
surface with a brush or cloth. Because there
is very little moisture in thi s foam , wetting of • Install the uphol stery
the fabric or retention of moisture in the warp
does not occur. Unlacquered metal fittings
and furnishings within the airplanes can be NOTES
cleaned using most commercial metal pol-
ish es. Use a soft, clean rag for application; then
polish to a brilliant gloss with a dry cloth.
Protect the finish with a good grade of wax.
Upholstery
The mo st effective method of cleaning uphol -
ste ry is directly dependent on the type of up -
hol stery invol ved. For in stance, a fabric type
of upholstery that has been flame -proofed
should never be treated by the application of
cleaners with a water base. The reason for this
is that the flame retardant on the fabric is
water so luble and will be diluted to a point
where the fire-resistant quality is rendered
use le ss. Also, the natural capillary action of
the water in the fabric will cause the sa lts of
the flame-retardant chemicals to rise to the sur-
face resulting in unsightly faded spots.
NOTE
Clean wool and wool-blended uphol-
stery fabrics by dry-cleaning ONLY.
After five dry cleanings, have the up-
hol stery treated with a fire retardant
at a service company or spray the fab -
ric with a fire retardant or equivalent.

Flight§~~ty.
Clean leather upholstery with a nonabrasive , Gaskets and Seals

chemically neutral, nonreactive, emulsion -
type cleaner such as saddle soap . Apply it over When lubricating gaskets and a-ring seals ,
the dirty surface using a sponge or soft cloth use the fluid type of the system utili zing the
(use a gentle, wiping motion ; do not scrub ). gaske ts and seals.
Do not allow the cleaner to stand and wipe it
off before it drys. Treat the leather after clean- Control Cables and Cable Pressure
ing with wax or a leather conditioner. Seals
Clean the pressure seals and the control cables
Interior Cabin Trim for the length of travel through the pres sure
Using soap and water, wash the plastic inte- seals with cleaning solvent. Fill the seal with
rior trim . Scrubbing with a brush and deter- lubricant and lubricate the cleaned area of the
gent soap usually provides adequate cleansing; cable and one inch beyond with grease . On all
however, alcohol may be used to remove con - the remaining length of cable, apply corrosion-
taminants that are soluble in alcohol. preventive compound with a brush. Wipe off
excess with a clean cloth.
I CAUTION I
To prevent damage to the plastic in- NOTES
terior trim, never use methyl ethyl
ketone, naptha , mufti , stoddard sol-
vent , gasoline, lacquer thinner, or
other types of pain! cleaners as clean-
ing agents.
Lubrication
Sealed Bearings
Sealed bearings are prepacked with grease
and require no periodic lubrication. Sealed
bearings are replaced when normal airplane in-
spection procedures indicate that the bearing
is no longer operate satisfactorily. The lubri-
cation of sealed bearings must not be attempted
unless facilities are available for removing
and replacing seals. When sealed bearings are
cleaned and lubricated, the work must be done
in strict compliance with applicable bearing
maintenance directives.
Spline Drives
The 1900 engines have we! spline lubrication
and lubrication of the splines is not required
when installing an accessory. The air condi-
tioning compressor end of the quill shaft re-
quires 1ubfi cati on.

Flight~ty.
Table 12-1. THREAD LUBRICANTS CHART
TYPE OF LINE TYPE THREAD ITEM , CHART 2, 12-00-00
1. Pressurization Control Tapered 36, MIL-T-27730
Straight None
2. Hydraulic -Brake, Power 8, MIL -H -5606 or

Steering, Landing Gear 34 , Loctite 545
3. Fuel and Fuel Pressure Alum, Brass, Steel 32, VV -P-236
4. Oil and Oil Pressure Alum, Brass , Steel 32, VV -P- 236
5. Oxygen Tapered 36, MIL-T-27730 Size 1 Tefl on Tape
Straight None
6. Pitot and Static Lines Tapered 33 , Loctite PST 592
Straight None
7 . Vacuum 36, MIL-T-27730
8. Refrigerant, Freon 28 , Suniso No.5 or Capella WF -100
9. Deicer 33, Loctite PST 592
10. Fire Extinguisher 33 , Loctite PST 592
11. Bleed Air (750 Max) CRES 26, Molykote M -77
12. Bleed Air Aluminum 33, Loctite PST 592

Flight~ty.
Lubrication of Threads NOTES

Lubricate all plumbing fillings on external
lines and the threads on the oil pressure and
torque pressure transmitters with the proper
lubricant as specified in Table 12- 1.
When applying lubricants , observe the fol-

lowing rules:
• Clean the threads before applying the lu-
Qricant (Figure 12- 1).
• Use only thin coats of the selected thread
lubricant.
• Apply lubricant to the male threads only.
• On straight-thread fittings, lubricate the
first three threads.
• On tapered-thread fittings, do not lu-
bricate the first two threads. Apply the
lubricant to the next three threads only.
• Never allow lubricant to enter fittings or
flare areas.
• Lubricate engine fittings only with the
fluid transported in the lines, such as
engine oil. Do not lubricate air lines.
LUBRICATE
TAPERED LUBRICATE
PIPE THREADS
LUBRICATE
STRAIGHT THREADS
DO NOT LUBRICATE
FEMALE THREADS
NEVER ALLOW
LUBRICANT
TO CONTACT
THESE SURFACES
Figure 12-1. Lubrication of Threads

FlightSafety.
-
..
CAUTION
CHECK TO ASCERTAIN THAT
TH E RID ENDS ROTATE FREELY
AIR-CONDITIONER
;,@~
COMPR ESSOR
QUILL SHAFT ~
DETAIL B
CAM PLATE
AND PINS
-~~.,-....>.:O,-- _ _::o. CAM PLATE
AND PINS
I
I
.
I
~-
I,
- '"
-----=;~---
I ,
HINGE POINT
------ ,
i -~
BUSHINGS
-- ~
DETAIL A ~
WARNING
DO NOT LUBRICATE ENGINE CONTROL
CABLE UNDER ANY CIRCUMSTANCES.
THESE CABLES ARE LUBRICATED BY THE
MANUFACTURER IN ACCOR DANCE
WITH THEIR SPECIFICATION . THE
MANUFACTURER RECOMMENDS THAT NO
DETAIL D FURTHER LUBRICATION BE APPLIED
Figure 12-2. Nacelle Engine Controls and Inertial Anti-Ice Lubrication

Nacelle Engine Controls and NOTES

Inertial Anti-Ice Lubrication
Lubricate each area with the following at in-
tervals called out in Chapter 12 of the AMM
(F igure 12-2).
I. Cam plate and pins-Grease, aircraft and

instrument Mil -G-23827 Super Mil
Grease No. A 72832 or Lubriplate 130AA
2. Hinge point bushings-Lubriplate

130AA
3. Air-co nditioner compressor quill shaft-

Molykote M-77

WARNING
DO NOT LUBRICATE ENGINE CONTROL
CABLE UNDER ANY CIRCUMSTANCES.
THESE CABLES ARE LUBR ICATED BY THE
MANUFACTURER IN ACCORDANCE
WITH THEIR SPECIFICATION. THE
MANU FACTURER RECOMMENDS THAT NO
FURTHER LUBRICATION BE APPLIED
ENGINE CONTROL
LEVERS AND PUSH
PU LL TUBES
DETAIL B
PROPELLER
r-~---',. / HUB
PROPELLER HUB PROPELLER HUB

GREASE FiniNG GREASE FiniNG
(NOTE 2) (NOTE 3)
DETAILC
NOTE 1:
LUBRICATE PROPELLER HUBS
AS INSTRUCTED IN CHAPTER
DETAIL A 61 -1 0-00 OF THE AMM.
NOTE 2:
LH FITTING (ON CYLINDER
HALF) GREASE INPUT
NOTE 3:
RH FITTING (ON ENGINE HALF)
REMOVE TO VENT
Figure 12-3. Flight Compartment Engine Controls and Propeller Lubrication

Flight~~ty.
Flight Compartment Engine NOTES

Controls and Propeller
Lubrication
Refer to Figure 12-3.
I. Engine control levers and push pull

tubes-Grea se, Molybdenum Disulfide
Aeroshell 17
2. Propeller hub grease fitting s- Grease,

Propeller Hub Lubricant Aero she1l6 (ap-
proved for temperatures to - 40 °F) or
equivalent as placarded on blade from
overhaul facility.

Flight§!!L~ty.
STEERING GREASE
BELLCRANK FITTINGS
GREASE FITTING
UPPER AND
LOWER NOSE
GEAR STRUT
BEARING DISCONNECT
(NOTE) CAM
GREASE
FITTINGS
(USE ALEMITE
Z-737 NOZZLE)
~~~~-=_ UPPER AND

LOWER NOSE
GEAR STRUT
BEARING DETAIL A
(NOTE)
NOTE:
WHEN LUBRICATING THE LOWER OR UPPER BEARING ON
THE NOSE STRUT (ITEM 4) , TURN THE WHEEL FROM SIDE
TO SIDE WHILE INJECTING GREASE. THIS WILL ASSURE
COMPLETE LUBRICATION COVERAGE OF THE BEAR INGS.
GREASE
FITTINGS --===1~~~~~:::". .. THERE ARE TWO LUBRICATION FITTINGS ON BOTH THE
UPPER AND THE LOWER BEARINGS.
STEERING
BELLCRANK
GREASE FITTING
~
c.....;.,;.-++-_ WHEEL
BEARINGS
-~ ~"~
...... ~ <>
~-- ~
DETAIL A
WITH OPTIONAL
POWER STEERING
Figure 12-4. Nose Landing Gear Lubrication

Flight§!!!.~ty.
Nose Gear Lubrication NOTES

1. Wheel b e aring s - Mobilux IP No.2

(Above - 20 °F)
2. Door hinges and retract linkage-

Lubricant, general purpose , low temp
MIL-L-7870 or W-L-800 (Brayco 300)
3. Grease fittings-Grease, aircraft and in-

strument MIL-G-23827 Super Mil grease
No. A 72832 or grease, wide temperature
range , MTL-G-81322 Mobilgrease 28
4. Upper and lower nose gear strut bear-

ing-Use only grease MTL-G-21l64,
Aeroshell 17
5. Steering bellcrank grease fitting -

Grease, aircraft and instrument MIL-G-
23827 Super Mil grease No. A 72832 or
grease, wide temperature range, MIL-G-
81322 Mobilgrease 28
6. Steering disconnect cam- Grease, air-

craft and instrument MIL-G-23827 Super
Mil grease No. A 72832, LubriplateAero,
or Lubriplatel30AA. USE SPARINGLY

Flight~ty.
GREASE
FITIINGS
GREASE
FITIINGS
DOOR HINGES
AND LINKAGE
BEARINGS
GREASE
FITIINGS
(NOTE) GREASE
FITIINGS
(NOTE)
GREASE
NOTE: FITIINGS
USE ALEMITE
Z·737 NOZZLE
DOOR
RETRACT
CAM
DOOR HINGES
AND LINKAGE
BEARINGS
WHEEL
BEARINGS
DOOR HINGES
AND LINKAGE BEARINGS
Figure 12-5. Main Landing Gear Lubrication

Flight§!'!~ty.
Main Landing Gear Lubrication NOTES

I. Wheel bearings - Mobilux IP No . 2

(above -20°F)
2. Grease fittings - Aircraft and instrument

MIL-G-23827 Super Mil grease No.
A 72832 or Grease, wide temperature
range, MIL-G -81322 Mobilgrease 28
3. Door hinge s and linkage bearings -

Lubricant, general purpo se, low te mp
MIL -L-7870 or W-L-800 (Brayco 300)
4. Door retract cam- Grease, aircraft and

instrument MIL-G-23827 Super Mil
grease No. A 72832, Lubriplate Aero, or
Lubriplate 130AA. USE SPARINGLY

Flight~ty.
DETAIL A
DETAIL F
ELEVATOR
TRIM TAB
CHA IN
ELEVATOR TRIM DETAIL B

DETAIL E
TAB ACTUATOR
GREAS E FITIINGS
~ - ', CONTROL
CABLES
RUDDER
PEDALS
CABLE
PRESSURE
DETAIL D SEALS
Figure 12-6. Flight Compartment and Elevator Controls Lubrication

Flight~ty.
Flight Compartment and NOTES

Elevator Control System
Lubrication
Flight Compartment
I. Chai n- Cleaning sol vent, PD-680 Type
Ill; Oil Lubricant, Mineral Oil SAE-30W,
or Lubricant Preservative W-L-800
(Brayco 300) and wipe off excess.
2. Rudder pedals-Lubricant, general pur-

pose, low temp MIL-L-7870 orW-L-800
(Brayco 300)
Elevator Control System

3. Elevator trim tab hinge - W-L - 800
(Brayco 300) or LPS-2
4. Elevator trim tab actuator grease fittings:

• UE - l thru UE-257: MIL-G-23827
Super Mil Grease No. A 72832
• UE - 258 and after with PIN 129 -

526033 -7/-9 trim actuators installed-
Dow Corning #33 Light (Pink grease)
5. Control cables and cable pressure seals-

Clean and lubricate as directed in Chapter
12 of the AMM
6. Elevator trim tab chain-Clean with cloth

dampened in PD -680, Type III solvent,
apply Oil Lubricant, Mineral Oil SAE-
30W, or Lubricant Preservative W-L-800
(Brayco 300) and wipe off excess

Flight~~ty.
BEECH 1900 AIRLINER MAINTENAN C E TRAINING MANUAL
,7
CONTROL CABLES
AND CABLE
DETAIL A
PRESSURE SEALS
RUDDER TRIM
TAB ACTUATOR
GREASE
FITTINGS
DETAIL B
RUDD ER TRIM
TAB CHAIN
DETAIL C
Figure 12-7. Rudder Control System Lubrication

Flight~ty.
Rudder Control System NOTES

Lubrication
I. Rudder trim tab actuator grease fittings:

• UE-I through UE-257-MIL-G-23827
Super Mil Grease No. A 72832
• UE-258 and after with PIN 129-

526034-7 rudder trim actuators in-
stalled-Dow Corning #33 Light (Pink
grease)
2. Control cables and cable pressure seals-

Clean and lubricate as directed in Chapter
120ftheAMM
3. Rudder trim tab chain-Cl ean with cloth

dampened in PD-680, Type III so lvent ,
apply Oil Lubricant, Mineral Oil SAE-
30W, or Lubricant Preservative W-L-800
(Brayco 300) and wipe off excess

BEECH 1900 AIRLINER MAINTENA NC E TR A ININ G MA N UAL
I FLAP MOTOR GEARBOX

CONT ROL
CABL ES
~-'--~_~__ ~
- ________
-
_~
~
CA BLE
PRES SU RE
SEALS
------'~'-It.~~1
DETAI L F
DETAI L A
FLAP ASYMMETRY
SWITCH HUB ASSEMBLY
'""___ i (MODIFIED BY KIT 129-5046)
L FLAP ASYMMETRY
SWITCH HUB ASSEM BLY
FLAP
TR ACKS
FLAP TRACKS
DETAIL B
FLAP
TRACKS
DETAIL E
TRIM TAB
ACTUATOR
GREASE FITTINGS
DETAIL C
DETAIL D
Figure 12-8. Flap and Aileron Control System Lubrication

Flap and Aileron Control Aileron Control System

System Lubrication 5. Control cables and cable pressure seals-
Refer to Figure 12-8 . Clean and lubricate as directed in Chapter
12 o f the AMM
I CAUTION I 6 . Trim tab actuator grease fittings:
Do not mix MIL-G - 81322 grease • UE- I thru UE-257 : MIL-G-238 27
with dark tan MIL-G- I 0924 or Sup er Mil Grease No . A 72832,
SA826-3242 grease.
• UE-258 and after with PIN 129-
526032-15 aileron trim actuator in -
Flaps stalled- Dow Corning #33 Light (Pink
I . Flap motor gearbox-Pack gearbox with grease)
MIL -G 10924 or MIL -G-8 I 322 grease
(Mobilgrease 28) to .3 inch from cover. 7. Aileron trim tab hinge-W- L -800
(Brayco 300) or LPS-2
2. Flap limit switch link-Lubricant, gen-
eral purpose , low temp MIL-L-7870 or
W-L-800 (Brayco 300) NOTES
3. Flap tracks-Grease MIL-G -23827 Super
Mil grease No . A 72832, or Lubriplate
Aero, or Lubriplate No. 130AA Grease
4. Flap asymmetry switch hub assembly-

Grease MIL-G-23827 Super Mil grease
No. A 72832 or Mobilgrease 28
4A. Flap asymmetry switch hub assembly

(Modified by kit l29 -5046)-Grease
MIL-G - 23827 Super Mil Grease No.
A 72832 or Mobilgrease 28

Flight~~ty.
DOOR HINGE
I
t,.
IJ
l='
r \\ \\
\\\
\
\\ \ \
GAS SPRING
END FITTINGS
\ \
\ \
't4
\I
\I
\1
\I
DETAIL A
Figure 12-9. Avionics Compartment Door Lubrication

Flight~ty.
Avionics Compartment Door NOTES

Lubrication
I. Gas spring end fittings-Disassemble

joint and lubricate sparingly with MIL-
G-23827 Super Mil Grease No. A72832
2. Door hinge-Apply lubricant W-L-800

(Brayco 300) or LPS-2 and wipe off excess

Flight§~~ty.
DOOR HINGE
CAM SURFACE
OF PRESSURE LOCK
PUSH ROD,
DETAIL A CLEVIS AND PINS,
OUTSIDE HANDLE,
HOOK, AND COUPLIN G DETAIL D
PIN PIN
GUIDES GUIDES
CAM
HOUSING II I
======ti' II
~
GREASE
~o
,/, FiniNG
~r- ""I
~ \~\ PUSH ROD PUSH ROD,
J>
~
CLEVIS AND PINS: CLEVIS AND PINS,
C / OUTSIDE HANDLE, OUTSIDE HANDLE,
,0 ' HOOK, AND COUPLING HOOK, AND COUPLING
DETAIL B
DETAIL C EMERGENCY EXIT DOOR (3 PLACES)
Figure 12-10, Cabin Airstair Lubrication

Flight~ty.
Cabin Airstair Lubrication NOTES

1. Door hinge- Lubricant W-L-800 (Brayco

300) or LPS-2
2. Cam housin g grease fitting - MIL-G-

23827 Super Mil Grease No . A72832
(eight places)
3. Cam surface of pressure lock- MIL-G-

23827 Super Mil Grease No. A 72832
(eigh t places )
4. Cam lip-Door ease lubricant (eight

places)
5. Door handle-Lubricate the door han-

dle grease zerk with Aeroshell 17 or MIL-
G-23827 Super Mi I Grease No. A 72832
Emergency Door Exit

6. Pin guides- Aeroshelll7 or Molykote
G-n, or grease D5917GP sparingly
7. Pushrod, clevis and pins, outside han-

dle, hook, and coupling-Apply lubri -
cant MTL-L-7870 s paringly (four places
per door)

FlightSafety.
""'""""'"
GAS SPRING
DOOR HINGE END FITIINGS
\'-2;:77;-':::::'.,. GAS S P R IN G
END FITIINGS
GAS SPRING
END FITIINGS
"T"'---- LU BRICATE THE LIPS PUSH ROD PIN

(6 PLACES) AND BUSHING
DETAILC DETAIL A
DOOR CAM
LOCKS
Figure 12-11. Cargo Door Lubrication

Flight~~ty.
Cargo Door Lubrication

Refer to Figure 12- 11 .
I CAUTION I
Disassemble Index No.1 joint only
when the cargo door is fully open
and stabilizer is in place.
I. Gas spring end fittings-Disassemble

the joint and lubricate sparingly with
MIL-G - 23827 Super Mil Grea se No .
A 72832
2. Door cam locks-Wipe clean and lubri -

cate the lip of the cam lock with Door
Ease (do not apply to the face of the cam)
3. Pushrod pin and bushing-Apply lubri-

cant MIL-L-7870 or W-L-800 (Brayco
300)
4. Latch pin and latch plate-Wipe clean

and lubricate the pin and the hole in the
latch plate with Door Ease
5. Door hinge- W-L -800 (Bra yeo 300) or

LPS-2
6. Door handle- Aeroshell 17 or MIL-G-

23827 Super Mi I Grease No. A 72832

Flight§9f~ty.
CHAPTER 20
STANDARD PRACTICE AIRFRAME
CONTENTS
Page
INTRODUCTION ... .................. ........... ................................................................................. 20-1

ELECTROSTATIC DISCHARGE SENSITIVITy ................................................... .. .......... 20-2
Removal and Installation of ESDS Equipment ............................................................. 20-2

Handling ESDS Components ......... .. ....................................................... .... .................. 20-2
Controlling Static Charge Buildup .... .............................. ............... ............... .......... ...... 20-3
Permanent Static-Control Workstation ... ........... ... .... ................................ ......... ............ 20-4
Portable Static-Control Workstation .. .......... ......... .. ... ... ... ............. .. .. ...... ........ ............... 20-5
Humidity and Dust Effects On ESDS Components .. ...... .. ......... .. ............... .................. 20-6
Packaging of ESDS Components .................................................................................. 20-6
Marking of ESDS Components ...................... .......... ....... .. .... ..... ........ ........... .. ..... .. .. ..... 20-7
Storage and Transit of ESDS Components ................................................................... 20-7
FOR TRAIN ING PURPOSES ONLY 20-i

CHAPTER 20
STANDARD PRACTICE AIRFRAME
INTRODUCTION
This chapter describes the standard maintenance practices used in maintaining the airplane in
an airworthy condition. The information in this chapter is applicable during main tenance in sev -
eral chapters of the Aircraji Maintenance Manual (AMM). Maintenance procedures in a partic-
ular chapter supersede the general information in this chapter.

Flight~~ty.
WARNING I CAUTION
Any maintenance requiring the dis - Some circuit board assembli es are
connection and reconnection of protected by plastic covers. These
flight control cables, plumbing, elec- covers can store an e l ectrostatic
trical connectors, or wiring requires charge. Use a static control worksta -
identification of each side of the tion to neutrali ze any electrostatic
component being disconnected to charge on the covers before touching
facilitate correct reassembly. At or a printed circuit board. Store the cov-
prior to disassembly, components ers a safe distance from the work area.
shou ld be color coded , tagged, or
properly identified in a way that it 1. When using test equipment, discharge
can be obvious how to correctly re- all test leads to the ground prior to con-
con nect the components. nection to the ESDS circuit under test.
After reconnection of any compo- 2. Use a portable static control workstation
nent , remove all identification tag s. when removing ESDS circuit boards from
Check all associated systems for cor- card cages and enclosures at the airplane.
rect function prior to returning the
airplane to serv ice. 3. Place removed ESDS equipment on the
static dissipati ve surface of the works ta-
tion before opening the static shielding
ELECTROSTATIC contai ner holding the replacement ESDS
equipment.
DISCHARGE
SENSITIVITY 4. Just prior to engaging a cable connector
with its mating receptacle, touch the con -
nector shell to the receptacle she ll to
REMOVAL AND INSTALLATION neutralize any electrostat ic charge on the
OF ESDS EQUIPMENT connector or the installer's body.
Observe the following procedures when re- 5. Maintain protective coverings on stored
moving or installing electro static discharge ESDS equipment.
sens itivity (ESDS) equipment.
I CAUTION I HANDLING ESDS

COMPONENTS
Tools with plastic or insulated han-
dles should not be used around ESDS All personnel handling ESDS components and
devices. These tools can carry a static equ ipmen t should receive instruction in the
charge that does not readily dis - proper handling of such items. Observe the fol -
charge during the grounding process. lowing handling rules to prevent damage to
In su lated tools should be u sed only ESDS components and equipment.
during power-on testing of aircraft
syste ms to prevent e lectrical s hock 1. Keep ESDS components and equipment in-
to maintenance personnel perform- side ESD protective packaging unti l
ing the tes ts. opened at a static control workstation .
20·2 FOR TRAINING PURPOSES ONLY

Flight§,'l!!~ty.
2. Before unsealing ESD protective pack- 13 . Use only grounded, electrically isolated ,
ages, place the packages on the work sur- and temperature controlled soldering
face of a static control workstation . irons that have been rated for use with
ESDS components and equipment. Use
3. Do not use pressure air nozzles to re- only hand tools that have conductive or
move dust from ESDS printed circuit static dissipative handles or grips. Test
boards. Rapid movement of air, com - equipment, such as scopes and meters ,
bined with airborne dust particles, can must be rated for use around ESDS com-
create an electrostatic charge that will de- ponents and equipment.
stroy ESDS components.
14. Avoid exposing ESDS components and
4. Always wear a grounding wrist strap when equipment to large electromagnetic or
opening any ESD protective package. electrostatic fields such as transformers
or transmitting antennas.
5 Avoid touching circuit components or
connector pins when handling ESDS
components or equipment. CONTROLLING STATIC
CHARGE BUILDUP
6. Never place any ESDS component, before
or after assembly, on a nonconductive Four basic techniques are employed in ESD
surface or in a container not specificaIly control:
designed for storage of ESDS devices. I. MINIMIZE THE CHARGE B UILDUP-
Minimize electrostatic charge buildup
7. Protect ESDS components and equip - by using conductive or static dissipative
ment with protective containers, conduc- flooring and static -dissipative work sur-
tive caps, and/or pin-shorting devices. faces. Wear leather shoes, cOllon socks,
and a grounding ankle strap to dissipate
8. Store and transport ESDS components body charge buildup. Wear cotton cloth-
and equipment in ESD protective contain- ing instead of wool or synthetics. Use
ers. Seal all protective containers with an an ionized air blower to dissipate charges
ESD warning label prior to shipment. from nonconductive items.
9. Place all loose E SDS components and 2. DRAIN OFF THE CHARGE TO
equipment into ESD protective contain- GROUND-The human body is a good
ers BEFORE removing a grounding electrical conductor and for that reason
wrist strap. electrostatic charges on the body can be
dissipated by skin contact with a ground-
10. Keep the workstation free of any mate- ing device such as a wrist or ankle strap.
rial not required to accomplish the as - Always wear a grounding wrist strap
signed task. when opening ESD containers or han-
dling exposed ESDS components and
II. Follow established ESD protection rules equipment.
and procedures.
3. NEUTRALIZE THE CHARGE -
12. Always use a static control workstation, Nonconductors, such as polystyrene cof-
either permanent or portable, when re - fee cu p s, plastic bags , and some
moving ESDS components and equip - electrostatic charge on a nonconduc tor as
ment from protective packaging. long as the ionized air blower puts out
both positive and negative ions.

Flight§~~ty.
4. MINIMIZE THE EFFECTS OF ELEC- • CONDUCTIVE FLOORING-Conduct_

TROSTATIC FIELDS-The immediate Ive floonn g IS used when additional Con-
envi ronment surrounding ESDS compo- trol ofESD is required. To maintain total
nents and equipment must be free of elec- control over ESD, use conductive chairs
trostatic fields or must have suitable static a grounding heel strap, and cond u cti v~
shielding to minimize induced effects shoes. Conductive flooring in ESD con-
from electrostatic field s. trol areas must be free of all wax or other
nonconductive coatings .
PERMANENT STATIC· • HARD GROUND CONNECTIO N_
Grounding of the static control wo rksta-
CONTROL WORKSTATION tion is accomplished through one or more
A static control workstation provides for static- copper ground rods driven into moist earth
free handling ofESDS components and equip- to a depth sufficient to provide a low re-
ment by diverting, to ground, electrostatic sistance path fro m the workstation to
c harges on conductive objects. ground. All workstation connections to
ground are made through a one megohm
resistor to protect workstation person nel
I CAUTION I from electrical shock hazards by li miting
current flow to ground.
Never wear a grounding wrist strap
over clothing. The strap mu st be in
contact with the wearer 's skin to ad-
NOTE
equately dissipate any electrostatic Check building grounds to ensure
charge. Under certain conditions , that there is no current looping fro m
personnel using a grounding wrist other nearby grounds.
strap may need to use a lotion-type
skin moisture enhancer to provide a NOTE
low -resistance connection between
the wrist and the wrist strap. Ensure that the source of current is
external and not static .
A permanent static control workstation con-
sists of the following items:
• GROUNDING WRIST STRAP- Each
person that handles ESDS components
and equipment must wear a grounding
wrist strap to dissipate bodily electro -
static charges . The wrist strap must fit
firm against the skin and release quickly
in case of an emergency. The wrist strap
incorporates a I-megohm current-Ii m-
iting resistor, in series with the ground
cord, to protect the wearer from electri -
cal shock hazards .
• STATIC-DISSIPATIVE WORK SUR-
FACE-Conductive mats on the work
bench surface are de signed to remove
electrostatic charges from conductive
items placed on the mat.

• IONIZED AIR BLOWER-The ionized • GROUNDING HEEL STRAP-A

air blower provides a constant flow of grounding heel strap can provide addi-
positive and negative ions over the work- tional ESD protection. The heel strap
station surface to neutralize electrostatic makes contact with the wearer's skin at the
charges on nonconductive materials in ankle, and extends to the bottom of
the air flow path. The use of an ionized footwear to make contact with a conduc -
air blower, in combination with a static tive mat or conductive flooring. The
control workstation, provides additional grounding heel strap can be used in com-
protection for ESDS components and bination with a grounding wrist strap to
equipment. Since it is not always possi- provide maximum ESD protection.
ble to eliminate all static charge accumu-
lators (Styrofoam, plastic, etc.) from a • ANTISTATIC/CONDUCTIVE
work area, the ionized airbloweris used CLOTHING-Many types of clothing
to provide additional protection by flood- generate electrostatic charges. To re-
ing the work area with balanced nega- move some of this buildup, workstation
tive/positive ionized air. Static charge personnel should wear outer garments
accumulators should always be kept away that help dissipate electrostatic
from static -free areas , but inadvertent charges. Cotton ranks among the best
static is difficult to control , especially fabrics for antistatic protection. Do
when developed by such common items not wear synthetic or wool fabrics
as clothing, footwear, combs, and pens. around ESDS devices , as these fabrics
An ionized air blower will help control retain electrostatic charges.
some of this inadvertent buildup.
• STATIC DISSIPATIVE SEATING- PORTABLE STATIC-CONTROL
Chairs used at ESD protected worksta- WORKSTATION
tions must be conductive, and if padded,
must be covered with static dissipative A portable static control workstation provides
material. for static -free handling ofESDS components
and equipment during maintenance operations
• CONDUCTIVE CONTAINERS- ESDS at the airplane. The typical portable worksta-
devices must be transported in approved tion is available as a field service kit that is
containers to prevent ESD damage. used to dissipate electrostatic charges before
These special containers are made of
the charges can damage ESDS components
metal or special conductive plast ic .
and equipment.
Before static -sensitive components and
equipment are removed from a static
control workstation, they must be pack- A typical portable static control workstation
aged in containers that provide at least consists of the following items:
as much protection as that provided by • GROUNDING WRIST STRAP- Each
the workstation. Conductive boxes, kit person who handles ESDS components
trays, and similar types of approved con - and equipment must wear a grounding
tainers provide complete ESD protection wrist strap to dissipate bodily electro-
to ESDS components and equipment static charges. The wrist strap must fit
while in transit. firm against the skin and should release
qu ickly in case of emergency. The wrist
strap incorporates a I-megohm current-
limiting resistor, in series with the
ground cord , to protect the wearer from
electrical shock hazards .

Flight~ty.
• STATIC-DISSIPATIVE WORK SUR- ESD protec tive packagi ng requirements, un-

FACE-A conductive mat is an integral less otherwise defined by specification, shall
part of the portable workstation, and is conform to the follo wing:
designed to remove electrostatic charges
from conductive items when those items • Cla ss I-Package in multi-layer con-
contact the mat. ductive type bags consisting of an inner
and outer lay er of anti static (surface re-
• HARD GROUND CONNECTION- sistivity of 109 to 1014 ohms per square
Ground the portable workstation to the inch ) or static dissipative (s urface resis-
airframe or to a common ground as tivity of lOS to 109 ohms per squ are
shown . All portable workstation con- inch) material with a middle layer of
nections to ground are made through 1- conductive material (s urface re sistivity
megohm current-limit in g resistors to of 10 ohms or less).
protect maintenance personnel from
electrical shock hazards. • Class 2- Package in a static dis sipative
mate rial possessing a surface resisti vity
of 105 to 109 ohms per square inch.
HUMIDITY AND DUST EFFECTS Materials specified for Class I may also
ON ESDSCOMPONENTS be used.
• Class 3-Package in an antistatic mate-
Humidity is a factor in the control ofESD . The rial possessing a surface resistivity of
lower the humidity, the greater the chance of 109 to 1014 ohms per square inch.
damage to ESDS components and equipment.
Humidity at the worksta ti on shou ld be main- Place all ESDS devices in approved sta ti c
tained between 30 and 65 percent. shielding containers before packing in ship-
per's normal exterior containers. Use antis ta-
Repair of ESDS circuit boards, including re- tic cushioning or fill materials. Do not use
placement of ESDS components should be static generating materials , such as polyeth-
performed in a dust-free environment. ylene, Styrofoam, or paper.
PACKAGING OF ESDS Antistatic packaging is generally pink or

blue in color. The material differs from com-
COMPONENTS mon plastic in that an antistatic compound
All ESDS components and equipment re- is incorporated into the material during the
quire special ESD protective packaging. Seal manufacturing process. This type of packag-
all ESDS packages with an appropriate cau- ing DOES NOT provide static shielding, and
tionary label. is generally used to pack age instruction
sheets, data sheets, and other non-ESDS ma-
terials prior to introduction into a sta tic-free
I CAUTION I environment. All non -ESDS items , that are
Do not use clips or staples when seal- to enter an ESD workstation, require repack-
ing any ESDS package. Do not use aging in antistatic material s.
carbon-filled, conduc ti ve bags.
Remove ESDS compo nents and Conductive static- shielding packaging differs
equipment from protective, static- from antistatic packaging, in that it has the
shielded containers on ly at a static- ability to shield the devices, con tained within
control work stati on after attaching from external static charges. Conductive static-
a grounding wrist strap and verify- shielding packaging is avail ab le in the form
ing that ESD producing items are of bags and rigid containers.
not on the static-di ss ipative work
s urface.

MARKING OF ESDS STORAGE AND TRANSIT OF

COMPONENTS ESDS COMPONENTS
All ESDS components and equipment should
be marked appropriately with an ESDS symbol.
I CAUTION I
Never use ordinary plastic con tain-
ers or packing materials when trans-
NOTE porting ESDS components or
ESDS symbols (circle with arrows equipment.
pointing into the circle from equidis-
tant positions or a hand inside of a
triangle with an angling bar across When preparing ESDS devices for shipment,
the triangle) are yellow on a black ensure all assemblies and equipment have
background or black on a yellow been protected against
background.
ESD through appropriate handling at static -
controlled workstations.
Mark unit containers with the ESDS caution
label on the outside of the package. Mark ex- ESDS packages, which have been properly
terior containers with an ESD caution label. enclosed in protective packages, require proper
Apply marks directly to each ESDS printed storage and transfer in conductive static-dis -
circuit board, assembly cover, equipment sipative, or static -free containers. Shipping
enclosure, or access door that would expose information and other instructions, accompa-
ESDS devices if removed. Mark appropri- nying ESD-protected packages, shall be con -
ately using decal transfer, stencil, silk screen, tained in anti-static materials. ESDS
or any other method meeting permanent leg - components, that are received in damaged or
ibility requirements. Display ESDS symbols opened packing containers , are not accept-
in a prominent package location to alert all able, and should be returned for repLacement.
personnel to the presence of ESDS devices
and equipment. The ESDS symbol shoul d be
at least 114" in diameter. ESDS symbols that
are attached to circuit boards should con -
trast with the circuit board base color.
Enclosures that contain ESDS circuit boards
should be identified by bright orange paint
on the outer face of the enclosure.

Flight~~ty.
BEECH 1900 AIRLINER M A INTEN A NCE T R AINING MANUAL
CHAPTER 21
AIR CONDITIONING
CONTENTS
Page
INTRODUCTION .................... ............ ............... .... ..................... ....................... ................. . 21 -1
ENVIRONM ENTAL SYSTEMS...... .. .................................................................................. 21-1
Environmental Bleed Air and Control ........................................................................... 21 -3
Temperature Controller.... .................. ..................................................... ....................... 21-7
Air Cycle Machi ne....................................................................................................... 21-21
Vapor Cycle System................................................................. ........... .. ....................... 21 -29
Pressurization System.................................................................................................. 21-39
Unpressurized Ventilation ............................................................ ....... ................ ....... .. 21-43

QUESTIONS .... ... .... ............. ... .................. ................................ .... ....... ... ..... .... .... ...... ......... 21-47

Flight~ty.
ILLUSTRATIONS
Figure Title Page
21-1 Bleed-Air System Schematic ............................................................. .......... .. .... .... 21-2
21-2 Bleed-Air System Annunciators .... ... .. .... .... ....... .. ... ... .................... ......... .. ............. 21-3
21-3 Environmental System Schematic ..... ....... ..... ..... ..... .. .. .. ... ............ ... .. ..... ... .......... .. . 21-4
21-4 Temperature Controller .... ...... .... .............. ....... ..... .. .... .... ... .... ... ...... .. ... .... .. ..... .... .... 21-6
21-5 Precooler and Valves ........ ....... ....... ... ................. ... ...... ......... ... ...... ... .............. ... .. ... 21-8
21-6 Precooler Valves-Condition I
(Bleed Air OFF, Engine Not Running) ..... .. ...... ... ... ... .. ... ........ .. .. .... ........... .... .. ...... 21-9
21-7 Precooler Valves-Condition 2
(Bleed Air OFF, Engine Running) ......... .. ......... .. ......... ......... ... .. ..... ... ... .......... ....... 21-9
(Bleed Air ON , Temperature Sensed>450°F) ....................................... ......... ...... 21-10
(Bleed Air ON , Temperature Sensed<450°F) .. ........ .. ......... ........ ... ..... ...... .. ......... 21-10
21-10 Environmental Circuit-UE
(Condition I-Bleed-Air Valves OPEN) ............................................................. 21-11
21-11 Environmental Circuit- UE
(Condition 2-0verpressure Fault) ........ .... ..... ....... ..................... ........ .. ..... ... ... ... 21-12
(Condition 3-0vertemperature Fault) ...... .. ..... .... .. ...... .... ..... ........ ...................... 21-13
(Condition 4- 0verpressure TEST) .... .. .. ..... ..... .. ........ .. .. ...... ......... ... .............. .... 21-14
21-14 Environmental Circuit-
UC-39/46-174 (OFF) .... ... ......... ... .. ..... ........... ..... .... ...... .. ....... ............ ............. .. ... 21-15
UNB/C-I-38, 40-45 (OFF) ....... ...... ..................... ..... ............. ..... ....... ........... ... . 21-16

UA/B/C-I-38, 40-45 (ON) ... ... ............ ... .... ............. .. ....... .. .................................. 21-17
21-17 Pressurization Control-

UC-39/46 and Subsequent ................................................................................... 21-18

FlightSafety.
"'''''''''''"''
21-18 Refrigeration Package ... ....................................................................... ................ 21-19

21-19 Air Cycle Machine Simplified-UB/C ........... ...... .. ... ............ .. ............................ 21-20
21-20 Air Cycle Machine Modes
of Operation-UB/C .. .......................................... ........... .. ............. ... ................... 21-22
21-21 Distribution System ............... .... ........... ....................... ... ... ...... ..... .. .... .............. .. . 21-23
21-22 Vent Blowers-UE (Auto/Auto) ....... ... ... ................... ... .. ........ .. .... ... ... ..... ............ 21-25
21-23 Vent Blowers-UB/C (Auto/Auto) ... .... ................ ...... .. ..... ....... ... ........ ... ..... .. ...... 21 -26
21-24 Vent Blowers-UE (Manual/High) .. .. ... .. ... ... .. ...... ...... .. .. ... ..... .. .. .. ...... ... .. .... .. ... ... 21-27
21-25 Vent Blowers-UB/C (Manual/High) ................... ......... .. ......... .. ..... .. .. .... ....... ... . 21-28
21-26 Vapor Cycle System ...... .. ...... .... ... .. .............. ..... ................. ... ....... .. ........... ... ... .... . 21-29
21-27 Vapor Cycle Schematic-
UE (Clutch Engaged) .... ...... ............. .. .. ... ......... .. .. ............................................ .... 21-30
UB/C (Clutch Engaged) .............. ... ........ ...... ....... .... ..... .. .... .... .. ................. .... ... ... . 21-31
UE (Low Pressure) ..... ......................... .. ......... ......... ... ............... ... ... ......... ............ 21-32
UB/C (Low Pressure) .... ............... ......... ...... ........ .... .......... .... ... ... ........ ... .. ... .. ....... 21-33
21-31 Temperature Control-
UE (AUTO, Cool) ........ .. .... ............ ..... ................ .............. .. ....... ......... .... .. .... ....... 21-34
UB/C (AUTO, Cool) ..... ..... ..... ..... ... ... ..... ......... ............................. ..... ... ... .. .. ..... .. . 21-35
UE (MANUAL, Heat) ...... .......... .. .... .. ..... .. ..... ........ ... ...... ................... .................. 21-36
UB/C (MANUAL, Heat) ........ ... ... ........ ...... .. ..................... ......... ............. .. ....... ... . 21-37
21-35 Pressurization Control Diagram-All. ... .. .. ... ... ...... .. ............ .... ... .... ... ..... ....... ...... 21-38
21-36 Pressurization Schematic-
All (Infli ght, PRESS) ......................................... .... .... .. ........ .. .... .. ........................ 21-39
21-37 Pressurization Schematic-
All (Infli ght, DUMP) ......... .... .. .... ...... ... ... .. .......... .. ... ..... ...... .. .. .... ...... .................. 21-40

Flight~..s.t~ty.
21-38 Pressurizati on Schematic- All (TEST) ... ... ... .. ............... .. .... ...... ... .. ..... ..... .......... 21-41
21-39 Pressurizati on Waming Circuit-UE .. ... ... ....... .. .. .... .... ...... ...... ...... .............. ........ 21-42
21-40 Pressurizati on Warning Circuit-UB/C ...... .. ... .... .. .. ..... ........ .... .... ...... ......... .... .. .. 21-43
21-41 Cabin Pressure Controll er Diagram .. ........ ...... .... .. .... ...... ..... .. ........................... ... 21-44
21-42 Outtl ow Valve Diagram .. .. ....... ...... ... ..... .. ... ... ... .. .. ........ ... .... .. ........ ...... .... ... ...... ... 21-45
21-43 Pneumati c Relay Diagram ... ... .... .. ..... .. .... ... ... ... .. ............. ... ..... .... .......... ..... .. ..... .. 21-46
FOR TRAINING PURPOSES ONLY 21-v

FlightSafety.
.1tUi,.IkA ...
BEECH 1 900 AIRLIN ER MAINTENANCE TRA INING MANUAL
CHAPTER 21
AIR CONDITIONING
INTRODUCTION
This chapter provides a description of two se parate but interrelated systems and is pre-
sented in three sections. The first section presents information regarding air distribu-
tion within the cabin and how it is controlled and serves as a basis for the descriptions
contained in the second and third sections, Air Conditioning and Pressurization. As each
section is corrected, emphasis is given to components and their operation. Within the
Air Conditioning section is coverage of the Hamilton Standard system. References for
this chapter and further specific information can be found in Chapter 36, "Pneumatics; "
Chapter 21, "Air Conditioning;" Chapter 5, "Time Limits/Maintenance Checks;" and Chap-
ter 12, "Servicing," of the Maintenance Manual.
ENVIRONMENTAL
SYSTEMS
The 1900 uses engine bleed air for the envi- tive force to operate the air cycle machin e
ronmental sys tem s which consists of pres- CAC M ) which is the primary source of cabin
s urization , and cabin temperature co ntrol. coo ling . A vapor cyc le syste m augments the
Engi ne bleed air is also used to provide the mo- ACM when additional cooling is req uired .

FlightSafety.
.......-
21 21
3
UB/C ONLY'-.. UE ~LY
r,i=='0~~~7~==="~=====i~~'9:=~
~ 19 19 ~__ :
;~--li
~I~r ) :
20
15
18
11 44' p~>i = Aef-1

401".51
11
8( ~ 10
" 7 0N UC-39. 46. AND SUBSEQUENT I
10 ( ) 8
7 O R MODIF IED BY SB 2257 I
7 E 9 '" I i 9 E 7
12 13 14 14 'i3 12
1. ENGINE COMPRESSOR 13. OR IFICE

2. OR IFICE 14. CHECK VALVE
3. PRECOO LER 15. VENTURI
4. INSTR AIR SHUTOFF 16. ACM BYPASS VALVE
5. P RECOOLER BYPASS VALVE 17. EJECTOR BYPASS VALVE
6. PRE COOLER TH ROUGH VALVE 18. AIR CYC LE MACHINE
7. OVERTEMP SE NSOR 19. MUFFLER
8. PR ESS REGULATOR 20. EJECTOR
9. ORIFICE 21. CH ECK VALVE
10. SURGE TANK 22. INSTR AIR PRESS REGULATOR
11. OVERPRESS SWITCH 23 . VENTURI (VACUUM)
12. VENTURI
Figure 21 -1. Bleed-Air System Schematic
21-2 FO R TRAINI NG PURPOS ES ONLY

FlightSafety.
'.tel lilllIoI"
ENVIRONMENTAL BLEED AIR NOTES

AND CONTROL
The ENVIRONMENTAL control section on
the cop il ot ' s left subpane l provides for both
manual and auto matic contro l of the system.
Engine bleed air is coo led , regul ated , and con-
trolled by three main va lves. The valve s, pre-
cooler bypass , precooler through, and the
press ure regulator and shutoff va lve a re con -
trolled through the bleed-air va lve s wi tches .
I L OIL PRES LO CABIN DOOR R OIL PRES LO
LAC BUS I CARGO DOOR RAC BUS
AlPTRIM FAI L I ARM EMER UTES AlP FAIL
UE MODEL
L FUEL PRESS R FUEL PR ESS
L OIL PRESS R OIL PRESS
A/PTRIM FAIL
UB AND UC MODELS
Figure 21-2. Bleed-Air System Annunciators

FlightSafety.
.. -
LEGEND
NOTE:
• BLEED-AIR SYSTEM UC 39, 46, AND SUBSE~UENT, AND
o AIR CYCLE SYSTEM THOSE MODIFIED BY SB2257 HAVE
AN ADDIT IONAL OVERTEMP AND
• VAPO R CYCLE SYSTEM OVERPRESSUR E SWITCH LOCATED
• PRESSURIZATION CONTROL JUST PRIOR TO TH E ACM INLET.
NOTE:
CABIN PRESSURE ml"TOnl UE MODELS DO NOT HAVE
FORWARD PRESSURE OUI_KH lt AU AN EJECTOR BYPASS VALVE.
VOLUME TANK
AIR VALVE DEACTIVATE RELAYS

FORWARD EVAPORATOR OLI)WI,H. FOI,WI'RD EVAPORATOR
EJECTOR AIR DUCT
TEMPERATURE SE"S"'G THEoRMIOSTATllC EXPANSION VALVE
EJECTOR BYPASS THERMOSWITCH
COMPREo'SOR BYPASS SOLENOID
AMBIENT LIMIT SWITCH
TANK
I
PRESSURE DRIVE LINE
TEMPERATURE em"'Q,", 1.~Y~~~3,~~~E0~T~~HROUGH VALVE

CONTROL LINE
TEMP ERATURE COI,TROLL _ -'E"PERI':TU"E CONTROLLER
.... CIVE'''EMPERI'TUiRE SENSOR
'oLel, u·,"HAEGULATOR
OVERPRESSURE ~WIT"'"/ (FINAL SHUTOFF VALVE )
A~~~~:~~:I VAPOR CYCLE COMPRESSOR
'~~E~~~~~~~:B:~LOWEA
CHECK VALVE TEE
'I SWITCH
OVERTEMPER~A;T~U~R;:E)~;~~::;:::; I
CABIN TEMPERATURE
LOW-PRESSURE S~~,:,:,I'~E,~~~;,:/
LOW-PRESSURE CUTOUT I
' niERMOST'iTIIICEXPANSION VALVE
STATIC PORTS
OUTFLOW VALVES :::"",::=::::::!:---=~\
'T<" "'C~AT"'QCSENSING TUBE
CABIN PRESSURE DUMP VENTS BYPASS THERMOSWITCH
'",,-uUMCONTROL LINE
I PORTS
PRESSURE BULKHEAD
Figure 21-3. Environmental System Schematic

Flight~ty.
The engine air coo ling is automatically con- NOTES

trolled to provide 4500F air to the pressure reg-
ulator. The precool e r valves and pres s ure
regulator will be powered whenever th e bleed-
air valve switch is in the OPEN pos ition for
each respective engine. When the sw itch is se-
lected to ENY1R OFF, they will be depow-
ered OPEN to provide air for the air supp li ed
flight instruments. In the INSTR and ENYIR
OFF position all the valves will be closed in -
cluding the instrum ent air valve which will be
powered closed.

FlightSafety.
Intematiollal
I
, ~G(1l})a~
\ BALL
VALVE
ARM _
QUARTZ ___.
ROD
Figure 21-4. Temperature Controller

Flight~ty.
BEECH 1900 AIRLINER M AI NTENANC E T RAINING MANUAL
TEMPERATURE CONTROLLER NOTES

The temperature sensor assembly is designed to
control the precooler valves to maintain 450°F
±25° up to the pressure regulator. At tempera-
tures below 450°F, the spring-loaded ball is
pressed against the valve seat, maintaining full
servo pressure within the actuators of the valves.
As the temperature of the air flowing over the
sensor approaches the 450° F set point, the body
expands while the quartz rod remains at a rel-
ative fixed length. This pivot action of the arm
removes the spring force holding the ba ll against
the seat and allows the servo air within the ac-
tuators to vent. This closes the bypass valve and
opens the through valve; this then modulates the
mixing temperatures between the limits of the
set point.
As air temperature across the sensor drops

below the set point, the sensor body contracts ,
driving the quartz rod against the arm. This
action forces the ball against the seat, caus-
ing full servo pressure to the valve actuators .
FOR TRAINING PURPOSES ONLY 21 ·7

Flight§~~ty.
BEECH 1900 AIRLINER MAINTENAN C E TRA I N I NG MANUAL
VIEWB
PRECOOLER THROUGH
VALVE D VAL-ViS
COL
PRECOOLER
BYPASS VALVE _ •
::-....,,=--. /
rt cJT VA L ve:c-
TEMPERATURE
/ CONTROLLER
........
"..--;~
INSTRUMENT AIR
PRECOOLER
VIEW A
Figure 21 -5. Precooler and Valves
21-8 FO R TRAINING PU RPOSES ONLY

HIGH PRESSURE ONJOFF SOLENOID

REGULATION SOLENOID (NORMALLY CLOSED)
FROM
PRECOOLER
OVERPRESS URE
AIR
LINE
SERVO AIR LINE ON/OFF

SOLENOID
(NORMALLY
OPEN)
• FILTER QUARTZ
TO AIR CYCLE MACHINE
AND EJECTOR TUBE
LEFT BLEED AIR SHOWN
, IN UC· 39, UC·46 AND SUBSEQUENT ENGINE
OR INSTALLED BY KIT MODIFICATION COMPRESSOR
Figure 21-6. Precooler Valves-Condition 1 (Bleed Air OFF, Engine Not Running)
HIGH PRESSURE ONIOFF SOLENOID

REGULATION I (NORMALLY CLOSED)
FROM
PRECOOLER
OVERPRESSURE SWITCH
PRESSURE REGULATORI
SHUTOFF VALVE
SURGE TANK
LINE
SERVO AlA LI NE
SOLENOID
• FILTERS (NORMALLY
OPEN)
• FILTER
QUARTZ ROD
TO AIR CYCLE MACHINE
AND EJECTOR TUBE
• IN UC·39, UC·46 AND SUBSEQUENT
OR INSTALLED BY KIT MODIFICATION
Figure 21-7. Precooler Valves-Condition 2 (Bleed Air OFF, Engine Running)
FOR TRAI NING PU RPOSES ON LY 21 -9

Flight~ty.
HIGH PRESSURE ON/OFF SOLENOID

REGULATIO N SOLENOID (NORMALLY CLOSED)
FROM
PR ECOOLER
OVER PRESSURE
PRESSURE REGULATOR!
SHUTOFF VALVE
SURGE TANK
AIR
LINE
SERVO AIR LINE

SOLENOID
(NOR MALLY
• FILTERS
OPEN)
• FILTER QUARTZ ROD
TO AIR CYCLE MACH INE
AND EJECTOR TUBE
• IN UC-39, UC·46 AND SUB SEQUENT FROM ENGINE
OR INSTALLED BY KIT MODIFICAT ION COMPRESSOR
Figure 21-8. Precooler Valves-Condition 3 (Bleed Air ON, Temperature Sensed >450°F)
ON/OFF SOLENOID PRECOOLER

HIGH PRESSU RE
REG ULATION SOLENO ID (NORMALLY CLOSED) THROUGH
FROM
TEMPERATURE PRECOOLER
CONTROLLER
OVERPRESSURE SW ITCH
PRESSUR E REG ULATOR/
SHUTOFF VALVE
-
SERVO AIR LINE ON/OFF
AIR
SOLENOID
(NORMALLY
• FILTERS
OPE N)
• FILTER QUARTZ
TO AIR CYCLE MACH INE
AND EJECTOR TUBE
• IN UC-39, UC·46 AND SUBSEQUENT ENGINE
OR IN STALLED BY KIT MODIFICAT ION COMPRESSOR
Figure 21-9. Precooler Valves-Condition 4 (Bleed Air ON , Temperature Sensed <450' F)

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1 SWITCH
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TEMP SEN S~
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OYERTEMP
DETE CTOR '8\1.~ ~
SHEET 2
-"'- m
[!> CLOSE Aru PS I "" --i. --i
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GREE~ ~ »
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~ Figure 21-14. Environmental Circuit-UC-39/46-174 (OFF)
U1 ':<
AIR CONDITIONING
Flight~ty.
"", VALVE
~---~t~~N:r~~~~~~~~~~~~Jn
.v- r
~,~t'!t~TROL ~6~~IR ~~RVS[
FHUTO: :r,
~I:L R PNEUMATIc; tlLEl:::u
[ AJ r- :
4
\()I CLOS ED r-- lRA

~_
I
~_ ~_
;-- .. Iv -
BL AIR:
O,FF I OFF B
=- B
=- [ 5
. ., "
l dJ
... I OPEN C R BLEED
, F ~ AIR CONTROL R PRECOOLER - R PRECOOLEA 2 ~ ~
F, 38 -
~t====~::::===+============~W1_~
hL
SWITCH THROUGH VALVE BYPASS VALVE 3
7
LUF- ~ ~
' PSIG AK"2'
=-- R BLEED-AIR
DEACTIVATE RELAY
R BLEED-AIR PRESSURE 2
~...----J
CONTROL SWITCH
- A ~
4 1
l,?-4
44
I ,x=- B ~ & I
-=- "L,JP"'R"'E~C"'O"'O~LE"'R'" 3
THROUGH VALVE
;~ 41
Lor-
:L.- 45 ,
37\---+'1
EJECTOR H EATER
>- A ~
R BLE ED-AIR
QVERPRESS SWITCH
K5 ~ ;
A12° L1- 4~
'---- - -+---,
b-
A_
L 8 LEED
'R_C_O_N_T_R_O_L_9-!'
ON
"* ~-+--~I~;
I
BL PRECOOLER
BYPASS VALVE
:;~~~=Jn
Ir->----ltG
r+-<
~
,
.. :
, _ _ _ _ _ _ _ _+_+-IC-_-l' 4f-::==::;~
.
EJECTOR HEATER -
7.5A
TO l BLEED-AIR
/'
: ENVIR
- 10~ >-,
RELAY CONTROL ;p OFF r 18 '
IV\ VALVE SWITCH ~ TO L PNEUMATIC L 11 ~ :
_'Q' CLOS ED
~r
<:-<>O
B LBLAIROFF
__
-P-E-N--1 ~ f---+'==="-'-------------------~
t~ BLEED-AIR
OFF SHUTOFF VALVE
•
,...-- 12
, ,J:'" 16
~-"""'""
11: K2
A 121
~ 38 F - L BLEED-AIR
r! PSIG DEACTIVATE RELAY
r,,~ ~ 1 I 1
~.bt;::==j---I
2
I...AJJ ' _ 4 1---<:>.-"'-
47PSIG
L BLEED-AIR
PRESSURE REGU LATOR
SHUTOFF VALVE
_ ~
-=-
L ENVIR FAIL
R BLEED-AIR
OVERTEMP
-
R ENVIR FAIL
- 1
3
6i
1~ - SENSOR L BLEED-AIR
1
15
; I
@ CABIN TEMP
OVER PRESSURE
SWITCH
AUTO _ I
~ 0 O~ 4~ .~~
CONTROL
o
1~~__ 1L _ ---.!5~ _4~E~T
1
4
\7 ~
5A MAN T
L BLEED-AIR 0 _Q 0 0
OVERTEMP SENSOR 14 18 1 44 48
L~~~~~~~~~~~~~~~~~~~~~~~~~~;;~~~~~~..:=.I-rMODE
C"A"B""NrSWITCH
Ti EMPERATURE
L--B'"L'E"EnO_"'A"IR,--l'"
OVERTEMPERATURE
DETECTOR
Figure 21-15. Environmental Circuit--UAIB/C-1-38, 40-45 (OFF)
21-16 FOR TRAININ G PURPOS ES ON LY

FlightSafety. ,ota.6I1u Ml
I ON
--i TO A PNEUMATIC BLEED
B
4
7.5A
R BLEED
A IR CONTROL
/
~ OFF
:O ENVIR
VALVE J
AIR SHUTOFF
J 1
9 ~
,,
[ :~ [ :~
....~ yAlVE - 6
CLOSED
,
~
OFF
B -~FF
I
A- I
<, OPE N C
R BLEED
- C5
~ ~fi
AlA CONTROL
WB l -=- SWITCH
A PRECOOLER A PRECOOLER
J~ 7 L ~:21
F THROUGH VALVE BYPASS VALVE
I PSIG
LUF- ~ Ff R BLEED·AIR
DEACTIVATE RE LAY
A BLEED-A IR PRESSU RE 2
CONTROL SWITCH
4
r - A[ 3 1
•
-I
44
8-
~
42 1 -f"""" B
~
- -=-
- L PRECOOLER
T HROUGH VA LVE
3 I
41
EJECTOR HEATER R BLEED-AI R
~ A [3
37
OVERPAESS SWITCH
I
~K5
A1 20
I~3 I
l BLEED
A lA CONTROL
ON
-F Bl PRECOOLEA
BYPASS VALVE
~.
I -
r - 13
17
15
~
,,
43 ~ 14
7.SA 10
EJECTOR HEATER
RELAY
TO L BLEED-AlA
CONTROL
/ ' : O ENVIR
~ OFF ~
c: 1811 ~ ..... :
lJJ ~~2 1
SWITCH TO l PNEUMATIC
....~ yALVE I ~ BLEED·AIR ,l,
,, CLOSED B -=-
L BL AIR OFF
OFF SHUTOFF VALVE >--
12
A
-Co, OPE N C
F
:r- '6
lBlEED-AIR
8 I
38
PSIG
E--, 2
DEACTIVATE RELAY
~
J
~ C -:!:-
a
L BLEED-AIR
P RESSURE REGULATOR
SHUTOFF VALVE ~
L ENVIR FAIL
R BLEED-AI R
OVERTEMP
~
A ENVI R FAIL
1
3
-61
5 SENSOR L BLEED-AIR
14
1
- OVERPRESSURE
SWITCH
1
3
I L:::L r--
CABIN T EMP
.~,
'~ 4~
2 CONTROL 16 OFF AUTO
46 P
13 0
4 ~ 15 __ __ i _ £TE1T
,,7~ L~.AIR
5A
0
81 MAN
0
T
0
OVERTEM P SENSOR
14 18 44 48
BLEED-AIR
OVE RTE M PERATURE CABI N TEMPERATURE
DETECTOR MODE SWITCH
Figure 21-16. Environmental Circuit-UAIB/C-1-38, 40-45 (ON)

FlightSafety.
hi"""""",,
-cQ):
:::I
c-
Q)
U)
.c
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a;'"
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u
=»
I
e-c:
-- o
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c:
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!!!
[L
,...:
~
,
~
<'II
!!!
:::I
C)
u::

FLEXURE
SUPPORT
COOLING AIR EXHAUST
SPACER PLENUM CLAMP
ACM INLET DUCT COUPLING
BLEED-AIR INLET DUCT
SECONDACM ~ /,
BYPASS MUFFLER /'><"" .~~\~~~~~~~

COUPLING / " " - '---'
FOG NOZZLE
WATER COLLECTOR - /'"
WATER HOSE
FIRSTACM/
BYPASS MUFFLER WATER
COLLECTOR
DRAIN TUBE
COUPLING
Figure 21-18. Refrigeration Package

9NIN0l111lN03 11111
....•
I\)
I\)
--0-
I - -- --
o \.. _-- ---.. .
I ./
:
- - ------------------
, ,--------------------
PRIMARY r
,
.... , ! COM PRESSOR
: HEAT
I EXC HAN ~E R ~_J......L_ _:::;::-:~,-* III
WATE R
COLLECTOR
I
COO LIN G
TURB INE "'"'
()
...co:z:
-n EJECTO R
o 0
:IJ
-I
:IJ
,.
0
RECI RCULATION AIR :D

~
Z
Z
Gl
-
r-
Z
""tl
C
"':;::
:D
:IJ CABIN
""tl :>
o
(J) AIR EXTRACTION FAN ~ z
-I
m
(J) m
oz z
'J '----' I :>
z
'< EJECTOR/
BYPASS 0
m
ACM BYPASS SECONDARY -I
NOTE: HEAT :IJ
UE MODELS DO NOT EXCHANGER :>
HAVE AN EJECTOR z
BYPASS VALVE z
____~~ -~ r=:
'-- . ~
I ~
~ \ I~~----------~-----------------------------
Gl
:;::
:>
z
-_'T1.
(Q
38 PSIG ANDT450° F __ 0- -- - - . ___ . - . __ .""- - - -- c it
I~....
:>
r
Figure 21·19_ Air Cycle Machine Simplified-UB/C

':<
Flight~ty.
AIR CYCLE MACHINE 5. The speed of the rotors and amount of

the coo lin g air available is determined
The air cycle machine (ACM) consists essen- by the supply of engine bleed air.
tially of a bearing supported shaft on which are
mounted a cooling turbine rotor, air com- 6. The coo lin g fan rOlor induces ambient
pressor rotor, and a ram air fan rotor. air flow across the heal exchangers to aid
in the cool i ng process.
The turbine, compressor, and fan rotor are
made of aluminum. The turbine housing which
is the principle structural member of the ACM
is an aluminum cast in g.
A bearing group consists of the rotor shaft,

bearing sleeve, two contact bearings and two
face seals. The three ACM rotors are mounted
on a common shaft An oil film is created be-
tween the bearing sleeve and the turbine hous-
ing which provides hydraulic dampening. This
permits the rotating components to operate at
or near critical shaft speeds without undue
loading of the contact bearings.
The contact ball bearings are lubricated by

two oil wicks preloaded radially against the
rotor shaft. Oil is supplied to the wick from
an oil sump attached to the turbine housing.
Operation is as follows:
I. Bleed air enters the ACM through the

first stage (pri mary) heat exchanger
where excess heat is removed.
2. Bleed air then enters the ACM com-
pressor where it is compressed to a
higher pressure and hotter temperature.
3.Compressed bleed air then passes
through the second-stage (secondary)
heat exchanger where the excess heat if
compression is removed.
4. The coo led air returns to the turbine sec-
tion where both temperature and pres-
sure are lowered by expansion across
the turbine nozzle. This process drives
the turbine, compressor, and fan rotors
and results in very co ld discharge of air
which can then be mixed with luke warm
bypass air to create conditioned air.

.
FlightSafety.
..-
MAXIMUM HEATING
LEGEND
• HOT BLEED AIR
• MODIF IED HOT BLEED AIR

[J COLD AIR
D MODIFIED COLD AIR
MIXED HOT/COLD AIR
CABIN
~
EJECTOR
~ E:XHAUEiT AIR
BYPASS
(N/ AUE )
MAXIMUM CDOLING
LEGEND
• HOT BLEED AIR
• MODIFIED HOT BLEED AIR
D COLD AIR
D MODIFIED COLD AIR AIR
MIXED HOT/COLD
CABIN
~
EXHAUST AIR
BYPASS
HOT/COLD MODULATED
LEGEND
• HOT BLEED AlA
• MODIFIED HOT BLEED AIR
o COLD AIR
D MODIFIED COLD AlA
MIXED HOT/COLD CABIN
~
EJECTOR
BYPASS
(N/A UE)
Figure 21-20. Air Cycle Machine Modes of Operation-UB/C

CONDITIONED
BLEED-AIR PASSENGER
CONDITIONED AI R COOL AIR
FLOOR OUTLETS
FLAPPER VALVE OUTLETS (18)
(6 PLACES)
RIGHT SIDEWALL
PLENUM
RAM-AIR DOOR
SOLENOID VALVE (E103)
RAM-AIR
II
In
SIDEWALL In
n
..
PLENUM
RAM-AIR MANUAL'
Z
SH UTOFF VALVE
(II
"T1
o 0
0
:IJ
--I
:IJ
:!:
z
FROM
AIR CYCLE
MACHINE RECIRCULATING
-
I>
:II
I'"
AFT EVAPORATOR
Z EJECTOR Z
Gl WITH HEATER (E184) In
"D :II
C FLI GHT COMPARTME NT
:IJ COOL AIR OUTLETS AFT VENT :;::
"D
o FORWARD EVAPORATOR
BLOWER »
(fJ
DETAIL A DETAIL B
(B112) z
m --I
(fJ
(4 PLACES) m
oz z
»
~ z
()
CONDITIONED
m
BLEED-AIR --I
:IJ
PILOT'S OUTLET \~L-JL- »
z
LEGEND z
WINDSHIELD
DEFROST DUCT
o AIR CYCLE AIR DISTRIBUTION Gl
:;::
"T1
=:
• VAPOR CYCLE AIR DISTRIBUTION
~
»
COND ITIONED
RAM-A IR INLET z
c
»
I~
BLEED-AIR
r-
-
FLOOR OUTLET
...•
I\)
I\)
UE MODELS
'" ":<
Figure 21-21 . Distribution System (Sheet 1 of 2)
AIR CONDITIONING
Flight~ty.
WINDSHIELD
DEFROST DUCT
PILOTS OUTLET
YVALVE MANUAL SHUTOFF VALVE
FLIGHT
COMPARTMENT
CONDITIONED COOL AIR
BLEED-AIR OUTLETS RAM-AIR DOOR
PILOTS OUTLET SOLENOID VALVE
~~~~~~~----- DEFROSTDUCTS
CONDITIO NED
BLEED-AIR
FLOOR OUTLET
NP=::::,,___ CONDITION ED
BLEED-AIR
FLOOR OUTLETS
DUCT TEMP SENSOR
FORWARD VENT BLOWER CONDITIONED

FROM EJECTOR BYPASS LINE BLEED-AIR
EJECTOR TUBE FLAPPER VALVE
FROM AIR CYCLE MACHINE _----y--.....

