B300 B300C MX05 Environmentall Systems 04APR16

Beech Super King Air
B300/B300C Series Maintenance

Revision Record
Rev
Rev Year Date Revision Details Manual Revision Details Revised by
Number
FUSION Maintenance Manual –

Initial / Nov 2015
B300/B300C Maintenance Manual

– Rev. B2 / Nov 2015
Chapter 20 Standard Practices –

2016 00 03/07/16 Original Issue Springer
Airframe – Rev A2 / Nov 2015
350i Illustrated Parts Catalog – Rev

K / Nov 2015
B300/B300C Illustrated Parts

Catalog – Rev Q / Nov 2015
2016 01 04/04/2016 Revised course week flow. N/A Springer
Export Classification C, ECCN EAR99
WARNING - This document contains technical data whose export is restricted by the Arms Export Control Act (Title 22, U.S.C., Sec 2751, et. seq.) or the Export Administration Act of
1979, as amended, Title 50, U.S.C., App. 2401 et. seq. Violations of the export laws are subject to severe criminal penalties. Disseminate in accordance with provisions of DoD
Directive 5230.25.
B300/B300C SERIES MAINTENANCE FOR TRAINING PURPOSES ONLY
Contents
ATA21 - Environmental Systems .................................................................................................................................................. 4
ATA21 – Pro Line 21 Differences ................................................................................................................................................ 42
ATA30 - Ice and Rain Protection ................................................................................................................................................. 58
ATA36 - Pneumatics ................................................................................................................................................................... 80
ATA37 - Vacuum......................................................................................................................................................................... 84
B300 Series MX 2016APR04 Page | 3 © 2016 TRU Simulation + Training, a Textron Company
Export Classification C, ECCN EAR99 All Rights Reserved.
ATA21 ENVIRONMENTAL SYSTEMS FOR TRAINING PURPOSES ONLY
ATA21 – Air Conditioning/Air Supply/Pressurization
LEARNING OBJECTIVES
 General description and overview of environmental / air  Describe troubleshooting of heating system.
conditioning system.
 Describe removal/installation of electric heater.
 Identify location of environmental/air conditioning
system components.  Describe removal/installation of thermal fuse.
 Describe operation of environmental/air conditioning  Describe adjustment/test of electric heater power

system. relays.
 Describe adjustment/test of ambient air time delay.  Describe removal/installation of aft electric heat
element.
 Describe adjustment/test of ambient air temperature
sensor.  Describe removal/installation of aft electric heat
equipment panel.
 Describe the removal/installation of electronic
controller.  Describe troubleshooting of cooling system.
 Describe removal/installation of cabin altitude pressure  Describe removal/installation of pressure switch.

switch.  Describe air duct temperature sensor resistance check.
 Describe removal/installation of cabin altitude high  Describe removal/installation of cabin temperature
warning pressure switch. controller.
 Describe adjustment/test of cabin altitude high warning  Describe test of cabin temperature controller.
pressure switch.
ENVIRONMENTAL SYSTEM - NOSE SECTION
la mayoria de los ductos van

por el piso
Heating and Air Conditioning components are located in three areas of the airplane, the nose, the wing fuselage section, and the tail.
The major components of the Nose Section include:
 Electric Heat  Condenser
 Forward Evaporator Assembly  Glareshield ducts to route air to the cockpit gasper
outlets
 Blower
ELECTRIC HEATER ASSEMBLY
en el piso
lado del copiloto
An electric heater assembly is available for additional heat while the airplane is on the ground.
FWD EVAPORATOR/ BLOWER ASSEMBLY
The evaporator turns liquid refrigerant into its gaseous form. This process removes heat from the cabin air.
AIR CONDITIONING CONDENSER SYSTEM
The condenser assembly has three main

components: tres componentes
Condenser coils - The condenser

removes heat from the refrigerant allowing
it to condense into a high pressure liquid
from a high-pressure gas.
Receiver/Dryer - The receiver/dryer is a

reservoir for liquid refrigerant. It also
contains a filter screen and a desiccant
material to remove particles and moisture
from the refrigerant. It also makes sure
that a filtered and dried column of liquid
refrigerant transfers to the expansion
valve.
Condenser blower - The condenser blower and the blower moves air across the condenser and out the vents in the nose when the
aircraft is on the ground.
RECEIVER/DRYER
Replace the receiver/dryer whenever the compressor requires

replacement or when the air-conditioning system plumbing is left open
to the atmosphere for more than one hour.
ENVIRONMENTAL SYSTEM - WING FUSELAGE SECTION
The major components of the Wing Fuselage Section include:
 Heat Exchanger
 Bleed Air Bypass Valve

paquete de pres.
 Flow Control Valve
 Refrigerant Compressor
squat swich del lado izquierdo
HEAT EXCHANGER
The heat exchanger removes heat from the bleed air to warm or cool the cabin air. remueve calor de de la valvula a tibio o frio
BLEED AIR BYPASS VALVES
The bypass valve proportions the amount of cooled bleed air from the heat exchanger with hot bleed air to regulate the air
una boca
temperature to the cabin.
FLOW CONTROL VALVE paquete
se mueven simultaneas el intercambiador
The flow control valve includes:
 Air ejector  Check valve
 Bleed air flow modulating valve with bypass  Solenoid valve
 Bleed air valve switch  Bleed air flow transducer
 Ambient air flow modulating valve  Ambient air flow transducer
 Firewall shutoff valve
COMPRESSOR
funciona con 12 vols
la banda siempre
debe estar alineada
The compressor circulates the refrigerant in the system under pressure. At the compressor, the low pressure gas is changed to high
pressure gas. circula a el refriferante y lo cambia de baja a alta presion
COMPRESSOR INTERNAL COMPONENTS
alta
resistencia 12 v. lubricar con molicote
baja
REFRIGERANT BINARY PRESSURE SWITCH swich binario
The pressure switch monitors the refrigerant gas pressure and is located in the right inboard wing leading edge.
 This switch opens at a compressor over pressure of 384.0 ± 28.4 psig and under pressure of 30.0 psig. abre 384 mas /menos28.4
 When the switch opens, it interrupts power to the compressor clutch coil. cuando abre interumpe el cluch del compresor
ENVIRONMENTAL SYSTEM - TAIL SECTION
The major components of the Tail Section include:
 Cabin Cool Air Outlets  Sidewall Heat Outlets
 Cabin Evaporators and Blowers
CABIN COOL AIR OUTLETS
Air outlets for distributing cool air through

