King Air 350 Manual Chapter02

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KING AIR 300/350 PILOT TRAINING MANUAL
CHAPTER 2
ELECTRICAL POWER
CONTENTS
Page
INTRODUCTION .................................................................................................................. 2-1
DESCRIPTION....................................................................................................................... 2-1
Electrical System ............................................................................................................. 2-1
DC POWER DISTRIBUTION ............................................................................................. 2-10
Bus Tie System .............................................................................................................. 2-11
Hall Effect Sensors ........................................................................................................ 2-11
Bus Isolation .................................................................................................................. 2-12
Load Shedding ............................................................................................................... 2-12
King Air 300 Load Management ................................................................................... 2-13
King Air 350 Load Management ................................................................................... 2-13
Battery ........................................................................................................................... 2-15
Starter/Generators .......................................................................................................... 2-16
EXTERNAL POWER........................................................................................................... 2-18
Avionics Master Power ................................................................................................. 2-19
AC POWER .......................................................................................................................... 2-19
King Air 300 AC Power Distribution ........................................................................... 2-19
King Air 350 AC Power Distribution ............................................................................ 2-23
CIRCUIT BREAKERS......................................................................................................... 2-29
EMERGENCY AND ABNORMAL INDICATIONS ......................................................... 2-31
L or R DC GEN Annunciator Illuminated (Generator Inoperative) ............................. 2-32
BATTERY CHARGE Annunciator Illuminated ........................................................... 2-32
FOR TRAINING PURPOSES ONLY 2-i

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Circuit Breaker Tripped ................................................................................................ 2-33
L or R GEN TIE OPEN Annunciator Illuminated ........................................................ 2-33
BAT TIE OPEN Annunciator Illuminated ................................................................... 2-33
Ni-Cad Battery Condition Check (For Ground Operation Only) ................................. 2-34
POWER DISTRIBUTION SCHEMATICS......................................................................... 2-35
King Air 300 Power Distribution Schematics .............................................................. 2-35
King Air 350 Power Distribution Schematics .............................................................. 2-51
2-ii FOR TRAINING PURPOSES ONLY

ILLUSTRATIONS
Figure Title Page
2-1 Basic Electrical Symbols ......................................................................................... 2-2
2-2 King Air 300 Electrical System Component Locations .......................................... 2-3
2-3 King Air 350 Electrical System Component Locations .......................................... 2-4
2-4 Pilot’s Left Subpanel ............................................................................................... 2-5
2-5 Typical King Air 300 Electrical Power Distribution (1 of 2) .................................. 2-6
2-6 Typical King Air 350 (B300) Electrical Power Distribution (1 of 2)...................... 2-8
2-7 Overhead Light Control......................................................................................... 2-10
2-8 Battery Installation................................................................................................. 2-15
2-9 Starter/Generator Installation................................................................................. 2-16
2-10 Avionics Master Power Schematic........................................................................ 2-20
2-11 King Air 300 Simplified Inverter Schematic......................................................... 2-21
2-12 King Air 300 Inverter Schematic—Condition 1.................................................... 2-21
2-15 INVERTER Annunciator....................................................................................... 2-23
2-16 King Air 350 Simplified Inverter Schematic......................................................... 2-24
2-17 King Air 350 AC Power—All DC Buses Powered, Both Inverters OFF.............. 2-25
2-18 King Air 350 AC Power—All DC Buses Powered, Both Inverters ON ............... 2-26
2-19 King Air 350 AC Power—All DC Buses Powered, .............................................. 2-27
2-20 King Air 350 AC Power—All DC Buses Powered, .............................................. 2-28
2-21 Fuel Management Panel ........................................................................................ 2-30
2-22 Right Side Panel (Typical)..................................................................................... 2-31
2-23 L/R DC GEN Annunciators................................................................................... 2-32
FOR TRAINING PURPOSES ONLY 2-iii

2-24 Battery Charge Annunciator ................................................................................. 2-32
2-25 L/R GEN TIE OPEN............................................................................................. 2-33
2-26 BAT TIE OPEN .................................................................................................... 2-34
2-27 King Air 300 Power Distribution Schematic ........................................................ 2-36
2-28 King Air 300 Power Distribution—Battery OFF.................................................. 2-37
2-29 King Air 300 Power Distribution—Battery ON ................................................... 2-38
2-30 King Air 300 Power Distribution—Battery ON

(Generator Ties Manually Closed)........................................................................ 2-39
2-31 King Air 300 Power Distribution—Right Engine Start ........................................ 2-40
2-32 King Air 300 Power Distribution—Right Generator ON ..................................... 2-41
2-33 King Air 300 Power Distribution—Cross-Generator-Start (Left Engine) ............ 2-42
2-34 King Air 300 Power Distribution—Both Generators ON..................................... 2-43
2-35 King Air 300 Power Distribution—Both Generators ON

(Generator Ties Open)........................................................................................... 2-44
2-36 King Air 300 Power Distribution—Both Generators ON (Bus Sense Test)......... 2-45
2-37 King Air 300 Power Distribution—Both Generators Failed (Load-Shedding) .... 2-46
2-38 King Air 300 Power Distribution—Bus Isolation (Left Generator Bus Short) .... 2-47
2-39 King Air 300 Power Distribution—Bus Isolation (Center Bus Short) ................. 2-48
2-40 King Air 300 Power Distribution—Bus Isolation (Triple-Fed Bus Short) ........... 2-49
2-41 King Air 300 Power Distribution—External Power ............................................. 2-50
2-42 King Air 350 Power Distribution Schematic ........................................................ 2-52
2-43 King Air 350 Power Distribution—Battery Switch OFF, Battery Bus Switch..... 2-53
2-44 King Air 350 Power Distribution—Battery Switch OFF,

Battery Bus Switch Normal .................................................................................. 2-54
2-45 King Air 350 Power Distribution—Battery Switch ON ....................................... 2-55
2-46 King Air 350 Power Distribution—Battery Switch ON

(Generator Ties Manually ..................................................................................... 2-56
2-47 King Air 350 Power Distribution—Right Engine Start ........................................ 2-57
2-iv FOR TRAINING PURPOSES ONLY

2-48 King Air 350 Power Distribution—Right Generator ON...................................... 2-58
2-49 King Air 350 Power Distribution—Cross-Generator Start (Left Engine)............. 2-59
2-50 King Air 350 Power Distribution—Both Generators ON ..................................... 2-60
2-51 King Air 350 Power Distribution—Both Generators ON

(Generator Ties Open) ........................................................................................... 2-61
2-52 King Air 350 Power Distribution—Both Generators On (Bus Sense Test) .......... 2-62
2-53 King Air 350 Power Distribution—Both Generators Failed (Load-Shedding)..... 2-63
2-54 King Air 350 Power Distribution—Bus Isolation (Left Generator Bus Short) ..... 2-64
2-55 King Air 350 Power Distribution—Bus Isolation (Center Bus Short) .................. 2-65
2-56 King Air 350 Power Distribution—Bus Isolation (Triple-Fed Bus Short)............ 2-66
2-57 King Air 350 Power Distribution—External Power.............................................. 2-67
FOR TRAINING PURPOSES ONLY 2-v

TABLES
Table Title Page
2-1 King Air 300 Load ................................................................................................. 2-13
2-2 King Air 350 Load ................................................................................................. 2-14
FOR TRAINING PURPOSES ONLY 2-vii

CHAPTER 2
ELECTRICAL POWER
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INTRODUCTION
Familiarity with, and an understanding of, the airplane electrical system will ease pilot work-
load in normal operations, and in the event of an electrical system or component malfunction.
The pilot should be able to locate and identify switches and circuit breakers quickly, and should
also be familiar with appropriate corrective actions in abnormal and emergency situations.
DESCRIPTION ELECTRICAL SYSTEM

The airplane electrical system is a 28-volt DC
The Electrical System section of the training
manual presents a description and discussion of (nominal) system with the negative lead of each
the airplane electrical system and components. power source grounded to the main airplane
The electrical system is discussed to the extent structure (Figures 2-2 and 2-3). Direct Current
necessary for the pilot to cope with normal, (DC) electrical power is provided by one 24-volt,
abnormal and emergency operations. The loca- 34- or 36-ampere-hour, nickel-cadmium battery,
tion and purpose of switches, indicators, lights, or 42 amp-hour sealed lead acid battery and two
and circuit breakers, along with DC and AC gen- 28-volt, 300-ampere starter/generators connected
eration and distribution are described. This in parallel (Figures 2-27 and 2-42). This system
section also includes some of the limitations and is capable of supplying power to all subsystems
possible faults relating to particular systems or necessary for normal operation of the airplane.
components. Basic electrical symbols used in The battery and generator switches are used to
this chapter are shown in Figure 2-1. control power from the battery and generators
FOR TRAINING PURPOSES ONLY 2-1

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The King Air 300 and 350 utilize a multi-bus

BATTERY system. The buses which supply power to most
of the electrically controlled systems are the left
and right generator buses and the triple-fed bus.
FUSE There is also a center bus that is used primarily
to tie the electrical system together. There are
CURRENT LIMITER some components which get power from the
center bus. On the 300, there is a hot battery
(OR ISOLATION LIMITER) THIS ACTS
AS A LARGE, SLOW-BLOW FUSE bus. The hot battery bus is connected directly to,
and is located next to, the battery. Electrical
power flow between the battery and the hot bat-
DIODE tery bus cannot be controlled from the cockpit.
THE DIODE ACTS AS A ONE-WAY On the 350, there is a battery bus and a dual fed
"CHECK VALVE" FOR ELECTRICITY. bus which are connected to the battery through a
(Triangle points in direction of power flow. remote control circuit breaker. The remote con-
Power cannot flow in opposite direction.)
trol circuit breaker is located next to the battery,
but the battery bus and the dual fed bus are
located on the left side circuit breaker panel in
CIRCUIT BREAKER the cockpit. This remote control circuit breaker
can be controlled from the cockpit by way of
the battery bus switch. All switches in the cock-
SWITCH - TYPE
CIRCUIT BREAKER
pit which receive power from the center or
triple-fed buses are identified by a white ring on
the panel around the switch.
Electrical loads are divided among the buses as

noted on the Electrical System Buses and Subbus
RELAY OPEN Feeders Chart (Figure 2-5). Equipment on the
buses is arranged so that all items with duplicate
functions (such as right and left landing lights)
are connected to different buses. Each bus is also
RELAY CLOSED divided into feeder buses or subbuses. Many of
these subbuses can be identified in the cockpit on
the copilot’s circuit breaker panel. Circuit break-
ers on the same feeder are connected by white
lines on the panel faceboard (Figure 2-6).
BUS TIE &
SENSOR On the King Air 300, the battery is always con-
nected to the hot battery bus (Figure 2-28). Both
are located in the right wing center section. Oper-
ation of equipment on the hot battery bus does
Figure 2-1 Basic Electrical Symbols not depend on the position of the battery switch.
On the King Air 350, the battery is connected to

the battery bus and the dual fed bus through a
remote control circuit breaker. The battery bus
into the airplane electrical system. They are and dual fed bus are located on the fuel circuit
located on the pilot’s left subpanel (Figure 2-4), breaker panel and is labeled battery bus. The bat-
and are labeled BAT, GEN 1 and GEN 2 on the tery and the remote control circuit breaker is
King Air 300 or BAT, L GEN, and R GEN on the located in the right wing center section. The con-
King Air 350. trol switch for the remote control circuit breaker
2-2 FOR TRAINING PURPOSES ONLY Revision 1

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LEGEND ABBREVIATIONS USED

L = LEFT EPR = EXTERNAL POWER RELAY
R = RIGHT STR/GEN = STARTER GENERATOR
B = BATTERY GEN CONT = GENERATOR CONTROL
BT = BUS TIE EXT PWR = EXTERNAL POWER
LC = LINE CONTACTOR CTR BUS = CENTER BUS
SB = SUB BUS RG = RIGHT GENERATOR
SR = STARTER RELAY LG = LEFT GENERATOR

STR/ STR/
GEN GEN
L R
L L
C C
L L R
S S
R
G R R G
B B
U CTR U
L TRIPLE R
S B BUS B S
T
FED T
BUS
EXT PWR
HOT BAT BUS
E
P
R
B B
B
R T
BATTERY
GEN GEN
CONT CONT
Figure 2-2 King Air 300 Electrical System Component Locations
Revision 1 FOR TRAINING PURPOSES ONLY 2-3

LEGEND ABBREVIATIONS USED

L = LEFT EPR = EXTERNAL POWER RELAY
R = RIGHT STR/GEN = STARTER GENERATOR
B = BATTERY GEN CONT = GENERATOR CONTROL
BT = BUS TIE EXT PWR = EXTERNAL POWER
LC = LINE CONTACTOR CTR BUS = CENTER BUS
SB = SUB BUS RG = RIGHT GENERATOR
SR = STARTER RELAY LG = LEFT GENERATOR
BB = BATTERY BUS RCCB = REMOTE CONTROL CIRCUIT BREAKER
DFB = DUAL FED BUS
STR/ STR/
GEN GEN
BB
L R
L L
C C
DFB
L L R
S S
R
G R R
G
B B
U CTR U
L TRIPLE R
S B BUS B S
T
FED T
BUS
EXT PWR
RCCB E
P
R
B B
B
R T
BATTERY
GEN GEN
CONT CONT
Figure 2-3 King Air 350 Electrical System Component Locations
2-4 FOR TRAINING PURPOSES ONLY Revision 1

