Geechcraft. King Air. E90 PILOT’S OPERATING MANUAL This book is incomplete without a current FAA Approved Airplane Flight COPYRIGHT © BEECH 1994 PIN 90-590012-5 PIN 90-590012-5A8 Issued: March 17, 1972 Revised: August, 1994Published By RAYTHEON AIRCRAFT COMPANY P.O. Box 85 Wichita, Kansas 67201 U.S.A NOTE Where Beech Aircraft Corporation is referred to in this publication, itwill be taken to read Raytheon Aircraft Company. EXPORT STATEMENT Exported under the authority of license exception: TSU. “These commodities, technology or software were exported from the United ‘States in accordance with Export Administration Regulations. Diversion contrary to U.S. law prohibited.” Raytheon = Raytheon Aircraft General Aviation Company GAMA Manufacturers Association ‘Member of GAMAisa bow ee ae aut oh aca, wn ect cant at ne vn sc i cote eo he me caer th ae. ‘ve it page. Eas pages tlowed by ery out Senate mnahe he page el ao gray ave re 2 Pano ake tet of las LIST OF EFFECTIVE PAGES| Always destroy superseded pages when you insert revised pages. BEECHCRAFT KING AIR E90 PILOT'S OPERATING MANUAL. PIN 90-590012-5 inal March 17, 1972 At Revision February 23, 1973 ‘82 Revision March 31, 1973 ‘AS Revision ‘Aa Revision ~. ‘AS Revision ‘October 31; 1977 ‘AG Revision May 20, 1988 [AT Revision “Sciober 31; 1990, ‘AB Revision ‘August, 1994 See : mmm Soe FRA Fight Manual Lop of evstons FAA Log of Fevisions : “See FAA Flight Manual Log of Revisions Section tu IV : . Propeller Synchrophaser - OFF . Autofeather Switch - ARM Flaps - AS REQUIRED. Landing Gear - DOWN Landing and Taxi Lights - AS REQUIRED . Pressurization - CHECK Propeller Levers - HIGH RPM AFTER TOUCHDOWN 1. Power Levers - BETA RANGE AS REQUIRED AFTER TOUCHDOWN MAXIMUM REVERSE THRUST LANDING CAUTION To insure consistent reversing characteristics, the Propeller Controls must be in the FULL, INCREASE RPM position. 1. Condition Levers - HIGH IDLE 2. Propeller Levers - HIGH RPM 3. Power Levers - LIFT AND REVERSE AFTER TOUCHDOWN 4. Condition Levers - LO IDLE CAUTION If possible, propellers should be moved out of reverse above 40 knots to minimize propeller blade erosion. Care must be exercised when reversing on runways with loose sand or dust on the surface. Flying gravel will damage propeller blades, and dust may impair the pilot's forward visibility at low airplane speeds, BALKED LANDING |. Power - TAKE-OFF Propeller Levers - HIGH RPM Climb at Balked Landing Climb Speed (FAA PERFORMANCE SECTION). |. Airspeed - Accelerate to 100 KIAS. 5. Flaps - UP Landing Gear - UP FAA Approved Revised: June 21, 1976 King Air E90 Airplane Flight ManualAFTER LANDING 1, Landing and Taxi Lights - AS REQUIRED 2. Ice Protection - OFF 3. Electrical Load - OBSERVE LIMITS 4. Trim - SET 5. Flaps - UP ENGINE SHUTDOWN AND SECURING 1, Parking Brake - SET 2. Inverter - OFF 3. Avionics - OFF 4, Light Switches - OFF 5. Autofeather Switel - OFF 6. Fuel Control Heat Switches - OFF 7. Cabin Temp Mode - OFF; Vent Blower - AUTO. 8. Battery - CHARGED (BATTERY CONDITION CHECK - Refer to page 2-11) 9, ITT - BELOW 585°C FOR ONE MINUTE, 10. Propeller Levers - FEATHER 11. Condition Levers -CUT OFF 12, Master Cockpit Light Switch - OFF CAUTION Monitor ITT curing shutdown. If sustained combustion is observed, proceed immediately to the ENGINE CLEARING procedure on Page 2-3. During shutdown, ensure that the compressors decelerate freely. Do not close the Fuel Firewall Valves for normal engine shutdows 13, Battery and Generstor Switches -OFF 14, Control Locks, Pitot Covers, Tie-down and Chocks - AS REQUIRED CAUTION ‘The standby pumps are connected fo the batttery bus. Failure to turn these switches OFF will discharge the battery. NIGHT OR INSTRUMENT FLIGHT (BEFORE TAKE-OFF) Internal Lights - CHECK External Lights - CHECK Flight Instruments-CHECK . Instrument Vacuum and Deice Pressure - CHECK (HIGH IDLE) 5. Voltage and Loadrmeters - CHECK. Engine Auto.ignition - CHECK ICING FLIGHT CAUTION Stalling airspeeds should be expected to increase when ice has accumulated on the airplane due to the distortion of the wing airfoil. For the same reason, stall warning, devices are not accurate and should not be relied upon. Keep a comfortable margin of airspeed above the normal stall airspeed with ice on the airplane. Maintain a minimum of 140 knots during sustained icing conditions to prevent ice accumulation on unprotected surfaces of the wing. To ensure adequate windshield antiicing protection, operation in icing conditions at or below ambient temperatures of -24°C is not recommended. Check all systems before take-off when icing flight is anticipated. FAA Approved Revised: January 17, 1975 King Air £90 Airplane Fight Manual 271. Engine Amti-Ioe 4. Before take-off: 1000 ft Ibs torque or above (1) Engine Ice Protection Controls. (2) Extend (pul - Check for torque drop, indicating vane extension (b) Retract (push) - Cheek for torque increase to previous reading, indicating vane retraction @) Power Levers - IDLE b. In Fight: (2) Before visible moisture is encountered at + S°C and below, oF: (2) Atight when freedom from visible moisture isnot assured at + SC and below (@) Engine ice protection - PULL {(b) Check proper operation by noting torque drop () Regain torque by advancing power levers if desired (observe ITT limits) CAUTION If in doubt, extend the vanes. Engine icing can occur even though no surface icing is present. If freedom from visible moisture can not be assured, engine ice protection should be activated. Visible moisture is moisture in any form; clouds, ice crystals, snow, rain, sleet, hail or any combination of these 2. Engine Auto-Ignition a. Before Take-off (1) Power Levers - IDLE (2) Engine Auto-Ignition Switches - ARM (3) Annunciator Panel - IGNITION LIGHTS ILLUMINATED (4) Power Levers - ADVANCE TO ABOVE 425 FOOT-POUNDS TORQUE (Annunciato: Lights - OFF, Green ARM lights -ON) (5) Power Levers - RETARD TO IDLE (Annunciator Lights - ON, Green ARM lights - OFF) b. In Flight: (1) Engine Auto-gnition - ARM NOTE Engine auto-gnition must be ARMED for icing flights and flights at night above 14,000 feet. To prevent prolonged operation of the igniters during descent when auto-ignition is armed, do not reduce power below 425 ft Ibs torque, 3. Surface Deice System 4. Before take-off: Deice switch - CHECK BOTH POSITIONS (SINGLE - Up, MANUAL - Down) (1) Check deice pressure gage (2) Check boots visually for inflation and hold down b. In flight: (When ice accurnulates 1/2 (0 I inch) - Deice switch - SINGLE. Repeat as required, NOTE Either engine will supply sufficient air for deice operation, In the event of failure of SINGLE cycle, use MANUAL cycle. 4, Windshield Heat Switch - AS REQUIRED (before ice forms) 5. Stall Warning Heat Switch - ON 6. Pitot Heat Switches -ON CAUTION Prolonged use of pitot and stall warning heat on the ground will damage the heating elements. FAA Approved 28 King Air £90 Airplane Flight Manual Revised: January 17, 19757. Electrothermal Propeller Deice: CAUTION Do not operate propeller deice when the propellers are static. a. Before Take-off: (1) Propeller Heat Switch - ON (2) Delve Ammeter- 14 to 18 AMPERES ) To check the automatic timer, watch the deice ammeter closely for at lest two minutes. A small momentary needle deflection approximately every 30 seconds shows that the timer is switching and indicates normal system operation b. InFlight (J) Propeller Heat Switch - ON. The system may be operated continuously in flight and will function automatically until the switch is tumed OFF. (2) Relieve propeller imbalance due to ice by increasing rpm briefly and returning to the desired setting. Repeat as necessary. CAUTION If the propeller ammeter reads above 18 amperes or below 14 amperes, refer to the EMERGENCY PROCEDURES section. 8. Engine Air Inlet a. In Flight: (2) Engine Lip Boot Switches - ON (before ice forms) 9. Fuel Vent Heat Switches -ON 10. Wing Ice Lights - AS REQUIRED 11, Statie Air Source - REFER TO EMERGENCY PROCEDURES SECTION ' BLENDING ANTI-ICING ADDITIVE TO FUEL The following procedure will be used when blending anti‘cing additive complying with MIL-1-17686 as the aircraft is being refueled through the tank fillers. Using “HI-FLO PRIST” blender (Model PHF-204), remove cap containing the tube and clip assembly Attach piston grip on collar Press tube into button Clip tube end to fuel nozzle Pull trigger firmly to assure full flow and lock in place . Start flow of additive when refueling begins. (Refueling should be at 30 gal/min minimum, 60 gal/min maximum, A rate of less than 30 gal/min may be used when topping off tanks.) CAUTION Assure that the additive is directed into the flowing fuel stream and that additive flow is started after fuel flow starts and is stopped before fuel flow stops. Do not allow concentrated additive to contact coated interior of fuel cells or aircraft painted surfaces. Use not less than 20 fl oz of additive per 260 gallons of fuel or more than 20 fl oz of additive per 104 gallons of fuel, FAA Approved Revised: February 23, 1973 King Air E90 Airplane Flight Manual 29ENVIRONMENTAL CONTROLS HEATING OR COOLING Pressurization Bleed Air Valves - OPEN (CLOSED for more efficient cooling on the ground.) Cabin Temp Mode - AUTO (Cockpit or Cabin) ‘Vent Blower - AUTO Electric Heat - NORMAL ‘Temperature Control - AS REQUIRED Cabin Air Control - AS REQUIRED to divert cabin airflow to the cockpit. NOTE During operation in AUTO, MANUAL HEAT, or MANUAL COOL, the ventilation blower operates in the LOW position. Turn the vent blower switch to HIGH during very Iiot or cold weather operation, oF high altitude Might for improved circulation, Electric heat in the NORMAL position is automatically controlled when the Cabin ‘Temperature Mode Control is in AUTO. The GROUND MAXIMUM position may be used for fast warmup, Observe Nj, ITT, and Generator limits when operating in this mode. The Electric Heat Switch is solenoid held in the GRD MAX position and will drop down to the NORM position at lift off. DEFROSTER AIR 1, Windshield Defroster Air Control (right side of pilot’s control column) - ON (pull) 2. Pilot andCopilot Ventilation Air Control - OFF (pull, at each lower corner of the subpanel if increased airflow is required) OXYGEN SYSTEM PREFLIGHT OXYGEN AVAILABLE WITH PARTIALLY FULL BOTTLE 100 FAA Approved 1. Check he Oxygen Pres Gage for 2000 sunt pes e ® 1500: 3 2. Determine percent of fll bottle 2 000 from plane page pes = 2 500 g 3. Mutipy oxygen dation in ° mintesby percent of fal bode $e PERCENT OF FULL CAPACITY King ir E90 Airplane ight Manus Revie june 14, 1974OXYGEN DURATION Oxygen duration is computed for Puritan - Zep oxygen masks which regulate the flow rate to 27 Standard Liters Por Minute (SLPM). These masks, identified by an orange color coded plug-in, are approved for altitudes up to 22,000 feet. Cylinder Volume NUMBER OF PEOPLE USING T | Cubic Feet La [2 fs fs fs [o [7 [es [eo [wo ; Sera nas | 2 | 204 | 102 | 6s | a | a6 | 20 [= Js | 2 | |e 2a be [ne | s |r | 6 |= fr | as 64 | 600 | 200 |198 | 150 | 120 | 96 | 84 | 72 | 60 i pei it Lot OXYGEN DURATION Oxygen duration is computed for Puritan - Zep oxygen masts which regulte the flow rate to 37 Standard Liters Per Minute (SLPM). These most, lentiad by 9 ed color Cad plugin, are approved for altitudes up ¢0 30.000 fet, Cylinder Volume. | _ NUMBER OF PEOPLE USING Cubic Feet _v tes [a [s [eo [> Jets [nw DURATION IN MINUTES 2 [rm | 2 | @ | 3 fa |m |a | w | 16 4 | sae J 16 | 10¢ |e foo | ss fas | a | ar | as |e wee | 26 | 148 [108 foe | 72 [60 | se ae | as _ tot IN FLIGHT (Recommended at cabin altitudes of 10,000 feet or above.) The use of oxygen is recommended to be in accordance with current FAR operating rules ‘Oxygen Control - ON Mask - Insert fitting and don mask. NOTE Pilot and copilot masks are under their seats; passenger masks are in seat pockets except with couch installation, where they are located under the seats. the oxygen coupling Disconnect mask by pulling fitting out AFTER USING OXYGEN Oxygen Control - OFF FAA Approved Revised: June 14, 1974 King Air E90 Airplane Flight Manual Oxygen Flow Indicator - Check that the red plunger lifts from its seat when the hose inserted into anNICKEL-CADMIUM BATTERY CONDITION CHECK DURING ENGINE START ‘Start one engine on battery Generator - ON Volt Meter - INDICATING 28 VOLTS After the loadmeter stabilizes, momentarily tum the Battery Switch off, noting the change in meter indication, NOTE ‘The change in loadmeter indication is the battery charge current and should be no ‘more than .025 (only perceivable needle movement) within 5 minutes following a normal engine start. Failure to obtain 2 reading below .025 within 5 minutes indicates a partially discharged battery. Continue to charge battery, repeating the check each 90 seconds until the charge rate decreases below .025. No decrease of charge rate between checks indicates an unsatisfactory condition. The battery should be removed and checked by a qualified Nickel-Cadmium Battery shop IN FLIGHT If an unsatisfactory battery condition is suspected, the battery condition can be checked in flight using the following procedures: 1, Battery Switch - OFF (Momentarily) 2. Loadmeter - NOTE CHANGE NOTE ‘The change in loadmeter indication is the battery charge current and should be no ‘more than .025 (only perceivable needle movement). With a loadmeter indication greater than .025, tum the battery switch off and proceed to destination. (The battery switch should be tumed on for landing in order to avoid electrical transients caused by power fluctuations.) A shutdown battery condition check as outlined below should be made after landing. If the battery indicates unsatisfactory, it should be removed and checked by a qualified Nickel-Cadmium Battery shop DURING ENGINE SHUTDOWN 1, One Generator - OFF 2. Volt Meter - INDICATING 28 VOLTS 3. Momentarily tum the Battery Switch OFF, noting the change in loadmeter indication. NOTE ‘The change in loadmeter indication is the battery charge current and should be no more than .025 (only perceivable needle movement). Ifthe result ofthe first check isnot satisfactory, allow the battery to charge, repeating the test each 90 seconds. If the results are not satisfactory within 3 minutes, the battery should be removed and checked by a qualified Nickel-Cadmium Battery shop. FAA Approved 242 King Air E90 Airplane Flight Manual Revised: June 14, 1974NOISE CHARACTERISTICS Approach to and departure from an airport should be made so as to avoid prolonged flight at low altitude near noise-sensitive areas. Avoidance of noise-sensitive areas, if practical, is preferable to overtight at relatively low altitudes. For VFR operations over outdoor assemblies of persons, recreational and park areas, and other noise-sensitive areas, pilots should make every effort to fly nat less than 2000 feet above the surtace, weather permiting, even though flight at a lower level ‘may be consistent withthe provisions of government regulations. NOTE ‘The preceding recommended procedures do not apply where they would conflict with Air Traffic Control clearances cr instructions, or where, in the pilot's judgement, an altitude of less than 2000 feet is necessary to adequately exercise his duty to see and avoid other airplanes. Flyover noise level established in compliance with 14 CFR Part 36 is: 1 75.0 dB(A) No determination has been made by the Federal Aviation Administration that the noise level ofthis alplane is or should be ac- ceptable or unacceptable for operation at, into, or out of any airport. COLD WEATHER PROCEDURES (SNOW, SLUSH, AND ICE) PREFLIGHT INSPECTION Verify that the tres are not frozen to the ramp, and that the brakes are free of ice contamination. Deicing or anticing solutions ‘may be used on the tires and brakes if they are frozen. Solutions which contain a lubricant, such as ol, must not be used as they will decrease the effectiveness ofthe brakes. {In addition to the normal preflight exterior inspection, special attention should be given all vents, openings, static ports, control surfaces, hinge points, the stall warning vane and wing, tal, and fuselage surfaces for accumulations of ice or snow. Removal of these accumulations is necessary prior to takeott Airfoil contours may be altered by the ice and snow to the extent that their it {qualities willbe seriously impaired. ce and snow on the fuselage can increase drag and weight. Frost that may form on the wing {uel tank bottom skins need not to be removed prior to flight. Frost that may accumulate on other portions of the wing, the tail ‘surfaces, or on any control surface, must be remioved prior to fight Inspect the propeller blades and hubs force or snow. Unless engine inlet covers have been installed during snow and icing con- ditions, the propellers should be turned by hand in the direction of normal rotation to make sure they are free to rotate prior to starting the engines. The removal of frozen deposits by chipping or scraping is not recommended. A soft brush, squeegee, or mop may be used to clear snow that is not adhering to surfaces. If use of deicing/ant-cing fluids are required to produce a clean airplane, special attention must be given to ensure thatthe pitot masts, static ports, fuel vents, the stall warning vane, cockpit windows and the area forward of the cockpit windows are free of the deicing/anti-icing solution. Both wings and both stabilizers must receive the ‘same complete treatment, The type and concentration of deicing/ant-cing solution being applied and the rate of precipitation will affect the length of time the treatment will be effective. See Section I, LIMITATIONS, for alist of fluids. Complete the normal preflight procedures, including a check of the flight controls for complete freedom of movement. ‘After engine start, exercise the propellers through low-and high-pitch and into reverse range (if installed) to flush any congealed oil through the system. TAXING ‘Taxiing through deep snow or slush should be avoided when possible. Snow and slush can be forced into the brake assemblies ‘which may cause the brakes to freeze during a prolonged hold on the ground or during the subsequent fight. Keep flaps retracted during taxiing to avoid throwing snow or slush into the flap mechanisms and to minimize damage to flap surfaces. Glaze ice can be difficult to see. Therefore, taxi slowly and allow more clearance from objects when maneuvering the airplane. BEFORE TAKEOFF ‘After completion of the normal Before Takeotf checklist, verity thatthe airplane is stil free of frozen contaminants. Ensure the runway is free from hazards such as snow drifts, glazed ice, and ruts. FAA Approved Revised: November, 2001 King Air 90 Airplane Flight Manual 243Ico, frost, or snow on top of deicing/anti-icing solutions must be considered as adhering to the airplane. Takeott should not be attempted. I the OAT is +5°C or below and visible moisture will be encountered during the takeoff, engine ant-ice must be turned on. TAKEOFF Allow additional take-off distance when snow or slush is on the runway. Extra cycling of the landing gear when above 500 feet ‘AGL may help clear any contamination from the gear system, When using FAA Approved SAE Type I! or Type IV deicing/ant-cing fluids in the concentrated form, the control column force required to rotate for takeotf may temporarily increase approximately 20 pounds. The cruise, descent, approach and landing phases of fight are not affected by the use of these fluid. LANDING Braking and steering are less etfective on slick runways. Also, hydroplaning may occur under wet runway conditions at higher ‘speeds. Use the rudder to maintain directional control unti the tires make solid contact with the runway surface. ‘Selecting beta range or reverse thrust if installed) can effectively reduce stopping distances on slick runways; however, reverse thrust may cause snow or moisture to be thrown forward, temporarily reducing visibility SHUTDOWN AND SECURING ‘Avoid setting the parking brake, if possible. This will help reduce the possibility of freezing the brakes. Proper chocking can be used to prevent the airplane from rolling. FAA Approved 214 King Air E90 Airplane Flight Manual Revised: November, 2001SECTION III EMERGENCY PROCEDURES SINGLE ENGINE PROCEDURES ENGINE FAILURE DURING TAKEOFF 1. Below Take-off Speed: a. Power Levers - IDLE b. Brakes - AS REQUIRED [finsufficient runway remains for stopping ©. Condition Levers - CUT-OFF 4. Fuel Firewall Valves - CLOSED Electrical Power - OFF (Gang bar down) If aircraft is airborne, and conditions preclude an immediate landing: Power - TAKE OFF Propeller Levers -HIGH RPM ©. Airspeed - MAINTAIN speed at engine failure until obstacles are cleared. Reduce speed only if single engine best-rate-of-climb speed is exceeded Landing Gear - UP. ©. Confirm inoperative engine CAUTION If the autofeather system is being used, do not retard the failed engine power lever until the autofeather system has completely stopped propeller rotation. To do so will deactivate the autofeather cituit and prevent automatic feathering Propeller Iever (inoperative engine) - FEATHER Airspeed - BEST RATE-OF-CLIMB SPEED (after obstacle clearance altitude is reached) Cleanup (inoperative engine: (Q) Consition Lever - CUT-OFF (2) Pressurization Bleed Ait Valve - AS REQUIRED (3) Engine Autoignition - OFF (4) Fuel Firewall Valve - CLOSED (3) Generator Switch - OFF (6) Fuel Conteol Heat - OFF (7) Autofeather Switch - OFF i. Electrical Load - MONITOR CAUTION If smoke or fumes are entering the cabin from the failed engine, close the Pressurization Bleed Air Valve. FAA Approved Issued: March 17, 1972 King Air E90 Airplane Flight Manual a432 ENGINE FAILURE OR FIRE IN FLIGHT/ILLUMINATION OF MAGNETIC CHIP DETECTOR ANNUNCIATOR Affected Engine: |. Power Lever - IDLE . Propeller Lever - FEATHER Condition Lever - CUT-OFF Fucl Firewall Valve - CLOSED Pressurization Bleed Air Valve - AS REQUIRED Fire Extinguisher - ACTUATE (as required) Clean-up (inoperative engine) a. Engine Autoignition - OFF Generator Switch - OFF ©. Fuel Control Heat - OFF 4. Propeller Syachrophaser - OFF 8, Electrical Load - MONITOR ENGINE FLAME-OUT (2nd Engine) 1, Power Lever - IDLE 2. Propeller - DO NOT FEATHER. 