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Super King Air 200/B200 Pilot Training Manual: Flightsafety
Super King Air 200/B200 Pilot Training Manual: Flightsafety
international
v
F O R T R A I N I N G P U R P O S E S O N LY
NOTICE
The material contained in this training manual is based on information obtained from the
aircraft manufacturer’s pilot manuals and maintenance manuals. It is to be used for
familiarization and training purposes only.
We at FlightSafety want you to have the best training possible. We welcome any
suggestions you might have for improving this manual or any other aspect of our training
program.
F O R T R A I N I N G P U R P O S E S O N LY
iii
FlightSafety international
CHAPTER 1
AIRCRAFT GENERAL
CONTENTS
Page
INTRODUCTION ................................................................................................................... 1-1
GENERAL............................................................................................................................... 1-1
AIRPLANE SYSTEMS........................................................................................................... 1-2
Electrical Power System .................................................................................................. 1-2
Lighting............................................................................................................................ 1-4
Master Warning System ................................................................................................... 1-5
Fuel System...................................................................................................................... 1-5
Powerplants...................................................................................................................... 1-6
Fire Protection.................................................................................................................. 1-8
Bleed-Air System............................................................................................................. 1-8
Ice and Rain Protection .................................................................................................... 1-8
Air Conditioning and Heating.......................................................................................... 1-9
Pressurization................................................................................................................. 1-10
Landing Gear and Brakes............................................................................................... 1-11
Flight Controls ............................................................................................................... 1-13
Pitot and Static Systems................................................................................................. 1-13
Oxygen System .............................................................................................................. 1-15
AIRPLANE STRUCTURES................................................................................................. 1-16
General........................................................................................................................... 1-16
Fuselage ......................................................................................................................... 1-19
Doors.............................................................................................................................. 1-20
ILLUSTRATIONS
Figure Title Page
1-1 Simplified Electrical System .................................................................................... 1-2
1-2 Electrical Panel......................................................................................................... 1-3
1-3 External Power Socket ............................................................................................. 1-3
1-4 Overhead Light Control Panel (BB-1632 and After) ............................................... 1-4
1-5 Cabin Lights Control Switch (BB-1439, 1444 and After) ....................................... 1-4
1-6 Exterior Lights Control Switches ............................................................................. 1-5
1-7 Fuel Control Panels .................................................................................................. 1-6
1-8 Engine Control Levers.............................................................................................. 1-7
1-9 Bleed-Air Valve Control........................................................................................... 1-8
1-10 Ice Protection Switches—Pilot’s Subpanel .............................................................. 1-8
1-11 Windshield Wiper Control Switch............................................................................ 1-9
1-12 Cabin Pressurization Controller ............................................................................. 1-11
1-13 Landing Gear Control Panel................................................................................... 1-12
1-14 Manual Extension Controls.................................................................................... 1-12
1-15 Parking Brake Handle ............................................................................................ 1-13
1-16 Flight Control Surfaces .......................................................................................... 1-14
1-17 Trim Tab Controls and Indicators .......................................................................... 1-14
1-18 Flap Control Lever ................................................................................................. 1-14
1-19 Pitot Tubes.............................................................................................................. 1-15
1-20 Static Ports ............................................................................................................. 1-15
1-21 Pilot’s Static Air Source Valve Handle .................................................................. 1-15
1-22 Cockpit Oxygen Handles ....................................................................................... 1-16
1-23 Airplane Dimensions (BB-1439, 1444 and After) ................................................. 1-17
TABLES
Table Title Page
1-1 Cabin Altitudes....................................................................................................... 1-10
CHAPTER 1
AIRCRAFT GENERAL
INTRODUCTION
This pilot training manual covers all systems on the Super King Air 200 and B200. Chapter
1 provides a general overview of the systems and the structural makeup of the airplane.
Throughout this manual there are boxed warnings, cautions, and notes. As indicated in
the Aircraft Flight Manual, they are defined as follows: Warnings—Operating proce-
dures, techniques, etc., which could result in personal injury or loss of life if not care-
fully followed; Cautions—Operating procedures, techniques, etc., which could result
in damage to equipment if not carefully followed; Note—An operating procedure, tech-
nique, etc., which is considered essential to emphasize.
GENERAL
The Super King Air 200 and B200 are all metal Both airplanes are certificated for flight as
airplanes employing a fully cantilevered, low- Normal Category Aircraft. By carrying required
wing design. There are twin Pratt and Whitney operational equipment, they may be used dur-
turboprop engines, and a T-tail empennage. ing VFR, IFR, and in known icing conditions.
General
Distribution
The airplane electrical system is a 28-VDC
system, which receives power from a 24-volt, Some major DC buses are as follows
42-ampere hour lead acid gel cell battery (Figure 1-1):
(34/36-ampere hour nickel-cadmium battery
prior to BB-1632), two 250-ampere starter- 1. Hot Battery Bus
generators, or through an external power 2. Main Battery Bus
socket.
3. Left Generator Bus
DC power is supplied to one of the two oper- 4. Right Generator Bus
ating inverters, which provide 400-hertz, 115-
volt and 26-volt AC power for various avionics 5. Isolation Bus
HOT BUS
BATT
SWITCH
ON OFF
BATTERY
BATT
RELAY
S
H
U
N
T
L/H STARTER/ R/H STARTER/
GENERATOR GENERATOR
L/H R/H
GEN LINE START START GEN LINE
CONTACTOR RELAY RELAY CONTACTOR
GCU GCU
6. No. 1 Dual Fed Bus The four dual-fed buses are powered by either
generator bus through a 60-amp limiter, a 70-
7. No. 2 Dual Fed Bus
amp diode, and a 50-amp circuit breaker. Those
8. No. 3 Dual Fed Bus four buses supply most of the DC-powered
equipment.
9. No. 4 Dual Fed Bus
10. The avionics buses The inverters are powered directly from the
generator buses and are controlled by the IN-
A hot battery bus is powered by the battery, VERTER selector switch (Figure 1-2).
regardless of the position of the BAT switch.
This bus supplies the engine fire extinguish-
ers, firewall shutoff valves, entry and cargo External Power
lights, clocks, modifications, ground
COMMunications, RNAV memory to older An external power socket is located on the
avionics, and standby boost pumps prior to BB- underside of the right wing, outboard of the
1096. It also powers the battery relay which, engine nacelle (Figure 1-3). The airplane will
in turn, allows power through to the main bat- accept DC power from a ground power unit
tery bus, provided that the battery switch is ON (GPU) provided the polarity is correct, and the
(Figure 1-2). GPU voltage is below 32 volts. The BAT
switch must be positioned to ON in airplanes
BB-364 and subsequent. Prior to BB-364, the
GPU can energize the airplane without the
battery switch on and there is no overvoltage
protection (i.e., more than 32 volts).
LIGHTING
Interior
An overhead light control panel (Figure 1-4)
controls all the cockpit and instrument lights.
FAST
MASTER
PANEL OVERHEAD
LIGHTS PILOT ENGINE AVIONICS SUB PANEL SIDE COPILOT GYRO COPILOT
ON FLIGHT INSTRUMENT PANEL & CONSOLE PANEL INSTRUMENT FLIGHT
LIGHTS LIGHTS LIGHTS LIGHTS LIGHTS LIGHTS LIGHTS
BRT OFF BRT OFF BRT OFF BRT OFF BRT OFF BRT OFF BRT OFF
OPERATION LIMITATIONS
THIS AIRPLANE MUST BE OPERATED AS A NORMAL CATEGORY AIRPLANE IN COMPLIANCE WITH
OFF THE OPERATING LIMITATIONS STATED IN THE FORM OF PLACARDS, MARKINGS AND MANUALS
NO ACROBATIC MANEUVERS INCLUDING SPINS ARE APPROVED
THIS AIRPLANE APPROVED FOR VFR, IFR, & DAY & NIGHT OPERATION AND IN ICING CONDITIONS
CAUTION
STALL WARNING IS INOPERATIVE WHEN MASTER SWITCH IS OFF
STANDBY COMPASS IS ERRATIC WHEN WINDSHIELD ANTI-ICE AND/OR AIR CONDITIONING IS ON
330
3 N 33
300
30
0
27
COMPASS CORRECTION
0 CALIBRATE WITH
0
6
90 RADIO ON 24
0
120 21
150 180
old light, an aisle light, understep lighting, and A caution/advisory annunciator panel is lo-
the exterior entry light. These three lights turn cated on the center subpanel (amber indicators
off automatically when the airstair door is for cautions and green for advisory). An amber
closed and the handle is in the LOCK position. caution illumination requires the pilot’s im-
mediate attention to a fault but does not require
The control switches for exterior lights are immediate reaction. There are also two amber
located on the pilot’s right subpanel, as seen MASTER CAUTION flashers on the
in Figure 1-6. glareshield, just inboard of the red MASTER
WARNING flashers. These operate the same
way as the MASTER WARNING flasher.
Each engine drives a high-pressure fuel pump between the gages allows the pilot to monitor
and a low-pressure boost pump. In addition, MAIN or AUXILIARY fuel levels.
an electrically-driven low-pressure standby
boost pump is in the bottom of each nacelle
tank. The standby boost pump serves three POWERPLANTS
functions:
General
1. To serve as backup for the engine-driven The Super King Air is powered by two Pratt
fuel boost pump. and Whitney turbopropeller PT6A engines,
2. To pump aviation gasoline when flying each rated at 850 SHP. They each have a three-
above 20,000 feet. stage, axial-flow, single-stage centrifugal flow
compressor (rpm indicated as N 1 ) which is
3. To p u m p f u e l d u r i n g c r o s s f e e d driven by a single-stage reaction turbine. The
operation. power turbine is a two-stage reaction turbine
counter rotating with the compressor turbine.
If the electric standby boost pump fails, cross- A pneumatic fuel control schedules fuel flow.
feed will not be possible from that side. Propeller speed remains constant within the
governing range for any given propeller con-
If aviation gasoline is used, a limitation of trol lever position.
150 hours of operation per engine before over-
hauls must be observed. An accessory gearbox, mounted at the rear of
the engine, drives the fuel pumps, fuel control,
There are two firewall shutoff valves, each oil pump, refrigerant compressor (right en-
controlled by a red switch guarded to the gine), starter-generator, and the N 1 tachome-
OPEN position on the fuel control panel ter transmitter.
(Figure 1-7).
Engine instruments are grouped at the left
The fuel quantity is measured by a capaci- center of the instrument panel.
tance system, which reads out in pounds on the
left and right fuel gages (Figure 1-7). A switch
Bleed-Air Warning
The pressurization and pneumatic bleed-air
lines have follower plastic tubing containing
“regulated (18 psi)” bleed-air. If a bleed-air
line ruptures, the released heat will melt the
accompanying plastic tube and the loss of
pressure will cause the respective red L or R Figure 1-10. Ice Protection Switches—
Pilot’s Subpanel
are used which are moved into the airstream. AIR CONDITIONING AND
These cause a slight deflection in the entering
airflow, introducing a turn in the airstream. The
HEATING
accelerated moisture particles continue on to the
discharge port, rather than entering the engine. General
On BB-1439, 1444 and subsequent a second Cabin air conditioning is provided by a re-
electric actuator is employed as a backup. Prior frigerant-gas-vapor cycle refrigeration sys-
to BB-1444 except 1439, if the electric ice vane tem. The compressor is mounted on the right
controls do not work, mechanical extension engine accessory pad. The refrigerant is routed
handles may be used. Operation of the vanes are to the airplane nose where the condenser coil,
displayed either by green L or R ENG ANTI- receiver-dryer, expansion and bypass valves,
ICE advisory lights (normal operation) or by and evaporator are located.
amber L or R ENG ICE FAIL caution lights, in-
dicating a possible malfunction. (Prior to BB- The compressor is deenergized any time the
1444 except 1439, these annunciators are labeled engine speed is below 62% N 1 . An attempt to
L or R ICE VANE EXT and L or R ICE VANE, use air conditioning when N 1 is below the
respectively.) above values, will result in illumination of
the green AIR COND N 1 LOW advisory light
An optional brake deice system allows a flow on the annunciator panel. High or low refrig-
of hot bleed air to the brakes. If installed, op- erant pressure switches will also trip the sys-
eration is controlled by a switch on the ICE tem and illuminate the reset switch light in the
panel (Figure 1-10) and indicated by a green nose gear wheel well. (Prior to BB 729, it
BRAKE DEICE ON advisory annunciator opens a fuse or a circuit breaker in the right
light. wing area next to the hot battery bus).
The outflow valve, located on the aft pres- The CABIN ALT selector knob can be used to
sure bulkhead, controls the amount of pres- select a desired cabin pressure altitude be-
surized air in the airplane. The pressure and tween -1,000 feet and 15,000 feet. The se-
rate of cabin pressure changes are controlled lected pressure altitude will be reflected on the
by vacuum-operated modulation of the outflow outer scale of the indicator. The inner scale
valve. shows the highest ambient pressure altitude
that the airplane can fly in order to maintain
Also, a vacuum-operated safety valve is the selected CABIN ALT. A rate control se-
mounted adjacent to the outflow valve. It lector knob, placarded RATE–MIN–MAX can
serves four purposes: select between 200 and 2,000 feet per minute
of change of cabin altitude. These controls
1. To provide positive pressure relief if direct the action of the outflow valve.
the outflow valve malfunctions.
2. To allow depressurization when the The CABIN PRESS–DUMP–TEST switch is
pressure switch is moved to the DUMP located next to the cabin pressurization con-
position. troller. When selected to DUMP, the safety
valve opens, relieving all accumulated cabin
3. To maintain an unpressurized state while pressure. In TEST, the valve is closed, by-
on the ground with the left landing gear passing the left landing gear safety switch for
safety switch compressed. a ground pressurization test.
4. To prevent negative differential.
When the BLEED AIR switches are OPEN, air LANDING GEAR AND BRAKES
used for pressurization enters the airplane,
with or without ambient air, depending on the General
position of the landing gear safety switch (on The retractable tricycle landing gear is ex-
the ground, no ambient flow), and temperature. tended or retracted by a 28-volt motor and
For pneumatic flow packs (prior to BB-1180), gearbox or by an electrically-driven hydraulic
the use of ambient air is also dependent on am- pump (airplane Serial Nos. BB-1193 and sub-
bient pressure. sequent). The LDG GEAR CONTROL HAN-
DLE on the pilot’s right subpanel controls the
An adjustable cabin pressurization controller system. A solenoid-operated lock prevents
is located on the pedestal (Figure 1-12). the handle from being raised when the air-
plane is on the ground. This can be bypassed
by the red DOWN LOCK REL button just to
the left of the control handle.
Warning System
During flight, a warning horn and red lights
in the landing gear handle warn the crew of im-
proper landing gear position relative to flap
and/or power lever position. They also acti-
vate when the gear handle is up while on the
ground.
ELEVATORS
TRIM TABS
RUDDER
AILERON
TRIM TAB
GROUND ADJUSTABLE TAB
FLAPS
FLAPS
TRIM TAB
AILERON
Figure 1-17. Trim Tab Controls and Figure 1-18. Flap Control Lever
Indicators
Pitot System
A heated pitot tube is located on each side of
the lower portion of the nose. The pilot’s air-
speed indicator uses input from the left pitot
mast, while the copilot’s input is from the
right mast (Figure 1-19).
WARNING
OXYGEN SYSTEM
General
The airplane’s oxygen system is based on an ad-
equate flow for the altitude to which the airplane
is certificated: 31,000 feet or 35,000 feet.
Figure 1-21. Pilot’s Static Air Source
Valve Handle
15' 0"
18' 5"
54' 6"
17' 2"
29.60" (3)
14' 11.5" (1) 29.85" (4)
14' 11.4" (2)
14.50"(1), (3)
14.04"(2), (3)
14.75"(1), (4)
14.29"(2), (4)
WING AREA
303.0 SQUARE FEET
CONFIGURATIONS:
(1) STANDARD LANDING GEAR
(2) HIGH FLOTATION LANDING GEAR
(3) HARTZELL PROPELLER
(4) MCCAULEY PROPELLER
18' 5"
54' 6"
17' 2"
The fuselage is composed of the: equipped with shoulder harnesses have ad-
justable headrests.
• Nose section
• Cockpit
CAUTION
• Cabin
• Foyer and aft cabin Before takeoff and landing, the head-
rest should be adjusted as required to
• Aft fuselage provide support for the head and neck
when the passenger leans against the
The wing is built as a center section and two seatback.
outboard wing assemblies.
The empennage is composed of a vertical sta- Couches, if installed, are not adjustable.
bilizer with a high T-tail horizontal stabilizer.
The cabin is separated from the foyer by an-
other sliding door to provide privacy for the
FUSELAGE toilet, which is located in the foyer. When the
The nose section is an unpressurized equipment toilet is not in use, seat cushions convert the
storage area, separated from the cockpit area position to another passenger seat.
by the forward pressure bulkhead (Figure 1-
25). The aft cabin area may have one or two op-
tional folding seats installed. When these seats
The cockpit is separated from the cabin by a are not needed, they may be folded against the
sliding door for privacy and to prevent light cabin sidewall, and the entire aft cabin area
spilling between compartments. A typical in- may be utilized for baggage storage.
strument panel is shown in Figure 1-26.
CREW
Items stowed in this area are easily accessi- BB-1444, except 1439) may be installed along
ble in flight. An optional curtain can be closed the other side of the steps, giving support to
to separate the aft cabin from the foyer. A both sides of the door.
latching compartment door may be installed
in place of the curtain.
DOORS
Cabin Door
The cabin door is located on the left side of
the fuselage, in the foyer area. The cabin door
is hinged at the bottom, and swings out and
down when opened (Figure 1-27). A hydraulic
damper ensures a slow opening.
Emergency Exit
The emergency exit window, placarded EXIT-
PULL (Figure 1-31) is located at the forward
right side of the passenger compartment. It
can be released from the inside by using a
pull-down handle, or from the exterior (if it
is unlocked) by a flush-mounted, pull-out
handle (Figure 1-31). It is a plug-type exit,
which is removed completely from the frame
and taken into the cabin. The exit can be
Figure 1-30. Latch Bolt locked from the inside, but can be opened
from the inside even when it is locked. For
BB-415 and after, the locking mechanism is
Cargo Door (200C and B200C) activated by pulling out a handle below the
A large, swing-up cargo door, hinged at the top, door release handle (Figure 1-31). Prior air-
provides access for loading and unloading craft and BL-1 and after have a key next to
large cargo. The airstair door is an integral part the door release handle that can lock/unlock
of the cargo door and should be closed and the door. This key cannot be removed when
latched when the cargo door is opened. the door is locked.
The cargo door latches can be operated only This door must be unlocked prior to takeoff for
by the use of two handles, both located inside exterior opening in case of emergency.
the airplane. The handle in the upper part of
the door controls the rotating latches in the for- CABIN WINDOWS
ward and aft sides, while the handle in the
lower, forward part of the door actuates four Each cabin windowpane is composed of a
pin-lug latches along the bottom of the door. sheet of polyvinyl butyral between two trans-
parent sheets of acrylic plastic. It is stressed
Once the latches are retracted, initial pres- to withstand the cabin pressure differential.
sure must be exerted outward to start the open- There are two types of windowpanes available:
ing action. After the sequence begins, gas polarized and shade type.
springs will open the door the rest of the way.
The door is counterbalanced, and will stay
open. The gas springs will resist the effort to
close the door, and that pressure must be over-
CONTROL LOCKS
WARNING
The flight and engine controls are mechani-
Do not look directly at the sun, even cally locked by a U-shaped clamp and two pins
through polarized windows, because within the cockpit, as seen in Figure 1-32. The
eye damage could result. pins lock the primary flight controls and the U-
shaped clamp fits around the engine control
levers. A pin is inserted through the control
CAUTION column to lock the ailerons and elevator. A sec-
ond pin is inserted through a hole in the floor,
When the airplane is to be parked in which locks the rudder bellcrank. All locks
areas exposed to intensive sunlight, must be installed and removed together to pre-
the polarized windows should be ro- clude taxiing or flying with the engine control
tated to the clear position to prevent levers released but the flight controls locked.
deterioration of the polarized mate-
rial. Sufficient ultraviolet protection
is provided to prevent fading of the
upholstery.
WARNING
CAUTION
Remove the control locks before tow-
ing the airplane. If towed with a tug
while the rudder lock is installed,
serious damage to the steering link-
age can result.
CHAPTER 2
ELECTRICAL POWER SYSTEMS
CONTENTS
Page
INTRODUCTION ................................................................................................................... 2-1
GENERAL............................................................................................................................... 2-1
DC POWER............................................................................................................................. 2-2
Battery.............................................................................................................................. 2-2
Generators ........................................................................................................................ 2-4
Ground Power .................................................................................................................. 2-5
Controls and Indicators .................................................................................................... 2-8
Distribution ...................................................................................................................... 2-8
Operation ....................................................................................................................... 2-10
Avionics Master Switch ................................................................................................. 2-12
AC Power Inverters ....................................................................................................... 2-12
Controls and Indicators.................................................................................................. 2-12
Distribution .................................................................................................................... 2-15
Operation ....................................................................................................................... 2-15
LIMITATIONS ...................................................................................................................... 2-22
Generator Limits (250 Amperes)................................................................................... 2-22
Starters ........................................................................................................................... 2-22
Inverters ......................................................................................................................... 2-22
Circuit Breakers ............................................................................................................. 2-22
QUESTIONS......................................................................................................................... 2-29
ILLUSTRATIONS
Figure Title Page
2-1 Electrical Component Location................................................................................ 2-2
2-2 Battery Cooling (Nickel Cadium) ............................................................................ 2-3
2-3 Battery Control Circuit............................................................................................. 2-3
2-4 Volt-Loadmeters-Battery Ammeter .......................................................................... 2-4
2-5 BATTERY CHG Annunciator.................................................................................. 2-4
2-6 Generator .................................................................................................................. 2-4
2-7 Generator Switches................................................................................................... 2-5
2-8 Generator Control Circuit......................................................................................... 2-6
2-9 Ground Power Connector......................................................................................... 2-7
2-10 External Power Circuit ............................................................................................. 2-7
2-11 MASTER SWITCHES............................................................................................. 2-8
2-12 Lights and Meters..................................................................................................... 2-8
2-13 Electrical Distribution .............................................................................................. 2-9
2-14 Circuit-Breaker Panels—Pilot’s ............................................................................. 2-10
2-15 Circuit-Breaker Panels—Copilot’s......................................................................... 2-11
2-16 Avionic Power Distribution.................................................................................... 2-13
2-17 Typical Avionics Bus Distribution (EFIS Equipped Aircraft) ............................... 2-14
2-18 Inverters.................................................................................................................. 2-15
2-19 Volt-Frequency Meter ............................................................................................ 2-15
2-20 Inverters Control Circuit ........................................................................................ 2-16
2-21 Electrical System—Super King Air B200 (BB-1484, 1486 and Subsequent;
BW-1 and Subsequent)........................................................................................... 2-17
2-22 Electrical System—Super King Air B200 (BB-1449, 1458-1462, 1464-1485,
Except 1484; BL-139, 140).................................................................................... 2-18
2-23 Electrical System—Super King Air B200 (BB-1439, 1444-1448, 1450-1457) .... 2-19
2-24 Electrical System—Super King Air B200 (BB-734, 793, 829, 854-870,
874-891, 894, 896-911, 913-1438, 1440-1443, BL 37-138).................................. 2-20
2-25 Electrical System—Super King Air 200 (B-2, 6-733, 735-792, 794-828, 830-853
871-873, 892, 893, 895, 912, BL-1-36) ................................................................. 2-21
TABLES
Table Title Page
2-1 Limitations—Ground Operations........................................................................... 2-22
2-2 Fuel Control Circuit-Breaker Panel ....................................................................... 2-23
2-3 Right Side Circuit-Breaker Panel........................................................................... 2-24
2-4 Pilot’s Right Subpanel Circuit-Breaker Switches .................................................. 2-28
CHAPTER 2
ELECTRICAL POWER SYSTEMS
G
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#1 IL
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#1 EN
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BA
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RV M
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#1 SY S HO
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INTRODUCTION
The primary electrical system on the airplane is a 28-VDC generator system. It is used
for inverter input and, through the distribution system, for powering the electronic
equipment and landing gear. The DC system consists of generation, distribution, stor-
age, control, and monitoring of DC power. The AC system consists of the inverters, power
distribution, control, and monitoring of AC power.
A section on specific limitations, a circuit-breaker table, and a series of questions con-
clude this chapter.
GENERAL
The DC power is supplied by a 24-volt battery Each component of the electrical power system
and by two 30-volt, regulated to 28.25 ± .25 is capable of supplying power to all systems that
volts, 250-ampere starter-generators. Either are necessary for normal operation of the air-
one of two inverters supplies AC power for en- plane; however, the battery, if it is the only
gine instruments and for avionics (Figure 2-1). source of power, does have a limited life.
EXTERNAL
POWER
CONNECTOR
STARTER–
GENERATOR
INVERTER
BATTERY
INVERTER
PRINTED
CIRCUIT BOARDS
STARTER–GENERATOR
For BB-1632 and subsequent, a single, 24-volt, For aircraft BB-1632 and subsequent, the bat-
42 ampere-hour sealed lead acid gel cell battery tery ammeter (Figure 2-4) provides a direct
is located in the right wing center section for- reading of the charge or discharge rate of the
ward of the main spar. Prior to BB-1632, a sin- battery (–60 amps to +60 amps). The charge
gle 24-volt, 34/36 ampere-hour nickel-cadmium rate should be 0 to +10 amperes for take-off.
(NiCad) battery is installed. This NiCad battery
requires air cooling through a thermostatically On aircraft prior to BB-1632 with a NiCad
controlled valve installed in the ram air tube ad- battery, a battery charge current detector is
jacent to the battery drain (Figure 2-2). installed. This senses an increase in normal
current flow and causes an amber BATTERY
A hot battery bus (Figure 2-3) is provided for CHG caution annunciator to illuminate
operation of essential equipment and the cabin (Figure 2-5), alerting the flight crew that the
threshold light circuit when the battery and b a t t e r y c h a rg e c u r r e n t i s a b o v e n o r m a l .
I M H
S A O
O I T
L N
A B
T B A
I A BATTERY T
O T RELAY T
N T E
E R
B R Y
U Y BATTERY
S B
B U
U S S
S
H
TO
BATTERY U BATTERY
SWITCH CHARGE
N SENSOR
Following a battery-powered engine start, the allel provide normal DC power (Figure 2-6).
battery recharge current is very high and causes Either one of the generators can supply the en-
illumination of the BATTERY CHG annunci- tire electrical load.
ator, thus providing an automatic self test of
the detector and the battery. As the battery
approaches a full charge and the charge cur-
NOTE
rent decreases to a satisfactory level, the an- Optional 300-ampere starter-gener-
nunciator will extinguish. This will normally ators are available and installed on
occur within a few minutes after an engine some airplanes.
start, but it may require a longer time if the bat-
tery has a low state of charge initially before
engine start, or if it is exposed to low or high Starter power to each starter-generator is pro-
temperatures. In flight this alerts the pilot that vided from the main battery bus through a
conditions may exist that could eventually starter relay. The start cycle is controlled by
damage the battery. If the BATTERY CHG a three-position switch for each engine la-
annunciator illuminates, the pilot should turn beled IGNITION AND ENGINE START.
the battery switch to OFF. If the annunciator When placed to the ON (up) position, the
remains on after the BAT switch is moved to switch becomes mechanically locked and must
the OFF position during the check, a mal- be pulled out to reposition. When held to the
function is indicated in either the battery sys- down position, labeled STARTER ONLY, the
tem or charge current detector, in which case associated engine will motor, but ignition will
the airplane should be landed as soon as prac- not occur. When released, the spring-loaded
ticable. This system is designed for continu- switch will move to the center position, which
ous monitoring of the battery condition. is labeled OFF.
GENERATORS
Two 30-volt, regulated to 28.25 ± .25 volts,
250-ampere starter-generators connected in par-
During an engine start, the starter-generator, loadmeter (Figure 2-8) on the overhead panel
drives the compressor section of the engine which reads in percent of the generator ’s
through the accessory gearing. The starter- maximum continuous capacity. Normally,
generator, in the start mode, could initially this value is 250 amps; therefore, a loadme-
draw approximately 1,100 amperes, and then ter reading of .5, or 50%, is equal to 125
drop rapidly to about 300 amperes as the en- amps of generator output.
gine reaches 20% N 1. When the engine reaches
approximately 35%, it drives the starter. After
the condition lever is set to high idle (ap- NOTE
proximately 70%), the generator can be turned The generators will drop off the line
on. if underexcitation, overexcitation,
overvoltage, or undervoltage condi-
The generator operation is controlled by indi- tions exist.
vidual generator switches located on the pilot’s
left subpanel under the MASTER SWITCH
gang bar with the BAT switch. As shown in GROUND POWER
Figure 2-7, the switches are labeled GEN 1
and GEN 2. In order to turn the generator on, For ground operation, a ground power recep-
the control switch must be held upward in the tacle, located under the right wing outboard
GEN RESET position (Figure 2-7) for a min- of the nacelle, is provided for connecting a
imum of one second, then released to the ON ground power unit (Figure 2-9). A relay in
position. (Prior to BB-88, the generator the external power circuit will close only if:
switches do not have the reset position.)
1. The ground power source polarity is
correct.
2. The BAT SWITCH is on.
3. The GPU voltage is not greater than 32
volts (BB-364 and subsequent).
NOTE
Prior to BB-364, the battery switch
Figure 2-7. Generator Switches does not have to be on to apply
ground power (Figure 2-10).
Figure 2-8 shows that power to the bus system
from the generators is protected by Generator For starting, an external power source capa-
Control Units (GCU). For BB-88 and after, the ble of supplying up to 1,000 amperes (300
GCU operates a line contactor relay to protect amperes maximum continuous) should be
the generator. Prior to BB-88, reverse-current used. A caution light on the caution advisory
protection is provided by a unit in line with the annunciator panel labeled EXT PWR is pro-
generator output. vided to alert the operator when a ground
The generators are controlled by individual power plug is connected to the airplane. Some
generator control units, which maintain a earlier airplanes used a switch to sense power
constant voltage during variations in engine plug connection, and later airplanes incorpo-
speed and electrical load requirements. The rated an electronic circuit utilizing the small
voltage regulating circuit will automatically pin of the plug (Figure 2-10).
connect or disconnect a generator’s output to
the bus. The load on each generator is indi-
cated by the respective left and right volt-
LEFT REVERSE
STARTER CURRENT LEFT
GEN PROTECTION STARTER
SHUNT SHUNT GEN
L GEN LINE
ISOLATION LIMITER CONTACTOR ISOLATION LIMITER
LEFT
START
RELAY
HOT
MAIN BATTERY BUS
BATTERY
LEFT BUS
START
RELAY
HOT
BATTERY
BUS
SHUNT
BATTERY
BATTERY
CHARGE
MONITOR
ISOLATION BUS
ISOLATION BUS
BATTERY
BATTERY RELAY
BATTERY RELAY
BATTERY
BATTERY
RELAY OFF
BATTERY
SWITCH BATTERY
SHUNT
SWITCH BATTERY
CHARGE
MONITOR
RIGHT RIGHT
START START
RELAY RELAY
ISOLATION
LIMITER ISOLATION LIMITER
SHUNT SHUNT
RIGHT RIGHT
STARTER REVERSE
CURRENT STARTER
GEN PROTECTION GEN
R GEN LINE
CONTACTOR
RIGHT GEN CONTROL
SENSOR
MAIN BATTERY BUS
MAIN BATTERY BUS
EXT POWER
ISOLATION BUS
ISOLATION BUS
EXTERNAL
POWER
EXT POWER
RELAY
EXT POWER EXT POWER
RELAY RELAY
SHUNT
BATTERY
BATTERY BATTERY BATTERY
RELAY BATTERY RELAY BATTERY CHARGE
RELAY RELAY MONITOR
BATTERY BATTERY
SWITCH BATTERY SWITCH BATTERY ON
BATTERY
SHUNT
SHUNT
EXTERNAL POWER
RELAY
BATTERY
PLUG ENGAGED RELAY OFF
SENSOR
BATTERY
TO ANNUNCIATOR SWITCH
ADVISORY LIGHT BATTERY
BATTERY
CHARGE CHARGE
MONITOR MONITOR
isolation limiters (current limiters), connects rent limiter, a 70-ampere reverse current diode,
the left and right generator buses together. and a 50-ampere circuit breaker which is ac-
cessible to the crew. There are eight of these 50-
When the battery, generators, or GPU are pro- amp feeder breakers. Four are located on the
viding power, the isolation bus, L generator copilot’s side panel for the No. 1 and No. 2 sub-
bus, and R generator bus function as one unit, buses, and on the fuel panel circuit breaker bus
as long as both current limiters are not open. for the No. 3 and No. 4 subbuses. Of those items
There are four subbuses fed by both the left and with paired circuits such as the left and right
right generator buses. They are labeled No. 1 landing lights, the distribution will be such that
through No. 4 DUAL FED BUS. Each subbus the left circuit is on the No. 1 or No. 3 dual fed
is fed from either side through a 60-ampere cur- bus and the right is on the No. 2 or No. 4.
HOT BUS
BATT
SWITCH
ON OFF
BATTERY
BATT
RELAY
S
H
U
N
T
L/H STARTER/ R/H STARTER/
GENERATOR GENERATOR
L/H R/H
GEN LINE START START GEN LINE
CONTACTOR RELAY RELAY CONTACTOR
GCU GCU
Generally, dual fed bus No. 1 and No. 2 run See Figure 2-14 for the pilot’s circuit-breaker
in alternating rows on the copilot’s circuit panel distribution. See Figure 2-15 for the
breaker panel (excluding the avionics sec- copilot’s circuit-breaker panel distribution.
tion). Dual fed bus No. 3 and No. 4 are on the
pilot’s circuit-breaker panel.
OPERATION
With BB-1484, 1486 and subsequent, dual- The DC electrical system is activated by turn-
powered engine instruments are also on the ing the battery switch on, then after the engines
pilot’s circuit breaker panel and they are pow- are stabilized, turning the generators on.
ered by No. 1 dual fed bus (left engine in- Monitor the generator loadmeters and all elec-
struments), No. 2 dual fed bus (right engine trical indicating lights throughout the flight.
instruments), or by the isolation bus (should
either of the subbuses fail).
50 25 5 5 5 5 50 5 5 5 5 5 5 5
COLLINS
5 10 5 5 5 5 5 5 5 10 5
OFF
PARKING BRAKE
FIRE STANDBY AUX QTY PRESS CROSS PRESS QTY AUX STANDBY FIRE
WALL PUMP TRANS IND WARN FEED WARN IND TRANS PUMP WALL
VALVE FER FER VALVE
CLOSED CLOSED
LEFT RIGHT
FIREWALL FIREWALL
SHUTOFF VALVE SHUTOFF VALVE
50 50 50 50 5 20 20 20 5 5 5 5 5 5
ENGINES AVIONICS
PROP LEFT FIRE LEFT LEFT LEFT LEFT VOICE AVIONICS RADIO
5 5 5 5 5 71/2 71/2 2 5 5
5 5 5 5 71/2 71/2 1 2 5 2
FEATHER RIGHT RIGHT RIGHT RIGHT RIGHT WARN AUDIO AUDIO AUDIO
LIGHTS WARNINGS WEATHER
AVIONICS NO SMK AVIONICS PLT FLT STALL LEFT WARN POWER LEFT SURF BRAKE AVIONICS COMM NAV COMPASS
ANN FSB & & ENG SIDE PNL WARN BLEED DEICE DEICE NO 1 NO 1 NO 1 NO 1
CABIN INSTR LANDING ANN FUEL
AIR
SUB PNL GEAR VENT EFIS
WARN
READING INSTR OVHD & COPLT FLT WSHLD AVIONICS COMM NAV COMPASS AUX
5 5 5 / 5 3 5 5 10 50 50 71/2 5 71/2 2 2
5 5 5 | 5 10 50 50 71/2 5 1 4 2
CONTROL RIGHT COPLT ENCD ALTM BOOST RIGHT NO 2 RIGHT CONTR DSPL NO 1
FURNISHING
MASTER CIGAR XPNDR DME NORMAL AP FCS
10 5 3 2 71/2 10 2
71/2 2 2 3 2 5 3 2 71/2 2 5
ENGINES AVIONICS
PROP LEFT FIRE LEFT LEFT LEFT LEFT LEFT LEFT LEFT AVIONICS
5 5 5 5 5 71/2 5 5 5 5 5
5 5 5 5 71/2 5 5 5 5 10 5 2 5
FEATHER RIGHT RIGHT RIGHT RIGHT RIGHT RIGHT RIGHT RIGHT WARN AUDIO AUDIO AUDIO
5 5 5 5 5 3 5 1 5 10 50 50 71/2 5 71/2
5 5 5 5 5 5 10 50 50 71/2 5 1
FURNISHING
MASTER CIGAR AP FCS EHSI HDG
10 5 3 2 10 2
3 2 2
ALTM
ENGINES AVIONICS
PROP LEFT FIRE LEFT LEFT LEFT LEFT LEFT LEFT AVIONICS
5 5 5 5 71/2 5 5 2 5 5
5 5 5 71/2 5 5 2 5 10 5 2 5
FEATHER RIGHT RIGHT RIGHT RIGHT RIGHT RIGHT RIGHT WARN AUDIO AUDIO AUDIO
5 5 5 5 3 5 1 5 10 50 50 71/2 5 71/2
5 5 5 5 5 10 50 50 71/2 5 1
FURNISHING
MASTER CIGAR AP FCS EHSI HDG
10 5 3 2 10 2
3 2 2
ALTM
5A
NUMBER 1 OFF
DUAL FED BUS
LEFT RIGHT
GENERATOR GENERATOR
BUS BUS
40A 40A
30A 30A
NUMBER 1 NUMBER 2
AVIONICS AVIONICS
BUS BUS
40A COMM NO 1
30A
LIMITER AVIONICS NAVNO 1
NO 1
COMPASS NO 1
ADF NO 1
AVIONICS
BUS NO 1
RELAY RMI NO 2
XPNDR NO 1
L/H
GENERATOR DME NO 1
BUS*
AVIONICS EFIS FANS NORMAL
BUS NO 1
DTU
AVIONICS
MASTER STEREO
SWITCH
ON FMS
AVIONICS
MASTER
RADIO ALTM
OFF
PITCH TRIM AP SERVO
AVIONICS ANN
CABIN AUDIO
CVR
COPILOT AUDIO
AURAL WARN
ISOLATION BUS
RIGHT MULTI FCTN PRCSR
& BATTERY BUS* PILOT AUDIO
PILOT EHSI
ALT ALERT
ELEK DSP
LEFT MULTI FCTN PRCSR
NAVNO 2
NO 1 DUAL FED
ELECTRICAL
BUS* COMPASS NO 2
ADF NO 2
AVIONICS
BUS NO 2
R/H RADAR
GENERATOR
BUS*
MULTI FCTN DSPL
RMI NO 1
XPNDR NO 2
DME NO 2
DISTRIBUTION
The inverter system described here is the stan-
dard installation. The circuit diagram in ATA
chapter format 24-20 of the Wiring Diagram
Manual provides a circuit routing of the DC
and AC power for the standard airplane in-
strumentation. Due to the wide variety of cus-
tomer-requested avionics options installed in
the airplane, the avionics diagrams are sup-
plied with each airplane to provide the avion-
ics portion of the AC power system. These
wiring diagrams will show any modifications,
Figure 2-19. Volt-Frequency Meter which have been made to the standard instal-
lation (Figures 2-21 through 2-25).
Inverter operation is controlled by an IN-
VERTER select switch (Figure 2-20) on the
pilot’s left subpanel. Selection of either in- OPERATION
verter activates the inverter power relay and Turn the INVERTER select switch to either in-
supplies inverter input power. Only one in- verter position, note that the INVERTER
verter operates at a time. (INST INV on 200 models) warning light ex-
tinguishes, and then monitor the VOLT-FREQ
In the event the inverter fails, a red INVERTER meter.
(INST INV on 200 models) light on the warn-
ing annunciator panel will illuminate.