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KING AIR 300 KING AIR 350
Figure 2-4 Pilot’s Left Subpanel
is on the left pilot’s subpanel and is labeled BAT- meter panel (Figure 2-7). A normal system volt-
TERY BUS. This switch has two positions: age of 28.25 (±0.25) volts maintains the battery
N O R M A L a n d E M E R G E N C Y O F F. T h e at full charge.
EMERGENCY OFF position disconnects the
battery from the hot battery bus and is used only In normal operation, all buses are automatically
when the hot battery bus needs to be turned off. tied into a singleloop system where all sources
supply power through individual protective
The battery switch may close the battery bus tie, devices. The triple-fed bus is powered from the
which will connect the battery to the center bus, battery and both generator buses. The left and
as well as the battery relay, which will connect right generators supply power to their respective
the battery to the triple-fed bus. The battery bus left and right generator buses. The center bus is
tie and the battery relay may be opened by the fed by the two generator buses and the battery,
battery switch as well. which are automatically connected to the center
bus whenever the bus ties are closed. The Power
The generators are controlled by individual gen- Distribution Schematics (Figures 2-27 thru 2-56)
erator control units which allow constant voltage show how the buses are interconnected.
to be presented to the buses during variations in
engine speed and electrical load requirements. Voltage on each bus may be monitored on the
The load on each generator is indicated by left voltmeter (located in the overhead panel) by
and right loadmeters located on the overhead selecting the desired bus using the VOLTME-

LEFT GENERATOR BUS CENTER BUS RIGHT GENERATOR BUS

+ Subbus Feeder + Battery Switch/Relay (Alt Pwr) + Subbus Feeder
+ Auto Prop Deice + Condenser Blower + Aft Evaporator Blower
Auto Prop Deice CB Switch + Electric Heat (Aft) + Air Conditioner Clutch
+ Fuel Panel Feeder + Electric Heat (Fwd) + Copilot W/S Anti-Ice Power
L Aux Fuel Warn & Xfer + Landing Gear Motor + Copilot W/S Anti-Ice Control
* L Firewall Valve + L Prop Deice Power (Manual) + Fuel Panel Feeder
L Fuel Press Warn + R Prop Deice Power (Manual) Crossfeed
L Fuel Quantity + No. 1 Inverter Power (Alt) R Aux Fuel Warn & Xfr
L Fuel Quantity Warn + No. 2 Inverter Power (Alt) * R Firewall Valve
* L Stby Pump + Subpanel Feeder : R Fuel Press Warn
+ L Refreshment Bar Ice Lights R Fuel Quantity
** + No. 1 Inverter Power Nav Lights R Fuel Quantity Warn
** + No. 1 Inverter Power Control Taxi Light * R Stby Pump
+ No. 1 Inverter Bus Select ** + No. 2 Inverter Power
No. 1 Inverter Power Select ** + No. 2 Inverter Power Control
+ No. 2 Avionics Bus Feeder + No. 2 Inverter Bus Select
No. 2 Avionics No. 2 Inverter Power Select
+ Vent Blower + No. 3 Avionics Bus Feeder
No. 3 Avionics
+ Subpanel Feeder + R Refreshment Bar
L Landing Light + Toilet
Beacon Lights
Tail Flood Lights (Opt) + Subpanel Feeder
Recognition Lights (Opt)
+ Circuit Breaker Panel Feeder R Landing Light
Altitude Alert (Opt) R Pitot Heat
AM-FM Stereo (Opt) Stall Warning Heat
Avionics & Eng Inst Lts Strobe Lights (Opt)
Bus Tie Power, GEN 1
Bus Tie Control + Circuit Breaker Panel Feeder
Bus Tie Indication Brake Deice (Opt)
Cigarette Lighter Bus Tie Power, GEN 2
CP Encoding Altimeter (Opt) Bus Tie Control
Flap Ind & Control Bus Tie Indication
Flap Motor Pitch Trim (Opt)
Flight Inst Lights Prop Gov Test (FA-111 & after)
Furnishings Master Control Prop Sync (Opt)
L Chip Detect R Chip Detect
L Fuel Vent Heat R Fuel Vent Heat
L Stby Engine Anti-Ice R Stby Engine Anti-Ice
No Smk, FSB & Reading Lts Side Panel & Ovhd Flood Lights
Prop Gov Test (FA-2 thru 110) Subpanel, Ovhd & Console
R Bleed Air Control Lights
+ Triple-Fed Bus Feeder + Triple-Fed Bus Feeder
Pilot’s W/S Anti-Ice Power RCCB

Pilot’s W/S Anti-Ice Control RCCB
* Primary Power Source, Alternate on Triple-Fed Bus
** Primary Power Source, Alternate on Center Bus
+ Circuit Protection Device Not Directly Accessible In Flight
Figure 2-5 Typical King Air 300 Electrical Power Distribution (1 of 2)
2-6 FOR TRAINING PURPOSES ONLY

TRIPLE-FED BUS HOT BATTERY BUS
+ No. 1 Circuit Breaker Panel Feeder + No. 4 Circuit Breaker Panel Feeder +Cabin Entry Lights (Note 1)
Annunciator Power Bus Tie Power, TPL FED +Ground Comm (Opt)
Autofeather Bus Tie Control +L Engine Fire Ext
Avionics Master Bus Tie Indication +R Engine Fire Ext
Ldg Gear Warning Cabin Pressure Control +RNAV Memory (Opt)
L Bleed Air Warning Cabin Temp Control
L Fire Detect L Bleed Air Control
L Fuel Flow Manual Prop Deice Control BATTERY
L Ignitor Power Oxygen Control
L Oil Press Warning R Main Engine Anti-Ice
L Oil Temp & Press (FA-2
thru 110) + Fuel Panel Feeder
L Oil Press (FA-111 & after) L Firewall Valve (Alt) + Battery Switch/Relay
L Oil Temp (FA-111 & after) L Stby Pump (Alt)
L Start Control R Firewall Valve (Alt) Note 1:
R Stby Pump (Alt)
+ No. 2 Circuit Breaker Panel Feeder The Cabin Entry Lights Circuit
Annunciator Indication + Subpanel Feeder Breaker also feeds the following:
Lndg Gear Indication Landing Gear Control Aft Baggage Compartment
R Bleed Air Warning L Pitot Heat Lights (Eyeball Lights)
R Fire Detect Chart Holder
R Fuel Flow + No. 1 Avionics Bus Feeder Control Wheel Clock (LCD Only)
R Ignitor Power No. 1 Avionics Door Handle Position
R Oil Press Warn Rudder Boost (FA-2 thru 38) Observation Lights
R Oil Temp & Press (FA-2 Door J-Hook Observation Lights
thru 110) Door Step Lights
R Oil Press (FA-111 & after) Emergency Instrument Indirect
R Oil Temp (FA-111 & after) Lights
R Start Control Exterior Entry Light (Under Wing)
Rudder Boost (FA-39 & after) Refreshment Bar Clock (Opt)
Stall Warning
+ No. 3 Circuit Breaker Panel Feeder

Cabin Lights
Gen Reset
Inst Indirect Lights
L Main Engine Anti-Ice
Outside Air Temp
Pilot Alt & Air Data (Opt)
Pilot Turn & Slip Indicator
Surface Deice
Windshield Wiper
Figure 2-5 Typical King Air 300 Electrical Power Distribution (2 of 2)

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LEFT GENERATOR BUS CENTER BUS RIGHT GENERATOR BUS
+ Subbus Feeder + Condenser Blower + Subbus Feeder

+ Auto Prop Deice + Electric Heat (Aft) + Aft Evaporator Blower
Auto Prop Deice CB Switch + Electric Heat (Fwd) + Air Conditioner Clutch
+ No. 2 Avionics Bus Feeder + Landing Gear Motor + Copilot W/S Anti-Ice Power
L GEN Avionics + No. 1 Inverter + Copilot W/S Anti-Ice Control
+ Refreshment Bar + L Prop Deice Power (Manual) + No. 2 Inverter
+ Vent Blower Power + R Prop Deice Power (Manual) + No. 3 Avionics Bus Feeder
+ Subpanel Feeder R GEN Avionics
+ Subpanel Feeder Beacon Lights + Toilet
L Landing Light Ice Lights
Nav Lights Taxi Light + Subpanel Feeder
Tail Flood Lights Recognition Lights
R Landing Light
+ Circuit Breaker Panel Feeder R Pitot Heat
+ Altitude Alert (Opt) Stall Warning Heat
AM-FM Stereo (Opt) Strobe Lights
Avionics & Eng Inst Lts
Bus Tie Power, L GEN + Circuit Breaker Panel Feeder
Bus Tie Control Brake Deice (Opt)
Bus Tie Indication Bus Tie Power, R GEN
Cigarette Lighter Bus Tie Control
CP Encoding Altimeter (Opt) Bus Tie Indication
Flap Ind & Control Pitch Trim (Opt)
Flap Motor Prop Gov Test
Flight Inst Lights Prop Sync
Furnishings Master Control Reading Lights
L Chip Detect R Chip Detect
L Fuel Vent Heat R Fuel Vent Heat
L Stby Engine Anti-Ice R Stby Engine Anti-Ice
No Smk, FSB, & Baggage Lts Side Panel Lights
R Bleed Air Control Subpanel, Ovhd, & Console Lts
+ Triple-Fed Bus Feeder + Triple-Fed Bus Feeder

Pilot’s W/S Anti-Ice Power RCCB
Pilot’s W/S Anti-Ice Control
RCCB
Figure 2-6 Typical King Air 350 (B300) Electrical Power Distribution (1 of 2)

TRIPLE-FED BUS BATTERY BUS
+ No. 1 Circuit Breaker Panel Feeder + No. 4 Circuit Breaker Panel Feeder Avionics
Annunciator Power Bus Tie Power, TPL FED Battery Switch/Relay
Autofeather Bus Tie Control * Dual Fed Bus
Avionics Master Bus Tie Indication Ground Comm
Lndg Gear Warning Cabin Alt High
L Bleed Air Warning Cabin Diff High DUAL FED BUS
L Fire Detect Cabin Pressure Control
L Fuel Flow Cabin Temp Control Cabin Entry Lights (Note 1)
L Ignitor Power L Bleed Air Control L Engine Fire Ext
L Oil Pressure Manual Prop Deice Control R Engine Fire Ext
L Oil Press Warning Oxygen Control
L Oil Temp R Main Engine Anti-Ice BATTERY
L Start Control Windshield Wiper
Battery Bus Control
+ No. 2 Circuit Breaker Panel Feeder + No. 1 Fuel Panel Feeder
Annunciator Indication L Aux Fuel Warn & Xfer
Lndg Gear Indication L Firewall Valve
R Bleed Air Warning L Fuel Press Warn
R Fire Detect L Fuel Quantity
R Fuel Flow L Fuel Quantity Warn Note 1:
R Ignitor Power L Stby Pump
R Oil Press The Cabin Entry Lights Circuit
R Oil Press Warning + No. 2 Fuel Panel Feeder Breaker also feeds the following:
R Oil Temp AC Bus Control Aft Baggage Compartment Lights
R Start Control Crossfeed (Eyeball Lights)
Rudder Boost * Dual Fed Bus Chart Holder
Stall Warning R Aux Fuel Warn & Xfer Control Wheel Clock (LCD Only)
R Firewall Valve Door Handle Position
+ No. 3 Circuit Breaker Panel Feeder R Fuel Press Warn Observation Lights
Airspeed Warn R Fuel Quantity Door J-Hook Observation Lights
Avionics Annunciator (Opt) R Fuel Quantity Warn Door Step Lights
Cabin Lights R Stby Pump Emergency Instrument Indirect
Gen Reset Lights
Inst Indirect Lights + Subpanel Feeder Exterior Entry Light (Under Wing)
L Main Engine Anti-Ice Landing Gear Control Refreshment Bar Clock (Opt)
Outside Air Temp L Pitot Heat Left Seat Riser Threshold Light
Pilot Alt & Air Data (Opt) Spar Cover Light
Pilot Turn & Slip + No. 1 Avionics Bus Feeder
Surface Deice TPL FED Avionics

* The Dual Fed Bus is fed from the Triple-Fed Bus No. 2 Fuel Panel Feeder and the Battery Bus
Figure 2-6 Typical King Air 350 (B300) Electrical Power Distribution (2 of 2)

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In normal operation, all buses are automatically

tied together so that all sources collectively sup-
ply power through individual protective devices.
Three in-flight DC power sources are available:

●
One 24-volt, 20-cell, 34- or 36-ampere-
hour Nickel-Cadmium Battery.
●
Two 28-volt, 300-Ampere
Start/Generators
When the battery switch is turned ON, the bat-

tery relay and the battery bus tie relays close
(Figures 2-29 and 2-45). Battery power is routed
through the battery relay to the triple-fed bus, and
through the battery bus tie relay to the center bus
Figure 2-7 Overhead Light Control and to both starter relays to permit starting either
and Meter Panel
engine. However, without generator or external
power neither generator bus is powered, since the
TER BUS SELECT switch adjacent to the generator bus ties are normally open when only
voltmeter (Figure 2-7). battery power is available.
The electrical system is designed to provide max- Normal before-starting procedures on the King
imum protection against loss of electrical power Air 300 require the generator ties to be closed
should a ground fault (or short) occur. High cur- manually. The King Air 350 does not.
rent (Hall Effect) sensors, bus tie relays and
current limiters are provided to isolate a fault After either engine has been started and its gener-
from its power source. The electrical system bus ator switch has been moved to RESET, the
arrangement is designed to afford multiple power generator control unit (GCU) will bring the gen-
sources for certain systems. erator up to normal system voltage. Releasing the
spring-loaded switch to the center ON position
closes the generator line contactor, thereby pow-
ering the generator bus and closing both
DC POWER generator ties automatically (the MAN TIES
DISTRIBUTION CLOSED advisory annunciator will extinguish if
the generator ties have been manually closed).
This action distributes power through the right
The DC power distribution system is commonly
250-amp current limiter and generator bus tie
called a “triplefed” system since most buses
relay to the center bus. From the center bus, elec-
receive power from three sources (Figures 2-27
tricity will flow to the battery, through the battery
and 2-42). Many systems receive power from the
bus tie, and to the left generator bus, through the
triplefed bus. The triple-fed bus is powered from
left generator bus tie and 250-amp current lim-
the three sources of electrical power onboard the iter. Power is also fed to the triple-fed bus from
aircraft and it only receives power. It is not used the right generator bus. When both generators are
to transfer electricity from one part of the electri- operating, each generator directly feeds its own
cal system to another, such as the center bus. In generator bus which in turn feed the center bus,
this manner, a backup power source is available triple-fed bus, hot battery bus, and the battery, if
to most of the aircraft electrical systems. it is discharged.