3. Condition Lever - CUT-OFF 4. Conduct Air Start Procedures NOTE ‘The propeller will not unfeather without the engine operating. ENGINE FAILURE IN FLIGHT BELOW MINIMUM SINGLE-ENGINE CONTROL SPEED Reduce power on operative engine as required to maintain control Lower nose to acelerate above minimum single-engine control speed Power- AS REQUIRED Power Lever - IDLE (inoperative engine) Propeller Lever - FEATHER . Clean-up (inoperative engine): a. Condition Lever - CUT-OFF b. Engine Autoignition - OFF ©. Generator Switch - OFF 4. Fuel Control Heat - OFF . Propeller Synchrophaser - OFF 7. Electrical Load - MONITOR ENGINE FIRE (Ground) Affected Engine: 1. Condition Lever - CUT-OFF 2. Fuel Firewall Valve - CLOSED 3. Starter Switch - STARTER ONLY 4, Fire Extinguisher - ACTUATE (as required) FIRE EXTINGUISHER OPERATION 1. Complete Engine Fire Checklist 2. If fire persists Fire extinguisher Switch - ACTUATE. (Lift cover and depress switch for failed engine.) FAA Approved I: June 21, 1976 King Air E90 Airplane Flight Manual RevisSINGLE ENGINE LANDING ‘Use normal landing procedures with the following exceptions: 1. Propeller Lever (operative engine) - HIGH RPM 2. Approach Speed - 10 Knots above normal SINGLE ENGINE GO-AROUND 1. Power - TAKE-OFF 2. Flaps - UP 3. Landing Gear - UP 4. Airspeed - BEST RATE OF CLIMB SPEED AIR START STARTER ASSIST CAUTION ‘The pilot should determine the reason for engine failure before attempting an air start. Above 20,000 feet, starts tend to be hotter. During engine acceleration to idle speed, it may become necessary to move the condition lever periodically into CUT-OFF in order to avoid exceeding the ITT limit. |. Cabin Temp Mode - OFF; Vent Blower - AUTO . Radar - STANDBY or OFF Windshield Heat - OFF Power Lever - IDLE Condition Lever - CUT-OFF Fuel Firewall Valve - OPEN NOTE. If conditions permit, retard operative engine ITT to 700°C or less to reduce the possibility of exceeding ITT limit. Reduce electrical load to minimum consistent with Aight conditions. 7. Ignition and Engine Start Switch - ON. Check IGNITION light -ON 8. Condition Lever ~ LODLE (8 seconds after starter switch is actuated) 9. IPT and Ny - MONITOR (1090°C maximum) 10. Ignition and Engine Start Switch - OFF (51%Nj or above) 11. Generator - ON 12, Propeller Lever - AS REQUIRED 13, Power Lever - AS REQUIRED 14, Fuel Control Heat - ON 15. Electrical Equipment - AS REQUIRED FAA Approved Revised: August 1, 1973 King Air E90 Airplane Flight Manuala4 WINDMILLING ENGINE AND PROPELLER (NO STARTER ASSIST) 1, Cabin Temp Mode - OFF; Vent Blower - AUTO 2. Radar - STANDBY or OFF 3. Windshield Heat - OFF 4, Power Lever - IDLE 5. Propeller Lever - HIGH RPM. 6. Condition Lever - CUT-OFF 7. Fuel Firewall Valve - OPEN 8. Generator Switch (inoperative engine) - OFF 9. Airspeed - 140 KIAS MINIMUM 10. Altitude - BELOW 20,000 FEET 1. Engine Auto Ignition Switch - ARM 12. Condition Lever - LO IDLE (8 seconds after auto ignition is armed) 13, Power - AS REQUIRED (after ITT has peaked) 14. Generator Switch - ON 15. Auto Ignition Switch - OFF 16, Fuel Control Hest Switch - ON 17. Blecteical Equipment - AS REQUIRED CROSSFEED (SINGLE ENGINE OPERATION) Left engine inoperative: 1. Left Standby Purp Switch -ON 2. Right Auxiliary Fuel Transfer Switch - OFF 3. Crossfeed Switch - OPEN; Check FUEL CROSSFEED light - ON; Check both FUEL PRESSURE lights -OuT Right engine inoperative: 1. Right Standby Pump Switch - ON 2. Left Auxiliary Fuel Transfer Switch - OFF 3. Crossfeed Switch - OPEN; Check FUEL CROSSFEED light - ON; Check both FUEL PRESSURE lights our CAUTION If the firewall valve is closed. auxiliary fuel supply will not be available (usable) and the fuel pressure light will remain illuminated on the side supplying fuel TO DISCONTINUE CROSSFEED. 1. Standby pump -OFF 2. Crossfeed - CLOSED 3. Auxiliary Fuel Transfer Switch - ON (if required) BOOST PUMP FAILURE 1, Standby Pump (Failed Side) - ON; Check FUEL PRESSURE light - OFF FAA Approved King Air E90 Airplane Flight Manual Revised: June 14, 1974ELECTRICAL SYSTEM FAILURE GENERATOR INOPERATIVE (GEN OUT annunciator light on) 1. Generator Switch - OFF then ON (to reset) If generator will not reset: 2, Generator Switch - OFF 3, Operating Generator - DO NOT EXCEED 1,0 LOAD EXCESSIVE LOADMETER INDICATION (over 1.0) 1. Battery Switch - OFF (Monitor Loadmeter) Ifloadmeter still indicates above 1.0: 2. Non-essential Loads - OFF 3. Battery Switch - ON CIRCUIT BREAKER TRIPPED 1. Non-essential Circuit - DO NOT RESET IN FLIGHT 2. Essential Circuit a. Circuit Breaker - PUSH TO RESET bb, “If Circuit Breaker Trips Again - DO NOT RESET SUBPANEL FEEDER CIRCUIT BREAKER TRIPPED 1, A short is indicated - DO NOT RESET IN FLIGHT 2. Depending on which circuit breaker is tripped, the following items may become inoperative: Fuel quantity gages FUEL PRESSURE warning light Fuel crossfeed valve ‘Aux Empty Light ‘Aux Fuel Transfer Valve INVERTER INOPERATIVE 1. Select the other inverter ELECTRICAL SMOKE OR FIRE Action to be taken must consider existing conditions and equipment installed: 1. Master Switch - OFF (Gang Bar down) WARNING Cabin will depressurize and Electrically Driven Flight Instruments will become inoperative. . Oxygen Control - ON .. Oxygen Mask - INSERT FITTINGS, DON MASKS. NOTE Cabin pressurization dump valve and open storm window (if depressorized) will facilitate smoke and fume removal 4, All Electrical Switches - OFF 5. Battery and Generator Switches - ON 6. Essential Electrical Equipment - ON (Isolate defective equipment) 7. Oxygen AS REQUIRED FAA Approved Revised: August 1, 1973 King Air E90 Airplane Flight Manual36 ELECTROTHERMAL PROPELLER DEICE Abnormal Readings on Deice Ammeter: (Normal Operation: 14 to 18 amps) 1. Zero Amps: a Propeller Heat Switch - CHECK b. If OFF, reposition to ON after 30 seconds c, If ON with zero amps, system is inoperative; position the switch OFF Zer0 t0 14 Amps: a. Continue operation ‘bf propeller imbalance occurs, increase rpm briefly to aid in ice removal 3. 18 to 23 Amps: ‘a. Continue operation b. If propeller imbalance occurs, increase rpm briefly to aid in ice removal 4, More than 23 Amps: a. Avoid icing conditions, since continued operation of the system cannot be assured. b. Do not operate the system except in emergencies, cc. Restrict time of operation to a minimum LANDING GEAR EMERGENCY EXTENSION Airspeed - ESTABLISH 120 KIAS >. Landing Gear Relay Circuit Breaker- PULL Landing Gear Handle - DOWN . Emergency Engage Handle - LIFT AND TURN 50° CLOCKWISE TO ENGAGE Extension Lever- PUMP up and down until 3 green lights ate acquired CAUTION Do not continue pumping after receiving three green lights (gear down indication), Further movement of the handle could damage the drive mechanism and prevent subsequent electrical gear retraction. The landing gear cannot be retracted manually. WARNING ‘After an emergency landing gear extension has been made, do not move any landing gear controls or reset any switches or circuit breakers until aircraft is on jacks as failure may have been in the gear up circuit and gear might retract on ground, EMERGENCY STATIC AIR SOURCE THE EMERGENCY STATIC AIR SOURCE SHOULD BE USED FOR CONDITIONS WHERE THE NORMAL STATIC SOURCE HAS BEEN OBSTRUCTED. When the aircraft has been exposed to moisture and/or icing conditiens (especially on the ground), the possiblity of obstructed static ports should be considered. Partial obstructions will result in the rate of climb indication being sluggish during a climb or descent, Verification of suspected obstruction is possible by switching to the emergency system and noting a sudden sustained change in rate of climb. This may be accompanied by abnormal indicated airspeed and altitude ehanges beyond normal calibration differences. Whenever any obstruction exists in the Normal Static Air System or the alternate system is desired for use: 1. Pilot’s Emergency Static Air Source - Switch to ALTERNATE (ight side panel) 2. For Airspeed Calibration and Altimeter Correction, refer to FAA Performance Section CAUTION Be certain the emergency static air valve is in the NORMAL position when system is not needed. FAA Approved King Air £90 Airplane Flight Manual Revised: February 23, 1973PRESSURIZATION SYSTEM Any time the differential pressure goes into the red arc, either reschedule the isobaric setting on the ‘controller, close both bleed air valves, or dump all pressure with the DUMP switch. LOSS OF PRESSURIZATION In the event of pressurization loss at high altitude, don oxygen masks and descend as required. EMERGENCY DESCENT PROCEDURE Power Levers - IDLE Propeller Levers - HIGH RPM Flaps - APPROACH Landing Gear - EXTEND Airspeed - 159 KIAS, MAXIMUM BLEED AIR LINE FAILURE WARNING SYSTEM Warning lights should be monitored during engine start procedure. Either engine will extinguish both lights upon starting. IMlumination of a warning light in flight indicates a possible ruptured bleed air line, A break in the bleed air line will cause an increase in ITT, a decrease in torque, and an increase in Ny 1. Bleed Air Valve (affected engine) - CLOSED 2. Engine Instruments - MONITOR for change in engine instrument readings. a. I? there are no indications of a ruptured bleed air line the engine may remain in operation. b. IF IPT Indicator, Torquemeter, and Tachometer indicate bleed air line rupture, secure the engine if flight conditions permit, NOTE. ‘The Bleed Air Warning Light will not extinguish aftr closing the Bleed Air Valve. EMERGENCY EXIT The emergency exit door is located at the third right cabin window with the handle behind the curtain. 1. Open cover. 2. Push release button, NOTE If cabin is unpressurized and release button will not push, pull hooks to overcome residual friction and then push the release button. 3. Pull handle and push out door. SIMULATING SINGLE ENGINE ZERO THRUST When establishing zero thrust operation, use the power setting listed. By using this power setting to establish zero thrust, you avoid the inherent delays of restarting a shut down engine and preserve almost FAA Approved Revised: June 14, 1974 King Air E90 Airplane Flight Manual{instant power to counter any attendant hazard. 1, Propeller - 1800 RPM 2. Power Lever - SET 100 FT LBS TORQUE, NOTE ‘This setting will approximate Zero Thrust at low altitudes, using recommended Single Engine Climb Speeds. LANDING GEAR RETRACTION AFTER PRACTICE MANUAL EXTENSION ‘After a practice manual extension of the landing gear, the gear may be retracted electrically as follows: Emergency Engage Handle - ROTATE COUNTERCLOCKWISE AND PUSH DOWN Extension Lever - STOW Landing Gear Relay Circuit Breaker (pilot's subpanel) - PUSH IN Landing Gear Handle - UP SPINS Ia spin is entered inadvertently: Immediately move the control column full forward, apply full radder opposite to the direction of the spin and reduce power on both engines to idle. These three actions should be done as near simultaneously as, possible; then continue (o hold this control position until rotation stops and then neutralize all controls and execute smooth pullout. Ailerons should be neutral during recovery. NOTE Federal Aviation Administration Regulations do not require spin demonstration of airplanes of this weight; therefore, no spin tests have been conducted. The recovery technique is based on the best available information. ILLUMINATION OF CABIN DOOR WARNING LIGHT WARNING ‘The cabin door handle latching mechanism is an over-centering mechanism and must be in the over-centered position to be fully latched, as indicated by the arm and plunger. 1f cabin is pressurized and door is not completely latched, any movement of the door handle ‘toward the unlocked position may cause rapid and complete unlatching and opening of the door due to forces created by the two upper door hooks. 1. If cabin door warning light on annunciator panel indicates that cabin door may not be secure, depressurize cabin (consider altitude before depressurizing cabin) by activating cabin pressurization dump switch on pedestal 2. Do not attempt to check cabin door for security until cabin is depressurized and the sirplane is on the ground, 3. Check security of cabin door by lifting cabin door step and checking position of arm and plunger. If unlatched position of arm is indicated, turn door handle toward locked position until arm and plunger are in position. FAA Approved King Air E90 Airplane Flight Manual Jovember 14, 1975FAILURE OF SECONDARY (ELECTRICAL) LOW PITCH STOP (IF INSTALLED) With a combination of both low airspeed (below 110 kts) and low power (below 400 ft-lbs), if either Secondary Low Pitch Stop warning light illuminates in fight DO NOT pull the * PROP GOV - IDLE STOP" circuit breaker, ‘and DO NOT attempt reversing upon landing, Av airspeeds above 110 kts and/or power settings above 400 ftbs, if either Secondary Low Pitch Stop waming light illuminates in fight, AND the respective propeller begins feathering: 1. Power Lever (affected side) [REDUCE AS REQUIRED (to keep torque within limits) 2. “PROP GOV - IDLE STOP" Circuit Breaker (copilot's right subpanel)... PULL. (Warning ight should extinguish and propeller speed should increase to governor setting.) 3, Power Lever (atfected side) ...... RETURN TO DESIRED POWER lithe Secondary Low Pitch Stop systems installed in the airplane, any malfunction ofthe ‘system must be repaired before the next fight SEVERE ICING CONDITIONS (Alternate Method Of Compliance With FAA AD 98-04-24) ‘THE FOLLOWING WEATHER CONDITIONS MAY BE CONDUCIVE TO SEVERE IN-FLIGHT ICING: * Visible rain at temperatures below 0 degrees Celsius ambient air temperature. * Droplets that splash or splatter on impact at temperatures below 0 degrees Celsius ambient air temper- ature, PROCEDURES FOR EXITING THE SEVERE ICING ENVIRONMENT: ‘These procedures are applicable to all fight phases from takeoff to landing. Monitor the ambient air temperature. While severe icing may form at temperatures as cold as -18 degrees Celsius, increased vigilance js warranted at temperatures around freezing with visible moisture present. Ifthe visual cues specified in the LLmitations Section for identifying severe icing conditions are observed, accomplish the following 1. Immediately request priority handling from Air Traffic Control to faciitate a route or an attitude change to ‘oxitthe severe icing conditions in order to avoid extended exposure to fight conditions more severe than those for which the alplane has been certificated, ‘Avoid abrupt and excessive maneuvering that may exacerbate control dificulios. Do not engage the autopilot. If the autopilot is engaged, hold the control whee! firmly and disengage the autopilot. If an unusual roll response or uncommanded roll control movement is observed, reduce the angle-of- attack. 6. Do not extend flaps when holding in icing conditions. Operation with flaps extended car result in a reduced wing angle-of-attack, with the possibilty of ice forming on the upper surface further aft on the ‘wing than normal, possibly aft of the protected area. It the flaps are extended, do not retract them until the airframe is clear of ice. Report these weather conditions to Air Traffic Control FAA Approved Revised: December, 1998 King Air £90 AirplaneTHIS PAGE INTENTIONALLY LEFT BLANK King Air £90 Airplane Flight Manual FAA Approved Revised: December, 1998SECTION IV FAA PERFORMANCE TABLE OF CONTENTS TITLE PAGE Introduction to FAA Performance : 42 Airspeed Calibration «Normal System. . 44 Airspeed Calibration - Emergency System 4s Altimeter Correction - Normal System . 46 Altimeter Correction - Emergency System 4 Temperature Conversion te L. a8 Wind Components 49 Minimum Take-offPower . Se L410 Maximum Take-off Weight Permitted by Enroute Climb Requirement : 41 Takeoff Distance - OF Flaps : 412 TwoEngine Climb... . 413 Single Engine Climb . aaa Balked Landing Climb. See . as Landing Distance fa Se 416 Stall Speeds . : 47 FAA Approved Issued: March 17, 1972 King Air £90 Airplane Flight ManualINTRODUCTION TO KING AIR E90 FAA APPROVED PERFORMANCE FOR FAR PART 91 OPERATIONS ‘The performance information in this section is FAA approved. The conditions listed below have been Utilized as the basis for the examples onall graphs in these manuals. CONDITIONS At Billings Outside Air Temperature. 25°C PR) Field Elevation. 3606 ft Altimeter Setting Bo + 29.6 in. Hg Wine : 360° at 10 knots Runway 34 Length 5585 ft Route of Trip: BIL. V19 ~ CZI - V247 ~ DGW - VI9E — CYS -VI9 — DEN, Weather conditions IFR for cruise altitude of 17000 feet ROUTE wind aT | OAT AT ‘ALTIMETER SEGMENT | DISTANCE ‘17000 FEET | 17000 FEET SETTING NM °c. BIL- SHR 88 010/30 10 29.56 SHR -CZI 37 350/40 “10 29.60 CZI-DEN 040/45 -10 29.60 Reference: Enroute Low Altitude Charts L-8 and L9 At Denver Outside Air Temperature . 15°C (59°F) FieléElevation .. Lo) 53308 Altimeter Setting : 29.60 in. He Wind 270° at 10 knots, Runway 26L Length A 10010 ft To determine pressure altitude at origin and destination airports, add 100 feet to field elevation for each .1 in, Hg below 29.92, and subtract 100 feet from field elevation for each .| in, Hg above 29.92. Pressure Altitude at BIL: 29,92-29.56= 36in. He The pressure altitude at BIL is 360 feet above the field elevation 3606 + 360 = 3966 f Pressure altitude at DEN 29.92-29.60= 32 in. He “The pressure altitude at DEN is 320 feot above the field elevation. 5330+ 320 5650 ft FAA Approved King Air E90 Airplane Flight Manual Issued: March 17, 1972‘The maximum take-off weight is limited only by the structural limit of 10100 tbs for the purpose of this example. The take-off weight was assumed to be 9800 Ibs. Takeoff Weight = 9800 Ibs Ramp Weight = 9800 + 60 = 9860 Ibs. From Cruise Performance section, page 76, distance and fuel to climb from 3966 to 17000 feet,25°C (ISA +9°C) is 36 NM and 121 pounds, respectively. The fuel used at cruise altitude from BIL to SHR at 17000 feet and -10°C (ISA + 9°C) is: Fuel Flow per engine . 