6 King Air C90GTi-GTx Pilot Training Manual

KING AIR C90GTi/GTx
PILOT TRAINING MANUAL

SECOND EDITION
“The best safety device in any aircraft is a well-trained crew.”™ REVISION 0.1
KING AIR
C90GTi/GTx
PILOT TRAINING FlightSafety International, Inc.
MANUAL Marine Air Terminal, LaGuardia Airport
1 VOLUME Flushing, New York 11371
SECOND EDITION (718) 565-4100
REVISION 0.1 www.FlightSafety.com
FOR TRAINING PURPOSES ONLY
NOTICE
The material contained in this training manual is based on information obtained from the
aircraft manufacturer’s Pilot Manuals and Maintenance Manuals (Field CD). It is to be
used for familiarization and training purposes only.
At the time of printing, it contained then-current information. In the event of conflict

between data provided herein and that in publications issued by the manufacturer or the
JAA/FAA, that of the manufacturer or the JAA/FAA shall take precedence.
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INSERT LATEST REVISED PAGES, DESTROY SUPERSEDED PAGES
LIST OF EFFECTIVE PAGES
Dates of issue for original and changed pages are:
Second Edition................0.............July 2010

Revision......................... 0.1..... October 2014
NOTE:
For printing purposes, revision numbers in footers occur at the
bottom of every page that has changed in any way (grammatical or
typographical revisions, reflow of pages, and other changes that do
not necessarily affect the meaning of the manual).
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CONTENTS
Chapter 1 AIRCRAFT GENERAL

Chapter 2 ELECTRICAL POWER SYSTEMS
Chapter 3 LIGHTING
Chapter 4 MASTER WARNING SYSTEM
Chapter 5 FUEL SYSTEM
Chapter 6 AUXILIARY POWER UNIT
Chapter 7 POWERPLANT
Chapter 8 FIRE PROTECTION
Chapter 9 PNEUMATICS
Chapter 10 ICE AND RAIN PROTECTION
Chapter 11 AIR CONDITIONING
Chapter 12 PRESSURIZATION
Chapter 13 HYDRAULIC POWER SYSTEMS
Chapter 14 LANDING GEAR AND BRAKES
Chapter 15 FLIGHT CONTROLS
Chapter 16 AVIONICS
Chapter 16A WIDE AREA AUGMENTATION SYSTEM (WAAS)
Chapter 17 OXYGEN SYSTEM
Chapter 18 MISCELLANEOUS SYSTEMS
Chapter 19 MANEUVERS AND PROCEDURES
Chapter 20 WEIGHT AND BALANCE
Chapter 21 FLIGHT PLANNING AND PERFORMANCE
Chapter 22 CREW RESOURCE MANAGEMENT
WALKAROUND
APPENDIX A TERMS AND ABBREVIATIONS
APPENDIX B ANSWERS TO QUESTIONS
ANNUNCIATOR PANEL
1 AIRCRAFT GENERAL
KING AIR C90GTi/GTx PILOT TRAINING MANUAL
CHAPTER 1
AIRCRAFT GENERAL
CONTENTS
Page
INTRODUCTION................................................................................................................... 1-1
GENERAL............................................................................................................................... 1-1
AIRPLANE SYSTEMS........................................................................................................... 1-2
General............................................................................................................................. 1-2
Chapters............................................................................................................................ 1-2
BEECHCRAFT KING AIR C90GTi AND C90GTx DESCRIPTION .................................. 1-4
King Air C90GTi and C90GTx Configuration ................................................................ 1-9
Cabin Entry And Exits .................................................................................................. 1-11
Emergency Exit ............................................................................................................. 1-13
Cabin Compartments ..................................................................................................... 1-13
Flight Deck .................................................................................................................... 1-14
Control Surfaces............................................................................................................. 1-20
Tiedown And Securing .................................................................................................. 1-20
Taxiing............................................................................................................................ 1-21
Servicing Data ............................................................................................................... 1-22
Product Support.............................................................................................................. 1-22
Preflight Inspection ....................................................................................................... 1-22
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1 AIRCRAFT GENERAL
ILLUSTRATIONS
Figure Title Page
1-1 Beechcraft King Air C90GTi....................................................................................... 1-4

1-2 General Arrangement.................................................................................................. 1-5
1-3 Three-View Diagram—C90GTi.................................................................................. 1-6
1-4 Three-View Diagram—C90GTx................................................................................. 1-7
1-5 Engine Air Inlet........................................................................................................... 1-8
1-6 Cabin Profile................................................................................................................ 1-8
1-7 King Air C90GTx in Flight......................................................................................... 1-9
1-8 Entrance and Exit Provisions..................................................................................... 1-11
1-9 Dual Door Cables...................................................................................................... 1-12
1-10 Cabin Areas............................................................................................................... 1-13
1-11 Cabin Seating Layout................................................................................................ 1-13
1-12 Flight Deck Layout.................................................................................................... 1-14
1-13 Control Wheels and Fuel Control Panel—C90GTi................................................... 1-15
1-14 Control Wheels and Fuel Control Panel—C90GTx.................................................. 1-16
1-15 Instrument Panels...................................................................................................... 1-17
1-16 Right Side Panel and Pedestal................................................................................... 1-17
1-17 Pilot’s and Copilot’s Subpanels.................................................................................. 1-18
1-18 Annunciators.............................................................................................................. 1-19
1-19 Overhead Light Control Panel—C90GTi.................................................................. 1-19
1-20 Flight Control Surfaces............................................................................................. 1-20
1-21 Flight Control Locks.................................................................................................. 1-20
1-22 Tiedowns.................................................................................................................... 1-21
1-23 Propeller Boots.......................................................................................................... 1-21
1-24 Turning Radius.......................................................................................................... 1-22
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1 AIRCRAFT GENERAL
1-25 Danger Areas............................................................................................................. 1-22

1-26 Servicing Data........................................................................................................... 1-23
1-27 Exterior Inspection.................................................................................................... 1-24
TABLES
Table Title Page
Table 1-1. Specifications—C90GTi and C90GTx..................................................................1-9

Table 1-2. Operating Speeds—C90GTi / C90GTx / C90GTx w/ Perf. Mods......................1-10
1-iv FOR TRAINING PURPOSES ONLY Revision 0.1

1 AIRCRAFT GENERAL
CHAPTER 1
AIRCRAFT GENERAL
INTRODUCTION
A good basic understanding of the airplane will help in studying the individual systems and their
operation. This chapter provides basic and background information needed to learn the details of
airplane operation and performance to be studied in other chapters.
GENERAL
This chapter of the training manual presents Reference material in this training manual
an overall view of the airplane. This includes covers all of the aircraft systems. Each chapter is
external familiarization, cabin arrangements, and complete and independent, and can be referred to
cockpit layout. in any sequence.
In this chapter of the training manual you will Following are brief descriptions of the subject
find diagrams and data describing the airplane in matter in each chapter. All material is discrete to the
general and its systems that are not included in Beechcraft King Air C90GTi and C90GTx models.
the Pilot’s Operating Handbook (POH).
Revision 0.1 FOR TRAINING PURPOSES ONLY 1-1

1 AIRCRAFT GENERAL
AIRPLANE SYSTEMS
GENERAL
The “Systems Description” section of the POH annunciator is described in detail, including its
gives a brief description of all the systems incor- purpose and associated cause for illumination.
porated in the King Air C90GTi and C90GTx. Emphasis is on corrective action required by the
Additional description and details of these pilot if an annunciator is illuminated.
systems are included in separate chapters of
this training manual. The POH information is
updated as required and always supersedes any Fuel System
information in this training manual. Chapter 5—“Fuel System” presents a description
and discussion of the fuel system. The physical
layout of fuel cells are described. Correct use of
CHAPTERS the boost pumps, transfer pumps, crossfeed, and
firewall shutoff valves are discussed. Locations
Aircraft General and types of fuel drains and correct proce-
Chapter 1—“Aircraft General” presents an over- dures for taking and inspecting fuel samples are
all view of the airplane. This includes external detailed. This chapter includes a list of approved
familiarization, cabin arrangement, and cockpit fuels and procedures for fuel servicing.
layout. In this chapter you will find diagrams and
data describing the airplane in general that are
not included in the Pilot’s Operating Handbook.
Powerplant
Chapter 7—“Powerplant” presents a discussion
of the Pratt and Whitney PT6A turboprop
Electrical Power Systems engines. Engine theory and operating
Chapter 2—“Electrical Power Systems” limitations are described, and normal pilot
describes the airplane electrical system and its procedures are detailed. Crewmembers must
components. The electrical system is discussed have sufficient knowledge of the PT6A series
to the extent necessary for pilot management engines to understand all normal and emergency
of all normal and emergency operations. The procedures.
location and purpose of switches, indicators,
lights, and circuit breakers are noted. DC and This chapter also describes the propeller system.
AC generation and distribution are described. Location and use of propeller controls, princi-
This chapter also includes electrical system lim- ple of operation, reversing, and feathering are
itations and a discussion of potential electrical discussed.
system faults.
Fire Protection
Lighting Chapter 8—“Fire Protection” describes the fire
Chapter 3—“Lighting” discusses cockpit light- warning and protection systems. Operation and
ing, cabin lighting, and exterior lighting. All testing information for the fire detection and
lights are identified and located. The location fire-extinguishing systems is included.
and use of controls for the lighting system are
also included.
Pneumatics
Chapter 9—“Pneumatics” presents a discus-
Master Warning System sion of pneumatic and vacuum systems. Sources
Chapter 4—“Master Warning System” presents and operation of pneumatic and vacuum air are
a description and discussion of the warning, described. Acceptable gage readings and normal
caution, and advisory annunciator panels. Each and abnormal system indications are outlined.
1-2 FOR TRAINING PURPOSES ONLY Revision 0.1

1 AIRCRAFT GENERAL
Ice and Rain Protection reference to operation as outlined in the Pilot’s

Operating Handbook.
Chapter 10—“Ice and Rain Protection” presents
a description and discussion of the anti-ice and
deice systems. All of the anti-ice, deice, and rain This chapter also describes the rudder boost
protection systems in this airplane are described, system. This system is designed to reduce pilot
showing location, controls, and how they are effort if single-engine flight is encountered.
used. The purpose of this chapter is to acquaint
the pilot with all the systems available for flight Avionics
in icing or heavy rain conditions and their con-
trols. Procedures in case of malfunction in any Chapter 16—“Avionics” describes the standard
system are included. This also includes informa- avionics installation for the King Air C90GTi
tion concerning preflight deicing and defrosting. and C90GTx. The system consists of three 8” x
10” color composite Adaptive Flight Displays
(AFD). These AFD’s are provided as two Primary
Air Conditioning Flight Displays (PFD) and one Multifunction
Chapter 11—“Air Conditioning” presents a Display (MFD). Each PFD displays airplane
description of the air-conditioning, heating, and attitude, heading, airspeed, altitude, vertical
fresh air systems. Each subsystem discussion speed, flight guidance system annunciations, and
includes general description, principle of opera- navigation data on a single integrated display.
tion, controls, and emergency procedures. The MFD can be used to present a variety of
information, including: Present Position MAP,
TCAS, and FMS based textual data, navigation
Pressurization System data, weather radar, and TAWS+. Engine Data
Chapter 12—“Pressurization” presents a descrip- and the electronic checklist are also presented
tion of the pressurization system. The function of on the MFD.
various major components, their physical loca-
tion, and operation of the pressurization system A Flight Management System (FMS) provides
controls are discussed. Where necessary, refer- flight plan management, multi-sensor navigation,
ences are made to the environmental system as and radio tuning, while a Flight Guidance
it affects pressurization. System (FGS) allows the pilot to input attitude,
heading, airspeed, and vertical speed commands
for the Flight Director/Autopilot.
Landing Gear and Brakes
Individual audio panels for the pilot and copilot,
Chapter 14—“Landing Gear and Brakes” allow each pilot to select audio from any nav/
presents a description and discussion of the com receiver.
landing gear system, landing gear controls,
and operating limitations. The indicator system
and emergency landing gear extension are also Oxygen
described.
Chapter 17—“Oxygen” presents a summary
This chapter also discusses the wheel brake of the oxygen system and its components.
system. Correct use of the brakes and parking General description, principle of operation,
brakes, along with brake system description, system controls, and emergency procedures
and what to look for when inspecting brakes are are included. Use of the oxygen duration chart
detailed. involves working simulated problems under
various flight conditions. FAR requirements for
crew and passenger oxygen needs are part of the
Flight Controls discussion, as well as the types and availability
of oxygen masks. Local servicing procedures
Chapter 15—“Flight Controls” describes the referenced in the Pilot’s Operating Handbook
four-segment Fowler-type flap system. System are also included.
controls and limitations are considered, with

1 AIRCRAFT GENERAL
BEECHCRAFT KING AIR

C90GTi AND C90GTx
DESCRIPTION
The Beechcraft King Air C90GTi and C90GTx, empennage. The wings are an efficient, high-
are high-performance, conventional tail, aspect ratio design, with composite winglets
pressurized, twin-engine turboprop airplanes for added efficiency on the C90GTx. The airfoil
(Figure 1-1 through Figure 1-6). They are designed section provides an excellent combination of low
and equipped for flight in IFR conditions, day drag for cruise conditions, and easy handling for
or night, into high-density air traffic zones, and the low-speed terminal conditions or small airport
into known or forecast icing conditions. They operations.
are also capable of operating in and out of small
unimproved airports within the POH operating A faired, oval, minimum frontal area nacelle
limits. is installed on each side of the wing center
section to house both the engine and landing
The King Air design is a blend of a highly gear. The “pitot” type intakes (Figure 1-5) boost
efficient airframe with proven current technology performance by reducing drag, and the exhaust
components, providing a reliable, economical, stacks are shaped for smaller frontal area to reduce
versatile, and cost-productive airplane. drag. The nacelles are designed and located to
maximize propeller/ground clearance, minimize
The structure is all-metal, low-wing monoplane. It chain noise, and provide a low-drag installation
has fully cantilevered wings and a conventional-tail of the powerplants on the wing.
Figure 1-1. Beechcraft King Air C90GTi

1 AIRCRAFT GENERAL
1. WEATHER RADAR ANTENNA 13. RUDDER TRIM TAB

2. COMMUNICATIONS, NAVIGATION AND 14. REAR FUSELAGE ACCESS DOOR
RADAR EQUIPMENT 15. BAGGAGE AREA
3. OUTBOARD FLAP SECTION 16. AIRSTAIR DOOR
4. GROUND ESCAPE HATCH 17. AILERON TRIM TAB
5. INBOARD FLAP SECTION 18. LEADING EDGE FUEL TANKS
6. LIQUID STORAGE CABINET 19. WING ICE CHECK LIGHT
7. LAVATORY PRIVACY CURTAIN 20. NACELLE FUEL TANK
8. BELTED LAVATORY 21. PT6-135A TURBOPROP ENGINE
9. PRESSURIZATION SAFETY AND DUMP VALVES 22. HEATED PITOT MAST
10. OXYGEN BOTTLE 23. LANDING AND TAXI LIGHTS
11. EMERGENCY LOCATOR TRANSMITTER
12. ELEVATOR TRIM TABS
Figure 1-2. General Arrangement

1 AIRCRAFT GENERAL
35’ 6”
14’ 3”
2°
1’ 1.5”
12’ 3”
17’ 3”
50’ 3”
7’ 6”
7°
12’ 9”
Figure 1-3. Three-View Diagram—C90GTi

1 AIRCRAFT GENERAL
35’ 6”
14’ 3”
2°
1’ 1.5”
12’ 3”
17’ 3”
53’ 8”
7’ 6”
7°
12’ 9”
Figure 1-4. Three-View Diagram—C90GTx

1 AIRCRAFT GENERAL
The fuselage is conventional monocoque structure

using high-strength aluminum alloys. The basic
cross-sectional shape of the cabin is a favorable
compromise between passenger comfort and
efficient cruise performance. The cabin profile is
squared-oval, not round (Figure 1-6). Passengers
can sit comfortably without leaning their heads
to accommodate sloping walls. The floors are flat
from side to side for passenger ease in entering and
leaving the cabin. These aircraft are certificated
for up to 13 people.
Figure 1-5. Engine Air Inlet
Figure 1-6. Cabin Profile

1 AIRCRAFT GENERAL
KING AIR C90GTi AND C90GTx

CONFIGURATION
The King Air C90GTi and C90GTx are powered by cost and weight. The basic configurations, dimen-
Pratt & Whitney 550 shp (flat-rated) PT6A-135A sions, weights, and specifications are summarized
turboprop engines. In addition to the standard in Table 1-1. Refer to the respective airplane POH
airplane configurations, Beechcraft offers many for detailed, up-to-date information.
optional items which are available at additional
Table 1-1. SPECIFICATIONS—C90GTi AND C90GTx

MODEL DESIGNATION—PASSENGER C90GTi C90GTx
CREW – FAA CERTIFIED 1 1
OCCUPANTS—MAX. FAA CERT. (INCL. CREW) 13 13
PASSENGERS—NORMAL CORP. CONFIG. 6 6
ENGINES—P&W TURBOPROP 2 PT6A-135A 2 PT6A-135A
PROPELLERS—4 BLADE, CONSTANT-SPEED,
TWO HARTZELL TWO HARTZELL
FULL-FEATHERING, COUNTER-WEIGHTED,
(FULL REVERSING) (FULL REVERSING)
HYDRAULICALLY-ACTUATED
LANDING GEAR—RETRACTABLE, TRICYCLE HYDRAULIC HYDRAULIC
WING AREA 293.94 SQUARE FEET 293.94 SQUARE FEET *
MAXIMUM CERTIFICATED WEIGHTS

MAXIMUM RAMP WEIGHT 10,160 POUNDS 10,545 POUNDS
MAXIMUM TAKE-OFF WEIGHT 10,100 POUNDS 10,485 POUNDS
MAXIMUM LANDING WEIGHT 9600 POUNDS 9832 POUNDS
MAXIMUM ZERO FUEL WEIGHT NO STRUCTUAL LIMITATION 9378 POUNDS
MAXIMUM WEIGHT IN BAGGAGE COMPARTMENT:
350 POUNDS 350 POUNDS
REAR BAGGAGE COMPARTMENT
350 POUNDS 350 POUNDS
NOSE AVIONICS COMPARTMENT
CABIN AND ENTRY DIMENSIONS

CABIN WIDTH (MAXIMUM) 54 INCHES 54 INCHES
CABIN LENGTH (PARTITION TO PARTITION) 155 INCHES 155 INCHES
CABIN LENGTH
214 INCHES 214 INCHES
(MAXIMUM BETWEEN PRESSURE BULKHEADS)
CABIN HEIGHT (MAXIMUM) 57 INCHES 57 INCHES
AIRSTAIR ENTRANCE DOOR WIDTH (MINIMUM) 27 INCHES 27 INCHES
AIRSTAIR ENTRANCE DOOR HEIGHT (MINIMUM) 51.6 INCHES 51.6 INCHES
SILL HEIGHT (MAXIMUM) 48 INCHES 48 INCHES
PRESSURIZED COMPARTMENT VOLUME 313.6 CUBIC FEET 313.6 CUBIC FEET
REAR BAGGAGE COMPARTMENT VOLUME 53.5 CUBIC FEET 53.5 CUBIC FEET
NOSE AVIONICS COMPARTMENT VOLUME 16 CUBIC FEET 16 CUBIC FEET
SPECIFIC LOADINGS
WING LOADING 32.8 POUNDS PER SQUARE FOOT SAME AS C90GTi
8.8 POUNDS PER 8.8 POUNDS PER
POWER LOADING
SHAFT HORSEPOWER SHAFT HORSEPOWER
* Note: Aircraft with winglets installed will see an increase in wing surface area.

1 AIRCRAFT GENERAL
Operating Speeds
The Beechcraft King Air C90GTi and C90GTx construction techniques contribute to the fol-
(Figure 1-7) are a couple of the most maneuver- lowing KIAS data in Table 1-2 (calculated at
able corporate airplanes in the world. Insistence maximum takeoff weight of 10,100 pounds for
on handling ease in all flight regimes and tough the C90GTi and 10,485 for the C90GTx):
Table 1-2. OPERATING SPEEDS—C90GTi / C90GTx / C90GTx with

Performance Modifications
C90GTx w/
Maneuver C90GTi C90GTx
Perf Mods
Maximum operating speed (VMO) 226 KIAS
Maneuvering speed (VA) 169 KIAS 163 KIAS
Maximum landing gear operating speed (VLO) Extension 182 KIAS
Retraction 163 KIAS
Maximum flap extension/extended (VFE) Approach 184 KIAS
Down 148 KIAS
Stall (100% flaps, Power Idle) 78 KIAS 76 KIAS
Stall (Flaps Approach, Maximum Weight, Power Idle) 83 KIAS 79 KIAS
Stall (Flaps Up, Maximum Weight, Power Idle) 88 KIAS 84 KIAS
Air minimum control (VMCA) Up 85 KIAS 91 KIAS
Approach 83 KIAS 91 KIAS
Figure 1-7. King Air C90GTx in Flight

1 AIRCRAFT GENERAL
CABIN ENTRY AND EXITS

The cabin entry airstair door is on the left side of A plastic-encased cable provides support for the
the fuselage, just aft of the wing (Figure 1-8). A door in the open position, a handhold for passen-
swing-down door, hinged at the bottom, provides gers, and a means of closing the door from inside
a convenient stairway for entry and exit. the airplane. A hydraulic dampener permits the
door to lower gradually during opening. It is
Two of the four steps are movable and automatically important that not more than one person be on the
fold flat against the door in the closed position. airstair door at a time as excessive weights could
A self-storing platform automatically folds down cause structural damage to the door.
over the door sill when the door opens to provide
a stepping platform for door seal protection.
Figure 1-8. Entrance and Exit Provisions

1 AIRCRAFT GENERAL
Dual Door Cables with One Airstair Locking Mechanism

Detachable (Optional) The door locking mechanism is operated by either
Dual stair assist cables are available as an option of the two vertically staggered handles, one inside
(Figure 1-9). Door assist cables provide passengers and the other outside the door. The inside and
a way to stabilize themselves when going up or outside handles are mechanically interconnected.
down the stairs. The forward assist cable is easily
detachable to provide more room for loading When either handle is rotated per placard
large baggage or cargo into the airplane. instructions, two latch bolts at each side of the
door, and two latch hooks at the top of the door,
lock into the doorframe to secure the airstair
door. A button adjacent to the door handle must
be depressed before the handle can be rotated to
open the door. For security of the airplane on the
ground, the door can be locked with a key.
To secure the airstair door inside, rotate the handle

clockwise as far as it will go. The release button
should pop out, and the handle should be pointing
down. Check the security of the airstair door by
attempting to rotate the handle counterclockwise
without depressing the release button; the handle
should not move.
Next lift the folded stairstep that is just below the

door handle. Ensure the safety lock is in position
around the diaphragm shaft when the handle is in
the locked position.
To observe this area, depress a red switch near the

window that illuminates a lamp inside the door. If
the arm is properly positioned around the shaft,
proceed to check the indication in each of the
visual inspection ports located near each corner
of the door (see Figure 1-8). Ensure the green
stripe on the latch bolt is aligned with the black
pointer in the visual inspection port.
WARNING
Never attempt to unlock or check the
security of the door in flight. If the
CABIN DOOR annunciator illumi-
nates in flight, or if the pilot has any
reason to suspect that the door may not
be securely locked, the cabin pressure
should be reduced to zero differential,
and all occupants instructed to remain
seated with their seat belts fastened.
After the airplane has made a full-stop
Figure 1-9. Dual Door Cables landing, only a crewmember should
check the security of the airstair door.

1 AIRCRAFT GENERAL
EMERGENCY EXIT CABIN COMPARTMENTS

The emergency exit door is located at the third The pressurized cabin interior consists of the flight
cabin window on the right side of the fuselage deck, passenger seating area, and an aft baggage
(see Figure 1-8). A placard at the window gives area (Figure 1-10). The flight deck provides side-
instructions for access to the release mechanism. by-side seating for the pilot and copilot.
Typically for corporate use, the cabin is arranged
The door is released from the inside with two in a five-passenger club seating and aisle-facing
hooks, a trigger button, and a latch-release pull- cabinet seat layout (Figure 1-11).
up handle. A placard on the emergency exit hatch
release cover lists proper opening procedures. A lavatory area is located in the aft compartment,
with a padded seat which can be used as the sixth
A pressure lock prevents the door from being passenger seat.
opened when the cabin is pressurized. If pressur-
ized, pulling the hooks overrides the pressure lock Aft of the cabin area is the baggage area. This
and allows the trigger button to be depressed. This pressurized area is capable of holding 53.5 cubic
releases the latch-release handle. When the handle feet of luggage, cargo, or clothing (all accessible in
is pulled up and the securing latches are released, a flight). The location of the baggage area next to the
hinge at the bottom allows the hatch to swing out- airstair door makes loading and unloading easy.
ward and downward for emergency exit.
If an operation requires, some or all of the seats, wall
partitions, and lavatory can be quickly removed to
configure the airplane for cargo transport.
FLIGHT PASSENGER AFT BAGGAGE

DECK SEATING AREA AREA
Figure 1-10. Cabin Areas
Figure 1-11. Cabin Seating Layout

1 AIRCRAFT GENERAL
FLIGHT DECK
The flight deck layout is a time-proven design The general layout of the flight deck shows
that has optimized crew efficiency and comfort the location of the instruments and controls.
(Figure 1-12). The pilot and copilot sit side-by- Conventional dual controls are installed so that
side in individual chairs, separated by the control the airplane can be flown by either pilot (Figure
pedestal. The seats are adjustable fore and aft 1-13). The controls and instruments are arranged
as well as vertically. Seat belts and inertia-type for convenient single-pilot operation or for a pilot
shoulder harnesses are provided for each seat. and copilot crew.
Figure 1-12. Flight Deck Layout

1 AIRCRAFT GENERAL
The fuel control panel (Figure 1-13 and Figure

1-14) is located on the left sidewall, next to the
pilot. Fuel quantity gages and switches, firewall
valve switches, and circuit breakers are located
on this panel.
AUTOPILOT AND YAW DAMP ELECTRICAL TRIM

(1ST LEVEL) ELECTRIC ROCKER SWITCHES
TRIM INTERRUPT SWITCH
(2ND LEVEL)
MAP LIGHT
MICROPHONE SWITCH
LINE ADVANCE
A B
ELECTRICAL TRIM DETAIL A
ROCKER SWITCHES PILOT
AUTOPILOT AND YAW DAMP
MAP LIGHT (1ST LEVEL) ELECTRIC
8 DAY CLOCK (2ND LEVEL)
MICROPHONE SWITCH
LINE ADVANCE
DETAIL B CLOCK LIGHT

BRT/DIM SWITCH
COPILOT
DETAIL C
Figure 1-13. Control Wheels and Fuel Control Panel—C90GTi

1 AIRCRAFT GENERAL
AUTOPILOT AND YAW DAMP ELECTRICAL TRIM

(1ST LEVEL) ELECTRIC ROCKER SWITCHES
(2ND LEVEL)
MICROPHONE SWITCH A B
LINE ADVANCE
DETAIL A
PILOT
ELECTRICAL TRIM AUTOPILOT AND YAW DAMP

ROCKER SWITCHES (1ST LEVEL) ELECTRIC
(2ND LEVEL)
MICROPHONE SWITCH
LINE ADVANCE
DETAIL B
COPILOT
DETAIL C
Figure 1-14. Control Wheels and Fuel Control Panel—C90GTx

1 AIRCRAFT GENERAL
The instrument panel contains three Adaptive Extending aft from the center subpanel is the
Flight Displays (two Primary Flight Displays and engine control quadrant and pedestal (Figure
one Multi-Function Display), one Radio Tuning 1-16). Engine controls, flap control handle,
Unit and one Secondary Flight Display System. rudder and aileron trim knobs, and pressurization
The engine instruments are displayed at the top controls are mounted on this pedestal.
portion of the MFD. This is referred to as the
Engine Indicating System (EIS) (Figure 1-15). On the right side panel next to the copilot is the
main circuit-breaker panel (Figure 1-16), where
the majority of the system circuit breakers are
C located. The static air selector handle is mounted
just below the circuit-breaker panel.
A B D E A
B
DETAIL A
DETAIL A DETAIL B
PILOT’S PFD MFD
DETAIL C
SECONDARY
FLIGHT DISPLAY
DETAIL E
COPILOT’S PFD
DETAIL D
RADIO TUNING UNIT DETAIL B
Figure 1-15. Instrument Panels Figure 1-16. Right Side Panel and Pedestal

1 AIRCRAFT GENERAL
Just below the instrument panel are the pilot’s In the overhead area, between the pilot and
(left) and copilot’s (right) subpanels (Figure copilot, is the lighting control panel (Figure
1-17). Aircraft system controls, engine switches, 1-19). The various rheostat controls for the flight
master switches, and landing gear controls are deck and instrument lighting are mounted on this
located on these subpanels. panel, convenient to both pilot and copilot.
The annunciator system (Figure 1-18) consists Also mounted on this panel are the windshield
of an annunciator panel centrally located in wiper control, the generator load and voltage
the glareshield, an annunciator panel dimming gages, the deice amps gage. Certain operation
control, a press-to-test switch, and a fault warning limitations are also placarded on this panel.
light. The annunciators are word-readout type.
Whenever a condition covered by the annunciator

system occurs, a signal is generated, and the
appropriate annunciator is illuminated.
DETAIL A
PILOT’S SUB PANELS
A B
DETAIL B
COPILOT’S SUB PANELS
Figure 1-17. Pilot’s and Copilot’s Subpanels

1 AIRCRAFT GENERAL
Figure 1-18. Annunciators
Figure 1-19. Overhead Light Control Panel—C90GTi

1 AIRCRAFT GENERAL
CONTROL SURFACES Any time the airplane is parked overnight or in

windy conditions, the rudder gust pin and control
The King Air C90GTi and C90GTx are equipped locks should be installed to prevent damage to
with conventional ailerons, elevators, and rudder the control surfaces and hinges or to the controls
(Figure 1-20). The control surfaces are pushrod- (Figure 1-21). Two items require particular
and cable-operated by conventional dual controls attention: the parking brake handle mounted just
in the flight deck. under the left corner of the subpanel, and the
rudder gust lock bar mounted between the pilot’s
rudder pedals.
Before towing the airplane, the parking brake

must be released (brake handle pushed in), and
the rudder gust lock bar must be removed from
between the rudder pedals. Serious damage to the
tires, brakes, and steering linkage can result if
these items are not released.
TIEDOWN AND SECURING

When the airplane is parked overnight or during
high winds, it should be securely moored with
protective covers in place. Place wheel chocks
fore and aft of the main gear wheels and nose-
wheel. In severe conditions the parking brake
should be set.
Figure 1-20. Flight Control Surfaces
AILERON-ELEVATOR
LOCK PIN
RUDDER
LOCK PIN
CAUTION
DO NOT TOW WITH RUDDER
LOCK INSTALLED
ENGINE
CONTROLS
LOCK BAR
Figure 1-21. Flight Control Locks

1 AIRCRAFT GENERAL
Using the airplane mooring points, tie the air- TAXIING

plane down with suitable chain or rope (Figure
1-22). Install the control surface lock, and be sure The ground turning radii are predicated on the use
the flaps are up. Secure the propellers with appro- of partial braking action, differential power, and
priate tiedown boots (one blade up) to prevent the nosewheel fully castored in the direction of
wind-milling (Figure 1-23). the turn (Figure 1-24). Locking the inside brake
can cause tire or strut damage. When turning the
airplane, if the wingtip clears obstacles the tail
This airplane has free spinning propellers that will also. The turning radius for the wingtip is 35
could be hazardous if not restrained. Windmill- feet 6 inches on the C90GTi and 37 feet 3 inches
ing gears and bearings without lubrication is not on the C90GTx. While turning, the pilot should
good practice. When there is blowing dust or rain, be aware of vertical stabilizer clearance, which is
install the pitot mast cover, as well as the engine 14 feet 3 inches.
inlet and exhaust covers.
When taxiing, turning, and starting the engines,
Two items require particular attention: the park- there is an area directly to the rear of the engines
ing brake handle mounted just under the left where the propeller windstream can be hazardous
corner of the pilot’s subpanel and the rudder pedal to persons or parked airplanes (Figure 1-25). While
gust lock. Before towing the airplane, the park- the velocities and temperatures cannot be accu-
ing brake must be released (brake knob pushed rately measured, reasonable care should be taken
in) and the rudder gust lock removed. Serious to prevent incidents within these danger areas.
damage to tires, brakes, and steering linkage can
result if these items are not released.
Figure 1-22. Tiedowns
Figure 1-23. Propeller Boots

1 AIRCRAFT GENERAL
Consumable Materials chart which lists approved

and recommended materials for servicing the air-
C90GTi—35’ 6”
C90GTx—37’ 3” plane (Figure 1-26). The “Servicing Schedule and
Lubrication Schedule” lists and illustrates servic-
ing points and materials required.
3’ 11” 15’ 7”
PRODUCT SUPPORT
Beech Aircraft has established service facilities
throughout the world, which are fully equipped
and professionally staffed to provide total support
for the Super King Airs.
16’ 8”
These facilities are listed in the Beechcraft Qual-
ity Service Center Directory (USA) and the
NOTE: International Service Facility Directory, copies of
THE GROUND TURNING RADII IS PREDICATED ON
DIFFERENTIAL BRAKING AND DIFFERENTIAL which are provided to each new Beechcraft owner.
POWER APPLIED IN THE DIRECTION OF THE TURN. To support this worldwide service organization,
Beech Aircraft, through its Parts and Equipment
Figure 1-24. Turning Radius Marketing Whole salers and International Dis-
tributors, provides a computer-controlled parts
service that assures rapid shipment of equipment
on a 24-hour basis.
PREFLIGHT INSPECTION
The preflight inspection procedure in the POH
has been divided into five areas, as shown in
Figure 1-27. The inspection begins in the flight
compartment, proceeds aft, then moves clockwise
around the aircraft, discussing the left wing,
landing gear, left engine and propeller, nose
section, etc.
Exterior Inspection
Figure 1-25. Danger Areas 1. Cockpit check
2. Left wing, landing gear, engine, nacelle
SERVICING DATA and propeller
The “Handling, Servicing, and Maintenance” 3. Nose section
section of the POH outlines to the Owner and 4. Right wing, landing gear, engine, nacelle
Operator the requirements for maintaining the and propeller
aircraft in a condition equal to that of its original
manufacture. This information sets time intervals 5. Empennage and tail
at which the airplane should be taken to a Beech-
craft Aviation Center for periodic servicing or
preventive maintenance. All limits, procedures,
safety practices, time limits, servicing and main-
tenance requirements contained in the POH are
mandatory. This section of the POH includes a

1 AIRCRAFT GENERAL
1 4
7 8 7
1 FUEL TANK FILLER CAPS (TYPICAL LEFT & RIGHT) 5 OXYGEN SUPPLY CYLINDER
APPROVED FUEL GRADE AND ADDITIVES OXYGEN SPECIFICATION: MIL-0-27210
RECOMMENDED ENGINE FUELS AVIATORS BREATHING OXYGEN 22, 49, OR
COMMERCIAL GRADES: 66 CU. FT.
JET A 6 ENGINE FIRE EXTINGUISHER (TYPICAL LEFT & RIGHT)
JET A-1 EXTINGUISHING AGENT: MIL-E-52031
JET B 2.5 LBS. CF3BR, 450 PSI (DRY NITROGEN)
MILITARY GRADES: 7 TIRE SIZE:
JP-4 • C90GTI MAIN WHEELS:
JP-5 8.50 X 10 (TUBELESS, 8- OR 10-PLY)
JP-8 • C90GTX MAIN WHEELS:
EMERGENCY ENGINE FUELS 8.50 X 10 (TUBELESS, 10-PLY)
AVIATION GASOLINE GRADES: (8-PLY CAN NO LONGER BE INSTALLED)
80 (RED) (FORMERLY 80/87) • C90GTi AND BASIC C90GTX NOSE WHEELS:
100LL (BLUE)* 6.50 X 10 (TUBELESS, 6-PLY)
100 (GREEN) (FORMERLY 100/130) • C90GTX WITH PERFORMANCE ENHANCEMENT
115/145 (PURPLE) MODIFICATION NOSE WHEELS:
2 HYDRAULIC FLUID RESERVOIR (BRAKE) 6.5 X 10 (TUBELESS, 10 PLY)
SPECIFICATION MIL-H-5606, TIRE PRESSURE:
(REF. MAINTENANCE MANUAL) MAIN WHEELS — 52–58 PSI
3 BATTERY (LEAD ACID) NOSE WHEEL — 50–55 PSI
24 VOLT, 42 AMP-HOUR 8 ENGINE OIL DIPSTICK (TYPICAL LEFT & RIGHT)
4 FIRE EXTINGUISHERS (HAND TYPE) HALON 1301 OIL SPECIFICATION: P & W SERVICE BULLETIN
N0. 1001, 14 US QUARTS
9 DC EXTERNAL POWER RECEPTACLE
*IN SOME COUNTRIES THIS FUEL IS COLORED GREEN AND DESIGNATED "1001."
Figure 1-26. Servicing Data

1 AIRCRAFT GENERAL
4 5
Figure 1-27. Exterior Inspection

CHAPTER 2
ELECTRICAL POWER SYSTEMS
CONTENTS
Page
2 ELECTRICAL POWER
INTRODUCTION................................................................................................................... 2-1
SYSTEMS
GENERAL............................................................................................................................... 2-1
Battery and Generator...................................................................................................... 2-3
Bus Tie System................................................................................................................. 2-7
Bus Isolation..................................................................................................................... 2-8
Load Shedding.................................................................................................................. 2-9
Battery.............................................................................................................................. 2-9
Starter/Generators............................................................................................................ 2-9
DC Generation ............................................................................................................... 2-10
External Power............................................................................................................... 2-12
Avionics Master Power................................................................................................... 2-12
Circuit Breakers.............................................................................................................. 2-13
QUESTIONS......................................................................................................................... 2-30

ILLUSTRATIONS
Figure Title Page
2-1 Electrical System Component Locations..................................................................... 2-2

2-2 Basic Electrical Symbols............................................................................................. 2-3
2 ELECTRICAL POWER
2-3 Battery and Generator Switches.................................................................................. 2-3
SYSTEMS
2-4 Overhead Meter Panel................................................................................................. 2-4
2-5 Right Side and Fuel Management Circuit Breaker Panels.......................................... 2-4
2-6 Battery Installation...................................................................................................... 2-9
2-7 Starter/Generator Installation.................................................................................... 2-10
2-8 Avionics Master Power Schematic............................................................................. 2-14
2-9 Power Distribution Schematic................................................................................... 2-15
2-10 Power Distribution—Battery OFF............................................................................. 2-16
2-11 Power Distribution—Battery ON.............................................................................. 2-17
2-12 Power Distribution—Battery ON (Generator Ties Manually Closed)....................... 2-18
2-13 Power Distribution—Right Engine Start (Generator Ties Manually Closed)............ 2-19
2-14 Power Distribution—Right Generator ON................................................................ 2-20
2-15 Power Distribution—Left Engine Cross-Start (Right Engine Running)................... 2-21
2-16 Power Distribution—Both Generators ON................................................................ 2-22
2-17 Power Distribution—Both Generators ON (Generator Ties Open)........................... 2-23
2-18 Bus Sense Test—Both Generators ON...................................................................... 2-24
2-19 Both Generators Failed—Load Shedding.................................................................. 2-25
2-20 Right Generator Bus Short—Bus Isolation............................................................... 2-26
2-21 Center Bus Short—Bus Isolation.............................................................................. 2-27
2-22 Triple-Fed Bus Short—Bus Isolation........................................................................ 2-28
2-23 Power Distribution—External Power
(External Power and Battery Switches ON).............................................................. 2-29

TABLES
Table Title Page
2-1 Electrical System Buses and Feeders............................................................................2-5

2 ELECTRICAL POWER
SYSTEMS

CHAPTER 2
ELECTRICAL POWER SYSTEMS
2 ELECTRICAL POWER
SYSTEMS
INTRODUCTION
Familiarity with, and an understanding of, the airplane electrical system will ease pilot workload
in normal operations in case of an electrical system or component failure. The pilot should be
able to locate and identify switches and circuit breakers quickly, and should also be familiar with
appropriate corrective actions in emergency situations.
GENERAL
The Electrical System section of the training and purpose of switches, indicators, and circuit
manual presents a description and discussion of breakers, along with DC generation and distribu-
the airplane electrical system and components tion is described. This section also includes some
(Figure 2-1). The electrical system is discussed of the limits of, and possible faults with, systems
to the extent necessary for the pilot to cope with or components.
normal and emergency operations. The location

LEGEND
L = LEFT
R = RIGHT
BT = BUS TIE
LC = LINE CONTACTOR
SB = SUB BUS
SR = STARTER RELAY
EPR = EXTERNAL POWER RELAY
2 ELECTRICAL POWER
STR/GEN = STARTER GENERATOR

GEN CONT = GENERATOR CONTROL
EXT PWR = EXTERNAL POWER
SYSTEMS
CRT BUS = CENTER BUS

RG = RIGHT GENERATOR
LG = LEFT GENERATOR
RCSR = RIGHT CROSS START RELAY
LCSR = LEFT CROSS START RELAY
STR/ STR/
GEN GEN
LLC
RLC
LSR
RSR
RCSR
LCSR
LG BUS
RG BUS
LBT
RBT
CTR
BUS TRIPLE
LSB
RSB
FED
BUS
EXT
HOT BATTERY BUS PWR
EPR
BBT
BR
BATTERY
GEN GEN
CONT CONT
Figure 2-1. Electrical System Component Locations

BATTERY AND GENERATOR This system is capable of supplying power to all

subsystems necessary for normal operation of
The airplane electrical system is a 28-VDC the airplane. The battery and generator switches
(nominal) system with the negative lead of each on the pilot’s left subpanel (Figure 2-3) are used
power source grounded to the main airplane to control power from the battery and generators
structure. DC electrical power is provided by one into the airplane electrical system.
42-ampere-hour, sealed, lead-acid battery, and
two 250-ampere starter/generators connected in
parallel. Basic electrical symbols are shown in
2 ELECTRICAL POWER
(Figure 2-2).
SYSTEMS
BATTERY
FUSE
CURRENT LIMITER
(OR ISOLATION LIMITER) THIS ACTS
AS A LARGE, SLOW TO OPEN FUSE Figure 2-3. Battery and Generator Switches
DIODE
THE DIODE ACTS AS A ONE-WAY
The battery is always connected to the hot battery
"CHECK VALVE" FOR ELECTRICITY. bus (Figure 2-16). Both are located in the right
(TRIANGLE POINTS IN DIRECTION OF POWER FLOW. wing center section. Operation of equipment
POWER CANNOT FLOW IN OPPOSITE DIRECTION.) on the hot battery bus does not depend on the
position of the battery switch. The battery switch,
CIRCUIT BREAKER on the pilot’s left subpanel, closes a battery bus
tie and a battery relay which connect the battery
SWITCH - TYPE
to the rest of the electrical system.
CIRCUIT BREAKER
The generators are controlled by individual
generator control panels which allow constant
voltage to be presented to the buses during
variations in engine speed and electrical load
NORMALLY
RELAY OPEN
NORMALLY
CLOSED
requirements. The load on each generator is

OPEN
indicated by left and right loadmeters located on

the overhead meter panel (Figure 2-4). A normal
RELAY CLOSED system potential of 28.25 ±0.25 volts maintains
the battery at full charge.
This airplane utilizes a multi-bus system. The

BUS TIE & main buses are the left and right generator buses,
SENSOR center bus, triple-fed bus, and the hot battery bus.
Switches in the cockpit which receive power from
the center or triple-fed buses are identified by a
Figure 2-2. Basic Electrical Symbols white ring on the panel around the switch.

2 ELECTRICAL POWER
SYSTEMS
Figure 2-4. Overhead Meter Panel

TRANS PUMP TRANSFER TEST TRANS PUMP
Electrical loads are divided among the buses as

ENGINE ENGINE
OVERRIDE OVERRIDE
AUTO AUTO
noted on the Electrical System Buses and Feeders OFF

BOOST PUMP
6 8
OFF
6 8
OFF
BOOST PUMP
chart (Table 2-1). Equipment on the buses is

ON ON
4 10 SEE MANUAL FOR 4 10
FUEL FUEL CAPACITY FUEL
arranged so that all items with duplicate functions OFF

2
MAIN TANK
ONLY
0
QTY 14
12 2
MAIN TANK
ONLY
0
QTY 14
12
OFF
CROSSFEED
OPEN
(such as right and left landing lights) are connected

LBS X 100 FUEL QUANTITY LBS X 100
TOTAL
+
AUTO
LEFT RIGHT
to different buses. The circuit breakers are color- NACELLE

CLOSE
coded to allow the pilot to more quickly identify OPEN FIRE

WALL
VALVE
BOOST
PUMP
TRANS
PUMP
QTY
IND
PRESS
WARN
CROSS
FEED
PRESS
WARN
QTY
IND
TRANS
PUMP
BOOST
PUMP
FIRE
WALL
VALVE
OPEN
the bus or buses powering particular equipment

FIREWALL FIREWALL
SHUTOFF SHUTOFF
VALVE 5 10 5 5 5 5 5 5 5 10 5 VALVE
CLOSED CLOSED
(Figure 2-5).
LEFT FUEL SYSTEM RIGHT
+
BUS SFDS LIGHTS ENG INST
TPL FED BUS SFDS DBU PILOT PILOT PFD FGP MFD EDC1 DCU1 DCU1
L GEN
R GEN
BAT 5 3 2 71 2 5 5 5 2 2 2
STBY
In normal operation, all buses are automatically

CNTL LTG INSTR CNTL & DCP RTU SEC
ADU DISP MHS BAT COPILOT COPILOT PFD PEDESTAL DBU EDC2 DCU2 DCU2
1 3 2 15 71 2 5 71 2 71 2 2 2 2
tied into a single-loop system where all sources CHG INSTR CNTL & DCP CNTL CDU2 SEC
supply power through individual protective

devices. The triple-fed bus is powered from the
battery and both generator buses. The left and
right generators supply power to their respective
left and right generator buses.
The center bus is fed by two generator buses and

the battery, which automatically connects those
components whenever the bus ties are closed. The
power distribution schematics (Figure 2-9 through
Figure 2-23) show how buses are interconnected.
Voltage on each bus may be monitored on the

voltmeter (located in the overhead panel) by
selecting the desired bus using the VOLTMETER
BUS SELECT switch, adjacent to the voltmeter.
The electrical system provides maximum
protection against loss of electrical power should
a ground fault occur. High current (Hall effect)
sensors, bus tie relays and current limiters are
provided to isolate a fault from its power source.
The electrical system bus arrangement is designed
to provide multiple power sources for all circuits.
Figure 2-5. Right Side and Fuel Management
Circuit Breaker Panels

Table 2-1. ELECTRICAL SYSTEM BUSES AND FEEDERS

LEFT GENERATOR BUS BAT-CENTER BUS RIGHT GENERATOR BUS
AVIONICS ELECTRICAL AVIONICS
AVIONICS L GEN BUS Generator Reset Avionics R Gen Bus
SFDS BUS MFD Heater
SFDS BAT CHG ENVIRONMENTAL DCU-2
Air Conditioner Motor
DBU EDC-2
Maximum Electric Heat
NOSE EQUIP COOLING
ELECTRICAL
2 ELECTRICAL POWER
PILOT PDF HEATER Normal Electric Heat
R Gen Bus Tie Power
ELECTRICAL LIGHTS
Taxi Light ENGINE
SYSTEMS
L GEN BUS TIE POWER R Fuel Control Heat
Ice Light
ENGINE R Engine Chip Detector
L FUEL CONTROL HEAT LANDING GEAR R Main Engine Anti-ice
L CHIP DETECTOR Landing Gear L Stby Engine Anti-Ice Control
L MAIN ENGINE ANTI-ICE
PROPELLERS WARNING/ANNUNCIATORS
R STANDBY ENGINE
Propeller Deice NO SMOKE & FSB Signs
ANTI-ICE CONTROL
DBU 1 WARNING/ANNUNCIATORS WEATHER
EDC 1 Avionics Annunciation Copilot Windshield Heat
R Pitot Heat
ENVIRONMENTAL WEATHER Stall Warning Heat
R BLEED AIR CONTROL Surface Deice R Fuel Vent Heat
VENT BLOWER Windshield Wiper
FLIGHT CONTROL
FLIGHT CONTROL Pitch Trim
FLAP IND AND CONTROL Rudder Boost
FLAP MOTOR
FURNISHINGS
FUEL Refreshment Bar
R BOOST PUMP Electric Toilet
R FIREWALL VALVE
CROSSFEED VALVE LIGHTS
Pedestal Control
FURNISHINGS R Landing Light
CIGAR LIGHTER Recognition Lights
LIGHTS Strobe Lights
FLASHING BEACON Subpanel, Overhead & Console Lights
FLIGHT INSTRUMENT Copilot Instrument Control
(PILOT) & SIDE PANEL LIGHTS Copilot Flight Instrument
L LANDING LIGHT Copilot PFD & DCP
TAIL FLOOD LIGHTS (OPTIONAL)
PILOT INSTRUMENT CONTROL
PILOT PDF & DCP
FGP
MFD RTU
CDU 1
CDU 2
PROPELLERS
PROPELLER SYNC
WEATHER
L FUEL VENT HEAT
PILOT WINDSHIELD HEAT

Table 2-1. ELECTRICAL SYSTEM BUSES AND FEEDERS (Cont.)

TRIPLE-FED OR BATTERY BUS HOT BATTERY BUS
AVIONICS LANDING GEAR ELECTRICAL RIGHT GEN AVIONICS
Avionics Master Power Landing Gear Control Battery Relay Power BUS
Avionics Triple Fed Bus Battery Voltmeter ADC 2
LIGHTS
Cabin Audio AHC 2
Cabin Lights ENGINE
Pilot Audio CDU 2 (optional)
Instruments Indirect Lights L Engine Fire Extinguisher
Pilot Audio Control (Optional) CMU (optional)
Navigation Lights
2 ELECTRICAL POWER
Voice Recorder R Engine Fire Extinguisher Copilot Audio

MFD PROPELLERS (Optional) Copilot Audio Control
AHC 2 Sec Propeller Governor Test Copilot DCP
SYSTEMS
AVIONICS Copilot PFD

ELECTRICAL WARNING/ Communication Power
ANNUNCIATORS Copilot PFD Heater
Bus Tie Control Ground Communication
Annunciator Indicator DME 2 (optional)
Bus Tie Ind Power
Annunciator Power Com 2
ENGINE Aural Warning LIGHTS Nav 2
DCU 1 Second Entry Light ATC 2
Landing Gear Warning Horn
DCU 2 Second FGC 2 Servo
L Oil Pressure Warning FUEL
Autofeather Flt Inst Pnl Cooling
R Oil Pressure Warning L Fuel Boost Pump
Fire Detector (Optional) IEC
Stall Warning R Fuel Boost Pump
L Igniter Power Landing Gear Position Fuel Crossfeed Valve TRIPLE-FED AVIONICS
R Ignitor Power Indicator
L Start Control LEFT GEN AVIONICS BUS
L Fuel Pressure Warning SFDS BUS
R Starter Control R Fuel Pressure Warning BUS
DME 1 Bus Control
L Torque Meter
WEATHER FSU Fan SFDS Light
R Torque Meter
L Pitot Heat FSU Pri ADU
L Oil Press
GPS 1 DISP
R Oil Press FUEL
Left IAPS MHS
L Fuel Qty Ind
ENVIRONMENTAL CDU 1 ADC 1
Cabin Air Temperature R Fuel Qty Ind
Radar AHC 1
Cabin Pressure Control L Fuel Transfer
TCAS ATC 1
L Bleed Air Control R Fuel Transfer
FGC 1 Servo Com 1
L Firewall Valve
FLIGHT INSTRUMENTS GPS 2 (optional) Pilot PFD
R Firewall Valve
Outside Air Temperature Right IAPS AHC 1 Sec
L Boost Pump
TAWS NAV 1
R Boost Pump
XMWX (optional) Pilot DCP
Crossfeed Valve
Com 3 (optional) CCP
RTU
Radio Altimeter

DC POWER DISTRIBUTION BUS TIE SYSTEM

The DC power distribution system is commonly The electrical system is protected from excessively
called a “triple-fed” system. In normal operation, high current flow by the bus tie system. Three
all buses are automatically tied into a single loop current sensors, consisting of Hall effect devices
system in which all sources collectively supply and solid-state circuitry, are used to sense current
power through individual protective devices. flow through the portion of the circuit being
monitored. Two bus tie sensors and their relays
Three in-flight DC power sources are available: are located between the generator buses and the
2 ELECTRICAL POWER
center bus, and a third is between the battery and
• One 24-volt, 42-ampere hour, lead acid battery the center bus.
SYSTEMS
• Two 28-volt, 250-ampere starter/generators
With no power applied to the aircraft electrical
When the battery switch is turned ON, the system, all three bus tie relays are open. When the
battery relay and the battery bus tie relays close BAT switch is turned ON, hot battery bus voltage
(Figure 2-11). Battery power is routed through energizes the coil circuit of the battery bus tie
the battery relay to the triple-fed bus, and relay, thereby closing it. This action has no effect
through the battery bus tie relay to the center on the generator bus ties.
bus and to both starter relays. Neither generator
bus is powered since the generator bus ties A similar action occurs when a generator or
are normally open, however, battery power is external power is brought on-line. When either
available to permit starting either engine. generator is brought on-line, voltage from
the generator control panel energizes the coil
After either engine has been started and the circuit of both generator bus tie relays. This
generator switch has been moved to RESET, switches voltage from the L and R GEN TIE
the generator control unit (GCU) will bring the OPEN annunciators to the relays, causing the
generator up to voltage. Releasing the spring- annunciators to extinguish and the bus tie relays
loaded switch to the center ON position closes to close. When external power is brought on-line,
the generator line contactor, thereby powering the only difference is the source of generator bus
the generator bus, and closing both generator tie coil voltage, which is the small pin of the
ties automatically. This action distributes power external power receptacle. Neither generator or
through the 250-amp current limiters and the external power affect the battery bus tie circuitry
generator bus tie relays. Generator output will unless the battery switch is also turned ON.
then be routed through the center bus to permit
battery charging. In addition, the opposite Activation of an internal, solid-state switch
generator bus and triple-fed bus will be powered within the sensor by a current of at least 275
by the generator, supplying 28-VDC power to the ±5 amperes will open the coil circuit of the
five primary airplane buses (Figure 2-14) When relay, causing it to deenergize and open the
both generators are operating, each generator associated bus tie relay. The coil circuit of the
directly feeds its respective generator bus. bus tie relay is latched open to prevent the bus
tie relay from closing. De-energizing the bus tie
The generator buses, hot battery bus, and battery relay will illuminate the appropriate BUS TIE
are tied together by the center bus. The triple-fed OPEN annunciator. When the bus tie relay has
bus is powered by the battery and each generator been opened by excessively high current flow
bus through 60-amp limiters and through diodes through the Hall effect sensor (i.e., a bus fault),
providing fault isolation protection between the it can only be reset by momentarily activating
power sources. the BUS SENSE switch on the pilot’s left
subpanel to RESET. The Hall effect sensors are
unidirectional. They only sense overcurrent in
the direction of the arrow on the symbol.

Two switches located on the pilot’s left subpanel TIES CLOSE annunciator and closes the bus tie
control the bus tie system. One switch, placarded relays. The latching circuit is completed through
BUS SENSE–TEST–RESET, is spring loaded the normally closed contacts of the control relay
to the center (NORM) position. Momentarily for the generator line contactors. A generator
activating it to TEST connects bus voltage to all bus tie relay cannot be manually closed if a fault
three current sensor test circuits (Figure 2-18). opened the tie; the BUS SENSE switch must be
This voltage simulates the condition resulting momentarily activated to RESET, which resets
from a high current through each bus tie relay. the tie.
The solid state switches of each sensor are thus
2 ELECTRICAL POWER
activated to de-energize (open) their respective When the generator ties are closed, the GEN TIES
relays, thereby opening the bus tie relays and switch can open the generator bus ties as certain
SYSTEMS
activating the annunciator readouts. Once normal/abnormal procedures may dictate. When
activated, the test circuitry latches the bus ties the GEN TIES switch is positioned to OPEN, the
open, preventing their automatic closing. ground is removed from the relay circuit which
allows the relay to spring open.
Current sensor reaction time is approximately
0.010 seconds for the generator current sensors
and 0.012 seconds for the battery current sensor. BUS ISOLATION
Once activated, the relays latch open, and reaction Bus isolation is one of the features of the multi-
time for the system is limited to reaction time for bus electrical system. The two generator buses
the relays. Therefore, only momentary activation and the center bus are protected by high-current
of the TEST switch is required. Prolonged sensing (Hall effect) devices. In case of excessive
activation of this switch will damage or destroy current draw on one bus, the sensors will isolate
the sensor modules and should be avoided. the affected bus by opening its bus tie, allowing
the other buses to continue operating as a system.
Momentary activation of the switch to RESET During cross-generator engine starts, the high
powers the coil of the bus tie relays, unlatching current sensors and current limiters are bypassed
the test circuits and, permitting the bus ties to by cross-start relays to allow the required high
energize (close). Voltage is transferred from current flow to pass from the power sources to the
the annunciator readouts to the coils, closing starter generator without causing the bus ties to
the bus tie relays. Since high-current sensing is open. Battery starts are routed through the battery
latched out when the switch is in RESET, only bus tie, which is desensitized for starting.
momentary activation is desirable. This prevents
accidental welding of the bus tie relay contacts A 250-amp current limiter (slow to open fuse) is
and/or opening a 250-amp current limiter by a also located in the circuitry between the center
bus ground fault. bus and each of the generator buses. Since the
Hall effect devices sense high current in only one
The second switch on the pilot’s left subpanel direction, the current limiters provide protection
controls the bus tie system and is placarded in the opposite direction. If an overcurrent
GEN TIES–MAN CLOSE– NORM–OPEN. This situation causes a current limiter to open, it also
switch must be lifted (lever-lock) to move it from will cause bus isolation.
center to OPEN. This switch is spring loaded to
MAN CLOSE. The current protection for the triple-fed bus is
provided exclusively by 60-amp current limiters.
Only the generator bus tie relays may be manually Triple-fed bus isolation will occur only if all three
opened or closed with this switch. Manually of these limiters open.
closing the generator bus tie relays will connect
the generator buses to the center bus and power For typical examples of bus isolation, refer to
to the entire system (Figure 2-12). Momentarily Figures 2-20 (generator bus), 2-21 (center bus),
placing the switch in CLOSE applies bus and 2-22 (triple-fed bus).
voltage to the coil of the generator bus tie relays,
completes a latching circuit, activates the MAN

LOAD SHEDDING
Load shedding is another highly beneficial
feature of the triple-fed bus electrical system.
The electrical system will automatically remove
excess loads (generator buses), when the power
source is reduced to battery only. When both
generators are off line, the generator bus ties
open and the generator bus loads are “shed”
2 ELECTRICAL POWER
(Figure 2-19). The battery will continue to power
the center, triple-fed, and hot battery buses. If
SYSTEMS
necessary, power to the generator buses can be
restored by closing the generator ties manually
with the GEN TIES switch (Figure 2-12). When
load shedding occurs in flight, land as soon as
practical, unless the situation can be remedied
and at least one generator brought back on-line.
WARNING
Figure 2-6. Battery Installation
Closing the generator bus ties manually
in flight with a loss of both generators driven by the engine. A series starter winding is
will cause the battery to discharge at a used during starter operation and a shunt field
faster rate. If it becomes necessary to winding is used during generator operation. The
close the generator ties in this situa- generator shunt field winding is disabled when
tion, they should be opened as soon as the series starter winding is activated by the start
possible since battery power should be switch. The regulated output of the generator is
conserved. Without an operable gener- 28.25 ±0.25 volts with a maximum continuous
ator, the battery cannot be recharged in load of 250 amperes.
flight. Land as soon as practical.
In addition to the starter/generators, the generator
system consists of control switches, generator
BATTERY control units (GCU), line contactors and
The lead acid battery is located in the right wing loadmeters.
center section. (Figure 2-6). The battery relay is
mounted immediately forward of the battery. The Starter power to each individual starter/ generator
hot battery bus provides power directly to a few is provided by the battery, or by the operating
aircraft systems. (Figure 2-10). These systems generator for cross-starts. The start cycle is
may be operated without turning the battery controlled by a three-position switch, one for
switch ON. Care should be taken, however, to each engine, placarded:
insure that utilization of these systems is minimal
when the generators are inoperative and/or the IGNITION AND ENGINE START–LEFT–
aircraft is secured to prevent excessive discharge RIGHT–ON–OFF STARTER ONLY, located on
of the battery. the pilot’s left sub-panel (Figure 2-3).
STARTER/GENERATORS Selecting a start switch to either the STARTER

only position or ON activates the starter and
The starter/generators are dual-purpose, engine- disables the respective generator. The starter
driven units (Figure 2-7). The same unit is used as drives the compressor section of the engine
a starter to drive the engine during engine start and through the accessory gearbox.
as a generator to provide electrical power when

2 ELECTRICAL POWER
SYSTEMS
Figure 2-7. Starter/Generator Installation
During engine starts, the battery is connected to DC GENERATION

the starter/generator by the starter relay. With one
engine running and its generator on the line, the The generator phase of operation is controlled
opposite engine can by started with power from by the generator switches, located in the pilot’s
the battery and operating generator through the left subpanel, next to the BAT switch under the
starter relay and the cross-start relay. This is called MASTER SWITCH gang bar (Figure 2-3).
a cross-start. Normally one engine is started on The switches provide OFF, ON, and RESET
battery power alone, and the second engine is capabilities. The generating system is self-
cross-started. exciting and does not require electrical power
from the aircraft electrical system for operation.
During a cross generator start, (Figure 2-15)
the operating generator control panel closes the Generator operation is controlled through two
cross-start relay, bypassing the generator bus, generator control units (GCU) mounted below
current limiter and bus tie relay. This assures the center aisle floor, that make constant voltage
the 250-amp current limiter will not open due available to the buses during variations in engine
to transient surges, since the generator would speed and electrical load requirements. The
normally provide the current required for the generators are manually connected to the GCUs
start. In addition, while a starter is selected the by GEN 1 and GEN 2 control switches located
bus tie sensors are disabled to prevent them from on the pilot’s left subpanel. The load on each
opening their respective bus tie relays. generator is indicated by the respective left and
right loadmeters located on the overhead panel
(Figure 2-4).
CAUTION
The generator control units are designed to
Do not exceed the starter motor oper- control the generators and the load shared within
ating time limits of 40 seconds ON, 1 2.5 percent.
minute off, 40 seconds ON, 1 minute
off, 40 seconds ON, then 30 minutes off.

The generator control units (GCU) provide the output exceeds the maximum allowable 31.5
following functions: volts, the overexcitation circuits of the GCU will
detect which generator is producing excessive
• Voltage regulation and line contactor control voltage output and attempting to absorb all the
• Overvoltage and overexcitation protection aircraft electrical loads. The GCU overexcitation
circuit will then disconnect the generator from
• Paralleling/load sharing the electrical system.
• Reverse-current protection
Paralleling/Load Sharing
2 ELECTRICAL POWER
• Cross-start relay activation
The paralleling circuit averages the output of both
SYSTEMS
Voltage Regulation and Line generators to equalize load levels. The paralleling
Contactor Control circuits of both GCUs become operative when
The generators are normally regulated to 28.25 both generators are on the line. The paralleling
±.25 VDC. When the generator control switch circuits sense the interpole winding voltages of
is held to RESET, generator residual voltage is both generators to provide an indication of the
applied through the GCU to the generator shunt load on each generator.
field causing the generator output voltage to rise.
This switch should be held in the RESET position The voltage regulator circuits are then biased up
for 1 second. When the switch is released to ON, or down as required to increase or decrease gen-
the 28-volt regulator circuit takes over and begins erator loads until both generators share the load
controlling the generator shunt field in order to equally. The GCUs are designed to balance loads
maintain a constant output voltage. The voltage to within 2.5 percent.
regulator circuit varies shunt field excitation as
required to maintain a constant 28-volt output Reverse-Current Protection
from the generator for all rated conditions of
generator speed, load, and temperature. Reverse-current protection is provided by the
GCU. When a generator becomes underexcited
When the generator switch is released to ON or cannot maintain bus voltage, i.e., low genera-
generator voltage is applied to the GCU to tor speed during engine shutdown, it will begin
enable the line contactor control circuit. The to draw current (reverse current) from the aircraft
GCU compares the generator output voltage with electrical system. The GCU senses the reverse
aircraft bus voltage. If the generator output voltage current by monitoring the generator interpole
is within 0.5 volts of the aircraft bus voltage, the voltage and opens the line contactor to protect the
GCU sends a signal to the line contactor which generator.
closes and connects the generator to the aircraft
bus (Figure 2-16) and closes both generator ties Cross-Start Relay Activation
to connect the center bus and the generator buses.
This allows the generator to recharge the aircraft During cross-start, the operating generator helps to
battery and power all aircraft electrical loads. start the second engine. The cross-start relay on the
operating generator circuit closes to allow starting
During single-generator operation, the GCU current to bypass the generator bus, current limiter, and
opens the line contactor and isolates the inopera- bus tie relay. The current flows through the center bus,
tive generator from its bus. to the Hall effect sensor on the opposite generator bus.
During start, the Hall effect sensors are disabled, so no

Overvoltage and Overexcitation bus isolation takes place. The current is routed to the
Protection starter physically between the Hall effect sensor and
the bus tie relay, so if the bus tie opened, it wouldn’t
The GCU provides overvoltage protection to
effect engine start. The current is then made available
prevent excessive generator voltage from being
to the start relay for engine start.
applied to the aircraft equipment. If a generator

EXTERNAL POWER CAUTION

The external power receptacle, under the right NEVER CONNECT AN EXTER-
wing outboard of the nacelle, connects an NAL POWER SOURCE TO THE
external power unit to the electrical system AIRPLANE UNLESS A BATTERY
when the airplane is parked. The power INDICATING A CHARGE OF AT
receptacle is designed for a standard three LEAST 20 VOLTS IS IN THE AIR-
prong AN plug. PLANE. If the battery voltage is less
than 20 volts, the battery must be
2 ELECTRICAL POWER
When external power is connected, a relay recharged, or replaced with a battery

in the external power sensor will close only indicating at least 20 volts, before con-
SYSTEMS
if the polarity of the voltage being supplied necting external power.

to the external power receptacle is correct
(Figure 2-23).
Only use an external power source fitted with an
Whenever an external power plug is AN-type plug. The auxiliary power unit must be
connected to the receptacle and the BAT regulated between 28.0 and 28.4 volts DC and
switch is ON, the yellow EXT PWR be capable of producing 1000 amperes for 5
annunciator will illuminate, whether or seconds, 500 amperes for two minutes, and 300
not the external power unit is ON. If the amperes continuously. A maximum continuous
EXT PWR annunciator is flashing–and the load of 350 amperes will damage the external
external power unit is connected–then one power relay and power cables of the airplane.
of three conditions exists: EXT PWR Switch
is OFF, EXT PWR voltage is low, or EXT Voltage is required to energize the avionics
PWR voltage is too high. master power relays to remove the power from
the avionics equipment. Therefore, never apply
External power voltage can be monitored external power to the airplane without first
any time, even before the EXT PWR switch applying battery voltage.
on the pilot’s left subpanel is switched ON,
by turning the VOLTMETER BUS SELECT The battery may be damaged if exposed to
switch in the overhead panel (Figure 2-3) voltages higher than 30 volts for extended periods
to the EXT PWR position and reading the of time.
voltage on the voltmeter.
To preclude damage to the external power unit,
A high-voltage sensor will lock out the disconnect external power from the airplane
external power relay if external power is before applying generator power to the electrical
above 31 ±0.5 volts DC. buses.
When the EXT PWR–ON–OFF–RESET Refer to the “Normal Procedures” section of the
switch is switched ON, the external power POH for procedural details of using external power.
relay closes. As external power enters the
aircraft. the left and right generator bus tie
relays close, permitting power to reach all AVIONICS MASTER POWER
buses. Consequently, the entire electrical The avionics systems installed on each airplane
system can be operated. usually consist of individual nav/com units, each
having its own ON–OFF switch. Avionics packages
Observe the following precautions when will vary on different airplane installations. Due
using an external power source: to the large number of individual receivers and
transmitters, a Beech avionics master switch
placarded AVIONICS MASTER POWER is
installed on the pilot’s left subpanel. An Avionics

Master Power Schematic diagram is shown in If all the avionics equipment drops off-line but does
Figure 2-8. Refer to the Avionics chapter of this not trip the circuit breaker, the trouble may be in the
training manual for details of the avionics system. AVIONICS MASTER switch. The switch can be
bypassed, and your radios returned to service, by
CIRCUIT BREAKERS pulling the AVIONICS MASTER circuit breaker
on the copilot’s circuit breaker panel.
DC power is distributed to the various aircraft
systems via two separate circuit breaker panels The various power distribution configurations for
which protect most of the components in the the electrical system are as follow:
2 ELECTRICAL POWER
airplane. The smaller one is located below the fuel
management panel, to the left of the pilot (Figure • Power Distribution-Battery
SYSTEMS
2-5). The large panel is located to the right of the OFF (Figure 2-10)
copilot’s position. Each of the circuit breakers has • Power Distribution-Battery
its amperage rating printed on it. ON (Figure 2-11)
The small circuit breaker panel, on the lower • Power Distribution-Battery ON
portion of the fuel panel, contains the circuit (Generator Ties Manually
breakers for the fuel system along with some Closed) (Figure 2-12)
of the lighting and engine instrument circuit
breakers. Circuit breakers for the Secondary • Power Distribution-Right Engine Start
Flight Display System (SFDS) are also located (Generator Ties Normal) (Figure 2-13)
on this panel. (See Figure 2-5). • Power Distribution-Right
Generator ON (Figure 2-14)
The large circuit breaker panel is located on the
copilot’s side of the cockpit. This panel contains • Power Distribution-Left Engine
the breakers for the remaining electrical systems, Cross-start (Right Engine
which include engine-related systems, all avionics Running) (Figure 2-15)
components, the environmental system, lights, • Power Distribution-Both
annunciator warning systems, and other systems. Generators ON (Figure 2-16)
The circuit breakers for the electrical distribution
system are also located on this panel. • Power Distribution-Both Generators ON
(Generator Ties Open) (Figure 2-17)
Procedures for tripped circuit breakers, and • Bus Sense Test-Both Generators
other related electrical system warnings, can be ON (Figure 2-18)
found in the “Emergency” section of the Pilot’s
Operating Handbook. If a non-essential circuit • Both Generators Failed-Load
breaker on either of the two circuit breaker panels Shedding (Figure 2-19)
trips while in flight, do not reset it. Resetting a • Right Generator Bus Short-
tripped breaker can cause further damage to the Bus Isolation (Figure 2-20)
component, system, or a lead to a electrical fire.
• Center Bus Short-Bus
If an essential system circuit breaker trips, Isolation (Figure 2-21)
however, after a 1-minute cooldown time (and • Triple-Fed Bus Short-Bus
no electrical or burning smell) attempt to reset Isolation (Figure 2-22)
the circuit breaker. If it fails to reset, DO NOT
attempt to reset it again. Take corrective action • Power Distribution-External Power
according to the procedures in the “Emergency” (External Power and Battery
section of your POH. Switches ON) (Figure 2-23).

AVIONICS
BATTERY BUS MASTER AVIONICS MASTER
(TRIPLE FED) POWER C.B. POWER SWITCH
ON
OFF
2 ELECTRICAL POWER
SYSTEMS
LEFT RIGHT
BATTERY BUS
GENERATOR GENERATOR
(TRIPLE FED)
BUS BUS
NUMBER 2 NUMBER 1 NUMBER 3

AVIONICS BUS AVIONICS BUS AVIONICS BUS
Figure 2-8. Avionics Master Power Schematic

Revision 0.1
TO TO
GENER ATOR GENER ATOR
FIELD FIELD
LEFT RIGHT
STARTER STARTER
LEFT RELAY RELAY RIGHT
STARTER- STARTER-
LOAD- GENER ATOR GENER ATOR LOAD-
METER METER
V V
LEFT RIGHT
GENER ATOR LEFT LINE RIGHT LINE GENER ATOR
SWITCH CONTACTOR CONTACTOR SWITCH
GENER ATOR RIGHT CROSS LEFT CROSS GENER ATOR

START RELAY 275 275 START RELAY
CONTRO L CONTRO L
250 250
HED
HED
LEFT GENER ATOR BUS CENTER BUS RIGHT GENER ATOR BUS
SFDS BATTE RY
LEFT RIGHT
60 GENER ATOR GENER ATOR 60
BUS TIE BATTE RY BUS TIE
GPU BUS TIE
HOT BATTE RY BUS FROM HOT

SFDS BUS BATTE RY BUS
SFDS 275 HED
SW

BATTE RY
SWITCH
BATTE RY BATTE RY
RELAY
BATTE RY
A
AMMETER 60
TRIPLE-FED BUS
Figure 2-9. Power Distribution Schematic
2-15
2 ELECTRICAL POWER
SYSTEMS
SYSTEMS
2 ELECTRICAL POWER
2-16
TO TO
FIELD FIELD
LEFT RIGHT
STARTER STARTER
STARTER- STARTER-
METER METER
V V
LEFT RIGHT

CONTRO L CONTRO L
250 250
HED
HED
SFDS BATTE RY
LEFT RIGHT
GPU BUS TIE

SFDS 275 HED
SW

BATTE RY
SWITCH
BATTE RY BATTE RY
RELAY
BATTE RY
A
AMMETER 60
TRIPLE-FED BUS
Figure 2-10. Power Distribution—Battery OFF
Revision 0.1
Revision 0.1
TO TO
FIELD FIELD
LEFT RIGHT
STARTER STARTER
STARTER- STARTER-
METER METER
V V
LEFT RIGHT

CONTRO L CONTRO L
250 250
HED
HED
SFDS BATTE RY
LEFT RIGHT
GPU BUS TIE

SFDS 275 HED
SW

BATTE RY
SWITCH
BATTE RY BATTE RY
RELAY
BATTE RY
A
AMMETER 60
TRIPLE-FED BUS
Figure 2-11. Power Distribution—Battery ON
2-17
2 ELECTRICAL POWER
SYSTEMS
SYSTEMS
2 ELECTRICAL POWER
2-18
TO TO
FIELD FIELD
LEFT RIGHT
STARTER STARTER
STARTER- STARTER-
METER METER
V V
LEFT RIGHT

CONTRO L CONTRO L
250 250
HED
HED
SFDS BATTE RY
LEFT RIGHT
GPU BUS TIE

SFDS 275 HED
SW

BATTE RY
SWITCH
BATTE RY BATTE RY
RELAY
BATTE RY
A
AMMETER 60
TRIPLE-FED BUS
Figure 2-12. Power Distribution—Battery ON (Generator Ties Manually Closed)
Revision 0.1
Revision 0.1
TO TO
FIELD FIELD
LEFT RIGHT
STARTER STARTER
STARTER- STARTER-
METER METER
V V
LEFT RIGHT

CONTRO L CONTRO L
250 250
HED
HED
SFDS BATTE RY
LEFT RIGHT
GPU BUS TIE

SFDS 275 HED
SW

BATTE RY
SWITCH
BATTE RY BATTE RY
RELAY
BATTE RY
A
AMMETER 60
TRIPLE-FED BUS
Figure 2-13. Power Distribution—Right Engine Start (Generator Ties Manually Closed)
2-19
2 ELECTRICAL POWER
SYSTEMS
SYSTEMS
2 ELECTRICAL POWER
2-20
TO TO
FIELD FIELD
LEFT RIGHT
STARTER STARTER
STARTER- STARTER-
METER METER
V V
LEFT RIGHT

CONTRO L CONTRO L
250 250
HED
HED
SFDS BATTE RY
LEFT RIGHT
GPU BUS TIE

SFDS 275 HED
SW

BATTE RY
SWITCH
BATTE RY BATTE RY
RELAY
BATTE RY
A
AMMETER 60
TRIPLE-FED BUS
Figure 2-14. Power Distribution—Right Generator ON
Revision 0.1
Revision 0.1
TO TO
FIELD FIELD
LEFT RIGHT
STARTER STARTER
STARTER- STARTER-
METER METER
V V
LEFT RIGHT

CONTRO L CONTRO L
250 250
HED
HED
SFDS BATTE RY
LEFT RIGHT
GPU BUS TIE

SFDS 275 HED
SW

BATTE RY
SWITCH
BATTE RY BATTE RY
RELAY
BATTE RY
A
AMMETER 60
TRIPLE-FED BUS
Figure 2-15. Power Distribution—Left Engine Cross-Start (Right Engine Running)
2-21
2 ELECTRICAL POWER
SYSTEMS
SYSTEMS
2 ELECTRICAL POWER
2-22
TO TO
FIELD FIELD
LEFT RIGHT
STARTER STARTER
STARTER- STARTER-
METER METER
V V
LEFT RIGHT

CONTRO L CONTRO L
250 250
HED
HED
SFDS BATTE RY
LEFT RIGHT
GPU BUS TIE

SFDS 275 HED
SW

BATTE RY
SWITCH
BATTE RY BATTE RY
RELAY
BATTE RY
A
AMMETER 60
TRIPLE-FED BUS
Figure 2-16. Power Distribution—Both Generators ON
Revision 0.1
Revision 0.1
TO TO
FIELD FIELD
LEFT RIGHT
STARTER STARTER
STARTER- STARTER-
METER METER
V V
LEFT RIGHT

CONTRO L CONTRO L
250 250
HED
HED
SFDS BATTE RY
LEFT RIGHT
GPU BUS TIE

SFDS 275 HED
SW

BATTE RY
SWITCH
BATTE RY BATTE RY
RELAY
BATTE RY
A
AMMETER 60
TRIPLE-FED BUS
Figure 2-17. Power Distribution—Both Generators ON (Generator Ties Open)
2-23
2 ELECTRICAL POWER
SYSTEMS
SYSTEMS
2 ELECTRICAL POWER
2-24
TO TO
FIELD FIELD
LEFT RIGHT
STARTER STARTER
STARTER- STARTER-
METER METER
V V
LEFT RIGHT

CONTRO L CONTRO L
250 250
HED
HED
SFDS BATTE RY
LEFT RIGHT
GPU BUS TIE

SFDS 275 HED
SW

BATTE RY
SWITCH
BATTE RY BATTE RY
RELAY
BATTE RY
A
AMMETER 60
TRIPLE-FED BUS
Figure 2-18. Bus Sense Test—Both Generators ON
Revision 0.1
Revision 0.1
TO TO
FIELD FIELD
LEFT RIGHT
STARTER STARTER
STARTER- STARTER-
METER METER
V V
LEFT RIGHT

CONTRO L CONTRO L
250 250
HED
HED
SFDS BATTE RY
LEFT RIGHT
GPU BUS TIE

SFDS 275 HED
SW

BATTE RY
SWITCH
BATTE RY BATTE RY
RELAY
BATTE RY
A
AMMETER 60
TRIPLE-FED BUS
Figure 2-19. Both Generators Failed—Load Shedding
2-25
2 ELECTRICAL POWER
SYSTEMS
SYSTEMS
2 ELECTRICAL POWER
2-26
TO TO
FIELD FIELD
LEFT RIGHT
STARTER STARTER
STARTER- STARTER-
METER METER
V V
LEFT RIGHT

CONTRO L CONTRO L
250 250
HED
HED
SFDS BATTE RY
LEFT RIGHT
GPU BUS TIE

SFDS 275 HED
SW

BATTE RY
SWITCH
BATTE RY BATTE RY
RELAY
BATTE RY
A
AMMETER 60
TRIPLE-FED BUS
Figure 2-20. Right Generator Bus Short—Bus Isolation
Revision 0.1
Revision 0.1
TO TO
FIELD FIELD
LEFT RIGHT
STARTER STARTER
STARTER- STARTER-
METER METER
V V
LEFT RIGHT

CONTRO L CONTRO L
250 250
HED
HED
SFDS BATTE RY
LEFT RIGHT
GPU BUS TIE

SFDS 275 HED
SW

BATTE RY
SWITCH
BATTE RY BATTE RY
RELAY
BATTE RY
A
AMMETER 60
TRIPLE-FED BUS
Figure 2-21. Center Bus Short—Bus Isolation
2-27
2 ELECTRICAL POWER
SYSTEMS
SYSTEMS
2 ELECTRICAL POWER
2-28
TO TO
FIELD FIELD
LEFT RIGHT
STARTER STARTER
STARTER- STARTER-
METER METER
V V
LEFT RIGHT

CONTRO L CONTRO L
250 250
HED
HED
SFDS BATTE RY
LEFT RIGHT
GPU BUS TIE

SFDS 275 HED
SW

BATTE RY
SWITCH
BATTE RY BATTE RY
RELAY
BATTE RY
A
AMMETER 60
TRIPLE-FED BUS
Figure 2-22. Triple-Fed Bus Short—Bus Isolation
Revision 0.1
Revision 0.1
TO TO
FIELD FIELD
LEFT RIGHT
STARTER STARTER
STARTER- STARTER-
METER METER
V V
LEFT RIGHT

CONTRO L CONTRO L
250 250
HED
HED
SFDS BATTE RY
LEFT RIGHT
GPU BUS TIE

SFDS 275 HED
SW

BATTE RY
SWITCH
BATTE RY BATTE RY
RELAY
BATTE RY
A
AMMETER 60
TRIPLE-FED BUS
Figure 2-23. P
ower Distribution—External Power
2-29
(External Power and Battery Switches ON)
2 ELECTRICAL POWER
SYSTEMS
QUESTIONS
1. What is the rating for the battery? 6. When an engine is being started, in what
position should its GEN switch be?
A. 28-volt, 24 ampere-hour
B. 24-volt, 34/36 ampere-hour A. RESET
C. 28-volt, 34/36 ampere-hour B. ON
D. 24-volt, 42 ampere-hour C. OFF
2 ELECTRICAL POWER
2. Where is the battery located? 7. When a generator is off line, what indication
SYSTEMS
is present?
A. In the left wing root
A. An amber DC GEN light is on
B. In the aft compartment
B. No indications are present
C. In the right wing root
C. A green DC GEN light is on
D. In the nose compartment
D. A red DC GEN light is on
3. What is the individual generator rating?
8. Where is the external power connector
A. 30-volt, 200-ampere located?
B. 24-volt, 300-ampere
A. Under the left wing
C. 28-volt, 250-ampere
B. On the left aft fuselage
D. 32-volt, 250-ampere
C. Under the right wing, outboard of the
engine nacelle
4. Where are the generator switches located?
D. On the right forward fuselage
A. Under a gang bar on the overhead panel
B. On the center instrument panel 9. How much continuous current should the
C. Under a gang bar on the pilot’s external power unit be capable of supplying?
left subpanel A. 100 amperes
D. On the copilot’s subpanel B. 300 amperes
C. 800 amperes
5. How is a generator turned on?
D. 1,000 amperes
A. Move the switch to OFF, then to ON
B. Hold the switch to RESET for one sec- 10. What indication is provided to alert the
ond and release to ON operator that an external power plug is con-
C. Move the switch to ON nected to the airplane?
D. Hold the switch to ON for one second A. An audible tone
B. A flashing EXT PWR light
C. A master warning light
D. Fluctuating generator meters

11. What is the minimum required battery volt- 15. What electrical bus or buses, feed the
age before using an external power unit? items on the sub-panel with the white rings
around them?
A. 28 volts
B. 24 volts A. Center only
C. 22 volts B. Hot Batt. Bus only
D. 20 volts C. Triple-Fed only
D. Center or Triple-Fed
2 ELECTRICAL POWER
12. What is the Overvoltage lockout limit for
the external power? 16. In the event of a dual-generator failure, what
if any load shedding occurs automatically?
SYSTEMS
A. 24 volts
B. 30 +/- .5 volts A. No load shedding happens automatically
C. 31 +/- .5 volts B. The system sheds the left and right
generator busses automatically by
D. 28.0 – 28.4 volts
opening both Gen. Bus. Ties
C. The system sheds the center bus, and
13. After starting the right engine and turning
both generator busses automatically, by
the right generator on, what should the load-
opening all Bus Ties
meter reading decrease to before starting the
left engine? D. The system sheds the center bus
automatically, by opening up the Batt.
A. 25% Bus Tie
B. 50%
C. 75%
D. 100%
14. What are the starter limits?