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The generator buses and the battery are tied OPEN but will spring back to NORM from MAN
together by the center bus. The triple-fed bus is CLOSE. Only the generator bus tie relays may be
powered (or fed) from the battery and each gen- manually opened or closed with this switch.
erator bus through 60-amp limiters and through Manually closing the generator bus tie relays will
diodes providing fault isolation protection connect the generator buses to the center bus and
between the power sources. power the entire system (Figures 2-30 and 2-46).
Momentarily placing the switch to MAN CLOSE
applies bus voltage to the coil of the generator
BUS TIE SYSTEM bus tie relays, completes a latching circuit, acti-
vates the MAN TIES CLOSED annunciator and
The electrical system is protected from exces-
closes the generator bus tie relays. The latching
sively high current flow by the bus tie system
circuit is completed through the contacts of the
(Figures 2-27 and 2-42). Three current sensors,
control relays for the generator line contactor. A
consisting of Hall Effect devices and solid-
generator bus tie relay cannot be manually closed
state circuitry, are used to sense current flow
if a fault opened the tie; the BUS SENSE switch
through the portion of the circuit being moni-
must be momentarily activated to RESET, which
tored. Two bus tie sensors and their relays are
resets the tie.
located between the generator buses and the
center bus, and a third is between the battery When a generator is brought on-line to the air-
and the center bus. craft electrical system, the power source for the
generator bus tie control is transferred from the
With no power applied to the aircraft electrical
manual close circuitry to the generator control
system, all three bus tie relays are open. When
units, which continue to hold the generator bus
the BAT switch is turned ON, battery voltage
ties closed. In addition, the MAN TIES CLOSED
energizes the control circuit of the battery bus
annunciator extinguishes only when a generator
tie relay and the battery relay, thereby closing
is brought in-line.
them. This action has no effect on the generator
bus ties. When the generator ties are already closed, the
GEN TIES switch can open the generator bus ties
A similar action occurs when a generator or
as procedure may dictate. When the GEN TIES
external power is brought on-line. When either
switch is positioned to OPEN, the grounding por-
generator is brought on-line, voltage from the
tion of the control circuit is removed from both
generator control unit energizes the control cir-
generator bus tie control circuits, allowing the
cuit of both generator bus tie relays. This causes
generator bus ties to spring open.
the L and R GEN TIE OPEN annunciators to
extinguish and the generator bus tie relays to
close. When external power is brought on-line to HALL EFFECT SENSORS
the aircraft electrical system, voltage from the
external power switch energizes the control cir- Hall Effect sensors are solid state devices that
cuit of both generator bus tie relays. Neither sense current flow in one direction. They do
generator nor external power affect the battery this by actually sensing the intensity of the
bus tie circuitry. magnetic field around the conductor, since cur-
rent flow and magnetic field intensity have a
The switch on the pilot’s left subpanel, (Figure proportionate relationship.
2-4) placarded GEN TIES - MAN - CLOSE -
OPEN, is used to manually close both generator Activation of an internal solid-state switch within
bus tie relays prior to energizing a generator. It is the sensor by a current of at least 275 (±5)
also used to manually open both generator bus tie amperes will open the control circuit of the asso-
relays at any time. This switch must be lifted ciated bus tie relay, causing it to open. The
(lever-lock) to move it from center (NORM) to control circuit of the bus tie relay is latched open
either OPEN or MAN CLOSE. It will lock to prevent the bus tie relay from closing. Opening

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a bus tie relay will illuminate the appropriate TIE BUS ISOLATION
OPEN annunciator. When a bus tie relay has
been opened by excessively high current flow Bus isolation is one noteworthy feature of the
through the Hall Effect sensor (i.e. a bus fault), it multi-bus electrical system. The two generator
can only be reset by momentarily activating the buses and the center bus are protected in part by
BUS SENSE switch on the pilot’s left subpanel high-current sensing (Hall Effect) devices. In
to RESET (Figure 2-4). All Hall Effect sensors case of excessive current draw on one bus, the
are unidirectional. They only sense overcurrent associated sensor will partly isolate the affected
in the direction of the arrow on the symbol. bus by opening its bus tie, allowing the other
buses to continue operating as a system. There
The bus sense switch located on the pilot’s left may be other current limiters or devices that may
subpanel, controls the over current sensing por- open to complete the bus isolation. All current
tion of the bus tie system. This switch, placarded sensors are desensitized during engine starts, to
BUS SENSE - TEST - RESET, is spring-loaded allow the required high-current flow to pass from
to the center (NORM) position. Momentarily the power sources to the starter motor without
activating it to TEST connects bus voltage to all causing the bus ties to open. The battery bus tie
three current sensor test circuits (Figures 2-36 current sensor is desensitized and the battery bus
and 2-52). This voltage simulates the condition tie is held closed during landing gear operation.
resulting from a high current through each bus tie
relay. The solid-state switches of each sensor are A 250-amp current limiter (a large slow-blow
thus activated to de-energize their respective fuse) is also located in the circuitry between the
relays, thereby opening the bus tie relays and center bus and each of the generator buses. Since
activating the annunciators. Once activated, the the Hall Effect devices sense high current in only
test circuitry latches the bus ties open, preventing one direction, the current limiters provide protec-
their automatic closing. tion in the opposite direction. If an overcurrent
situation causes a current limiter to open, it will
Current sensor reaction time is approximately also, in part, cause bus isolation.
0.010 seconds for the generator current sensors
and 0.120 seconds for the battery current sen- The current protection for the triple-fed bus is
sor. Once activated, the relays latch open, and provided exclusively by 60-amp current limiters.
reaction time for the system is limited to the Triple-fed bus isolation will occur only if all
reaction time of the relays. Therefore, only three of these limiters open.
momentary activation of the TEST switch is
required. Prolonged activation of this switch For typical examples of bus isolation, refer to Fig-
will damage or destroy the sensor modules and ures 2-38 and 2-54 (generator bus), 2-39 and 2-55
should be avoided. (center bus), and 2-40 and 2-56 (triple-fed bus).
Momentary activation of the switch to RESET

powers the coil of the bus tie relays, unlatching LOAD SHEDDING
the test circuits and permitting the bus ties to
energize (close). Since high-current sensing is Load shedding is another highly beneficial fea-
ture of the multibus electrical system. The
latched out when the switch is in RESET, only
momentary activation is desirable. This prevents electrical system will automatically remove
accidental welding of the bus tie relay contacts excess loads (generator buses), when the power
and/or opening a 250-amp current limiter by a source is reduced to battery only. When both gen-
bus grounding fault. erators are secured (or fail), the generator bus ties
open and the generator bus loads are “shed” (Fig-
ures 2-37 and 2-53). The battery will continue to
power the center, triple-fed, and hot battery
buses. If necessary, power to the generator buses
can be restored by closing the generator ties man-

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ually with the GEN TIES switch (Figures 2-30 NOTE

and 2-46). When load shedding occurs in flight,
land as soon as practical, unless the situation can Equipment which remains operable is
be remedied and at least one generator brought designated with a white circle around
back on-line. Refer to the Abnormal Indications the control switch. Attitude reference
discussion in this section and to the emergency will depend upon the specific instru-
procedures section of the POH for more details. ment panel equipment. The landing
gear should be manually extended to
maximize battery duration. Taxi lights
KING AIR 300 LOAD should be used for landing if required.
MANAGEMENT With the equipment listed under
LOAD MANAGEMENT selected
Use of the equipment in Table 2-1 will reduce OFF, the battery duration will be
battery duration by the approximate times listed. approximately 60 minutes (based on
Multiple usage of the following equipment is 25-amp load and a 75% battery
additive. capacity).
Table 2-1 KING AIR 300 LOAD

MANAGEMENT WARNING
REDUCTION Do not place the GEN TIES switch in

OPERATING
IN BATTERY the MAN CLOSE position. This action
EQUIPMENT TIME
DURATION reconnects the L and R generator bus
(MIN)
(MIN) loads and severely limits the battery
duration.
Single Stby 5 2
Fuel Pump
Windshield 5 1
KING AIR 350 LOAD
Wipers MANAGEMENT
L Pitot Heat Continuous 8 The equipment listed in Table 2-2 remains opera-
ble after a dual generator failure. With only the
Manual Prop 5 8
Deice
equipment operating listed as “continuous” in the
“OPERATING TIME” column, the battery dura-
Surface Deice 1 0.5 tion will be approximately 30 minutes (based
upon a 50-amp load and a 75% battery capacity).
Ice Lights 5 0.5
Indirect Instr 5 0.5 Use of the equipment with prescribed operating

Lights times will reduce the battery duration by the
approximate times listed. Multiple usage of this
Cabin Lighting 5 2 equipment is additive.
Taxi Lights 5 2
Nav Lights Continuous 8 NOTE

CONN 1 Xmit 5 1 Equipment which remains operable is
designated with a WHITE CIRCLE
around the control switch. Attitude ref-
erence will depend upon the specific
instrument panel equipment. Refer to
the LOAD MANAGEMENT table to

determine which attitude instruments Table 2-2 KING AIR 350 LOAD
will remain operable with a dual gen- MANAGEMENT (CONT.)
erator failure.
REDUCTION
IN MAIN
OPERATING
WARNING EQUIPMENT
TIME (MIN)
BATTERY
DURATION
Do not place the GEN TIES switch in (MIN)
the MAN CLOSE position. This action
Annunciator Panel As Required -----
reconnects the left and right generator
bus loads and severely limits the bat- Instrument Continuous -----
tery duration. Indirect/
Emergency Lights
Table 2-2 KING AIR 350 LOAD Cabin Lights 5 2

MANAGEMENT
Ice Light 5 0.5
REDUCTION Beacon Lights Continuous ----

IN MAIN
OPERATING Taxi Lights 1 0.5
EQUIPMENT BATTERY
TIME (MIN)
DURATION Digital OAT Continuous ----
(MIN)
Fuel Quantity Continuous ----
Air-driven Attitude Continuous ---- Indicator
Gyro
Single Standby 5 1
Standby Attitude Continuous None* Fuel Pump
Gyro
Left Bleed Air Continuous ----
Inverter 1 Continuous ----- Valve
Comm 1 Xmit 3 0.5 Pressurization Continuous ----
Control
Pilot Audio Continuous -----
Cabin Continuous ----
Nav 1 Continuous ----
Temperature
RMI 2 Continuous ---- Control
Pilot Altimeter Continuous ---- Engine Ignition 0.5 0.1
Pilot ADI (Electro- Continuous ---- Surface Deice 6 cycles 0.1

mechanical)
Left and Right Single 0.1
Pilot EADI (EFIS) Not ---- Main Engine Operation
Operational Anti-ice
Pilot HSI (Electro- Continuous ---- Manual Prop 3 3

mechanical) Deice
Pilot EHSI (EFIS) Not ---- Windshield Wiper 1 0.1

Operational
Left Pitot Heat Continuous ----
Turn & Slip Continuous ----
Landing Gear Single 0.5
Indicator
Operation
* Optional equipment. Powered by Auxiliary battery.
* Optional equipment. Powered by Auxiliary battery.

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BATTERY breaker is closed, which will connect the battery

directly to the battery bus and dual-fed bus.
The nickel-cadmium (Ni-Cad) or sealed lead- When it is in the EMERGENCY OFF position,
acid battery is located in the right wing center the remote control circuit breaker is open, which
section in an air-cooled box (Figure 2-8). The will disconnect the battery from the battery bus
battery relay, battery bus tie relay, external power and dual-fed bus.
relay, battery bus tie relay hall effect sensor, right
generator bus tie relay hall effect sensor, battery The hot battery bus on the King Air 300 and
to triple-fed bus 60 amp current limiter, and the the battery bus and dual-fed bus on the 350
charge monitor shunt are mounted in the battery provide power directly to a few aircraft sys-
compartment immediately forward of the battery. tems (Figures 2-27 and 2-42). These systems
may be operated without turning the battery
switch on. Care should be taken, however, to
insure that utilization of these systems is mini-
mal when the generators are inoperative and/or
the aircraft is secured to prevent excessive dis-
charge of the battery.