INVERTER NO 1
115 VAC
BUS 1A
115 VAC 10A VG POWER & REF TO
OTHER SYSTEMS
1A
115 VAC RADAR REF FROM VG
26 VAC 5A
SELECT
FOR STABILIZATION
RELAY
AC COMMON AC COM
DUAL FED NO. 2 BUS BUS AC POWER
RETURNS
28VDC 5A SYSTEMS
ANN IND FROM
DC GROUND
INVERTER
WARNING 5A
DC POWER RELAY
26 VAC 1A
BUS
1A
LIMITER 26 VAC
POWER AP YAW RATE GYRO POWER
RELAY SELECT
No. 1 RELAY
L/H GEN INVERTER
CONTROL NO 1 1A
BUS COMPASS 2 REF TO RMI
5A OFF NO. 1 & MPU
*
INVERTER
R/H GEN NO 2 SELECT 2A
BUS SWITCH ADF 1 REF SIGNAL FOR RMI
5A INVERTER NO. 1 & NO. 2 & COPILOT EHSI
*
AC VOLT/FREQ 1A
28 VDC POWER METER
DC POWER NAV 1 REF SIGNAL FOR RMI
NO. 1 & NO. 2 & COPILOT EHSI
DC GROUND 115 VAC POWER
1A
26 VAC POWER NAV 2 REF SIGNAL FOR RMI
NO. 1 & NO. 2 & COPILOT EHSI
GROUND
1A
115 VAC 10A FMS FOR HDG & AUTOPILOT
1A
26 VAC 5A COMPASS 1 REF TO DPU,
MPU, & UNSIK
FlightSafety
AC COMMON
AVIONICS JUNCTION BOX
NOTE: * BB-2-1448, 1450-1457, 1463: NO. 1 INVERTER CONTROL POWERS BY DUAL FED BUS NO. 1 (NOT GEN BUS)
international
NO. 2 INVERTER CONTROL POWERS BY DUAL FED BUS NO. 2 (NOT GEN BUS)
SELECT SWITCH
BLUE OXYGEN CONTROL
TEST (ENVIRONMENTAL)
JACK CABIN READING AVIONICS ANN
INVERTER LIGHT (LIGHTS)
WARN LEFT
RELAY COPILOT FLT INSTR AVIONICS & ENG INSTR START
(LIGHTS) (LIGHTS) RELAY
OVHD. SIDEPANEL & NO SMK FSB &
VOLT CONSOLE (LIGHTS)
FREQ CABIN (LIGHTS)
METER TO INSTR INDIRECT PLT FLT & SIDE EXT POWER CONNECTOR
ENGINE (LIGHTS) PNL (LIGHTS) + + –
INSTRUMENTS CB
115VAC (ISOLATION BUS)
TO AVIONICS STALL WARN
(WARNING)
26 VAC
L BLEED AIR EXTERNAL
ISOLATION BUS
RIGHT BLEED AIR
OIL PRESS
FlightSafety
LANDING GEAR CONTROL L LANDING LIGHT
R PITOT HEAT
STALL WARNING HEAT SUBPANELS LANDING
GEAR
LANDING MOTOR
TO GEAR
INVERTER RELAY
CONTROL
SWITCH
international
* (SERIALS PRIOR TO BB-1632 AND BW-30)
COPILOT'S WINDSHIELD VENT BLOWER POWER
** (SERIALS BB-1632 AND AFTER, BL-141 ANTI-ICE
AND AFTER, BW-30 AND AFTER) AVIONICS BUS NO. 2
AFT ELECTRIC HEAT AFT EVAP BLOWER
AVIONICS NO. 2
AIR CONDITIONER POWER RELAY
DC TEST JACK
CLUTCH
2-17
Figure 2-21. Electrical System—Super King Air B200 (BB-1484, 1486 and Subsequent;
BW-1 and Subsequent)
FlightSafety international
RIGHT AUX FUEL QTY LEFT AUX FUEL QTY RUDDER BOOST PITCH TRIM
WARNING & TRANSFER WARNING & TRANSFER CONTROL
INVERTER
NO. 1
RIGHT FUEL QUANTITY LEFT FUEL QUANTITY CPILOT ILS INDICATOR PILOT ILS INDICATOR
115 VAC
26 VAC
RELAY
NO. 1 DUAL FED BUS
NO. 2 DUAL FED BUS
TO INVERTER
ISOLATION BUS
NO. 4 DUAL FED BUS
26 VAC
Figure 2-22. Electrical System—Super King Air B200 (BB-1449, 1458-1462, 1464-1485,
Except 1484; BL-139, 140)
RIGHT FIREWALL VALVE LEFT FIREWALL VALVE NO. 2 INV CONTROL NO. 1 INV CONTROL
RIGHT AUX FUEL QTY LEFT AUX FUEL QTY RUDDER BOOST PITCH TRIM
WARNING & TRANSFER WARNING & TRANSFER CONTROL
INVERTER
NO. 1
RIGHT FUEL QUANTITY LEFT FUEL QUANTITY CPILOT ILS INDICATOR PILOT ILS INDICATOR
115 VAC
26 VAC
RELAY
ISOLATION BUS
NO. 4 DUAL FED BUS
26 VAC
Figure 2-23. Electrical System—Super King Air B200 (BB-1439, 1444-1448, 1450-1457)
AVIONICS
BUS NO 3
TO AVIONICS
MASTER
CONDENSER CONTROL CB
LEFT RADIANT HEAT AVIONICS NO. 3
BLOWER POWER RELAY
PILOT'S (OPTIONAL) AVIONICS
WINDSHIELD BUS NO. 1
ANTI-ICE
OFF ON
TO INV LEFT GEN BUS
CONTROL AVIONICS NO. 1
DUAL VOLT POWER RELAY
FED BUS
AVIONICS
LOAD
NO. 1 METER
LEFT GEN
CONTROL
LINE
CONTACTOR
CIGARETTE LIGHTER
26 VAC INV LEFT
NO. 1 LEFT GEN CONTROL – + STARTER
115VAC FURNISHINGS MASTER GEN
CONTROL SHUNT
NO. 1 INVERTER
RELAY BLUE RIGHT GENERATOR CONTROL
PANEL TEST CONTROL
JACK ISOLATION LIMITER
PITCH TRIM
NO. 2 INVERTER
INV CONTROL PILOT'S TURN AND
WARN SLIP
RELAY RUDDER BOOST LEFT
CONTROL START THIS LINE OF
ENCODER ALTIMETER FUSES CHANGE
VOLTS (OPT) RELAY
FREQ. TO 5A CIRCUIT
METER BREAKERS ON
YAW DAMPER BB1098 AND
COPILOT TURN AND EXT POWER CONNECTOR
HOT BATTERY AFTER
AVIONICS
SLIP + + – BUS
LEFT BLEED AIR
CONTROL R ENG FIRE EXT
RIGHT BLEED AIR
CONTROL BATTERY
CABIN PRESSURE
CONTROL SW
L ENG FIRE EXT
CABIN TEMP CONTROL CIRCUITED
AUTOMATIC OXY INTO
CABIN PRESSURE CONTROL EXTERNAL
POWER RIGHT FIREWALL
26 VAC
LOSS (OPT)
115 VAC
ISOLATION BUS
RIGHT FUEL VENT HEAT
METER
ANNUNCIATOR RIGHT STANDBY
NO. 4 DUAL FED BUS
STALL WARNING
FLOURESCENT LIGHTS SYSTEM
AND ORD WARNING
ENTRY LTS &
OVERHEAD AND SIDE CLOCK LT &
(OVHD) SUBPANEL AND PANEL LIGHTS EXT PWR
CONSOLE LIGHTS SENSE
INSTRUMENT
INDIRECT LIGHTS
AVIONICS & ENGINE
INSTRUMENT LTS
FLIGHT & GYRO RNAV MEMORY
FUEL INSTRUMENT LIGHTS (OPT)
CROSSFEED
CABIN READING LIGHTS TAIL FLOOD LIGHT
(OPT)
RIGHT FUEL STEREO (OPT)
PRESSURE AUTOFEATHER
WARNING PROP
SYNCHROPHASER
RIGHT CHIP DETECTOR
RIGHT FUEL LEFT CHIP DETECTOR
QUANTITY RIGHT GEN OVERHEAT BATTERY
(OPT)
LEFT FIREWALL LEFT GEN OVERHEAT
RIGHT AUX FUEL VALVE
QUANTITY FIRE DETECTION
WARNING AND LEFT STANDBY R ICE VANE CONT BATTERY SW
TRANSFER FUEL PUMP L ICE VANE CONT
SHUNT
NO. 3 DUAL FED BUS
BATTERY
RIGHT STANDBY RIGHT ENGINE FUEL LEFT ENGINE FUEL CHARGE
FUEL PUMP LEFT AUX FUEL CONTROL HEAT CONT HEAT SENSOR
QUANTITY
WARNING AND RIGHT OIL LEFT OIL
RIGHT FIREWALL TRANSFER TEMPERATURE TEMPERATURE
VALVE INDICATOR
LEFT FUEL RIGHT OIL PRESSURE LEFT OIL PRESSURE
QUANTITY WARN (OPT) WARNING (OPT)
AVIONICS NO. 2
RIGHT GEN BUS POWER RELAY
COPILOT'S VENT
WINDSHIELD ANTI-ICE BLOWER POWER
Figure 2-24. Electrical System—Super King Air B200 (BB-734, 793, 829, 854-870, 874-891,
894, 896-911, 913-1438, 1440-1443, BL 37-138)
AVIONICS
BUS NO 3
ANNUNCIATOR
INDICATOR POWER
115 VAC
RIGHT FIREWALL
*R FUEL FLOW SHUT OFF VALVE
LANDING GEAR
LANDING GEAR WARNING HORN
RIGHT TORQUE POSITION INDICATOR SMALL LEFT FIREWALL
METER PIN SHUT OFF VALVE
RIGHT BLEED LEFT BLEED
AIR WARNING AIR WARNING
THRESHOLD LT
LEFT TORQUE STALL WARNING
METER CABIN FASTEN SEAT SYSTEM
NO. 4 DUAL FED BUS
LEFT STANDBY
NO. 3 DUAL FED BUS
ISOLATION BUS
SUBPANEL AND
INSTRUMENT
NO 2 DUAL FED BUS
BB 364
SHUNT
TRANSFER LEFT AUX FUEL BATTERY
QUANTITY BATTERY SW
RIGHT ENGINE HEAT FIRE DETECTION CHARGE
WARNING AND FUEL CONTROL SENSOR
TRANSFER
RIGHT STANDBY LEFT ICE VANE
FUEL PUMP RIGHT OIL TEMP
INDICATOR EXTERNAL
LEFT ENGINE FUEL POWER PLUG TO ANNUNCIATOR
LEFT FUEL CONTROL HEAT ENGAGED ADVISORY LIGHT
RIGHT FIREWALL PRESSURE RIGHT OIL PRESSURE
VALVE WARNING INDICATOR LEFT OIL TEMP
INDICATOR
STALL WARNING LEFT OIL PRESSURE
INV HEAT
NO. 2 INDICATOR
Figure 2-25. Electrical System—Super King Air 200 (BB-2, 6-733, 735-792, 794-828,
830-853, 871-873, 892, 893, 895, 912, BL-1-36)
LIMITATIONS STARTERS
Use of the starter is limited to 40 seconds ON,
GENERATOR LIMITS (250 60 seconds OFF, 40 seconds ON, 60 seconds
AMPERES) OFF, 40 seconds ON, then 30 minutes OFF.
Maximum sustained generator load (Table 2-
1) is limited as follows:
INVERTERS
Due to avionics equipment requirements, the
In Flight: 115-volt inverter output must be 105-120 VAC,
380-420 Hz.
Sea Level to
31,000 feet altitude .................. 1.00 (100%)
CIRCUIT BREAKERS
Above 31,000 feet altitude ....... 0.88 (88%) Tables 2-3 to 2-4 give circuit breaker titles, val-
ues, and the circuits that they control. They are
Ground Operation ................... 0.85 (85%) grouped by panel location.
During ground operation, also observe the
limitations in Table 2-1.
QUESTIONS
1. What is the rating for the battery? 6. On airplanes with Serial Nos. BB-88 and
A. 28-volt, 24 ampere-hour subsequent, how is a generator turned on?
B. 24-volt, 34/36 ampere-hour A. Move the switch to OFF, then to ON
C. 28-volt, 34/36 ampere-hour B. Hold the switch to RESET for one
D. 24-volt, 42 ampere-hour second and release to ON
C. Move the switch to ON
D. Hold the switch to ON for one second
2. Where is the battery located?
A. In the left wing center section
7. When an engine is being started, in what
B. In the aft compartment
position should its GEN switch be?
C. In the right wing center section
A. RESET
D. In the nose compartment
B. ON
C. OFF
3. If the amber BATTERY CHG annuncia-
tor illuminates in flight, what initial ac -
tion does the checklist say to do? 8. When a generator is off line, what
indication is present?
A. Turn the battery switch OFF
B. Reduce the electrical load A. An amber DC GEN light is on
C. Isolate the battery bus B. No indications are present
D. Reset the annunciator C. A green DC GEN light is on
D. A red DC GEN light is on
4. What is the individual generator rating?
9. Where is the external power connector lo-
A. 30-volt, 200-ampere
cated?
B. 24-volt, 300-ampere
A. Under the left wing
C. 28-volt, 250-ampere
B. On the left aft fuselage
D. 32-volt, 250-ampere
C. Under the right wing, outboard of the
engine nacelle
5. Where are the generator switches located? D. On the right forward fuselage
A. Under a gang bar on the overhead
panel
10. How much continuous current should the
B. On the center instrument panel external power unit be capable of sup-
C. Under a gang bar on the pilot’s left plying?
subpanel
A. 100 amperes
D. On the copilot’s subpanel
B. 300 amperes
C. 800 amperes
D. 1,000 amperes
11. What indication is provided to alert the 16. How many inverters are there?
operator that an external power plug is A. 1
connected to the airplane?
B. 2
A. An audible tone C. 3
B. An EXT PWR light D. 4
C. A master warning light
D. Fluctuating generator meters
17. What is the rating of each inverter?
A. 28-volt and 26-volt, 400 Hz
12. What is the minimum required battery volt-
B. 24-volt and 130-volt, 60 Hz
age before using an external power unit?
C. 115-volt and 26-volt, 400 Hz
A. 28 volts
D. 30-volt and 115-volt, 120 Hz
B. 24 volts
C. 22 volts
D. 20 volts 18. Where is the INVERTER switch located?
A. On the copilot’s right subpanel
B. On the overhead panel
13. Why should the BATtery switch be left on
during use of external power? C. On the copilot’s right sidepanel
D. On the pilot’s left subpanel
A. To charge the battery
B. To energize the generator control units
(GCU) 19. After starting the right engine and turn-
C. To power the volt-loadmeters ing the right generator on, what should the
D. To protect against voltage spikes loadmeter reading decrease to before
starting the left engine?
A. 25% (.25 )
14. To protect the battery from damage, the
B. 50% (.50 )
external power voltage must not go over
what value for more than two minutes? C. 75% (.75 )
D. 100% (1.00)
A. 35 volts
B. 30 volts
C. 25 volts 20. What are the starter limits?
D. 24 volts A. 40 seconds ON, 60 seconds OFF,
40 seconds ON, 60 seconds OFF,
40 seconds ON, 30 minutes OFF
15. Prior to BB-1632, if the BATTERY CHG
B. 10 seconds ON, 30 seconds OFF,
light does not extinguish in flight when
40 seconds ON, 60 seconds OFF,
the battery control switch is placed to
60 seconds ON, 90 seconds OFF
OFF, what action should be taken?
C. 20 seconds ON, 60 seconds OFF,
A. Pull the battery circuit breaker 20 seconds ON, 60 seconds OFF,
B. Reset the BATtery switch 20 seconds ON, 90 minutes OFF
C. Turn one generator off D. 15 seconds ON, 50 seconds OFF,
D. Land at nearest suitable airport 15 seconds ON, 60 seconds OFF,
10 seconds ON, 5 minutes OFF
CHAPTER 3
LIGHTING
CONTENTS
Page
INTRODUCTION ................................................................................................................... 3-1
GENERAL............................................................................................................................... 3-1
INTERIOR LIGHTING........................................................................................................... 3-3
Cockpit ............................................................................................................................. 3-3
Cabin ................................................................................................................................ 3-5
EXTERIOR LIGHTS .............................................................................................................. 3-7
Landing Lights ................................................................................................................. 3-7
Taxi Light ......................................................................................................................... 3-7
Wing Ice Lights................................................................................................................ 3-7
Navigation Lights............................................................................................................. 3-7
Recognition Lights........................................................................................................... 3-7
Beacon Lights .................................................................................................................. 3-7
Strobe Lights .................................................................................................................... 3-7
Tail Floodlights ................................................................................................................ 3-7
Airstair Floodlight............................................................................................................ 3-8
Under Step Lighting......................................................................................................... 3-8
QUESTIONS ........................................................................................................................... 3-9
ILLUSTRATIONS
Figure Title Page
3-1 Overhead Lighting Controls..................................................................................... 3-2
3-2 Copilot’s Left Subpanel............................................................................................ 3-2
3-3 Pilot’s Right Subpanel .............................................................................................. 3-3
3-4 Instrument and Panel Lights..................................................................................... 3-3
3-5 Console Lights.......................................................................................................... 3-4
3-6 Overhead Subpanel Lights ....................................................................................... 3-4
3-7 Copilot’s Instrument Lights...................................................................................... 3-4
3-8 OAT Gage................................................................................................................. 3-5
3-9 Free Air Temperature Switch ................................................................................... 3-5
3-10 Fluorescent Light Switch.......................................................................................... 3-5
3-11 Passenger Warning Sign ........................................................................................... 3-6
3-12 Reading Lights ......................................................................................................... 3-6
3-13 Threshold, Aisle, and Baggage Lights ..................................................................... 3-6
3-14 Landing and Taxi Lights........................................................................................... 3-7
3-15 Exterior Lights.......................................................................................................... 3-8
3-16 Airstair Floodlight .................................................................................................... 3-8
3-17 Under Step Lighting ................................................................................................. 3-8
CHAPTER 3
LIGHTING
EXIT
INTRODUCTION
The instruments are illuminated either internally or with post-type lights. General cabin
lighting consists of overhead fluorescent lights and individual passenger reading lights.
A passenger FASTEN SEAT BELT–NO SMOKING sign is provided. Both the airstair
and baggage area are illuminated. Exterior lights consist of landing, taxi, ice inspection,
navigation, recognition, beacon, strobe, and lights for the area around the airstair door.
Optional lighting is available to illuminate the vertical tail fin.
GENERAL
An overhead light control panel in the cock- engine instrument lights, radio panel lights,
pit contains controls for instrument panel and both subpanels and the console lights, pilot and
cockpit lighting (Figure 3-1). Each light group copilot instrument lights, and gyro instrument
has an individual rheostat switch labeled lights. Separate rheostat switches individu-
BRT–OFF. The MASTER PANEL LIGHTS ally control the instrument indirect lighting and
switch controls power to the overhead light the overhead floodlights.
control panel lights, fuel control panel lights,
FAST
MASTER
PANEL OVERHEAD
LIGHTS PILOT ENGINE AVIONICS SUB PANEL SIDE COPILOT GYRO COPILOT
ON FLIGHT INSTRUMENT PANEL & CONSOLE PANEL INSTRUMENT FLIGHT
LIGHTS LIGHTS LIGHTS LIGHTS LIGHTS LIGHTS LIGHTS
BRT OFF BRT OFF BRT OFF BRT OFF BRT OFF BRT OFF BRT OFF
OPERATION LIMITATIONS
THIS AIRPLANE MUST BE OPERATED AS A NORMAL CATEGORY AIRPLANE IN COMPLIANCE WITH
OFF THE OPERATING LIMITATIONS STATED IN THE FORM OF PLACARDS, MARKINGS AND MANUALS
NO ACROBATIC MANEUVERS INCLUDING SPINS ARE APPROVED
THIS AIRPLANE APPROVED FOR VFR, IFR, & DAY & NIGHT OPERATION AND IN ICING CONDITIONS
CAUTION
STALL WARNING IS INOPERATIVE WHEN MASTER SWITCH IS OFF
STANDBY COMPASS IS ERRATIC WHEN WINDSHIELD ANTI-ICE AND/OR AIR CONDITIONING IS ON
330
3 N 33
300
30
0
27
COMPASS CORRECTION
0 CALIBRATE WITH
0
6
90 RADIO ON 24
0
120 21
150 180
A switch on the copilot’s left subpanel labeled Figure 3-2. Copilot’s Left Subpanel
BRIGHT–DIM–OFF (prior to BB-1444, ex-
cluding 1439, it is labeled START/BRIGHT–
DIM–OFF) (Figure 3-2) controls the fluores- SMOKE & FSB–FSB–OFF. It controls the NO
cent overhead cabin lights. To the right of the SMOKING–FASTEN SEAT BELT sign and
interior light switch is a switch labeled NO the accompanying chimes.
TEN SEAT BELT portion of the sign illumi- Threshold and Aisle Lights
nates. The NO SMOKING and FASTEN SEAT
BELT positions are illuminated in the NO A light at floor level, forward of the airstair door
SMOKE & FSB position, with accompany- (Figure 3-13) is designed to illuminate the
ing chimes. threshold. Another light, located at floor level
aft of the spar cover, illuminates the aisle. Both
lights are automatically turned on by a switch
Reading Lights when the door is opened and turned off when
Switches next to each light control individual the door is closed and locked if the adjacent
overhead reading lights (Figure 3-12). These rocker switch is placed to the ON position.
lights are powered from the No. 2 dual-fed bus.
Figure 3-11. Passenger Warning Sign Figure 3-13. Threshold, Aisle, and
Baggage Lights
STROBE LIGHTS
A strobe light is installed in each wingtip and
also in the tip of the tail cone. Control for
these lights is incorporated into a switch on the
right of the pilot’s right subpanel and is labeled
STROBE.
Figure 3-14. Landing and Taxi Lights
TAIL FLOODLIGHTS
Floodlights, which may be installed on the
TAXI LIGHT underside of the horizontal stabilizer, light
the identification on the vertical stabilizer.
The single, sealed-beam taxi light is mounted Control is with a switch labeled TAIL FLOOD-
on the nose gear just below the landing lights. LIGHT located on the overhead panel, or on
The control circuit-breaker switch is on the the pilot’s right subpanel.
pilot’s right subpanel and is labeled TAXI.
QUESTIONS
1. Where are the majority of cockpit light- 6. What bus powers the airstair floodlight?
ing controls? A. No. 1 dual-fed bus
A. Pilot’s right subpanel B. Hot battery bus
B. Overhead panel C. No. 2 dual-fed bus
C. Copilot’s left subpanel D. Isolation bus
D. Pilot’s side panel
7. After takeoff how are the landing lights
2. Where is the baggage-area light switch extinguished?
located? A. Automatically as the gear doors close
A. Just inside and aft of the airstair B. Automatically as the airplane lifts off
doorframe C. By turning off the LANDING light
B. Within the baggage compartment switches
C. On the overhead panel D. By turning off the TAXI light switch
D. On the pilot’s left subpanel
8. Where are the ice lights mounted?
3. How are the threshold and aisle lights A. On the outside of the engine nacelles
turned on?
B. On the wingroot
A. With a switch just aft of the door- C. On the nose
frame
D. On either side of the fuselage
B. Automatically, when the battery
switch is turned off
C. With a switch on the pilot’s right 9. What is the switch labeled MASTER
subpanel PANEL LIGHTS used for?
D. Automatically, when the airstair door A. To control power for all cockpit
is opened and the threshold switch panel lights
turned on B. To shut off all cockpit lights
C. To intensify all cockpit panel lights
4. Where is the switch for the strobe lights D. To shut off all lights
located?
A. On the overhead panel
B. On the copilot’s side panel
C. On the pilot’s right subpanel
D. On the pilot’s side panel
CHAPTER 4
MASTER WARNING SYSTEM
CONTENTS
Page
INTRODUCTION ................................................................................................................... 4-1
GENERAL............................................................................................................................... 4-1
Dim................................................................................................................................... 4-3
Test .................................................................................................................................. 4-3
GLARESHIELD FLASHERS................................................................................................. 4-3
Master Warning Flashers.................................................................................................. 4-3
Master Caution Flashers................................................................................................... 4-3
WARNING ANNUNCIATOR PANEL (RED) ....................................................................... 4-4
General ............................................................................................................................. 4-4
Illumination Causes—200................................................................................................ 4-5
Illumination Causes—B200............................................................................................. 4-5
CAUTION-ADVISORY ANNUNCIATOR PANEL (AMBER/GREEN) .............................. 4-7
General ............................................................................................................................. 4-7
CAUTION Switch (200 Models Only)............................................................................ 4-7
Illumination Causes—200................................................................................................ 4-9
Illumination Causes—B200........................................................................................... 4-10
QUESTIONS......................................................................................................................... 4-12
ILLUSTRATIONS
Figure Title Page
4-1 Component Locations............................................................................................... 4-2
4-2 MASTER WARNING Flasher and MASTER CAUTION Flasher ......................... 4-3
4-3 Warning Annunciator Panel—200 Aircraft.............................................................. 4-4
4-4 Warning Annunciator Panel—B200 Aircraft
(Prior to BB-1444, Except BB-1439)....................................................................... 4-4
4-5 Warning Annunciator Panel—B200 Aircraft
(BB-1439, 1444 and Subsequent) ............................................................................ 4-5
4-6 Caution-Advisory Annunciator Panel—200 Aircraft (Prior to BB-453) ................. 4-7
4-7 Caution-Advisory Annunciator Panel—200 Aircraft (BB-453 and After) .............. 4-8
4-8 Caution-Advisory Annunciator Panel—B200 Aircraft
(Prior to BB-1444, Except 1439) ............................................................................. 4-8
4-9 Caution-Advisory Annunciator Panel—B200
(BB-1439, 1444 and Subsequent) ............................................................................ 4-8
TABLES
Table Title Page
4-1 Warning Annunciator—200 Aircraft........................................................................ 4-5
4-2 Illumination Causes—B200 Aircraft (Prior to BB-1444, Except 1439) .................. 4-6
4-3 Illumination Causes—B200 Aircraft (BB-1439, 1444 and Subsequent) ................. 4-6
4-4 Caution Advisory Annunciator—200 Aircraft......................................................... 4-9
4-5 Caution Advisory—Prior to BB-1444, Except 1439 ............................................. 4-10
4-6 Caution Advisory—BB-1439, 1444 and Subsequent............................................. 4-11
CHAPTER 4
MASTER WARNING SYSTEM
TEST
INTRODUCTION
The master warning system consists of a warning annunciator panel with red readouts cen-
trally located in the glareshield, a caution-advisory annunciator panel with amber and green
readouts located on the center subpanel, and two flasher lights in front of each pilot on the
glareshield (one labeled MASTER WARNING (red) and the other MASTER CAUTION
(amber). Adjacent to the warning annunciator panel on the glareshield is a PRESS TO TEST
switch, which is used to illuminate the annunciator lights and flashers (Figure 4-1).
GENERAL
The annunciators are word-readout types. 1979 have 12 legends on the warning panel and
When a fault condition covered by the an- 30 legends on the caution-advisory panel.
nunciator system occurs, a signal is gener- Super King Air 200 models built in 1979 and
ated and the appropriate annunciator is after have 16 warning legends and 36 cau-
illuminated. This action, in turn, illuminates tion-advisory legends. The B200 airplanes
either the WARNING or CAUTION flasher. have 20 legends on the warning panel and 36
Super King Air 200 airplanes built before legends on the caution-advisory panel.
MASTER MASTER
WARNING CAUTION
PRESS TO RESET PRESS TO RESET
DIM
The warning annunciators (red), caution an-
nunciators (amber), advisory annunciators MASTER MASTER
(green), amber MASTER CAUTION flashers WARNING CAUTION
and red MASTER WARNING flashers fea-
ture both a bright and a dim mode of illumi- PRESS TO RESET PRESS TO RESET
nation intensity. (Prior to BB-1444, except
1439, the MASTER WARNING flasher does Figure 4-2. MASTER WARNING Flasher and
not have a dim mode.) The dim mode will be MASTER CAUTION Flasher
selected automatically when all the following
conditions are met: a generator is on the line;
the MASTER PANEL switch is on; the OVER- tor panel will remain on until the fault is cor-
HEAD FLOODLIGHTS are off; the PILOT rected. However, the MASTER WARNING
FLIGHT LIGHTS are on; and the ambient flashers can be extinguished by depressing
light level in the cockpit (as sensed by a pho- t h e f a c e o f e i t h e r M A S T E R WA R N I N G
toelectric cell located in the overhead light flasher, even if the fault is not corrected. In
control panel) is below a preset value. Unless such a case, the MASTER WARNING flash-
all these conditions are met, the bright mode ers will again be activated if an additional
will be selected automatically. warning annunciator illuminates. When a
warning fault is corrected, the affected warn-
ing annunciator will extinguish, but the MAS-
TEST T E R WA R N I N G f l a s h e r s w i l l c o n t i n u e
flashing until one of the flashers is depressed
The lamps in the annunciator system should to reset the circuit.
be tested before every flight, and at any other
time the integrity of a lamp is in question.
Depressing the PRESS TO TEST button, lo- MASTER CAUTION FLASHERS
cated to the right of the warning annunciator
panel in the glareshield, illuminates the an- When an annunciator-covered fault occurs
nunciator lights, both MASTER WARNING that requires the pilot’s attention, the appro-
flashers, and both MASTER CAUTION flash- priate amber caution annunciator in the cau-
ers. (The yellow NO TRANSFER lights on the tion-advisory panel illuminates, and both
fuel panel are not included in this test, since MASTER CAUTION flashers begin flashing
they do not affect flashers when a NO TRANS- (Figure 4-2). The flashing MASTER CAU-
FER condition exists.) Any lamp that fails to TION lights can be extinguished by pressing
illuminate when tested should be replaced. the face of either of the flashing lights to reset
the circuit. Subsequently, when any other cau-
tion annunciator illuminates, the MASTER
CAUTION flashers will be activated again.
GLARESHIELD Most illuminated caution annunciators on the
caution-advisory annunciator panel will re-
FLASHERS main on until the fault condition is corrected,
at which time they will extinguish. The MAS-
MASTER WARNING FLASHERS TER CAUTION flashers will continue flash-
ing until one of the flashers is depressed.
If a fault requires the immediate attention and
reaction of the pilot, the appropriate red warn-
ing annunciator in the warning annunciator
panel illuminates and both MASTER WARN-
ING flashers begin flashing (Figure 4-2).
Illuminated lenses in the warning annuncia-
WARNING ANNUNCIATOR
PANEL (RED)
GENERAL
typical 200 airplane warning panels, and Figure
If a fault indicated by an illuminated warning 4-4 shows a typical B200 airplane warning
annunciator is cleared, the annunciator will au- panel. Figure 4-5 shows a typical B200, BB-
tomatically extinguish. Figure 4-3 shows 1439, 1444 and subsequent warning panel.
PRIOR TO BB-453
* OPTIONAL EQUIPMENT
*OPTIONAL EQUIPMENT
* Optional equipment
*Optional Equipment
ILLUMINATION CAUSES—200
Table 4-4 is a listing of the warning legend nation (starting on the top left and moving to
nomenclatures, colors, and causes for illumi- the right) for the 200 aircraft.
* Optional Equipment
ILLUMINATION CAUSES—B200
Tables 4-5 and 4-6 list the warning legends nation (starting on the top left and moving to
nomenclatures, colors, and causes for illumi- the right) for the B-200 aircraft.
* Optional Equipment
† Not required when Type II synchrophaser is used
* Optional Equipment
QUESTIONS
1. How are the MASTER CAUTION flash- 4. When will a red annunciator light
ers dimmed? extinguish?
A. By using the BRT DIM switch A. When the indicated fault is cleared
B. With the overhead control rheostats B. W h e n t h e M A S T E R WA R N I N G
C. Automatically relative to cockpit light flasher is pressed
intensity C. When the RESET button is depressed
D. With the CAUTION switch on the D. When the TEST button is depressed
copilot’s subpanel
5. To illuminate the CAUT LGND OFF light
2. How can the annunciator lights be tested? on 200 models, what action must be
A. By depressing each light legend taken?
B. By moving the CAUTION switch to A. Move the CAUTION switch to ON
ON B. Depress the PRESS TO TEST button
C. With the APPROACH PLATE rheo- C. Move the CAUTION switch to OFF
stat D. Depress a MASTER CAUTION flasher
D. With the PRESS TO TEST switch
CHAPTER 5
FUEL SYSTEM
CONTENTS
Page
INTRODUCTION .................................................................................................................. 5-1
GENERAL .............................................................................................................................. 5-1
Fuel Routing into the Engine .......................................................................................... 5-2
MAJOR COMPONENT LOCATIONS AND FUNCTIONS ................................................. 5-2
Main and Auxiliary Fuel Systems ................................................................................... 5-2
Auxiliary Fuel Transfer System ...................................................................................... 5-5
Firewall Shutoff Valve .................................................................................................... 5-6
Engine-Driven Boost Pump ............................................................................................ 5-8
Standby Boost Pump ....................................................................................................... 5-9
Firewall Fuel Filter .......................................................................................................... 5-9
Low Fuel Pressure Switch................................................................................................ 5-9
Fuel Flow Transmitter and Gages ................................................................................... 5-9
Fuel Heater..................................................................................................................... 5-10
High-Pressure Engine Fuel Pump.................................................................................. 5-10
FUEL MANIFOLD CLEARING ......................................................................................... 5-10
Fuel Purge System ........................................................................................................ 5-10
Fuel Drain Collector System ......................................................................................... 5-11
Fuel Crossfeed System ................................................................................................. 5-11
Fuel Gaging System ...................................................................................................... 5-12
Fueling .......................................................................................................................... 5-13
Antisiphon Valve ........................................................................................................... 5-13
ILLUSTRATIONS
Figure Title Page
5-1 Fuel System Schematic for the Super King Air 200 and B200
(BB-666 and Subsequent) ........................................................................................ 5-3
5-2 Fuel System Schematic for the Super King Air 200 (Prior to BB-666)................... 5-4
5-3 Fuel Tank/Cell Capacities (Super King Air 200 and B200)..................................... 5-5
5-4 Fuel Pressure Warning Lights .................................................................................. 5-6
5-5 Fuel Control Panel.................................................................................................... 5-7
5-6 Auxiliary Fuel Transfer System ............................................................................... 5-8
5-7 Fuel Flow Gages .................................................................................................... 5-10
5-8 Fuel Purge System.................................................................................................. 5-11
5-9 Fuel Crossfeed System........................................................................................... 5-12
5-10 Fuel Crossfeed Advisory Light .............................................................................. 5-13
5-11 Fuel Temperature (OAT) Versus Minimum Oil Temperature Graph ..................... 5-15
TABLES
Table Title Page
5-1 Drain Locations...................................................................................................... 5-14
CHAPTER 5
FUEL SYSTEM
4 6
MAIN
FUEL
2 8
LBS X 100
0 10
INTRODUCTION
The airplane fuel system consists of two separate wing fuel systems connected with a
common crossfeed line and solenoid-operated crossfeed valve. Each wing system is fur-
ther divided into a main and an auxiliary system. The main system employs a total of
386 gallons of usable fuel; the auxiliary system, 158 gallons. At 6.7 pounds per gallon,
these totals convert to 2,586 pounds in the main system and 1,058 pounds in the auxil-
iary system. Total usable fuel is 544 gallons, or 3,644 pounds.
GENERAL
Each main fuel system is fueled through a each wing consists of a rubber bladder-type
filler opening on top of each wing at the outer tank mounted in each wing center section
wingtip. Fuel flows by gravity to the nacelle from which auxiliary fuel is transferred by a
tank. Each auxiliary fuel system is fueled jet pump to the nacelle tank in the main fuel
through its own filler port. An antisiphon system. Although the main fuel system is fu-
valve at each filler point prevents fuel loss eled first, the fuel in the auxiliary tank is nor-
should the filler cap be improperly secured or mally exhausted before the fuel in the main
lost in flight. The auxiliary fuel system in fuel system is automatically selected.
FUEL VENT
LEFT FUEL PRESSURE ANNUNCIATOR PRESSURE SWITCH ENGINE-DRIVEN BOOST PUMP (LP)
F FILLER FUEL CONTROL PURGE VALVE DRAIN VALVE (FIREWALL)
PROBES GRAVITY FLOW CHECK VALVE FIREWALL SHUTOFF VALVE
SUCTION RELIEF VALVE STRAINER AND DEFUELING DRAIN VALVE
STANDBY BOOST PUMP (30 PSI)
CHECK VALVE TRANSFER CONTROL MOTIVE FLOW VALVE (NC)
FUEL FLOW TRANSMITTER PRESSURE SWITCH FOR LEFT NO FUEL NACELLE TANK
L FUEL PRESSURE ANNUNCIATOR TRANSFER LIGHT ON FUEL PANEL (6 PSI) VENT FLOAT VALVE
RECESSED VENT
AIR INLET HEATED RAM VENT DRAIN**
FlightSafety
DRAIN
international
**BB 1193 & SUBSEQUENT DRAIN RELOCATED TO OUTBOARD SIDE OF NACELLE
5-3
Figure 5-1. Fuel System Schematic for the Super King Air 200 and B200 (BB-666 and Subsequent)
5-4
FLAME ARRESTER
FUEL VENT FUEL CONTROL
PURGE VALVE ENGINE-DRIVEN
F FILLER BOOST PUMP (LP, 30 PSI)
TRANSFER CONTROL
PROBES MOTIVE FLOW VALVE (NC) FIREWALL SHUTOFF VALVE
SUCTION RELIEF VALVE GRAVITY FLOW CHECK VALVE DRAIN VALVE FIREWALL
CHECK VALVE PRESSURE SWITCH STANDBY BOOST PUMP (30 PSI)
FUEL FLOW TRANSMITTER (6 PSI) NACELLE TANK
L FUEL PRESSURE ANNUNCIATOR
VENT FLOAT VALVE
AUXILIARY
BOX SECTION
RECESSED VENT DRAIN
TRANSFER JET PUMP
HEATED RAM VENT
FlightSafety
AIR INLET
DRAIN AIR INLET (PRIOR TO SI 1021)
FLAME ARRESTER
international
Figure 5-2. Fuel System Schematic for the Super King Air 200 (Prior to BB-666)
FlightSafety
international
NACELLE
TANK
(57
GALLONS)
Figure 5-3. Fuel Tank/Cell Capacities (Super King Air 200 and B200)
Each auxiliary fuel system is equipped with for engine starting. At the end of this time, the
its own filler port and antisiphon valve. motive flow valve opens automatically and
fuel transfer begins. The pilot should monitor
While the auxiliary fuel system is being used, the NO TRANSFER lights on the fuel panel
fuel is transferred from the auxiliary tank to to ensure that they are extinguished 30 to 50
the nacelle tank by a jet transfer pump, which seconds after engine start. The pilot should also
is mounted adjacent to the outlet strainer and monitor the auxiliary fuel level during the be-
drain in the auxiliary fuel cell. ginning of the flight to ensure that the trans-
fer of fuel is taking place.
A swing check valve in the gravity feed line
prevents reverse flow into the outboard tanks Fuel pressure supplied by either the engine-
when the auxiliary transfer system is in use. driven boost pump or the electric standby boost
When auxiliary fuel is exhausted, normal grav- pump (normally 25 to 30 psi) will open a fuel
ity flow from the outboard tanks to the nacelle pressure-sensing switch and extinguish the
tanks begins. red FUEL PRESS warning light (Figure 5-4).
A minimum pressure of 10 ± 1 psi is required
to extinguish the light. This same FUEL PRESS
AUXILIARY FUEL TRANSFER switch will also send a signal to the auxiliary
SYSTEM fuel transfer printed circuit board indicating
that motive flow is available for fuel transfer.
When auxiliary fuel is available, this system If there is fuel in the auxiliary tank, this cir-
automatically transfers fuel from the auxiliary cuit board will open the motive flow valve
tank to the nacelle tank. No pilot action is in- within 30 to 50 seconds. With the motive flow
volved. The jet transfer pump in the auxiliary valve now open, fuel is permitted to flow
tank operates on the venturi principle using the through the auxiliary transfer line. If the fuel
fuel and boost pump for motive flow. The en- pressure in this auxiliary transfer line is at
gine-driven or electric low-pressure boost least 4 to 6 psi, a normally-closed pressure
pump routes fuel through the normally-closed switch will open and extinguish the amber NO
motive flow valve, the jet pump, and into the TRANSFER light on the fuel panel. When the
nacelle tank. Fuel moving through the jet pump auxiliary tank empties, a float switch in the aux-
venturi creates suction in the jet pump which iliary tank transmits a signal to close the mo-
draws fuel from the auxiliary tank. tive flow valve. This normally occurs after a
30- to 60-second time delay, to prevent cy-
During engine start, a 30- to 50-second time cling of the motive flow valve due to sloshing
delay is built into the automatic transfer sys- fuel. This will not illuminate the NO TRANS-
tem to allow all the fuel pressure to be used
FER light because there is no more fuel left to On SN BB-2 through BB-31, selecting the
transfer. OVERRIDE position of the switch takes power
from the NO TRANSFER light, causing it to
If the motive flow valve or its associated cir- extinguish. Even though the light is extin-
cuitry should fail, it will go to the normally- guished, the valve may or may not open. The
closed position. Loss of motive flow pressure auxiliary fuel level must be monitored to en-
with fuel remaining in the auxiliary tank will sure that it is decreasing.
illuminate the amber NO TRANSFER light
on the applicable side of the fuel control panel. The amber NO TRANSFER lights installed on
The motive flow valve may be manually en- airplanes prior to SN BB-516 illuminate and
ergized to the open position by placing the stay bright. On SN BB-516 and subsequent,
AUXILIARY TRANSFER switch, normally in they are dimmed through the airplane’s auto-
the AUTO position, to the OVERRIDE posi- matic dimming system.
tion (Figure 5-5). This procedure will bypass
the automatic feature in the auxiliary transfer FIREWALL SHUTOFF VALVE
system and send DC power directly to the mo-
tive flow valve. The fuel system incorporates two in-line motor-
driven firewall shutoff valves, one on each side.
On BB-32 and subsequent airplanes and on ear- Each is controlled by a corresponding (guarded)
lier models complying with Service Bulletin switch near the circuit breakers on the fuel con-
0703-286, power bypasses the AUXILIARY trol panel (Figure 5-5). The switches are plac-
TRANSFER switch and the amber NO TRANS- arded LEFT and RIGHT FIREWALL SHUTOFF
FER light will not extinguish unless the motive VALVE, OPEN, and CLOSED. A red guard
flow valve has opened (Figure 5-6). (guarded open) over each switch prevents in-
advertent activation to the closed position.