A. 40 seconds ON, 60 seconds OFF,
40 seconds ON, 60 seconds OFF,
40 seconds ON, 30 minutes OFF
B. 10 seconds ON, 30 seconds OFF,
60 seconds ON, 90 seconds OFF
C. 20 seconds ON, 60 seconds OFF,
D. 15 seconds ON, 50 seconds OFF,

CHAPTER 3
LIGHTING
CONTENTS
Page
INTRODUCTION................................................................................................................... 3-1
DESCRIPTION........................................................................................................................ 3-1
Cockpit Lighting.............................................................................................................. 3-1
Cabin Lighting.................................................................................................................. 3-2
Exterior Lighting.............................................................................................................. 3-3
Circuit Breakers ............................................................................................................... 3-4
QUESTIONS........................................................................................................................... 3-5
3 LIGHTING

ILLUSTRATIONS
Figure Title Page
3-1 Overhead Lighting Control Panel................................................................................ 3-2

3-2 Cabin Lighting Controls.............................................................................................. 3-2
3-3 Threshold Light Switch............................................................................................... 3-3
3-4 Exterior Light Controls................................................................................................ 3-3
3-5 Light System Circuit Breakers.................................................................................... 3-4
3 LIGHTING

CHAPTER 3
LIGHTING
3 LIGHTING
INTRODUCTION
The aircraft lighting system consists of cockpit-controlled interior and exterior lights. Interior
lights are in the cockpit and passenger cabin and consists of navigation lights, entry and exit
threshold lights, and baggage area lights. Exterior lighting consists of navigation lights, rotating
beacons, strobe lights, landing and taxi lights, ice lights, and recognition lights.
DESCRIPTION COCKPIT LIGHTING

An overhead light control panel, easily accessible
The Lighting chapter of the training manual to both pilot and copilot, incorporates a functional
presents a description and discussion of the arrangement of all lighting systems in the cockpit
airplane lighting system and components. The (Figure 3-1). Each light group has its own rheostat
location and purpose of switches, indicators, switch placarded BRT–OFF
lights, and circuit breakers are described.

3 LIGHTING
Figure 3-1. Overhead Lighting Control Panel
The MASTER PANEL LIGHTS–ON/OFF

switch is the master switch for: PILOT &
COPILOT FLIGHT INSTR, PILOT & COPILOT
GYRO INSTR, ENGINE INSTR, AVIONICS
PANEL, OVHD, PED & SUBPANEL, and SIDE
PANEL. The indirect instrument lighting and
map (overhead) lights are controlled by rheostat
switches mounted on the overhead panel.
CABIN LIGHTING
A three-position switch on the copilot’s left
sub-panel light control panel, placarded CABIN–
BRIGHT–DIM–OFF controls the indirect
fluorescent cabin lights (Figure 3-2). A switch Figure 3-2. Cabin Lighting Controls
to the right of the interior light switch activates
the cabin NO SMOKING/FASTEN SEAT airstair door lights mounted under each step may
BELT signs and accompanying chimes. This be installed. These lights share the same controls;
three-position switch is placarded NO SMK & a slide type switch (Figure 3-3) mounted adjacent
FSB–OFF–FSB. to the threshold light, and a microswitch mounted
in the door lock. Whenever the slide switch is in
A hot-wired threshold light is mounted on the the ON position and the door is open, the lights
left side of the entryway at floor level. Optional will come on.

The light in the baggage compartment may be

turned on or off by the adjacent push-button
SWITCH LIGHT
switch regardless of the position of the battery
master switch. This baggage compartment light is
connected to the hot battery bus.
EXTERIOR LIGHTING
Figure 3-3. Threshold Light Switch Switches for the landing lights, taxi lights, wing
To turn the lights OFF, either use the threshold ice lights, navigation lights, recognition lights,
light switch, or fully close and lock the cabin rotating beacons, and wingtip and tail flood
door. The microswitch in the door lock will turn lights are located on the pilot’s subpanel (Figure
off the lights when the threshold switch is left on. 3-4). They are appropriately placarded as to their
function.
The lights will not go out if the door is simply
latched, the door handle must be in the fully Tail floodlights, if installed, are incorporated into
locked position. the horizontal stabilizers and are designed to
illuminate both sides of the vertical stabilizer. A
When the battery master switch is on, the switch for these lights, placarded LIGHTS TAIL
individual reading lights along the top of the FLOOD–OFF, is located on the pilot’s subpanel
cabin may be turned on or off by the passengers (Figure 3-4).
with the pushbutton switch adjacent to each light.
3 LIGHTING
Figure 3-4. Exterior Light Controls

CIRCUIT BREAKERS
Lighting system circuit breakers are shown in
Figure 3-5.
3 LIGHTING
Figure 3-5. Light System Circuit Breakers

QUESTIONS
1. Where are the majority of cockpit lighting
controls?
A. Pilot’s right subpanel
B. Overhead panel
C. Copilot’s left subpanel
D. Pilot’s side panel
2. Where is the baggage-area light switch located?

A. Just inside and aft of the airstair doorframe
B. Within the baggage compartment
C. On the overhead panel
D. On the pilot’s left subpanel
3. How are the threshold lights turned on?

A. With a switch just aft of the doorframe
B. Automatically, when the battery switch
3 LIGHTING
is turned off
C. With a switch on the pilot’s right subpanel
D. Automatically, when the airstair door is
opened and the threshold switch turned on
4. Where is the switch for the strobe lights located?

A. On the overhead panel
B. On the copilot’s side panel
C. On the pilot’s right subpanel
D. On the pilot’s side panel
5. Where are the recognition lights mounted?

A. In each wingtip
B. In the nose fuselage area
C. In each wingroot
D. On the vertical stabilizer
6. What Bus powers the

INSTRUMENT EMERG LIGHTS?
A. Hot Batt. Bus
B. Left Gen. Bus
C. Right Gen. Bus
D. Center Bus

CHAPTER 4
MASTER WARNING SYSTEM
CONTENTS
Page
INTRODUCTION................................................................................................................... 4-1
GENERAL............................................................................................................................... 4-1
ANNUNCIATOR SYSTEM.................................................................................................... 4-3
Master Warning Flasher................................................................................................... 4-3
Dimming........................................................................................................................... 4-3
Testing and Lamp Replacement ...................................................................................... 4-4
ANNUNCIATOR PANEL DESCRIPTION............................................................................ 4-5
QUESTIONS........................................................................................................................... 4-7
4 MASTER WARNING SYSTEM

ILLUSTRATIONS
Figure Title Page
4-1 Annunciator System.................................................................................................... 4-2

4-2 Master Warning and Master Caution and Flashers...................................................... 4-3
4-3 Lamp Replace.............................................................................................................. 4-4
TABLES
Table Title Page
4-1 Warning Annunciators...................................................................................................4-5

4-2 Caution Annunciators....................................................................................................4-6
4-3 Advisory Annunciators..................................................................................................4-6

CHAPTER 4
MASTER WARNING SYSTEM

INTRODUCTION
Warning and caution indicators can be the first indication of trouble or malfunction in some sys-
tem or component of the airplane. Crewmembers should have complete familiarity with these
indicators and the related action necessary to correct the problem or cope with the situation until
a safe landing can be made. In the case of an on-ground indication, the problem should be cor-
rected before flight.
GENERAL
This chapter presents a description and The annunciator panel is described in detail,
discussion of the warning, caution, and advisory including each annunciator, its purpose, and the
annunciator panel. associated cause for illumination.

Figure 4-1. Annunciator System

ANNUNCIATOR SYSTEM
The annunciator system (Figure 4-1) consists
of an annunciator panel centrally located in
the glareshield, a PRESS-TO-TEST switch, a
MASTER WARNING flasher, and a MASTER
CAUTION flasher (Figure 4-2). The red
MASTER WARNING flasher and yellow Figure 4-2. M
aster Warning and
MASTER CAUTION flasher is located in the Master Caution and Flashers
glareshield in front of the pilot, and the PRESS-
TO-TEST switch is located immediately to the Any illuminated red lens in the annunciator
left of the annunciator panel. The annunciators panel will remain on until the fault is corrected.
are of the word-readout type. Whenever a fault The MASTER WARNING flasher can be
condition covered by the annunciator system extinguished by depressing the face of the
occurs, a signal is generated, and the appropriate MASTER WARNING flasher, even if the fault
annunciator is illuminated. is not corrected. In such a case, the MASTER
WARNING flasher will again be activated if an
Whenever an annunciator-covered condition additional warning annunciator illuminates. When
occurs that requires the pilot’s attention but a warning fault is corrected, the affected warning
not his immediate reaction, the appropriate annunciator will extinguish, but the MASTER
yellow caution annunciator (Figure 4-1) in the WARNING flasher will continue flashing until it
annunciator panel illuminates as well as the is depressed.
MASTER CAUTION flasher.
The annunciator panel also contains green

DIMMING
advisory annunciators. There are no fault warning The warning annunciators, caution annunciators,
flashers associated with advisory annunciators. advisory annunciators, MASTER WARNING
flasher, and MASTER CAUTION flasher feature
An illuminated caution annunciator on the both a “bright”and a “dim” mode of illumination
annunciator panel will remain on until the fault intensity.
condition is corrected, at which time it will

extinguish. An annunciator can be extinguished The dim mode will be selected automatically
only by correcting the condition indicated on the whenever all of the following conditions are met:
illuminated lens.
• A generator is on line.
The illumination of a green annunciator light will • The OVERHEAD FLOODLIGHT is OFF.
not trigger the fault warning system, but a red
annunciator will actuate the MASTER WARN- • The MASTER PANEL LIGHTS switch is ON.
ING flasher. Yellow annunciators will actuate the • The PILOT FLIGHT LIGHTS are ON.
yellow MASTER CAUTION flasher.
• The ambient light level in the cockpit (as
sensed by a photoelectric cell located in
MASTER WARNING FLASHER the overhead light control panel) is below
a preset value.
If the fault requires the immediate attention and
reaction of the pilot, the appropriate red warning Unless all these conditions are met, the mode will
annunciator (Figure 4-1) in the annunciator panel be selected automatically.
illuminates, and the MASTER WARNING flasher
begins flashing.

TESTING AND LAMP The annunciator panel style allows each

REPLACEMENT annunciator to be removed from the panel (Figure
4-3). Each readout annunciator contains two
The lamps in the annunciator system should lamps. To replace any annunciator lamp, first
be tested before every flight and any time the depress the center of the annunciator with your
integrity of a lamp is in question. Depressing finger. Release your finger, and the annunciator
the PRESS-TO-TEST button, located to the will pop out slightly. Pull the annunciator from
right of the annunciator panel in the glareshield, the panel, and remove the lamp from the rear of
illuminates all the annunciator lights and the the annunciator. Replace the failed lamp with a
MASTER WARNING flasher. Any lamp that fails spare lamp contained in an unused annunciator.
to illuminate when tested should be replaced. Depress the annunciator until it locks in place.
1/16 IN
VIEW OF THE
ANNUNCIATOR PANEL
FROM ABOVE
LAMPS
(REMOVE
FAULTY
LAMPS AND
REPLACE)
PARTIAL EJECTION
Figure 4-3. Lamp Replace

ANNUNCIATOR PANEL
DESCRIPTION
Table 4-1, Table 4-2 and Table 4-3 list all the
warning, caution, and advisory annunciators on
the King Air C90GTi and C90GTx. The cause for
illumination is included beside each annunciator.
Table 4-1. WARNING ANNUNCIATORS

NOMENCLATURE CAUSE FOR ILLUMINATION
Low fuel pressure on left side; check boost pump, crossfeed.
Low oil pressure in left engine.
Cabin altitude exceeds 12,500 feet pressure altitude.
Cabin door is open or not secure.
Low oil pressure in right engine.
Low fuel pressure on right side; check boost pump, crossfeed.
* Fire in left engine compartment.

* Fire in right engine compartment.
* Optional equipment

Table 4-2. CAUTION ANNUNCIATORS

CAUSE FOR CAUSE FOR
NOMENCLATURE NOMENCLATURE
ILLUMINATION ILLUMINATION
Right Pitot Heat inoperative or

Left generator is off line.
switch is in the OFF position.
Metal contamination is
Left wing tank is empty or
detected in right engine oil,
transfer pump failed.
probable engine shutdown.
Propeller levers are not in the

Right wing tank is empty or
high rpm position with the
transfer pump failed.
landing gear extended.
Metal contamination is
detected in left engine oil, Right generator is off line.
probable engine shutdown.
Left engine anti-ice vanes in Crossfeed valve is receiving

transit or inoperative. power.
Right engine anti-ice vanes in Hydraulic fluid in the landing

transit or inoperative. gear system is low.
Left Pitot Heat inoperative or External power connector is

switch is in the OFF position. plugged in.
Left generator bus is isolated The left bleed air valve switch
from the center bus. is in the Closed position.
Battery is isolated from the The right bleed air valve switch
generator buses and center bus. is in the Closed position.
Right generator bus is isolated

from the center bus.
Table 4-3. ADVISORY ANNUNCIATORS

CAUSE FOR CAUSE FOR
NOMENCLATURE NOMENCLATURE
ILLUMINATION ILLUMINATION
System is armed and left
engine torque is below 400 Left engine anti-ice vanes are
ft-lb, or the left ignition and in position for icing conditions.
engine start switch is ON.
System is armed and right Right engine anti-ice vanes are
engine torque is below 400 in position for icing conditions.
ft-lb, or the right ignition and
engine start switch is ON.
Manually closed generator
Left autofeather is armed with bus ties.
power levers advanced above
L AUTOFEATHER 90% N1 position, or autofeather
test switch is in test. Landing lights or taxi light is on
with landing gear UP.
Right autofeather is armed with
power levers advanced above
R AUTOFEATHER 90% N1 position, or autofeather
test switch is in test.

QUESTIONS
1. How is the MASTER CAUTION flashers 5. What action is required to extinguish the
dimmed? RVS NOT READY Annunciator?
A. By using the BRT DIM switch A. Put the landing gear handle down.
B. With the overhead control rheostats B. Push the prop levers full forward.
C. Automatically relative to cockpit light C. Lift the Power Levers into the Reverse Gate.
intensity D. Put the Condition levers into
D. With the CAUTION switch on the copi- HIGH IDLE.
lot’s subpanel
6. After takeoff how are the landing lights
2. How can the annunciator lights be tested? extinguished?
A. By depressing each light legend A. Automatically as the gear doors close
B. By moving the CAUTION switch to ON B. Automatically as the airplane lifts off
C. With the APPROACH PLATE rheostat C. By turning off the LANDING light
D. With the PRESS TO TEST switch switches
D. By turning off the TAXI light switch
3. To extinguish a MASTER WARNING
flasher, what action must be taken? 7. Where are the ice lights mounted?
A. Move the CAUTION switch to OFF. A. On the outside of the engine nacelles
B. Depress the MASTER WARNING B. On the wingroot
flasher. C. On the nose
C. Depress the PRESS TO TEST button. D. On either side of the fuselage
D. Clear the illuminating fault.
4. When will a red annunciator light extinguish?

A. When the indicated fault is cleared
B. When the MASTER WARNING flasher
is pressed
C. When the RESET button is depressed
D. When the TEST button is depressed

CHAPTER 5
FUEL SYSTEM
CONTENTS
Page
INTRODUCTION................................................................................................................... 5-1
DESCRIPTION........................................................................................................................ 5-1
Fuel System...................................................................................................................... 5-2
Fuel Tank System............................................................................................................. 5-2
Boost Pumps..................................................................................................................... 5-4
Fuel Transfer Pumps......................................................................................................... 5-5
Fuel Capacity.................................................................................................................... 5-6
Fuel Tank Vents................................................................................................................ 5-6
FUEL SYSTEM OPERATION................................................................................................ 5-7
Firewall Shutoff Valves..................................................................................................... 5-9
Crossfeed Operation....................................................................................................... 5-10
Fuel Drain Purge System................................................................................................ 5-12
FUEL GAGING SYSTEM.................................................................................................... 5-12
Components and Operation............................................................................................ 5-14
FUEL DRAINS...................................................................................................................... 5-14
FUEL HANDLING PRACTICES......................................................................................... 5-15
Fuel Grades and Additives............................................................................................. 5-18
Filling the Tanks............................................................................................................. 5-18
Draining the Fuel System............................................................................................... 5-19
5 FUEL SYSTEM
QUESTIONS......................................................................................................................... 5-20

ILLUSTRATIONS
Figure Title Page
5-1 Fuel System Schematic Diagram................................................................................ 5-3

5-2 Fuel Tank System........................................................................................................ 5-4
5-3 Fuel Transfer Pump Switch......................................................................................... 5-6
5-4 Fuel Control Panel....................................................................................................... 5-6
5-5 Fuel Vent System......................................................................................................... 5-7
5-6 Fuel Flow Diagram...................................................................................................... 5-8
5-7 Firewall Shutoff Valve................................................................................................ 5-10
5-8 Firewall Shutoff Valve Switches................................................................................ 5-10
5-9 Crossfeed Schematic................................................................................................. 5-11
5-10 Fuel Drain Purge System Schematic......................................................................... 5-12
5-11 Fuel Quantity Indication System............................................................................... 5-13
5-12 Fuel Probe.................................................................................................................. 5-14
5-13 Fuel Drains................................................................................................................ 5-15
5-14 Fuel Temperature Graph............................................................................................ 5-17
TABLES
Table Title Page
5-1 Fuel Drain Locations...................................................................................................5-15

5 FUEL SYSTEM

CHAPTER 5
FUEL SYSTEM
INTRODUCTION
A complete understanding of the fuel system is essential to competent and confident operation of
the aircraft. Management of fuel and fuel system components is a major everyday concern of the
pilot. This section gives the pilot the information he needs for safe, efficient fuel management.
DESCRIPTION
The Fuel System section of the training manual and firewall shutoff valves are discussed. Fuel
presents a description and discussion of the fuel drains, their location, and type are described
system. The physical layout of the fuel cells and with correct procedure for taking and inspecting
fuel system are described in this section. Correct samples of fuel. Approved fuels and tank filling
5 FUEL SYSTEM
use of the boost pumps, transfer pumps, crossfeed, sequence are included.

FUEL SYSTEM FUEL TANK SYSTEM

The Beechcraft King Air fuel system is designed The fuel system (Figure 5-2) in each wing
to simplify flight procedures in the cockpit, and consists of one wing leading-edge bladder-type
provide easy access on the ground (Figure 5-1). tank (40 gallons), two outboard-wing panel
There are two separate wing fuel systems, one bladder-type tanks (23 gallons and 25 gallons),
for each engine, connected by a valve-controlled one center section bladder-type tank (44 gallons),
crossfeed system. Each fuel system consists and the nacelle tank (61 gallons). The total usable
of a nacelle tank and four interconnected wing fuel capacity of each wing fuel system is 192
tanks, electrical boost and transfer pumps and an gallons. The outboard wing tanks supply the
electrically operated crossfeed valve. Total usable center section and nacelle tanks by gravity flow.
fuel capacity is 384 gallons. Since the center section tank is lower than the
other wing tanks and the nacelle tank, the fuel is
Three modes of operation are available, each of transferred to the nacelle tank by the fuel transfer
which is described briefly. pump in the low point of the center section tank.
Fuel for each engine is pumped directly from its
1. Normal operation—Each engine receives nacelle fuel tank by an electric boost pump. Each
fuel from its corresponding fuel cells and system has two filler cap openings; one in the
boost pump. The boost pump is required top of the nacelle tank and one mid-wing in the
to provide fuel under pressure to the leading edge tank.
engine driven high pressure pump.
2. Automatic crossfeed operation—In the There is a check valve between the nacelle tank
event of a boost pump failure, boost pres- and the wing tank. Fuel can flow only into the
sure is obtained by supplying fuel to both nacelle tank, not back into the wing tank. If a full
engines, through the crossfeed valve, fuel load is needed, fill the nacelle tank first, then
from one boost pump. A drop in output fill the wing tank.
pressure from the failed pump is sensed
by a pressure switch, which automati- The heated fuel vent and the NACA integral ram
cally opens the crossfeed valve when the scoop vent work together to prevent the bladders
pressure drops below about 10 psi, and from collapsing as fuel is drawn out of them.
illuminates the low fuel pressure annun-
ciator. The fuel pressure annunciator will Each nacelle tank is connected to the engine on
then extinguish as pressure is restored by the opposite side by a crossfeed line for single-
the boost pump on the opposite engine. engine or failed boost pump operation. Crossfeed
operation is automatic depending on the boost
3. Suction feed—This mode of operation pump selected in the feeding nacelle tank. This
may be employed after a boost pump has system makes it possible for fuel in either wing
failed, and allows the use of fuel from system to be available to either engine, or both
tanks on the side with the failed pump. engines simultaneously.
Suction feed operation is obtained by
moving the crossfeed valve control switch
from the AUTO position to the CLOSED
position. Vacuum created by the engine-
driven fuel pump draws fuel from the
nacelle fuel tank. Suction feed is limited
to ten hours cumulative between engine-
5 FUEL SYSTEM
driven fuel pump overhauls.

LEGEND ENGINE FUEL CONTROL UNIT

UNDER BOOST PRESS
FUEL SUPPLY TO ENGINE FUEL
ENGINE DRIVEN FUEL PUMP FLOW
FUEL OUTLET
FUEL RETURN INDICATOR
NOZZLES
VENT FUEL HEATER
CROSSFEED
CHECK VALVE FUEL PRESSURE SWITCH
FUEL
FUEL TRANSFER QUANTITY
INDICATOR FIREWALL FUEL FILTER
FUEL QUANTITY
SHUTOFF VALVE
TRANSMITTER
FUEL CONTROL
SUBMERGED BOOST UNIT PURGE
PUMP AND DRAIN
SIPHON FILLER THERMAL

BREAK CAP RELIEF BYPASS FILLER CAP
LINE CROSSFEED
VALVE
TO RIGHT ENGINE
RAM SCOOP VENT

HEATED VENT
DRAIN
VALVE TRANSFER
PUMP AND
NOTE TRANSFER DRAIN
TOTAL USABLE FUEL—384 U.S. GALLONS. WARNING
28 OF 44 GALLONS IN THE CENTER TANK LIGHT FUEL
WILL NOT GRAVITY-FEED TO NACELLE. SWITCH TRANSFER
THE TRANSFER PUMP MUST BE USED. PUMP
RESTRICTOR
NOTE
NOTE RIGHT SYSTEM IS IDENTICAL TO LEFT SYSTEM EXCEPT
A FUEL CAPACITANCE GAUGING SYSTEM THE LEFT CONTAINS THE CROSSFEED VALVE AND
UTILIZES A SINGLE FUEL QUANTITY GAUGE THERMAL RELIEF BYPASS. IT SHOULD ALSO BE NOTED
FOR EACH WING FUEL SYSTEM. THIS GAUGE THE PURGE VALVE AND FUEL LINE ARE ON THE
CAN BE SWITCHED TO DESIGNATE THE INBOARD SIDE OF THE NACELLE.
AMOUNT OF FUEL IN THE NACELLE TANK OR
THE TOTAL FUEL IN THE SYSTEM. * VALVE HAS HOLES FOR FLOW OUT AT REDUCED RATE.
5 FUEL SYSTEM
Figure 5-1. Fuel System Schematic Diagram

TO ENGINE
FUEL OUTLET
FUEL NOZZLES
QUANTITY
INDICATOR
NOTE
TOTAL USABLE FUEL:
384 GALLONS
Figure 5-2. Fuel Tank System
BOOST PUMPS
Each system has a submerged boost pump in annunciator. To identify the failed boost pump,
the nacelle tank. This pump supplies a pressure momentarily place the crossfeed in the CLOSED
of about 30 psi to the engine-driven fuel pump. position. The FUEL PRESS annunciator on the
The boost pumps are submerged, rotary, vane- side of the failed boost pump will illuminate. Place
type impeller pumps, and are electrically-driven. the crossfeed switch in the OPEN position. The
A 10-amp circuit breaker for each boost pump is FUEL PRESS annunciator will then extinguish.
located on the fuel panel. Two red FUEL PRESS
annunciators are associated with the boost pumps. In the event of a boost pump failure during any
When illuminated, there is low fuel pressure on phase of flight, the system will begin to crossfeed
the side indicated. Check the boost pumps prior automatically. If the boost pump fails , the
to flight. cross-feed switch may be closed and the flight
continued, relying on the engine-driven high
With crossfeed in AUTO, a boost pump failure pressure pump. In some instances the pilot may
will be denoted by the momentary illumination elect to continue the flight with the remaining
5 FUEL SYSTEM
of the FUEL PRESS annunciator and the pump and the crossfeed system in operation.
steady illumination of the FUEL CROSSFEED

CAUTION A pressure switch, located in the fuel transfer line, will

automatically turn off the transfer pump if a preset
Operation with the FUEL PRESS pressure is not obtained within approximately 30
annunciator on is limited to 10 hours, seconds after the pump is turned on, or if the transfer
after which the engine-driven high pump pressure drops below a preset pressure due to
pressure pump must be overhauled or empty wing tanks or pump failure. For example, when
replaced. When operating with Avia- 131 gallons of fuel (each side) are used from the wing
tion Gasoline base fuels, operation on tanks (131 gallons usable each side), the pressure
the engine-driven high pressure pump sensing switch reacts to a pressure drop in the fuel
alone is permitted up to 8,000 feet for transfer line as the wing tanks are exhausted of fuel.
a period not to exceed 10 hours. Opera- After 30 seconds, the transfer pump shuts off and the
tion above 8,000 feet requires boost or respective yellow NO FUEL XFR annunciator on the
operation of crossfeed. annunciator panel illuminates.
The NO FUEL XFR annunciators will illuminate

The following Fuel Management Limitations, for the reasons mentioned: no pressure after
listed in the Limitations section of the POH, 30 second time delay due to empty wing tanks
pertain to fuel system boost pumps. or transfer pump failure. The NO FUEL XFR
annunciator also functions as an operation
Both boost pumps must be operable prior to indicator for the transfer pump during preflight. A
takeoff. TRANSFER TEST switch (placarded ENGINE L
and ENGINE R) is provided to verify the operation
Operation is limited to 8,000 feet when operating of each pump when its nacelle tank is full. Holding
on aviation gasoline with boost pumps inoperative. the Transfer Test switch in the test position (either
L or R) will activate the transfer pump and pressure
Operation with the FUEL PRESS annunciator sensor. In the test mode, the 30-second delay is
on is limited to 10 hours between main engine- by-passed, resulting in immediate indications. The
driven fuel pump overhaul or replacement. NO FUEL XFR annunciator will momentarily
illuminate and the MASTER CAUTION flasher
will also begin flashing. The NO FUEL XFR
FUEL TRANSFER PUMPS annunciator will extinguish when fuel pressure to
Fuel level in the nacelle tank is automatically the sensor reaches a minimum pressure of 2.5 psi.
maintained at near full capacity during normal If the transfer pump is operating, use of the transfer
operation by a fuel transfer system, whenever the test will not be possible.
fuel level in the nacelle tank drops by approximately
10 gallons. Submerged, electrically-driven, The fuel transfer system may be monitored by
impeller pumps located in the wing center section periodically checking the nacelle tank quantity
tanks provide the motive force for fuel transfer against the total tank quantity.
from wing tanks to nacelle tanks. The transfer
pumps are controlled by float-operated switches If the NO FUEL XFR does not illuminate and the
on the nacelle tank fuel quantity transmitters. transfer test indicates a working pump, the flow
switches may be suspect. Using the transfer test
Fuel is transferred automatically when the will begin the fill-up cycle, however, fuel quantity in
TRANSFER PUMP switches are placed in the nacelle will drop below the lower level without
AUTO, unless the nacelle tanks are full. As the activating the transfer pump. Proceed by moving the
engines burn fuel from the nacelle tanks (61 transfer pump switch (Figure 5-3) to the OVERRIDE
5 FUEL SYSTEM
gallon capacity each tank), fuel from the wing position. In this mode, the transfer pump will run
tanks is transferred into the nacelle tanks each continuously until the transfer pump switch is returned
time the nacelle tank levels drop approximately to the OFF position. When the nacelle tank becomes
10 gallons. The nacelle tanks will fill until the full, excess fuel will be returned to the center section
fuel reaches the upper transfer limit and a float wing tank through the vent line.
switch turns the TRANSFER PUMP off.

Figure 5-3. Fuel Transfer Pump Switch
Illumination of the NO FUEL XFR annunciator

may indicate a normal or abnormal situation. During
normal operation, when the fuel in the wing tanks is
exhausted, the NO FUEL XFR annunciator indicates Figure 5-4. Fuel Control Panel
that the wing tanks are empty.
If the transfer pump fails to operate during flight,

FUEL TANK VENTS
gravity feed will perform the transfer. When the The fuel system is vented through a recessed ram
nacelle tank level drops to approximately 150 pounds, scoop vent, coupled to a heated external vent,
or approximately 22 gallons, the gravity port in the located on the underside of the wing, adjacent
nacelle tank opens and gravity flow from the wing to the nacelle (Figure 5-5). One vent is recessed
tank starts. All wing fuel, except 28 gallons from the to prevent icing. The external vent is heated to
center section tank, will transfer during gravity feed. prevent icing. Each vent serves as a backup for
the other should one or the other become plugged.
FUEL CAPACITY In each wing fuel system, the wing panel tanks,
The fuel quantity system is a capacitance gag- the leading edge tank, the center section tank,
ing system with one quantity indicator per wing and the nacelle tank are all crossvented with one
(Figure 5-4). A toggle switch selector allows the another.
pilot to check total system or just the nacelle tank
quantity. The system has a total capacity of 387 The line from the vent valve in the outboard wing
gallons, and a maximum usable fuel quantity panel fuel tank is routed forward along the leading
of 384 gallons. The fuel quantity gages and the edge of the wing, inboard to the nacelle, and aft
engine fuel flow indicators read in pounds times through a check valve to the heated ram vent.
100. At 6.7 pounds per gallon, 2572.8 pounds of Another line tees off from the heated vent line
usable fuel are available in the system, 1286.4 and extends to a recessed or ram scoop vent. The
pounds per side. heated vent is described in the Anti-Ice Section of
5 FUEL SYSTEM
this manual. A suction relief valve is installed in

the line from the float-operated vent valve to the
On the C90GTi, there is no structural limitation siphon break line.
for which a Maximum Zero Fuel Weight must
be set. The C90GTx has a Maximum Zero Fuel
Weight limitation of 9,378 lbs. (4,254 kg).

NEGATIVE PRESSURE
RELIEF VALVE OPEN TO
ATMOSPHERIC
FILLER CAP LOCATION PRESSURE
FUEL
EXPANSION
NOTE FILLER
TOTAL USABLE FUEL: CAP
384 GALLONS
SIPHON VENT LINE

BREAK
LINE
FILLER
CAP
RAM SCOOP VENT
HEATED VENT
Figure 5-5. Fuel Vent System
FUEL SYSTEM The supply line from the nacelle tank is routed
from the outboard side of the nacelle tank,
OPERATION forward to the engine-driven fuel pump through
a motored firewall shutoff valve installed in the
Fuel flow from each wing tank system and nacelle fuel line immediately behind the engine firewall.
tank is automatic without pilot action (Figure
5-6). The wing tanks gravity feed into the center The firewall shutoff valve for each engine fuel
section tank through a line extending from the system is actuated by its respective FIREWALL
aft inboard wing tank to the outboard side of the SHUTOFF VALVE switch on the pilot’s fuel
center section tank. A flapper-type check valve control panel. When the FIREWALL SHUTOFF
in the end of the gravity feed line prevents any VALVE switch is closed, its respective firewall
backflow of fuel into the wing tanks. shutoff valve closes to shut off the flow of fuel to
the engine. From the firewall shutoff valve, fuel is
The fuel pressure required to operate the engine routed to the fuel strainer filter and drain on the
is provided by an engine-driven fuel pump lower center of the engine firewall, the fuel pressure
5 FUEL SYSTEM
mounted in conjunction with the fuel control switch, the fuel flow indicator transmitter, the fuel
unit on the accessory case. Fuel is pumped to the heater, and then to the engine-driven fuel pump
high pressure fuel pump by an electrically-driven and engine fuel control unit. The 20 micron filter
boost pump submerged in the nacelle tank. incorporates a bypass valve to permit fuel flow in

LEGEND ENGINE FUEL CONTROL UNIT

UNDER BOOST PRESS
FUEL SUPPLY TO ENGINE FUEL
ENGINE DRIVEN FUEL PUMP FLOW
FUEL OUTLET
CHECK VALVE INDICATOR
NOZZLES
FUEL TRANSFER FUEL HEATER
FUEL QUANTITY
TRANSMITTER FUEL PRESSURE SWITCH
FUEL
QUANTITY
INDICATOR FIREWALL FUEL FILTER
SHUTOFF VALVE
FUEL CONTROL
SUBMERGED BOOST UNIT PURGE
PUMP AND DRAIN
SIPHON THERMAL
BREAK RELIEF BYPASS FILLER CAP
LINE CROSSFEED
VALVE
TO RIGHT ENGINE
NOTE
TOTAL USABLE FUEL:
384 GALLONS
DRAIN
VALVE TRANSFER
NOTE PUMP AND
RIGHT SYSTEM IS IDENTICAL TO LEFT SYSTEM TRANSFER DRAIN
EXCEPT THAT THE LATTER CONTAINS THE CROSS- WARNING
FEED VALVE. IT SHOULD ALSO BE NOTED THAT THE LIGHT FUEL
PURGE VALVE AND FUEL LINE ARE LOCATED ON SWITCH TRANSFER
THE INBOARD SIDE OF THE NACELLE AND THAT PUMP
THERE IS A THERMAL RELIEF VALVE AND LINE RESTRICTOR
FROM THE CROSSFEED LINE IN THE RIGHT FUEL
SYSTEM.
* VALVE HAS HOLES FOR FLOW OUT AT REDUCED

RATE. 28 GALLON WILL NOT GRAVITY FEED TO
NACELLE.
5 FUEL SYSTEM
Figure 5-6. Fuel Flow Diagram

case of plugging and a drain valve used to drain CAUTION

the filter prior to each flight. A pressure switch
mounted directly above the filter senses boost Should the boost pumps fail, suc-
pump fuel pressure at the filter. At a pressure, tion feed operation may be employed;
about 10 psi, the switch closes and actuates the however, suction feed operation
red FUEL PRESS light in the annunciator panel. is restricted to 10 hours total time
between fuel pump overhaul periods. If
the engine-driven pump is operated on
CAUTION suction feed beyond the 10-hour limit,
overhaul or replacement of the pump is
Operation with the FUEL PRESS light necessary.
ON is limited to 10 hours between
overhaul or replacement of the engine-
driven fuel pump. Such operation is The electrically-driven boost pump also provides
restricted to 10 hours at altitudes not to the pressure required for the crossfeed of fuel
exceed 8000 feet when aviation gaso- from one side of the aircraft to the other.
line is being used. Windmilling time
is not equivalent to operation of the The electrical power with which the boost pumps
engine at high power with respect to are operated is controlled by lever-lock toggle
the effects of cavitation on fuel pump switches on the fuel control panel. One source of
components; consequently, windmill- power to the boost pumps is supplied from the
ing time is not to be included in the triple-fed bus that supplies the circuit breakers.
10-hour limit on engine operation This circuit is protected by two 10-ampere circuit
without a boost pump. breakers located on the fuel panel. Power from
this circuit is available only when the master
switch is on.
The red FUEL PRESS light will go out at about
10 psi of increasing fuel pressure. From the fuel The other source of power to the boost pumps
strainer and filter, fuel is routed through the fuel is directly from the battery through the battery
flow transmitter mounted on the firewall, inboard emergency bus. During shutdown, both boost
of the pressure switch. Fuel from the transmitter is pump switches and crossfeed must be turned off
routed through the fuel heater, which utilizes heat to prevent discharge of the battery.
from the engine oil to warm the fuel. The fuel is
then routed to the fuel control unit that monitors
the flow of fuel to the engine fuel nozzles. A heater FIREWALL SHUTOFF VALVES
boot is also installed on the governor control line
of each engine. Each air line heater is protected by The firewall shutoff valves (Figure 5-7), located
a 7.5 ampere, push-pull circuit breaker mounted between the engine-driven fuel pump and the
in the circuit breaker panel beside the copilot. The nacelle tank, are controlled by guarded switches
heaters are controlled by switches installed on the in the cockpit (Figure 5-8). There is one switch on
pedestal and activated by the condition levers. each side of the fuel system circuit breaker panel
on the fuel panel. These switches have two posi-
The engine-driven fuel pump is mounted on tions. The OPEN position allows uninterrupted
the accessory case of the engine in conjunction fuel flow to the engine. The CLOSE position
with the fuel control unit. This pump is protected cuts off all fuel to the engine. When the red guard
against fuel contamination by an internal, 200 closes, it forces the switch into the open position
and protects it in the open position.
5 FUEL SYSTEM
mesh strainer. The primary fuel boost pump is an

electrically-driven pump located in the bottom of
each nacelle tank. The electrically-driven boost Each firewall shutoff valve receives electric power
pump is capable of supplying fuel to the engine- through its own 5-amp breaker on the fuel panel
driven fuel pump at the minimum pressure which brings electric power from the triple-fed
requirements of the engine manufacturer. bus as well as the generator bus. This source of

power is available only when the battery and/or

generator switches are on. The only pilot action
necessary to ensure main fuel system operation
is to have the firewall shutoff valves in the OPEN
position.
FIREWALL
SHUTOFF VALVE
CROSSFEED OPERATION
Crossfeeding fuel is authorized only in the event
of engine failure or electric boost pump failure.
Each nacelle tank is connected to the engine in

the opposite wing by a crossfeed line routed from
the side of the nacelle, aft to the center section,
and across to the side of the opposite nacelle. The
crossfeed line is controlled by a valve (Figure
5-9). With the crossfeed valve OPEN, one system
Figure 5-7. Firewall Shutoff Valve can supply fuel to the other engine. The system
uses the electric boost pump in the nacelle tank.
This pump supplies the pressure to transfer fuel as
well as fuel boost to one or both engines. With one
engine inoperative, the crossfeed system allows
fuel from the inoperative side to be supplied to
the operating engine.
The crossfeed system is controlled by a three-

position switch placarded: CROSSFEED OPEN,
AUTO, and CLOSED. The valve can be manually
opened or closed, but under normal flight condi-
tions it is left in the AUTO position. In the AUTO
position, the fuel pressure switches are connected
into the crossfeed control circuit.
In the event of a boost pump failure, causing a

drop in fuel pressure, these switches open the
crossfeed valve allowing the remaining boost
pump to supply fuel to both engines.
In the event of a boost pump failure during takeoff,

the system will begin to crossfeed automatically
allowing the pilot to complete the takeoff without
an increase in workload at a crucial time. After
the takeoff is completed, or if the boost pump fails
after takeoff, the crossfeed switch may be closed
and the flight continued relying on the engine-
5 FUEL SYSTEM
driven high pressure pump without boosted

pressure. In some instances, the pilot may elect
to continue the flight with the remaining boost
pump and the crossfeed system in operation.
Figure 5-8. Firewall Shutoff
Valve Switches

Figure 5-9. Crossfeed Schematic

UNDER BOOST PRESS
CROSSFEED
LEGEND
5 FUEL SYSTEM

When the crossfeed switch on the fuel con- FILTER

trol panel is actuated, power is drawn from a
5-ampere circuit breaker on the fuel control panel
(P3) BLEED
to the solenoid that opens the crossfeed valve. The AIR LINE
crossfeed is also powered through the hot battery
bus through a 5-amp fuse. ENGINE
MANIFOLD
FUEL
When the crossfeed valve is receiving power, the
yellow FUEL CROSSFEED light on the annun- PRESSURE
ciator panel will illuminate. The crossfeed will TANK
not transfer fuel from one wing to another; its
function is to supply fuel from one side to the
opposite engine during a boost pump failure or
an engine-out condition. If the boost pumps on
both sides are operating and the crossfeed valve Figure 5-10. F
uel Drain Purge
is open, fuel will be supplied to the engines in the System Schematic
normal manner because the pressure on each side
of the crossfeed valve should be equal.
FUEL GAGING SYSTEM
FUEL DRAIN PURGE SYSTEM The airplane is equipped with a capacitance-type
The fuel purge system (Figure 5-10) is designed fuel quantity indication system (Figure 5-11). It
to assure that any residual fuel in the fuel automatically compensates for fuel temperature
manifolds is consumed during engine shutdown. density variations. The left fuel quantity indicator,
During engine starting, fuel manifold pressure on the fuel control panel, indicates the amount of
closes the fuel manifold poppet valve, allowing fuel remaining in the left-side fuel system tanks
P3 air to pressurize the purge tank. During engine when the FUEL QUANTITY select switch is in
operation, engine compressor air (P3 air) is routed the TOTAL (upper) position, and the amount of
through a filter and check valve and maintains fuel remaining in the left-side nacelle fuel tank
pressurization of the small purge tank. Upon when the FUEL QUANTITY select switch is in
engine shutdown, fuel manifold pressure subsides, the NACELLE (lower) position. The right fuel
thus allowing the engine fuel manifold poppet quantity indicator indicates the same information
valve to open. The pressure differential between for the right-side fuel systems, depending upon
the purge tank and fuel manifold causes air to be the position of the FUEL QUANTITY switch.
discharged from the purge tank, forcing residual The gages are marked in pounds.
fuel out of the engine fuel manifold lines, through
the nozzles, and into the combustion chamber. As The fuel quantity indicating system is a capaci-
the fuel is burned, a momentary surge in (Nl) gas tance type that is compensated for spcific gravity
generator rpm should be observed. The entire and reads in pounds on a linear scale. An elec-
operation is automatic and requires no input from tronic circuit in the system processes the signals
the crew. from the fuel quantity (capacitance) probes (Fig-
ure 5-12) in the various fuel cells for an accurate
readout by the fuel quantity indicators. A selector
switch, located between the fuel quantity indica-
tors in the fuel panel beside the pilot, may be set
5 FUEL SYSTEM
in either the TOTAL or NACELLE positions to

determine whether the gages indicate the pounds
of fuel in the nacelle and wing fuel cells of the
fuel system, or the pounds of fuel in only the
nacelle fuel cell.

FUEL
QUANTITY
INDICATOR
LEGEND
FUEL QUANTITY
TRANSMITTER
NOTE
A FUEL CAPACITANCE GAGING SYSTEM UTILIZES A
NOTE
SINGLE FUEL QUANTITY GAGE FOR EACH WING
TOTAL USABLE FUEL:
5 FUEL SYSTEM
FUEL SYSTEM. THIS GAGE CAN BE SWITCHED TO

384 GALLONS
DESIGNATE THE AMOUNT OF FUEL IN THE NACELLE
TANK OR THE TOTAL FUEL IN THE SYSTEM.
Figure 5-11. Fuel Quantity Indication System

The capacitance of the fuel quantity probe var-

ies with respect to the change in the dielectric that
results from the ratio of fuel-to-air in the fuel cell.
As the fuel level between the inner and outer tubes
rises, air with a dielectric constant of one is replaced
by fuel with a dielectric constant of approximately
two, thus increasing the capacitance of the fuel
quantity probe. This variation in the volume of fuel
contained in the fuel cell produces a capacitance
variation that actuates the fuel quantity indicator.
FUEL
PROBE
FUEL DRAINS
During each preflight, the fuel sumps on the tanks,
pumps and filters or strainers should be drained to
Figure 5-12. Fuel Probe check for fuel contamination. There are four sump
drains and one filter drain or strainer drain in each
wing (Figure 5-13 and Table 5-1).
COMPONENTS AND
OPERATION The leading edge tank sump has a drain on the
underside of the outboard wing just forward of the
Each side of the airplane has an independent gaging main spar. The flush drain valve for the firewall fuel
system consisting of a fuel quantity (capacitance) strainer drain is accessible on the underside of the
probe in the nacelle fuel cell, one in the aft-inboard engine cowling. The boost pump sump drain is at
fuel cell, two in the leading-edge fuel cell, and one the bottom center of the nacelle, just forward of the
in the center-section fuel cell. wheel well. The wheel well sump drain is inside the
wheel well on the gravity feed line. The drain for
When the fuel selector switch is left in its TOTAL the transfer pump sump is just outboard of the wing
position, power is supplied from a 5-ampere circuit root, forward of the flap.
breaker (on the fuel panel) through the fuel quan-
tity indicator to all of the capacitance probes in the When draining the flush-mounted drains, do not turn
fuel system. When the fuel selector switch is placed the draining tool. Turning or twisting of the draining
in the NACELLE position, power is then supplied tool will unseat the O-ring seal and cause a leak.
through the fuel quantity indicator to the capaci-
tance probe in the nacelle fuel cell only. The flush valve attached to the base of the fuel
strainer can be opened or closed with a coin, a screw
driver, or a fuel drain tool making it possible to drain
Fuel density and electrical dielectric constantly fuel from the fuel strainer for preflight check.
vary with respect to temperature, fuel type, and fuel
batch. The capacitance gaging system is designed Since jet fuel and water are of similar densities,
to sense and compensate for these variables. The water does not settle out of jet fuel as easily as
fuel quantity probe is simply a variable capacitor from aviation gasoline. For this reason, the airplane
comprised of two concentric tubes. The inner tube must sit perfectly still, with no fuel being added,
is profiled by changing the diameter as a function for approximately three hours prior to draining the
of height so that the capacitance between the inner sumps if water is to be removed. Although turbine
5 FUEL SYSTEM
and outer tube is proportional to the tank volume. engines are not so critical as reciprocating engines
The tubes serve as fixed electrodes and the fuel of regarding water ingestion, water should still be
the tank in the space between the tubes acts as the removed periodically to prevent formations of
dielectric of the fuel quantity probe. fungus and contamination induced inaccuracies in
the fuel gaging system.

FUEL
DRAINS
Figure 5-13. Fuel Drains
Table 5-1. FUEL DRAIN LOACATIONS

FUEL HANDLING
PRACTICES
NUMBER DRAINS LOCATION
On underside of
Leading Edge
1 outboard wing just
Tank Sump
Takeoff is prohibited when the fuel-quantity forward of main spar
indicator needles are in the yellow arc, with the Firewall Fuel Filter
Flush drain valve is
selector in the total position, or when there is less 1 accessible on underside
(Strainer) Drian
of engine cowling
than 265 pounds of fuel in each wing system.
Boost Pump Bottom center of nacelle
1
Sump forward of wheel well
Both boost pumps must be operable prior to
5 FUEL SYSTEM
takeoff. Transfer Pump Just outbard of wing

1
Sump Drain root, forward of flap
All hydrocarbon fuels contain some dissolved
and some suspended water. The quantity of water 1 Gravity Feed Line Inside wheel well
contained in the fuel depends on temperature
and the type of fuel. Kerosene, with its higher

aromatic content, tends to absorb and suspend possibility of fuel icing at very low temperatures.
more water than aviation gasoline. In addition to The oil-to-fuel heat exchanger is used to heat the
water, it will suspend rust, lint and other foreign fuel prior to entering the fuel control unit. Since
materials longer. Given sufficient time, these no temperature measurement is available for
suspended contaminants will settle to the bottom fuel prior to the heat exchanger, the temperature
of the tank. must be assumed to be the same as the outside air
temperature.
The settling time for kerosene is five times that of
aviation gasoline; therefore, jet fuels require good The graph in the Limitations section of the
fuel-handling practices to assure that the airplane Pilot’s Operating Handbook is used as a guide
is serviced with clean fuel. If recommended in preflight planning, based on known or forecast
ground procedures are carefully followed, solid conditions, to determine operating temperatures
contaminants will settle and free water can be where icing at the fuel control unit could occur.
reduced to 30 parts per million (ppm), a value that Enter the graph with the known or forecast
is currently accepted by the major airlines. Outside Air Temperature and plot vertically to the
given pressure altitude. In this example (Figure
Since most suspended matter can be removed 5-14), Outside Air Temperature equals minus
from the fuel by sufficient settling time and proper thirty degrees Celsius and pressure altitude
filtration, it is not a major problem. Dissolved equals 5000 feet. Next, plot horizontally to
water has been found to be the major fuel determine the minimum oil temperature required
contamination problem. Its effects are multiplied to prevent icing. In this example, the minimum
in aircraft operating primarily in humid regions oil temperature required is 38 degrees Celsius.
and warm climates. If the plot should indicate that oil temperature
versus Outside Air Temperature is such that ice
Dissolved water cannot be filtered from the fuel formation could occur during takeoff or in flight,
by micronic-type filters, but can be released anti-icing additive must be mixed with the fuel.
by lowering the fuel temperature, which will
occur in flight. For example, a kerosene fuel The King Air maintains a constant oil temperature,
may contain 65 ppm (8 fluid ounces per 1000 however, this temperature varies from one aircraft
gallons) of dissolved water at 80°F. When the to another. For most aircraft the oil temperature
fuel temperature is lowered to 15°F, only about will be between 50 and 60 degrees Celsius.
25 ppm will remain in solution. The difference of Compare the minimum oil temperature obtained
40 ppm will have been released as supercooled from this graph with the oil temperature achieved
water droplets which need only a piece of solid by each particular airplane involved. If the
contaminant or an impact shock to convert them anticipated actual oil temperature is not equal to,
to ice crystals. or above this minimum temperature, anti-icing
additive conforming to MIL-I-27686 or MIL-I-
Tests indicate that these water droplets will not 85470 must be added to the fuel.
settle during flight and are pumped freely through
the system. If they become ice crystals in the tank, Water in jet fuel also creates an environment
they will not settle since the specific gravity of ice favorable to the growth of a microbiological
is approximately equal to that of kerosene. The 40 “sludge” in the settlement areas of the fuel cells.
ppm of suspended water seems like a very small This sludge, plus other contaminants in the fuel,
quantity, but when added to suspended water in can cause corrosion of metal parts in the fuel
the fuel at the time of delivery, it is sufficient to system as well as clogging of the fuel filters.
ice a filter. While the critical fuel temperature Although this airplane uses bladder-type fuel
5 FUEL SYSTEM
range is from 0 to -20°F, which produces severe cells, and all metal parts (except the boost pumps
system icing, water droplets can freeze at any and transfer pumps) are mounted above the
temperature below 32°F. settlement areas, the possibility of filter clogging
and corrosive attacks on fuel pumps exists if
Even if the fuel does not contain water or you contaminated fuels are consistently used.
have drained the water out, there is still the

70
60 PR
MINIMUM OIL TEMPERATURE ~ ˚C
ES
SU
RE
ALT
50 ITU
SL DE
~F
EET
10,
40 000
20,
000
30,
30 000
20
10
0
-60 -50 -40 -30 -20 -10 0 10
FUEL TEMPERATURE (OAT) ~ ˚C
Figure 5-14. Fuel Temperature Graph
Fuel biocide-fungicide “Biobor® JF” in 3. Perform filter inspections to determine if

concentrations noted in the POH may be used sludge is present.
in the fuel. Biobor® JF may be used as the only
fuel additive or it may be used with the anti-icing 4. Maintain good housekeeping by periodi-
additive conforming to MIL-I-27686 or MIL-I- cally flushing the fuel tanks and systems.
85470 specification. Used together, the additives The frequency of flushing will be deter-
have no detrimental effect on the fuel system mined by the climate and the presence of
components. sludge.
5. Aviation gas is an emergency fuel. The
The primary means of fuel contamination control 150 hours maximum operation on aviation
by the owner/operator is “good housekeeping.” gasoline per a “Time Between Overhaul”
This applies not only to fuel supply, but to keep- should be observed.
ing the aircraft system clean. The following is a
list of steps that may be taken to recognize and 6. Use only clean fuel-servicing equipment.
prevent contamination problems.
7. After refueling, allow a settling period
1. Know your supplier. It is impractical to of at least four hours whenever possible,
assume that fuel free from contaminants then drain a small amount of fuel from
will always be available, but it is feasible each drain.
to exercise caution and be watchful for
signs of fuel contamination.
CAUTION
5 FUEL SYSTEM
2. Assure, as much as possible, that the fuel

obtained has been properly stored, that it Remove spilled fuel from the ramp
is filtered as it is pumped to the truck, and area immediately to prevent the con-
again as it is pumped from the truck to the taminated surface from causing tire
aircraft. damage.

When fueling the aircraft, the nacelle fuel tanks limitations are found in the Limitations section of
should be filled first before any fuel is put in the your Pilot’s Operating Handbook.
wing tank system to insure that the wing tanks are
completely full. The POH lists three approved fuel additives. Any
anti-icing additive conforming to Specification
MIL-I-27686 or MIL-I-85470 is approved as is the
FUEL GRADES AND ADDITIVES fuel biocide-fungicide Biobor® JF. Each additive
Aviation Kerosene Grades Jet A, Jet A-1, Jet B, JP-4, may be used as the only fuel additive or they may
JP-5, and JP-8 may be mixed in any ratio. Aviation be used together. It has been determined that,
Gasoline Grades 80 (80/87), 100LL, 100 (100/130), used together, the additives have no detrimental
and 115/145 are emergency fuels and may be mixed effect on the fuel system components.
with the recommended fuels in any ratio; however,
use of the lowest octane rating available is suggested. Additive concentrations and blending procedures
Operation on aviation gasoline shall be limited to are found in the King Air 90 Maintenance Manual.
150 hours per engine during each Time Between
Overhaul (TBO) period. The FUEL BRANDS AND TYPE
DESIGNATIONS chart in the Handling, Service
If the aircraft is fueled with aviation gasoline, & Maintenance section of the POH gives the
some operational limitations, which are listed in fuel refiner’s brand names, along with the
the POH, must be observed. Maximum operation corresponding designations established by the
with aviation gasoline is limited to 150 hours American Petroleum Institute (APT) and the
between engine overhauls. American Society of Testing Material (ASTM).
The brand names are listed for ready reference
Use of aviation gas is limited to 150 hours due to and are not specifically recommended by Beech
lead deposits which form on the turbine wheels Aircraft Corporation. Any product conforming to
during aviation gas consumption, and which the recommended specification may be used.
cause power degradation. Since the aviation gas
will probably be mixed with jet fuel already in FILLING THE TANKS
the tanks, it is important to record the number
of gallons of aviation gas taken aboard for each When filling the aircraft fuel tanks, always
engine. Determine the average fuel consumption observe the following:
for each hour of operation. If, for example, an 1. Make sure the aircraft is statically grounded
engine has an average fuel consumption of 40 to the servicing unit and to the ramp.
gallons per hour, each time 40 gallons of aviation
gasoline are added, one hour of the 150 hour 2. Service the nacelle tank on each side first.
limitation is being used. In other words, using The nacelle tank filler caps are located
the 40 gph consumption rate as an example, at the top of each nacelle. The wing tank
the engine is allowed 6000 gallons of aviation filler caps are located in the top of the
gasoline between overhauls. wing, outboard of the nacelles.
If the tanks have been serviced with aviation gas, NOTE

flights are limited to 8,000 feet pressure altitude or Servicing the nacelle tanks first pre-
below with the boost pumps inoperative. Because vents fuel transfer through the gravity
it is less dense, aviation gas delivery is much more feed interconnect lines from the wing
critical than jet fuel delivery. Aviation gas feeds tanks into the nacelle tanks during fuel-
well under pressure feed but does not feed well on ing. If wing tanks are filled first, fuel
5 FUEL SYSTEM
suction feed, particularly at high altitudes. For this will transfer from them into the nacelle
reason, an alternate means of pressure feed must tank leaving the wing tanks only par-
be available for aviation gas at high altitude. This tially filled. Be sure the nacelle tanks
alternate means is crossfeed from the opposite are completely full after servicing the
side. Thus, a crossfeed capability is required for fuel system to assure proper automatic
climbs above 8,000 feet pressure altitude. These fuel transfer during flight operation.

3. Allow a three-hour settling period when-

ever possible, then drain a small amount
of fuel from each drain point. Check fuel
at each drain point for contamination.
DRAINING THE FUEL SYSTEM
Open each fuel drain daily to drain off any water
or other contamination collected in the low places.
Along with the drain on the firewall mounted fuel
filter, there are four other drains: the nacelle tank
fuel-pump drain, center-section tank transfer-
pump drain, wheelwell drain, and the inboard end
of the outboard-wing tank drain.
The fuel pump and tank drains are accessible

from the underside of the airplane.
NOTE
The firewall shutoff valve has to be elec-
trically opened to drain large quantities
of fuel from the firewall fuel-filter drain.
Fuel may be drained from the tanks by gravity

flow through the center-section transfer-pump
drains into suitable containers. Fuel may also
by pumped out of the tanks utilizing an external
pump and suction hoses inserted into the filler
openings. For the fastest means of draining the
system see the procedures in the Beechcraft King
Air 90 Series Maintenance Manual.
5 FUEL SYSTEM

QUESTIONS
1. Fuel is heated prior to entering the fuel con- 6. When is crossfeed use authorized?
trol unit by:
A. When a fuel imbalance occurs due to
A. Bleed air from the engine’s compressor improper fueling
B. Engine oil, through an oil-to-fuel heater B. For climbs above 8,000 feet when avia-
C. The friction heating caused by the boost tion gas is used
pump C. When the transfer pump is inoperative
D. An air-to-fuel heat exchanger prior to D. With one engine inoperative or with a
the fuel control unit boost pump failure
2. How much fuel is lost with a failure of a 7. Which of the following limitations applies
transfer pump? to operation with aviation gas?
A. 28 gallons A. A maximum altitude of 8,000 feet with
B. 61 gallons both boost pumps inoperative and 150
C. None hours between overhauls
D. 150 gallons B. A maximum altitude of 8,000 feet with
both boost pumps operative and 150
hours between overhauls
3. Which of the following is not electrically
powered? C. A maximum altitude of 20,000 feet with
one transfer pump inoperative and 150
A. Engine-driven high pressure pump hours between overhauls
B. Boost pump D. A maximum of 50 hours between over-
C. Transfer pump hauls only
D. Crossfeed Valve
8. Operation of the engine with the FUEL
4. Which of the following is a function of the PRESS light illuminated is limited to which
electric boost pump? of the following?
A. It feeds the engine-driven high pressure A. Ten hours of engine operation before
pump the engine-driven fuel pump needs to be
B. It is used with aviation gas in climbs overhauled or replaced
above 8,000 feet B. Ten hours of operation above 20,000
C. It is used during crossfeed operation feet
D. All of the above C. Unlimited operation below 20,000 feet
D. Respective engine shutdown
5. The fuel system items receive power from
the Hot Battery Bus?
A. Firewall valves only
B. Firewall valves, boost pumps, and the
crossfeed valve
5 FUEL SYSTEM
C. Boost pumps and crossfeed valve

D. Boost pumps only

6 APU
CHAPTER 6
AUXILIARY POWER UNIT
The information normally contained in this chapter is not

applicable to this particular airplane.

CHAPTER 7
POWERPLANT
CONTENTS
Page
INTRODUCTION................................................................................................................... 7-1
7 POWERPLANT
GENERAL............................................................................................................................... 7-1
ENGINES................................................................................................................................ 7-2
General............................................................................................................................. 7-2
Turboprop Engine Ratings................................................................................................ 7-2
Engine Terms.................................................................................................................... 7-3
Free-Turbine Reverse-flow Principle................................................................................ 7-3
Engine Airflow................................................................................................................. 7-5
Engine Stations................................................................................................................. 7-6
Engine Modular Concept................................................................................................. 7-6
Compressor Bleed Valve.................................................................................................. 7-7
Igniters.............................................................................................................................. 7-8
Accessory Section............................................................................................................ 7-8
Lubrication System........................................................................................................ 7-10
Engine Fuel System........................................................................................................ 7-12
Fuel Control Unit........................................................................................................... 7-13
Fuel Pressure Indicators................................................................................................. 7-15
Fuel Flow Indicators....................................................................................................... 7-15
Anti-icing Fuel Additive................................................................................................. 7-16
Engine Power Control..................................................................................................... 7-16
ITT and Torquemeters.................................................................................................... 7-16

ITT Gage........................................................................................................................ 7-16

Torquemeter.................................................................................................................... 7-17
Gas Generator Tachometer (N1)..................................................................................... 7-17
Control Pedestal............................................................................................................. 7-17
Engine Limitations......................................................................................................... 7-19
7 POWERPLANT
Starter Operating Time Limits........................................................................................ 7-20

Data Collection Form..................................................................................................... 7-20
PROPELLERS....................................................................................................................... 7-21
General........................................................................................................................... 7-21
Propeller System............................................................................................................ 7-21
Hartzell Four-Blade Propellers....................................................................................... 7-22
Blade Angle.................................................................................................................... 7-22
Primary Governor........................................................................................................... 7-23
Primary Governor Operation.......................................................................................... 7-24
Low Pitch Stop............................................................................................................... 7-26
Ground Fine and Reverse Control.................................................................................. 7-28
Overspeed Governor....................................................................................................... 7-30
Overspeed Governor Operation...................................................................................... 7-30
Fuel Topping Governor................................................................................................... 7-31
Power Levers.................................................................................................................. 7-31
Autofeather System........................................................................................................ 7-32
Propeller Synchrophaser System.................................................................................... 7-34
QUESTIONS......................................................................................................................... 7-36
7-ii FOR TRAINING PURPOSES ONLY Revision 0.1

ILLUSTRATIONS
Figure Title Page
7-1 Powerplant Installation................................................................................................ 7-2

7-2 Engine Installation....................................................................................................... 7-3
7-4 Free Turbine................................................................................................................. 7-4
7 POWERPLANT
7-5 Engine Cutaway........................................................................................................... 7-4
7-3 Engine Stations............................................................................................................ 7-4
7-6 Engine Orientation....................................................................................................... 7-5
7-7 Engine Gas Flow......................................................................................................... 7-6
7-8 Power and Compressor Sections.................................................................................. 7-6
7-9 Typical Engine Modular Construction........................................................................ 7-7
7-10 Compressor Bleed Valve.............................................................................................. 7-7
7-11 Engine Start and Ignition Switches............................................................................. 7-8
7-12 Typical PT6A Engine.................................................................................................. 7-9
7-13 Engine Lubrications Diagram................................................................................... 7-10
7-14 Engine Oil Dipstick................................................................................................... 7-11
7-15 Magnetic Chip Detector............................................................................................ 7-11
7-16 Simplified Fuel System Diagram.............................................................................. 7-12
7-17 Simplified Fuel Control System................................................................................ 7-14
7-18 Fuel Pressure Annunciators....................................................................................... 7-15
7-19 Fuel Flow Indicator................................................................................................... 7-15
7-20 Control Levers........................................................................................................... 7-16
7-21 Engine Instrument Markings..................................................................................... 7-17
7-22 Control Pedestal......................................................................................................... 7-18
7-23 In-Flight Engine Data Log......................................................................................... 7-21
7-24 Propeller.................................................................................................................... 7-21

7-25 Propeller Tiedown Boot Installed.............................................................................. 7-22

7-26 Blade Angle Diagram................................................................................................ 7-22
7-27 Primary Governor Diagram....................................................................................... 7-23
7-28 Propeller Onspeed Diagram...................................................................................... 7-25
7-29 Propeller Overspeed Diagram................................................................................... 7-25
7 POWERPLANT
7-30 Propeller Underspeed Diagram................................................................................. 7-26

7-31 Low Pitch Stop Diagram........................................................................................... 7-27
7-32 Beta Range and Reverse Diagram............................................................................. 7-29
7-33 Overspeed Governor Diagram................................................................................... 7-30
7-34 Power Levers.............................................................................................................. 7-31
7-35 Propeller Control Levers........................................................................................... 7-32
7-36 Autofeather System Diagram—Left Engine Failed and Feathering.......................... 7-33
7-37 Autofeather System Diagram—Armed..................................................................... 7-33
7-38 Autofeather Test Diagram.......................................................................................... 7-34
7-39 Propeller Synchrophaser............................................................................................ 7-35
7-40 Propeller Synchroscope............................................................................................. 7-35
TABLES
Table Title Page
7-1 Engine Limits Chart....................................................................................................7-19

CHAPTER 7
POWERPLANT
7 POWERPLANT
INTRODUCTION
In-depth knowledge of the powerplants is essential to good power management by the pilot.
Knowing and operating within safe parameters of the powerplant and propeller system extends
engine life and ensures safety. This chapter describes the basic sections of the engine and its
operational limits and preflight checks.
In-depth knowledge of the propeller system is also essential to proper operation of the engine
power system. Operating within safe parameters of the powerplant and propeller systems extends
engine life and ensures safety. This chapter also describes the propeller system and its opera-
tional limits and preflight checks.
GENERAL
The Engines section of this chapter presents understand normal operational practices and
a description and discussion of the Pratt and limitations. The purpose of this section is to give
Whitney PT6A turboprop engines. The engines the participants a sufficient understanding of the
used on these airplanes will be described in engine so that they will be familiar with normal
sufficient detail for flight crewmembers to and emergency procedures.

The Propellers section of this chapter presents pressure through single-action, engine-driven
a description and discussion of the propeller propeller governors. The propellers will feather
system. Location and use of propeller controls, automatically when the engines are shut down on
principle of operation, reversing, and feathering the ground, and will unfeather when the engines
are included. are started.
When reference is made to the right or left side of

ENGINES the airplane or engine, it is always looking from
the rear to the front.
7 POWERPLANT
GENERAL TURBOPROP ENGINE RATINGS

The powerplants chosen by Beech designers for
In turboprop engines, power is measured in
the King Airs are Pratt and Whitney Series PT6A
Equivalent Shaft Horse Power (ESHP) and
free-turbine turboprop engines (Figure 7-1 and
Shaft Horse Power (SHP). SHP is determined
Figure 7-2). The King Air C90GTi and C90GTx
by propeller rpm and torque applied to turn
use PT6A-135A engines. The PT6A-135A engine
the propeller shaft. The hot exhaust gases also
is Flat Rated to 550 shaft horsepower.
develop some kinetic energy as they leave the
engine, similar to a turbojet engine. This jet thrust
The engines are equipped with conventional
amounts to about 10% of the total engine power.
four-blade, full-feathering, reversing, variable-
ESHP is the term applied to total power delivered,
pitch propellers mounted on the output shaft
including the jet thrust. Turboprop engine
of the engine reduction gearbox. The propeller
specifications usually show both ESHP and SHP,
pitch and speed are controlled by engine oil
along with limiting ambient temperatures.
Figure 7-1. Powerplant Installation

1 2 3 4 6 7
1 PROPELLER
GOVERNOR
2 EXHAUST
3 COMBUSTION
CHAMBER
4 COMPRESSOR
SECTION
7 POWERPLANT
5 COMPRESSOR
BLEED VALVE
6 ENGINE
AIR INLET
7 OIL FILLER
AND DIPSTICK
8 ENGINE OIL INTAKE
COOLER AIR
9 INTERTIAL
SEPERATOR
VANES
10 INLET LIP
HEAT (HEATED
BY EXHAUST)
10 9 8 5
Figure 7-2. Engine Installation
ENGINE TERMS FREE-TURBINE REVERSE-

To properly understand the operation of the PT6A FLOW PRINCIPLE
series engines, there are several basic terms you The Pratt and Whitney PT6 family of engines
should know: consists basically of free-turbine, reverse-flow
• N1 or NG-Gas generator rpm is percent of engines driving a propeller through planetary
turbine speed gearing (Figure 7-3, Figure 7-4, Figure 7-5, and
Figure 7-6). The term “free-turbine” refers to
• N2 or NP-Propeller rpm the design of the turbine sections of the engine.
• NF-Power turbine rpm (not indicated on There are two turbine sections: one, called the
engine instruments) compressor turbine, which drives the engine
compressor and accessories; and the other,
• P3-Air pressure at station three (the source consisting of a single power turbine, which
of bleed air) drives the power section and propeller. The
• ITT or T5-Interstage Turbine Temperature power turbine section has no physical connection
in degrees of temperature at station 5 to the compressor turbine at all. These turbines
are mounted on separate shafts and are driven in
Review and remember these terms. They will be opposite directions by the gas flow across them.
used often to describe PT6A engines. The term “reverse flow” refers to airflow through
the engine. Inlet air enters the compressor at the
aft end of the engine, moves forward through
the combustion section and the turbines, and is
exhausted at the front of the engine.

7 POWERPLANT
Figure 7-4. Free Turbine
Figure 7-5. Engine Cutaway

7 6 5 4 3 2 1
Figure 7-3. Engine Stations

7 POWERPLANT
Figure 7-6. Engine Orientation
ENGINE AIRFLOW
Inlet air enters the engine through an annular During normal operation, fuel is injected into the
plenum chamber, formed by the compressor inlet combustion chamber liner through 14 simplex
case, where it is directed forward to the compressor nozzles, which are supplied by a dual manifold
(Figure 7-7, and Figure 7-8). The compressor consisting of primary and secondary transfer tubes
consists of three axial stages combined with a and adapters. During starting, the fuel/air mixture
single centrifugal stage. is ignited by two spark igniters which protrude into
the liner. After starting, the igniters are turned off,
A row of stator vanes, located between each since combustion is self-sustaining. The resultant
stage of compression, diffuses the air, raises its gases expand from the liner, reverse direction in
static pressure, and directs it to the next stage of the exit duct zone, and pass through the compressor
compression. The compressed air passes through turbine inlet guide vanes to the single-stage
diffuser tubes, which turn the air through 90° in compressor turbine. The guide vanes ensure that
direction and convert velocity to static pressure. the expanding gases impinge on the turbine blades
The diffused air then passes through straightening at the correct angle, with minimum loss of energy.
vanes to the annulus surrounding the combustion The expanding gases are then directed forward to
chamber liner. drive the power turbine section.
The combustion chamber liner has varying size The single-stage power turbine, consisting
perforations which allow entry of compressor of an inlet guide vane and turbine, drives the
delivery air. Approximately 25% of the air mixes propeller shaft through a reduction gearbox.
with fuel to support combustion. The remaining
75% centers the flame in the combustion chamber The compressor and power turbines are located
and provides internal cooling for the engine. As it in the approximate center of the engine, with
enters the combustion area and mixes with fuel, their respective shafts extending in opposite
the flow of air changes direction 180°. The fuel/ directions. This feature simplifies the installation
air mixture is ignited, and the resultant expanding and inspection procedures. The exhaust gas from
gases are directed to the turbines. The location the power turbine is directed through an annular
of the liner eliminates the need for a long shaft exhaust plenum to atmosphere through twin
between the compressor and the compressor opposed exhaust ports provided in the exhaust duct.
turbine, thus reducing the overall length and
weight of the engine.

7 POWERPLANT
Figure 7-7. Engine Gas Flow
COMPRESSOR
SECTION
POWER
SECTION
Figure 7-8. Power and Compressor Sections
ENGINE STATIONS ENGINE MODULAR CONCEPT

To identify points in the engine, it is common With the modular free-turbine design, the engine
practice to establish engine station numbers at is basically divided into two modules: a gas
various points (Figure 7-5). To refer to pressure or generator section and a power section (Figure
temperature at a specific point in the engine airflow 7-9). The gas generator section includes the
path, the appropriate station number is used, such compressor and the combustion section. Its job
as P3 for the Station 3 pressure or T5 for the gas is to draw air into the engine, add energy to it in
temperature at Station 5. For instance, temperature the form of burning fuel, and produce the gases
of the airflow is measured between the compressor necessary to drive the compressor and power
turbine and the power turbine at Engine Station turbines.
Number 5. This is called Inter-stage Turbine
Temperature (ITT) or T5. Bleed air is taken off the The power section’s job is to convert the gas flow
engine after the centrifugal compressor stage and from the gas generator section into mechanical
prior to entering the combustion chamber. This air, action to drive the propeller. This is done through
commonly referred to as P3 air, is used for cabin an integral planetary gearbox, which converts the
heat, pressurization, and the pneumatic system. high speed and low torque of the power turbine

to the low speed and high torque required at the excess airflow at low rpm by opening, to relieve
propeller. The reduction ratio from power turbine this pressure. As compressor speed increases,
shaft rpm to propeller rpm is approximately 15:1. the valve closes proportionally until, at 80%
N1, the valve is fully closed (Figure 7-10). This
COMPRESSOR BLEED VALVE pressure relief helps prevent compressor stall of
the centrifugal stage.
At low N1 rpm, the axial compressors produce
more compressed air than the centrifugal The compressor bleed valve is a pneumatic piston
compressor can effectively handle (accept). A which references the pressure differential between
compressor bleed valve compensates for this the axial and centrifugal stages. Looking forward,
7 POWERPLANT
POWER SECTION
MODULE
GAS GENERATOR
SECTION MODULE
Figure 7-9. Typical Engine Modular Construction

AMBIENT CONTROL PRESSURE ROLLING AMBIENT CONTROL PRESSURE ROLLING
PRESSURE DIAPHRAGM PRESSURE DIAPHRAGM
INLET INLET
AIR P3 AIR P3
DISCHARGE DISCHARGE
TO ATMOSPHERE TO ATMOSPHERE
PISTON PISTON
COMPRESSOR BLEED AIR COMPRESSOR BLEED AIR

PRESSURE P2.5 PRESSURE P2.5
Figure 7-10. Compressor Bleed Valve

the valve is located at the 6 o’clock position. The

function of this valve is to prevent compressor
stalls and surges in the low N1 rpm range (75 to
80% N1).
POWER
At low N1 rpm, the valve is in the open TURBINE
position. At takeoff and cruise N1 rpm, above STATOR
HOUSING
approximately 80%, the bleed valve will be
closed. If the compressor bleed valve sticks
closed, a compressor stall will result. If the valve
7 POWERPLANT
sticks open, the ITT would be noticably higher as

the power lever is advanced above 80% N1.
COMBUSTION
IGNITERS CHAMBER
The engine start switches are located on the

pilot’s left subpanel (Figure 7-11). This subpanel COOLING AIR
PASSAGE
contains the IGNITION AND ENGINE START
switches and ENG AUTO IGNITION switches. SPARK GAS GENERATOR
IGNITER CASE
The IGNITION AND ENGINE START switches
have three positions: ON, OFF, and STARTER
ONLY. The ON position is lever-locked and
activates both the starter and igniters. The
STARTER ONLY position is a momentary hold-
down position of the spring-loaded-to-center OFF
position. It provides for motoring only to clear the
engine of unburned fuel. With the switch in this
position, there is no ignition.
The combustion chamber has two spark-type

igniters to provide positive ignition during engine Figure 7-11. E
ngine Start and
start. While the engine is equipped with two Ignition Switches
igniters, it will start with only one. The system is
designed so that if one igniter is open or shorted, the of an airframe-mounted ignition exciter, two
remaining igniter will continue to function. Once individual high-tension cable assemblies, and two
the engine is started, the igniters are de-energized, spark igniters. It is energized from the aircraft
since the combustion is self-sustaining. nominal 28-VDC supply and will operate in
the 9- to 30-volt range. The igniter control box
The ignition system features an automatic produces up to 3,500 volts. The ignition exciter
backup function for emergencies. This backup is energized only during the engine starting
system is called “autoignition.” The ENG AUTO sequence and emergencies to initiate combustion
IGNITION switches should be moved to the ARM in the combustion chamber.
position just prior to takeoff. If engine torque falls
below approximately 400 ft-lb, the igniter will
automatically energize, attempting to restart the ACCESSORY SECTION
engine. The IGNITION ON annunciator will be Most of the engine-driven accessories, except the
illuminated. propeller governors and propeller tach generator,
are mounted on the accessory gearbox located
The spark ignition provides the engine with an at the rear of the engine (Figure 7-12). The
ignition system capable of quick light-ups over accessories are driven from the compressor shaft
a wide temperature range. The system consists through a coupling shaft.