A battery charge monitor system advises the pilot
of battery charge/discharge status. On King Air
300 serials FA-10 and later and all 350s, a battery
ammeter located in the overhead meter panel
provides a continuous readout of the current
charge into, or drawn from, the battery. On all
aircraft, a charge into the battery of more than
7 amperes for 6 or more seconds, will trigger the
yellow BATTERY CHARGE annunciator.
Figure 2-8 Battery Installation The BATTERY CHARGE annunciator may

occasionally be illuminated for short intervals
when heavy electrical draw items are cycled. For
Power to the triple-fed and center buses is routed example, following a battery-powered engine
from the battery via the battery relay and battery start, the battery recharge current is very high and
bus tie respectively, which are controlled by the causes illumination of the BATTERY CHARGE
battery switch on the pilot’s left subpanel. annunciator, thus providing an automatic self-test
of the battery monitor system. As the battery
On the King Air 300, there is a hot battery bus for
approaches a full charge and the charge current
powering a few systems without having to turn
decreases to a satisfactory level, the annunciator
the battery switch on. The hot battery bus is
will be extinguished. This normally occurs
located in the battery compartment.
within a few minutes after an engine start, but
On the King Air 350, the battery bus and dual-fed may require a longer time if the battery has a low
bus, which serve the same purpose as the hot bat- state of charge.
tery bus on the 300, are located on the fuel circuit
These systems are designed for continuous moni-
breaker panel in the cockpit. A battery bus
toring of battery condition. Refer to the Abnormal
switch, on the pilot’s left subpanel, controls a
Indications paragraph of training manual or the
remote control circuit breaker located in the bat-
Abnormal and Normal Procedures sections of the
tery compartment. When this switch is in the
POH for battery check procedures.
NORMAL position, the remote control circuit

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STARTER/GENERATORS one for each engine, placarded: IGNITION

AND ENGINE START - LEFT - RIGHT - ON -
The starter/generators are dual-purpose, engine- OFF -STARTER ONLY, located on the pilot’s
driven units (Figure 2-9). The same unit is used left subpanel (Figure 2-4). Actuating a switch to
as a starter to drive the engine during engine start either the STARTER ONLY or ON position sup-
and as a generator to provide electrical power plies a signal to the start relay to energize the
when driven by the engine. A series starter wind- starter, and to the generator field sense relay to
ing is used during starter operation and a shunt disable the shunt field and prevent generator
field winding is used during generator operation. operation during the start cycle. The starter
The regulated output voltage of the generator is drives the compressor section of the engine
28.25 (±0.25) volts with a maximum continuous through accessory gearing.
load rating of 300 amperes.
The starter relay connects the battery to the
In addition to the starter/generators, the gener-
ator system consists of control switches, starter/generator during engine starts. With one
generator control units (GCU), line contactors engine running and its generator on the line, the
and loadmeters. opposite engine can be started using power from
the battery and the operating generator channeled
Starter power to each individual starter/genera- through the starter relay. This is called a cross-
tor is provided from the center bus through a generator start. Normally one engine is started on
starter relay (Figures 2-31 and 2-47). The start battery power alone, and the second engine uses
cycle is controlled by a three-position switch, a cross-generator start.
Figure 2-9 Starter/Generator Installation

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The operating generator control unit will limit its The GCUs provide the following functions:
generator’s output to no more than 400 amps dur-
ing a cross-generator start (Figure 2-33). This ●
Voltage Regulation and Line Contactor
assures that the 250-amp current limiter on the Control
operating generator side will not open due to
transient surges, since the generator would nor- ●
Overvoltage and Overexcitation
mally provide most of the current required for the Protection
start. In addition, while a starter is selected, the
bus tie sensors are disabled to prevent them from ●
Paralleling/Load Sharing
opening their respective bus tie relays.
●
Reverse-Current Protection
CAUTION ●
Cross-Generator-Start Current Limiting
Do not exceed the starter motor oper- Voltage Regulation and Line
ating time limits of 30 seconds ON,
five minutes off, 30 seconds ON, five Contactor Control
minutes off, 30 seconds ON, then 30 The generators are normally regulated to 28.25
minutes off. (±.25) VDC.
When the generator switch is held in RESET,

NOTE generator residual voltage is applied through
The above limitation is only applica- the GCU to the generator shunt field causing
ble when the starter is driving the the generator output voltage to rise. When the
engine, not when the engine is driv- switch is released to ON, the 28-volt regulator
ing the starter. circuit takes over and begins controlling the
generator shunt field in order to maintain a
constant output voltage. The voltage regulator
DC Generation circuit varies shunt field excitation as required
to maintain a constant 28-volt output from the
The generator phase of operation is controlled by
generator for all rated conditions of generator
the generator switches, located in the pilot’s left
speed, load and temperature.
subpanel, next to the BAT switch under the
MASTER SWITCH gang bar (Figure 2-4). The When the generator switch is released to ON
switches provide OFF, ON and RESET generator voltage is applied to the GCU to enable
capabilities. the line contactor control circuit. The GCU com-
pares generator output voltage with aircraft bus
The generating system is self-exciting and does
voltage. If the generator output voltage is within
not require electrical power from the aircraft
0.5 volts of aircraft bus voltage, the GCU sends a
electrical system for operation. It utilizes genera-
signal to the line contactor, which closes and
tor residual voltage for initial generator buildup.
connects the generator to the aircraft bus (Figures
Generator operation is controlled through two 2-32 and 2-48), and closes both generator ties to
generator control units (GCU), mounted below connect the center bus and the generator buses,
the center aisle floor, that make constant voltage allowing the generator to recharge the aircraft
available to the buses during variations in engine battery and power all aircraft electrical loads.
speed and electrical load requirements. The load
When a generator fails or is turned off, the GCU
on each generator is indicated by the respective
opens the line contactor and isolates the inopera-
left and right loadmeters located in the overhead
tive generator from its bus.
meter panel (Figure 2-7).

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Overvoltage and Overexcitation age exceeds output voltage, the GCU opens the
Protection line contactor to protect the generator.
The GCU provides overvoltage protection to pre- Cross-Generator-Start Current

vent excessive generator voltage from being
applied to aircraft electrical equipment. If a gen- Limiting
erator output reaches the maximum allowable During a cross-generator start, when the IGNI-
32-volts, the overexcitation circuits of the GCU TION AND ENGINE START switch on the
will detect which generator is producing exces- second engine is activated to ON, a signal from
sive voltage output and attempting to absorb all the switch is applied to the GCU of the operating
the aircraft electrical loads. The GCU overexcita- generator. This activates the cross-start current
tion circuit will then disconnect the generator limiting circuit and limits output of the operating
from the electrical system. generator to no more than 400 amps which pro-
tects the 250-amp current limiter on the operating
Overexcitation protection is provided by the gener- generator side. While a starter is selected the bus
ator control panel. This portion of the control panel tie sensors are disabled to prevent them from
will activate in the event the generator load and opening their respective bus tie relays. When
speed conditions are such, or the nature of the fault using STARTER ONLY to motor the engine, the
is such, that the generator voltage increases without same functions occur.
control, but does not reach an overvoltage condi-
tion. Should the generator field reach the designed
limitation value, the circuitry providing overexcita-
tion protection will be activated to remove the EXTERNAL POWER
affected generator from the bus.
The external power receptacle, located under the
right wing outboard of the nacelle, is provided to
Paralleling/Load Sharing connect an external power unit to the electrical
The paralleling circuit averages the output of system when the airplane is parked. The power
both generators to equalize load levels. The par- receptacle is designed for a standard AN plug.
alleling circuits of both GCUs become operative
when both generators are online. The paralleling When external power is connected, the external
circuits sense the interpole winding voltages of power relay can close only if the polarity of the
both generators to provide an indication of the voltage being supplied to the external power
load on each generator. The voltage regulator cir- receptacle is correct (Figures 2-41 and 2-57).
cuits are then biased up or down as required to
Whenever an external power plug is connected to
increase or decrease generator loads until both
the receptacle and the BAT switch is ON, the yel-
generators share the load equally. The GCU’s are
low EXT PWR annunciator will either be
designed to balance loads to within 10 percent.
illuminated continuously or flash dependent upon
certain other parameters. If the external power
Reverse-Current Protection unit is OFF, or the EXT PWR switch is OFF, the
annunciator will flash. With the EXT PWR
Reverse-current protection is provided by the switch and external power unit ON, the annunci-
GCU. When a generator becomes underexcited or ator will be on steady, provided external power
cannot maintain bus voltage for some reason (i.e., voltage is sufficient to power the aircraft electri-
low generator speed during engine shutdown), it cal system.
will begin to draw current (reverse current) from
the aircraft electrical system. The GCU senses External power voltage can be monitored any-
reverse current by comparing generator output time—even before the EXT PWR switch on the
voltage to generator bus voltage. When bus volt- pilot’s left subpanel is switched ON - by turning
the VOLTMETER BUS SELECT switch in the

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overhead panel (Figure 2-7) to the EXT PWR nal power. Use only an external power
position and reading the voltage on the voltmeter. source fitted with an AN-type plug.
A high-voltage sensor locks out and opens the Voltage is required to energize the avi-
external power relay if external power exceeds onics master power relays to remove
31 (±0.5)volts DC. A low-voltage sensor causes the power from the avionics equip-
the EXT POWER annunciator to flash when ment. Therefore, never apply external
external power output voltage is below 24 (±1.5 power to the airplane without first
volts DC. applying battery voltage.
When the EXT PWR switch is ON, the exter- The battery may be damaged if
nal power relay closes. As external power exposed to voltages higher than 30
enters the aircraft, the left and right generator volts for extended periods of time.
bus tie relays close, permitting power to reach
all buses. Consequently, the entire electrical Refer to the Normal Procedures section of the POH
system can be operated, including the starters for procedural details of using external power.
(Figure 2-41 and 2-57).
The ground power source should be capable of AVIONICS MASTER POWER
delivering up to 1000 amps momentarily, 300
The avionics systems installed on each air-
amps continuous, during engine starts. Use of an
plane usually consist of individual nav/com
inadequate ground power unit can cause a volt-
age drop below that required by the starter relay, units, each having its own on-off switch. Avi-
resulting in possible relay chatter and welded onics packages will vary on different airplane
contacts. Aircraft electrical loads should be installations. Due to the large number of indi-
reduced to the minimum practical prior to vidual receivers and transmitters, a Beech
attempting an external power start. avionics master switch placarded AVIONICS
MASTER POWER is installed on the pilot’s
Observe the following precautions when using an left subpanel. An Avionics Master Power Sche-
external power source: matic diagram is shown in Figure 2-10. Refer
to the Avionics section of this training manual
for details of the avionics system.
CAUTION
THE RECOMMENDED MINIMUM AC POWER
INDICATED BATTERY VOLTAGE
PRIOR TO CONNECTING EXTER-
NAL POWER IS 23 VOLTS. KING AIR 300 AC POWER
HOWEVER, NEVER CONNECT AN DISTRIBUTION
EXTERNAL POWER SOURCE TO
THE AIRPLANE UNLESS A BAT- AC power for the avionics equipment and the
TERY INDICATING A CHARGE OF AC-powered engine instruments is supplied by
AT LEAST 20 VOLTS IS IN THE two inverters (Figure 2-11). Either one may be
AIRCRAFT. used at the pilot’s discretion through the inverter
selector switch. Each inverter provides two levels
If the battery voltage is less than 20 of power: 115 volts, 400 Hz for avionics equip-
volts, the battery must be recharged, or ment and 26 volts, 400 Hz for the torque meters
replaced with a battery indicating at and applicable avionics. Output of the torque
least 20 volts, before connecting exter- meter’s inverter is rated at 250 volt-amps.

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AVIONICS AVIONICS MASTER

BATTERY BUS
MASTER POWER SWITCH
(TRIPLE FED)
POWER CB
ON
OFF
LEFT BATTERY RIGHT

GENERATOR BUS GENERATOR
BUS (TRIPLE FED) BUS
30A 30A 30A
25A 25A 25A
NUMBER 2 NUMBER 1 NUMBER 3

AVIONICS AVIONICS AVIONICS
BUS BUS BUS
Figure 2-10 Avionics Master Power Schematic

Optional inverters are available, rated as neces- ply 26 VAC avionics and instrument power, and
sary to meet aircraft AC power requirements. The 115 VAC avionics and test-jack power. The
inverters are installed in the wings, immediately inverter select relay is energized when the num-
outboard of each nacelle. ber one inverter is selected (Figure 2-12). It is
deenergized when the inverter switch selects
I n ve r t e r o p e r a t i o n i s c o n t r o l l e d b y t h e either OFF or NO. 2.
INVERTER NO. 1 - OFF - NO. 2 select switch
on the pilot’s left subpanel (Figure 2-4). Selec- Dual sources of DC power are provided for each
tion of either inverter actuates the corresponding inverter (Figures 2-13 and 2-14). The power-
inverter power relay to supply it with DC power. select relay for each inverter is automatically
An inverter-select relay provides the necessary selected to provide inverter power from the adja-
switching to permit the operating inverter to sup- cent generator bus, or from the center bus if the

CENTER BUS 5 5 CENTER BUS

(NO. 1 INV FEEDER) NO. 1 INV SEL NO. 2 INV (NO. 2 INV FEEDER)
CONTROL SW CONTROL
POWER POWER
RELAY 1 2 RELAY
40 40
5 5
LH RH
115 10 10 115 NO. 2
NO. 1
POWER 26 26 INV
INV POWER
SELECT SELECT
40 7.5 7.5 40
RELAY RELAY
5 5
LH GEN BUS 5 5
RH GEN BUS
INV
OUT
LIGHT
SEL
RELAY
26 VAC 400 Hz
INVERTER
A MONITOR
TEST
JACK
115 VAC 400 Hz
Figure 2-11 King Air 300 Simplified Inverter Schematic

CONTROL SW CONTROL
POWER POWER
RELAY 1 2 RELAY
40 40
5 5
LH RH
115 10 10 115 NO. 2
NO. 1
POWER 26 26 INV
INV POWER
SELECT SELECT
40 7.5 7.5 40
RELAY RELAY
5 5
LH GEN BUS 5 5
RH GEN BUS
INV
OUT
LIGHT
NOTE:
A No power on generator busses.
Inverters to be powered by alternate feeder busses.
SEL
28 VDC RELAY
2 6 V AC 4 00 Hz
26 VAC
INVERTER
115 VAC A MONITOR
TEST
JACK
115 VAC 400 Hz
Figure 2-12 King Air 300 Inverter Schematic—Condition 1


CONTROL SW CONTROL
POWER POWER
RELAY 1 2 RELAY
40 40
5 5
LH RH
115 10 10 115 NO. 2
NO. 1
POWER 26 26 INV
INV POWER
SELECT SELECT
40 7.5 7.5 40
RELAY RELAY
5 5
LH GEN BUS 5 5
RH GEN BUS
INV
OUT
LIGHT
A NOTE:
Power on generator busses.
SEL Inverters to be powered by generator feeder busses.
28 VDC RELAY
26 VAC 400 Hz
26 VAC
INVERTER
115 VAC A MONITOR
TEST
JACK
115 VAC 400 Hz

CONTROL SW CONTROL
POWER POWER
RELAY 1 2 RELAY
40 40
5 RH 5
LH
115 10 10 115 NO. 2
NO. 1
POWER 26 26 INV
INV POWER
SELECT SELECT
40 7.5 7.5 40
RELAY RELAY
5 5
LH GEN BUS 5 5 RH GEN BUS
INV
OUT
LIGHT
A NOTE:
Power on generator busses.
SEL No. 1 inverter selected.
28 VDC RELAY
2 6 V AC 4 00 Hz
26 VAC
INVERTER
115 VAC A MONITOR
TEST
JACK
115 VAC 400 Hz