AIR VENT BLOWER CONDITIONED BLEED-AIR
FLOOR OUTLETS
LEGEND
o AIR CYCLE DISTRIBUTION
DUCTS INSTALLED
• VAPOR CYCLE AIR DISTRIBUTION
ON MODEL 1900
RAM-AIR INLET
UB/C MODELS
Figure 21-21 . Distribution System (Sheet 2 of 2)
21-24 FOR TRAINI NG PURPOS ES ONLY

BEECH 1900 AIRLINER MAINTENANCE TRAINI NG MANUAL
F102
LO
28
30A
A184W2
-r-
I
CR186 I HI
I
W1
CB7 COM
VENT .,-
BLOWER CR335 FWD BLOWER
HI K203
CONTROL (B106)
•
I
S4 LOW'
BLOWERS OFF"
SWITCH
t K204
AUTO
CR334
K143 COM
T (HI TEMP) TEST
.,-
CABIN
/0 ___ P (HI PRESS) TEST
CR102 I
I
I HI
TEMP -'-
&..--0- AUTO
MODE
(S6)
o
0 'OFF
F 104
LO
\ 30A
MAN
A185W2 AFT BLOWER
(B112)
• UE-1 THROUGH UE-6

" UE-1 THROUG H UE-6WITH KIT NUMBER 129-5000 INSTALLED
AND UE-7 AND AFTER
Figure 21-22. Vent Blowers- UE (Auto/Auto)

..-
FlightSafety.
0
S198D 0
0
?
I 0
I 0
I
I
I \ OVER TEMP =:J TEST-BLEED AIR CONTROL MODULE
OVER PRESS
S198B ~
CABIN TEMP CONTROL BOX
HEAT/COOl COMMAND RELAY

MAN TEMP SWITCH
F102 lO
--;-
30A
W228 A184A1W 1 ,: "'-----0 HI
TEMP
CONTROL S198A P---.--OCOM
K203 FWD BLOWER
HI
W220 5A
VENT
•,
BLOWER S205 lOW t------+
CONTROL BLOWERS
•
AUTO
K204
~ l J BLEED AIR PRESSURE
K143
S198C o 0/ ~ R REG/SHUTOFFVAlVE I>-. . --¢COM
o HI
o F104
30A lO
A185A1W1
T (H I TEMP) TE8T
0
1 P(HIPRE88)TE8T AFT BLOWER
8198 0""-
CABIN
6---.., - AUTO
TEMP o
MODE o ....... OFF
\
MAN
Figure 21-23. Vent Blowers- UB/C (Auto/Auto)
21-26 FOR TRAI NING PURPOS ES ONLY

F102
.. III Il.i , 6 LO
28
0 30A
A184W2
rI (gJ4-
W1 elJ'
CBl
VENT
I r\ 0~5
iLX
ts
I
I
CR186
K141 '- .~
r
, L:I
M
III
III
III
()
~I I ...CDZ
BLOWER CR335 K2031 FWD BLOWER
CONTROL 123 24 (B106)
I •
."
0 0
JJ '0 0
-;
JJ BLOWERS
84 :
SWITCH:
I
,
LOW'
OFF"
-,..
~
21
-
l>
Z
Z
G) fA K204
Z
III
lJ AUTO 21
C
JJ
lJ
I CR334 s::
l>
0
(f)
1 Vi A')
I
'd tf • 6 COM Z
m T (HI TEMP) TEST -;
1
(f)
0
Z CABIN
1 1
1 0
1 0/
P(HIPRESS)TEST l
i
CR102
, I I) r--w ~ • 0 HI
m
z
l>
!:( TEMP
Z
()
\ oO-AUTO
MODE
(S6)
F104
.... , m
-;
~
'OFF I !· 6 LO
\ 30A
JJ
MAN l>
A185W2 AFT BLOWER
(B112) Z
Z
G)
"T1
• UE-1 THROUGH UE-6
s::
l>
=
CO
~
•• UE-1 THROUGH UE-6 WITH KIT NO. 129-5000 INSTALLED
Z
C
I~
AND UE-l AND SUBSEQUENT l>
r
....,
I\)
I\) Figure 21-24. Vent Blowers-UE (Manual/High) r+

-oJ '!C:
AIR CONDITIONING
o
S 198D o
o
o
o
I " OVER TEMP :=J TEST-BLEED AIR CONTROL MODULE

OVER PRESS
S198B ~
o CABIN TEMP CONTROL BOX
HEAT/COOL COMMAN D RE LAY

MAN TEMP SW ITC H
LO
F102
30A HI
W228 A184A1W1
T EMP
CONT ROL P-"'--O COM
K203 '" FWD BLOWER
HI
W220 SA +.
,0
VENT
BLOWER S205 : LOW ~--------~
,,
CONTROL BLOWERS ,,
,.
AUTO
K204
o ~ L BLEED-AIR PR ESSU RE
S 198C 0/ L..; R J REG/SH UT O FF VALVE

K143
b--....--¢ COM
o
o HI
F1 04
30A L-______-¢ LO
A185A 1W1
T (HI TE MP) TEST
0
1 P( HIPRESS)TEST AFT BLOWER
S198 0/
CABIN 00- AUTO

TE MP
MODE \ ....... OFF
\
MAN
Figure 21-25, Vent Blowers-UB/C (Manual/High)
21 -28 FOR TRAINING PU RPOSES ONLY

FlightSafety.
Ua,MItIoid
VAPOR CYCLE SYSTEM air is then prov id ed to th e cabin distribution

sys tem where the cycle is repeated.
The 1900 contains a vapor cyc le system with the
co mpresso r dri ve n from the right e ngi ne acces- In orde r for the sys tem to operate, th e o uts id e
sory gearbox. The con de nser used to re move the air temperature (OAT), NG speed, ACM va lve
heat collected by the he ated vapors is mount ed position and/or switch position must be wit hin
in the ri ght forw ard cente r win g area. The evap- the design limits of t he particular m ode l main -
orato rs are mounted und er the forward and aft tained. The syste m also contai n s under-
ce nt er a is le floorboards. T hey are lIsed to ab- pressure a nd ove rpress ure sw it ches w hich
so rb the heat from the air that is drawn across a re used as safe ty devices in the event of sys-
them from the ve nt blowers. The resultant coo led tem malfunctions.
LEGEND
PRESSURE
• HIGH PRESSURE
/ ' RELIEF VALVE
o LOW PRESSURE
SUCTION GUAGE
COMPRESSOR '"
D S
DISCHARGE GUAGE
rcT' 1
'U SIGHT GLASS I
OVERPRESSURE 1
SWITCH ~
CONDENSER RECEiVER-
DRYER
BLOWER
HOT GAS BYPASS VALVE

OP ENS AT 33° EXP NSION
EQUALIZER
E
HOT GAS BYPASS VALVE
OPENS AT 33°
J
A ,'" LIN CLOSES AT 45°i:::
- Cr.L=OS=E=S=A=T=45=0~====V=AL=V=E~~n--
~ ~"rr==~J
/' If' "'--. EXPANSION VALVE
TEMPERATURE ......
I / ~EMPERATURE III
f
SENSING TUBE ____
d L ;-
h<lA BLOWER
V SENSING TUBE
"';"" [~3:
~~ _Jl L
--J
FILTER
FORWARD
-~
HOT GAS
EVAPORATOR THERMOSWITCH
UNDERPRESSURE
SWITCH
=
HOT GAS AFT
THERMOSWITCH EVAPORATOR
FILTER
Figure 21-26. Vapor Cycle System

Flight~ty.
~
2 ~ tblLJ~
14 1 . 18 ,---
-r II
a'
1
~ 13 , o"'--l -
COOL
c.. ,111 3
40~ LIMIT SWITCH --- .......... ,

45 1 l COOL
4 T
..1' ~
I~ ~ ~ -r
(OAT) (S259) OFFO t - 5
I 0 47 - 7
~}EAT
J1 044
~
43 41 048
MAN COOL
COOL COMMAND 17 -
TACH GEN IN 1B -\ TACHOMETER CABIN TEMPERATURE
GENERATOR MODE SWITCH (S6)
28 VDC IN 30
28 VDC QUT 2B
(10 SEC TO) TO ACM BYPASS VALVE ~ J1
r- (E159) FIG 1 21-60-00 =---
28VDC OUT 21 I--- 3
(COOL COMMAND) '- 17
REMOTE RESET
(2BVDC IN)
40 I--- 2 RIGHT LAN~
GEAR ON LK
t-- 1B
REMOTE LOCKOUT 35 1 SW (A10B)
~ .A
OVER PRESSURE '---'
UGHT IN
REMOTE LOCKOUT
UNDER PRESSURE
LIGHT IN
23
-
4
...
(G~
CON DENSER BLOWER

MOTO R (B10B)
: ~0A'
I(CB 11) CONDENSER
I BLOWER MOTOR
i POWER
28VDC OUT 27
(10 SEC TO)
. t"
Ji5
OVER PRESSURE 36
SENS E (CR3)
(2BVDC IN)
28VDC OUT 19
(COOL COMMAND) K3 RELAY CONDENSER
UNDER PRESSURE 37 AIR COND RESET HIGH BLOWER MOTOR POWER
SENSE PRESS SWITCH (S1) A165 PANEL ASSY-
(2BVDC IN) ELECTRIC EQUIP
26 h
~ - Q.J..QJ NACE LLE R
N1 SPEED SENSE
PCB (A130)
(CLOSED t~ 3
ro
AIR COND RESET LOW
A
7.5
AIR CONDITION
CLUTCH (CBB)
ABOV~ ~ 2
PRESS SWITCH (S1) .......
G~~
2.5:t .5
1
1
~ ~ AIRCOND
PSI)
AIR eDND COM LOW
PRESS SWITCH (S256)
~ CLUTCH
(E16)
[ 2
-it" (CR340) HOT
SENSE SWITCH
:YPASS
(CLOSE: ~ 3 I--
(CR3)
"~
FWD EVAP HOT GAS
BYPASS VALVE (E232)
+ (S257)
.......
G~t~YPASS
BELOW 1
2
390 ± 10
PSI)
AIR CONO COM OVER

1 I-- [ 2
't- (CR341) HOT
SENSE SWITCH
S258
PRESS SWITCH (S260) AFT EVAP HOT GAS
BYPASS VALVE (E233)
Figure 21-27. Vapor Cycle Schematic- UE (Clutch Engaged)
21-30 FOR TRAI NING PU RPOS ES ONLY

FlightSafety.
".ta,.IIeA ..
BEECH 1900 AIRLINER MAINTENANCE TRAIN I NG MANUAL
COOL P M BYPASS VALVE

LOW AMBIENT TEMP
LIMIT SWITCH I
~---------------Q I
COOL COMMAND I - - -- - - - - - - O"l..,
°I CABIN TEMP
Lt5
28 VDC IN 1-------------------, 0DE SWITCH
EJECTOR
AIRCOND N, HEAT BYPASS VALVE
LOW ANNUNCIATOR
N, LOW LIGHT 1------' HEAT-COOL -:-
COMMAND RELAY
BLOWER LIMITER
CONDENSER BLOWER 1-- - - - - -= "'-'=-=='-'--<1
RIGHT LANDING GEAR ----<1 AIR CONDITION CLUTCH
DOWN LOCKSW
CONDENSER
TACHGEN ~--------------------~ BLOWER
GND MOTOR
RELAY
CLUTCH POWER 1---------,
HOT GAS
N, SPEED SENSOR PCB
THERMOSWITCH
TACHOMETER-
GENERATOR
COMPRESSOR o
FWD EVAP
OVERPRESSURE
, HOT GAS
SWITCH
o BYPASS VALVE
?
HOT GAS
THERMOSWITCH
L______ J
THERMAL RELAY AFT EVAP
HOT GAS
60----' BYPASS VALVE
COMPRESSOR
UNDERPRESSURE
~\AlJT('1-A
Figure 21-28. Vapor Cycle Schematic- UB/C (Clutch Engaged)

Flight~~ty.
~
0eL
2
1
~
t ~LJ
i
14 :
~
~ 13 i, 11
18
0-"'--1
,--- ~--<
COOL
v
,, 3
40 LIMIT SWITCH
0
(OAT) (S259)
r-'-...-
~
OFFO45'I
044
43
I
,
I COOL
047
048
'---
-
r-
4
5
7
1
~ ~
...
-c
HEAT
MAN COOL h..... .J ):
COOL COMMAND 17 -
TACH GEN IN 18 -I TACHOMETER CABIN TEMPERATURE
GENERATOR MODE SWITCH (S6)
28 VDC IN 30
28VDC OUT 28
(10 SECTD) ,-- TO(:~5~)D~I~~1"ci VALV~ I J1
28VDC OUT 21 3
(COOL COMMAND) - 17
REMOTE RESET
(28 VDC IN)
40 2 RIGHT LAN~ 1--- 18
GEAR DN LK
REMOTE LOCKOUT 35 1 SW (A108)
----..,
OVER PRESSURE '--'
(GS180)
LIGHT IN
~ ~
REMOTE LOCKOUT 23 4 I 60A
UNDER PRESSURE i(CB11) CONDENSER
LIGHT IN '-- BLOWER I BLOWER MOTDR
28 VDC OUT 27 MOTOR (B103) i POIIER
(10 SEC TD)
RS
OVER PRESSURE 36
SENSE ~ [. (CR3)
(28VDC IN)
28VDCOUT 19
(COOL COMMAND) K3 RELAY CONDENSER
UNDER PRESSURE 37 AIR COND RESET HIGH BLOWER MOTOR POWER
SENSE PRESS SWITCH ,S1) A 165 PANEL ASSY·
(28 VDC IN) ELECTRIC EQUIP
26
~
-'" -b NACELLE R
~1:~~!;fo~ENSE
7.5
AI R CONDITION
(CLOSE:~
ABOVE •
3
2
AIR COND RESET LOW
PRESS SWITCH (S1)
CLUTCH (CB8)
2 .5:t: .5
~i
1
1
~AIRCOND
PSI)
AIR COND COM LOW
PRESS SWITCH (S256)
"= I ~~ CLUTCH
(E16)
[ 2
C~ (CR340) HOT :YPASS
SENSE SWITCH
(S257)
I J(CR3) FWD EVAP HOT GAS -:-
(CLOSE:~
BELOW ..
3
2
-
BYPASS VALVE (E232)
1
.....
.~~
390 ±10
PSI)
AIR COND COM OVER

1 - [ 2
C~ (CR341)
,
HOT GAS BYPASS
SENSE SWITCH
(S258)
PRESS SWITCH (S260) AFT EVAP HOT GAS
BYPASS VALVE (E233)
Figure 21-29. Vapor Cycle Schematic-UE (Low Pressure)

BEECH 1900 AIRLINER MAINTENANCE T R AINI NG MANUAL
COOL~
LOW AMBIENT TEMP
LIMIT SWITCH
LP-- A~M
I
BYPASS VALVE
9r--------------'l 1
COOLCOMMAND I-----------~~
o I CABIN TEMP
~
28VDC IN 1---- - - - - - - - - - - - - - - - , ODESWtTCH
EJECTOR
HEAT BYPASS VALVE
N, LOW LIGHT 1-------' HEAT·COOL -:-

COMMAND RELAY
, I
BLOWER LIMITER
CONDENSER BLOWER I - - - - -- - - --'-:..:.......::......::..-=---<l
RIGHT LANDING GEAR _ _ _--<I AIR CONDITION CLUTCH
DOWN LOCKSW
TACH GEN
GND
1----------... CONDENSER
BLOWER
MOTOR
RELAY
CLUTCH POWER 1----- - - - - ,
Nl speED SENSOR PCB HOT GAS
THEAMQSWITCH
TACHOMETER-
GENERATOR
o
COM PRESSOR
OVERPRESSURE
1 FWD EVAP
HOT GAS
SWITCH
BYPASS VALVE
r- ------
I I HOT GAS
r-----q.-~- I THEAMOSWITCH
?
Il ___ ____ 1
THERMAL RELAY AFT EVAP
o HOT GAS
BYPASS VALVE
COM PRESSOR
UND ERPRESSURE
SWITCH
Figure 21 -30. Vapor Cycle Schematic-UB/C (Low Pressure)

Flight~ty.
I- ~
~ A
B
8
11
C --'
~ 0
r- CABIN TEMP SELECTOR (R1)
12
AIR TEMPERATURE 9
SENSOR (RT104) r '00t 5W
I- 10
B 13
C 2
\,1
E
F
::::::t- ~IGHT
CONTROL f
14
A
f--
- 15
1
4
28VDC
AUTO
HEAT
CABIN AIR 3 COOL
TE MPERATURE
INDICATOR (A224M1)
"-
CABI N TEMPERATUR E
CONTROLLER (E160)
V BLEED AIR
QV ERTEMPERATURE
,-
~ :"","",DETECTOR (E243)
~I
E
-:!:- \
CB83 ~
CAB IN TEMP
CONTROL
I INCREASE
-f B
~
~
D
MS24523·27
MAN UAL TEMP A
- C
(S5) CONTROL SWITCH
~
I J2
DECREASE ~ I '-
ACM BYPASS VALVE
I 17 ~
~: 0---- 4 BLEED AIR CONTROL

MODULE (A317) ,-
(E159)
}6: f j COO
~
11 1:l'- 10 FIGURE 1 7 .SA
13 I
2 1-10-00
I
- 3
'"';'~
0 "'-- / - AIR CONDITION 4
I CLUTCH
7
CR133 1.0
I
5 ~ HEAT
I ~
I AUTO 1
45 1 47
OFF O I 0 ~
44 48 HEAT-COOL
MAN O 0 COMMAND
RELAY (K205)
MAN 43
COOL LI I
~
TO PIN20F
40' LIMIT SWITCH (S259)
CABIN TEMPERATURE } SEE FIGURE 2, 21-52-00
MODE SWITCH (S6)
Figure 21-31. Temperature Control-UE (AUTO, Cool)
21-34 FOR TRAININ G PURPOS ES ON LY

Flight~~ty.
BEECH 1900 AIRLINER MAINTENANCE TRAININ G MANUAL
~ ,--
r4t B
A 8
11
C 1-1
4 12
r
D
r--- CABIN TEMP SELECTOR
A IR DUCT TEMPERATURE 9
SENSE ELEMENT 10; 0
I---- 10
B 13
C 2
E ==r ~IGHT
F CONTROL 't 14
r---
- 15
4
1
28VDC
AUTO
HEAT
CABIN AIR 3 COOL
TEMPERATURE
"-
INDICATOR BLEED AIR
QVERTEMPERATURE CABIN TEMPERATURE
IlL CONTROL BOX
?l DETECTOR
,--
~I
g 5A
CABIN TEMP E
-!-
l
CONTROL
\
t
~
INCREASE
B
MANUAL TEMP
~
D
CONTROL SWITCH
A
C
-r '-
I
DECREASE ACM BYPASS VALVE
I
I 17 COOL
15
I VAPOR CYCLE
I ~ LOWAM8IENT
I LIMIT SWITCH
~ I
I
~ f-l OVERTEMP DETECTOR AIR CONDITION
CLUTCH
0
HEAT
o !I
35
~ 7 HEAT.COOL
I COMMAND
I 38 RELAY
~ I 0
,[-
I E M
AUTO ..;,-
45
OFF 0
I
!
I
47
Op I
BLEED AIR
PRESSUR E
:\ 7
I
I TEST REGULATORS
t A ~ CLOSE
44 48 0 r C
MAN
B ~ OPEN
CABIN TEMPERATURE D
MODE SWITCH
"-
EJECTOR BYPASS
VALVE
Figure 21-32. Temperature Control-UB/C (AUTO, Cool)
FOR TR AINI NG PURPOS ES ONLY 21-35

Flight~ty.
..
--.
~
A
B
C
D
'-'
r-
8
11
12
----' CABIN TEMP SELECTOR (R1)
AIR TEMPERATURE 9
r '00Q5W
SENSOR (RT104)
~
10
B 13
C 2
E
F
:::::t ZIGHT
CONTROL 't 14
A
--'
- 15
1
4
28VDC
AUTO
HEAT
CABIN AIR 3 COOL
TEMPERATURE ~
INDICATOR (A224M1)
CABIN TEMPERATURE
CONTROLLER (E160)
V
BLEED AI R r-
~ OVERTEMPERATURE
51( ~ DETECTOR (E243) E M
-!;-
CB83 ~ 1\
I
7
CABIN TEMP I
CONTROL
-~
INCREASE B ~ OPEN
D
M524523-27
MANUAL TEMP A ~ CLOSE
r- C
~
I J2
(55) CONTROL SWITCH
DECREASE l - r '-
ACM BYPASS VALVE
I r-
r-d' i
14 I
17
0- 4 BLEED AIR CONTROL
MODULE (A317)
(E159)
~
r-
I
!
11 ll'- 10 FIGURE 1
21-10-00
e:5 7 .SA
- 3
COOL
13<;> : CB8 I 1'0-

"'-- V- AIR CONDITION 4
~(
I i CLUTCH
7
I
5 HEAT
I
IAUTO 1
45 1 0 47
OFF O I 0 '-
44 48 HEAT-COOL
MAN 0 COMMAND
MAN 43
COOL rr I -j.
,
TO PIN 2 OF
40 0 LIMIT SWITCH (5259)
} SEE FIGURE 2, 21-52-00
RELAY (K205)
CABIN TEMPERATURE
MODE SWITCH (56)
Figure 21-33. Temperature Control- UE (MANUAL, Heat)
21-36 FOR TRAI NING PURPOS ES ON LY

FlightSafety.
.1t&i .• tIoildl
F~~~FV~~~XlF~____B_L_E_ED=·rA_IRtP~R_E_S_S_U_R_E
RAM·AIR DOOR
SOLENOID LATCH
____ -=LE~FT~STATIC~P~O~R~T~S____--,
CABIN RATE SELECTOR
~=- (:A""N ALTITUDE SELECTOR
!!~mS':l_CABIN PRESSURE CONTROLLER OUTFLOW

VALVE
~'-A"'NAIR SENSE PORT

RIGHT
~_- CliEC; K VALVE STATIC
PORTS
OUTFLOW
CABIN AIR VUL.ulVloTANK

b~~~~:j~~ VALVE
I TERWITH
ORIFICE DIAPHRAGM G:>
TEST
METERING VALVE DUMP
SOLENOID
NUMBER 1
~"j~JOFIMALLY OPEN) (NORMALLY III8Nl
clc:.Sf·
CABIN AIR
PORT
FILTER WITH
NUMBER 2 LEGEND
OR IFICE
• VOLUME TANK PRESSURE
VAL.,oIJ ~M MANIFOLD PNEUMATIC RELAY
o OUTFLOW VALVE CONTROL
• VACUUM
M'I'{Jij'fFf
VI'CL'UM
UM REGULATOR
f1'- REFER TO THE ELECTRICAL SCHEMATIC FOR

[..Y' OPERATION OF THE SOLENOID VALVES
Figure 21-35. Pressurization Control Diagram-All
21-38 FOR TRAININ G PURPOS ES ONLY

Flight~~ty.
PRESSURIZATION SYSTEM va lve is ope n; in th e INST & ENV IR OFF po-

si ti o n, bo th are clo sed.
The pressurization sys te m is designed to pro-
vide a press ure differen ti a l of 5.0 ± . I (UE), OR Th e cabi n pressure co ntrol system cons ists of
4.8 ± . 1 (UA/ B/C) . Bleed air from the co m- two o utfl ow/safety va lves which are vented
pressor sec tion of each eng ine is precooled, overboard to preclude moisture bui ld -up in
and no rmall y mi xed w ith air cycle machine air the empe nna ge . The system a lso contains a
to prov id e th e condi ti oned air th at is used for pressurization con tro ll er.
both temperature co ntro l and pressurization.
The pressurization co ntro ll er, mo unted in the
Bleed air en tering the cabin is co ntro ll ed by the pedestal, controls modulat ion of th e outflow
sw it c hes placard ed " BLEED AIR VALVES, va lves. The ou te r sca le (CAB I N ALT) of the
OPEN, LEFT, RIGHT, ENV IR OFF, INST & dual-scale indi cato r dial indi cates th e cabin
ENV IR OFF." When the swi tch is in the OPEN pressure a ltitude which the con tro ller is set to
position, the environmental flow contro l unit maint ain. T he inner scale (ACFT ALT)indi-
and the pneumatic instrument air va lve are cates the maximum ambient press ure altitude
open. Wh e n the sw itch is in the ENVIR OFF at which the airplane can fly without causing
position, the environmental flow co ntro l unit th e cabin pressure altitude to excee d the va lu e
is c losed a nd the pneumatic in strument a ir se le cted on the o uter sca le of the dial.
TEST
UP
~
t ... •
..i ~
DOWN
LEFT LANDING
GEAR SQUAT
SWITCH (A 107)
PRESS
I ~ *"CRI1 6
... DUMP
+
I ,"""
CABIN PRESSURE
RAM AIR DOOR DUMP SWITCH
S OLENOID VALVE (SI18)
(EI03)
CABIN ~
PRESSURE
CONTROL 5A
(CB84)
~ t CRlt8 CR22t 1: ~
NC -!- -!- NO
CABIN PRESSURE CABIN PRESSURE
DUMP VALVE (E t 05) PRESET VALVE (Et04)
Figure 21-36. Pressurization Schematic-All (Inflight, PRESS)

.
FlightSafety.
~""""
~ TEST •
UP
I
.Q..J.. "
DOWN
LEFT LANDING
GEAR SQUAT
SWITCH (A 107)
PRESS
~ t
CR116
RAM AIR DOOR

-!-
DUMP
CABIN PRESSURE
DUMP SWITCH
I'
+
S OLENOID VALVE (S118)
(E103)
CABIN
PRESSURE
B:o--
CONTROL SA
(CB84)
~ *" CR221 f ~
NC
CABIN PRESSURE
...
CR118
T NO
CABIN PRESSURE
DUMP VALVE (E1 05) PRESET VALVE (E104)
Figure 21-37. Pressurization Schematic-All (Inflight, DUMP)

Flight~ty.
The rate co ntrol se le ctor knob is placarded The cabin pressure sw itch , loca ted on the
" RATE-MIN- MAX." The rate at w hich the pedestal is placarded "CA BIN CLIMB, DUMP,
cabin pressure al ti tude c hanges is controlled TEST." Normal operation is with the switch
by rotating the rate control se lector knob. The in the PRESS position. [n the PRESS position ,
rate of cha nge selected may be from a mini - after take off the preset and dump sol enoid s
mum of approximate ly 200 feet to a maxi - wil l go to their normal unpowered pos ition s.
mum of approximate ly 2,000 feet per mi nute . When thi s sw itch is in the DUMP position the
cab in wi ll depressuri ze. When se lecting TEST
The actua l cabin pre ss ure altitude is continu- the preset an d dump valves will go to their nor-
ous ly indi ca ted by the ca bin a l timeter. ma l infli ght position and the ai rcraft will pre s-
Mounted next to th e cabin altimeter is cabin sur ize on the ground as long as the co ntroll er
vertical speed (CA BIN CLIMB) indicator, it is se le cted to a press ure a ltitude less than the
co ntinuou s ly indicates th e rate at which the field co nditions.
ca bin pressure a ltitude is changing.
TEST •I
UP 0 1 ~
Ire : ~
DOWN I
LEFT LANDING I
GEAR SQUAT I
I
SWITCH (A 107)
I
I
I
I
I
PRESS
i
~ t
CRl16
RAM AIR DOOR

i-
DUMP
CABIN PRESSURE
DUMP SWITCH
I'
t
S OLENOID VALVE (Sl18)
(E103)
CABIN ~
PRESSURE
CONTROL 5A
(CB84)
~
NC
* CRl18
+
CR221
+
1:
NO
~
CABIN PRESSURE CABIN PRESSURE
DUMP VALVE (E105) PRESET VALVE (E104)
Figure 21-38. Pressurization Schematic-All (TEST)

Flight~~ty.
C
CABIN ALl HI
I I
NC~
I CAB DIFF HI
I
I NO
I
0
CLOSES AT 10,000
+0 -500 FEET
ALTITUDE INCREASING
OPENS BEFORE 8500
FEET ON DECREASING
7.5 CABIN ALTITUDE
CB2 S117 CABIN ALTITUDE
ANN PWR WARNING SWITCH
7.5
CB17 29
ANNIND
A146 R CIRCUIT 28
BREAKER PANEL
A127 PWB
MODULE
1 r
A 1 26
l'r J ,-- 27
3~
A126 PWB
41 I-- MODULE
~
~
A141 PCB ~
2
MODULE
~
~
3
1 ~
CLOSES AT 5.25 ± .15

PSID INCREASING
DIFFERENTIAL
S122 SWITCH-
CABIN DIFFERENTIAL
PRESSURE
Figure 21-39. Pressurization Warning Circuit-UE

Flight~~ty.
UNPRESSURIZED VENTILATION NOTES

Ambient air can be supplied to the cabin
through the floor vents when the airplane is de-
pressurized. This is accomplished by going
to DUMP (this releases a solenoid held vent
door) and then manually opening a vent valve
located in the nose ram air duct. The manual
butterfly valve is controlled by a lever under
the copilot's left subpanel labeled "VENT
AIR - PULL ON."
ICABIN ALTITUDE I
:"0-
. I
I
(]
CABIN ALTITUDE
WARNING SWITCH
SWITCH CLOSES AT
12,500 +0/-500
Figure 21-40, Pressurization Warning Circuit-UB/C

FlightSafety.
""'""""'"'
AUXILIARY VOLUME
TANK CONNECTION o CABIN PRESSURE
PNEUMATIC
e RATE PRESSURE
RELAYN ALVE
CONNECTION e REFERENCE PRESSURE
o o REGULATED VACUUM
REGULATED
VACUUM
CABIN AIR
AIRCRAFT{ CONNECTION
FILTER ORIFICE
ELECTRICAL
SYSTEM
t
REFERENCE PRESSURE
THIRD METERING VALVE RATE DIAPHRAGM
ELEMENT METERING VALVE
{
FOLLOWER SPRING --~~t::::-:;::'~!l..!!
-~~!!:=:;~
RATE CONTROL VALVE
RATE SPRING ;;=:""::;:'-fijJ
SECOND ~~~~~_-- SEALING DIAPHRAGM
ELEMENT { CHECK VALVE --;c; ~
RATE CONTROL VALVE
ABSOLUTEBEI_LO'W~; ---~~~~ POSITION ACTUATOR
FIRST LIGHT BLOCK

ELEMENT
CABIN ALTITUDE _ _ _ _ __
SELECTOR KNOB
FACE VIEW OF CONTROLLER
Figure 21-41. Cabin Pressure Controller Diagram

FlightSafety.
.".... _tlui'"
LEGEND
D CABIN AIR PRESSURE
D TRUE STATIC ATMOSPHERE
D OUTFLOW VALVE CONTROL
Figure 21-42. Outflow Valve Diagram

Flight~ty.
BEECH 1900 AIRLINER MAINTENA NC E TRAI N I NG M ANUAL
o CABIN PRESSURE
e REFERENCE PRESSURE
o REGULATED VACUUM
o OUTFLOW VALVE CONTROL PRESSURE
CONTRO L
PORT
CABIN AIR INLET

OUTFLOW
CONNECTION
WITH OR IFICE VALVE
PORT
METERING VALVE
FOLLOW-UP SPRING
METERING
VALVE
METERI NG
VALVE SEAT
Figure 21 -43. Pneumatic Relay Diagram
21-46 FOR TRAINING PU RPOS ES ONLY

Flight~ty.
QUESTIONS
1. Which of the following is true with the 5. An overpressure or temperature condi-
bleed-air valve switches in the OPEN tion in the bleed-air system causes
position and the engines running1 which of the following to occur'?
A. Both pressure regulators and the in- A. The through valve, bypass valve, and
strument air SOVs are open. instrument air SOY all lose power.
B. The pressure regulators are open and B. The pressure regulators , bypass
the instrument air SOVs are closed. valve, and through valve lose power,
C. The through valve and bypass valve and instrument air SOY closes.
are both open. C. The pressure regulators, bypass valve,
D. The through valve and bypass valve and through valve lose power and the
are both closed. instrument air SOY remains open.
D . The through valve opens, bypass
2. With no electrical power or pneumatic valve closes , and the pressure reg-
pressure on the aircraft, what are the ulators and instrument air SOY
positions of the through valve and by- are depowered.
pass valve 1
A. Both val ves are open. 6. On UB/C models, the pressure regula -
B. Both valves are closed. tor is readjusted to a pressure of 3[704}·
to permit system testing.
C. The through valve is open and the Hca{-t. 0 .le1( ' ll,C psi IIi, j),,,,,,dL'f .
by pass is closed. 1'0 f".t....,.,5~ ..... ~ .,.;..........; .:~
D. The through valve is closed and the 7. When a new air-conditioning compres-
bypass is open. sor is installed, it should be serviced
with approximately ounces
of compressor oil.
3. Automatic operation of the bleed-air
system should provide air to the ACM
at a temperature of 450~ "I; ,and 8. The air-conditioning (;ompressor will
a pressure of 33 -+ :? . shut off automatically when:
'K. The ACM bypass va lve closes fully.
4. The three mai n rotating parts of the ACM B. The ejector bypass valve opens fully.
are refe.rred to as eo<l'n Pl«Z-56iOl\ , C. The ACM bypass starts to open.
l.'Jv Y;2 6>1 'I::'"~
o;>..<.pctr,,, d\S ' an d Go" Tf"O'C....I·.,.....-P,4>.l.
. -0 r~· . D. The ACM bypass valve opens fully.
9. The vacuum regulator for the

j2fessurization system is located
?rLC'T .If\ll-n, cd ~\.j dole. f\.~ ' I
7 o ,,,,, i2. .l

Flight~~ty.
10 . T he pa rt th at is co nsid e red a ga in dev ice 14 . Au tomati c te mp era ture co ntro l re li es

to direc t ly affec t the outfl ow/s afety upon info rm a ti o n fr om :
val ve operation is th e: A. Th e te mperature co ntrol rheos tat
A. Pneumatic re la y B. A duct te mperature senso r
B. Pre ss uri zation con troller C. A cabin te mpe rature se nso r
e. Al titude pre ss ure reg ul ator D . All th e abo ve
D . Vacuum regulator
15. A left ove rtemp erature co nditi on in the
11 . How o ften is the vacuum regul a tor filte r bleed -air supply line should illuminate:
c leaned ? ""2-(.'0 l.J ev,;)s _ A. The left ENYIR FAIL annunci ator
B. Th e left E NYIR OFF annun c iator
C. Either A or B
12 . T he ca bin le ak rate sh o uld not exceed :
D . Both A and B
A. 1,200 fpm
B. 1,600 fpm
c. 2,000 fpm
D. 2,400 fpm
13 . On engine start , if the bl eed-air switches are

in the INST and ENYIR OFF pos ition, what
h app ens when ENYIR OFF is selected ?
A . Th e outflow/sa fety valv es c los e
and the bleed-air pres s ure regula -
tor closes.
B. Th e ou tflow/sa fety valv es o pe n and
th e in strum e nt air SOY valve s open .
e. T he outflow/s afety val ves do not
move; they remai n open .
D . The in strument air SaYs will be
powered open so that th e o utfl ow/
safe ty val ves can open .

Flight~ty.
CHAPTER 22/23/34
AVIONICS
CONTENTS
Page
INTRODUCTION ... .. .... .... ..... ........ ....... ...... .... ... ........... ... ........ .. .. ...... .... ... .... ... .... ... .. .... .... ... . 22-1
INSTALLED AVIONICS ... ...... ... .......... .. ..... ..... ..... ............... .. ......... ....... ... .... ............ ... ........ 22-1
Standard Equipment .. .. .... ... .. .......... ..... .. ...... .... ..... ..... .. ......... .. ......... ....... ..... .... ..... ... .. ..... 22-1
Optional Equipment .... ... .......................... ............ ..... .. .. ............... ... .. .... .. .. ...... .... .. .. ... .... 22-3
AVIONICS POWER DISTRIBUTION ... .... .. .. ... .... .. ... ... .... .. .. ... ... .. ...... .. ...... ... ......... ..... ..... 22-19
PITOT STATIC SySTEM .... .. .... ......... .. ....... .. ......... .. ......... .. ......... .. .... .. .... .. ... ... ......... .... .. ... 22-23
PlTOT STATIC lNSTRUMENTS .. ... .... ....... ... ......................................... .. .......... .. ... .. ... ..... 22-27
Airspeed Indicators ........ ...... .. ... ..... ... .. .. ... ...... ......... ... .... ..... .. .... ... ..... .... ... .. ..... .. .. ... .. ... 22-27
Instantaneous Vertical Speed Indicators .... .. .. .... ...... .. ..... .. ... .. ........ ... .. .. ............. .......... 22-27
Copilot's Encoding Altimeter ....... ... ........ ... .. ... .... .... ..... .... ... .. ..... ... ... .... ... ... ..... .. .... .. ... . 22-27
570-24929-412 Encodin g Alti meter ....... .. ........ .. ......... .. ..... .. .... .. ....... .... ...... ... ........ .. ... 22-27
Meggitt Encodin g Altimeter .... .. ............................................. ................. ... ... .. ... .. .... ... 22-27
ELECTRONIC FLIGHT INSTRUMENT SYSTEM (EFIS) ... .. ............... .......................... 22-31
General ...................... ...... .......... ....... .... .... .. ....... ... ... ...... .. ............ ... .......... .... ...... .. ........ 22-31
System Overview ... ............. .... ... .... ... ... ..... ...... .... .. ....... .. .. .... ... ... .... ..... ... ...................... 22-31
EFIS COOLING FANS ...................... ...... ..... ....... ..... ............... .... ... ..... ..... .. .......... .. ... .. ....... 22-33
PS-835C EMERGENCY POWER SUPPLy ........ ... .. ................ ..... ...... ....... ... ... .. .... .... ...... 22-39
General .. ... .... ... ... ....... ......... ... ..... .. .. .... .... .. ..... ........ .. ..... .................... ... .. .... ..... .... .......... 22-39
Power Input ........ .. ... ........ .. .... ..... ... ... .. ......... ......... .... ... .. .. .... .... ....... ...... .. ... ..... .............. 22-39
Battery Heating ..... ..................... .... ....... .... ... ......... .... .. .. .. ..... ... ..... ....... ...... ..... ...... ... ..... 22-39
Over-Temperature Protection .... .. .... ..... .... ... .... ...... .... ... ......... ...... .. .. ... .... .... ... ...... ... ..... 22-39

Flight§~~ty.
Battery Voltage-Level Detection .. ..... ...... ... ............. ......... ............... ........... ............. .... 22-39
Battery Testing ............................. .......... ................. ... ....... .... ..... ............. ...... ..... .......... 22-39
EFTS Power System Operation .......................... .......................................................... 22-41
STANDBY ELECTRIC GYRO HORIZON SYSTEM ............................................ ...... .... 22-47
General............................... .. .................. ................................ ................... ......... .... ..... . 22-47
Electrical Power..................................................... ................ .... ....... ... .. ...... ... ......... .... 22-47
Controls .............................................. ............................... .. .. ...... .................. .............. 22-47
Gyro Horizon ............................................ .. ... .. .. .................................. ........................ 22-47
AUTOPILOT FLIGHT DIRECTOR/YAW DAMPER SySTEM ....................................... 22-51
General ................................................... ..... ...... .... .... ........ .... .. ................ ........... ... ....... 22-51
APS-65 Autopilot System .................................................... ... ... ...... ...................... ..... 22-51
FYDS-65 Flight Guidance Yaw/Damper System .................................. .. ......... .. ......... 22-53
Yaw Damper System ....................................................... ...................................... ...... 22-53
Autopilot, Flight Guidance, and Flight Guidance/Yaw Damper Computers ............... 22-53
APP-65A Autopilot Panel ........................................................................................... 22-53
FCP-65 Flight Control Panel ............................................................................... .... .... 22-54
SVO-65 Servo/SMT-65 Servo Mount................. ........... ..... ................. ...... .... ........... ... 22-54
332D-ll T Vertical Reference ...................................................................................... 22-54
ADS-65 Air Data Sensor................................ .............................. ....... ........... ............. 22-54
Altitude Preselector/Alerter and Air Data Computers ................................................. 22-54
SSS-65 Slip/Skid Sensor............. ................... ..................... .......... ............. .. .... .. ...... ... 22-55
NAC-80 Normal Accelerometer ................ .. .................................................... .......... .. 22-55
YRS-65 Yaw Rate Sensor ............................................... ..... ...... .... .............................. 22-55
EFTS System Display Processor Unit ..................... ............... ... ................................... 22-55
22-ii FOR TRAINING PURPOSES ONLY

Flight§~~ty.
AUTOPILOT SYSTEM EXTERNAL SWITCHES ... ........... ... .. .. ..... .... ............. .............. .. 22-55
Control Wheel Disengage Switches ................... ...... ............................................... .... 22-55
Pitch Sync and CWS Switches ........................... ... ...... .. .............................................. 22-55
Go-Around Mode Switches (GA) ....................... ............................. ........................ .... 22-56
Trim Switches ........................... .. ...... ... ... ......................... ................. ............... .. ...... ... . 22-56
Autopilot System External Annunciators ................................. ... .............. .. .. .............. 22-59
RUDDER BOOST SySTEM ...................... .. ... .. ............ .. ...................... ............................. 22-61
General .... ...... ... .. ......................................... ........ ....... ................. ....................... .... ...... 22-61
Operation ... .. ................... ........................ .... ... .......... ...................... ... ................. ....... ... 22-61
ELECTRIC ELEVATOR TRIM SYSTEM ......................................... .. .............................. 22-63

VHF-22A VHF COMM TRANSCEIVER .................................................... .. .................. 22-65
General..... ................ ............ ... ........ ... ... ... .. ..... ................................ ... .......................... 22-65
AUDIO SYSTEM ............... ........ ......... .... .... .. ......... .. ... .. .......................... ... ........................ 22-67
General ......... ...................... ............... ........................ ... ............. ..... .. ............................ 22-67
COCKPIT VOICE RECORDER (CVR) ........ ...................... ... .. ............. .................. .. ........ 22-69
General........ ...... .. .. ..................... .. .. ......... ....... ...... ..... .... .. ..... ............. .............. ... ........ .. 22-69
Components ................ ...... ........ ...... .... .... .................. .... ........ ... .. .... ...... ... ..... ...... ....... ... 22-69
Self Test ............................. .............................. ...... ..... ................. .... ..... ...... ..... ..... ....... 22-73
FLIGHT DATA RECORDER (FOR) ................................................................................. 22-75
General. .............................. ....... .............. ....... ........ .. ......... ... .. .. ....... .. ... ... .... ..... ... .... ..... 22-75
Components .... .................. ..... ... ...... .... ............................................... .. ............. ... ........ 22-75
EMERGENCY LOCATOR TRANSMITTER (ELT) ........... ............. ........... ............ .......... 22-79
General ...................... .. .......... .. ..... .. .......... ...... .... .... ...... .. .. .. ..... .. ........ ... ....... ..... .... ........ 22-79
Signal Flows ...... ... ...... ....... .. .. ... .... .. .... ....... .... ....... ... ..... ........ ... ... .... .... ... ...... ...... ... .... .. . 22-83
Maintenance Considerations ......................... .. ............................................. ....... ..... .... 22-83

Flight~ty.
BEECH 1900 AIRLINER MA INT EN A NCE TRAINING MANUAL
ILLUSTRATIONS
Figure Title Page
22-1 Av ionics Units Location ............ .. ..... .... ........... ........ ..... ......... .. ... ......... ................. .. 22-4
22-2 Avionics Units Location Left Avionics Bay .. .... .. .. .. .. ... ...... ..... .. .................... .. ...... 22-7
22-3 Avi onics Units Location Ri ght Avionics Bay ...... ...... ... .. .. .. .. .... .... .. .... .. ......... .. .... .. 22-8
22-4 Pedestal Layout .. ...... .. .. ..... ..... ... .. .. ... ........ ... ....... .... .... ....... .... ...... .. ................. ........ 22-9
22-5 Control Wheel Switches ........... .. .. ......... .. .. .. ....... .. ... ...... .. .... .. .... .. ......... .. .. ........ ... 22-10
22-6 Antenna Locat ions .. .. ................ .. ...... ... ........ ....... .. ......... .. .. ........................ .......... 22-11
22-7 Av ionics Strut Switch Interface .......................... .. .............. .. .... .. .... .. ........ ......... .. 22-12
22-8 Avi oni c DC Power Buses .............. ................ .... ....... ...... .. ....... .. .. ........ .. .... ... .. .. .. .. 22-18
22-9 Avioni cs Relays - UBIC .. .... .. ...... .. ..... .. .. .... .. ... ........ ... .... .. .. ................ ... ..... .... .... .. 22-20
22-10 Avionics Re lays-Simplified (UB/C) ...... ........... ... .. .. .. .. ... .. .. ...... .......... .. ............. .. 22-21
22-11 Pitot and Static System ...... .. ........ .... .. .. ...................... .. .. ...... .. ... .... ... .... .... ...... .... .. 22-22
22-12 Pitot Static System Schematic Flight Director Installation .... .. .. .. .... .... ..... .... ...... . 22-24
22-13 Pitot Static System Schemati c Autopi lot In stallati on .. .......... ........ .. .. .. .... .. .. ........ 22-25
22-14 Airspeed Indicator ...... .... ... ....................... ..... .. ......... .... ....... .. .... ...... ...... .. ... .......... 22-26
22-15 In stantaneous Vertical Speed Pointer ......... .. .. .. ...... ....... .. .... .. ..... .... ........ .. ........... . 22-26
22-16 Meggitt Encoding Altimeter .... .. .... ................... ........ .... .. .. ..... .. .. .. .. ...... .. ..... .. ... .. .. 22-26
22-17 Airspeed Warning and Copilot Encoding Altimeter .. .. ..... ... ........ ........ .. .... .. .... .. .. 22-28
22-18 EFIS System and Interface EFIS-84 (4 Tube) .. .. .. .. ............... .. ...... .... ........... ....... 22-30
22-19 EFIS Display Cooling Blower Installati on ........ ....... .. ..... .. .... ...... ... .... ... ... .. ........ . 22-32
22-20 EFIS Cooling Fans System .. .. ..... .. .... ................. .. .............. .... .. .. .. .... .... .. .. ....... .. ... 22-34
22-21 Avionic s Junction Box .. .. ... ... .. ....... .. .. ...... ... ... .... .. .. ..... .. ... ........ ......... ... .. .. ... ....... .. 22-36
22-22 PS-835C Emergency Power Supply (Internal Wirin g Schemat ic) ....... .. .. ..... .. ..... 22-38
22-23 PS-835C Emergency Power Supply (Ex ternal View) ........ ...... ...... .. .. ...... ..... .... ... 22-38
FOR TRAINING PURPOSES ONLY 22-v

Flight~ty.
22-24 EFlS AUX Power Panel Controls .................. ..... ..... ... .. ..... ....... .... .. .. ...... ......... ... . 22-40
22-25 EFlS Power System (Condition I).... .. .... ...... .. .... .. .. .............. .. .. ............ .. .. .. ......... 22-42
22-26 EFlS Power System (Condi tion 3)............ .. ........ .. ........ .. ...... .. .. ................ .... ....... 22-44
22-27 Standby Horizon System Control sIDispl ays ................ .. ........ .... .. ............ .. " .. ".... 22-46
22-28 Standby Horizon Power System .. .. ...... .. ............ " .... " .. .... ................ .. .. .. .... .. ...... " 22-48
22-29 Dual APS-65H Au topi lot System ........ .. ........ .. .. ...................... .. ........ .. " .... .... .. .... 22-50
22-30 Dual FYD-65H Flight Director/Yaw Damper System .................... .. .......... .. ....... 22-52
22-31 AutopilotlFlight Director Annunciators ........ ..... ..... .... .. .... ......... ........ .. ........ ... ... .. 22-58
22-32 Rudder Boost System .... ......... .. ...... ........... ............................ .... .... .......... ... ..... .. .. . 22-60
22-33 Elevator Trim System with APS-65 Autopilot (No. I Computer Interface) .. .. .. .. 22-62
22-34 VHF-22 Comrn Radio Controls/Displays ........ .. .... ". .... .. .. .. ...... ..... .. ...... .. ............ 22-65
22-35 Pilot's Audio Controls .. .......... ..... .... ............ ..... .. ... .. ..... .. ..... .. .... .... ..... ..... ...... ....... 22-66
22-36 AlOOS Cockpi t Voice Recorder Components/Location .......... " .......................... 22-68
22-37 FA2100 Cockpit Voice Recorder Components/Locations ................................... 22-70
22-38 Cockpit Voice Recorder Control Panel .... .. ........ ..... .. ......................... .. ................ 22-72
22-39 Flight Data Recorder Installation...... .. ...... ......... ... ...... .... ... .. ............ .. ..... .. ...... .. ... 22-74
22-40 FD R Prop Beta Switches .. .. ........ " ...... .. ........ ... .. ..................... .. .... .............. " .. ..... 22-76
22-41 FD R Flap Position Switches.............. ..................... ..... .. .. .. ...... ........... .. .. .. ... .. ...... 22-76
22-42 Emergency Location Transmitter Installation"...... .. ................ .. ....... .. ..... .. .......... 22-78
22-43 Emergency Locator Transmitter Artex ....... .. ................... .. ... .. .. .. .. .......... .. " .... .. .. . 22-80
22-44 ELT!Battery Pack Exploded View .................. .. .. .. .. .. ........ ".......... .. .......... .. ........ . 22-82
22-vi FOR TRAINING PURPOSES ONLY

Flight~~ty.
TABLES
Table Title Page
22-1 Avionics Acronyms Glossary .. .. ... ......... .. .. ...... ... .. ... ......... ...... ... ... ..... ...... ..... .. ...... 22-13
22-2 CTL-22 COMM Con trol, Co ntrol s and Indications ....... ......... ... ................. ... ..... 22-64
FOR TRAINING PURPOSES ONLY 22-vii

Flight~ty.
CHAPTER 22/23/34
AVIONICS
INTRODUCTION
This chapter presents the avionics systems installed in the 19000 aircraft as standard
installation systems and also optional equipment. All the systems covered are factory
installed systems . Also covered in this chapter is the avionic units location in the air-
craft. Antenna location is also covered. An avionic acronyms glossary covering the
acronyms that can be found used in the 19000 aircraft is included.
INSTALLED AVIONICS
STANDARD EQUIPMENT
The 1900D Aircraft comes equipped with the • Pilot's EADI Electronic Attitude
following Avionics Systems as Standard Director Indicator 4x4" Color CRT
Equipment: Display
• Pilot ' s EHSI Electronic Horizontal
Dual Collins EFTS-84 System Electronic Flight Situation Indicator 4x4" Color CRT
Instrument System, which includes: Display
• Dual DPU-84 Display Processors • Copilot's EADI Electronic Attitude
• Dual DSP-84 Display Select Panel Director Indicator 4x4" Color CRT
Disp lay
FO R TRAINING PURPOSES ONLY 22-1

Flight~ty.
BEECH 1 900 AIRLIN E R MAINTENANCE TRAINING MANUAL
• Copilot's EHSI Electronic Horizontal DME-Dual Collins DME-42 s with Antennas.

Situation Indicator 4x4" Color CRT DME information di s played on EFIS-84
Display Systems
• EFIS Standby Power System PS-835C
Emergency Power Supply Radar Altimeter-Collin s ALT-55B with
Readout in EADJ-84s and Dual Antenna s
Dual Flight Director/ Yaw Damper FYDS-65
Systems, which includes: Pilot ' s Encoding Altimeter- Allied Signal
KEA -346 with KAS -297 A Altitude Alerter
• Dual Collins FYD-65H Flight
Director/ Yaw Damper Computer Copilot's Encoding Altimeter - Meggitt
• Dual Collins 332-IIT Vertical Gyros 28004-0 1-02
• Dual Collins ADS-65 Air Data Sensors Audio System- Dual Audio Sy s te m with
• Dual Collins FCP-65 Flight Control Independent Microphone Selection and
Panel s Receiver Selection ; Voice Activated
Interphone between pilot and copilot; ground
RMI- Dual Collins RMI-36 ' s with VOR-I/ COMM switch tied to No. I COMM , pilot/
ADF on Single Needle and VOR-2/ADF on copilot audio ; cabin paging selection
Double Needle:
CVR-L3 Communicat ions AIOOS Cockpit
• No. I RMJ Card from No.2 MCS-65 Voice Recorder with CVR Control Unit , Area
• No.2 RMT Card from No. I MCS-65 Microphone Impact Switch and Underwater
Locator Beacon
Compass Systems-Dual MCS-65 Digital
Compass Systems: GPWS Ground Proximity Warning Sy stem-
Sundstrand Mark VI
• No.1 System provides Heading to No. I
EFTS and No.2 RM [ Weather Radar- Collin s WXR-840 , Color
• No.2 System provides Heading to No. Radar with Control and Antenna; displayed on
2 EFlS and No. I RMI pilot 's and copilot's EHSJ
COMM I- Collins VHF-22 A Transceiver with GPS - Global Positioning System Allied
CTL 22 Control and Antenna Signal KLN -90B GPS IFR Certified Enroute
and Non-Precision Approach (BRNAV ap-
COMM 2-Collins VHF-22A Transceiver with proved)
CTL-22 Control and Ante nna
Standby Gyro Horizon- J.E.T. 2-lnch Standby
NAV I-Collins VIR-32 VOR/LOC/GLS/ Horizon Indicator with PS-835C Emergency
MKR Receiver with CTL -3 2 Control and Power Supply
Antenna (Course indicator is part of No.1 EFIS)
Flight Data Recorder- Fairchild F 1000 Series
NAV 2-Collins VIR-32 VOR /LOC/GLS / Flight Data Recording System with Reco rder,
MKR Receiver with CTL-32 Control and Impact Switch and Accelerometers and
Antenna (Course indicator is pan of No.2 EFTS) Underwater Locator Beacon
ADF- Collins ADF-462 with CTL-62 Control ELT-Artex I 10-4 ELT with Remote Flight
and Antenna Deck Switch
ATC Transponders- Dual Collins TDR-94's Inv e rters - Dual KGS SPC - 1O (P) 250VA
with Single CTL-92 Control and Dual Inverters with Failure Lights
Antennas

Flight~ty.
BEECH 1900 AIRLINER MAIN T EN A NCE TRA INING MANUAL
OPTIONAL EQUIPMENT NOTES

The following optional equipment may be
installed:
Dual Autopilot APS-65H System s, which

i ncl ud e s:
• Dual Collins APC-65 Flight Director/
Yaw Damper Computer
• Dual Collins 332-11 T Vertical Gyros
• Dual Collins ADS-65 Air Data Sensors
• Dual Collin s FCP-65 Flight Control
Panels
• Collins APP-65A Autopilot Panel
• Collins ADS-85 Air Data System,
which includes:
• ADC-85 Air Data Computer
• ALI-80A Encoding Altimeter
• PRE-80C Altitude Alerter
B.F. Goodrich TCAS 791 (TCAS I)
High Frequency Communication s-Allied

Signal KHF-950 H.F. System
ADF (No.2 System)-Collins ADF- 462

Receiver with Control and Antenna
Weather Radar- Collins TWR-850 Turbulence

Weather Radar System
Refer to Figures 22- I through 22-6 for avion-

ics locations. Figure 22 -7 shows the avionics
strut switch interface. Refer to Table 22-1 for
the 1900D Avionics Acronyms Glossary.

Flight~ty.
TOP SHELF
LOWER FORWARD SHELF \ ~ !: ; tJO
WEATHER RADAR MIDDLE

51@
SHEL~ ~ _ _---.J
BOTIOM SHELF FORWARD PRESSURE

BULKHEAD
VERTICAL ACCELEROMETER \ VIEW A
(LOCATED UNDER .., •
THROTILE OUADRANT) " ' ..
A :
AIR DATA MODULE ..•. . SKID SLIP SENSOR
(LOCATED UNDER ..' LO
GPWS COMPUTER I"" TCAS COMPUTER

(LOCATED UNDER h DO ~ (LOCATED UNDER BAGGAGE BAY FLOOR)
BAGGAGE BY FLOOR)
(LOCATED UNDER FLOOR) 0 (LOCATED UNDER FLOOR)
ELEVATOR TRIM SERVO

(LOCATED UNDER FLOOR) -r----
~~
RAD ALTTRANSCEIVER ALT-55
(LOCATED UNDER FLOOR)
~
CVR IMPACT SWITCH
FDR IMPACT SWITCH (LOCATED UNDER FLOOR)
~ I COCKPIT VOICE RECORDER
FLIGHT DAT RECORDER~ (LOCATED UNDER FLOOR)
RUDDER SERVO~
7~~
NO. 1 FLUX VALVE NO.2 FLUX VALVE
Figure 22-1. Avionics Units Location (Sheet 1 of 3)

FlightSafety.
. ,Ia . elioiiill
AVIONICS JUNCTION 80 xl ~TA

(BOnOM)
COMPUTER
r-----
KA.90 I No.2DME-42 (TOP)
- - -- _ ...
No.2 DG8-65
No. 1 No. 2 COMPASS
332D-l 1T 3320·11 T SYSTEM GYRO
AVIONICS
RELAY VERTICAL VERTICAL
RACK GYRO GYRO
No.10GS-65
U U COMPASS
SYSTEM GYRO
r - -- , r - --
I NO. 2 ADF-462 0 r- I No, 1 AOF-462
,
'- - - - - - - - ---Y-: L-~~ - - - - - - -'
/ \ MIDDLE SHELF
VRS·65 ANNUNCIATOR
•
YAW RATE SENSOR POWER SUPPLY
FORWARD
No.2 FYD-65
(TOP)
WITHOUT AUTOPILOT VORILOC GLS MKR
WITH
____________________-,r-__________r-____-r__\ _______
AUTOPILOT \~-----L COUPLEAS
\
No.2 APC-65
No.2 YIR-32 (TOP)
(TOP)
NO.2TDR·94
(TOP)
No. 1 DPU-54 No.2 DPU-84

DISPLAY PROCESSOA UNIT DISPLAY PROCESSOR UNIT
No.1 DME-42
BOTTOM SHELF
FORWARD
FOR TR AINING PU RPOSES ONLY 22-5

Flight~~ty.
r- No.2 No.1 r-
ADS-65 ADS-65
PS-835C
STANDBY
GYRO HORIZON ---r--.L
AUTOPILOT
TRANSFER
RELAYS
-\- r-\- ~
PS-835C
EFIS STANDBY
BATTERY PACK POWER BATTERY
AVIONICS PC B PACK
BOARD RACK
L--
- -
LOWER FORWARD SHELF
FORWARD
DB437 DB437
PILOT
AUDIO
r
oPILO
AUDIO
AMP AMP
I \
DB207 DB605
PASSENGER AURAL
SPEAKER WARNING
AMPLIFIER TONE
GENERATOR
•
FORWARD
TOP SHELF

No.2 DME
No.2 COMPASS
DME-42 AIR DATA
NO. 1 COMPASS SYSTEMDGS-65
COMUTER
SYSTEMDGS-65
ADC-B5
ID
No. 1 ADF m
ADF-462 m
..
()
:z:
.." CD
o 0
-,.
::rJ No. 2 AUTOPILOT 0
-; COMPUTER
::rJ
APC-65H
~ :III
Z
Z
G) No.2 PS-B35C BATTERY
-
I'"
Z
m
"1J PACK EFIS STAN DBY :III
C POWER
::rJ NO.1 AUTOPILOT ;;::
"1J
o(fJ COMPUTER »
APC-65H z
m -;
(fJ m
NO.1 DME
oz z
DME-42 »
~ z
()
m
-;
::rJ
»
z
z
G)
;;:: ::!!
-.
NO.2 DISP LAY No.2 TRANSPONDER » (C
z
~
PROCESSOR No.1 TRANSPONDER TDR-94
UNIT DPU-B4 c
»
I~....
TDR-94
r
I\)
I\)
....,• Figure 22-2. Avionics Units Location Left Avion ics Bay
":<
AVIONICS
S:lINOIAIf
I\)
,
I\)
0:> AVION ICS RELAY No.2 PS-835C BATTERY

AV IONICS JUNCTION RACKS PACK STANDBY HORIZON
BOX
No.2 NAV III

RECEE IVER
m
VIR-32
m
()
:z:
...
III
-n 0
o:0 0
:-
-i I>
:0
» GPSINTERFACE :a
Z
Z
G)
UNIT KA-90
-zm
r-
-U ::a
C
:0
No.1 NAV s::
-U RECEIVER »
o
(fJ
VIR-32
z
m -i
(fJ m
o Z
z »
z
'< ()
m
-i
:0
»
Z
Z
G)
No.2VHF No.1 DISPLAY

s::
»
z
"=
CO
TRANSCEIVER
VHF-22A
PROCESSOR
UNIT DPU-84
c
» ~~
i~
r
Figure 22-3. Avionics Units Location Right Avionics Bay

-
':C
AIR DATA COMPUTER
SWITCH
EFIS POWER EFIS REVERSIONARY

CONTROL PANEL SELECT PANEL
NO.1 DISPLAY ALLONH02
..
ALLON"'02
III
/'
No.2 DISPLAY
CONTROL PANEL " "
DSP·B4
!UYeAl. ~.
'"
..
'"
ItI,YII.I.U m...
~
","'",
" ,
~ .,/ CONTROL PANEL
DSP·B4
In
In
n
"T1 AUTOPILOT CONTROL WEATHER RADAR

..
Z
CD
0
0 PANEL APP·65A CONTROL PANEL 0
JJ
-l WXR·B5O I>
JJ
l> :D
Z r-
Z CABIN BRIEFER CONTROL Z
Q PANEL HUCAB·l In
"1l :D
c s:
JJ
"1l l>
0 FLIGHT CONTROL
Z
(f)
AND POWER STEERING -l
m
(f) PANEL m
0 z
Z l>
Z
~ ()
m
RUDDER BOOST __________
YAW CONTROL -".... ~ ,~,
II~'"~
,_. t -l
JJ
COCKPIT VOICE RECORDER l>
TEST SWITCH
/ CONTROL PANEL Z
Z
ELECTRIC TR IM /
SWITCH eoev<T\OC£ RECQRDEA
H~
Q
s:
l>
-
"T1
cD'
~~
Z
c
YAW DAMPER / l>
I~
ENGAGE SWITCH r
(NO AP SYSTEMS ONLY)
I\)
I\)
Figure 22-4, Pedestal Layout r+
• ':<
'"
AVIONICS
INTERPHONE
SWITCH
- _ _ MAP LIGHT
TRIM SWITCH SWITCH
(SPLIT SWITCH)
AUTOPILOTIYAW DAM PER

DISENGAGE SWITCH (FIRST LEVEL)
ELECTRIC TRIM DISABLE
SWITCH (SECOND LEVEL)
PILOT' S CO NTROL WHEEL SW ITCH

(VIEW LOOK IN G FORWARD)
MICROPHONE
ATC IDENT
KEY SWITCH
SWITCH
PILOT'S CONTROL WHEEL SWITCH

(VIEW LOOKIN G AFT)
GO AROUND
TRIM SWITCH
(SPLIT SWI TCH)
MAP LIGHT
SWITCH
AUTOP ILOTIYAW DAMPER
,,[)ISI'NC;A(;E SWITCH (FIRST LEVEL)
ELECTRIC TR IM DISABLE
SWITCH (SECOND LEVEL)
COPILOT' S CONTROL WHEEL SWITCH

(VIEW LOOKING FORWARD )
INTERPHONE
SWITCH MICROPHONE
SWITCH
ATC IDENT
SWITCH
CO PILOT' S CONTROL WHEEL SWITCH

(VIEW LOOK IN G AFT)
Figure 22-5. Control Wheel Switches

TeAS DIRECTIONAL ANTENNA III
COMM No. 1 ANTENNA

VORILOC ANTENNA
(LEFT & RIGHT SIDE) "'"'
n
"Tl
WEATHER RADAR ANTENNA
(INS IDE NOSE CONE)
GPS ANTENNA
ELT ANTENNA
(RIGHT SIDE OF FIN) ~
..
:z:
10
o
:rJ
0
0
...,
-,..
JIo
~OQ
:rJ
» :II
z
z
000 Z
G)
-0
C
:rJ
-0
cJ - "'
:II
:;::
»
oen
m
RADIO ALTIMETER ANTENNA
...,z
en OME No. 1 ANTENNA m
oz z
RADIO ALTIMETER ANTENNA »
~
TRANSPONDER ANTENNAS z
No.1 RIGHT (")
GUDE$LOPE ANTENNA TeAS OMNI - DIRECTIONAL ANTENNA
No.2 LEFT m
(INSIDE NOSE CONE)
COMM No.2 ANTENNA ...,
:rJ
AOF ANTENNA
»
OME NO. 2 ANTENNA z
z
G)
~
MARKER BEACON ANTENNA :;::
»
=
(Q
z
c
»
a:
I\)
;-
I~m.
......
,
I\)
Figure 22-6. Antenna Locations ':(
AVIONICS
S:JINOIAIf
I\)
....,
I\)
A024
I\)
. ,, TO AIR DATA COMPUTER ADC-8S
CR4
AU~~-" ~~ -~-
, ON ANN RELAY
,, ONDER MODES INHIBIT RELAY

III
1'/1
, R 1'/1
n
_ GND
,, OWER ON RELAY COIL :z:
...
-n
o
::0
---1
::0
~ SA
BATTERYBUS
C829
..:c.. 1~
~ ~
-'-
; AIR
... e
l
OWER OFF RELAY COIL
DATA RECORDER SYSTEM
IT COMPUTER
CO
0
0
JIo
:II
Z
Z
Gl
AVION ICS
MASTER .
...- _
STRUT
SWITCH
RELAY
, IT COMPUTER
-
r-
Z
1'/1
"U CR3 K013 :II
C
::0 .... S AIR
AUTOPILOT PCB s:
;..
"U A024
o
(fJ
4
~;-..., Z
m
(fJ
, ETER ---1
m
GRN
oz JT ER CUTOUT PCB Z
;..
SWITCH (UE-161 thru UE-261 without KIT 129-3004)
Z
'< ()
m
---1
::0
;..
Z
........ 11 AlA
10 • • z
Gl
TO COCKPIT VO ICE RECORDER UNIT s: ::!!
-,
~ 12GRN ;.. CC
RIGHT STRUT
SWITCH
z
c ;r
I~...
;..
TO CVR CONTROL UNIT r
Figure 22-7. Avionics Strut Switch Interface

':<
Flight~ty.
Table 22-1. AVIONICS ACRONYMS GLOSSARY
1/20 Half Bank
ACT Active
ADC Air Data Computer
ADF Automatic Direction Finder
ADM Air Data Module (GPWS System)
ADS-65 Air Data Sensor (Au topilot System)
ADS·85 Air Data System
AH Arti fi cial H orizon
AI Attitude tndi cator
ALI Altimeter (Collins)
AlT Altimeter
AlT-55B Radio Altimeter (Collins)
AP Autopilot
APC Autopilot Computer
APP Autopilot Panel
APPR Approach
APS Autopilot System
ARINC Aeronautical Radio Incorporated
ASI Air Speed Indicator
ATT Attitude
BIC Back Course
CCU Control and Compensation Unit (Compass System)
ClM Climb
COMM Communications (V HF Radio)
CRS Course
CSD B Commercial Standard Data Bus
CTl Control (Collins Radio Systems)
CVR Cockpit Voice Reco rd er

Flight~ty.
Table 22-1. AVIONICS ACRONYMS GLOSSARY (Cont)
CWS Control Wheel Steering
DFDR Digital Flight Data Recorder
DG Directional Gyro
DGS Directional Gyro System (Compass System)
DH Decision Height
DIAG Diagnostic
DIS Disengage
DME Distance Measuring Equipment
DPG Differential Pressure Gage
DPS Differential Pressure Switch
DPU Display Processor Unit
DR Dead Reckoning
DSC Descend
DSP Display Select Panel
DV Drain Valve
EADI Electronic Attitude Director Indicator
EFD Electronic Flight Display
EHSI Electronic Horizontal Situation Indicator
ELT Emergency Locator transmitter
ET Elapsed Time
Fep Flight Control panel
FCS Flight Control System
FD Flight Director
FOR Flight Data Recorder
FDU Flux Detector Unit (Compass System)
FYD Fl ight Guidance Yaw Damper Computer
FYDS Flight Guidance Yaw Damper System
GIS Glideslope

Flight§,~~ty.
GA Go Around
GPS Global Positioning System
GPWS Ground Proximity Warning System
GS Glideslope
GSP Ground Speed
HOG Heading
HF High Frequency (Radio)
HLD Hold
lAS Indicated Airspeed
INTPH Interphone (Audio Between Pilots)
IVS I In stantaneous Ver tical Speed Indicato r
KAS King Altitude Alerter
KEA King Encoding Altimeter
KHF King HF System
LCD Liquid Crystal Display
LIN Linear Deviation
LOC Loca lizer
MAAS Maximum Allowable Airspeed Indi calor
MB Marker Beacon
MEM Memory
MIC Microphone
MM Middle Marker
MSG Message (GPS)
NAC Normal Accelerometer (Vertical) (Autopilo t)
NAV Navigation (Radio Re ceiver)
NM Nau tical Mile
OAT Outside Air Temperature
OM Outer marker

FlightSafety.
............
BEECH 1900 AI R LINER MAINTENANCE TRAINING MANUAL
P Pitot Pressure
PA Passenger Address
PH Phone (Headphones, Headsets)
PPI Pneumatic Pressure Ind icato r
PRE Alt itu de Alerter Preselector (Collins)
PRE Preset
RA Radio Altitude
RAD ALT Radio Altitude
RMI Radio Magnetic Indicator
RNG Range
RS 323 Recommended Standard (PC computer Data Bus)
RS 422 Recommended Standard (PC computer Data Bus)
RTA Weather Radar Receiver/ Transmitter/Antenna
S Static Pressure
S1 Pilot's Static Pressure
S2 Copilot's Static Pressure
SMT Servo Mount (Autopilot)
SR Soft Ride
SSFDR Solid State Flight Data Recorder
SSS Skid Slip Sensor (Autopilot)
STB Stabilization
STO Store
SVO Servo (Autopilot)
TCAS Traffic Alert Collision Avoidance System
TCAS 1 Baseline TCAS System. Provides Warnings Only
TDR Transponder (Collins)
TGT Target
TP Test Point

Flight~ty.
Table 22-1. AVIONICS ACRONYMS GLOSSARY (Cant)
TTG Time To Go
TURB Turbulence
TWR Turbulence Weather Radar
TX Transmit
ULB Underwater Locating Beacon
VG Verticat Gyro
VIR Navigation Receiver VOR, LOC, GS , MB (Collins)
VOR VHF O mni directional Radio Range
VS Vertical Speed
WXP Weather Radar Con trol Panel
WXR Weather radar
XDTA Cross side Data
XF R Transfer
YO Yaw Dam per
YRS Yaw Rat e Se nsor (Au topil ot)

S31NOIAV
I\)
.....,
I\)
CD
Al84F151
"'A
AVION ICS L No.2
LDEN
AV IONI CS
I.;
_._._ -_._ ._._._ ._-_.
211
.5
CABI N BRIEFER
NAV No 21
COM M No.2
STALL WA RN
PLT EA DI
BUS
AI64F147 XP NDR No 1
L GEN CKPT VO ICE RCDR
PLT EHSI
BUS'
DME No 1 III
"'A
CB PANEL PLT DSPL PRCSR m
FEEDER PLT ALTMA IR DATA
ADF No 1 m
n
:z:
lGE N
CB PA NEL
GPWS
TeAS
TRiPlE
RUDDER BOOST
Des
EFIS AUX BAT

...
CD
-n FED CB
0
oJl BUS'
PLT PHONE
PAN EL
BUSNo '" 0
AV IONI CS MASTER
...;
Jl
:l>
Z
POWE R SWiTCH
ON
OFF
COM MNo l
-,..ro
:II
A22 1S11 • COMP ASS No 1
Z Z
G)
TRIPLE • RMI No.2 m
-U FED :II
C BUS'
PILOT SPEAKER
• PLT OS?
;::
Jl COPILOT SPEAKER WIONles
-U :l>
o
(fJ
COPlT £ADI
~ I I <:I"<:
A LT ALERT
Z
m RlH GEN
COPlT EHSI TRiPlE RADIO A LTM ...;
CB PANEL AURAL WARN
(fJ BU S' FED CB m
oz COPlT DSP l PRC SR PANEL OV RSPD SENSOR
COM PASS No.2 z
"",I;
BUS No 2"
XPNDR No 2
:l>
Z
'< Al85F148 COPlT ENCOD ALTM RGEN OME"'"
()
RGEN AV IONICS 2A ADF No.2
m
BUS' ELEVTRIM BUS ...;
""
CB PANEL
FEEDER
PA & COPlT PHONE
RMINo 1 Jl
caPlT OSP :l>
Z
i. ~H.C~~A~~L!'?~~':P.S~C:~~~ ~6_ . STBY AUX BAT
Al85F 152
_ . _ . _ . _ . _. _ . _. _. _ . _. _ . 1
• Z
G)
'NOTE
RIH C8 F1\NEL AFT SECTION A 146
. _. _ . _ . _ . _ . _ . _ . _ . ."
""
AV IONICS R BUSES SHOWN AS ;:: ='I
BROKEN ONLY SHOW
:l> to
AVIONICS RELAT ED ITEMS
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Figure 22-8. Avionic DC Power Buses
~
....
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Flight~ty.
BEECH 1900 AIRLINER M A INTENANCE T R AINING MANUAL
AVIONICS POWER NOTES

DISTRIBUTION
The design of the 1900 avionics power dis-
tribution system al lows for all the avionics
equipment to be turned on or off with just the
avionics master switch if desired. This switch
is somewhat un ique; with the avionics master
switch in the OFF position and the battery
switch ON, the avionics relay(s) are ener-
gized. When energized they prevent power
from being applied to the individual avionics
equipment. In addition to turning the battery
switch ON prior to applying external power,
the avionics master switch shou ld a lso be
checked to ensure that it is in the OFF posi-
tion. This will then prevent any possible spik-
ing of the avionics equipment when connecting
external power. As you can see from Figures
22 -8, 22-9 and 22-10, the 1900 has three
avionics buses. Power for the avionics re lay(s)
must go through the avionics master switch in
the OFF position. A failure of the avionics
master sw it ch can be overco m e by simply
opening the avionics master circuit breaker.
That wou ld remove power from the avionics
relay(s), and all ow power to be app lied to the
selected equipment.
FOR TRAINING PURPOSES ONLY 22-1 9

FlightSafety.
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24-S1-01 [- P150A10 ~P1 51A10 -_OJ •

2SA
0-.£: ....... CB171
P166C22~ K137 AVIONICS
CR166 AVIONICS BUS NO.2
...s::P1 70A22N BUS NO. 2
POWER RELA Y
24-S1-02 [-P1 55A10 ~ P156A10

A --_oJ •
0-.£: ....... 2SA
CB172
P166B2t! K138
RELAY- AVIONICS
CR163 AVIONICS BUS NO.3
...s:: P169A22N BUS NO.3
3 ON
2
-P 166A22 +---~_~_____ --+ P16SA22
..I...a:r---] 24-54
1 OFF
SA
S 178 SWITCH- CB169
AVIONICS AVION ICS
MASTER POWER MASTER
CONTROL
A221 PANEL ASSY-

SUBPANEL, L OUTBOARD
24 -52 [- P160A 1 0 ~P1 61A10

25A
---] .
0-.£: .......K136 CB170
AVIONICS
RELAY-
CR16S, f BUS NO. 1
AVIONICS
...s:: P168A22N.3c BUS NO. 1
A 146 PANEL ASSY-
CIRCUIT BREAKER, R
Figure 22-9. Avionics Relays - UB/C

Flight§~~ty.
BEECH 1900 AIRLINER MAINTENANCE TRAIN I NG MANUAL
AVIONICS
______ ________
BATIERY BUS AVIONICS MASTER
MASTER
(TRIPLE FED) POWERCB POWER SWITCH
~~==~~ ~~ ~~O ON
) OFF
LEFT BATIERY RIGHT