the passenger cabin are on the cabin
overhead panel (center), with eight outlets
on each side (left and right).
aire frio
CABIN HEAT OUTLETS
retorno
salida caliente
Heat outlets under the front of the seats distribute hot air into the cabin. Return vents are along the walls.
AFT EVAPORATORS AND CABIN BLOWERS
valvula de expansion
ventiladores
The evaporator turns liquid refrigerant into its gaseous form. This process removes heat from the cabin air.
liquido a gas
ENVIRONMENTAL SYSTEMS OPERATION
AIR DISTRIBUTION 70 grados
The forward evaporator pulls air from the cockpit through an inlet located in
front of the copilot's rudder pedals. Air from the forward evaporator goes
into the forward plenum. A servo valve in the forward plenum controls
airflow direction.
During electric heat mode, the forward evaporator air goes through the
electric heater and ducts to the center aisle outlet. During all other modes,
the air flows primarily to the glare shield outlets. Secondary airflow goes
through the electric heat ducting to the center aisle outlet.
Bleed air from both engines flows to a tee fitting under the right cabin
seats, forward of the wing spar. The tee fitting combines the bleed air from
both engines and directs it into the intake of a Venturi connected to the
mixing box plenum. Bleed air flowing through the Venturi pulls ambient
cabin air from under the floorboards into the Venturi through a muffled air intake. The bleed air mixes with the ambient cabin air in the
Venturi to cool the air.
AIR DISTRIBUTION
abren y cierran los paquetes
A safety switch on the landing gear controls operation of the ambient air flow-modulating valve.
1. When weight is on the landing gear (left main safety/squat switch), the ambient air flow modulating valve is closed to stop
contaminants from entering the cabin.
2. When the flow control unit energizes, the bleed air modulating valve begins to close.
3. When the bleed air modulating valve closes fully, the electronic controller signals the firewall shutoff valve to open so air can
enter the cabin.
4. After the bleed air modulating valve reaches its fully closed position, it begins to cycle open. The air modulating valve
continues to open until the desired flow rate to the cabin is reached.
5. The bleed air flow transducer, the electronic controller, and the ambient air temperature sensor sets the correct flow rate.
AFTER TAKEOFF
 On takeoff the left squat switch opens the left ambient air valve. A time delay module keeps the right ambient air valve from
opening for approximately seven seconds to prevent cabin pressurization surges. As the airplane climbs higher or enters a
cooler environment, the system gradually reduces the ambient air flow and increases the bleed air flow. At approximately 0°F
ambient temperature, the ambient air flow valve closes completely and the bleed air valve bypass section opens to let more
bleed air flow around the air ejector.
 The rate of ambient air flow through the flow control valve is relative to the temperature of the air. At high temperatures, the
system minimizes the bleed air by mixing ambient air inside the control valve through an air ejector. When temperatures
decrease, the system reduces or stops the ambient air.
 An ambient air temperature sensor, adjacent to the ambient air inlet, sends temperature signals to the electronic controller.
The controller sets the correct mix of ambient and bleed air for the cabin environment.
AFTER TAKEOFF
 The bleed air mixture passes from the flow control valves to the heat exchangers in each wing. The heat exchangers remove
heat from the bleed air mixture by passing it through an air cooled core. The cooling air for the heat exchanger core flows
from the leading edge of the wing, through the heat exchanger core, and exhausts through louvered plates on the lower side
of the wing.
 If the cabin environment needs all of the bleed air, bypass valves send the bleed air around the heat exchangers. A check
valve lets cabin pressurization and heat continue, even if one engine shuts down. The bleed air mixture moves to the mixing
plenum where recirculated cabin air mixes with the bleed air to get the correct temperature. If the mixture needs to be cooler,
the system puts cool air from the air conditioner into the mixing plenum.
AIR DISTRIBUTION
The system controller, a mixing box, and the forward plenum distribute the bleed air. Before bleed air enters the distribution ducts, it
passes through two electrical bleed air bypass valves (Left and Right). An electronic controller in the wings controls the bypass
valves:
 If the environmental system needs heat, the bypass valves open to let fully heated bleed air enter the system.
 If the system needs less heat, the bypass valves close and send the bleed air through the wing heat exchangers. The heat
exchangers reduce the temperature of the bleed air before it enters the cabin.
 Mechanical check (flapper) valves in the ducting stop back flow if the airflow direction changes.
AIR DISTRIBUTION
The mixing box assembly directs the blended air to specific duct outlets. When less heat is necessary, the mixing box directs excess
bleed air to the aft compartment outflow valves.
 The Cockpit Heat servo valve sends warm bleed air through a muffler at the mixing box and then forward to the cockpit floor
outlets and the outlets forward of the copilot's rudder pedals.
 The Cockpit Add Heat servo valve sends warm bleed air to the forward plenum. When activated for heating, the Cockpit Add
Heat servo directs warm bleed air to the cockpit glareshield and defrost outlets. The system controller decides how much heat
is needed and positions the Cockpit Add Heat servo valve to provide full heat or partial heat.
 The Cabin Heat servo adjusts two separate air valves at the same time. The air valves are in two of the mixing box outlets:
o A bypass valve routes bleed air to the cabin aft compartment.
o The other valve routes air to the cabin sidewall outlets.
 The two valves are mechanically linked. As the servo moves, one valve closes as the other valve opens.
o When the servo is at full travel, one valve almost fully closes and the other fully opens.
o When the servo is at midpoint, both valves are partially open and the airflow to both the cabin sidewall outlets and the
aft compartment outlets reduces because both valves cannot close at the same time, bleed air always supplies
pressurization for the cabin.
COOLING OPERATION
 A vapor-cycle refrigeration system provides Cabin/Cockpit air conditioning. The compressor, driven by the right engine,
operates in the AUTO or MAN COOL control modes.
 An automatic-reset dual function binary switch prevents compressor operation if refrigerant pressure is too high (above 350
PSI) or too low (30 to 35 PSI).
 The left bleed air bypass valve has a 30° position switch that opens when the valve linkage is 30 degrees (angular) from the
full cold position. In this situation, the air conditioner does not operate in the AUTO mode. In the MAN COOL mode, the air
conditioner is ON regardless of the bypass valve position.
 If the right engine speed is below 62% N1, the air conditioner does not operate, and the white AIR COND N1 Low CAS
message illuminates. The cockpit blower assembly supplies cockpit air through the forward evaporator and into the four
cockpit distribution ducts, which supply the glareshield outlets and the windshield defrost.
 Two cabin blower assemblies supply cooled cabin air through two evaporators and into ducting, which supplies the nine
eyeball outlets in the cabin headliner and the two eyeball air outlets in the cockpit headliner.
ENVIRONMENTAL CONTROL PANEL
The cabin temperature controls on the Environmental control panel manage the dual zone system. Separate controls for the cockpit
and cabin allow independent automatic (AUTO) or manual (MAN COOL or MAN HEAT) control of each environment.
In the AUTO position, the heating and air conditioning systems operate
automatically. The system adjusts blower speeds, bleed air temperature,
and compressor clutch on/off state to hold the temperature set points
selected via the TEMP knobs.
The temperature range for both temperature control potentiometers is