AUX TRANSFER
OVERRIDE
6 8 6 8 AUX TRANSFER
OVERRIDE
FUEL QUANTITY
4 FUEL MAIN 4 FUEL
10 10
+
AUTO 2 12 2 12 AUTO
MAIN TANK
ONLY
AUXILIARY MAIN TANK
ONLY
COLLINS
NO QTY 14 QTY 14 NO
0 LBS X 100 0 LBS X 100
SEE MANUAL FOR
FUEL CAPACITY
TRANSFER TRANSFER
LEFT RIGHT
5 10 5 5 5 5 5 5 5 10 5
OFF
PARKING BRAKE
FIRE STANDBY AUX QTY PRESS CROSS PRESS QTY AUX STANDBY FIRE
WALL PUMP TRANS IND WARN FEED WARN IND TRANS PUMP WALL
VALVE FER FER VALVE
CLOSED CLOSED
LEFT RIGHT
FIREWALL FIREWALL
SHUTOFF VALVE SHUTOFF VALVE
50 50 50 50 5 25 25 20 5 5 5 5 5 5
AUX TRANSFER
OVERRIDE
6 8 6 8 AUX TRANSFER
OVERRIDE
4 FUEL 10 SEE MANUAL FOR 4 FUEL 10
FUEL CAPACITY
AUTO 2 12 2 12 AUTO
MAIN TANK MAIN TANK
ONLY ONLY
NO QTY 14 QTY 14 NO
0 LBS X 100 FUEL QUANTITY 0 LBS X 100
MAIN
+
COLLINS
TRANSFER TRANSFER
LEFT AUXILIARY RIGHT
LEFT
50 25 20 5 5 5 50
5 5 5 5 5 5 5
BUS PROP MOTOR CONTROL IGNITOR START BUS
FEEDERS DEICE POWER CONTROL FEEDERS PROP TURBINE FUEL OIL OIL
PROP PROP ITT TORQUE
DEICE TACH TACH FLOW PRESS TEMP
50 25 5 5 5 5 50 5 5 5 5 5 5 5
CB
AUTO EMPTY
AUX
TRANSFER
PCB
JET TRANSFER
N.C. PUMP
FROM CB
CROSSFEED
SWITCH BOOST PUMP FROM TO
PRESSURE AUX TANK NACELLE TANK
SWITCH
L FUEL PRESS LO
TO FROM ENGINE
ENGINE DRIVEN BOOST
PUMP
The firewall shutoff valves, like the standby In case of a low-pressure engine-driven boost
boost pumps, are powered by the No. 3 (left) and pump failure, the L or R red FUEL PRESS light
No. 4 (right) dual-fed buses. The firewall shut- illuminates on the warning annunciator panel
off valves are also powered from the hot battery (Figure 5-4). The light illuminates when pres-
bus. Therefore, they can be operated regardless sure decreases below 10 ± 1 psi. Activation of
of battery-switch position. When these valves the standby boost pump on the side of the fail-
are closed, fuel is cut off from the engine. ure will increase the pressure and extinguish
the light.
ENGINE-DRIVEN BOOST PUMP
The low-pressure, engine-driven boost pump CAUTION
is mounted on a drive pad on the aft accessory
section of the engine. The boost pump deliv- Engine operation with the fuel pres-
ers low-pressure fuel to the engine high-pres- sure light on is limited to 10 hours be-
sure fuel pump, thus preventing cavitation. fore overhaul or replacement of the
The boost pump is protected against contam- high-pressure main engine fuel pump.
ination by a strainer, and has an operating ca-
pacity of 1,250 pph at a pressure of 25 to 30
psi. Since it is engine driven, the pump oper- When using aviation gas in climbs above
ates any time the gas generator (N 1 ) is turn- 20,000 feet, the first indication of insufficient
ing and provides sufficient fuel to the fuel pressure will be an intermittent flicker of
high-pressure pump for all flight conditions. the red FUEL PRESS lights. Fuel flow and
An exception exists with aviation gasoline torque may also indicate wide fluctuation.
where flight above 20,000 feet altitude re- These conditions may be eliminated by acti-
quires both standby boost pumps to be oper- vation of the standby pumps.
ational and crossfeed to be operational.
FUEL MANIFOLD
CLEARING
FUEL PURGE SYSTEM
(BB-666 and Subsequent)
The fuel purge system (Figure 5-8) uses P 3
bleed air to purge the fuel manifolds of fuel
Figure 5-7. Fuel Flow Gages when the condition lever is placed in the fuel
cutoff position and the fuel pressure in the fuel
FUEL HEATER manifold decreases.
Fuel is heated prior to entering the fuel control Fuel enters the fuel manifolds in the normal
unit by an oil-to-fuel heat exchanger. An engine manner via the flow divider. Incorporated in
oil line is in proximity with the fuel line and, the flow divider is the dump valve which func-
through conduction, a heat transfer occurs. The tions to prevent fuel from the fuel control
purpose of heating the fuel is to remove any ice from entering the purge line while the engine
formation which may have occurred or pre- is in operation. P 3 air is extracted from the en-
clude any ice from forming, and which may re- gine compressor and sent to the airframe ser-
sult in fuel blockage at the fuel control unit (see vices (pressurization/pneumatics) just aft of
LIMITATIONS at the end of this chapter). The the fireseal. At the point where the airframe
fuel heater is thermostatically controlled to services distribution is separated, a small line
maintain a fuel temperature of 70° to 90°F under is tapped off and P 3 air is sent via a filter and
normal conditions. If the fuel temperature rises check valve to the purge tank. The output end
above 90°, the fuel will automatically bypass the of the purge tank also has a check valve, work-
fuel heater. If the fuel is extremely cold, and the ing in conjunction with the dump valve, which
oil temperature is too low, the unit may not be prevents the return of fuel or air from the fuel
capable of preventing icing in the FCU. The oil manifolds to the purge tank.
vs. fuel temperature graph in the LIMITATIONS
section will specify under what conditions icing In normal operation, the P 3 air generated by the
may occur. The fuel heater is automatic and re- engine is held within the purge tank by the
quires no pilot action. input check valve and fuel pressure which
holds the dump valve shuttle closed. When the
engine is shut down, fuel pressure on the dump
HIGH-PRESSURE ENGINE valve shuttle decreases. The shuttle valve opens
FUEL PUMP when P 3 pressure is greater than fuel manifold
The high-pressure engine fuel pump is engine pressure. This allows P 3 air to enter the fuel
driven and is mounted on the accessory drive manifolds, forcing the remaining fuel in the
in conjunction with the fuel control unit. This manifolds into the burner can. Since combus-
gear-type pump supplies the fuel pressure tion has not ceased, this small amount of fuel
needed for a proper spray pattern in the com- from the manifolds is now burned, which may
bustion chamber. Failure of this pump results result in a small rise in ITT and N 1 . Refer to
in an immediate flameout. Chapter 7, POWERPLANT, for additional in-
formation on the purge system.
FUEL
FLOW *
FUEL FUEL ENGINE
FUEL CONTROL
HEAT PUMP
UNIT
FROM
DUMP P3 AIR
VALVE
POPPET
VALVE
FIRESEAL
PURGE
LINE
CHECK CHECK
VALVE VALVE
PURGE TANK
FILTER
TO
PNEUMATICS
TO
FLOW
LEGEND PACKAGE
BOOST PUMP PRESSURE * PRIOR TO BB-1401, FUEL FLOW
TRANSMITTER IS UPSTREAM OF
FUEL HEATER
HIGH-PRESSURE FUEL
ENGINE BLEED AIR
LOW PRESSURE
ENGINE-DRIVEN
FUEL PUMP
FIREWALL
MOTIVE FLOW SHUTOFF VALVE
VALVE
STANDBY BOOST PUMP MOTIVE FLOW
VALVE
CROSSFEED
VALVE FIREWALL
SHUTOFF
VALVE
1. The green FUEL CROSSFEED annun- Illumination of the green FUEL CROSSFEED
ciator will illuminate (Figure 5-10). light on the caution/advisory panel indicates
crossfeed has been selected, not that the cross-
2. The CROSSFEED valve will open. feed valve has moved. The Before Engine
Starting checklist contains a crossfeed test to
3. The standby boost pump on the delivery
ensure operation of this valve. During this test,
side will be turned on.
the pilot should ensure that both red FUEL
4. The motive flow valve on the receiving PRESSure lights extinguish once the CROSS-
side will close, stopping auxiliary tank FEED switch is moved LEFT or RIGHT, in-
fuel transfer. dicating the valve has opened.
DRAINS LOCATION
Figure 5-11. Fuel Temperature (OAT) Versus Minimum Oil Temperature Graph
FUELING CONSIDERATIONS
Do not put any fuel into the auxiliary tanks un-
less the main tanks are full.
ZERO-FUEL WEIGHT
The maximum zero-fuel weight of the Super
King Air 200 is 10,400 pounds. The maxi-
mum zero-fuel weight of the B200 is 11,000
pounds.
QUESTIONS
1. Fuel is heated prior to entering the fuel 5. The fuel panel check tests electrical con-
control unit by: tinuity to which items?
A. B l e e d a i r f r o m t h e e n g i n e ’s A. Firewall valves only
compressor B. Firewall valves, standby boost pumps,
B. Engine oil, through an oil-to-fuel heat and crossfeed valve
exchanger C. Standby boost pumps only
C. The friction heating caused by the D. Firewall valves and standby boost
boost pump pumps prior to BB-1096
D. An air-to-fuel heat exchanger prior
to the fuel control unit
6. When is crossfeed use authorized?
A. For single-engine operation
2. Which of the following is not affected
B. For climbs above 20,000 feet when
when the crossfeed switch is moved to the
aviation gas is used
right or left?
C. W h e n o n e s t a n d b y p u m p i s
A. The override function for auxiliary inoperative
fuel transfer
D. When fuel pressure decreases below
B. The crossfeed valve 10 ± 1psi
C. T h e s t a n d b y p u m p o n t h e s i d e
supplying the fuel
D. The motive flow valve on the side 7. Which of the following limitations applies
being fed to operation with aviation gas?
A. A maximum altitude of 20,000 feet
with both standby boost pumps
3. Which of the following is electrically operative and 150 hours between
powered? overhauls
A. Engine-driven boost pump B. A maximum altitude of 31,000 feet
B. Standby boost pump with standby boost pump inopera-
C. Engine fuel pump tive and 150 hours between
D. Fuel manifold pump overhauls
C. A maximum altitude of 20,000 feet
with one standby pump inoperative
4. Which of the following is a function of and 150 hours between overhauls
the electric standby boost pump? D. A maximum of 150 hours between
A. It functions as a backup pump for use overhauls only
in the event of primary boost pump
failure
B. It is used with aviation gas in climbs
above 20,000 feet
C. It is used in crossfeed operation
D. All of the above
CHAPTER 7
POWERPLANT
CONTENTS
Page
INTRODUCTION ................................................................................................................... 7-1
OVERVIEW ............................................................................................................................ 7-1
ENGINE .................................................................................................................................. 7-2
General ............................................................................................................................. 7-2
Major Sections ................................................................................................................. 7-2
Operating Principles......................................................................................................... 7-6
ENGINE LUBRICATION SYSTEM ...................................................................................... 7-8
General ............................................................................................................................. 7-8
Oil Tank............................................................................................................................ 7-8
Pumps............................................................................................................................... 7-8
Oil Cooler......................................................................................................................... 7-8
Indication ......................................................................................................................... 7-8
Fuel Heater....................................................................................................................... 7-9
Operation.......................................................................................................................... 7-9
ENGINE FUEL SYSTEM....................................................................................................... 7-9
General ............................................................................................................................. 7-9
Indication ......................................................................................................................... 7-9
Fuel System Operation..................................................................................................... 7-9
Fuel Control Unit (FCU)................................................................................................ 7-13
ENGINE IGNITION SYSTEM ............................................................................................ 7-15
General........................................................................................................................... 7-15
ILLUSTRATIONS
Figure Title Page
7-1 Super King Air 200 .................................................................................................. 7-2
7-2 PT6A Engine ............................................................................................................ 7-3
7-3 Engine Cutaway ....................................................................................................... 7-4
7-4 Compressor Bleed Valves......................................................................................... 7-5
7-5 Engine Gas Flow and Stations.................................................................................. 7-7
7-6 Oil Pressure/Temperature Gages .............................................................................. 7-8
7-7 Chip Detection Lights .............................................................................................. 7-9
7-8 Oil System Schematic ............................................................................................ 7-10
7-9 Fuel Low-Pressure Lights ...................................................................................... 7-11
7-10 Fuel Flow Gages..................................................................................................... 7-11
7-11 Fuel Schematic ....................................................................................................... 7-12
7-12 Simplified Fuel Control Schematic........................................................................ 7-14
7-13 Engine Start and Ignition Switches ........................................................................ 7-15
7-14 Engine Autoignition Switches................................................................................ 7-15
7-15 Ignition System Schematic..................................................................................... 7-16
7-16 Propellers................................................................................................................ 7-17
7-17 PROP GOV TEST Switch ..................................................................................... 7-19
7-18 Propeller Governor Test Schematic ....................................................................... 7-20
7-19 Propeller Onspeed Schematic ................................................................................ 7-22
7-20 Propeller Overspeed Schematic ............................................................................. 7-22
7-21 Propeller Underspeed Schematic ........................................................................... 7-23
7-22 Powerplant Control Levers .................................................................................... 7-24
7-23 Beta and Reverse Control....................................................................................... 7-25
TABLES
Table Title Page
7-1 Engine Operating Limits
(PT6A-42 Engine BB-1439, 1444 and Subsequent) .............................................. 7-35
7-2 Engine Operating Limits (PT6A-42 Engine Prior to BB-1439,
1444 and Subsequent) ............................................................................................ 7-35
7-3 Engine Operating Limits (PT6A-41 Engine) ......................................................... 7-36
7-4 Powerplant Instrument Markings........................................................................... 7-38
CHAPTER 7
POWERPLANT
#1 DC
GEN
INTRODUCTION
This chapter deals with the powerplant of the Super King Air 200. All values, such as for
pressures, temperatures, rpm, and power are used for illustrative meanings only. Actual
values must be determined from the appropriate sections of the approved flight manual.
Information in this chapter must not be construed as being equal to or superseding any
information issued by or on behalf of the various manufacturers or the Federal Aviation
Administration.
OVERVIEW
The Super King Air 200 (Figure 7-1) is pow- incorporate full feathering and full reversing
ered by two wing-mounted, turboprop en- capabilities in addition to ground fine/Beta
gines, manufactured by Pratt and Whitney mode control for ground operation. On the
Aircraft of Canada Limited, a Division of ground, the propeller is feathered when the en-
United Technologies. The engines drive three- gine is shut down and unfeathered when the
or four-blade, constant-speed propellers which engine is restarted.
STARTER-GENERATOR
TACHOMETER-
GENERATOR
(NG)
OIL SCAVENGE
PUMPS AND
FUEL BOOST PUMP
AFT
PROPELLER
GOVERNOR
TACHOMETER- PROPELLER
GENERATOR OVERSPEED
(NF) GOVERNOR
FRONT
Figure 7-2. PT6A Engine
AMBIENT PRESSURE
CONTROL PRESSURE
FINAL
ORIFICE
PRIMARY
ORIFICE
PISTON DAMPER
(SPRING LOAD)
DELIVERY
AIR PASSAGE
SLEEVE
P3
P2.5
POWER SECTION
2
ULE
MOD
COMPRESSOR SECTION
POWER SECTION
OIL TANK
The oil tank forms an integral part of the en- Figure 7-6. Oil Pressure/Temperature
gine, located between the aft end of the com- Gages
pressor air inlet and the forward end of the
accessory gearbox. Engine Oil Temperature
A filler and dipstick are located at the 11 Oil temperature is sensed by a resistance bulb
o’clock position on the accessory case. The oil and transmitted to the same combination pres-
tank is vented to a centrifugal breather to pro- sure/temperature gage (Figure 7-6) on the en-
vide for air-oil separation. gine instrument panel. The power supply for
the gage is from the DC power system.
PUMPS
Chip Detection
The oil pumps consist of one pressure ele-
ment and four scavenge elements. The pres- For BB-1439, 1444 and subsequent, the cau-
sure pump supplies lubrication pressure to the tion annunciator panel contains two amber
bearings and the accessory system drive gears. lights marked L CHIP DETECT and R CHIP
In addition, the pressure pump supplies oil to DETECT (Figure 7-7). Prior to BB-1444, ex-
the propeller control system, the torquemeter cept 1439, these are red lights on the warning
system, reduction gears and the torque limiter. annunciator panel. They are operated by a
magnetic chip detector located at the bottom
of each reduction gearbox.
OIL COOLER
When either light illuminates, it indicates that
An oil radiator is located inside the lower na- ferrous metal particles in the oil have been at-
celle for oil cooling. The oil cooling system tracted to the chip detector magnets.
is fully automatic and uses a thermal sensor
to control the position of a door that regulates
the flow of air through the oil cooler.
FROM COOLER
DIVERTER
VALVE
CHECK VALVE
TANK
FUEL
HEATER
OIL SUPPLY
TO PROPELLER BYPASS VALVE
OVERPRESSURE
RELIEF VALVE SCAVENGE
PUMP
TORQUEMETER PRESSURE
PRESSURE REGULATING TANK
TORQUEMETER VALVE DRAIN BYPASS
CHIP (INDICATOR) & TORQUE LIMITER VALVE
DETECTOR
FlightSafety
LEGEND
* OPTION
PRESSURE OIL
PROPELLER SUPPLY OIL
SCAVENGE OIL
BREATHER AIR
international
TORQUEMETER PRESSURE
TO PURGE LINE
FUEL
TANK
COCKPIT
GAGE
ENGINE *
OIL-TO-FUEL DRIVEN FUEL
HEAT FUEL PUMP CONTROL FUEL FLOW
EXCHANGER (HIGH UNIT TRANSMITTER
PRESSURE)
P3 AIR
P3 AIR
TRANSDUCER FUEL PRESS
P3 PURGE** FLOW
TANK DIVIDER
ENGINE POWER
DRIVEN AND FUEL
BOOST CONDITION TOPPING NP
PUMP LEVERS GOVERNOR
N1
FIREWALL
FUEL FILTER
AND
MANUAL
FlightSafety
SHUT-OFF
VALVE
* PRIOR TO BB-1401, FUEL FLOW TRANSMITTER
LOCATED UPSTREAM OF OIL-TO-FUEL HEAT EXCHANGER
international
Figure 7-11. Fuel Schematic
FlightSafety
international
fuel spray nozzles in the combustion chamber. ing valve prevents fuel flow to the engine until
As the engine accelerates through approxi- the fuel pressure has increased enough to en-
mately 40% N 1 , fuel pressure is sufficient to sure proper atomization of the fuel at the noz-
open the transfer valve to the secondary fuel zles. Once the minimum pressure valve has
nozzles. At this time all 14 nozzles are deliv- opened, fuel will flow to the flow divider and
ering atomized fuel to the combustion cham- the fuel nozzles.
ber. This progressive sequence of primary and
secondary fuel nozzle operation provides Aside from opening and closing the fuel cutoff
cooler starts. On engine startups, there is a def- valve, the condition lever adjusts N1 speed from
inite surge in N1 speed when the secondary fuel LOW IDLE to HIGH IDLE. The power lever,
nozzles cut in. by adjusting the governor position in the FCU,
adjusts the fuel-metering valve to allow more
In order to improve cold weather starting, SB- or less fuel to the spray nozzles. In summary,
3214 changed seven primary and seven sec- the power lever controls fuel to the engine by
ondary nozzles to 10 primary and four adjusting the governor position, which in turn
secondary. At a later date, SB-3250 changed repositions the fuel-metering valve in the FCU.
the nozzles back to seven and seven, but with
a different arrangement and an improved
burner can. FCU Operation
The pneumatic section of the FCU determines
During engine shutdown on BB-666 and sub- the flow rate of fuel to the engine for all op-
sequent, any fuel left in the manifold is forced erations. The power levers control engine
out through the nozzles and into the combus- power from idle through takeoff power by op-
tion chamber by purge tank pressure. As the eration of the gas generator (N 1 ) governor in
fuel is burned, a momentary surge in N 1 rpm the FCU. Increasing N 1 rpm results in in-
should be observed. The entire operation is au- creased engine power.
tomatic and requires no input from the crew.
On BB-2 through BB-665, an EPA collector For explanation purposes, consider the N1 gov-
tank is used instead of the purge tank system. ernor bellows as a diaphragm. P 3 air is intro-
duced into the bellows in a manner that sets up
a differential pressure on each side of the di-
FUEL CONTROL UNIT (FCU) aphragm. Therefore, any change in P 3 pres-
sure will move the diaphragm. When pressure
General is increased, the fuel-metering valve attached
The fuel control unit (Figure 7-12), which is to the bellows will move in an opening direc-
normally referred to as the FCU, has multiple tion to increase fuel flow and increase N 1 rpm.
functions, but its main purpose is to meter the
proper fuel amount to the nozzles in all modes As P 3 pressure decreases, fuel flow also de-
of engine operation. It is calibrated for start- creases which reduces the N 1 rpm. The N 1
ing flow rates, acceleration, and maximum governor increases or decreases P 3 pressure in
power. The FCU compares gas generator speed the bellows by varying the opening of relief
(N 1) with the power lever setting and regulates orifices in the bellows.
fuel to the engine fuel nozzles. The FCU also
senses compressor section discharge pressure, The FCU controls engine power by maintain-
compares it to rpm, and establishes accelera- ing the requested N 1 rpm through the N 1 gov-
tion and deceleration fuel flow limits. ernor. If actual N 1 rpm is lower than the desired
setting, the N 1 governor closes the P 3 orifice,
Fuel flow to the engine is dependent on the po- allowing pressure to increase. As the pressure
sition of the fuel cutoff valve, which is man- increases, the diaphragm moves to open the
ually operated by the condition lever in the metering valve, increasing fuel flow, which in
cockpit. In addition, the minimum pressuriz- turn increases N 1 rpm to the speed requested by
N1
N2
7-14 FOR TRAINING PURPOSES ONLY
FlightSafety
international
the governor. When N 1 rpm reaches the desired switch is located on the left switch panel. It has
speed, the governor adjusts the P 3 orifice to re- three marked positions: ON–OFF–STARTER
duce pneumatic pressure to match the fuel pres- ONLY. The ON position (UP) is lever locked and
sure required to maintain the desired N 1 rpm. it provides for engine cranking and ignition op-
eration. The STARTER ONLY position is a mo-
The fuel topping (power turbine) governor mentary (spring loaded to center hold down)
protects against power turbine overspeed. If position and it only provides for engine motor-
an overspeed occurs, and the propeller goes be- ing. In this position, the igniters do not function.
yond 106% of the requested propeller rpm,
the fuel topping governor vents air to reduce
fuel flow. Reducing fuel flow decreases N 1 AUTOIGNITION
speed and accordingly power turbine speed.
The autoignition system is controlled by a
With propellers in reverse, the fuel-topping
two-position switch for each engine marked
governor restricts fuel flow to approximately
ARM and OFF (Figure 7-14). Turning on an
95% of the requested propeller rpm.
AUTO IGNITION switch arms the igniter
circuit to an engine torque switch that is
normally open when the engine is develop-
ENGINE IGNITION ing more than 400 foot-pounds of torque. The
system must be armed prior to takeoff and
SYSTEM for all phases of flight, and it should be
turned off only after landing. If engine torque
GENERAL drops to 400 foot-pounds or less when the
autoignition is armed, the ignition system
The engine ignition system is a high-energy, will energize to prevent engine flameout if
capacitance type consisting of a dual-circuit the loss of power was caused by a momen-
igniter box and two igniter plugs in the com- tary fuel or air interruption.
bustion chamber. The ignition system is di-
vided into starting ignition and autoignition.
INDICATION
STARTING IGNITION
Green annunciator lights marked L and R IG-
A three-position lever lock switch for each en- NITION ON tells the pilot that the igniters are
gine (Figure 7-13) controls this system. The receiving power.
Figure 7-13. Engine Start and Ignition Figure 7-14. Engine Autoignition Switches
Switches
IGNITER PLUGS
IGN EXCITER
TORQUE SW
CLOSE
400 FT-LBS
IGN ON
ON
AUTO ARM OFF
IGNITION OFF STARTER ONLY
IGNITION
AND
ENGINE STARTER
L IGNITER POWER
DC POWER
3-BLADE PROPELLER
4-BLADE PROPELLER
FEATHERING CONTROL
Feathering is a function of counterweights at- Speed (rpm) control is a function of the pro-
tached to each blade root and spring forces in peller governor. This unit is engine-driven
the propeller cylinder. and operates on the principle of balancing two
opposing forces, both of which are variables.
These forces are speeder spring force and fly-
UNFEATHERING AND weight force.
REVERSING
Unfeathering and reversing functions are done Speeder Spring Force
by hydraulic (engine oil) pressure developed
by a high-pressure oil pump, which is an in- Speeder spring force is a function of, and var-
tegral part of the propeller primary governor. ied by, the position of the propeller control
lever.
The Hartzell or McCauley propeller installed
in the Super King Air operates in two modes:
the propeller-governing constant-speed mode, Flyweight Force
and the ground fine/Beta-reverse propeller Flyweight force is a function of, and varied by,
blade angle control mode. propeller rpm through a reduction gear section.
If the speeder spring force is greater than fly- lever (2,120 being the highest setting, propeller
weight force, the propeller would be operat- levers full forward).
ing in an underspeed condition.
OVERSPEED CONTROL
The normal rpm control range of the primary Figure 7-17. PROP GOV TEST Switch
governor is from 1,600 rpm to 2,000 rpm; the
latter is 100% rpm. Operating Principles
If the primary governor fails to limit rpm to With the engine running and the propeller
2,000, a second (overspeed) governor, driven by control lever full forward, moving the gov-
the reduction gearbox, operates in parallel with ernor test switch to TEST will open a solenoid
the primary governor. This is called the over- valve and admit primary governor pump pres-
speed governor. The overspeed governor has a sure to a hydraulic reset valve on the over-
preset speeder spring tension which limits pro- speed governor. Movement of the reset valve
peller rpm to the preset limit of 2,120 rpm (prior will raise the pilot valve, simulating an over-
to BB-1444, except 1439; 2,080 rpm), which is speed, and allow governor pump pressure to
106% (prior to BB-1444, except 1439; 104%) drain to the reduction gearcase through the
of the primary governor maximum setting. If the pilot valve of the overspeed governor. If the
propeller blades stick or move too slowly fail- power lever is advanced, the rpm should sta-
ing to limit rpm, a fuel topping section of the bilize at the TEST reset value of the overspeed
primary governor will limit rpm to 106% of the governor, which is between 1,830 and 1,910
propeller rpm selected by the propeller control rpm (Figure 7-18).
PROP GOV
TEST SWITCH SPEED SETTING SCREW
PROPELLER LEVER
SPEEDER
FLYWEIGHT SPRING TEST SPEEDER
SOLENOID SPRING
FLYWEIGHT
GOVERNOR
PUMP
RESTRICTOR
CONSTANT PROPELLER
OVERSPEED FINE PITCH
SPEED
PROPELLER GOVERNOR
GOVERNOR
RELIEF
VALVE
ENGINE OIL
SUPPLY
TRANSFER
GLAND
OIL REVERSE
PROP HYDRAULIC
LEVER LEVER OVERSPEED
GOVERNOR
BETA TO
TO VALVE CASE
CASE
AUTOFEATHER SOLENOID (NC)
LOW PITCH
(HIGH OIL PRESSURE)
TRANSFER
GLAND
BETA TO
VALVE CASE
TO
CASE AUTOFEATHER SOLENOID (NC)
LOW PITCH
(HIGH OIL PRESSURE)
TRANSFER
GLAND
BETA TO
VALVE CASE
TO
CASE AUTOFEATHER SOLENOID (NC)
LOW PITCH
(HIGH OIL PRESSURE)
TRANSFER
GLAND
POWER
LEVERS
CONDITION
LEVERS
PROPELLER
LEVERS
POWER
LEVERS
CONDITION
LEVERS
PROPELLER
LEVERS
1444, except 1439) or reverse range. The pilot Ground Fine (Beta) and
must lift the power levers up and over this de-
tent to select ground fine/Beta or reverse.
Reverse Control
The geometry of the power lever linkage (Figure
The function of the power levers in the forward 7-23) through the cam box is such that power
thrust (Alpha) range is to establish a gas gen- lever increments from idle to full forward thrust
erator rpm through the gas generator gover- have no effect on the position of the Beta valve.
nor (N 1 ) and a fuel flow that will produce and When the power lever is moved from idle into
maintain the selected N 1 rpm. In the ground the reverse range, which requires the power
fine (Beta) range, the power levers are used levers to be lifted over a second gate in BB-
to reduce the propeller blade angle, thus re- 1439, 1444 and subsequent, it positions the
ducing residual prop thrust. In the reverse Beta valve to direct governor pressure to the
range, the power lever functions to: propeller piston, decreasing blade angle through
1. Select a blade angle proportionate to the zero into a negative range (Figure 7-23). The
aft travel of the lever. travel of the propeller servo piston is fed back
to the Beta valve to null its position and, in ef-
2. Select a fuel flow that will sustain the fect, provide many negative blade angles all the
selected reverse power. way to full reverse. The opposite will occur
3. Reset the fuel topping governor (N P ) when the power lever is moved from full reverse
from its normal 106% to a range of ap- to any forward position up to idle, therefore pro-
proximately 95%. viding the pilot with manual blade angle con-
trol for ground handling.
FX LO HI
PROP
LEVER
REV IDLE LO HI
OIL POWER/REVERSE HYDRAULIC
LEVER OVERSPEED
GOVERNOR
POWER
LEVER
2,080 RPM
GOVERNOR
NORMAL
PUMP
PRIMARY PROP GOVERNOR
1,600 - 2,000 RPM PILOT APPROXIMATELY
VALVE 1870 RPM IN TEST
MODE
TO
BETA CASE
TO VALVE NC DRAIN
CASE DRAIN
LOW PITCH
(HIGH OIL PRESSURE)
TRANSFER
GLAND
Torque Limiter
200 Engine torque is automatically limited to a
Figure 7-26. ITT Gages
preset value by a torque limiter that is supplied
with a torque pressure signal from the
torquemeter.
but it can move a limited amount in axial di-
rection because of helical splines. Therefore,
At a predetermined torque pressure of 2,368
the first-stage ring gear is a reaction member
to 2,447 foot-pounds, the torque limiter will
that reacts to an increase or decrease of applied
bleed off and change the pneumatic servo pres-
torque by moving aft as engine torque is in-
sures in the fuel control unit. This action re-
creased and moving forward as engine torque
duces metered fuel flow and, consequently, gas
is decreased. This axial motion of the ring
generator power to the preset limit of the
gear is balanced by oil pressure in a metered
torque limiter. The system is designed only to
chamber called a torquemeter chamber.
protect the nose gearbox and reduction gear-
ing from excessive torque. It will not prevent
The pressure in the torquemeter chamber is
a pilot from exceeding the certified maximum
sensed by a transmitter and sent to a gage
torque of 2,230 foot-pounds.
Propeller RPM
Propeller rpm output is sent to a gage (Figure
7-28) on the engine instrument panel cali-
brated directly in propeller revolutions per
minute. On BB-1484, 1486 and subsequent,
DC power is required. Prior to BB-1486, ex-
cept BB-1484, these gages do not require
aircraft DC electrical power, as they are op-
erated by tachgenerators. BB-1484, 1846 AND AFTER
SYNCHROSCOPE
A synchroscope (Figure 7-30) with black and
white cross patterns is located on the lower right
corner of the pilot’s instrument panel to aid in
manual propeller synchronization. The disc will
rotate in the direction of the higher rpm engine.
The disc will stop rotating when the engines
are synchronized. Input signals to the synchro-
PRIOR TO BB-1486, EXCEPT 1484
scope are from the propeller tachgenerators.
Figure 7-28. Propeller RPM Gages
SYNCHROPHASING Control
The system is controlled by a two-position
General switch (Figure 7-30) located on the lower right
Two synchrophasing systems are available. They side of the pilot’s instrument panel.
are identified as Type I and Type II systems.
Operation Type II System
Type II System (BB-935 and Turning the control switch on will supply DC
Subsequent) power to the electronic control box. Input sig-
nals representing propeller rpm are received
The Type II synchrophaser system is an from magnetic pickups on each propeller. The
electronic system, certified for takeoff and computed input signals are corrected to a com-
landing (Figure 7-31). It functions to match mand signal and sent to an rpm trimming coil
the rpm of both propellers and establish a located on the propeller governor of the slow
blade phase relationship between the right engine and its (propeller) rpm is adjusted to
and left propellers to reduce cabin noise to that of the other propeller.
a minimum.
NOTE
The system can not reduce rpm of either pro-
peller below the datum selected by the pro- If the synchrophaser is on and fails
peller control lever. Therefore, there is no to synchronize the propellers, turn it
indicating light associated with the Type II off, then manually synchronize the
system. propellers and turn it back on.
PROPELLER SPINNER
PROP SYNC
OFF
SYNCHROSCOPE
DC BUS
Type I System BB-2 through of the pilot’s instrument panel. Being a mas-
ter slave system, it should be off during ground
BB-934 operation, takeoff, and landing, because if the
The Type I system uses the master-slave con- master engine fails, the rpm of the slave en-
cept (Figure 7-32). The left propeller is the gine will decrease a limited amount. The pro-
master propeller and the right propeller is the pellers should be manually synchronized
slave. The system functions to adjust the rpm before turning the system on.
of the right propeller to that of the left, within
a limited rpm range and at the same time it pro- An amber light (Figure 7-34) on the caution/
vides a specific blade phase relationship be- advisory panel will come on if the synchro-
tween the left and right propellers. The overall nizer system is on and the landing gear is se-
effect of the synchrophaser system is to reduce lected down.
noise level in the cabin to a low value.
Operation Type I System
Control When the synchrophaser switch is on (Figure
System control is achieved by a two-position 7-33), DC power is available to the control box.
switch (Figure 7-33) on the lower right side Input signals are received by the control box
MASTER SLAVE
SYNC M
ACTUATOR
RPM MONOPOLE RPM
MONOPOLE
SYNC
CONTROLLER
LDG GR
UP
SYNC ON
DOWN
SYNCHROSCOPE
DC BUS
Figure 7-33. Propeller Synchroscope Also, if the engine is shut down on the ground
and Switch (Type I) using the condition lever, the oil pressure de-
creases and the centrifugal force of the coun-
terweights plus the springs will eventually
feather the propeller. However, this is not a rec-
ommended procedure. The prop should be
feathered with the prop control lever.
AUTOFEATHERING
An autofeather system is available in the
event of engine failure. This system will
Figure 7-34. Sync Light rapidly feather the affected propeller by
opening a solenoid valve on the overspeed
from monopoles on each propeller overspeed governor and will dump propeller control
governor. These signals represent propeller oil. The counterweights and springs will
rpm. The pulse rate difference of the signals rapidly feather the propeller.
is corrected to a command signal, which is
transmitted to an actuator on the right engine
primary governor housing. The actuator, in Control
turn, trims the right propeller governor to Autofeather is controlled by a single switch
match its rpm to the left (master) propeller. (Figure 7-35) for both propellers. The switch
This adjustment does not affect the position is marked ARM, OFF, and TEST.
of the propeller control lever. When turned off,
the stepping motor or actuator will run to a neu-
tral position. Arming
Turning the switch to the ARM position ap-
plies power to a microswitch in each power
PROPELLER lever quadrant. The switches will close when
the power levers are advanced to a position that
FEATHERING should produce approximately 90% N 1 rpm.
TORQUE
SWITCH
TORQUE 200
SWITCH
ARMING
400 RELAY
LEFT NC
POWER
LEVER
SWITCH
DUMP
VALVE
C/B ARM
L AUTOFEATHER
AUTOFEATHER AUTOFEATHER
OFF LIGHTS
TEST
R AUTOFEATHER
NC
RIGHT
POWER
LEVER
SWITCH
* CLOSED AT DUMP
HIGH N1 VALVE
400
TORQUE 200
SWITCH
ARMING TORQUE
RELAY SWITCH
TORQUE
SWITCH
TORQUE 200
SWITCH
ARMING
400 RELAY
LEFT NC
POWER
LEVER
SWITCH
DUMP
VALVE
C/B ARM
L AUTOFEATHER
NC
RIGHT
POWER
LEVER
SWITCH
* CLOSED AT DUMP
HIGH N1 VALVE
400
TORQUE 200
SWITCH
TORQUE
SWITCH
Figure 7-38. Autofeather Test Schematic (Left Power Lever Below 200 ft-lb;
Right Power Lever Above 400 ft-lb)
UNFEATHERING LIMITATIONS
With the prop levers set full forward, pro- (POWERPLANT)
peller unfeathering occurs automatically with
oil pressure as the engine is started and the
blade angle will decrease to the datum set by GENERAL
the Beta/reverse mechanism (approximately The limitations contained in Section II of the
18°). As there are no unfeathering pumps in- Pilot’s Operating Handbook and FAA-ap-
stalled in the King Air 200, the engine must proved Flight Manual must be observed in
be operating to unfeather the propeller. the operation of the Super King Air.
FOOTNOTES:
1. Torque limit applies within range of 1,600-2,000 propeller rpm (N 2 ). Below 1,600 propeller rpm torque is limited to 1,100 ft-lbs.
2. When gas generator speeds are above 27,000 rpm (72% N 1 ) and oil temperatures are between 60°C and 71°C, normal oil pres-
sures are: 105 to 135 psi below 21,000 feet; 85 to 135 psi at 21,000 feet and above.
During extremely cold starts, oil pressure may reach 200 psi. Oil pressure between 60 and 85 psi is undesirable; it should be tolerated only for
the completion of the flight, and then only at a reduced power setting not exceeding 1,100 ft-lbs torque. Oil pressure below 60 psi is unsafe; it
requires that either the engine be shut down, or that a landing be made at the nearest suitable airport, using the minimum power required to
sustain flight. Fluctuations of ± 10 psi are acceptable.
3. A minimum oil temperature of 55°C is recommended for fuel heater operation at takeoff power.
4. Oil temperature limits are -40°C and 99°C. However, temperatures of up to 104°C are permitted for a maximum time of 10 minutes.
6. High ITT at ground idle may be corrected by reducing accessory load or increasing N 1 rpm.
7. At approximately 70% N 1 .
13. 1,100 rpm for McCauley Propeller, 1,180 rpm for Hartzell Propeller.
INTERSTAGE TURBINE
TEMPERATURE (ITT) * --- --- 400°C to 800°C 800°C
TORQUEMETER --- --- 0 to 2,230 ft-lb 2,230 ft-lb
PROPELLER
TACHOMETER (N2) --- --- *** 2,000 rpm
GAS GENERATOR
TACHOMETER (N1) --- --- 61 to 101.5% 101.5%
OIL TEMPERATURE --- --- 0°C to 99°C 99°C
OIL PRESSURE ** 60 psi 60 to 100 psi 85 psi to 135 psi 135 psi
INTERSTAGE TURBINE
TEMPERATURE (ITT) * --- --- 400°C to 800°C 800°C
TORQUEMETER --- --- 400 ft-lb to 2,230 ft-lb 2,230 ft-lb
PROPELLER
TACHOMETER (N2) --- --- 1,600 rpm to 2,000 rpm 2,000 rpm
GAS GENERATOR
TACHOMETER (N1) --- --- --- 101.5%
OIL TEMPERATURE --- --- 10°C to 99°C 99°C
OIL PRESSURE ** 60 psi --- 100 psi to 135 psi 200 psi
PT6A-41 ENGINE
RED LINE YELLOW ARC GREEN ARC RED LINE
INSTRUMENT MINIMUM CAUTION NORMAL MAXIMUM
LIMIT RANGE OPERATING LIMIT
INTERSTAGE TURBINE
TEMPERATURE (ITT) * --- --- 400°C to 750°C 750°C
TORQUEMETER --- --- 400 to 2,230 ft-lb 2,230 ft-lb
QUESTIONS
1. The PT6A engine power section con- 4. During ground operation at LO IDLE,
sists of: you note that ITT is exceeding 750°C.
A. One compression stage and four tur- Which of the following actions would
bine stages. you consider best to reduce ITT?
B. A two-stage reaction turbine. A. Move the propeller control lever to
C. A two-stage turbine and a centrifu- the low rpm position
gal compressor. B. Reduce accessory load or increase
D. Twin-spool, two-stage turbines. N 1 rpm
C. Move the power lever into the
ground fine (Beta)/reverse range
2. The function of the reduction gear system D. Shut down and have the propeller LO
is to provide gear reduction: IDLE stops checked
A. For the propeller
B. Between the compressor and the
5. When using maximum reverse power at
power turbine
HI IDLE and full increase rpm, you would
C. For the airplane’s accessory drive expect a maximum propeller rpm of:
section
A. 1,900
D. Between the compressor and the com-
pressor turbine B. 2,200
C. 1,830
D. 2,000
3. If a chip detector light illuminates, you
must do one of the following:
A. Continue normal flight operations 6. During a ground start of the right
and have the filter checked after engine, the IGNITION ON light should
landing. illuminate:
B. Reduce torque to 500 foot-pounds A. At 10% N 1 rpm.
for the remainder of the flight. B. When the condition lever is moved
C. Check engine instruments and, if to LO IDLE.
normal, no action is required. C. At a stabilized 12% N 1.