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generator bus is deenergized. When battery KING AIR 350 AC POWER

power is applied to the center bus prior to engine DISTRIBUTION
start (Figure 2-29), inverter power is routed
through a circuit breaker and the normally-closed AC power for certain avionics and the torque
contacts of an inverter power-select relay to the meters is supplied by 2 solid-state inverters (Fig-
power relay of each inverter. When the generator ures 2-16, 2-17, 2-18, 2-19, and 2-20). Both
buses are powered (Figure 2-34), voltage is also inverters are to be used for flight. The 2 AC out-
routed through a circuit breaker on the copilot’s put voltages are: 115 volts and 26 volts. The
circuit breaker panel to the coil of each inverter frequency of the AC power is 400 Hz. There is a
power-select relay, causing the inverter to be 115 volt AC bus as well as a 26 volt AC bus for
powered by its generator bus. each inverter. The AC equipment is distributed so
that approximately one half of the equipment is
During normal operation, the inverter power powered by each inverter. The output of a typical
select relays are energized and power is supplied inverter installed on a King Air 350 is 750 volt-
from the respective generator bus. Should a fault amps. The inverters are installed in the wings,
occur that would interrupt power to that bus, the immediately outboard of each nacelle.
power select relay would de-energize and
inverter input power would be taken from the The DC power for the number 1 inverter comes
center bus of the airplane, precluding loss of an from the center bus and for the number 2 inverter
inverter due to failure of the generator bus. from the right generator bus. There is a control
switch for each inverter. These switches have 3
When either inverter is initially selected, the positions that are from top to bottom: ON, OFF
INVERTER annunciator will flash three times and BUS TRANSFER.
(Figure 2-15). The inverter monitor checks for
proper inverter output of 115 VAC (±10 percent) Anytime the center bus is powered, the number
and 26 VAC (±10 percent), both at 400 Hz (±5 1 inverter has DC power to it. Also, when the
percent). If the inverter annunciator remains right generator bus is powered, the number 2
extinguished after the third flash, it indicates inverter has DC power to it. However, the
proper operation of the inverter. inverters will not operate until the respective
inverter switch is placed to the ON position.
Inadequate inverter output power is indicated by
The inverter switch will complete the internal
the illumination of the INVERTER annunciator.
inverter control circuit when the switch is in
If the INVERTER annunciator becomes illumi-
nated and remains illuminated, select the other the ON position. When the switch is in the
inverter. Refer to the Emergency Procedures sec- OFF or BUS TRANSFER position, the respec-
tion of the POH .
INVERTER INOPERATIVE
(INVERTER ANNUNCIATOR
The two 115/26-VAC 400 Hz inverters are con- ILLUMINATED)
trolled by the INVERTER switch. Inadequate
inverter power is indicated by the illumination
of the INVERTER annunciator. When either
inverter is first selected, the INVERTER
annunciator will flash three times in three sec-
onds indicating proper operation of the inverter
monitor. Any intermittent condition will cause
the INVERTER annunciator to lock ON. If the
inverter annunciator illuminates, select the
other inverter.
Figure 2-15 INVERTER Annunciator

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Figure 2-16 King Air 350 Simplified Inverter Schematic

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Figure 2-17 King Air 350 AC Power—All DC Buses Powered, Both Inverters OFF

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Figure 2-18 King Air 350 AC Power—All DC Buses Powered, Both Inverters ON

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Figure 2-19 King Air 350 AC Power—All DC Buses Powered,

Both Inverters ON, No. 2 (26 VAC) Bus Fault

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Figure 2-20 King Air 350 AC Power—All DC Buses Powered,

No. 1 Inverter ON, No. 2 Inverter BUS TRANSFER

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tive internal inverter control circuit will be

interrupted and the inverter will not operate.
CIRCUIT BREAKERS
Both inverters are to be used for flight and they
Both AC and DC power are distributed to the var-
each feed their respective AC buses. When ious aircraft systems via circuit breaker panels
both inverters are on, a frequency sync circuit which protect most of the components in the air-
from each inverter to the inverter monitor plane. Two of these panels are located in the
ensures that both inverters are phase locked. cockpit. Each of the circuit breakers has its
amperage rating printed on it.
Each set of AC buses (the 26 and 115 volt
buses which are fed from the same inverter) The smaller breaker panel is located to the left of
has its own red AC BUS annunciator labeled the pilot below the fuel management panel (Fig-
#1 AC BUS or #2 AC BUS. An inverter moni- ure 2-21). On the 300, this panel contains the
tor takes care of monitoring all 4 AC buses, circuit breakers for the fuel system only. On the
and if voltage or frequency goes out of toler- 350, this panel contains the circuit breakers for
ance on an AC bus, for whatever reason, the the fuel system, AC electrical system, and the
inverter monitor will illuminate the proper AC battery bus and dual-fed bus.
BUS annunciator.
The larger circuit breaker panel is located on the
If an inverter malfunctions in some way (the copilot’s sidewall (Figure 2-22). This panel con-
inverter stops operating, the 115 volt AC or 26 tains the breakers for many electrical systems,
volt AC outputs are out of tolerance, or the 400 including major engine-related systems, avionics
hertz frequency is out of tolerance) the mal- components, environmental systems, lights,
functioning inverter’s AC buses may be annunciator warning systems, and other small
disconnected from that inverter and recon- systems. Equipment powered by the same feeder
nected to the remaining inverter by placing the is connected by white lines on the panel face-
malfunctioning inverter’s control switch in the board. The circuit breakers for the bus tie
BUS TRANSFER position. systems and avionics bus feeders are also located
on this panel.
When an inverter control switch is placed in the
BUS TRANSFER position, a circuit is completed Some components, such as exterior lighting and
from the 5 amp AC bus control circuit breaker, ice protection equipment, are protected by circuit
through the inverter control switch to the respec- breaker switches on the pilot’s right subpanel.
Such switches have the amperage rating stamped
tive AC bus transfer relay. This energizes the
on the end of the switch.
control circuit of this AC bus transfer relay,
which then disconnects the inverter from the AC Procedures for handling tripped circuit breakers
buses normally fed by that inverter, and recon- and other related electrical system warnings can
nects them to the opposite inverter. All like be found in the Emergency and Abnormal Proce-
voltage AC buses will then be connected together dures section of the Pilot’s Operating Handbook .
and to the same inverter. As a general rule, if a non-essential circuit
breaker trips in flight, do not reset it. Resetting a
If a fault exists with a particular AC bus, that AC tripped breaker could cause further damage to the
bus circuit breaker will trip. The AC bus circuit component or system. If an essential system cir-
breakers are located on the fuel panel circuit cuit breaker such as an avionics breaker trips, let
breaker panel. it cool and then reset it. If it fails to reset, DO
NOT attempt to reset it again. Take corrective
Refer to the POH for the AC BUS annunciator action according to the procedures in the appro-
emergency procedure. priate section of the POH .

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TANDBY PUMP
STANDBYPUMP ROSSFEED FLOW
CROSSFEEDFLOW TANDBY PUMP
STANDBYPUMP
N
ON N
ON
UX TRANSFER
AUXTRANSFER UX TRANSFER
AUXTRANSFER
VERRIDE
OVERRIDE VERRIDE
OVERRIDE
UEL QUANTITY
FUEL QUANTITY
EST
TEST
AIN TANK ONLY
MAINTANKONLY
AIN
MAIN
UXILIARY
AUXILIARY
ROSSFEED FLOW
CROSSFEEDFLOW
SABLE FUEL
USABLEFUEL
273 LBS.
1273 LBS EACH MAIN
EACHMAIN
33 LBS.
533 LBS EACH AUX
EACHAUX
EE MANUAL
SEEMANUAL
C BUS
ACBUS
O1
NO1 O2
NO2 C BUS
ACBUS
3 3 3 3
6 VAC
26 VAC 15 VAC
115 VAC 6 VAC
26 VAC 15 VAC
115 VAC
King Air 350 FL121 and After
Figure 2-21 Fuel Management Panel

If, for some reason, all the avionics equipment Generator bus and center bus faults/malfunctions
drops off-line but does not trip the circuit are normally associated with illumination of the
breaker, the trouble may be in the AVIONICS corresponding bus tie annunciators. A triple-fed
MASTER switch. The switch can be bypassed, bus fault/malfunction does not have an associated
and your radios returned to service, by pulling bus tie indication. In all cases, a bus problem
the AVIONICS MASTER circuit breaker on the should be investigated by referencing other bus
copilot’s circuit breaker panel (Figure 2-22). Fig- indications, such as loss of related equipment,
ures 2-28 through 2-36 and 2-45 through 2-52 are and by checking bus voltages with the voltmeter
presented in the order that is appropriate when selector switch and/or loadmeter indications.
going through the Before Engine Starting (Bat-
tery), Engine Starting and Before Taxi checks. Complete bus loss is a highly unlikely situation.
The multi-bus electrical system has protection
devices that will normally isolate a fault with
EMERGENCY AND minimum equipment loss. In addition to the
main bus structure, each bus is subdivided into
ABNORMAL several subbuses. A loss of only a few pieces of
equipment on any particular bus may be indica-
INDICATIONS tive of a partial bus fault/malfunction or a
subbus fault. Figure 2-6 provides a listing of
Electrical fires are covered in the Emergency many items that are normally grouped together
Procedures section of the Pilot’s Operating on buses and subbuses.
Handbook (POH ).
Battery malfunctions are extremely rare due to
Emergency and abnormal in-flight situations are the battery installation and design. There have
described in the Emergency and Abnormal Pro- been a few cases in aircraft with similar installa-
cedures section of the PO H . Generator and tions where malfunctions have occurred;
battery irregularities are described there under however, the battery monitoring system has pro-
Electrical System Failures. vided sufficient warning to the pilot for timely
corrective action to be completed before the situ-
COMPASS
BAT
RELAY
OILTEMP FUEL
& PRESS FLOW NORMAL
AVIONICS
BAT
AUDIO
GND
A VO
I NCI S ADF COPILOT XPONDER
GOV AUDIO
TEST TORQUE
METER
(AC) AVIONICS DME
SIDE
PNL NO3 PHONE
ASI
AIR DATA COPILOT HEADING
BAT
EMSI
AVIONICS RMI
BAT
ANN
DAT
STBYHRZN PROBE RADIO
AUX I N
D H A
ET ALTM
AUX ENG BAT
FUEL
FLIGHT VENT FLT MGTSYS ELEK MULTI FCS
CONTROL SELECT
VSI LRN DSPL FCTN POWER
BAT
PILOT TUNE CON

TR DSP
L
KING AIR 350 FL 121 thru FL 288

KING AIR 300
KING AIR 350 FL 120 and BEFORE KING AIR 350 FL 289 and AFTER
Figure 2-22 Right Side Panel (Typical)

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ation could deteriorate to a more serious the BATTERY CHARGE annunciator (Figure
condition. There are two reasons for this safety 2-24) circuit monitor; therefore, in-flight illumina-
margin: firstly battery malfunctions are histori- tion of the BATTERY CHARGE annunciator
cally slow to develop and can be identified early indicates a charge current above normal and a pos-
with the charge monitoring system; and secondly, sible battery malfunction. If this occurs, the battery
sufficient cooling is provided to the battery in charge annunciator illuminated procedure per the
flight which diminishes the likelihood of serious POH should be completed.
damage to the airplane or its electrical system.
Therefore, when identified early, a battery mal-
function will not deteriorate into a serious
condition as long as the pilot complies with the
proper procedures as outlined in the POH .
L OR R DC GEN ANNUNCIATOR
ILLUMINATED (GENERATOR
Figure 2-24 Battery Charge Annunciator
INOPERATIVE)
If the left or right DC GEN annunciator (Figure On King Air 300s with serial numbers FA-2 through
2-23) on the caution/advisory panel is illumi- FA-9, place the battery switch to OFF if the battery
nated while in flight, verify with the associated charge annunciator illuminates in flight.
loadmeter, then push the corresponding generator
to switch to RESET and after one second to ON. On King Air 300s with serial numbers of FA-10 and
If the generator will not reset, turn it off and rely higher and all King Air 350s, a battery ammeter is
on the other generator. Monitor the loadmeter so installed which always indicates the charge/discharge
the load on the remaining generator does not status of the battery. Negative readings mean the bat-
exceed 100 percent. Turn off all non-essential tery is discharging. Battery usage should therefore be
electrical equipment as necessary. minimized due to the limited power capabilities of
the battery. Positive readings indicate that the battery
is accepting a charge. With the BATTERY
CHARGE annunciator illuminated and a positive but
decreasing indication on the battery ammeter, con-
tinue monitoring the ammeter until the BATTERY
CHARGE annunciator extinguishes. However, when
the annunciator is illuminated and the charge rate on
the ammeter is steady or increasing, the battery must
be isolated from the electrical system by placing the
BAT switch to OFF.
NOTE
On King Air 300s with serials FA-2
Figure 2-23 L/R DC GEN Annunciators through FA-9, if the BATTERY
CHARGE annunciator is not extin-
guished with the BAT switch OFF,
BATTERY CHARGE land as soon as practical. If this situa-
ANNUNCIATOR ILLUMINATED tion occurs on King Air 300s with
serials FA-10 and later and all King
Normal battery charge rates (one to four amps with Air 350s, monitor the battery amme-
a fully charged battery) are below the threshold for ter. If it indicates a charge current,
land as soon as practical; however,

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safe flight procedures and techniques In this situation, the generator paralleling circuit
should not be abandoned to expedite is open; therefore, the generators will not share
this landing. On all aircraft, the GEN the aircraft electrical loads equally and the load-
TIE switch may be placed in the open meters need not be within 10% of each other. The
position to stop current flow from the loadmeters must be monitored to ensure that nei-
generator buses to the center bus and ther exceeds 100% total load. Refer to the POH
ultimately to the battery, thereby pre- for procedural details.
venting further damage to the battery
if the battery bus tie doesn’t open. In
this condition the landing gear should
be manually extended and the air
conditioning system should be turned
off prior to landing gear extension so
that the condenser blower does not
operate. On King Air 350s, the pilot
may want to place the number 1
inverter switch to the transfer posi-
tion so that it does not further deplete
or damage the battery.
Refer to the Abnormal Procedures section of the