GENERATOR BUS GENERATOR
BUS (TRIPLE FED) BUS
30A 30A 30A
.,. .,. .,.
NUMBER 2 NUMBER 1 NUMBER 3

AVIONICS AVIONICS AVIONICS
BUS BUS BUS
Figure 22-10. Avionics Relays-Simplified (UB/C)
FOR TRAINI NG PURPOSES ONLY 22-21

.-
FlightSafety.
SlllTlC
SELECTOR
SWITCHES
COPILOT'S P I TnT_'~T'
ALTERNATE
SlATIC SOURCE
PILOT'S PITOT-STATIC TUBE
Figure 22-11. Pitot and Static System

FlightSafety.
..."""""""
PITOT STATIC SYSTEM sure indicator, lo cated above and forward of

the contro l pedestal , and the cabin pressure dif-
The pitot and static air pressure system (Figure ferential switch, located under the instrument
22-11) provides a source of impact air pres - panel , receive static pressure from the alter-
sure and static air for operation of the i nstru- nate static source. Should abnormal or erratic
ments , the flight data recorder , air data instrument readings indicate that the normal
computer, and air data sensors. The pitot por- static source is restri c ted , the alte rnate static
tIon of the system utilizes the pitot/static air source is used. Alte rnate static air is routed
masts, located on each side of the upper fuse- from these static ports through tubing to the
lage nose. The impact air pressure entering the pilot and copilot alternate static air selector
masts IS transmllted through separate tubi ng valves. The a lternate static air selector valves
to the two airspeed indicators , the air data are located on the pilot ' s and copilot 's side -
computer and the air data sensors. The flight walls below and aft of the instrument panel.
data recorder mounted in the cargo compart- When the alternate air source is required, the
ment receives pitot pressure from only the toggle switch is moved from the NORMAL to
copilot ' s pilot/static ma s t. The pi tot/static the ALTERNATE AND DRAIN position on the
mast is the lowest point in each line from the pi lot' s or copi lot ' s a Iternate static ai r selector
instrument panel and provides drainage for valve. The need for drain valves in the flight
that portIon of the system. The test port valves compartment area is eliminated since the al-
drain the plumbing forward of the F.S. 84.00 ternate static ports are located in the lowest
bulkhead. Drain valves in the skin of the fuse - point in each line from the instrument panel.
lage near F.S. 468.25 provide drainage for th e A drain va lve in the s tatic line for the flight
f"ght data recorder pitot/static plumbincr. Two data recorder is in stalled in the airp lane skin
circuit breaker swi tche s on the left inboa~d sub- Just aft of FS. 468.25. A circuit breaker switch
panel control the heating e lements that prevent located next to the pi tot/static mast switches
the openings in the pi tot/static masts from be- contro ls heating elements that prevent the al-
coming clogged with ice which would cause ternate static ports from freezing over.
the indicators to register erroneous readings.
Static air pressure ports installed on both sides
The static portion of the system in c ludes the of the fuselage at FS. 535.50 provide static air
pitot/static masts, located on each side of the pressure to the cabin pressurization outflow
upper fuselage nose and the a lternate static val ves.
ports on the lower sides of the fuselage at F.S.
120.00 and W.L. 83.00 . Static air from the Refer to Figure 22-12 for the pitot static sys-
pitot/static masts is routed through separate tem schematic flight director installation and
tub1l1g to the pilot's and copilot ' s instanta- Figure 22-13 for the autopilot installation.
neous vertical speed indicator, encod in g al-
tImeter, and airspeed indicator on the
i~strument panel, to the air data computer and
aIr data sensors in the avionics compartment
and to the flight data recorder in the cargo
compartment. The non-autopilot equipped air-
craft do not have the ADC-85 air data computer
Insta lled and have a direct static connection
to the pilot ' s altimeter. Autopilot equ ipped
aIrcraft have the ADC-85 air data computer in-
s talled which electrically drives the pilot' s
a ltimeter. Copi lot s tatic air is al so routed to
the pneumatic pressure indicator located on the
copilot's subpanel. The cabin differential pres-

22-23
FlightSafety.
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PILOT'S
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COPILOT'S
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V MAST MAS~?
~ PilOT PilOT P
S2 F=========~~?=====~~~======~~=========================#==~ S1
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9 ALT IVSI
'-
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PILOT ALTERNATE STATIC PPI

/ AIR SELECTOR VALVE
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S COPILOT ALTERNATE STATIC / r--. S
AIR SELECTOR VALVE ~ _
'"j:'= d 1 - - FS. 120.00
PILOT/ COPILOT/
ALTERNATE
ALTERNATE
STATIC LEGEND STATIC
PORT PORT
• PILOT PITOT
D COPILOT PITOT
S = STATIC PRESSURE PILOT STATIC D
P", PilOT PRESSURE
82 = STATIC PRESSURE o
COPILOT STATIC - FS. 156.00
81 = STATIC PRESSURE ALTERNATE STATIC
ASI = AIR SPEED INDICATOR
ALl = ALTIMETER ______ ELECTRICAL SIGNAL
IVSI = INSTANT VERTICAL SPEED INDICATOR
DPG = OIFFERENTIAL PRESSURE GAGE
PPI = PNEUMAT IC PRESSURE INDICATOR
DPS = D IFFERENTIAL PRESSURE SWITCH
TP = TEST POINT DV
DV = DRAIN VALVE
ADS", AIR DATA SENSOR - FS.468.25
FOR = FLIGHT DATA RECORDER
ADC = AIR DATA COMPUTER DV
FYD = FLIGHT GUIDANCE/YAW DAMPER COMPUTER
GPWS = GROUND PROXIMITY WARNING SYSTEM
S P I
FDA r FS.351.00
ADM = AIR DATA MODULE
Figure 22-12. Pitot Static System Schematic Flight Director Installation

---------------------------------------------------- ~S.42 . 75
PS
- - - - - - - - - - - F.S.57.50
~ ; ADC -85 ~
~ ~
- - - - - - - - - - - - - - - - - - - - - -F. $ . 84 .00
PILOT'S COPILOT'S
. / PITOT STATIC PilOT STATIC
V MAST MAST
PITOT
P ~----""
S2 F=========~~~====~,~~==~==~~=========================#==~ S1
PITOT
P
51 I==St=A=J=IC~r=====:=~======~" ~===*====~~=====================1r==1r=~S=teAT='C~ 52
MANIFOLD
ASI ALT
PILOT ALTERNATE STATIC

AIR SELECTOR VALVE
S.,.._ ... COPILOT ALTERNATE STATIC /

AIR SELECTOR VALVE - FS. 120.00
PILor/ COPILor/
ALTERNATE
ALTERNATE
STATIC LEGEND STATIC
PORT
• PILOT PITOT PORT
D COPILOT PITOT
S "" STATIC PRESSURE PILOT STATIC
P =PilOT PRESSURE
82 = STATIC PRESSURE COPILOT STATIC - FS. 156.00
51 = STATIC PRESSURE • ALTERNATE STATIC
ASI = AIR SPEED INDICATOR
ALl = ALTIMETER --.. ELECTRICAL S IGNAL
IVSI = INSTANT VERTICAL SPEED INDICATOR
DPG == DIFFERENTIAL PRESSURE GAGE
PPJ = PNEUMATIC PRESSURE INDICATOR
OPS == DIFFERENTIAL PRESSURE SWITCH
TP == TEST POINT
DV == DRAIN VALVE
ADS,=, AIR DATA SENSOR - FS. 468.25
FDA'=' FLIGHT DATA RECORDER
ADC =- AIR DATA COMPUTER
FYD ,=, FLIGHT GUIDANCENAW DAMPER COMPUTER
GPWS '=' GROUND PROXIMITY WARNING SYSTEM F.S.351 .00
ADM == AIR DATA MODULE
Figure 22-13. Pitot Static System Schematic Autopilot Installation

Flight~~ty.
INDICATED
AIRSPEED
POINTER
MAXIMUM
ALLOWABLE
AIRSPEED
POINTER
AIRSPEED
SCALE
Figure 22-14. Airspeed Indicator
VERTICAL
SPEED
POINTER
VERTICAL
ZERO ADJUSTMENT SPEED
SCREW SCALE
Figure 22-15. Instantaneous Vertical Speed Pointer
ALTITUDE DISPLAY
BAROMETRIC
DISPLAY MILLIBARS
BAROMETRIC
DISPLAY IN.HG
ALTITUDE
POINTER
BAROMETRIC
CORRECTION
KNOB
Figure 22·16. Meggitt Encoding Altimeter

Flight§~~ty.
BEECH 1900 AIRLINER M AI NTENANCE TR AINING MANUAL
PITOT STATIC dimmer circuits forface lighting. The pointer

can be manually adjusted to zero with a screw-
INSTRUMENTS driver. The indicator is front mounted with
screws to the instrument panel.
AIRSPEED INDICATORS
COPILOT'S ENCODING
The pilot's and copilot's airspeed indicator
shows the airspeed of the airplane continuously ALTIMETER
in knots per hour (Figure 22-14). The instru- An encoding altimeter is installed on the copi -
ment has two pointers, one showing the air- lot's instrument panel. The altimeter provides
plane's indicated airspeed (lAS) and the other the copilot with baro-corrected altitude read -
showing the maximum allowable airspeed ing and encoded altitude signals to a transpon-
(MAAS). The range of indication is 40 to 300 der. The instrument requires static air pressure
knots. Movable airspeed reference markers and 28 VDC for operation. Two different al-
("bugs") are installed on the bezel allowing ref- timeters can be found installed , the 570-24929-
erence airspeeds to be set. 412 Encoding altimeter on SIN UE-J thru
UE-305 , UE-307thru UE-309, and the Meggitt
The airspeed indicator is front mounted with Encoding Altimeter on SIN UE-306 and UE-
screws and receives impact air pressure and 309 and after.
static air pressure [or operation. The indica-
tor requires lighting power from the light dim-
mer circuits for the face light and in the case 570-24929-412 ENCODING
of the pilot'S airspeed indicator 28VDC for the ALTIMETER
overspeed warning circuit.
The 570-24929-412 encoding altimeter is a
The pilot's airspeed indicator has an over- standard mechanical direct reading instru-
speed warning switch that sounds a warning ment. The indicator requires static pressure for
tone through the aud io system when the pitot its operation , 28 VDC power for the encoder
air pressure exceeds the maximum speed for operation and lighting power from the light
a given altitude and the lAS pointer has over- dimmer circuits.
lapped the MAAS pointer. When the over-
speed warning trips the indicator outputs
28VDC to the aural warning tone generator to MEGGITT ENCODING
produce the overspeed warning tone. The over- ALTIMETER
speed warning circuit can be checked by hold-
The altimeter is a solid-state unit with liquid
ing "up" on the test switch located on the
crystal disp lay (Figure 22-16). Barometric
copilot's inboard subpanelto trip the internal
corrected altitude is displayed by a digital
overs peed circuit.
readout, plus a dial pointer display graduated
in 20- and 100-foot increments. Barometric
INSTANTANEOUS VERTICAL setting is displayed in both hecto-pascals and
SPEED INDICATOR inches of mercury. The indicator requires static
pressure for its operation and 28VDC for it's
There are two instan taneous vertical speed interna l circuit operation. Lighting power is
ind icators (Figure 22- 15), one pi lot and one a lso provided from the light dimmer circuits.
copilot that ind icates instantaneously the ver- The altimeter is front mounted and secured by
tical ve locity up and down of the airplane . a c lamp to the instrument panel.
The indicator requires static air pressure for
operation and lighting power from the light

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OVERSPEED SWITCH OUT III
OVERSPEED SENSOR
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:P CO
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Figure 22-17. Airspeed Warning and Copilot Encoding Altimeter

':<
Flight~ty.
Power to the altimeter is provided from the NOTES

right generator bus and to provide backup
power for the altimeter it is connected to the
standby gyro horizon emergency power sup-
ply when the standby horizon power switch is
on. The AUXiliary battery provides a minimum
of 30 minutes power (Figure 22 - 17).
The copilot instrument light rheostat controls

lighting control operation of the indicator
dimming with the lighting control switch on.
With lighting contro l turned off, a built in
light sensor controls dimming. In the event of
loss of power from the right generator bus, the
light sensor provides lighting control.
An amber CODE flag , located in the upper

part of the display, will be displayed with any
fault that causes the altitude encoder output to
be invalid. A white FAIL message replaces
the digital a ltitude when the altimeter self-
test detects a fault. This self-test is a contin-
uous built in test (BIT) that monitors several
alti meter parameters.

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No.1 NO.1 No.2 NO.2
SYSTEM APC-65H APC-65H SYSTEM
INPUTS INPUTS
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NO 1 vEAnCAL GYRO
No 1 COMPASS
AIR DATA COMPUTER
No \ NAV
No \ OME
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M>ENGAGE .:..'" ':'

NOT
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No.2 EFIS
TESTSW
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NO 2 VERTICAL GYRO
No 2 COMPASS
AlA DATA CO MPUTER
No 2 NAV
No 2 DMf
III
III
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RAD ALl
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EHSI", ELECTRONIC HEADING SITUATION INDICATOR
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APC '" WEATHER RADAR CONTROL PAN EL c
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GPS "GLOBAL POSITIONING SYSTEM ~
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RTA "WEATHER RADAR RECE1VEMRANSM1TTERfANTENNA r
Figure 22-18. EFIS System and Interface EFIS-84 (4 Tube)

':<
FlightSafety.
.lt8Ii.lioi ....
BEECH 1900 AIRLINER M AI NT E N A NC E TRA INING MAN UAL
The EFIS-84 system , in turn, uses these inputs

ELECTRONIC FLIGHT to display V-bar or crosspointer steering com -
INSTRUMENT SYSTEM mands and other navigat ional data for fl ight
control purposes as well as information of an
(EFIS) advisory nature.
GENERAL Extensive monitoring and comparator circuits

provide warning flags and other types of data
The airplane is equipped with a Collins EFIS- flagg ing techniques to indicate possible equip-
84 (4- Tube) electronic flight instrument sys- ment malfunctions.
tem. In this system, attitude and navigat ion
infnrmation are displayed on color CRTs which
serves the function of electronic attitude di- SYSTEM OVERVIEW
rector indicator (EAOT) and electronic hori- The Collins 4-Tube EFTS-84 electronic flight
zontal situation indicator (EHSI). Each pilot instrument system (FIS) (Figure 22-IS) con-
has an EADI and an EHSI. sists of four panel-mounted EFO-S4 electronic
flight displays, two pedestal-mounted DSP-84
Additional information, such as weather radar, display select panels, two remote-mounted
NAVAIO/ waypo int locations, flight control OPU-84 display processor units , one pedestal-
system (FCS) mode annunciation, autopi- mounted EFIS power control panel, one
lot/yaw damper engage s tatus, comparator pedestal-mounted EFTS reversionary select
warnings, decision height, and diagnostic mes- panel and two panel-mounted EFIS dimming
sages may also be displayed. control panels. The weather radar system IS
used with the EFIS-84, to display detectable
The system gives a pilot the capab ility to dis- weather on the EHSls.
play information avai lable in the area of his
central scan, by all owing the pi lot to select or The No.1 OPU receives information from the
deselect information depending on the regime No. I systems (on side systems) and No.2
of flight, and by providing the pi lot a means OPU receives information from the No.2 sys-
of easily see ing the interre lationships of dy- tems (on side systems) for disp lay on their
namically changing flight data. respective screens. The cross side data buses
allow data from the cross side systems to be
The EFIS-84 e lectronic flight instrument sys- displayed, i.e. No.2 Nav data on the pilot's dis-
tem uses input data from the following sources: plays, and allow operation of the comparator
• Vertical gyro system for p itch, roll , and headll1g.
• Compass system The autopi lot computers send and receive in-
• VORllocalizer/g lideslope formation from their on side OPU only.
• Distance measuring system The EFIS test switch inputs a ground into the
• Automatic direction finding system OPU for a system confidence test. If the au-
top il ot system is installed, EFIS test is inhib-
• Rad io altimeter ited if the autopilot is engaged.
• Flight control system
• GPS navigation system
• Wea ther radar system

Flight~ty.
BEECH 1900 AIRLINER MAINTENANCE TRA INI NG MANUA L
1 . COOLI NG FAN
2. NUT, WAS HER
3. SCREW, WAS HER
4. MOUNT
5. SCR EW
6. WASH ER
7. NUT
8. TUBING CONNECTORS
A
1.
•
4.
DETAIL A
Figure 22-19. EFIS Display Cooling Blower Installation
22-32 FO R TRAINI NG PURPOSES ONLY

Flight§~~ty.
BEECH 1900 AIRLINER M AI NTEN A NCE TRAINING MANUA L
EFIS COOLING FANS NOTES

The EFIS-84 system requires fan forced cool-
ing to lower the operating temperature of the
display processor unit s (DPU) and the elec-
tronic flight displays (EFD). To satisfy this re-
quirement a series of cooling fans are installed
in the 1900D aircraft.
The DPUs are cooled by rack-mounted fans

blowing air into a plenum on the bottom of the
mounting rack. T he air is then directed up
through cooling hol es in the plenum and
through the DPU to exhaust out through the top
and sides of the DPU.
An exhaust fan is also located in the nose

avionics bay to exhaust warn air from the nose
avionics bay into the nose wheel well.
The EFDs contain internal cooling fans and are

also supplied with cooling air from a sing le
cooling b lower located on the left side of the
cockpit sidewall up under the instrument panel
(Figure 22-19). A series of hoses are con-
nected to the cool i ng fan ou tlet to di rect air at
the individual EFDs .

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m SWITCH WHEN ON
, EFIS FAN ON PILOT ---j
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oz , _ K001 RELAY I , , I
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Figure 22-20. EFIS Cooling Fans System
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FlightSafety.
' ,bail",tlOillll
BEECH 1900 AIRLINER M AI NT ENANC E TRAINING MANUAL
The EFIS fans are all 28VDC powered from NOTES

the DPU circuit breakers via the EFIS power
switches when selected on (Figure 22-20).
The pilot's display processor circuit breaker
normally powers the fans by the energized
DC select relay or if this power source fails the
copilot's display processor circuit breaker,
power is used, via the relaxed contacts of the
DC select relay.

FlightSafety.
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AVIONICS JUNCTION BOX
SPARE FUSES
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NOSE BAY
SWITCH FUSE
EXHAUSTFAN
F003
FUSE
YAW RATE
SENSOR FUSE
Figure 22-21. Avionics Junction Box

Flight§~!~ty.
BEECH 1900 AIRLINER M AINTENAN C E TR A INING M A N UA L
Fuses located on the avionics junction box NOTES

(Figure 22-21) protect the fans' circuits. The
display blower also has a I-amp slow blow in -
line fuse in its ' circui t located near the blower.
This fuse protects the fan motor from over-
heating in the event of motor seizure . The 3-
amp fast-acting fuse wi ll not blow with normal
motor startup current, al lowing the motor to
temporarily overheat and protecting the dis-
play blower in the event of a motor seizure.
FOR T RAINI NG PU RPOSES ON LY 22-37

Flight§...C!!~ty.
·,<r'-';:;t-~-----,---1 11 BATTERY OUTPUT

ESTSW
-=
HEAllNG ! -- -j 10 BATTERY CHARGE
RESISTOR
BATTERY EUECTFONIC REMOTE TEST ENABLE SW

2
CELLS TESTASSY (VOLTAGE IN TO ENABLE TEST)
X 12 AND
INDICAlDR TEST VALID GRN (GROUND ) WHEN
UEDSPCB 6
BATTERY VOLTAGE ABOVE 24 VOLTS
20A 12 GROUND
FUSE ~I---J 7 GROUND
'ONLY ONE SW & LED ASSV SHOWN . THERE ARE