ENGINE LEFT SIDE
7 POWERPLANT
ENGINE RIGHT SIDE
PT6A - 135A
ACCESSORY SECTIONS 7
1 REAR ACCESSORY DRIVES

6 1. STARTER-GENERATOR
8 9
2 2. FUEL PUMP/FCU
5 3. TACHOMETER-GENERATOR (NG)
4. VACUUM AIR PUMP (OPTIONAL)
5. OPTIONAL ACCESSORY DRIVE
4 3 6. OPTIONAL ACCESSORY DRIVE
FRONT ACCESSORY DRIVES

7. PROPELLER GOVERNOR
AS VIEWED FROM REAR 8. TACHOMETER-GENERATOR (NF) AS VIEWED FROM FRONT
9. PROPELLER OVERSPEED GOVERNOR
Figure 7-12. Typical PT6A Engine

The lubricating and scavenge oil pumps are The oil tank is provided with a filler neck and
mounted inside the accessory gearbox, with the integral quantity dipstick housing. The cap and
exception of the two scavenge pumps which are dipstick are secured to the filler neck, which
externally mounted. passes through the gearbox housing and accessory
diaphragm and into the tank. The markings on the
The starter-generator, high-pressure fuel pump, N1 dipstick indicate the number of U.S. quarts of oil
tachometer generator, and other optional accessories less than full (Figure 7-14).
are mounted on pads on the rear of the accessory
drive case. There are seven such mounting pads, The engine oil system has a total capacity of 3.5
each with its own different gear ratio. U.S. gallons, including the 2.3-gallon oil tank.
7 POWERPLANT
Maximum oil consumption is one quart every 10

LUBRICATION SYSTEM hours of operation. Normal oil consumption may be
as little as 1 quart per 50 hours of operation.
The PT6A engine lubrication system has a dual
function (Figure 7-13). Its primary function is to The dipstick will indicate 1 to 2 1/2 quarts below full
cool and lubricate the engine bearings and bush- when the oil level is normal. Do not overfill. When
ings. Its second function is to provide oil to the adding oil between oil changes, do not mix types
propeller governor and propeller reversing con- or brands of oil due to the possibility of chemical
trol system. The main oil tank houses a gear-type incompatibility and loss of lubricating qualities.
engine-driven pressure pump, oil pressure regula-
tor, and oil filter. The engine oil tank is an integral A placard inside the engine cover shows the brand
part of the compressor inlet case and is located in and type of oil used in that particular engine.
front of the accessory gearbox. Although the preflight checklist calls for checking
LEGEND
ENG-DIVEN PUMP PRESS (HI TEMP)
SCAVENGE OIL
STORAGE OIL
INLET AIR
BYPASS OIL
VENT PRESSURE
DRAIN OIL
Figure 7-13. Engine Lubrications Diagram

The oil cooler is thermostatically controlled to main-

tain the desired oil temperature. Another externally
mounted unit, the oil-fuel heat exchanger, uses hot
engine oil to heat fuel before it enters the engine fuel
system. When gas generator speeds are above 72%
N1, and oil temperatures are between 60 and 70°C,
normal oil pressure is between 85 and 105 psi.
Magnetic Chip Detector
7 POWERPLANT
A magnetic chip detector is installed in the bottom
of each engine nose gearbox (Figure 7-15).
PRESSURE
LINE
SCAVENGE
LINE
Figure 7-14. Engine Oil Dipstick
the oil level, which is required, the best time to check

oil quantity is shortly after shutdown, since oil levels
are most accurately indicated at that time.
Oil level checks during preflight may require MAGNETIC POLES

motoring the engine for a brief time for an accurate
level reading. Each engine tends to seek its own oil
level. The pilot should monitor the oil level to ensure
proper operation.
As pressure oil leaves the tank, it passes through the

pressure and temperature-sensing bulbs mounted LOCKWIRE
on or near the rear accessory case. The oil then PREFORMED SECURING
LUG
proceeds to the various bearing compartments and PACKING
nose case through an external oil transfer line below INSULATION
the engine. Scavenge oil returns from the nose case
and the bearing compartments to the gear-type MAGNETIC
CHIP DETECTOR
oil scavenge pumps in the accessory case through ELECTRICAL
external oil transfer lines, and through the external CONNECTOR
oil cooler below the engine. Figure 7-15. Magnetic Chip Detector

This detector will activate a yellow light on the ENGINE FUEL SYSTEM
annunciator panel, L CHIP DETECT or R CHIP
DETECT, to alert the pilot of oil contamination. The fuel control system for PT6A engines is
essentially a fuel governor that increases or
The engine parameters should be monitored for decreases fuel flow to the engine to maintain
abnormal indications. If such indications are selected engine operating speeds. At first glance,
observed, appropriate check list action should the system may appear quite complicated. The
be taken. engine fuel control system consists of the main
components shown in the block diagram (Figure
A “CHIP DETECT” annunciator indicates the 7-16). They are the electric low-pressure boost
7 POWERPLANT
presence of ferrous particles in the propeller pump, oil-to-fuel heat exchanger, high-pressure
gearbox. Illumination of the L or R CHIP fuel pump, fuel control unit, fuel cutoff valve,
DETECT annunciator, requires the pilot to flow divider, and dual fuel manifold with 14
monitor the engine instruments. If abnormal simplex nozzles.
indications are observed, the engine should be
secured at the pilots discretion. If left unsecured, The PT6A-135A engine uses an electric low-
serious damage to the internal engine components pressure boost pump to supply a 30-psi head
may occur. pressure to the high-pressure engine-driven fuel
POWER
& N1
CONDITION GOVERNOR
LEVERS
FUEL FLOW
FUEL
TRANSMITTER
TOPPING
GOVERNOR
FUEL
MINIMUM
CUTOFF FLOW
FLOW
ENGINE VALVE DIVIDER
OIL TO FUEL VALVE
ELECTRIC DRIVEN
FUEL CONTROL
BOOST FUEL
HEAT UNIT
PUMP PUMP
EXCHANGER P3 AIR
(800 PSI)
P3 AIR
FUEL DRAIN
TO PURGE LINE PURGE
FUEL
TANK
Figure 7-16. Simplified Fuel System Diagram

pump. This head pressure prevents fuel cavitation time all 14 nozzles are delivering atomized fuel
at the high-pressure pump. The fuel is also used to the combustion chamber. This progressive
for cooling and lubricating the pump. The oil- sequence of primary and secondary fuel nozzle
to-fuel heat exchanger uses warm engine oil to operation provides cooler starts. During engine
maintain a desired fuel temperature at the fuel starting, there is a noticable increase in ITT when
pump inlet to prevent icing at the pump filter. This the secondary fuel nozzles are activated.
is done with automatic temperature sensors and
requires no action by the pilot. During engine shutdown, any fuel left in the man-
ifold is forced out through the fuel nozzles and
Fuel enters the engine fuel system through the into the combustion chamber by purge tank pres-
7 POWERPLANT
oil-to-fuel heat exchanger, and then flows into the sure. As the fuel is burned, a momentary increase
high-pressure engine-driven fuel pump and on in N1 rpm may be observed. The entire operation
into the fuel control unit (FCU). is automatic and requires no input from the crew.
The high-pressure fuel pump is an engine-driven

gear-type pump with an inlet and outlet filter. FUEL CONTROL UNIT
Flow rates and pressures will vary with gas The fuel control unit (Figure 7-17), which is
generator (N1) rpm. Its primary purpose is to referred to as the FCU, has multiple functions,
provide sufficient pressure at the fuel nozzles for but its primary purpose is to meter proper fuel
a proper spray pattern during all modes of engine amounts to the fuel nozzles in all modes of engine
operation. The high-pressure pump supplies fuel at operation.
approximately 800 psi to the fuel side of the FCU.
FCU operation will be simplified and described
Two valves included in the FCU ensure consistent briefly here. For detailed description and operation,
and cool engine starts. When the ignition or start refer to the Pratt & Whitney Maintenance Manual
system is energized, the purge valve is electrically which applies to this engine.
opened to clear the FCU of vapors and bubbles.
The excess fuel flows back to the nacelle fuel The condition lever selects idle speeds between
tanks. The spill valve, referenced to atmospheric LOW IDLE (58% to 62% N1) to HIGH IDLE
pressure, adjusts the fuel flow for cooler high- (70% N1), while the power lever selects speeds
altitude starts. between idle and maximum, 101.5% N1. These
control levers influence the N1 governor and
Between the FCU fuel valve and the engine control N1 speed. The governor uses pneumatic
combustion chamber, the minimum pressurizing air (P3) pressure to control engine speed. The
valve in the FCU remains closed during starting governor controls the air pressure in the fuel
until fuel pressure builds sufficiently to maintain control unit by varying the P3 leak rate.
a proper spray pattern in the combustion chamber.
About 80 psi is required to open the minimum The P3 air chamber and fuel chamber are separated
pressurizing valve. If the high pressure fuel pump by a diaphragm, which has a needle valve
should fail, the valve would close, and the engine mounted on it which is called the metering valve.
would flame out. As the diaphragm is influenced by varying air/
fuel pressures, the metering valve is repositioned
The fuel cutoff valve is located downstream from to achieve the desired fuel flow. The N1 governor
the minimum pressurizing valve in the FCU. This controls fuel flow by allowing some P3 pressure
valve is controlled by the condition lever, either to be leaked off at varying rates, depending on the
open or closed. There is no intermediate position desired fuel flow.
of this valve. For starting, fuel flows initially
through the flow divider to the 10 primary fuel In an underspeed condition, the N1 governor acts
nozzles in the combustion chamber. As the to increase P3 air pressure. This repositions the
engine accelerates through approximately 40% metering valve, allowing more fuel to enter the
N1, fuel pressure is sufficient to open the flow combustion chamber, increasing N1.
divider to the 4 secondary fuel nozzles. At this

7 POWERPLANT
TO FUEL TOPPING
7-14
GOVERNOR PURGE VALVE
TO GRAVITY
FEED LINE
FUEL
N1 GOVERNOR PURGE P3
MINIMUM FUEL
PRESSURIZING CUTOFF
VALVE VALVE
MINIMUM
FLOW DIVIDER
FLOW
AND DUMP VALVE
STOP
ENGINE-DRIVEN
FUEL PUMP
FUEL SUPPLY
P3 INLET
LEGEND
VENT

P3 AIR
PUMP PRESSURE
FUEL INSIDE TANK

EMPTY
Figure 7-17. Simplified Fuel Control System
Revision 0.1
In an overspeed condition, the N1 governor allows In the event of an engine-driven fuel pump (high-
the P3 pressure to be reduced in the FCU, which pressure) failure, the engine will flame out.
repositions the metering valve reducing the fuel
flow into the combustion chamber, decreasing N1.
CAUTION
Should the P3 air pressure be lost, due to a mal-
function, the metering valve will be positioned Engine operation with the FUEL PRESS
to the minimum flow stop. Minimum flow power light on is limited to ten hours between
would be approximately 48% N1. The power lever overhaul or replacement of the engine-
and condition lever would then have no effect on driven high-pressure fuel pump.
7 POWERPLANT
engine speed.
FUEL FLOW INDICATORS
FUEL PRESSURE INDICATORS Fuel flow information is sensed by a transmitter
in the engine fuel supply line, between the boost
In the event of an electric boost pump failure,
pump and the engine-driven high-pressure pump,
the respective FUEL PRESS annunciator (Figure
and indicated on the fuel flow section of the Engine
7-18) will illuminate and the master warning light
Indicating System (EIS) is in (Figure 7-19). The
will flash. The FUEL PRESS light illuminates
indication of fuel flow is in pounds-per-hour.
when outlet pressure at the boost pump decreases
below about 10 psi. If the crossfeed switch is in the
AUTO position, the automatic crossfeed feature
will open the valve extinguishing the annunciator.
Figure 7-19. Fuel Flow Indicator
Figure 7-18. Fuel Pressure Annunciators

ANTI-ICING FUEL ADDITIVE the blade angle. Torque is controlled by the power
lever acting on the N1 governor. When the power
Engine oil is used to heat the fuel prior to entering lever is advanced, the N1 governor causes the
the FCU. Since no temperature measurement FCU to increase fuel flow, resulting in an increase
is available for the fuel at this point, it must in engine speed.
be assumed to be the same as the Outside Air
Temperature. The Minimum Oil Temperature
chart is supplied for use as a guide in preflight ITT AND TORQUEMETERS
planning, based on known or forecast operating Power management is relatively simple, with two
conditions, to indicate operating temperatures primary operating limitations. The engines are
7 POWERPLANT
where icing at the FCU could occur. If the plot temperature and torque limited. During operation
should indicate that oil temperature versus OAT is requiring maximum engine performance, engine
such that ice formation could occur during takeoff torque and ITT operating parameters are affected
or in flight, anti-icing additive per MIL-I-27686 by ambient temperature and altitude: at cold
or MIL-I-85470 should be mixed with the fuel at temperature or low altitude, torque limits power; at
refueling to ensure safe operation. Refer to the hot temperature or high altitude, ITT limits power.
King Air Maintenance Manual for procedures to Whichever limit is reached first, determines the
follow when blending anti-icing additive with the power available. These indications can be seen on
airplane fuel. the Engine Indicating System (EIS) (Figure 7-21).
Anti-icing additive conforming to Specification
MIL-1-27686 is the only approved fuel additive. ITT GAGE
The ITT gage (Figure 7-21), monitors the inter-
ENGINE POWER CONTROL stage turbine temperature at station 5. ITT is a
prime limiting indicator of the amount of power
The propeller lever adjusts the propeller governor available from the engine under varying ambient
to the desired propeller speed (Figure 7-20). The temperature and altitude conditions. The normal
propeller will maintain the set speed by varying operating range, is 400 to 805°C. These limits also
POWER LEVERS PROPELLER LEVERS CONDITION LEVERS
Figure 7-20. Control Levers

7 POWERPLANT
Figure 7-21. Engine Instrument Markings
apply to maximum continuous power. The maxi- The N1 indicator is self-generating. The
mum starting temperature of 1,090°C is indicated tachometer generator sensing unit, located in
by the secondary red line on the instrument. This the engine accessory section, is geared down to
starting limit of 1,090°C is limited to two seconds. supply N1 speed information to the instrument
The engines will be damaged if limiting tempera- panel to indicate the percent of N1 revolutions.
tures indicated on the ITT gage are exceeded.
Maximum continuous gas generator speed is lim-
ited to 38,100 rpm, which is 101.5% on the N1
TORQUEMETER indicator. A transient speed up to 102.6%, 38,500
The torquemeter, (Figure 7-21), which is rpm, is time-limited to 2 seconds, to provide a
indicated in ft-lb, constantly measures rotational buffer for surges during engine acceleration.
force applied to the propeller shaft. The maximum
permissible sustained torque is 1,520 ft-lb, the CONTROL PEDESTAL
red radial on the instrument. A transient torque
limit of 1,626 ft-lb is time-limited to twenty The control pedestal extends between pilot and
seconds. Cruise torques vary with altitude and copilot (Figure 7-22). The three sets of control
temperature. levers are left to right: the power levers, propeller
levers, and the condition levers.
Torque is measured by a hydromechanical
torquemeter in the first stage of the reduction
gearcase. Rotational force on the first-stage Power Levers
ring gear allows oil pressure to change in the The power levers (Figure 7-20) control engine
torquemeter chamber. The difference between the power, from idle to maximum power, by opera-
torquemeter chamber pressure and reduction gear tion of the N1 governor in the fuel control unit.
internal pressure accurately indicates the torque Increasing N1 rpm results in increased engine
being produced at the propeller shaft. The torque power. The power levers have three control
transmitter measures this torque and sends a sig- ranges: flight, Beta, and reverse. The bottom of
nal to the instrument on the instrument panel. the flight range is at IDLE. When the levers are
lifted over the IDLE detent and pulled back, they
control engine power through the ground fine and
GAS GENERATOR REVERSE ranges.
TACHOMETER (N1)
The N1 gas generator tachometer (Figure 7-21),
measures the rotational speed of the compressor
shaft, in percent of rpm, based on 37,500 rpm
at 100%.

Condition Levers
The condition levers have multiple positions:
FUEL CUTOFF and LO IDLE through HI IDLE
(Figure 7-22). At the FUEL CUTOFF position,
fuel flow to its respective engine is cut off.
At LO IDLE, engine gas generator speed (N1) is

a minimum of 58%; at HI IDLE it is 70%. The
levers can be set anywhere between LOW IDLE
7 POWERPLANT
and HIGH IDLE.
Propeller Levers
The propeller levers are conventional in setting
the propeller rpm for takeoff, climb and cruise
(Figure 7-22). The normal governing range is
1,600 to 1,900 rpm. This airplane is equipped
with both manual and automatic propeller feath-
ering systems. To feather a propeller manually,
pull the propeller lever back past the friction
detent into the red and white striped section of
the quadrant. To unfeather, push the lever forward
of the detent into the governing range. The pro-
pellers go to feathered position when the engines
shut down because of the loss of oil pressure in
the propeller dome.
Control Lever Operation

The engines are controlled from the cockpit by
using the propeller, power, and condition levers.
Both the power and condition levers are connected
to the N1 governing section of the FCU. Either
lever will reset the FCU to maintain a new N1
rpm. For starting, the power levers are at the IDLE
position, and the condition levers are moved to the
LO IDLE position to open the fuel cutoff valves
and set the governor at LO IDLE. The condition
levers are continuously variable from LO IDLE
to HI IDLE. This variable operating speed with
power levers at IDLE enhances engine cooling by
maintaining a steady airflow through the engines.
With the condition levers at LO IDLE, the power
levers will select N1 rpm from LOW IDLE to
101.5%, the maximum for takeoff. However, if
the condition levers are at HI IDLE, the power
Figure 7-22. Control Pedestal
levers can select N1 rpm only from 70 to 101.5%.
Moving the power or condition levers most

directly affects N1 rpm. As the power or condition
levers are advanced, ITT, torque, and fuel flow

increases. These indicators are by-products of the Monitor oil pressure and oil temperature. During
N1 speed maintained by the FCU. With the power the start, oil pressure should come up to the
levers in a fixed position, N1 remains constant minimum of 40 psi quickly, but should not exceed
even in a climb or descent. However, ITT, torque, the maximum at 105 psi. During normal operation
and fuel flow will vary with altitude, ambient air the oil temperature and pressure indications
temperature, and propeller setting. should be in the green normal operating range.
The green range is from 85 to 105 psi.
ENGINE LIMITATIONS Oil pressure between 40 and 85 psi is undesirable;
Airplane and engine limits are described in the it should be tolerated only for completion of the
7 POWERPLANT
“Limitations” section of the POH (Table 7-1). flight, and then only at a reduced power setting.
These limitations have been approved by the
Federal Aviation Administration, and must be Oil pressure below 40 psi is unsafe; it requires that
observed in the operation of the Beechcraft King either the engine be shut down or that a landing be
Air C90GTi and C90GTx. The Engine Operating made as soon as possible, using minimum power
Limits chart gives the major operating limits. The required to sustain flight.
Power Plant Instrument Markings chart lists the
minimum, normal, and maximum limits. For increased service life of engine oil, an
oil temperature between 74 and 80°C is
During engine start, temperature is the most recommended. A minimum oil temperature of
critical limit. The ITT starting limit of 1,090°C, 55°C is recommended for oil-to-fuel heater
represented on the ITT gage by a red line, is operation at takeoff power. Oil temperature limits
limited to two seconds. During any start, if the are –40 and +99°C. During extremely cold starts,
indicator needle approaches the limit, the start oil pressure may reach 200 psi. Refer to the
should be aborted before the needle passes the Engine Limits chart in the POH for minimum oil
secondary red line. For this reason, it is helpful temperature operation limitations.
during starts to keep the condition lever out of the
LO IDLE detent so that the lever can be quickly
pulled back to FUEL CUTOFF.
Table 7-1. ENGINE LIMITS CHART

OPERATING TORQUE MAXIMUM GAS GENERATOR RPM N1 PROP OIL PRESS. OIL TEMP
SHP
CONDITION FT-LBS (1) OBSERVED ITT˚C RPM % RPM N2 PSI (2) ˚C (3)
STARTING --- --- 1,090 (4) --- --- --- --- -40 (min)
LOW IDLE --- --- 685 (5) --- 1,100 (min) (9) 40 (min) -40 to 99
HIGH IDLE --- --- --- --- 72 --- --- 0 to 99
TAKEOFF AND MAX CONT 550 1,520 (13) 805 38,100 101.5 1,900 (12) 85 to 105 10 to 99
CRUISE CLIMB AND

550 1,520 (6) (13) 805 38,100 101.5 1,900 (12) 85 to 105 0 to 99
MAX CRUISE
MAX REVERSE (7) --- --- 805 --- 88 1,825 85 to 105 0 to 99
TRANSIENT --- 1,626 (10) 880 (4) (8) 38,500 102.6 2,090 --- 104 (11)
FOOTNOTES:
(1) Maximum permissible sustained torque is 1,520 ft-lbs. Propeller speeds (N2) must (6) C ruise torque values vary with altitude and temperature.
be set so as not to exceed power limitation. (7) Reverse power operation is limited to one minute.
(2) When gas generator speeds are above 72% N1 and oil temperatures are between (8) High generator loads at low N1 speeds may cause the ITT transient temperature
60˚C and 70˚C, normal oil pressure is between 85 and 105 psi. Oil pressure between limit to be exceeded. Observe generator load limits.
40 and 85 psi is undesirable; it should be tolerated only for the completion of the (9) Stabilized propeller operation on the ground between 500 and 1,100 rpm is
flight, and then only at a reduced power setting. Oil pressure below 40 psi is unsafe; prohibited. Operation in this range can generate high propeller stresses, which can
it requires that either the engine be shut down, or that a landing be made as soon as cause propeller damage and result in propeller failure and loss of control of the
possible, using the minimum power required to sustain flight. aircraft. The propeller may be operated when feathered at or below 500 rpm.
(3) For increased service life of engine oil, an oil temperature of between 74˚ to 80˚C is (10) The value is time-limited to 20 seconds.
recommended. A minimum oil temperature of 55°c is recommended for fuel heater (11) This value is timed-limited to 10 minutes.
operation at take-off power. (12) To account for power setting accuracy and steady state fluctuations, inadvertent
(4) T hese values are time-limited to two seconds. propeller excursions up to 1,938 rpm are time-limited to 7 minutes.
(5) High ITT at ground idle may be corrected by reducing accessory load and or (13) To account for power setting accuracy and steady state fluctuations, inadvertent
increasing N1 rpm. torque excursions up to 1,550 ft-libs are time-limited to 7 minutes.

During ground operations, ITT temperatures are extended periods of time. Engine operating
critical. With the condition levers at LO IDLE, parameters, such as output torque, interstage
high ITT can be corrected by reducing the DC turbine temperature, compressor speed, and fuel
generator and other N1 loads, then increasing the flow for individual engines are predictable under
N1 rpm by advancing the condition levers to HI specific ambient conditions. On PT6A engines,
IDLE. The air conditioner, for example, draws these predictable characteristics may be taken
a heavy load on both engines, and may have to advantage of by establishing and recording
be temporarily turned off. At approximately 70% individual engine performance parameters. These
N1 rpm, the HI IDLE condition lever position parameters can then be compared periodically
will normally reduce the ITT. At any N1 below to predicted values to provide day-to-day visual
7 POWERPLANT
70%, there is an idle ITT restriction of 685°C confirmation of engine efficiency.

maximum. If an ITT above 685°C is observed
when running N1 below 70%, the generator load The Engine Condition Trend Monitoring Sys-
should be reduced and the N1 speed increased tem, recommended by Pratt and Whitney, is a
before re-introducing a load on the engines. process of periodically recording engine instru-
ment readings such as torque, interstage turbine
At N1 speeds of 70% or more, the 685°C temperature, compressor speed, and fuel flow,
restriction is removed, as airflow through the correcting the readings for altitude, outside air
engine is sufficient. temperature, and airspeed, if applicable, and
then comparing them to a set of typical engine
In the climb, torque will decrease and ITT characteristics. Such comparisons produce a set
may increase slightly. The cruise climb and of deviations in interstage turbine temperature,
recommended normal cruise ITT limit is not compressor speed, and fuel flow.
placarded on the indicator. At altitude, the
Performance Chart numbers may not be attainable
due to altitude and temperature variations. DATA COLLECTION FORM
The trend monitoring procedure used specifies
Transient limits provide buffers for surges dur- that flight data be recorded on each flight day,
ing engine acceleration. Torque has an allowable every five flight hours, or other flight period.
excursion duration of twenty seconds while the Select a flight with long established cruise, pref-
ITT has an allowable excursion duration of two erably at a representative altitude and airspeed.
seconds. A momentary peak of 1,626 ft-lb and With engine power established and stabilized for
880°C is allowed for torque and ITT respectively a minimum of five minutes, record the following
during acceleration. data on a form similar to the in-flight engine data
log shown in (Figure 7-23):
STARTER OPERATING Indicated airspeed (IAS)........................ In knots
TIME LIMITS
Outside air temperature (OAT).................... In °C
The engine starters are time-limited during the
starting cycle if for any reason multiple starts Pressure altitude (ALT)............................. In feet
are required in quick sequence. The starter is
limited to 40 seconds ON then 60 seconds OFF Propeller speed (NP)................................ In rpm
for cooling before the next sequence of 40 sec-
onds ON, 60 seconds OFF. After the third cycle Torque (TQ)................................. In foot pounds
of 40 seconds ON, the starter must stay OFF for
30 minutes. If these limits are not observed, over- Gas generator speed
heating may damage the starter. (NG or N1 ).............................. In %NG or N1
Trend Monitoring Interturbine temperature (ITT).................... In °C

During normal operations, gas turbine engines
are capable of producing rated power for Fuel Flow (FF).......................................... In pph

DATE OAT PRESS IAS PROP TORQUE N1 ITT FUEL DELTA* DELTA* DELTA* OIL OIL ELECT
(°) ALT (KTS) SPEED (FT/LBS) (%) FLOW NG ITT FF TEMP PRESS LOAD
LEFT
RIGHT
LEFT
RIGHT
LEFT
RIGHT
LEFT
7 POWERPLANT
RIGHT
LEFT
RIGHT
LEFT
RIGHT
LEFT
RIGHT
LEFT
RIGHT
Figure 7-23. In-Flight Engine Data Log
PROPELLERS
GENERAL
This section describes the propellers and the
associated system. Location and use of propel-
ler controls, principle of operation, reversing, and
feathering are included in this discussion.
PROPELLER SYSTEM
This section on the operation and testing of the
propeller system on the Beechcraft King Air
C90GTi and C90GTx is directed at increasing the
pilot’s understanding of the theory of operation
of a constant-speed, full-feathering, reversing
propeller, and helping him better understand the
propeller system checks conducted as outlined in
the Before Takeoff (Runup) checklist in the Pilot’s
Operating Handbook.
Each engine is equipped with a conventional

four-blade, full-feathering, constant-speed,
counterweighted, reversing, variable-pitch Figure 7-24. Propeller
propeller mounted on the output shaft of the
reduction gearbox (Figure 7-24).

The propeller pitch is controlled by engine oil HARTZELL FOUR-BLADE

pressure boosted through a governor pump PROPELLERS
integral within the propeller governor. Centrifugal
counterweights and feathering springs move The C90GTi and C90GTx are equipped with
the propeller blades toward high pitch and into Hartzell, four-blade, full-reversing, dynamically
the feathered position. Without oil pressure to balanced propellers. The main advantages of the
counteract the counterweights and feathering four-blade propellers are that they have lower tip
springs, the propeller blades would move into speeds (and thus generate less noise), create less
feather. An oil pump, which is part of the propeller airframe vibration, and provide generous propel-
governor, boosts engine oil pressure to move the ler tip-to-ground clearance. Dynamic vibration
7 POWERPLANT
propeller to low pitch and reverse. The propeller absorbers mounted inside the cockpit and cabin
feathers after engine shutdown. (a total of 26 absorbers) are used in conjunction
with the four-blade propellers to reduce noise
Propeller tiedown boots (Figure 7-25) are provided and vibration even more. For aircraft with STC
to prevent windmilling at zero oil pressure when SA3593NM, the Raisbeck Swept Blade turbofan
the airplane is parked. propellers are designed to reduce cabin noise, and
enhance aircraft performance
BLADE ANGLE
Blade angle is the angle between the chord of
the propeller and the propeller’s plane of rota-
tion. Blade angle is different near the hub than it
is near the tip, due to the normal twist which is
incorporated in a blade to increase its efficiency.
The propellers used on the King Air C90GTi and
C90GTx have a blade angle that is measured at
the chord, 30 inches out from the propeller’s cen-
ter. This position is referred to as the “30-inch
station.” All blade angles given in this section are
Figure 7-25. Propeller Tiedown approximate (Figure 7-26).
Boot Installed
Low pitch propeller position is determined by the

primary low pitch stop, which is a mechanically
actuated hydraulic stop. Blade angles are
controlled by the power levers in the Ground Fine
and Reverse ranges.
+85.8˚
FEATHER
Two governors, a primary governor and a backup
overspeed governor, control the propeller rpm.
The propeller control lever adjusts the governor’s
setting (1,600 to 1,900 rpm). The overspeed gov-
ernor will limit the propeller to 1,976 rpm should
the primary governor malfunction. However, if -10˚ +12˚
MAXIMUM 0˚ PRIMARY LOW
the propeller exceeds 6% above the selected rpm REVERSE PITCH STOP
of the primary governor, usually the fuel topping +3˚
governor will limit the rpm by reducing engine GROUND
power. In the Ground Fine and Reverse ranges, FINE
the fuel topping governor is reset to limit the pro-
peller rpm to 95% of selected rpm. Figure 7-26. Blade Angle Diagram

PRIMARY GOVERNOR LEGEND

OIL UNDER PRESSURE
The primary governor (Figure 7-27) is needed to
convert a variable-pitch propeller into a constant- RETURN OIL
speed propeller. It does this by changing blade
angle to maintain the propeller speed the operator
FROM
has selected. The primary governor can maintain OIL PUMP
any selected propeller speed from approximately
1,600 rpm to 1,900 rpm.
7 POWERPLANT
Suppose an airplane is in cruise flight with the
propeller turning 1,900 rpm. If the pilot trims the
airplane down into a descent without changing
power, the airspeed will increase. This decreases
the angle of attack of the propeller blades,
causing less drag on the propeller, thus beginning TO
to increase its rpm. Since this propeller has a PROPELLER
variable-pitch capabilities and is equipped with UNDER SPEED
a governor set at 1,900 rpm, the governor will
sense this “overspeed” condition and increases
blade angle to a higher pitch. The higher pitch
increases the blade’s angle of attack, slowing it COUNTERWEIGHTS
back to 1,900 rpm, or “onspeed.”
Likewise, if the airplane moves from cruise to

climb airspeeds without a power change, the
propeller rpm tends to decrease, but the governor
responds to this “underspeed” condition by
decreasing blade angle to a lower pitch, and PILOT
the rpm returns to its original value. Thus the VALVE
governor gives “constant-speed” characteristics
BETA VALVE
to the variable-pitch propeller.
Power changes, as well as airspeed changes, ON SPEED

cause the propeller to momentarily experience
overspeed or underspeed conditions, but again
the governor reacts to maintain the onspeed
condition.
There are times, however, when the primary gov-

ernor is incapable of maintaining selected rpm.
For example, imagine an airplane approaching to
land with its governor set at 1,900 rpm. As power
and airspeed are both reduced, underspeed condi-
tions exist which cause the governor to decrease
blade angle to restore the onspeed condition. If
blade angle could decrease all the way, to 0°or
reverse, the propeller would create so much drag TO TANK
on the airplane that the aircraft control would be OVER SPEED
dramatically reduced. The propeller, acting as a
large disc, would blank the airflow around the Figure 7-27. Primary Governor Diagram
tail surfaces, and a rapid nosedown pitch change
would result.
To prevent these unwanted aerobatics, some rise inside the governor. The pilot valve position
device must be provided to stop the governor from determines how much oil pressure is being sent
selecting blade angles that are too low for safety. to the propeller pitch mechanism. Here are a few
As the blade angle is decreased by the governor, examples.
eventually the low pitch stop is reached, and now
the blade angle becomes fixed and cannot con- If a propeller rpm of 1,900 is selected and
tinue to a lower pitch. The governor is therefore the propeller is actually turning at 1,900, the
incapable of restoring the onspeed condition, and flyweights are in their center or “onspeed”
propeller rpm falls below the selected governor condition (Figure 7-28). The pilot valve is in the
rpm setting. middle position. This maintains a constant oil
7 POWERPLANT
pressure to the propeller pitch mechanism, which

creates a constant pitch and a constant rpm.
PRIMARY GOVERNOR
OPERATION If the airplane enters a descent, without any change
to the cockpit controls, there will be a tendency
The propeller levers adjust the primary propeller for the airspeed to increase and the propeller to
governor between 1,600 rpm and 1,900 rpm. The turn faster (Figure 7-29). The flyweights will, in
primary propeller governor, mounted at the top of turn, rotate faster. The additional centrifugal force
the engine reduction gearbox, has two functions: will make the pilot valve rise. Notice that oil can
it can select any constant propeller rpm within the now escape via the pilot valve. Lower oil pressure
range of 1,600 to 1,900, and it can also feather the will result in a higher pitch and a reduction of
propeller. The primary propeller governor adjusts propeller rpm. The propeller will then return to
propeller rpm by controlling the oil supply to the its original rpm setting. The flyweights will then
propeller dome. slow down, and the pilot valve will return to the
equilibrium position to maintain the selected
An integral part of the primary propeller governor propeller rpm.
is the governor pump. This pump is driven by the
N2 shaft and raises the engine oil pressure from If the airplane enters a climb without any change
normal to approximately 375 psi. The greater the in the cockpit controls, the airspeed will decrease
oil pressure sent to the propeller dome, the lower and the propeller will tend to slow (Figure 7-30).
the propeller pitch. The oil pressure is always The flyweights in the propeller governor will slow
trying to maintain a low pitch; however, the down, because of a loss in centrifugal force, and
feathering springs and centrifugal counterweights the pilot valve will lower. This will allow more
are trying to send the propeller into the feathered oil pressure to the propeller pitch mechanism.
position. Propeller control is a balancing act of High oil pressure will result in a lower pitch.
opposing forces. A transfer gland is located on This in turn will cause an increase in propeller
the propeller shaft. This transfer gland allows rpm. The propeller will increase to its original
the oil to enter and exit the propeller dome area. rpm setting, the flyweights will then speed up,
Thus, the transfer gland is always replenishing and the pilot valve will return to its equilibrium
the oils supply to the propeller pitch mechanism or “onspeed” position, such as torque, interstage
with fresh warm oil. turbine temperature, compressor speed, and fuel
flow, correcting the held constant by changing
The primary propeller governor uses a set of the propeller blade angles. The cockpit propeller
rotating flyweights that are geared to the propeller lever adjusts where the equilibrium or “onspeed”
shaft. The flyweights act as a comparison to a condition will occur. The pilot can select any con-
desired reference speed of how fast the propeller stant propeller rpm from 1,600 to 1,900 rpm.
is turning. These flyweights are connected to a
free-floating pilot valve. The slower the flyweights
are turning in relation to the desired reference LOW PITCH STOP
speed, the lower the position of the pilot valve.
If the propeller and the flyweights turn faster, the It is easy for the pilot to determine when the propeller
additional centrifugal force makes the pilot valve blade angle is at the low pitch stop. Assuming the

OIL REVERSE
LEVER OVERSPEED
PROP
GOVERNOR
LEVER
PRIMARY PROP
GOVERNOR 1976 RPM
GOVERNOR NORMAL
1600 TO 1900 RPM PUMP
PILOT
VALVE
7 POWERPLANT
TO
BETA CASE
TO VALVE
CASE
AUTOFEATHER SOLENOID (N.C.)
LOW PITCH
(HIGH OIL PRESSURE)
TRANSFER
GLAND
Figure 7-28. Propeller Onspeed Diagram

OIL REVERSE
LEVER OVERSPEED
PROP
GOVERNOR
LEVER
PRIMARY PROP
GOVERNOR 1976 RPM
GOVERNOR NORMAL
PILOT
VALVE
TO
BETA CASE
TO VALVE
CASE
LOW PITCH
(HIGH OIL PRESSURE)
TRANSFER
GLAND
Figure 7-29. Propeller Overspeed Diagram

OIL REVERSE
LEVER OVERSPEED
PROP
GOVERNOR
LEVER
PRIMARY PROP
GOVERNOR 1976 RPM
GOVERNOR NORMAL
PILOT
VALVE
7 POWERPLANT
TO
BETA CASE
TO VALVE
CASE
LOW PITCH
(HIGH OIL PRESSURE)
TRANSFER
GLAND
Figure 7-30. Propeller Underspeed Diagram
propeller is not feathered or in the process of being into the propeller dome. Since this pressure causes
feathered, whenever the propeller rpm is below the low pitch and reversing, once it is blocked, a low pitch
selected governor rpm, the propeller blade angle is stop has been created. The low pitch stop is commonly
at the low pitch stop. referred to as the “Beta” valve. Furthermore, the valve
is spring-loaded to cause the propeller to feather in
This assumes that momentary periods of under-speed the event of mechanical loss of Beta valve control.
are not being considered. Rather, the propeller rpm is
below and staying below the selected governor rpm. The position of the low pitch stop is controlled
from the cockpit by the power lever. Whenever the
For example, if the propeller control is set at 1,900 power lever is at IDLE or above, this stop is set at
rpm but the propeller is turning at less than 1,900 approximately 12°. But bringing the power lever aft
rpm, the blade angle is at the low pitch stop. of IDLE progressively repositions the stop to lesser
blade angles.
On many types of airplanes, the low pitch stop is
simply at the low pitch limit of travel, determined Before reversing can take place, the propeller must
by the propeller’s construction. But with a reversing be on the low pitch stop. As the propellers reach
propeller, the extreme travel in the low pitch direction approximately 12°, the Beta valve is repositioned,
is past 0°, into reverse or negative blade angles creating the low pitch stop. The primary governor is
(Figure 7-31). Consequently, the low pitch stop on sensing an underspeed and is directing oil pressure
this propeller must be designed in such a way that it into the propeller dome. The Beta valve is controlling
can be repositioned when reversing is desired. oil flow into the primary governor, and is defining the
low pitch stop through oil pressure.
The low pitch stop is created by mechanical linkage
sensing the blade angle. The linkage causes a valve When blade angles less than approximately 12°, the
to close, which stops the flow of oil pressure coming linkage pulls the Beta valve actuator, readjusting the

POWER LEVER GROUND LOW PITCH STOP

COUNTERWEIGHT
CARBON FEATHER RETURN FORWARD

BLOCK SPRING FINE
PITCH
RING, ROD END
12˚ LOW
PITCH
STOP
7 POWERPLANT
GROUND
FINE
+3˚ MAXIMUM
GROUND
FINE
LOW- LOW-PITCH
PITCH STOP NUT MAXIMUM
STOP REVERSE
COLLAR
REVERSE RETURN
-10˚
SPRING
Figure 7-31. Low Pitch Stop Diagram
propeller blade angle as the Beta valve allows more The low pitch stop uses a mechanical linkage
oil into the propeller dome. The slip ring moves with to hydraulically control propeller blade angle.
the prop dome and will define the low pitch stop As the propeller blades reduce angle through
at a lower, or negative, blade angle. If blade angles approximately 20° of pitch, the flange mounted
less than approximately 12° are requested before the on the propeller dome contacts the nuts located on
propeller blades are on the low pitch stop, the slip ring the rods mounted on the slip ring. The propeller
will not move, and the reversing cable and linkage dome moves the slip ring forward, which in
may be damaged. turn activates the Beta valve, which controls oil
pressure into the propeller dome.
The region from 12° to –10° blade angle is referred to
as the Beta range. Riding in the slip ring is linkage which connects
the Beta valve with the slip ring, and the power
The Ground Fine range extends from +12° to +3°, levers via a cable. As the slip ring moves, the link-
and the engine’s compressor speed (N1) remains at age pivots about the end with the cable attached
the value it had when the power lever was at IDLE to it, with the Beta valve in the middle. For revers-
(low idle to high idle) based on condition lever posi- ing, the pilot repositions the linkage with the
tion. From +3° to –10° blade angle, the N1 speed power levers, which resets the low pitch stop.
progressively increases to a maximum value at –10°
blade angle of approximately +85% ±3%. When the Beta valve is controlling blade angle, oil
pressure supplied from the governor oil pump is
Low Pitch Stop Operation supplying pressure through the Beta valve to the
propeller dome. The Beta valve modulates the
During non-reversing operations, the low pitch amount of pressure entering the propeller dome,
stop prevents the propeller blades from reducing controlling the blade angle. The primary governor
the airflow over the empennage of the aircraft.

must be in the underspeed condition, allowing all to allow access to the Ground Fine and Reverse
of the pressure flowing from the Beta valve into the ranges on the ground. The hydraulic low pitch stop
propeller dome. If the underspeed condition did can be reset to allow the propeller to operate in the
not exist when lower blade angles are requested, Ground Fine and Reverse ranges while the aircraft
the Beta valve could not fully control the propel- is on the ground and the engines are operating.
ler blade angle, and the slip ring would not move
without help from the propeller blades. Since the When the power levers are lifted up and over the
propeller blades only contact the slip ring when idle detent into the Ground Fine range, the Beta
the blades are at the low pitch stop, the request for valve is repositioned. As the Beta arm moves back,
lower blade angles when the propellers are not on the Beta valve is opened, re-establishing oil flow
7 POWERPLANT
the low pitch stop will result in damage to the con- to the propeller dome. This allows the propeller
trol cable, as it cannot effect these changes alone. blade to move to a flatter pitch. As the propeller
blades move to a flatter pitch, the propeller dome
and slip ring continue forward, eventually moving
GROUND FINE AND REVERSE the Beta valve back into position to stop propeller
CONTROL blades. In summary, the position of the low pitch
stop is controlled by the power levers. When the
The geometry of the power lever linkage through power levers are set at idle or above, the stop is set
the cam box is such that power lever increments at approximately 12°. When the power levers are
from idle to full forward thrust have no effect on the moved aft of idle, however, the low pitch stop is
position of the Beta valve. When the power lever is repositioned to lesser blade angles.
moved from idle into the reverse range, it positions
the Beta valve to direct governor oil pressure to the The propeller can be feathered by moving the
propeller piston, decreasing blade angle through propeller lever full aft past the detent into the
zero into a negative range. The travel of the propel- feather range. The feathering action raises the
ler servo piston is fed back to the Beta valve to null pilot valve to the full up position. The oil pressure
its position and, in effect, provide infinite negative is released from the propeller pitch mechanism
blade angles all the way to maximum reverse. The and the propeller feathers. In this type of turbine
opposite will occur when the power lever is moved engine, the propeller shaft and N1 shaft are not
from full reverse to any forward position up to idle, connected. Thus, the propeller can be feathered
therefore providing the pilot with manual blade with the engine running at idle power. Without
angle control for ground handling. an autofeather system, in flight, the propeller will
maintain rpm unless it is manually feathered when
Ground Fine and Reverse the engine is shut down.
Control Operation There are situations where the propeller primary
When the blade angle reaches approximately 20°, governor cannot maintain the selected propeller
the flange extending from the dome makes contact rpm, such as final approach where power and
with the Beta nuts (Figure 7-32). As the propeller airspeed are being reduced. With the progressive
pitch angle continues to decrease, each flange on reduction of power and airspeed on final, the
the propeller dome pushes the nut and the attached propeller and rotating counterweights will tend to
Beta rod forward. As the rod moves forward, it go to the underspeed condition. In the underspeed
pulls the slip ring forward. In turn, a Beta valve condition the pilot valve will open, increasing
inside the governor is pulled into the oil pressure oil pressure to the dome, and the propeller pitch
cutoff position. The linkage is set to control the oil will decrease as power and airspeed are reduced.
pressure supply to the dome when the blade angle Since the reversible propeller is capable of
reaches low pitch stop. decreasing past 0° into negative or reverse blade
angles, the low pitch stop prevents the blade
If this system were fixed at the low pitch stop, the angle from decreasing beyond a predetermined
propeller could not be reset throughout the Beta value. When the propeller governor becomes
range. However, the low pitch stop can be adjusted incapable of maintaining the onspeed condition,

PROPELLER REV NOT READY

HIGH
CONTROL RPM
LEVER UP
LOW DOWN
RPM GEAR HANDLE
FEATHER
7 POWERPLANT
CONDITION HIGH
LEVER IDLE
PUMP BETA
VALVE
LOW
IDLE
CUT TO HYDRAULIC
OFF DRAIN TO OVERSPEED
CASE GOVERNOR
OIL IN
FUEL
CONTROL
POWER MAXIMUM
LEVER POWER
IDLE
CAM BOX
LOW-PITCH
GROUND STOP NUT
FINE (BETA NUT)
MAXIMUM
REVERSE
Figure 7-32. Beta Range and Reverse Diagram
the propeller rpm will fall below the selected 88%. Attempting to pull the power levers in reverse
governor rpm setting. with the propellers in feather will cause damage to
the reversing linkage of the power lever. Also, pull-
Assuming the propeller is not feathered, whenever ing the power levers into the reverse position on the
the propeller rpm is below the selected governor ground with the engines shut down will damage
setting, the propeller blade angle is at the low pitch the reversing system.
stop. The low pitch stop mechanism is created by
linkage that references the actual blade angle.
OVERSPEED GOVERNOR
Moving the power lever within the Ground Fine The overspeed governor provides protection
range adjusts propeller pitch. Moving the power against excessive propeller speed in the event of
levers within the reverse range adjusts propeller primary governor malfunction. Since the PT6’s
pitch and N1, up to the maximum N1 in reverse of

propeller is driven by a free turbine (independent the event of a primary governor failure. A hydrau-
of the engine’s), overspeed could occur if the lic overspeed governor (Figure 7-33) is located
primary governor were to fail. on the left side of the propeller reduction gear-
box. It has a set of flyweights and a pilot valve
The operating point of the overspeed governor is similar to those of the primary governor. If a run-
set at 1,976 rpm. If an overspeeding propeller’s away propeller’s speed were to reach 1,976 rpm,
speed reached 1,976 rpm, the overspeed gover- the overspeed governor flyweights would make
nor would control the oil pressure and pitch to its pilot valve rise. This would decrease the oil
prevent the rpm from continuing its rise. From a pressure at the propeller dome. The blade angle
pilot’s point of view, a propeller tachometer sta- would increase as necessary to prevent the rpm
7 POWERPLANT
bilized at approximately 1,976 would indicate from continuing its rise. Testing of the overspeed
failure of the primary governor and proper oper- governor at approximately 1,750 rpm is accom-
ation of the overspeed governor. The overspeed plished during runup by using the propeller
governor can be reset to approximately 1,750 governor test switch on the pilot’s left subpanel.
rpm for test purposes.
OVERSPEED GOVERNOR FUEL TOPPING GOVERNOR

OPERATION The fuel topping governor can also control an
overspeed condition and is set at 6% above the
If the primary propeller governor failed, an over- primary governor’s selected speed. In an over-
speed condition could occur. However, several speed condition, the fuel topping governor will
OIL REVERSE
LEVER OVERSPEED
PROP
GOVERNOR
LEVER
PRIMARY PROP 1976 RPM

GOVERNOR 1750 RPM NORMAL
GOVERNOR FAILED
PUMP (APPROX.
PILOT 1670 TO 1800 RPM)
VALVE IN TEST MODE
TO
BETA CASE
TO VALVE
CASE
LOW PITCH
(HIGH OIL PRESSURE)
TRANSFER
GLAND
Figure 7-33. Overspeed Governor Diagram
safety devices in the systems come into play in limit propeller rpm by decreasing pneumatic

pressure to the fuel control unit, reducing fuel

flow and engine speed as means of controlling
propeller rpm. In reverse, the fuel topping gov-
ernor is reset to 95% of selected rpm to insure
that the propeller will not reach the selected rpm.
The fuel topping governor will only prevent an
over-speed if the primary governor’s flyweights
are still operational.
POWER LEVERS
7 POWERPLANT
The power levers (Figure 7-34) are located on the
power lever quadrant (first two levers on the left
side) on the center pedestal. They are mechanically
interconnected through a cam box to the fuel control
unit, the Beta valve and follow-up mechanism, and
POWER LEVER GROUND LOW PITCH STOP
the fuel topping (NP) governor. The power lever
quadrant permits movement of the power lever from
idle to maximum thrust and in the Ground Fine and
Reverse ranges from idle to maximum reverse. Two FORWARD
gates in the power lever quadrant aft of the IDLE FINE
PITCH
position, prevent inadvertent movement of the
power lever into the GROUND FINE or REVERSE 12˚ LOW
ranges. The pilot must lift the power levers up and PITCH
STOP
over the first gate to select GROUND FINE, and up
and over the second gate to select REVERSE.
TOP OF
The function of the power levers is to establish REVERSE
a gas generator rpm through the gas generator RANGE
governor (NG) and a fuel flow that will produce MARKS
and maintain the selected N1 rpm. In the Beta or +3˚ MAXIMUM
GROUND FINE range, the power levers are used GROUND
to change the propeller blade angle, thus changing FINE
propeller thrust.
MAXIMUM
In the REVERSE range, the power lever: REVERSE
• Selects a blade angle proportionate to the

aft travel of the lever -10˚
• Selects an N1 that will sustain the selected
reverse power Figure 7-34. Power Levers
• Resets the fuel topping governor from its
normal setting of 106% to approximately between the power levers and the condition levers
95% of the primary governor setting on the center pedestal quadrant. The full forward
position sets the primary governor at 1,900 rpm.
Propeller Control Levers In the full aft position at the feathering detent, the
primary governor is set at 1,600 rpm. Intermediate
Propeller rpm, within the primary governor range propeller rpm positions can be selected by
of 1,600 to 1,900 rpm, is set by the position moving the propeller levers to the corresponding
of the propeller control levers (Figure 7-35). position, to select the desired rpm as indicated on
These levers, one for each propeller, are located

armed by a switch on the subpanel, placarded

“AUTOFEATHER” and “ARM-OFF-TEST,” the
completion of the arming phase occurs when
both power levers are advanced above 90%
N1, at which time a green AFX is displayed
in the ITT/TORQUE indicators on the MFD,
and green annunciators, placarded (L) and (R)
AUTOFEATHER on the Caution/ Advisory
annunciator panel will illuminate, indicating the
system is armed (Figure 7-37). The system will
7 POWERPLANT
remain inoperative as long as either power lever

is retarded below 90% N1 position. The system is
designed for use only during takeoff, climb, and
missed approach and should be turned off when
establishing cruise. When the system is armed
and the torque on a failing engine drops below
approximately 400 ft-lbs, the autofeather system
of the operative engine is disarmed causing its
Figure 7-35. Propeller Control Levers annunciators to extinguish. When the torque on
the failing engine drops below approximately
the propeller tachometer. These tachometers read 260 ft-lbs, the oil is dumped from the servo, the
directly in revolutions per minute. feathering spring and counterweights feather
the propeller, and the annunciators for the
A detent at the low rpm position prevents failed engine extinguish. The system may be
inadvertent movement of the propeller lever into tested on the ground using the spring-loaded
the feather position, indicated by the red and white TEST position of the switch. With the switch
stripes across the lever slots in the quadrant. At in the TEST position, the 90% N1 switches are
the full feather position, the levers position the disabled and the system will arm with the power
governor pilot valve to dump oil pressure from levers set at approximately 500 ft-lbs of torque.
the propeller hub, and allow the counterweights Retarding a single power lever will then simulate
and springs to position the propeller blades to the an engine failure and the resulting action of the
feather position. autofeather system can be checked as described
in Section 4, NORMAL PROCEDURES. Since
A detent at the low rpm position prevents inad- an engine is not actually shut down during a test,
vertent movement of the propeller lever into the the AUTOFEATHER annunciator for the engine
feather position, indicated by the red and white being tested will cycle on and off as the torque
stripes across the lever slots in the quadrant. At oscillates above and below the 260 ft-lb setting.
the full feather position, the levers position the (Figure 7-38).
governor pilot valve to dump oil pressure from
the propeller hub, and allow the counterweights
and springs to position the propeller blades to the
feather position.
AUTOFEATHER SYSTEM
The automatic feathering system provides a
means of immediately dumping oil pressure from
the propeller hub, thus enabling the feathering
spring and counterweights to start the feathering
action of the blades in the event of an engine
failure (Figure 7-36). Although the system is

TORQUE SWITCHES LESS THAN

POWER LEVER LESS THAN
400 FT LBS 200 FT LBS
SWITCHES
ARMING
RELAY
LEFT
N.C.
DUMP
VALVE
7 POWERPLANT
C/B ARM
OFF
AUTO- AUTOFEATHER
FEATHER LIGHTS
TEST
RIGHT
N.C.
DUMP
VALVE
ARMING
RELAY OVER
CLOSED AT HIGH N1 OVER
Figure 7-36. Autofeather System Diagram—Left Engine Failed and Feathering

SWITCHES
ARMING
RELAY
LEFT
N.C.
DUMP
VALVE
C/B ARM
OFF
AUTO- AUTOFEATHER
FEATHER LIGHTS
TEST
RIGHT
N.C.
DUMP
VALVE
ARMING
RELAY OVER
Figure 7-37. Autofeather System Diagram—Armed


SWITCHES
ARMING
RELAY
LEFT
N.C.
DUMP
VALVE
7 POWERPLANT
C/B ARM
OFF
AUTO- AUTOFEATHER
FEATHER LIGHTS
TEST
RIGHT
N.C.
DUMP
VALVE
ARMING
RELAY OVER
Figure 7-38. Autofeather Test Diagram
PROPELLER lever. Therefore, there is no indicating annunciator

SYNCHROPHASER SYSTEM light associated with the Type II system.
A Type II synchrophaser system is installed in To prevent either propeller from losing excessive
the King Air C90GTi and C90GTx. The propel- rpm if the other propeller is feathered while
ler synchrophaser automatically matches the rpm the synchrophaser is on, the synchrophaser has
of the two propellers and maintains the blades of a limited range of authority from the manual
one propeller at a predetermined relative position governor setting. In no case will the rpm fall
with the blades of the other propeller. The pur- below that selected by the propeller control lever.
pose of the system is to reduce propeller beat and Normal governor operation is unchanged, but
cabin noise from unsynchronized propellers. the synchrophaser will continuously monitor
propeller rpm and reset either governor as
required. Propeller rpm and position is sensed
Synchrophaser Operation by a magnetic pickup mounted adjacent to
The Type II synchrophaser system (Figure 7-39) each propeller spinner bulkhead. This magnetic
is an electronic system, certificated for takeoff pick-up will transmit electrical pulses once per
and landing. It is not a master-slave system, and revolution to a control box installed forward of
it functions to match the rpm of both propellers the pedestal.
and establish a blade phase relationship between
the left and right propellers to reduce cabin noise The control box converts any pulse rate differences
to a minimum. into correction commands, which are transmitted
to coils mounted close to the flyweights of each
The system cannot reduce rpm of either propeller primary governor. By varying the coil voltage, the
below the datum selected by the propeller control governor speed settings are biased until the prop
rpm’s exactly match. A toggle switch installed

LH PROP RH PROP
7 POWERPLANT
LH PRIMARY RH PRIMARY
GOVERNOR GOVERNOR
RPM AND PHASE CONTROL RPM AND PHASE

BOX
ON PROP SYNC
5A
OFF
Figure 7-39. Propeller Synchrophaser
adjacent to the synchroscope turns the system on. Indicating System (EIS) below the oil temperature
In the synchrophaser OFF position, the governors readout. It consists of a series of open boxes that
operate at the manual speed settings selected by slide right or left depending on which propeller
the pilot. To operate the synchrophaser system, is spinning faster. If the right propeller rpm is
synchronize the propellers manually or establish greater than the left, the boxes slide towards the
a maximum of 10 rpm difference between the right. With the left propeller rpm greater than
engines, then turn the synchrophaser on. The the right, the boxes slide towards the left. This
system may be on for takeoff and landing. movement, however, stops when the propellers
are synchronized or when an engine has failed.
To change rpm with the system on, adjust both
propeller controls at the same time. If the syn-
chrophaser is on but does not adjust the prop rpm
to match, the system has reached the end of its
range. Increasing the setting of the slow prop, or
reducing the setting of the fast prop, will bring
the speeds within the limited synchrophaser
range. If preferred, turn the synchrophaser switch
off, resynchronize manually, and turn the syn-
chrophaser on.
Propeller Synchroscope
A propeller synchroscope (Figure 7-40) is located Figure 7-40. Propeller Synchroscope
in the lower right hand corner of the Engine

NOTES
7 POWERPLANT

QUESTIONS
1. The PT6A engine compressor section 5. During ground operation at LO IDLE, you
consists of: note that ITT is exceeding 685°C. Which of
the following actions would you consider
A. Three axial stages combined with a sin-
best to reduce ITT?
gle centrifugal stage, and a compressor
turbine A. Move the propeller control lever to the
B. A single-stage turbine and a centrifugal low rpm position
7 POWERPLANT
compressor only B. Reduce accessory load or increase N1
C. A single-stage compressor turbine only rpm
D. Twin-spool, single-stage turbines C. Move the power lever into the ground
fine (Beta)/reverse range
2. The PT6A engine power section consists of: D. Shut down and have the propeller LO
IDLE stops checked
A. One compression stage and four turbine
stages.
6. When using maximum reverse power with
B. A single-stage power turbine. the prop lever full-forward, you would
C. A single-stage turbine and a centrifugal expect a maximum propeller rpm of:
compressor.
A. 1,900 rpm
D. Twin-spool, single-stage turbines.
B. 1,750 rpm
C. 1,825 rpm
3. The function of the reduction gear system is
to provide gear reduction: D. 2,000 rpm
A. For the propeller
7. During a ground start of the right engine, the
B. Between the compressor and the power IGNITION ON light should illuminate:
turbine
A. At 10% N1 rpm.
C. For the airplane’s accessory drive section
B. When the condition lever is moved to
D. Between the compressor and the com-
LO IDLE.
pressor turbine
C. At a stabilized 12% N1.
4. If a chip detector light illuminates, you must D. When the start switch is moved to the IGNI-
do one of the following: TION and ENGINE START position.
A. Continue normal flight operations and
8. When the AUTO-IGNITION switch is in the
have the filter checked after landing.
ARM position, ignition is:
B. Reduce torque to 500 foot-pounds for
the remainder of the flight. A. Continuous.
C. Monitor the engine instruments and, if B. Inactive but armed, if torque is greater
normal, no action is required. than 400 foot-pounds.
D. Shut the engine down and land as soon C. Controlled by the stall warning system.
as practical. D. Continuous when torque is greater than
400 foot-pounds.

9. After lift-off, if an autofeather is initiated,

the immediate requirement is to:
A. Continue to fly the airplane and allow
the propeller to feather and stop.
B. Move the power lever to idle.
C. Move the condition lever to cutoff.
D. Reduce electrical loads.
7 POWERPLANT
10. Which of the following is the most accurate

definition of Engine Torque Readout?
A. Power developed by the gas generator
B. Thrust supplied by the propeller
C. Ratio of compressor inlet to exhaust outlet
D. Power delivered to the propeller

CHAPTER 8
FIRE PROTECTION
CONTENTS
Page
INTRODUCTION................................................................................................................... 8-1
GENERAL............................................................................................................................... 8-1
FIRE DETECTION SYSTEM................................................................................................. 8-1
Fire Detection Test System............................................................................................... 8-3
FIRE EXTINGUISHING SYSTEM........................................................................................ 8-3
Fire Extinguisher Test System.......................................................................................... 8-3
8 FIRE PROTECTION
QUESTIONS........................................................................................................................... 8-5

ILLUSTRATIONS
Figure Title Page
8-1 Fire Detection System................................................................................................. 8-2

8-2 Fire Extinguishing System.......................................................................................... 8-4
8-3 Fire Extinguisher Cylinder Pressure Gage.................................................................. 8-4
8 FIRE PROTECTION

CHAPTER 8
FIRE PROTECTION
8 FIRE PROTECTION
INTRODUCTION
The aircraft fire protection system consists of engine fire detection and fire extinguishing sys-
tems. Cockpit controls and indicators monitor and operate the system.
GENERAL FIRE DETECTION

The fire protection chapter of the training manual SYSTEM
presents a description and discussion of the
airplane fire protection system and components. The fire detection system (Figure 8-1) is designed
The location and purpose of switches and to provide immediate warning in the event of
indicators are described. fire in either engine compartment. The detection
system is operable whenever the generator buses
are active.

The system consists of the following: three The six photoconductive-cell flame detectors are
photoconductive cells for each engine; a control sensitive to infrared radiation. They are positioned
amplifier for each engine; two red warning lights in each engine compartment so as to receive both
on the warning annunciator panel, one L ENG direct and reflected infrared rays, thus monitoring
FIRE and the other R ENG FIRE, along with a the entire compartment with only three photocells.
red FIRE annunciator located in each ITT/Torque Temperature level and rate of temperature rise are
engine display; a test switch on the copilot’s left not controlling factors in the sensing method.
subpanel; and a circuit breaker placarded FIRE
DET on the right side panel.
8 FIRE PROTECTION
FLAME
DETECTORS
FLAME
DETECTORS
Figure 8-1. Fire Detection System

Conductivity through the photocell varies in

direct proportion to the intensity of the infra-
FIRE EXTINGUISHING
red radiation striking the cell. As conductivity SYSTEM
increases, the amount of current from the elec-
trical system flowing through the flame detector TheThe optional engine fire extinguishing system
increases proportionally. To prevent stray light (Figure 8-2) incorporates an explosive cartridge
rays from signaling a false alarm, a relay in the inside the extinguisher of each engine. Each
control amplifier closes only when the signal engine has its own self-contained extinguishing
strength reaches a preset alarm level. When the system, which can be used only once between
relay closes, the appropriate left or right warn- rechargings. This system cannot be crossfed.
ing annunciators illuminate. When the fire has When the activation valve is opened, the
been extinguished, the cell output voltage drops pressurized extinguishing agent is discharged
below the alarm level and the relay in the control through a plumbing network which terminates in
amplifier opens. No manual resetting is required strategically located spray nozzles.
to reactivate the fire detection system.
The fire extinguisher control switches used to
activate the system are located on either side of
FIRE DETECTION TEST the annunciator panel. Their power is derived
SYSTEM from the hot battery bus. The detection system is
operable whenever the generator buses are active.
The rotary switch on the copilot’s left subpanel, But the extinguishing system can be discharged at
placarded TEST SWITCH-FIRE DET, has four
8 FIRE PROTECTION
any time, since it is operated from the hot battery
positions: OFF–3–2–1. (If the optional engine bus. Therefore, even though the airplane may be
fire extinguishing system is installed, the switch is parked with the engines off, the fire extinguishing
placarded TEST SWITCH–FIRE DET & FIRE EXT system may be discharged.
and the left side of the test switch will include LEFT–
EXT–RIGHT positions.) Each push-to-actuate switch incorporates three
indicator lenses. The red lens, placarded L (or) R
The three test positions for the fire detector system ENG FIRE EXT–PUSH, warns of the presence
are located on the right side of the switch. When of fire in the engine. The amber lens, placarded
the switch is rotated from OFF (down) to any D, indicates that the system has been discharged
one of these three positions, the output voltage of and the supply cylinder is empty. The green lens,
a corresponding flame detector in each engine placarded OK, is provided only for the preflight
compartment is increased to a level sufficient to test function.
signal the amplifier that a fire is present.
To discharge the cartridge, raise the break-away
The following should illuminate as the selector is wired clear plastic cover and press the face of
rotated through each of the three positions: the MAS- the lens. This is a one-shot system and will be
TER WARNING flasher, the L ENG FIRE and R ENG completely expended upon activation. The amber
FIRE warning annunciators and, if the optional engine D light will illuminate and remain illuminated,
fire extinguishing system is installed, the red lenses plac- regardless of battery switch position, until the
arded L ENG FIRE EXT–PUSH and R ENG FIRE pyrotechnic cartridge has been replaced.
EXT–PUSH on the fire-extinguisher activation switches.
The system may be tested anytime, either on the ground
or in flight. The TEST SWITCH should be placed in all FIRE EXTINGUISHER TEST
three positions, in order to verify that the circuitry for all SYSTEM
six fire detectors is functional. Illumination failure of all
the fire detection system annunciators when the TEST The fire extinguisher system test functions,
SWITCH is in any one of the three flame-detector-test incorporated in the rotary TEST SWITCH–FIRE
positions indicates a malfunction in one or both of the DET & FIRE EXT, test the circuitry of the fire
two detector circuits (one in each engine) being tested by extinguisher system. During preflight, the pilot
that particular position of the TEST SWITCH.. should rotate the TEST SWITCH to each of the

A
8 FIRE PROTECTION
FIRE
EXTINGUISHER
BOTTLE
PRESSURE
EXPLOSIVE GAGE
SQUIB
DETAIL A
Figure 8-2. Fire Extinguishing System
two positions (RIGHT EXT and LEFT EXT) and

verify the illumination of the amber D light and the
green OK light on each fire-extinguisher activation
switch below the glareshield. Illumination during
this check indicates that the bottle charge detector
circuitry and squib firing circuitry are operational
and that the squib is in place.
A gage, (Figure 8-3) calibrated in psi, is provided

on each supply cylinder for determining the level
of charge. The gages should be checked during
preflight. The cylinder and gages are located in
the main wheel wells. Figure 8-3. Fire Extinguisher
Cylinder Pressure Gage

QUESTIONS
1. How many times can the fire-extinguishing
system be fired between supply cylinder
recharges, per engine?
A. One
B. Two
C. Three
D. Four
2. The amber D light, when illuminated (other

than for test purposes), indicates:
A. The supply cylinder is full.
B. The supply cylinder is empty.
C. The supply cylinder is being discharged.
D. The supply cylinder is available for dis-
charge.
8 FIRE PROTECTION
3. The fire detection system is tested by the
flight crew using the TEST SWITCH. The
switch:
A. Supplies an electrical signal similar to
the one that the detectors send to the
warning annunciating system.
B. Heats up an infrared source by each
detector.
C. Merely checks the annunciator system
operation.
D. Directs a small amount of bleed air to
heat the detectors.
4. In the testing mode, if the TEST SWITCH is in

either LEFT or RIGHT EXT position, the green
OK light fails to illuminate, but the amber D
does illuminate, what does this mean?
A. The bottles are empty.
B. The lights are definitely burned out.
C. The generators are not powering the
supply bus.
D. The squib-firing circuitry may not work.

CHAPTER 9
PNEUMATICS
CONTENTS
Page
INTRODUCTION................................................................................................................... 9-1
DESCRIPTION........................................................................................................................ 9-1
ENGINE BLEED AIR PNEUMATIC SYSTEM.................................................................... 9-2
Pneumatic Air Source....................................................................................................... 9-3
Vacuum Air Source........................................................................................................... 9-3
Cabin Door Seal............................................................................................................... 9-4
SURFACE DEICE SYSTEM................................................................................................... 9-4
QUESTIONS........................................................................................................................... 9-8
9 PNEUMATICS

ILLUSTRATIONS
Figure Title Page
9-1 Pneumatic System Diagram........................................................................................ 9-2

9-2 Pneumatic Pressure Gage............................................................................................ 9-3
9-3 Gyro Suction Gage...................................................................................................... 9-3
9-4 Surface Deice Boot Installation................................................................................... 9-4
9-5 Surface Deice System Diagram................................................................................... 9-5
9-6 Surface Deice Controls................................................................................................ 9-6
9 PNEUMATICS

CHAPTER 9
PNEUMATICS
INTRODUCTION
9 PNEUMATICS
The pneumatic and vacuum systems are necessary for the operation of surface deicers, produc-
tion of vacuum, rudder boost, flight hourmeter, cabin door seal, pressurization controller, and
pressurization outflow and safety valves. Pilots need to know how the bleed air is distributed and
controlled for these various uses. This section identifies these systems and covers the pneumatic
manifold and controls in detail.
DESCRIPTION
The Pneumatic and Vacuum Systems section of The sources for pneumatic air, vacuum, and
the training manual presents a description and acceptable gage readings are discussed.
discussion of pneumatic and vacuum systems.

ENGINE BLEED AIR

PNEUMATIC SYSTEM
The pneumatic system in Beechcraft King Airs High-pressure bleed air from each engine
provides support for several operations on the compressor section, regulated at 18 psi, supplies
airplane. These operations include surface deice, pressure for the surface deice system, rudder boost,
rudder boost, escape hatch seal, and the door seal. escape hatch and door seals, and vacuum source
Pneumatic pressure is used to create a vacuum (Figure 9-1). Vacuum for the flight instruments is
source for the air-driven gyros, pressurization derived from a bleed-air ejector. One engine can
control, and deflation of the deice boots. supply sufficient bleed air for all these systems.
LEGEND
HP BLEED AIR
REGULATED AIR MEDIUM PRESSURE (16-30 PSI)
REGULATED AIR LOW PRESSURE (0-15 PSI)
VACUUM PRESSURE
RIGHT SQUAT
SWITCH
PRESSURE (OPEN IN FLIGHT)
SWITCH (N/C)
DEICE
DEICE
DISTRIBUTOR
BOOTS
VALVE
LANDING GEAR EJECTOR

HYDRAULIC FILL CAN
LEFT SQUAT VACUUM

SWITCH REGULATOR
4 PSI (CLOSED ON
PRESSURE GROUND) PRESSURIZATION
REGULATOR (N/C) CONTROLLER,
OUTFLOW, AND
SAFETY VALVES
9 PNEUMATICS
AIRSTAIR DOOR EMERGENCY EXIT

SEAL LINE SEAL LINE
R SERVO
RUDDER
BOOST VALVES (N/C)
13 PSI SYSTEM
PRESSURE L SERVO
REGULATOR
CHECK VALVE 18 PSI CHECK VALVE

PRESSURE
REGULATOR
∆P SWITCH
LEFT ENGINE RIGHT ENGINE
50 PSID
Figure 9-1. Pneumatic System Diagram

During single-engine operation, a check valve in

the bleed air line from each engine prevents flow
back through the line on the side of the inopera-
tive engine. A suction gage calibrated in inches
of mercury, on the copilot’s subpanel, indicates
instrument vacuum (GYRO SUCTION). To the
right of the suction gage is a PNEUMATIC PRES-
SURE gage, calibrated in pounds per square inch,
which indicates the air pressure available.
PNEUMATIC AIR SOURCE

Bleed air at a maximum rate of 90 to 120 psi Figure 9-2. Pneumatic Pressure Gage
pressure is obtained from both engines, and flows
through pneumatic lines to a common manifold
in the fuselage. Check valves prevent reverse flow The vacuum regulator is in the nose compartment
during single engine operation. on the left side of the pressure bulkhead. The
valve is protected by a foam filter.
Downstream from the manifold, the bleed
air passes through an 18 psi regulator which With one engine running at 70 to 80% N1, the
incorporates a relief valve set to operate at 21 psi vacuum gage on the copilot’s right subpanel
in case of regulator failure. This regulated bleed normally should read approximately 5.9 +0/–0.2
air is used to supply pneumatic pressure to inflate inches Hg.
the surface deicers, escape hatch and door seals,
and to provide flow and pressure for the vacuum The vacuum line for the instruments is routed
ejector. through a suction relief valve that is designed to
admit into the system the amount of air required
Bleed air is extracted from the P3 tap of the to maintain sufficient vacuum for proper operation
engine at a temperature of approximately 450°F. of the instruments. A GYRO SUCTION gage
It is cooled to approximately 70° above ambient (Figure 9-3), which is calibrated in inches Hg
temperature at the manifold in the fuselage due to and is on the copilot’s right subpanel, indicates
heat transfer in the pneumatic plumbing. instrument vacuum.
Ordinarily, the pressure regulator valve, which
9 PNEUMATICS
is under the right seat deck immediately forward
of the main spar, will provide 18 +/-1 psi with
the engine running at 70 to 80% N1. The PNEU-
MATIC PRESSURE gage on the copilot’s right
subpanel is provided to allow monitoring of the
system pressure (Figure 9-2).
VACUUM AIR SOURCE

Vacuum is obtained from the vacuum ejector. The
ejector is capable of supplying from 15 inches Hg
vacuum at sea level, to 6 inches Hg vacuum at Figure 9-3. Gyro Suction Gage
31,000 feet. The ejector supplies vacuum for the
pressurization control system at a regulated 4.3 to
5.9 inches Hg through a regulator valve.

CABIN DOOR SEAL Each wing has a leading-edge boot. The tail
section has boots on the left and right segments
The entrance door to the cabin and the escape hatch of the horizontal stabilizer and on the vertical
uses air from the pneumatic system to inflate the stabilizer.
seals after the airplane lifts off the ground. Pneu-
matic air is tapped off the manifold downstream The surface deice system removes ice
of the 18 psi pressure regulator. The regulated air accumulations from the leading edges of
then passes through a 4 psi regulator and to the the wings and stabilizers. Ice is removed by
normally-open valve that is controlled by the left alternately inflating and deflating the deice boots
landing gear safety switch. When the airplane lifts (Figure 9-5). Pressure-regulated bleed air from
off, the landing gear switch opens the valve to the the engines supplies pressure to inflate the boots.
door and hatch seals, and the seals inflate. A venturi ejector, operated by bleed air, creates
a vacuum to deflate the boots and hold them
down while not in use. To assure operation of
SURFACE DEICE the system in the event of failure of one engine,
SYSTEM a check valve is incorporated in the bleed-air
line from each engine to prevent loss of pressure
The leading edges of the wings and horizontal through the compressor of the inoperative engine.
stabilizer are protected against an accumulation Inflation and deflation phases are controlled by a
of ice buildup. However, the winglets on the distributor valve.
C90GTx are not protected (Figure 9-4). Inflatable
boots attached to these surfaces are inflated when A three-position switch in the ICE PROTECTION
necessary by pneumatic pressure to break away group on the pilot’s subpanel, placarded
the ice accumulation, and are deflated by vacuum. SURFACE DEICE–SINGLE–OFF MANUAL,
The vacuum is always supplied while the boots controls the deicing operation (Figure 9-6). The
are not in use and are held tightly against the switch is spring-loaded to return to the OFF
wing. Vacuum pressure is overcome by pneumatic position from SINGLE or MANUAL. When
pressure when the boots are inflated. the SINGLE position is selected, the distributor
9 PNEUMATICS
Figure 9-4. Surface Deice Boot Installation

LEGEND
PRESSURE OR VACUUM
PRESSURE LINES
VACUUM LINES
9 PNEUMATICS
Figure 9-5. Surface Deice System Diagram

valve opens to inflate the boots. The wing boots A single circuit breaker on the copilot’s side panel,
will inflate for approximately six seconds and receiving power from the center bus, supplies the
then the tail will inflate for approximately four electrical operation of both boot systems. Should
seconds. When both sets of boots have inflated the timer fail in the inflated position, the surface
and deflated, the single cycle is complete. deice circuit breaker may be used as a manual
control. Pull the circuit breaker out to deflate the
When the switch is held in the MANUAL boots, and push in to inflate them. Treat the circuit
position, all the boots will inflate simultaneously breaker as a manual control.
and remain inflated until the switch is released.
The switch will return to the OFF position when For most effective deicing operation, allow at
released. After the cycle, the boots will remain least 1/2 inch of ice to form before attempting ice
in the vacuum hold-down condition until again removal. Very thin ice may crack and cling to the
actuated by the switch. boots instead of shedding. Subsequent cyclings
of the boots will then have a tendency to build up
Electrical power to the boot system is required a shell of ice outside the contour of the leading
for the control valve to inflate the boots in either edge, thus making ice removal efforts ineffective.
single-cycle or manual operation. With a loss of
this power, the vacuum will hold them tightly
against the leading edge.
9 PNEUMATICS
Figure 9-6. Surface Deice Controls

QUESTIONS
1. To what systems does the pneumatic system
supply bleed air?
A. Electrical and hydraulics
B. Air data computer
C. Vacuum, flight hour meter, door
seal, surface deice, rudder boost, and
hydraulic reservoir
D. Windshield, radiant heat, flight controls
2. Where does the negative pressure for the

vacuum system originate?
A. 18 psi regulator
B. Pneumatic venturi ejector
C. Refrigerant compressor
D. Safety/dump valve
3. A bleed-air leak could result in a decrease

in “__________” and an increase in
“__________”
A. Engine torque, N1
B. Engine rpm, ITT
C. Engine temperature, N1
D. Engine torque, ITT
4. What is the maximum operating pressure

limit of the pneumatic system?
A. 12 psi
9 PNEUMATICS
B. 18 psi
C. 6 psi
D. 21 psi
5. From sea level to 15,000 feet MSL, what

is the normal vacuum range of the vacuum
system?
A. 3.0-4.3 in. Hg
B. 3.0-4.3 psi
C. 4.3-5.9 in. Hg
D. 4.3-5.9 psi

CHAPTER 10
ICE AND RAIN PROTECTION
CONTENTS
Page
INTRODUCTION................................................................................................................. 10-1
GENERAL............................................................................................................................. 10-1
ICE PROTECTION SYSTEMS............................................................................................ 10-4
Description and Operation............................................................................................. 10-4
Surface Deice System..................................................................................................... 10-4
Propeller Deice System.................................................................................................. 10-5
Windshield Anti-Ice System........................................................................................... 10-6
Windshield Wipers......................................................................................................... 10-8
Engine Anti-Ice System.................................................................................................. 10-8
Anti-Ice Controls..........................................................................................................10-10
Engine Auto ignition System........................................................................................10-11
Engine Air Inlet Lip Heat ............................................................................................10-11
Pitot Mast Heat.............................................................................................................10-12
Fuel Heat......................................................................................................................10-12
Stall Warning Anti-Ice..................................................................................................10-13
Wing Ice Lights ...........................................................................................................10-14
Precautions During Icing Conditions...........................................................................10-14
QUESTIONS.......................................................................................................................10-16
10 ICE AND RAIN
PROTECTION

ILLUSTRATIONS
Figure Title Page
10-1 Ice and Rain Protection Required Equipment........................................................ 10-2

10-2 Ice and Rain Proctection Controls......................................................................... 10-3
10-3 Propeller Electric Deice System............................................................................ 10-5
10-4 Windshield Installation.......................................................................................... 10-6
10-5 Windshield Anti-ice Diagram................................................................................ 10-6
10-6 Windshield Anti-ice Switches................................................................................ 10-7
10-7 Windshield Anti-ice Diagram—Normal Heat....................................................... 10-7
10-8 Windshield Anti-ice Diagram—High Heat............................................................ 10-7
10-9 Windshield Wipers................................................................................................. 10-8
10-10 Inertial Separator in Retract Position..................................................................... 10-9
10-11 Inertial Separator in Extend Position..................................................................... 10-9
10-12 Anti-Ice Controls................................................................................................ 10-10
10-13 Caution and Advisory Annunciators................................................................... 10-10
10-14 Engine Auto Ignition Switches........................................................................... 10-11
10-15 Engine Air Inlet Lip Heat.................................................................................... 10-11
10-16 Pitot Mast and Heat Controls.............................................................................. 10-12
10-17 Fuel System Anti-ice........................................................................................... 10-13
10-18 Stall Warning Vane and Heat Control................................................................. 10-14
10-19 Wing Anti-ice Lights........................................................................................... 10-14
10 ICE AND RAIN
PROTECTION

CHAPTER 10
INTRODUCTION
Flight in known icing conditions requires knowledge of conditions conducive to icing, and of all
anti-ice and deice systems available to prevent excessive ice from forming on the airplane. This
section identifies these systems with their controls and best usage.
GENERAL
This chapter presents a description and discussion are included. This also includes information
of the airplane ice and rain protection systems. All concerning preflight deicing and defrosting.
of the anti-ice and deice systems in this airplane
are described, showing location, controls, and how The Beechcraft King Air C90GTi and C90GTx are
10 ICE AND RAIN
they are used. FAA-approved for flight in known icing conditions

PROTECTION
when the required equipment is installed and

The purpose of this chapter is to acquaint the pilot operational (Figure 10-1). The Required Equipment
with all the systems available for flight in icing or for Various Conditions of Flight List, contained in
heavy rain conditions, along with their controls. the “Limitations” section of the Pilot’s Operating
Procedures in case of malfunction in any system Handbook, lists the necessary equipment.

SURFACE
DEICE BOOTS
WINDSHIELD
ANTI-ICE
SURFACE
DEICE BOOTS
PROP DEICE
PITOT
HEAT ENGINE INLET
ANTI-ICE
VFR DAY
VFR NIGHT
SYSTEM AND/OR COMPONENT IFR DAY
IFR NIGHT
ICING CONDITIONS
1. ALTERNATE STATIC AIR SYSTEM 0 0 1 1 1

2. ENGINE AUTO-IGNITION SYSTEM AND ANNUNCIATOR 2 2 2 2 2
3. ENGINE ANTI ICE SYSTEM AND ANNUNCIATORS 2 2 2 2 2
4. HEATED FUEL VENT 0 0 2 2 2
5. HEATED WINDSHIELD (LEFT) 0 0 0 0 1
6. PITOT HEAT 0 0 2 2 2
7. PNEUMATIC PRESSURE INDICATOR 0 0 1 1 1
8. STALL WARNING HEATER 0 0 0 0 1
9. SURFACE DEICER SYSTEM 0 0 0 0 1
10 ICE AND RAIN
PROTECTION
10. PROPELLER DEICER SYSTEM 0 0 0 0 1

11. WING ICE LIGHT (LEFT) 0 0 0 0 1
Figure 10-1. Ice and Rain Protection Required Equipment

The ice and rain protection controls are grouped

on the pilot’s and copilot’s subpanels, except the
windshield wiper control, which is overhead
(Figure 10-2).
10 ICE AND RAIN

PROTECTION
Figure 10-2. Ice and Rain Proctection Controls

ICE PROTECTION A heating element in both pitot masts prevents

the pitot openings from becoming clogged with
SYSTEMS ice. The heating elements are connected to the
airplane electrical system through two 5-ampere
circuit-breaker switches.
DESCRIPTION AND
OPERATION
SURFACE DEICE SYSTEM
There are seven pilot-controlled anti-ice/deice
systems: The leading edges of the wings and tail stabilizers
are protected against ice accumulation.
• Surface Deice System
• Propeller Deice System Inflatable boots on these surfaces are inflated
when necessary by pneumatic pressure, which
• Windshield Anti-Ice System breaks away the ice accumulation, and are deflated
• Engine Anti-Ice System by pneumatic-derived vacuum. The vacuum is
always supplied while the boots are not in use and
• Pitot Mast Heat are held tightly against the aircraft skin.
• Fuel Heat
• Stall Warning Anti-Ice CAUTION
The airplane is equipped with a variety of ice and Never take off or land with the boots
rain protection systems that can be utilized during inflated. Do not operate deice boots
operation under inclement weather conditions. when outside air temperature (OAT) is
Electrical heating elements embedded in the below –40°C (–40°F).
windshield provide adequate protection against
the formation of ice, while air from the cabin
heating systems prevents fogging, to ensure There are five boots in total for this system. One
visibility during operation under icing conditions. boot on the outboard section of each wing, one on
Heavy-duty windshield wipers for both the pilot each side of the horizontal stabilizer, and one on
and copilot provide further visibility during rainy the vertical stabilizer.
flight and ground conditions.
The three-position DEICE CYCLE SINGLE–
Pneumatic deicer boots on the wings and on the OFF– MANUAL switch in the ice protection
vertical and horizontal stabilizers remove the group controls boot operation. The switch
formation of ice during flight. Regulated bleed-air is spring-loaded to the center OFF position.
pressure and vacuum are cycled to the pneumatic When approximately 1/2 to 1 inch of ice has
boots for the inflation-deflation cycle. The selector accumulated, the switch must be selected to
switch that controls the system permits automatic the SINGLE cycle (up) position and released.
single-cycle operation or manual operation. Pressure-regulated bleed air from the engine
compressors supply air through a distributor
Ice protection for the engine is provided by an inertial valve to inflate the wing boots. After an inflation
separation system utilizing an electrical actuator. period of 6 seconds, an electronic timer switches
Should the main electrical actuator motor fail, a the distributor to deflate the wing boots with
standby actuator motor is provided. The leading- vacuum, and a 4-second inflation begins in the
horizontal and vertical stabilizer boots. After the
10 ICE AND RAIN
edge lip of the engine air inlet is continuously

boots inflate and deflate, the cycle is complete
PROTECTION
anti-iced by engine exhaust air. The propellers are

protected against icing by electrothermal boots on and all boots are again held tightly by vacuum
each blade that automatically cycle to prevent the against the wings and horizontal stabilizer. The
formation of ice. spring-loaded switch must be selected up again
for another cycle to occur.

If the boots fail to function sequentially, they can boot operation. The boot system requires electri-
be operated manually by positioning the DEICE cal power to inflate the boots in either single-cycle
CYCLE SINGLE–OFF– MANUAL switch to or manual operation. If power is lost, the vacuum
MANUAL. Pressing and holding the switch to holds them tightly against the leading edge.
MANUAL inflates all the boots simultaneously.
When the switch is released, it returns to the
spring-loaded OFF position, and each boot is PROPELLER DEICE SYSTEM
deflated and held by vacuum. The propeller electric deice system includes: an
electrically heated boot for each propeller blade,
Each engine supplies a common bleed-air slip rings, brush assemblies, timer, on-off switch,
manifold. To ensure the operation of the system and an ammeter (Figure 10-3).
if one engine is inoperative, a check valve is in
the bleed-air line from each engine to prevent When the switch is turned on, the ammeter
loss of pressure through the compressor of the registers the amount of current (18 to 24 amperes)
inoperative engine. passing through the system. If the current rises
beyond the limitations, a circuit-breaker switch
A single circuit breaker on the copilot side panel, or current limiter will shut off power to the deice
receiving power from the CENTER bus, supplies timer. The current flows from the timer through
the electrical operation of both boot systems. the brush assemblies to the slip rings, where it
The boots operate most effectively when approxi- is distributed to the individual propeller deicer
mately 1/2 to 1 inch of ice has formed. Very thin boots.
ice cracks and can cling to the boots and/or move
aft onto unprotected areas. When operated manu- Heat produced by the heating elements in the
ally, the boots cannot be left inflated longer than deicer boots reduces the adhesion of the ice.
necessary to eliminate the ice, as a new layer of Adhesion thus reduced, the ice is removed by the
ice can begin to form on the expanded boots and centrifugal effect of the propeller and the blast of
become unremovable. If one engine is inoperative, the airstream.
the loss of its pneumatic pressure does not affect
LEFT PROP RIGHT PROP
ELECTRIC
HEAT
PROP TIMER PROP LOCKOUT
AMMETER CIRCUIT
FDECGB
10 ICE AND RAIN
5A
PROTECTION
Figure 10-3. Propeller Electric Deice System

NOTE The windshields are protected against icing by

electrical heating elements (Figure 10-5). The
The heating sequences for the deice heating elements are connected at terminal
boots noted in the following section are blocks in the corner of the glass to the wiring
the sequences which are in evidence leading to the control switches mounted in the
during normal operation. pilot’s right subpanel.
WINDSHIELD
Power to the deice boots is cycled in 90-second 50A
phases. The first 90-second phase heats all the
T
deice boots on one propeller. The second phase LOW
heats all the deice boots on the opposite propel- HEAT
RELAY
ler. The deice time completes one full cycle every
three minutes. As the deice timer moves from one
phase to the next, a slight momentary deflection
of the propeller ammeter needle may be noted.
Propeller deice must not be operated when the
(F.S. 84
propellers are static. HIGH
HEAT RELAY PANEL)
WINDSHIELD ANTI-ICE
NORMAL
SYSTEM 5A
HIGH
The pilot’s and copilot’s windshields each have TEMPERATURE

CONTROLLER
independent controls and heating circuits. The LOW = 360 IN2 AT 2.4 WATTS/IN2
HIGH = 265 IN2 AT 4.5 WATTS/IN2
control switch allows the pilot to select a high or
a low intensity heat level.
Figure 10-5. Windshield Anti-ice Diagram
The windshields are composed of three physical
layers (Figure 10-4). The inner layer is a thick
panel of glass that acts as the structural member. A transparent material (usually stannic
The middle layer is a polyvinyl sheet which oxide) which has high electrical resistance
carries the fine wire heating grids. The outer is incorporated in the laminations of each
layer is a protective layer of glass bonded to the windshield, pilot’s and copilot’s. Each windshield
first two layers. The outside of the windshield is also fitted with electrical connections for the
is treated with a static discharge film called a resistive material and for temperature-sensing
“NESA coating.” elements. The resistive material is arranged
so as to provide primary heated surfaces and
secondary heated surfaces.
PILOT and COPILOT WSHLD ANTI-ICE

switches in the ICE PROTECTION group on
the pilot’s inboard subpanel are used to control
windshield heat (Figure 10-6). They have
positions labeled “NORMAL,” “OFF,” and “HI.”
When the PILOT and COPILOT switches are in
the NORMAL (up) position, the secondary areas
10 ICE AND RAIN
of the windshields are heated. When the switches

PROTECTION
are in the HI (down) position, the primary areas

are heated. The primary areas are smaller areas
and are heated faster to the same temperatures as
the NORMAL position.
Figure 10-4. Windshield Installation

WINDSHIELD
50A
LOW
HEAT
RELAY
HIGH
HEAT RELAY
NORMAL
5A
HIGH
TEMPERATURE
CONTROLLER
2 2
LOW = 360 IN AT 2.4 WATTS/IN
HIGH = 265 IN2 AT 4.5 WATTS/IN2
Figure 10-7. Windshield Anti-ice

Figure 10-6. Windshield Anti-ice Switches Diagram—Normal Heat
WINDSHIELD
Each switch must be lifted over a detent before 50A
it can be moved into the HI position. This lever- T
lock feature prevents inadvertent selection of LOW

HEAT
the HI position when moving the switches from RELAY
NORMAL to the OFF (center) position.
Windshield temperature is controlled

automatically by the use of a temperature-sensing
element embedded in each windshield, and a HIGH
HEAT RELAY
temperature controller in each windshield circuit.
The temperature controllers operate between
90° and 110ºF to maintain the desired mean NORMAL
temperature of the windshield heating surfaces. 5A

HIGH
When the low level of heating is selected, TEMPERATURE

CONTROLLER
an automatic temperature controller senses 2
LOW = 360 IN AT 2.4 WATTS/IN 2
the windshield and attempts to maintain it at HIGH = 265 IN2 AT 4.5 WATTS/IN2
approximately 90° to 110ºF. It does so by energizing

the “low” heat relay as necessary. In this mode, the
Figure 10-8. Windshield Anti-ice
entire windshield is heated (Figure 10-7).
Diagram—High Heat
When the high level of heating is selected, the
same temperature controller senses the windshield The power circuit of each system is protected by
temperature and attempts to maintain it at 90° to 50-ampere current limiters located in the power
10 ICE AND RAIN
110ºF. In this mode, however, the controller will distribution panel. Windshield heater control
PROTECTION
energize the high heat relay switch, which applies circuits are protected with 5-ampere circuit
the electrical heat to a more concentrated but breakers located on a panel mounted on the
more essential viewing area of the windshield. In forward pressure bulkhead (forward of the pilot’s
high, approximately two-thirds of the windshield left subpanel).
is heated at the outboard portion (Figure 10-8).