290 lb/hr Average Cruise True Airspeed (9,300 bs). , 550 246 knots, Distance Traveled at 17000 feet (88-36) - oo S2NM Estimated Ground Speed Sd : 259 knots, Fuel Used for S2NM at 259knotsGS 5). : 116 Ibs The total fuel used from BIL to SHR is 60+ 121+ 116= 297 bs ‘The estimated weight upon reaching SHR is 9860 -297 = 9563 Ibs ‘The estimated landing weight is determined by subtracting the fuel required for the trip from the ramp weight. Ramp Weight = 9860 Ibs ‘Total fuel from BIL to DEN = 1,005 Ibs (See Cruise Performance Section) Landing Weight = 9,860 - 1,005 = 8,855 Ibs Examples have been provided on most of the performance graphs included in this section. The above conditions have been used throughout. Two engine rate-of-limb was determined for cruise altitude and estimated weight at SHR. Single engine climb was determined for the MEA and estimated weight at SHR. COMMENTS PERTINENT TO THE USE OF PERFORMANCE GRAPHS: 1, The example, in addition to presenting an answer for a particular set of conditions, also presents the order in which the graphs should normally be used, 10, if the first item in the example is OAT, ‘then enter the graph at the known OAT. 2, The reference lines indicate where to begin following guide lines. Always project to the reference line first, then follow the guide lines to the next known item. 3. Indicated airspeeds (IAS) were obtained in Might, by using the Airspeed Calibration Normal System, page 46. 4, The associated conditions define the specific conditions from which performance parameters have been determined. They are not intended to be used as instructions, FAA Approved Issued: March 17, 1972 King Air 90 Airplane Flight ManualSlow ~ aazasuly a2uvolaNt-svt ae ee SLOW ~ a33dS¥IVORLVOIONI-Svt bors oft ont aH om os OMY ~ a33asuiy a2ivuarTv9-s¥9 ‘Nous ANaANWASNI 0432 SBANSSY G334SUIY G3LVOION! '340N 581 00101 - 1H, W4LSAS TVWYON - NOILVUSITVD G3adsalV n on SLOW ~ a3adsuly aziv¥Ero-S¥O FAA Approved Issued: March 17, 1972 King Air E90 Airplane Flight Manualssc r08 SLON ~ Ga3éstly G3LVOIONI - S¥I 8 ope occ oz OL 00 OGL OBL OL OBL _OGL_OFL_OFL_OFL_ O_O OB SLONN ~ Ga3dStIY GaLVUEIT¥O - s¥vO King Air £90 Airplane Flight Manual “sNOILISOd 4¥14 TV Hos STvOrTdeY “YOwUS LNZMMUISNI O¥3Z SZNNSSY G334SUIV GILVOIONI 3L0N W3ISAS ADNIOYAW] ~ NOILVUGITVD G4aadsuIV FAA Approved Issued: March 17, 1972ALTIMETER CORRECTION - NORMAL SYSTEM 0100 18 welch INDICATED AIRSPEED ANO INDICATED ALTITUDE ASSUME 2ERO INSTRUMENT ERROR, Nore: eae 2 8 2 (Gan. a31vo10N! 04 00¥) 28 @ RR e Ganui17w aaLvoraNt o1 00¥) King Air E90 Airplane Flight Manual FLAPS 100%: wo 1 0 10 We 170 WO 10 wo 1AS-INDICATED AIRSPEED ~ KNOTS rs 8 9 8 8 F @ eB ER aon o24yoi0n! wows Lovesers) 4334~ noloauwoo wala 0 20 wo 200 wo lo 10 10 1 wo 10 1m wo AS INDICATED AIRSPEED ~ KNOTS ® e 2 8 8 9 $ 8 F BB 8 (ants aaLvoiant nous LovsEns! 4334 ~ nousauuoo waLaMLLTY FAA Approved {ssued: March 17, 1972a7 e0e 100003 SLONY ~ OgadS¥I¥ GBLVOIONI - svt ope oz © OFZ_~—«CO_=«COOe:=S«COGL_=ORL_~SCOLL_SCOBL_SCOSL_=OmL_~OEL Cort OLL mk, 088 4334 ~ NOLLO3HHOO ¥aLIWLLTV King Air £90 Airplane Flight Manual E (aan. a3.volant woud 19vuiens) 33 A 8 g oe ey : 5 “sNolutsoa avi VV Hod srevoITse¥ 2 u “sow ANBANISNI O82 BNNGSY SONLLEW Q3LVOION NY QBSASUIY OSLYOIONI :S310N e i 7 W4LSAS ADNIOYIWA-NONDIIVAOD YILIWILTV 23TEMPERATURE CONVERSION °C vs °F eB Rk 2 8 10 ‘9 saau930 King Air E90 Airplane Flight Manual a 3 FAA Approved Issued: March 17, 1972WIND COMPONENTS per uci een ees Reeser Seer eee 60 t 7 PATH 20° HEADWIND COMPONENT 9.5 KTS CROSSWIND COMPONENT 3.5 KTS| 50: 30: HEADWIND COMPONENT ~ KNOTS 8 0 10 2» 30 40 50 c ‘CROSSWIND COMPONENT ~ KNOTS sToso-4 FAA Approved Issued: March 17, 1972 King Air 90 Airplane Flight ManualMINIMUM TAKE-OFF POWER AT 2200 RPM (67 KNOTS INDICATED AIRSPEED) NOTES: 1. TORQUE INCREASES APPROXIMATELY 15 FT LB FROM ZERO TO 67 KNOTS IAS. 2, THE POWER (TORQUE) INDICATED IS THE MINIMUM VALUE FOR WHICH TAKE: OFF PERFORMANCE IN THIS SECTION CAN BE OBTAINED. EXCESS POWER, WHICH CAN BE DEVELOPED WITHOUT EXCEEDING ENGINE LIMITATIONS. MAY BE UTILIZED. t F TORQUE LIMIT 1315 FT LB. 1300 1200 1100: ENGINE TORQUE AT 2200 RPM ~ FT LB 1000: 40-30 -0 0 0 2 2% 4 50 60 OUTSIDE AIR TEMPERATURE ~°C evosor201 FAA Approved 410 King Air E90 Airplane Flight Manual Issued: March 17, 1972MAXIMUM TAKE-OFF WEIGHT PERMITTED BY ENROUTE CLIMB REQUIREMENT NO OFF LOADING IS NECESSARY TO MEET g ENROUTE CLIMB PERFORMANCE 2 REQUIREMENT 2 2 § g x z= = 3 2 5 2 3 ° 10 20 30 4 0 60 OUTSIDE AIR TEMPERATURE ~°C eo0-o1262 FAA Approved Issued: March 17, 1972 King Air £90 Airplane Flight Manual antcciooon 1334 ~ LMOIBH s79¥ASEO SHON ~ NBNOANOD ON sonnoa ~ Hora 99 sunnyuadnas uiv acisino te oF of OO 0 oO «A ona come == tpe cana OF chore ° ooo 0002 A314 ~ souvisia 440 2VL VIOL EUIERUT SNF ona aun goNaua ua Asoo sroyss901308¥ W3A0 SoNvastO WioL socan “Tio8 anno ovains Aua “wanav‘o3nve avannis ‘Drse—INaNOmNGD GNMGvSH “ousn walav ovals v9 10008“ iNoran soy (uous usm! ouaz sannssy svi) et sar Geese sci dunseaua ‘Suisiowroot 108 asvanay ayvaa 340458 ese “Ivo Seisionyss 4404s" “Tos anos S403. vamos Tae 's08ad8 440391 ‘SROLTNOSTRIVOOSST S3NION3 OML S$dV14 ZO — JDNVISIC 4dO-aNVL FAA Approved Issued: March 17, 1972 King Air E90 Airplane Flight Manual az@ o Niwa ~ anmne40-auvy 99 ~ aunuywaana lv 301sin9 % @ & a oO eo 008 008 oto sonnoa nish @WI1D JNIONI OML a y30 Ro gia SRONNILNGD MAIER SMO "ROMIONGS GaIVIDOTTY FAA Approved ats King Air E90 Airplane Flight Manual Issued: March 17, 1972wits ~ anna 40 a1 utes Sop saves sonnod~2Ho13m 006 ozazsanrio "Lio006 | aonuiuty aunssaue Ta SEE TESTES 9~aunuvusena wiv 3018100 Ca ) ‘iy = danuun sunssaue f HE fT onauvas —_yTa4oue yous ay an wad ge Sawnsev an sve ou ‘snonwiANo WnweA moa [stony ~ oaaes emi7a WIT 3NIDN3-3TONIS: OTN IVORY FAA Approved Issued: March 17, 1972 King Air £90 Airplane Flight Manual 414eevee saNnod ~ AHOIaM 001 Bo £ Eons, 3 z ooo ost 0002: svt ‘aaaas anrn9 us OboL anria 40 ave o_o “iyoses | aanuutv aunssaua 348 “tyO aw D9 ~ aunuvuaanas wiv aaisino oo oo oo OF (wOuNS 1st ouazsavinsse) @Wil> ONIGNV1 G3y1Va oe or or 8 Nwwoo uv39 “oot Savi ODM MOS SSNOTTTONOD OSIVDOSSY FAA Approved 415 King Air E90 Airplane Flight Manual Issued: March 17, 1972‘wciqrrn 1334~ JHOIBH 3TO¥ISHO SON ~ LNANOAHNOD ON saNnod ~ 1H9¥am d9~ a4NLV¥BUNaL ulV aaIsino (Bo oF oo OF 9 OF «GO Ol ome apes ammo} Os cera oF coo : 2 cost 2 oom cose 3 vee i : iz t fh F iB cose setse 224s Hovousev wor eet Siva tee saptno vio ea i001 prunes os bY ouara Bt “INSNOaWOD ONIMGWSH 2108 ‘BOV4UNS AYO "TRAIT AWANO ed choramawawe? oo tn ies a0Alizivunseaus savnoe ovoudey awa no suns 608 ‘et Mo Sirsa sieve Ox ca0¥s se amos a0 ROMTONOTSIVOOSSY ONISHIAY NOLIN 3NVISIC ONIGNV1 FAA Approved Issued: March 17, 1972 King Air £90 Airplane Flight Manual a6svox ~ soaass- Tis saauoaa ~ Nv z03T9N¥ sonnos ~ .Horame © oe evox eras 110s ee ay ‘xo vanoa ser obiat sian 4.534 088 ATaL¥INIxOUadY St AU3AOD3N Hvis Owing $507 SANITY RNMIXYN 340 $d3ads TIV1sS FAA Approved aa King Air £90 Airplane Flight Manual Issued: March 17, 1972RAYTHEON AIRCRAFT BEECH KING AIRg E90 LANDPLANES PILOT'S OPERATING HANDBOOK and FAA APPROVED AIRPLANE FLIGHT MANUAL IN 90-590012-3 LOG OF SUPPLEMENTS FAA Supplement must be in the aiplane for fight operation when subject equipment is installed. Part Number Subject i Date 90-580012-19 | Woodward Electronic Propeller Synchrophaser March 17, 1972 90.590012.21 | BEECHCRAFT H-14 Autopilot April 14, 1972 90-590012.23 | Propeller Autofeather System March 17, 1972 90-590012-25 _| Foxboro Fuel Measuring System (Pounds of Fuel Remaining) March 17, 1972 90-590012-27 _| Foxboro Fuel Measuring System (Pounds of Fuel Consumed) March 17, 1972 '90-590012-31 | Superseded by P/N 101-590010-55 and P/N 90-590010-67 '90-590010-67 | King KN-74 Area Navigation System 1 | June, 1979 131148 Camera Bay Modification (LW-28) February 22, 1973 90-590012-43 | Performance Data When Operating on Short, Dry Grass April 12, 1973 90-590012-41 | King KFC 300 Automatic Flight Control System, Category | 6 | December, 1983 90-590012-45 _| Nckel-Cadmium Battery Charge Current Detector 2 | October 1, 1973, 190-590012-49 _| King KNR-665 or KNA-665A Area Navigation System 3 | September, 1984 90-590012-51 | (Superseded by 101-590010-71) 101-590010-89 | Operation of Pratt and Whitney Engines with Secondary Low Fitch] | October 9, 1975, ‘Stop inoperative '90-590012-53 | Soerry SPZ-200A/STARS IV D or SPZ-200A/SPI-80/81 or 5 | December, 1983 ‘SPZ-200A/SP1-400/500 Series Automatic Flight Control System, Category! 90-590012-55 | Collins AP-106 Automatic Fight Control System, Category | 2 | December, 1983 101-890010-97 | Bendix RNS 3500 Area Navigation System 4 | December, 1983, 101-590010-105 | AiData AD61 1/0 Area Navigation/Vertical Navigation System 6 — | December, 1983, 101-590010-109 | Collins LAN-70 (ONTRAC IIIAVLRN-80 (ONTRAC Ill) VLF/OMEGA| 7 | December, 1983, ‘Navigation System 101-590012-57 | Sperry TERN-100 Automatic Navigation System May 6, 197 101-590010-55 | King KNC-610 Area Navigation System 8 | April, 1984 101-590010-125 | Fight With Cabin Entrance Door Removed 3 | January, 1981 101-590010-71 | Collins ANS-31/S1A Area Navigation System or Collins NCS-31/31A| 8 —_| December, 1983, ‘Navigation Control System 191535 Dual Static Air System January, 1979 101-590010-103 | Global GNS-500A VLFIOMEGA Navigation System 1 | February, 1979 101-590010-137 | Global GNS-SOOA VLFIOMEGA Navigation System, Series 2 5 | December, 1983 20-590010-81 | King KNS-81 Integrated Navigation System 3 | September, 1985 101-590010-169 | Airplanes Equipped With A Secondary Encoding Altimeter 3 | January, 1994 101-590010-175 | Foster AirData RNAV-612 Area Navigation System 1 | December, 1983 December, 1998 10f2RAYTHEON AIRCRAFT BEECH KING AlRg E90 LANDPLANES, PILOT'S OPERATING HANDBOOK mn FAA APPROVED AIRPLANE FLIGHT MANUAL Pavesi Log OF SUPPLEMENTS TA Sloan Bn lara rh peraton non Sot quan sae. Pan one subject re [ae Sosm0705 | Grund Gorman Be Pore Bos 7 | Seanbor 168 torsoooioars [Antex tr 1104-002 in Rete Cot ich Dowomba, 108 CRayncon hie IPI OF SD S19) NOTE: Supplements applicable to equipment other than that installed may, at the discretion of the owner‘operator, be removed trom the manual. * Supplements marked with an asterisk will not be supplied with fight manuals sold through Autnorized Beech Outlets {due to ther limited applicability. I a document is required for your airplane, please order the document through normal ‘channels. 2012 December, 1998BEECHCRAFT KING AIR E90 LANDPLANE AIRPLANE FLIGHT MANUAL SUPPLEMENT for the WOODWARD ELECTRONIC PROPELLER SYNCHROPHASER The information in this document is FAA Approved material which, together with the basic aigplane flight manual is applicable and must be attached to the basic manual when the airplane is modified by the installation of the Woodward Electronic Propeller ‘Synchrophaser in accordance with STC SA2SOCE. ‘The information in this document supersedes the basic manual only where covered in the items contained herein. For Limitations, Procedures, and Performance not contained in the supplement, consult the basic Airplane Flight Manual 1, LIMITATIONS ‘The following placard must be mounted on or near the synchrophaser control switch: “WARNING - PROP SYNC SWITCH MUST BE IN OFF POSITION FOR TAKE-OFF AND LANDING” I, NORMAL PROCEDURES Synchronize the engines manually Position control switch to ON position, If a change in rpm setting is desired, move both master (left) and slave propeller governor control levers together. 4. If synchronization is not maintained with the svitch ON, indicating the actuator has reached the end of its travel, turn switch OFF and repeat procedures above. With the switch in the OFF position, the actuator is returned to the center of its travel Ill, PERFORMANCE No change in airplane performance results from the installation of the synchrophaser. IV. FUNCTIONAL TEST ‘The rpm range of the synchrophaser may be checked in cruise by slowly moving only the master propeller control toward both high and low rpm until propellers are no longer synchronized. [Note the range of rpm over which the slave engine remains synchronized with the ‘master engine, This is the limited range provided for safety and is the maximum speed adjustment range beyond which the slave engine cannot be adjusted by the somone Pf Lf, “4 Chester A. Rembleske Beech Aircraft Corporation DOA CE-2 FAA Approved Part No. 90-590012-19BEECHCRAFT KING AIR E90 LANDPLANE AIRCRAFT FLIGHT MANUAL SUPPLEMENT for the BEECHCRAFT H-14 AUTOPILOT ‘The information in this document is FAA approved material which, together with the appropriate basic FAA approved placarding, is applicable and must be carried in the aircraft when it is modified by the installation of @ BEECHCRAFT H-14 Autopilot, alone or in combination with Altitude Hold or ILS Coupler. ‘The information in this document supersedes the basic placarding only where covered in the items contained in this manual. For limitations and procedures not contained in this manual, consult the basic placarding, 1. LIMITATIONS A B c. D. E. F, G. Disengage autopilot before take-off, During autopilot operation, pilot must be seated at the controls with seat belt fastened. De not use autopilot under 200 feet above terrain, ‘Maximum speed for autopilot operation - 226 knots calibrated airspeed, Incase of engine failure during an ILS approach, disengage autopilot ‘Approach localizer at an angle of 70° or less with the approach coupler operating. De not use NAV function during VOR or AREA NAV approaches. Il, NORMAL PROCEDURES A. Preflight Check. FAA Approved ‘The autopilot may be engaged any time after the aircraft engines have been started, Since the equipment is transistorized, no warm-up time is required, However, make certain that the gyros are erect and stable prior to engaging the system, Electrical power to the autopilot can be interrupted by pulling the autopilot circuit breaker. 1. Check to see that the gyro suction supply is indicating between 4.3 and 5.9 inches of mercury. Make sure that both gyros are erect and stable. 2. Depress the AUTOPILOT (engage) switch and move the TURN control to the right. The ‘control wheel should move to the right to full autopilot deflection, This is somewhat less than. full aileron, 3. Rotate the TURN control to the left of center. The control wheel should move an equal amount to the left side, Intermediate positions of the ailerons are difficult to obtain during ground checks, as there is no balancing signal on the servos or control surfaces. 4, Disengage the autopilot and re-engage with the elevator control column in the center of travel Hold a light back pressure to counteract the weight of the elevator. Rotate the autopilot PITCH conttol wheel forward. The control column should move forward. The auto-trim system should cause the manual trim wheel to move nose down. Rotate the autopilot PITCH control wheel aft. The control column should move aft, The auto-trim system should cause the ‘manual trim wheel to move nose up. 5. Engage the ALT (altitude) switch by pushing it in. It should remain in, Move the PITCH control wheel. The altitude switch should pop out. 6, When an ILS frequency can be received, engage the NAV switch (with the altitude switch on and the TURN control in the detent position). The altitude switch may drop out depending on the glideslope needle position. The aileron control will move in the direction of the ILS needle, Move the TURN control out of the detent; the NAV switch should pop out Issued: April 14, 1972 Part No. 90-59001221 1057. With the TURN control in the detent position, manually turn the aircraft 10 the left (smaller heading). The aileron control wheel should move to the right, Turning the airplane to the right of the engaged heading should cause the aileron control wheel to move to the left. This check is usually performed while taxiing. 8. Check the autopilot quick disconnect switch for proper operation, WARNING ‘After disengaging the autopilot, RECHECK THE AIRCRAFT PITCH TRIM PRIOR TO TAKE-OFF. 8. IN-FLIGHT OPERATION The autopilot may be engaged above 200 feet after take-off, Manually trim the aircraft in all axes before engagement and monitor the aircraft controls during engagement procedures, 1. ENGAGEMENT PROCEDURES ‘Check that the TURN command knob isin the center (detent) position, . Observing that the stabilizer trim meter needle on the Flight Controller is centered, push the AUTOPILOT (engage) switch. Automatic pitch synchronization is provided for pitch angles up to plus or minus 22 degrees of level flight. The pitch trim indicator, when centered, indicates that the autopilot has synchronized to the aircraft pitch attitude. The aircraft will atain and maintain a wing-level attitude in the pitch attitude that exists at the time of engagement. Ifthe autopilot is engaged with the TURN control out of detent, the aircraft will assume a bank angle proportional to the position of the TURN contol. c. The automatic pitch trim will keep the aircraft trimmed in the pitch axis and functions whenever the autopilot is engaged 4. To climb, rotate the PITCH knob back. To descend, rotate the PITCH knob forward. Tue change in pitch angle is determined by the amount the pitch knob is rotated. A maximum of 22 degrees in either direction is available. Operation of the PITCH knob will automatically release the ALT (altitude) mode of operation. e. To tum left, rotate the TURN knob to the left. To tum right, rotate the TURN knob to the right. The degree of bank angle up to a maximum of 30 degrees is determined by the amount of knob rotation. Movement of the TURN knob from its center (detent) position will automatically release the HDG SEL and NAV modes of operation. DISENGAGEMENT PROCEDURES a. Check the aircraft trim and monitor the controls prior to disengagement. The automatic pitch trim should have the aircraft properly trimmed in the pitch axis at the pitch attitude existing when the system is disengaged. bb. Disengage the system by pressing and releasing the AUTOPILOT RELEASE switch or depressing the AUTOPILOT switch on the flight control 3. ALTITUDE CONTROL OPERATION ‘The altitude control may be engaged by pressing the ALT switch on the Flight Controller. The aircraft will maintain the pressure altitude existing at the time the switch is depressed. For smooth operation, engage the altitude control at no greater than 500 feet per minute climbjdescent, Altitude hold is automatically disengaged when a pitch signal is applied through the PITCH control wheel. FAA Approved Issued: Apsil 14, 1972 Part No. 90590012-21FAA Approved HEADING CONTROL OPERATION The autopilot is electrically connected to the Horizontal Situation Display Indicator for heading hold whenever the TURN control isin the center (detent) position. Heading hold is automatically disengaged when the TURN contol is used to bank the aircraft and automatically re-engages three seconds after the TURN control is returned 10 the center (detent) postion Pressing the HDG SEL mode button automatically causes the aircraft to execute a pre-selected heading change as set on the Horizontal Situation Display Indicato: with the Heading knob, Heading changes (using the heading knob) will bank the aircraft one degree for every degree of heading change selected up to a maximum of 24 degrees bank angle. VOR PROCEDURES ‘The desired omni course must be set on the Horizontal Situation Display Indicator prior to initiating the NAV mode. Pressing the NAV mode button commands the autopilot to intercept ‘and capture a preselected VOR course. If the aircraft heading is toward the selected VOR ‘course, bank angle while turning to intercept the course will be no greater than 24 degrees. It aircraft heading is away from selected VOR course, and lateral offset is maximum, bank angle during initial turn may exceed 24 degrees but will not exceed 45 degrees (plus or minus 5 degrees). Intercept angle to the selected course may be as much as 45 degrees (plus or minus 5 degrees). The aircraft will roll out on the selected course and track inbound (or outbound, as applicable) with automatic crosswind compensation, NoTE ‘The Front Course/Back Course Switch must be in the FRONT COURSE position for VOR operation, VOR/AREA NAV APPROACH PROCEDURES ‘The proper VOR frequency must be tuned in and no warning flags visible in the display before using the autopilot for 2 VOR/AREA NAV approach, The Horizontal Situation Display Indicator should be set to the desired course. Let down, orientation, procedure tur, capture, and tracking of the final approach course should be done using the {um control or HDG SEL functions. Airspeed during