t2INTOTAl. ONE FOR EACH BATIEAY CELL
Figure 22-22. PS-835C Emergency Power Supply (Internal Wiring Schematic)
11 12
00 0
00 "
00 -
00 '
00 -
00
,,
CHARGING ~21VOC
o 25VDC
o 24VOC
0 20VOC
BATIERY VOlTAGE
TEST
6
~~~OOON
HEATER
Figure 22-23. PS-835C Emergency Power Supply (External View)

Flight§~~ty.
BEECH 1900 AI RLINER M AI NTEN A NC E TRA INING M A N UAL
PS-835C EMERGENCY minate showing that the heater is operating.

The LED will stay illuminated if the temper-
POWER SU PPLY ature is less than 55 °C , or until the TEST
switch is released.
GENERAL
OVER-TEMPERATURE
The PS-835C emergency power supply (Figure
22-22) is used to provide power for the standby PROTECTION
EFIS power system and the standby electric When the temperature of the power supply
gyro horizon system. This section covers the exceeds +55 °C , a thermal resistor imbedded
operational capabilities of the model PS-835C within the battery CCA will cause the OYER
emergency power supply. 55 °C LED to illuminate, and turn off the heat-
ing circuitry, thereby preventing heating re-
The model PS-835C, emergency power sup- sistor operation. The heating circuit will
ply (Figure 22-23) contains sealed lead-acid remain inoperable unti Ithe temperature of the
batteries having a rating of2.5 ampere-hours thermal resistor drops low enough to again
capacity at the IO-hour rate. The PS-835C permit heater operation.
consists of a chassis, two circuit card assem-
blies (CCAs), and assorted hardware.
BATTERY VOLTAG E LEVEL
The majority of the components installed in DETECTION
the PS-835C operate only during te st func-
tions. The main exceptions to this are the Four battery voltage level LEOs are on the
battery heating system, and the over 55 °C front panel of the supply. These indicate the
warning system. The test functions should state of charge of the power supply, and level
be performed with no charging power being of vo ltage available from the supply while
supplied to the unit. under a 7 .5-ohm load. The LEOs operate dur-
ing the TEST mode, or when the supply is
being charged.
POWER INPUT
The aircraft 28YDC charging power is con- The power supply is considered fully charged
nected to the emergency power supply through when the 24Y LED illuminates during self-test,
J 1- 10. The input is diode isolated from the and to be fully discharged when the 20Y LED
internal batteries and circuits in the event of is extinguished.
a short circuit or low input from the aircraft
main DC bus. BATTERY TESTING
Depressing the remote or unit test switch on
BATTERY HEATING the front panel, bypasses the thermostatic heat
The etched foil heating resistor, built into the control system, and applies the battery volt-
battery CCA, provides varied amounts of heat age to the internal battery heater. While in the
to the different battery cells. (This heating el- TEST mode, the batteries are placed under an
ement also functions as a test load during the approximate three amp load. The voltage level
time the power supply is being tested aboard detection system analyzes the battery voltage
the aircraft.) level at this time and will cause the appropri-
ate battery voltage LEDs to light.
When 28Ydc charging power is applied to J I-
10 and the unit temperature is 19 °C (66 °F) or
less, or the TEST switch on the front panel is
depressed , the HEATER ON LED will illu -

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AUX ON ANNUNCIATOR
ILLUMINATES WHEN CONTROL
SWITCH SELECTED TO THE ON -
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POSITION AND THE LEFT GEN
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A BLEEPING WARNING HORN
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AUX TEST ANNUNCIATOR

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WHEN THE CONTROL SWITCH IS HELD IN THE »
TEST POSITION WITHOUT MAIN AIRCRAFT
ELECTRICAL POWER ON AND THE AUX
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THEE TEST ANNUNCIATOR WILL ILLUMINATE.
THIS ANNUNCIATOR MAY ONLY FLASH ;;:: :!!
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Figure 22-24. EFIS AUX Power Panel Controls ....

':<
BEECH 1900 AIRLINER M A INTENANCE TRAI NING MAN UAL
NOTE The other s witch for each system is labeled

If unit TEST switch (S I) or a remote
EADT / EHSI and provide s power to the low
voltage power supplies located in each DPU ,
test sw itch is depre ssed at a battery
one for the EADI and one for the EHSJ. ThIS
ambient temperature of 55 ° or
power is a lso provided to the EADT and EHSI
greater, the un it internal heater will
power monitor input to shut down the high
not turn on to provide a test load for
voltage power when power is removed. The
the unit battery. Thi s is not an ideal
low voltage power supplies in the OPU pro-
condition for battery level tests but
vide all the operating voltages to the EADI and
the results should be considered
EHSI.
valid .
Power for each DSP come from the triple fed
If a remote test is being performed, the remote avionics bus for the pilot's DSP and the right
battery voltage level lamp will illuminate pro- generator avionics bus for the copilot's DSP.
vided the loaded battery voltage level is greater
than 24VDC. For full normal EFTS sy stem operation the
generator buses must be powered , the EFIS
The CELL TEST LEDs function as go/no go power switches on, and the avionics master
indicators of the PS-835 lead acid cells. In switch on to power a ll the EFTS components.
the event of low output capacity these LEDs
wi ll indicate which cell or cells have failed. The pilots EFTS system a lso has the standby
The brightness of the LEOs may vary and does power system that can be switched in to sup-
not indicate ce ll condition. ply a second power source through isolation
diodes to the pilot's EFIS system components
(Figure 22-24).
EFIS POWER SYSTEM
OPERATION The standby battery is a PS-835C emergency
power supply that wi ll supply 24VDC from its
The EFTS power system provides e lectrical internal battery or 28VOC from the charging
power to operate all the EFIS components that power source wh ile the unit is being charged.
require 28VOC for their operation. To backup This power is routed individually to each of
the pilot's EFIS system a standby battery the pilot's EFIS components through protec-
power system is also installed. tion fuses and an EFIS standby power relay.
This relay is a bi stable relay, meaning it will
The pilot's EFTS system is powered from the remain in the state the contacts where in when
left generator bus while the copilot's EFTS power was removed.
system is powered from the right generator bus.
Power for the pilot ' s and copilot ' s EFIS sys- The PS-835C is charged from the left gener-
tem components are controlled by EFrS power ator avionics bus. This charging power is also
switches; two for the pilot's system, and two used to operate the EFrS power warning sys-
for the copilot's system. tem and power the EFIS standby re lay. The
ground to operate the relay is switched by the
One switch for each system is labeled OSPL left squat switch to enable the standby power
PRCSR provides power to the DPU , the cross- system to be connected to the pi lot's EFIS
side OPU transfer relays , the EFIS coo ling system only whi le the aircraft is in flight.
fan system and external OPU transfer relays.

Flight~~ty.
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Flight~ty.
The fol lowing is a series of operational situ- NOTES

ations for the EFIS power system.
Condition 1
EFIS AUX Power Test
When the EFIS AUX power sw itch is held in
the test position, PS-835C battery power is
switched inro the test enab le input (rest circui ts
in PS-835C) to place the PS-835C into test
mode. The battery is p laced under load and the
battery vo ltage measured. If the battery volt-
age is above 24VDC a ground is prov id ed
from the PS-835C test circuits to the AUX
TEST annunciator. This annunciator is a lso
supplied with battery power and will light at
th is time indicating satisfacto ry battery vo lt-
age (F igure 22-25) .

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POWER ~' I ::::::~

.IQII VOLTAGE
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CONDITION 3: AIRCRAFT IN FLIG HT MA IN POWER ON AN D EF IS AUX POWER ON c
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Figure 22-26. EFIS Power System (Condition 3)

r
ipt....
':<
Flight~ty.
Condition 2 NOTES
Condition 2 is referred to In the Avionics
course.
Condition 3
Aircraft in flight, main power is on and EF IS
AUX power o n.
When the a ircraft becomes airborne the left

stru t switch goes to air mode , switc hin g the
EFIS standby power relay to the air mode. Tn
the air mode the EFTS s tandby power relay
switc hes the PS -835C battery into the power
supp ly circu its for the pilot's EFIS system com-
ponents via isolation diodes (Fig ure 22-26).

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AUX ARM ANNUNCIATOR
SWITCH SELECTED TO THE ON
POSITION AND THE RIGHT GEN
AVION ICS BUS IS POWERED
AUX ON ANNUNCIATOR
SWITCH SELEC TED TO THE ON
POSITION AND THE RIGH T GEN
AVIONICS BUS HAS LOST POWER
A STEADY WARNING HORN W ILL
AUD IO PANEL SOUND WITH THIS ANNUNCIATOR
HORN AUX TEST ANNUNCIATOR

SILENCE WHEN THE CONTROL SWITCH IS III
BUTTON HELD IN THE TEST POS ITION m
WITHOUT MAIN AIRCRAFT m
n
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ELECTRICAL POWER ON AND THE
AUX POWER SUPPLY VOLTAGE IS
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ANNUNCIATOR W ILL ILLUM INATE.
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THIS ANNUNCIATOR MAY ONLY CD
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FLASH DUR ING THE TEST OR STAY
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0
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-
SATISFACTORY BATIERY CHARGE
--i CONTROL I>
Jl STANDBY HO RIZON CONTROL PANEL
;,: SWITCH :II
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TWO INCH STANDBY ELECTRIC GYRO HORIZON
Figure 22-27. Standby Horizon System Controls/Displays

':C
Flight~~ty.
BEECH 1900 AIRLINER M AI NTEN A NC E TRAINI NG MANU AL
STANDBY ELECTRIC AUX ARM (G reen)-I l luminates when the

ON-OFF-TEST switc h is selected ON, the
GYRO HORIZON av ionics switch is on, and the standby gyro
horizon is being powered by the right gener-
SYSTEM ator bus via the charging input to the PS-835C
emergency power supply which is also pro-
GENERAL viding the PS-835C battery charging power.
A standby e lectric gyro horizon system is pro- AUX ON (Amber)-Illuminates when the
vided as a back-up to the pilot's EADI. The ON-OfF- TEST switch is selected ON, the
system consists ofa two inch standby horizon, electricallcharging power to PS-835C emer-
a PS-835C emergency power supp ly located gency power supply ha s failed and standby
in the right side of the nose avionics com- gyro horizon operating power has switched
partment, two circuit breakers located on the to the PS-835C battery power s upply. A steady
right circuit breaker panel labeled STB Y warning tone will sound in conjunction with
HRZN AUX BAT and STBY HRZN IND, and this annunciator.
a STBY HORIZ PWR control panel located on
the center avionics panel. AUX TEST (Green)-Illuminates when the
ON-OFF- TEST switch is held to the TEST po-
sition. The test should be carried out with
ELECTRICAL POWER e lectrical power off so as to check the PS-
Electrical power for the standby gy ro hori- 835C battery charge without the charging
zon and charg ing power for the PS-835C bat- power input. The test switch should not be
tery is provided from the right generator bus held longer than five seconds, and released as
through the rig ht generator av ionics bus to soon as the AUX TEST annunc iator illumi-
the PS-835C emergency power supply charg- nates. The annunciator may ill uminate o nly
ing input whic h co ntinual ly charges the PS-835 momen tari ly, or as long as the switch is held
battery. Chargi ng power is also fed through to the TEST position . Eit her situation indicates
an interna l diode to the PS-835C power out- the auxi liary battery has a sufficient charge
put and then to the standby gyro hor izon via (Battery voltage above 24 VDC) .
the standby horizon power switch. The PS-
835C battery is charged continua ll y when the If the standby gyro auxiliary battery is not
avionics mas ter is on and the right ge nerator turned off prior to turning the avionics switch
bus is powered and provides a mini mum of 30 off, the warning tone and AUX ON annunci-
minutes of standby gyro operation in the event ator wi ll be activated.
power is los t from the right generator avion-
ic s bus. Refer to the EFIS section of this man-
ua l for more i nformation on the PS-835C
GYRO HORIZON
emergency power supply. If the Meggitt al- The standby gyro horizon is an electrically -
timeter is installed this system also provides operated gyroscope assembly, which displays
backup power for its operation if electrical the attitude of the aircraft (Figure 22-27).
power is lost.
The gyroscope assemb ly contains a gyroscope,
w hich is insta ll ed in 2 gimbal s . One gimbal
CONTROLS (the pitch gimbal) is in the pitch ax is of the air-
The standby horizon control panel (figure 22- craft. The other gimbal (the roll gimbal) is in
27) contains an ON-OFF-TEST switch , a the roll axis of the aircraft. The gyroscope is
HORN SILENCE button, and a cluster an- electrica ll y operated and turns at hig h speed.
nunciator assemb ly, which provides the fol- The gyroscope is stable in the vertical axi s
lo wing information. when it gets to its speed of operation (erects).

S:JINOII\If
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STBY HRZN
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BATIERY CHARGE
F029
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STSY INST AUX BAT I A TEST I
CB45
2A 28VDC POWER
BATIERY OUTPUT • I STBY HRZN INO
PS-835 EMRG BAT TO MEGG ITI . AI·804 AF

& POWER SUPPLY
TEST ENABLE r--------,
ENCODING I'
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CONDITION 2: AIRCRAFT POWER ON, STANDBY HORIZON POWER SELECTED ON r
Figure 22-28. Standby Horizon Power System

-
-:c::
Flight~ty.
The position of the gyroscope assemb ly (in re - The power warning (OFF) flag is on the left
lation to the longitudinal axis and lateral axi s s ide of the display. The OFF flag is out of
of the aircraft) gives the aircraft pitch and roll. view w hen the unit has electrical power and
operates satisfactorily. The OFF flag is in
The pitch display attaches to the gyro assem- view when:
bly and g ives the indication of the pitch of the
• The electrical power to the unit IS
aircraft. The pitch displays moves in relation
off, or
to a horizontal aircraft symbo l at the center of
the display to give the pitch. A roll pointer • The internal electrical power is unsat-
moves clockwise (or counterc lockwi se) in re- isfactory, or
lation to graduations around the edge of the dis- • The gyroscope assembly is in the caged
play (the roll index) to give the roll. position, or
The face of the pitch is blue for the indication • The speed that the gyroscope turn s is
of a climb and brown for the indication of a too low.
dive The aircraft symbol is set horizontally in Refer to Figure 22 - 28 for an electrical
the center of the display The aircraft symbo l, schematic of the standby horizon system.
together with the pitch display, shows the at-
titude of the aircraft in relation to the earth ' s
horizon.
The GYRO CAGING knob (the knob) is at the

bottom right corner of the unit. The knob locks
(cages) the gyroscope assembly in a set posi-
tion. The set position gives a vertical datum to
the gyroscope assembly, which quickly aligns
the gyroscope. Th e knob is a lso used to adjust
the aircraft symbol vertical position.
To cage the gy roscope assembly: pull the knob

out to its fully extended position turn the knob
clockwise and then release the knob into the
detent position
To release the gyroscope assembly from the

caged position: pull the knob out of the detent
position turn the knob counterclockwise con-
tinue to hold the knob and let it go back s low ly
to the inner position.

S3INOII\\f
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Flight~ty.
BEECH 1900 AIRLINER MA INT E N AN C E T RAI NING MANU AL
AUTOPILOT FLIG HT NOTES

DIRECTORNAW
DAMPER SYSTEM
GENERAL
Either a dual APS-65H autopi lot system or a
dual FYDS-65 flight guidance/yaw damper
system is installed in the 1900D aircraft. Both
systems provide a flight director system, a
yaw damper system, and a rudder boost sys-
tem. The autopilot system has the added fea-
tures of full three-axis autopilot with the
addition of the aileron elevator, e levator trim
servos , and associated controls. The fo ll ow-
ing sections describe the function of the au-
topilot , and flight guidance/yaw damper
systems and the various equipment used in
the systems .
APS-65 AUTOPILOT SYSTEM

The basic APS-65 au topilot system is a 3-
axis, digital autopi lot with automatic elevator
trim and rudder boost. T he APS-65 uses a cen-
tral computer un it (APC-65H) to process input
data from various aircraft sensors and cock-
pi t controls to provide steering commands for
display on the EADI and servo commands for
maneuvering the aircraft (Figure 22-29). The
autopilot computer is programmed for a spe-
cific aircraft with a configuration module
(A 12) which is visible through the top cover
of the computer. The last three digits of the part
number of the configuration module deter-
mine the final status of the computer.

Flight~ty.
BEECH 1900 AIRLINER MA I NTENA N CE TRAINING MANUAL
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22-52 FOR T RAIN ING PURPOSES ONLY

Flight§~~ty.
BEECH 1900 AIRL I NER M AI NTE NANC E TRA INING MANU A L
FYDS-65 FLIGHT two computers installed in th e 19000 Th e

GUIDANCENAW DAMPER APC-65H autop ilot computer contains four
flight guidance circuit cards , four servo cards ,
SYSTEM a configuration module , a power supply card,
The FYOS-65 flight guidance/yaw damper and two interconnect cards. The FYO-65 flIght
sys tem is same as the autopilot system but gu idance/yaw damper computer contains all
with no aileron servo, e levator servo, or ele- of the circuit cards used in the autopilot com-
vator trim servo and the associated servo drive puter, except the elevator, elevator trim, and
cards in the computer (Figure 22-30). Also, the ai leron servo cards. The yaw servo/rudder
autopilot control panel is not installed and boost card is installed to provide the yaw
some of the vertical flight director mode s are damper/rudde r boost functions. The autopilot
not available. The rudder servo and rudder and flight guidance/yaw
se rvo drive card remain s to provide the yaw
damper and rudder boo st operation. damper computers conta in a flight guidance
(command) microproce sso r and a yaw
rate/EFIS bu s microprocessor. The autopilot
YAW DAMPER SYSTEM computer a lso contains four servo micropro -
cessors , one on each servo card, to control
The yaw damper system is part of the FYDS- each of the three axis and elevator trim . The
65H flight guidance/yaw damper system on command microprocessor in each computer re-
those aircraft without an autopilo t, and is part ceives and processes the information provided
of the APS-65H autopilot computer on those by the various sensors and cockpi t controls
aircraft with an autopilot. The system is de- within the system to generate the pitch and roll
signed to dampen out the yawing motion of the steering commands sent to the EAOT and the
aircraft in flight. pi tch and roll servo cards . The command mi -
croprocessor also maintain s overa ll control
The yaw damp portion of these systems senses and integrity of the system by continuously
changes in headings through the YRS -65 yaw monitoring the various sensor validity signa ls
rate se nsor and the roll signals from the ver- and in itiating a system self-test each time the
tical gyro, which are se nt to the selected FYO - system is turned on. The command micro-
65 or the APC-65H computer. The computer processor in an autopilot or yaw damper sys-
outputs drive signals to the rudder servo in the tem also initiates a system self-test each time
aft fuselage section. The rudder servo in turn the autopilot or yaw damper is engaged and
operates the rudder control cables, movi ng provides redundant servo rate and torque lim-
the rudder in th e appropriate direction to sta- iting independent of the se rvo microproce s-
bilize the yaw axi s of the airplane. The yaw sors. The computers are located in the left
damper is engaged by the use of the YO on the side of the nose avion ics bay.
autopilot control pane l in the autopilot
equipped aircraft and by the use of a yaw
damper engage switch on the pedestal in non - APP-65A AUTOPILOT PANEL
autopilot equ ipped aircraft.
Autopilot Installation Only
AUTOPILOT, FLIGHT The APP-65A is a standard Ozus-mounted
GUIDANCE, AND FLIGHT co ntro l panel that provide the as soc iated au-
topilot controls and annunciators. The au-
GUIDANCENAW DAMPER topi lot panel contains the AP and YAW engage
COMPUTERS buttons, the soft-ride and half-bank mode se-
lect buttons, a vertical control (trim) rocker
The APC-65H autopi lot, and FYO-65 flight switch, and a turn knob. An annunciator strip
g uidance/yaw damper co mputers are remote- at the top of the panel provides a continuous
mounted, short , dwarf, ATR units . Th e re are

FlightSafety.
.1tei ....
00i ..
indication of system operation and status. servo mount and/or loca tion. The servo mount
Annunciated messages are color coded green sli p c lutch torque is set individually to suit each
for active , amber or white for status, and red control surface load. The rudder and elevator
for failure. The autopilot panel is located in servos are in stalled in the tai l section of the
the pedestal. aircraft. The aileron servo is located under
the center section cabi n floor and the eleva-
tor trim servo is located under the left side of
FCP~5FLIGHTCONTROL the cabin floor.
PANEL
There are two FCP-65 flight control panels in - 332D-11T VERTICAL
stalled in the 19000 . The FCP-65 is a standard REFERENCE
Ozus-mounted control panel that provides the
mode select buttons, self-test button, and sys- The vertical reference gyro provides 3-wire
tem annunciators for both the autopilot and synchro pitch and roll attitude data to the au-
flight guidance systems. Se lected modes and topilot or flight guidance computer, and to
system status is indicated on an annunciator the EFlS system OPU. There are two vertical
strip at the top of the unit. Annunciated mes - gyros installed in the center of the middle
sages are color coded green for active, amber shelf of the no se avionics bay.
or wh ite for status and arm , and red for fail-
ure. Serial data transfer is used between the
flight control panel and the system computer ADS-65 AIR DATA SENSOR
to reduce the number of wires required in the The air data sensor contains four solid-state
system interconnect. The flight control pan- pressure sensors (two absolute and two dif-
els are loca ted on the instrument panel above ferential) to provide dual pressure altitude
each EAOI. and dual indicated airspeed signals to the au-
topi lot computer. One set of signals is gener-
SVO-65 SERVO/SMT-65 SERVO ated from the pilot 's pitot static system and the
other set of signals is generated from the copi-
MOUNT lot 's pitot static system. The air data sensor
All 19000 aircraft have a rudder servo in- also generates one VS and one VS error s ig-
stalled The autopilot installation a lso includes nal. T hese signals are used for the ALT, lAS,
an aileron servo, an elevator servo, and an el- and VS hold modes as well as for gain and
evator trim servo. The servo and servo mount torque programming of the servo command
provide a precise drive mechanism for posi- signals throughout the flight regime. The air
tioning the aircraft primary and elevator trim data sensor is a remote mounted unit that is
control surfaces. The servo consists of a OC connected to both the pilot's and copilot's
motor, gear train , and engage clutch. The servo pi tot and static air systems. There are two air
mount consists of an override safety slip clutch data sensors instal led in the nose avionics bay
and a capstan for connecti ng the servo to the forward section each powered from 12VOC
aircraft control surface. The servo can be eas- from its respective autopilot computer.
ily removed from the servo mo unt for main -
tenance witho ut disturbing the aircraft rigging. ALTITUDE PRESELECTORI
There are low torque and hig h torque servos
and servo mounts installed on the 19000 air- ALERTER AND AIR DATA
craft. The different torque servos use differ- COMPUTER
ent dowel pin locations on the servo to the
servo mounting flange , and different clutch pin The altitude PRE-SOC preselector/alerter and
connections to prevent the incorrect torque AOC-85 air data computer provides a means
servo from bei ng installed to the incorrect to prese lect a desired or alert altitude when
using the ALT SEL mode of operation. The
22-54 FOR TRAINING PU RPOSES ONLY

Aight§~!~ty.
BEECH 1900 AIRLINER M A IN TENA NCE TRA INING M A NU A L
output signal from the altitude preselector via computer. The DPU also provides the lateral
the ADC is an error signal that is proportional deviation and vertical deviation to the au-
to the difference between the actual aircraft a l- topilot computer. The EFTS DPU receives de-
titude and the preselected altitude. This error viation information from the nav receiver as
signal is used by the autopilot computer to digital data and converts the data to analog sig-
guide the aircraft to and capture the prese- nals.
lected altitude
The DPU receives the pitch and roll steering
commands from the flight director section of
SSS-65 SLIP/SKID SENSOR the autopilot computer for display on the
The slip/skid sensor provides a signal that is EADT. The autopilot computer a lso sends
proportional to any side-slip or skid in the mode selection digital data to the DPU so that
yaw axis. Th e output from this sensor im - flight director modes and autopilot status can
proves turn coordination and engine-out per- be displayed on the EADI.
formance. The skid slip sensor consists of
curved tube with electrolyte liquid in it to
sense the lateral movement of the aircraft AUTOPILOT SYSTEM
much like the skid slip indicator on the EADI.
The sk id slip sensor is located directly below EXTERNAL SWITCHES
the power lever quadrant and is powered by
28VDC. CONTROL WHEEL DISENGAGE
SWITCHES
NAC-80 NORMAL A two level disengage switch labeled DISC
ACCELEROMETER TRIM/AP YD is located on each control wheel
The normal (vertica l) acce lerometer provides to provide a convenient means to disengage
a vertical accelerometer signal that is used by both the autopilot and the yaw damper when
the autopi lot computer to enhance damping of pressed to the first level. Pressing the switch
the vertical modes (ALT and VS). The normal to the second level will lock out the electric
accelerometer is loca ted directly below the trim. Operation of the disengage switch causes
power lever quadrant and is powered by all autopilot servos to disengage and all se-
12VDC from the autopilot computer. lected vertical modes to drop if no lateral
modes are selected. The vertical modes can be
re-selected after the autopilot has disengaged
YRS-65 YAW RATE SENSOR and a lateral mode has been selected. Any se-
lected lateral and vertical modes are retained
The yaw rate sensor is used to provide a yaw and can be used in the flight director mode.
rate signal to the computer for operation of the
rudder servo to provide yaw damping. The
yaw rate sensor is a 26VAC powered rate gyro PITCH SYNC AND CWS
sensing the yawing motion of the aircraft. The SWITCHES
yaw rate sensor is located on the lower forward
shelf in the nose avionics bay. The pitch synchronization and control wheel
steering button, located on each control wheel,
is used to manually maneuver the aircraft with-
EFIS SYSTEM DISPLAY out completely disengaging the autopilot when
PROCESSOR UNIT the autop ilot is engaged or to sync the com-
mand bars to the current aircraft attitude with
The EF1S system DPU-84 provides the head- flight director only selected.
ing error signals and the course datum sig -
nals as set on the EHSI to the autopilot

FlightSafety.
Ua ,.,1;0"..1
BEECH 1900 AIRLINER MA INT E NANCE T R A IN ING MANUAL
When the autopilot is engaged depressing the TRIM SWITCHES

Pitch Sync & CWS button disengages the
ai leron and elevator servos. The aircraft can (Autopilot installation only)
be maneuvered to any desired atti tude while
the Pitch Sync & CWS button is depressed. The split trim switches on each control wheel
When the Pitch Sync & CWS button is re- are used to operate the electric trim system,
leased, the aileron and elevator servos reen- which forms part of the autopi lot installation.
gage, the computer synchronizes to the new For more information on the trim sw itch op-
attitude, and control is returned to the previ- eration refer to the electric elevator trim sys-
ously selected modes. During the time the but- tem in this chapter.
ton is pressed the AP DIS annunciator will
flash. Return to the se l ected modes is re- Autopilot Select Switch or Yaw
strained to prevent any rapid maneuvers when
the aircraft attitude varies from that com- Damper Select Switch
manded by the autopilot. The switch labeled AP/L AP/R or YD/L YD/R
located on the pedestal is used to select the
With the ALT, lAS , or VS flight director modes computer that will be used to drive the servos
of operation selected depressing the Pitch in all modes of operation;autopilot, yaw
Sync and CWS button and manual ly maneu- damper, rudder boost, and electric trim.
vering the aircraft to a new reference altitude,
airspeed, or vertical speed will cause the flight
director command bars to sync to the new air Yaw Damper Engage Switch
data reference when the button is released. This switch is installed in the flight directorl
yaw damper equipped aircraft only. The switch
When in p itch, depress and ho ld the Pitch is located on the pedestal and can be two dif-
Sync and CWS button, then manually ma- ferent types depending on aircraft SIN. UE-278
neuver the aircraft to a new pitch attitude and and later aircraft and those earlier aircraft
release the button . This wil l cause the com- modified with Kit 129-3008 have toggle type
mand bars to sync to the new pitch reference. switch while UE-277 and earlier aircraft have
a push-button annunciator type switch labeled
GO-AROUND MODE YDENG.
SWITCHES (GA) To activate the yaw damper system the pedestal
Go- Around mode is activated by pushing the mounted YAW DAMP switch must be pushed
Go-Around switch on the left power lever or forward (depressed for annunciator type
the copi lot's con trol wheel. GA mode may be switch) and held until the sel f-test is com-
selected whenever a lateral mode is selected plete and the yaw damper system is engaged
on the controlling FCP-6S. (YD ENG annunciator lights in annunciator
type switch) . The yaw damper may be disen-
When GA mode is activated by either switch, gaged by momentarily pressing the DISC
the selected autopi lot will disengage, the au- TRIM/AP YD switch on either of the control
topi lot disconnec t aural warning sounds, and wheels to the first level , or by pushing the
both flight directors command a wings-level, YAW DAMP switch forward on the pedestal
10 ° nose-up attitude. Autopilot engagement, console (depressed for annunciator type
the CWS/Pitch SYNC button, or another mode sw itch).
selection cancels GA mode .

Flight~ty.
Rudder Boost and Yaw Control NOTES

Test Switch
The rudder boost and yaw co ntrol test sw itch
is used to arm the rudder boost system when
selected to that position and used to carry out
the yaw contro l test when selected to that po-
sition. The switch is located on the pedestal.
The yaw contro l test switch is used to check

the functional integrity of the yaw damper
system.
The yaw control test is carried out by engag-

ing the yaw damper and confirming the yaw
damper is engaged by checking for the YD an-
nunciator on both EADls. T he YAW annun-
ciator is illuminated on both the flight control
pane l and the autopilot panel (if installed).
Also check th at rudder pedals have added re-
sistance with the rudder servo engaged. Move
the swi tch to yaw control test position and
check that the yaw damper has di sengaged as
indicated by all above annunciators turning off
and the rudd er pedals movement freeing.
To check the operation of the other computer

yaw damper cha nnel the autopilot se lect switc h
is used to se le ct it.

FlightSafety.
..-
AUTO PILOT TRIM FA IL AUTO PILOT COMPUTE R

ANNUNCIATOR FAIL ANNUNCIATOR
(AP INSTALL ON LY) (AP INSTALL ONLY)
ANNUNCIATOR WARN ING PANEL
NOTE:
THIS ANNUNCIATOR INDICATES THAT THE ELECTIRIC
TRIM IS NOT RESPONDING TO COMMANDS FROM THE AP
COMPUTER . THE AUTOPILOT WILL NOT TRIP OFFLINE WITH
THE TRIM FAIL WARNING BUT THE PILOT IS ALERTED TO
THE FACT THAT ELEVATOR COULD BE OUT OF TRIM AND THE
ELEVATOR SERVO IS HOLDING A LARGE STATIC LOAD.
PITCH TRIM RUDDER BOOST

OFF ANNUNCIATOR OFF ANNUN CIATOR
YAW DAMPER
RUDDER BOOST
FAIL ANNUNCIATOR
FYD INSTALL O NLY )
AN NUNCIATOR CAUTION/ADVISORY PANEL
Figure 22-31. Autopilot/Flight Director Annunciators

Flight~ty.
BEECH 1900 AIRLINER MAINTENANCE TRAI N ING MANUAL
AUTOPILOT SYSTEM NOTES

EXTERNAL ANNUNCIATORS
T he autop ilot or flight directo rlyaw dampe r in -
sta ll ation inc ludes the fo llowi ng annun c ia-
tors (Figure 22 -3 1) :
Autopilot installation only

Al P FA IL- Autopi lot co mputer or mo nitored
input fai lu re
A lP TR IM FA IL- Detected fai lure in th e trim

channe l
PITC HTR IMOFF- Elec tri c elevato r trim se -

lected off
Flight DirectorNaw Damper

installation only
Y D / R B FA IL- Yaw d a mp e rlr udd e r boo s t
comp uter or moni tored input fa ilure
All installations
RUD B OOSTOFF- R udder boo s t sys tem
turned off
FOR TRAINING PURPOS ES ON LY 22-59

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RUDDER
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26VDC
ARM I RUDDER
LEFT RUDDER BOOST BOOSTSW RIGHT RUDDER BOOST
TRANSDUCER
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TORQUE • (' • TORQUE
TRANSDUCER POWER TRANSDUCER POWER PRESSURE
PRESSURE
III
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Figure 22-32. Rudder Boost System

-
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Flight~ty.
RUDDER BOOST NOTES

SYSTEM
GENERAL
The rudder boost system (Figure 22-32) senses
eng in e torque from both engines throu g h
torque transmitters located on the forward
right side of each engine. The torque trans-
mitter output signal is sent to the se lected
APC -6 5H or FYD -65 computer. The autopi-
lot computer contro ls the operation of the rud-
der boost system. The rudder boost mode is
independent of the autopilot and yaw engage
functions and is ful ly automatic, when armed.
Thi s mode takes precedence over yaw damper
operations whenever the computer detects a
need for rudder boost and provide s either right
or left. When difference s in engine torque be-
tween the eng in es exceeds a pre se t level , th e
autopilot computer activates the rudder servo
in the aft fu se lage section which deflects the
rudder. This operation assis ts pilot effort in
controlling the aircraft yawing. Servo contri-
bution is proportional to engine torque dif-
ferential. Trimming of the rudder must be
accomplished manually by the pilot.
OPERATION
Activation of the rudder boost system is
through a switch in the pedestal extension,
placarded RUDDER BOOST- OFF- YAW
CONTROL TEST. Switching to the RUDDER
BOOST position arms the system. The rudder
boost system is disabled if the RUDDER
BOOST switch is OFF and is interrupted when
the DISC TRIM-AP YO switc h on the contro l
wheel is depressed to the fir st level.
A yellow caution an nun ciator, RUD BOOST

OFF is provided on the cautio n/advisory an-
nunciator panel to indicate when the rudder
boost control switch is in a po s ition other th a n
RUDDER BOOST (on).

Flight~~ty.
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Flight~ty.
ELECTRIC ELEVATOR NOTES

TRIM SYSTEM
On aircraft with th e autopilot system (Figure
22-33) installed the electric elevator trim is
part orthe autopilot system with external con-
trols to allow the pilot to operate the trim sys-
tem The electric elevator trim operates in two
mode s of operation automatic and manual
electric elevator trim .
Manual trim operation is controlled by the

trim sw itches located on eac h control wheel.
The trim switches are a three -pos ition
(UP-OFF-DN) split rocker sw itch. Actuating
the trim switch applies a ground through one
half of the switch and 28VDC through the
other half to the autopilot computer. If the in-
puts to the computer are correct, the computer
wi II acti vate the elevator tri m servo and move
the e levator trim tab. The pilot's trim switch
input s have priority over th e co pilot ' s switch
inputs. Operation of the trim switches while
the autopilot is engaged causes the autopi lot
to disengage .
The automatic electric elevator trim opera-

tion is controlled by the autopilot computer and
is active anytime the autopi lot is engaged.
Trim operation i s annunciated (TRIM in

amber) on the FCP-65 panel and the APP-65A
panel. [fthe autopilot computer detects a fail-
ure in the trim system, or a incorrect trim
switch input the computer will illuminate the
trim fail annunciator on the APP-65A panel
(TRIM in red) and A/P TRIM FAIL on the an-
nunciator warning panel.
The trim system can a lso be locked ou t in the

event of a problem with the sys tem through the
use of the DISC TRIM/AP YO switc he s lo-
ca ted on each control wheel. When the trim
system is lo cked out the annunciator PITCH
TRIM OFF located on the annunciator cau-
tion/advisor y panel is illuminated . Movin g
the ELEV TRIM switch on the pedes tal to the
off po s ition and back again reset s the trim
sys tem.

FlightSafety.
"'''"'''''''''''
BEE C H 190 0 AIRLINER MAINTENANCE TRAINING MANUAL
Table 22-2. CTL-22 COMM CONTROL, CONTROLS AND INDICATORS
CONTROL OR DISPLAY FUNCTION/DESCRIPTION

Active frequency display The active frequency (frequency to which the VHF-22A is tuned) and diagnostic
messaqes are displayed in the upper window.
Preset frequency display The preset (inactive) frequency and diagnostic messages are displayed in the lower
window.
Compare annunciator ACT momentarily illuminates when frequencies are being changed. If ACT continues
to flash , the actual radio frequency is not identical to the frequency shown in the
active window.
Annunciators The comm control contains MEM (memory), and TX (transmit) annunciators. The MEM
annunciator illuminates whenever a frequency is displayed in the lower window. The TX
annunciator illuminates whenever the VHF-22A is transmitting.
Power and mode switch The OFF/ON positions switch system power to turn the system on or off.
The SO OFF position disables the receiver squelch circuits, so you should hear noise.
Use this position to set the volume control or, if necessary, to try to receive a very
weak siqnal which cannot break squelch.
Light sensor The built-in light sensor automatically controls the display brightness. The ann push
brt control knob/push button can be used to override the automatic dim controls and
force the di~layto go to full bright.
XFRlMEM switch This switch is a 3-position, spring-loaded toggle switch. When moved to the XFR
position , the preset frequency is transferred up to the active display and the VHF-22A
retunes. The previously active frequency becomes the new preset frequency and is
displayed in the lower window. When this switch is moved to the MEM position, one of
the six stacked memory frequencies is loaded into the preset display. Successive
I pushes cycle the six memory frequencies throuQh the display (... 2,3,4,5,6,1,2,3 .... ).
Frequency select knobs Two concentric knobs control the preset or active frequency display. The larger knob
changes the three digits to the left of the decimal point in 1-MHz steps. The smaller
knob changes the two digits to the right of the decimal point in 50-kHz steps (or in 25-
kHz steps for the first two steps after the direction of rotation has been reversed) .
Numbers roll over at the upper and lower frequency limits.
ACT button Push the ACT button for approximately two seconds to enable the frequency select
knobs to directly retune the VHF-22A. The bottom window will display dashes and the
upper window will continue to display the active frequency. Push the ACT button a
second time to return the control to the normal 2-display tune/preset mode of
operation. The active tuning feature is not affected by power removal. If active tuning
is selected (one push of the ACT button) and power is removed from the control,
active tuning will still be enabled the next time power is reapplied to the control.
STO button The STO button allows up to six preset frequencies to be selected and entered into the
control's nonvolatile memory. To store a frequency, simply toggle the MEM switch until
the upper window displays the desired channel number (CH 1 through CH 6) , rotate
the frequency select knobs until the lower window displays the frequency to be stored ,
and push the STO button twice within five seconds.
After approximately five seconds, the control will return to the normal 2-display
tune/preset mode of operation.
TEST Push the TEST button to initiate the rad io self-test diagnostic routine. The transceiver
performs a complete self-test routine requiring about five seconds.

Flight~ty.
VHF-22A VHF COMM NOTES

TRANSCEIVER
GENERAL
Two VHF-22A VHF commun icat io ns trans -
ceivers are installed in the 19000 aircraft to
provide 2 way airborne VHF AM commun ica-
tions on the 720 c hannels from 118.000 through
136.975 MH z with 25 KH z increments. The
VHF-22A is contro lled by a CTL-22 co ntrol
via a commercia l sta ndard digital bus (CS OB ).
The VHF-22A receives audio from the audio sys-
tem for trans mission and sends rece ived a udi o
to the aud io system. Tab le 22-2 describes th e
co ntrol s and ind icati ons of the CTL-22 COMM
contro l.
Refer to Figure 22-34 for VHF -22 CO MM

radio con tro ls and di splays.
ACTIVECOMM
FREQUENCY
COMPARE
DISPLAY
ANNUNCIATO R
TRANSFER
IMEMORY
PRESETCOMM
SWITCH
FREQUENCY
DISPLAY
TRANSMIT
ANNUNCIATOR
MEMORY
ANNUNCIATOR
FREQUENCY
SELECT
POWER AND KNOBS (2)
MODE SE LECT
SWITCH
ACTIVE TUNE
COMMVOLUME BunON
CONTROL (ACTIVE TUNING
I PRESET TUNING)
LIGHT TEST
SENSOR BUDON STORE
BunON
Figure 22-34. VHF-22 COMM Radio Controls/Displays

S:lINOIlIlf
I\)
,
I\)
0>
0>
~ ~
=- .::..- ~~":,..':.~
, • ' . I , , ,-, _ """ _ •• '. •• , .-,
~:::':''=''':-=-:........:.J''':::'-:':'
-'~'-" ""-,-;, '=:.' -r -;.::. ; ,---; ~ -.~'-"
- - - -
'-;---;:-':!:2'-;-';;-' ~""E.:-?
III
m
m
n
AUDIO PANE L :z:
AUDIO OUTPUT SOU SELECT SWITCHES ...
III
"T1 0
oJ:J 0
--i
J:J !:
~ :II
Z FI LTER SWITCH r-
z Z
Gl m
-u :II
c s:
J:J
-u HOT INTERPHONE ;..
o SWITCH z
(fJ MICROPHONE NOTE"
m --i
(fJ AUDIO INPUT WHEN SELECTED
m
oz SELECT SWITCH ON INTERPHONE
COMMUNICATIONS
z
MAY BE HANDLED
;..
z
'< PILOT'S SIDETONE
VOLUME ADJUST
WITHQUT THE
USE OF THE PTT SWI TCH 0
PILOT'S SPEAKER NOTE : m
VOLUME CONTROL THIS SWITCH TURNS --i
OFF ALL SPEAKER
J:J
OUTPUTS INCLUDING ;..
AUAAL WARNINGS
PILOT'S AUDIO CONTROL SECTION OF PAN EL Z
z
Gl
s:
;..
-_.
."
CC
~~
Z
C
;..
I~
r
Figure 22·35. Pilot's Audio Controls r+

'l<
Flight§~~ty.
BEECH 1900 AIRLINER M AI N T EN A NCE T R AINING MANUAL
AUDIO SYSTEM existing aural warnings provided by the pas-

senger speaker amplifier DB 207. The aural
warning tone generator also is a remote ly con-
GENERAL trolled electronic unit which operates on com-
mand from fault detection equipment.
The audio system consists of an audio control
panel, two flight compartment speakers with The aud io system consists of independent
jacks for pilot and copilot headphones and audio control systems for the pilot and copi-
microphones, dual audio amplifiers, a pas- lot. As part of the audio control system, mic
senger speaker amplifier and a supplemental key (push-to-talk) (PTT) switches and inter-
aural warning tone generator. phone key switches are provided on respective
control wheels. In addition, mic and head-
The audio control panel provides control over phone jacks are provided for use at each pilot
both transmission and reception of all com- and copilot's station.
munication and navigation equipment installed
in the airplane. ON - OFF switches, selector Refer to Figure 22-35 for locations of pilot's
switches, and volume controls are provided for audio controls.
the pilot and copilot control of each individ-
ual audio system.
The two audio control amplifiers DB 437 op-

NOTES
erate independently for the pilot and copilot
systems. Both units are mounted on a hinged
shelf in the upper nose avionics compartment,
adjacent to the passenger speaker amplifier,
and the supplemental aura l warn ing tone gen-
erator. Both audio con tro l units are remote ly
con trolled electronic units, which operate on
com mand from switches and potentiometers
on the audio control panel located on the avion-
ics instrumen t pane l in the fl ight compart-
ment. The audio amps provide aud io from the
radio receivers to the headphones and speak-
ers and also provide interphone communica-
tion between the crew. Microphone audio is
recorded at all times on the cockpit voice
recorder.
The passenger speaker amp lifier DB 207 pro-

vides ch ime tones and paging audio to the
cabin speakers and a signa l to mute the stereo
during paging. It a lso generates aural warning
tones to the cockpit headphones and speaker
amplifiers are provided for stall warning, land-
ing gear warning, etc. The DB 207 is a re-
motely contro lled electronic unit, which
operates from flight compartment con trols
and fault detection equipment.
The aura l warning tone generator DB 605 pro-

vides additional warning tones to those of the

-
FlightSafety.
REMOTE
MICROPHONE X
DETAIL A
RECORDING
><,UNIT
DETAIL B
-t:.:::::j~---- UNDERWATER LOCATOR BEACON (ULB)
IMPACT SWITCH ' -

'- -$'
"'",
DETAIL C
MOUNTING
TRAY
Figure 22-36. A100S Cockpit Voice Recorder Components/Location

Flight~ty.
BEECH 1900 AIRLINER MAIN T E N ANC E T RAINING MANUAL
The CYR is capable of reproducing the recorded

COCKPIT VOICE audio data in one of the fo ll owing formats:
RECORDER (CVR)
A100S and FA21 00 30-Minute
GENERAL Recorders
Reproduces the last 30 minutes of audio
The airplane is equipped with either a L3 com-
recorded by the above sources in a high qual -
munication s Fairchi ld model AIOOS or
ity format on four separate channel s.
FA2100 cockpit voice recorder. The AIOOS
CYR has a 30-minute recording capacity, while
the FA21 00 CYRs have either a 30-minute or FA21 00 2-Hour Recorder
a 2-hour recording c apacity. In addition to the 30 minutes of high quality
audio noted for the 30-min ute recorders , re-
The CVR system consists of a cockpit voice produces the la s t two hours of audio recorded
recorder, a contro l unit , an area microphone , by the above sources in a standard quality for-
and an impact switch. The recorder and impact mat on two channels, which contain the fol-
switch are located benea th the floorboards lowing material:
and forward of the aft cargo area. The control
unit is located in the cockpit pedestal. The • A combination of the pilot , copilot,
area microphone is located in the leading edge and passenger address audio data
of the glareshield to th e right of the fire ex- • Cockpit area mic audio data
tinguisher switch. Electrical power to the
recorder is provided by the triple fed bu s.
COMPONENTS
Input to the CYR comes from the following
four sources: Cockpit Voice Recorder
Passenger Address Channel 1 A100S
Whatever the pi lot or copilot transmit over The Model A I OOS accepts four channels of
the passenger address, the cabin ch imes or cockpit audio (pilot, copi lot, PA and Area mi -
cabin briefer messages wi II be also be crophones) and converts the audio signa l to a
recorded. digita l format for storage in a crash protected
solid-state memory (Figure 22-36).
Copilot's Audio Channel 2
The Model A I OOS consists of a chassis and
Whatever the copi lot hears in the headset or
speake r, or transmits over any of the micro - fro nt panel , three printed wiring asse mblies
(PWA), and the flash cra sh survivable store
phones wi ll be recorded .
unit (FCSSU), which contains the so lid-state
flash memory used as the recording medium.
Pilot's Audio Channel 3 An underwater locator beacon (ULB), also
Whatever the pilot hears in the headset or referred to as an underwater locator device , is
speaker, or transmits over any of the micro- mounted on the fro nt of the recorder. A head-
phones , wi ll be recorded. set jack (labeled monitor) is provided on the
front of the unit to monitor the combined audio
Area Mic Channel 4 for testing purpose s and provides the sa me
audio as the headset jack o n the CYR control
Vo ices and other sounds in the cockpit will be
unit. An audio monitor adapter test connector
recorded. (Stronger sounds may ma sk weaker
is provided under the outer cover of the CYR
ones .)
for readout of thc recording with the use of spe-
cial te st adapters.

FlightSafety.
""""""""
DETAIL A
CRASH SURVIVABLE
MEMORY UNIT (CSMU) CONTROL UNIT~
~~
~~
~~®
DETAIL B
UNDERWATER LOCATOR DEVICE (ULB)
~~=:::::~:::::::~!!d----:~8~~~~'g SUPPORT EQUIPMENT (GSE)

CONNECTOR (BEH IND DUST COVER)
IMPACT SWITCH-.............. ~
,;:§J"» / '
, '" /
Q~~Y/ts
" I
Q
DETAIL
DETAIL C
Figure 22-37. FA21 00 Cockpit Voice Recorder Components/Locations

FlightSafety.
."", ••1Iu1ill
BEECH 1900 AIRLINER MA INTEN A NCE TRA INING MAN UAL
FA21 00 eVR NOTES

The FA2100 CY R simu Itaneously records four
separate channels of cockpit audio, converts
the audio to a digital format, and stores the data
in a solid-state memory (Figure 22-37).
The FA21 00 CYR consists of a chassis and

front pane l, three printed wiring assemblies
(PWA) aircraft interface, audio compressor
PWA, and acquisition processor PWA, and the
crash survivable memory unit (CSMU). The
CSMU contains the solid -state flash memory
used as the recording medium.
An underwater locator beacon (ULB), also

referred to as an underwater locator device, is
mounted horizontally on the front of the CSMU
and is also used as the recorder's carrying
handle. The ground support equipment (GSE)
connector is located on the front of the FA21 00
CYR. This connector provides the interface
from the recorder to GSE for checkout of the
recorder, or for readout of the recording with
the use of special test adapters.

-
FlightSafety.
CVR Control Unit Indicating Meter

The contro l uni t funct ions as the CYR cock- Dur ing CYR test the indicating meter wi ll in-
pit user interface. T he con trol unit contains op- dica te the test tone leve l. The need le moving
erator con tro ls / indications and a preamp lifier into the green section of the arc will indicate
printed wiring assemb ly (PWA) for interfac- a satisfactory tes t.
ing with the cockpit area microphone and wi th
the CYR. T he control unit contains the fol- Headset Jack
lowing controls (Figure 22-38): T he headset jack is provided to a ll ow moni-
tor in g of the comb ined a ud io record ing as it
Test Switch is be ing reco rded . The audio input is pro-
Press and ho ld the test switch to carry out cessed and stored into memory and then read
self- test. back from memory, processed and se nt to the
headset jack .
Erase Switch
Prev ious ly recorded informat ion cannot be
Press the erase switch to bu lk erase the CYR p layed back from the CYR while it is insta ll ed
recording in memory. CYR recording will on ly in the aircraft.
be erased when the aircraft is on the ground and
after the switch has been held down for more
than two seconds .
TEST INDICATING METER ERASE SWITCH

NOTE:
NOTE:
TH IS METER ONLY
ERASURE OF CVR
INDICATES DU RING
RECORDING CAN ONLY
THE TEST NEEDLE TEST SWITCH BE CARRIED OUT WHEN
IN THE GREEN INDICATES HOLD DOWN TO THE AIRCRAFT IS ON
GOOD CVR OPERATION CARRY OUT TEST THE GROUND.
HEADSET JACK TO ENABLE

LISTENING TO RECORDING
Figure 22-38. Cockpit Voice Recorder Control Panel
22-72 FOR TRAINI NG PURPOSES ON LY

Flight~ty.
BEECH 1900 AIRLINER MAINTEN A NCE TRAINING MANUAL
Area Microphone The erase switch may be used to erase the en-
tire recording , and will only work when the
The area microphone sends all the sounds in landing gear is down, and the weight of the
the flight compartment to the CYR Control airpla ne is on the landing gear. To prevent ac-
Unit. The area microphone is a mini electric cidental erasures, a time delay circuit makes
condenser type microphone. The CYR control it necessary to hold the erase switch down for
unit contains a preamplifier for the area mic two seconds to start the erasure process. If
and provides 6YDC bias c urrent for micro- a headset is plugged into the control unit, a
phone operation. proper erasure is indicated by 400Hz tone in
the headset. The tone wi ll last for approxi-
Impact Switch mately 14 seconds.
The impact sw itch disconnects the power sup-

ply to the CYR . The impact switch operates if FA21 00 Series (30-Minute and
a force of 4g occurs on the aircraft in the fore- 2-Hour Recorder)
aft axis and left-right axis. If the impact sw itch
A one to two second tone wil l be heard in the
is activa ted 28YDC power to the CYR is re-
headset (if plugged into th e control unit) when
moved, used to latch a lockout relay, and illu-
the test sw itch is pressed. The tone will then
minate an indicator lamp on the impact switch .
stop and the needle wi ll move into the green
The impact switch wi ll remain in this condi-
arc on the meter and stay there as long as the
tion until the reset button on the impact sw itch
sw itch is pressed.
is pressed with power applied to the uni\.
To test the area microphone operation speak
SELF TEST with a norma l voice six inches away from the
area mic while monitoring the audio on a head-
Pressing the test switch shou ld result in the fol- set plugged into the test jack What was s po-
lowing indications if t he recorder is func- ken should be heard without any de lay or
tioning properly: significant distortion.
The erase switch may be used to erase the en-

A1OOS (30-Minute Recorder) tire recording, and will only work when the
A 640Hz tone will be heard in the headset (if landing gear is down and the weight of the air-
plugged into the control unit) and the needle p lane is on the landing gear. To prevent acci-
will move into the green arc on the meter. The dental erasures, a time delay circuit makes it
test tone will be sequentially switched through necessary to hold the erase switch down for two
the four channe ls of the recorder in .5 seco nd seco nds to s tart the erasure process. If a head-
intervals . The tone will remain constant as se t is plugged into the co ntrol unit, a proper
long as the switch is pressed and the needle will erasure is indicated by a 400Hz tone in the
remain in the green arc with a sight dithering headset that occurs when the erase switch is
action as channels are sw itched. In the event released. The tone wi ll la st for approximately
of a channe l fai lure, the meter will fa ll out of five to 10 seconds.
the green section of the meter sca le when
checking that chan nel.
To test the area microphone operation speak

with a normal voice six inches away from the
area mic whi le monitoring the audio on a head-
set plugged into the test jack What was spo-
ken s hou ld be heard with a distin ct delay
without any significant di stortion.

Flight~ty.
~ ACCELEROMETER
DETAIL B
~ I
" PITCH POSITION
POTENTIOMETER
DETAIL C
I
, I
DETAIL A ...... ~
Figure 22-39. Flight Data Recorder Installation

Flight~ty.
BEECH 1900 AIRLINER MA INTEN AN C E T RA I NING MANUAL
FLIGHT DATA • Engine power

• Prop RPM (LH engine)
RECORDER (FOR)
• Prop RPM (RH engine)
GENERAL • Torque (LH engine)
An L3 communications FI 000 solid state flight • Torque (RH engine)
data recorder (SSFOR) also called a FOR is • Reverse prop pitch (reverse thrust)
mounted on a she lf in the upper aft corner of
the cargo area (Figure 22-39). It uses solid-state • Microphone keying
flash memory technology as the recording • COMM I key
medium. The raw data , received under ARINC
542A format, is DC, AC synchros, discretes, • COMM 2 key
and pneumatic signals. The FOR is operational • Event bulton status (if installed)
any time e lectrica l power is on and the invert-
ers are operating (the FOR is AC powered). • Flap position
There are no controls associated with the FOR. • Up
Its operation is completely automatic . The
only adjustmen ts associated with the FDR op- • Approach
eration are pitc h control position, beta switch • Down
engagement, and flap position switches. An in -
strument panel-mounted FLT RCDR OFF an- • Autopilot engage (if installed)
nunciator provides the pilot with an indication
of system operationa l status. COMPONENTS
The FOR records the following data into solid-
state memory for the previous 25 hours of sys-
Flight Data Recorder
tem on-time: The primary purpose of the F I 000 solid state
flight data recorder (SSFOR) is to monitor
• Time (relative) the aircraft's functional parameters and to
• A ltitude process and store the data in a crash protected
solid-state memory. The SSFDR also gener-
• Airspeed (indicated) ates system performance signals, which are
• Total air temperature (export airplanes mo nitored in the aircraft cockpit signifying the
on ly) operational status of the recorder.
• Heading (magnetic)
There is an automatic test equipment (ATE) in-
• Acce leration terface connector mounted on the front of the
FOR. Th is interface conforms to EJA RS-422.
• Vertical It is used during bench testing of the recorder
• Longitudinal after repairs, for testing and calibration pro-
cedures in the airplane, and with ground sup-
• Lateral (Optional)
port equipment to transfer data.
• Pitch attitude
Functiona ll y, the FIOOO recorder consists of
• Ro ll attitude three major blocks: a data acquisition section,
• Pitch contro l position a store management section, and the power
supp ly. A ll three of these sections are tied to-
gether with a data acquisition bus (DAB) ,
which is controlled by a microprocessor lo-
cated in the store management section .

Flight~ty.
FLIGHT DATA DOWN

SIGNAL CAM
FLIGHT DATA UP
SIGNAL CAM
'<o l'..111 ~q:;:,,.--o A FLAP UP

~:...,t.---7 LIMIT CAM
S3 FDR APPROACH THROUGH ~k,.--~~"
DOWN SIGNAL SWITCH
S2 FDR APPROACH THROUGH

UP SIGNAL SWITCH ____ PLASTI C
COVER
Sl FLAP UP
LIMIT SWITCH
Figure 22-40. FOR Prop Beta Switches

" INBOARD
AS INSTALLED
'-
'-
BETA SWITCHES ~--_.!!..-r
MOUNTING
B::::::
(BETA SWITCH)
---l~
,
""'"
;1~~~ .-
/
, ''''-, ">"POWER LEVER
BETA SWITCH BELLCRANK
CAM
SCREW
(MOUNTING BRACKET)
Figure 22-41. FOR Flap Position Switches

Flight~ty.
BEECH 1900 AIRLINER MA INTE NANC E T R AIN ING MANUAL
The data acquisition sec tion receives the ana- Impact Switch
log AC and AC signals from the various sen-
sors and converts th e signals to digital data for The impact swi tch disconnects the power sup-
storage. The pneumatic pitot static pressures ply to the FOR and is located on the same
are sensed by sol id-state transducers and con- she lf as the FOR on the outboard side. The im-
verted to digital data by this section also. pact swi tch operates if a force of4g occ urs on
the aircraft in the fore-aft axis and left-right
Located in the store management section is the axis. If the impact switch is activated 115VAC
crash survivable storage unit, which provides power to the FOR is removed , used to latch a
protection of stored data from impact damage lockout relay and illuminate an indicator lamp
and fire. This unit is the assembly that contains on the impact switch. The impact switch will
the storage memory. It ha s inner and outer remain in thi s condition unti l the reset button
steel casings, and an exterior steel cover. The o n the impact switch is pressed with power ap-
assembly is nearly cubical in shape, and is plied to the unit.
electrically connected within the FOR. It is
protected from underwater pressure down to Dedicated FOR Sensors
20,000 feet, crushing pressure up to 5 ,000
pounds , and impact pressure up to 3,400 g The pitch control position potentiometer is
forces. Fire protection is provided by an located above an access panel on the under-
isotherma l shield, which is capable of with- side of the fuselage just aft of the nose whee l
standing I 1000 for 30 minutes , and thermal well. It provides an ana log voltage input to th e
flux of 50,000 BTU/sq. fUhr. FOR, which corresponds to the po s ition of
the elevator controls.
The FOR has "bui lt in test" equipment (BIT) .
T he FOR carr ies out power up BIT at power The flap pos ition switches (Figure 22-40) are
up and rea l-time continuous BIT continuously located under an access panel on the top of the
during FOR operation. When a fault is de - right wing, near the inboard end of the in-
tected, depending on the severity of the fault, board flap. T hey provide inputs to the FOR that
it wil l il luminate the FLT RCOR OFF annun- represent the position of the flaps by sw itch-
ciator, and/or store the fau lt code that can be ing a series of resistors located next the FOR
readout by the gro und support equipment. as the flap s move.
The FOR has an underwater acoustic beacon Beta switches (Figure 22-41) are located in the
(U LB) located on its front panel. The beacon left side of the pedestal ju st forward of the
is mounted on the front of the FOR for ease of power lever bellcranks. These switches are
reading the battery replacement date and quick activated when the power levers are moved
removal and replacement of the beacon. into reverse thrust to provide reverse thrust sig-
nal s to the FOR.
Accelerometer
The system incorporates a remotely mounted
FOR Self Test
accelerometer located under the cabin center I. Apply power to the aircraft (ex ternal
floor just aft of the main sp a r. The ac- power) .
ce lerometer is a se lf-contained , sealed unit
mounted at or near the airplane's center of 2. Ensure the FLT RCOR OFF annunciator
gravity. It se nses vertical, longi tudinal , and IS on.
(o ptionally ) lateral acceleration in the form of
a OC s ignal. The accelerometer is powered 3. Turn both inverters on.
from the FOR.

..-
FlightSafety.
BEECH 1900 AIRLINER MAINTENAN C E TRA INING M ANUAL
REMOTE
SWITCH
HARN ESS
THUMB
SCREWS
CABLE
DETAIL A
Figure 22-42. Emergency Location Transmitter Installation
22-78 FOR TRAINING PURPOS ES ONLY

Flight~ty.
BEECH 1900 AIRLINER MA INTE NAN CE T RA INING MANUAL
4. Ensure the FLT RCDR OFF annunciator ELT

extinguishes after approx imately five
seconds. The ELT I 10-4 Unit is a microprocessor con-
trolled internal battery powered tran s mitter
5. Pull the 115VAC FLT DATA RCDR cir- that ca n be activated by an internal G- switch,
cuit breaker and ensure the FLT RCDR by a sw itch on the ELT unit, or remote sw itch
OFF annunciator illuminates. input (Figure 22-42).
The microprocessor controls all ELT func-
6. Re se t the 115VAC FLT DATA RCDR cir-
cuit breaker and check the FLT RCDR tions (ON-OFF, modu lation, and RESET).
OFF annunciator extinguishes after ap- The transmitter operates simultaneously on
proximately five seco nds . 121 .5 and 243 .0 MHz. The carrier is amp litude
modulated with an audio frequency sweeping
7. Pull the 26VAC FLT DATA RCDR circuit downward within the range of 1,600 to 300 Hz.
breaker and ensure the FLT RCDR OFF The swee p repeti tion rate is between 2 and 4
annunciator illuminates. Hz. The power output is between 100m Wand
50mW over the 50-hour operating period.
8. Reset the 26VAC FLT DATA RCDR cir- The G-Switch or crash force activation sensor
cuit breaker and check the FLT RCDR is designed to activate with a change of velocity
OFF annunciator extinguishes after ap- of 3.5 fps ± 0.5 fps in the fore aft axis .
proximately five seconds.
The ON/OFF switch is located on the con-
9. Turn off both inverters and remove power. nector end of the ELT and can be used to ac-
tivate the ELT transmitter and re set the ELT
[fthere is a fau lt with the FDR noting the time to arm after activation. This switch cannot be
it takes for the FLT RCDR OFF annunc iator positioned to prevent the automatic activa-
to reappear or not even go out after power is tion of the ELT transmitter. An ON light is lo-
applied to the FDR can indicate what section cated on the connector end of the ELT that
of the FDR is causing the fault. These are all indicates when the ELT transmitter is active.
i ntemal fau Its except if there is no I 15 VAC or
26VAC power to the FDR. The ELT battery pack consists of six 1.5 VDC
" D" a lkaline-manganese dioxide cells con-
nected in series. Fresh battery voltage is ap-
EMERGENCY LOCATOR proximately 9.5 volts.
TRANSMITTER (ELT) The ELT is housed in a high impact fire re-

sistant Lexan plastic housing and installed in
a mounting tray with an end cap to hold the two
GENERAL tray hal ves together.
The Artex 110-4 emergency locator trans-
mitter (ELT) system will automatically acti- ELT Remote Switch Panel
vate during a crash and transmit a sweeping The remote switch panel consists of a lever
tone on 121.5 and 243.0 Mhz to aid in the lo- lock switch labe led ARM-ON, a yellow trans-
cati on of the crashed aircraft. T he 110-4 ELT mit light and an edge lit panel. The switch
is designed to meet the requirements of TSO lever is locked in the ARM and the ON posi-
C9 la . The system consists of the ELT tran s- tion s. This sw itch cannot be positioned to pre-
mitte r, located in the aft fuselage area, an an- vent the automatic activation of the ELT
tenna mounted on the aft fu se lage, and a remote tran sm itter. The transmit light is wired to the
switc h with a yellow transmit light, located on aircraft hot battery bus and th e edge lit panel
the left cockpit sidewall next to the OAT gage. is co ntrolled by the side panel rheo stat , located
on the overhead panel.

S:lINOII\\I
I\)
,
I\)
(X)
o
III
- - ELT-- ELT In
ANTENNA In
ON n
"Tl
o
!Jiill •
!Jillil
...:z:CD
0
Il
---j
Il
»
B200 AIRCRAFT
EMER USE ONLY
ELT REMOTE SWITCH ANNUNCIATOR

..-
0
Z
I-J HOT BATTERY BUS ELT RF ...
:III
Z
G)
WHE~,....... Z
2564F1 XMT In
-U 5 G - SWITCH LOOP :III
C 1 AMP LED RESISTOR
Il LOCATED UNDER
8 G - SWITCH LOOP 5:
-U »
o
(f)
PILOTS INSTRUMENT
PANEL
1 LIGHT
Z
m ---j
(f)
31 RESET 1 m
E~i"'--J.~~===+===========-________~~~
o TO OTHER Z
z GROUND 6 RESET 2 »
~
COMM
SWIT~H! • ON 111 GROUND z
SYSTEM ()
I ARM m
---j
71 EXTERNAL ON Il
ELT REMOTE SWITCH
»
ARTEX ELT 110-4 Z
Z
G)
5:
»
z
-
."
ee'
c
»
r
~~
lm-
....
Figure 22-43_ Emergency Locator Transmitter Artex
'!C
Flight§2!~ty.
BEECH 1900 AIRLINER M A IN TE NANCE TR A INING MANUAL
Operation Installed ELT Transmitter Test

The ELT transmitter can be activated by the Perform the transmitter tests by activating the
G-switch the ON-OFF switch on the ELT or ELT and listening on 121 .5 MHz.
by the remote cockpit switch (Figure 22-43).
1. Ensure the main aircraft battery is in-
When the ELT is removed from the aircraft the stall ed and connected to the hot battery
G-switch is disabled to preven t accidental acbus.
tivation of the ELT that could be caused by
dropping, rough handling or during shipping. 2. Tune a VHF receiver to 121.5 MHz .
Mate the Molex electrical connector when the 3. Turn the ELT remote cockpit sw itch
ELT is installed in the aircraft to jumper pins to " ON" position, wait for three sweeps
5 and 8 to enable the G-switch. on the receiver, which takes about one
second, and then turn the switch back
The ON-OFF switch on the ELT can be used to "ARM."
to turn the ELT transmitter on by moving it to
the ON pos ition and reset the ELT after acci- 4. To pass the test, you must hear the three
sweeps and see the front pane l Iight im-
dental activation by moving it to the ON po-
mediately begin to flash continuously.
sition and then back to OFF. This switch can
also be used to activate the ELT transmitter During the first seconds of operation, the mi-
when it is removed from the aircraft. The off croprocessor in the ELT checks the "G-Switch"
position is the normal position when the ELT (automatic activation switch) latching circuit,
is insta ll ed in the aircraft. and pins 5 and 8 on the tray connector. If there
is a problem the processor will not immediately
The remote ARM-ON switc h can be used to turn on the cockpit light during those first few
turn the ELT transmitter on by mov ing it to the sweeps, which indicates the unit is not work-
ON position and reset the ELT after acciden- ing properly. For example: if the jumper be-
tal activation by moving it to the ON po sition tween pin s 5 and 8 was not install ed or was
and then back to ARM. Normal switch posi- open, the cockpit light would flash momen-
tion is the ARM position. tarily upon ELT activation then stay off for ap-
proximately three seconds before it begins to
Neither the OFF- ON switch on the ELT, or the fla sh continuou sly.
Remote ARM-ON Cockpit sw itch, can be po-
sitioned to prevent the G- switch activation of
the ELT transmitter when in st alled in the air-
craft.
When the ELT transmitter is active the transmit

light on the remote panel flashes to indicate
ELT operation. Also, the transm it light on the
ELT will flash when the ELT is transmitting .

FlightSafety.
UOOii6tkA ....
EXPIRATION
DATE LABEL
ELT ASSEMBLY
THE ELT ASSEMBLY
CONSISTS OF THE
TRANSMITTER , G-SWITCH
AND MICROPROCESSOR
BATTERY PACK
THE BATTERY PACK
CONSISTS OF SIX 1.5 VDC
"D" SIZE ALKALlNE-
MANGANESE DIOXIDE
CELLS
1
Figure 22·44. ELTlBattery Pack Exploded View
22·82 FOR TRAINING PURPOSES ONLY

Flight§~~ty.
SIGNAL FLOWS • When the total of all known transmi s-

sions exceeds one hour
The ELT is a self-contained unit and does not
require any external power input for its oper- • On or before the battery replacement
ation. When the ELT is tran smitting the RF sig- (expiration) date
nal is sent to ELT antenna via a coax cable For optimum performance, it is also recom -
(Figure 22-44) . mended that the battery be replaced if the volt-
age under load is less than 9 .0 YDC .
The cockpit remote switch annunciator panel
can be used to activate, reset , and monitor the The battery expiration date label can be found
ELT transmitter. on the outside of the ELT.
The remote switch wiring between the remote When carrying out the G-switch test , a "foot-
switch and the ELT is de s igned so that no ball throw" method can be used. The ELT
combination of short circuits between the re- molex connector pins 5 and 8 must be jumpered
mote switch, monitor, associated wiring, and for the ELT to be activated by the G-switch .
the airframe ground will: The "football throw" is a rapid , forward throw-
ing motion of the ELT in the direction of the
• Inhibit the equipment from being au- arrow, followed by a rapid reversing action.
tomaticallyactivated
• Deactivate the ELT after it has been
activated NOTES
• Result in additional power drain on the
ELT battery
When the ELT transmitter is active a ground

is applied by the ELT to the transmit light
LED. This LED is powered from the hot bat-
tery bus from the R NAY MEMORY fuse,
which also powers part of the ground comm
system. An additional inline fuse for the ELT
transmit LED power is located behind the left
cockpit sidewall. The G- switch jumper en-
ables the G-switch.
MAINTENANCE
CONSIDERATIONS
Maintenance of the ELT consists of inspections
and operational tests as required by the main-
tenance program and/or regulatory authori ties.
The ELT battery is a life limited item and re-

quires replacement for the following reasons
(Figure 22-44):
• After use in an emergency

• After an inadvertent activation of un-
known duration

FlightSafety.
-,
CHAPTER 24
ELECTRICAL POWER
CONTENTS
Page
INTRODUCTION ................ .. ......... ..... ........ .. ......... .. .... .. ... .. ..... ... ... ... .. .. ... ..... ...... ... ......... ... .. 24-1
WIRING DIAGRAM INFORMATION ........................................... ..................................... 24-3
REMOTE CONTROLLED CIRCUIT BREAKERS .......... .. .................................. .... .... .... .. 24-5
ELECTRICAL SySTEM .................. ........... .. ............. .. ...... .... ....... ... ........... ............ ..... ...... 24-11
DC System ...... .. ......... .. .. ............ ...... ..... ....................... ..... ........... ..... .... ............ ... ........ 24-11
Battery ............ ... .. ..... .. ... .. ..................................................................... ....................... 24-31
External Power. .... ... ........ ... ...... ...... ........... .... ....... ........... .... ........... .. ......... .... .... ........... 24-35
Starter/Generators .... ...... .. .. .... ...... .......... .. .. ... ............ .. ......... ....... ....................... .... ...... 24-39
AC System .. ............. ................. ... .. .... ....... ... .. ...... ... .. ............ ..... ..... ... .. ....... ... .. ... ... ..... . 24-51
QUESTIONS .. ...... ...... ...... .... ....... ................. .. ................. ... .... .. ... ........................................ 24-57

FlightSafety. I"te".tioiel
ILLUSTRATIONS
Figure Title Page
24-1 Wire Numbering Codes ............ .. .. .. .... .... .... .... ............. ........... ......... .. ............ .. ... .... 24-2
24-2 Electrical Devices ... .................. ..... ........ ....... ................................... .......... .... .. .. ..... 24-4
24-3 Electrical Symbols ................................................................................................. 24-6
24-4 Sample Wiring Diagram ..................... .... .. ...... ... ....... .... .. ..... .. .. ..... .................. ........ 24-8
24-5 Electrical System Components .................. ..................... ..... .. .. .......... .................. 24-10
24-6 Hall Effect Devices .... .......... .............. .. .. .. ................ .. ..... ............................. ....... 24-12
24-7 DC Electrical System Simplified Diagram ............... ............. ....... .... .. ........ ...... ... 24-14
24-8 DC System- Battery OFF ..................................................... .. ......... .. ..... .. ....... ... 24-16
24-9 DC System- Battery ON...... ........ .......... ............ ......... .... .. ......... .. .... .. .......... ....... 24-17
24-10 DC System- Generator Ties Man Closed .................................................... ... .... 24-18
24-11 DC System- Right Engine Start .. ................... ... ............... .. .. .............................. 24-19
24-12 DC System-Right Generator ON ....................................................................... 24-20
24-13 DC System- Left Engine Cross Start... ..... ..... .. ..................... ..... ....... .. .. .............. 24-21
24-14 DC System- Both Generators ON ..................................... ...... ........................... 24-22
24-15 DC System- Generator Ties OPEN ..... ....... .......... ........ ............ ............. ............. 24-23
24-16 DC System- Bus Sense Test ... ............. ............................................ .. ......... ........ 24-24
24-17 DC System-Both Generators Failed ............. .... ........... ..... .... ............................. 24-25
24-18 DC System-Right Generator Bus Short ........ ..... .................. .... ...... ...... ............. 24-26
24-19 DC System-Center Bus Short ............................................................................ 24-27
24-20 DC System-TFB Short ..................... ...... ......................... ..... .... ....... .. ...... ..... .. ... 24-28
24-21 DC System-External Power AppJied ........................... ...................................... 24-29
24-22 Battery Circuit- Simplified ................ .... ...... .. ..................................................... 24-30
24-23 Battery Circuit ... ... ..... .......... ... ... ..... ...... ......... ... ................ .................... ........ ....... . 24-32
24-iii
Flight~ty.
24-24 External Power Circuit-Simplified ......... .... .. ... ...... ... ....... .................... .............. 24-34
24-25 External Power Circuit -UE ............... .. ... .. ..... ......... ............... ... .. ... ....... .. .. .. ...... 24-36
24-26 External Power Circuit-UB/C ........ .. .. ..... ... .. ... ....................... ........ ......... ....... ... 24-37
24-27 StarterlGenerator ... .... .. .......... ............... .. .................. ... ... .. ................ ..... ..... .. .. ..... 24-39
24-28 Generator Control Schematic-UC/E .... ... ..... .... ...... ....... ....... .......... ......... ... ........ 24-38
24-29 Generator Control Schematic-UB .......... ................ ....................... ... ............... . 24-40
24-30 DC Power Panel- UE............ .. ... ... .. ... ....... ......... ... .. .... ... .. .. .... .. ..... ....... ........... .. .. 24-41
24-31 DC Power Panel- UB/C ............................................ .......... ...... .. ...... ...... ........ .... 24-42
24-32 DC Generation and Control Schematic-UE .. .. .... .. ...... ...... .. .... .. ............ ............ 24-43
24-33 DC Generation and Control Schematic- UB/C ......... ...... .. .. ... ........ ....... .. .. ........ . 24-44
24-34 A-257-Bus Tie Control PCB (UE) ....................... .. ........................................... 24-45
24-35 A-257-Bus Tie Control PCB (UB/C) ................ .................... .... ........................ 24-46
24-36 Component Power Sources ............... ................................................................... 24-47
24-37 AC System Component Locations ........ .... .............................................. .. ........... 24-50
24-38 AC Schematic- UE (Inverters ON) ....................... .............................................. 24-52
24-39 AC Schematic-UE (No.1 Inverter-Transfer) .................................................... 24-53
24-40 AC Schematic-UE (Load Shed) .......... ........ ............ .... ...... ........................ ........ 24-54
24-41 AC Schematic-UB/C (Normal Power No. ION) ............................................. 24-55
24-42 AC Schematic-UB/C (A lternate Power No. 1 ON) .... ....................................... 24-56

Flight~ty.
CHAPTER 24
ELECTRICAL POWER
INTRODUCTION
This chapter provides a description of the electrical system used on the Beech 1900 air-
craft. Included is information on the DC and AC systems regarding generation, di stri-
bution, monitoring , and system controls. Accompanying this chapter is a selection of
electrical system schematics, found in the program supplemental book, which will be
used to enhance understanding of the aircraft electrical sys tems and components. Ref-
erences for this chapter and further specific information can be found in Chapter 24, "Elec-
trical Power;" Chapter 5, "Time Limits/Maintenance Checks;" and Chapter 12, "Servicing,"
of the Maintenan ce Manual.

FlightSafety.
..............
COMPLETE WIRE NUMBER

PREFIX LETIr~E=R=~56~~~tr~~SU FFIX LETIER
6. 6 X 20 A 14
N INDICATES
WIRE THAT WIRE
UNIT NUMBER USED
SIZE MAKES GROUND
ONLY WHEN TWO
(AWG) CONNECTION
OR MORE IDENTICAL
CIRCUITS ARE V INDICATES
INSTALLED SEGMENT UNGROUNDED
LETIER SIDE OF SINGLE
CIRCUIT FUNCTION PHASE AC
CODE PREDETERMINED WIRE
PER SPECIFICATION A, B, OR C
NUMBER INDICATES AN
MIL-W-5088
ALTERNATE
PHASE
Figure 24-1. Wire Numbering Codes

Flight§~!~ty.
WIRING DIAGRAM The phase letter "V" is used as a suffix iden-

tifying an ungrounded wire or cable in a
INFORMATION sing le phase system.
To facilitate locating components and tracing Circuit function letters indicate a relationship
the circuitry of individual diagrams, each wire to a particular system . A li sting of circuit func-
is identified by the wire code it bears in the air- tions follows:
plane. The individual circuit components are
identified by a reference designator. A refer- C Control surfaces, automatic pilot
ence designator is assigned to each component
in the wiring manual. An example of a refer- D Miscellaneous instruments other than
ence designator would be: flight or engine instruments
CBI0l - Reference designator E Engine instruments, fuel flow, fuel

quantity, etc.
CB - Identifies the component as a
circuit breaker
F Flight instrument s
101 -Identifies it as a s pecific
circuit breaker G Landing gear, actuator, retraction,
The codes used in Beechcraft wirin g diagram warning, etc.
manuals closely follow the military number-
H Heating , ventilating , deicing
ing system. Each wire and cab le is identified
by a combination of numbers and letters im-
printed on the wire or cable. Each wire or J Ignition
cable is id entified within 3 inches of each
K Engine control, starter, prop sync . etc.
junction. No code is required for short wires
or cab les less than 3 in ches in lengt h . A non-
metallic s leeve carrying identification wi ll L Lighting
appear on wires where imprinted codes can-
M Miscellaneous electrical, windshield
not be affixed.
wiper etc.
Wire numbers are provided to differentiate be- p
tween wires in a circuit. DC power
A wire segment is a conductor between two ter- Q Fuel and oil, fuel valves, fuel pump
minals or connections . Alphabetical sequence motors , oil pumps, etc.
is usually followed. Wire segment "A" indicates
the power source, "B" next segment, etc.
v DC power for AC systems
A wire size is also used to identify wire or W Warning and emergency

cable size.
x AC power
A suffix to the wire identification code (N)
identifies any wire or cable that completes the NOTE
circuit to the ground network. Schematics in the wiring diagram
manual are shown with the aircraft
Phase letter "A", "B ", or "e", is used as a suf- power OFF, doors s hut and locked,
fix to identify three-phase wiring in AC circuits.
contro l surface s stream lin ed, and
weight on the landing gear. Any de-
viations to this should be so noted on
the individual sheet s.

FlightSafety.
. ,te;.eIkNMI
DIODE - AN ELECTRICAL DEVICE WHICH ALLOWS

CONVENTIONAL CURRENT FLOW IN THE DIRECTION
OF THE ARROW. SIMILAR TO A CHECK VALVE.
ZENOR DIODE - VOLTAGE REGULATIN G DEVICE.

ACTS LIKE A NORMAL DIODE UNTIL CIRCUIT VOLTAGE
REACHES THE RATED VALUE , THEN ALLOWS VOLTAGE
ABOVE THAT VALUE. SIMILAR TO A PRESSURE CHECK VALVE.
TRANSORB - BI·DIRECTIONAL ZENOR DIODE. USED FOR

ARC SUPPRESSION AND VOLTAGE DAMPENING.
SIMILAR TO AN OVERPRESSURE RE LIEF VALVE. Eo
~OSITIVE)
PNP (fOSITIVE, !:!EGATIVE, TRANSISTER _ A LOW~/ C
VOLTAGE AT THE BASE PERMITS CURRENT FLOW FROM TH E
EMITIER TO THE COLLECTOR.
B 13 .;
'Jc~WE r~:::~A:IVE'
'-C"
fOSITIVE, Ij,EGATIVE)TRANSISTER -
VOLTAGE APPLIED TO THE BASE ALLOWS CURRENT FLOW
~
FROM THE EMITIER TO THE COLLECTOR .
B
~-
:-r.' 28" DC
o
----" I A--
RELAY - OPEN/DEENERGIZED
~
D
I
RELAY - CLOSED/ENERGIZED
BUS TIE RELAY AND HED (CURRENT SENSOR)--

275 AMPS UNIDIRECTIONAL UB/C/E.
325 AMPS BI·DIRECTIONAL UE.
Figure 24-2. Electrical Devices

Flight~ty.
BEECH 1900 AIRLINER M AI NT ENANCE T RA IN ING MANUA L
REMOTE CONTROLLED NOTES

CIRCUIT BREAKERS
Remote controlled circuit breakers are gen-
erally designed to keep high amperage items
out of the cockpit orlO simplify the wire rout-
in g. Whenever a remote controlled circuit
breake r (RCCB) is installed there will also be
an indicator control unit (TCU) in the cockpit
for that RCCB. The ICU is normally a 1/2 or
3/4 amp circuit breaker which directly controls
the RCCB . Tf the TCU breaker in the coc kpit
is ope n, then the RCCB is open; thi s can be
done manually or it may have opened ther-
mally . If the ICU will re se t (after opening
th e rmally) then th e RCCB is re se t. The
RCCB 's will also have an indicator wind o w to
show whether it is open or closed.
.~
3 \) Ne. Z 1/ 1,OJ 1.
wrCU:T7A It: ""' 5 <>'",'
FOR TRAIN ING PURPOSES ONLY 24·5

FlightSafety.i,tbi .... tioi ....
AI RCRAFT LOCATION SYMBOLS
@®
,, ,,
~@
,, ,, @®
,, ,, ~,,
84.0
LEFT RIGHT LEFT RIGHT LEFT AIGHT SlA84

FIREWALL WHEELWELl FIRESEAL BULKHEAD
ADJUSTABILITY ANTENNA BATIERIE S BUS
/
GENERAL
~
GENERAL
[fr
LOOP
li
DIPOLE
---41- -1111-
GENERAL MULTICELL
:t
w
MULTICONOUCTQR CABLE WITH
REF DES. TWISTED AND JACKETED
BUT NOT S HIELDED UNLESS
OTHERWISE NOTED.
W301
;
TWISTED
I ~
PAIR
~
TWISTED
TRIPLE
CA BLES AND CONDUCTORS
(~
J
SHIELDED
SINGLE
CNDCT
, 0 •
COAX CABLE
EE
,-
SHIELDED TWISTED
WIRES (1 AND 31N
A SINGLE SHIELD)
; w~
SHIELDED
TWISTED
PAIR
*
JACKETED UNLESS OTHERWISE
NOTED.
SHIELDED
TWISTED
TRIPLE
CAPAC ITOR CIRCUIT BREAKERS CONNECTORS CURRENT CONTACTS

?,I-Qt-
.<---J f----.- 60
_A
6'0
_A
en.
_A
IIC~ot ·
_A ~ ~ ~ ..........
LIMITER
-7 ) MALE
GENERAL CS-
BASIC
PUSH
BREAKER
PUSH-PULL
BREAKER
SWITCH
BREAKER
RECEPTACLE PLUG MATED PLUG
AND
RECEPTACLE
-< { FEMALE
DIODE FILTER GROUNDS HALL EFFECT

, , , ,r ""r 1>-
-I
~
Otr
1111
~
GROUND OR •
GENERAL ZENER
Dt
CIRCUIT RETURN
UNIDIRECTIONAL
FUSE
, ,
-~ ~ l GROUND TO C£
,f SHIELD GROUNDED
CHASSIS GROUND
+
SCR
G
ZENER ~ CHASSIS
(WITH TERMINALS) TO STRUCTURE
TO BACKSHELL
(WITH TERM INAL)
BIDIRECTIONAL
HEATER HORN - LOUDSPEAKER IGNITER LAMPS
ELEMENT
.....ru1Jlr-r
METER
~ MISCELLANEOUS
~
MOTOR
O OR O 0
SIGNAL LIGHT
PIN LETIERS
®
POLARITY
~ FLOURESCENT
POTENTIOMETER
8
• (LETIER TO DENOTE WHAT TYPE
OF METER. SUCH AS "I" FOA
®
FURNISHED WITH
EQUIPMENT
0 ~::~
CASE ~
+
POSITIVE
~
1----
INDICATING METER)
NEGATIVE b
RELAY COIL RESISTORS RHEOSTAT SH UNT S PLICES TEST POINT THERMOCOUPLE
• RECOGNITION
~
:s=L ,
l
r V
Sf
[t: F 1/1 Sf ~
PERMANENT
,
DISCONNECT
,f
GENERAL GENERAL
ADJUSTABLE CONTACT
_ TERMI NAL BOA~ TRANSFORMERS TRANSISTORS
...
lO 1r
E C C E E C
T
CD
F- -cD
00
CURRENT ][
GENERAL
y y. UNIJUNCTION
CD
CD
2E
CD jll[ JlI[
PNP
THERMAL ELEMENT
(TRANSDUCER)
NPN DARLINGTON
COILS OTHER THAN RELAY

WITH N-TYPE
BASE
WITH 4""TE'R'Mi'NALS WI TH 4""i"E"RMINALS SINGLE - PHASE

NON-
SATURATING
~ rrm mn
WINDINGS, INDUCTOR,
SHOWN SHOWN AND 2 3- W INDING
GENERAL REACTOR. OR CHOKE
BUSSED TOGETHER WITH CORE
Figure 24-3. Electrical Symbols (Sheet 1 of 2)

Flight~ty.
B EECH 1 9 00 AIRLINER MAINTENANCE TRAINING MANUAL
BASIC CONTACT SWITCH ASSEMBLIES PUSH BUTTON SWITCHES (MOMENTARY OR SPRING - RETURN)
~ ~
OPEN
~
0
.. ..
-L-
CIRCUIT
L..L...%
CIRCUIT
.. ..
L..L...%
TWO-CIRCUIT
CLOSED CLOSING OPENING
CONTACT CONTACT TRANSFER
(MAKE) (BREAK)
NON LOCKING SWITCHES COMBINATION LOCKING AN D NONLOCKING SWITCHES

(MOM ENTARY OR SPRING-RETURN)
~.t-..,r
0
0 .t-..,r or-' L..L...% 0 - - OFF
CIRCUIT C IRCUIT ~ .t-..,r .t-..,r
CLOSING OPEN ING TWO·CIRCUIT TRANS FER
(MAKE ) (BRE AK )
PRESSURE OR VACUU M ACTIVATED SWITCHES TEMPERATURE-ACTUATED SWITCH ES
~
Cl
I
'7
I
o-l-!l
~ OR ""r ~ OR
~
CLOSES ON RISING OPENS ON RISING
CLOSES ON RISING OPENS ON RISING TEMPERATUAE TEMPERATURE
PRESSURE PRESSURE
LIMIT SWITCHES (DIRECTLY THERMAL SWITCHES

ACTIVATED SPRING RETURNED ) ~~
~
NORMALLY
OPEN
~
NORMAllY
OPEN -
HELD CLOSED
o-crtI
NORMALLY
CLOSED
o--c;
NORMAllY
CLOSED -
HELD OPEN
NORMALLY OPEN
~
NORMALLY CLOSED
®
W1TH INTERNAL
HEATER SHOWN
SELECTOR OR MULTIPOSITION SWITCH EXAMPLE OF ON-Q N-QN 2 POLE SWITCH ACTUATION
to
----E 0 - <-
0-- :;:J < .J .....eL. I· C,'
'100
~"'-~~ -
~0 TOGGLE IN
"DOWN" POS ITION
NOTE: , 1
ST1'Y<T ' S,-,- r'1C.-t
~
ANY NO. OF TRA NSMISSION
PATHS MAY BE SHOWN
+0
TOGGLE IN
o-n o-n ~ ·CENTER" POSITION
~ ~ o--P
I
J.
I
! ,
I
+
I
to
NOTE:
ALL APPLICABLE DIAGRAMS SHOW
ON-ON-ON SWITCH IN TH IS POSITION
OPEN CLOSED OPEN CLOSED
~
TIME-DELAY TIME·DELAY TIME·DELAY TlME·D ELAY
CLOSING OPENING OPENING CLOSING
NOTE : 10 TOGGLE IN
~
POINT OF ARROW INDICATES DIRECTION OF ·UP· POSITION
SWITCH OPERATION IN WHICH CONTACT
ACTION IS DELAYED. to
EXAMPLE OF ON-Q N-QN 4 POLE SWITCH ACTUATION
~10
to
~
to
~
10 10
o-P
10 "-h "-h
I I I
~ ~
I 0
10 10 ~
~ ~
10
10
+
10
+
""+0
+
TOGGLE IN TOGGLE IN TOGGLE IN
·Up·POSiTlON "CENTER" POSITION "DOWN" POSITION
NOTE:
ALL APPLICABLE DIAGRAMS SHOW ON-ON-ON
SWITCH IN THIS POSITION
Figure 24-3. Electrical Symbols (Sheet 2 of 2)

FlightSafety.
""""""'"'
24-65-01
315105 E- Hl30B22
P555
"'
8
. CLOSED
&- W8 ON H223A22 A
......- ... OPEN
--;:==j2P'f.~~
t L H12SB20~ff'
C
H15SB20 - F
CR1~11-~H147B20 - ~
H131A20 - -
"
7.5A
CBS2
H12SA20 : o - H232A20 -
- H1 47A20N E
L BLEED AIR 6 ENVIROFF
CONTROL , 4
O FF EtOl VALV E - BLEED AIR
A146 PANEL ASSY - PR ESSURE REGULATOR
Sl SWITCH - BLEED AND SHUTOFF, L
CIRCUIT BREAK ER. R 61 AIR CONTROL, L
[ ]
I
I
WH - @
E177Jl P411
RD- @ =ID= H132B20

2
~132A20
CR219
A224 PANEL ASSY-
SUBPANEL, R INBOARD 6 1
H133B20 H133A20N ----+-~-+, ~----~ -<ll'Hl29D20~@RD

CR209
H252A20N H252B20
P567 E305J1
2 @ WH
BJ I
I
El77 VALVE -PNEUMATIC BLEED

AIR SHUTOFF, L
22~!H229A22
J313 P313
-----1-1+, E305 VALVE-
PN EUMATIC BLEED
r4-
15
P517
f- H235B22
37
21
H229B22 - ]
H235A22 - 31-51-06
P513 S303J1 TEST, LEFT
__] 91-46-01
2, ~~
~ = ;::~::;~
m
7 H128D20 -
" I 3H11....--1..,-,
~ 44PSI
CLOSE AT
S303 SWITCH--0VER
_~{C~===P
P563 =R=E=S=S~U~R~E~.LO-_l
1 - - - - - - - - - - - - - - - - - + H f + + - - 1 - - - - H245A20 - B
I-------,-----,-""..-----H+~-+----
P155 J155
H243A20 - CA p . J
I 'f_
H236A20N f I q
KEY
9HO." [_ _ [ - H244A20 - F ~
I ] 21-31-02
r- ~
H136A22 - 31-51-02 -:-
H231 A20 :==::j~:::I::j::t:=t==:;-1
H251A22
- H246B20 -
E
D
L£:J
CLOSE AT
44 PSI
H157A20 -
S315 SWITCH-OVER
PR ESSURE, L CENTER
L Pl 1S
A317 MODULE ASSY -
BLEED AIR CONTROL @
,
"
5
, - - - H152A22- "
2
r - - H151A22 _
P29 I _ SP5.P29.A SP5 P2-I-SP5 •
P2 J104
It--- ,--- H247A22 -
3
8
B t -
CR2
SP6-P29-B GS22-SP6 - .:1.. H249A22 - 9
SP6 GS22 -:- "·"·02 E- '"t"",===",,,,-----1

E243 DETECTOR -
[] C BLEED AIR OVERTEMP
L __] 91-13-01 P564
E15 VALVE-
PRECOOLER THRU
~--,FP28 SP7
~
A
W I
A r - 1 - SP7-P2S-A I SP5-SP7 - . -
CR' E303 SENSOR- TEMP, CENTER
J50 ~ P501
~ B t - SPS·P28-B GS24-S PS - . ,
E SPS GS24 ~ W ",- P515
~, CDFI - - - - - - - . - P2-..!-P28-D
X I--- B r-....
LL
~==j9-----
I •- P2S-C-P2-K - - - - -
DD
EE C
A
W I
E14 VALVE-
PRECOOLER BYPASS I-- - -] 91-50-01
El'2 SENSOR- TEMP, L
A2 13 ENGINE SECTION ASSEMBLY, L 6 1 6 2 P49'33.--<=:-------
~t~=~
L- H210A20 - - - -
l...-....- H21' A20N -
H241A20N
E1S4 HEATER-ACM EJECTOR
Figure 24-4. Sample Wiring Diagram (Sheet 1 of 2)
24-8 FOR TRAINING PURPOSE S ONLY

Flight~ty.
BEECH 1900 AIRLINER MAINTENANCE TRAI N ING M ANUAL
USABLE
REFERENCE PART DESCRIPTION INSTL ON
DESIGNATOR NO. ZONE CODE
21-31-01
A146CB82 7277·2-7 CIRCUIT BREAKER-L BLEED AIR CONTROL 246

A213CRl tN4005 DIODE- TRANSIENT SUPPRESSION .. 410
A213CR 2 lN400S DIODE-TRANSIENT SUPPRESSiON .... 410
A213E14 129-380001 -3 VALVE-PRECOOLER, BYPASS ... 410
A213E1S 129-38000101 VALVE-PRECOOLER , THROUGH ..... . 410
A213P28 MS3476L12-8S PLUG-PRECOOLER BYPASS VALVE .. 410
A213P29 MS3476W8-33S PLUG-PRECOOLER THROUGH VALVE ....... . 410
A213SP5 11S110E19 SPLICE-SUPPRESSOR DIODE CR2 ... 410
A213SP6 115110E19 SPLICE-SUPPRESSOR DIODE CR2... . ... ............•... 410
A213SP7 115110E19 SPLICE-SUPPRESSOR DIODE CRL 410
A213SPB 115110E19 SPLICE-SUPPRESSOR DIODE CRl 410
A214S4 , 00-389018-19 SWITCH-RUDDER BOOST SENSE ... 420
A224S1 MS27408-4A SWITCH-L BLEED AIR VALVE CONTROl. .. 244
A317 114-364140-7 PRINTED CIRCUIT BOARD ASSY-BLEED AIR CONTROl. .. 143
A317Jl 114-364140-3 RECEPTACLE-PCB ASSY. .. 143
CAtC1 lN4Q05 DrODE- BLEED AIR FINAL SHUTOFF VALVE, LEFT... 511
CR209 lN4005 DIODE-PNEUMATIC BLEED AIR TEST. LEFT... 511
CR219 lN400S TRANSIENT SUPPRESSION DIODE-PNEU BL AIR VALVE, l. .. 521
EtC1 114-380059-3 VALVE-BLEED AIR PRESSURE REGULATOR AND
SHUTOFF, l. .. 511
EtC1 114-380059-1 VALVE-BLEED AIR PRESSURE REGULATOR AND
SHUTOFF. L (ALTERNATE FOR 114·380059·3) .. 511
El01Jl RECEPTACLE-BLEED AIR VALVE (PART OF El01 ) ... .... .... .. ....... . 511
E112 AYLF51021 SENSOR-BLEED AIR OVERTEMP. .. 511
El77 101 -381015-1 SHUTO FF VALVE-L INSTR AfR ... 521
El77J1A 1-480698-0 HOUSING-SHUTO FF VALVE, L INSTR RECEPTACLE .. ... 521
El77J1B 350690-1 PIN CONTACT.. . . 521
E184 776634-2 HEAT ER- ACM EJECTOR ... 511
E243 HYLZ5 1598 DETECTOR- BLEED AIR OVERTEMP. .. 143
E303 AYLF5102 1 SENSOR-GENTER BLEED AIR .. .... ..... ...... . . 511
E305 118-380004-3 VALVE-PNEUMATIC BLEED AIR TEST. LEFT. 511
E305Jl A '-480699-0 HOUSING-PNEUMATIC BLEED AIR TEST, LEFT
RECEPTACLE .. 511
E305J18 350690-7 PIN CONTACT. ...
Pl1BA 112-364017-25 PLUG-DET ECTOR BLEED AIR OVER TEMPERATURE ... 143
P118B 66010-2 SOCKET CONTACT. .. 143
P411A ' -480699-0 HOUSING- L INSTRUMENT AIR SHUTOFF VALVE PLUG .. 521
P411B 350689-' SOCKET..... . 521
P493 MS27473E8B98S PLUG- ACM EJECTOR HEATER ... 511
P512B 350689-' SOCKET CONTACT... 611
P513A '-480700-0 HOUSING-L OVER PRESS SWITCH PLUG .. 511
P5138 350689-1 SOCKET CONTACT... 511
P515A MS3456L 1OSL-3S PLUG-L TEMP SENSOR .. 511
P515B MS3418-10N CABLE CLAMP..... . 511
P515C MS3420-4D BUSHING ... 511
Figure 24-4. Sample Wiring Diagram (Sheet 2 of 2)

FlightSafety.
"'''''''''''"''
\ \
I I
I
I
I
I
I STR/GEN
I
I
I
I
I
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L I I BI-DIRECTIONAL HED-UE 325 AMPS BI -DIRECTIONAL HED- UE 325 AMPS IR
I
I ~I I UNI-DIRECTIONAL HED- UN I-DIRECTIONAL HED- I~
I I I UA/B/C 275 AMPS UA/B/C 275 AMPS I
I I I
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--',--'
~,
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TRIPLE I
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BUS
RIGHT~ I
IB RI'
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• BUS I L'-.
I
I UNI-DIRECTIONAL HED- I I R GEN BUS
L GEN BUS
I I UAIB/C 275 AMPS ~ERY BUS I
I I
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AI
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I 1'1'1'1' 7 , \ I
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_/ BATTERY
'- /
I I
-------------------1 GEN GEN I~-------------------
I ~
CONT CONT
LEGEND ABBREVIATIONS USED
L = LEFT EPR EXTERNAL POWER RELAY

R = RIGHT STRIGEN = STARTER GENERATOR
B = BATTERY GEN CONT = GENERAL CONTROL
BT = BUS TIE EXT PWR EXTERNAL POWER
LC = LINE CONTACTOR CRT BUS CENTER BUS
SB = SUB BUS RG RIGHT GENERATOR
SR = STARTER RELAY LG LEFT GENERATOR
Figure 24-5. Electrical System Components

Flight~ty.
ELECTRICAL SYSTEM NOTES

The primary e lectrical system of the 1900
airliners is a 28 volt direct current (DC) sys-
tem . Th ese airplanes also have an alternat-
ing current (AC) sys tem which derives its
power from the DC system and provides I 15
VAC and 26 VAC.
DC SYSTEM
The DC power sys tem is called a triple fed bus
sys tem becau se there are three sou rces of
power available. The power sources for the DC
sys tem includes a battery and two generators.
The generators are starterlgenerators, used
for engine starting and DC power generation
when the engines are operating. The aircraft
also has provisions for connecting a 28- VDC
externa l power source to the airplane during
ground operation . Power from these sources
is distributed to the individual electrical load s
through a multi-bu s system which is shown in
the simplified component locati on schematic
in Figure 24-5.
The electrical buses are the two generator

buses, triple fed bus , center bus, (there are
two center buses physically separated but elec-
trically joined) and the hot battery bu s.
The bu ses are protected by either Hall Effect

Devices (HED's) or current limiter s. The
HED 's on the UBIC models are rated at 275
amps and control th eir as soc iated Bu s Tie Re-
lays. When current in excess of the rated value
and in the proper direction (unidirectiona l) is
exceeded, a signal is sent to the bus lie con -
trol printed circuit board to isolate the bus. The
UE mode ls have bi-directional HED 's, (sen s-
ing in either direction for the generator bus tie
se nsors) and they are rated at 325 amp s. The
UE model al so ha s a 275 amp unidirectional
HED for the battery bus tie.

-
FlightSafety.
HALL EFFECT DEVICE

SYMBOL
-
-" J--
1""'....j--
_\...\I - - ( ( I /.
--.J...,....<....~-
........:
FORWARD .§
OVERCURRENT
:x A-NOT USED
~
~
B-GROUND CONNECTION FOR
SIGNAL OUTPUT 0 BUS-TIE DEACTIVATE RELAYS
o 0\1
J--- C-POWER INPUT TO CURRENT
~ G/ SENSE DEVICE
REVERSE
OVERCURRENT
R -----<---~ D-TEST INPUTTO
CURRENT SENSOR
SIGNAL OUTPUT
MODES OF OPERATION-UE (GEN TIES ONLY)

1. SENSES CURRENT DRAW IN BOTH DIRECTIONS
2. ALL SENSORS ARE DESENSITIZED DURING STARTING
3. ALL SENSORS ARE DESENSITIZED DURING LANDING GEAR OPERATION
4. ACTIVATES RESPECTIVE GEN TIE RELAY WHEN SENSING 325 ±15 AMPS
Figure 24-6_ Hall Effect Devices (Sheet 1 of 2)

Flight~ty.
TEST INPUT
POWER INPUT- ENABLES THE

275A CURRENT SENSING GROUND FOR THE
DEACTIVATE RELAY
GROUND SEEKING TERMINAL OF THE ON PCBA257
BUS-TIE DEACTIVATE RELAY ON PCB A257 C D
B
--
CLOSED WHEN THE BUS SENSE
SWITCH IS IN THE TEST POSITION
AND WHEN SENSING OVERCURRENT
___ J--
-'-..\1
-_/ er-1--I ( /.
- - .,l; ...-<- -I- -
./
A-GROUND SEEKING TERMINAL OF
~0<f\/
THE BUS-TIE DEACTIVATE RELAYS
FACTORY f-:)
/7i" 0
" B-GROUND CONNECTION FOR
BUS-TIE DEACTIVATE RELAYS
BENCH TEST ~ 1./' C-POWER INPUT TO CURRENT

FUNCTIONS \ £) 0'[ SENSE DEVICE
'2..3/
>'--.... D-TEST INPUTTO
CURRENT SENSOR
MODES OF OPERATION-UBICIE
1. SENSES CURRENT DRAW IN DIRECTION OF ARROW ONLY

2. ALL SENSORS ARE DESENSITIZED DURING STARTING
3. THE BATTERY BUS-TIE SENSOR IS DESENSITIZED DURING LANDING GEAR OPERATION
4. ACTIVATES RESPECTIVE BUS-TIE RELAY WHEN SENSING 275.5 AMPS
Figure 24-6. Hall Effect Devices (Sheet 2 of 2)

FlightSafety.
''',ma''''''''
LEFT GEN BUS/CTR BUS
, ~" • •
"~; ::tITOCL FWR
~'"' ~.
5
"'5
"~"
@ ~,
'"
COPILOT'S CIRCUIT BREAKER PANEL
®®®®®®® ®®®®®®®
eBl CB2 eB3 CB4 CB!i coo GBl CBa CSg C810 CBI1 CB12 C8 13 C8 101.
@@@ 0 ®®0 0®®®@@@

e8 t 5 G816 C817 GBtB CB19 CB20 C821 CB22 CB23 C824 CB25 C826 CB27 CB28
RIGHT GEN BUS/CTR BUS
00 0 0 @0000 @0 0 00
C829 CB30 C831 CB32 CB33 CB34 CB:l5 CB36 CB37
_
CB3B CB39
FWD
CBoiO C541 CB42
ZONE 133 CIRCUIT

BREAKER PANEL r 000 • • • 0 • • • 000 .
C850 CBS1 CB52 CB53 CB64 CBS5 CBS6 CBS7 CBS8 CB09 C860 C861 CB62 CB6J
(UE ONLY)
••••••••••• 0 ••
l C864
Figure 24-7. DC Electrical System Simplified Diagram (Sheet 1 of 2)

eBB5 em eB6? CB68 CB69 C870 C871 CB72 C873 C874 C875 e876 C877

Flight~ty.
AC METER
DC VOLTMETER INVERTER SELECT
SWTCH
\ / m
~"V B . Mm~ ~ ~ El
.~ 0/; ,. ..,
",,,,,,,,,,,.-
.. < ~.
£c,O
DC LOAD METERS VOLTMETER

I -~
ACVOLTAGE/
SELECT FREQU ENCY
SWITCH :-r. METER
t
TO
GENERATOR
FIELD
UB!C SERIES
O RIGH T
STARTEA
RELAY GENERATOR
FIELD
TO t
276
- 250
RIGHT
lEFT
-
-D GENERATOR
BUSnE RIGHT
GENERATOR ~ GENERATOR
,\~~{]~~SWITCH
SWITCH
lEFT
- 325
GEN ERATOR
BUSTlE
NUMBER 1 60 NUMBER 2
INVERT ER INVERTER
FEEDER FEEDER
(PRIMARy} (PRIMARY)
NUMBER 1 NUMBER 2
INVERTER INVERTE R
fEEDE R FEEDEA
(ALTERNATE) (ALTERNATE) EXTERNAL
POWEA
"--------r--~G;_O
BATTERY
CHARGE
MONITOR BATTERY
BUS SENSE
RESET
GENTlES a
MAN CLOSE SPRiNG LOADEO
0 0
~
LEGEND SPRING)
l Ool.DED NOOM
~~~RCLOSE
TO CEm-ER ( LEVER LOCK )
TEST OPEN OUT Of CENieR
• BATIERY POWER- 24 VDC
,==;r=;:
o LEFT GENERATOR POWER-28 VDC
o RIGHT GEN ERATOR POWER-28 VDC
Figure 24-7. DC Electrical System Simplified Diagram (Sheet 2 of 2)

FlightSafety. U\iiiRdboal
BEECH 1900 AIRLINER MAINTENAN C E TRAI N ING MANUAL
:-r. :-r:'-.,-_ _~ r-----~

.----,l-='=FT"O
TO STARTER
O RIGHT
STARTEA
t
. ... TO t
RELAY RELAY
GENERATOR UBIC SERIES GE NER ATOR
FIELD FIELD
~
75
--"""T'"" 250
~ -0 RIGHT
GENERATOR
E
LEFT
aus TIE RIGHT
GENERATOR ~ GENERATOR
\~~~~~
SWITCH
SWITCH
325
-+--+-
NO 1 60 NO.2
INVEATEA INVEATER
FEEDER FEEDER
(PRIMARY) (pRIMARY)

POWER
~-----'===:/-Tnr~
275
BATIERY
CHARGE
MONITOR BATIERY
BUS SENSE GENTlES ~

RESET MAN CLOSE SPRING LOADED
FROM MAN CLOSE
LEGEND (L~:b~g)
\!.O CENTER
0W NO~ 0¥ TO CENTE R
(LEVER LOCK
.J
)
TEST OPEN OUT OF CEN TER
• BATTERY POWER- 24 VDC
D LEFT GENERATOR POWER-28 VDC

lex GEN
"" II
LG€NTI{ RGENTI<
"'''
RDCGEN
II
D RIGHT GENERATOR POWER-28 VDC
SAT TIE
"'" II
'"'" a
,""n~
Figure 24-8. DC System-Battery OFF
24-16 FOR TRAIN ING PURPOS ES ONLY

Flight~ty.
BEECH 1900 AIRLINER MAINTENANCE TRA I NING MANUAL
:-r.
'--"LE"'FT
~D :-r.O~R;;;'G;CH"T
;---'
TO STARTER STARTER
t GENERATOR
FIELD
RELAY
UBIC SERIES
RELAY TO t
GENERATOR
FIELD
~
75
250
'-
"'RIGHT
~4 E
- O GENERATOR
BUS TIe RIGHT RIGHT
LEFT
GENERATOR ~ LINE GENERATOR
~~~~
~~;J~CIO~N~ C~TO~~R ~~~~~~~S~W~'~TC!H)
SWITCH
......
325
r- RIGHT
GENERATOR
BUS TIE
NO. \ 60 60
INVERTER
FEEDER
(PRIMARY)
BAmRY
CHARGE
MONITOR
BUS SENSE GENnES~

RESET MAN CLOS SPRING LOADED
FROM MAN CLOSE
'0' NORM 0
~ LSJ'fJ~g)
LEGEND TO CENTER (
TO CENTER W
TEST
¥ OPEN
( LEVER LOCK
OUT OF CENTER
)
D LEFT GENERATOR POWER-2B VDC

l DCG£N [I LGENTlt
"''" [I RGfNTIE
""
R[l(GEN
~
SATllE
D RIGHT GENERATOR POWER- 28 VDC """ 11
MANl1ES
"'"' 0
Figure 24-9. DC System-Battery ON
FOR TRAI NING PURPOS ES ONLY 24-17

TO
t GENERATOR
FIELD
UBIC SERIES
250
GENERATOR
FIELD
TO t
l
-
I RIGHT
GENERATOR
BUS TIE RIGHT
LEFT
GE NE RATO R GENERATOR
SWITCH SWITCH
NO.1
INVE RTER
FEEDER
(PRIMARY)
BATTERY
BUS SENSE
RESET
GEN TIES
MAN
;a
U
OSE SPR ING LOADED
FROM MAN CLOSE
LEGEND ( SPR ING) A TO CEN TER
~O ~~~~~ W NORM ( LEVER LOCK )
TEST OPEN OUT OF CENTER
o LEFT GENERATOR POWER- 2B VDC
D RIGHT GENERATOR POWER- 2B VDC
Figure 24-10. DC System-Generator Ties Man Closed

BEECH 1900 AIRLINER MAINTENANCE TRAINING M A NUAL
ro
f GE NERATO R
FIELD
UBIC SER IES
250
L
-
I RIGHT
GENERATOR
BUS TIE RIGHT
LEFT
GENERATOR GENERATOR
SWITCH SWITCH
325
LEFT . ,--
GE NER ATOR --
BUS TIE LEFT
CENTER
BUS
BATIERY
BUS SENSE GEN T1ES~

RESET MAN ClOS SPRING LO,t,()EO
~
FROM MAN ClOSE
LEGEND SPRING roCENTER
• BATIERY POWER-24 VDC ~

lO,t,OED
\ 0 CENTER) 0
TEST
NORM
OP EN
( LEVER LOCK
OUT OF CENTER
)

l DC (,E N
""" 11
o RIGHT GENERATOR POWER-28 VDC
Figure 24-11 . DC System- Right Engine Start
FOR TRAI NING PURPOSES ONLY 24-19

FlightSafety.
-
,--- -----, ~-----'= LEFT 0 ;-r.

O·~R:CI:GCHC:T:-----'
STARTER STARTER
ro
t GENERATOR
FIELD
RELAY
UBIC SERIES
250
RELAY
GENERATOR
FIELD
ro t
LOAD METER
L -D RIGHT
- GENERATOR
BUS TIE RIGHT RIGHT
LEFT
GENERATOR LINE GENERATOR
SWITCH CONTACTOA SWITCH
-
rt~L~EFT~G~E~N~ERA~J~O~R~BU~S~:r--~~~l-~~~
325
RIGHT GENERATOR BUS

..: LEFT D-
GENERATOR -
r-- 0 --,- - DR'GENERATOR
GHT
BUS TIE LEFT /""------1-. --I-_ _ ~ RIGHT BUS TIE '0
CENTER CENTER
BUS ' - -- -V BUS
60 60 NO. 2
NO.'
INVERTER INVERTER
FEEDER FEEDER
(PRIMARY) (PRIMARY)
NO. 1 NO.2
INVERTER INVERTER
FEEDER FEEDER EXTER NAL
(ALTERNATE) (ALTERNATE)
;-r. PO~R
V-----====:;r--TiQ];=l!J
TRIPLE FED BUS -
275
--+-
BATIERY HOT BATIEAY BUS

CHARGE
MONITOR BATTERY
SWITCH
BUS SENSE
RESET
GEN TIES Q
MAN CLOSE SP~ING LO.-,OED
~
FAOM MAN CLOSE
LEGEND
• BATTERY POWER~24 VDC
ci.f::;~
TO CENTEfl) 0
TEST
NORM
0
OPEN
TO CENTEfl
( LEVEfl LOC~
OUT OF CENTEfl
!
)
o LEFT GENERATOR POWE R~28 VDC

LOC GEN
If "'" I
LGENTIE RGENTl€
0''''
~ DC G€N
Il
o RIGHT GENERATOR POWER~28 VDC I "''' IlATTlE
11
I """"
ClOSE U
Figure 24-12. DC System-Right Generator ON
24-20 FOR TRAININ G PURPOS ES ONLY

Flight~ty.
To t
t~NERATOR
FIELD
UB!C SERIES
250
GENERATOR
FIELD
L { ] RIGHT
- GENERATOR
BUSTlE RIGHT
lEFT
GENER ATOR GENERATOR
SWITCH SWITCH
lEFT
-325
GENERATOR
BUS TIE
NO. 1 NO.2
INVERTER INVERTER
FEEDER FEEDER
(PRIMARY) (PRIMARY)
BATIEAY
CHARGE
MONITOR
BUS SENSE
RESET
GEN TIES U
M.o.N CLOSE SPRING LOADED
FROM MAN CLOSE
~
LEGEND SeA<No) ( ( ) NORM ( ( ) TO CENTEA
LOADED
TO CENTER
TEST OPEN
( LEVER LOCK
OUT OF CENTER
~
)

lOCGlN
It .... I
lGENTlE _GENnE
OPEN
ROCGEN
~
o RIGHT GENERATOR POWER- 28 VDC
BATTIE
OPEN II
""" 0
MANilES
Figure 24·13. DC System-Left Engine Cross Start
FOR TRAINING PURPOSES ONLY 24·21

Flight~ty.
TO
t GENERATOR
FIELD
UBiC SERIES
250
TO t
GENERATOR
FIELD
L {] RIGHT
- GENERATOR
BUSTlE RIGHT
LEFT
GENERATOR ~ GENERATOA
'\~~
5 ~~SWITCH
SWITCH
-325
LEFT
GENERATOR
D ,--
--
BUS TIE LEFT r -- +'-
CENTER
BUS '1/----'11 '--- - ".-
FEEDER
(PAIMARY)
EXTERNAL
~~__~~~~/?~~~---'~[l~~O~R
275
--+-
BATIEAY
CHARGE
MONITOR
BUS SENSE GEN nes ~

RESET MA~ CLOSE SPRING LOADED
0 0
~
FROM MAN CLOSE
LEGEND SPRING)
LOADED NOflM
TO CENTER
TO GENrER ( LEVER LOC' )
• BATTERY POWER-24 VDC
r====iF
LEFT GENERATOR POWER-2B VDC
D RIGHT GENERATOR POWER-2B VDC
Figure 24-14. DC System-Both Generators ON

FlightSafety.
-
TO
I t GENERATOR
FIELD
UBIC SERIES TO t
GENERATOR
FIE LD
~-0~~
75
'- RIGHT
GENERATOR
BUS TIE RIGHT
LEFT
GENERATOR GENERATOR
SWITCH SWITCH
~ ~~6~~ LEFT
GENERATOR
BUSTlE
NO.1 NO.2
INVERTER INVERTER
FEEDER FEEDER
(PRIMARY) (PRIMARY)
---
275
BATIEAY
CHARGE
MONITOA
LEGEND
• BATIERY POWER- 24 VDC
SPRING)
LOADED
TO CENTER
BUS SENSE
RESET
0a
TEST
NORM
n
GEN TIES
0 N
Q
MAN ClOSE SPRING LOADED
~~~TTRCLOSE
( LEVER LOCI(
OUI OF CENTER
)
LEFT GENERATOR POWER- 28 VDC

LDCGEN ~ l~llE I] R~ENllE ROCGEH I]
'
o RIGHT GENERATOR POWER-28 VDC Bt~: IJ
Figure 24-15. DC System-Generator Ties OPEN

TO
t GENERATOR
FIELD
75
UBIC SERIES GENERATOR
FIELD
TO t
~ E
--+- --r- 250
w.~ ..
LEFT
'- -0 RIGHT
GENERATOR
BUS TIE RIGHT
GENERATOR GENERATOR
SWITCH SWITCH
---
325
NO. 1
INVERTER INVERTER
FEEDER FEEDER
(PR IMARY) (PRIMARY)

POWER
;-r; ~
~---.==-=:;;r--Ti0-3
-
275
8ATIERY
CHARGE
MONITOR BATIERY BATIERY
SWITCH
BUS SENSE GEN n ES ~

RESET MAN CLOSE SPRI NG LOADED
~
FROM MAN CLOSE
LEGEND SPRING TO CENTER
• BATIERY POWER-24 VDC

LOADED
TO CENTER) 1ft!
U
NORM
OJ
OPEN
( LEVER LOCK
OUT OF CENTER
)
o LEFT GENERATO R POWE R-28 VDC

LOCGEN
~ l GENTIE
"'''' I] """ RGHInE R DC GEN
~
o '"' ~
!lATTIE
RIGHT GENERATOR POWER-28 VDC
Figure 24-16. DC System-Bus Sense Test
24-24 FOR TRAINING PUR POSES ON LY

FlightSafety. .1ta,.tIoiMl
tro GENERATOR UBIC SERIES
~-0.,. ... E
FIELD
75
-"""T'"" 250
... RIGHT
GENERATOR
BUS TIE
LEFT
GENERATOR
SWITCH
NO I 60 NO. 2
INVERTER INVERTE R
FEEDER FEEDER
(PRIMARY) (PRIMARY)
BATIERY
CHARGE
MONITOR
BUS SENSE GEN TIES~

RESET MAN eLOS SPRING LOADED
FROM ... .vi CLOSE
LEGEND L~'TJ~) A NORM A TO CENTEA
G TO CENTER ~ ~ ( LEVER LOCI(. )
LEFT GENERATOR POWER-28 VDC

lOCGN LGENTIE
"''' II RGENILl'
0. . .oc"" 0
a..., TIE
D RIGHT GENERATOR POWER-28 VDC "''' 11
MAN TlES
(LOS, 11
Figure 24-17. DC System-Both Generators Failed

Flight~~ty.
,-------:L-=E=FT==
'O , =O"A
"'G"H
-:r:----,
STARTER STARTER
ro
t GENERATOR
FIELD
RELAY
UBIC SEAlES
RELAY
~
75
250
CAD METER
;:r.~" E
'- RIGHT
- O GENERATOR
LEFT LEFT
BUSne
GENERATOR LINE
SWITCH , CONTACTOA
d~~~~~~~~,~EN-E-A~kr~E6~~DYf-l-7r'-:..-~·325.
SUS TIE LEFT
:2~ ___, ~ {]~~~ 3iNH; JA~A~T~OA~~~~~~~~b
) \ - - - , AIGHT BUS TIE
CENTER CENTER
60
BUS '1,---''1'----::1-' BUS
NO. 1 60 NO. 2
40 40 INVERTER
INVEATEA
FEEDER FEEDER
(pRIMARY) {PRIMARY)
NO.1 NO.2
INVERTER INVERTER
FEEDER FEEDER EXTERNAL
(ALTERN ATE ) (ALTERNATE ) POWER
:-r: ~
"-.,.-~~'------rrn~
TRIPlE FED BUS LJ-
-
275
8ATIERY HOT BATTERY BUS

CHARGE
MONITOR
BUS SENSE
RESET
GEN nes G
MAN CLOSE SPRING LOADED
FAOM MAN CLOSE
~ to to
LEGEND """G)
LOADED NOFW TO '''''"
TO CE NTEA (L EVER LOCK )
TeST OPEN OUT OF CENTER
• BATIE RY POWER-24 VDC
LG£NT1£ RGtNTif
, IX""
LEFT GENERATOR POWER- 28 VDC II "''' I "'''
~DC(;EN
IJ
o RIGHT GENERATOR POWER- 28 VDC
QATT1£
"''' ~
MANTlES
"'" 0
Figure 24-18. DC System-Right Generator Bus Short

Flight~ty.
I
,I
tTO GENERATOR '
FIELD :
275
U8IC SEAlES GENERATORTO t
FIELD
..... 2~
, {]RIGHT
- GENERATOR
BUS n e RIGHT
GENERATOR
SWITCH
LEFT
GENERATOR
BUSTlE
NO.1 NO'
INVEATER INVERTER
FEEDER FEEDER
(PRIMARY) (PRIMARY)
EXTERNAL
POWER
"v--'===:/-Ior~
-
27.
BATIERY
CHARGE
MONITOR
SUS SENSE GEN TlES~

RESET M,o.N ClOS
SPRING LOAO£O
"",,aD 0 0 fROM MAN CLOSE
~
LEGEND
~)
LOADED NORM TO CE""R
TO CENTER ( LEVER LOCI(

lDCGEN
Ii """ I
LGENne RGENTlE
OPU!
ROCGEN
0
o RIGHT GENERATOR POWER-28 VDC
BATllE
""'" IJ
~""
CLOSE IJ
Figure 24-19. DC System-Center Bus Short
FOR TRAININ G PURPOSES ON LY 24-27

Flight~J!!!!ty.
t TO
GENERATOR
LEFT O I
STARTER
RELAY
:-r.
UBIC SEAlES
o
:0.
RIGHT
STARTEA
RELAY GENERATOR
FIELD
TO t
FIELD
250
OADMETER LOAD METER

l D RIGHT
- GENERATOR
BUS TIE RIGHT
LEFT LEFT RIGHT
~o
GENERATOR LINE LINE GENERATOR
SWITCH ' CONTACTOR CONTACTOR SWITCH
GE NERATOR
CONTROL
-325
RIGHT GENERATOR BUS

LEFT O r- - - -, RIGHT
GENERATOR - - - - GENERATOR
BUS TiE LEFT r-- -4-- A------.. RIGHT BUS TIE 40
CENTER CENTER
BUS BUS
NO.1 60 60 NO.2
INVERTER INVERTER
FEEDER FEEDER
(PRIMARY) (PRIMARY)
NO.1 NO.2
INVEATEA INVEATER
FEEDER FEEDER
EXTERNAL
POWER
v--~~~=Mn~
:0. B
TRIPLE FED BUS U-
-
275
-fl B~JTEAY
_ U BUSTIE
BATIERY
CHAAGe
MONITOA
BUS SENSE GENTIES~ _,

RESET MAN eLOS SPRING LOADEO
FAOIo4 MAN CLOSE
LEGEND L~:b~ !
• BATTERY POWER-24 VDC
G
TO CENTER) 0
TEST
NORM
0
OPEN
TO CENTER
( LEVER LOCK
OUT OF CE NTER
)
LEFT GENERATOR POWER- 28 VDC

LOCGEN ROCGfN U
o RIGHT GENERATOR POWER- 28 VDC I ~E 0
I M~Ns IJ
Figure 24-20. DC System-TFB Short

TO
GENERATOR
lEFT
STARTER
RELAY
:-r:
0 o
:-r:
RIGHT
STARTER
RELAY
GENERATOR TO t
t FIELD
UBiC SEAlES
FIELD
250
RIGHT
GENERATOR
BUS TIE RIGHT RIGHT
LEFT LEFT
~
GENERATOR LINE LINE : GENERATOR
SWITCH CONTACTOR CONTACTOR SWITCH
LEFT
-325
RIGHT
GENERATOR GENERATOR
BUS TIE BUSTIe 40
NO.1 NO.2
INVEATER INVERTER
FEEDER FEEDER
(PRIMARY) (PRIMAAY)
NO.1 NO.2
INVERTER INVERTER
FEEDER FEEDER
275
----
BATIERY
~"""",_"'dj BUSTIE
BATIERY
CHARGE
MONITOR
BUS SENSE
RESET
~ ',""G)
LEGEND LOADEO
TO CENTER
• EXTERNAL POWE R
Figure 24-21. DC System-External Power Applied

Flight~ty.
CURRENT
BUSTlE SENSE
HOT
] BUSTlE PCB TEST TEST
RIGHT BATTERY
SWITCH (CB66)
CENTER BUS
~
~I~
BUS TEST "..,-0
,,
-,,
CURRENT
SENSOR
+ .r
TRIPL E
FEDB US
-
\
BATTERY +
RIGHT PITOT -
BUS
HEAT FEEDER BATTERY
TIE RELAY
(K121) Q- (F174) SHUNT
+1-
CONTROL PCB
BUSTIE~
~
TRIPLE-FED -
BUS FEEDER
+/
AMMETER [ _
/ BATTERY
~
, I--' ~
A ~
5A
BATTERY
(CB244)
0
BATTERY
SWITCH
JBATTERY
BATTERY CHARGE
WARNING
ANNUNCIATOR
OOy RELAY
(K135) FAULT DETECTION
VOLTMETER-~
PCB (A127) BATTERY
o CHARGE
MONITOR
5A o SELECT
5A PCB (A130)
VOLTMETER SWITCH ~ VOLTMETER
VOLTMETER
(CENTER BUS)
(BATTERY-CB312)
Figure 24-22. Battery Circuit-Simplified

Flight§~~ty.
BEECH 1900 AIRLINER M AI NT E NANCE T RAINING MANU A L
BATTERY NOTES
The aircraft battery is a 34-ampere-hour, 20
ce ll , air cooled nickel-cadmium battery. The
batlery is located in the right center wing area.
The battery relay, batlery bus tie, batte ry cur-
rent sensor, and the hot batlery bus are also lo-
cated in the same compartment.
The battery switch controls the battery relay

and the battery bus tie relay. When the batlery
sw itch is turned ON the battery relay closes
to apply power to the triple fed bus and the bat-
tery bus tie relay closes to apply power to the
center bu s.