Windshield heat may be used at any time and

in any combination. Use of windshield heat,
however, may cause erratic operation of the
magnetic compass because of the electrical field
created by the heating elements.
CAUTION
In the event of windshield icing dur-
ing sustained icing conditions, it may
be necessary to reduce the airspeed in
order to keep the windshield ice-free.
WINDSHIELD WIPERS
Separate windshield wipers are mounted on
the pilot’s and copilot’s windshield. The dual
wipers are driven by a mechanism operated by a
single electric motor, all located forward of the
instrument panel.
The windshield wiper control is located on the Figure 10-9. Windshield Wipers
overhead light control panel (Figure 10-9). It pro-
vides the wiper mechanism with SLOW, FAST,
When in icing conditions with the ice vane in the
OFF, and PARK positions. The wipers may be
extend position (Figure 10-11), the ice vane is
used either on the ground or in flight, as required.
positioned to create a venturi effect and introduces
The wipers must not be operated on a dry wind-
a sudden turn into the engine. At the same time
shield. The windshield wiper circuit breaker is on
the bypass door in the lower cowling at the aft end
the copilot’s right-side circuit-breaker panel in
of the air duct is open.
the WEATHER group (Figure 10-9).
As the ice particles or water droplets enter the air
ENGINE ANTI-ICE SYSTEM inlet, the airstream with these particles is accel-
erated by the venturi effect. Due to their greater
ENGINE ANTI-ICE SYSTEM an inertial vane mass, and therefore greater momentum, the fro-
system of separators is installed on each engine to zen moisture particles accelerate past the screen
prevent ice, or other foreign objects such as dust area and are discharged overboard through the
or gravel, from entering the engine inlet plenum bypass door. The airstream, however, makes the
or ice accumulating on the engine inlet screen. sudden turn free of ice particles and enters the
A movable vane and a bypass door are closed engine through the inlet screen.
(retracted) for normal flying conditions (Figure
10-10).
At temperatures above +5ºC, the ice vane and

door should be in the retract position, as ice
10 ICE AND RAIN
formation is unlikely.
PROTECTION

Figure 10-10. Inertial Separator in Retract Position
10 ICE AND RAIN

PROTECTION
Figure 10-11. Inertial Separator in Extend Position

ANTI-ICE CONTROLS The vanes have only two positions; there are no
intermediate positions. The system is monitored by
The ice vane and bypass doors are extended L and R ENG ANTI-ICE (green) and L and R ENG
or retracted simultaneously through a linkage ICE FAIL (yellow) annunciators (Figure 10-13).
system connected to electric actuators. The Illumination of the L and R ENG ANTI-ICE
actuators are energized through switches in the annunciators indicate that the system is actuated.
ICE PROTECTION group located on the pilot’s
left subpanel (Figure 10-12). The ICE VANE
switches extend the separators in the on position
and retract them in the OFF position, which is
used for all normal flight operations.
Figure 10-12. Anti-Ice Controls
The ice vanes should be extended whenever there

is visible moisture at +5ºC. When the ice vanes
are extended, the two green advisory annunciators Figure 10-13. C
aution and Advisory
will illuminate, and because the airflow into the Annunciators
engine will be restricted, there will be a drop
in torque and a slight increase in ITT. When
the ice vanes and bypass doors are retracted, Illumination of the L or R ENG ICE FAIL
the annunciators will extinguish, torque will be annunciator indicates that the system did not
restored, and ITT will decrease. operate to the desired position. Immediate
illumination of the L or R ENG ICE FAIL
The anti-ice vanes are controlled by switches annunciator indicates loss of electrical power,
located on the left subpanel. The LEFT and whereas delayed illumination indicates an
RIGHT ENGINE ANTI-ICE switches have inoperative actuator.
positions labeled “ON” and “OFF,” while the
ACTUATORS switch has positions labeled The yellow ENG ICE FAIL annunciator cir-
“STANDBY” and “MAIN.” cuit compares the ANTI-ICE switch position
to the microswitches checking ice vane open or
The actuators have dual motors to provide a closed. After a 35-second delay, the annunciator
redundant system. The ACTUATORS switch will illuminate if the switch position and micro-
10 ICE AND RAIN
allows the selection of either the MAIN or switches do not agree. In addition, if the power
PROTECTION
STANDBY actuator motor. The main and standby source for the actuator system selected (MAIN
actuators have different circuitry but share the or STANDBY) is removed, the ICE VANE FAIL
same torque tube drive system. light will illuminate immediately. In either event,
the STANDBY actuator should be selected.

ENGINE AUTO IGNITION system is energized. During ground operation,

SYSTEM the system should be turned off to prolong the life
of the igniter units.
The engine auto ignition system provides
automatic ignition to attempt a restart should a
flame-out occur. Once armed, the system ensures ENGINE AIR INLET LIP HEAT
ignition during takeoff, landing, turbulence, and The lip around each air inlet is heated by hot
penetration of icing or precipitation conditions. exhaust gases to prevent the formation of ice
Should ice or rain cause an engine flameout, auto during inclement weather (Figure 10-15).
ignition will automatically reignite the engine.
The switches used to arm the auto ignition system

are located on the pilot’s left subpanel, above the
ice vane switches and just to the left of the control
column (Figure 10-14). The system is activated by
moving the switches into the up or ARM position.
Each switch must be lifted over a lock-out EXHAUST GASES
barrier before it can be moved into, or out of, the FLOW DIRECTION
ARM position. This lever-lock feature prevents
inadvertent movement to the OFF position.
ENGINE
EXHAUST
STACK
PITOT COWLING
Figure 10-15. Engine Air Inlet Lip Heat
A scoop in the left engine exhaust stack deflects

the hot exhaust gases downward into the hollow
lip tube that encircles the engine air inlet. The
gases are expelled through a line into the right
exhaust stack, where they move out with the
engine exhaust gases.
Figure 10-14. E
ngine Auto Heat will flow through the inlet whenever the
Ignition Switches engine is running.
10 ICE AND RAIN
PROTECTION
If, for any reason, engine torque falls below four

hundred foot-pounds, electrical power is provided
to energize the engine igniters. As this happens,
the green IGNITION ON annunciator on the
panel will illuminate, indicating that the ignition

PITOT MAST HEAT A failure is indicated by the illumination of the L

PITOT HEAT or R PITOT HEAT annunciator in
Two pitot masts located on the nose of the aircraft the warning/caution/advisory annunciator panel.
contain heating elements to protect against ice Illumination of these annunciators indicates that
accumulation (Figure 10-16). The pitot masts pitot mast heat is inoperative. The annunciators
are electrically heated to ensure proper airspeed will also illuminate anytime the PITOT switches
is indicated during icing conditions. Pitot heat is are in the OFF position.
controlled by two circuit-breaker switches located
on the pilot’s right subpanel. The two switches The pitot heat system should not be operated on
placarded “PITOT,” one for the left mast and one the ground, except for testing or for short inter-
for the right, are located next to the stall warning vals to remove snow or ice from the mast. Pitot
anti-ice switch. They are two-position switches, heat should be turned on for takeoff and can be
with down being OFF and up being ON. left on in flight during icing conditions, or when-
ever icing conditions are expected. If during flight
at altitude there is a gradual reduction in airspeed
indication, there may be pitot icing. If turning on
the pitot heat restores airspeed, leave the pitot
heat on because icing conditions exist. With many
pilots, it is standard practice to keep the pitot heat
on during all flights at higher altitudes to prevent
pitot icing.
FUEL HEAT
There are several anti-ice systems to protect fuel
flow through the fuel lines to the engine (Figure
10-17). Without heat, moisture in the fuel could
freeze and diminish or cut off the fuel flow to the
engines in freezing temperatures.
Ice formation in the fuel vent system is prevented

by electrically heated vents in each wing. The fuel
vent heat is operated by left and right switches
located in the ICE PROTECTION group on the
pilot’s right subpanel. These switches should
be turned on whenever ice is anticipated or
encountered.
A portion of the fuel control unit ice protection

is provided by an oil-to-fuel heat exchanger,
mounted on the engine’s accessory section.
An engine oil line within the heat exchanger
is located around the fuel line. Heat transfer
occurs through conduction. This heat melts ice
particles which may have formed in the fuel. This
10 ICE AND RAIN
operation is automatic whenever the engines are

PROTECTION
running. Refer to the POH “Limitations” section

for temperature limitations concerning the oil-to-
Figure 10-16. Pitot Mast and Heat Controls fuel heat exchanger.

FUEL IN
HEAT EXCHANGER CORE
FUEL OUT
THERMAL
ELEMENT
GUIDE
OIL IN SPRING
VALVE SLEEVE
BYPASS CONDITION
OIL OUT
PNEUMATIC LINE - FUEL

CONTROL UNIT TO FUEL
TOPPING GOVERNOR
Figure 10-17. Fuel System Anti-ice
The pneumatic line, from the engine to the FCU A safety switch on the left landing gear limits the
and the pneumatic line from the FCU to the fuel current flow to approximately 12 volts to prevent
topping governor, is protected by an electrically the vane from overheating while the airplane is on
heated jacket. This heat is automatically applied the ground. In flight, after the left strut extends, the
when the condition levers move out of the fuel full 28-volt current is applied to the stall warning
cutoff range. No other action is required. vane. The heating elements protect the lift trans-
ducer vane and face plate from ice. A buildup of
ice on the wing may change or disrupt the airflow
STALL WARNING ANTI-ICE and prevent the system from accurately indicat-
The stall warning vane and plate (Figure 10-18) ing an imminent stall. Remember that the stall
is provided with heat to ensure against freeze-up speed increases whenever ice accumulates on any
10 ICE AND RAIN
during icing conditions. The stall warning plate is airplane.

PROTECTION
activated by a two-position switch located just to

the right of the surface deicer cycle switch on the
pilot’s right subpanel. The down position is OFF,
and the up position is ON. The vane is heated
through the battery switch, so it is heated when
the battery switch is ON.

Figure 10-18. Stall Warning Vane and Heat Control
WING ICE LIGHTS

Wing ice lights are provided to light the wing
leading edges to determine ice buildup in icing
conditions. The wing lights are located on the
outboard side of each nacelle. The circuit-breaker
switch is located on the pilot’s right subpanel
in the LIGHTS group above the ICE protection
group (Figure 10-19).
The wing ice lights should be used as required in

night flight to check for wing ice accumulation.
The wing ice lights operate at a high temperature
and therefore should not be used for prolonged
periods while the airplane is on the ground. All
ice lights installed must be operational for flights
into known or forecast icing conditions at night.
PRECAUTIONS DURING ICING

CONDITIONS
There are some precautions which prevail during
winter or icing conditions. An airplane needs
10 ICE AND RAIN
special care and inspection before operation in

PROTECTION
cold or potential icing weather. In addition to

the normal exterior inspection, special attention
should be paid to areas where frost and ice may
accumulate.
Figure 10-19. Wing Anti-ice Lights

Pilots should be familiar with the potential harm a Pitot masts should always be covered while the
harmless-looking, thin layer of frost can cause. It is not airplane is resting. Once the covers are removed,
the thickness of the frost that matters; it is the texture. make sure both masts and drains are free of ice or
A slightly irregular surface can substantially decrease water. Faulty readings could be obtained if they
proper airflow over the wings and stabilizers. Never are clogged.
underestimate the damaging effects of frost. All frost
should be removed from the leading edges of the During extended periods of taxiing or ground
wings, stabilons, stabilizers, and propellers before the holding, the autoignition system should be turned off
airplane is moved. until right before takeoff. This will help to prolong the
service life of the igniter units.
Control surfaces, hinges, the windshield, pitot masts,
fuel tank caps, and vents should also be free of frost. Snow, slush, or standing water on the runway degrade
Deicing fluid should be used when needed. airplane performance whether landing or taking off.
During takeoff, more runway is needed to achieve
Fuel drains should be tested for free flow. Water in necessary takeoff speed, while landing roll is longer
the fuel system has a tendency to condense more because of reduced braking effectiveness.
readily during winter months, and if left unchecked,
large amounts of moisture may accumulate in the fuel Only the surface deicers are true deicers. The rest
tanks. Moisture does not always settle at the bottom of are really anti-icers and should be used to prevent
the tank. Occasionally a thin layer of fuel gets trapped the formation of ice, not melt ice already present.
under a large mass of water, which may deceive the Accumulated ice on even the best-equipped airplane
tester. Make sure a good-sized sample of fuel is taken. will degrade its performance and ruin at least the
time and fuel calculations used for flight planning. A
It is also important to add only the correct minimum speed of 140 KIAS is necessary to prevent
amount of anti-icing additive to the fuel. A higher ice formation on the underside of the wing, which
concentration of anti-icer does not ensure lower fuel cannot be adequately deiced.
freezing temperatures and may hinder the airplane’s
performance. Consult the “Normal Procedures” Due to distortion of the wing airfoil, stalling airspeeds
section of the Pilot’s Operating Handbook to should be expected to increase as ice accumulates
determine the correct blend. on the airplane. For the same reason, stall warning
devices are not accurate and should not be relied upon.
The brakes and tire-to-ground contact should be Maintain a comfortable margin of airspeed above the
checked for lockup. No anti-ice solution containing normal stall airspeed when ice is on the airplane. In
oil-based lubricant should be used on the brakes. order to prevent ice accumulation on unprotected
If tires are frozen to the ground, use undiluted surfaces of the wing, maintain a minimum of 140
defrosting fluid or a ground heater to melt ice knots during operations in sustained icing conditions.
around the tires, then move the airplane as soon as In the event of windshield icing, it may be necessary
the tires are free. Heat applied to tires should not to reduce airspeed.
exceed 160°F or 71°C.
While in flight, the engine ice vanes must be extended
Tiedowns for propellers should be installed to ensure and the appropriate annunciator lights monitored:
against damage to internal engine components not
lubricated when the engine is not operating. Spinning • Before visible moisture is encountered at OAT
propellers can also be a source of danger to crew, +5ºC and below
passengers, and ground support personnel. Propeller • At night when freedom from visible moisture
blades held in their tiedown position channel is not assured and the OAT is +5ºC or below
10 ICE AND RAIN
moisture down the blades, past the propeller hub,

PROTECTION
and off the lower blade more effectively than in other During flight in icing conditions, fuel vent heat, pitot
positions or when left spinning. During particularly heat, prop deice, windshield heat, and stall warning
icy ground conditions, the propeller hubs should also heat should all be ON.
be inspected for ice and snow accumulation.

QUESTIONS
1. The wing and tail stabilizer leading edges 5. If the aircraft is flying through icing condi-
are deiced by: tions, what is the minimum speed necessary
to keep the bottom of the wing leading edges
A. Pneumatically-inflated boots
ice-free?
B. Pneumatically-heated boots
A. 100 knots
C. Pneumatically-inflated and heated boots
B. 120 knots
D. Pneumatically-inflated/electrically
heated boots C. 140 knots
D. 160 knots
2. If wing and tail stabilizer boots were inflated
with only a thin coat of ice on them the: 6. The windshield temperature is regulated and
affected by:
A. System works most efficiently
B. Ice only cracks and may not break loose A. Cockpit ambient temperature
C. Ice only begins to melt and then refreeze B. Outside ambient temperature
D. Cracking ice might rupture the boot C. Heat sensors that sense glass temperature
D. An accumulation of ice and snow
3. When the deice boots are cycled automati-
cally, the timer sequence is as follows: 7. During icing conditions in flight, the stall
warning:
A. Wings and horizontal stabilizer simulta-
neously, 10 seconds A. Is reliable as long as the stall warning
B. Inboard boots on wings, 6 seconds out- vane heat is on.
board and horizontal stabilizer, 4 seconds B. Is unreliable unless the wing boots and
C. Wings and tail, 6 seconds expanded, 4 warning vane heat boots are both on.
seconds contracted C. Is unreliable.
D. Wing, 6 seconds; tail stabilizers, 4 seconds D. Indication speeds are increased auto-
matically to compensate for ice
4. If the boots are held inflated too long they: accumulation.
A. Can form the foundation for a new unre-
8. The engine compressor inlet screen is pro-
movable layer of ice
tected from ice particles by:
B. Can overheat and deform
A. An electrically-heated structure of in-
C. Can develop a puncture
take vanes.
D. Add dangerous drag
B. An engine anti-ice vane system.
C. A pneumatically-heated intake manifold.
D. Hot exhaust gases blown across the intake.
10 ICE AND RAIN
PROTECTION

9. Engine air intake lips are:

A. Heated by electrothermal boots.
B. Heated by exhaust gases when the
engine is operating.
C. Heated by extracting bleed air when the
engine is operating.
D. Not heated because of new nacelle design.
10. The following statements are applicable to

flight in icing conditions with one excep-
tion. Which is it?
A. Increased fuel consumption occurs
B. Reduced propeller efficiency is likely
C. Increased stall speeds are to be expected
D. The engines can run a little cooler
11. Just prior to brake release with the OAT

+5°C (41°F) or lower and visible moisture
encountered, what action must be taken?
A. The inertial separator ice vanes must be
extended immediately.
B. The inertial separator ice vanes must be
extended just after lift off is achieved.
C. The inertial separator ice vanes must be
extended only after 500 feet is reached.
D. The inertial separate ice vane must be
extended only after maximum engine
takeoff power is achieved.
12. The deice boots must not be operated when

the OAT is below:
A. –30°C (–22°F)
B. –40°C (–40°F)
C. –50°C (–58°F)
D. –55°C (–67 °F) 10 ICE AND RAIN
PROTECTION

11 AIR CONDITIONING
CHAPTER 11
AIR CONDITIONING
CONTENTS
Page
INTRODUCTION................................................................................................................. 11-1
DESCRIPTION...................................................................................................................... 11-1
ENVIRONMENTAL SYSTEM ............................................................................................ 11-3
UNPRESSURIZED VENTILATION ................................................................................... 11-5
BLEED-AIR HEATING SYSTEM ...................................................................................... 11-6
ELECTRIC HEAT................................................................................................................. 11-9
COOLING SYSTEM...........................................................................................................11-10
ENVIRONMENTAL CONTROLS.....................................................................................11-11
Automatic Mode Control.............................................................................................11-11
Manual Mode Control..................................................................................................11-12
Bleed-Air Control ........................................................................................................11-13
Vent Blower Control.....................................................................................................11-13
QUESTIONS.......................................................................................................................11-14

11 AIR CONDITIONING
ILLUSTRATIONS
Figure Title Page
11-1 Environmental System Schematic......................................................................... 11-2

11-2 Environmental Group Switches and Knobs........................................................... 11-3
11-3 Air Control Knobs—Pilot Air................................................................................ 11-4
11-4 Air Control Knobs—Defrost Air........................................................................... 11-4
11-5 Air Control Knobs—Cabin Air.............................................................................. 11-4
11-6 Air Control Knobs—Copilot Air........................................................................... 11-4
11-7 Ram-Air Scoop...................................................................................................... 11-5
11-8 Glareshield “Eyeball” Outlets................................................................................ 11-5
11-9 Cabin Floor Outlets............................................................................................... 11-5
11-10 Fresh Air Source (Unpressurized Mode)............................................................... 11-6
11-11 Cabin “Eyeball” Outlets......................................................................................... 11-6
11-12 Cockpit “Eyeball” Outlets...................................................................................... 11-6
11-13 Ambient and Bleed Air Flow Forward of Firewalls............................................... 11-7
11-14 Air Conditioning System Control Diagram........................................................... 11-8
11-15 Mixing Plenum...................................................................................................... 11-9
11-16 Electric Heater....................................................................................................... 11-9
11-17 Grid Heating Elements....................................................................................... 11-10
11-18 Elec Heat Switch................................................................................................ 11-10
11-19 Cooling System Components in Nose................................................................ 11-10
11-20 Receiver-Dryer Sight Gage................................................................................. 11-11
11-21 Cabin Temp Mode Selector Switch.................................................................... 11-12
11-22 Cabin Temp Level Control.................................................................................. 11-12
11-23 Manual Temp Switch.......................................................................................... 11-12
11-24 Bleed Air Valve Switches.................................................................................... 11-13
11-25 Vent Blower Switch............................................................................................ 11-13

11 AIR CONDITIONING
CHAPTER 11
AIR CONDITIONING
INTRODUCTION
Passenger comfort and safety is of prime importance. The task is to teach participants to operate
the environmental systems effectively and within the system’s limitations.
DESCRIPTION
The Environmental System section of the training
manual presents a description and discussion
of the air conditioning, bleed-air heating, and
fresh air systems. Each system includes general
description, principle of operation, controls, and
emergency procedures.

11 AIR CONDITIONING
COMPRESSOR RECEIVER-DRYER
AND MOTOR (IN WHEEL WELL)
AMBIENT EVAPORATOR CONDENSER
SHUTOFF VALVE
AIR PLENUM ELECTRIC HEATER
PRESSURIZATION PRESSURE BULKHEAD
PNEUMATIC
PRESET SOLENOID MIXING PLENUM PNEUMATIC
THERMOSTAT
RAM-AIR THERMOSTAT
CABIN-AIR
SCOOP PULL ON
VENT
AMBIENT AIR BLOWER COPILOT-AIR
AMBIENT-AIR
DEFROST-AIR PULL ON
ENGINE SHUTOFF
PULL ON VALVE
BLEED AIR AMBIENT
AIR
PILOT AIR ENGINE
PULL ON BLEED AIR
AMBIENT PEDESTAL
BLEED-AIR
MODULATING CEILING PRESSURE-
VALVE OUTLET SHUTOFF
PRESSURIZATION VALVE
CONTROLLER AMBIENT-AIR
BLEED-AIR FIREWALL FIREWALL
MODULATING
PRESSURE- VALVE
SHUTOFF
VALVE
AIR-TO-AIR
WHEEL
HEAT EXCHANGER
WELL WHEEL
WELL
MAIN SPAR BLEED AIR CHECK
BYPASS VALVE VALVES
LEFT
LANDING GEAR CEILING
SAFETY SWITCH CEILING OUTLET BLEED-AIR
OUTLETS BYPASS
VALVE
AIR-TO-AIR FLOOR FLOOR
HEAT EXCHANGER OUTLETS OUTLET
CEILING CEILING
OUTLETS OUTLETS
AMBIENT-SHUTOFF
ELECTRONIC
TIME DELAY DRAIN VALVE AT LOW POINT
IN OUTFLOW VALVE LINE
OVERHEAD
DUCTS
LEGEND
AMBIENT-AIR UNPRESSURIZED
RECIRCULATED AIR PRESSURE SOLENOID SHUTOFF VALVE
AIR CONDITIONER COOL AIR
PRESSURE
BLEED AIR BULKHEAD
HEATED AIR SAFETY VALVE OUTFLOW VALVE

PRESSURE VESSEL
Figure 11-1. Environmental System Schematic

11 AIR CONDITIONING
ENVIRONMENTAL • Bleed-air valve switches

SYSTEM • Vent blower control switch
• Manual temperature switch for control
“Environmental System” refers to the devices of the bypass valves in the air-to-air heat
which control the pressure vessel’s environment. exchangers
Along with insuring the circulation of air, this
system controls temperature by utilizing heating • Cabin-temperature-level control
and cooling devices as needed. • Cabin temperature mode selector switch
for selecting automatic heating or cooling,
The environmental system consists of bleed-air manual heating or cooling
pressurization, heating and cooling systems and
their associated controls. The Beechcraft King Air • Electric heat control switch
series environmental system (Figure 11-1) uses
turbine engine bleed air for cabin pressurization Four additional manual controls (Figure 11-3
and cabin heating. The air conditioning system, through Figure 11-6) on the main instrument
driven by the electrical system, provides cool air subpanels may be utilized for partial regulation
to the airplane cabin. of cockpit comfort when the cockpit partition
curtain is closed and the cabin comfort level is
The ENVIRONMENTAL control section on the satisfactory. They are: pilot’s air, defroster air,
copilot’s left subpanel (Figure 11-2) provides for cabin air, and copilot’s air control knobs. The
automatic or manual control of the system. This fully out position of all these controls will provide
section contains all the major controls of the the maximum heating to the cockpit, and the fully
environmental function: in position will provide minimum heating to
the cockpit.
Figure 11-2. Environmental Group Switches and Knobs

11 AIR CONDITIONING
Figure 11-3. Air Control Knobs—Pilot Air Figure 11-5. Air Control Knobs—Cabin Air
Figure 11-4. A
ir Control Knobs— Figure 11-6. Air Control
Defrost Air Knobs—Copilot Air

11 AIR CONDITIONING
The pressurization, heating, and air conditioning

systems operate in conjunction with each other or
UNPRESSURIZED
as separate systems to maintain the desired cabin VENTILATION
pressure altitude and cabin air temperature. Occu-
pied compartments are pressurized, heated, or Fresh-air ventilation is provided from two
cooled through a common ducting arrangement. sources. One source, which is available during
Ventilation can be obtained on demand during both the pressurized and the unpressurized mode,
nonpressurized flight through a ram-air scoop on is the bleed-air heating system. This air mixes
the left side of the nose (Figure 11-7). with recirculated cabin air and enters the cockpit
through glareshield “eyeball” outlets (Figure
11-8) and the cabin through the floor registers
(Figure 11-9). The volume of air from the floor
registers is regulated by using the cabin air control
knob located on the copilot’s subpanel.
Figure 11-8. Glareshield “Eyeball” Outlets
Figure 11-7. Ram-Air Scoop Figure 11-9. Cabin Floor Outlets

11 AIR CONDITIONING
The second source of fresh air, which is available

during the unpressurized mode only, is ambient
air obtained from a ram-air scoop (Figure 11-10)
on the nose (left side) of the airplane. During
pressurized operation, an electromagnet, in
addition to cabin pressure, forces the ram-air
flapper door closed. During the unpressurized
mode, ram air enters the evaporator plenum
through the ram-air door when the electromagnet
releases. Recirculated cabin air forced into the Figure 11-11. Cabin “Eyeball” Outlets
evaporator plenum by a blower, mixes with ram
air from outside, is ducted around the electric
heater and mixing plenum and into the ceiling-
outlet duct. Air ducted to each individual cabin
(Figure 11-11) or cockpit (Figure 11-12) ceiling
eyeball outlet can be directionally controlled
by moving the eyeball in the socket. Volume is
regulated by twisting the outlet to open or close
the outlet.
ELECTRIC
HEATER
AIR PLENUM
Figure 11-12. Cockpit “Eyeball” Outlets
PRESSURE
BULKHEAD BLEED-AIR
RAM AIR HEATING SYSTEM
SCOOP
MIXING
VENT PLENUM Air pressure for cabin pressurization, heating
BLOWER the cabin and cockpit, and for operating the
instruments, rudder boost, and surface deice is
obtained by bleeding air from the compressor
stage (P3) of each engine. When air is compressed,
its temperature increases. Therefore, the bleed air
extracted from the compressor section of each
engine for pressurization purposes is hot. This
COCKPIT heat is utilized to warm the cabin.
CEILING
OUTLETS
Engine bleed air is ducted from the engine to
the flow control unit mounted on the firewall.
The bleed air from either engine will continue
TO CABIN to provide adequate air for pressurization and
CEILING heating, and for the deicer system and instruments,
OUTLETS
should one engine fail. The bleed air and ambient
air from the cowling intake are mixed together by
Figure 11-10. F
resh Air Source the flow control units, and are routed aft through
(Unpressurized Mode) the firewall along the inboard side of each nacelle,
and inboard to the center section forward of the
main spar.

11 AIR CONDITIONING
When the left landing gear safety switch is in the mixture is too warm for cabin comfort, the cabin
on-the-ground position, the ambient air valve temperature control bypass valve (Figure 11-14)
(Figure 11-13) in each flow control unit is closed. routes some or all of it through the air-to-air heat
Consequently, only bleed air is delivered to the exchanger in the wing center section. The position
environmental bleed-air duct when the airplane of the damper in the cabin temperature control
is on the ground. The exclusion of ambient air bypass valve is determined by positioning of the
allows faster cabin warmup during cold weather controls in the ENVIRONMENTAL group on the
operation. In flight, the ambient air valve is open copilot’s subpanel. An air intake on the leading
when temperature is above 30°F, and ambient edge of the inboard wing brings ram air into the
air is mixed with the engine bleed air in the heat exchanger to cool the bleed air.
flow control unit. During warm weather ground
operation, the engine bleed air into the cabin can Depending upon the position of the cabin
be shut off by placing the bleed-air valve switches temperature control bypass valves, a greater or
on the copilot’s subpanel to the CLOSED position. lesser volume of the bleed-air mixture will be
Closing the bleed-air valves prevents warm bleed routed through or around the heat exchanger. The
air from entering the cabin area, maximizing the temperature of the air flowing through the heat
air conditioner operation. exchanger is lowered as heat is transferred to
cooling fins, which are in turn cooled by ram air-
The heat in the air may either be retained for flow through the fins of the heat exchanger. After
cabin heating or dissipated for cooling purposes leaving the heat exchanger, the ram air is ducted
as the air passes through the center section to overboard through louvers on the underside
the fuselage. If the environmental bleed-air of the wing.
ENGINE BLEED AIR ENGINE BLEED AIR
PNEUMATIC PNEUMATIC
THERMOSTAT THERMOSTAT
ENVIRONMENTAL
BLEED AIR FLOW
AMBIENT
CONTROL UNIT
AIR
AMBIENT SHUTOFF AMBIENT AMBIENT
AIR VALVE AIR AIR
SHUTOFF
VALVE
BLEED AIR PRESSURE
SHUTOFF VALVE
FIREWALL LEGEND FIREWALL

AMBIENT AIR
AMBIENT AIR BLEED AIR AMBIENT AIR
MODULATING VALVE MODULATING VALVE
Figure 11-13. Ambient and Bleed Air Flow Forward of Firewalls

11 AIR CONDITIONING
MANUAL
TEMP
INCR-DECR LH BYPASS TO CABIN
SWITCH VALVE MOTOR
AIR-TO-AIR
HEAT HEAT
EXCHANGER
MANUAL
HEAT OR
C
COOL
O
LEFT
O
L
30 SECONDS
ENGINE
BLEED
MODE AIR
SELECTOR AUTO TEMP
SWITCH CONTROLLER
T
EA
TO CABIN
H AIR-TO-AIR
AUTO COOL HEAT
EXCHANGER
RH BYPASS
VALVE MOTOR RIGHT
MANUAL
COOL ENGINE
BLEED
AIR
1. CABIN TEMP
SENSOR
2. CABIN TEMP
SELECTOR
RHEOSTAT
AIR CONDITIONER
Figure 11-14. Air Conditioning System Control Diagram
The bleed air leaving both (left and right) cabin The environmental bleed-air duct is routed into
temperature control bypass valves is then ducted the floor-duct section of the mixing plenum, then
into a single muffler under the right floorboard curves back to discharge the environmental bleed
forward of the main spar, which insures quiet air toward the aft end of the floor duct section
operation of the environmental bleed-air system. of the mixing plenum. Forward of the discharge
The air mixture is then ducted from the muffler end of the environmental bleed-air duct (Figure
into the mixing plenum under the copilot’s 11-15), warm air is tapped off and ducted up
floorboard. through the top of the mixing plenum and is
delivered to the pilot/copilot heat duct, which
A partition divides the mixing plenum into two is below the instrument panel. An outlet at each
sections. One section supplies the floor-outlet end of this duct is provided to deliver warm air to
duct, and the other supplies the ceiling outlet the pilot and copilot. A mechanically controlled
duct. Both sections receive recirculated cabin air damper in each outlet permits the volume of
from the vent blower. The air passes through the airflow to be regulated. The pilot’s damper is
forward evaporator, so it will be cooled if the air controlled by the PILOT AIR (see Figure 11-3)
conditioner is operating. Even in the event the knob, on the pilot’s left subpanel, just outboard
vent blower becomes inoperative, some air will of the control column. The copilot’s damper is
still be circulated, due to the duct design in the controlled by the COPILOT AIR (see Figure
discharge side of the mixing plenum. 11-6) knob, on the copilot’s right subpanel, just
outboard of the control column. The DEFROST
AIR control knob (see Figure 11-4) is on the

11 AIR CONDITIONING
ELECTRIC HEAT
Additional heating is available from an electrical
heater (Figure 11-16) containing eight heating
elements rated at approximately 35 amps each.
The eight electrical heating elements (Figure
11-17) are divided into two sets with four
elements in each set. One set provides heat
for NORMAL HEAT operation and both sets
combine for GROUND MAX HEAT operation.
The maximum output is available during ground
operation and only four elements are available
during flight. The airplane electrical system is
protected against an overload by a lockout circuit
that prevents use of the electrical heater during
operation of the propeller deicers or windshield
heat.
Figure 11-15. Mixing Plenum ELECTRIC

HEATER
pilot’s right subpanel, just inboard of the control PRESSURE

column. This knob controls a valve at the forward AIR PLENUM BULKHEAD
side of the pilot/copilot heat duct which admits
RAM AIR
air to two ducts that deliver the warm air to the SCOOP
MIXING
defroster, just below the windshields in the top PLENUM
of the glareshield. An air plenum built into the VENT
glareshield feeds air to “eyeball” outlets on the BLOWER
left and right sides. Defrost air is the air source for
the pilot and copilot glareshield “eyeball” outlets; PILOT AIR
PULL ON
thus, the use of the DEFROST AIR control knob COPILOT AIR
CABIN AIR PULL ON
also controls air to these eyeball outlets. DEFROST
PULL ON
AIR PULL ON
The remainder of the air in the environmental LEGEND
bleed-air duct is discharged into the floor-outlet HEATED AIR AMBIENT AIR
duct section of the mixing plenum and mixed UNPRESSURIZED
BLEED AIR
RECIRCULATED AIR
with recirculated cabin air. This air mixture UNPRESSURIZED
passes through the cabin air control valve. This
valve is controlled by the CABIN AIR control Figure 11-16. Electric Heater
knob (see Figure 11-5) on the copilot’s subpanel,
just below and inboard of the control column.
When this knob is pulled out to the stop, only a The ELEC HEAT switch (Figure 11-18), in the
minimum amount of air will be permitted to pass ENVIRONMENTAL group in the copilot’s
through the valve, thereby increasing the amount sub-panel, has three positions: GND MAX–
of air available to the pilot and copilot outlets, and NORM–OFF. This switch is solenoid-held in
to the defroster. When this knob is pushed fully GND MAX position on the ground and drops
in, the valve is open and the air in the duct will be to NORM position when the landing gear safety
directed to the floor-outlet registers in the cabin.

11 AIR CONDITIONING
COOLING SYSTEM
Cabin cooling is provided by a refrigerant-gas
vapor-cycle refrigeration system consisting of:
• Belt-driven compressor, installed in
the nose
• Condenser coil
• Condenser blower
• Evaporator
• Receiver-dryer
• Expansion valve
• Cabin heat control valve
It is routed (Figure 11-19) to the condenser coil,

receiver-dryer, expansion valve, cabin heat control
Figure 11-17. Grid Heating Elements valve, and evaporator, which are all in the nose
of the airplane. The rated output of the standard
installation in the fuselage nose is 16,000 BTU.
The evaporator utilizes a solenoid-operated, hot-

gas-cabin heat control valve to prevent icing. A
33°F thermal switch on the evaporator controls
the valve solenoid.
COMPRESSOR
AND MOTOR
CONDENSER
RECEIVER-
DRYER
(IN WHEEL
WELL)
Figure 11-18. Elec Heat Switch
SIGHT PRESSURE
GAGE BULKHEAD
switch is opened at lift-off. It provides maximum
electric heat for initial warmup of the cabin. If use
of all electrical heating elements is not desired
for initial warmup, as in the GND MAX position,
AIR
the switch may be placed in the NORM position, PLENUM
using only four elements. In the NORM position
the four heating elements automatically supple-
ment bleed-air heating, in conjunction with the
cabin thermostat. The OFF position turns off all
electric heat, leaving only bleed air to supply MIXING
cabin heat. VENT BLOWER EVAPORATOR PLENUM
Figure 11-19. Cooling System

Components in Nose

11 AIR CONDITIONING
The vent blower blows recirculated cabin air

through the evaporator, into the mixing plenum,
ENVIRONMENTAL
and into both the floor-outlet and ceiling outlet CONTROLS
ducts. If the cooling mode is operating, refrigerant
will be circulating through the evaporator and the The ENVIRONMENTAL control section on the
air leaving it will be cool. All the air entering copilot’s subpanel (see Figure 11-2) provides for
the ceiling-outlet duct will be cool. This air is automatic or manual control of the system. This
discharged through “eyeball” outlet nozzles in section contains all the major controls of the envi-
the cockpit and cabin. Each nozzle is movable, ronmental function:
so that the airstream can be directed as desired.
When the nozzle is twisted, a damper opens or • Bleed-air valve switches
closes to regulate airflow volume. • Vent blower control switch
Cool air will enter the floor-outlet duct, but in • Manual temperature switch for control
order to provide cabin pressurization, warm of the bypass valves in the air-to-air heat
environmental bleed air will also enter the floor- exchangers
outlet duct anytime either BLEED AIR valve is • Cabin-temperature-level control
OPEN. Therefore, pressurized air discharged
from the floor registers will always be warmer • Cabin temperature mode selector switch,
than that discharged at the ceiling outlets, no for selecting automatic heating or cooling,
matter what temperature mode is in use. manual heating or cooling, or off
• Electric heat control switch
A condenser blower in the nose section draws
ambient air through the condenser when the air Four additional manual controls on the main
conditioner is operating. The receiver-dryer and instrument subpanels may be utilized for partial
sight gage (Figure 11-20) are in the upper portion regulation of cockpit comfort when the cockpit
of the nose wheel well. partition curtain is closed and the cabin comfort
level is satisfactory. They are: pilot’s air, defroster
air, cabin air, and copilot’s air control knobs. The
RECEIVER-DRYER fully out position of all these controls will provide
SIGHT GAGE the maximum heating to the cockpit, and the fully
in position will provide maximum heating to
the cabin.
For warm flights, such as short, low-altitude

flights in summer, all the cabin floor registers and
ceiling outlets should be fully open for maximum
cooling. For cold flights, such as high-altitude
flights, night flights, and flights in cold weather,
the ceiling outlets should all be closed and the
floor outlets fully open for maximum heating in
the cabin.
AUTOMATIC MODE CONTROL

When the CABIN TEMP MODE selector switch
(Figure 11-21) on the copilot’s subpanel is in the
AUTO position, the heating and air conditioning
systems operate automatically. The systems are
connected to a control box by means of a balanced
Figure 11-20. Receiver-Dryer Sight Gage bridge circuit. If a warmer cabin temperature has

11 AIR CONDITIONING
Figure 11-21. C
abin Temp Mode
Selector Switch Figure 11-22. Cabin Temp Level Control
been selected, the automatic temperature control MANUAL MODE CONTROL

modulates the cabin heat control valves one at a
time to allow heated air to bypass the air-to-air When the CABIN TEMP MODE selector is in the
heat exchangers in the wing center sections. This MAN HEAT or MAN COOL position, regulation
warm bleed air is then brought into the cabin of the cabin temperature is accomplished manually
where it is mixed with recirculated cabin air in by momentarily holding the MANUAL TEMP
the floor ducting under the copilot floor area. The switch (Figure 11-23) to either the INCR or DECR
automatic temperature control system will then position as desired. When released, this switch will
modulate the bypass valves to maintain the proper return to the center (no change) position. Moving
temperature of the incoming bleed air. this switch to the INCR or DECR position results
in modulation of the bypass valves in the bleed-air
When the automatic control drives the lines. Allow approximately 30 seconds per valve
environmental system from a heating mode to (one minute total time) for the valves to move
a cooling mode, the bypass valves move toward to the full heat or full cold position. Only one
the cool position (bleed air passes through the valve moves at a time. Movement of these valves
air-to-air heat exchanger). When the left valve varies the amount of bleed air routed through
reaches the full cold position, the air-conditioning
system will begin cooling. When the left bypass
valve is moved approximately 30° toward the heat
position the air-conditioning system will turn
off preventing unnecessary recycling of the air-
conditioning system.
The CABIN TEMP–INCR (Figure 11-22) con-

trol provides regulation of the temperature level
in the automatic mode. A temperature-sensing
unit in the cabin, in conjunction with the control
setting, initiates a heat or cool command to the
temperature controller, requesting the desired
pressure-vessel environment.
Figure 11-23. Manual Temp Switch

11 AIR CONDITIONING
the air-to-air heat exchanger. Consequently, the VENT BLOWER CONTROL

temperature of the incoming bleed air will vary.
This bleed air mixes with recirculated cabin air The forward vent blower is controlled by a switch
(which will be air conditioned if the refrigeration in the ENVIRONMENTAL group (Figure 11-25)
system is operating) in the mixing plenum, and placarded VENT BLOWER–HIGH–LO–AUTO.
is then ducted to the floor registers. As a result, When this switch is in the AUTO position, the vent
the cabin temperature will vary according to the blower will operate at low speed if the CABIN
position of the bypass valves, whether or not the TEMP MODE selector switch is in any position
air conditioner is operating. other than OFF (i.e., MANual COOL, MANual
HEAT, or AUTOmatic), with one exception. The
When the CABIN TEMP MODE selector is in vent blower will operate in high if GND MAX
the MAN COOL position, the air-conditioning HEAT is selected.
system will operate, provided the bypass valves
are positioned full cool, until turned off, or the
evaporator reaches 33°F when the thermal sensor
turns air conditioning off.
BLEED-AIR CONTROL
Bleed air entering the cabin is controlled by the
two switches (Figure 11-24) placarded BLEED
AIR VALVES–OPEN–CLOSED. When the
switch is in the OPEN position, the environmen-
tal flow control units are open. When the switch is
in the CLOSED position, the environmental flow
control unit is closed. For maximum cooling on
the ground, turn the bleed-air valve switches to
the CLOSED position.
Figure 11-25. Vent Blower Switch
When the VENT BLOWER switch is in the AUTO

position and the CABIN TEMP MODE selector
switch is in the OFF position, the blower will not
operate. Anytime the VENT BLOWER switch is
in the LO position, the vent blower will operate
at low speed, even if the CABIN TEMP MODE
selector switch is OFF. Anytime the VENT
BLOWER switch is in the HIGH position, the
vent blower will operate at high speed, regardless
of the position of the CABIN TEMP MODE
selector switch (i.e., MAN COOL, MAN HEAT,
Figure 11-24. Bleed Air Valve Switches OFF, or AUTO).

11 AIR CONDITIONING
QUESTIONS
1. How is the airstream adjusted on the “eye- 5. What adjustment is made if the cockpit tem-
ball” outlets? perature is too hot when the plane is being
heated?
A. By twisting the nozzle
B. By pushing in the nozzle A. PILOT AIR, COPILOT AIR, DEFROST
AIR, and CABIN AIR knobs fully
C. By moving a sliding lever
pushed in or as required
D. By positioning VENT BLOWER switch
B. PILOT AIR, COPILOT AIR, and
to LO
DEFROST AIR knobs fully pulled out
C. Cockpit overhead “eyeball” outlets
2. What control is adjusted if the bleed-air
closed
mixture is too warm for the crew?
D. CABIN AIR knob pushed in at small
A. CREW AIR knob increments
B. CABIN AIR knob
C. VENT BLOWER switch 6. When the CABIN TEMP MODE selector
D. PILOT AIR or COPILOT AIR knob switch is in the MAN COOL position, how
is the cabin temperature lowered?
3. The air volume passing through the floor A. Momentarily depressing the
registers is controlled by: MANUAL TEMP switch to INCR
A. Sliding handle B. Momentarily depressing the
B. CABIN AIR knob MANUAL TEMP switch to DECR
C. Adjusting the engine N1 speed C. Turning the CABIN TEMP level control
to DECR
D. Radiant heat switch
D. Turning the CABIN TEMP level control
to INCR
4. What is the source of fresh air during unpres-
surized flight with the PRESS switch in the
DUMP position? 7. How does the pilot ensure that the air-to-air
heat exchanger valves are closed?
A. Ram air through a fresh air scoop
A. Turn the CABIN TEMP selector all the
B. Bleed-air heating system
way clockwise
C. Refrigerant air, ram air
B. Momentarily place the CABIN TEMP
D. Refrigerant air, bleed-air heating system MODE switch to MAN COOL
C. Select MAN COOL, then hold the
MANUAL TEMP switch in the DECR
position for one minute
D. Hold the MANUAL TEMP switch in the
INCR position for one minute

CHAPTER 12
PRESSURIZATION
CONTENTS
Page
12 PRESSURIZATION
INTRODUCTION................................................................................................................. 12-1
DESCRIPTION...................................................................................................................... 12-1
PRESSURIZATION SYSTEM ............................................................................................. 12-3
AIR DELIVERY SYSTEM................................................................................................... 12-4
CABIN PRESSURE CONTROL .......................................................................................... 12-7
PREFLIGHT CHECK........................................................................................................... 12-8
IN FLIGHT............................................................................................................................ 12-9
DESCENT.............................................................................................................................. 12-9
FLOW CONTROL UNIT ...................................................................................................12-10
QUESTIONS.......................................................................................................................12-12

ILLUSTRATIONS
Figure Title Page
12-1 Pressurization and Air Conditioning Distribution System.................................... 12-2

12-2 Cabin Altitude for Various Airplane Altitudes Graph............................................ 12-3
12 PRESSURIZATION
12-3 Bleed Air Valves Switches..................................................................................... 12-4
12-4 Cabin Air Outflow Valve........................................................................................ 12-5
12-6 Pressurization Controls Schematic........................................................................ 12-5
12-5 Cabin Air Safety Valve........................................................................................... 12-5
12-7 Bleed Air Control (Pressurization and Pneumatics).............................................. 12-6
12-8 Pressurization Controller....................................................................................... 12-7
12-9 Cabin Altimeter...................................................................................................... 12-7
12-10 Cabin Climb Indicator........................................................................................... 12-7
12-11 Cabin Pressure Switch........................................................................................... 12-8
12-12 Environmental System Circuit Breakers................................................................ 12-8
12-13 Flow Control Unit............................................................................................... 12-10
TABLES
Table Title Page
12-1 Pressurization Controller Setting for Landing.........................................................12-9

CHAPTER 12
PRESSURIZATION
12 PRESSURIZATION
INTRODUCTION
Pressurization is desirable in an airplane because it allows the altitude of the cabin to be lower
than the altitude of the airplane, thus decreasing or eliminating the need for supplementary oxy-
gen. In this section, the pilot learns how the system operates, is controlled, and how to handle
malfunctions of the system.
DESCRIPTION
The Pressurization System section of the operation of the pressurization system controls
training manual presents a description of the are discussed. Where necessary, references are
pressurization system. The function of various made to the environmental system as it affects
major components, their physical location, and pressurization.

COMPRESSOR RECEIVER-DRYER
AND MOTOR (IN WHEEL WELL)
AMBIENT EVAPORATOR CONDENSER
SHUTOFF VALVE
AIR PLENUM ELECTRIC HEATER
PRESSURIZATION PRESSURE BULKHEAD
PNEUMATIC
PRESET SOLENOID MIXING PLENUM PNEUMATIC
THERMOSTAT
RAM-AIR THERMOSTAT
CABIN-AIR
SCOOP PULL ON
VENT
12 PRESSURIZATION
AMBIENT AIR BLOWER COPILOT-AIR

AMBIENT-AIR
DEFROST-AIR PULL ON
ENGINE SHUTOFF
PULL ON VALVE
BLEED AIR AMBIENT
AIR
PILOT AIR ENGINE
PULL ON BLEED AIR
AMBIENT PEDESTAL
BLEED-AIR
MODULATING CEILING PRESSURE-
VALVE OUTLET SHUTOFF
PRESSURIZATION VALVE
CONTROLLER AMBIENT-AIR
BLEED-AIR FIREWALL FIREWALL
MODULATING
PRESSURE- VALVE
SHUTOFF
VALVE
AIR-TO-AIR
WHEEL
HEAT EXCHANGER
WELL WHEEL
WELL
MAIN SPAR BLEED AIR CHECK
BYPASS VALVE VALVES
LEFT
LANDING GEAR CEILING
SAFETY SWITCH CEILING OUTLET BLEED-AIR
OUTLETS BYPASS
VALVE
AIR-TO-AIR FLOOR FLOOR
HEAT EXCHANGER OUTLETS OUTLET
CEILING CEILING
OUTLETS OUTLETS
AMBIENT-SHUTOFF
ELECTRONIC
TIME DELAY DRAIN VALVE AT LOW POINT
IN OUTFLOW VALVE LINE
OVERHEAD
DUCTS
LEGEND
AMBIENT-AIR UNPRESSURIZED
RECIRCULATED AIR PRESSURE SOLENOID SHUTOFF VALVE
AIR CONDITIONER COOL AIR
PRESSURE
BLEED AIR BULKHEAD
HEATED AIR SAFETY VALVE OUTFLOW VALVE

PRESSURE VESSEL
Figure 12-1. Pressurization and Air Conditioning Distribution System

PRESSURIZATION
SYSTEM
The pressurization system (Figure 12-1) is As the cabin altitude chart shows (Figure 12-2),
designed to provide a cabin environment whenever cabin altitude and airplane altitude
with sufficient oxygen for normal breathing, are the same, no pressure differential exists.
regardless of the airplane altitude, up to its design Whenever cabin pressure is the greater of the two,
ceiling. As the airplane altitude increases, the pressure differential is a positive number. If cabin
12 PRESSURIZATION
outside ambient air pressure decreases until, at pressure is less than that of the outside ambient
approximately 12,500 feet, it cannot support air, pressure differential is a negative number.
normal respiration. The pressurization system Maximum differential is defined as a measure
maintains a proportionally lower inside cabin of the highest positive differential pressure the
altitude. The pressure differential between the airplane structure can safely withstand for an
inside cabin pressure and the outside ambient air extended period of time.
pressure is measured in pounds per square inch.
Figure 12-2. Cabin Altitude for Various Airplane Altitudes Graph

The King Air C90GTi and C90GTx, equipped

with PT6A-135A engines maintain a 5.0 ±0.1
psi differential and provides a cabin pressure
altitude of approximately 6,000 feet at an airplane
altitude of 20,000 feet; and 12,000 feet at 30,000
feet. Although the King Air’s pressure vessel is
designed to withstand a maximum differential
greater than 5.0 psi, the airplane structure is not
designed to withstand a negative differential.
12 PRESSURIZATION
The pressurization and environmental systems

(Figure 12-1) operate in conjunction with
each other or as separate systems to maintain
the desired cabin pressure altitude and cabin
air temperature. Occupied compartments are
pressurized, heated, or cooled through a common
ducting arrangement.
“Pressure vessel” means that portion of the aircraft Figure 12-3. Bleed Air Valves Switches
designed to withstand the pressure differential. In
the King Air, the pressure vessel extends from to keep the flow control solenoid open. If there
a forward pressure bulkhead, between the cock- were a complete electrical failure, the solenoid
pit and nose section to a rear pressure bulkhead, would fail to the closed position. No more bleed
just aft of the cabin baggage compartment, with air would enter the pressure vessel and the cabin
exterior skins making up the outer seal. Windows pressure would leak out.
are round for maximum strength. All cables, wire
bundles, and plumbing passing through the pres- The air entering the airplane flows through the
sure vessel boundaries are sealed to reduce leaks. environmental bleed air duct (Figure 12-1). The
air from the environmental bleed air duct is mixed
with recirculated cabin air (which may or may
AIR DELIVERY SYSTEM not be air conditioned) in the mixing plenum,
ducted upward into the crew heat duct, then
Bleed air from the compressor section of each routed into the floor outlet duct. This pressurized
engine is utilized to pressurize the pressure air is then introduced into the cabin through
vessel. A flow control unit in the nacelle of the floor registers. This air may be recirculated
each engine controls the flow of the bleed air through the air conditioning system. Finally the
and mixes ambient air with it to provide an air air flows out of the pressure vessel through the
mixture suitable for the pressurization function. outflow valve (Figure 12-4), located on the aft
The mixture flows to the environmental bleed air pressure bulkhead. A silencer on the outflow and
shutoff valve, which is a normally closed solenoid. safety/dump valves (Figure 12-5) ensures quiet
This solenoid is controlled by a switch placarded operation. The mixture from both flow control
BLEED AIR VALVES–LEFT (or) RIGHT units is delivered to the pressure vessel at a rate of
OPEN–CLOSED in the ENVIRONMENTAL approximately 14 pounds per minute, depending
controls group (Figure 12-3) on the copilot’s left upon ambient temperature and pressure altitude.
subpanel. When this switch is in the CLOSED Pressure within the cabin and the rate of cabin
position, the solenoid is closed and no bleed air pressure changes are regulated by pneumatic
can enter the flow control unit or the cabin. When modulation of the outflow valve (Figure 12-6),
the BLEED AIR VALVE switch is in the OPEN which controls the rate at which air can escape
position, the solenoid is electrically held open from the pressure vessel.
and the air mixture flows through the valve to
the flow control package. Electricity is required

PLUG CABIN AIR

MAXIMUM MAXIMUM
DIFFERENTIAL DIFFERENTIAL
DIAPHRAGM DIAPHRAGM
12 PRESSURIZATION
SILENCER SILENCER
SCHRADER
SCHRADER TYPE
TYPE VALVE
VALVE
NEGATIVE (DUMP NEGATIVE
CONTROLLER RELIEF SOLENOID) RELIEF
CONNECTION DIAPHRAGM DIAPHRAGM
LEGEND LEGEND
CABIN AIR REAR CABIN AIR REAR
UPPER PRESSURE UPPER PRESSURE
VACUUM SOURCE DIAPHRAGM BULKHEAD VACUUM SOURCE DIAPHRAGM BULKHEAD
STATIC AIR STATIC AIR

CONTROL PRESSURE CONTROL PRESSURE
Figure 12-4. Cabin Air Outflow Valve Figure 12-5. Cabin Air Safety Valve
LEGEND STATIC
CABIN AIR
VACUUM SOURCE
OVERFLOW
STATIC AIR PLUG VALVE
CONTROL PRESSURE MOISTURE
ACCUMULATION
FLOW CONTROL HP BLEED AIR DRAIN
PRESSURE
CABIN PRESET
SOLENOID
STATIC
N.O.
FILTER
SAFETY
VALVE
DUMP SOLENOID
N.C.
RESTRICTOR
VACUUM
RATE ALTITUDE SOURCE
FROM L.G.
PNEUMATIC SAFETY
MANIFOLD SWITCH
CABIN
PRESS CONTROL SWITCH
CABIN PRESSURES
Figure 12-6. Pressurization Controls Schematic

A vacuum-operated safety valve is mounted When the BLEED AIR VALVE switches on the
adjacent to the outflow valve on the aft pressure copilot’s left subpanel are OPEN (up), the air
bulkhead. It is intended to serve three functions: mixture from the flow control units enters the pres-
sure vessel. While the airplane is on the ground, a
• Provide pressure relief in the event of mal- left landing gear safety switch-actuated solenoid
function of the normal outflow valve valve (Figure 12-7) in each flow control unit keeps
• Allow depressurization of the pressure ves- the ambient air modulating valve closed, allowing
sel whenever the cabin pressure switch is only bleed air to be delivered into the pressure
moved into the DUMP position vessel. At lift-off, the safety valve closes and the
12 PRESSURIZATION
ambient air shutoff solenoid valve in the left flow

• Keep the pressure vessel unpressurized control unit opens; approximately 6 seconds later,
while the airplane is on the ground, with the the solenoid in the right flow control unit opens.
left landing gear safety switch compressed Consequently, by increasing the volume of air-
flow into the pressure vessel in stages, excessive
A negative-pressure relief function is also pressure bumps during takeoff are avoided.
incorporated into both the outflow and the
safety valves. This prevents outside atmospheric
pressure from exceeding cabin pressure by more
than 0.l psi during rapid descents, even if bleed-
air inflow ceases.
PRESSURE
CONTROL RAM AIR
SWITCH LH GEAR DOOR
CABIN AIR TEMP SAFETY SOLENOID
TEST SWITCH UP
5A
DN CABIN
PRESET
PRESS. SOLENOID
(N.O.)
DUMP
CABIN
PRESSURE
SAFETY
VALVE
(N.C.)
DUMP POSITION
DOOR SEAL
SOLENOID
(N.O.)
PRESS. POSITION
TIME
DELAY
PCB
RH FLOW
TEST POSITION CONTROL
PACKAGE
AMBIENT AIR
SHUTOFF VALVE
CABIN AIR TEMP UP
5A DN LH FLOW
CONTROL
LH GEAR PACKAGE
SAFETY AMBIENT AIR
SWITCH SHUTOFF VALVE
Figure 12-7. Bleed Air Control (Pressurization and Pneumatics)

CABIN PRESSURE The actual cabin pressure altitude (outer scale)

and cabin differential (inner scale) is continuously
CONTROL indicated by the cabin altimeter (Figure 12-9),
which is mounted in the right side of the panel
An adjustable cabin pressurization controller that is located above the pedestal. Immediately to
(Figure 12-8) is mounted in the pedestal. It the left of the cabin altimeter is the cabin vertical
commands modulation of the outflow valve. speed (CABIN CLIMB) indicator (Figure 12-10),
A dual-scale indicator dial is mounted in the which continuously indicates the rate at which the
center of the pressurization controller. The outer cabin pressure altitude is changing.
12 PRESSURIZATION
scale (CABIN ALT) indicates the cabin pressure
altitude which the pressurization controller is
set to maintain. The inner scale (ACFT ALT)
indicates the maximum ambient pressure altitude
at which the airplane can fly without causing
the cabin pressure altitude to climb above the
value selected on the outer scale (CABIN ALT)
of the dial. The indicated value on each scale is
read opposite the index mark at the forward (top)
position of the dial. Both scales rotate together
when the cabin altitude selector knob, placarded
CABIN ALT is turned.
Figure 12-9. Cabin Altimeter
Figure 12-8. Pressurization Controller
Figure 12-10. Cabin Climb Indicator

Cabin altitude is obtained by setting the controller
to the desired cruising altitude, and observing the
cabin altitude on the scale. The maximum cabin The cabin pressure switch (Figure 12-11), to
altitude selected may be anywhere from -1,000 the left of the pressurization controller on the
to +10,000 feet MSL. The rate control selector pedestal, is placarded CABIN PRESS–
knob is placarded RATE–MIN–MAX. The rate
at which the cabin pressure altitude changes DUMP–PRESS–TEST. When this switch is in the
from the current value to the selected value is DUMP (forward lever locked) position, the safety
controlled by rotating the rate control selector valve is held open, so that the cabin will depres-
knob. The rate of change selected may be from surize and/or remain unpressurized. When it is in
approximately 200 to approximately 2,000 feet the PRESS (center) position, the safety valve is
per minute. Normal setting on the rate knob will normally closed in flight, and the outflow valve
be from 9 o’clock to 12 o’clock. is controlled by the pressurization controller, so

12 PRESSURIZATION
Figure 12-11. Cabin Pressure Switch
that the cabin will pressurize. When the switch

is held in the spring-loaded TEST (aft) posi-
tion, the safety valve is held closed, bypassing
the landing gear safety switch, to facilitate test-
ing of the pressurization system on the ground.
Circuit breakers for the system (Figure 12-12)
are on the copilot’s side panel under the heading
ENVIRONMENTAL.
PREFLIGHT CHECK
During runup, the pressurization system
may be functionally checked using the cabin
pressurization switch. With both bleed-air valves
OPEN, adjust the cabin altitude selector knob so
that the CABIN ALT dial indicates an altitude
1,000 feet BELOW field pressure altitude.
Rotate the rate control selector knob to place
the index at the 12 o’clock position. Hold the
cabin pressurization switch to the TEST position
and check the CABIN CLIMB indicator for a
descent indication. Release the pressurization
switch to the PRESS position when pressurizing
is confirmed and move both condition levers to
their original position.
Prior to takeoff, the CABIN ALT selector knob

should be adjusted so that the ACFT ALT scale
on the indicator dial indicates an altitude approx-
imately 1,000 feet above the planned cruise
pressure altitude prior to takeoff. The rate control
selector knob should be adjusted as desired; set-
ting the index mark between the 9 and 12 o’clock
positions will provide the most comfortable cabin
rate of climb. The cabin pressure switch should be
checked to ensure that it is the PRESS position. Figure 12-12. Environmental System
Circuit Breakers

IN FLIGHT Table 12-1. PRESSURIZATION

CONTROLLER SETTING FOR
As the airplane climbs, the cabin pressure alti- LANDING
tude climbs at the selected rate of change until CLOSEST ADD TO
the cabin reaches the selected pressure altitude. ALTIMETER SETTING AIRPORT ELEVATION
The system then maintains cabin pressure alti- 28.00..................................................... + 2,400
tude at the selected value. If the airplane climbs 28.10..................................................... + 2,300
to an altitude higher than the value indexed on 28.20..................................................... + 2,200
the ACFT ALT scale of the dial on the face of 28.30..................................................... + 2,100
12 PRESSURIZATION
the controller, the pressure differential will reach 28.40..................................................... + 2,000
28.50..................................................... + 1,900
the pressure relief setting of the outflow valve and 28.60..................................................... + 1,800
safety valve. Either or both valves will then over- 28.70..................................................... + 1,700
ride the cabin pressurization controller in order 28.80..................................................... + 1,600
to limit the pressure differential to the maximum 28.90..................................................... + 1,500
pressure differential. If the cabin pressure altitude 29.00..................................................... + 1,400
29.10..................................................... + 1,300
should reach a value of 12,500 feet, a pressure- 29.20..................................................... + 1,200
sensing switch will close. This causes the red 29.30..................................................... + 1,100
CABIN ALT HI annunciator light to illuminate, 29.40..................................................... + 1,000
warning the pilot of operation requiring the use 29.50..................................................... + 900
of oxygen. During cruise operation, if the flight 29.60..................................................... + 800
29.70..................................................... + 700
plan calls for an altitude change of 1,000 feet or 29.80..................................................... + 600
more, reselect the new altitude plus 1,000 feet on 29.90..................................................... + 500
the CABIN ALT dial if possible. 30.00..................................................... + 400
30.10..................................................... + 300
30.20..................................................... + 200
30.30..................................................... + 100
DESCENT 30.40........................................................ 0
30.50...................................................... - 100
30.60...................................................... - 200
During descent and in preparation for landing, set 30.70...................................................... - 300
the cabin altitude selector to indicate a cabin alti- 30.80...................................................... - 400
tude of approximately 500 feet above the landing 30.90...................................................... - 500
field pressure altitude (Table 12-1), and adjust the
rate control selector as required to provide a com-
fortable cabin-altitude rate of descent. Control NOTE
the airplane rate of descent so that the airplane As cabin DP approaches zero during a
altitude does not catch up with the cabin pressure descent, the flapper door may be forced
altitude until the cabin pressure altitude reaches open by ram air at airspeeds above
the selected value, which may happen before the approximately 180 KIAS, causing a
airplane reaches the selected altitude. Then as rapid depressurization of the remaining
the airplane descends to and reaches the cabin cabin DP and an increase in air noise.
pressure altitude the negative pressure relief func-
tion opens the out-flow and safety valve poppets
toward the fully open position, thereby equalizing
the pressure inside and outside the pressure ves-
sel. As the airplane continues to descend below
the preselected cabin pressure altitude, the cabin
will be unpressurized and will follow the airplane
rate of descent to touchdown.

FLOW CONTROL UNIT The ambient air valve, associated with the
temperature sensing device, is also controlled
A flow control unit, mounted in each nacelle on by the left landing gear safety switch. When the
the forward side of the firewall, controls the bleed aircraft is on the ground, the valve is directed
air from the engine for use in pressurization, to shut off the ambient air source from the
heating, and ventilation. The function of the flow flow control valve. The exclusion of ambient
control unit (Figure 12-13) is to vary the flow air allows faster cabin warm-up during cold
and balance of bleed air and ambient air to the weather operation.
cabin pressure vessel. This is done by means of
12 PRESSURIZATION
temperature and pressure sensors and their related After takeoff, the landing gear safety switch
modulating valves. signals the ambient air modulating valves to
open. They do so sequentially to prevent the
When the BLEED AIR switches on copilot’s left simultaneous opening of the modulating valves
subpanel are OPEN a bleed-air shutoff electric and a sudden pressure surge into the cabin.
solenoid valve on each flow control unit opens
to allow the bleed air into the unit. The flow The pneumostat (pneumatic thermostat) provides
control unit will then adjust the flow of bleed air temperature input to the flow control unit, which
mixed with ambient air into the pressure vessel. modulates the amount of ambient air entering the
Ambient air is allowed to enter the flow control flow unit for blending. Warmer outside air opens
unit through a normally-open modulating valve, the modulating valve and allows more ambient
and serves to add air mass and some cooling to air in for blending. Cold air closes the valve until
the bleed air flow. it closes completely at a preset temperature. At
PNUEMOSTAT
(PNEUMATIC
PRESSURE THERMOSTAT)
REGULATOR TO LH L.G.
SAFETY
BYPASS SWITCH
VALVE AMBIENT
SENSE
ANEROID
N.O.
SOLENOID
VALVE
TO BYPASS
CABIN VALVE
AIR TO N.C. EJECTOR
AIR HEAT SOLENOID FLOW
EXCHANGER CONTROL
FILTER
ACTUATOR
N.O.
TO OPEN
N.C. TO OPEN TO OPEN AMBIENT AIR

FIREWALL MODULATING
SHUT--OFF VALVE
VALVE
AMBIENT
FLOW
CHECK
EJECTOR VALVE
LEGEND
COLD CONDITIONED AIR BLEED
AIR FLOW
HP BLEED AIR
AMBIENT AIR
Figure 12-13. Flow Control Unit

this point, bleed air will be providing all air for

pressurization. A check valve prevents air from
leaking out the ambient air input.
An aneroid near the bleed air ejector flow

control actuator influences the amount of bleed
air entering the flow control unit. The aneroid
provides altitude sensing information to the flow
control unit, and combined with the pneumostat,
12 PRESSURIZATION
provides accurate bleed-air input into the
pressure vessel.
The quantity of bleed-air flow into the pressure

vessel is influenced directly by ambient
temperature and ambient pressure.

QUESTIONS
1. What is the maximum cabin pressure
differential?
A. 5.3 ±0.1 PSID
B. 5.0 ±0.1 PSID
C. 4.9 ±0.1 PSID
12 PRESSURIZATION
d. 4.6 ±0.1 PSID
2. What indicator reflects the rate of cabin

pressure altitude change?
A. Aircraft Altimeter
B. Cabin Climb indicator
C. Cabin Altimeter
D. Pressurization Controller
3. Which position on the RATE control knob

provides the most comfortable rate of climb?
A. Index mark set at MIN
B. Index mark set between the 2 o’clock
and 6 o’clock positions
C. Index mark set between the 6 o’clock
D. Index mark set between the 9 o’clock
4. The rate of change selected on the RATE

control knob may be from approximately:
A. 100 to 1,000 fps.
B. 200 to 2,000 fpm.
C. 200 to 2,500 fps.
D. 50 to 5,000 fpm.
5. What should the Pressurization Control-

ler be set to if the planned cruise altitude is
22,000 feet?
A. 22,000 feet
B. 22,500 feet
C. 23,000 feet
D. 23,500 feet

CHAPTER 13
HYDRAULIC POWER SYSTEM
13 HYDRAUALIC POWER
SYSTEM
See Chapter 14—“Landing Gear and Brakes,” for
information on the hydraulic power system.

CHAPTER 14
LANDING GEAR AND BRAKES
CONTENTS
Page
INTRODUCTION................................................................................................................. 14-1
GENERAL............................................................................................................................. 14-1
LANDING GEAR SYSTEM................................................................................................. 14-2
Landing Gear Assemblies............................................................................................... 14-2
Wheel Well Door Mechanisms ...................................................................................... 14-3
Steering........................................................................................................................... 14-3
Hydraulic Landing Gear................................................................................................. 14-4
Landing Gear Extension and Retraction ....................................................................... 14-6
Hydraulic Fluid Level Indication System...................................................................... 14-8
Landing Gear Warning System ...................................................................................14-11
Manual Landing Gear Extension .................................................................................14-11
Hydraulic Schematics ..................................................................................................14-12
14 LANDING GEAR

Tires..............................................................................................................................14-18
AND BRAKES
Shock Struts.................................................................................................................14-18
Landing Gear Operating Limits ..................................................................................14-18
KING AIR WHEEL BRAKES ...........................................................................................14-18
Series Brake System.....................................................................................................14-18
Parking Brake...............................................................................................................14-18
Brake Service...............................................................................................................14-21
Brake Wear Limits........................................................................................................14-22
Cold Weather Operation...............................................................................................14-22
QUESTIONS.......................................................................................................................14-23

ILLUSTRATIONS
Figure Title Page
14-1 Main Gear Assembly............................................................................................. 14-2

14-2 Nose Gear Assembly.............................................................................................. 14-2
14-3 Main Gear Door Mechanism................................................................................. 14-3
14-4 Landing Gear Electrical Schematic....................................................................... 14-4
14-5 Hydraulic Landing Gear Plumbing Schematic...................................................... 14-5
14-6 Hydraulic Landing Gear Diagram......................................................................... 14-6
14-7 Hydraulic Landing Gear Power Pack..................................................................... 14-7
14-8 Landing Gear Control Switch Handle................................................................... 14-8
14-9 Hydraulic Fluid Indicator...................................................................................... 14-8
14-10 Safety Switch......................................................................................................... 14-9
14-11 Gear Position Indicator.......................................................................................... 14-9
14-12 Gear Position Indicator—No Illumination............................................................ 14-9
14-14 Handle Light Test................................................................................................ 14-10
14-13 Landing Gear Control Switch Handle—Red In-Transit Indicators.................... 14-10
14 LANDING GEAR

14-15 Landing Gear Alternate Extension Placard........................................................ 14-12
AND BRAKES
14-16 Landing Gear Relay Circuit Breaker.................................................................. 14-12
14-17 Landing Gear Retraction Schematic................................................................... 14-13
14-18 Landing Gear Extension Schematic................................................................... 14-14
14-19 Hand Pump Emergency Extension Schematic.................................................... 14-16
14-20 Landing Gear Maintenance Retraction Schematic............................................. 14-17
14-21 Brake System Schematic.................................................................................... 14-19
14-22 Parking Brake Schematic.................................................................................... 14-20
14-23 Brake Fluid Reservoir......................................................................................... 14-21
14-24 Brake Wear Diagram........................................................................................... 14-22

TABLES
Table Title Page
14-1 Landing Gear Warning Horn Operation............................................................... 14-11

14-2 Landing Gear Operating Limits............................................................................ 14-18
14 LANDING GEAR

AND BRAKES
Revision 0.1 FOR TRAINING PURPOSES ONLY 14-v

CHAPTER 14
LANDING GEAR AND BRAKES
INTRODUCTION
14 LANDING GEAR

AND BRAKES
An understanding of the landing gear system will aid the pilot in proper handling of landing
gear operation and emergency procedures. This chapter, in addition to describing the system,
identifies inspection points and abnormal conditions to be considered. This chapter also includes
brakes, since an understanding of the brake system will help the pilot operate the brakes safely
and with minimum wear. In addition to system description, operating and servicing procedures
are covered.
GENERAL
This chapter presents a description and discussion This chapter also presents a description and
of the landing gear system, landing gear controls, discussion of the wheel brake system. Correct use
and limits. The indicator system and emergency of the brakes and parking brakes, brake system
landing gear extension are also described. description, and what to look for when inspecting
brakes are also detailed.

LANDING GEAR
SYSTEM
LANDING GEAR ASSEMBLIES
Components
Each landing gear assembly (main and nose)
consists of a shock strut, torque knee (scissors),
drag leg, actuator, wheel, and tire. Brake assem-
blies are located on the main gear assemblies;
the shimmy damper is mounted on the nose gear
assembly (Figure 14-1 and Figure 14-2).
Operation
The upper end of the drag legs and two points on the
shock struts are attached to the airplane structure.
When the gear is extended, the drag braces are
rigid components of the gear assemblies.
The landing gear incorporates Beech air/oil shock

struts that are filled with both compressed air and
hydraulic fluid. Airplane weight is borne by the Figure 14-1. Main Gear Assembly
air charge in the shock struts. At touchdown,
the lower portion of each strut is forced into
the upper cylinder; this moves fluid through an
orifice, further compressing the air charge and
thus absorbing landing shock. Orifice action also
reduces bounce during landing. At takeoff, the
lower portion of the strut extends until an internal
stop engages.
14 LANDING GEAR
AND BRAKES
A torque knee connects the upper and lower

portions of the shock strut. It allows strut
compression and extension but resists rotational
forces, thereby keeping the wheels aligned with
the longitudinal axis of the airplane. On the nose
gear assembly, the torque knee also transmits
steering motion to the nosewheel, and nosewheel
shimmy motion to the shimmy damper.
The shimmy damper, mounted on the right side of

the nose gear strut, is a balanced hydraulic cylin-
der that bleeds fluid through an orifice to dampen
nosewheel shimmy.
Figure 14-2. Nose Gear Assembly

WHEEL WELL DOOR STEERING

MECHANISMS Direct linkage to the rudder pedals permits
The landing gear doors consist of one set of nosewheel steering when the nose gear is down.
nose gear doors and two sets of main gear doors. One spring-loaded link in the system absorbs some
Landing gear doors are mechanically actuated by of the force applied to any of the interconnected
gear movement during extension and retraction. rudder pedals until the nosewheel is rolling. At
this time the resisting force is less, and more pedal
The nose gear doors are hinged at the sides and are motion results in more nosewheel deflection. Since
spring-loaded to the open position. As the landing motion of the pedals is transmitted via cables and
gear is retracted, a roller on each side of the nose linkage to the rudder, rudder deflection occurs
gear assembly engages a cam assembly on each when force is applied to the rudder pedals. With
door, and draws the doors closed behind the gear. the nose landing gear retracted, some of the force
The reverse action takes place, and spring-loading applied to any of the rudder pedals is absorbed
takes effect as the nose gear is extended. by the spring-loaded link in the steering system,
so that there is no motion at the nosewheel but
The main gear doors are hinged at the sides and rudder deflection still occurs. The nosewheel is
are connected to a landing-gear, door-actuator self-centering upon retraction.
torque tube assembly with two push-pull links
(Figure 14-3). The torque tube assembly also When force on the rudder pedal is augmented
contains an uplock roller support assembly which, by a main wheel braking action, the nosewheel
when contacted by the uplock cam on the main deflection can be considerably increased.
gear shock cylinder, rotates the torque tube to pull
the doors closed upon gear retraction, or push the
doors open upon gear extension.
Roller movement is transmitted through linkage

to close the doors. During extension, roller action
reverses cam movement to open the doors. When
the cam has left the roller, springs pull the linkage
over-center to hold the doors open.
DOWNLOCK SPRING
14 LANDING GEAR

UPLOCK ROLLER
AND BRAKES
DOWNLOCK SPRING SUPPORT ASSEMBLY
DOOR ACTUATOR TORQUE

TUBE ASSEMBLY
UPLOCK ROLLER
UPLOCK CAM
VIEW LOOKING AFT

OUTBOARD DOOR
INBOARD DOOR
Figure 14-3. Main Gear Door Mechanism

HYDRAULIC LANDING GEAR

The retractable tricycle landing gear (Figure reservoir located in the left center wing section
14-4) is electrically controlled and hydraulically provides hydraulic fluid to the power pack. The
actuated. The system utilizes folding braces, reservoir incorporates a dipstick to provide a
called “drag legs,” that lock in place when the visual check of fluid level.
gear is fully extended.
An electrically actuated selector valve controls
The individual landing gear actuators incorporate the flow of hydraulic fluid to the individual gear
internal/mechanical downlocks to hold the gear actuators. The selector valve receives electrical
in the fully extended position. The landing gear power through the landing gear control switch.
is held in the up position by hydraulic pressure.
Accidental retraction of the landing gear is pre-
Hydraulic pressure to the system is supplied by a vented through safety switches located on the
hydraulic power pack (Figure 14-5). A hydraulic main landing gears.
POWER LEVER
SWITCHES
NO. 2 APPROACH
GEAR NOSE
LIMIT SWITCH
5A HORN
GEAR
28 VDC HORN LEFT LEFT
LANDING RELAY
GEAR FLAP HORN
WARNING CONTROL SILENCE
SWITCH BUTTON RIGHT RIGHT
HORN
(CLOSED WHEN DOWNLOCK SWITCHES
FLAPS UP OR (OPEN WHEN DOWN)
5A APPROACH)
28 VDC IN-TRANSIT
LANDING LIGHT RELAY
GEAR HANDLE LIGHTS
INDICATOR (RED)
NOSE
LIGHTS
14 LANDING GEAR
LEFT
AND BRAKES
RIGHT
DOWNLOCK SWITCHES POSITION LIGHTS
(CLOSED WHEN DOWN) (GREEN)
RIGHT HAND HYDRAULIC

2A SAFETY PRESSURE 28 VDC LANDING GEAR
UP HYDRAULIC
SWITCH SWITCH SERVICE
28 VDC VALVE MOTOR POWER
LANDING
LANDING LANDING
GEAR 60A
GEAR DOWN GEAR
CONTROL
CONTROL HYDRAULIC UP LEFT HAND HYDRAULIC
CIRCUITRY FLOW SAFETY MOTOR
CONTROL SWITCH CONTROL
LANDING SOLENOID CIRCUIT LANDING GEAR
GEAR HYDRAULIC
CONTROL MOTOR PUMP
HANDLE DOWNLOCK
DOWN
SWITCHES
Figure 14-4. Landing Gear Electrical Schematic

LEGEND
LANDING GEAR
EXTENSION LINE
LANDING GEAR EMERGENCY
EXTENSION LINE
LANDING GEAR
RETRACTION LINE
HYDRAULIC FLUID
SUPPLY LINE
BLEED AIR LINE
14 LANDING GEAR

AND BRAKES
Figure 14-5. Hydraulic Landing Gear Plumbing Schematic

14 LANDING GEAR
Figure 14-6. Hydraulic Landing Gear Diagram

AND BRAKES
LANDING GEAR EXTENSION

AND RETRACTION
The nose and main landing gear assemblies are manual extension the system has a hand-lever-
extended and retracted by a hydraulic power pack operated pump. The pump handle is located on
in conjunction with hydraulic actuators (Figure the floor between the pilot’s seat and the pedestal.
14-6). The hydraulic power pack is located in the
center of the center section, just forward of the Three hydraulic lines (one for normal extension
main spar. One hydraulic actuator is located at and one for retraction, routed from the power
each landing gear. pack, and one for emergency extension routed
from the hand pump) are routed to the nose and
The power pack (Figure 14-7) consists of a: main gear actuators. The normal extension lines
hydraulic pump, 28-VDC motor, two-section and the manual extension lines are connected
fluid reservoir, filter screens, four-way gear to the upper end of each hydraulic actuator. The
selector valve, fluid level sensor, an up selector hydraulic lines for retraction are fitted to the
solenoid, and an uplock pressure switch. For lower ends of the actuators. Hydraulic fluid under

LEGEND
RETRACT LINE
EXTEND LINE
EMERGENCY EXTEND
HAND PUMP SUCTION
HAND PUMP PRESSURE
VENT TUBE
TO FILL RESERVOIR DETAIL A
14 LANDING GEAR

AND BRAKES
Figure 14-7. Hydraulic Landing Gear Power Pack
pressure (generated by the power pack pump and are down and locked. A spring-loaded downlock
contained in the accumulator) acts on the piston assembly is fitted to each main gear upper drag
faces of the actuators (which are attached to leg, providing positive downlock action for the
folding drag braces), resulting in the extension or main gear.
retraction of the landing gear.
In flight, with the LDG GEAR CONTROL in the
When the actuator pistons are repositioned to fully DN position (Figure 14-8), as the landing gear
extend the landing gear, an internal mechanical moves to the fully down position, the downlock
lock in the nose gear actuator and the over-center switches are actuated, and they cause the landing
action of the nose gear drag leg assembly lock the gear relay to interrupt current to the pump motor.
nose gear in the down position. In this position, When the red GEAR-IN-TRANSIT lights in
the internal locking mechanism in the nose gear the LDG GEAR CONTROL switch handle
actuator will actuate the actuator downlock switch extinguish, and the green NOSE-L-R indicators
to interrupt current to the pump motor. The motor illuminate, the landing gear is in the fully down-
will continue to run until all three landing gears and-locked position.