approximately 65°F to 85°F. The controller modulates five servo-operated
airflow valves in the bleed air heat ducting. These valves direct bleed air
into the various sections of the airplane. With little or no demand for bleed
air heat in the cabin or cockpit the valves direct most of the conditioned
bleed air aft to the baggage compartment.
Temperature sensing devices in the cockpit and cabin work with the
TEMP settings to signal the controller to make the necessary adjustments
to maintain the set point temperature. For a different blower speed, the
operator can rotate the BLOWER control out of AUTO to the desired speed.
The controller maintains the set point over time. Depending on the set point, changing from one mode to another may take as long as
120 seconds. The purpose of the slow transition is to eliminate unwanted temperature variations.
toma 120 segundos
MANUAL MODE
When the operator sets the MODE selector switch to the MAN HEAT position, the cockpit and cabin floor heat servos fully open. To
change the cabin and cockpit temperatures, the operator sets the MAN TEMP switch to the INCR or DECR position. When released,
the MAN TEMP switch returns to the center position. This controls the temperature of the bleed air entering the airplane by operating
the bleed air bypass valves. Bleed air temperature change is relative to the length of time the operator holds the MAN TEMP switch
up (INCR) or down (DECR).
The COCKPIT TEMP knob controls the cockpit add heat servo, which helps regulate the temperature of the glareshield and
windshields defrost outlets. The CABIN TEMP control works almost the same as the COCKPIT TEMP control: When the operator
rotates the TEMP control to full counter clockwise (CCW), the air from the cabin and cockpit overhead outlets is the coolest.
The operator can use the CABIN and COCKPIT BLOWER controls to control the amount of air coming from the outlets for air
recirculation.
When the mode selector is in MAN HEAT and the blower controls are in AUTO, the cabins blowers are OFF. The cockpit blower will
be at its lowest speed.
When the MODE selector switch is in MAN COOL, the air conditioner system operates if the speed of the right engine is above 62%
N1 and the system pressures are within the 30 to 350 PSI range of the binary pressure switch. To prevent the evaporator coils from
freezing, the blowers default to a preset minimum speed when the blower controls are in AUTO. In this mode, the TEMP setting
knobs operate the same as in MAN HEAT. The operator adjusts the CABIN and COCKPIT BLOWER settings to change the blower
speeds.
BLEED AIR CONTROLS
Two three-position switches (Left and Right) control the bleed airflow control valve (BLEED AIR VALVES-LEFT-RIGHT) for each
engine. The switch positions are:
 OPEN
 ENVIR OFF
 PNEU & ENVIR OFF
When a switch is in the OPEN position, the air mixture flows through the respective right or left environmental valve toward the cabin.
When a switch is in either the ENVIR OFF or the PNEU & ENVIR OFF position, the bleed air firewall shutoff valve is closed
Another three-position switch controls environmental bleed airflow volume (ENVIR BLEED AIR). The switch positions are:
 NORMAL
 AUTO
 LOW
The NORMAL position provides maximum airflow.
The AUTO position is the recommended setting. AUTO lets the Keith Products environmental system controller automatically select
the flow setting based on heat or cabin pressure requirements. The default flow setting is low in all environmental cases except when
the system needs additional heat or the cabin altitude reaches 10,000 feet.
When the CABIN ALTITUDE CAS message illuminates, the environmental controller detects the condition and, after a five-second
time delay, the controller switches the flow setting to NORMAL until the CAS Message extinguishes and a pre-set time-delay expires.
The LOW position reduces the bleed air from the engines for environmental purposes to approximately half the normal amount. This
position is best during operations in ambient temperatures above 10°C to make sure the takeoff power is available. When the
controller switches from LOW flow to NORMAL, the controller monitors bleed duct temperature and makes corrections to the heat
exchanger bypass valves to prevent any duct over temperatures.
CREW ALERTING SYSTEM (CAS) MESSAGES
tubo eva
12000 ft
excede 6.9
148 grados
62 %
SERVICING PRECAUTIONS
Before you open refrigeration lines or compressor fittings, you should have complete understanding of the maintenance instructions.
You must follow the instructions carefully to make sure that the system works correctly.
US AIR QUALITY REGULATIONS
Due to the air quality control regulations enacted in the United States,
you are not permitted to vent refrigerant R-12 and R-134a into the
atmosphere.
When performing maintenance on the air conditioning system where

refrigerant R-12 and R-134a can escape from the system, evacuate the
system with a recovery or recycle servicing unit that will salvage the
refrigerant.
MOISTURE
If moisture enters refrigerant lines, ice and hydrofluoric acid can form,
causing damage to system components. Contamination of the system
with dirt can cause damaging wear in the compressor.
REPLACEMENT
All replacement subassemblies for the air-conditioning system are

sealed and dehydrated. They should remain sealed until making the
connections.
ROOM TEMPERATURE
Refrigerant lines and other components should be at room temperature

before uncapping to prevent the moisture condensation from entering
the system. If not making an immediate connection after uncapping a
component, reseal the component.
R-134A SYSTEM
For airplanes with an R-134a system, the shipped compressors contain

eight ounces of oil and charged with a mixture of R-134a and dry
nitrogen to provide an internal pressure that is slightly above
atmospheric pressure.
DAMAGE
Care should be taken to prevent damage to all fittings and connections.

Minute damage to a connection could cause it to leak.
CONTAMINATED FITTINGS
Clean any fittings contaminated with grease or dirt with a cloth

dampened with alcohol. Do not use a chlorinated solvent, such as
trichloroethylene, as a cleaning agent because it adds contaminants.
Replaced the line if dirt, grease or moisture inside lines cannot be
removed.
REFRIGERATION OIL
Airplanes with an R-134a system use refrigeration oil. Apply a small

amount of clean refrigeration oil as previously stated to all line
connections and dip packing is in the oil to help make a leak-resistant
connection.
RECEIVER/DRYER
The receiver/dryer contains desiccant bags that remove moisture from the
Good Points refrigerant. It should be connected last to make sure maximum protection of the
air-conditioning system against moisture.
AIR CONDITIONING SYSTEM MAINTENANCE
The air conditioning

system is a high pressure
system. Before
disconnecting a
refrigerant line, you must
release the pressure from
the system with a
recovery servicing unit.
Purge the entire system
to a 125 micron level.
Evacuate the entire
system for a minimum of
15 minutes.
proteccion en la cara
Wear a face shield when
doing maintenance on the
lines because you could
lose your eyesight if
perder la vista
refrigerant contacts your
eyes.
Do not smoke when you service the system with refrigerant because it changes into a highly toxic gas when exposed to an open
flame.
Servicing includes:
 Checking for oil leaks around the compressor shaft and associated plumbing and fittings.
 Charging the system whenever the refrigerant level is low, air has entered the system, or components carrying refrigerant are
replaced.
 Detecting refrigerant leaks by inspection with a approved leak detector.
ALUMINUM FITTINGS
TORQUE el adecuado
Insufficient torque can result in loose joints and excessive torque can result in deformed
connecting parts. Either condition can result in refrigerant leakage.
When connecting fittings in the system, lubricate new packing's with refrigeration oil, apply sealant to
mating surface and tighten fittings to the following torque:
 5/8-inch fittings - torque between 10 to 15 foot-pounds
 1 1/16-inch fittings - torque between 25 to 35 foot-pounds
PRESSURIZATION COMPONENTS
Several components work together to control the outflow of pressurized cabin air:
 Outflow valve
 Safety valve
 cabin pressure
controller
 Preset solenoid atras lado der

tiene filtro
 Safety solenoid
 Cabin Climb and

Differential
Indicators
 Cabin altitude limiter
 CABIN PRESS
DUMP Valve switch
The inflow of air for cabin pressurization is bleed air from the left and right engines. The bleed air and ambient flow control valves that
connect to the bleed air lines from each engine compressor control the rate of inflow.
SOLENOIDS AND VALVES

cantidad
The outflow and safety valve regulates the amount of air released from the cabin in order to maintain the required level of
pressurization. This function protects the aircraft from being over-pressurized or under-pressurized.
sobre baja
PRESET AND SAFETY SOLENOIDS
The preset solenoid is located forward of the flight compartment pedestal and the dump/safety solenoid is located further forward on
the copilots side in the aft fuselage.
In flight (when the left squat switch is in the airborne position), the preset solenoid (normally open) is de-energized and allows
vacuum to be applied to the controller.
The dump/safety solenoid valve (normally closed) de-energizes and shuts off direct vacuum to the safety valve, allowing the safety
valve to close. The controller then modulates vacuum to the outflow valve to relieve excess cabin pressure according to the altitude
and rate of change set on the controller.
Upon landing (with the left squat switch in the on-ground position), the preset solenoid and the dump solenoid energizes and the
cabin is allowed to depressurize through the opened dump/safety valve.
ALTITUDE LIMIT CONTROLLERS
The cabin-altitude limit controllers are absolute pressure regulators that