FlightSafety.
--
Wl 02Jl
P202
Uffsf' I
~7-i---i 2
1 P116A20 -]
P115A20 -
273201
- -
STEREO
RIGHT NAV MEMORY
5 ~:-t----i 3 W68D22 - ] 26-21-01 LEFT ENGINE FIRE EXT
'F1i9 ~:-t----i 4
'V""- I - W78C22 - ]
-'-"--l-----l 5 - D31 B20 - ]
26-21-02
76-21 -01
RIGHT ENGINE FIRE EXT
L FIREWALL SHUTOFF VALVE
Fl09 -'--+--1 6 - D38B20 - ] 76-21-01 R FIREWALL SHUTOFF VALVE
XF159 -"--l-----l 7 - L74A20 - ] 33-21-01 INDIRECT AND DOOR ENTRY LIGHTS
5A , - - - - 8-20" 8 L139A20-] 33-11-01 COCKPIT EMERGENCY LIGHTING
"F1iO . . - - - 9-20 -,,'--+--1 9 - - - - - - - -] SPARE
, - - 10-20 ~,~,+--il 0 L45A22 -] 27-02-01 CHRONOG RAPH CLOCK
'V""-
Fl07 ," , '-P1 28B20-] 24-41-01 EXTERNAL POWER SENSOR
..- 11-20 " 11 --------] SPARE
IT5A1b 12-20 " 12 --------] SPARE
"F1'08
XF108 " ] 24-66-02
5 " ] 30-31-01
"
F126
"SA"-
~'--Wl02
"F127
F12a'
XF128
5
"F129
5
F13o'
'V""-
~ P502 ~502
XF105
B
E152Jl P192
~
4
-+- P18A 12 r-P8A20N D
r;::::::::;::=~ 3 r---P9A20 - - ]
~
r---P46B20 - 24-62-01
r-o----I~ r---P7A20 - -
I __ 7
24-61 -02 [-P17A20j---r-
- + - Pl77B20 [IEP40A20 - _~ '---E152W1
91-51 -01 E-
r--+-P l77A20 CR183 E152 HALL W309
P3A20N _E_F_F_EC_T DEVICE_-o3.5.A-,,')
K121 RELAY- '- P266A20
BAT BUSTlE F174 LlMfTER-
PITOT HEAT FEEDER
;:::===:-~:::;---P30A6 -~~
60A
~ 24-62-02 E- Pl0A20 +-_--'25=...--"~
CR210 ~ 1:.-: ' F161/XF161 LlMITER- ;-', '--\I,--t__--=-=_P1Ao=[]P175
BATIERY BUS FEEDER - -
P176A20 5A P6A20T----"<~~6--f-P4A20 -------,..q).,l: W310 R120 P2AO
-111 -:
11I
CB244 S6 CR180 BT100
BATIERY SWITCH-BATIERY , ~ BATIERY
A221 PANEL ASSY-
SUB PANEL , L OUTBOARD REKLA
'35
y W223A18 - ] 24-64-01
_ W222A18-
CR187 BATIERY WHT-18 - ] 24-01-01
'--;r.-=--_ P176B20-P178A20--+-::-----+--==="----' ~ BLU-1 8 -
'---~-"....
, f>- P182A20 -3 24-01-01 E- P181A20 -i"l.- P178B20- ++--------' ' - - W280
5A 5A
CB313 VOLTMETER _ CB312 ~ P13A20N
CENTER BUS VOLTMETE R-BATIERY
A232 CENTER SECTION ASSY-WING , R
Figure 24-23, Battery Circuit

Flight§~~ty.
Battery current and voltage can be monitored NOTES

with the battery ammeter and voltmeter. A
battery monitor circuit continuously senses
the battery charge rate and illuminates the
BATTERY CHARGE annunciator if the charg-
ing current is above 7 amps for 6 seconds or
longer. If necessary, the battery sw itch can be
selected OFF to disconnect the battery from
th e charging sys tem.

Flight~ty.
BUS TIE CONTROL VOLTMETER SELECT SWITCH

PCB (A257) f
! I AND VOLTMETER
.-,,,
"
EXTERNAL
POWER
SWITCH
36
33
~ +
34 7.5A
35
31 SA
HOT
BATIERY
I EXTERNAL
POWERCB
1+
BUS
,--.
C: EXTERNAL
POWER
ANNUNC IATOR I
32
OVERVOLTAGE
SENSOR PCB
-=- LEFT
CENTER ~-'
+ EXTERNAL
POWER
(A170) BUS
RECEPTACL E
EXTERNAL
POWER
....c:--<t RELAY (K4)
Figure 24-24. External Power Circuit-Simplified

Flight§~~ty.
BEECH 1900 AIRLINER M A INTEN A NCE TR AINING MANUA L
EXTERNAL POWER NOTES

The external power receptacle is located be-
hind the left wheel well. It requires a negatively
grounded AN type APU plug . Whenever ex-
ternal power is to be used, the aircraft battery
should be ON to stabilize APU voltage output
and to act as standby power in the event of an
APU failure . Having the battery on also en-
ergizes the avionics power relay(s) as long as
the avionics master switch is OFF. This would
then prevent the pos s ibility of power spikes
bei ng applied to the avionics equipment.
A hot-wired external power annunciator will

illuminate anytime external power is plugged
into the aircraft- it does not have to be turned
ON. Once the battery switch has been turned
ON, external power can be selected ON. Ex -
ternal power being applied can be verified
prior to switching it ON by observing the ex -
ternal power vol tage through the DC power se-
lector switch.
Reverse polarity protection and overvoltage

protection are provided through a printed cir-
cuit board. The overvoltage protection is set
at 32-34 VDC . The printed circuit board is
located on the stall heat resister pane l behind
the LEFT nacelle for the UB/C models and in
zone 143 for the UE models .

Flight~ty.
BEECH 1900 AIRLINER MAI N TE NAN C E TRAI N I NG M AN UAL
24-62-01 [ - P12B20 -;::=4_ _- .
W187Jl P129
3 _ _1-'P16B20 _ _ ] 2401 01
246602 [ - Jl 26 CR2 A ~ P12F20 P16A20
~ oJ 91-36-01
1"i 2
6 I
P149A20 I
P148A20 -
4" 5
51
SWITCH-
EXTERNAL
POWER
A221 PANEL ASSEMBLY

SUBPANEL, lH OUTBOARD
P218 J216 P216

Jl
36 - 6 - P16C20
33 - P130A20 3 P130B20 ~ P14A20 +
7 .5A
7 CB18B EXTERN ALPOWEA
34 - P129A20 4 P129B20
SEE 32-05-02 1 r--- P1 5AO ==:;=iF=6+
FOR INTERNAL 2 , - - P1580 W101 /
DIAGRAM 5 P175 820NI- - h
35 I-P175A20
J313 P3l3
-! /
J112
RECEPTACLE
W100 EXTERNAL
g~ :0~28A2~'26820-J
231A2 3
24-63-01
231822--] 31-51-05
POWER
·-) 91-46·01
~
- - 391-48-01
A1 70 PCB ASSEMBLY
BRAKE DEICE CONTROL
AND ICE VANE SENSE , LH
J501 PSO,
P532
24-61-01 [ _ . - P
Jl
--"
8
24-61-01 E- a
- + - P51BO
W5
J1 -8-K4 ~
CR4
~
K4
RELAY-
EXTERNAL
~P152A20N - ~
91-25-01 [-
Jl·10·K4 POWER
--J91 -50-01
A184 PANEL ASSEMBLY-ELECTRICAL EQUIPMENT, NACELLE , LH
Figure 24-25. External Power Circuit-UE
24-36 FOR TR AININ G PU RPOS ES ONLY

FlightSafety.
Ua"..tlo....
BEECH 1900 AIRLINER MAI N TENAN C E TRAINI NG MANUA L
24-52 [-P12820+ -", P334 A151Jl
24-53 [- iE -] 24-01
3
24-53 [ - P12F20 " P16B20
P16A20
6
P149A20
'" :
6 I
2
I
P148A20-
4~ 5
8212
SWITCH-
EXTERNAL
POWER
A221 PANEL ASSEMBLY

SUBPANEL. LH OUTBOARD
*,:;: ooJl P195 J216 P216

~ 6 6 I- P16C20
~ 3 - P130A20 3 i-Pl30820 "-.r...- P14A20
7.5A
7
CB 186 EXTEANALPQWER
4 - P129A20 4 P129820
1 r - - P15AO
-
2 - P 1580 . Wl0l . / '
~
5 - P175A20 5 P17S 820N----1h
J31S P315
1 - P128A20 ~ P128B20--] 24-53
- -) 91-23-01
-! /
J112
RECEPTACLE
J313 P313 W100 EXTERNAL
Uloo
-
"'" 2 .-w23 1 A2~ W231822
--J91-46
J 31-51-04
POWER
PCB ASSEMBlY-
OVERVOLTAGE
SENSOR AND
ADVISORY LIGHT
A231 CENTER SECTION

ASSEMBLY-W ING , LH
24-51-01
'7'. - WS
24-51-02 [ - P51AO-. l~-r:;
P532 Jl - P51BO-+ l I
~ Jl -8-K4 ~ RELAY-
K4
CR4 EXTERNAL
~ K4-GND POWER
91-25 [- ~
A 184 PANEL ASSEMBLY ELECTRICAL EQUIPMENT, NACELLE , LH
Figure 24-26. External Power Circuit-UB/C
FOR TRAINING PUR POSES ONLY 24-37

FlightSafety.
.1tei .. Ilo:AMI
w
r ""
RI SHUNT
LOADMETER, l
~ ==.,, =~II
I 5OMVI3OOA
I • ~
r-r- ~ p"" -
P532 1-- "'
P81A14 -
I
2 - tS- JI-2-CB2--d"1sAt>- CB2-Rl _+ SJ
I
B.
- I
P36B4
P36C4
•
. 1
:
".,., -
CB2 L GEN LOAOMETEA (.)
[
1 - +5- JI.'-CB1~CB1.Rl-.5---"
E ~~E: :_-=:_-=:_I=====3:~~.] 24-el.01
PBOA14 -
CBI lOEN
c. LOADnMETER H ,;:r:..,.. ~
~ W4Bl - - P83A16 - 6 -. 3 --JI-6.CB~ 15A .......-....B3.Rl--.' ---+-"
7 - t3 - -JI.1-CB3 CB3lGEN
FIELD AND SENSE
16 -.6----JI-16.C84~ Jl.,JOC&lJ
/~'-E-GS16----"- . . --,\-~il' GSI8 CB4 L GEN
CONTROL PANEL
E· ~GH-GSI7 ----.,- t1 I- GS17 24·61-0, [ -P171Al0- 13 -t6----------------------J
~,-E.GS16--.,--t4 I· G516
,;========\l--4J,,1, GS" .4164 PANEL ASSEMBLV-ElfCTRICAL EQUIPMENT NACElLE.l 1
Pl~
A. _
~ P2-Q·G5' S- "-
l.....--P2.Y-GS15- - - f ' -
G,·A·PN f'-
'
Z
I
Q ~
I
I
I
L - - - - - - - - - - - - - - - - -P85AI8 ---- A 28VDC IN (GEN )
P2 ~04i __~_~===================P83B16- BBUSSENS1NG

24-61.J>' [ P75818
"SA"
24-6H11 [
.'~
'
Pl03A20 -
P74A16 -
3A.1 "---'
,,~
"'50"---<
,
H
"
LlNECNTORCONTVQlTOllT
GROUND (ElECI
GROUND (FIELD RETURN )
''''O'''''-'AGEO",
o - Gl-0·P2-eH- - - - f > - tI 1---:--------,;--- P76BI6:==~~~~~~~;P;'~6C;"~'6-;~ 0 CURRENT SENSE

- 91-1:Hll [ .... . r- 24.6Hll [ - - - P76AI6 +7..J
- - - P1l6A16 16 -+7- J REGULATORVQLTAGEINPUT
~
STARTER.GENERATOR. L r- 'P868188 - 'I
P87Ale - P OVEnvotT TEST IN
A213 ASS EMBLY ENG INE SECTION. L 1 . • 2 ~ SHl5 SWITCH_
24~2
I ~ OVER VOLTAGE
rn--- E ''''-
J503 P503 TEST. L
n"T" Jl Pl29 P032A2ON S START DECONTROL
W7
/~+3-CB55'JI-23-.J;;
C8SS C J' ~ -'J91-36'OI
W
r ···· ·J91-24-01
-
KS7F:20 - ] 80-11-01
K57820 - ] 24-32.()1
GEN RESET
11.187 PANEL ASSEMBLY·
-E:=-I
CIRCUIT BREAKER,
UNOERFlOWER 6 1
, '" I , " L
L---fI---------------+-----~ P88A20 - F BATTERY RESET POWER
!.!....: I I PII9A20 - K GEN RESET POWER
, 12 P90A20 _ CLINE CONTACTQR INPUT
, ~ 24-52-01 [ - P56A20 - E EOUALIZERBUS
~-,,-
: ", 9 24-32-01 [ -K60F20 _ R CROSS START SIGNAL INPUT
5 ' 04
""pt
."PO~:::':;~:,;-1!t!~==!-n=6~:!:=~,===i,==========~P86C~ ,~-=:::!~-----P94A16-~
57 SWITCH-GEN
CONTROL. L .l4
REMOTE TRIP
L-:==:-:::::::-::-::=,-,=",~
VRHIO REGULATOR-VOLTAGE
A221 PANEL ASSEM81Y-
SU8PANEL. l OUTBO.6.RD . , DC GENERATOR CONTROL PANel SHELF
Figure 24~28. Generator Control Schematic--UC/E

FlightSafety.
•• Iei.iiItioIeI
BEECH 1900 AIRLINER M A INTENANCE TRA INING MANUAL
STARTER/GENERATORS Normally, the generator control units do not

require any maintenance other than periodic
The engine generators are rated at 300 amps. vOl tage checks and possible adjustment. There
Indi vidual control switches are provided in are directions in the 1900 Maintenance Man-
the left subpanel. The control switches are ual on how to assemble a breakout box for in-
placa rded Lor R GEN-OFF/ON/GEN RESET. depth troubleshooting of the inputs and outputs
The generators are self-excited and do not re- of the control unit.
quire battery power for operation. To bring the
generators on line, the generator switch must
be momentarily held (one seco nd) in the NOTES
RESET po si tion. The generator voltage will
build to 28 volts and when the switch is re-
leased to the ON position , the line contactor
will close, providing ge nerator voltage to its
respective generator bu s.
The generators are regulated by generator con-

trol units which provide:
I. Voltage regulation- 28.25 +/- .25 volts
2. Overvoltage protection-32-3 4 volts
3. Reverse current sensing and cutout -

.5 vo lts
4. Automatic paralleling-w ithin 10 %
5. Cross-start voltage control-limits output

to approximately 250 amps
Figure 24-27. Starter/Generator

Flight~ty.
® r W485
, r W
"- '
II
I
- r--~ P36"'" , PSJ?
~
SOMV!3OOA
JR,·
-----:1 24-51-01
[-
J'
B. 1'""= 1'3684
p,.;c. i: I
P61A14 - 2 ~. 5-J1-2-CB2 1SA
CB2 L GEN LOADMETEA.
C82-R1 - . 5 SHUNT
LOAD·
METER
24 01
, ~ CB1'Al -. 5 ~
! ,I
LEFT
- P80A14 - t-- . 5_ JI_l.Ce,
C+ k::=
r'= "". - K70B4 - - - , ] 24·51-01
OS,
cal L GEN LOADMETER·
K7OC4 ~ W4Bl
; - - - 1'831116 --6- 6 f--I '
, f-. JI '6'CB~CB3'Al----"-
, JI.].C83 '"
CB3 L GEN
FIELD AND SENSE
- , f-. , JI.'6'C64~ P171A1B -] 24-51-01

...J 91-25
V--~"E'(;SlB--~-'~ 0516 CB4LGEN
CONTflOL PANEL
E- r--Gl.E.GS17--"--'~ GS17
!\---a,.e-GS1S--.,-",- aS16
11.184 PANEL ASSEMBLY-ELECTRICAL EOUIPMENT. NACELLE L . ,
I GS15
-
2 04 -
I
P2
P187
PSSAl 6 - - A 28 VDC IN (GEN]
24-51 -01 [ PI03A2D - H LINE eNTOR CONT VOLT OUT
P83816 - , BUS SENSING
-
- P2.§:GSl 5 - t : > -
P2·Y·CS 15- - I ' -
•, I I
1'7411.11;- .7-
9311.16- .7-
G
L
GROUND (fLEC)
GROU ND (F IELD RETURN)
r--G1 .I\.pu 1'- z I I P15A16 P75C 1 6 - M FIELD VOLTAGE OUT

" I
W
0 r - - - Gl.D.P2.H 1'- ~
I P76816
- P75816 ~
76C16 - 0 CURRENT SENSE
,-r-
~ ::;;0: .
DI 6 - J
G,
91-13 [ •• ••• ~
'" ::P]561~-.J
REGULATOR VOLTAGE INPUT
START"ER-oENERATOR. L c >-- P67A16 - P OVEAVOLT TEST IN

A213 ASSEMBlY ENGINE SECTION l I. , ." ·. •
:
NO
NC ~ ~'95 SWITCH-
C OVER VOLTAGE
• NO TESTL
,
"" ~~'~;:=rJ ""
W254 CB 196
OE'" RESET
'"
LFIELD
SENSE
RELAY
~,,, -CR161 t ;S7F20-- ] eo·II
K57B20--] 24·32
S STAAT DECONTROL
"'OJ .ISO,
-'''-~
A146 PANEL ASSEMBLY·
CIRCUIT BREAKER. R K59A20N A
_ POOA18 _
I
91.24 [ ····· •
, ; ,,
II I '''- ,
F BATIERY RESET POWER
" "'"
PS9A20 - GEN RESET POWER
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L GENERATOR BUS: R GENERATOR BUS : L CENTER BUS:

FLAP MOTOR
FLAP CONTROL AND INDICATOR PITCH T RIM (OPT) LANDING G EAR MOTOR
NOSE WHEEL STEERING PROP SYNCHROPHASER R FUEL BOOST PUMP
CONTROL (OPT) SUB PANEL, OVHD AND NO. , INVERTER POWER
AUTOFEATHER IN STR LIGHTS L MANUAL PROP DEICE
FLIGHT INSTRUMENT LIGHTS CABIN INDIRECT (AISLE)
ENGINE AND AVIONICS INSTR LIGHTS-FULL
LIGHTS EDGE LIGHT PANElS
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A BLEED AlA CONTROL READING LIGHTS
VENT BLOWER CONTROL RIGHT GEN BUS TIE POWER CONDENSER BLOWER MOTOR
L FUEL VENT HEAT L ENG ANTI· ICE PNEUMATIC SURFACE DEICE
BRAKE DEICE (OPT) CONTROL (STANDBY) MANUAL PROP DEICE
l ENG ANTI-ICE R ENG ANTI·ICE CONTROL
CONTROL (MAIN) CONTROL (STANDBY) R MANUAL PROP DEICE
A ENG ANTI-ICE R FUEL VENT HEAT WINDSHIELD WIPER MOTOR
CONTROL (MAIN) AIR COND ITIONER CLUTCH GENERATOR RESET
L GEN BUS T IE POWER STALL WARNING HEAT NAV LIGHTS (PRI)
L LANDING LIGHT ALTERNATE STATIC HEAT ICE LIGHTS
TAIL FLOOD LIGHT (OPT) A LANDING LIGHTS TAXI LIGHTS
l ENGINE AUTOMATIC RECOGNITION l FUEL BOOST PUMP
PROP DEICE LIGHTS NO.2 INVERTER POWER
A FIAEWAlL VALVE R ENGINE AUTOMAT IC G ROUND WAR NI NG LIGHT
INVERTER NO. 1 PROP DEICE CABIN INDIRECT
POWER STEERING PUMP L FIREWALL VALVE LIGHTS-PA RTIAL
MOTOR (OPT) INVERTER NO. 2 LAND R FIRE EXTINGU ISHER
NO.2 AVION ICS BUS R WINDSHIELD ANTI·ICE MONITOR
FWO VENT BLOWER NO.3 AVIONICS BUS
ANTI -SKID PUMP AFT VE NT BLOWER
MOTOR (OPT) PROP GOV TEST
HOT BATTERY BUS
L WINDSHIELD ANTI-ICE MOD/FURN ISHINGS POWER AND BATTERY BUS:
FURN ISHING CONTROL (OPT) RAUX FUEl TRANSFER
L AUX FUEL TRANSFER PUMP STEREO (OPT)
PUMP EMERG ENCY LIGHTS (OPT) R NAV MEMORY (OPT)
ANTI-SKID (OPT) ANTI-COLLI SION lIG HT- L ENG FIRE EXTI NGUISHER
ANTI-COLLIS ION LlGHT- STROBE (OPT) R ENG FIRE EXTINGUISHER
FLASHING PA AND COPILOT PHONE L F. W. SHUTOFF VALVE
PILOT PHONE SECONDARY NAV IGATION LIGHT R F. W. SHUTOFF VALV E
EXTERNAL POWER
TRIPLE FED BUS : OVER·VOLTAGE SENSOR
AND ADVISORY LIGHT
L FUEL FLOW INDICATOR DOOR ENTRY
R FUEL FLOW INDICATOR
L Oil TEMP INDICATOR LIGHTS
R O il T EMP INDICATOR
lOll PRESS INDICATOR COCKPIT EMER LIGHTS
R OIL PRESS INDICATOR
L FIRE DETECTION CONTROL WHEEL CLOCK
A FIRE DETECTION
LIGN ITION POWER R PITOT HEAT
A IGNIT ION POWER
L START CONTROL (BATTERY BUS)
R START CONTROL
L BLEED AIR WARN ING CABIN LOAD ING LIGHTS
R BLEED AIR WARNING
STALL WARNING CARGO COMPARTM ENT
AURAL WARNING
ANNUNCIATOR POWER LIGHTS
ANNUNC IATOR INDICATOR
LANDING GEAR WARNING
LAND ING GEAR POSIT ION
HORN SILENCE
CONTROL
CABIN TEMP CONTROL
L BLEED AlA CONTROL
BATIERY BUS TIE POWER
CURRENT SENSE TEST
AVIONICS MASTER CONTROL
CABIN PRESS CONTROL
AUTO PROP DEICE CONTROL
PILOT ENCODING
AVIONICS ANNUNCIATOR
ALTIMETER (OPT)
NO. , AVIONICS BUS
L PITOT HEAT
LANDING GEAR CONTROL
FUEL TRANSFER VALVE
l FUEL QUANTITY UE MODELS
R FUEL QUANTITY
L FUEL PRESSURE
R FUEl PRE SSURE
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A FUEL LOW LEVEL
WARN ING
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L PROPELLER TACHOMETER
R PROPELLER TACHOMETER
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RUDDER BOOST
LIGHTS
PILOT SPEAKER
COPILOT SPEAKER
L GEN BUS T IE POWER
OVERSPEED SENSOR
AND CONTROL
Figure 24-36. Component Power Sources (Sheet 1 of 3)
FOR TR AINING PURPOSES ONLY

24-47
FlightSafety.iltel loatbel
L GENERATOR BUS: L CENTER BUS:

FLAP MOTOR L LANDING LIGHT LANDING GEAR MOTOR
FLAP CONTROL AND INDICATOR ROTATING BEACON R FUEL BOOST PUMP
POWER STEERING TAIL FLOOD LIGHT (OPT) NO. 1 INVERTER POWER
CONTROL (OPT) L ENGINE AUTOMATIC L MANUAL PROP DEICE
EMERGENCY LIGHTS (OPT) PROP DEICE
AUTOFEATHEA R FIREWALL VALVE
FLIGHT INSTRUMENT LIGHTS INVERTER NO. 1
R CENTER BUS:
ENGINE AND AVION ICS INSTA POWER STEERING PUMP
CONDENSER BLOWER MOTOR
LIGHTS MOTOR (OPT)
PNEUMATIC SURFACE DEICE
A BLEED AIR CONTROL NO.2 AVIONICS BUS
MANUAL PROP DEICE
VENT BLOWER CONTROL FWD VENT BLOWER
CONTROL
L FUEL VENT HEAT ANTI-SKID PUMP
R MANUAL PROP DEICE
BRAKE DEICE (OPT) MOTOR (OPT)
WINDSHIELD WIPER MOTOR
L ENG ANTI · ICE L WINDSHIELD ANTI· ICE
GENERATOR RESET
CONTROL (MAIN) FURNISHING CONTROL
NAV LIGHTS
R ENG ANTI·ICE L AUX FUEL TRANSFER
ICE LIGHTS
CONTROL (MA IN) PUMP
TAXI LIGHTS
L GEN BUS TIE POWER
L FUEL BOOST PUMP
NO. 2 INVERTER POWER
R GENERATOR BUS:
ANTI-SKID (OPT) ALTERNATE STATIC HEAT HOT BATIERY BUS
PITCH TRIM (OPT) STROBE LIGHTS (OPT)
PROP SYNCHRQPHASER R LANDING LIGHTS
AND BATIERY BUS:
SUB PANEL, OVHD AND RECOGNITION
INSTR LIGHTS STEREO (OPT)
LIGHTS (OPT)
CABIN INDIRECT (AISLE) R NAV MEMORY (OPT)
R ENG INE AUTOMATIC
LIGHTS-FULL L ENG FIRE EXTINGUISHER
PROP DEICE
EDGE LIGHT PANELS R ENG FIRE EXTINGUISHER
L FIREWALL VALVE
NO SMOK ING/FASTEN SEAT L F. W. SHUTOFF VALVE
INVERTER NO. 2
BELT AND READING LIGHTS R F. W. SHUTOFF VALVE
R WINDSHIELD ANTI-ICE
RIGHT GEN BUS TIE POWER EXTERNAL POWER
NO.3 AVIONICS BUS
L ENG ANTI· ICE OVER-VOLTAGE SENSOR
AFT VENT BLOWER
CONTROL (STANDBY) AND ADVISORY LIGHT
PROP GOV TEST
A ENG ANTI· ICE DOOR ENTRY AND AISLE
MOD/FURNISHINGS POWER
CONTROL (STANDBY) RAUX FUEL TRANSFEA LIGHTS
R FUEL VENT HEAT COCKPIT EMER LIGHTS
PUMP
AIR CONDITIONER CLUTCH FWD BAGGAGE DOOR AND
STALL WARNING HEAT WARNING LIGHTS
CONTROL WHEEL CLOCK
R PITOT HEATER
TRIPLE FED BUS: (BATTERY BUS)
L FUEL FLOW INDICATOR R FUEL FLOW INDICATOR
L OIL TEMP INDICATOR R OIL TEMP INDICATOR
L OIL PRESS INDICATOR R OIL PRESS INDICATOR
L FIRE DETECTION R FIRE DETECTION
L IGNITION POWER R IGNITION POWER
L START CONTROL R START CONTROL
L BLEED AIR WARNING R BLEED AIR WARNING
STALL WARN ING AURAL WARNING
ANNUNC IATOR POWER ANNUNCIATOR INDICATOR
LANDING GEAR WARNING LANDING GEAR POSITION
HORN SILENCE CONTROL
COCKPIT VOICE L BLEED AIR CONTROL UC MODELS
RECORDER (OPT) CURRENT SENSE TEST
CABIN TEMP CONTROL CABIN PRESS CONTROL
BATTERY BUS TIE POWER L GEN BUS TIE POWER
AVIONICS MASTER CONTROL AND CONTROL
PILOT TURN AND SLIP PILOT ENCODING
INDICATOR ALTIMETER (OPT)
AUTO PROP DE ICE CONTROL CABIN INDIRECT (AISLE)
AVIONICS ANNUNCIATOR LIGHTS-PARTIAL
NO. 1 AVIONICS BUS L PITOTHEAT
LANDING GEAR CONTROL FUEL TRANSFER VALVE
L FUEL QUANTITY R FUEL QUANTITY
L FUEL PRESSURE R FUEL PRESSURE
WARNING WARNING
L FUEL LOW LEVEL R FUEL LOW LEVEL
WARNING WARNING

Flight~ty.
BEECH 1900 AIRLINER M A INTENAN C E TRAININ G MA N UA L
L GENERATOR BUS: R GENERATOR BUS : L CENTER BUS:

FLAP MOTOR ANTI-SKID (OPT] LANDING GEAR MOTOR
FLAP CONTROL AND INDICATOR PITCH TRIM (OPT) R FUEL BOOST PUMP
POWER STEERING PROP SYNCHAOPHASER NO. 1 INVERTER POWER
CONTROL (OPT] SUBPANEL, OVHO AND L MANUAL PROP DEICE
CHIP DETECTOR (IF INST) INSTA LIGHTS
AUTOFEATHER CABIN INDIRECT (AISLE)
FLIGHT INSTRUMENT LIGHTS LIGHTS-FULL
R CENTER BUS:
ENGINE AND AVIONICS INSTR EDGE LIGHT PANELS
CONDENSER BLOWER
LIGHTS NO SMOKING/FASTEN SEAT
MOTOR
R BLEED AIR CONTROL BELT AND READING LIGHTS
PNEUMATIC SURFACE
VENT BLOWER CONTROL RIGHT GEN BUS TIE POWER
DE ICE
L FUEL VENT HEAT L ENG ANTI·ICE
MANUAL PROP DEICE
BRAKE DEICE (OPT) CONTROL (STANDBY)
CONTROL
L ENG ANTI-ICE R ENG ANTI· ICE
R MANUAL PROP DEICE
CONTROL (MAIN) CONTROL (STANDBY)
WINDSHielD WIPER
A ENG ANTI-ICE R FUEL VENT HEAT
MOTOA
CONTROL (MAIN) AIR CONDITIONER CLUTCH
GENERATOR RESET
L GEN BUS T IE POWER STALL WARNING HEAT
NAVLlGHTS
L LANDING LIGHT ALTERNATE STATIC HEAT
ICE LIGHTS
ROTATING BEACON STROBE LIGHTS (OPT)
TAXI LIGHTS
TAll FLOOD LIGHT (OPT) R LANDI NG LIGHTS
L FUEL BOOST PUMP
L ENGINE AUTOMATIC RECOGNITION
NO.2 INVERTER POWER
PROP DEICE LIGHTS (OPT)
A FIREWALL VALVE R ENGINE AUTOMATIC
INVERTER NO. 1 PROP DEICE HOT BATTERY BUS
POWER STEERING PUMP L FIREWALL VALVE
MOTOR (OPT) INVERTER NO.2
AND BATTERY BUS :
NO.2 AVION ICS BUS R W INDSHIELD ANTI·ICE
STEREO (OPT)
FWD VENT BLOWER NO.3 AVIONICS BUS
R NAV MEMORY (OPT)
ANTI-SKID PUMP AFT VENT BLOWER
L ENG FIRE EXTINGUISHER
MOTOR (OPT) PROP GOV TEST
R ENG FIRE EXTINGUISHER
L W INDSHIELD ANTI-ICE (UB-57 AND AFTER)
L F. W. SHUTOFF VALVE
R F. W. SHUTOFF VALVE
EXTERNAL POWER
TRIPLE FED BUS : OVER·VOLTAGE SENSOR
AND ADVISORY LIGHT
R FUEL FLOW INDICATOR DOOR ENTRY AND AISLE
L FUEL FLOW INDICATOR LIGHTS
R OIL TEMP INDICATOR
L OIL TEMP INDICATOR COCKP IT EMER LIGHTS
R O IL PRESS IND ICATOR
L O IL PRESS INDICATOR FWD BAGGAGE DOOR AND
R FIRE DETECTION
L FIRE DETECTION WARNING LIGHTS
R IGNITION POWER
L IGNITION POWER CONTROL WHEEL CLOCK
R START CONTROL
L START CONTROL R PITOT HEATER
R BLEED AIR WARNING
L BLEED AIR WARNING (BAITERY BUS)
AURAL WARNING
STALL WARN ING
ANNUNCIATOR INDICATOR
ANNUNCIATOR POWER
LANDING GEAR POSITION
LANDING GEAR WARNING
CONTROL
HORN SILENCE
L BLEED AIR CONTROL
PROP GOV TEST (UB·l THRU
CURRENT SENSE TEST
UB-56) (UA-1 THRU UA-3)
CABIN PRESS CONTROL
CAB IN TEMP CONTROL
L GEN BUS TIE POWER
BATIERY BUS TIE POWER
ANQCONTROl
AVIONICS MASTER CONTROL
PILOT TURN AND SLIP
PILOT ENCODING UB MODELS
ALTIMETER (OPT)
INDICATOR
CABIN INDIRECT (AISLE)
AUTO PROP DEICE CONTROL
LIGHTS-PARTIAL
AVIONICS ANNUNCIATOR
L PITOT HEAT
NO. 1 AVIONICS BUS
FUEL TRANSFER VALVE
LANDING GEAR CONTROL
R FUEL QUANTITY
L FUEL QUANTITY
A FUEL PRESSURE
L FUEL PRESSU RE
WARNING
WARNING
R FUEL LOW LEVEL
L FUEL LOW LEVEL
WARNING
WARNING
FOR TR AINI NG PURPOSES ONLY 24-49

FlightSafety.
''',n _
NO. I INVERTER POWER

SELECT 7.5-AMP CIRCUIT
BREAKER (CB245)
NO. \ INVERTER CONTROL
5-AMP CIRCUIT BREAKER -'------~-- TRANSZORB
(CB243) (CRI7S)
NO. I INVERTER
BLOWER (8113)
IF INSTALLED
NO. 1 INVERTER
POWER SELECT
RELAY (K144)
NO.2 INVERTER
115 VAC POWER
10-AMP CIRCUIT
BREAKER (CB21S)
NO.1 INVERTER (PSI11)
DETAIL A
LH NACELLE INVERTER
INSTALLATION ZONE 522
NO. 2 INVERTER
POWER SELECT
RELAY (K14S )
NO. 2 INVERTER (PSI12)
DETAIL B
RH NACELLE INVERTER
INSTALLATION ZONE 622
Figure 24-37. AC System Component Locations
24-50 OCTOBE R 1999 FOR TRAINING PURPOSES ONLY

FlightSafety.
'ola,WltkAMI
BEECH 1 900 AIR LIN ER MAINTEN A NCE TRAINING MA NUAL
ACSYSTEM NOTES
power for the AC system is provided by tw o
solid state inverters. The inverters convert DC
inp ut power to a s ingle phase 400 HZ AC at
l iS vo lt s and 26 volts. The rated capacity of
each inverter is adequate for the total aircraft
AC load.
Th e 1900 UB/C models only have the ability

to use one inverter at a time. These aircraft have
a single inverter sw itch placarded "INVERTER
NO . I-OFF-NO. 2." Bringing an inverter on
lin e s ho uld ex tingui sh the INVERTER an-
nun ciato r light. The voltage and frequency
can be checked by a combination gage on the
overhead panel. A failed inverter is indicated
by a steady INVERTER warning light.
Th e 1900 UE model is designed to have both

inverters operating at the same time. It ha s
tw o inverter switches labeled " INVERTER
NO. I" and " NO.2 " (both of which toggle to
ONIO FFI or BUS TRANSFER.) If either in-
verter should fail, the switch is moved to the
BUS TRANSFER position on the fai led in-
verter and the opposite inverter will then as-
sume the load of the failed inverter. A
malfunctioning inverter is indicated by the
number I or number 2 AC BUS warnin g an-
nun cia tor illuminating.
Normal power to operate the inverters co me

from their own respective generator buses ;
i.e. , number I inverter from the LEFT Gen
Bu s, number 2 from the RIGHT Gen Bu s. The
center bus is an alternate supply so urce in the
event of a generator bus fai lure.
In ve rter power se lec t re lay checks are per-

forme d o n a regular basi s to insure the correct
power so urce is available to the inverters.

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I~
NO 1 INVERTER
''''''
LOAOSHED BUS
NO.1 INVERTER
III
I~_~OMMON GND III
III
()
'M
INVERTER NO 1
lIMITER(F l38) ...Z
CO
"T1
o:0 0
-;
:0
,.
0
~ 21
Z
Z
G)
'0 ,
INVERTER
POWEAswrrCH
-
r-
Z
III
-U 21
C
:0 ;;::
-U ~
o(J) Z
m '"''
INVERTER
'OWER
RELAY
NO.2
-;
(J) (I< 155) m
oz z
NO 2 INVERTER I.OADSI-IEOBUS ~
aus Z
~
II 5 VAC LOADSHED
<M
()
INVERTER 00 2
LIMITER (F139)
NOTE m
THE TYPE OF INVERTER INSTALLED
MAY VARY BET WE EN AIRPLANES TO -;
RGEN
au, ACCOMMODATE DIFFERENT "'''IONIC :0
CONFIGURATIONS REFERTOTHE
LEGE NO 19000 AIRLINER WIRING DI.o.GRAM
~
Ie LEfT GEN BUS • NO 1 INVERTER 11 5VAC
NO 2 INVERTER
BLOWER
M" NUAl. FOR oPTIONo\!. WIRING NOT
SHOWN IN THIS GENERAl. SCfiEMATIC Z
o
-_.
RIGKT GE N BUS
• NO 1 INVERTER 26VAC Z
• CENTER BUS G)
• NO 2 INVERTER 11 5VAC
."
NO,2 INVERTER 26 'lAC
;;::
~ (C
~~
Z
C
~
Figure 24-38. AC Schematic-UE (Inverters ON)

r
ipt....
'Ie
NO 1 ACBU S
LOADSfED
' - _.....~U
) RELAY (1<151)
r-- S--. RAOAR
"" NO.1 INVERTER
BLOWER NO, 1 INVERTER
!~;=====~~~=~
26VAC
lIMITERIFI21) B 11SVACOUT lOADSHED BUS
INVERTER NO I A DC POWER IN
A~t~tl NO. 1 INVERTER
CE NTER ~CV~RTER
G
F
26VACOUT
SYNC
(.0.127)
''''''
MA INTA INED BUS
BUS POW ER SELECT C N:;. COMMON GND NO, 1 AC BUS III
RELAY (Kl4-4) 0 aND SELECT RELAY ANNUNCIATOR . I LJ
m
C=' ~
-_(' ~
(Kl$3) NAVNO I
POWER§6S END
___"_ NAI/NO.2 m
""
INVERTER NO 1
,,--- , INVERTER NO 1 r (')
:z:
t.'&Mfsm~
lGEN
LIMITER (Fl38f (C8245)
(C8108)
"
(C8213)
GLARESHIELO A55Y ~~TC~~ER
~~g~OEO
...
III
-n '"' lEFTTOOOUE
IIII I?
0
oJJ METER
~,,~~W-" ! t,
ATINOI
,.
0
"""
JJ
~
Z ...........
.
-1 '- ~~~JlWlTCH
Y
: ........ ~
NO.:>
(cJ,,,
~
~
.A..
(CB!' 4)
I I I
: ---
....
~~~~ER
NO.1 INVEATER
11SI/At:.
MAINTAINED BUS
1 .~ METER
-
:lII
r-
Z ;B~411 0 Ir ~ : ..J:.. Z
Gl ....._ _ _":;;._
" 0>--, [ TRANSFER L1 (C821S) : l oAn NO 2
m
"lJ INVERTER NO 2
U MITER(f!! 2) r
. .-rr
: I I.....L i
~ 'I
! II ...."'......U T n o :
: L- ('"II
IMI ... I""'''' I'.&lnT
:lII
C , s::
JJ
"lJ
CE NTER
DC POWER IN
I NO"'"2ACSUS
»
o
U)
'"' ~lmER
POWER SELECT
RELAY (9(145)
NO 2
INVERTER
'(KI55)
OWE"
RELAY
,
G 26 VAC OUT
11!>VACQUT
SELECT RELAY
(KI!>2) NAV NO 2
z
SYNC NO. 2AC BUS RMINO.!
m WARNING lIGKT RELAY
U) C ACCOMM~GND
0:
• (KI06) NO 2 INV ERTER m
"""
oz 0 GNO ..... NO 2 INVERTER
' 26W.c
lOAOSHEO BUS z
~, INVERTER NO. 2
I IS VAC LOADSHEO BUS
»
~
7!)- 5
(C8246) NO.2INVFRTI'R
NO. 2 AC BUS
LOADSHED z
INVERTER 00 2
UMITER (F!3\l) I'UWl::H SELECT
",uw
(1(150)
NOTE
0
(CBI24) THE TYPE Of INVERTER INSTALLED
MAY VARY BETWEEN AIRPLANES TO m
AC VQl..TS AND
f'la'tEs'" FREOUENCY
ACCOMMODATE DIFFERENT AVIONIC
CONFIGURATIONS REFERTOTHE
LEGEND
a METER
lliiOOD AIRLINER WIRING DIAGRAM """
JJ
o
LEFT GEN BUS
RIGHT GEN SUS
NO 2 INVERTER
BLOWER
MANUAl. FOR OPTIONAl WIRING NOT
SHOWN IN TH IS GE NERAl. SCHEMAT IC
»
Z
_.
• CENTER8US
• NO. 2 lWERTER I1!>VAC z
Gl
• NO 2 INVERTER 26 VAC
s:: ::!J
~
»
z
c
»
i~....
r
I\)
'\'" Figure 24-39. AC Schematic-UE (No.1 Inverter, Transfer)

<.n
w '!<
ELECTRICAL POWER
IHMOd 1":11111:1313
I\)
~
•
C11
~
NO. 1 lie BUS

L""DSHEO
L-.W.I """ 1""1 ~",D"
<OA
INVeI'lTER NO \
N O. ~ ~~~TER ;+..J NO 1 INV ERTER
roXt~HED BUS
:==============j--:~;:Jf~~~::::::::::;tr=~==:lA
:
~
LIMITER (FI21)
8
G
DC POWER IN
l1 S VACOUT
26VACOUT
ANN FAU LT
D~~~8
NO 1 INVERTER
r- ~Y~AINED BUS
CFN1ER
,OS ~N~~ATER SYNC III
POWER SELECT C lie COMMON OND rn
RELAY (KI 44 ) D GND NAV NO 1 rn
NAY NO. 2 ()
,.,---- ,
...CDZ
<OA
INVERTER NO.1
INVERTeR NO 1 (Ctl24S) NO. 1 INVERTER
UMITER(Fl38) POWER SELE CT FLTOATA
(CB106) RECOFlOER
"Tl
L~:r " "-"'"'
RECORDEO 0
o (C6213)
, LEFTTOROUe
0
:n '--+--------t-- -----Mff.tb ATTNO 1
ME"R
"ST~ = ! t 1I 1I 12 II-
(CB212)
-i
:n 2" ~~lC~~R
:II
~
-
NO 1 INVERTER
r-
I le:~:: ~: III )j ~~~~

z
z '0 , Z
I' I
INVERTER
Gl POWER SWITCH rn
-U
C
:n
'"
INVERTEAN02--
LlMITEA(F II 2j
--
~
? \r-y
:
I
--L
,
1 I :II
;:
-U DC POWER IN
I »
o(f) CEWg R NO.2
INVERTER
POWER SELECT =ER
G
, 26VM; OlIT
NQ'2ACBUS
SELECT RELAY
(KIS21 NA'IN O. 2 z
m RELAY (KI4S) RELAY
115VACOUT
RM I NO. \
-i
m
C
(KI55) SYNC NO. 2AC BUS
(f) WARNING LIGHT RELAY
oz G lie COM MON GND (KI06) • ~fV~~NVERTER z

0 G" ~ NO.2 INVERTER LOAOSHEO BUS »
115VAC LOADSHED BUS
z
~
INVERTER NO.2
'" NO.2 lie BUS
lOADS HED
0
INVERTER NO. 2
LI M ITER (F I :»)
"
(CB246) ~8Je~'fJE~R:~
REl..J,Y
(KI5O)
NOTE
THE TYPE OF INVERTER INST"l.LED
m
(CBI 24 )
MAY VARY aETWEEN AIRPlANES TO -i
RGEN
au,
AC VOlTS AND
FREauENCY
ACCOMMODATE DIFFERENT AVIONIC
:IJ
LEGE N D
o LEFT GEN BUS
METER
CONFIGURATIONS REFER TO THE
19000 AIRLINER WIRING DIAGRAM »
o RIGHT (>EN BUS
NO :2 INVERTER
BLOWER
MANUAL FOR OPTIONAL WIRING NOT
SHOWN IN THIS GENERAL SCtiEMATlC z
• CENTER BUS
z
Gl ."
•
•
NO:2INVERTER 115VAC
NO. 2 INVERTER 26VN:; ;: -.

(C
»
z
c
» ~~
i~....
r
Figure 24-40. AC Schematic-UE (Load Shed)

':<
Flight~ty.
A DC PWR
INVERTER
SELECT SWITCH
i):~LOWER
MOTOR
-rr B DCGND
C ACCOM
~) NO.1 .9 " r - D 115 VAC

t-- E REMOTE
"- NO.2 INVERTER " i o-! ~ 1"""'1

~
~~~~~
POWER RELAY :~ I F
0. I-
OFF
"- 1 ,..
'O~
"CM BUS 5 ~ I
7" c.J R GEN BUS ~ 204 I I
~T" 7.5A ~~~en' en
NO.2 INVERTER RELAY

PWR SEL RELAY I
~'- ~~ 'NVERTER
-0
5A
NO.2INV
POWER SEL
1
I AC TEST JACK
'--
, I
I
0- WARNING
ANNUN
TO L TORQUE
TRANSMITTER "A" -
I
0...
I
0
TO R TORQUE
TRANSMITTER
.,.2;. <n
I '
~
I
lAC INVERTER
YAW DAMP I RELAY , LIGHT
w-
n NO.1 INV
rc
SEL ~
y "A".../,,"~CMBUS I
I ...... - - - 0 ., I
7 ,
I GI1IJ ~ CD
NO.1 INVERTER
PWR SEL RELAY $ O TB10a
l
V
~- ":~
I
:>A·
I
/"
"'
INO. 1 INVERTER
NO.1 INVERTER
A DCPWR
RELAY
-£- (
-::- L
B DC GND
0: ~lOWe"
MOTOR I
C ACCOM
D 115VAC
E REMOTE
F 26VAC
5A' -::- PC125
LEGEND
LEFT GEN BUS • CENTER BUS • NO.1 INVERTER 115 VAC • NO.1 INVERTER 26 VAC
Figure 24-41. AC Schematic-UB/C (Normal Power No. 1 ON)

FlightSafety.
""'""""'"
1f==~====================~;;;;==~1=~~~~~------~:;~ A DCPWR
INVERTER
SELECT SWITCH,
i):BMLQQTWQERR ~
-=::- L
~ ~~~~~
--r- ) NO., 1 <)" 0------, r - D 11SVAC
"--t::J::::j::::=::'"
,
'--_ _'\.
'-----11-----,
'\j
I
NO.. 2 INVERTER
PQWER RELAY
2
Q FF
1 .-¥
o-!
_6
i" I
~'-"- E
F
REMQTE
26 VAC
PC125
-=- ->-..q "toHBUS S ,..i'III ~ NQ. ~vcH'toR
-=- '- ./'~RGENBUS
I
~ ,4 I
r .. I ;r::
"'/ NO.. 2 0 i '-_-Q--0sA0----
r ----
~-q I ""---<>7,5Ao----, r-;:~t===~ttt INVERTER
SELECT
r;;-
NO.. 2 INVERTER RELAY
PWR SEL RELAY
~ '- NO.. 2 INV r- ~ ~~~~iNE~

'------- ------6 5A
PQWER SEL
/
/ ~
'. ,
..... JANNUN
TO. L TORQUE ~ flL. , to", JACK :
TRANSMITIER -~!"~"-~=::::::::~~ :0
TO. R TORQU E -2;. I ~
TRANSM ITT ER -~ :<'"AO""---..II
~~¢l,
. ~,...----
ACINVERTER
YAW DAMP
NQ.1 INV
... WARN ING LIGHT
RELAY
PQWER SEL
NO. 1 INVERTER
-,e-< PWR SE L RELAY
- '- is
r---" ....
NO.. 1 INVERTER
NO., 1 INVERTER
A DCPWR
PQWER RELAY
B DCGND
~ L
l~we~ LQ
C ACCQM
D 115VAC
E REMQTE
MQTOR
I
' SA' F 26VAC
-=- PC125
LEGEND
o LEFT GEN BUS • CENTER BUS • NO.. 1 INVERTER 115 VAC • NO.. 1 INVERTER 26 VAC
Figure 24-42. AC Schematic- UB/C (Alternate Power No. 1 ON)
24-56 FOR TRAINING PU RPOS ES ONLY

Flight~ty.
QUESTIONS
When you go to TEST with the Bu s 8. The battery charge annunciator light
Sense switch you: should illuminate when:
A. Open the line contractor. o "'.... "·m{ r lc..-,-, , c)k.AV Gg: 7'1 o~
(2 S~~ 0 Q ~ "'.>'
B. Deenergize the generator.
C. Depower the TFB .
D. Depower the center bus.
i?>t'!_y . The minimum requirements to get the
External Power annunciator light is:
2. The RED's are rated at ' 2}~) '3LSI;\r-\P <~'
A. To have it plugged in
B To have it plugged in and have the
3. In order to power the generator busses
battery switch ON
after turning ON the battery, you must:
C. To have the External Power switch
A. Go to TEST with the Bus Sense selected ON
swi tch.
D. To have it plugged in and have 28
B. Go to MAN CLOSE with the Gen VDC out of the EPU
Ties switch.
C. Go to OPEN with the Gen 10. If the No. I Inverter is selected and the
Ties switch. left generator bus should fail , what ef-
D . Go to RESET with the Bus Sense. fect will that have on the inverter?
A. It would also lose power.
4. The AC Voltmeter reads in VO l i,?
B . It would revert to the right genera-
if the test button is not depressed.
tor bus for its power.
C. It wou ld remain powered from
5. The Triple Fed Bus is located: the TFB.
A. In zone 221 D. It would remain powered from the
B. [n zone 133 center bus.
C. In zone 611
D. In zone 143 11. The AC system warning light relay
is located:
6. The Left or Right DC GEN light will il- A. In zone 143
luminate from the auxiliary contacts B. In the Left nacelle area
on the: C. In zone 221
A . Generator ties D. In zone 222
B. Starter relay
C. Line contactor 12. Coo ling for the AC inverters is pro-
D. Bus tie PCB vided by:
A. Ram air
7. After replacing and adjusting a genera- B. A fan within the inverter
tor cOQtrol unit, you shou ld also: C. A fan inside the inverter bay
o d:l v -1 ,' ~c,("=!:v.... PCL D. The cabin air distribution system

Flight~~ty.
BEECH 1900 AIRLINER MAI NTENA NCE TRAI N ING MANUAL
CHAPTER 25
EQUIPMENT AND FURNISHINGS
CONTENTS
Page
INTRODUCTION ........... ......................................................... .......................... ................... 25-1
GENERAL ......... ................ ...... .. .. ................... ......................... ........ ............................. ........ 25-1
COMPARTMENT SEATS ................................................................................ .................... 25-3
Flight Compartment seats.. ........ .......... ............ ...................... ...... .......... ...... ....... ...... ..... 25-3
Passenger Compartment Seats (Model 912) .................................................................. 25-3
Passenger Compartment Seats (Model 936).. .. ..................... ...... .. ...... .................. ......... 25-5
PASSENGER COMPARTMENT SIDE WALL AND PARTITIONS ......... .. ... ....... .. ........... 25-7
Cabi n Upper Sidewall Panels ................................ .. ... .................... .. .... .. ... .............. .... .. 25-7
Right Forward Closet Partition .................................................................................... 25-11
Left Forward Stub Partition.... ................... .......... ............... .......... ....... ....... ................. 25-13
AFT Movable Partition .. ............................. .. ............................................................... 25-15
Lavatory Entry Parti tion ... .. .... ............ ... ..... ... ..... .. ..... .............. ..... ... ......... ................... 25-17
CARGO COMPARTMENT ..................... ........... ... .. ......... .. ........ ... ...... ............................... 25-19
Cargo Compartment Floor Cover ................. ........... ............ .................................. .. .... 25-19
Cargo Compartment AFT Pressure Bulkhead Cover ...................... .. .......................... 25-21

Pressurizati on Val ve Cover..... ....... ...................... ................... .... ... ................ ........ ...... 25-21
Cargo Compartment Sidewall and Headliner ........................................................... ... 25-23
EMERGENCY LOCATOR TRANSMITTER ....................................... ............................ 25-25
NARCO ELT I0 ............. .. ................................................. .. .. ... .. ............................ ... .. 25-25
ARTEX 110-4-002 ELT (With remote switch adjacent to ELT) ...................... .. ..... .. . 25-27
FOR TRAI NIN G PURPOS ES ONLY 25-i

FlightSafety.
-
ARTEX 11 0-4-002 ELT (With remote switch adjacent to the OAT
indi cator in cockpit) ... .. .. ...... ... ................ .... ...... ... .. ........ ...................................... ........ 25-29
ARTEX 110-406-2 ELT ......... ........ ......... ... .. ..... .. .. ...................... ..... .. ....... .. ..... .. ......... 25-31
Underwater Locator Device .. ... ..... ... .. .... .. .......... .... ... ..... ... ... ..... .. .. ....... ... ...... .......... .... 25-31
Emergency Crash Axe ..... ..... ..... .... .... .... ..... ..... ....... .. ..... .. .............. ....... ... ..... ... ... .. .. ... .. 25-31
25-ii FOR TRAINING PURPOSES ONLY

FlightSafety.i'ltii.oatkNeI
ILLUSTRATIONS
Figure Title Page
25-1 Typical Passenger Compartment Seating Arrangement..... .. ..... .... .................... ..... 25-2
25-2 Seat Cover Snap Release and Engagement....... .... .... .............. ... ... ... ... ... ...... .. ........ 25-2
25-3 Passenger Seat Locking Mechanism-Model 936 ..................................... .. ......... 25-4
25-4 Cabin Upper Sidewall Panel Installation ............................................................... 25-6
25-5 Forward Partition .................................................. .. ............................................... 25-8
25-6 Right Forward Closet Partition ...... .. .... .................. .. ............ .. .............................. 25-10
25-7 Left Forward Stub Partition Installation .... ................ ........................... ............... 25-12
25-8 Aft Movable Partition ............ ... ................... .. ......... .... ... .......... .......... .... .............. 25-14
25-9 Lavatory Entry Partition Installation (Optional on UE-204 and after) .............. . 25-16
25-10 Cargo Compartment Floor Cover ....... ...... ..................... ... .... ........... ...... ... ........... 25-18
25-11 Cargo Compartment Aft Pressure Bulkhead Cover and
Pressurization Valve Cover ........................................................ ... ........... ... ... ...... 25-20
25-12 Cargo Compartment Sidewall and Headliner .......... ... .... ............... .. .. ........ ...... .... 25-22
25-13 NARCO ELT 10 Emergency Locator Transmitter Installation .... .... .. ,................ 25-24
25-14 ARTEX 110-4-002 Emergency Locator Transmitter Installation

(with Remote Switch Adjacent to the ELT) ................ ... ..................................... 25-26
25-15 ARTEX 110-4-002 Emergency Locator Transmitter Installation

(with Remote Switch Next to OAT in Cockpit) .................................................. 25-28
25-16 ARTEX C406-2 Emergency Locator Transmitter Installation

(UE-313 through UE-429 with Kit 129-3404-0 I installed:
Optional on UE-430 and Subsequent) ...... ........................ .. ......................... .... .... 25-30

FlightSafety.
". ,",._,
CHAPTER 25
EQUIPMENT AND FURNISHINGS
INTRODUCTION
This chapter describes the equipment and furnishings on the Beech 1900 Airliner.
Information is included for aircraft seats, partitions, cargo compartment, and the emer-
gency locator transmitter (ELT).
GENERAL
Seating on the 1900 Airliner includes the pilot Floor covering protects the aircraft structure
and copilot seats in the flight compartment and from damage.
passenger seating in the cabin.
An ELT assists in tracking and recovery of
Cabi n sidewall panels are on each side of the the aircraft in the event ofa crash or emergency
cabin. Partitions on the 1900 Airliner include landing.
a coat closet assembly, a stub partition, an op-
tional aft movable partition, and an optional
lavatory entry partition.

FlightSafety.
'""""""""
AISLE LIG HT --+-

~-----
--- - --(-J \'-'
HARNESS ASSY: II'-l
, ,
, ,
I
SEAT LOCK
L_c.:a::___ _~JLJ PIVOTI NG
ARM REST
(OPTIONAL)
LEV ER AISLE
LIGHT
'\. I DETAIL C
'\
•
~
~~- SEAT LOCKING
FLOTATION D""'CT""''' _-'~,\''"I!..~Ir;
CUSHION (OPTIONAL) FOOD TABLE
~
MECHAN ISM (OPTIONAL)
(REAR LEG) LIFE VEST
STORAGE
FLOOR AND WALL TYPICAL (OPTIONAL) C
DETAIL B
Figure 25-1, Typical Passenger Compartment Seating Arrangement
SEATBACK SEATBAO
0- PUSH PUS H --0 0 - PUSH PUSH --0
0- PUSH PUSH --0 0- PUSH PUSH --0
REMOVAL INSTALLATION
Figure 25-2, Seat Cover Snap Release and Engagement

Flight~ty.
BEECH 1900 AIRLINER M AI NTENANC E T R A I N ING MANUAL
COMPARTMENT SEATS Refer to Figure 25-2 for a seat cover snap re-
lease and engagement illustration.
FLIGHT COMPARTMENT
SEATS NOTES
The flight compartment seats (pilot and copi-
lot) are moveable forward and aft on seat
tracks attached to the floor. Lock pins are con-
trolled by the seat occupant to adjust the seat
in a selected position on the tracks. The pilot
and copilot seats are equipped with support
channels that move on the tracks while prevent-
ing seat and track separation. Additionally,
removable travel stops on either end of the
seat tracks prevent inadvertent seat and track
separation.
PASSENGER COMPARTMENT
SEATS (MODEL 912)
Passenger seats on the Model 912 are anchored
to the seat track on the floor and one on the
fu selage side wall. Each seat assembly is se -
cu red to the seat tracks by anchors inserted into
cutouts in the tracks and slid into the desired
locking position (Figure 25-1).
The seats are locked in place by star lock nuts

on the forward sidewall and aisle track legs
an d spring-loaded lock levers on the aft side-
wall and aft aisle legs . The forward locks
are disengaged by unscrewing the star lock
nut s in a counterclockwise direction. The
aft locks are disengaged by pulling on the
lock pin s and rotating each 90 ° so they re-
main in the UP position.
NOTE
Each seat location is index marked
with paint on the floor and sidewal l
sea t tracks so seats are properly
s paced in the airplane during instal-
lation. Each seat is equipped with
an aisle light assembly that must be
disconnected prior to seat removal.
FOR T RA INING PURPOSES ONLY 25-3

Flight~ty.
BEECH 1900 AIRLINER MAINTENANCE T RAI N ING MANUAL
REAR TRACK
FITTING SHEAR
u
REAR TRACK
FITTI NG SCREW
AFT AISLE LEG FITTING (TYPICAL)

0
ROTATE 90 AND DOWN
CAP
SCREW
REA R TRACK
FITTING SHEAR
PIN
REAR TRACK
FITTING SCREW
AFT AISLE LEG FITTING (TYPICAL)

0
UP AND ROTATE 90
Figure 25-3. Passenger Seat Locking Mechanism-Model 936

Flight§,~~ty.
BEECH 1900 AIRLINER M AI NTEN AN C E TRA I NING MANUAL
PASSENGER COMPARTMENT NOTES

SEATS (MODEL 936)
Passe nger sea ts on th e Mode l 93 6 are locked
in th e seat track s b y track-fittin g all e n-t ype
screws and loc k-fitting shear pin s on th e rear
legs (Fi gure 25 -3) . Th e front legs are sec ured
wit h stud s th at engage the seat track . Th e seats
are disengaged by loosenin g th e rea r track- fit-
tin g all e n-sc rew an d th e fro nt a nti rattl e loc k
screw, th e n pullin g o n and rota tin g th e shea r
pin s 90° so they rem ain in th e UP p os itio n.
Th e aft Mode l 936 triple se at assembl y is se-

cured to th e aft row sea t track s using th e sa me
lock assembli es and front leg stu ds as the stan-
dard Mod e l 93 6 si ng le se at.

Flight~1!i~ty.
PANEL
INSTALLATION
TABS
DETAIL D
I
FS
321 .588
TRIM STR IP \
FS
I
FS
201 .588
I
(/
150,GOO FS DETAILC
I 20 1.588
DETAIL A FS TRIM RETAINER
177.350 CHAN NEL
:~":~
HEADLINER
PAN ELS ---=::::::::::;;:n~~
,/ ~
~
, SIDEWALL PANEL
'~-- TR IM CAP
SIDEWALL PANEL - -
' '- fj ) V ',,-
~
b--
\
I
TRIM STRIP
DETAIL B
Figure 25-4. Cabin Upper Sidewall Panel Installation

FlightSafety.
""'""""""
PASSENGER NOTES
COMPARTMENT SIDE
WALL AND PARTITIONS
CABIN UPPER SIDEWALL
PANELS
NOTE
T he upp e r s id ew al l pan e l s in t he
ca bin are in stall ed in I 0 s imil ar sec-
tio ns para ll el to the headlin er pane ls
(Figure 25-4) .

--
FlightSafety.
SADDLE
BRACKET \
SLI DING B
DOORS I
CARGO
STRAP
ATTACHMENT
DETAIL A (FOOTMAN
LOOP)
RETAINING
PLATE
DETAILC
DETAIL D
SEAT
TRACK
RETAINING
PLATE
ANGLE _---..::~~P1 DETAIL B
Figure 25-5. Forward Partition

Flight§,ill~ty.
Each side of the cabin wall is lined with five side- NOTES
wall panels secured to the structure with anchor
tabs and trim retainer channels at intersections
between each panel. Removal of the panels re-
quires the removal of the forward cabin parti-
tions (Figure 25-5) , the removable aft cargo
partition, the passenger seats, and the oxygen,
electrical and speaker connections.

Flight~ty.
BEECH 1900 AIRLINER MAINTENAN C E T RAIN I NG MANUA L
ATIACH
BRACKET
BAGGAGE
LIMITATION
f PLACARD
{
I
FORWARD
RIGHT HAND
PARTITION ~ ,---
I
itI CERTIFICATE
HOLDER
I
I
I
a DETAIL B
DETAIL A
Figure 25-6. Right Forward Closet Partition

Flight~ty.
BEECH 1900 AIRLINER MAINTEN A NCE TRAINING MANU A L
RIGHT FORWARD CLOSET NOTES

PARTITION
A coat closet pa rtition asse mbl y is direc tly
across from th e main cabin e ntry doo r. Th e
cl ose l partiti o n ma kes up th e a ft cockpit bulk-
head be hind th e co pilot sea t (Fi gure 25-6).
Th e asse mbl y in co rporates a pa ir of s lidin g
doors a nd baggage straps . The c lo set partiti on
asse mbl y is sec ured to th e cabin stru cture by
pin brackets an d sc rews sec urin g the base of
th e c lose t p artiti on to an a ngle bracket o n th e
fu se l age flo or.

Flight~~ty.
TRIM----+
\---PAD
l . ._ _ BRACKET ASSY
4---- MOUNTING ANGLE
ENTRANCE LIGHT -
- - - MOUNTING ANGLE
DETAIL A
Figure 25-7. Left Forward Stub Partition Installation

Flight~ty.
BEECH 1900 A I RLINER MAINTENANCE TR A INING MANUAL
LEFT FORWARD STUB NOTES

PARTITION
A stub partition is directly aft of the main
cabin entry door frame (Figure 25-7). The par-
titi o n is sec ure d to the cabin s idewall s tru c-
ture and cabin entry door fram e with sc rews
and two angle brackets.

Flight§~!!;!ty.
f - - - PIN ASSY
(4 PLACES)
F~
DETAIL E
LOCKING FOOT KNURLED COLLAR

DETAIL F
~,
PIN ASSY ---1 I
r - - PIN ASSY
HANDLE - - - I I
DETAIL C
DETAIL D
HINGE~
~~PINASSY
~ (4 PLACES) _~./
'~ ROLL PIN
DETAILB ~ \ AFT
PARTITION
REMOVABLE
DETAIL A
Figure 25-8. Aft Movable Partition

Flight~ty.
AFT MOVABLE PARTITION NOTES

An aft movable partition may be installed in
th e aft cabin area to effectively alter the ca-
pacity of the aft cargo compartment as needed
(Figure 25-8). The partition is secured to the
cabin structure with four spri ng-loaded lock
pin s in the sea t tracks , four small er spring-
loaded lock pins engaging the cabin struct ure
side wall, and a pull handle at the top center
of the upper partition panel. The handl e is ac-
cessed on the forward side of the partition and
is pulled to release the center lock pin from the
cabin headliner. The upper third of the parti -
ti on is hinged forward.

BRAC KET ----""-.;:---

MOUNTING PIN +-~:A"
SCREW /~
WASHER
MOUNTING PIN -+---i+;, DETAIL A
RETRACTION
LEVER
BRAC KET --'-"
SCREW
DETAIL B WAS HER
Figure 25-9. Lavatory Entry Partition Installation (Optional on UE-204 and after)

Flight§ill~ty.
BEECH 1900 AIRLINER M A INTENANCE T RAINING MANUA L
LAVATORY ENTRY PARTITION NOTES

When the movable partition is not used , a
lavatory entry partition is installed in the aft
cabin area just forward of the cargo door
frame (Figure 25-9). The partition is made
up of two fixed panels , each incorporating
one half of a sliding privacy door. Each half
of the partition assembly is secured at its
base to the cabin floor with an anchor bracket
and a single spring - loaded lock pin engag-
ing the cabin headliner.

Flight~~~ty.
#445 TAPE AROUND

EDGES O F CA RGO FLOOR
COVER AS SHOWN
FS FS FS #445 TAPE A ROUND

451.00 509 .50 531.00 EDGES OF CARGO FLOOR
I I, COVER AS SHOWN
,
I.
I
,.
I
I·
I
I
I·
I
I I
I' I
I I
, I
I I
I I
I. -+
&----~-----~-----~----. I. ---
..
A
CARGO FLOOR
COV ER
CA RGO DOOR
THRESHOLD
DETAIL A
Figure 25-10. Cargo Compartment Floor Cover

Flight~ty.
BEECH 1900 AIRLINER MAINTEN A NCE TRAINING MANUAL
CARGO COMPARTMENT NOTES
CARGO COMPARTMENT
FLOOR COVER
The aft cargo compartment is lined with floor
cov ers to protect the structure from damage
during loading and unloading of baggage. The
aft cargo floor covers are he ld in place with
screws and s trip s of doubl e-faced tape in-
stall ed on the back of each floor cover panel
(Figure 25-10).

BEECH 1900 AIRLINER MAINTENA NC E T RAINING MANUA L
.-
FlightSafety.
PRESSURIZATION
OUTFLOW AND
SAFETY VALVE
, ; COVER
AFT
DETAIL B V BULKHEAD
COVER
, I
I
/
:'l~~I:
~/
/
,
DETAIL A
Figure 25-11 . Cargo Compartment Aft Pressure Bulkhead Cover and
Pressurization Valve Cover

Flight~ty.
CARGO COMPARTMENT AFT NOTES

PRESSURE BULKHEAD
COVER
The aft pres sure bulkhead is protected by a
cover panel secured to the aft pressure bulk-
head with eight screws installed around the
perim eter of the panel cover (Figure 25-11).
PRESSURIZATION VALVE
COVER
The outflow and safety va lves are protected by
a cove r mounted on both the rear pressure
bul khead and aft cargo compartment cover
panel with sc rews.

Flight~ty.
CUTOUT FOR
LIGHT
TRIM STRIP =-_----;'c:::::~~~
TRIM STRIP
VIEWA
FLIGHT DATA
RECORDER SHELF
VIEWB
Figure 25-12. Cargo Compartment Sidewall and Headliner

CARGO COMPARTMENT NOTES

SIDEWALL AND HEADLINER
The cargo compartment sidewa ll and head-
liner assemblies are secured to the structure
by trim strips and screws (Figure 25- 12) .

FlightSafety.
-,
DETAIL A
~,--- EMERGENCY
LOCATOR
TRANSMITTER
REMOTE--~~~~~
SWITCH
DETAIL B
Figure 25-13. NARCO ELT 10 Emergency Locator Transmitter Installation

Flight~ty.
BEECH 1900 AIRLINER MAINTENANCE TR A INING MANUAL
EMERGENCY LOCATOR For manual activation of the ELT, an access

hole with a spring-loaded cover in the air-
TRANSMITTER plane skin adjacent to the transmitter, pro-
vides access to a remote switch. The remote
switch adjacent to the ELT has a placard on the
NARCO ELT 10 exterior fuselage skin around the spring-loaded
The Beech 1900 Airliner is equipped with an access cover to identify the s witch positions .
ELT to assist in tracking and recovery of the The placard indicates TEST -AUTO- XMIT:
airplane, crew, and passengers in the event of • TEST position-Turns the set on for
a crash or emergency landing (Figure 25 - I 3). testing. The TEST switch is a momen-
tary on s witch and is automatically
The ELT is on the right side of the aft fuselage turned off when released.
empennage area at a point just forward ofFS.
598. Access to the ELT for replacement or re- • XMIT position-Continues to transmit
pair is gained by removing the access panel a signal as long as the switch is in thi s
below the right stabilon. The antenna for the position.
ELT is on top of the fuselage, to the right of • AUTO position-Actuates the set to op-
the dorsal fin. erate automatically upon impact
The ON-OFF-ARM switch is on the transmit- Both the switch on the ELT and the remote
ter and controls the operation of the set: switch must be in thc ARM and AUTO positions
respectively for the unit to operate correctly.
• ON position- Continues to transmit a
signal as long as the switch is in this
position
NOTES
• OFF position- Shuts the transmitter off
• ARM position - Actuates the set to op-
erate automatically upon impact
To reset the transmitter in the event the impact

switch is accidentally triggered , press the reset
button and then set the ON-OFF- ARM switch
to ARM.