D. Shut the engine down and land as soon D. When the start switch is moved to
as practical. the IGNITION and ENGINE START
position.
CHAPTER 8
FIRE PROTECTION
CONTENTS
Page
INTRODUCTION ................................................................................................................... 8-1
FIRE DETECTION ................................................................................................................. 8-1
General ............................................................................................................................. 8-1
Indicators.......................................................................................................................... 8-4
FIRE EXTINGUISHING ........................................................................................................ 8-4
General ............................................................................................................................. 8-4
Controls, Indicators, and Operation ................................................................................. 8-4
Limitations ....................................................................................................................... 8-4
TESTING OF THE SYSTEMS............................................................................................... 8-6
PORTABLE FIRE EXTINGUISHERS ................................................................................... 8-7
QUESTIONS ........................................................................................................................... 8-8
ILLUSTRATIONS
Figure Title Page
8-1 Fire Detection System—BB-1439, 1444 and After ................................................. 8-2
8-2 Fire Detection System—BB-2 through 1443 Except 1439 ...................................... 8-3
8-3 Fire-Extinguishing System ....................................................................................... 8-5
8-4 Gage Location .......................................................................................................... 8-6
8-5 Portable Fire Extinguisher........................................................................................ 8-7
TABLES
Table Title Page
8-1 Temperature vs. Pressure Data ................................................................................. 8-6
CHAPTER 8
FIRE PROTECTION
FIRE
WARN
FIRE PULL
INTRODUCTION
The two engines each have independently operating fire-detection systems. A temper-
ature-sensing cable or three flame detectors per engine (operating through an amplifier)
turn on the appropriate warning light. Separate fire-extinguishing systems are available
as an option. Crew activation is required to release the extinguishing chemical agent into
the nacelle with the fire.
FIRE DETECTION
GENERAL
On BB-1439, BB-1444 and after, the system Prior to BB-1444 except BB-1439, three pho-
consists of a temperature-sensing cable for toconductive detectors per engine each feed
each engine; two red warning annunciators, L one control amplifier to activate the appro-
ENG FIRE and R ENG FIRE; a test switch on priate annunciator. The left amplifier controls
the copilot’s left subpanel and a circuit breaker a red warning light labeled FIRE L ENG; the
labeled FIRE DET on the right side panel (No. right amplifier controls a red warning light la-
1 dual fed bus) (Figure 8-1). beled FIRE R ENG (Figure 8-2). The detec-
MASTER MASTER
D OK D OK
MASTER MASTER
WARNING CAUTION CAUTION WARNING
PRESS TO RESET PRESS TO RESET PRESS TO RESET PRESS TO RESET
DETAIL A
L L
EXT DET
R R FIRE SENSOR
ELEMENT
OFF
TEST SWITCH
ENG FIRE SYS PRINTED
CIRCUIT
DETAIL B CARDS
(WITH FIRE
EXTINGUISHER)
A
L B
DET
R
C
OFF
TEST SWITCH
ENG FIRE SYS
DETAIL B
(WITHOUT FIRE FIRE SENSOR
EXTINGUISHER) ELEMENT
SENSOR RESPONDER
SIMPLIFIED CIRCUIT RESPONDER ALARM
SWITCH (N.O.)
A
28 VDC SENSOR ELEMENT
SENSOR ELEMENT
TEST SWITCH SENSOR
B RESPONDER
C
ISOLATOR
D
INTEGRITY SWITCH
N.C. — HELD CLOSED BY
LEFT OR RIGHT NORMAL SENSOR PRESSURE
ENGINE FIRE
DETAIL C
Figure 8-1. Fire Detection System—BB-1439, 1444 and After
PRESS
TO
BRT
TEST
MASTER MASTER
D OK D OK
MASTER MASTER
WARNING CAUTION CAUTION WARNING
PRESS TO RESET PRESS TO RESET PRESS TO RESET PRESS TO RESET
MASTER MASTER
D OK D OK
MASTER MASTER
WARNING CAUTION CAUTION WARNING
PRESS TO RESET PRESS TO RESET PRESS TO RESET PRESS TO RESET
DETAIL A
FIRE DETECTORS
CONTROL
L 3 AMPLIFIERS
EXT
R
2
FIRE DETECTORS
DET
1
OFF
TEST SWITCH
ENG FIRE SYS
DETAIL B
(WITH FIRE
EXTINGUISHER)
MASTER MASTER
D OK D OK
MASTER MASTER
WARNING CAUTION CAUTION WARNING
PRESS TO RESET PRESS TO RESET PRESS TO RESET PRESS TO RESET
DETAIL A
C
B C
L MONITOR
MODULE
R MONITOR
MODULE
FIRE EXTINGUISHER
SUPPLY CYLINDER
L L
EXT DET
R R
EXPLOSIVE
SQUIB
OFF
TEST SWITCH
ENG FIRE SYS
DETAIL B PRESSURE
GAGE
(WITH FIRE
EXTINGUISHER)
DETAIL C
Figure 8-3. Fire-Extinguishing System
TEMPERATURES -40°/-40° -29°/-20° -18°/0° -6°/20° 4°/40° 16°/60° 27°/80° 38°/100° 48°/120°
°C/°F
PSI MINIMUM 190 220 250 290 340 390 455 525 605
to to to to to to to to to
PSI MAXIMUM 240 275 315 365 420 480 550 635 730
NOTE: PRESSURES ARE EXTRACTED FROM THE BEST AVAILABLE INFORMATION AND SHOULD ONLY BE USED AS A GUIDE.
Each engine has its own self-contained extin- For BB-1439, 1444 and subsequent, when the
guishing system, which can be used only once switch is placed in the DET L or DET R po-
between recharging. This system cannot be used sition, the illumination of the corresponding
to extinguish a fire in the opposite engine. ENG FIRE light assures the integrity of the
cable and continuity of the electrical wiring.
PORTABLE FIRE
EXTINGUISHERS
There are two portable fire extinguishers in-
side the airplane. One is in the cabin, the other
is in the cockpit. One is normally installed on
the floor on the left side of the airplane for-
ward of the airstair entrance door, just aft of
the rearmost seat; the other is underneath the
copilot’s seat (Figure 8-5).
QUESTIONS
1. How many times can the fire-extin- 3. The fire detection system is tested by the
guishing system be fired between supply flight crew using the TEST SWITCH.
cylinder recharges, per engine? The switch:
A. One A. Supplies an electrical signal similar
B. Two to the one that the detectors send to the
C. Three warning annunciating system.
D. Four B. Heats up an infrared source by each
detector.
C. Merely checks the annunciator system
2. The amber D light, when illuminated (other operation.
than for test purposes), indicates: D. Directs a small amount of bleed air to
A. The supply cylinder is full. heat the detectors.
B. The supply cylinder is empty.
C. T h e s u p p l y c y l i n d e r i s b e i n g 4. In the testing mode, if the TEST
discharged. SWITCH is in either LEFT or RIGHT
D. The supply cylinder is available for EXT position, the green OK light fails
discharge. to illuminate, but the amber D does
illuminate, what does this mean?
A. The bottles are empty.
B. The lights are definitely burned out.
C. The generators are not powering the
supply bus.
D. The squib-firing circuitry may not
work.
CHAPTER 9
PNEUMATICS
CONTENTS
Page
INTRODUCTION ................................................................................................................... 9-1
GENERAL............................................................................................................................... 9-1
System Description and Location .................................................................................... 9-1
Bleed-Air Warning System .............................................................................................. 9-3
Bleed-Air Control ............................................................................................................ 9-5
Door Seal System............................................................................................................. 9-7
Flight Hourmeter.............................................................................................................. 9-7
LIMITATIONS ........................................................................................................................ 9-7
QUESTIONS ........................................................................................................................... 9-8
ILLUSTRATIONS
Figure Title Page
9-1 Pneumatic and Vacuum Systems Diagram............................................................... 9-2
9-2 Bleed-Air Ejector ..................................................................................................... 9-3
9-3 Suction Gage and Pressure Gage.............................................................................. 9-3
9-4 Bleed-Air Warning System Diagram....................................................................... 9-4
9-5 L & R BL AIR FAIL Warning Lights ...................................................................... 9-5
9-6 BLEED AIR VALVE Switches ................................................................................ 9-5
9-7 Pneumatic Plastic Tubing ......................................................................................... 9-5
9-8 Bleed-Air Control Diagram...................................................................................... 9-6
9-9 Cabin Door Air Seal ................................................................................................. 9-7
9-10 Hourmeter................................................................................................................. 9-7
CHAPTER 9
PNEUMATICS
BLEED AIR CO
L R
AIR
15
5
20
LV
VA E
INTRODUCTION
The Super King Air utilizes an engine bleed-air pneumatic system to provide bleed air
for the door system (door seal line), the ice protection systems (surface deice), the
bleed-air warning system, the rudder boost, the hourmeter, and the brake deice system.
Also, pneumatic air that is exhausted overboard via a venturi creates a negative pres-
sure that is used by the vacuum system.
GENERAL
SYSTEM DESCRIPTION AND
LOCATION
Pneumatic and Vacuum
Systems
High-pressure bleed air regulated to 18 psi, and the vacuum source (Figure 9-1). Vacuum
supplies pressure for the surface deice system for the flight instruments, pressurization con-
LEFT VACUUM
SQUAT REGULATOR
SWITCH GYRO
AIRSTAIR INSTRUMENTS
DOOR SEAL 4 PSI
LINE REGULATOR PRESSURATION
CONTROLLER,
CLOSED ON OUTFLOW AND GYRO
GROUND SAFETY VALVES SUCTION
(NO) (IN COCKPIT)
15 PSI LEFT
REGULATOR NC
RUDDER L SERVO
BOOST VALVE
SYSTEM R SERVO
RIGHT
NC
PNEUMATIC
AIR VALVE
(NO) CHECK VALVE CHECK VALVE
LEFT RIGHT
P AIR P AIR
P SWITCH PNEUMATIC
AIR VALVE
60 PSID (NO)
RUDDER BOOST RUDDER BOOST
troller, and surface deice originates through and the flight hourmeter. An ejector changes
a venturi (bleed air ejector) which is exhausted pressure to a vacuum to operate gyro instru-
overboard (Figure 9-2). One engine can sup- ments, pressurization controller, and outflow
ply sufficient bleed air for all associated sys- and safety valves. The flow control unit reg-
tems. In addition, the brake deice system ulates the mixture of engine bleed air for pres-
receives bleed air that is tapped off down- surization with ambient air. Pressurization air
stream of each instrument air valve (Figure 9- is routed through the wings and, finally, into
1). Refer to Chapter 10, ICE AND RAIN the cabin where it is used for heating, cooling,
PROTECTION, for more information on the and pressurization.
brake deice system. Refer to Chapter 15,
FLIGHT CONTROLS, for information on the A suction gage (Figure 9-3), which is cali-
rudder boost system. brated in inches of mercury and is located on
the copilot’s right subpanel, indicates gyro
Engine bleed air is ducted from each engine to suction. To the right of the suction gage is a
its respective L or R flow control unit mounted pneumatic pressure gage (Figure 9-3) which
on the firewall. A pressure supply line tees off indicates air pressure available to the deice dis-
the engine bleed-air line forward of the fire- tributor valve, vacuum system, bleed air warn-
wall and flow control unit. This supply line con- ing, rudder boost, hourmeter, and door seal.
tains pneumatic pressure to operate the surface The pneumatic pressure gage is calibrated in
deicer, rudder boost, door seal, brake deice pounds per square inch (psi).
(hot brakes) system hydraulic reservoir (BB-
1193 and after, including BB-1158 and 1167),
BLEED-AIR WARNING SYSTEM
The bleed-air warning system is installed to
alert the pilot when a pressurization line or
pneumatic line ruptures, exhausting hot engine
bleed air into the airframe.
ENVIRONMENTAL
MIXING PLENUM
ENGINE P3
BLEED-AIR
ENGINE P3
CONNECTOR
BLEED-AIR
CONNECTOR PLUGS
AMBIENT AMBIENT
BLEED-AIR
AIR AIR
WARNING
SWITCHES
FLOW CONTROL
VALVE
FIREWALL
FIREWALL
LH N.O. PNEUMATIC RH N.O. PNEUMATIC
AIR VALVE AIR INLET AIR INLET AIR VALVE
AIR-TO-AIR
HEAT EXHCHANGER PLUG
PLUGS
BLEED-AIR BLEED-AIR
BYPASS VALVE BYPASS VALVE
REAR SPAR
MANIFOLD
LEGEND (18 PSI REGULATOR)
UNREGULATED PNEUMATIC BLEED AIR
REGULATED PNEUMATIC BLEED AIR
BLEED AIR WARNING LINE
ENVIRONMENTAL BLEED AIR
VACUUM
EJECTOR
AIR SOURCE—LH
BLEED AIR WARNING
LH ENGINE
BLEED AIR INLET
AIR SOURCE—RH
BLEED AIR WARNING
MANIFOLD RH ENGINE
BLEED AIR
PRESSURE REGULATOR
INLET
NOTE
The bleed-air warning annunciator
will not extinguish after closing the
bleed-air valves. When the bleed-air
control switch is in the OPEN posi-
tion, it requires DC power to open the
flow control unit shutoff valve. When
the switch is in the INST & ENVIR
OFF position, it requires DC power
to close the pneumatic instrument
air valve. Both positions receive their
power from the bleed-air control CB.
OPEN
BLEED AIR VALVES LH FLOW
OPEN NC CONTROL
L BL AIR OFF
ENVIRO SHUTOFF
ENVIR
OFF OFF
LH
INSTR & ENVIR OFF PNEUMATIC AND PNEUMATIC
NO BLEED AIR
ENVIRO OFF
SHUTOFF
NC CONTROL
R BL AIR OFF SHUTOFF
ENVIR ENVIRO
OFF OFF
RH
INSTR & ENVIR OFF PNEUMATIC
PNEUMATIC AND NO
ENVIRO OFF BLEED AIR
SHUTOFF
CABIN RH GEAR SAFETY SWITCH
DUAL PRESS TEST UP RAM AIR
FED DUMP
BUS NO. 1 NO DOOR
PRESS DN SOLENOID
P
R DUMP
E TIME
S 6-8 SEC DELAY CABIN
S PCB NO PRESET
SOLENOID
TEST
RH AMBIENT
AIR SHUTOFF CABIN
NO PRESSURE
VALVE NC
CABIN AIR TEMP UP SAFETY
DUAL VALVE
FED
FlightSafety
BUS NO. 2 5A LH AMBIENT
LH GEAR
SAFETY
DN NO AIR SHUTOFF DOOR
VALVE NO SEAL
SWITCH
SOLENOID
international
Figure 9-8. Bleed-Air Control Diagram
FlightSafety
international
0
seal (Figure 9-9) after the airplane lifts off. 100
Bleed air is tapped off the manifold down- HOURS 1/10
LIMITATIONS
The pneumatic system limitations are as follows:
QUESTIONS
1. To what systems does the pneumatic sys- 5. What are the engine instruments moni-
tem supply bleed air? tored for after a bleed-air warning light
A. Electrical and hydraulics has illuminated when a BLEED AIR
VA LV E s w i t c h i s p l a c e d i n I N S T &
B. Air data computer
ENVIR OFF?
C. Vacuum, hourmeter, hot brakes, door
seal, surface deice, rudder boost, and A. Increase in torque, decrease in ITT
hydraulic reservoir (if installed) B. Increase in ITT, decrease in torque
D. Wi n d s h i e l d , r a d i a n t h e a t , f l i g h t C. Steady N 1 rpm, decrease in ITT
controls D. Increase in N 1 rpm, decrease in ITT
2. Where does the negative pressure for the 6. What lights illuminate when there is a
vacuum system originate? failure in the pneumatic system?
A. 18 psi regulator A. Either L BL AIR FAIL or R BL AIR
B. Pneumatic bleed-air venturi FAIL only
C. Refrigerant compressor B. Either L BL AIR FAIL or R BL AIR
D. Safety/dump valve FAIL or both
C. BLEED AIR FAIL
D. R FAIL or L FAIL
3. Approximately what temperature will
cause the plastic pneumatic tubing of the
bleed-air warning system to fail? 7. What is the maximum operating pressure
A. 306°F limit of the pneumatic system?
B. 406°F A. 12-20 psi
C. 260°F B. 18 psi
D. 204°F C. 6 psi
D. 20 psi
4. A bleed-air leak could result in a
decrease in “__________” and an in- 8. From sea level to 15,000 feet MSL, what
crease in “__________” is the normal vacuum range of the vacuum
A. Engine torque, N 1 system?
B. Engine rpm, ITT A. 3.0-4.3 in. Hg
C. Engine temperature, N 1 B. 3.0-4.3 psi
D. Engine torque, ITT C. 4.3-5.9 in. Hg
D. 4.3-5.9 psi
CHAPTER 10
ICE AND RAIN PROTECTION
CONTENTS
Page
INTRODUCTION................................................................................................................. 10-1
GENERAL ............................................................................................................................ 10-1
ICE PROTECTION—PNEUMATIC SOURCE ................................................................... 10-2
Wing and Horizontal Stabilizer Deice System .............................................................. 10-2
Controls, Indicators and Operation................................................................................ 10-5
Brake Deice System....................................................................................................... 10-6
Control and Indicator ..................................................................................................... 10-6
Operation ....................................................................................................................... 10-6
ICE PROTECTION—ELECTRICAL SOURCE.................................................................. 10-8
Windshield Heat............................................................................................................. 10-8
Controls.......................................................................................................................... 10-8
Operation ....................................................................................................................... 10-8
Propeller Heat ................................................................................................................ 10-8
Controls, Indicators and Operation.............................................................................. 10-10
Pitot Heat ............................................................................................................................ 10-11
Controls and Operation................................................................................................ 10-11
Stall Warning Vane Heat.............................................................................................. 10-12
Fuel Vent Heat ............................................................................................................. 10-12
MISCELLANEOUS SYSTEMS POWERPLANT............................................................. 10-13
Controls, Indicators and Operation.............................................................................. 10-16
ILLUSTRATIONS
Figure Title Page
10-1 Weather-Protected Airplane Surfaces .................................................................... 10-2
10-2 Ice and Rain Protection Controls and Indicators
(BB-1439, 1444 and Subsequent) .......................................................................... 10-3
10-3 Ice and Rain Protection Controls and Indicators
(Prior to BB-1444, Except BB-1439)..................................................................... 10-4
10-4 Wing and Horizontal Stabilizer Deice Boots System Control ............................... 10-5
10-5 Brake Deice System ............................................................................................... 10-7
10-6 Windshield Anti-Ice System .................................................................................. 10-9
10-7 Propeller Boots Heat-Control and Indicator ........................................................ 10-10
10-8 Pitot Probes and Heat Controls ............................................................................ 10-12
10-9 Stall Warning Vane and Heat Controls ................................................................ 10-12
10-10 Heated Fuel Vent and Control.............................................................................. 10-13
10-11 Powerplant Intake Ice Protection (BB-1439, 1444 and Subsequent) .................. 10-14
10-12 Powerplant Intake Ice Protection (Prior to BB-1444, Except BB-1439)............. 10-15
10-13 Engine Intake Inertial Vane Positions and Bypass Door ..................................... 10-17
10-14 Windshield Wiper Control ................................................................................... 10-17
10-15 Wing Ice Inspection Light and Control................................................................ 10-18
CHAPTER 10
ICE AND RAIN PROTECTION
INTRODUCTION
Ice, rain, and fogging can adversely affect a flight. Several systems have been included
on the Super King Air to protect those surfaces susceptible to the effects of weather.
Three sources of energy are used to prevent or to break up ice formations on the airplane’s
surfaces: engine bleed-air (pneumatics), electrical power, and engine exhaust.
GENERAL
Surfaces kept ice-free by engine bleed-air Surfaces kept ice- and/or water-free by elec-
(pneumatics) are: trical energy are:
• Wing and horizontal stabilizer leading • Propellers
edge surfaces (inflatable boots) • Both pitot tubes
• Brakes • The stall warning vane
• Both windshield panes
• Fuel vents
DO NOT OPERATE
ON DRY GLASS
WINDSHIELD WIPERS
OFF
PARK SLOW DO NOT OPERATE
ON DRY GLASS
OVERHEAD
FLOOD
LIGHTS
INSTRUMENT
INDIRECT
LIGHTS
WINDSHIELD WIPERS
BRT OFF BRT OFF
OFF
PARK SLOW
FAST FAST
MASTER
PANEL OVERHEAD
LIGHTS PILOT ENGINE AVIONICS SUB PANEL SIDE COPILOT GYRO COPILOT
ON FLIGHT INSTRUMENT PANEL & CONSOLE PANEL INSTRUMENT FLIGHT
LIGHTS LIGHTS LIGHTS LIGHTS LIGHTS LIGHTS LIGHTS
BRT OFF BRT OFF BRT OFF BRT OFF BRT OFF BRT OFF BRT OFF
OPERATION LIMITATIONS
THIS AIRPLANE MUST BE OPERATED AS A NORMAL CATEGORY AIRPLANE IN COMPLIANCE WITH
OFF
THE OPERATING LIMITATIONS STATED IN THE FORM OF PLACARDS, MARKINGS AND MANUALS
NO ACROBATIC MANEUVERS INCLUDING SPINS ARE APPROVED
THIS AIRPLANE APPROVED FOR VFR, IFR, & DAY & NIGHT OPERATION AND IN ICING CONDITIONS
CAUTION
ST EE
FO R 0
330
3 N 33
300
30
0
27
COMPASS CORRECTION
0 CALIBRATE WITH
0
6
90 RADIO ON 24
0
120 21
150 180
COLLINS
PUL
L
IN
OFF OFF
LEFT RIGHT OFF
ICE PROTECTION
ACTUATOR WSHLD ANTI-ICE PROP
STANDBY NORMAL AUTO MANUAL FUEL VENT
O
F
F 10 20
MAIN HI
PILOT COPILOT OFF LEFT RIGHT
SURFACE 0 PROP AMPS 30
BRAKE DEICE STALL
DEICE SINGLE WARN PITOT
O
F
F
OFF
PARKING BRAKE
20 15
ENGINE ANTI-ICE
10 20
LEFT RIGHT
ON
0 PROP AMPS 30
OFF
ACTUATOR
STANDBY
MAIN
ICE PROTECTION
WSHLD ANTI-ICE PROP
NORMAL AUTO MANUAL FUEL VENT
O
F
F
HI
PILOT COPILOT OFF LEFT RIGHT
SURFACE
BRAKE DEICE STALL LANDING
DEICE SINGLE WARN PITOT GEAR
O
F 2
F
WINDSHIELD WIPERS
OFF
BRT
FLOOD
LIGHTS
OFF BRT
INDIRECT
LIGHTS
OFF
PARK SLOW
PARK SLOW
FAST
MASTER
PANEL OVERHEAD
LIGHTS PILOT ENGINE AVIONICS SUB PANEL SIDE COPILOT GYRO COPILOT
FLIGHT INSTRUMENT PANEL & CONSOLE PANEL INSTRUMENT FLIGHT
FAST
ON
LIGHTS LIGHTS LIGHTS LIGHTS LIGHTS LIGHTS LIGHTS
BRT OFF BRT OFF BRT OFF BRT OFF BRT OFF BRT OFF BRT OFF
% LOAD
40 60
20 80
0 100 OPERATION LIMITATIONS
THIS AIRPLANE MUST BE OPERATED AS A NORMAL CATEGORY AIRPLANE IN COMPLIANCE WITH
OFF
THE OPERATING LIMITATIONS STATED IN THE FORM OF PLACARDS, MARKINGS AND MANUALS
10 20 NO ACROBATIC MANEUVERS INCLUDING SPINS ARE APPROVED
PUSH THIS AIRPLANE APPROVED FOR VFR, IFR, & DAY & NIGHT OPERATION AND IN ICING CONDITIONS
0 DC VOLTS 30 CAUTION
FOR VOLTS
STALL WARNING IS INOPERATIVE WHEN MASTER SWITCH IS OFF
STANDBY COMPASS IS ERRATIC WHEN WINDSHIELD ANTI-ICE AND/OR AIR CONDITIONING IS ON
330
3 N 33
300
30
0
27
COMPASS CORRECTION
0 CALIBRATE WITH
0
6
90 RADIO ON 24
0
120 21
150 180
COLLINS
PUL
L
IN
OFF
LEFT RIGHT OFF
ACTUATOR
STANDBY
MAIN
OFF
PARKING BRAKE
10 20
ICE PROTECTION
WSHLD ANTI-ICE PROP
ICE VANE NORMAL AUTO INNER FUEL VENT 0 PROP AMPS 30
EXTEND O
F
F
HI
RETRACT PILOT COPILOT OFF OUTER LEFT RIGHT
LEFT RIGHT
DEICE
AUTOFEATHER BRAKE CYCLE STALL
ARM SINGLE WARN PITOT
O
OFF F
F
Each wing has an inboard and an outboard be selected to the SINGLE cycle (up) position
boot. The horizontal section of the tail has and released (Figure 10-4). Pressure-regu-
only one boot from the left and right segments lated bleed air from the engines’ compressors
of the horizontal stabilizer. The vertical sta- supply air through a distributor valve to inflate
bilizer is not, nor does it have to be, deiced the wing boots. After an inflation period of six
(Figure 10-1). seconds, an electronic timer switches the dis-
tributor to deflate the wing boots with vacuum,
and a four-second inflation begins in the hor-
CONTROLS, INDICATORS AND izontal stabilizer boots. After these boots have
OPERATION been inflated and deflated, the cycle is com-
plete, and all boots are again held down tightly
The three-position switch in the ice protection against the wings and horizontal stabilizer by
group labeled DEICE CYCLE SINGLE–OFF– vacuum. The spring-loaded switch must be
MANUAL controls the operation of the boots. selected up again for another cycle to occur.
This switch is spring-loaded to the center OFF Each engine supplies a common bleed-air
position. When approximately one-half to one manifold. To ensure the operation of the sys-
inch of ice has accumulated, the switch should tem if one engine is inoperative, a check valve
VACUUM REGULATOR
ENGINE P3 ENGINE P3
BLEED AIR BLEED AIR
SOURCE SOURCE
BRAKE DEICE
VALVE BRAKE DEICE
VALVE
ICE PROTECTION
WSHLD ANTI-ICE PROP
NORMAL AUTO MANUAL FUEL VENT PNEUMATIC
O
F
CONTROL
F ASSEMBLY
HI
PILOT COPILOT OFF OFF LEFT RIGHT
BRAKE
SURFACE
DEICE STALL
LEGEND
DEICE SINGLE WARN PITOT
O
PRESSURE
F
F
DEICE BOOT VACUUM
MANUAL LEFT RIGHT
OFF
PRESSURE OR VACUUM
Figure 10-4. Wing and Horizontal Stabilizer Deice Boots System Control
is incorporated in the bleed-air line from each main landing gear. If installed, this high-pres-
engine to prevent the loss of pressure through sure and high-temperature air is routed through
the compressor of the inoperative engine. a solenoid control valve in each main wheel
well, through a flexible hose on the main gear
If the boots fail to function sequentially, they strut, and to the distribution manifold around
may be operated manually by selecting the the brake assembly (Figure 10-5).
down position of the same DEICE CYCLE
switch. Depressing and holding it in the MAN- The brake deice system can be used on the
UAL (down) position inflates all the boots si- ground or in flight to prevent or melt away any
multaneously. When the switch is released, it ice accumulation.
returns to the (spring-loaded) OFF position,
and each boot is deflated and held by vacuum.
CONTROL AND INDICATOR
A single circuit breaker located on the copi- The BRAKE DEICE switch in the anti-ice
lot’s side panel, receiving power from the No. group on the pilot’s right subpanel (Figures
1 dual-fed bus, supplies the electrical opera- 10-2 and 10-3) activates the valves, allow-
tion of both boot systems. ing the pneumatic air to enter the brake man-
ifolds. When this switch is activated, both
The boots operate most effectively when ap- solenoid valves are opened, and the green
proximately one-half to one inch of ice has BRAKE DEICE ON light on the caution ad-
formed. Very thin ice will crack and could visory annunciator panel illuminates to ad-
cling to the boots and/or move aft into un- vise that both solenoids are being activated
protected areas. to the open position (Figure 10-5). The light
does not, however, ensure that the valves
When operated manually, the boots should have actually opened. Conversely, if the
not be left inflated longer than necessary to BRAKE DEICE switch is turned off, the light
eliminate the ice, as a new layer of ice may should extinguish. However, it is possible
begin to form on the expanded boots and be- that the valves are stuck in the open position.
come unremovable. Confirmation that the valves are opening
and closing can be made by observing a slight
If one engine is inoperative, the loss of its pneu- increase or decrease in ITT when BRAKE
matic pressure does not affect boot operation. DEICE is cycled. The circuit breaker for the
brake deice system is located on the copilot’s
Refer to LIMITATIONS in this chapter for side panel in the weather group labeled
additional information. BRAKE DEICE.
Electrical power to the boot system is required
to inflate the boots in either single-cycle or OPERATION
manual operation, but with a loss of this power,
the vacuum will hold them tightly against the With the landing gear extended, the brake
leading edge. deice system may be operated on a continu-
ous basis, provided that the limitations listed
in that section are observed.
BRAKE DEICE SYSTEM
During ground operation, the simultaneous
The disc brakes may freeze when they are ex- use of the hot brake system and the wing deice
posed to water and snow because the carrier boots system may cause the red BLEED AIR
lining and the disc are always in contact. FAIL lights on the warning annunciator panel
to flash momentarily because of the substan-
An optional brake deice system provides en- tial drop in pneumatic pressure. This is nor-
gine P 3 bleed air directed onto the brake as- mal, and the light should not remain on.
semblies by a distributor manifold on each
PNEUMATIC
PRESSURE
18 PSI
PNEU PRESSURE PNEU
LEFT REGULATOR RIGHT
P3 P3
AIR AIR
N.C. N.C.
BRAKE DEICE
N.C. VALVES
BRAKE
DEICE C/B
10
LEFT MIN RIGHT
BRAKE BRAKE
DEICE BRAKE DEICE DEICE
FlightSafety
MANIFOLD TIMER PCB MANIFOLD
international
10-7
A minimum of 85% power on each engine is over a detent before it can be moved to the HI
necessary to maintain proper boot inflation if (down) position, preventing inadvertent se-
the hot brake system is on. lection of the HI position when moving the
switch from NORMAL to OFF.
A 10-minute timer is activated when the gear
is retracted, which allows sufficient time for The two control units receive power through
the brakes to dry. two 5-amp control circuit breakers located on
a panel on the forward pressure bulkhead, not
The system should not be used continuously accessible by the crew in flight. The window
above 15°C ambient temperature. Both in- heaters are each supplied by 50-amp circuit
strument (pneumatic) valves must be open for breakers located in the power distribution
use of the system. panel under the floor forward of the main spar.
HEATING
WIRES
OVERTEMP
SENSOR OVERTEMP
SENSOR
95° TO 105°
CB TEMPERATURE TEMPERATURE CB
CONTROLLER CONTROLLER
CB CB
ICE PROTECTION
WSHLD ANTI-ICE PROP
NORMAL AUTO MANUAL FUEL VENT
O
F
F
HI
PILOT COPILOT OFF LEFT RIGHT
SURFACE
BRAKE DEICE STALL
DEICE SINGLE WARN PITOT
O
F
F
On models BB-816, 825-990, 992 and subse- For both versions, manual bypass of the timer
quent; BL 30 and subsequent, the following se- is possible. Refer to LIMITATIONS in this
quence is followed: chapter for additional information on pro-
peller deicing.
• For 90 seconds—entire right propeller
Figure 10-7 shows the control and circuit
• For 90 seconds—entire left propeller breakers for the two configurations.
On models prior to BB-2 through 815, 817-
824, 991; BL 1-29, the most common timer is
used and this sequence is followed: CONTROLS, INDICATORS AND
OPERATION
• For 30 seconds—right outer elements
The propeller deice boots are controlled by a
• For 30 seconds—right inner elements circuit-breaker type switch and a two-position
PROP toggle switch. When the possibility of
• For 30 seconds—left outer elements ice buildup exists, the PROP AUTO switch la-
• For 30 seconds—left inner elements beled AUTO–OFF should be set to the AUTO
position, initiating the timer sequencing of
Once the system is turned on for automatic op- the boots. An ammeter labeled PROP AMPS
eration, it cycles continuously. on the copilot’s left subpanel indicates the
ICE PROTECTION
WSHLD ANTI-ICE PROP
NORMAL AUTO INNER FUEL VENT
O COLLINS
F
F
HI
PILOT COPILOT OFF OUTER LEFT RIGHT
DEICE
BRAKE CYCLE STALL
DEICE SINGLE WARN PITOT
O
F
F
ICE PROTECTION
WSHLD ANTI-ICE PROP
NORMAL
O
AUTO MANUAL FUEL VENT
10 20 10 20
F
F
PILOT
HI
COPILOT OFF LEFT RIGHT 0 PROP AMPS 30 0 PROP AMPS 30
DEICE
BRAKE CYCLE STALL
DEICE SINGLE WARN PITOT
O
F
F
current flow to the propeller elements (Figure panel in the ice group. The manual system’s
10-7). circuit breakers are located on the fuel control
circuit-breaker panel, located on the pilot’s left
Normal current flow within the green arc is 18 side panel in the PROP DEICE group. The
to 24 amperes for all 4-bladed airplane versions control circuit breaker is for the INNER/
(14 to 18 for 3-bladed versions). The amme- OUTER switch, depending on the model. The
ter may flicker as the timer sequences to the PROP LEFT and PROP RIGHT circuit break-
next combination of boots, but this flicker is ers control power to the prop elements in the
very difficult to see. manual mode.
PITOT PROBES
HEAT CONTROLS
MISCELLANEOUS
SYSTEMS
POWERPLANT
The engine air inlet lips are heated by engine
exhaust gases to prevent the formation of ice
(Figures 10-11 and 10-12). On airplanes BB-
1266, BL-129 and subsequent, hot engine ex-
haust flows from the left stack, through the lip,
and exits out the right stack. Prior to BB-1266,
hot engine exhaust is routed downward and
into each end of the inlet lip and eventually
ducted out through the bottom of the lip.
HEATED FUEL VENT
IN
CABT
AL
0 00
UP 2 F T
20 1CABIN CLIMB4 40
PSI
0
5
FLAPS TAKEOFF
AND
.5 THDS FT PER MIN
35 1
7
APPROACH
0 6 30 6 3
2
60 .5 5 4 10
4 25
DOWN
80 1 2 20 15
ENG AUTO
IGNITION
ARM
OFF
LEFT RIGHT
ICE PROTECTION
ACTUATOR WSHLD ANTI-ICE PROP
STANDBY NORMAL AUTO MANUAL FUEL VENT
O
F
F
MAIN HI
PILOT COPILOT OFF LEFT RIGHT
PULL PULL
AUTOFEATHER PROP GOV ON ON DEICE
TEST BRAKE CYCLE STALL
ARM DEICE SINGLE WARN PITOT LANDING
GEAR
O
OFF F 2
F
OFF
Figure 10-11. Powerplant Intake Ice Protection (BB-1439, 1444 and Subsequent)
IN
CABT
AL
0 00
UP 2 F T
20 1CABIN CLIMB4 40
PSI
0
5
FLAPS TAKEOFF
AND
.5 THDS FT PER MIN
35 1
7
APPROACH
0 6 30 6 3
2
60 .5 5 4 10
4 25
DOWN
80 1 2 20 15
ARM
LEFT
OFF
RIGHT
ICE VANE
CONTROLS
ICE VANE LIGHTS
LANDING TAXI ICE NAV RECOG
EXTEND
O
F
F
ICE VANE
MANUAL DEICE MANUAL LEFT RIGHT
OFF LEFT RIGHT OFF
ENG ENG
PULL
OFF
MECHANICAL BACKUP
T-HANDLES
Figure 10-12. Powerplant Intake Ice Protection (Prior to BB-1444, Except BB-1439)
Figure 10-13. Engine Intake Inertial Vane Positions and Bypass Door
WINDSHIELD WIPERS
DO NOT OPERATE
ON DRY GLASS
OVERHEAD
FLOOD
INSTRUMENT
INDIRECT
FAST WINDSHIELD WIPERS
LIGHTS LIGHTS
BRT OFF BRT OFF
OFF
FAST
MASTER
OVERHEAD
CAUTION
STALL WARNING IS INOPERATIVE WHEN MASTER SWITCH IS OFF
STANDBY COMPASS IS ERRATIC WHEN WINDSHIELD ANTI-ICE AND/OR AIR CONDITIONING IS ON
It provides the wiper mechanism with two Beechcraft Beechcraft Beechcraft Beechcraft
330
3 N 33
300
30
0
27
COMPASS CORRECTION
0 CALIBRATE WITH
0
6
90 RADIO ON 24
0
120 21
required. The wipers must not be operated on Figure 10-14. Windshield Wiper Control
a dry windshield.
CAUTION LIMITATIONS
Windshield wipers may be damaged Safe operation in icing conditions is dependent
if used on a cracked outer panel. upon pilot knowledge regarding atmospheric
conditions conducive to ice formation, famil-
The circuit breaker is on the copilot’s right CB iarity with the operation and limitations of the
panel in the WEATHER group. installed equipment, and the exercise of good
judgment when planning a flight into areas
where possible icing conditions might exist.
WING ICE LIGHTS When icing conditions are encountered, the
performance characteristics of the airplane
LOCATION AND CONTROL will deteriorate.
The wing lights are located on the outboard Increased aerodynamic drag increases fuel
side of each nacelle. The circuit-breaker switch consumption, thereby reducing the airplane’s
is located on the pilot’s right subpanel in the range and making it more difficult to maintain
LIGHTS group above the ICE group (Figure speed.
10-15).
Decreased rate of climb must be anticipated,
not only because of the decrease in wing and
empennage efficiency, but also because of
the possible reduced efficiency of the pro-
pellers and increase in gross weight. Also,
the use of the inertial ice vanes may result in
lost performance.
If the landing gear is retracted, the system If the amber ENG ANTI-ICE (prior to BB-
may not be operated longer than 10 minutes, 1444, except 1439, ICE VANE) annunciators
which is one timer cycle. The annunciator illuminate upon extension (Figures 10-11 and
light should be monitored. If it does not au- 10-12), the ice vanes may not have positioned
tomatically go out after approximately 10 min- properly.
utes following gear retraction, the system
should be manually turned off. The STBY actuators (or prior to BB-1444,
except 1439, manual control) should be used
Both engine bleed-air sources must be in op- to retract or to extend them. A reliable backup
eration to use the brake deice system on both check on the position is to closely monitor
sides. engine torque. Normal torque may be re-
gained with the power levers, observing the
A minimum speed of 140 KIAS is necessary ITT limits.
to prevent ice formation on the underside of
the wing, which cannot be adequately deiced.
CAUTION
Windshield heat may be used at any time, but
it causes erratic operation of the magnetic com- If in doubt, extend the vanes. Engine
pass, and could result in distorted visual cues. icing can occur even though no sur-
face icing is present. If freedom from
visible moisture cannot be assured,
CAUTION engine ice protection should be ac-
tivated. Visible moisture is moisture
Windshield wipers may be damaged in any form: clouds, ice crystals,
if used on a cracked outer panel. snow, rain, sleet, hail, or any com-
Heating elements may be inopera- bination of these. Ice vanes should be
tive in area of crack. retracted at +15°C and above to as-
sure adequate engine oil cooling.
During sustained icing conditions, 226 KIAS Operation of strobe lights will some-
is the maximum effective airspeed due to the times show ice crystals not normally
limitations of the windshield heating system. visible.
In flight, the boots should be cycled once Prior to BB-1444, except 1439, once the ice
every time the ice accumulation is approxi- vanes have been actuated manually, do not at-
mately one-half to one inch thick. tempt to retract or extend them electrically
until they have been reset, as this may cause
Should either engine fail in flight, there is suf- damage to the system.
ficient air for the entire deice operation (ex-
cept for the hot brake operation). Should the During flight in icing conditions, fuel vent
automatic cycling of the boots fail, the MAN- heat, pitot heat, prop deice, windshield heat,
UAL position should be used for inflation. and stall warning heat should all be on.
While in flight, the engine ice vanes must be The wing ice lights should be used as re-
extended and the appropriate annunciator quired in night flight to check for wing ice
lights monitored: accumulation.
• Before visible moisture is encountered
at OAT +5°C and below.
• At night when freedom from visible
moisture is not assured and the OAT is
+5°C or below.
CAUTION
Windshield wipers may be damaged
if used on a cracked outer panel.
NOTES
For manual backup on airplanes BB-
816, 825-990, 992 and subsequent;
BL-30 and subsequent, the switch is
held to the ON position for approxi-
mately 90 seconds. This backup sys-
tem may be repeated as required and
the loadmeter should be monitored
for a deflection of approximately 5%.
QUESTIONS
1. The wing and horizontal stabilizer 5. If the airplane is flying through icing
leading edges are deiced by: conditions, what is the minimum speed
A. Pneumatically-inflated boots. necessary to keep the bottom of the wings’
leading edges ice-free?
B. Pneumatically-heated boots.
C. Pneumatically-inflated and heated A. 100 knots
boots. B. 120 knots
D. Pneumatically-inflated/electrically- C. 140 knots
heated boots. D. 160 knots
2. If wing and horizontal stabilizer boots 6. If there is a loss of electrical power to the
were inflated with only a thin coating of timer of wing and horizontal stabilizer
ice on them: boots while they are inflated:
A. T h e s y s t e m w o u l d w o r k m o s t A. The boots will neither inflate nor
efficiently. deflate.