POH for procedural details.
CIRCUIT BREAKER TRIPPED Figure 2-25 L/R GEN TIE OPEN

Should one of the circuit breakers located in the
cockpit trip: if it is a non-essential circuit-DO
NOT RESET IN FLIGHT; if it is an essential cir-
cuit-PUSH TO RESET. If the circuit breaker BAT TIE OPEN ANNUNCIATOR
trips again-DO NOT RESET. In this situation, a
connected item may be inoperative; this can be
ILLUMINATED
determined from the Electrical System and Bus If the BAT TIE OPEN annunciator is illuminated, the
Feeders chart (Figure 2-5 and 2-6).
battery bus tie relay is open (Figure 2-26). This indi-
cates a possible center bus fault/malfunction. Check
L OR R GEN TIE OPEN the center bus for proper voltage indication.
ANNUNCIATOR ILLUMINATED If it is within normal limits (24 to 28 volts), attempt
Illumination of a L or R GEN TIE OPEN annun- to reset the bus tie by momentarily actuating the BUS
ciator indicates a left or right generator tie is SENSE switch to RESET. If this is successful, a
open (Figure 2-25). This signals a possible gener- transient spike in the electrical system tripped the
ator bus fault/malfunction. Monitor the Hall Effect sensor and opened the battery tie relay. If
corresponding loadmeter. If it is less than 100 this procedure was unsuccessful, there is a probable
percent and a normal indication, move the BUS malfunction within the battery bus tie circuitry which
SENSE switch to RESET. If it is greater than 100 cannot be reset at this time.
percent or an abnormal indication, turn the
appropriate generator OFF and monitor the oppo- If center bus voltage is zero, there is a possible
site loadmeter not to exceed 100 percent (Figures center bus fault (Figures 2-39 and 2-55). Open
2-38 and 2-54). If the generator bus tie relay will the generator bus tie relays by moving the GEN
not reset, monitor the loadmeters. TIES switch to OPEN. Check to ensure that both

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GEN TIE OPEN annunciators illuminate. Pull not, or if it reappears, the battery charge current
the LANDING GEAR RELAY circuit breaker on should be monitored until it decreases to a level
the pilot’s right subpanel. which will extinguish the BATTERY CHARGE
annunciator. Use the battery ammeter on King Air
300s after FA-9 and all 350s or the following load-
WARNING
meter procedure on 300s FA-2 through FA-10 to
determine the battery charge current.
If electrical power is applied to the
1. One Generator-OFF
landing gear hydraulic pump motor
relay with the center bus shorted, dam-
2. Voltmeter Bus Select Switch-BAT-Read 28
age may occur to the electrical system.
volts
NOTE 3. Momentarily turn the batttery switch OFF,

noting the change in loadmeter indication.
It will not be possible to charge the
battery and the landing gear will have
to be manually extended. NOTE
The change in loadmeter indication is
With the center bus unpowered, the air condition- the battery charge current and should
ing system should be turned off prior to landing. be no more than 2.5 percent (barely
perceivable needle movement). If the
On King Air 350s, the number 1 inverter switch results are unsatisfactory, repeat the
should be placed to the bus transfer position. This cheek until the charge current
will assure that the number 1 AC buses will decreases to less than 2.5 percent.
remain powered.
Before engine shutdown on the ground, the bat-
Refer to the POH for procedural details. tery condition can also be checked. If the change
value is not less than 2.5 percent within five min-
utes, have it checked by a qualified nickel-
cadmium battery shop.
On King Air 300s with serial numbers FA-10 and

after and all 350s, observe the battery ammeter to
see if the aircraft is accepting a charge of 7 amps
or greater. Normally the charge rate on the bat-
tery ammeter should decrease below 7 amps
within five minutes after engine start. If the
ammeter is not reading 7 amps, continue to mon-
Figure 2-26 BAT TIE OPEN itor making sure that the reading is decreasing to
below 7 amps. If the reading holds steady or
increases, turn the battery OFF and have it
checked by a qualified nickel-cadmium
NI-CAD BATTERY CONDITION battery shop.
CHECK (FOR GROUND The battery ammeter can also simplify the Bat-
OPERATION ONLY) tery Condition Check during shutdown. If the
charge rate is not below 7 amps after five min-
Following an engine start, the battery recharge utes, have the battery checked by a qualified
current is very high and causes illumination of the nickel-cadmium battery shop.
BATTERY CHARGE annunciator. It should nor-
mally extinguish within five minutes. If it does Refer to the POH for procedure details.

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POWER DISTRIBUTION ●
Figure 2-37—King Air 300 Power Distri-
bution—Both Generators Failed (Load-
SCHEMATICS Shedding)
●
KING AIR 300 POWER bution—Bus Isolation (Left Generator
DISTRIBUTION SCHEMATICS Bus Short)
The following 15 figures are the King Air 300 ●

Power Distribution Schematics for various bution—Bus Isolation (Center Bus Short)
conditions:
●
●
Figure 2-27—King Air 300 Power Distri- bution—Bus Isolation (Triple-Fed Bus
bution Schematic Short)
●
Figure 2-28—King Air 300 Power Distri- ●
bution Battery OFF bution—External Power
●
bution—Battery ON
●
bution—Battery ON (Generator Ties
Manually Closed)
●
bution—Right Engine Start (Generator
Ties Manually Closed)
●
bution—Right Generator ON
●
bution—Cross-Generator-Start (Left
Engine)
●
bution—Both Generators ON
●
bution—Both Generators ON (Generator
Ties Open)
●
Figure 2-36—King Air 300 Power Dis-
tribution—Both Generators ON (Bus
Sense Test)

LEFT RIGHT
TO STARTER STARTER TO
GENERATOR RELAY RELAY GENERATOR
FIELD FIELD
STARTER/ STARTER/
GENERATOR GENERATOR
LOAD METER LOAD METER
RIGHT
LEFT LEFT RIGHT GENERATOR
GENERATOR LINE LINE SWITCH
SWITCH CONTACTOR CONTACTOR
GENERATOR GENERATOR
CONTROL CONTROL
275 275
H H 250
250 E
CENTER BUS E
LEFT GEN BUS D RIGHT GEN BUS
D
LEFT RIGHT
GENERATOR GENERATOR
BUS TIE BUS TIE
60
BATTERY
BUS TIE
HOT BATTERY BUS
5
7
2
HED
BATTERY
MONITOR
AMMETER
BATT
SW
BATTERY
BATTERY
RELAY
60
TRIPLE FED BUS
BUS SENSE GEN TIES SPRING LOADED

RESET MAN CLOSE FROM MAN CLOSE
TO CENTER
SPRING
LOADED
TO CENTER LEVER LOCK
OUT OF CENTER
TEST OPEN
L GEN TIE R GEN TIE

L DC GEN R DC GEN
OPEN OPEN
BAT TIE
OPEN
MAN TIES
CLOSE
Figure 2-27 King Air 300 Power Distribution Schematic

LEFT RIGHT
FIELD FIELD
STARTER/ STARTER/
GENERATOR GENERATOR
RIGHT
GENERATOR GENERATOR
CONTROL CONTROL
275 275
H H 250
250 E
CENTER BUS E
D
LEFT RIGHT
GENERATOR GENERATOR
BUS TIE BUS TIE
60
BATTERY
BUS TIE
HOT BATTERY BUS
5
7
2
HED
BATTERY
MONITOR
AMMETER
BATT
SW
BATTERY
BATTERY
RELAY
60
TRIPLE FED BUS

TO CENTER
SPRING
LOADED
OUT OF CENTER
TEST OPEN
L GEN TIE R GEN TIE

L DC GEN R DC GEN
OPEN OPEN
BAT TIE
OPEN
MAN TIES
CLOSE
Figure 2-28 King Air 300 Power Distribution—Battery OFF

LEFT RIGHT
FIELD FIELD
STARTER/ STARTER/
GENERATOR GENERATOR
RIGHT
GENERATOR GENERATOR
CONTROL CONTROL
275 275
H H 250
250 E
CENTER BUS E
D
LEFT RIGHT
GENERATOR GENERATOR
BUS TIE BUS TIE
60
BATTERY
BUS TIE
HOT BATTERY BUS
5
7
2
HED
BATTERY
MONITOR
AMMETER
BATT
SW
BATTERY
BATTERY
RELAY
60
TRIPLE FED BUS

TO CENTER
SPRING
LOADED
OUT OF CENTER
TEST OPEN
L GEN TIE R GEN TIE

L DC GEN R DC GEN
OPEN OPEN
BAT TIE
OPEN
MAN TIES
CLOSE
Figure 2-29 King Air 300 Power Distribution—Battery ON

LEFT RIGHT
FIELD FIELD
STARTER/ STARTER/
GENERATOR GENERATOR
RIGHT
GENERATOR GENERATOR
CONTROL CONTROL
275 275
H H 250
250 E
CENTER BUS E
D
LEFT RIGHT
GENERATOR GENERATOR
BUS TIE BUS TIE
60
BATTERY
BUS TIE
HOT BATTERY BUS
5
7
2
HED
BATTERY
MONITOR
AMMETER
BATT
SW
BATTERY
BATTERY
RELAY
60
TRIPLE FED BUS

TO CENTER
SPRING
LOADED
OUT OF CENTER
TEST OPEN
L GEN TIE R GEN TIE

L DC GEN R DC GEN
OPEN OPEN
BAT TIE
OPEN
MAN TIES
CLOSE
Figure 2-30 King Air 300 Power Distribution—Battery ON (Generator Ties Manually Closed)

LEFT RIGHT
FIELD FIELD
STARTER/ STARTER/
GENERATOR GENERATOR
RIGHT
GENERATOR GENERATOR
CONTROL CONTROL
275 275
H H 250
250 E
CENTER BUS E
D
LEFT RIGHT
GENERATOR GENERATOR
BUS TIE BUS TIE
60
BATTERY
BUS TIE
HOT BATTERY BUS
5
7
2
HED
BATTERY
MONITOR
AMMETER
BATT
SW
BATTERY
BATTERY
RELAY
60
TRIPLE FED BUS

TO CENTER
SPRING
LOADED
OUT OF CENTER
TEST OPEN
L GEN TIE R GEN TIE

L DC GEN R DC GEN
OPEN OPEN
BAT TIE
OPEN
MAN TIES
CLOSE
Figure 2-31 King Air 300 Power Distribution—Right Engine Start

(Generator Ties Manually Closed)

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LEFT RIGHT
FIELD FIELD
STARTER/ STARTER/
GENERATOR GENERATOR
RIGHT
GENERATOR GENERATOR
CONTROL CONTROL
275 275
H H 250
250 E
CENTER BUS E
D
LEFT RIGHT
GENERATOR GENERATOR
BUS TIE BUS TIE
60
BATTERY
BUS TIE
HOT BATTERY BUS
5
7
2
HED
BATTERY
MONITOR
AMMETER
BATT
SW
BATTERY
BATTERY
RELAY
60
TRIPLE FED BUS

TO CENTER
SPRING
LOADED
OUT OF CENTER
TEST OPEN
L GEN TIE R GEN TIE

L DC GEN R DC GEN
OPEN OPEN
BAT TIE
OPEN
MAN TIES
CLOSE
Figure 2-32 King Air 300 Power Distribution—Right Generator ON

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LEFT RIGHT
FIELD FIELD
STARTER/ STARTER/
GENERATOR GENERATOR
RIGHT
GENERATOR GENERATOR
CONTROL CONTROL
275 275
H H 250
250 E
CENTER BUS E
D
LEFT RIGHT
GENERATOR GENERATOR
BUS TIE BUS TIE
60
BATTERY
BUS TIE
HOT BATTERY BUS
5
7
2
HED
BATTERY
MONITOR
AMMETER
BATT
SW
BATTERY
BATTERY
RELAY
60
TRIPLE FED BUS

TO CENTER
SPRING
LOADED
OUT OF CENTER
TEST OPEN
L GEN TIE R GEN TIE

L DC GEN R DC GEN
OPEN OPEN
BAT TIE
OPEN
MAN TIES
CLOSE
Figure 2-33 King Air 300 Power Distribution—Cross-Generator-Start (Left Engine)

LEFT RIGHT
FIELD FIELD
STARTER/ STARTER/
GENERATOR GENERATOR
RIGHT
GENERATOR GENERATOR
CONTROL CONTROL
275 275
H H 250
250 E
CENTER BUS E
D
LEFT RIGHT
GENERATOR GENERATOR
BUS TIE BUS TIE
60
BATTERY
BUS TIE
HOT BATTERY BUS
5
7
2
HED
BATTERY
MONITOR
AMMETER
BATT
SW
BATTERY
BATTERY
RELAY
60
TRIPLE FED BUS

TO CENTER
SPRING
LOADED
OUT OF CENTER
TEST OPEN
L GEN TIE R GEN TIE

L DC GEN R DC GEN
OPEN OPEN
BAT TIE
OPEN
MAN TIES
CLOSE
Figure 2-34 King Air 300 Power Distribution—Both Generators ON

LEFT RIGHT
FIELD FIELD
STARTER/ STARTER/
GENERATOR GENERATOR
RIGHT
GENERATOR GENERATOR
CONTROL CONTROL
275 275
H H 250
250 E
CENTER BUS E
D
LEFT RIGHT
GENERATOR GENERATOR
BUS TIE BUS TIE
60
BATTERY
BUS TIE
HOT BATTERY BUS
5
7
2
HED
BATTERY
MONITOR
AMMETER
BATT
SW
BATTERY
BATTERY
RELAY
60
TRIPLE FED BUS

TO CENTER
SPRING
LOADED
OUT OF CENTER
TEST OPEN
L GEN TIE R GEN TIE

L DC GEN R DC GEN
OPEN OPEN
BAT TIE
OPEN
MAN TIES
CLOSE
Figure 2-35 King Air 300 Power Distribution—Both Generators ON (Generator Ties Open)