descent is controlled by the power levers, Altitude is controlled by the PITCH control wheel AUTOMATIC APPROACH COUPLER OPERATION ‘The proper ILS frequency must be tuned in and no warning flags visible in the display before using the ILS coupler. An indicated airspeed of 120 knots with approach (35%) flaps is recommended for intercepting and tracking the ILS course. Front Course ILS Approach ‘The Horizontal Situation Display Indicator course should be set to the inbound localizer heading. Let down, orientation, and procedure turn (approach at 70° or less to the beam heading) may be performed with the TURN control or HDG SEL functions. Engage the altitude switch when the authorized altitude is reached. Engage the NAV switch when the ILS localizer needle is one-half the distance from full deflection and is moving toward center. The aircraft will automatically intercept and bracket the localizer beam. NOTE Airspeed during localizer intercept should not exceed 130 KIAS. Issued: April 14, 1972 Part No, 90-590012-21 30f5.4ofS ‘When the aircraft intercepts the gldeslope, the altitude switch will automatically disengage and the glideslope coupler will provide the proper pitch control and hold the aircraft on the lidepath. Airspeed during the descent is controlled by the power levers Disengage the autopilot at no less than 200 feet above the ground prior to manually landing the aircraft NOTE In the event the glidepath of the ILS system is inoperative, intercept the localizer at least four miles outside the outer marker. Fly the altitude and. slidepath with the PITCH control wheel, Back Course ILS Approach For a back course ILS Approach, select the Localizer Front Course heading on the Horizontal Situation Display Indicator and place the Front Course/Back Course Switch in the Back Course function. Proceed as with a Front Course Approach except engage the NAV mode when the localizer needle starts to move “off the peg” from full scale deflection, Use the PITCH control wheel for manually controlling descent. Missed Approach ‘The missed approach heading may he pre-set on the heading selector at any time during the approach after the NAV mode isin use. The autopilot may be used dusing the missed approach if approach flaps (35%) and 120 KIAS are used during the approach as recommended. Adjust climb attitude with the Pitch Control Wheel and the rate of climb with the Power Levers. Press HDG SEL mode to release the NAV mode and assume missed approach heading. If landing flaps (100%) are utilized during the approach, disengage the autopilot upon initiation 0° a missed approach, set power, retract the flaps, and manually trim the aircraft. The autopiot may then be re-engaged, lll, EMERGENCY PROCEDURES ‘A. Maximum altitude losses during malfunction tests were: CONFIGURATION ALTITUDE Loss. Cruise 100 Ft. Descent 200 Ft. Approach/IL Coupler 120 Ft. In the event a malfunction in the autopilot is detected, the pilot should disengage the autopilot by momentarily pressing the release switch. Maximum overpower forces at the pilot's controls are as follows: CONTROL, OVERPOWER FORCE Aileron 16 Ibs, Elevator 31 Ibs. Rudder 47 Ibs. If failure of either engine is experienced, disengage autopilot, manually trim, and re-engsge autopilot. FAA Approved Issued: Apeil 14, 1972 Part No, 90-590012.21FAA Approved Tre autopilot may be disconnected by any of the following: Depressing the Quick Disconnect Switch on the Control Wheel Depressing the AUTOPILOT switch on the Autopilot Flight Control. ‘Turning off the Avionics Master Switch, Pulling the Autopilot Circuit Breaker. Any momentary electrical power interruption, CAUTION In case of an engine failure during an ILS approach, disengage the autopilot and manually maintain ILS heading and glidepath For normal operation - Pressure from either engine is sufficient to operate the autopilot and the instruments, sont hha, Chester A. Rembleske Beech Aircraft Corporation DOA CE2 Issued: April 14, 1972 Part No. 90-590012.21 5ofSBEECHCRAFT KING AIR E90 LANDPLANE AIRPLANE FLIGHT MANUAL SUPPLEMENT for the PROPELLER AUTOFEATHERING SYSTEM ‘This document is to be attached to the FAA Approved Flight Manual when the airplane is equipped with a Propeller Autofeathering System, which has been installed in accordance with BEECHCRAFT FAA Approved Data, ll, NORMAL PROCEDURES. BEFORE TAKE-OFF ‘Autofeather - CHECK 4. Power Levers - APPROXIMATELY 500 FT-LB TORQUE ®. Condition Levers- LOW IDLE ¢. Autofeather Switch - TEST (hold) 4. Power Levers - RETARD INDIVIDUALLY: (1) At Approximately 400 Ft Lb - OPPOSITE LIGHT OUT (2) At Approximately 220 Ft Lb - BOTH LIGHTS OUT (Propeller Start to Feather) ¢, Power Levers- BOTH RETARDED (Both Lights Out; Neither Propeller Feathers) f. Autofeather Switch - ARM TAKE-OFF Check autofeather armed lights - ON during take-off roll at 90% Ny or above. {ll EMERGENCY PROCEDURES ‘SINGLE ENGINE PROCEDURES FAA Approved CAUTION When the autofeather system is being used, do not retard the failed engine power lever until the autofeather system has completely stopped propeller rotation. To do so will deactivate the autofeather circuit and prevent automatic feathering. wm Table Chester A. Rembleske Beech Aircraft Corporation DOA CE-2 Issued: March 17, 1972 Part No, 9059001223BEECHCRAFT KING AIR E90 LANDPLANE AIRPLANE FLIGHT MANUAL SUPPLEMENT for the FOXBORO FUEL MEASURING SYSTEM (Pounds of Fuel Remaining) This document isto be attached to the FAA Approved Flight Manual when the airplane is equipped with @ Foxboro Fuel Measuring System, installed in accordance with BEECHCRAFT FAA Approved Data, 1. LIMITATIONS A. This system is designed to read out in pounds of fuel remaining. B. This system is set for Jet A aviation kerosene at 80°F. C. The initial setting of the totalizer must be based on the density of Jet A fuel at 80°F, I, NORMAL PROCEDURES ‘A. The fuel counter must be set to the proper number, based on the density of Jet A fuel, before Starting the engines: 1. Determine the totalizer setting from either GRAPH ] or CHART 1, Column 1, ws. gallons of fuel on board 2. Hold the FUEL TOTAL switch to the ON position, until the totalizer setting i set on the counter. B. To determine the number of pounds of fuel remaining at any time, when using Jet A, Jet A-L, or JPA 1. Read the counter. C. To determine the actual number of pounds of fuel remaining at any time, when using JP-4, Jet B, IPS or 100/130 octane aviation gasoline: 1. Read the counter. 2, Use GRAPH 2. Enter the graphat the observed totalizer reading. Read the weight of the re- ‘maining fuel at the intersection with the applicable fuel density line. 3. Use CHART 1, reading vertically down Column 1 to the corresponding counter rea¢out, then horizontally across Columns 2, 3 or 4 to the applicable fue. 4, Multiply the Counter reading by the ratio of fuel densities. FOR FUEL MULTIPLY BY wpa 96 Jet B 96 IPs 1.027 100/130 gasoline 863 Medal Chester A. Rembleske Beech Aircraft Corporation DOACE2 FAA Approved Issued: March 17, 1972 Part No, 90-59001225 Tot4INITIAL SETTING OF TOTALIZER 2ota GRAPH 1 INITIAL SETTING OF TOTALIZER (BASED ON JET A, JET A-1 AND JP-1 FUEL DENSITY AT 31 20 20 300 380 400 TOTAL FUELON BOARD ~ GALLONS 2 é FAA Approved Issued: March 17, 1972 Part No, 90-590012.25,Nc ~ Pount WEIGHT OF FUEL REMAI FAA Approved GRAPH 2 CALIBRATION OF TOTALIZER READING FOR VARIOUS FUEL TYPES NOTES 1. WEIGHTS ARE BASED ON AVERAGE FUEL DENSITY AT 80°F. 2, THE MAXIMUM ERROR EXPECTED IS + 6.6% AFTER TOTALIZER READING HAS BEEN CORRECTED, APPROXIMATELY 2 4.0% OF “THIS ERROR IS DUE TO VARIATIONS IN FUEL DENSITY NORMALLY EXPECTED DURING FUEL REFINEMENT, ‘TYPE OF FUEL. 2 Ps SETA, JET AA, JP Tiras: {100/130 AVIATION GASOLINE < 500 1000 1500 2000 2500 TOTALIZER READING Issued: March 17, 1972 Part No. 90-590012.25 2 iB 2: 5 e g ieaot CHART | ‘Column 1 (Initial Setting Column 2 Column 3 Column 4 of Totalizer) Jet A, Jet A-1& JP-1 | JP-4and Jet 8 PS 100/130 Aviation Gallons Gasoline Density 6.71 Lb/Gal | Density 6.44 Lb/Gal | Density 6.89 Lb/Gal | Density 5.79 Lb/Gat 10 67 64 69 58 20 134 129 138 116 30 201 193 207 174 40 268, 258 276 232 50. 336 322 345 290 60 403, 386 413 347 70 470 451 482 405 80 337 515, 351 463 90, 604 580 620 521 100 67 644 689 579 10 738, 708 758 637 120 805 73 827 695 130 372 837 896 753 140 939 902 965 81 150 1007 966 1034 869 160 1074 1030 1102 926 170 wat 1095 71 984 180 1208 1159 1240 1042 190 1275 1224 1309 1100 200 1342 1288 1378 1158 210 1409 1352 1447 1216 220 1476 1417 1516 1274 230 1543 1481 1585 1332 240 1610 1546 1654 1390 250 1678 1610 1723 1448 260 1745 1674 1791 1505 270 1812 1739 1860 1563 280 1879 1803 1929 1621 290 1946 1863 1998 1679 300 2013 1932 2067 1737 310 2080 1996 2136 1795 320 2147 2061 2205 1853 330 2214 2125 274 1911 340 2281 2190 7343 1969 350 2349 2254 2412 2027 360 2416 2318 2480 2084 370 2483 7383, 2549 2142 380 2550 2447 2618 2200 390 2617 2512 2687 258 400 2684 2576 2756 316 410 2751 2640 2825 2374 420 2818 2705 2894 2432 430 2885 2769 2963 2490 440, 2982 2834 3032 2548 450 3020 2898 3101 2606 460 3087 2962 3169 2663, 470 3154 3027 3238 2721 a7ma_| 3176 3053, 3266 2744 FAA Approved Issued: March 17, 1972 Part No, 9059001225BEECHCRAFT KING AIR E90 LANDPLANE AIRPLANE FLIGHT MANUAL SUPPLEMENT for the FOXBORO FUEL MEASURING SYSTEM (Pounds of Fuel Consumed) This document is to be attached to the FAA Approved Flight Manual when the airplane is equipped with a Foxboro Fuel Measuring System, installed in accordance with BEECHCRAFT FAA Approved Lata 1. LIMITATIONS A. This system is designed to read out in pounds of fuel consumed. B. Ths system is set for Jet A aviation kerosene at 80°F I, NORMAL PROCEDURES A. c. FAA Approved The indicator must be set to zero before starting the engines: Hold the “reset totalizer” switch in either an up or down position until the indicator reads out all To determine the number of pounds of fuel consumed at any time, when using Jet A, Jet A-1, or JPA Read the indicator. To determine the actual number of pounds of fuel consumed at any time, when using JP-4, Jet B, IPS or 100/130 grade aviation gasoline: 1 Read the indicator. Use GRAPH 1. Enter the graph at the observed totalizer reading. Read the weight of the fuel consumed at the intersection with the applicable fuel density line Use CHART 1, reading vertically down column 1 to the corresponding indicator readout, then horizontally across columns 2, 3, or 4 to the applicable fuel. Multiply the indicator reading by the ratio of fuel densities: FOR FUEL MULTIPLY BY wes 96 set 96 ses 1027 100/130 gasoline 863 we Ni hhaet Chester A. Rembleske Beech Aircraft Corporation DOACE2 Issued: March 17, 1972 Part No. 90-590012:27 tofWEIGHT OF FUEL CONSUMED ~ POUNDS 20f3 Notes 1 2 GRAPH 1 CALIBRATION OF TOTALIZER READING FOR VARIOUS FUEL TYPES WEIGHTS ARE BASED ON AVERAGE FUEL DENSITY AT 80°F. ‘THE MAXIMUM ERROR EXPECTED IS + 6.6% AFTER TOTALIZER READING HAS BEEN CORRECTED. APPROXIMATELY * 4.0% OF THIS ERROR IS DUE TO VARIATIONS IN FUEL DENSITY NORMALLY EXPECTED DURING FUEL REFINEMENT, TVPE OF FUEL eat [SETA JET Ad, Je t + TIM pa. seregt 100/130 AVIATION GASOLINE. 2 5: s 2 5. = 8 e 1000 1500 2000 2500 ‘3000 500 TOTALIZER READING 001205, FAA Approved Issued: March 17, 1972 Part No, 9059001227CHART | Column 1 (TOTALIZER: Column 2 Column 3 Column 4 READING! Wet det AT 83P1 | dP and Jet wes 100/130 Aviation Gallons Gescine Density 6.71 Ln/Ga | Density6.44.L0/Ga | Density 6.89 LuGa! | Density BTELEGl | To 67 a @ si 20 4 19 138 ne | 30 201 3 207 | 20 268 28 26 m 0 336 ma as 290 60 403 386 a3 aT %0 a0 31 482 205 0 37 sis 331 463 %0 os 580 620 1 100 on eas 639 S19 to 18 ‘08 138 an Lo 40s ™ 7 os 1B a a7 896 3 Ho 39 502 5es au 150 1007 9366 1034 9 160 tor 1030 oe 76 10 iat Tos na ous 180 108 1139 140 1012 190 bs Ia 1308 Tio 200 ba 18 br 138 20 1409 1352 \at7 ae i) 176 1a? iste tan 30 153 181 Isas Bi | xo re10 1546 tesa 10 | 30 ter 1610 933 ats | 360 1945 tera 191 1508 a0 1812 1939 1860 1563 280 1879 1803, 1929 tet 390 1946 1863 1998 1619 300 2013 1932 2067 137 310 280 1996 2136 195 320 ia? 2061 aos 1853 330, ha as 27 int 340 2281 2190 23 1959 350 Be nse dal 207 360 baie bis 2480 oss 370 2483 2383 2599 212 380 3550 2a 218 tap 390 2617 3512 2687 Re 200 2684 3576 7736 be ato M1 2640 2825 a8 420 de18 nos 2894 282 330 2885 n109 2963 pe 440 d9s2 2834 3032 std 330 | 3020 2698 301 ie seo | 3087 2962 169 2663 am | 3s 3027 ie a an | 36 3053 3266 naa FAA Approved Issued: March 17, 1972 Part No, 90-590012.27 30f3BEECHCRAFT KING AIR C90 & £90 LANDPLANES PILOT'S OPERATING HANDBOOK and FAA APPROVED AIRPLANE FLIGHT MANUAL SUPPLEMENT for the KING KN-74 AREA NAVIGATION SYSTEM GENERAL ‘This document is to be attached to the FAA Approved Airplane Flight Manual when the airplane is equipped with a King KN-74 Area Navigation System, which has been installed in accordance with BEECHCRAFT FAA Approved Data, LIMITATIONS: 1. This system may not be used as a primary system under IFR conditions except on approved approach procedures, approved area navigation airways and random area navigation routes when approved by Ar Traffic Control 2. This system can only be used with co-located facilities (VOR and DME signals originate from the same ‘geographical location), 3. An area navigation installation located on the right instrument panel may be used for primary navigation only if a qualified pilot occupies the right seat EMERGENCY PROCEDURES CAUTION DME may unlock due to loss of signal with certain combinations of distance from station, altitude, and angle of bank. 1, VOR or Distance flag appears while in RNAV (ENROUTE) mode: ‘a. Selected Frequency - CHECK FOR CORRECT FREQUENCY b. VOR or Distance Flag Intermittent or Lost - UTILIZE OTHER NAV EQUIPMENT AS REQUIRED 2. VOR oF Distance flag appears while in APPR mode: fa, If flag appears while on an approach, execute published missed approach and utiize other approved facility NORMAL PROCEDURES VHF NAV - ON DME - ON Mode Selector - SELECT VORIDME, RNAV (ENROUTE). or APPR NAV Frequency - SET Frequency - SET Waypoint Bearing - SET WAYPOINT RADIAL FROM VORTAC Waypoint Distance - SET WAYPOINT DISTANCE FROM VORTAC ‘OBS Control - DESIRED MAGNETIC COURSE System Test - ACTUATE (must have VOR reception) waneasena FAA Approved Revised: June, 1979 PIN 90-590010-67 1012PERFORMANCE - No change Appr Beech Aircraft Corporation DOA CE-2 FAA Approved Revised: June, 1979 2of2 PIN 90-590010-67BEECHCRAFT KING AIR E90 LANDPLANE AIRPLANE FLIGHT MANUAL SUPPLEMENT for the Camera Bay Modification (LW-26) ‘The information in this document is FAA Approved material which, together with the appropriate basic Airplane Flight Manual, is applicable and must be carried in the airplane when it has been modified for special photographic purposes in accordance with BEECHCRAFT FAA Approved data ‘The external modifica mn from the standard configuration is I. Replacement of the aft pilot's and copilot’s windows with bubble type windows to provide downward visibility 2. Add a housing or protrusion to the underside of the fuselage to accomodate a 28 inch diameter ‘optical glass camera port. This port is covered by a mechanically operated door. LIMITATIONS TEMPERATURE LIMITS Aircraft shall not be operated when take-off ambient temperatures exceeds ISA + 35°C. STRUCTURAL LIMITATIONS Fuselage must not be pressurized with chips or cracks in the optical glass of the camera bay. To insure protection for this glass, take-offs and landings should be made with camera bay door closed, FAA PERFORMANCE SINGLE ENGINE CLIMB Reduce Rates of Climb determined from this graph by 95 ft/rin, TWO ENGINE CLIMB Reduce Rates of Climb determined from this graph by 125 ft/min. CRUISE CONTROL MAXIMUM RECOMMENDED CRUISE 1, Decrease Cruise Speeds by 6%. 2. Decrease Range Values by 6%. FAA Approved PIN 131148 Date: February 22, 1973 wCRUISE CONTROL (Continued) MAXIMUM RANGE POWER 1, Increase power as required (0 maintain Maximum Range Speeds. 2. Decrease Range Values by 6%. tert AL, obloeg Chester A. Rembleske Beech Aircraft Corporation DOA CE2 (2) FAA Approved PIN 131148, Date: February 22, 1973BEECHCRAFT KING AIR E90 LANDPLANE AIRPLANE FLIGHT MANUAL SUPPLEMENT for PERFORMANCE DATA WHEN OPERATING ON SHORT DRY GRASS This document is to be attached to the FAA Approved Airplane Flight Manual for use in ‘computing Take-off and Landing Distances when the airplane is to be operated from short, dry grass areas. This information only adds to that information presently contained in the Airplane Flight Manual to facilitate safe operation from these type areas. NORMAL PROCEDURES Use the graph on page 2 of 3 and 3 of 3 for computing Takeoff and Landing Distances when operating from areas of short, dry gras. pero blends ‘Chester A. Rempleske Beech Aircraft Corporation DOA CE2 PIN 90-590012-43 Date: April 12, 1973 tof4334 ~ sonvisia 4303¥¥1 LOL 4384 ~ .HDIaM 3TOVISE0 ——_—SLON ~ LNaNO4HOD ONIN sonnod ~ 1HOIaM 35 ~ sunivuaana wiv aaisino 33408 Van wonvIsia W101 sore "Vow annus ——_ EO sevuo Avo'LuoHS Ayn Sse Thinounoo onmavan \ ) ddouartwalav 1ovaLsa he ea eanueaaal hvowua snaanuasht O¥32 SaNnsSY Sv a hea Tose sanity aunssive Svinoo 433405, ava13e ayvu9 30838 Best yO Seis) 4304s ‘Tas tamos 420 Sv wamod Tawe soaaus Hoa. ‘SRomanco aaivoosy aNIONI OML SdW14 %0 — 3INVISIC 440-aNVL PIN 90-590012-43 Date: April 12, 1973 20f3.41334 ~ 1HOI3HTTOWASGO—_SLONM ~ LNNOAHIOD aNUM Ssonnoa ~ sino13m De ~ suniv¥agnaL tiv aaisuno oe eo or a 30f3 44 39N1SI0 ONIONYT LOL 2x06 aad Hovousee asso Siowisto 1 ssvuo Alo uuOHS AWN “Diss _iNanoanoo awiwavan ‘oot sw as {UHOIBIN ONION, Wovouddy 1WNId Doser a0nuitiy aunssaue No wit oo Seat “THO. son NiviNWW OL O30u¥i38——wBMOd coszus HovOuaav | 1HOI a Tawa ‘SROTTONGD Gu1¥IDOSY Span eae aN NSE {S89 0046) aNN SON auSAaN ‘ONISHIAIH LNOHLIM JONVISIC ONIGNVT PIN 90-590012-43 Date: April 12, 1973BEECHCRAFT KING AIR C90 (LJ-668 thru LJ-1062, except LU-670) C90A (LU-1063 and after), AND E90 LANDPLANES AIRPLANE FLIGHT MANUAL SUPPLEMENT for the KING KFC 300 AUTOMATIC FLIGHT CONTROL SYSTEM RNAV AND VNAV OPTIONAL CATEGORY | GENERAL ‘The information in this supplement is FAA approved material and must be attached 10 the C90 (LJ-668 and after except LJ-670) Pilot's Operating Handbook and FAA Approved Airplane Flight Manuel or the E90 FAA Approved Airplane Flight Manual when the airplane is modified by the installation of the King KFC-300 Automatic Flight Control System installed in accordance with Beech Drawing 90-500034. The information in this supplement supersedes or adds to that of the basic Pilot's Operating Handbook and FAA Approved Airplane Flight Manual or FAA Approved Airplane Flight Manual only as set forth below. Users of the basic manual are advised always to refer to the supplement for possibly superseding information and placarding applicable to operation of the airplane. LIMITATIONS 1. During autopilot operations, pilot must be seated at the controls with seat bell fastened 2. Maximum speed limit for autopilot operation is unchanged from the airplane maximum arspeed limit (oMMo) 3. Do not use autopilot under 200 feet above terrain. 4. Autopilot and yaw damper must not be used during takeoff or landing. 5. The accuracy of the VNAV system has not been shown to meet the requirements of advisory circular '90-48A and is therefore not to be used as the primary source of vertical guidance information 6. Re-engagement of the autopilot following use of the control whee! steering switch, placarded PITCH SYNC & CWS, shall be made at a rate-of-climb or descent not to exceed 500 feet per minute if altitude hold is engaged. EMERGENCY PROCEDURES The autopilot can be disengaged by any of the following methods: 1. Press the AP disconnect switch on the pilot's or copilot’s control wheel 2. Move the on-off switch to the off position. 