B. The ice would only crack and may B. The boots will stay inflated.
not break loose. C. T h e b o o t s w i l l c o l l a p s e u n d e r
C. The ice would only begin to melt and vacuum.
then refreeze. D. The boots deflate very slowly.
D. The cracking ice might rupture the
boot.
7. If the BRAKE DEICE switch in the
anti-ice group is selected to the ON
3. When the deice boots are automatically position, and the lower annunciator
cycled, the timer sequence is as follows: panel light BRAKE DEICE ON is illu-
A. Wi n g s a n d h o r i z o n t a l s t a b i l i z e r minated, the:
simultaneously, 10 seconds. A. B r a k e m a n i f o l d s a r e m o s t l i k e l y
B. Inboard boots on wings, six seconds receiving hot bleed air.
outboard and horizontal stabilizer, B. B r a k e m a n i f o l d s a r e d e f i n i t e l y
four seconds. receiving hot bleed air.
C. Wings and tail, six seconds expanded, C. Brake manifolds are at operating
four seconds contracted. temperature.
D. Wing, six seconds; horizontal stabi- D. Brake manifolds are receiving an
lizers, four seconds. adequate supply of bleed air.
4. If the boots are held inflated too long 8. After the wheels have retracted into the
they: wheel wells:
A. May form the foundation for a new A. Brake deice cannot be running at all.
unremovable layer of ice. B. Brake deice cannot run more than 10
B. May overheat and deform. minutes without extending gear again.
C. May develop a puncture. C. Brake deice cannot run unless it was
D. Add dangerous drag. first turned on prior to retraction.
D. Brake deice heat is inoperable be-
cause it may eventually cause a fire.
9. Brake deicing is the largest single load on 13. The engine compressor inlet screen is
the bleed-air system. If the brake deicing protected from ice particles by:
is used with other pneumatic systems, such A. An electrically-heated structure of
as boot inflation, at what level must the in-take vanes.
engine N 1 be maintained?
B. An inertial vane system.
A. 85% C. A p n e u m a t i c a l l y - h e a t e d i n t a k e
B. 75% manifold.
C. 65% D. Hot exhaust gases blown across the
D. 55% intake.
17. Engine air intake lips are: 21. The upper temperature limitation for safely
A. Heated by electrothermal boots. using the engine anti-icing vanes is:
B. Heated by exhaust gases when the A. +25°C
engine is operating. B. +20°C
C. Heated by extracting bleed air when C. +15°C
the engine is operating. D. +10°C
D. Not heated because of new nacelle
design.
22. In case of bleed air failure from either
source:
18. The following statements are applicable A. All of the pneumatic deice and anti-
to flight in icing conditions with one icing equipment may still be used.
exception. Which is it?
B. Only the brake deice system may not
A. Increased fuel consumption will occur be used.
B. Reduced propeller efficiency is likely C. Do not use either brake or boot deice
C. I n c r e a s e d s t a l l s p e e d s a r e t o b e except in an emergency.
expected D. Do not use wing deice simultaneously
D. The engines may run a little cooler with any other pneumatic system.
19. Just prior to brake release with the OAT 23. Prior to BB-1444, except 1439, the man-
+5°C or less and visible moisture encoun- ual control of the ice vanes:
tered, what action should the pilot take? A. May be used interchangeably with the
A. The inertial separator ice vanes should electromechanical controls.
be extended immediately. B. Must be used exclusively throughout
B. The inertial separator ice vanes should the flight after manual control has
be extended just after liftoff is been used once.
achieved. C. Cannot be used unless there has been
C. The inertial separator ice vanes should a failure of the electromechanical
be extended only after 500 feet is system.
reached. D. Is entirely independent of the elec-
D. The inertial separate ice vane should tromechanical system.
be extended only after maximum en-
gine takeoff power has been achieved.
24. W h e n t h e p r o p e l l e r d e i c e s y s t e m i s
operated manually, the PROP ammeter
reads:
A. 14-18 amperes
B. 10-15 amperes
C. 0 amperes
D. 8-10 amperes
CHAPTER 11
AIR-CONDITIONING SYSTEM
CONTENTS
Page
INTRODUCTION ................................................................................................................. 11-1
GENERAL............................................................................................................................. 11-1
System Description and Location .................................................................................. 11-1
Air-Conditioning System Controls ................................................................................ 11-8
LIMITATIONS .................................................................................................................... 11-11
QUESTIONS....................................................................................................................... 11-12
ILLUSTRATIONS
Figure Title Page
11-1 Super King Air Air-Conditioning System, BB-1180 and After
(With Aft Evaporator)............................................................................................. 11-2
11-2 Super King Air Air-Conditioning System Prior to BB-1180
(With Aft Evaporator)............................................................................................. 11-3
11-3 AIR CND N1 LOW Advisory Light ...................................................................... 11-4
11-4 Floor and Ceiling Outlets ....................................................................................... 11-4
11-5 Cockpit “Eyeball” Outlets ...................................................................................... 11-5
11-6 Receiver-Dryer Sight Gage .................................................................................... 11-5
11-7 Air Control Knobs .................................................................................................. 11-6
11-8 DUCT OVERTEMP Caution Light ....................................................................... 11-6
11-9 ELECTRIC HEAT Switch...................................................................................... 11-7
11-10 RADIANT HEAT Switch and Panel ...................................................................... 11-7
11-11 ENVIRONMENTAL Group Switches and Knobs ................................................. 11-8
11-12 CABIN TEMP MODE Selector Switch ................................................................ 11-8
11-13 Air-Conditioning System Control Diagram ........................................................... 11-9
11-14 Ram-Air Scoop ..................................................................................................... 11-11
CHAPTER 11
AIR-CONDITIONING SYSTEM
INTRODUCTION
The Super King Air’s air-conditioning system (Figures 11-1 and 11-2) provides the
crew and passengers with cooling, heating and unpressurized ventilation. In addition to
the heating afforded by the air-conditioning system, electric heat (radiant heat prior to
BB-1444, except 1439) is available as an option. The air-conditioning system may be
operated in the heating mode and the cooling mode either under automatic mode con-
trol or manual mode control.
CONDENSER
RAM-AIR SCOOP
CONDENSER BLOWER FRESH AIR VALVE
(CLOSED WHEN PRESSURIZED)
OUTLET AIR VENT BLOWER
FWD EVAPORATOR
RECEIVER-DRYER AIR FILTER
MIXING PLENUM FWD EVAPORATOR
WINDHSHIELD DEFROSTER RETURN AIR VALVE
(ON GLARESHIELD) REFRIGERANT
RETURN AIR FILTER COMPRESSOR
FWD PRESSURE BULKHEAD CABIN AIR
CONTROL
CREW COPILOT'S
HEAT DUCT PNEUMATIC
PNEUMATIC VENT AIR CONTROL THERMOSTAT
THERMOSTAT INSTRUMENT PANEL CEILING DUCT/
PILOT'S VENT FLOOR DUCT DIVIDER ENVIRONMENTAL
AMBIENT AIR AIR CONTROL FORWARD BLEED-AIR
MODULATING HEATER * SHUTOFF VALVE
WINDSHIELD
VALVE DEFROSTER COPILOT'S AMBIENT AIR
CONTROL CEILING OUTLET MODULATING
ENVIRONMENTAL BLEED- DUCT OVERTEMP VALVE
AIR FLOW CONTROL UNIT SENSOR
PNEUMATIC INCLUDING MODULATING CABIN AIR
BLEED-AIR AND SHUTOFF VALVE CONTROL VALVE
SHUTOFF FIREWALL
VALVE REFRIGERANT LINES
ENVIRONMENTAL BLEED- AIR INLET ENVIRONMENTAL BLEED-
AIR SHUTOFF VALVE AIR FLOW CONTROL UNIT
FIREWALL INCLUDING MODULATING
CEILING AND SHUTOFF VALVE
OUTLET FLAPPER
VALVE
AIR INLET
SCOOP PNEUMATIC BLEED-AIR
SHUTOFF VALVE
FLOOR CEILING OUTLET
OUTLET
FLOOR OUTLET AIR-TO-AIR
CABIN-HEAT CEILING OUTLET HEAT EXCHANGER
CONTROL VALVE
AIR-TO-AIR AFT EVAPORATOR
CABIN-HEAT
HEAT CONTROL VALVE
EXCHANGER AFT EVAPORATOR AFT
CEILING OUTLETS AIR FILTER HEATER *
CEILING OUTLET
DOOR (COOLED AIR TO
FLOOR OUTLET FLOOR OUTLETS)
LEGEND FLOOR
OUTLET
HOT ENGINE BLEED AIR
SIDE
ENVIRONMENTAL BLEED AIR VIEW DETAIL A
FWD DOOR
RECIRCULATED CABIN AIR
(AIR CONDITIONED WHEN TO AFT FLOOR
EVAPORATOR IS ON) FLOOR DUCT OUTLETS
TO CEILING
AMBIENT AIR CEILING OUTLETS
OUTLET
PRESSURE VESSEL
AIR-CONDITIONED AIR
FROM AFT EVAPORATOR
AFT PRESSURE
BULKHEAD SAFETY/DUMP VALVE
* NOTE
FORWARD AND AFT HEATER
FOR BB-1439, 1444 AND AFTER
NORMAL OUTFLOW VALVE
Figure 11-1. Super King Air Air-Conditioning System, BB-1180 and After
(With Aft Evaporator)
CONDENSER
RAM-AIR SCOOP
CONDENSER BLOWER
FRESH AIR VALVE
(CLOSED WHEN PRESSURIZED)
OUTLET AIR VENT BLOWER
RECEIVER-DRYER FWD EVAPORATOR
AIR FILTER
MIXING PLENUM
FWD EVAPORATOR
WINDHSHIELD DEFROSTER REFRIGERANT
(ON GLARESHIELD) RETURN AIR FILTER COMPRESSOR
FWD PRESSURE BULKHEAD RETURN AIR VALVE
CREW COPILOT'S
HEAT DUCT VENT AIR CONTROL PNEUMATIC
PNEUMATIC THERMOSTAT
THERMOSTAT INSTRUMENT PANEL CABIN AIR CONTROL
PILOT'S VENT ENVIRONMENTAL
CEILING DUCT/ BLEED-AIR
AMBIENT AIR AIR CONTROL FLOOR DUCT DIVIDER
MODULATING SHUTOFF VALVE
WINDSHIELD COPILOT'S
VALVE DEFROSTER CEILING OUTLET AMBIENT AIR
CONTROL MODULATING
DUCT OVERTEMP VALVE
ENVIRONMENTAL BLEED- SENSOR
AIR FLOW CONTROL UNIT
PNEUMATIC INCLUDING MODULATING CABIN AIR
BLEED-AIR AND SHUTOFF VALVE CONTROL VALVE
SHUTOFF FIREWALL
VALVE REFRIGERANT LINES
ENVIRONMENTAL BLEED- AIR INLET ENVIRONMENTAL BLEED-
AIR SHUTOFF VALVE AIR FLOW CONTROL UNIT
FIREWALL INCLUDING MODULATING
CEILING AND SHUTOFF VALVE
OUTLET CEILING
OUTLET
AIR INLET
SCOOP PNEUMATIC BLEED-AIR
SHUTOFF VALVE
FLOOR FLAPPER VALVE
OUTLET
FLOOR OUTLET AIR-TO-AIR
CABIN-HEAT CEILING OUTLET HEAT EXCHANGER
CONTROL VALVE
AIR-TO-AIR AFT EVAPORATOR
CABIN-HEAT
HEAT CONTROL VALVE
EXCHANGER AFT EVAPORATOR
CEILING OUTLETS AIR FILTER
CEILING OUTLET
DOOR (COOLED AIR TO
FLOOR OUTLETS)
FLOOR OUTLET
LEGEND FLOOR
OUTLET
HOT ENGINE BLEED AIR
SIDE
ENVIRONMENTAL BLEED AIR VIEW DETAIL A
FWD DOOR
RECIRCULATED CABIN AIR
(AIR CONDITIONED WHEN TO AFT FLOOR
EVAPORATOR IS ON) FLOOR DUCT OUTLETS
TO CEILING
AMBIENT AIR CEILING OUTLETS
OUTLET
PRESSURE VESSEL
AIR-CONDITIONED AIR
FROM AFT EVAPORATOR
AFT PRESSURE
BULKHEAD SAFETY/DUMP VALVE
Figure 11-2. Super King Air Air-Conditioning System Prior to BB-1180 (With Aft Evaporator)
• An evaporator with an optional aft The forward vent blower moves recirculated
evaporator. cabin air through the forward evaporator, into
• A receiver-dryer. the mixing plenum, into the floor-outlet ducts,
and ceiling eyeball outlets. Approximately
• An expansion valve or two expansion 75% of the recirculated air passes through the
valves if aft evaporation is installed. floor outlets while approximately 25% of the
• A bypass valve. air is routed through the ceiling outlets, by-
passing the mixing plenum (Figure 11-4).
The plumbing from the compressor, which is
mounted on the right engine, is routed through The forward vent blower, with the system in
the right wing and then forward to the con- AUTOmatic normally runs at low speed.
denser coil, receiver-dryer, expansion valve,
bypass valve, and evaporator—all of which are If the cooling mode is operating, refrigerant
located in the nose of the airplane. circulates through the forward evaporator,
cooling the output air. All the air entering the
The high- and low-pressure limit switches and ceiling-outlet duct is cooler than the air en-
the N 1 speed switch (engine speed) prevent tering through the floor outlets if either
compressor operation outside of established BLEED AIR VALVE switch is in the OPEN po-
limitation parameters. The N 1 speed switch sition. This air discharges through “eyeball”
disengages the compressor clutch when the en- outlet nozzles (Figure 11-5) in the cockpit
gine speed is below 62% N 1 and air condi- and cabin. Each nozzle is movable so the
tioning is requested. When the N1 speed switch airstream may be directed as desired. Also, the
opens, and if air conditioning is being re- volume of air can be adjusted from full open
quested, the green AIR CND N 1 LOW advi- to closed by twisting the nozzle. As the noz-
sory annunciator (Figure 11-3) will illuminate. zle is twisted, a damper opens or closes to
regulate airflow.
RECEIVER-
DRYER AND
SIGHT GAGE
NOTE
On the Super King Air 200, prior to BB
310 and all cargo door airplanes, a
lever on each floor outlet register (ex-
cept the forward facing register in the
baggage compartment) can be moved
vertically to regulate the airflow. On Figure 11-6. Receiver-Dryer Sight Gage
BB 310, 343 and all subsequent pas-
senger door models, this feature has An optional aft evaporator and blower is
been deleted. A vane-axial blower in available for additional cooling. It is located
the nose section draws ambient air below the center aisle cabin floor behind the
through the condenser to cool the re- rear spar. The additional unit increases the
frigerant gas when the cooling mode airplane’s cooling capacity from 18,000 Btu
is operating. On Serial Nos. BB-345 (with the forward evaporator only) to 32,000
and subsequent and BL-1 and subse- Btu. Refrigerant flows through the aft evap-
quent (and any earlier serials that have orator any time it flows through the forward
complied with Beechcraft Service evaporator; however, the additional cooling
Instructions No. 0968 by the instal- is provided only when the aft blower is op-
lation of Kit Number 101-5035-1 S or erating, recirculating cabin air through the
101-5035-3 S), this blower shuts off aft evaporator, and routing it to the aft floor
when the gear is retracted. and ceiling outlets.
The receiver-dryer and sight gage (glass) are
located high in the condenser compartment.
ENVIRONMENTAL OFF
LIGHTS
MANUAL VENT INCR MAIN AUTO
LANDING TAXI ICE NAV TEMP BLOWER HEAT
INCR HIGH
LO
PILOT DEFROST DECR AUTO MAIN
AIR AIR LEFT RIGHT OFF COOL CABIN COPILOT
AIR AIR
ICE PROTECTION
WSHLD ANTI-ICE PROP CABIN TEMP MODE
NORMAL AUTO MANUAL BLEED AIR VALVES
OPEN
O RIGHT CABIN TEMP
F
F
ENVR
HI OFF
PILOT COPILOT OFF LEFT
PULL PULL L L
SURFACE INSTR & ENVIR OFF PULL PULL
ON ON EXT DET
BRAKE DEICE STALL DECR ON
DEICE SINGLE WARN PITOT AFT R R
BLOWER ELEC
ON HEAT
O
ICE F
EMERGENCY F OFF
EXTENSION TEST SWITCH
LEFT MANUAL LEFT RIGHT ENG FIRE SYS
OFF
ENG OFF
OFF OFF
OFF
PILOT AIR KNOB DEFROST AIR KNOB CABIN AIR KNOB COPILOT AIR KNOB
Electric Heat (BB-1439, 1444 ing elements. When the electric heat system is
selected to OFF, the ELEC HEAT ON annun-
and Subsequent) ciator must be extinguished to indicate power
A supplemental electric heating system is is removed from the heating elements before the
available for cabin comfort. It is operated by blowers are switched to OFF.
a solenoid-held switch on the copilot’s left
subpanel placarded ELEC HEAT–OFF (Figure
11-9). This system can be used in conjunction
NOTE
with an external power unit for warming the The electric heat system will draw
cabin prior to starting the engines, and is used approximately 300 amps.
in the manual heat or automatic temp control
mode only.
The system is available for ground operation
only. If the aircraft takes off with the electric
heat ON, the squat switch will remove electric
power via the solenoid-operated electric heat
switch and the switch goes to the OFF posi-
tion.
TO CABIN
LH BYPASS
VALVE MOTOR
MANUAL AIR TO AIR
TEMP HEAT
INCR EXCHANGER
HEAT
MANUAL
OFF
AUTO HEAT
MAN
HEAT OR COOL DECR COOL HEAT
MAN
COOL LEFT ENGINE
AUTO BLEED AIR
CABIN TEMP MODE
AUTO TEMP
MANUAL CONTROLLER TO CABIN
COOL COOL
AIR TO AIR
HEAT
EXCHANGER
RH BYPASS
TEMP VALVE MOTOR
SENSORS
DUCT
CABIN
SELECTOR RIGHT ENGINE
BLEED AIR
AIR CONDITIONER
LH BYPASS
VALVE MOTOR
SWITCH
QUESTIONS
1. When the engine speed falls below 62% N1 6. On the Super King Air B200, the air vol-
the compressor clutch disengages and the ume passing through the floor registers is
green advisory annunciator illuminates. controlled by:
A. AIR CND N 1 LOW A. Sliding handle
B. DUCT OVERTEMP B. CABIN AIR knob
C. AIR CND LOW C. Adjusting the engine N 1 speed
D. ENG SPD N 1 LOW D. Radiant heat switch
2. How much of the recirculated air passes 7. What is the source of fresh air during un-
through the ceiling outlet ducts? pressurized flight with the PRESS switch
A. 75% in the DUMP position?
B. 50% A. Ram air
C. 25% B. Ram air, bleed-air heating system
D. 60% C. Refrigerant air, ram air
D. Refrigerant air, bleed-air heating
system
3. How is the airstream adjusted on the “eye-
ball” outlets?
A. By twisting the nozzle 8. Prior to BB-1444, except 1439 when
should the radiant heating system be used?
B. By pushing in the nozzle
C. By moving a sliding lever A. With the manual temperature control
mode
D. B y p o s i t i o n i n g V E N T B L O W E R
switch to LO B. When the automatic temperature con-
trol mode is used
C. Only when airborne
4. What is the airplane’s cooling capacity D. Whenever the aft blower is off
with the aft evaporator, without the aft
evaporator?
A. 1,800 BTU, 18,000 BTU 9. What adjustment is made if the cockpit
temperature is too hot when the plane is
B. 3,200 BTU, 32,000 BTU
being heated?
C. 1,800 BTU, 9,000 BTU
A. PILOT AIR, COPILOT AIR, DE-
D. 32,000 BTU, 18,000 BTU
FROST AIR, and CABIN AIR knobs
fully pushed in or as required
5. What control is adjusted if the bleed-air B. PILOT AIR, COPILOT AIR, and DE-
mixture is too warm for the crew? FROST AIR knobs fully pulled out
A. CREW AIR knob C. Cockpit overhead “eyeball” outlets
B. CABIN AIR knob closed
C. VENT BLOWER switch D. CABIN AIR knob pushed in at small
increments
D. PILOT AIR or COPILOT AIR knob
CHAPTER 12
PRESSURIZATION
CONTENTS
Page
INTRODUCTION................................................................................................................. 12-1
GENERAL ............................................................................................................................ 12-1
System Description and Location .................................................................................. 12-3
Operation ....................................................................................................................... 12-5
Preflight Operation ........................................................................................................ 12-8
In-Flight Operation ........................................................................................................ 12-8
Descent and Landing Operation .................................................................................... 12-8
LIMITATIONS ...................................................................................................................... 12-9
QUESTIONS....................................................................................................................... 12-10
ILLUSTRATIONS
Figure Title Page
12-1 Pressurization Controls .......................................................................................... 12-2
12-2 Electronic Flow Control Unit
(BB-1180 and Subsequent, BL-71 and Subsequent) ............................................. 12-3
12-3 Pneumatic Flow Control Unit (Prior to BB-1180, Prior to BL-71) ....................... 12-4
12-4 Outflow Valve ........................................................................................................ 12-6
12-5 Safety Valve ........................................................................................................... 12-6
12-6 Pressurization Controller........................................................................................ 12-7
12-7 Cabin Altimeter...................................................................................................... 12-7
12-8 CABIN CLIMB Indicator ...................................................................................... 12-7
12-9 CABIN PRESSURE Switch .................................................................................. 12-8
12-10 ALT WARN Annunciator....................................................................................... 12-8
TABLES
Table Title Page
12-1 Pressurization Controller Setting for Landing ....................................................... 12-9
CHAPTER 12
PRESSURIZATION
INTRODUCTION
On Super King Air 200s, BB-2 through BB-194, the pressurization system is designed
to provide a normal working pressure differential of 6.0 ± 0.1 psi, which provides cabin
pressure altitudes of approximately 3,900 feet at an altitude of 20,000 feet, 9,900 feet
at 31,000 feet, and 11,700 feet at 35,000 feet. The normal working pressure differential
for Super King Air 200s, Serial Nos. BB-195 up to the B200, is 6.1 psi.
On Super King Air B200 airplanes, the pressurization system is designed to provide a
normal working pressure differential of 6.5 ± 0.1 psi, which provides cabin pressure al-
titudes of approximately 2,800 feet at 20,000 feet, 8,600 feet at 31,000 feet, and 10,400
feet at 35,000 feet.
GENERAL
Pressurization is regulated through a pres- nents are mounted near the throttle quad-
surization controller, monitored by a cabin rant. Additional components are a vacuum
altimeter/psid indicator, and a rate-of-climb line drain and the outflow and safety valves
indicator. Pressurization can be dumped by (Figure 12-1).
a CABIN PRESSure switch. These compo-
STATIC
PLUG
OUT-
FLOW
VALVE
MOISTURE
ACCUMULATION
FLOW CONTROL DRAIN
PRESSURE
CABIN PRESET
SOLENOID STATIC
FILTER NO LG
SAFETY
SWITCH
SAFETY
VALVE
CONTROL SWITCH
CABIN PRESSURE
DUMP SOLENOID
RESTRICTOR NC
LEGEND
CABIN AIR
VACUUM SOURCE
STATIC AIR
CONTROL PRESSURE
INTERNAL PRESSURE
AMBIENT TO DUCT
FLOW AIR DISTRIBUTION
TRANSDUCER EJECTOR SYSTEM
(MASS FLOW SENSOR)
The bleed-air shaft continues to open until the Flow Control Unit (Prior to
desired bleed-air flow rate to the cabin is
reached. (The flow rate is sensed by the bleed-
BB-1180, Prior to BL-71)
air flow transducer and controlled by the elec- Each flow control unit (Figure 12-3) consists
tronic controller per the input of the ambient of an ejector and an integral bleed-air modu-
temperature sensor.) lating valve, firewall shutoff valve, ambient
air modulating valve, and a check valve that
As the airplane enters a cooler environment, prevents the bleed air from escaping through
ambient airflow is gradually reduced and the ambient air intake. The flow of bleed air
bleed-air flow gradually increased to maintain through the flow control unit is controlled as
a constant inflow and to provide sufficient a function of atmospheric pressure and tem-
heat for the cabin. At approximately 0°C am- perature. Ambient airflow is controlled as a
bient temperature, ambient airflow is com- function of temperature only. When the bleed-
pletely closed off and the bleed-air valve air valve switches on the copilot’s left subpanel
bypass section is opened, as necessary, to are in the open position, a bleed-air shutoff
allow more bleed air flow past the fixed flow electric solenoid valve on each flow control
passage of the air ejector. unit opens to allow the bleed air into the unit.
PNEUMOSTAT
(PNEUMATIC
PRESSURE THERMOSTAT)
REGULATOR
TO LH L.G.
BYPASS SAFETY
VALVE AMBIENT SWITCH
SENSE
ANEROID
N.O.
SOLENOID VALVE
TO BYPASS
CABIN VALVE
N.C. EJECTOR
SOLENOID FLOW
AIR TO CONTROL
AIR HEAT ACTUATOR
EXCHANGER
N.O.
TO OPEN
AMBIENT
FLOW
EJECTOR CHECK
VALVE
BLEED
AIR FLOW
Figure 12-3. Pneumatic Flow Control Unit (Prior to BB-1180, Prior to BL-71)
As the bleed air enters the flow control unit, another variable orifice of the pneumatic ther-
it passes through a filter before going to the mostat and a variable orifice controlled by an
reference pressure regulator. The regulator isobaric aneroid. The pneumostat orifice is
will reduce the pressure to a constant value (18 restricted by decreasing ambient temperature,
to 20 psi). This reference pressure is then di- and the isobaric aneroid orifice is restricted by
rected to the various components within the decreasing ambient pressure. The restriction
flow control unit that regulate the output to the of either orifice will cause a pressure buildup
cabin. on the ejector flow control actuator, permit-
ting more bleed air to enter the ejector.
One reference pressure line is routed to the
firewall shutoff valve located downstream of
the ejector. A restrictor is placed in the line im- OPERATION
mediately before the shutoff valve to provide The flow control units regulate the rate of air-
a controlled opening rate. At the same time, flow to the pressure vessel. The bleed air por-
the reference pressure is directed to the am- tion is variable from approximately 5 to 14
bient air modulating valve, located upstream pounds per minute depending upon ambient
of the ejector, and to the ejector flow control temperature. On the ground, since ambient
actuator. air is not available, cabin inflow is variable and
limited by ambient temperature. Inflight, am-
A pneumatic thermostat with a variable ori- bient air provides the balance of the constant
fice is connected to the modulating valve. The airflow volume of 12 to 14 pounds per minute.
pneumatic thermostat (pneumostat) is located
on the lower aft side of the fireseal forward of From here, the air, which is also being used for
the firewall. The bi-metallic sensing discs of cooling and heating, flows into the pressure
the thermostat are inserted into the cowling in- vessel, creating differential, and out through
take. These discs sense ambient temperature the outflow valve (Figure 12-4) located on
and regulate the size of the thermostat ori- the aft pressure bulkhead. To the left of the out-
fices. Warm air will open the orifice and cold flow valve (looking forward) is a safety valve
air will restrict it until, at minus 30°F, the ori- (Figure 12-5) which provides pressure relief
fice will completely close. When the variable if the outflow valve fails, depressurizes the air-
orifice is closed, the pressure buildup will plane whenever the CABIN PRESS switch is
cause the modulating valve to close off the am- moved into the DUMP position, and keeps the
bient air source. An ambient air shutoff valve, airplane unpressurized while it is on the ground
located in the line to the pneumatic thermo- with the left landing-gear safety switch com-
stat is wired to the left landing gear safety pressed. A negative-pressure relief function,
switch. When the airplane is on the ground, this which prevents outside atmospheric pressure
solenoid valve is closed, thereby directing the from exceeding cabin pressure by more than
pressure to the modulating valve, causing it to 0.1 psi during rapid descents with or without
shut off the ambient air source. The exclu- bleed air flow, is also incorporated into both
sion of ambient air allows faster cabin warm- valves.
up during cold weather operation. An electric
circuit containing a time delay relay is wired When the BLEED AIR VALVE switches are
to the above mentioned solenoid valves to in the OPEN position, the air mixture (bleed
allow the left valve to operate several sec- air and ambient air) from the flow control
onds before the right valve. This precludes units enters the plane. When the plane is on
the simultaneous opening of the modulating the ground, only bleed air enters the cabin be-
valves and a sudden pressure surge into the cause the safety switch causes the flow con-
cabin. A check valve, located downstream trol units to close a valve that allows ambient
from the modulation valve, prevents the loss air to mix with the bleed air. At liftoff, the
of bleed air through the ambient air intake. The safety valve closes and, except for cold tem-
ejector flow control actuator is connected to peratures, ambient air begins to enter the flow
SCHRADER
VALVE MAXIMUM
DIFFERENTIAL
DIAPHRAGM
TO CONTROLLER
CONNECTION
PLUG
UPPER
(CONTROL)
DIAPHRAGM
NEGATIVE
RELIEF
DIAPHRAGM
REAR
PRESSURE
STATIC AIR
BULKHEAD
SCHRADER
VALVE MAXIMUM
DIFFERENTIAL
DIAPHRAGM
CABIN
AIR
UPPER DIAPHRAGM
NEGATIVE RELIEF
DIAPHRAGM
REAR
STATIC AIR PRESSURE
BULKHEAD
control unit, then the pressure vessel. As the The actual cabin pressure altitude (outer scale)
left flow control unit’s ambient air valve opens, and cabin differential (inner scale) is contin-
in approximately six to eight seconds, the uously monitored by the cabin altimeter
right flow control unit’s ambient air valve (Figure 12-7), located on the right side of the
opens. By increasing the airflow volume grad- panel above the throttle quadrant. To the left
ually (left first, then right), excessive pressure of the cabin altimeter is the CABIN CLIMB
bumps are avoided during takeoff. (cabin vertical speed) indicator (Figure 12-8),
which continuously monitors, in feet per
An adjustable cabin pressurization controller minute, the rate of cabin climb and descent.
(Figure 12-6) mounted in the pedestal, com-
mands modulation of the outflow valve. A
dual-scale indicator dial, mounted in the cen-
ter of the controller, indicates the cabin pres-
sure altitude on the outer scale (CABIN ALT)
and the maximum airplane altitude on the
inner scale (ACFT ALT), at which the air-
plane can fly without causing the cabin pres-
sure to exceed maximum differential.
Airplanes equipped with the PT6A-41 engines
and maintaining a 6.0 ± 0.1 psi differential can
provide a nominal cabin pressure altitude of
10,000 feet at an airplane altitude of 31,300
feet. Airplanes equipped with PT6A-42 en-
gines and maintaining a 6.5 ± 0.1 psi differ-
ential can provide a nominal cabin pressure
altitude of 10,400 feet at an aircraft altitude
of 35,000 feet. The RATE control knob con-
trols the rate at which the cabin pressure alti-
tude changes from the current value to the
selected value. The selected rate of change Figure 12-7. Cabin Altimeter
may be from approximately 200 to 2,000 feet
per minute (fpm).
The CABIN PRESSure switch (Figure 12-9), ferential reaches the pressure relief setting of
located to the left of the pressurization con- the outflow valve and the safety valve. Either
troller, in the DUMP (forward lever locked) or both valves then override the pressure con-
position, opens the safety valve, allowing the troller in order to limit the cabin to ambient pres-
cabin to depressurize and stay unpressurized sure differential to the normal working pressure
until the switch is placed in the PRESS (cen- differential previously stated. If the cabin pres-
ter) position. In the PRESS position, the safety sure altitude should reach a value of 12,500 feet,
valve closes and the pressurization controller a pressure-sensing switch on the forward pres-
takes command of the outflow valve. In the sure bulkhead closes, thus illuminating the red
TEST (aft, spring-loaded to the center) posi- ALT WARN annunciator light, (Figure 12-10),
tion, the safety valve is held closed, bypass- warning the pilot of operation requiring oxy-
ing the landing gear safety switch to allow gen use. If the auto deployment oxygen system
cabin pressurization tests on the ground. is installed, a pressure-sensing switch in the
cabin wall (copilot’s side) forward of the emer-
gency exit also closes, deploying the passen-
ger oxygen masks to face level. During cruise
operation, if the flight plan requires an alti-
tude change of 1,000 feet or more, the CABIN
ALT dial should be readjusted.
Prior to takeoff, the cabin altitude selector knob DESCENT AND LANDING
is adjusted until the ACFT ALT (inner) scale
on the indicator dial reads an altitude approx- OPERATION
imately 500 feet or 1,000 feet above the planned During descent and in preparation for land-
cruise pressure altitude. The RATE control ing, the cabin altitude selector is set to in-
knob is adjusted as desired. When the index dicate a cabin altitude of approximately 500
mark is set between the 9 o’clock and 12 o’clock feet above the landing field pressure alti-
positions, the most comfortable rate of climb tude (Table 12-1). Also, the RATE control
is maintained. The CABIN PRESSure switch knob is adjusted as required to provide a
is placed in the PRESSure position. comfortable cabin altitude rate of descent.
The airplane rate of descent is controlled so
IN-FLIGHT OPERATION the airplane altitude does not catch up with
the cabin pressure altitude until the cabin
As the airplane climbs, the cabin pressure alti- pressure altitude reaches the selected value
tude climbs at the selected rate of change until and stabilizes. As the airplane descends to
the cabin reaches the selected pressure altitude. and reaches the cabin pressure altitude, the
outflow valve remains open, keeping the
The system then maintains cabin pressure al- vessel depressurized. As the airplane con-
titude at the selected value. If the airplane tinues to descend below the preselected cabin
climbs to an altitude higher than the value in- pressure altitude, the cabin remains depres-
dexed on the ACFT ALT scale on the pressure surized and follows the airplane rate of de-
controller, the cabin-to-ambient pressure dif- scent to touchdown.
QUESTIONS
1. What is avoided by increasing the air- 4. Which position on the RATE control
flow volume gradually by opening the knob provides the most comfortable
flow control units’ ambient air valves rate of climb?
one at a time? A. Index mark set at MEDIUM
A. Excessive pressure bumps during B. Index mark set between the 2 o’clock
takeoff and 6 o’clock positions
B. Excessive pressure bumps during C. Index mark set between the 6 o’clock
landing and 9 o’clock positions
C. Excessive pressure bumps during D. Index mark set between the 9 o’clock
flight and 12 o’clock positions
D. Exceeding maximum cabin pressure
differential
5. The ALT WARN annunciator light illu-
minates when the cabin pressure alti-
2. The rate of change selected on the tude reaches:
RATE control knob may be from A. 12,500 feet.
approximately:
B. 14,000 feet.
A. 100 to 1,000 fps. C. 10,000 feet.
B. 200 to 2,000 fpm. D. 35,000 feet.
C. 200 to 2,500 fps.
D. 50 to 5,000 fpm.
6. What is the maximum cabin pressure
differential for the Super King Air
3. What indicator reflects the rate of cabin airplane?
pressure altitude change? A. 6.1 psid
A. RATE control knob B. 6.0 psid
B. CABIN CLIMB (cabin vertical C. 6.5 psid
speed) indicator D. 6.6 psid
C. Cabin altimeter
D. Pressurization controller
CHAPTER 14
LANDING GEAR AND BRAKES
CONTENTS
Page
INTRODUCTION................................................................................................................. 14-1
LANDING GEAR (ELECTRIC) .......................................................................................... 14-2
General........................................................................................................................... 14-2
Gear Assemblies ............................................................................................................ 14-2
Wheel Well Door Mechanisms ...................................................................................... 14-2
Controls.......................................................................................................................... 14-4
Indicators ....................................................................................................................... 14-5
Warning System ............................................................................................................. 14-6
Operation ....................................................................................................................... 14-7
LANDING GEAR (HYDRAULIC)...................................................................................... 14-9
General........................................................................................................................... 14-9
Gear Assemblies .......................................................................................................... 14-10
Wheel Well Door Mechanisms.................................................................................... 14-13
Controls ....................................................................................................................... 14-14
Indicators ..................................................................................................................... 14-15
Operation ..................................................................................................................... 14-17
NOSEWHEEL STEERING ................................................................................................ 14-21
General......................................................................................................................... 14-21
Operation ..................................................................................................................... 14-21
ILLUSTRATIONS
Figure Title Page
14-1 Nose Gear Assembly.............................................................................................. 14-2
14-2 Main Gear Assembly.............................................................................................. 14-3
14-3 Main Gear Door (Standard Gear)........................................................................... 14-4
14-4 Main Gear Door (High Flotation Gear) ................................................................. 14-4
14-5 Landing Gear Switch Handle and Indicator Lights................................................ 14-5
14-6 Normal Indications Gear Down ............................................................................. 14-5
14-7 Nose Gear Not Fully Extended .............................................................................. 14-6
14-8 Normal Indications, Gear Up ................................................................................. 14-6
14-9 One or More Gear Not Fully Retracted.................................................................. 14-6
14-10 Normal Landing Gear Operation ........................................................................... 14-8
14-11 Hydraulic Power Pack............................................................................................ 14-9
14-12 Components Locations......................................................................................... 14-10
14-13 Hydraulic Landing Gear System.......................................................................... 14-11
14-14 Nose Gear Assembly............................................................................................ 14-11
14-15 Internal Nose Gear Lock...................................................................................... 14-12
14-16 Main Gear Assembly ........................................................................................... 14-13
14-17 Main Gear Door Mechanism (Standard Gear).................................................... 14-14
14-18 Main Gear Door Mechanism (High-Flotation Gear) ........................................... 14-14
14-19 Landing Gear Control Handle and Indicator Lights ............................................ 14-15
14-20 Normal Indications Gear Down ........................................................................... 14-15
14-21 Nose Gear Not Fully Extended ............................................................................ 14-16
14-22 Normal Indications, Gear Up............................................................................... 14-16
14-23 One or More Gear Not Fully Retracted ............................................................... 14-16
CHAPTER 14
LANDING GEAR AND BRAKES
INTRODUCTION
The tricycle landing gear on the Super King Air 200 is actuated either by an electric motor
or an electrically-driven hydraulic pump. The gear is controlled with a landing gear con-
trol switch handle on the pilot’s right subpanel. On the electrically-actuated gear, motor
torque is mechanically transmitted for gear extension and retraction. On the hydraulic
gear, three hydraulic actuators provide motive power for gear operation.
Individual gear position lights provide gear position indication and two red lights in the
gear control handle. In addition, a warning horn sounds if all three gears are not down and
locked when flap position and/or power lever settings are in the landing configuration.
The hydraulic wheel brake system is pressurized by master cylinders actuated by the pilot’s
or copilot’s rudder pedals. Optional bleed-air deicing of the brakes is provided for cold
weather operation.
Nosewheel steering is mechanical, actuated by the rudder pedals. Braking and differ-
ential thrust can be used to supplement steering.
Operation
The upper end of the drag braces and two
points on the shock struts are attached to the
airplane structure. When the gear is extended,
DRAG
the drag braces are rigid components of the BRACE
gear assemblies.
PIVOT
SHIMMY
Airplane weight is borne by the air charge in the POINT
DAMPER
shock struts. At touchdown, the lower portion
of each strut is forced into the upper cylinder; ROLLER
(NOSEWHEEL
this moves fluid through an orifice, further com- DOOR)
pressing the air charge and thus absorbing land- TORQUE
KNEE
ing shock.
SHOCK
A torque knee connects the upper and lower STRUT
portions of the shock struts. It allows strut com-
pression and extension but resists rotational
forces, thereby keeping the wheels aligned with
the longitudinal axis of the airplane. On the
nose gear assembly, the torque knee also trans-
mits steering motion to the nosewheel, and Figure 14-1. Nose Gear Assembly
nosewheel shimmy motion to the shimmy
damper.
DRAG
BRACE
TORQUE
KNEE
PIVOT
POINT
SHOCK
STRUT
BRAKE
ASSEMBLY
CAM SPRING
The landing gear is controlled by the LDG Figure 14-4. Main Gear Door (High
GEAR CONT switch handle on the pilot’s Flotation Gear)
right subpanel. Gear position is indicated by
three green gear position lights adjacent to If any gear does not lock down during exten-
the switch handle, and two red lights to illu- sion, its corresponding green light will not be
minate the handle (Figure 14-5). on and the red handle will remain illuminated
(Figure 14-7).