Flight~~ty.
ANTENN A - _ f
/
/
•
DETAIL A
REMOTE
SWITCH
RE MOTE ------"C'C:'-./',
SWITCH [;:;i
HARN ESS ::=~~~
~
AN:N~:A 7
CABLE
Figure 25-14. ARTEX 110-4-002 Emergency locator Transmitter Installation

(with Remote Switch Adjacent to the ElT)

Flight~ty.
ARTEX 110-4-002 ELT (WITH NOTES

REMOTE SWITCH ADJACENT
TO ELT)
NOTE
The ARTEX I 10-4-002 ELT is in-
stalled in UE-I through UE-19, and
UE-24 through UE-30 not incorpo-
rating Kit 129-3009-5.
The ARTEX 110-4-002 ELT system meets the

requirements ofTSO C91a. The system consists
of the ELT transmitter in the aft fuselage area,
an antenna on the aft fuselage , and a remote
switch mounted adjacent to the ELT (Figure
25-14) . The remote switch has a placard on the
exterior fuselage skin around the spring-loaded
access cover to identify the switch positions. The
ELT can be deactivated by momentarily plac-
ing the remote switch to ON and then back to
ARM/RESET. The switch is lever locked in the
ARM/RESET and the ON positions. Neither
thi s switch, nor the switch on the ELT transmit-
ter, can be positioned to prevent the automatic
activation of the ELT transmitter. The system is
independent from other airplane systems.
The ELT automatically activates during a crash

and transmits a sweeping tone on 121.5 and
243.0 (Marine Band) MHz. This activation is
in dependent of the remote switch setting or
availability of aircraft power.
NOTE
Transmitter range is approximately
line of sight.
The remote switch performs the following

fu nctions:
• Tests the ELT
• Deactivates the ELT if it has been inad-
vertent ly activated by the G switch
• Activates the ELT after an off-airport
landing if the impact does not automat-
ically activate it

Flight~ty.
BEECH 1900 AIRLINER MAINTENA NC E TRAINI NG MANUAL
REMOTE
SWITCH
f'> <?
l:i::ll~
@:
I :<tl
I
I---~
DETAILC
ANTEN NA -----(f I
/
DETAIL A
REMOTE
SWITCH
t,
HARNESS
/
/'
---A
~r-
v~
/'/(J~~/
ANTENNA
THUMB \~~ ~
CABLE SCREWS ~ DETAIL B
Figure 25-15. ARTEX 110-4-002 Emergency Locator Transmitter Installation (with Remote
Switch Next to OAT in Cockpit)
25-28 FO R TRAINING PURPOSES ONLY

Flight~ty.
ARTEX 110-4-002 ELT (WITH NOTES

REMOTE SWITCH ADJACENT
TO THE OAT INDICATOR IN
COCKPIT)
NOTE
The ARTEX 110-4-002 ELT is in -
sta lled on UE-158, UE-160 and after,
and prior aircraft with Kit 129-3009-
5 installed .
Thi s ELT installation is identical to other ELT

in stallat ion s with the except ion that the remote
switch assembly is next to the outside air tem-
perature (OAT) indicator and incorporates a
yellOW transmit light (Figure 25-15). If the
ELT is inadvertently activated by the G switch,
th e transmit light next to the remote switch
blinks. Deactivate the ELT by momentarily
pl acing the remote sw itch to the ON position
an d then back to ARM. The system is inde-
pendent from other airplane systems except for
the transmit li ght, which is hot-w ired to the air-
pl ane battery, and the edge - lit panel , which is
controlled by the si de panel rheostat in the
overhead cockpit panel.

Flight~ty.
REMOTE
SWITCH
[~'~
,;~~~ 0 ".
r-
@:
I :~
I_ __ ~
DETAILC
ANTENNA ------:'f /
I
.
DETAIL A
REMOTE
SWITCH
HARNESS
THUMB
ANTENNA SCREWS
CABLE
Figure 25-16. ARTEX C406-2 Emergency Locator Transmitter Installation (UE-313 through
UE-429 with Kit 129-3404-01 installed: Optional on UE-430 and Subsequent)

Flight~ty.
BEECH 1900 AIRLINER MAIN T ENANCE T RAIN ING MANUAL
ARTEX 110-406-2 ELT UNDERWATER LOCATOR

DEVICE
NOTE
The underwater locator device (ULD) (also
The ARTEX 110-406-2 ELT (only called an underwater acoustic beacon) is on the
installed on UE-379) is functionally forward side of the F I 000 flight data recorder
the same as the C406-2. All descrip- (FDR). There are two suppliers of the ULDs
tions in this manual that apply to the used on the FI 000 FOR:
C406-2 also apply to the I 10-406.
• One supplier is the Dukane Corporation,
which supplies the OKIOO and DKI20
The system consists of the ELT transmitter underwater acoustic beacon. The bat-
and an alert horn in the aft fuselage area , an tery in the DK 100 beacon is replace-
antenna on the aft fuselage , and a remote able only by the supplier while the
switch with a yellow transmit light on the left OK 120 battery is field replaceable.
cockpit side wall next to the OAT indicator. The
• The other supplier is Benthos Inc ., which
purpose of the alert horn is to notify per son-
supplies the ELP-362D underwater
nel that the ELT has been activated. The remote acoustic beacon . The battery in the ELP-
switch is lever-locked in the ARM and the ON 3620 is field replaceable .
positions . Neither this switch nor the switch
on the ELT can be positioned to prevent the au- The major items of the ULD are the beacon ,
tomatic activation of the ELT transmitter. the battery, and the water-activa ted switch.
Upon activation, the ELT sounds the alert horn
and transmits a sweeping tone on 121.5 and EMERGENCY CRASH AXE
243.0 (Marine Band) MHz. An additional fre-
quency of 406.025 MHz is also transmitted, NOTE
which is used by orbiting satellites to assist in
determining aircraft location. This activation An emergency crash axe is installed
is independent of the remote switch setting of on UE-I and subsequent with Kit
availability of aircraft power. The remote 129-5304- 1 installed. The axe is op-
switch performs the following functions : tional on UE-430 and subsequent.
• Tests Ihe ELT

The crash axe is on the forward side of the right
• Deactivates the ELT if it has been inad- forward cabin partition. It is secured to the par-
vertently activated by the G switch tition by a heavy leather cover assembly that
• Activates the ELT during and in-flight is attached with four screws and washers. One
emergency if an off-airport landing is an- side of the axe punches holes in the metal skin
ticipated of the airplane or the Plexiglass of the win-
dows. The other side of the axe cuts or splits
• Activates the ELT after an off-airport an opening to exit the airplane. The axe has a
landing , if the impact did not automat-
rubber handle insulated to 20,000 volts.
ically activate it.

Flight~ty.
CHAPTER 26
FIRE PROTECTION
CONTENTS
Page
INTRODUCTION ...... ............ ... ........................................................... .. .. .... .. ...... .. .. .. ...... .... . 26-1
FIRE DETECTION SYSTEM ........... ........................ ..... .. .... ...... .. .... ...... .. ..... .. ... ........ ..... ..... 26-3
Fire Detection Test ... . .. .. .. . ... .............. ... ....... ....... .... ...... ..... ...... . ... ... ... .... ... ............ .......... 26-5
FIRE EXTINGU ISHER SYSTEM .............................................. .. .............. ............... ........ 26-13
BLEED-AIR WARNING SYSTEM .... .... .................................................... ..... .. .......... ...... 26-21
QUESTIONS ....................... ...... .. .... ... .. ......... .... ... ....... ... .. ....... ........................................ .... 26-22

FlightSafety."taliatioiWII
ILLUSTRATIONS
Figure Title Page
26-1 Fire Detection System Diagram .. .. ....... ........................ ...................... .... ............. ... 26-2
26-2 Fire Detection Switches ....... .................................................... .. ........ ....... ............. 26-4
26-3 Fire Detection Circuit-DE
(Normal OperatefLeft Engine) ........................ ............ ... ........................................ 26-6
(Loop Test/Left Engine) ........................ .. ...... ........ .. .. ......... ......... .... ............ ........... 26-7
(Amp Test/Left Engine) .......... ...... .......... ................... .......... ........ ..... ........ ............. 26-8
26-6 Fire Detection Circuit-
DB-S7IUC-174 (Normal Operate) ......................................................................... 26-9
DB-S7IUC-174 (Loop Test) ...... ......................... ...... ... ......................................... 26-10
DB-S7/UC-174 (A mp Test) .......... .... .. .. ... .... ............... ............................... .. .... .... 26-11
26-9 Fire Extinguisher System ........ .......... ....... ......... ...... ...... ............................. .......... 26-12
26-10 Fire Extinguisher Squib ........ ............ ...... .... ......................................................... 26-14
26-11 Fire Extinguisher Circuit- UE (Test A) .. .... ........................................................ 26-16
26-12 Fire Extinguisher Circuit- DE (Test B) ..................... .. ... ...... .. .................. .......... 26-17
26-13 Fire Extinguisher Circuit-DE (Fire Signal) ...... .. ........ ...... ... .............................. 26-18
26-14 Fire ExtinguisherCircuit-UB-S7IUC-174 ........................... ......... ...... .. ............. 26-19
26-15 Bleed-Air Warning System Diagram ...... ...... ........ ......... .... ........ .. .... .. .... .... .. .... .... 26-20

CHAPTER 26
FIRE PROTECTION
INTRODUCTION
This chapter presents the fire protection system on the Beech 1900 airplane. Included
in this chapter is discussion of fire detection and fire-extinguishing systems, along with
detailed discussion of the fire detection system control unit. Components and their op-
eration are listed in addition to general maintenance consideration s and functional and
operational c hecks . References for this chapter and further specific information can be
found in Chapter 26 , " Fire Protection;" C hapt er 5, " Time Limits/Maintenance Checks ;"
and Chapter 12, "Servicing ," of the Maintenan ce Manual.

Flight~ty.
---#0
I
1I
0 II
_ _ _ _ _ _ _ __ _~~L_______ __ __
ENGINE
un .EFT L£.FT
~
~R X X
~l'II0I '' n IGHT HIGHT
UE SERIES CAUTION/ADVISORY PANEL ILLUSTRATION

BATTERY
L DC GEN L FUEL OlY STALL HEAT -- - ~
A FUEL OlY R DC GEN

CHARGE
LeOl TANK R GENTlE A COL TANK
L FWVALVE L GEN TIE OPEN BATT TIE OPEN R FWVALVE
LOW OPEN LOW
ANN POWER A ENG ICE

L ENG ICE FAIL 'LBK 01 OVHT HYD FlUID LOIN • ANTI SKIO FAil ' R BK 01 OVHT
SOURCE FAIL
'POWER STEER 'MAN STEER

L FIRE LOOP L PITOT HEAT XFR VALVE FAIL A PilOT HEAT R FIRE LOOP
FAIL FAIL
AUTO FEATHER ' PITCH TRIM R NO AUX

L NO AUXXFR ---- -- - - AFX DISABLE
OFF OFF XFA
RUD BOOST OUTBOWG

INBD WG DEICE YO/AB FAil ---- TAIL DEICE -- --
OFF DEICE
A
L
AUTOFEATHER L IGNITION ON ---- POWER STEEA
ENGA
-- - - A IGNITION
ON AUTOFEATHER
L ENG ANTI-ICE ' L BK DEICE ON ---- MANT lES

CLOSE
--- - 'R BK DEICE
ON
A ENG ANT I- ICE
FUEL EXTERNAL
L ENVIR OFF RDR POWER ON TRANSFER
TAXI LIGHT -- -- R ENV!R OFF
POWER
Figure 26-1. Fire Detection System Diagram

FlightSafety.
i .Iei •...tIoI1IIII
FIRE DETECTION NOTES

SYSTEM
The fire detection system consists of two fire
zone cab les in each nacelle interconnected to
for m a continuou s loop. Th e cable is composed
of a center conductor surrounded by a thermal
sen sitive dielectric (eutectic salt) enclosed in
a stainless steel sheath.
If a fire s hould develop in the engine com-

pa rtment, heating of the cable causes the re-
sistance of the dielectric to drop. The control
am plifier senses this drop in resistance and at
a preset point will output a fire warning sig-
nal to illuminate the appropriate FIRE PULL
T handle.

FlightSafety.
--....
ENG FIRE TEST ENG FIRE TEST
r LEFT FIRE
~ 'T'~
EXT -,
r
~! ~
T~~~ --,
/'
EXT
L (l) J
""
DET
LEFT
ffSTS
fl lGKT
RIGHT \V FAULT
OFF
TEST SWITCH
FIRE DET AND FIRE EXT
L AMP ..J
DETeCT
UE SERIES UB-57 AND SUBSEQUENT UAAND

AND UC SERIES UB 1-56
Figure 26-2. Fire Detection Switches

Flight~ty.
BEECH 1900 AIRLINER MA INTENANCE T R A INING MANUA L
FI RE DETECTION TEST NOTES

The UE series airplanes are equipped with a
left and right toggle switch placarded ENG
FIRE TEST-DETECT. The switches are plac-
arded LOOP-OFF- AMP. When ei th er toggle
switch is placed in the LOOP position, the in-
tegri ty of the appropriate firezone cable is
tested. A good test is indicated by the amber
L or R FIRE LOOP annunciator. When placed
to the AMP position the integrity of the am-
plifi er is tested. A good te st of the AMP po-
siti on is indicated by illumination of the FIRE
PULL T handle .
On the UB-57 and s ubsequent and on the UC

seri es aircraft the LOOP or AMP po si tion of
th e test swi tches will illuminate the appro-
pri ate FIRE PULL T handle. There is 110
LOOP annunciator for the se models .
On UA and UB I-56 aircraft with the rotary

te st sw itch, the left and right systems are
checked simultaneously. The sw itch is plac-
arded FIRE or FAULT. When selecting FIRE
the integrity of the amplifier is checked. Se -
lecting the FAULT position te sts the integrity
of the firezone loops. A good test is indicated
by illumination of the FIRE PULL T handles
in either test position.

Flight~ty.
.....
24-65-01
~a;'5
: A!Io._-I ____________________ Wl0A22 PISS r----,
. r.
WI
fBl
bfr~~f.6N
A 146 PANEL ASSEMBLY- JI6S Pl65
GIRCUIT BREAKER, R ~ 1
~
W,,'"
B W2U)22N
3 91-42-01
-E W21B22
W21C22
5 _ .;.-J LOOP
I
I ~ OFF
2
, W20A22
50s AMP 3'-Sl.oo [ W264A.22
SW ITCH
FIRE DETECTION 31-51-02 [- W27A.22 7 W27C22
TEST. LEFT
26·21·01 [_ W27B22
A224 PANEL ASSV-SUBPANeL,
R INBOARD ..,
f242CONTROL-
FIRE DElECTOA
Cf)
"09 waPI W8P3 EIIPI El1P2 E1 2Pl E12P2 wap2
Wl3A22 B ill
W14A22 c Ell FIRE SENSOR E1 2 FIRE SENSOR
W19A22 A
w,
A213ASSEMBLY- ENGINE SECTION. LEFT ..1. .. 2
Figure 26-3. Fire Detection Circuit-UE (Normal Operate/Left Engine)

Flight~ty.
L DC GEN l FUEL an STALL HEAT BATIfRY

CHARGE RFUElQTY RDCGEN
I LENVIR OFF TAX I LIGHT EXTERNAL

POWER
RENVIR OFF
\
"i~~ P". r-----,
~:;a.--fo--------tt---- _____ Wl0A22 _ 5
I': ~~TFL~E
A146 Al.NElASSEM8LY-
CIRCUIT BREAKER. A .1
"'~
" B
P'65
W21022N
-E W" " " -
W218 2~ _
'
2
W21C22 - 1
_] 91-42-01
_'. ];ILooP LEFT
FF --I------_ w'''''' -
--,...-oo-ro::~O~ 3
r-i-:'~;'f==1~~~~~~ W"-''' _.
SWI~~H- AMP
FIAEDETECTION
TEST, LEFT
31 -51.()2 r. W27A22 ",
~~_ __
26.21-01 ( _ W27B2Z ' "
W20A22 _
W264A22 _
W27C22 _
9
4
7
A224 PANel ASSY- SUBPANEL.

A INBOARD . 1
£242 CONTAOL-
FIRE DETECTOR
A213ASSEMBLY-ENGINE SECTION. lEFT ..1. • 2
Figure 26-4. Fire Detection Circuit-UE (Loop TesULeft Engine)

FlightSafety.
..-
/
Ed OIEd
' -~AA A~
I( II
I I /:.. ,:.:::0
111 ITT ITT/
I ,, ~" ~
~m~nl,~L ~ ~'®' " ~'
FC P-65 ® @ @@@
, ,
~
"W"'
,e
e.. .... e @@
KFA·346
0 00 L o,.oWt,jE:::J _0 , 0
....
"~;'
!. f~~FOFJE
"51
A 146 PANEl ASSEMBLY- J l, P l65

CIRCUIT BREAKER, A ..,
n;.J9H'<F -E~!i~!= 1
.
LEFT
5 f1 COOP
I
., : J OFF
50s AMP
SWITCH-
FIRE OETECnON 1
TEST, LEFT
'<'~' -
A224 PANEL ASSY-SUBPANEl.
R. INBOARD .. 1
E242 CONTROL
FIRE DETECTOR
c;p
'" ~." W8P3 EIIPt EllP2 E12Pl E 12P2 W8P2
f lo
, Ell FIRE SENSOR E12 FIRE SENSOR-
' w.
A213 ASSEMBlY-ENGINE SECTION, LEFT . 1, .. 2
Figure 26·5. Fire Detection Circuit-UE (Amp Test/Left Engine)
26-8 FOR TRAINING PUR POS ES ON LY

Flight~~ty.
Ir.':!to- -I---------- W"A" _ _ ,
A146 PANEL ASSEMBlY

CIRCUIT BREAKER. A
t T-1
--
FIRE
SOc
I NC
W15A22 - ,
I
"C WI2A22
- '
I W20A22
- - ,
3 ' ·5' ·02 [- ~ W27 A22 53.9-
I
I
NO
W264A22 -1-- -
2&-21 · 01 [_ ~ W27~; J
•
I NC
W262A22 - I- T
CONFIG 3
S,'"
SWITCH -
FAUlT
fiRE DETECTION
TESllEFT
A224 PA NEL ASSY- SU BPA NEl,

RI NBOARD E242 CONTAOL-
FIRE DETECTOR
A225 PANEL ASSY- l FWO COCKPIT
<;p
J4 09 Wap1
WI4A22 C
h Wap2 El1Pl E1IP<! E12Pl E1 2P2 WeP3
W,3A22 B rT
I ~ ""' ElIF IRE SENSOR EI2 FIRE SENSOR
W1 9A22 A
A2 13 ASSY- ENGINE SECTION, LEFT .1 , . 2
Figure 26-6. Fire Detection Circuit-UB-57/UC-174 (Normal Operate)

Flight~~ty.
o [(
1:1,, ._ -!__________ Wl0A22 ~-I ' I
A 146 PANEL ASSEMBLY JI6S P I SS

CIRCUIT BREAKEA. R
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W21D22N--E ~~~~~~ ~~l l
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391 -42
ORE
~'~CH- FAULT
FIRE DETECTION
TEST. LEFT
A224 PANEL ASSY- SUBPANEL,

R INBOARD
A225 PANEL ASSY-L FWD COCKPIT
W8P2 El1Pl
A213ASSY- ENGINE SECTION. LEFT . 1, . 2
Figure 26-7. Fire Detection Circuit-U8-57/UC-174 (Loop Test)

Flight~ty.
!:J.:;:t!Io- -+----------w",.., __ ' I

A 1~6 PANEl ASSEMBLY
PI65 W21D22N-E ~~l~~

CIRCUIT BREAKER. A
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391 -42
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SWITCH-
FIRE DETECTION
TEST. LEFT
A224 PANEL ASSY-SUBPANEL.

RINBOAAO
A225 PANEL ASSY-l FWO COCKPIT
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1.-----------
Ell FIRE SENSOR E12 FIR E SENSOR
W19A22 A C:l:t:~=::::====::::=:~
w,
.1.213 ASSY-ENGINE SECTION, LEFT . 1, . 2
Figure 26-8. Fire Detection Circuit-U8-57/UC-174 (Amp Test)
FOR TRAININ G PURPOS ES ONLY 26-11

Flight~ty.
L ENG FIRE l ENG FIRE

PUSH TO EXT PUSH TO EXT
o I OK
TEST MODE CARTRIDGE FIRED

FIREWALL FUE L SHUTOFF VALVE
CLOSED
FIRE EXTIN GUISHER
ARMED
~·I
I • IIII
_ __ __ __ __ _~~L-_ _ _ _ _ _ _ __ _
ENGINE
LEFT LEFT LEFT
=(5}=(5)=(5)=
IOl:R~ X
PTA :r Tr
~
RIGHT RIGHT RIGHT
LEFT FIRE
/' "-
"l: ~ ,lT
0'"
TEST SWITCH
FIRE DET ANO FIRE EXT
Uf SERI ES U8-57 AND SUBSEQUENT UAANO

AND UC SERIES UB 1-56
Figure 26-9. Fire Extinguisher System

Flight~tY.
bottle. The agent will then di sc harge and il-

FIRE EXTINGUISHER luminate the 0 light which monitor s the con-
SYSTEM dition of the squib housing.
Th e fire extinguisher system consists of a sin-

gle bott le installed in each wheel well which NOTES
can on ly be discharged to its respective engine.
It should be checked for proper servicing prior
to flight and maintenance engine runs. A tem-
perature conversion chart on the side of the bot-
tle or in the maintenance manual can be
referred to when the needle is out of the nor-
mal green range.
Th e fire extinguisher agent is discharged by

swi tches located just outboard of the Warning
Ann unciator Panel. When a fire occurs, the
switch, which is placarded Lor R ENG
FIR E-PUSH TO EXT, will illuminate. The
sw itch al so has a ye ll ow placarded 0 and a
green placarded OK light. Once discharged ,
the 0 light will illuminate indicating a break
in the squ ib housing. The OK light is for test
pu rposes only.
Th e UE ser ies aircraft are equipped with a

left and right tog gle test switc h placarded
EN G FIRE TEST- TEST A-TEST B. When
placed to the TEST A position the yellow 0
and green OK light s illumin ate. The TEST B
positio n will illumin ate only the green OK
ligh t while testing an alternate circuit to
the sq uib.
On UB57 and subseque nt through UC- 174,

the test switches are toggle type and are labeled
"EXT TEST-OFF." Going to TEST will illu-
mi nate the D and OK li g hts.
A rotary switch is installed on the UA and

UB I-56 aircraft, going to test will again illu -
mi nate the D and OK lights.
An ac tual fire indication will illuminate the

FIRE PULL T handle , pulling the T handle will
then illuminate the Lor R ENG FIRE-PUSH
to EXT light. Lifting the guard and pushing the
Switch will then apply a voltage of 18-30 volts
to the squib . The re s ultant explosive charge
will break the housing supporting the squib and
will release the plug in the fire extinguisher

Flight~~ty.
CONTINUITY
SENSING
COPPER FOIL
SOUI B HOUSING
O·RI NG
BRONZE PLUG
CARTRIDGE
ASSEMBLY
FITTING END
LOCKWASHER
INSULATED
TERM INAL
INSTALLED UNBLOWN SQUIB VIEW A
Figure 26-10. Fire Extinguisher Squib (Sheet 1 of 2)

FIRE EXTINGUISHER
SUPPLY CYLINDER
FITTING END
SQUIB DETONATED
CARTR IDGE ASSEMBLY
FIRE EXTINGUISHER
SUPPLY CYLINDER
FITTING END
DISCHARGE OF
EXTINGUISHING AGENT
CARTRIDGE ASSEMBLY
Figure 26-10. Fire Extinguisher Squib (Sheet 2 of 2)

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FIRE PROTECTION
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Figure 26-14. Fire Extinguisher Circuit-U8-S7/UC-174
-
':C
FIRE PROTECTION
WARNING PANEL ILLUSTRATION
l FUEL PRES to CABIN All HI CAB DlH HI R FUEL PRES to

R ENVIR FAil ROILPRES LO
-ARM EMER UTES 'AlP FAIL
rj1/ Wl
~W''''-l--------':;~W''''
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BlEEOAIR
WARNING
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BlEEOJlIR
WARNING
S129 SWITCH
A146 PANEL ASSEMBLY BLEED AIR FAIL, RIGHT
CIRCUIT BREAKER, RIGHT.6.1
BLEED-AIR VALVES SWITCHES
AND
"L<loU-',IIR WARNING
PRESSURE SWITCHES
(LEFT AN D RIGHT )
LEGEND
• BLEED-AIR WARNING LINES (EVA TUBING)
Figure 26-15, Bleed-Air Warning System Diagram

FlightSafety.
tlltei,liiitloiWII
BLEED-AIR WARNING NOTES

SYSTEM
Th e bleed-air lines from the engine to the
cab in are insulated to protect nearby compo-
nent s from the heat. The bleed-air lines are
monitored for breaks by plastic tubing which
run s in close proximity to the lines. One end
of the plastic tubing is plugged and the other
end is connected to the 18 psi pneumatic sys-
tem. The plastic lines also contain two pres-
sure activated switches. Should a break occur
in a bleed-air line, the excessive heat will melt
the plastic tubing which will release the pres-
sure and activate the switch. The switch will
th en illuminate the L or R BL AIR FAlL light.
Wh en a failure is apparent, the bleed air for

th at side should be turned off by selecting
IN STR and ENYIR OFF with the appropriate
bl eed-air valve switch.

FlightSafety.
u"", ..
tIoil8l
BEECH 1900 AIRLINER M A IN T ENANCE TRAINING MANUAL
QUESTIONS
1. An engine fire illuminates the FIRE 4. The amber 0 light will illuminate when:
PULL T handles because the ampli- A. The fire extinguisher bottle pres-
fier senses: sure is low.
A. An increased resistance in the B. Test A on UE aircraft is selected.
fire loop C. Test B on UE aircraft is selected.
B. A decreased resistance in the D. The pressure switch closes after the
fi re loop bottle is discharged.
C. A loop temperature of 315 0 F
D. System integrity 5. Normal fire bottle pressure should be
approximately psi at 40 0 F.
2. On UB aircraft with the Fire Det and A. 275
Fire Ext rotary test switch, selecting
B. 325
the FIRE position checks:
C. 360
A. The amplifier
D. 450
B. The loop
C. The test resister
D. Both fire extinguisher lights
3. The bleed-air warning switches are lo -

cated in:
A. Zone 133
B. Each respective wheel well
C. The leading edge of each respec -
tive wing
D . Zone 153

FlightSafety. i ,le...dtiO.....
BEECH 1900 AIRLINER MAINTENANCE TRA I NING MANUAL
CHAPTER 27
FLIGHT CONTROLS
CONTENTS
Page
INTRODUCTION ..... .... ... ... ... ..... .... ... .. ... .... ............ .. ..... ....... ...... ... ....... .. .. .. .... ....... .. ... ... .. .. .. . 27-1
FLIGHT CONTROLS ... .......... .... .... .. .. ........ ........ .............. ........... ....... .. ..... ... ..... .. .. ... ...... ...... 27-3
FudderBoost- UE Only ......... ....... ...... ....... ..... ................. ...... ........ ...... ...... ....... .. ... ... .... 27-3
Electric Elevator Trim ......... .. ..... ....... ... .. ..... .. ... .......... ....... .. .. .. ... ...... ... ..... .......... .. .... .. .... 27-5
Flaps .......... ............................ ................ ............................ .............. ... ............ ....... .. .... .. . 27-9
CONTROL SYSTEM ... .. .......... ..... ...... ...... ...................... .. ......... ...... ......... ........ .... ...... ... .. .. 27-19
FOR TR AININ G PUR POS ES ONLY 27-i

Flight§~~ty.
ILLUSTRATIONS
Figure Title Page
27-1 Rudder Boost Circuit ................................... .............. ......... ......................... ....... .. . 27-2
27-2 Electric Trim-Copilot Activated ........................... ... .. .. ................ ........ .... ............ 27-4
27-3 Electric Trim-Pilot Activated ......... ...................... .. ............................................. 27-6
27-4 Electric Trim-Disconnected ....... .... ..................... ............. ................. ... ....... ... .... .. 27-7
27-5 Flap System Components ................................................................... .......... ......... 27-8

27-6 Flap Electric Circuit- UE (Up) ........................................................................... 27-11
27-7 Flap Electric Circuit-UB/C (Up) ....................................................................... 27-12
27-8 Flap Electric Circuit- UE (Takeoff) ...................... ........... ......... .... ...... ........ ....... 27-13
27-9 Flap Electric Circuit- UB/C (Takeoff) ............................................................... 27-14
27-10 Flap Electric Circuit-UE (Down) .......... .. .......................................................... 27-15
27-11 Flap Electric Circuit-UB/C (Down) .................................................................. 27-16
27-12 Flap Electric Circuit-UE (Split Flaps) .............................................................. 27-17
27-13 Aileron Control System ....................................................................................... 27-18
27-14 Ridder Control System ......... ................................... ........... .... ...................... ....... 27-20
27-15 Elevator Control System .......................................... ..... ....................................... 27-21
27-16 Flap Safety Switch Installation ...... ............. ....... .. ... ................ ...... ....................... 27-22

Flight~tY.
BEECH 1900 AIRLINER MAINTEN A NC E TR A INING MANUAL
CHAPTER 27
FLIGHT CONTROLS
INTRODUCTION
Th is chapter provides a description of the flight control systems used on the Beech 1900
ai rcraft, with a description of componen ts and their operation. General mainte nance con-
siderations are included, with an introduction to functional and operational checks.
References for thi s chapter and further specific information can be found in Chapter 27,
"Fli ght Controls;" Chapter 20 , " Standard Practices-Airfram e;" Chapter 5 , " Time
Li mits/Maintenance Checks;" and Chapter 12, "Servici ng," of the Maintenance Manual .

FlightSafety. • •Ia.atloioal
BEECH 1900 AIRLINER MAINTENANCE TRAINING MANUA L
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';i~J:~~ ===I=+=====~ f±===== ';i~J:~g ';i~J:~g; '
C
y " ;, o
W291 J Wl1~ I Wl0--"
:--3 91 -12-01 '--3 91 -64-01
, - - - C39C22N - - - - - - ' $4 SWITCH-
RUDDER BOOST
, - - - - - C39C22N - - - - ' A214 ASSEMBLY-ENGINE SECTION. R. 1 .. 2
@
,
W294~314 P314 W292~Jl02 Pl W13~ J5
@ I P5 W12~ P8
!l " WHT'22!;f' ~ =E') WHT 22 K 1:;;:;;:;;::=WHT.
~ 20 " A ., WHT-20 , A
Q , BLU-22
SP168 f C40J22
30
-
BLU:22
C40F22 j
(C40022
SP165t~.J~
C' ' M W 3 $P22
Pt' N' SP2g SP22 t
BLU-20
W13-SP23
.6. BLU-20'
W12-SP24 j SP24
8
T C4OG22'> -
~ ~=,~,=~_~_J1~l ~~
..
31
~
,~C40E22
SP167 C40B22
';i~J:~~
N
-
--'
W11 ·SP22
J5·E·SP23
SP23 W11.SP23
';i~J:~g ;,
P5·E·SP24
W10-SP24
';i~J:~g;' C
o
' - W295 h. " - W293 W11~ W10 ~
:--391-47-01 :--3 91-11-01 :--391-64-01
S4 SWITCH-
RUDDER BOOST
A213 ASSEMBLY- ENGINE SECTION , l. 1 . 2
___ AVIONICS INTERFACE 24-65-01
C25B22
1/
SA
CB74
W9
RUDDER BOOST
A146 PANEL ASSEMBlY-
CIRCUIT BREAKER , R.1
Pt94
rD 94 P321
p' RUDDER BOOST
158 f- C25822 - 21 J1 -21-S1-2
S
"RUDDER BOOST OFF" -
C36822 -
C32A22 -
158 f- C36A22 -
178 f- C32822 -
22 Sl-3-Jl-22 ~ 2
23 S1 -1-J1 -23 .:lo I FF
l
T C37822 - r-
188 C37A22 6:
24 S1-6-J l -24 ~ Sl-2-S1 -5 J
U C38822 - r-
198 C38A22 - 25 S1-3-J1-25
3
YAWCONTTEST
S1 SWITCH-
~ -3 91-60-01
91 -20-01 E- r--- RUDDER BOOST POWER
91-59-01 E-- ~
A321 PANEL ASSEMBLY
CONTROl .. t
A230 ASSEMBlY- PEDESTAUCONSOlE
Figure 27-1. Rudder Boost Circuit

FlightSafety.
,1hM •• tIcwWII
FLIG HT CONTROLS NOTES

The 1900 's a re equipped with co nventi o nal
cable operated ail eron s and rudder. The 1900 's
are a lso equipped with a "T " tail desi g n which
uti lizes a ho ri zo nt a l stabilizer and cable op-
erated elev ato rs mo unted at th e extreme to p o f
th e ve rti c al s tabi lize r. The 1900 ' s are al so
eq uipped with so me o th e r non-conventional
co ntro l s urfaces; s tabil o ns and tailets and vo r-
tex ge ne rato rs.
Exte ns ive wind tunn e l tes tin g confirmed th e

value o f ha vin g th ese additional s urfa ces
mou nt e d o n th e " T" tail. Th e s tabil o n s,
mou nted o n e ith e r s id e o f the aft fu sela ge,
were add ed to improve pitc h stability. Thi s
al so dra mati ca ll y in creased th e CG ran ge o f
the aircraft fr o m 4 % to 40 % MAC (mean aero-
dyna mi c ch o rd). Th e tail e ts, mo unted on th e
lower s urface of the ho ri zo ntal stabili zer and
the vo rtex gen e rators mo unted ahead of th e
wi ng -fu se lage juncti o n we re added to improve
di rec tional stability.
FUDDERBOOST-UE ONLY
Th e rudder boos t is ac tiva ted by a s witc h o n
the pe des tal placa rd e d RUDDER BOOST-
OFF-YAW CONTROL TEST. Rudd er boos t
can be inte rrupted w he n th e DISC TRIM / AP
YO sw itch is de pressed to the firs t level on th e
con tr o l wh ee l. Se lec tin g YAW CO NTROL
TEST will di sabl e th e rudd er boo st system and
ill uminate a RUD BOOST OFF annun ciato r.
Th e rudde r boos t system sen se s torq ue pres-

su re from bo th e ng ine s. Thi s torque pre ssure
is se nt to an avioni cs interfa ce system where
it is a naly ze d to dete rmine if rudder boost is
req uired. At a prese t le ve l an e lectric serv o is
activ ated to de fl ec t th e rudder proportional
to the press ure differe nc e.
If the 1900 0 is equipped with an a uto pil o t

sy stem , th e autop ilo t will in co rporate th e rud -
der boos t fea ture .

FlightSafety.
-
PILOT COPILOT
CONTROL WHEEL DETAIL E CONTROL WHEEL DETAILC
LEFT RIGHT DISCONNECT SWITCH RIGHT LEFT
TRIM TR IM TRIM TR IM
J,
SWITCH SWITCH DISCONNECT SWITCH FIRST SWITCH SWITCH
N N 6 SECOND FI RST STEP STEP SECOND
AP AND YO STEP TR IM N N N N
o
~ ~ ~~
N 0 00 0
Sy.
~-:~ .
o ~ STEP ? - . AP ANDYD
~S
E ~~ ~. 8 ~ --:~- ~ ~E
~~ uP
~ ~iu
0
U W U W S WP W
P N P N W N N
~ 1 2 3 4 5 6 1522 14 13 9 J L 9 13 14 22 15 6 5 4 3 2 1?
+ + L +
DETAIL F
-15 -
'\ /
I
""
r--o--t:
I
~ :A 14 I -
10
I
I
12
11 p ./
:1 ELEC TRI M O FF II
I
_l..L DETAIL A
~
12
16
17
R- DETAIL B
RELAY BOARD - A 120

FORWARD LOWER CABIN
13
~ r
I
H F G
I
E
I
A K C B
n
J 0
'\
OFF
5A
CIRCU IT
BREAKER
RESET
ELEVTRICAL PANEL)
lJ .
ELECTR IC
L-f_~)_~ J 10
~2
ON
(CIRCUIT-
BREAKER
PANEL)
tiiM TRIM
MOTOR DISCONNECT
CLUTCH RELAY Rh L-I DETAIL D
ELECTR IC TRIM
POWER SWITCH
eM n
r77
rl7
Fl I TRIM MOTOR
(PEDESTAL PANEL)
TR IM
MOTOR
TRI M MOTOR
SPEED CO NTROL R1
n CLUTCH
POWER
CONTROL R2
DETAIL G
TRIM TAB ELECTRIC CONTROL ASSEMBLY
Figure 27-2. Electric Trim-Copilot Activated
27-4 FOR TRAINING PURPOSE S ON LY

Flight~ty.
ELECTRIC ELEVATOR TRIM NOTES

The electric elevator-trim sys tem is controlled
by a PITCH TRIM (ON-OFF) switch located
on the pedestal, a dual-element thumb switch
and a trim-disconnect sw itch on each control
wh eel. Both elements of the dual-element
thu mb switch must be operated simu lt ane-
ou sly in order for the trim to move. Any move-
ment of the trim system with only one of the
con trol wheel switches denotes a sys tem fault.
Activatio n of the copilot's trim switches can
be ove rridden by the pilot 'S trim sw itches.
A two level disconnect switch (red button) is

also located on the contro l wheel to disconnect
the trim. The first level will disconnect the yaw
da mper/au top il o t/rudd er boost (UE), the sec-
ond level will disconnect the pitch trim. When
di sconnected with the co ntro l wheel switch,
a PITCH TRIM OFF annunciator will illumi-
nate. A manual-trim wheel can also be used to
ch ange the tri m.

Flight~~ty.
"#(1 !fl =
PILOT
CONTRO L WHEEL
LEFT
n,~ c""m
DETAIL E CONTROL WHEEL
~
DISCONNECT SWITCH RIGHT LEFT
DETAILC
TRIM TRIM TRIM

SWITCH
N
~~~~ SECOND SWITCH SWITCH
N N
AP AND YO STEP TRIM
NO ON 0 N
~ ~
t ~" D
1
U"W
P N
2 3 4 5 6 1522 14 13 9
if-/-1~ i :
9 13
/~
14 22 15 6
SO
5 4
~~
3
~~
2 1 ~
L
DETAIL F
r'i'
r-~I~==~::~~-_-.~~~----~~~-----------------------r----+---~
~:o---~1 °~1'11--~-------t~=t========================~j-~~~======9
"I
I
12 ::J "
r - 11 'I
'---<~~--+----------------------------lll
/ I. ELECTRIM OFF JI.
I I"--H----'
11:>--'---10.14-112 ~ DETAI L A
,'- ' -
16l DETAJL B
~==lg7~ .J.. - Sk~

I
RELAY BOARD-A120 J I I r-l rifL;;;;::$~
5A
CI RCUIT
:FORWARD LOWER CABIN "' ~~::lH--1F~Gr-----IEr---iA~Kr-~CF~B:::;-Jr-tDI OFF - BREAKER
ELEVTRICAL PANEL) "1 r I I I I RESET
10
(CIRCUIT-
BREAKER
P-f. ).~_E_~ ~_~p ~2 PANEL)
ELECTRIC 'f - ON
TRIM
DISCONNECT
RELAY LI DETAIL D
ELECTRIC TRIM
POWER SWITCH
(P EDESTAL PANEL)
TRIM MOTOR
CLUTCH
,--, POWER
TRIM TRIM MOTOR
MOTOR SPEED CONTROL R1 • I CONTROL- R2
DETAJL G
Figure 27-3. Electric Trim-Pilot Activated

- Flight~tY.
~ If-> 1fT :; AJff7

A tEE. D~~'----F~-------4~ /~LI1
"CO,
CONTROL WHEEL
LEFT
~ 00 DETAI L E
co,,'~ ~
;:.CO""NC!.T!.!.R",O",L..:.W:.:.H",E",E=-L_ _ _ _ _-"D"'E'-'T"'A"'IL:....::;C
DISCONNECT SWITCH RIGHT LEFT
TRIM TRIM TRIM
SWITCH
N
~f~~ SECOND SWITCH N
SWITCH
N
AP AND YD STEP TRIM
N 0 ON o N
~~ t ~~
S 0
.. E S.
E E E
D D D
U W WU W U
P N N P N P
T1 2 3 4 5 6 1522 14 13 97 T 9 13 14 22 15 6 5 4 3 2 1 I
L
DETAIL F
~
-
15
-<>- I •
I 14 l -
I 10
rO'{'.
I
I
I
12
11 b I
I
PITCH TRIM OFF I UE
12 ~ :------ - -- ~ ELECTRIMOFF II UB/C
16 ~ DETAIL A
DETAIL B
L -- - - l 1 7
L-----~ 3r-~====~t_r---1
RE LAY BOARD- A 120
(FORWARD LOWER CABIN
of (~ FG E
l AK C B J D
i-i~;:;;::::$...:5ACIRCUIT
OFF - BREAKER
t:::::::J- ~L ~__
':! _L~ .1
ELEVTRICAL PAN EL) RESET (CIRCUIT·
'lJ ~2
10 BREAKER
ELECTRIC·~·
PANEL)
ON
'rRi-M TR IM DETAIL D
MOTOR DISCONNECT ELECTRIC TRIM
CLUTCH RELAY POWER SWITCH
HI" (PEDESTAL PANEL)
+l r >'7
TfUM
M
~~~~::;;~=-
TRIM MOTOR
___ ~_
TR IM MOTOR
CLUTCH
- ,----, POWER
MOTOR SPEED CONTROL R1 ... I CONTROL R2
Figure 27·4. Electric Trim-Disconnected
FOR TRAI NING PU RPOS ES ONLY 27·7

I,
FlightSafety.
uo....
tIoi ...
LWS.
14Zj-°_____
L.W.S.
S~~·°ll=-_FW_D
t •
'r
l
C RW.S. A R W ·S.
S6 0
4:::\=83=e~t/_'___---j /
~~g
, ~ F.S.
326.00
n' ,
TOP VIEW
17S UPLIMIT
CAM (S4)
DOWNLIMIT
CAM (S6)
FLAP GEARBOX
AND MOTOR
DETAIL C
/ FLAP ACTUATOR
FLAP TRAVEL
LIMIT SWITCHES
INBD
DETAIL A - UE MODELS AS INSTALLED DETAIL B
B~ cr
FLAP DRIVE
SHAFT HOUSING
I FLAP GEARBOX
cQ/
•
00
o 0
0 0 00
0
c
0
g=n
C =='==:::::::::=='=::::J- - 326.00
F.S.
FLAP GEARBOX
DETAIL D
Figure 27-5. Flap System Components (Sheet 1 of 2)

FlightSafety.
.,lbih"tionel
BEECH 1900 AIRLINER M A IN T E NA NCE TR A INING MANUAL
FLAPS NOTES
The flaps are operated by a sliding switch
handle on the pedestal. The UE flap system has
th e following three positions and degrees
of travel:
• UP (0)
• TAKEOFF/APPROACH (17)
• DOWN (35)
The UA/B/C system has four positions:
• UP (0)
• TAKEOFF(IO)
• APPROACH (20)
• DOWN (35)
Fl ap position is registered on an electric in-
di cator on top of the pedestal.
A safety mechanism is provided to discon-

nect power to the electric flap motor in the
event of a mal function which would cause any
fl ap to be three to six degrees out of phase with
its adjacent flap.

Flight~ty.
<t
\~l c'\' ~, t ~ :\ii. j'

RWS.
142.0
/
'-------iPI=:::-
~-B ~I
n' F. S.
326.00
~
TOPVIEW
APPROACH UPLIMIT
CAM
FLA P GEARBOX
AN D MOTOR
DETAIL C
/ FLAP ACTUATOR
FLAP TRAVEL
LI MIT SWITCHES DETAIL B o
DETAIL A - UAiB/C MODELS

<t
B~
FLAP DRIVE
SHAFT HOUSING I FLAP GEARBOX
~
•
~
A
o 0
•
o 0
F.S.
326.00
FLAP GEARBOX
DETAIL D
Figure 27-5. Flap System Components (Sheet 2 of 2)

FlightSafety. ......lIaoat
FLAP CONTROL AND IND ICATOR CB

NC NC ,,~
C 0 P3.5 J315 o C
C4~22 '''"',7,,
' '' . C7A22 _ __ _,
6822"' RO ~ .......-> RD ~ C45A22
S2s.. SWITCH- ~ C43A22 C44AZ2 "' ~
SPLIT FLAP. R NO C6C22
NO S2S5 SWITCH- C9A22
SPLIT FLAP. L
I
91 -23-{l1 [ -
UP
. - -_ _ _ _ _ __ _ C21A22 _ NO
FTS;? 1 5C ~ C8A22 ~ '
P522 P521
~- S,
r-~,"'D"3EIf
' C."" ".
1,1 ,I, - ,3 I LEFT ~~~ ~ ~S:22== , - - - - - - - -_ C22A22 _ oc
~ 91 ·56-01 [ - APP
r-------------- C~A22 - 14C f- C12A22 S2
I 1 RIGHT
$201 SWITCH-
r------------- ~A22 - 12C CI6.422 ---O ~
DOWN
SPliT FLAP
SWITCH, BVPi'SS ~---- CO= _ 15C f- egB.,l _ _ _ _- I
P416
32-61-02
--C20+"-
[_ _ GHIF22 _
'" f- CHA"-;;CO"-
16C ~ Cl8A22
;g.'1
W4 2A22- ]
91-2Q.01 [ - V- ~~~~;~
W43A22- 31-31-01
- __ -=~"~"'~A~S~S,!Y::!:P~ED~E~S~t~AgU~CON
~sot~~E=~
.tr.!!£...
~
2A-22
2B-22
-+--+---1 L ..------"'Ir~"
1
91-37·01 [- -l.
5 . 7_ C815-J2-5 ~2OA~
GBIS
~TC-",
[,.,, ~...=-
. 4 S3 SWITCH ,
FLT DATA 51G, C~
FLAP APP DOWN ...
5A·22 'l A187 PANEL ASSY---CIACUIT BREAKER-UNDERFLOOR
•
FLAP MOTOR
NO
NO ~ CIAI4 _ _ _ _ _~~'~~_'" T
C~ f:::--
l ___ ·i~~T"~~~f~;!:J~~:--"Co-,-,:1
.L..-. 168-22
15B·22 --+-+--1
__
G _WS0A22_]
~I--..j
H
I .
r- W51 A22 -
31·31 ·01
L __+I-II--__
r
GSA22 -:j;;::=7fCc'
C2 3A22-
----ttl
~ CR.l00
'~--~
c
NCC"" 4"·22 :=tJt:jM~W97A22-] 27-32-{)1
SA-22 C
. 2 ~M~~~~
APPROACH~ 148-22
.L..-. 9A.22 _
r C2B12
L ,". oo _ ~ .-0.. ~~
lOA.22 "\C NO
• 1 54 SWITCH I
lIMIT' FLAP ~ C4A22
APPROACH UP ~~~~'~~'~A~"~'~~J=J N
C
p
N~14A_22
NC 71... 22
K
G19G22- ] 32-31-02
G29E22 - ] 32-31-01
r C~4A22N
.A...
lII"'f
CRIO]
~ UP
'--.-S6-S-,"-T"C-H~~~& ~
LIMIT, FLAP Ie ! 0 - - 13M2 ---+--1 U J
/
DOWN ~It......- 12A .22 V
NO ~/
"'--'
L I - - - - - 108·22 ------+--< 0
L - - - - - 11 .... -22 ------+--1 R ~ C35B22 ------..J r - GR
L
5132 SWITCH ASSV-l IMIT, FLAP .. ,
LEGEND ' :;;;::;;;;:;;;:~---.J
WH "*f:::;
..,,
NOTES
• 56 - ACTUATED IN DOWN LIMIT
POSInON ONLY
54 - ACTUATED FROM UP LIMIT
TO 4 5 DEG BELOW 55.
1 SWITCHES SHOWN IN FlAPS
UPPOSInON
,
. NUMBER AFTER DASH (OR
AFTER LEITER) IN WIRE
o CONTROL CIRCUIT
K10b RELAY-FlAP MOTOR
.,
55 - ACTUATED FROM APPROACH
POSITI ON TO DOWN LIMIT. .,
GooE IS WIRE GAGE
51 - ACTUATED IN UP LIMIT
• POWER CIRCU IT
52 - ACTUATED ,,"ROM UP LIMIT
TO 4 5 DEG BELOW 53
ONLY
.,
SI30S3 - ACTUATED IN DOWN
{USED FOR FlIGHT OATA POSITION ONLY (OPERATES
CCWON
RECORDER SIGNAL) POSInON AND LOO GR WARNING
•• .,
r-- " ~==:::::::::==~
S3 ~ ACTUATED FROM APf'ROACH HORN)
POSITION TO DOWN LIMIT
(USED FOR FLIGHT OATA
RECORDER SIGNAL)
., 14 AWGWIRE
SEE APPLICABLE AVIONICS DWG 8102 MOTOR- HAP
Figure 27-6, Flap Electric Circuit-UE (Up)

Flight~~ty.
FLAP CONTROL AND INDICATOR CB NOTE;

SPLIT FLAP BYPASS SWITCH
l
I
I
c o Ne
RO -o..:a.... _ WH
5254 SWITCH
70 --.......- - -_ C43A22 -
m
ADDED TO UC·85 AND SUBSEQUENT
P315
2C
J315
C44A22 ~ WH~
_] 91.23
NC 0 C
-
NO 5256 SWITCH
PHI4
~ AD _ _....~ C45A22 l 1C
JHI4
C7A22
C9A22
SPLIT FlAP, R SPLIT FLAP. L UP
NO
C21A22 _
" C8A22 ~
S132Jl P416
C22A22- oc Cl0A22
T.O. "
~
,
1A-22
3,A,-22
D
, C34A22- "e C12A22 -Q.. """
~N
C35A22 - Cl6A22
e~ NO "e
I . 551
SWI TCH
LIMIT. 0
"
,I FLAP UP e '.J "-
,
~ '~:f
[ _e,"", _ ,e C17A22
~2A-22
• 4 S3SW ITCH
LIMIT. FLAP
R NC
e
NC 28-22_
4A-22
M f-- W97A22- ] 27-32
32-61-02
- - G19F22-
91 -20 [ -
,OC
I-'-
C1fIA22
_ Cl 1A22
S130 SWITCH
FlAP CONTROL
i~
. rt-
TAKEOFF A230ASSY PEDESTAUCONSOLE
10DEG DOWN e
NO I e"" ~] ".,..
L- 3B_2~~
C 2C -22 -
CB165 FLAP MOTOR
A146 PANEL ASSY
• 352 SWITCH ... CIRCUIT BREAKER. RIGHT
LIM IT. FLAP I
TAKEOFF UP C~
. NO
f--
..
5A- 22 ~
:g
SA -22 e
• 2 $5 SW ITCH
LIM IT. FLAP
C
I ~ 9A -22 _
r--
mAo..cH
"
L
C3A22
~ 14C-22 - r C23A22N
NO 148-22 -
~~oe
10A.22""",,-C
NO
,...5l .,.
• 154 SWITCH , r e28t2
e,
~ 6A.22
LIM IT. FLAP
AP PROACH UP D
N r Gl9G22 - ] 32-31-02 r C2A 12N
Ne
7A-22 P I- G29E22- ] 32 -31 -01
, .,.
• S6 SWITCH
LIMIT, FLAP
e
~_13A-22
.
~ 14A'22
U
I C4A22
U
DOWN
NO
"""---12A-22 , I- WOOA22 -
I- W95A22 -
]
27 ·32 r C24A22N
C~07 ~ -<j
DN UP
-
~ .:r
100-22 0 "'!.J~
L.!""
11A-22
" ~/
/
.,
,I
5132 SW ITCH ASSY-LI MI T. FLAP
- G" ,
NOTES:
WH"'"
SW ITCHES SHOWN IN FLAPS UP POSITION . ~
NUMBER AFTER DASH (OR AFTER LETTER) IN WIRE CODE IS WIRE GAGE_
Kl05 RELAY FLAP MOTOR
• 56 - ACTUATED IN DOWN LIMIT POS ITION ONLY.
.1 54 - ACTUATED FROM UP LI MIT TO 4.5 OEG BELOW 55
+ 2 55 - ACTUATED FROM APPROACH POSITION TO DOWN LIMIT. LEGEND
+ 3 52 - ACTUATED FROM UP LIMIT TO 4.5 OEG BELOW 53.
+4 S3 - ACTUATED FROM TAKEOFF POSITI ON TO DOWN LIM IT. D CONTROL CIRCUIT
+ 5 51 - ACTUATED IN UP UMITONLY.
.6 S13054- POSITION AND LAND ING GEAR WARN ING HORN • POWER CIRCUIT CCWDN
(ACTUATED IN DOWN CONTRO L POS ITION ONLY.)
r "-®-t::::::::;:::;;;:::;:::;::::::;::::::~
8102 MOTOR-FLAP
Figure 27-7. Flap Electric Circuit-UB/C (Up)

Flight~~ty.
FlAP CONTROL AND INDICATOR CB

NC
C 0 '" J315 o C P194 JI94
S2~~:-~~~WH-hC43A22
~ RD ....... C45A22 C45822 IIC C1A22 - - - - -- -,
C44C22 (;44A22 . . .........-
SPLIT FlAP, A NO C6Cll NO S255 SWITCH C9A22
SPLIT FlAP,l
91 ·23-0 1 [ -
,------------------02'''' "'
NO
-' I
FTS21 50 C8A22
P$22 PS21
'rI
r==~===::::=C45D22mJ
a C45C22 "
I
Q
•
,,~~~~~
1
wm -
eEFT
RIGHT
.
. C44D22 31
"
C4482:2 _
r----------GnAn
P--------------- C~~2
60
UC CI2A22 '"
$201 SWITCH r------------- ~~, "C
SPUTFlAP , -___________ C9C22
SWITCH, BYPASS '50 C9Bll
_ ------------------------------:SI32JI
9
P416
I [---C2OA22 2C
"""--;;!'''-
''''·22 ----~I--~ : 32.61 -02
L I
___ G19F22 '60
E
Cl8A22 Sl30SWITCH
. 551 r~--;;:!!§:====::J[:~
NO F ~W.2A22-]
~W.3A22- 31-31 -01 91 ·20-01 ;(~----.:~:'i1:~i'f~~~~~i~::,FlAP CONTROL
A230 ASSY - PEDESTAUCO NSOLE
SW~i~~, ~'T
,."-______~ 24.Q6· 1
T.
FLAP UP C 10
~ 2A-22
' - - 28.22 _
-+--L~ e
91·37-01 [~-l
J2
.7_ CB15.J2.S .~rV

-S;OA~
W3
CB15
[ ~ NC FLAP MOTOR
. 4 53 S:-~~H
FLT OATA SIG, C~
C I &.....- S""2' l A 187 PANEL ASSy--clRCUIT BREAKER
UNDERFLOOR . 1
FLAP APP D<mN .4

NC
C<>-r{
NO
~ "'" - - -+C:t>-I-..,
. 3$2 SWITCH
FlT OATA SIG
FlAP "'PPUP C L 15B·22 ---+L~ G I -W50A22 - J
L---l+i------ C3A22 =--;-
""Nc- 168·22
I H
_-+L~ I -W51A22-
31·31·01 r C23A22 JI"'T
. 2 ~M~t~~
~~------
C
NC~ " "
SA ·22 -
" ' - - 9A.22 _
-=±±j I
I
M
C
J-W97A22- J 27·32·01
..A... CR106
APPROACH~ 14B.22 1
L_ ,IllOA·22
A .:>:> .. _ il_:NO
'C :
. , 54 SWITCH I
lIMIT.FLAP ~
APPROACH UP &.....- M.22
.....-I-~-------- ::= -.,;,::.'------~
r C24A22N ~
NC 7A-22
...0... CRIO?
C N~'4A_22
~--.-S<--S-W-"-C-H~:;'''''-':'' PS42 r- •
LI MI T. FLAP I C ! a-- 13A·22 ---...!.~ L--_~ N
OOWN ~ ~ _ 12A-22 ____1--1 ~ = --I 0
91·50-01 [~~ h
L ______ I1A.22 _ _ _ _ _ _1--1

r- GR ~:':-'"
NOTES
S132 SWITCH ASSy--tJMIT. FLAP . 1
LEGEND WH ~;:;;:;;;;;:;;::~~
- I MOTOR
KI05 RELAY-FLAP
• 58 - ACTUATED IN DOWN LIMIT
POSITION ONLY.
• 1 S~ - ACT\.IATED FROM UP LIMIT
I SWITCHES SHO'NN IN FLAPS
UP POSITION
2. NUMBER AFTER DASH (OR
o CONTROL CI RCU IT
TO 4.5 DEG BELOW S5 AFTER lETIER) IN WIRE.
. 2 S!> - ACT\.IATED FROM APPROACH COO E IS WIRE GAGE • POWER CIRCUI T
POSmON TO DOWN LI MI T . 5 SI -- ACTUATED IN UP LIMIT
. :3 S2-ACTUATEDFROMUPUMIT
TO 45 DEG BELOW S:3
ON"
. 6 SI30S3-ACTUATEDINOOWN
(US ED FOR FLIGHT OATA POSITION ONLY (OPERATES
RECORDER SIGNAL.) POSITION AND lOG OR WARN ING CCWO N
.4
-®t::::::::::::::~~
S3 - ACTUATED FROM APPROACH HORN.)
POSITION TO OOWN LIMIT . 7 14AWGWIRE BK.
(USED FOfl FLIGHT Ilo\TA . 8 SEE APPUCABlE AVIONICS DWG 8102 MOTOR-fLAP
RECORDER SIGNAL.)
Figure 27-8. Flap Electric Circuit-UE (Takeoff)

FlightSafety. Ueh oal,......ttI
FLAP CONTROl AND INDICATOA C8 NOTE

SPLIT FlAP BYPASS SWITCH
l RO ~~, _ _........_
S25 4 SWITCH
NC
_ __
ADDeD TO l.IC85 AND SU8SEOUENT
~~3~~:4A22 ---..~ RD _ _......-

- u..:.:.[ - ] 91·23
NC
NO 5256 SWITCH
C45A22
Pig.
II G
Jl9<4
C7A22 - _ __
C9A22
-.
SPliT RAP, R SPLIT RAP.l ~6

C21A22 sc GSA22 -1f"'O _
~
Sl32Jl P416
C22A22 - oc el0A22
00 "
r.:i "'S,
lA ·22 8
, C34A22 _ " 0 C12A22 - '"
K
3A·22
~ "
. 551 0 ~ NO C35A22 "0 CleAn
SWITCH
LIMIT, ~
FLAP UP 0 I~ "-
:gc ~'22 , [-C20A2'- 2C
CH"'-f:::o ~NO
GO:;. NC 28-22 _
NO 4A·22 " f- W97A22 - ] 27':~2

32~1-(l2
- -G19F22
'''' CI8A22
L - Cl1A22
C :.----.
~
• 4 S3SWlTCH 0 S l 30SWITCH
LIMIT FLAP 9J.20 [ - FlAP CONTROL
TAKEOfF ,.0.230 ASSY-PEDESTAUCONSOlE
10DEG DOWN
I
L- 38';~
C 2C-22
NO
+ W" ~]'' ' ' Cel65 FLAP MOTOR

AI46~ElASSY
• 352 SWITCH ...
LIMIT, FLAP I CIRCUIT BREAKER. RIGHT
TAKEOFF UP c~
. '--
,
5A '22 ~
NO
::g
0
• 2 S5 SWITCH
LIMIT, FLAP
C
I ~ 9A -22
8A·22 , -
mAO' OHL 1
~ 1 4C-22 ";
I
r
e3A.,2
C23A22N
C'
NO - '48-22 "
~~ oe
10.... 22 .......C N~ .,.
03
• 154 SWITCH ' 1 C2B12
LIMIT. FLAP
I
APPROACH UP
~6A'22 NO
711-22
N
P
~ GI9G22- ] 32-31-02
~ G29E22- ] 32-31 -01
r C2A12N °
i
,
• S6SWlTCH
LIMIT. R.AP
0
~13A'22
~
~' . HII-22
U e.-""",,- ] "." 1 C~";2 "'-

DOWN
NO
&......- 121\-22 V ~ W9$A22 - r C24A22N
C~07 pJ L<j
ON UP
.,.
~ L.!-
108-22
1111-22
0
A .-1 /
J~
., ~/
,I
S132 5WITCH ASSY----{IM IT. FLAP
~ GA
NOTES ,
SWITCHES SHOWN IN FLAP S UP POSInON WH
NUMBER AFTER DASH (OR AFTER lETIER) IN WIR E CODE 15 WIRE GAGE
K105 RELAY FLAP MOTOR
• 56 - ACTU ...TED IN DOWN LI MIT POSITiON ONLY.
• , S4 - ACTUATED FROM UP LIMIT TO 4.5 OEG BElOW S5
. 2 S5 - ACTUATEO FROM APPROACH POSITION TO ()()'MIj LI MIT LEGEND
. 3 52 - ACTUATED FROM UPLIMITT04.5 OEG BELOW 53
• • 53 - ACTUATED FROM T... KEOFF POSITION TO DOWN LIMIT CONTROL CIRCUIT
. $ Sl-"'CTUATEDINUPUMITONlY_
. 6 Sl30S4 - POSITION AND lANDING GEAR W...RNING HORN • POWER CIRCUIT
(ACru ...TED IN DOWN CONTROL POSITION ONLY)
r B'.+t=;:;;:;;;;;;;:;::~ Bl02 MOTOR-FlAP
Figure 27-9. Flap Electric Circuit-UB/C (Takeoff)

FlightSafety.
.",etkAWII
FlAP CONTROl AND INDICATOR CB
C ONC 315 NC 0 _ ~, Pig,,) ~4

'"
;;;i~~"c"''''''~ C'''''''''NH':r....<> f,0·-·~~'''·T·C'''''2~( lie C7"22 - - -- ,
NO "'" 'WI'C"
'-4e '"
- C l2A22 ---O 52
820 1 SWITCH
12C ~CI'A22 _~_..o;'--,
,,""",·
SPUT FlAP DOWN I
SWITCH. BYPASS r------ C~22 - 15<: C9822 -----~
P-416 0
11\-22
32.6" 02 1
2C
,oc
NC' -"·'1
L;;:;;.~ ; ·r·
: 131 -3 1-01 FlAP-C~'Rot
" ,. iii"
-;-JJ'
CB"'J2"F~'"
Pl30
"i"'- -l---1---j1 L
"22
' - - 2B-2 2
91 .37.01 [--l ;r
L ",, ~
. 4 SJ SWITCH SA-:!' l "'''''NEL , '! ,BREM<ER -
flT OATA SIG, c~ f---
FlAP APP DOWN - --.
NO
'It
re;-
~,,,,,,,--J1 31-31 .01
"""
---1-1---1 H "T
f
"'-NC ',"22
-----W--,I N 1-,,,,,,,,--, 27·32·01 CRloe
~
"22
co!:!£- SA-:!2 --+-1--1 C
. 255 SWITCH I",
LIMIT. FlAP
I 0 - - 141H2 ,
9~-2_2_ - r C2812
APPROACH DOWN C
" ID II
L'"'' ,c :::
. ,54 SWITCH I
~ III
LIMIT. FlAP
APPROACH UP
C I
\~~~~~~~~~t511;
L-.:E[ ~::~~
IC
0
""51'-
.
I,
. ~";~ ~ '''.'' ---II-~ u
NO , ,, .•,, --1--1 v
4 - - - - '00·" ------If.--lc
1-- - - _ 1111.·22 _ _ __ _+-~I R
,c,' I I , ' . '
L
LEGEND
NOTES,
• 56 -ACTUATED IN DOWN LIMIT 1 SWITCHES SHOWN IN FlAPS
CONTROL CIRCUIT
•
POSITION ONLY UP POSITION CWUP
. , 54 - ACTUATED FROM UP llMIT 2 NUMBER AFTER DASH (OR
TO 4.5 DEG BELOW S5 AFTER LETIER) IN WIRE
POWER CIRCUIT
. 2 S5 ~ACTUATED FROM APPROACH COOE IS WIRE GAGE
POSITION TO DOWN LIMIT . 5 Sl ~ ACTUATED IN UP LIMIT
. 3 52 ~ ACTUATED FROM UP LIMIT ON"
TO 4 5 CEG BELOW S3 Sl30S3~ACTUIITEDINDOWN .6 CCWON
(USEO FOR FLIGHT DATA
RECOROER SIGNAL)
. 4 S3 ~ ACTUATED FROM APPROACH
POSITION TO DOWN LIMIT
POSITION ONLY (OPERATES
POSITION AND LOG GR WARNING
HORN )
. 7 14 AWO WIRE
r " *1::::::::;:::::::::::;::~
8102 MOTOR-FLAP
(USEe FOR FLIGHT DATA • B SEE APPllCA8LE AVIONICS DWG
RECORDER SIGNAL)
Figure 27-10. Flap Electric Circuit-UE (Down)
FOR TRAININ G PURPOSES ON LY 27-15

Flight~~ty.
FLAP CONTROL AND INDICATOR CB NOTE

SPLIT FLAP BYPASS SWITC H
L~
ADDED TO UC-S5 AN D SUBSEOUENT
NC NC
~"
"" IIIC
$2S.4 SWITe...
0
NO "ill:: 0 C
NO 5256 SWITCH
C7A22
~. ~
SPliT FlAP. A SPLIT FtAP. l
, I>c ""'"
Sl32Jl P4 16
00
7: 50
F "
. ~Sl C. .. NO
I: 1 ::~
:~
SWITCH I DOWN "
LIMIT. 0
[
FLAP UP
~~,~ I'"
a
N~ I L I NC .. • •
1M
~
~
I
• "53 SWITCH O NC I
LIMIT. FlAP 91-20 [ -
' ODET~~~~ !------' I
L- 3B.22 ~
C.
" I NO
rl- C' ' ' ' ~-il 'H'
CB"SF~~ MomR
!
• 3S2SWtTCH
LIMIT. FLAP
C
,
I C"GHT
TAKEOfF UP C I 0
"-',,; I r--
NC
]I
NC.
• 2 S5 SWI TCH
Ie r--
LIMIT, FLA P
APPROACH DOWN C i 0
C,
L,
• """ TeH ~
LIMIT. FLAP I
. ~~'22 ~
NO
NOo
I + CAto8
, Ie>
10
APPROACH UP NC.
I: r- 32·31·02
G29E22 - ] 32-31 ·0 1 I
-!.
C. I' ,
Ie, I
1--· - ~MTT:~~~
~ =J""
,
pJ
r.: ~,UP
DOWN
NO
1 :
C;~ ~7
I
, -$- ~
ON
I~ ~
""7
1,1 ~
5132 SWI TCH ASSy- tJMIT. flAP .. ,
=
NOT ES
SWITCHES SHOWN IN FLAPS UP POSITION,
.
NUMBER AFTE R DASH (OR AFT ER LETIER) IN WIRE CODE IS WIRE GAGE
' MOWR
• S6 -
54 -
ACTUATED IN DOWN LI MIT p o smON ONLY,
ACTUATED FROM UP LIMIT TO " !i DEG BELOW 55
" '" I
.,
.. S5 - ACTUATED FROM APPROACH POSITION TO DOWN LIMIT
. 3 S2-ACTUATED FROM UP LIMIT TO 4 5 DEG 8ELOWS3
LEGEND
CONTROL CI RCU IT
~
=
S3 - ACTUATED FROM TAKEOFF POSITION TO DOWN LI MIT.
•
Sl - ACTliATED IN UP LIMIT ONLY.
"
+< Sl30S4 - POSITION AND LANDING GEAR WAR NING HORN POWER CIRCUIT
(ACTUATED IN DOWN CONT ROL POSITION ONLY)
.r::- """,
Figure 27-11. Flap Electric Circuit-UB/C (Down)

Flight~ty.
. .- .
FlAP CONTROl AND INCICATOFI CB
C o Ne P315 J315 NC.Q.r..... C P194 ~94

~6622. ~3 C4SA2'T C4SB
"e ~ C7A22 _ __ _ '
5254 SWITCH ~ ~ C43A22
AO ...o-a......- 2C r- C44C22 _ 1- C44A22 ...............----0. RO ........ 22 -
SPLIT FlAp, R NO C6C22

9J.23-01 [ -
PS22
FrS2!
PS21
21B ~
h I NO ~~TS~~~
. . C21A22 _ 5C C8A22
; - e9A22 _
UP
.."?o ~
51
rf==~======C45D2zfIf
29 C4SC22
- """01
. C44022 31 C44822 _ CZ2A22 - oc

', _ •3 r RIGHT G6E2l 32 C6022 -
.'~ 91 ·56·01 [ - Ape
I LEFT
C34A22 - " C I- C12A22 - - o 52
C35A22 - . '20 j... CHlA22
5201 SWITCH
SPLIT FLAP
SWITCH, BYPASS C9C22 _
'''' C9B22
OOWN
'I
_----------------~S132Jl P416
o
_ _ C20A22 _ 2C C17A22 ~
~-------- lA·22 --1--1 B
A
32·61·02 [ _ _ G19f22 _ 16C f- Cl8A22 - -
"""""",,-J
o:
~ ~~~:-i~
. 551
SWITCH
L
";'-~E2~~~~~t=J NO E
F ~W42A22-] 31·31 01
~W43A22 -
91·20·01 [ - -
~_~~"'§~~AS
~s~',::!P~E@o~E~STEA~uco~~N~SO~":::',
r
pn. 0=. :J~ '"
LIMIT.
FlAP UP c 10
~ 2,\·22
' - - 28 ·22 -
-1--1--1 , r-----.f
-l
. 7 _ C815..J2.5 ~ 5
'l
91.:)7.()1 [- eels
LlA·22
. 4 53 SWITCH
~
0 NC
5A·22
A187 PANEL ASSY-C1RCUrr BAEAKER-
UNOERROOR . ,
FlAp MOTOR
flTDA.TASIO . c~ I---
FlAP APP DOWN - &
NO ~
NO ,
C 0
• ~~~~I~~~ o-n:
I
FLAP APP UP C 0 - - 158-22
--1-1--1 G ~W50A22-] L __ ~-I-__ C'-'2' ,_-:;-;;:;;:::=;1I~
.. C~'---iHh
168.22 --1--1--1 H !-W51A22 - 31-31 ·01 r C23A22 lI"'J"
~ ~
:=jjt:::j ~ CAlM
~
c 4A·22 I-W97A22- ] 273.2·01
. 255 SWITCH C ~ SA·22
LIMIT. FLAP
APPROACH DOWN C I
9A·22 -
~ 148,22
Ii' C2B12
['0A22'~::
o
.,54 SWITCH T
LIMIT FLAP C I 0
APPROACH UP \r<>-'-.-~~~~~
~ OA§.22~~=tj ~19G22-]
~G29E22 -] 32-3H)1
7A·22 N
P 32.31-02
r C24A22N ~
..A.. CRI07
C N~14A'22 K
"r---,-,==4<,...,-:
• S6swrrCH ..
LIMIT. FlAP ! ~ 13A·22 ---1---1
IC U 1-W96A22- ]
OOWN ~ A....- 12A.22 V 1-W95A22 - 27·32-01
NO
L I - - - - - 108·22 -----+---1 D
l.._ _____ l 1A·22 A ~ C35B22 ---------I
~ GR
NOTES
5 132 SWITCH ASSY-l IMIT. FLAP .. 1
LEGEND ~~ ~~~'~~~~=-- Kl 06 RELAY FLAP MOTOR
•
• I
56 - ACTUATED IN DO'NN LIMIT
POSITION ONLY
54 - ACTUATED FROM UP LIMIT
1 SWITCHES SHO'NN IN FlAPS
UP POSITION
NUMBER AFTER DASH (OR
D CO NTROL C IRCUIT
TO 4.5 CEG BELOVo' S5 AFTER LETTER) IN WI RE.
• 2 SS-ACTUATEDFROMAPPAQACH COOE IS WIRE GAGE • POWER CIRCUIT
POSITION TO [){)INN WAlT . 5 SI _ACTUATEDIN UPLIMIT
. 3 52 - ACTUATED FROM UP LIMIT ON"
TO 4 5 DEO BELOVo' S3 . 6 SI30SJ -ACruAlEDINOOWN
(USeD FOR FLIGHT OATA POSITION ONLY (OPERATES CCWDN
ReCORDeR SIGNAL) POSITION AND lOG GR WARNING
. 4 SJ-ACTUATEDFROMAPPRQACH
POSITION TO OOW'N LIMIT
(USED FOR flIGHT OATA
HORN)
. 7 14AWGWIRE
. 8 SEe APPUCABlE AVIONICS CWG
"' -®1==:::::::=~ B102 MOlOR- FLAP
RECORDeR SIGNAL)
Figure 27-12. Flap Electric Circuit-UE (Split Flaps)

SlOlllN03 lH91l~
I\)
.....,
-.j
CD
1 AILERON RIGHT W ING OUTBOARD LEFT-HAND THREAD CABLE

" /' 2. AILERON RIGHT W ING INBOARD RIGHT-HAND THREAD CABLE III
WS
3. AILERON LEFT WING INBOARD RIGHT-HAND THREAD CABLE 1ft
208 '0 /1::l ' 4. AILERON LEFT WING OUTBOARD LEFT-HAND THREAD CABLE 1ft
wi 5. AILERON
6. AILERON
LEFT WING OUTBOARD RIGHT-HAND THREAD CABLE
LEFT WING INBOARD LEFT-HAND THREAD CABLE (')
...CD:z:
193 7. AILERON FUSELAGE LEFT, LEFT-HAND THREAD CABLE
8. AILERON FUSELAGE RIG HT. R IG HT-HAND THREAD CABLE
WS 9. AI LERON RIGHT WING INBOARD LEFT-HAND THREAD CABLE
o
-n
150
WS
027
"'/ 10. AI LERON RIGHT WING OUTBOARD RIGHT-HAND THREAD CABLE
0
..,
:rJ
:rJ
10 0
~
~ ::a
Z I"
z \U <0 ' ~ j
3
Z
Gl AILE RON SERVO~ ~<:::2 1ft
-u ACTUATOR II - - - "(j 3
::a
c U, j
:rJ s:
-u
oen FS
B BL '"
• ' :to
m
en
185
FS
271
27 6
..,z
m
o 7 5
WS/ 4
z
z " / :to
'<
027
WS
z
FS
150
0
145
NOTE:
THE AILERON CABLES RUN FROM THE
BELLCRANK ON A VERTICAL PLANE
..,m
FS AND ROTATE TO A HORIZONTAL PLANE :rJ
105 BETWEEN WING STATIO NS 104 AND 124, :to
THEN CONTIN UE ON A HOR IZONTAL PLANE
U NTIL CONNECTING TO THE z
AILERON QUADRANT.
z
Gl
s: -
'TI
-,
~
:to
z
c
:to
r ICI)
Figure 27-13. Aileron Control System
~
r+
':<
Flight§,~~ty.
BEECH 1 900 AIRLINER MAINTEN A NCE TRA INING MANU A L
Two flaps installed on each wing are operated

CONTROL SYSTEM by an electric motor-driven gearbox mounted
on the forward side of the rear spar at the cen-
All flight controls, with the exception of the terline of the airplane. The gearbox drives
flaps, are cable -operated conventional sur- four flexib le dr ive shafts, each connected to
faces which require no power assistance for an Acme thread-type jackscrew at each flap .
normal control by the pilot or copilot; however A flap limit safety switch is provided to dis-
a downspring and bob weight are incorpo- connect power to the electric motor in the
rated into the elevator control system for im- event of any type of failure which causes any
proved stability. The flaps and the optional flap to be 3° to 6° out of phase with the adja-
elevator trim are electrically powered. An in - cent flap. The flaps are controlled by a lever
dependent yaw damp/rudder boost system is mounted in the pedestal. Flap lever detents
installed on airplan es not equipped with an au- are provided to select UP, 17.5 ° and DOWN
topilot. The autopilot is equipped with a self- flap position s . Wing flap position is shown by
contained yaw damp system. an indicator located in the pedestal near the
flap control lever. The indicator is controlled
All primary flight control surfaces are manu- by a flap position potentiometer which is ac-
ally controlled through cable-pulley-bellcrank tuated by the right inboard flap.
systems. Dual controls are provided for op-
eration by either the pilot or the copilot. The Trim tabs are installed on the left aileron, the
ailerons and elevators are operated by con- rudder and each elevator. The tabs are manu-
ventional control wheels interconnected by a ally controlled by the pilot through drum -
"T" shaped control column. Rudder pedals cable systems using jackscrew actuators. The
are interconnected by a linkage below the crew tabs are driven by the actuators through an
compartment floor. Rudder bell crank s are ad- adjustable double-clevis rod assemb ly capa-
justab le to two positions which move the rud - ble of remov ing joint freeplay. Tab position in-
der pedals approx imately one inch forward or dicators are provided on the pedestal tab
aft. Surface travel stops and linkage adjust- contro ls.
ments are incorporated into each cable -pulley -
bell crank system. Coordinated movements of The optional electric motor-driven elevator
the rudder and ai lerons is provided by an trim tab s must be activated by turning on a mas-
aileron/rudder interconnect system to further ter switch on the pedestal console. Operation
enhance flight handling characteristics . of the system is then controlled by switches
on the outboard handle of each control wheel.
Ailerons , elevators and rudder may be secured Electrical protection for the electric elevator
with control locks installed in the crew com - trim control system is provided through a 5-
partment when the airplane is on the ground ampere circuit breaker located in the RH cir-
and out of service. cuit breaker panel.