3. Engage the go-around mode (Yaw damper will remain engaged) 4, Pull the fight directoriautopiot circuit breaker out (ot) FAA Approved Revised: December, 1983 PIN 90-590012-41 toto2ot9 5. Tum olf the airplane master switch 6, Tum off the avionics master switch 7. Any interruption or failure of power 8. Operate main trim switches UP or ON (Yaw damper will remain engaged) The following conattions will cause the autopilot fo alsengage automaticaly 1. Vertical gyto failure indication 2, Fight control system power or circuit failure. The following wil cause a servo to disengage: 1. Rapidly overpowering any servo will cause disengagement of only that servo through operation of the servo monitor. The Servo may be re-engaged by tuning of the autopilot and waiting for the monitor light to extinguish before re-engaging the autopilot 2, A hardover failure in any of the primary servos will result in only that servo being automaticaly disengaged. Jn the event of an engine failure 1. Disengage the autopilot, retrim the airplane, and re-engage the autopilot. Maintain at least 120 knots, for single-engine approach ‘Maximum altitude losses during malfunction tests were: ‘CONFIGURATION ALTITUDE Loss limb Negative loss (230 ft gan) Cruise. 2501 Maneuvering... 1808 Descent 280! ApproachilLS Coupled. : : _ soft Single Engine Approach $ Coupled. 10081 The electric pitch trim can be olsengaged in the following manner when in a failure mode: 1. Press the autopilot disconnect switch on the pilot made, and the trim circuit breaker pul Control wheel and hold down until recovery can be NORMAL PROCEDURES NOTE ‘The autopilot incorporates its own annunciator pane! located just above the fight cirector display on the instrument panel. The modes and indications ven on the annuncialor panel are placarded on the face of the plastic lenses and iluminate when the respective condiions are indicated. Located (on the let side of the autopilot annunciator panel is a light sensitive dimmer ‘switch to contro ight intensity for night operation. The switches on the mode selector are the push-on, push-otl type. When engaged, the corresponding fight director annunciator ght iluminates. For operation at night, the controls for the backighting of the switches are located on the overhead console. FAA Approved Revised: December, 1983, PIN 90-590012-41PREFLIGHT Neither the autopilot nor the flight director may be turned on ifthe attitude flag is visible on the flight ‘command indicator or ifthe gyros are not up to operating speed, 1. Check that all circuit breakers for the autopilot are in, 2. Tum the battery, inverter, and avionics switches on and engage the fight director 'o bring the ‘comand bars into view. 3. Engage the autopilot and yaw damper. (The autopilot will not engage when the flight director is inoperative.) Check that the system can be overpowered in all three axes. 4. Press and hold the prefight test button located on the lower left corner of the fight command indicator. This will activate a self test cycle provided to preflight the aulopilot and fight director system. Note the following sequence for the test cycle: ‘@. All autopilot and flight director warning and mode lights should iluminate and remain lighted until the test has been completed. b. A simulated climbing right turn of 10° pitch up and 10° right roll will appear on the attitude display. ©. The command bars will remain centered with the airplane reference symbol urtil the flight rector, autopilot computer, and servos check valid . All three servo actuator monitors will trip, fe. The autopilot and yaw damper will disengage to demonstrate proper computer monitor operation {. The command bars will come into exact alignment with the origi rector computer, autopilot computer, and servos check vali. horizon display atter the fight 5. Release the preflight test button and check to see that warning and mode lights extinguish. A warning light iluminated affer the test button is released indicates malfunction for that mode. 6. Engage the autopilot and yaw damper. Check for proper trim action by giving both up and down pitch ‘commands and monitoring the trim drive. The maximum elevator trim movement, commended by the ‘autofilot, is approximately 5° of trim in 10 seconds. If the tim rate commanded by the autopilot is ‘appreciably higher, an autopilot auto trim matfunction is indicated. 7. Disengage the autopilot by depressing the AP/YD DISC switch on the pilot's control wheel INFLIGHT ENGAGING THE AUTOPILOT 1. Engage the flight director by depressing the FLT DIR switch on the made controller or by depressing the PITCH SYNC & CWS switch on the pilot's control wheel. The existing pitch attitude and heading information will be retained on the flight command indicator command bars as they are brought into 2. Engage the autopilot. The autopilot action is always in response to, and consistent with, fight director ‘commands. When engaged by the solenoid-held toggle switch on the mode controller, the autopilot will respond to any operating mode through a fader circuit, which allows engagement into an unsatisfied fight director command without an abrupt control transient 3, Depressing the control whee! steering (PITCH SYNC & CWS) button located on the horn ofthe pilot's ‘control wheel, allows the pilot to momentarily revert to manual control in pitch and roll yaw damper stays engaged), while retaining his previous mode program, and conveniently resuming that profile upon disengagement. FAA Approved Revised: December, 1983 PIN 90-590012-41 30t94. The autopilot, together with the yaw damper, provides three-axis rale stabilization, automatic turn coordination, and automatic elevator trim as well as automatic response to all fight director modes. HEADING CONTROL OPERATION ‘The flight control system is electrically connected to the directional gyto for heading hold information whenever the system is in basic fight director mode. Heading hold is automatically disengaged when an incompatible lateral mode is engaged or when the control wheel PITCH SYNC & CWS switch is depressed and held. Pressing the HDG SEL mode button automaticaly causes the airplane to execute a pre-selected hheading change as set on the pictorial navigation indicator with either the HDG control knob on the indicator or the HDG SEL spring loaded knob on the mode controler. Heading changes using HOG ‘SEL mode will bank the airplane two degrees for every degree of heading change selected up to a ‘maximum bank angle of 25 degrees. VERTICAL CONTROL OPERATION 1. Vertical Trim: ‘Operation of the vertical trim switch (on mode controller), provides a convenient means of adjusting the reference parameter of all the vertical modes except glideslope and vertical navigation. This Permits the pilot to change his vertical reference without disengaging and re-engaging modes. 2. Altitude Holt: The altitude hold mode may be engaged by pressing the ALT mode switch on the mode controler. The airplane will maintain the pressure altitude existing at the time the switch is depressed. Alitude hold may be engaged at any rate-of-climb or descent. For best performance, engagement should be made after establishing stabilzed operation in any other vertical mode. Altitude hold is automatically disengaged when any other vortical mode is selected. The vertical trim switch may be used to trim the referenced altitude up or down at approximately 500 fpm. 3. Altitude Select: ‘This mode allows the pilot to select, arm, and upon approaching tne pre-set altitude, obtain an automatic visual pitch command to capture and hold the preselected altitude. Prior to selecting the function, the pilot must set the desired altitude (by means of rotary control knobs) into the selected altitude readout of the vertical navigation computer (or altitude selector). The ALT ARM button on the vertical navigation computer (or altitude selector) may be depressed ary time during climb or descent to arm the altitude capture circuitry and illuminate the ALT ARM annunciator. AS the airplane ‘approaches the selected altitude, the ALT ARM annunciator will extinguish, and as the aitplane passes through the selected altitude, the altitude hold will automaticaly engage and the ALT HOLD ‘annunciator light will iluminate 4. Indicated Airspeed Hold: Engaging the indicated airspeed hold mode will introduce a computed, visually-displayed pitch ‘command to maintain the reference airspeed. The mode is ulized by maneuvering the airplane, and setting engine power, 10 attain the desired speed in climb, descent, or level fight and then depressing the 1AS button. The reference airspeed may be adjusted at a rate of two knots per second by ‘operation ofthe vertical trim switch on the mode controller. 5. Speed Profi: Engaging the speed profile mode will introduce a visually displayed pitch command on the flight ‘command indicator which varies the indicated climb or descent speed as a function of altitude. During climb, airspeed is decreased at the rate of 1.75 knots per 1000 feet. The proper intial airspeed must be set up by the pilot and correct power settings maintained before depressing the SPD PAF button. ‘After engagement, airspeed reference may be trimmed using the verical tim switch, FAA Approved Revised: December, 1983 soto PIN 90-590012-41,6. Vertical Navigation: The vertical navigation computer provides a computed pitch command, which is displayed on the flight command indicator, to capture and maintain a vertical track angle in ascent or descent to a selected waypoint or VORTAC facility, ‘An NDA toggle switch on the vertical navigation computer allows the pilot to activate the MDA lannunciator and warning horn for warning when the minimum descent attitude is reached, 7. Alitude Alerting ‘Two altitude alert lights, one on the vertical navigation computer (or altitude selector) and one on the servced altimeter, provide altitude alerting with the vertical navigation computer (or altitude selector When the airplane climbs, or descends, to within 1000 feet of the selected altitude, the alert ights ituminate and remain illuminated through a 00 foot (700 foot for altitude selector) alitude warning ‘band At 500 feet (300 feet for altitude selector) from the selected allitude, the lights extinguish. When the airplane reaches the selected altitude, a two-second aural tone indicates the desired fight alttude has been achieved. The two-second tone is also heard when the lights first illuminate upon eneration of a warning band. 8. Go-around: Engagement of the go-around made using the go-around button on the outboard grip of the pilot's contol wheel or left power lever will introduce a wings level 7° nose-up display on the fight command indicator command bars. Operation of go-around cancels all other vertical modes and also disergages the autopilo, if the autopilot has been engaged. The autopilot may be re-engaged in the ‘go-around mode. The go-around mode may be used as a take-off pitch reference, it desired. by engaging go-around mode on the rurway. Momentary operation of the tim switch disengages the go- around mode. FLYING RADIO FACILITIES VOR Procedures 1. Tune the NAV receiver to the appropriate frequency (RNAV mode selector in VOR-DME), 2. Set the desired course 10 oF from the station on the pilot's course indicator. 3, Set the desired intercept heading (Heading hold or HDG SEL may be used). NOTE ‘The intercept angle with respect to the VOR radial selected may be any angle up to 90°, 4, Arm the navigation mode by depressing the NAV switch on the mode controler. The NAV ARM light (nthe fight director annunciator panel illuminates indicating that the system is armed to capture the selected radial. At the point of capture, the NAV ARM light on the annunciator extinguishes and the NAV CPLD annunciator light illuminates, indicating the system has captured the selected course. 5. The selected track may be changed while in the tracking mode, by setting a new course using the COURSE knob on the pictorial navigation indicator. Course changes made at less than 4” per second with the COURSE knob are acquired without leaving the tracking mode, however if the COURSE knob is moved at a rale exceeding 4° per second, a pre-programmed intercept angle of 45° is automatically engaged without having to return to the heading mode. When over the navigational facilly, the course selection should be made at the change from “to” to “from”, for best results. FAA Approved Revised: December, 1983 PIN 90-590012-41 SotoArea Navigation Enroute 1. Tune the NAV and DME receivers supplying information to the area navigation computer to the radio facility (VORTAC) being used. The signal must be valid 2. Set the area navigation bearing and distance to establish the desired waypoint. 3. Set the area navigation mode switch to RNAV position, 4. Set the desired course using the COURSE knob on the pilol’s pictorial navigation indicator. 5. Set the desired intercept heading (heading hold or HDG SEL may be used). NOTE “The intercept angle, relative to the RNAV radial, may be any angle of 90° ot less, 6. Arm the navigation mode by depressing the NAV switch on the mode controller. The NAV ARM light fon the fight director annunciator panel illuminates indicating that the system is armed to capture the selected radial. At the point of capture, the NAV AFM light on the annunciator will extinguish and the NAV CPLD annunciator ight illuminates, indicating the system has captured the selected course Vertical Navigation (VNAV) Vertical navigation provides a computed pitch command, displayed on the fight command indicator. to capture and maintain a vertical track angle in ascent or descent to an INAV waypoint or VORTAC. facility, The following prerequisites must be fulfilled prior to flight drector’autopilot coupling 10 the vertical navigation system: 1. Tune the NAV and DME receivers supplying information to the RNAV or VNAV computer to the rato facility (VORTAC) being used. The signal must be vali 2. The desired course to the selected waypoint or VORTAC facility, must be set on the pictorial navigation indicator. 3. The RNAV computer mode switch must be placed in the RNAV or APPR position. if no RNAV system is installed, the VNAV switch must be placed in the ON position, The APPR selector switch and APPR CPLD annunciator are inoperative with VNAV only. 4. Arm the NAV mode by depressing the NAV bution 5. The selected course must then be captured Programming the vertical navigation computer: 1, Preset the desired altitude in the selected altitude window. 2. Set the altitude of the VORTAC facility being used, using the VTAC ALT - 1000 FT tab. 3. If alitude acquisition is desired prior to reaching the selected waypoint or VORTAC facility, program the mileage offset (0 to 30 miles) using the DIST BIAS MILES knob (Bias is the distance short of te selected waypoint) If the NAV receiver, RNAV computer (it installed), servo altimeter and OME ate valid, the vertical track angle will be indicated on the right display scale of the flight command indicator in degrees of angle. to a maximum of = 5°. AS the airplane flys toward the waypoint or VORTAC facility at a FAA Approved Revised: December, 1983, Goto PIN 9059001241constant alituce, the displayed vertical track angle will slowly increase. When the vertical track angle hhas reached a value desired by the pilot, the pilot must manually couple VNAV by depressing the \VNAV CPLD button on the VNAV computer. The vertical track angle displayed upon engagement becomes the reference flight path angle and the display pointer then becomes a deviation display ‘above or below the selected fight path. The maximum scale deflection in the VNAV coupled mode is ‘= 250 feet. Selection of the VNAV CPLD mode automatically activates ALT ARM to capture the selected alttuce. 4. For appropriately equipped airplanes, the VNAV may be coupled to the HDG SEL mode. This allows deviation from the selected course, momentarily, for radar vectors, traffic, etc. HDG SEL tums of ‘more than 90° are not recommended, NOTE NAV accuracy to assure acquisition of the selected VNAV waypoint cannot be guaranteed with tracking offsets of more than two nautical miles on the selected RNAV course. Approach NOTE Pitch changes due to flap extension or retraction are minimized if flap actuation is below placarded speed. 1. voR VOR approaches may be made by coupling VOR in the approach mode. This gives proper responses for a close in non-precision approach. 2 ILS Front Course 2. Tune the NAV receiver to the correct ILS frequency, set the course selector to the inbound runway heading, set the heading bug to the desired intercept angle, and set the decision height, (on the radio altimeter. NOTE With both NAV receivers tuned to the same ILS facility, if the number 2 NAV receiver deviates more than 35 milivolts from the number 1 NAV receiver on either localizer or glidesiope, the appropriate APPR CPLD or GS CPLD annunciator will lash indicating monitor limits have been exceeded. Locaiizer and gldeslope are captured automatically on front course. The localizer must be captured before glidesiope capture is possible. Ht the airplane heading is within 90° of the back course heading, the REV LOC annunciator wall ituminate. b. Engage HDG mode and arm the APPR mode. The APPR ARM annunciator will iluminate, indicating the system is armed to capture the localizer beam. As the airplane nears the beam, the APPR CPLD annunciator will iluminate and the system will intercept the localizer. At the point of gide path intercept, the GS CPLD annunciator wil iluminate and all vertical modes will be disengaged, indicating the system is locked on to the glide slope. FAA Approved Revised: December, 1983 PIN 90-590012-41 Toto©. The decision height light on the fight command indicator will iluminate when the airplane reaches the decision height previously selected by the pilot on the radio altimeter. 4. To assume manual control of the aiplane for landing, depress the autopilot disengage switch on the pilot's contro! wheel e.Disengage the autopilot at no less than 200 feet above the ground prior to manually landing the airplane. 1. Go-around mode may be selected by pressing the GA button on the outboard grip cf the pilots Control wheel or on the left power lever any time the pilot needs to execute a missed approach, The autopilot will be disengaged and the fight command indicator will command a 7” nose-up wings level attitude, 3. LS Back Course a. Tune the NAV receiver to the correct ILS frequency, set the course selector to the inbound front ‘course runway heading, set the heading indicator to establish the desired intercept angle and set decision height on the radio altimeter. NOTE With both NAV receivers tuned to the same ILS faciliy, if the number 2 NAV receiver deviates more than 35 milivolts from the number 1 NAV receiver on localizer. the appropriate APPR CPLD annunciator will flash indicating ‘monitor limits have been exceeded, b. Engage HDG mode and arm the APPR mode. The APPR ARM annunciator wil iluminate, indicating the system is armed to capture the localizer beam. AS the aitplane nears the beam, the APPR CPLD annunciator will iluminate and the system will intercept the localizer. If the ‘airplane heading is within 90° of the back course heading, the REV LOC annunciatcr wil light. c. Indicated airspeed hold or pitch attitude hold may be used to establish a descent while on reverse localizer. 4. Disengage the autopilot at no less than 200 feet above the ground prior to manually landing the airplane. €. Go-around operation is the same as for front course operation. 4. INAV Approach ‘a. Tune the NAV receiver and DME to the appropriate VORTAC frequency. b, Set RNAV bearing and distances as given on the navigation chars for RNAV approaches. Set RNAV to APPR mode when within ten miles of the selected waypoint ©. Set vertical navigation to give minimum descent altitude and bias as desired. Set the MDA ‘switch to the MDA WARN position 4. Set the required course on the pictorial navigation indicator and establish an intercept angle to the inbound radial. Arm the approach mode. fe. After RNAV approach is coupled, observe the vertical navigation deviation on the flight command indicator and depress the VNAV CPLD button when desired descent angle is displayed, f. When the MDA annunciator on the fight director indicator iluminates, a go-around should be executed unless the pilot has the field in sight FAA Approved Revised: December, 1983, Bote IN 90-590012-41DISENGAGING THE AUTOPILOT 1. Monitor the controls prior to disengagement. Under normal operating conditions the aulsmatic pitch {rim will have the airplane properly trimmed in the pitch axis at the pitch attitude existing when the system is disengaged 2, Disengage the system by pressing the pilot's or copila’s quick disconnect switch, pila/copilt trim ‘switches, oF returning the autopilot engage switch to OFF. The fight director may be turned off. then (on, which will also disengage the autopilot. SPECIAL NOTES 1, The V-bars on the flight director indicator will disappear to the top of the instrument when no fight director modes are engaged 2. The \-bars must be in view before the autopilot can be engaged. 