The switch handle is detented in both the UP
and DN positions. A solenoid-operated down-
lock latch (commonly referred to as the “J”
hook) engages the handle when the airplane
is on the ground, preventing inadvertent move-
ment of the handle to the UP position. When LDG GEAR CONTROL
P
ES TE
TEST S TO
P
R TE
P
LANDING ES
S TO
TE ES
S TO
GEAR
INDICATORS 5
WARN HORN
RED
LIGHT
CAP
SWITCH
HANDLE
DOWN GREEN
LOCK POSITION
RELEASE LDG GEAR CONTROL
LIGHTS
UP
DN DIM
DOWN
LOCK REL
HD LT R
P
ES TE
TEST S TO
DIM DIM
R
P
R TE
P
LANDING ES
S TO
TE ES
S TO
GEAR
WARN HORN
2
RELAY
SILENCE
DOWN
LOCK REL
HD LT R
WARNING SYSTEM
P
ES TE
TEST S TO
DIM DIM
R
The landing gear warning system consists of
P
R TE
P
LANDING ES
S TO
TE ES
S TO
Figure 14-7. Nose Gear Not Fully Extended Super King Air 200, BB-2
through BB-452
When the gear up cycle begins, the handle
will illuminate and the three green position With the flaps in the UP position and either or
lights go out. The handle remains illuminated both power levers retarded below a certain
until all gear are fully retracted, then goes out power level, the landing gear switch handle
(Figure 14-8). will illuminate. Also, the warning horn will
sound intermittently (on Serial Nos. BB-324
If any gear fails to retract completely, the red through BB-452, but only if the airspeed is
lights in the handle remain on (Figure 14-9). below 140 knots). The horn can be silenced by
pressing the WARN HORN SILENCE button
Pushing on the individual light or the light adjacent to the switch handle; the lights in the
housing tests the green position indicator lights. switch handle cannot be cancelled. The land-
Test the handle illumination lights by pressing ing gear warning system will be rearmed if the
the HDL LT TEST switch (Figure 14-9). power lever(s) are advanced sufficiently.
UP UP
DN DIM DN DIM
DOWN DOWN
LOCK REL LOCK REL HD LT
HD LT R R
P
P
ES TE ES TE
TEST S TO
TEST S TO
R R
P
P
R TE R TE
P
P
LANDING ES
S TO
TE ES
S TO LANDING ES
S TO
TE ES
S TO
GEAR GEAR
RELAY RELAY
SILENCE SILENCE
Figure 14-8. Normal Indications, Gear Up Figure 14-9. One or More Gear Not
Fully Retracted
SPRING-LO
OADDED
IDLER
RS
A
GEAR BOX
CROSS-SHAFT
MOTO
OTO
OR
OR
LANDING GEAR
MANUAL EXTENSION SYSTEM
DETAIL A
Pull up on the emergency engage handle lo- If a practice emergency extension is made, the
cated on the floor aft or to the left of the gear can be retracted electrically. Rotate the
pedestal, and turn it clockwise to the stop. emergency engage handle counterclockwise
This disconnects electrical power from the and push it down. Stow the extension handle
motor and engages the emergency drive sys- and reset the LANDING GEAR RELAY circuit
tem. Pump the extension handle until the three breakers. Place the LDG GEAR CONT switch
green gear position indicator lights come on. handle in the UP position to retract the gear.
Additional pumping could bind the drive
mechanism and prevent subsequent retrac-
tion; however, if the green indicator lights do
not come on, continue pumping until a defi-
LANDING GEAR
nite resistance is felt. (HYDRAULIC)
WARNING GENERAL
On airplanes Serial Nos. BB-1193, BL-73,
After an emergency landing gear ex- and subsequent, the landing gear is actuated
tension has been made, do not stow by a hydraulic power pack (Figure 14-11).
the extension handle or move any The pack consists mainly of a 28-VDC motor-
landing gear controls or reset any driven hydraulic pump, a hydraulic reser-
switches or circuit breakers until the voir pressurized by engine bleed air, filters,
airplane is on jacks. These precau- a solenoid-operated selector valve, and an up-
tions are necessary because the fail- lock pressure switch. Adjacent to the pack is
ure may have been in the gear-up a service valve used for hand pump actuation
circuit, in which case, the gear might of the gear during ground maintenance op-
retract on the ground. The gear can- erations. Figure 14-12 shows the power pack
not be retracted manually. and components locations.
SOLENOID
SYSTEM FILTER SELECTOR
VALVE FLUID LEVEL SENSOR
TO NORMAL EXTEND
SIDE OF SYSTEM
RESERVOIR
UPLOCK PRESSURE
SWITCH
FROM
LEGEND HAND
PUMP
GEAR EXTEND PRESSURE
GEAR RETRACT PRESSURE
HAND PUMP PRESSURE
TO RETRACT SIDE
SUCTION OF SYSTEM
RETURN
SERVICE VALVE
NOSE GEAR
ACTUATOR
OVERBOARD
BLEED AIR
VENT
ACCUMULATOR
CHECK
VALVE
FILL RESERVOIR
MAIN GEAR MAIN GEAR
ACTUATOR ACTUATOR
SERVICE
VALVE
POWER PACK
ASSEMBLY
BLEED AIR
REGULATOR
RH MAIN GEAR
ACTUATOR
NOSE
GEAR
ACTUATOR HYDRAULIC
POWER
PACK
PLUMBING NETWORK
FROM POWER PACK
LH MAIN GEAR
HAND PUMP ACTUATOR
SHIMMY
PIVOT At takeoff, the lower portion of the strut ex-
POINT
DAMPER tends until an internal stop engages.
ROLLER A torque knee connects the upper and lower
(NOSEWHEEL
DOOR)
portion of the shock struts. It allows strut com-
TORQUE pression and extension but resists rotational
KNEE
forces, thereby keeping the wheels aligned
SHOCK with the longitudinal axis of the airplane. On
STRUT the nose gear assembly, the torque knee also
transmits steering motion to the nosewheel,
and nosewheel shimmy motion to the shimmy
damper.
PISTON
INLET
PORT
BALL
LOCK
LOCK
COLLAR
ACTUATOR
DOWNLOCK
SWITCH
(UNLOCKED)
LOCK
SPRING
UNLOCKED
PISTON
INLET
PORT
BALL
LOCK
LOCK ACTUATOR
COLLAR DOWNLOCK
SWITCH
(LOCKED)
LOCK
SPRING
LOCKED
Figure 14-15. Internal Nose Gear Lock
A hydraulic actuator attached to the folding Cam movement is transmitted through linkage
drag brace of each gear assembly provides to close the doors. During extension, roller ac-
motive force for gear actuation. Nose gear tion reverses cam movement to open the doors.
downlocking is provided by an internal lock When the rollers have left the cams, springs
mechanism (Figure 14-15) in the hydraulic drive the linkage overcenter to hold the doors
actuator and by the overcenter condition of the open.
drag brace.
On airplanes configured with the high-flota-
The main gears are mechanically locked down tion gear, the main gear wheels are larger and
by a notched hook and plate attachment on the the shock strut shorter than on the standard
main gear drag braces (Figure 14-16). gear.Since the wheels will not retract com-
pletely into the wheel well, a cutout in the
doors allows part of the wheel to protrude into
WHEEL WELL DOOR the airstream by approximately five inches. On
MECHANISMS airplanes so configured, the main gear doors
are mechanically linked to the shock strut and
Gear movement during extension and re- are opened and closed as the gear extends or
traction mechanically actuates landing gear retracts (Figure 14-18).
doors. On airplanes configured with the stan-
dard main gear, rollers on the shock strut Nose gear doors on airplanes with standard or
contact cams in the wheel well during re- high-flotation gear are mechanically actuated
traction (Figure 14-17). in the manner previously described for stan-
dard main gear doors.
CAM SPRING
CONTROLS
The LDG GEAR CONT switch handle on the
pilot’s right subpanel controls the landing
gear. Gear position is indicated by three green
gear position lights adjacent to the switch han-
dle, and two red lights to illuminate the han-
dle (Figure 14-19).
LIGHTS
BEACON STROBE
LDG GEAR CONTROL
RED
LIGHT UP
CAP
GEAR TAIL
DOWN FLOOD
DN
DOWN NOSE
LOCK REL HD LT
L R
DOWN TEST
LOCK OFF
RELEASE
LANDING HYD FLUID
GEAR SENSOR
RELAY TEST
OFF
Landing gear position is indicated by an as-
sembly of three green lights in a single unit to LANDING
GEAR
HYD FLUID
SENSOR
the right of the LDG GEAR CONT switch
2
handle. Two red parallel-wired lights in the
handle illuminate to indicate that the gear is RELAY TEST
unlocked or in transit.
LIGHTS
BEACON STROBE
UP LDG GEAR CONTROL
GEAR TAIL
DOWN FLOOD
DN UP
DOWN NOSE
LOCK REL GEAR TAIL
HD LT DOWN
TEST L R FLOOD
DN
OFF DOWN NOSE
LOCK REL
HD LT
L R
LANDING HYD FLUID TEST
GEAR SENSOR
OFF
RELAY TEST
2
LIGHTS
UP Warning System
GEAR
DOWN
TAIL
FLOOD The landing gear warning system consists of
DOWN
DN
NOSE
the red lights that illuminate the LDG GEAR
LOCK REL HD LT
L R
CONT switch handle and a warning horn that
TEST
sounds when the gear is not down and locked
OFF
during certain flight regimes.
LANDING HYD FLUID
GEAR SENSOR
With the flaps in the UP or APPROACH po-
2 sition and either or both power levers retarded
RELAY TEST
below approximately 85% N 1 , the warning
horn will sound intermittently and the switch
Figure 14-22. Normal Indications, Gear Up handle lights will illuminate. The horn can be
silenced by pressing the WARN HORN SI-
LENCE button; the lights in the switch han-
If any gear fails to retract completely, the han- dle cannot be cancelled. The warning system
dle continues to be illuminated (Figure 14-23). will be rearmed if the power lever(s) are ad-
vanced sufficiently. With the flaps beyond the
Pushing on the light capsule tests the green po- APPROACH position, the warning horn and
sition indicator lights. Test the handle illu- the switch handle lights will be activated re-
mination by pressing the HDL LT TEST switch gardless of the power settings, and neither
(Figure 14-23). can be cancelled.
LEGEND
ELECTRIC POWER REGULATED ENGNE AUXILIARY RETURN
BLEED AIR (18 TO 20 PSI) VENT PORT PORT (PLUGGED)
PRESSURE FLUID POWER PACK ASSEMBLY
CHECK VALVE
RETURN FLUID FILL
RESERVOIR
ORIFICE PRIMARY
5A RETURN
RESERVOIR
OVERBOARD FILTER
NOTE:
VENT
28 VDC
THE INTERNAL SHUTTLE VALVE IS 60A
SPRING LOADED TO A POSITION WHICH PUMP
1 SYSTEM
ALLOWS FLUID IN THE ACTUATOR MOTOR PUMP MOTOR PUMP
FILTER
PRESSURE SWITCH CIRCUIT OPENS ON RELIEF PUMP
2
INCREASING PRESSURE AT 2,275 ± 55 PSIG VALVE CHECK
AND CLOSES ON DECREASING PRESSURE AT VALVE
A DIFFERENTIAL OF 300–400 PSIG. HAND AUXILIARY
SECONDARY SELECTOR VALVE
PUMP PRESSURE
RESERVOIR
SUCTION PORT
PORT DOWN UP (PLUGGED)
SOLENOID SOLENOID
GEAR
HAND PUMP HAND DOWN
IN OUT PUMP PORT
CURRENT SERVICE LOGIC HAND DUMP
LIMITING VALVE PRESSURE
TIME DELAY RELAY PUMP VALVE
RESISTOR SWITCHES PRESSURE CHECK FILTER
PRESSURE
PORT SWITCH VALVE
2 VENT VALVE
2
RIGHT SAFETY
SWITCH
RIGHT GEAR UP
UP PORT
MAIN
ACCUMULATOR
28 VDC
2A SERVICE
NOSE VALVE
ACT
DOWN
CONTROL LEFT
SWITCH MAIN
LEFT SAFETY
DOWNLOCK LEFT MAIN NOSE RIGHT MAIN
SWITCHES 1 1 1
SWITCHES ACTUATOR ACTUATOR ACTUATOR
FlightSafety
international
Figure 14-24. Normal Retraction
LEGEND
ELECTRIC POWER REGULATED ENGNE AUXILIARY RETURN
VENT PORT PORT (PLUGGED)
BLEED AIR (18 TO 20 PSI) POWER PACK ASSEMBLY
PRESSURE FLUID
CHECK VALVE
RETURN FLUID FILL
RESERVOIR
ORIFICE PRIMARY
5A RETURN
RESERVOIR
OVERBOARD FILTER
NOTE:
VENT
28 VDC
THE INTERNAL SHUTTLE VALVE IS 60A
SPRING LOADED TO A POSITION WHICH PUMP
1 SYSTEM
ALLOWS FLUID FROM GEAR DOWN MOTOR PUMP MOTOR PUMP
FILL RELIEF
FILTER
FLUID PRESSURE FROM RELIEF PUMP
2 CHECK
PUMP UNLOCKS VALVE. VALVE
VALVE
HAND SELECTOR VALVE AUXILIARY
SECONDARY
PUMP PRESSURE
RESERVOIR
SUCTION PORT
PORT DOWN UP (PLUGGED)
SOLENOID SOLENOID
GEAR
HAND PUMP HAND DOWN
PUMP PORT
CURRENT IN OUT
SERVICE DUMP
LIMITING LOGIC HAND
VALVE TIME DELAY VALVE PRESSURE
RESISTOR RELAY PUMP PRESSURE FILTER
SWITCHES CHECK
PRESSURE SWITCH VALVE VENT VALVE
PORT 2 2
RIGHT SAFETY
SWITCH
RIGHT GEAR UP
UP PORT
MAIN
ACCUMULATOR
28 VDC
2A SERVICE
NOSE VALVE
ACT
DOWN
CONTROL LEFT
SWITCH MAIN
FlightSafety
international
14-19
LEGEND
AUXILIARY RETURN
HAND PUMP PRESSURE FLUID REGULATED ENGINE VENT PORT PORT (PLUGGED)
BLEED AIR (18 TO 20 PSI) POWER PACK ASSEMBLY
RETURN FLUID CHECK VALVE
FILL SYSTEM
RELAY PORT PUMP RELIEF
NOTES: VALVE
FILTER PUMP
PRESSURE FLUID FROM HAND PUMP RELIEF CHECK
1 SHUTTLES INTERNAL SHUTTLE VALVE VALVE
VALVE TO ALLOW FLUID TO FLOW HAND
INTO ACTUATOR. SECONDARY SELECTOR VALVE AUXILIARY
PUMP RESERVOIR PRESSURE
SUCTION
2 HAND PUMP PRESSURE PORT
PORT SOLENOID DOWN UP
FLUID UNSEATS VALVE. SOLENOID (PLUGGED)
GEAR
HAND DOWN
HAND PUMP PUMP SUPPORT
IN OUT
CURRENT SERVICE DUMP
LOGIC HAND PRESSURE
LIMITING VALVE TIME DELAY VALVE
RELAY PUMP PRESSURE CHECK FILTER
RESISTOR SWITCHES
PRESSURE SWITCH VALVE
PORT 2 VENT VALVE
2
RIGHT SAFETY
SWITCH
GEAR UP
RIGHT
UP PORT
MAIN
ACCUMULATOR
28 VDC
2A SERVICE
NOSE VALVE
ACT
DOWN
CONTROL LEFT
SWITCH MAIN
LEFT SAFETY
DOWNLOCK LEFT MAIN NOSE RIGHT MAIN
SWITCHES 1 1 1
SWITCHES ACTUATOR ACTUATOR ACTUATOR
FlightSafety
international
Figure 14-26. Alternate Extension
FlightSafety
international
The landing gear cannot be retracted with the Pressure from the master cylinders is applied
alternate extension system. to the brake assemblies. Each master cylinder
supplies pressure to its set of brake assemblies;
After a practice alternate extension, the gear therefore, differential braking is available.
may be retracted hydraulically by resetting
the LANDING GEAR RELAY circuit breaker Prior to BB-666, the initial pressure from a set
and moving the LDG GEAR CONT switch of pedals will position a shuttle valve in the
handle to UP. braking system. Brake operation from the op-
posite side can then only be accomplished by
moving the shuttle valve.
NOSEWHEEL STEERING An optional brake deicing system using bleed
air is provided for cold weather operation.
GENERAL This feature is covered in Chapter 10, ICE
AND RAIN PROTECTION.
Direct linkage from the rudder pedals to an arm
near the top of the shock strut mechanically The pilot can set the parking brakes by ap-
actuates nosewheel steering. The steering plying the brakes, then pulling out on the
angle is from 14° left of center to 12° right of PARKING BRAKE handle on the pilot’s left
center, but can be considerably increased when or right subpanel. The brakes can be released
augmented by differential braking and/or dif- by applying toe pressure on the pedals, then
ferential thrust. pushing in the PARKING BRAKE handle.
Prior to BB-453, only the pilot can set the
OPERATION parking brake (Figure 14-29).
Since motion of the rudder pedals is trans- On some airplanes the PARKING BRAKE
mitted by cables and linkage to the rudder, handle is located on the pilot’s right subpanel,
deflection of the rudder occurs when force is below the LDG GEAR CONT switch handle.
applied to any of the pedals. With the nose- On these airplanes, either the pilot or the copi-
wheel stationary on the ground or with the lot can set the parking brakes.
self-centering nose gear retracted, rudder pedal
movement compresses a spring-loaded link
in the system but it is not sufficient to steer the CARE AND HANDLING IN
nosewheel. If the nosewheel is on the ground COLD WEATHER
and rolling, less force is required for steering;
therefore, pedal deflection results in steering Preflight
the nosewheel. Check the brakes and the tire-to-ground con-
tact for freeze lockup. Anti-ice solutions may
be used on the brakes and tires if freezeup oc-
BRAKE SYSTEM curs. No anti-ice solution, which contains a lu-
bricant, such as oil, should be used on the
brakes. It will decrease the effectiveness of the
OPERATION brake friction areas.
Either the pilot or copilot can apply the brakes.
Toe pressure applied to either set of rudder Taxiing
pedals actuates two master cylinders to gen-
erate braking pressure (Figures 14-27, 14- When possible, taxiing in deep snow or slush
28, and 14-29). should be avoided. Under these conditions the
OVERBOARD DRAIN
RESERVOIR
PILOT’S COPILOT’S
MASTER MASTER
CYLINDER CYLINDER
PARKING BRAKE
Figure 14-27. Brake System Schematic (Serial Nos. BB-666 and Subsequent)
snow and slush can be forced into the brake Left Gear Safety Switch
assemblies. Keep flaps retracted during taxi-
ing to avoid throwing snow and slush into the • Safety valve
flap mechanism and to minimize damage to • Preset solenoid
flap surfaces.
• Dump solenoid
• Door seal solenoid
CAUTION
• Ambient air modulating valves
Do not taxi with a flat shock strut. • Lift computer (stall warning)
• Stall warning heat control
MAIN GEAR SAFETY • Landing gear solenoid (hydraulic gear)
SWITCHES
The main gear safety switches control some
landing gear functions in addition to func-
tions in other systems, as follows.
OVERBOARD DRAIN
RESERVOIR
PILOT’S
MASTER PARKING BRAKE
CYLINDER
COPILOT’S
MASTER
CYLINDER
SHUTTLE
VALVE
SHUTTLE
VALVE
PARK PARK
VALVE VALVE
Figure 14-28. Brake System Schematic (Serial Nos. BB-453 through BB-665)
LIMITATIONS
AIRSPEED LIMITATIONS
Maximum Landing Gear Operating Speed
V LO
• Do not extend landing gear above 182
KCAS/181 KIAS.
• Do not retract landing gear above 164
KCAS/163 KIAS.
Figure 14-29. Brake System Schematic (Serial Nos. BB-2 through BB-452)
QUESTIONS
1. Electric gear—When full up or down 4. If the wing flaps are beyond the 40% (AP-
position of the gear has been achieved, PROACH) position, the warning horn
gear travel is limited by: will sound if:
A. Limit switches only A. Both power levers are retarded below
B. Limit switches and the dynamic brake a specified setting
relay B. Either power lever is retarded below
C. Physical stops in the drag brace a specified setting
D. A slip clutch in the motor gearbox C. Any one gear is not down and locked
and power levers are below 80% N 1
position.
2. Electric gear—Electric motor torque is D. Any one gear is not down and locked,
transmitted to the gear actuators: regardless of power lever setting
A. By a chain to all three gear actuators
B. By torque tubes to-all three gear
5. If the wing flaps are up or at 40% (AP-
actuators
PROACH) position, the warning horn
C. By torque tubes to the nose gear will sound if:
actuator and by a chain to the main
gear actuators A. E i t h e r o r b o t h p o w e r l e v e r s a r e
retarded below a specified power
D. By torque tubes to the main gear
setting
actuators and by a chain to the nose
gear actuator B. Both power levers are retarded below
a specified setting and any one gear
is not down and locked
3. Electric gear—In the event of electrical C. Either or both power levers are retarded
failure, the landing gear is extended: below a specified setting and any one
A. By using the emergency engage handle gear is not down and locked
and the extension handle, located on the D. There is no other requirement
floor aft or to the left of the pedestal
B. By releasing the uplocks and allowing
6. If the rudder pedals are deflected with
the gear to free-fall
the airplane stationary:
C. By applying battery power to the
landing gear motor A. The nosewheel steers, the rudder does
not move
D. By pulling the emergency engage
handle and allowing the gear to B. The spring-loaded link in the system
free-fall compresses, the nosewheel does not
steer
C. The nosewheel does not steer and the
rudder does not move
D. The nosewheel steers and the rudder
moves
CHAPTER 15
FLIGHT CONTROLS
CONTENTS
Page
INTRODUCTION................................................................................................................. 15-1
GENERAL ............................................................................................................................ 15-1
FLIGHT CONTROL LOCKS............................................................................................... 15-2
ROLL..................................................................................................................................... 15-3
Operation ....................................................................................................................... 15-3
PITCH.................................................................................................................................... 15-3
Operation ....................................................................................................................... 15-3
YAW ...................................................................................................................................... 15-3
Operation ....................................................................................................................... 15-3
Rudder Boost ................................................................................................................. 15-3
Yaw Dampening............................................................................................................. 15-5
TRIM SYSTEMS .................................................................................................................. 15-5
Operation ....................................................................................................................... 15-5
Elevator Electric Trim.................................................................................................... 15-6
FLAPS ................................................................................................................................... 15-6
Operation ....................................................................................................................... 15-8
Split Flap Protection .................................................................................................... 15-10
STALL WARNING............................................................................................................. 15-10
Operation ..................................................................................................................... 15-10
LIMITATIONS.................................................................................................................... 15-12
Airspeed Limitations ................................................................................................... 15-12
Maneuver Limits.......................................................................................................... 15-12
Flight Load Factor Limits at 12,500 Pounds ............................................................... 15-12
Maximum Operating Pressure-Altitude Limits ........................................................... 15-12
QUESTIONS....................................................................................................................... 15-13
ILLUSTRATIONS
Figure Title Page
15-1 Flight Controls and Trim Tabs ............................................................................... 15-2
15-2 Flight Control Locks .............................................................................................. 15-3
15-3 Rudder Boost and Yaw Damp Switches ................................................................ 15-4
15-4 Rudder Boost Diagram........................................................................................... 15-5
15-5 Autopilot and Yaw Damp Switches ....................................................................... 15-5
15-6 Trim System Control.............................................................................................. 15-6
15-7 Elevator Electric Trim Controls ............................................................................. 15-7
15-8 Flap System Diagram............................................................................................. 15-8
15-9 Flap Control and Indication ................................................................................... 15-9
15-10 Stall Warning System ........................................................................................... 15-11
CHAPTER 15
FLIGHT CONTROLS
20 20
10 10
G
5 5 S
5 5
10
20
L
O
C
INTRODUCTION
The Super King Air is equipped with manually-actuated primary flight controls, oper-
ated through cables, bellcranks, and pushrods. The ailerons and rudder are conven-
tional; the horizontal stabilizer and elevators are mounted at the extreme top of the vertical
stabilizer, conforming to the T-tail configuration. A pneumatic rudder boost system as-
sists in directional control in the event of engine failure or a difference in engine bleed
air pressure.
All surfaces are manually trimmed from the cockpit; however, optional elevator elec-
tric trim is available. Two trailing-edge flaps on each wing are actuated by an electric
motor driving flexible drive shafts through a gearbox. A safety mechanism provides split
flap protection. A stall warning system provides aural warning of an imminent stall.
GENERAL
The flight controls consist of ailerons, ele- trim tabs (the right aileron has a ground ad-
vators, rudder, and flaps. Excluding flaps justable trim tab) (Figure 15-1).
and the right aileron, all surfaces incorporate
ELEVATORS
TRIM TABS
RUDDER
AILERON
TRIM TAB
GROUND ADJUSTABLE TAB
FLAPS
FLAPS
TRIM TAB
AILERON
YAW
OPERATION
Yaw control around the vertical axis is main-
tained by the rudder, which extends along the
entire aft edge of the vertical stabilizer. It is
actuated, through cables and bellcranks, by ei-
ther set of mechanically-connected rudder
pedals. Rudder travel is approximately 15°
either side of neutral, and is limited by ad-
justable stops. Yaw damping and rudder boost
are also activated through the rudder.
RUDDER BOOST
A rudder boost system is provided as an aid
in maintaining directional control in the event
of engine failure or a large variation of power
between the engines. Two pneumatic boost
Figure 15-2. Flight Control Locks
servos are incorporated into the rudder cable
system to provide force for rudder boosting,
ROLL when required.
OPERATION Operation
Roll control around the longitudinal axis is The rudder boost system is armed by placing
maintained by conventional ailerons mounted the RUDDER BOOST switch to the ON posi-
on the trailing edge of each wing, outboard of tion, and both the left and right BLEED AIR
the flaps. Rotation of either interconnected VALVE switches in either the OPEN or ENVIR
control wheel on the control column mech- OFF positions (Figure 15-3).
anically positions the ailerons. Aileron travel
is approximately 25° up and 17° down, lim- A differential pressure switch in the system
ited by adjustable stops. (commonly referred to as the Delta P
switch) senses bleed-air pressure from each
engine. If a substantial pressure differen-
tial exists (60 ± 5 psi), a circuit is completed
PITCH to open a solenoid operated valve that di-
rects regulated bleed-air pressure to the
OPERATION applicable rudder boost servo, boosting the
rudder to compensate for asymmetrical
Pitch control around the lateral axis is provided thrust (Figure 15-4). Placing either of the
by elevators attached to the aft edge of the hor- BLEED AIR VALVE switches to the INSTR
izontal stabilizer. Since the control columns & ENVIR OFF position will cause the sys-
are linked together, fore-or-aft movement of tem to disengage.
either column transmits motion through cables,
FOR TRAINING PURPOSES ONLY 15-3
FlightSafety international
COLLINS
PUL
L
IN
OFF
LEFT RIGHT OFF
ACTUATOR
STANDBY
MAIN
OFF
PARKING BRAKE
ENVR
OFF
P P P I
I O R T
T W O I
E
C R P O
H N
LOW
T IDLE IDLE
R LIFT
I
M GD
DN FINE
UP
LIFT
HDG
YAW
ALT
COLLINS
YAW
L R
DN
SR
YAW AP
ENG ENG
I/20
UP
CABIN
PRESS
DUMP
P
RUDDER
BOOST
ELEV
TRIM
CABIN
R
E
S
PRESS RUDDER ELEV
BOOST TRIM
S
TEST OFF OFF
DUMP
TEST ERASE
P
R
COCKPIT VOICE RECORDER
HEADSET
600 OHMS E
S
Collins
S
TEST OFF OFF
DEPRESSURIZE CABIN
WARNING BEFORE LANDING
CABIN 1000
ALT FT
18 PSI
PNEUMATIC
PRESSURE
RUDDER
BOOST
VDC
DUAL FED NO. 2
OFF
LEFT RIGHT
RUDDER RUDDER
SERVO SERVO
N.C. N.C.
Operation
HDG NAV APPR B/C CLIMB
On all airplanes, a yaw damping system is
provided. It can be activated with a switch ALT ALT SEL VS IAS DSC
located on the pedestal or autopilot panel
(Figure 15-3 and Figure 15-5). On some in- YAW COLLINS
autopilot engagement. SR
DN
YAW AP
ENG ENG
The system is required to be operational above I/20
UP
17,000 feet.
is located on the trailing edge of the rudder, to the center (off) position when released. The
each elevator, and the left aileron. Moving manual elevator trim wheel can be used for
trim wheels (Figure 15-6) mechanically trans- trimming, even when the electrical trim sys-
mits motion to screwjack actuators that posi- tem is switched on.
tion the tabs.
A bilevel, push-button, momentary-on trim
disconnect switch on each control wheel can
ELEVATOR ELECTRIC TRIM be used to disconnect the system. To initiate
Most airplanes have an optional electric ele- a trim disconnect, depress either of these
vator trim system installed. An electric motor switches to the second level. The green ELEC
in the fuselage aft section actuates the eleva- TRIM OFF light on the advisory panel comes
tor trim tabs through a system of cables. on when disconnect is selected. To reset the
system for subsequent operation, cycle the
ELEV TAB CONTROL switch to OFF, then
Operation back to ON.
The ELEV TRIM switch must be placed in the
ON position to arm the system (Figure 15-7).
P P P I
I O R T
T W O I
E
C R P O
H N
LOW
T IDLE IDLE
R LIFT
I
M GD
DN FINE
UP
LIFT
ELEVATOR
TRIM WHEEL
ELEVATOR TAB
AILERON CONTROL SWITCH
TRIM WHEEL
CABIN
PRESS RUDDER ELEV
DUMP BOOST TRIM
P
R
CABIN
PRESS RUDDER ELEV
E
RUDDER
DUMP BOOST TRIM
P
R
E
S
S
TEST
S
OFF OFF
S
TEST OFF OFF
TRIM WHEEL TEST ERASE
DEPRESSURIZE CABIN
COCKPIT VOICE RECORDER
HEADSET
600 OHMS
WARNING BEFORE LANDING
Collins
CABIN 1000
ALT FT
FLIGHT
ALT PILOT PILOT PITCH OUTSIDE
5 5 3 5 5
BATTERY CHARGE EXT
ALERT ALTM TRIM AIR
TURN & AIR DATA TEMP
SLIP
COPLT RUDDER
ELEC TRIM OFF AIR COND
5 1 5
TRIM
P NO DISCONNECT
SE
ELEVATOR TRIM SWITCH I DN SWITCH
T
C
H T
R
I
CABIN NO
SE
M
UP
PRESS RUDDER ELEV
DUMP BOOST TRIM
P
R
E
S
S
TEST OFF OFF
duced airspeed. The flaps limit switches and Placing the handle to the DOWN position and
flaps position transmitter are located under the leaving it there results in full 100%, (35° +1°,
right inboard flap. –2°) flap extension. For BB-1439, 1444 and
subsequent only the UP, APPROACH (or take-
off), and DN positions are selectable. However,
OPERATION they are follow-up flaps which allows the flaps
Flap movement is initiated by positioning the to extend or retract to achieve the selected
FLAP handle (Figure 15-8). flap handle position. The flaps cannot be
stopped in any intermediate position.
Placing the FLAP handle from the UP to the
APPROACH (40%) position connects No. 3 Prior to BB-1439, 1444 and subsequent, if any
dual-fed bus power through the FLAP position between 40% and 100% is desired (for
MOTOR circuit breaker to the flap motor example, 60%), place the handle to DOWN
(Figure 15-9). The flaps are driven to the until the desired position is attained, then re-
40% (14° ± 1°) position, as indicated on the turn it to the APPROACH position. The flaps
flap position indicator. For BB-1439, 1444 will stop at 60%. In like manner, the flaps may
and subsequent, the flaps cannot be stopped be raised to any position between DOWN and
at any intermediate point during this travel. APPROACH by placing the handle in the UP
position beyond the APPROACH detent until
FLAP MOTOR
C/B
DUAL FED
BUS NO. 3 UP
FLAP CONTROL 20
C/B FLAPS
POSITION TAKEOFF
AND
TRANSMITTER APPROACH
60
RH
80
SPLIT DOWN
FUSES OR FLAP
CAM SWITCHES PROTECTION POSITION
LH INDICATOR
LIMIT SWITCHES
UP
FLAP
DYNAMIC
APP BRAKE
FLAP RELAY
UP
H DOWN
ROAC
APP N
DOW
FLAP
STALL MOTOR
WARNING
BIAS
RELAYS
LIFT
COMPUTER
UP
20
FLAPS TAKEOFF
AND
APPROACH
60
80
DOWN
50 25 5 5 5 5 50 5 5 5 5 5 5 5
5 10 5 5 5 5 5 5 5 10 5
50 50 50 50 5 25 25 20 5 5 5 5 5 5
BB-1439, BB-1444 THROUGH BB-1485, EXCEPT BB-1463 AND BB-1484; BL-139 AND BL-140
the desired position is reached, then returning Protection is provided between each pair of
it to the APPROACH detent. Moving the han- flaps on that side of the airplane. There is no
dle from DOWN to APPROACH will not retract split flap protection between the left pair of
the flaps. When the handle is moved from the flaps from the right.
APPROACH position to the UP position, the
flaps retract completely and cannot be stopped
in between the APPROACH and UP positions. STALL WARNING
A safety mechanism is provided to discon-
nect power to the electric flap motor in the
OPERATION
event of a malfunction, which would cause The stall warning system senses angle of at-
any flap to be 3° to 6° out of phase with the tack through a lift transducer actuated by a
other flaps. vane mounted on the leading edge of the left
wing (Figure 15-10).
The flap-motor power circuit is protected by a
20-ampere flap-motor circuit breaker Angle of attack from the lift transducer and
placarded FLAP MOTOR, located on the left flap position signals are processed by the lift
circuit-breaker panel below the fuel control computer to sound the stall warning horn
panel. A 5-ampere circuit breaker for the mounted on the copilot’s side of the cockpit.
control circuit (placarded FLAP CONTROL) is The horn sounds when the following condi-
also located on this panel. tions are present:
1. Airspeed is 5 to 13 knots above stall,
Super King Air 200, BB-453 and flaps are fully retracted.
Subsequent, BL-1 and Subsequent and
Super King Air B200/B200C 2. Airspeed is 5 to 12 knots above stall,
flaps are in the APPROACH (40%)
With the flaps in the UP or the APPROACH position.
position and either or both power levers re-
tarded below a certain power level, the warn- 3. Airspeed is 8 to 14 knots above stall,
ing horn will sound intermittently and the flaps are fully extended.
landing gear switch handle lights will illumi-
nate. The horn can be silenced by pressing The system can be tested prior to flight by
the WARN HORN SILENCE button; the lights placing the STALL WARN TEST switch, lo-
in the switch handle cannot be cancelled. The cated on the copilot’s left subpanel, in the
landing gear warning system will be rearmed TEST position. This simulates a stall condi-
if the power lever(s) are advanced sufficiently. tion and sounds the warning horn.
LIMITATIONS NOTE
Super King Air B200/B200C, Super
For complete limitations information, refer King Air 200 Serial No. BB-199 and
to the LIMITATIONS section of the Pilot’s subsequent, BL-1 and subsequent,
Operating Manual. and any earlier airplanes modified
by Beechcraft Kit Number 101-5033-
AIRSPEED LIMITATIONS 1 in compliance with Beechcraft
Maneuvering Speed Service Instruction Number 0894.
V A (12,500 pounds)
• Do not make full or abrupt control move- Maximum Operating Speed
ments above 182 KCAS/181 KIAS. V M0
Maximum Flap Extension/Extended Speed M M0
V FE • Do not exceed 270 KCAS/269 KIAS
APPROACH Position—40% (.48 Mach) in any operation.
• Do not extend flaps or operate with 40%
flaps above 200 KCAS/KIAS. NOTE
Full DOWN Position—100% Super King Air 200 Serial No. BB-
• Do not extend flaps or operate with 2 through BB-198, except airplanes
100% flaps above 144 KCAS/146 KIAS modified by Beechcraft Kit Number
(King Air 200) or 155 KCAS/157 KIAS 101-5033-1 in compliance with
(King Air B200). Beechcraft Service Instruction
Maximum Landing Gear Operating Speed Number 0894.
V LO
• Do not extend landing gear above 182 MANEUVER LIMITS
KCAS/181 KIAS.
The Super King Air 200 and B200 are Normal
• Do not retract landing gear above 164 Category Aircraft. Acrobatic maneuvers, in-
KCAS/163 KIAS.
cluding spins, are prohibited.
Maximum Landing Gear Extended Speed
V LE FLIGHT LOAD FACTOR LIMITS
• Do not exceed 182 KCAS/181 KIAS AT 12,500 POUNDS
with landing gear extended.
Flaps Up
Air Minimum Control Speed
• Do not exceed 3.17 positive Gs, or 1.27
V MCA negative Gs.
• The lowest airspeed at which the air- Flaps Down
plane is directionally controllable when
one engine suddenly becomes inopera- • Do not exceed 2.00 positive Gs, or 0
tive and the other engine is at takeoff negative Gs (B200); (1.27 negative for
power is 91 KCAS/86 KIAS. 200).
Maximum Operating Speed
V M0 MAXIMUM OPERATING
M M0 PRESSURE-ALTITUDE LIMITS
• Do not exceed 260 KCAS/259 KIAS Do not exceed 17,000 feet with yaw damper
(.52 Mach) in any operation. inoperative.
QUESTIONS
1. What is the maximum allowable altitude 4. Why should the rudder control lock
with yaw damping inoperative? be removed prior to towing the airplane?
A. 10,000 feet A. So the airplane can be steered with the
B. 17,000 feet rudder pedals
C. 20,000 feet B. So the brakes can be applied
D. 25,000 feet C. To prevent damage to the steering
linkage
D. It is not necessary to remove the
2. What happens when the FLAP handle is rudder control lock prior to towing.
moved from the DOWN to the AP-
PROACH position?
A. The flaps will bypass the APPROACH 5. How can the rudder boost system be
position and retract fully. checked for proper operation during engine
runup?
B. The flaps will not retract.
C. T h e f l a p s w i l l r e t r a c t t o t h e A. Increasing power on an engine until
APPROACH position. the rudder pedal on the same side
moves forward
D. The flaps will retract completely, then
return to the APPROACH position. B. Increasing power on an engine until
the rudder pedal on the opposite side
moves forward
3. On airplanes with optional elevator
electric trim, how is trim initiated? C. Rudder boost operation cannot be
checked during engine runup
A. Either the pilot or the copilot mov-
D. Reducing power on an engine and
ing either element of his PITCH
noting that neither rudder pedal
TRIM switch.
moves forward
B. Both the pilot and the copilot moving
both elements of their PITCH TRIM
switches in the same direction 6. How is the stall warning system normally
simultaneously. tested prior to flight?
C. Either the pilot or the copilot moves A. B y m a n u a l l y a c t u a t i n g t h e l i f t
both elements of his PITCH TRIM transducer vane
switch simultaneously. B. B y m a n u a l l y a c t u a t i n g t h e l i f t
D. Both the pilot and copilot moving transducer vane and simultaneously
either element of their PITCH TRIM placing the STALL WARN TEST
switches in the same direction switch in the TEST position
simultaneously. C. The system cannot be tested prior to
flight
D. By placing the STALL WARN TEST
switch in the TEST position
CHAPTER 16
AVIONICS
CONTENTS
Page
INTRODUCTION................................................................................................................. 16-1
COLLINS PROLINE II......................................................................................................... 16-1
Audio System................................................................................................................. 16-1
Communication Radios.................................................................................................. 16-3
ADF Equipment........................................................................................................... 16-13
Transponder Equipment............................................................................................... 16-17
FLIGHT INSTRUMENTS.................................................................................................. 16-20
Pitot and Static System ................................................................................................ 16-20
Outside Air Temperature Gage.................................................................................... 16-23
AUTOFLIGHT SYSTEM................................................................................................... 16-24
Yaw Damper ................................................................................................................ 16-24
STALL WARNING SYSTEM ............................................................................................ 16-25
COMMUNICATION SYSTEM.......................................................................................... 16-26
Static Discharging Description .................................................................................... 16-26
LIMITATIONS.................................................................................................................... 16-27
Airspeed Indicator ....................................................................................................... 16-27
Outside Air Temperature Gage.................................................................................... 16-27
Autopilot...................................................................................................................... 16-27
QUESTIONS....................................................................................................................... 16-28
ILLUSTRATIONS
Figure Title Page
16-1 B200 Audio Panel Controls ................................................................................... 16-2
16-2 VHF-22 COMM Radio Controls/Displays ............................................................ 16-5
16-3 VHF-22 COMM Radio Self Test Displays ............................................................ 16-6
16-4 VIR-32 NAV Receiver Controls/Displays ............................................................. 16-8
16-5 DME-42 Systems IND-42 Displays....................................................................... 16-9
16-6 Typical Pro Line II Dual DME Installation.......................................................... 16-11
16-7 IND-42 Self Test Displays ................................................................................... 16-13
16-8 VIR-32 NAV Receiver Self-Test Displays........................................................... 16-13
16-9 ADF-60A ADF Receiver Controls/Displays ....................................................... 16-14
16-10 ADF-60A ADF Receiver Self-Test Displays....................................................... 16-17
16-11 TDR-94 Transponder Controls/Displays ............................................................. 16-17
16-12 TDR-94 Transponder Self-Test Displays............................................................. 16-20
16-13 B200 Antenna Locations...................................................................................... 16-21
16-14 Pitot and Static System Diagram ......................................................................... 16-22
16-15 Pitot Mast Location.............................................................................................. 16-23
16-16 Static Ports Location ............................................................................................ 16-23
16-17 Pilot’s Static Air Source Valve Switch................................................................. 16-23
16-18 Typical OAT Gage and Probe .............................................................................. 16-24
16-19 YAW Damp Switch.............................................................................................. 16-25
16-20 Stall Warning Transducer Vane............................................................................ 16-25
16-21 STALL WARN TEST Switch (Copilot’s Left Subpanel) .................................... 16-25
16-22 STALL WARN Heat Switch (Pilot’s Right Subpanel) ........................................ 16-26
16-23 Static Wicks ......................................................................................................... 16-26
TABLES
Table Title Page
16-1 CTL-22 COMM Control, Controls and Indications ................................................ 16-4
16-2 CTL-32 NAV/DME Control, Controls and Indications .......................................... 16-7
16-3 IND-42A/C DME Indicator, Controls and Indications ......................................... 16-10
16-4 CTL-62 ADF Control, Controls and Indications .................................................. 16-15
16-5 CTL-92 ATC Control, Controls and Indications................................................... 16-18
16-6 Airspeed Indicator Markings................................................................................. 16-27
CHAPTER 16
AVIONICS
INTRODUCTION
The Super King Air utilizes an avionics package which consists of, but is not limited
to, the navigation system, the weather radar system, the autoflight system, the stall
warning system, and the communication system.