LEFT RIGHT
FIELD FIELD
STARTER/ STARTER/
GENERATOR GENERATOR
RIGHT
GENERATOR GENERATOR
CONTROL CONTROL
275 275
H H 250
250 E
CENTER BUS E
D
LEFT RIGHT
GENERATOR GENERATOR
BUS TIE BUS TIE
60
BATTERY
BUS TIE
HOT BATTERY BUS
5
7
2
HED
BATTERY
MONITOR
AMMETER
BATT
SW
BATTERY
BATTERY
RELAY
60
TRIPLE FED BUS

TO CENTER
SPRING
LOADED
OUT OF CENTER
TEST OPEN
L GEN TIE R GEN TIE

L DC GEN R DC GEN
OPEN OPEN
BAT TIE
OPEN
MAN TIES
CLOSE
Figure 2-36 King Air 300 Power Distribution—Both Generators ON (Bus Sense Test)

LEFT RIGHT
FIELD FIELD
STARTER/ STARTER/
GENERATOR GENERATOR
RIGHT
GENERATOR GENERATOR
CONTROL CONTROL
275 275
H H 250
250 E
CENTER BUS E
D
LEFT RIGHT
GENERATOR GENERATOR
BUS TIE BUS TIE
60
BATTERY
BUS TIE
HOT BATTERY BUS
5
7
2
HED
BATTERY
MONITOR
AMMETER
BATT
SW
BATTERY
BATTERY
RELAY
60
TRIPLE FED BUS

TO CENTER
SPRING
LOADED
OUT OF CENTER
TEST OPEN
L GEN TIE R GEN TIE

L DC GEN R DC GEN
OPEN OPEN
BAT TIE
OPEN
MAN TIES
CLOSE
Figure 2-37 King Air 300 Power Distribution—Both Generators Failed (Load-Shedding)

LEFT RIGHT
FIELD FIELD
STARTER/ STARTER/
GENERATOR GENERATOR
RIGHT
GENERATOR GENERATOR
CONTROL CONTROL
275 275
H H 250
250 E
CENTER BUS E
D
LEFT RIGHT
GENERATOR GENERATOR
BUS TIE BUS TIE
60
BATTERY
BUS TIE
HOT BATTERY BUS
5
7
2
HED
BATTERY
MONITOR
AMMETER
BATT
SW
BATTERY
BATTERY
RELAY
60
TRIPLE FED BUS

TO CENTER
SPRING
LOADED
OUT OF CENTER
TEST OPEN
L GEN TIE R GEN TIE

L DC GEN R DC GEN
OPEN OPEN
BAT TIE
OPEN
MAN TIES
CLOSE
Figure 2-38 King Air 300 Power Distribution—Bus Isolation (Left Generator Bus Short)

LEFT RIGHT
FIELD FIELD
STARTER/ STARTER/
GENERATOR GENERATOR
RIGHT
GENERATOR GENERATOR
CONTROL CONTROL
275 275
H H 250
250 E
CENTER BUS E
D
LEFT RIGHT
GENERATOR GENERATOR
BUS TIE BUS TIE
60
BATTERY
BUS TIE
HOT BATTERY BUS
5
7
2
HED
BATTERY
MONITOR
AMMETER
BATT
SW
BATTERY
BATTERY
RELAY
60
TRIPLE FED BUS

TO CENTER
SPRING
LOADED
OUT OF CENTER
TEST OPEN
L GEN TIE R GEN TIE

L DC GEN R DC GEN
OPEN OPEN
BAT TIE
OPEN
MAN TIES
CLOSE
Figure 2-39 King Air 300 Power Distribution—Bus Isolation (Center Bus Short)

LEFT RIGHT
FIELD FIELD
STARTER/ STARTER/
GENERATOR GENERATOR
RIGHT
GENERATOR GENERATOR
CONTROL CONTROL
275 275
H H 250
250 E
CENTER BUS E
D
LEFT RIGHT
GENERATOR GENERATOR
BUS TIE BUS TIE
60
BATTERY
BUS TIE
HOT BATTERY BUS
5
7
2
HED
BATTERY
MONITOR
AMMETER
BATT
SW
BATTERY
BATTERY
RELAY
60
TRIPLE FED BUS

TO CENTER
SPRING
LOADED
OUT OF CENTER
TEST OPEN
L GEN TIE R GEN TIE

L DC GEN R DC GEN
OPEN OPEN
BAT TIE
OPEN
MAN TIES
CLOSE
Figure 2-40 King Air 300 Power Distribution—Bus Isolation (Triple-Fed Bus Short)

LEFT RIGHT
FIELD FIELD
STARTER/ STARTER/
GENERATOR GENERATOR
RIGHT
GENERATOR GENERATOR
CONTROL CONTROL
275 275
H H 250
250 E
CENTER BUS E
D
LEFT RIGHT
GENERATOR GENERATOR
BUS TIE BUS TIE
60
BATTERY
BUS TIE
HOT BATTERY BUS
5
7
2
HED
BATTERY
MONITOR
AMMETER
BATT
SW
BATTERY
BATTERY
RELAY
60
TRIPLE FED BUS

TO CENTER
SPRING
LOADED
OUT OF CENTER
TEST OPEN
L GEN TIE R GEN TIE

L DC GEN R DC GEN
OPEN OPEN
BAT TIE
OPEN EXT PWR
MAN TIES
CLOSE
Figure 2-41 King Air 300 Power Distribution—External Power

FlightSafety
international
KING AIR 350 POWER ●

DISTRIBUTION SCHEMATICS bution—Bus Isolation (Left Generator
Bus Short)
The following 16 figures are the King Air 350
Power Distribution Schematics for various
●
conditions: bution—Bus Isolation (Center Bus Short)
●
●
bution Schematic bution—Bus Isolation (Triple-Fed Bus
Short)
●
bution—Battery Switch OFF, Battery
●
Bus Switch Emergency OFF bution—External Power
●
bution—Battery Switch OFF, Battery
Bus Switch Normal
●
bution—Battery Switch ON
●
bution—Battery Switch ON (Generator
Ties Manually Closed)
●
bution—Right Engine Start
●
bution—Right Generator ON
●
bution—Cross-Generator Start (Left
Engine)
●
bution—Both Generators ON
●
bution—Both Generators ON (Generator
Ties Open)
●
bution—Both Generators On (Bus
Sense Test)
●
bution—Both Generators Failed (Load-
Shedding)

LEFT LEFT
TO STARTER STARTER
RELAY TO
GENERATOR RELAY
GENERATOR
FIELD
FIELD
STARTER/ STARTER/
GENERATOR GENERATOR
LEFT RIGHT RIGHT

GENERATOR LEFT LINE GENERATOR
SWITCH LINE CONTACTOR SWITCH
CONTACTOR
GENERATOR GENERATOR
CONTROL CONTROL
275 275
250 H H 250
LEFT GEN BUS E CENTER BUS E RIGHT GEN BUS
D D RIGHT
GENERATOR
BUS TIE
GPU
BAT BUS
BAT BUS CONTROL
60 SWITCH .5A
NORMAL BATTERY 60
BUS TIE
BAT BUS RCCB
FROM BAT BUS

DUAL-FED BUS
5
7 HED
BATTERY 2
MONITOR
AMMETER
BATT
SWITCH
BATTERY
BATTERY
RELAY
60
20A
TRIPLE FED BUS

TO CENTER
SPRING
LOADED
OUT OF CENTER
TEST OPEN
L GEN TIE R GEN TIE

L DC GEN R DC GEN
OPEN OPEN
BAT TIE
OPEN
MAN TIES
CLOSE
Figure 2-42 King Air 350 Power Distribution Schematic

LEFT LEFT
TO STARTER STARTER
RELAY TO
GENERATOR RELAY
GENERATOR
FIELD
FIELD
STARTER/ STARTER/
GENERATOR GENERATOR
LEFT RIGHT RIGHT

CONTACTOR
GENERATOR GENERATOR
CONTROL CONTROL
275 275
250 H H 250
D D RIGHT
GENERATOR
BUS TIE
GPU
BAT BUS
BAT BUS CONTROL
60 SWITCH .5A
NORMAL BATTERY 60
BUS TIE
BAT BUS RCCB
FROM BAT BUS

DUAL-FED BUS
5
7 HED
BATTERY 2
MONITOR
AMMETER
BATT
SWITCH
BATTERY
BATTERY
RELAY
60
20A
TRIPLE FED BUS

TO CENTER
SPRING
LOADED
OUT OF CENTER
TEST OPEN
L GEN TIE R GEN TIE

L DC GEN R DC GEN
OPEN OPEN
BAT TIE
OPEN
MAN TIES
CLOSE
Figure 2-43 King Air 350 Power Distribution—Battery Switch OFF, Battery Bus Switch
Emergency OFF

LEFT LEFT
TO STARTER STARTER
RELAY TO
GENERATOR RELAY
GENERATOR
FIELD
FIELD
STARTER/ STARTER/
GENERATOR GENERATOR
LEFT RIGHT RIGHT

CONTACTOR
GENERATOR GENERATOR
CONTROL CONTROL
275 275
250 H H 250
D D RIGHT
GENERATOR
BUS TIE
GPU
BAT BUS
BAT BUS CONTROL
60 SWITCH .5A
NORMAL BATTERY 60
BUS TIE
BAT BUS RCCB
FROM BAT BUS

DUAL-FED BUS
5
7 HED
BATTERY 2
MONITOR
AMMETER
BATT
SWITCH
BATTERY
BATTERY
RELAY
60
20A
TRIPLE FED BUS

TO CENTER
SPRING
LOADED
OUT OF CENTER
TEST OPEN
L GEN TIE R GEN TIE

L DC GEN R DC GEN
OPEN OPEN
BAT TIE
OPEN
MAN TIES
CLOSE
Figure 2-44 King Air 350 Power Distribution—Battery Switch OFF, Battery Bus Switch Normal

LEFT LEFT
TO STARTER STARTER
RELAY TO
GENERATOR RELAY GENERATOR
FIELD
FIELD
STARTER/ STARTER/
GENERATOR GENERATOR
LEFT RIGHT RIGHT

CONTACTOR
GENERATOR GENERATOR
CONTROL CONTROL
275 275
250 H H 250
D D RIGHT
GENERATOR
BUS TIE
GPU
BAT BUS
BAT BUS CONTROL
60 SWITCH .5A
NORMAL BATTERY 60
BUS TIE
BAT BUS RCCB
FROM BAT BUS

DUAL-FED BUS
5
7 HED
BATTERY 2
MONITOR
AMMETER
BATT
SWITCH
BATTERY
BATTERY
RELAY
60
20A
TRIPLE FED BUS

TO CENTER
SPRING
LOADED
OUT OF CENTER
TEST OPEN
L GEN TIE R GEN TIE

L DC GEN R DC GEN
OPEN OPEN
BAT TIE
OPEN
MAN TIES
CLOSE
Figure 2-45 King Air 350 Power Distribution—Battery Switch ON

LEFT LEFT
TO STARTER STARTER
RELAY TO
GENERATOR RELAY
GENERATOR
FIELD FIELD
STARTER/ STARTER/
GENERATOR GENERATOR
LEFT RIGHT RIGHT

CONTACTOR
GENERATOR GENERATOR
CONTROL CONTROL
275 275
250 H H 250
D D RIGHT
GENERATOR
BUS TIE
GPU
BAT BUS
BAT BUS CONTROL
60 SWITCH .5A
NORMAL BATTERY 60
BUS TIE
BAT BUS RCCB
FROM BAT BUS

DUAL-FED BUS
5
7 HED
BATTERY 2
MONITOR
AMMETER
BATT
SWITCH
BATTERY
BATTERY
RELAY
60
20A
TRIPLE FED BUS

TO CENTER
SPRING
LOADED
OUT OF CENTER
TEST OPEN
L GEN TIE R GEN TIE

L DC GEN R DC GEN
OPEN OPEN
BAT TIE
OPEN
MAN TIES
CLOSE
Figure 2-46 King Air 350 Power Distribution—Battery Switch ON (Generator Ties Manually
Closed)

LEFT LEFT
TO STARTER STARTER
RELAY TO
FIELD
FIELD
STARTER/ STARTER/
GENERATOR GENERATOR
LEFT RIGHT RIGHT

CONTACTOR
GENERATOR GENERATOR
CONTROL CONTROL
275 275
250 H H 250
D D RIGHT
GENERATOR
BUS TIE
GPU
BAT BUS
BAT BUS CONTROL
60 SWITCH .5A
NORMAL BATTERY 60
BUS TIE
BAT BUS RCCB
FROM BAT BUS

DUAL-FED BUS
5
7 HED
BATTERY 2
MONITOR
AMMETER
BATT
SWITCH
BATTERY
BATTERY
RELAY
60
20A
TRIPLE FED BUS

TO CENTER
SPRING
LOADED
OUT OF CENTER
TEST OPEN
L GEN TIE R GEN TIE

L DC GEN R DC GEN
OPEN OPEN
BAT TIE
OPEN
MAN TIES
CLOSE
Figure 2-47 King Air 350 Power Distribution—Right Engine Start

LEFT LEFT
TO STARTER STARTER
RELAY TO
GENERATOR RELAY
GENERATOR
FIELD FIELD
STARTER/ STARTER/
GENERATOR GENERATOR
LEFT RIGHT RIGHT

CONTACTOR
GENERATOR GENERATOR
CONTROL CONTROL
275 275
250 H H 250
D D RIGHT
GENERATOR
BUS TIE
GPU
BAT BUS
BAT BUS CONTROL
60 SWITCH .5A
NORMAL BATTERY 60
BUS TIE
BAT BUS RCCB
FROM BAT BUS

DUAL-FED BUS
5
7 HED
BATTERY 2
MONITOR
AMMETER
BATT
SWITCH
BATTERY
BATTERY
RELAY
60
20A
TRIPLE FED BUS

TO CENTER
SPRING
LOADED
OUT OF CENTER
TEST OPEN
L GEN TIE R GEN TIE

L DC GEN R DC GEN
OPEN OPEN
BAT TIE
OPEN
MAN TIES
CLOSE
Figure 2-48 King Air 350 Power Distribution—Right Generator ON