HYDRAULIC FLUID
LEVEL INDICATION SYSTEM
A caution annunciator placarded “HYD FLUID
LOW” (Figure 14-9), in the annunciator panel,
will illuminate (yellow) whenever the hydraulic
fluid level in the landing gear power pack reservoir
is low. The annunciator is tested by pressing the
HYD FLUID SENSOR TEST button located on
the pilot’s subpanel.
If the HYD FLD LOW annunciator comes on,

normal extension may be attempted, but the pilot
should be prepared for an emergency manual
extension.
Figure 14-8. L
anding Gear Control Control
Switch Handle
The landing gear hydraulic power pack motor
is controlled by the landing gear switch handle
A solenoid mounted on the valve body end of
placarded “LDG GEAR CONTROL” with UP
the pump is energized when the LDG GEAR
and DN positions, located on the pilot’s right
CONTROL is in the UP position and actuates the
subpanel (Figure 14-8). The switch handle must
gear select valve, allowing system fluid to flow
be pulled out of a detent before it can be moved
to the retract side of the system. The gear select
from either the UP or DN position.
valve is spring-loaded in the down position and
will move to the up position only when energized.
The nose gear actuator will unlock when 200 to
400 psi of hydraulic pressure is applied to the
retract port of the nose gear actuator. The landing
gear will begin to retract after the nose gear
actuator is unlocked.
Hydraulic system pressure performs the uplock

14 LANDING GEAR
function, holding the landing gear in the retracted

AND BRAKES
position. When the hydraulic pressure reaches

approximately 1,850 psi, the uplock pressure
switch will cause the landing gear relay to open
and interrupt the current to the pump motor.
The same pressure switch will cause the pump
to actuate should the hydraulic pressure drop to
approximately 1,600 psi.
The landing gear control circuit is protected by

a 2-ampere circuit breaker located on the pilot’s
inboard subpanel. Power for the pump motor is
supplied through the landing gear motor relay and
a 60-ampere circuit breaker, both of which are
located under the cabin floor in the wing center
section. The motor relay is energized by current Figure 14-9. Hydraulic Fluid Indicator
from the 2-ampere circuit breaker and the down-
lock switches.

Safety switches (Figure 14-10) called “squat” Position Indicators

switches, on the main gear shock strut, open the
control circuit when the oleo strut is compressed. Landing gear position is indicated by an assembly
The squat switches must close to actuate a of three lights in a single unit located on the
solenoid, which moves a downlock hook on the pilot’s right subpanel (Figure 14-11). The unit has
LDG GEAR CONTROL switch to the released a light transmitting cap that is marked as follows:
position. This mechanism prevents the LDG “NOSE-L-R.” Light bulbs in each segment, when
GEAR CONTROL switch handle from being illuminated, make the segment appear green and
placed in the UP position when the airplane is indicate that particular gear is down and locked.
on the ground. The downlock hook automatically Absence of illumination may indicate an unsafe
unlocks when the airplane leaves the ground. gear indication (Figure 14-12). The green position
indicator lights may be checked by pushing on the
light housing.
Figure 14-10. Safety Switch Figure 14-11. Gear Position Indicator
14 LANDING GEAR

AND BRAKES
The downlock hook disengages when the airplane
leaves the ground because the squat switches close
and a circuit is completed through the solenoid
that moves the hook. In the event of a malfunction
of the downlock solenoid or the squat switch
circuit, the downlock hook can be overridden by
pressing downward on the red DOWN LOCK
REL button. The release button is located just left
of the LDG GEAR CONTROL switch handle.
The LDG GEAR CONTROL handle should never

be moved out of the DN detent while the airplane
is on the ground. If it is, the landing gear warning
horn will sound intermittently, and the red gear-
in-transit lights in the LDG GEAR CONTROL
switch handle will illuminate (provided the MAS-
TER SWITCH is ON), warning the pilot to return Figure 14-12. G
ear Position Indicator—
the handle to the DN position. No Illumination

Two red parallel-wired indicator lights, located Each normally closed, up-position switch is located
in the LDG GEAR CONTROL switch handle in the upper portion of its respective wheel well.
(Figure 14-13), illuminate to show that the gear is When the gear is in the fully retracted position,
in-transit or unlocked. Gear UP is indicated when each strut actuates its respective up-position
the red lights go out. The red lights in the handle switch to open the circuit from the in-transit light
also illuminate when the landing gear warning to ground. As soon as the gear moves from the
system is activated. fully retracted position, each strut actuates its
respective up-position switch to illuminate the
in-transit light by providing a path to ground
through the down-position switch. The in-transit
light goes out when the drag brace in each landing
gear passes over-center to actuate its respective
down-position switch to the momentary contacts.
In this position, the switch opens the circuit to the
in-transit light and completes a path to ground
for the down-position lights. The down-position
switch on each landing gear also functions as a
warning switch for the system.
The landing gear in-transit light will indicate one

or all of the following conditions:
• Landing gear handle is in the UP posi-
tion, and the airplane is on the ground with
Figure 14-13. L
anding Gear Control weight on the landing gear.
Switch Handle—Red • With flaps up or approach and one or both
In-Transit Indicators power levers retarded below approximately
79 ±2% N1, one or more landing gears are
not down and locked.
The red control handle lights may be checked by
pressing the HD LT TEST button (Figure 14-14) • Any landing gear is not in the fully retracted
located adjacent to the LDG GEAR CONTROL position.
switch handle. • Flaps are beyond the APPROACH position
14 LANDING GEAR
(36% or more) with any gear not down,

AND BRAKES
regardless of power lever position.
Thus, the function of the landing gear in-transit

light is to indicate that the landing gear is in
transit.
The up indicator, down indicator, and warning

horn systems are essentially independent systems.
A malfunction in any one system will probably
leave the other two systems unaffected.
Figure 14-14. Handle Light Test

LANDING GEAR To engage the system, pull the

WARNING SYSTEM LANDING GEAR RELAY circuit breaker
(Figure 14-16), located below and to the left
The landing gear warning system is provided to of the LDG GEAR CONTROL switch handle
warn the pilot that the landing gear is not down on the pilot’s sub-panel, and ensure that the
and locked during specific flight regimes. Various LDG GEAR CONTROL handle is in the DN
warning modes result, depending upon the position. Remove the pump handle from the
position of the flaps. securing clip, and pump the handle up and down
until the green NOSE-L-R gear-down indicator
With the flaps in the UP or APPROACH position lights illuminate and further resistance is felt. Place
and either or both power levers retarded below the handle in the fully down position and secure in
about 79% N1, the warning horn will sound the retaining clip.
intermittently. The horn can be silenced by
pressing the GEAR WARN SILENCE button
adjacent to the LDG GEAR CONTROL switch WARNING
handle. On the C90GTi and C90GTx, the warning
horn is silenced by pressing the silence button If for any reason the green GEAR DOWN
located on the left power lever. The landing gear lights do not illuminate (e.g., in case of
warning system will be rearmed if the power an electrical system failure or in the
levers are advanced sufficiently. event an actuator is not locked “down”),
continue pumping until sufficient resis-
With the FLAPS beyond the APPROACH tance is felt to ensure that the gear is
position, the warning horn activates regardless of down and locked. Do not stow pump
the power lever settings and cannot be canceled. handle. The landing gear cannot be
manually retracted in flight.
Landing gear warning horn operation is shown in
Table 14-1.
WARNING
MANUAL LANDING
After a manual landing gear extension
GEAR EXTENSION has been made, do not move any land-
A hand pump handle, placarded “LANDING ing gear controls or reset any switches
GEAR ALTERNATE EXTENSION” (Figure or circuit breakers until the airplane is
14 LANDING GEAR

14-15), is located on the floor between the pilot’s on jacks.
AND BRAKES
seat and the pedestal. The pump is located under
the floor, below the handle, and is used when
emergency extension of the gear is required.
Table 14-1. LANDING GEAR WARNING HORN OPERATION

GEAR POSITION FLAPS POWER HORN SILENCE MODE
Up Up +77 to 81% No N/A
Up Up –77 to 81% Yes Silence button
Up Approach –77 to 81% Yes Silence button
Up Past approach Any Yes Lower gear

HYDRAULIC SCHEMATICS
The hydraulic gear schematics shown are for
the gear extended, gear retracted, hand pump
emergency extension, and gear maintenance
retraction modes. Power is available to the
contacts of the landing gear remote power relay.
When the relay is open, power comes down from

the 2-amp gear control circuit breaker to the land-
ing gear control assembly switch and on to the
three downlock switches. Each gear is down and
locked, so these three switches are open and no
circuit passes through them. This is the static con-
dition of the system after a normal gear extension.
Landing Gear Retraction

When the aircraft is airborne, the pilot selects
GEAR UP (Figure 14-17). Circuits are made from
the gear selector switch to the uplock pressure
switch. The pressure switch is closed at this time,
Figure 14-15. L
anding Gear Alternate so the circuit is complete to the gear up main
Extension Placard switch and landing gear remote power relay. This
relay now closes and provides the power circuit
to the hydraulic pump motor. Backing up to the
pressure switch, a circuit is made to the hydraulic
selector valve up-solenoid. Power to this solenoid
will position the selector valve body to route
hydraulic fluid in the appropriate direction to
retract the gear.
After approximately six seconds the retraction

14 LANDING GEAR
cycle is complete. Once the landing gear reaches

AND BRAKES
full-up travel, each actuator physically bottoms

out. The pressure on the retract line builds rapidly
until pressure reaches approximately 1,850 psi.
The uplock pressure switch opens at this time,
breaking the power circuit to the pump motor and
stopping the hydraulic pump. This pressure switch
will close periodically when pressure drops to
Figure 14-16. L
anding Gear Relay approximately 1,600 psi, due to the normal sys-
Circuit Breaker tem pressure leak-down, and reenergize the pump
to restore needed uplock pressure. Consequently,
After a practice manual extension of the landing when the gear is retracted, pressure will be main-
gear, the gear may be retracted hydraulically by tained between approximately 1,600 and 1,850
pushing the LANDING GEAR RELAY circuit psi to keep the gears in their retracted position.
breaker in and moving the LDG GEAR CONTROL An accumulator pre-charged to 800 psi, located
handle to the UP position. in the left wing inboard of the nacelle, is designed
to aid in maintaining the system pressure in the
gear-up mode.

OVERBOARD
LEGEND VENT
CHECK VALVE
PRESSURE FLUID
Revision 0.1
RETURN FLUID
POWER PACK ASSEMBLY
VENT PORT PRIMARY

FILL RESERVOIR
CAN
RETURN FILTER
FILL
PORT SYSTEM
PUMP RELIEF
PUMP VALVE
MOTOR
FILTER
RELIEF PUMP
NOSE GEAR CHECK
ACTUATOR VALVE
HAND SECONDARY VALVE
DOWN-LOCK PUMP RESERVOIR SELECTOR VALVE
SWITCH SUCTION
PORT
PRESSURE
HAND RELIEF GEAR
LH LANDING RH LANDING ORIFICE DOWN
GEAR DOWN- GEAR DOWN-Z PUMP
DUMP PORT
LOCK SWITCH LOCK SWITCH HAND
PUMP HAND VALVE
PUMP PRESSURE PRESSURE
PRESSURE SWITCH CHECK FILTER
PORT VALVE
LANDING RH LANDING
GEAR FILTER THERMAL RELIEF
GEAR SQUAT VALVE
CONTROL LH LANDING SWITCH
CB 107 GEAR SQUAT GEAR UP
SWITCH UP ACCUMULATOR
PORT
PRESSURE
2A SWITCH
LANDING GEAR SERVICE

CONTROL ASSY VALVE
DOWN LOCK
DOWN SOLENDOID
LANDING
GEAR LANDING GEAR
POWER REMOTE POWER
CB214 RELAY PUMP
MOTOR RH MAIN NOSE LH MAIN

ACTUATOR ACTUATOR ACTUATOR
PUMP
60A
SELECTOR VALVE
UP
SOLENOID
SERVICE VALVE
Figure 14-17. Landing Gear Retraction Schematic
14-13
14 LANDING GEAR
AND BRAKES
AND BRAKES
14 LANDING GEAR
OVERBOARD
LEGEND VENT
CHECK VALVE
PRESSURE FLUID
14-14
RETURN FLUID
POWER PACK ASSEMBLY
VENT PORT PRIMARY

FILL RESERVOIR
CAN
RETURN FILTER
FILL
PORT SYSTEM
PUMP RELIEF
PUMP VALVE
MOTOR
FILTER
RELIEF PUMP
NOSE GEAR CHECK
ACTUATOR VALVE
SWITCH SUCTION
PORT
PRESSURE
HAND RELIEF GEAR
DUMP PORT
PUMP HAND VALVE
PORT VALVE
LANDING RH LANDING
GEAR SQUAT VALVE
PORT
PRESSURE
2A SWITCH

CONTROL ASSY

VALVE
DOWN LOCK
DOWN SOLENDOID
LANDING
GEAR LANDING GEAR
POWER REMOTE POWER
CB214 RELAY PUMP

PUMP
60A
SELECTOR VALVE
UP
SOLENOID
SERVICE VALVE
Figure 14-18. Landing Gear Extension Schematic
Revision 0.1
Landing Gear Extension If an alternate landing gear extension becomes

necessary, there is no limit to the amount of
For normal gear extension, a pilot selects GEAR cycles the hydraulic gear may be pumped. During
DOWN (Figure 14-18), and circuits are made a complete or partial electrical failure, the gear
from the landing gear control assembly through down lights, in-transit lights, and gear warning
any one of the three actuator downlock switches, horn may not be operating. A positive method of
back through the landing gear control assembly, checking that the gear is down is through resis-
the service valve, and finally to the landing gear tance when pumping the extension handle. When
remote power relay. The power relay closes and all three gears are extended, hydraulic pressure
provides a power circuit to the pump motor. The is built up until the pressure relief valve opens,
selector valve is not being powered at this time. relieving the pressure built up by the handle. This
Thus, fluid under pump pressure is routed through can be felt by the pilot as increased resistance
the selector valve body in the appropriate direction while pumping, followed by a give as the relief
to extend the landing gear. valve opens.
The gear comes down under fluid pressure until
each main gear downlock and the nose gear actua- Landing Gear Maintenance
tor downlock switches are depressed. When all Retraction
three gears are down and locked, the control circuit
to the pump motor is broken, and the pump stops. A service valve (Figure 14-20), located forward
Notice that no pressure switches are involved. of the power pack assembly, may be used in
Consequently, there is no downlock pressure main- conjunction with the hand pump to raise the
tained. The mechanical downlocks on each main gear for maintenance purposes. With the aircraft
gear drag brace, and an internal mechanical lock on jacks and an external electrical power source
in the nose gear actuator, prevent gear retraction. attached, unlatch the hinged retainer and pull
up on the red knob located on top of the service
valve. The hand pump can then be used to raise
Hand Pump Emergency the gear to the desired position. After the required
Extension maintenance has been performed, push the red
knob down, and use the hand pump to lower the
A hand-pump handle, placarded “LANDING gear. The valve is not accessible to the pilot.
GEAR ALTERNATE EXTENSION,” is located
on the floor between the pilot’s seat and the
pedestal. The pump is located under the floor CAUTION
14 LANDING GEAR

below the handle and is used when emergency
AND BRAKES
extension of the gear is required. If the red knob on the service valve is
pushed down while the landing gear is
To engage the system, pull the LANDING retracted, the electrical power on, and
GEAR RELAY circuit breaker, located on the the landing gear control handle is in the
pilot’s inboard subpanel, and place the LDG down position, the landing gear will
GEAR CONTROL switch handle in the DN extend immediately.
position (Figure 14-19). Remove the pump
handle from the securing clip, and pump the
handle up and down until the green NOSE-L-R A fill reservoir, located just inboard of the left
gear down indicator lights illuminate. Place the nacelle and forward of the front spar, contains a
pump handle in the fully down position and cap and dipstick assembly to facilitate mainte-
secure in the retaining clip. nance of the system fluid level. A line plumbed
to the upper portion of the fill reservoir is routed
After a practice manual extension of the landing overboard to act as a vent.
gear, the gear may be retracted hydraulically
by pushing the LANDING GEAR RELAY
circuit breaker in and moving the LDG GEAR
CONTROL switch handle to the UP position.

AND BRAKES
14 LANDING GEAR
OVERBOARD
LEGEND VENT
CHECK VALVE
14-16
PRESSURE FLUID
RETURN FLUID
HAND PUMP SUCTION POWER PACK ASSEMBLY
VENT PORT PRIMARY

FILL RESERVOIR
CAN
RETURN FILTER
FILL
PORT SYSTEM
PUMP RELIEF
PUMP VALVE
MOTOR
FILTER
RELIEF PUMP
NOSE GEAR CHECK
ACTUATOR VALVE
SWITCH SUCTION
PORT
PRESSURE
HAND RELIEF GEAR
DUMP PORT
PUMP HAND VALVE
PORT VALVE
LANDING RH LANDING
GEAR SQUAT VALVE
PORT
PRESSURE
2A SWITCH

CONTROL ASSY VALVE
DOWN LOCK
DOWN SOLENDOID
LANDING
GEAR LANDING GEAR
POWER REMOTE POWER
CB214 RELAY PUMP

PUMP
60A
SELECTOR VALVE
UP
SOLENOID
SERVICE VALVE
Figure 14-19. Hand Pump Emergency Extension Schematic
Revision 0.1
OVERBOARD
LEGEND VENT
CHECK VALVE
PRESSURE FLUID
Revision 0.1
RETURN FLUID
HAND PUMP SUCTION POWER PACK ASSEMBLY
VENT PORT PRIMARY

FILL RESERVOIR
CAN
RETURN FILTER
FILL
PORT SYSTEM
PUMP RELIEF
PUMP VALVE
MOTOR
FILTER
RELIEF PUMP
NOSE GEAR CHECK
ACTUATOR VALVE
SWITCH SUCTION
PORT
PRESSURE
HAND RELIEF GEAR
DUMP PORT
PUMP HAND VALVE
PORT VALVE
LANDING RH LANDING
GEAR SQUAT VALVE
PORT
PRESSURE
2A SWITCH

CONTROL ASSY VALVE
DOWN LOCK
DOWN SOLENDOID
LANDING
GEAR LANDING GEAR
POWER REMOTE POWER
CB214 RELAY PUMP

PUMP
60A
SELECTOR VALVE
UP
SOLENOID
SERVICE VALVE
Figure 14-20. Landing Gear Maintenance Retraction Schematic
14-17
14 LANDING GEAR
AND BRAKES
TIRES on the rudder pedals by either the pilot or copilot.

The depression of either set of pedals compresses
The nose landing gear wheel for the C90GTi and the piston rod in the master cylinder attached to
basic C90GTx aircraft is equipped with a 6.50 x 10, each pedal. The hydraulic pressure resulting from
6-ply-rated, tubeless, rim-inflation tire. C90GTx air- the movement of the pistons in the master cylinders
craft with Performance Enhancement modifications is transmitted through flexible hoses and fixed
are equipped with a 6.50 x 10, 10-ply-rated, tube- aluminum tubing to the disc brake assemblies on
less, rim-inflation tire. the main landing gear wheels. This pressure forces
the brake pistons on the wheel to press against the
Each main landing gear wheel for the C90GTi is multiple linings and discs of the brake assembly.
equipped with an 8.50 x 10, 8-ply-rated, tubeless,
rim-inflation tire, unless modified by STC for the As with any airplane, proper traction and braking
Gross Weight Increase, thus requiring 10-ply tires control cannot be expected until the landing gear
on the mains. The C90GTx requires the 10-ply tires is carrying the full weight of the airplane. Use
on the Main. For increased service life, 10-ply-rated extreme care when braking to prevent skidding and
tires of the same size may be installed. Check the the resulting flat sections on tires caused by skid-
Pilot’s Operating Handbook for correct tire pressure. ding. Braking should be smooth and even all the
way to the end of ground roll.
SHOCK STRUTS
SERIES BRAKE SYSTEM
Shock struts should always be properly inflated.
Do not over- or under-inflate, and never tow or The dual brakes are plumbed in series (Figure
taxi an aircraft when any strut is flat. Correct 14-21). Each rudder pedal is attached to its own
inflation is approximately 3 inches for the main master cylinder. The pilot’s master cylinders are
strut and 3.0 to 3.5 inches for the nose strut. plumbed through the copilot’s master cylinders,
thus allowing either set of pedals to perform the
braking action. The pilot’s and copilot’s right rud-
LANDING GEAR der pedals control the brake in the right main
OPERATING LIMITS landing gear. Similarly, the pilot’s and copilot’s
left rudder pedals control braking in the left main
The landing gear operating limits are shown in gear. This arrangement allows differential braking
Table 14-2. for taxiing and maneuvering on the ground.
14 LANDING GEAR
KING AIR WHEEL PARKING BRAKE

AND BRAKES
BRAKES The parking brake utilizes the regular brakes and

a set of valves (Figure 14-22). Dual parking brake
The King Air series brakes are a non-assisted valves are installed adjacent to the rudder pedals
hydraulic brake system. The main landing gear between the master cylinders of the copilot’s
wheels are equipped with multi-disc dual hydraulic rudder pedals and the wheel brakes. The two
brakes. These brakes are actuated by toe pressure lever-type valves are located just aft of the flight
Table 14-2. LANDING GEAR OPERATING LIMITS

AIRSPEED KIAS REMARKS
Maximum landing gear operation (VLO) Do not extend or retract the landing gear above this speed.
• Extension 182
• Retraction 163
Maximum Landing gear extended (VLE) 182 Do not exceed this speed with the landing gear extended.

ORIFICE
PRESSURE VENT
OVERLOAD
DRAIN
RESERVOIR
COPILOT’S
MASTER
CYLINDERS
PILOT’S
MASTER
CYLINDERS
LEFT PARK RIGHT PARK

BRAKE BRAKE
14 LANDING GEAR

AND BRAKES
LEGEND
FLUID UNDER PRESSURE
SUPPLY FLUID
LEFT STATIC FLUID RIGHT
WHEEL WHEEL
CYLINDER CYLINDER
Figure 14-21. Brake System Schematic

ORIFICE
PRESSURE VENT
OVERLOAD
DRAIN
RESERVOIR
COPILOT’S
MASTER
CYLINDERS
PILOT’S
MASTER
CYLINDERS
LEFT PARK RIGHT PARK

BRAKE BRAKE
14 LANDING GEAR
AND BRAKES
LEGEND
FLUID UNDER PRESSURE
SUPPLY FLUID
LEFT STATIC FLUID RIGHT
WHEEL WHEEL
CYLINDER CYLINDER
Figure 14-22. Parking Brake Schematic

compartment under the center aisle floorboard. in the pilot’s absence. Also, ambient temperature
A push-pull cable from the valve control levers changes can expand or contract the brake fluid,
runs to the pedestal, terminating with a knob. causing excessive brake pressure or brake release.
The control knob for the parking brake valves,
placarded “PARKING BRAKE-PULL ON,” is
below the lower left corner of the pilot’s subpanel. BRAKE SERVICE
Brake fluid is supplied to the master cylinders
To set the parking brake: depress the brake pedals from a reservoir located on the upper corner of
to build up pressure in the brake system, then the left side of the nose avionics compartment
depress the button in the center of the parking (Figure 14-23).
brake control, and pull the control handle aft or
ON. This procedure closes both parking brake Brake system servicing is limited primarily
valves simultaneously. The parking brake valves to maintaining the hydraulic fluid level in the
should retain the pressure previously pumped into reservoir. A dipstick is provided for measuring
the system. the fluid level. When the reservoir is low on
fluid, add a sufficient quantity of MIL-H-5606
The parking brake can be released from either the hydraulic fluid to fill the reservoir to the full mark
pilot’s or copilot’s side when the brake pedals are on the dipstick. Check all hydraulic landing gear
depressed briefly to equalize the pressure on both connections for signs of seepage and correct if
sides of the valves, and the PARKING BRAKE necessary. Do not check while the parking brake
handle is pushed in to allow the parking brake is deployed.
valves to open.
Standard brakes used on this airplane are equipped
To avoid damage to the parking brake system, with automatic brake adjusters. The automatic
tires, and landing gear, the parking brake should brake adjusters reduce brake drag, thereby
be left off and wheel chocks or tiedowns installed allowing unhampered roll. Airplanes with the
if the airplane is to be left unattended, because automatic adjusters tend to exhibit a softer pedal
the airplane may be moved by ground personnel and a somewhat longer pedal stroke.
14 LANDING GEAR

AND BRAKES
Figure 14-23. Brake Fluid Reservoir

BRAKE WEAR LIMITS

Brake lining adjustment is automatic, eliminat-
ing the need for periodic adjustment of the brake PISTON
clearance. Check brake wear periodically to SPRING HOUSING
assure that dimension “A,” in the Brake Wear Dia- RETAINER
gram (Figure 14-24), does not reach zero. When
it reaches zero, refer to the Beechcraft servicing
DIRECTION
and maintenance instructions for King Air brakes OF TRAVEL
and wheels. The parking brake must be set (pres-
sure on the brakes) before this can be done.
COLD WEATHER OPERATION ADJUSTER

HOUSING
When operating in cold weather, check the A
brakes and the tire-to-ground contact for freeze CARRIER, LINING
AND TORQUE
lock-up. Anti-ice solutions may be used on the BRAKE WEAR
BUTTON ASSEMBLY
INDICATOR
brakes or tires if freeze-up occurs. No anti-ice
solution which contains a lubricant, such as oil,
should be used on the brakes. It will decrease the
effectiveness of the brake friction areas.
When possible, taxiing in deep snow or slush

should be avoided. Under these conditions the
snow and slush can be forced into the brake
assemblies. Keep flaps retracted during taxiing
to avoid throwing snow or slush into the flap
mechanisms and to minimize damage to flap
surfaces.
14 LANDING GEAR
AND BRAKES
Figure 14-24. Brake Wear Diagram

QUESTIONS
1. If the wing flaps are beyond the APPROACH 4. The landing gear is held in the retracted
position, the warning horn will sound if: position by:
A. Both power levers are retarded below a A. Mechanical uplock mechanisms
specified setting B. Continuously applied hydraulic pressure
B. Either power lever is retarded below a C. Internal uplock mechanisms in all three
specified setting gear actuators
C. The power levers are below 79% N1, and D. Spring tension
the gear is down and locked
D. Any one gear is not down and 5. With the airplane airborne, placing the LDG
locked,regardless of power lever setting GEAR CONT handle UP:
A. Completes a circuit to the UP solenoid
2. If the rudder pedals are deflected with the
of the gear selector valve
airplane stationary:
B. Completes a circuit to the pump motor
A. The nosewheel steers, the rudder does relay, pulling in 28 VDC to start the
not move pump motor
B. The spring-loaded link in the system C. A and B
compresses, the nosewheel does not
D. None of the above
steer
C. The nosewheel does not steer and the
6. When the landing gear is fully retracted, the
rudder does not move
electrically driven hydraulic pump:
D. The nosewheel steers and the rudder
moves A. Stops, and does not start again
B. Stops, but cycles as required
3. When the PARKING BRAKE handle is C. Operates continuously
pulled: D. Continues to operate for five minutes,
A. Two master cylinders are mechanically then stops
actuated, applying the brakes
14 LANDING GEAR

B. Two master cylinders, already actuated,
AND BRAKES
are mechanically held in that position
C. The parking brake valve is actuated to
trap pressure from that point to brake
assemblies
D. The parking brake valve is mechani-
cally actuated to build pressure for brake
application

CHAPTER 15
FLIGHT CONTROLS
CONTENTS
Page
INTRODUCTION................................................................................................................. 15-1
DESCRIPTION...................................................................................................................... 15-1
FLAPS SYSTEM................................................................................................................... 15-2
Flap Operation................................................................................................................ 15-4
Landing Gear
Warning System..................................................................................................................... 15-4
Flap Airspeed Limits...................................................................................................... 15-4
RUDDER BOOST SYSTEM................................................................................................ 15-4
DUAL AFT BODY STRAKES.............................................................................................. 15-6
QUESTIONS......................................................................................................................... 15-7
15 FLIGHT CONTROLS

ILLUSTRATIONS
Figure Title Page
Figure 15-1. Flap Control System....................................................................................... 15-2

Figure 15-2. Flap Control Lever......................................................................................... 15-3
Figure 15-3. Flap Position Indicator................................................................................... 15-3
Figure 15-4. Flap System Circuit Breaker.......................................................................... 15-3
Figure 15-5. Airspeed Indicator.......................................................................................... 15-4
Figure 15-6. Rudder Boost System Diagram...................................................................... 15-5
Figure 15-7. Rudder Boost Switch...................................................................................... 15-6
Figure 15-8. Dual Aft Body Strakes.................................................................................... 15-6
15 FLIGHT CONTROLS

CHAPTER 15
FLIGHT CONTROLS
INTRODUCTION
Familiarization with the flap system operation and limits is necessary to provide optimum per-
formance in takeoff, approach, and landing modes. This chapter identifies and describes flap
action so the pilot will understand their operation, controls, and limits.
A basic understanding of how the rudder boost system works, and its value in engine-out sit-
uations, will assist the pilot in making full use of its advantages. This chapter also presents
familiarization with and operation of the rudder boost system.
DESCRIPTION
15 FLIGHT CONTROLS
This chapter presents a description and discussion The rudder boost system section of this chapter
of flap system. The four-segment Fowler-type presents a description and discussion of the rudder
system, its controls and limits are considered with boost system. This system is designed to reduce
reference to operation as outlined in the Pilot’s pilot effort in single-engine flight configurations.
Operating Handbook.

FLAPS SYSTEM
The flaps, two panels on each wing, are driven by The flaps are operated by a sliding lever located
an electric motor through a gearbox mounted on just below the condition levers on the pedestal
the forward side of the rear spar (Figure 15-1). (Figure 15-2). Flap travel, from 0% (UP) to 100%
The motor incorporates a dynamic braking system (DOWN), is registered at 20, APPROACH, 40,
through the use of two sets of motor windings. 60, and 80 and DOWN in percentage of travel
This system helps to prevent overtravel of the on an electric indicator on top of the pedestal
flaps. The gearbox drives four flexible driveshafts, (Figure 15-3).
each of which is connected to a jackscrew actuator
at each flap.
FLAP INBOARD
MOTOR
GEARBOX
FLAP DRIVE
OUTBOARD
FLAP DRIVE
FLAP FLAP APPROACH

DOWN POSITION SWITCH
LIMIT
SWITCH
FLAP UP
LIMIT
SWITCH
L.G. WARNING
HORN SWITCH
15 FLIGHT CONTROLS
LIMIT AND SAFETY SWITCHES FLAP POSITION TRANSMITTER
Figure 15-1. Flap Control System

The flap control has a position detent provided for

quick selection of 30% (15°) flaps for APPROACH.
Full flap deflection is approximately 43°. The
indicator is operated by a potentiometer driven
by the right hand inboard flap. Flap position limit
switches are also driven by the RH inboard flap.
The flap motor power circuit is protected by

a 20-ampere circuit breaker placarded FLAP
MOTOR, located on the right hand circuit breaker
panel. A 5-ampere circuit breaker, placarded
FLAP IND & CONTROL, for the flap control
circuit is also located on this panel (Figure 15-4).
Figure 15-2. Flap Control Lever
15 FLIGHT CONTROLS
Figure 15-3. Flap Position Indicator

Figure 15-4. Flap System Circuit Breaker

FLAP OPERATION
Flaps are selectable to 3 positions: up, approach
(15°), and down (43°). If a go-around is initi-
ated with flaps fully extended, retraction to either
approach or full-up positions can be accom-
plished with a single switch position selection.
LANDING GEAR
WARNING SYSTEM
The landing gear warning system is provided to
warn the pilot that the landing gear is not down
and locked during specific flight regimes. The
warning horn will sound continuously when the
flaps are lowered beyond the APPROACH (30%)
position, regardless of the power lever setting,
until the landing gear is extended or the flaps are
retracted. Although the landing gear warning sys-
tem is affected by the flap position, this subject
is discussed more completely in the LANDING
GEAR section of this training manual.
FLAP AIRSPEED LIMITS

Airspeed indicator (Figure 15-5) markings show
the maximum speeds and operating range of the
flaps VFE). The white APP indicates maximum
flaps-to or at-approach speed. The white DN
indicates the maximum speed permissible with
flaps extended beyond APPROACH. Approach
speed is 184 KIAS. Beyond APPROACH position,
the maximum speed is 148 KIAS.
Figure 15-5. Airspeed Indicator
Lowering the flaps will produce these results:
• Attitude—Nose up RUDDER BOOST
• Airspeed—Reduced SYSTEM
• Stall speed—Lowered
A rudder boost system (Figure 15-6) is provided
• Trim—
Nose-down adjustment required to aid the pilot in maintaining directional control
to maintain in the event of an engine failure or a large variation
of power between the engines. Incorporated
NOTE into the rudder cable system are two pneumatic
15 FLIGHT CONTROLS
All illustration needles may not reflect rudder-boosting servos that actuate the cables to
normal indications. provide rudder pressure to help compensate for
asymmetrical thrust.

The rudder boost system consists of pneumatic exceeds about 50 psi differential pressure, a
actuators in the empennage which provide the signal from the differential pressure switch to one
required rudder deflection upon loss of an engine. of the lines to the rudder boost servos causes the
A differential pressure switch, mounted on the solenoid valve to open, and one of the servos is
pneumatic manifold, senses engine P3 pressures. actuated. The pressurized servo will then pull on
Upon sensing a loss of P3 on one engine, this one of the rudder cables. Tension springs in the
pressure switch will energize a solenoid to connection between the servos and the rudder
direct pneumatic manifold air to the appropriate cables take up the slack in the rudder cable when
actuator. one or the other of the servos is actuated.
During operation, a differential pressure switch A drop in bleed air pressure from the left engine
senses bleed air pressure differences between will actuate the appropriate servo and the right
the engines. If the bleed air pressure differential rudder pedal will move forward. A drop in bleed
LEGEND
ELECTRICAL LINES
HIGH PRESSURE P3 AIR RIGHT GEN BUS
REGULATED P3 AIR
P SWITCH
18 PSI
LEFT PNEUMATIC RIGHT
P3 AIR PRESSURE P3 AIR
CHECK REGULATOR CHECK
VALVE VALVE
AFT PRESSURE BULKHEAD
13 PSI
PRESSURE FILTER
LEFT REGULATOR RIGHT
RUDDER RUDDER
SERVO SERVO
N.C. N.C.
15 FLIGHT CONTROLS
Figure 15-6. Rudder Boost System Diagram

air pressure from the right engine will cause

the left rudder pedal to move forward. Pedal
rigging causes the opposite pedal to move in the
opposite direction. This system is intended to
help compensate for asymmetrical thrust only.
Appropriate trimming is to be done with the trim
controls.
The system is controlled by a toggle switch

(Figure 15-7), placarded RUDDER BOOST–
OFF, located on the pedestal below the aileron
trim control knob. The switch is to be in RUDDER
BOOST position before flight.
The circuit is protected by the 5-ampere RUDDER

BOOST circuit breaker on the right side panel.
A preflight check of the system can be performed

during the run-up by retarding the power on
one engine to idle, and advancing power on
the opposite engine until the power difference
between the engines is great enough to close the
switch that activates the rudder boost system.
Movement of the appropriate rudder pedal (left
engine idling, right rudder pedal moves forward)
will be noted when the switch closes, indicating
the system is functioning properly for low
engine power on that side. Repeat the check with Figure 15-7. Rudder Boost Switch
opposite power settings to check for movement of
the opposite rudder pedal.
DUAL AFT BODY

STRAKES
On aircraft equipped with the Raisbeck Dual
Aft Body Strakes, the strakes are mounted on
the underside of the aft fuselage, and replace the
single ventral fin. They are designed and engin-
eered to attach and streamline the airflow over
the aft body reducing drag, improving aircraft
stability and VMC.
15 FLIGHT CONTROLS
Figure 15-8. Dual Aft Body Strakes

QUESTIONS
1. What happens when the FLAP handle is 4. How can the rudder boost system be checked
moved from the DOWN to the APPROACH for proper operation during engine runup?
position?
A. Increasing power on an engine until the
A. The flaps will bypass the APPROACH rudder pedal on the same side moves
position and retract fully. forward
B. The flaps will not retract. B. Increasing power on an engine until the
C. The flaps will retract to the APPROACH rudder pedal on the opposite side moves
position. forward
D. The flaps will retract completely, then C. Rudder boost operation cannot be
return to the APPROACH position. checked during engine runup
D. Reducing power on an engine and noting
2. How is elevator electric trim initiated? that neither rudder pedal moves forward
A. By the pilot or the copilot moving either
element of his PITCH TRIM switch.
B. Both the pilot and the copilot moving
both elements of their PITCH TRIM
switches in the same direction simulta-
neously.
C. Either the pilot or the copilot moves both
elements of his PITCH TRIM switch
simultaneously.
D. Both the pilot and copilot moving either
element of their PITCH TRIM switches
in the same direction simultaneously.
3. Why should the rudder control lock be

removed prior to towing the airplane?
A. So the airplane can be steered with the
rudder pedals
B. So the brakes can be applied
C. To prevent damage to the steering linkage
D. It is not necessary to remove the rudder
control lock prior to towing. 15 FLIGHT CONTROLS

16 AVIONICS
CHAPTER 16
AVIONICS
CONTENTS
Page
INTRODUCTION................................................................................................................. 16-1
FLIGHT INSTRUMENTS.................................................................................................... 16-1
Electronic Flight Instrument System (EFIS).................................................................. 16-1
Adaptive Flight Displays (AFD).................................................................................... 16-2
Multifunction Display (MFD)......................................................................................16-10
Display Control Panels (DCP)......................................................................................16-14
Integrated Avionics Processor System (IAPS).............................................................16-19
Air Data Computers (ADC).........................................................................................16-20
Attitude and Heading Reference System (AHRS).......................................................16-20
Reversionary Operations..............................................................................................16-21
Pitot and Static System.................................................................................................16-24
OUTSIDE AIR TEMPERATURE.......................................................................................16-26
STALL WARNING SYSTEM.............................................................................................16-27
FLIGHT GUIDANCE SYSTEM (FGS)..............................................................................16-28
Flight Guidance Computers (FGC)..............................................................................16-28
Flight Guidance Panel (FGP).......................................................................................16-28
CONTROL DISPLAY UNIT (CDU)...................................................................................16-37
FLIGHT MANAGEMENT SYSTEM (FMS).....................................................................16-41
FMS INITIALIZATION......................................................................................................16-42
Vertical Navigation.......................................................................................................16-42
Global Positioning System (GPS)................................................................................16-44

16 AVIONICS
INTEGRATED FLIGHT INFORMATION SYSTEM (IFIS).............................................16-45

Cursor Control Panel (CCP).........................................................................................16-47
COMMUNICATION/NAVIGATION SYSTEMS...............................................................16-59
Audio System...............................................................................................................16-63
Radio Tuning Unit (RTU).............................................................................................16-65
Direct Tuning................................................................................................................16-65
Recall Tuning................................................................................................................16-65
Preset Tuning................................................................................................................16-65
CDU Tuning.................................................................................................................16-68
SECONDARY FLIGHT DISPLAY SYSTEM (SFDS).......................................................16-71
WEATHER RADAR SYSTEM...........................................................................................16-73
COCKPIT VOICE RECORDER (CVR).............................................................................16-76
EMERGENCY LOCATOR TRANSMITTER (ELT)..........................................................16-76
TERRAIN AWARENESS AND WARNING SYSTEM (TAWS+).....................................16-77
Basic Ground Proximity Warnings (Reactive).............................................................16-77
Enhanced Ground Proximity Warnings (Predictive)....................................................16-79
TRAFFIC COLLISION AND AVOIDANCE SYSTEM (TCAS I) ....................................16-81
APPENDIX A – AVIONICS EQUIPMENT LOCATIONS................................................16-84
APPENDIX B – FLIGHT GUIDANCE MODES...............................................................16-85
APPENDIX C – AVIONICS ACRONYMS.........................................................................16-87

16 AVIONICS
ILLUSTRATIONS
Figure Title Page
16-1 Adaptive Flight Displays (AFD)............................................................................ 16-2

16-2 Primary Flight Display (PFD)............................................................................... 16-3
16-3 Attitude Display..................................................................................................... 16-4
16-4 Airspeed Display.................................................................................................... 16-4
16-5 Trend Vector........................................................................................................... 16-5
16-6 Low Speed Cue...................................................................................................... 16-5
16-7 High Speed Cue..................................................................................................... 16-5
16-8 Airspeed Speed Bug.............................................................................................. 16-5
16-9 Acceleration Display.............................................................................................. 16-6
16-10 Altimeter Display................................................................................................... 16-6
16-11 Altitude Negative................................................................................................... 16-6
16-12 Airspeed Speed Bug.............................................................................................. 16-7
16-13 Airspeed Preselect Bug.......................................................................................... 16-7
16-14 Metric Altitude....................................................................................................... 16-7
16-15 Heading and Navigation Display........................................................................... 16-8
16-16 DME Hold............................................................................................................. 16-8
16-17 PFD Compass Rose Format................................................................................... 16-9
16-18 PFD Arc Format..................................................................................................... 16-9
16-19 PFD Map Format................................................................................................... 16-9
16-20 Terrain and Radar Overlay Section..................................................................... 16-10
16-21 PFD Lower Display Information........................................................................ 16-10
16-22 Pilot’s MFD Display........................................................................................... 16-11
16-23 MFD Upper Format............................................................................................ 16-11
16-24 C90GTi/C90GTx Yokes...................................................................................... 16-12

16 AVIONICS
16-25 MFD Plan Format............................................................................................... 16-12

16-26 MFD TCAS Only................................................................................................ 16-13
16-27 TCAS.................................................................................................................. 16-13
16-28 MFD Lower Dispay Information........................................................................ 16-14
16-29 Display Control Panels (DCP)............................................................................ 16-14
16-31 REFS Menu Button............................................................................................ 16-15
16-30 Barometric Setting with Yellow Underline......................................................... 16-15
16-32 PFD REFS Menu Page 1.................................................................................... 16-15
16-33 PFD V-Speeds..................................................................................................... 16-16
16-34 PFD V-Speeds..................................................................................................... 16-16
16-35 Barometric Minimum......................................................................................... 16-16
16-36 Minimums Annunciator...................................................................................... 16-17
16-37 PFD REFS Menu Page 2.................................................................................... 16-17
16-38 Metric Altitude.................................................................................................... 16-18
16-39 Flight Director Formats...................................................................................... 16-18
16-40 PFD NAV BRG Menu........................................................................................ 16-18
16-41 PFD NAV BRG Menu........................................................................................ 16-19
16-42 IAPS.................................................................................................................... 16-19
16-43 ADC.................................................................................................................... 16-20
16-44 AHRS.................................................................................................................. 16-20
16-45 Heading Slave and Slew..................................................................................... 16-21
16-46 AFD Reversions.................................................................................................. 16-21
16-47 Reversionary Modes........................................................................................... 16-22
16-48 ADC1 Failure...................................................................................................... 16-23
16-49 ADC Miscompares............................................................................................. 16-23
16-50 ADC Switch—ADC2 Selected........................................................................... 16-23

16 AVIONICS
16-51 AHRS1 Failure.................................................................................................... 16-24
16-52 AHRS Miscompares........................................................................................... 16-24
16-53 Pitot Tubes.......................................................................................................... 16-24
16-54 Static Ports.......................................................................................................... 16-25
16-55 Alternate Static Source Selection....................................................................... 16-25
16-56 System Integration.............................................................................................. 16-26
16-57 OAT Gauge......................................................................................................... 16-26
16-58 Rosemont Probe.................................................................................................. 16-27
16-59 Transducer Vane.................................................................................................. 16-27
16-60 Stall Warning Heat.............................................................................................. 16-27
16-61 Flight Guidance System Display........................................................................ 16-28
16-62 Flight Guidance Panel (FGP).............................................................................. 16-29
16-63 Flight Guidance Couple Arrow........................................................................... 16-29
16-64 Independent Flight Director Operation............................................................... 16-29
16-65 YD/AP Disconnect Bar...................................................................................... 16-30
16-66 Heading Vector Line........................................................................................... 16-31
16-67 Half Bank Mode................................................................................................. 16-31
16-68 APPR Mode Selection........................................................................................ 16-32
16-69 Localizer Nav-to-Nav Capture............................................................................ 16-32
16-70 VNAV Glidepath (GP) Mode.............................................................................. 16-33
16-71 Vertical Speed (VS) Mode.................................................................................. 16-34
16-72 Flight Level Change (FLC) Mode...................................................................... 16-34
16-73 Left Yoke............................................................................................................. 16-36
16-74 Pilot’s PFD with SYNC...................................................................................... 16-36
16-75 Go-Around Button.............................................................................................. 16-36
16-76 PFD Go-Around (GA) Mode.............................................................................. 16-37
Revision 0.1 FOR TRAINING PURPOSES ONLY 16-v

16 AVIONICS
16-77 Control Display Unit (CDU)............................................................................... 16-37

16-78 Active Flight Plan Page...................................................................................... 16-38
16-79 Active Legs Page................................................................................................ 16-38
16-80 Direct to Pages.................................................................................................... 16-39
16-81 EXEC Label........................................................................................................ 16-39
16-82 MFD Menu Key (CDU)...................................................................................... 16-40
16-83 MFD Advance Key (CDU)................................................................................. 16-40
16-84 MFD Text Page................................................................................................... 16-41
16-85 Database Units.................................................................................................... 16-41
16-86 Active Legs Page with VNAV Altitudes............................................................. 16-42
16-87 VNAV Top of Descent........................................................................................ 16-43
16-88 VNAV Modes...................................................................................................... 16-43
16-89 GPS CONTROL................................................................................................. 16-44
16-90 PROGRESS........................................................................................................ 16-45
16-91 IFS Block Diagram............................................................................................. 16-46
16-92 MCDU Menu...................................................................................................... 16-47
16-93 CCP..................................................................................................................... 16-47
16-94 MFD Store Complete.......................................................................................... 16-47
16-95 IFS Dataload Block Diagram............................................................................. 16-48
16-96 Geo-Politcal Overlay........................................................................................... 16-48
16-97 Airspace Overlay................................................................................................ 16-49
16-98 Airways Overlay................................................................................................. 16-49
16-99 Database Effectivity (STAT Key)........................................................................ 16-50
16-100 STAT Menu......................................................................................................... 16-50
16-101 Chart Subscription (STAT Key).......................................................................... 16-50
16-102 MFD Chart Display............................................................................................ 16-51
16-vi FOR TRAINING PURPOSES ONLY Revision 0.1

16 AVIONICS
16-103 MFD Chart Menu............................................................................................... 16-51
16-104 MFD Chart Approach Index............................................................................... 16-52
16-105 MFD Chart Zoom Box....................................................................................... 16-52
16-106 MFD Chart Geo-Reference Symbols................................................................. 16-52
16-107 MFD Chart Menu............................................................................................... 16-53
16-108 MFD PLAN Map Weather Overlay.................................................................... 16-54
16-109 MFD Dedicated Graphical Weather Format (XM Weather)............................... 16-54
16-110 MFD XM Weather Menu.................................................................................... 16-55
16-111 MFD Metar Display............................................................................................ 16-55
16-112 MFD XM GWX Overlay Selections v6............................................................. 16-56
16-113 Overlay Legends................................................................................................. 16-56
16-114 MFD Graphical Weather Time Stamps............................................................... 16-56
16-115 MCDU Datalink Pages (Universal Weather)...................................................... 16-57
16-116 Datalink Weather Selections (Universal Weather).............................................. 16-58
16-117 MFD PLAN Map Weather Overlay.................................................................... 16-58
16-118 MFD Dedicated Graphical Weather Format (Universal Weather)...................... 16-59
16-119 Overlay Legends................................................................................................. 16-59
16-120 RTU/CDU TUNE Switch................................................................................... 16-59
16-122 Antennas............................................................................................................. 16-60
16-121 Emergency Frequency Button............................................................................. 16-60
16-123 RMT Tune Switch............................................................................................... 16-61
16-124 PFD DME Displays............................................................................................ 16-61
16-125 DME Hold Selection and Images....................................................................... 16-62
16-126 ATC Transponder Switch.................................................................................... 16-62
16-127 Flight ID Selection.............................................................................................. 16-62
16-128 Audio Panels....................................................................................................... 16-63
Revision 0.1 FOR TRAINING PURPOSES ONLY 16-vii

16 AVIONICS
16-129 Audio System Components................................................................................ 16-63

16-130 Control Wheel (PTT) Switches.......................................................................... 16-65
16-131 Radio Tuning Unit (RTU)................................................................................... 16-65
16-132 RTU in Preset Tuning Mode............................................................................... 16-66
16-133 RTU COMM Pages............................................................................................. 16-66
16-134 RTU NAV Pages................................................................................................. 16-67
16-135 RTU ADF Pages................................................................................................. 16-67
16-136 RTU ATC Page................................................................................................... 16-67
16-137 CDU Tune........................................................................................................... 16-68
16-138 CDU Frequency Data.......................................................................................... 16-68
16-139 CDU COMM Page............................................................................................. 16-69
16-140 CDU NAV Page.................................................................................................. 16-69
16-141 CDU ATC Page................................................................................................... 16-70
16-142 CDU ADF Page.................................................................................................. 16-70
16-143 GND COMM Button.......................................................................................... 16-71
16-144 Static Wicks........................................................................................................ 16-71
16-145 SFDS Display..................................................................................................... 16-71
16-146 SFDS Power Switch............................................................................................ 16-72
16-147 PFD Radar Menu................................................................................................ 16-73
16-148 Test Mode........................................................................................................... 16-73
16-149 Radar Ground Map Mode................................................................................... 16-74
16-151 Radar Gain Display............................................................................................. 16-74
16-150 Radar Display with Path Attenuation Bar........................................................... 16-74
16-152 Radar Ground Clutter Supression....................................................................... 16-75
16-153 Radar Tilt Display............................................................................................... 16-75
16-154 CVR Controllers................................................................................................. 16-76
16-viii FOR TRAINING PURPOSES ONLY Revision 0.1

16 AVIONICS
16-155 ELT Manual Switch............................................................................................ 16-76
16-157 TAWS Failure Annunciators............................................................................... 16-77
16-156 PFD GND PROX and PULL UP Annunciators.................................................. 16-77
16-158 TAWS Buttons.................................................................................................... 16-78
16-159 Terrain Display................................................................................................... 16-79
16-160 Terrain Advisory Line (TAL).............................................................................. 16-79
16-161 Avoid Terrain Warning........................................................................................ 16-80
16-162 Terrain Fail and TERR Annunciations................................................................ 16-80
16-163 TCAS I TEST..................................................................................................... 16-81
16-164 Operating Mode Button...................................................................................... 16-82
16-165 Overview of Avionics Units................................................................................ 16-84
TABLES
Table Title Page
16-1 Basic Cautions and Warnings............................................................................... 16-77

16-2 TAWS Buttons...................................................................................................... 16-78
16-3 Enhanced Cautions and Warnings........................................................................ 16-80
16-4 Flight Guidance Modes........................................................................................ 16-85
Revision 0.1 FOR TRAINING PURPOSES ONLY 16-ix

16 AVIONICS
CHAPTER 16
AVIONICS
INTRODUCTION
The King Air C90GTi/C90GTx utilizes the Collins Pro Line 21 avionics system. The Pro Line
21 Avionics System is an integrated flight instrument, autopilot, and navigation system. All func-
tions have been combined into a compact, highly reliable system designed for ease of operation,
seamless communication between systems, and reduced pilot workload.
FLIGHT INSTRUMENTS
ELECTRONIC FLIGHT
INSTRUMENT SYSTEM (EFIS)
The Electronic Flight Instrument System (EFIS) Adaptive Flight Displays (AFD). Compared to
consists of computers and data collectors that, conventional instrumentation, an EFIS system
when coupled with other subsystems, result in the permits much more information to be presented to
display of flight, navigation, and engine indicating the pilot with a minimum of operating complexity,
on liquid crystal displays (LCD)—these are called maintenance, and weight.

16 AVIONICS
ADAPTIVE FLIGHT The temperature of LCD displays must stay within

DISPLAYS (AFD) appropriate limits to provide normal operation.
Should these temperature extremes be exceeded
The liquid crystal (LCD) Adaptive Flight each AFD has its own temperature monitor.
Displays (AFD) contain all the flight and Depending on what is needed this monitor has
navigation information previously indicated on control of integral heaters and cooling fans.
separate “round dial” instruments. Three AFD’s
are installed in the King Air C90GTi/ C90GTx. In the event of a display failure on PFD 1 the
The left and right AFD’s are interchangeable. MFD can display PFD 1 images in what’s called a
The center AFD carries a different part number to reversionary or composite mode. However, there
support more advanced graphic capabilities and is no reversionary backup to PFD 2.
is not interchangeable. The left AFD functions
as the pilot’s Primary Flight Display (PFD 1) on
which airplane attitude, heading, altitude, vertical Primary Flight Display (PFD)
speed, etc., are shown. The center AFD functions The PFD displays airplane attitude and dynamic
as the multifunction display (MFD) on which flight data. Flight Director indications, autopilot
engine indications, diagnostic pages, checklists, annunciations, and navigation information are
navigation data, etc. are shown. The MFD receives also shown in a centralized location including
much of the same data as PFD 1. The right AFD reversionary format. See typical PFD display in
functions as the copilot’s Primary Flight Display Figure 16-2.
(PFD 2) and operates independent of PFD 1.
Figure 16-1. Adaptive Flight Displays (AFD)

16 AVIONICS
Figure 16-2. Primary Flight Display (PFD)
The PFD has the following controls and displays to be brightened together. The BRT/DIM
indications: Rocker Switch will then allow each display to be
fine tuned to make its brightness even with the
surrounding displays.
BRT/DIM Rocker Switch
The PILOT DISPLAYS rheostat, on the over-
head panel, provides primary intensity control.
Line Select Keys
The BRT/DIM Rocker Switch on the PFD pro- Four line select keys (LSK) are located on each
vides secondary intensity control of the PFD. side of the AFD. These keys are used in conjunc-
The PILOT DISPLAYS rheostat, located on the tion with the information being viewed on the AFD
overhead panel, will control three displays simul- display. LSKs that are currently active are denoted
taneously; the PFD, MFD, and Control Display by carets (< >) displayed adjacent to the LSK.
Unit (CDU) on the pedestal. This allows all three

16 AVIONICS
Attitude Display Airspeed Display

The primary function of the PFD is to show The Airspeed Display on the PFD is of a moving
airplane attitude. The attitude display on the PFD, tape design (Figure 16-4).
additionally shows the following: flight director
steering commands; flight guidance system status/
mode annunciations; vertical/lateral deviation;
marker beacon annunciations; and radio altitude.
A rectangular-shaped slip/skid indicator is located

at the base of the “sky-pointer” bank index. This is
used like the fluid filled slip-skid indicator used in
other aircraft (e.g., half of the rectangle to the right
equals half ball to the right). See Figure 16-3.
Figure 16-4. Airspeed Display
A large “pointer” at the center of the display is the

current aircraft airspeed. The digital readout at this
pointer acts like a rolling drum where each knot of
airspeed increase or decrease will rollover to show
the next digit. The tape and rolling drum will begin
indicating as the airspeed is above 40 knots.
This display area can also show current Mach,

IAS markers (bugs), IAS trend vector, low/
high speed cues, and acceleration rates. The
trend vector is a magenta line that extends either
above or below the pointer to indicate the rate
of airspeed increase or decrease. The end of the
vector indicates expected airspeed in 10 seconds
(based on current A/C pitch, power setting, and
A/C configuration). A trend vector moving into a
warning bar, in either the overspeed or lowspeed
area, will cause the airspeed number to flash
yellow (Figure 16-5).
The Low Speed Cue / Impending Stall Speed

(LSC / ISS) bar is displayed at the AFM value for
stall at a maximum gross weight, power idle and
no bank condition (Figure 16-6).
Figure 16-3. Attitude Display

16 AVIONICS
The high speed cue consists of a red bar starting at
the current VMO or MMO whichever is appropriate
(Figure 16-7). Should the aircraft actual airspeed
enter this red bar area an overspeed warning horn
will sound until the speed is reduced to below
the red overspeed bar. If the autopilot is engaged
during the overspeed, it will begin to pitch the
aircraft up until achieving an airspeed just below
the current VMO or MMO.
Figure 16-5. Trend Vector
OVERPEED PRE-WARNING OVERSPEED WARNING
Figure 16-7. High Speed Cue
Displayed above the airspeed tape, is a Speed

LOW SPEED PRE-WARNING LOW SPEED WARNING
reference that the pilot can set using the speed
knob on the Flight Guidance Panel. A bug will
Figure 16-6. Low Speed Cue appear on the tape next to the selected speed
(Figure 16-8).
This speed is adjusted for flap position as listed
here: SPEED BUG
SETTING
• 0% Flaps–88kts
• 40% Flaps–83kts
• 100% Flaps–78kts SPEED
BUG
It is important to note that these speeds are not

adjusted for the current g-forces, power settings
or maneuvers. They should be used as reference
only and not as the primary indication of a stall.
The true indication of a stall will be in the form of
a stall horn, or aerodynamic buffet. The autopilot
will not stop the aircraft airspeed from getting
into the low speed cue but once the stall warning
horn sounds the autopilot will disconnect. See the Figure 16-8. Airspeed Speed Bug
Stall Warning section later in this chapter.

16 AVIONICS
Below the airspeed, tape two different digital

readouts may be displayed. While on the ground
the current acceleration rate is displayed in “G’s.”
This can indicate from .00 to + or–.99g. While
airborne, the current Mach number is displayed
in lieu of the acceleration display (Figure 16-9).
The Mach indication will appear only if the cur-
rent speed is greater than .450 Mach. The display
is then removed when the Mach is less than .400.
Figure 16-10. Altimeter Display
ON GROUND IN FLIGHT
Figure 16-9. Acceleration Display
Altitude and Vertical Speed

Displays Figure 16-11. Altitude Negative
The Altitude and Vertical Speed Displays indicate
the altitude and vertical speed. The altitude data is Additionally, this altimeter setting can flash as
a moving tape design with a central “pointer.” This an advisory of transition altitude / level passage.
pointer contains a digital readout with a rolling Refer to the REFS section of the Display Control
drum appearance just like the airspeed display. Panel (DCP) for more information. This transition
Each 20 feet of altitude is on a single drum and point cannot be changed to an altitude other than
the hundreds and thousands follow when needed. 18,000’.
At lower altitudes, green striped shutters cover
the appropriate ten thousand and thousand digits The vertical speed display consists of a moving
(Figure 16-10). green line that will angle up or down depending
on the current vertical speed (Figure 16-12).
Should a negative altitude exist, a vertically
positioned “NEG” legend will replace the ten The value of climb or descent will then read
thousands position (Figure 16-11). at the top of the display for a climb or bottom
of the display for a descent,when the value is
The Altimeter setting is displayed below the greater that 300 ft/min. Once the climb or descent
altitude tape. This can be changed between inches decreases below 100 ft/min the digital readout
and hectopascals. Refer to the REFS section will be removed.
of the Display Control Panel (DCP) for more
information.

16 AVIONICS
PRESELECT
ALTITUDE
FINE
FLIGHT COARSE PRESELECT
GUIDANCE PRESELECT ALTITUDE BUG
CURRENT ALTITUDE BUG
SELECTED VERTICAL
VERTICAL SPEED
SPEED
VNAV VERTICAL
SPEED REQUIRED
Figure 16-12. Airspeed Speed Bug Figure 16-13. Airspeed Preselect Bug
Displayed above the altitude tape is the preselected Additionally, a magenta number can be displayed
altitude shown in cyan. This altitude is selected above the VSI (Figure 16-10). This number is
by the pilot using the ALT knob on the Flight FMS generated and indicates the crossing restric-
Guidance Panel. The selected altitude is then tion altitude for the current leg (this can come
marked with a Fine Preselect Altitude bug that automatically from the FMS database or manu-
“brackets” the altitude window when captured ally by pilot input into the FMS). If desired, this
(Figure 16-13). A smaller Coarse Preselect number, in addition to the preselected altitude,
Altitude bug will appear on the left side of the allows the FMS to automatically fly a vertical
tape when approximately 1000’ from the selected navigation (VNAV) procedure and comply with
altitude to indicate proximity to that altitude. all the known step-down fixes.
An aural tone will sound and the preselected
altitude will flash further indicating proximity
to the chosen altitude. Once within 200’ of the
preselected altitude, the flashing will stop. This
flashing can be stopped earlier by pressing the
ALT knob on the flight guidance panel. (See the
Flight Guidance section later in this chapter.)
Should the aircraft go ± 200’ from the altitude, an
aural tone will sound and the preselected altitude
will change to yellow and flash. This flashing will
continue until the altitude returns to within 200’ of
selected. This flashing can be stopped by pressing
the ALT knob on the flight guidance panel.
This top display area can also contain the metric

altitude and metric altitude preselect (Figure
16-14). Refer to the REFS section of the Display
Control Panel (DCP) for more information. This
action will affect both pilots and cannot be done
independently. This change does not alter the
actual altitude tape; that remains in feet for all
phases of flight. Figure 16-14. Metric Altitude

16 AVIONICS
Heading and Navigation Above the active NAV source label is an area
Displays reserved for FMS messages and annunciations.
Selected messages can appear here. However,
The Heading and Navigation Displays at the lower the majority of the messages will be displayed on
portion of the PFD’s contain heading, current the Control Display Unit (CDU) on the pedestal.
on-side navigation source, radar or terrain, and These will be prompted by the label “MSG” to
traffic (Figure 16-15). instruct the pilots to look down at the CDU and
retrieve the message.
Immediately below the active NAV source label is a

list of related navigation distances and information.
When FMS is chosen, this list contains the Desired
Track (DTK), name of the next waypoint and
distance to that waypoint (Figure 16-15). When LOC
or VOR is chosen this list contains the frequency or
identifier and the current selected course. If DME
is collocated with the VOR or LOC, the identifier
of the station and DME distance to the station will
be displayed. However, if DME hold is selected the
identifier of the station is removed and a distance
will appear with an “H” indicating it is in DME hold
Figure 16-15. H
eading and (Figure 16-16).
Navigation Display
At the top center of this area is the aircraft’s current

heading. To the left of that display will appear the
cyan heading bug’s current selection when the
bug is moved with the Flight Guidance Panel or
the heading bug is out of view. Additionally, an
open-circle-shaped track pointer will indicate
the current aircraft ground track. The difference
between the current heading and track pointer
indicates drift angle and is helpful in establishing
the appropriate crab to maintain course. The
track pointer is generated from the FMS and will VOR ACTIVE NAVIGATION
be green if it is driven from the onside FMS or
yellow if it is driven from the cross-side FMS.
The upper left corner of the NAV display indicates

the active NAV source. This will display in green
when the “onside” unit is selected (e.g., NAV1
and FMS1 are green on the pilot’s side; NAV2
and FMS2 are green on the copilot’s side). If
the “cross-side” unit is selected, it will display
in yellow (e.g., NAV2 and FMS2 are yellow on
the pilot’s side; NAV1 and FMS1 are yellow on
the copilot’s side). In a single FMS aircraft, the
copilot will always have a yellow FMS needle and
the pilot will have a green FMS needle. VOR ACTIVE NAVIGATION WITH DME HOLD
Figure 16-16. DME Hold

16 AVIONICS
Below this list is a PRESET option (Figure any overlays (discussed later in this section) will
16-15). The nav source inside the blue box is on limit the range to 300nm. If a further range is
standby. Should the PRESET LSK be pressed, the desired, all overlays must be removed and the arc
PRESET nav source will become the active nav format can be extended to a 600nm range. This
source and the active nav source will now be the mode cannot display the FMS map.
PRESET. (This is the same as course transfer used
in other systems.) This PRESET option cannot
display a secondary CDI and remains in standby.
The last LSK on the left side is the Elapsed Timer

(ET) (Figure 16-15). Pressing this LSK will start,
stop and reset the timer that appears next to the
ET label. This is independent of the other pilot’s
timer and can only count up and not down.
On the right side of the display there is a FORMAT

LSK. This LSK changes the display format of the
lower portion of the PFD. This will select one
of three options: full compass rose, arc and map
(Figure 16-15). Figure 16-18. PFD Arc Format
The full compass rose is a 360˚ presentation of

heading with the ability to display a CDI and two The map format is similar to the arc format but
bearing pointers (Figure 16-17). TCAS traffic can instead of a large CDI image it displays the FMS
also be displayed in this format by pressing the map (Figure 16-19). This format is only available
TFC line select key. When this option is chosen, when FMS is the active nav source. This mode will
the range is limited to 50nm. To get a further be automatically deselected if a non-FMS source
range, the TCAS traffic must be deselected is made active and it will revert to the arc format.
first. This range is controlled by the DCP and is Additionally, when map format is chosen on the
discussed later. left PFD it forces the MFD into present position
map mode (PPOS) and other MFD map formats
are not selectable. It is critical to remember that
following map lines is not an alternative to CDI
displays. For navigation, a lateral deviation
display will appear at the bottom of the attitude
indicator when map mode is chosen.
Figure 16-17. PFD Compass Rose Format
The arc format can display the same items

described for the full compass rose but only
presents a 120˚ portion of the compass (Figure
16-18). In this mode, the display of TCAS traffic
does not limit the range to 50nm. The display of Figure 16-19. PFD Map Format

16 AVIONICS
The same range limitations apply in this mode as 16-20). The display of cyan TFC does NOT
they did with the arc format. indicate that TCAS is actually active. TCAS is
activated with a different selection discussed later
Additional options for display with the FMS map in the TCAS section.
are available through the Control Display Unit on
the pedestal (see the CDU section later in this PTM).
Lower Display Information
Below the FORMAT LSK is the TERR/RDR At the bottom of each PFD is a row of information
LSK. This key allows for the display of either that continuously display these items: COMM1,
terrain or radar images. These cannot be ATC squawk, UTC, RAT (ram air temperature)
displayed simultaneously on the same display or and COMM2 (Figure 16-21). Pressing the push-
when the compass rose format has been selected. to-talk button on the yoke or microphone will
The chosen option will be displayed in cyan and highlight the appropriate COMM frequency label
large font. The display of these items does NOT with a blue box. The ATC selection will show
indicate that the unit is active (Terrain and Radar which transponder is chosen and whether that
must be turned ON from a different location). transponder is on STBY or active. It does not
Below these labels is an area reserved for detail display the difference between ON and ALT. The
about the selected option. For instance, if RDR RAT is derived from the currently selected air
is selected, the display will be cyan and the radar data computer.
operating mode and tilt would be displayed below
RDR. If TERR is selected, the display will be
cyan and the appropriate operating status for the
terrain would be displayed (e.g., “TERRAIN”,
“TERRAIN FAIL”, “TERRAIN TEST”, etc.)
(Figure 16-20). Figure 16-21. P
FD Lower Display
Information
MULTIFUNCTION DISPLAY (MFD)

The MFD displays engine indications, diagnostic
pages, weather radar, two formats of navigation
information, and terrain information. A typical
MFD display is shown in Figure 16-22.
The MFD has the following controls and

indications:
BRT/DIM Rocker Switch

Figure 16-20. T
errain and Radar
Overlay Section The BRT/DIM Rocker Switch provides secondary
intensity control of the MFD. The PILOT DIS-
PLAYS rheostat, on the overhead panel, provides
Both can also be deselected from the display and primary intensity control. This PILOT DISPLAYS
would change the respective label to white. rheostat will control all three displays: the PFD;
MFD; and Control Display Unit (CDU) on the
TFC line select key allows the TCAS display to pedestal, simultaneously. Each display does not
be turned ON or OFF on any of the three formats. have to be individually dimmed or brightened but
When the TCAS display is selected, TFC will be can be operated together. The BRT/DIM Rocker
cyan. When deselected, TFC will be white. Below Switch will then allow each individual display to
the TFC line is an area reserved for TCAS mes- be fine tuned to make its brightness compatible
sages (e.g., TCAS TEST, TA ONLY, etc.) (Figure with the surrounding displays.

16 AVIONICS
allows selection of the checklist, FMS-TXT or
OFF (Figure 16-23) . Each repeated press of
the UPPER FORMAT LSK will cycle through
the options. Once the FMS-TXT is chosen, the
information presented is changed with the Control
Display Unit (CDU) (see the CDU section for
more information).
Figure 16-22. Pilot’s MFD Display
Line Select Keys

Four line select keys (LSK) are located on each
side of the MFD. The keys are used in coordina-
tion with the information being viewed on the
individual MFD display. LSKs that are currently
active are denoted by carets (< >) displayed adja- Figure 16-23. MFD Upper Format
cent to the LSK.
The checklist can be selected either by using the
Engine Display UPPER FORMAT LSK described above and
choosing “CHKLST”, or by using the checklist
The engine instrument display is shown at the top ON/OFF button on the back of either yoke (Fig-
of the MFD. This is called the Engine Indicating ure 16-24). The pages are advanced using the
System (EIS). The EIS is always visible with air- Cursor Control Panel (CCP).
craft power on. Refer to Chapter 7, Powerplant, of
this Pilot Training Manual for more information.
NAVIGATION Information
MFD Window The following formats can be chosen for display on
the MFD by pressing the top right line select key:
The MFD Window can display the following
items: specific FMS waypoint and/or Vertical
Navigation (VNAV) information; or a checklist. Plan Map Format
The FMS waypoint information must be turned The Plan Map Format (MAP) is used for planning/
ON by the left LSK on the MFD. When pressed, verifying the entered FMS information. It is
the UPPER FORMAT menu will appear that displayed as a true north up, waypoint centered

16 AVIONICS
Further display options for the FMS map display

CHECKLIST are controlled by the Control Display Unit on the
ON/OFF
pedestal (see the CDU section later in this PTM).
CHECKLIST
LINE ADVANCE C90GTi
PILOT YOKE
C90GTx PILOT YOKE
Figure 16-24. C90GTi/C90GTx Yokes
display (Figure 16-25). The Plan Map format is not MFD WINDOW ON
intended to be used for primary navigation nor for
the duration of the flight. In this mode the aircraft
position may fly “off” the map since it is waypoint
centered not aircraft centered. Additionally the
following overlays cannot be displayed: terrain;
radar; or TCAS. With the XM weather option,
this format can also overlay downloaded Nexrad
radar for the 48 contiguous states.
To see an extended image beyond the range arc

on the MFD, the MFD window option previously
discussed can be turned OFF by using the UPPER
FORMAT key. This will provide 50% more range
above the normal navigation display.
The currently selected range is displayed on the

edge of the range circle. This is controlled by the
DCP and will be discussed later. This range will
always be equal to the range displayed on the left
PFD. This will limit to the following; 50nm if
TCAS traffic has been selected on the left PFD;
300nm if TCAS display is OFF and overlays have
been selected on the left PFD or MFD; or 600nm
MFD WINDOW OFF
if no overlays or TCAS are selected on the left
PFD or MFD. Figure 16-25. MFD Plan Format

16 AVIONICS
FMS Present Position Map Format
The FMS Present Position (PPOS) map is a
moving pictorial of the flight. The map is centered
on the airplane present position with the current
heading at the top of the display.
To see an extended image beyond the range arc,

the MFD window previously discussed can be
turned OFF by using the UPPER FORMAT key.
This provides 50% more range above the normal
navigation display similar to the Plan Map Format
discussed earlier.
The current range is displayed on the two con-

centric range arcs, controlled by the DCP. The
displayed range will always be equal to the ranges
displayed on the left PFD. This will be limited to
50nm if TCAS traffic has been selected on the left
PFD; 300nm if TCAS display is OFF and over-
lays have been selected on the left PFD or MFD;
or 600nm if no overlays or TCAS are selected on
the left PFD or MFD.
Figure 16-26. MFD TCAS Only
TCAS Information
TCAS traffic may be displayed on a TCAS-only
format, or overlayed on the PPOS format. To
overlay TCAS on the PPOS format, simply press
the TFC line select key to turn it cyan. A TCAS
message-only area will be present below this TFC
key (e.g., TCAS TEST, TA ONLY, etc.).
The TCAS-only format can be selected by the

LOWER FORMAT key or by pressing and
holding the traffic (TFC) key for more than 2
seconds (Figure 16-26). The display is a 360˚,
heading up image that only shows traffic and Figure 16-27. TCAS
initially displays with a 10nm scale. It does not
show the weather radar, terrain, or FMS map.
Graphical Weather (GWX)
Either selection will depict nearby transponder- Another possible format is the dedicated graphi-
equipped airplanes who are in close proximity cal weather page. The options available here
or who are predicted collision threats (Figure depend on the chosen weather provider. See the
16-27). There can be up to 30 traffic indications aircraft documentation and the IFIS section of
on the display at one time. this manual for more information.
The TFC line select key is only a display selec-
tion and does not actually turn ON the TCAS
unit. This must be accomplished with a separate
procedure (see the TCAS section of this PTM).

16 AVIONICS
Lower Display Information In flight regions where the barometric setting is

given in hPa this setting can be changed. When
At the bottom of the MFD is a line of informa- using hPa units, the yellow underline will appear
tion that always contains the following items: when the altimeter settings are different by more
GS, TAS, SAT, ISA (Figure 16-28). The Ground than 1 hPa. The range for this mode is 745 to
Speed (GS) indication is derived from the FMS. 1100 hPa.
Should the FMS fail, the GS indication will be
removed. True Airspeed (TAS), Static Air Tem-
perature (SAT) and ISA deviation (ISA) are all
derived from the ADC. Should the ADC fail,
these indications will be removed.
Figure 16-28. M
FD Lower Dispay
Information
DISPLAY CONTROL PANELS (DCP)

Display control panels are vertical panels located
adjacent to each PFD (Figure 16-29). The DCP
and the bezel mounted line select keys on each
PFD provide the primary pilot interface to control
the flight displays. The left display control panel
(DCP 1) provides control for PFD 1 and the MFD.
DCP 2 controls only PFD 2. All menus and pages
controlled by the DCP will “time out” after 10
seconds if there is no activity. This will return the
PFD to the main display.
The DCP is shown in Figure 16-29. (Information for

Weather Radar controls are found in this chapter.)
BARO Knob
Rotating the BARO knob adjusts the altimeter
setting for the on-side altimeter. The current
altimeter setting is displayed below the PFD
altitude scale. Altimeter settings are independent
for each side and a yellow underline will appear
below the altimeter setting when they are different
by more than .02”Hg (Figure 16-30). Single pilot
operations will require a manual setting of each
DCP barometric knob. The altimeter setting has
the range of 22.00 to 32.50”Hg.
Figure 16-29. Display Control Panels (DCP)

16 AVIONICS
REFS Page 1
With this menu, (Figure 16-32) it is possible to
control the display of selected V-speeds, radio
altitude height minimums (RA MINS), and
MDA/DA minimums (BARO MINS) shown on
the PFD.
Figure 16-30. Barometric Setting

with Yellow Underline
BARO PUSH STD Button

When pushed, the standard altimeter setting QNE
is selected and “STD” will be displayed in lieu of
the pressure setting. The cyan preselect altitude
above the altitude display will display a flight
level (FL) format when this button is pushed (e.g.,
22,000 will be displayed as FL220; 8,000 will be
FL80). To return the setting to normal units, turn
the Baro Knob and select the new altimeter setting. Figure 16-32. PFD REFS Menu Page 1
REFS Menu Button Menus are controlled with the knob at the
The REFS button will bring up a menu on the center of the DCP (Figure 16-29). There are
respective PFD (Figure 16-31). two concentric knobs labeled MENU ADV and
DATA. The PUSH SELECT feature of the DATA
knob will enter data or choose items from the
avionics selections.
The left side of the menu contains V-speeds.

Beginning from the bottom, the pilots can set V1,
VR, V2 and VT. Speeds will show up on both
PFD’s so only one pilot needs to set the values.
Additionally, the setting of one value will affect
the remaining values in this relationship:
V2 ≥ VR ≥ V1.
Figure 16-31. REFS Menu Button VT is a general purpose “target” speed that is not
affected by the takeoff related V-speeds.

16 AVIONICS
The values are set by placing the cyan box

cursor around the desired label. This can be
accomplished by pressing the adjacent line select
RAD
key on the PFD or by rotating the MENU ADV MINIMUM
knob until the cursor covers the desired value. ALTITUDE
Once the cursor is set, rotate the DATA knob to
set the desired value. To move to the next item,
repeat the steps listed above. RADIO
ALTITUDE
ZERO
These speeds must be cyan in order to be shown
on the airspeed display. They will turn white
(deselected) by pressing the PUSH SELECT
RADIO
feature of the DATA knob. Once they are cyan, a ALTITUDE
list appears below the airspeed display while on the MINIMUM
ground. The display contains all but the VT setting. SETTING
Vspeed settings will also appear as reference bugs
on the airspeed display (Figure 16-33).
Figure 16-34. Radio Altitude Minimum
The change of altimeter color is solely based off of

the radio altimeter. It is not dependent on putting
in the RA MIN number and will always display
when the radio altimeter is operational. It would
not display if the radio altimeter were inoperative.
The RA MIN reference is not used as a desired
minimum reference since the King Air C90GTi/
C90GTx is certified only to CAT I minimums.
Setting BARO MIN is the desired minimum

reference altitude. This will create a cyan bar
across the altitude tape at the altitude selected
(Figure 16-35).
Figure 16-33. PFD V-Speeds
The right side of the menu contains the numbers BARO

used for landing. The barometric minimum MINIMUM
(BARO MIN) value and the radio altimeter ALTITUDE
minimum (RA MIN) value will be identical on
both pilot’s displays. Only one pilot needs to set
the values. BAROMETRIC
MINIMUM
Setting RA MIN will create a hollow bar on the SETTING
altitude tape the length of the value chosen. For
instance, setting 200 feet will create a bar starting
from radio altitude “Zero” up 200’ on the altitude
tape. Radio altitude “Zero” is the point where the
altimeter changes from blue to brown (Figure 16-34) .
Figure 16-35. Barometric Minimum

16 AVIONICS
An additional benefit of setting BARO MIN is REFS Page 2
that the altitude preselector can be set to the exact
There is a second page to the REFS menu (Figure
BARO MIN value. For example, if BARO MIN
16-37). This is accessed by pressing the REFS
is set to 1830, the preselected altitude can now be
key a second time.
set to 1830 to allow for autopilot capture at the
desired MDA. The BARO MIN can be set to the
nearest ten feet of altitude.
Both RA MIN and BARO MIN will generate a

“MINIMUMS” aural callout and flashing MIN
annunciator on the PFDs (Figure 16-36). If the
aircraft continues below the values, the RA
MIN hollow bar will turn yellow or the BARO
MIN altitude bar will turn yellow. The minimum
Figure 16-37. PFD REFS Menu Page 2
The PRESSURE option allows the altimeter

setting units to change from HPA (hectopascals)
to IN (inches of mercury). This will affect both
pilots and cannot be set independently. It does
not affect the standby unit which will have to be
Figure 16-36. Minimums Annunciator adjusted separately.
The METRIC ALT selects the display of metric

altitudes ON or OFF above the altimeter display
reference displayed is the last one adjusted (e.g.,
(Figure 16-38). This setting does not change the
if RA was set first and then BARO, the BARO
feet presentation on the actual altimeter tape. This
minimums are the only ones displayed). Baro min’s
action will affect both pilots displays and cannot
and RA min’s can both be set, but only the one that
be set independently.
is cyan will be the active minimum reference.
The FL ALERT turns the advisory flashing of
The last option on the right side of the menu is
altimeter setting ON or OFF. The setting will
VREF. This acts just like the V-speeds discussed
flash when passing through transition altitude
earlier. Once one pilot adjusts the value it will
18,000’, or transition level FL180. A change
turn cyan for both pilots and will place a bug on
of the altimeter setting or pressing the center
both airspeed tapes.
STD button will stop the advisory flashing. This

16 AVIONICS
PUSH MENU SET

The PUSH MENU SET feature will enter or
accept selected items in the menu cursor.
NAV/BRG Button
Pressing the NAV/BRG button displays the
NAV SOURCE and BRG SOURCE menus on
the PFD (Figure 16-40). The navigation source
(NAV SOURCE) section is on the left side of
the menu and allows selection of the appropriate
active navigation source. Each press of the left
line select key will cycle the options. The DATA
knob on the DCP will also cycle the options. On
non-IFIS aircraft the cursor can be placed with
the MENU ADV knob and then press the PUSH
Figure 16-38. Metric Altitude MENU SET button to select the appropriate
navigation source. Caution must be used when
manipulating this NAV SOURCE because it will
transition level trigger cannot be changed to a immediately change the active navigation and
value other than 18,000’. possibly affecting the Flight Guidance System.
Finally, the FLT DIR line will change the flight
director image changing it from a v-bar presen-
tation to a cross-pointer (X-PTR) presentation
(Figure 16-39). This change will affect both pilots
and cannot be set independently.
V-BAR X-PTR
Figure 16-39. Flight Director Formats
MENU ADV Knob

The MENU ADV knob moves the menu cursor
around the displays.
Figure 16-40. PFD NAV BRG Menu
DATA Knob
The bearing source (BRG SOURCE) section is on
The DATA knob will change the value inside the the right side of the menu and allows selection of
menu cursor. the appropriate bearing pointers. Two pointers can
be displayed; a magenta single-needle pointer; and

16 AVIONICS
a cyan double-needle pointer. The magenta needle TILT Control
will only point to the #1 navigation systems (e.g.,
VOR1, ADF1, FMS1). The cyan needle will only The TILT knob controls the weather radar antenna
point to the #2 navigation systems (e.g., VOR2, tilt angle. See the Weather section of this manual.
ADF2, FMS2). The exception is when there is
only one FMS installed. In this case, both needles RANGE Knob
can be selected to that single FMS. Selection is
accomplished by pressing the appropriate line The RANGE knob controls the display range
select keys. or turning the DATA knob. These shown on the PPOS map, North-up Planning
selections are independent for each pilot. Map, and TCAS only Display. The selected range
annunciations are shown on the PFD and MFD as
Once the bearing pointers are chosen, an discussed above.
information area will appear on the bottom left
corner of the PFD (Figure 16-41). The following
labels are possible: V (VOR); F (FMS); A (ADF). INTEGRATED AVIONICS
Below the “V” will appear the frequency of the PROCESSOR SYSTEM (IAPS)
VOR. If DME is available, the station identifier The Integrated Avionics Processor System
will replace the frequency once the identification (IAPS) provides system integration and operating
is received from the DME. Additionally, the DME logic for most systems that make up the Pro Line
to the station will appear next to the “V.” DME 21 avionics. This unit is installed in the nose of
information will not display if the radio is on the aircraft in the avionics bay (Figure 16-42). It
DME hold or the active navigation source is the consists of two sections; the No. 1 (left) section
same VOR. In both cases the DME will appear up monitors the No. 1 aircraft systems while the
by the active navigation source. No. 2 (right) section monitors the No. 2 systems.
Each section is powered by a dedicated power
supply. Fans control the temperature of each
unit to eliminate sustained overheating which
would cause an automatic shutdown of the
respective power supply. Additionally, the power
supply operation is inhibited in extreme cold
temperatures below –40°C.
Figure 16-41. Bearing Pointer Information
The active FMS fix name and distance to that fix

will appear next to the “F”. The ADF frequency
will appear next to the “A”.
RADAR Button
The RADAR button displays the weather radar
menus on the PFD. See the Weather section of
this manual. Figure 16-42. IAPS
GCS Button Each IAPS section contains the Flight Guidance

The GCS button controls the ground clutter sup- Computers (FGC’s) and the Flight Management
pression selection of the weather radar. See the Computers (FMC’s) for the respective side.
Weather section of this manual.