3, When the autopilot is not engaged, the system may be used as a manual fight directer system. ww atl Le (be Sov W.H. Schultz Beech Aircraft Corporation DOA CE-2 gotoBEECHCRAFT KING AIRS 65-90, 65-A90, B90, C90, E90 LANDPLANES AIRPLANE FLIGHT MANUAL SUPPLEMENT for the NICKEL-CADMIUM BATTERY CHARGE CURRENT DETECTOR ‘The information in this supplement is FAA Approved material, which, long with the basic FAA Approved Airplane Flight Manual, is applicable to the operation of the airplane when equipped with the ‘Nickel-Cadmium Battery Charge Current Detector, P/N 100-364285, approved by Letter ACE210, dated September 25, 1973, FAA Central Region, Engineering and Manufacturing Branch, Wichita, Kansas and installed in accordance with Beech FAA Approved drawings or by Kit 100-3009-1 ‘The Battery Charge Current Detector consists of a circuit which illuminates an amber light on the instrument panel whenever the battery charge current is above normal. The system is designed for ‘continuous monitor of battery condition. ‘The purpose of the Battery Charge Current Detector is to inform the pilot of battery charge currents which ‘may damage the battery. The system senses all battery current and provides a visual indication of above ‘normal charge current. Following a battery engine start, the battery recharge current is very high and causes the illumination of the BATTERY CHARGE light, thus providing an automatic self test of the detector and the battery. As the battery approaches a full charge and the charge current decreases to a satisfactory amount, the light will extinguish. This will normally occur within a few minutes after an engire start, but may require a longer time, if the battery has @ low state of charge, low charge vottage per cell (20 cells. battery), or low battery temperature. ‘The light may occasionally reappear for short intervals when heavy loads switch off, or engine speeds are varied near generator cut-in speed. High battery temperature or high charge voltage per cell will result in a high overcharge current which will eventually damage the battery and lead to thermal runaway. Ilumination of the BATTERY CHARGE light in flight alerts the pilot that conditions may exist that may eventually damage the battery. The battery should be turned off to prevent battery damage. The following procedures outline the actions to be taken in the event the BATTERY CHARGE light illuminates. NORMAL PROCEDURES BEFORE STARTING ENGINES 1, Caution Light (BATTERY CHARGE) - PRESS TO TEST for illumination DURING ENGINE START 1. Caution Light (BATTERY CHARGE) - ON (approximately 6 seconds after generator is on the line) NOTE Light indicates a charge current above normal. The light should extinguish within 5 minutes following 2 normal engine start. Failure to do so indicates a partially discharged battery. Continue to charge the battery. Make a check each 90 seconds using the During Engine Shutdown procedure outlined below, until the charge current fails to decrease and the light extinguishes. Failure of the light to extinguish indicates an unsatisfactory condition. The battery should be removed and checked by a qualified Nickel-Cadmium Battery shop. FAA Approved Date: October 1, 1973 PIN 90-590012-45IN FLIGHT ‘The illumination of the amber caution light, placarded BATTERY CHARGE, in flight indicates a possible malfunction of the battery. Turn the Battery Switch - OFF. The caution light should ‘extinguish and the flight may proceed to destination. Failure of the light to extinguish with the battery switch off indicates a battery system or a charge current detector system malfunction. The aircraft should be landed as soon as practicable. (The battery switch should be turned on for landing in order to avoid electrical transients caused by power fluctuations.) A During Engine ‘Shutdown Battery Condition Check as outlined below, should be made after landing. If the battery indicates unsatisfactory, it should be removed and checked by a qualified Nickel-Cadmium Battery shop. DURING ENGINE SHUTDOWN Battery - CONDITION AND CHARGE (If the BATTERY CHARGE light is extinguished, the battery is charged and the condition is good. If the light is illuminated and fails to extinguish within 3 minutes of charging, perform the following check:) 1. One Generator - OFF 2. Volt Meter - INDICATING 28 VOLTS 3. After the foad meter stabilizes, momentanly turn the Battery Switch OFF, noting the change in meter indication. NOTE ‘The change in load meter indications is the battery charge current and should bbe no more than .025 (only perceivable needle movement). If the result of this check is not satisfactory, perform the check again after 3 minutes charging time. If the result is still unsatisfactory the battery should be removed and checked by a qualified Nickel-Cadmium Battery shop. Va roprowes: Jl, AY, as Chester A. Rembleske Beech Aircraft Corporation DOACE2 FAA Approved Date: October 1, 1973 2of2 P/N 90-590012.45BEECHCRAFT KING AIR C90 (LJ-668 thru LJ-1062 except LJ-670), C90A (LJ-1063 and after), E90 and F90 LANDPLANES PILOT'S OPERATING HANDBOOK AND FAA APPROVED AIRPLANE FLIGHT MANUAL SUPPLEMENT for the KING KNA-665 OR KNR-665A AREA NAVIGATION SYSTEM GENERAL ‘The information in this supplement is FAA Approved material, which along with the Pilot's Operating Handbook and FAA Approved Airplane Flight Manual, is applicable to the operation of the airplane when ‘modified by the installation of the King KNA-665 or KNR-665A Area Navigation System. The information in this supplement supersedes or adds to that of the Pilot's Operating Handbook and FAA Approved Flight, Manual. Users of this manual are advised always to refer to the supplement for possible superseding information and placarding applicable to operation of this airplane. LIMITATIONS 1. The Area Navigation Function may not be used as a primary system under IFR conditions except on ‘approved approach procedures, approved area navigation airways, and random area navigation routes when approved by Air Traffic Control. 2. The Area Navigation Function can only be used with co-located facilities. (VOR and DME signals originate from same geographical location ) EMERGENCY PROCEDURES CAUTION DME may unlock due 1o loss of signal with certain combinations of distance from station, altitude, and angle of bank. 1. IENAV flag appears while in the ENROUTE mode, check for correct frequency. 2. If VOR or DNE equipment is intermittent or lost, utilize other navigation equipment as required 3. IFNAV flag appears during an approach while in the APPR mode, execute published missed approach ‘and utilize another approved faci. NORMAL PROCEDURES ‘The King KNR-685 or KNA-685A Area Navigation System is a push-button tuned, navigational unit with a ten waypoint memory capacity. Included is the capability to select the VOR/DME, localizer and gideslope frequencies, electronically “move” the VOR to a phantom location called a Waypoint, and set the navigational course in the Flight Director. ‘The KNA-665 or KNA-665A functions in three modes. In the VOR mode, the unit operates as a conventional \VOR Converter wih a course deviation scale factor of = 10 degrees presented on the Pictorial Navigation Indicator. This mode is also utlized for localzer/glidestope approaches with a conventional display. Two ‘Area Navigation modes are available. They are designated ENROUTE and APPR for use in enroute and terminallapproach navigation. For Area Navigation, the course deviation is presented in nautical miles on the FAA Approved Revised: September, 1964 PIN 90-590012-49,2of6 Pictorial Navigation Indicator rather than in degrees as with the VOR mode. This is referred 10 as “constant ‘course width”. The ENROUTE mode provides a constant course width of + § nautical miles (1 nautical mile Per t dot deviation). APPR mode has a constant course width of = 1.25 nautical miles (1:4 nautical mile per 1 dot deviation) and should be used when within ten miles of the terminal waypoint. CONTROL FUNCTIONS The KNR-665 or KNA-665A Area Navigation System is programmed and operated from a panel mounted control unit. Information such as station frequency, course, waypoint radial and way poin: distance is entered into memory trom the keyboard on the control unit, During the fight, the desired waypoints are recalled trom memory and the modes of operation are selected from the control unit 1, Mode Switch: This three position switch selects conventional VOR/DME operation designated "VOR", enroute Area Navigation designated "ENROUTE”, and terminal‘approach Area Navigation designated " APPR’ 2. 0 thru 9 Keys: Each depression of one of these keys enters ane digit into the FREQIKEYROARD window. 3, FREQKEYBOARD Window: ‘a. Displays the Waypoint facility frequency when display is constant. b. Serves as a “scratch pad” to confirm the input of the keyboard when display is flashing 4. COURSE Window. Displays the selected course in degrees. 5. WPT Radial Window: Displays the VOR radial on which the Waypoint is placed, 6. WPT DISTANCE Window: Displays the distance along the selected VOR radial on which the Waypoint is placed, 7. Load Keys: Load keys are located 10 the right of the FREQIKEYBOARD, COURSE, WPT RADIAL and WPT DISTANCE windows. The load keys cause data trom the keyboard to be loaded into the respective windows. 8. WPT-CRS-DSPY Window Annunciates the waypoint and course being displayed 8. WPT-CRS-IN USE Window: Annunciates the waypoint and course in use. 10. —> Transter Key: Puts the displayed waypoint into use. 11, CRS 1 Key: Selects Course 1 (Inbound course) FAA Approved Revised: September, 1984 PIN 90-590012-4912. ORS 2 Key: Selects Course 2 (Outbound course). 13. AUTO CRS Key: Computes and enters the direct course from present position to the facilty. VOR (In VOR mode) or wayponnt (in ENROUTE or APPR mode}. 14. KYBD CLR Key The Keyboard Clear Key clears the "scratch pad” (FREQ/KEYBOARD window when flashing) 15. NAV TEST Key: Initiates an automatic, three-part, sequential sell-test, Active in ENROUTE mode only, PREFLIGHT The preflight check consists of a sequential test of the entire RNAV system, including a test of the ‘computation accuracy of the computer and all displays. The RNAV system will not test with the autopilot engaged or with the navigation receiver tuned to an ILS trequency. 4. Set mode selector switch to ENROUTE. 2. Press and hold NAV TEST key for approximately 15 seconds to initiate three-part set-tes. Part 1. All lamp segments are illuminated to numeral “8” (except the extreme loft digit of FREQIKEYBOARD window which illuminates to numeral °1") Part 2. The airplane is placed over the VOR, the waypoint is located 30.0 miles on the 90.0" radial, the selected course is 90°. The FREQ/KEYBOARD, DSPY, and IN USE windows are extinguished. The Pictorial Navigation Indicator course needle will rotate to 30°. Part 3. The course required to fly to the waypoint is computed (90°) and entered into the COURSE ‘window. The Pictorial Navigation Indicator course needle will rotate to 90" Failure to satisty the prefight test requirements indicates an inoperative RNAV computer. Set the mode selector to VOR and use navigational units in conventional VOR/OME operation, PROGRAMMING Pertinent information (frequency, course, waypoint radial, waypoint distance, waypoint number) for up to ten waypoints is entered into memory from the panel mounted keyboard unit, Programming the computer may bbe completed prior to take-off or during the fight. Any combination of navigational facilities (RNAV waypoint, VORIDME, ILS) may be loaded into the computer; however, itis desirable that each facility be numbered and loaded in the sequence it is to be used. RNAV WAYPOINTS 1. Select the frst waypoint and the inbound course by depressing keyboard number “1” and CRS 1 ppushbuttons, These numbers will appear in the top center DSPY window over WPT and CRS. NOTE {tthe navigational facility is at or near the departure point and the first route ‘segment is outbound from that facility, depress keyboard number “1” and CRS 2 pushbuttons. FAA Approved Revised: September, 1984 PIN 90-590012-49 30t62. Select the VORTAC frequency by depressing the keyboard buttons in the number sequence, A total ot five digits must be entered to complete the frequency input (i, frequency 113.8 entered as 113.80). ‘The frequency will appear flashing in the FREQKEYBOARD window. Upon confirming the proper frequency has been entered on the keyboard, itis stored into memory by depressing the load key adjacent to the FREQKEYBOARD window. The flashing presentation will become steady which Confirms frequency storage. 3. Select inbound course to the waypoint on the keyboard. The frequency number in the FREQIKEYBOARD window will be replaced by the flashing course numbers. Confirm accuracy of course numbers and store into memory with the load key adjacent to the COURSE window. The inbound course number in the FREQ/KEYBOARD window will transfer to the COURSE window and the VORTAC frequency will reappear in the FREQIKEYBOARD window. 4, Select outbound course trom the waypoint by depressing CRS 2 pushbutton, The number 2 will appear in the OSPY window over CRS and adjacent to WPT number 1. Select and load the outbound course value using the same procedure as the inbound course. 5. Select the waypoint radial on the keyboard and enter into memory (after checking) by depressing the load key adjacent to the WPT RADIAL window. 6. Select the waypoint distance following the same procedure as with the selection of the waypoint racial Enter the value into memory by depressing the load key adjacent to the WPT DISTANCE window. NOTE WPT RADIAL and WPT DISTANCE are decimal readouts. Program these values to the nearest tenth unit 7. This completes the programming for the first waypoint and inboundioulbound courses. Follow these procedures for all selecled waypoints up to a maximum of ten. NOTE |f an error is noted while the value in the FREQIKEYBOARD window is stil flashing, depress the KYBD CLR button and select the correct value on the keyboard. This will not affect any information already stored in the memory If the error is noted after the value has been loaded, select the proper value on the keyboard, confirm its accuracy in the flashing FREQ/KEYBOARD window, and reload the value into the appropriate window. CONVENTIONAL VOR ‘The programming technique for conventional navigation directly toward or away from a VOR facilty is similar to that for RNAV waypoints. Inputing the waypoint number, course number, frequency and course values into the memory is accomplished in the same manner. Since the station is not to be electronicaly “moved” to a new locaton (waypoint, no values are programmed ino the WPT RADIAL and WPT DISTANCE 1LS APPROACH (Front Course and Back Course) Programming an ILS approach is accomplished in the same manner as programming conventional VOR. However, itis essential that only the inbound front course localizer bearing be entered into the COURSE window for both front course and back course approaches. This will assure that the Pictorial Navigation Indicator and autopilot maintain the proper lettright logic. FAA Approved Revised: September, 1984 4ote ‘PIN 90-590012-49MISSED APPROACH IV the published missed approach utilizes an RINAV waypoint or VOR fail, it may be entered into memory anytime prior to the approach. It is recommended that WPT "0" (keyboard numeral 0) be reserved for this ‘operation. Any other waypoint storage (1 thru 9) could be used; however, habitual use of WPT “O" ‘eliminates the possibiliy of error that could be experienced when selecting an intermediate digt during this critical fight phase. ENROUTE OPERATION Prior to take-off, select ENROUTE on the mode switch. Flight in this mode is recommended even it navigating directly toward or away from a VORTAC facility. The ENROUTE mode provides the advantages, ‘of "constant course width” and smooths the received signals to improve autopilot operation. An exception to this procecure would be caused by the lack of a DME signal co-located with the VOR tacily. In ths case, the VOR mode would be selected. 1, Place WPT 1/CRS 1 in the DSPY window by depressing keyboard number “1” and CRS 1 ppushbuttons. This calls up waypoint 1 information fram the memory bank and displays tha! information In the appropriate windows for checking, NOTE A‘ this point, changes to a waypoint parameter may be made by replacing the ‘original numbers with a new entry without affecting the other parameters that are in memory, 2. Depress —> (transfer key) to place the displayed information into active use. The waypint numbers WPT 1/CRS 1 will appear in the IN USE window. This action also aulomatically tunes the VOR/DME receivers to the appropriate frequencies and causes the course needle on the Pictorial Navigation Indicator to be driven to the displayed course, 3. As the waypoint is approached, recall the outbound course by depressing the CRS 2 pustbutton. This places WPT 1/CRS 2 in the DSPY window. The waypoint information and outbound course are displayed for checking. However, navigation continues on the inbound course. The IN USE window will flash WPT 1/CRS 1 to advise the waypoint and course currently displayed are not in use. Transition to the outbound course is accomplished by depressing the —> (transfer key). The displayed waypoint pararreters will be placed in use and WPT 1/CRS 2 will appear steady in the IN USE window. 4. Follow these procedures for subsequent waypoints. AUTOCOURSE OPERATION “The “autocourse” function allows for navigation from the airplane's present location direct to an IN USE waypoint or VORTAC. 1. DIRECT TO WAYPOINT Depress AUTO CRS pushbutton. The direct course will be computed and displayed in the COURSE window. The course needle onthe Pictorial Navigation indicator wil be driven tothe displayed course. FAA Approved Revised: September, 1984 PIN90-590012-496ot6 2. DIRECT TO VORTAC. Select VOR on mode switch. Depress AUTO CRS pushbutton. The rect course will be computed and displayed as above. (To obtain the advantages of "constant course width”, load 0 nautical miles into the WPT DISTANCE window and return the mode switch to ENROUTE,) reves: / Lt: CA er JOr Wt So ren eeBEECHCRAFT LANDPLANES AIRPLANE FLIGHT MANUAL SUPPLEMENT for OPERATION OF PTGA-20A, -21, -27, -28, and -41 ENGINES WITH SECONDARY LOW PITCH STOP INOPERATIVE (SEE EFFECTIVITY BELOW) GENERAL The information in this document is FAA approved material which must be attached to the FAA Airplane Flight Manual. ‘The information in this document supersedes the basic FAA Approved Airplane Flight Manual where covered in the items contained he LIMITATIONS Where included, remove “Propeller Secondary Low Pitch Stop” from Required Equipment List. NORMAL PROCEDURES BEFORE TAKE-OFF (Under step relative to Secondary Low Pitch Stop Test:) Secondary Low Pitch Stop Annunciator Lis Condition Levers - HIGH IDLE Power Levers - IDLE (Read propellers rom) Prop Test Switches - HOLD TO TEST POSITION Power Levers - ALIGN AFT EDGE WITH TOP OF BETA RANGE MARKS ‘Annunciator Lights - CHECK ON RPM - Check for increase of approximately 210 rpm when annunciator illuminates Power Levers - 1OLE ws- TEST. NOTE ‘The secondary low pitch stop light in the annunciator panel must remain operative. The purpose of this light is to indicate propeller blade angle position and is required by FAA regulation. If the light illuminates during any flight condition note the RPM and torque of both engines. If no change is indicated, the blade angle is not as shown by the light and the light may be disregarded. EMERGENCY PROCEDURES No Change. PERFORMANCE ‘No Change. FAA Approved Revised: October 9, 1975 P/N 101-590010-89 1of2(C90 (LJ-584 and after) E90 (LW-1 and after) 100 (82 and after) 9A, AQQA, and B99 Airliners (U-1 and after which are equipped with PT6A.27, or PT6A-28 engines) 200 (BB-2 and after) Approved; fA bl stor A. Rembleske jes Aircraft Corporatign) DOA cE-2 FAA Approved Revised: October 9, 1975 2of2 PIN 101-590010-89,BEECHCRAFT KING AIR E90, C90, (LJ-625 thru LJ-1062), & C90A (LJ-1063 and ater), LANDPLANES PILOT'S OPERATING HANDBOOK AND FAA APPROVED AIRPLANE FLIGHT MANUAL SUPPLEMENT for the SPERRY SPZ-200A/STARS IV D AUTOMATIC FLIGHT CONTROL SYSTEM or ‘SPERRY SPZ-200A/SPI-80/81 AUTOMATIC FLIGHT CONTROL SYSTEM or ‘SPERRY SPZ-200A/SPI-400/500 SERIES AUTOMATIC FLIGHT CONTROL SYSTEM CATEGORY | GENERAL ‘The information in this supplement is FAA-approved material and must be attached to the Pilot's Operating Handbook and FAA Approved Airplane Flight Manual when the airplane has been modified by installation of the Sperry SPZ-200A/STARS IV D or SPI-80/81 or SPI-400/500 Series Automatic Figtt Control System in accordance with Beech-approved data, ‘The information in this Supplement supersedes or adds to the basic Pilot's Operating Handbook and FAA ‘Approved Airplane Flight Manual only as set forth within this document. Users of the manual are advised always to refer to the supplement for possibly superseding information and placarding applicable to operation of the airplane, LIMITATIONS 1 During autopilot operations, plot must be seated at the controls with seat bell fastened. 