COLLINS PROLINE II
AUDIO SYSTEM
General
The audio system consists of an audio control The audio control panel provides control over
panel, two flight compartment speakers with both transmission and reception of all com-
jacks for pilot and copilot headphones and munication and navigation equipment installed
microphones, dual audio amplifiers, a pas- in the airplane. ON–OFF switches, source se-
senger speaker amplifier, and an aural warn- lector switches and volume controls are pro-
ing tone generator. vided for pilot and copilot control of each
individual audio system (Figure 16-1).
AUTO COMM NAV MKR BCN DME COMM NAV MKR BCN DME AUTO
COMM 1 2 1 2 1 2 1 2 ADF 1 2 1 2 1 2 1 2 ADF COMM
SPEAKER OFF PILOT AUDIO OFF COPILOT AUDIO OFF OFF COPILOT
SWITCH AUDIO AUDIO PUSH HOT AUDIO COMM 2
SPEAKER
COMM 2
SPKR EMER VOICE B PAGING ON/OFF INTPH VOICE B INTPH SPKR
COMM 1 CABIN
SWITCH
COMM 1 CABIN O O
T T
VOL GND VOL
H COMM H
VO L OFF NORM RANGE RANGE OFF OFF VO L
PWR
DME MKR BCN
1 2 1 & 2
COPILOT
AVIONICS BY BEECHCRAFT MASTER
PILOT HI
VO VOLUME
MASTER SIDE- INTPH
VOL VOL
SIDE- INTPH
CONTROL
VOLUME TONE SENS L TONE SENS
LO
ENCD
CONTROL ALTM ANN COPILOTS
1 PUSH BRT
MICROPHONE
SELECTOR
DI SWITCH
2 M
PILOTS
MICROPHONE
SELECTOR PILOT
SWITCH INTERPHONE COPILOT
THRESHOLD POT DME VOLUME INTERPHONE SIDETONE
CONTROLS VOLUME HOT INTERPHONE VOLUME POT
PILOT PILOT NAV/ADF COPILOT
CONTROL ON/OFF SWITCH
SIDETONE *AUDIO AMPS VOICE/MORSE INTERPHONE
VOLUME POT BYPASS SWITCH FILTER SWITCH THRESHOLD POT
COPILOT NAV/ADF MARKER BEACON
VOICE/MORSE VOLUME CONTROL
*WHEN IN EMER POSITION THE FOLLOWING FILTER SWITCH
AUDIO ONLY BYPASSES THE AMP AND ALL
ARE MIXED TOGETHER: PASSENGER
COMM 1, COMM,2 SIDETONE 1, SIDETONE 2, ADDRESS MARKER BEACON
FlightSafety
AND AURAL WARNING INPUTS
VOLUME SENSE SWITCH
CONTROL
international
Figure 16-1. B200 Audio Panel Controls
FlightSafety
international
Moving the mode switch (Figure 16-2) to SQ For frequency selection and storing refer to
OFF and then adjusting the background noise Table 16-1.
level can help set the radio volume. After a
comfortable level has been established, re-
turn the mode switch to ON to return the Stuck MIC Protection
squelch back to normal.
Each time the Push-to-Talk (PTT) button is
Whenever a new frequency is selected in the pushed the microprocessor in the transceiver
active window, an ACT annunciator (com- starts a two-minute timer. If the transmitter is
pare annunciator) illuminates to indicate the still on at the end of two minutes the micro-
transceiver is changing frequencies and then processor turns it off. This protects the ATC
extinguishes after the process is complete. If channel from long-term interference.
it continues to flash, then the selected fre- Transmission is indicated by a TX annuncia-
quency on the CTL-22 is not the frequency tor on the CTL-22 control and continuous il-
being used by the transceiver. A recycling of lumination without pressing the PTT button
the frequency should be accomplished (veri- would indicate this malfunction (Figure 16-2
fying the ACT annunciator extinguishes) or the and Table 16-1). This annunciator should ex-
use of a different radio. tinguish at the two-minute time limit.
ACTIVE COMM
FREQUENCY
COMPARE
DISPLAY
ANNUNCIATOR
TRANSFER/
MEMORY
PRESET COMM
SWITCH
FREQUENCY
DISPLAY
TRANSMIT
ANNUNCIATOR
MEMORY
ANNUNCIATOR
FREQUENCY
SELECT
POWER AND KNOBS (2)
MODE SELECT
SWITCH
DIAGNOSTIC
ANNUNCIATOR
DIAGNOSTIC
CODE
HLD The HLD annunciator indicates the DME is in DME hold. In this mode it is
normally tuned to the frequency displayed in the active window at the time
of selection. After selecting hold, the upper window displays the NAV
frequency and the lower window displays the DME hold frequency. Tuning
of the active frequency can take place during this time. When completed,
the unit will always revert back to display of the DME hold frequency in the
lower window.
VOLUME CONTROL The volume control is concentric with the power and mode switch. It
controls only the NAV receiver volume.
POWER AND MODE SWITCH The NAV control power and mode switch contains three detented
positions. The positions are: OFF–ON–HLD.
The HLD position allows the NAV frequency to be changed but holds the
DME to the current active NAV frequency.
LIGHT SENSOR The built-in light sensor automatically controls the display brightness. The
ANN PUSH BRT control knob/push button can be used to override the
automatic dim controls and force the display to go to full bright.
XFR/MEM SWITCH This switch is a three-position, spring-loaded toggle switch. When moved to
the XFR position, the preset frequency is transferred up to the active
display and the NAV/DME retunes. The previously active frequency
becomes the new preset frequency and is displayed in the lower window.
When this switch is moved to the MEM position, one of the four stacked
memory frequencies is loaded into the preset display. Successive pushes
cycle the four-memory frequencies through the display (...2, 3, 4, 1, 2, 3....).
FREQUENCY SELECT KNOBS Two concentric knobs select the preset or active frequency displays. The
larger knob changes the two digits to the left of the decimal point in 1-MHz
steps. The smaller knob changes the two digits to the right of the decimal
point in 0.05-MHz steps. Frequencies roll over at the upper and lower
limits. The two frequency select knobs are independent of each other such
that the upper and lower limit rollover of the 0.1-MHz digit will not cause
the 1.0-MHz digit to change.
ACTIVE VOR/LOC
COMPARE FREQUENCY
ANNUNCIATOR DISPLAY
PRESET VOR/LOC
FREQUENCY
DISPLAY
TRANSFER
/MEMORY
SWITCH
MEMORY
ANNUNCIATOR DME HOLD
V ANNUNCIATOR
POWER AND FREQUENCY
MODE SELECT SELECT
SWITCH KNOBS (2)
No. 2 DME
No. 1 DME DME AUDIO VOLUME
AUDIO VOLUME 1 2
VOL VOL
ENCD
ALTM
1
DISPLAY
GROUND SPEED
DISTANCE DISPLAY TIME TO STATION
STATION IDENT
X8
18.8.8. 8
1 2 3
X8
X8X
WPT NM HLD KT MIN ID
DISPLAY
ANNUNCIATORS
DISTANCE
LABEL
LIGHT SENSOR
18.8.8. 8
1 2 3
X8X8
X8X
WPT NM HLD KT MIN ID
CH SEL PWR
COLLINS
CHANNEL
SWITCH
POWER
(1, 2, 3)
SWITCH
SELECTOR SWITCH
(KT, MIN, OR ID)
CONTROL/INDICATOR FUNCTION/DESCRIPTION
NUMERIC DISPLAY The numeric display presents the NM (distance) and diagnostic code.
ALPHANUMERIC DISPLAY The alphanumeric display presents the KT (velocity), MIN (time-to-station), ID
(2-, 3-, or 4-letter station identifier), and diagnostic identifier.
POWER (PWR) SWITCH The latching push-on/push-off PWR switch controls the power applied to the
IND-42.
MODE SELECTOR (SEL) SWITCH The non latching pushbutton SEL switch selects the information to be displayed
ALPHANUMERIC in the display. (When power is initially applied, NM (distance) is shown in the
numeric display and ID (DME station identifier) is shown in the alphanumeric
display.) Pressing the SEL switch will sequentially select KT (velocity), MIN
(time-to-station), and ID (2-, 3-, or 4-letter station identifier).
KT, MIN, and ID are shown in the alphanumeric display and NM (distance) is
continuously shown in the numeric display, provided the DME is locked on a
signal.
CHANNEL (CH) SWITCH The momentary pushbutton CH switch sequentially selects the information from
(IND-42A ONLY) the next DME channel and lights the appropriate channel annunciator 1, 2, or 3.
The copilot’s IND-42C will always power up on channel 2
ANNUNCIATORS The annunciators provide an indication of which DME channel is selected,
system operational information, and units of measure. The following list
describes the annunciators.
ANNUNCIATOR DESCRIPTION
will show the DME identifier (2-, 3-, or 4-let- A HOLD function is provided on the NAV power
ter identifier). This information can be altered and mode switch (Figure 16-4) and allows se-
to show the ID, KT (velocity) and MIN (time- lection of a different NAV frequency without
to/from station) through repeated pushes of the changing DME stations (e.g., flying with an
SEL button (Figure 16-5 and Table 16-3). ILS frequency tuned in the active selection but
using the DME from a VOR). To operate in the test sequence. During the self test, the upper
HOLD mode, first select the desired DME sta- and lower displays modulate from minimum
tion and then move the power and mode switch to maximum lighting intensity to indicate the
to HOLD. The frequency being held will appear self test is in progress. The DME will be placed
in the preset window. The CTL-32 and DME in- in self test at the same time.
dicator will now show HLD in the annunciator
section as a reminder of the HOLD selection.
(KT and MIN can be selected on the DME in- VOR Self Test
dicator during HOLD operations; however, the
Select a VOR frequency on the CTL-32 NAV
indicator will default to ID after five seconds.)
control. (108.20 MHz will do. A specific fre-
Although, the preset frequency is showing the
quency is not required for test.) A signal on the
“held” station, any previously selected fre-
frequency will not interfere with the self test.
quency still remains in memory and a movement
of the XFR/MEM switch to XFR will move that • Select VOR-1 or -2 (as required) as the
preset frequency to the active window. If fre- active course sensor on the EHSI.
quency selection is done by a movement of the
frequency select knobs, only the active win- • Rotate the Course Select knob to ap-
dow will change. To return to preset frequency proximately 0°.
selection the power and mode switch must be • Push and hold the TEST button on the
turned to ON. Frequencies can still be retrieved CTL-32.
from the memory during HOLD operations as
discussed in Table 16-2. • The active course sensor VOR1 or 2
annunciator on the EHSI will turn red.
In a dual DME installation the copilot’s indi- • After approximately two seconds, the
cator will usually allow selection of different VOR1 or 2 annunciator will turn green,
DME channels. By repeatedly pushing the CH the EHSI lateral deviation bar will ap-
button, these channels can be cycled. The cur- proximately center, and a TO indication
rent selected option will be indicated on the will appear. The RMI pointers con-
display as 1, 2, or 3 (Figure 16-5). A typical nected to the VIR-32 will indicate ap-
installation of channel usage is shown in Figure proximately 0° magnetic bearing.
16-6. If the pilot does not have channel se- • Release the TEST button. (The VIR-32
lection then channel 1 is the default indication. will return to normal operation after ap-
proximately 15 seconds, even if the
Self Test TEST button is held.)
CH
DME 2
1 - NAV 1 ACTIVE CH
2 - NOT USED 1 - NOT USED
3 - NAV 1 PRESET 2 - NAV 2 ACTIVE
NAV 1 NAV 2
ACT ACT 3 - NAV 3 PRESET
1 2 3 DME 2
PRE PRE
1 2 3 DME 1
ILS (Localizer and Glideslope) • Read the distance to the station on the
IND-42A/C and the left side of the EHSI
Self-Test display. Verify the station ID next to the
Select a localizer frequency on the CTL-32 distance display.
NAV control. (108.10 MHz will do. A specific
frequency is not required for test.) NOTE
• Select LOC1 or 2 (as required) as the ac- The DME can require at least 30 sec-
tive course sensor on the EHSI. onds, and as much as two minutes, to
properly decode the station ident.
• Push and hold the TEST button on the
CTL-32.
• The active course sensor LOC1 or 2 • On the CTL-32, push TEST. On the IND-
annunciator on the EHSI will turn red 42 the following happens:
and the red GS flag will come into view. • Initially the IND-42A/C display mod-
• After approximately three seconds, ulates in intensity between maximum
the LOC1 or 2 annunciator will turn and minimum brightness.
green and the GS flag will go out of • LH display on IND-42A/C shows a
view, the EHSI lateral deviation bar test distance of 100.0(nm). After about
will deflect right approximately two- 10 seconds, the RH display shows an
thirds of full scale, and the glides- AOK (Figure 16-7).
lope pointer will deflect down
approximately two-thirds of full scale. • Listen to DME audio and note that
audio is a Morse code A O K
• Release the TEST button. (The VIR-32 (• – – – – – • –).
will return to normal operation after ap-
proximately 15 seconds, even if the • Push SEL to annunciate KT and read
TEST button is held.) 100 (knots) in RH window.
NOTE
Marker Beacon Self-Test
If the 10-second self test expires be-
The marker beacon assembly is tested auto- fore reaching this point, select TST
matically when the TEST button on the CTL- again and continue with the test.
32 is pushed and either a VOR or localizer
frequency is selected. For No. 1 NAV receiver
proper operation of the marker beacon as- If there are any detected faults in the system on
sembly is indicated by all three-marker an- the IND-42A/C a diagnostic code will appear
nunciators on the EADI cycling through in in place of the AOK display (Figure 16-7). The
order. For No. 2 NAV receiver the indication EFIS display will only show dashes for a fault.
will be the three marker annunciators flick-
ering at 30Hz. In addition, a tone will also be The diagnostic routines are intended as an ex-
present in the marker beacon audio output. tension of the self-test capability. The opera-
tor should first observe the deviation indicators
and associated flags for the proper self-test re-
DME Self Test sponses. If an out-of-limit condition exists,
• Turn power on to the DME, NAV, and then the problem may be verified in more de-
EFIS systems. tail by the diagnostics.
• Ensure that VOR or LOC is selected as For the first two or three seconds immediately
the NAV source on the HSI. after the TEST button on the CTL-32 is pushed,
• On the CTL-32, select ON. Use the fre- a two-digit diagnostic code may be displayed
quency select knobs and select the fre- in the lower window based on the conditions ex-
quency for any DME or VORTAC station isting immediately before the TEST button was
that is within range. pushed. Four dashes will be displayed along
FLAG
ANNUNCIATOR
2
DIAGNOSTIC
CODE
ACTIVE ADF
FREQUENCY
COMPARE DISPLAY
ANNUNCIATOR
TRANSFER/
PRESET ADF MEMORY
FREQUENCY SWITCH
DISPLAY
FREQUENCY
MEMORY
SELECT
ANNUNCIATOR
KNOBS (2)
POWER AND
MODE SELECT
ACTIVE TUNE
SWITCH
BUTTON
(ACTIVE TUNING/
NAV VOLUME PRESET TUNING)
CONTROL
LIGHT TEST MEMORY
SENSOR BUTTON STORE
BUTTON
CONTROL/INDICATOR FUNCTION/DESCRIPTION
ACTIVE FREQUENCY DISPLAY The active frequency; the frequency to which the ADF-60A is tuned. In self-test
mode and if an out-of-tolerance condition is detected, the word “dIAG” is
displayed in the upper window while the diagnostic code is displayed in the
lower window.
PRESET FREQUENCY The preset frequency is displayed in the lower window. In self-test mode and if
DISPLAY an out-of-tolerance condition is detected, the diagnostic code is displayed in
the lower window.
COMPARE ANNUNCIATOR ACT momentarily illuminates when frequencies are being changed. If the ACT
annunciator continues flashing, the receiver is not tuned to the displayed
active frequency.
ANNUNCIATORS
The ADF control contains a MEM (memory) annunciator. The MEM
annunciator illuminates whenever a frequency is displayed in the lower window
VOLUME CONTROL The volume control, is concentric with the power and mode switch and
controls ADF audio volume.
LIGHT SENSOR The built-in light sensor automatically controls the display brightness. The ann
push brt control knob/push button can be used to override the automatic dim
controls and force the display to go to full bright.
POWER AND MODE SWITCH The power and mode switch contains four detented positions.
OFF The OFF position interrupts system power ( Turns the ADF off). Selecting ANT,
ADF, or TONE applies power to the ADF system and establishes the system
mode of operation.
ANT In ANT mode, the ADF receiver functions as an aural receiver, providing only
an aural output of the received signal
TONE TONE mode provides a 1000-Hz aural output tone when a keyed CW signal is
being received.
XFR/MEM SWITCH This switch is a 3-position, spring-loaded toggle switch. When moved to the
XFR position, the preset frequency is transferred up to the active display and
the ADF-60 retunes. The previously active frequency becomes the new preset
frequency and is displayed in the lower window. When this switch is moved to
the MEM position, one of the four stacked memory frequencies is loaded into
the preset display. Successive pushes to the MEM position cycles the four
memory frequencies through the display (...2, 3, 4, 1, 2, 3....). The frequency
that was in the preset window is:
CONTROL/INDICATOR FUNCTION/DESCRIPTION
TUNING Normally, tuning is accomplished by entering a frequency into the preset
window and then either storing that frequency in memory (STO) or entering it
into the active window (XFR) to tune the receiver. An alternate method is to
press the ACT button for at least 2 seconds (this gives direct tuning access to
the upper window) and insert the desired frequency directly into the active
window.
FREQUENCY SELECT KNOBS Two concentric knobs control the preset or active frequency displays. The
larger knob changes the 1000’s and 100’s kHz digits. The smaller knob
changes the 10’s, units, and tenths kHz digits. Each detent of the larger knob
changes the frequency in 100-kHz steps. Each detent of the smaller knob
changes the frequency in 1-kHz steps with the exception that the first two
detent positions following a change in rotational direction will cause a 0.5-kHz
change. Rapid rotation of the smaller knob will cause frequency changes
greater than 1 kHz as a function of the rate of rotation. Frequencies roll over
at the upper and lower limits. The two frequency select switches are
independent of each other such that the upper and lower limit rollover of the
10-kHz digit will not cause the 100-kHz digit to change.
ACT BUTTON
Push the ACT button for approximately 2 seconds to directly change the
active display window with the frequency select knob. The bottom window
will display dashes. Push the ACT button a second time for about 2 seconds
to return the control to the normal 2-display tune/preset mode of operation.
The active tuning feature is not affected by power removal. If active tuning is
selected (one push of the ACT button) and power is removed from the
control, active tuning will still be enabled the next time power is reapplied to
the control.
STO BUTTON The STO button allows up to four preset frequencies to be selected and
entered into the control’s nonvolatile memory. To store a frequency, simply
toggle the MEM switch until the upper window displays the desired channel
number (CH 1 through CH 4), rotate the frequency select knobs until the
lower window displays the frequency to be stored, and press the STO button
twice within 5 seconds. After approximately 5 seconds, the control will return
to the normal 2-display tune/preset mode of operation.
TEST BUTTON Push the TEST button to initiate the radio self-test routine. Self-test is active
only while the TEST button is pushed. The display modulate in intensity while
the TEST button is pushed.
DIAGNOSTIC
ANNUNCIATOR
DIAGNOSTIC
CODE
ENCODING
ALTIMETER
SOURCE SELECT
SWITCH
COMPARE
ANNUNCIATOR
NO. 1 OR NO. 2
SELECT SWITCH
ACTIVE CODE
DISPLAY
IDENT TRANSPONDER REPLY
DISPLAY ANNUNCIATOR
(DISPLAYED WHEN
IDENT BUTTON USED) CODE
SELECT
POWER AND KNOBS (2)
MODE SELECT
SWITCH PRESET
TEST IDENT
LIGHT BUTTON
BUTTON BUTTON
SENSOR
CONTROL OR
FUNCTION/DESCRIPTION
DISPLAY
The ATC code (code with which the active transponder replies) and diagnostic
UPPER DISPLAY WINDOW messages are displayed in the upper display window. During normal operation, the
CTL-92 has only a single display (the transponder code) shown in the upper window.
The lower display window is normally blank. It is active only during self test. If a
LOWER DISPLAY WINDOW fail/warn condition is detected, dIAG will be displayed. Press the TEST button to
view the diagnostic code.
ACT momentarily illuminates when codes are being changed. If ACT flashes, the
COMPARE ANNUNCIATOR
actual reply code is not identical to the code shown in the active code display.
The ON position deletes the altitude code and is normally used when requested by ATC.
1/2 SWITCH The 1/2 switch selects which of two transponders is active.
The built-in light sensor automatically controls the display brightness. The ANN
LIGHT SENSOR PUSH BRT control knob/push button can be used to override the automatic dim
controls and force the display to go to full bright.
Two concentric knobs control the active code display. The larger knob changes the
two more significant digits, and the smaller knob changes the two less significant
digits. The less significant digit is incremented or decremented for each detent of
the smaller knob if the knob is slowly turned. Rapid rotation of either knob will cause
CODE SELECT KNOBS changes proportional to the rate of rotation. Rollover of the less significant digits will
occur at 0 and 7, and will cause the more significant digits to be incremented or
decremented. The left two digits and the right two digits are independent of each
other. The various codes used for normal operation are listed in the Aeronautical
Information Manual. Codes 7600 or 7700 are selected for in-flight emergency
operation and will be annunciated by the codes flashing in the active code display
for a couple of seconds before transmission begins.
Push and hold the PRE button while turning the code select knobs to select a
PRE BUTTON preset code for storage. The preset code will be stored in nonvolatile memory and
can be recalled by momentarily pressing the PRE button again.
The IDENT button causes the transponder to transmit a special identification
IDENT BUTTON pattern that is displayed on the ground controller’s radar scope. This button should
be pushed only when you are requested to “squawk ident” by the ground controller.
CONTROL OR
FUNCTION/DESCRIPTION
DISPLAY
TEST BUTTON Push theTEST button to initiate the radio self-test routine. In dual version units, the
1/2 switch determines which transponder responds to the test command.
ENCODING ALIMETER This switch selects which altimeter, the pilot’s (ALTM1) or copilot’s (ALTM2), will
SELECT SWITCH provide encoding altimeter information to the transponders.
SELF-TEST DISPLAY
During self test, the active code display intensity will modulate from minimum to
maximum. If the transponder is functioning properly and an altitude encoder is
NO FAILURE connected to the CTL-92 and operating, AL will be displayed in the upper window
and the altitude in thousands of feet in100-foot increments will be displayed in the
lower window.
If an out-of-tolerance condition is detected, the upper window shows the word
FAILURE
DIAG while the lower window shows a two-character diagnostic code.
ALTITUDE DIAGNOSTIC
ANNUNCIATOR ANNUNCIATOR
CURRENT AIRCRAFT
ALTITUDE IN 100FT DIAGNOSTIC
INCREMENTS CODE
DIAGNOSTIC
ANNUNCIATOR
ELT ANTENNA
(RIGHT SIDE OF FIN)
COMM No. 1 ANTENNA
GPS ANTENNA
VOR/LOC ANTENNA
(LEFT & RIGHT SIDE)
16-21
FlightSafety international
TO COPILOT'S
INSTRUMENTS
PILOT'S ALTERNATE
STATIC AIR
PILOT'S STATIC AIR
SOURCE CONTROL VALVE
(VALVE IN "NORMAL" POSITION)
COPILOT'S PITOT PILOT'S STATIC AIR
COPILOT'S STATIC AIR
A
PILOT'S ALTERNATE
STATIC AIR
TO COPILOT'S INSTRUMENTS
TO PILOT'S INSTRUMENTS PILOT'S STATIC
AIR SOURCE
PILOT'S PITOT NORMAL ALTERNATE
DRAIN
ADS-65
AUTOPILOT
AIR ASI
DATA DRAIN DRAIN
SENSOR ALTERNATE
STATIC
ALTERNATE PORT
IVSI STATIC PNEUMATIC
SELECTOR PRESSURE
VALVE
PPI
APC-65
AUTOPILOT CABIN
COMPUTER ALT PRESSURE
CDPI
ALT
LEGEND MANIFOLD MANIFOLD
PILOT'S PITOT
ALT = ALTIMETER
COPILOTS PITOT DRAIN IVSI = INSTANTANEOUS VERTICAL SPEED
PILOTS STATIC ADC-85 INDICATOR
IVSI ASI = AIRSPEED INDICATOR
COPILOTS STATIC AIR DATA
COMPUTER PPI = PNEUMATIC PRESSURE INDICATOR
ALTERNATE STATIC CDPI = CABIN DIFFERENTIAL PRESSURE
ELECTRIC SIGNAL INDICATOR
ASI
Figure 16-15. Pitot Mast Location Figure 16-17. Pilot’s Static Air Source
Valve Switch
The normal static system provides two sepa-
of the rear pressure bulkhead from inside the
rate sources of static air: one for the pilot’s
unpressurized area of the fuselage.
flight instruments and one for the copilot’s
flight instruments. Each of the two static air
lines open to the atmosphere through two static WARNING
ports (Figure 16-16) on each side of the aft
fuselage. The pilot’s airspeed and altimeter nor-
mal indications are changed when the
An alternate static air line is also provided for alternate static air source is in use.
the pilot’s flight instruments. In the event of Refer to the Airspeed Calibration-
a failure of the pilot’s normal static air source, Alternate System, and the Altimeter
which could be caused by ice accumulations Correction Alternate System graphs
obstructing the static ports (the static ports in the Flight Manual (Performance
are not heated), the alternate static source may Section) for operation when the alter-
be selected by lifting the spring-clip retainer nate static air source is in use. (The ver-
off the PILOT’S STATIC AIR SOURCE valve tical speed indicator is also affected,
switch (Figure 16-17), located under the copi- but no correction table is available.)
lot’s right side circuit-breaker panel, and plac-
ing the switch in the ALTERNATE position.
This connects the alternate line to the pilot’s When the alternate static air source is not re-
flight instruments only. It obtains static air aft quired, the pilot should ensure the PILOT’S
STATIC AIR SOURCE valve switch is held in
the NORMAL (forward) position by the
spring-clip retainer.
HDG
YAW
ALT
COLLINS
YAW
L R
Figure 16-20. Stall Warning
DN
YAW AP
SR Transducer Vane
ENG ENG
I/20
UP The system has preflight test capability through
the use of the STALL WARN TEST switch
(Figure 16-21) on the copilot’s left subpanel.
This switch, held in the TEST position, raises
Figure 16-19. YAW Damp Switch the transducer vane, which actuates the warn-
ing horn for preflight test purposes.
STALL WARNING In the ICE group located on the pilot’s right
SYSTEM subpanel, a STALL WARN switch (Figure
16-22) controls electrical heating of the trans-
ducer vane and mounting plate.
WARNING
COMMUNICATION
SYSTEM
STATIC DISCHARGING
DESCRIPTION
A static electrical charge, commonly referred
to as “P” (precipitation static), builds up on
the surface of an airplane while in flight and
causes interference in radio and avionics
equipment operation. The charge is also dan-
gerous to persons disembarking after land-
ing, as well as to persons performing
maintenance on the airplane. Fifteen static
Figure 16-22. STALL WARN Heat Switch wicks (Figure 16-23) are installed on the trail-
(Pilot’s Right Subpanel) ing edges of the flight surfaces and the wing
tips. The wicks aid in the dissipation of the
electrical charge. Nineteen are installed and
only three may be broken or missing.
LIMITATIONS AUTOPILOT
Refer to the applicable FAA-approved Flight
AIRSPEED INDICATOR M a n u a l s u p p l e m e n t f o r FA R P a r t 9 1
Operational Limitations for the autopilot.
Refer to Table 16-6 for airspeed indicator Except for minimum altitude, refer to the same
limitations. supplement for limitations imposed by FAR
Part 135, Operations, which establishes these
OUTSIDE AIR TEMPERATURE two limitations as well:
GAGE 1. Enroute—500 feet above terrain is mini-
Do not operate the airplane when the outside mum altitude.
air temperature is beyond the following limits:
2. Coupled Approach—Observe decision
• Minimum limit at all altitudes is –53.9°C height (DH) or minimum descent altitude
(–65.02°F) for Super King Air 200 and (MDA).
–60°C (–76°F) for Super King Air B200.
• Maximum limit as follows:
1. Sea level to 25,000 feet—ISA +37°C
2. Above 25,000 feet—ISA + 31°C
NARROW WHITE ARC 102 to 144 99 to 146 Lower limit is the stalling speed (VS) at
†102 to 155 †99 to 157 maximum weight with Flaps Up (0%) and
idle power. Upper limit is the maximum
speed permissible with flaps extended
beyond approach (more than 40%).
BLUE LINE (ALL AIRPLANES) 122 121 One engine-inoperative best rate of
climb speed.
QUESTIONS
1. What is the purpose of the static wicks? 6. Collins Proline II—The ACT annuncia-
A. To dissipate static electricity tor on the COMM radios:
B. To collect static electricity A. Indicates a malfunction with the ra-
C. To function as an aerodynamic aid dios if it extinguishes.
D. To dissipate lightning strikes B. Illuminates only during the self test.
C. Illuminates only when both radios are
tuned to the same frequency.
2. What is the minimum number of static D. Indicates the transceiver is changing
wicks required for the Super King Air? frequencies.
A. 20
B. 25
7. Collins Proline II—The AUTO-COMM
C. 15 switch:
D. 16
A. Allows the NAV radios to automati-
cally identify the frequency when
3. What instrument does the right pitot mast within range.
supply? B. Allows reception of currently selected
A. Copilot’s airspeed indicator COMM radio without moving its se-
lect switch.
B. Air data command display
C. Only operates during the AUDIO-
C. Pilot’s airspeed indicator EMERG mode.
D. Air data computer D. Should always be selected for proper
COMM radio operation.
4. When is the yaw damper required?
A. Above 20,000 feet 8. Collins Proline II—To get proper bearing
B. 20,000 feet or above information from the ADF, the selector
C. 17,000 feet or above should be on:
D. Above 17,000 feet A. ADF or ANT
B. ADF only
C. ANT only
5. Collins Proline II—The GND COMM
PWR button is used to: D. None of the above
A. Speak to line personnel while push-
ing/towing the aircraft. 9. Collins Proline II—The two transponders:
B. A c t i v a t e t h e r a d i o s w h i l e o n t h e A. Get information from different en-
ground. coding altimeters.
C. Communicate through COMM 1 while B. Are both replying to ATC at all times.
the battery switch is off. C. Operate independently and must be se-
D. Provide a backup should the main lected on the transponder control.
radio power fails. D. Always get altimeter information from
the pilot’s side.
10. C o l l i n s P r o l i n e I I — T h e D M E H o l d
function:
A. Is indicated by the annunciator HLD
on the NAV radio.
B. Operates only on the pilot’s side.
C. Eliminates the use of any previously
stored frequencies.
D. Is not possible when an ILS frequency
has been tuned in the active window.
CHAPTER 17
MISCELLANEOUS SYSTEMS
CONTENTS
Page
INTRODUCTION................................................................................................................. 17-1
OXYGEN SYSTEMS ........................................................................................................... 17-1
Manual Plug-In System ................................................................................................. 17-4
Autodeployment System................................................................................................ 17-4
TOILET ................................................................................................................................. 17-8
RELIEF TUBES.................................................................................................................... 17-8
QUESTIONS....................................................................................................................... 17-10
ILLUSTRATIONS
Figure Title Page
17-1 Oxygen System Diagram (BB-1439, 1444 and Subsequent)................................. 17-2
17-2 Oxygen System Diagram (Prior to BB-1444, Except 1439).................................. 17-3
17-3 Oxygen Mask Stowed ............................................................................................ 17-4
17-4 O2 Mask Selector (BB-1439, 1444 and After—Puritan Bennett) ......................... 17-5
17-5 O2 Mask Selector (Prior to BB-1444, Except 1439) ............................................. 17-5
17-6 First Aid Mask Access Panel ................................................................................. 17-6
17-7 Oxygen System Push-Pull Handles (BB-1439, 1444 and Subsequent) ................ 17-6
17-8 Oxygen System Push-Pull Handles (Prior to BB-1439) ....................................... 17-6
17-9 Oxygen Bottle and Shutoff Valve ......................................................................... 17-6
17-10 Oxygen System Annunciators ............................................................................... 17-7
17-11 Passenger Oxygen Mask Deployed ....................................................................... 17-7
17-12 Oxygen Available with Partially Full Bottle .......................................................... 17-8
17-13 Toilet ...................................................................................................................... 17-8
17-14 Relief Tube............................................................................................................. 17-9
TABLES
Table Title Page
17-1 Average Time of Useful Consciousness................................................................. 17-5
17-2 Oxygen Duration—200 and B200 ......................................................................... 17-9
CHAPTER 17
MISCELLANEOUS SYSTEMS
INTRODUCTION
The miscellaneous systems include the oxygen system, toilet, and the relief tubes.
OXYGEN SYSTEMS
The Super King Air has two oxygen systems SLPM (Standard Liters Per Minute). The di-
available: luter-demand crew mask is the only excep-
tion when used in the 100% mode. For
1) A plug-in system for SNs BB-2 through computation purposes, each diluter-demand
BB-54, and crew mask being used in the 100% mode counts
as two masks at 3.7 SLPM.
2) An automatic deployment system for SNs
BB-55 and subsequent, including the B200 On the Super King Air B200, the oxygen sys-
(Figures 17-1 and 17-2). tems are based on an adequate flow for an al-
titude of 35,000 feet. The duration chart and
On the Super King Air 200, these systems are masks are based on a flow rate of 3.9 LPM-
based on an adequate flow for an altitude of NTPD (Liters Per Minute-Normal Temperature
31,000 feet. The Oxygen Duration Chart in the Pressure Differential). The diluter demand
Flight Manual and the masks are based on 3.7 crew masks are an exception also, and com-
D A
CONSOLE DILUTER DEMAND
PULL ON SYSTEM CREW MASK
READY CONTROL
PASSENGER MANUAL
OVERRIDE HANDLE
CABLE
B
DETAIL D DETAIL A
PASSENGER MANUAL
OVERRIDE SHUTOFF
VALVE
SOLENOID
OFF
OXYGEN ON
PRESSURE GAGE FILL VALVE
DETAIL C
BAROMETRIC
PRESSURE CONTROL
PASSENGER 2 MASK OUTLET SWITCH CABLE
(TYPICAL 5 PLACES)
DETAIL B
OPTIONAL OXYGEN MASK OXYGEN PRESSURE
CONTAINER, LINES AND SENSE SWITCH
OUTLET FOR FOLD-UP SEATS
PASSENGER SINGLE MASK OUTLET
LEGEND
HIGH PRESSURE LINE
C
LOW PRESSURE LINE PRESSURE REGULATOR
AND SHUTOFF VALVE
CONTROL CABLE
FLEXIBLE HOSE
A ON
IN
LEGEND OUT
OFF
HIGH PRESSURE LINE
LOW PRESSURE LINE
CONTROL CABLE
BAROMETRIC
FLEXIBLE HOSE PRESSURE DETAIL A
SWITCH
EN
OXYG HARGE
PREC
OXYGEN PRESSURE
FILL VALVE
GAGE
DETAIL B
OPTIONAL OXYGEN MASK
CONTAINER, LINES AND OXYGEN PRESSURE
OUTLET FOR FOLD-UP SEATS SENSE SWITCH
B NOTE:
BB-55-309, 311–342, 344–382,
384–414, 417 AND 419 HAVE ONLY
PRESSURE REGULATOR THREE PASSENGER MASK
AND SHUTOFF VALVE OUTLETS WITH THREE
LATERALLY-PLACED MASKS
APIECE. (PRIOR TO BB-55, IT IS
THE SAME WITH THE OPTIONAL
AUTODEPLOYMENT SYSTEM.)
putation is identical with that used on the firmly and then turning clockwise one-quar-
Super King Air 200. At cabin altitudes above ter turn easily connects the masks. Reversing
20,000 feet, the 100% mode is required. this procedure unplugs the mask.
WARNING
12,000-18,000 feet ............. 30 minutes or more Figure 17-5. O2 Mask Selector (Prior to
BB-1444, Except 1439)
aid oxygen mask located in the toilet area. next to the PULL ON–SYS READY handle in
The first aid mask is actuated by manually the overhead panel; Figure 17-8). Both are op-
opening the overhead access panel (Figure erated the same way. Pushing in the handle
17-6) marked FIRST AID OXYGEN–PULL deactivates the selected function, while pulling
and opening the on-off valve inside the box. out the handle actuates the desired function.
There is a placard which reads: NOTE: CREW
SYS MUST BE ON to remind the user that the
PULL ON–SYS READY handle in the cock-
pit must be armed before oxygen flows through
the first aid mask.
OXYGEN DURATION—200
CYLINDER NUMBER OF PEOPLE USING
VOLUME 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15
CU FT DURATION IN MINUTES
22 150 72 48 36 30 24 21 18 16 15 13 12 11 10 *
49 336 168 108 84 66 54 48 42 37 33 30 27 25 24 22
64 438 216 144 108 84 72 60 54 48 43 39 36 33 31 28
76 552 261 173 130 104 87 74 66 57 52 47 43 40 37 34
115 792 396 264 198 158 132 113 99 88 79 72 66 60 56 52
OXYGEN DURATION—B200
CYLINDER NUMBER OF PEOPLE USING
VOLUME 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17
CU FT DURATION IN MINUTES
22 143 71 47 35 28 23 20 17 15 14 13 11 11 10 * * *
49 320 160 106 80 64 53 45 40 35 32 29 26 24 22 21 20 18
66 431 215 143 107 86 71 61 53 47 43 39 35 33 30 28 26 25
76 496 248 165 124 99 82 70 62 55 49 45 41 38 35 33 31 29
115 751 375 250 187 150 125 107 93 83 75 68 62 57 53 50 46 44
NOTE
The relief tubes are for use during
flight only.
QUESTIONS
1. Where are the crew oxygen masks stowed 5. At what cabin-pressure altitude will the
in the autodeployment system (Serial Nos. autodeployment system operate?
BB-55 and subsequent and the B200)? A. 10,500 feet
A. In the side panels B. 12,500 feet
B. In the overhead C. 20,000 feet
C. Under the pilot and copilot seats D. 31,000 feet
D. On the aft partition, outboard and
behind the crew seats
6. What opens the mask dispenser doors
during automatic deployment of the pas-
2. Where are the crew oxygen outlets senger oxygen masks?
located in the manual plug-in system A. Pneumatically-operated solenoid
(Serial Nos. BB-2 through BB-54)?
B. Electrically-operated solenoid
A. On the forward cockpit sidewalls C. Oxygen pressure in the supply line
B. In the overhead D. R e l e a s e o f m e c h a n i c a l l o c k s b y
C. Under the crew seats pulling the PASSENGER MANUAL
D. On the pedestal O’RIDE handle
3. When do the crew diluter-demand, quick- 7. When selected to the 100% mode, the
donning masks deliver oxygen? number of crew masks in use should be
A. At all times for computing oxygen duration.
B. Upon exhalation A. Counted once
C. Upon inhalation B. Tripled
D. When the hose is plugged-in C. Halved
D. Doubled
4. Why must the PULL ON–SYS READY
handle be pulled out, prior to flight, arm- 8. When should the sliding-knife valve on
ing the system? a Monogram toilet be open?
A. I n c a s e o f o x y g e n b o t t l e l i n k a g e A. At all times except when actually ser-
freeze-up vicing the unit
B. To prevent oxygen mask icing B. At all times including when servicing
C. To prevent fill valve freeze-up the unit
D. To deenergize the barometric pres- C. Only when servicing the unit
sure switch D. Only when in actual use
CHAPTER 18
WEIGHT AND BALANCE/
PERFORMANCE
CONTENTS
Page
INTRODUCTION................................................................................................................. 18-1
SYMBOLS, ABBREVIATIONS, AND TERMINOLOGY ................................................. 18-1
General Airspeed Terminology...................................................................................... 18-1
Meteorological Terminology ......................................................................................... 18-3
Power Terminology........................................................................................................ 18-3
Control and Instrument Terminology ............................................................................ 18-4
Graph and Tabular Terminology.................................................................................... 18-4
Weight and Balance Terminology.................................................................................. 18-5
WEIGHT AND BALANCE.................................................................................................. 18-6
Weight and Balance Computation ................................................................................. 18-6
PERFORMANCE.................................................................................................................. 18-9
QUESTIONS....................................................................................................................... 18-16
ILLUSTRATIONS
Figure Title Page
18-1 Basic Empty Weight and Balance Form ................................................................ 18-7
18-2 Weight and Balance Loading Form........................................................................ 18-8
18-3 Loading Data (Passenger) ...................................................................................... 18-9
18-4 Cabin Loading...................................................................................................... 18-10
18-5 Loading Data Cargo Configuration...................................................................... 18-11
18-6 Density Variation of Aviation Fuel ...................................................................... 18-12
18-7 Useful Load Weights and Moments Usable Fuel................................................. 18-13
18-8 Moment Limits vs. Weight................................................................................... 18-14
18-9 Moment Limits vs. Weight with CG.................................................................... 18-15
CHAPTER 18
WEIGHT AND BALANCE/
PERFORMANCE
CARGO
FUEL
INTRODUCTION
It is the responsibility of the airplane operator to ensure the airplane is properly loaded.