16 AVIONICS
AIR DATA COMPUTERS (ADC) • Ram Air Temperature (RAT)

Two digital Air Data Computers (ADC 1 and • Static Air Temperature (SAT)
ADC 2) convert raw dynamic flight data into elec- • ISA Deviation Temperature
tronic signals for use by various airplane systems
(Figure 16-43). Both ADC’s are in the nose of the • Wind Direction and Speed Vector
aircraft in the avionics bay. The ADC’s generate • Attitude and Heading Reference Systems
independently and are supplied with the follow- (AHRS)
ing inputs:
• Integrated Avionics Processor System
• Ram air pressure from the onside pitot mast (IAPS)
• Static pressure from the static ports
• Air temperature
ATTITUDE AND HEADING
REFERENCE SYSTEM (AHRS)
The Attitude and Heading Reference System
(AHRS) provides pitch, bank, and magnetic
heading data to the onside displays (Figure
16-44). Both Units are installed under the cabin
floor near the center of the aircraft.
Figure 16-43. ADC
Each ADC supplies its onside systems (the MFD

is supplied from ADC 1). Reversionary switching
allows use of the cross-side ADC as a backup. In Figure 16-44. AHRS
the reversionary ADC mode, the selected ADC
supplies all systems. Magnetic heading information is obtained from
separate magnetic sensors located in each wing.
Each ADC processes the data and provides Compensator units automatically correct for
electronic signals to the following systems and magnetic interference within the airplane or due
components: to sensor error.
• EFIS
Attitude information is obtained from two attitude
• Displays the following information and heading computers (AHC). Each system
• Uncorrected Pressure Altitude includes an inertial measurement unit (IMU) that
monitors angular rates and accelerations about
• Baro-Corrected Altitude the airplane axes. The IMU does not provide
• Vertical Speed self generated navigation position. The AHC
processes IMU data to determine airplane pitch
• Airspeed (KIAS & KCAS) and bank attitude.
• Indicated Airspeed Trend Vector
Each AHC is provided with a primary and
• Mach Number secondary power supply for redundancy. If the
• Maximum Airspeed (VMO/MMO) secondary power supply should fail, the primary
power supply will continue powering the AHC.
• True Airspeed After 10 minutes of operation on primary

16 AVIONICS
power only,the primary power supply will cease REVERSIONARY OPERATIONS
operating. The power loss to the AHC will result
in a total failure of that AHC. There will be no AFD Reversion
indication, except from a possible tripped circuit
breaker. This indicates a failure of the secondary The pilot’s PFD and the MFD are designed to
power supply. If the primary power supply should provide reversionary support to each other in the
fail, the AHC will immediately fail. In either case, event of a single display failure. Reversionary
the cross-side AHC may then be selected using display switching for the pilot’s PFD or the MFD
the AHRS reversionary switch to regain AHRS is accomplished via the PILOT DISPLAY switch
information on the affected side. on the reversionary control panel (Figure 16-46).
Selecting the remaining AFD will display a
The output of each AHRS is supplied to the composite image.
integrated avionics processor system (IAPS)
for distribution to the appropriate display or
component. AHRS 1 data is displayed on the
pilot displays while AHRS 2 data is displayed
on the copilot display. Each AHRS can provide
reversionary support to the other. The AHRS
switch on the reversionary control panel controls
reversionary operation.
Compass controls are provided for control of

the slaving operations for the pilot and copilot
compass systems. The controls are labeled DG–
FREE–NORM and SLEW + /–(Figure 16-45)
. The DG switch selects whether the respective
heading is “slaved” to the compass (NORM) or
acting as an unslaved, free unit (FREE). When the Figure 16-46. AFD Reversions
FREE Mode is selected, the pilot can manually
adjust the heading by moving the SLEW switch When an AFD fails a XTLK annunciator will
to either the + or–position. appear on the remaining display. This indicates
that the other displays have lost communication
with the failed display. This helps identify that
an actual display failure has occurred, not a
brightness control problem.
The selection of PFD or MFD is always made

toward the unit that is still functional (e.g., if
the PFD is still operating, select PFD). If the
PFD position of the PILOT DISPLAY switch is
selected, the composite display will appear on
both the pilot and copilot PFDs. Selecting the
MFD position of the switch will result in the
composite display appearing on only the MFD
(Figure 16-47). When selecting reversionary
modes, all flight director and autopilot functions
should remain normal and unaffected.
Figure 16-45. Heading Slave and Slew

16 AVIONICS
PILOT DISPLAY SWITCH−PFD SELECTED
PILOT DISPLAY SWITCH−MFD SELECTED
Figure 16-47. Reversionary Modes
ADC Reversion
The Air Data Computer (ADC) switch on the IAS, ALT and VS flags will appear on both PFD’s
reversionary control panel provides reversion (Figure 16-49). The pilots must determine which
capabilities for the ADCs. If a single ADC fails, system is correct and choose the operating ADC.
the red IAS, ALT, and VS failure flags will appear
on the affected PFD and a white XADC flag will Once the operative ADC has been selected, a
appear on the cross-side PFD (Figure 16-48). The yellow-boxed ADC1 or ADC2 flag will appear
ADC switch should be moved to the operating ADC on both PFDs indicating they are both using the
(e.g., if ADC1 is still working, choose ADC1). same ADC. (Figure 16-50). When using the rever-
sionary mode, normal flight director and autopilot
Miscompare indications also require the use functions will return when the flight guidance
of ADC reversion. This occurs when the pilot computer is coupled to the operating ADC. See
and copilot systems are still functional but have the Flight Guidance section of this manual for the
different values displayed on the PFD’s. Yellow method of coupling to each side.

16 AVIONICS
PILOT’S PFD COPILOT’S PFD
Figure 16-48. ADC1 Failure
AHRS Reversion
The Attitude Heading Reference System (AHRS)
switch on the reversionary control panel provides
reversion capabilities for the AHRS. If a single
AHRS fails, the red HDG and ATT flags will
appear on the affected PFD and a white XAHS
flag will appear on the cross-side PFD (Figure
16-51). The AHRS switch should then be moved
to the operating AHRS (e.g., if AHRS2 is still
working, choose AHRS2).
Figure 16-49. ADC Miscompares
Miscompare indications also require the use of
AHRS reversion. This occurs when the pilot
and copilot systems are still functional but have
different values displayed on the PFD’s. Yellow
HDG and ATT flags will appear on both PFD’s
(Figure 16-52). The pilots must determine which
system is correct and choose the operating AHRS.
Once the operating AHRS has been selected, a

yellow-boxed AHS1 or AHS2 flag will appear
on both PFDs indicating they are both using the
same AHRS.
Figure 16-50. ADC Switch—ADC2 Selected

16 AVIONICS
PILOT’S PFD COPILOT’S PFD
Figure 16-51. AHRS1 Failure
PITOT AND STATIC SYSTEM

Independent pitot and static systems are provided
for the pilot and copilot flight indications.
The pilot and copilot pitot masts (Figure 16-53)

are located on the forward lower nose section of
the airplane.
Figure 16-52. AHRS Miscompares
If the Attitude portion of the AHRS fails, then

the autopilot will automatically disengage and
cannot be reengaged until the AHRS is repaired
by maintenance. If only the heading portion has
failed, the autopilot will remain engaged. If the
heading failed on the side that is coupled to the
flight director or autopilot, there will be limited
lateral control and it is recommended to select the
operating AHRS or couple to the unaffected side.
See the Flight Guidance section of this manual
for the method of coupling to each side.
Figure 16-53. Pitot Tubes

16 AVIONICS
Each heated mast provides ram air pressure to
its respective Air Data Computer (ADC). The
pilot’s mast also provides ram air pressure to the
Secondary Flight Display System (SFDS) ADC.
Dual static ports are located on each side of the aft

fuselage in a vertical arrangement (Figure 16-54).
The top port on the left side is connected to the
bottom port on the right side and the resulting
average pressure is supplied to the pilot’s static
air source valve, located just below the right side
circuit breaker panel. The other two static ports are
also connected and the resulting average pressure
is supplied to the copilot’s ADC. The copilot does
not have an alternate static source selection. The
pilot’s static source is also attached to the Standby
Flight Display System (SFDS), and is capable of
using the alternate static air source. The static
ports are not heated as they are in a position that
does not accumulate ice. Figure 16-55. Alternate Static
Source Selection
16-56 to see the connections from pitot-static

lines to the ADC’s for pilot and copilot and the
ADC for the SFDS.
The pilot’s ADC receives an input (discrete) when

the alternate static source selector is moved to the
“Alternate” position and automatically applies
alternate static source corrections. The pilot
must not apply corrections from the performance
tables. The pilot’s ADC automatically returns to
normal operation when the alternate static source
selector is moved to the “Normal” position.
The standby unit ADC also receives alternate

static source air when the selector is moved to the
“Alternate” position. Unlike the pilot’s ADC, the
Figure 16-54. Static Ports standby unit ADC does not automatically apply
corrections and the pilot must use appropriate
In addition, an alternate static air source is corrections from the performance tables. Moving
provided to the pilot’s static air source valve the switch back to the “Normal” position will
from the aft side of the rear pressure bulkhead. allow normal pitot/static air to return to the
The output from the pilot’s static air source valve standby unit ADC.
is manually selected by the crew and provides
either normal static air pressure or alternate static The copilot’s ADC only receives normal pitot/
air pressure to the pilot’s ADC and standby unit static air. It does not have a connection to the
ADC. During preflight, the pilot should ensure the alternate system.
PILOT’S STATIC AIR SOURCE valve switch is
held in the NORMAL (forward) position by the
spring-clip retainer (Figure 16-55). See Figure

16 AVIONICS
L PITOT RAT TEMPERATURE R PITOT

MAST PROBE MAST
No 1 UNITS No 2 UNITS
FGC FGC
AHRS AHRS
FMC FMC
(OPTIONAL)
ADC ADC
IAPS IAPS
DRAIN DRAIN
FWD
PRESSURE
PILOT PILOT STANDBY COPILOT BULKHEAD
PFD MFD UNIT PFD
DRAIN
DRAIN
CABIN DIFFERENTIAL
PRESSURE GAGE
DRAIN
CABIN PNEUMATIC PILOT'S
PRESSURE PRESSURE ALT. STATIC AFT
PNEUMATIC STATIC SOURCE PRESSURE
PRESSURE GAGE SOURCE SELECTOR BULKHEAD
TOP TOP
BOTTOM BOTTOM
LEFT STATIC PORTS RIGHT STATIC PORTS
Figure 16-56. System Integration
OUTSIDE AIR
TEMPERATURE
The digital outside air temperature (OAT) gage is
located on the left sidewall, and displays Indicated
Outside Air Temperature (IOAT) in Celsius (Figure
16-57). When the adjacent button is depressed,
Fahrenheit is displayed. The probe is located
on the lower fuselage under the pilot’s position. Figure 16-57. OAT Gauge
Indicated Outside Air Temperature (IOAT) is a
combination of Static Air Temperature (SAT) The Ram Air Temperature (RAT) and Static Air
and temperature due to air friction across the Temperature (SAT) indications are located at
probe. This is referred to as Ram Air Temperature the bottom of the PFD and MFD respectively.
(RAT) or Total Air Temperature (TAT). For Information is derived from the Air Data
determination of actual OAT, refer to the Indicated Computers. This input comes from a Rosemont
Outside Air Temperature Correction–ISA chart in probe located behind the nose gear well area on
the Performance section of the POH/AFM. This the underside of the fuselage. This is an unheated
sidewall OAT gage must be used for performance probe as is the OAT gauge probe (Figure 16-58).
computations.

16 AVIONICS
When a stall is imminent, the transducer output
is sent to a lift computer. The Lift Computer
activates a stall warning horn at approximately
5 to 12 knots above stall with flaps in the 40%
(Approach) position, and at 8 to 14 knots above
stall with the flaps fully extended.
The left main-gear squat switch disconnects the

stall warning system when the aircraft is on the
ground.
In the ICE group of switches on the pilot’s right

subpanel, a STALL WARN switch controls
electrical heating of the mounting plate (Figure
16-60). With the squat switch in the Ground
Mode, power is limited on the mounting plate to
Figure 16-58. Rosemont Probe one-half the system voltage. Full system voltage
is applied to the plate with the squat switch in the
The term ambient temperature, when used for Airborne Mode. The transducer vane is heated to
Engine Anti-ice operations, refers to IOAT cor- system voltage anytime power is applied to the
rected for ram air temperature as found in the aircraft.
above listed correction chart in the POH.
STALL WARNING
SYSTEM
The stall warning system consists of a transducer, a
lift computer and a warning horn. Angle of attack is
sensed by air pressure on the transducer vane located
on the left wing leading edge (Figure 16-59).
Figure 16-60. Stall Warning Heat
Figure 16-59. Transducer Vane

16 AVIONICS
WARNING FLIGHT GUIDANCE

COMPUTERS (FGC)
The formation of ice at the transducer
vane, or on the wing leading edge, Each FGC is supplied with input from the AHRS,
results in erroneous indications in flight. navigation data, FGP selections, servo, and ADC
computers. The coupled FGC produces control
signals for yaw damping, AP/FD, and pitch trim
The airspeed tape on the PFDs incorporates an functions. Each FGC is supplied data from the
Impending Stall Speed/Low Speed Cue (ISS/ onside ADC, EFIS, and AHRS. The autopilot and
LSC) to visually indicate when the airspeed is flight director require both attitude portions of the
nearing AFM published stall speeds.. It has no AHRS to be operational.
connection or input from the stall warning trans-
ducer vane. See the Airspeed Display section of Each FGC produces an independent AP control
the PFD earlier in this chapter. signal. Only one FGC may be coupled to the auto-
pilot at any time. AP control computations from
the other FGC are continuously compared with
FLIGHT GUIDANCE AP control signals from the coupled FGC. The
autopilot automatically disengages when autopi-
SYSTEM (FGS) lot control discrepancies are detected.
The Flight Guidance System (FGS) consists of

an integrated flight director (FD) and autopilot FLIGHT GUIDANCE PANEL (FGP)
(AP) system. It includes yaw damping and pitch The Flight Guidance Panel (FGP) controls both
trim functions. The Flight Guidance Panel (FGP), FGC’s. The coupled FGC then controls the Flight
the SYNC and YD/AP DISC buttons are on the Guidance System (Figure 16-62). The FGP is
control wheels, with the GA button on the left centered at the top of the instrument panel. All
power lever. These inputs control the FGS . AP/FD mode selections are made on this panel.
The FGS consists of two flight guidance channels The FGP has the following controls:
with independent computers, related hardware,
and control circuits. This provides independent
output for flight director and autopilot functions. AP Button
AP/FD indications are displayed along the top of The AP button controls autopilot engagement.
the PFDs (Figure 16-61). Active modes are dis- The autopilot engages if the following conditions
played in green and armed modes are displayed are met: (1) YD/AP DISC switch-bar is raised; (2)
in white, below the active modes. no unusual attitudes/rates exist; (3) and the flight
guidance computer does not detect any autopilot
faults. The yaw damper is automatically engaged
when the AP button is pushed.
YD Button
Figure 16-61. Flight Guidance The YD button controls yaw damper engagement.
System Display The yaw damper may be engaged without engag-
ing the autopilot. Disengaging the yaw damper
with the autopilot ON will also disengage the
autopilot.

16 AVIONICS
Figure 16-62. Flight Guidance Panel (FGP)
CPL Button Each PFD will display AP/FD commands from

the coupled side. They do not normally operate
The CPL button controls which flight guidance independently. There are two exceptions:
computer (FGC), right or left side, supplies go-around mode; full-ILS approach mode. When
flight director commands and attitude data to the GA and full-ILS modes are active, each Flight
autopilot. With the autopilot on, a green arrow Guidance Computer (FGC) provides independent
on the PFD indicates the coupled FGC (Figure guidance to the onside PFD flight director.
16-63). With the autopilot off, a white arrow on When either of these conditions exist, the single
the PFD indicates which FGC is generating the pointer arrow adds another barb to show that
flight director commands. The cross-side flight the flight directors are now independent (Figure
director will be a duplicate of coupled side. Flight 16-64). For this condition to exist in the full-ILS
director modes will default to ROLL and PTCH approach mode, the same localizer frequency
modes each time the CPL button is pushed. must be tuned on both radios (e.g., LOC1 and
LOC2) and the glideslope must be captured. If
independent operation can not be accomplished
an annunciator will appear on the non-coupled
side showing that an independent mode was
attempted but unsuccessful.
LEFT SIDE COUPLE
SUCCESSFUL INDEPENDENT OPERATION

RIGHT SIDE COUPLE
Figure 16-63. F
light Guidance
Couple Arrow
At power-up, the left side FGC is automatically
chosen as the computer to supply the flight UNSUCCESSFUL INDEPENDENT OPERATION
director. Autopilot commands and the couple
arrow will always point to the left after avionics Figure 16-64. Independent Flight
power-up. Director Operation

16 AVIONICS
The coupled FGC provides automatic pitch FD Buttons

trimming with the autopilot engaged. Pitch trim-
ming is disabled if a pitch trim fault occurs. If a The left and right side FD buttons control display
pitch trim fault is detected before the autopilot is of the flight director command bars on the
selected ON, the autopilot will be prevented from respective PFD. At power-up, both flight directors
engaging. A pitch trim fault detected after autopi- are off. Both flight directors are automatically
lot engagement will not disengage the autopilot. activated when the autopilot is engaged or when
Failures are indicated by the appearance of a red a flight director mode is selected. Pushing the FD
TRIM annunciation on the PFDs (see the Flight button will initially display both flight directors in
Controls section of this PTM). the PTCH and ROLL modes but command bars
only appear on the side the FD button was pushed.
If both side command bars are displayed, either
YD/AP Disconnect Switch-Bar pilot can independently remove their command
The YD/AP Disconnect switch-bar removes bars from view by pressing the respective FD
power from the autopilot and yaw damper caus- button. The command bars will be removed
ing both to disengage. When pulled down, a red from view but the mode selections and opposite
and white band is visible to indicate the disengage pilot’s command bars will remain in view. If both
position (Figure 16-65). Raise the switch-bar to pilots remove the command bars from view, the
permit autopilot/yaw damper engagement. flight director will be completely turned off. This
includes all mode selections.
For IFIS equipped aircraft the flight director

image can be a v-bar or cross pointer (x-ptr). See
the REFS section of the DCP in this chapter.
UP/DOWN Pitch Wheel

The pitch wheel controls reference values used to
set the vertical speed in the VS mode, or pitch
angle in the pitch mode. Caution must be taken
when using this control because it will override
or change active vertical modes. There are two
exceptions: glideslope (GS) captured; GPS Ver-
tical Glidepath (VGP) captured. This override is
active during altitude capture so care should be
Figure 16-65. YD/AP Disconnect Bar taken not to manipulate the pitch control wheel
during the display of ALT CAP on the PFD.
FD Mode Buttons ROLL Mode

All mode buttons on the FGC are ON/OFF but- The ROLL mode is the basic lateral mode and is
tons. Caution should be exercised when selecting activated automatically if no other lateral mode
each mode, as the buttons do not indicate which is selected when the flight director is on, or when
one is already engaged. A scan of the mode selec- the CPL button is pressed. ROLL annunciates on
tion area on each PFD is required first to verify the PFD when the mode is selected.
current mode. When a mode is then selected,
incompatible modes are automatically removed. In the ROLL mode, the FGC maintains the cur-
Lateral modes include HDG, ROLL, ½ BANK, rent bank angle at engagement if the bank angle
APPR, and NAV. Vertical modes include VS, is more than 5 degrees. The current heading is
ALT, VNAV, PTCH, FLC (or IAS), and altitude maintained, with a bank angle limit of 5 degrees,
select (ALTS). if the bank angle is 5 degrees or less when the
ROLL mode is activated.

16 AVIONICS
HDG Button The half-bank mode is automatically selected
when climbing through 18,500 feet and dese-
The HDG button controls selection of heading lected when descending through 18,500 feet. This
mode. HDG annunciates on the PFD when active. mode is also deselected with the following; local-
The FGC maintains the heading selected by the izer capture; go-around mode selection; or onside
heading bug. FMS navigation capture.
HDG Knob
The HDG knob simultaneously controls the head-
ing bugs shown on both PFDs and the MFD. If
the bug is out of view on a display, a cyan dashed
line will extend from the airplane symbol to indi-
cate its location. A digital readout of the selected
Figure 16-67. Half Bank Mode
heading will be displayed to the left of the current
heading display (Figure 16-66). The commanded
turn will take the shortest distance to the selected
heading unless the heading bug was rotated APPR Button
beyond 180˚ from the current heading. When The APPR button controls selection of the
rotated beyond 180˚, the turn will continue in the approach mode. The type of approach is
direction the bug was moved. determined by the active navigation source shown
on the PFD (APPR LOC1, APPR VOR2, APPR
FMS2, etc.). The mode also arms the glideslope
capture after the front course localizer has captured
if GS is valid. At glideslope capture, the FGC
will descend on the glideslope and disregard any
preselected altitudes. The FGC will not capture
an altitude after the glideslope is captured.
The displayed position of the CDI course is

significant when APPR is pressed. If the head
of the needle is more than 110 degrees from the
present heading, then the approach mode will
assume a localizer back-course is desired and
the annunciation APPR B/C1 or APPR B/C2 will
Figure 16-66. Heading Vector Line appear. This position of the CDI will also suppress
any glideslope indications. If the course is less
than 110 degrees from the present heading the
approach mode assumes a normal localizer based
PUSH SYNC Button approach and the annunciation APPR LOC1 or
The PUSH SYNC button within the HDG knob APPR LOC2 will appear and the GS will arm and
resets the heading bugs to the current heading. capture normally (Figure 16-68).
Additionally, this mode will allow the FMS

1/2 BANK Button to accomplish what is called a NAV-to-NAV
capture. When FMS is the current active NAV
The 1/2 BANK button limits the maximum source and has been loaded with a localizer-based
bank angle to 15˚. While in this mode, a white procedure (ILS, LOC, LOC BC, LDA, SDF) the
arc appears bellow the roll scale that spans ±15 FMS will automatically tune that localizer and
degrees either side of level (Figure 16-67). set up a preselected course when within 30nm of
the airport. The preselected course will appear
as a cyan dual line, dashed CDI on the PFD.

16 AVIONICS
LOCALIZER BACK COURSE
FMS WITH LOCALIZER PRESELECT
LOCALIZER FRONT COURSE
Figure 16-68. APPR Mode Selection
This preselected course must become the active

navigation source when on final for the localizer
procedure as it is required by limitation. This
transfer will happen automatically only if the
APPR mode has been pressed and the preselected
course is trending toward center (Figure 16-69). LOCALIZER CAPTURE
This is called NAV-to-NAV capture as the pilot
does not have to manually change navigation Figure 16-69. Localizer Nav-to-Nav Capture
sources or change flight guidance modes. It is
accomplished automatically.

16 AVIONICS
The APPR button is also used when flying a during the enroute phase of flight, for appropriate
non-localizer-based approach to a DA (Decision terminal procedures and when flying an approach
Altitude). When established on final for an appro- to an MDA. This excludes an FMS NAV-to-NAV
priate RNAV (GPS) approach, the APPR button capture as referenced in the APPR section. Refer
will activate the approach mode (APPR FMS1 to the VNAV section of this chapter for more
or APPR FMS2). When VNAV is then pressed, information on how this mode interacts with FMS
it will arm the vertical glidepath (GP) mode vertical navigation.
(Figure 16-70). This allows the FMS to follow a
glidepath down to a published decision altitude
(DA) minimum. This approach descent is based CRS Knobs
on barometric altitudes and does not consider a The CRS knobs select the course to be flown on
ground based antenna. Like the ILS glideslope, the respective PFD. This knob is not active when
however, the GPS GP will disregard any prese- FMS is the active navigational source.
lected altitudes. Reference the VNAV section of
this chapter for more information.
PUSH DIRECT Button
The PUSH DIRECT button within the CRS knob
automatically selects a direct course to the active
VOR, and centers the CDI on the respective PFD.
This button is not active when either FMS or LOC
is the active navigational source.
Pitch Mode
Pitch mode is a basic vertical operating mode. It
activates when no other vertical mode is active
and the flight director is on. The annunciation
GP ARMED PTCH displays on the PFD. When active, the
FGC maintains the pitch attitude which existed
when the pitch mode was engaged. This will
occur when the previously selected vertical mode
is pressed again (deselected) or when the UP/
DOWN Pitch Wheel is moved and VS mode is
not active.
Rotating the UP/DOWN pitch wheel changes the

pitch reference value. When the autopilot is not
engaged, pushing the SYNC button on the control
wheel synchronizes the pitch reference to the cur-
GP ACTIVE
rent attitude.
Figure 16-70. VNAV Glidepath (GP) Mode
VS Button
The VS button controls selection of the vertical
NAV Button speed mode. When VS is activated, the FGC
The NAV button controls selection of the navi- initially maintains the current aircraft vertical
gation mode. Heading mode remains active speed when the mode is selected. Rotating the
until course intercept. After intercept, the FGC UP/DOWN pitch wheel changes the vertical
maintains the selected course. The active NAV speed reference value. When the autopilot is
identifier annunciates on the PFD (FMS, VOR1, not engaged, pressing the SYNC button on the
LOC2, etc.). The NAV mode should be used

16 AVIONICS
control wheel synchronizes the VS reference to

the current vertical speed.
VS and the vertical speed reference value appear

on the PFD (Figure 16-71). An up arrow appears
for climbs and a down arrow appears for descents.
A reference arrow (bug) appears on the vertical
speed scale adjacent to the selected vertical speed.
Figure 16-72. F
light Level Change
(FLC) Mode
set inappropriately or the speed is unachievable,

the aircraft will not be allowed to deviate fur-
Figure 16-71. Vertical Speed (VS) Mode ther from the preselected altitude to achieve the
selected speed. As an example, if an altitude of
5000’ is preselected and FLC mode is chosen
VNAV Mode for a 160kt climb and the power is not increased,
the aircraft will initially begin to pitch up. If this
The VNAV button controls Vertical Navigation results in a speed below 160kts, the aircraft will
mode selection and is annunciated on the PFD as then lower the pitch until the VSI indicates a
a “V” located in front of the active vertical mode climb of approximately 100 ft/min and stay there
(e.g., VPTCH, VVS, VALTS, etc.). The flight regardless of what speed that generates. It will
management computer (FMC) determines the not allow the aircraft to pitch down and deviate
VNAV capture point and provides vertical steer- away from the preselected altitude to achieve the
ing commands to waypoints that contain altitude selected speed. This same procedure will occur if
restraints in the FMS. See the VNAV section and a lower altitude is preselected but the power is left
the Flight Guidance Mode Annunciations table too high. In this situation the aircraft will initially
for more information. pitch to achieve the selected speed. If this results
in a speed faster than selected, the aircraft will
begin to pitch back up until it maintains a descent
FLC Button of approximately 100 ft/min, regardless of what
The FLC button controls the Flight Level Change speed that generates.
mode. The FLC mode will climb or descend the
airplane towards the preselected altitude at the
IAS or Mach speed reference located above the SPEED Knob
airspeed display. FLC indications are modified by The SPEED knob selects the IAS or Mach refer-
the SPEED Knob (Figure 16-72). It is important ence value, as appropriate, to be used by the FLC
to note that when the autopilot is engaged after mode. This value displays at the top of the Air-
the FLC mode is selected, the present speed of speed Tape. When the FLC mode is selected, the
the aircraft will be indicated as the active speed, selected speed will also be annunciated adjacent
not the one dialed in with the SPEED knob. The to the FLC mode annunciation at the top of the
pilot can reset the desired speed by rotating the attitude display.
SPEED knob.
The FLC mode controls the pitch of the air- IAS/MACH Button
craft and requires pilot manipulation of power The IAS/MACH button within the SPEED knob,
to establish a climb or descent. If the power is when pushed, selects Mach mode or IAS mode

16 AVIONICS
for the FLC Speed Bug and FLC reference. The within 200’ of the selected altitude. Should the
system automatically changes from IAS to Mach aircraft subsequently deviate by more than 200’
or Mach to IAS when climbing or descending from the selected altitude the single aural tone
through 15,545 feet. will sound and the preselected altitude will flash
yellow. The flashing will stop with an input by the
pilot (pressing the altitude selector knob) or the
ALT Button aircraft returns to within 200’ of selected altitude.
The ALT button is used to hold the aircraft at In either case the number will stop flashing and
the current barometric altitude. The ALT button return cyan in color.
is used to level at an altitude other than a pre-
selected altitude. ALT will annunciate on the ALTS shows in yellow if the capture is inhibited
PFD when this is pressed. If the autopilot is not due to invalid data and ALTS CAP shows in yel-
engaged, pressing the SYNC button on the con- low if the capture is cleared without a subsequent
trol wheel synchronizes the altitude reference to selection of altitude hold or glideslope/glidepath
the current altitude. As with all flight guidance capture.
modes, pressing the ALT button when “ALT” is
already annunciated on the PFD will remove the
altitude capture.
ALT Preselect Knob
The ALT knob selects the desired altitude for
level off (displayed on the PFD). Rotating the
Altitude Preselect Mode knob while in its default position will select thou-
The altitude preselect mode permits the pilot to sands of feet. Pressing the knob IN while rotating
select a target altitude for automatic level off by will select hundreds of feet. See the Altitude Dis-
the autopilot or FD command. The ALTS armed play section of the PFD for more information on
mode annunciates in white on the PFD. the bugs that appear on the altitude tape.
The altitude preselect mode is automatically

selected with the following: the ALT knob
PUSH CANCEL Button
is turned; go-around mode is cleared or the The PUSH CANCEL button within the ALT knob
flight director is turned on. Altitude preselect cancels the flashing visual altitude alerts on the
is automatically deselected when glideslope Altitude Display section of the PFD as described
approach mode becomes active, the VNAV earlier.
glidepath approach mode (VGP) becomes active,
altitude hold mode is selected, or the altitude
capture mode (ALT CAP) is annunciated. Control Wheel Switches
The following control wheel switches affect FGS
If a descent or climb is desired, a new altitude operation:
must be preselected. The appropriate vertical
mode must then be selected to climb or descend.
Changing the altitude preselector alone does not
DISC TRIM AP/YD Button
cause the aircraft to climb or descend. If the ALT The DISC TRIM AP/YD button is located on the
knob is turned while ALT CAP is annunciated, the outboard horn of each control wheel. It is used for
pitch mode is selected and the altitude preselect disengagement of the autopilot and yaw damper
mode rearms. (Figure 16-73). Pushing the button to the first
detent will disconnect the autopilot and/or yaw
Altitude capture (ALT CAP) occurs when the damper. Pushing the button to the second detent
airplane altitude approaches the selected altitude. will interrupt electric trim operation. Releasing
The capture point depends on the closure rate. the button will reset the trim and allow continued
When within 1000’ of the selected altitude a operation.
single aural tone will sound and the preselected
altitude will flash. The flashing will stop when

16 AVIONICS
See the Flight Controls section of this PTM for

further discussion of electric pitch trim and its
annunciations.
GA Button
The GA button is located on the outboard side,
in the center, of the left power lever (Figure
16-75). The G/A button selects the go-around
Figure 16-73. Left Yoke (GA) mode of the flight director. Selecting GA
mode will disengage the autopilot, but not yaw
damper and clear all other flight director modes.
SYNC Button The flight director will display approximately
The SYNC button is located on the outboard horn +7 degree pitch up attitude. Constant reference
of each control wheel. It is used to synchronize mode will be selected and heading will be held
the PTCH, FLC, VS, ALT and ROLL modes of if bank angle is less than 5 degrees (Figure
the flight director to the current parameters if the 16-76). The heading being held is independent of
autopilot is not engaged (Figure 16-74). Inputs the heading bug. This mode will not follow any
known as Control Wheel Steering (CWS) or lateral or vertical commands and will not capture
Touch Control Steering (TCS) features are not the preselected altitude. During go-around mode,
installed on this system. the flight directors are independent and the failure
of one will not affect the other. This allows for
Figure 16-74. Pilot’s PFD with SYNC
Electric Pitch Trim Switches

The electric pitch trim switch is comprised of
two segments. The trim switch is located on the
outboard horn of each control wheel. The trim
switch applies electric pitch trim commands.
Both segments of the switch must be actuated
to operate the electric pitch trim. The segmented
pitch trim switch reduces the potential of trim
runaway or inadvertent activation.
When moved in either direction, the electric pitch

trim switches will disconnect the autopilot while
leaving the yaw damper engaged.
Figure 16-75. Go-Around Button

16 AVIONICS
redundancy during a critical flight maneuver.
The independent flight director capability also
occurs during a full ILS and provides the same
redundancy.
It is necessary to reselect a desired mode after the

aircraft is configured in the go-around to regain
full flight director control.
See the Flight Guidance Mode Annunciations

table at the end of this chapter.
Figure 16-77. Control Display Unit (CDU)
Figure 16-76. PFD Go-Around (GA) Mode The CDU has the following controls and displays:
CONTROL DISPLAY BRIGHT/DIM Button

UNIT (CDU) This button provides secondary control of the dis-
play intensity. The PILOT DISPLAYS rheostat on
The Control Display Unit (CDU-3000) serves as the overhead panel provides primary control.
a control of the communication and navigation
radios, Flight Management System (FMS) and
limited display control for the PFDs and MFD Title Line
(Figure 16-77). The pedestal can contain either This line displays the page title and page number.
one or two CDUs. The second CDU is an option. The page number is formatted as the current page
If two are installed, each CDU will communicate number followed by a slash and the total number
only with the respective FMS. In the optional of pages.
two CDU installation, reversionary mode is not
available should one fail. The remaining CDU
will be capable of communicating with the Line Select Keys
on-side FMS only. These keys activate functions displayed on the
CDU adjacent to the line select key. The line
The CDU has a normal operating temperature functions depend on which page is displayed.
range of –20˚C to +70˚C. Should the unit
temperature get below –20˚C the CDU will turn
ON but the LCD display will delay indications by Label/Data Line Pairs
a power-up timer. During this time the CDU will Two display lines are associated with each line
monitor its internal temperature. With extreme select key. The top line is normally a label for
unit temperatures of –30˚C and colder, this timer the information that is shown on the data line
can take as much as 10 minutes to illuminate the Displayed on the second (bottom) line.
display.

16 AVIONICS
The data line can display large or small charac- FPLN Key
ters. When the system has entered information
the text will be in a smaller size. When the opera- The FPLN (flight plan) key controls display of the
tor has entered information the text will be larger active flight plan (Figure 16-78). This page will
in size. give an overview of the entered flight plan, not
each individual waypoint.
Scratchpad Line
The scratchpad line displays data entered by the
alphanumeric keys, or data selected for transfer by
a line key. Brackets identify this line and it is the
only place where the operator can input informa-
tion from the keypad. Once input data is displayed
on this line it should be verified before transfer-
ring to a selected field. Should an entry occur
that is not compatible with the selected item, the
scratchpad will momentarily display a message to
indicate details about the error. This message will
time out and the previously entered information
will return, so that it may be corrected.
Figure 16-78. Active Flight Plan Page
Message Line LEGS Key

A single message line is reserved along the bot-
tom line of every page to annunciate conditions The LEGS key controls display of the waypoint-
requiring operator attention or simply to provide to-waypoint detail contained in the active flight
information. If more than one message is active the plan. The display includes the lateral information
message key (MSG) may be used to display addi- from waypoint-to-waypoint and vertical informa-
tional messages as discussed later in this section. tion when applicable. Page 1 always contains the
current FROM waypoint in cyan at the top and
the current TO waypoint in green (Figure 16-79).
Alphanumeric Keys Page 1 also contains the selection of AUTO
sequencing or INHIBIT sequencing when the
These keys enter data in the scratchpad line of the progression of waypoints is desired (AUTO) or
display. The data entry keys are as follows; the not desired (INHIBIT).
0–9 number keys; the A-Z letter keys; the period
key; the +/– (plus/minus) key; the SP (space) key;
the / (slash) key; and the CLR/DEL (clear/delete)
key. The compass cardinal headings of N, E, S,
and W are highlighted with a white box to ease
entry of items requiring direction inputs. Care
must be exercised not to confuse the letter “O”
with the number “0” on the keypad.
IDX Key
The IDX (index) key controls display of items
that do not have a dedicated function key. It also
is a central location for setup and configuration
pages for FMS and GPS operations. Figure 16-79. Active Legs Page

16 AVIONICS
DIR Key TUN Key
The DIR (direct) key controls display of the active The TUN (tune) key controls display of the radio
direct-to page. Navigating backward through these tuning page. These pages are used to tune the
pages will lead to a HISTORY page of all the pre- communication, navigation and ATC transponder
vious waypoints in the flight plan (Figure 16-80). equipment in conjunction with the Radio Tuning
Unit (RTU). If two CDU’s are installed, the right
CDU will not have this page active.
PREV Key
The PREV (previous) key is used to display the
previous page when the current CDU function
has more than one page.
NEXT Key
The NEXT key is used to display the next page
when the current CDU function has more than
one page.
Figure 16-80. Direct to Pages
EXEC Key
DEP ARR Key The EXEC (execute) key activates modifications
made to the active flight plan. The label EXEC
The DEP ARR key controls display of the depar- annunciates on the CDU when the active flight
ture/arrival pages. The selectable procedures plan has been modified and the changes have not
are those related to the current active flight plan been activated (Figure 16-81). Pushing the EXEC
ORIGIN and DESTination airports or the current key activates the modified flight plan. If this key
secondary flight plan ORIGIN and DESTina- is not pressed the changes will not take effect.
tion airports. If diversion to a different airport A CANCEL MOD option is available when the
is desired, the identifier for that airport must be modification to the flight plan has not yet been
placed in the DEST slot on the FPLN page to executed. It will erase the modification and return
retrieve departures / arrivals for that airport. the FMS to the original flight plan.
PERF Key
The PERF key controls display of the perfor-
mance menu page. These pages contain manually
entered loading data, fuel advisory pages, and
some VNAV advisory pages.
MSG Key
The MSG (message) key controls display of the
system message page. This is necessary when more
than one message is active. Should multiple mes-
sages be active pressing the MSG key will allow
additional messages to be viewed. To return to the Figure 16-81. EXEC Label
last viewed page simply press the MSG key again.

16 AVIONICS
MFD MENU Key The MFD menu page displays a menu of the pos-
sible MFD display options, or available text pages
The MFD MENU key opens the display of the for display on the MFD when the MFD Data Key
MFD menu page on the CDU (Figure 16-82). has been pressed. A “L/R” is displayed on the lower
right corner of this page. The left (L) selection will
be all the options for the left PFD and the MFD;
the right (R) selection will be all the options for the
right PFD only. For each menu the items in green
are selected and the items in white are not selected.
MFD ADV Key

The MFD ADV key controls display of the MFD
Advance page on the CDU (Figure 16-83). The
MFD advance page displays a menu enabling a
move to the next or previous waypoint on the FMS
plan map display on the MFD. It will also control
advancing through the pages within a selected
MFD DATA text page.
PAGES WITH MAP ON MFD WITH MAP DISPLAYED ON MFD
PAGES WITH TEXT ON MFD WITH TEXT DISPLAYED ON MFD
Figure 16-82. MFD Menu Key (CDU) Figure 16-83. MFD Advance Key (CDU)

16 AVIONICS
MFD DATA Key The FMS uses a blended combination of GPS and
VOR/DME data to construct a three dimensional
The MFD DATA key controls the display of text position of the aircraft in space. To achieve this
data pages on the MFD (Figure 16-84). The text blend, the NAV1 radio and NAV2 radio must be
data page displayed is the last one selected from receiving a valid signal. This can be accomplished
the MFD menu page. Other pages can be accessed by manually tuning the receiver or setting a feature
through the MFD MENU key. called “auto-tuning” which will be discussed later.
The CDU is the primary interface with the FMS.

Each CDU will communicate with the “on-side”
FMS (e.g., Left CDU for No. 1 FMS, Right CDU
for No. 2 FMS). The FMS’s can be synchronized
so that selected operations on one CDU (and its
related FMS) will automatically be transferred to
the cross-side CDU (and its related FMS). (See
FMS quick reference guides and other handouts
for information on how to synchronize the units.)
The FMS database is updated using the Database

Unit (DBU). The DBU 5000 consists of two USB
ports on top of the pedestal. These are used to
upload data to the aircraft or download data from
the aircraft. This can include avionics malfunction
reports (Figure 16-85).
Figure 16-84. MFD Text Page
Figure 16-85. Database Units

FLIGHT MANAGEMENT
SYSTEM (FMS) The aircraft battery and avionics need to be ON.
It is strongly recommended that a ground power
The FMS provides multiple flight management unit be applied to the aircraft for this operation.
functions. These functions include lateral
navigation, (LNAV) using multiple navigation To use the USB port (DBU-5000), the FMS data
receivers, and vertical navigation (VNAV). and IFIS data must first be loaded onto a com-
Navigation input includes GPS, DME and VOR puter and then moved to a USB drive. The USB
receivers. Vertical navigation (VNAV) is provided device must not have preinstalled software which
by a computed vertical output from the FMS manages passwords or security, as this can inter-
using these receivers. The system also provides fere with the proper loading of the database. If
course-tracking signals to the flight guidance Jeppesen charts are involved, it is recommended
system. The Flight Management Computers to have a device at least 1GB in size. This drive
(FMCs) are housed in the IAPS unit located in is then plugged into the USB port in the aircraft.
the nose avionics bay. The generated prompts are displayed on the CDU.
In this case the laptop does not need to be con-
nected to the aircraft.

16 AVIONICS
FMS INITIALIZATION CRZ ALT is an optional entry and helps the unit
forecast a descent point later in the flight. CRZ
The FMS must be initialized prior to each flight. ALT does not change any fuel calculations when
The initialization may be accomplished using the changed or updated.
following acronym:
VERTICAL NAVIGATION
V–Verify FMS database coverage and effective dates
The FMS-3000 is capable of creating and
I–Initialize FMS position displaying a descent profile or a glidepath to
comply with crossing altitude restrictions issued
P–Plan the flight (build the flight plan) by ATC, or an associated instrument procedure.
The Flight Guidance System is able to use this
P–Performance initialization information to capture and track the computed
glidepath.
For further explanation of these steps, refer to the
FMS quick reference guides and FMS manuals. VNAV altitude restrictions are displayed in
magenta along the right side of the LEGS page
VERIFY (Figure 16-86). A VNAV altitude will be auto-
Verify the coverage of the database and verify the matically entered if it is part of a database derived
currency of the database. Flight with an out of procedure. The pilot can manually insert an
date database is allowed, but the use of FMS/GPS altitude associated with any waypoint. Once an
dependent procedures are not authorized. altitude restriction is inserted either automatically
or manually, the FMS will generate the associated
glidepath. The glidepath will be displayed at the
INITIALIZE appropriate point. As long as the proper condi-
Initialize the FMS position, or verify that the tions are met, the FGS will capture and track the
current position is correct. This position needs vertical glidepath. The conditions are as follows:
to be in a latitude / longitude format and can be • The altitude must be entered into the
retrieved / verified using airport reference point LEGS page
(ARP), a pilot defined point or the GPS.The
GPS should be able to update the system quickly • The VNAV mode of the FGS must be
unless the aircraft was moved a significant dis- selected (indicated by a “V” prior to the
tance (>40nm) with the FMS inoperative or the active vertical mode)
FMS was removed and replaced. This step will • The Preselected Altitude must be set at, or
consist primarily of verifying the known position beyond, the VNAV altitude
as opposed to actively entering the position.
PLAN
The flight plan will be loaded on the FPLN page.
ORIGIN, DESTination, and fixes along the route
of flight may be entered. Instrument Departures
or Arrivals may be loaded as necessary. Loading a
origin and destination, ONLY gives you a straight
line distance and allows the system to retrieve
departures, arrivals, and approaches for those two
airports. It is has not loaded a “flight plan.”
PERFORMANCE INITIALIZATION
Performance is initialized by entering the desired Figure 16-86. A
ctive Legs Page
weights for passengers, cargo, fuel, etc. The with VNAV Altitudes

16 AVIONICS
The default VNAV glidepath is a 3.0˚ descent the center position on the vertical deviation scale
angle unless otherwise published in an instrument (Figure 16-87). This indicator is sometimes called the
procedure. The pilot has the ability to modify this “snowflake” or “star”. As with Glideslope operations,
angle on every leg except for the final approach these GPS Glidepath operations will only capture
segment between the Final Approach Fix (FAF) VNAV when initially below the projected angle.
and the Missed Approach Point (MAP). The FMS If the aircraft is already passed the descent point,
may create an angle other than 3.0˚, if required. The manual intervention is required to place the aircraft in
glidepath is based on aircraft position relative to the a position where the FGS can capture the glidepath.
associated waypoint, a commanded vertical direct-to,
or the associated waypoints position relative to a prior When the FGS captures a glidepath, the vertical mode
waypoint with an altitude restriction. will be annunciated as VPATH when NAV is selected
or VGP when APPR is selected (Figure 16-88).
When two or more waypoints in a flight plan have
altitude restrictions, and they are sufficiently close in
proximity to each other the FMS will compute the
best glidepath to meet the requirements of all altitude
restrictions. Instead of flying a 3.0˚ path to a waypoint,
leveling off, and then flying another 3.0˚ path to
the next waypoint, the FMS will adjust the paths to NAV+VNAV
varying angles resulting in a continuous descent. This
is sometimes called “smoothing” the descent.
A magenta Top Of Descent (TOD) circle will appear

on the display maps to indicate the projected point
where this descent will occur. The TOD point will
APPR+VNAV
indicate when the vertical deviation indicator nears
Figure 16-88. VNAV Modes
Figure 16-87. VNAV Top of Descent

16 AVIONICS
VPATH will allow the FGS to level at either the mode at the aircraft’s current indicated speed. The
preselected altitude or VNAV altitude, whichever pilot must now change the FLC speed and aircraft
it encounters first. It is necessary to be aware of power for the climb. The aircraft will level off at
the armed altitude mode when accomplishing this the next altitude restricted fix and FLC will arm
maneuver. ALTS indicates that VNAV will reach again. This process will be repeated until the air-
and level off at the preselected altitude even though craft levels at the altitude shown on the preselector.
there may be multiple step downs in between. This The aircraft is not allowed to go beyond the prese-
indicates that smoothing the descent is possible lector setting.
and an intermediate level off is not required. ALTV
indicates that VNAV will reach and level off at the
next VNAV altitude posted in magenta above the GLOBAL POSITIONING
VSI. This indicates that smoothing the descent is SYSTEM (GPS)
not possible and the aircraft must accomplish an
intermediate level off. Another TOD will appear The global positioning system (GPS) provides
indicating where the descent will begin if there worldwide navigation via signals received from
is another altitude in the FMS. The use of NAV orbiting satellites. The GPS receiver is located
and VNAV should be used when flying enroute in the nose avionics bay and is labeled GPS-
VNAV and when flying an approach to MDA. 4000(s). Using an antenna mounted on the top
This selection does not include localizer based of the fuselage, it will track and monitor up to 12
procedures which are flown with a NAV-to-NAV satellites to provide a three dimensional position for
capture function of the FMS. These approaches the FMS and the Terrain Awareness and Warning
require the APPR mode for the NAV-to-NAV System (TAWS). The GPS 1 and optional GPS 2
function to operate correctly. systems are controlled by the CDU(s).
When the APPR and VNAV modes have been The FMS’s will default to GPS navigation sources
selected during a final approach segment, the as the primary reference for their position.
annunciation will be VGP. VGP will cause the FGS Whether they are still enabled and part of the
to “ignore” the preselected altitude and VNAV navigation can be seen with a few pages in the
altitudes. This allows it to follow the glidepath all CDU Index (IDX) page. The GPS Control page
the way to DA. This can be verified by the lack of will indicate whether the GPS sensors are enabled
an armed altitude mode on the PFD. Caution must for navigation use, and will indicate the difference
be used when operating in this mode because it will between the GPS position and the calculated FMS
not level off at any altitude. The APPR and VNAV position (Figure 16-89). The PROGESS page on
modes should be used when flying an approach to the CDU displays the current navigation sources
a DA. The exception is a localizer-based approach used by the FMS to determine current position
procedure which uses the NAV-to-NAV capture (Figure 16-90). The PROGRESS page shows a
function even though it may only have MDA
minimums published.
Additionally, VNAV can be used during an alti-

tude restricted climb. The FGS will be in NAV and
VNAV modes and never in APPR mode. The same
three conditions mentioned for a VNAV descent
apply here too. The initial climb from the airport
will be accomplished by any manually chosen ver-
tical mode (VS or FLC). When VNAV is selected,
the altitude preselector is then placed at the high-
est authorized altitude and the FGS will level off
at each intermediate VNAV altitude. Once leveled
off at the intermediate altitude, FLC will arm indi-
cating there is another climb. Passing the altitude
restricted fix, FLC will become the active vertical Figure 16-89. GPS CONTROL

16 AVIONICS
INTEGRATED FLIGHT
INFORMATION
SYSTEM (IFIS)
The Integrated Flight Information System IFIS-
5000 is a part of the Pro Line 21 architecture to
provide extra information storage, increasing the
available display features. The added items known
as Enhanced Maps (E-Maps) are displayed only
on the MFD and include geographic/political
boundaries, airways (high and low), and airspace.
Optionally, the IFIS system can also display
Figure 16-90. PROGRESS
downloaded graphical weather (GWX), and
Electronic Charts (E-Charts).
label on the bottom titled NAVIGATION. In this
example the NAVIGATION area indicates that the The main storage unit is the File Server Unit
system is using VOR, DME and GPS. Should the (FSU-5010) located in the empennage avionics
GPS malfunction or lose its Receiver Autonomous shelf. This contains the memory needed for all
Integrity Monitoring (RAIM) the GPS label would the display options and outputs information only
be removed from the NAVIGATION line. If the to the MFD via a fast Ethernet bus. This unit also
GPS portion of the position begins to malfunction, receives inputs from a graphical weather system,
a message will appear on the CDU. Some examples FMS(s), database update unit and the pilot’s
of GPS messages are as follows: Cursor Control Panel (CCP) (Figure 16-93).
GPS—FMS Disagree (indicates the computed The C90GTi uses a Database Unit (DBU to
FMS position is different than the GPS position by update the IFIS information. The DBU-5000,
a selected amount) uses two USB ports located at the aft end of the
pedestal (Figure 16-85). Either port is used to
GPS Not Available (indicates the FMS is not using update the FMS(s), E-charts, E-maps, graphical
the GPS for position information) weather and/or maintenance items. Once the
databases are loaded onto the USB device from
NO GPS RAIM (indicates the FMS is using the a computer it is connected to one of these ports.
GPS but the GPS position is degraded) The remainder of the database load is controlled
through the MCDU MENU line key on the CDU
As with any approved GPS navigation receiver, this Index (Figure 16-92). Pressing the DBU option
system allows the check of integrity and accuracy will allow the CDU to query the aircraft and the
through certain pages in the CDU. For a RAIM USB device to see what files are available for
prediction it is necessary to navigate to the Index loading. After the load is complete the CDU can
page of the CDU and choose GPS CNTL. On this be exited to the main Index page and the USB
page it is possible to enter a desired airport and device can be disconnected and used for the next
ETA. The RAIM system will then indicate RAIM database cycle. The two USB ports are to be used
availability 15 minutes before to 15 minutes after only for database loading and will not support
that entered time. The default entry for the airport external USB devices.
line will automatically contain the DESTination
airport. ETA will be an active number based on the The available subscriptions are listed in Fig-
loaded flight plan and current ground speed. ure 16-91. Collins will provide the FMS and
Enhanced Map (E-Map) databases through
internet download or a shipment of CD’s. Jeppe-
sen will provide the Electronic Chart (E-Chart)
database through a shipment of CD’s only (no

16 AVIONICS
CCP
MFD
FMC 1 FMC 2
ETHERNET
CDU CDU
FSU-5010
ETHERNET
E-CHARTS
E-MAPS
DATA LOADER GWX
CMU-4000
OR OR XMWR-1000
RIU-40X0
COMMUNICATION SYSTEM
(VHF, HF, ETC.) XM SATELLITE
ANTENNA
RF LINK
DATALINK PROVIDER (ARINC)

INFORMATION PROVIDER (Universal)
UNIVERSAL WEATHER XM WEATHER

(GWX-5000) (GWX-3000)
Figure 16-91. IFS Block Diagram

16 AVIONICS
internet download). Finally, Hawker Beechcraft
will provide the electronic checklist through an
internet download. Although not specifically a
part of the IFIS system, the electronic checklist
will be uploaded through the same dataloader
units discussed earlier. With each revision of the
aircraft AFM that affects the checklist, it is the
operator’s responsibility to update the electronic Figure 16-93. CCP
checklist manually or download a new version
from Hawker Beechcraft.
most section contains a joystick and input buttons
to control the E-Charts and downloaded weather.
The memory keys are used to store the main

MFD line select key format options. They do not
store IFIS related map selections such as E-Maps
or E-Charts. The selected Upper Format, Lower
Format, Terrain or Radar, and TCAS options are
stored. When the appropriate selections are made,
press and hold the desired memory key until
STORE is indicated on the MFD. Releasing the
memory key will display a STORE COMPLETE
(Figure 16-94). This can be repeated for each of
the three memory keys. To retrieve the selected
options press and release the desired memory key
and the MFD will change to the stored settings.
Figure 16-92. MCDU Menu
CURSOR CONTROL PANEL (CCP)

The primary pilot interface with the IFIS system
is accessed through the Cursor Control Panel
Figure 16-94. MFD Store Complete
(CCP) located on the pedestal (Figure 16-93). The
left most section is used to enter and manipulate
menus that appear on the MFD. The center section
is used to store MFD display options to more
quickly retrieve a desired display setup. The right

16 AVIONICS
FILE SERVER UNIT (FSU)

JEPPESEN
E-CHARTS (CD)—14 DAYS
COLLINS
E-MAPS (DOWNLOAD)—28 DAYS
GEO-POLITICAL (DOWNLOAD)—AS REQUIRED
GRAPHICAL WX DATABASE (DOWNLOAD)—AS REQUIRED
ETHERNET BUS
DATALOADER
FLIGHT MANAGEMENT MAINTENANCE DIAGNOSTIC

COMPUTER (FMC) COMPUTER (MDC)
COLLINS HAWKER BEECHCRAFT
FMS NAV DATABASE MFD CHECKLIST
(DOWNLOAD)—28 DAYS (DOWNLOAD)—AS REQUIRED
SIMULTANEOUS
FMC 1 FMC 2
Figure 16-95. IFS Dataload Block Diagram
Enhanced Maps (E-MAPS)

The IFIS system contains Collins provided data
with certain enhanced map features. These include
geographic/political boundaries, airspace and
airways (high and low).
The following menu selection may also contain

a MAP SOURCE option. This is not related to
the IFIS installation but is active with a dual FMS
configuration. Either FMS can be chosen to display
the FMS course. this does not affect the display of
overlay selections. In cases where the on-side FMS
has failed, this selection can be used to select the
other FMS for course line imagery on the MFD. Note
that this feature does not change the active FMS used
for navigation. That is still chosen from the PFD.
The geographic/political option (GEO-POL)

(Figure 16-96) will overlay state and country
boundaries on the MFD display. The location of
international boundaries on the overlay must not be
used as an accurate representation of true boundary Figure 16-96. Geo-Politcal Overlay
position. The GEO-POL overlay should only be

16 AVIONICS
used for information. This overlay is accessed by The airway feature will superimpose all the
pressing the MENU button on the CCP when a selected airways on top of the current MFD map
PPOS map or PLAN map is in view on the MFD. to help orient their positions. Only the airway is
Moving the cursor to the GEO-POL option will labeled and not the intersections. Once the airway
allow turning the overlay ON or OFF. The cursor is loaded in the FMS the intersection names
can be moved by rotating the MENU ADV knob on will appear for that airway only. This overlay is
the CCP. After the cursor is at the desired position, accessed by pressing the MENU button on the
rotate the DATA knob or press PUSH SELECT on CCP when a PPOS map or PLAN map is in view
the CCP to change the selection. on the MFD (Figure 16-98). As discussed earlier,
moving and manipulating the cursor to the Airway
The airspace option will overlay certain airspace option will allow selection of HI / LO / OFF.
boundaries. The airspace boundaries include Class
A and B airspace along with CTA and TMA/TCA
airspace. Airport related boundaries are shown with
a solid magenta outline. Additionally, restricted
and prohibited airspace is shown with a dashed
magenta outline. The vertical limits and identifying
marks of the airport or restricted/prohibited areas
are not shown on the MFD. They must be used as
information only and not to navigate or stay clear
of these areas. The overlay is accessed with the
MENU button on the CCP with the PPOS map or
PLAN map displayed on the MFD. As discussed
earlier, moving and manipulating the cursor to the
Airspace option will allow turning the overlay ON
or OFF (Figure 16-97).
Figure 16-98. Airways Overlay
The overlay selections are the same for the PLAN

map with the exception of a Graphical Weather
(GWX) option. The GWX overlay will be dis-
cussed later.
Status Pages
The File Server Unit (FSU) contains status pages
that indicate settings and configurations for
the IFIS system. Pressing the STAT key on the
CCP will display the last viewed page (Figure
16-99). The DATABASE EFFECTIVITY page
indicates the current dates of each installed item.
Figure 16-97. Airspace Overlay
If a database is out of date the affected line will

16 AVIONICS
Figure 16-99. D
atabase Effectivity Figure 16-100. STAT Menu
(STAT Key)
be yellow. The CCP MENU ADV and PUSH

SELECT knobs are used to move the cursor
and display more information for the selected
database in the lower box.
Pressing the CCP MENU key will display the sta-

tus menu options (Figure 16-100). Using the CCP
MENU ADV and PUSH SELECT knobs allows
for the selection of another status page. One
example, is the optional Electronic Chart sub-
scription page (Figure 16-101). On this page the
pilot can enter a Jeppesen provided Access Code
and be able to instantly retrieve more charts. This
capability can be used when a one-time flight is
planned outside the current chart coverage. It is
important to note that electronic chart coverage
is a separate subscription than the FMS database
and may not cover the same regions.
Figure 16-101. Chart Subscription

(STAT Key)

16 AVIONICS
Electronic Charts (E-CHARTS) turned on, no chart will appear (the MFD does
[Optional] not have a chart stored in memory yet) and the
pilot will have to choose the desired chart.
The IFIS system can optionally contain Jeppesen
created instrument charts. These charts are loaded Choosing the desired chart is accomplished by
to the FSU through the dataloader discussed first pressing the CHART key and then the MENU
earlier. The charts will come from Jeppesen while key on the CCP (Figure 16-103). The CHART
the FMS database will come from Collins. See the Main index is divided into the following areas;
dataloader section for more database information. Origin; Destination; Alternate; Other airport.
Only the OTHER AIRPORT can be changed
Once a flight plan is entered in the FMS, the from this page. All other airport identifiers are
E-Chart feature will automatically be linked to the retrieved from the FMS flight plan. Procedures
airports in the Origin, Destination, and Alternate loaded in the FMS will automatically link to this
airport fields. menu and the shortcut field will update with the
new procedure and will show in magenta.
To retrieve the desired charts, press the CHART
key on the CCP (Figure 16-102). The MFD There are airports where multiple charts exist for
stores the last viewed image and will display that one runway (e.g., ILS Rwy 01 and Converging
chart every time the CHART key is pressed until ILS Rwy 01). For these airports the shortcut field
manually changed with the MFD chart menu. will be a white “SELECT CHART” and the pilot
There are two items to note for this process. Even must press the PUSH SELECT key and choose
if the FMS procedure has changed, pressing the the appropriate chart. It is important to note that
CHART key will display the last viewed chart not the FMS will only contain one approach type for
the new procedure’s chart. The pilot must change each runway. Even though the Converging ILS
the chart manually to agree with the procedure in Rwy 01 may be chosen for chart display, that
the FMS. Secondly, if the avionics have just been procedure will not be in the FMS database.
Figure 16-102. MFD Chart Display Figure 16-103. MFD Chart Menu

16 AVIONICS
The cursor is moved with the CCP MENU ADV

knob. Once the cursor is over the desired entry
two actions are possible with the PUSH SELECT
feature on the CCP DATA knob. A single press
will choose the indicated chart for display on
the MFD (e.g.,the ILS Rwy 29R in the previous
figure). Secondly, pressing and holding the PUSH
SELECT feature will bring up a selection menu
allowing the choice of every chart in that category.
(e.g., all airport diagram charts, or all departure
procedure charts, or all instrument approach
charts, etc.) (Figure 16-104).
Figure 16-105. MFD Chart Zoom Box
Charts that have been manually selected will show

in cyan. To exit out of the menu press the CCP
ESC key.
If the chart is geo-referenced, the aircraft position

and orientation will be displayed using a magenta
aircraft icon. This indicates that the latitude/
longitude positions on the chart agree with the GPS
coordinate system, known as WGS-84. When the
aircraft icon does not appear, two possible symbols
Figure 16-104. MFD Chart Approach Index will appear at the upper right corner of the chart
(Figure 16-106). A magenta crossed-out aircraft
After the chart is displayed, it is moved as needed

using the CCP joystick to display areas that may
be off the screen. An orientation button on the
CCP will turn the chart clockwise 90 degrees.
Pressing the orientation key again will return the
chart to its original state. Additionally, there are
two levels of zoom using the CCP ZOOM key.
The first press will zoom into the area bounded by
the green box (Figure 16-105). Another press of
the ZOOM key will return the chart to the original
size. To return to the MFD map imagery, press the
CHART key again or press one of the line select Figure 16-106. M
FD Chart Geo-
keys on the MFD bezel. Reference Symbols

16 AVIONICS
symbol indicates the chart is not geo-referenced. two providers are not compatible and the aircraft
A yellow crossed-out aircraft symbol indicates the will be configured for only one version. The XM
chart is geo-referenced but GPS1 present position weather provider uses a satellite downlink system
data is not available. and is available only for weather images within
the US 48 Contiguous States. The Universal
Chart NOTAMS are also available from the weather provider uses a COMM3 VHF datalink
Chart Main Index when applicable. Caution and is available for weather images for many
should be exercised since these NOTAMS were parts of the world.
loaded at the last database update which may
have been 14 days earlier. This information does
not receive updates from an active datalink. To
enter the OTHER AIRPORT information, the
cursor must be moved to that airport and then
press PUSH SELECT. This allows for manual
entry of the identifier by turning the CCP DATA
knob and advancing the cursor to the next letter
with the MENU ADV knob. After the identifier is
entered, pressing PUSH SELECT will enter the
airport and allow the use of ANY CHART fields
to retrieve the desired charts. This feature can be
used to view airport or airport chart information
when it is not part of the FMS flight plan or when
the link between FMS and FSU has failed.
At the bottom of the Chart Main Index is a two

level Chart Dimming control. Setting the DAY
option will display charts in a standard white
background color. Setting the NIGHT option
will change the white background to a cyan hue
reducing the intensity of the MFD image during
dark conditions.
After a chart is displayed it can be changed using Figure 16-107. MFD Chart Menu
the procedures described earlier or using the DATA
knob shortcut. By rotating the DATA knob clock-
wise or counterclockwise all the charts linked for As with all satellite or radio-based weather, the
the current airport can be viewed without having data provided should be used only with refer-
to navigate to the Chart Main Index. For instance, ence to onboard radar and appropriate preflight
if the ILS Rwy 29R for KBJC is in view from Fig- planning. All downloaded information is a view
ure 16-108 one click counterclockwise will display of past weather conditions and is not instanta-
the RAMMS 5, TOMSN 4 ARR chart or one click neous. Some information may be more than 15
clockwise will display the Airport diagram. This is minutes old and unusable for appropriate weather
useful after landing where a single click clockwise avoidance.
from the approach chart will display the airport
diagram and help with taxiway orientation.
XM Weather (GWX-3000)
The XM weather provider is labeled as the GWX-
Graphical Weather (GWX) 3000 system for the Collins IFIS. XM weather
[Optional] uses a satellite antenna collocated within the
There are two weather providers that will allow GPS antenna housing on top of the aircraft. The
for the display of select weather maps. These antenna is then connected to the XMWR-1000
unit located in the empennage avionics shelf. The

16 AVIONICS
XMWR-1000 receives the XM provided weather of the map is accomplished using the MFD ADV
data and images on a continuous basis and sends key on the CDU to advance the map to each FMS
the information to the File Server Unit (FSU) waypoint.
for potential display on the MFD. Refer to the
IFIS-5000 Operator’s Guide for more detailed The dedicated weather format is chosen from
information. the FORMAT line select key on the MFD by
choosing the GWX selection (Figure 16-109).
Once images are available they are displayed in This format is used for NEXRAD and all other
two MFD formats. For NEXRAD radar, weather XM weather images and information. The CCP
returns can be displayed on a dedicated weather is used to control all the overlays and position of
format or overlayed with the PLAN Map format. this format.
All other images can be displayed only on the
dedicated weather format. To overlay NEXRAD
on the PLAN Map format, first choose the PLAN
Map format, then press MENU on the CCP
(Figure 16-108). The USA NEXRAD option
allows for NEXRAD radar overlay to be turned
ON or OFF. This overlay depicts the FMS course
along with NEXRAD returns to help anticipate
radar returns along the route of flight. The age
of NEXRAD information is displayed at the
upper right portion of the PLAN map and should
update every time a new NEXRAD download is
received. Changing the range is accomplished
with the DCP range knob. Changing the position
Figure 16-109. MFD Dedicated

Graphical Weather
Format (XM Weather)
Pressing the CCP MENU key will display the XM

graphical weather menu (Figure 16-110). The
MENU ADV, DATA and PUSH SELECT knobs
on the CCP are used to choose the applicable
options.
The TAF/METAR reports are textual only and

are chosen by pressing the PUSH SELECT
knob (Figure 16-111). Rotating the DATA knob
will cycle through multiple pages, if they exist,
Figure 16-108. M
FD PLAN Map as indicated by “Page 1 of 2” in the figure. The
Weather Overlay Origin, Destination, and Alternate airports are

16 AVIONICS
automatically retrieved from the FMS flight plan.
The Other airport can be manually inserted as
described earlier in the Chart Main Index. To exit
out of the textual pages press the CCP ESC key.
The NATIONAL METerological REPORTS are

also text only and are chosen with the PUSH
SELECT knob.
The Animated NEXRAD selection is available

only after the XM system has downloaded at
least three NEXRAD images. These are delivered
approximately every 6 minutes indicating that for
the first 18 minutes of flight the NEXRAD cannot
be animated on the display. Once the animation
is possible the AVAILABLE message will appear
on the menu.
The available Overlays have ON or OFF

selections that are controlled with the CCP.
The METAR overlay will change the airport
symbols to visually indicate weather conditions.
The SIGMET overlay will indicate areas of
Figure 16-110. MFD XM Weather Menu SIGMET coverage with different colored boxes
corresponding with the coordinates affected. The
A/C FLIGHT INFO will display or remove the
aircraft icon to help orient present position with
displayed weather. The FMS course line is not
viewable on the dedicated weather page.
Choosing OVERLAY SELECTIONS will bring

up another menu (Figure 16-112). This menu
allows the pilot to select which items are visible
on the dedicated weather page. NEXRAD
controls the display of radar images. ECHO
TOPS controls the display of movement and
speed arrows for significant storms. METAR
will change the airport symbol colors to visually
indicate weather conditions. AIRPORT IDENTS
controls the display of ICAO identifiers next
to each circular airport symbol. SIGMET will
choose the display of outlined boxes to display
areas of SIGMET weather conditions, to include
Convective SIGMETs. A/C FLIGHT INFO will
display the aircraft symbol and FMS generated
origin and destination airports but will not
display the FMS course line. LIGHTNING will
allow the display of lightning bolt symbols in
Figure 16-111. MFD Metar Display areas of electrical discharge. This last feature is
not connected to an onboard stormscope but is
information coming from the XM network.

16 AVIONICS
Figure 16-112. M
FD XM GWX Overlay Figure 16-113. Overlay Legends
Selections v6
The last item, OVERLAY LEGENDS, defines

what the colors and symbols represent on
the dedicated weather page (Figure 16-113). Figure 16-114. MFD Graphical
Additionally, the ECHO TOPS overlay will Weather Time Stamps
include textual descriptions of storm intensity
that are defined on the LEGENDS page. Time entries are also displayed above the weather
map. The current UTC time is used to provide a
Finally, the RADIO ID field is the XM subscription reference for the age of each chosen overlay. Once
number. This is needed when the XM feature an affected overlay exceeds a set age, the time
needs to be turned ON initially or reinstated after below the label will turn yellow with a yellow
it fails to communicate with the satellite system. box. The pilot cannot request a specific update
since XM weather is designed to continuously
Each press of the CCP ESC key will remove one receive weather information. Caution should be
submenu at a time until all menus are removed exercised when referencing the affected overlay
and the dedicated graphical weather page is in for weather information. If an overlay is selected
view.The graphical weather page can be moved OFF then the label and time stamp are removed.
using the CCP joystick to the full extent of the
US borders and is not limited by aircraft position
or FMS waypoints. Additionally, each press of Universal Weather (GWX-5000)
the CCP ZOOM key will provide three levels of The Universal weather provider is labeled as the
zoom. Each level of zoom is indicated above the GWX-5000 system for the Collins IFIS. Universal
weather map (Figure 16-114). The zoom levels are weather uses an additional VHF COM3 radio and
indicated with these labels: x1=Entire CONUS; an additional VHF antenna. The antenna is located
x4 = ¼ of CONUS; x16 = 1/16 of CONUS. under the empennage of the aircraft and is attached

16 AVIONICS
to a Collins Communications Management Unit
(CMU-4000) in the aft avionics shelf. The CMU
handles all outbound and inbound COM3 VHF
transmissions that are requested from the pilot
through an additional CDU page. The COM3
system is not connected to the audio panels or
audio controls in the cockpit. Optionally, the
CMU unit is capable of datalink communications
(e.g., ACARS or AFIS) using an HF, SATCOM
and/or VHF radio.
The Universal weather provider is a request only

system. Each weather image or weather data is first
requested by the pilot through the CDU datalink
page. If the aircraft is within radio coverage of
an appropriate ground-based station, the image
or information is sent via VHF communication to
the CMU unit. A CDU and MFD message will
appear when the image is available for view.
To access the CDU graphical weather page, press

IDX MCDU MENU. On this page, a Datalink
(DL) option is available that will show the
Graphical Weather request page (Figure 16-115).
The images shown only contain the graphical
weather selection, but each page may contain other
optional items such as textual weather, digital
ATIS, received ATC messages, etc. Selecting the
REQ field for GRAPHICAL WX, will display
the available weather products (Figure 16-116).
Navigating between the two available pages
allows selection of the desired weather image.
Pressing the left side keys will select the main
image and turn it green. Pressing the right side
keys will display a new page where the desired
Region, Altitude, or Forecast time options can be
set for the selected image. Once the selections
are complete pressing the SEND line select key
will initiate the CMU communication with an
available VHF datalink station. The REQUEST
STATUS option can be used to identify which
images are still downloading and which images
have been received. If the CDU is used for other
functions while the information is downloading a
“GWX RCVD” message will appear on the CDU
message line.
This message will remain active until all new Figure 16-115. M
CDU Datalink Pages
images are viewed. (Universal Weather)

16 AVIONICS
Figure 16-117. M
FD PLAN Map
Weather Overlay
The dedicated weather format is chosen from the

LOWER FORMAT line select key on the MFD by
Figure 16-116. D
atalink Weather Selections
choosing the GWX selection (Figure 16-118). This
(Universal Weather)
format is used for NEXRAD and all other Universal
weather images. The image that appears will be the
Once images are available they are displayed in two last viewed weather image. To change the selection,
MFD formats. For U.S. NEXRAD radar, weather press the CCP MENU key to display the Universal
returns can be displayed on a dedicated weather weather menu page (Figure 16-119). The menu is
format or overlayed with the PLAN Map format. All organized with the most recently received image at
other images can be displayed only on the dedicated the top. Older items may be on the next page with
weather format. To overlay NEXRAD on the PLAN up to 50 total stored images. Once an image is past
Map format, first choose the PLAN Map format a selected effective time the entry will turn yellow to
and then press MENU on the CCP (Figure 16-117). better indicate its age.
The bottom option allows for USA NEXRAD
to be turned ON or OFF. This overlay depicts the Use the CCP MENU ADV and PUSH SELECT
FMS course along with NEXRAD returns to help knobs to move the cursor and select the desired
anticipate radar returns along the route of flight. The weather image from the menu. The displayed image
age of NEXRAD information is displayed at the and corresponding time of effectiveness will appear
upper right portion of the PLAN map and should on the MFD. The image is static and cannot be
update every time a new NEXRAD download is zoomed in or moved around. If weather from an
requested. Changing the range is accomplished with adjacent area is desired the appropriate image needs
the DCP range knob. Changing the position of the to be requested from the CDU and then viewed
map is accomplished using the MFD ADV key on when received.
the CDU to advance the map to each FMS waypoint.