LEFT LEFT
TO STARTER STARTER
RELAY TO
GENERATOR RELAY
GENERATOR
FIELD FIELD
STARTER/ STARTER/
GENERATOR GENERATOR
LEFT RIGHT RIGHT

CONTACTOR
GENERATOR GENERATOR
CONTROL CONTROL
275 275
250 H H 250
D D RIGHT
GENERATOR
BUS TIE
GPU
BAT BUS
BAT BUS CONTROL
60 SWITCH .5A
NORMAL BATTERY 60
BUS TIE
BAT BUS RCCB
FROM BAT BUS

DUAL-FED BUS
5
7 HED
BATTERY 2
MONITOR
AMMETER
BATT
SWITCH
BATTERY
BATTERY
RELAY
60
20A
TRIPLE FED BUS

TO CENTER
SPRING
LOADED
OUT OF CENTER
TEST OPEN
L GEN TIE R GEN TIE

L DC GEN R DC GEN
OPEN OPEN
BAT TIE
OPEN
MAN TIES
CLOSE
Figure 2-49 King Air 350 Power Distribution—Cross-Generator Start (Left Engine)

LEFT LEFT
TO STARTER STARTER
RELAY TO
FIELD FIELD
STARTER/ STARTER/
GENERATOR GENERATOR
LEFT RIGHT RIGHT

CONTACTOR
GENERATOR GENERATOR
CONTROL CONTROL
275 275
250 H H 250
D D RIGHT
GENERATOR
BUS TIE
GPU
BAT BUS
BAT BUS CONTROL
60 SWITCH .5A
NORMAL BATTERY 60
BUS TIE
BAT BUS RCCB
FROM BAT BUS

DUAL-FED BUS
5
7 HED
BATTERY 2
MONITOR
AMMETER
BATT
SWITCH
BATTERY
BATTERY
RELAY
60
20A
TRIPLE FED BUS

TO CENTER
SPRING
LOADED
OUT OF CENTER
TEST OPEN
L GEN TIE R GEN TIE

L DC GEN R DC GEN
OPEN OPEN
BAT TIE
OPEN
MAN TIES
CLOSE
Figure 2-50 King Air 350 Power Distribution—Both Generators ON

LEFT LEFT
TO STARTER STARTER
RELAY TO
GENERATOR RELAY
GENERATOR
FIELD FIELD
STARTER/ STARTER/
GENERATOR GENERATOR
LEFT RIGHT RIGHT

CONTACTOR
GENERATOR GENERATOR
CONTROL CONTROL
275 275
250 H H 250
D D RIGHT
GENERATOR
BUS TIE
GPU
BAT BUS
BAT BUS CONTROL
60 SWITCH .5A
NORMAL BATTERY 60
BUS TIE
BAT BUS RCCB
FROM BAT BUS

DUAL-FED BUS
5
7 HED
BATTERY 2
MONITOR
AMMETER
BATT
SWITCH
BATTERY
BATTERY
RELAY
60
20A
TRIPLE FED BUS

TO CENTER
SPRING
LOADED
OUT OF CENTER
TEST OPEN
L GEN TIE R GEN TIE

L DC GEN R DC GEN
OPEN OPEN
BAT TIE
OPEN
MAN TIES
CLOSE
Figure 2-51 King Air 350 Power Distribution—Both Generators ON (Generator Ties Open)

LEFT LEFT
TO STARTER STARTER
RELAY TO
FIELD
FIELD
STARTER/ STARTER/
GENERATOR GENERATOR
LEFT RIGHT RIGHT

CONTACTOR
GENERATOR GENERATOR
CONTROL CONTROL
275 275
250 H H 250
D D RIGHT
GENERATOR
BUS TIE
GPU
BAT BUS
BAT BUS CONTROL
60 SWITCH .5A
NORMAL BATTERY 60
BUS TIE
BAT BUS RCCB
FROM BAT BUS

DUAL-FED BUS
5
7 HED
BATTERY 2
MONITOR
AMMETER
BATT
SWITCH
BATTERY
BATTERY
RELAY
60
20A
TRIPLE FED BUS

TO CENTER
SPRING
LOADED
OUT OF CENTER
TEST OPEN
L GEN TIE R GEN TIE

L DC GEN R DC GEN
OPEN OPEN
BAT TIE
OPEN
MAN TIES
CLOSE
Figure 2-52 King Air 350 Power Distribution—Both Generators On (Bus Sense Test)

LEFT LEFT
TO STARTER STARTER
RELAY TO
GENERATOR RELAY
GENERATOR
FIELD
FIELD
STARTER/ STARTER/
GENERATOR GENERATOR
LEFT RIGHT RIGHT

CONTACTOR
GENERATOR GENERATOR
CONTROL CONTROL
275 275
250 H H 250
D D RIGHT
GENERATOR
BUS TIE
GPU
BAT BUS
BAT BUS CONTROL
60 SWITCH .5A
NORMAL BATTERY 60
BUS TIE
BAT BUS RCCB
FROM BAT BUS

DUAL-FED BUS
5
7 HED
BATTERY 2
MONITOR
AMMETER
BATT
SWITCH
BATTERY
BATTERY
RELAY
60
20A
TRIPLE FED BUS

TO CENTER
SPRING
LOADED
OUT OF CENTER
TEST OPEN
L GEN TIE R GEN TIE

L DC GEN R DC GEN
OPEN OPEN
BAT TIE
OPEN
MAN TIES
CLOSE
Figure 2-53 King Air 350 Power Distribution—Both Generators Failed (Load-Shedding)

LEFT LEFT
TO STARTER STARTER
RELAY TO
GENERATOR RELAY
GENERATOR
FIELD
FIELD
STARTER/ STARTER/
GENERATOR GENERATOR
LEFT RIGHT RIGHT

CONTACTOR
GENERATOR GENERATOR
CONTROL CONTROL
275 275
250 H H 250
D D RIGHT
GENERATOR
BUS TIE
GPU
BAT BUS
BAT BUS CONTROL
60 SWITCH .5A
NORMAL BATTERY 60
BUS TIE
BAT BUS RCCB
FROM BAT BUS

DUAL-FED BUS
5
7 HED
BATTERY 2
MONITOR
AMMETER
BATT
SWITCH
BATTERY
BATTERY
RELAY
60
20A
TRIPLE FED BUS

TO CENTER
SPRING
LOADED
OUT OF CENTER
TEST OPEN
L GEN TIE R GEN TIE

L DC GEN R DC GEN
OPEN OPEN
BAT TIE
OPEN
MAN TIES
CLOSE
Figure 2-54 King Air 350 Power Distribution—Bus Isolation (Left Generator Bus Short)

LEFT LEFT
TO STARTER STARTER
RELAY TO
GENERATOR RELAY
GENERATOR
FIELD FIELD
STARTER/ STARTER/
GENERATOR GENERATOR
LEFT RIGHT RIGHT

CONTACTOR
GENERATOR GENERATOR
CONTROL CONTROL
275 275
250 H H 250
D D RIGHT
GENERATOR
BUS TIE
GPU
BAT BUS
BAT BUS CONTROL
60 SWITCH .5A
NORMAL BATTERY 60
BUS TIE
BAT BUS RCCB
FROM BAT BUS

DUAL-FED BUS
5
7 HED
BATTERY 2
MONITOR
AMMETER
BATT
SWITCH
BATTERY
BATTERY
RELAY
60
20A
TRIPLE FED BUS

TO CENTER
SPRING
LOADED
OUT OF CENTER
TEST OPEN
L GEN TIE R GEN TIE

L DC GEN R DC GEN
OPEN OPEN
BAT TIE
OPEN
MAN TIES
CLOSE
Figure 2-55 King Air 350 Power Distribution—Bus Isolation (Center Bus Short)

LEFT LEFT
TO STARTER STARTER
RELAY TO
FIELD FIELD
STARTER/ STARTER/
GENERATOR GENERATOR
LEFT RIGHT RIGHT

CONTACTOR
GENERATOR GENERATOR
CONTROL CONTROL
275 275
250 H H 250
D D RIGHT
GENERATOR
BUS TIE
GPU
BAT BUS
BAT BUS CONTROL
60 SWITCH .5A
NORMAL BATTERY 60
BUS TIE
BAT BUS RCCB
FROM BAT BUS

DUAL-FED BUS
5
7 HED
BATTERY 2
MONITOR
AMMETER
BATT
SWITCH
BATTERY
BATTERY
RELAY
60
20A
TRIPLE FED BUS

TO CENTER
SPRING
LOADED
OUT OF CENTER
TEST OPEN
L GEN TIE R GEN TIE

L DC GEN R DC GEN
OPEN OPEN
BAT TIE
OPEN
MAN TIES
CLOSE
Figure 2-56 King Air 350 Power Distribution—Bus Isolation (Triple-Fed Bus Short)

LEFT LEFT
TO STARTER STARTER
RELAY TO
FIELD
FIELD
STARTER/ STARTER/
GENERATOR GENERATOR
LEFT RIGHT RIGHT

CONTACTOR
GENERATOR GENERATOR
CONTROL CONTROL
275 275
250 H H 250
D D RIGHT
GENERATOR
BUS TIE
GPU
BAT BUS
BAT BUS CONTROL
60 SWITCH .5A
NORMAL BATTERY 60
BUS TIE
BAT BUS RCCB
FROM BAT BUS

DUAL-FED BUS
5
7 HED
BATTERY 2
MONITOR
AMMETER
BATT
SWITCH
BATTERY
BATTERY
RELAY
60
20A
TRIPLE FED BUS

TO CENTER
SPRING
LOADED
OUT OF CENTER
TEST OPEN
L GEN TIE R GEN TIE

L DC GEN R DC GEN
OPEN OPEN
BAT TIE
OPEN EXT PWR
MAN TIES
CLOSE
Figure 2-57 King Air 350 Power Distribution—External Power

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KING AIR 300/350 PILOT TRAINING MANUAL

Electrical System ............................................................................................................. 2-1

DC POWER DISTRIBUTION ............................................................................................. 2-10

Bus Tie System .............................................................................................................. 2-11

Hall Effect Sensors ........................................................................................................ 2-11

Bus Isolation .................................................................................................................. 2-12

Load Shedding ............................................................................................................... 2-12

King Air 300 Load Management ................................................................................... 2-13

King Air 350 Load Management ................................................................................... 2-13

Battery ........................................................................................................................... 2-15

Starter/Generators .......................................................................................................... 2-16

EXTERNAL POWER........................................................................................................... 2-18

Avionics Master Power ................................................................................................. 2-19

AC POWER .......................................................................................................................... 2-19

King Air 300 AC Power Distribution ........................................................................... 2-19

King Air 350 AC Power Distribution ............................................................................ 2-23

CIRCUIT BREAKERS......................................................................................................... 2-29

EMERGENCY AND ABNORMAL INDICATIONS ......................................................... 2-31

L or R DC GEN Annunciator Illuminated (Generator Inoperative) ............................. 2-32

BATTERY CHARGE Annunciator Illuminated ........................................................... 2-32

FOR TRAINING PURPOSES ONLY 2-i

KING AIR 300/350 PILOT TRAINING MANUAL

Circuit Breaker Tripped ................................................................................................ 2-33

L or R GEN TIE OPEN Annunciator Illuminated ........................................................ 2-33

BAT TIE OPEN Annunciator Illuminated ................................................................... 2-33

POWER DISTRIBUTION SCHEMATICS......................................................................... 2-35

King Air 300 Power Distribution Schematics .............................................................. 2-35

King Air 350 Power Distribution Schematics .............................................................. 2-51

2-ii FOR TRAINING PURPOSES ONLY

KING AIR 300/350 PILOT TRAINING MANUAL

Figure Title Page

2-1 Basic Electrical Symbols ......................................................................................... 2-2

2-4 Pilot’s Left Subpanel ............................................................................................... 2-5

2-7 Overhead Light Control......................................................................................... 2-10

2-8 Battery Installation................................................................................................. 2-15

2-9 Starter/Generator Installation................................................................................. 2-16

2-10 Avionics Master Power Schematic........................................................................ 2-20

2-11 King Air 300 Simplified Inverter Schematic......................................................... 2-21

2-12 King Air 300 Inverter Schematic—Condition 1.................................................... 2-21

2-13 King Air 300 Inverter Schematic—Condition 2.................................................... 2-22

2-14 King Air 300 Inverter Schematic—Condition 3.................................................... 2-22

2-15 INVERTER Annunciator....................................................................................... 2-23

2-16 King Air 350 Simplified Inverter Schematic......................................................... 2-24

2-19 King Air 350 AC Power—All DC Buses Powered, .............................................. 2-27

2-20 King Air 350 AC Power—All DC Buses Powered, .............................................. 2-28

2-21 Fuel Management Panel ........................................................................................ 2-30

2-22 Right Side Panel (Typical)..................................................................................... 2-31

2-23 L/R DC GEN Annunciators................................................................................... 2-32

FOR TRAINING PURPOSES ONLY 2-iii

KING AIR 300/350 PILOT TRAINING MANUAL

2-24 Battery Charge Annunciator ................................................................................. 2-32

2-25 L/R GEN TIE OPEN............................................................................................. 2-33

2-26 BAT TIE OPEN .................................................................................................... 2-34

2-27 King Air 300 Power Distribution Schematic ........................................................ 2-36

2-28 King Air 300 Power Distribution—Battery OFF.................................................. 2-37

2-29 King Air 300 Power Distribution—Battery ON ................................................... 2-38

2-30 King Air 300 Power Distribution—Battery ON

2-32 King Air 300 Power Distribution—Right Generator ON ..................................... 2-41

2-34 King Air 300 Power Distribution—Both Generators ON..................................... 2-43

2-35 King Air 300 Power Distribution—Both Generators ON

2-41 King Air 300 Power Distribution—External Power ............................................. 2-50

2-42 King Air 350 Power Distribution Schematic ........................................................ 2-52