SlOlHNO:lIH!JIl~
'"•
-.,j
'"
o
RUDD ER BOOST RUDDER
AND/OR RUDDER TORQUE
AUTOPILOT SERVO TUBE
DETAIL A CABLE ~ CABLE
EN D • END
~~ CONTROL
~~HOR N
III
m
PUSH
m
DETAIL C
ROD
n
...:z:
PRESSURE SEAL
A~ TURNBUCKLES
o":n RUDDER UI
0
-;
RUDDER
RIGHT
CABLE ~ 0
I>
:n
:.. DETAILB
z
LEFT
CABLE RUDDER ,..
::II
~
RIGHT CABLE UPPER
z PULLEYS Z
G)
m
=I=\~
FS 480 ~_____
lJ
::II
~}~A
C RUDDER LOWER
:n LEFT CABLE
lJ 5 1\ .
PULLEYS s:
o(fJ DETAIL D 0 :..
m
(fJ
TURNBUCKLE o z
-;
m
o z
z :..
'< z
FS 146 AFT RUDDER 0
o TORQUE SHAFT m
~ASSEMBLY -;
:n
RIG PIN HOLE ~ :..
AND BRACKET
~
RUDD ER z
LEFT z
RUDDER
AUTOPILOT
CABLE
CABLE G)
s:
:..
z
-_.
"T1
CO
RUDDER ,'\. ~ '" • c
~
I~
}>
RIGHT '"
r
-
CABLE RUDDER
LEFT CABLE
Figure 27-14. Ridder Control System

':<
ELEVATOR UP
CABLE END
ELEVATOR UP
CABLE
BtW~ \j~ELEVATOR
\
DOWN
~ /1 AFT
~
/'
)
~,
CABLE
~ ~/ ! BELLCRANK III
,/ ~ "" 0 DETAILS DOW

'0;7/Z-
SPRI~cJENSION
'/ RIG PIN
HOLE
'0
•
m
m
()
:z:
...III
-n
o
::0
--i
::0
- \'
• •\
:REW
ELEVATOR DOWN
HOLE
AFTDSETAIL 0
ELLCRANK ELEVATOR
DOWN
7
C," 'C
~//___ ELEVATOR
J:>
0
0
~ DETAIL A CABLE END UP

FORWARD :II
~
Z . S563
Z SELLCRANK FS r-
S ELEVATOR
Gl 528 Z
~
"U
BOTT UP CABLE m
C FS OM OF TOP :II
::0 TURN SUCKLES 448 PULLEY
CAB~~- ~'"
~~
"U FS s:
o
(fJ
520 ELEVAT »
m TOP OF TOP DOWN " / z
DoELEVATOR~
"" ~
(fJ --i
o PULLEY m
z Z
~ ELEVATOR
UP WN CABLE "",,~-<fl'
A @ PULLEY I
.. / ' ________TO POFBOTTOM
J::f.r »
z
()
m
L
/~ELEVATOR
~rFS DOWN TOP OF
FS 140
OUTBOARD
PULLEY
@ ~ ELEVATOR
UP CABLE
DETAIL G --i
::0
»
Z
FS 131
ELEVATOR " '. ...... ELEVATOR DETAIL F TOP OF B
PULLEY OTTOM
-
UP CABLE _ A Z
'" DOWN CABLE Gl
~, FORWARD
,?'
"T1
BELLCRANK BOTTOM OF s: =
INBOARD PULLEY »
z
c
'S-
DETAIL E » ~Cii
I~
I\)
r
-.oj
....•
I\)
Figure 27-15. Elevator Control System ....
'!C
FLIGHT CONTROLS
SlOYINO:lIH!lIl~
I\)
.....,
I\)
I\)
NOTE:
UE-l THRU UE-427
WITH RAYTHEON KIT
118-4013 INSTALLED
OR UE-428 AND AFTER
SCREW
III
m
m
n
:z:
~-" WASHER ...

CO
-n o
o:IJ SCREW --r- -::---- ROLLER CAM o
'~
ROD
~
~. J-XiV ~,.
-1
:IJ / END SPACES :II
~ r-
Z WASHER
_CO Z
m~
Z
Gl SAFETY SWITCH m
:II
-U
C
:IJ VJ-t/;;;-,--- Ill'---
WASHER
ARM
__
/"
!!!@jh. ;;::
-U »
o(j) 1(10/<-.. LIGHT z
-1
m
(j) @..~- WASHER NUT m
Z
o
z
\l"7--oco »
z
!:( OUTBOARD ()
FLAP BRACKET m
£; \'. -1
:IJ
~ ~
»
z
INBOARD FLAP " II NUT
Z
BRACKET! \ ' Gl
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SPACER DETAI L A c
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(NOTE)
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Figure 27-16. Flap Safety Switch Installation

'l<
Flight§2!~ty.
CHAPTER 28
FUEL
CONTENTS
Page
INTRODUCTION ... ....... ..... ...... .. ... .. ..... .. .... .... ........ ... ... ............. .... ...... .............. ..... .. ............ 28-1
FUEL SYSTEM-UC/E (WET WING) .............. ............. ... ............ ........... .......................... 28-3
FUEL SYSTEM OPERATION ...... .... .. .... .... .............. ................ ............. .. .............. .............. 28-3
Firewall Shutoff Valves ........... .... .... .... ... .. .. ........... .... ... .... ....... .... ..... ... ................. .. ........ 28-5
Fuel Control Panels..... ...... ........ ..... .... .. ...... ... ... ......... ... ........ ... .......... ........ ..... .... ......... ... 28-7
Fuel Vent System ........ .......... .. ... ..... ........... ..... ...... ... ..... ....... ................ ......... ..... .. ....... . 28-11
Auxiliary Tank Operation ............... .. .......................... .......................... ....................... 28-11

Cross Transfer System ............................... ...... ......................... ... ............................... . 28-17
Liquid Level Sensor-UE Only ..... .... ........................................ .. .. .. .......... ..... .. .......... 28-19
Low-Level Sensors .. ........ ..... ... ... ........ ... ........... ... .. ...... .... .. ............ .. ........ ... ... ........... ... 28-19
Fuel Quantity System .............. ... .. ... ...... ...... .. ... ................... ... .. ......... ............. ....... .. .... 28-19
Fuel System Differences ........................................ ... ........... ........................................ 28-21

FUEL SYSTEM-UAIB ................................................................... ..... ...................... ....... 28-21
QUESTIONS .. .... ..... .. .. .. .... ................. .......... .. ......................... ...... ...................................... 28-26

FlightSafety. IntamalkAiIII
ILLUSTRATIONS
Figure Title Page
28-1 Fuel Tank System-UC/E .......... .... ...... ... .. ..... ............. ................... ..... .. ... ... ........... 28-2
28-2 Fuel Shutoff Valves ..... .. .... .. ...... ... .... ...... .... ... .. .... ... ..... ..... .... ... ... ... .. ... ... .. .... ........... 28-4
28-3 Fuel Control Panels- UCIE ..... .. ..... ... ... ... ....... ... ... ..... ... ....... .. .. ....... .. .. .... .... ... ... ... .. 28-6
28-4 Fuel System Schematic-UC/E ....... .... ........ ... ... ..... ... ... ..... ...... .... .... ...... ........... ..... 28-8
28-5 Auxiliary and Nacelle Components-UC/E ... ... ........... ....... .. ....... .... ... ....... ... ... ... .. 28-9
28-6 Fuel Vent System-UC/E ..... .. ... ... ... ........ ... ............ ........ .. .......... ... ........... ... ... ..... 28-10
28-7 Auxi liary Tank Circuit-Battery ONlPump OFF ................. ... .... ............ .. ... .. ..... 28-12
28-8 Aux ili ary Tank Circuit-Engine Running/AUTO ............ .......... ... .. .................... 28-13
28-9 Auxi li ary Tank Circuit- AUTOlEmpty ..................... ... ...... ........ ... ...... ................ 28-14
28-10 Auxili ary Tank Circuit-Override Selected ........................................ ................ 29-15
28-11 Cross Transfer System-UC/E ......... .. ..... .. ... .. ....... .... ........ .................. ... ............. 28-16
28-12 Liquid Level Sensor-UE Onl y .. .. ..... ....... ..... ........ .... .... .. .. .......... .......... ............ .. 28-18
28-13 Fuel Low-Level Sensor-UB/C/E ... .... ... ...... ................. .. .. ... ......... .. .. ... ... .. ..... ..... 28-18
28-14 Fuel Control Panel-UNB ............... ....... ...... ......... ...................... ........ .... ... ........ 28-20
28-15 Fuel Quantity Schematic-UCIE ............ ...................... ....................... ................ 28-22
28-16 Fuel System Schematic-UNB ....................... ........ .............. ........ ...... ................ 28-23
28-17 Cross Transfer System-UNB.. ........... ... ..... .......... .... ....... .... ....... ... ............. ....... 28-24
28-18 Fuel Vent System-UAIB .......... .............. ..... .. ....... ... .... .......... ............................. 28-25
FOR TRAIN ING PURPOS ES ONLY 28-iii

FlightSafety.
~ll:eij",tIoiiitl
CHAPTER 28
FUEL
INTRODUCTION
Thi s chapter presents the fuel system for the Beech 1900 aircraft and is limited to the
airframe fuel system only. System discussion begins from the point of fueling the air-
craft and continues to delivery of fuel to the engine with emphasis given to components
and th eir operation. General maintenance considerations are included , accompanied by
fUncti onal and operational checks. References for this chapter can be found in Chapter
~8 , "Fuel;" Chapter S, "Time Limits/Maintenance Checks;" and Chapter 12, "Servic-
Ing" of the Maintenance Manual.

-
FlightSafety.
..
~ AUXILIARYTANK
MAIN TANK
Figure 28-1. Fuel Tanks System-UC/E

Flight~tY.
BEECH 1900 AIRLINER MAINTEN AN CE TRAINING MANUAL
FU EL SYSTEM-UC/E NOTES
(WET WING)
The wet wing fuel sys tem cons ists of two in-
tegral fuel tanks in each wing. A main tank ex-
tends fr om th e engine nac e lle to the wing tip.
An auxiliary tank is located between the na -
celle and the fuselage. The total useable fuel
is 667 gallons.
FUEL SYSTEM
OPERATION
The fu el system is designed to be fully auto-
matic . During normal operation , fuel flow to
each engine is provided from the co llector tank.
uring initial start-up, a standby electric boost

ump within the co llector tank comes ON to
upply the initial fuel supply pressure. (Th e
tandb y electric boos t pump is also used for
ross tran sfer and as a backup to the e ngin e
riven low pressure boo st pump.) Once th e
tart is completed an engine driven low pres-
ure boost pump supplies the necessary mo -
've fl ow pressure through a co lle ctor tank
ounted primary jet pump. Th e motive flow
uel provides a venturi effect to the primary
. t pump which will pick up fuel within the col-
lector and supp ly it to the engine . The collector
tank is kept full by grav ity flow from th e main
ank and from two transfer jet pumps within
e collector. The tran sfer jet pumps get their
perat in g motive flow source from th e mani-
old that also s upplie s th e primary jet pump.
he coll ector tank also receives fuel fro m the

uxil iary tank. The auxiliary tank pump
Witch es are normally in the AUTO position
nd wh en fuel is in the aux iliary tank that
ump will stan as soo n as the fue l pressure
. ulld s above approximate ly 10 PSI. This fuel
s th en tran sfe rred to the co ll ecto r box and
xces s fuel can spill over into the main tank
o keep it fu 11. Th i s fuel must be used fi rst be-
aUse a failure of the pump will prevent trans-
er. There are no gravity feed or transfer jet
ump capabilities for fuel in the auxiliary tank.

FlightSafe1
-......
BEECH 1900 AIRLINER MAINTENANCE TRA I N I NG MANUAL
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d FIRE PU LL 0 d FIRE PULL 0

Figure 28-2. Firewall Shutoff Valves

Flight~ty.
FIR EWALL SHUTOFF VALVES NOTES

Th e 1900 incorporates an electrically driven
firewall shutoff valve for each engine. The
valves are controlled by the FIRE PULL T
handles. When the handle is pulled the firewall
shuto ff valve will close ; pulling the handle also
arms the applicable fire-extinguisher system.
A man ually operated firewall shutoff valve is

al so incorporated just upstream of the fuel
system filter to allow the filter to be removed
and inspected.

FlightSafety.
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STANDBY PUMP ~ LEFT ENGINE RIGHT ENGINE 6l STANOBV PUMP

ON ON
t t
AUX PUMP
AUX PUMP
ON ON
A A
U U
T T
o o
FUELQTY
MAIN
USABLE FUEL
AUX 621 LBS
LEFT MAIN 1621 Les
see MANUAL
USABLE FUEL
AUX 621 lBS
RIGHT MAIN 1621 LBS
see MANUAL
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UE MODELS
STANDBY PUMP
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• ENGINE ~N(iINE • STANDBY PUMP
0'
AUJ( PUMP
~~
FUEL OTY
MAIN
~
•
• •
UC MODELS
Figure 28-3. Fuel Control Panels-UC/E

Flight~~ty.
FU EL CONTROL PANELS NOTES

The UC/E fuel control panels contain a com-
bination fuel quantity gage for each wing. The
gage norma ll y reads main tank quantity but can
also read auxiliary tank fuel if the FUEL QTY
switch is held to the AUX position. The switch
is in the lower right corner of the fuel control
pan el. When released the sw itch automati -
call y returns to the main tank position.
The fuel control panel also contains the

standby and auxiliary boost pump control
switches and the cross transfer sw itch. The fuel
system circuit breakers are lo ca ted below
the panel.

'3n~
I\) LEGEND CROSS-TRANSFER

AUXILIARY
,
ex>
• FUEL UNDER PRESSURE (FU EL
SOLENOID VALVE
TANK
ex> PRESS- VENT
o CROSS TRANSFER FUEL TRANSFER FROM
JET 10-PSI) SYSTEM
HIGH
• AUXILIARY FUEL PRESSURE PRESSURE
o MOTIVE FLOW SWITCH PUMP
FEED FUEL
o RETURN FUEL
FUEL LOW LEVEL
o FUEL VENT SENSOR (FUEL QTY) FERRY
FUEL
PROVISIONS III
WATER DRAIN VALVE SHUTOFF 11\
CHECK VALVE 11\
AIR
VALVE
LIQUID LEVEL INDICATOR n
:I:
SCOOP
FLOAT
(UE
\"- FUEL
FUEL
...III
VALVE \ "- PROBE
STRAINER 0
-n
o MAIN TANK
,.
0
:D
-;
FILL PORT
-
:D
:D
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z
z
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Z
11\
Gl :D
"D
C s:
:D »
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o(fJ z
-;
m m
(fJ HEATED z
oz RAM FUEL »
VENT PROBE z
()
'< PRESSURE
m
RELIEF MAIN TANK -;
TUBE (241.3 GAL MANIFOLD :D
FLUSH VENT
USABLE) »
WITH FLAME WATER
z
ARRESTOR DRAIN z
VALVE STANDBY Gl 'T1
PUMP
s: =
~
(ELECTRIC
BOOST PUMP)
RESTRICTOR AUX FUEL PUMP »
TRANSFER
AND FUEL UNION
AND DRAIN VALVE z
JET PUMP
, DRAIN LOW LEVEL
(NO AUX XFR- UE) c
»
I~....
(NO FUEL XFR-UC)
FUEL SENSOR r
COLLECTOR (COL TANK LOW-UE)
STRAINER
TANK (FU EL FEED-UC)
Figure 28-4. Fuel System Schematic-UC/E ':<

AUXILIARY
TANK
DRAIN
VALVE
UNION
DEFUELER III
DRAIN AUX LINE III
VALVE CHECK VALVE
III
n
WHEEL WELL :z:
."
AREA
/,,/
...
ell
o FI TTING 0
..,
JJ (AUX
TANK VENT) 0
JJ
» !:
z !II
z
(;)
lJ
MOTIVE FLOW
SHUTOFF
VALVE
-
r-
Z
III
C !II
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lJ
o(J) »
m
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z
oz COUPLING
O-RING z
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MAIN TANK
JET PUMP
..,
m
JJ
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Z
(;)
."
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MAIN TANK
INBOARD »
FUEL WALL
ADAPTER
z
TRANSFER c
JET PUMP » ~ rJ)
I~
TRANSFER JET
DETAIL A PUMP FUEL PICKUP r-
STRAINER
I\)
,
CD
(0 Figure 28-5. Auxiliary and Nacelle Components-UC/E ....
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FUEL
'3n~
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LEGEND
• FUEL UNDER PRESSURE
[J CROSS TRANSFER FUEL
• AUXILIARY FUEL FUEL FROM FUEL TO

DEFUELEA
o MOTIVE FLOW VALVE
FILTER
AND
CONTROL
VALVE
FUEL
HEATER
III
o FEED FUEL
DRAIN DRAIN
11\
11\
• RETURN FUEL ()
o FUEL VENT :I:
-.
o FUEL SUPPLY CHECK
FUEL
CD
2) VALVES 0
-,.
CROSS 0
:IJ TRANSFER TRANSFER LINE
--l FLAME JET PUMP
:IJ FLOAT
~
ARRESTOR :II
VALVE I'"
z FUEL
z Z
Gl 11\
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._ ;;t
MAIN FUEl FUEL
C
:IJ
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PORT 7- 0BE
~ AUXILIARY TANK
s:
»
o(J) ~ FILLER PORT DRAIN z
~ © b: I K] FUEL VALVE
~
m AUXTANK --l
m
(J) VENT SYSTEM PRESSUR'!' PROBE ""."" \
oz SWITCH \:& b Z
MANIFOLDI FUEL , ,",co.:-, ,"" [On • »
PROBE z
!< ()
m
V
HEATED RAM VENT
--l
:IJ
FLUSH VENT
»
WITH FLAM E ARRESTOR z
AUXILIARY TANK z
MAIN TANK
(241.3 GALLON USABLE)
COLLECTOR
CHECK
VALVE
(92.3 GAL USABLE)
AUXILIARY 'F UEl
PUMP AND DRAIN
Gl
s:
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-,
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~~
TANK VALVE
c
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Figure 28-6. Fuel Vent System-UC/E

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Flight~ty.
FUEL VENT SYSTEM NOTES

The fu e l sys tem is ve nted th ro ug h a fl oa t o p-
erated va lve nea r each w in g ti p. Th e sys te m
con tain s a flu s h ve nt , a hea te d ra m a ir ve nt
(wh ich a lso mai n tain s a s li g ht posi ti ve pres-
sure infl ig ht ), a nd a recessed ra m ve nt.
Check va lves in the ve nt lines a ll ows th e air

to flow o ne -way . Tfth e ta nk was full a nd th e r-
mal expa ns io n ca used press ure to inc rease to
ap prox im a tel y 1.6 psi , that f ue l wo uld be
ven ted overb oard thro ug h th e p ress ure re li ef
tube a nd o ut o f th e hea ted ram a ir ven t. On ce
th e pres su re is re li eved , the flu sh ve nt acts as
a syp ho n break to sto p the fu e l fl ow . Th e float
would nat urall y be down w he n th e ta nk leve l
is low thi s a ll ows fo r th e s li g h t pos iti ve pres-
su re be in g appli ed to th e fuel load infli g ht.
AUXILIARY TANK OPERATION

The a u x ili a ry ta nk fu e l mu st be tra nsf e rred
to the co ll e cto r ta nk in o rd e r to be u tili zed .
Each a u x iliary ta nk co nta in s a n e lectri c boost
pu mp. Auxili a ry boos t pum p o pe ra ti o n is
co ntro ll ed by a n A UX P UMP SWITC H plac-
ard ed, "O N - A U TO - OFF. " N o rm a ll y th e
sw itch is le ft in the AU TO pos iti o n a nd th e
pu mp wi ll co me o n a ut o mati ca ll y w he n th e
fuel pressure reac hes approximately 10 p s i
d ur ing the s tart. The pump w ill a lso s hut off
au toma ti c all y w he n bo th th e fuel press ure
drops and the fu e l leve l fl o at sw itch co nfirm s
th ere is no fu e l re mainin g.
Th e aux ili a ry ta nk bo os t pump a lso co ntain s

a ther ma l s witc h th a t w ill se lf- re se t in th e
event th e a uto ma ti c shutd ow n fea ture fa il s.
Norm all y when th e ta nk run s dry a nd the pump

shut s o ff, no annun c ia to r li g ht w ill be illumi -
nated. If the pump fail s with fu e l in the tank
or if ON (override) is sel ec ted and the ta nk run s
ou t o f f ue l, th e a nnun c ia to r li ght wi ll illumi-
nate to sig nify no tran sfe r.
FOR TRAININ G PURPOS ES ONLY 28-11

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BEECH 1900 AIRLINER MAINTENANCE TRAINI NG MANUA L
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Flight~ty.
BEECH 1900 AIRLINER MAINTENANCE T RA IN ING MANUAL
CROSSTRANSFERSYSTEM NOTES
A cross transfer system is installed in the event
of an engine failure. In this case fuel from the
inoperative engine cou ld be transferred to the
operating side to maintain proper wing balance.
A cross transfer line connects the col lector

tank s in each wing. A switch on the fuel con-
trol panel placarded, "TRANSFER FLOW,"
controls the appropriate fuel pump and cross
tran sfer valve. Selecting RIGHT will open the
cross transfer valve and start the left boost
pump to transfer the fuel to the right. Select-
ing LEFT will open the cross transfer valve and
start the right boo st pump to move the fuel to
the left tank.
FOR TRAIN ING PURPOSES ONLY

28-17
Flight~ty.
BEECH 1900 AIRLINER MAINTENAN C E TRAININ G MANUAL
/'.;:::::::::::::::::::::::::
~
............... ..... ....
................................... .............. ...
Figure 28·12. Liquid Level Sensor-UE Only
TEST LIGHT POWER
1+--- ---;- TIME DELAY RELAY
'I
'--.-----'~ LIGHT SEN SOR WITH
TEST LI GHT SOURCE
FIBER OPTIC RODS ~=::::::::tlj't'r-I
PRI SM ----'-.
'V~
Figure 28·13. Fuel Low· Level Sensor- UB/C/E
28·18 FO R TRAININ G PURPOSES ONLY

Flight~ty.
UID LEVEL SENSORS- the other. The capacitor stores a charge at the
probe when fuel is present. The electrons flow
ONLY more easi ly in the free air, this reduces the ca-
visual fuel quantity liquid level sensors pacitance value of each probe and increases the
been installed on each wing of the 19000. return voltage to the indicator. This higher
sensors will indicate that the level is at return voltage drives the gage toward the
1/2 (745 pounds) , or 3/4 ( I , I 50 pounds) zero reading.
A RED mark with a black dot indicates
sensor is /lot submerged. They will be to- The 1900 has been designed with maintenance
black when submerged. in mind when it comes to fuel quantity test-
ing. The individual probe values can be
checked with the proper test equipment with-
LEVEL SENSORS out going into the tanks. Two external mounted
quantity in the wings and collector tank cannon plugs allow for easy test box hook-up.
monitored by low-level sensors. These sen-
use a fiber optic rod that emits a light
to the prism on the end. When the fuel NOTES
covers the prism, light is refracted into
tank and dispersed. When the prism is un-
:ovlerea the light is reflected back into the
and after approximately 4 seconds a
annunciator will illuminate.
are two annunciators associated with this

IYs",m , one for th e wing and one for the col-
. When the wing quantity drops, a L or
FUEL QTY li g ht wi ll illuminate indicat ing
approximate ly (324 pounds) 30 minute s
fuel remains in that wing. A low collector
will illuminate a L or R COL TANK LOW
the UE model, or a L or RFUEL FEED light
th e other mode ls. When the collector light
mi nates , approximate ly (53 pound s) eigh t
1IIIIl1l es of f uel remains on the UE and (15
nd s) two minutes remains on the others.
L QUANTITY SYSTEM
1900 is equipped with a capacitance type
q uantity system that is designed to be
a C" "r. e within 3%. The gaging system au-
...."a" ~"lIy compensates for changes in fuel
·ty. The compensation system then a l-
. for the readings to be presented in
nds. This then becomes compatible with
fu el flow system which reads in pounds
fu el consumed .
design of each probe is like that of a ca-

,,·'"ur with two concentric tubes, one inside
FOR TRAINING PURPOSES ONLY 28-1 9

Flight~ty.
Figure 28-14. Fuel Control Panel-UAIB

FlightSafety.
.....tkII"
FUEL SYSTEM DIFFERENCES the fuel being s upplied to the engine from the
co ll ector tank. The co ll ector tank is in the
UC/E center wing tank close to the fuselage. Fuel
gravity feeds from the interconnected tank s
• Comp letely integral down to the co llector tank; two transfer jet
• IO -ps i pressure low switch pumps are also utilized to keep the co ll ector
full. Motive flow fuel from the engine driven
• I O-psi sw itch after the pump low pressure boo st pump is used to move th e
• Two jet pumps in collector one ex ternal fuel to the engi ne.
• Heated and rece ssed vent at wing tip These aircraft have a standby e lectric boost in
• Co ll ector outboard on nacelle the collector tank which operates the same as
the wet wing system. The pump comes on for
• Usa ble fuel-667 gallons engine start, cross transfer, and as a sta ndb y
• Two electric pumps per wing source in the event of an engine low pre ss ure
pump failure.
• Dual-function quantity gage
• Two filler caps per wing
NOTES
• Maximum imbalance-200 Ibs
• Two added annunciators for:
• LlR NO AUX FXR-UE
• LlR NO FUEL XFR - UC
UA/B
• Combination-blad derlintegra l
• I-psi pre ss ure low sw itch
• I-psi switch prior to pump
• Three jet pumps in collector
• Heated and recessed fuel vent outboard
of nace ll e
• Co llector inboard of nacelle
• Usable fuel - 425 gallons
• Sing le filler cap per wing
• Maximum imbalance-300 Ibs
FU EL SYSTEM-UAIB
The fuel system for the UAIE model co nsists
of a combination o f bladders and one integral
tan k per wing. There is no auxi li ary tank sys-
tem on these aircraft. Fuel system operation
IS designed to be automatic and operates es-
se ntiall y the same as the wet wing system w ith

l~n~
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lEFT NO. 6 LEFT NO. 5 lEFTND.4 LEFT ND. 3 LEFT NO.2 LEFT NO 1
MAIN TANK MAIN TANK MAIN TANK MAIN TANK MAIN TANK SUMP
S , R R R , S S R R , S , R S
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'e L-.9R LEFT OUTBOARD
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INDICATOR FUEL PROBE
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10 G FOR 'A' . L RIGHT NO. 5 »
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13 MAIN K R INBOARD
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14
A
o f
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NOTE FUEL CONTROL RELAY PANEL
FUEL PROBE
R OUTBOARD
FUEL PROBE
L RIGHTNO.6 »
Y L--
; _ z
R FUEL QUANTIT'I
REFER TO THE APPROPRIATE AUXTANK MAIN TANK
INDICATOR BEEGHCRAFTWIRING DIAGRAM D
c
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MANUAL FOR INTERNAl RELAY C
PANEL CIRClflfI'(,
r
Figure 28-15, Fuel Quantity Schematic-UC/E ~

'!<
LEGEND
• FUEL PURGE
• FUEL SUPPLY
CI FUEl AT STRAINER OR FILTER
• FUEl UNDER PUM P PRESSURE

o FUEL CROSS TRANSFER
FUEl. NOZZLE MANIFOLO -------c:!.!:l
AIR ALTER
• I'UEl RETURN
• FUEL VENT
® FILLER
o PROBES
PURGE
"'''
a SUCTION RELIEF VAlVE
DETAIL B
III
B CHECK VALVE
'":z:'"
FUEL
TRANSFER JET
ill LOW LEVEL SENSOR CROSS TRANSFER
LINE
""M
'
..
FUEL FLOW TRANSMITTER
()
ELECTR IC PUM P
."
o FU EL CON TROL co
:rJ FLAPPER VALVE
0
FUEL S UPPLY 0
--i
:rJ
~
Z
STRA INER
PRIMARY
ENG INE FU EL PUMP ' -
FUElMI;""I;" ~1
~ FROM FUEL NOZZL E MAN IFOlD
.-
-
~
:II
r-
F8-
PURGE TANK
Z JET PUM P
G)
"D
C
II' TRANS FER J ET
PUM P
ENGI NE-ORIVEN BOOST PUMP
CHECK
B
FIREWAlL
Z
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FUEL ALLER DETAIL A
:rJ
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o
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:l>
m z
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W Figure 28-16. Fuel System Schematic-UAIB ....
':<
FUEL
Flight~ty.
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FlightSafety.
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FOR TRAINI NG PU RPOS ES ONLY 28--25

Flight§~~ty.
BEECH 1900 AIRLINER MA INTENANCE TRA IN ING MANUAL
QUESTIONS
1. Auxiliary tank fuel on UC and subse- 7. The right standby pump c omes on
quent is transferred to the main tank by: automatically:
A. Gravity flow @ ' During right engine start
B. A transfer jet pump B. When the cross transfer s witch is
"0. A transfer boost pump selected to th e right
D. Motive flow return from the engine C. When the fuel pressure drops below
low pressure boost pump 10 psi
D. All of the above
2. On UC and subsequent, fuel will vent
out of the wing whenI the pressure 8. On the UB a ircraft , the fuel pressure
reaches \ .W ~"
, warning light illuminates at a pressure
of approximately _ _ _ _ _ __ _
3. High-pressure pump purge fuel is re-
turned to the: 9. After refueling it is recommended to
A. Inlet of the high-pressure pump wait al least then drain
any possible accumulated water.
B. Auxiliary tank
C. Collector tank A. 15 minutes
D. Main tank B. 30 minutes
C. 1 hour
4. The auxi liary pump comes ON auto- D. 3 hours
matically w ith fuel in the tank, switch
in AUTO and: 10. The normal empty value of the probe
A. The respective generator comes located at W.S. 194.85 is:
on line. A. 23.0
B. The starter is first engaged. B. 23.5
C. Fuel pressure rises to 5 psi. C. 24.0
;' 19'. Fuel pressure rises to 10 psi . D.43.5
S. When changing the fuel fi lter you should: 11. Fuel access panels on wet wing aircraft
A . Close the fuel SOY by pulling the should be torqued to:
fuel "T" handle. A. 10-15 pounds
B . Motor the engine first to purge B. 15-20 pounds
the lines. C. 20- 25 pounds
C. Close the manual fuel SOY. .D . 25 - 30 pounds
D. All of the above are correct.
12. Use todrya
6, The cross transfer valve is located in the: suspected fuel leakage area prior to
A. Left wing rool area classifying a fuel leak.
&. Left wheel well
C . Right wheel well
D. Zone 163

Flight~J!!.~ty.
CHAPTER 29
HYDRAULIC POWER )
CONTENTS
Page
INTRODUCTION ... .. ... ...... ... .. .......... ........... ..... ...... .. ........... ..... ............................................ 29-1
GENERAL ....... ...... ....... .. ......... ..... .. ..... .. ... ...... .. .... .......... ...................... ...... .... ....... .. ... .... ..... . 29-1
DESCRIPTION ... ...... ....... .... ....... ............ ....... .. ...... ..... .... ........... ........... ..... ............ ............... 29-3
OPERATION .................................. ............. ................................. ................................. ........ 29-5
Normal Retraction .................. ..... ... ... ........ ......... ...... ......... ........ .. .............. .................... 29-5
Normal Extension ...... ...... .... ................. ....... .... ....... .... ............ ...... .......... ............. ...... .... 29-7
Alternate Extension .. .. ........ ....... ........ ......... ..... .. ... ..... ........ ... .... ... ....... ............ .... ...... ... .. 29-9
Maintenance Retract Mode ......................................................................................... 29-11

Flight~~ty.
BEECH 1900 AIRLINER MA INT ENAN C E T RAIN ING MA N UAL
ILLUSTRATIONS
Figure Title Page
29- 1 Hydrau lic Landing Gear System .. .......................................... ... ... .............. .. .......... 29-2
29-2 Hydraulic Landing Gear Schematic (Normal Retract Mode) ...... .... ..... .. ... ... .. ....... 29-4
29-3 Hydraul ic Land ing Gear Schematic (Normal Extend Mode) ......... .... ... ......... ....... 29-6
29-4 Hydraulic Landing Gear Schematic (Alternate Extend Mode) ........ ....... .... .. ... ..... 29-8
29-5 Hydraulic Landing Gear Schematic (Hand Pump Retract Mode) .. .... ............ ..... 29-10
FOR TR AINING PUR POS ES ONLY 29-iii

Flight~ty.
CHAPTER 29
HYDRAULIC POWER
INTRODUCTION
Thi s chapter presents the hydraulic system on the Beech 1900 Airliner series aircraft.
In formation is provided on the components of the system, normal operations, a nd alter-
nate operatio n s.
GENERAL
Th e Beech 1900 Airliner series uses a hy- Alternate manually powered extension meth-
draulic system to power land i ng gear retraction ods, as wei I as use of an alternate extension
and ex tension. Actuation of th e system can be hand pump as it is related to system rigging
either manual or through a powerpack. Normal maintenance , are also covered.
powerpack retraction and ex tension are de-
scribed.

Flight~ty.
FROM HAND
PUMP
GEAR DOWN PORT -----'=>-,J(
LEGEND
D REGULAR ENGINE BLEED-AIR LINE
NORMAL EXTEND LINE
o NORMAL RETRACT LINE
D HAND PUMP SUCTION LINE
• HAND PUMP PRESSURE LINE
D EMERGENCY EXTEND LINE
Figure 29-1. Hydraulic Landing Gear System

FlightSafety.
•• teI,Btbiilll
DESCRIPTION NOTES
Th e landing gear is actuated by a hydraulic
powe rpack (Figure 29-1 ) in the center section
aft of the leading edge of th e left wing. Th e
pack con sists of:
• 28 - VDC motor-driven hydrauli c pump
• Re servoir pres s uri zed by regulated en -
g ine bleed air
• Fi Iters
• Solenoid-operated selector val ves
• Uplock pre ssure switch
• Low - fluid-level sen sor
The powerpack reservo ir, serviced with MIL-

H-5606 hydraulic fluid , is divided into two sec-
tio ns: primary and secondary. The primary
secti o n s upplie s the hydraulic pump ; the sec -
ond ary section s urrounds the primary section
to provide additional fluid , s hould a le ak in a
pres sure line in the primary hydraulic circuit
occur. The secondary reservoir a lso provides
an alternate fluid supply to the alternate ex-
ten sion system hand pump. A fill reservoir
just inboard of the left nacelle and forward of
the main spar features a cap and dipstick as-
sembly for maintaining system fluid level.
Whe n reservoir fluid is low, a sen sor on the

re servoir comp letes a circuit to illuminate a
yel low HYD FLUID LOW annunciator. The
annunciator is tested by pres s ing the PRESS
TO TEST s witch on the glareshield.
Th e landing gear is retracted and extended by

the powe r pack app lying pressure to each gear
leg hydrau li c actuator. The landing gear is
hel d in the up position through trapped hy -
drauli c pressure on ly. An accumulator is con-
nected to the retract hydra uli c circ uit to delay
the cy cle frequency of the powerpack motor.

1I3MOd :lIln1fllOAH
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to
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AU XI LIARY RETURN PO RT
(PLUGGED W HEN POWER
STEE RING IS NOT IN STALLED) :~~'ifB~~CK
........ . ...~.
PRIMARY
~- ,
I
MPJ III
m
m
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PRESSURE
PORT (PLUGGED) ...:z:co
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z
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oen
LANDiNGG-EAR
CONTROL SWI TCH
»
z
m -1
en INTER NAL m
oz &;
1 SHUTTLE Z
VALVE
»
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m
LEGEND NOTE: -1
Jj" SHUTTLE VALVE IS SPRING· :IJ
• PRESSUR E FLUI D ill LOADED TO A POSITION THAT »
o RETURN FLUID ALLOWS FLUID IN THE ACTUATOR
TO FLOW OUT THE NORMAL
Z
EXTEN D PORT z
Q
"T1
A PRESSURE SWITCH CIRCUIT
ill OP ENS ON INCREASING PRESSURE
;s:: =
~
»
AT 2,775 ± 55 PSIG AND CLOSES ON z
DECREASING PRESSURE AT A c
DIFFERENTIAL O F 300-400 PSIG »
r ICI)
Figure 29-2. Hydraulic Landing Gear Schematic (Normal Retract Mode)
~
....
':<
FlightSafety.
u", •• tkwMIII
BEECH 1 900 AIRLINER MA INTEN A NCE TRA IN ING MANUAL
Cyc lin g of the pump motor typi ca lly occurs ap-

OPERATION proximately every 45 minutes with a properly
se rviced accumulator. An accumulator with a
NORMAL RETRACTION low or depleted precharge is unable to s ustai n
sys tem pressure for an extended duration , and
I CAUTION I the pump will cycle m ore frequently.
To prevent ser ious damage to the
pump, never operate the powerpack
WARNING I
without supplying 18-20 psi of reg- Never attempt to serv ice the accumu-
ulated dry air to the powerpack reser- lator precharge pri o r to placing the
voir during ground operation of the aircraft on jacks.
powerpack. Wh en cycling the land-
ing gear with the powerpack, allow
a o ne-minute cooling period between Normal accumulator precharge gage pressure
cyc les and a five - minute cooling pe- with the landing gear down and locked is ap-
riod every five cycles. proximately 750- 850 psi. It is possible to in -
advertently unlock the landing gear while
serv icing the accumulator. A low or depleted
With the safety switches sensing an airborne precharge is unable to bottom the accumula-
condition, moving the LOG GEAR CO NT tor floating pi ston against the base of the ac-
switch handl e UP completes circuits to the cumulator housing and, since it is directly
pu mp motor relay and the UP so lenoid of the exposed to the UP pre ss ure hydrauli c ci rcuit ,
gear se lector va lve (Figure 29 -2). any movement against the hydrauli c fluid re-
sults in fluid displacement applied to the ac-
Pow er from the pump motor relay energizes tuator of each gear leg . It is possible that the
the motor in the powerpack. The gear selec- fluid di splaced by the accumulator could un -
tor va lve is energized to position pump fluid lock the landing gear, causing the gear to fold
fl ow to the UP side of each actuator. When re- up under the weight of the aircraft with dis-
tracti o n is comp lete (approximately 6 sec- astrous results.
ond s), the gear actuator pistons bottom out
within their housings, causing a sudden
bu ildup of back pressure from the pump. At
2,775 psi, the uplock pressure switch opens,
breaking the circuit to the pump motor relay,
and the pump motor deenergizes.
Sin ce there are no mechanical uplock assem-

bl ie s incorporated into the system, trapped
hydrau li c pre ss ure within th e actuators holds
th e gea r retracted.
An accumulator equipped with a press ure gage

is installed on the UP side of the hydrau I ic
pre ssure circuit to delay the bleed down rate
of the trapped system pressure within the ac-
tuators. A pressure drop of approximately 400
psi wi ll c lose the upl oc k pressure sw itch , re-
act ivat ing th e pump motor circuit to build the
press ure back up .

1l3MOd 31lnlfllOAH
'",
(0
01
AUXILIARY RETURN
(PLUGGED WHE N PO ...... "
STEERING IS NOT INSTALLED) PQWERPACK
28VOC ~
LANDI NGI· ~ --- CHECK
_ _ _ _ ASSEMBLY
G EAR 60A ' -:--:-
POW ER : :
, ' FILTER
RELIEF RETURN
VALVE FILTER III
m
m
n
:t
...CD
o":IJ 0
0
--i
:IJ
l> -::a
Jo
-
FILTER
Z r-
Z Z
G) m
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:IJ
-u ON '
s:
LANDiNG '(fEAR l>
o
(fJ
CONTROL SWITCH
Z
m RH·S"i F-Er y --i
(fJ m
oz Z
l>
Z
~ ()
m
--i
LEGEND NOTE: :IJ
I!. SHUTTLE VALVE IS SPRING· l>
• PRESSUR E FLUID ill LOADED TO A POSITION THAT
o RETUR N FLUI D ALLOWS FLUID FROM REA R DOWN
PORT OF POWER PAC K TO FLOW
Z
Z
INTO ACTUATOR G)
-n
A FLU ID PRESSURE FROM PUMP s: ::'I
~
ill UNLOC KS VALVE l>
Z
c
I~....
l>
r
Figure 29-3. Hydraulic Landing Gear Schematic (Normal Extend Mode)

'!C
FlightSafety.
.,la'WltIoiiitl
BEECH 1900 AIRLINER MAINTEN A NCE TR AI N ING MANU A L
NORMAL EXTENSION NOTES

Pl acing the LOG GEAR CONT switch handle
in the DN pos ition completes a circuit to the
down solenoid of the gear selector valve and
th rough any of the down-and-Iocked switches
to the pump motor relay . The relay energizes
the pump motor in the power pack which de-
li vers hydraulic pressure against each actua -
tor to extend the landing gear. As each gear leg
reaches the end of its travel, a mechanical
downl ock assembly opens its associated down-
lock switch. The last gear to fully engage its
switch removes power from the pump motor
relay, shutting down the pump motor. Each
main gear has a mechanical downlock assem-
bl y internal in their respective actuators. The
nose gear has an internal ball - lock and collar
assembly that mechanically engages the actu-
ator ram to facilitate nose gear locking. Once
all three legs have been locked, the motor re-
main s electrically disabled until a retraction
command is received (Figure 29 -3).

113MOd 31lnlfllOAH
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JJ
~ 21
Z ,, !:
-- HAND _~i~1En~Ly~_
~=-~
z I PUMP I"I FILTER z
Gl T • ___ _
-C
C
JJ , ON ,
,-: -- - ---
PAESS.U
-- - .A.E. '=9B. __ _ _______ _
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21
;;:
-C LANDiNG GEAR :>
o
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CONTROL SWITCH
z
m
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"""
m
z
oz :>
~ z
()
m
LEGEND NOTE: CONDITIONS:
• PRESSURE FLUID
b. PRESSURE FLUID FROM HAND 1. LANDING GEAR CONTROL HANDLE """
JJ
:>
ill PUMP SHUTTLES VALVE TO IN "DOWN" POSITION
D RETURN FLUID ALLOW FLUID TO FLOW INTO
ACTUATOR 2. 2-AMPERE CONTROL CIRCUIT -zz
D HAND PUM P SUCTION BREAKER PU LLED
Gl
A HAND PUMP PRESSURE FLUI D 'T1
& ;;:
iI~
UNSEATS VALVE
:>
z
c
:>
r
Figure 29-4_ Hydraulic Landing Gear Schematic (Alternate Extend Mode) ....
':<
FlightSafety.
~ lta l .tb ..
ALTERNATE EXTENSION NOTE

Alternate landin g gear ex te nsio n is prov id ed A ft er perfo rmin g a m a in te n a nce
through a manu a ll y p owered hyd ra ulic sys tem Alte rn ate Ex te nsio n, be sure to SlOW
(Fi gure 29-4). A hand pump , pl aca rded LAN D- th e pump handl e secu re ly to re li eve
ING GEA R ALTE R NATE E XTENS ION , is sys te m press ure ge ne rate d by th e
on the fl oo r be tw een th e pi lo t seat a nd th e hand pump. Fa ilure to do so may re-
center pe des tal. Th e ha nd pump is used w he n s ult in th e inability o f th e la ndin g
the al tern ate ex te nsio n of th e gea r is req u ired . gear system to retract no rm all y. H and
To exten d th e gea r with th e sys te m, pull th e pump pre ss ure ope ns the ha nd pum p
land ing gear co ntrol c irc uit brea ke r o n th e c hec k val ve in th e UP hyd ra uli c c ir-
pil ot in boa rd su bpane l and p lace th e la ndin g cuit, a ll ow in g the e lec tri c pump d is -
gear co ntro l hand le in th e ON pos iti o n. charge press ure to re turn dire ctl y to
th e reser vo ir. Th e pump o pe rates ,
Th e han d pump draws fluid fro m th e se co nd- the gear does no t retract, a nd th e 14-
ary rese rvo ir of the powe rpack ass embl y an d seco nd tim e r tim es o ut , po ppin g th e
distributes it to eac h la ndin g gea r ac tu ator 2-a mp circ uit brea ke r next to t he
thro ugh an alte rn ate hyd rauli c c irc ui t. Pum p gea r se lec tor handl e.
the han dl e until th e three g ree n dow n-and-
locked a nnun c ia to rs illumin ate . A press ure
reli ef va lve w ith in th e pump ho usin g prevent s NOTES
an y damage fr o m occurring to the sys te m by
cont inued o perati o n o f th e ge ar handl e.
WARNING I
If a ny o r all o f the three g reen gear
pos iti o n li g ht s d o not illuminat e,
con tinue pumpin g until he av y re-
sistance i s fe lt to e nsure th at th e ac-
tuato rs have reache d the e nd of the ir
trave l and the gear is fo rcibl y he ld in
the d o wn pos iti o n. Do no t sto w the
ha ndl e if an un sa fe indi ca ti o n ex-
ists. Sto win g th e handl e de presses a
press ure re li e f va lve in the pump
ho usin g . After a succe ssful a ltern ate
ex te nsio n has bee n exec uted (three
gree n illuminated li g ht s obse r ve d )
and the pump h a ndl e h as b ee n
stowed, do no t move a no the r land ing
gear co ntro l or reset any swi tches or
c irc uit bre akers until the airc raft has
bee n placed o n jac ks and th e cau se
of the pro bl e m has been dete rmin ed
and co rrec ted .

113MOd 31lnlfllOAH
I\)
<p
~
TO POWER
STEERIN G PUMP JOT INSTALLED) PQWERPACK
;,.~.~. ASSEMBLY
FILTER
RELIEF RETURN
VALVE, FILTER
III
PUMP
CHECK
'"'"
()
,HVUIH VALVE [--
:z:
HAND PUMP
SUCTION PORT
I ;:: :::: ~ SOLE NOID
...CD
"T1 I I HAND PUMP 't-t-LL!.1<
o I I DUMP VALVE • "'-<= AO rv"\""~'
0
0
:n
:: PRESSURE: . . . . .
-i I I SWITCH } 1:0
:n ,0'- : I
l> :II
Z
TIMEDE:lAy'A-ELAY r-
Z . "._ . _.... FILTER Z
Gl :. ___ _ £'8.E.S.S9.R.E. ~~:r __ ____ ___ ______ _
C":n '"
:II
ON : s::
LANDiNG <fEAR l>
o"
(f)
CONTROL SWI TCH
Z
m -i
(f) m
oz Z
l>
!:;: Z
()
m
LEGEND NOTE: -i
/), SHUTTLE VALV E IS SPRING- :n
• PRESSURE FLUI D ill LOADED TO A POSITION THAT l>
o RETURN FLUID ALLOWS FLUID IN THE ACTUATOR
TO FLOW OUT THE NORMAL
Z
D HAND PUMP SUCTION EXTEND PORT Z
Gl
'T1
A PRESSURE SWITCH CI RCU IT
ill OPENS O N INCREASING PRESSUR E s:: =-=
1
l>
AT 2,775 ± 55 PSIG AND CLOSES ON
DECREASING PRESSURE AT A
z
C
I~
DIFFERENTIAL OF 300-400 PS IG l>
r
Figure 29-5, Hydraulic Landing Gear Schematic (Hand Pump Retract Mode) r+
':<
Flight~~ty.
MAINTENANCE RETRACT
MODE
Th e alternate extension hand pump can be
used to manually raise the landing gear to fa-
ci litate system rigging by pulling up the red
maintenance service valve on the inboard side
of the powerpack assembly (Figure 29-5) . The
valve redirects hand pump pressure to the UP
side of the normal retract hydraulic circuit to
provide a control led retract event. A pair of
power-inhibiting microswitches adjacent to
th e valve plunger electrically disab le the pow-
erpack motor control circuit when the valve is
pulled. A locking pin locks the valve in the
stowed position when not in use.
I CAUTION I
When the red service valve is pushed
down, releasing the control inhibit
micro-switches while the gear is re-
tracted and the landing gear down
control circuit is energ ized, the gear
will extend immediately.
FOR TRA INING PU RPOSES ONLY 29-11

Flight§9!~ty.
CHAPTER 30
ICE AND RAIN PROTECTION
CONTENTS
Page
INTRODUCTION .... ....... .................................... ........ ................ .. .. ... ..... ..... .......... ............ ... 30-1
ICE AND RAIN PROTECTION SySTEMS ......... ..................... ........... .... .... .... .... .......... ..... 30-3
Brake Deice System ..... ... .. .... ... ...... ..... ............................................... ..... .. ....... ..... ...... .. . 30-7
Surface Deice System ......... ... ... ............. .. ......................... .... ............... .... ..... ... ... .. ....... 30-11
Engine Air Inlet ..................................... .. ..... ... ............................................................ 30-17
Engine Anti-ice System ....... .. .............. .. .... ...... ....... .... ... ..... ................ .. .............. .... .... . 30-19
Pi tot Heat. .......... ... ...... .. .. .. ........ .... ...... ... ...... ...... ..... ......... ........................... ... .... .......... 30-25
Windshield Heat .................................................... ......... ... ..... ...... ................. ...... ....... . 30-29
Propeller Electric Deice System ............................. .. ............. ......... .. ........................... 30-33
Stall Warning Vane Heat. ................... ........................................................... ... ........ .... 30-39
QUESTIONS .. ............. .. ........ ....... ................. ....................... ................. ... ...... .. .. .... .. ........... 30-42

Flight~ty.
ILLUSTRATIONS
Figure Title Page
30-1 1900 Ice Protection Systems ...... ...... ...... ............... ........... ... ... ....... ... ... .. .......... ... .. .. 30-2
30-2 Ice and Rain Protection Controls ................ ...... .. ......... ............. ............................. 30-4
30-3 Brake Deice Components .. .......... ... ....... ..... ............. ...... ....... .... ... ........ .. ......... .. ...... 30-6
30-4 Brake Deice System ..... ...... .......... .... ........ .... ............ .... ....... ... ..... ..... ... ............. ...... 30-8
30-5 Brake Deice System Diagram ............ .. .. .. .............................................................. 30-9
30-6 Surface Deice System ................ ......... .... .. ...... .. ......................................... .... ..... 30-10
30-7 Surface Deice System-Single Cycle .... .............................................. ... ............. 30-12
30-8 Surface Deice System- Manual ........................................................... .. ............. 30-13
30-9 Surface Deice Diagram- UE. ................... .. ... ............. .... .... ..... ............. .. ............. 30-14
30-10 Surface Deice Diagram-UB/C .......... .. .... ........... ... ......... .................................... 30-15
30-11 Inlet Lip Anti-ice .... ........ ... ................................................................................... 30-16
30-12 Inertial Separators-Retracted ...... .. .. ...... ... .. ... .... .. .. ...... .................. ......... ....... ..... 30-18
30-13 rnertial Separators-Ex tended.................. .................. .. ....................................... 30-18
30-14 Inertial Separators Diagram- Extending .... ... ... ... ..... .. .... ... .. ... ... .... ......... .. .......... . 30-20
30-15 Inertial Separators Diagram-Extended ......................................................... ..... 30-21
30-16 Inertial Separators Diagram-Motor Fail ............................................. .. ............ . 30-22
30-17 Inertial Separators Diagram-Standby ................................................................ 30-23
30-18 Pi tot Heat and Static Diagram-UE (OFF) ........................................................ 30-24
30-19 Pi tot Heat and Static Diagram-UE (ON) .. ......................................................... 30-26
30-20 Pi tot Heat and Static Diagram-UB/C .. ...... ................................ ........................ 30-27
30-21 Windshield Heat-Simplified (Normal) Copilot's .. ................ .. .......................... 30-28
30-22 Windshield Heat-Simplifi ed (High) Copilot's .... .......... .. .............. ..................... 30-30
30-23 Windshield Heat Diagram- (High ) Pilot's .. .... .. .................................................. 30-31

Flight§~~ty.
30-24 Propeller Deice Simplified Diagram ............................ .. ...................................... 30-32

30-25 Propeller Deice Diagram-UE (Manual) ... ............... ...... ..... ....... .. ....... ........ ....... 30-34
30-26 Propeller Deice Diagram-UE (Auto) ........... ...... .... ............................................ 30-36
30-27 Propeller Deice Diagram-UE/C (Off) ............................... .......... ...................... 30-37
30-28 Stall Heat Diagram-UE (ON-On the Ground) ......... ....................................... 30-38
30-29 Stall Heat Diagram-UE (ON-Inflight) .. ......... ...... ........... ..... ...... .................... . 30-40
30-30 Stall Heat Diagram- UE/C (OFF) ... ...................... ....... .. .......... .. ..... ...... .. ... ... ... .. 30-41

Flight~ty.
BEECH 1900 AIRLINER MAINT E NANCE T RAINING MANUAL
CHAPTER 30
ICE AND RAIN PROTECTION
INTRODUCTION
This chapter presents the ice and rain protection systems found in the Beech 1900 air-
craft with emphasis placed on components and operation. Discussions include the
method employed for ice detection, four methods of ice protection, and the various
co mponents and systems they protect. General maintenance considerations are included ,
along with an introduction to functional and operational checks . References for this chap-
ter and furt her specific information can be found in Chapter 30, "Ice and Rain Protec-
tion"; Chapter 36, "Pneumatics"; Chapter 5, "Time Limits/Maintenance Checks" ; and
Ch apter 12, "Servicing," of the Maintenance Manual.

Flight~ty.
STABILIZER
DEICE BOOTS
HEATED
FUEL VENT
STABILON
DEICE BOOTS
WING DEICE
BOOTS
WINDSHIELD
DEICE
PILOT'S
ALTERNATE
STATIC INTAKE LIP
DEICE
HEATED
PROPELLER STALL VANE
PITOT MAST
DEICE AND PLATE
HEATER
Figure 30-1. 1900 Ice Protection Systems

30-2
ICE AND RAIN NOTES

PROTECTION SYSTEMS
The 1900 is equipped with a variety of ice
protection systems for operation in known
icing conditions. The following is a list of
systems that provide ice protection:
• Engine Anti-ice
• Fuel ALTS Static
• Brake Deice
• Surface Deice
• Engine Inlet Lip Heat
• 1nertial Separators
• Pitot Heat
• Windshield Heat
• Propeller Deice
• Stall Vane Heat
Brake deice utilizes engine bleed air to prevent
ice/slush buildup on the main wheel brakes.
Surface deice utilizes inflatable deice boots on

th e wings, stabilons, horizontal stabilizer (a ll
models), and tailets (UE on ly). After ice has
formed and the system is activated, the boots
will inflate to shed the ice buildup.
Engine inlet lip heat is provided by exhaust air,

an d engine inlet ice protection is provided by
an inertia l separator system that changes
inl et airflow.
Pitot heat is provided by electric heaters within

th e pitot and mast assembly.
El ectrical heati ng elements embedded in the

wi ndshield provide protection against
ice formation.
Propeller deicing is accomplished by an elec-

trically heated boot bonded to each blade.
Stall heat protection is also provided by electrical

heating elements on the plate and stall vane.

FlightSafety.
Ue" ldtk:wllll
UB/C MODEL
Figure 30-2. Ice and Rain Protection Controls (Sheet 1 of 2)

Flight§~~ty.
UE MODEL
Figure 30-2. Ice and Rain Protection Controls (Sheet 2 of 2)

FlightSafety.
• •ItW,,,,IkAWiII
\ TO
PRECOOLER
DISTRIBUTOR /
MANIFOLD
Figure 30-3. Brake Deice Components

FlightSafety.
.............
BEECH 1900 AIRLINER M AI NTENANCE TR AI NING M A N UAL
BRAKE DEICE SYSTEM NOTES

Heated air for brake deicing is supplied by
en gine P 3 air. The heated bleed air is routed
to a so lenoid -o perated shutoff valve in eac h
main gear wheel well. The air is then sent to
a manifold that has o rifice s direc ting the air
on eac h main wheel assembly.
Th e brake deice system is controlled by a

BRAKE DEICE switch on the pilot' s right
subpanel. Powe r is sent through a control mod -
ule before energizing the solenoid-operated
shutoff valve. The control module is des ig ned
to pre ve nt brake deice operati o n fo r mo re th an
12 mi nutes afte r th e landin g gea r is re trac ted.
Brake deice operation can be re stored after the
gear is extended and the switch is cycled.
In add ition to the automatic shutoff feature ,

th ere is an overheat warn ing system. The over-
heat system consists of low-pre ss ure heat se n-
siti ve tubing (e th y l vinyl acetate) running in
clo se proximity to th e brake deice lines. The
tu bing is pressurized from the pneumatic sys-
tem ; this opens a pressure switch and prevents
annunciator light operation. If the tube were
to melt, the pressure would be lost , allowing
th e sw itch to activate the amber L or R BK DI
OYHT annunciator.
The so lenoid -o perated shutoff valve also has

a switch incorporated within the valve to op-
erate a green L or R BRK DEICE ON light
when the valve is open.

Flight~~ty.
BEECH 1900 AIRLINER MAINTENANCE TRAI N ING MANUAL
CAUTION/ADVISORY
ANNUNCIATOR PANEL
- -- - - - - -- -- ---,
1_ _ ___________ J
OVERHEAT OVERHEAT
PRESSURE PRESSURE
SWITCH REGULATED ENGINE SWITCH
(1 .5 PSI .0.5) BLEED AI R (18 PSI) (1.5 PSI .0.5)
LH RH
ENGINE ENGINE
BLEED AIR BLEED AIR
BRAKE DEICE
LH CONTROL MODULE RH
SHUTOFF SHUTOFF
VALVE VALVE
LH RH
DISTRIBUTION DISTRIBUTION
MANIFOLD MANIFOLD
28VDC
5-AMP CONTROL
CIRCUIT BREAKER
, ' BRAKE DEICE

, CONTROL MODULE RELAY
,_ ~':' J
LEGEND BRAKE DEICE - - - - ,
• BRAKE DEICE LINE CONTROL SWI TCH , __ 0 ,
• OVERHEAT DETECTION LIN E ,

- - --'
LH MAIN GEAR
DOWNLOCK SWITCH
Figure 30-4. Brake Deice System

FlightSafety.
"''''"'''''''''
.-*---- - - ---{I " 1---- ----.

I(
A 167 PAN EL ASSEMBLV'--cI RCUIT
BREAK ER. UNOEflFlOOA .11 :
.I ~;
-O~
37 -<)1
~
45 r------ ; ""0-
, . upl "r--:, ,
ON
7
1
I---...-r- 3
: Ill"
,I
, ,0
S20 OFF
ON SWITCH---
S I SWlTCH- BRAKE
DO'NN AND LOC I( DEice
CONTROl A1 19 PJ\NEl ASSE MBLY
RELAY NO 2 Al
I
Al 07 SWITC H ASSEM BLY
lANDING GEAR, LH il l p
A223 PAN EL ASSEMBlY-
SUB f'V>.NEL, LH
INBOARD Al I p",
..,
,
SEE
32-05·02
FOR
""
INT ERNAL
24 DIAG RAM
A1 41 PCB
MODULE ASSE MBLY A170
PCB MODUL E ASSE MBLY
BRAKE DEICE CCNT
POWER SOURCE 8 EXT POWER AND ICE
VAN E SENSE. LH
ANNUNCIATOR 7
LEGEND
II RBKDElCEON I~
:n..
Jjr---O---t
CR l 38 1
-~
El5(; VALVE
BRAKE DEICE
[§d;
BlEED AIR, RH
RD _r;-
r I. 1
BL -
WH -
3
2
-jl RBKOIOVIfT II
$262 SW ITC H--- L.-
OV ERH EAT
PRESSURE. RH
r
~
5261 SWITCH---
OVERHEAT
PR ESSU RE. lH
I
I •
"0- '
BL -
WH-
3
2
lBK DIOVHT II
H- r;-
L..:====~
II l SK DEICE ON
CR139 t
3 r-B
K
P
t - WH
' I-- "O ~

•
J
~r- WH~
E155 VALVE-
-.1- BRAKE DEICE
BlEED AlR LH
Figure 30-5, Brake Deice System Diagram

FlightSafety.
U ..".tk...tI
FORWARD VACUUM
PRESSURE REGULATOR
BULKHEAD
PNEUMATIC
GAGE
(SEE DETAIL A)
BLEED AIR IN BLEED AIR IN
,,","m ~ FIREWALL
~~~~
MAIN
TO
SPAR
AFCT VACUUM
It REGULATOR
/ DEICE
DISTRIBUTOR
VALV E
TO
PNEUMATIC
't;~~~§~~
<:
~ GAGE
EJECTOR
~t""''---- PRESSUR E AFT

REGULATOR
PRESSURE
TOLH/ ?t---i~.t:::::=~ CHECK VALVE y B ULKHEAD
INBOARD BLEED AIR
WING ~~=*~~~~OM RH ENGINE
BOOT / 1"""'=""'8..
TOR H
TO INBOARD
STABILON WING BOOT
AND TO RH
STABILIZER / OUTBOARD
BOOTS WING BOOT
BLEED AIR TOLH

FROM OUTBOARD
LH ENGINE WING BOOT
DETAIL A
LEGEND
• BLEED-AIR LINES
• DEICE BOOT LI NES
D REGULATED PNEUMATI C
PRESSURE- 18 PSI
Figure 30-6. Surface Deice System

Flight~ty.
r "''-'o;;; DEICE SYSTEM NOTES

surface deice system removes ice accu-
lUla[lU" Ofro m the leading edges of the wings,
zont al stabi I izer, stabi Ions , and tai let s
onl y) . Ice removal is accomplished by
"n" ,,,,~l y inflating and deflating flexible
boot s. Engine bleed air is regulated and
to press urize the boots . A ve nturi ejec -
al so operated by engine bleed air is used
create the vacuum necessary to deflate th e
s . .The system is de sig ned to operate nor-
y even o n single-engine operation.
CAUTION
Operation of the surface deice sy s-
te m in a mbient temperature s below-
40°C ca n cause permanent damage to
th e deice boo ts .
1900D has an INBD WG DEICE , an

BD WG DEICE , and a TAIL DEICE an-
lunt;laltor t hat will illuminate during the pe-
th e selec ted boots are inflated. There are
annu nciators on other 1900 models .
single , three-position switch is used for the

sy ste m. It is placarded "SURFACE
"wi th switch position s labeled "SIN-
.... L,--..'I'r-MANUAL." It is spring - loaded to
OFF position. When SINGLE is se lected ,
di stributor valve opens to inflate the o ut-
win g boots; after approximately six sec-
a timer will deflate the outboard wing
and the remaining areas will then inflate
app roximate ly s ix seconds, then deflate.
completes one s i ngle cycle .
autom atic timer should fail, MANUAL

be selec ted, and all th e boot s will inflate
ldll toc,usly. After either a s in gle or man-
cycl e, the boots will be vacuum held until
next sw itch activation. On 1900Ds, MAN -
sh ou ld be held until the annunciators il-
, m1min ate, then it can be relea sed.

N01133101ld
Nllfll ONIf 331
w
o,
-'
'" lHOU TBDWING *
LH INeo WI NG·
PRESSURE
SWlTCH~
L---
I ~~ET I
LH STA~~IZER
BOOT
I I STA~7LON IBOOT
STA~~ON
BOOT
ISTA~~IZER I
BOOT
I RHB:~ET I ~~~~~3:NG .
~
SWITCH RH OUTBO WING •
PRESSURE
PR;~~~~ ~~ ~;,'c~ESSURE' ~ SWITCH
[L F t"" "L CHECK VALV E CHECK VALVE ~ ~

,_-'L_, ~ ~:~g~~ - - - - ~Ei~~E ,---"'----,
OUTBOARD
LH WING BOOT
NACElLE
TO BREAK
lH WING BOOT
INBOA RD lH
WIN G BOOT 6. VACUUM
REGULATOR
REGULATOR
RELIEF VALVE
(~
.,zy
~
II
DISTRIBUTOR B
VALVE
B
IA:l--
C
r-
~
SOLEN OIDS
INBOARD R
WING 800T
NACEUE
AHT~I~~E~T
OUTBOARD
RH WING 800T
III
1ft
1ft
n
PNEUMATIC
PRESSURE
VALVE '<...J
I
EJECTOR
.....
A
...z
CD
TI GAGE EXHAUST
o:IJ 0
0
-i 5·AMP CONTROl~ I, !:
:IJ
» CIRCUIT ~ER 9 SINGLI
~~~E
:III
z
z
G)
,-''--'-~'--'-~'-L.J._'---'---''--'--'L-.L.J._.L, I
~8VOC --
SUR FACE DEICE CONTROL SWIH

(SPRING-LOADED TO THEOFF
:~~
posr
-
r-
Z
1ft
"1l :III
C
:IJ A 142 PCB MODULE ASSEMBLY s:
2lOJ SURFACE DEICE CONTROl »
z
m
OJ
oz I -i
m
z
»
~
DlENOro B SOLENOID I z
rztt; QQ£:;;; ~ II 'N'DWGDEOCE - I II TAILDEOCE ' II 11M'" ()
m
-i
:IJ
DIAPHRAGM
»
z
z
;;;;;;J~~
". . ,"<;
:~:~:RE
~ paRT
G)
s: :P.
LEGEND
~
BOOT BOOT »
PORTB PORT A ~ PRESSU R E z
~ VACUUM
c
»
I~.....
TO LOW·PRESSURE AREA
VALVE
DETAIL A * UE ONLY
r
Figure 30-7. Surface Deice System-Single Cycle

'l<
-,1=0;
. -_. rtE
LH
l H INeD WING · STABILIZER
LH OUTBO WING • PA;~~~ 900T 1 SWITCH PRESSURE

PRESSURE ~ SW,"CH
OUTBOARD
LH WING BOOT
NACEl lE
TOBAEAK INBOAAOLH
WING BOOT
LH ENGINE
BLEED AlA -
-- -.: -
RH ENGINE
BlEED AIR
SOLENOIDS
1CJ
INBOARO RH NACELLE
I
III
LHWINGBOOT
WING BOOT TO BREAK OUTBOARD
m
VACUUM
RHWING800T HWINGBOC
m
n
..
REGULATOR
VALve
:z:
-n PRESSURE
oJJ GAGE EJECTOR
EXHAUST CD
o
-j
JJ ,.
o
~
Z
z ~~ MANUALMODE
SINGLE MODE
OFF
-
III
I'"
Gl
"D Z
C SURFACE DEICE CONTROl SWITCH m
(SPRING-LOADED TO THE OFF POSITION)
JJ III
"D
o(f) A 142 PCB MODULE ASS£M81Y ;;:::
SURFACE DEICE CONTROl :l>
m
(f) z
-j
o m
z z
~ :l>
z
'i 1OIIi>~ 1lfICI· ] I ()
m
-j
JJ
:l>
z
~
VACUUM
PCRT z
PRESSURE Gl
1
~ PORT
;;:::
'OOT
PORTA
LEGEND :l>
fll:'jPRESSU RE z
C
FB VAC UUM
I~
VALVE
DETAIL A :l>
Co> r
-
o, • UEONlY
.....
Co> Figure 30-8. Surface Deice System-Manual
'!C:
·ICE AND RAIN

PROTECTION
FlightSafety.U&lII&IIoi . .
24-65-01
IT1 W'O
~
INBD WG DEICE
P141
H65A22 - .:!C
c6rf
PNEUMATIC I~ H270A22 - 27
SURFACE DEICE TA IL DEICE H271A2~ === 25
30
A146 PANEL ASSEMBLY
CIRCUIT BREAKER, AH Ir H272A~
OUTBD WG DEICE
i
~ H67A22 41
SINGLE 1
OFF • 2 H65C22 H6S622 43
MANUAL ~ H66A22 42
56
SWITCH-SURFACE 23 KEY
DEICE CONTROL
A223 PANEL ASSEMBlY-SUBPANEL,
LH INBOARD
P125
5' +!QJ- A
C t- H260A20 32
I B J- H261A20 29
CLOSES
10PSIG J155 PISS
S11QSWnCH LH HnA22N 38
OUTBOARD WING DEICE BOOT
PRESSURE SENSE
S,+t. ~
P127 .fD: - '1 ".40·0'
1"'---- C6 H262A20
H263A20
33
26
CLOSES
10 PSIG
51 12 SWITCH-LH
~t~S"s~DR~~Jt~~'CE BOOT P313 J313
P149
A - H66A22 54 H68B22 40
B - H69A22 55 H69822 37
C - H70A22N
H264B20 - 56 H264A20 34
El 00 VALVE-
DISTRIBUTOR,
J,,. P156 I H265B20 - 57
,
H265A20
H269A20
24
35
DE ICE H268A20 31
l i ' l 9'.41-<)1 59 H267B20 - 36 seE 30-05-01

~
r--- 56 H266B20
~ FOR INTERNAL
DIAGRAM
---J 91-46-01
A 142 PCB MODULE
ASSY-SURFACE
DEICE CONTROL a1
P'26
-;; . . ~+ S1
L-======== H266A20
H267A20
c ~"'I-
6
- CLOSES
10PSIG
5111 SWITCH RH
r - - : - = - - - - ' P121 INBOARD WING DEICE BOOT
FT393 PRESSURE SENSE
P128
~ ......~--,
,--;;"",,---j C6
A
H264C20
P394
15
P393
-;; . . ~+ S1
H268620 ====:::j C ~ '1-
H265C20 16
ClOSES
, P , --3 91-29-01 L'= = = = = = = = : H269B20 _8 CLOSES
S114SWITCH-HQRIZONTAL 10PSIG
STABILIZER DEICE BOOT
PRESSURE SENSE S113 SWITCH-RH
OUTBOARD WING DEICE BOOT
PRESSURE SENSE
Figure 30-9. Surface Deice Diagram-UE

Flight~ty.
24-54
.-.
:,;'W233
~
CB117
PNEUMATIC
SURFACE DEICE
A146 PANEL ASSEMBLY-
CIRCUIT BREAKER, RH
P2~
SINGLE
OFF~
~H 67A22
1
I
H65A22 +- 41
MANUAL ~ H65B22 I 43
H66A22 42
S114 SWITCH-
SURFACE 36 KEY
DEICE CONTROL
40
A223 PANEL ASSEMBLY-
SUBPANEL, LH INBOARD 37
-----H72A22N ---- 38
31-51 -04 E- h
A140 PCB
MODULE ASSEMBLy-
TIME DELAY
P149
'A f - - H68A22
Bf--H69A22
C H70A22N
E100VALVE-
DISTRIBUTOR, DEICE
J156 P156
X
Z
-3 91-41
Figure 30-10, Surface Deice Diagram-UB/C

Flight~ty.
/ EXHAUST STACK
FLEX HOSE
DI SCONNECT
CLAMPS
EXHAUST STACK
_<'.P"----- ENGINE AIR INLET

ANTI-ICE LIP
Figure 30-11 . Inlet Lip Anti-ice

Flight§,~~ty.
~I. . r- INE AIR INLET NOTES

"n g ", ~ ex h a u s t heat is utili zed fo r he atin g th e
air inl e t lip s . Hot ex h a ust is pi c ke d up
scoop in s ide the le ft ex ha ust stac k and is
d to the inle t lip . Ex hau st fl o w s throu g h
li p and o ut th e ri g ht ex hau st stack . The sys-
opera tes co ntinu o us ly w hene ve r the e n-
nes are r unnin g .