16 AVIONICS
COMMUNICATION/
NAVIGATION SYSTEMS
The Pro Line 21 avionics system uses either the
Control Display Unit (CDU), or the Radio Tuning
Unit (RTU) to tune the communication and naviga-
tion radios and the transponder. The CDU and RTU
provide redundant control of all devices. Reversion-
ary control is provided should one unit fail.
Radio Sensor System

The Radio Sensor System provides the control,
displays, and sensors for VHF voice communication,
VOR/ILS/DME, ADF and transponder tuning, and
TCAS II (if installed). The system consists of the
Radio Tuning Unit (RTU-4220) located in the center
instrument panel, and the Control Display Unit
(CDU) which is located in the pedestal. The RTU
is considered to be the primary method of tuning,
with the CDU functioning as the secondary method
of tuning. The tuning capabilities of the CDU are
Figure 16-118. M
FD Dedicated Graphical accessed by using the TUNE page. If Dual CDUs
Weather Format are installed, only the left CDU (CDU 1) has radio
(Universal Weather) tuning capabilities.
A RTU/CDU TUNE switch is located on the

reversionary panel (Figure-120). When this switch
is in the NORM position, radios may be tuned using
either the RTU or the CDU. Should the RTU become
inoperable, tuning the No. 1 radios (COM1, NAV1,
ADF1, etc) will not be possible. If the CDU should
become inoperable, tuning the No. 2 radios (COM2,
NAV2, ADF2, etc.) will not be possible. Moving
Figure 16-119. Overlay Legends Figure 16-120. RTU/CDU TUNE Switch

16 AVIONICS
the RTU/CDU TUNE switch to the operating unit of the switch is indicated by the illumination of the
(CDU or RTU) will return full tuning capability. If annunciator, 121.5, located on the switch.
the RTU is the only unit still operating, selecting
RTU will allow that unit to tune both the No. 1
and No. 2 radios. If the CDU is the only unit still VHF Communications System
operating, selecting CDU will allow that unit to tune Two VHF-4000 communication transceivers
both the No. 1 and No. 2 radios. (COM 1 and COM 2) provide two-way
communications in the frequency range of
If radio tuning capability is lost from both the 118.000 through 136.975 MHz in 25 or 8.33 kHz
RTU and the CDU, the EMER TUNE annunciator- increments. These units are located in the forward
switch, located on the reversionary panel, may be avionics compartment (see Appendix A).
pushed to tune the No. 1 COM to the emergency
frequency 121.5 MHz (Figure 16-121). Activation The COM 1 antenna is mounted on the top of the
fuselage while the COM 2 antenna is mounted on
the lower fuselage (Figure 16-122).
VHF Navigation System

One NAV-4000 and one NAV-4500 navigation
receivers (NAV 1 and NAV 2) provide VOR and
Localizer navigation capabilities in the frequency
range of 108.00 through 117.95 MHz in 25 kHz
increments. The NAV-4000 also contains the
ADF receiver. As an option, the aircraft may be
equipped with two NAV-4000 units for a dual
ADF installation.
The NAV 1 and NAV 2 antennas are located on

Figure 16-121. E
mergency either side of the vertical stabilizer.
Frequency Button
NO. 1 COMM ANTENNA
SKY WATCH NAV ANTENNA

NO. 1 GPS/XM ANTENNA
WEATHER ANTENNA
ELT ANTENNA
GLIDESLOPE ANTENNA
(INSIDE RADOME)
NO. 3 COMM
(UNIVERSAL WEATHER)
DME ANTENNA
NO. 1 AND NO. 2

TRANSPONDER ANTENNA
MARKER BEACON
RADIO ALTIMETER
ANTENNA NO. 2 COMM ANTENNA
ANTENNA ADF ANTENNA
Figure 16-122. Antennas

16 AVIONICS
The CDU has the capability of automatically tun- Automatic Direction Finder (ADF)
ing the VHF NAV receivers in order to improve
the calculation of airplane position by the FMS. The automatic direction finder (ADF) allows navi-
This feature has no effect on current procedural gation using non-directional beacons (NDBs). As
navigation aids and will choose only those VORs mentioned in the VHF Navigation section, the
or ILSs that provide the best signal reception and ADF is part of the NAV-4000 unit and does not
position information. This auto tune function is have a separate line replaceable unit (LRU). Mag-
selected from the navigation portion of the CDU netic bearing to NDB stations is displayed on the
TUNE page. The auto tune function is automati- PFD and MFD with selectable bearing pointers.
cally cancelled if any of the following occur. ADF receivers are tuned using the CDU tune page
or the RTU. The ADF antenna is mounted on the
• DME HOLD is selected lower fuselage. A second ADF receiver is optional.
• A NAV receiver is manually tuned using
either the RTU or the CDU Distance Measuring
• The FMS is deselected as a NAV source Equipment (DME)
• A NAV receiver fails The DME-4000 receiver determines slant-range
distance, groundspeed, and time-to-station for
If a malfunction occurs when the auto tune func- the navaid tuned on the respective Nav receiver.
tion is active, it may be manually disabled using A single DME-4000 is standard but it contains
the RMT TUNE switch located on the reversion- three channels. Channel 1 is the DME for NAV 1,
ary panel (Figure 16-123). Moving this switch Channel 2 is the DME for NAV 2 and Channel 3
from the NORMAL position to the DISABLE is a “blind” channel that the FMS can use to tune
position will disable the auto tuning function of any frequency it chooses. Should the optional
the CDU. This includes the auto tune feature dis- second DME-4000 be installed, Channel 1 for
cussed here and localizer auto tuning after loading each unit will be the DME for NAV 1 and NAV
an approach. In other words, having the RMT 2. Channels 2 and 3 for each DME-4000 will be
TUNE switch selected to DISABLE requires the “blind” channels that the FMS can use to tune any
pilot to tune the NAV radios manually for all sub- frequency it selects.
sequent operations.
DME information is shown on the PFD (Figure
16-124) when the ground-based navigation source
is selected for display. If only FMS is selected,
LOCALIZER DME
VOR BEARING
POINTER DME
VOR BEARING
POINTER DME -
NOT RECEIVED
DME WITHOUT FMS DME WITH FMS
Figure 16-123. RMT Tune Switch Figure 16-124. PFD DME Displays

16 AVIONICS
then DME will not be displayed in the active NAV ATC switch must be moved to either 1 or 2 as
location. In that case, a bearing pointer will have desired (Figure 16-126). This switch must be
to be displayed to get ground-based DME. The moved prior to departure since this operation is
DME receivers are tuned using the CDU tune not controlled by weight on wheels. The Mode S
page or RTU. Each DME receiver can also be does provide an “on-ground” or “in-air” message
automatically tuned by the FMS as described in for other TCAS operators and ground based ATC
the VHF Navigation section. The DME antenna radar, but this does not control the actual mode
is mounted on the lower fuselage. of the transponder. Additionally, Elementary or
Enhanced surveillance transponders are avail-
A DME hold function allows retention of the cur- able as options including Flight ID which can be
rently tuned DME frequency after changing the entered with the RTU or CDU (Figure 16-127).
active frequency on the respective VHF Nav radio The antenna is located on the lower fuselage.
(Figure 16-125). This can be selected by the DME
HOLD button on the RTU or the DME HOLD
option in the CDU.
Figure 16-126. ATC Transponder Switch
Figure 16-125. D
ME Hold Selection
and Images
ATC Transponder
Dual TDR-94 Mode S transponders provide ATC
secondary radar returns. The transponder code
selection is done through either the CDU tune
Figure 16-127. Flight ID Selection
page or the RTU. To activate the transponder the

16 AVIONICS
AUDIO SYSTEM
The all-digital audio system manages the
communication and navigation systems. An
audio control panel, adjacent to each pilot’s PFD,
enables individual audio control (Figure 16-128).
SPEAKERS HAND MIC AND

(ONE ON EACH SIDE) HEADSET CONNECTION
PUSH-TO-TALK
(PTT) BUTTON
Figure 16-129. Audio System Components
Passenger Address System

The passenger address (PA) system facilitates
amplified broadcasts to the cabin for passenger
announcements, and seat belt and no smoking
chimes. The XMIT knob on the respective audio
panel controls PA broadcasts from the crew.
Audio Control Panels

The audio control panels contain the following
controls:
XMIT
Figure 16-128. Audio Panels Selects the transmitter to be use and its associated
audio if the AUTO COMM switch is on.
A press-to-transmit (PTT) button on the outboard
horn of each control wheel facilitates communi- 1‒Selects COM 1 transceiver
cation transmissions. A microphone jack on each
2‒Selects COM 2 transceiver
sidewall allows connection of headset micro-
phones. Two speakers in the cockpit ceiling repeat PA‒Selects the PA system
audio heard through the headphones (Figure
16-129). The speaker volume for audible warn- TEL‒Selects the optional AirCell Phone
ings cannot be muted. Additionally, each pilot’s
oxygen mask contains a microphone. HF‒Selects the optional HF transceiver

16 AVIONICS
Audio Control Knobs MIC

The audio control knobs control the volume of OXY –Selects the microphone in the associated
the associated radio. Pushing the knob in turns oxygen mask as the active microphone.
the audio off and pulling it out turns it on. These Automatically turns ON the on-side cockpit
controls are independent of AUTO COMM oper- overhead speaker.
ation. Rotating the knob adjusts the volume.
NORM–Selects the headset or hand microphone
as the active microphone
COMM
1–Controls the COM 1 audio volume
AUTO COMM
2–Controls the COM 2 audio volume Controls operation of the auto comm system.
On–Allows audio from the selected transmitter

NAV on the XMIT knob to automatically be received
1–Controls the NAV 1 audio volume without having to pull ON the respective control
knob .
2–Controls the NAV 2 audio volume
Off–Inhibits auto comm control and requires the
desired control knob to be pulled ON to receive
DME the audio.
1–Controls the DME 1 audio volume
SPKR
2–Controls the DME 2 audio volume
Controls the on-side cockpit overhead speaker.
ADF
VOICE/BOTH/IDENT
1–Controls the ADF 1 audio volume
Controls the NAV audio filter.
2–Controls the ADF 2 audio volume (this
knob exists only if the optional 2nd ADF is VOICE–Removes morse code identification and
installed) allows only voice communications on the NAV
audios.
MKR BOTH–Voice communications and Morse code
Controls the marker beacon audio volume identification are both heard on the NAV audios.
IDENT–Only Morse code identifications are

TEL audible on the NAV audios.
Controls the AirCell telephone volume
AUDIO
INPH Controls reversionary operation of the on-side

audio control panel.
Controls interphone communications. The knob
on the pilot’s audio panel can be pulled out and NORM–Places the on-side audio control panel in
pushed in to turn on and off the interphone sys- normal mode.
tem and then rotated to control the pilot’s side
interphone volume. The copilot’s INPH knob is a ALTN–Places the on-side audio control panel in
volume control only. reversionary operation. This bypasses the on-side
audio amplifier and utilizes the pre-set amplifier

16 AVIONICS
associated with each COM and the PA. The pilot
can transmit and receive on COMM 1 using a
hand mic or boom mic, and cockpit speaker or
headphones. The volume of radio receptions is
not controllable. Transmissions may be made on
COMM 2 and the PA, but COMM 2 receptions
are not possible.
Control Wheel (PTT) Switches

Each control wheel has the following PTT
switches and functions (Figure 16-130):
MIC Button–Controls COM radio and PA

transmissions.
IDENT–Controls the transponder identification

function.
PUSH-TO-TALK
(PTT) BUTTON
Figure 16-131. Radio Tuning Unit (RTU)
DIRECT TUNING
The radios are directly tuned by changing the
active frequency. This is accomplished when the
white cursor (hollow white box) is over the green
active frequency.
RECALL TUNING
Recall tuning is accomplished by tuning a
frequency in the recall position (white color fre-
quencies) and then swapping the active and recall
Figure 16-130. Control Wheel (PTT) Switches frequencies by pressing the recall line select key.
RADIO TUNING UNIT (RTU) PRESET TUNING

As with the CDU, the radio tuning unit (RTU) can
be used for all radio tuning. Also similar to the Preset tuning (i.e., stored frequencies) is enabled
CDU is that all green frequencies are the active when the TUNE MODE on the COM PRESET
frequencies and all white frequencies are the PAGE is set to PRESET. The tuning knobs are
standby or unused frequencies (Figure 16-131). then used to select the desired preset memory
number instead of tuning a frequency (Figure
16-132).
RTU Tuning
There are three methods of RTU radio tuning: Line Select Keys
direct tuning, recall tuning, and tuning from the
preset pages. The line select keys (LSK) are used to place
the cursor, navigate to a subpage, and make

16 AVIONICS
Figure 16-132. RTU in Preset Tuning Mode
selections. Pressing the line select keys once

places the cursor (a hollow white box) around the
frequency at that location. Pressing the LSK next
to active frequencies twice navigates to the appro-
priate menu display page. Pressing the LSK next
to standby frequencies twice swaps the active and
recall frequencies.
COM Operation Figure 16-133. RTU COMM Pages

The COM section of the RTU top-level page
provides tuning functions for the COM radio. The active and recall frequency can be tuned
Other COM control functions are handled on the from either the NAV section of the top-level page
dedicated COM main page and COM preset page. or the NAV main display page. Marker beacon
sensitivity, NAV self-test and NAV preset page
The active and recall frequency can be tuned from access are controlled from the NAV main display
either the COM section of the top-level page or page (Figure 16-134).
the COM main display page. The COM squelch,
8.33 and 25 kHz tuning, COM self-test and COM The NAV preset page allows for storing known
preset page access are controlled from the COM frequencies. Once they are entered, the RTU preset
main display page (Figure 16-133). tuning option can be activated and frequencies are
chosen simply by selecting the memory number
The COM preset page allows for storing known rather than tuning the frequency. In this preset
frequencies. Once they are entered, the RTU pre- tuning mode however, only the active frequency
set tuning option can be activated and frequencies on the RTU top level page can be tuned directly if
are chosen simply by selecting the memory num- a different navigation source is required.
ber rather than tuning the frequency. In this preset
tuning mode however, only the active frequency ADF Operation
on the RTU top level page can be tuned directly if
ATC gives a different frequency to contact. The ADF section on the RTU top-level page
provides tuning functions for the ADF radio.
Other ADF control functions are handled on the
NAV Operation ADF main display page and ADF preset page.
The NAV section on the RTU top-level page The active frequency can be tuned from the ADF
provides tuning functions for the NAV radios. section of the top-level page and both the active
Other NAV control functions are handled on the and the recall frequencies can be tuned from the
NAV main display page and NAV preset page. ADF main display page. The ADF or ANT modes,

16 AVIONICS
ATC Operation
The ATC section on the RTU top-level page
provides the setting functions for the ATC code.
Other ATC control functions are handled on the
ATC main display page.
The active code can be selected from the ATC

section of the top-level page and both the active
and the recall codes can be set from the ATC main
display page. The Mode-C operation and self-test
initiation are also controlled on the ATC main
page display (Figure 16-136).
Figure 16-134. RTU NAV Pages
BFO feature, ADF self-test and ADF preset page Figure 16-136. RTU ATC Page
access are controlled from the ADF main display
page (Figure 16-135).
ATC CONTROL Page
The ATC CONTROL page annunciations are
shown below:
ATC Source Annunciation

The ATC source annunciation indicates which
transponder the CDU and RTU are controlling.
Only one transponder is active at a time.
Transponder Code Display

This display shows the selected transponder code.
IDENT Line Select Key and

Annunciation
The IDENT line select key controls the transpon-
der IDENT function. The IDENT annunciation
enlarges and changes to cyan during ident func-
tions (approximately 18 seconds).
Figure 16-135. RTU ADF Pages

16 AVIONICS
Altitude Source Annunciator

When Mode-C is enabled, the altitude data source
(ADC 1 or ADC 2) is shown in cyan below the
altitude readout.
Mode-C Control
The ALT line select key controls altitude report-
ing. ALT is shown in larger cyan when altitude
reporting is selected. When selected off, only
mode A replies are transmitted.
Reporting Altitude Display Figure 16-137. CDU Tune
The Mode-C pressure altitude readout is shown in touching either the first or second line select keys
white when altitude reporting is selected. on either side. The second position serves as the
RECALL or PRESET frequency (i.e., standby
Flight ID Display frequency) and is the standard method of entry.
Pressing the RECALL or PRESET key again
The Flight ID, if option is installed, is displayed will then swap the frequencies. If a frequency is
and adjusted on the RTU top-level page and the inserted in the first line it will immediately be the
ATC Control page (Figure 16-127). active frequency and the previous one will move
to the second line. For all frequencies, the decimal
TEST Function is assumed and does not need to be inserted (e.g.,
123.4 can be entered as 1234). Additionally, the
The TEST line select key initiates the transpon- active frequencies are always identical between
der self-test. The TEST annunciator enlarges in the RTU and CDU. Use caution when working
cyan while the test is active (approximately 10 with the standby frequencies as they are handled
seconds). differently between the CDU and RTU.
The CDU also contains a FREQUENCY selection

XPDR FAIL Annunciator under the IDX (index) page (Figure 16-138).
XPDR FAIL appears in yellow to the right of the This page contains frequencies for those airports
ATC legend when a transponder fails. entered into the flight plan. Press the line select
key next to the desired frequency and it will enter
CDU TUNING
TUNE PAGE Display
The TUNE PAGE has the following controls/dis-
plays. Similar to the RTU all green frequencies
are the active frequencies and all white frequen-
cies are the standby or unused frequencies (Figure
16-137). For installations that have a second CDU
this TUNE feature is not active on the right CDU.
COM Display
COM radio tuning is accomplished by entering
the desired frequency in the scratchpad and then Figure 16-138. CDU Frequency Data

16 AVIONICS
into the scratchpad. The pilot can then navigate to enter the corresponding memory number (1 thru
the TUNe page and the frequency will still be in 20) into the scratchpad and then insert that into a
the scratchpad for use. COM tuning line. The associated frequency will
be entered automatically.
The SQ OFF annunciation beside the COM leg-
end appears when squelch has been disabled. TX
annunciates when the radio is transmitting. NAV Display
NAV radio tuning is accomplished by inserting
the nav frequency in the scratchpad and then
COM CONTROL Page touching the appropriate NAV1 or NAV2 line
The COM 1 or COM2 CONTROL page is select key. Additionally, the nav radio identifier
selected by pushing the respective COM1 or can be typed into the scratch pad and selected by
COM2 line select key (the scratch pad must be touching the NAV line select key. The CDU tun-
empty) (Figure 16-139). The top portion of this ing will search the nearest frequency associated
display allows for turning the squelch ON or OFF with that identifier and enter it along with the nav
and for testing the COM radio. frequency. Additionally, the active frequencies
are always identical between the RTU and CDU.
NAV CONTROL Page

The NAV1 or NAV2 CONTROL page is selected
by pressing the respective NAV1 or NAV2 line
select key (the scratchpad must be empty) (Figure
16-140). The NAV CONTROL page will then
allow for auto or manual tuning, DME hold,
testing the radio, and changing marker beacon
sensitivity (NAV1 CONTROL page only). See the
VHF Navigation System section discussed earlier
for more information on AUTO vs MANual
tuning.
Figure 16-139. CDU COMM Page
The lower section of this display contains

numbered COM PRESETS. This can contain up
to 20 preset COM frequencies. Push the NEXT or
PREV function keys to select the next or previous
preset page.
To create or modify a COM PRESETS frequency,

enter the desired frequency into the scratchpad.
Then push the appropriate left line select key to
transfer this frequency to the numbered preset
frequency field. If the frequency is valid, it displays
in the data field. Once this is done, a label can be Figure 16-140. CDU NAV Page
applied by simply typing in the desired name and
pressing the left line select key again.
The lower section of this display contains the
To use these stored frequencies press either the NAV PRESETS. This section operates exactly
left or right line select key from the COM PRE- like the COM PRESETS discussed earlier.
SETS page and it will immediately become the
active frequency. Another method is to simply

16 AVIONICS
ATC CONTROL Page

The ATC CONTROL page is selected by pressing
the ATC line select key (the scratchpad must
be empty) (Figure 16-141). This page allows
for transponder code entry, altitude reporting
selection, testing the transponder and optionally
entering a Flight ID. With the altitude reporting
turned ON the automatically selected ADC will
be displayed along with its corrected barometric
pressure. Should an ADC fail the opposite ADC
will automatically be selected. Additionally, the
selected code is always identical between the
RTU and CDU. Figure 16-142. CDU ADF Page
pointer will “park” at the 3 o’clock position. Both

of these selections are abnormal and the CDU
will annunciate on the main level TUNe page
when chosen.
The lower section of the display contains the ADF

PRESETS display. Just like the COM and NAV
radios this can contain up to 20 preset ADF fre-
quencies. This section operates exactly like the
COM PRESETS discussed earlier.
Figure 16-141. CDU ATC Page

Ground Communications Power
When the Battery Bus switch is in the normal
position, the ground communications electric bus
The Flight ID field should contain only the ATC provides electric power directly from the main
given identifier or the aircraft registration as aircraft battery when selected by the pilot. Control of
appropriate. the system consists of a push on/push off solenoid-
held annunciator switch labeled GND COM and is
To turn the transponder ON or OFF and to select located on the reversionary panel (Figure 16-143).
STBY, a separate switch on the reversionary panel Selection provides operation of COM 1 through
must be moved. See the ATC Transponder section the RTU utilizing the headsets or the hand mic
earlier in this chapter. and cockpit speakers. No other radios are available
during ground comm operations. An “ON”
annunciation will illuminate when ground comm
ADF CONTROL Page has been selected and extinguish when deselected.
The ADF control page is selected by pressing
the ADF line select key (the scratchpad must be Subsequent activation of the main battery switch
empty) (Figure 16-142). From here the ADF can will result in an automatic disconnect of the ground
be tuned, Beat Frequency Oscillator (BFO) can communications bus from the com system; however,
be turned ON or OFF, the mode selected, or the the normal method for deactivation of the system is
ADF can be tested. The BFO selection should accomplished by pressing the GND COM switch.
only be used for an NDB that cannot produce a This switch does not have a timer and will remain
typical Morse code identifier. The ANT mode selected unless turned off, or the battery is turned
provides only an audio output and does not on, or the Battery Bus switch is turned off.
create bearing-to-the-station signals. The bearing

16 AVIONICS
SECONDARY FLIGHT
DISPLAY SYSTEM (SFDS)
The Meggitt Secondary Flight Display Mk2
System (SFDS) provides backup attitude,
heading, airspeed and altitude information in a
single display should a failure with the Pro Line
21 system occur (Figure 16-145). The SFDS
can also provide lateral and vertical deviation
information from NAV 1, with some limitations
as discussed later in this section.
Figure 16-143. GND COMM Button
Static Discharging
A static electrical charge builds up on the surface
of an airplane while in flight and causes interfer-
ence in radio and avionics equipment operation.
The charge is also dangerous to persons dis-
embarking after landing, as well as to persons
performing maintenance on the airplane. Static
wicks (Figure 16-144) are installed on the training
edges of the flight surfaces and the wing tips and
assist discharging of the static electrical charge.
Figure 16-145. SFDS Display
The SFDS has the following controls:
SFDS Switch
The SFDS switch on the pilot’s left subpanel
Figure 16-144. Static Wicks controls power to the unit (Figure 16-146). During
normal operations, the SFDS is powered from the
aircraft electrical system. A 30-minute backup
battery is provided to power the SFDS should the
aircraft electrical input fail.

16 AVIONICS
receiving power from the aircraft’s electrical

system. A dedicated internal AHRS and an
external ADC provide data to the SFDS.
HEADING–The aircraft heading is displayed

along the bottom in a tape format. The compass
“slides” horizontally with a lubber line placed
in the center denoting the current heading. This
reference comes from the internal AHRS and
from a magnetometer located at the base of the
aircraft T-tail, dedicated to the SFDS AHRS.
ALTITUDE–The aircraft altitude is displayed

in a tape format along the right hand side. The
present altitude is depicted in a digital format
within a box in the center of the altitude tape.
The barometric pressure (shown at the top of the
attitude) is adjusted with the Adjustment knob.
Figure 16-146. SFDS Power Switch The SFDS ADC generates this information.
However the ADC retrieves air input from the
The TEST position tests the charge of the backup pilot’s pitot/static system and does not have
battery located in the avionics nose section. A independent sources. This SFDS altitude is not
green light adjacent to the switch illuminates if a RVSM certified.
sufficient charge is indicated.
AIRSPEED–The aircraft airspeed is displayed
The ON position powers the SFDS from either in a tape format along the left hand side. The
the aircraft electrical system or the SFDS battery. present airspeed is displayed in a digital format
An amber light adjacent to the switch illuminates within a box in the center of the airspeed tape.
if only the SFDS battery is powering the unit. A red band is displayed at VMO/MMO and
The SFDS battery will not provide backup power VSO. These indications are not associated with
to NAV 1 if it has lost power from the aircraft any aural alerts. The SFDS ADC generates this
electrical system. Loss of aircraft electrical, will information.
prevent its display on the SFDS.
PITCH–Aircraft pitch is displayed on the
attitude display through the use of a pitch
Adjustment Knob ‘ladder” and an Aircraft Reference Symbol. An
The Adjustment knob on the bezel of the SFDS “Excessive Attitude” display provides assistance
is used to set the barometric pressure setting or in determining the direction the pilot needs to
make selections within a menu. Pushing the knob pitch the aircraft to return to a level pitch attitude.
selects standard pressure or selects the highlighted The Excessive Attitude display consists of red
item on the menu when the menu is displayed. chevrons located within the pitch ladder. During
an excessive attitude condition, the NAV data will
Additionally, the HP/IN button on the display be removed to declutter the display. The data will
bezel allows for a quick change between inches be removed when roll attitude exceeds 65˚ left or
and hectopascals. right bank or the pitch attitude exceeds 20˚ nose-
down or 30˚ nose-up. The SFDS AHRS generates
this information.
SFDS Display
The SFDS display incorporates aircraft heading, ROLL–Aircraft roll attitude is depicted through
altitude, airspeed, pitch, and roll data into a the use of a sky pointer-type roll pointer and roll
compact display. Nav data from NAV 1 is also scale. A rectangular shaped slip/skid indicator
capable of being displayed provided NAV 1 is is located below the roll pointer similar to the

16 AVIONICS
main Pro Line 21 displays. The indicator moves The following modes are selected with the
with the roll pointer and “slides” left and right to MODE line select key and are displayed on the
depict slip/skid information. The SFDS AHRS PFD’s weather radar status field.
generates this information.
NAV–The ILS button will allow the display Standby Mode (STBY)
of navigation data from NAV 1. The first press The STBY (standby) mode inhibits the radar
will indicate ILS, the second press B/C (back transmitter and antenna scan drive. Selecting
course), and the last press will remove navigation STBY or TEST will affect both pilot’s radar dis-
information. Appropriate flags will appear on plays. The other three modes (WX, WX+T, or
the display if a navigation component has failed MAP) can be independently chosen. This STBY
(Figure 16-146). mode will automatically be selected 60 seconds
after weight on wheels. However, once on the
See the Pitot and Static System discussed earlier ground the radar can be turned ON again by rese-
in this chapter for the air source connections. lecting a desired mode.
Test Mode (TEST)

WEATHER RADAR
The system self-test is initiated by selecting the
SYSTEM TEST mode of operation. A test pattern made up
of six rainbow-like arcs show on the display(s)
The WXR-850 or WXR-852 (optional) radar when the TEST mode is active (Figure 16-148).
system is installed in the Pro Line 21 King Air
C90GTi and C90GTx.
Weather radar controls are located on the display

control panels (DCP). Weather radar display is
shown on the MFD or PFD, depending on display
selections. The weather radar is operated in a split
mode with independent radar scans shown on
each PFD.
The following weather radar controls are located

on the display control panel:
Radar Button
The RADAR line select key controls display
of the weather radar menus on the PFD (Figure
16-147).
Figure 16-148. Test Mode
Figure 16-147. PFD Radar Menu

16 AVIONICS
Map Mode (MAP)

The MAP mode allows the weather radar to pro-
vide the most detailed ground returns. The signal
processing and target display colors are changed
to accentuate ground features. Ground targets
show in cyan, green, yellow, and magenta (Fig-
ure 16-149). This mode should not be used for
weather avoidance.
Figure 16-150. R
adar Display with
Path Attenuation Bar
Gain Control
The current GAIN setting is displayed in a box
next to the GAIN legend (see Figure 16-148).
Turn the DATA knob on the DCP to set the gain
at NORM, ±1, ±2, or ±3. Use caution when
Figure 16-149. Radar Ground Map Mode selecting a setting other than NORM as this will
change the purpose of the standard radar colors.
(i.e., a green area may actually be yellow or red in
Weather Mode (WX) NORM setting and should be avoided). Once the
GAIN has been set it will appear next to the RDR
Puts the weather radar in the basic weather detection label on the PFD or MFD (Figure 16-151).
mode. The weather mode displays precipitation-
based returns in one of four colors: green, yellow,
red, or magenta. The highest precipitation rates
show in red (Figure 16-150). Should a significant
return cause a potential masking of the radar image
a path attenuation bar will appear on the display.
This indicates a potential radar “shadow” and flight
should not be conducted into that region until the
pilot is assured it is clear of precipitation.
Aditionally, a small cyan indicator sweeps

across the display helping assure that radar is
ON even though the display may remain black
(e.g., no returns). Figure 16-151. Radar Gain Display

16 AVIONICS
Antenna Stabilization TILT Control
Antenna stabilization is achieved by referencing The TILT knob controls the antenna tilt angle. The
the AHRS system. This way, the antenna sweep selected angle (–15 to +15 degrees) is displayed
will maintain a constant angle relative to the with the letter T on the displays (Figure 16-153).
earth’s surface as the aircraft’s pitch and bank Since each pilot has a tilt control the radar pro-
change. This eliminates ground returns when duces an image on only one sweep. This enables
banking the aircraft and allows for a precise left the pilot’s tilt to be shown on the clockwise sweep
and right sweep. while the copilot’s tilt can be shown on the coun-
terclockwise sweep.
GCS Button
The GCS button controls ground clutter sup-
pression. When selected, the system suppresses
ground returns (clutter) in the WX mode to help
identify precipitation targets. GCS is only active
for 30 seconds. GCS annunciates on the PFD and
MFD when the radar mode is on and the GCS but-
ton has been pressed (Figure 16-152).
Figure 16-153. Radar Tilt Display
PUSH AUTO TILT Button

(WXR-852 only)
The PUSH AUTO TILT button located in the cen-
ter of the TILT / RANGE knob selects automatic
antenna tilt control. The letter “A” adjacent to the
tilt angle indicates that auto-tilt is selected. The
auto tilt function compensates for airplane altitude
changes and range changes by adjusting the tilt
angle to maintain the selected reference to ground.
This will cause the tilt number to change when
climbing or descending, or changing the range.
RANGE Knob
The RANGE knob controls the scanning range
shown on the MFD map and radar pictorial.
Range annunciations are shown on the displays as
discussed earlier.
Figure 16-152. Radar Ground Clutter Supression

16 AVIONICS
COCKPIT VOICE The remote switch located on the left-hand side-

wall of the cockpit, is installed to perform the
RECORDER (CVR) following functions (Figure 16-155):
The typical CVR is the Fairchild FA2100 which

• Test the ELT
simultaneously records audio from each audio • Deactivate the ELT if it has been inadver-
panel, PA system, and the cockpit area microphone. tently activated by the “G” switch
Depending on the selected option this can be a
recording of 30 minutes or 2 hours on the solid-state • Activate the ELT in an in-flight emergency
recorder. An impact switch stops further recording if an off-airport landing is anticipated
when sufficient G-force is encountered. • Activate the ELT after an off-airport land-
ing, if the impact did not automatically
A view of the controller can be seen in Figure activate it
16-154. Refer to the Aircraft Flight Manual
supplement for necessary test procedures of the An amber light is located adjacent to the switch
installed CVR. that will illuminate any time the ELT has been acti-
vated, either manually or automatically. The ELT
will automatically activate, with the “G” switch,
regardless of the position of the remote switch.
Figure 16-154. CVR Controllers
EMERGENCY LOCATOR
TRANSMITTER (ELT)
The Emergency Locator Transmitter (ELT) is
designed to provide beacon location to the aircraft
after a crash. The ELT will automatically activate
during a crash and transmit a sweeping tone on
121.5 MHz, 243 MHz, and 406 MHz, through a
system of satellites. This activation is independent
of the remote switch setting or availability of aircraft
power. The ability of the ELT to transmit on 406
MHz requires that the ELT be activated with the
National Oceanic and Atmospheric Association
(NOAA) as the beacon provides a unique identifier
code traceable to a specific aircraft and operator. The
registration is free, good for two years, and can be
done on-line at www.beaconregistration.noaa.gov. Figure 16-155. ELT Manual Switch

16 AVIONICS
TERRAIN AWARENESS
AND WARNING SYSTEM
(TAWS+)
The Aviation Communication and Surveillance
Systems (ACSS) TAWS+ system uses a Ground
Collision Avoidance Module (GCAM) to provide
both predictive and reactive alerts. These alerts con-
sist of visual and aural cautions and warnings to the
pilot of potential collision with terrain or obstruc-
tions, other potentially unsafe conditions, as well
as altitude awareness callouts. The TAWS+ has two
areas of operation: basic ground proximity (reac-
tive) and enhanced ground proximity (predictive).
BASIC GROUND PROXIMITY

WARNINGS (REACTIVE)
Figure 16-156. P
FD GND PROX and
The following operating modes generate cautions PULL UP Annunciators
and warnings that are part of the basic ground
proximity warnings. The cautions will generate a
“GND PROX” PFD message while the warning
will generate a “PULL UP” PFD message (Figure
16-156). Each caution and warning is also
accompanied by an aural command as shown in
the following table. This portion of the TAWS+
system is solely related to the radio altimeter. If
the radio altimeter were to fail an appropriate
TAWS annunciator would appear on the PFDs
indicating that the basic ground proximity modes
are inoperative (Figure 16-157).
Figure 16-157. TAWS Failure Annunciators
Table 16-1. BASIC CAUTIONS AND WARNINGS

PFD
PFD Caution Aural
Mode Function Aural Caution Warning
Message Warning
Message
1 Excessive Descent Rate GND PROX Sink Rate PULL UP Pull Up
2 Excessive Closure on Terrain GND PROX TERRAIN, TERRAIN PULL UP Pull Up
3 Altitude Loss After Takeoff GND PROX Don’t Sink, Don’t Sink
4a Unsafe Terrain Clearance GND PROX Too Low, Gear
4b Unsafe Terrain Clearance GND PROX Too Low, Flaps
5 Excessive Glideslope Deviation GND PROX Glideslope
6 Bank Angle Bank Angle
Altitude Callouts 500, 200, 100, 50, 40, 30, 20, 10
Minimums Minimums, Minimums

16 AVIONICS
The following equipment is required to be opera-

tional for the proper function of Modes 1 through
6 of the TAWS+ system:
1. TAWS+ Warning System Computer
2. Radio Altimeter
3. Vertical Speed from the Air Data Computer
4. Airspeed from the Air Data Computer
5. Glideslope Deviation
6. Localizer Deviation
7. Landing Gear Position
8. Flap Position
9. Roll Attitude from Pilot’s Attitude System
(for BANK ANGLE voice message)
10. Decision Height System (for MINIMUMS
voice message)
The following Mode 6 advisory callouts are
enabled for altitude awareness:
1. Five Hundred Figure 16-158. TAWS Buttons
2. Two Hundred Table 16-2. TAWS BUTTONS

3. One Hundred Switch/
Color Function
Annunciator
4. Fifty
Pressing the switch disables the TOO
5. Forty LOW FLAPS portion of the TAWS+
FLAP Mode 4b alert boundaries and also
AMBER
6. Thirty OVRD desensitizes the Mode 2 envelope.
The annunciator illuminates when
7. Twenty the switch is pressed.
Illuminates to indicate the TAWS+
8. Ten Mode 5 glideslope alert has been
inhibited. While the airplane is on the
9. Minimums ground, this switch is used to initiate
the TAWS+ system selftest. The
Three push-button switch annunciators are “ACTIVE” annunciator illuminates
located directly in front of the pilot between the G/S
amber momentarily when pressed
AMBER and then extinguishes when
pilot’s PFD and the MFD (Figure 16-158). These INHIB
released. However the glideslope
push-buttons allow the pilot to desensitize the fol- alerting will remain inhibited
lowing listed modes and to remove the enhanced although the “ACTIVE” legend
will be extinguished. The inhibit
ground proximity feature when necessary. function is enabled below 2000ft
AGL and disabled at 30ft AGL or
after climbing above 2000ft AGL.
Pressing the switch deselects all
TERR enhanced functions of the TAWS+
GREEN
INHIB system. The annunciator illuminates
when the switch is pressed.

16 AVIONICS
ENHANCED GROUND
PROXIMITY WARNINGS
(PREDICTIVE)
The enhanced features of the TAWS+ system
allows look-ahead protection for terrain and
obstacles that are currently within the flight
path or expected to be in the flight path due to
current descent profile. This is referred to as
Collision Prediction Alerting (CPA). Terrain for
the entire world and obstacles of 250 feet or more
in height are contained in the TAWS+ unit (the
obstacle coverage is primarily US and parts of
Canada and Mexico but is gradually expanding). Figure 16-159. Terrain Display
These functions require GPS1 latitude/longitude,
airplane altitude, and the terrain/airport database. line select key is pressed, the terrain image will
appear automatically scaled at a 10nm range. This
Note that the database is ACSS specific and range cannot be changed as long as the TAWS+
contained within the ground proximity unit cautions or warnings are still active.
located in the nose of the aircraft. It is not
mandatory to update this database however it will A feature called the Terrain Advisory Line (TAL)
help eliminate nuisance alerts by updating airport is used to alert the pilot where the first aural call
and obstacle information. The update procedure out will be heard if the current aircraft path is
requires access to the aircraft nose avionics maintained. This appears as small amber arcs
section and must be accomplished by qualified between the aircraft present position and the
personnel. After downloading the database from terrain (Figure 16-160). Should the aircraft path
the ACSS website a compact flash (CF) card is be maintained or a climb not initiated, the first
used to transport data to the aircraft. A series aural alert will occur when the aircraft position
of lights on the unit will indicate successful or arrives at the TAL arc.
unsuccessful loading.
Terrain display can be selected manually at any

time. Areas of terrain sufficiently close to the
airplane that do not penetrate the terrain caution
or warning envelopes are depicted by areas of
red, yellow or green dot patterns (Figure 16-159).
The color and dot density vary based on terrain
elevation relative to the airplane. Magenta
coloring is used to indicate areas where terrain
information is unavailable. The TAWS+ terrain
display overlay is available only on Present
Position Map and Arc formats. Additionally,
weather radar and terrain cannot be selected
simultaneously on the same display. Figure 16-160. Terrain Advisory Line (TAL)
If terrain or obstacle data penetrates the caution

or warning envelopes, then the corresponding Another TAWS+ feature uses a generic
aural and visual alerts are generated. The terrain performance model to alert the pilot in situations
display will not automatically pop up on the where the terrain cannot be climbed over. Instead
displays however the TERR line select key will of the usual “PULL UP, PULL UP” callouts, the
be highlighted with a cyan box. If the TERR aural alert will be “AVOID TERRAIN, AVOID

16 AVIONICS
TERRAIN”. This indicates a maneuver other The following equipment is required to be opera-
than a straight ahead climb is needed to clear tional for the proper functioning of the enhanced
the terrain. Using judgment of the surrounding features of the TAWS+ system:
environment, this may involve a climbing right
or left turn. If the terrain display is selected, the 1. TAWS+ Warning Computer
“AVOID TERRAIN” area will contain a red and 2. Heading from the No. 1 Compass System
black checkerboard pattern to help further decide
which direction to turn (Figure 16-161). 3. GPS position
4. Terrain and Airport Data Base
Should a failure of one of these items occur a
TERR and TERRAIN FAIL annunciator will
appear on the AFD’s and the terrain / obstacle
display will be removed (Figure 16-162). Once
the accuracy of the enhanced features is reduced
or has failed the TERR INHIB switch should be
pushed to eliminate any misleading informa-
tion. This causes the enhanced ground proximity
system to revert to a basic ground proximity
warning system and use only the radio altimeter
for further callouts.
Figure 16-161. Avoid Terrain Warning
It is important to note that this installation of the

TAWS+ system does not account for performance
degradation or current climb capability of the
aircraft. It contains a generic climb model only.
This requires good situational awareness of
the surrounding terrain to avoid getting into
unrecoverable positions.
The following annunciators, voice alerts, and

voice warnings are provided for the enhanced
features of the TAWS+ system.
Figure 16-162. T
errain Fail and
TERR Annunciations
Table 16-3. ENHANCED CAUTIONS AND WARNINGS

PFD Caution PFD Warning
Mode/Function Aural Caution Aural Warning
Message Message
Terrain, Terrain,
Terrain Alerting and Display (TAD) Caution Terrain, Caution Terrain Pull Up, Pull Up
Or GND PROX Or PULL UP Or
Obstacle Alerting and Display Caution Obstacle, Caution Obstacle Obstacle, Obstacle,
Pull Up, Pull Up
Avoid Terrain,
PULL UP
Avoid Terrain
Premature Descent Alerting (PDA) GND PROX Too Low, Terrain

16 AVIONICS
TRAFFIC COLLISION
AND AVOIDANCE
SYSTEM (TCAS I)
The L3 Communications SKYWATCH HP
Traffic Collision and Avoidance System (TCAS),
Model SKY899, is to be used for aiding visual
acquisition of conflicting traffic. The system
includes a transmitter-receiver computer (TRC),
and a directional antenna mounted on the
top of the fuselage. The installation receives
pressure altitude information from ADC 1 only.
The system also receives inputs from the right
weight-on-wheels switch, the right landing gear
downlock switch, and heading input from the No.
1 compass. The system is powered from Avionics
Bus #2, and is protected by a 5-amp circuit
breaker, placarded TCAS.
The SKY899 is an active system that operates

as an aircraft-to-aircraft interrogation device.
The system can interrogate up to 35 different
aircraft transponders in a 35 nm radius in the
same way ground based radar interrogates aircraft
transponders. When the SKY899 receives replies
to its interrogations, it computes the responding
aircraft’s range, relative bearing, relative altitude,
and closure rate. The SKY899 then predicts
collision threats and plots the eight most
threatening aircraft locations.
The display of traffic can be selected on the MFD

by pressing and holding the TFC line key for more
than 1 second or by navigating through the lower
format key (Figure 16-163). TCAS is also available
for display on the PFD’s by using the TFC line key.
However, if TCAS is selected for display on the
HSI format this will limit the range to 50nm. The
TCAS must be deselected from the PFD or the
PFD must be placed in the ARC or MAP formats
for the range to extend beyond 50nm.
Figure 16-163. TCAS I TEST

16 AVIONICS
The SKY899 has the following controls: The SKY899 will display the following features:
Operating Mode Button Solid Yellow Circle

This switch/light is placarded ON/STBY (Figure This is the Traffic Advisory (TA) symbol that depicts
16-164). ON is illuminated when the system is an intruder aircraft that may pose a collision threat.
in the operating mode. The switch/light will be This is accompanied by the aural alert “TRAFFIC,
blank when the system is in the standby mode. On TRAFFIC”. Additionally, the PFD will annunciate a
the ground, this switch can be used to change the flashing TRAFFIC below the attitude indicator.
operating mode between ON and STBY. In flight,
this switch is inactive and the system is continu- Solid Cyan Diamond
ously ON due to inputs from the squat switch.
This is the Proximate Traffic symbol that is gener-
ated when intruder traffic is detected within 6 nm
and 1200 feet, but does not pose a threat.
Open Cyan Diamond

This is the symbol for Other Traffic and is gener-
ated to represent an intruder aircraft that has been
detected but it outside of the Proximate Traffic
boundary.
Solid Yellow Semicircle

This is a Traffic Advisory (TA) symbol that is gener-
ated when an intruder aircraft may pose a collision
threat but is out of the current display range.
Vertical Trend Arrow

The vertical trend arrow appears to the right of the
traffic symbol to indicate that the intruder aircraft
is climbing or descending at a rate greater than
Figure 16-164. Operating Mode Button 500 fpm. The arrow will be pointing up or down as
appropriate for the climb or descent. The vertical
trend arrow will not be displayed for non-altitude
Display Range Knob reporting aircraft.
The display range is controlled through the range
knob on the Display Control Panel (DCP). Data Tag (Example +04)
A two-digit number representing the relative
Vertical Display Mode/Test Button altitude, in hundreds of feet, of the intruder aircraft is
This push-button is placarded TEST/ALT. On shown above or below the traffic symbol. A positive
the ground, pressing this button will initiate an data tag will be shown above the traffic symbol
internal self-test. This test should be conducted representing that the intruder is located above your
before the first flight of the day. When the TCAS aircraft. A negative data tag will be shown below
is turned ON, this button acts as a Vertical Display the traffic symbol representing that the intruder is
Mode control, allowing the pilot to toggle the located below your aircraft. If the intruder is located
display between ABOVE, BELOW, ABOVE/ at the same altitude as your aircraft, 00 is displayed
BELOW and Normal. above the traffic symbol.

16 AVIONICS
Four altitude display modes are available: NOTES
Look-up Mode (ABOVE)
Displays traffic detected within +9,000 feet to –2,700
feet of your airplane.
Normal Mode (blank)

Displays traffic detected within ±2,700 feet of
your airplane.
Look-down Mode (BELOW)

Displays traffic detected within +2,700 feet to –9,000
feet of your airplane.
Unrestricted Mode (ABOVE/BELOW)

Displays traffic detected within ±9,000 feet of
your airplane
TCAS Self-Test Mode

When the TCAS self-test is conducted, the following
test pattern will be displayed on the MFD:
Traffic Advisory (solid yellow circle) will appear at 9

o’clock, range 2 miles, 200 feet below and climbing.
Proximate Traffic (solid cyan diamond) will appear

at 1 o’clock, range 3.6 miles, 1000 feet below and
descending.
Other Traffic (open cyan diamond) will appear at

11 o’clock, range 3. 6 miles, flying level 1000 feet
above, and in level flight.
The SKY899 has the following automatic features:
Using the right weight-on-wheels switch, the system

will automatically switch from the STBY mode to
the ON mode in the 6 nm range and ABOVE mode
approximately 8 to 10 seconds after takeoff.
Using the right weight-on-wheels switch, the system

will automatically switch from the ON mode to the
STBY mode approximately 24 seconds after landing.
Using the radio altimeter, the system will inhibit

aural traffic alerts below 400 feet AGL to minimize
pilot distraction.

16 AVIONICS
APPENDIX A – AVIONICS EQUIPMENT LOCATIONS
AFT AVIONICS:
AIR CELL SATELLITE PHONE
CVR
ELT
FSU
TCAS I
TRANSPONDER 1/2
UNIVERSAL WEATHER (COMM 3 AND CMU)
XM WEATHER
NOSE AVIONICS:
ADC 1 / 2
COMM, NAV, DME: 1 / 2
GPS 1 / 2
IAPS MID AVIONICS:
STANDBY BATTERY AHRS
WEATHER RADAR
Figure 16-165. Overview of Avionics Units

16 AVIONICS
APPENDIX B – FLIGHT GUIDANCE MODES
Table 16-4. FLIGHT GUIDANCE MODES

MODE PFD ANNUNCIATION
DEFINITION
(FGP Mode Button) ARMED ACTIVE
LATERAL MODES
Holds bank angle present at the time it is selected or holds existing
heading if the bank angle is 5o or less without reference to the
Roll Hold
N/A ROLL heading bug. Default mode for the flight director if no other modes
FD
are selected, if flight guidance is transferred or if current lateral mode
is deselected.
Holds the heading as selected by the Heading Bug. HDG is
Heading Hold
N/A HDG automatically selected when no other lateral mode is active and any
HDG
other lateral or vertical mode is selected.
FMS Lateral Tracks the active course generated by the selected FMS. A
FMS FMS
Navigation single-FMS installation annunciates FMS. A dual-FMS installation
FMS1, FMS2 FMS1, FMS2
NAV annunciates FMS1 or FMS2, as appropriate.
Tracks the selected VOR course from the selected NAV radio with a
VOR Lateral Navigation
VOR1, VOR2 VOR1, VOR2 VOR frequency tuned. Annunciates VOR1 or VOR2 as appropriate to
NAV
the selected radio.
Tracks the selected Localizer course from the selected NAV radio
Localizer Lateral Navigation
LOC1, LOC2 LOC1, LOC2 with a localizer frequency tuned. Annunciates LOC1 or LOC2 as
NAV
appropriate to the selected radio.
APPR FMS, APPR FMS, Tracks the active course generated by the selected FMS. A
FMS Approach
APPR FMS1, APPR FMS1, single-FMS installation annunciates FMS. A dual-FMS installation
APPR
APPR FMS2 APPR FMS2 annunciates FMS1 or FMS2, as appropriate.
Tracks the selected VOR course from the selected NAV radio with a
VOR Approach APPR VOR1, APPR VOR1,
VOR frequency tuned. Annunciates VOR1 or VOR2 as appropriate to
APPR APPR VOR2 APPR VOR2
the selected radio.
Tracks the selected Localizer course from the selected NAV radio
Localizer Approach APPR LOC1, APPR LOC1,
with a localizer frequency tuned and enables GS mode. Annunciates
APPR APPR LOC2 APPR LOC2
LOC1 or LOC2 as appropriate to the selected radio.
Go Around button on the left power lever pressed. Maintains the existing
Go Around N/A GA
heading with a 5o bank limit. Does not reference the heading bug.
Maintains the pitch present at the time the mode is selected. Default
Pitch Hold mode for the flight director if no other modes are selected, if flight
N/A PTCH
FD guidance is transferred, or if current vertical mode is deselected. Can
be adjusted with the UP/DN Wheel or the SYNC button.
Maintains the vertical speed present at the time the mode is selected.
Vertical Speed Hold
N/A VS 1500 Can be adjusted with the UP/DN Wheel or the SYNC button. Selected
VS
vertical speed is annunciated adjacent to VS.
Maintains the Indicated Airspeed at the time the mode is selected.
Flight Level Change FMS
FLC 160 Can be adjusted with the SPEED Knob or the SYNC button. Selected
FLC FMS1, FMS2
speed is annunciated adjacent to FLC.
Maintaining an altitude other than the Preselected or VNAV altitude.
Altitude Hold
VOR1, VOR2 ALT Maintains the altitude present at the time the mode is selected. Can
ALT
be adjusted with the SYNC button.
Preselected altitude is being maintained or will be maintained
Preselect Altitude Hold ALTS ALTS
(if armed).
The APPR LOC mode has been selected and the flight director
Glide Slope
GS GS will, or has, intercepted the localizer glide slope. This mode will not
APPR
recognize any Preselected or FMS generated altitudes.
Commands a +7o pitch attitude. Selected with the Go Around button
Go Around N/A GA
on the left power lever.

16 AVIONICS
Table 16-4. Flight Guidance Modes (Cont)

MODE PFD ANNUNCIATION
DEFINITION
(FGP Mode Button) ARMED ACTIVE
LATERAL MODES
Pitch Hold Mode has been selected with VNAV enabled. Can be
VNAV – Pitch Hold
PTCH VPTCH adjusted with the SYNC button. Armed mode exists if next leg does
VNAV
not have a VNAV path.
VNAV – Vertical Vertical Speed Hold Mode has been selected with VNAV enabled.
Speed Hold N/A VVS 1500 Selected vertical speed is shown adjacent to VVS. Can be adjusted
VS + VNAV with the UP/DN Wheel or the SYNC button.
Flight Level Change Mode has been selected (or armed by the
VNAV – Flight
FMS during a VNAV climb) with VNAV pressed. Selected speed is
Level Change FLC VFLC 160
annunciated adjacent to VFLC. Can be adjusted with the SPEED
FLC + VNAV
Knob or the SYNC button.
Maintaining an altitude other than the Preselected or VNAV altitude.
VNAV – Altitude Hold
N/A VALT Maintains the altitude present at the time the mode is selected. Can
ALT + VNAV
be adjusted with the SYNC button.
VNAV – Preselected
Preselected altitude is being maintained or will be maintained (if
Altitude Hold ALTS VALTS
armed) with VNAV enabled.
VNAV
VNAV – FMS VNAV
FMS VNAV altitude is being maintained or will be maintained with the
Altitude Hold ALTV VALTV
altitude preselector set at a different altitude.
VNAV
FMS has captured the manually or automatically generated descent
VNAV – PATH
PATH VPATH angle to the next waypoint. Aircraft must stay within lateral deviation
VNAV
limits (cross-track error or track angle error) to remain active.
The APPR Mode has been selected and the FMS generated VNAV
VNAV – Glide Path
GP VGP Glide Path is, or will be, captured. Ignores the Preselected altitude
APPR + VNAV
or FMS altitudes.

16 AVIONICS
APPENDIX C – AVIONICS ACRONYMS
A E
ACP—Audio Control Panel E-Chart—Electronic Charts
ADC—Air Data Computer E-Maps—Enhanced Maps
ADF—Automatic Direction Finder EDC—Engine Data Concentrator
ADI—Attitude Direction Indicator EFIS—Electronic Flight Instrument System
AFD—Adaptive Flight Display EGPWS—Enhanced Ground Proximity Warning

System
AFCS—Automatic Flight Control System
EIS—Engine Indicating System
AHC—Attitude Heading Computer
F
AHRS—Attitude and Heading Reference System
FD—Flight Director
AHS—Attitude Heading System
FGC—Flight Guidance Computer
AM—Amplitude Modulation
FGP—Flight Guidance Panel
AP—Autopilot
FGS—Flight Guidance System
B FMC—Flight Management Computer
BFO—Beat Frequency Oscillator
FMS—Flight Management System
C
FSA—File Server Application
CCW—Counterclockwise
FSU—File Server Unit
CDU—Control Display Unit
CMU—Communication Management Unit

G
GCS—Ground Clutter Suppression
CPL—Couple
GPS—Global Positioning System
CVR—Cockpit Voice Recorder
GPWS—Ground Proximity Warning System
CW—Clockwise
GWX—Graphical Weather
D
DBU—Database Unit
H
HF—High Frequency Radio
DCP—Display Control Panel
I
DCU—Data Concentrator Unit
IAPS—Integrated Avionics Processor System

16 AVIONICS
IEC—IAPS Environmental Controller Q

IFIS —Integrated Flight Information System R
RA—Resolution Advisory
IMU—Inertial Measurement Unit
RAT—Ram Air Temperature
IND—Indicators
RIU—Radio Interface Unit
IOC—Input / Output Concentrator
RSS—Radio Sensor System
J
RTU—Radio Tuning Unit
K
L S
LCD—Liquid Crystal Display SAT—Static Air Temperature
LSC/ISS—
Low Speed Cue/Impending Stall SELCAL—Selective Call
Speed
SFDS—Secondary Flight Display System
LSK—Line Select Keys
T
LV—Lower Sideband Voice
TA—Traffic Advisory
M TAWS—Terrain Awareness and Warning System
MCDU—Maintenance Control Display Unit
TCAS—
Traffic Alert Collision Avoidance
MDC—Maintenance Diagnostic Computer System
MFD(1)—Multifunction Display TFC—Traffic
MFD(2)—Multi-Function Display U
MFD(3)—Multifunctional Flight Display USTB—Unstabilized (Weather Radar)
UV—Upper Sideband Voice

N
NDB—Non-Directional Beacon V
O W
P X
PA—Passenger Address Y
PFD—Primary Flight Display Z
PTT—Press-to-Talk

16A AVIONICS
CHAPTER 16A
WIDE AREA AUGMENTATION SYSTEM (WAAS)
CONTENTS
Page
INTRODUCTION.............................................................................................................. 16A-1
GENERAL.......................................................................................................................... 16A-1
OPERATION...................................................................................................................... 16A-3
Integrity....................................................................................................................... 16A-3
Departures................................................................................................................... 16A-3
Enroute........................................................................................................................ 16A-3
Arrivals........................................................................................................................ 16A-4
Approaches.................................................................................................................. 16A-4
Degraded SBAS Integrity During LPV Approach...................................................... 16A-8
Missed Approach......................................................................................................... 16A-9
Lateral Guidance......................................................................................................... 16A-9
QUICK REFERENCE ROCKWELL COLLINS WAAS FMS (VERSION 4.0)............. 16A-11
Select SBAS Provider................................................................................................ 16A-11
Load LPV Approach.................................................................................................. 16A-11
Failure Of SBAS During LPV Approach.................................................................. 16A-12
Load LNAV/VNAV Or LNAV Approach.................................................................. 16A-14
Failure Of SBAS During LNAV/VNAV Approach................................................... 16A-14
Load LNAV/VNAV Approach With WAAS (Rare)................................................... 16A-15
Load Non-Gps Approach.......................................................................................... 16A-15
Navigation Integrity.................................................................................................. 16A-16
Raim Prediction......................................................................................................... 16A-16
ROCKWELL COLLINS FMS DIFFERENCES.............................................................. 16A-17
Revision 0.1 FOR TRAINING PURPOSES ONLY 16A-i

16A AVIONICS
ILLUSTRATIONS
Figure Title Page
16A-1 Worldwide SBAS Providers................................................................................ 16A-2

16A-2 SBAS Service Providers..................................................................................... 16A-4
16A-3 Check SBAS Provider......................................................................................... 16A-4
16A-4 Approach Loading.............................................................................................. 16A-5
16A-5 Approach Selection............................................................................................. 16A-5
16A-6 Arrival Data........................................................................................................ 16A-6
16A-7 NON-WGS-84 Airport....................................................................................... 16A-6
16A-8 WAAS Channel Number..................................................................................... 16A-6
16A-9 PFD Annunciations LPV Approach.................................................................... 16A-7
16A-10 Course To Final Approach Message................................................................... 16A-7
16A-11 SBAS Failure Messages...................................................................................... 16A-8
16A-12 VNAV Flag......................................................................................................... 16A-8
16A-13 Changing VNAV Guidance................................................................................. 16A-9
16A-14 PFD Annunciations LPV Approach.................................................................... 16A-9
16A-15 Loss of Nonprecision Approach RAIM.............................................................. 16A-9
16A-16 Rockwell Collins WAAS FMS (Version 4.0)................................................... 16A-10
16A-17 Select SBAS Provider....................................................................................... 16A-11
16A-18 LPV Approach.................................................................................................. 16A-11
16A-19 Failure of SBAS During LPV Approach........................................................... 16A-12
16A-20 Load LNAV/VNAV or LNAV Approach.......................................................... 16A-14
16A-21 RAIM Failure after SBAS Failure................................................................... 16A-14
16A-22 LNAV/VNAV Approach with WAAS............................................................... 16A-15
16A-23 Load Non-GPS Approach................................................................................. 16A-16
16A-24 Navigation Integrity.......................................................................................... 16A-16
Revision 0.1 FOR TRAINING PURPOSES ONLY 16A-iii

16A AVIONICS
16A-25 RAIM Prediction.............................................................................................. 16A-17
TABLES
Table Title Page
16A-1 Loss of Integrity....................................................................................................16A-3

16A-2 Non-WAAS/WAAS Differences.........................................................................16A-17
16A-iv FOR TRAINING PURPOSES ONLY Revision 0.1

16A AVIONICS
CHAPTER 16A
WIDE AREA AUGMENTATION SYSTEM (WAAS)
INTRODUCTION
For the standard GPS system to provide lower minimums on an approach the GPS signal needed
to be corrected. The correction was primarily needed to increase the accuracy of vertical naviga-
tion but lateral navigation was also improved.
GENERAL
Two forms of correction have been the correction message back to the aircraft
implemented to achieve this goal: Ground- using VHF radios. The special equipment
based Augmentation Systems (GBAS) and requirements for this system have limited its
Satellite-based Augmentation Systems (SBAS). implementation to a small number of airports
GBAS uses towers in the vicinity of an airport and operators [the FAA has termed this as a
that correct the GPS signal locally and send Local Area Augmentation System (LAAS)].
Revision 0.1 FOR TRAINING PURPOSES ONLY 16A-1

16A AVIONICS
SBAS is much more widely implemented. In equipped aircraft. This FMS is used with a SBAS
the US, over 2,000 runway ends are served capable receiver labeled GPS-4000S. The FMS
by SBAS approaches. The FAA has termed uses the corrected signal to create appropriate
this as a Wide Area Augmentation System vertical and lateral navigation displays during all
(WAAS) because it does not rely on airport phases of flight to include WAAS approaches.
specific towers to correct the signal and send SBAS and other software/ equipment upgrades
the correction message. Instead, it uses data are included with FMS v4.0 and this addendum
from stations throughout North America and a will highlight the most critical. Refer to the
correction signal from geo-stationary satellites. appropriate Collins FMS user guide, AFM or
SBAS approved units are able to receive AFM supplement for a more complete listing of
correction messages from these satellites and limitations.
create a very accurate vertical and lateral
navigation unit. (See gps.faa.gov and the The FMS v4.0 upgrade includes a new Flight
Aeronautical Information Manual (AIM) for Management Computer (FMC) and processor.
more information). This allows for the increased rate of error check-
ing and position updates that occur during WAAS
Other countries will label SBAS differently when flight and approaches. Additionally, updating
it is implemented as shown in Figure 16A-1. the FMS database should be faster through the
DBU-5000 since the communication speed has
The Rockwell Collins FMS version 4.0 is the increased.
unit needed to use the SBAS system in Collins
EGNOS MSAS
WAAS
GAGAN
Figure 16A-1. Worldwide SBAS Providers
16A-2 FOR TRAINING PURPOSES ONLY Revision 0.1

16A AVIONICS
OPERATION The aircraft position will not be as accurate but is
still well within the boundaries of standard RNAV
operations. If the RAIM error gets too large, the
INTEGRITY FMS will post the “LOSS OF INTEGRITY” mes-
sage as previously discussed.
WAAS geo-stationary satellites provide integrity
messages for the FMS v4.0. When the FMS
detects a navigational problem “LOSS OF DEPARTURES
INTEGRITY” will show on the CDU and MFD.
The PFD will also show an “LOI” or “LOI During RNAV departures CDI deflection values will
TERM” message depending on the phase of flight match the navigational performance requirements
(see Table 16A-1). of the procedure. US RNAV departures and Europe
P-RNAV departures are labeled RNAV 1 and the
CDI will be ± 1nm for the entire procedure. This
Table 16A-1. LOSS OF INTEGRITY will be annunciated as “TERM” on the PFD.
TERMINAL ENROUTE
(WITHIN 31NM OF (OUTSIDE OF 31NM CDI deflection values will change according to the
ORIGIN AIRPORT OF ORIGIN AND following:
OR ON A RNAV NOT ON A RNAV
DEPARTURE) DEPARTURE) • ± 1 nm: On a departure procedure OR within
31nm of an airport
CDU • ± 2 nm: Outside of 31nm from an airport
AND not on a departure
ENROUTE
PFD
During the enroute phase of flight CDI deflection
values will be ± 2nm unless on a RNAV departure
or RNAV arrival. If those procedures are active the
CDI deflection will be ± 1nm as discussed earlier.
MFD US RNAV airways labeled “Q” and “T”-routes are

labeled as RNAV 2 procedures. Once the RNAV
departure is finished, the CDI deflection will be ±
2nm on these airways and remain that way until
joining an RNAV arrival or arriving within a
When the “LOSS OF INTEGRITY” message 31nm ring around the destination airport. Europe
is active the FMS must not be used as primary B-RNAV routes are labeled as RNAV 5 procedures
navigation. but the CDI will remain at ± 2nm as discussed.
If only the WAAS signal is degraded but the GPS The PFD will not show an annunciator when in the
signal is unaffected (for instance, a loss of geo- enroute scale.
stationary satellites or being outside of WAAS
ground station coverage) no messages will When the aircraft is beyond ground-based navaid
appear for non-SBAS procedures since they do services volumes, CDI deflection will change.
not require WAAS. The FMS will automatically Deflection values will be ±4nm and the label
begin using what is called Receiver Autonomous “OCEANIC” will annunciate on the PFD. This will
Integrity Monitoring (RAIM). RAIM is the error continue until the aircraft is back inside navaid ser-
checking technique used by all non-SBAS units vice volumes and the enroute or terminal mode is
or in SBAS units after SBAS has failed. automatically reselected, as appropriate.

16A AVIONICS
ARRIVALS
During RNAV arrivals CDI deflection values will
match the navigational performance requirements
of the procedure. US RNAV arrivals and Europe
P-RNAV arrivals are labeled RNAV 1 and the
CDI will be ± 1nm for the entire procedure. This
will be annunciated as “TERM” on the PFD.
Navigational integrity and messages on the CDU,

PFD, and MFD are the same as discussed in the
Departures section.
APPROACHES
The most significant changes for the Collins
FMS v4.0 will be in the approach phase of flight.
The FMS is now capable of flying RNAV (GPS)
or RNAV (GNSS) approaches to the Localizer
Performance with Vertical (LPV) guidance mini-
mums. If airport marking and approach lighting
standards are met, some LPV DA minimums can
be 200 feet above the runway surface. However,
LPV approaches are part of the group labeled
Approaches with Vertical Guidance (APV) and
are not considered Precision approaches.
Figure 16A-2. SBAS Service Providers
SBAS Provider
Enabling an SBAS provider will allow the FMS to
The appropriate SBAS providers are chosen on the
use it should the aircraft fly into that region of the
“SBAS SERVICE PROVIDERS” CDU page. This
world.
can be found on the GNSS Control page under
the main index [IDX]. The GNSS control page
As each area develops LPV minimum approaches,
will show how many are enabled as shown on the
the FMS database will contain the required SBAS
Figure 16A-2.
provider for that approach (only one SBAS provider
is actively used by the FMS at any one time). If the
Each provider on the SBAS Service Providers page
appropriate SBAS provider is not enabled once the
can be manually enabled or disabled by pressing
approach is loaded, a “CHK SBAS SVC PRVDR”
the appropriate left line select key. The following
message will appear on the CDU when within the
providers are on this page:
terminal area (Figure 16A-3). The approach cannot
1. Wide Area Augmentation System (WAAS) be continued to LPV minimums until the required
for the US; provider is enabled. The approach can still be flown
to LNAV/VNAV or LNAV minimums since these
2. European Geostationary Navigational do not require SBAS.
Overlay System (EGNOS) for Europe;
3. MTSAT Satellite based Augmentation
System (MSAS) for Japan; and
4. GPS-Aided GEO Augmented Navigation
(GAGAN) for India.
Figure 16A-3. Check SBAS Provider

16A AVIONICS
The SBAS Service Providers page does not have
a default selection and once the appropriate SBAS
is enabled it will remain that way for every flight.
Loading the Approach

The DEP/ARR key is used to load a SBAS
approach. The instrument approach listing is labeled
“APPROACHES” and the visuals are labeled
“RUNWAYS” (Figure 16A-4). The FMS is able to
load multiple named approaches such as the RNAV
(GPS) Y 10L and RNAV (GPS) Z 10L as shown in
the figure.
Pressing next to the desired approach will turn the

label green and display available transitions (Figure
16A-5). The VECTORS option is always chosen by
default and will initially display in green. Selecting
another transition will turn its label green and
change VECTORS to white.
Additionally, VNAV guidance for the selected

approach and the required SBAS provider (if
appropriate) will display at the 5R key. In the
example, “WAAS LPV” indicates the US WAAS
Figure 16A-4. Approach Loading
system is required and the approach will use LPV
vertical guidance. It must be understood that this
label does not indicate the actual navigation integrity
available but is only database information.
Pressing the Execute key will load the approach

into the active flight plan. Colors for the selected
approach are the same before and after the execute
key is pressed.
Arrival Data Page

The ARR DATA line select key is a shortcut to the
Active Arrival Data page. This page can also be
accessed from the main index [IDX] (Figure 16A-6).
For non-SBAS approaches this page is only

informational and not required to be viewed. For
SBAS approaches it provides information for the
approach and is the only page where the pilot can
change approach VNAV guidance: LPV or BARO
(discussed later in this section).
The following paragraphs provide a brief

description of the Arrival Data page. The GNSS
label indicates whether the approach can be flown Figure 16A-5. Approach Selection
as a GPS overlay.If NO, ground-based navaids that

16A AVIONICS
The Channel number will only display on

approaches with SBAS guidance. This number is
a unique identifier for that approach and can be
referenced from the approach chart. Every SBAS
approach will have a Channel number assigned
(Figure 16A-8). (Used with permission from
Jeppesen.)
Figure 16A-8. WAAS Channel Number
The Required Provider label is derived from the

FMS database and indicates which SBAS provider
must be enabled as discussed earlier in this section.
Figure 16A-6. Arrival Data
Approach VNAV Selection
define the approach must be tuned, in view during
the approach, and must be used as final authority Before discussing approaches it is necessary to
to determine whether to continue or execute a review Collins vertical navigation.
missed approach. If YES, the procedure may be
flown using only the FMS. The World Geodetic Non-SBAS FMS units accomplish VNAV by
System (WGS-84) will indicate if the airport is using barometric inputs (“baro-VNAV”) from
referenced to standard GNSS coordinates. If the the altimeter system. This is used during enroute
WGS-84 label is NO, the FMS must not be used and terminal operations. It is also used on LNAV/
as primary navigation or reference navigation VNAV approaches to DA minimums. Baro-VNAV,
when it is using GPS. The location of fixes and however, is only as accurate as the altimeter
airports could be very different than their actual system on board the aircraft and is affected by
positions. If an approach is loaded at an airport not normal barometric errors (temperatures colder
referenced to WGS-84, a CDU message “NON- and hotter than ISA, inappropriate barometric
WGS-84 AIRPORT” will indicate the need to rely settings, etc.)
on ground based navigation (Figure 16A-7).
SBAS FMS’s will use two forms of VNAV; Baro-
VNAV and GPS altitude VNAV (LPV VNAV).
Baro-VNAV will be used for select procedures
where highly accurate vertical navigation is not
Figure 16A-7. NON-WGS-84 Airport required. GPS altitude VNAV will be used where

16A AVIONICS
highly accurate vertical navigation is required. course, “LPV APPR” will annunciate in green
GPS altitude VNAV does not rely on altimeter on the PFD (Figure 16A-9). The FACF is the
indications and is not affected by altimeter errors fix immediately prior to the FAF. The change
because it is created by the SBAS signal. This from LPV TERM to LPV APPR occurs at the
vertical navigation is similar to an ILS glideslope FACF because the aircraft will transition from
because it is unaffected by temperatures or inap- baro-VNAV to LPV VNAV. Baro-VNAV will be
propriate barometric settings. SBAS FMS units affected by the surrounding temperature and the
will use baro-VNAV for enroute procedures, two glidepaths may not coincide. The glidepath
terminal procedures and non-LPV approaches. indicator (“snowflake”) may appear to move
GPS altitude VNAV will only be used for LPV suddenly when transitioning from baro-VNAV
approaches. to LPV VNAV and more time is needed to be
established on glidepath before crossing the Final
Approach Fix (FAF). If VNAV is already selected
Flying the LPV Approach on the flight guidance panel the aircraft will
Once an LPV approach is loaded in the CDU smoothly increase or decrease the rate of descent
the integrity of SBAS is monitored continuously. as required to center the new LPV glidepath.
Within 31nm of the destination airport “LPV
TERM” will annunciate in white on the PFD Once LPV APPR is annunciated, lateral and
(Figure 16A-9). During this phase of flight CDI vertical guidance is angular and will get more
deflection will be ± 1nm. Baro-VNAV will be and more sensitive to course deviations during
used with a Vertical Deviation Indicator (VDI) the approach descent. (This is similar to ILS and
deflection of ± 500 ft. glideslope guidance). Lateral CDI deflections
start at ± 1nm and will decrease to approximately
± 350 ft at the runway end. Vertical VDI
deflections start at ± 500 ft and will decrease to
the appropriate scale needed for that approach.
The amber message “CRS TO FAF>45 DEG”

will appear on the CDU if a “Direct-to” the FAF
creates a leg more than 45 degrees to the inbound
(Figure 16A-10). Sequencing to LPV APPR will
be delayed until the “Direct-to” leg is fixed.
Figure 16A-10. C
ourse To Final
Approach Message
Descent on the LPV approach is accomplished

using the APPR and VNAV modes on the flight
guidance panel. FMS APPR and VGP will be
Figure 16A-9. P
FD Annunciations annunciated on the PFD.
LPV Approach
Missed approach operations are the same as non-
When the aircraft is past the Final Approach LPV approaches.
Course Fix (FACF), the SBAS integrity is
appropriate for the approach, and the course leg
to the FAF is within 45 degrees of the inbound

16A AVIONICS
DEGRADED SBAS INTEGRITY and armed VNAV modes will be lined out as seen
DURING LPV APPROACH in the figure (Figure 16A-12). Further descent can
only be accomplished using non-VNAV modes
The following messages will appear any time SBAS (e.g., VS, FLC).
integrity degrades during an LPV approach. “LPV
NOT AVAILABLE” will display on the CDU
and, if applicable, “USE LNAV MINIMUM” will
display on the CDU and MFD (Figure 16A-11).
Additionally, the PFD will display a flashing amber
“MSG” indicating the CDU has an active message.
Figure 16A-12. VNAV Flag
Prior to the FAF

Prior to the FAF, baro-VNAV can be manually
selected to recover vertical guidance after the
LPV VNAV has failed. VNAV will then be
available to continue to LNAV/VNAV minimums
or LNAV minimums, as appropriate. This is
accomplished on the Active Arrival Data page
Figure 16A-11. SBAS Failure Messages by pressing DEP/ARR and choosing ARR DATA
(Figure 16A-13). Pressing the APPR VNAV GP
“LPV NOT AVAILABLE” indicates SBAS will select between GPS altitude VNAV (LPV)
integrity is not sufficient for the LPV approach. and baro-VNAV (BARO).
Similar to an ILS with glideslope failure, a
decision can be made to continue the approach but Once BARO is selected the change in VNAV must
descending only to the published LNAV minimum, be executed. VNAV will return and the approach
or executing a missed approach. can continue to LNAV/VNAV minimums or LNAV
minimums. It is critical to understand that LPV
“USE LNAV MINIMUM” will appear only if the minimums are not to be flown during this operation.
approach has an LNAV minimum published. For
approaches that do not have LNAV minimums PFD annunciations will display “TERM” and “GPS
published, an “APPR NOT AVAILABLE” message APPR” instead of “LPV TERM” and “LPV APPR”
will appear and a missed approach must be flown. (Figure 16A-14) Additionally, “LPV NOT AVAIL-
ABLE” and “USE LNAV MINIMUM” messages
If the label “LPV APPR” was already present on will be removed from the displays and the CDU
the PFD, this label will remain even though the message page.
integrity is degraded. The amber messages must be
acknowledged and the appropriate changes made to After the FAF
the approach briefing.
If SBAS guidance fails after the FAF, the descent
With SBAS integrity degraded, the vertical devia- may be continued to the LNAV minimum or a missed
tion indicator will be removed when inside the approach can be flown. If a descent is continued it
FACF and a red “VNV” label will appear indi- can only be done using VS, FLC, or PTCH mode
cating the loss of vertical integrity. Active VNAV since baro-VNAV is not selectable at this point and
modes will be removed (will change to VPTCH) VNAV deviation will be flagged inoperative.

16A AVIONICS
Figure 16A-14. PFD Annunciations
LPV Approach
LATERAL GUIDANCE
SBAS corrections for lateral guidance will be
used on all GPS approaches. If SBAS lateral
integrity fails or the aircraft is outside SBAS
coverage, the FMS will automatically begin using
RAIM as discussed earlier.
Should RAIM fail “NO NPA RAIM” will annunciate

on the CDU when inside the 31nm terminal area
with an approach loaded (NPA =Nonprecision
Approach). The FMS must not be used as primary
navigation with this message active (Figure 16A-
15). Additionally, if a “LOSS OF INTEGRITY”
message posts at any time before or during an
approach the approach must be abandoned and the
FMS must no longer be used as primary navigation.
Figure 16A-13. Changing VNAV Guidance
MISSED APPROACH
Pressing the go-around button will allow the FMS
to sequence to missed approach fixes after reach-
ing the missed approach point. Lateral guidance
will remain in approach mode while on final and
then sequence to terminal mode, as appropri-
ate, when past the missed approach point. PFD
annunciations will change to “TERM” to indicate
when the CDI scale has changed.
Figure 16A-15. L
oss of Nonprecision
Approach RAIM

16A AVIONICS
Figure 16A-16. Rockwell Collins WAAS FMS (Version 4.0)

16A AVIONICS
QUICK REFERENCE If appropriate provider is not chosen, a “CHK SBAS
SVC PRVDR” message will appear on the CDU
ROCKWELL COLLINS message line when loading an LPV approach.
WAAS FMS (VERSION 4.0) If no SBAS providers are chosen, the FMS will not use
augmented signals.
SELECT SBAS PROVIDER
Choose the appropriate SBAS provider for world LOAD LPV APPROACH
region (Figure 16A-16): Procedures for loading an LPV approach are the same
as loading a non-LPV approach (Figure 16A-17, Sheet
WAAS = North America 1 of 2).
EGNOS = Europe 1. Confirm desired airport is in ORIGIN or
DESTination on the active flight plan page
MSAS = Japan
2. Choose an APPRoach, and the desired transi-
1. Press IDX GNSS Control tion (VECTOR is always default)
2. Choose SELECT SBAS (R5) 3. “WAAS LPV” is displayed at R5
3. Press left line select key to Enable the a. In Europe, “EGNOS LPV”
desired provider
b. In Japan, “MSAS LPV”
c. This label only indicates the selected
approach has an LPV minimum published. It
is NOT real-time display of system capability.
4. Verify LEGS page or MFD MAP to ensure
proper information
5. EXECute after confirmation
Figure 16A-18. LPV Approach (Sheet 1 of 2)
The PFD will display “LPV TERM” in white when

within 31nm of the desired airport (Figure 16A-18,
Figure 16A-17. Select SBAS Provider sheet 2 of 2). The PFD will display “LPV APPR” in
green after passing the Final Approach Course Fix
(FACF) if the SBAS system is operational.

16A AVIONICS
Figure 16A-18. LPV Approach (Sheet 2 of 2)
Baro-VNAV is used up until LPV APPR is

annunciated at which time GPS corrected VNAV
(LPV VNAV) will be used for the remainder of the
approach. A slight jump in the vertical deviation
indicator may be noticeable during this transition.
Baro-VNAV temperature restrictions do NOT

apply to LPV VNAV.
FAILURE OF SBAS DURING

LPV APPROACH Figure 16A-19. F
ailure of SBAS During LPV
The following procedures assume only the Approach (Sheet 1 of 3)
SBAS system has failed. The GPS system is still
operating normally. Prior to FAF
RAIM prediction and RAIM checking will 1. These messages will appear on the CDU:
automatically be used by the FMS as in non-
SBAS units. a. “LPV NOT AVAILABLE”
b. Also, if LNAV minimums are pub-
If the whole GPS system fails then a non-GPS lished “USE LNAV MINIMUM”
approach would have to be flown as per AFM
or AFM supplement guidance (Figure 16A-19, 2. If LNAV minimums are published, this
Sheet 1 of 3). Inside 31nm to airport but prior to message will appear on the MFD:
FAF:
a. “USE LNAV MINIMUM”
3. An amber MSG will flash on the PFD
4. The VNAV deviation will have a red VNV
flag with the deviation indicator removed

16A AVIONICS
5. Aircraft can be descended with non-VNAV Inside the FAF
(VS, FLC, etc.) modes to the LNAV minimum
1. These messages will appear on the CDU:
OR
a. “LPV NOT AVAILABLE”
5. Aircraft can be descended using VNAV with b. Also, if LNAV minimums are pub-
manual selections (Figure 16A-19, Sheet 2 of 3): lished “USE LNAV MINIMUM”
a. Press DEP / ARR ARR DATA or Press 2. If LNAV minimums are published, this
IDX page 2 ARR DATA message will appear on the MFD:
b. Choose BARO (L4) as the APPR VNAV GP a. “USE LNAV MINIMUM”
c. EXECute VNAV change 3. An amber MSG will flash on the PFD
d. Verify VNAV indications have returned (Figure 16A-19, Sheet 3 of 3)
on the PFD 4. The VNAV deviation will have a red VNV
e. Use baro-VNAV to descend to appropri- flag with the deviation indicator removed
ate minimums (LNAV/VNAV or LNAV) 5. Depending on aircraft altitude, aircraft
The PFD will display “TERM” in white when may be descended with non-VNAV (VS,
within 31nm of the desired airport. FLC, etc.) modes to the LNAV minimum
OR
The PFD will display “GPS APPR” in green when
within 2nm of the FAF. 5. Execute published missed approach
Figure 16A-19. F
Approach (Sheet 3 of 3)
Selections back to baro-VNAV guidance are NOT

allowed inside the FAF.
Figure 16A-19. F
Approach (Sheet 2 of 3)

16A AVIONICS
LOAD LNAV/VNAV OR LNAV The PFD will display “TERM” in white when
APPROACH within 31nm of the desired airport.
1. Confirm desired airport is in ORIGIN or The PFD will display “GPS APPR” in green when
DESTination on the active flight plan page within 2nm of the FAF.
2. Choose an APPRoach, and the desired Baro-VNAV is used for the entire procedure.
transition (VECTOR is always default)
3. “GNSS BARO” is displayed at R5 (Figure Baro-VNAV temperature restrictions apply to
16A-20) LNAV/VNAV minimums.
a. This label only indicates the selected

approach will be using baro-VNAV. It is FAILURE OF SBAS DURING
NOT real-time display of system capability. LNAV/VNAV APPROACH
4. Verify LEGS page or MFD MAP to No messages will appear if the SBAS signal
ensure proper information fails during an LNAV/VNAV or LNAV approach
provided the navigation integrity from the GPS
5. EXECute after confirmation remains within limits.
RAIM prediction and RAIM checking will

automatically be used by the FMS as in non-
SBAS units.
Inside 31nm to airport (Figure 16A-20):

1. If RAIM is insufficient for the approach
this message will appear on the CDU
a. “NO NPA RAIM”
2. An amber MSG will flash on the PFD
3. Accomplish a non-GPS approach as per
AFM or AFM supplement
Figure 16A-21. RAIM Failure after

SBAS Failure
Figure 16A-20. Load LNAV/VNAV

or LNAV Approach

16A AVIONICS
LOAD LNAV/VNAV APPROACH It is NOT real-time display of system
WITH WAAS (RARE) capability.
The following images and information are avail- 4. Verify LEGS page or MFD MAP to
able in the Collins FMS but no procedures have ensure proper information
been designed, as of this printing, by the FAA. 5. EXECute after confirmation
1. Confirm desired airport is in ORIGIN The FMS will use any available SBAS provider
or DESTination on the active flight plan for lateral navigation.
page
2. Choose an APPRoach, and the desired The PFD will display “L/V TERM” in white when
transition (VECTOR is always default) within 31nm of the desired airport.
3. “SBAS L/V” is displayed at R5 (Figure The PFD will display “L/V APPR” in green when
16A-22) within 2nm of the FAF.
a. This label only indicates the selected The FMS will use baro-VNAV until the FACF
approach will be using SBAS VNAV. and then transition to SBAS VNAV just like LPV
approaches.
Baro-VNAV temperature restrictions do not apply

when using SBAS VNAV. For failure of SBAS
integrity, see the LPV approach section.
LOAD NON-GPS APPROACH

1. Confirm desired airport is in ORIGIN or
DESTination on the active flight plan page
2. Choose an APPRoach, and the desired
transition (VECTOR is always default)
3. “BARO” is displayed at R5 (Figure
16A-23)
a. This label only indicates the selected
approach will be using baro-VNAV.
It is NOT real-time display of system
capability.
4. Verify LEGS page or MFD MAP to
ensure proper information
5. EXECute after confirmation
A “NO APPR” label will appear on the PFD.
An “APPR FOR REF ONLY” will appear on

the CDU.
Verify AFM or AFM supplement limitations for

Figure 16A-22. LNAV/VNAV navigation guidance requirements.
Approach with WAAS

16A AVIONICS
Figure 16A-23. Load Non-GPS Approach
NAVIGATION INTEGRITY
If the navigation integrity falls outside of toler-
ance for the phase of flight (enroute or terminal) a
message will be displayed on the CDU and PFD.
This message is a total FMS integrity message
and will appear whether SBAS is being received
or not (Figure 16A-24).
1. A “LOSS OF INTEGRITY” message will Figure 16A-24. Navigation Integrity
appear on the CDU
2. A “LOI” or “LOI TERM” will appear on RAIM PREDICTION
the PFD depending on the 31nm distance RAIM prediction will only be necessary when
from the airport outside the coverage of SBAS or during SBAS
3. Use another source of navigation NOTAM’s indicating an outage of signal integrity.
1. Press IDX GNSS CONTROL
2. Choose NPA RAIM (L5) (Figure 16A-25)
3. Destination airport will automatically be
filled with flight plan destination airport
4. Enter satellites that have been NOTAM’d
out of service in the deselect option in L3
5. The ETA will automatically be filled when
inflight or it can be manually entered in
R2 (i.e., when still on the ground)

16A AVIONICS
These are the possible outcomes of approach
RAIM prediction:
ROCKWELL COLLINS
FMS DIFFERENCES
AVAILABLE
Table 16A-2. NON-WAAS/WAAS DIFFERENCES
UNAVAILABLE NON-WAAS WAAS (V4.0)
“GPS” label on applicable pages “GNSS” label on applicable
REQ PENDING pages
No Space Based Uses Space Based
Augmentation System (SBAS) Augmentation System (SBAS)
US = WAAS
Europe = EGNOS
Japan = MSAS
India =GAGAN
VNAV VNAV
Enroute / Terminal Enroute / Terminal
Uses Baro-VNAV only ( ± 500 Uses Baro-VNAV only ( ± 500
FT) FT)
Approaches Approaches
Uses Baro-VNAV only ( ± 250 LPV minimums
FT) WAAS only (Angular)
LNAV / VNAV minimums
Baro-VNAV ( ± 250 FT)
WAAS when FAA certied
(Angular)
LNAV minimums
Baro-VNAV only ( ± 250 FT)
RNAV SID/RNAV STAR RNAV SID/RNAV STAR
± 1nm CDI within 30nm of ± 1nm CDI for entire
ARPT procedure (“TERM”)
± 5nm CDI outside of 30nm ± 1nm CDI when off
Must do RAIM prediction procedure within 31nm of
ARPT
± 2nm CDI when off
procedure outside 31nm
of ARPT
RAIM prediction only when
WAAS fails
Q Routes/T Routes Q Routes/T Routes
± 1nm CDI within 30nm of ± 1nm CDI within 31nm of
Figure 16A-25. RAIM Prediction ARPT ARPT
± 5nm CDI outside of 30nm ± 2nm CDI outside 31nm
Must do RAIM prediction RAIM prediction only when
WAAS fails
Approaches Approaches
Cannot choose multiple label Can choose multiple label
approaches approaches e.g., RNAV (GPS)
Y Rwy 10/RNAV (GPS) Z Rwy
GPS APPR mode ~2nm 10
from FAF
LPV APPR mode after FACF
Non-GPS approches can be L/V APPR mode after FACF
own without messages GPS APPR mode ~2nm from
No stepdown xes inside FAF FAF
Non-GPS approaches will have
“APPR FOR REF ONLY”
CDU message
“NO APPR” PFD message
All stepdown xes inside FAF
(non-ILS)

CHAPTER 17
OXYGEN SYSTEM
CONTENTS
Page
17 OXYGEN SYSTEM
INTRODUCTION................................................................................................................. 17-1
DESCRIPTION...................................................................................................................... 17-1
OXYGEN SYSTEM.............................................................................................................. 17-1
Manual Plug-In System.................................................................................................. 17-2
Diluter-Demand Crew Oxygen Masks........................................................................... 17-4
Plug-In Masks................................................................................................................ 17-4
Oxygen Supply Cylinder................................................................................................ 17-5
Oxygen System Controls................................................................................................ 17-5
Oxygen Duration............................................................................................................ 17-5
Oxygen Duration Computation ..................................................................................... 17-6
Time of Useful Consciousness....................................................................................... 17-6
PHYSIOLOGICAL TRAINING........................................................................................... 17-7
What Is It?...................................................................................................................... 17-7
Who Needs It?................................................................................................................ 17-7
Where Can You Get It?................................................................................................... 17-7
How Long is the Course?............................................................................................... 17-7
What Is Contained in the Course?.................................................................................. 17-7
What Are the Prerequisites for Training? ...................................................................... 17-8
How Do You Apply For Training? ................................................................................. 17-8
How Can You Get Further Information? ....................................................................... 17-8
SERVICING THE OXYGEN SYSTEM ............................................................................... 17-8
Filling the Oxygen System ............................................................................................ 17-8

Oxygen Capacity ........................................................................................................... 17-9

Oxygen Cylinder Retesting ........................................................................................... 17-9
QUESTIONS.......................................................................................................................17-10
17 OXYGEN SYSTEM

ILLUSTRATIONS
Figure Title Page
Figure 17-1. Oxygen System Schematic............................................................................. 17-2

Figure 17-2. Plug-in Type Oxygen Mask............................................................................ 17-3
17 OXYGEN SYSTEM
Figure 17-3. Crew Oxygen Mask........................................................................................ 17-3
Figure 17-4. Oxygen Cylinder Installation......................................................................... 17-3
Figure 17-6. Oxygen Pressure Gage................................................................................... 17-4
xygen System Control Handle..................................................................... 17-4
Figure 17-5. O
Figure 17-7. Oxygen Fill Valve and Gage........................................................................... 17-5
Figure 17-8. Percent of Usable Oxygen Capacity............................................................... 17-5
Figure 17-9. FAA Altitude Chamber................................................................................... 17-7
TABLES
Table Title Page
Table 17-1. Oxygen Duration (Minutes)...............................................................................17-6

Table 17-2. Time of Useful Consciousness...........................................................................17-6

CHAPTER 17
OXYGEN SYSTEM
17 OXYGEN SYSTEM
INTRODUCTION
Pilot and passenger comfort and safety are of prime importance in operating this airplane.
The task is to teach flight crewmembers to use the oxygen system safely and effectively, when
required, within the requirements of applicable FARs.
DESCRIPTION
This chapter presents a description and discussion Local servicing procedures referenced in the
of the oxygen system. It includes general Pilot’s Operating Handbook are also included.
description, principle of operation, controls,
and emergency procedures. Use of the oxygen
duration chart involves working simulated
problems under various flight conditions. FAR
OXYGEN SYSTEM
requirements for crew and passenger needs are
Current FARs require that anytime an aircraft flies above
part of the discussion, as well as the types and
25,000 feet, oxygen must be immediately available to
availability of oxygen masks.
the crew and passengers. The King Air C90GTi and
C90GTx systems comply with this requirement.