At the time of delivery, the manufacturer provides the necessary weight and balance data
to compute individual loading. All subsequent changes in airplane weight and balance
are the responsibility of the airplane owner and/or operator. Weight and balance com-
putation and considerations are covered in the first portions of this chapter.
Information in this chapter begins with a list of symbols, abbreviations, and terminol-
ogy. The weight and balance covers loading a typical airplane and uses data to complete
a typical computation. Additional information is provided in the airplane flight manual.
Maximum Cruise Power—Is the highest power Propeller Governor—This governor will main-
rating for cruise and is not time limited. tain the selected speed requested by the pro-
peller control lever, except on reverse selection
Propeller Ground Fine—Propeller ground fine where the power lever interconnection to the
operation is used to provide deceleration on integral pneumatic area of the governor will
the ground during landing and accelerate-stop select a lower speed. The pneumatic area dur-
conditions by taking advantage of the maxi- ing normal selection will act as an overspeed
mum available propeller drag without creat- limiter.
ing negative thrust.
Torquemeter—The torquemeter system de-
Reverse—Reverse thrust is obtained by lift- termines the shaft output torque. Torque val-
ing the Power Levers and moving them aft of ues are obtained by tapping into two outlets
the Beta range. on the reduction gear case and recording the
differential pressure from the outlets. The re-
SHP—Shaft Horsepower. lationship between torquemeter pressure and
propeller shaft power is shown in the LIMI-
Takeoff Power—Is the maximum power rat- TATIONS section. Instrument readout is in
ing and is limited to a maximum of five min- foot-pounds.
utes operation. Use of this rating should be
limited to normal takeoff operations and emer-
gency situations. GRAPH AND TABULAR
TERMINOLOGY
CONTROL AND INSTRUMENT Accelerate-Go—The distance to accelerate to
TERMINOLOGY Takeoff Decision Speed (V 1 ), experience an
engine failure, continue accelerating to lift-off
Condition Lever (Fuel Shutoff Lever)—The speed (V LOF ) then climb and accelerate in
fuel shutoff lever actuates a valve in the fuel order to achieve Takeoff Safety Speed (V 2 ) at
control unit, which controls the flow of fuel 35 feet above the runway.
at the fuel control outlet and regulates the idle
range from Low to High Idle. Accelerate-Stop—The distance to accelerate
to Takeoff Decision Speed (V 1) and stop, using
ITT (Interstage Turbine Temperature)—Eight brakes and propeller reversing on the opera-
probes wired in parallel indicate the tem- tive engine. V 1 speed is equal to the takeoff
perature between the compressor and power rotation speed (V R ).
turbines.
AGL—Above Ground Level.
N 1 Tachometer (Gas Generator RPM)—The
tachometer registers the rpm of the gas gen- Best Angle-of-Climb Speed—The best angle-
erator with 100% representing a gas genera- of-climb speed is the airspeed which delivers
tor speed of 37,500 rpm. the greatest gain of altitude in the shortest
possible horizontal distance with gear and
Power Lever (Gas Generator N 1 rpm)—This flaps up.
lever serves to modulate engine power from
full reverse thrust to takeoff. The position for Best Rate-of-Climb Speed—The best rate-of-
idle represents the lowest recommended level climb speed is the airspeed which delivers the
of power for flight operation. greatest gain of altitude in the shortest possi-
ble time with gear and flaps up.
Propeller Control Lever (N 2 rpm)—This lever
requests the control to maintain rpm at a se-
lected value and, in the maximum decrease rpm
position, feathers the propeller.
The Zero-Fuel Condition is the total of weights Fuel to destination is computed during the
and moments/100 in REF lines 1 through 5. performance functions of flight planning.
This weight must not exceed 10,400 pounds This fuel figure is used in REF line 11 to com-
in the 200, and must not exceed 11,000 pounds pute the Landing Condition. The moment/100
in the B200. for fuel to destination is computed by sub-
tracting the moment/100 for the fuel re-
Fuel is added by first referring to the Density maining (at landing) from the fuel
Variation of Aviation Fuel chart (Figure 18-6) moment/100 used for fuel loading. Use
to determine the fuel density (Note: For aircraft Figure 18-7 for this computation.
flight manual purposes 1kg/L = 8.345 lb/gal).
Then the weight and moment of the fuel loaded Landing Condition is computed by subtract-
is determined from the Useful Load Weights and ing the fuel to be used from Takeoff Condition.
Moments Useful Fuel chart (Figure 18-7). The moment/100 for Landing Condition should
be checked using Figure 18-8 to verify that it
The total weight and moment/100 for Ramp is within limits.
Condition is the sum of Zero-Fuel condition
plus the Fuel Loading. The fuel weight and mo-
ment/100 for start, taxi, and takeoff is listed
at the bottom of the form. The total weight for PERFORMANCE
Takeoff Condition must not exceed 12,500
pounds. The computed Takeoff Condition mo- The material for performance computation
ment/100 should be checked to be within lim- training for the Super King Air begins on the
its. (Figures 18-8 and 18-9.) When using the following page.
Moment Limits vs. Weight Graph, move hor-
izontally with the weight of the airplane to the The material in the Performance section of
point where it meets the airplane’s moment/100 this manual is not copyrighted by FlightSafety
which is presented diagonally. The point where International, Inc. Because of the critical na-
the two meet shows the center of gravity in ture of this data, the material has been repro-
inches aft of the datum. d u c e d d i r e c t l y f r o m t h e m a n u f a c t u r e r ’s
publication.
QUESTIONS
1. What is the maximum takeoff weight of GIVEN:
the Super King Air? An airplane with basic weight of 8,087
A. 12,590 pounds pounds and moment/100 of 15,041. The
airplane is loaded with two 170-pound
B. 12,500 pounds
pilots, four 170-pound passengers (two
C. 12,350 pounds in seats at F.S. 212 and two in seats at
D. 12,200 pounds F.S. 259), 160 pounds of baggage, and
40 pounds of refreshment in the for-
ward cabinet.
2. What is the maximum zero-fuel weight for
the Super King Air 200?
5. What is the zero-fuel weight and mo-
A. 10,100 pounds ment/100 of the given airplane?
B. 10,200 pounds
C. 10,300 pounds 6. If the fuel gages read a total of 603
D. 10,400 pounds pounds after the previous flight, how
much fuel can be added for flight in
gallons?
3. What is the maximum zero-fuel weight for
the Super King Air B200?
7. Wi l l t h e t a k e o ff w e i g h t a n d m o -
A. 10,800 pounds
ment/100 be within limits with the
B. 10,960 pounds fuel loading in Question 6?
C. 11,100 pounds
D. 11,000 pounds
ILLUSTRATIONS
Figure Title Page
GEN-1 Normal Takeoff and Departure................................................................... GEN-2
GEN-2 Engine Loss at or Above V1 ....................................................................... GEN-3
GEN-3 Rejected Takeoff......................................................................................... GEN-4
GEN-4 Steep Turns ................................................................................................. GEN-5
GEN-5 Approach to Stall—Clean........................................................................... GEN-6
GEN-6 Approach to Stall—Takeoff Configuration ................................................ GEN-7
GEN-7 Approach to Stall—Landing Configuration ............................................... GEN-8
GEN-8 Emergency Descent .................................................................................... GEN-9
GEN-9 Standard Holding Pattern—Direct Entry ................................................. GEN-10
GEN-10 Standard Holding Pattern—Teardrop Entry ............................................. GEN-11
GEN-11 Standard Holding Pattern—Parallel Entry ............................................... GEN-12
GEN-12 Visual Approach and Landing.................................................................. GEN-13
GEN-13 One Engine Inoperative—Visual Approach and Landing........................ GEN-14
GEN-14 ILS Approach—Landing in Sequence from an ILS................................. GEN-15
GEN-15 Non-Precision Approach—Procedure Turn ............................................. GEN-16
GEN-16 Circling Approach and Landing ............................................................... GEN-17
GEN-17 Situational Awareness in the Cockpit....................................................... GEN-20
GEN-18 Command and Leadership........................................................................ GEN-20
GEN-19 Communication Process ........................................................................... GEN-21
GEN-20 Decision-Making Process......................................................................... GEN-21
FLIGHT MANEUVERS
AND PROFILES
TAKEOFF
Crosswind Takeoff Obstacle Clearance Takeoff
Follow procedures for normal takeoff except: Follow procedures for normal takeoff except:
• Hold aileron into wind. • Maintain V 2 until clear of obstacle.
• Maintain runway heading with rudder
until rotation then crab to hold center line.
FLIGHT PROFILES
Instrument Takeoff
Follow procedures for normal takeoff except: Specific flight profiles are graphically de-
picted on the following pages.
• Transition to flight instruments at or be-
fore 100 feet AGL.
AREA DEPARTURE/CLIMB
PROFILE
1. 160 KIAS TO 10,000 FT
2. 140 KIAS 10,000 - 20,000 FT
3. 130 KIAS 20,000 - 25,000 FT
4. 120 KIAS 25,000 - 35,000 FT
CRUISE
CLIMB-OUT
1. ACCELERATE TO
CRUISE SPEED 1. ACCELERATE TO
2. SET CRUISE POWER 160 KIAS
3. COMPLETE CRUISE 2. LANDING/TAXI
CHECKLIST LIGHTS — OUT
3. COMPLETE CLIMB
CHECKLIST
TAKEOFF
1. ROTATE AT V1 TO
APPROX 7˚ NOSE UP
2. ESTABLISH POSITIVE
RATE OF CLIMB
3. LANDING GEAR — UP
VYSE OR ABOVE
TAKEOFF ROLL
1. FLAPS — UP
1. RECHECK TORQUE/ITT
2. YAW DAMPER — ON
2. ANNUNCIATORS — CHECK
3. CLIMB POWER — SET
IN POSITION
1. HOLD BRAKES
2. PROPS — 2,000 RPM
(ON GOVERNORS)
3. RELEASE BRAKES
4. SET TORQUE
BEFORE TAKEOFF
1. CHECKLIST — COMPLETE
2. RECHECK V1 AND V2
NOTE:
CLIMB
1. VYSE (BLUE LINE)
2. FLAPS — UP
V2
1. CHECK MAX POWER
2. AIRSPEED AT V2
3. VERIFY PROP FEATHERED
TAKEOFF
1. ROTATE AT V1 TO
APPROX 7˚ NOSE UP
2. ESTABLISH POSITIVE
RATE OF CLIMB
ENGINE LOSS
3. LANDING GEAR — UP
1. MAINTAIN RUNWAY HEADING
EMERGENCY OR MALFUNCTION
AT OR BELOW V1
1. RECOGNIZE REASON FOR
REJECTING TAKEOFF
2. POWER LEVERS — IDLE
3. BRAKING — AS NECESSARY
4. REVERSE — AS NECESSARY
5. MAINTAIN RUNWAY HEADING
CLEAR OF RUNWAY
1. COMPLETE AFTER
LANDING CHECKLIST
BEFORE TAKEOFF
1. FOLLOW NORMAL TAKEOFF NOTE:
PROCEDURES UNTIL INITIATING
ABORT AT OR BELOW V1 IF REJECTED TAKEOFF IS DUE TO REASONS
OTHER THAN ONE ENGINE POWER LOSS,
REVERSE IS MOST EFFECTIVE AT HIGH SPEEDS;
BRAKING IS MOST EFFECTIVE AT LOW SPEEDS.
ROLLOUT
1. RETURN TO AND HOLD 45° BANK
HOLD ENTRY
PARAMETERS 1. SMALL PITCH CORRECTIONS
2. MAINTAIN AIRSPEED
INITIAL ENTRY
1. AIRSPEED — 180 KNOTS
2. TORQUE — APPROX 1,000-1,200 LBS
3. HEADING BUG — SET
4. FD — OFF
5. CHECK ADI PITCH REFERENCE
1. TORQUE — 200 LBS 1. SIMULTANEOUSLY ADVANCE THE POWER 1. LEVEL OFF AT NEW
2. PROPELLERS — 1,700 RPM LEVERS TOWARD MAX TORQUE, REDUCE ALTITUDE AND INITIAL HEADING
3. MAINTAIN INITIAL HEADING THE PITCH ATTITUDE AS NECESSARY TO 2. RESET POWER AS REQUIRED
4. MAINTAIN INITIAL ALTITUDE STOP THE STALL WARNING, AND ROLL
5. PITCH ATTITUDE PRIOR TO HORN THE WINGS LEVEL
OR BUFFET MAY REACH 10˚-15˚, 2. ESTABLISH POSITIVE RATE OF CLIMB
DEPENDING ON TECHNIQUE
6. HORN WILL SOUND APPROX
10 KTS ABOVE BUFFET
HORN V2
OR BUFFET
1. TORQUE — 200 LBS 1. REDUCE THE PITCH ATTITUDE AS 1. LEVEL OFF AT NEW
2. PROPELLERS — 2,000 RPM NECESSARY TO STOP THE STALL ALTITUDE AND INITIAL HEADING
3. MAINTAIN INTITIAL HEADING WARNING, AND ROLL THE WINGS LEVEL 2. RESET POWER AS REQUIRED
4. MAINTAIN INTITIAL ALTITUDE 2. ESTABLISH POSITIVE RATE OF CLIMB
5. FLAPS — APPROACH 3. FLAPS — UP, AT OR ABOVE VYSE (BLUE LINE)
(BELOW TRIANGLE)
6. AT 110 KIAS OR LESS,
SIMULTANEOUSLY SET THE
TORQUE TO 1,100 LBS
(SIMULATED 100% TORQUE),
ESTABLISH A BANK ANGLE
OF 20˚ (NO MORE THAN 30˚), AND
RAISE THE NOSE AND CLIMB
7. STUDENT MAY BE REQUIRED TO
PERFORM THIS MANEUVER
WHILE MAINTAINING 15˚ - 30˚
ANGLE OF BANK OR WHILE
MAINTAINING A HEADING
8. CLEAR AREA IN DIRECTION
OF TURN
9. DECREASE SPEED APPROX
1 KT PER SECOND
10. PITCH ATTITUDE PRIOR TO
HORN OR BUFFET MAY
REACH 15˚ - 25˚, DEPENDING
ON TECHNIQUE
HORN V2
OR BUFFET
1. TORQUE — 200 LBS 1. SIMULTANEOUSLY ADVANCE THE POWER 1. LEVEL OFF AT NEW
2. PROPELLERS — 1,700 RPM LEVERS TOWARD MAX TORQUE, PROPELLER ALTITUDE AND INITIAL HEADING
3. MAINTAIN INTITIAL HEADING LEVERS FULL FORWARD, REDUCE THE PITCH 2. RESET POWER AS REQUIRED
4. MAINTAIN INTITIAL ALTITUDE ATTITUDE AS NECESSARY TO STOP THE
5. FLAPS — APPROACH STALL WARNING, AND ROLL THE WINGS LEVEL
(BELOW TRIANGLE) 2. ESTABLISH POSITIVE RATE OF CLIMB
6. GEAR — DOWN (BELOW VLE) 3. FLAPS — UP, AT OR ABOVE 100 KIAS
7. FLAPS — DOWN 100% 4. GEAR — UP
(BELOW TOP OF WHITE ARC)
8. PITCH ATTITUDE PRIOR TO
HORN OR BUFFET MAY
REACH 10˚ - 15˚, DEPENDING
ON TECHNIQUE
9. HORN WILL SOUND APPROX
10 KTS ABOVE BUFFET
HORN V2
OR BUFFET
20° NOSEDOWN
VLE — APPROXIMATELY
14° NOSEDOWN
LEVEL OFF
1. OXYGEN SYSTEM — VERIFY 1. INITIAL PITCH ATTITUDE — 20° 1. APPROXIMATELY 500 FEET
ARMED NOSEDOWN BEFORE LEVEL-OFF ALTITUDE,
SMOOTHLY REDUCE RATE OF
2. CREW MASK — ON 2. PRIOR TO VLE, REDUCE PITCH DESCENT
ATTITUDE TO APPROXIMATELY 14°
3. MIC SWITCH — OXYGEN MASK NOSEDOWN 2. FLAPS — UP
POSITION
3. MAXIMUM IAS SHOULD BE VLE 3. GEAR — UP (BELOW VLO
4. SPEAKER (AS REQUIRED) RETRACTION)
4. ADVISE ATC
5. PASSENGER OXYGEN (AS 4. ADD POWER AS REQUIRED
REQUIRED) 5. RESET ALTIMETER AND ALTITUDE
ALERTER TO LEVEL-OFF 5. MIC SWITCH — NORMAL
6. POWER LEVERS — IDLE ALTITUDE POSITION
NOTE: NOTE:
IF INITIAL INDICATED AIRSPEED IS DESCENT FROM 35,000 TO 12,500
ABOVE VLE, MAINTAIN THE INITIAL FEET REQUIRES APPROXIMATELY
ALTITUDE UNTIL THE IAS IS AT OR SIX MINUTES
BELOW VLE.
70°
110°
TURN INBOUND
ENTERING HOLDING PATTERN
1. ADJUST LEG LENGTH TO PROVIDE 1
MINUTE AT 14,000 FEET AND BELOW 1. REPORT ENTERING HOLD
OR 1.5 MINUTES ABOVE 14,000 FEET 2. TURN 30° FROM OUTBOUND COURSE
3. START TIMING OVER FIX
70°
110°
INITIAL
1. SLOW TO HOLDING AIRSPEED — 160
KIAS* WITHIN 3 MINUTES OF FIX
2. TORQUE — APPROX 800-1,000 LBS
REJECTED LANDING
1. POWER — MAX
2. PITCH — 10˚ NOSE UP
3. AIRSPEED — 100 KIAS
4. ESTABLISH NORMAL CLIMB
INITIAL WHEN CLEAR OF OBSTACLES
1. OBTAIN ATIS 5. FLAPS — UP
2. DESCENT CHECKLIST — 6. GEAR — UP
COMPLETE
THRESHOLD
1. GEAR — RECHECK
DOWN
2. AIRSPEED — VREF
3. POWER — IDLE
ARRIVAL
1. TORQUE — APPROX 800 LBS
2. 150 - 175 KIAS (TYPICAL)
3. START BEFORE LANDING
CHECKLIST
LANDING
1. PROPS — FULL FORWARD
2. BETA OR REVERSE
3. BRAKES — AS NECESSARY
DOWNWIND
1. FLAPS — APPROACH
2. 130 - 140 KIAS
GO-AROUND
1. POWER — MAX
INITIAL 2. GEAR — UP
3. FLAPS — UP
1. OBTAIN ATIS 4. AIRSPEED — INCREASE TO
2. DESCENT CHECKLIST — VYSE (BLUE LINE)
COMPLETE
THRESHOLD
1. GEAR — RECHECK
DOWN
2. AIRSPEED — VREF
3. POWER — IDLE
ARRIVAL
1. TORQUE — APPROX 1,600 LBS
2. 150 - 175 KIAS (TYPICAL)
3. START ONE-ENGINE-INOPERATIVE
APPROACH AND LANDING CHECKLIST LANDING
1. BETA OR REVERSE —
AS NECESSARY
2. BRAKES — AS NECESSARY
DOWNWIND
1. FLAPS — APPROACH
2. 130 - 140 KIAS
INITIAL
OM
1. OBTAIN ATIS
GLIDE SLOPE INTERCEPT 2. REVIEW APPROACH AND
1. TORQUE — APPROX MISSED APPROACH
600 - 800 LBS 3. NAVAIDS — TUNE/IDENT
2. 130 - 140 KIAS (VYSE MIN) 4. DESCENT CHECKLIST —
COMPLETE
DH-MISSED APPROACH MM
1. POWER — MAX
2. PITCH — 7˚ - 8˚ NOSE UP (FD-GA)
3. FLAPS — UP
4. GEAR — UP ARRIVAL
5. COMPLETE MISSED APPROACH 1. TORQUE — APPROX
PROCEDURE 800 LBS
2. 150 - 175 KIAS (TYPICAL)
3. FD — AS DESIRED
4. START BEFORE
DH LANDING CHECKLIST
APPROACH INBOUND
1. FLAPS — APPROACH
2. 130 - 140 KIAS
LANDING THRESHOLD
1. PROPS — FULL FORWARD 1. GEAR — RECHECK DOWN
2. BETA OR REVERSE 2. AIRSPEED — VREF
3. BRAKES — AS NECESSARY 3. POWER — IDLE
CAUTION CAUTION
ARRIVAL
1. TORQUE — APPROX 800 LBS
2. 150 - 175 KIAS (TYPICAL)
3. FD — AS DESIRED
4. START BEFORE LANDING
CHECKLIST
STATION PASSAGE
1. START TIMING
MAP-MISSED APPROACH 2. SET ALTITUDE ALERTER
1. POWER — MAX
2. PITCH — 7˚ - 8˚ NOSE UP (FD-GA)
3. FLAPS — UP
INTERCEPT FINAL APPROACH
4. GEAR — UP
5. COMPLETE MISSED APPROACH 1. COURSE INBOUND
PROCEDURE MAP
MDA
CAUTION CAUTION
ARRIVAL NOTE:
THIS IS A CATEGORY B AIRCRAFT, BUT
1. PLAN CIRCLING MANEUVER AIRSPEEDS OF 121 THROUGH 140 KIAS
2. FOLLOW NORMAL APPROACH REQUIRE USING CATEGORY C MINIMUMS.
PROCEDURES TO MDA
THRESHOLD
MDA
1. GEAR — RECHECK DOWN
MAP
2. AIRSPEED — VREF
3. POWER — IDLE
FINAL
1. 130 - 140 KIAS (VYSE MIN)
WHEN LANDING ASSURED:
MINIMUM DESCENT ALTITUDE (MDA) 2. FLAPS — DOWN
1 NM 3. TRANSITION TO VREF
1. LEVEL OFF AT MDA AT LEAST 1 4. YAW DAMPER — OFF
MILE PRIOR TO MAP, IF POSSIBLE
2. TORQUE — 1,100 - 1,300 LBS
3. 130 - 140 KIAS (VYSE MIN)
4. MANEUVER WITHIN VISIBILITY
CRITERIA
5. MAINTAIN MDA
BASE
1. COMMENCE DESCENT FROM
A POINT WHERE A NORMAL
LANDING CAN BE MADE
CAUTION CAUTION
SINGLE-ENGINE APPROACH
WINDSHEAR
AND LANDING
GENERAL
Follow normal approach and landing proce-
dures except: The best windshear procedure is avoidance.
Recognize the indications of potential wind-
• Complete the one-engine-inoperative shear and then:
approach and landing checklist.
AVOID AVOID AVOID
• The target torque settings are approxi-
mately doubled. The key to recovery from windshear is to fly
• Smoothly push the propeller lever full the aircraft so it is capable of a climb gradient
forward (2,000 rpm) prior to the IAF or greater than the windshear-induced loss of per-
downwind. formance. Normally, the standard wind/gust
correction factor 1/2 gust will provide a suf-
• Maintain the airspeed at least 10 knots ficient margin of climb performance. If a shear
above V REF until landing assured. is encountered that jeopardizes safety, initiate
• Cautiously use reverse, if necessary. a rejected landing procedure. If the sink rate
is arrested, continue with the procedure for
• If performance is limited when accom- microbursts.
plishing a circling approach, circle with
the flaps positioned for approach and
the gear up until it is certain the field can
be reached with the gear down.
NOTE
The positive rate of climb should be
verified on at least two (2) instru-
ments. Leave the gear down until
you have this climb indication, as it
will absorb some energy on impact
should the microburst exceed your
capability to climb.
WARNING
2+2=5
GROUP (SYNERGY)
S/A
IT'S UP TO YOU!
CLUES TO IDENTIFYING:
• Loss of Situational Awareness
• Links in the Error Chain
OPERATIONAL
8. AMBIGUITY
9. UNRESOLVED DISCREPANCIES
10. PREOCCUPATION OR DISTRACTION
11. CONFUSION OR EMPTY FEELING
12.
PARTICIPATION
LOW HIGH
COMMAND — Designated by Organization
— Cannot be Shared
LEADERSHIP — Shared Among Crewmembers
— Focuses on "What's Right," not "Who's Right"
COMMUNICATION PROCESS
INTERNAL EXTERNAL INTERNAL
BARRIERS BARRIERS BARRIERS
OPERATIONAL THINK:
NEED SEND RECEIVE GOAL • Solicit and give
feedback
• Listen carefully
• Focus on behavior,
not people
• Maintain focus on
the goal
• Verify operational
outcome is achieved
FEEDBACK
ANSWERS TO QUESTIONS
Chapter 2 Chapter 5 (cont.) Chapter 10 (cont.) Chapter 14 (cont.)
1. B or D 6. A 13. B 9. C
2. C 7. C 14. C 10. C
3. A 8. A 15. A 11. B
4. C 16. D
5. C Chapter 7 17. B Chapter 15
6. B 1. B 18. D 1. B
7. C 2. A 19. A 2. B or C
8. A 3. C or D 20. B 3. C
9. C 4. B 21. C 4. C
10. B 5. A 22. B 5. A
11. B 6. D 23. B 6. D
12. D 7. B 24. C
13. D 8. A 25. C Chapter 16
14. B 9. A 1. A
15. D 10. D Chapter 11 2. D
16. B 1. A 3. A
17. C Chapter 8 2. C 4. D
18. D 1. A 3. A 5. C
19. B 2. C 4. D 6. A
20. A 3. A 5. D 7. B
4. D 6. B 8. B
Chapter 3 7. A 9. C
1. B Chapter 9 8. A 10. A
2. A 1. C 9. A 11. D
3. D 2. B 10. B
4. C 3. D 11. C Chapter 17
5. A 4. D 12. A 1. B or D
6. B 5. A 2. C
7. C 6. B Chapter 12 3. C
8. A 7. D 1. A 4. A
9. A 8. C 2. B 5. B
3. B 6. C
Chapter 4 Chapter 10 4. D 7. D
1. C 1. A 5. A 8. A
2. D 2. B 6. A, B or D
3. B 3. D Chapter 18
4. A 4. A Chapter 14 1. B
5. C 5. C 1. B 2. D
6. C 2. D 3. D
Chapter 5 7. A 3. A 4. C
1. B 8. B 4. D 5. 9307/17664
2. A 9. A 5. C 6. 453
3. B 10. C 6. B 7. No (12861/
4. D 11. C 7. C 23396
5. B 12. C 8. B
WALKAROUND
The following section is a pictorial walkaround. It shows each item
called out in the exterior power-off preflight inspection.
109
111
110
106
3
112
11 6 116
9 10 5 1 114
8 4 113
7 2 115
29
30
44 24 25
17
45
12
54
50 13
16 14
15
31 27 18
21 26 23 20 22
49 43 28
46 47 48 19
62 63 64 51 52 51 32 33 34
56 36
68 38
58 59 69 70 57 42 39 41 37 40 35
WALKAROUND INSPECTION
9. AILERON, AILERON TAB, STATIC WICKS (4)—CHECKED 12. MAIN FUEL TANK CAP—SECURE
15. OUTBOARD DEICE BOOTS—CHECKED 18. RAM SCOOP FUEL VENT AND HEATED FUEL VENT—
CLEAR
21. FUEL FILTER STRAINER DRAIN AND STANDBY PUMP 24. ENGINE OIL—CHECK
DRAIN—DRAIN
27. EXHAUST STACK (OUTBOARD)—CHECK FOR CRACKS 31. ENGINE AIR INTAKE—CLEAR
28. TOP COWLING LOCKS (OUTBOARD)—SECURE
29. NACELLE COOLING RAM AIR INLETS—CLEAR 32. ENGINE COMPARTMENT DOOR (INBOARD)—SECURE,
BLEED VALVE EXHAUST CLEAR
33. TOP COWLING LOCKS (INBOARD)—SECURE
34. EXHAUST STACK (INBOARD)—CHECK FOR CRACKS
30. PROPELLER—CHECK FOR NICKS, DEICE BOOT 35. GENERATOR COOLING INLET—CLEAR
SECURE
37. HYDRAULIC GEAR SERVICE DOOR—SECURE 40. HYDRAULIC LANDING GEAR VENT LINES—CLEAR
38. HEAT EXCHANGER (INLET & OUTLET)—CLEAR 41. AUXILIARY FUEL TANK SUMP—DRAIN
42. LOWER ANTENNAS AND BEACON—CHECKED 48. NOSE GEAR STEERING STOP BLOCK—CHECK
46. NOSE GEAR, DOORS, STRUT, TIRE—CHECKED 50. LANDING AND TAXI LIGHTS—CHECK
47. CHOCK—REMOVED
80. RAM SCOOP FUEL VENT AND HEATED FUEL VENT— 91. AILERON, FLAPS—CHECKED
CLEAR 92. BRAKES—CHECK
81. GRAVITY LINE DRAIN—DRAIN 93. BRAKE DEICE (IF INSTALLED)—CHECK
82. INVERTER COOLING LOUVERS—CLEAR 94. OIL BREATHER VENT—CLEAR
83. WING LEADING EDGE TANK SUMP—DRAIN
84. ICE LIGHT—CHECK
85. OUTBOARD DEICE BOOTS—CHECKED
86. TIEDOWN—REMOVE
87. FLUSH OUTBOARD DRAIN—DRAIN
88. MAIN FUEL TANK CAP—SECURE
89. NAVIGATION, RECOGNITION, STROBE LIGHT—
CHECKED
97. VENTRAL FIN DRAIN HOLES—CLEAR 101. OXYGEN SERVICE ACCESS DOOR—SECURE
98. TIEDOWN—REMOVE 102. RIGHT STATIC PORTS—CLEAR
99. LOWER AFT CABIN ACCESS DOOR—SECURE 103. ELT AFT ARMING SWITCH (PRIOR TO BB-1510)—
ARMED
105. VENTRAL FIN, STATIC WICK (1)—CHECKED 108. ELEVATOR, ELEVATOR TAB, STATIC WICKS (3 EACH
SIDE)—CHECKED
109. POSITION LIGHT—CHECK
110. TAIL FLOODLIGHTS (LEFT AND RIGHT IF
INSTALLED)—CHECKED
106. RUDDER, STATIC WICKS (4)—CHECKED 111. HORIZONTAL STABILIZER, DEICE BOOTS (TAIL)—
CHECKED
108 111
106
107
105 100 97 98 99 96 94 93 92 91 95 91
88 85 90 84 71 72 73
89
87 86 80 79 82 83 76 77 81 78 75 74
ANNUNCIATOR PANELS
The Annunciator section presents a color representation of all the
annunciator lights in the plane.
SUPER KING AIR 200/B200 PILOT TRAINING MANUAL SUPER KING AIR 200/B200 PILOT TRAINING MANUAL
MASTER MASTER
WARNING CAUTION
PRESS TO RESET PRESS TO RESET
MASTER MASTER
CAUTION WARNING
* OPTIONAL EQUIPMENT BB-453 AND AFTER PRIOR TO BB-453 PRESS TO RESET PRESS TO RESET
GND
WARNING ANNUNCIATOR PANEL—200 AIRCRAFT COMM
PWR
AUX
DRIVE ALT R ENG FIRE
ALERT PUSH TO EXT
D OK
0 M ALT
L ENG FIRE
PUSH TO EXT
L ENG FIRE
L FUEL PRESS
INVERTER DOOR UNLOCKED ALT WARN
L OIL PRESS L GEN OVHT A/P TRIM FAIL R GEN OVHT R OIL PRESS
TO
TES
T
R ENG FIRE
PUSH TO EXT
I DH ALERT
D OK D OK
MASTER MASTER MASTER MASTER
WARNING CAUTION CAUTION WARNING
PRESS TO RESET PRESS TO RESET PRESS TO RESET PRESS TO RESET
START START
12 12
EFIS 9 9
ITT ITT
6 5 6 5
COLLINS
OFF PILOT AUDIO OFF COPILOT AUDIO OFF OFF
G/S
100 ALT 2 9. 9 2 ENCD
ANN
200 AIR 6 4 G/S
P/TEST P/CANCEL 220 A
COMM 1
ALTM
1
ALT
ALERT 3,0 00 PUSH BRT COMM 2 180 160 140 BEECHCRAFT 5 P/TEST P/CANCEL
TEST 5 BA
PUL
120
L
200 RO Collins CANCEL Collins
DIM
PU100
* OPTIONAL EQUIPMENT
SH
180 160 140 10 IN
0 0
2
23 5 23 5 XFR COLLINS
XFR
22 PROP 22 PROP
L R 0 21 21
10 10
DH 500 MEM MEM MEM MEM
20 20 DME2 CRS 1 2 TCAS
TCAS 1 2 TCAS 13 13 COLLINS
OFF
19 RPM X 100
14 19 RPM X 100
14 SQ COM SQ COM 9.3 359 OFF
18 15 18 15 ON OFF PWR INT ON OFF 0 3 .5 4
.5 4 17 16 17 16 STO OFF N MAG1
134 00 STO N 3
OFF
115
OFF 33
6
33 VERT SPEED
6
VERT SPEED V V
DC 0 3 NAV L R
30
COLLINS RDR
33 TEST TEST 0 6
9
0 6
30
E
ACT ACT
27
X1000 FPM
30
NAV A A
12
X1000 FPM D D
12
0 0 F F
NAV 1 NAV 2 .5 4
24
.5 4 110 TURBINE 110 TURBINE 150 300
15
27
A A DIST ET 20 20 RMT
12
15
24
D D Collins Collins 21 18
100 100 DC
F F
N 3 00:00 1 2 1 2
24
S
-SLAVING+
GYRO 15 21
%RPM 40 %RPM 40 XFR PGE XFR
33
21 18 80 80 A/B R
A/B R NAV NAV
6
60 60
COLLINS
GSP VOR2
SLEW MODE ñññ
EMG VOR VRS 199
30
MEM MEM MEM MEM
L
E
NAV NAV
DG COLLINS
O FMS 1
NAV NAV
W
6 6
12
COLLINS
OFF STO DATA OFF STO
1 5 5
15 FUEL FLOW FUEL FLOW V V 2 NM ID
24
SLEW MODE
4 4 TEST RCL SKP CLR TEST 1
EFIS 21 S ACT ACT x 00 CH SEL PWR
GPWS BELOW
TRIP OTHER CTR SUPL
100 150 100 150 MSG ALT B CLR ENT TEST
Collins
60 100 60 100 ATC ADF
ON ALT ADFTONE
ENG AUTO PROP SYN STBY IDENT ANT STO
MIC AVIONICS INVERTER 20 50 20 50 OFF
IGNITION ON 0 0 OFF
NORMAL MASTER PWR NO 1
ARM -20 0 -20 0
O o
C PSI
o
C PSI TEST TEST 15K
F OFF ACT
PRE K
F 35
G/S
MIC 10
OFF AVION I C S BY B EEC HCR A FT
3 4
5 NORMAL
OXYGEN OFF LEFT RIGHT 6 PSI
MASK
NO 2 CABIN ENVIRONMENTAL OFF
ENGINE ANTI-ICE LIGHTS LIGHTS 0 20
GEN BEACON STROBE FURN START/ NO SMOKE MANUAL VENT INCR MAIN AUTO GYRO PNEUMATIC
LEFT RIGHT LANDING TAXI ICE NAV RECOG L DC GEN HYD FLUID LOWRVS NOT READY R DC GEN ON & FSB TEMP BLOWER HEAT SUCTION PRESSURE
RESET BRIGHT
ON LDG GEAR CONTROL C
ON MASTER SWITCH O INCR HIGH
INCHES OF MERCURY OXYGEN
L CHIP DETECT PROP SYNC ONDUCT OVERTEMP R CHIP DETECT FO D O MASK
F F I F LO Beechcraft Beechcraft
E F M F
P/TEST P/CANCEL
ON
OFF PILOT DEFROST L ENG ICE FAIL BATTERY CHARGE EXT PWR R ENG ICE FAIL DECR AUTO MAIN
LEFT RIGHT OFF UP E
AIR AIR COOL CABIN COPILOT
OFF OFF OFF OFF FSB AIR AIR
BATT GEN 1 GEN 2 ICE PROTECTION GEAR L AUTO FEATHER ELEC TRIM OFFAIR COND N1 LOW R AUTO FEATHER
WSHLD ANTI-ICE PROP TAIL CABIN TEMP MODE
ACTUATOR DOWN FLOOD
STANDBY NORMAL AUTO MANUAL FUEL VENT BLEED AIR VALVES
DN L ENG ANTI-ICEBRAKE DEICE ONLDG/TAXI LIGHT PASS OXY ON ELEC HEAT ON R ENG ANTI-ICE OPEN
O NOSE LEFT RIGHT CABIN TEMP
F DOWN 1000
F LOCK REL HD LT L IGNITION ON L BL AIR OFF FUEL CROSSFEED R BL AIR OFF R IGNITION ON 10 20 50 80
500 1500
STARTER ONLY TEST OFF LEFT MANUAL LEFT RIGHT RELAY TEST 20 1CABIN CLIMB4 40
PSI
0
5 TEST SWITCH
ENG FIRE SYS
ENG
OFF FLAPS TAKEOFF
AND
.5 THDS FT PER MIN
35 1 OFF
PARKING BRAKE 7 OFF OFF
OFF
APPROACH
0 6 30 6 3
2
PARKING BRAKE 60 .5 5 4 10
4 25
DOWN
80 1 2 20 15
NOSE
L R
*OPTIONAL EQUIPMENT
SUPER KING AIR 200/B200 PILOT TRAINING MANUAL SUPER KING AIR 200/B200 PILOT TRAINING MANUAL
PRESS
L FUEL PRESS R FUEL PRESS
L OIL PRESS L GEN OVHT A/P TRIM FAIL R GEN OVHT R OIL PRESS TO T
TES
L ENG FIRE L BL AIR FAIL A/P FAIL R BL AIR FAIL R ENG FIRE
PUSH TO EXT PUSH TO EXT
D OK D OK
MASTER MASTER MASTER MASTER
WARNING CAUTION CAUTION WARNING
PRESS TO RESET PRESS TO RESET PRESS TO RESET PRESS TO RESET
START START
12 12
EFIS 9 9
ITT ITT
6 5 6 5
COLLINS
OFF PILOT AUDIO OFF COPILOT AUDIO OFF OFF
G/S
100 ALT 2 9. 9 2 ENCD
ANN
200 AIR 6 4 G/S
P/TEST P/CANCEL 220 A
COMM 1
ALTM
1
ALT
ALERT 3,0 00 PUSH BRT COMM 2 180 160 140 BEECHCRAFT 5 P/TEST P/CANCEL
TEST 5 BA
PUL
120
L
200 RO Collins CANCEL Collins
DIM
PU100
SH
180 160 140 10 IN
0 0
2
23 5 23 5 XFR COLLINS
XFR
22 PROP 22 PROP
L R 0 21 21
10 10
DH 500 MEM MEM MEM MEM
20 20 DME2 CRS 1 2 TCAS
TCAS 1 2 TCAS 13 13 COLLINS
OFF
19 RPM X 100
14 19 RPM X 100
14 SQ COM SQ COM 9.3 359 OFF
18 15 18 15 ON OFF PWR INT ON OFF 0 3 .5 4
.5 4 17 16 17 16 STO OFF N MAG1
134 00 STO N 3
OFF
115
OFF 33
6
33 VERT SPEED
6
VERT SPEED V V
DC 0 3 NAV L R
30
COLLINS RDR
33 TEST TEST 0 6
9
0 6
30
E
ACT ACT
27
X1000 FPM
30
NAV A A
12
X1000 FPM D D
12
0 0 F F
NAV 1 NAV 2 .5 4
24
.5 4 110 TURBINE 110 TURBINE 150 300
15
27
A A DIST ET 20 20 RMT
12
15
24
D D Collins Collins 21 18
100 100 DC
F F
N 3 00:00 1 2 1 2
24
S
-SLAVING+
GYRO 15 21
%RPM 40 %RPM 40 XFR PGE XFR
33
21 18 80 80 A/B R
A/B R NAV NAV
6
60 60
COLLINS
GSP VOR2
SLEW MODE ñññ
EMG VOR VRS 199
30
MEM MEM MEM MEM
L
E
NAV NAV
DG COLLINS
O FMS 1
NAV NAV
C ON HLD ON HLD DH
9.3 ICT -SLAYING
GYRO
+
W
6 6
12
COLLINS
OFF STO DATA OFF STO
1 5 5
15 FUEL FLOW FUEL FLOW V V 2 NM ID
24
SLEW MODE
4 4 TEST RCL SKP CLR TEST 1
EFIS 21 S ACT ACT x 00 CH SEL PWR
STARTER ONLY TEST OFF LEFT MANUAL LEFT RIGHT RELAY TEST 20 1CABIN CLIMB4 40
PSI
0
5 TEST SWITCH
ENG FIRE SYS
ENG
OFF FLAPS TAKEOFF
AND
.5 THDS FT PER MIN
35 1 OFF
PARKING BRAKE 7 OFF OFF
OFF
APPROACH
0 6 30 6 3
2
PARKING BRAKE 60 .5 5 4 10
4 25
DOWN
80 1 2 20 15
*Optional Equipment