2. Maximum speed for autopilot operation: £90 1226 knots/0.46 Mach, ViycyMi4o, 690, C90A. . nnn os 208 knots 3. Do not use autopilot under 200 feet above the terrain, 4, Autopilot and yaw damper must not be used during takeott or landing 5. Autopilot test must be conducted and found satisfactory prior to each fight on which the autopilot is 10 be used EMERGENCY PROCEDURES It the AP TRIM FAIL and FAULT WARNING annunciators illuminate while the autopilot is engaged. immediately disconnect while restraining the control wheel for a possible out of trim force. IN THE EVENT OF AN AUTOPILOT MALFUNCTION, disengagement can be accomplished by one of the folowing: 1. Pressing (momentarily) the pilots or copilo’s AP DISC button on the control wheel. 2. Pressing (momentarily) the go-around button on the left power lever. Pressing the TEST button on the Autopilot Engage Controller. 4. Opening the autopilot circuit breaker. 5. If necessary, the autopilot may be overpowered by either pilot. FAA Approved Revised: December, 1983 PIN 90-590012-53 108620t6 IN THE EVENT OF AN ENGINE FAILURE: 1. Disengage the autopilot, retrim the airplane and re-engage the autopilot. Maintain at least 120 knots for ‘one-engine inoperative approach. (MAXIMUM ALTITUDE LOSSES DURING MALFUNCTION TESTS WERE: CONFIGURATION ALTITUDELOSS Climb | ee . . : vv 200 feet Cruise — c 300 eet Descent = nnn B0 foot ‘ApproachiiLS Coupled. = . 38 teet NORMAL PROCEDURES FLIGHT DIRECTOR OPERATION The pilot can select any of the following flight modes using the flight director mode selector pushbuttons which provide both the flight director and autopilot mode control and annunciation. Allmmodes 0 the mode selector have push on - push off capability. When no mode has been selected, the command bars on the Attitude Display Indicator (ADI) are retracted from view. 1. Standby (SBY): In this mode, flight director is ready for operation of the other modes. The command bars on the Attitude Display Indicator are retracted from view. Depressing the SBY pushbutton tests all flight control system annunciators and resets the flight director mode. 2. Heading Select (HDG): This mode provides lateral commands on the Attitude Display Indicator ‘command bar to acquire and maintain the heading displayed on the heading cursor on the Horizontal Situation Indicator. The desired heading is selected by turning the heading select knob. 3. Low Bank: This mode, used only with Heading Select, provides reduced bank-angle commands on the ‘Attitude Display Indicator command bar. The pushbutlon LOW BANK switch (IF INSTALLED) is located ‘on the autopilot controler. 4. VOR/RNAVIFront Course Localizer (NAV): Selecting NAV with the radio tuned to a VOR or ocalizer frequency resultsin the NAV ARM light illuminating. The desired radial or inbound course is set on the Horizontal Situation Indicator course selector by turning the course knob. When NAV is selected with the airplane outside the edge of the beam, the HDG mode is automatically selected. The heading select cursor can be used to set the intercept angle to the beam. When the capture points reached, the HDG mode drops out, the NAV mode goes from ARM to CAP, and the flight director command bars provide ‘commands to track the VOR radial or localizer beam. Crosswind correction is automatically provided. 5. ILS Approach (APR): Selecting APR with the radio tuned to a localizer frequency will resultin both the ‘APR ARM and NAV ARM lights illuminating which indicate glideslope and localizer signals respectively are armed. The inbound course should be set on the Horizontal Situation Indicator course selector. The heading mode will be automatically selected ifthe airplane is outside the edge of the localizer beam. An appropriate intercept angle should be set with the heading select cursor. When the localizer is captured, the HOG mode drops out and the NAV mode goes from ARM to CAP. The APR mode goes from ARM to CAP upon intercepting the glideslope. Glideslope capture will not occur unti after the localizer has been captured. If ALT, VS or JAS modes were selected, they will drop out at glidestope capture, 6. Back Course Localizer (BC): This mode provides lateral commands on the light director to fly back course approaches or outbound on the front course. The inbound front course should be set on the Horizontal Situation Indicator course selector. Lateral beam sensor operation is as described in the NAV mode. 7. VORIRNAV Approach (VOR APR): Selecting VOR APR with the radio tuned to a VOR frequency results in the VOR APR ARM and NAV ARM lights illuminating. Course intercept and capture operation is as described in the NAV mode. When the course capture is accomplished, the ARM lights willextinguish and the VOR APR CAP and NAV CAP lights will illuminate. This mode provides optimum gains for the VORIRNAV approach. FAA Approved Revised: December, 1983 PIN 90-590012-53& Altitude Hold (ALT): This mode provides pitch commands on the flight director to maintain the engaged altitude. If the autopilot is engaged, selection of the ALT mode should be made at vertical speeds less than 2000 feet per minute. 9 Altitude Preselect (ALT SEL): This mode operates in conjunction with the Altitude Alert Controller on which the desired altitude is set. Pressing ALT SEL will illuminate the ARM annunciator indicating the flight director is armed to automatically capture the selected altitude. Pitch hold, AS or VS modes may be used to fly to the selected altitude. When the difference between the airplare’s altitude and the selected altitude is approximately one quarter of the vertical rate, the ARM and any selected vertical ‘mode annunciators will extinguish and the CAP annunciator will Illuminate. The flight director will ‘command a programmed flare to the selected altitude. When the altitude is reached, the altitude hold mode automatically engages and the CAP annunciator will extinguish. 10. Vertical Speed (VS): The VS mode maintains the existing vertical speed atthe timeof selection through pitch commands on the flight director. 11, Airspeed Hold (IAS): The IAS mode is used to maintain a constant indicated airspeed by controlling pitch attitude. The IAS mode is selected when the aitplane isat the desired airspeed. The light director ‘commands pitch attitude changes to maintain the selected airspeed, 12. Go-Around: This mode provides commands to the flight director when an approach is to be termi- nated. A fixed pitch-up, wings-level command of 7 degrees is presented. The GO-AROUND mode ‘cancels all other modes and is selected by depressing the go-around switch on the left power lever. Selection of the GO-AROUND mode will disengage the autopilot; however, the yaw damper will be retained. ‘After GO-AROUND iis selected, any roll mode can be selected and will cancel the wings level roll ‘command. The GO-AROUND mode is cancelled by either selecting another pitch mode, selecting TCS fr engaging the autopilot. AUTOPILOT FEATURES 1. Autopilot Controller: The autopilot controller provides the means of engaging the yaw damper and autopilot. The controller also contains a pitch wheel and turn knob for manual cortrol of the autopilot. 2 Yaw Damper Engage: The yaw damper is engaged by depressing the Y/D ENGAGE button on the ‘autopilot controler. The YAW DAMPER may be engaged independently of the autopilot to provide yaw stabilization. ‘3. Autopilot Engage: When the A/P ENGAGE bution is pressed the yaw damper is engaged and, with no ‘modes selected on the Flight Director mode selector, pitch attitude is held, rol attitude is brought to zero, and airplane heading is maintained. NOTE “To engage the autopilot, the yaw damper must be operable. 4. Elevator Trim Annunciator: The elevator trim ight illuminates when a sustained signal is being applied to the elevator servo. IF EITHER THE DN OR UP TRIM ANNUNCIATOR IS LLUMINATED, THE AUTOPILOT SHOULD NOT BE ENGAGED. 6. Soft Ride Mode: Selection of the SOFT RIDE mode on autopilot controller reduces autopilot response in both roll and pitch axes. This mode should be used for turbulence penetration or any other time that softer response is desired. . Turn Knob: Rotation of the turn knob out ofits detent results in a roll command proportional to, and in direction of, the turn knob rotation. if HDG, NAV, APR, BIC, or VOR APR is on the fight director mode selector, rotation of the turn knob cancels the mode. These modes cannot be reselected and the autopilot cannot be engaged until the turn knob isin its detent. FAA Approved Revised: December, 1983 PIN 90-590012-53 aate)406 7. Pitch Wheel: Rotation of the pitch wheel results in a change of pitch attitude proportional to the rotation Of the pitch whee! and in the direction of wheel movement. If IAS, ALT, VS, or ALT SEL CAP is on the flight director mode selector, rotation of the pitch wheel cancels the mode. 8 Touch Control Steering: When the touch control steering (TCS) switch on the control whee! is depressed, the elevator and aileron axes of the autopilot will disengage, the AP ENGAGE annunciator will extinguish, and the pilot can manually control the airplane. When the TCS switch is released, the autopilot wil re-engage and illuminate the AP ENGAGE annunciator. TCS can only be used with the turn knob in the center detent. {no mode has been selected on the flight director, the existing pitch attitude will be maintained when the TCS switch is released. If the airplane rol attitude is more than 6 degrees, the roll attitude will be maintained. If the roll atitude is less than 6 degrees, the airplane heading will be maintained, The TCS feature also allows the pilot to modify the commanded fight path from the flight director ‘computer. When coupled to ALT, VS, IAS, or APR, touch control steering can be selected and the altitude, vertical speed, airspeed or position on the glideslope can be manually changed throuch pitch attitude or power changes. Upon release of the TCS switch, the new reference will be held or the Autopilot wil recouple to APR. If the autopilot is coupled to the roll mode, TCS allows maneuvering in roll while the switch is depressed. Upon release, the autopilot will couple to the previously selected lateral mode. NOTE the ALT hold mode is engaged, vertical speed should be less than 2000 feet Per minute prior to release of the TCS switch. AUTOPILOT COUPLING TO FLIGHT DIRECTOR, ‘The autopilot uses the Flight Director computer for autopilot commands. Whenever the autopilot is engaged, it will fly the rot andior pitch mode selected except for the GO-AROUND mode. When the autepilot is ‘engaged and a roll mode is on the flight director, operation of the turn knob will cancel the selected roll ‘mode. When the autopilot is engaged with a pitch mode on the fight director, operation of the pitch whee! will cancel the selected pitch mode. Ifa roll made is selected prior to moving the pitch wheel, the command indicator will synchronize to the existing attitude. The following modes on the fight director are also autopilot modes: HDG - Heading Select NAV - VOR, RNAV or Front Course Localizer Beam Tracking, ‘APR - Front Course ILS Beam Tracking BC - Back Course Localizer Beam Tracking VOR APR - VOR or RNAV Approach ALT - Altitude Hold ALT SEL - Alitude Preselect, VS - Vertical Speed Hold IAS - Airspeed Hold LOW BANK IY no mode is selected, the autopilot will ly heading hold and pitch hold. When GO-AROUND mode is selected, the autopilot will disengage; however, the yaw damper will remain engaged. Re-engagemert of the autopilot when te Flight Director is in the GO-AROUND mode results in a pitch attitude hold command for the autopilot. If a Flight Director mode is previously selected, the autopilot will couple to the selected mode. AUTOPILOT OPERATION PREFLIGHT 1. Elevator Tim Annunciator - CHECK (Observe that autopilot trim light on autopilot controller is not FAA Approved Revised: December, 1983 IN 90-590012-53indicating UP or DN. A steady UP or DN light denotes automatic synchronization is not furctioning and the autopilot should not be engaged.) 2. Turn Knob - IN CENTER DETENT POSITION. 8. Autopilot - TEST ‘@ Control Whee! to mi vol - DEPRESS AP ENGAGE ANNUNCIATOR SWITCH. b. Control movement - CHECK (that the system can be overpowered by slowly moving the controls. of all three axes) CAUTION Mf autopilot disengages, do not use. ‘c. Elevator Trim followup - CHECK (1) Hold control whee! forward of mid-travel; trim whee! will run nose up after approximately 3 seconds. Actuate control wheel trim switches to nose down. AP TRIM FAIL and FAULT WARNING annunciators will iluminate (2) Hold contro! whee! aft of mid-travel. AP TRIM FAIL annunciator will exinguish and tim whee! will run nose down after approximately 3 seconds. Actuate control whee! trim switches 10 nose up. AP TRIM FAIL and FAULT WARNING annunciators will illuminate. 4. AP DISC Button - DEPRESS (Autopilot will disengage.) fe. Re-engage Autopilot 1. Autopilot TEST Button - DEPRESS (Autopilot will disengage and AP DISC and FAULT WARNING ‘annunciators will iluminate, ) CAUTION If autopilot does not disengage when the test button is depressed, it indicates autopilot torque monitors are not functioning properly. DO NOT USE AUTOPILOT IN FLIGHT UNTIL CORRECTIVE ACTION HAS BEEN TAKEN, ‘9 Annunciators - CLEAR (AP DISC annunciator will extinguish by depressing the control wheel AP [DISC bution and the FAULT WARNING annunciator will extinguish by depressing its face.) h. Bevator Trim - RESET AS REQUIRED. IN-FLIGHT ENGAGEMENT OF AUTOPILOT 1. All autopilot and Flight Director Circuit Breakers - IN 2. Elevator Trim Indicator - CHECK (Observe that autopilot trim annunciators on autopilot controller are ‘ot iluminated.) 3, Tum Knob - IN CENTER DETENT POSITION 4. Autopiot Controller AP ENGAGE Annunciator Switch - DEPRESS FAA Approved Revised: December, 1983 PIN 90-590012-53 soebots DISENGAGING THE AUTOPILOT ‘The autopilot may be disengaged by: ‘Actuation of the AP DISC buttons on either control wheel. (Copilt’s button causes FAULT WARNING and AP DISC annunciators to illuminate.) Pressing the TEST button on the Autopilot Engage Controller. (FAULT WARNING and AP DISC ‘annunciator wil iluminate.) Pressing the go-around mode switch on the left power lever. (AP DISC annunciator wil iluminate.) NOTE ‘The AP DISC annunciator light is extinguished by depressing the pilot's AP DISC button. The FAULT WARNING annunciator is extinguished by depressing its face. DISENGAGING THE YAW DAMPER The yaw damper may be disengaged by actuation of the AP DISC button on either control wheel. PREFLIGHT ALTITUDE ALERTING ‘The alerting sequence can be verified by the following procedure: 2 ‘Set the altitude on the altitude alert controller for 1500 feet above the altitude on the pilots altimeter. Using the baro set on the pilot's altimeter, adjust altitude toward the alert controller reading. At 1000 feet from the desired altitude, the alert ight on the altimeter wil iluminate and the alert tone will sound. Within 250 feet of selected alitude, the alert ight will extinguish. Using the baro set to return to the original altitude, the alert light will iluminate and the tone will sound when the altimeter has deviated over 250 feet from that on the alert controller. At 1000 feet from the selected altitude, the alert light will extinguish, Beech Aircraft Corporation DOA CE-2 FAA Approved Revised: December, 1983 IN 90-590012-53BEECHCRAFT KING AIR C90 (LJ-668 thru LJ-1062, except LJ-670) ‘C90A (LJ-1063 and after) AND E90 LANDPLANES PILOT'S OPERATING HANDBOOK and. FAA APPROVED AIRPLANE FLIGHT MANUAL SUPPLEMENT for the COLLINS AP-106 AUTOMATIC FLIGHT CONTROL SYSTEM CATEGORY I GENERAL ‘The information in this supplement is FAA-approved material and must be attached to the Pilot's Operating Handbook and FAA-Approved Airplane Flight Manual when the airplane has been modified by installation Of the Collins AP-106 Automatic Flight Control System in accordance with Beech-approved data. ‘The information in this supplement supersedes or adds to the basic Pilot’s Operating Handbook and FAA-Approved Airplane Flight Manual only as set forth within this document. Users of the manual are advised always to refer to the supplement for possibly superseding information and placarding applicable to operation of the airplane. LIMITATIONS 1. During autopilot operations, pilot must be seated at the controls with seat belt fastened. 2. Maximum allowable Calibrated Airspeeds for autopilot Operation: (690, C90A, cco veeeeees seve 1208 knots E90 226 knots, 3. Do not use autopilot under 200 feet above terrain. 4, Autopilot and yaw damper must not be used during takeoff or landing, 5. Do not use propeller in the range of 1750 - 1850 RPM during coupled ILS approach, 6 Autopilot preflight check must be conducted and found satisfactory prior to each flight on which the autopilot is to be used. EMERGENCY PROCEDURES The autopilot can be disengaged by any of the following methods: Press the AP/YD disconnect switch on the pilot's or copilot’s contro! wheel ‘Move the engage lever to the DIS position. Engage the go-around mode (Yaw damper will remain on). Pull the flight director/autopilot circuit breaker out (off) Turn off the airplane master switch. ‘Turn off the avionics master switch. aorene The following conditions will cause the autopilot to disengage automaticaly: ‘Any interruption or failure of power. Vertical gyro failure indication. Flight control system power or circuit failure. ‘Autopilot trim failure. FAA Approved Revised: December, 1983 PIN 90-690012-55 10f7In the event of an engine failure: 1. Disengage the autopilot, retrim the airplane, and reengage the autopilot. Maintain 120 KIAS for ‘one-engine - inoperative approach speed until landing is assured. ‘Maximum altitude losses during malfunction tests were: CONFIGURATION ALTITUDE Loss Climb ol Pe se 200 Ft Cruise 280 ft Maneuvering Pea ia iit a $120ft. Decent + 500 Approach/IS Coupled 2 2 Pe 60 ft ‘One-Engine - Inoperative Approach/ILS Coupled | +. 80 NORMAL PROCEDURES The autopilot/tlight director modes are selected on the system control unit by momentary action, push-on/push-off switches. The lateral modes are HDG, NAV, APPR, and 8/C. When not in a lateral mode, ‘the flight director command bars are biased out of viow. The vertical modes are ALT, 1AS, and pitch. These ate all hold modes. The pitch hold mode is automatically operational when none of the vertical modes a selected, ‘Splection of a mode causes that pushbutton to illuminate along the edges. Switch lighting intensity of the selected mode is adjusted by the dimmer control on the lower right of the system control unit. The dimmer control also acts as a lamp test when turned fully counter clockwise. For operation at night, the switces hhave an overall illumination as adjusted by the OVERHEAD, SUBPANEL AND CONSOLE light control. ‘The autopilot incorporates its own annunciator panel located just above the flight director display on the instrument panel. The modes and indications given on the annunciator panel are placarded on the face of the plastic lenses and illuminate when the respective conditions are indicated. Dimming of the annunciators, is provided for by a switch located adjacent to the annunciator panel. PREF LIGHT CHECK. 