The oxygen system (Figure 17-1) provides an MANUAL PLUG-IN SYSTEM

adequate flow for an altitude of 30,000 feet. The
masks and Oxygen Duration chart (Normal Pro- The manual plug-in system is of the constant-flow
cedures section of the POH) are based on 3.7 type (Figure 17-2). Each mask plug is equipped
LPM-NTPD. The only exception is the diluter- with its own regulating orifice. The pilot and
demand crew mask when used in the 100% mode. copilot oxygen masks are quick-donning oxygen
For oxygen duration computation, each diluter- masks and are connected to the oxygen supply
demand mask being used in the 100% mode is lines at all times (Figure 17-3). When the diluter
counted as two masks at 3.7 LPM-NTPD each. demand masks are not in use, one hangs from a
17 OXYGEN SYSTEM
FORWARD PRESSURE
BULKHEAD
PRESSURE GAGE
CREW MASKS
CREW MASKS
OXYGEN SHUTOFF
CONTROL OUTLET FOR COPILOT
PULL-ON DILUTER DEMAND
MASK INSTALLATION
CABIN OUTLETS
NOTE:
CONSTANT FLOW PASSENGER PUSH-PULL
MASKS ARE STORED IN CONTROL
SEAT-BACK POCKETS
NOTES:
AVIATORS BREATHING
OXYGEN KEEP FILL
AREA CLEAN, DRY &
FREE FROM OIL
PRESSURIZED TO
CABIN OUTLETS ___* PSI @ 14.7 PSI & 70OF
OUTLET, AFT COMPARTMENT * 1800 WHEN 22 CU FT

(OPTIONAL) CYLINDER IS USED.
1850 WHEN 49 OR 66
CU FT CYLINDER
IS USED
LEGEND
HIGH PRESSURE LINES
LOW PRESSURE LINES
AFT PRESSURE SUPPLY

BULKHEAD PRESSURE
GAGE FILLER VALVE
CYLINDER
FILLER VALVE
PRESSURE REGULATOR
AND SHUTOFF VALVE SUPPLY PRESSURE GAGE
Figure 17-1. Oxygen System Schematic

bracket (on the stub partition) behind the pilot’s

head and one hangs from a bracket behind the
copilot’s head.
Passenger masks are kept in seatback pockets

except in the couch installation, in which case
they are stored under the couch. The cabin outlets
are located at both the forward and aft ends of the
cabin. All masks are easily plugged in by pushing
17 OXYGEN SYSTEM
the orifice in firmly and turning clockwise
approximately one-quarter turn. Unplugging is
easily accomplished by reversing the motion.
The oxygen supply cylinder is in the aft unpressur-

ized area of the fuselage (Figure 17-4). The oxygen
Figure 17-2. Plug-in Type Oxygen Mask
OXYGEN
CYLINDER
OXYGEN
CONTROL
HANDLE
OXYGEN
GAGE
Figure 17-3. Crew Oxygen Mask Figure 17-4. Oxygen Cylinder Installation

system pressure regulator and control valve are DILUTER-DEMAND CREW

attached to the cylinder, and are activated by a OXYGEN MASKS
remote push/pull knob located to the rear of the
cockpit overhead light control panel (Figure 17-5). The crew are provided with diluter-demand,
When this control is pushed in, no oxygen supply quick-donning oxygen masks (see Figure 17-3).
is available anywhere in the airplane. When this These masks hang on the aft cockpit partition
control is pulled out, the oxygen system is charged behind and outboard on the pilot and copilot seats.
with oxygen ready for use provided the oxygen They are held in the armed position by spring
supply cylinder is not empty. The oxygen supply tension clips, and can be donned immediately
17 OXYGEN SYSTEM
pressure gage is located in the copilot’s right sub- with one hand. The diluter-demand crew masks
panel (Figure 17-6). deliver oxygen to the user only upon inhalation.
Consequently, there is no loss of oxygen when the
masks are plugged in and the PULL ON handle
is pulled out, even though oxygen is immediately
available upon demand.
A small lever on each diluter-demand oxygen

mask permits the selection of two modes of oper-
ation: NORMAL and 100%. In the NORMAL
position, air from the cockpit is mixed with the
oxygen supplied through the mask. This reduces
the rate of depletion of the oxygen supply, and it
is more comfortable to use than 100% aviator’s
breathing oxygen. However, in the event of smoke
or fumes in the cockpit, the 100% position should
be used to prevent the breathing of contaminated
air. For this reason, the selector levers should be
Figure 17-5. Oxygen System left in the 100% position when the masks are not
Control Handle in use so the masks are always ready for maxi-
mum emergency use.
PLUG-IN MASKS
The plug-in oxygen masks in the cabin (see 17-2)
are designed to be adjustable to fit the average
person with minimum leakage of oxygen. To don
the mask, fit the nose and mouth piece over the
face and adjust the elastic headband over the head
to hold the mask firmly in place. Insert the fitting
in one of the oxygen outlets in the overhead cavity,
push in firmly, and turn clockwise approximately
one-quarter turn to lock it in place. If oxygen is
available (the system is turned on and the oxygen
cylinder charged), the red flow indicator will
move and the green portion will come into view.
The mixing bag will inflate with breathing. Breath
normally. System efficiency is determined by the
fit of the oxygen mask. Make certain the masks fit
properly and are in good condition. The hose plug
Figure 17-6. Oxygen Pressure Gage must be disconnected to stop the flow of oxygen.

There are certain important considerations any

time oxygen is in use. Do not use combustible
products near oxygen. Common items such as
chapstick, lipstick, women’s makeup, or mustache
wax could spontaneously ignite in the presence
of oxygen. These items should be removed before
using oxygen. No smoking should be allowed in
the airplane when oxygen is in use.
17 OXYGEN SYSTEM
OXYGEN SUPPLY CYLINDER
Oxygen for flight at high altitudes is supplied by
a cylinder mounted behind the aft pressure bulk-
head. The cylinder is filled by a valve accessible
through an access door on the right side of the aft
fuselage. The high-pressure system has two pres-
sure gages, one on the copilot’s RH sub-panel in
the cockpit for in-flight use (Figure 17-7), and one Figure 17-8. P
ercent of Usable
adjacent to the filler valve for checking the pres- Oxygen Capacity
sure of the system during filling (Figure 17-8).
The cylinder is available in three different capaci-
ties: 22 cubic feet, 49 cubic feet, or 66 cubic feet. OXYGEN DURATION
A preflight requirement is to check the oxygen
available, considering the number of crew and
passengers, to assure that it is sufficient for
descent to 12,500 feet, or until loss of pressure
in the airplane can be corrected and cabin
altitude pressure restored. Full oxygen system
pressure is 1800 ±50 psi at 70° F for the 22
cubic feet cylinder, and 1850 ±50 psi for the
larger cylinders. First, read the oxygen pressure
gage and note the pressure. Determine from the
OXYGEN AVAILABLE WITH PARTIALLY
FULL BOTTLE graph the percent of usable
capacity. To obtain the duration in minutes of
Figure 17-7. Oxygen Fill Valve and Gage the supply, obtain the duration for a full bottle
from the Oxygen Duration table, considering the
number of persons aboard. Multiply the full bottle
duration by the percent of full bottle available to
OXYGEN SYSTEM CONTROLS obtain the available oxygen duration in minutes.
A shutoff valve regulator in the cylinder is actu- On the C90GTi and C90GTx airplane, oxygen
ated by its a push-pull shutoff control located duration is for a Puritan-Zep oxygen system which
overhead between the pilot and copilot seats must use the red, color-coded, plug-in mask, rated
(see Figure 17-5). Pushing in the handle deac- at 3.7 standard liters per minute–normal tempera-
tivates the oxygen supply, while pulling out the ture pressure (SLPM–NTPD) flow. Both aircraft
handle actuates the oxygen supply. The regulator are approved for altitudes up to 30,000 feet.
is a constant-flow type which supplies low-pres-
sure oxygen through aluminum plumbing to the
outlets.

OXYGEN DURATION increased sense of well-being, poor coordination,

COMPUTATION impaired thinking, unusual fatigue, and a dull
headache. Therefore, the crew must act quickly
In this sample computation, oxygen duration is to don oxygen masks and supply oxygen to the
computed for a Puritan-Zep oxygen system which passengers before the onset of hypoxia.
utilizes the red, color-coded, plug-in mask rated at
3.7 standard liters per minute (SLPM) flow and The CABIN ALT HI annunciator illuminates
is approved for altitudes up to 30,000 feet. This when cabin altitude exceeds 12,500 feet, should
table is also used for the quick-donning, diluter- the red CABIN ALT HI annunciator illuminate
17 OXYGEN SYSTEM
demand crew oxygen masks. When selected to due to inadequate cabin pressure, or loss of
the 100% mode, the number of crew masks in use pressurization at high altitudes, crew and
should be doubled for computation. To compute passengers should don oxygen masks immediately
oxygen duration for four passengers and two and descend to a safe altitude.
crew members using their masks in 100% mode,
consider eight people using oxygen. The Time of Useful Consciousness table (Table
17-2) shows the average time of useful conscious-
To compute the duration in minutes of available ness available at various altitudes. This is the time
oxygen for eight people, assume the pressure from the onset of hypoxia until loss of effective
gage shows 1,500 pounds. Enter the Percent of performance. Individuals may differ from that
Usable Oxygen Capacity chart (Figure 17-8) at shown in the table. Using the Emergency Descent
1,500 pounds and read across to intersect the procedure in the Emergency Procedures section
32° F diagonal, then down to read 85% of usable of the POH, a very rapid descent can minimize
capacity. To compute the duration available, enter the exposure to hypoxia.
the Oxygen Duration chart (Table 17-1) at the
8-people-using column and read down to 55 min-
utes available for a 66 cubic-foot supply bottle.
Now take 85% of 55 and find the current oxygen Table 17-2. T
IME OF USEFUL
duration available of approximately 46 minutes.
CONSCIOUSNESS
ALTITUDE TIME
TIME OF USEFUL 30,000 feet..........................................................1 to 2 minutes
CONSCIOUSNESS 28,000 feet................................................... 2-1.2 to 3 minutes
In the event of decompression at altitude, the 25,000 feet..........................................................3 to 5 minutes
primary need is for oxygen to prevent hypoxia. 22,000 feet........................................................5 to 10 minutes
Hypoxia is the lack of adequate oxygen to keep 12 to 18,000 feet........................................ 30 minutes or more
the brain and other body tissue functioning
properly. Early symptoms of hypoxia are an
Table 17-1. OXYGEN DURATION (MINUTES)

NUMBER OF PEOPLE USING*
CYL VOL
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15
CU FT
DURATION IN MINUTES
22 151 75 50 37 30 25 21 18 16 15 13 12 11 10 10
49 334 167 111 83 66 55 47 41 37 33 30 27 25 23 22
66 454 227 151 113 90 75 63 56 50 45 51 37 34 32 30
* THE PILOT AND COPILOT ARE EACH COUNTED AS 2 PEOPLE. CHART DURATIONS ARE BASED ON CREW USING A
NORMAL SETTING FOR 20,000 FEET CABIN ALTITUDES AND BELOW, AND 100% SETTINGS FOR CABIN ALTITUDES
ABOVE 20,000 FEET.

PHYSIOLOGICAL HOW LONG IS THE COURSE?

TRAINING The course takes one full day.
WHAT IS IT? WHAT IS CONTAINED IN THE

Physiological training is a program directed
COURSE?
toward understanding and surviving in the flight Many topics are covered. They include the
environment. It covers the problems of both high environment to which the flyer is exposed, physi-
17 OXYGEN SYSTEM
and low altitudes and recommends procedures ological functions of the body at ground level, and
to prevent or minimize the human factor errors alteration of some of these functions by changes
which occur in flight. in the environment. The higher one flies, the more
critical becomes the need for supplemental oxy-
gen. This need is discussed so that the trainee
WHO NEEDS IT? will understand why a pilot cannot fly safely at
The course is primarily of benefit to pilots. It is altitudes in excess of 12,500 feet for a prolonged
also recommended for other air crew personnel, period without some aid, either supplemental
air traffic controllers, aviation medical examin- oxygen or a pressurized aircraft. Both oxygen
ers and other personnel from the national aviation equipment and pressurization are discussed.
system. When humans are confronted with certain stress-
ful situations, there is a tendency to breathe too
rapidly. This topic (hyperventilation) and methods
WHERE CAN YOU GET IT? of control are discussed. Ear pain on descent and
other problems with body gases and procedures to
A resident physiological training course at the
prevent or minimize gas problems are explained.
FAA’s Aeronautical Center in Oklahoma City
Alcohol, tobacco, and drugs are also discussed
is devoted entirely to problems in civil aviation
as they apply to flying. Pilot vertigo is discussed
(Figure 17-9). Many military installations, and
and demonstrated so that the trainee will under-
the National Aeronautics and Space Adminis-
stand why a non-current instrument pilot should
tration (NASA) in Houston, Texas, conduct a
never attempt to fly in clouds and other weather
resident program for non-government personnel.
situations where visibility is reduced. Resident
courses include an altitude chamber flight where
the trainees experience individual symptoms of
oxygen deficiency as well as decompression. This
flight will demonstrate that:
1. Proper oxygen equipment and its use
will protect an individual from oxygen
deficiency.
2. An individual can experience and recog-
nize symptoms that will be the same as
those found in actual flight and therefore
take the necessary action to prevent loss
of judgment and consciousness.
3. Decompression is not dangerous pro-
vided proper supervision is present, and
Figure 17-9. FAA Altitude Chamber proper actions are planned and taken
when necessary.

WHAT ARE THE The following precautions should be observed

PREREQUISITES FOR when purging or servicing the oxygen system:
TRAINING? 1. Avoid any operation that could create
sparks. Keep all burning cigarettes or fire
Personnel must have a valid FAA medical cer- away from the vicinity of the airplane
tificate. A fee of twenty dollars is required. The when the outlets are in use.
applicant must be eighteen years of age or older.
2. Inspect the filler connection for cleanli-
ness before attaching it to the filler valve.
17 OXYGEN SYSTEM
HOW DO YOU APPLY FOR

TRAINING? 3. Make sure that your hands, tools, and
clothing are clean, particularly of grease
All requests for the training course must be coor- or oil stains. These contaminants are
dinated with: extremely dangerous in the vicinity of
oxygen.
FAA Airman Education Section
(AAC–142) 4. As a further precaution against fire, open
Civil Aeromedical Institute and close all oxygen valves slowly during
P.O. Box 25082 filling.
Oklahoma City, Oklahoma 73125
FILLING THE OXYGEN SYSTEM
HOW CAN YOU GET FURTHER When filling the oxygen system, only use aviator’s
INFORMATION? breathing oxygen (MIL-0-27210).
Write to the Airman Education Section at the
above address, or phone (405) 686-4837. WARNING
DO NOT USE MEDICAL OXYGEN. It contains
SERVICING THE moisture which can cause the oxygen valve to
freeze.
OXYGEN SYSTEM
Fill the oxygen system slowly by adjusting the
The oxygen system is serviced by a filler valve recharging rate with the pressure regulating valve
accessible by removing an access plate on the on the servicing cart, because the oxygen, under
right side of the aft fuselage (see Figure 17-7). high pressure, will cause excessive heating of the
The system has two pressure gages, one on the filler valve. Fill the cylinder (22-cubic-foot cyl-
right subpanel in the crew compartment for inder installation) to a pressure of 1,800 ±50 psi
in-flight use, and one adjacent to the filler valve at a temperature of 70°F. This pressure may be
for checking system pressure during filling. A increased an additional 3.5 psi for each degree of
shutoff valve and regulator on the cylinder control increase in temperature; similarly, for each degree
the flow of oxygen to the crew and passenger of drop in temperature, reduce the pressure for
outlets. The shutoff valve is actuated by a push- the cylinder by 3.5 psi. The oxygen system, after
pull control located aft of the overhead light filling, will need to cool and stabilize for a short
control panel in the cockpit. The regulator is a period before an accurate reading on the gage can
constant-flow type which supplies low-pressure be obtained. The 49- or 66-cubic-foot cylinders
oxygen through system plumbing to the outlets. may be charged to a pressure of 1,850 ±50 psi at
a temperature of 70° F. When the system is prop-
erly charged, disconnect the filler hose from the
filler valve and replace the protective cap on the
filler valve.

OXYGEN CAPACITY
Oxygen for unpressurized, high-altitude flight is
supplied by a cylinder in the compartment imme-
diately aft of the pressure bulkhead (see Figure
17-4). A 22-, 49-, or 66-cubic-foot cylinder may
be installed.
OXYGEN CYLINDER
17 OXYGEN SYSTEM
RETESTING
Oxygen cylinders used in the airplane are of two
types. Lightweight cylinders, stamped “3HT”
on the plate on the side, must be hydrostatically
tested every three years and the test date stamped
on the cylinder. This bottle has a service life of
4,380 pressurizations or 15 years, whichever
occurs first, and then must be discarded. Regular
weight cylinders, stamped “3A,” or “3AA,” must
be hydrostatically tested every five years and
stamped with the retest date. Service life on these
cylinders is not limited.

QUESTIONS
1. When selected to 100%, the number of crew
masks in use, to be used for computing oxy-
gen duration is:
A. Counted once
B. Tripled
17 OXYGEN SYSTEM
C. Halved
D. Doubled
2. The crew diluter-demand, quick-donning

mask should be set to NORMAL:
A. At all times.
B. At altitudes below 20,000 ft.
C. At altitudes above 20,000 ft.
D. Anytime there is smoke in the cockpit.
3. The passenger masks are deployed:

A. Automatically when the cabin altitude
exceeds 12,500 ft.
B. By pulling the PASSENGER MANUAL
DROPOUT handle.
C. Manually by the passengers
D. Automatically when the Oxygen system
is armed.

CHAPTER 18
MISCELLANEOUS SYSTEMS
CONTENTS
Page
INTRODUCTION................................................................................................................. 18-1
TOILET.................................................................................................................................. 18-2
RELIEF TUBES.................................................................................................................... 18-2
EMERGENCY/ABNORMAL............................................................................................... 18-2
QUESTIONS......................................................................................................................... 18-3
18 MISCELLANEOUS SYSTEMS

ILLUSTRATIONS
Figure Title Page
18-1 Toilet.......................................................................................................................... 18-2

18-2 Relief Tube................................................................................................................. 18-2

CHAPTER 18
MISCELLANEOUS SYSTEMS
INTRODUCTION
This chapter describes the miscellaneous systems in the King Air C90GTi and C90GTx aircraft,
which include the toilet and relief tubes.

TOILET RELIEF TUBES

The forward-facing toilet is in the aft cargo area An optional relief tube is located in the cabin
just inside of the airstair door (Figure 18-1). The sidewall just forward of the toilet when installed.
aft cargo area can be closed off from the cabin by (Figure 18-2). A relief tube is also installed in the
pulling the installed folding curtain closed. The cockpit and stowed under the pilot seat. The hose
curtain is held closed against a stub partition with on the cockpit relief tube is long enough for use
button-type snap fasteners. by either the pilot or copilot.
The installed toilet is an electrically-flushing type.

A hinged seat must be raised to access the toilet. A
toilet tissue dispenser is in a slide out compartment
on the forward side of the toilet cabinet. A sliding
knife-valve on the tank assembly can be closed to
seal the tank for removal and servicing. This valve
should be open prior to each flight. The position
(whether open or closed) of the knife-valve can
be seen through the toilet bowl above.
Figure 18-2. Relief Tube
A valve lever is on the side of the relief tube horn.

The lever must be pressed at all times while the
relief tube is in use.
Each tube drains into the atmosphere through

its own drain port on the bottom of the fuselage.
Each drain port atomizes the discharge to keep it
away from the skin of the aircraft.
NOTE
The relief tubes are for use during
flight only.
EMERGENCY/
ABNORMAL
Figure 18-1. Toilet
For information on emergency/abnormal
procedures, refer to the appropriate abbreviated
checklists or the FAA-approved Aircraft Flight
Manual.

QUESTIONS
1. When selected to 100%, the number of crew
masks in use, to be used for computing oxy-
gen duration is:
A. Halved
B. Counted once
C. Doubled
D. Tripled
2. The crew diluter-demand, quick-donning

mask should be set to NORMAL:
A. At all times.
B. At altitudes below 20,000 ft.
C. At altitudes above 20,000 ft.
D. Anytime there is smoke in the cockpit.
3. The passenger masks are deployed:
A. Automatically when the cabin altitude
exceeds 12,500 ft.
B. By pulling the PASSENGER
MANUAL DROPOUT handle.
C. Manually by the passengers
D. Automatically when the Oxygen system
is armed.

CHAPTER 19
MANEUVERS AND PROCEDURES
CONTENTS
Page
FLIGHT MANEUVERS....................................................................................................... 19-1

Takeoff............................................................................................................................ 19-1
FLIGHT PROFILES.............................................................................................................. 19-1
LANDING...........................................................................................................................19-17
Flaps-Up Approach and Landing ................................................................................19-17
Single-Engine Approach and Landing.........................................................................19-17
Crosswind Approach and Landing...............................................................................19-17
WINDSHEAR......................................................................................................................19-17
General.........................................................................................................................19-17
Microbursts...................................................................................................................19-17
Acceptable Performance Guidelines............................................................................19-18
AND PROCEDURES
19 MANEUVERS

ILLUSTRATIONS
Figure Title Page
19-1 Normal Takeoff and Departure.................................................................................. 19-2

19-2 Engine Failure on Takeoff.......................................................................................... 19-3
19-3 Rejected Takeoff........................................................................................................ 19-4
19-4 Steep Turns................................................................................................................ 19-5
19-5 Approach to Stall—Clean Configuration.................................................................. 19-6
19-6 Approach to Stall—Takeoff Configuration................................................................ 19-7
19-7 Approach to Stall—Landing Configuration.............................................................. 19-8
19-8 Approach to Stall—Approach Configuration............................................................ 19-9
19-9 Emergency Descent................................................................................................ 19-10
19-10 Visual Approach and Landing—Normal................................................................ 19-11
19-11 Visual Approach and Landing –No Flap................................................................ 19-12
19-12 Visual Approach and Landing –One Engine Inoperative....................................... 19-13
19-13 ILS Approach—Landing in Sequence from an ILS............................................... 19-14
19-14 Non-Precision Approach—Procedure Turn............................................................ 19-15
AND PROCEDURES
19-15 Circling Approach and Landing............................................................................. 19-16
19 MANEUVERS

CHAPTER 19
MANEUVERS AND PROCEDURES
FLIGHT MANEUVERS
AND PROCEDURES
19 MANEUVERS
TAKEOFF
Crosswind Takeoff Obstacle Clearance Takeoff
Follow procedures for normal takeoff except: Follow procedures for normal takeoff except:
• Hold aileron into wind. • Maintain V2 until clear of obstacle.
• Maintain runway heading with rudder until
rotation then crab to hold center line. FLIGHT PROFILES
Instrument Takeoff Specific flight profiles are graphically depicted on
the following pages.
Follow procedures for normal takeoff except:
• Transition to flight instruments at or before
100 feet AGL.

AREA DEPARTURE/CLIMB
PROFILE
1. 150 KIAS TO 10,000 FT
2. 130 KIAS 10,000 - 20,000 FT
3. 120 KIAS 20,000 - 25,000 FT
4. 110 KIAS 25,000 - 30,000 FT
CRUISE
1. ACCELERATE TO CLIMB-OUT
CRUISE SPEED 1. YAW DAMP—ON
2. SET CRUISE POWER 2. CLIMB POWER—SET
3. COMPLETE CRUISE 3. ACCELERATE TO 150 KIAS
CHECKLIST 4. LANDING/TAXI LIGHTS—OFF
5. COMPLETE CLIMB CHECKLIST
TAKEOFF
1. ROTATE AT VR TO APPROX.
10° NOSE UP
2. ESTABLISH POSITIVE RATE
OF CLIMB
3. LANDING GEAR—UP
TAKEOFF ROLL 400’ AGL & 108 KIAS (MIN)

1. RECHECK TORQUE/ITT 1. FLAPS—UP (IF USED)
2. ANNUNCIATORS—CHECK
IN POSITION
1. BRAKES—HOLD
2. PROPS—1,900 RPM
(ON GOVERNORS)
3. POWER—SET
4. L/R AUTOFEATHER
—ILLUMINATED
5. BRAKES—RELEASE
AND PROCEDURES
19 MANEUVERS
BEFORE TAKEOFF
1. BEFORE TAKEOFF
CHECKLIST—COMPLETE
2. RECHECK V1, VR, AND V2
Figure 19-1. Normal Takeoff and Departure

NOTE:
DO NOT RETARD FAILED ENGINE POWER LEVER 1,000 FT AGL (MIN)

UNTIL THE AUTOFEATHER SYSTEM HAS COMPLETELY
AS TIME PERMITS:
STOPPED PROPELLER ROTATION.
1. COMPLETE ENGINE FAILURE AFTER
LIFTOFF CHECKLIST CLEAN-UP ITEMS
2. LAND AS SOON AS PRACTICAL
CLIMB
AFTER LIFTOFF
1. AIRSPEED—108 KIAS
1. LANDING GEAR (WHEN POSITIVE
CLIMB ESTABLISHED) - UP
2. PROPELLER (INOPERATIVE ENGINE)
- VERIFIED FEATHERED
3. POWER - MAXIMUM ALLOWABLE
5. AIRSPEED - MAINTAIN V2 SPEED OR
ABOVE UNTIL 400 FEET THEN
ACCELERATE TO 108 KNOTS
AT 400’ AGL
TAKEOFF 1. AIRSPEED—108 KIAS MIN
2. FLAPS—UP
1. ROTATE AT VR TO APPROX.
10° NOSE UP
ENGINE LOSS
1. MAINTAIN RUNWAY HEADING
AND PROCEDURES
19 MANEUVERS
NOTE:
BEFORE TAKEOFF
1. FOLLOW NORMAL TAKEOFF TO OBTAIN BEST PERFORMANCE WITH ONE ENGINE
PROCEDURES UNTIL AT OR INOPERATIVE, THE AIRPLANE MUST BE BANKED 3° to 5°
ABOVE V1 INTO THE OPERATING ENGINE WHLE MAINTAINING
A CONTANT HEADING.
Figure 19-2. Engine Failure on Takeoff

EMERGENCY OR MALFUNCTION
AT OR BELOW V1
1. RECOGNIZE REASON FOR REJECTING TAKEOFF
2. POWER LEVERS—GROUND FINE
3. BRAKES - MAXIMUM(OR AS REQUIRED TO
ACHIEVE STOPPING PERFORMANCE)
IF INSUFFICENT RUNWWAY REMAINS FOR STOPPING
4. CONITION LEVERS - FUEL CUTOFF
5. FUEL FW SHUTOFF VALVES - CLOSE
6. MASTER SWITCH - OFF(GANG BAR DOWN)
7. BOOST PUMPS - OFF
CLEAR OF RUNWAY
1. COMPLETE AFTER
LANDING CHECKLIST
AND PROCEDURES
19 MANEUVERS
BEFORE TAKEOFF
1. FOLLOW NORMAL TAKEOFF
PROCEDURES UNTIL INITIATING NOTE:
ABORT AT OR BELOW V1
IF REJECTED TAKEOFF IS DUE TO REASONS
OTHER THAN ONE ENGINE POWER LOSS,
REVERSE IS MOST EFFECTIVE AT HIGH SPEEDS;
BRAKING IS MOST EFFECTIVE AT LOW SPEEDS.
WARNING:
EXTREME CARE MUST BE EXERCISED WHEN USING

SINGLE-ENGINE REVERSING ON SURFACES WITH
REDUCED TRACTION.
Figure 19-3. Rejected Takeoff

HOLD 45° BANK

1. SMALL PITCH CORRECTIONS
2. MAINTAIN AIRSPEED
ROLLOUT
1. RETURN TO AND HOLD
ENTRY PARAMETERS
THROUGH 30° BANK
1. ADD APPROX. 100 FT-LBS. TORQUE
2. ONE UNIT NOSE UP TRIM
3. SMALL PITCH INCREASE
ROLL INTO TURN THROUGH 30° BANK

1. MAINTAIN INITIAL 1. REDUCE TORQUE BY 100 FT-LBS.
ALTITUDE 2. REDUCE PITCH
3. TAKE OUT TRIM
ROLL OUT OF TURN

1. START ROLLOUT 25° PRIOR
AND PROCEDURES
TO ROLLOUT HEADING
INITIAL ENTRY 19 MANEUVERS

1. AIRSPEED—160 KIAS
2. TORQUE—APPROX.
800 - 1,000 FT-LBS.
3. HEADING BUG—SET
4. FD—OFF
5. CHECK ADI PITCH
REFERENCE
Figure 19-4. Steep Turns

BEGINNING OF MANEUVER STALL AND RECOVERY COMPLETION OF MANEUVER
INITIAL CONDITION: ANNOUNCE THE FIRST INDICATION OF AN COMPLETION:

IMPENDING STALL (SUCH AS STALL HORN)
1. TORQUE—AS DIRECTED 1. AUTOPILOT—DISCONNECT 1. LEVEL OFF AT NEW
2. PROPELLERS—1,900 RPM ALTITUDE AND HEADING
2. NOSE DOWN PITCH CONTROL—APPLY
UNTIL STALL WARNING IS ELIMINATED 2. RESET POWER, AS REQUIRED
3. NOSE DOWN PITCH TRIM—AS NEEDED
4. BANK—WINGS LEVEL
5. POWER—MAX ALLOWABLE TORQUE
NOTE:
THE REDUCTION OF ANGLE OF ATTACK
REQUIRED TO INITIATE RECOVERY WILL
LIKELY RESULT IN ALTITUDE LOSS. THE
AMOUNT OF ALTITUDE LOSS WILL BE
AFFECTED BY THE OPERATIONAL
ENVIRONMENT.
HORN VYSE
OR BUFFET
EXECUTION:
1. THE INSTRUCTOR SETS UP THE STALL SCENARIO

2. THE ENTRY ALTITUDE SHOULD BE CONSISTENT WITH THE EXPECTED OPERATIONAL
ENVIRONMENT FOR THE STALL CONFIGURATION
3. FOR TRAINING AND EVALUATION, THE MANEUVERS MAY BE ACCOMPLISHED WITH THE
AUTOPILOT ON OR OFF AS DIRECTED BY THE INSTRUCTOR
4. THE STANDARD IS BASED ON THE DEMONSTRATION OF SMOOTH, POSITIVE CONTROL DURING ENTRY, APPROACH
AND PROCEDURES
TO STALL, AND RECOVERY

19 MANEUVERS
THE AIM OF THESE STALL PROFILES IS TO FAMILIARIZE THE PILOT WITH THE STALL CHARACTERISTICS AND TO TRAIN
RECOGNITION AND RECOVERY PROCEDURES IN ACCORDANCE WITH THE ATP PRACTICAL TEST STANDARDS IN FLIGHT
SIMULATOR TRAINING ONLY.
Figure 19-5. Approach to Stall—Clean Configuration


1. TORQUE—AS DIRECTED 1. LEVEL OFF AT NEW
1. AUTOPILOT—DISCONNECT
2. NOSE DOWN PITCH CONTROL—APPLY 2. RESET POWER, AS REQUIRED
3. FLAPS—APPROACH UNTIL STALL WARNING IS ELIMINATED
6. FLAPS—UP AT OR ABOVE VYSE
NOTE:
ENVIRONMENT.
HORN VYSE
OR BUFFET
EXECUTION:

AND PROCEDURES
19 MANEUVERS
Figure 19-6. Approach to Stall—Takeoff Configuration


1. TORQUE—AS DIRECTED 1. AUTOPILOT—DISCONNECT 1. LEVEL OFF AT NEW ALTITUDE
2. PROPELLERS—1,900 RPM AND HEADING
3. FLAPS—APPROACH UNTIL STALL WARNING IS ELIMINATED 2. RESET POWER, AS REQUIRED
4. GEAR—DOWN
5. FLAPS—DOWN
6. FLAPS - APPROACH (AT OR ABOVE 101 KIAS)
7. ESTABLISH A POSITIVE RATE OF CLIMB -
GEAR UP
8. FLAPS - UP
NOTE:
ENVIRONMENT.
HORN VYSE
OR BUFFET
EXECUTION:

AND PROCEDURES

19 MANEUVERS
Figure 19-7. Approach to Stall—Landing Configuration


1. TORQUE—AS DIRECTED 1. AUTOPILOT—DISCONNECT 1. LEVEL OFF AT NEW
3. FLAPS—APPROACH UNTIL STALL WARNING IS ELIMINATED 2. RESET POWER, AS REQUIRED
4. GEAR—DOWN
6. ESTABLISH A POSITIVE RATE OF CLIMB -
GEAR UP
7. FLAPS - UP AT OR ABOVE VYSE
NOTE:
ENVIRONMENT.
HORN VYSE
OR BUFFET
EXECUTION:

AND PROCEDURES
19 MANEUVERS
Figure 19-8. Approach to Stall—Approach Configuration

INITIAL DESCENT LEVEL-OFF
14° NOSE DOWN
REDUCE RATE OF DESCENT

APPROXIMATELY 500 FT
ABOVE LEVEL OFF ALTITUDE
LEVEL OFF
1. OXYGEN SYSTEM — VERIFY ARMED 1. INITIAL PITCH ATTITUDE — 14° NOSE DOWN 1. APPROXIMATELY 500 FT
2. CREW MASK — ON 2. MAXIMUM IAS SHOULD BE V LE BEFORE LEVEL OFF
3. PASSENGER OXYGEN — AS REQUIRED 3. ADVISE ATC ALTITUDE, SMOOTHLY
4. POWER LEVERS — IDLE 4. RESET ALTIMETER AND ALTITUDE REDUCE RATE OF DESCENT
5. PROP LEVERS — SMOOTHLY FULL ALERTER TO LEVEL OFF ALTITUDE 2. FLAPS — UP
FORWARD 3. GEAR — UP (BELOW
6. FLAPS — APPROACH (BELOW TRIANGLE) V LO RETRACTION)
7. GEAR — DOWN (BELOW V LE ) 4. ADD POWER AS REQUIRED
5. REMOVE MASK
6. SET PROP RPM
7. COMPLETE DESCENT
CHECKLIST
NOTE:
AND PROCEDURES
19 MANEUVERS
IF INITIAL INDICATED AIRSPEED IS ABOVE

V LE , MAINTAIN THE INITIAL ALTITUDE
UNTIL THE IAS IS AT OR BELOW V LE .
Figure 19-9. Emergency Descent

INITIAL REJECTED/BALKED LANDING

1. OBTAIN ATIS 1. POWER—MAXIMUM ALLOWABLE
2. DESCENT CHECKLIST— 2. AIRSPEED—101 KIAS
COMPLETE 3. FLAPS—APPROACH
4. GEAR—UP
5. FLAPS—UP
6. AIRSPEED (WHEN CLEAR OF OBSTACLES)
ESTABLISH NORMAL CLIMB
THRESHOLD
1. GEAR - RECHECK DOWN
2. AIRSPEED - VREF
3. POWER - IDLE
4. **PROPS - FULL FORWARD
ARRIVAL
1. TORQUE - APPROX. 600 FT-LBS
2. AIRSPEED - 140 TO 150 KIAS
3. START BEFORE LANDING CHECKLIST AFTER TOUCHDOWN
1. POWER LEVERS - GROUND FINE
2. BRAKES - AS REQUIRED
DOWNWIND
1. FLAPS - APPROACH
2. AIRSPEED - 130-140 KIAS
ABEAM TOUCHDOWN POINT

1. LANDING GEAR - DOWN
2. BEGIN DESCENT FINAL
1. AIRSPEED—120-130 KIAS
4. BEFORE LANDING CHECKLIST COMPLETE
WHEN LANDING ASSURED:
AND PROCEDURES
2. FLAPS—DOWN
19 MANEUVERS
BASE 3. TRANSITION TO VREF
4. YAW DAMP—OFF
1. 120-130 KIAS 5. NORMAL LANDING
CAUTION CHECKLIST—COMPLETE
TO ENSURE CONSTANT REVERSING

CHARACTERISTICS, THE PROPELLER
CONTROL MUST BE IN FULL INCREASE
RPM POSITION.
CAUTION
NOTE:
REVERSE IS MOST EFFECTIVE AT IF POSSIBLE, PROPELLERS SHOULD BE MOVED OUT OF
HIGHER SPEEDS; BRAKING IS MOST REVERSE AT APPROXIMATELY 40 KNOTS TO MINIMIZE
EFFECTIVE AT LOWER SPEEDS. BLADE EROSION. CARE MUST BE EXERCISED WHEN
REVERSING ON RUNWAYS WITH LOOSE SAND, DUST,
OR SNOW ON THE SURFACE. FLYING GRAVEL WILL
DAMAGE PROPELLER BLADES, AND DUST OR SNOW
MAY IMPAIR THE PILOT'S VISIBILITY.
Figure 19-10. Visual Approach and Landing—Normal

INITIAL REJECTED/BALKED LANDING

1. OBTAIN ATIS 1. POWER - MAXIMUM ALLOWABLE
2. DESCENT CHECKLIST— 2. PITCH - 10° NOSE UP
COMPLETE 3. AIRSPEED - 101 KIAS
4. FLAPS - RE-CHECK UP
5. LANDING GEAR - UP
WHEN CLEAR OF OBSTACLES:
6. AIRSPEED - NORMAL CLIMB
THRESHOLD
2. AIRSPEED - 115 KIAS
3. POWER - IDLE
4. **PROPS - FULL FORWARD
ARRIVAL
2. AIRSPEED - 140 -150 KIAS
3. START FLAPS-UP LANDING CHECKLIST AFTER TOUCHDOWN
OR REVERSE (AS REQUIRED)
DOWNWIND
1. FLAPS—UP

1. GEAR—DOWN
FINAL
WHEN LANDING IS ASSURED:
1. AIRSPEED - REDUCE TO 115 KIAS
BASE 2. YAW DAMP - OFF
3. FLAPS-UP LANDING
1. AIRSPEED - 130-140 KIAS CHECKLIST COMPLETED
AND PROCEDURES
19 MANEUVERS
CAUTION
TO ENSURE CONSTANT REVERSING

CHARACTERISTICS, THE PROPELLER
CONTROL MUST BE IN FULL INCREASE
RPM POSITION.
CAUTION
NOTE:
REVERSE IS MOST EFFECTIVE AT IF POSSIBLE, PROPELLERS SHOULD BE MOVED OUT OF
HIGHER SPEEDS; BRAKING IS MOST REVERSE AT APPROXIMATELY 40 KNOTS TO MINIMIZE
EFFECTIVE AT LOWER SPEEDS. BLADE EROSION. CARE MUST BE EXERCISED WHEN
OR SNOW ON THE SURFACE. FLYING GRAVEL WILL
DAMAGE PROPELLER BLADES, AND DUST OR SNOW
MAY IMPAIR THE PILOT'S VISIBILITY.
Figure 19-11. Visual Approach and Landing –No Flap

FINAL ONE-ENGINE-INOPERATIVE
1. AIRSPEED—120-130 KIAS GO-AROUND
INITIAL WHEN IT IS CERTAIN THERE IS NO 1. POWER - MAXIMUM ALLOWABLE
1. OBTAIN ATIS POSSIBILITY OF A GO-AROUND: 2. FLAPS - UP
2. DESCENT CHECKLIST— 2. FLAPS—DOWN 3. GEAR - UP
COMPLETE 3. TRANSITION TO 101 KIAS 4. AIRSPEED - 108 KIAS
4. YAW DAMP—OFF
5. ONE-ENGINE-INOPERATIVE
LANDING CHECKLIST—
COMPLETED
THRESHOLD
2. AIRSPEED - 101 KIAS
3. EXECUTE NORMAL
LANDING
ARRIVAL
3. START ONE-ENGINE-INOPERATIVE AFTER TOUCHDOWN
LANDING CHECKLIST
OR REVERSE (AS REQUIRED)
DOWNWIND
1. FLAPS—APPROACH
2. AIRSPEED —130-140 KIAS

1. GEAR—DOWN
2. PROP—FULL FORWARD
AND PROCEDURES
19 MANEUVERS
BASE
1. AIRSPEED120-130 KIAS
NOTE:
SINGLE-ENGINE REVERSE THRUST MAY BE USED WITH

CAUTION AFTER TOUCHDOWN ON SMOOTH, DRY,
PAVED SURFACES.
Figure 19-12. Visual Approach and Landing –One Engine Inoperative

INITIAL
OM
1. OBTAIN ATIS
2. REVIEW APPROACH AND
MISSED APPROACH
3. NAVAIDS—TUNE/IDENT
4. DESCENT CHECKLIST—
GLIDE SLOPE INTERCEPT COMPLETE
1. TORQUE—APPROX. 600 LBS
2. AIRSPEED—120 KIAS TO 130 KIAS
DH-MISSED APPROACH
MM
1. POWER—MAXIMUM ALLOWABLE
2. PITCH—7° - 8° NOSE UP (FD-GA)
3. GEAR—UP
4. AIRSPEED—NORMAL CLIMB ARRIVAL
5. FLAPS—UP
6. PREFORM MISSED APPROACH 1. TORQUE—APPROX. 600 FT-LBS
PROCEDURE 2. AIRSPEED—120-140 KIAS
7. COMPLETE CLIMB CHECKLIST 3. FD—AS DESIRED
4. START BEFORE LANDING
CHECKLIST
DH
APPROACH INBOUND
1. FLAPS—APPROACH
APPROACHING GLIDE SLOPE

1. GEAR—DOWN
2. BEFORE LANDING CHECKLIST COMPLETED
DH-VISUAL AND LANDING ASSURED

AND PROCEDURES
1. FLAPS—DOWN
19 MANEUVERS
2. TRANSITION TO VREF
3. YAW DAMP—OFF
4. COMPLETE NORMAL LANDING CHECKLIST
AFTER TOUCHDOWN THRESHOLD

1. POWER LEVERS—BETA/GROUND FINE 1. GEAR - RECHECK DOWN
OR REVERSE (AS REQUIRED) 2. AIRSPEED—VREF
3. BRAKES—AS REQUIRED 3. POWER—IDLE
4. **PROPS—FULL FORWARD
CAUTION CAUTION
TO ENSURE CONSTANT REVERSING CHARACTERISTICS, IF POSSIBLE, PROPELLERS SHOULD BE MOVED OUT OF

THE PROPELLER CONTROL MUST BE IN FULL INCREASE REVERSE AT APPROXIMATELY 40 KNOTS TO MINIMIZE
RPM POSITION. BLADE EROSION. CARE MUST BE EXERCISED WHEN
NOTE: OR SNOW ON THE SURFACE. FLYING GRAVEL WILL
REVERSE IS MOST EFFECTIVE AT HIGHER SPEEDS; DAMAGE PROPELLER BLADES, AND DUST OR SNOW
BRAKING IS MOST EFFECTIVE AT LOWER SPEEDS. MAY IMPAIR THE PILOT'S VISIBILITY.
Figure 19-13. ILS Approach—Landing in Sequence from an ILS

INITIAL PROCEDURE TURN OUTBOUND

1. OBTAIN ATIS
1. START TIMING
2. REVIEW APPROACH AND
2. FLAPS—APPROACH
MISSED APPROACH
3. NAVAIDS—TUNE/IDENT
4. DESCENT CHECKLIST— FAF
COMPLETE
PROCEDURE TURN INBOUND
1. FD—AS DESIRED
2. RESET ALTITUDE ALERTER/PRESELECTOR
ARRIVAL
1. TORQUE—APPROX. 600 FT-LBS
3. FD—AS DESIRED
4. START APPROACH/BEFORE
LANDING CHECKLIST
STATION PASSAGE
MAP-MISSED APPROACH 1. START TIMING
2. SET ALTITUDE
1. POWER—MAXIMUM ALLOWABLE ALERTER/PRESELECTOR
2. PITCH—7° - 8° NOSE UP (FD-GA)
3. GEAR—UP
4. AIRSPEED—NORMAL CLIMB
5. FLAPS—UP INTERCEPT FINAL APPROACH
6. PREFORM MISSED APPROACH
1. COURSE INBOUND
PROCEDURE MAP
7. COMPLETE CLIMB CHECKLIST
FAF APPROACH INBOUND

1. RESET ALTITUDE ALERTER/PRESELECTOR
MDA
FINAL APPROACH FIX

1. START TIMING
2. GEAR—DOWN
3. BEGIN DESCENT TO MDA
THRESHOLD 4. TORQUE—APPROX. 600 FT-LBS
AND PROCEDURES
19 MANEUVERS
5. COMPLETE BEFORE
LANDING CHECKLIST
2. AIRSPEED—VREF
6. AIRSPEED—120 -130 KIAS
3. POWER—IDLE
4. **PROPS—FULL FORWARD
MINIMUM DESCENT ALTITUDE (MDA)

AFTER TOUCHDOWN MAP-LANDING ASSURED 1. LEVEL OFF AT MDA AT LEAST 1 MILE
1. POWER LEVERS—BETA/GROUND FINE 1. FLAPS—DOWN PRIOR TO MAP, IF POSSIBLE
OR REVERSE (AS REQUIRED) 2. TRANSITION TO VREF 2. TORQUE—800 - 1000 FT-LBS
2. BRAKES—AS REQUIRED 3. YAW DAMP—OFF 3. AIRSPEED—120 -130 KIAS
4. NORMAL LANDING
CHECKLIST COMPLETED
CAUTION CAUTION

REVERSING ON RUNWAYS WITH LOOSE SAND, DUST, OR
SNOW ON THE SURFACE. FLYING GRAVEL WILL DAMAGE
NOTE:
PROPELLER BLADES, AND DUST OR SNOW MAY IMPAIR
REVERSE IS MOST EFFECTIVE AT HIGHER SPEEDS; THE PILOT'S VISIBILITY.
BRAKING IS MOST EFFECTIVE AT LOWER SPEEDS
Figure 19-14. Non-Precision Approach—Procedure Turn

ARRIVAL NOTE:
THIS IS A CATEGORY B AIRCRAFT, BUT
1. PLAN CIRCLING MANEUVER AIRSPEEDS OF 121 THROUGH 140 KIAS
2. FOLLOW NORMAL APPROACH REQUIRE USING CATEGORY C MINIMUMS.
PROCEDURES TO MDA
THRESHOLD
MDA
MAP 1. GEAR - RECHECK DOWN
2. AIRSPEED—VREF
3. POWER—IDLE
4. **PROPS—FULL FORWARD FINAL
WHEN LANDING ASSURED:
MINIMUM DESCENT ALTITUDE (MDA) 2. FLAPS—DOWN
1 NM 3. TRANSITION TO VREF
1. LEVEL OFF AT MDA AT LEAST 1 4. YAW DAMP—OFF
MILE PRIOR TO MAP, IF POSSIBLE
2. TORQUE—800 - 1000 FT-LBS
4. MANEUVER WITHIN VISIBILITY
CRITERIA
5. MAINTAIN MDA
MAP AND DURING CIRCLING MANEUVER

1. DETERMINE THAT VISUAL CONTACT WITH
THE RUNWAY ENVIRONMENT CAN BE
MAINTAINED AND A NORMAL LANDING CAN
BE MADE FROM A CIRCLING APPROACH,
OR INITIATE A MISSED APPROACH
AND PROCEDURES
2. MAINTAIN MDA DURING CIRCLING MANEUVER

19 MANEUVERS
BASE TO FINAL
1. COMMENCE DESCENT FROM
A POINT WHERE A NORMAL
LANDING CAN BE MADE
CAUTION CAUTION

REVERSING ON RUNWAYS WITH LOOSE SAND, DUST, OR
NOTE: SNOW ON THE SURFACE. FLYING GRAVEL WILL DAMAGE
REVERSE IS MOST EFFECTIVE AT HIGHER SPEEDS; PROPELLER BLADES, AND DUST OR SNOW MAY IMPAIR
BRAKING IS MOST EFFECTIVE AT LOWER SPEEDS. THE PILOT'S VISIBILITY.
Figure 19-15. Circling Approach and Landing

LANDING WINDSHEAR
FLAPS-UP APPROACH AND GENERAL
LANDING The best windshear procedure is avoidance.
Follow normal approach and landing procedures Recognize the indications of potential windshear
except: and then:
• Complete the flaps up landing checklist. AVOID AVOID AVOID
• Maintain airspeed of 115 knots.
The key to recovery from windshear is to fly the
aircraft so it is capable of a climb gradient greater
SINGLE-ENGINE APPROACH than the windshear-induced loss of performance.
AND LANDING Normally, the standard wind/gust correction
factor 1/2 gust will provide a sufficient margin
Follow normal approach and landing procedures
of climb performance. If a shear is encountered
except:
that jeopardizes safety, initiate a rejected landing
• Complete the one-engine-inoperative procedure. If the sink rate is arrested, continue
approach and landing checklist. with the procedure for microbursts.
• The target torque settings are approxi-
mately doubled. MICROBURSTS
• Maintain the airspeed at least 10 knots If a microburst is encountered, the first indica-
above VREF until landing assured. tion will be a rapid increase in the rate of descent
accompanied by a rapid drop below glide path
• Cautiously use reverse, if necessary. (visual or electronic).
• If performance is limited when accom- 1. Initiate normal rejected landing proce-
plishing a circling approach, circle with the dures (10° pitch).
flaps positioned for approach and the gear
up until it is certain the field can be reached 2. Do not change the aircraft configuration
with the gear down. until a climb is established.
3. If the aircraft is not climbing, smoothly
CROSSWIND APPROACH AND
AND PROCEDURES
19 MANEUVERS
increase pitch until a climb is established
LANDING or stall warning is encountered. If stall
warning is encountered, decrease pitch
Follow normal approach and landing procedures sufficiently to depart the stall warning
except: regime.
• Crab into the wind to maintain the desired
track across the ground. 4. When positively climbing at a safe alti-
tude, complete the rejected landing
• Immediately prior to touchdown, lower the maneuver.
upwind wing by use of the aileron and align
the fuselage with the runway by use of the NOTE
rudder. During the rollout, hold the aileron The positive rate of climb should be
control into the wind and maintain direc- verified on at least two (2) instruments.
tional control with the rudder and brakes. Leave the gear down until you have this
climb indication, as it will absorb some
energy on impact should the micro-
burst exceed your capability to climb.

WARNING
If a decision is made to rotate to the
stall warning, extreme care should
be exercised so as not to over rotate
beyond that point as the aircraft is only
a small percentage above the stall when
the aural warning activates.
ACCEPTABLE PERFORMANCE
GUIDELINES
• Understand that avoidance is primary.
• Ability to recognize potential windshear
situations.
• Ability to fly the aircraft to obtain optimum
performance.
AND PROCEDURES
19 MANEUVERS

CHAPTER 20
WEIGHT AND BALANCE
Please refer to the OEM Manual applicable to this particular aircraft.
20 WEIGHT AND BALANCE

21 FLIGHT PLANNING AND
PERFORMANCE
CHAPTER 21
FLIGHT PLANNING AND PERFORMANCE
Please refer to the OEM Manual applicable to this particular aircraft.

CHAPTER 22
CREW RESOURCE MANAGEMENT (CRM)
CONTENTS
Page
RESOURCE MANAGEMENT
INTRODUCTION................................................................................................................. 22-1
22 CREW
CREW CONCEPT BRIEFING GUIDE................................................................................ 22-3
Description..................................................................................................................... 22-3
COMMON TERMS............................................................................................................... 22-3
PRETAKEOFF BRIEFING (IFR/VFR)................................................................................ 22-3
Crew Coordination Approach Sequence........................................................................ 22-3

ILLUSTRATIONS
Figure Title Page
22-1 Situational Awareness in the Cockpit........................................................................ 22-2

22-2 Command and Leadership......................................................................................... 22-2
RESOURCE MANAGEMENT
22-3 Communication Process............................................................................................ 22-4
22 CREW
22-4 Decision-Making Process.......................................................................................... 22-4
22-5 Error Management Process....................................................................................... 22-4
22-6 Crew Performance Standards.................................................................................... 22-6
TABLES
Table Title Page
22-1 Altitude Callouts—Enroute.........................................................................................22-8

22-2 Altitude Callouts—Approach (Precision)...................................................................22-8
22-3 Altitude Callouts—Approach (Nonprecision).............................................................22-8
22-4 Altitude Callouts—Callouts Of Significant Deviation................................................22-8

CHAPTER 22
CREW RESOURCE MANAGEMENT
(CRM)
RESOURCE MANAGEMENT
22 CREW
INTRODUCTION
This chapter describes crew resource management program. Information is provided on the crew
concept briefing guide and altitude callouts between pilots.

SITUATIONAL AWARENESS IN THE COCKPIT
Events that
PILOT PILOT may happen
FLYING MONITORING
(PF) (PM)
SA
RESOURCE MANAGEMENT
COLLECTIVE Events that Events that

S/A have are
happened happening
now
22 CREW
CLUES TO IDENTIFYING:
• Loss of Situational Awareness
• Links In the Error Chain
1. FAILURE TO MEET TARGETS

OPERATIONAL
2. UNDOCUMENTED PROCEDURE
3. DEPARTURE FROM SOP
4. VIOLATING MINIMUMS OR LIMITATIONS
5. FAILURE TO MONITOR
6. COMMUNICATIONS
7. AMBIGUITY
8. UNRESOLVED DISCREPANCIES
HUMAN
9. PREOCCUPATION OR DISTRACTION
10. CONFUSION OR EMPTY FEELING
11. NEED TO HURRY / LAST MINUTE CHANGES
12. FATIGUE
Figure 22-1. Situational Awareness in the Cockpit
COMMAND AND LEADERSHIP

LEADERSHIP STYLES
VARY WITH SITUATION
LAISSEZ-
AUTOCRATIC AUTHORITARIAN DEMOCRATIC
FAIRE
PARTICIPATION
L OW HIGH
Command — Designated by Organization
— Cannot be Shared
Leadership — Shared among Crewmembers
— Focuses on “What’s right,” not “Who’s right”
Figure 22-2. Command and Leadership

CREW CONCEPT PRETAKEOFF BRIEFING (IFR/VFR)

BRIEFING GUIDE NOTE
The following briefing is to be con-
DESCRIPTION ducted by the pilot flying prior to
calling the tower after completing the
Experience has shown that adherence to SOPs Before Takeoff Checklist. The pilot fly-
helps to enhance individual and crew cockpit ing will accomplish the briefing.
RESOURCE MANAGEMENT
situational awareness and will allow a higher per-
formance level to be attained. Our objective is for
standards to be agreed upon prior to flight and 1. Review the departure procedure (route and
22 CREW
then adhered to, such that maximum crew per- altitude, type of takeoff, significant terrain
formance is achieved. These procedures are not features, etc.).
intended to supercede any individual company
SOP, but rather are examples of good operating 2. Review anything out of the ordinary.
practices. 3. Review required callouts, unless standard
calls have been agreed upon, in which case a
request for “Standard Callouts” may be used.
COMMON TERMS 4. Review the procedures to be used in case of
PIC Pilot in Command an emergency on departure.
5. As a final item, ask if there are any questions.
Responsible for conduct and safety of the
flight. Designates pilot flying and pilot not 6. State that the pretakeoff briefing is complete.
flying duties.
PF Pilot Flying
Controls the aircraft with respect to

assigned airway, course, altitude, airspeed,
etc., during normal and emergency
conditions. Accomplishes other tasks as
directed by the PIC.
PM Pilot Monitoring
Maintains ATC communications, copies

clearances, accomplishes checklists and
other tasks as directed by the PIC.
B Both

ERROR MANAGEMENT
ERROR
CONTAINMENT
• IDENTIFY AREAS OF
MITIGATE VULNERABILITY
ERROR
PREVENTION DETECT & TRAP • USE SOPs, CHECKLISTS AND
EFFECTIVE MONITORING TO
ESTABLISH LAYERS OF
RESOURCE MANAGEMENT
ANTICIPATE & AVOID

DEFENSE
22 CREW
Figure 22-3. Error Management
COMMUNICATION PROCESS
ASSERTION:
OPERATIONAL • Reach a conclusion
NEED SEND RECEIVE GOAL
ADVOCACY:
• Increase collective S/A
INQUIRY:
• Increase individual S/A
FEEDBACK
• Support Conclusions with Facts
• State Position, Suggest Solutions
• Clear, Concise Questions
— THINK—
• Solicit and give feedback • Maintain focus on the goal
• Listen carefully • Verify operational outcome is achieved
• Focus on behavior, not people • Be aware of barriers to communication
— REMEMBER —
Questions enhance communication flow
Don’t give in to the temptation to ask questions when Assertion is required
Use of Inquiry or Advocacy should raise a “red flag”.
Figure 22-4. Communication Process
DECISION MAKING PROCESS
HINTS: EVALUATE
RESULT
• Identify the problem: RECOGNIZE
– Communicate it NEED
– Achieve agreement
– Obtain commitment IDENTIFY
AND
• Consider appropriate SOP’s IMPLEMENT DEFINE
PROBLEM
• Think beyond the obvious alternatives RESPONSE
• Make decisions as a result of the process ACCELERATED
RESPONSE COLLECT
• Resist the temptation to make an immediate FACTS
decision and then support it with facts
SELECT A IDENTIFY
RESPONSE ALTERNATIVES
WEIGH IMPACT
OF ALTERNATIVES
Figure 22-5. Decision-Making Process

CREW COORDINATION APPROACH SEQUENCE
NOTE
The following crew coordination approach sequence should be completed as early as possible,
prior to initiating an IFR approach. These items are accomplished during the “APPROACH”
checklist.
RESOURCE MANAGEMENT
PF—Requests the pilot monitoring to obtain destination weather—Transfer of communication duties to
the pilot flying may facilitate the accomplishment of this task.
22 CREW
PM—Advises the pilot of current destination weather, approach in use, and special information pertinent
to the destination
PF—Requests the pilot monitoring to perform the approach setup
PM—Accomplishes the approach setup and advises of frequency tuned, identified and course set
PF—Transfers control of the aircraft to the pilot monitoring, advising, “You have control, heading
________________ , altitude _________________ ” and special instructions. (Communications
duties should be transferred back to the pilot monitoring at this point.)
PM—Responds, “I have control, heading _________________ , altitude _________________ .”
PF—Advises, "Approach briefing."
PF—At the completion of the approach briefing, the pilot flying advises, “Approach briefing complete.”
PF—Advises, “I have control, heading _________________ , altitude _________________ .”
PM—Confirms “You have control, heading _________________ , altitude _________________ .”
PF—“Before Landing checklist.”
PM—“Before Landing checklist complete.”
NOTE
The above sequence should be completed prior to the FAF.
During the following sequence, the terms PF and PM have not been reversed during the time
that transfer of control occurs.

SITUATIONAL AWARENESS
a. Accomplishes appropriate preflight planning.
b. Sets and monitors targets.
c. Stays ahead of the aircraft by preparing for expected or contingency

situations.
d. Monitors weather, aircraft systems, instruments, and ATC communications.

RESOURCE MANAGEMENT
e. Shares relevant information with the rest of the crew.
f. Uses advocacy/inquiry to maintain/regain situational awareness.

22 CREW
g. Recognizes error chain clues and takes actions to break links in the chain.
h. Communicates objectives and gains agreement when appropriate.
i. Uses effective listening techniques to maintain/regain situational awareness.
STRESS
a. Recognizes symptoms of stress in self and others.
b. Maintains composure, calmness, and rational decision making under stress.
c. Adaptable to stressful situations/personalities.
d. Uses stress management techniques to reduce effects of stress.
e. Maintains open, clear lines of communications when under stress.
f. Manages low stress situations to prevent complacency and boredom.
COMMUNICATION
a. Establishes open environment for interactive communication.
b. Conducts adequate briefings to convey required information.
c. Recognizes and works to overcome barriers to communications.
d. Operational decisions are clearly stated to other crewmembers and acknowledged.
e. Crewmembers are encouraged to state their own ideas, opinions, and recommendations.
f. Crewmembers are encouraged to ask questions regarding crew actions.

Decisions and answers are provided openly and non-defensively.
g. Assignments of blame is avoided. Focuses on WHAT is right, and not WHO is right.
h. Keeps feedback loop active until operational goal/decision is achieved.
i. Conducts debriefings to correct substandard/inappropriate performance and to

reinforce desired performance.
Figure 22-6. Crew Performance Standards (Sheet 1 of 2)

SYNERGY AND CREW CONCEPT

a. Ensures that group climate is appropriate to operational situation.
b. Coordinates flight crew activities to achieve optimum performance.
c. Uses effective team building techniques.
d. Demonstrates effective leadership and motivation techniques.
e. Uses all available resources.
RESOURCE MANAGEMENT
f. Adapt leadership style to meet operational and human requirements.
g. Encourages input/participation from all crewmembers.
22 CREW
WORKLOAD MANAGEMENT
a. Communicates crew duties and receives acknowledgement.
b. Sets priorities for crew activities.
c. Recognizes and reports overloads in self and in others.
d. Eliminates distractions in high workload situations.
e. Maintains receptive attitude during high workload situations.
f. Uses other crewmember.
g. Avoids being a "one man show."
DECISION MAKING
a. Anticipates problems in advance.
b. Uses SOPs in decision making process.
c. Seeks information from all available resources when appropriate.
d. Avoids biasing source of information.
e. Considers and weighs impact of alternatives.
f. Selects appropriate courses of action in a timely manner.
g. Evaluates outcome and adjusts/reprioritizes.
h. Recognizes stress factors when making decisions and adjusts accordingly.
i. Avoids making a decision and then going in search of facts that support it.
ADVANCED/AUTOMATED COCKPITS
a. Follows automation related SOPs.

b. Specifies pilot and copilot duties and responsibilities with regard to automation.
c. Verbalizes and acknowledges entries and changes in flight operation.
d. Verifies status and programming of automation.
e. Selects appropriate levels of automation.
f. Programs automation well in advance of maneuvers.
g. Recognizes automation failure/invalid output indications.
Figure 22-6. Crew Performance Standards (Sheet 2 of 2)

Table 22-1. ALTITUDE CALLOUTS—ENROUTE

CALLOUT POINT PILOT MONITORING (PM) PILOT FLYING (PF)
1,000 feet prior to level-off “State altitude leaving and assigned level-off altitude” “Roger”
200 feet prior to level-off “200 above/below” “Leveling”
Table 22-2. ALTITUDE CALLOUTS—APPROACH (PRECISION)

RESOURCE MANAGEMENT

At 1,000 feet above minimums “1,000 feet above minimums” “DH ____ ”
22 CREW
At 500 feet above minimums “500 feet above minimums” “Cross-check, no flags”
At 100 feet above minimums “100 feet above minimums”
At decision height (DH) “Minimums" “Lights, at ______, continue”
At 100 ft AGL “Runway in sight” “Visual" or "Landing”
“Speed & Rate” or “Minimums, not in sight” “Go around”
Table 22-3. ALTITUDE CALLOUTS—APPROACH (NONPRECISION)

At 1,000 feet above minimums “1,000 feet above minimums” “MDA _______ ”
At 500 feet above minimums “500 feet above minimums” “Cross check, no flags”
At 100 feet above minimums “100 feet above minimums, outside”
Minimum decent altitude (MDA) “Minimums” “Continue”
Missed approach point (MAP) “Lights at ________ continue” “Visual landing”
Missed approach point (MAP) “Speed and rate” “Missed approach point”
OR
Missed approach point (MAP) “Runway not in sight” “Go around”
Table 22-4. ALTITUDE CALLOUTS—CALLOUTS OF SIGNIFICANT DEVIATION

FACTOR PILOT MONITORING (PM) PILOT FLYING (PF)
IAS ±10 KIAS “VREF ± ____” “Correcting to ____”
HEADING ±10°, 5° on approach “Heading ____ degrees left/right” “Correcting to ____”
Altitude ± 100 ft enroute, ±50 ft
“Altitude ____ high/low” “Correcting to ____”
on final approach
CDI left or right one dot “Left/right of course ____ dot” “Correcting”
RMI course left or right ±5° “Left/right of course ____ degrees” “Correcting”
Vertical descent speed greater
“Sink rate ____” “Correcting”
than 1,000 fpm on f inal approach
Bank in Excess of 30° “Bank ____ degrees” “Correcting”

WALKAROUND
WALKAROUND
The following section is a pictorial walkaround.
Each item listed in the exterior power-off preflight
inspection is displayed.
The general photographs contain circled numbers

that correspond to specific steps displayed on the
subsequent pages.
Revision 0.1 FOR TRAINING PURPOSES ONLY WA-1

LEFT WING AND NACELLE
4
3
WALKAROUND
5
17 20
9 6
7 8
15
21 19
10
22 16 11 13
23 18 14
12
WA-2 FOR TRAINING PURPOSES ONLY Revision 0.1

2. CABIN WINDOWS—CHECK
1. CABIN DOOR SEAL, STEP EXTENSION CABLE,

LIGHT WIRE, DAMPER, AND HANDRAILS—CHECK
WALKAROUND
LEFT TRIM
AILERON TAB
3. FLAPS—CHECK 4. AILERON AND TAB—CHECK
5. WING TIP AND LIGHTS—CHECK 6. STALL WARNING—CHECK

7. DEICE BOOT—CHECK 8. TIE DOWN AND CHOCKS—REMOVE

WALKAROUND
9. WING FUEL TANK—CHECK QUANTITY; 10. OUTBOARD WING SUMP—CHECK

CAP SECURE
11. WHEEL WELL SUMP—DRAIN 12. LANDING GEAR, STRUT BRAKE, WHEEL WELL,
AND LANDING GEAR DOORS—CHECK

13. FIRE EXTINGUISHER (IF INSTALLED)—CHECK 14. BOOST PUMP SUMP—DRAIN
WALKAROUND
15. PROP—CHECK 16. ENGINE AIR INTAKES—CLEAR
17. ENGINE OIL—CHECK QUANTITY CAP SECURE 18. FUEL STRAINER (FIREWALL)—DRAIN

19. COWLING, DOORS AND PANELS—SECURE 19. COWLING, DOORS AND PANELS (Cont.)—SECURE
WALKAROUND
19. COWLING, DOORS AND PANELS (Cont.)—SECURE 19. COWLING, DOORS AND PANELS (Cont.)—SECURE
20. NACELLE FUEL TANK—CHECK; CAP SECURE 21. HEAT EXCHANGER INLET—CLEAR

22. TRANSFER PUMP SUMP—DRAIN 23. LOWER ANTENNAS AND BEACON—CHECK
WALKAROUND

NOSE
4
5
7
3
8
1
9 12 2
10
WALKAROUND
11
14
13

NOSE
1. OAT PROBE—CHECK 2. BRAKE RESERVOIR VENT—CLEAR
WALKAROUND
3. RAM AIR INLET—CLEAR 4. LEFT AVIONICS ACCESS PANEL/
BAGGAGE DOOR—SECURE
5. AIR CONDITIONER CONDENSER EXHAUST 6. WINDSHIELD AND WIPERS —CHECK

DUCT—CLEAR

NOSE
7. RADOME—CHECK 8. PITOT MASTS—CLEAR

WALKAROUND
9. LANDING AND TAXI LIGHTS—CHECK 10. NOSE GEAR (SHIMMY DAMPER, STOP BLOCK,
TORQUE KNEE, STRUT, TIRE)—CHECK
11. CHOCKS—REMOVE 12. NOSE GEAR DOORS AND WHEEL WELL—CHECK

NOSE
13. AIR CONDITIONER CONDENSER INTAKE 14. RIGHT AVIONICS ACCESS PANEL—SECURE
DUCT—CLEAR
WALKAROUND

RIGHT WING AND NACELLE
3
16 14 6
15 8 4
2
13
5 1
12 9
7
10
11
WALKAROUND
1. TRANSFER PUMP SUMP—DRAIN 2. HEAT EXCHANGER INLET—CLEAR
3. NACELLE FUEL TANK—CHECK; CAP SECURE 4. PROP—CHECK

5. ENGINE AIR INTAKES—CLEAR 6. ENGINE OIL—CHECK QUANTITY; CAP SECURE
WALKAROUND
7. FUEL STRAINER (FIREWALL)—DRAIN 8. COWLING, DOORS, AND PANELS—SECURE
9. FIRE EXTINGUISHER (IF INSTALLED)— 10. BOOST PUMP SUMP—DRAIN

CHECK PRESSURE

11. LANDING GEAR, STRUT, BRAKE, WHEEL WELL, 12. WHEEL WELL SUMP—DRAIN
AND LANDING GEAR DOORS—CHECK
WALKAROUND
13. OUTBOARD WING SUMP—DRAIN 14. WING FUEL TANK—CHECK QUANTITY; CAP SECURE
15. TIE DOWN AND CHOCKS—REMOVE 16. DEICE BOOT—CHECK

20
17
18
19
WALKAROUND
17. WING TIP AND LIGHTS—CHECK 18. AILERON—CHECK
19. FLAPS—CHECK 20. CABIN WINDOWS—CHECK

RIGHT AFT FUSELAGE
3 2 1
WALKAROUND
1. OXYGEN DOOR—SECURE 2. STATIC PORTS—CLEAR
3. ACCESS PANELS—SECURE 3. ACCESS PANELS—SECURE

TAIL
5
6 5
4 3
WALKAROUND
1
1. TIE DOWN—REMOVE 2. DEICE BOOTS—CHECK

TAIL
ELEVATOR
ELEVATOR
TRIM TAB
2. DEICE BOOTS (Cont.)—CHECK 3. CONTROL SURFACES AND TABS—CHECK

WALKAROUND
RUDDER
RUDDER
TRIM TAB
ELEVATOR
ELEVATOR
TRIM TAB
3. CONTROL SURFACES AND TABS (Cont.)—CHECK 3. CONTROL SURFACES AND TABS (Cont.)—CHECK
4. LIGHTS—CHECK 5. TOP ANTENNAS AND BEACON—CHECK

TAIL
5. TOP ANTENNAS AND BEACON (CONT.)—CHECK 6. ELEVATOR TRIM TAB—VERIFY “0” (NEUTRAL)
POSITION
WALKAROUND

LEFT AFT FUSELAGE
2 1
WALKAROUND
1. ACCESS PANELS—SECURE 2. STATIC PORTS—CLEAR

APPENDIX A
TERMS AND ABBREVIATIONS
AC—Alternating current APU—Auxiliary power unit
ACM—Air-cycle machine ARPS—Alternate rudder power system
ACM—Power brake/anti-skid control unit ASCB—Avionics standard

communications bus (serial)
ADC—Air data computer
ASR—Airport surveillance radar
ADF—Automatic direction finder
ASYM—Asymmetry
ADI—Attitude director indicator
ATA—Antenna train angle
AFCS—Automatic flight control system
ATC—Air traffic control
AFD—Adaptive flight display
APPENDIX A
ATTD—Attitude
AFIS—Automatic flight information system
ATTN—Attention
AFM—Airplane Flight Manual
AUX—Auxiliary
AGB—Accessory gearbox
BAT—Battery
AGL—Above ground level
BBPU—Bus bar protection unit
AH—Ampere-hours
BIT—Built-in test
AHC—Attitude and heading computers
BITE—Built-in test equipment
AHRS—Attitude heading reference system
BLE—Boundary layer energizer
ALT—Altitude
BOV—Bleedoff valve
ALT SEL—Altitude select
BOW—Basic operating weight
AM—Amplitude modulation
BRG—Bearing
AME—Amplitude modulation equivalent
BRK—Brake
AOA—Angle-of-attack
BTU—British thermal unit
AP—Autopilot
BVC—Bleed valve control
APPR—Approach
CA—Cabin altitude
Revision 0.1 FOR TRAINING PURPOSES ONLY APPA-1

CAB—Cabin DH—Decision height
CAS—Calibrated airspeed DME—Distance measuring equipment
CB—Circuit breaker DP—Differential pressure
CDI—Course deviation indicator DR—Dead reckoning
CDP—Continueous data program EADI—Electronic attitude director indicator
CDU—Control display unit ECU—Environmental control unit
CFIT—Controlled flight into terrain EDS—Electronic display system
CG—Center of gravity EFC—Expect further clearance
CHG—Charge EFCU—Electronic fuel control unit
CLA—Condition lever angle (pitch) EFIS—Electronic flight instrument system
COMM—Communication EGPWS—Enhanced ground proximity

warning system
APPENDIX A
COMPT—Compartment
EGT—Exhaust gas temperature
CPLT—Copilot
EHSI—Electronic horizontal situation indicator
CPU—Central processor unit
EHSV—Electrohydraulic servo valves
CRM—Crew resource management
EIS—Engine indicating system
CRT—Cathode ray tube
EL—Electroluminescent
CVR—Cockpit voice recorder
ELT—Emergency locator transmitter
CW—Clockwise
EMED—Electromagnetic expulsive deicing
CCW—Counterclockwise
EMER—Emergency
DA—Decision altitude
ENG—Engine
DADC—Digital air data computer
EPR—Engine pressure ratio
DAU—Data acquisition unit
EPU—External power unit
DC—Direct current
ESIS—Electronic standby instrument system
DCP—Display control panel
ESB—Energy storage bank
DCU—Data concentrator unit
ESU—Electronic sequence unit
DG—Directional gyro
ET—Elapsed time
APPA-2 FOR TRAINING PURPOSES ONLY Revision 0.1

ETA—Estmated time of arrival FTG—Fuel topping governor
ETD—Estimated time of departure GA—Go-around
EVMU—Engine vibration monitor unit GCR—Generator control relay
FA—Flight attendant GCU—Generator control unit
FAA—Federal Aviation Administration GMT—Greenwich Mean Time
FADEC—Full authority digital engine control GP—Glidepath
FAF—Final approach fix GPS—Global positioning system
FCS—Flight control system GPU—Ground power unit
FCU—Fuel control unit GPWS—Ground proximity warning system
FD—Flight director GS—Glide slope
FDAU—Flight data acquisition unit GS—Ground speed (kts) or glide slope
APPENDIX A
FDR—Flight data recorder GWT—Gross weight
FGP—Flight guidance panel HDLC—High level data link control
FGC—Flight guidance computer HF—High frequency
FGS—Flight guidance system HMU—Hydromechanical fuel control unit
FL—Flight level HP—High-pressure
FLC—Flight level change HSCM—Hydraulic spoiler control module
FLT CTL—Flight control HSI—Horizontal situation indicator
FM—High powered frequency modulation IAC—Integrated avionics computers
FMC—Flight management computer IAF—Initial approach fix
FMS—Flight management system IAP—Instrument approach procedures
FOHE—Fuel/oil heat exchanger IAPS—Integrated avionics processing system
FPU—Flap power unit IAS—Indicated airspeed
FS—Fuselage station ICAO—International Civil Aviation Organization
FSB—Flight Standards Board IFIS—Integrated flight information system
FSS—Flight service station IFR—Instrument flight rules

ILS—Instrument landing system LRN—Long range navigation
IMC—Instrument meteorological conditions LSB—Lower side band
IMU—Inertial measurement unit MAC—Mean aerodynamic chord
IND—Indicators MAP—Missed approach point
INS—Inertial navigation system MADC—Micro air data computers
IP—Intermediate pressure MCA—Minimum crossing altitude
IRS—Inertial reference system MDA—Minimum descent altitude
IRU—Inertial reference unit MEA—Minimum enroute IFR altitude
ISA—International standard atmosphere MEL—Minimum equipment list
ISA DEV—International standard MFCS—Manual flight control system

atmosphere deviation (°C)
MFD—Multifunction display
ITT—Interstage turbine temperature
APPENDIX A
MI—Indicated mach number

IVSI—Inertial vertical speed indicator
MSL—Mean sea level
KCAS—Knots calibrated airspeed
MSP—Mode select panel (flight director)
KIAS—Knots indicated airspeed
MSU—Mode selector unit
KTAS—Knots true airspeed
NACA—National Advisory Committee
KVA—Kilovolt-ampere for Aeronautics
LCD—Liquid crystal display NDB—Nondirectional beacon
LED—Light emitting diode NAV—Navigation radio or mode
LF—Low frequency N1—Low pressure rotor speed
LMM—Middle marker location N2—High pressure rotor speed
LNAV—Lateral navigation OAT—Outside air temperature
LOC—Localizer OXY—Oxygen pressure
LOFT—Line oriented flight training PAST—Pilot activates self test
LOM—Locator outer marker PBCV—Power brake/anti-skid control valve
LP—Low pressure PCB—Printed circuit board
LRC—Long range cruise PFD—Primary flight display

PCA—Power lever angle SIT—Systems integration training
POH—Pilot’s Operating Handbook SLA—Set landing altitude
PPH—Pounds per hour SPR—Single-point refueling
PPOS—Present position SPRD—Single-point pressure

refueling and defueling
PRSOV—Pressure-regulating shutoff valve
SPU—Standby power unit
PSEU—Proximity switch electronic unit
STAR—Standard terminal arrival route
PSU—Passenger service unit
T2—Temperature measured at engine
PTU—Hydraulic power transfer unit station 2 (prior to fan)
PTCH—Pitch mode TT2—Total inlet temperature
RA—Resolution advisory TA—Traffic advisory
RAIM—Receiver autonomous integrity monitor TACAN—Ultra high frequency tactical

air navigational aid
APPENDIX A
RAT—Ram-air temperature
TAS—True airspeed
RMI—Radio magnetic indicator
TAT—Total air temperature
RMU—Radio management unit
TAWS—Terrain alert and warning system
RNAV—Area navigation
TCA—Terminal control area
RTA—Receiver transmitter antenna
TCAS—Traffic alert and collision
RTU—Radio tuning unit avoidance system
RVR—Runway visual range TCWS—Takeoff configuration warning system
RVSM—Reduced vertical separation minimums TCS—Touch control steering
SAT—Static air temperature (°C) TDC—Top dead center
SATCOM—Satellite Communications TERR—Terrain
SCU—Signal conditioner unit TFC—Traffic
SCU—Spoiler control unit TIS—Traffic information system
SFD—Secondary flight display TIT—Turbine inlet temperature
SDU—Sensor display unit T.O.—Takeoff
SID—Standard instrument departure TOPI—Takeoff operational phase inhibit

TLA—Throttle lever angle WATCH—Weather attenuated color highlight
TOD—Top of descent WOW—Weight on wheels
TOLD—Takeoff and landing WX—Weather radar
UHF—Ultra high frequency XFMR—Transformer
ULD—Under water locating device XFR—Transfer
USB—Upper side band XM—External master (satellite)
UTC—Coordinated universal time XMSN—Transmission
VFR—Visual flight rules XPDR—Transponder
VG—Vertical gyro YD—Yaw damper
VHF—Very high frequency ZFW—Zero fuel weight
VLE—Maximum gear extend speed

APPENDIX A
VLF—Very low frequency
VLO—Maximum gear operating speed
VLSA—Low-speed velocity
VMO/—Maximum operating airspeed
MMO—or Mach number
VNAV—Vertical navigation (FMS)
VOR—VHF omnidirectional radio range
VORTAC—Electronic navigation system
VPA—Vertical path angle
VS—Vertical speed
VS1—Stall speed in a defined configuration
VSI—Vertical speed indicator
W/S—Windshield
WAAS—Wide area augmentation system

(GPS signal enhancment, ground-based)
WAC—World aeronautical charts

APPENDIX B
ANSWERS TO QUESTIONS
Chapter 2 Chapter 5
1. D 1. B
2. C 2. A
3. C 3. A
4. C 4. D
5. B 5. C
6. C 6. D
7. A 7. A
8. C 8. A
9. B
10. B
Chapter 7
11. D 1. A
12. C 2. B
13. B 3. A
14. A 4. C
15. D 5. B
16. B 6. C
7. D
Chapter 3 8. B
1. B 9. A
2. B 10. D
3. D
APPENDIX B
4. C
Chapter 8
5. A 1. A
6. A 2. B
3. A
Chapter 4 4. D
1. C
2. D
Chapter 9
3. B 1. C
4. A 2. B
5. B 3. D
6. C 4. D
7. A 5. C
Revision 0.1 FOR TRAINING PURPOSES ONLY APPB-1

Chapter 10 Chapter 15
1. A 1. C
2. B 2. C
3. D 3. C
4. A 4. A
5. C
6. C
Chapter 17
7. C 1. D
8. B 2. B
9. B 3. C
10. D Chapter 18
11. A
1. A
12. B
Chapter 11
1. A
2. D
3. B
4. A
5. A
6. B
7. D
Chapter 12
1. B
2. B
3. D
4. A
APPENDIX B
5. A
Chapter 14
1. D
2. B
3. C
4. B
5. C
6. B
APPB-2 FOR TRAINING PURPOSES ONLY Revision 0.1

ANNUNCIATORS
The Annunciators section presents a color
representation of all the annunciator lights
in the airplane.
ANNUNCIATOR PANEL
Revision 0.1 FOR TRAINING PURPOSES ONLY ANN-1

ANNUNCIATOR PANEL
Figure ANN-1. Annunciators
Revision 0.1 FOR TRAINING PURPOSES ONLY ANN-3

6 King Air C90GTi-GTx Pilot Training Manual

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KING AIR C90GTi/GTx

PILOT TRAINING MANUAL

At the time of printing, it contained then-current information. In the event of conflict

These commodities, technology or software were exported from

FOR TRAINING PURPOSES ONLY

Copyright © 2014 by FlightSafety International, Inc.

Second Edition................0.............July 2010

Page *Revision Page *Revision

*Zero in this column indicates an original page.

Chapter 1 AIRCRAFT GENERAL

Revision 0.1 FOR TRAINING PURPOSES ONLY 1-i

1-1 Beechcraft King Air C90GTi....................................................................................... 1-4

Revision 0.1 FOR TRAINING PURPOSES ONLY 1-iii

KING AIR C90GTi/GTx PILOT TRAINING MANUAL

1-25 Danger Areas............................................................................................................. 1-22

Table 1-1. Specifications—C90GTi and C90GTx..................................................................1-9

1-iv FOR TRAINING PURPOSES ONLY Revision 0.1

Revision 0.1 FOR TRAINING PURPOSES ONLY 1-1

KING AIR C90GTi/GTx PILOT TRAINING MANUAL

1-2 FOR TRAINING PURPOSES ONLY Revision 0.1

Ice and Rain Protection reference to operation as outlined in the Pilot’s

Revision 0.1 FOR TRAINING PURPOSES ONLY 1-3

KING AIR C90GTi/GTx PILOT TRAINING MANUAL

BEECHCRAFT KING AIR

Figure 1-1. Beechcraft King Air C90GTi

1-4 FOR TRAINING PURPOSES ONLY Revision 0.1

1. WEATHER RADAR ANTENNA 13. RUDDER TRIM TAB

Figure 1-2. General Arrangement

Revision 0.1 FOR TRAINING PURPOSES ONLY 1-5

KING AIR C90GTi/GTx PILOT TRAINING MANUAL

Figure 1-3. Three-View Diagram—C90GTi

1-6 FOR TRAINING PURPOSES ONLY Revision 0.1

Figure 1-4. Three-View Diagram—C90GTx

Revision 0.1 FOR TRAINING PURPOSES ONLY 1-7

KING AIR C90GTi/GTx PILOT TRAINING MANUAL

The fuselage is conventional monocoque structure

Figure 1-5. Engine Air Inlet

Figure 1-6. Cabin Profile

1-8 FOR TRAINING PURPOSES ONLY Revision 0.1

KING AIR C90GTi AND C90GTx

Table 1-1. SPECIFICATIONS—C90GTi AND C90GTx

MAXIMUM CERTIFICATED WEIGHTS

CABIN AND ENTRY DIMENSIONS

Revision 0.1 FOR TRAINING PURPOSES ONLY 1-9

KING AIR C90GTi/GTx PILOT TRAINING MANUAL

Table 1-2. OPERATING SPEEDS—C90GTi / C90GTx / C90GTx with

Figure 1-7. King Air C90GTx in Flight

1-10 FOR TRAINING PURPOSES ONLY Revision 0.1

CABIN ENTRY AND EXITS

Figure 1-8. Entrance and Exit Provisions

Revision 0.1 FOR TRAINING PURPOSES ONLY 1-11

KING AIR C90GTi/GTx PILOT TRAINING MANUAL

Dual Door Cables with One Airstair Locking Mechanism

To secure the airstair door inside, rotate the handle

Next lift the folded stairstep that is just below the

To observe this area, depress a red switch near the

1-12 FOR TRAINING PURPOSES ONLY Revision 0.1

EMERGENCY EXIT CABIN COMPARTMENTS

FLIGHT PASSENGER AFT BAGGAGE

Figure 1-10. Cabin Areas

Figure 1-11. Cabin Seating Layout

Revision 0.1 FOR TRAINING PURPOSES ONLY 1-13

KING AIR C90GTi/GTx PILOT TRAINING MANUAL

Figure 1-12. Flight Deck Layout

Page Revision Page Revision