provide a safety override for the outflow and safety valves if the
pressurization controller fails. They are located on the right aft side of
the fuselage in the cargo compartment.
remueven el vacio y permiten que las valvulas cierren
They remove vacuum from the outflow and safety valves and allow the
valves to close and maintain pressurization if the cabin altitude should
rise above 13,500 ft. plus or minus 1500 ft.
A bellows inside the limit controller chamber controls the cabin pressure
reference and expands if cabin pressure decreases, thereby activating
a poppet valve internally to relieve the vacuum pressure that holds the
outflow and safety valves open.
PRESSURIZATION CONTROLS
The three-position cabin pressure control switch is on the pedestal. It

controls the pressurization system, PRESS, TEST, and DUMP.
With the aircraft on the ground and the control switch in the PRESS
position, the energized preset solenoid stops regulating vacuum to the
pressurization controller. The energized pressure safety solenoid shuts
off regulated vacuum control available to the safety valve. The vacuum
control is applied to the diaphragm to open the safety valve so that the
operator can set the cabin pressure altitude and the rate of change of
cabin pressure on the pressure controller.
In the TEST position, when the airplane is on the ground with the squat
switch in the simulated airborne (extended) position, the TEST position
de-energizes the preset and safety solenoids so the pressure control
system works as though the airplane were in flight.
In the DUMP position, the preset solenoid energizes (closed), shutting

off vacuum to the controller. The dump/safety solenoid energizes
(open), applying vacuum to the safety valve, allowing the safety valve to
open, depressurizing the cabin.
In the PRESS position, in flight the solenoid latch is energized to the

closed position and magnetically holds the ram air door closed. The
preset solenoid (normally open) de-energizes and allows vacuum to be
applied to the controller.
CABIN CLIMB AND DIFFERENTIAL INDICATORS
Climb Indicator
Shows rate at which cabin altitude is climbing

or descending
Cabin Altitude and Pressure Differential

Indicator
The long needle shows cabin altitude in

thousands of feet.
The short needle shows the pressure

differential in psi between the air in the cabin
and the outside atmosphere.
excede 12500
If cabin pressure altitude exceeds 12,500 +0/ -
500 feet, the cabin altitude warning pressure
switch closes, and the warning Cabin Alt High
illuminates. The cabin altitude warning circuit is separate from the pressurization control circuit. The pressure switch in the altitude
warning circuit is on the overhead electrical equipment panel.
arribA en lacabeza
presion de la cabina comienza a excederse
A red warning CAS Message Cabin Diff High illuminates if the cabin differential pressure becomes excessive. The 5-amp CABIN
DIFF HI circuit breaker, on the right circuit breaker panel, protects the system. 6.7 max presion diferencial descenso de la cabina clim
hay mucha presion y hay que dompear la cabina
The test switch on the right inboard subpanel will illuminates all three messages for verification.
lado derecho del copiloto
10000 pies esta en el piso
PRESSURIZATION CONTROL IN FLIGHT
In flight (when the left squat switch is in the

airborne position), the preset solenoid
(normally open) de-energizes and allows
vacuum to the controller.
The dump/safety solenoid valve (normally

closed) de-energizes and stops direct
vacuum to the safety valve, allowing the
safety valve to close. The controller then
modulates the vacuum to the outflow valve to
maintain cabin pressure according to the
altitude and rate of change set on the
controller.
A door seal solenoid de-energizes, when the

preset and safety solenoids de-energize and
the door seal valve (normally open) allows
pneumatic bleed air to pressurize the door
seal.
If atmospheric pressure exceeds cabin

pressure, a negative pressure relief
diaphragm in the outflow valve opens to
release cabin negative pressure. cerrada en vuelo abierta entierra modulando en
si la presion es negativa abre un diaframa de relevo en la de flujo vuelo
Upon landing (with the left squat switch in the on-ground position), the preset solenoid and the dump solenoid energizes to release
cabin pressure through the opened safety valve.
PRESSURIZATION CONTROL IN FLIGHT
When the operator sets the cabin pressure control switch to PRESS (pressurize) before takeoff, the energized preset solenoid stops
the regulating vacuum to the pressurization controller. The energized pressure safety solenoid opens to make vacuum control
available to the safety valve. The vacuum control lets the diaphragm in the safety valve to open so that the operator can set the cabin
pressure altitude and the rate of change of cabin pressure on the pressure controller.
On takeoff the safety switch immediately reopens the left ambient air valve. A time delay module stops the right ambient air valve
opening for approximately seven seconds after the left ambient air valve opens. This delay prevents cabin pressurization surges.
ATA21 – Pro Line 21 Differences
LEARNING OBJECTIVES
 Describe the system differences between the B350i environmental systems and older models.
SUPER KING AIR B300/B300C PRESSURIZATION
dump selenoide en
fusion
On King Air B300/300C Aircraft (FL-381 thru FL-499) When the cabin pressure control switch is set to the PRESS position, the
solenoid latch is energized to the closed position and magnetically holds the ram air door closed. Ambient air can enter the cabin
when the cabin pressure differential is minimal and the evaporator door solenoid latch is opened (de-energized) by setting the cabin
pressure control switch to DUMP. Ambient air is then allowed to flow into the fresh air inlet, through the solenoid controlled door, and
into the forward evaporator plenum. Air enters through the door through an inlet in the nose of the aircraft.
PRESSURIZATION FLOW CONTROL VALVES
On King Air 350 aircraft with the serial numbers (FL-381 and After) the flow control valves (flow packs) are of the same type on the
Rockwell Collins Pro Line 21 and Pro Line Fusion aircraft. es igual que proline 21
AIR CONDITIONING SYSTEM B300/300C (FL-381 THRU FL-499) EXCLUDES FL-493
The air conditioning system uses engine bleed air for cabin pressurization and cabin heating and is similar between Super King Air
B300GT/CGT and Super King Air 300/300C series aircraft except for the following items.
Super King Air B300/300C Aircraft (FL-381 thru FL-499)
There is one CABIN TEMP control knob to

adjust cockpit and cabin temperature.
A single evaporator and filter in the nose of the

aircraft to provide cooling from inside and
outside air.
A single evaporator and blower in the aft cabin

to cool the cabin area.
These aircraft also incorporate a hot gas

bypass valve to divert hot compressed gas into
the forward evaporator to prevent moisture in
the air from freezing on the outside of the
evaporator. para que no se congele
A low pressure switch is installed between the condenser and the receiver dryer to disengage the compressor clutch.
A low and a high pressure cutout switch in the right center section to remove power from the compressor clutch. An indicating reset
switch is incorporated to reset the system.
If the pressure in the system is too high there is a pressure relief valve incorporated into the discharge line of the system to relieve
pressure on the system.
AIR CONDITIONING SYSTEM FORWARD COMPONENTS (FL-381 THRU FL-499) EXCLUDES FL-493
On King Air 350 aircraft with the serial