1 check assures the pilot that the safety and failure warning features of the system are operating 1. Turn on airplane power, an inverter, and the avionics master switch, Check that the vertical gyro nas erected and that the gyrostabilized magnetic compass is slaved (flags out of view). Sot the heading ‘marker under the lubber line, and select HDG mode. NOTE “The pressure of air flow that normally opposes movement of control surfaces is absent during any preflight check. It is possible to get a hardover control surface deflection if an autopilot command is allowed to remain active for any appreciable time. If it is desired to check operation of the pitch/tum ‘control knobs, move them only as required to check control oneration, and ‘then return them to the center position. 2. Engage the autopilot. Check that the controls resist movement. Move the heading marker to 10 degrees right, then 10 degrees left of the lubber line. Observe that the flight director commands a bank toward ‘the new heading and the control wheel responds in the appropriate direction. {3 Press the AP/YD disconnect button on the control wheel. Observe that the autopilot disengages and ‘that the flight controls operate freely. FAA Approved Revised: December, 1963, IN 90+590012-554, Depress the pedestal mounted ELEV TRIM push-switeh, 5, Pull the control wheel aft to mid-travel and engage the autopilot, Push forward lightly on the control whee! and hold. The trim wheel should move to the nose-up direction after a few seconds and the TRIM UP annunciator on the control unit should flash. Continue to hold the control wneel and press the control wheel trim switches to the NOSE DN position. The autopilot should immediately disengage and the AP TRIM FAIL and MASTER WARNING annunciators should illuminate. NOTE ‘The AP TRIM FAIL annunciator will extinguish by depressing the AP/YD disconnect button on the control wheel and the MASTER WARNING annunciator by depressing its face. 6. Pull the control wheel aft to mid-travel and re-engage the autopilot. Pull further aft and hold. The trim ‘wheel should move to the nose-down direction after a few seconds and the TRIM DN annunciator should flash. Press the control wheel trim switches to the NOSE UP position. The autopilot should again immediately disengage and the AP TRIM FAIL and MASTER WARNING annunsiators should iMluminat. 7. Pull she control wheel aft to mid-travel and re-engage the autopilot. Depress the pedestal mounted AP TRIM TEST switch. Push forward lightly on the control wheel and hold. The trim wheel should not move, The autopilot should disengage after approximately five seconds and the AP TRIM FAIL and MASTER WARNING annunciators should illuminate. & Select any lateral mode (HDG, NAV, APPR, B/C), and move the heading marker so that the flight director commands 8 bank. Engage the autopilot. Press the go-around button on the le't power lever ‘and observe the GA annunciator illuminates, the autopilot disengages, and the flight director ‘commands a wings-level, 7° nose-up attitude. ENGAGING AUTOPILOT 1, Move the engage-disengage switch lever on the system control unit to the ENG position. NOTE ‘The autopilot and flight director are coupled when both units are engaged. When coupled, the autopilot accepts guidance commands from the flight director. When the flight director is not engaged, the autopilot accepts pitch and roll commands from the pitch/tum control knobs as selected by the pilot. 2. The autopilot may be engaged in any reasonable attitude and in either the coupled or uncoupled mode. ‘The autopilot will smoothly acquire the command attitude. When uncoupled, the autopilot will ‘maintain the bank and pitch attitude at the time of engagement. MANEUVERING 1. To change flight functions, press the desired mode button on the control unit. The selected mode button will illuminate along the edges and the autopilot annunciator lights on the instrument panel will illuinate, indicating the respective modes in operation. FAA Approved Revised: December, 1963 IN 90-590012-552. In any function except “after glideslope capture", use the autopilot pitch control for climbing and descending. Movement of the pitch control determines a pitch rate that is proportional to knob: displacement. If any vertical mode button has been selected, it will automatically release when the AP pitch control knob is rotated. 3. When the HDG mode is selected, the autopilot will command the airplane to turn and maintain the heading set on the heading marker. 4, Use the autopilot tun control to command a roll rate when the autopilot is engaged. At the time the Control is returned to detent, the autopilot maintains the bank angle (up to approximately 30 degrees). Rotating the tum control when the autopilot is engaged and a lateral mode is selected (except APPR and GA modes) will cause the selected lateral modes to release. CONTROL WHEEL SYNCHRONIZATION ‘The PITCH SYNC & CWS button on the pilot’s contral whee! can be used instead of the pitch/turn control to establish the airplane in a desired attitude. Depressing the button causes the autopilot elevator and aileron servos to disengage from the control surfaces. The pilot manually flies the airplane to the desired attitude, Releasing the PITCH SYNC & CWS button re-engages the servos and the system then will maintain tha arcicude. The ALT or IAS mode will immediately disengage (if selected) when the PITCH SYNC & CWS button is depressed. If the autopilot is coupled to the HDG, NAV, or B/C modes, upon release of the PITCH SYNC & CWS button, the autopilot will couple to the previously Selected lateral mode. NOTE ‘The APPR mode will not disengage when the PITCH SYNC & CWS button is depressed. When the button is released, the airplane will return to the localizer course and glideslope. YAW DAMPER OPERATION 1. The rudder channel of the autopilot may be selected separately for yaw damping by depressing the ‘YAW DAMP switch on the pedestal. The switch face will illuminate when the yaw damper is engiged. 2. To disengage the yaw damper, press the disconnect button on the pilot's or copilot’s control wheel to the first detent or press the YAW DAMP switch on the pedestal, ‘3. Refer to EMERGENCY PROCEDURES for other means of disconnecting the yaw damper. DISCONNECTING AUTOPILOT 1, Press the release button on the outboard hom of either control wheel to the first detent or manually ‘move the engage-disengage switch lever to the DIS position to disengage the autopilot for transition to ‘manual control. NOTE After assuming manual control, fly the airplane using the same heading, course, and attitude displays used to monitor autopilot operation prior to assuming manual control. FAA Approved a Revised: December, 1983 ot PIN 90-590012-55,VOR FLYING 1, Tune NAV receiver to the appropriate frequency. 2. Set the desired course to or from the station on the pilot's Course Indicator by turning the course knod. 3 Set the desired beam intercept heading with the HDG knob. The intercept angle with respect to the radio beam may be any angle of 90 degrees or less. 4, Depress the NAV button on the system control unit, The system is then armed to capture the beam as indizated by the N/L ARM annunciator light on the instrument panel. At the point of capture the N/L. CAP annunciator light will illuminate, indicating that the system has captured the selected course. Cortection for proper tracking of the radial is automatically provided. NOTE Except as described below, do not select a different VOR frequency or course fonce a course and intercept have been programmed or capture achieved. To select a different course or VOR frequency, return to the HDG mode, select the course or frequency, return to the NAV mode, and reset the desired beam, ‘8. Radio course may be changed over @ VOR station when operating in NAV mode as long as the course c’change is not more than 30-degrees. Ifthe course change is more than 30 degrees, HDG mode should be selected to establish a new intercept and then NAV mode reselected to set up a new capture. 6, The system features linearized VOR deviation when the airplane is DME equipped and a VORTAC is being used. The lateral deviation bar indicates the distance in nautical miles from the selected radial regerdless of how close the airplane isto the ground station. For enroute operation in the NAV mode, full scale deflection of the lateral deviation bar equals 10 miles {rom the selected radial. For VOR approach operation, the APPR mode should be selected. This provides linear deviation with the sensitivity limits of the computer increased so that full scale deflection of the lateral deviation bar equals 1 mile from the selected radial or 2 miles from the selected radial if the airplane is equipped with a Collins ANS-31/31A or NCS-31/S1A RNAV system. APPR mode should be selected when within 10 miles of the final approach fix. Capture is the same as in NAV mode. 7. Conventional angular deviation of + 10 degrees will be presented on the lateral deviation bar if a DME signal is not being received or the DME selector is not in the NAV 1 position. INTERCONTINENTAL DYNAMICS CORPORATION ALTITUDE PRESELECT SYSTEM (OPTIONAL) ‘The furetion of the altitude presslect system is to give commands to the pilot or autopilot, through the flight director, to climb/descend to and maintain the altitude set on the altitude alerter. The system must first be switched on using the ALTITUDE PRESELECT switch, The system is then activated by depressing the ALT switch on the flight director mode selector. The rate at which the selected altitude is attained is controllad by the rate adjustment knob on the pilot's vertical speed indicator. This control selects the desired rate of climb or descent. To minimize overshoot of the selected altitude, the rate of climb/descent should be less than 1000 FPM., FAA Approved Revised: December, 1983 PIN 90-590012-55 of?AUTOMATIC APPROACH - FRONT COURSE NOTE The localizer and glideslope are captured automatically on the ILS front ‘course approach. The localizer must be captured before glideslope capture ‘can occur. The localizer is always captured from a selected heading, but the lideslope may be captured from any of the vertical modes and from above {not recommended) or below the glideslope, 1. To intercept the localizer beam, turn the NAV receiver to the correct ILS frequency. Set the course selector to the inbound runway heading, set the heading marker to the desired intercept angle, and select HDG on the control unit. Any vertical mode may be used. Program DH if installed. 2. Press the APPR button on the control unit. The N/L ARM annunciator light will appear on the annunciator panel indicating the system is armed for localizer capture. As the airplane approaches the localizer beam, the N/L CAP ennunciator light will illuminate, indicating the system has capture Ue localizer course. When localizer track occurs, the GS ARM annunciator illuminates to verify that the system is armed for glideslope capture, At the point of glideslope intercept, the G/S CAP annunciator light will appear and all vertical modes preselected will be cleared, indicating the systom isin glideslope operation. 3, The DH lights on the pilot's and copilot’s instrument panels will illuminate when the the decision height previously selected by the pilot on the radio altimeter, if installed, plane reaches 4, Goaround mode may be activated by pressing the GA button on the left power lever, and may be ‘actuated from any lateral mode (HDG, NAV, APPR, B/C) with the following results a. Illuminates the GA ight on the autopilot annunciator panel. .Disengages the autopilot Gives command presentation for wing level 7° nose up climb attitude. NOTE ‘The heading marker may be preset to the go-around heading after the localizer is captured. After go-around airspeed and power settings are established, select the HDG mode to clear the go-around mode. Pitch attitude ‘will remain at that used for go-around until changed with the PITCH SYNC & CWS button or the selection of a vertical mode. 5. To assume manual control of the airplane for landing, press the disengage button on the control wheel, BACK COURSE APPROACH ‘As in a front course approach, the localizer is captured automatically. The airplane should be manuevered into the approach area by setting the heading marker and functioning in the HDG mode. 1, Tune the NAV receiver to localizer frequency. 2. Set course selector to front course inbound localizer bearing, 3, Set heading marker for desired intercept heading. Program DH if installed. FAA Approved Revised: December, 1983, PIN 90-590012-55,4, Select B/C 01 the control unit. The N/L ARM and BACK LOC annunciator light will illuminate indicating the system is armed for the back course localizer approach. Capture and tracking is the same 25 front course 5. Use the pitch control on the autopilot controller to establish and maintain the desired rate of descent. NOTE ‘The HDG mode should be used within one mile of the runway due to the large radio deviations encountered when flying over the localizer transmitter. 6. The DH lights on the pilot's and copilot’s instrument panels wil illuminate when the airplane reaches, the decision height previously selected by the pilot on the radio altimeter, if installed 7. 1f minimum eltitude is attained before visual contact is achieved, the ALT HOLD mode may be used to hold altitude until time to a missed approach has elapsed 8, Goaround made may be activated by pressing the GA button on the left power lever, with the results| 1s specified in the AUTOMATIC APPROACH-FRONT COURSE procedure. SPECIAL NOTES 1. The command bars on the flight director indicator will be biased out of view when all lateral modes are cleared, 2. When the autopilot engage lever is in the DIS position, the system may be used as @ manual flight, director system by selecting the desired mode of operation on the control unit. 3. To synchronize the vertical command to airplane attitude while in flight director function, depress the PLICH SYNC & CWS button on the pilot's control wheel 4, Altitude hold information is displayed on the command bars in flight ALT button on the mode selector. tion function by pushing the 5. To maintain z desired indicated airspeed, press the IAS button on the control unit. 6, After selection of APPR mode, test functions for Nav, Marker Beacons and Radio Altimeter are locked ee PERFORMANCE Ne Choe woos alt Lt Mites WH et Seat ate Caton bones FAA Approved Revised: December, 1983 IN 90-590012-55 Tot?BEECHCRAFT SUPER KING AIR 200, 200C, 200T, 200CT, B200, B200C, B200T, B200CT, KING AIR E90, C90 (LJ-668, thru LJ-1062, EXCEPT LJ-670), AND C90A (LJ-1063 and after) LANDPLANES§ PILOT'S OPERATING HANDBOOK AND FAA APPROVED AIRPLANE FLIGHT MANUAL SUPPLEMENT for the BENDIX RNS 3500 AREA NAVIGATION SYSTEM GENERAL ‘The information in this supplement is FAA-approved material and must be attached to the FA4 Approved ‘Aiplane Manual when the aiplane has been modified by installation ofthe Bendix RNS 3500 Area Navigation ‘System ir accordance with Beech-approved data. ‘The information in this supplement supersedes or adds to the basic FAA Approved Airplane Fight Manual only as set forth within this document. Users of the manual are advised always to refer to the supplement for Possibly superseding information and placarding applicable to operation ofthe airplane. LIMITATIONS. 1. The Area Navigation Function may not be used as a primary system under IFR conditions except on ‘approved approach procedures, approved area navigation airways, and random area navigation routes wher approved by Air Traffic Control 2. The Area Navigation Function can only be used with co-located facilities. (VOR and DME signals originate from the same geographical location.) 3. The Area Navigation installation located on the right instrument panel may be used for primary naviga- tion, only f qualified copilot occupies the right seat 4. The Bendix RNS 9500 Area Navigation System must have a minimum electrical power supply of 23.0 volts to function properly and to provide accurate information. ‘5. Waypoints are limited to a maximum distance from the VOR/DME ground station of 199.9 nautical miles, EMERGENCY PROCEDURES CAUTION [OME may unlock due to loss of signal with certain combinations of distance from station, altitude and angle of bank. 1. INAV flag appears while in the enroute mode, check for correct frequency. 2. If VOR or OME equipment is intermittent or lost, utlize other navigation equipment as required. 3. INAV flag appears during an approach while in the AP mode, execute published missed approach and uitiize another approved facilty. NORMAL PROCEDURES “The RNS-3500 Area Navigation System, is an airborne system that provides a capability for navigating and flying an airplane on any desired course within the coverage of co-located VOR/DME (TACAN) ground stations. The RNS-3500 system has been designed to compliment the airplane NAV system, FAA Approved Revised: December, 1983 PIN 101-590010-97 1016The RNS-3600 system is @ station oriented two-dimensional navigation device whose primary position determining data sources are: (1) barometric encoded altitude, (2) VOR bearing, and (3) DME distance rolative to a selected VORTAC or colocated VOR/DME station installed at some specified elevation above mean sea level. When operated within the service volume of @ colocated VOR/DME ground station, this system will provide position information relative to any desired or specified location defined as a waypoint. This way point is sometimes referred to as @ phantom station. The position of the way point is arbitrary and is defined in terms of bearing and distance from the reference ground station. Area navigation is accomplished by continuously solving the horizontal navigation triangle. In addition, the RNS-3500 system contains circuitry that corrects for the slant range DME distance to provide the true ground distance to the VOR/DME station. Correcting the slant range error places the navigation triangle in the horizontal plane which permits the RNS-3500 system to operate at all altitudes and distances within the service volume of any selected VOR/DME (VORTAC) facility, ‘The position information computed by the RNS-3500 system is presented in terms of bearing and distance to oF from the waypoint. This information is provided in terms of deviation from a selected track throuch the waypoint in the horizontal plane determined by the OBS setting. Linearized deviation signals are proportional to cross-track error in the horizontal plane at any distance from the waypoint and are developed for display on conventional Horizontal Situation/Course Deviation Indicators and for use by autopilot and flight director systems. In addition to outputs for flight instruments and flight control systems, the RNS-3500 system provides ‘outputs to drive the Radio Magnetic Indicator (RMI) and external distance indicators. The system also has ‘the capability of providing for a pilot display of such items as ground speed, time, distance, and bearing, all Of which are relative to the waypoint. Remote mode and alert annunciator drive capabilities are additional features of the RNS-3500 system. CONTROL FUNCTIONS MODE SWITCH: Controls the mode of operation (off, VOR/LOC, RNAV, or APR) for the system, (7) TEST PUSHBUTTON: Used to initiate a comprehensive system test. DISPLAY SWITCH: Controls selection of readout display. sey: ‘The parameters for the standby waypoint are displayed and may be reprogrammed as desired. acT: ‘The parameters for the active waypoint are displayed. BRG/DST: Displays bearing and distance to the waypoint if the MODE selector is in the RNAV or APR position Displays bearing and distance to the VOR/DME (VORTAC) station if the MODE selector is in the VOR/LOC position. FAA Approved a Revised: December, 1963, ot PIN 101-590010-97