Flight~ty.
CONTROL
ROD
... ===!l- ACTUATOR
ICE
BYPASS
DOOR
INTERNAL VANE
Off p o51TJO{V'
Figure 30-12. Inertial Separators-Retracted
CONTROL
ROD
~---+- ACTUATOR
INTERNAL
ICE
BYPASS
DOOR
Figure 30-13. Inertial Separators-Extended
30-18 FOR TRAINI NG PURPOS ES ONLY

FlightSafety.
.'lai ..........
B E ECH 1 9 00 AIRLI NER M A INTENANCE TRAIN ING MANUAL
ENGINE ANTI-ICE SYSTEM NOTES

An ine rtial separation system is built into
each engine air duct to prevent moisture par-
ti cle s from entering the engine inlet during
icing conditions . The system includes dual ac-
tu ators and controls. The ice vanes shou Id be
ex tended whenever there is vi s ible moi sture
an d th e out s ide air temperature is at +5 ° C or
below. System operation is observed and mon-
itored by the Lor R ENG ANTI-ICE (green)
ann un ciators and the Lor R ENG ICE FAIL
(amber) annunciator s .
The sy stem is controlled by a set of switches

label ed L or R ON-OFF and L or R ACTUA-
TORS-STANDBY - MAIN located on the
pil ot 's left subpanel. Normal operation uti-
li zes the main actuator po sition , and the green
annunciator s hould illuminate indicating the
inertial separator has extended. The actuators
should be properly positioned within 30 sec-
onds . 1f it should fail to move or extend within
th e 30 second period and a fail light illumi-
nates, the actuator switch can be moved to the
standby position . If the separator extends wi th
the standby motor, the fai I light wi II extinguish.

Flight~ty.
24·68·0 1
~ W2 J I P 12'9
I:(:.b-- CB 12-Jl ·~ - - . -
'%C.,
CB I" ENGINE Nlri.ICE
COOTROL STANDBY, LH
9 - H222A20 -
_m .
~E~ ~
P216
..!'.
3G-SECOND
I ~ W~15A22 _
TIME DElAY
II
.."
J1SS lENG ANTI-KE
~--_--- . _ 2 - :H213"2O -
ca2 ENGINE ANTI.ICE
CONTROL, MAIN LH
""81 PANEL ASSY

UNOERR.OOR .!.1
CIRCUIT BREAKER
t..- -3 ~1·36-01
r---] Rf·"~"
91-<10-01
9\-.<18-01
"11() PCB MOOUlE ASSY-

BRAKE DEICE AN D
LE NGANll-IC£ I ~W2'4822----t W21_A22--- I- ICE VANE SENSE, LH
e XT POWER
, W21·e22 -
JJ13 P313
r-______ W204B2~ W204m A-HI POW'ER
___] 91 -45-01
Lll--3 &l
SOURCE PCB
I
RETRACT
RETRACTED
r - H21.tA20
_ ""...", -<>.-b -_ __
NC
, f--o-- se·3·20 U
I a- H221 820 ---, I.. Q ~ P2-£-J27.B _ *. B
f--- """" - - -....
c I O::::: H221A20N [ J27'C.J.27-0 _ : f---,.,~ -~=.",~~ NOT RETRACTED
r "'''''''''"-<>L
I ~ H21.C20 _ 56 SWITCH -ICE VANE
SENSE. RETRACT LH
J 0-- W27M22 -<>*"-<>-+--' _ .E ~ P2.§:J27.E _ *. E 1- "-
H 55·2·20 --";";";~I
NOT EX'TENOEO
,--C<l,.... WI99A22 -='c'c'---t---,HI--++----' L...- S~'1 20 1 ~

'0
r- t----<l~
EXTEND
59 SWITCH -ICE VANE L ___ --j 'F P:2:f.-Jl7. F - • _ F S5-J..20 _ _ ----;="'h'"
';8
ACTUATOR MODE. LH EXTENDED
S5 SWITCH - ICE VANE
SENSE. EXTEND, LH
- ~7-G· P3().A - . : A ~
""J-
"",--
~
[ __ L-
t- P2·§..J2J.F - . - H P27.J.i· PJO.B - . - e -0'
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.£.27.J-GS24_ . - _ PJO-.E·P:27..r _ . _ ,
-:- GS2.
Jl0~
0
"
I- PI.o..r27·K - • - II - P27·K·P30-C - • -
I .",--
,;
':';-
9
'+___""'~ "'''~' -+I-----tJ
O--- H2 1 7A20 -~I----+--1f------l H I-- Pl .H.J2H - . - L P27·L·P30- 0 _ . _ o -0:
""O--H219A20 _--li--_ _ _-' 9HJ.(H [--
~J27-M-GS22-. M - P30--F-P27·M - • - ,
L-------o-- O---H~A20---+---------"
NO GSU
'"
c...-=--=-===-
81ACTUATLo-OH
-'-'-'-"-'--~--"
STAND8Y
SIS SWITCH-
ICE V,t,NE ACruATOR
GS26 4-
SELECT LH
A213 ENGINE SEcnON ASSEMB!.Y, LH "", ~.
A22 1 PANEL ASSEMBLY_

LEGEND
o
SU8PANEL LH OUTBOARD ""
LH GENERATOR BUS
D RH GENERATOR BUS
• TRIPLE FE D BUS
CIRCUIT GROUND
Figure 30-14. Inertial Separators Diagram-Extending

FlightSafety. Ubi,.tIoiWII
"~'"
Q- CB 12-.11_8 - - +-
CB 12 ENGINE ANTI-ICE
2.~NTROL STAN06V. LH
3G-SECOND
- W' TIME DEl.../IoV
,0,110 PCB MODLI.£ ASSY-

BRAKE DEICE AND
ICE YANE SENSE
LH EXT POWER
A·"1 POWER
SOURCE PCB
I
RETRACT Jl04 I P2 J27 1'27
rt~-; j" r- P2-Q:J21-A -t- A

RETRACTED
U
r "'''''' ---;-- ""'''' ~ _+. B
I--- "-'~ - - - -
_
c I ct= H221A2ON
,
J21.(; . .I27 0 _
0
-- Co
rL- _ - S6·2-;!O
~==1"1~
NOT AETA.-.CTED
-
n
56 SWITCH - ICE V"-NE
[
Sa-SE RETRACT. LH
.! , ·c" r P2·I:J21-E - . - E I-f--t>-

II . $5-2-20
NOT EXTENDED
, bJ
00
I ........ 55·1 -20 -.".
' -_ _ S>,~ ___ ~' ~
<- , EXT END

i EXTENDED
55 SW ITCH - ICE VANE
SENSE, EXTEND, LH
,----- - - -i ~ I - P2~·J.27.a - - . - Q r 1'27-G·P30 A - . -

".
A
~
~ L
M.'
"m
,
,--------1 j ' l - P2.~-J27-F - . - H f- P27-1+1'3O-8 - + - 8 I
MAIN
~____, co ~~
~____+-~
91-13-01 [r----""-+'..£.27.,)-6524 _ . _ J
f- I'3O-E·P2N - t - E ~::::==~
-=
r"""~~ ~
GS24
"'" " _ P'·G-J:17.;( - + - K

r- "',. """ - + - C[9I',-
srey
4----<>1'[.;>-- "''''''-----!I--f-l
1
,-- ~,
0 - - H217,o\2Q --+1---+--1-----1 r- P27LP30D - t - 0 ~:

f- P30-F P27 M - t - F
as, I-____..J
.k~~~~~-L..
SIS SW ITCH-
ICE V,o,NE ACTUATOA
G$2S -=- 81 ACTUATOA-lCE VANE. LH
SElECT,LH
""'13 ENGINE SECTION ASSEMeLV. LH .1.1,.1.2.
'UE 2 AND SU BSEQUENT

LEGEND
D LH GEN ERATOR BUS
D RH GENERATOR BUS
• TRIPLE FED BUS
Figure 30-15. Inertial Separators Diagram-Extended

Flight~ty.
J l P 129
+- r- 1-1222-'20 -
"
CB 12-Jl·9 -
CS 12 ENGIN E ANTI ·ICE
CONTROL. STANDBY, LH
- ~
W2\lm: ~
"'" f.:!!.
24.u.o, """.." ~ JO.-SECONO
ie"' JISS !I LENGlClfAi. I~ W21SA22_ ., TMECE~AV
+- ..:. I-- H213A20 -
" L_] 91.36.01

"
1D="""' '
CSl ENG INE ANTi· ICE
t..Y
CONTROl. MAJN,
A181PANEl,o,ssV
UNOfRFLOOA ~1
CIRCUIT BREAKER
-=- ___] 91·40..()1 9'·48-01 E-- r- SEE 32-()S-{)2 ~O~
INTERNAl OkAGl'IAM
.0.170 PCB MODULE ASSY-

BRAKE DEICE AND
I l ~NG ANT' ,[E ~W2 '4B22---t:: W214E22

W214A22---
-
ICE VANE SENSE, lH
eXT POWER
J458 P458
, J313 PJ13
.... ,., POWER
=
_ __] 9HS-{)1 W204Bn- - i J t W2O'.A22
__] 9 1
SOURCe PCB
I
_ H214A20
""
RETRACT
""Q '" _ P2.Q:J27.A _ . _
'" ""A
RETR-.cTED
-
,;p
SS-3·2(l
- H215A2() ~
I 1-1221820 - - , - £ !- P2-£-J27-B _ . _ B se.-' -2(l
c I ct= H221A2QN [ J21.c-J27.Q _ C 56-2-20
,'1
H21BA20~ NOT AETR.tCTEO
Sf! SWITCH -ICE VANE
I H214C20
+ ,
I 0-- W270A22
e" - J: f- P2 ..§..J27-E - + - E h 55-2-2(1
SENSE , RETRACT, lH
NOT EXT ENDEO
, bJ
~ Wl99A22
I~ ",~ ".~
EXTEND
'0
, r ~1£:J2H - + _ F S5-3-0<0
S9 SWITCH . ICE VANE
,
ACTUATOR MOOE, LH
,. EXTENDED
$5 SWlTCH -ICE VANE
SENSE, EXTEND, LH
~
, , r f- ~27.a·?:JO.A -
'"
,
~2·~.J21·G ~ + - Q +-
I' ,
I:~::
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I
I ~ r ~2~21-F -+ - H I- P27,ji·P30-6 - +-
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X J27.J.GS24 - + ... J I-
" -r GSl.
~
,,~
, l.s>
0
G
"
r- ~1.c.J;27-K - + - , t- P<!7·i(·P3c).C - + - Ie
l..s>--- H216.0.20
I ,--
I
" I- Pl·H·J2H - . -
o - - H217A20
t,.,o....- H2ISA,20
O--- H220.0.20
I
I
1I1-11-1l1 [-- 4 ,J27'M.aS22 -+-L.:!
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1- ~30.F.P27-M -+ -
eo,
I'
I,
I-
k
$15SWITCH-
" ST.oMJeY
G'"
GO>; ~- 61 ACTUATOR-ICEVAN£,LH
ICE VANE ACTUATOR
SElECT, LH
-'213 ENG INE SECTION ASSE MBlY.LH ... 1 ~-
-'221 PANEl ASSEMBlY U E 2AND SU BSEOUENT LEGEND

SUB~ANEl , l.H OUTBOARD ~1
D LH GENERATOR BUS
o RH GENERATOR BUS
• TRIPLE FED BUS
• CIRCU IT GROUND
Figure 30-16. Inertial Separators Diagram-Motor Fail
30-22 FOR TRAIN ING PURPOSES ON LY

Aight~tY.
't-_w
_'_____+_ , 1-,.,,,,- ....., I
CB2ENGINE "NTI_ICE
CONTROl , MAIN L
L.- L _::3 -91 ' J6-01
~~r=~~~~~~ ~
1If-~'::., ""., -
"~ "" I ''''K'''' I ::
3()·SECONO
TIME DELAY
see 32.05.¢2 FOR

INTERNAl DIAGRAM
A 170 PCB MODULE ASSY -

BRAKE DECE AND
ICE VANE SENSE, LH
EXT I>OWER
"'-141 POWER
SOURCE PCB
I
RETRACT J21 ?27
RETRACTED
I-~"'_ 56-3-20
, 3001
"' ~.'C
~n" _ •• 8 1-_ _ 56·1-20 ==-p,
J21.C.J27.0 _ CD ~t---
l 56-2-20 - -. . . . .-..;0.11
"K}T RETRACTED
[ S6SWITCH-ICEVANE
SENSE. AElAACT,lH
NOT EXTENDED
~ P2-I-J2H - bJ
IL- ",~, __..,'...:
• - E 55-2·20
NO
EXTEND 1-_ _ ".,.~ __~~]1
~,~
r8
59 SWITCH - ICE V.t.NE EXTENDED
ACTUATOR MODE, LH
55 SWITCH_ ICE VANE
SENse, EXTENO, LH
P2·~-J21·G
f
- - • - .!i r- P27-G· P3(l·A - . : A ,
M"~-
MTR__
,
, '"
MAIN
r -::::~::::ftt-
91-13-01 L.
P2-.!!.-J2H-
LJ27-J-GS2~ - .-
+- H
J
r- P2J.ti· P30·B - +-
P30-E.P27.J - + -
BE f<> '
~===~
-=- GS2( Ir
P' !I-"-"~"'.' - + - , I- '''''~,- +- ' ~
I 10
,-
C>-- H21tiA20
I "'"
.",--
I
,
r<>--- H21 7112<:1
I ~1 -1H)1
_ P1 ·H_.m-i.
[r----,," _I'"7-M.G~ . _
_ +_ l
M
!- P27LP30-0 _
~FP27M_ . '"
+_ 0
F
~:
I
I -4- 851
-"" GS22 c.-: _:::_:=--::.:::--L_ _ __ _ J
SIS SWiTCH-
1CE VANE .ocruATOA
ST...... 08Y
GS25 ~ 81 ACTUATOR _ 1CE VANE, LH
SELECT. LH
.0..213 ENGIN E SECTION ASSEMBLY, LH ~1 , ~
UE 2 AN D SUBS EQUENT
1\221 Pl'.NEL ASSEMBLY_
SUSPNlEL. LH Ol.JTB()A,AO LEGEND
"
o LH GENERATOR BUS
o RH GENERATOR BUS
• T RI PLE FED BUS
• CIRCUIT GROUND
Figure 30-17. Inertial Separators Diagram-Standby
FOR TRAINING PU RPOSES ONLY 30-23

Flight~ty.
24-66-01
P129 JI ~ W2
r _ _ CB1{)'Jl .8~
91-36·01 [_..1 ~ .
1-I171A20
>A
CBIO
All STATIC
"OAT
A187 PANE l ASSY - CIRCUrr BREAKER
UNDERFLOOR ... ,
1D'~l " "' '~'N ---"--1~"' -'"':

k. H16OA22
>A
'"
ALTERNATE STATIC
HEAT SOURCE I
CONTHQL
A223 PANEL A$SY - ".LR~'~""~"~<A='~"~E~"=E:-::'.N'

STATIC~T.
SUBPANEL, lI"IINBOARO ~1
ALTERNATE . RH
•
1'531 r HA107Jl
HI60022 ,
P165
_ 266AIO . FROM 35 AMP PilOT HEAT
"''' H162A22N ,
FEEDER IN BAn lORY BOX '-
- - ] 91
HAI07 HEAT ELEMENT
STATIC PORT,
ALTERNATE. LH
....,,. 1-152"'16 ~A16

"'''A
'"
RH PilOT AND
STATIC HEAT ~
"''' "" A B
El11
• - ] 91
RH PIlOT
HE." HAlO! HEAT
CURRENT = ELEMENT_
SENSOR
H58A22 -11 RPrTOTH[AT
PITOT. AH
H56>\22 A-14 1 POWER

SOURCEPC8
....
,,. HSOAI6 H55"16
P214
A
'"
LH PilOT AND
STATIC HEAT
JI6S
~ H""~
"" ,
EIIO
A223 PANEL ASSY LH PIlOT - - ] 91
SUBPANEL, lH INBOARD .1.1 HEAT HAlOO HEAT
-II
-1
CURRENT ELEMENT -
SENSOR H59A22 l PITOT !-1EAT PITOT. lH
..1315 P315
H57S22 .... ·141 POWER
B C H57A22 SOURCE PCB
-- - ] 91
P12~
24-613·02
'T' W•
.pllOA14
91-36-01 [_ " 'OA
CB73
SUBPANEl
A 187 PANEL ASSY - CIRCU IT BREAKER.
UNDERFLOOR ",
Figure 30-18. Pitot Heat and Static Diagram-UE (OFF)

Flight~~ty.
BEECH 1900 AIRLINER MA INTE NAN C E TRAININ G MANUAL
PITOT HEAT NOTES

TwO combination pitot/static masts contain
heati ng e lements to protect against ice accu-
mul ati o n. Each heating element is controlled
by a circ uit-breaker switch placarded
"PlTOT- LEFT- RIGHT," located on the pilot 's
righ t subpanel. Up is the ON position.
Pitot heat should /lot be uti Ii zed on the ground

except to test or for short intervals to remove
buil t-up snow or ice . Pitot heat is normally
turned ON pr ior to takeoff and left on for the
durati on of the flight.
The 190 00 incorporate s an amber L or R

PITOT HEAT light that will illuminate any-
time in s uffici e nt current draw is sensed. T he
ligh ts wo uld also be ill uminated anytime the
switch is OFF. The other 1900 models do not
have a failure indication.

Flight~tY.
24-66·01
P l 29 JI ~ W2
- H171A20 -----------i I ' ,. - - C81 O-J l a~
9, -36-0' [_l.r-' ~ 10
ALT STATIC
HEAT
A187 PANEL ASSV-CIRCUtT BREAKER
UNOERFLOOR 61
":A~ ~I
ALlEAN"ES"nc
HEAT SOURCE
~! H
: "
: ~
A " ______"_"'_p,-
. ---, ~ ~~=
P "~'
-- H16,A22N- -. . _ ,
,
' H"~' : I
pp
s~
CONTROL
,0\223 PANEL ASSV _
• _] 9 1 ,':;;,====,;!
HR106 HEAT ELEMENT
SUBPANEL LH INBOARD d 1 - A~;~~~~~~H
•
P537 ~~Rl07J l
' -_ _ _ _ _ HI60822 ,
'<" p,,,
P266Al0 _ FROM 35 AM P PilOT HEAT
FEEDER IN BATIERY BOX
S - HI62A22N ,
'-
• - ] 91
HA I 07 HEAT ELEM EN T
STATIC POAT.
ALT ERNATE . LH
-r____..'\':!1_- _!- H52A16 H54A\6. __________________.pA

,.__
-- -i;;;;'--:J;;;;t----- "'''
~
1
' SA
'"
RHPITOT AND
STATIC HEAT
JI66 PI66
' ~________ ~ __ ~ B
• -] 9'
HAIOI HEAT
ELEMENT - PIlOT AH
RPlTOT HEAT
A· l~l
POWER
SOURCE PCB
.. .._________________P21 4
-- -i;;;;t::::t;;T------
+-----~' :
SA!I_-_!-. H ~16 ~l _(A
A}--~
H
SH
, :, ~
Jl65 P ' 66
LH P ilOT AND
STATIC He...r ~"A' ,"
A223 PANEL ASSV - LH P ilOT r -·] 91 H R100 HEAT
SU BPANEL. LH INBOAAO &1 HEA'
CURRENT H59A22 ~I T UEMENT -
SEN SOR 1".,_'_e_'~O~'~H'~A_J_~ J315 P315
PITOT. LH
1._ _ _ _ _ _"''''''
' _________ -I~ H57A22
LlJ. __] 91
24·66-02
CB73-Jl.21 ~
'" WB
""
CBn
SU6PANEl
A 187 PAN EL ASSV - CIRCU IT BR EAKER,
UNOERFLOOA Al
Figure 30-19. Pitot Heat and Static Diagram-UE (ON)

Flight~ty.
24'02A~;E-R~ ~ ~ TATIC
H"HOUACE
I Hl60A22 -----------p
-'W~-.S--p-'-"----H-"-'-"'-'-N~~~~~~::.~.,W
. ~"~':1*l
cONTROL -- 3 91 ·43 LH=A~'''
CC"H=EA='=E=l=EM=E".JNO.
A22.3 PANEL ASSY - STATIC PORT
SUSPANEl. LH INBOARD ALTERNATE. RH
(j)
P537 HR107Jl
L _____ Hl6OB22 ,
.,,, P165
A H162A22N ,
- _. 91·42
HRI07 HEAT ELEMENT
SlATIC PORT.
'"
ALTERNATE . lH
24.02 .._<r""__.j..H
52A16____________________________
=tP
A
'"
eel 12 Jl56 1'166
RH PITOT
STATIC AND
HEAT ~
A - HS3Al6N B
-- J , ...,
HAlO! HEAT
ELEMENT -
PilOT. RH
'"
=tP
2•.02 ,""_ tI"b..__ """'''__________________________
~ ,
'"
callI J165 1'165
i~,~',~O~:.~'
A223 PANEL ASSY -
stAJPANEL. LH INSOARD al
r1[11~:~:""N
~
-- 391
B~
HRIOOHEAT
ELEMENT-
PI TOT. LH
Figure 30-20. Pitot Heat and Static Diagram-UB/C
FOR TRAIN ING PURPOS ES ON LY 30-27

WINDSH IELD
LOW
HEAT
RELAY
RH GEN BUS
HIGH
HEAT
RELAY
5A
TEMPERATURE
CONTROLLER
NORMAL--360 IN' AT 2.4 WATTSIIN'

HIGH-265 IN' AT 4.5 WATTSIIN'
Figure 30-21. Windshield Heat-Simplified (Normal) Copilot's

ND::,nlt:LD HEAT NOTES

leve ls of heat are provided for each wind-
NORMAL and HIGH . When the wind-
d heat switch is p laced to NORMAL,
is supplied to a major portion of the
hield. When the switch is placed to
only the outboard 2/3 of the w indow
nea l CU . Th i s increases the wattage (power)
to the window and will reduce the
nec essa ry to heat the windshield to the
operating temperature. Normal oper-
tem perature for the winds hield heat is
mate ly 90- 1 10 ° F. "LBO TO 3U O/li11
pil ot 's and cop il ot's windshield heat

ms are contro ll ed and powered differ-
On UC- I and subsequent, the pilot 's
utili zes a remote-control circui t
(RCC B) for contro l and o ne for
. The RCCBs are contro lled by J 12
circ uit breakers on the right circuit-
r panel-see the electrical section
RCCB exp lanation.

Flight~ty.
WINDSHIELD
... ....
,..50A...... /
~
--I HEAT
RELAY
..
(.1.:
-: ~
-=-=
TiT
~F
HIGH
HEAT
RE LAY
::-
r I-
..... NORMAL
.9. OFF .
HIGH " -
TEMPERATURE
CONTROLLER
-!-
NORMAL-360 IN' AT 2.4 WATTS/IN'
HIGH-265 IN' AT 4.5 WATTS/IN'
'--
Figure 30-22. Windshield Heat-Simplified (High) Copilot's

FlightSafety.
..""""""'"
BEECH 1900 A IRLINER MAINTENANCE TRAINING MANUAL
I
.... .5A
CB103 PILOT
H9~ONffl
CB104
PILOT WINDSHIELD
1- W INDSHI ELD
All-ICE CONTAOL
ANTI-ICE POWER A146 PANEL ASSEMBLY ~
CIRCUIT BREAKER. AH AI
';6PAN EL ASSEMBLY-
CIRCUIT BREAKER. RH
NORMAL
H19A22 7
+28
3 r CRI VDC IN
r~::%-
2
1
OFF
II Ai A2 H16A22 _
5
HI
5A
4
51 SW1TCH-
WINDSHIELD ANTI-ICE
3 3
CONTROL (PILOT)
A223 PANEL ASSEMBlY-
"- _ H,A20
GB I98 PILOT
SUBPANEl. LH INBOARD 61 WINDSHIELD ANTI·ICE
REMOTE CONTAOL
ILEFT GEN BUS

_rWl17 --... ,
Al 1'.2 Al A2
Xl
Klle RELAY-
CR128
Ir W IN DSHIELD
ANTI-ICE H I 2
,,[ ~]
HEAT. PILOT
i Xl
H23A22
9PilOr
POWER AEMOTE
1
K119 RELAY
W INDSHIELD ANTI-ICE~
LO HEAT (PILOT) ~ I
I X2
CR124
I L, +28
VDe OUT
H24A22N _
[ill III
~ H26A22N 6 GROUND
H20A22N
lOW
H16A8
~t
SENSOR
H21A22 1
POWER
____ ~~l<!.9 ___ __
------- ------,
2 SENSOR
GROUND
85107 :
E116
HI ~ CONTROLLER -
H17A8 WINDSHIELD ANTI·ICE
HP (PILOT)
H22A22
A225 PANEL AS SEMBLY - COCKPI T ( FORWARD LH
El 17 WINDSHIELD-
ELECTROTHERMAL,
PILOT
Figure 30-23. Windshield Heat Diagram-(High) Pilot's

Flight~~ty.
DEICER BOOT DEICER BOOT
A A
SLiPRIN~~ i]lB ~ ~ ~ SLlPRING
BRUSH BLOCK J
...::::
+
::::-
BRUSH BLOCK
r-'-:J -- SPAR
-
L;
~ .J ~1 -
.-- LH AUTO
PROP
DEICE SHUNT
\
-------- SHUNT
RHAUTO
PROP
DEICE
RELAY
~~
---I I
-n';
~:
rl] LHMAN
PROP
DEICE
RH MAN
PROP
DEICE
0---
=
RELAY RELAY
1-
J LH+AMMETERRH+
~ --I
MANUAL b AUTO
~ROPDEIC~
CO NTROL A
SWITCH LHI I 5A B 35A
B SUBPANEL C
TIMER
Q D
E
F
~I-
fG
35A
35A
Figure 30-24. Propeller Deice Simplified Diagram

BEECH 1900 AIRLINER MA INTEN A NCE T RA IN ING MA N UAL
NOTES
prope ll e r e lec tri c de ice sys tem includ es :

• Elec tri ca ll y he ated de ice boots
• Slip rin gs a nd bru s h block assembli es
A ti mer fo r aut o mati c o peration
• An amm e te r
• Two switches
of the switches is labe led " PROP- AUTO ,"
oth er is la be led " PROP- MA NUAL." Wh e n
is se lec te d, th e pro ps w il l be dei ced in
.....·noling 9 0-seco nd inte r va ls . If the tim er
d fai l, the MAN UAL switch mu st be he ld
approx im ate ly 9 0 seco nd s to adequate ly
the pro pe ll e rs; bo th will o pera te s imul -
I8neuu ,ly. Whil e in the ma nu a l mode , the a m-
wil l o pe rate as us ua l.
FOR TRA INING PURPOSES ONLY 30-33

Flight~ty.
~~~
f.IIP I ~
W'~'
W21:~ 1
MANUAL
_ H88A20
AUTO
CENTER : 30·61·01 f-----~ 3
/~5A
H82A20
2
0 I
W12 ce70 54 SWITCH - 53 SWITCH-
MANUAL PROP PROP DEICE PROP DEICE
DEICE CONTROL
CONTROL CONTROL
WI~,,, ....
TPL
H75A20
FEDBUS - -SA H77A20
AUTO PROP
A223 PANEL ASSEMBLY SUBPANEL. lH INBOARD Al
DEICE CONTROL
A146 PANEL ASSEMBLY

CIRCUIT BREAKER, RH l'> 1
r£267 P535 RH GEN BUS
-".'
r ""+::m;~
A F116-K2 - .
B
o r- H79A20
w~
4 f- Jl.4.K2 -+ 2
C K2 RELAY-
E CR2 PROP DEICE,
F -~ 30-61-01 AUTOMATIC FIl6
G H78A20N ~ r Jl-11-K2 -+ 2 A1W,
e- II
AIW2
50A
HI2S TIMER F113·Kl _ t
PROP DEICE
I
I Kl.Kl.",
....£ KI-R2 - .~
AIXF3
F113
V
~ 19
~ J1-19-KI _ .~~ Kl RELAY- ~ R2-CB" .- CENTER BUS
J502 P502 R2 SHUNT-
CRI PROP DEICE.
PROP DEICE
~ H76A20N _ MANUAL Al PANEL ASSEMBLY-
V H80A20N - 12 ~ Jl.12' Kl _. 2
RH
.... LIMITER. NACELLE. RH
-:) 91-51-01
-- e MC:~
'{f . , '''''~ _ H73A14
, _ 3 f-- CB6-J 1-3 - t l 4 - - R2 -CB6 - t - 25A CB8 RH NO. 2
.~ (!
PROP DEICE
CBS
~ : Jge - H74A14 ·
~ POWER RELAY
5 ~CB5-J1 -5- t l -t/b,...-
15A
R2-CB5 - t - PANEL
CBS 25A
91-26-01 E- ~
CB7 RH NO. 1
PROP DEICE
A185 PANEL ASSEMBLY ELECTRICAL EQUI PMENT, NACELLE RH ~1
R
FW
R
FS
-A P5 _ JO
~"
Pl _::!.1 03
r-..
~
P5-P-SR1 . t ~ ~
P5-R-SR1 . t 3 _
P
R
Pl -!J-J5-P· t 3
Pl-J-J5-R - t 3
~
I 1::'1A12
198M2
C
n SR1-P5-S .. t 3- 5 J5-S-GS23 - t 3 _ - ~ 91-12-01
:.JI' i" 5RI-P5-0- o
l
~
. _3:0:-;- J5-O-GS23_ t 3
H""A""1"BOOT - ::;:-- 91 -27-01 E- ~
PROP DEICE SR1SUP ® E3 BRUSH MODULE

(TYPE 4 PlCS) RING ASSY- GS23
PROP DEICE
@l w
A1 ASSEMBLY - PROP DEICE A1
C .L
L -: I
" ,
B
I I @l E23
MOV
MODULE
A214 ASSEMBLY ENG INE SECTION, RH ~ 1 . ~2
,
Figure 30-25. Propeller Deice Diagram-UE (Manual)
30-34 FOR TRAINING PURPOSES ONLY t

I
FlightSafety.
.ota,.tIoiMl
e am meter wi ll read approximately 26-32

peres per side on the UB/C models. The UE
NOTES
craft wil l read approximate ly 32-38 amps.
CAUTION
Propeller deice must not be operated
wh en the propellers are static; oth-
erw ise, damage to the brush blocks
and s lip rings may occur.

Flight~ty.
:~'
W2 1
CENTER
, I
'
- HSBA20
H82A20
30·61-01
MANUAL
t------6 3
AUTO
W12:~~,
5A
CB7a S4 SWITCH -
""b 0 '
S3 SWITCH -
'
MANUAL PROP PROP DEICE PAOP DEICE
DEICE CONTROL
CONTROL CONTROL
W':,".
TPl
A.
FEDBUS ~5A H75A20
H77A20
AUTO PROP A223 PANEL ASSEMBLY SUBPANEL, LH INBOARD /\1
DEICE CONTROL
A146 PANEL ASSEMBLY
CIRCU IT BREAKER , RH d 1
P267 RH GEN BUS
A
P535
r" - K2-Kl -+ .....,. F1 16-K2 - t
-~~
B
o ~ H 79A20 4
_J'.4K' _+:~ K2 RELAY-
C
E CR' PROP DEICE,
F -~ 3Q.61-01
G H78A20N ~ .... 11 ...Jl.,1-K2- . 2 ......J
AUTOMATIC
A1Wl
H125 TIMER - I
F113Kl _ t
SOA ~W'
PROP DEICE ! I F113
,.
. - c,K'.R' ]h
Kl.Kl - - t+J ,
I ~O AIXF3
- - J""K'-+~\ Kl RELAY _ R2 CB7-. - CENTER BUS
J502 P502 CR, PROP DEICE rA 2 SHUNT -
~H76A20~
H80A20N -
MANUAl ' PROP DEICE A 1 PANEL ASSEMBLY-
RH
V 12 - Jl·12·Kl - .2~ LIMITER. NACELLE, RH
-~ 91-51-01
~ ~~ I- H73A14- 3 -CB6-JI-3--t l ~
15A
R2.CB6 -- +- "'"
25A CB8 RH NO.2
PROP DEICE
~~ ~~ CBS
;~ ~ ~ ; : : POWER RELAY
~ e r - H74A14 5 - CB5-JI-5--.1 ~R2-CB5--+-
15A
PANEL
25A
CBS
91-26-01 E- ~ CB7 RH NO. 1
PROP DEICE
A185 PANEL ASSEMBLY - ELECTRICAL EQUIPMENT, NACellE, RH tol
-
A
FW
i,
A
FS
J5
~"-
PI r--l103
I I-l
, I PS-P-SRI - . 3-
P5
1-
P P I -U·J5-P -. 3 \J r - 181A12
PS·R·SR1- t 3- R PI·I·J5-R - . 3 I r - 196AI2
II .
IC SRI.PS-S " ~ ~ S
a
JS·S-GS23 - . 3 r- -~ 91-12-01
I ~ - SR'.P5·0' +3- : - JS·O·GS23 _ . 3
~OOT-
PROP DEICE SRI SLIP
RING ASSY-
® E3 BRUSH MODULE
91-27·01 E- ~
0!-
GS23
(TYPE 4 PLCS)
PROP DEICE
Al ASSEMBLY - PROP DEICE to1

@)W9
C ..L
I J.. J
B ~'r. "I
~
I ~r. I @) E23
MOV
"' MODULE
A214 ASSEMBLY ENGINE SECTION, RH /\ I , /\2
Figure 30-26. Propeller Deice Diagram-UE (Auto)

Flight~ty.
5175 5180
MANUAL PROP
DEICE CONTROL
TPL
FfOBUS
CB239
AUTO PROP
DEice CONTROL A223 PANEL ASSEMBLY - SUBPANEL, LH INBOARD Al
R GEN BUS
K2'Kl _.~]J&.....o---- CBS-K2 - . --Co--
35A
Fl22-CB8 - •
J1-4-K2 -+ 2 CBB
K2 RELAY - AUTOMATIC
CA2 PAOP DEICE. PROP DEICE
AUTOMATIC F1I6
'·1'-K2 - t 2 A1Wl
~F118-CB7-.
40A A1W2
CB7-Kl
35A Fl13
Kl-R2 - t CBS
L_-+--o--.....-'.--<~ Kl-Kl -.l AUTOMATIC
0-() - PAOPOEICE AIXF3
119 I- Jl-"3-<1 - .2 '1 I' H81A1D- . 3
Kl RELAY- CENTE R BUS
R2 SHUNT-
CRl PROP DEICE,
MANUAL PROP DEICE Al PANEL ASSEMBLV-
AH
121-- J l-I2-K 1- ., LIM ITER , NACELLE, RH
I--C66-J "-3 - - . , - - ? o - R2·CB6 - .

15A
C6B
CB5·Jl·S - . ' - - ? o - R2.CBS - .

15A
CBS
91-26 '-_ ......--.J
Ales
GS23
ASSEMBLY - PROP DEICE Al

C
Figure 30-27. Propeller Deice Diagram-UB/C (OFF)

Flight§.~~ty.
5"::'
CURR ENT SENSORS
--Amr
24-66-(11
W4
P129 Jl
ON GRO UN D-LOW POWER
91<16-01 [ _ . - 3-" ~"" ."
W~~mN~~'tAT
d ' INFLIG HT-HIGH POWER
~
AI81 PANEL ASSEMBlY /'
CIRCUIT BREAKER. UNDERFlOOR
15A
SI5 -ST,6,lL
WARNING HEAT
TI H9OA16 -
P311 J'
J I--- Jl .J.Al -
~ r-u?-r:::
:-
)- Al ·A2 _
D ~Jl .0 A' .C
~.C'A2'~...J I A2:'
,0.,223 PA NEL ASSEMBlY -
SUBPA NEl, LH INBOARD
,-- K ~Rl-Jl .K
I STAll HEAT
I R'• I"- Rl -KI ·Ct -
EW303A22:::J
W303822
- L
,Ar--
R2 -Jl ·L
R2
AI-A2 ,
R2 Kl . C2
o
i
W303C22 L :2.Kl.NC2 ----0
E r -
-
Kl .N02.$P\- - I : 0
RH(l·NCt- - o I
r-- Kl . N01 -S P1 ~ I
"REL"1 ~:
STALL WARNING
SENSOR HEAT
RI -Kl -
CRI
CONTAOL
Kl ·Jl ·E
"
L - K2-C2-Jl-
~ Al . NO'K2-NC2 -
L...-K2.Cl-Jl.B~"'---SP' .K2.N0 1 -
,
• ~A2-NQ..K2-NC2
:2 _
-
STA.rt::.~~~
SENSOR HEAT
R"K2-
CA2
MONITOR
W",,, C K2·Jl ·C
A150 PAN EL ASSEMBLY STALL WAR NING, HEAT
@
J1(16:Al07PI ue ~
@ 9HS-{)1
~
r:-
,• : ,•
Jl06 Al07Pl AIR •
r--- - S2-2-2O ~ :
-
-O""I SO'20
- 08A22
L--- JBA22
024"22
E
J
$ 1·6-20
Sl -2-20
5 1-3-20
51+20
OO~
,
W93B22 -
S
~ H94AI6 _ B ~ _ S2·3·_
GNa" S2 SWITCH
- D6D22 H 51 -4_<'0 GEAR SOU ....T
SI SWITCH-
LOC K-DOWN
Al07 SWITCH ASSEMBLY -
r- '- " ~
91-15-01 [- -
_ 52_1_20
lANDING GEAR. LJ-i

Al07 SWITCH ASSEMBLY
""" , J""
J31";t302B22 .
LANDING GEAR. LH
~ '" CA "'" J P263

""
r H95Al6N ~ H95BI6 7 GROUND
H92A16 - M _ 1-I92B16 "" 6 VANE HEAT
I P315 J315
, I- H93A16N , _ H93B16 "'" MT127P1
FACE
I
AHI POWER
SOURCE PCB i 1~ ~
- -] 91
L- H91AI6 - L _ H9181
..I:»Ir -n MT~P2
~
f>lATE
HEATER
,C r-- W99C22 , - W99B22 "'" 8 SELF TEST

S IGNAL
STAll
'" ~~22 w,, Jlt: t :L22 w., _IJ@: "0' ". w,m
WARNING '"
",C -
WH-22
BL -22 C r BL-n
CO MPUTER
OSC - W!-I ·22 0 I- WH -22 '''' J seCONOA"'

'60 - QR-22 E r OR -22 "'"
'-- - -] 91
W45S J W4S3 J MT 127
TRANSDUCER
LOR'
"233 OUTBOARD SECTION ASSEMBLY WING . LH
Figure 30-28. Stall Heat Diagram-UE (ON-On the Ground)

Flight~~ty.
STALL WARNING VANE HEAT NOTES

The li ft transducer is equipped with ant i-icing
capability for both the vane and the mounting
pl ate. The heat is controlled by a STALL
WAR N heat switch. The level of heat is re-
du ced for ground operation and is automati-
call y increased when the aircraft take s off.
The UE model also incorporates an amber

STALL HEAT annunciator that will illumi-
nate whe never insufficient current draw is
bein g applied to the vane. The light will
also be illuminated whenever the swi tch is
in th e OFF position.

Flight~~ty.
CURR ENT SENSORS

--A' lW4
24·66·01
Pl29 Jl
ONGRO UND-LOW POWER
~. 91 · 3(;·01 [. - - S-'-- ,- L1 W~~~~N~~'tAT IN FLiG HT- HIGH POWER
~
I ''''''''''LA'","",-,- / '
CIRCUIT BREAKER. UNDERFl OOR
I~A
Sl~TALL
T H00A1S -
P311 JI
J r Jl.J.A l- 1LY-c _A"A2 _ ~
'~ '
WARN ING HEAT 0 ~ Jl .D.A l .C 0-
A223 PANEL ASSEMBLY
SUBPANEL. Ui INBOARD
~1.C'A2.;4 1
r:::::=== A2:.Rl -
A2
- K~hll.K
"'" L .c,-
I STALL HEAT
I AI R 1 . K1
Ew,""",
W303A22:::J r- ~ ~.J1-l - ~ R2-Kl-C2
Al .R2
d
W303C22 B A2'Kl'NC2 ~
E r - - Kl -N02-SP1----.l 1
L...-- RI _Kl_NCl
~ Kl·NOI ·SP1 ---.J. :
"RELA': ~:
STALL WARNING
SENSOR HEAT
,,_
RI-KI
CAl
CONTROL
KhJl -E
"
o-- A l . NQ· K2-NC 2-
'.
- K2.C2.Jl -~ :2 -
; A2-No-K2-NC2
L--K2 .Cl.J l-B~SP1 . K2 ' N01 _
"'A'lA'-
STALL WARNING
SENSOR HEAT
~ ';' •'"
. CR2
w,m C
MONI TOR
K2·Jl.(;
A 150 PANEL ASSEMBLY STALL WARNING. HEAT
@
Jl06: Al07Pl
~
"' 6;-
:
•
® ..,..
91 ·15-01
-"''I ' '

Al07Pl
~R
W93822 _ "'" I
~ J6A22
- D8A22
E
51 ·6·20
1-2·20
S1·3·20
, ,
II
L - H94A,6 _
5
B :::: 1- 52-2.20
r S2-3--20~
I
GNrr 52 SWITCH
-
_ 024A22 J 51+20
- 06D22 H 51-4-20
GEARSOVAT
51 SWITCH _
LOCK-DOWN
A,07 SWITCH ASSEMBLY -
H96A16N _
91-15-01 [--
• f- S2-1-20
tANCING GEAR . LH
Al07 SWITCH ASSEMBLY
P5~hlOl tANDING GEAR. LH
J3,F
W{ ",C - H95AI6N
B22
•
""J "'''
I-- H95816
" . 7 GROUND
p",
L ff92A16 - M ~ H92B16 6 VANE HEAT
I P315 J315
, _ H93A, , I - H93816 "'"
MT127P l
I A 141 POWER
SOURCE PCB
_r ':1-
,C t--- W99C22
• -] 91
- HQ1AI6 _ L
,
r - H91816
~W99B2
.- MT127P2
p,,,
FACE I ~
e<A"
HEATER
8 SELF-TEST
SIGNAL
~;" w<sc_t : ~;" w",_I~

x:
STALL
WARNING
COMPUTER
SC
"C r - BL•22
WH·22
C -
WH-22
Bl·22
: '
, LO
HI
"C r- WH •22 0 - WH-22 "" J ,"CONO,"'

"C r- 0A.22 , OA·22
P'"
•• ] 91
W456 J W453 J MT ' 27
TRANSDUCER
lI'f
A233 OU TBOA RD SECT ION ASSEMBLY - WING . LH
Figure 30-29, Stall Heat Diagram-UE (ON-Inflight)

Flight~ty.
pm 24·54 1- -] 24-02 P311 JI

28VDC
W"""i W219 '" ",'5-, -'---I--- H9OA16 A Jl·A·RI
CBles
W89C22~W88A22 STALL
WARNING
9U 100
"
CB14S
<EAT
"'
T "" STALL
WARNING ,
""'" A2·A I
W,,,.,, AI46 PANEL A223 PANEL

" ASS£MBlV-
CIRCUIT BREAKER,
ASSEMBlV-
SUBPANEl ,
r - - H91AI6 -
'" WI29A22
W126A22
R< LH INOOARD
H92A16 -
WI27A22'-~CI)
" WI26A22
" Pl1SA20 - -- r H94AI6 -
PI 160f.20 - - -
J 24-53
AlSO PANEL ASSEMBLY - STALL WARNING HEAT ,\1 .
FULL Fl.AP
SIG IN
HAlFS~
W95m-]
W96A22 - 27·51
5
,
FlAP TRA NS W97A22- 1 91 ·15
EXCT SIG OUT
Pl65 Jl65 JHl6-:-I AI07Pl AIR '";"'
WI 17A22Nf l K l ,..+-I-jf.--- W93822 - 5 ~~S2-2.20~~
91-42 [--~ B S2·3- ~
GNO S2SW-
GEAA
SQUAT
r - - H96A 16N- iii! f.----I-- S2·'·20,- @ - - - . . J
W"""~j
"'" tJ=
Jl~
91-1S [ - - .......
SE LF·TEST 6
2:.....a.~
SIG IN JI ·3-56·1
Wl17B22 4 se·2·J l-4 Al07 SWITCH ASSEMBLY -
lANOING GEAR, L Al
1.59[-- 3 56 SWITCH P505 ,1505
. A321 ASSEMBLY - CONTROL AI, . 1
STALL
WARN TEST
~===~"';;;" ;'~6N;;:-:t ;C
; - - - H95A16 N-
" L-
",
91·52 [- -
A230 ASSEMBLY - PEDESTAUCONSOlE
G",,"NO
2BVDC IN
28VDC OUT "
" J2e3
""
MOOlA..ATEO J I21 W314Pl0 '- , ~ H95BI6 ----..::":":q1 7 GROUNO
28V STALL J302 M127Pl
WARN SIG OUT
", W98A20 - . r ; T ' \
32.61 .02 [~ - '-- K I--- H93816 --ur-rn--<I!>~--~
~~~ ~
(I HZ TO 10 HZ) - ) 23-53.ro
"
" "',,,,
P315,:@15
4--~ L
J304
I - - H9IBI6 -{:n--1!~+--...J
MI27P2 HEATE~ r
:" "
STALL WARN 0;
OfF SIG
L- M I--- H92BI6' _ _ _ _PC"'<j° 6 VANE HEAT
TRANSDUCER
SELF·TEST , I iii moe"
P342 SELF.TEST
" """
E
StGOUT
iii ,C iii F - 1iI--'.::(j
",,;' SOGNAl
TRANSDUCER
HI SlG OUT
" BLU'22
lIr
BLU·22
III 'B BlU 22 IU P336 2 HI
TRANSDUCER , '" 1111
J
WHT·2 5C WHT· 22
WH~~~.J
,." W45~
LO SIG OUT P33 5 LO
BLU-22 -------4iI- C
_~ER [
..C BLU·22
I - - BlU22
WHT·22 ,------111- 0 ~ WHT.22 P331 4 SECONDARY
SEC~RY
SIG IN " "C
,0;
WHT'22
,------111-- E t-- ORN-22 P339 3

'" ORN·22 OR N·22
C-_--l
EIIII! C~PUTER _ W449 l-- - -] 91-23 L W4!)3 '-4T 121
TRANSDUCER
~WARNIt-fG LOFT
A23:l OUTBOARD SECTION ASSEMBLY WING, LH
Figure 30-30. Stall Heat Diagram-UB/C (OFF)

Flight§!!~ty.
QUESTIONS
1. Eng ine inl e ts a re a nti-i ced : 6. Whi c h o f th e fo ll owin g is tru e concern_
A. B y th e ine rtial se pa rator sys te m in g the boo t de ice sys tem ?
B . By th e e ng ine bl ee d-air sys te m A. Sin g le-cy cle se lecti o n will no t OCCur
C. E lect rica ll y unl ess at leas t o ne in c h of ice is se nsed
by th e ice de tec t pro be.
D . By th e e ng in e ex hau st a ir
B . Sin g le-cycl e ac ti vati o n initiates three,
s ix -se co nd interval s to compl e te a
2. The pito t/s ta tic masts c urrent se nso rs fo r
full cyc le .
U E mode l s a re lo cated :
C. The manual pos iti o n o nl y actu a tes the
A. Behind th e o verh ead pan e l boo ts for s ix- se cond inte rval s.
B . [n th e nace lle e lec tri cal equip - D. Th e manu a l se le cti o n actu a tes the
me nt area boo ts for th e dur a ti o n th e s witch
C. Behind the copil o t' s circ uit - is he ld .
breake r panel
D . On th e a ft sid e o f the fo rwa rd pres - 7. Whi c h relay(s) is/are actu ated wh e n high
s ure bulkhead he at is a ppli e d to the wind shield ?
A. Hi g h heat re la y only
3. T he E NGIN E ICE FAIL li g h t illumin a tes
B. Low hea t re la y onl y
_ _ ---:c-,-:-seco nd s a ft e r the in e rtial se p-
ara tor fail s to reac h its selec ted pos iti o n. C. Lo w a nd hi g h heat re lays
D . An y o f th e a bo ve
4. Br a ke dei ce s hut s o ff aut o mati ca ll y
,..--_ _ _ minutes afte r the landing gea r 8. Norm a l prope ll e r de ice a mmete r load is:
is retracted , if it has not bee n s hut o ff A. 24- 30
manually . B. 26- 32
C. 32-38
S. A brake dei ce ove rhea t is d e tec ted by: D . B o r C (d e pe ndin g upo n mo del )
A . A singl e continu o us overh ea t warnin g
loop similar to th e en g ine fir e loo p 9. Pow e r fo r pr op deice in th e automatic
B . Phot oe lec tri c ce ll s s tra teg icall y lo- mo de mu st al so go thro ug h the ma nual
cated within the wheel we ll s prop de ice relay.
C . An EVA tubin g system similar to th e A. Tru e
bl eed -a ir warnin g sys tem B . Fa lse
D . A sys tro n-do nn e r overh ea t
warnin g sys tem fll. Fai lure of the :-:.,--,-_ _ _ :--_-;:-;--:
wo uld a ll o w full volta ge to the stall heat
sys tem o n th e g ro und.
A. Left landin g gea r dow n lock s witc h
B. Ri g ht landin g gear d own lo c k switch
C. Left la ndin g gear squ at s witc h
D. Ri g ht la ndin g ge ar squ a t sw itch

Flight~ty.
CHAPTER 31
INDICATING AND RECORDING SYSTEM
CONTENTS
Page
RODUCTION ........ ... .... .. ... .. ... .. .... ... ... ... .. ......... ............. ..... ...... ..... ... ... .. .... ...... ...... ......... 31-1
NUNCIATOR SYSTEM .... .. .. ...... .... .. .. .. ... .... .... ........... .. .. ... .... ...... ....... ... ... ... ... .. ... .. ...... .. 31-3

Flight~ty.
ILLUSTRATIONS
Title Page
.1 Annunciator Lights-UE ...................................................................................... 31-2

.2 Annunciator Lights-UC ........................... ................... ........... ..... .... .................... 31-4
-3 Annunciator Lights- UB ...... ........... ............. .. ....................................................... 31-5
-4 Press-lo-Test Circuit ...... ............... ............................ ............... ............................... 31-6
-5 Annunciator Logic .... ..... .............. ........................................ ..... ............................ . 31-7
-6 Control Card Functions ................................ .. ............... .. ....................................... 31-8
.7 Annunciator Power and Control ............................................................................ 31-8
.a Annunciator Power-A 141 PCB ...... .......... ..... ............. .. ....................................... 31-9
-9 Annunciator PCB Locations ............. ............ ........ ... . ......... .............. ......... ........... 31-10

FlightSafety.
w..........
CHAPTER 31
DICATING AND RECORDING SYSTEM
DUCTION
chapter presents general information on the cockpit instrument panel and master
. lights system.

31-1
Flight~ty.
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31-2 FOR TRAI NING PURPOS ES ON LY

.-
FlightSafety.
UNCIATOR SYSTEM NOTES
.annu lnc,· ator syste m cons ists of a red warn-

ann uncia t o r panel locate d in th e
d, and an amber caution , green ad-
and a wh ite s tatu s annun c ia to r panel
in the ce nte r su bpane l area.
NOTE
The stat us portion is o nl y app licabl e
to th e 19000 mode l.
illu mi nat io n of a red warning o r an a mber

li gh t w ill tri gger its assoc iated mas-
warni ng or master caution li g ht to flash.
· ng e ither the pilot 's or copilot's mas-
ng o r ca uti o n li g ht sw itch will reset
te m in the eve nt a ny ad diti o na l m a l-
sho uld occur. An advisory or sta-
will not illuminate the
vari ou s warning , caution , advisory, a nd

syste ms run throu g h a se ri es of printed
t boards ( PCB s) to illumin a te the ap-
·ate an nun cia tor sys tem light s .
uni qu e PCB is th e annunciator power

card . It contains a large number of
fu ses corresponding to the annunciator
tha t it monitors. Should a fa ilure occur
of th ose c ircuits , a fu se will ope n and
th at circuit from the res t o f th e card.
a pi co fuse opens, it wi II a Iso tri gger an
ANN PWR SOURCE annunciator to
1II'lIl1al'e. This would indi cate a partial loss
to the a nnunci ato r sys te m .

Flight§,~~ty.
WARNING PANEL
L DCGEN L FUEL QTY BATTERY CHARGE BATTTIE OPEN R FUEL QTY R DCGEN
I I I II I
L FWVALVE L FUEL FEED L GEN TIE OPEN R GEN TIE OPEN R FUEL FEED R FWVALVE
I I I II I
L ENG ICE FAIL L BKDI OVHT HYD FLUID LOW 'MAN STEER FAIL RBKDIOVHT R ENG ICE FAIL
I I
'ANTI SKID FAIL 'PWR STEER FAIL ANN PWR SOURCE
I I I
I L NO FUEL XFR
1- 1- 1 R NO FUEL XFR I
*PWR STEER ENGA
L AUTO FEATHER LIGNITION ON TAXlUGHT EXtERNAL POWER RIGNITION ON R 6 11

·1 " :'
L ENG ANTI ICE LBKOEICEON 'ELEe TRIM OFF MAN TIES CLOSE RBKDElCEON RENG ANTI ICE
LENVIROFF FUEl TRANSFER AIRCOND RENVIR OFF
'OPTIONAL EQUIPMENT
Figure 31-2. Annunciator Lights-UC
31-4 FOR TRAINING PURPOS ES ON LY

-
FlightSafety.
...
l DC GEN l FUEL QTY BATTERY CHARGE BATT TIE OPEN R FUElQTY RDCGEN
l FWVA lVE l FUEL FEED l GEN TIE OPEN R GEN TIE OPEN R FUEL FEED R FWVAlVE
l ENG ICE FAil lBKDIOVHT HYD FLUID LOW MAN STEER FAil R BKDI OVHT R ENG ICE FAil
l CHIP DETECT ANTI SKID FAil PWR STEER FAil R CHIP DETECT RAUlO
TAlOLIGHT EXTERNAl. POWER RIGNIOOMON
LBKDEIC£ON £tEClRIM OFF MAN TIES a.OSE RBKDElCEON RENG ANn ICE
A1RCONDN, RENIIIROFF
Figure 31-3. Annunciator Lights-UB

Flight~~ty.
FROM ANNUNCIATOR TEST SWITCH
r--------------------J- 2- , P5~ ~ 31·51-01 - W26C20; J . . P263 ~ 1

31 -51-03 _ W26J20
SPARE 2 W278A22 " - - W26E20 W26D20 _ 1
SPAR E 37
SPAR E
36 2
3 r--'
EXTERNAL POWER 19 W233A22 4
24-41 C W231B22 - 5 r--'
A IGNITION ON 20 W234A22 6
R AUTOFEATHER 21 W235A22
80-12 ( J11D20 -
8
7 r-
RH
MAN TIES CLOSE 10 W230A22
61-22-02 ( - K72A22 - 9
10 r:::--...-'
GREEN 24-52 ( P28C20 - 11 r - - '
(OPT) R BK DEICE ON 11 W232A22 12
32-41 C H207A22 - 13 r - - '
R ENG ANTI -ICE 12 W23BA22 14
AIR COND Nl LOW 13 W229A22

[ W211 B22:1-
30-21-02 W211A22 W211C22- 15
16 f--J
17 r - - '
21-51 ( - H195A22 -
14 W228A22 18
SPAR E
R ENV1A OFF 15 W237A22
19
20
r-
21-31 -02 C- H142B22 - 21 r - - '
KEY 22
23 i-->"
24
25 r - - ' ...
3 W172D22
~W172A22
RH r OS 34 THROUGH 36
GREEN POS40THROUGH42 28 -
COMMON pas 46, 47, 48 30
W172C22
W172822
31 -51-02
30-11
c- -
52. 53 & 54
--J 31 -51-03 31-51 -01 J P313
9
J313 A140 PWB MODULE ASSY
RH ADVISORY LIGHT TEST
AND SURFACE DEICE
J1 P26B 31 -51-01 ~ -3 91-46 TlME DELAY A 1
lH ~ POS 43, 44 , 45 27 W149B22 ~ W149A22
GREEN 49, SO, 51
pas 37 THROUGH 39 25 W149C22
COMMON pas 33 THROUGH 35 37 W149D22
P351 -.J1 I-
24
25 '--*'
22
FUEL TRANSFER
KEY 29
12 W180A22
32-52-01 C G126A22 -
20
21
18
,.....
23 f--*'
28-21 ( - Q16C22 - 19 ~
SPARE 11 W157A22 16
17 '--*'
L ENVIR OFF 10 Wt85A22 14
21 -31-01 ( H130B22 - 15 '--*'
9 W178A22 12
(OPT) ELEC TRIM OFF
27-31 c- Caol22 - 13 f--*'
(OPT) l BK DEICE ON 8 W92A22 10
lH
GREEN
L ENG ANTI · ICE 7 W139A22
32-41 C
30 21 01 [ - - W2 14A22: rW214B22 -
- - - - W214E22
H205A22 - 11
8
9
,.....
:----*'
TAXI LIGHT 18 W140A22 6

33-46 C l189A20 - 7 f--*'
L IGN1TION ON 17
W179A22 4
BO- 11 C J2D20 - 5 '--*'
--
l AUTOFEATHER 16 W1 84A22 2
61-22-01 ( - K73A22 - 3 f--*'
W281A22
SPARE 33
SPARE 34 W282A22 W26F20 ~ W26H20 . f.1-
31 -51-03 (- ~~~~~g 91-48 [;-oJ
PWR STEER ARM 35 W283A22
A129 PWB MODU LE ASSY
---J 31-51-03 ADVISORY LIGHT TEST AND
ICE VANE SENSE , lH A 1
FROM ANNUNCIATOR TEST SWITCH
E302 LIGHT ASSEMBLY - LEGEND
CAUTION AND ADVISORY A 1
Figure 31-4. Press-to-Test Circuit
31-6 FOR TRAI NING PURPOSES ONLY

..-
FlightSafety.
1. ADVISORY LOGIC
• PTT
GREEN \ -_ _ _ _ _~ ADVISORY
ANNUN
INPUTS CARD
2. FAULT LOGIC
• PTT
RED FAULT
OR
AMBER '<------~ DETECTION
CARD
INPUTS
CONTROL
CARD
Figure 31-5. Annunciator Logic
FOR TR AINING PURPOSES ONLY 31-7

Flight~ty.
; • ALL OTHER LIGHTS

PTI
,
REDOR
AMBER ANNUNCIATOR
I
INPUTS
-l FAULT
CARD
_T
AUTO DIM
,
I I
..
I I
I
l(Q
I
I I
MAST ER
WAR N
-- OSCILLATOR I
I
CONTROL CARD FUNCTI ONS:
• OSCI LLATORS
I
I • DIM CONTROLS
I • CAUTION CANCEL
I • GEN OUT LIGHTS
/
/
CONTROL • AUTO DIMM ING
~
CARD • DARK COCKPIT
MASTER
• PILOT FLIGHT INSTRUMENT LIGHTS ON
CAUTION
• OVERHEAD FLOOD LIGHT OFF
• AT LEAST ONE GENERATOR ON-LINE
Figure 31-6. Control Card Functions

US 1-53
ANNUNCIATOR CONTROL PCB

ANNUNCIATOR
POWER
PILOT MASTER ANNUNCIATOR
COPILOT MASTER ANNUNCIATOR
ANNUNCIATOR PTI
LH AND RH ICE VANE SENSE

ANNUNCIATOR
IND LH AND RH FIRE
LH AND RH OIL PRESS
INV OUT
CABIN ALT WARN
Figure 31-7. Annunciator Power and Control

~
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INDICATING AND
RECORDING SYSTEMS
Flight~ty.
PC BOARD MODULE IDENTIFICATION-UB/C
ZONE 143-BETWEEN FS 183-198

A 125 ANNUNC IATOR CONTROL
A 126 RH FAULT DETECTION
A127 LH FAULT DETECTION
A129 LH ADVISORY AND ICE VANE TIMER
(SURFAC E DEICE PORTION NOT USED)
A130 RH N, SPEED, BATTERY CHARGE,
RH ICE VANE TIMER
A140 RH ADVISORY AND SURFACE DEICE TIMER
(ICE VANE TIM ER NOT USED)
A 141 ANNUNCIATOR POWER SOURCE
(U B-54 AND AFTER )
A 170 (OPTIONAL) BATTERY CHARGE, BRAKE DEICE
CONTROL (BATTE RY CHARGE NOT USED)
A257 BUS-TIE CONTROL
ZONE 143-BETWEEN FS 200-213

A 112 (OPTIONAL) ANTISKID TIME DELAY
A31 7 BLEED-AIR CONTROL
E173 FIRE EXTINGU ISHER CONTROL
E243 BLEED-AIR OVERTEMP CONTROL
E316 LANDING GEAR TIME DELAY
o
o o
o
I'-------/-!\~\
0
FS FS FS
183.25 198.25 213.25
PC BOARD PC BOARD RELAY

BOX ASSEMBLY BOX ASSEMBLY
CABIN ALT
WARNING SWITCH
Figure 31-9. Annunciator PCB Locations (Sheet 1 of 2)

FlightSafety.
"'''"'''''''''''
PC BOARD MODULE IDENTIFICATION-UE

ZONE 143
A125 ANNUNCIATOR CONTROL
A126 NO.2 ANNUNCIATOR FAULT DETECTOR
A127 NO. 1 AN NUNCIATOR FAULT DETECTOR
A1 29 NO. 3 ANNUNCIATOR FAULT DETECTOR
A130 RH ICE VANE , N1 SPEED, AND BATIERY MONITOR
A140 NO. 4 ANNUNC IATOR FAULT DETECTOR
A141 ANNUNCIATOR LEGEND POWER SOURCE
A142 NOTUSED
A 143 NOT USED
A170 BRAKE DEICE, LH ICE VANE , AND EXT POWER
A257 BUS-TIE CONTROL
A3 19 NO. 5 ANNUNCIATOR FAULT DETECTO R
GROUNDING
,~
. t 4'~""'~'
2-RECEPTACLE PFX CO NTACT
CABLE CLAMP (ANNUNCIATOR
, DIMMING TRANSISTOR
: ," CON NECTOR )
~ :: I'. / -~ { DIMMING
~u----~utUtQj7 ;6----~ ~ )
GROMMET - "7 TRANSISTORS
(01 AND 02)
,( ,, ,
, ,
0', "0
,
IIII" IIII" I I ""
e 0
:e,,
,
, I l\e ~ ie
~
~
0
~ ,,
~
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ro ,
I •• I •"•
m
~ ~ ~
~
R ~ ~ ~ ~
~ ,,
,,
eI ~ I ~ ~ g ~
~ :, ..
, 0 0
:i
,,
0 :
III IIIII IIII I I " 0
""
CABIN ALTITUDE ,,
,e'' '
WARN SW (S1 17)
I, '~: 8 I [VIle 3~' , ~
t]'- --- - -- - --- ___
--~1.
---7--- --
:., --""
<-; ,,
~
RACK SUBASSEMBLY- _---'>..
CIRCUIT CARD
: I..... MODULE RAI L , / :. -7

,,
,~
GROUNDING ~ ./
- BLOCK
(J155) FS
FS 198.25
183.25
Figure 31-9. Annunciator PCB Locations (Sheet 2 of 2)

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INSERT LATEST REVISED PAGES, DESTROY SUPERSEDED PAGES

LIST OF EFFECTIVE PAGES

Dates of issue for original and changed pages are:

'Zero in this column indicates an original page.

At the time of printing it contained then-current information. In the event of conflict

FOR TRAINING PURPOSES ONLY

FlightSafety Learning Center

Copyright © 2007 by Fli ghtSa fety Intern ati ona l, Inc.

FOR TRAINING PURPOSES ONLY 1-1

1-2 FOR TRAINING PURPOSES ONLY

FOR TRAINING PURPOSES ONLY 2·1

FIRST ELEMENT ------,1 I -----'IT'l-IIiRD ELEMENT

WHEN CHAPTER (SYSTEM) ELEMENT

THIS DIGIT REPRESENTS A SUB-

Figure 2-1. ATA 100 Numbering

2-2 FOR TRAINING PURPOSES ONLY

Information beyond the scope of these man - REGULAR REVISION

FOR TRAIN ING PURPOSES ONLY 2-3

DIVISION OF SUBJECT NOTES

2-4 FOR TRAIN ING PURPOSES ONLY

SERVICE BULLETIN • Structural repair manual

Communiques are also issued on a random

MODEL SERIAL NUMBER

1900C UC- I-UC -174

1900C (CI2J) UD-I-UD-6

• 1900 Maintenance Manuals

FOR TRAINING PURPOSES ONLY 2-5

AFT BAGGAGE/CARGO COMPA RTMENT

AFT PARTITION BAGGAGE WEB

Figure 2-2. UE Cabin Arrangements

FOR TRAINING PURPOSES ONLY

• Upgrad ed Collins RMl36 (30)

Useful Load (maximum) 6,893 . 6,899 ATA-25 Equipment and

MODEL DIFFERENCES BY ATA ATA-26 Fire Protection

ATA-21 Air Conditioning

ATA-22 Autopilot • Control cables rerouted for rotor burst

ATA-23 Communications ATA-28 Fuel

• Flight Data Recorder-standard • Refer to page 28-14 for additional

• Upgraded Collins-ADF 462 (ADF 60)

FOR TRAINING PURPOSES ONLY 2-7

Figure 2-3. UE General Arrangement

2-8 FOR TRAINING PURPOSES ONLY

1. WEATHER RADAR ANTENNA 11. AILERON TRIM TAB

Figure 2-4. UAIB General Arrangement

FOR TRAINING PURPOSES ONLY 2-9

BEECH 1900 AIRLINER MAINTENANCE TRAINING MANUAL

Figure 2-5. Emergency Exits

2-10 FOR TRAINING PURPOSES ONLY

ATA-31 Instruments ATA-61 Propellers

o Crew mask with added microphones

FOR TRAINING PURPOSES ONLY 2-11

Figure 2-6. UE Subpanels

2-12 FOR TRAINING PURPOSES ONLY

Figure 2-7. UC Subpanels

FOR TRAIN ING PURPOSES ONLY 2-13

Figure 2-8. Line Servicing Data (Sheet 1 of 2)

2-14 FOR TRAINING PURPOSES ONLY

CD FUEL TANK FILLER CAPS

(NO AUX TANKS ON UB MODELS)

® HYDRAULIC FLUID RESERVOIR (BRAKE)

® REFER TO PRATT & WHITNEY SERVICE BULLETIN

24 VO LT, 23-AMPERE HOUR OR OPTIONAL

MAIN HYDRAULIC FLUID RESERVIOR-