numbers FL-381 to FL-499 (Excluding FL-
493):
Servicing ports for the air conditioner are

located on the left side of the nose wheel
well and under the cabin floorboards
adjacent to the left forward partition.
An overpressure relief valve is installed in

the discharge line in the nose wheel well to
prevent over pressurizing of the system.
The overpressure relief valve relieves

pressure at 450 ± 20 psig.
Filters are installed in the forward

evaporator to prevent contaminants in the
air from clogging the evaporator.
A temperature sensing switch and hot gas bypass valve are located on the inlet line of the forward evaporator to prevent freezing of
the forward evaporator.
A hot gas bypass valve allows hot discharge gases to bypass the condenser and the expansion valves and flow directly into the
evaporator to prevent moisture from freezing on the evaporator.
The hot bypass valve uses a temperature sensing switch on the evaporator inlet to open the valve if the evaporator temperature is
33° F or below.
A low pressure switch, located in the inlet line of the receiver-drier will de-energize the control relay located under the floorboards
and power is removed from the compressor clutch.
An indicating reset switch is located in the nose wheel well and will reset the this pressure cutout switch as well as the ones in the
right center section leading edge.
This series of aircraft contains 1 condenser with a blower located on the left side nose of the aircraft.
AIR CONDITIONING SYSTEM WING AND MID FUSELAGE COMPONENTS (FL-381 THRU FL-499) EXCLUDES FL-493
Overpressure and an Underpressure

cutout switches are located on
refrigerant lines in the right wing leading
edge.
Servicing ports for the air conditioner are

located on the left side of the nose wheel
well and under the cabin floorboards
adjacent to the left forward partition.
If power has been removed from the

clutch by an open cutout switch, the
cutout switch must be reset to allow the
compressor clutch to engage.
 A reset switch is located in the

right side of the nose well.
Temperature regulation is provided by the cabin temperature controller mounted in the center cabin overhead upholstery.
On King Air 350 aircraft with the serial numbers FL-381 to FL-499 (excluding FL-493):
The aft evaporator contains one coil and one blower in this system located under the center aisle floorboards approximately in line
with the 6th cabin window.
The aft blower is controlled by the switch placarded AFT BLOWER, located on the copilot's subpanel, and the aft blower power relay.
Filters installed in each evaporator to prevent contaminants in the air from clogging the evaporator.
AIR CONDITIONING SYSTEM WING AND MID FUSELAGE COMPONENTS (FL-381 THRU FL-499) EXCLUDES FL-493
A green AIR COND N1 LOW light will illuminate on the annunciator panel if the right engine N1 speed falls below 62%.
A temperature sensing switch and hot gas bypass valve are located on the inlet line of the forward evaporator to prevent freezing of
the forward evaporator.
A two speed evaporator blower switch on the copilot’s left side panel.
CABIN TEMPERATURE CONTROLLER sensa la temperatura
On King Air B300/300C Aircraft (FL-381 thru FL-499) Excludes FL-493
Temperature control in the airplane cabin is

accomplished by the cabin temperature
controller. It makes use of temperature sensitive
resistance devices to register cabin
temperature.
Commands from the temperature controller

open and close the bleed air bypass valves in
the left and right wing center sections. The left
bypass valve will activate the switch to engage
the refrigerant compressor.
On Super King Air B300/B300C (S/N (FL-500

thru FL-1031) Includes FL-493
The cabin temperature controller manages the

dual zone system, which allows independent
control of the cabin and cockpit environments.
Thermistors measure cockpit and cabin temperatures and are monitored by the controller.
The controller manipulates the bleed air bypass valves in the wings, to pre-cool the bleed air through the heat exchangers, or bypass
the heat exchangers and give full bleed air heat.
On Super King Air B300/B300C (FL-537 and After) with SB21-3838
The temperature controller monitors the temperature sensors to determine if they are out-of-range. The temperature sensors lower
end range is set at -100°F. When the temperature sensors sense an out-of-range condition the temperature controller operates all
valves and servos to a full cold position and pulses the cockpit blowers to alert the pilots.
CABIN TEMPERATURE CONTROLLER
Passenger Cabin Temperature Controller on Super King Air B300/300C (S/N (FL-500 thru FL-1031) Includes FL-493
Passenger cabin temperature is controllable from the flight compartment or from a designated cabin programmable switch (PSW) of
the cabin management system. To allow control from the cabin (PSW) the cabin temperature potentiometer in the cockpit must be
set to the CMS position (fully counterclockwise).
The cabin management system outputs a resistance to the temperature control system according to the settings selected on the
cabin PSW which then operates per TEMPERATURE CONTROLLER (300-0750-2) (FL-537 and After; FM-15 and After and
Airplanes With Service Bulletin 21-3838).
MODEL B300/B300C(S/N FL-381 TO FL-499) FORWARD EVAPORATOR AND BLOWER
MODEL B300/B300C(S/N FL-381 TO FL-499) AFT EVAPORATOR AND BLOWER
evaporador de atras
The aft blower supplies cool air to the aft overhead outlets and to the toilet compartment.
This model contains one blower, thermostatic expansion valve, and evaporator.
The aft vent blower and evaporator are located under the center aisle floorboard and lined up with 5th passenger window.
The evaporator filter is located on the air inlet side of the evaporator and requires periodic replacement.
AIR CONDITIONING CONDENSER AND CONDENSER BLOWER (FL-381 THRU FL-499) EXCLUDES FL-493
para el flujo del aire
ELECTRIC HEATING SYSTEM

pre calienta
The electric heat system is used to preheat the interior of the airplane prior to engine operation and is not designed to supplement
engine bleed air heat.
The electric heat system should be

powered through a ground power unit, as
the airplane’s battery cannot power the
system.
The system is designed so that it only

operates when the airplane is on the
ground when the ambient temperature
inside is at or below 55°F to 60°F.
At 55°F to 60°F, the thermistors in the

main heat ducts will reach 16K ± 2K ohms
in resistance and the electric heat PCB
will provide a voltage output to close the
electric heat power relays.
pelota de ping pon
AIR CONDITIONING CONTROLS AND INDICATIONS (FL-381 AND AFTER)
On King Air B300/300C Aircraft (FL-381 thru FL-499) Excludes FL-493
The following air conditioning functions are controlled by switches and knobs on the copilot’s left subpanel:
 Three position forward vent blower

switch with AUTO, HIGH, and LOW
settings.
 Two position aft vent blower switch.
 The CABIN TEMP control knob

controls the cabin temperature
settings in AUTO mode.
 The CABIN TEMP MODE switch

controls the heating and cooling for
automatic, manual heat, and
manual cool modes.
 A green AIR COND N1 LOW light

will illuminate on the lower annunciator panel if the right engine N1 speed falls below 62%.
On Super King Air B300/300C (S/N (FL-500 thru FL-1031) Includes FL-493
These aircraft are similar to the B300GT/300CGT Fusion aircraft except for the following item:
A white AIR COND N1 LOW light will illuminate on the annunciator panel if the right engine N1 speed falls below 62%.
PRESSURIZATION TROUBLESHOOTING
para detectar fallas en el paquete
A bleed air control test box is available to assist in troubleshooting the flow control valves.
Tool information can be found in the Super King Air Model B300/B300C - Maintenance Manual Chapter 20-14-00-201.
Testing procedures can be found in the Super King Air Model B300/B300C - Maintenance Manual Chapter 21-10-05.
CABIN TEMPERATURE CONTROL MAINTENANCE
para ajustar la temp
On Super King Air B300/B300C Aircraft S/N (FL-381 thru FL-499) Excluding FL-493.
The cabin temperature indicator can be adjusted by a potentiometer mounted on the cabin temperature control unit.
el aire acondicionado se resetea de la tableta
ATA30 ICE AND RAIN PROTECTION FOR TRAINING PURPOSES ONLY
ATA30 - Ice and Rain Protection
ATA30 - ICE AND RAIN PROTECTION
LEARNING OBJECTIVES
 General description and overview of ice and rain  Describe inspection of surface deicer boot.
protection system
 Describe rigging of engine inertial anti-icing system.
 Identify location of ice and rain protection components
 Describe troubleshooting of propeller electric deicer
 Describe troubleshooting on the surface deicer system. system.
 Describe operational test of surface deicer system.  Describe inspection of propeller electric deicer system.
ICE AND RAIN PROTECTION
Several components protect the aircraft from ice and rain during inclement weather conditions:
 Electric heating elements in the windshield protect against the

formation of ice.
 Air from the cabin heating systems stops windshield fogging for
better visibility.
 Heavy-duty windshield wipers for the pilot and copilot give better
visibility during rainy flight conditions.
 Pneumatic deicer boots on the leading edge of the wings and

horizontal stabilizer break off any ice that collects. An inertial
separation system that uses a dual motor actuator gives ice
protection for the engine.
 Lights on the outboard side of each engine nacelle help the pilot
see when ice forms on the leading edge of the wing.
 Hot exhaust gases give continuous anti-icing on the leading edge lip of each engine.
 Electrothermal deice boots protect the propellers from icing. The boots cycle automatically after they start.
 Hot air from the engine (bleed air) flows through a solenoid-operated shutoff valve to a distributor manifold that directs the hot
air to the brakes for deicing.
 Engine bleed air helps defog the cabin window and cockpit side windows when one or both engines are running.
 A heating element in each pitot mast prevents the pitot opening from becoming clogged with ice.
 A 15-amp circuit breaker switch on the left inboard subpanel supplies the power for the stall warning transducer heat.
ICE AND RAIN PROTECTION
 A heated vent on the underside of each wing makes sure of continued fuel system venting if the recessed vents become
blocked with ice.
 The heating elements are connected into the airplane electrical system through two 5-amp circuit breakers.
 Heating elements in the vane and mounting plate provide ice protection for the stall warning lift transducer.
Surface Deicing Notes
Lights on the outboard side of each engine nacelle help the pilot see when ice forms on the leading edge of the wing.
A 5-amp circuit breaker switch on the pilot's inboard subpanel controls the lights.
A 15-amp circuit breaker switch on the left inboard subpanel supplies the power for the stall warning transducer heat.
A heated vent on the underside of each wing makes sure of continued fuel system venting if the recessed vents
Good Points
become blocked with ice.
The heating elements are connected into the airplane electrical system through two 5-amp circuit breakers.
Heating elements in the vane and mounting plate provide ice protection for the stall warning lift transducer.
ICE AND RAIN FUEL VENT OPERATION
ICE AND RAIN PITOT STATIC OPERATION
SURFACE DEICER SYSTEM
SURFACE DEICER SYSTEM
The wing and control surface deicers and vacuum systems operate with bleed air pressure supplied from the engine.
1. This air goes through a regulator valve that gives the necessary pressure to inflate the deicer boots on the leading edge of
each wing and the horizontal stabilizer.
2. If one engine fails, a check valve in the bleed air line from each engine stops air pressure from entering the inoperative
compressor.
3. The bleed air from the engine also goes through an ejector that uses the Venturi effect to produce vacuum. This vacuum
deflates the deicer boots. A distributor valve controls inflation and deflation.
ICE LIGHT
WING CENTER SECTION AND DEICE BOOT
SURFACE DEICER INDICATING SYSTEM- PRESSURE SWITCH
The surface deicer indicating system has

three pressure sensor switches, two relays
and electrical wiring that interface with the
Crew Advisory System (CAS). The triple-fed
bus supplies 28 VDC for the surface deicer
indicating system and SURF DEICE circuit
breaker on the right circuit breaker panel.
WING PRESSURE SENSOR SWITCHES
The wing pressure sensor switches are just

outboard of the left and right engine nacelles
and connect to the deicer boot pressure lines
with tubing.
 The left wing pressure sensor switch is

mounted with a clamp to a bracket on
the strobe power supply mounting
bracket.
 The right wing pressure sensor switch

is mounted with a clamp to a bracket
on the intercostal web.
 The horizontal stabilizer (tail) pressure sensor switch is mounted with a clamp between the left and right horizontal stabilizer
deicer boots on the centerline.
WING PRESSURE SENSOR SWITCHES
All three pressure sensor switches open when deice system pressure exceeds 14.5 +- 0.5 psi. When the surface deicer boots
receive pneumatic pressure for inflation:
1. The wing pressure sensor switches start and complete electrical circuits to energize the two relays.
2. The energized relays complete the electrical circuit to the CAS and the WING DEICE indication appears on the CAS. If one or
both of the pressure switches do not operate, a wing deice fault is possible, so the WING DEICE indication does not come on.
3. The WING DEICE indication stays on until both pressure switches move to the normally-closed position. This occurs when
the deice system pressure drops below 8 psig at each outboard wing deice boot.
4. Suction occurs after the 6-second pressurization action and ends the deice cycle. If both switches do not move to the
normally-closed position, the WING DEICE indication stays on to show that the end of the deice cycle has not occurred and
that the deice boots have not pulled down properly. This may decrease ice shedding at the next deicing attempt.
HORIZONTAL STABILIZER PRESSURE SENSOR INDICATING SYSTEM
When actuated, the horizontal stabilizer pressure sensor switch completes electrical circuitry directly to the CAS to illuminate the
TAIL DEICE indication. The horizontal stabilizer pressure switch actuates when the deice system pressure reaches 14.5 +- 0.5 psig
at the tee to each deice boot. When the pressure switch actuates:
1. The TAIL DEICE indication comes on. If

the pressure switch doesn't operate, a
horizontal stabilizer fault is possible, and
the TAIL DEICE indication does not come
on.
2. The TAIL DEICE indication stays on until

the pressure switch moves to the
normally-closed position. This occurs
when the deice system pressure drops
below 8 psig at the tee leading to the
horizontal stabilizer deice boots.
3. Suction occurs after the 4-second

pressurization action and ends the deice
cycle. If the pressure switch does not
move to the normally-closed position the
TAIL DEICE indication stays on. This
shows that the end of the deice cycle has
not occurred and the deice boots have not
pulled down properly. This may decrease
ice shedding at the next deicing attempt.
ENGINE ANTI-ICE OPERATION
FOD PREVENTION
This system is also used in other conditions to prevent FOD from

entering the engine.
ENGINE ANTI-ICE OPERATION
In operation, when the forward vanes are fully extended, a position sense switch on each vane linkage sends a message to the CAS.
The appropriate indication L ENG ANTI-ICE, R ENG ANTI-ICE, or L-R ENG ANTI-ICE comes on.
When the control switches on the subpanel are activated, a second position sense switch, also located on each forward vane
linkage, energizes a 30 to 40 second time delay circuit. If the vanes have not extended fully, the L ENG ICE FAIL , R ENG ICE FAIL ,
and/or L-R ENG ICE FAIL indication comes on. This shows a fault in the primary motor of the designated actuator. To extend the
vane and extinguish the fault light, you can place the corresponding ACTUATORS switch to STANDBY position.
When the icing conditions have passed, the crew place the ANTI-ICE switches in the OFF position. This moves the actuators, returns
the vanes to non-icing position, and removes the indications from the CAS window.
AIR INTAKE ANTI-ICE LIP
The lip around each engine air inlet uses hot exhaust gases to stop ice formation during inclement weather. A scoop in the left
exhaust stack on each engine moves some of the hot exhaust gases down through a flex hose into the hollow lip around each engine
air inlet. The gases are released through the opposite exhaust stack. No shutoff or temperature indicator is necessary for this
system.
INERTIAL SEPARATION ANTI-ICE SYSTEM indicacion azul normal amarilla se esta moviendo la aleta
Utilizes a dual motor actuator. If the primary motor fails, the standby motor can activate the system.
Each engine air inlet has an inertial separation system with two electrically-actuated movable vanes. The system stops moisture
particles from entering the engine inlet plenum during freezing conditions.
In normal operation, the forward vane is up (retracted) and the aft vane is down (extended) to direct all incoming air into the engine
air plenum. In icing conditions, the forward vane moves down into the inlet airstream and the aft vane moves up. Moving these vanes
increases the speed of incoming air so that heavy ice-laden air goes overboard through the lower aft cowling, and lighter incoming air
enters the engine plenum around the trailing edge of the extended forward vane and the curved fixed vane.
An electrically-operated linear actuator moves the two vanes simultaneously through a linkage system. The electric actuator for each
engine has a primary and secondary motor with a single actuator rod assembly. The primary motor normally drives the system but
the secondary motor drives if the primary motor fails.
Switches on the left outboard subpanel, placarded ENG ANTI-ICE, LEFT-RIGHT, and ON-OFF, energize the primary actuator
motors. Another set of switches below the primary switches, placarded ACTUATORS-STANDBY-MAIN activate the secondary
system.
se apaga automatico a los diez minutos
BRAKE DEICE SYSTEM
se apaga automatico a los 10 min
BRAKE DEICE SYSTEM
Heated air for the brake deice system comes from the pneumatic bleed air system. Downstream of the pneumatic bleed air shutoff
valves, the brake deice line tees off the pneumatic bleed airline in each wheel well.
Deice bleed air then flows to a solenoid-operated shutoff valve, through a flexible hose, and to the distributor manifold on the wheel
and brake assembly.
Bleed air is distributed through orifices located on the circumference of both rings of each distributor manifold.
The toggle switch placarded BRAKE DEICE controls the brake deice system.
1. When the switch is ON, electrical power flows through a 5-amp circuit breaker on the right circuit breaker panel to a control
module under the center aisle floorboard.
2. Current then flows to open the deice shutoff valve in each main landing gear wheel well, allowing hot bleed air to flow through
the distributor manifolds and deice the brakes.
3. A switch that is part of each shutoff valve then closes and completes a circuit to illuminate the appropriate CAS Advisory:
L Brake Deice On
R Brake Deice On
L-R Brake Deice On
4. A timer circuit allows the brake deice system to operate for 10 minutes after activation when the gear is retracted.
PROPELLER DEICERS ciclos de 90 segundos
The propeller electric deicer system includes an improved single heating element deicer boot for each propeller blade, slip rings,
modular brush assemblies, timer, control
switches and an ammeter.
 When the switch is in AUTO, power to

the deicer boots cycles in 90 second
phases. The first 90 second phase
heats all deicer boots on the right
propeller. The second phase heats all
the deicer boots on the left propeller.
 The deicer timer completes one full

cycle every three minutes.
 A manual propeller deicer system

serves as a back up to the automatic
system. When the MANUAL switch is
activated, power flows to all heating
elements on both props.
 The momentary MANUAL switch must

be held in place until the ice has been
dislodged from the propeller surface.
relay
WINDSHIELD CONTROL RELAYS
relay y control
Pilot and copilot's windshields are protected against icing by dual level heating elements
Electrothermal windshield connects to the airplane electrical system through high heat and low heat relays and temperature
controllers, located on the pilot and copilot electrical panels
normal todo el parabrisas
WINDSHIELD ANTI-ICE alto solo una parte
The pilot's and copilot's windshields are

protected against icing by dual level
heating elements imbedded in the
windshield. Each electrothermal windshield
connects to the airplane electrical system
through high heat and low heat relays and
temperature controllers on the pilot and
copilot electrical panels. The panels are on
the aft side of the forward pressure
bulkhead just forward of the instrument
panel.
A 50-amp remote controlled circuit breaker

(RCCB) on the inboard side of the left
nacelle protects the pilot's side. Power for
the RCCB originates at the Left Generator
Bus on the inboard side of the nacelle. A 5-
amp RCCB protects the pilot's controller.
The 5-amp RCCB is on the pilot electrical
panel with the controller and relays. The
control circuit breakers for both RCCBs are
on the right circuit breaker panel.
A 50-amp circuit breaker on the power

distribution panel assembly protects the
copilot’s side. The power distribution panel is under the center aisle floorboard between FS 158 and FS 167. A 5-amp circuit breaker
protects the copilot's controller. The 5 amp circuit breaker is on the A226 electrical panel with the controller and relays.
WINDSHIELD ANTI-ICE
Dual level heating elements in the windshield protect against icing.
1. Two WSHLD ANTI-ICE toggle switches on the Ice Protection panel control the individual windshield heaters. The toggle
switches provide positions for OFF, NORMAL, or HI heat to the windshield.
2. The windshields also have a temperature sensor element (thermistor) that senses windshield temperature. The thermistor,
with an associated controller, raises or lowers heater power to keep the windshield temperature between 90°F and 110°F.
WINDSHIELD WIPERS
Heavy duty windshield wipers for both the pilot and copilot provide visibility during rainy flight conditions. A 10-amp circuit breaker
provides circuit protection. The circuit
breaker is on the circuit breaker panel on
the right side of the flight compartment.
A motor drives two converters through

flexible shafts to provide rotary power for
operating the wiper system. The motor
has an automatic reset thermoprotector
that temporarily de-energizes the motor in
the event of an overload. The wiper
system also includes radio noise filters
and a gear train to actuate a cam switch.
This automatically "parks" both wipers
when the rotary switch is turned to PARK
position.
WINDOW DEFOG SYSTEM anti empanamiento
Engine bleed air is available to defog the cockpit side windows any time one or both engines are running.
 The window defog system uses a

switch on the right inboard subpanel
for a pneumatic shutoff valve.
 The ground potential for the valve is

controlled through the right landing
gear safety switch so the system can
operate only in flight.
 A pressure regulator mounted under

the floorboard, right of center and aft
of FS 221, regulates the bleed air
pressure for window defog.
 From the regulator, the air is routed to

the cockpit side windows through a
piccolo tube between the interior and
exterior panes.
ATA36 PNEUMATIC SYSTEMS FOR TRAINING PURPOSES ONLY
ATA36 - Pneumatics
LEARNING OBJECTIVES
 General description and overview of the pneumatic system.
 Identify location of pneumatic system components.
 Describe adjustment of pressure regulator valve.
PNEUMATIC SYSTEM
Both engines supply bleed air for the pneumatic system. The bleed air flows through pneumatic lines to a common tee located in the
fuselage.
seis segundos y cuatro la cola
Bleed air is extracted from the third stage of the
engine compressor at a maximum temperature manual todas las botas
of 650°F and is cooled approximately 70°
above ambient temperature at the tee in the
fuselage due to heat transfer in the pneumatic
plumbing.
Check valves prevent reverse flow during

single engine operation. Downstream from the
tee, all bleed air passes through an 18
(plus/minus 1.5) psi regulator with a relief valve
set to operate at 21 (plus/minus 1) psi in case
of regulator failure.
PNEUMATIC SYSTEM DISTRIBUTION
The regulated bleed air supplies pneumatic

pressure to the:
• Surface deicers
• Door seal
• Bleed air failure warning system
• Cabin window defrost system
The regulated bleed air also supplies the forcing flow and pressure for the vacuum ejector.
INDICATION AND CONTROLS
A Pneumatic Pressure gauge on the

Copilot's subpanel lets the crew know how
much pressure is available.
PNEUMATIC SYSTEM OPERATION
ATA37 VACUUM FOR TRAINING PURPOSES ONLY
ATA37 - Vacuum
LEARNING OBJECTIVES
 General description and overview of the vacuum system.
 Identify location of vacuum system components.
 Describe adjustment of vacuum regulator valve.
 Describe replacement of instrument air filter.
VACUUM SYSTEM
COMPONENTS
Vacuum comes from the bleed air-driven

vacuum ejector. The ejector can supply
vacuum ranging from 15 inches of Hg
protege del polvo y particvulas extranas
(Mercury) at sea level to 6 inches of Hg at
31,000 feet. The ejector supplies vacuum
for the pressurization control system and
the surface deice system at a regulated
4.3 to 5.9 inches of Hg through a regulator
valve in the nose compartment. A 99.7%
efficient 0.3 micron filter located on the
regulator provides a filtered air source.
An instrument air filter is in the nose

compartment on the upper center portion
of the forward pressure bulkhead. The
disposable air filter protects the instruments from dust and other foreign particles in the air.
For More Information
REFERENCE
Check the air filter for cleanliness at the interval specified in Chapter 05-00-00, 001 and replace it at the interval specified in Chapter
05-11-00, 201 or at shorter intervals during operation in dusty conditions. Refer to Chapters 21 and 30 for more information on the
pressurization and deice systems.
REGULATOR VALVE
The regulator valve has three basic operating components:
 A loading mechanism
 A sensing element
 A control element
These three components work together to reduce

pressure.
The Loading Mechanism finds the setting of the regulator

delivery pressure. Most regulators use a spring as the
loading mechanism. When you turn the regulator adjusting
screw clockwise, the spring compresses. The force on the
spring transfers to the sensing element and the control
element to get the outlet pressure.
The Sensing Element senses the force on the spring to set the delivery pressure. Most regulators use a metal or elastomer
diaphragm as the sensing element. The sensing element communicates the change in force to the control element.
The Control Element is a valve that reduces the inlet pressure to outlet pressure. When you turn the adjusting screw clockwise the
loading mechanism compresses, which displaces the sensing element and pushes on the control element. This causes it to move
away from the regulator seat. The orifice becomes larger to allow the flow and pressure required.
ADJUSTMENT
The vacuum regulator valve is on the lower left side of the pressure bulkhead in the nose compartment.
1. Make sure that pneumatic system pressure is set

correctly.
2. Make sure the instrument and regulator filters are clean.
3. Start one engine and run it up until the gas generator

(N1) tachometer shows a reading between 70 and 80
percent.
4. Check the vacuum gauge for a reading of approximately

5.9 +0.0/ -0.2 inches of Hg. If the indication is incorrect,
unlock the retaining lock washer and loosen the
adjusting screw locknut to adjust the vacuum regulator
valve.
5. Turn the adjusting screw
o Clockwise to increase the vacuum setting
o Counterclockwise to decrease the vacuum

setting
6. When the vacuum gauge shows a reading of 5.9 inches of Hg with the engine operating within the designated range, tighten
and lock the adjusting screw locknut with the retaining lock washer. Then shut down the engine.
INDICATIONS AND CONTROLS

B300 B300C MX05 Environmentall Systems 04APR16

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Beech Super King Air

B300/B300C Series Maintenance

FUSION Maintenance Manual –

B300/B300C Maintenance Manual

Chapter 20 Standard Practices –

350i Illustrated Parts Catalog – Rev

B300/B300C Illustrated Parts

2016 01 04/04/2016 Revised course week flow. N/A Springer

Export Classification C, ECCN EAR99

ATA21 - Environmental Systems .................................................................................................................................................. 4

ATA21 – Pro Line 21 Differences ................................................................................................................................................ 42

ATA30 - Ice and Rain Protection ................................................................................................................................................. 58

ATA36 - Pneumatics ................................................................................................................................................................... 80

ATA21 – Air Conditioning/Air Supply/Pressurization

 Describe operation of environmental/air conditioning  Describe adjustment/test of electric heater power

 Describe removal/installation of cabin altitude pressure  Describe removal/installation of pressure switch.

ENVIRONMENTAL SYSTEM - NOSE SECTION

la mayoria de los ductos van

The major components of the Nose Section include:

 Electric Heat  Condenser

ELECTRIC HEATER ASSEMBLY

FWD EVAPORATOR/ BLOWER ASSEMBLY

AIR CONDITIONING CONDENSER SYSTEM

The condenser assembly has three main

Condenser coils - The condenser

Receiver/Dryer - The receiver/dryer is a

Replace the receiver/dryer whenever the compressor requires

ENVIRONMENTAL SYSTEM - WING FUSELAGE SECTION

The major components of the Wing Fuselage Section include:

 Bleed Air Bypass Valve

squat swich del lado izquierdo

BLEED AIR BYPASS VALVES

FLOW CONTROL VALVE paquete

se mueven simultaneas el intercambiador

The flow control valve includes:

 Air ejector  Check valve

 Bleed air flow modulating valve with bypass  Solenoid valve

 Bleed air valve switch  Bleed air flow transducer

 Ambient air flow modulating valve  Ambient air flow transducer

 Firewall shutoff valve

funciona con 12 vols

COMPRESSOR INTERNAL COMPONENTS

resistencia 12 v. lubricar con molicote

REFRIGERANT BINARY PRESSURE SWITCH swich binario

ENVIRONMENTAL SYSTEM - TAIL SECTION

The major components of the Tail Section include:

 Cabin Cool Air Outlets  Sidewall Heat Outlets

 Cabin Evaporators and Blowers

CABIN COOL AIR OUTLETS

Air outlets for distributing cool air through

CABIN HEAT OUTLETS

AFT EVAPORATORS AND CABIN BLOWERS

ENVIRONMENTAL SYSTEMS OPERATION

AIR DISTRIBUTION 70 grados

o A bypass valve routes bleed air to the cabin aft compartment.

o The other valve routes air to the cabin sidewall outlets.

ENVIRONMENTAL CONTROL PANEL

The temperature range for both temperature control potentiometers is

BLEED AIR CONTROLS

 PNEU & ENVIR OFF

The NORMAL position provides maximum airflow.

CREW ALERTING SYSTEM (CAS) MESSAGES

US AIR QUALITY REGULATIONS